Railway Diesel Engines Instalation Manual

Railway Diesel Engines
INSTALLATION MANUAL
TEDOM a.s.,
Division Engines
Belgick 4685/15
466 05 Jablonec nad Nisou
www.tedomengines.com
InstallationManualTEDOMRailwayEngines
1.
Contents

1.
Contents ............................................................................................................................ 2
2.
Introduction........................................................................................................................ 4
3.
Engine Installation Instructions .......................................................................................... 5
4.
Engine Lifting and Transport ............................................................................................. 6
5.
Area for Engine Service and Operation ............................................................................. 7
6.
Engine Assembly ............................................................................................................. 10

6.1.
Engine Mounting ...................................................................................................... 10
6.2.
Strength Requirements for Vehicle Frame Design ................................................... 10
6.3.
Engine Centre of Gravity .......................................................................................... 12
6.4.
Torsion Diagram ....................................................................................................... 12
7.
Power Off-take from Flywheel ......................................................................................... 14
8.
Cooling System ............................................................................................................... 15
9.
8.1.
General Principles .................................................................................................... 15
8.2.
Assessment of Cooling Circuit.................................................................................. 16
8.3.
Description of Cooling Circuit ................................................................................... 16
8.4.
Coolants ................................................................................................................... 18
Aspirated Air System ....................................................................................................... 19

9.1.
Air Intake .................................................................................................................. 19
9.2.
Engine Compartment Coverage ............................................................................... 19
9.3.
Air Filter .................................................................................................................... 20
9.4.
Clean Air Line ........................................................................................................... 20
9.5.
Engine Ventilation .................................................................................................... 21
10. Fuel System .................................................................................................................... 22

10.1. Fuel Line ................................................................................................................... 22
10.2. Fuel Tank ................................................................................................................. 23
10.3. Filtering ..................................................................................................................... 23
11. Exhaust System .............................................................................................................. 24
11.1. Main Parts of Exhaust System ................................................................................. 24
11.2. UDA Control Instrument of SCR Catalytic Converter ............................................... 25
12. Engine Lubrication System .............................................................................................. 29
12.1. Oil Pressure Sensing and Check ............................................................................. 29
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12.2. Oil Filtering ............................................................................................................... 30

12.3. Lubrication Oil Service and Inspection ..................................................................... 31
12.4. Hydraulic Drive of Engine Cooling ............................................................................ 31
13. Electrical System ............................................................................................................. 32
13.1. Principles .................................................................................................................. 32
13.2. Connection of Electric Starter ................................................................................... 33
13.3. Accumulator ............................................................................................................. 34
13.4. Alternator .................................................................................................................. 35
14. Control System ................................................................................................................ 36
15. Technical Information ...................................................................................................... 37
16. Additional Information ...................................................................................................... 38
16.1. List of Associated Documents .................................................................................. 38
16.2. Registration Sheet of Installation manual Revisions ................................................ 38
17. List of Used Abbreviations ............................................................................................... 39
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2.
Introduction
This Installation Manual is used to provide basic advices and recommendations for the
installation of TEDOM engines into the railway vehicles. Adherence to these principles is a
prerequisite for preserving the manufacturer's warranty, long service life of the equipment, and
trouble free operation. Before starting any works please pay attention to this entire document
and further documents that are referred to in the text below.
Adherence to the safety regulations and general personal injury prevention principles as
well as observance of the local applicable laws and standards is presumed during installation
and operation.
Given the unceasing development of the TEDOM engines aimed at the objective to
improve parameters, service life and operator comfort as well as for reason to adapt the engine
to specific customer requirements, the version represented herein needs not always reflect the
reality. The information given can still be considered generally valid.
This Installation Manual is intended for the installation of the TEDOM engine types below:
716
814
822
824
826
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3.
Engine Installation Instructions
We recommend application of the personal protective equipment and conformance to the

generally applicable occupational safety principles during the actual engine installation into the
installation area.
We recommend that the steps below are adhered to during installation:
Check that no damage was caused during transport or storage.

Remove package to clean carefully the possible protective and preservation agents.
Before the actual engine installation, check to see if the seating surfaces of the frame are
flat and well cleaned.
In case the engine was not supplied with gearbox perform the assembly of gearbox as
instructed in the manual supplied by the gearbox manufacturer.
Handle the engine during installation with the utmost care to avoid injuries to persons and
damage to the engine parts. Suitable elements for handling are described in Chap. 4.
Mount the engine in the vehicle frame according to the instructions given in Chap. 6.1.
Perform the first filling or replenishment of all the service charges in the specified amounts
as per the attached Operation and Maintenance Manual.
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4.
Engine Lifting and Transport
Only the approved lifting gears of a minimum loading capacity of 1200 kg must be used
to lift the actual engine. Only the instructed worker who has to abide the safety regulations for
the specific lifting gear can be charged with the lifting.
Fig. 1 Handling grips and connection points for mounting the engine in vehicle
The engine can be lifted by using the grips intended for this purpose only. The arrangement
of grips on the engine is depicted on Figure no. 1 (points 1 and 2).
The engine stability during transport is assured by the means of transport the engine is
placed in (disposable wooden pallet or steel frame). Stability of the means of transport with the
engine can be assured exclusively by gripping it at the structure of this means of transport and
not at the engine. Engine parts can be damaged.
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5.
Area for Engine Service and Operation
When installing engine a sufficient space needs to be ensured to assure problem free access
for the equipment operator (see the Operation Manual) and for maintenance (see the Service
Book). It is further necessary to take due care to keep sufficient space for the engine movements
resulting from the flexible mounting.
Easy access to the engine will ensure minimization of costs for maintenance and reduction
of downtimes.
It is advisable that the frame structure allows disassembly of the oil sump or at least its
offset by a min. 270 mm. It should further be possible to dismount the intake, exhaust and water
pipes. If this is not rendered possible, certain more complex engine repairs will require that the
engine is removed from the vehicle's installation area.
A set of illustrations with instructions and illustrative representation of the access to certain
common service tasks follow. Version of specific engine may differ from the version specified
herein!
Fig. 2 Drain hole for the fluids from the engine's top surface
Throughput of the threaded hole in the rear lid must be ensured
during installation as well as with the engine running. This drain
hole assures draining of the fluids that may be trapped in the tray
area under the high-pressure pump in the course of operation. In
case of any failure in the fuel system the area under the highpressure pump will be flooded by the fuel that may be ignited as
a result of the engine's high surface temperature! Therefore
take care that the hole stated above remains in a through
condition under all circumstances.
Fig. 3 Valve clearance setting

methods
Fig. 4 Oil filter replacement
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Fig. 5 Manual engine cranking method by using a fixture

