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Title: GMEMD LOCOMOTIVES


1
(No Transcript)
2
  • GM-EMD LOCOMOTIVES

Shubhranshu Chief Motive Power Engineer/Diesel Sou
th Western Railway
3
SCHEME OF PRESENTATION
  • Brief History
  • Specifications and features
  • How it Works
  • Performance in the Field
  • Recent Developments

4
EMD LOCOMOTIVES
  • A BRIEF HISTORY

5
DIESEL TRACTION A Journey
  • 1961 Setting-up of DLW
  • 1964 First Diesel Locomotive with DC-DC
    traction arrangement
  • 1994 Introduction of AC-DC technology
  • 1999 Introduction of EMD Locos AC-AC
    technology with GTO based TCCs
  • 2006 Introduction of AC-AC technology with IGBT
    based TCCs

6
EMD MILESTONES IN INDIA
127 YDM3 Locomotives in 1961 at Sabarmati
7
EMD MILESTONES IN INDIA
72 WDM4 Locomotives in 1961 at MGS
8
EMD MILESTONES IN INDIA
Contract for 21 EMD Locos GT46MAC signed in
1995 The First WDG4 with EMD Colour Scheme
9
EMD MILESTONES IN INDIA
The First WDP4- 2002
10
EMD MILESTONES IN INDIA
DLW sets-up a State of the Art Technology Centre
in 1996
11
EMD MILESTONES IN INDIA
First WDG4 made indigenously in DLW in 2000
12
EMD MILESTONES IN INDIA
First WDP4 made indigenously in DLW - 2003
13
EMD MILESTONES IN INDIA
First 4500hp IGBT WDG4 made in DLW in 2006. Also
known as GT46ACe
14
TRANSFER OF TECHNOLOGY
  • GM-EMD selected after a world-wide search through
    Global Tender
  • Contracts signed in October 1995
  • For supply of 13 Assembled and 8 PKD kits for
    assembly at DLW
  • Transfer of Technology for design, manufacture
    and maintenance of GT46MAC locos and Family of
    710 series of Diesel Engines

15
DIESEL LOCOMOTIVE WORKS
16
TRANSFER OF TECHNOLOGY- SCOPE
  • DURATION 10 YEARS FROM JAN 96
  • FOR GT 46 MAC LOCOMOTIVES AND FAMILY OF 710
    ENGINES ( 3000 HP, 4000 HP AND 5000 HP)
  • FOR ALL ITEMS MADE IN-HOUSE BY GM
  • TRAINING OF INDIAN RAILWAYS PERSONNEL IN
  • SYSTEM INTEGRATION DESIGN
  • MANUFACTURE OF LOCOMOTIVES
  • MAINTENANCE OF LOCOMOTIVES
  • MUTUAL EFFORTS FOR SUPPL DEVELOPMENT

17
MODALITIES FOR TOT ABSORPTION
  • Training of IR personnel in GM-EMD factories in
    USA and Canada
  • Training by GM-EMD experts in India DLW and
    Hubli
  • Supply of Documents Drawings/Specs
  • GT46 MAC manufacturing video tapes
  • Teleconferences

18
GT46 - A VARIANT OF SD70
  • GT46MAC

Single Cab
Full Width Cab
A C
Turbocharged
16 Cylinder
19
DC-DC TRACTION
  • The prime mover, i.e., Diesel engine drives an
    electric generator directly coupled to it and
    produces direct current output.
  • The traction motors are of direct current type
    and are supplied the DC output of the electric
    generator.
  • Thus the generation as well as utilisation ends
    deploy DC machines in this system.

20
DC-DC TRACTION - DISADVANTAGES
  • Not amenable to high degree of control of
    traction characteristics.
  • Maintenance intensive electrical machines
  • Lower reliability
  • Commutator-carbon brush system
  • Heavier Equipment

21
AC-DC TRACTION
  • In this system, the generator was replaced with
    an alternator.
  • The maintenance requirements at the generation
    end were brought down considerably.
  • This facilitated the development of higher
    capacity locomotives without much increase in
    size.
  • However, the utilisation end still posed a
    constrained wherein DC motors were still in use.

