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INDIAN RAILWAYS MAINTENANCE MANUAL FOR DIESEL LOCOMOTIVES - PART 71

Document No:

Chapter –13 Technological Advancements

Version No: 1.0-d0

Date Issued: dd/mm/yyyy

Document Title: MANUAL MAINTENANCE FOR DIESEL LOCOMOTIVES

Revised 2013

Printed: 2015/03/08

Page 276 of 303

Description

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Since

stand are unwieldy and prone to failure. To begin with, these have been replaced on WDM3Ds by
fastons of the type used on GM locos.

45.

Provision of dynamic braking on WDP2 locos: WDP2s have not been provided with DBRs
because of space constraints on this full-width, loco. In view of inherent advantages of dynamic
braking, it was decided to try out roof mounted DBRs within the loco MMD with natural cooling

46.

Modified LO and FO filer housings: In view of problem of leakage of lube oil from the bottom
of LO filter housing due to development of crack of welding between the shell and the bottom
plate, the housing has redesigned with dish type bottom with change over from fillet weld to butt
weld joint. RDSO had issued Instruction Bulletin No. MP.IB.EN.07.52.09 for change of design
flat bottom to dish bottom type LO filter assembly.

47.

Modified low maintenance brake system piping:  It has been decided to implement good
features of the GM loco brake system. The improvements would include features like elimination
of mitre joints & modification to forged unions/elbows to eliminate the problems  related with
poor welds and joints, reduced threaded joints, relocation of reservoirs, improved clamping etc.
and the overall design should improve reliability as well as maintainability.

48.

Modified air duct boot (without reinforced fabric): Air duct boot is, at present, made from
rubber reinforced with fabric. There are persistent quality problems with the present design as the
dimensional control of the product is not satisfactory. Air duct Boot without using reinforced
fabric has been developed. Air duct boot without reinforced fabric has been developed as per
specification no. MP.0.2400.22 (Rev-01), 2006 issued.

49.

Thermal insulation for exhaust manifold: Thermal Insulation for Exhaust Manifold was first
used on 3100 hp, full-width, dual cab, WDP2 loco primarily with the purpose of reducing
temperatures in the engine room thus making the loco more user-friendly.

50.

Improved high-cap SS slip ring alternator- 10102 DW : This type of alternator was developed
by BHEL in association with RDSO/DLW with increased conductor cross section, less steel slip
ring, external neutral connection and strengthened gear case. These alternators are regularly being
fitted on all new builds at DLW.

51.

Improved cable conduiting, sleeving and heat shrinkable tubings : The cable conduits used on
GM locos, both flexible and rigid, employ end fittings, which totally obviate the possibility of any
oil or dirt ingress inside the conduits. The flexible conduit covering material is of an improved
elastomer.

52.

Modification to WDP2 bogies: Difficulty is faced by DLW and Railways during fitment of
guide link on WDP2 locos. The bogies have other features which render it poorer in respect of
maintainability and reliability like breakage of secondary springs. The matter was studied by
DLW/RDSO in detail and a modified design has been developed by RDSO, incorporating features
from ABB bogie.

53.

Notch separation on E type controls: The existing E type controls are not amenable to notch-
wise adjustment of power. Since large-scale deployment of microprocessor based systems is
likely to take some more time, it was decided to take a project to upgrade the E type system itself
for incorporation of notch wise adjustments.

54.

GM type headlight, cab, exterior and engine room lights: These fittings for GM loco, except
the headlight lamp, have been indigenized and it is proposed to introduce the same on ALCO
locos also.

55.

Modified LO Piping: For improving reliability and maintainability, modified lube oil piping has
been introduced on WDG2 locos. The piping had many features, which have been adopted
although some features like bellow couplings did not succeed and pressure drop problem was not
solved.

56.

Modified under frame for WDG2 locos:  Following major complaints existed on the under
frame of WDG2 locos:
1. Higher vibrations in the radiator room of WDG2s, which in turn arises as the floor is not
secured to longitudinal member. The arrangement of stiffeners required to be modified
2.Common engine & TA trough remains filled with leak off oil and the air drawn by the
alternator/FTMB carries this oil and the same required separating out by a partition
3.Oil enters into the resilient pad of TM no. 4 causing frequent problems on pad as well as TM
cables despite undertaking modifications suggested by DLW. The drain of the sump is an L pipe,
which gets choked and oil drops directly on TM no. 4. The system needed to be modified by
eliminating the L pipe with one sloped tray and a vertical discharge pipe covering all the drain
pipes of A/C sump & engine trough secured to the under frame.
4. Inadequate air outlets for alternator, requiring the outlet through the frame to be enlarged.

