To the driver about diesel locomotives TEM2, TEMZ and TEM18
Practical recommendations for maintenance
The operated fleet is being relocated on Russian Railways as part of the locomotive industry reform. At the same time, in a number of depots, machinists who have been servicing CHMEZ diesel locomotives for many years are re-mastering TEM2-type machines, most of which were built in the 70s. The task is further complicated by the fact that, due to the ongoing concentration of repairs, some of the locomotives are operating away from the main depots.
To help the machinists master the TEM2, TEMZ and TEM18 diesel locomotives faster, senior researcher at VNIIZHTA A. G. IOFFE compiled a practical guide in which he briefly and easily outlined the features of these locomotives, as well as recommendations for their maintenance.
General information
. TEM2 diesel locomotives and their modifications are among the most reliable domestic locomotives. They are characterized by the high strength of the parts of the crew, diesel, electrical and auxiliary mechanical equipment, low tendency to boxing, high compressor performance. However, the driver, who is used to servicing diesel locomotives of the CHMEZ type, must remember: the TEM2, TEMZ and TEM18 machines require additional attention and care, which is especially important when working away from the main depot.
The following are general recommendations on how to maintain individual components and systems of locomotives.
Carriage and brakes
. The trucks of the TEM2 diesel locomotives with jaw axles are distinguished by a large number of lubrication points. In addition to monitoring the lubrication level in the motor-axial bearings, the list of work on TO-1 and TO-2 also includes the lubrication of axle box platbands with axial oil.
One brake cylinder is installed on each side of the trolley, the stem of which acts on all the pads of this side through a lever gear. The outputs of the brake cylinder rod are regulated in two stages. First, using a horizontal rod 2 (Fig. 1) located between two pads, i.e. between the second and third or between the fourth and fifth wheel pairs (this rod is located below the other), adjust the gap C between the vertical lever and the edge of the bracket of the trolley frame. According to the factory instructions, this gap in the braked state should be 70-80 mm. Then, using the horizontal rod located above between the first and second (or between the fifth and sixth) wheel pairs, the output value of the brake cylinder rod is adjusted 70-80 mm.
As required by instruction No. CT-CV-CL-VNIIZHT/277, at full pressure in the brake cylinder, the output of the rod in the event of the locomotive being released from the depot or maintenance point should be 75-100 mm, and the maximum allowable in operation is 125 mm. Experienced machinists determine the incorrect adjustment by the inclined position of the levers, the axes of which should be close to the vertical. On diesel locomotives TEMZ and TEM18, the value of the rod outlet is adjusted separately for each wheel. It should be 50 — 75 mm when released from the depot or maintenance point, and the maximum allowable in operation is 100 mm.
It must be remembered that TEM2 diesel locomotives and their variants do not have an air pressure switch. Therefore, during the operation of these machines, it is necessary to more closely monitor the air pressure in the brake line.
The main reservoirs should be systematically purged, which is especially important during sudden transitions from plus to minus temperatures.
In case of transfer of a diesel locomotive in an inactive state, it is necessary:
install the crane operator's handle No. 394 in the emergency braking position;
shut off the combined and uncoupling valves on the pipes leading to the crane operator No. 394;
Leave the taps on the pipes leading to the auxiliary brake tap No. 254 open.;
Switch air distributor No. 483 to medium mode;
open the "cold condition" crane installed next to the check valve on the pipe connecting the feed and brake lines (the crane is installed on different locomotives above the front or rear bogie on the left side);
Shut off the tap separating the last main tank from the others (the tap is installed in front of the left rear main tank).
Diesel engine. According to the operating instructions, the operating time of the diesel engine at any position of the controller is unlimited. The duration of its idling operation at the controller position up to and including the 4th is allowed for no more than 40 minutes. It is allowed to increase the idle time at the controller positions not lower than the 5th. Diesel engine operation under load is allowed at oil and water temperatures not lower than 40 ° C. Heating of its systems at idle is recommended at a water temperature of 60 — 65 ° C. When operating a diesel engine, it is preferable to maintain the water temperature at about 80 ° C, and the oil temperature at about 65 ° C.
