GEK-301508 ‘Second Edition November, 1984 Locomotive | Service Manual Running Maintenance and Trouble-Shooting for Series-7 Road Locomotives GENERAL @® ELECTRICVUE2421 GEK-30150A SECTION F CONTENTS SECTION 7 SECTION & ‘SECTION 1 aaah SECTIONS SECTION 1 SECTION 3 ‘SECTION 2 (FAR SIDE) TAB ‘SUBJECT ‘TOPICS COVERED SECTION Foreword Contents; Foreword; How to Use this Manual; Warnings, Cautions and Notes, F Data General Data; Torque Values: Torque Wrench Applications; Weights: Lamps and Brushes; Alarms, Devices and Settings . Qualification and Qualifying the Locomotive for Service: Trouble Shooting to Find a Problem o Trouble-Shooting Systems Description of Systems Operation ° Cabs and Undertrame Cabs and Cab Companents; equipment not in another major section i also included, 1 ARirBrake Equipment Adjustment and Replacement Procedures Trucks and Traction Adjustment and Replacement Procedures 3 Motors Traction Alternator Description and Servicing of Traction Alternator, Auxiliary Machines and ‘Aveo Power Rectifier Panels 4 Load Testing Load Testing the Unit on Both Selt-Load and Load Box; Adjustment of Dynamic Brake Power Device Adjustment and Replacement of Power Devices. 6 Compartment Control Device 1d Adjustment of Control Devices. 7 Compartme General Purpose General Maintenance 8 Diesel Engine ‘Adjustment and Replacement Procedures, 9 (11-84 REV. AD 1FOREWORD ‘This manual is for railroad employees performing Running Maintenance on General Electric Series-7 Locomo- tives built since January, 1977. All the topics covered in the First Edition (published in August, 1978) are included here, although with considerable rearrangement, rewriting and editing to make the subject easier to locate and the presentation more clear and concise. Much new material has also been added, representing changes made in the locomotives’ design and construction. For this manual, Running Maintenance is defined as any maintenance procedure done om board the locomotive, and which can ordinarily be done in eight hours or less time. Examples of Running Maintenance procedures include terminal servicing, cleaning, inspection, qualification for service, trouble-shooting, load testing, adjustment, and, component changeout, excluding power plant replacement. All heavy locomotive overhaul and component rebuild ing in specialized backshop areas are also excluded, Care has been taken in selecting the material to include that which will be of greatest value to the maintainer on a daily basis. Major locomotive equipments and systems of the standard Series-7 locomotive are covered, as are fre- quently installed optional equipments, Information on seldom-furnished specific customer modifications was omit- ted to save space. Comments on the usefulness of this manual, together with suggestions for improving the next edition will be welcomed. Please forward them through the locally assigned General Electric Sales or Service Engineer, or directly to the Manager, Maintenance Instructions, Locomotive Engineering, General Electric Company, 2901 East Lake Road, Erie, PA 16531, U.S.A.ee HOW TO USE THE RUNNING MAINTENANCE MANUAL ‘This manual has been organized to make needed information quick and easy to find. The CONTENTS page (first page of this section) lists the subjects and topics covered in each section. The first page of each section also has a contents listing. providing more detail In general, Sections | through 9 follow the same organization as current Renewal Parts Catalogs. For example, engine maintenance is covered in Section 9. All engine parts are in the 90,000 series in the Parts Catalog. In 'n-alternator brush, for instance, is listed in PB-40011, How to instal it will be covered in Section 4 of this Consult the first page of each section for an expanded listing of the contents of that section. When information in this manual differs from that in another General Electric locomotive publication, always use the later information. Torque values, tolerances, voltage limits and other technical specifications do change from time to time. Every effort has been made to have all values listed in this manual up to date as of the time of publication. WARNINGS, CAUTIONS AND NOTES Throughout this Manual, the user will encounter statements titled WARNING, or CAUTION, or NOTE. A short pigee of specific information will follow, generally no more than one sentence. highlighting a hazard oF provid: ing additional clarification, or both. Each word has a particular usage, as follows: WARNING: This word indicates that personal injury may result if recommended procedures are not carefully followed, and tells what to do to avoid such injury. Equipment may also be damaged in the same occurence, CAUTION: This word indicates the equipment may be damaged if recommended procedures are not carefully followed, and tells what to do to avoid such damage. Potential for personal injury is not expect: ed to be involved. NOTE: Special clarification of explanation of some maintenance procedure is provided in this case. Neither personal injury nor equipment damage are involved In the interest of avoiding both personal injury and equipment damage, and to do the best maintenance job, pay particular attention when any of the above words are