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36-527: The Indian locomotive class WDP-3A , colloquially nicknamed the Toaster , is a class of diesel–electric locomotive that was developed in 1998 by Banaras Locomotive Works , Varanasi for Indian Railways . The model name stands for broad gauge ( W ) , Diesel ( D ), Passenger traffic ( P ) locomotive with 3,100 horsepower ( 3A ). The WDP-3A is a later classification of earlier WDP-2. They entered service in 1998. A total of 44 were built between 1998 and 2001. They are

72-424: A series hybrid architecture . A spark ignition internal combustion (IC) engine acts as the prime mover, powering a generator which converts the rotational energy into electrical energy. The generator charges a battery pack and drives a traction motor that provides tractive effort for the vehicle to move. The engine is usually smaller than what would be required for powering a conventional petrol vehicle of

108-577: A New Generation of Vehicles was a cooperative research program between the U.S. government and "The Big Three" automobile manufacturers ( DaimlerChrysler , Ford and General Motors ) that developed diesel hybrid cars. Diesel–electric propulsion has been tried on some military vehicles , such as tanks . The German armored vehicles VK 45.01 (P) , Elefant , and Panzer VIII Maus of the Second World War were petrol-electric or diesel-electric propelled. The prototype TOG1 and TOG2 super heavy tanks of

144-437: A combination: Queen Mary 2 has a set of diesel engines in the bottom of the ship plus two gas turbines mounted near the main funnel; all are used for generating electrical power, including those used to drive the propellers . This provides a relatively simple way to use the high-speed, low-torque output of a turbine to drive a low-speed propeller, without the need for excessive reduction gearing. Most early submarines used

180-503: A direct mechanical connection between the combustion engine and propeller, switching between diesel engines for surface running and electric motors for submerged propulsion. This was effectively a "parallel" type of hybrid, since the motor and engine were coupled to the same shaft. On the surface, the motor (driven by the engine) was used as a generator to recharge the batteries and supply other electric loads. The engine would be disconnected for submerged operation, with batteries powering

216-660: A direct-drive diesel locomotive would require an impractical number of gears to keep the engine within its powerband; coupling the diesel to a generator eliminates this problem. An alternative is to use a torque converter or fluid coupling in a direct drive system to replace the gearbox. Diesel electric based buses have also been produced, including hybrid systems able to run on and store electrical power in batteries. The two main providers of hybrid systems for diesel–electric transit buses include Allison Transmission and BAE Systems . New Flyer Industries , Gillig Corporation , and North American Bus Industries are major customers for

252-740: A few. A problem with the WDP-3A was that it would get uncomfortably hot inside the driving cabin on the radiator side and the locos were nicknamed “toasters” by the locomotive pilots. The WDP-3A was best known for hauling the Trivandrum Rajdhani and later on the Mumbai CSMT - Karmali Tejas Express through the Konkan Railway at a top speed of 120 kmh single-handedly. In 2018, a couple of GOC-based WDP-3A locomotives were rebuilt at DMW Patiala with better bogies for riding comfort. Such rebuilt toasters bear

288-635: A high speed loco on ALCO platform. But the EMD locos came with a much better performance with higher HP rating to kill the prospect of WDP-3As. These units have air brakes only and the gear ratio is 64:19. These locos (classified as WDP-2s at the time) were introduced initially the Chennai Egmore - Kanyakumari Section, hauling many prestigious trains like the Pallavan Express , Vaigai Express , Rockfort Express , Nellai Express and Pothigai Express to name

324-502: A strategic need for rail engines without plumes of smoke above them. Diesel technology was not yet sufficiently developed but a few precursor attempts were made, especially for petrol–electric transmissions by the French (Crochat-Collardeau, patent dated 1912 also used for tanks and trucks) and British ( Dick, Kerr & Co and British Westinghouse ). About 300 of these locomotives, only 96 being standard gauge, were in use at various points in

360-691: A wide rpm range at peak efficiency. The Engine generator pair is a compact unit that isn't connected mechanically to the road wheels. The connection is purely electrical. Examples of road vehicles using petrol–electric transmission include the Tilling-Stevens bus (UK) and the Owen Magnetic touring car (USA). Examples of petrol–electric rail vehicles include the North Eastern Railway 1903 Petrol Electric Autocar , Doodlebug (rail car) , GE 57-ton gas–electric boxcab , Weitzer railmotor and

396-463: Is a transmission system for vehicles powered by petrol engines . Petrol–electric transmission was used for a variety of applications in road , rail , and marine transport, in the early 20th century. After World War I , it was largely superseded by diesel–electric transmission , a similar transmission system used for diesel engines ; but petrol–electric has become popular again in modern hybrid electric vehicles . Petrol–electric transmission

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432-418: Is used on railways by diesel–electric locomotives and diesel–electric multiple units , as electric motors are able to supply full torque from 0 RPM . Diesel–electric systems are also used in marine transport , including submarines, and on some other land vehicles. The defining characteristic of diesel–electric transmission is that it avoids the need for a gearbox , by converting the mechanical force of

