Diesel starting circuits

To start a diesel one section of the locomotive must:
1) make sure that the diesel shaft turning mechanism is raised - the lock is closed "105" ;
2) turn on the battery switch WB;
3) make sure the handwheel of the controller KM is in zero position;
4) turn on the circuit breakers A7 "Fuel pump";
5) put the reversing handle in working position "Forward" or "Back";
6) insert and turn the brake lock knob BOO in the cabin of the leading section;
7) turn on the machine A16 "Management", thus ensuring the supply of battery voltage to the common wire 1046 controller contacts and to the button PD1 "Start diesel 1";
8) turn on the machine A17 "Fuel pump 1".

Preliminary switching on of the controls when starting the diesel engine is marked in the electrical diagram in Fig. 3.29.

Fig.3.29. Preliminary inclusion of controls when starting a diesel engine

As a result of these operations, the contactor coil is energized KTN.

KTN contactor coil power supply circuit: when the circuit breaker is turned on A17 "Fuel pump 1" contactor coil KTN receives power from the circuit AB, wires 722 , 249 , terminal 2/8 , the wire 348 , contactor coil KTN, the wire 350 , closed relay contact RU7, the wire 349 , terminal 3/8 , the wire 351 , terminal 12/12 , the wire 339 , circuit breaker A17 "Fuel pump 1" the wire 338 , terminal 14/1 and then to the minus of the battery ( fig.3.30).

Fig.3.30. KTN contactor coil power circuit

Contactor KTN through one main contact turns on the electric motor of the fuel priming pump TN, and through the other main contact prepares the circuit for switching on the traction electromagnet THIS, starting contactors D 2, D3 and electro-pneumatic valve of the launch accelerator VP7.

Power supply circuit of the electric motor of the fuel priming pump : battery plus AB, disconnector WB, the wire 722 , circuit breaker A7 "Fuel pump", the wire 227 , contactor power contact KTN, the wire 228 , terminal 8/1 , the wire 229 , priming pump motor TN, and then along the wire 230 , clamp №13 , the wire 236 , terminal 1D6, to the disconnector WB AB. The fuel priming pump starts supplying fuel from the fuel tank to the high pressure pumps (Fig. 3.31).

Fig.3.31. The power supply circuit of the electric motor of the fuel priming pump.

Diesel start performed by pressing and holding the button PD1 "Start diesel 1". At the same time, from the circuit breaker A16 "Management" energized contactor coil KMN and time relay PB1(fig.3.32).

Fig.3.32. Algorithm for starting a diesel locomotive 2M62

KMN contactor coil power circuit: plus from A16 on the wire 304 KM, the wire 305 , terminal 12/1 , the wire 1046 , controller positive bus KM 4 driver controller KM, the wire 316 , closed button contact PD1, the wire 317 , terminal 13/1 , the wire 318 , terminal 6/2 , the wire 381 , closed relay contact RU11, the wire 389 , contactor closed KTN, wires 319 And 982 , closed relay contact RU5, the wire 333 , contactor coil KMN, terminal 14/1...5 , and then to the minus of the battery (Fig. 3.33.).

Fig.3.33. KMN contactor coil power circuit

Relay coil power circuit РВ1: plus from A16 on the wire 304 , closed contact of the reversing mechanism of the driver's controller KM, the wire 305 , terminal 12/1 , the wire 1046 , controller positive bus KM, contact closed at zero position 4 driver controller KM, the wire 316 , closed button contact PD1, the wire 317 , terminal 13/1 , the wire 318 , terminal 6/2 , the wire 381 , closed relay contact RU11, relay coil PB1, terminal 14/1...5 , and then to the minus of the battery (Fig. 3.34.).

Fig.3.34. Power supply circuit of the time relay coil PB1

When power is supplied to the contactor coil KMN it provides the following circuits:
1) through the power closing contact, the electric motor of the oil priming pump receives power MN;
2) the power supply circuit of the starting contact coil is broken D1;

Oil priming pump motor power circuit : battery plus AB, disconnector WB, wires 04SH3, 385 , fuse PR2, the wire 388 , contactor power contact KMN, the wire 390 , receives power from the electric motor of the oil priming pump TN, and then along the wires 403 And С4Ш4, disconnector WB to the minus of the battery AB. The oil pump starts pumping oil through the diesel lubrication system (Fig. 3.35).

