MOTIVE POWER S. Mani ED/Motive Power 1.0 FUNCTIONS & ROLE Motive Power Directorate has been engaged in designs and standards works related with diesel-electric, diesel-hydraulic and electric locomotives. Important accomplishment ranged from design of diesel-electric, diesel-hydraulic and electric locomotives, indigenisation of a large number of diesel locomotive components, establishment of special maintenance code in areas with reliability problems, evolving and adopting standards. The main activities of the directorate are as under : * Design development of locomotives, diesel rail cars, diesel hydraulic multiple unit, Diesel electric multiple unit, Rail buses, Breakdown cranes etc. * Development and standardization of locomotive systems and sub assemblies. * Technical investigation into operational and maintenance problems of Railways. * Providing technical consultancy to Railway Board. + Indigenisation of locomotive equipment. * Nodal directorate for issue of speed certificate. 2.0 INFRASTRUCTURE & CAPABILITIES Directorate has been equipped with modern locomotive and component design tools such as modelling & drafting packages as well as FEM software to help in the cutting edge activity of the directorate. * Computer Aided Design on UG/NX, including 3-D modelling, drafting, assembly, routing * Computer Aided Engineering, including finite element analysis employing Hypermesh, Ansys, Patran Nastran, NX Nastran, Master FEM [58]* Specific traction-related simulations like single train runs, braking distances, heat exchangers and stabilizing temperatures, gear and pinion designs, haulage calculations, bogie wt. Transfer, adhesion & ride behaviour calculations, etc. * Fatigue analysis using MSC-Fatigue * Computational flow dynamics using Star-CCM+ ‘* Multi-body Dynamics, using NUCARS, ADAMS-RAIL. * Engine NVH, Strength & Fatigue Analysis employing AVL-Excite © Crash solver using LS-DYNA. 3.0 PROJECTS COMPLETED Design development of Twin Cab WOP4 locomotives with light-weight fabricated Bogie. Design development of 3600HP ALCO AC- DC WDM3F Locomotive. Design of wider cab WDP4B Diesel Electric Locomotive with Six Traction | J Motors. F Modified end view of _ Existing End View of WDP4B locomotive WDP4 locomotive 2300 HP MG/CG end-cab locomotive for export [59]4500 HP EMD freight locomotive with indigenous three-phase equipment. 4500 HP EMD six-motors version passenger locomotive with hotel toad capability. Light-weight variant of high-speed WAP7 electric locomotive. High adhesive wt. 1400 HP WDS6 variant with high performance ATHS bogie. Design of WDS6 locomotives with ‘Cummins Engine. Design development of Cape Gauge, 3300 HP ALCO AC-DC locomotive for Mozambique Railways. Design of 2300 HP, 17 t Axle Load MG Locomotive for export to Senegal. 2300 HP 8-axle MG locomotive for export to Tanzania. [60]2300 HP high-TE high-curving capability low wheel-base locomotive for Sri Lanka. 2300 HP Cape Gauge locomotive on WDN7 platform. 3.2 Development of Diesel Multiple Unit for NG section RDSO has been advised by Board to explore the possibility of use of Diesel Multiple Unit, with distributed power to run on NG sections. After carrying out feasibility study, the specification for 762 mm gauge Kalka-Shimla section has been finalized and sent to Railway Board in Oct'07 incorporating the following design features: 3.3 Power equipment: Understung hydraulic or hydrostatic power equipment Configuration: DPC+4TC+DPC or DPC+TC+2PC+TC+DPC or any other suitable 6-car combination Speed: 60 kmph on level & 35 kmph on continuous grade Axle load: 9.25t Development of Rolling Stock for NG Section on N.F. Railway Railway Board, asked RDSO to examine possibility of design improvement for development of NG stock for Darjeeling Himalayan Section of NF Railway. Accordingly, specification was prepared and sent to Railway Board in Sep’ 06. Further a detailed review was undertaken and it was decided to revise the specification to meet the following operational requirements also: Loco to be designed upto operating speed of 50km/h. ‘Twin pipe gradually releasing air brake system. Compressor capacity adequate to meet 10-coach operation. The specification has been revised incorporating the changes and sent to Board, Os ees ys] a6 +a ip Ragas hai Rolling Stock for NG section on N.F. Railway IF [61]3.4 Development of 3-phase 1600 HP AC-AC DEMU. Development of three phase AC-AC version of 1600 HP DEMU has been a subject of many studies and recommendations in recent years. While remarkable work has been done in the area of microprocessor controls and 3-phase AC drives, including IGBTs, for diesel locomotives, DEMUs. A detailed specification for 1600 HP AC-AC DEMU had been prepared and sent to Railway Board & ICF in April’ 06 for taking up manufacturing. The specification was revised and reissued to ICF. Railway Board has now cleared procurement for ten sets of DEMU as per the revised specification. 