468-423: Is used on vehicles powered by petrol engines, and to turbine–electric powertrain , which is used for gas turbines . Diesel–electric transmissions are a type of continuously variable transmission . The absence of a gearbox eliminates the need for gear changes, which prevents uneven acceleration caused by the disengagement of a clutch . With auxiliary batteries the motors can run on electric alone, for example when

504-440: The 1930s, the system was adapted for streamliners , the fastest trains of their day. Diesel–electric powerplants became popular because they greatly simplified the way motive power was transmitted to the wheels and because they were both more efficient and had greatly reduced maintenance requirements. Direct-drive transmissions can become very complex, considering that a typical locomotive has four or more axles . Additionally,

540-727: The Allison EP hybrid systems, while Orion Bus Industries and Nova Bus are major customer for the BAE HybriDrive system. Mercedes-Benz makes their own diesel–electric drive system, which is used in their Citaro . The only bus that runs on single diesel–electric transmission is the Mercedes Benz Cito low floor concept bus which was introduced in 1998. Examples include: In the automobile industry, diesel engines in combination with electric transmissions and battery power are being developed for future vehicle drive systems. Partnership for

576-528: The British Mark II tank , American Holt gas–electric tank and French Saint Chamont in 1917. The latter used the Crochat-Colardeau system of Henry Crochat and Emmanuel Colardeau. This allowed the left and right traction motors to run at different speeds for steering and is detailed in patent US1416611. The 1936 prototype Char G1 P was also designed with a petrol–electric drive. Ferdinand Porsche

612-651: The Second World War used twin generators driven by V12 diesel engines. More recent prototypes include the SEP modular armoured vehicle and T95e . Future tanks may use diesel–electric drives to improve fuel efficiency while reducing the size, weight and noise of the power plant. Attempts with diesel–electric drives on wheeled military vehicles include the unsuccessful ACEC Cobra , MGV , and XM1219 armed robotic vehicle . Petrol%E2%80%93electric transmission Petrol–electric transmission (UK English) or gasoline–electric transmission or gas–electric transmission (US English)

648-500: The US made much use of diesel–electric transmission before 1945. After World War II, by contrast, it gradually became the dominant mode of propulsion for conventional submarines. However, its adoption was not always swift. Notably, the Soviet Navy did not introduce diesel–electric transmission on its conventional submarines until 1980 with its Paltus class . During World War I , there was

684-488: The conflict. In the 1920s, diesel–electric technology first saw limited use in switcher locomotives (UK: shunter locomotives ), locomotives used for moving trains around in railroad yards and assembling and disassembling them. An early company offering "Oil-Electric" locomotives was the American Locomotive Company (ALCO). The ALCO HH series of diesel–electric switcher entered series production in 1931. In

720-475: The diesel engine and the propeller that was initially common, the advantages were eventually found to be more important. One of several significant advantages is that it mechanically isolates the noisy engine compartment from the outer pressure hull and reduces the acoustic signature of the submarine when surfaced. Some nuclear submarines also use a similar turbo-electric propulsion system, with propulsion turbo generators driven by reactor plant steam. Among

756-432: The diesel engine into electrical energy (through an alternator ), and using the electrical energy to drive traction motors , which propel the vehicle mechanically. The traction motors may be powered directly or via rechargeable batteries , making the vehicle a type of hybrid electric vehicle . This method of transmission is sometimes termed electric transmission, as it is identical to petrol–electric transmission , which

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792-458: The electric motor and supplying all other power as well. In a true diesel–electric transmission arrangement, by contrast, the propeller or propellers are always driven directly or through reduction gears by one or more electric motors , while one or more diesel generators provide electric energy for charging the batteries and driving the motors. While this solution comes with a few disadvantages compared to direct mechanical connection between

828-484: The fastest ALCo based locomotive found in India with a top speed of 160 km/h, on par with the premier electric locomotives. The WDP-3A served IR for over 25 years. A significant number of these locomotives are still in use, both on mainline and departmental duties. As of November 2024, few of the locomotives still retain "operational status" on the mainline as WDP-3A, with further examples having been scrapped. The first one

864-583: The first surface ships to use diesel–electric transmission. Later, the technology was used in diesel powered icebreakers . In World War II, the United States Navy built diesel–electric surface warships. Due to machinery shortages destroyer escorts of the Evarts and Cannon classes were diesel–electric, with half their designed horsepower (The Buckley and Rudderow classes were full-power steam turbine–electric). The Wind -class icebreakers , on

900-442: The mid-1910s, the technology was immediately reintroduced when Sweden began to design its own submarines again in the mid-1930s. From that point onwards, diesel–electric transmission has been consistently used for all new classes of Swedish submarines, albeit supplemented by air-independent propulsion (AIP) as provided by Stirling engines beginning with HMS Näcken in 1988. Another early adopter of diesel–electric transmission

