GM-EMD LOCOMOTIVES

Shubhranshu Chief Motive Power Engineer/Diesel South Western Railway

SCHEME OF PRESENTATION
Brief History Specifications and features How it Works Performance in the Field Recent Developments

EMD LOCOMOTIVES
A BRIEF HISTORY

DIESEL TRACTION A Journey

- 1961 - 1964 - 1994 - 1999 - 2006 Setting-up of DLW First Diesel Locomotive with DC-DC traction arrangement Introduction of AC-DC technology Introduction of EMD Locos AC-AC technology with GTO based TCCs Introduction of AC-AC technology with IGBT based TCCs

EMD MILESTONES IN INDIA

127 YDM3 Locomotives in 1961 at Sabarmati

EMD MILESTONES IN INDIA

72 WDM4 Locomotives in 1961 at MGS

EMD MILESTONES IN INDIA

Contract for 21 EMD Locos GT46MAC signed in 1995 The First WDG4 with EMD Colour Scheme

EMD MILESTONES IN INDIA

The First WDP4- 2002

EMD MILESTONES IN INDIA

DLW sets-up a State of the Art Technology Centre in 1996

EMD MILESTONES IN INDIA

First WDG4 made indigenously in DLW in 2000

EMD MILESTONES IN INDIA

First WDP4 made indigenously in DLW - 2003

EMD MILESTONES IN INDIA

First 4500hp IGBT WDG4 made in DLW in 2006. Also known as GT46ACe

TRANSFER OF TECHNOLOGY
GM-EMD selected after a world-wide search through Global Tender Contracts signed in October 1995
For supply of 13 Assembled and 8 PKD kits for
assembly at DLW Transfer of Technology for design, manufacture and maintenance of GT46MAC locos and Family of 710 series of Diesel Engines

DIESEL LOCOMOTIVE WORKS

TRANSFER OF TECHNOLOGYSCOPE
DURATION: 10 YEARS FROM JAN `96 FOR GT 46 MAC LOCOMOTIVES AND FAMILY OF 710 ENGINES ( 3000 HP, 4000 HP AND 5000 HP) FOR ALL ITEMS MADE IN-HOUSE BY GM TRAINING OF INDIAN RAILWAYS PERSONNEL IN
SYSTEM INTEGRATION DESIGN MANUFACTURE OF LOCOMOTIVES MAINTENANCE OF LOCOMOTIVES

MUTUAL EFFORTS FOR SUPPL DEVELOPMENT

MODALITIES FOR TOT ABSORPTION

Training of IR personnel in GM-EMD factories in USA and Canada Training by GM-EMD experts in India DLW and Hubli Supply of Documents Drawings/Specs GT46 MAC manufacturing video tapes Teleconferences

GT46 - A VARIANT OF SD70

GT46MAC
Single Cab Full Width Cab Turbocharged 16 Cylinder

AC

DC-DC TRACTION
The prime mover, i.e., Diesel engine drives an electric generator directly coupled to it and produces direct current output. The traction motors are of direct current type and are supplied the DC output of the electric generator. Thus the generation as well as utilisation ends deploy DC machines in this system.

DC-DC TRACTION - DISADVANTAGES

Not amenable to high degree of control of traction characteristics. Maintenance intensive electrical machines

Lower reliability
Commutator-carbon brush system Heavier Equipment

AC-DC TRACTION
In this system, the generator was replaced with an alternator. The maintenance requirements at the generation end were brought down considerably.

This facilitated the development of higher capacity locomotives without much increase in size. However, the utilisation end still posed a constrained wherein DC motors were still in use.

AC-AC TRACTION
AC machines introduced both at the generation end and the utilisation end. Made possible with advances in power electronics, which led to development of high capacity switches with very precise control. Deploys variable voltage, variable frequency system to meet all the traction needs. Initial locos were equipped with GTO based traction control converters for converting the DC into controlled AC supplies.

