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Chapter 7

Chapter 2

EMD Technical Publications & History

EMD History ...................................................................... 1 .1 Engine Development ...................................................... 1 .4 Locomotive Development .............................................. 1 ,5 EMD Technical Publications ........................................... 1 .9 Locomotive Service Manual (LSM) ................................ 1 .9

Maintenance Instructions ........................................... 1 .1 3 Service Pointers ............................................................ 1 . 1 4 Engine Maintenance Manual ..................................... 1 .1 1

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Diesel Engine Theory

Introduction ..................................................................... 2.1 Engine Operating Cycles ............................................... 2.1 Four Stroke Engine .......................................................... 2.2 Two Stroke Engine ........................................................... 2.5 General Engine Arrangement .................................... 2.1 0 Internal Pressure Division ............................................. 2.1 3 Serial Numbers ............................................................. 2.1 4

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Chapter 3

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Chapter 4

Engine Components and Construction

Physical Layout .......................................................................... 3.1 567-645-71 0 Engine Evolution .................................................... 3.4 Cross Sectional Engine Diagram .............................................. 3.4 Components .............................................................................. 3.5 Crankcase .................................................................................. 3.5 Crankcase Comparison ............................................................ 3.8 Main Bearings and Crankshaft ............................................... 3 .lo Crankshaft ................................................................................ 3.11 Torsional Dampers ................................................................... 3-12 Types of Oil Pans ...................................................................... 3.15 Power Packs (Assemblies) ....................................................... 3.16 Cylinder Liner ........................................................................... 3.16 Piston and Rings ....................................................................... 3.18 Piston Carrier ............................................................................ 3.19 Connecting Rods ..................................................................... 3.21 Cylinder Head .......................................................................... 3-22 Rocker Arm Assembly .............................................................. 3.23 Hold Down Crab System ......................................................... 3.24 Head Seat Ring ........................................................................ 3.27 Camshafts ................................................................................ 3.27 Clutch/Spring Drive Gear ........................................................ 3.32 Accessory Drive ........................................................................ 3.33 Engine Model Comparison 645 - 71 0 ..................................... 3.34

Fuel System

Introduction ................................................................................ 4.1 supply ......................................................................................... 4.1 Delivery ....................................................................................... 4-4 Unit Injector System ................................................................... 4.5 Injector Operation ..................................................................... 4.6 Injection Control ........................................................................ 4.8 EMDEC Injection Control ........................................................... 4.8 EMDEC Fuel Flow and System Components ............................ 4.9

Fuel System Troubleshooting .................................................. 4.16 EMDEC System Maintenance ................................................. 4.19 Fuel System Troubleshooting EMDEC ..................................... 4.20

Electronic Fuel Control ............................................................ 4.12

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Chapter 5

Chapter 6

Chapter 7

Cooling System

Introduction ................................................................................. 5.1 Blower Type Cooling System ...................................................... 5.4 System Pressurization .................................................................. 5.4 Operating Water Level ............................................................... 5.5 Coolant ....................................................................................... 5.5 Water Pumps ............................................................................... 5.6 Low Water Shutdown .................................................................. 5.7 Radiators ..................................................................................... 5.8 System Maintenance ............................................................... 5.10 Cooling System Troubleshooting ............................................. 5.12

Lube Oil System

Introduction ................................................................................. 6.1 Main Lubricating System ............................................................ 6.2 Piston Cooling Oil System ........................................................... 6.3 Scavenenging Oil System .......................................................... 6.4 Oil Gauge .................................................................................... 6.4 Piston Cooling Oil Pressure ......................................................... 6.4 Scavenging Oil Strainer .............................................................. 6.5 Scavenging Oil Pump ................................................................. 6.5 Lube Oil Filter ............................................................................... 6.6 Lube Oil Cooler ........................................................................... 6.7 Lube Oil Strainer Housing ........................................................... 6.7

Main Lube and Piston Cooling Pump ........................................ 6.8 Lube Oil Pressure Relief Valve .................................................... 6.9 Turbocharger Oil Filter ............................................................. -6.1 0 Soakback System ...................................................................... 6.10 Lube Oil Separator (Turbo and Blower) .................................. 6.11 System Maintenance ............................................................... 6.12 Lube Oil System Troubleshooting ............................................ ,6.14 Prelubrication of Engines .......................................................... 6.22

Main & Piston Cooling Strainers (Fine) ...................................... 6.8

Air Intake and Exhaust Systems

Introduction ................................................................................. 7.1 Turbochargers ............................................................................. 7.1

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Chapter 7 contd

Component Familiarization ....................................................... 7.2 Doweling Assembly. ................................................................... 7.4 Main Housing Cradle Gasket Area ........................................ 7.6 Turbine Wheel .......................................................................... 7.7 Turbocharger Bearings ............................................................ 7.10 Turbocharger Labyrinth Seals ................................................. 7.11 Turbine Inlet Scroll ............. .,. ..................................................... 7.14

Turbine Shroud & Retaining Clamp ........................................ 7.15 Nozzle Ring ............................................................................... 7.14

Exhaust Diffuser ...................................................................... 7.16 Exhaust Duct ............................................................................ 7.16 Compressor Diffuser ................................................................ 7.18 Planet Gears ............................................................................ 7.19 Ring Gear & Clutch Housing ................................................... 7.20 Clutch Camplate & Rollers ...................................................... 7.21 Gear Drive System .................................................................. 7.22 Lube Oil System ........................................................................ 7-23 Soak Back System .................................................................... 7.24

Gear Train Operation .............................................................. 7.26 Turbochargers with External Clutch ....................................... 7-28 External Inspection & Diagnosis ............................................ 7-30 Roller Clutch Test ..................................................................... 7.30

Run-Down Time Test ................................................................. 7.32

Planetary System Oil Drainage Screen ................................... 7.25

Turbocharger Oil Pressure Test ............................................... 7.31

Additional External Inspections .............................................. 7-33 Additional Troubleshooting Information ................................ 7.37 Overheat/Overspeed Failure .................................................. 7.39 Foreign Material Damage to Turbine ..................................... 7.40 Damage to Compressor Impeller ......................................... 7.41 Clutch Failure ........................................................................... 7.41 Lack of Proper Lubrication ...................................................... 7.42 Bearing Failures ........................................................................ 7.42 Planetary Gear Train Failure .................................................... 7.44 Turbine Blade Fatigue ........................................................... 7.45 Failure Classification ................................................................ 7.45 Overheat/Overspeed .............................................................. 7.45

Thrust Bearing Failure .............................................................. 7.46

Turbine Bearing Failure ............................................................ 7.47 Rotler Clutch Failure ................................................................. 7.47

Foreign Material Damage to Turbine Sections ...................... 7.46

Compressor Bearing Failure .................................................... 7.47

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Chapter 7 cont'd

Foreign Material Damage to Compressor Section . .. . . . , . . . ,. . . 7.47 Planetary Gear Train Failure ...., ..... .... . ................................... ,. 7.47 Lack of Proper Lubrication . . . . . . . . . . . . . . . . . . I I . I a ......,.., ......... .......,... 7.48 Turbine Blade fatigue Fracture .......... ............................. 7.48 Exhaust Gas Leak ........................ ...... .. ......... ....................... ,.. 7,48 Turbine Shroud Retaining Clamp Failure .,..... .... .... ................ 7.48 Poor Planetary Train Mesh ..............I .. . ...... ............................. ,. 7.49 Internal Oil Leak ..................................................................... ( . 7,49 External Gear Damage .,......,...... . .... .. ., .......,... ......,, ........,...., ( . 7,49 Turbocharger Installation Tips . , ,. , . . . . . . I ,.. . . , . . . . . . . . , , . , . . . . . ..., . . . . . . , , , 7.49 Roots Blower ...., ........... ,.,..,....... .... ... ......... ,...... .......... ......... ... 7.51 Blower Inspection .... . , . , , , , , . . . . . , , . , , , , . . . . . . . . . . ,. . . . . . . . . . . . . . , *.. . . , . . . . . . . . , , , . . 7 -52 Exhaust System Components ..... ...........,, ~ ........................ ....., 7 -52

