KLW SE24B: For Yard and Road Switching
The KLW SE24B is the second largest/powerful locomotive offered by KLW. Utilizing four-axle EMD and GE cores, the SE24B is ballasted up to 276,000 lb and fitted with an MTU engine, ZF gearbox, TMV wheelslip prevention system, and other modern technology. As a result, the KLW SE24B offers the lowest emissions profile available in its horsepower class, without aftertreatment, and provides the tractive effort performance that is expected of a modern 2,400 bhp locomotive.
Scroll down this page or give us a call at 865-525-9400 to learn more about the technology and unique features of the KLW SE24B.
KLW SE24B Configuration
The KLW SE24B is configured much like a traditional locomotive. The MTU engine, which is about half the size of the engines it typically replaces, is attached to a skid that holds it and the ZF gearbox in place. The ZF gearbox connects to the AR10 traction alternator by the use of a Geislinger Coupling and the KLW patented AR10 adapter. A new radiator and fuel tank are also installed to accommodate the new low-emissions MTU engine. Lastly, a new TMV Traction and Engine Control Unit (TECU) is also installed to control all major functions of the locomotive as well as prevent wheelslips which increases tractive effort.
The MTU Engine: Low Emissions and Low Fuel Consumption
The KLW SE24B is fitted with an MTU Series 4000 12V R54 diesel engine. The engine, which is made in Aiken, SC, generates 2,400 brake horsepower at 1,800 RPM. Certified to EPA Tier 3 line haul standards, this engine is the only engine in the 2,000-3,000 hp range to also meet Tier 3 switch standards without the use of aftertreatment. By reducing emissions up to 80%, the KLW SE24B is the perfect solution for switching in highly populated areas and it consequently qualifies for many government-funded emissions-reduction programs.
In addition to ultra-low emissions, the MTU engine allows the SE24B to reduce fuel consumption by up to 20% compared to many similar horsepower locomotives that are in use today. In many operations, this means savings in the tens of thousands of dollars or more per year. By reducing fuel consumption, the SE24B also reduces CO2 emissions. In the typical line haul duty cycle, the SE24B can save over 250 tons of CO2 emissions compared older, similar horsepower locomotives.
TMV Electronics: Traction and Engine Control Unit (TECU)
The TMV Traction and Engine Control Unit (TECU) is the "brain" of the locomotive. The TECU system controls the traction alternator, engine speed/power, wheelslip, cooling fans, direction control, automatic engine start stop (AESS), and much more. The TECU is about 1/4th the size of a typical Dash-2 module rack and as a result features much less wiring than older electronic systems. A touchscreen is also provided so that operating and maintenance crews can monitor the locomotive's diagnostics, including faults, in real-time.
One of the key features of TMV's TECU system is wheelslip control. By monitoring the traction motors and each axle, the TECU can prevent wheelslips from occurring. This increases the starting tractive effort significantly, up to 40% in certain conditions, compared to older locomotives. Increasing the starting tractive effort allows the locomotive to haul more freight than it could before the repower process, which may allow for fewer locomotives to be needed for larger jobs. Preventing wheelslips and increasing traction also reduces the wear and tear on wheels and the railroad track, increasing productivity and cost savings further.
KLW Innovation: High-Speed Engine + AR10 Traction Alternator
The main design feature that sets KLW apart from the competition is the use of the high-speed MTU engine (up to 1800 RPM) with the AR10 alternator, which is designed to work with low-speed (up to 900 RPM) engines. In order to get these two components to work, KLW attaches a 2:1 ZF reduction gearbox to the MTU engine, something commonly done in the marine industry, to convert the high-speed MTU engine RPMs down to the low-speed RPMs needed by the AR10. Although this solved the RPM problem, KLW still needed to figure out how to connect an AR10 to the new MTU engine, prompting KLW to design its own AR10 adapter. The KLW patented AR10 double-bearing adapter adds a shaft to the AR10, which is joined to the shaft coming off the gearbox by use of a Geislinger "Gesilco Butterfly" Coupling. The coupling joins the two shafts together and allows the mechanical energy from the MTU engine to be converted by the gearbox and sent to the AR10 alternator.