School of Rail 34 GM DIESEL CONVERTION

earner Guide

SAQA US ID
Transnet Freight Rail is a division of Transnet SOC Ltd Reg no.: 1990/000900/30 An Authorised Financial Services Provider FSP 18828

NQF Level

INDEX
FACILITATORS ROLES AND RESPONSIBILITIES.................................................4 NOTES TO THE LEARNER........................................................................................5 1.HIGH TENSION EQUIPMENT AND SAFETY MEASURES....................................6
1.1.OVERHEAD EQUIPMENT................................................................................................................. 6 1.2.HIGH VOLTAGE COMPARTMENTS.................................................................................................. 6

2.ACCESS TO HIGH VOLTAGE EQUIPMENT...........................................................7 3.SAFETY MEASURES..................................................................................................... 7

3.1.FIRE AND HOT ASH.......................................................................................................................... 7 3.2.WATER ON THE TRACK................................................................................................................... 7

4.THE LOCOMOTIVE BODY......................................................................................7 5.CIRCUIT BREAKERS COMPARTMENTS IN THE DRIVING COMPARTMENT..........7

5.1. Electrical control compartment........................................................................................................... 7 5.2. MODULE COMPARTMENT............................................................................................................... 8 5.3. Battery Switch Compartment............................................................................................................. 8

6.ALTERNATOR COMPARTMENT [GENERATOR COMP. 35 GM CLASS]......................8 7.ENGINE COMPARTMENT.......................................................................................9

6.1. A SIDE............................................................................................................................................ 9 6.2. MIDDLE ENGINE............................................................................................................................. 10 6.3. B SIDE........................................................................................................................................... 10

7. RADIATOR COMPARTMENT..............................................................................11 8.THE ALTERNATOR...............................................................................................12

8.1. THE AUXILIARY GENERATOR..................................................................................................... 12 8.2. THE AUXILIARY ALTERNATOR ................................................................................................... 13 8.3. THE TRACTION MOTOR BLOWER.....................................................................................13 8.4. ALTERNATOR COOLER BLOWER.....................................................................................13

9.CUT-OUT COCKS..................................................................................................13
COMPRESSOR GOVERNOR CUT OUT COCK..............................................................13

10.WATER TEMPERATURE GAUGE................................................................................13 11. THE COMPRESSOR...........................................................................................14

11.1. FAULTS ON THE COMPRESSOR................................................................................................ 15

12.MAIN AIR RESERVOIRS.....................................................................................15 13. OPERATION OF THE DIESEL ENGINE.............................................................16

13.1. TWO STROKE DIESEL ENGINE.................................................................................................. 16

14.BRAKE TEST ......................................................................................................18

document

DOCUMENT TRACKING VERSION CONTROL developed / date approved

signature

amended ORIGINAL T. Zwane Version 0.1 10June 2013

AMENDMENT RECORD SHEET

Version no. Date of amendment Section no Description of amendment Amended by Approved by

FINAL APPROVAL
Department Rail Directives COO Name Signature Date

FACILITATORS ROLES AND RESPONSIBILITIES

The Facilitator is expected to (but not limited) guide, advise, support and assist the learners towards achieving the required competency level; provide the learner with all the necessary learning materials so that they can achieve the required competency level; and Ensure that the learning programme is completed within the allocated time.

LEARNERS ROLES AND RESPONSIBILITIES The learner is expected to read the contents of the training material; show respect for others at all times;

take part in all activities; give comment when required to do so; ask questions if you do not understand; share your knowledge/experiences with other learners and the

Facilitator/Assessor; and adhere to the rules and regulations of the training provider.

NOTES TO THE LEARNER

The learner will be assessed on the contents of this learning unit. Should any departure from the estimated times be necessary, it will be left to the discretion of the Facilitator/Assessor. All relevant safety rules must be observed. Learners must ensure that they understand the contents of the unit standard applicable to this learning unit. The activity(s) given or similar activity(s) may be repeated as often as the Facilitator may deem necessary to ensure your competence in the work covered in this training material. There will be formative self-assessments on the contents of each UNIT, as well as a summative assessment on completion of the learning unit. (Ask the Facilitator for the dates of the assessments.) The assessment is designed to test your competence of the work learned.

