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PROJECT REPORT Of

Vocational Training

DIESEL-ELECTRIC LOCOMOTIVES:

TRACTION ASSEMBLY AND LOCOMOTIVE TESTING

DIESEL LOCOMOTIVE WORKS

VARANASI

(Uttar Pradesh)

Submitted By: Guided By:

Prashant Singh Mr. N.N. Pathak (LTS)

Mr. Nizam (TAS)

IIIrd Semester (B.Tech.)

Electrical and Electronics Engineering

National Institute of Technology

Tiruchirappalli-620015, India

December2009

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ACKNOWLEDGEMENT

I take this opportunity to express my heartfelt gratitude to the entire DLW team

who helped me understand the basics of locomotives. I acknowledge with thanks

the help extended by my project guides, Mr. N.N. Pathak (LTS) and Mr. Nizam

(TAS). I am also very grateful to the many individuals, esp. Mr. U.C. Tiwari

(Electrical Division) who offered me ideas, contacts and support along the way.

Prashant Singh

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CONTENTS 1) ABOUT DLW (DIESEL LOCOMOTIVE WORKS) 4

a) ORGANISATION b) MILESTONES

2) LOCOMOTIVES PRODUCED BY DLW 5-7

a) BROAD GAUGE MAIN LINE FREIGHT LOCOMOTIVE: WDG 3A b) BROAD GAUGE MAIN LINE MIXED SERVICE LOCOMOTIVE: WDM 3D c) WDG4 - 4000 HP GOODS LOCOMOTIVE d) WDP4 – 4000 HP PASSENGER LOCOMOTIVE

3) TAS: TRACTION ASSEMBLY SHOP 8-11

a) CP (CONTROL PANEL) b) ALTERNATOR c) TRACTION MOTORS d) 16 CYLINDER DIESEL ENGINE e) MASTER CONTROL f) CAB g) AUXILIARY GENERATOR & EXCITER h) GOVERNOR i) CRANK CASE EXHAUSTER j) MECHANICAL ASSEMBLY

4) LTS: LOCOMOTIVE TESTING SHOP 12-13

a) TESTS b) AN OUTLINE OF LOCO TESTING

5) INNOVATIONS IN GLOBAL LOCOMOTIVES 14

a) WHY DIESEL-ELECTRIC LOCOS? b) RECENT TRENDS

6) REFERENCES 15

a) SITES b) ENCYCLOPAEDIAS

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ABOUT DLW (DIESEL LOCOMOTIVE WORKS)

ORGANISATION

A flagship production unit of Indian Railways offering complete range of

products in its area of operation with annual turnover of over 2124 Crore. State of the art Design and Manufacturing facility to manufacture 200

locomotives per annum with wide range of related products viz. DG Sets, Loco components and sub-assemblies.

Supply of spares required to maintain Diesel Locomotives and DG sets. Unbeatable trail-blazing track record in providing cost-effective, eco-friendly and

reliable solutions to ever increasing transportation needs for over four decades. Fully geared to meet specific transportation needs by putting Price - Value -

Technology equation perfectly right. A large base of delighted customers among many countries viz. Myanmar, Sri

Lanka, Malaysia, Vietnam, Bangladesh, Tanzania, Angola, to name a few, bearing testimony to product leadership in its category.

Staff Status in DLW (As on 1st Oct'2009) Total Staff in DLW 5974,Production Staff 2362

MILESTONES

Transfer of Technology Agreement DLW entered in an agreement with General Motors of USA (now EMD) for technology of transfer to manufacture high horse-power 4000HP AC-AC GT46MAC and GT46PAC locomotives in India making India the only country outside North-America to have this leading edge technology. Returns from Transfer of Technology First PKD WDG-4 locomotive turned out in August 1999. First DLW built 4000 HP *WDG-4 Freight loco turned out in March 2000. First DLW built 4000 HP WDP-4 loco turned out in April 2002.

Locomotive design projects WDG4 locomotive with IGBT base TCC (Siemens & EMD) turned out. Indigenous AC-AC control for WDG4 (with distributed power controls) Indigenous AC-AC control for WDP4 (with hotel load capability) WDP4 locomotive with IGBT base TCC & Hotel load capability.

