700 Description The transfer locomotive Models TR5 and TR6 are rated at 2400 and 1600 horsepower, respectively. These locomotives are composed of an "A" and "B" unit permanently coupled together. Only one operating cab is included on such locomotives, and that is on the "A" unit. The operating control station in the "A" unit is conveniently Located in the operator's cab. An electro-hydraulic governor control system is used, allowing simultaneous control of both power plants from a single operator's control station in the cab.
Each unit being provided with a local control station permits isolation of either power plant without affecting the operation of the other power plant. There is a local control station conveniently located in the operator's cab of the leading unit and at the front end of the trailing unit where it is visible to the engineman.
Each control station is equipped with an isolation switch, fuel and lubricating oil gauges, and signal lights. An alarm bell and a yellow "bull's-eye" signal light is supplied in the cab, and a similar light is located in the panel of the booster unit. This provides for a simultaneous audible and visual alarm indication in case of low oil pressure. Two other signal lights are supplied on the booster unit control panel, to indicate auxiliary generator operation or hot engine water temperature.
The engineer's control station, conveniently located to the left of the engineer's seat, includes the engine speed throttle, locomotive reverse lever, and the transition forestalling lever. The lever arrangements are such that the throttle must be in the IDLE position and the transition forestalling lever in SERIES (Off) before the reverse lever can be removed, locking the controller.
The locomotive is provided with automatic forward transition from series to series-parallel, plus automatic shunting in the series-parallel position. Forward transition- is initiated by the action of a voltage operated relay (FTR). Backward transition from series-parallel shunt to series-parallel is automatic. Backward transition from sertes-parallel to series is accomplished manually. The lever operated transition forestalling switch is provided for use in forestalling the automatic transition feature. A transition (forestalling) relay CM) trainlines the action of the transition forestalling lever.
| 1. | Low Oil Signal Light | 4. | Throttle Lever |
| 2. | Classification Light Switch (If Used) | 5. | Transition Forestalling Lever Switch |
| 3. | Road Service Switch | 6. | Reverse Lever Location |
701 Throttle Lever This lever controls the speed of the engines in normal operation, and can also be used to shut down all the engines in an emergency. The position of the lever is shown in the illuminated indicator above the lever. The throttle has positions: STOP, IDLE, and speeds 1 to 8. STOP can be obtained only by pressing on the emergency stop button on the end of the throttle lever and pushing the lever as far forward as possible; this stops all engines. Idle is far forward as the throttle can normally be moved without depressing the shutdown button and is used when the locomotive is stopped or when no power is desired. No. 1 position or "Run 1" connects the power circuits and gives power to the locomotive with the engines at idle speed (275 RPM). Moving the throttle to "Run 2" advances the engine speed 75 RPM as does each additional movement of the throttle until 800 RPM is obtained in "Run 8."
702 Reverse Lever The reverse lever must NOT be moved from FULL FORWARD to FULL REVERSE position, or vice versa, at any time the locomotive is moving. Direction of the locomotive is controlled by movement of the reverse lever to the forward or reverse position. In neutral the power circuits will not close. With the reverse lever in neutral, it can be removed from the control stand if the throttle is in idle and the transition forestalling lever is in SERIES; this locks the operating controls. The reverse lever should be removed whenever the engineman leaves the locomotive.
703 Mechanical Interlocks On The Controller The levers on the control stand are interlocked so that:
704 Electro-Hydraulic Governor Control The throttle control at the operator's station actuates four sets of electrical contacts, which energize four solenoids (A, B, C, D) in the electro-hydraulic governor control assembly on each engine. These solenoids, when energized, act on the triangular fulcrum plate, which operates the speed control pilot valve. As the speed control pilot valve raises or lowers, oil flows to or from the speeder spring piston, increasing or decreasing the pressure on the speeder spring to increase or decrease the engine speed.
| ENGINE SPEED CHART | |||||
|---|---|---|---|---|---|
| THROTTLE POSITION | ENGINE SPEED RPM | ||||
| SOLENOIDS ENERGIZED | |||||
| A | B | C | D | ||
| STOP | * | 0 | |||
| IDLE | 275 | ||||
| 1 | 275 | ||||
| 2 | * | 350 | |||
| 3 | * | 425 | |||
| 4 | * | * | 500 | ||
| 5 | * | * | * | 575 | |
| 6 | * | * | * | * | 650 |
| 7 | * | * | 725 | ||
| 8 | * | * | * | 800 | |
The engine speed chart, shows the engine speeds with the particular solenoids energized for each position of the throttle. In this way, by energizing the 'solenoids from the throttle lever in the cab, the speed of all engines in the locomotive is controlled.
