When taking over a diesel-electric, check the lubricating oil, fuel oil, and cooling water -- see that hand valves in the water, air, and oil lines are in the proper position. Give handles on the filters in the fuel and lubricating-oil lines one turn. An inspection of engine, generator, and control compartments for cloths, tools, etc., that may have been inadvertently left near moving parts or electric connections is a worthwhile precaution.
NOTE: After engine is warm, air pressure can be built up faster by opening throttle somewhat less than halfway. Running the unloaded engine with throttle open wider is bad practice. Close throttle when air is up.
NOTE: Never reverse locomotive when it is in motion.
NOTE: Never stop diesel engine immediately after hard pull -- allow it to idle until water temperature drops to normal. In freezing weather, drain cooling system, or keep water heated -- otherwise leave engine running.
When the throttle is first opened, the control circuits are energized, the generator is connected to the traction motors, and the locomotive starts to move.
Successive advancement of the throttle acts on the governor to admit more fuel to the engine. The engine speed will increase until it reaches the setting of the governor as controlled by the throttle. More power is delivered to the generator and thus to the traction motors.
When moving cars, open the throttle just out of the idling position and wait for the slack to be taken up; then open the throttle steadily as rapidly as desired up to the slipping point of the wheels. Throttle movements should be smooth and continuous; do not jerk the throttle on and off. When the locomotive has accelerated to the desired speed, ease back on the throttle to the point where the speed is maintained. If locomotive at full throttle does not readily accelerate train to more than 6 1/2 mph, reduce train weight.
With engine running and controller handle in an operating position, never leave the throttle open if the locomotive is not moving as this can seriously damage the traction motors.
As locomotive speeds increase, traction-motor current decreases and voltage increases over a relatively wide range. To make maximum use of the voltage and current relationship between the generator and the traction motors, three different electric connections are used -- Series, Series-parallel and Reduced field. Consequently, the controller has these three positions for both Forward and Reverse. The positions selected depend on operating conditions.
Operation in the Series position at speeds above 8 or 10 mph reduces traction-motor output and results in a relatively low top-train speed. Control is such that the locomotive automatically operates in Series up to 8 mph, when accelerating, even though the controller may be set for Series-parallel or Reduced field.
This position is desirable in ascending grades that have dips which would permit locomotive speeds high enough for an automatic transfer to Series-parallel with a subsequent manual transfer back to Series at the end of the dip resulting in a loss of momentum.
This connection gives maximum operating efficiency for speeds between 8 and 23 mph. With the controller in this position, the locomotive operates in Series up to 8 mph, then automatically transfers to the Series-parallel connection. Transfer back to Series must be made manually either by closing the throttle and reopening, or by reducing to 1/4 throttle opening and turning controller handle to Series position.
This position permits the traction motors to apply the full diesel-engine output at maximum train speed. This position is most desirable for normal operation. The motors operate in Series up to 8 mph, then they are automatically connected in Series-parallel. At 23 mph, they are automatically reconnected for Reduced field. The transfer back to Series-parallel is also automatic. The transfer from Series-parallel to Series is manual.
The controller handle should be moved to reduced field position to utilize the automatic transition feature.
With the controller in this position the traction motors operate in Series up to 8 MPH, then they are automatically connected in Series-parallel. At 23 MPH they are automatically reconnected for reduced field. The transfer back to Series-parallel is also automatic at 16 MPH (at full throttle) but the transfer from Series-parallel to Series must be made manually when the CL indicating lamp lights, which is approximately 6.5 MPH on the 660 HP locomotive and 7.7 MPH on the 1000 HP locomotive, either by closing the throttle and reopening or by reducing the throttle to 1/4 opening and turning the controller handle to Series position.
If the locomotive is equipped with a loadmeter, see that currents above 730 amps are for Series operation only.
Do not use independent air brakes to stop a heavy train -- use the automatic brake. When testing air brakes with train in motion, partially close throttle to decrease current in traction motors, before applying brakes. After speed has dropped sufficiently, release brakes and reopen the throttle to desired position.
Sand bad rail before wheels slip or before brakes are applied.
When wheels slip with power on, partially close the throttle until slipping stops, sand the rails and then open throttle.
Do not exceed 2 or 3 mph if there is water over the rail. Never operate the locomotive through water that is more than 4 inches above the rail head.
Partially close the throttle just prior to crossing so that less current flows through the traction motors. This reduces the likelihood of arcing under the brushes and flashovers at the motor commutator when the wheels jar over the crossing.
