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I
a PREFACE
t The GM Locomotives have been
I incruded in the Diesel
t Locomotive fleet of lndian Railway.
Production of GM locomotive has
t already started in DLW Varanasi.
The 4000 Hq computer controlled
t GM locomotive has a large number
of speciar and improved features
vis-a-vis the Alco design diesel locomotive
I' presenily running in lndian
t railway' All those in the field of
diesel locomotive need to get
t acquainted with the GM locomotive.
This book "lntroduction hand
:l book on GM locomotive" prepared
t prepared with the purpose
by the CAMTECH has been
I of disseminating the introductory
t information to all those in diesel
loco maintenance field.
I The suggestions are invited from
the readers to improve and
,a
make the book more useful. Any
such suggestion shell be included
, in
t next publication

I
, Date: -29.02.2006
I
o KUNDAN KUMAR
'l Director (Mech)
o
t.'
t
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.'
t
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I
il
I
t
il
I CONTENTS
a
i
a S No. Description Page No.
a
I Preface
I 2. Contents
a
a 3 Book details ilt
a 4. Correction slips
a IV

a 5. lntroduction of the GM Locomotive 1to2

a
I 6. General information data 3toG
a 7. Various parts and their locations 7to21
a
a B Fuel Oil System 22 to 25
I I Cooling Water System
t 26 to 30
a 10 Lube Oil System 31 to 37
a 11 Air lntake System
I
.
38 to 41
I 12 Compressed air system 42 to 43
I 13 CCB Air Brake System
I 44 to 59
I 14 Electrical System 50 to 52
o
,l 15 Computers control of locomotive 53 to 55
t Major equipments of GM locomotives 56 to 63
I 1q
;f 17 Differences between WDG. & WDp4 64 to 65
I Locomotives
I
t
t
t
it_ il
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3! t AMlt ( ltn'00ilM/l)/(;M Lor;o/1 0
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3{l
3{ INTRODUCTION OF THE GM LOCOMOTIVE
i{r
trt
3t 1 The wDGo & wDp4 series of DLW make locomotives are GM
i.r (General Motor) locomotives.
st The GM locomotive models are GT46 MAC for goods service
ct 2

ct and GT46 PAC for passengers service.

ct The GM locomotive is fitted with engine model no. 710G3B.
ct 3

3t 4. The GM locomotive is equipped with a microprocessor based

3t computer control system- referred to as EM- 2000 locomotive.
3t
ct The computer controiled system is equipped with a
3{ diagnostic display system (DDs) in the cab to provide
3. an interface between the locomotive driver and the
3t computer. The EM- 2000 computer is programmed to
3a monitor and control locomotive traction power, record
ct
3t and indicate faults, and allow diagnostic testing.
3t 5. The GM locomotives are also fitted with equipments like
3t Engine, Turbo super charger, compressor, Alternator, Traction
3.
ct motors etc. like those in ALCO locomotive but their designs
are

ct different.
cI 6. The GM locomotive are also providedwith Fueloilsystem,
Lube
Cil
c. oil system, Cooling water system, Charged air system'
3il Compressedairsystem,Airbrakesystem,Electricalsystem
3r and various safety devices like those in ALCO locomotive
but
3r
to their designs are different.

tr
til
tr February 2006
tr
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lntroductian hand booh on GM locomotive
 CAMTECH2006/^/|/D/G lvl Locd I0
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3*i t AMlt t lnt00vM/lr/(;M lot:o/1 .0

7. The GM locomotive power pack is 16 cylinder, Two strokes, 'V'

:i:
j-ir GENERAL INFORMATION DATA
arrangement, lnternal combustion engine. 3ir Locomotlve
3ir Model Designation :GT46MAC
8. The GM locomotive is highly fuel efficient having 11o/o better fuel s'1 llrrder Truck :CO-COType
efficiency compared to the ALCO design locomotive. i,1 :4000HP
Gi1 Nomnal Locomotive Power
L The GM locomotive is a 4000 BHP locomotive.
cir Dlosel Engine
10. The GM locomotive is having highly improved maintainability cia
3:{
t-ngine Model (s) :710G38
compared to ALCO locomotive.
3ir
jir
Number of Cylinders
Engine Type
:16
: Two-Stroke, Turbo
ji1 Charged
G l_1 :450
3rV"
Arrangement
cr CylinderArrangement
Compression Ratio : 16:1
3 ;-t
3lr Displacement per CYlinder :11635cm' (710 Cu.ln)
3ir Cylinder Bore : 230.19 mm (9-1 /1 6")
3lr Cylinder Stroke :279,4m (11")
3hr
3hr Rotation (Facing Generator End) : Counter- clockwise)

3b Full Speed :904 RPM

3l- Normal ldle Speed :269 RPM
chr Low ldle Speed :200 RPM
chr
cha Main Generator AssemblY
chr Main Generator :TA1 7-CAOB

cl= Traction Alternator (includes rectifier) :TA1 7

cb Companion Alternator :CAGB
cll
cir ) Traction Alternator Rectified Orrtput Ratings
clr MaximumVoltage : 2600 VDC

cir Max. Continuos Current :1250 Ampere

3Ir
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lntrcduction hand book on GM locomotivo F*ttnylffi cr tntroduction hand book on GIr/l locomotive February 2006

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 I
CAMTECH/2006/M/D/G M Loco/l .0 b t:AMl t (:tn*OUMn/GM Loco/l .0
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c
Gom pan ion Alternator OutPut C
Boglar
c
MaximumVoltage :Z3AVAC
g Model : HTSC
Frequency at 904 RPM :12AHZ : 90:17
C Gear Ratio
Maximum Power .250 kVA (P. Factoro.s) C
Drlvlng Wheels
) Auxiliary Generator & Rectified Output Ratings s
c QuantitY 3 Wheel Sets Per bogie
Model :5A-8147
C Diameter 1092mm (43 inches)
Norninal Voltage .74volts DC (Rectified)
C
Maximum Power :18kW C Brake Rigging
) Traction Motors C Type Single Shoe (16")
C Material Composite
Model : S ieme n s 1 TB-2022-or Ao2
L Cylinder Brake 4 per bogie (truck)
QuantitY : 6 (g in parallel per bogie)
c
Type : 3 Phase AC lnductiou, C Air Compressor
Axle Hung with Tapered C WLNAgBB
Air Compressor Model
Roller Support Bearings 5-
Forced Air Ventilated Type Two Stage, 3 CYlinders
5
t Coolant Engine Coolant

Nominal Ratings : 500 kW 2027 VAC, 5 Displacement at 900 RPM 7.19M'/Min

322A RPM 5
Lube Oil CaPacitY 10 liters
5
f I Air Brake Gontrol SYstem KNORR CCB equiPment
I Traction tnverters (Traction Control Gonverters TCC1 TCC2)
'
6
I Locomotive Storage Batteries
Model : 1GE420 050 9010.00 MB 74 C
Model Su rrette 1 6CH-25U n itized
:1430kW c
Rating
€ Arrangement 2 Series-connected 16
Quantity : 2, per bogie (truck)
€
: Voltage Source lnverter
Cell Lead-Acid Batteries
Type C
With Gate TuIr-Off C Total QuantitY of Cells 32
Thyristors ( Total Potential of 2 Series
(
Connected Batteries : 64 Volts
$
5
5
lntroduction hand book on GM locomotive February 2006 February 2006
t tntroduction hand book on GM locomotive

b
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CAMTECHNOOfiIM/DIGM Locdl, O
cb 7

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Specific Gravity of Electrolyte : 1.250 c-
8 hour Capacity : 500 Amp. Hour
G5 vARlous PARTs AND THEIR LocATloNs
3 if lhe GM locomotive can be broadly divided into the following
Supplies/ Gapacities
Lube Oil System Capacity 950 Liters I ii r:orrrgrnrtments where various parts (As shown) are located: -

Cooling System capacity 1045 Liters C{

C{ (A) Nose Compartment
Sand Boxes (8) Capacity 0.04M'box (1sft'/ box)
3_r (B)
Fuel Capacity 6000 Liters c{ Driver's Cab

Nominal Dimensions c{ (C) Electrical control cabinet

3{ (D) Traction Control Converters Compartments
Height, over Cooling Hood 4.16 M (13'7 .75")
c_'| (E) Main Generator Compartment
Height over Horn 4,22M (13'10")
3.1
Height over Cab 3.94 M ( 12',11") 3{ (F) Engine Compartment
Width over Handrails 2.92M (9'7 .12") G_t (G) Engine Accessories
\lUidth over Under Frame 2.74 M (9'0") 3 ,{l (H)
3hr CompressorCompartment
Width over Cab 2.74 M (g'0")
3ir (l) Radiator Compartment
Width over Brake Cylinders 3.07 M (10'1")
3ir (J) Superstructure of locomotive
Locomotive Speeds/ Tractive Effort 3hr
Locomotive inim um Speed 22.5 Km/h 3hr
M
3l- (A) N- : consists of
Locomotive Maximum Speed 120 Km/ h
3hr Air Brake Equipment Panel for CCB (Computer Controlled
Maximum Stall Tractive Effort 540 KN
chr
Max. Continuos Tractive Efforts 4OO KN chr Brake)

Reduced Tractive Effort Limit 294 KN chr (B) Driver's Gab

cha o Control Stands :2 Nos
chr
chr Each control stand consists

chr 1 . Locomotive Controller

chr a) Reverser Handle
chr
chr b) Throttle /Dynamic Brake Handle

chr
chr
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cfr Irtlrrrctttction hand book on GM locomotive February 2006

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 CAMTECHAO\1MD/GM Locoll'O
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2. Cab Control Unit (CCU)
:{
3 { r In Lead Position:
a) : '{ Both automatic and independent Brake will have normal
il:T:"Harg ns,
: :
Iunqrons
:""T:::il:ffi : a e lnLeadoutPosition:
o Minimum Reduction : { lndependent Brake will and also automatic brake controller
o Full Service ; : willfunction duringemergency position only.