Fig.3.35. Power supply circuit of the electric motor of the oil priming pump

time PB1:
1) through the closing contact, the power circuit of the relay coil is prepared RU5;
2) if the oil pressure in the lubrication system reaches 0.03 MPa, then the power circuit of the relay coil will be assembled RU5;

Relay coil power circuit RU5: plus from A16 "Control" on the wire 304 , closed contact of the reversing mechanism of the driver's controller KM, the wire 305 , terminal 12/1 , the wire 1046 , controller positive bus KM, contact closed at zero position 4 driver controller KM, the wire 316 , closed button contact PD1, the wire 317 , terminal 13/1 , the wire 318 , terminal 6/2 , the wire 570 , clamp 1D18, the wire 362 , relay contacts RDM3, the wire 363 , clamp 1D19, the wire 574 , terminal 1/11 , the wire 386 , time relay closed contact PB1, relay coil RU5, terminal 14/1...5 , and then to the minus of the battery (Fig. 3.36).

Fig.3.36. Relay coil power supply circuit RU5

When the power is turned on, the relay coil RU5
1) through the closing contact, the power circuit of the coil of the starting contactor is prepared D1;
2) the power supply circuit of the oil priming pump contactor coil is broken KMN, which, by its opening interlock, creates a power supply circuit for the starting contactor D1(fig.3.37);

Fig.3.37. Switching off the KMN contactor

The power circuit of the coil of the starting contactor D1: from the machine A16 "Management" by wire 1047 , terminal 4/1 , wire 1048 KTN, wire 1049 , closed relay contacts RU5 And RU11, wires 329 And 325 , closed contact of the contactor KMN, wire 326 , closed contact of the contactor HF, wire 323 , clamp 1D9, wire 321 , closed barring lock 105 , wire 322 , clamp 1D10, wire 327 , terminal 8/13 ,wire 328 , the start contactor coil is energized D1, and then along the wires 331 And 972 , terminal 1/13...20 , minus (Fig. 3.38).

Fig.3.38. Power circuit of the contactor coil D1

When the power is turned on, the relay coil D1 the following circuits are provided: D1 a circuit is created from the minus of the battery AB on the starting winding of the traction generator; 2) through the closing contact, the power circuit of the coil of the starting contactor is assembled D3 connecting the batteries of both sections of the locomotive for parallel operation; 3) through the closing contact, the power supply circuit of the coil of the traction electromagnet is assembled THIS; 4) through the closing contact, the power supply circuit of the launch accelerator is prepared VP7;

The power circuit of the coil of the starting contactor D3: from the machine A16 "Management" by wire 1047 , terminal 4/1 , wire 1048 , closed contact of the contactor KTN, wires 231 And 330 , closed contact of the contactor D1, wire 529 D3, and then along the wires 251 And 972 , terminal 1/13...20 , on the battery minus (Fig. 3.39).

Fig.3.39. Power circuit of the contactor coil D3

When the power is turned on, the relay coil D3 the following circuits are provided:
1) contactor power contact D3 a circuit is assembled for parallel operation of batteries;
2) through the closing contact, the power circuit of the coil of the starting contactor is assembled D 2.

The power circuit of the coil of the starting contactor D2: from the machine A16 "Management" by wire 1047 , terminal 4/1 , wire 1048 , closed contact of the contactor KTN, wires 231 And 330 , closed contact of the contactor D1, wires 529 And 439 , closed contact of the contactor D3, wire 448 , the contactor coil is energized D 2, and then along the wire 972 , terminal 1/13...20 , on the minus of the battery (Fig. 3.40).

Fig.3.40. Power supply circuit of the contactor coil D2

When the power is turned on, the relay coil D 2 the following circuits are provided:
1) contactor power contact D 2 a circuit is created from the plus of the battery AB to anchor the traction generator;
2) through the closing contact, a parallel supply circuit of the coil of the starting contactor is assembled D1 bypassing relay blocking RU11;
3) through the closing contact, the power supply circuit of the launch accelerator is assembled VP7;

The power supply circuit of the launch accelerator coil VP7: from the machine A16 "Management" by wire 1047 , terminal 4/1 , wire 1048 , closed contact of the contactor KTN, wire 231 , closed contact of the contactor D1, wire 232 , the closed contact of the contactor D2, wire 233, terminal 2/11, wire 234, terminal 1D5, wire 235, the start accelerator coil is energized VP7, and then along the wire 240 , on the minus of the battery (Fig. 3.41).