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Introduction ..,.. . ............... ........................................................ 8,l Speed Sensing and Fuel Control ......, ,.. .. , .. . . . . . . . .. ... .. .. . .. . ...., . . .... 8.2 Speed Control I . . I . .. . . ....., . ,., ..... ,.. .. . . I I . . . . . I I . . . . . . . I . . I I . I .... .... , . , .. ... . . . ,. . 8.4 Load Regulation ........................... 8.6 Protective Devices.. , . . . . . . . . . , . . . . . , . . . . . . . , . . . . . . , . . . , . . . . . . . . . . . , , . . . . . . . . . . . . . . . . . . . 8.7 Governor Maintenance , . .. . . . . . . , , . . . , , . . . . . . . . , . . . . . , . , , . . . . . . . . . . . , . . . . , . . . . . . . . 8,9 Governor Qualification ............................................................ 8.1 1

Chapter 9 Protective Devices

Introduction ..... . . , ,...... . . , . . . . ...... . . . . . . . . . . . . . . . . . . .... . .. . ..... , . . . . . . . . . . . I . . , I q 9.1 EPD - Engine Protection Device .., ,. 9.1 Testing EPD Operation . . . . . . . . I I I I . . . . . . . I . . . . I I I I I I I I . . . I . . . . I . . I I I I . . I I I ..,, ....... 9,2 Crankcase Pressure Detector (EMDEC) ...IIII....................II....I. 9.5 Hot Oil Detector. ... . .... . . , ... I...I I .... I .... ... I I ,.,. .. ..... I . .. ,. 9.7 Low Oil Shut Down , , . , . , , . , , . . . . . , , , , . . , , , . . . . . . . , . . . . . . . . . , , , . . . . . . . , . .. . . . . . . . . . , . , . , 9.8 Engine Overspeed .... . . , . , . . ,.. . . . . . . . . . . . , . ,.. . . . . . . . . . . . . . . . . . . . . . ,. . . . . . ,. . 9.9

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CHAPTER EMD Technical Publications and History

History

The General Motors Locomotive Group as we know it today was founded in 1922 with the creation of the Electro-Motive Engineering Company (EMC) in Cleveland, Ohio. EMC produced gasoline-electric railcars suited to light freight and passenger service as an alternative to steam powered engines. These 35 ton rail cars proved to be quite successful, and as a result approximately 500 were built between 1926 and 1932.

The demand for more power resulted in the use of Winton gasoline engines ranging from 175 to 400 horsepower. A limited number of units were built using two of the 400 horsepower engines. Two major problems confronted the designers at EMC, those of space constraints due to the large engine size and the high cost of gasoline in comparison to alternative fuels. EMC attempted to develop their own distillate engine but were unsuccessful.

EleCtreMotive was founded in Cleve/cmd Ohio in 7922.

In 1930, both the Electro-Motive Engineering Company and the Winton Engine Company were acquired by General Motors. With the assistance of General Motors Research, Winton soon produced their first diesel, the Type 201 engine.

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Figure 1.1 The Winton Type 201 Engine

The eight cylinder 201 engine was built with 8" bores and a 10" stroke which developed 75 to 80 horsepower per cylinder at 750 revolutions per minute (rprn) . The 201 pioneered many innovative concepts that have been passed on to the engines of today. Among them, the Winton 201 was designed with;

lightweight design welded steel frame

* unit injectors. individual removable power assemblies, and

In 1933 a 600 horsepower version of the 201 was used to power the Burlington Railroads Pioneer Zephyr to a new speed record between Chicago and Denver. The Zephyr completed the trip in thirteen hours and five minutes averaging 77.6 mph ( I 2 5 krnlh). Following this achievement there was considerable interest expressed by the railways in the development of true diesel locomotives.

Figure 1.2 The 1933 Burlington Zephyr

ElectreMotive Model 567, 645 & 710 Series Diesel Engines

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Interest was such that in 1935 General Motors undertook the construction of North Americas first Diesel-Electric locomotive plant at LaGrange Illinois. Design work on the diesel engine continued and a new series of engine, the 567 was ready for installation in 1936. A 567 engine was installed in the first locomotive produced at the LaGrange plant. This 600 horsepower switcher locomotive ran in regular service for the Santa-Fe-Railroad until 1975.

The 567 indicated the number of cubic inches per cylinder and this engine was designed primarily for rail use. The 45 V design allowed for installation in narrow car-bodies and the two cycle engine provided a simplicity and ease of maintenance which was recognized as an advantage by the railways. Another significant advantage of the 567 design was the ability to manufacture the engine in 6,8,12 and 16 cylinder models to suit different horsepower demands.

Figure 1.3 Typical General Motors Switcher Locomotive

By 1938, EMC had assumed responsibility for the manufacture of all locomotive components, and in 1940 oficially became the Electro-Motive Division of General Motors.

In 1949 General Motors of Canada, Diesel Division, established a plant in London, Ontario Canada to assemble locomotives for the Canadian Market. The General Motors Locomotive Group was formed in 1988 in order to pool the resources of the London and LaGrange plants.

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Engine Development

The design of the diesel engine has continued to evolve over the years since the Winton and has seen the incorporation of many improvements. Many of the changes were in response to the customers ever increasing horsepower demands. By 1959 the horsepower of the basic 16 cylinder 567 engine had been increased to 1800 Hp.

Figure 1.4 The 567 Series "Roots Blown" Engine

Continuing research led to the introduction of the first turbocharged engine in 1959. The 16 cylinder 567D2 engine produced 2000 Hp. The 567 engine design reached its limit in 1964 with the introduction of the 2500 Hp 567D3A.

Building on the success of the 567 engine, GM designers produced the first 645 series engine in 1966 by increasing the bore of the 567. Design work continued on the 645 model, still driven by higher horsepower requirements, but also by customer demands for improved fuel economy. The latest version of the 645 engine was the fuel efficient, 3600 Hp, 16 cylinder 645F3B engine.

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General Motors introduced the new 710G3 engine in 1984 rated at 3800 horsepower. While this engine is similar to the 645 configuration, the longer stroke of the 710 engine required some redesign to the engine block. This was the first major change to this reliable engine design since 1954. The 710 engine looks almost identical to the 645 model, except that the block is deeper between the air box and the top inspection covers to accommodate the longer stroke of the 710 power gssemblies.

The durable and efficient design of these engines has been proven over the years not only in locomotive applications but also in marine applications, drilling rigs and stationary power plants.

The newest addition to the General Motors locomotive line is the SD80MAC and SD90MAC locomotives. The SD80MAC Series unit is powered by a 20-710 turbocharged engine which is rated at 5000 tractive horsepower. The SD90MAC units were released with a 16-710 engine at 4300 tractive Hp, and are being retrofit with the new EMD designed "H" engine which will produce 6000 tractive Hp. These locomotives and the "H" engine are covered in separate training packages.

Locomotive Development

Since the production of the first GM diesel electric switcher locomotive in 1936, locomotive design has kept pace with engine design to effectively deliver the ever increasing horsepower to the rails. Another challenge has been to continually improve the locomotives electrical and mechanical systems so as to provide the customer with the most efficient and reliable locomotive possible.

While locomotive design has been a constantly evolving process, there have been several significant milestones, particularly in the technological advances made in the electrical system.

The earliest models of GM locomotives were the;

$ iW-1, SW-900 and SW-1200

F-T, F-3, F-7 and F-9

GP-7, GP-9 and GP-18 and

SD-9, SD-7 and SD-18

These locomotives are characterized by lower horsepower output and direct current generators.

Figure 1.6 Typical F-P Locomotive

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The next generation of locomotives developed higher horsepower ratings and offered greatly improved electrical systems. One important electrical advance was the replacement of the direct current main generator with an alternating current main alternator. The main alternator offered improved ease of maintenance and increased control over the electrical system. This generation of locomotives included models such as,

GP-38AC and GP-40 SD-38AC. SDP-40, SD-45 and SD-40

Later models, known as Dash 2 locomotives offered further refinement to the electrical system. Most of the electrical modules which were mounted throughout the electrical cabinets were incorporated into cards mounted in a cabinet designed for ease of troubleshooting and change-out.

