GENERAL® ELECTRIC Educational... · GENERAL ELECTRIC MODEL U25B DIESEL-ELECTRIC LOCOMOTIVE These instructions do not purport to cover all details or variations in equip ment nor

GEJ-3815A

EDUCATIONAL MANUAL

GENERAL ELECTRIC

MODEL U25B

DIESEL-ELECTRIC

LOCOMOTIVE

These instructions do not purport to cover all details or variations in equipment nor to provide for every possible contingency to be met in connectionwith installation, operation or maintenance. Should further information be desired or should particular problems arise which are not coveredsufficiently forthe purchaser's purposes, the matter should be referred to the General ElectricCompany.

GENERAL® ELECTRIC

5-63 (3M)

: f

Cascade Rail Foundation www.milwelectric.org



















FUEL

LUBE OIL

WATER

INTAKE AIR

EXHAUST

w

E9900A

CO CO


SECTION 4

401

LUBRICATING OIL SYSTEM

DESCRIPTION

The engine lubricating oil system provides pressurelubrication to bearings within the engine and carries awayheat produced by friction and combustion.

The lubricating oil system consists of the followingcomponents in their order of oil flow. See Fig. 4-1.

1. Engine crankcase2. Pump3. Relief valve

4. Filter

5. By-pass valve6. Cooler

7. Regulating valve8. Strainer

9. Engine supply system

An oil pan is bolted to the main frame to enclose thebottom of the crankcase and hold the oil supply. Two oilfill openings, one on each side of the crankcase, are sealedby e^qjandable plugs. Two dip sticks, one on each side ofthe engine, are used to measure the crankcase oil level.

Oil from the crankcase is drawn over an inverted trapand into the suction side of the gear-type lube oil pump.

OIL FLOW OUTSIDE THE ENGINE

Oil discharged from the pump is piped to the lube oilfilter. A relief valve protects the system against excessive pressure.

Oil is forced through the oil filter which contains eightidentical, clamped-in elements. A by-pass valve is externally connected between the filter inlet and dischargepipe. This valve insures continuing engine lubrication iffilters become clogged.





CAB GAGE CONNECTIONOR PRESSURE TESTPOINT

CONTROLGOVERNOR

ENGINE LOWOIL PRESSURESHUTDOWNRESET

GOVERNODRIVE

?

OVERSPEEDGOVERNOR

OIL TO OVERSPEEDBUTTERFLY VALVES

SUPPLY

LINE

RETURN

PIPE

TURBOCHARGER

LUBE OIL PIPING

MAKE-UP OIL

SUPPLY OIL

OVERFLOW DRAIN

CHECK VALVE

OVERSPE D GOVERNORSECONDA Ry RESERVOIR

CAST-IN HEADER

PUMP SUPPLYPIPE

FILL OPENING

(BOTH SIDESOF ENGINE)

COOLER

STRAINEROIL LEVELDIP STICK

{BOTH SIDESOF ENGINE)

PUMP

TEST POINTFILTER

VENT

PRESSURE RELIEF VALVE

PRESSURE REGULATING VALVE

TEST POINT

VALVE® -CRANKCASE DRAIN VALVE

VALVE® -END COVER DRAIN VALVE

VALVE© -FILTER DRAIN-BACK VALVE

VALVE© - STRAINER DRAIN VALVE

FILTER BY-PASSVALVE

TEST POINT

E9902B

SECTION 4405

Fig. 4-1. Lubrkating-oii system


SECTION 5

501

FUEL OIL SYSTEM

DESCRIPTION

The engine fuel supply is contained in a fuel tank located below the locomotive platform. Fuel is drawn fromthe tank by the electric-driven fuel-booster pump and circulated through the system. See Fig. 5-1,

The fuel system consists of the following components,

the system:

1. Fuel Tank

2, Emergency fuel cut-off valve

3. Primary filter

4. Fuel booster pump

5. Relief valve

6. Secondary filter

7. Engine fuel header

8. Injection equipment

Q Regulating valve

10. Sight glass

>

The suction side of the system is between the tank andthe booster pump. Fuel is drawn through the emergencyfuel cut-off valve and a two-element primary fuel filterbefore reaching the pump.