22
AC-AC TRACTION
  • AC machines introduced both at the generation end
    and the utilisation end.
  • Made possible with advances in power electronics,
    which led to development of high capacity
    switches with very precise control.
  • Deploys variable voltage, variable frequency
    system to meet all the traction needs.
  • Initial locos were equipped with GTO based
    traction control converters for converting the DC
    into controlled AC supplies.

23
EMD LOCOMOTIVES
  • SPECIFICATIONS AND FEATURES

24
BASICS
  • 710 G3B type 16 cylinder, 2-stroke diesel engine
  • Main Computer- EM2000
  • Computer controlled traction system
  • Computer controlled Brake system
  • High adhesion
  • Fuel efficient
  • Low maintenance

25
Continued.
  • High adhesion levels controlled creep gtgt high
    tractive effort
  • Excellent dynamic brake
  • High availability and reliability
  • Operator friendliness
  • Ergonomic control stand
  • Fool-proof, non-fatiguing computer control
    alerter system
  • Sealed twin beam headlight
  • Easy interaction and guidance for trouble
    shooting (through EM2000)
  • Ease of verification of safety devices

26
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27
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28
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29
Unit exchange type Power assembly
30
BENEFITS OF GM LOCO
  • Lower Maintenance means smaller
  • shed infrastructure
  • Fewer locos mean fewer running staff
  • Higher HP and tractive effort mean
  • longer and faster trains
  • Longer trips mean greater operational flexibility

31
MAIN FEATURES
  • AC-AC Traction
  • High Tractive Effort due to state of the art
    Creep Control
  • 4000hp 54t Tractive Effort
  • Highly effective Dynamic Braking System available
    up to near stand still.
  • High Fuel Efficiency, Low Lube Oil Consumption
  • Longer trips 90 days

32
MAIN FEATURES
  • The locomotive is designed to achieve
  • Maximum stall starting torque of 54 Tonnes.
  • Maximum dynamic braking effort of 27 Tonnes.
  • The despatchable adhesion of 43.
  • Very low engine idle RPM 200.
  • Higher fuel and lube efficiencies
  • Low Maintenance requirement

33
MAIN FEATURES (contd..)
  • On-board fault diagnosis system and fault
    recording system.
  • Computer controlled brake system with facility
    for self testing and self diagnostic features.
  • On-board self test feature for working of
    important loco systems like relays and
    contactors, fans, blowers etc.
  • Self test feature for Available Traction Power
    from the locomotive through Self Load Test.

34
MAIN FEATURES (contd..)
  • Sturdy, Bolsterless bogie design with Huck
    fastening arrangement leaving the undertruck
    virtually maintenance free.
  • Use of hydraulic dampers ensures good ride index
    and availability of yaw dampers ensures smooth
    running at high speeds.
  • Amenable for upgradation to haul longer trains in
    undulating terrains with installation of IDP or
    LOCOTROL Systems.

35
INTRODUCTION TO GT46 MAC/PAC
  • Two stroke turbo charged diesel engine of 710 G3B
    type from General Motors electro motive group.
  • Traction alternator of TA17-CA6B type having two,
    3-phase, alternating current generators.
  • Two rectifier assemblies mounted on the front of
    the traction alternator within its housing for
    converting 3-phase AC output into DC power.

