ADVERTORIAL
SUSTAINABILITYSUPPLEMENT 11 WINNING HAND:
MTU’s rail quartet Within the Top Trumps card game MTU’s rail applications set has a strong hand.
New Series 4000: safe bet for performance and emissions An engine that wins hands down in any competition is the new MTU Series 4000 for rail applications with its highly sophisticated combination of in-engine technology and external exhaust after-treatment. On the inside, the trump feature is its cooled exhaust recirculation. So the levels in the exhaust are within the Stage IIIB limits entirely without the
690 kilowatts, it is ideally suited to use in small shunting locomotives. EU Stage IIIB compliance is achieved by virtue of two-stage turbo - charging, exhaust recirculation and Diesel Oxidation Catalyst. The 10- and 12-cylinder versions of the Series 1600 stay within the maximum levels for particulate matter and nitrogen oxide emissions as required by the EPA Tier 4 standard in the US market by exhaust recirculation alone, i.e. without having to resort to any exhaust gas aftertreatment.
Straight flush: the MTU Series 4000, Series 1600 as engine only and PowerPack, and the Series 1800 PowerPack make up an unbeatable hand for rail applications.
PowerPack scores maximum points for economy MTU PowerPacks are the right choice to score highly in higher speeds, longer servicing intervals and more frequent station stops. The classic PowerPack with the 6H 1800
Photo Source: MTU
need for an SCR system. The engine also has a super-efficient two-stage turbocharging system comprising three turbochargers and inter coolers that constantly ensure the engine is supplied with sufficient air for low-soot combustion, even when operating in extreme outside temperatures or in thin air. It’s also fitted with a slim diesel particulate filter that is integrated in the silencer and can be kept small due to the improved common-rail fuel injection system. The new generation of Series 4000 rail engines is being introduced in stages this year.
Series 1600 the trump card for small locomotives MTU follows up with another trump card – the Series 1600. As the youngest addition to the MTU family group, it will be able to demon - strate its qualities to the railway industry from 2013. With a top-of-the-range power output of
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engine and power ratings of 315, 335, 360 or 390 kilowatts already satisfies the future emission requirements today. To limit nitrogen oxide discharge, MTU offers the PowerPack with an SCR catalytic converter that converts the harmful nitrogen oxides in the exhaust into harmless water vapor and nitrogen. Thus, the fuel consumption and, consequently, the CO2 emissions can be reduced by as much as 5%. For underfloor traction units requiring
power ratings above 390 kilowatts, MTU has another ace up its sleeve starting in 2012. A new PowerPack featuring the rail version of the Series 1600 engine will then be available with output choices of 565, 625 and 660 kilowatts. Clients can chose between diesel-electric, diesel- hydraulic and diesel-mechanical versions. You can’t lose with these cards: the new Powerpack, too, will benefit from SCR emission control systems as well as low life-cycle costs and an excellent fuel economy.
Hybrid system is the wild card in the pack The ultimate trump card is currently being
tested out. The innovative hybrid version of the PowerPack has a brake energy recuperation system that recovers energy from braking using a generator. When starting off and accelerating, the stored electrical energy is supplied via a DC/AC converter to the motor/generator unit, which then operates as a motor to drive the railcar. Depending on the power requirement indicated by the train driver, the train can be driven either by the electric motor alone or by the diesel engine and electric motor together. At stations and on urban services, this tech - nology enables low-noise and low-emission train operation. It is particularly economical on local services where the train is frequently slowing down and speeding up. To be within the EU Stage IIIB emission limits, the hybrid PowerPack is fitted with an SCR exhaust after- treatment system with urea tank.
BIOGRAPHY
Aaron Haußmannis Senior Manager of Sales Rail at MTU Friedrichshafen GmbH. Aaron studied international business administration at HFU Business School, Furtwangen. After a studying in Germany and China, Aaron joined MTU in 2006 in Industrial Sales. From 2008 he
transitioned to MTU’s rail division as a Key Account Manager, being responsible for one of MTU’s main rail OEM customers and increasing sales in South America and South-East Europe. Aaron was appointed Team Leader within Sales Rail in 2011. In parallel to his full-time career, Aaron completes his doctoral degree on B2B buying behavior.
CONTACT DETAILS
MTU Friedrichshafen GmbH Sales Rail
Maybachplatz 1 88045 Friedrichshafen/Germany
Email:
Aaron.Haussmann@mtu-online.com Website:
www.mtu-online.com
European Railway Review Volume 18, Issue 1, 2012
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