WDG4

WDP4

GM/ EMD LOCO (BACK GROUND OF CONTRACT)

SPECIFICATION DEVELOPED BY RDSO IN 1984

TENDER FLOATED IN 1986

THE INITIAL CONTRACT WAS FOR GT 46 LOCO (AC-DC)

21 GT 46 LOCO ORDERED ON GEN MOTORS IN 1995

FINALLY THE ORDER MODIFIED TO GT 46 MAC IN 1996

( IS A STATE OF ART AC- AC LOCOMOTIVE WITH MANY ADVANCED FEATURES)

TOT WAS INCLUDED IN THE CONTRACT

WHY GT 46 MAC?(GT46) (GT46 MAC)

710 GB fuel-efficient engine710 G Eng.

ac-dc transmission

Pneumatic brakes

16 bit µ-processor

Control- limited scope

Conv. GC bogies

Conv. dynamic brake

Plain suspension

bearings

Computer controlled brakes

ac-ac transmission

32 bit computer control -

Advanced features

High adhesion HTSC bogies

Wide range dynamic brake

Roller suspension

bearings

COST OF CONTRACT PAYMENT FOR TOT 17.5 m US $

13 ASSEMBLED LOCOS 24.78 m US $

8 PKD LOCOS 15.60 m US $

SPARES 1.39 m US $

GT 46 MAC/ WDG4 LOCO

42% starting adhesion - 53 Tons starting Tractive Effort

Only loco of Indian Railways to start 58 BOXN load on 1:150

gradient

32% continuous all weather adhesion

90 days trip schedule as compared to 10-15 days for ALCO

locomotives

16-18% fuel saving over conventional ALCO locomotives

One 4000HP WDG4 locomotive replaces and out performs two

WDG3A locomotives on level track

5 WDG4 locomotives have been able to replace 8 WDG3A

locomotives for haul of 58 BOXN train in Braganza ghat section

(Gradient 1 in 37) of S.W.Railway

High reliability level of only 4 failures per year per 100

locomotives

High availability of over 93%

OPERATING FEATURES OF GM/ EMD LOCOMOTIVE

46.9386000WAG9

53424000 / 4500WDG4

Starting TE (T)Adhesion (%)Power (HP)Loco

46.9

42.5

53.0

23.0

17.7

14.7

12.611.1

9.8 8.9

53.0

46.4

43.0

25.8

18.6

15.813.5

11.910.5 9.6

0

5

10

15

20

25

30

35

40

45

50

55

60

0 10 20 30 40 50 60 70 80 90 100 110

TE

(T

on

nes)

Speed

µ = 0.38

µ = 0.42

6000 HP WAG9

4000 HP WDG4

29.4

31.6

Tra

cti

ve

Eff

ort

(To

n)

Speed (kmph)

4500 HP WDG4

35

30

25

> 39> 52> 58> 58> 58WAG9

> 43> 58> 58> 58> 58WDG4

1 in 1001 in 1501 in 2001 in 500Level

Grade

320542505060765111538WAG9

365548405760803011665WDG4

XXXX 5383> 100WAG9

XX20295385WDG4

XX5971> 100> 100WAG9

23344270> 100WDG4

Starting CapabilityIn terms of no. of loaded BOXN Wagons

In terms of actual tonnage

Balancing Speed

For 58 BOXN

For 40 BCN

Comparison of WDG4 and WAG9 Locomotives

XX Loco can not start the load

REDUCED MAINTENANCE

First schedule-92 days schedule.

Yearly inspection schedule.

Top overhaul after four years.

Bogie overhaul after eight years.

Complete overhaul (POH) after

sixteen years.

FEATURES OF GM/ EMD LOCOMOTIVE 710 G 3B FUEL EFFICIENT & LOW MAINTENANCE ENGINE

WITH THE FOLLOWING FEATURES: Laser hardened cylinder liners, Unit fuel injectors which eliminate the

problematic HP tube Inconel valves and Valve bridge with hydraulic lash

adjuster Overhead camshaft- No need of push rod and FP support Durable crankcase and piston structure High efficient Turbo with external over running

clutch arrangement.

FEATURES CONTD

AC-AC TRANSMISSION with the following modern features:

· Computerised Traction control, resulting in High adhesion and Tractive effort

· Maintenance-free traction motors with roller bearing suspension.

· No limitation of minimum continuous speed

· High reliability and availability

· Lower rolling resistance and higher transmission efficiency

FEATURES CONTD

EM - 2000 COMPUTER CONTROL with the following advanced features:

Excitation control, to determine engine power level as per driver’s demand through throttle handle and also to match electrical loading with engine’s capability.

To control other systems and protective functions as programmed in display diagnostic systems.

Monitors critical function in locomotive power system and provide display message and audible alarm, if necessary, in case of faults.