(at the flywheel's toothed rim)
Fig. 6 Access to injectors (before the

injectors are dismounted it is always
necessary to dismount the supply and
exhaust fuel tubes and, before re-assembly
lubricate thoroughly the nut thread and the
contact surface between the cap nut and
the injector)
Fig. 7 Injection advance setting method
(locking of flywheel by inserting a pin
through the rear lid, setting the injection
advance by using the scale at the perimeter
of the flywheel in reference to the top edge
of the setting window)
Fig. 8 Crankcase ventilation maintenance
Fig. 9 Air filter maintenance
Fig. 10 Oil measuring and replenishment
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Fig. 11 Access to the engine wiring
Fig. 12 Drainage of coolant from the

cooling circuit and engine block
Fig. 13 Oil drainage
Fig. 14 Centrifugal filter cleaning
Fig. 15 Fuel filter maintenance
Fig. 16 V-belt tensioning method
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6.
6.1.
Engine Assembly
Engine Mounting
Engine mounting in the vehicle frame is usually a flexible process where silent-blocks are
used. The M16 threaded holes (points 3 and 4 on Fig. no.1) are intended to hang up the engine.
These are five holes in the engine block at the front lid and four holes on both sides of the rear
lid. If the engine is supplied with a pair of alternators, a bracket (point 5) instead of the holes
(point 3) is intended to mount the engine then. The bracket will be suspended with its bottom
surface to the silent-block.
The crucial factor for a correct mounting function is tuning of actual oscillation frequency
to be significantly lower (by a minimum of 40 %) that the main exciter frequency. The exciter
frequency of the four-stroke engines is 12.5 Hz (at a speed of 1500 rpm) or 15 Hz (at a speed
of 1800 rpm).
The actual frequency drops with growing machine set weight and it grows with the growing
rigidity of silent-blocks. With the given machine set weight the rigidity of silent-blocks is an
essential parameter then. Soft silent-blocks provide low actual frequency and, on the other hand,
it is necessary to count on a large oscillation amplitude of the entire machine set, namely when
critical speed is being overcome (machine set starting and stopping), at abrupt loading changes,
alternatively, at fault conditions (injector failure, and so on.).
The frame structure must be very rigid so that it has the minimum influence on behaviour
of the flexible mounting system. Silent-blocks must be arranged so that they are loaded
uniformly with regard to the machine set's centre of gravity.
All he pipes (that of exhaust, coolant, and fuel) must be connected using flexible elements.
Their working range must respect the real amplitude of the machine set oscillation when in
flexible mounting. Inconvenient flexible elements (for example, too rigid bellows) or their
insufficient work range may lead not only to a reduction of their service life but also to a damage
of the connected engine parts (turboblower, water pipe, intercooler, etc.).
Possible damage to any element of flexible mounting influences significantly behaviour of
the entire flexible system and it may result in damages of significant extent so it is necessary to
stop the machine set immediately if any such an event occurs.
6.2.
Strength Requirements for Vehicle Frame Design
The frame structure must be dimensioned sufficiently to counteract the combination of

loading induced, among others, by the engine weight when railway vehicle is being operated.
The maximum loaded states during operation are defined by the technical standard of CSN EN
12663-1 from 2010.
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Each joint of the vehicle frame must be designed so that it withstands combinations of
loads induced by the engine mass acceleration according the Tab. 1, i.e. loads from acceleration
in the vertical direction with longitudinal direction (state I) or with transverse direction (state
II) and the loads defined by the actual engine weight and the engine location in a vehicle (state
III). Detailed description of the limit loads is contained in the technical standard above.
Fig. 17 Coordinate system of the horizontal engine
Longitudinal
Side
Vertical
acceleration
acceleration
acceleration
(direction A)
(direction Y)
(direction Z)
I
3g
0
1g
II
0
1g
1g
III
0
0
(1b)g*
(*) b = 2 at the vehicle end and it decreases in linear manner to 0.5 in the middle of the
vehicle
Load
state
Tab. 1 Definition of the load states

Dynamic loads induced by the influence of vertical and transverse irregularities and
collapse of the rail can be determined upon empirical data on the acceleration according to the
following Table 2.
Side
acceleration
(direction Y)
0.2g
Vertical
acceleration
(direction Z)
(10.25)g
Tab. 2 Definition of the dynamic component from the rail irregularities and collapse
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6.3.
Engine Centre of Gravity
If the engine's coordinate system is placed as per Fig. 17 the coordinates of the centre of
gravity will be as follows then:
X
[mm]
633
Y
[mm]
120
Z
[mm]
4
Tab. 3 Approximate coordinates of the engine's centre of gravity

6.4.
Torsion Diagram
Fig. 18 Torsion diagram of 6-cylinder TEDOM engine with a torsion damper, pulley, and
flywheel
ThemeaningsofsymbolsonFig.no.18areasfollows:
J0
J1
momentofinertiaofthetorsiondamperring
momentofinertiaofthefrontcrankshaftendindependenceon
versionseethetablebelow
J2J7
momentofinertiaofthecylinderunit
J8
momentofinertiaoftheflywheel
torsiondamper'sattenuationcoefficient
C1
rigidityofthefrontcrankshaftend
C2C6
crankshaftrigiditybetweenthecylinders
C7
rigidityoftherearcrankshaftend
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J1 [kgm2]
0.2035
0.2888
Tab. 4 Moments of inertia of the supplied pulleys

J0
J2 J7
VOITH
ZF
J8
SAE 11
SAE 14
K
C1
C2 C6
C7
0.0840
0.1140
1.4699
0.7875
2.3750
2.0737
86.300
2.1320x106
2.8700x106
4.4240x106
kgm2
kgm2
kgm2
kgm2
kgm2
kgm2
Nms/rad
Nm/rad
Nm/rad
Nm/rad
Tab. 5 List of moments of inertia, attenuation coefficient, and rigidity

