KLW SE15B & SE10B: Switchers for the 21st Century

The KLW SE15B and SE10B are "switcher" locomotives that are 1,560 BHP and 1,050 BHP respectively. Utilizing four-axle EMD and GE cores, both models weigh up to 276,000 lb and are fitted with a Series 2000 MTU engine, ZF gearbox, TMV wheelslip prevention system, and other modern technology. These switcher locomotives are some of the lowest emitting units ever created and offer superb fuel savings. The KLW SE15B and SE10B models are also the only switcher locomotives in existence to use a high-speed diesel engine with the low-speed AR10 alternator. 

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 SE10B.

 

The MTU Engine: Low Emissions and Low Fuel Consumption 

The MTU Series 2000 engines are Tier 4i non-road certified and can reduce fuel consumption by up to 30-50% compared to older, similar horsepower, switch locomotives.

The MTU Series 2000 engines are Tier 4i non-road certified and can reduce fuel consumption by up to 30-50% compared to older, similar horsepower, switch locomotives.

The KLW SE15B and SE10B are fitted with MTU Series 2000 diesel engines. The engines, which are made in Aiken, South Carolina, generate 1,560 and 1,050 brake horsepower respectively. Currently certified to EPA Tier 4i non-road standards, the 12V and 16V Series 2000 engines are some of the cleanest engines to be used for rail applications. With estimated emissions reductions of up to 90%, the SE15B and SE10B are excellent solutions for switching in highly populated areas, which is one reason why they qualify for many government-funded emissions-reduction programs. 

In addition to ultra-low emissions, the SE15B and SE10B reduce fuel consumption by 30-50% compared to similar horsepower locomotives and up to 60% (SE10B) when replacing a higher horsepower locomotive thanks to improvements in tractive effort. In many operations, this means savings in the tens of thousands of dollars or more per year. 

 

TMV Electronics: Traction and Engine Control Unit (TECU) 

The TMV TECU system is approximately 1/4th the size of a Dash-II module rack.

The TMV TECU system is approximately 1/4th the size of a Dash-II module rack.

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 wheelslip control systems. Increasing the starting tractive effort allows the locomotive to do more work than it could before the repower process. Preventing wheelslips and increasing traction also reduces the wear and tear on wheels and the railroad track.

 

KLW Innovation: High-Speed Engine + AR10 Traction Alternator

The KLW Patented AR10 Double-Bearing Adapter

The KLW Patented AR10 Double-Bearing Adapter

The main design feature that sets KLW apart from the competition is the use of the high-speed MTU engine with the low-speed AR10 alternator. Since the AR10 is designed to work with 900 RPM engines, KLW had to find a way to make the 1800 RPM MTU engine work with the AR10 in a reliable manner. The solution was to attach a 2:1 ZF reduction gearbox to the MTU engine, something commonly done in the marine industry, to convert the 1800 RPMs down to 900 RPMs. However, there was still the issue of getting the gearbox to connect to the AR10, which prompted KLW to design its own AR10 adapter. The patented KLW 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, which powers the traction motors. 

 

Questions? Give us a call at 865-525-9400 or send us an email.