GENERAL® ELECTRIC Educational... · GENERAL ELECTRIC MODEL U25B DIESEL-ELECTRIC LOCOMOTIVE These...
Transcript of GENERAL® ELECTRIC Educational... · GENERAL ELECTRIC MODEL U25B DIESEL-ELECTRIC LOCOMOTIVE These...
GEJ-3815A
EDUCATIONAL MANUAL
GENERAL ELECTRIC
MODEL U25B
DIESEL-ELECTRIC
LOCOMOTIVE
These instructions do not purport to cover all details or variations in equipment nor to provide for every possible contingency to be met in connectionwith installation, operation or maintenance. Should further information be desired or should particular problems arise which are not coveredsufficiently forthe purchaser's purposes, the matter should be referred to the General ElectricCompany.
GENERAL® ELECTRIC
5-63 (3M)
: f
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SECTION 4
401
LUBRICATING OIL SYSTEM
DESCRIPTION
The engine lubricating oil system provides pressurelubrication to bearings within the engine and carries awayheat produced by friction and combustion.
The lubricating oil system consists of the followingcomponents in their order of oil flow. See Fig. 4-1.
1. Engine crankcase2. Pump3. Relief valve
4. Filter
5. By-pass valve6. Cooler
7. Regulating valve8. Strainer
9. Engine supply system
An oil pan is bolted to the main frame to enclose thebottom of the crankcase and hold the oil supply. Two oilfill openings, one on each side of the crankcase, are sealedby e^qjandable plugs. Two dip sticks, one on each side ofthe engine, are used to measure the crankcase oil level.
Oil from the crankcase is drawn over an inverted trapand into the suction side of the gear-type lube oil pump.
OIL FLOW OUTSIDE THE ENGINE
Oil discharged from the pump is piped to the lube oilfilter. A relief valve protects the system against excessive pressure.
Oil is forced through the oil filter which contains eightidentical, clamped-in elements. A by-pass valve is externally connected between the filter inlet and dischargepipe. This valve insures continuing engine lubrication iffilters become clogged.
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CAB GAGE CONNECTIONOR PRESSURE TESTPOINT
CONTROLGOVERNOR
ENGINE LOWOIL PRESSURESHUTDOWNRESET
GOVERNODRIVE
?
OVERSPEEDGOVERNOR
OIL TO OVERSPEEDBUTTERFLY VALVES
SUPPLY
LINE
RETURN
PIPE
TURBOCHARGER
LUBE OIL PIPING
MAKE-UP OIL
SUPPLY OIL
OVERFLOW DRAIN
CHECK VALVE
OVERSPE D GOVERNORSECONDA Ry RESERVOIR
CAST-IN HEADER
PUMP SUPPLYPIPE
FILL OPENING
(BOTH SIDESOF ENGINE)
COOLER
STRAINEROIL LEVELDIP STICK
{BOTH SIDESOF ENGINE)
PUMP
TEST POINTFILTER
VENT
PRESSURE RELIEF VALVE
PRESSURE REGULATING VALVE
TEST POINT
VALVE® -CRANKCASE DRAIN VALVE
VALVE® -END COVER DRAIN VALVE
VALVE© -FILTER DRAIN-BACK VALVE
VALVE© - STRAINER DRAIN VALVE
FILTER BY-PASSVALVE
TEST POINT
E9902B
SECTION 4405
Fig. 4-1. Lubrkating-oii system
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SECTION 5
501
FUEL OIL SYSTEM
DESCRIPTION
The engine fuel supply is contained in a fuel tank located below the locomotive platform. Fuel is drawn fromthe tank by the electric-driven fuel-booster pump and circulated through the system. See Fig. 5-1,
The fuel system consists of the following components,
the system:
1. Fuel Tank
2, Emergency fuel cut-off valve
3. Primary filter
4. Fuel booster pump
5. Relief valve
6. Secondary filter
7. Engine fuel header
8. Injection equipment
Q Regulating valve
10. Sight glass
>
The suction side of the system is between the tank andthe booster pump. Fuel is drawn through the emergencyfuel cut-off valve and a two-element primary fuel filterbefore reaching the pump.