Reducedweightoftherotarymassesofonecranking(without
counterweights)
Rotarypartofthepistonrod
Weightoftheshiftingmassesofonecranking
Tab. 6 Weight distribution of the piston group
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6.71
kg
3.70
5.11
kg
kg
7.
Power Off-take from Flywheel
The engine power can be taken off both from the front and rear crankshaft end, i.e. from
the pulley or from the engine flywheel. The permissible taken off powers are prescribed in
the TEDOM Engine Operation and Maintenance Manual.
As standard the rear engine lid corresponds to the SAE 1 size. Specific sizes of the rear lid
and flywheel can be found in the engine installation drawing. The types below belong to the
standard supplied flywheels: VOITH, ZF, SAE 11 or SAE 14.
Connection of engine with the driven equipment must be executed so that the axial
backlash of the engine crankshaft is not eliminated both in the direction from pulley and in
the direction from flywheel. It is also necessary to assure that the backlash is not eliminated
even as a result of the forces induced under operation (axial forces from the connected
equipment or thermal expansion).
If the engine is connected with ZF gearbox perform the installation in harmony with the
Internal Code "Code for Gearbox Assembly No. 61-0-0288".
Fig. 19 Rear engine part with ZF type flywheel and rear lid
In case of the gearbox supplied by installer, perform installation according to the attached
instructions from the gearbox manufacturer.
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8.
Cooling System
TEDOM engines are the liquid cooled engines with enclosed forced circulation of the
coolant. The engine is fitted with centrifugal water pump with a belt drive from the crankshaft.
8.1.
General Principles
The required flow of coolant through the engine as well as the other circuit parameters are
always specified by the technical specification of relevant engine.
The engine cooling circuit must necessarily be equipped with temperature monitoring
feature. The engine is fitted with temperature sensor at the coolant outlet from engine. The
circuit's operating temperatures are set forth by relevant technical specification. Once the
maximum limit coolant temperature value that is 102 C is exceeded the equipment must
be shut down (if not stated otherwise by relevant engine's technical specification).
The structural design of the cooling circuit must not allow occurrence of pulsations with
the operating and aerated system.
The circuit must be equipped with deaeration line to allow continuous deaeration of the
system under operation. All the necessary deaeration lines must be reduced by 4x10 mm
orifice gauge. To reduce ineffective flows to maximum extent by deaeration it is convenient to
firstly connect these points to reduce them by the orifice gauge. The line must rise continuously
in the entire length.
The system must be deaerated completely no later than in 30 min. since its putting into
operation.
In the cooling system it is necessary to assure a space (expansion tank) that is equal to
a min. of 10 % of the entire volume of the coolant in circuit. This is used for coolant
expansion and as a reserve volume that assures reliable flooding of all the inner areas.
Expansion tank must be equipped with low level indication that is capable of shutting down the
equipment (for example, if the cooling circuit is damaged). The tank and circuit interconnection
must be ensured by using a pipe with an inner diameter of 25 mm and place it upstream of the
water pump intake, preferably in the lowest point of the system.
Cooling system must be designed so that excessive losses cannot result in creation of
underpressure at the inlet into the pump (cavitation hazard)!
It applies for the system dimensioning that the cross section of the pipe to be connected
must not be lower than the cross section in appropriate connection point of the engine. Pipe
routing must prevent formation and accumulation of air bubbles (gradient, elevated points
without deaeration, etc.). If the engine is mounted flexibly also the pipe connected to the engine
must respect the amplitude range of machine set oscillation in the silent-blocks and thermal
expansion of the system. If rubber elements (hoses) are used, their length must be as short as
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possible and the execution must ensure stable shape. The cooling system must be designed to
assure that the system can be drained completely.
8.2.
Assessment of Cooling Circuit
The following relationship represents the basic dependence between the quantities to be
assessed:
Q ... the amount of removed heat [kW]

