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    LTS: Locomotive Testing Shop

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    rockeygreat
    The LTS is where locomotives undergo final testing before use. Key electrical tests include insulation resistance, high potential, battery connection, generator output, temperature sensors, load testing, traction motor operation, braking systems, and dynamic braking. Testing verifies proper functioning, pressures, temperatures and performance under load. If any issues are found, repairs are made before clearance for service.

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    LTS: Locomotive Testing Shop

    Uploaded by

    rockeygreat
    72 views4 pages
    The LTS is where locomotives undergo final testing before use. Key electrical tests include insulation resistance, high potential, battery connection, generator output, temperature sensors, load testing, traction motor operation, braking systems, and dynamic braking. Testing verifies proper functioning, pressures, temperatures and performance under load. If any issues are found, repairs are made before clearance for service.

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    The LTS is where locomotives undergo final testing before use. Key electrical tests include insulation resistance, high potential, battery connection, generator output, temperature sensors, load testing, traction motor operation, braking systems, and dynamic braking. Testing verifies proper functioning, pressures, temperatures and performance under load. If any issues are found, repairs are made before clearance for service.

    Copyright:

    Attribution Non-Commercial (BY-NC)
    Download as DOCX, PDF, TXT or read online from Scribd
    Download as docx, pdf, or txt
    72 views4 pages

    LTS: Locomotive Testing Shop

    Uploaded by

    rockeygreat
    The LTS is where locomotives undergo final testing before use. Key electrical tests include insulation resistance, high potential, battery connection, generator output, temperature sensors, load testing, traction motor operation, braking systems, and dynamic braking. Testing verifies proper functioning, pressures, temperatures and performance under load. If any issues are found, repairs are made before clearance for service.

    Copyright:

    Attribution Non-Commercial (BY-NC)
    Download as DOCX, PDF, TXT or read online from Scribd
    Download as docx, pdf, or txt
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    LTS: LOCOMOTIVE TESTING SHOP

    It is the shop where the final testing of the engine is performed before the engine is dispatched for use by the Indian railways. The important electrical inspections and tests performed are: FIR Impulse Insulation Registering (IR) High Potential Test Battery Connection Digital I/O checking (for microprocessor control unit) Fuel pressure adjustment Engine Cranking Auxiliary Generator Check AC Voltage Check Temperature switch check Load cable connection and load test Loco Normalisation test (In which load cable is disconnected) Traction Motor boot application DM Boot application Track test and dynamic brake checking Running operation Brake safety devices Static air pressure (SAP) test for motor cooling Rotary machine inspection Locomotive Brake Systems a) Charging b) Pressure gauges c) Compressor governor d) Main Reservoir Leakage e) Reservoir Check Valve f) Brake Pipe Leakage g) Air Compressor Check h) Auto brake valve i) Brake Pipe Maintaining Feature j) Independent Brake k) Cut off Valve l) Lead or Trail Selector m) Dynamic Interlock n) Brake Cylinder Leakage o) Brake-in-two p) Main Reservoir Safety Valve q) Vigilance Control r) Remote Control Locomotives

    AN OUTLINE OF LOCO TESTING:


    Electric locomotives must be tested at normal line voltage. A general outline of loco testing is as mentioned below. However, its a mere picture of whats actually done. The actual no. of tests is very large and it was out of the scope of the training. 1. Engine is brought to the shop LTS 2. Its inspected properly for any visible locomotive errors. 3. Fuel Oil tank is tested for leakage. 4. This is done by filling it with water. 5. Indon solution (0.68 kg in 1000L of water) is filled in expansion tank 6. Lube oil filling 7. Air compressor/expresser setting is tested 8. Crank shaft delection and lube oil circulation tests are performed. 9. Initial working and temperature checking is done:

    Lube oil pressure: 4-5 kg/cm Fuel oil pressure: 3.5-4.5 kg/cm

    10. Load Test:


    All load connections are made Crank case vacuum is checked U tube water manometer is used to measure the pressure of fuel oil. At full load, a) Lube oil pressure: 6.5-7.5 kg/cm b) Fuel oil pressure: 2.8 kg/cm c) Turbo Discharge pressure should be the same both in driver cab gauge and mercury manometer in testing centre. d) Booster Air pressure: 1.6-1.6-1.79 kg/cm for 46"-52" DWM2 loco 1.7-9.0-1.79 kg/cm for 52"-59" DWDG2 loco e) Temperature of engine cooling water is 80C

    11. Air Brake tests:


    The Independent and auto brakes as well as the emergency brakes are tested. Also the brake pipe and brake cylinders are tested for leakages. At the same time compressors are tested either by orifice test or by the time taken to charge the main reservoir from 0 kPa to 550.

