Index Locomotives - books DIESEL LOCOMOTIVE OPERATING NO. 2315 for MODELS F9, FP9, FL9 - manual 1997 year
|
|
|
SYSTEMS
F9-4-657
pump in the event of fire, or any emergency. It is located on the under-
side of the fuel tank on the left side of the locomotive. Adjacent to the
fuel fill pipe on each side of the locomotive is a small box with a lift
cover. Enclosed in this box is a pull ring attached to the end of the ca-
ble running to the fuel cutoff valve. A similar ring is located in the
cab of the locomotive. The fuel cutoff valve can be tripped by pulling
any one of these three rings. If tripped, the valve must be reset manu-
ally.
To reset the valve, "push in" on the rod extending from the valve
compartment on the left side of the locomotive. Do not trip the emer-
gency fuel cutoff valve unnecessarily as this may cause the engine to
starve for fuel and is likely to cause damage to injectors.
AIR SYSTEM
Compressed air is not only used on a Diesel locomotive for oper-
ating the air brakes and sanders, but is also essential for proper operation
of many other items. The reverser,
power
contactors,
shutter
operating cylinders, horn, bell, and
windshield wipers are also air
operated.
411
Air
Compressor
Each
power plant of the locomotive is
equipped with a basic type WBO
water cooled 3-cylinder, two stage
air compressor, Fig. 4-11. The
compressor is driven through a
flexible
coupling
from
the
armature
shaft
of
the
main
generator.
- 411 -
F9-4-657
SYSTEM
The compressor consists of two low pressure cylinders and one
high pressure cylinder. The pistons of all three cylinders are driven by a
common crankshaft. The two low pressure cylinders are set at an angle
to the vertical high pressure cylinder. Air from the low pressure cylinder
goes to an intercooler, or radiator, to be cooled before entering the high
pressure cylinder. The intercooler is provided with a pressure gauge and
relief valve. The gauge normally reads approximately 45 to 50 pounds
when the compressor is loaded. The intercooler relief valve is set for 65
pounds. Any marked deviation of intercooler pressure from 45 to 50
pounds should be reported at the maintenance terminal.
It is recommended that the compressor intercooler (two drain
valves are provided in the bottom header) and the main reservoirs be
drained at the regular maintenance period, to prevent moisture and dirt
from being carried into air brake and electrical control air systems.
412
Compressor Control
Since the air compressor is directly con-
nected to the engine and is in operation at all times when the engine is
running (although not always pumping air), an unloader is provided in
the heads of both high and low pressure cylinders which cuts out the
compressing action when actuated by air pressure. The unloader accom-
plishes this by blocking open the suction, or intake, valves of the high
and low pressure cylinders. When the air operating the unloader is cut
off, the unloader releases the intake valves and the compressor resumes
pumping.
Air pressure from the main air reservoir actuates the
unloader valves.
The loading and unloading of the compressor in each unit is con-
trolled by an electro-pneumatic system, Fig. 4-12. The electrical ar-
rangement is such that all compressors in the locomotive are synchro-
nized to pump air into their respective main reservoirs when the main
reservoir air pressure in any one unit drops to 130 pounds. When the air
- 412 -
SYSTEMS
F9-4-657
-413 -
F9-4-657
SYSTEMS
pressure in all main reservoirs reaches 140 pounds, the compressors will
unload. Each unit is equipped with a compressor control switch (CCS)
actuated by main reservoir pressure and a compressor relay (CR). A
compressor control wire (CC) runs throughout the locomotive and con-
nects the compressor relays in each unit in parallel.
The compressor control switch is located next to the alarm bell
on the engine side of the electrical cabinet.
This switch may be con-
sidered to be a single-pole double-throw switch that is thrown to the
"loaded" position when the main reservoir pressure drops to 130 pounds,
or to the "unloaded" position when the main reservoir pressure reaches
140 pounds. In the unloaded position the CCS causes the compressor
control magnet valve to be energized, allowing air to pass through the
valve to the compressor unloader pistons, stopping the compressing ac-
tion. In the loaded position the CCS breaks the circuit to the compressor
control magnet valve in that unit and causes current to flow through the
CC wire energizing the CR relays in each unit. When the CR relay is en-
ergized its interlock breaks the circuit to the compressor control magnet
valve regardless of the position of the CCS in that unit. Breaking the cir-
cuit to the compressor control magnet valve shuts off the supply of air to
the compressor unloader pistons, and the compressor resumes pumping.
