Index Locomotives - books DIESEL LOCOMOTIVE OPERATING NO. 2315 for MODELS F9, FP9, FL9 - manual 1997 year
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TROUBLE SHOOTING
F9-3-657
Manual Unloader Valve
Fig. 3-16
316 Compressor Control
The air compressor on the locomotive is
automatically controlled by an electro-pneumatic system which will
normally keep the main reservoir pressure between 130-140 p.s.i.
In
the event of difficulty, the normal position of either of the valves, Fig.
3-16, may be changed to manually load or unload the air compressor in
the troubled unit.
317
Cylinder Test Valves
Each cylinder is equipped with a test
valve, Fig. 3-17, for the purpose of testing for fuel or water
accumulation in the cylinders prior to starting an engine that has been
shut down for a considerable period of time.
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F9-3-657
TROUBLE SHOOTING
Cylinder Test Valves
Fig. 3-17
To make this test, remove the 400-ampere starting fuse, open all
cylinder test valves approximately 3 full turns, and use the engine
jacking tool to rotate the engine one complete revolution.
If liquid is
discharged from any cylinder, investigate; if not, close cylinder test
valves, replace 400 ampere starting fuse, and start engine in the usual
manner.
If the engine is s running and any cylinder test valve is heard to
be leaking, the engine should be stopped, and the valve(s) should be
tightened.
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TROUBLE SHOOTING
F9-3-657
TROUBLE SHOOTING CHECK CHART
LOCOMOTIVE LOSES POWER
(OR DOES NOT MOVE)
DIESEL ENGINE RUNNING
Engine Speeds Up When
Engine Does Not Speed Up
Throttle Is Opened
When Throttle Is Opened
1. "Generator Fld." switch
1. Ground relay tripped
OFF
2. Isolation switch in Start
2. Reverse lever in Neutral
3. "Engine Run" switch
3. Reverser drum switch
OFF
(in electrical cabinet)
4. "Control" switch OFF
locked in Neutral
5. "PCS" light ON
4. Selector lever in OFF
6. "NVR" light ON
position
a. Auxiliary generator
5. Control air pressure low
field fuse blown
6. 80 amp. batt. fld. fuse
b. Alternator field fuse
7. Brakes set
blown
c. Auxiliary generator
output fuse burned out
7. Control knife switch out
8. Loose governor cable
ADDITIONAL SAFETY DEVICES
NOT AFFECTING LOCOMOTIVE LOSS OF POWER
l Hot Engine Alarm
Steam Boiler Stopped Alarm
1. Cooling water level low
1. Motor overload tripped
2. AC cooling fan contac-
2. Stack switch tripped
tors opened
3. Coil blowdown valve
3. Shutters not opened
open
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F9-3-657
TROUBLE SHOOTING
TROUBLE SHOOTING CHECK CHART
LOCOMOTIVE LOSES POWER
(OR DOES NOT MOVE)
DIESEL ENGINE STOPPED
Causes Which Stop Engine
Causes Which Stop Engine
Only In Throttle 5 and 6
All Throttle Positions
1. Ground relay tripped
1. Engine overspeed trip
2. "NVR" de-energized
2. Governor low oil button
3. "PCS" actuated
3. Throttle in Stop position
4. "Engine Run" switch
4. Lack of fuel
OFF
Fuel Pump Motor
Fuel Pump Motor
Stopped
Running
1. Main battery
1. No fuel supply
switch OPEN
2. Emergency fuel
2. "Control" knife
"cutoff" tripped
switch OPEN
3. Clogged suction
3. 80 amp. Control
filter
fuse BLOWN
4. Clogged sintered
4. "Control" switch
bronze filters
OFF
5. Loose fuel pump
5. "Fuel Pump"
coupling
switch at Engine
6. Broken fuel
Control Panel
suction line
tripped OPEN
6. Loose fuel pump cable
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F9-4-657
SYSTEMS
SECTION 4
COOLING, LUBRICATING OIL, FUEL OIL AND AIR
SYSTEMS
COOLING SYSTEM
A schematic flow diagram of the engine cooling system is shown in Fig.
4-1. Water is circulated through the cooling system bytwo centrifugal
type pumps mounted on the front end of the engine. Water, drawn from
the engine cooling water tank and oil cooler by the pumps, is forced
through the engine and then through the radiator where it is cooled.
After leaving the radiator, the waterflows through the oil cooler and
then to the suction side of the pumps where the cycle is repeated.
The radiator is made up of two banks; each bank consists of six radiator
sections. Water leaving the engine and entering the radiator is divided
between the right and left bank radiator sections, mounted above the
engine.
Flow of cooling air through the finned radiator sections is controlled by
shutters and four AC driven cooling fans.
The operation of the fans
and shutters is entirely automatic. When the fans are operating, air flows
up through the radiator sections and is discharged from the roof of the
carbody.
The four AC driven cooling fans are mounted in the roof above the
radiator sections. The fans are numbered one to four, beginning with the
#1 fan located nearest the cab end or front end of the locomotive.
A thermostat switch, actuated by engine water temperature, controls the
operation of the shutters and cooling fans through the temperature
control relay, shutter air magnet valve, and the AC cooling fan
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SYSTEMS
F9-4-657
contactors, Fig. 4-2. A "Summer-Winter" selector switch located in the
AC contactor panel, provides a method of altering the sequence of the
fan and shutter operation. With the switch in the "Summer" position, the
shutters will open before the first fan (#1) is energized. In the "Winter"
position the shutters will open when the third fan (#3) is energized. As
the outlet engine cooling water temperature rises, the sequence of fan
and shutter operation is as follows:
1. Temperature Control Relay
2. Summer-Winter Switch (SWS)
3. AC Cooling Fan Contactors
AC Contactor Panel
Fig. 4-2
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F9-4-657
SYSTEMS
With the "Summer-Winter" switch in "Summer" position:
163° F - Holding circuit for TCR is established
166° F - Temperature Control Relay (TCR) energized - shutters
also open
169° F - #1 AC cooling fan starts
172° F - #2 AC cooling fan starts
175° F - #3 AC cooling fan starts
178° F - #4 AC cooling fan starts
With the "Summer-Winter" switch in "Winter" position:
163° F - Holding circuit for TCR is established
166° F - Temperature Control Relay (TCR) energized
169° F - #4 AC cooling fan starts
172° F - #2 AC cooling fan starts
175° F - #3 AC cooling fan starts - shutters also open
178° F - #1 AC cooling fan starts
As the engine cooling water temperature falls, any cooling fans
that started will continue to run and the shutters., if open, will stay open
until the outlet cooling water temperature drops to below 163° F. At this
temperature the AC contactors will drop out (fans stop) and the shutters
will close.
In the event of excessive cooling water temperature, the high
temperature alarm switch will close, causing a red light (Hot Engine) to
flash on in the unit affected, and the alarm bells to ring in all units.
400
Operating Water Level
Operatingwater levels are stencilled
on the water tank next to the water level sight gauge glasses to indicate
minimum and maximum water levels with engine running and stopped.
The engine should never be operated with the water below the low
water level, Fig. 4-3. Progressive lowering of the water in the gauge
glass indicates a water leak in the cooling system and should be
reported.
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