    INSULATION RESISTANCE AND HIGH-POTENTIAL TEST


    CAUTION: Before making a high potential test, the insulation resistance should be checked with a 500V megger. Do not conduct high-potential test on a circuit with a megger reading of less than 1M as the circuit may be damaged.

    INSULATION RESISTANCE(NEW LOCOMOTIVE)


    Have multi conductor plugs attached to the governor and tachometer generator. Open battery switch ,BS Open ground cut-switches GRCO1 & GRCO2 Disconnect the battery leads in the battery compartment then close the battery switch -BS. Close all switches and circuit breaker in the control compartment and on the control stand(or gauge panel). Move engine control switch ECS to RUN Position. Move reveres handled to forward or reverse position. Breaking switch must be in motoring. Move main handle to 6th Notch position. Remove EXCP, TRP PANEL CARDS. Tie all high- voltage terminal points together on the excitation panel. These points are 34B,34T,34S,34A,34C,34,D,34E,34F34G,34F,36,R23 and 40V.

    Tie all control-Voltage terminal point together on the transition panel, voltage-regulator and engine control panel. On the engine-control panel, 34S and 34T are high-voltage points. In the power circuit of rectifier unit, short AC terminal(R,Y &B) and DC terminal (GA11&GA2) put jumper between AC and DC terminals(R & GA11).

    Measure insulation resistance between blower motor terminal R-28 and locomotive frame. Measure insulation resistance(1 m ohm) between power circuit and locomotive frame.(The braided shunt of a "P" or "s" Contractors is a convenient place to clamp megger lead). Tie a jumper from the braided shunt of CK-1 to braided shunt of CK-2 & CK-3. Measure insulation resistance between control circuit and locomotive frame. Connect megger to a CK contactor and ground. Measure insulation resistance between power and control circuit to be sure that they are not tied together. Before making a high potential test be sure that the indicated insulation resistance of item

    HIGH-POTENTIAL TEST-POWER CIRCUIT:


    Ground control circuit to locomotive frame. Short out load ammeter with hi-pot wire. Attach one terminal of high-potential transformer to locomotive frame and the other side to any convenient point in the traction motor circuit such as the main contact of a P and S contactor.

    Apply high potential: New locomotive : Apply 2000V for one minute. Locomotive in service : Apply 1050 for one minute.

    HIGH POTENTIAL TEST- CONTROL AND AUXILIARY CIRCUITS:


    Check wiring and terminal boards. Correct loose connection and faulty insulation. Close all switches and breakers. Remove temporary ground. Short out the battery charging ammeter with high potential wire. Also short out Led panel terminal with high potential wire. Attach ungrounded side of high-potential transformer to main movable contact of CK contrector. Apply high potential of 680 for one minute. Open all switches, set main handle and Engine control switch(ECS) to idle .close ground cutout switches GRCO1 &2 .remove all ties on all control voltage terminal point and insert back EXCP TRP & VRP panel cards. Remove all shorting/jumpers. Reconnect battery leads. Make sure that leads are connected correcty with respect to battery polarity.

    AUXILIARY AND ALARM CIRCUITS SEQUENCE AND RELAY SEQUENCE CHECK:


    PRELIMINARY: Have all switches of battery switch open controller handles in off and idle and ECS switch in idle. Block CK1 ck2 ck3 contractors open with a 1/16 inch thick rubber sheet placed between contact with the arc chutes removed.Insulation must allowed sufficient movement of contact armature to open and close interlocks. Ring out train lines from coupler sockets to terminal boards. Charge locomotive air system with at list 70 PSI shop air.if locomotive has safety control use foot pedal to hold safety control off and make a full independent application to keep safely control suppressed. Close battery switch BS. Close master battery breaker MB1 and main control breaker and MB2.

    DIESEL ENGINE SPEED CONTROL SEQUENCE (Motoring Dynamic Breaking):


    PERLIMINARY (MOTORING): Close master battery breaker MB1 & main control breaker MB2.close master circuit breakers MCB_1 &2 close master fuel-pump breakers MFPB_1 &2 and fuel pump breaker FPB14. Have main handle in idle and reverse handle in off the safety control relay DMR should be energised. Have M.U. stop button in the RUN position.

    SEQUENCE CHECK (MOTORING): Move the main handle from idle to 8th notch .noting the operating of the operation of the diesel engine speed set relays.ESR1, ESR2, ESR3 and ESR4 at each notch. With main handle in 6th notch keep (the switches MUSO)&2 in "STOP" position-diesel engine speed set relay ESR4 should be the only relay energized. Reset MUSD & 2 in RUN position. Open all miniature circuit breakers-MB, MB MCB1,MCB2. "DMR" should drop off. Open MEPB1 2 and FPB.

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