Operation Manual for San 1400 TPP HDR IV CC BG 135T

8/16/2019 Operation Manual for San 1400 TPP HDR IV CC BG 135T

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DIESEL HYDRAULIC LOCOMOTIVE

MODEL: DL-1400-TPP-HDR-IV-CC- BG-

135T

OPERATION AND MAINTENANCE

MANUAL

SAN ENGINEERING & LOCOMOTIVE CO. LTD.

P.B. NO.4802, WHITEFIELD ROAD,

BANGALORE – 560 048.


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DEAR CUSTOMER,

WITH SAN LOCOMOTIVE YOU HAVE CHOSEN A FIELD-PROVEN RELIABLE AND

BEST LOCO FOR SERVING YOUR REQUIREMENTS.

SAN LOCOMOTIVES ARE MANUFACTURED TO HIGH QUALITY STANDARDS AND

ARE SUBJECTED TO REQUIRED TESTS.

BEFORE DESPATCH OF EACH SAN LOCOMOTIVE GOES A COMPREHENSIVE

PERFORMANCE CHECK AND INSPECTION.

IF PROBLEMS OCCUR`S OR TECHNICAL ASSISTANCE BE NEEDED DURING

COMMISSIONING OR AFTER A LONGER PERIOD OF OPERATION, PLEASE

CONTACT :

ADDRESS : SAN ENGINEERING & LOCOMOTIVE CO. LTD.

P.B. NO.4802, MAHADEVAPURA POST,

BANGALORE- 560 048.

TELEPHONE : 080-42449200

FAX : 080-28452260, 28453195

E-Mail : [email protected]

BRANCH OFFICES :

SADHANA RAYON HOUSE, DR.D.N.ROAD, FORT, MUMBAI – 400 001, INDIA.TEL:O22-22618293/94, 22641719, 43332017, 43332019,43332000 & 43332001

FAX : 022-22620219.

E-Mail : [email protected]

7/1, MONICA, 9B, LORD SINHA ROAD, CALCUTTA-700 071, INDIA.


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MECHANICAL SYSTEM

SECTION DESCRIPTION PAGE NO.

SECTION – 1 GENERAL DESCRIPTION 5

SECTION – 2 MECHANICAL SYSTEM 19

SECTION – 3 PNEUMATIC SYSTEM 62

SECTION – 4 DRIVERS INSTRUCTIONS 81

SECTION – 5 ANNEXURE –1 117


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SECTION -1


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GENERALINSTRUCTIONS


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1. G E N E R A L

DIESEL HYDRAULIC LOCOMOTIVE

MODEL – DL-1400-HDR-IV-C’C’-TPP-135T 1676mm GAUGE

1. INTRODUCTION:

The locomotive model is a six Axle C’C’ type Diesel Hydraulic Bogie Locomotive,

suitable for 1676mm, Broad Gauge Rail with twin power pack arrangement.

In the Power Pack basically Engine (VTA-28L) is coupled to the Transmission (HDR-

IV) by a Cardan Shaft through a Flexible Coupling. Output of transmission is

connected to the Inboard Axle Drive Gear Box (Final drive) of bogie respectively.

Out board final drives get the drive from Inboard final drive output. The engine is

cooled by the water circulation through the radiators fitted above the deck plate,

Cooling fan is driven by the belt driven through pulleys from front of the engine at

vibration damper.

The locomotive works on a single stage suspension, comprising 16 sets of springsper locomotive i.e. 8 sets per bogie. There are 2 sets of springs on each spring base

bracket which is hosed between two suspension beams, these beams are resting on

axle box, one hydraulic shock absorber used per suspension beam assembly. The

load distribution among three axles are equalised.

The entire construction of the main frame and the bogies are Fabricated with M.S.

Plates. The cabin, engine hood, fuel tanks are placed above the deck plate. The

mainframe is supported on two bogies. These bogies are MS plate fabricated for its

proper strength & rigidity. The bogie consists a Tri-mount pivot mechanism through


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The locomotive electrical system works on 24 V DC. 3 nos., of 8 V, 290/ 320 Ah. 10

hour, rating lead acid batteries are used. Engine Starting system works on 24 Volts,

DC. Battery charging Alternator is belt driven from engine.

1.1 Principal Dimensions

Gauge of Track 1676 mm

Wheel Arrangement C’ C’

Weight in Working Order (±3%) 135 Tons

Weight in Empty Condition 132 Tons

Maximum Axle Load (±3%) 22.5 Tons

Wheel Diameter at Tread (NEW) 1092 mm

Bogie center distance 9340 mm

Rigid Wheelbase 2140mm + 1900 mm

Length Over End beams 16,000 mm

Length Over Coupling Faces 17282 mm

Minimum Radius of Curve(that can be negotiated)

174 m & Standard: 1 in 8 ½ Turnout

Maximum Height above Rail Level 3838 mm

Maximum Width 3000 mm

Height to Center of Couplers 1075 mmCapacity of Fuel Oil Tank 2500 lts

Maximum Tractive Effort 577.23 kN

Maximum Speed 19.7 Km/h


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1.2.2 Turbo Transmission

Make SAN

Model HDR IV

Type Turbo reversing, hydrodynamic

Maximum Torque Ratio 3.655

Maximum Efficiency 80%

Net Weight (Dry) 1380 Kg

1.2.3 Power Transmission Systems

Reducing and Reversing Gear Through Hydraulic Transmission

Final Drive Constant Mesh Type With Helical &Bevel Gears

Axle Made of Forged Steel

Wheel Made of rolled Steel

Axle Box Bearing Cylindrical Roller Bearing

Bearing Spring Helical Coil Spring

1.2.4 Brake Equipment

1. Brake System

a. For Locomotive Air & Hand Brake (Parking)

b. For Train Air Brake

2. Compressor

a. Type No. TRC –2507


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b. Make FAIVELY / WSF / RECON

1.2.5 Cooling System

Radiator Fan Drive V-Belt Drive

Engine Water Cooler Sectional Core Type Radiator

Engine Lubricating Oil Cooler Heat Exchanger Engine Mounted

Turbo Transmission Oil Cooler Heat Exchanger Engine Mounted

1.2.6 Battery

Type3 x 8V =24V DC lead Acid290 / 320 Ah (10 hours)

Make Kirloskar Ltd.

1.2.7 Control System

Diesel Engine Throttle Control Pneumatic

Turbo Transmission Pneumatic

Reversing Pneumatic

Sanding Pneumatic

Warning Horn Pneumatic

Lighting Electric

Engine Start and Stop Electric

1.2.8 Piping

The pipe work is painted to distinguish the various systems as follows: -


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Electrical Conduit Light Orange

Fire Services Fire Red

Vacuum Blue

1.3 Characteristics of Locomotive

The characteristics of this locomotive are illustrated in the appended performancecurve Graph no. 70668

In the “SPEED- TRACTIVE EFFORT CURVE”, Graph no.70668, “SPEED” means

the locomotive speed in km/h; “TRACTIVE EFFORT” means the power on the treads

of the driving wheels in kN. when the engine output is maximum and the efficiency of

mechanical transmission is approximated to be 97%.

The hauling capacity of the locomotive varies according to the condition of the track

on which it is running and of the wagons. The hauling capacity is calculated on the

assumption that the starting and running resistance of the locomotive and wagons

are in accordance with the following formulae (Davis Formulae) and value.

Starting resistance

For locomotive : 12kg/ton

For wagon : 5.5kg/ton

Specific Running resistance

For locomotive

R = 3xWL+0.006xAx(V+V1)²

WL

For wagons


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V : Loco speed in kmph.

V1 : Wind speed kmph (considered 12kmph)

S : Wagon speed kmph

Load against speed shown will varies if rolling resistances varies due to

track condition.

1.4 Arrangement of main equipment

Arrangement of main equipment of this locomotive is shown in the appended in

drawing no.21008670

This locomotive is a center cabin type consisting of radiator housing, engine

compartment, Driver’s cabin & fuel oil tank.

Geographical direction of the locomotive is as shown:

FUELTANK

V A L V E M T G . B O X

DIESEL HYDRAULIC LOCOMOTIVE DL-1400-HDR IV-TPP-C'C'

RAIL GAUGE 1676, 135T

21008670

A

1 2 3 4 5 6 7 8 9 10 11 12

B

C

D

E

F

G

A

B

C

D

E

F

G

2) CODE OFPRACTICE, ABBREVIATIONETC., TOIS : 696.

3) WORK TO COARSE/MEDIUM/FINETOLERANCES OFIS : 2102FOR DIMENSIONS WITHOUTTOLERANCE.

4) DONOTSCALE, IFINDOUBTPLEASE ASK.