1. HIGH TENSION EQUIPMENT AND SAFETY MEASURES

1.1. OVERHEAD EQUIPMENT

1.1.1. The steel structures consist of masts with bridges, cantilevers, boom, knee braces and raking legs. All the masts are numbered. The number/s of the masts must be mention when a defect to the overheard equipment is reported. 1.1.2. The catenary wire is supported by insulated brackets. The contact wire is suspended from the catenary wire by means of droppers. The steady arms are secured to masts by means of insulators and to cross-spans in tunnels or span wires in shunting yards. The steady arm holds the contact wire in the correct position. The contact wire is staggered to ensure an even wear of the pantograph skate. The feeder droppers are provided to ensure an even flow of current from the catenary wire to the contact wire. The height of the contact wire can be adjusted by means of climbing angles. 1.1.3. The contact wire is divided into electrical sections by means of open everlap spans or section insulators, so that any particular electrical section can be isolated or made dead. At these points the steel structures are painted aluminium. 1.1.4. High-speed track circuit breakers, section insulators, isolating and earthing switches in sidings form part of the overhead equipment .

1.2.

HIGH VOLTAGE COMPARTMENTS

1.2.3. THE FOLLOWING ARE HIGH VOLTAGE COMPARTMENTS: 1.2.1. Electrical control compartment. 1.2.2. Alternator compartment. 1.2.3. 215 volt box.

2. ACCESS TO HIGH VOLTAGE EQUIPMENT

The doors of the alternator compartment, electrical control compartment and any other doors or removal panels giving access to any exposed high voltage electrical equipment, must be secured before the engine of a locomotive is started. Under no circumstances may any of these doors or panels be opened while the engine is running. During multiple operations, with jumper cable/s inserted, the abovementioned doors and panels of all the locomotives must be closed and secured before any engine is started.

3. SAFETY MEASURES
3.1. FIRE AND HOT ASH A diesel electric locomotive must not be brought to a standstill over hot steam locomotive ash or any other hot ash. It must not be allowed to stand over nearby to open fires or hot ash.

3.2.

WATER ON THE TRACK

If a diesel electric locomotive has to proceed over the track of which the rails are fully or partially, but not more than 50mm, covered with water the local instructions must be strictly adhered to. All special limitations or instructions, which are applicable when such working is authorised, must be strictly adhered to and a speed of 6km/h must not be exceeded. A diesel electric locomotive may under no circumstances move through water which is 50mm or higher above the crown of the rail. When proceeding through unsuspected water the hump controller must be operated fully, the throttle placed in notch 8 and endeavoured not to exceed a speed of 6 km/h. the reason why the throttle must be placed in a higher notch is to proved more air to the traction motors so that splashing water is kept away from the traction motors.

4. THE LOCOMOTIVE BODY

4.1. The body is sub-divided into different compartments. The locomotive has five main compartments namely: 4.1.1. 4.1.2. 4.1.3. 4.1.4. 4.1.5. Nose compartment Driving compartment Alternator [generator comp. in 35 class] compartment Engine compartment Radiator compartment.

5. CIRCUIT BREAKERS COMPARTMENTS IN THE DRIVING COMPARTMENT

The above-mentioned circuit breakers are used by technical personnel only. Should the Train Driver however, experience problems with the locomotive/s He/she must ensure that all these circuit breakers are closed.(only one reset allowed)

5.1. ELECTRICAL

CONTROL COMPARTMENT

Vigilante control box

Reverse mechanism. (not manually operated) Voltage regulator Dynamic brake mechanism Alternating current circuit breaker Module circuit breaker TURBO AUXILIARY pump circuit breaker [When this circuit breaker is opened or if it is tripped the engine will not start. Should it trip while the engine is switched on there will be no indication.

