Soochna 2012 Final

7/25/2019 Soochna 2012 Final

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2012 SOOCHNA 2012

Diesel Locomotive Works

OUR LOCOS MOVE THE NATION

Supplements on:

EMDECCCB-II

APCRadial DB grids for WDG5 locomotivesTBU Hybrid Bogie FrameAir Starting System5500 Test Bed New Gear Case Sealing Mechanism Ergonomic Design of Driver Seat Toilet Hotel Load With Siemens Pressed connecting Rods


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Index

Section Description Page No.

A1 EMDEC 1 to 13

A2 CCBIII 14 to 18

A3 Auxiliary Power Converter (APC) 19 to 20

A4 Inverters for Auxiliary Machines 21 to 23

A5 Radial DB grids for WDG5 locomotives 24 to 25

A6 TBU 26 to 28

A7 Hybrid Bogie frame for WDG5 29 to 31

A8 Air Starting System32 to 34

A9 Test bed & test procedure of 20710 G3BES engine for

WDG5 (5500 HP) Locomotive35 to 45

A10 New Gear Case Sealing Mechanism for WDG5 46 to 47

A11 Ergonomic Design of driver seat 48 to 49

A12 Toilet 50 to 51

A13 Development of Air conditioning units on Diesel Electric

locomotives

52 to 54

A14 Development of Cab Heaters on Diesel Electric locomotives 55 to 56

A15 Hotel Load With Siemens 57 to 58

A16 Connecting Rod (Press Forging) 59 to 60

B Special supplements on Design Bulletins 61 to 97

C Compendium of failure investigation 98 to 124

D Summary of important change notice 125 to 128

E List of important CPAs (corrective and preventive action)under ISO9001

129 to 130

F List of trial fitments by DLW 131 to 137


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Section A1

Electro-Motive Diesel

Engine Control (EMDEC)


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EMDEC

The EMDEC system will cover the following topics relevant to EMDEC functions:1. Introduction

2. EUI fuel delivery system

3. Electronic injections system-Fuel components

4. EMDEC Electronic components & Operation

5. Load Control

6. Diagnostic Tools

1. INTRODUCTION & SYSTEM OVERVIEW:

EMDEC is an acronym for the Electro-Motive Diesel Engine Control system.

EMDEC is an electronic engine speed control and fuel management system. It

is designed to provide optimal control of critical turbo charged engine functions

which affect fuel economy, smoke, and emissions. The system also provides

the capability to protect the engine from serious damage resulting from extreme

operating conditions, such as high engine temperatures or low oil pressure.

EMDEC equipped engines utilize an electronic fuel injection (EUI) system

which replaces the Mechanical unit injection system. An EUI Engine equipped

with EMDEC is capable of improved fuel economy and a reduction in certain

type of exhaust emissions due to the real time feedback and immediate

computer response to the fluctuating parameters of an operating engine. This ismade possible by the systems ability to sense changes in engine or ambient

conditions and adjust fuel delivery rates and injection timing to compensate.

This electronically-controlled fuel delivery system is currently installed in 20-710

G3BES engine for WDG5 (5500 HP) DLW make locomotive. With EMDEC

controlled engines, the quantity of fuel injected by the Electronic Unit Injector

(EUI) is determined by its integral solenoid operated poppet valve which is

controlled by the master Electronic Control Module (ECM).


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2. EUI FUEL DELIVERY SYSTEM:

710 Type EUI Fuel Sytem

3. ELECTRONIC INJECTION SYSTEM-FUEL COMPONENTS

The EUIs perform the same functions as the previous systems mechanical unit

injectors (MUIs). They meter, time, pressurize and atomize the fuel. However,

the functions performed by the governor have been taken over by the Engine

EUIHarness

Flexible

Jumper line

EUIEUI installed in 710 Engine


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Control Modules (ECMs). The lay shaft and injector racks have been replaced

by a wiring harness. The helix and barrel assembly of the MUI has been

replaced by a solenoid, and hollow poppet valve located on the new injector.

Currently there is one type of EUI available for all 710 engine applications.

The EUI may be broken down into three basic sections:

Control

High pressure pump

Injector

EUI and MUI Injectors Breakdown of EUI

Fuel Flow through the EUI:

Flow of Fuel through EUI in

De-energized state (no injection)


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Fuel flows from the flexible jumper line to the EUI, entering through its inlet filter

located in the body of the injector. An internals passage directs fuel to the

control portion of the injector, filling the armature chamber below the E coil

stator. The flow of fuel through the armature chamber cools the stator and

armature, also providing lubrication for components. From this chamber, fuel is

allowed to flow through a passage in the body of the injector to the lower fuelchamber.

An additional flow of fuel to the lower chamber is through a passage to the

hollow center of the poppet valve. Fuel flows through the valve into the lower

fuel chamber to provide cooling of the valve. As the fuel enters the lower

chamber, the flows splits, with most of the fuel leaving the injector through the

return passage to the return fuel jumper line. From there it travels through the

return system to the fuel tank.

If the injector is de-energized, the poppet valve is open allowing fuel to flowupwards around it. This fuel travels into a drilled passageway to fill the high

pressure pump chamber below the plunger.

Operation of the EUI:

The functions of the EMDEC electronic unit injector are both electrical and

mechanical. It performs the functions of metering and timing of the fuel supply

in electrically, while the pressurizing and atomizing of the fuel are still done

mechanically.

The metering and timing functions are controlled by the EMDEC systemElectronic Control Modules (ECM) based on inputs received from the

locomotive control computer through an interface, which fire each individual

EUI at a precise point in time for a specific duration. The primary input from the

control computer is throttle position, while other inputs come from various

engine sensors and feedback from the EUI itself. The ECM energizes the

injector solenoid which causes a slight upward movement of the hollow poppet

valve at a synchronized time and duration, based on inputs used to calculate

the next injection event. Spring pressure acts to move the valve downward

when the solenoid de-energizes. The movement of the poppet valve causes thefuel to flow into the injectors fuel delivery and bypass system.

The injector plunger is given a constant stroke reciprocating motion by the

injector cam acting through the rocker arm and plunger follower. The initial

pressurization of approximately 13 790 kPa (2,000 psi) causes the needle valve

inside the injector spray tip to lift. This lifting action allows the fuel to flow


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around the needle valve and through the spray tip where it is atomized into the

cylinder combustion

The timing (duration) of injector plunger stroke is set by an adjusting screw at

the end of the injector rocker arm.

This action is based on the software program contained in the ECMs andinputs into the ECMs such as:

Speed requests from the control system via the interface module.

Timing and speed data from the timing pick-ups.

Engine and ambient conditions from the various EMDEC sensors.

4. EMDEC ELECTRONIC COMPONENTS & OPERATION:

ECMs Interface Module Power Supply

Introduction:The main electrical and electronic components of the EMDEC system are:

1. ECMs (Engine Control Modules):The actual injection control computers.

2. Power Supply:74 VDC to 24 VDC EMDEC power source.

Flow of fuel through EUI

End of in ection

Flow of Fuel through EUI

(During injection)


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3. Interface Module:Communication interface between EMDEC and the main

control system.

4. Sensors: Engine sensors for pressure, temperature and injection

timing/speed inputs.

5. Wire Harness:External, injector, sensor and power.

At the heart of the system are the ECMs or Engine Control Modules thatperform all control functions. The ECMs receive control signals from the main

control system through the interface panel. This panel is part of the power

supply that steps down the 74 VDC input voltage to 24 VDC for use by

EMDEC. Attached to the ECMs are the various sensors used for performance

and protective data, and the injectors themselves.

Engine Control modules (ECMs):

ECM 20-Cyl. EMDEC Locomotive Type SystemThese ECMs are mounted inside E-locker in 20-710 G3BES engine for WDG-5

(5500 HP) DLW make locomotive. The main components of the system are the

engine mounted ECMs. These units are self-contained microprocessors that

operate on 24 VDC. Each ECM has the ability to control up to 8 injectors.

Therefore, the number of ECMs applied depends on the engine configuration

for example:

8-cylinder engine has one ECM.

12-cylinder engine has 2 ECMs (right bank 1 thru 6, left bank 7 thru 12).16-cylinder engine has 2 ECMs (right bank 1 thru 8, left bank 9 thru 16).

20-cylinder engine has 3 ECMs (right bank 3 thru 10, left bank 13 thru 20,

centre 1, 2, 11 and 12).

Physically all ECMs are identical, but the software is different for each unit.

Every application has one ECM designated as a sender (Master or Controlling)

ECM. The software provides the units identity as well as the application specific

operating parameters (speed schedule for example). The sender is responsible


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for primary data processing and overall control of engine functions. The

remaining ECMs carry the designation of receiver (s). In 20-710 G3BES engine

for WDG-5 (5500 HP) DLW make locomotive, three ECMs are available in the

EMDEC and software for each is unique i.e. Sender, Receiver #1 and Receiver

#2 all have different software. Software difference between Receiver #1 and

Receiver #2 is with respect to calibration codes although; there are differentcalibration numbers for each injector.

Receiver ECMs are controlling by the sender ECM, which provides basic

information such as injection pulse width (fuel amount), and base injection

timing. Remember, the number of receiver ECMs depends on the number of

engine cylinders. The software allows for some independent operation of the

unit and engine RPM requests and basic timing feedbacks are fed to the

receiver (s), independent of the sender. This will allow the system to overcome

intermittent communication problems between the sender and receiver (s).