o Emergency 3' a d) ControlandoperatingSwitch

b) Handre with 2 positions : { o EngineRunSlideButtonSwitch

: :'"{ o GF slide Button switch

l."rg,;:" ! r Fuel Pump ControlSlide Button Switch

Bail off (Quick Release) by spring loaded handle

: { o DynamicBrakeControlCircuitBreaker

Air Brake Trail/ Lead Setup Switch (like MUIB). with

o MU Push button switch
c) 3
i e)
I '- Gauges providedontheControlstand
positions, = o Duplexairpr.Gaugesinkg/cmsquare
o Trail : Loco is trailing and also in leading Loco noll' : F
; p o MR&MREqualizingPressure
working Control Stand.
: o BP&BCPressures
o Lead in : Used with loco in lead or controlling unit.
! hr o AirFlowlndicator
o Lead Out : Used during Brake pipe leakage testingl = o
: itt speedometerin KMPH

i E l) o
banking loco working control stand. Tractive Effort Meter in KN
FlasherLampSwitches
; lt
:"','""#;:ffhisset: ; t{ r caPeno
Both automatic and independent Brake functions wlll ; ,f o Hooo €no
be isolated except Emergency of automatic brekc I lf s) WindShieldWperControlKnobs
: p lr) lndicatingLightPanel
functions,

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o Tractive Effort Limit Light (

,
o Sand Light I Clrcult Breaker Panel: Consisttwotype of breaker:
o \Mreel SliP Light f
[Jreakers in "black" labeled section of the panel must be "ON"
f
o Flasher LamP Light f durtng loco operation. Breakers in "White" labeled section are
o PCS open Light I- used as perthe required
c
o Brake waning Light C
x) Black Labeled Section Breakers:
lt
i) Reset (Alertness Control) Push button Switch. senses c
c
' i'lrt-TJ
Breaker:
drive/s alertness.
C
j) Manual Sanding Switch For sanding
c
AC Control Breakerl
k) Horn Push Button Switches No.2 C

l) Head Light Switches Front & Rear c . Protects companion alternator output
c Control Breaker:
m) Clip Board To keep caution, order,
c
Fuel Balance Sheet BPC, c
. Set up the fuel pump breaker

ETC. c Local Control

c
(C) ElectricalGontrolCabinet: c
' operator heavy duty switch gear, magnet valves,
The cabinet can be divided into: c Contactors, blowers and miscellaneous relays
a. DriverCabend Panel C
operated by locomotive batte ry I Auxili ary
€
b. BackPanel
c
Generator.
a. DriverGabend Panel c Filter blower motor breaker
There are four operator Accessible Panels on the drivefs cab C
AC GTO No. 1 powersupply breaker.
C
end panel € AC GTO No.2 powersupply breaker.
i. Circuit Breaker Panel r Auxili ary Generator field breaker.
ii. Engine Control Panel 5
Fuel pump breaker.
C
'

nt.
..a

Circuit Breaker and Panel 6 TCCI Computer breaker

iv. EM 2000 DisPlaY Panel c TCC2 Computer breaker.
C
lntroduction hand book on GM locomotive February 2006
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t2

3..
. Turbocircuitbr€ak€. * { 1. Lodg Hood fotward or short hood forward.
. provide power and protection to th6 turbo lub' oll: 2. olt.

.
PumP motor a; ' 3. cab end forward.
ComputercontrolBl€akefi
. protec.tthe loco controlcomputer !: lli. Citcuit BEaker and Te3t Panel:
.Tccelectricalblo$,ermotorcircuitbreaker.a:.CircuitBreakerpanel
' y'""f;,:ff"i$"Jff*",i'"***"n","*ccr! |' ceneratorrrerdcircuitbeaker

comiuter. 3 ' Tccl blowercircuitbreaker

-
v) Whit labelod r.ction B]3akers: !r f . TCC2 blovrercircuit breaker
. LightBreaker(mi8callan€ous breaker) ''
.Headtightbr€ake(t!:'TestPanel
. Canfen br€aker : : ' Test paneliack allow maintenance personnel to
.Dcrinkcontrorb*aker-:measurethevoltages.
. cround retay cutoutToggle switclt 3: lv. E 2000 dbplay panol:
ll. Engin€ contol prnol: consist cor rol equipment
u!'d h lco'l' a
This is the display diagnostic system which ls an interactive
operauon !3 O dovice providss an inlerfac€ between the control computerand
. l8olation switch, r the loco operaling crsw'
. This is s two po8iuon rotary switci' ! ;
1. Staru StoC lsolate position. !-f EM 2000 display pan€lconsists of:

2. Run position. ! I 1. Displaysqeen : Direcl operabr by displaying

.Dynamtcbrakecutoutslideswitch::messagesonthesseen
. Extedor lighb slrritdr 3 a 2. lcypad : pro\rids yyith sbdeen push button
. MaintEnance room lights switth. a a keys
. EFco emergency tuelcutoff/ stop switch ! :a b. Back panetoftficatrctrtcd conbot cabtnot:
. Bethlry charging ammster. : _..
.Alerteralarm!fThisisprovidedineleclricalcabinetandcomi8toffollowing:
. Cbssmcalion Lights switch: i : ' Main contsol panel (r€lays, Resi6tors etc )
. Rotary switch having three posiuon !3. e . Locomotive conbDlcomput€r (EM2oOO)

hffiffiahan'o,,on*N.,,'not.. t---i ,n*uc!tu,n ntukd.c*M* .,,o*nvm$

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. ComputerpowersuPPlY !- f ' AuxiliaryGenerator.

.
3{ ' Engine starting motors (two in no)
DigitalVoltageRegulatorModule(DVR) 3 ;
. GTO (GateTurn Off) Panel 3 i . FibreglassBaggietypeengineairlntakefilters.
. Excitation Panel I3{^-{ (F) E-ngineCompartment:
o {breaking contactors (81 ' 82, 83 and 84) 3 i ' Dieselenginewithallaccessories.
. DC linktransferswitch (DCL 123' 456)
C { . Battery knife switch and fuse (provided at engine
. Silicon Charging rectifier (BC)
I3{ { rearend right side i.e. loco's left on generatorend).

. Electrical cabinet Blower with filter in order to kccp 3 ; ' Turbo lube oilpump (soak back pump) is provided
3, ; attheengineleftside. (Locorightside)'
the comPonents cooland dustfree'
3 { . Lube oildip stick gauges are provided on both left
(D) Traction GontrolConverterCompartment i 3 { and rightbanksoftheengine.
It consist of:
:3- a (G) EngineAccessoriesGompartment:
. TCG1
3 a ' Wood ward governor.
. TCC2 . Lube oil pumps. (gear driven)
!c. a
' DynamicBreakingGrids
G ; ' Water pumps (2 Nos.) for left and right banks.
. DynamicGrid Coolingfans (two nos')
3 ; (gear driven)'
. TCG electronic blowers (two nos.) for TCC1 & 3 a a. Scavenging pump: Draws oilfrom lube oil
TCCz. C a sump through scavenging strainer and
. Blowerfor inertialfilters (Dust Bins Blowers)
3 I supplies to main lube oilpump through lube
3 a oilfilterandcooler.
(E) Main Generator Gompartment: consists of followlng 3.
components: 3 ; ii. Main lube oil pump: For piston cooling and
. tnertial air inlet filters for engine lefl/ right air intrko 3 ; engine lubrication'

andforTM blower: C a ' Lube oil strainer housing consists of:

. Traction Motorblower I3. a . Two strainer elements
' TractionGeneratorwithcompanionalternator' 3 a ' Michiana Filter drain cock and strainer
3 a housing oildrain cock.
' Turbosuperchargerwithaftercooler
3l
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o Michiana Filter drain cock and strainer
houeing oll 3_b (Hl Co
drain cock.
3 i.{ : Consist of :
C!r. o Air GomPressor : \A/LN tYPe A9BB
. Michiana Filter housing consists of 5 filter 3{ Gardner & Denver make, two stage, 3 cylinders air
elements (PaPer tYPe)' 3r compressor, Water cooled cooling system (by
o 3-{
Lube oil cooler.
a{ .
engine).
o Engine water tank with water level
gauge and
C*:-{ Computer controlled pneumatically operated
pressure vent cock (pressure release cap) C;* compressor clutch.

o Fuel Primary filter

c_-*.t (l) Radiator Compartment:
f-l o
o Fuel pump (At engine right bank) 3{ Radiators (2 Nos.) located above the cooling fans.

o Engine mounted fuel oil secondary filter

(two nol') 3.{ o Two radiator cooling fans (AC motor driven).

spin-ontypewithsightglassesprovidedoni'
3_t o Main reservoir air cooling coils.
3;{
engine Rt. free end side' 3ir (J) Super structure of Loco Consists:
o Fuer prime/ engine start switch, provided
at the 3io o Fuel tank of 6000 Ltrs. capacity (provided
left side of the engine equipment rack' 3ia
3ht between two trucks underneath the super
o Hans brake on Lt. side of engine accessories 3hr structure).
compartment (\Mll apply brake for the 5'
wheel
fh- . Cranking circuit board is located underneath the
onlY). 3hr superstructure on Rt. side of the loco'
o EpD (Engine protection Device):
provided on chr o Battery box consists of two nos. of batteries
the cha located underneath the superstructure between
engine. Lt. free end side. Following are
chr
3hr
jhr .
fronttruck and fueltank (Loco left side).
2 Main reservoir are provided underneath the

I'"ll*lffi::::ffr.,.n 3ir superstructure on left side of loco.

(CC
3hr
jhr . Air dryer is provided at the Rt. side of the loco
Crank cabe low pressure Protection below su perstructure near fuel tan k.
Vacuum) 3hr .
Hot lube oil sensor/ protector (Engine Lube
oll) 3hr Radiator is provided to sense the actual ground
3ir speed and is provided in between front truck & fuel

3Ir tank (loco right side).

