CCC TCD KCACOONKCMOKCKCMONOMOKOKO KOKO KC KOKO KOK OOO MA KAKO KAO O CHAPTER Protective Devices Introduction There are many devices and systems on the locomotive designed to protect the locomotives mechanical and electrical systems. In this section we will focus on the ‘main protective devices that protect the engine against; © Low water, © Crankease Pressure © Hot Oil * Low Oil, and + Engine Overspeed EPD - ENGINE PROTECTION DEVICE Low Water & Crankcase Pressure Protection = ‘A low water detecting portion of the EPD, (Figure 9.1), balances water pressure against airbox pressure. When water pressure falls, the device dumps oil from the governor supply line, causing an engine shutdown. TTS Locomotive Training Series - Student Text onWhile there is no air box pressure when an engine is shut down, there is spring pressure. ‘This spring pressure must be acted against by water pressure in order to keep the device latched in On certain devices the statie water pressure working against spring pressure will not keep the device latched in when the engine is shut down. This is not necessarily an indication that the device is defective. It is merely necessary to reset the device immediately after engine start. Figure 9.1. EPD Testing EPD Operation Operation ofthe low water shutdown device, Fig,9,2, should be checked at the intervals stated in the Scheduled Maintenance Program or whenever faulty operation is suspected. To test operation of the low water detecting device, run the engine at idle speed and turn the test cock mounted on the water pump discharge elbow to the horizontal position. The low water button should pop out smoothly without hesitation after water trapped behind he operating diaphragm escapes through the drain hole provided (in not ‘more than a few seconds of time). Return the test cock to the vertical position, Figure 9.2 Test Cock Operation Ws Electro-Motive Mode 567, 648 & 710 Series Diese! Engines cece cececcececececececcecccceccecccecececccceHDoeceaaccceocncecceccanocecccecncracccarcraecnaoca Observe the low oil plunger on the governor as it moves out. The plunger should extend fully and the engine begin to shut down in about 55 seconds. As the engine be- gins to shut down reset the low water bution and the low oil plunger. Operate the rack Positioning lever to bring the engine back up to idle speed before complete shutdown, Verify that the low water button stays set Hf the low water shutdown reset pushbutton does not pop out freely without assistance when the test cock is opened and the engine is at idle. the device should be removed and replaced with an operative device. Refer to the Service Data page for a listing of instructions covering maintenance and qualification of the low water protector. Special apparatus is required for proper testing, ‘The crankcase pressure detector may be tested in a similar manner by applying a rubber tube over the test opening on top of the detector and applying suction to trp the upper button, ‘The combination low water and crankcase pressure detector is a mechanically operated, pressure-sensitive device designed to determine abnormal conditions of engine coolant and crankcase pressures, ‘The low water safety device is a spring loaded, normally open, two-way valve piloted bya latching mechanism on a diaphragm stack. There are two diaphragms in the stack; one sensing water pressure into the engine, and the other sensing engine air box pressure. NOTE:. The air box-to water diaphragm area ratio for TURBOCHARGED IS 1:1 The air box-to water diaphragm area ratio for BLOWER (ROOTS) IS 3:1 Under normal operating conditions water pressure exceeds air box pressure. ‘The low water reset button WILL TRIP when water pressure 's within 1/2 psi of air box pressure. The folowing conditions will cause the detector to trip: * Loss of water level. ‘* Pump cavitation due to air entrainment (during starting). ‘+ Pump cavitation due to water temperature approaching bolling Point. Applicable to non-pressurized systems. ‘+ Excessive air box pressure due to turbine surging at low throttle ‘speeds. (Turbocharged engines only) ‘OVERFILLING the water tank can cause low water shutdown, TTS Locomotve Training Series -Stusert Text, on1. Watar Pump Discharge 2. Water Pump niet Pressure 3. A Box Pressure 4. Ol in From Govemor 5. Ttp Position 6 Latch Position 7. Ol Retumn To Crankcase 8. Vert Fiting 9. Crankcaso Prossure Nogatvo Figure 9.3 Low Water Pressure Condition In some installations, the test cock is located at the bottom of the device while, in others, itis in the water pump outlet elbow. By rotating the test cock handle as, illustrated in Figure 9.2, to the horizontal position, the discharge of water from the small orifice hole in the cock should be a steady flow. Because of contaminants in the cooling water, the small orifice in the cock may become plugged, reducing or restricting the bleed off of water pressure on the water diaphragm, In most cases, rapidly opening and closing the test cock a few times will dislodge the obstruction and allow the low water