cp specific thermal capacity [kJ/kgK]
mass flow of the coolant [kg/hr]
t temperature difference at the engine inlet and outlet [C]
The resultant temperature drop between the coolant inlet and outlet of the engine should be
within 3 7C.
The dependence as per the diagram below applies for the value of specific thermal capacity.
Diagram 1 Dependence of the specific thermal capacity of coolant on the volume
concentration of anti-freeze agent
8.3.
Description of Cooling Circuit
The engine coolant circuit (Fig. 20) is equipped with a cabinet of thermal controllers with
a pair of BEHR thermal controllers that open the flow through the actual cooler. If the thermal
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controllers are closed the fluid flows in so called small circuit only. The following
characteristics are valid for thermal controllers: initial opening at 79 C 2 C; full opening at
94 C.
Fig.20Enginecoolingcircuitdiagram
Coolantinlet
Coolantoutlet
Centrifugalwaterpump
Expansiontankwithlowlevelindication
Fillingneckwithoverpressureplug(10kPa/+7010kPa)
Crosssectionthrottling
Deaerationline
Cabinetofthermalcontrollers
After any works on the cooling system have been finished, perform a tightness check to
see if no impurities are present in the system that could result in possible failure.
Caution: Never loose the assembly joints and avoid opening the expansion tank lid in the
moment when the cooling system is under pressure!
Manufacturer bears no responsibility for the product damage caused as a result of
inappropriate installation.
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8.4.
Coolants
To ensure a problem free engine operation and retain the warranty it is necessary to use
only the fluids that are in conformity with Internal Code "Coolant charges for TEDOM engines
. 61-0-0257".
Suitable measures must be adopted to ensure purity of the coolant.
Mixing of various types of anti-freeze mixtures is not recommended. Before filling the
engine with a new coolant it is necessary to flush the cooling circuit with a clean water and
drain completely. Please pay special attention to blowing with air or flushing with a jet of water
in order to prevent damage to the cooling circuit.
18/39
9.
Aspirated Air System
The system provides supply of air required for reliable engine operation. This system
usually consists of the aspirated air filter and the pipe. All the components with the joints that
the intake tract is composed of must be tightened safely. In case of any leakage the surrounding
unclean air would be re-circulated.
9.1.
Air Intake
Thelinethatsuppliesfreshairtotheairfiltermustmeettheprerequisitesbelow:
Selecttheairintakepointwithregardtotheminimumpossibleoccurrenceofimpurities
(dust raised by moving vehicle, water drops, ice, exhaust gases, oil and flammable
vapours)thatwouldcontributetoaquickcloggingofthefilterelement.
Securetheinletfromwateringress.
Selectthemaximumpossiblesizeofintakehole.Innocasethecrosssectionintheentire
lengthmaybelesserthantheconnectioncrosssectionatthefilter.
Recirculation of the heated air must be avoided (from exhaust gases, from heat
exchangers,etc.).Itisjustasnecessarytoselectsuitableroutetoensurethattheairis
notheatedinthecourseoftheline.
TheaspiratedairtemperaturemustnotexceedthevaluestatedintheEngineTechnical
Specification.
Render impossible the accumulation of condensate or its ingress into the filter by
convenientinclination.Ifnecessary,theholesforwaterdrainagemustbeinstalled.
9.2.
Engine Compartment Coverage
The air inlet must be executed in such a manner that direct intake of impurities is
eliminated.
Thecoolingholeinletsshouldbelocatedaslowestandfarfromthehottestengineparts
aspossible.Ifthecoldairisheatedassoonasattheinletitwillheattheothercooler
components.
TheenginecompartmenttemperaturemustnotexceedthevaluestatedintheEngine
TechnicalSpecification.
Incasetheenginecompartmenttemperatureexceedsthestatedvalue,exhaustpipecan
be insulated so that the radiating heat transmission into the engine compartment is
prevented.
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9.3.
Air Filter
The engine is delivered without the air filter as standard. In certain cases the engine can be
delivered with the Sandrik SPP 1200L (alternatively, SPP 1500L) air filter. When installing the
air filter one must bear on mind preservation of the access for the air filter maintenance and
servicing, for example, to replace filter element, and good visibility of the service indicator, if
installed.
When determining the air filter size the following presumption is based upon:
dimensioned flow = consumption of air Pf
The air consumption data is stated in the engine technical specification. Ripple factor Pf is
equal to one for the TEDOM engine, so the following applies:
dimensioned flow = consumption of air
In case the installer uses its own filter, the installer must assure such installation and service
intervals that the underpressure in the engine intake does not exceed the value stated in
the Engine Technical Specification for the entire filter service life. In case the filter is supplied
together with engine the installer/user conforms to the Warranty Certificate and Service Book
for Vehicle Compression-Ignition Engines document.
9.4.
Clean Air Line
The facts stated in this chapter pertain to the cases when the filter or its connection towards
the engine are not included in the delivery together with the engine.
When connecting the filter the following principles must be observed:
If the filter will not be connected firmly to the engine, oscillation amplitude of the entire
machine set must be taken into account, namely when critical speed is being overcome
(engine starting and stopping) when the line at the outlet from filter must not get
disengaged.
The line must be of such rigidity to prevent occurrence of deformities (collapse of cross
section) due to the air underpressure or overpressure in the system. The permissible value
of underpressure and overpressure in the pipe between TBD and engine intake pipe is stated
in the Engine Technical Specification.
The line must resist to oil, fuel, ozone, high temperatures, and weather conditions.
The line must be fixed so that there is no relative movement between the connection
accessories and the pipe.
The line must be well sealed to prevent re-circulation of the untreated air.
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The line length should be as short as possible with the minimum number of joints.
The air line cross section should not be reduced. Possible change to the line cross section
must be done conveniently. If possible, the line should be run straightly with a minimum
of bends.
The pipe must be run through such points that no additional heating of the compressed air
in the pipe takes place. Excessive heating has influence on the general efficiency of the
engine.
All the line parts must permanently resist to a min. temperature of 90 C. The parts of the
line from TBD compressor to the compressed air intercooler must permanently resist to a
min. temperature of 150 C.
Select sufficiently wide hose clamps to prevent their cutting in.
Pipes and sockets must not show any burrs, scales or unsmoothed seams. They should be
fitted with a border to prevent hose constriction.
9.5.
Engine Ventilation
In case when separator cannot be connected by the engine manufacturer for any reason it
is necessary to ensure interconnection of the outlet from separator to the intake tract between
the air filter and turboblower (underpressure in the intake ensures correct function of the
separator). Interconnection must be done so that no area for a collection of oil is formed in the
entire length. To drain such oil it is necessary to incline suitably the interconnection so that oil
can flow back into the separator. Make the actual pipe entry preferably at the right angle to the
intake pipe so that it does not interfere with the inner profile of the intake pipe.
Fig. 21 Crankcase ventilation system

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10.
Fuel System
Fuel system ensures fuel supply and discharge into/from the driving unit and retention of
fuel in the tank. Fuel system (see Fig. 22) consists from tank (point 1- not included in delivery),
filter (point 2), high-pressure injection pump (point 3) and the fuel line system.
Fig. 22 TEDOM compression ignition engine fuel system diagram
10.1. Fuel Line

Fuel can be transported in metallic pipes or dedicated hoses. High working pressure of fuel
exists in the fuel system. This puts high demands on sealing of individual parts. If metallic
screw union is used it is prohibited to use sealing tapes and thread sealants and, on the contrary,
it is convenient to use the system of sealing metallic rings. It is necessary to assure flexibility
of the metallic pipes at the connection point with the engine. The suitable metallic materials for
fuel line include Cor-Ten carbon steels and stainless steels.
Remark: The pipe of non-ferrous metals as, for example, of copper and its alloys is prohibited.
The pipe cannot resist to possible vibrations that result in the pipe's rupture. Copper and its
alloys are not suitable since they may cause a catalytic degradation of fuel.
Because the engine the power is taken off from is moving, the pipe must be gripped in
such a manner that the pipe is not stressed excessively under operation, for example, because
of the vehicle frame torsion. The used connection accessories must ensure that the pipes or
hoses are not worn through. The pipe must be routed from the tank to the pump and preferably
in inclination without any vertical loops (trap effect). If possible, it is recommended to route
the fuel pipe under the driving mechanism. Possible fuel leakage to hot places of the mechanism
22/39
may cause fire. The line must be placed at sufficient distance from the sources of heat. The
return fuel pipe must enter into the free tank area (above the fuel level). It is of utmost
importance to flush the fuel system, check it for tightness and deaerate it before putting the
engine into operation for the first time.
If shut-off valve is required it is convenient to place this valve into the feeding pipe. It is
not required in the return pipe.
10.2. Fuel Tank