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D24 B feed valve (for FP pressure) provided st I lrr gc!
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right side of loco underneath the superstructure 3ir i6
3lr o
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behind the air dryer.
3lr t*
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MR safety valve provided on Lt. side of the loco elr L-
c)
between MR1 &MR2. f l.r =?
3ir gctsl
--i-,.^.
Trucks BC cutout cocks are provided for each
3ir t-
9 g, € fr?
truck on Rt. side of the loco.
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MR & BC equilising cut out cocks are provided at 3ir $ I t t gSS

EE
both ends of loco. 3ir I
ai,HgDM9EdE
BP & FP angular cut out cocks are provided at rir ='E
..!4,$ g t.l t-l
>',^:'E'E
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I

both ends of the loco. fl- ,{ c,

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YotrE.Yocc
3
I number sandboxes are provided on wheel paifs
rir { =,i6fiE5aa
1,3,4 & 6.
3lr (JrNCDtiftO(OF-
A,Tn.^l.^\.^i,,^\,^,^

o Wheel flange lubricating spray nozzles are 3l+ rr-!-rrr.a.-r

provided on both leading wheel sets. 3lr

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 CAMTECHAOOAMDTtuI I u:t'll 0 r AMt t' -:*::,,:: 23

FUEL OIL SYSTEM

I F'l :,'"ry rue, n,ter rhis primary n,ter is

The fuel oil system is designed to supply fuel t9 the

englnc ln : ff 3
rr ovtclod with a 30-PS I bye pass valve with sight glass, which should

correct quantity ;;d;ithe riiht time according to the englna : it lro rrormally empty. \Nhenever the primary filter is Choked/clogged

;ilirlmdnG. iri" fr"t ;irv.tgtn dl"ws fuetintofrom fuel tank, tiltcr thr :3 il nrrd the pressure difference reaches 30 PSI this bye-pass value

;;l; Gr;urise tne i*r, "nilniect the fuet the engine in corrcct { oporr allowing the fuel oil directly to the system, which can be noticed

ouaniitv in atomised condition.

C i by the flow of bye-pass fuel in the sight glass. Under such cases the

. FueloilsYstem consist of
3 i Ilrnlary filterelement is changed.
1. Fuelfeed sYstem !3 i The fuel then passes to 02 engine mounted secondary
2. FuelinjectionsYstem { ftlters, which are of spin-on type. Secondary fuel filters are also
3 i provided with a bye-pas vatue, which is set at 60 PSl. \Mreneverthe
Fuelfeed system: -
C filters are choked/clogged and the pressure difference across the
I -{ secondary filters reaches 60 PSl, this bye-pass valve opens and

;i ;.d
Fuelisdrawnfromthefueloiltankthroughasuctio-nstrainerby
thefuelpump.rnestralnerseparatesforeignparticlesfromthefucl
-prot'icts
ilre'tuei pump The pump is designed to supply
!! {i w
ffi 9:Y:PTilTf1o:'ll:,'5ll?l!
1:i119^i11s.: f^li:rJ:f*I:
adequate quantity ; fr"l tb tne engine at various speeds and,load sight glass is also provided to
conditions. G T[tW,
l:
; = lW indicate the conditign of the fuel
i f! ll- t!$.ffi! secondaryfiltersandthesishtslass
i tl llffi shouldbenormaltyempty.
; f! W Fromthesecondaryfiltersthe
; f: ffil fuetoilissuppliedtoallunitinjectors
through. fuet .suppty.manifotds
ffnteff ; t: ;ffi
; l? 're !o..?tgd
inside.the top deck on th.e
;i f:
E ,KPlh_b1i$r_1"-ggu."qr9:rq"q
w7- Tlr-:::s'11-?ji11P.r',]_:l"d throughtheinjectorstotheengine'
i |! tre
try
; ff At the end of the fuet supply
;; 11
ff
]:Spllithi3is1l;ffiffi,Yrfilo
:r Frts'Etem.enrs T",nlfo!ds,
a regulatins valve w*h a
sight glass is provided which is set
: if Secondary fuel oilfilter to 10 pSl. The regutating valve
: iT ensures constant fuel supply to all unit injector in all working

r: ;- conditions. lf the system is working properly the sight glass should

hf indicate clear and clean fuel oil flow all the time. Air bubbles,
LINE DIAGRAM OF THE FUEL OIL SYSTEM : hO interrupted fuelflow or no fuelflow in the return sight glass indicates
problem inthefuelfeedsYstem.
February 2006
: if
tntroduction hand book on GM locomotive ; -ltt htoductionhadbookonGMtwmotive February2(N6
:!
l_r
 I
c
24 CAMT ECHNOO$IMMG M LOCO/|, O f
3 (:l lfl(nAMn/GM Loco/I .0
25
(
C
Fuel iniection system :-
3 lrltll'llfold for the safety of the fuel system and to maintain
Fuel supplied by the fuelfeed system is always available at f Bdequate fuel supply to fuel injectors.
all the unit fuel injectors. The fuel oil available at each injector are to f
be pressurized to very high pressure, timed and to be injected in thc
il tloth the locomotives have a paper type prim ary filter. ln GM
cylinder in atomized form. The timing of each unit injector is decided
f locomotive a sight glass is atso provided on the primary filter
c
oy tne camshaft and the fuel is pressurized by the in-built fuel housing.
injection pump which is operated by individual cam lobe of the cam
f tloth the locomotives have a secondary filter but in
shafi.
f GM
locomotive a spin-on type 02 secondary filters w1h return sight
f glass and bypass sight glass are provided on the filter housing.
The quantity of fuel to be injected will be regulated and
controlled by engine mounted wood word governor according to the
f ln Alco locomotive fuel injection pumps and injectors connected
C
notch and load conditions. The governor operates fuel control shaft, by high pressure tube are separate units but GM locomotive a
linkage mechanism and fuel racks. The individual fuel injector
f unit type fuel injection pump with injector is provided, and there
nozzle does the atomization of the fuel to be injected in the cylinder.
f is no provision of HP tube.
f
I f 1) Fuel oil pressure (Alco loco) 5.0 Kg/Cm'1lOle;
AlcolocomotiveVsGtU locomotive f 3.2 Kg/Cm' (g* Notch
c and Full load)
Although the purpose for which the fuel oil system is f
designed is same for Alco locomotive and GM locomotive' but the 3 Fuel oil pressure (GM loco) There is no pressure
design of the fuel oil system differs in Alco and GM locomotive in f gauge in system
respld of general arangement, position of various components, r
make and design of components etc. The important comparisons 3
between the two locomotives are given below- c
f
1. The fuel tank capacity in GM loco is 6000 lts. and in Alco loco is
3
5000 lts.
f
f
2. Both have a strainerwith wire mesh element. f
3. Both the locomotives have a positive displacement gear type f
fuel feed pump. f
4. Both the locomotives hav6 a relief valve for fuel feed pump C
safety. f
S. Both the locomotives have a regulating valve after the fuel C
3
C
lntrcduction hand book on GM lowmotive February 2006
f tlnxtttction hand book on GM locomotive
February 2000
f
 t
C
0
i
C AlvlTECHAOO64MD4G M Loco/l' I (:^M I t CHAWGMDTM Loco/l .0
26
I
L-
GOOLING WATER SYSTEM c combuetlon chamber of the cylinder head. Outlet water from each
f cyllndcr head goes to the retum header (also called water outlet
closed loop pressurized c
Engine cooling water system is a
systemcools Allthe engine c
water cooling ryrt"t'ine watei cooling
cooler' lube oil cooler and c
cylinder liners, cyfinOei heads' after
compressor. C thc aftercooler goes to water return header and through water retum
1s ftPim
WATER SYSTEM
LINE DIAGRAIVI OF TIIE COOLING
nos' engine C
ln the water cooling system' there are 02
mounted water pumps (centrifugal
type)' The water-pum? receiveC
oilcooler. Waterfrom the waterC
waterfrom the r"Oi"tlititiougn fiO" (also f
pump is sent to th" ;; ii;ft tigttt Bank) water main header
"io
calledwaterinletmanifold).Fromthewatermainheaderwaterenterg
water jumpel' Afier.cogling the 5-
to all the cylinder liner jackets through
cylinder liners *"*;;i"; in the
cylinder head through 12 holes6-
with "O' rings and cools the6'
which are matched to cylinder liner
february2MC
lntrducfpn handboolon GM lwmotive
27
mrnlfold) which carry waterto the radiator.
Each water main header is connected at the rear end from
whcrc a water pipe line carry waterto coolthe after cooler. \A/hterfrom
c hcederto radiator.
c A water pipe line from the water pump carry water to
c compressorto coolthe compressor liners, cylinder head, valves and
c thc compressed air inside the inter cooler. Air compressor cooling is
c done whenever engine ls
c running.
c The radiators are
located in a hatch at the toP of
c
c
the long hood end of the
locomotive. The hatch contains
c the radiator assemblies, which
c are grouped in two banks. Each
c radiator bank consists of two
c quad length radiator core
c assemblies, bolted end-to-end.
c Headers are mounted on the
c radiator core to form the inlet
C and outlet ends of the radiator
c assembly, a byPass line is
c provided between the inlet and
c outlet lines in orderto reducevelocity in the radiatortubes.
Two 8-blade 52'cooling fans, which operate independently'
are located under the radiators in the long hood carbody struc{ure.
They are numbered 1, and 2,with the No. 1 fan being closest to the
drivercab.
The water pump inlet side is connected to an expansion tank
for makeup water in the water system. The expansion tank is located
in the equipmentrack.
lntrcduction hand book on GM lwmotive February 20oi6
e
A-
 rt
C

28 cAMTEcHnooonn/DlGM Logon'ol
t AMlt (:lW(n6/Mn/GM Locdl .0 29
c
C
Temperaturecontrol bythecoolingsystem C
The reason for engine speed up will be displayed to the
Mainly the two electronic temperature sensing probes (ETP 1 & C
drlvar on EM 2000 computer monitor as "Engine speed increase-
ETP 2), EM2OOO computer and the radiator fans take Part ln C
low wrtcr tom peratu re"
controllingthewatertemperature. C .