detector to trip. Plugging of the test cock in no way affects the operation of the low water device With the engine running at idle speed, placing the test cock in the horizontal position, and obtaining a free flow of water from the orifice, should trip the device on the first or second try. If the device does not trip, the device should be taken off and checked on a test panel to determine the cause of malfunction. It is recommended that the operation ofthe lovcaiassatector be checked monthly. = Electro-Motive Model 567, 645 & 710 Series Diesel Engines: CEOCCECCEEECCECCECEECCEOECERECCECECECE CCE ccoO D GIGEO © ©0600 GOCOC GG COGCGCOGGCOCOGGOOCOG aC COG 6. Trp Postion 7. OW Retum To Crankoase 8. Vent Fitng 9, Crankeasa Pressure Posiwve Figure 9.4 Positive Crankcase Pressure Condition Crankcase Pressure Detector (EMDEC) ‘The crankcase pressure detector used on EMDEC equipped engines senses any ‘malfunction which causes a positive, rather than the normally negative engine crankcase pressure. When the device senses a positive crankcase pressure, i trips a switch to signal the EMDEC master Electronic Control Module (ECM) which shuts the engine down. ‘The EMDEC switch type crankcase pressure detector has a long stem held in a latched position until a positive pressure builds up in the crankcase. This pressure pushes on the large diaphragm which, in moving, releases the long stem. ‘Outward movernent of the stem operates a lever to close contacts in a switch mechanism attached to the bottom of the detector. This switch provides the shutdown, signal to the ECM. Negative pressure is normally maintained by the crankcase ventilating equipment. The following are conditions (apply to both EMDEC and mechanical injector systems) that can cause a crankease pressure detector to trp * Blocked oil separator or aspirator tube in the exhaust, excessive oil level in crankcase, resulting in blockage of oil separator. * Cylinder compression leak into the oil pan or top deck from a cracked cylinder head, cracked piston, loose injector, improperly installed or broken rings, broken valves or badly worn valve guides. TTS Locomotive Training Series Student Text on* Pressurized air from the air box leaking to the crankcase from hardened or broken liner seals, broken crab bolts, loose crab bolt retainers or extreme cylinder scoring, © Overheated part in crankcase igniting oil vapours (crankcase explosion) * Incorrectly installed lube oil pressure relief valve, allowing oil splash to reach the diaphragm of the detector. WARNING:. ot Flowing an engine shutdown caused by the triping of a conventional or EMDEC crankcase pressure detector, DO NOT open any handhole or top deck covers to make an inspection unti the engine has been stopped and allowed to cool for at least 2 hours. DO NOT attempt to restart the engine unti the cause of ‘tip has been determined. The action ofthe pressure detector indicates the possibilty of a condition within the engine, such as an overheated bearing, that may ignite the oll vapours with an explosive force, if iris alowed to enter the engine. if the crankcase pressure detector cannot be reset, DO NOT operate the engine until the pressure detector has been replaced, since the diaphragm backup plates may be darnaged. Figure 9.5. Crankcase Pressure Detector Blectro Motive Model 567, 645 & 710 Series Diesel Engines CECCECCCECCECECCKCECCECCCECECCCCCECCECCCCCCE ccOG @) O20 GO 616 GCG © COG OCG GC OGG GEOG GGG OO GG Oo Hot Oil Detector A thermostatic valve located on the outlet elbow from the main lube oil pump is calibrated to open when lube oil temperature reaches nominally 260°F (126"C). At this temperature the probability exists that either the lube oil cooler is plugged on the water side, o steam pressure in the cooling system is preventing engine shutdown by the low water detector. ‘When oil temperature causes the valve to open, pressure in the line to the pressure sensing device in the engine governor is dumped. The device sees low oil pressure and reacts to shut the engine down, Seueeyery Song 252-257 Fig. 9.6 Hot Oil Detector Thermostatic Valve (Left) and Location (Right) ‘The thermostatic valve is non latching, and it will reset automatically when oil temperature falls. The engine may then be restarted when the governor low oil plunger is reset. WARNING:. 