Every 8 hours, perform the items listed below. When locomotives are in road service, this should be done more often, preferably at every terminal stop.
1. Cuno Strainer Handles -- rotate handles on lubricating-oil filter on right front of engine and on fuel-oil filter near fuel injection pumps.
2. Water-level Glass -- see that the water level glass at the expansion tank at the back of the radiator compartment shows water at all times.
3. Traction-motor Blowers -- check blowers and belt drives to be sure they are operating.
4. Lubricating-oil Level -- check oil level on bayonet gage; level should he within 1 1/4 inch of high mark with engine running and locomotive standing on level track.
Make periodic visual inspections of underneath equipment to see that there are no loose or dragging parts. This is particularly important if the locomotive is in road service. Investigate any unusual sounds or odors immediately and report to the maintainer.
1. Engine Cooling-water Temperature -- Hold the temperature between 150 deg and 170 degs F. by controlling the radiator shutters. There are shutters over the radiator sections on either side of the hood and over the radiator fan in the roof of the locomotive. In controlling temperatures, start out with all shutters closed. Then first open the top shutters by operating the lever in the cab. If the temperature exceeds 170 degs F. with the top shutters wide open, the side shutters should be opened beginning with the right, or engineer's side, in the Summer time, and beginning with the left, or fireman's side, in the Winter time. This arrangement gives better oil cooling since oil and water cores are mounted on the left side. If the water temperature exceeds 180 degs F., determine the cause. Never let the temperature exceed 190 degs F.
2. Lubricating-oil Pressure -- should never be less than 26 lb.
3. Fuel-oil Pressure -- should be between 30 and 50 lb.
4. Water Level -- should always show water.
5. Control-air Pressure -- should be 70 lb.
6. Air-brake Pressure -- should read in accordance with railroad practice.
7. Battery Ammeter -- normally should read between 0 and plus 5. If it continually shows discharge, notify the maintainer.
1. Generator Overload Indicating Lamp -- when current exceeds the rated current value for the generator, an indicator lamp lights on the control stand when the motors are operating in Series-parallel or with Reduced field. When the lamp lights (disregard flickering), close the throttle, move controller handle to Series and reopen throttle.
2. Wheel-slip Buzzer -- if the wheels slip, a buzzer sounds in the cab. When this occurs, shut off or partially close throttle until the buzzing stops; this indicates that slipping is over. On locomotives equipped to stop wheel slipping automatically, ease off the throttle only when slipping is recurrent. With a heavy load on bad rail, the throttle may have to be closed and reopened several times to get the train moving.
1. Lubricating-oil-pressure Switch -- when the lubricating-oil pressure drops to 23 lb. this switch opens the governor dump valve and stops the engine. This switch resets automatically when oil pressure is restored.
2. Ground Relay -- when ground relay occurs in high-voltage electric circuits, the ground relay operates to reduce the generator field. If the locomotive suddenly loses power, inspect relay to see whether it has tripped. To reset ground relay, close the throttle and reset relay by raising the holding latch. If the ground persists, open ground-relay switch, reset relay and move the locomotive no more than absolutely necessary to get in the clear.
3. Engine-overspeed Trip -- if the diesel engine overspeeds, the overspeed trip will automatically shut down the engine.
To reset, pull out each Bosch pump cutout plunger and turn until the trip pin points straight down. Pull out the reset handle until it latches, and then pull out and turn each plunger to engage trip pin in the notch in the rack.
| When Starting Up | Fuses Involved |
|---|---|
| Engine will not crank | Battery circuit Engine-starting circuit Control circuit |
| Fuel Pump will not run | Battery circuit Fuel-pump motor |
| Battery ammeter shows discharge | Control circuit Auxiliary-generator power circuit Auxiliary-generator field |
| Locomotive will not move | Control circuit |
| Locomotive in Operation | Fuses Involved |
| Battery ammeter continuously shows discharge | Auxiliary-generator
power circuit Auxiliary generator field |
| Battery ammeter read zero | Battery circuit |
| Locomotive stops | Control circuit |
| Diesel engine loses load | Control circuit |
| Fuel pump stops | Fuel-pump motor |
| Diesel engine stops | Fuel-pump motor |
| Lights do not burn | Respective light |
1. Try putting a new fuse in place of the questionable one to see if the difficulty is corrected. Actual test of the fuse should be made with a test set by the maintainer.