Arrangement:

EMDEC EMDEC installed in E-Locker

The location of the ECMs on the engine will vary depending on application. In

16-cylinder 710 G3B engine for WDG-4 locomotive, ECMs are mounted on the

front camshaft housing cover. The sender will be on the left side of the engine

and the receiver on the right. While for 20-710 G3BES engine on WDG-5 (5500

HP) locomotive, ECMs are mounted on E-locker

Power Supply:

The Power Supply is located in the AC Cabinet towards the rear of the

locomotive. The function of the power supply is to step down and filter the 74

VDC control system voltage to 24 VDC. EMDEC was originally designed for

heavy truck type applications, therefore operates on a system voltage of 24

VDC. The output of the power supply is fed directly to the interface module and

through a power harness, to the engine mounted ECMs.


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Interface Module:

The Interface Module is located in the AC cabinet of the WDG-5 locomotive and

is typically mounted on the side of the power supply. The function of the module

is to translate signals being sent from the control system to EMDEC and data

travelling from EMDEC back to the control system.

Engine speed information is communicated from the control system to the

ECMs through an interface board.

Sensors:

At this point, the system has been supplied with 24 VDC for operation and has

received speed inputs from the control system. Before EMDEC can operate the

injectors, additional information is required such as timing and speed data,

engine performance data and engine protection data. All this information comes

into the ECMs in the form of sensor inputs. The sensors can be broken into

three major groups:

System Sensors for timing and speed information:For timing and speed functions for EMDEC operation, Timing information is

used by the ECMs to determine when to energize the injector solenoids. Speed

information is used to compare actual speed to desired engine speed. Fuel

rates are then adjusted by the ECMs to correct any variation. Unlike other

sensors on the engine, the system sensors (SRS & TRS) are magnetic pickups.

Synchronous Reference Sensor (SRS) - 1 pulse per revolution

Timing Reference Sensor (TRS) 36 pulse per revolution


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Performance Sensors for calculating fuel injector operation:For calculating fuel injector operation by examining the air and fuel

parameters, EMDEC can fine tune injector operation (timing and pulse

width) to maximize fuel economy and minimize exhaust emissions. All

performance sensors are connected and will return a certain feedback to

sender ECM only.

Fuel Pressure Sensor (FPS)

Fuel Temperature Sensor (FTS)

Turbo Boost Air Pressure Sensor (TBS) or Air Box Pressure Sensor

Air Temperature sensor (ATS)

Protective Sensors for monitoring of support systems:

For monitoring of engine support systems, In the event of a system

failure (lube oil, cooling or crankcase ventilation), EMDEC can shutdown the engine to prevent costly component damage.

Air Box Temperature Sensor

Oil Temperature Sensor (OTS)

Oil Pressure Sensor (OPS)

Coolant Pressure Sensor (CPS)

Coolant Temperature Sensor (CTS)

Crankcase Pressure Detector (CCP) or Crankcase Pressure

Sensor (CCP)

Turbocharger Speed

Engine Speed

If a condition is detected, EMDEC will activate a digital alarm output and send

the alarm information via the communication links. Optionally, the system can

be configured to stop the engine as well.

TRS Sensor

SRS Sensor


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5. LOAD CONTROL:

The term load on control refers to the matching of electrical load on the main

generator to engine performance. In one way, this may be considered as

another protective system for the diesel engine. If there is a problem with the

engine that will reduce available horse power, such as plugged air or fuel filters,

it is necessary to reduce the load on the engine to prevent damage to

components or over-fueling leads to unacceptable levels of exhaust emissionsand possible engine damage.

Control of the actual load on the generator, commonly referred to as excitation

level, is the responsibility of the locomotive control system. The injection

system must provide the control system with a feedback that will indicate the

engines ability to maintain speed at the given load level.

Load control with EMDEC protects the diesel engine against overloading and

over fuelling.

The operator establishes a desired power level using the control system. The

control system determines excitation levels and commands to EMDEC,

EMDEC, through the interface module.

Once the ECMs receive the signal from the interface module, this is converted

to a set speed. The ECMs will control the fuel injectors based on sensor inputs,

to maintain actual engine speed at the set speed level.

Turbocharger

Speed

Sockback Filter

Oil Pressure

Turbo Lube Oil

Pressure

Engine Input fuel

Pressure

Engine fuel Input

Temperature

Engine Fuel Filter

Input Pressure

Sensor Location-Fuel Pressure

Sensor Location-

Oil Pressure

Sensor Location-Crankcase Pressure

Engine Input

Fuel Pressure

Engine CoolantOutput Pressure

Engine CoolantOutput Temperature

Engine Oil

Input Temperature Air Box

Air Pressure

Air Box

Temperature

Crankcase

Pressure

Sensor


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Fuel Maps:

Fuel maps are programmed into the ECMs software, that indicate allowable

pulse widths for each throttle position. Remember that the injector pulse widths

refer to the duration of the injection pulse, measured in degrees of crankshaft

rotation. The longer the pulse width, the more fuel is injected into the engines

cylinders.

Typical Fuel Map (for illustration only)

Controlling Engine Speed:

EMDEC works just like a Woodward Governor to control engine speed. If speed

drops, it adds fuel (open the injector pulse widths). If speed rises, it cuts fuel(closes the injector pulse widths). A feedback to the control system is still

required to prevent overfueling. EMDEC will generate a reference signal

proportional to the amount of fuel being consumed.

Control System with EMDEC


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Engine Ratio Signal

The above illustration is shows that example of fuel maps for throttle 5 and throttle 8.

As EMDEC operates the injectors, it generates the Engine Ratio signal. This is the

actual pulse width divided by the maximum pulse width expressed as a percentage.

The Ratio "Engine R is defined as ratio of Actual Fuel used to Maximum amount of

fuel to be used for a particular notch. It is designed to be limited to maximum 87.5%.

Therefore, EMDEC electronic system is much faster and more accurate than the

mechanical system.

6. Diagnostic Tools

To access the EMDEC ECMs

Required for troubleshooting, loading software and injector calibration.

Procedures for using the Win EMMON program with a laptop computer.

WinEMMON (Diagnostic with a laptop PC)

WinEMMON kit is the recommended EMDEC interface tools. WinEMMON is Windows based System.

Following instructions are provided to assist the trouble shooter in using

this tool.

Monitor all sensor inputs to the ECMs

View ECM outputs to the injectors (Pulse width & timing)

View injector response times

Calibrate the injectors

Load ECM software

View & download fault data

This software generates a diagnostic screen and interface protocol on the laptop.

To use the program, it must be loaded into the laptop, the laptop connected to the

EMDEC system through the cable translator assembly and program initiated.

*****


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Section A2

CCB- II


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CCB-II

CCB-II (IR), an upgraded version, has been used by DLW on WDG5 locomotive.CCB-II (IR) has also been fitted on one WDG4 loco which is based at BGKT shed.The performance of the loco is under monitoring. CCB-II offers certain operational

advantages which are not offered with CCB-1.5. A comparison of the salient featuresof CCB-II & CCB-1.5 is given below:

CCB 1.5 CCB II IR

Valves mounted on both sides ofmanifold

~26 serviceable valves totroubleshoot

No system clock

No flow sensing

No data record with removed valves Interface only to display behind

driver

No crew advisory messaging

Electronic cards in computer cardrack

12 individual electronic card types

SW/HW modifications required foradded safety device interfaces

No pneumatic backup

EEPROM replacement for SWchange

Valves mounted on front of panel only Valves modularized into 6 LRUs

Includes Real Time Clock in EBV

Includes flow sensing. Displayed onFIRE of WDG5

Smart LRUs include logs

Integrated with EMD FIRE screenson WDG5

Includes crew advisory on EBVdisplay

Fully potted electronic modules.

Two node types plus LON Converter Additional safety devices can be

piped to EPCU pipe 3 or 10 withoutSW/HW change

Can be used with Backup DBVs

Flash programmable using PTU


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A conceptual schematic describing the working of CCB-II is given below:

Communication - Air Brake system with FIRE and EM2000

CCB-II(IR) communicates with LCC (EM2000) & FIRE. Communication taking place

with FIRE is basically only an interface for display of pressures etc. LON generally

handles gauges, self test, and event / fault logs. Functionally the communication is

of non-critical type. Communication occurring on RS485 (between CCB and

EM2000) handles commands for blended brakes, AEB reset, overspeed penalty etc.

This is similar to what is already there on WDG4. CCB-II (IR) has a pneumatic

interface available for use of additional magnet valves for desired penalty

applications, if any, without any need for change in EM2000 software.

Communication linkage is shown below as schematic.

BRAKE PIPE

BRAKE CYLINDER EQUALIZING PIPE (20-PIPE)

BRAKE CYLINDERS

RCP

EBV A

EPCULocomotive I/O

#21 Pipe

CCB II-IR is a modular system with provision for expansion if required.The core system contains 4 major components

LON

LON

EBV BLON

PSJB


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Fig: Schematic showing communication linkages between CCB-II , LCC & FIRE

Scope of expansion offered by CCB-II(IR) version

EM2000

CCB-2

FIRE

CAN

RS485

LON

Hardwire

MV

RCP

EBV

EPCU

LOCOMOTIVEI/O

Optional expansion modules for increased I/O, blending, screen interface, etc.Expansion modules connect to the system LON.