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Document No:

Chapter –13 Technological Advancements

Version No: 1.0-d0

Date Issued: dd/mm/yyyy

Document Title: MANUAL MAINTENANCE FOR DIESEL LOCOMOTIVES

Revised 2013

Printed: 2015/03/08

Page 277 of 303

Description

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5. Lengthening of the alternator trough required to facilitate removal of the alternator.
All these aspects have been taken care of in a new intermediate design implemented from April
02

57.

Pressurized control cubicle: Control compartments for WDP2 locos were provided with
improved layout and sealing arrangement for pressurization for improving maintainability and
reliability, including avoiding ingress of dust which causes malfunctioning of electric devices. All
WDP2 locos are fitted with this type of control compt.

58.

Higher stall current on WDG2s: WDG2 loco is designed with the starting and despatchable
adhesion numbers generally commensurate with each other. It was, however, seen in the rating &
performance trials done by RDSO that the bogie has excelled the expectations and there is a scope
to modify the electrical limit as well as increase the gear ratio. A gear/pinion set with a gear ratio
17:73 has been designed by RDSO. Stall current test at higher settings have also been done for
both alternator and motor. This should help in reducing cases of stalling and enhancing its starting
capability further.

59.

New look modified superstructure for WDG2 locos: A project to reduce the weight of the
superstructure by using less number of vertical door posts while strengthening the doors by
providing diagonal stiffeners. Although the concept was good, this design was not successful as
the users faced severe problems in examination/maintenance of component like cylinder heads,
compressor & main bearings. The design was discontinued and a fresh design taken in hand with
a view to providing superior interface to the maintainers while retaining the good features of the
concept. Special care is being taken to improve the layout and approach to equipment such that
the maintainability related problems on locos fitted with GE turbochargers are eliminated.

60.

Micro-controller based engine governor: Micro Controller based Governor is intended to
provide a reliable, economical and maintenance friendly alternative to the hydraulic governor

61.

Introduction of high-efficiency turbochargers: For increasing the schedule periodicity of Turbo
superchargers, increased boost air pressure and reduced Exhaust Gas Temperature, ABB VTC-
304, Napier, ABB TPR-61, GE Single and Double Discharge and Hispaon-Suizo were introduced
in fro 1990s onwards.

2002-03

62.

Double helix type FIPs: The existing FIPs are designed for optimum fuel performance on the full
load. Double helix type FIP has provision of two helical grooves on the plunger, instead of only
one as in the existing design, which ensures that the fuel timings can be manipulated to suit
optimum fuel performance.

63.

Remote Monitoring and Management of loco and trains (REMMLOT) : This system will
enable the on line transfer of locomotive data like Locomotive health data, Fault Data with data
packs, life time counters data, trip data counters and GPS Location information which will be
very useful for sheds for failure analysis and preventive maintenance of the locomotive. The
system will also have a Locomotive and Train management system, which will have LRMS
communication module, database Management system, Web application Server, Application
software etc. The same will enable to retrieve various reports like locomotive health status, fault
records on a loco, list of Alert messages, GPS location of loco/ train etc

2009

64.

Auxiliary Power Unit (APU) : Analysis of the locomotive data has shown that most of the run
time of the goods trains is spent IDLING for want of line clear signals on the station & yards for
prolonged periods of time. While a diesel engine is idling at 400 RPM, the diesel engine
consumes roughly 25 to 30 litres of diesel oil per hour. The diesel locomotive performs two
functions while idling at stand still; the compressor maintains Main Reservoir pressure and the
alternator charges the locomotive batteries. These two functions do not require much power;
however as the full diesel engine runs to cater this requirement, the energy consumed is very
large. To cater to the above requirement APU system has been developed as per RDSO Spec. MP-
0-2400-62-Rev-00- Sept-09. During APU mode, Locomotive engine will be shutdown & APU
engine will start working which in turn consumes very less fuel i.e. 5 litres per hours.

2009

65.

H type couplers: Traditionally the freight wagons were fitted with E-type centre buffer couplers
whereas coaching stocks were fitted with screw couplers. To meet the requirement of running
longer trains, IR adopted ‘H’ type centre buffer couplers which has advantages of higher working
load and of anti-climbing feature.