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Figure 1.7 Dash-2 Type Electronic Cards

All locomotive systems and component parts have undergone improvements over the years such as upgraded traction motors, air supply and filtration systems, car-body design, engine protection systems and a vast number of changes all designed to service the customers needs more effectively and economically.

The design of the SD or GP-60 series locomotives added further technological advances to the GM locomotive which enhanced fuel economy, improved traction and wheel slip control, provided for self diagnostics and proved to be an extremely reliable IgGQgmtive.

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Figure 1.8 The 60 Series Microprocessor

The 60 Series locomotive replaced the Dash-2 type electronic cards nith microprocessor control technology. This eliminated the need for most of the relays in the electrical cabinet and allowed for a far superior control of the excitation and control systems. The microprocessor control allowed for engine crews and maintenance staff to perform much analysis of the 60 Series locomotive from the cab.

Also added were many system diagnostic checks that could be run from the display key-pad. The 60 Series locomotive continued successfully to progress the technology demanded by the customer providing again improved fuel economy in an efficient 3800 horsepower locomotive.

The 70 Series surpasses the 60 Series in terms of fuel economy, improved tractive effort and control systems in a 4000 horsepower locomotive.

Some of the changes to the 70 Series unit are, the faster EM2000 computer system, 4000 tractive horsepower delivered by the 710G3B engine, improved fuel economy, the steering HTCR radial truck, higher capacity D-90 traction motors and several technologically .advanced options such as ICE (integrated cab electronics) and the Micro electronic braking system.

Figure 1.9 The 70 Series Locomotive

ITS Locomotive Training Series - Student Text 1-7 a

The EM2000 computer system has also been incorporated into the n e wSD80MAC and SD90MAC locomotives. These units offer AC traction motors and improvements in truck performance with the HTCR-11. Additionally, these units are equipped with EMDEC electronic fuel injection, and further perfornance enhancements.

Figure 1.10 The EM2000 Computer Chassis

The SD80MAC is equipped with a 20-710 engine which produces 5000 Tractive Hp. The SD90MAC units were put into service with a 16-710 engine at 4300 Tractive Hp and are being retrofit with the new EMD "H" Model engine. An "H" engine equipped SD90MAC will produce 6000 Tractive Hp.

Figure 1.1 1 SD8OMAC / SD9OMAC Carbody Design

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Electro-Motive Technical Publications

General Motors diesel electric locomotives are complex units made up of many components and sub-systems. To assiit in the proper maintenance of this equipment, technical publications have been produced. These publications contain valuable procedures and service data.

In this section of the chapter we will examine four of the technical publications produced by the GM Electro-Motive Division.

Technical Publications are provided to assist in the maintenance and repair of

Locomotive Service Manual Engine Maintenance Manual Maintenance Instructions

EM0 1 ocomotives. Service Pointers

This section will demonstrate the types of information contained in each of these publications, how to find specific information, and provide an opportunity to practice with this material.

As you are working through the chapter, it is suggested that you have copies of the various publications available to refer to. All of these publications are very useful on the job.

Locomotive Service Manual (LSM)

Electro-Motive Division produces Locomotive Service Manuals in "generic" formats and, more commonly, for customer specific locomotive orders. The manual contains most of the service information for the locomotive, with the exception of the diesel engine, which is covered in its own manual.

When referring to the index at the front of the Locomotive Service Manual you will notice it is divided into sections, each section dealing with a specific subject. Each section title serves as a description of the type of information contained in that section. For example, you find information dealing with the Compressed Air System in Section 6.

The most important point to remember when using these manuals is to know specifically what information you are looking for. If you know what system you are working on, then it is easy to look in the index for this system, and quickly find the service information.

ITS Locomotive Training Series -Student Text 1-9 1

The EMD Locomotive Service Manual provides technical and maintenance data on each specific class of locomotive.

Section "0" - General Information The sections of the LSM can be identified by the page numbers at the bottom.

The first number identifies the section, the second number is the page number within that section.

For example in Section 0 entitled General Information, the pages are numbered 0-1 through 0-9. This section is unique, in that, it does not cover any system in detail, but provides:

General information about the locomotive An overall description of the locomotive and its' systems Types of equipment applied to the locomotive Capacities of systems such as fuel and lube oil Weights of major components

The information contained in Section 0 will be used on a daily basis. For example, you need to know what the cooling system capacity is when refilling after repairs or when calculating water treatment chemicals.

Component weights are required when performing repairs or for selecting proper lifting equipment.

Sample Section "2" - Fuel System Section 2 is a typical service section, dealing with the fuel system. Each of these

sections begins with a system description, which explains the operation of the system, and describes the major components. Generally, a diagram of the system is shown, to aid in understanding how the system functions, and to assist in troubleshooting. From there, the section describes each major component in detail.

Specific maintenance requirements, specifications, and procedures are provided. For example, on page 2 of section 2, the cleaning procedure for the fuel suction strainer is given. A brush can be used to clean the element and a wooden dowel is used to spread the pleats. It also states that the engine must be shut down to perform this servicing procedure.

Section 2 provides additional information on the proper storage and handling of fuel for the locomotive.

The last part of the section provides a list of references that you can consult if you need additional information. Section 2 states that you could look in M.I. 41 10 (Maintenance Instruction) to find additional information on maintenance of the fuel pump. If special tools or equipment are required for servicing the system, you can find them listed on these pages.

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All of the sections in the Locomotive Service manual are arranged the same way:

General system description System diagram Specific service requirements and procedures References, and Special tools and part numbers

Again, if you know the specific system that you require information about, consult the index for the section of the manual that covers that system.

Engine Maintenance Manual (EMM)

The Engine Maintenance Manual is prepared for the specific engine in each order of locomotives. While most information applies to all G M diesel engines, there may be certain items specific to each order. Always ensure that you are using the correct manual for your engines.

The manual is broken down into sections much like the Locomotive Service Manual. The page numbers work the same way, the first number refers to the section, the second number is the specific section page. In this manual, however, you can see that there is a table of contents for each section to help you find the information you need quickly.

Section 0 -Table of Contents

Section 0 again provides general service information on the engine and its systems. It also gives a description of engine operation, specifically the operating cycle of the G M engine.

This information will be covered in more detail elsewhere in the course.

Section 0 gives engine specifications, ratings and speeds, and specific equipment applied to the engine. For example a Woodward PGR governor has been applied to this engine and at full speed engine RPM should be 904. Also contained in this section is a weight list for engine components similar to the Locomotive Service Manual.

On page 0-9 can be found a complete listing of torque values for your engine. The torque specifications also may include special instruction as denoted by an asterisk -(*):The asterisk (*) means that you have to look at the end of the section for more information.

Refer to the Table of Contents for Section 1.


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The table of contents serves as a quick guide to the particular information you need. Section 1 is a typical service section that deals with the crankcase and associated parts.

As in the L.S.M., the section starts off with a general description, and then deals with specific components one by one. For each component, a detailed description is provided along with specific inspection and repair procedures.

To further understand the layout of the manual, refer to the pages dealing with the lower liner bore insert (p. 1-2). Along with a description of the component, removal and application procedures are described.

The manual tells us if special tools are required to perform the indicated tasks, and in this case a puller is needed to remove and apply the insert. The special tools, such as the puller, are fully described, and drawings provided should it be necessary to fabricate these tools.

Section 1 finishes with a list of references, specifications for the assemblies, and a list of special tools required for repair of components covered in this section.

All the remaining sections of the Engine Service Manual are organized in a similar manner.

Review

The Locomotive Service Manual deals with systems and components found on the locomotive except for the diesel engine.

The diesel engine is covered separately in the Engine Service Manual.

Both manuals are arranged in the same manner, sections that deal with a specific subject.

Within the section, the first number on the bottom of the page refers to the section, while the second number is the specific page within the section.

Each section starts with a description of the system or component.

Specific maintenance procedures for each component are dealt with, and at the back of each section may be found:

Service references

Specifications

Special tools

and, sometimes part numbers

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Maintenance Instructions (MI'S)

Maintenance Instructions, or MI'S, are another form of technical publication produced by General Motors. MI'S deal with the service and repair of specific systems and/or components. These documents are produced as required when:

Locomotives are equipped with components or systems not covered by the LSM or ESM

Information in the Service Manuals has been updated

Or when more detailed information is required for inspection or repair of systems or components

Quite often the EMM or LSM will list one or more MI'S as reference at the back of a section. Let's look at a typical MI to see how it is laid out, and the type of information it contains.