seen. VUCONTENTS INTRODUCTION oo... 1 ‘SERIES-7 LOCOMOTIVES ©2002 2022 00127 ad TORQUE VALUES. wrgouerian 1 twercarion, 1 NONSTEEL APPLICATIONS 4 ‘TORQUE WRENCH APPLICATIONS wwrRouCTION USE OF ADAPTERS. EQUIPMENT DATA .... TABLES GENERAL DATA UNNING MAINTENANCE TOROUE CHART WEIGHTS, Ls, APPROXIMATE! ‘RUS DATA {WaRICANT caPaciTies {LocoMoTwe Lawes ‘TYPICAL ALARMS, INDICATORS, DEVICES AND SETTINGS INTRODUCTION This section presents information for Series-7 Locomotives. For more detailed data, refer to the over all maintenance manual furnished with the applicable model of locomotive SERIES-7 LOCOMOTIVES General Electric has made a change in locomotive nomenclature, abandoning the traditional U. designation for an identification system felt to be more meaningful. The change in nomenclature applies across the standard domestic line. Asin the past, the letter still indicates the number of axles ie., “B” is the standard two-axle, two-motor truck, and “C” indicates @ three-axle, three-motor GEK-301508 SECTION represents the horsepower input for traction. The last number, in this case, “7,” indicates the first model yearie., 197°7.” See Table | for general data, The Series-7 retains the standard locomotive under: frames and diesel engines. The 7FDLB (8-cylinder) engine for the 1800 hp class; the 7FDLI2 (12-cylinder) engine for the 2250 and 2750 hp class; and the TEDLI6 (16-cylinder) for the 3000, 3300 and 3600 hp class. TORQUE VALUES (Medium Carbon and Alloy Steel Bolts) INTRODUCTION Use the torque values in Table 2 as a guide to insure satisfactory tightening of the bolts, studs and their nuts. LUBRICATION To get maximum benefit from applied torque, the threads and the underside of the bolt head should be clean from dirt, rust areas and scale from heat treating, Bolts should be lubricated with a high-pressure lubri cant such as graphite in oil (mixed approximately five parts machine oil to one part graphite, by volume). Lubriplate* (Part 147X1614) or anti-seize compound (Part 147X1640) may also be used. Always lubricate both the threads and washer face of bolts and nuts. NOTE: Hardened, flat washers are recommend- ed for medium carbon bolts and are mandatory for alloy steet bolt applications. *Product of Fiske Bros. Refining Co., Newark, NJ Verify numbers for ts, tools, or material by using the Renewal Parts or Tool Catalogs, or contact your General Electric representative for assistance. Do not order from this publication. 84 REV. A) GENERAL @Q ELECTRIC *,GEK-30150, SECTION D, DATA TABLE 1, GENERAL DATA a tanta [a i ee ce oe ee cy ee" TABLE 2, RUNNING MAINTENANCE TORQUE CHART NOTE: Many bolts are special. A bolt that fits may not be the right one! Always check the Renewal Parts cata- Jog - someone else may have used the wrong bolt. Check the head of the bolts for identification: SOCKET © & ) = eH Z MEAD COMMON — MEDIUM CARBON 5 ALLOY STEEL (GRADES 0,1,2) (GRADE 5) (Ghabn a) REFER TO MAINTENANCE INSTRUCTIONS FOR PROPER LUBRICATION. DIESEL ENGINE Lb-Ft Main Frame Assembly Inserts, Cylinder Holddown Bolt 375.400 Core Plugs 350-375, Cylinder Assembly Bolts. Cylinder Holddown 1300-1400 Bolts. Injection Pump Mounting. 45-50 Stud, Fuel Nozzle 55-60 Nuts, Fuel Nozzle Mounting 30-35 Locknuts, Tappet Screw 50-55 Nuts, High Pressure Fuel Line (large system) 140-150 Adapter Fitting to Pump (old I/p system) 90-100 Gooseneck Nut to Adapter (old I/p system) 40-45 Hose Nuts to Gooseneck (old I/p system) 30-35 Banjo Bolt to Pump (new I/p system) 125-130 Tee Fitting to Banjo (new V/p system) 50-55 Hose Nuts to Tee Fitting (new I/p system) 50-55 Adapter. Compression Release 60-65 Plug, Compression Release 20-25 Set Screws, Compression-Release Adapter 15-20DATA, SECTION 0, GEK-30150 TABLE 2 (Cont’d.) DIESEL ENGINE (Cont'd.) ese Connecting Rod Bolts, Master Rod Cap 400-420 Bolts, Art Rod Pin Bushing Clamp 35-40 Bolts, Art Rod Pin 450/375 Bolts, Piston Pin 400/250 Main Bearings Bolts, Bearing Cap Side 265-275 Studs, Main Bearing Cap (stretch): 12 and 16 Cylinder Engine 0.027-0.033 in Intake Air and Exhaust Systems Bolts, Intake Manifold to Cylinder (all) 55-00 Bolts, Clamp Rings on Intake Manifold (all) 35-40 Bolts, Exhaust Pipe to Turbo (multi-pipe) 120-130 Bolts, Exhaust Pipe to Cylinder (all) 100-110 Bolts, Clamp Rings, Exhaust Pipe to Turbo (single pipe) 70-75, Bolts, Main Pipe Clamp (single pipe) 70-75 Bolts, Elbow Clamp, 4 Bolts/Clamp (single pipe) 18-20 Bolts, Elbow Clamp, 2 Bolts/Clamp (single pipe) 50-55 Bolts, Exhaust Manifold Mounting (single pipe) 50-55 Bolts, Exhaust Stack to Turbo 55-60 Camshaft Nuts, Camshaft Dowel 80-90 Bolts, Thrust Bearing 25.30 Bolts, Drive Gear 70-75 Bolts. Bearing Mounting 40-45 Bolts, Bearing Assembly 35-40 ELECTRICAL EQUIPMENT Power Rectifier Diodes (FM210 and FM307 Panels) 1. Apply Dow Corning 340 Under Hex Head Only. 2. Torque Diode. 