NOTE: On some systems a strainer is used inconnection with fuel filters.

The pressure side of the system is between the booster pump and the pressure regulating valve which dis-



CYLINDERDRAIN

FUEL

HEATER

(IF USED)

FUELSTRAINER

SECONDARY FUELFILTER

PRIMARY FUELFILTER

(FILTERS LOCATED ONLOWER LEFT SIDE OFENGINE )

FUELHEADER

CAB PRESS. GAGE(IF USED)

TANK SIGHTGAGES

TANK

FILL

FUEL DIAL GAGE(IF USED)

EMERGENCY CUT-OFF,VALVE

(IF USED)

CONDENSATE DRAIN VALVE

DRAIN PLUG

TANK VENT

FUEL TANK

ioOSTER PUMPVALVE (g)-PRESSURE RELIEF VALVE VALj/E (D-PRESSURE REGULATING VALVE 0AND(g)ARE TEST POINTS

E-9903C

SECTION 5

503

Fig. 5-1. Engine fuel-oil system


SECTION 6

601

COOLING WATER SYSTEM

DESCRIPTION

COMPONENTS

The locomotive cooling system is a pressurized watersystem which maintains an essentially constant engine operating temperature throughout the load range and withwide variations in ambient temperature. The system alsosupplies heat to the cab heater and to the water-cooled aircompressor. See Fig. 6-5.

The cooling system consists of the following principalcomponents:

1. Water Storage Tank

2. Lube Oil Cooler

3. Water Pump

4. Water Inlet Headers

5. Water Discharge Header

6. Flow Control Valve

7. Radiator Panels

8. Cab Heaters

9. Valves and Interconnecting Pipes

SYSTEM OPERATION

The water storage tank, located just forward of andslightly below the radiator panels, contains the supplyof "working coolant" in the system. Two fill openings,equipped with spring-loaded caps, are located near thetop of the water-storage tank. The openings are situatedto allow water to be added to the tank from either side ofthe locomotive. See Fig. 6-5.

Water leaving the storage tank is drawn downwardthrough vertical tubes in the lubricating oil cooler and is











)

TEMPERATURE OPERATEDTHERMOSTAT VALVES

U FILTER SCREEN VI(INLET OPENING)

FLOW FROM-X -ENGINE

m

OUTLET TO RADIATORSECTIONS I - 2

OUTLET TO RADIATORSECTIONS 3-4,-5-6

FLOW TO WATER

STORAGE TANK

TEMPERATURETEST GAGE

FITTI NG

note:- A,B,C AND D ARE SEPARATE CAVITIESWITHIN THE VALVE ASSEMBLY.

VALVES Vi AND V2 ARE HOLLOW

PISTON TVPE VALVES. i

E-9946-A

SECTION 6

611

Fig. 6-2. Flow-control-valve operation(Condition: min/mum enginecoo/ing required)


SECTION 6

613


FILTER SCREEN VI{INLET OPENING)

FLOW FROM

ENG NE

OUTLET TO

RADIATOR

SECTIONS 1-2

FLOW TO WATER

STORAGE TANK

111*#


FITTING

OUTLET TO RADIATOR

SECTIONS 3-4-5-6

note:- A.B.C and D are SEPARATE CAVITIESWITHIN THE VALVE ASSEMBLY. [VALVES VI AND V2 ARE HOLLOW jPISTON TYPE VALVES.

Si E-9947-A

Fig. 6-3. Flow-confrol-valve operation(Condition: partial enginecooling required)


SECTION 6

615


FILTER SCREEN VI{INLET OPENING)

7L FLOW FROM-\ -ENGINE

OUTLET TORADIATOR

SECTIONS 1-2

FLOW TO WATER

STORAGE TANK

•Vv


FITTING

OUTLET TO

RADIATOR

SECTIONS 3-4-5-6

NOTE!- A,B,C AND D ARE SEPARATE CjAVITIESWITHIN THE VALVE ASSEMBLY, i

VALVES VI AND V2 ARE HOLLOWPISTON TYPE VALVES.

