gm locomotive an overview - indian · pdf filewdg4 58 4750. benefits of ... fan driven by ecc...
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GM LOCOMOTIVE
AN OVERVIEW
MODERN TRENDS IN DIESEL
TECHNOLOGY
• Environment Friendly – Emission Control
• Low Fuel and Lube Oil Consumption
• Low Maintenance Input
• High Availability and Reliability
• High Tractive Effort
• Operational Flexibility
• AC/AC Traction
WORLD SCENERIO OF DIESEL
LOCO TECHNOLOGY Pre 1960 1960-1985 1985-1995 1995 onwards
RHP/T 10 15 20 30
Aux drive Mech
drive
Mech
drive
Motor
drive
Motor
drive
T/Gen DC AC AC AC
T/Motor DC DC DC AC
Wheel slip Detect Detect &
Correct
Micro
processor
control
Controlled
creep
Adhesion 22% 27% 33% 42%
FREIGHT LOCO: WDG4
COMPARISON WITH OTHER
LOCOS
WDM2 GM LOCO
Availability 81% >90%
Trip
schedule 10-15 days 90 days
Starting
Tract Effort 30.4 t 53 t
COMPARISON WITH OTHER
LOCOS
WDM2 GM LOCO
Balancing Speed(kmph) 59 85 (4700 t-level)
Lube Oil Consumption 1.5 0.5 (% of Fuel)
SFC (gm/Bhp Hr) 156 153
BENEFITS OF TECHNOLOGY
• High adhesion
• Improved safety
• Ease of maintenance
• Operational flexibility
• Economy
• Cleaner environment
BENEFITS OF GM
TECHNOLOGY
HIGH ADHESION
Starting Load on 1:150 Gradient
BOXN Tonnes
WDM 2 33 2700
WDG 2 47 3850
WAG 5 38 3110
WAG 9 52 4258
WDG4 58 4750
BENEFITS OF GM
TECHNOLOGY HIGH ADHESION
Radar based creep control system perfected by GM through years of research. Pioneers in this technology. So far unsurpassed.
Enables very high exploitation of adhesion resulting in tractive efforts much beyond that obtained on higher horse power electric or diesel locomotives
BENEFITS OF GM
TECHNOLOGY
High Adhesion – Mechanism
• 4000 hp WDG4 hauls more than 6000 hp locos
• Normally, due to slip between rail and wheels full power of a loco is not converted into traction
• WDG4 technology keeps friction very close to limiting (peak) friction and prevents uncontrolled slip. It keeps comparing the wheel speed with land speed with the help of a radar
• This permits full exploitation of adhesion to be applied in traction
WDG4 Adhesion Control The Concept
F
V
Close watch on control of slip made possible due to a land
speed sensing radar, which keeps the slip in the blue zone.
Normal locos
operate in this
region and
never reach
the peak
friction in a
controlled way
Max exploitation of creep
By achieving a controlled
slip WDG4 maximizes
traction.
BENEFITS OF GM
TECHNOLOGY IMPROVED SAFETY
• Blending of dynamic and air brakes, not available on any other electric or diesel locomotive in India
• Higher safety due to better dynamic brakes; nearly 50 % higher braking power as compared to conventional locomotives effective right down to standstill
• Inbuilt vigilance control device ensures that driver is alert
BENEFITS OF GM
TECHNOLOGY
BLENDED BRAKES Optimises mix of dynamic and air brakes
to minimise wear on wheel and brake blocks
This braking effort is available
From Dynamic Braking
Speed
At higher speeds dynamic braking
does not provide enough braking
power. Balance made up by
air brake intelligently
BENEFITS OF GM TECHNOLOGY IMPROVED SAFETY
Dynamic Braking 58 BOXNs from 65 km/h speed
0
20
40
60
80
00.5 1
1.5 2
2.5 3
3.5
Braking distance (km)
Sp
d(k
m/h
)
WDM2
WDG4
BENEFITS OF GM
TECHNOLOGY
EASE OF MAINTENANCE
• Modular design of sub-systems
• State of the art on board diagnostics for monitoring
of loco health and performance
• AC motors for traction as well as auxiliaries
• Self load test feature
• Major Maintenance Schedules
– Top overhaul after 3 years
– Bogie overhaul after 6 years
– Complete overhaul (POH) after 18 years
BENEFITS OF GM
TECHNOLOGY
OPERATIONAL FLEXIBILITY
• Compatibility with heavy haul loads hauled by
highest power electric loco.
• Fewer Shed visits: once in 92 days
• Loco can travel long distances from shed
• Starting at gradients no problem
Operational Flexibility-II
• One loco can do the job of two conventional
• Locotrol compatibile
• Fit for high speed 100kmph freight trains
• Remote diagnostics allows constant monitoring
TRACTIVE EFFORT
Loco Type HP Weight Adhesio
n TE
WDM3
A AC/DC 3100 112.8 27% 31 T
WDM3
D AC/DC 3300 117 31% 36 T
WDG3 AC/DC 3300 123 33% 41 T
WDG4 AC/AC 4000 126 42% 53 T
WAG5 AC/DC 4000 119 27% 33 T
WAG7 AC/DC 6000 123 33% 41 T
WAG9 AC/AC 6000 123 38% 47 T
GOODS LOCOS
Type Gros
s HP
Start
Tractive
Effort (KN)
Specific
Fuel
Consumpt
ion
Balancing
speed 59
BOXN
Wagons
WDM2 2600 298 163 58 Kmph
WDG3A 3100 398 156 65 Kmph
WDG4 4000 540 154 75 Kmph
WDG4 4500 540 154 82 Kmph
BENEFITS OF GM
TECHNOLOGY
ECONOMY
10% higher Availability means fewer locomotives
Lesser maintenance means one third staff
Lesser Maintenance means smaller
shed infrastructure
Higher HP and tractive effort means longer and faster trains, hence higher throughput, quicker turnaround
Fuel consumption reduced by 20%
FUEL SAVING
100
120
140
160
180
200
220
1 2 3 4 5 6 7 8
NOTCH
SF
C GM
ALCO
BENEFITS OF GM
TECHNOLOGY
CLEANER ENVIRONMENT
Has better exhaust emissions
WDG4 meets American Standards in
emission control. Means minimal pollution.