5)* INDICATESNOSEPARATE DRAWINGS.1) ALLDIMENSIONS ARE IN mm UNLESS STATED OTHERWISE. DRG. NO.


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1.4.1 Main Frame :

Mainframe is fabricated out of different rolled steel sections and MS plates. The

cross members connects the I-Beams and C-channels at different loading area. The

steel sections are enclosed within the top and bottom deck plate. The complete

frame is a welded construction gives a good torsion rigidity & resistance to bending.

The Engine, Radiators, Transmission, Cabin, Engine Hood & Fuel Tanks are

positioned above the deck plate. Support & mounting brackets for reservoirs,

distributor valve etc, are welded at bottom deck plate.

Adhesive weight of the locomotive is maintained by adding ballast to the mainframe

so as to balance the load distribution in respect to the CG position of equipment.

Couplers are provided at the front and rear side of mainframe. Rail guards are

bolted on the buffer beam, which can be vertically adjusted to suit rail clearance.

Provision exists for lifting the complete locomotive with its superstructure &

equipment by overhead crane and also for lifting the body of locomotive by means of

high lift jacks.

1.4.2 Bogie

Bogie is fabricated out of rolled mild steel plates to proper shape and size to give

required strength and rigidity. Bogie consists mainly two side boxs and two center

stretcher. These stretchers are in box type construction with adequate inside cross

plates. The total mass of super structure is supporting on a Tri-mount pivots which is

positioned on bogie stretchers and these pivots transmit the traction force from

bogies to under frame, these stretchers is intern welded to side boxes. The load on

side box is transferred to axle box through suspension springs, which is positioned

between two beams which are resting on axle box. The complete brake rigging


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1.4.3 Cooling unit:

Cooling unit is mounted on the front side of the Engine block , which is cooled by a

fan driven through V-belts and auxiliary counter shaft from the vibration damper on

engine.

1.4.4 Turbo transmission and Reducing gear box:

The locomotive is fitted with 2 no. of SAN make hydrodynamic turbo-reversing

transmission model HDRIV. For catering one each for respective power pack.

Transmission is mounted at the center of the cavity provided on Mainframe. SAN

make final drives of robust construction for long and trouble free services are

provided. Final drives are mounted directly on Axles. They are connected with

cardan shafts to the transmission and in turn transmission input is connected to the

engine through a cardan shaft and flexible coupling.

1.4.5 Battery:

The batteries are housed in two separate fabricated steel boxes. The boxes are

hung below under frame on either side. Suitable doors are provided for inspection

and maintenance with adequate ventilation.

1.4.6 Air cleaner

Heavy duty, dry type air cleaner, (Horizontal with pre cleaner on top) provided inside

the engine compartment.

1.4.7 Diesel engine

Installed in the center of the engine compartment, above the deck plate.


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1.4.9 Fuel tank

Installed One Fuel Tank at the center of below deck plate. Fuel tank is fabricated

from heavy gauge steel plates to prevent bulge or deflection, against surge.

Necessary filling cap, Fuel level indicator and drain valve are provided.

1.4.10 Driver’s cabin

Driver’s cabin is fabricated out of structural angle and covered with MS sheet at both

sides, with packing the non-hygroscopic material between these sheets to resist heat

radiation. The driver cabin consists of two driver’s desk one each for both driving

direction. Two driver’s seat each for either direction of travel is provided. Large

sliding windows are provided on sidewall of cabin for driver to lean over outside for

more visibility. Front & rear wall of cabin has fixed large glass windows for good

visibility. Two Doors are provided in diagonal position, one each on front & rear side.

In the driver's cab following main equipment are installed

1.4.11 Driver's desk

Two driver's desks are installed in the driver's cab at the front and rear side of the

cabin. The operation of the locomotive is made easy and convenient at any driving

direction. Driver's desk is equipped with a Driver’s valve, which consists of an engine

throttle controller and a reverse Hand wheel, Gauges, safety lamps and Engine

control switches and keys.

1.4.12. Brake valve

There are two types of brake valves are provided, one is an independent Loco brake


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emergency. Ratchet type Hand brake is mounted on the rear wall of the cabin. A

Driver’s wardrobe / toolbox is situated at rear side of cabin. A cab-ventilator is

mounted on cabin roof and supplies fresh air in to the cabin.

The operating and maintenance instructions for equipment other than SAN

manufactured are compiled in to separate books.

1.4.14. CONTROL EQUIPMENT & INSTRUMENTS :

Adequate control including gauges, instruments and safety devices are provided for

safe and satisfactory operation. The equipment is so arranged on the desks that it is

within easy reach and sight of the driver from both driving positions.

The following controls, gauges and safety devices are provided:

CONTROLS:

• Engine start-stop

• Engine throttle

• Forward / Reverse

•

Multiple

• Brake

• Sanding

• Horn

•

Wiper

INSTRUMENTS AND GAUGES:

• Engine RPM and hour meter


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• Air Reservoir pressure

SAFETY DEVICES

• Low lubricating oil pressure - Diesel engine shut down

• High water temperature - Diesel engine idle down


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SECTION -2


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MECHANICAL

SYSTEM


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INDEX

CHAPTER DESCRIPTION PAGE No.

CHAPTER - 1 GENERAL 21

CHAPTER - 2 DIESEL ENGINE & ACCESSORIES 21

CHAPTER - 3 POWER PACK SYSTEM 23

CHAPTER - 4 TRANSMISSION 30

CHAPTER - 5 FINAL DRIVE GEAR BOX 34

CHAPTER - 6 WHEEL - AXLE & HORN GUIDE 43

ASSEMBLY

CHAPTER - 7 BRAKE RIGGING 46

CHAPTER - 8 SUSPENSION SPRING ARRANGEMENT 48

CHAPTER - 9 COOLING SYSTEM 50

CHAPTER - 10 FUEL SYSTEM 53

CHAPTER - 11 AIR INTAKE & EXHAUST SYSTEM 54


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SECTION – 3


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PNEUMATICSYSTEM.


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INDEX

CHAPTER DESCRIPTION PAGES No.

CHAPTER - 1 DESCRIPTION OF PNEUMATIC SYSTEM

CHAPTER - 2 COMPRESSED AIR CHARGING ANDCOMPRESSOR GOVERNING

CHAPTER - 3 BRAKE-PIPES CHARGING

CHAPTER - 4 AUTOMATIC BRAKING AND CO-ORDINATEDAIR BRAKES ON TRAILING STOCK

CHAPTER – 5 INDEPENDENT BRAKES

CHAPTER - 6 EMERGENCY BRAKE

CHAPTER - 7 LOCO OVER SPEED BRAKE SYSTEM

CHAPTER - 8 TRANSMISSIONS FORWARD / REVERSECONTROL (Ref. Electrical Manual)

CHAPTER - 9 ENGINE THROTTLE CONTROL

CHAPTER - 10 PNEUMATIC WIND SCREEN WIPER

CHAPTER –11 PNEUMATIC SANDERS

CHAPTER - 12 PNEUMATIC HORNS

CHAPTER –13 MULTIPLE CONTROL (Ref. Electrical Manual)


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1. Description of the pneumatic system

2. Compressed air charging and compressor governing

3. Brake pipe charging

4. Automatic braking and coordinated air brakes on Trailing stock

5. Locomotive Independent brakes

6. Emergency braking

7. Loco Over Speed Brake Valve

8. Transmission forward /reverse control

9. Engine throttle control

10. Pneumatic wind screen wiper

11. Pneumatic sander

12. Pneumatic horn

13. Multiple Controls

1.0 Description of pneumatic system

Pneumatic system of the locomotive is with compressed air type and used for

locomotive Brakes, Controls, Trailing load.

Two belt driven compressors connected through a counter shaft assembly & two

engines mounted Compressor together provides adequate capacity is used for main

air source. System pressure is normally set to 7.0 kg/cm2.

2.0 Compressed air charging and compressor governing

Compressed air from the compressors charges through the respective Hose (3) Non

return valve (4), after cooler (6), J-1Air filter with drain cock (7.1) to the two main

reservoirs (8.1 & 8.2) of 144 liter capacity each. From where it connected to one


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in the air reservoirs is indicated in the human machine interface (HMI) of display

screen. The pressure switches (GAPS) when it cuts out, activates an inbuilt electrical

contact. This electrical contact is wired to energize the governor magnet valve

(GMV), to open its delivery port to actuate Automatic drain valves (9.1 & 9.2) at all

three reservoirs. These auto drain valves purge any condensation from air

reservoirs. A branch off from this line is taken to actuate the unloader valve (inbuilt in

engine mounted compressor) which inhibits further build up of air pressure by

compressor till such time the system pressure drops to 6 kg/cm².