24.26 3. Loosen and Retorque 24.26 Power Cable Terminals Bolts, 5/16-18, 12-14 Bolts, 3/8-16 21-24 Bolts, 1/2-13 40-45 Traction Motor ‘Axle Caps (E8 only) 720-800 (AF only) 900-995 Gear Case Mounting (E8 only) 1000-1100 (AF only) 440.495 Gear Case Halves (E8 only) 720-800 (AF only) 185-210 Motor Access Covers 35-60 Speed Sensor Cable Clamps 68 Speed Sensor Pick-Up Unit 114 Brushholder Clamps 115-125GEK-30150, SECTION D, DATA TABLE 2 (Cont’d.) JOURNAL BEARINGS Lb-Ft Bolts, Hyatt, Cover (7/8-9 x 2.25 in.) 290.330 Bolts, Hyatt, Rear Cap (3/4-10 x 1.75 in.) 195-215 Bolts, Timken GG, 6.5 x 12 (7/8-9 x 2.0 in.) 360-390 ALWAYS APPLY NEW LOCKPLATE EQUIPMENT MOUNTING ‘Compressor Mounting Bolts (1.0-8 x 4.25 in.) 400-450 Engine Bolts, Rear Pedestal Mounting (gen. end) 600.650 Bolts, Front Pedestal Mounting (free end): With One Belleville Washer 125 With Two Belleville Washers 250 Bolt, Frame to Pedestal (horizontal stretch bolt) 0.055 in. Engine to Generator Bolts, Gen./Alt, Frame to Engine Frame. 625-615 Bolts, Gen./Alt, Rotor to Engine Crankshaft, With Washers 1040-1060 Bolts, Gen./Alt. Rotor to Engine Crankshaft, Without Washers 975-1025, Equipment Blower Mounting Bolts (3/4-10 x 3.25 in.) 200 Radiator Fan Gear Unit Mounting Bolts (1.0-8 x 4.25 in.) 200-250 NONSTEEL APPLICATIONS When aluminum, copper or other soft metals are being bolted together, care must be taken to use larger washers, smaller bolts or lower torques in order to pre- vent deformation of the softer materials, The softer metals also have more of a tendency to relax with time; retorquing at least once is recommended, TORQUE WRENCH APPLICATIONS INTRODUCTION To insure satisfactory performance of mechanical equipment and to avoid costly failures, itis important to tighten all nuts on vital bolts and studs according to values given in the appropriate instructions. When a torque wrench is not available, it may be assumed a ‘man can exert a pull of about 125 pounds on a wrench handle which, when multiplied by the wrench length in feet, wives the torque produced in lb.-ft USE OF ADAPTERS I is often necessary to use adapters with a torque wrench to reach inaccessible bolts or nuts. When adapters are used, the reading of the torque wrench dial ig not the actual torque exerted. The additional torque exerted on the nut or bolt (over that shown on dial) depends on: 1. Length of the adapter 2, Angle at which adapter is positioned on wrench. CAUTION: Consider the following when tightening a bolt: 1. Torque wrenches are a possible source of error and should be checked often. If out of calibration more than *5%, they should be adjusted, 2. Dry (unlubricated) assemblies of bolts and nuts may require up to 20% additional torque. If threads are not clean, the values may be higher yet. 3. Well-rolled and lubricated bolts going into smooth threads in a tapped hole could require as much as 20% less torque than that shown in the table. Cadmium plating will also reduce the charted torque. See Figs. 1 and 2 for calculation of correction factor to be applied to dial readings. NOTE: It is important the pull on the torque wrench handle be concentrated at the position marked “P” in Figs. 1 and 2. A shift in this position will cause considerable error in the effective torque at the end of the adapter. It is also very important the threads of both parts be clean, free of burrs and properly lubricated. The contact face of a nut or bolt must also be lubricated with the same lubricant.FIG. 1, E-118138 FIG. 2, E-118148 A ~ ADAPTER LENGTH 8 CENGIW BETWEEN sUARE DRIVE OF WHAT IS CORRECT DIAL READING WHEN USING BIN. EXTENSION IN STRAIGHT POSITION FORA \" UBFT TORQUE ON A JET TOROUE WENCH? ja TORQUE WRENCH AND LOCATION ON TOTAL EFFECTIVE LENGTH OF WRENCH | PULL ifonce EXERTED) ON HANDLE | EFFECTIVE TORQUE ON NUT'OR BOLT | TORQUE INDICATED ON WRENCH DIAL | os FT 6IN 330 LA. FT. {DESIRED TORQUE) Baare) «0 x 208) 200 L.FT, (TORQUE INDICATED ON FIG, 1. USING TORQUE WRENCH WITH ADAPTER APPLIED ALL THE SAME FORMULAE APPLY AS FOR THE STRAIGHT ADAPTER, IN THE STRAIGHT POSITION, Exeter © © B+ At, ALSO NOTE WHEN ANGLE "A BECOMES 0 (OR ADAPTER IS AT RIGHT ANGLES TO THE TORQUE WRENCH), B AND CARE EQUAL AND T= INO CORRECTION NEEDED FOR DIAL READING) IN STRAIGHT POSITION. FIG. 2. ‘TORQUE WRENCH WITH ADAPTER APPLIED ‘AT AN ANGLE DATA, SECTION 0, GEK-30150 EQUIPMENT DATA Tables 3 through 7 provide data such as w capacities. brushes, and lubricants i, (not listed in Table 1) for equipments which make up the complete locomotive TABLE 3 WEIGHTS, LBS. (APPROXIMATE) Type “B” Truck Complete 43,000 Swing Bolster 1475 Spring Plank 390 Frame 6050 Type "C* Truck Complete 60,000 Frame 9500 Floating Bolster 5200, One Traction Motor (less gear case) 70007 One Motor, Wheel, Axle Assembly 11,600 ‘One Wheel 1000 One Axle 800 Main Alternator (with auxiliaries) GTAIL 17,000 GAM 15.175 ‘Auxiliary Generator (GY2T) 700 Exciter (GY27) 700. ‘Air Compressor Gardner-Denver 1590 Westinghouse: 1450 ‘Air Compressor Drive Elastomeric. 190 Flex Gear Coupling 300. Fan Gear Unit (GAST) 860, Radiator Fan, 350 Radiator (each section) 300 10 400 Radiator Fan-Clutch-Gear Unit GDY72 With Fan 2300 Gear Unit Oni} 1070 Equipment Blower T1O0 Housing, Rotor and Hub 465 Rotor. 160 Rectifier Panel 140 CP22 Contactor 100 One Battery 300.GEK-30150, SECTION D, DATA TABLE 3 (Cont'd.) TABLE 4, BRUSH DATA Engine and Components coals : TEDL rete te | Nee eae oe 43.800 Pet tecet es i" [otal wee eee 28.000 | [Gene [arr pean] vm fimo] eae FFDLI2: ‘Geir [oET piaetia]T [rele] [ae pan cr al She ara marae poe 7a Less Alternator so.o00] [fnew [EUR] Pree ow pEDEI6: aaNet aie ae TAT With GTAS 6000 fF [ge eee ie ee With GTA 59,300 meee = 7 Less Alternator 43.s00| [ ae Meer me freer ppp FDLS. e100 | bane Http per ort ao aa |™ [aaa FOLIC. 