*Note: Nomenclature (Naming) of DLW Locomotives: D → Diesel Type W→ Wide (width of gauge) G→ Goods P→ Passenger M→ Multipurpose x→ Any numbers in the name represent the horsepower (hp=x×1000) A→ 100 hp B→ 200 hp C→ 300 hp ; and so on... Hence WDG-3A stands for Wide Diesel Goods- 3100 hp engine & WDP-4 represents Wide Diesel Passenger- 4000hp

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LOCOMOTIVES PRODUCED BY DLW

BROAD GAUGE MAIN LINE FREIGHT LOCOMOTIVE: WDG 3A

TECHNICAL INFORMATION

Diesel Electric main line, heavy duty goods service locomotive, with 16 cylinder ALCO engine and AC/DC traction with micro processor controls

Wheel Arrangement Co-Co

Track Gauge 1676 mm

Weight 123 t

Length over Buffers 19132 mm

Wheel Diameter 1092 mm

Gear Ratio 18 : 74

Min radius of Curvature

117 m

Maximum Speed 105 Kmph

Diesel Engine Type : 251 B,16 Cyl.- V

HP 3100

Brake IRAB-1

Loco Air, Dynamic

Train Air

Fuel Tank Capacity 6000 litres

BROAD GAUGE MAIN LINE MIXED SERVICE LOCOMOTIVE: WDM 3D

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TECHNICAL INFORMATION

Diesel Electric Locomotive with micro processor control suitable for main line mixed Service train operation.

Wheel Arrangement

Co-Co

Track Gauge 1676 mm

Weight 117 t

Max. Axle Load 19.5 t

Length over Buffer 18650 mm

Wheel Diameter 1092 mm

Gear Ratio 18 : 65

Maximum Speed 120 Kmph

Diesel Engine Type : 251 B-16 Cyl. ‘V’ type (uprated)

HP 3300 HP (standard UIC condition)

Transmission Electric AC / DC

Brake IRAB-1 system

Loco Air, Dynamic, Hand

Train Air

Fuel Tank Capacity

5000 litres

WDG4 - 4000 HP GOODS LOCOMOTIVE Broad Gauge freight traffic Co-Co diesel electric locomotive with 16 Cylinder 4000 HP engine, AC-AC transmission, microprocessor controlled propulsion and braking with high traction high speed cast steel trucks.

Diesel Engine

16 Cylinder 710 G3B, 2 stroke, turbocharged – after cooled

Fuel Efficient Engine

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Injection System – Direct Unit Injector

Governor – Woodward

Compression Ratio- 16:1

Lube Oil Sump Capacity – 950 Lts

Transmission

Electrical AC-AC

6 Traction motor ( 3 in parallel per bogie)

Suspension – Axle hung / taper roller bearing

Gear Ratio – 90:17

WDP4 – 4000 HP PASSENGER LOCOMOTIVE

State-of-Art, Microprocessor controlled AC-AC, Passenger Locomotive Powered with 16-710G3B 4000HP Turbo charged Two stroke Engine. Fabricated rigid design Under frame, two stage suspension, High Traction High Speed 3 axle (HTSC) light weight cast truck frame attribute to high adhesion performance.

Diesel Engine

16 Cylinder 710 G3B, 2 stroke, turbocharged – after cooled

Fuel Efficient Engine

Injection System – Direct Unit Injector

Governor – Woodward

Compression Ratio- 16:1

Lube Oil Sump Capacity – 1073 Lts

Transmission

Electrical AC-AC

4 Traction motor ( 3 in parallel per bogie)

Suspension – Axle hung / taper roller bearing

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TAS: TRACTION ASSEMBLY SHOP TAS is the unit in which all the locomotive parts are assembled, that include:

1. CP (Control Panel) 2. Alternator 3. Traction Motors 4. 16 cylinder Diesel Engine 5. Master Control 6. Cab 7. Auxiliary Generator & Exciter 8. Governor 9. Crank Case Exhauster 10. Mechanical Assembly

1. Control Panel The CP or the Control Panel (wrt WG3A loco) consists of:

Control Switch Display Unit LED Panel Microprocessor based Control Unit Reverser BKT Valves Hooter CK1/CK2/CK3