EMD LOCOMOTIVES
SPECIFICATIONS AND FEATURES

BASICS
710 G3B type 16 cylinder, 2-stroke diesel engine Main Computer- EM2000 Computer controlled traction system Computer controlled Brake system High adhesion Fuel efficient Low maintenance

Continued.
High adhesion levels controlled creep >> high tractive effort Excellent dynamic brake High availability and reliability Operator friendliness Ergonomic control stand Fool-proof, non-fatiguing computer control alerter system Sealed twin beam headlight Easy interaction and guidance for trouble shooting (through EM2000) Ease of verification of safety devices

Unit exchange type Power assembly

BENEFITS OF GM LOCO
Lower Maintenance means smaller shed infrastructure Fewer locos mean fewer running staff Higher HP and tractive effort mean longer and faster trains Longer trips mean greater operational flexibility

MAIN FEATURES
AC-AC Traction

High Tractive Effort due to state of the art Creep Control

4000hp 54t Tractive Effort Highly effective Dynamic Braking System available up to near stand still. High Fuel Efficiency, Low Lube Oil Consumption Longer trips 90 days

MAIN FEATURES
The locomotive is designed to achieve:
Maximum stall starting torque of 54 Tonnes. Maximum dynamic braking effort of 27 Tonnes.

The despatchable adhesion of 43%.

Very low engine idle RPM 200. Higher fuel and lube efficiencies Low Maintenance requirement

MAIN FEATURES (contd..)

On-board fault diagnosis system and fault recording system. Computer controlled brake system with facility for self testing and self diagnostic features.

On-board self test feature for working of important loco systems like relays and contactors, fans, blowers etc. Self test feature for Available Traction Power from the locomotive through Self Load Test.

MAIN FEATURES (contd..)

Sturdy, Bolsterless bogie design with Huck fastening arrangement leaving the undertruck virtually maintenance free. Use of hydraulic dampers ensures good ride index and availability of yaw dampers ensures smooth running at high speeds. Amenable for upgradation to haul longer trains in undulating terrains with installation of IDP or LOCOTROL Systems.

WDG4/WDP4 locomotives are equipped with 4000HP, 2 stroke Turbocharged diesel engines. Locomotive consists of four microprocessors. 1. One loco control computer EM2000 2. Two Traction computers ASG 3. One Air brake computer CCB

GT46MAC - LAYOUT

1) Head light 2) Inertial Filter Air Inlet 3) Starting Fuse and Battery Knife Switch 4) Handrails 5) Cooling System Air Inlet 6) Radiator and Fan Access 7) Coupler E Type 8) Sanding Box (8)

9) Jacking Pads (4) 10) Wheels (6) 11) Fuel Tank 12) Compressed Air System Main Reservoirs 13) Battery Box 14) Trucks (3 axle 3 motor HTSC type) Qty. 2 15) Underframe 16) Dynamic Brake Grids 17) Dynamic Brake Fans (2)

GT46MAC - LAYOUT

1. #1 Electrical Control Cabinet 2. Fuel Pump 3. Engine Starting Motors (Qty. 2) 4. Traction Control Cabinet 5. Traction Motor Cooling Blower 6. Main Gen. Assembly Blower 7. Engine Exhaust Stack 8. Engine Exhaust Manifold 9. Diesel Engine 10. Governor 11. Engine room Vent 12. Engine Water Tank 13. Lube Oil Cooler

14. Primary Fuel Filter 15. Air Compressor 16. Radiators 17. AC Radiator Cool. Fans (Qty. 2) 18. Draft Gear 19. Compressor Filter 20. Lube Oil Filter Tank 21. Lube Oil Strainer 22. Lube Oil Sump 23. Main Generator Assembly 24. No.1 Elect. Cntrl. Cabt Air Filt. 25. Traction Motors (Qty. 6)

EMD LOCOMOTIVES
HOW IT WORKS

THE ENGINE 710G3B

ENGINE ROOM

THE ENGINE
16 Cylinder two stroke 45 degrees V Engine. Compression ration 1:16. Swept volume 710 cubic inches. Engine control through Woodward Governor. Equipped with mechanical unit injectors.