LON

CoreBrakeSystem

Opt. Interface to EMD FIRE Screen

LON RS422 Module

IntegratedProcessorModule(IPM)

Loco CabDisplay(LCDM)

Relay Interface Module (RIM)

Loco Interface Module(LIM)

Multi Purpose InputOutput Node (MPIO)

LON- RS485 Module

Analog I/O Node (AIO)

OptionalExpansionElements

Second EBV

LON- Ethernet Module

LOCOMOTIVE

Computer


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The benefits of CCB-II (IR) over the existing CCB-1.5 version are as under:

Simplification of solid-state equipment including the micro-computer to

minimize number of controls.

Improved reliability with increased redundancy

Availability of back-up modes.

Ease of Maintenance (use of Line Replicable Unit approach).

Rationalization & integration of pneumatic components so as to reduce the

number of components/sub-assemblies.

User-settable parameters & compatibility with related third party equipment

*****

EBV- Electronic Brake Valve

The EBV provided in CCB-II version has a

LCD display. The display provides a target

BP value which the crew requests when the

handle is moved. Faults are annunciated on

this LCD screen. Routine advisory

instructions such as penalty reset and

emergency reset are also displayed on this

screen. The EBV communicates with the

Air Brake System through LON network.

This communication is through Optical fiber

in case of CCB-1.5.

EBV mounted on desktop


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Section A3

Auxiliary Power Converter

(APC)


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APC- Auxiliary Power Converter

WDG5 Locomotive has been provided with Auxiliary

Power Converter (APC) which replaces the following

equipments: Introduction of APC has eliminated use of items

like Auxiliary Generator, Aux gen drive shaft,

flexible coupling, Aux gen mounting arrangement

& need for adjustment of shaft (radial & facial).

The cases of coupling failure will get completely

eliminated.

Voltage Regulator(in ECC#1)

Battery Charging assembly(in ECC#2)

The above items are being used in WDG4/WDP4B Locomotive. The APC is a

modular unit located on the back inside wall of the electrical locker. Auxiliary Power

Converter fulfills battery charging, companion alternator excitation and control

system 74 VDC requirements. Power to the APC is taken from one of the

Companion Alternator windings. Input to the APC is a three phases, alternating

current from Companion Alternator with both frequency and voltage proportional to

locomotive engine speed ,ranging from 44.4 VAC / 26.7 HZ @ engine idle(200 RPM)

to 200 VAC /120 HZ @ Throttle 8(904 RPM). The APC has provided visual display

on its panel:

The display panel indicators of APC are:

Green control voltage LED: indicates the APC Circuit Breaker is closed and

the control voltage is present.

Green AC voltage LED: 3 phase input from the companion alternator is

present. Green enable LED: EM2000 is not inhibiting the APC.

Green DC voltage LED: the APC is producing an output 72-78 volts dc.

Red Fault LED : Indicates fault in APC

*****


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Section A4

Inverters for Auxiliary

Machines


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Inverters for Auxiliary Machines

In WDG5 locomotive Auxiliary inverters for Radiator Cooling

Fans 1 & 2 and Traction Motor Blowers have been provided.

The three Inverters (two for each Radiator Fan and one for

traction motor blower 1 & 2) are located on the back inside

wall of the electrical locker. The three Aux Inverters have

rating of approx 100 KW each. The more advantages of

inverters are:

Greater control precision.

Variable speed control of Auxiliaries Motors. Inverter provides soft start algorithm which start motor at higher volts/hertz

to provide adequate starting torque and quick motor acceleration.

Inverter can operate auxiliary motors at 5-10% higher speed than typical

contactor controlled auxiliary motors on 8th Notch.

At lower notch, inverter can operate auxiliary motors at 20-30% higher

speed than typical contactor controlled auxiliary motors.

Optimum utilization of Engine power which results in saving of energy hence

more power available to traction during off load of Radiator Blower Motors.

Working Principle:

a. Inverter for Tractrion Motor Blowers (Front & Rear) : Based on traction

inverter cooling requirements from phase module and traction motor cooling

requirements from traction motor thermal algorithm, The EM2000 sends request

to Inverters through Controller Area Network (CAN) for sending the frequency

command to the truck blowers for operation. Auxiliary inverter sends statussignals back to LCC over the CAN network. These status signals include the

three motor line currents, DC link voltage, line to line voltage, heartbeat, IGBT

temperature, motor operating frequency, and any fault conditions.


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b. Inverters for Radiators cooling fans 1 & 2: Based on engine coolant

temperature cooling requirements, The EM2000 send request to Inverters

through Controller Area Network (CAN) for sending the frequency command to

the Radiator fan cooling Motors 1 & 2 for operation. Auxiliary inverter for

Radiator Fan sends status signals back to EM2000 over the CAN network. These

status signals include the three motor line currents, DC link voltage, line to line

voltage heartbeat, IGBT temperature, motor operating frequency, and any fault

conditions.

*****


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Section A5

Radial DB grids for

WDG5 locomotives


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Radial DB grids for WDG5 locomotives

Radial design DBR Hatch assembly has been used in WDG5 locomotive, which is

compact and modular in design requiring lesser space. The DB assembly consists of

four resistor, 54 fan and 100HP, 450V, 2000 rpm motor. The grid resistors are

suitable for dissipating 3100 KW power during dynamic braking.The positioning of Radial DBR and compact E-locker has given up the space for

toilet to be accommodated to provide basic amenities to the driver.

PO for 10 sets of Radial DBR was placed on M/s DPG/USA and 01 number to M/s

DRI/Bhopal. The order on DRI/Bhopal is developmental order.

Comparison of DB Hatch Equipment with Radial DBR

Parameters WDG4 WDG5FAN MOTOR ASSEMBLY

Rating of fan motor 36HP 100HP

No. of fan motor Two One

No. of fan blades in eachassembly.

Ten Ten

Voltage 300 VDC 450 VDCCurrent 118A 195 A

RPM 1650 2000

GRIDSNo. of grids Eight Four

Capacity of grids 367.5x8=2940KW 3100 KW

Maximum Grid volt D.C.2700 D.C.2700

Physical arrangement of Grids Box type on top of TCC Radially on top of E locker

Space required for completeassembly

More space is required Less space is required

Position of grids w.r.t. fanassembly

Behind the fan blades In front of fan blade

FITMENTSupplied as Kit Single unitTime required for mountingon loco.

More Less

Weight 1800kg 1400 kg

*****


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Section A6

Tread brake unit

(TBU)


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Tread Brake Unit

Tread Brake Units are bogie mounted mechanical devices used to provide braking

force to the locomotive. The brake unit converts pressured air into mechanical

movement and force on the brake shoe against wheel tread. Unitized tread brakes

acting on one composition brake shoe per wheel provide the braking power for the

locomotive. The tread brake units utilize integrated slack adjusters that compensate

the full amount of wheel wear as well as the brake shoe wear.

The unitized pneumatically powered tread brake unit consists of a brake cylinder, a

transmission mechanism and a slack adjuster. The models having an attached

spring actuator can be used both as service brakes and as parking brakes. The

spring actuator is released by compressed air allowing all the parking brakes on the

locomotive to be applied and released centrally from the driver's cab.

The main characteristics of tread Brake Units are:

1 Unitized Tread Brake per wheel with 1 brake head and 1 brake shoe per

wheel. Brake shoe is of K-Type composite material

All units are top mounted allowing easy removal and installation

Parking brakes are provided in end axles of each bogie

The units on the middle axle of each bogie are flexible type

Integrated slack adjuster to compensate for whole brake shoe and wheel

wear.

Integrated spring applied and air released parking brake

There are six brake units per truck, two of which are equipped with the spring

actuated parking brake, and are provided on the same side of end axles of each


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bogie. Block brake units designed for use as service brakes contain the following

assemblies:

Brake cylinder and piston.

Adjuster mechanism providing automatic adjustment in response to brake

block and wheel tread wear. Single acting slack adjuster which, after one brake application, automatically

corrects the increasing clearance due to wear.

Reset mechanism for resetting the spindle after brake block replacement.

All units are mounted behind the axle.

Parking brake units are at non-gear side of the end axles.

Brake units for use as service and parking brakes are equipped additionally with a

spring actuator. When the spring parking brake is applied, the force of the actuator

springs acts on the piston in the block brake unit's brake cylinder through the cone

coupling, nut and the spindle. The spring actuator is equipped with a manual

emergency release allowing the parking brakes of parked vehicles to be released

without compressed air. To release the brakes, the operator must pull out the tappet

by hand.

Mid axle flexible unit

End axle gear side non-parking brake unit End axle non-gear side parking brake unit*****


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Section A7

Hybrid Bogie frame

for WDG5


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Hybrid Bogie Frame

The WDG5 locomotive is equipped with two High Tensile Cast Fabricated

(HTCF) bogie frame assemblies. The bogie frames support the weight of the

locomotive and provide the means for transmission of power to the rails. The

rigid steel fabricated frame, utilizes a bolster-less secondary suspension system.

All longitudinal traction and braking loads are transferred from the bogie

assembly to the locomotive under-frame through the car-body linkage system.

The bogie is designed to provide high reliability, longer overhaul cycle and

extended maintenance intervals.

Design features

1. This is a hybrid bogie frame consisting of fabricated longitudinal beams &

cast transoms (cross members). Pivot transom is a fully casting part while

other middle & end transoms are partially cast & welded with longitudinal

beams during fabrication.

2. All structural components are made from High Strength Low Alloy steel

EMS 93 with yield strength of 345 MPa (50KSI) or equivalent cast steel

EMS26.