FEATURES CONTD

EM - 2000 COMPUTER CONTROL (contd.) Archive memory and fault data logging.

- 800 messages (Large data pack of related parameters pre/ post faults) Determines braking effort as demanded by driver during

dynamic braking, by controlling inverters. Doppler Radar based super series Wheel Slip/ Slide Control system for better adhesion.

-(42% starting adhesion achievable) Interacts with SIBAS computer for propulsion control

and with NYAB computer during braking

FEATURES(IMPROVED MECHANICAL SYSTEMS)

Microprocessor controlled Engine cooling system Radiator fan drive through microprocessor controlled electrical Motors (Two

speed fans 2 Nos)

Mechanical bonded radiator core

Improved Primary Filtration All purpose air in Locomotive system used after primary filtration

Self cleaning inertial type

Efficient Secondary Filtration Fibre glass filter element for engine. (condition monitored on computer)

Paper Filter element for electronic cabinet

FEATURES CONTD

HTSC BOGIE

TRACTION RODS(Low friction)

CAST BOGIE - OPTIMISED WALL THICKNESS

UNI-DIRECTIONAL TRACTION MOTORS

NO BOLSTER, LOW CENTRE PIVOT

SOFT PRIMARY - HELICAL COIL SPRINGS

STIFFER SECONDARY - RUBBER SPRINGS

HYDRAULIC DAMPING (Primary & Secondary)

TM SUSPENSION THROUGH LINK

LOW MAINTENANCE - (No pedestal & pivot

liners, chafing plates, friction snubbing)

FEATURES CONTD

COMPUTER CONTROLLED BRAKE SYSTEM

Self test feature - checks all components.

Fault diagnostics - a troubleshooting tool

pinpoints the location of failures fast

reduces downtime and shop time of loco

reduces technician skills for troubleshooting

Blended brake/Vigilance control - no addl valves

Precise control of brake pipe/cylinder pressures

Pneumatic logic replaced by electronic logic

Flexibility for future system upgrades

Inherent safety advantages

Integration with controls of other locos possible

WDP4 LOCOMOTIVE

GT 46 PAC ( DIFFERENCES WITH GT46 MAC)

160 Km/h speed potential vs 100 Km/h of

MAC

19. 5 ton axle load vs 21 ton of MAC

Engine & main electrics common with

GT46MAC

Bo1 configuration on HTSC bogie vs Co Two powered axles with TMs similar to

GT46MAC

Computer Controlled Brake system with

blended air & dynamic braking System compatible with EP Brakes of LHB coaches

GT 46 PAC More features:

- Provision of starting Engine from Driver’s Cab

(With the provision of a motor to drive Lay shaft for boosting Rack during starting)

- Provision for application of Flange Lubricator

- DC Fuel Pump Motor converted to AC

- T/Motor gear ratio changed to 77:17 against 90:17 for MAC

GT 46 PAC WEIGHT REDUCED BY:-

- Reducing 1 No T/M from each bogie.

- Bogie weight reduced by reducing end transoms

- Sand box capacity reduced (1cft/box vs 1.5 cft/ box)

- TM Blower with reduced No of vanes

EMD LOCO PROJECTS/ DEVELOPMENTS POWER UPGRADATION 4000 to 4500 BHP

GTO to IGBT

WDP4 LOCO 4TMs to 6 TMs (ALL AXLES)

- QUICK ACCLERATION, MAX SPEED 130 KMPH

CHANGE IN PROPULSION CONTROL:-

- FROM BOGIE CONTROL TO INDIVIDUAL MOTOR

CONTROL (MEDHA)

- TRCTION COMPUTER & IGBT FOR EVERY INDIVIDUAL

TRACTION MOTOR (medha)

- IN EMD TRACTION EM 2000 CONTROLS FIRING OF IGBTs

THROUGH 2 Nos MPUs FOR PROPULSION CONTROL

(BOGIE CONTROL CONTINUES)

HOTEL LOADING: PROVISION OF ADDITIONAL TC FOR

HOTEL LOADING

LOCOMOTIVE LAYOUT

ENGINE DETAILS Engine Working

Engine View

V T Diagram

Rear Gear Train

Accessory Drive Gear

Engine Data

ENGINE FEATURE COMPARISONGM/ EMD

4150 HP(AAR)

2 STROKE

16 CYL

45 DEG V

9-1/16” BORE

11” STROKE

710 INCH CUBE VOL

16 COMP RATIO

162PSI (11.2 BAR) BMEP

1750 PSI PFP

269 (200) RPM IDLE

900 RPM 8TH

ALCO 3100/3300/3600 HP(AAR) 4 STROKE 16 CYL 45 DEG V 9” 10.5” 668 11.75 (14.7/15.7/17.2 BAR)BMEP 1850 PFP 350 RPM IDLE 1050 RPM 8TH