3.5 Development of Fabricated Trimount Bogie Frame for WDM2 Class Locomotives Railways are facing inherent maintenance problems with cast steel bogie frame. For resolving these problems, a fabricated design of Trimount Bogie Frame for WDM2 class Locomotives has been developed by RDSO. The axle load of these locomotives is 18.8 t. This locomotive is provided with three-axle bogie having single stage suspension. The bogie frame is having box type section, which is fabricated from steel plates, IS: 2062 Gr. 'C. The design of bogie frame has been evaluated through finite element stress analysis to confirm its adequacy from strength consideration. 3.6 Design Development of A.T.H.S (Advanced Trimount High Speed) Bogie for WDM2/WDM3A/ WDS6 Locomotives With a view to redress the maintenance related issues of WDM2 / WDMBA / WDS6 diesel locomotives having conventional cast trimount bogies and to enhance their reliability, a bogie design project has been developed by RDSO. This bogie has been designated as A.T.H.S (Advanced Trimount High Speed). It has a fabricated design of trimount bogie frame in lieu of the existing cast steel design. Fabricated bogie frame that would lead to ease in manufacturing, easy troubleshooting and maintainability, comparable in weight with the existing bogie frame & higher reliability. The design adequacy of this fabricated bogie frame has been verified through finite element stress analysis for strength considerations. The stress values obtained on various critical sections of bogie frame during the analysis within the ‘Trimount Fabricated Bogie Frame for WDM2 Class Locomotives [62]General Arrangement for A.T-H.S Bogie for B.G. Diesel Locomotives permissible limits. Suspension system of this bogie has also been examined through computer simulations and results revealed improved suspension parameters. This design would be interchangeable with the existing cast steel bogie being used on WDM2 / WDM3A / WDS6 class of locomotives. It would greatly help Railways to resolve inherent maintenance problems being faced with the existing version of trimount bogie. The detailed drawings of this design had been prepared and sent to DLW in Sep'07. 3.7. Design of Single Shoe Brake Rigging for WDM3D Locomotives The locomotives on Indian Railways are fitted with clasp type brake rigging arrangement. The design and its rigging arrangement are complex, heavy-weight and maintenance-intensive. Trend of world-over is to move toward simpler design of single shoe brake rigging. EMD locomotives of Indian Railway are fitted with single shoe arrangement fitted with K type brake blocks. RDSO took up the project on the subject ‘design’ after thorough review & validation of design, a single shoe brake arrangement using ‘High friction’ brake blocks has been developed without compromising with brake power as compared to the existing design. Extensive EBD simulations with revised brake power have been done to validate the design. Detailed brake rigging drawings of this arrangement have been prepared and issued to DLW in Jan’ 08 to implement on 20 loco. Brake Rigging Arrangement with Single Shoe for WDM3D Locomotives [63]3.8 Development of Upgraded Air Compressor for Diesel Locomotives In order to reduce the frequency of maintenance schedules and to improve the reliability of air compressor fitted on ALCO locomotives, prototype of upgraded air compressors, with modifications in crankshaft, cylinders, cylinder heads, rings bearings, air & oil suction strainer with some more modifications including plunger type lube oil pump already implemented in 6CD 3UC type expressor was manufactured by the firm. Major improvements compared to existing air compressor were observed in the prototype model of upgraded compressor. After successful field trials of upgraded compressors, a new technical requirement and test specification for development of high-reliability performance durable compressors for ALCO type diesel-electric locomotives has been finalized and issued to all Zonal Railways and production units. The anticipated benefits of the upgraded design are reduced maintenance, longer life of components, lower power consumption, lower oil consumption, etc. 3.9 Development of Computer-Controlled Brake System for ALCO Locomotives Computer-controlled brake system, which is fitted on GM locomotives, is the most modern and safe system on IR at present. Some of the advantages, inter alia, of this brake systemare: * Computer-controlled brakes which do not permit any parameter to fade or go out of the permissible range thus making the system very efficient. * Due toreduced manual intervention, the braking process is safer. * Due to provision of self-diagnostics and correction, the syste maintains its integrity all the time in