Example MI 1520

The number of the MI can be found on the top right corner of the first page (MI-1 520). Beneath the number sometimes will be found Rev. and a letter signifyirig the latest update. If you have two versions of an MI, use the version with the latest revision letter. MI-1 520 shows Rev A, meaning that it has been updated once since it was first published.

The title on the top of the first page describes the subject dealt with by the MI, in this case, the inspection and repair of traction motor gear cases.

While each MI deals with a different subject, they all follow a similar layout. The subject of the MI is first reviewed, followed by a brief description of the component or system involved. For example, M.I. 1520 explains the functions of the traction motor gear case (Protects the traction motor gears from dirt and/or damage, and contains the gear lubricant).

Next, the procedures for removal, inspection, repair, and application are covered in detail. Detailed drawings are provided as required to explain the procedures, fabricate tools, or modify components. The MI also lists other references when required, part numbers for original and replacement parts, and special tools or equipment needed to perform the task.

There are numerous MI'S on a great variety of subjects and an index of current MI'S has been prepared to assist in finding information. This index allows you to find MI numbers by subject, number, or application.


Review

MIS are used to provide additional service data on components and/or systems.

They are also used to update information contained in the ESM or LSM.

MIS will also be used to provide service data on additional locomotive equipment or systems.

Revisions to MIS are indicated by a revision letter under the MI number on the first page.

MIS are organized similar to the sections of the ESM and LSM:

Beginning with a general description of the system or components involved

Continuing with service data on inspection, repair, or replacement

And finishing with a listing of references, specifications, and tools or special equipment required

Service Pointers

Refer to the sample GM Pointer.

GM Pointers are produced to update procedures or specifications of engine or locomotive systems/components.

They are issued to customers as required, and are designed to get the information distributed as quickly as possible.

GM Pointers are also used to provide customers with notice of changes to EMM, LSM, or MIS.

Review

Pointers are used to get information to the customers fast. They may contain changes to inspections, repair procedures, or specifications.

They may also be used simply to advise customers of revisions to technical documents.

Pointers may deal with one or more subjects.

1-14 Electro-Motive Model 567,645 & 710 Series Diesel Engines

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ElectrMotive 567,645 and 710 Diesel Engines are all "two stroke" engines.

Diesel Engine Theory

Introduction

In this chapter we will look at the diesel engine beginning with a review of the four stroke and two stroke operating cycles. In this chapter we will continue with:

general engine arrangement; model types (8,12,16, and 20 cylinders,); internal pressure zones (crankcase, airbox, and top deck,) serial number locations and system

In the next chapter we will cover the individual components in detail.

Engine Operating Cycles

The General Motors diesel engine utilizes a two stroke operating cycle. This means that for one engine cylinder to generate a power pulse, it requires two strokes of the piston, one upwards stroke and one downwards stroke. The easiest way to present this cycle is by first comparing it to the four stroke cycle used in most other diesel engines.

2-1 a IT5 Locomotive Training Series - Student Text

Four Stroke Engine - Construction Fuel Injector Most four stroke diesel engines share a Intake Exhaust

similar construction (Figure 2.1). Valve Valve

The cylinder is closed on the top by the cylinder head and sealed on the bottom by the moveable piston and piston rings. Intake and exhaust valves located in the cylinder head allow the flow of gases into and out of the cylinder as required. The crankshaft eccentric and the connecting rod translate the up and down motion of the piston to a rotary motion on

Cylinder +

the shaft.

. Piston

Crankshaft

Figure 2.1 Four Stroke Construction

1 " Four Stroke Engine - Intake Stroke The four stroke cycle begins with the

Fresh air enters intake stroke (Figure 2.2). Cylinder

through Intake valve The rotary motion of the crankshaft

causes the piston in the cylinder to move downwards, increasing the volume of the cylinder. As the volume of the cylinder increases, the pressure decreases below atmospheric pressure.

Fresh air at the higher pressure rushes into the cylinder through the open intake valve to fill the cylinder. This provides a new charge of oxygen, for the combustion of the fuel.

As the piston approaches the bottom of the stroke (Bottom Dead Center or BDC), the intake valve closes to seal the cylinder. The piston now begins to move upwards on the compression stroke.

Figure 2.2 Intake Stroke

I 2-2 Electro-Motive Model 567,645 & 710 Series Diesel Engines

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Four Stroke Engine - Compression Stroke

As the piston moves upwards on the compression stroke (Figure 2.3), the volume of the sealed cylinder is reduced and causes the pressure in the cylinder to rapidly increase. The reduction in cylinder volume is usually expressed as the compression ratio. This ratio is the difference between the cylinder volume with the piston at Bottom Dead Center (BDC) and cylinder volume with the piston at Top Dead Center (TDC). Diesel engines commonly have compression ratios between 16:l and 20:l.

It is a property of gases, that as the pressure is increased the temperature also increases. It is this rapid increase in temperature that provides the heat necessary to ignite the fuel.

Four Stroke Engine - Power Stroke a The piston moves upwards on the

compression stroke increasing cylinder pressure and temperature. Near the top of this stroke, fuel is sprayed into the cylinder by the fuel injector. The fuel is atomized by the injector so that it will mix easily and completely with the hot air. The high cylinder temperature ignites the fuel and air mixture and combustion begins.

The heat produced by the burning fuel and air mixture causes a further rapid increase in cylinder pressure. As the piston passes through Top Dead Center and begins a downward motion, the increased cylinder pressure pushes the piston down. The force acting downwards on the piston is many times greater than the force required to initially compress the air. This force is transferred through the connecting rod to the crankshaft. It is through the actions of the cylinder assembly that the latent energy contained in the fuel is released and converted into a useable mechanical force.

Figure 2.3 Compression Stroke

Fuel enters Cylinder through Injector

Figure 2.4 Power Stroke


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Four Stroke Engine - Exhaust Stroke

Before the combustion process can be repeated, the cylinder must be purged of the burnt gases and refilled with a fresh air charge.

Just before the piston reaches the bottom of the power stroke, the exhaust valve is opened to vent the pressure contained in the cylinder. The piston passes Bottom Dead Center and moves upwards on the exhaust stroke. The motion of the piston moving upwards reduces the volume of the cylinder and increases the pressure.

Since the exhaust valve is open, the burnt gases flow outwards to the atmosphere through the valve. When the piston has reached Top Dead Center, the exhaust valve closes, the intake valve opens, and the cylinder is ready to begin the next intake stroke.

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3 pushed out Exhaust Valve

t

Figure 2.5 Exhaust Stroke

Four Stroke Engine - Conclusion In order for the four stroke engine to produce one power stroke, four distinct

piston movements are required:

intake (piston moves downwards) compression (piston moves upwards) power (piston moves downwards) exhaust (piston moves upwards)

The crankshaft must turn two complete revolutions to produce these for motions. Therefore each cylinder of a four stroke engine will produce one power stroke every other revolution of the crankshaft. The valve operating mechanism (usually a camshaft) will operate at one half of crankshaft speed in a four stroke engine.

The energy generated on the power stroke is transferred to the crankshaft and then to the devices powered by the engine. Some of the energy produced is absorbed by the heavy flywheel, usually mounted on the rear of the crank. This energy is released as momentum to carry the engine through the exhaust, intake, and compression strokes.

2-4 Electro-Motive Model 567, 645 & 71 0 Series Diesel Engines

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Two Stroke Engine - Fuel Injector I

There are a great many different designs for two stroke (or cycle) engines; this text will deal only with the design similar to the one used on the General Motors diesel engines.

(air pump)

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As in the four stroke engine, the cylinder assembly is sealed at the top by the cylinder head, and at the bottom by the piston and piston rings. Fuel is injected in a similar manner by a fuel injector located in the cylinder head. There are however several very important differences. Instead of utilizing an intake valve located in the cylinder head, a row of ports, or openings, have been located in the lower portion of the cylinder wall. These ports are surrounded by a chamber known commonly as the airbox.

c c G c c Figure 2.6 Two Stroke Engine Constnrction

Fresh air is pumped into this chamber by an air pump, or blower, for use in combustion.