The top portion of CP has sensors and relays connected to the microprocessor unit. The display unit of microprocessor shows working condition of items in engine (electrical equipments apart from engine). The LED Panel displays the overload, auxiliary generator failure, hot engine, rectilinear fuse blown, etc. The battery ammeter shows the charging state of the batteries. REV: Field wiring goes to reverser (REV) and hence it is used to control the polarity of the field which in turn controls the direction of train. BKT: It is a switch which in one direction is used to motor the loco while in other it is used for dynamic braking. Microprocessor based Control Unit: On-board microprocessors control engine speed, fuel injection, and excitation of the alternator. These computers also interconnect with improved systems to detect slipping or sliding of the driving wheels, producing faster correction and improved adhesion. An additional function of the microprocessor is to monitor performance of all locomotive systems, thereby increasing their reliability and making the correction of problems easier. Hooter: It is a vigilance control device (VCD) to keep the driver alert. If the driver isn’t doing anything with the controls for over a minute, the hooter ‘hoots’ and brings the engine speed to the normal speed (low) without asking the driver. It can only be reset after 2 minutes and hence the driver will be held responsible for delay in reaching the next station.

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Dynamic braking It is the use of the electric traction motors of a railroad vehicle as generators when slowing the vehicle. It is termed rheostatic if the generated electrical power is dissipated as heat in brake grid resistors, and regenerative if the power is returned to the supply line. Dynamic braking lowers the wear of friction-based braking components, and additionally regeneration can also lower energy consumption. During braking, the motor fields are connected across either the main traction generator (diesel-electric loco) or the supply (electric locomotive) and the motor armatures are connected across either the brake grids or supply line. The rolling locomotive wheels turn the motor armatures, and if the motor fields are now excited, the motors will act as generators. For a given direction of travel, current flow through the motor armatures during braking will be opposite to that during motoring. Therefore, the motor exerts torque in a direction that is opposite from the rolling direction. Braking effort is proportional to the product of the magnetic strength of the field windings, times that of the armature windings. In DLW Locomotives the braking method used is rheostatic, i.e. the traction motors behave as generators (separately excited) and their electrical power is dissipated in brake grid resistors. This method is used for minimising speed of the loco. The loco actually comes to a halt due to factors like air resistance, friction with the rail, etc. 2. Alternator An alternator converts kinetic energy (energy of motion) into electrical energy. All recently manufactured automobiles rely on alternators to charge the battery in the ignition system and supply power to other electrical equipment. Alternators are sometimes called AC generators because they generate alternating current (AC). Electric current can be generated in two ways: The magnet may rotate inside the coil, or the coil may rotate in a magnetic field created by a magnet. The component that remains stationary is called the stator, and the component that moves is called the rotor. In alternators, the coil is the stator and the magnet is the rotor. A source of mechanical power, i.e. the diesel engine turns the rotor.

In WDM-3D and WDM-3A locos, the diesel engine’s mechanical output is used to run the shaft of the Alternator. The alternating output of the Alternator is then rectified to DC via solid-state rectifiers and is fed to traction motors (DC) that run the loco wheels. Thus they operate on AC-DC Traction mechanism. WDG4 and WDP4 locos have AC-AC traction with microprocessor control, i.e. AC Traction motors are used thus eliminating the motor commutator and brushes The result is a more efficient and reliable drive that requires relatively little maintenance and is better able to cope with overload conditions.

Why not feed direct DC to the traction motors via DC generators?

In a DC generator, the rotor is the coil. Alternators normally rotate the magnet, which is lighter than the coil. Since alternators are built to spin the lighter component instead of

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the heavier one, they generally weigh only one-third as much as generators of the same capacity. DC generators, in particular, require more maintenance because of wear on the parts that brush against one another in the commutator switch and the stress of rotating the heaviest component instead of the lightest. Also, when generators are run at higher speeds, electricity tends to arc, or jump the gap separating metal parts. The arcing damages parts and could make generators hazardous to touch. Alternators can run at high speeds without arcing problems.

3. Traction Motor

It’s an electric motor providing the primary rotational torque of the engine, usually for conversion into linear motion (traction).

Traction motors are used in electrically powered rail vehicles such as electric multiple units and electric locomotives, other electric vehicles such as electric milk floats, elevators and conveyors as well as vehicles with electrical transmission systems such as diesel-electric and electric hybrid vehicles. Traditionally, these are DC series-wound motors, usually running on approximately 600 volts.