the safe mode. * Due to reduction in mechanical components and provision of self-diagnostics and correction, it also results in higher reliability in this safety-related area of operation. * Due to provision of blended brakes (on WDP4s), the design is the safest as it reduces dependency on mechanical brakes and incorporates the more dependable electrical brakes automatically. Incorporation of computer-controlled brake system on ALCO locomotives is a natural development, because all ALCO locomotives are now being fitted with microprocessor- controls and a ready-made platform for integration of computer-controlled brake system is available. Aspecification titled "Specification of Complete Microprocessor-Based Control System integrated with Modular type Micro-controller based Air Brake System for BG AC-DC Diesel- Upgraded air compressor [64]‘MOTIVE POWER W) Electric Locomotives” has accordingly been prepared for this development, in consultation with the major manufacturers in the filed. The specification has been sent to DLW in Sep’ 07 for placement of a development order for 20 locomotives. 3.10 Development of TFT LCD Display for Driver's Cab “DIALS” [Digital into Analogue LCD- Based System] for Diesel Electric Locomotives Display panel on the driver's cab provides information to the crew, as well as maintenance staff, regarding parameters to be observed, faults and other uncommon situations that may occur on the locomotive. This information is available on the control stand in the form of various analog dials and LEDs. It is now proposed that the analog dials and LEDs on the control stand be replaced by a TFT LCD display screen. It is envisaged that a single display system in the form of pre- configured TFT screen on the control stand can provide all displays required by the crew, thus totally eliminating individual analog gauges and LED displays. Specification for this system, called "DIALS" has been sent to Railway Board and DLW in Nov 07, covers the following basic technical requirements: * A single display system with multiple pre-configured screens to provide all information required by driver for running the train. + LCDscreen with various button keys having fixed and context sensitive functions, * Microprocessor system interface. + Most of the signals required by the proposed display system are available from the microprocessor based control system except main reservoir air flow signal, DEB carbody, DEB engine, crank case, Feed pipe and BP air flow. *. Integrated LCD display on Driver's console 3.11 Remote Monitoring and Management of Locomotive and Trains (REMMLOT) All diesel locomotives manufactured by DLW are fitted with microprocessor control system. The microprocessor control system has provided us with an ideal platform for further improvements. One of the major improvements, which can be brought about, due to the provision of microprocessor system is remote monitoring of the locomotives and trains. Such a system roughly envisages provision of a hardware on the locomotive, which would interface [65]with the microprocessor system, acquire data from the latter and communicate the same to a central server accessible to all concerned with controlled access. It would also include GPS hardware such that the location of the locomotive can also be communicated, Information management at the central server can also be done as a part of the complete systems. The live demonstration of basic working of REMMLOT was also done at RDSO. RDSO has since studied the subject in detail and prepared a specification titled "Specification for the development of Remote Monitoring and Management of Locomotives and Trains (REMMLOT) for diesel electric locomotives (ALCO) with Microprocessor based control system”. The estimated cost of installing such a system on 100 locomotives is about Rs.3 lakhs per loco and it is proposed to procure 100 such systems through open tender at the earliest at DLW. —_ <_< GSM, CDMA & Satellite Network > (crs) State IP from isP_| TCPAP Protocol TCPIIP Protocol (Web Browser) REMMLOT Web Login Access through Centralized REMMLOT Server to all users and MIS Report Generation Funetion Specific Access Function Specific Access Remote Monitoring and Management of Locomotive and Trains 3.12 Development of EP Assisted Brake System Provision of EP-assisted brake system is desirable on locomotives and coaches with higher operating speeds. Since IR has to move towards higher speeds in near future, it was [66]Mounting of EP assist valve on distributor EP Assist control unit (for locomotive valve of coaches ‘equipped with E70 brake system) decided to take up a pilot project to equip some diesel and electric locomotives and rakes with EP-assisted brake system. RDSO has prepared specification covering the technical requirements for electro-pneumatic assisted brake system for diesel & electric locomotives and air braked coaches for the procurement of EP-assisted brake system. 