ALCO GM/ EMD

LUB RATIO 0.8-1.0 <0.5

BSFC (8TH)

(1ST)

151-156

250

151

190

IDLE CONS 22KG/HR 11KG/HR

CONSUMPTION

MERIT ANALYSIS

CRANKCASE (GM/ EMD) VS ENGINE BLOCK (ALCO)

NO CAM BORE(TOP MOUNTED CAMSHAFT)

OIL MANIFOLD PART OF BLOCK

IN LINE BORES(ARTICULATED RODS)

NO FIP BASE PLATES(MUI)

MAIN BEARING

CAPS

OIL MANIFOLD

AIR BOX COVER

TOP DECK

PISTON COOLING

MANIFOLD

CRANKCASE TURBO END

MERIT ANALYSIS CONCEPT OF POWER ASSEMBLY (consisting of

con.rod, piston, liner and cylinder head in assembled form as single unit)

- Unit replacement facility

- Easy to replace

Power assembly

MERIT ANALYSIS CONTD

Cast Iron Liner with Laser hardened bore

Fully floating cast iron piston

Holding of piston is done through piston carrier- Enhanced life with better performance due to reduced wear

and tear.

- maintain uniform running clearance throughout the operating range

- reduces lube oil consumption

CYLINDER LINER (LASER HARDENED)

Water jacketAir inlet port

Water inlet

Liner stud

Piston Assy View on Eng Cut Sec

PISTON CARRIER & THRUSTPISTON ASSY (sec view)

Piston Assy View on Eng Cut Sec

PISTON

MERIT ANALYSIS CONTD

Interlocking Con. Rod. design consisting of blade rod and fork rod

- Same set of bearing is used for both the rods

- No Offsetting of left and right bank cylinders

Load on bearing reduced due to increased area.Hence, improved bearing life.

Reduced length of crankcase and crankshaft.

CON ROD ARRANGEMENT

CON ROD(Fork Type)

MERIT ANALYSIS CONTD

Overhead camshaft operates the valves directlythrough Rocker assembly.

- No push rod is required

- Two valve bridges with automatic lash adjuster(hydraulic) operate 4 nos. of exhaust valves. Noclearance is required to be maintained betweenvalve stem and valve bridge, thermal expansion isaccommodated automatically by hydraulic lashadjuster

VALVE LEVER MECHANISM

VALVE BRIDGE

MERIT ANALYSIS CONTD

Unit Injector (combined Pump and Nozzle assembly)

- H.P. line not required

- Injection pressure can be increased upto 20000 to30000 psi, helps in better atomisation, mixing andcombustion

- Fuel cut off is controlled both at start and at the endby designing the helix and spill port.

More accurate timing

Improves SFC.

UNIT INJECTOR

Injector Fuel Control

Plunger position at various Load

MERIT ANALYSIS CONTD

Turbo Supercharger- It gets drive from engine mechanically through gear train

till 5th notch- Switches over to exhaust gas drive from 6th notch onwards by

disengaging mechanical drive with the help of a turbo overrunning clutch.

- The present turbo clutch is situated outside the turbo and isof bigger size

- Turbo screen provided, prevents foreign material to reach theturbine carried by exhaust gas

- Soak back lubrication system for pre and post lubricateturbo bearings before starting and after stopping of theengine

AIR INLET DUCT

TURBO

TURBO (MOUNTED ON ENGINE)

EMD TURBOSUPERCHARGER

EXH MANIFOLD &TURBO SCREEN

DIA INCREASED TO ACCOMMODATE SCREEN EXHAUST SCREEN

MERIT ANALYSIS CONTD

Crank case vacuum is maintained through Ejector Tube extended to turbo chimney (Vacuum created by ventury effect)

Crank case exhauster motor is not required

Simple, trouble free and economic

CRANK CASE VACUUM (EJECTOR TUBE)

MERIT ANALYSIS CONTD

COMBINED SAFETY DEVICES

- Low lube oil pressure shut down is done through governor

- In addition, low water shut down and shut down due to less crank casevacuum is also done through governor LOPS system, being initiated by LowWater Pressure detector and positive crankcase pressure detector.

The following conditions will cause the Low Water Pressure Detector to trip:

Loss of water level.

Pump cavitation due to air entrainment (during starting).

Water pressure is within ½ psi of air box pressure.

Excessive air box pressure due to Turbo Surging

Overfilling of water tank can also cause low water shutdown.

Positive crankcase pressure detector will trip due to positive pressure in thecrankcase.