Fig.3.41. Power supply circuit of the launch accelerator coil VP7

The power supply circuit of the coil of the traction electromagnet ET when starting a diesel engine: traction solenoid coil A16 "Management" by wire 1047 , terminal 4/1 , wire 1048 , closed contact of the contactor KTN, wire 231 , closed contact of the contactor D1, wires 232 And 237 , clamp 1D11, wire 248 THIS, and then along the wire 246 , clamp 1D6, minus (Fig. 3.42).

Fig.3.42. Power supply circuit of the traction electromagnet ET when starting a diesel engine

When the pressure in the lubrication system reaches more than 0.06 MPa oil pressure switch closes RDM1 between wires 242 And 243 . When contacts are enabled RDM1 relay coil supply circuit is assembled RU11.

Relay coil power circuit RU11: relay coil RU11 receives power from the machine A16 "Management" by wire 1047 , terminal 4/1 , wire 241 , clamp 1D14, wire 242 , closed relay contact RDM1, wire 243 , clamp 1D13, wire 254 , terminal 2/13 , wire 255 , relay coil RU11, and then along the wire 247 , terminal 14/1...5 and on the minus of the battery (Fig. 3.43).

Fig.3.43. Relay coil power supply circuit RU11

Relay interlock contacts RU11 a second power supply circuit for the traction solenoid coil is created THIS from the circuit breaker "Control" and the power supply circuit of the starting time relay is broken PB1.

The power circuit of the coil of the traction electromagnet ET during diesel operation: traction solenoid coil THIS receives power from the machine A16 "Management" by wire 1047 , terminal 4/1 , wire 1048 , closed contact of the contactor KTN, wire 1049 , closed relay contact RU11, wire 239 , terminal 6/3 , clamp 1D11, wire 248 , traction solenoid coil THIS, and then along the wire 246 , clamp 1D6 and minus (Fig. 3.44).

Fig.3.44. Power supply circuit of the traction electromagnet ET during diesel operation

Diesel start completed. The scheme of the diesel engine in the idle mode at the zero position is shown in Fig. 3.45.

Fig.3.45. Scheme of the diesel engine in idle mode at the zero position of the controller

We propose to repeat on one's own all actions related to the launch of a diesel locomotive 2M62, using the complete control circuit diagram (Fig. 3.46).

Fig.3.46. Locomotive control circuit diagram 2M62

Electrical circuits for starting the first diesel locomotive 2 M62 U

The electrical circuit of the diesel locomotive provides automatic guaranteed start of the diesel engine.

To start the diesel engine of the leading section of the locomotive, it is necessary:

1. enable knife switchesWB on the driving and driven section.

(When the WB is turned on, "+" is supplied to terminals 1/1 ... 3 in the VVK and terminal 12/10 of the control panel, "-" AB is supplied to terminals 4/21 ... 30 and 8/18 ... 20 in VVK and clamps 11/1.2 of the control panel).

2. turn on the machines A1 (diesel), A7 (fuel pump), A16 (general control).

move the lock handle No. 367 to the lowest position.

move the reverse handle KM to one of the working positions.

5. KM set to zero position. 6. turn on the TH1 toggle switch.

With the TN1 toggle switch turned on, power is supplied to the KTN coil through the circuit: “+”, clamp 1/1 ... 3, automatic machine A1, clamp 2/1 ... 2, contact RU7, coil KTN, clamp 12/1 .. .2, TN 1 toggle switch contact, wire 338, terminal 11/1...2, "-".

The power contact KTN closes and turns on the electric motor of the fuel priming pump. The second power contact KTN closes and prepares the power supply circuit for the coils: RU5, ET, VP7, DZ, D2 D1, KMN, and also creates a power supply circuit for the SRH and the excitation windings of the VG. The auxiliary contact of the KTN closes and prepares the power circuit RV2, RV1, RU6 The second auxiliary contact opens and excludes the possibility of supplying power to the KMN coil from the manual oil pumping toggle switch.

To continue the startup process, you must press briefly on the button PD1. This creates a power circuit for the coils RV2, RV1, RU6 along the circuit: “+”, automatic machine A16, blocking device contact No. 367, contacts of the reverse drum KM, 4th contact KM closed at zero position, button contact PD1, resistor SU1, auxiliary contact KTN , contacts RU11, in parallel circuits, receive power to the coils RV1, RV2, RU6, "-".