5.2. MODULE COMPARTMENT

When the engine is switched off (with circuit breaker tripped) the turbo auxiliary pump light will not illuminate.]
Fuel pump test switch Auxiliary alternator field circuit breaker Traction generator field circuit breaker (t.k.k. circuit breaker) Dirt exhaust circuit breaker [When this circuit breaker trips the dirt exhauster will not operate. This is not a locomotive failure. Endorse the fault on the trip report and advise a Section Manager (Train Traffic).] Alternating current motor, auxiliary alternator field and traction generator field circuit breaker

5.3. BATTERY SWITCH COMPARTMENT

Battery switch Starting fuse (Large 800 amp) Auxiliary generator fuse (small 250 amps) Dynamic brake cut out switch (in or out) Compressor synchronising cut out switch (normal or special) Two test contact points with switch and light. module circuit breaker When this circuit breaker trips the engine revolutions will remain normal but no current will flow to the traction motors. (Check the load meter) NOTE: Only one reset allowed.

6. ALTERNATOR COMPARTMENT
CLASS]

[GENERATOR COMP. 35 GM

This compartment contains the following equipment: 5.1. 5.2. 5.3. 5.4. 5.5. 5.6. 5.7. Alternator Rectifier built into alternator. Auxiliary generator. Auxiliary alternator, which is built into the alternator. Traction motor blower. Alternator cooler blower. Dirt exhaust with A.C. motor. Front sander cut out cock and magnet valves. [ ON THE 34-800 is found in the nose compartment A-SIDE]

5.8. 5.9.

Inertial filters "A and B side. Oil bath air filters.

5.10. Dynamic brake equipment - motor and fan in roof, with brake resistors. 5.11. Electrical wiring. 5.12. Rubber seals on door.

7. ENGINE COMPARTMENT
The engine compartment is situated directly behind the alternator compartment and contains the diesel engine and associated equipment. The locomotive is equipped with a two-stroke engine with 16 cylinders. The lubricating oil filter drum, the lubricating oil cooler and the water expansion tank with associated piping is situated behind the diesel engine, in the engine compartment.

6.1.

A SIDE
6.1.1. Rubber coupler from air filter to turbocharger. 6.1.2. Crank case over pressure and low water pressure trip. 6.1.3. Crank case oil dipstick. 6.1.4. Tappet-, air box, crankcase over pressure covers and moisture drain valves. 6.1.5. Scavenger oil pump. 6.1.6. Water pump and water pipe. (See description later) 6.1.7. Water expansion tank, gauge glass and filler cap. 6.1.8. TA, TB. and engine temperature switch (E.T.S.) 6.1.9. Water cooler after cooler.

6.1.10. 6.1.11.

Low water level warning device. 215 Volt box.

FC1 and FC2 contactors. Compressor governor with magnet valve. Main air pressure gauge.

6.1.12. Compressor governor automatic drain valve filter and cut out cock 6.1.13. 6.1.14. 6.1.15. Load control rheostat. Engine mountings with tell-tale plate. Oil temperature switch.

6.2. MIDDLE ENGINE

6.2.1. Siamese oil pump. 6.2.2. Woodward governor with power piston, oil gauge glass and electrical cable. 6.2.3. Reset button for low lube oil pressure trip on Woodward governor. 6.2.4. Over speed mechanism with handle (A side tripped, B side reset.) 6.2.5. 6.2.6. Oil cooler. 6.2.6. Oil filter. Booster pump.

