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Design & Working of WDG4 V16 7-10 Series Indian Railways Loco Engine

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 IJSRD - International Journal for Scientific Research & Development| Vol. 6, Issue 06, 2018 | ISSN (online): 2321-0613

Design & Working of WDG4 V16 7-10 Series Indian Railways Loco
Engine
Jawahar1 Sathish2
1,2
BMS Institute of Technology, Yelahanka, Bangalore-560064, India
Abstract— In this article, we would like to trace the design controls many locomotive functions. One EM2000 display
and working of WDG4 7-10 SERIES V16 engine used in panel, mounted in the door of the main electrical locker, is
Indian railways. WDG4 engines are GM's GT46MAC driven by the EM2000 computer and indicate operating
models. First units were imported in 1999 (13 fully built, 8 in conditions, system faults, and troubleshooting information.
kit form). Now [4/02] DLW has begun local production; 3 Electrical power produced by the main generator is
have been built and a further 25 or so were built in 2002. As distributed to the inverters through heavy duty switchgear in
of [1/06] 60+ units have been built. The loco shed at Hubli the #1 electrical cabinet. The switchgear directs main
has been modified to handle these; initially all will be based generator output to the traction inverters based on inputs from
at Hubli and will be used to haul mineral ore freight from the primary computer. The primary computer responds to
Bellary or Hospet to Vasco da Gama. The locos are rated at input signals from the engineer controls and feedback signals
4000hp and use 3-phase AC traction motors. They can start a from the power equipment. Each traction motor is geared
load of 58 BOXN wagons on a 1 in 150 grade and have a directly, with a single pinion, to a pair of driving wheels. The
balancing speed of 85km/h for such a load on level track. maximum speed of the locomotive is set by the locomotive
Max. Speed is 100km/h. Gear ratio 85:16. Axle load 21 gear ratio (wheel/motor) and wheel size. The locomotive is
tonnes. A V16 engine is a V engine with 16 cylinders. arranged so that the short hood or cab end is considered the
Engines of this number of cylinders are uncommon in front (or forward) although the unit can be operated in either
automotive use. A V16 engine is perfectly balanced, so long direction. While each locomotive is an independent power
as its constituent straight 8 banks are balanced, regardless of source, several units may be combined in multiple operation
the V angle. The 710 engine can operate more than three years to increase load capacity. The operating controls on each unit
without experiencing a road failure, setting the bar for the rail are jumpered or “trainlined” to allow all the locomotives to
industry. It is lightweight, medium-speed engine, Custom be simultaneously controlled from the control console in the
design and integration for optimized performance across a cab of the lead unit. The cab has two driver’s consoles: One
wide range of operating environments, Inherently emissions facing forward and one facing rearward.
friendly and fuel efficient, Ease of maintenance and lower The EMD 710 is a line of diesel engines built
overhaul costs, Low lube oil consumption and oil changes by Electro Motive Diesel (previously General Motors
based on scheduled sampling, Quickly reaches full power Electro-Motive Division). The 710 series replaced the
providing superior adhesion control during wheel slip events earlier EMD 645 series when the 645F series proved to be
for AC freight locomotives, Largest installed fleet and unreliable in the early 1980s 50-series locomotives which
common parts provide reduced material, labor, tooling and featured maximum engine speed of 950 rpm. The EMD 710
training costs. New EMD engine technologies can be retrofit is a relatively large medium speed two-stroke diesel engine
on existing models to further enhance performance and that has 710 cubic inches (11.6 liters) displacement
efficiency. per cylinder, and a maximum engine speed of 900 rpm. These
Key words: V16 Engine, 7 10 Series, EMD Loco, WDG4, same considerations apply to the 645 and 710, as these
Railway Engine, Indian Railways engines were a logical extension of the 567C, by applying a
cylinder bore increase (645), and a stroke increase (710), to
I. INTRODUCTION achieve a greater power output, without changing the external
The WDG4 or GT46MAC locomotive is equipped with a size of the engines, or their weight, thereby achieving
turbocharged 16 cylinder diesel engine to drive the main significant improvements in horsepower per unit volume and
generator. The main generator converts diesel engine horsepower per unit weight.
mechanical power into alternating current (AC) electrical Since its introduction, EMD has continually
power. The internal rectifier banks of the main generator upgraded the 710G diesel engine. Power output has increased
convert alternating current to direct current (DC) thereby from 3,800 horsepower (2,800 kW) on 1984's 16-710G3A to
providing a DC power output. The DC output from the main 4,500 horsepower (3,400 kW) (as of 2012) on the 16-
generator is called the DC link voltage and is applied to the 710G3C-T2, although most current examples are 4,300
traction inverters. DC link voltage varies with the throttle horsepower (3,200 kW).
position from 600 VDC at TH1 to 2600 VDC at TH8. The 710 has proved to be exceptionally reliable, but
The inverters change DC power into variable AC the earlier 645 is still supported and most 645 service parts
power. There is one traction inverter for each parallel set of are still in new production, as many 645E-powered GP40-
three traction motors. Traction inverter TCC1 and traction 2 and SD40-2 locomotives are still operating after four
inverter TCC2 invert the DC link voltage into variable decades of trouble-free service, and these often serve as a
voltage, variable frequency, 3 phase AC power for the benchmark for engine reliability, which the 710 would meet
induction traction motors. Each of the inverters is controlled and eventually exceed, and quite a number of non-SD40-2
by a separate computer. Both inverter computers are in turn locomotives (SD40, SD45, SD40T-2, and SD45T-2, for
controlled by a primary computer known as the EM2000 example, and even some SD50s), have been rebuilt to the
Locomotive Control Computer (LCC) that monitors and equivalent of SD40-2s with new or remanufactured engines