3.0 Brake pipe charging

The main reservoir air from air reservoir (8.3) charges into inlet port 30 of A-9Automatic brake valves (40.1 & 40.2), mounted in the driver’s control station. The A-

9 brake valve has an adjusting wheel, which is used to set the pressure of air

delivered at its port no.5 to 5kg/cm² at all the time. This pressure of 5kg/cm² at

delivery port no.5 of A-9 brake valve is reference pressure to which, brake pipe is to

be charged.

The delivery port no.5 of A-9 valve (40.1 &40.2) is connected to the inlet port of desk

change over box (41). The outlet port of desk change over box is connected to port

no.3 of 3/2-way valve (46), which is normally connected to outlet port no.2. From

outlet port 2 of 3/2-way valve (46) is connected to pilot port of C2 relay valve (48).

In this condition Main reservoir line is connected at port 1of C2 relay valve (48)

passes through outlet port 3 of relay valve and charges the locomotive brake pipe

connected to Brake-pressure line (53) pressure gauges (38 1 & 38 2) is provided on


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at the same level as the signal pressure from the A-9 brake valve, against normal

leakage.

Two 3/4” cut-off cocks (49.1 & 49.2) are placed in BP charging & sensing lines,

close to BP train pipe. These cut-off cocks to be closed while loco connected

with other trailing stock during transit.

4.0 Automatic braking and Co - ordinate air brakes on Trailingstock

The compressed air charged into the brake pipe, passes through cut off cock (49.1)

and hose coupling (50) kept open on the train side of the locomotive into the brake

pipe of the trailing stock, where it charges into the Distributor valves provided in each

wagon. The cut off angle cock in the farthest end of the train needs to be closed.

When the brake pipe in the complete train is charged to 5kg/cm² the control valves in

the trailing stock move to connect the brake cylinder in respective trailing stock to

atmosphere at the Distributor valve exhaust and keeps the train brakes released.

4.1 Automatic braking application - service

Whenever it is required to apply the locomotive

brakes as well as the trailing load brakes, the

handle of A-9 automatic brake valve, is moved

in to the service brake application zone,


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reduction in pilot air pressure at C2 relay valve (48) through 3/2 way valve (46), then

C2 relay valve (48) also to respond similarly by connecting the brake pipe to

atmosphere through its exhaust port till brake pipe pressure balances to the level of

reference pressure level at its pilot port no.2. The relay valve has a calibrated choke

fitted in its exhaust to control the rate of release of pressure from the brake pipe.

The C3W Distributor valve (43) responds to the loss of pressure at its brake pipe

(internal to C3W) port (BP) in comparison to the level of its reference air pressure in

its control reservoir and sends signal air pressure through its BC port-to-port no.2 at

C2 relay valve (33) via a double check valve (32.3). The max. signal pressure that

can be fed to the C2 relay valve (45) is controlled by the Distributor valve (43),

(which is set to 3.8kg/cm², at Brake pipe pressure of 0 kg/cm²). In this condition while

the C2 relay valve (33) receiving the pilot pressure from C3W distributor valve’s (43)

BC port, opens the MR supply at its port 1 to delivery port 3 and then the brake

cylinders. This pressurized air received by brake cylinders of the locomotive applies

brakes to the wheels. Two nos. of Duplex pressure gauge (38.1 & 38.2) provided on

the instrument panel to indicate the pressure at brake cylinders, of both bogies. The

½” isolating cocks (30.4) is provided between brake cylinders and C2 relay valve,

which should be closed at the time of cylinder’s overhauling.

For air braked trailing stock, reduction of pressure in the brake pipe as caused by the

A-9 brake valve will propagate throughout the length of the brake pipe in the trailing


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4.2 Stabilization after application

After the desired brake pipe pressure reduction has been

achieved, the A-9 brake valve will lap itself at a pressure

level as governed by the position of its handle. Thestabilization of brake pipe pressure after the desired

reduction causes the C3W distributor valves in the trailing

stock also to reach a lap position, after the brake

application.

4.3 Graduated application

Further steps in brake application with increased intensity are realized by moving the

brake valve handle further into the application zone, which causes greater reductions

in the brake pipe pressure. The intensity of the brake cylinder pressure delivered by

the C3W Distributor valves both in locomotive and trailing stock also increases

proportionately to the degree of handle movement of the A-9 valve in the

application zone.

Following are the approximate values of the brake pipe output pressures at various

positions of the handle of the A-9 Automatic brake valve and the corresponding

brake cylinder pressures.

P iti f A 9 t ti BP BC


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5.0 Independent brakes

When there is no trailing load had been connected to

locomotive, Independent brakes proves handy, faster &

economical. SA-9 brake valve (31.1& 31.2) is used for this

purpose. Port no.30 of the SA-9 brake valve is connected

to the main reservoir line, port no.20 is connected to the

C2 relay valve (33) through Double check valve (32.1 &32.2), port 1 & 7 of SA-9 brake valve are plugged. The

SA-9 brake valve has an adjusting wheel, which is used

to set the pressure of air delivered at its port no.20 to be

at 3. 8 kg/cm² approx.

5.1 Application of Independent brakes

When independent brake is to be applied the handle of SA-9 (31.1&31.2)

independent brake valve, is moved into the application zone. This results in MR

pressure from inlet port 30 to be fed into port 20. The air coming out of SA-9 (31.1 &

31.2) brake valve is at a pressure preset in the valve, this is propagated to the port

no.2 of C2 relay valve (33), through the double check valve (32.1 & 32.2.). Sensing

the signal at its port 2, causes C2 relay valve (33) to charge the 4 brake cylinders of

the locomotives only, in proportion to the air pressure available at its signal port no.2.

It may be noted that the process of independent brake application does not deplete

the Brake pipe pressure and it totally by- passes the operation of C3W distributor

valve of locomotive.

5.2 Release of Independent brakes

In order to release the applied brakes, the handle of SA-9 independent brake valve is


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of C2 relay valve (33), hence quicker depletion of brake cylinder pressure at the

exhaust of relay valve (33).

6.0 Emergency Braking (Independent)

Emergency braking can also be applied from the

emergency brake valve (54.1. & 54.2), provided on

driver's desk. When operating head of the valve is

pushed down, the MR supply at its inlet port will

supplied through delivery port and through double

check valve (32.2 & 32.4) branches to port no.12

of 3/2 way valve (28.3) as pilot pressure. In this

condition the BP supply at 3/2 way valve (46) will

cuts off at port 3 and outlet port no.2 will be

connected to exhaust port no.1, by which the pilot

pressure at port no.2 of C2 relay valve (48) will be

withdrawn and the Brake pipe feeding line from

port no.3 of C2 relay valve (48) will be exhausted

to atmosphere in faster rate, by which the

depletion of brake pipe pressure will be achieved.

Another branch directly charging brake cylinders

(399) through limiting valve (35) and double check


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Locomotive over speed brake system is provided in the locomotive to prevent the

loco over speed if exceeds above the preset limits (25 kmph.)

Proximity switch is provided on of the axle box, for sensing the speed of locomotive.

Locomotive speed is sensed by speed sensor units and relays (provided in electrical

system) by proximity switch.

When locomotive speed exceed above preset limits, emergency brake magnet valve

mounted in the PCC box, will get engaged through over speed relay and opens its

port. Air supply goes to brake cylinders (39) Through double check valves (32.4. &

34) & limiting valve to apply the brakes and locomotive comes halt, Engine comes to

idle and Trans power cuts off.

(For more detail refer Electrical System also).

8.0 Transmission Forward / Reverse control

(Refer electrical manual also.)

The locomotive is fitted with two electro pneumatic control boxes. The MR pressure

line is branched to these boxes through isolating cock (14) and connected inlet ports

of EPCB. Isolating cock (14) is provided for maintenance purpose. Two throttle

control valve & transmission on-off push button on drivers control desk are provided

for controlling the forward / reverse direction of transmission & engine throttle.


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Forward/reverse Magnet valve and throttle control is provided to interlock thetransmission to prevent the locomotive movement, when there is low brake pressurein the reservoir as it is connected with brake air pressure switch of digital input

module and power cut off air pressure switch of digital input module.

Low brake pressure is indicated through a digital input module on the humanmachine interface. (HMI – display unit) to caution the driver and also automaticallycontrolled with appropriate interlocks before moving of the locomotive.

The power control switch (PCS) set at 0.3 kg/cm2, is provided in the EPCB.

Whenever brakes are applied and the brake cylinder pressure exceeds 0.3kg/cm,²

the PCS will deactivate the throttle control valve through PLC system and bring the

engine to idle and power transmission isolated.

Transmission “ON” indications is displayed on the driver’s control station, to indicate

the driver, loco is ready for movement.

