How to start a diesel locomotive - PeachParts Mercedes-Benz Forum

tompaah7503 · #1 03-26-2009, 11:12 AM

Interesting and educational video on how to start a diesel locomotive (EMD 567C, GP10), covers covers oil/water/air check, priming, starting and inspection before departure.

http://www.youtube.com/watch?v=byVelKCIYyo

There was some discussion on pre-lubing in the diesel forum, I think this is what he's doing ("priming") in the video before starting the engine.

Pooka · #2 03-26-2009, 03:24 PM

I used to operate ALCO deisels (ALCO means American Locomotive Company) at a pipeline station. They were warmed up and pre-lubed by a four cyl. Pony Motor, which in this case was a Ford 1600 c.c. like you would find in a Pinto.

The ezhust manifold would go into the ALCO intake and heat it up and the volume of gasses coming off the Pony would even turn the ALCO cylinders over, thus causing the oil pump to lube up everything under no-load conditions.

When it was warmed up you would engage the Pony motor which, through a flywheel and drive-belt system, acted like a starter motor, started the ALCO.

It took about 15 minutes to start the diesel this way, and we never let the RPM get over 650. Redline was 900 RPM.

diametricalbenz · #3 03-26-2009, 04:43 PM

So once it was warmed up, you.....switched the fuel on and it fires? How many "cranks" does that take?

What is idle RPM?

dynalow · #4 03-26-2009, 05:23 PM

Quote:

Originally Posted by diametricalbenz

So once it was warmed up, you.....switched the fuel on and it fires? How many "cranks" does that take?

What is idle RPM?

I used to work with Fairbanks Morse opposed piston 38D's back in my mispent yute. Marine applications. I think they were 12 cyl. OP 2,000 shp.
When we got them new we were instructed to open the vent cock in the cylinder wall and roll the engines over a couple of times to make sure the cylinders were clear. Then close them up, reset the fuel rack and give it air and away we go. Problem was, when you rolled the engines prior to start, the oily mist would get all over the engine room. After about three months, we just rolled them over a few turns(closed) and started them up. Of course, you always first checked lube oil and coolant in the expansion tank, which was well above the engine top. We always kept the compressed air tanks charged (at 200psi iirc). And the very first thing you did before going to the engines was blow the air tanks clear of water.
We ran them at 900 rpm full speed. I think idle was about 150. Been a long time.
We never had any problem starting them. A few cranks (compressed air) and the'd fire up. Good engines. They're still in service after 30+ years.
http://www.tugboatenthusiastsociety.org/Pages/tugmach-diesel-modern-FM.htm

catmandoo62 · #5 03-26-2009, 06:25 PM

sounds about like the starting procedure for my 53 d2 cat.but my pony has to be started with a rope!

connerm · #6 03-27-2009, 06:08 AM

so what was actually happening during the 30 second priming right before he turned the switch to the right?

MS Fowler · #7 03-27-2009, 06:31 AM

Quote:

Originally Posted by connerm

so what was actually happening during the 30 second priming right before he turned the switch to the right?

I think that was a prelube; not a prime.

MS Fowler · #8 03-27-2009, 06:38 AM

Quote:

Originally Posted by catmandoo62

sounds about like the starting procedure for my 53 d2 cat.but my pony has to be started with a rope!

I remember pony motors. Years ago I stored a drill rig in a contractor's yard. One very cold winter day I was doing some PM on my rig when the mechanics had to put a Pan ( motor-scrapper) into the shop for some work. I had never seen a pony motor-started diesel, so I watched.
First they put a couple of gallons of diesel fuel into a drain pan, slid it under the engine and ignited the diesel. Went inside for coffee.
After the fire went out, they repeated the process.
After the second pan of fire, they got the pony motor running--rope start. It took a few minutres for the pony to run smoothly, then with the pony at pretty high rpm, they engaged it to the diesel engine, and the pony promptly quit. It must have taken 4 or 5 attempts to get the diesel to begin to spin over. IIRC, the entire process took a few hours. Maybe that is why they were taking it into the shop for work.

R Leo · #9 03-27-2009, 10:16 AM

Quote:

Originally Posted by connerm

so what was actually happening during the 30 second priming right before he turned the switch to the right?

The injection systems of EMD prime movers from that era are roughly similar to a mechanical version of the modern common-rail injection system. EMD injectors, called 'unit injectors,' are independent assemblies located on each power head, are mechanically actuated by the fuel cam and get their fuel supply from the fuel manifold.

By selecting the 'prime' setting on the switch, fuel from the tank is drawn by an electric pump (basically a lift pump) through the suction strainer and filters then discharged into the fuel manifold supply line to insure an adequate supply of fuel for starting.

Quote:

I think that was a prelube; not a prime.

That particular model of EMD doesn't have a prelube system. Later models with turbochargers have a sort of 'post' lube system which prevents engine shut-down for up to 45 minutes after operating under load.

diametricalbenz · #10 03-27-2009, 11:19 AM

Quote:

Originally Posted by dynalow

http://www.tugboatenthusiastsociety.org/Pages/tugmach-diesel-modern-FM.htm

That is an interesting design, a diesel with no valverain. Was the motor balanced harmonically well? That's twice as many crankshafts and thus a lot more rotating mass coupled together.

That letter from the USS Wahoo went to their Beloit location. I presume they made there here in Wisconsin?

R Leo · #11 03-27-2009, 12:08 PM

USCGC 140-foot 'Bay' class ice breaking tugs have a pair of 2500hp FM-OP engines turning a pair of 125kW generators which, in turn, powers a single electric drive motor.

dynalow · #12 03-27-2009, 12:55 PM

Quote:

Originally Posted by diametricalbenz

That is an interesting design, a diesel with no valverain. Was the motor balanced harmonically well? That's twice as many crankshafts and thus a lot more rotating mass coupled together.

That letter from the USS Wahoo went to their Beloit location. I presume they made there here in Wisconsin?

They were very well balanced and durable. The top crankshaft drove the blower. The bottom shaft connected to the reduction gears. We ran across shallow water and the shaft vibrations eventually tore apart the original (Philadelphia) gears, but the engines never flinched.

I do believe the engines in our boats were mfd. in Beloit. The vessels were built in Miss. iirc. Somewhere down in the gulf, some time in the mid 70's. FM was owned by Colt Industries at that time.