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 Design & Working of WDG4 V16 7-10 Series Indian Railways Loco Engine
(IJSRD/Vol. 6/Issue 06/2018/157)

and other subsystems, using salvaged locomotives as a The block is made from flat, formed, and rolled structural
starting point. Some of these rebuilds have been made using steel members and steel forgings welded into a single
new 12-cylinder 710 engines in place of the original 16- structure (a "weldment"). Blocks may, therefore, be easily
cylinder 645 engines. repaired, if required, using conventional shop tools. Each
Over the production span of certain locomotive bank of cylinders has a camshaft which operates the exhaust
models, upgraded engine models have been fitted when these valves and the Unit injectors.
became available. The engine is made in V-8, V-12, V-16, Pre-1995 engines have mechanically controlled unit
and V-20 configurations, although most current locomotive injectors (UIs), patented in 1934 by General Motors, EMD's
production is the V-16 engine. former owner. Post-1995 engines have electronically
controlled unit injectors (EUIs) which fit within the same
II. DESIGN & WORKING OF 16 CYLINDER 2 STROKE LOCO space as a unit injector. A EUI is EMD's implementation
ENGINE of EFI on its large-displacement diesel engines. Unlike the
two earlier engines, which could use either a Roots blower or
A. Design of V16 Engine a turbocharger, the 710 engine is offered only with
A V16 engine is a V engine with 16 cylinders. Engines of this turbocharging. The turbocharger (a combination turbo-
number of cylinders are uncommon in automotive use. A V16 compressor system) follows EMD's innovative design that
engine is perfectly balanced, so long as its constituent straight uses a gear train and over-running clutch to drive the
8 banks are balanced, regardless of the V angle. That is to say, compressor rotor. This system acts as a centrifugal blower,
it does not require contra-rotating balancing shafts which are during low engine speed, when exhaust gas temperature (and,
necessary to balance engines with odd numbers of cylinders correspondingly, heat energy) alone is insufficient to drive
in-line or those equipped with counterweighted crankshafts the turbine. At higher engine speeds, increased exhaust gas
like the 90° V8. In addition V angles of 45° and 135° give an temperature is sufficient to drive the turbine, the clutch
impulse every 45°, so are optimal solutions, for even- disengages, and acts as a true centrifugal turbocharger. The
firing and non-split bearing crankshaft journals. The few turbo-compressor can revert to compressor mode
V16s that have been produced were used in high-end luxury momentarily during demands for large increases in engine
and high performance automobiles due to their smoothness output power. While more expensive to maintain than Roots
(low vibration). Today, the most common applications for blowers, the turbocharger significantly reduces fuel
V16 engines are railroad locomotives, marine craft, and consumption and emissions, while improving high-altitude
stationary power generators. performance. Additionally, EMD's turbo-compressor can
Here, manufacturers tend to work with a provide a 50 percent increase in maximum rated horsepower
common cylinder size across a wide range of engines, and over Roots-blown engines for the same engine displacement.
size the engine by the number of cylinders for different power But, unlike the earlier 645 and 567, which offered both Roots-
requirements. Thus, many users of medium speed diesel blown and turbocharging, EMD's turbo-compressor is an
engines such as railroad locomotives use V16 power plants, integral part of all 710 models, therefore this 50 percent
including most Electro-Motive Diesel and GE Transportation increase is already incorporated into the maximum rated
Systems locomotives. EMD's 16-cylinder two-stroke diesel, power of all 710 models. The putative horsepower of an
with 710 CID per cylinder (hence known as the 16-710), can otherwise equivalent displacement but Roots-blown, that
produce over 4,300 hp (3.2 MW). is, naturally aspirated, 710 may be approximated by
multiplying the turbocharged horsepower by 0.67.
Horsepower for any naturally aspirated engine is
usually derated 2.5 percent per 1,000 feet (300 m) above
mean sea level, a tremendous penalty at the 10,000 feet
(3,000 m) or greater elevations which several Western U.S.
and Canada railroads operate, producing as much as a 25
percent power loss. Turbocharging effectively eliminates this
derating.