The fuel tank must be mounted so that it is easily accessible for the connection of fuel pipe,
to allow its inspection, repeated cleaning, and it must be at sufficient distance from any sources
of heat.
The tank can be made of the same material as the pipe. Further convenient materials can
be, for example, aluminium alloy (max. copper content 0.1 %), plastic materials, or fibreglass.
The used steel should not contain zinc, either in a form of the main alloying component or in a
form of surface treatment. Impurities in the fuel (sulphur and, to a certain extent, water) may
cause reactions that create sludge that can damage the inner parts of the engine. The fuel tank
size is selected depending on the installer's requirements and with regard to the temperature of
fuel returning to the tank. This fuel is heated for reasons of compression from the previous work
cycles of the injection pump and it is led from injectors through the return pipe to the tank as
an excessive part of fuel dose that was not used for injection into the engine cylinder. In case
of very small tank, a result of the limited installation area, a significant increase of the fuel
temperature in tank may take place. If the fuel temperature in the tank rises above 50 C under
the normal operation the return pipe must be equipped with the fuel cooler or large tank must
be used. Expansion area of the tank should have a minimum volume of 5 % of the maximum
fuel volume. Higher temperature brings increased volume and reduced fuel viscosity. As a
result of the volumetric metering of fuel the engine power is reduced and, at the same time, a
lower viscosity may worsen the lubrication ability of the fuel and thereby reduce the service
life of the high-pressure injection pump. Engine power decrease in dependence on fuel
temperature is approximately 1.5 % of the power with fuel temperature change by 10 C above
38 C.
10.3. Filtering
Fuel filtering is located directly on the engine. The fuel is pumped from the tank by the
fuel pump placed in the common block with the high-pressure pump into coarse fuel filter. The
filter jacket is made of clear glass through which a visual inspection can be made. The fuel is
further transported through a dual filter into the high-pressure pump. The return fuel line is led
out directly into the tank through the pipe from injectors. Installation of the additional fuel
filtering apparatus is not required by the installer.
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11.
Exhaust System
Exhaust system removes the hot exhaust gases from the engine's work area into the
surrounding atmosphere. Its good functioning is conditional upon the minimum possible
pressure loss and tightness. Increased counter-pressure contributed to increased temperature of
the exhaust valves and turboblower that results in the reduced service life of the components.
11.1. Main Parts of Exhaust System

Exhaust pipe is composed of the interconnection pipe and the exhaust gas treatment
equipment. The exhaust gas treatment system contains: oxidizing catalytic converter (DOC),
Diesel particulate filter (DPF) that absorbs the solid and aerosol components of exhaust gases,
and selective catalytic reduction (SCR) that uses injected chemical solution to reduce the
nitrogen oxide emissions. For the chemical reaction, SCR system makes use of an additive
referred to as AdBlue. Storage of the additive requires installation of a tank. The tank volume
must be selected with regard to the consumption of AdBlue additive that amounts to 3 5 % of
the consumed fuel in this case. To distribute the additive it is convenient to use stainless pipe
or hoses as an alternative that resist to the conveyed substance. The metallic or hose line must
be fixed so that no vibrations take place in any point of the line. The line must be installed at
sufficient distance from the hot and moving engine parts (what is only admissible is
approximation of the line to the additive injector into the exhaust pipe).
Fig. 23 Active part of the exhaust pipe with DPF and SCR
Turboblower
Vibrationcompensator(bellows)
Dieselparticulatefilter(DPF)
Selectiveexhaustgascatalyticconverter(SCR)
24/39
Exhaust pipe must be connected with the engine by a flexible element. We can consider
bellows as the flexible element. The element above assures reduced stress of the collector pipe
and turboblower of the engine. The stress is caused by the actual weight of the exhaust system,
vibrations during operation and dimensional changes to the pipe caused by the exhaust gas
temperature. Because flexible element is used it is necessary to support and fix all the other
elements of the exhaust system. The correct location of supports/suspensions is important since
they allow certain flexibility between the pipe and the vehicle frame. (To imagine all this better,
it should be mentioned that the steel pipe of 1 m in length is extended by 1.2 mm with each
temperature increase by 100C). During installation, the actual exhaust system must not be
uselessly stressed by tension because of possible failure during the consequent operation. Once
the engine is seated it is necessary to ensure elimination of the residual tension that would cause
increased tension or system vibrations during operation.
The material recommended for the exhaust pipe is the stainless steel (e.g. 304, 306L, 316L).
Its application is substantiated by the corrosion effects of AdBlue additive when high
temperatures are present.
The exhaust system is a source of high temperatures that change in the course of operation.
Under the normal operation the temperature can reach the values of up to 680 C. If the
installation area must be protected from the heat released from the exhaust system, application
of insulation materials must be taken into account. Special attention must then be paid to the
insulation of flexible elements that may impair the insulation integrity with their movement.
11.2. UDA Control Instrument of SCR Catalytic Converter

The Emitec UDA instrument is pneumatic device that ensures that defined volume of
AdBlue additive is fed to the injection nozzle of the feeding equipment.
Fig. 24 Connection system of individual ports of UDA instrument

25/39
Port A: Compressed air connector from APU

Port B: AdBlue additive connector from the filter and tank
Port C: Mixture of AdBlue additive and air to the nozzle
Port D: Return of AdBlue additive to the tank
Port E: Main customer connector (e.g. ITT APD 37-pin) from the customer cable
harness
Port F: Air unit connector (ITT APD 2-way) from the customer cable
The ambient temperature specified for UDA instrument is from -40 C up to +85 C. The
system must supply AdBlue additive of a minimum temperature of +5C and maximum
temperature of +55 C to UDA instrument (temperature of AdBlue additive may reach +85 C
but only in peaks - maximum duration 30 min, minimum 24 hours between the peaks, total
duration: 500 hrs).
In case the temperature of AdBlue additive at the inlet to UDA instrument drops below
+5 C it is necessary to insulate the pipe or complete it with additional heating feature.
Whatever is the ambient temperature, the electromagnetic valve's coil may be very
hot so it is necessary to avoid any bodily contact with it after operation!
UDA instrument is equipped with the self-diagnosis system that UDA uses to inform the
system about its state by sending diagnostic messages through CAN bus.
The correct function of UDA instrument is conditional upon unambiguous installation
position. It is necessary that the vertical Z-axis of UDA instrument points perpendicularly
upwards (see Fig. 25). In case of any doubts or with different installation orientation please
refer to your dealer.
VERTICAL AXIS
Fig. 25 Installation position of UDA instrument
26/39
It is of utmost importance for the proper function that UDA instrument is installed
along its vertical axis (electromagnetic valve must point upwards)!
In case any welding works are done to the vehicle, UDA instrument must be
disconnected!
Please bear on mind that once the system is filled it can work with a maximum inclination
of +/- 45.
UDA instrument is highly precise so it is of maximum importance that the flatness of the
supporting bracket is within a tolerance of 0.2 mm to avoid deformation of UDA case.
UDA instrument is fixed with its flange to the vertical bracket using 4 M8 screws tightened
to a torque of 22 Nm. UDA instrument must be grounded to the vehicle frame with screws and
washers that assure the correct earthing. UDA instrument can be mounted from both bracket
sides (see Fig. 27); the bracket flange must copy the shape depicted on Fig. 26.
Fig. 26 Flange shape for the mounting of UDA instrument
Fig. 27 Connection methods for UDA instrument to the flange