36
  • WDG4/WDP4 locomotives are equipped with 4000HP, 2
    stroke Turbocharged diesel engines.
  • Locomotive consists of four microprocessors.
  • 1. One loco control computer EM2000
  • 2. Two Traction computers ASG
  • 3. One Air brake computer CCB

37
GT46MAC - LAYOUT
1) Head light 2) Inertial Filter Air Inlet 3)
Starting Fuse and Battery Knife Switch 4)
Handrails 5) Cooling System Air Inlet 6) Radiator
and Fan Access 7) Coupler E Type 8) Sanding Box
(8)
9) Jacking Pads (4) 10) Wheels (6) 11) Fuel
Tank 12) Compressed Air System Main
Reservoirs 13) Battery Box 14) Trucks (3 axle 3
motor HTSC type) Qty. 2 15) Underframe 16)
Dynamic Brake Grids 17) Dynamic Brake Fans (2)
38
GT46MAC - LAYOUT
14. Primary Fuel Filter 15. Air Compressor 16.
Radiators 17. AC Radiator Cool. Fans (Qty. 2) 18.
Draft Gear 19. Compressor Filter 20. Lube Oil
Filter Tank 21. Lube Oil Strainer 22. Lube Oil
Sump 23. Main Generator Assembly 24. No.1 Elect.
Cntrl. Cabt Air Filt. 25. Traction Motors (Qty.
6)
1. 1 Electrical Control Cabinet 2. Fuel Pump 3.
Engine Starting Motors (Qty. 2) 4. Traction
Control Cabinet 5. Traction Motor Cooling
Blower 6. Main Gen. Assembly Blower 7. Engine
Exhaust Stack 8. Engine Exhaust Manifold 9.
Diesel Engine 10. Governor 11. Engine room
Vent 12. Engine Water Tank 13. Lube Oil Cooler
39
EMD LOCOMOTIVES
  • HOW IT WORKS

40
THE ENGINE 710G3B
41
ENGINE ROOM
42
THE ENGINE
  • 16 Cylinder two stroke 45 degrees V Engine.
  • Compression ration 116.
  • Swept volume 710 cubic inches.
  • Engine control through Woodward Governor.
  • Equipped with mechanical unit injectors.
  • Unit replacement facility for power assemblies.
  • No valve seat inserts

43
SALIENT FEATURES
  • 710 G3B ENGINE

16 cylinders
710 cu in displacement
Railroad Application
Turbo Model G
44
THE ENGINE
  • Engine Model(s) 710G3B
  • Number of Cylinders 16
  • Engine Type Two-Stroke, Turbocharged
  • Cylinder Arrangement 45 V
  • Compression Ratio 161
  • Displacement per Cylinder 710 Cu inches (11 635
    cc)
  • Cylinder Bore 230.19 mm (9-1/16)
  • Cylinder Stroke 279.4 mm (11)
  • Rotation (Facing Flywheel End) Counterclockwise
  • Max. Speed 904 RPM
  • Normal Idle Speed 269 RPM
  • Low Idle Speed 200 RPM

45
710 G3B ENGINE
  • DIRECTLY DRIVES
  • TRACTION ALTERNATOR
  • COMPANION ALTERNATOR
  • AUXILIARY GENERATOR
  • AIR COMPRESSOR
  • TRACTION MOTOR BLOWER

46
ENGINE SCHEMATIC
47
PISTON AND CON-ROD
Cast Steel Pistons Simple Design Splash
Lubrication
48
CYLINDER LINER
Cast Iron Laser Hardened Water Jacketed Side
Ports for 2-stroke Design
49
GEAR TRAIN
50
THE CRANKSHAFT
51
THE CRANKSHAFT
52
TRACTION ALTERNATOR
  • Out put voltage ranges from 600 to 2600 Volts.
  • Consists of two independent stator windings and a
    rotating field common to both the windings.
  • AC output rectified to DC by rectifier banks and
    permanently connected in series.
  • The output of traction alternator is used only
    for traction power.

53
COMPANION ALTERNATOR
  • Built in the same housing of the traction
    alternator but electrically independent.
  • Rated at 250 KVA - produces maximum of 230 volts
    at 900 engine rpm.
  • Output is used to drive Radiator fans, exciting
    Traction alternator field and other AC blower
    motors.

54
  • Engine power is generated based on the following
    signals
  • Barometric measure.
  • Engine protection power limit (Dirty engine air
    filters).
  • Turbo over speed power limit (surges)
  • Engine overload protection limit through load
    regulator of Woodward Governor.
  • Engine temperature power limit based on
    temperature signal from Engine temperature
    probes.