Two electronic temperature-sensing probes (ETP1& ETP 2) C

are located in the water pipe line between the lube oil coolerto the inbt
of the water pump on the engine left side. Temperature probe readingc
are converted byADA Module from analog to digital signals which aro
used bythe EM2000tocontrolallcoolingfunctions.
Each cooling fan is driven by a two-speed AC motor, which in
tum is powered Oyitre companion alternator. As the engine coolant
temperature rises, the fans are energized in sequence Oi tne control
computer (slow speed). As additional cooling is required, the fanr
switch to full speed in progression as coolant temperature ri$es. Ar
coolanttemperaturedropt,th"f"n.switchoffoneatatime.
The cooling fans are controlled by the computerwhich ac{ on
the contactors. The computer also controls the fan sequencing duty
cycleandspeed (loworhigh)toensureevenfan and contactorwear.
The engine water temperature can be observed by a gaugc
located on the inlet line to water pump. The gauge is colour coded to
indicate cold (Blue), normal (green) and hot (red).
\Mten the engine temperature become excessively high, thc
EM 2000 witl display "HOT ENGINE"- and throttle 6 limit" messagc.
The computer will initiate the reduction in engine speed and load upto
6b notch. This condition will remain in effect until the temReratura
retum to safe limit.
oF
(46 oC), tft"
lf the engine water temperature is below 115
engine speed will be raised to throttle 2 automatically by the computcr.
oC),
Once the engine water temperature reaches above 125oF (52
IDLE.
enginespeedwillbereducedto
C Coollng System Pressurisatiollt -
f
C The cooling system is pressurized to raise the boiling point of
C cooling water. This in turn permits higher engine operating
( tomperatures, with a minimum loss of coolant due to pressurization
C nnd also ensures a uniform water flow and minimizes the possibility
of water pump cavitation during transient high temperature
C
conditions.
3
A pressure cap, which is located on the water tank-filling
!C pipe, opens at approximately 20 PSl. lt prevents the damages of
cooling system components by relieving excessive pressure from
C
! the system. The pressure cap is equipped with a handle which helps
installing and removing of the cap. The most important function of
t the pressure cap handle is to release pressure developed in the
C
water system before removing the pressure cap.
3
l
GU locomotive Vs Alco locomotive
!
l Although the purpose for which the cooling water system is
: designed is same for Alco locomotive and GM locomotive, but the
i design of the cooling water system differs in Alco and GM
locomotive in respect of general arrangement, position of various
components, make and design of components etc. The important
!
] comparisons between the two locomotives are given below-
tnc
] . The water system capacity in GM loco is 1045 lts. and in Alco
f 1

loco is 1210lts.
c
C
2. Both the locomotives have a closed loop pressurized water
cooling system
6
lnfiduction had [pplkon GM bcomotive ffinnryzffi C
c t; lntrcduction hana book on GM locomotive February 2006
 T
b
b
30 CAMTECH/2006/M/D/GM Locol1 .0 b
t AM I t (:l W006/MD/GM Loco/l .0 3l
b
5
c
3. Both have radiators but their locations and capacities are
I LUBE OIL SYSTEM
different. ln GM loco the radiators are located in a hatch at the
$
top of the long hood end. ln Alco loco the radiators are placed The complete engine lubricating oil system is a combination
s
in vertical position in radiatorcompartment. of 04 oil systems. These are:
s
4. Both the locomotives have centrifugal type water pump. 1. Scavenging oil system
€
5. ln GM locomotive 2 water pumps are provided one for right g 2. Main lubricating oilsYstem
bank and one for left bank. ln Alco Iocomotive only one water
6
3. Piston cooling oil sYstem
pump is provided.
s
4. Soak Back orturbo lube sYstem
6, ln GM locomotive Berate nitrate water is used for cooling water
s
and in Alco locomotive chromate water is used for cooling Lu be
water. S
7. ln GM loco radiator fans operate by electrical motors and in
AIco radiator driven by mechanical power. i
5
C
1' #*f:"nff:il';#J:?t?:lT:i,nn . pump and
oil pumps are driven from the accessory
scavenging
8. The expansion tank is located in the equipment rack in GM C
gear train at the front end of the engine.
loco. ln Alco loco the expansion tank is located in radiator f The soak back orturbo lube system is driven by a electric
room at the top of the long hood end. c motor.
L Both have pressurization cap which open at approximately 20 c
The main lube oil pump and piston cooling oil pump is q
PSI. s individual pump but both contained in one housing and
10. ln GM loco, the water system cools the compressor also. But in s driven from a common drive shaft.
Alco loco, the expresser/ compressor is air cooled. C
11 . GM loco has got low water temperature control system. In s 1. Scavenging Oil System
Alco, no such system provide. C The scavenging oil pump is a positive displacement, helical
12. The water temp. control system has EM 2000 computer and C gear type pump. This pumptakes lube oil from 02 sources- from the
electronic temp. sensing probes ETP1 & ETPZin GM loco but C engine oil sump and from the oil strainer.
in Alco control is done by ETS1 , ETS2 and ETS3. C The pump feed lube oil to lube oil filter tank (also called
13. ln GM loco the turbo charger cooling is done by lubricating oil C Michiana oil filter). Oil from the filter tank gose to lube oil cooler
but in Alco loco the turbo charger cooled by water system. f where it is cooled by the engine cooling system. Oil then passes to
lube oil strainerwhere it is filtered once again.
C
The oil filter (Michiana oil filter) contain 5 paper type filter
3 elements. A bypass valve provided across the filter tank and set at
3 40 PSl. lf the titter is clogged and pressure difference reaches to 40
3 psl oil is bye passed tolune oil cooler. This ensures adequate lube
I oil supply to tlre engine avoiding damages to the moving parts.
3 The oil filter and the lube oil cooler are located in the
3 equipment rake.
3 -,:rf)
lntrcduction hand book on GM lacomotive Febrwry?ffi
f{ lntroduction hand book on GM locomotive February 20A6
 t
c
t
L ('AMll ClnW6/Mn/GM Locdl .0 ^l -l

32 CAMT E CHn006/Mn/G M Locd l . 0 JJ

c
L-
c Bupplies oil to the rocker arm shaft, rocker arm cam follower
The lube oil strainer is having OZ fine mesh strainer c
elements. sssemblies, hydraulic lash adjusters and to rocker arm. Leaks of oil
c return to the sump.
c
2. Piston Gooling OilSYstem
c
There is a suction pipe (coming from the lube oil straineffir
the piston cooling oil system and the main lube oil system. The c
pistdn cooling oiliystem pump receives oilfrom a common suction c
extending
iipe anO deti-vers 6ilto tne 2 piston cooling oil manifolds
piston oil
c
inb tulf bngth of the engine, one on each bank. A cooling c
pip" it eaih cylinder diiects a stream of oil to cool the underside of
Some
c HflN UrE P[STOtrt

ine piston crown. This stream bf oilalso lubricatethe ringbelt. cootnlo PttPts
c
of this oil enters oilgrooves in the piston pin bearing for lubrication.
Oil after cooling and lubrication drains back in to the oil sump'
c
c
3. Main Lubricating OilSYstem i c
The main lubricating oil system supplies oil under pressure c
to most of the moving parts of the engine. The main lube oil puTP c
takes oil from the strliher housing through a common suction. Oil c
from the pump goes to the main oilmanifold, which is located above c LUCq. u.EC Or.
TAII LUEE'PISTOiI
HNPS TT.NBC' CHTR€H
NLTIR cooLe
the cranksha?t,-extends to the length of the engine. Maximum oil c AgI.Y
pressure in the system is control by a relief valve in the passage
c
between the pump and the main oil manifold. The pressure relief
uaVJir setto i25pSl, which relives excess oil backtothe sump. c
oiltubes in the centre of the each main bearing receives oil c
from the main manifold to the upper half of the crankshaft main c
bearings. Drilled passage in the crankshaft supplies oil to the
T-THBO ITTE
c OT. NLTH

rod b6aringq vibration damper and accessory drive c

gear at thJfront end of the crankshaft. Oilfrom the manifold enters
"onneiting c
OI.
nnEo
PUF
3ofl(alcE RtTn
gear stub shaft . oil
6"ar Gin at the rear end of the engine- at the idler c
f,arser in the base of the stub shbft from where oil is distributed to
uJriors parts through passage. One passage conductsoilto the left c LINE DIAGRAM OF LUBE OIL SYSTEM
bank camshaft drive-gear stub shaft bracket through_a jumper. c The turbo charger oil filter supply line sands oil to the turbo lube
Another passage conducts oil to the Right Bank camshaft drive stub c oil filter which sands oil to the turbo oil manifold and then to turbo for
shaft bracket and the turbo charger oil filter supply line' c cooling and lubrication. A branch line taken to the wood word
oil enters the hollow bore camshaft from the camshafi stub c governor low lube oil pressure shut down device and also to the hot
shafts. Radial holes in the camshafts conducts oilto each camshafi c oil detector. The minimum oil pressure is approximately 8-12 PSI at
bearing. An oil line ftom each camshaft bearing at each cylinder c idle and 25-29 PSI at full speed. ln the event of insufficient oil
e lntroduction hand book an GM locomotive
Intrcduction hand book on GM locomotive February 2006 February 2006
e
 t
C
t 35
CAf/lT ECHAOOiIM4D/G M Loco/ 1' 0 { t AM I t (:t lf.'Ut6/M/l)/GM Loca/I .0

c
c
c
Dressure, a shutdown feature in the governor will automatically g !U
oz.
zz.-
irotectthe engine by shutting down' c
o-J
FJ
aoJ
lr,
Theturbochargeroilfilterprovidesadditionalprotectionfor -o-
[LC)()
the turbo. The
iubri_cated areas of c trl
the high-speeO Oeaiii;;il.
J
"th"r to prevent the lube oil from J
firter heads contains'i"check varves, one c o
turbo chargerfilter during
J

the soak back syster ir"r g"i"g inio the c ;