3.13 Incorporation of Computerized Brake System (CCB) on Microprocessor- Based ALCO Locomotives All the modern locomotives the world over employ microprocessor controlled brake system, e.g. CCB (computer controlled brake) system as it not only lends superior safety features to the locomotive but also improves maintainability and reliability considerably. WDG4 and WDP4 locomotives currently manufactured at DLW Varanasi are also equipped with computer controlled brake (CCB) system. CCB on WDG3A 1048 Different pipe connection _CCB panel fitted in short hood Locomotive coming from CCB panel parallel to length of loco with Roof Mounted DBR [67]In view of successful use of CCB in Indian environment, and also wide scale use of microprocessor controls on conventional ALCO locomotives, it was decided to provide CCB or similar microprocessor based air brake system on ALCO family locomotives also. A project MOBILE (Microprocessor-Operated Brake Integrated with Loco Electronics) was initiated. A specification for microprocessor controlled air brake system was prepared by RDSO and issued to DLW. One prototype CCB has been installed on one microprocessor controlled WDG3A locomotive in line. The CCB panel is fitted on short hood across the length of locomotive. This locomotive shall now undergo field evaluation with a view to serialization of CCB on ALCO family locomotives; parallaly, on retrofit application of CCB is also planned at DMW. 3.14 "RECORD", Real Time Electronic Camera and On-Board Record cum Retrieval Device RECORD (Real Time Electronic Camera and On-Board Record cum Retrieval Device) applicable for diesel-electric and electric locomotives has been developed in which two numbers of CCD cameras have been put on the front and rear ends of the locomotive just beside the headlight to record the exterior view. The system records outside events of a moving locomotive enabling virtual footplating. The system records the occurrences such as any infringements, accidents at level crossing, cattle run over cases and other unusual incidences on real time basis at rates typically ranging from 4 to 15 frames/second (fps) and can serve as an important managerial tool for accident investigation. The system has sufficient memory to store the data of approx. 15 days, which can be retrieved when required. Also, fuel and water level are displayed continuously on display integrated with control system ‘of RECORD. Once extensive trials are completed and RECORD is introduced on regular measure, it Control unit of Camera of Day time view from Night vision pictures RECORD RECORD RECORD from RECORD [68]shall have very significant impact on safety. In addition, the benefits in terms of monitoring of fixed assets shall also be realized on a considerable scale. 3.15 Modified Car Body Filter for application during rebuilding at DMW Locomotive In the latest series of upgrades finalized by RDSO, drawings have been issued for application of cyclonic filters to replace the inefficient mesh type carbody filters for alternator room. WDM2 locomotives, which are fitted with mesh type filter arrangement in carbody at alternate room location to clean the incoming air for alternator and RTM. blowers, is a simple arrangement but with limited capability for actual use. Air Inertial type filter arrangement filtration works efficiently when wire mesh is for WOM2 Locomotive wet with oil and therefore frequent topping of oil is required to make it efficient. This arrangement is not capable to dry up moisture of air. RDSO has developed design of inertial type filter assembly for this location. 3.16 Development of Standalone Intelligent Low Idle Equipment for Control type RDSO had developed “Intelligent Low Idle” feature for microprocessor-based locomotives. Nearly 200 such locomotives are already modified with above feature. With this, feature fuel oil consumption during idle are reduced. It was also decided to extend the same to non-microprocessor-based locomotives. To provide this feature in E-type diesel locomotive, a stand atone intelligent low idling equipment has, therefore, been developed, which will bring the locomotive to idle rpm of 350 after ensuring that locomotive is running at normal idle rpm of 400 and lube oil pressure is more than 1.7 kg/cm’ for more than 5 minutes. Instructions have been issued for intelligent Low Idle (ILI) applicable for diesel electric locomotives fitted with 'E’ type control and Wood Ward Governor. This development also has the potential of savings to the tune of Rs2.5 lakhs to3 lakhs per year per locomotive. [69]4.0 INDIGENOUS DEVELOPMENT 4.1 Indigenisation of Traction Motor Cables Initially Fluontex cables were introduced in the Hitachi locomotives by M/s Hitachi, Japan. Subsequently, indian