705 ER Relay The ER relay is used on locomotives with electro-hydraulic governor control and is normally energized when the isolation switch is in the RUN position and the fuel pump switch is IN.
When the ER relay is de-energized, the ER interlocks AB, CD, and EF open, de-energizing the A, B and C solenoids to bring engines to idle speed. If the throttle is in Run 5 or 6 at this time, the engines will stop. The following items will cause the ER relay to be de-energized:
706 Isolation Switch The isolation switch, located in the "A" unit, Fig. 7-2, is provided so that in case of necessity the power plant may be ISOLATED (the "B" unit isolation switch is located on the engine control panel in that unit). ISOLATED means disconnected from cab control. When isolated, the engine may be shut down without affecting the remaining power plant of the locomotive. The switch has two positions - START and RUN. With the switch in START position, the power plant is disconnected from that in the other unit and is said to be ISOLATED. The engine will remain at idling speed and will not respond to throttle control. The power contactors in the electrical control cabinet will not operate. The START or STOP buttons are effective only when the isolation switch is in the START position. (The START'button for the "A" unit is located on the control push-button switch box).
707 Engine Control Panel ("B" Unit) The " B" unit is equipped with an engine control panel, and Fig. 7-3, which contains the engine START STOP buttons, the fuel pump switch, the isolation switch and the alarm signal lights. The engine is started individually and then "Placed on the line" by moving the isolation switch to the RUN position. To shut the engine down, the isolation switch is moved to the START position -and the engine stopped by pressing on the STOP button. With the engine - stopped, the fuel pump switch on the engine control panel should be turned off.
| 1. | Fuel Pressure Gauge | 6. | Engine Stop Button |
| 2. | Hot Fngine Alarm Light | 7. | Fuel Pump Switch |
| 3. | Aux. Gen. Signal Light | 8. | Engine Start Button |
| 4. | Low Oil Alarm Light | 9. | Engine Room Light Switch |
| 5. | Lube Oil Pressure Gauge | 10. | Isolation Switch |
708 Battery Only one set of batteries, located in the "A. unit, is used on the locomotive. The auxiliary generators of each unit are connected (in parallel) to charge the batteries. P>709 Low il Pressure And Lube Oil Suction Alarm In the event that the lube oil pressure drops below the minimum safe limit, the low oil pressure switch establishes the alarm circuit and the engine will. stop. High lube oil suction will have the same effect.'
710 Hot Engine Alarm In the event that the, engine cooling water temperature should exceed 208 degs at outlet of the engine, the engine temperature switch will cause the alarm bell,located in the cab, to ring. If the "B" unit is causing the alarm the HOT ENGINE signal light will be lit on that unit. If the "A" unit is causing the alarm it will be indicated by the engine water temperature gauge.
711 Auxiliary Generator Signal Light A light mounted on the engine control panel of the " B" unit is lit whenever the auxiliary generator in that unit is "charging."
712 Motor Cut-Out Switch A motor cut-out switch is mounted in the electrical cabinet of each unit. This switch permits the isolation of one of the power trucks of each of the units.
| 1. | Signal Relay (SR) | 4. | Battery Charging Resistor |
| 2. | Shunting Contactors (M) | 5. | Reverser Switch (RVR) |
| 3. | Shunting Field Resistor | 6. | Wheel Slip Relay (WSR) |
713 Air Compressor Switch Each unit is equipped with 9L compressor control switch (CCS), actuate by main reservoir pressure, and a compressor relay (CR). A compressor control wire (CC) runs throughout the locomotive thereby causing air compressor synchronization. This feature will load the compressors in each unit simultaneously and prevents the possibility of one compressor doing more than its share of the work.
714 Dual Cab Control Operation On special order dual controls are supplied in the cab of the locomotive. This arrangement allows the engineer to choose his control station depending on the direction in which the locomotive is to be operated. TWO identical control and brake stands are provided in the cab of the locomotive. The control switches at each control station are connected in series. This means that the proper switches at both control stations must be closed in order to operate the locomotive (as only one road service switch is provided, there are no special instructions for its operation other than those given in Art. 114).
To facilitate the operation of the various switches in the two control panels it is recommended that ALL switches at the NON-OPERATING control station be put IN the closed position. The engineer may then turn on only those switches at the operating control station that are necessary for the operation of the locomotive. In this manner the engineman will be able to instantly push IN or pull OUT any item from the control station at which he is located.
When changing operation from one control station to the other the procedure for handling the throttle, transition and reverse levers, and the brake equipment is the same as that given for changing ends (Art. 209) with the exception that the control switches must be handled as mentioned in the preceding paragraph.