6.3. B SIDE
6.3.1. Water cooler after cooler. 6.3.2. Tappet covers, air box covers and crankcase over pressure covers 6.3.3. Oil dipstick. 6.3.4. Turbo auxiliary pump with filter. (flat) 6.3.5. Turbo filter. (only when engine rotate) (erect)

6.3.6. Two block mounted filters, 35 and 410 kPa with sight glasses. NOTE The 35 kPa sight glass is the nearest to the engine block. This sight glass must always be full of fuel. If these filters are blocked the 410 kPa sight glass will be full of fuel. Bubbles in the 35 kPa sight glass indicates a leakage between the fuel tank and the fuel pump and the engine will shut down. If the locomotive does not start and there are bubbles in the 35 kPa sight glass it indicates that a fuel injector is stuck in the open position. 6.3.7. Water pump. The water pumps are mounted on the A and B side of the engine. The water pumps are driven by a gear unit from the crankshaft. The water pumps, pumps cooled water through the diesel engine for cooling purposes. The water is pumped to the radiator where it is cooled by a fan and louvers above the radiator. The water leaves the radiator and flows to the lube oil cooler where the oil is cooled. Thereafter the water flows back to the water pump. On the water pipe from the engine to the radiator a temperature gauge and a temperature switch (E.T.S.) is mounted. On the water pipe from the radiator to the oil cooler the TA and TB temperature switches are mounted. 6.3.8. Two starter motors. 6.3.9. Lubricating oil strainer box. 6.3.10. Oil filters in a drum.

6.3.11. Fuel pump strainer, primary filter and secondary fuel filter provided with bypass gauge with green/red scale. 6.3.12. 6.3.13. 6.3.14. 6.3.15. Low fuel pipeline. Water pipe. Moisture drain valves. Engine mounting bolts and tell tale plate .

NOTE :Should the following trips occur Low-water and low oil trip [only one reset] Crank case trip [ no resetting]

The engine returns to low idle. The bell will ring. The no power white light will illuminate. The no power white light is located on the electrical control panel and illuminate with any occurrence of trips or with a failure of the auxiliary generator or auxiliary alternator

7.

RADIATOR COMPARTMENT

7.1

The radiator compartment, which is situated at the No 2 end of the engine compartment, contains the following equipment: 7.1.1. Fixed louvers on the A and B side of the compartment. . 7.1.2. Two radiator fans operating with AC motors. 7.1.1. Main air reservoirs with a safety valve set at 1034 kPa. (A side hand operated and B side automatic) 7.1.4. Cooling pipes. 7.1.5. Compressor-exhauster with oil sight glass (B side) 7.1.6. Powder type fire extinguisher. 7.1.6. Sand boxes. 7.1.7. Jumper cable. 7.1.8. Inter air cooler with safety valve set at 410 kPa. 7.1.9. Rear sand isolating cock and magnet valve. 7.1.10. 7.1.11. 7.1.12. 7.1.13. 7.1.14. Automatic drain handle for main air reservoir (B side) Compressor air filter (A side) Compressor oil separator (B side) Pressure release valve. (release pressure in oil sump) Water pipe (13 mm) outside above the radiator compartment.

8. THE ALTERNATOR
The purpose of the alternator is to generate electricity. The alternator is driven by the diesel engine crankshaft and therefore converts mechanical energy to electrical energy when the throttle is open. This current flows to the armatures and field coils of the traction motors where it causes the armatures to rotate. This movement is carried over to the locomotive wheels. The traction motors therefore converts electrical energy into mechanical energy. The alternator consists of a casing with stator windings, a rotor which is turned by the engine crankshaft, as well as yellow copper slip rings and brushes. The alternator generates AC. (alternating current), which is then converted into DC. (direct current) by the rectifying bank.

8.1.

THE AUXILIARY GENERATOR

The auxiliary generator consists of a casing with field coils, starter windings and an armature. The purpose of the auxiliary generator is to charge the batteries and to supply electricity to the control circuits and all the auxiliary equipment of the locomotive when the engine is running. It is driven by the spline shaft through a gear unit from the camshaft. Excitation current for the field coils is obtained from the auxiliary generator field circuit breaker.

8.2.

THE AUXILIARY ALTERNATOR

The auxiliary alternator receives current from the auxiliary generator and provides an electrical current to the alternating current motor of the dirt exhauster as well as to the motors of no.1 and 2 cooling fans. When the throttle is operated the auxiliary alternator sends current to the alternator.

8.3.