3. Any weld joint to the cast steel components requires preheating to 80C.

4. The manufacturing technique follows the conventional sub-assembly

structure with side frames and transoms.

5. Stress relievel at a temperature between 595an d 650C.

6. Majority of the features are machined after weld assembly. Some brackets

are pre-machined and added after stress relieving.

BOGIE FRAME

CAST TRANSOM BRACKET


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Advantages of bogie design for WDG5 Locomotive

Light weight design: Weight savings and better dynamic performance.

Ease of assembly: Less work for unitized brake application. Bushings are notpressed in the bogie frame and bearing adapters.

Maintenance improvements: Reduced labor for unitized brake application andreplacement; replacing traction rod bushing can be done at bench operation; noneed for blocking to lift locomotive.

Performance enhancement: Better ride performance and higher stabilityallowing for potential high speed passenger locomotive application improvedtraction motor ventilation from fixed-fixed air duct arrangement.

Enhanced reliability: Lower track induced accelerations help to reducecomponents failures caused by vibration.

Adaptability to WDG4 locomotive: Minimum modifications

Weight comparison of WDG5 & WDG4 Bogies (excluding wheel Axlecombos)

Sl.No.

Description of item WDG5Weight inKgs

WDG4Weight inKgs

1 Bogie Frame 3700 50002 Bearing adapters, primary

suspension & Tractionrods

2000 1825

3 Secondary suspension 450 4004 Brake system 400 7005 Nose link & Air ducts 200 2506 Car body linkage 200 1607 Misc. item 200 280

Total 7150 9215

*****


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Section A8

Air Starting System


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Air starter System

WDG5 Air Start System Schematic

WDG5 Locomotive is provided with Air Motors which replaces the DC starter

motors used in WDG4/WDP4B Locomotive.

Dual Air Starter System (Motors) Dual electrical start System (Motors)

(WDG5 Locomotive) (WDG4/WDP4B Locomotive)

The engine air starting motor, consists of an air driven turbine wheel assembly

positioned in a cylindrical housing, a planet type reduction gear train, and a

clutch drive, all of which are supported by ball bearings. Air striking the turbine

wheel rotates the Planet gear set which turns an offset shaft through an


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intermediate pinion and drive gear set which turns the clutch drive. The clutch

driven pinion gear mesh with the engine ring gear and cranks the engine.

The engine starting system consists of dual Air starting motors and associated with

air piping and controls. The dual air starting motors are mounted one above the

other and bolted to bracket assemblies which, in turn, are attached to the rear end

plate at the sides of the engine. A flywheel pointer is bolted on the face of thebracket assembly.

Air Starter Operation

1. Two starts possible with SR pressure as less as 95 psi.

2. With start sequence initiated, the Magnet Valve gets energized , pushing

the air from starter reservoir to a starter motor (pushing out the pinion) and

then to the second air starter motor (pushing out the pinion) , comes back

to operate the relay valves which in turn allows bulk air to flow through the

strainers to the starter motors for rotational motion.

3. When EM2000 senses that the engine has achieved a certain RPM, it de-

energizes the Magnet valve, which in turn allows the air trapped in the

pinion cylinders to drain and also the air operating the relay valves to drain

through the magnet valve exhaust post. The pinion retracts and the

contact between the ring gear and pinion and therefore the start sequence

is terminated.

4. The start reservoir can also be charged by another loco with MREP

connected or by shop air through MREP connection.

5. Auxiliary compressor takes about 45 minutes to completely fill the starter

reservoir (45000 cuin). It is not intelligent. SRPT is read by EM2000.

6. The leakage rate in the starter circuit should not exceed one psi/24 hour.

The drain valve port of the starter reservoir is to be used to fix in the

pressure gauge. With the charging source isolated, the drop in the

pressure is read on the pressure gauge.

The cut-out cock in the air starter circuit works as a start fuse. It is to be used

when the loco is in shop for attention (to eliminate any chance of cranking )

****


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Section A9Test bed &test procedure

of 20-710 G3-BES engine

for WDG-5 (5500 HP)


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TEST BED & TEST PROCEDURE OF 20-710 G3BES ENGINE FORWDG-5 (5500 HP) LOCOMOTIVE

Block Diagram of Test Bed

Typical test setup used for testing of 20-710 G3BES engine in EMD test cell is as

under:

Engine and alternator are mounted on different dolleys and coupled with a

coupling.

Alternator and coupling are mounted on a fixed stand and having the following

arrangement.

Separate duct and blower are provided for alternator cooling.

Two pneumatic motors each side for cranking.

Typical Test Bed Arrangement


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Vulcan coupling and Amerigear coupling for taking misalignment.

Engine is mounted on a movable dolly in which mounting pads are provided for

12 Cyl, 16 Cyl, and 20 Cyl. Engines. Engines are mounted on the dolly with the

help of doweling arrangement. Dolly is self driven by pneumatic motors.

Separate duct

Pneumatic

motor


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Separate stations out side test bed for water, fuel and lube oil for pre circulation

for water, fuel and lube oil.

Separate station out side test bed for engine consumables

In test bed piping fuel oil is designed in such a manner that all 12 cyl, 16 cyl and

20 cyl engines can be tested. Separate piping for water and lube oil are also

provided.

Fuel oil piping Water Piping Lube oil Piping

Test bed of EMD is approximate 1.5 times more than the DLW test bed and

flexible side stands can be pushed back. In test bed control room, visual display

is provided for chimney to monitor the exhaust smoke level. There are separate

visual computer screen for EMDEC data (in case of Electronic fuel injectors) and

test bed results in Test bed control room.


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EMD TEST BED DLW TEST BED

There are fixed ducting for Turbo Supercharger IN and OUT.

ECMs have been mounted on wall of Test Bed. EMD test bed is compatible of testing for MUI and EUI engine.

Fixed ducting for air inlet to turbo for different

types of engine ECMs mounted on wall

There are separate screen provided for display EMDEC parameters, test bed

parameters and display of smoke from chimney.

Computer display of EMDEC

data system

Computer display of system Visual display chimney in

EMD Test Bed

Engine washing arrangement is given on test bed.

MOVEABLE SIDE STAND

Exhaust

Out


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The cooling system in lube oil circuit is still working after testing of engine also to

cool the engine.

TEST BED SENSOR EMDEC SENSORS

1 Governor oil pressure/Lub oil returnpressure

2 Turbo air inlet temperature sensor

3 Crank case vacuum sensor

4 Water pump left bank pressure

5 Air box temperature

6 Lub oil temperature

7 Lub oil compressor Bearing Pressure

8 SRS & TRS sensor

9 Fuel temperature sensor

10 Water pump right bank pressure11 Air box temperature

12 Fuel pressure

Routine Test Procedure for 710 G3B ES Engines

All Engines are to be tested as follows:

1. Preset Inspections:

a) Pressure test cooling systems using house air static pressure applied for aminimum of 15 minutes. If repairs are required, repeat this test after

repairs have been completed.

b) Pressure test fuel filter by pass valves on applicable MUI engines at 60

PSI.

c) Pressure test fuel systems by applying tank farm fuel system thoroughly

for leaks and make all necessary corrections. If repairs are required,

repeat this test after repairs have been completed.

d) Check and fill governors on engines so equipped to the top of the sight

glass with fresh oil.

e) Fill oil bath air filters on test cells when required to the fuel level markprelube engines with lubricating oil using an external pump connected to

the lube oil oil pump discharge elbow. While oil pressure is applied, bar

the engine over on complete revolution and then check all bearings for

appropriate, restricted, or excessive.

1 Governor oil pressure/Lubeoil return pressure (X)

2 Lube oil compressor BearingPressure (Y)

3 Main lube oil pressuresensor

4 Piston cooling pipe pressure

5 Turbo RPM sensor

6 Water pump right bankpressure

7 Water pump left bankpressure

8 Crank case vacuum sensor


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f) EUI Application:

I. On early 710 EUI engines equipped with fuel filter manifolds utilizing

sight glasses and dual fuel return lines, test fuel filter by pass valves

at 100 PSI. This test cannot be performed on and does not apply to

later 710 EUI engines with fuel filter manifolds utilizing a single fuel

return line and no sight glasses.II. Turn the test cell fuel pump pressure switch to higher pressure

setting.

III. Check for fuel leaks in cold plates and hoses.

IV. With the control console in the off position, connect controllers to the

test stand.

V. Connect the water discharge pressure sensor in the test cell.

2. Initial Test Cell Inspection:

a) Crankshaft end thrust must be within 0.008 to 0.021 inches.b) Engine cooling water must be treated per appropriate recommended

practices.

c) Lube oil addition and initial Engine charging:

II. Engine lube oil must confirm EMD fuel specifications.

III. Oil may be reused for multiple engine tests provided that

contamination is monitored and controlled through periodic analyses

conducted by the Engineering Petroleum Laboratory.

IV. All Lube oil after prelubing is to be added through strainer housing.

d) Loosen compression relief valves and blow out engines before starting.

e) Program EUI Controllers with the correct calibrations..

3. Break In Test Instructions:

a) The soak back pump on turbocharged engines must run and generate

pressure for a minimum of 10 minutes before each engine start. The soak

back pump must also run and generate at least 5 PSI pressure measured

at the turbocharger compressor bearing for a minimum of 20 minutes after

each engine shut down. The engine may be immediately restarted

anytime during this twenty minute shutdown period.b) The first two steps in the Break-in Schedule are to be made with the top

deck open. During these run checks for leaks, lubrication, and operation of

valves, injectors, rocker arms and camshafts.