G G

Two Stroke Engine - c c Scavenging (Start) c c

The two stroke engine uses a different method of introducing a fresh air charge into the cylinder than the four stroke engine. Rotation of the crankshaft causes the mechanically coupled air pump to force fresh air into the airbox that surrounds the air ports on the lower cylinder walls.

G c c c c the stroke, this fresh air enters the ~ 1 c c c open valves. IG c

With the piston at the bottom of

cylinder through the ports. As the exhaust valves are also open at this time, the air moves upwards through the cylinder, and exits through the

Figure 2.7 Scavenging (Start)

2-5 a (, ITS Locomotive Training Series - Student Text G

3

The air ports are angled slightly from the center line of the cylinder causing the air to swirl in the cylinder as it moves upwards. Thus the cylinder is completely purged and filled with fresh air. This action is called scavenging.

Two Stroke Engine - Scavenging (Fin is h)

The crankshaft rotates, moving the piston upwards in the cylinder. The upwards piston movement blocks the flow of fresh air through the liner ports, and forces a small amount of air out the exhaust valves. Any remaining exhaust from the previous power stroke is completely removed from the cylinder by this action.

The exhaust valves then close to seal the cylinder and allow compression of the air.

Figure 2.8 Scavenging (Finish)

Two Stroke Engine - Compression After the exhaust valves have closed, the

piston moves upwards compressing the air in the cylinder. As in the four stroke engine when the air is compressed, the temperature and pressure rise.

However, compression in a two stroke engine differs slightly in that the initial cylinder pressure is slightly higher because of the air pump, and the effective stroke is much shorter.

Figure 2.9 Compression Stroke

2-6 Electro-Motive Model 567,645 & 71 0 Series Diesel Engines

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Two Stroke Engine - Injection The injection of fuel into the cylinder

of the two stroke engine is handled in the same manner as the four stroke engine.

r\s the piston nears Top Dead Center (TDC) the fuel injector delivers an atomized spray of fuel into the cylinder.

The fuel combines with the air and is ignited by the high temperature. Rotation of the crankshaft carries the piston past TDC as the fuel begins to combust with the air.

Two Stroke Engine - Power Combustion of the fuel and air causes

the pressure in the cylinder to rise rapidly.

This pressure expands in all directions, pushing the piston downwards with a greater force than it took to initially compress the air.

As in the four stroke engine, this force on the piston is converted into a rotary motion on the crankshaft, providing a useable mechanical force.

Fuel Injection begins just before TDC

Figure 2.10 Injection Stroke

Figure 2.11 Power Stroke

IlS Locomotive Training Series - Student Text 2-7

n r - i n Two Stroke Engine - Exhaust The piston travels downwards on

the power stroke until a point just before the air ports are uncovered. The exhaust valves open to vent cylinder pressure to atmosphere.

By opening the exhaust valves slightly before the air ports, a flow of gasses is started through the valves and cylinder pressure is reduced below that of the airbox. By reducing cylinder pressure in this way a back flow of gas (backfire) into the airbox is prevented.

Cylinder pressure continues to reduce until the air ports are opened by the piston. At this time the fresh air from the airbox is allowed to enter and scavenge the cylinder to begin the cycle again.

Figure 2.12 Exhaust Stroke

Two Stroke Engine - Conclusion Conversion of the heat energy contained in the fuel is essentially done the same

way in both the two and four stroke engines. However where the four stroke engine requires two revolutions of the crankshaft to deliver one power impulse, the two stroke engine will deliver one power impulse every crankshaft revolution.

The power impulses in the two stroke engine are of a less magnitude than a four stoke due to the reduced effective compression and power strokes.


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Review

The four stroke engine cycle consists of intake, compression, power, and exhaust.

Fuel is injected into a closed cylinder containing compressed air at a temperature high enough to ignite the fuel.

The pressure increase in the cylinder due to the expanding gases forces the piston downwards inducing a turning motion on the crankshaft.

The four stroke engine requires two complete revolutions of the crankshaft to produce one power impulse.

The two stroke engine uses air ports located around the lower portion of the cylinder liner instead of intake valves to admit fresh air into the cylinder.

Fresh air supplied by an air pump is used for combustion and to purge (scavenge) the cylinder of exhaust gases.

The two stroke engine requires one complete revolution of the crankshaft to produce one power impulse.


General Engine Arrangement

The two stroke General Motors diesel engine is a It Narrow 'V' type design consisting of two banks (or rows) of engine cylinders arranged with an angle of 45 0 between them. Opposing cylinders share a common crankshaft eccentric (throw) using a "fork and blade" connecting rod design. This design allows for a close distance between cylinders, and the narrow "V", keeps the overall engine width to a minimum. The engine is available in 8, 12, 16, and 20 cylinder models, depending on the desired horsepower output. The compact nature of this engine makes it particularly suited to railroad locomotives and marine installations where size is a major consideration.

The rear of the engine is usually called the flywheel end since this is where the main generator is driven from. Depending on equipment and horsepower, it may also be termed the blower or turbo end because combustion air is supplied through the rear of the engine by either a mechanical air blower or a turbocharger.

The camshaft gear train and auxiliary generator drive are located on the rear of the engine. Engine rotation is left hand, or anti- clockwise as viewed from the rear facing towards the front.

45" Between Banks

Figure 2.13 CM Engine - Rear View

The front end of the engine is commonly referred to as the governor end as this is the mounting location of this device. The water pumps, lube oil pumps, and the pump drive gears are also located on the front of the engine. All oil, fuel, and cooling water connections for the engine are made on the front end. Since the size and type of pumps may vary according to engine horsepower and engine application, the front is sometimes referred to as the accessory end. A drive connection is available on the front end of the crankshaft for accessory items such as air compressors, additional pumps, or mechanically driven blowers.

Right Bank

Generator Drive

Left Bank

Figure 2.14 Engine Configuration

I 2-10 Electro-Motive Model 567.645 & 71 0 Series Diesel Engines

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Engine orientation is established from the rear of the engine looking forward. The engine banks are termed left and right as viewed from the rear of the engine looking forward. The cylinders are numbered sequentially from front to rear beginning with the right bank. Cylinder number one is always located on the right front corner of the engine.

In the illustration of a twelve cylinder engine Figure 2.14, the cylinders on the right bank are numbered one thru six; the cylinders on the left bank are numbered seven thru twelve. On a sixteen cylinder engine the cylinders on the right bank are numbered one thru eight beginning with the right front; the cylinders on the left bank are numbered nine thru sixteen beginning with the left front.

Cylinder number one on all engines is at TDC when the flywheel pointer reads 0". The cylinder mated to number one will be at TDC 45" later because of the layout of the cylinder banks. Therefore, paired engine cylinders, such as number one and seven on the twelve cylinder model, always fire 45" apart.

On the eight cylinder engine, a power pulse is generated every 45" of crankshaft rotation (360" I 8 cyl = 45"). The sixteen cylinder engine generates a power pulse every 22 1/2" of crankshaft rotation (360" I 16 cyI = 22 I/2"). These two engines have a "Balanced" firing order since the pulses are evenly distributed through out one crankshaft revolution.

The twelve and twenty cylinder models have an "Unbalanced" firing order. To balance these engines is not possible with a 45" vee. For example, the twelve cylinder model would require a power pulse every 30" (360" I 12 cyl = 30"). This is not possible since opposing cylinders are 45" apart. The "Pairs" of cylinders are distributed through out the revolution based on experience and computer simulation to give the best performance for the twelve and twenty cylinder models. An Injector Timing tag is located at the rear corner of the engine for use when doing engine adjustments.

NOTE: Always consult your Engine Maintenance Manual for the correct firing order and timing for the engine being serviced !

The exhaust system is located on the top of the engine between the cylinder banks. For engines equipped with mechanical blowers, the exhaust is collected in the manifold and allowed to vent to atmosphere. O n higher horsepower engines equipped with turbochargers, the exhaust is collected in the manifold and sent through the turbine before escaping to atmosphere.