1 After it has been determined that hot oils the cause for engine shutdown, make ‘to further engineroom inspections unti the engine has cooled sufficiently to preclude the possibilty that hot oil vapor may ignite. When a low oll shutdown occurs, always inspect for an adequate supply of water and oil before attempting to restart the engine. Also check engine water temperature. Do not add cold water to an overheated engine. TTS Locomotive Training Series Student Text onThe hot oil detector should be removed from the engine and tested at intervals suggested in the applicable Scheduled Maintenance Program. Test the hot oil detector as follows: * Connect a 50 psi (345 &Pa) air line to the hot oil detector inlet port (port with arrow) * Attach a return line to the outlet port to prevent creating oil spray when detector opens. * Place detector in a 235° F ( 112.6°C) oil bath with a thermometer. * Check for leaks between the body and cap. ‘* Increase the temperature of the oil bath to 258° F (125°C), the valve should open. If not the detector should be replaced with a qualified unit (On locomotives equipped with EMDEC fuel injection, the Hot Oil Detector has been replaced with a Lube Oil Temperature sensor which reports the oil temperature to the computer. Low Lube Oil Shut Down The low lube shutdown system protects the engine in case of a failure of the ‘mechanical support systems. The shutdown system can be activated by: 1. "True" low lubricating oil pressure; 2, "False" low lube pressure caused by a failure of the cooling system and detected by either ofthe low cooling water portion of the E.P.D. or hot oil detector, 3. "False" low lube pressure caused by the E.P.D. sensing a positive crankcase pressure (crankcase is normally under a slight vacuum); 4. "False" low lube pressure caused by manual engagement of the system connected to a lube oil line from the engine on one side and speed setting oil pressure on the other side. Should oil pressure in the line drop below the speed setting oil pressure, the system will take action to shut down the engine. When the engine is at idle, there is a mechanism that builds in a delay of 50 to 60 seconds. This delay is to allow oil pressure to build up when starting the engine. The delay is reduced in steps to the third throttle position. In the fourth position and higher there is no time delay in the shut down system. fos octro Motive Mode! 567,645 & 710 Series Diesel Engines iS ccececcecececececececececececcececcececececcecc’c :Dy OLQEO26 @ GO) GO ©1C © 0 © © OO GG OOG GG OG GGG G GG 0 0:0 © To shut the engine down, the system bleeds the speed setting oil from the top ofthe speed setting piston ‘The governor reacts by moving the layshatft and racks to the no fuel position, shutting down the engine. A switch is tripped setting off an alarm in the ‘operators cabin, and a plunger protrudes from the side of the governor exposing a red band. ‘The engine cannot be restarted until this plunger is reset The hot oil detector and engine protective device both simulate a loss of oil pressure by bleeding oil pressure off of the line to the governor. Figure 9.7 Low Oil Shutdown Button Engine Overspeed ‘The engine overspeed trip is a mechanical safety device to stop fuel injection if engine speed exceeds specified limit. ‘A flyweight mounted on counterwelghtat ont of right Bank camshaft activates the tp. Feentrifugal force exceeds adjustable spring tension, F flyweight moves out. When the flyweight moves out, it contacts the trip pawl. . ‘The Trip pawl uses an actuating Figure 9.8 Ovenpeed Trip spring to move connecting links, which rotate a trip shaft on each bank of the engine. ‘The trip shafts extend along each top deck behind thecylinder heads. Under each injector rocker arm, there isa pawl in contact with a small eam on the trip shaft. Ci pCaky) ‘When the trip cam rotates upward, it raises a pawl under the rocker arm to prevent further actuation ofthe Ril injector ‘An external latch lever is located on the overspeed trip housing just above the accessory drive housing. Trip speed is usually set at 10% in excess of normal engine full speed; 900 rpm units trip at 990 rpm. TTS Locomotive Training Series - Student Text 7 onFigure 9.7 Overspeed Trip NOTE:. 16-7 10G limit has been revised to 1035-1050 rpm to prevent tripping system during locomotive transition. Adjustment * Determine trip speed using a hand tach applied to end of camshaft through access cover on RH front camshaft cover of trip housing. + Runengine up until trip lever moves. NOTE: If trip does not occur before 990 rpm (or otherwise specified maximum speed), do not exceed the 10% overspeed. The mechanism needs adjustment. © Shut engine down and remove large cover from right side of housing, © Backoff spring tension by loosening locknut, then adjusting nut. ‘Note: Loosening spring tension decreases trip speed. © Secure nuts and restart engine. Again using hand tach, observe trip speed. © Repeat as necessary to fall within specified range. Note: Always make adjustments in tightening direction. The minimum clearance between flyweight and pawl is 010". Ws0 Eloctro-Motive Mode! 567, 645 & 710 Series Dissel Engines cece ecccececececccceccecccccecceccecceccecccccce2g a Josueg ensseid jen VPIIDDAVWVIV AV PAD AV DHN ADV A VV VA VV VV VVVVVYILV_Ofe] OoceohHOoonOKC OKC COO O OKO KH HOO OKO OC OKO KOKO OKO KO MOO OKC SYSTEM BLOCK DIAGRAM “EMDEC" 16 Cylinder 74vDc 2avpc POWER ‘SUPPLY EMz000 TIMING & SPEED INFO 24voC ECM SENDER ECM INJECTORS RECEIVER 18 Figure 4.11 EMDEC System Block Diagram SDBOMAC Student TextJosuag ainyesoduiay sy YIVIVIAIVVIVIAIVIIV IVI NO VVIVVVIV IV VIVA IDI VIVVYVVVVIANIOTurbo Boost Sensor Feedback Boost Pressure Sensor ‘Sensor Output (Volts) 513 YVVIAYVVDV@VIV VVID AAV VO VV VA AVY QIV IA VIDIO I VV IAVVIVIDIADDVO