Forward / reverse indications are displayed on the PLC system display unit toindicate the travel direction of the locomotive through the signal received fromthrottle handle movement of forward /reverse direction.

Air inlet to the transmission, engine throttle and direction of change is controlled by

throttle control valve through PLC system. To engage the transmission in forward /

reverse direction, move the throttle control valve’s handle to forward / reverse

direction. This will energize the forward / reverse magnetic valve though PLC

system, to open magnet valves outlet port. Outlet port of forward magnet valve is

connected to port no.4 of change over valve of transmission. This line interconnected

to port no.1 of main control valve on transmission. Outlet port of reverse magnet

valve is connected to port no.2 of main control valve, & this line interconnected to


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The transmission has got two converters one for each direction of travel. For Hydro-

dynamic braking through the transmission the Automatic transmission control of the

locomotive has got the controlling provision in such a way converter-1 which drives

the locomotive in one direction will be drained, simultaneously the conver-2 which

drives the locomotive in the opposition direction will be charged. This function is

actuated by the master controller which is pneumatically operated according to the

handle of throttle valve position operated by the driver, locomotive moving in one

direction bring to ‘O’ speed by the process of Hydro-dynamic reversing before

moving it to the opposite direction.

Important:

1. The momentum of the vehicle becomes zero when the vehicle ultimately stops

and the effect of Hydro-dynamic brake also fades away at very low speeds. Thus

Hydro-dynamic brake can only be a speed controlling method, but not the

ultimate stopping method.

2. The brake system has a provision, by which during an emergency, even the

Hydro-dynamic brake is “ON” moving the handle of A-9 automatic brake valve

into “Emergency” will trip the Hydro-dynamic brake and re-apply the pneumatic

brakes automatically.

9.0 Engine throttling control


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The locomotive is equipped with pneumatically operated engine throttling controlled

by a positioning cylinder (17.1 17.2) fitted on engine. The throttling air supplied from

outlet of VPPM mounted in EPCB, is connected to engine control device and

transmission’s brake limiting valve port. (For more detail refer Electrical System).

There is cushioning cylinder of 1Ltr capacity is provided in throttling circuit to avoid

the intermittent supply of air to position cylinder or to integrate the supply pressure

against short time variations due to operation of other pneumatic equipment such as

horn, wiper ect.,

Diesel engine governing is done in accordance with the air pressure received by

positioning cylinder. The same air pressure is supplied to brake limiting valve 21.1&

21.2) of the hydrodynamic transmission. This pressure operates a flow regulator

inside the brake limiter. This flow regulator sets to a balancing position against an

internal spring and converts bowl pressure. This bowl pressure is blocked during

normal traction application due to the operation of changeover valve. But during the

dynamic braking operation the change over valve returns to its neutral position by

which it allows bowl pressure to brake limiting valve. Now the balance achieved by

the bowl pressure and throttle air pressure from driver’s valve determine the flow

regulator position and thus govern the braking effort to the level of demand set by

drivers hand wheel.


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10.0 Pneumatic wind screen wiper

The windshields are provided with pneumatic wipers, which operates through air

motors. The wiper-operating valve (24.1 & 24.2) provided in each valve mounting

plate is a dual control, which would switch on the air supply to the wiper air motor

and also facilitates a speed control on the wiper operation. One air motor is

connected to each wiper blade.

11.0 Pneumatic sander

Each bogie of locomotive is fitted with two

nos forward & two nos reverse pneumatic


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The sand ejectors are actuated by electrical push button valve which are mounted

on both side of drivers control station. When these valves operated will opens the

pneumatic port at its inlet supply MR to sand ejectors and air comes to the sand

ejectors, which pushes the sand from ejector to the pipe line which leads to the front

of the wheel base and rail.

12.0 Pneumatic horn

Double pneumatic horns (23) are used in the locomotive, which actuated by a set of lever

operated horn valves (22.1 & 22.2), mounted one each on valve mounting plate. The

connection to the horns is made in such a way that it will operate the horns simultaneously.

13.0 Multiple Control . ( Refer electrical manual also).

Following steps are to be followed to use locomotive in tandem operation:


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4) Ensure that the brake valves (SA-9, A-9) are in release position in both

locomotives.

5) Ensure that the cut off cocks on MR lines, connecting to brake valves (SA-9, A-9& emergency) should be open in leading locomotive and closed in trailinglocomotive.

6) Ensure that cut off cock between BP line & BP charging C2W relay valve and cutoff cock between distributor valve & A-9 brake valve equalizing line should be inopen in leading locomotive and closed in trailing locomotive.

7) While multiple operations it is suggested to use A-9 Brake Valve only in leadinglocomotive for barking the both locomotives and trailing load.

With the above mentioned precautions the tandem unit comprising of the twolocomotives can be operated from the cab of the leading locomotive.


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55

1. General

The operating and maintenance instructions for the diesel engine and its accessories

are given in CUMMINS ENGINE manual.

2. DIESEL ENGINE AND ITS ACCESSORIES

2.1 Dismounting the Engine

Whenever it is required to dismount the engine from the locomotive, the following

instructions to be carefully followed:

a. Engine is cool & it is shut down.

b. Disconnect the Air inlet connections & Exhaust silencer connections from

engine.

c. Disconnect all the electrical wiring to the engine.


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h. Disconnect any accessory drive connections if exists.

i. Disconnect the cardan shaft connected to transmission.

j. Store all the parts and fasteners with proper identification.

2.2 Mounting the Engine

When it is required to mount the engine back on the locomotive reverse the

procedures said in Para 2.1, except the following instructions.

a. If any mounting fasteners are found damaged replace the same with new one.

It is a good practice to use new fasteners for reassembly.

b. Clean all connections i.e., Air inlet, Exhaust silencer, fuel pipe, Radiatorpipeline ect., so that it should be free from any dust & dirt , then connect them

to engine again

c. Make all electrical connections

d. The mounted engine should be started only when all the connections i.e.,

Water, fuel, lubricating oil is connected properly. Check for the alignment ofaccessories drive pulley alignment with pulley mounted on engine vibration

damper.


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3. Power Pack system

3.1 General

The power generated in the diesel engine is transmitted to transmission

through Flexible coupling & cardan shaft, from transmission to the final drives

through cardan shaft. Final drives which are mounted directly on axle, will drive

the bevel gear mounted on axle which in turn drives the wheel fitted on axle

end.

Accessories like Engine cooling fan, alternator, engine mounted compressor,

lubricating pump, water pump & fuel pump will take the drive directly from

engine through belt drive or gear drive.

For stand by compressor (TRC 2507) drive taken from the pulley mounted on

counter shaft, which is driven from the pulley mounted on engine vibration

damper.

In this chapter only details of cardan shaft and flexible couplings are provided,

for Transmission refer chapter 4 & for Final drive refer chapter 5.

3.2 Flexible coupling

This is a torsionally flexible rubber coupling, which compensates Axial, Angular

and radial displacement of connected machines. Flexible coupling is provided

to absorb shocks on torque, by which it will minimize vibration, and transmits

the power.

3.2.1 Maintenance of Flexible coupling

Assembly of coupling:


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Then the driven sided engine with cardan shaft has to be pushed to the

connecting flange (3), to the inner ring of the element (5) of the coupling.

After having connected the cardan shaft with the connecting flange (3)

respectively with the element (5), the assembly is finished. With respect to the

coupling, the driving side is ready for operation.

The prescribed tightening torque for the chosen screw quality is to be kept.

An alignment of the prescribed coupling is not required, as it is a cardan shaft-connecting coupling. Here the alignment is made via the cardan shaft. In order

to reach a long lifetime of the system, it is recommended however, to follow the

values given below.


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New condition =6mm

Wearing limit =4.5mm

After replacement of bearing parts ( 3, 4 ), they have to be checked with

respect to their movability. This procedure requires the removal of the flexible

element (7).

• Remove the connecting elements (14, 15 )

• Displace the driven sided unit with cardan shaft or only the cardan shaft

according to the space required for the assembly.

• Remove the connecting elements between coupling and driving sided

unit and remove the complete coupling out of the system

• Remove the connecting elements (8, 9)

• Separate the element (7) from connecting flange (3) and flange (1)

• Remove the old flexible element (7)


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Within the scope of the system inspection intervals the flexible part (7) should

be checked as well.

The radial wear at the sleeve bearing (5) should be carried out after about 1000

operating hours. The measurement wear is carried out as described earlier

It is recommended to replace the element after about 15000 hours smoothly.


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3.3 Cardan shaft

The cardan shaft transmits the power generated by engine to the Transmission.

It has two pairs of universal joints, one set of spline. Because of the universal

joints and the spline, if there is any small amount of misalignment between the

engine and the Transmission can be permitted.