Unit replacement facility for power assemblies. No valve seat inserts

SALIENT FEATURES
710 G3B ENGINE

16 cylinders

710 cu in displacement Turbo Model G

Railroad Application

THE ENGINE
Engine Model(s): 710G3B Number of Cylinders: 16 Engine Type: Two-Stroke, Turbocharged Cylinder Arrangement: 45 V Compression Ratio: 16:1 Displacement per Cylinder: 710 Cu inches (11 635 cc) Cylinder Bore: 230.19 mm (9-1/16) Cylinder Stroke: 279.4 mm (11) Rotation (Facing Flywheel End): Counterclockwise Max. Speed: 904 RPM Normal Idle Speed: 269 RPM Low Idle Speed: 200 RPM

710 G3B ENGINE

DIRECTLY DRIVES
TRACTION ALTERNATOR COMPANION ALTERNATOR AUXILIARY GENERATOR AIR COMPRESSOR TRACTION MOTOR BLOWER

ENGINE SCHEMATIC

PISTON AND CON-ROD

Cast Steel Pistons Simple Design Splash Lubrication

CYLINDER LINER

Cast Iron Laser Hardened Water Jacketed Side Ports for 2-stroke Design

GEAR TRAIN

THE CRANKSHAFT

THE CRANKSHAFT

TRACTION ALTERNATOR
Out put voltage ranges from 600 to 2600 Volts. Consists of two independent stator windings and a rotating field common to both the windings. AC output rectified to DC by rectifier banks and permanently connected in series. The output of traction alternator is used only for traction power.

COMPANION ALTERNATOR
Built in the same housing of the traction alternator but electrically independent. Rated at 250 KVA - produces maximum of 230 volts at 900 engine rpm. Output is used to drive Radiator fans, exciting Traction alternator field and other AC blower motors.

Engine power is generated based on the following signals :

Barometric measure. Engine protection power limit (Dirty engine air filters). Turbo over speed power limit (surges) Engine overload protection limit through load regulator of Woodward Governor. Engine temperature power limit based on temperature signal from Engine temperature probes.

TRACTION CONTROL CABINET

ONE INVERTOR PER BOGIE CONVERTS DC INTO VARIABLE VOLTAGE VARIABLE FREQUENCY 3-PH POWER FOR TRACTION MOTORS CONVERTS AC FROM DYNAMIC BRAKING INTO DC SIBAS 16 TRACTION CONTROL COMPUTER

TRACTION CONTROL COMPUTER

TCC COMPUTER
This computer controls the actions of traction control converter. It interacts with the main locomotive control computer, i.e., EM 2000 through RS 485 serial link.

The control of traction power is established through this computer in coordination with EM 2000. It also monitors various other parameters like temperature of various components, voltages, current, status of relays etc., The computer performs all these functions through a set of 28 electronic modules. Each electronic module performs different functions & monitor different parameters.

 Two GTO based traction control converters for inverting the DC output of main generator into controlled AC supply for traction motors.
Six AC traction motors in GT46MAC and 4 AC traction motors in GT46PAC locos at the utilisation end.

GATE UNITS & PHASE MODULES

The units actually involved in the process of inverting DC into AC

THE AC-AC SYSTEM OF EMD LOCOS

DC LINK CAPACITORS

Ensures constant DC voltage supply to Inverters

TRACTION MOTOR
Four pole, 3-phase AC squirrel cage induction motor. Eliminates complexities of commutator, brushes and brush holders of DC motors. AC motors eliminates the requirement of conventional transition systems.

Rugged and virtually maintenance free. Overhauling periodicity at 6 years.

Externally cooled nose suspended. Sensors for speed and temperature measurements. Oil lubricated bearing at the drive end. Grease lubricated sealed bearing at non drive end.

AC Traction Motor vs DC Traction Motor

Size is considerably smaller Much simpler Coupled with suitable control system gives superior traction

THE LOCO CONTROLLER

EM2000 Computer

EM 2000 COMPUTER- FEATURES

Uses a 32 bit microprocessor. Information can be downloaded to a lap top computer. Flexible and expandable to accommodate future system enhancements. Complete self diagnostics. Archived unit history data.

Provides self test feature.

EM 2000
The main locomotive control computer. Interacts with the two Traction Controller Computers and the CCB computer. Important functions
Traction alternator excitation control. Monitoring position of various control devices Displays various data which includes fault related information, running totals, locomotive details etc.