The first contact RU6, having closed, shunts the contact of the PD1 button, after which the PD1 button can be lowered. The second contact RU6 opens in the power circuit of the coil RU11 (providing a guaranteed start of the diesel engine). The third contact RU6 closes and creates a power supply circuit for the KMN coil along the circuit: “+”, terminal 1/1 ... 3, automatic machine A1, terminal 2/1 ... 2, power contact KTN, contact RU6, contact RU5, coil KMN , "-".

The power contact KMN, having closed, creates a power circuit for the electric motor of the oil priming pump along the circuit: “+” AB, knife VB, fuse PR-3, power contact KMN, electric motor oil priming pump, “-”. The auxiliary contact KMN opens in the D1 coil circuit and excludes the possibility of supplying power to it during oil pumping.

Gradually, the oil pressure in the diesel oil system begins to increase and when it reaches 0.25 - 0.3 atm. the contact of the RDMZ sensor closes, preparing the power supply circuit for the coil RU5. After 60 sec. after pressing the button PD1, the contact PB1 closes, as a result, the coil RU5 will receive power.

The first contact RU5 opens and de-energizes the KMN coil (oil pumping stops). The auxiliary contact KMN, having closed, prepares the power supply circuit for the D1 coil. The second contact RU5 opens in the power supply circuit of the coil RU7, and excludes the possibility of supplying power to it from the CDM for the duration of the start. The third contact RU5 closes and creates a power supply circuit for the coil D1 along the circuit: “+”, automatic A1, clamp 2/1 ... 2, power contact KTN, wire 1049, contact RU5, auxiliary contact KMN, auxiliary contact KB, contact 105th blocking , coil D1, "-".

Power contact D1, closed, connects cons of two ABs to the starting winding of the GG. The first auxiliary contact D1, when closed, creates a temporary power circuit for the ET coil and prepares the power circuit for the valve coil VP 7. The second auxiliary contact D1, when closed, creates a power circuit DZ coils of the leading and driven sections.

The power contacts of the DZ close and connect two ABs in parallel operation (at the same time, the voltage of the two ABs remains 64V, and the capacitance doubles). The auxiliary contact of the DZ, having opened, will de-energize for the duration of the launch of the LBR and the excitation winding of the VG. The second contact DZ, having closed, creates a power supply circuit for the D2 coil.

To quickly find faults in the electric circuits of a diesel locomotive along the route, it is necessary to have a low-power 75-110 V control lamp (for example, type STs-21, 110 V, 8 W) with two wires with a cross section of 2.5 mm2 and a length of one wire 2- 3 m, another - 0.5 m. It is desirable that the end of the short wire be provided with a clamp.

Starting to determine the malfunction, you should check the control lamp, for which one wire is connected to terminal 2/8-10, and the other is touched to terminal 1/13-20. When the battery switch is turned on, the lamp will light up.

In all cases, if any device does not work, after checking its power circuit, you should make sure that its coil is in good condition (check for an open). The power circuit can be tested by connecting the jumper terminals 2/8-10 to the positive wire of the coil under test. The device should work. If this does not happen, you should check the negative circuit of the device with a test lamp, for which one wire of the lamp is connected to terminal 2/8-10, and the other to the negative wire of the coil.

For example, if after connecting wire 271 with a jumper to the positive of the battery, the relay RU8 does not turn on, and the control lamp switched on between the battery plus and wire 302 lights up, this will indicate a break in the coil of the relay RU8.

Most often, along the way, malfunctions are observed in the power circuits of the coils of the KB and BB contactors.

In cases of sudden load drop along the route, it is recommended to first check the diesel operation parameters using the instruments of the control panel of the leading cabin, on the panel in the diesel room and on the control panel of the non-working cabin. If they are within the established norms, you should slow down the locomotive, dial the first position, open the door of the high-voltage chamber, manually block the door lock of DU1 and check which of the devices turned on.

If the reverser is in the correct position, and the time relay PB2 and the contactors P1-P6, KB and BB are not turned on, it is allowed to install a jumper between terminal 3/10 and the tip of the wire 147 at the ground relay RZ.

If the time relay RV2 and the train contactors P1-Ts6 are turned on, but the excitation contactors KB and BB are not turned on, you can put a jumper from terminal 3/10 to the tip of wire 126 at relay RU1.