Railways have started using Fluonlex cables in Electric and Diesel Electric Locomotives. Indian Railways are procuring M/s Hitachi, Japan make Fluonlex main lead and brush gear inter connector cables for traction motors used in diesel electric locomotives for quite a long time. These cables are very costly as these are being imported from Japan and Railways have to incur heavy expenses to procure these cables. Therefore, there is a need to develop Indian Manufacturer. Some Indian manufacturers have come forward to manufacture these cables as per RDSO Specification: * Firm Based at Hyderabad manufactured 200°C Fluoro- Elastomeric cables and got type tested as per RDSO specification and passed the tests successfully. The firm has been approved for manufacture and supply of 200°C Fluoro- Elastomeric cables. * Firm Based at Satna has already been approved for manufacture and supply of 200°C Fluoro- Elastomeric cables. 4.2 Indigenous Development of Complete 3-Phase Electrics and its Controls (except TMs) for WDG Locomotives The traction control system of EMD locomotive comprises of TCC (Traction Control Cubicle), ECC 1, 2, 3 (Engine Control Cubicle) and the LCC (Loco Control Cubicle). At present, the TCCs and LCCs are sourced from M/s Siemens and M/s EMD respectively. Alternate sources of ECC 1, 2 & 3 have been developed and the same are sourced from M/s Siemens, M/s CGLand M/s BHEL. Recently GTO based TCC are switched over by IGBT based TCC. ‘As per RDSO's specification, the indigenous development and bench testing of IGBT- based traction control system of the EMD locomotives had been completed. This significant work of detailed testing of equipment during the final locomotive testing in the Loco Test shop of DLW as well as the road trials on the prototype locomotive has been completed and cleared before the locomotive has been turned out from DLW for commercial service at Hubli. ‘As mentioned above, extensive trials have been planned for the locomotive that would involve instrumented adhesion trials by RDSO as well as field trials with various loads on S. W. Railway. During this time, if any teething trouble occurs in the system it can be sorted out, through software and minor hardware changes. The load trials would be done with full load on Hubli-Hospet section with BOXN as well as BCN loads. During trials the following parameters will specifically monitored/recorded: * Fuel consumption will be recorded & compared to the existing locomotives. [70]+ Tractive effort and dynamic braking power will be monitored. + Wheel-slip cases will be monitored and recorded for performance evaluation. + Feedback will be collected from drivers regarding locomotive feel and performance vis-a-vis the existing locomotives. ‘* Protection systems shall be evaluated by simulating faults. It is also planned to fit a remote monitoring system on the locomotive to keep and watch on the locomotive performance and its parameters. The trial scheme for the locomotive has been issued. 'WDG4 locomotive with indigenous IGBT-based 3-phase drive 5.0 PROJECTS IN PROGRESS 1. Design Development & manufacture of high speed 3-Coach Self-Propelled ART (SPART). On-board diagnostic system of diesel locomotives. 3. Design and purchase of high tensile tight lock transition centre buffer coupler (CBC) for IRBG locomotives. Development of 1600 HP AC-AC Diesel Electric Multiple Unit (DEMU). 5. Development of 3600 HP mixed-service locomotives. Design Development of 21t axle load 1400 HP BG locomotive with high adhesion capability for NRC. 7. Design and development of IGBT- Invertor based 4500 HP locomotive with hotel load capability. 8. Development of Modular type microprocessor based air brake system for diesel (ALCo) Locomotives. 71)10. He 12. 13, 14, 15. 16. 17. 18. 19. 20. 2. 22. Development of TFT LCD Display for Driver's Cab (DIALS). Remote Monitoring and Management of Locomotive and Trains (REMLOT).. Development of 14t axle load 4-axle 2300 HP MG locomotive for export to Tanzania. Development of 3RV Kit for 16 cylinder engine. Design of disc brakes for WDP4 locomotives. Design and development of Radial bogies for WDG4 locomotives. Implementation of Self-Steering Technology in WDG4 locomotive bogies. Development of Intelligent Low Ldle (ILI) features for micro & non- micro locomotives. Development of water-cooled compressors and improvement in existing compressors Development of Automatic Control of Engine Start (ACES) with Auxiliary Power Unit (APU) both for micro & non- micro. Development of radial DBR for EMD locomotives. Design and development of cape gauge version of WDM2, WDP1 & WDM7 for NRC. Design and development of 5500 HP freight locomotive. Design and development of twin cab 4500 HP BG locomotives. Development of compact Computer Controlled Brake (CCB) system for both EMD & ALCO locomotives. ae (72)