Data interchange through DIO and ADA Cards. Interacts with other computers through COM cards.

EM 2000 BLOCK DIAGRAM

EM2000 - Features
EM2000 helps conduct Self load test without an external load box wherever and whenever required.

Contactors and relay test for self diagnostics

Blower motor test. Excitation test of main generator field and its controls. Air brake self test.

EM2000 Safety Features

Alerter vigilance control system. Opposite direction brake. Automatic sanding of wheels for correcting wheel slips. Automatic emergency braking to prevent overspeeding. Tractive effort limiting feature while passing over weak bridges and tunnels. Locked wheel/slipped pinion detection.

EM 2000 INTERACTION

CONTROL CONSOLE

DIAGNOSTIC DISPLAY PANEL

It is the display unit of EM 2000 wherein the required parameters & fault messages are displayed. It also accepts inputs through the keys provided on the display. It is used by maintenance & operational people for interacting with EM 2000.

DDS

ENGINE CONTROL PANEL

LOCOMOTIVE TRUCK ASSEMBLY

HTSC BOGIE

High Tensile Steel Cast Bogie

LOCOMOTIVE TRUCK ASSEMBLY

Bolster-less design Supports the weight of the loco and transfers traction to rails Loco weight is transferred directly to bogie frame through secondary rubber springs. Three AC Traction Motors Although the frame itself is rigid, the design allows the end axles to move or "yaw" within the frame. This movement will allow the wheels to position themselves tangent to the rails on curves for reduced wheel and rail wear.

LOCOMOTIVE TRUCK ASSEMBLY

Uniform traction motor orientation and stiff secondary suspension improves weight transfer within the bogie for optimal adhesion. Primary suspension with coil springs for good ride quality. Secondary rubber springs (pads) also permit yaw on curves Provision of yaw dampers & vertical shock absorbers for better ride quality and stability at higher road speeds. Reduced no. of wear rubbing surfaces for extended maintenance intervals.

AIR BRAKE SYSTEM

KNORR-NYAB CCB
COMPUTER BASED ELECTROPNEUMATIC INTERFACE WITH EM 2000 SUPPORTED IN INDIA BY KBI

CCB

CCB COMPUTER
It is an electro pneumatic micro processor based system. The CCB computer is also known as computer relay unit. Other units of CCB are known as voltage conditioning unit (VCU) and pneumatic control unit (PCU). The control of braking system is established through CCB computer directly with inputs by the Loco Pilot through the brake controller. CCB communicates with EM 2000 through RS 485 serial link for displaying the data & recognising demands put by EM 2000 on CCB system based on the inputs by the driver.

BATTERY CHARGING SYSTEM

The locomotive is equipped with an AC Auxiliary Generator rated at 18 KW at 55V AC. The 3-phase 55V AC output is rectified through a full wave rectifier assembly to obtain 74V DC output for charging of batteries. The output regulation of Auxiliary Generator is established through a digital voltage regulator module which controls the current flow to the field winding of Auxiliary Generator.

STARTING SYSTEM
The locomotive is equipped with two dedicated starting motors which come into action only at the time of cranking the engine. The starting motors get their power supply from the batteries of the locomotive through starting contactors. Charging of the batteries is accomplished through an Auxiliary Generator directly coupled to the diesel engine.

 STARTING MOTORS
Two series wound DC motors operating at 64V. Starting current 800 Amps. Running current 77120 Amps.

EMD LOCO - SPECIAL FEATURES

AC-AC Traction

High Tractive Effort due to state of the art Radarbased Creep Control
4000hp 54t Tractive Effort Highly effective Dynamic Braking System available up to near stand still. High Fuel Efficiency, Low Lube Oil Consumption Longer trips 90 days

RADAR ASSEMBLY
Radar Transceiver Looks at the ground and detects mismatch between the linear speed and the rotational speed of wheel Ensures limited creep of wheel on rails

RADAR ASSEMBLY
Looks down at the ground and compares the linear speed of the loco with the Rotary speed of the wheels

Controlled creep of wheels on rail maximizes adhesion and makes it possible to utilise maximum torque of traction motor for traction

ENHANCED DYNAMIC BRAKES

Dynamic Braking Effort of 27 t Available up to near stand-still

Makes operations on steep gradients safer & economical

(WHEEL) CREEP CONTROL

The locomotive radar interacts with the loco computer.