1500) | emetic Trankshati : =a FDLS 2400 PDLI2 3600 FDLI6, 4000 Sa Turbocharger: as H581, H584, H588 1300 oe BeoEs 1500 Bco%0. 1650 7$1408-7S1412 1470 Sauk TR TO MSURE AMUIS snus ora 781616 || oP FDL8. 600 FDL12. 850 FDLI6 1030 Exhaust Maniford FDLI2. 500 FOLIC. 630 Cylinder (three piece), Complete 750 Intercooler (dry) 560 Lube-Oi Pump 360 Water Pump 280 Control Governor 125 Governor Drive Assembly 160 Piston and Master Rod Assembly 207 Piston and Articulating Rod Assembly co TABLES Oil Pump. 350 LUBRICANT CAPACITIES Raney sae Traction Motors (GE7S2) Lube-Oil Filter (with new element) Axle Caps, Each Cap (qt.) (E8 only) 4 660 (AF only) 6 ia Gear Case 1b.) \4 1350] | Teston Atenatr (GTATTsATGTARY eeu ‘Aux, Drive Gear Case (ot 5 ene ee a Radiator Fan-Clutch-Gear Unit (GDY72) Gear Unit (gt.) 10.5 Kir Compressor Gardner-Denver (gal.). 10.5, Westinghouse (al) 16.35DATA, SECTION D, GEK-30150 TABLE 6, LOCOMOTIVE LAMPS Engine Control Panel Compartment Indicating Lights. 6-8 volts, Grad Control Console 6-8 volts, Gesa Switch Panel 6-8 volts, Geass Controller 6-8 volts Grae Controller (dummy) 6-8 volts GES4 Engine Room 73 volts GESOATIIRS Nose Cab Classification Lights 75 volts GE30SII Crosswalk Lights 75 volts, 414210382P2 or P& Headlight 30 volts, GE 200 PAR Cab Light 75 volts 41A210382PL ‘Operator's Cab Headlight 30 volts GE 200 PAR 56 Marker Light. 75 volts 41A210382P2 Number Light. 75 volts, 41A210382P2 Dome Light 75 volts, 41A210382P1 Oscillating Headlight 30 volts, GE 200 PAR 56 Warning Light. 75 volts, GE PAR 36/RS Oscillating Red Emergency Light 30 volts, 41A210466PGEK-30150, SECTION D, DATA TABLE 7, TYPICAL ALARMS, INDICATORS, DEVICES AND SETTINGS — ‘Local Engine Contvol mae Function | wet | Light [Sha] To] Power Remarks Down | IDLE | Reduction |ACCR Alternator ‘Connected in Altsnator/Rectifier output Current neg. buss Supplies current feedback to Control Reactor excitation pent AP Annunicator Ape Latching cgcuits energize 12 Light: Panel “Emitting Diodes (LEDs) on panel 0 | Indicate any of the fllowing locomotive faults or component malfunctions: Reduced Excitation Terminal K Low Oil Pressure D Low Water Presse E High OW Temperature "OB Ground Relay Action 4H Alternator Overload 6 Ceankease Over Pressure 8 Dinty Air Filer ec) Rectifier Over Temperature J Open Motor Indicator a Alternator Single Phase Indicator M Grid OvercTemperatuce L Indicating diode remains energized after trouble is comected to help maintenance people. LED indications are turned off by ‘opening Reset switch. A LAMP TEST ‘button will check all LEDs for proper operation [ASI,AS2 | Altrnator Series c Both pick up above forward transition Contactors (Used speed resulting in series alternator swith alternator connection. Alternator output in parallel Transition) when dropped out ASR Avtomatie Sand c Picked up by Motor Speed Panel measuring Relay difference in wheel speeds. Stage 1 of SENTRY wheelp correction. Energizes Jeading axle sanders on this locomotive AVR AV Trinline Picks up when “AV” Trainline No, 15 is Notch Relay ‘ay (Notches 2,4,6,8) repeating relay for tuainline speed signals fr engine governor conta Be Motor Braking Picks up in braking to connect traction Contactor motor flds to traction alternator rectifier positive, GA circuit. BCR Battery Charging EC Pick up when Aux. Gen supplying Control Relay ‘battery charging current. Drop out then: picks up GSDHR, if EC not in START ings bell continuously and lights NBC on EC panel LEGEND: Bell: TL — Tranlinea *Light: AP — On Annuncator Panel HR — On Holding Relay = On Panel CardTABLE 7 (Cont'd) DATA, SECTION D, GEK-30150, TLosal Engine Control — Function | pen | Light [Shut] To] Power Remarks — Down | IDLE | Reduction BCCR Braking Current Connected in B2 circuit Supplies Braking Control Reactor sri current feodback to excitation panel Ber Brake Control Supplies Braking control exciation| Potentiometer excitation panel and T-L. 24 pin, BRA Braking Auxiliary Picked up by Trainline No. 17, to setup Relay Aynamic braking when lead locomotive Braking handle in SET-UP. KR Braking Switch Permits the BKT Braking switch to throw Relay for ether motoring or dynamic braking after a 10-second delay. BKR-DM | Braking Relay rovides a 10-second delay before picking Delay Module Lup BKR when throwing BKT for dynamic braking of motoring 0S Barring Over ‘Located on engine governor gear box drive Safety Switch cover Interrupts clruit to disconnect engine starting contactors when preparing to turn engine with Barsing-over device ot setting fuel racks. BRI Braking Rey Picks up when Dynamic Braking handle on Toad unit ells for BRAKING. SR Bell Silencer 1 x | NoPower | Picksup after 30second time delay; Relay dde-energzes alarm bell and returns engine 1 IDLE unloaded. Energized by pick wp of GR, GOLR, oF drop out of ROR and EAER of GOR isin SelfLoad. When picked up, drops out ER and GF relays BsRDM | Bell Silencer Delays pick up of BSR for 30seconds Relay Delay after being energized, Module BVR BY Trsinine Picks up when "BV" Trainline No. 12 is Notch Relay Tay (Notehes $ thea 8) repeating relay for tranline sped signals. CER ‘Clutch Failure Prevents damage to braking grids when no Relay