EMD Loco Shubhranshu BNC2009
April 3, 2017 | Author: Vivek Tyagi | Category: N/A
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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
Setting-up of DLW
- 1964
First Diesel Locomotive with DC-DC traction arrangement
- 1994
Introduction of AC-DC technology
- 1999
Introduction of EMD Locos AC-AC technology with GTO based TCC‟s
- 2006
Introduction of AC-AC technology with IGBT based TCC‟s
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 Loco‟s 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. Cab’t 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
7-10 days
90 days
• Starting Adhesion
27%
42%
• Starting Tract Effort 30.4 t
54 t
COMPARE WITH WDM2 WDM2
GM LOCO
• Balancing Speed (kmph) (4700t-level)
59
85
• Lube Oil Consumption (% of Fuel)
1.5
0.5
• SFC (gm/BHP Hr)
166
151
• Dynamic Breaking 48% applicable at all speeds
COMPARE WITH OTHER LOCOS STARTING LOAD ON 1/150 GRADIENT CLASS
LOAD
WDM 2 WDG 2 WAG 5 WAG 7 WAG9
BOXN 33 47 38 46 52
WDG4
58
TONNES 2700 3850 3110 3767 4258
4750
COMPARISON OF WDG3A , WDG4 & WAG9 Description
WDG3A
WDG4
WAG9
Length (Mtrs.)
19.13
21.24
20.6
Weight in Tons
123
126
123
Brake System
Pneumatic
Micro processor
Pneumatic/ micro processor
HP
3100
4000
6000
Starting Tractive effort
398
570
520
Continuous TE
313
400
325
Wheel Slip relay control
Computerised
Relay control/ Computerised
4400
5190
4700
Slip control Starting capability in 1/200 gradient
COMPARISON IN THE FIELD PARAMETERS
KSRA-IGP Ghat in CRly * QLM-CLR Ghat in S.W.Rly
Distance
15.95 km
26 km
Gradient
1 in 37
1 in 37
Curves
Maximum of 5°
Maximum of 7.8°
Load
59 BOXN loaded to CC+4t+2t 35 Kmph
59 BOXN loaded to CC+8t+2t 40 Kmph
3xWAG7 leading + 3xWAG7 banking 30,000 HP
2xWDG4 leading + 3xWDG4 banking 20,000 HP
Operational Speed Locos Used Total HP
*CRS/Central Circle Letter no. C-11(140)96-225 dated: 21-5-07
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: EMD‟s 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
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