KLW SE32C: For More Demanding Operations
The KLW SE32C is the largest, heaviest, and highest horsepower model offered by KLW. Utilizing six-axle EMD and GE cores, the SE32C is ballasted up to 420,000 lb and fitted with an MTU engine, ZF gearbox, TMV wheelslip prevention system, and other modern technology. Consequently, the KLW SE32C offers the lowest emissions profile available in its horsepower class without aftertreatment while providing tractive effort performance that meets the needs of the most demanding operations, such as large switching yards.
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 SE32C.
KLW SE32C Configuration
The KLW SE32C 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 with a Geislinger Coupling and the patented KLW AR10 adapter. A new radiator and fuel tank are also installed to accommodate the new low-emissions MTU engine. A new TMV Traction and Engine Control Unit (TECU) is also installed to control all of the major operation functions of the locomotive as well as detect and prevent wheelslips.
The MTU Engine: Low Emissions and Low Fuel Consumption
The KLW SE32C is fitted with an MTU Series 4000 16V R54 diesel engine. The engine, which is made in Aiken, South Carolina, generates 3,200 brake horsepower at 1,800 RPM. Certified to EPA Tier 3 line-haul standards, this engine is the only engine in the 3,000-4,000 hp range to also meet Tier 3 switch standards without the use of aftertreatment. With emissions reductions of up to 85%, the KLW SE32C is the perfect solution for switching in highly populated areas, qualifying for many government emissions reduction programs.
In addition to ultra-low emissions, the MTU engine allows the SE32C to reduce fuel consumption by up to 20% compared to many similar horsepower locomotives that are in use today. For most operations, this means savings in the tens of thousands of dollars per year. Reduced fuel consumption also means reduced CO2 emissions, where every gallon of diesel saved means 22.38 lb of CO2 not being emitted into the air. KLW estimates that the KLW SE32C reduces CO2 emissions by up to 120 tons every year in the switch duty cycle and by up to 500 tons every year in the line-haul duty cycle.
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, 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 that are not equipped with a traction control system. Increasing the starting tractive effort allows the locomotive to haul more freight than it could before the repower process, and also makes it possible to use fewer locomotives to do the same amount of work for larger jobs. Preventing wheelslips and increasing traction also reduces the wear and tear on the unit's wheels and also the railroad track.
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.