27/39
UDA instrument is highly precise device; it is therefore necessary to follow the installation
instructions below:
Avoid direct exposure to the radiating heat from exhaust pipe and catalytic converter.
Avoid any mechanical shocks or stresses during handling or installation of the feeding unit.
Precision of UDA instrument is strongly dependent on the operating conditions and design
of the AdBlue additive intake pipe from the tank up to the UDA instrument. The intake pipe of
UDA instrument connected to port B must be perfectly tight in its entire length because any
leakages in the intake pipe may have a very negative impact on the precision of UDA
instrument.
The intake pipe must be as short as possible and it must not contain any bends or elbows
where the released gas from AdBlue additive may get trapped. One must bear on mind that
AdBlue additive is composed of urea and demineralized water that has a capability to evaporate.
The guidance for the correct execution of intake pipe for AdBlue additive is shown in Fig. 28.
It is strongly recommended to use a foot (non-return) valve at the end of the intake pipe.
Fig. 28 Installation of the connection of AdBlue additive tank and UDA instrument
If the following structural parameters are not adhered to, UDA instrument must be located
above the maximum tank level with AdBlue additive.
The loss of dynamic pressure on port B of the feed pump must be maintained below the
value of 50 mbar. The pressure on the feed port B must be maintained between the absolute
value of 800 mbar and 1100 mbar with the loss of dynamic pressure.
You can find the important instructions for the installation and operation of Emitec
UDA 7.5 instrument in the TEDOM Engine Operation and Maintenance Manual.
28/39
12.
Engine Lubrication System
The lubrication circuit of TEDOM engine is an enclosed system with forced oil circulation.
The lubrication system of individual engine branches is described in the Operation and
Maintenance Manual. Application of the engine oils for TEDOM engines (in general) is
prescribed by the Internal Code titled Engine Oil Charges for TEDOM Diesel Engines no.
61-0-0258. The specification Code titled Oil Charges for the Railway Vehicle Engines no.
61-0-0263.1 is valid for the railway vehicles.
The engine manufacturer's approval is necessary for further possible modifications or
completions of the oil lubrication and cooling system, for example : external tank, heating for
cold starts, micro-filtering, etc. These additional modifications must not be a source of oil
contamination (e.g. by condensed moisture).
Structural version must reduce to maximum extent the oil remainder that cannot be
drained during replacement!
12.1. Oil Pressure Sensing and Check

The oil pressure is checked by a pair of pressure sensors on continuous basis. Aside from
the "operating" pressure, the first sensor also measures the oil temperature and it is located
between the filter and heat exchanger case (Fig. 29). The other sensor provides a signal on a
complete oil pressure loss and it is located on the rear side of engine above the centrifugal filter
(Fig. 30). If the sensors are not installed ex-works for whatever reason they must be added
when the engine is being installed!
Fig. 29 Combined oil pressure and temperature sensor Fig. 30 Oil pressure loss sensor
If the control panel is equipped with numerical indicator of the lubrication oil pressure it is
suitable to check its reading. The "operating" lubrication pressure (and its time development)
is one of the criteria when the technical condition of the engine is assessed. The amount of the
"operating" lubrication oil pressure is significantly influenced by the oil temperature and the
29/39
engine speed as well as by the engine load and the selection of a specific oil. The reading must
therefore be monitored under identical conditions.
The "operating" lubrication pressure gradually drops in slight manner during the engine
life, among others, due to the wear to slide bearings. Monitoring of the pressure drop speed
along with evaluation of the content of abrasion metals in the engine oil both allow for the
planning of necessary (relatively cheap) repair to avoid by doing so significant damages
(damage to crankshaft, piston rods, frequently event the engine block, the costs associated with
unscheduled shutdown). A situation may occur in the engines operated for prolonged periods
of time when the operating pressure already fails to reach the value specified by the technical
specification, however, neither the pressure drop speed nor the amount of abrasion metals show
a growing risk of accident. In this case the engine can be further operated and by doing so the
technical life of the parts can be used fully. If the pressure drops below 320 kPa any further
operation is not recommended.
12.2. Oil Filtering

Lubrication oil filtering is assured by the full-flow filter (disposable cartridge with safety
valve) and centrifugal filter in the bypass.
Fig. 31 Engine oil filtering; the full-flow filter on the left, the centrifugal filter on the right
The oil filter is sealed with rubber rings in the connection point to the heat exchanger case
and it is fixed with screws to the plate heat exchanger channel and to the governor valve
channel.
The centrifugal bypass oil filter rotates rotor by utilizing the reaction force of the
pressurized oil streaming from the rotor nozzles. Due to the centrifugal force the impurities
from the oil deposit on the inner wall of the rotor to form a layer of sludge. The purified oil
flows by gravity into the engine sump.
30/39
12.3. Lubrication Oil Service and Inspection

To fill and replenish a fresh oil, use is made of the filling neck, see Fig. 32 (point 1). To
drain the old oil, use is made of two drain plugs in the bottom lid (point 3) and one plug in the
engine block. The oil level in engine is checked using the oil dipper (point 2). The oil level must
be between the gauge lines marked MIN and MAX. You will find more information in the
Engine Operation and Maintenance Manual. Replacement intervals for individual groups of
engine oils are given in the Code no. 61-0-0263.1.
1
2
3
Fig. 32 Filling neck, oil dipper, and drain plugs of the engine oil
12.4. Hydraulic Drive of Engine Cooling