3.3.1 Maintenance of Cardan shaft

Maintenance should be carried out at regular intervals. The actual frequency

will depend on working conditions and practical experience. However points forregular maintenance have been enumerated below,

1. Check cap screws and mating flanges for tightness and correct seating.

Tighten if necessary to the required torque levels given below with Loctite

grade 270 or Anabond 112.

W12 100Nm

W18 270Nm


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1. Should any unusual noise be emitted during operation the cause (eg.,

bad fitting or loose flange connections) must be detected and eliminated.

a. Lubrication

The cross and bearing assembly and the slip joint of the cardan shaft are to be

lubricated with lithium based multipurpose grease NLGI class 2.

The intervals for lubrication are as shown in below

Initial greasing will follow the installation.

Re-greasing is after 250 hours or 3Months whichever is earlier.

Note : Grease is to be pumped through the nipples of both universal joints &

spline yoke, until grease emerges from all sealing lips. Only then it can be

guaranteed that the grease supply has been adequately replenished, and all

traces of dirt expelled.

Prior to long periods out of service all bearings must be re-greased.

b. Inspection

1. Universal joints:

Check the bearing surfaces on journal crosses for running marks and scoring. If

running marks or scoring is in evidence replace the journal cross assemblies.

2. Slip joints:

Check for ease of movement. In the event of damaged spline profiles or

excessive play, the shaft or sleeve has to replaced.


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4. TRANSMISSION:

4.1 General :

The SAN forward reverse turbo transmission HDR-IV is a fully automatic

hydrodynamic unit specially designed for the transmission of power from the

diesel engine to the driving axles of shunting locomotive. Its primary

components are two hydrodynamic torque converters working according to the

principle by which the transmission of power is effected by means of the inertia

forces of the operating medium (mineral oil)


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Torque obtained in the turbine wheel is dependent upon the degree of

deflection of operating oil. The deflection and thus torque, is at its greatest with

the turbine wheel arrested; with increasing turbine speed, it decreases. As the

third primary component of a hydrodynamic torque converter, the guide wheel

has the task of maintaining constant the direction of flow to the pump impeller

independent of of outflow direction from the turbine wheel, so that the power

absorption of the pump impeller is not influenced by the prevailing turbinewheel speed. In this way, the guide wheel enables a multiplication of torque to

be effected, and takes up the reaction torque between pump impeller and

turbine wheel.

Due to their ability to multiply torque and to automatically adapt turbine speed,

i.e. rail speed, to prevailing load condition, torque converters are suitable both

for starting and for operation at medium and high speeds. The torque converter

is engaged by filling it with oil and disengaged by draining it. The hydraulic

circuits are filled by a mechanical gear pump driven from the primary side of the

transmission. The pump is known as the filling pump.

Each of the two torque converters is allocated a direction of travel. (As the

relationship between the rotational direction of output shaft and locomotive

direction of travel can differ, the terms “Rotor 1” and “Rotor 2” or “converter 1”

and “Converter 2” are employed in the explanation. Rotational direction “A”

refers to a situation where input and output shafts rotate in the same direction,

and rotational direction “B” where these two shafts rotate in opposite

directions). Locomotive takes off or a shifting from one converter to another by

respective filling and draining is effected smoothly. All gearwheels remain


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soon as the opposite direction of travel has been selected on the master

controller, the reverse torque converter automatically retards the locomotive;

the degree of braking effort can be governed by the setting of the master

controller.

4.2 Dismounting and Mounting of Turbo transmission:

When the Turbo Transmission is to be dismounted from the locomotive, the

following sequence to be followed:

1. Drain oil from the transmission

2. Remove the transmission oil cooling hydraulic lines and air lines from

the transmission

3. Disconnect & remove the cardan shaft connecting the diesel engine

and transmission input

4. Disconnect & remove the cardan shafts connecting the output of

transmission to middle final drive and rear final drive

5. Disconnect & remove the temperature and pressure sensor connections

6. Remove the roof hatch on the transmission

7. Position the electrical over head crane over the transmission

8. Connect the transmission lifting slings to at four lifting hooks provided on

the transmission

9. Connect all the sling heads to the crane hook and reposition the crane to

centralize to the transmission

10. Hoist the crane hook so as to take away the slack in the connecting

slings


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13. Lift the transmission very slowly, while observing that the transmission

does not hit or rub against any other parts / locomotive structure. Care

should be taken on lifting not to damage the parts

14. Rise the transmission well clear of the locomotive and lower vertically on

a stable platform with requisite supports

15. Store all the fastener and parts with proper identification for reuse.

4.3 Mounting the Turbo transmission:

When the Turbo transmission to be mounted on the locomotive, reverse the

procedure described above, except that care should be taken on the following

points

1. Clean the removed hoses, piping, electrical wires, etc, which are

connected to the transmission, until they are completely free from dust

and dirt, and then connect them again. Used packing for the connection

must be replaced with new ones.

2. All the fasteners are tightened with prescribed torque.

3. The removed turbo transmission must not be started until the hoses,

pipes and wires etc, have been checked for correctness and turbo

transmission oil has been filled


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5. Final drive Gear Box

5.1 General:

The Final Drives consists of high quality cast steel housings which are

precision machined. The gears and shafts are manufactured out of superior

quality alloy steel (carburized, hardened and ground) and are supported by

antifriction bearings of adequate capacity & assembled in to the housings. The

gears & bearings are force lubricated. The bevel pinion shaft drives the bi-

directional lubricating pump. The final drive is an axle-mounted gearbox with

reaction member fastened to mainframe. All the fasteners in the final drive are

torque tightened.

The final drive gearbox is a two-stage reduction, right angle drive axle mounted

gearbox. It is specially designed for heavy shunting locomotives to transmit full

power in both direction of rotation. The drive to the input shaft of the final drive

i th h d h ft Th Fi l D i i t f i f H li l G


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5.2 Technical Data:

Model : STD 22.5 FD

Application : Shunting

Description : Axle Drive

Reduction : 7.404

Weight of axle drive with

axle, wheels and oil : 3200 kgsSump Capacity : 18 litres approximately

Type of oil : Refer lubrication chart

Oil Level : to be in the middle of upper and lower limits

marked on dipstick

5.3 Assembly Details:

5.3.1: Input shaft assembly :

The Helical Pinion is integral with input shaft, supported by the taper roller

bearing along with the carrier. The inner race of taper roller bearing are heated

in oil and fitted on the input shaft. The input flange is secured to the shaft by

means of oil injection.

5.3.2: Bevel pinion shaft assembly:

The spherical roller bearing is heated in oil fitted on to the bevel pinion shaft

before fitting the spacer. The helical gear is secured on to the shaft by means

of oil injection fit. The outer races of the taper roller bearings are fitted on to the

carrier while the inner races are heated in oil and fitted to the bevel pinion shaft.

The bearing carrier with the outer races of the taper roller bearings is placed

over the inner races. The inner race of the second taper roller bearing is


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5.3.3 :Axle drive assembly:

The bevel gear is secured on the axle by means of oil injection fit. The spacers

are fitted in position prior to fitting the inner races of the taper roller bearing

The axle assembly is then lowered on to the bottom housing. By suitable

shimming at bearing retainers a backlash of 0.4 mm is maintained.

5.3.4: Torque tightening:

All bolts and screws on the final drive must be torque tightened as per torque

tightening list enclosed in the manual.

The code numbers for the final drives are given under power pack details in the

parts catalogue.

5.4 Maintenance schedule:

Refer separate chart provided for:

Standard Maintenance Schedule for locomotives

5.5 Assembly and Disassembly Instructions:

5.5.1.1 Input shaft assembly: Ref 42670760

1. Fit inner race of the taper roller bearing (2) and the spacer (4) on the

pinion shaft (1) by heating the racers and spacer in the oil up to 120°C.

2. Fit the outer race of the bearing (2).

3. Fit input shaft to the top casing (1c) Ref:42601980

4 Fit shims (15) cover (5) felt seals (11) and Oil seal retainers (8) Fix

Fi b i i ( ) i h f ( ) d i l k i ( )


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6. Fix bearing retainer (3) with fasteners (12) and wire lock using (13).

7. Fit shims (16), Cover (6). Fix fasteners (9) & (10) ref.42601980.

5.5.1.2 Input shaft assembly: Ref 42670150

8. Fit inner race of the taper roller bearing (2) and the spacer (4) on the

pinion shaft (1) by heating the racers and spacer in the oil up to 120°C.

9. Fit the outer race of the bearing (2).

10. Fit input shaft to the top casing (1c) Ref:42601990

11. Fit shims (15), cover (5), felt seals (11) and Oil seal retainers (8). Fix

fasteners (9) & (10) ref 42601990.