Rocker arm cam follower rollers must not overhang either edge of their

respective camshaft lobe by more than 1/16 when the roller is located on

the lift portion of the cam lobe and off the base circle, and as measured

from the side face of the roller to the side face of the cam lobe.


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c) Visually check for exhaust manifold leaks and check the turbocharger for

external oil leaks, air leaks and abnormal or excessive noise.

d) Check that oil is visible in the governor sight glass on engines so equipped

during the entire break-in- run.

e) At 640-680 engine RPM, the oil pressure drop across the turbocharger

must not be more than 30 PSI nor less than 5 PSI at a 150F- 180Fengine oil in temperature.

This pressure drop specification checks for excess lube oil flow in the

turbocharger and represent the difference between the rear end oil

pressure, measured at the governor line connection point to the cross over

manifold downstream of the turbocharger filter on MUI engines or at the

filter discharge side of the turbocharger filter housing on EUI equipped

engines and oil pressure at the turbocharger compressor bearing.

f) Perform vibration testing as per ETI 1579.

g) Break in Run schedules

These schedules are designed to bring engines to full load quickly to

condition newly manufactured surfaces for rated power operation. Break

in runs also facilitate selected initial and / or assembly defect detection

and correction.

h) Perform the following inspections at the end of the first hour at full load

and full speed:

I. With Hot Oil, bring the engine to IDLE and immediately record the

Oil-in Temperature and the engine rear end oil pressure measured

downstream from the turbo oil filter i.e the supply pressure to thegovernor on engines so equipped. Oil pressure at this point must be

15 PSI minimum for turbocharged engines.

II. On electronically controlled (EMDEC equipped) 710 series

turbocharged engines, engine rear end oil pressure at 200 rpm (low

idle) is to be recorded. Bring engine speed to 200 rpm with no load

applied. Control oil into engine temperature with in range of 180F to

190F. After 5 minutes, record rear end oil pressur e (EMDEC oil

pressure sensor line). Oil pressure must be above 8 PSI.

III. A turbocharger Run Down test must be performed on all

turbocharged engines.IV. On EUI engines check operation of the engine low water protector

function by disconnecting the sensor(s) at the water pump

discharge(s).


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i) Full load Operating limits

710 Engines:

710G3

Fuel return Manifold Pressure minimum (psi) 10

Fuel return Manifold Pressure Maximum (psi) N/A

Rear End Oil pressure @ 180F minimum (psi) * 72 **Main lube oil In pressure @ 180F minimum (psi) * N/A

Oil Inlet Temperature maximum (F) 200

Oil Pan Depression minimum ( H2O negative) -3

Oil Pan Depression maximum ( H2O negative) -8

Water Inlet Temperature minimum/ maximum (F) 150 /180

Air Inlet Temperature minimum (F) 0

(*) Minimum oil pressure is reduced 6 PSI for each 10increase in oil

in temperature above 170F and increased 6 PSI for each 10 F

below 170F oil in temperature. For the 710 the max imumdifference in pressure across the engine (main lube vs. rear-end) is

not to exceed 28 PSI.

(**) 67 PSI for engines rated at 750 RPM or lower.

4. Final Test Inspection:

a) Pressure test cooling systems using 20 psi air pressure over water for a

minimum of 15 minutes. Be sure to check for water pump leaks during this

test. No water leaks are allowed during this test. Once this test is

completed, use house air static pressure over water for minimum of one-

half hour. No water leaks are allowed during this test. Disregard pump

seal leakage during this test. This water test must be repeated if any leak

repairs are made.

b) Pressure test fuel systems by applying appropriate static air pressure to

the fuel systems when fully charged with fuel.

I. Use 60 PSI for engines equipped with sight glasses and 90 PSI for

engines utilizing a single return line and no sight glasses. NOTE: Do

not test engines equipped with fuel sight glasses at 90 PSI as the

glass might fracture.

II. Monitor the static pressure loss with 0-100 PSI gauge for 15 minutes.For pressure losses of 4 PSI or greater, check the fuel system

thoroughly for leaks and make all necessary corrections.

This static pressure test may result in fuel leakage around injector

racks on MUI injectors or around plunger bores on EUI injectors.

Although such leakage under these test conditions is not detrimental,

it may cause sufficient pressure loss to fail the leak down test.


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Engines having leakage only occurring at injector racks or around

plungers may be accepted after thorough checking.

III. This pressure test must be repeated if any leak repairs are made.

c) Top deck and Power assembly Inspections: Visually inspect the top decks,

Air boxes, after cooler cores, crankcase weld seams, piston rings, cylinder

liner bores and the Top of all pistons. Remove and replace all scuffed orscored liners. Removal of scratched liners will be left to the discretion of

the test department supervision.

d) Check turbochargers for external oil leaks and compressor section oil

leaks as evidence by oil at the air discharge flange and / or by oil coming

through the after cooler cores.

e) Check turbocharger exhaust duct interiors for evidence of internal oil

leaks.

Notch Wise Load

Notch 5500 HP Engine BHP (AAR) Duration

RPM BSFC (gm/bhp-

hr)

1 269 200 220 10 Minute

2 343 175 750 10 Min.

3 490 164 1450 10 Min.

4 568 162 2350 10 Min.

5 651 160.5 2800 10 Min.

6 729 155 3950 10 Min.7 820 153.5 4900 10 Min.

8 904 154 5500 10 Min.

5. Post Test Inspections:

a) Re measure the crank shaft end thrust. Do not accept any engine with

more than a 0.005 increase over the original crankshaft end thrust.

b) Retighten fasteners as specified in TO RECOMMENDED TORQUE

VALUES.

c) Perform a lead check to measure the piston- tocylinder head clearances

on all power assemblies.

Maximum lead thickness : 0.068

Minimum lead thickness : 0.020

Do not average measurement. Maximum difference between lead

thicknesses at opposite sides of an individual piston: 0.005.

d) Check at least one lower main bearing on each engine.

1. For all 20 cylinder engines, drop # 2 & #8 lower bearings.


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2. If handing damages are found with no other issues, change those

bearings with new.

3. If dirt scratches are with in acceptable limit, re-use both # 2 & #8

bearings.

4. If one bearing is with in acceptable limit and the other bearing

unacceptable then replace the damaged bearing with new and re-usethe good bearing in corresponding locations.

5. If both bearings are acceptable, notify the inspector and contact

engineering for further disposition.

e) Make a visual Inspection of all connecting Rod bearings for toe and heel

wear.

f) Monitor Critical fasteners as specified in TO RECOMMENDED TORQUE

VALUES on all engines.

1. Record the location of all rod-to-pin bolts that move during retorquing.

2. Check cylinder head crab nut tightness at all locations.

*****


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Section A10

New gear case sealing

mechanism for WDG5


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Gear Case Sealing Arrangement

The Gear case sealing arrangement adopted in WDG5 is different from that used in

WDG4/P4B/P4D locomotives. While the sealing arrangement used in

WDG4/P4B/P4D locomotives uses metal tongue in groove static seal design, the

one used in WDG5 uses plastic tongue in groove static seal design. The details of

both the arrangements have been shown below for better appreciation of the

advantages of G5 gear case sealing arrangement as compared to the G4 design of

gear case sealing arrangement.

Considering the efficacy of design of G5 gear case sealing arrangement, thefeasibility of implementing this design for gear case sealing in WDG4/P4B/P4D locosis being examined.

*****


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Section A11

Ergonomic design

of driver seat


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Ergonomic design of driver seat

Based on the feedback from zonal railways on the quality of driver seats being used

in manufacture of WDG4/P4B/P4D, a detailed market survey was conducted to

identify a standard product having proven reliability in the working environment

which is similar to the work environment from the point of view of inertia loads, shockloads, maneuverability & adjustments required for ergonomic posture while working.

A standard driver seat which is being used in heavy earth moving equipments

(JCBs) has been identified and trial fitments of the same have already been done in

a WDG4, WDG5 and Sri-lanka locomotives. This seat has vertical adjustment, back-

rest tilt arrangement, longitudinal slide arrangement and 360 degrees rotational

freedom with 4 stops at 90 deg each. A proposal for procurement of 30 more loco

sets of this design of Drivers seat has been initiated for use as a pilot project before

proliferating this design on a larger scale. The Driver seat model details are as

under:

Manufacturer: M/s. Majestic Seats (India) / Faridabad

Model No: MS-200

(Exhibit The driver seat displayed in the above photograph is the JCB (MS-200

model) seat fitted in WDG5 locomotive cab)

*****


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Section A12

Toilet


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TOILET

WDG5 is the only locomotive on Indian railways to have on-board toilet facility for

loco crew. The toilet module is equipped with a stainless steel urinal pot,

stainless steel wash basin, air circulating and an exhaust fan, light, soap

dispenser and a stainless steel hanger. The access to the toilet is from the left

side footplate of the locomotive. A water storage tank of 200 liters capacity is

located above the toilet module with a water filling arrangement on the loco right

bottom side.

The Toilet Cabinet is so designed that it has good hygienic condition & proper

ventilation easy to clean, easy to maintain& repair. It has been designed

ergonomically to provide comfortable entry & exit.