E-9948-A

Fig. 6-4. Flow-confrol-valve operation(Condition; full engine cooling required)


SECTION 6

617

COOLING WATER SYSTEM

)

Water pressure in Chambers B and C will be increased somewhat by the closing of valve V2, thusvalve Vi will remain open.

If cooling requirements continue to decrease, thethermostats will further reduce pressure in Chambers B and C. When the pressure in Chamber Cbecomes sufficiently low, valve will close,shutting off the flow of water to the radiator sections 1 and 2. As with valve V2, the radiator sections are vented to the storage tank through thelower piston valve thus permitting the waterremaining in these sections to quickly drain to thetank.

INSPECTION AND REPAIRS

It is not necessary to drain the water system to inspect or to replace the parts in the flow control valvesince water is only present in the valve during engine operation. Proceed as follows:

1. Remove the covers over the thermostats and the

Vj^ and V2 valves.

2. Check the piston-type valves for free verticalmovement by lifting and releasing them. If theirmovement is not free, check the valve piston surfaces and the cylinder walls for scoring or foreignmaterials. Polish the scored surfaces using a 320-grade of emery cloth.

3. Remove the dresser coupling in the discharge-water line from the engine to the flow-controlvalve.

4. Remove the collar and the short length of pipe atthe flow-control valve to allow removal of the fil

ter screen.

5. Pull out and clean the flow-control valve filter

screen.







SECTION 7

701

AIR SYSTEMS

DESCRIPTION

LOCOMOTIVE AIR SYSTEM

All air used by the locomotive enters horizontallythrough both sides of the radiator compartment at the opposite end from the operator's cab. The incoming air passesfirst through the dynamic braking grids, if the locomotiveis so equipped, and then the air flow is divided. Part ofthe air is forced upward, through the radiators by the tworadiator fans, and the remainder being driven downwardby the equipment blower into the primary air cleaner. SeeFig. 7-6. After cleaning, this air is supplied to the engine, used for equipment cooling and for ventilating theoperator's cab.

As shown in Fig. 7-1 and 7-2, the primary cleaner ismade up of 1470 individual cleaning tubes, arranged inseven banks of 210 tubes each, with suitable ducts to direct the air flow.

Each tube acts as a miniature cyclonic dirt separator.Incoming air enters the opening between the outer andinner tube. (See Fig. 7-3.) Vanes positioned in the tubes

Fig. 7-1. Primary air cleaner—top view








INTAKE AIR

EXHAUST

LUBE OIL ( FOR OVERSPEEOSHUTDOWN SYSTEM )

OVERSPEED GOVERNOROIL SUPPLY

BUTTERFLY VALVEACTUATOR OIL SUPPLY

EXHAUST MANIFOLD SHROUD

SECTIONAL INTAKE MANIFOLD(BOTH SIDES)

OVERSPEED SHUTDOWNACTUATOR AND BUTTERFLYVALVE (BOTH SIDES) DUCT TO

TURBOCHARGER

/ACTUATOR OIL DRAIN(BOTH SIDES)

FLEXIBLE ELBOW(BOTH SIDES)

AIR FROM IPRIMARY CLEANER "S,.

PANELBATH FILTERS(BOTH SIDES)

SECTION 7

709

Fig. 7-7. Engine air system


SECTION 8

801

OVERSPEED SYSTEM

DESCRIPTION AND OPERATION

The function of the overspeed system is to protect thelocomotive power plant by preventing excessive rotationalspeed.

The overspeed system consists of the following principal components:

1. Overspeed governor.

2. Two overspeed shutdown butterfly valves, eachwith a hydraulic actuator connected by mechanicallinkage.

3. Associated interconnecting lines.

The overspeed governor is located on the right sideof the engine below the speed control governor. Like thespeed control governor, it is driven from the right bankcamshaft gear through the governor drive gearing. SeeFig. 8-1.

During normal engine operation, the overspeed governor delivers engine lubricating oil at regulated pressure of200 psi to the actuators of the two overspeed shutdownbutterfly valves.

These valves are mounted, one on each side of theengine, between the air outlets of the intercoolers and thefirst sections of the intake manifolds. See Fig. 8-2.