55
TRACTION CONTROL CABINET
  • ONE INVERTOR PER BOGIE
  • CONVERTS DC INTO VARIABLE VOLTAGE VARIABLE
    FREQUENCY 3-PH POWER FOR TRACTION MOTORS
  • CONVERTS AC FROM DYNAMIC BRAKING INTO DC
  • SIBAS 16 TRACTION CONTROL COMPUTER

56
TRACTION CONTROL COMPUTER
57
TCC COMPUTER
  • This computer controls the actions of traction
    control converter.
  • It interacts with the main locomotive control
    computer, i.e., EM 2000 through RS 485 serial
    link.
  • The control of traction power is established
    through this computer in coordination with EM
    2000. It also monitors various other parameters
    like temperature of various components, voltages,
    current, status of relays etc.,
  • The computer performs all these functions through
    a set of 28 electronic modules. Each electronic
    module performs different functions monitor
    different parameters.

58
  • Two GTO based traction control converters for
    inverting the DC output of main generator into
    controlled AC supply for traction motors.
  • Six AC traction motors in GT46MAC and 4 AC
    traction motors in GT46PAC locos at the
    utilisation end.

59
GATE UNITS PHASE MODULES
The units actually involved in the process of
inverting DC into AC
60
THE AC-AC SYSTEM OF EMD LOCOS
61
DC LINK CAPACITORS
Ensures constant DC voltage supply to Inverters
62
TRACTION MOTOR
  • Four pole, 3-phase AC squirrel cage induction
    motor.
  • Eliminates complexities of commutator, brushes
    and brush holders of DC motors.
  • AC motors eliminates the requirement of
    conventional transition systems.
  • Rugged and virtually maintenance free.
    Overhauling periodicity at 6 years.
  • Externally cooled nose suspended.
  • Sensors for speed and temperature measurements.
  • Oil lubricated bearing at the drive end.
  • Grease lubricated sealed bearing at non drive
    end.

63
  • AC Traction Motor
  • vs
  • DC Traction Motor
  • Size is considerably
  • smaller
  • Much simpler
  • Coupled with suitable
  • control system gives
  • superior traction

64
THE LOCO CONTROLLER
EM2000 Computer
65
EM 2000 COMPUTER- FEATURES
  • Uses a 32 bit microprocessor.
  • Information can be downloaded to a lap top
    computer.
  • Flexible and expandable to accommodate future
    system
  • enhancements.
  • Complete self diagnostics.
  • Archived unit history data.
  • Provides self test feature.

66
EM 2000
  • The main locomotive control computer. Interacts
    with the two Traction Controller Computers and
    the CCB computer.
  • Important functions
  • Traction alternator excitation control.
  • Monitoring position of various control devices
  • Displays various data which includes fault
    related information, running totals, locomotive
    details etc.
  • Data interchange through DIO and ADA Cards.
  • Interacts with other computers through COM cards.

67
EM 2000 BLOCK DIAGRAM
68
EM2000 - Features
  • EM2000 helps conduct
  • Self load test without an external load box
    wherever and whenever required.
  • Contactors and relay test for self diagnostics
  • Blower motor test.
  • Excitation test of main generator field and its
    controls.
  • Air brake self test.

69
EM2000 Safety Features
  • Alerter vigilance control system.
  • Opposite direction brake.
  • Automatic sanding of wheels for correcting wheel
    slips.
  • Automatic emergency braking to prevent
    overspeeding.
  • Tractive effort limiting feature while passing
    over weak bridges and tunnels.
  • Locked wheel/slipped pinion detection.

70
EM 2000 INTERACTION
71
CONTROL CONSOLE
72
DIAGNOSTIC DISPLAY PANEL
  • It is the display unit of EM 2000 wherein the
    required parameters fault messages are
    displayed.
  • It also accepts inputs through the keys provided
    on the display.
  • It is used by maintenance operational people
    for interacting with EM 2000.