~ ~~ ~ ~ ~~


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Review

The GM diesel engine is a 45" "narrow V" design.

Engine layout is determined from the rear of the engine facing forward.

The combustion air supply (blower or turbo), camshaft gear train, and generator drives are located on the rear of the engine.

The engine consists of two banks (or rows) of cylinders, the left bank and the right bank.

The cylinders are numbered from front to rear, beginning with the right front cylinder.

Opposing cylinders are always timed 45" apart.

The front end of the engine is also called the governor or accessory end.

The governor, water pumps, and lube oil pumps are located on the front of the engine.

All fuel, oil, and cooling water connections are made at the front of the engine.

The exhaust system is mounted to the top of the engine between the cylinder banks.

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Internal Pressure Divisions

The GM diesel engine is divided into two distinct pressure zones; positive pressure (above atmospheric pressure); and negative pressure (be2ow atmospheric pressure).

Positive Pressure

The airbox area of the engine is always at a positive pressure as compared to atmosphere. The positive pressure is required to force the air into the cylinders through the liner air ports. The in flowing air must have sufficient pressure to push through the cylinder and force the burnt gases out the exhaust valves. Unlike the four stroke engine, there is no intake stroke to draw fresh air into the cylinder, nor an exhaust stroke to expel the burnt gases.

Positive Pressure

Figure 2.15 Positive Pressure Zone

The positive air pressure in the airbox is sometimes referred to as the boost pressure. The amount of boost pressure on a mechanical blower equipped engine is directly proportional to the speed of the blower (engine speed). O n turbo equipped engines, the boost depends not only on engine speed, but also the amount of fuel consumed by the engine, as the turbo relies on waste heat energy in the exhaust to operate.

Negative Pressure

Most engines use a crankcase ventilation system to prevent the buildup of combustible gases in the crankcase. The eductor system on the GM engine is designed to keep the crankcase at a negative pressure whenever the engine is running. Blower equipped engines draw the crankcase vapours through an oil separator into the blower inlet. Turbo equipped engine use an eductor (venturi) tube in the exhaust stack to draw the vapours through the oil separator and expel them to atmosphere.

Figure 2.16 Negutive Pressure Zone


. ... . _- ~ ... ... ~.

The oil separator is designed to trap and recover small oil droplets carried out of the engine with the vapours.

The top deck area of the engine is common to the engine sump through oil drain tubes, and the entire assembly is kept at the negative pressure. The reduction of pressure is dependant on engine speed and engine condition. As engine speed is increased, the vapour withdrawn is also increased. Leakage on engine covers and seals or excessive piston ring leakage (blowby) will affect the ability of the system to maintain the negative pressure.

Serial Numbers

To facilitate parts identification most major components and assemblies are stamped with a part number and a unique serial number. In order to maintain the GM engine and ensure correct parts replacement, it is necessary to understand the system used for serial numbers. Section 0 of the Engine Maintenance Manual identifies most parts that carry serial numbers and where the number is located.

Refer to section "0" of the Engine Maintenance Manual.

The following example shows the type of information typically found on the Serial Number & Identification plate found on the right bank of the crankcase.

a) model designation b) date of manufacture (or remanufacture) c) location of manufacture d) production sequence number

ELECTRO-MOTIVE DIVISION GENERAL MOTORS CORPORATION

LAGRANGE, IL 60526

MODEL NO. SERIAL NO.

l - 2 3 4 s 6 i 8 9 i o

Figure 2.17 Engine ldentification Plate

I 2-14 ~~ ~

Electro-Motive Model 567, 645 & 71 0 Series Diesel Engines

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The specific breakdown of the data is as follows:

(1) Number of cylinders ( 8, 12,16, or 20)

(2) Cubic inch displacement per cylinder ( 567,645, or 710) (9291.4, 10,569.6, 1 1,634.8)-CM3

(3)(4) Application ( 567A thru E, 645 E thru F, 710 G)

E Railroad engine blower equipped El Industrial engine blower equipped E2 E3 Railroad engine turbocharged E4 Industrial power generator E5 E6 E7 E8 E9 Drill rig engine turbocharged El0 Industrial engine turbocharged

Marine engine blower equipped (without strainer housing)

Marine engine turbocharged (without struiner housing) Marine engine blower equipped (with strainer housing) Marine engine turbocharged (with strainer housing) Drill rig engine blower equipped

( 5 ) New Generation Fuel Economy Engine (designated B or C )

(6) Year produced (7) Month produced ( A thru M, Z is skipped due to confusion)

(8) Engine history

1 New manufacture 2 Remanufactured trade in 3 UTEX (unit exchange) 4 Repair and return

(9) Location of production

1 LaGrange, 11. 2 not used 3 4 Vendoritem 5 Halethorpe, Md. (turbo) 6 Commerce, Ca. (turbo) 7 Jacksonville, F1.

Hazelwood, Mo. (no longer used)

(10) Production sequence number

In addition to the engine itself, all major components and assemblies carry a serial number. While it is possible for two parts to have identical serial numbers, it is not possible for two parts to have both the same serial number and the same part number. For example, while you may have a cylinder head and a cylinder liner with the same serial numbers, it is impossible to have two cylinder heads with the same serial numbers.

ITS Locomotive Training Series -Student Text 2-15 a

I

3 ; .. . , . .. .

Review

The diesel engine and all major components and assemblies are identified with part numbers and unique serial numbers.

The serial number provides a history of the engine or component including date and location of manufacture.

The diesel engine identification tag is located on the right bank of the engine

It is not possible to have two identical parts with the same serial number.

The first two digits of the serial number indicate the year of production.

Months of manufacture are expressed as A thru M; I is excluded due to confusion.

The last three digits of the serial number indicate the production sequence number.


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Engine Components & Construction

Physical Layout

The GM 567,645 and 710 Diesel engines are of a "V" design, and are manufactured in 8, 12, 16 and 20 cylinder models. Most engines use a left hand (or counterclockwise) rotation, as viewed from the rear, or flywheel end. Some marin applications use a right hand (clockwise) rotation engine paired with a left hand rotation engine so the propellers will spin in opposite directions. Others use a right and left rotation engine coupled to each side of a common gearbox to turn a single propshaft.

The camshaft gear train and turbocharger or rootes blower are located on the rear of the engine.

The governor, oil pumps, water pumps, and strainer housing are located on the front, or accessory end of the engine.

An important point is that the engine is mounted backwards in the locomotive, the rear of the engine faces the front of the locomotive.

The engine is arranged into pairs of cylinders, each pair using a common throw on the crankshaft. The cylinders are divided into two banks, left and right. If you view the engine from the rear facing towards the governor, or accessory end, the left bank is on the left side, and the right bank is on the right side.


3

On a 16 cylinder engine, for instance, the cylinders are numbered one to eight on the right bank, starting with the front right. On the left bank of the engine the cylinders are numbered nine to sixteen, starting with the front left. This gives us pairs of cylinders such as 1 and 9,8 and 16.

Opposing cylinders fire 45 degrees of crankshaft rotation apart due to the 45 degree "v" layout of the engine. A 16 cylinder engine has one cylinder firing every 22 -1/2 degrees of crankshaft rotation (360/16). Since the timing between each power pulse is equal (22 1/2 degrees), the 16 cylinder engine has a balanced firing order. The firing order for a 16 cylinder example engine is 1,8,9, 16, 3,6, 11, 14,4, 5, 12,13, 2,7,10, 15.

8 22-1 /2" 9 16

22-1/20 45" 67- 1 /2" 90" 112-1/20 135" 157-1/2" 180" 202-1/20 225" 247-312" 270" 292-1/2" 315" 3 37- 1 n o

On 12 and 20 cylinder engines, the firing order is unbalanced, with an unequal number of degrees of crankshaft rotation between power pulses. T o have a balanced firing order, a 20 cylinder engine would need a power pulse every 18 degrees, and a 12 cylinder every 30 degrees, both of which are not practical due to the 45 degree "V" arrangement.The following charts show the firing order and top dead center for 12 and 20 cylinder left hand rotation engines.

a 3-2 Electro-Motive Model 567,645 & 71 0 Series Diesel Engines

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1 0" 19 9" 8 36" 11 45" 5 72" 18 81 " 7 108" 15 117O 2 144" 17 1 53" 10 180" 12 189" 3 216" 20 225" 6 252" 13 261 " 4 288" 16 297" 9 324" 14 333"

On the 12 cylinder 710 engine, the firing order has been changed in an effort to smooth out the torsional vibrations caused by the unbalanced firing order of previous engines. This is made possible by using a different crankshaft and camshafts along with a specially tuned pendulum trpe torsional damper.

