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Application of hydraulic based transmission system in Indian locomotives- A

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 Recent Advances in Mechanical Engineering and Mechanics

Application of hydraulic based transmission system

in Indian locomotives- A Review
Mohd Anees Siddiqui
Department of Mechanical Engineering, Integral University Lucknow, INDIA
E-mail: mohammadanees72@gmail.com, Tel +91-09307263647

Abstract- This paper is basically a review of transmission system • It should have the provision to connect and disconnect
based on hydraulic applications that how the power is transmitted the diesel engine from axles for starting and stopping
from engine to the axle. Hydraulic transmissions were introduced the loco at will.
over Indian Railways way back in 1050s. Since then it has found
wide range of application to meet the operational requirements.
• It must incorporate a mechanism to reverse the
The use of hydraulic transmission has progressively changed from direction of travel.
Mechanical to Hydro-mechanical to ultimately hydrodynamic • It must provide necessary permanent speed reduction,
system. Hydro-Mechanical transmission also known as Suri as the axle speed is normally much lower than the
transmission used in WDS4 and ZDM3 class of locomotives engine speed.
consisting of one converter and hydro-mechanical clutch system. • It must provide a high torque multiplication at start
In this paper, loco characteristics are also discussed for WDP2 which should gradually fall with the increase of vehicle
Loco of Indian Railways.
speed and vice-versa.
Keywords—Hydraulic, Locomotive, Transmission
II. MECHANICAL TRANSMISSION
I. INTRODUCTION
In this system of transmission, a clutch and a multi-ratio
gear box are employed. the gearbox consists of several gear
Unlike the steam engine, a diesel engine has certain inherent trains, each designed to give a specific speed ratio, the
characteristics, which do not permit a direct drive to the engine power is transmitted through one gear pair at a time.
loco wheels. One of the above is that it cannot start under as the engine is connected to the loco, wheels through a
load and it requires a certain minimum rotational speed, fixed gear ratio in each gear set, the loco speed directly
called firing speed, before it catches the cycle and continues varies with the engine speed. the change over from one gear
to run. Secondly it is not allowed to run either below the train to another is through clutch. in case of mechanical
idling speed or beyond the maximum rated speed as the transmission, through the efficiency is high, the power
reciprocating parts are balanced for a particular speed range utilization factor is low.
only. The other important characteristic is that the direction
of rotation for running, which cannot be changed at will.
Over and above, a diesel locomotive must fulfill the
following essential requirements:

• It should be able to start a heavy load, hence it should

exert a very high starting torque at the axles.
• It should be able to cover a wide speed range.
• It should be able to run in either direction with much
ease.

Considering the fundamental characteristics of diesel Fig.1 Mechanical underfloor drive system of a diesel rail car(1)Engine,
(2)Multidrive clutch, (3)Four-speed transmission, (4)Cardanshaft,
engine, to satisfy the above operating requirements of the (5)Reversing final drive.
loco, it becomes necessary to introduce a device between
the prime mover and the loco wheels. This device is called III. HYDRAULIC TRANSMISSION
Transmission.Any transmission device employed in a loco
should be able to fulfill the following requirements: Hydraulic transmissions are of two types:
• It should transmit the power from engine to the wheels • Fluid coupling
with minimum loss. • Hydraulic torque converter

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 Recent Advances in Mechanical Engineering and Mechanics

A. Fluid coupling C. Working of hydraulic torque converter

A fluid coupling is a device employed in a power The converter has three member i.e. impeller, turbine and
transmission system to transmit torque through a fluid reaction elements, where as turbine has impeller and turbine
medium. The principal members are Impeller or pump only.The principal members are not identical in construction
generally connected to the input side of the power and the blades (vanes) provided in them are shaped and
transmission system and Turbine or runner connected to the positioned to from different angles with respect to the axis
output side. The impeller and turbine of the coupling are of rotation to obtain required performance. The torque
identical with respect to their inside and outside diameter, condition of impeller and turbine are not same owing to the
design and positioning of the blades etc. The kinetic energy existence of reaction member in the fluid circuit. The
and torque absorbed by the impeller is equal to that released impeller torque gets increased or decreased in turbine
in the turbine i.e., the torque conditions of both elements are according to the speed of the two members.
identical. Hence, there can be no torque conversion in a
fluid coupling and impeller torque is always equal to the
turbine torque.

B. Hydraulic torque converter

Fig.3 Power transmission of a hydraulic torque converter.

Fig.2 Constructional view of a hydraulic torque converter.

Fig.4 Working of a hydraulic torque converter.