73
DDS
74
ENGINE CONTROL PANEL
75
LOCOMOTIVE TRUCK ASSEMBLY
76
HTSC BOGIE
High Tensile Steel Cast Bogie
77
LOCOMOTIVE TRUCK ASSEMBLY
Bolster-less design Supports the weight of the
loco and transfers traction to rails Loco weight
is transferred directly to bogie frame through
secondary rubber springs. Three AC Traction
Motors Although the frame itself is rigid, the
design allows the end axles to move or "yaw"
within the frame. This movement will allow the
wheels to position themselves tangent to the
rails on curves for reduced wheel and rail wear.
78
LOCOMOTIVE TRUCK ASSEMBLY
  • Uniform traction motor orientation and stiff
    secondary suspension improves weight transfer
    within the bogie for optimal adhesion.
  • Primary suspension with coil springs for good
    ride quality.
  • Secondary rubber springs (pads) also permit yaw
    on curves
  • Provision of yaw dampers vertical shock
    absorbers for better ride quality and stability
    at higher road speeds.
  • Reduced no. of wear rubbing surfaces for extended
    maintenance intervals.

79
AIR BRAKE SYSTEM
  • KNORR-NYAB CCB
  • COMPUTER BASED ELECTROPNEUMATIC
  • INTERFACE WITH EM 2000
  • SUPPORTED IN INDIA BY KBI

80
CCB
81
CCB COMPUTER
  • It is an electro pneumatic micro processor based
    system.
  • The CCB computer is also known as computer relay
    unit. Other units of CCB are known as voltage
    conditioning unit (VCU) and pneumatic control
    unit (PCU).
  • The control of braking system is established
    through CCB computer directly with inputs by the
    Loco Pilot through the brake controller.
  • CCB communicates with EM 2000 through RS 485
    serial link for displaying the data recognising
    demands put by EM 2000 on CCB system based on the
    inputs by the driver.

82
BATTERY CHARGING SYSTEM
  • The locomotive is equipped with an AC Auxiliary
    Generator rated at 18 KW at 55V AC.
  • The 3-phase 55V AC output is rectified through a
    full wave rectifier assembly to obtain 74V DC
    output for charging of batteries.
  • The output regulation of Auxiliary Generator is
    established through a digital voltage regulator
    module which controls the current flow to the
    field winding of Auxiliary Generator.

83
STARTING SYSTEM
  • The locomotive is equipped with two dedicated
    starting motors which come into action only at
    the time of cranking the engine.
  • The starting motors get their power supply from
    the batteries of the locomotive through starting
    contactors.
  • Charging of the batteries is accomplished through
    an Auxiliary Generator directly coupled to the
    diesel engine.

84
  • STARTING MOTORS
  • Two series wound DC motors operating at 64V.
  • Starting current 800 Amps.
  • Running current 77-120 Amps.

85
EMD LOCO - SPECIAL FEATURES
  • AC-AC Traction
  • High Tractive Effort due to state of the art
    Radar-based Creep Control
  • 4000hp 54t Tractive Effort
  • Highly effective Dynamic Braking System available
    up to near stand still.
  • High Fuel Efficiency, Low Lube Oil Consumption
  • Longer trips 90 days

86
RADAR ASSEMBLY
Radar Transceiver Looks at the ground and
detects mismatch between the linear speed and
the rotational speed of wheel Ensures limited
creep of wheel on rails
87
RADAR ASSEMBLY
Looks down at the ground and compares the
linear speed of the loco with the Rotary speed
of the wheels
Controlled creep of wheels on rail maximizes
adhesion and makes it possible to utilise
maximum torque of traction motor for traction
88
ENHANCED DYNAMIC BRAKES
Dynamic Braking Effort of 27 t
Available up to near stand-still
Makes operations on steep gradients safer
economical
89
(WHEEL) CREEP CONTROL
  • The locomotive radar interacts with the loco
    computer.
  • Two sub functions
  • Wheel Creep Control - operates at all times in
    motoring and dynamic braking.
  • Improves tractive effort under adverse rail
    conditions (wet or oily rails) by adjusting wheel
    speed to maximize motor torque.
  • Enables the wheel to rotate at a rate slightly
    faster than ground speed.