If all devices, except for the KB contactor, are on, put a jumper between terminals 3/10 and 819.

And if all devices, except for the contactor BB, are turned on, then the jumper from terminal 3/10 can be placed on the tip of the wire 165 at the coil of the contactor BB.

In all cases, it should be remembered that when setting jumpers, the protection devices in the corresponding circuit are partially or completely disabled. Therefore, in this state of the circuit, it is permissible to follow the locomotive only to the parking lot, the time of which is sufficient to determine the malfunction and eliminate it.

When following a diesel locomotive with a temporary jumper in the circuit, it is necessary to regularly monitor the operating mode of the diesel engine and its parameters using instruments and prevent them from deviating beyond the permissible limits.

To determine a malfunction (open circuit) of the circuit, for example, the KB contactor coil circuit, connect the short wire of the test lamp to any negative terminal, for example 13-20, and touch the contact points of the circuit with the end of the long wire. The place of damage (break or poor contact) is located between points, one of which has a positive potential (the lamp is on), and the other is absent (the lamp is not lit). For example, if the lamp does not light when the lamp wire touches the tip of the wire 127, and it lights up when it touches the wire 120, this indicates a violation of the contact of the closing auxiliary contacts of the contactor P1.

Similarly, damage can be determined in any part of the locomotive control circuit.

Control power supply

clamps 2/8... 10 Negative terminals 14/1... 5(Remote Control), 1/13...20 and 8/14...16

Diesel starting circuits

Gets nourished KTN contactor coil

( r.k. RU7

From clamp 2/8 through the contacts of the machine A7 "Fuel pump" and the main contact of the contactor KTN (TN).

PD1 "Start diesel section I".

2/8…10,

From river to .. RU11

r.k. RU5 on coil contactor KMN..

oil pressure switch RDM3.

time relay PB1. relay coils RU5.

Z.k. RU5 interlock contact 105

Z. to. D1(330, 529) connects DZ contactor, and his z.k. (439, 448) - contactor D2. DZ of the second section.

D1 and D2 close

Main contacts DZ contactors (382, 533)

Through z.k. D1 (232, 233) -

the value of 1.6 kgf / cm 2. At the same time, it works oil pressure switch RDM 1 relay coils RU11.

Z.k. RU11 (1049, 239) closes the main power circuit of the block magnet ET bypassing contact D1.

R.k. RU11 breaks the power supply circuit of the PB1 time relay coil, as a result of which the relay RU5 is turned off and the diesel start circuit is disassembled. The PD1 button can be released.

Since that time, the idling operation of the diesel engine is controlled by oil pressure protection (RDM1 and RU11 relays).

Starting the diesel of the driven section they are carried out similarly using, respectively, the machine A14 "Fuel pump II" and the button PD2 "Start diesel section II". Further, the negative circuit of the KTN coil of the driven section passes through wire 342 through the controller contact (342.343), closed with the reversible handle removed, and also through the inter-locomotive connection (wire 10 of the driven section and wire 5 of the leading section), automatic machine A14 "Fuel pump II", located on the control panel of the main section.

The negative battery circuits of both sections are permanently connected, so the KTN contactor coil circuit is closed. Such a connection allows, if necessary, to stop the diesel of the driven section from the leading section.

Auxiliary generator excitation and battery charging circuits

From the "plus" of the battery through the automatic machine A16 "Control", wire 1047, clamp 4/1 ... 2, wire 1048, the main contact KTN (1048, 231) of wires 330 and 373, a power circuit is being prepared non-contact voltage regulator RRN. At the end of the diesel start-up, this circuit closes through the r.k. D1 (373, 374) and r.k. DZ (374, 376).

The voltage regulator, controlling the excitation of the auxiliary generator, maintains the voltage at its output within 75 ± 1 V. This exceeds the battery voltage (64 V), and from the “plus” of the auxiliary generator, current begins to flow through the DZB battery charge diode, the PR1 fuse at 160 A, the SZB battery charge resistor, shunt 103 of the A2 ammeter, the PRZ fuse at 125 A, at “ plus" battery. In parallel, through terminals 2/8 ... 10, control and lighting circuits are supplied from the auxiliary generator.

POWER TRANSMISSION CIRCUITS

Operation of protection and alarm devices

Protection and alarm circuits in case of malfunctions and dangerous modes of electrical equipment

All protective devices of this group work to remove or reduce the load of the generator.