There are four components inside the very strong housing of In transmitting power, a torque converter behaves like a
the torque converter: gearbox having infinite gear ratio and hence provides step-
• Pump: Impeller or pump, generally connected to input less variation of torque at turbine end for constant input
side. torque. This inherent characteristics suits very well with the
• Turbine: Turbine or runner, connected to output side. output torque requirement of the locomotive. Owing to
• Stator: The third member is reaction wheel guide conversion of energy from mechanical to hydraulic in the
wheel. It is placed in the fluid circuit to guide the fluid, impeller and hydraulic to mechanical in the turbine, there is
coming from the turbine, into the impeller and is loss of power and hence efficiency of the transmission
normally connected to the casing and remains poorer than mechanical transmission. However it compares
stationary. well with electrical transmission. For a definite output
speed, its transmission efficiency is superior while working
• Transmission fluid: The housing of the torque under part load. So it is ideal for shunting locomotive. It
converter is bolted to the fly wheel of the engine, so it does not transmit shocks and vibration due to hydraulic
turns at whatever speed the engine is running at. The medium.
fins that make up the pump of the torque converter are
attached to the housing, so they also turn at the same
speed as the engine.

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 Recent Advances in Mechanical Engineering and Mechanics

IV. HYDRAULIC TRANSMISSION IN USE ON • Provided with compressed air brakes system for
INDIAN RAILWAYS locomotive with arrangement for operating vacuum
brakes on the trailing stock.
Hydraulic transmissions were introduced over Indian
Railways way back in 1950s. Since then it has found wide
range of application to meet the operational requirements.
The use of hydraulic transmission has progressively
changed from Mechanical to Hydro-mechanical to
ultimately hydrodynamic system. Hydro-Mechanical
transmission also known as Suri transmission used in
WDS4 and ZDM3 class of locomotives consisting of one
converter and hydro-mechanical clutch system. In 1983,
hydrodynamic turbo reversible transmissions were
introduced over Indian Railway. They are:

• L4r2U/U2: It has one converter for each direction of

travel. It is fitted in WDS4D shunting locomotives and
ZDM4A NG locomotives.

• L4r4U/U2: It has two converters for each direction of Fig.5 WDS4 Claas Locomotive
travel. Of the two one is for high torque low speed and
the other for low torque and high speed. It is fitted in • WDS4D class locomotives
YDM2 locomotives.
Successful introduction of Voith Hydrodynamic
A. Broad gauge locomotives transmission in ZDM4 locomotives, prompted the
introduction of Voith turbo reversible hydrodynamic
• WDS3 class locomotive transmission in WDS4 class locomotives. WDS4D is such
locomotive. They have features for main line as well as
It is RDSO’s first diesel locomotive introduced over Indian shunting operation at 65 and 27 km/h speed respectively.
Railways in 1968. It incorporates a large number of novel
features like high efficiency and adhesion, which constitute B. Narrow gauge locomotives
major advances in diesel loco design. 650 hp diesel
hydraulic shunting locomotive was designed with Suri • ZDM3 class locomotives
hydro-mechanical Transmission. They have features for
main line as well as shunting operation respectively. For dieselization of the narrow gauge sections, it was
decided to adopt a basically B-B design of 8.5t axle load
• WDS4 class locomotives with provision to modify the same to 1B’-B’1 design to
reduce the axle load to 6t. First ZDM3 class locomotive
Subsequently, WDS4 class locomotives were introduced on was introduced in Kalka-Shimla section of Northern
Indian Railway, Which are 700 hp upgraded version of Railway. The design of power equipment is similar to that
WDS3 locomotives. They have features for main line as of WDS4 class locomotives. equipped with a single Mak
well as shunting operation at 65 and 27 km/h speed model 6M282A (K) turbocharged after cooled diesel engine
respectively. Main feature are: with voith governor

• Equipped with a single Mak model 6M282A (K) • Fitted with Voith turbo-reversible transmission having
turbocharged after cooled diesel engine, set to deliver at one converter for each direction of travel.
site a constant 700 hp in the speed range 700 to 1000 • Complete elimination of mechanical reversing system,
rpm by means of reverse governing for better fuel • Dynamic braking by emptying the filled converter and
efficiency. filling opposite direction converter.
• Suri hydro-mechanical type transmission consisting
of a Trilok converter coupling and synchronizing fluid
coupling with plate clutch for higher efficiency
• Jack shaft gear box for operation in main line and
shunting
• Electro pneumatic reversing system

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 Recent Advances in Mechanical Engineering and Mechanics

transmission with Hydro-dynamic feature in passenger

service application. It contains
• equipped with a single Mak model 6M282A (K)
turbocharged after cooled diesel engine with voith
governor
• Fitted with Voith turbo-reversible transmission having
two converter for each direction of travel.
• Complete elimination of mechanical reversing system,
• Dynamic braking by emptying the filled converter and
filling opposite direction converter.

