Index Locomotives - books DIESEL LOCOMOTIVE OPERATING NO. 2315 for MODELS F9, FP9, FL9 - manual 1997 year
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OPERATION
F9-2-657
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OPERATION
c.
"G" valve.
d.
Toilet water tank steam valve.
2.
Steam generator.
a.
Heating coil valve.
b.
Water suction line valve.
c.
Water tank valve.
B.
In freezingweather if heating facilities are not available, all water
must be drained from:
1. Engine cooling system and cab heaters. Also, open the drain
in the bottom of the right water pump housing to prevent its
freezing.
2.
Steam generator.
3.
Steam generator water tank.
4.
Toilet water tank.
5.
Air system.
a.
Air compressor oil separator.
b.
Sump reservoirs.
c.
Main reservoirs.
d.
Type H filter.
e.
Electrical control air regulator.
f. Electrical control air reservoir.
g. Strainers at engine control and instrument panel, and
electrical control cabinet.
h.
Air compressor intercooler.
222 Operation Over Railroad Crossings
The throttle should be
reduced to the 5th notch before reaching railroad crossings and reopened
after all units have passed over crossing. This will reduce arcing of the
brushes on the traction motor commutators.
223
Running Through Water
Under
ABSOLUTELY
NO
circumstances should the locomotive pass through water which is deep
enough to touch the bottom of traction motor frames. When passing
through water, always go at a very slow speed (2 to 3 miles per hour).
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OPERATION
F9-2-657
Water any deeper than three inches above the top of the rails is likely to
cause damage to the traction motors.
224 Resetting PC Switch After Safety Control Application
1.
CLOSE THROTTLE TO IDLE.
2.
Place automatic brake valve in LAP.
3.
Place foot on safety control foot pedal.
4. Wait until application pipe is normal. Listen f or exhaust or
watch PCS light. If the PC switch does not reset itself with the
automatic brake valve handle in LAP, move the brake valve
handle to the RUNNING position. The PC switch is properly set
when the light goes out.
5.
Reset train control.
6.
Release brakes.
225 Ground Relay Action
When the ground relay is tripped the
engine will not speed up when throttle is opened and no power will be
developed; the alarm bell will ring and the ground relay light (White) on
the engineman's control panel will be on. If the ground relay trips, while
the throttle is in Run 5 or 6, the engine will stop. To reset, isolate
engine, depress relay reset button and put engine "on the line." If relay
continues to trip, isolate unit.
226
Wheel Slip Indication
The wheel slip light will flash on
immediately when a pair of wheels has slipped. The detection of wheel
slip action automatically reduces the application of power to stop the
slipping; the power will be reapplied after the slipping has stopped.
It will generally be unnecessary to reduce the throttle because of
momentary wheel slip action. Sand may be applied to prevent repeated
wheel slipping which may occur under extremely poor rail conditions.
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OPERATION
227
Indication Of A Pair Of Wheels Sliding
If
one
pair
of
wheels should slide when starting a train, the wheel slip light will flash
on and off intermittently. As the train speed increases, the light will stay
on more or less continuously and will not go out when the throttle is
reduced. The light will go out when throttle is closed to idle.
If sliding is suspected, the engine crew should make an
immediate investigation to determine the cause. The wheels may be
sliding due to a locked brake, a broken gear tooth wedged between the
pinion and ring gear, etc.
Repeated ground relay action, accompanied with unusual noises
such as continuous thumping or squealing, may also be an indication of
serious traction motor trouble that should be investigated at once.
IF AN ENGINE MUST BE ISOLATED BECAUSE OF
REPEATED WHEEL SLIP OR GROUND RELAY ACTION, DO
NOT ALLOW THAT UNIT TO REMAIN IN THE LOCOMOTIVE
CONSIST UNLESS IT IS CERTAIN THAT ALL WHEELS ARE
ROTATING FREELY.
228 Air Box Drains
The engine
air box accumulation settles in
two drain tanks incorporated in
the engine oil pan near the
generator end, one on each side.
Two air box drain valves, Fig. 2-
11, permit draining of these
tanks.
The
tanks
should
be
drained periodically when the
locomotive is
standing still. With
the air box drain valves open,
observe the drain pipe discharge
under the locomotive to deter-
mine if there is any water or an
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OPERATION
F9-2-657
excessive oil accumulation in the air box. If a discharge is observed
from the drain pipes under the locomotive with the air box drain valves
closed (accumulation flowing through overflow pipe), the air box
accumulation should be investigated.
OPERATION OF LOCOMOTIVE "EXTRAS"
F9 type locomotives can on s p e c i a l order be equipped with dynamic
brakes, motor lockout switches and hostler's controls.