coment thru ECC. asia — | Compressor “Two-Stage (dual contact) compressor Governor control. Air compressor wil pump for Pressure Switch local or tainlin signal f main reservoir pressure is below 130 psig and wil stop pumping at 140 psig. cM Compressor Magnetic Vatve When desenergized, eases the air compressor fo Toad (pump ai)GEK-30150, SECTION D, DATA TABLE 7 (Cont’d.) ‘Local Engine Controt a Function | seu | Light [Shut [To] Power Remarks Symbols Down | IDLE | Reduction con ‘Control Circuit I locomotive is standing alone, this exalt Breaker breaker must be ON to provide power to control equipment on this locomotive THIS BREAKER MUST BE ON IN ORDER TO SHUT DOWN DIESEL ENGINE WITH ENGINE STOP BUTTONS. (ESPI, ESP2). cor Crankease Over onsw) x NoPower | Located on engine; picks up at 2 in. 20 Pressure Switch (Red) static pressure in engine crankcase: drops out Fuel Pump Relay (FPR) and couses engine shutdown, cot, CCrankcase Over ap ON when COP picks up. Pressre Light FC cR Compressor Relay Picks up when compressor syachronization Iscalled for on Trailine No. 22. crt Compressor Line Picks up when Air Compresor output is Relay called for. Loads the ax compresor ot puts i “online,” eve CV Tinting Picks up when “CV” Trainine No. 7s Notch Relay ‘Tv (Notches 3 thru 8) - repeating relay for trinline speed signal. Dis Engine | TL. x NoPower | If diesel engine crankshaft speed reaches Overspeed 1160 10 rpm (1724+ 15 tach rpm), the overspeed governor wil move the fuel. Injector pumps to OFF. The engine shuts down, the BCR relay drops out, ringing the slarm bell and turning ON the NO- BATTERY CHARGING light (see "BCR", DBM Dynamic Brake [Nuliies Automatic Brake application on Magnetic Vabve locomotive only, during dynamic brake pvr DV Trunline Picks up when "DV" Tenline No.3 is Noten Relay 74y (Notehes 56 and M-U STOP) - repeating relay To tele speed signals. EAFR Engine Air m | ec 15% | Opening of Engine Filter Pressure Switch Filter Relay AP Power | (EFPS) ata diference in pressure of 14 in 20 or greater; drops out FAFR. EAFL Engine Ale EC ‘Turns ON when EAFR drops out Filter Light EAF Engine Ait ap ‘Turns ON when EAFR drops out Filter Ecc Eddy Current Magnetic “clutch” couples cooling fan to utes the gear box output. Cooling fan uns a 3 speeds (off- half ful 10DATA, SECTION 0, GEX-30150 TABLE 7 (Cont'd.) ‘oral Engine Control Schematic: | function | nett | tight [Shut [To] Power Remarks Symbols Down | ILE | Reduction ECRI dy-Curent Picks up when water temp. i 195 F ot ccusch sreater (WTSI) for fst stage of raditor Relay 1 fan coupling bcR? addy Current Picks up when water tmp. i 200 F or cciuteh seater (WTS2) for second stage of Relay 2 radiator fan coupling (top speed. F Exciter Felt Picks up when the CHEC excitation system Rely iscontroling the Exciter Field Curent Drops out for reduced excitation mode ‘when LCP in Engine Control Governor is the only conteo of excite field current, FPS Engine Filter 15% | Opens when pressure drop across inlet alr. Presse Switch Power | ‘iter becomes 14 in, water pressure of more due to plugging with dirt See FAFR. EGR Engine Governor Picked up by action ofthe modulating Relay engine contol governor; either low ol water pressure or by an overtemperature condition of the braking grids 15% "Motoring - CHEC notch power Power Teference signal reduced to 75% of normal signal No Braking Interrupts dynamic braking Dynamic Unt It reset by movement of Braking ‘Lead Unit Brake handle from BRAKING to MOTORING, then back to BRAKING, EOT Engine Over m | ec x | Nopower | ON when ETHR is picked up. Temperature Light ER Engine Run Picks up when Engine Run i called for on Relay ‘Trainlie No. 16. Allows governor solenoids AAV, BY, CV and DV to follow the “engine speed schedule” call. THR Engine m | oR x | NoPower | Picks up when HOTS (ube oll above Temperature EC 235 F) or HWTS (water above 235 F for Hold Relay ‘over 10 min.) ha been actuated. Drops ‘ut GF contactor unloading the engine Manual reset required after engine cools. EXP Excitation (CHEC Excitation Panel, Located in CDC. Panel FRS Water Fil Switch located on water tank which picks Reset Switch up WER to alow fling cooling system with cold water FPR Fuel Pump x When picked up, it permits the fuel pump Relay set 10 run, filing the low persure header with uel oi rPRBL Fuel Pump Reset Located on EC panel Button t "GEK-30150, SECTION D, DATA TABLE 7 (Cont'd) oval Engine Control ee Funetion | pew | Light [Shot [To | Powsr Rematks ymbols Down | ILE | Reduction pmb? | Fuel Pump Rest Located at engine start station, right side | Button 2 ‘These buttons rest Fuel Pump, Rectifier | Overtemp., Open Motor and Engine Air Filter relays to permit engine starting and running under power FSR uel Saver When energized, puts engine to Notch 1 Relay power. or Generator (TA) NoPower | When picked up, completes circuit for Field Contactor ‘uaetion aliernator field to pert loading. Any Tault that de-energizes GF, interrupts TA, field, P Contactos, dynamic braking and excitation cigcuits GFA Generator (TA) NoPower | Picked up when GF isenerszed. It provides Field Auxiliary iMided interlock fingers for other control Relay functions. Gor Genetorctay | TL | EC x | NoPower | Picks up when alternator fed current Overload Relay ap exceeds 