*****


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Section A13

Development of Air

conditioning units on Diesel

Electric locomotives


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Development of Air conditioning units on DieselElectric locomotives

Compact air conditioning unit fitted on loco no. 40070

Provision of air conditioning on EMD locomotives was started in 2004 with

placement of two developmental purchase orders on M/s Sidwal and M/s Fedders

Lloyed to DLW specification no. WDG-4/EL/PS/14. The AC supplied had separate

inverters and air conditioning units. 09 units supplied by M/s Sidwal were fitted on

locomotives however these did not perform well in field because of various problems

as such were removed from locomotives. These units were bulky, were protruding

inside cab, thereby reducing head space and were causing difficulty in accessing

control compartment also.

Further, RB issued directives regarding provisioning of air conditioner on

diesel electric loco cabs vide their letter no. 2000/M(L)/466/9 dated 23.07.07.

Considering experiences of earlier units, RDSO prepared a new specification

for air conditioning units with compact size and inbuilt inverter. RDSO defined

eligibility criteria in clause 16.3 of this specification, which reads as As a pre-

qualification criteria, the successful tenderer should have supplied same or

similar design of modular AC unit (with built in Inverter) for at least 200

locomotives. The units should haveworked on locomotives satisfactorily for

at least 3 years. The tenderer shall submit the details of AC units supplied for

locomotive applications. This clause was included to procure this item form an

established source to prove out the concept on theDiesel Electric locomotives.


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Model of compact air conditioning unit fitted on loco

A PO no. 091080010.11111254 dated 12.01.2011 for 05 nos. of AC units was

placed on M/s DPG/USA. So far 02 units have been fitted on locomotive. One is on

WDP4B locomotive no. 40070 and other on first WDG5 locomotive number 50001.

Purchase order for supply of 16 sets AC on M/s DPG/USA was also placed and 02

sets each on M/s Lloyed Electrics & Engineering Limited/Bhiwadi, M/s DRI/Bhopaland M/s Subros Limited/Noida was placed as developmental order.

DLW is planning to fit AC unit in Dual Cab locomotive. Proto type fitment of air

conditioners in first dual cab locomotive is planned to be made in 2012-13. Design of

rear cab has already modified to accommodate Air condoning unit:

Existing Rear Cab Modified Rear Cab

*****


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Section A14

Development of Cab Heaters on

Diesel Electric locomotives


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Development of Cab Heaters on Diesel Electriclocomotives

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 dieselelectric locomotives. Considering above fact, DLW took initiative to develop cab

heater system for diesel electric locomotive.

DLW specification no. WDG4/EL/PS/29 (Rev R0) for cab heaters is so designed that

developed product can be used in both EMD and Alco locomotives. It can easily be

retrofitted in existing locomotives in field. This would be very useful for retro fitment

purpose.

Cab heater fitted on loco

A developmental proposal for procurement of 20 cab heaters was initiated and

tender no. 061180030 opened on 21.04.2011. PO no.061180030.11280734 dated

29.06.2011 on M/s TOPGRIP Instruments Company/Kolkata for 15 nos., PO no.061180030.11280736 dated 04.08.2011 on M/s Elecos/Kolkata for 03 nos. and PO

no. 061180030.11280735 dated 22.07.2011 on Escorts/Faridabad for 02 nos. was

placed.

15 nos. of cab heater system supplied by M/s Topgrip are fitted on locomotives and

dispatched to various sheds in the months of Dec 11 and Jan 12

The cab heater developed having total 1.5 KW of heating capacity and two blowers

at either end to blow hot air. These blowers are driven by rugged design 3 phaseinduction motor. The complete unit is modular in design, housing all accessories

such as heating element, Blower and motor, Inverter, fuses, Circuit breaker, switch

etc. The Power is fed from auxiliary generator rectified output instead of battery to

avoid discharging of battery.

*****


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Section A15

Hotel Load


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Hotel Load With Siemens

DLW has placed PO No 090980180.11289186 dt 27.01.2011 on M/s Siemens for

supply of 8 nos AC-AC traction system for WDP4B locomotive with integrated

Hotel Load Inverter module and Distributed Power System as per RDSO Spec

no.MP.0.24.00.43 (Rev.02) July, 2009. The Hotel Load supply contains the

followings additional items with AC-AC traction system: Hotel Load Inverter resides in Traction Control Cabinet (TCC).

Modified ECC#1 & 2

Hotel Load Transformer.

Expansion tank for Transformer.

Oil Cooler for transformer.

Feeder contactor Box(ECC#4)

The advantages of Hotel load with Siemens system in compare to other

manufacturer are as under:

Consume less space as Hotel Load Inverter resides in TCC cabinet.

Hotel Load Transformer provides following advantages

Isolation of Power source

Act as a filter to reduce the harmonics and transients.

The first prototype Hotel Load system of Siemens make is expected to be

manufactured in August2012.

ECC#4

Transformer


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Section A16

Connecting Rod (Press-

Forging)


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Connecting Rod (Press-Forging)

Introduction:Press forging method uses a slow squeezing action of a press to transfer a

great amount of compressive force to the work piece. This way it differs from

the hammer forging operation, where most of the energy is absorbed by themachine and foundation. In comparison to hammer forging, closer tolerances

can be achieved in Press Forging. Press forging is economical for mass

production. Connecting Rod Cap integral with Rod for ALCO loco is being

manufactured by Press forge process in two strokes with one heat.

Advantage:

The press-forged design of connecting rod cap integral with rod will bring

significant benefits:

The connecting rods are manufactured by press forging so as to

eliminate / reduce the operation of weight removal during machining on

the web.

The elimination of milling operation on the web portion will eliminate

chances of stress raisers being generated which are a potential cause

of connecting rod breakage.

No chance of weakening of web thickness at gun drill hole location due

to excess material removal on the web by milling machining.

Better Grains flow lines achieved by press forging.

Better mechanical properties like UTS, RA, E, Izod & Hardness meet

by press forging.

Cut Section Showing Grain-Flow


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Section B

Compendium of failure

investigations

Page | 61


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Page | 62

AN INTRODUCTION TO DESIGN BULLETINS

Every knowledge based organization has considerable tacit

based knowledge resident with the individuals who have

been part of the problem solving process. Unfortunately,

with the change of roles, this knowledge tends to be lost to

the organization.

Design Bulletin aims to capture and embed this tacitknowledge in the organization knowledge domain. The

bulletin, therefore, not only provides the solution but also

the process. Since the solution may involve action by

multiple agencies, the bulletin provides a structure to the

role of each agency for achieving the solution.

First Design Bulletin was issued on 04.06.2010 and till date35 bulletins have already been issued. A compilation of 14

nos bulletins has been included in this issue of Soochna.

The design bulletins have also been posted on DLW web

site for a wider footprint to the solutions. Also since most of

the bulletins are related to the field problems, it will enable

faster dissemination to the customer.


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Page | 63

Index

SNDesign Bulletin No. Subject Page No.

1 DB/02/2011/03Swollen perforated sheet around cab light

eject the cab light

64 to 65

2 DB/02/2011/10Problem of breakage of dead lever assembly

& slack adjuster of EMD locomotives

66 to 68

3 DB/01/2011/10Repair of longitudinal cracks in airbox

channels.

69 to 71

4 DB/01/2011/12Failures of Bypass sight glass bowl in

spinon Fuel filter assembly

72 to 75

5 DB/01/2011/13Fitment procedure of Air Duct assembly LB

& RB

76 to 78

6 DB/01/2011/14Load control /regulation (LR activation) in

WDG4/P4B.

79

7 DB/01/2012/15Modified inspection procedure of Air Duct

assembly LB & RB

80 to 84

8 DB/01/2012/16Provision of chamfer in Alco M.B.

Cap(Inter) to PL No.10142034

85

9 DB/03/2011/02

Issue of failure of locomotive No.WDP4B

40021 due to abnormal operation of PCS

circuit.

86 to 87

10 DB/03/2012/01

Issue of failure of Amphenol plug of engine

governor (Woodward) in HHP

Locomotives.

88 to 89

11 DB/03/2012/02Use of additional horn button switch for

assistant loco pilot in WDG4/WDP4B

90

12 DB/02/2012/02 Infringement of dust bin blower 91 to 92

13 DB/02/2012/03 Problem of side bearer plate 93 to 94

14 DB/02/2012/04Problem of wire rope sling fouling with

projected portion of underframe

95 to 97


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0 1 2 3 4 5 6 7 40 0 7 8 7 9 2 7

1 1 1

1 1 1

0 5 0 0 0 0

0

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0 1 2 3 4 5 2 6 7 5 8 9 9 3 2 6 8 7

2 8 6 54 7 8 5

0 1 7 8 6 5 2 6 3 9 2 8 6 5 4 7 8 52 5 9 3 9 9 9 5 3 9 7 8 9 5 8 6 5 5 5

4 3 3 2 8 4

0 1 2 3 4 5 2 6 7 8 4 9 3 9 3 2 7 3 6 8 3 9

0 5 6 9 3 8 4 5 5 5 95 9 9 5 3 9 7 8 9 5 8 6 53 2 6 8 9 2 8 6 54 7 8 5 7 7 5 2 8 5 0 5 6 9 3 8 2 5 9 5 5 5 5 9 2 3 5 7 8 9 5 8 6 53 2 6 8 9 5 9 9 5 3 9 7 8 9 5 8 6 5 8 7 9 6 8 3 2 5 2 9 5 2 5 8 5 5 54 3 3 2 8 4 0 5 6 9 3 6 5 9 5 2 8 9 6 53 2 3 5 7 8 9 5 2 3 5 9 9 5 3 9 7 8 9 5 8 6 5 8 7 9 6 8 3 2 5 2 9 5 2 5 8 5 5 8 2 5 5 9 3 8 2 5 9 5 3 9 9 5 7 8 9 5 8 6 58 9 8 9 7 53 2 3 3 9 7 8 9 5 8 6 5