prevent lube oil from the
soak back pump op"r"ion JnO tFe otherto
UJ

c -)
o- ct

turbo charger filteriiom the.soak back system when the :)J

0-

charger conducts. oil to the c

enqine is running. p".l"g"rln tie turoo -Jtr.
llt
"ntering il C)H(L
pranet gear assemblv and auxiliary drive c il JI
ilffi""",.il|J,'ilr"Gai c llt
il
t^l
850'
J
f

bore. z 3
il
il o,o,lr
I IU
ofr.
c J ()
*z,
il
il
I,IJ
(,lo
G(T}IE Z-
0z
ITJ

il
4. SoakBackOilSYstem: c 3
o
o f
il
il
-zT 9E
0()<0()(l.zj-
o(LoL!l.rrg}
F lt CD clF>
prior to th: c il g,JrrJ<J
To ensure lubrication of the turbo charger
J
:19:l: I
n o
)-)-c)-
r-oFu('o
from the turbo after englne
start and the remoriaiot resioual heat
iri
c tu tr.l
c)
il I lt I I
source is provided' This
shutdown, ."p"ot"lube oil p'"ttu*
IE F(D6) Qe
f 3
c o
a
J
" is'conirorred automatically by the locomotive
lrj
v.
pressure system c o-

controlsYstem' lraws oil c

J
5 I:r
An electrically operated turbo soak back-Pump I c
ltl
)
o a
soak backfilter and finally to
YO
ze
from the oil sump, teJo irie oirthrough a
J <z
G-
provided inside
valve is c ()o:
the turbo. A 7o-Psi-;;;lit;;i fifieibypass otrt L
fifter whenever it cloggs to c F@ 2
the soak Oacf nnei nouring to Oypali JO
-z
:)
0-
c o< ('
protect Turbo-charger.
working before
This soak 6ack pump automatically starts C
JtrJ
=
oo
o:)
cranking the engi#lfnfr-"n tfr" engine
starl, the motor driven soak c
o<(9FE.tu
ZJ
ffiru"ffr-rtlii'ir*i.g, t"i" r,ioe oil pressure. from the engine ot!
F(I lr.
c (n=
motor driven soak back J
driven pump o"toii"t g%"t"t t!31the
-UI
the c 6o-fi6
)- o(r
ffi;'fi;tl,r". nt i'n-"t""is no outret for the lower pressure oil' J zo-E u
setto 32 PSlwillreturn the oil C ll.oa J(20
ru- E lr
relief vatve i, prouii"i'in tnlnrt"in"ad
rrj
JJtr)O<<
;O:) II
C ooJtrJ()()
backtoengine sumP. l!
c) zoo
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February 2006
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 t
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CAMTECHA006IM/D/G ltt Loco/l . 0 (:AM I t (:l W0O6/M/DIGM Locolt .0 37
f
6
c
Considerable heat will remain in the metal parts of the GIII locomotive Vs Alco locomotive
C
turbine when the engine is shutdown and due to sudden cut off oil
supply to the bearings, damage or more wear will take place in the
f Although the purpose for which the lube oil system is
bearings since the turbo rotor will be rotating even after the engine
c
g deaigned'is same for Alco locomotive and GM locomotive, and the
stops due to its momentum. To avoid the thermal stressing and dosign of the lube oil system differs in Alco and GM locomotive in
unwanted wear in the bearings due to no oil supply, this soak back c
raspect of all arrangement, position of various components, make
pump automatically start working after shutting down of the engine. f Bnd design of components etc. The important comparisons between
Soak back pump will be working for 30 to 35 minute approximately f the two locomotives are given below-
even after engine shutdown. This ultimately increases the life of the c
turbo. f
f 1. The lube oil system capacity in GM loco is 950 lts and Alco loco is
910 lts.
Lube OilSeparator
f
6 2 ln GM locomotive 4 different lube oil pumps are provided for
The oil separator is an elbow shaped cylindrical housing ( different areas of lubrication. ln Alco locomotive only one lube oil
containing a wire mesh screen element. lt is mounted on turbo pump is provided.
3
charger housing. An elbow assembly connects the separator to thb
ejectortube assembly in the exhaust stack. The eductortube in the
( 3. Both the locomotives have a pressurized lube oil system.
C 4. Both have lube oil filter, relief valve, regulating valve, bypass
exhaust stack creates suction in the engine crankcase and draws up
valve and strainer assembly buttheir locations are different.
oil vapor from the engine crankcase, while doing so. The oil drawn 3 it
will be collected on the wire mesh element and drain back to he c
C
hr
j.r
5. Both the locomotives have a paperfiltertype filter assembly.

enginesump. 6. Both the locomotives have a strainer assembly forfinalfilter.

C
l.r 7. Both the locomotives have a lube oil cooler assembly.
HotOilDetector
3 hr 8. ln GM locomotive a soak back system is provided for turbo
Normally there is a close relationship between engine
3 h- charger cooling but in Alco loco turbocharger is water-cooled.
coolant temperature and engine lube oil temperature. Hot oil
C
hr 9. A separate system is used for piston cooling in GM loco but in
detector senses the oil temperature and send informations to
C
C
lr
ho
Alco loco, there is no separate system of piston lubrication.
EM2000. lf the temperature of the oil exceeds approximately 255 10. A separate system is used for turbo lubrication in GM loco but in
3 ho
degree F (124 degree C) EM 2000 will shut down the engine through Alco loco, there is no separate system of turbo cooling.
governor and the faultwill be displayed on the EM2000 screen. 3
3 +-o
hr
e
i'r
C
3 It
lra
3
C
lr
ir
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 CAMTECHAO\AMD/GM Locr{ I a
;tr AM'|
" "^::::
AIR INTAKE SYSTEM

Airintake system consists of thefollowing components'

I [': ^]'"*o behindtheturbine b,ades,,",:
provide a smooth transition path forthe gas
o : 1! tol6w,inl;;
Turbo charger, : il .by eliminating turbutance. Then exhi;;i-6;";;;
expelled out through exhaust duct. A ouirt ii
o lnertialairintakefilters, : |{ aipiratoi
o
o
Baggie typefibre glass airintakefilters,
Afiercooler
:G ii
l:
lli:"ffi",:'f;i"I,::l:il*fl1fl:J..in:"*;i;i,tiiT
maintainsvacuum intheenginecrankcase.
G l: c) rmpeiler with diffuser: - on the other end

;; ,T
of the rotor
TurboGharger: -
Theprimaryuseoftheturbochargeristoincreaseairsupply
;:ffHJf'filJ'llff:i:l.';TfJ::T?y#:i*,rnmzu
air inret casing. The impeiler inducer draws air
to engine 15 proO|ce more horsepower and provide better fuel F clean air room where the crean air availaoie atei
rrom ine
efficie-ncy by the utilization of exhaust gases' : ir passing through cycronic air inret firter
: anJ i"*norrv
The turbo charger has a single stage.turbine with a through.a baggy.type fibre glass secondary fitter.
ih;;i;
connecting gear train. fh" gear train work. in !!q IC i{
'r: drawl by the blower is lompressed in the blower
-of-
engine starting/ light load operation and rap'd
"onn"cting

ii
"".oiti""
acceleration.
\Mren the engine work on full load (approximate.ly in
6h :;$:fr*:ru1'i""lr'mxi:!"#f;1""x;:yixl
drive the turbo
notch) the energy oiiiie e*naust gases is sufiicientto
any mechanical help
;h;;g; and th6iurbine rotor roiates withoutclutch in the drive gear
tiomine engine. At this point, an over riding
n'" turbo charger drive is disconnected from

I
train disengages
"nJ
the engine geartrain.
ilff;dl-tir;*ilffiHi###i5tq,5;il{;$
Therotorshaftassemblyofturboisdivideinto3parts:
a)Sungearshaft:-\Mrenengineisstqrtingoritworkson
' slow speeds or lower notch operations' the.,sungear
i
?
; { I _, u il rJugil lne iltlers Io illl tng
depression. As the air
snanreceivedrivefromtheenginethroughtheplanct
:! aa iub;;- and -stati;n;t
"*rl -i n'6' W;4'X]f* vanesintheintai<eihr*t;
llll
gearsYstem and a clutch'
llffiNll
b)Exhaustgasdriventurbine:-Theburntexhaustgases
are oiretieo to passage through a fixed_nozzle ring
I a F" b totheair
imParts a spinning motion

between exnausi manifold and turbine. The exhaust I ; ffi

3 -l /\- % ll-
gases is OlreAeA by'the fixed nozzJe ring on to the a t; .. By spinnins
! a _;;--c'o'rhfr'hr f_"li:!.dirt partictes are
I
{

turoine'wne"t ot"a"6 and the heat energy is converted *^'throwntotheouterwalloi

I

intomecnanicalrotarymotion.Thediffuserisanother ! -; the tube by a centrifugal

:
aeroOynamii device located in the turbine section of
the
.,'flffi
turbo. rnJoinuser is basically an anangement of 3 to 4 fi :r #",:"#J:3T;5".,1fif ffi:iflHlfl'Jfl
February 20oQ
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lntroduction hand boo[ on GM locomotive
i 2,^,***, hand bukonv,r,,wv,t,v.tyc
eM tmnotive February 2006
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i;tr [,f;liffi,HJl"",ltil:Hi,.!1??t11"f;J"%,ff:,1"r eno side
5. ln 9y roco turbo air goes to both side air boxes for combustion
: t!
{ and in Arco roco turlo air go"r io
air gailery for
I f combustion "-"o;ron
;{
:rf
3-|l
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cAMTECHnoowlDlGM l.,:oltt , AMu (:n/,,(Nt6/tvt/n/GM Loco/l.o
i :
42

co PRESSED AIR sYsTE

l; f The compresso. is equipped with three cylinders, two
4j

!
ii
tow

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i'- ll1t ,^."""i1""1,{i*::,fi,ll".:y"gFTit"i,pumpandpressure
rubricatins system w*h an
rrrnning 5y means o? n" "1-nil"i'''.nroir
;;Lit'InlljlJJ:'r1ili;
: i: oipstick mounted on the side of the
; E l;l?l,i.,?i;icrankcase.
wren addins oil in the compressor it must