Protection against human exposure to high voltage

This protection is carried out by blocking switches BD2 (114, 115) and BD1 (115, 111) of the doors of the hardware chamber.

Auxiliary circuits

Reverser PR (type PPK-8063)

The main contacts close the circuits of the TED excitation windings in accordance with the direction of movement of the locomotive.

Auxiliary contacts (106, 114 and 110, 114) close the power circuit of the coils KV, BB, time relay RV3 when the reverser is turned to the "Forward" and "Back" positions, respectively.

Auxiliary contacts (310, 311 and 310, 312) prepare a circuit of electro-pneumatic valves, respectively, NC, PN and VZ, VP, depending on the direction of movement.

KV traction generator excitation contactor (MK4-10VU3A type)

Main z.k. KV (1133, 431) connects the excitation winding of the traction generator to the exciter.

Auxiliary z.k. KV (116, 118) shunts the contacts of the relay RU8 in the circuit of the KV coil, keeping it powered at positions higher than the second one.

Auxiliary r.k. KV (326, 323) prevents accidental activation of diesel start contactor D1 in traction mode.

Exciter excitation contactor VV (type MK1-10VUZA)

Main z.k. BB (400, 443) connects the excitation winding of the synchronous exciter to the auxiliary generator and closes the power circuit of the demagnetizing winding of the exciter.

Auxiliary river. to. BB (198, 193) closes the power supply circuit of the signal lamp LN1 when the load is dropped.

Auxiliary river. to. BB (166, 174) closes the power supply circuit of the SB boxing signal when the RB relay is triggered.

Oil pump contactor KMN (type MKZ-10VUZA)

Main h. KMN (388, 390) Turns on the electric motor of the oil pump MN.

Auxiliary river. KMN (325, 326) prevents accidental activation of contactor D1 during oil pumping.

Fuel priming pump contactor KTN (type MK1-20VUZA)

Main h. K. KTN (227, 228) turns on the electric motor of the fuel priming pump HP.

Main h. KTN (1048, 221) prepares the power supply circuits for the traction electromagnet of the ET diesel regulator, train contactors P1 - P6, voltage regulator BRN.

Auxiliary k. KTN (389, 319) prepares the power circuit of the KMN coil when starting the diesel engine.

Auxiliary river. k. KTN (981, 982) prevents the KMN contactor from being switched on using the PM toggle switch when the KTN contactor is turned on.

Electrical diagram of a diesel locomotive 2M62

(Lokomotiv magazine No. 4 and 5, 2007, engineer A.G. Ioffe, senior researcher at VNIIZhT)

To connect the circuits of the hardware (high-voltage) camera, the control panel and the diesel engine, terminal panels are provided. The VVK has terminal panels SK1 - SK9. In the diagram, they are indicated by circles with crossed out circles with filled right halves. The control panel has terminal panels SK11 - SK14, marked on the diagram with unfilled crossed out circles. SC panel clamps have fractional names: in the numerator - the panel number, in the denominator - the clamp number, for example, clamp 3/16 means: 16-clamp of the SKZ panel (hardware chamber).

The diesel box clamps are named 1D1 - 1D20, 2D1 - 2D20 and are indicated by filled crossed out circles. The tee box clamps installed on the body have simple serial numbers. Connector No. 27 connects the control circuits of the cooling unit with the rest of the locomotive circuits. Wires with numbers starting with the letter "P" refer to the fire alarm circuits, with the letter "A" - to the ALSN circuits, with the letter "P" - belong to the power supply circuits of the radio station.

Control power supply

When the diesel engine is not running, the control and lighting circuits of the diesel locomotive powered by a rechargeable battery. From the positive battery clamp, voltage is supplied to cable 405, the positive knife of the VB switch, bus 04ShZ, wire 385, fuse link of the PRZ fuse, shunt 103, SZB resistor, wire 367, and then to clamps 2/8... 10 hardware chamber and by wire 365x2 - to terminal 12/10 of the control panel. Negative terminals 14/1... 5(Remote Control), 1/13...20 and 8/14...16(hardware camera) are connected by wire 404, S4SH4 bus, minus knife of the VB switch to the minus battery terminal.

Diesel starting circuits

Before starting the diesel engines, it is necessary to turn on the VB battery switch and the A1 - A11 automata located on the wall of the VVK on both sections of the locomotive. On the control panel of the leading section, turn on the automatic machine A16 "Control", install the reversible handle of the controller and put it in the "Forward or Back" position. If the locomotive has a brake lock BU No. 367, install its handle and turn it down.