THE TRACTION MOTOR BLOWER

The traction motor blower is driven by means of a spline shaft through the gear unit from the camshaft. The purpose of the traction motor blower is to force air through air ducts to the traction motors for cooling purposes. The traction motor blower obtains air from the alternator compartment, and sends the air through rubber air ducts to the traction motors.

8.4.

ALTERNATOR COOLER BLOWER

The purpose of the blower is to supply air to cool the alternator. The air also pressurises the engine compartment to prevent dirt from entering.

9. CUT-OUT COCKS
COMPRESSOR GOVERNOR CUT OUT COCK
This cock is in the engine compartment A side next to the 215 volt box. When the compressor governor fails to de-energise the magnet valve, the main air pressure will continue to drop. Should this happen, the compressor governor cut out cock must be closed. REAR SAND CUT OUT COCK This cut out cock is situated in the radiator compartment.

10. WATER TEMPERATURE GAUGE

(i) (ii) (iii)

This gauge indicates the temperature of the cooling water leaving the engine on the B side. The normal operating temperature is between 50C and 101C . A hot engine indication will appear when the gauge registers 101 C and will disappear at 96 C. No.1 fan starts turning at 68C and no. 2 fan starts turning at 77 C. Both fans stop turning at 60C. The locomotive may be moved under its own power if the temperature is lower than 50 C but the throttle must not be opened further than notch 3. (This applies to light locomotives only)

11.

THE COMPRESSOR
When atmospheric air is pumped into an air reservoir by a compressor, it becomes compressed air, i.e. a pressure higher than atmospheric pressure is built up in the reservoir. With the downward movement of the piston in the large low-pressure cylinder, a lower pressure is created in the cylinder. This pressure difference causes atmospheric pressure to flow from the engine compartment, through a filter to the large cylinder where it opens the inlet valve. With the downward movement of the piston in the small high pressure cylinder the air will flow from the low-pressure cylinder through the inter air cooler to the small cylinder which pumps the air to the air reservoirs. The inter air cooler removes some of the heat compression. The maximum and minimum pressure in the main air reservoirs is controlled by an on type magnet valve and a compressor governor. The inter air cooler is protected by means of a 410 kPa safety valve. When the pressure in the main air reservoirs reaches a predetermined pressure the compressor magnet valve is energised thereby allowing compressed air to open the inlet valves of both compressor cylinders. This results in unloading of the compressor. When the pressure in the main air reservoirs drops below a certain set pressure, the compressor magnet valve is de-energised cutting off the compressed air to the inlet valve thereby allowing air to be compressed in the normal manner.

11.1. FAULTS ON THE COMPRESSOR

If the compressor governor fails to energise the magnet valve at maximum pressure, the compressor will not unload and the pressure will build up higher. The safety valve in the radiator compartment will start blowing off to protect the air reservoirs. The Train Driver must observe the main air pressure gauge to see if this happens. If the compressor governor fails to de-energise the magnet valve, the pressure will keep on dropping until the brakes apply. To prevent this from happening, the Train Driver must break the seal, and close the compressor governor cut out cock after obtaining permission. If the cut out cock is closed, the compressor cannot unload and the pressure will once again build up, and the safety valve will blow off. In the above-mentioned two instances it will be advisable to set the drain valves on the main air reservoirs so that they blow off continuously to protect the safety valve seat. If the safety valve does not blow off, the Train Driver must open the drain valves and adjust them so that the pressure in the main air reservoirs more or less registers between the minimum and maximum. This will protect the air reservoirs. When the inlet-valve on the high-pressure cylinder sticks in the closed position, it will not be able to receive air from the low-pressure cylinder. This will cause the pressure to build up in the inter-air cooler. As soon as the pressure builds up to 410 kPa the safety valve will blow off to protect the inter-air cooler. This will lead to a locomotive failure during single locomotive operation. When the taper joint on the crankshaft uncouples, the compressorexhauster will stop. Consequently there will be no vacuum or compressed air. This is a locomotive failure. (single locomotive) All the defects must be entered on the trip report and a Section Manager (Train Traffic) notified.