: lr At idle speed and normar operating temperature, the oir

; f GI[ tocomotive Vs Atco tocomotive

:; E'
f .'
[,:T:"""#::HJ[:::tr"5ni::::,:5i"xil""'"o,edbutin
Both compressors have its own lubrication system.
c !{ " ?.?ll-"ompressors
have an intercoorer between row-pressure
( I: 4 cylinderandhigh-pressurecylinder.
( ].] Both locos have an after cooler cooling coil between
the
c :- {; comPressorand reservoir'
Both tocos have a toading untoading arrangement.
: ii

IF
C

(
WLNA9BB'AIRcoMPRESsoRASSEniBLY:I
**: o'tctt!@!n&1'
hn;orffit h dl,;"oncltoc,,tt'd,l '''-"*"*t*' F&t*vm6
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 c
c
cAMTECHnoo6ll't'/DlGM Locql'o C ('AM I t Cl W00AM/D/GM Loco/I .0 45
44 c
c
COITIPUTER GONTROLLED
BRAKE SYSTEM (CCB) C Application zone
Max Brake position: BCP 5.2kglcm'
brake sVstglt ]fre :
The loco is equipped with a KNORR (ccB). The L BCEP=3.7Kglcm'
system
KNORR system i'
CCB equipment iJl'lomprete
ri..iio-t"t'.o,, O"t"d air'brake
""''ip,itlicontrotted "irur"r"
: BCEP = Brake cylinder equalizing pressure
puter control led'
.o-"ttol t'V Jte m. Al I log cs are co m
d;;;tr"l stands (cab control c
i

The driver uJes one of the

r Bail off
system.-Emergency applications
are
c \tVhen an automatic brake is applied, lifting the bail off ring
unit (ccu) to contJine GcB
parallel *',Ih .otputer inltiated c which is provided in the brake valve handle in any position
also initiateo pneumatically in as will release BC as a result of BP reduction. lndependent
Tni main parts of the CCB system are
C
emergency c brake handle bail off ring is spring-loaded and by lifting it the
follow:
"ppricaiions'
c bail off function will actuate.
c
BrakeValveGontroller(BVG) C

AutomaticBrakeValve:(Thisisforthefulltrainwithloco.)ll
positionst
Automatic Brake valve having 5 C

o Release/Over charging) e
(Spring Loaded) 5kg/cm' C

o Runningpr. C

ER and Bp =S.Z kg;/cm, ?

o Minimum service , 2 C

ER/BP t"i'""io 4'7kglcm2'BCP=1'1kg/cm' c

o FullService , -2
4'35kgs/cm'
C

ER reoucll to 3'4kg/cm'' BCP= ,

o EmergencY , '--.-z (
ER reduces to 0, BP' reduces to -
<1'0 kg/cm2
BcP=4.35 kg/cm', BcEP=3'iirgl"' : CONTROL STAND
C
Pressute
ER = Equatizing rcseruoir
C
Pressui
BP = Bnke eiPe Selector Switch or Air Brake Trial /Lead Set Up Switch:
BCP = Bnke cYtinderP'essu'e
( The trail/Lead setup switch is located on the brake control
next to independent brake handle. The switch has the
is for the loco brake only) : following 3 positions:
lndependent Brake Valve: (This
d is direct Brakes having following
positions c o Trail
Used with loco in trailing position and on non-working control
o Release Positions C
of the working loco.
BCP=0 c
C
February2@6
lntrccluction hartd rxloi on GM
bnmotive c
lntrcduction hand book on GM locomotive February 2006

A
 ll
F
t
46
CAMTECHAOOAM/DIGM Lscolt A I U \A\\AM/D/GM Loco/I .0
47

o Lead-ln
MU
T Emorgency APPlication :
Used with loco in leading unit or controlling unit .in An emergency application means to apply brakes at the
consists. Air brake systern responds to air brake handlc '\A/h6n
rnaximum rate. ine brake valve handle is placed in the
position.
movements when traililead switch is in this omergency position, ER reduces at the faster rate to zero pressure
o Lead-Out
banking loco
nnd Slso ifre brake valve mechanically opens a vent valve. ln
UseO during brake pipe leakage testing and on nddrtion the brake controller is provided with a switch which opens
control stand. sending an emergency signalto the gompqle1 T.hen the computer
energiies an emergencyhagnet valve (MVEUI The opening of
Air Brake EquiPment Rack: rtrVe"M vents the pit-ot port of the high capacity BP relay
pneumatic
provided in the nose compartment consisting following: valve (PVEM) exhausting BP pressure.
o Voltage conditioning Unt ryCU) rr
o comfuter Relay unit (cRu) orAir Brake computer
o Analog Converters- :h
;tr
J
t
Automatic Brake Application on Loco:
The brake pipes transducer (BPT) provided in the BP pipe
o MagnetValves detects the reduciion in BP and sends signal to computer. The
o PneumaticValves
o Filters
o Transducers
o KE DistributorValve (Back-up valve)
itr \t r't
rrD

tr ilt--
C
"orputer
calculates the required brake cylinder pressure and
commands the BC analog converter to maintain the desired rate
;;;;;G levet in the brike cytinder. The brake cylinder analog
of

lonverter operates a BC magn-et valve. The output pressure of the

o Reservoirs
;f:
3l-

;r:
rt
BC magnet valve work as a piiot pressure forthe BC relay valve.
*f"V iJ a self lapping preisure maintaining pneumatic
BC
valve
which""fr"
pilot
Brake PiPe Control SYstem wilt come to the tip i|sition when matches with the BC
According to the auto brake valve controller handle
position, 3ha pr"iiur". The apptiiaiion is complete if the BC pressure is

signals from the 6rake handle will go to the fiber optic

receiver (FoR) chr "ii
maintained at the leve'i commanded by the computer until the brake
then to he air brake computer. Coirputer will send
signals to analog 3 i.r valve handle is again moved.
converter. 3hr
The analog converter operates magnet valves
provided in it 3hr Bai l -OffAutomatic A PPI ication :
and from the magnet valves pitbting ?il pressure
will go to. the other 3ho \A/hen the automatic brake is applied lifting the bail-off ring
main magnet valve which is controli-ed by CCB computer. the out put cho provided in the independent brake valve handle in any position will
air pressure of the main magnet valve is
Reservoir and is acting as pilot pressure for the
called

relay valve is a self hf,ping pressure maintaining

BP
as
relay
equalizing

pneumatic
valve' BP
valve :i:
;I
releasethe brake cylinders of the loco.
OntheLEADUNIT,theCCBcomputercommandstheBG
which maintains the Bp pressure to the level of
brake pipe leakage conditions'
ER against

pipe and BP pipe

train
;il
;n
\D tt
analog converterto release the pilot air pressure which in tum drives
the Bb relay valve to release the BC pressure, if an emergency
brake has been mad, the brake will reapply to maximum as soon as
There are transducers provided in the ER
to send feed back signals to the computer regarding
the pressures cb the bailoff ring is released'

available or maintained in the respective pipe lines. clr

c lr
tntroduction hand book on GM locomotive
February 200C G ,{ lntroduction hand book on GM locomotive
February 2006

:-
48 CAMTECHQO0ilMDK;M I ot:trtl (,
itr
j
B r AMtt l tr.'(Nt(vM/tt/(iM tot:<t/l.O 4s

NOTE;-lf the bail-off continuous for longer than 50 secondu the

BC pressure will be restored and a fault will be displayed on tlto
iil
: |t I heKnorr CCB air brake system controls the air brakes on
t3flt;ill ::::::i:,'[?
EM 2000 display screen. The crew messages the center point of
: lJ rrr., lor:ontotive and qarrla99s3:y,p]:1-'l*t
display and it will indicate fault condition that required immediato
attention. rl{! ,,',1.,,,,,J amount of dynariic braking from EM 2000 computer for
I rlnl rrled brake operation.

I ndependent B rake Operation :

According to the independent brake valve controller handla :ia
|;
: ir -lr L$__l L| !s
rt
9a
<H
J.
U9J

ri;
a
dr, efi o<

+,l' l-l. llf;

e! trr >
(lc

position, signals from the brake valve handle will go to the fibre optic
(J
co
(J(.)

receiver (FOR) and then to he computer. Computer will send signals

to the BC analog converter. The analog converter operates the BC
relay valve. BC relay valve is a self lapping pressure maintaining
pneumatic valve which will come to the lap position when matches
3 _
3
;;tfr! i:
r

llll
li -r---{---.-----l---r,
/lwl\

lllrl rl t---lll H i l-,--l[U

I l!
I lr-

lll.,
; Ilt
tl

with the BC pilots air pressure.

t^J

; Hel-N-l l:
J

(r
t5 =
lf,a

Any leakage in the BC pipe will be noticed by the, BC

Cc
r;l EE ?g
"1.i,llr<--t;,El LllllcJ l;el'lrl'lil
€H J

:;l
l L.--l ' l'l l ll lA
u
LJ

transducer (BCT) and the feed back signals will go to CCB

I li l g9

li t----1----<--------\"
z
(J

:; i::
,e
ct
L)

{i li
computer. Then computer will in turn take corrective action to
I l;
^a
maintain BC pressure. The BC equalizing pipe (BCEP) is used to
supply airto end from allthe trailing units of the locomotive consist to
control application and release of both automatic and independent
brakes. The only exception to this operation is locomotive consist I?{': i iliili lGl-l
l-El
liri
LFil:Ll+Il
l-'l uYL|r "l I lE
l-
r:gLr
cl
ae
z. Irl
EE
i.J
J

:I .a jiliLu-E:r
z. tJ

;l .L Lf e
El c)
separation. o
a

'l
According to the service positions of the brake controller
valve handl€s, CCB computer gets signals from the FOR. Then the lili Tr--+----sT- _-_l_i;
computer sends the signals to BCEP analog converter to supply
piloting air pressure to BCEP relay valve. When the BC pressuro
!; .. ll.'=l;t I I I I
t_= ll= t^J
>4
gE
J llP

ll lffi
ei
equalizes BCER the BCEP relay valve moves to LAP position.
Maximum BCEP - 3.7Kg/Cm2 : I Li:-i <E
61 (J
G
c)
ll3
(J