8 9 2 5 9 2 5 2 5

0 2 8 6 54 7 8 5

0 2 8 2 5

0 7 7 5 2 8 5

0 9 7 5 4 2 3 5 6 3 2

0 5 6 9 3 8 2 5 9 5 5 5 5 95 9 9 5 7 8 9 5 8 6 53 2 6 8 9 5 2 6 3 3 7 5 2 7 8 9 5 8 6 5 6 5 6 5 2 8 2 5 7 7 5 2 8 5 5 54 3 3 2 8 4 0 5 6 9 3 8 9 7 53 2 3 3 9 7 8 9 5 8 6 52 5 4 5 6 5 7 5 26 3 3 7 5 2 7 8 9 5 8 6 56 5 6 5 8 9 7 54 2 3 5 6 3 2 5 54 3 3 2 8 4

8 9 2 5 9 2 5 2 5

0 1 3 2 8 7 5 4 5 3 8 5 8 5 5

0 2 8 6 54 7 8 50 7 7 5 2 8 50 1 2 3 4 5 2 6 7 5 8 9 9 3 2 6 8 5 7

2 8 6 54 7 8 5 0 1 7 8 6 5 2 6 8 5 7 3 9 2 8 6 54 7 8 52 5 9 3 9 8 5 26 3 3 7 5 2 3 9 9 7 8 9 5 8 6 5 5 54 3 3 2 8 4

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0 1 2 3 4 5 6 7 89 8 3 3 3 7 3 4 9 9 3 7 8 3 4 39 6 4 7 4 3 3 6 3 8 8 30 1 2 3 4 5 6 7 89 6 3 7 6 9 7 3 3 3 7 7 8 3 4 39 9 9 7 6 7 8 6 3 7 4 3 7 3 9 6 7 6 32 9 3 9 4 7 54 3 6 3 7 8 3 6 7 6 4 0 1 2 3 4 5 6 7 89 6 3 7 6 9 7 3 3 3 7 7 8 3 4 39 9 9 7 6 7 8 6 3 7 4 3 7 3 9

9 3 6 32 9 3 9 4 7 54 3 6 3 7 8 3 6 7 6 4

0 1 2 3 4 5 6 7 89 6 7 4 3 3 3 3 74 3 7 3 6 7 39 2 9 3 9 9 6 3 7 8 3 9 4 3 7 3

6 7 39 9 3 6 3 2 9 3 9 1 7 5 4 3 6 3 7 8 3 6 7 6 4

0 1 2 3 4 5 6 7 89 6 7 4 3 3 3 3 74 3 7 3 6 7 39 2 9 3 9 9 6 3 7 8 3 9 4 3 7 3 6 7 39 6 7 6 32 9 3 9 1 7 5 4 3 6 3 7 8 3 6 7 6 4 1 6 6 4 6 3 7 6 9 7 9 6 4 9

9

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0 1 2 3 1 4 5 6 7 3 8 2 9 1 9 8 3 6 2 1 7 4

2 3 6 2 4 8 2 1 8 9 1

9 4 8 2 9 8 7 1 7 6 5 1

1 2 3 1 3 1 1 2 8 2 1 8 9 1 9 4 8 2

9 8 7 1 7 6 5 1 8 2 5 1 79 1 2 3 1 4 8 2 1

3 4 2 3 6 2 7 6 5 1

6 7 3 8 2 9 1 1 3 1 1 2 6 2 7 6 5 1 8 9 1 9 8 3 6 2 8 5 4 9 8 2 5 8 9 1 2 3 6 2 8 2 1 4 9 8 3 6 9 2 1 7 7 9 8 3 6 2 8 5 4 8 4 8 1 6 7 1 3 1 1 2 8 9 1 8 2 1 1 2 6 2 9 8 3 6 2 8 5 4 6 2 7 6 5 1

8 9 1 6 3 6 2 3 3 8

6 7 3 8 2 9 1 4 3 1 4 8 9 1 9 4 8 2

9 8 7 1 7 6 5 1 8 2 13 9 1 2 3 1 4

2 3 6 2 1 7

8 3 2 1 7 7 9 4 8 2 9 8 7 1 7 6 5 1 8 2 1

8 9 1 6 3 6 2 3 3 8

8 3 2 1 7 7 3 4 8 2 1 8 9 1 6 3 6 2 3 3 8

2 1 3 4 8 2 1 8 4 1 2 1 7 7 1 3 1 1 2 0 4 8 2 9 8 7 1 7 6 5 1 8 2 1 8 9 1 8 2 5 3 4 7 6 5 1 8 2 1 8 9 1 6 3 6 2 3 3 8 6 1 2 7 6 2 1 3 1 1 2 8 2 1 8 9 1 3 4 2 3 6 2 7 6 5 1 8 2 5 9 1 2 3 1 4 1 4 7 6 5 1 1 7 9 4 8 2 9 8 7 1 7 6 5 1

8 2 1

6 1 2 7 6 2 1 3 1 1 2 9 1 2 3 1 4 6 2 1

9 1 2 3 1 4 1 7 3 4 7 6 5 1 8 2 18 2 5

8 2 1 8 9 1 8 3 1 49 1 47 6 5 1

6 1 2 7 6 2 1 3 1 1 2 9 1 2 3 1 4 6 2 1

9 1 2 3 1 4 1 7 3 4 7 6 5 1 8 2 18 2 5

9 1 2 3 1 4 6 2 1 1 7 0 4 8 2 9 8 7 1

7 6 5 1 8 2 1 4 6 1 4 0 4 8 2 9 8 7 1 7 6 5 1 8 2 1 8

8 9 1

4 8 9 14 2 1 7 7 8 8 9 6 2 6 2 8 9 1 4 7 8

6 1 2 7 6 2 1 3 1 1 2 8 2 1 8 9 1

9 4 8 2 9 8 7 1 7 6 5 1 3 6 2 7 6 5 1 8 9 1 9

2 3 6 2 8 2 1

6 1 2 7 6 2 1 3 1 1 2 8 2 1 8 9 1 9 4 8 2 9 8 7 1 7 6 5 1 8 2 5 9 1 2 3 1 4 3 6 2 1 7 6 7 3 8 2 9 1 1 3 1 1 2 9 1 2 3 1 4 2 3 6 2 1 7 9 8 3 2 1 7 7 2 3 6 2 8 2 1 8 9 1 4

9 6 3 6 2

0 1 2 3 1 4 5 6 7 3 8 2 9 1 8 5 4

2 3 6 2 1 7

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0

1 2 3 4 2 5 6 7 8 4 9 3 2 2 4 2 2 3 4

9 4 7 3 2 8 5 3 4 7 3 0

1 2 3 4 2 5 6 7 8 4 9 3 2 9 4 7 3 2 8 5

3 4 7 3 5 9 3 2 9 2

5 9 3 9 8 2 8 7 6 2

2 3 4 2 4 2 2 3 9 3 2 9 2 5 9 3 9 8 2 8 7 6 2 9 3 6 2 8 2 3 4 2 5 9 3 2 0 4 5 3 4 7 3 8 7 6 2 0 7 8 4 9 3 2 2 4 2 2 3 7 3 8 7 6 2 9 2 9 4 7 3 9 6 5 9 3 6 9 2 3 4 7 3 9 3 2 5 0

9 4 7 3 2 8 8 9 4 7 3 9 6 5

9 5 9 2 7 8 2 4 2 2 3 9 2 9 3 2

2 3 7 3 9 4 7 3 9 6 5 7 3 8 7 6 2

9 2 7 4 7 3 4 4 9

7 8 4 9 3 2 5 4 2 5 9 2 5 9 3

9 8 2 8 7 6 2 9 3 24 2 3 4 2 5 3 4 7 3

2 8 0

9 4 3 2 8 8 5 9 3 9 8 2 8 7 6 2 9 3 2 9 2 7 4 7 3 4 4 9 9 4 3 2 8 8 4 5 9 3 2 9 2 7 4 7 3 4 4 9 3 2 4 5 9 3 2 0 9 5 2 3 2 8 8 2 4 2 2 3 1 5 9 3 9 8 2 8 7 6 2

9 3 2 9 2 9 3 6 4 5 8 7 6 2 9 3 2 9 2 7 4 7 3 4 4 9

7 2 3 8 7 3 2 4 2 2 3 9 3 2 9 2

4 5 3 4 7 3 8 7 6 2 9 3 6 2 3 4 2 5 0

7 3 8 7 6 2 2 5 9 3 9 8 2 8 7 6 2 9 3 2

7 2 3 8 7 3 2 4 2 2 3 2 3 4 2 5 7 3 2

0

2 8 4 5 8 7 6 2 9 3 29 3 6 2 3 4 2 5

0 0 0

7 3 2 2 8 1 5 9 3 9 8 2 8 7 6 2 9 3 2

7 8 4 9 3 2 2 4 2 2 3 2 3 4 2 5 7 3 2 2 8 4 5 9 3 24 9 3 2 9 2 0 5 7 2 5 1 5 9 3 9 8 2 8 7 6 2 9 3 2 0 0 9 9 2 5 9 25 3 2 8 8 9 9 7 3 7 3 9 2 5 8 9

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00 1 2 3 45 6

7 8 9

3 3

3

7 9 9

7

3 4

6 3

7

9 7 7 7 7 7 7 7 7 7 7 7 7 7 7 9 9 7 9 7 7 7 7

0 1 1 2 1

6 5 5 6 0 0

6 0 0 4 5 0

1 1 0 1 1

5 6 5 6 5 6 0 5 0

6 6 5 2

5 0 0 5

6 4 5 5 6 6 5

5 5 5 0 5 5 5 2 6 5 0 1 6 1 4 0 1 1 5 5 6 3 3 25 0 0 0 0 6 5 6 5

0 0 5 6 0

6 5 6 4 4 5 0 2 4 6 2 6 2 0 2 0 6 2 2 4

9

7 7 7 9 7

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Section C

Compendium of failure

investigations


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INDEX

SN LAB No. Subject Page No.