4. 16 Cylinder Diesel Engine It is an internal-combustion engine in which heat caused by air compression ignites the fuel. At the instant fuel is injected into a diesel engine’s combustion chambers, the air inside is hot enough to ignite the fuel on contact. Diesel engines, therefore, do not need spark plugs, which are required to ignite the air-fuel mixture in gasoline engines. The Diesel engine has 16 cylinders. Pistons inside the cylinders are connected by rods to a crankshaft. As the pistons move up and down in their cylinders, they cause the crankshaft to rotate. The crankshaft’s rotational force is carried by a transmission to a drive shaft, which turns axles, causing mechanical output. Eight 8V and four 2V Batteries are used in series to run a more powerful starter motor, which turns the crankshaft to initiate ignition in a diesel engine for the first time. 5. Master Control It’s the unit that has the handles to regulate the speed of the loco as well as the direction of motion. It has numbering from 0-9 and each increment causes rise in speed in forward direction. It can also be used to reverse the direction of motion by pushing the handle in the opposite sense. It is present on the control desk of the cab. 6. Cab It’s the driver’s cabin with 2 control desks, the Control Panel (CP) and chairs for the driver. The Cab is at one end of the locomotive with limited visibility if the locomotive is not operated cab forward. Each control desk has the Independent SA9 brake for braking of the engine alone and Auto Brake A9 for the braking of the entire loco. It also has the following components:

LED Panel Buttons of various engine LED lights (front and side) Automatic sand throw button (to prevent sliding of wheels on inclined tracks)

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Master Control Gauges to monitor booster air pressure and fuel & lube oil pressures. Speedometer Service Brakes (Independent and Auto brakes described above) Emergency Brake (Type of Air brake to halt the train in the distance nearly equal

to the length of the train, to be used only during an emergency)

7. Auxiliary Generator and Exciter The Alternator has these two components. The exciter and the auxiliary generator consist of two armatures on a single shaft. The auxiliary generator supplies a constant voltage of around 72V for supplying power to charge the battery for the control equipment and to power the locomotive lights. The Exciter supplies excitation for the main generator. Starting of Engine The supply from the batteries is given to the exciter. The exciter has armature and field windings. Hence it starts rotating as it receives the supply voltage. The Exciter is coupled with the rotor of the alternator which in turn is connected with the propeller shaft. When the propeller rotates at a particular rpm, the engine gets started. It’s just like starting a bike. The ‘kick’ must be powerful enough to start its engine. Later the engine runs on diesel oil (fuel). As soon as the engine starts, the auxiliary generator also coupled with the alternator starts charging the batteries. Its potential is maintained at ~72V.

8. Governor

It is the device that has the following functions:

1. To control engine speed 2. Deliver fuel (Diesel oil) according to load 3. To mediate electrical demand and diesel engine output

9. Crank case exhauster It is the device used to evacuate the diesel engine chamber. 10. Mechanical Assembly All mechanical parts on the engine apart from the above mentioned units may be grouped in this category. It essentially consists of:

Base frame Wheels Air Brakes Batteries Sand Box Vacuum brakes Fuel tank (Loco fuel oil tank capacity is 3000L) etc

Air Braking System of Locomotives: On a train, the brake shoes are pressed directly against the wheel rim. A compressor generates air pressure that is stored in air tanks.

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Air hoses connect the brakes on all the train cars into one system. Applying air pressure into the system releases the brakes, and releasing air pressure from the system applies the brakes.

LTS: LOCOMOTIVE TESTING SHOP It is the shop where the final testing of the engine is performed before the engine is dispatched for use by the Indian railways. The important electrical inspections and tests performed are:

FIR Impulse Insulation Registering (IR) High Potential Test Battery Connection Digital I/O checking (for microprocessor control unit) Fuel pressure adjustment Engine Cranking Auxiliary Generator Check AC Voltage Check Temperature switch check Load cable connection and load test Loco Normalisation test (In which load cable is disconnected) Traction Motor boot application DM Boot application Track test and dynamic brake checking Running operation Brake safety devices Static air pressure (SAP) test for motor cooling Rotary machine inspection Locomotive Brake Systems

a) Charging b) Pressure gauges c) Compressor governor d) Main Reservoir Leakage e) Reservoir Check Valve f) Brake Pipe Leakage g) Air Compressor Check h) Auto brake valve i) Brake Pipe Maintaining Feature j) Independent Brake k) Cut off Valve l) Lead or Trail Selector m) Dynamic Interlock n) Brake Cylinder Leakage o) Brake-in-two p) Main Reservoir Safety Valve q) Vigilance Control r) Remote Control Locomotives