Fig. 2.1.1: V16 Loco Engine

All 710 engines are two-stroke 45 degree V-
engines. The 710 model was introduced in 1985 and has a 1-
inch (25 mm) longer stroke (now 11 in or 279 mm) than the
645 (10 in or 254 mm stroke). The engine is a uniflow design
with four poppet-type exhaust valves in the cylinder head.
For maintenance, a power assembly, consisting of a cylinder
head, cylinder liner, piston, piston carrier, and piston rod can Fig. 2.1.2: Front Side V16 7 10 Series Engine
be individually and relatively easily and quickly replaced.

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 Design & Working of WDG4 V16 7-10 Series Indian Railways Loco Engine
(IJSRD/Vol. 6/Issue 06/2018/157)

Certain models have engine controls that permit Engine fuel is drawn from the underframe mounted
lower fuel consumption (possibly at the expense of higher tank through a mesh suction strainer to a gear type DC motor
emissions) or lower emissions (possibly at the expense of driven pump. The pump forces fuel through a two stage
higher fuel consumption). primary filter assembly equipped with a pressure gauge and
by-pass valve that functions if the filter becomes clogged.
Engine mounted fuel filters provide secondary filtration
B. Working of V16 -7 10 Engine
before fuel reaches the fuel injectors located at each cylinder.
The diesel engine operates on a two-stroke cycle, with power Excess fuel that is not injected provides injector cooling
applied on each downward stroke. At the bottom of each before being returned to the fuel tank. Fuel injectors supply a
downward stroke, cylinders are aspirated through cylinder precisely metered quantity of atomized fuel to each cylinder
wall ports opening to a chamber (air box) that is supplied with at a precise moment in the firing cycle. The Woodward
pressurized air from the turbocharger impeller. The Governor controls injectors to maintain the proper amount of
pressurized air scavenges spent gases from a cylinder through fuel needed to keep the engine speed at the requested level.
multiple exhaust valves in its cylinder head. As the piston
moves upward, the ports are closed off and the exhaust valves
close. Air is compressed in the cylinder.
At the top of the stroke, fuel is injected into the
cylinder and ignited by the heat of compression to provide
power to drive the piston downward until the cylinder wall
ports and the exhaust valves again open. The exhaust gases
from the cylinders pass through a manifold to drive the
turbocharger turbine wheel before flowing out through the
exhaust silencer stack. When starting, and at lower power
levels, there is insufficient exhaust heat energy to drive the
turbine and impeller fast enough to supply all the air needed
for combustion. At this time, the engine drives the Fig. 2.2.1: Engine Exhaust
turbocharger through a gear train, with the available exhaust C. Firing Order
gases providing some assistance. At high power levels, the The firing order is the sequence of power delivery of each
heat energy in the exhaust is sufficient to drive the cylinder in a multi-cylinder reciprocating engine. This is
turbocharger without any assistance, and an overrunning achieved by sparking of the spark plugs in a gasoline engine
clutch in the gear train disengages the mechanical drive from in the correct order, or by the sequence of fuel injection in
the engine. The air discharged under pressure from the a Diesel engine. When designing an engine, choosing an
turbocharger assembly is routed through after coolers to cool appropriate firing order is critical to minimizing vibration, to
the air, before it enters the air box, thereby increasing its improve engine balance and achieving smooth running, for
density for greater combustion efficiency. The engine is long engine fatigue life and user comfort, and heavily
equipped with engine mounted gear driven centrifugal water influences crankshaft design.
pumps. Coolant is pumped to the engine manifolds connected
to the cylinder heads and liner jackets, and to the turbocharger
after coolers. A coolant return manifold, in the crankcase
“V,” encloses the cylinder exhaust ducts (elbows). Heated
coolant is piped from the engine through the radiators, and
through an oil cooler before it returns to the centrifugal
pumps. The entire engine cooling system is pressurized, with
pressure level limited by a relief valve in the cap on the water
storage tank filler neck. Temperature probes are mounted at
the engine water pump inlets to provide engine coolant
temperature information to the EM2000 computer. The
computer controls engine coolant temperature by
independently controlling the speed of each of the two
radiator cooling fan motors. Each motor can be “off,” or
running at either “slow” or “fast” speed.
A positive displacement gear type scavenging pump
draws oil from the engine sump, through a strainer, then
pumps it through filters and a cooler to a second strainer
chamber. A dual oil pump receives oil from the second
strainer and delivers it to engine manifolds for engine
lubrication and piston cooling. Additional filtration is
provided in the circuit delivering oil to the turbocharger. A
separate electrically driven pump and filter provide
turbocharger lubrication and cooling at engine startup and
shutdown. Fig. 2.3.1: Firing Order

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 Design & Working of WDG4 V16 7-10 Series Indian Railways Loco Engine
(IJSRD/Vol. 6/Issue 06/2018/157)

REFERENCES
[1] Jacqueline O’Connor and Mark Musculus “Effects of
exhaust gas recirculation and load on soot in a heavy-
duty optical diesel engine with close-coupled post
injections for high-efficiency combustion phasing”
[2] Technical hand book, Indian Railways, Hubli
[3] Indian state railways, Locomotive service manual
[4] Joydeep Dutta and Avinash Kumar Agarwal “Diesel
Locomotives of Indian Railways: A Technical History”.

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