12. Fit the flange (7) and verify space between spacer (4) & flange (17) to

the required draw (as per draw chart REF) for oil injection fit. Machine

end face of (7) to achieve the required draw. After the required

correction, fit the flanges (7) using oil injection method to butt against

spacer (4).

13. Fix bearing retainer (3) with fasteners (12) and wire lock using (13).

14. Fit shims (16), Cover (6). Fix fasteners (9) & (10) ref.42601990.

5.5.2.1 Bevel Pinion Assembly: Ref 42649700

1. Heat the Spherical roller bearing (2) in oil up to 120°C and assemble on

bevel pinion (1).

2. Assemble the spacer (3) and fit the helical gear (8). Helical gear (8) to

be fitted by oil injection method to butt against the spacer.

5 H t th i & ll f t t ll b i (6)


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5. Heat the inner races & roller cages of two taper roller bearings (6)

together in the oil up to 120°C and assemble one after another on to the

bevel pinion as direction shown in the drawing. Now fit the outer race of

the second taper roller bearing (6) on to the bearing carrier (7).

6. Fit the cover (4) along with bearing carrier (7) with shim (14). Fix

fasteners (12) & (13) (ref 42601980)

7. Fix the adaptor (9) with fasteners (12) & wire lock (13).

5.5.2.2 Bevel Pinion Assembly: Ref 42649710

1. Heat the Spherical roller bearing (2) in oil up to 120°C and assemble on

bevel pinion (1).

2. Assemble the spacer (3) and fit the helical gear (4). Helical gear (4) to

be fitted by oil injection method to butt against the spacer.

3. Fit the spacer (5) butt against the helical gear.

4. Position the bearing carrier (6) in position to the bevel pinion so that

bearing carrier end face is close to the helical gear (4). Fit the outer race

of the first taper roller bearing (7) butt against the inner collar of the

bearing carrier (6) as shown in the drawing,

5. Heat the inner races & roller cages of two taper roller bearings (7)

together in the oil up to 120°C and assemble one after another on to the

bevel pinion as direction shown in the drawing. Now fit the outer race of

the second taper roller bearing (7) on to the bearing carrier (6).

6. Fit the cover (8) along with bearing carrier (6) with shim (9). Fixfasteners (8) & (9) (ref 42601990).

7. Fit the felt seal (16) in oil seal retainer (10) and mount on cover (8) with

fasteners (13) & (14)

5 5 3 Axle Drive Assembly: Ref 42600880


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5.5.3 Axle Drive Assembly: Ref 42600880

1. The Bevel gear (2) is oil injection fit on the axle as shown in the drawing.

2. Fit the spacers (7) & (8) and cones of the taper roller bearing (6) on the

axle. The cones must be heated to 120°C in oil and assembled.

3. Assemble the labyrinth rings (1) one on each side, butt against the inner

races of the taper roller bearings (6)

4. Slide the roller cage and the outer races of the taper roller bearings (6)of the axle to assemble on to their inner cones/races.

5.5.4.1 Final drive assembly: Ref 42601980

1. Place the axle assembly and the bevel pinion assembly such that the

bearings rest properly on to the respective bearing seating areas in the

bottom casing (1.a)

2. Assemble boss (1d) on to the bevel pinion and fasten with (1j) & (1n)

3. Assemble the covers (4) ref 42600880 with correct thickness of gasket

(11) ref 42600880 such that the total float of the axle between the

bearings is maintained 80 -120 microns.

4. Adjust the correct thickness of shim (17 to 19) & cover (4) and ref

42649700 and fix these items with fasteners (12) & (13) such that the

bevel pinion attains correct float to have proper blue contact between

bevel gear and bevel pinion and also the backlash is between 300 – 400

microns.

5. Smear servo gem 3 grease on the bottom casing mating surface and run

the 1.5 mm thick wool thread in prescribed design pattern so as to

completely seal the entire mating surface with intermediate casing such

that the oil can not seep through Insert ‘O’ ring (26) in the groove

7 Tighten fasteners (8) & (9) Also tighten fasteners (9) & (10) ref


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7. Tighten fasteners (8) & (9). Also tighten fasteners (9) & (10) ref

42600880.

8. Prepare the top surface of intermediate casing for sealing with grease

and wool thread by similar procedure given in point 5 above.

9. Loosen the fasteners (10) &(11). Lower the top casing & input shaft

assembly.

10. Fasten Intermediate & top casing using (i), (m), (q), (g), (l) & (p).

11. Shim (8) ref 42670760 is selected correctly such that the input shaft will

have a total float of 40 – 70 microns.

12. Fix fasteners (10) & (11) at both ends.

13. Position the pump (5) with gasket to the mating face, such that the drive

shaft of pump locates on to the Bearing carrier (16) ref 42670760 andfasten with (6) & (11).

14. Fix the inspection cover (12) on to top casing (1c) with fasteners (13) &

(14).

15. Connect the inlet & outlet connections of the pump with lube line to the

final drive casings as shown in the drawing ref:42602030

16. Fix the strainer (25) to the adaptor (22). Position the ‘O’ ring (27) to the

adaptor and mount the filter- adaptor assembly with gasket (24) to the

bottom casing & fix with fasteners (14) & (23).

17. Fix the magnetic drain plugs (18) with copper washer (19) to the bottom

casing drain point and one set to the top face of filter adaptor.

18. Fix breather filter (16) with sealing ring (17) to the intermediate housing

(1b). Also fix dip-stick (7) to the bottom housing (1a).

3 Assemble the covers (4) ref 42600880 with correct thickness of gasket


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3. Assemble the covers (4) ref 42600880 with correct thickness of gasket

(11) ref 42600880 such that the total float of the axle between the

bearings is maintained 80 -120 microns.

4. Adjust the correct thickness of shim (18 to 21) & cover (8) and ref

42649710 and fix these items with fasteners (11) & (12) such that the

bevel pinion attains correct float to have proper blue contact between

bevel gear and bevel pinion and also the backlash is between 300 – 400

microns.

5. Smear servo gem 3 grease on the bottom casing mating surface and run

the 1.5 mm thick wool thread in prescribed design pattern so as to

completely seal the entire mating surface with intermediate casing such

that the oil can not seep through. Insert ‘O’ ring (26) in the groove

provided on bottom casing (1a).

6. Loosen fasteners (8) & (9). Also loosen fasteners (9) & (10) ref.

42600880. Lower the intermediate casing and dowel (1e). Fasten both

bottom and intermediate casing and with (1llll ) & (1p).

7. Tighten fasteners (8) & (9). Also tighten fasteners (9) & (10) ref

42600880.

8. Prepare the top surface of intermediate casing for sealing with grease

and wool thread by similar procedure given in point 5 above.

9. Loosen the fasteners (10) &(11). Lower the top casing & input shaft

assembly.

10. Fasten Intermediate & top casing using (i), (m), (q), (g), (l) & (p).

11. Shim (8) ref 42670150 is selected correctly such that the input shaft will

have a total float of 40 – 70 microns.

15.Connect the inlet & outlet connections of the pump with lube line to the


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15. Connect the inlet & outlet connections of the pump with lube line to the

final drive casings as shown in the drawing ref. 42602030.

16. Fix the inspection cover (12) on to top casing (1c) with fasteners (13) &

Fix the strainer (25) to the adaptor (22). Position the ‘O’ ring (27) to the

adaptor and mount the filter- adaptor assembly with gasket (24) to the

bottom casing & fix with fasteners (14) & (23)

17. Fix the magnetic drain plugs (18) with copper washer (19) to the bottom

casing drain point and one set to the top face of filter adaptor.

18. Fix breather filter (16) with sealing ring (17) to the intermediate housing

(1b). Also fix dip-stick (7) to the bottom housing (1a)

6.0 wheel- Axle & Horn guide assy.


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6.0 wheel Axle & Horn guide assy.

The locomotive consists three types of Wheel & Axle assy. namely Front,

Middle & Rear axle assy. In which front & rear of standard flange profile

wheels and middle one is thin wheel profile used. Wheel & Axle assy.

consists of following items. The details of assy. are shown in drg.

No.31402480, 31402490 & 31402500 in parts manual.

6.1 Axle

Axles are graded steel forging. They are heat treated appropriately,

6.2 Wheel


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Wheels are solid roll-forged steel, appropriately heat-treated, and

ultrasonically tested. Bore and tread is machine finished. Provision exists on

wheel hub for its easy extraction from axle by oil injection device.

6.3 Axle box assy.

Grease lubricated cylindrical roller bearing unit are provided on axle

journals. The bearings are located in robust cast steel housing. The axle

boxes are attached with renewable wear resistance liners, which slide

against similar liners welded on Bogie frame, horn guides.