350A. Excitation and load are removed; lights come ON; drops GF, bell Fings for 30 seconds, then engine goes to IDLE. Reset by pressing GORB in CDC. cou Generator (TA) AP Light comes on when GOLR picks up. Overioad Relay Light Gouri Generator (TA) EC Light comes on when GOLR picks up. Overioad Relay Light cor Ga Over ap Dynamic Braking r Sel-Load GOR drop Temperature ‘out turns on this ight. Light Gor Gi Over Picks up with CFR, drop out removes Temperature power from dynamic braking ris. Relay oR GroundReuy | TL | AP X | NoPower | Picks up when a power circuit is grounded Excitation and load ate removed:GR light comes ON; bell rings for 30 seconds then engine goes to IDLE. Reset by pressing GoRB ince, arco Ground Relay NoPower | When OPENED, GP is deenerpized by one Cut-Out Switeh of the two blades. Engine will ot load. Other blade disconnects GR coll. Switch located in CDC. GRL Ground Rely EC “Light comes on when GR picks up. Lit Light until GR reset. 6s+.68- | Engine Stat Connects battery positive and negative to Contactors ‘the Aun. Generator and the Exeter series fields respectively to crank the diesel 2TABLE 7 (Cont'd) DATA, SECTION D, GEK-30150 ay ‘Local Engine Control ae Punetion | peu | Light [Shae [To | Power Remarks Down | ILE | Reduction GsDHR Governor m | me | x NoPower | Picks up and latches if modulating Shutdown rovernot action allows engine sped to fall Hold Relay below adequate sped for battery charging. ‘This denotes a severe low ol or low water condition (a "Governor Shut Down”). ‘The pick up of GSDHR drops out FPR and the fuel pump motor cuit. Manual reset required st Governor EC ‘Tuans ON when GSDHR picks up. Shutdown Light HGR High Grit ‘When picked up it causes engine speed to Current Relay {0 to Notch 8 of 1050 rpm during CLEANED AIR oat sonteN mp Diary BLEED AR OUTSIE AR FIG. 1, TYPICAL FOUR AND SIX-AXLE AIR SYSTEMS (REAR AND FRONT BLOWER LOCATIONS). FIG, 1, £-32365FIG. 2, £18619 FIG. 3, €-18620 SYSTEMS, SECTION 0, GEK-30150 ENGINE SUPPORT SYSTEMS AIR SYSTEMS Equipment ‘System (Fig. 1) Air enters through screens on both sides of the locomotive. The blower forces this air into the main air duct, which extends almost the full length of the locomotive between the two main sills, the top platform deck and bottom plates that span the two main sls. Pressurized air flows both forward and to the rear of the blower inside the main air duct, This air Nlows through plastic air cleaners located in the duct, then to the traction motors, traction alternator, auxiliary generators, control compartment, rectifier panels, operating cab and extended range dynamic braking compartment. Discharge air from the alternator, rectifier panels, exciter and auxiliary generator pressurizes the engine cab. This excludes dirty outside air from the cab when the doors are closed. DIRTY ain. DISCHARGE OPENINGS Ea Hh LACK VANES EMPHASIZE Siok or PANEL OE eae 4 CLEANING Tuses FIG. 2. PLASTIC AIR CLEANER, BOTH SIDES. ‘IAT DISCHARGE ‘comin ai ee DT A <2 CLEAN AIR FIG. 3. AIR-CLEANER TUBE. Each section of the several air cleaners has 54 individual vortex tubes as in Fig. 2. Every tube, Fig. 3, acts as a miniature, cyclonic dirt separator. Incoming. air passes the turning vanes in the tubes which causes the air to swirl, Dirt particles, being heavy, go to the outside and eventually leave the far end of the outer lube carried by bleed air, The cleaned air swirling in the center is discharged in the air duct for equipment cooling. Openings at the end of each panel section, Fig. 2, permit the bleed air with the separated dirt to escape. It is continuously discharged from the locomotive, through outlets beneath the underframe or up through the aspirator in the engine exhaust stack, Engine Air System (Figs. 1 and 4) The engine air-cleaner system is located between the engine cab and radiator cab. Outside air enters both sides of the locomotive through screened air inlets and plastic primary air cleaners identical to the equipment air cleaners in the underframe, These are located just above the platform walkways, Cleaned air is collected in the plenum. It is drawn through secondary paper air filters to the inlet of the turbocharger. then under pressure to the engine air inlet manifolds, CAUTION: Plastic air-cleaner sections must be properly installed in both the engine and the equipment air systems. Be sure the end bleed air discharge holes match those in the discharge duct and that incoming air hits the turning vanes first. There are four ways the cleaner can be assembled, but only one way is correct, Sometimes probes or rejection rods are used on the hold-down clamps to permit installation only in the proper arrangement. OoGEK-30150, SECTION 0, SYSTEMS PLASTIC An Pama SERVICE INDICATOR (RED FLAS FILTERS LEGEND, 0 SETTOTRIPATAVACUMOF SM were ontvan SSD ATHOSPHENE AR wramaiao Soe 5 Eoeeeee = eeee ese ene 5 Lz AR oe oWIS 8 8 (aeovecuean am 5 cen . : rites res" ycuo ston ron — ico (aes ine YUU UD Loe nN ATA VACUUM a eniusy meet oreeei are vanes sae { Sh exrnna sea . 