DIESEL ELECTRIC LOCOMOTIVE

AASHISH SINGHAL ROLL NO. 3510605

Diesel-electric locomotives were introduced in the United States in 1924, and have become the most widely used type of locomotive. The modern diesel-electric locomotive is a self-contained, electrically propelled unit. Like the electric locomotive, it has electric drive, in the form of traction motors driving the axles and controlled with electronic controls. It also has many of the same auxiliary systems for cooling, lighting, heating, and braking. It differs principally in that it has its own generating station instead of being connected to a remote generating station through overhead wires or a third rail. These motors drive the driving wheels by means of switchgears. The ratio of the gearing regulates the hauling power and maximum speed of the locomotive. A modern diesel-electric locomotive produces about 35% of the power of an electric locomotive of similar weight.

Locos , except for the older steam ones, have classification codes that identify them. This code is of the form: (Gauge) (Power) (Load) (Series) (Subtype) (Suffix) Gauge : W=Broad Gauge Y=Meter Gauge Z=Narrow Gauge (26) N= Narrow Gauge (2) Power : D=Diesel C=DC Traction A=AC Traction CA=Dual power AC/DC traction B= Battery electric Load : M=Mixed Traffic P=Passenger G= Goods S= Shunting L= Light Duty Light Passenger) (no longer in use) U=Multiple unit (EMU/DEMU) R= Railcar

LocoType-> Year Introduced

YDM4

WDS6/AD

WDM2C

WDP 1

WDG2/3A

WDP2

WDG4

WDP 4 /4B

WDM3D

68-69

74-75

94-95

95-96

95-96

98- 99

99-2000

02-03

03-04

Engine Drives may V-12,V-16 or V-20. Traction motors may be AC or DC. Motor Blower blows air over traction motors to cool them.

WORKING OF A DIESEL ELECTRIC LOCOMOTIVE:

In a diesel-electric locomotive, the diesel engine drives an electrical generator or alternator. (The traction alternator is the most important component of the main generator assembly.) The traction alternator converts diesel engine mechanical power into alternating current electrical power. Internal rectifier banks in the main generator assembly convert traction alternator output alternating current to direct current. Rectified DC power produced by the traction alternator is distributed through the DC link to DC/AC inverters in the Traction Control (TC) cabinet. Based on inputs from the locomotive computer (EM2000), traction inverters supply 3-phase AC power to six traction motors. The EM2000 responds to input signals from operating controls and feedback signals from the power equipment. The term traction control converter (TCC) refers to an electrical device that can convert AC to DC and invert DC into AC (traction power). The terms converter and inverter are used interchangeably in this manual. Each traction motor is geared directly, with a single pinion, to a pair of driving wheels. The maximum speed of the locomotive is set by locomotive gear ratio (ratio of traction motor revolutions to wheel revolutions) and wheel size.

TRACTION: It refers to the maximum frictional force that can be produced between surfaces without slipping.

Three types of mechanism are possible in traction: 1. DC TRACTION: Used earlier in low power locomotives 2.AC-DC TRACTION: In ALCO locomotives In WDM-3D and WDM-3A locos, the diesel engines 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 AC-AC TRACTION: In EMD locomotives . 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.

4 Stroke, 16 Cylinder Engine

Co-Co Type (6 axle- 12 wheel) Bogie DC Series Traction Motor Total 6 Motor in a locomotive(3s-2p & 6p) Woodward Governor (EMD) Micro Processor Controlled Dynamic Braking System Alerter System Tractive Effort Limiting Feature Event Recorder Remote monitoring Altitude Sensor Vigilance Control Device DPC

Basic functions of Governor:

Cranks the engine when operator demands.

Increase / Decrease engine RPM as per the notch selection.

Maintain the engine RPM from no load to full load.

Provide load control signal to reduce over load on the engine to maintain constant engine RPM.
Shuts down the engine on demand by operator or any safety device is operated.

Woodward UG-25+ Electronic-Hydraulic Governor

Voltages, Currents, Pressures, Temp.

Control Desk 1 Control Desk 2 Switches & Breakers

D I G I T A L I N P U T S

Analog inputs

Microcontroller

F R E Q U E N C Y I N P U T S

Tr. Motor RPMs Engine RPM

DIGITAL OUTPUTS
Power Contactors, Relays

BLOCK DIAGRAM OF DIESEL ELECTRIC LOCOMOTIVE (WITHOUT MICRO PROCESSOR)

Governor

Diesel Engine

Traction Alternator

Rectifier Panel

Power Contactor s

Traction Motors

Aux.Gen .

Exciter

Excitation Control
AG Control

Propulsion Control

Engine Control

Control Desk

BLOCK DIAGRAM OF DIESEL ELECTRIC LOCOMOTIVE (WITH MICRO PROCESSOR)

Governor

Diesel Engine

Traction Alternator

Rectifier Panel

Power Contactor s

Traction Motors

Aux.Gen .