In certain cases, the hydraulic drive of the cooler fan is supplied together with TEDOM
engine. The source of pressure fluid is the hydraulic pump that is connected by a fixed
mechanical link to the TEDOM engine. The pump drives the hydraulic motor of the cooling fan
drive. Its operation is controlled by the displacement valve. Feeding the electric signal will
result in the pressure (power) control in the circuit and as a result the hydraulic motor speed
control. The maximum safety pressure is set on the safety valve. In case of the displacement
valve's failure the throttle-emergency valve is used for the emergency operation that is shut off
completely if there is a need of maximum speed of hydraulic motor. This will result in putting
the displacement valve out of service and the hydraulic motor's speed is synchronized with the
pump speed. A non-return valve, that is used for stabilization of the controlled pressure and
zero speed when the control signal to the displacement valve is set to the off position, is
connected at the outlet from the hydraulic motor. The measuring connector on the connection
valve block is used for the connection of pressure gauge to monitor the pump pressure.
31/39
The oil charge diagnostics are the main tool of the preventive maintenance to ensure
reliability, operability and long service life of the hydraulic system.
Caution: Never start the engine if the hydraulic unit has not any oil charge there is
a risk that the hydraulic generator will be destroyed.
Before putting the hydraulic unit into operation read firstly the operation manual to the
hydraulic unit.
13.
Electrical System
All the works on the electrical installation must meet all the applicable local standards and
regulations. Refer both projection and execution of the electrical installation to professional
company. Before placing the equipment into operation an initial electrical revision must be
carried out. Revision report with the determined periodicity of the repeated revisions shall be
made from this electrical revision.
13.1. Principles
Certain basic principles are stated in the points below:
To make the equipment operate reliably it is necessary to perform its correct earthing which
is considered to be, for example, connection of the equipment to the central earthing system
of the vehicle.
Earthing of all the devices that can carry out movement must be flexible in order to prevent
possible later interruption of the earthing wires as a result of the operation.
Earthing assured by using screws is prone to oxidize in certain cases and it becomes a
source of interference. A convenient solution is a brazed joint in certain cases, however, its
application must be considered properly.
All the connections must be executed with an emphasis on the minimization of contact
resistances and protected against possible oxidization.
In case when the installation reasons require that the cable harnesses need to be run through
the places where they are under the risk of mechanical damage, these parts of cables must
be protected with a firm guarding.
A minimum distance of 10 cm must be maintained between the signal lines and heavycurrent cables. In case this minimum distance cannot be maintained, a metallic shielding
can be used.
32/39
Shielded cable must essentially be used for conveyance of the analogue signals! Use
fundamentally the cables with netting sleeves.
The cables sensitive to interference must be laid at a distance >1 m from the sources of
interference (electrical starter, alternator, actuators, etc.).
The cables must be numbered and marked according to the list of cables.
The bending radiuses of cables must be adhered to.
Wires/cable harnesses must be fixed in such a manner that they are not stressed by tension
or by excessive vibrations. The distance of the wire/cable harness clamps must be such as
to prevent spontaneous slacking of the wires/cable harness.
The cable harness line must be run at sufficient distance from the sources of heat.
If the cable are in contact anywhere else than in the cable harness they must be secured
against mutual movement because of possible damage of insulation due to friction.
Cable inlets must be secured against tension and properly sealed against ingress of dust and
other impurities.
Wires/cable harnesses must be run through the dry or, if possible, well ventilated places.
The hazard of fire must be reduced in the cable channels and in all the points where the
cables pile up. This hazard can be reduced by placing the cables in suitable manner or by
adopting a fire prevention measure.
13.2. Connection of Electric Starter

The starter is a part of the engine delivery in the absolute majority of cases. Individual
terminals are apparent from the following picture.
30
50
PE (31)
Fig. 33 Connection of electric starter to the electrical cables
33/39
Connect the Terminal 30 to the "plus" pole of the accumulator (or the corresponding source
of el. power), connect the Terminal PE (31) directly to the earthed "minus" pole of the
accumulator (if it is used, for example, 18 KPH 150 P). Dimension the wire cross sections to
the maximum current at the engine start that amounts to about 2000 A. Connect the Terminal
50 (starter's control terminal) through the switching element to the "plus" 24V pole (or of the
corresponding source of el. power). Dimension the switching element and wire to a current of
about 15 A. Battery isolator must be include in the electrical circuit. Wiring diagram is on Fig.
34.
Fig. 34 Wiring diagram

Battery isolator must be of such a design that will prevent the occurrence of voltage peaks
during the process of disconnection/connection that would be capable of damaging the exposed
semiconductors in the electrical circuit.
To enable starting of power unit it is necessary to consider in the installation that the total
(friction, inertia) resistances of the power unit at the moment of start must not exceed 1500 Nm
(at the battery temperature of +20 C) or 1200 Nm (at the battery temperature of -20 C) as
referred to the crankshaft.
13.3. Accumulator
Accumulator provides electrical power for the vehicle start and operation. Accumulator
must supply sufficient current for the engine start even in the limit conditions determined by
the installer. Accumulators must be located in the well ventilated premises where they will also
34/39
be covered sufficiently against the weather conditions. Accumulators must be conveniently