NOTE: On some systems a strainer is used inconnection with fuel filters.
The pressure side of the system is between the booster pump and the pressure regulating valve which dis-
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CYLINDERDRAIN
FUEL
HEATER
(IF USED)
FUELSTRAINER
SECONDARY FUELFILTER
PRIMARY FUELFILTER
(FILTERS LOCATED ONLOWER LEFT SIDE OFENGINE )
FUELHEADER
CAB PRESS. GAGE(IF USED)
TANK SIGHTGAGES
TANK
FILL
FUEL DIAL GAGE(IF USED)
EMERGENCY CUT-OFF,VALVE
(IF USED)
CONDENSATE DRAIN VALVE
DRAIN PLUG
TANK VENT
FUEL TANK
ioOSTER PUMPVALVE (g)-PRESSURE RELIEF VALVE VALj/E (D-PRESSURE REGULATING VALVE 0AND(g)ARE TEST POINTS
E-9903C
SECTION 5
503
Fig. 5-1. Engine fuel-oil system
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SECTION 6
601
COOLING WATER SYSTEM
DESCRIPTION
COMPONENTS
The locomotive cooling system is a pressurized watersystem which maintains an essentially constant engine operating temperature throughout the load range and withwide variations in ambient temperature. The system alsosupplies heat to the cab heater and to the water-cooled aircompressor. See Fig. 6-5.
The cooling system consists of the following principalcomponents:
1. Water Storage Tank
2. Lube Oil Cooler
3. Water Pump
4. Water Inlet Headers
5. Water Discharge Header
6. Flow Control Valve
7. Radiator Panels
8. Cab Heaters
9. Valves and Interconnecting Pipes
SYSTEM OPERATION
The water storage tank, located just forward of andslightly below the radiator panels, contains the supplyof "working coolant" in the system. Two fill openings,equipped with spring-loaded caps, are located near thetop of the water-storage tank. The openings are situatedto allow water to be added to the tank from either side ofthe locomotive. See Fig. 6-5.
Water leaving the storage tank is drawn downwardthrough vertical tubes in the lubricating oil cooler and is
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)
TEMPERATURE OPERATEDTHERMOSTAT VALVES
U FILTER SCREEN VI(INLET OPENING)
FLOW FROM-X -ENGINE
m
OUTLET TO RADIATORSECTIONS I - 2
OUTLET TO RADIATORSECTIONS 3-4,-5-6
FLOW TO WATER
STORAGE TANK
TEMPERATURETEST GAGE
FITTI NG
note:- A,B,C AND D ARE SEPARATE CAVITIESWITHIN THE VALVE ASSEMBLY.
VALVES Vi AND V2 ARE HOLLOW
PISTON TVPE VALVES. i
E-9946-A
SECTION 6
611
Fig. 6-2. Flow-control-valve operation(Condition: min/mum enginecoo/ing required)
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SECTION 6
613
TEMPERATURE OPERATEDTHERMOSTAT VALVES
FILTER SCREEN VI{INLET OPENING)
FLOW FROM
ENG NE
OUTLET TO
RADIATOR
SECTIONS 1-2
FLOW TO WATER
STORAGE TANK
111*#
TEMPERATURETEST GAGE
FITTING
OUTLET TO RADIATOR
SECTIONS 3-4-5-6
note:- A.B.C and D are SEPARATE CAVITIESWITHIN THE VALVE ASSEMBLY. [VALVES VI AND V2 ARE HOLLOW jPISTON TYPE VALVES.
Si E-9947-A
Fig. 6-3. Flow-confrol-valve operation(Condition: partial enginecooling required)
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SECTION 6
615
TEMPERATURE OPERATEDTHERMOSTAT VALVES
FILTER SCREEN VI{INLET OPENING)
7L FLOW FROM-\ -ENGINE
OUTLET TORADIATOR
SECTIONS 1-2
FLOW TO WATER
STORAGE TANK
•Vv
TEMPERATURETEST GAGE
FITTING
OUTLET TO
RADIATOR
SECTIONS 3-4-5-6
NOTE!- A,B,C AND D ARE SEPARATE CjAVITIESWITHIN THE VALVE ASSEMBLY, i
VALVES VI AND V2 ARE HOLLOWPISTON TYPE VALVES.