The following is the firing order / top dead center chart for the 12N left hand rotation engine for comparison to the 12 cylinder chart on the previous page. The 12N engine is only available in left hand rotation versions.

NOTE: Always consult your Engine Maintenance Manual for the correct firing order and timing of your engine. This information may be found in Section 0 r of the EMM.

IlS Locomotive Training Series -Student Text 3-3 I

3

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I 567 - 645 - 71 0 Engine Evolution 1 I MODEL YEARS # CYLS 16CYL H.P. IMPROVEMENTS I

Top Deck Cover

Camshaft

injector Rocker A n

OVemPOSd Trip Shoe

F d Manifold

Injector control Shafl

Injaater Rack

Cylinder Test Valve

Fuel injector

Cylinder Head Crab Bon

Air inlel Porn

Air Box

Water inlet Jumper

Water Inla MMlfold

Main Lube Oil Manifold

Fork CoMlectlng Rod

Conwcllng Rod B ~ l u t

Main Beating 'A' Frame

Mdn Bearing Cap

ClWlk0haft

CnnlohaftCoumennl~

Exhaust Valve Rocker A n

E x h m v.hn, Bridge

Exhawt Valve Spring

Exhaust Valve

Cylinder Head

Piaton

ThM WMher

PMon Carrier

Piaton Pin

Cnnkcuo

Cyl1nd.r Liner

Blade Connecting Rod

Oil Drain M d V M '

Air Box Handhola Cover

Piston Cooling Oil Plpe

Piaon Cooling Oil Manifold

oil PMl Handhole Cowr

oil P M 011 h i Qnug.

Oil Pan Sump

\**A L "lx. 4= y Figure 3.1 Cross Sectional Engine Diagram

mWAmR mMLa 645 SERIES DIESEL ENGINE

I 3-4 ElectroMotive Model 567.645 & 710 Series Diesel Engines

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Components

In this section we will look at the major components of the diesel engine, their function and location. This section is intended to aid in identification of engine components and systems. Repair and inspection is covered in the engine maintenance manual, maintenance instructions documents and in subsequent training manuals.

Crankcase

The main structural component of the engine is the crankcase or engine block as shown in Figure 3.2 below.

Figure 3.2 Engine Block

ITS Locomotive Training Series -Student Text 3-5 I

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Figure 3.3 Airbox Section (Left) and Airbox Sections in 45 Degree "V" (Right)

The engine block is constructed from four lengths of channel welded together to form the 45 degree air box as illustrated in Figure 3.3.

The two air box sections then have a tie plate added at the top and a curved plate added in the "V" to form the main oil gallery. Power pack retainers, base rails and " A frames are added to complete the inner air box assembly as shown in Figure 3.4.

\ Tie Plate

curved Plat

Power Pack Retainers

Figure 3.4 Airbox Sub-assembly (Left) and Completed Airbox Assembly (Right)

Figure 3.5 illustrates the application of the remainder of the items such as side cover plates, crab supports, cylinder test valve retainers, etc., to complete the construction of the crankcase or engine block.

The completed assembly is then measured to ensure there is enough material for the machining processes. The engine block is then heated to between 1050F and 1200F to relieve any stress from welding. After being allowed to cool, the block is peened with steel shot, then sent for machining. The block supports the power assemblies and crankshaft, and serves as a mounting for accessories such as the oil pumps, turbocharger, etc. It is the main structural component of the engine, everything else is attached to it.

3-6 ElectroMotive Model 567,645 & 71 0 Series Diesel Engines

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Top Deck Upper Water Manifold

Mainframe Member

Figure 3.5 Completed Crankcase Assembly

This engine is called a dry block design, because the engine coolant circulates through water jackets built into the individual cylinder liners.

Earlier engines (567UV, 5674 and 567B) used "water decks'' and O-rings on the liners and cylinder heads to contain the engine coolant.

Discharge Water Manitold I

Figure 3.6

r Water Manifold

niet Water Manifold

567 W, 5674 abd 567B Block Cross Section

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Cylinder bores on opposite banks use the same centre line because they share one throw of the crankshaft. This feature allows for a relatively compact design. Exhaust passages are built in to carry the exhaust gasses from the cylinder heads to the exhaust manifold.

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The crankcase assembly has handholes to allow inspection and servicing of components in the airbox surrounding the cylinder liners.

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On the underside of the crankcase are A-frames which form the main bearing

On each side of the crankcase are located piston cooling manifolds that deliver oil

3 ! 3

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supports for the crankshaft. Above the A-frames is a standpipe running the full length of the engine which provides a passage for main bearing lubrication.

to the underside of each cylinder assembly.

Base rails along each side of the crankcase allow for mounting of the oil pan.

CRANKCASE COMPARISON

567 - 645 Comparison Crankcase Construction

A-Frame Attachment Weld Sizes

567C and Earlier 114" 5670 and early 645E 318" 645E, I968 and later 112" 645E, serial ## starting with 1971

"D" and later (heavy "A" frame) shown below StVldPlp.

Figure 3.7 "A"-Frame Weld Locations

CRANKCASE 'A' FRAME SIDE VIEWS

PREVIOUS 'A' M E (pr&To 71D t h n )

NEW HEAW 'A' W E (71D Quu And On)

Figure 3.8 "A" Frame Configurations

L 3-8 ElectrMotive Model 567,645 & 71 0 Series Diesel Engines

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645E - 645F Comparison 645F, 1977, legs extended through base rail and welded on both sides (shown Below)

thicker base rail and top deck plate

i T h M T o p D r * E CRANKCASE F CRANKCASE

Figure 3.9 645E and 6453 Crankcase Comparison

645F - 71 0 Comparison 710G, A frame attachment same as 645F

Note: Additional improvements to the "G" case:

1" larger main bearing bore

1.5" taller head retainer and cap

forging

caseceld Improved head retainer to

1/16" thicker side sheets 1.62" taller and 1.12" wider than "F"

+1.12"- = I

+1.62"7 I (+28.45mm)

Figure 3.10 645 - 710 Crankcase Comparison


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Main Bearings and Crankshaft

The next components to be covered are the main bearings and crankshaft. Figure 3.6 shows a typical main bearing application.

During final machining of the crankcase, all main bearing caps are installed, and the main bearings are line bored; serial numbers are stamped on both the A frames and bearing caps on the right side, including position number.

The bearing caps are not interchangeable between positions or engines.

Figure 3.1 1 Main Bearings

You can see from this illustration that the main bearing caps are held in place by studs with nuts on the top and bottom.

The top nuts (culled D nuts) are shaped to fit into recesses in the top of the A frame; this prevents them from turning. The studs have a hole drilled through the top; a retainer clip is inserted through this hole and mates with a slot in the top of the D nut to lock the stud and nut together. A special nut and hardened washer complete the bottom of the assembly. Newer 710 engines, due to a new machining process, use an automotive style main bearing cap retaining system. Threads are cut in the A frame and the main bearing caps are held in place with cap screws.

The bearing itself is in two parts, an upper insert and a lower insert, the bearing is a steel backed bronze bearing with a leadkin (babbitt) overlay called a tri-metal bearing.

The bearing is prevented from turning in the bore by tangs that fit into recesses in the Kframe and bearing cap. The bearings can be replaced with the crankshaft in the engine by rotating the engine opposite to normal rotation. The upper and lower inserts are not interchangeable.

Excessive longitudinal movement of the crankshaft is controlled by thrust collars located on the #3 main bearing of the 8 cylinder engine, #3 on the 12 cylinder, #5 and #6 on the 16 cylinder and #6 and #7 on the 20 cylinder.

Oil passages are drilled through the A frames up into the oil gallery to provide main bearing lubrication. A stand pipe protrudes up into the oil gallery from each of these passages to reduce dirt migration to the main bearings by taking the supply from the middle of the gallery instead of the bottom.

