The most advanced, fuel efficient, gorgeous looking diesel locomotive of I.R., The GT46PAC 3-PHASE (A-A-1 1-A-A) DIESEL ELECTRIC LOCOMOTIVE a.k.a. the WDP4😍
the first 10 locomotives were supplied by GM / USA, later produced by DLW, VARANSI, with the help of TOT..
Some general specifications about this locomotive are given below:
1. The WDP4 locomotive is equipped with a turbocharged 16 cylinder 2-stroke 710 G3B diesel engine. This engine has high fuel efficiency and requires low maintenance. The fuel efficiency of this locomotive is around 11% better than the existing locomotives. This engine has many modern features like, laser hardened cylinder liners, unit fuel injectors which eliminate the problematic HP tube, Inconel valves, hydraulic valve adjuster, durable crankcase and piston structure. The diesel engine drives the main alternator.
2. The main alternator TA17 is a 3-phase, 10 pole, 90 slots machine equipped with two independent and interwoven sets of stator winding. The main alternator construction is such that it is basically two alternators in one - two sets of stator windings, permanently connected in series, work with a rotating field common to both the windings in order to provide higher alternator output voltage, which is a basic requirement of a low current high voltage alternator used on AC-AC locomotives. The main alternator converts the mechanical power of diesel engine into alternating current. The internal rectifier bank of the main alternator converts alternating current into direct current there by providing a DC power output. The DC power output from the main alternator is called the DC link voltage and is applied to the traction inverters. DC link voltage varies with the throttle position from 600 V DC at Throttle - 1 to 2600 V DC at Throttle - 8. The inverter changes DC into variable AC power. WDP4 locomotive is provided with self load feature, capable of testing full output of the engine.
3. Companion alternator CA6B is a three phase AC steady state alternator of 250 kVA rating, which is physically connected but electrically independent of the main alternator. The companion alternator rotor field is excited directly by auxiliary supply of the locomotive (74+ 4 V DC). It receives the excitation current from the auxiliary alternator through a pair of slip rings which are located adjacent to the slip rings of the main alternator. The companion alternator develops power whenever the diesel engine is running. The output voltage is directly proportional to the speed of rotation but varies to some extent with change in alternator temperature and load. It is used for excitation of the main alternator as well as for supply to Inertial (dustbin) blower, TCC1 and TCC2 blower motor, TCC electronic blower, 55-220 V AC for radiator fans and various control circuits. An AC auxiliary alternator of 18 kW rating is used for meeting the auxiliary and control system load.
4. AC-AC transmission has the advantage of high adhesion and high tractive effort, maintenance free Siemens ITB - 2622 - 0TB02 3 - phase AC traction motors, high reliability and availability and higher energy efficiency. A specialty of this motor is that there is no separate stator frame resulting in reduction of weight. In braking mode, the three-phase motors act as generators and power is fed back to the DC link via the two inverters.The Traction Motor Blower mounted on the auxiliary generator, supplies air for traction motor cooling, generator pit aspirator operation, main electrical cabinet pressurisation and traction computer cooling. Air is drawn through a movable inlet guide vane through the blower, and delivered into a duct to the traction motors. A portion of this air is diverted through a set of filters for delivery to the computer module portion of traction inverter cabinets for module cooling. Another set of filters cleans the air used to pressurise the main electrical cabinet.
5. The locomotive has two inverters TCC1 and TCC2. The output converter, a pulse width modulated (PWM) inverter, is responsible for providing the variable frequency and the variable terminal voltage for the three-phase motor. The main alternator feeds electrical power to the DC link via two series connected diode rectifiers. Two identical PWM inverters TCC1 and TCC2 with GTO and their capacitors are connected electrically to the DC link via isolating switches. There is one traction inverter for each parallel set of three traction motors, which are responsible for supplying power to them. A protective circuit based on GTO is connected to the DC link to protect the inverters against any over-voltages. The TCC blower defuses heat produced by losses generated in TCC.
6. An electronic blower in each TCC cabinet driven by its own 3-phase AC motor draws the air from central air compartment in across the modules and expels it across the R2 snubber resistor. This air is used for cooling and pressurising in some parts of the inverter cabinet. This air keeps dirt from contaminating areas containing DC link capacitors, gate units and traction computers. The TCC blower motor is a dual speed 3-phase AC induction motor. It operates as a series-Y wound machine for lower speed (only low speed configuration is used on WDP4 locomotives). Power for the motors is taken from the companion alternator through the main contacts of TCC1SS and TCC2SS. EM2000 exercises control of the blower contactors at the request of the TCC via RS-485 serial link. Radiator Cooling Fan Motors are of the inverted squirrel cage induction type and are integral part of the cooling fan assembly. Each cooling fan (total two per locomotive) is driven by a two-speed AC motor, which in turn is powered by the companion alternator. Cooling fans are powered through contactors, which are controlled by the EM2000 program. Each fan motor circuit consists of one slow-speed and two fast-speed contactors that are located in the AC cabinet.
7. The locomotive is equipped with KNORR/NYAB CCB(computer controlled braking) 1.5 system. This system is an electro-pneumatic microprocessor based system with 30A CDW type desktop controls. The overall purpose of using a computer (microprocessor) to control the air brake system is to eliminate as many of the electrical and mechanical devices as possible, there by reducing periodic maintenance, simplifying trouble shooting, fault diagnostics etc. It allows greater reliability and flexibility for future system upgrade. WDP4 locomotives are provided with a special feature called blended brake. The purpose of blended brake system is to maximize the use of dynamic braking. This is accomplished by causing dynamic braking to go its maximum value whenever blending is requested. Once the amount of asking brake effort is determined, the maximum amount of dynamic brake effort is determined from the flat top portion of dynamic brake curve. The amount of dynamic brake effort present at that time, then determines how much air brake cylinder pressure must be applied to complement the dynamic brake effort. This becomes the air brake cylinder reference value, which in turn, maintains the asking locomotive brake effort.
8. There are two SIBAS 16 traction control computers. Each computer is dedicated to one inverter. SIBAS 16 is a 16-bit computer based on an INTEL 8086 microprocessor running at 5.6 MHz. The TCC receives data via RS-485 serial link from the locomotive computer EM2000. The bidirectional bus carries data such as how much power for traction the TCC must develop as well as other information to control activation of devices like blowers and heaters. In addition to the RS-485 data, information constantly gets fed back into the TCC, to monitor various things such as status of relays and temperature of various components, voltages and currents. Based on this feed back data and information received via RS-485 serial link, the programs stored in the TCC work to drive the TCC as well as to protect it in the event of faulty operating conditions.
9. The WDP4 locomotive is equipped with a high adhesion HTSC (High Tensile Steel Cast) truck or bogie. The bogie assembly supports the weight of the locomotive and provides the means for transmission of power to the rails. The HTSC bogie is designed as a powered 'bolsterless unit'. Although the bogie or truck 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. Axles 1 and 3 can move or kink a little bit to negotiate a curve from 0-8 degree deflection, increases the tractive effort and improves the rolling resistance. Traction loads are transmitted from the truck or bogie to the locomotive underframe through the carbody pivot pin assembly. Each bogie is equipped with two unidirectional AC traction motors for better adhesion characteristics. The motors are geared to the driving axles, which in turn apply rotational force to the rails through the wheels. The driving force is transmitted to the bogie through tractive rod attached to the journal-bearing adapter in the frame.
In picture: 1. SGUJ WDP4 20072 going light towards HWH DLS through the BLY curve
2. SGUJ WDP4 20013 with 12042 NJP-HWH SHATABDI EXPRESS crossing BLY
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