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AN OUTLINE OF LOCO TESTING Electric locomotives must be tested at normal line voltage. A general outline of loco testing is as mentioned below. However, it’s a mere picture of what’s actually done. The actual no. of tests is very large and it was out of the scope of the training.

1. Engine is brought to the shop LTS 2. It’s inspected properly for any visible locomotive errors. 3. Fuel Oil tank is tested for leakage. 4. This is done by filling it with water. 5. Indon solution (0.68 kg in 1000L of water) is filled in expansion tank 6. Lube oil filling 7. Air compressor/expresser setting is tested 8. Crank shaft delection and lube oil circulation tests are performed. 9. Initial working and temperature checking is done:

Lube oil pressure: 4-5 kg/cm² Fuel oil pressure: 3.5-4.5 kg/cm²

10. Load Test:

All load connections are made Crank case vacuum is checked U tube water manometer is used to measure the pressure of fuel oil. At full load,

a) Lube oil pressure: 6.5-7.5 kg/cm² b) Fuel oil pressure: 2.8 kg/cm² c) Turbo Discharge pressure should be the same both in driver cab gauge

and mercury manometer in testing centre. d) Booster Air pressure: 1.6-1.6-1.79 kg/cm² for 46"-52" DWM2 loco

1.7-9.0-1.79 kg/cm² for 52"-59" DWDG2 loco e) Temperature of engine cooling water is 80°C

11. Air Brake tests: The Independent and auto brakes as well as the emergency

brakes are tested. Also the brake pipe and brake cylinders are tested for leakages. At the same time compressors are tested either by orifice test or by the time taken to charge the main reservoir from 0 kPa to 550.

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INNOVATIONS IN GLOBAL LOCOMOTIVES Why diesel-electric locos? Diesel is a non renewable source of energy and can’t be replenished once finished. So why not go for electric locomotives, which pick up electrical power from an overhead wire or a third rail laid beside the track? When I asked this question from my project guide, he simply answered that the cost of electric transmission lines is huge and also the first cost of an electric locomotive is far greater than a diesel locomotive. Hence even at those places where transmission lines have been laid, diesel-electric locos are still used! Recent trends Recent innovations in technology have been driven by a desire to find safer, faster, and more reliable means of getting from place to place. For passenger transportation, speed and convenience are primary goals. For freight transportation, speed, reliability, and efficiency, or carrying more cargo for less money and arriving on time, have been the motivating factors. The diesel-electric locomotives cannot go on indefinitely and there is need to look for smarter methods in locomotive transport sector. Most modern transportation systems rely on petroleum for energy, but this source of energy is finite and creates serious environmental effects when used in the internal-combustion engine. Research into alternative fuel sources, such as electrical storage, natural gas, methanol, ethanol, fuel cells, and solar energy, will continue in order to ensure a reliable supply of energy for the transportation systems of the world. Several new forms of propulsion are also being investigated. Several technologies that are shaping society in a variety of ways will likely characterize the future of locomotive transportation. Intelligent transportation systems apply the latest advances in computers and electronics to better control vehicle operations. Computerized road maps used with the Global Positioning System (GPS) help drivers to navigate. Research is also being conducted into improving the materials used for constructing the locomotives. Composite material, which is a hybrid consisting of many different component materials, can provide lightweight, extremely strong, and highly durable material for loco construction. With the lighter weight, locos can become more fuel efficient. Explained on the following page is the working of a magnetically levitated locomotive that very surely is the technology of the future!

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REFERENCES

SITES

http://www.howstuffworks.com/diesel.htm

http://en.wikipedia.org/

http://www.google.com (Google search engine)

http://diesellocoworks.com

ENCYCLOPAEDIAS

Microsoft ® Encarta ® 2007

Britannica Student Version Encyclopaedia ® 2003