Exciter

MICRO PROCESSOR CONTROL SYSTEM AG Engine

Control Control

Excitation Control

Propulsion Control

Control Desk

In dynamic braking, the locomotive's wheels are used to drive the traction motors, which acting like generators, slow the locomotive's speed without causing wear of the wheels. When brakes are applied, a pneumatic switch stops the engine, stops the fuel pump, and turns on indicating lights. In Dynamic braking or regenerative braking kinetic energy is converted to electrical energy and dissipated in resistance grids. By taking advantage of the traction motors ability to act as a generator, the diesel electric locomotive offers a form of braking power which, without the use of air, can be used as a speed controlling brake on grades or a slowing brake on level track. Use of dynamic brake lessens wear of brake shoe and wheel on both locomotive and train. Dynamic braking takes advantage of the fact that the traction motor armatures are always rotating when the locomotive is in motion and that a motor can be made to act as a generator by separately exciting the field winding.

DYNAMIC BREAKING MECHANISM

When dynamic braking is utilized, the traction control circuits are configured as follows: The field winding of each traction motor is connected across the main alternator. The armature of each traction motor is connected across a forced-air cooled resistance grid (the dynamic braking grid) in the roof of the locomotive's hood. The prime mover RPM is increased and the main generator field is excited, causing a corresponding excitation of the traction motor fields. The aggregate effect of the above is to cause each traction motor to generate electric power and dissipate it as heat in the dynamic braking grid. Forced air-cooling is provided by a fan that is connected across the grid. Consequently, the fan is powered by the output of the traction motors and will tend to run faster and produce more airflow as more energy is applied to the grid. The traction motors impose drag and the locomotive acts as a brake. As speed decreases, the braking effect decays and usually becomes ineffective below approximately 16 km/h (10 mph), depending on the gear ratio between the traction motors and axles.

Brake controller
Controller Dynamic Asm.

Speedometer

TE/BE Meter

indication Panel

Alerter Indication Toggle Sw for Gauge , Flasher,cab Fan

Push Button Sw. Horns, Sand)

Attendant Call Button

Head Light Sws MU Stop Sw. Alerter Reset sw. DB control Bkr

Resistor Panel

Connectors

Slide Sws for GF, Engine Run, Control & fuel Pump

TRACTIVE EFFORT LIMITING :

Tractive Effort Limiting feature shall be implemented through a manual switch (TE LIMIT) by limiting the tractive effort to 30.5 tonne. Provision to be made on Display unit (driver display/normal mode) showing message the status of TE limit i.e. ON/OFF .

Event Recorder:
The system shall be able to record the following events in a separate (take out type) memory unit or filter mode to separate these data from the continuously recoded other data of the locomotive:
a. Train Brake pipe pressure Kg/cm b. Loco Brake Cylinder pressure Kg/cm c. Operation of VCD VCD Acknowledgement/ Reset switch VCD fail/ Isolated d. Notch position (idle, 1st to 8th) e. Status of power application (motoring/braking) f. Direction of movement of loco (FOR/REV) g. Locomotive speed (Kmph) h. Status (ON/OFF and Dim/Bright) of headlight i. Status (ON/OFF) of flasher light j. TE limit switch ON/OFF k. Shed name l. Loco No. m. Distance in Km. n. Date o. Real time in hours, minutes and seconds

Vigilance

Control System:

The vigilance function is performed by EM2000.When the locomotive brakes are released, the computer requests an acknowledgment from the locomotive operator from time to time(Vigilance cycle reset button pressed, Change of throttle handle position, Application of dynamic brakes, Operation of horns, Operations of sanders ,Application of brakes) If acknowledgment is not sensed by EM2000 upto 60 secs, following activity will be done: 1.Alerter lights flashing (yellow) for 17 seconds, then 2.ALERTER ALARM sounds for 17 seconds (Lights continue flashing) 3.After 34 sec engine idling & Penalty brake. 4.After penalty brake reset only by Vigilance Reset Sw.

AUTO START AND STOP FEATURE: The duty cycle of diesel locomotives on Indian Railways results into an idling period of 3050% of the total period at wayside stations and yards. During this period, the fuel is wasted, resultin g into superfluous emission. Auto start and stop system (AESS) is being incorporated on these locomotives to avoid wastage of fuel and also to control the emission levels. TFT DISPLAY : The existing LED panel , all pressure gauges & speedometer located on drivers control Desk will be replaced with a single display system (TFT LCD display). The display system will be interfaced with microprocessor control system for the signals. The single display system in the form of pre configured TFT screen on the control stand can provide all displays required by driver & eliminate the individual analog gauges or LED displays. FIRE ALERTER: To prevent fire accidents, a suitable system have been fitted to detect the fire on Diesel Electric Locomotives. Necessary interfacing of fire alert alarm condition (relay output) should be provided (wherever required) with microprocessor control system to perform the following activities . Initiate automatic shutdown of locomotive with suitable message on Display unit Apply train brake by actuation of VCD Magnet valve . During MU operation through MU cabling, the shut down signal will also be required to be transmitted to other loco and message should be displayed whether fire is in the lead or trailing locomotive. Loco Cam: Camera present at front of locomotive. with the help of loco CAM the front side track conditions ,signal Conditions etc can be monitored /recorded