7 a Ly pxnnus ff f f f are sack seme . _ aes oreox ‘Seopgn td vw aga a TT {" [Bete WSS Tos rior Test owt robsne ia FONG cr wren MaMFOLO I is Orestes cal une ever + res eosin 05057 PE oye Sear © est wPves a0 125 510 Pre nore ogo 1s ors ao PLASTIC [EXTERNAL SEAL AIR ARE NOT ON ALL re ‘TURBO MODELS (REF. GEK-61249, 61391) FIG, 4, ENGINE AIR SCHEMATIC. Dirty bleed air is discharged out of the three holes on the end of each primary cleaner into an air duct. The bleed air then is discharged out of the stack utilizing an exhaust stack aspirator. A check valve Prevents engine exhaust gases from entering the cleaned-air system through the bleed air duct Winter/Summer Doors (Fig. 5) Current General Electric locomotives are equipped with a winter/summer door in the bottom of both engine air intake compartments, One compartment is on each side of the locomotive. W010) out HOLE These doors provide an alternative means of admitting preheated air for engine combustion. With the doors shut, outside air comes in through the inertial cleaners. It then flows through the air filters ‘and into the engine through the turbocharger. During the winter, under certain climactic condi tions, snow or ice may block the outside air intakes to the inertial cleaners or plug the air filters when operat- ing in a cold climate. The doors should then be open. Warm air is then drawn directly from the engine room, bypassing the inertial cleaners, but still going through the secondary air filters. This air has been cleaned by FIG. 5. AWINTER/SUMMER DOOR IN the equipment air system. PARTIALLY OPEN POSITION. 4 VU 4, £-293618 3-8, £29328 i'WVYUDVIG ONIdld Y31VM OLLVW3HOS “9 ‘91 SYSTEMS, SECTION 0, GEK-30150 wong onc’ + wouvioveOo GEK-30150, SECTION 0, SYSTEMS NOTE: The doors should be bolted CLOSED during summer. If the locomotive is operated during summer with the doors OPEN, combustion air is preheated, fuel consumption is increased and preturbine temperature is increased, shortening the life of the turbocharger. Also the deterioration of the upper cylinders and exhaust manifold is accelerated. Two safety or protective devices insure that an adequate supply of air is delivered to the engine for combustion. These devices are: 1, A SERVICE INDICATOR (RED FLAG) which trips to notify maintenance crews when the air cleaner system needs servicing, 2. A Vacuum switch, EFPS (Engine Filter Pressure Switch), returns the engine to IDLE, actuates the trainline alarm, and illuminates a red ENGINE AIR FILTER light on the Engine Control panel. WATER SYSTEM (Fig. 6) Definition The locomotive cooling water system maintains an essentially constant engine operating temperature throughout its load range and with wide variations in ambient temperature. A pressurized, dry-radiator type system is employed, Fig. 6. The rate of transfer of heat from the coolant to the atmosphere is dependent on atmos. pheric temperature and pressure, and the heat rejection from the engine is controlled by a fluid-amplifier flow-control valve in the system. The principal components in the system are: Water Storage Tank Lube-Oil Cooler ‘Water Pump Water Inlet Headers Water Outlet Headers Cylinders Intercoolers Turbocharger . Fluid-Amplifier Flow-Control Valve 10. Radiator Sections 11. Air Compressor 12. Fuel-Oil Heater (optional) 13. Valves, Switches and Interconnecting Piping 14, Radiator Fan 15. Eddy-Current Clutch (optional) 16. Temperature Switch Manifold (optional) Operation The heated water (coolant) leaves the diesel engine and enters the inlet port of the fluid-amplifier flow: control valve, Fig. 7. Inside the housing the coolant divides into four paths: a small quantity called the “control fluid” passes into the thermostatic pilot valve, the main flow of coolant divides into two parallel systems. The fourth path passes through the tempera- ture switch manifold to monitor the circulating coolant temperature. This flow returns to the water tank A small portion of the coolant (the control uid) is, sensed by a thermostat in the thermostatic pilot valve. The thermostatic pilot valve controls the low of the a Re oworcomar=)) fear coe SEL ENGINE WATER DISCHARGE HEADER No.2 PROPORTIONAL DIVERTING VALVE AND PILOT VALVE Ln. 1 eno oF tocomorve Temmenaruie switci MANIFOLD No.1 PRaroaTiONAt OWveRTiNg VALVE a AND PLOT VALVE ie *3_/ |_auoaueurin wrt FLOW CONTROL VALVE MOTE git sive swrTches FUP" AT LOWER TemPERATURE THAN LEFT SIDE 10 TANK ruermostanc muorWatve 1 | sure | or a | | ro Lg P, yI q 2 3) o{ | mourn Lua} | [ mxouron a tet mo Ligs g [T 3 3 1 3 g raowron LIQ} | [maaan | || we iy = fmouror ut aaputon might sani our” Gai ur Save OuTer Pipe RADATORS PRE” _RADTORS Pre FIG. 7. TEMPERATURE SWITCH MANIFOLD AS PART FIG. 7,£-29136£32388 SYSTEMS, SECTION 0, GEK-30150 control fluid, which in turn, through transverse jets and fluid action, diverts the main flow of coolant to the tank and/or radiators. The control of the large, main flow of coolant by a small, control flow, or the amplification of the small control flow, gives the term “fluid amplifier.” The paths of the two parallel flow systems, dependent on the coolant temperature and the thermostatic pilot valve are: 1. Through the inboard (No. 1) proportional diverting valve and pilot valve, then to the tank and/or right-bank radiators. 