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About the LOCOMOTIVE CLASS WDP4& its Variants:-
The EMD GT46PAC is a passenger-hauling diesel-electric locomotive with AC electric transmission designed by General Motors Electro-Motive Division and built by both GM-EMD and under license by Diesel Locomotive Works (DLW) of Varanasi, India for Indian Railways as their classes WDP-4, WDP-4B and WDP-4D. The GT46PAC is a passenger version of the previous Indian Railways EMD GT46MAC freight locomotive. The locomotive has a 16-cylinder 710G3B diesel engine with a maximum speed of 904 RPM.
There are three variants of this loco – the original WDP-4 which is a 4,000 hp (2,980 kW) loco, the WDP-4B which is a 4,500 hp (3,360 kW)126 t (124 long tons; 139 short tons) weighted loco with a single cab and the newest WDP-4D which is a 4,500 hp (3,360 kW) loco with dual cabs.
These are GM EMD GT46PAC locos. Starting in June 2001, 10 of them (#20000 to #20009) were provided by GM, operating out of Hubli diesel loco shed. In April 2002 DLW started producing these locomotives with 20011, 20013 and 20014 being assembled from completely knocked down kits. 20012 was the first indigenously manufactured WDP-4 and features a modified fibre glass shell over the standard cab. DLW had plans only for these 5 in its first production batch, but started to produce them in large numbers starting in late 2003.
These are 4000hp locos with the 16-cylinder EMD 16-710 (16-V-710G3B-EC) turbocharged engines (AC-AC transmission) with unit fuel injection. The fabricated underframe has a rigid design. The bogies are GM’s light-weight cast HTSC bogies similar to those of WDG-4 locos but meant for passenger use. The bogies are said to have a ‘million mile’ overhaul interval because of a reduction in the number of wearing surfaces. The suspension is a two-stage suspension. They have an interesting Bo1-1Bo wheel arrangement. At 119t they are 7t lighter than the WDG-4 because they have 2 fewer traction motors. Max. speed 160km/h, although in trials it is said to have been run at speeds up to 180km/h. However, in most cases the loco is restricted to 110km/h or so since it used for hauling heavier 24-coach passenger trains. Factor of adhesion is claimed to be around 32% (all-weather). The EM2000 onboard microprocessor system provides a flexible and expandable control system with complete self-diagnostic and unit history features. The cab body is made of fibreglass. It is expected that these will need to return to their home sheds only once in about 90 days for regular maintenance. However, the links at Hubli are such that these end up being ‘home’ every 15 days in any case. Indigenization has proceeded well with many components being made in India now: motors by Crompton, alternators by Kirloskar, etc.
Unusually for IR locos, the DLW-built WDP-4′s have cab air-conditioning factory-installed. However, the Hubli shed apparently discourages the use of the air-conditioning equipment for fear it affects fuel consumption adversely.
Starting in April 2005, these locos were allocated in large numbers to Krishnarajapuram shed of the SWR with Siliguri in the NFR receiving a few locos in late 2006. 20040 homed at KJM shed is the first IGBT based WDP-4. The traction conversion system was supplied by Siemens.
Builders: GM EMD, DLW
Engine: GM-EMD 16-710, 4000hp
Transmission: Electric (AC – AC), GM components
Tractive Effort: 27.0t (264.8kN). Some sources say 27.5t (269.8kN)
Brake horsepower: 3939hp
Engine rpm: 950
Fuel tank capacity: 6000l
A 24-coach (1430t) passenger rake can be accelerated to 110km/h in 1020 seconds (over 25.7km) by a WDP-4.
These locos are modified versions of the WDG-4 class locos, used for passenger operations. They have a reduced axle load of 20.2t (compared to the WDG-4′s 21t axle load), achieved mainly by trimming the weight of the underframe. The gear ratio is 17:77, horsepower rating of 4500hp (brake horsepower 4150hp), and the maximum tractive effort is 384.4kN. It has an operational design speed of 130km/h and a maximum speed of 150km/h. The cab is slightly wider to provide better visibility when running long hood forward. All other features are essentially the same as with the WDG-4. Initially two prototypes of the WDP-4B class were built using components for the WDP-4 class loco (#20047, #20075 – in the number series for the WDP-4 class). Serial production of these locos began in March 2010. Apart from these a dual cab version of the EMD GT46PAC has also been rolled out, named the WDP4D. It was made to ease the visibility difficulties faced by loco pilots in piloting the loco while in Long Hood Forward Mode [LHF].
For more on the EMD variants of IR, please refer to:- http://www.irfca.org/faq/faq-loco2d.html#loco
For Comparative specifications, please refer to:- http://www.irfca.org/faq/faq-specs.html#WDP-4