12. MAIN AIR RESERVOIRS

Two main air reservoirs are provided on the locomotive. These air reservoirs must at least be drained twice within every eight hours or even more frequently during wet or foggy weather. To make this possible, drain devices are provided. The B side drain device can be drained automatically or manually and the A side drain device can only be drained manually. The automatic drain device has an overriding wheel with which the reservoirs can be drained. The valve can be adjusted to blow down the air reservoir (B side) automatically by turning the wheel anti-clockwise until it cannot turn any further. A brass pressure pin protruding 10 mm will serve to indicate to the Train Driver that the valve is set for automatic drainage. To drain the main air reservoirs manually, the wheel must be

turned clockwise until the air blows out. If the valve becomes defective and blows off continuously, the wheel must be turned clockwise until the brass pin is no longer visible. The valve is now on its seat. The air reservoir can now only be drained manually and to do this, the wheel must be turned anti-clockwise until the air escapes. The Salem drain device is provided on the A side to drain the brake system. The Salem operates automatically but also has a T plunger to drain it manually. All the automatic drain devices work in conjunction with the compressor governor and will drain the reservoirs each time the compressor governor energise or de-energise the magnet valve. The air in the main air reservoirs is used for all equipment that works with air on the diesel electric locomotive e.g. hooter, windscreen wipers, brake system, sand, the steam heating vehicle as well as the brake system of air brake trains.

13.

OPERATION OF THE DIESEL ENGINE

13.1. TWO STROKE DIESEL ENGINE

Energy cannot be destroyed but it can be converted from one form to another. In a diesel engine we make use of heat energy by igniting the diesel fuel, i.e. when fuel burns, the chemical energy is converted to heat energy. The heat energy is converted to mechanical energy by the expansion of the hot gases against a piston, which in turn rotates a crankshaft and provides mechanical energy at the end of the crankshaft. The diesel electric locomotive is equipped with a two-stroke engine. The two strokes takes place in one revolution of the crankshaft and the operation is as follow. With the piston at the bottom of its stroke, air flows into the cylinder above the piston through inlet ports (inlet stroke) As the piston moves upwards the ports are cut off and the air, thus trapped above the piston, is compressed (compression stroke) and the temperature of the trapped air is

raised. When it is almost at the top of its stroke, fuel is injected into the hot compressed air in a fine spray and ignites. The piston is now forced downwards (power stroke). Before the inlet ports are again uncovered by the piston the exhaust valves open for the exhaust gases to escape. (Exhaust stroke) These exhaust gases are completely forced out by inlet air under pressure and the cycle is repeated. All outlet valves and inlet ports are closed during the compression stroke. The air is trapped between the top of the piston and the cylinder head. At the end of this stroke, the air is compressed and the temperature raised to a temperature above the ignition temperature of the fuel. Fuel is then injected under pressure, thus atomising into the combustion chamber where ignition takes place. ( Atomising is the term used for the fine spraying of fuel into a cylinder by an injector).

14.
(i) (ii)

BRAKE TEST
Instruct the Train Assistant to check the movement of the brake cylinder pistons (except the brake cylinders to which the hand brake is coupled). Make a minimum brake application. After the gauge readings have stabilised it must register as follow : Vacuum train pipe Vacuum reservoir Main air reservoir 47 kPa 80 -100 kPa

- 860 960 kPa

Equalising reservoir - 450 kPa Brake pipe Brake cylinder 450 kPa Approximately 34 kPa

The following are tested Brake valve/VA-1-B/28-VB/F1/J1/N1/Brake cylinder pressure. Train Assistant ensures that all the brake cylinder pistons move out brake blocks against wheels. (iii) Make a full service brake application and after the gauge readings have stabilised the readings must be: Vacuum train pipe Vacuum reservoir Main air reservoir 0 kPa

- 80 100 kPa - 860 960 kPa

Equalising reservoir - 320 kPa. Brake pipe Brake cylinder 320 kPa. 340 kPa.