90
(WHEEL) CREEP CONTROL
  • Second Function
  • Wheel Slip Control - operates if a wheel creep
    control failure occurs (radar failure, for
    example) or if rail conditions are too poor for
    successful wheel creep control.
  • The locomotive computer selects the appropriate
    wheel control to suit the operating conditions.
    It also applies sand if severe rail conditions
    exist.
  • Operation of the wheel control function may cause
    the control console WHEEL SLIP indicator to flash
    or light steadily.

91
PERFORMANCE
92
Greater requirements of traffic Heavier and
longer trains Less time for maintenance - more
utilization Increase in Horse Power by several
modifications
93
EMD LOCOS IN THE FIELD
94
COMPARE WITH WDM2
  • WDM2 GM LOCO
  • Availability 81 gt90
  • Trip Schedule 7-10 days 90 days
  • Starting Adhesion 27 42
  • Starting Tract Effort 30.4 t 54 t

95
COMPARE WITH WDM2
  • WDM2 GM LOCO
  • Balancing Speed (kmph)
  • (4700t-level) 59 85
  • Lube Oil Consumption
  • ( of Fuel) 1.5 0.5
  • SFC (gm/BHP Hr) 166 151
  • Dynamic Breaking 48 applicable at all speeds

96
COMPARE WITH OTHER LOCOS
  • STARTING LOAD ON 1/150 GRADIENT
  • CLASS LOAD
  • BOXN TONNES
  • WDM 2 33 2700
  • WDG 2 47 3850
  • WAG 5 38 3110
  • WAG 7 46 3767
  • WAG9 52 4258
  • WDG4 58 4750

97
COMPARISON OF WDG3A , WDG4 WAG9
98
COMPARISON IN THE FIELD
99
THE BRAGANZA GHAT (CLR-KLM)
100
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101
HASSAN-MANGALORE LINE
102
SKLR-SBHR GHAT SECTION
103
GHAT OPERATIONS UP THE GRADIENT
Earlier traction arrangement with ALCO (WDG-3) 3L
44W 3L 14W 2L
Current Traction arrangement with EMD (WDG-4) 2L
59W 3L
104
GHAT OPERATIONS DOWN THE GRADIENT
Earlier traction arrangement with ALCO (WDG-3) 3L
58W
Current traction arrangement with EMD (WDG-4) 5L
59W
105
MOST DIFFICULT
106
MOST DEMANDING
107
AND THE MOST BEAUTIFUL
108
EMISSION STANDARDS
  • The 710 engine is NOx-reduction friendly
  • NOx reduction is less than comparable four-stroke
    engines
  • Exhaust gas recirculation reduces NOx with
    minimal fuel consumption increase
  • Particulate matter is reduced through reducing
    oil consumption and improving combustion
  • Bottom Line EMDs 710 engine has met every new
    set of emissions standards
  • UIC II (2003), EPA Tier 2 (2005)
  • The 710 engine was the first
    locomotive engine to have EU
    Stage IIIA type
    approval

109
RECENT DEVELOPMENTSinEMD LOCOMOTIVES
110
GTO TO IGBT UPGRADE
  • Switchover to IGBT from GTO Thyristors
  • IGBT overcomes following shortcomings of GTO
  • Bulk
  • Need for Excessive Cooling, Chlorinated coolants
  • Slower Switching, need for absolute surge
    protection
  • Prone to Failures, very expensive
  • Insulate Gate Bipolar Transistor (IGBT)
  • Provides high frequency switching
  • More rugged/reliable
  • Compact
  • Purer sinewave