Assembly details:

After press fitting the bevel gear on axle to its position, wheels are press

fitted on to the axle with specified force for interference. While pressing the

wheel on axle care to be taken to achieve the dimension specified between

the wheels, which is 1600 +0/-0.5 mm. After pressing the wheels on axle,

place the labyrinth ring (4) ref 41417440/41417450 on axle to its position,

h t th i ith i il t 120° d fit l ith f

outer race face. Normally a float of 0.3mm is allowable on total set of


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bearing.

Horn guide arrangement

To facilitate the locomotive to have suspension action and to negotiate on

curves, there are provided on wear liners welded on axle box & Bogie

frame. The wear limits/clearances of those liners as shown below:

New condition worn

condition

Transversal clearance (total) 1.5 to 3.5 mm 8.0mm

Longitudinal clearance (total) 1.5 to 3mm 6.0mm

If above said clearances exceeds its max. Limits, it is required to change

the wear liners.

7.0 Brake rigging


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gg g

Eight sets of clasp brakes are used, each set will brake for one and halfwheel. In each set one JSL type Brake Cylinder is used, which catter

breaking for three Ferrodo brake shoes, that is two ferrodo brake shoes for

one wheel & one ferrodo brake shoe for another wheel.

The brake force from the cylinder is multiplied by the brake hangers, when

brake is applied the piston rod pushes the brake lever assembly which in

turn pulls the turn buckle (41) and lever assembly (17) will pushes the brake

lever assembly to apply brake shoes, paralley piston rod moves actuating

brake lever assembly (22,23 &24) brake hangers, brake lever assembly

(3,6) actuates turn buckle (11,42) which in turn pushes the brake hanger

(4,5,7& 8) to apply brake. For initial and during wheel/brake shoe warescrew is provided on turn buckle with additional adjusting hole position is

required to shift the hanger pin position. This hanger pin is located at the

opposite end of brake hanger, Brake shoes to be replaced, when the brake

block comes to the condemning limit beyond any of the above adjustments,

Parking brake :

When the locomotive is in stand still condition, to avoid locomotive rolling

down, manually operated Ratchet-chain type parking brake mechanism is

provided, when it is required to apply the parking brake, operate the handle

provided till the chain connected gets tightened. To release the parking

brake, operate the small release handle provided on left side.

7.1 Procedure for adjustment of brake shoe clearance :

be around 5mm. The same procedure to be carried out for all the twelve


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wheels. After the adjustment again flip down the slack adjuster lock

bracket on the slack adjuster head (37) to arrest free rotation due to

vibration.

7.2 Brake shoe

The thickness of new brake shoe is 50mm, of Ferrodo material. Afterrepeated slack adjustments if the shoe thickness comes to approx. 10mm,

renew the brake shoes in locomotive. It is advised to replace all the brake

shoes at a time to avoid uneven wear on brake shoe as well as wheel tread.


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8.0 Suspension spring arrangement

The locomotive is provided with single stage suspension. There are 16 sets

of centreless ground spring steel, helical coil springs, positioned between

suspension beam, On each beam assembly 2 set of springs are provided,

with combination of outer & inner springs.

Inner spring:

Normal working load - 2275.4kg

Free height - 457.5mm

Working height - 438mm

Spring rate - 116.6kg/mm

(1144 N/mm)

Outer spring:

Normal working load - 3133kg

Free height - 475mm

Working height - 438mm

Spring rate - 135.4kg/mm

Shock Absorber


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Adequate capacity hydraulic shock absorber is used along with suspension

springs, It helps to absorb most of vibrations in suspension arrangement

and gives a better riding stability for a vehicle.

If any set of the springs showing the lesser working height as specified

above over period of time, it is advised to change the spring to avoid

unbalance in the axle load.

9.0 Cooling system


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9.1 GeneralThe cooling system of the locomotive is shown in appended drawing no.

4300741 0 the hot water from engine cylinder jackets is led to top tanks of

the two radiators, which is positioned in front of blower fan. The fan is driven

from engine vibration damper pulley, engine driven water pump that sucks

the cool water from bottom of radiator and supply to transmission oil cooler

& engine cylinder jackets. Thus the coolant temperature is maintained

within limit. For more details about the cooling system inside the engine,

refer Cummins operator’s manual.

It is required to fill the water into the radiators in an average rate of 10 litres

per minute. While filling the water, observe that water in the other radiator

rises after a while, as the engine block is totally filled. Water is to be filled till

the neck of the radiator-filling pipe and start the engine, allow running at idle

speed for 5min. Now check the water level in radiators, if required top up

the radiator.

9.2 Temperature of engine cooling water

The temperature of the radiator water, which is circulated while the engine

is running, is maintained within the range of 75°C to 95°C. For this purpose

the engine is equipped with thermostat, to maintain water temperature being

practically constant. If the water temperature is below the normal operating

condition, thermostats will by-pass the maximum amount of the water from

circulating into the radiators. When the temperature of cooling water rises to

75°C the thermostat will starts opening gradually and it will allow the cooling

To avoid the radiators to run short of sufficient amount of water, there is low

ater le el s itch hich is fitted on top tank of radiator It senses the lo


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water level switch, which is fitted on top tank of radiator. It senses the low

level and switch off the engine. It cannot be possible to restart the engine

unless water is filled into the radiator up to the mark. So it is advised to

check the water level in radiators regularly before starting the engine.

9.3 Cooling fan

A blower fan is provided in front of engine. The fan is driven by the pulley

and set of belts from engine vibration damper. Cooling fan is of bladed type

and axially blower type, which sucks the air from inside the engine hood

through the hood doors and blows to the radiator’s core area.

9.4 Radiators

There is a single radiator unit, which consists of two radiators to cool the

water temperature inside the engine jackets. These radiator cores are made

of copper and have adequate cooling capacity. Care to be taken for this

core area to keep always clean. There shouldn’t be any sort of hindrance

for airflow.

9.5 Transmission oil temperature

The piping diagram of the transmission oil cooling system is as shown

appended drawing no. 42061880. Hot oil from the transmission is pumped

to oil cooler mounted on engine, and after circulating in cooler; it is fed back

to the transmission. The temperature of transmission oil should be within

the max. temperature of 110°C The cooling system is designed to keep the

temperature of transmission oil within the above range in normal operation.

Sometimes if the locomotive is driven for long periods below continuous

operation speed, the oil may be overheated due to the high heat rejection

For more details about maintenance of Transmission & radiators refer

separate manuals


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separate manuals.

10.0 Fuel supply system


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10.1 GeneralThe detail of fuel system drawing is in appended drawing No.42003040.

Recommended specification of fuel oil is given in the Cummins Manual. The

fuel oil can be filled to tank through the filler cap provided on top of fuel

tank. In the filler cap a fuel filter is provided.

From the fuel tank fuel is supplied through Danfos valve & a filter to fuel

pump mounted on engine.

10.2 Fuel tank

The locomotive is provided with a one fuel tank of total 2500 liters capacity,

mounted at centre of loco and below the deck plate of locomotive. Fuel tank

is made of 6mm thick MS plates. Fuel filter along with filling cap is provided

on top of the tank. A tubular fuel level gauge is mounted on the fuel tank for

indication. Two nos. of drain cocks are provided at bottom of each tank, if

the fuel is contaminated with dirt & foreign materials, it can be drained with

connecting suitable hoses to the end of the drain cocks. Provision of end

covers at both side of fuel tank are provided for any maintenance / cleaning

purpose.

For details about fuel pump and fuel supply system inside the engine, refer

separate Cummins operators manual.


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12.0 PIVOT MTG. ARRGT.


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The locomotive has Tri-mount pivot system, in which the complete weight of

the mainframe and equipments mounted on the frame is supported on these

pivots. The main functions of these pivots are

1. Carries the total load of the equipment weight and transfer to the

suspension system thru bogie frame

2. Transfer the traction & flange force in the locomotive between the bogie

and mainframe

3. Gives the rotational movement between bogie and mainframe in track

curvature for negotiability


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As the pivot are critical in function and requires more stability & strength, these


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are made out of steel forgings and precisely machined for its requirement.These pivots are intended to function with high loads and rotational movements

these are equipped with hard manganese liners on its load bearing area. These

liners will facilitate the pivots in resisting the fast wear out of surfaces.

The pivot mechanism has Three nos. of pivots mounted on bogie in a

Triangular order, in which two of them (Side pivot) are one type and center one

is different type.

1. Centre pivot:

Centre pivot bottom portion is welded to the centre superstructure of bogie and

upper portion is bolted to the bottom deck plate of main frame this pivot carries

static load of mainframe and equipments mounted above it. Apart from this, it

2. Pivot assy.(Side):


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These pivot assy. (2 no.) are mounted on the bogie side boxes. It is meant for

carrying and transmits the vertical load only. This pivot has a semi-spherical

joint in it, which allows the minimum misalignment of load bearing surfaces

during assy. or while locomotive in action. Item no.1, which is assembled to the

mainframe with set of fasteners. Item no. 2 is a forged brass & semi-spherical

in shape is attached with a set of pin & fasteners.