Fig.6 ZDM3 Claas Locomotive

• ZDM4 class locomotives

This overcome the recurring problem in electro-pneumatic
reversing arrangement, these locomotives were designed
with Voith turbo- reversing Hydrodynamic transmission.
These locomotives were first introduced in 1983-84 in
Kurudwadi section of Central Railway. The main features
are:

• equipped with a single Mak model 6M282A (K)

turbocharged after cooled diesel engine with voith Fig.8 YDM3 Claas Locomotive
governor
• Fitted with Voith turbo-reversible transmission having
one converter for each direction of travel. V. LOCO CHARACTERSTICS
• Complete elimination of mechanical reversing system,
TABLE:1 HAULAGE CAPACITY OF WDP2 LOCOMOTIVE
• Dynamic braking by emptying the filled converter and
HAULAGE CAPACITY (Passenger)
filling opposite direction converter.
LOCO:-WDP2 GAUGE: B.G. WT OF LOCO: 117t

Trailing load in tonnes at km/h on tangent track, ICF stock

(With 0.005 m/sec2 a acceleration reserve)

SPEED (Km/h)
GRADE
20 30 40 50 60 70 80 100 120 130 140
LEVEL 2025 1245 815 640 530
Above 1900t
500 1890 1500 1235 805 545 435 365

400 1700 1355 1125 735 500 400 335

Fig.7 ZDM4 Claas Locomotive
200 1385 1115 900 755 500 345 275 230

C. Metre gauge locomotives 150 1530 1110 900 725 610 405 280 220 -

100 1860 1545 1080 785 635 515 430 285 - - -

• YDM2 class locomotives
50 945 785 540 385 305 240 195 - - - -
The development of design YDM2 class diesel hydraulic
locomotive was further progress in introduction of Voith

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 Recent Advances in Mechanical Engineering and Mechanics

REFERENCES

PERFORMANCE OF 3100 HP [1] Diesel Hydraulic Textbook, RDSO Manual 2002.

WDP2 BG DE LOCOMOTIVE [2] Diesel Hydraulic Locomotives of the Western Region,
2750 HP INPUT TO TRACTION Brian Reed, David & Charles Publishers, England, 1974.
1 - TA 10102 CW TRACTION ALTERNATOR
[3] Review of Developments in Transport in Asia and the
6 - TM 5002 AZ TRACTION MOTOR
Pacific 2007, Jose Antonio Ocampo, United Nations
Publications, 2009
50000
[4] Material Management in Indian Railway, Dr. C.L.
Alternator Bansotra, University Science Press, 2010.
Current (2S- [5] Railway Track Engineering, Mundrey, Tata McGraw-
Tractive Effort (Kg)/Rectifier Output Current/10(Amps)

40000 Alternator Rectified Hill Education, 2000.

[6] Diesel Hydraulic Locomotive Model G.H. 700: Engine
Adhesion Alternator 700 H.P. Caterpillar D379 Series B., Transmission:
µ =
Current 6P FF Voith L4r4U2.
30000
[7] Journal of the Institute of Rail Transport, Volume 14,
Institute of Rail Transport (India), 1978

20000

TE 6P FF
BIOGRAPHY

10000 Mohd Anees Siddiqui was born in

Kanpur, India, in 1988. He received the
B.Tech degree in Mechanical
Engineering from Integral University,
0
0 20 40 60 80 100 120 140 160 Lucknow, India, in 2011, and pursuing
Speed(Km/h) M.Tech in Production & Industrial
Engineering from Integral University.
In 2011, he joined the production
department, Technical Associates Ltd, Lucknow and
Fig.9 Performance of 3100 HP WDP2 BG DE Locomotive
worked in manufacturing sector for a period of one year. He
worked as a Lecturer in Lucknow Institute of Technology,
Lucknow. Presently, he is working as a Lecturer in
Department of Mechanical Engineering, Integral University
Lucknow. He has undergone internship and training
VI. CONCLUSION programmes at Tata Motors Ltd, Hindustan Aeronautics
Ltd. and Research Development & Standards Organisation.
Hydraulic transmissions were introduced over Indian He is a member of International Association of Engineers,
Railways way back in 1950s. Since then it has found wide International Association of Computer Science &
range of application to meet the operational requirements. Information Technology, and International Association of
In this paper, transmission system based on hydraulic Engineers & Scientists. His area of interest is
applications are discussed that how the power is transmitted Manufacturing, Production & Industrial engineering. He has
from engine to the axle. Hydraulic transmissions were published several papers in International journals. He has
introduced over Indian Railways way back in 1050s. Since attended several national & international conferences on
then it has found wide range of application to meet the mechanical engineering. He received 2nd Award in model
operational requirements. The use of hydraulic transmission presentation Geothermal Energy Exploration Plant on
has progressively changed from Mechanical to Hydro- celebration of Rajiv Gandhi Renewable Energy Day at Non-
mechanical to ultimately hydrodynamic system. Hydro- Conventional Energy Development Agency, Lucknow, in
Mechanical transmission also known as Suri transmission Aug, 2010.
used in WDS4 and ZDM3 class of locomotives consisting
of one converter and hydro-mechanical clutch system. In
this paper, loco characteristics are also discussed for WDP2
Loco of Indian Railways.

ISBN: 978-1-61804-226-2 143

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