E!
'-e.

lntroduction of Blended Brake System

The passenger service, locomotive is equipped with a
blended brake system. lt simultaneously applies dynamic braking
:,.tftt
EH

ll"
and air braking when the driver operates the automatic air brake
handle in the service zone.
:.
r.l =Hi
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3.
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Mk on GM locomotive February zNA

l*.
lntroduction hand
February2006
: tntuductonhanddkonGMloamotive
'
 lf

C
T
( 5l
50 CAMTECHAOO$IMNIG M Loco/?, O L AMt t CHnO0AMnlGlvl Locall .0
c
c
c . To excite the companion alternatorfields'
ELECTRICAL SYSTEil
c . Control sYstems.
c . Battery charging.
Power Distri bution system in GT46MAC locomotives
c . F. P. Motor.
The diesel engine is the source of locomotive power, when the
engine is running it directly drives three electrical generators: c
o Turbo charger soak-back PumP.
1. Main generator (traction alternator) c
c o Lighting and Misc. equipment.
2. Companion alternator
3. Auxiliarygenerator c
c DG linkvoltage
c DuringmotoringtheDCoulPut.fromthemaingeneratoris
Main generator (traction lternator)
a
The main generator (traction alternator) rotates at engine
c ;BiEg:{i?Sinll'ii'[tl-""i:"*ln'i'""1i%[a.J"#u%"d8uoSJ*
speed generating AC power. Rectifiers are covered within the c 8'notch.
generator assembly. The rectifiers convert the AC power to DC, and c There is one traction inverter for each ,set of three parallel
the DC output is applied to DC link. Switch gear and contraqtors traction m;i;rs" fh6 iwo iiaction inverters TCC1 and
TCC2 invert
c and variable fleqg-e.1ry^!
supply DC voltage to traction inverter circuits. The traction inverters
c ii.,;bC rin[ uortag"ln to vaiiaUe voltage
convert the DC link voltage to 3-phase AC power for the traction ;i"65;li'd';JiilgE. Bot-li inverters are ii tum controlled by EM2000
motors. There are two separate computers TCCI and TCC2 which c computer.
controlthe traction motors by varying the voltage and frequency which c
is fed to traction motors to get the propertorque and speed i.e., the out
put from traction motors.
c Dynamicbraking
c During dynamic braking the energy.of tlep-9ving train is
c transmifiJort"retg'*g,i:",:rn:,l,igH$r,l,ll,:'ft :L+3siT'.l{
Gompanion alternator
The companion alternator is directly coupled to the traction
r ?tr *!lJSLIy*"d to DC rne conveTttJo'C;rt-prv is nowleo
alternator and is within the main generator assembly itself. Output is c in the
diidi wnrcn dissipate the electrical po$/er down'
tb-OvnJrni" Utafing-rfiiJloss
utilized forthe following: c ii1ii';?iii;iiEll. ot enerly causes train to slow
Enf)OOO tnainiains tne braking efiortsi'equired by
the driver.
r To excite the main generator (traction alternator) field. c
o Todrivethetworectifiercoolingfan motors. c
o Todrivetheinertialblowermotors. c EM2000comPuter
c Both inverters are directly controlled by El-\tl 2000 locomotive
o Todrivethetraction inverterblowers.
c control cJitputei wn-icn-Ofuptay3. control systbm informatiorn
on the
program ed into
o Various transducers and controldevices.
c JIiJ"n. M oit co ritro I inO-pibtettive
inat
fu
monitors
n cti6n.s are
critical
rn
functions in the
tf'e-EM2OOO compulei
c ioJomotiu" power Syiitt piovides a display message if a fault
Auxiliary generator o*-rjilFJrieriouJfJ,litJ tfe rU 2000 aldo Sounds the alarm bell
c:
The auxiliary generator is driven by engine gear train. The
output of aux. Gen. isionverte d to74V DC in a rectifier &output from r and &takes corrective action.

the rectifier is utilized forthe following: r

c
lntroduction hand book on GM locomotive February 2006
c, lntroduction hand booR on GM locomotive
February 2006
c
G-
s2 CAMTECHA0064MD/GM Loc/t 0
t
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il
ll
r AMtt ( ttr;.'ooo/M/D/GM Locdl.o 53

I
i fr
rt
t coMPUrERs coNTRoL oF LocouorlvE
3 ia
rt
f :a The GM locomotives are equipped with four interrelated
r:ortrputers to provide electronic control of the various functions
( ii
5=HE C
g urvoived in locomotive operation. These individual computers are:
€'g sotro f l;
f lrr
93r
sEgs
Edi The locomotive control computer, designated as EM2000-
f lr
,
'e 'a 'l solro J '
The primary control system device is the EM 2000
lrl
'e r.
35*
PdE
o
o f l! locomotive control com puter (LCC).
,l 3 1r ii. The locomotive operating controls provide inputs to the
ir,
o
E r gl control computer, which then directs electrical power
()IE
-G
PdE
o
(t
I f tl equipment and the diesel engine to operate within the
f l! constraints of the power and brake requirements'
OO J-7Y
3n
(J
f ;r iii. The EM 2000 exerts over all control over the other
computers. Thus the other three computers are is some
GaG
ctYct !E
f l{r
f Ir
(o way dePendent on the EM 2000.
i5E tl
F
f It
E8=L
o
The Knorr CCB cornputer -This controls the air brake system
.5
f I.|2 based on control inputs from the electrical brake valve and
o
E
*, f lr feedback from the active brake elements.
20E.
o
o
r l{t{
OF
F.-< tr 3 t 3. The siemens SIBAS 16 computers - p2 Nos)
ZtA o 3
F<L,
osF
FJ
.I
{rl
i i. The EM 2000 manages the entire traction system through
=
.ct
rrI
C q' 02 Siemens SIBAS t O cornputers and the traction control
L.
t, 3 { converters (TCC1, TCC2).
.9,
o 3 { ii. SIBAS 16 monitors feedback signals and protective
L
o 3 |l functions for each Traction Control converters(TCC1 ,
!o C TCCz).
{ The EM 2000 locomotive computer controls the main
o.
C
a iii.
3 locomotive functions based on inputs from the two traction
|. control computers SIBAS 16.
C .. iv. Each SIBAS 16 uses an lntel 8086 microprocessorwith an
C
{ Ultra-Violet Erasable /Programmable Read Only Memory
C
a (UvEPROM).
3
3
a
lntroduction hand book on GM locomotive February 2006 f
a
I tntroduction hand book on GM locomotive
February 2006
C o
 c
S-
54 CAMTE CHn006lMnrc M Loco/l,O
t:AUlt CHAN,UMDTM Locoll .0 55

c
Thue the display diagnostic system is an interactive device
c thrt provides an interface between EM 2000-control computer and
c tha drlver.
e
e 6, The computer provides massage for driver on the screen
e lndicating loco control, maintenance and trouble shooting
function.
e
8. The computer is shaving four function keys F1, F2, F3 & F4
e which indicates to cutout traction motor or truck, reset a fault or
e request more information about other stored data.
e
7, The display screen displays crew messages under normal
e operating conditions as well as problems occur on loco such as:
EM2000 Computer interaction e
The EM2000 locomotive computer e 0 Engine speed up for low watertemperature.
i e 0 Loco is not set up forthe requested mode of operation.
1 . The EM2000 locomotive computer controls- e o Power is limited.
e r Some piece of equipment or system has failed and
e protective function is active.

I ddffifi$g-r"Hs;s'*Hr
shutters.
rada,.r
e
e
e
8. Data can be downloaded.

o
Diesel Engine governor speed settings, turbo. lube
c
pump, fuel pump.
o
Engine Starting Circuit.
c
o
Dynamic Brake System -braking contactors/braking c
effort. c
o
Excitation monitors companion alternator (CA6B) c
output and controls main generator excitation. c
o
Vigilance and wheel flange lubrication systems. c
2. All communication with EM 2000 is through the key board on the c
display panel. c
3. The microprocessor display'panel is made of 6 line 40 columns c
vacuum fluorescent display with a 16-button feedback key pad. c
4. The display panel combined with loco control computer is
c
referred as to display diagnostic system.
c
c
lntroduction hand book on GM locomotive February 2006 c
lntroduction hand book on GM locomotive February 2006
c
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CAMTECHn\XV/ltlDlGltt Locoll '0 ( AM I I Ct \QOO6/M/D/GM Locdl .0
58 b
i
i
lnertial Blower(Dustbin Blower) s Trrctlon Jll otor B lower
The Traction Motor Blower is mounted on the auxiliary
outsideairiscleanedbylnertial(dustbin)Blower,beforclt5 inerthl c gonerator, supplies air for traction rnotor cooling, generator pit
enters central ."oin"t. tn tneinertial Blower there are two
"i, ,;;;i;J
on either side of the locomotive. outsldc .' aapirator operation, main electrical cabinet pressurisation and
filter panets, one
which contains specially. traction computer cooling. Air is drawn through a movable inlet
air is drawn rapiary-iilr;h the tubes the contaminatcd
c
gutde vane through the blower, and delivered into a duct to the
a spinning motion to e
designed vanes that induce than
because they are heavier traction motors.A portion of this air is diverted through a set of filters
incoming air' Dirt anJ O"t particles' C
for delivery to the computer module portion of traction inverter
airarethrowntotneouterwallofthetubeandcarriedtothebleed
action of the lnertial : cabinets for module cooling. Another set of filters cleans the air used
duct where it is removed by *re scavinging
locomotive. The : to pressurise the main electrical cabinet.
blower and expelled through the ,"oot-oigr" diameter portion :
Jn througfr ihe smatler
resulting clean
"i, "o'*inu"s
air is again caused to swirr by internal
vanes' \ TCC1 and TCC2 lnverters
of the tube where the
The particles are to tnlur""o duct and the resulting clean air : The locomotive has two inverters TCC1 and TCC2. The
";il;
enteisthe centralaircompartment' ,. e output converter, a pulse width modulated (PWM) inverter, is
e responsible for providing the variable frequency and the variable
ACTraction Motors e terminal voltage for the three-phase motor. The main alternator
of high adhesion c feeds electrical power to the DC link via two series connected diode
AC-AC transmission has the advantage
free siemens ITB - 2622' c rectifiers. Two identical PIVMI inverters TCC1 and TCC2 with GTO
and high tractive and their capacitors are connected electrically to the DC link via
"con-r"intenancemotors' high reliability and e
OTA02 Three phase AC traction isolating switches. There is one traction inverterfor each parallel set
A specialty of this motor is c
availability and nignli energy efficiency.
that there is no
C
of three traction motors, which are responsible for supplying power
separate stator e
to them. A protective circuit based on GTO is connected to the DC
frame resulting in c
link to protect the inverters against any over-voltages. The TCC
reduction of weight' C
blower defuses heat produced by losses generated in TCG.
ln braking mode, the
c
three-Phase motors TCC Blower
c
act as generators An electronic blower in each TCC cabinet driven by its own
and Power is fed c
3-phase AC motor draws the air from central air compartment in
c
back to the DC link
( across the modules and expels it across the R2 snubber resistor.
via the two inverters.
c This air is used for cooling and pressurising in some parts of the
C
inverter cabinet. This air keeps dirt from contaminating areas
c containing DC link capacitors, gate units and traction computers.
The TCC blower motor is a dual speed 3-phase AC induction motor.
c
C