Consider starting the diesel of the leading section. For this you need to enable automatic machine A17 "Fuel pump 1", the fuel pump contactor is turned on. Gets nourished KTN contactor coil along the chain: "plus" AB, clamps 2/8 ... 10, coil KTN, r.k. RU7, automatic machine A17, "minus" control circuits.

(RU7 turns on when the differential pressure gauge KDM is triggered in the event of pressure in the diesel crankcase: r.k. RU7(350, 349) breaks the power circuit of the KTN contactor coil to stop the diesel).

From clamp 2/8 through the contacts of the machine A7 "Fuel pump" and the main contact of the contactor KTN the power supply circuit of the electric motor of the fuel priming pump is closed (TN). The diesel fuel system is being filled.

After the required fuel pressure appears, press and hold the button until the start process is completed. PD1 "Start diesel section I".

In this case, the chain is assembled from the clamp 2/8…10, wire 365x2, clamp 12/10 through automatic machine A16 "Control", contact control unit for blocking brakes, closed contact of the reversing drum of the controller., 4th pin of the main drum of the controller, closed at zero position, button contact PD1, r.k. RU11 to the coil of the time relay PB1.

From river to .. RU11 a parallel circuit is going through the z.k. KTN

r.k. RU5 on coil contactor KMN..

The oil priming pump turns on and pumps oil through the diesel system. When its pressure reaches a value of 0.25 kgf / cm 2, it works oil pressure switch RDM3.

After 60 sec. after the start of pumping oil works time relay PB1. Included in series closing contacts RDMZ and RV1 assemble the power circuit relay coils RU5.

R.k. RU5 (982, 333) breaks the power circuit of the KMN contactor coil. The oil flow stops.

Z.k. RU5 closes the circuit from the main contact of the KTN (1048, 1049) through the r.k. RU11, r.k. KMN, r.k. KV. interlock contact 105 barring device on coil starting contactor D1.

(Auxiliary r.k. KV (326, 323) prevents accidental activation of diesel start contactor D1 in traction mode).

Z. to. D1(330, 529) connects DZ contactor, and his z.k. (439, 448) - contactor D2. Through the inter-locomotive connection (L2-5) the contactor coil receives power DZ of the second section.

Main contacts of starting contactors D1 and D2 close, respectively, the negative and positive circuits connecting the battery with the armature and the starting winding of the traction generator.

Main contacts DZ contactors (382, 533) on the driving and driven sections through the socket of the RPB inter-locomotive connection connect the "positive" parallel batteries of both sections. The "minus" of the batteries is constantly connected through wires 537 and 539, as well as RPB sockets.

Through z.k. D1(330, 232) coil is connected block magnet ET, and through the c.k. D 2 (232, 233) - diesel start accelerator valve VP7.

The armature of the traction generator starts to rotate the crankshaft of the diesel engine connected to it, and as a result of turning on the ET block magnet and the VP7 valve, the rails of the high-pressure fuel pumps are brought to the fuel supply.

(In this case, the anchor of the block magnet moves the spool, which blocks the oil outlet from under the piston of the diesel regulator servomotor, and the valve of the start accelerator opens the access of compressed air to the piston of the starting regulator servomotor. As a result, oil is supplied to the oil system of the regulator, the rod of the servomotor rises, moving high pressure rails for fuel supply to the cylinders.)

When the diesel starts to run on its own, the oil pressure exceeds the value of 1.6 kgf / cm 2. At the same time, it works oil pressure switch RDM 1, c.c. (242,243) which the power circuit collects relay coils RU11.

Before starting the diesel engine, when the battery is turned on, it is necessary to make sure that there is a discharge on the battery charging ammeter. The deviation of the arrow to the left from zero indicates that the potential is connected to the "+" and "-" terminals. If, when A-17 is turned on, the ETH does not work, then the malfunction may be:

· on the section of the electrical circuit of the KTN contactor, from terminal 2/8 to terminal 14/1-5.

In the section of the electrical circuit of the VT electric motor, from terminal 2/8 to wire 230.

Further troubleshooting depends on the on or off state of the KTN contactor. If the contactor is not turned on, ring and inspect the circuit of its coil. If the contactor is on, and the electric motor is not running, then most likely its current-carrying brushes are stuck.