413
Manual Unloader Valve
A three-way valve is provided in
case it is desired to keep an air compressor unloaded, Fig. 4-13, irrespec-
tive of the compressor control system.Normally the valve handle is in a
horizontal position; turning the handle to a vertical position causes the
compressor to remain unloaded. The other valve in the line leading from
the main reservoir will shut off the air supply to the unloader pistons,
allowing the compressor to load continuously.
- 414 -
SYSTEMS
F9-4-657
Manual Unloader Valve
Fig. 4-13
414
Draining Of Air System
The air system should be drained periodi-
cally to prevent moisture from being carried into the air brake and elec-
trical control air systems. The frequency of draining will depend on lo-
cal conditions and can be determined by practice.
It is recommended
that draining be done at the time of each crew change, until a definite
schedule can be determined by the individual railroad.
- 415 -
F9-5-657
ELECTRICAL
SECTION 5
ELECTRICAL
500
Basic
Electrical Systems
In full throttle, the rated horse-
power of the engine is delivered to the direct coupled main generator.
At the main generator the power of the engine is transformed into elec-
trical power. The electrical power is then conducted to the four traction
motors, two motors being located in each truck (each motor being
geared to an axle).
The locomotive is designed so that within the current and volt-
age limits of the main generator, the power (KW) delivered to the trac-
tion motors at full throttle is the same, regardless of the locomotive's
speed.
The electrical system of the locomotive can be thought of as being di-
vided into three separate systems:
1. High voltage system (includes dynamic braking system - if
used).
2.
Low voltage system.
3.
Alternating current system.
The high voltage system is directly concerned with moving the lo-
comotive; or in retarding the locomotive in case dynamic brakes are
supplied and are in use. The main components of the high voltage sys-
tem are the main generator, traction motors, transition relays, shunt
field contactor, motor shunting contactors, reverser drum, wheel slip
relays, ground relay, series and parallel power contactors. On a locomo-
tive equipped with dynamic brakes, the brake transfer switch, brake
grid blower motors, and brake grids may also be considered to be in the
high voltage system.
The low voltage system contains the control circuits which control
the flow of power in the high voltage system, and those auxiliary cir-
cuits conducting power to the locomotive lights, heater fans, fuel pump
- 500 -
ELECTRICAL
F9-5-657
and the main generator battery field. A 64 volt battery, in the low volt-
age system, is the source from which power is taken to start the Diesel
engine. Once the engine is started, the auxiliary generator takes over
the job of supplying power to the low voltage system.
The alternating current system includes an alternating current
generator (called an alternator), four engine cooling fan motors, and
four traction motor blower motors. The alternating current system pro-
vides a means of driving accessories, without the use of belt drives, at
speeds which vary according to the speed of the engine.
501 Main Generator
The voltage of the main generator, Fig. 5-
1, is nominally 600 volts but this varies with engine speed and the con-
ditions of operation of the locomotive. The main generator contains six
field windings: starting, battery, shunt, differential, compensating, and
commutating. The starting field is used only when the main generator is
used as a starting motor to rotate the engine. With regard to locomotive
operation, the shunt and battery
fields are the more important; these
two
fields
provide
the
main
excitation of the generator.
The battery field is a low voltage,
externally excited field. The current
flowing through the battery field,
which initially excites the main gen-
erator, is varied by the load reg-
ulator. By varying the strength of
the battery field, the power output of
the main generator is largely con-
trolled. The battery field
- 501 -
F9-5-657
ELECTRICAL
battery field contactor BF opens or closes the circuit to the battery field.
The main generator is self-excited by the shunt field. The shunt field is
a high voltage field whose excitation varies with the voltage of the
main generator. A shunt field contactor SF opens or closes the circuit to
the shunt field. Interlocks are built into the shunt field contactor so that
this contactor must close before the battery field contactor can close.
The differential, compensating and commutating fields are per-
manently connected and are a matter of engineering design providing
desired generator characteristics and proper commutation.
502
Traction Motors
The traction motors, Fig-5-2, are direct
current, series wound motors geared to the driving axles. The motors a
r e reversed by changing the direction of current flow in the field wind-
ings, the direction of current flaw in the armature always being the
same. A reverser drum operated by electro-pneumatic control reverses
the current flow in the traction motor field windings.
The traction motors are
cooled by alternating current
driven blowers, one for each
motor.
The
traction
motor
blowers are mounted on the
floor of the engineroom and
blow air through flexible ducts
to the traction motors. The speed
of the blowers varies with the
speed of the engine; this is due
to the engine speed varying the
frequency of the alternator.
The maximum permissible top speed of the locomotive is limited by
- 502 -
|
|
|