229
Dynamic Brake Operation
Dynamic braking is an electrical
hookup used to change some of the power developed by the momentum
of a moving locomotive into an effective holding brake. The traction
motor armatures, being geared to the axles, are rotating whenever the
train is moving. When using dynamic brake, electrical circuits are set up
which change the traction motors into generators. Since it takes power
to rotate a generator, this action retards the speed of the train. The
dynamic brake is, in effect, very similar to an independent brake, and
the load indicating meter serves the purpose of a "brake cylinder
pressure gauge."
In descending a grade, with the throttle in Idle position, the
drawbar "push" of the trailing train tonnage moves the locomotive
forward. If no resistance other than the weight of the locomotive and
wheel friction is exerted against this "push," the momentum of the train
on the descending grade would soon reach a speed where the train
brakes would have to be applied. In dynamic brake, a resistance to this
drawbar push is set up which in effect "holds back" the speed of the
train as would the application of the locomotive independent brake. The
effect of the resistance is to slow down the traction motor armatures
being driven by the "push" of the train.
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OPERATION
The resistance set up in each traction motor is a magnetic field
through which the traction motor armature must rotate. Increasing the
strength of the magnetic fieldwill effect a "slowdown" of the traction
motor armature, thus holding back the train. The magnetic field is
produced by connecting the traction motor fields of each unit in series
with the main generator and pass ing a current through these fields. The
strength of the magnetic field is varied by varying the main generator
current to the traction motor fields in each unit.
The main generator battery field of each unit in the locomotive
consist is connected in series to the low voltage supply of the lead unit.
This is called the "field loop" circuit. Movement of the selector lever in
the lead unit into the "B" braking position, sets up the -controller for the
throttle lever to control the position of the load regulator which in turn
regulates the main generator battery field current for dynamic braking.
The throttle moves a 500 ohm rheostat which acts through a
micropositioner relay (LRP), Fig. 2-12, to position the load regulator.
Moving the throttle lever toward the 8th notch and awayfrom idle
increases the effectiveness of the" holding brake." Thus, in effect, the
strength of the traction motor field
through which the traction motor
armature must rotate, is controlled by
the throttle lever.
In dynamic brake, the traction
motor armatures are connected to
grids located in the top of the carbody.
Rotation of the armature through the
magneticfield
generates
power
(braking current) and this current
flows
through
the
grids
to
be
dissipated
as
heat.
The
current
generated increases as the armature
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OPERATION
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rotation increases (momentum of train increases the drawbar push) or as
the strength of the magnetic field is increased. The maximum braking
current that can flow through the grids is automatically limited to 700
amperes regardless of locomotive speed or throttle lever position.
To operate the dynamic brake on locomotives so equipped, proceed as
follows:
1.
Position the unit selector switch,
Fig. 2-13, in the lead unit to correspond
to the number of units in the locomotive
consist.
2.
Reverse
lever
should
be
positioned in the direction of locomotive
movement.
3.
Throttle must be reduced to Idle.
4.
Move selector lever from "No. 1"
to "Off" position; pause 10 seconds
before proceeding.
5.
Move selector lever to the "B"
position. In this position, the brake
transfer switch (BKT) is moved to the "brake" position.
Movement of the "BKT" to "brake," disconnects the traction
motor armatures from the motor fields and connects the
armatures to the grids. In each unit the traction motor fields are
connected to the main generator through the power contac-
tors.The battery field of all main generators in the consist are in
series with the low voltage supply of the lead unit.
6. After slack is bunched, the throttle lever may be moved to
position the rheostat to give the desired amount of braking effort.
(The speed of the Diesel engine is increased from 275 RPM
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OPERATION
(Idle) to 435 RPM automatically as the throttle handle is moved
about 13° away from Idle.)
7. Observe the braking amperage (braking effort) on the load
indicating meter. The braking amperage is automatically limited
to a maximum braking effort of 700 amperes regardless of
locomotive speed or throttle handle position. 8. If maximum
braking is desired, the throttle handle should be moved to the
full "8th notch" position. The throttle handle should always be
moved SLOWLY to prevent a sudden surge of current in excess
of the maximum brake current rating. Generally, if the throttle
handle is moved slowly to the full "Braking" position, the brake
current limiting regulator will limit the braking current to a
maximum 700 amperes and no brake warning indication of
excessive braking current will be given. However, if the brake
warning light flashes on, movement of the throttle handle should
be stopped until the light goes out.
If the light fails to go out after several seconds, move throttle
handle back toward "Idle" position slowly until the light does go
out. After the brake warning light goes out, the throttle handle
may again be advanced slowly toward the full "8th notch"
position.
9. When necessary, the automatic brake may be used in
conjunction with the dynamic brake. However, the independent
brake must be KEPT FULLY RELEASED whenever the
dynamic brake is in use, or the wheels may slide. As the speed
decreases below 10 miles per hour the dynamic brake becomes
less effective. When the speed further decreases, it is permissible
to completely release the dynamic brake by placing the selector
lever in the "OFF" or No. 1 position, applying the independent
brake simultaneously to prevent the slack from running out.
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