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
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