Fuel system
. On diesel locomotives TEM2, TEMZ and TEM18, fuel from the fuel tank 11 (Fig. 2) is sucked in through a coarse filter 13 by an electric fuel pump 3, and then through a fine filter 7 is fed into the collector of a high-pressure fuel pump. The fuel transfer pump is switched on during the start-up period and operates during the entire operating time of the diesel engine. It is installed under an oil pumping pump having the same design. The operation of the pump is monitored by the indicator of the fuel pressure electromanometer 9 on the control panel.
If there is no fuel pressure when starting or operating a diesel engine, first of all pay attention to the fuel pump. If the automatic AV-1 "Fuel pump" knocks out when the pump is turned on, then the pump shaft or the armature of its electric motor may jam. When the machine is switched off, it is necessary to manually check the free (without jamming) rotation of the pump shaft in both directions.
If the pump fails, it is allowed to operate the diesel engine in emergency mode for a short time. To do this, when the AV-1 automatic "Fuel pump" is switched off, open the tap 4 (26) on the pipe connecting the fuel tank through the check valve 10 directly to the collector of the high-pressure fuel pump. In this case, the fuel will be supplied due to the vacuum created by the plunger vapors. In this mode, the diesel power is reduced. In addition, such work is dangerous because unfiltered fuel will flow to the precision parts of the fuel equipment. The toggle switch B27 "Diesel start—stop" must be turned on, which ensures the functioning of the block magnet and other electrical devices.
If the fuel pump is working normally, the possible reason for the lack of fuel pressure is the presence of air in the system. The air is discharged through the valve 4 (28) on the fuel injection pipe extension to the fine filter. It is necessary to ensure that when the tap is opened, a steady stream of fuel comes out through its tube, without air bubbles. At the same time, make sure that there is no water in the fuel. When watering the fuel, even short-term operation of the diesel engine is unacceptable, as it leads to the complete failure of all fuel equipment.
In the case when the diesel engine has stopped and does not start, it is recommended to make sure that there is oil in the regulator on the glass again and check the position of the diesel stop mechanism. Like other diesel locomotives, D50 type engines have a limit regulator, as well as mechanisms for shutting off individual sections of the high-pressure fuel pump. Unlike other diesel engines, these mechanisms act not on the control rails of the pump sections, but on the pump pushrods.
If the handle of the section stopper is turned so that its tide takes a vertical position, then the latter will enter the groove of the pump cover. As a result, the stopper will stop the movement of the plunger of this section. When the limit regulator is triggered, its mechanism releases the setting handle, and under the action of a spring, the shut-off rod shifts to the left, which activates the stoppers of all sections of the pump.
To restore the working position, it is necessary to remove all the stoppers individually from the grooves of the lid and the grooves of the shut-off rod, turning them so that the tides are at an angle to the grooves of the lid. Then, using the setting handle, the switch-off rod is moved to the right (working) position and the stops are engaged with the rod.
If the battery capacity is insufficient, then the rails are often forced to supply fuel to facilitate the start of the diesel engine. At the same time, do not use keys or other metal objects, so as not to bend the control levers of the rails. It is enough to help remove the reiki with your hand.
Diesel oil system
. It is equipped with a coarse slotted filter (Fig. 3), two elements of which are installed in the oil pump drive housing in front of the diesel engine on the right side. At least once a shift, when the diesel engine is stopped, turn each of the two handles of the filter elements by 3-4 turns.
Unlike other diesel locomotives, on the TEM2, TEMZ and TEM18 machines, diesel oil is cooled directly in the oil sections of the refrigerator 2. These sections are located on the TEM2 diesel locomotives and their modifications of all releases in the refrigerator shaft on the driver's side closer to the diesel (usually six sections). To protect the sections from rupture, an auxiliary bypass valve 18 is provided, adjusted to a pressure of 1.65 kgf/cm2 and, if exceeded, bypassing the oil flow bypassing the cooling sections.
21.11.2022, 17:45
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