The overspeed shutdown butterfly valves are shown incross-section in Fig. 8-3. When open, they permit air toflow from the intercoolers into the intake manifolds. Whenclosed, air supply to the engine is cut off.

The actuators of the butterfly valves are constructedvery much like an air-brake cylinder. Oil under pressurefrom the overspeed governor causes the actuator pistonsto advance, opening the butterfly valves.







TRIP INDICATOR

'OVERSPEED OIL TOLOCK-OUT ROD I | ̂

TRIP SPEEDSETTING SCREWRESET BUTTON

{TRESS TO RESET)

RESET SPRING

LOCK-OUT SPEEDADJUSTINGLEVER

SPEEDER SPRING

FLYWEIGHT

LATCH

(RELEASED]

FLYWEIGHT HEAD

PILOT VALVEPLUNGER(DOWN]

OIL FROMENGINE

RELIEFVALVE

DRAIN TOSUMP DRIVE FROM ENG

TO ENGINESUMP

OIL TO GOVERNOR

PRESSURE OIL

DRAIN

SPEED DROOP BRACKET(SET AT 50% POSITION)

•FLOATING LEVER

-TERMINAL LEVER

•POWER PISTON (DOWN)

PRESSURE OIL TOHYDRAULICALLYOPERATED AIRBUTTERFLY VALVEPISTONS

GFAR PUMP

E - 9707

Fig. 8-5. Operating condition—engine running at normal speeds

TRIP INDICATOR

TRIP SPEED'SETTING SCRfew

SECTION 8

807

SPRING

)VERSPEED.OCKOUT ROD

LOCK-OUT

LATCH(ENGAGED)

RESET BUTTONPRESS TO RES..T)

WWWWB

SPEEDADJUSTINGLEVER

SPEEDER SPRING

FLYWEIGHT

PILOT VALVEPLUNGER (UPl

FLYWEIGHT HEAD

DRAIN TOSUMP DRIVE FROM ENGINE

TO ENGINESUMP

^ OIL TO GOVERNOR

m PRESSURE OILI I OIL TO DRAIN

SPEED DROOP BRACKET(SET AT 50% POSITION)

FLOATING LEVER

TERMINAL LEVER

POWER PISTON (UP)

OIL FROMENGINE

RELIEF VALVE

GEAR PUMP

OIL FROM HYDRAULICALLY■OPERATED AIR BUTTERFLY

VALVE PISTONS

E-9708

Fig. 8-6. Tripped cond///on—resu/fof engine overspeed


SECTION 8

809

OVERSPEED SYSTEM

1. The reset spring and overspeed lockout rod willposition the terminal lever to hold the power pistondown in its bore (lockout latch released).

2. Downward pressure of the speeder spring - as setby adjustment of the trip-speed setting screw -will hold the flyweights in and the pilot plungerdown.

3. In these positions the bottom of the power piston isconnected to drain to the engine sump through portsin the pilot valve bushing to a groove in the pilotvalve plunger, and through a slanting hole drilledfrom the groove to the lower end of the pilot valveplunger.

4. Oil under pressure (200 psi) from the pump is delivered through porting in the pilot valve bushing,around the pilot valve plunger and out to the powerpiston. With the piston down, the oil can flowaround the lower groove and out of the governorcase through connecting lines to the butterfly valveactuators.

Note that the upper groove in the power piston willalso contain oil under pressure by nleans of drilledholes connecting to the lower groove. Also, a slotin the pilot valve plunger - below the port connecting to the power piston - is connected to the pressurized oil in the pilot valve bushing through asecond diagonally drilled hole.

Engine Overspeeding (Tripping Action) See Fig.

1. As engine speed increases to the overspeed setting, the flyweights will move outward and raisethe pilot vailve plunger, bringing the pressurizedoil slot in line with the port connected to the powerpiston.









































































Documents

GENERAL® ELECTRIC Educational... · GENERAL ELECTRIC MODEL U25B DIESEL-ELECTRIC LOCOMOTIVE These instructions do not purport to cover all details or variations in equip ment nor