1 C&M/F35Failure analysis of EXHAUST

SCREEN 100 to 102

2 C&M/F07Failure analysis of MAIN BEARING

BOLT 103 to 106

3 C&M/F13Failure analysis of EXHAUST

VALVE(CYLINDER HEAD) 107 to 110

4 C&M/F3334Failure analysis of BEARING

BRACKET (LB) 111 to 114

5 C&M/F39Failure analysis OF COIL SPRING.

115 to 118

6 C&M/F1011Failure analysis of WATER PUMP

SHAFTS 119 to 124


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SUB: FAILURE-INVESTIGATION OF EXHAUST SCREEN to EMD Part No.

9557143 (OF LOCO No. 12152), RECEIVED FROM DLS/HUBLI.

REF: Letter No.(i) H/M/Dsl/Stores/DLW, Dtd. 12.10.2011 of Sr.DME (D), DSL, Hubli.

(ii) Letter No.dlw.65.m.57G, Dtd. 17.10.2011; OF SSE/Eng./DLW

1. BACK-GROUND:

i. The subject component had got failed in service and was noticed during 3rd Yly. Schedule on

12/9/2011. It was of M/s Ranflex make [as mentioned in the letter under Ref. (i)].

ii. The date of commissioning of the Loco was 04/09/08. Thus, obtained Service life was

about three (03) years.

iii. During investigation at the Shed; it was found that, the Screen (S.No. RF 12-07/2-58) had

got damaged.

iv. The failed item was forwarded to this Lab., for detailed investigation, against the

communication under ref. (ii).

v. Results /Finding of the Examinations & Tests are furnished hereunder.

2. VISUAL EXAMINATION:

i. Regarding source of supply, Pnt. No. 1 (i) above refers to.

ii. About 1 of a concentric portion had got parted away, from its center (not received

here) and about 1/4thof one its quadrant (from two adjoining quadrants) had also got

parted (this fragment was received here).

3. CHEMISTRY (Wt %):

Elements Findings Specified Range / Limit(As per AISI Grade- 410),

C 0.13 0.15 Max . .

Mn 0.52 1.00Max. .Si 0.044 1.00Max .S 0.028 0.030 Max

P 0 .024 0.040 Max

Cr 13.48 11.50 13.50

Ni TRACE Not Specified4. Avg. HARDNESS:

Finding Specified Range (As per AISI 410)/Annealed Condition

25RC/ 255 BHN 137-165 BHN (75-85 RB)


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5. METALLOGRAPHY (at X100):

A sample-piece, for Micro-structural studies, was cut-out from a nearby vicinity of one parted

edge. The same revealed: - Tempered Martensite with equiaxed Ferrite Grains & DeltaFerrite.

6. DISCUSSIONS:

i. Chemistry of the sample was O.K. as per the specified grade AISI 410.

ii. Hardness of the sample was very high against as specified for annealed condition.

iii. Screen Matl. was in deviation. The same revealed Matrix of Tempered Martensite with

equiaxed Ferrite Grains &Delta Ferrite in lieu of annealed.Delta ferrite, in Hardened

condition, should be avoided to attain the best mechanical properties. Temp. control

during Austenitisation is also important for preventing Delta Ferrite formation. Such

inhomogenity in the matrix also reduces the overall Toughness.iv.

7. CONCLUSION:

In this Case, failure is attributeable to the deviation noticed in matrix and High Hardness as

well.

Temperedmartensite.

Equiaxed

Ferrite

Grains.

Delta Ferrite


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8. REMEDIAL MEASURES:

The Basic matl. should be used in proper H/T condition.

C&M/F-35 DATE: 23.12.2011

Dy.C.CMT

DLWDistribution:

i) CQAM/DLW: - For kind information.

ii) CDE / DLW : - For kind information and necessary action, please.

iii) Dy CDE (Eng) / DLW: - For information and necessary action, along-with an extracopy of this report, for onward disposal to the involved

Shed, please.

Encl. one

Annex.-A

Exhaust Screen (Make- Ranflex)CMT Lab No. C&M F-35

.

1 2

3

Exhaust Screen cracked eccentrically circular

about 1 Dia, along a Radial direction and to

a certain extent along the outer circumference


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Sub:- FAILURE - ANALYSIS OF MAIN BEARING BOLTto PART NO.16141593/

40056030 (installed in LOCO NO.12188), received from AWM/Engine.

Ref.: Letter No.SSE/ES/EMD/47, Dtd. 25.4.2011; of AWM/Engine.

1.BACKGROUND:

i. The subject component was found broken at BGKT Shed.ii. No other detail/Prima facie report was available with the referred letter.

iii. The component was forwarded to this Lab., for detailed investigation, with the letter

under reference.

iv. Findings /Results of the carried-out Examinations &Tests are furnished hereunder.

2.VISUAL EXAMINATION:

i. Identification mark found on the Head of the Bolt was POOJA FORGE.

ii. The Bolt had got broken from the first Thread into two Fragments.

iii. A Longitudinal-Crack (Typically of a Quenching-Crack type and of about 10 mm in

depth), throughout the length (i.e. covering threads, body and head) was noticed on the

Bolt.

iv. Fracture faces of both the Fragments revealed Characteristic Brittle-fracture, with

clearly defined Beach marked also (Typically Characteristic to Fatigue). The extent of

Fatigue-Crack was about 60 % (originating from root of the Crack). Rest of the

Fracture-face was Crystalline (i.e. last Instantaneous Rupture).

v. Relevant Photo-prints (Nos. 1 to 7), in support of the above said flaws and

appearances, are depicted in Annex. A.

3. CHEMISTRY ( Wt%):

ELEMENTS FINDINGS SPECIFIED Range/Limit, as per

EMS-82/ GM300-M

C 0.45 0.28 - 0.55

P 0.009 0.040Max.S 0.010 0.045Max

Mn 0.91 Obviously Present from Fe-Si & Fe-Mn, used for

Si 0.25 Killing the melt and to increase Hardenibility.Cr 0.99 Should be present (though Limits / Ranges are

Mo 0.18 not specified).

Ni 0.05 Considered as Tramp element.Cu 0.11 - Do - and to increase Corrosion Resistance.

Al 0.016 As remnant after Killing the Steel.


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4. Avg. HARDNESS (Rc):-

FINDINGS SPECIFIED Range/Limit, as per

EMS-82/GM300-M

34 33 39

5. METALLOGRAPHY :-

(a)Macro Examination (at X20):

Sample revealed(i) Longitudinal Quenching-Crack, extending across Cross-section and

(ii) Rolled Threads (ref. Fig No. 1 / Annex. B)

(b) Micro-Examination (at X 100 & X 200):Micro-specimen was cut-out from a nearby vicinity of the fracture. It revealed

(i) No detrimental inclusion, in unetched condition.

(ii) In Etched Condition, Tempered Martensitic Matrix with Quenching Crack was

revealed and(iii) Mode of Threading as Rolled.

Relevant Photomicrographs (Nos. 1 to 4) are printed in Annex. B.

6. DISCUSSIONS :-(i) Chemistry, Hardness & mode of Threading of the Bolt were satisfactory. In fact, the Steel

used was a good quality one.(ii) Root of the Longitudinal Quenching-Crack (existing through out the length on the Bolt and

its root, serving as the Fatigue nucleus, led to Stress Concentration - obviously higher at the

Threaded portion; which ultimately gave rise to initiation and propagation of Fatigue- Crack

and when the Endurance Limit was crossed, the final instantaneous rupture had occurred inBrittle mode.

7.CONCLUSION:-Failure of the component is attributed to the point said at 6 (ii), above.

8. REMEDIAL MEASURES:-

H/T cycle must be wisely worked-out and monitored as well, to ensure freedom from such

Quenching-Cracks.

Encl: Annex. A & B

DYCCMT

No. C&M/F-07 DATE: 07.06.2011

Distribution:-

(i)CQAM/DLW .

(ii)CDE/DLW For kind information

(iii)Dy CME (Eng)/ DLW

(iv)Dy.CDE(Eng.)/DLW: - With an additional copy, for onward disposal to the Shed.

Encl.-One


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Annexure-A

(1) (2)

(3) (4)

(5)

(6) (7)Fracture-face (at thread end, opposite to Head) Fracture-face (of the body, Counter part,

against Fig.6)

Identification mark

Longitudinal Quenching-Crack,throughout the length of body, & Head

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