936-534: The noise or exhaust from the engine disrupts a clean air zone . Disadvantages of a diesel electric transmission are the potential complexity, cost, and decreased efficiency due to energy conversion. Diesel engines and electric motors are both known for having high torque at low rpm, this may leave high rpm with little torque. Typically a petrol engine is paired with electric motors for this reason. Petrol engine produces most torque at high rpm, supplemented by electric motors' low rpm torque. The first diesel motorship

972-545: The other hand, were designed for diesel–electric propulsion because of its flexibility and resistance to damage. Some modern diesel–electric ships, including cruise ships and icebreakers, use electric motors in pods called azimuth thrusters underneath to allow for 360° rotation, making the ships far more maneuverable. An example of this is Symphony of the Seas , the largest passenger ship as of 2019. Gas turbines are also used for electrical power generation and some ships use

1008-772: The petrol–electric locomotives built for the War Department Light Railways by Dick, Kerr & Co. and British Westinghouse . In France, the Crochat-Colardeau system of Henry Crochat and Emmanuel Colardeau was used in some petrol–electric railcars. Most submarines that served in World War I were diesel–electric . However, some petrol–electric submarines had been built before the war. Examples include: Plunger-class submarine (USA), A-class submarine (1903) (UK), SM U-1 (Austria-Hungary) , Russian submarine Krab (1912) . Petrol–electric systems were tested on

1044-733: The pioneering users of true diesel–electric transmission was the Swedish Navy with its first submarine, HMS Hajen (later renamed Ub no 1 ), launched in 1904 and originally equipped with a semi-diesel engine (a hot-bulb engine primarily meant to be fueled by kerosene), later replaced by a true diesel. From 1909 to 1916, the Swedish Navy launched another seven submarines in three different classes ( 2nd class , Laxen class , and Braxen class ), all using diesel–electric transmission. While Sweden temporarily abandoned diesel–electric transmission as it started to buy submarine designs from abroad in

1080-470: The same size. The engine usually runs at its optimum high efficiency RPM , powering the generator. When extra power is needed for acceleration or for climbing gradients, both the engine and the battery pack powers the motor. When the engine produces more power than is required at the road wheels, the surplus is used to charge the battery. Petrol–electric vehicles typically doesn't require any stepping up or transmission as electric traction motors can operate at

1116-615: The suffix 'R' to their road numbers. However, due to age issues and cracking of bogie underframes, the WDP-3A locomotives of DLS, GOC, and KYN were withdrawn gradually from hauling passenger trains and were relegated to departmental use. In 2021, GOC announced the withdrawal of all WDP-3A's in their shed and a few WDP-3A's were sent to Ponmalai Workshop for scrapping. 15501 is to be preserved. All WDP-3A locomotives of KYN DLS were condemned in January 2022 and scrapped at DLS. Diesel%E2%80%93electric transmission Diesel–electric transmission

Indian locomotive class WDP-3A - Misplaced Pages Continue

1152-450: Was also the first diesel–electric ship, the Russian tanker Vandal from Branobel , which was launched in 1903. Steam turbine–electric propulsion has been in use since the 1920s ( Tennessee -class battleships ), using diesel–electric powerplants in surface ships has increased lately. The Finnish coastal defence ships Ilmarinen and Väinämöinen laid down in 1928–1929, were among

1188-513: Was delivered in October 1998, under the name of WDP-2. 44 units produced until February 2001 (Indian Railway road number 15501-15544) had dual cab forward design different from other classes of locos built by DLW ( WDM-2 , WDM-3A , WDG-3A and WDP-1 ). These new locomotives have control stand similar to many electric locomotives. They are the re-geared versions of the WDM-3A . This was IR's attempt to build

1224-745: Was the United States Navy , whose Bureau of Steam Engineering proposed its use in 1928. It was subsequently tried in the S-class submarines S-3 , S-6 , and S-7 before being put into production with the Porpoise class of the 1930s. From that point onwards, it continued to be used on most US conventional submarines. Apart from the British U-class and some submarines of the Imperial Japanese Navy that used separate diesel generators for low speed running, few navies other than those of Sweden and

1260-609: Was the main developer of these drive trains for military vehicles in Nazi Germany . He created the VK 3001 (P) prototype and VK 4501 , of which 91 units were produced as the Porsche Tiger. They were later converted into Ferdinand, and subsequently Elefant , tank destroyers. Another noteworthy design was the 188-tonne Porsche type 205 prototypes, commonly known as the Maus super-heavy tank . In

1296-534: Was used in certain niche markets in the early 20th century, such as in the petrol–electric railway locomotives produced in Britain for use on the War Department Light Railways during World War I or for privately owned Arad & Csanad United Railways . In France, the Crochat petrol–electric transmission system was used for standard gauge locomotives (up to 240 kW of electrical power). Petrol–electric vehicles follow

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