66.

3RV Kit: Excessive ring groove wear in the pistons was found a burning issue in the pistons of 5
RV. Three-ring version with modified profile of piston crown and modified skirt design to suit
three rings and no constriction liner with sleeve and fire ring was suggested as a long-term
measure to overcome excessive ring groove wear

2007

67.

Brush Less Eddy Current Clutch: The brushless technology eddy current clutches are more 2008-09

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Document No:

Chapter –13 Technological Advancements

Version No: 1.0-d0

Date Issued: dd/mm/yyyy

Document Title: MANUAL MAINTENANCE FOR DIESEL LOCOMOTIVES

Revised 2013

Printed: 2015/03/08

Page 278 of 303

Description

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Since

rugged and less maintenance prone due to the inherent advantage of lesser air gap between drum
& pole (which eliminates need of copper cooling on drum) & the static yoke (which eliminate the
need of slip ring/carbon brushes).

68.

Forced Cooled Roof Mounted DBR Hatch Assembly: The roof mounted forced cooled DBR
hatch assembly (EMD technology) is capable to withstand 650ºC temperature and high
shock/vibration levels in service in order to facilitate the self-load feature with full GHP.

2005

69.

Microprocessor Based Fire Alerter System: To prevent fire accidents on Diesel Electric
locomotives, the loco is will have a suitable Fire Alerter System for fire detection and alarm.
After fire detection, the signal will be provided by FAS through relay logic to microprocessor
system for performing the activities like shutdown of engine, brake application by actuation of
VCD magnet valve. Eight Nos. flame sensor mounted in expresser / engine room & alternator
room at suitable places. The sensor shall detect the fire by ultraviolet ray detection system.

One prototype of fire Alert systems with feature to integrate with control system for loco
shutdown and fitted on Loco No 13377 & dispatch to diesel shed SCR/Gooty on dated.25.09.07.
This fire alert system is also integrated with the loco control system to automatically shutdown
the locomotive after 15 second of detection of fire, so that lube and fuel pumping is stopped to
contain the spread of fire.

2007

70.

Common ‘S’ shaped Wheel manufactured by DSP: The S-shaped wheels have much higher
heat sustaining capability which is one of the important contributory factor for wheel failures due
to gauge widening & thermal cracks during repeatedly application of brakes at regular intervals
on gradient sections.

71.

Single Brake Block per Wheel design: Existing ALCO locomotive are having clasp type rigging
design with two brake blocks for each wheel. In this arrangement ‘L’ type composite brake block
are used. DLW build loco no. WDG3A-13221 has been turned out with single brake Block per
wheel design.

72.

HHP type master controller: Driving comfort is improved due to provision of EMD type
compact control console. These control consoles have got a comfortable leg space, easy driving
access for master controller, A-9, SA-9, indication switches, etc.

13.1.1.1

Pertaining to HHP Family Locos

Description

Use

Since

Use of IGBT: The HHP Locos prior to 2005 were equipped with GTO technology based AC-
AC traction convertors and these were having certain disadvantages like bulky size, excessive
cooling, slower switching time etc. In-order to overcome these disadvantageous, new IGBT
based AC-AC traction convertors were adopted in HHP locos

2005

Six-motor WDP4s (WDP4Bs): For obtaining improved top notch tractive effort and closer
dispersion of tractive effort at higher notches, WDP4 locos are being fitted with Six TM's.

2007

Twin cab WDP4s: To overcome the visibility constrains being faced by Loco Pilots, twin cab
version of WDP4B locos, was jointly developed by DLW and RDSO. This loco is designated
as WDP-4D

2010

Hotel load WDP4s: Use of smaller size of IGBT has paved way for incorporation of Hotel
Load module in same dimensions of traction control converter for supply of electricity to
coaches for lighting purposes from the locomotive itself. Three such locos have been built by
DLW till date.

Distributed Power System (DPS) For 4500 HP WDG4/WDP4s Locos: In certain Ghat
section, 5 WDG-4 locomotives are being utilized at the ends of the trains and operation is crew
skill dependent, considered not to be a very safe mode of operation. A remote control system
for Locos through wireless link is developed for controlling Locos placed in long haul trains
from the leading Loco, this system is called “Distributed power control system”. Distributed
power control would permit better control and operation of locomotives.