2. Through the outboard (No. 2) proportional diverting valve and pilot valve, then to the tank and/or left-bank radiators. Eddy-Current Clutch (If Used) A fan is located in the radiator cab to propel air through the radiators in the cooling process. Although the radiator fan gear is directly coupled to the diesel engine, the fan speed is controlled by an eddy-current. clutch. The clutch is controlled by two temperature switches (WTS-1 and WTS-2), Fig. 8, located on the temperature switch manifold, which is part of the fluid amplifier arrangement. These switches have a “coolant temperature monitoring” responsibility. When coolant temperature is greater than 180 F but not over 190 F, WTS-1 picks up ECR-1 allowing a predetermined amount of current to flow to the eddy-current clutch, causing a slow rotation of the radiator fan. As coolant temperature increases above 190 F, WTS-2 picks up ECR-2 and a greater current is delivered to the clutch, causing a faster fan rotation. This cycle reverses as coolant temperature decreases. When coolant temperature drops below 182 F, WTS-2 opens and drops out ECR-2, reducing the radiator fan to low speed. Then when the temperature drops below 172 F, WTS-1 opens, dropping out ECR-1, stopping the fan. NOTE: WTS-1 and WTS-2 pick up at 195 F and 200 F respectively on locomotives built after mid-1983. LUBRICATING-OIL SYSTEM (Fig. 9) Definition The engine lubricating-oil system provides pressure lubrication to bearings within the engine and carries away heat produced by friction and combustion The lubricating-oil system is of the full-flow type. All of the oil used must circulate through the lube-oil filter. This means no oil-flter bypass valve or provision of any kind would permit the unfiltered oil to circulate [Torco cncurr les aOIATOR FAN OFF Low sPexo RAD FAN wish wise Shae) oat ter | Toece Jo | cncurrs | woece Jo} cincuris vag seeco RAD. FAN NOTE: SOME LOCOMOTWES EOUIPPED WITH WTSI = 195/185 200/180 F FIG, THREE STAGES OF RADIATOR FAN CONTROL WITH ‘EDDY-CURRENT CLUTCH. through obstructed. This system prevents unfiltered oil, and the harmful foreign materials it might contain, from contaminating the engine and its components. A low oil pressure- sensing mechanism is provided in the governor. hould the lube-oil pressure be reduced to the point where it is inadequate for full output, the engine will reduce its speed and power output to compensate. Should the lube-oil pressure continue to drop, the engine will shut down. This is on engines with modulating governors (no Reset buttons). the system should the filter becomeGEK-30150, SECTION 0, SYSTEMS [= — Low oi pressune SHUT DOWN SWATCH t I GOVERNOR ar ENGINE oI HEADER EGE essen om maron couruigs| @ 1ST BOSSES ARE 050 STO. PE & onan vawues SECTOR PUMP (FUSED) IN OLDER GE TURBO B CYL. ENGINES ONLY. a penaro ns caa| PRESSURE GAGE \ DIESEL ENGINE ur if STRAINER pen pays Paar vawe wae.on—t se Lean rest ‘uaso Y LuBe.o1 RELIEF ‘VALVE SET TO OPEN Ar Hao Pst {use a G utes CRaMense osm. ru PUMP i © siriing aa _. _lé Ay VANE vaves uae. ot “ues th ff tees 5 nro waves = F=cnancase saan FIG. 9, LUBE-OIL PIP The lubricating-oil system consists of the following components in their order of oil flow, Fig. 9: Engine Crankcase Pump Relief Valve Cooler Filter Engine Supply System. An oil pan is bolted to the main frame to enclose the bottom of the crankcase and to hold the oil supply The oil-fill opening is sealed by an expandable self-scaling fill cap. A dipstick measures the crankcase oil level Oil Flow Outside Engine Oil discharge from the pump is piped to the lube-oil cooler. A relief valve protects the system against excessive pressure. As the oil passes through the cooler, the water flowing through the tubes inside the cooler removes heat from the oil. The oil then flows through the filter and is piped into the engine free-end Oil Flow Inside Engine The main engine supply header and branch passages Within the main frame conduct oil to all main bearings and to four of the camshaft bearings (first and last bearing on each bank). Oil enters the crankshaft from el ING SCHEMATIC. the main bearings and flows through drilled passages in the shaft to the crank pin bearings. The oil passes from the crank pin to the articulation pin, It lubricates the articulation pin and passes through the drilled passage in the main and articulated rods to lubricate the piston pins. The oil then passes to the pistons. It is shaken around in the chamber under the piston crown of each piston. It cools the piston crown and then flows out through an orifice back to the crankcase from inside the piston skirt The oil entering the four camshaft bearings is conducted lengthwise through the drilled camshafts. Holes drilled radially into the shafts supply oil to each of the other bearings. ‘The camshaft bearings contain annular grooves connecting to drilled passages in the engine main frame. Oil flows through these passages to the valve and fuel push-rod crossheads. The oil then flows upward through the valve push rods to supply lubrication to the valve operating parts at the top of the cylinder. Oil return is through the valve push-rod cavities to lubricate the cams and cam rollers, and then to the crankcase. ‘The free-end bearing and the idler gear bushings are lubricated through a passage from the oil header to an annular groove around the cover bearing. Another drilled passage connects the annular bearing groove to FIG. 9, £-280240 Vv