3-10 Electro-tvlotive Model 567,645 & 71 0 Series Diesel Engines

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Crankshaft

The crankshaft as shown in Figure 3.12 is a drop forged carbon steel assembly with induction hardened journals (main and throws). In the 16 and 20 cylinder engines, the shaft is in two parts, bolted together between the #5 & 6 main bearings on the 16 cylinder and #6 & 7 on the 20 cylinder.

Figure 3.12 Crankshafts

Crankshafts are dynamically balanced, by using counterweights, which compensate for the rotating mass of the crankpin and lower part of the connecting rod.

Oil passages (Figure 3.13) are drilled in the shaft to allow oil from the main bearings to lubricate the lower connecting rod bearings.

Figure 3.13 Oil Passages

3-11 I ITS Locomotive Training Series - Student Text

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Figure 3.14 Ring Gear and Coupling Disc

Torsional Dampers

A torsional damper, (sometimes called harmonic balancer) is applied to the front of the crankshaft, directly behind the accessory drive gear, to absorb crankshaft torsional vibrations. Four types of torsional dampers have been applied to EMD engines over the years, the spring pack type, gear w e , viscous damper, and the pendulum type.

The spring pack torsional damper is used on all 567 engines and 6 4 5 blower engines only. There are two versiodj-the 3 pack and the 6 pack. The 6 pack damper is recommended as an upgrade for any engine using a 3 pack damper.

The ring gear and coupling disc bolted to the rear of the crankshaft provides the coupling for the generator, ring gear for engagement of the starting motors and holes for an engine turning bar to manually rotate the crankshaft. Degree and top dead center markings are stamped on the outer rim of the coupling disc for reference during maintenance procedures.

On some stationary and marine engine applications where there is no generator, a heavy flywheel is fitted to the rear of the engine. On generator applications, the flywheel effect is provided by the weight of the main generator rotor.

Figure 3.15 Harmonic Balancer and Accessory Drive Gear

3-12 Electro-Motive Model 567, 645 & 71 0 Series Diesel Engines

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Spring Housing

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Spring Packs Spring Drive Pins

Oil Passage from Crankshaft

Figure 3.16 Spring Pack Torsional Damper with Front Coupling Removed

Viscous Dampers have a hollow sealed housing with a heavy inner ring rotating freely in a thick silicone fluid to absorb torsional vibrations. These were applied to 645E3 turbo engines until 1978 and are no longer recommended for use as the silicone fluid deteriorates and solidifies after approximately 7 years.

Symptoms of a failed viscous damper include broken water pump shafts, and severe vibration. Replace with gear type damper. . . .

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Figure 3.17 Viscous Damper

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Spider Front Plate intermediate Rear Plate

Figure 3.18 Gear Type Damper, Exploded View

The gear type torsional damper is a hydraulic paddle wheel device that absorbs torsional vibrations by forcing engine lubricating oil from passages in the crankshaft through narrow passages in the damper.The front plate, intermediate ring and rear plate are cushioned from the spider which is attached to the crankshaft, by the engine lubricating oil.

This damper requires no maintenance other than inspection at normal overhaul time, but should be checked for free movement at intervals specified in the applicable Schedualed Maintenance Program. This is done by removing the front crankcase handhole cover and rotating the damper about 10" in each direction. If the damper cannot be moved it should be removed and disassembled.

The pendulum type torsional damper is used on the 12N engine only. It uses centrifugal "throw out" weights attached to a center hub to absorb the crankshaft torsional vibrations.

Figure 3.18a Gear Type Damper

b 3-14 ElectroMotive Model 567,645 81 71 0 Series Diesel Engines

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Oil Pan

The engine oil pan (Figure 3.19) encloses the lower part of the crankcase assembly, and serves as both a base for the engine and a storage sump for lubricating oil.

Seal O m

Oil 8ump

Figure 3.19 Oil Pun (Sump)

scawhging oil Suctlon Line

Handholes are provided at each cylinder location for inspection and servicing of engine components. Tubes in the oil pan correspond with holes in the crankcase base rail, and serve as drains for the air boxes.

The oil pan also provides for checking of the oil level with a bayonet type dipstick, and piping to drain the sump. The pan is fabricated from steel plating and bolts to the underside of the crankcase assembly.

TYPES OF OIL PANS ~00000000 1 I I - /

Standard Capacity Oil Pan

apacity Oil Pan - I Marine Type Oil Pan

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Figure 3.20 Power Assembly

Cylinder Liner

The cylinder liner as shown in Figure 3.21 is a cast iron assembly with brazed on outer sleeves.

The unit comprises the cylinder itself, cylinder water jacket, and intake ports. The intake ports are arranged in a row around the circumference of the liner. This arrangement ensures complete cylinder scavenging.

Coolant enters the liner from a water manifold in the airbox, through a water jumper, into a flanged connection on the front lower side of the liner. Inside the water inlet is a deflector that prevents erosion and cold spots on the liner.

Power Packs (Assemblies)

Each cylinder of the diesel engine consists of a power pack or power assembly as shown in Figure 3.20 which is made up of the following parts:

cylinder liner cylinder head piston and rings piston carrier assembly connecting rod assembly

Depending on your railroads maintenance practices, the power assembly can be removed from the engine piece by piece, or as a complete unit.

Pilot Stud

WatWJacket

Air Inlet Ports

Water Inlet

Lomr &d Groom

Figure 3.21 Cylinder Liner

m 3-16 Electro-Motive Model 567, 645 & 710 Series Diesel Engines

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The coolant circulates through the lower liner,up passages between the ports, and then through the upper liner. From there, the coolant passes through 12 outlet ports on the top of the liner to the cylinder head. The discharge holes are counter bored to retain red silicone seals with white teflon heat dams. A copper head seal is used between the liner and cylinder head. Eight stud bolts are arranged around the top of the liner to retain the cylinder head. A special pilot stud is located at the 5 o'clock position to ensure proper gasket and head alignment.

The liner serial number is stamped below the water inlet on the side of the liner. There are basically two main types of cylinder liner; cast iron and chrome. These terms refer the treatment of the cylinder walls. The cylinder may have either chrome plated cylinder walls to be used with cast iron piston rings, or laser hardened cast iron walls used with chrome rings. The type of liner applied is dependant on the type of service the engine is used for. Chrome liners are generally applied when the locomotive must burn high sulphur fuels because they are particularly resistant to corrosion.

The inner surface of the cylinder can be inspected while installed in the engine by sighting through the airbox and intake ports with the piston at bottom dead centre.

The liner bore diameter is increased approximatly .010" in the port area to relieve piston ring tension as the rings pass the ports.

The cylinder liners also have seal grooves containing O-rings in the bottom area. These O-rings seal off the airbox from the crankcase and mate with a lower liner insert in the bottom of the airbox.Two types of lower liner seals are used, Viton and Polyacrylic rubber. Viton seals offer improved durability over polyacrylic rubber and are identified by two red stripes 1/2" wide. Polyacrilyc rubber seals can be used in the lower groove on all blower engines and in the top groove on all except EC, F, and FB engines. Viton seals are required in the lower groove on all turbo engines and the top groove on EC, F, and FB engines.

Figure 3.22 Lower Liner Bore Insert

The lower liner insert is a cast iron, replacable, sacrificial wear surface that is press fit and removed from the engine block using special hydraulic equipment. The lower liner pilot area and O-rings wear away the inside diameter of the lower liner insert as a result of engine vibration and power assembly movement. Two types of lower liner inserts are in use, the phosphate coated insert used on the 567 up to 645EC engines and the nickel plated insert used on 645F to 710G engines. The nickel plated insert offers improved wear resistance. A .060" oversize diameter lower liner insert is available for use where the insert crankcase bore is out of specification, which allows the weld up and re-boring of the insert bore to be postponed.

ITS Locomotive Training Series -Student Text 3-17

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Piston and Rings

The pistons in EMD engines (Figure 3.23) are a cast iron alloy, one piece symetrical design which may be either phosphate coated or tin plated depending on application.

Pistons on 567 and 645 engines are phosphate coated, which is not a lubricant, but a

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