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Achievements do not
necessarily get implemented right away. Nevertheless, their value does not
lower.
WDG4
4500 HP WDG4 Loco #12169,
fitted with prototype of MAS696 (M/s Medha make)
AC-AC Traction System was turned out from DLW in Sept-08. Trials were
conducted in Hubli - Hospet as well as Hubli- Alnavar sections.
The leading loco (No.12153)
was kept OFF-RUN and full train load (59 BOXN : Load –60/60 5334T+136T plus
lead dead loco :126T) was handled by loco 12169. The trial run was for train
start on level track of approximate 1KM followed by approx 2KMs on 1:100 up
gradient.
Summary :
* Maximum GHP/THP delivered
during trials (First trial by RDSO) was observed as 4500GHP/4252THP at site
conditions (3002KW as TA output)
* Maximum power dissipation
in DB grids was observed as 2757 KW, which is as per designed values
* Maximum TE achieved (With
new wheel) was 521KN
* Maximum DB effort (With
new wheel) achieved was 263KN
WDP4B
DLW introduced first
WDP4E/WDP4B locomotive #20047 equipped with EMD IGBT based TCC rated at 4500 BCV
with Axle load of 20.2 Tons fitted with MAC motors. Mainly this locomotive has 6
Traction motors with PAC pinion & Gear (Gear Ratio 17:77) and software of
existing TCC computer is also modified to support the six Traction Motors.
This arrangement has
following major advantages, which are listed below.
1)
Higher tractive effort 384.4
KN
2)
Improves starting acceleration & haulage characteristics
3) Minimum speed potential 130 Km/h & 145-150Km/h test speed capability.
4)
Higher tractive effort at lower notches.
|
|
Parameter |
WDP4B
loco |
Existing
WDP4 loco |
|
1 |
No.
Of Traction motors |
6
(MAC) |
4
(PAC) |
|
2 |
Tractive
Effort |
384.4
KN |
264.8
KN |
|
3 |
Engine
Shaft Power |
4150
HP |
3939
HP |
|
4 |
Engine
RPM |
970-975
rpm |
950
rpm |
|
5 |
Traction
Motor HP |
4500 |
4000
HP |
|
6 |
Minimum
Speed Potential |
130
Km/h |
130
Km/h |
Head End Power (WDP4)
Smaller size of IGBT has
paved way for incorporation of Hotel load module in same dimensions of traction
control converter. This module will
supply electricity to coaches for lighting & air-conditioning purposes form
the locomotive itself. DLW expects to deliver first Head End Power (WDP4) in
2Q2009.
HEP will deliver 500 KVA at 750V 3-phase supply, same as EOG car.
EM-2000
Originally this microprocessor
handled control of all parameters in loco operation and also provides a
diagnostic tool. Since EMD was unwilling to share source code (based on ToT
agreement), DLW approached M/s Medha to find an alternative.
MAS696 replaces EM-2000 as
well as SIBAS-16 by Siemens found in earlier WDG4.
One inverter Bank per
Traction Motor
M/s Medha has also developed
circuits for one inverter bank per Traction Motor. This will allow isolation of
individual TM in case of failure. GE Sales people used this feature to
demonstrate their superior technology.
Fortunately in US, EMD
manufactures her own TMs with high level of quality control so this is not an
issue. Siemens TMs in WDG4 had rotor failures shortening their expected life span.
I am not a bureaucrat or lobbyist. I look at technological achievements. DLW has done a great job in enhancing her products.
Whether one likes it or not, WAG9 is still decade away from perfection or may be waiting for replacement.
AFAIK, CLW is NOT considered a desired place for posting by officers due to lack of educational facilities. But RDSO is in Lucknow and no encouraging news from RDSO Electrical Directorate, either.
CLW is still using same old microcode, inverters, etc. Only thing that's new are new diagnostic tools from OEM vendors. And new workshops in Bihar may end up in the same way. Unfortunate but sad.
Note 1: Starting TE for following Electric locos:
WAP4 - 302 KN
WAP5 - 257.9 KN
WAP7 - 322.4 KN
What it means is, on level track, WDP4 will accelerate same rake quicker than electric locos but on gradients, she will lose speed compared to electric locos due to lesser HP available at wheels.
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