111
UPGRADE to 4500hp
  • Achieved without any additional costs
  • First 4500 Loco WDG4 (12114) made with EMD IGBT
    modules in May 2007
  • Provides sustained high tractive effort for
    considerably longer than 4000hp locos.
  • New Indigenous efforts have yielded encouraging
    resuts.
  • First indigenously developed 4500hp IGBT based
    loco with traction convertors from M/S Medha,
    Hyderbad
  • Commissioned in Dec 2008. WDG4 -12169
  • ENABLES SINGLE-HEADING IN BORDERLINE CASES OF
    HEAVY LOAD, PREVENTS STALLING

112
ADVANTAGES OF 4500 HP WDG4
  • LATEST UPGRADE MAKES IT POSSIBLE TO ACHIEVE
    4500hp WITHOUT ANY ADDITIONAL COSTS

PROVIDES HIGHER TRACTIVE EFFORT EVEN AFTER
STARTING, UP TO 15 kmph AN INNOVATION IN
TRACTION CONTROL 4500 hp enableS WDG4
operations with 22 configuration without
stalling in SKLR-SBHR Section. Earlier need was
66 ALCO
113
INDIGENOUS TCC/LCC
  • Special Enabling Features of Medha
  • LCC MS696 REPLACES EM2000
  • INDIVIDUAL AXLE CONTROL ONE PER MOTOR
  • DISTRIBUTED POWER CONTROL (LOCOTROL)
  • HOTEL LOAD
  • OPTICAL FIBER COMM BETTER REIABILITY
  • HEAT TUBE COOLING INSTEAD OF EVOPARTIVE
  • INTEGRATED EVENT RECORDER
  • IDENTICAL TO THE EMD DESIGN IN DRIVER INTERFACE

114
ALCO IS NOT FAR BEHIND
115
UPGRADES ON ALCO
  • UPGRADED POWER FROM 2600hp to 3300hp
  • MICROPROCESSOR CONTROL OF EXCITATION AND LOCO
    SYTEMS
  • MICROPROCESSOR BASED ENGINE GOVERNOR
  • LCD GAGE PANEL
  • ENABLED FOR DISTRIBUTED POWER/LOCOTROL
  • REMOTE MONITORING GPRS BASED
  • END OF TRAIN TELEMETRY
  • POWER SETTER FOR MU OPERATIONS ECONOMY
  • INTELLIGENT LOW IDLE FUEL ECONOMY

116
ALCO LOCOS ARE NOW INTELLIGENT MACHINES
Medha
Siemens
General Electric
117
MEDHA MEP 660 Microprocessor based diesel loco
control system Loco No 13037
TFT LCD panel on control desk for communication
with the loco pilots
118
Maintenance
119
MAINTENANCE AND TRAINING
  • Diesel Shed at Hubli 162 (153 G4, 9 P4)
  • Diesel Shed at KJM 36 P4 (Also homes ALCO)
  • Diesel Loco Service Centres Hospet, Sakleshpur
  • Elsewhere on IR Siliguri, Sabarmati
  • Also being planned at

120
DIESEL SHED - UBL
121
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122
DIESEL SHEDS UBL, KJM
  • Trip Schedules 30/90 Days
  • Six Monthly Schedules
  • Annual Schedules
  • Primarily Filter Change, Consumables, Bogies,
    Compressor, Wheel Turning, Carbon Brushes
  • Six Yearly The first major schedule
  • Change of Power Assemblies, turbo, Crankshaft
    Main Bearings etc.

123
TRAININGA well equipped training school
124
LOCO SIMULATOR
125
SIMULATOR TRAINING ROOM
126
TRAINING MODELS
127
TRAINING MODELS
128
PLANS OVER IR
129
(No Transcript)
130
AND FINALLY
131
UNITED COLOURS OF EMD
132
UNITED COLOURS OF EMD
133
UNITED COLOURS OF EMD
134
UNITED COLOURS OF EMD
135
UNITED COLOURS OF EMD
136
THANK YOU
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