Upgradable to Tier II
More fuel efficient design hence lower consumption of fossil fuels
EXHAUST EMISSIONS
Nox HC CO
GM0
5
10
15
GM
Alco
PASSENGER LOCO: WDP4
WDP4 to WDP4D
• 19.5 T axle load and 160 kmph
• Ao1Ao1 configuration-4 motor
• Changed to six motor 120kmph WDP4B
• Changed to dual cab 135kmph WDP4D
NEW CONCEPTS AND
TECHNOLOGIES • HIGH TRACTION BOGIE
• RADIAL BOGIE
• THREE PHASE AC:AC TRACTION
• NEW MANUFACTURING PROCESSES
High Tractive Effort High speed Bogie
BENEFITS OF MICRO PROCESSOR
AC:AC TRANSMISSION SYSTEM
• BETTER SLIP CONTROL & HIGHER
ADHESION- ASYNCHRONOUS MOTORS HAVE
STEEP SPEED TORQUE CHARACTERISTIC.
• ASYNCHRONOUS MOTORS CAN ALWAYS BE
OPERATED AT THE OPTIMAL POINT OF
THEIR CHARACTERISTIC CURVE
• A/SYN MOTORS HAVE HIGHER POWER TO
WEIGHT RATIO
• ALL MOTORS ARE CONNECTED IN PARALLEL
• ELECTRONIC CONTROL SYSTEM PROVIDES
CONTROLLED CREEP
TURBO CLEAN ROOM
DECK MILLING
LASER HARDENING
• Laser hardened liners instead of chrome
plated
• DLW has set up laser hardening facility
LAYOUT
EQUIPMENT RACK
ENGINE
TURBO
ALTERNATOR
NOMEMCLATURE
710 G 3 B
NEW GEN FUEL ECONOMY ENG
RAILROAD ENG TURBOCHARGED
EVOLUTION
567: A-D
645: E-F
710: G
CUBIC INCH VOL PER
CYL
ELECTRIC MACHINES
EMD locomotives Alco locomotives
Squirrel cage Traction Motor
WDG4: 1TB 2622 OTA 02
WDP4: 1TB 2622 OTB 02
DC Series Traction Motor
WDG3A : 4907 AZ
WDM3D: 5002
Traction Alternator (TA17 CA9)
Consists: TA+ CA+ Rectifier
Traction Alternator 10102EV
(Rectifier, AG and Excited
separately mounted on
Alternator)
DB hatch Horizontal Type or EMD type
Radiator Cooling Fan (AC 3 phase
machine)
Fan Driven by ECC
Auxiliary Generator (AC 3 Phase
Generator with pilot exciter)
Auxiliary Generator (DC Shunt
type, Series winding provided
for starting)
Starter Motor Auxiliary Generator + Exciter
Location of Electrical Machines
DB Fans Alternator
Traction Motor
Radiator Cooling Fans
Dust bin blower
Starting Motor
Aux Gen
TL soak back pump motor
DB Vs Speed Characteristic (ALCO)
DB Vs Speed Characteristic (EMD)
Generator
DIESEL
ENGINE
TRACTION MOTOR FLEXIBLE
COUPLING
DC-DC TRACTION DRIVE
Alternator
DIESEL
ENGINE
TRACTION MOTOR FLEXIBLE
COUPLING
AC-DC TRACTION DRIVE
3 PHASE
CONTROLLED
OUTPUT
Rectifier
Alternator
+
Rectifier
DIESEL
ENGINE
TCC
TRACTION MOTOR DC LINK CAPACITOR FLEXIBLE
COUPLING
AC-AC TRACTION DRIVE
3 PHASE
CONTROLLED
OUTPUT
Evolution of loco brakes - I
• 28LAV-1/ IRAB-1
– Discrete valves scattered all over loco
– Control through pneumatic valves
• Rack Mounted Brake system
– Brake valves fitted on rack
– Control through pneumatic valves
• Panel Mounted Brake system
– Brake valves fitted on rack, PCB concept for piping
– Control through pneumatic valves
Evolution of loco brakes - II
• Electronic (D&M E-70)
– Electrical signal from driver’s desk to panel
– Pneumatic logic control
– Used on WAG9 locomotives
• CCB
– Microprocessor-based control
– Panel mounted modular design with minimum valves
– Introduced by Knorr Bremse in 1989
– Used on WDG4 and WDP4 locomotives
Equipment Rack
CENTRALIZED AIR SYSTEM • A source of clean air is
required for the locomotive to operate effectively
• The heart of the clean air system is a section of the Carbody.
• The rear of the electrical cabinet makes up the front wall of the air compartment.
• The back wall is made up of the main generator and a partition fitted around the main generator
• One opening is provided for air to the engine and another opening is provided for auxiliary generator and main generator blower drive
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