E-9948-A
Fig. 6-4. Flow-confrol-valve operation(Condition; full engine cooling required)
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SECTION 6
617
COOLING WATER SYSTEM
)
Water pressure in Chambers B and C will be increased somewhat by the closing of valve V2, thusvalve Vi will remain open.
If cooling requirements continue to decrease, thethermostats will further reduce pressure in Chambers B and C. When the pressure in Chamber Cbecomes sufficiently low, valve will close,shutting off the flow of water to the radiator sections 1 and 2. As with valve V2, the radiator sections are vented to the storage tank through thelower piston valve thus permitting the waterremaining in these sections to quickly drain to thetank.
INSPECTION AND REPAIRS
It is not necessary to drain the water system to inspect or to replace the parts in the flow control valvesince water is only present in the valve during engine operation. Proceed as follows:
1. Remove the covers over the thermostats and the
Vj^ and V2 valves.
2. Check the piston-type valves for free verticalmovement by lifting and releasing them. If theirmovement is not free, check the valve piston surfaces and the cylinder walls for scoring or foreignmaterials. Polish the scored surfaces using a 320-grade of emery cloth.
3. Remove the dresser coupling in the discharge-water line from the engine to the flow-controlvalve.
4. Remove the collar and the short length of pipe atthe flow-control valve to allow removal of the fil
ter screen.
5. Pull out and clean the flow-control valve filter
screen.
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SECTION 7
701
AIR SYSTEMS
DESCRIPTION
LOCOMOTIVE AIR SYSTEM
All air used by the locomotive enters horizontallythrough both sides of the radiator compartment at the opposite end from the operator's cab. The incoming air passesfirst through the dynamic braking grids, if the locomotiveis so equipped, and then the air flow is divided. Part ofthe air is forced upward, through the radiators by the tworadiator fans, and the remainder being driven downwardby the equipment blower into the primary air cleaner. SeeFig. 7-6. After cleaning, this air is supplied to the engine, used for equipment cooling and for ventilating theoperator's cab.
As shown in Fig. 7-1 and 7-2, the primary cleaner ismade up of 1470 individual cleaning tubes, arranged inseven banks of 210 tubes each, with suitable ducts to direct the air flow.
Each tube acts as a miniature cyclonic dirt separator.Incoming air enters the opening between the outer andinner tube. (See Fig. 7-3.) Vanes positioned in the tubes
Fig. 7-1. Primary air cleaner—top view
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INTAKE AIR
EXHAUST
LUBE OIL ( FOR OVERSPEEOSHUTDOWN SYSTEM )
OVERSPEED GOVERNOROIL SUPPLY
BUTTERFLY VALVEACTUATOR OIL SUPPLY
EXHAUST MANIFOLD SHROUD
SECTIONAL INTAKE MANIFOLD(BOTH SIDES)
OVERSPEED SHUTDOWNACTUATOR AND BUTTERFLYVALVE (BOTH SIDES) DUCT TO
TURBOCHARGER
/ACTUATOR OIL DRAIN(BOTH SIDES)
FLEXIBLE ELBOW(BOTH SIDES)
AIR FROM IPRIMARY CLEANER "S,.
PANELBATH FILTERS(BOTH SIDES)
SECTION 7
709
Fig. 7-7. Engine air system
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SECTION 8
801
OVERSPEED SYSTEM
DESCRIPTION AND OPERATION
The function of the overspeed system is to protect thelocomotive power plant by preventing excessive rotationalspeed.
The overspeed system consists of the following principal components:
1. Overspeed governor.
2. Two overspeed shutdown butterfly valves, eachwith a hydraulic actuator connected by mechanicallinkage.
3. Associated interconnecting lines.
The overspeed governor is located on the right sideof the engine below the speed control governor. Like thespeed control governor, it is driven from the right bankcamshaft gear through the governor drive gearing. SeeFig. 8-1.