February 2006 C lntroduction hand book an GM locomotive February 2006

Introduction hand book on GM locomotive
c
A*l^
 CAMT EC HA006/M/D/G M Loco/l, 0
It operates as a series-Y wound machine for lower speed (only low
speed configuration is used on WDG4 locomotives). Power for the
motors is taken from the companion alternator through the main
contacts of TCC1SS and TCC2SS. EM2000 exercises controlof the
blowercontactors atthe request of the TCC via RS-485 serial link.
Radiator Gooling Fan Motors
Radiator Cooling Fan Motors are of the inverted squirrelcarle
induction type and are integral part of the cooling fan assembly. Each
cooling fan (total two per locomotive) is driven by a two-speed AC
motor, which in turn is powered by the companion alternator. Cooling
fans are powered through contactors, which are controlled by the
EM2000 program. Each fan motor circuit consists of one slow-speed
and two fast-speed contactors that are located in the AG cabinet.
GomputerEM 2000
The WDG4 locomotive is equipped with a microprocessor
based computer control system. lt provides fault detection of
components and systems, it contains 'self tests' to aid in trouble
shooting locomotive faults. lt has basic features like, significant
reduction in number of control modules, better fault detection of
components, memory archive and data snap shot. The
microprocessor EM2000 is the locomotive control computer. EM 2000
utilises "Flash PROM' memory. lt is a 32 bit computer based on
Motorola 68020 microprocessor running at 16 MHz with a math co-
processor communication through RS-232 serial cable / port. EM
2000 controls the main locomotive functions based on inputs from two
traction computers. This system is equipped with a diagnostic display
system in the cab to provide an interface between the maintenance
personnel and the computer. The computer is programmed to monitor
and control locomotive traction power, record and indicate faults that
have been incorporated into EM 2000 system.
lntroduction hand book on GM locsmotive February
CAMTE C:200aM/D/G M Loco/t . 0 6t
Computer Control Brake
The locomotive is equipped with KNORR/NYAB CCB
(computer controlled braking) 1 .5 system. This system is an electro-
pneumatic microprocessor based system with 30A CDW type
desktop controls. The overall purpose of using a computer
(microprocessor) to control the air brake system is to eliminate as
many of the electrical and mechanicat devices as possible, there by
reducing periodic maintenance, simplifying trouble shooting, fault
diagnGtics etc. lt allows greater reliability and flexibility for future
C system upgrade.
€-
Dynamic Brake
c Each unit of the Dynamic Brake Grid Blower Assembly
, C consists of fan assembly powered by a 36 HP series wound DC
tr motor- During dynamic braking, a portion of the current (rectified
DC) from the traction motors is shunted around one of the resistor
c grids and used to power the grid blower motor. Air driven by the grid
€ blower drives grid heat to atmosphere.
tr
tr Traction Control Com puters
€ There are two SIBAS 16 traction controt computers. Each
f computer is dedicated to one inverter. SIBAS 16 is a 16-bit computer
C based on an INTEL 8086 microprocessor running at S.O M Hz, The
C TCC receives data via RS-485 serial link from the locomotive
C computer EM2000. The bi-directional bus carries data such as how
C much power for traction the TCC must develop as well as other
C information to control activation of devices like blowers and heaters.
C ln addition to the RS485 data, information constantly gets fed back
C into the TCC, to monitor various things such as status of relays and
C temperature of various components, voltages and currents. Based
on this feed back data and information received via RS4BS serial
C link, the programs stored in the TCC workto drive the TCC as well as
C. to protect it in the event of faulty operating conditions.
tr
2No
lntroduction hand book on GM locomotive February 2006
 rt
3 I
a tT
62 CAMTECHA\\WDKiM I uto/l'f tT t AM t I (:l n,(X)6lM/l)/GM Loca/l .0
'a t!
I t!,I'
;
Radar 't '!
The locomotive is equipped with a K- BAND RADAR
nrotlttle
The mounting location of radar under the cab of the
locomotivo ltoar i!!!
the end plate. This particular type of RADAR system mounts al art ' !
3
angle of
'37.5" ltt
with respect to the rail. lt is particularly susceptiblo a
t
signalerroras a resultof inaccurate mounting' 3
!
C
t
UnderTruck ' ! n
J
The wDG4 locomotive is equipped with a high adhesiorr 1 t
!
the means for f
HTSc(HighTensileSteelCast)trucroitogie.Thebogieassembly
supports the weight of the locomotive and-provides ! ,-r

is designed as a 1
.x
transmission of powerto the rails. The HTSi bogie ! (,
-
,bolsterless unif . Although the bogie oitruck frame itself is t t J
L
powered {rl
within tho 3 I L.
rigid, the design allows the end lxles to move or "yaw" E
o
position themselves e
frame. This movement will allow the wheels to I c
tangent to the rails on curves for reduced wheel and
rail wear. Axles 1 t !
:)
Y

from 0-8 degreo ? .g

and 3 can move or kink a little bit to negotiate a curve
the rolling a
t CD
o
deflection, increases the tractive effort and improves t I
I
o
resistance. ? i V,t,i o
to tho 3
., l,
'f,-i{. a
Traction loads are transmitted from the truck or bogie t l-
tocomotive Jnoertiame through the carbody
piygt pin assembly. Ea-ch c
I

.L

nc traction c
I
b"gi;6 etuipped *itn tntui unidirectionatare geared to n*:::,,1"i
the dtlullg t
U"it", aOneii6n characteristics. The motors
tb;, which in turn apply rotational force to the rails througi th.e G
!; I
throuoh tractlve
*n""tr. The driving for'ce is transmitted to the bogieft".te'-From {
rod attached to the journal-beating the 3 a
"J"pt"iinn-" the locomotive
truck / bogie trame ti're O6uing forci is transmitted to
1'
I
the carbody pivot pin' I
""iuoOyirirough ; a
:
a
r aa
C
f I
f
a
I
lonmotive February 2006 I I lntroduction hand book on GM locomotive February 2006
lntrduction hand bookon GM
c t
A
 *
l
64
CAMTECHXOnV/MMGM Locdrl 0 :
t
r
tlr
t AM I t Cl ln0OGtM/D/GM Loco/l.0

F
DTFFERENcES BETWEEN wDG4 AND wDPr Glu
b
l lr
F
LOCOMOTIVES l
I lT 18 Radar System Located between Located between
I lI front bogie & fuel tank &
GT46PAC
t F Fuel tank rear bogie
1.

2.
Model

Service
GT46MAC

Goods Passenger f lr
p 19 Cab Light Switch NearCab Light
3. Speed l OOKMPH loOKMPH
€
€
p ln control stand
side switch panel

4. Speedometer O-12OKMPH O-1 SOKMPH c rr

p 20. Lube oil Filter Only Bye-pass Bye-pass valve with
129Tonne 115.8Tonnes
C
p Drum Valve gauge (Like fuel oil
5. Weight
C
p Primary filter
6. No. of Axis 6 6 €
( fr Blended Brake
hr 21

I
6( Each Bogie 4( Each Bogie .
Not provided Provided
7. No. of Traction
Motor 3 Drivers) 2 Drivers) f
c 22 Location of Not provided On engine
8. UnderTCCl 1,2,& 3 Axle TM 1, & 2 AxleTM
C Blended Brake control panel
9. UnderTCC? 4,5 &6 AxleTM 5&OAxleTM f H
TM Pinion and Bull 17:90 17:77 c tr 23. Lowwater Not provided Provided in the
10.
tr Level Switch engine Cooling

I
C
Gear Ratio
c Watersystem
11 . Batteries LEAD ACID NICKELCADMIUM
C
24. Temperature Not provided Located on the inlet
10
12. No. of Batteries 2 C

c
to Gauge line to the Water
13. No. of Cells 32 50 hr pump
c f.o
2.1 1.5
14. CellVoltage c to 25. ColourCode Not provided BIue (cold),
15. TotalVoltage 68 75 c b (Temperature gauge) Green (Normal) &

16. Engine Located in Engine Located in Engine

c
c
tr Red (Hot)

starting room control panel l.r

Starting Switch C
tr
17. For quick Governor LaY Governor booster
C

c
b *
engine firing Shaft ManuallY pump starts t tr ?k ?b ?k ?k ?k ?ts ?k

c
automaticallY t
I
operation
c
c

lntrductbnhandbookonGMlmmotive February2$O C
I
t lntroduction hand book on GM locomotive
February 2006