An oil pan is housed around this pivot to provide lubrication. A manganese liner

is provided between this pivot and stretcher on the bogie to resist the wear

during the travel of the locomotive. Care to be taken to clean & replenish the oil

at regular interval of time to get better performance. For filling the oil to the oil

pan, provision is given thru a pipe at side of the bogie. Open the plug at top and

fill th il till th il l l h t t f f th k t th l th

Recommended liner clearances and lubrication chart for maintenance :


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Centre pivot:

Pivot assy.(Side):


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Sl.

No.Description

Liner clearance(total) Type of lubrication

Initial Worn out

1. Centre pivot 0.5 mm 6 mm

Cylinder liner – Outer 8 mm 5 mm

Cylinder liner – Inner 8 mm 5 mm

Cylinder liner – Top 12 mm 9 mm

Cylinder liner – Inner 12 mm 9 mm

Oil (same as

Transmission oil)

2 Side pivot - 3 mm (Max)

Pivot Slide 10 mm 51.5 mm

Wear liner 10 mm 8.5 mm


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SECTION -3


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General

The Pneumatic system of the locomotive is provided to cater for the following


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functions: (Refer Dragon: 31902310)

13. Description of the pneumatic system

14. Compressed air charging and compressor governing

15.Brake pipe charging

16. Automatic braking and coordinated air brakes on Trailing stock

17. Emergency braking

18. Locomotive Independent brakes

19. Transmission forward /reverse control

20. Engine throttle control

21. Pneumatic wind screen wiper

22. Pneumatic sander

23. Pneumatic horn

24. Multiple Control

1.0 Description of pneumatic system

Pneumatic system of the locomotive is with compressed air type and used for

locomotive Brakes, Controls, Trailing load.

One belt driven compressor connected through a counter shaft assembly & one

engine mounted Compressor together provides adequate capacity is used for

main air source. System pressure is normally set to 7.0 kg/cm2.

2.0 Compressed air charging and compressor governing

Compressed air from the compressors charges through the respective Hose (3

to respond at 7.5 kg/cm². One pressure gauge (15.1) is provided in this line to

indicate the pressure built up in the air reservoirs. The pressure switches (13)


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when it cuts out activate an inbuilt electrical contact. This electrical contact iswired to energize the normally closed magnet valve (7.1), working on 24 V DC,

to connect main reservoir pressure at its inlet to its delivery to actuate

Automatic drain valves (11.1, 11.2 & 11.3) at all three reservoirs. These auto

drain valves purge any condensation from air reservoirs. A branch off from this

line is taken to actuate the unloaded valve (inbuilt in the compressor) which

inhibits further build up of air pressure by compressor till such time the system

pressure drops to 6 kg/cm².

3.0 Brake pipe charging

The main reservoir air from air reservoir (10.3) charges into inlet port 30 of A-9

Automatic brake valves (50.1 & 50.2), mounted in the driver’s desk. The A-9

brake valve has an adjusting wheel, which is used to set the pressure of air

delivered at its port no.5 which is to be 5kg/cm² at all the times. This pressure

of 5kg/cm² at delivery port no.5 of A-9 brake valve is reference pressure to

which brake pipe is to be charged.

The delivery port no.5 of A-9 valve is connected to the inlet port no.3 of 3/2-

way valve (28.3), which is normally connected to outlet port no.2. From outlet

port 2 of 3/2-way valve (28.3) is connected to pilot port of C2 relay valve (53).

In this condition Main reservoir line is connected at port 1of C2 relay valve (53)

passes through outlet port 3 of relay valve and charges the locomotive brake

pipe connected to Brake-pressure line (59). Two Duplex pressure gauge (48.1,

Two 3/4” cut-off cocks (54.1) are placed in BP charging & sensing lines,

close to BP train pipe. These cut-off cocks to be closed while loco


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connected with other trailing stock during transit.

4.0 Automatic braking and Co - ordinate air brakes on Trailing

stock

The compressed air charged into the brake pipe, passes through cut off cock(54.2) and hose coupling (58) kept open on the train side of the locomotive into

the brake pipe of the trailing stock, where it charges into the Distributor valves

provided in each wagon. The cut off angle cock in the farthest end of the train

needs to be closed. When the brake pipe in the complete train is charged to

5kg/cm² the control valves in the trailing stock move to connect the brake

cylinder in respective trailing stock to atmosphere at the Distributor valve

exhaust and keeps the train brakes released.

4.6 Automatic braking application - service

Whenever it is required to apply the locomotive

brakes as well as the trailing load brakes, thehandle of A-9 automatic brake valve, is moved

into the service brake application zone, permitting

brake pipe air pressure to drop at a service rate

at the exhaust port of the brake valve under

operation. Decreasing the reference delivery

pressure from the A-9 brake valve causes the

reduction in pilot air pressure at C2 relay valve

(53) through 3/2 way valve (28.3), then C2 relay valve (53) also to respond

responds to the loss of pressure at its brake pipe (internal to C3W) port (BP) in

comparison to the level of its reference air pressure in its control reservoir and


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sends signal air pressure through its BC port-to-port no.2 at C2 relay valve (45)via a double check valve (43.5). The max. signal pressure that can be fed to

the C2 relay valve (45) is controlled by the Distributor valve (52), which is set to

3.8kg/cm², at Brake pipe pressure of 0 kg/cm²). In this condition while the C2

relay valve (45) receiving the pilot pressure from C3W distributor valve’s (52)

BC port, opens the MR supply at its port 1 to delivery port 3 and then the brake

cylinders. This pressurized air received by brake cylinders of the locomotive

applies brakes to the wheels. Two nos. of Duplex pressure gauge (48.1 & 48.2)

provided on the instrument panel to indicate the pressure at brake cylinders, of

both bogies. The ½” isolating cocks (8.2 & 8.3) are provided between brake

cylinders and C2 relay valve, which should be closed at the time of cylinder’s

overhauling.

For air braked trailing stock, reduction of pressure in the brake pipe as caused

by the A-9 brake valve will propagate throughout the length of the brake pipe in

the trailing stock. Then the individual Distributor valves connected to the brake

pipe in each trailing stock will respond to the brake pipe pressure depletion in

that region and move to application position. Thus, the air brakes are held

applied by the Distributor valves, which ultimately reach a lap position for any

stabilized pressure in the brake pipe, after the reductions.

4.7 Stabilization after application

After the desired brake pipe pressure reduction has been achieved, the A-9

brake valve will lap itself at a pressure level as governed by the position of its

handle. The stabilization of brake pipe pressure after the desired reduction

4.8 Graduated application


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Further steps in brake application with increased intensity are realized bymoving the brake valve handle further into the application zone, which causes

greater reductions in the brake pipe pressure. The intensity of the brake

cylinder pressure delivered by the C3W Distributor valves both in locomotive

and trailing stock also increases proportionately to the degree of handle

movement of the A-9 valve in the application zone.

Following are the approximate values of the brake pipe output pressures at

various positions of the handle of the A-9 Automatic brake valve and the

corresponding brake cylinder pressures.

Position of A-9 automatic BP pressure BC pressure

brake valve handle in kg/cm2 in kg/cm2

Release 5.0 0

Minimum Reduction 4.5 to 4.7 0.7 to 1.2

Full service 3.2 to 3.4 1.2 to 3.8

Over reduction 1.8 to 2.6 3.8

Emergency 0 3.8

4.9 Release and recharge

When the A-9 automatic brake valve handle is moved to 'Release' position to

release the brakes, the main reservoir pressure at its port no.30 is connected to

atmosphere, in proportion to the rise in pressure of the brake pipe. Due to this

the C3W distributor valve (52) withdraws the brake cylinder signal pressure

(BC) d t it t it h t t D t d l ti f i t i l t 2


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(BC) and vents it at its exhaust port. Due to depletion of air at signal port no.2of C2 relay valve (45), the brake cylinder pressure is exhausted at the exhaust

ports of the relay valve (45). Thus the brakes are fully released.

4.10 Emergency braking

When it is required to make the shortest possible stop, the A-9 automatic brake

valve handle is moved to emergency position, which opens the air brake pipe

connected at port no.1 directly to atmosphere at the vent valve of the A-9 brake

valve, in addition to the normal exhaust of air pressure

Operation Manual for San 1400 TPP HDR IV CC BG 135T

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Transcript of Operation Manual for San 1400 TPP HDR IV CC BG 135T