In the event of a malfunction of the KTN contactor, it can be stuck in the on position, while increasing the control over the level of vacuum in the diesel crankcase.

If the MN electric motor does not work when the “diesel start” button is pressed, then the malfunction may be:

· in the section of the electrical circuit to the KMN contactor from terminal 12/10 to the minus of the coil (pr144, pr150).

· in the section of the electrical circuit to the MN electric motor.

The serviceability of the KMN and the MN electric motor can be checked with the PM toggle switch. If they are in good condition, then oil can be pumped manually by turning on the PM toggle switch, or by pressing the anchor of the KMN contactor.

If after 60 sec. no crank crankshaft, the reason could be:

misalignment of RV-1

low oil pressure

· Malfunction of RU-5.

In the presence of oil pressure, cranking can be done manually by pressing the anchor RU5, or the anchor of the contactor D1, while observing safety precautions.

If after starting the diesel engine it stalls, then the cause may be a malfunction of RDM1, RU11, ET, as well as a lack of oil pressure. Coil RU11, or ET can be turned on forcibly (jammed), but only on condition that the oil pressure in the system is not lower than 1.5 atm.

Actions of the brigade in case of malfunctions in the electrical circuits for setting the diesel locomotive 2M62K, 2M62UK in motion

If, with the set of the first position of the KM, the “load shedding” light turned on and went out (blinked), there is a voltage reading on the kilovoltmeter, and there is no current reading on the kiloammeter, then the toggle switches OM1 - OM6 are not turned on.

If, with the set of the 1st position, the “load shedding” light is on, and

the locomotive does not start moving, then a malfunction is in the section of the electrical circuit from wire 114 to contactors KV, VV. But in this situation there is a positive point, indicating that the electrical circuit from terminal 12/10 to the auxiliary contact of the PR reverser, including it, is in good order.

If, with the set of the 1st position, the “load shedding” light does not light up, then you need to make sure that the driver’s controller is powered. For

To do this, you can press the sandbox pedal, or dial several positions of the KM (the diesel will increase the speed - the KM is powered). If the KM is energized, then by moving the reversing handle to the “back” position, we check whether the power is suitable for the electro-pneumatic valves of the reverser. If the reverser turns around, then the malfunction is either in the contacts of the KM reverse drum for forward movement, or in the auxiliary contact of the PR reverser (for forward movement, it is shown closed in the diagram).

If there is time and opportunity with the help of a test lamp, it is necessary to accurately determine the location of the malfunction and eliminate it, leaving as many protective contacts and devices as possible. When determining a malfunction with a test lamp, keep one of its clamps on the negative terminal, and ring the electrical circuit with the second, THE CONTROLLER MUST STAND IN THE FIRST POSITION!

Emergency start of a diesel engine with depleted battery.

In the case when the battery is depleted and there is no crankshaft cranking, to ensure the start of the diesel engine, it is necessary to assemble an emergency circuit using the magnetic flux of the GG excitation winding. First, it is necessary to open the indicator valves through one in accordance with the order of operation of the cylinders.

To supply power to the excitation winding, connect the positive terminal 2/8-10 to the movable power contact of the KV contactor (pr. 430). Collect the minus by connecting wire 434 to the negative terminal 1 / 13-20, after disconnecting it from the primary winding of the stabilizing transformer. If the cranking of the HF takes place, then it is necessary to immediately remove one of the jumpers.

Actions of the brigade in the event of a malfunction of the BRN

Locomotive 2M62K, 2M62UK

In cases of failure of the LBR, the possibility of adjusting the current in the excitation winding of the VG is excluded. This situation leads to a significant increase in the VG voltage. To maintain the voltage of the VG within 75V, it is necessary to assemble an emergency excitation circuit of the VG. To do this, remove the chip from the BRN. Disconnect wire 375 from terminal 8/2, and wire 379 from terminal 8/3. Next, terminal 8/3 is connected to the reserve terminal 5/16..17. Under the control panel, the reserve terminal 14/11 is connected to the fixed contact of the automatic switch A13 (“household lighting devices”, while the machine must be turned off).

As a result of such an emergency circuit, we connect the bulbs of buffer lights to the excitation winding circuit of the VG. By successively connecting the buffer lamps, the resistance value and, consequently, the current strength in the VG excitation winding are regulated, achieving voltage stabilization of approximately 75 V.