Twin cab WDG4s: To overcome the visibility constrains being faced by Loco Pilots, twin cab
version of WDG4 locos, was jointly developed by DLW and RDSO. This loco is designated as
WDG-4D

2012

REMMLOT: This system will enable the on line transfer of locomotive data like Locomotive
health data, Fault Data with data packs, life time counters data, trip data counters and GPS
Location information which will be very useful for sheds for failure analysis and preventive

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Ch-13

Draft

Document No:

Chapter –13 Technological Advancements

Version No: 1.0-d0

Date Issued: dd/mm/yyyy

Document Title: MANUAL MAINTENANCE FOR DIESEL LOCOMOTIVES

Revised 2013

Printed: 2015/03/08

Page 279 of 303

Description

Use

Since

maintenance of the locomotive. The system will also have a Locomotive and Train
management system, which will have LRMS communication module, database Management
system, Web application Server, Application software etc. The same will enable to retrieve
various reports like locomotive health status, fault records on a loco, list of Alert messages,
GPS location of loco/ train etc

Radial DBR: Radial design DBR Hatch assembly has been used in WDG5 locomotive, which
is compact and modular in design, requiring lesser space. The grid resistors are suitable for
dissipating 3100 KW power during dynamic braking.

AC cab: Diesel locomotives are operating in extreme weather condition in Indian Railways
which include extreme hot & humid conditions. These causes extremely uncomfortable
situation for loco crew as there are no cooling arrangement provided on diesel electric
locomotives. Hence, the air conditioning of driver’s cab is being done

10.

Cab Heaters: Diesel locomotives are operating in extreme weather condition in Indian
Railways which include extreme cold conditions. These causes extremely uncomfortable
situation for loco crew as there are no heating arrangement provided on diesel electric
locomotives. There has been continuous demand from loco pilots for a very long time for cab
heater in diesel electrics locomotive as in Electric locomotives. It can easily be retrofitted in
existing locomotives in field. This would be very useful for retro fitment purpose.

13.1.2 Engine Development Directorate

1.2.1

Introduction: Engine Development Directorate was set up in RDSO in April 1987.The main objectives were-

(i)

Improvement in the rail diesel traction technology for-

(a)  Better fuel efficiency
(b)  Higher Reliability
(c)  Increased availability.

(ii) Development of technology for increasing power output of existing diesel engines.
(iii) To provide R&D backup to Railways and Production Units to maintain quality and facilitate indigenisation.

Over the years the following objectives have also been additionally assigned:

(i)

Development of emission compliant engine technologies

(ii) Development of green alternate fuels and appropriate /contemporary technologies for rail traction

The Directorate has following major capabilities:

(i)

Engine Testing – 400 to 6000 kW

(ii)  Computerized engine test beds
(iii)  Mass emission measurement system
(iv)  Diesel engine improvements
(v)  Simulation of diesel engine processes
(vi)  Software for solid modelling and Finite Element Analysis of engine components

.1.2.2

Major achievements: of the Directorate in the past have been –

(i)

Reduction in Specific fuel Consumption of ALCO 16-cylinder Engine from 166 to 152 gm/bhp-hr. At full
load, 20% reduction in Lube Oil Consumption and reduction in Exhaust Gas Temperature by 100

(ii) Reduction in Specific Fuel Consumption of ALCO 12-cylinder Engine from 168 to 155 gm/bhp-hr. At full

load, 20% reduction in lube oil consumption and reduction in Exhaust Gas Temperature by 80

(iii) Reduction in Specific Fuel Consumption of ALCO 6-cylinder Engine from 182 to 168 gm/bhp-hr. At full

load, 20% reduction in Lube Oil Consumption and reduction in Exhaust Gas Temperature by 90 0C

(iv) Power uprating of 16 Cyl. Engine

       Stage I -  2600 to 3100 hp
       Stage II   -  3100 to 3300 hp
       Stage III   -  3300 to 3600 hp

(v)  Power uprating of 12 cylinder engine from 1950 hp to 2300 hp
(vi)  Development of Swadeshi Steel Cap Pistons
(vii)  Indigenisation of Turbochargers
(viii) Power uprating of 16-Cylinder GM-EMD G3B Diesel Engine from 4000 horsepower to 4500 horsepower
(ix)  Development of Emission Test car for measurement of emissions from IR Locos
(x)  Development of EFI system for ALCO 16-cylinder 3100 hp diesel electric loco

.1.2.3

Details regarding some of the important projects on hand are as below-

Scaling up of Electronic Fuel Injection System: EFI is an important technology which helps in reduction in fuel

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