During normal engine operation, the overspeed governor delivers engine lubricating oil at regulated pressure of200 psi to the actuators of the two overspeed shutdownbutterfly valves.
These valves are mounted, one on each side of theengine, between the air outlets of the intercoolers and thefirst sections of the intake manifolds. See Fig. 8-2.
The overspeed shutdown butterfly valves are shown incross-section in Fig. 8-3. When open, they permit air toflow from the intercoolers into the intake manifolds. Whenclosed, air supply to the engine is cut off.
The actuators of the butterfly valves are constructedvery much like an air-brake cylinder. Oil under pressurefrom the overspeed governor causes the actuator pistonsto advance, opening the butterfly valves.
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TRIP INDICATOR
'OVERSPEED OIL TOLOCK-OUT ROD I | ̂
TRIP SPEEDSETTING SCREWRESET BUTTON
{TRESS TO RESET)
RESET SPRING
LOCK-OUT SPEEDADJUSTINGLEVER
SPEEDER SPRING
FLYWEIGHT
LATCH
(RELEASED]
FLYWEIGHT HEAD
PILOT VALVEPLUNGER(DOWN]
OIL FROMENGINE
RELIEFVALVE
DRAIN TOSUMP DRIVE FROM ENG
TO ENGINESUMP
OIL TO GOVERNOR
PRESSURE OIL
DRAIN
SPEED DROOP BRACKET(SET AT 50% POSITION)
•FLOATING LEVER
-TERMINAL LEVER
•POWER PISTON (DOWN)
PRESSURE OIL TOHYDRAULICALLYOPERATED AIRBUTTERFLY VALVEPISTONS
GFAR PUMP
E - 9707
Fig. 8-5. Operating condition—engine running at normal speeds
TRIP INDICATOR
TRIP SPEED'SETTING SCRfew
SECTION 8
807
SPRING
)VERSPEED.OCKOUT ROD
LOCK-OUT
LATCH(ENGAGED)
RESET BUTTONPRESS TO RES..T)
WWWWB
SPEEDADJUSTINGLEVER
SPEEDER SPRING
FLYWEIGHT
PILOT VALVEPLUNGER (UPl
FLYWEIGHT HEAD
DRAIN TOSUMP DRIVE FROM ENGINE
TO ENGINESUMP
^ OIL TO GOVERNOR
m PRESSURE OILI I OIL TO DRAIN
SPEED DROOP BRACKET(SET AT 50% POSITION)
FLOATING LEVER
TERMINAL LEVER
POWER PISTON (UP)
OIL FROMENGINE
RELIEF VALVE
GEAR PUMP
OIL FROM HYDRAULICALLY■OPERATED AIR BUTTERFLY
VALVE PISTONS
E-9708
Fig. 8-6. Tripped cond///on—resu/fof engine overspeed
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SECTION 8
809
OVERSPEED SYSTEM
1. The reset spring and overspeed lockout rod willposition the terminal lever to hold the power pistondown in its bore (lockout latch released).
2. Downward pressure of the speeder spring - as setby adjustment of the trip-speed setting screw -will hold the flyweights in and the pilot plungerdown.
3. In these positions the bottom of the power piston isconnected to drain to the engine sump through portsin the pilot valve bushing to a groove in the pilotvalve plunger, and through a slanting hole drilledfrom the groove to the lower end of the pilot valveplunger.
4. Oil under pressure (200 psi) from the pump is delivered through porting in the pilot valve bushing,around the pilot valve plunger and out to the powerpiston. With the piston down, the oil can flowaround the lower groove and out of the governorcase through connecting lines to the butterfly valveactuators.
Note that the upper groove in the power piston willalso contain oil under pressure by nleans of drilledholes connecting to the lower groove. Also, a slotin the pilot valve plunger - below the port connecting to the power piston - is connected to the pressurized oil in the pilot valve bushing through asecond diagonally drilled hole.
Engine Overspeeding (Tripping Action) See Fig.
1. As engine speed increases to the overspeed setting, the flyweights will move outward and raisethe pilot vailve plunger, bringing the pressurizedoil slot in line with the port connected to the powerpiston.
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