The following are tested Brake valve/VA-1-B/28-VB/F1/J1/N1/Brake cylinder pressure. (iv) Place the independent brake valve handle in the quick release position. The brake cylinder pressure must reduce to zero kPa. Ensure that the brake cylinder pressure does not build up after releasing the handle. (Test pilot air valve) Place the automatic brake valve handle in the running position to recharge the system. If an air brake train is operated, place the automatic brake handle in the minimum position. Ensure that brake pipe pressure does not increase. Place the automatic brake valve handle back in the running position. (Test direct interlocking future) Place the automatic brake in the full application position again. As soon as the blow in the brake stand stops, place the automatic brake handle in the emergency position.

(v)

(vi) (vii)

(viii)

Operate the throttle to notch 8 and back again to neutral no power (test engine pressure switch brake pipe pressure drops to below 205 kPa. The engine revolutions will drop to idle as soon as the brake pipe pressure drops below 205 kPa. ( Test engine pressure switch) Train Assistant ensures that brake cylinder pistons has moved out brake blocks against wheels. After the gauge readings have stabilised the readings must be:

(ix)

(x) (xi)

Vacuum train pipe Vacuum reservoir Main air reservoir

0 kPa 80 100 kPa 860 960 kPa 0 kPa 0 kPa 420 kPa

Equalising reservoir Brake pipe Brake cylinder -

Recharge the system fully by placing the automatic brake handle in the running position. VIGILANCE CONTROL TEST

5.11.4 (i) (ii) (iii) (iv) (v) (vi)

Ensure that the engine control switch is still on run and that the control circuit breaker is closed. Place the foot on the vigilance control pedal, the reverse key in neutral and move the throttle handle to notch 2. Listen that the engine revolutions build up. Lift the foot from the pedal. There will be silence for four seconds and thereafter a whistle will sound. (Test safety control magnet valve and whistle) Depress the pedal. The whistle sound will stop and no changes must take place (no brake application). Again lift the foot from the pedal Four seconds silence. Thereafter a whistle will sound for four seconds and keep on sounding. Thereafter a penalty application will occur. As soon as the brake application begins (observe the equalising needle) try to prevent the application by quickly placing the foot back on the pedal. (It must not be possible to prevent the application.) The following will occur: The vigilance control light (white) will illuminate on the safety control box. (Test safety control magnet valve) No reaction on the throttle. (Open the throttle to notch 8 and back to notch 2) (Safety control pressure switch has come into operation) A full automatic penalty application occurs. (Test P2A) A blow sound is heard in the brake stand.

 (vii)

The engine revolutions reduce to idling speed. (Test safety control pressure switch) Place the automatic brake handle in the suppression position for approximately 6 seconds. The blow sound in the brake stand will stop and the white light extinguish. As soon as the light extinguishes place the automatic brake handle in the running position and place the throttle to idle. The system will now recharge. EQUALISING PRESSURE LEAK-OFF TEST AIRBRAKE TRAINS ONLY This test is performed during the test of the long cycle i.e. within the range of 78 seconds.

(viii)

(ix)

Reduce the equalising pressure with 100 kPa and allow time for the gauges to stabilise. Ensure that no reduction of equalising pressure take place within 78 seconds. Place the automatic brake handle back to the running position. Long cycle Lift and replace foot on the pedal and after approximately 70 seconds with foot on the pedal a warning signal will sound for four seconds where after the whistle will sound. As soon as the whistle sounds, lift foot from the pedal and immediately replace it again. The whistle sound must stop immediately and no brake application must take place. Place the independent brake handle in the full application position and ensure that the brake cylinder pressure builds up to 310 kPa. (Test brake cylinder pressure switch that brake cylinder pressure builds up higher than 276 kPa.) Lift the foot from the pedal and for approximately eight seconds no whistle must sound nor should any brake application take place. (Brake cylinder pressure switch test) NOTE If an air brake train is operated ensure that the equalising pressure is correctly set (500 kPa for empty trains and 550 kPa for loaded trains). SET THE VACUUM VALUE BACK TO 64 KPA.

(x)

(xi)