Two sub functions

Wheel Creep Control - operates at all times in motoring and dynamic braking. Improves tractive effort under adverse rail conditions (wet or oily rails) by adjusting wheel speed to maximize motor torque.

Enables the wheel to rotate at a rate slightly faster than ground speed.

(WHEEL) CREEP CONTROL

Second Function
Wheel Slip Control - operates if a wheel creep control failure occurs (radar failure, for example) or if rail conditions are too poor for successful wheel creep control.

The locomotive computer selects the appropriate wheel control to suit the operating conditions. It also applies sand if severe rail conditions exist. Operation of the wheel control function may cause the control console WHEEL SLIP indicator to flash or light steadily.

PERFORMANCE

Greater requirements of traffic Heavier and longer trains Less time for maintenance - more utilization Increase in Horse Power by several modifications

EMD LOCOS IN THE FIELD

COMPARE WITH WDM2

WDM2 GM LOCO

Availability

81%

>90%

Trip Schedule
Starting Adhesion

7-10 days
27%

90 days
42%

Starting Tract Effort 30.4 t

54 t

COMPARE WITH WDM2

WDM2 GM LOCO

Balancing Speed (kmph) (4700t-level)

59 1.5 166

85 0.5 151

Lube Oil Consumption (% of Fuel)

SFC (gm/BHP Hr)

Dynamic Breaking 48% applicable at all speeds

COMPARE WITH OTHER LOCOS

STARTING LOAD ON 1/150 GRADIENT
CLASS WDM 2 WDG 2 WAG 5 WAG 7 WAG9 BOXN 33 47 38 46 52 LOAD TONNES 2700 3850 3110 3767 4258

WDG4

58

4750

COMPARISON OF WDG3A , WDG4 & WAG9

Description Length (Mtrs.) Weight in Tons Brake System HP Starting Tractive effort Continuous TE Slip control Starting capability in 1/200 gradient WDG3A 19.13 123 Pneumatic 3100 398 313 Wheel Slip relay control 4400 WDG4 21.24 126 Micro processor 4000 570 400 Computerised 5190 WAG9 20.6 123 Pneumatic/ micro processor 6000 520 325 Relay control/ Computerised 4700

COMPARISON IN THE FIELD

PARAMETERS
Distance

KSRA-IGP Ghat in CRly * QLM-CLR Ghat in S.W.Rly

15.95 km 26 km

Gradient
Curves Load Operational Speed Locos Used Total HP

1 in 37
Maximum of 5 59 BOXN loaded to CC+4t+2t 35 Kmph

1 in 37
Maximum of 7.8 59 BOXN loaded to CC+8t+2t 40 Kmph

3xWAG7 leading + 3xWAG7 banking 30,000 HP

*CRS/Central Circle Letter no. C-11(140)96-225 dated: 21-5-07

2xWDG4 leading + 3xWDG4 banking 20,000 HP

THE BRAGANZA GHAT (CLR-KLM)

HASSAN-MANGALORE LINE

SKLR-SBHR GHAT SECTION

GHAT OPERATIONS UP THE GRADIENT

Earlier traction arrangement with ALCO (WDG-3) 3L + 44W + 3L + 14W + 2L

Current Traction arrangement with EMD (WDG-4) 2L + 59W + 3L

GHAT OPERATIONS DOWN THE GRADIENT

Earlier traction arrangement with ALCO (WDG-3) 3L + 58W

Current traction arrangement with EMD (WDG-4) 5L + 59W

MOST DIFFICULT

MOST DEMANDING

AND THE MOST BEAUTIFUL

EMISSION STANDARDS
The 710 engine is NOx-reduction friendly
NOx reduction is less than comparable four-stroke engines Exhaust gas recirculation reduces NOx with minimal fuel consumption increase

Particulate matter is reduced through reducing oil consumption and improving combustion