LOW WATER:

20” WATER COLUMN

C/CASE PRESSURE:

0.8” WATER COLUMN

DETECTOR ASSY (Combined Safety Device)

Comparison with WDM2 loco and overall percentage gain

Sl No INDICES WDM2 WDG4/GM % GAIN

1 Weight of train that can be hauled on level

track (Tons)

4500 9400 109

2 Weight of train that can be hauled on

1:200 gradient

3085 5455 77

3 Balancing speed with 4500 ton trailing

load

59 85 44

4 Availability (Locos on line/ locos owned) 81% >90% 12

5. Trip schedule 7 to 10 days 90 days

6 Shop attention 6 years 16 years 167

7 Reliability (Track KMs) 1 lacs 4 lacs 300

8 Lube Oil Consumption (% of Fuel Oil

consumption)

1.5 0.5 66

9 SFC (gms/ bhp.hr.) 164.24 151 9

10 HP output 2600 4000 54

11 Starting Adhesion 27% 42% 55

12 Starting Tractive effort 30.4 T 52 T 74

Sl No SPECIFICATION WDG2 WDG4 (GM)

1. Length over buffer beams 17850mm 19964.4mm

2. Distance between Bogie Centres 11500mm 13868.4mm

3. Wheel Arrangement Co-Co Co-Co

4. Weight in Working Order 123 Ton 126 Ton

5. Max Axle Load 20.5 Ton 21 Ton

6. Max Starting Effort 37.9 Ton 55 Ton

7. Adhesion 30.8% >41%

8. Max Speed 100KMPH 100 KMPH

9. Input to Traction 2750 HP 3781 HP

10. Engine Make & Type ALCO 251C-16 Cyl EMD710G3B16Cyl

11. Engine HP 3100 (UIC) 4073 (AAR)

12. Bore/Stroke 228.6 X 266.7mm 230.1 X 279.4mm

13. Compression Ratio 11.75:1 16:1

14. RPM (Max/idle) 1050/400 900/269

15. Fuel injection equipment Fuel. Injection .Pumps & Nozzles Mechanical Unit Injectors.

16. SFC 156Gm/BHP/Hr 151 Gm/BHP/Hr

17. Cooling System

Pump Type

Pump Capacity

Fan Drive

Centrifugal

2457 Lt/Min

ECC

Centrifugal

3785 Lt/Min

AC Motor

18. Turbo Supercharger NAP / ABB EMD

19. Traction

RPM

Max. Volt

Max. Current

BHELTA10102CW

1050

1130

4400 Amp

TA-17-CA 6A

900

2200 AC/3000 DC

1600 AC/2100 DC

20. Traction Motor

Gear Ratio

BHEL 4906 AZ

74/18

Siemens 1TB2624

85/16

21. Fuel Tank

Capacity

Detachable

6000 Lt.

Detachable

6000 Lt.

22. Brakes IRAB-I,AIR NYAB/ Computerised

23. Compressor KCW 623/ELGI Gardner Denver

Broad specification of WDG4 and comparison with WDG2

ENGINE WORKING SCHEMATIC

ENGINE FULL VIEW

57

710 Engine Specifications

Engine Features 11.63 L (710 in3) per cyl.

Bore: 230.2 mm (9.06 in) Stroke: 279.4 mm (11.0 in) BMEP: 11.2 bar (163 psi) Dry weight: 17,960 kg (39,600 lbs) Ratings: 3132 kW (4150 bhp) @ 900 rpm

3356 kW (4500 bhp) @ 950 rpm

Two-stroke, uni-flow scavenging

45° Vee

High-efficiency turbocharger

ENGINE (SECTIONED VIEW)

SOAK BACK

CCB

REAR GEAR TRAIN

ENG. ACCESSORY DRIVE GEAR TRAIN

VALVE TIMING DIAGRAM

Engine Model… …………………………………………..710 G(3B)Bore 230.19 mm (9-1116 " )Stroke 279.4 mm (11" )Angle between banks 45Compression ratio 16:1

Displacement per cyl 11 635 CM 3 (710 cu. in.)

Rotation (facing rear end) Counter-clockwise

Firing order -16-cyl 1,8,9,16,3,6,11,14,4,5,12,13,2,7,10,15

Exhaust valves (per cyl.) 4

Main bearings -16-cyl 10

Governor (Woodward) PGR

Scavenging Uniflow

Type of scavenging blower Turbo-Centrifugal

Cooling system Pressurised

Water pump(s) Centrifugal

Lubricating oil system Pressurised

Oil pumps -

Main/ Piston cooling pump 2 gear type pumps in 1 housing

Scavenging oil pump Helical gear type

Fuel injection Unit injector

Engine starting - Dual electric motors

RATINGS

Full time low idle speed(s) 200RPM

Normal Idle. speed(s) 269RPM

Full speed 904 RPM

Output (Traction) H.P. 3800 HP

ENGINE DATA

CENTRALISED AIR SYSTEM

INERTIAL FILTER

Secondary filter (fibre glass element)

HTSC BOGIE