secured against movement. The accumulator area should be executed so that checking the
accumulator states is possible. The ventilated area is necessary for reason of a hydrogen
released when the battery cells are being charged. Even in a low concentration with the air the
hydrogen creates a highly explosive mixture so no equipment that may produce a spark
discharge may be located near the accumulators. Connection to the accumulator terminals must
be executed with care. The cable ends may be tin plated and fitted with suitable end piece
designed for a connection to the accumulator. It is convenient to protect the battery pin and end
piece against oxidization with a grease.
Caution: Never disconnect the charging cables and battery contacts from the accumulator
during the charging cycle. Sparking presents a risk of initiation of the gases that are generated
during the accumulator charging process. You will find the maintenance regulations and further
instructions in the manufacturer's specification.
The used power supply (power unit or accumulator) should have an inner resistance lower
than 5 m.
The accumulator capacity drops markedly with decreasing ambient temperature. In case
the accumulators will operate at very low temperatures it is convenient to fit them with
independent heating system.
The ambient temperature of batteries must not exceed 50 C.
13.4. Alternator
Alternator is used to charge accumulators and feed electrical equipment in the vehicle. Its
power should be higher at least by 20 % than the total demand of all the electrical devices in
the vehicle. Alternators supplied with the engine powers the system with electrical voltage of
28 V.
35/39
14.
Control System
The combustion engine is controlled by the RailJay Mkl system that controls the actuators
on the engine through the power switching module (see Fig. 35). These actuators are separated
galvanically from the unit power supply. The engine can be controlled either by the torque or
speed control feature.
The engine is controlled by the CAN bus which, aside from the engine control unit includes
also the other devices as, for example, the transmission control unit, air-conditioning system,
etc.
Communication of individual devices is based on the SAE J1939 protocol. The control
system's operating data are displayed on displays in both engineer's cabs.
The engine is interconnected with the vehicle communication system through the connector
illustrated on Fig. 36.
Fig. 35 Engine power module
Fig. 36 Main connector of the cable harness
All the works on the electrical equipment with the control unit and cable harness must be
done by the qualified person. Otherwise refer to the manufacturer. Unprofessional handling of
the system's electrical installation may result in the engine damage.
Caution: Never disconnect the cable harness from the electrical equipment if it is
under electric voltage!
36/39
15.
Technical Information
The basic description of TEDOM engine with its technical parameters are contained in the
Engine Operation and Maintenance Manual.
37/39
16.
Additional Information
16.1. List of Associated Documents
61-0-0257
Charges of Coolants for TEDOM Engines
61-0-0258
Engine Oil Charges for TEDOM Diesel Engines
61-0-0263.1
Oil Charges for the Engines of Railway Vehicles
61-0-0288
Gearbox Assembly Code
The Codes are available on request in the printed form, alternatively, they can be
downloaded for free in the latest version at the corporate websites:
http://cz.tedomengines.com/download.html
Further associated documents:
Engine Technical Specification (supplied together with engine)
Operation and Maintenance Manual (supplied together with engine)
Warranty Certificate and Service Book (supplied together with engine)
Engine Installation Drawing (available on request standard version at once, the other
customer configurations as agreed upon)
16.2. Registration Sheet of Installation manual Revisions

Ordinal
number
Issue1
Issue2
Dateofissue
Mainperformedchanges
April2014
September2014
Fig.17Coordinatesystemofthehorizontalenginecorrection
38/39
17.
C
cp
g
J
k
t
Pf
Q
SAE
SCR
DPF
List of Used Abbreviations
torsional rigidity
specific thermal capacity
acceleration of gravity
inertia moment
torsional attenuation coefficient
temperature
mass flow of the coolant
pulsation factor
amount of removed heat
Society of Automotive Engineers
selective exhaust gas catalytic converter
Diesel particulate filter
39/39
[Nm/rad]
[kJ/kgK]
[m/s2]
[kgm2]
[Nms/rad]
[C]
[kg/hr]
[-]
[kW]
TEDOM a.s., Division ENGINES

Belgick 4685/15
466 05 Jablonec nad Nisou
Telephone: (+420) 483 363 393
Fax:
(+420) 483 363 390
E-mail: info@tedomengines.com
Web: http://cz.tedomengines.com
GPS: +50 44' 29.81", +15 8' 47.05"
40/39

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Railway Diesel Engines

Engine Installation Instructions .......................................................................................... 5

Engine Lifting and Transport ............................................................................................. 6

Area for Engine Service and Operation ............................................................................. 7

Engine Assembly ............................................................................................................. 10

Engine Mounting ...................................................................................................... 10

Strength Requirements for Vehicle Frame Design ................................................... 10

Engine Centre of Gravity .......................................................................................... 12

Torsion Diagram ....................................................................................................... 12

Power Off-take from Flywheel ......................................................................................... 14

Cooling System ............................................................................................................... 15

General Principles .................................................................................................... 15

Assessment of Cooling Circuit.................................................................................. 16

Description of Cooling Circuit ................................................................................... 16

Aspirated Air System ....................................................................................................... 19

Air Intake .................................................................................................................. 19

Engine Compartment Coverage ............................................................................... 19

Air Filter .................................................................................................................... 20

Clean Air Line ........................................................................................................... 20

Engine Ventilation .................................................................................................... 21

10. Fuel System .................................................................................................................... 22

12.2. Oil Filtering ............................................................................................................... 30

Engine Installation Instructions

We recommend application of the personal protective equipment and conformance to the

We recommend that the steps below are adhered to during installation:

Check that no damage was caused during transport or storage.

Engine Lifting and Transport

Area for Engine Service and Operation

Fig. 3 Valve clearance setting

Fig. 4 Oil filter replacement

Fig. 5 Manual engine cranking method by using a fixture

Fig. 6 Access to injectors (before the

Fig. 8 Crankcase ventilation maintenance

Fig. 9 Air filter maintenance

Fig. 10 Oil measuring and replenishment

Fig. 11 Access to the engine wiring

Fig. 12 Drainage of coolant from the

Fig. 13 Oil drainage

Fig. 14 Centrifugal filter cleaning

Fig. 15 Fuel filter maintenance

Fig. 16 V-belt tensioning method

Strength Requirements for Vehicle Frame Design

The frame structure must be dimensioned sufficiently to counteract the combination of

Fig. 17 Coordinate system of the horizontal engine

Tab. 1 Definition of the load states

Engine Centre of Gravity

Tab. 3 Approximate coordinates of the engine's centre of gravity

Tab. 4 Moments of inertia of the supplied pulleys

Tab. 5 List of moments of inertia, attenuation coefficient, and rigidity

Power Off-take from Flywheel

Assessment of Cooling Circuit

Q ... the amount of removed heat [kW]

Description of Cooling Circuit

Aspirated Air System

Engine Compartment Coverage

Clean Air Line

Select sufficiently wide hose clamps to prevent their cutting in.

Fig. 21 Crankcase ventilation system

Fig. 22 TEDOM compression ignition engine fuel system diagram

10.1. Fuel Line

10.2. Fuel Tank

11.1. Main Parts of Exhaust System

11.2. UDA Control Instrument of SCR Catalytic Converter