Bottom Line: EMDs 710 engine has met every new set of emissions standards
UIC II (2003), EPA Tier 2 (2005) The 710 engine was the first locomotive engine to have EU Stage IIIA type approval

RECENT DEVELOPMENTS in EMD LOCOMOTIVES

GTO TO IGBT UPGRADE

Switchover to IGBT from GTO Thyristors IGBT overcomes following shortcomings of GTO Bulk Need for Excessive Cooling, Chlorinated coolants Slower Switching, need for absolute surge protection Prone to Failures, very expensive Insulate Gate Bipolar Transistor (IGBT) Provides high frequency switching More rugged/reliable Compact Purer sinewave

UPGRADE to 4500hp
Achieved without any additional costs

First 4500 Loco WDG4 (12114) made with EMD IGBT modules in May 2007
Provides sustained high tractive effort for considerably longer than 4000hp locos. New Indigenous efforts have yielded encouraging resuts. First indigenously developed 4500hp IGBT based loco with traction convertors from M/S Medha, Hyderbad Commissioned in Dec 2008. WDG4 -12169 ENABLES SINGLE-HEADING IN BORDERLINE CASES OF HEAVY LOAD, PREVENTS STALLING

ADVANTAGES OF 4500 HP WDG4

LATEST UPGRADE MAKES IT POSSIBLE TO ACHIEVE 4500hp
WITHOUT ANY ADDITIONAL COSTS
PROVIDES HIGHER TRACTIVE EFFORT EVEN AFTER STARTING, UP TO 15 kmph AN INNOVATION IN TRACTION CONTROL 4500 hp enableS WDG4 operations with 2+2 configuration without stalling in SKLR-SBHR Section. Earlier need was 6+6 ALCO

INDIGENOUS TCC/LCC
Special Enabling Features of Medha
LCC MS696 REPLACES EM2000 INDIVIDUAL AXLE CONTROL ONE PER MOTOR DISTRIBUTED POWER CONTROL (LOCOTROL) HOTEL LOAD OPTICAL FIBER COMM BETTER REIABILITY HEAT TUBE COOLING INSTEAD OF EVOPARTIVE INTEGRATED EVENT RECORDER IDENTICAL TO THE EMD DESIGN IN DRIVER INTERFACE

ALCO IS NOT FAR BEHIND

UPGRADES ON ALCO
UPGRADED POWER FROM 2600hp to 3300hp

MICROPROCESSOR CONTROL OF EXCITATION AND LOCO SYTEMS

MICROPROCESSOR BASED ENGINE GOVERNOR

LCD GAGE PANEL

ENABLED FOR DISTRIBUTED POWER/LOCOTROL REMOTE MONITORING GPRS BASED

END OF TRAIN TELEMETRY

POWER SETTER FOR MU OPERATIONS ECONOMY INTELLIGENT LOW IDLE FUEL ECONOMY

ALCO LOCOS ARE NOW INTELLIGENT MACHINES

Medha Siemens General Electric

MEDHA MEP 660 Microprocessor based diesel loco control system:

Loco No 13037

TFT LCD panel on control desk for communication with the loco pilots

Maintenance

MAINTENANCE AND TRAINING

Diesel Shed at Hubli 162 (153 G4, 9 P4) Diesel Shed at KJM 36 P4 (Also homes ALCO) Diesel Loco Service Centres Hospet, Sakleshpur Elsewhere on IR Siliguri, Sabarmati Also being planned at

DIESEL SHED - UBL

DIESEL SHEDS UBL, KJM

Trip Schedules: 30/90 Days Six Monthly Schedules Annual Schedules
Primarily Filter Change, Consumables, Bogies, Compressor, Wheel Turning, Carbon Brushes

Six Yearly The first major schedule

Change of Power Assemblies, turbo, Crankshaft Main Bearings etc.

TRAINING
A well equipped training school

LOCO SIMULATOR

SIMULATOR TRAINING ROOM

TRAINING MODELS

TRAINING MODELS

PLANS OVER IR

AND FINALLY

UNITED COLOURS OF EMD

UNITED COLOURS OF EMD

UNITED COLOURS OF EMD

UNITED COLOURS OF EMD

UNITED COLOURS OF EMD

THANK YOU