Operation of the electrical circuit of the diesel locomotive M62. Diesel starting circuits Diesel starting circuit 2m62
In 1976, the Voroshilovgrad Diesel Locomotive Plant, having stopped building single-section M62 diesel locomotives for the railways of the Soviet Union, began producing two-section 2M62 diesel locomotives.
1- control panel; 2- chamber for electrical devices; 3- compressor; 4- two-machine unit; 5-traction generator; 6-diesel; 7-fan; 8-radiators
The production of such diesel locomotives continued throughout the period 1976-1985. and subsequently.
Book: Diesel locomotive 2M62: crew part, electrical and auxiliary equipment
The main difference between the sections of 2M62 diesel locomotives and the M62 diesel locomotives is the absence of a second driver's cabin and the use of its room as a vestibule for passage to the adjacent section. The 14DGU2 diesel generator, ED-P8A traction motors, the A-706A two-machine unit, the VS-652 synchronous exciter, the KT-7 compressor, the 32TN-450 battery and much other equipment remained the same as on the M62 diesel locomotive. At the same time, a number of changes were made to the electrical circuits; Some new types of devices and components were used on the locomotive.
Since 1982, diesel locomotives have been equipped with track clearers that are height-adjustable. Since 1985, the connection diagram of the brake devices has been changed, which provides automatic braking when sections of the locomotive self-release. Driver's valves No. 395.000-3, auxiliary brake valves No. 254.000-1 and air distributors No. 483.000 began to be used on diesel locomotives.
According to technical specifications The mass of each section of the diesel locomotive when fully equipped should be 120 tons + 3%.
3.3. Power supply to the oil pump motor
Diesel locomotives use preliminary (before starting the diesel) oil pumping. Preliminary pumping of oil is of great importance from the point of view of reducing wear on the rubbing parts of a diesel engine, speeding up the starting process, and, consequently, reducing battery discharge and increasing starting reliability. Oil pumping in the diesel lubrication system begins immediately after pressing the “Diesel Start” button, both with automatic and non-automatic diesel start. Pumping can end according to a predetermined time delay, when a certain pressure is reached in the diesel oil system, or simultaneously with the end of the starting process.
Diesel locomotive 2M62. The oil pump drive is brought into operation after pressing and holding the "Diesel Start 1" button. As a result, voltage is supplied to the time relay RV1 through the circuit: clamp 12/10 (“plus” of the circuit), wire 315, contacts of the A16 “Control” machine, blocking control unit of the driver’s crane, wire 304, contacts of the KM reversing mechanism of the driver’s controller, closed when installing the reversing handles in working position, wires 305, 1046, contacts 4 of the KM operator controller, closed at zero position, wire 316, contacts of the “Diesel Start I” button, wire 317, terminal 13/1, wire 318, terminal 6/2, wire 381, closed contacts of relay RU11, relay RV1, wire 247, terminals 1/13...20 (“minus” of the circuit).
Simultaneously with PB1, the KMN contactor coil receives power through a parallel circuit: closed relay contacts RU11, wire 389, closed KTN contacts, wires 319, 982, RU5 relay contacts, wire 333, KMN contactor coil, wires 144, 145, 148, terminals 1/ 13...20.
The main contacts of the KMN contactor close the power supply circuit of the MN electric motor of the oil pump: "plus" of the battery, closed contacts of the battery disconnector VB, wire 385, 125 A fuse, wire 388, closed main contacts of the KMN contactor, wire 390, MN electric motor, wires 403, 404, closed VB contacts, battery negative
Oil pumping lasts approximately 90 seconds (the time period is set by setting the time relay PB1), after which the diesel crankshaft cranking circuit is assembled.
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Fig.3.20. Power supply diagram for the electric motor of the oil pump of the diesel locomotive 2TE10
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Fig.3.22. Power supply diagram for the electric motor of the oil pump of the diesel locomotive 2TE116
Fig.3.23. Starting diagram for diesel locomotive 2TE116
Until 1985 diesel locomotives M62 And 2M62 had almost the same pneumatic circuit. The difference was that some of the diesel locomotives 2M62 was equipped with a line for synchronizing the operation of the driver’s cranes with the removal of an additional pipeline with an end valve to the buffer beam and the installation of a three-way valve in the driver’s cabin.
Pneumatic diagram of a diesel locomotive 2M62 to No. 1000 presented on rice. 2.4. A compressor is installed on each section of the locomotive (TO), which pumps compressed air into five main tanks connected in series (GR) volume of 222 liters each. All GR equipped with drain valves to remove condensate. Safety valves are installed on the pressure pipeline in front of the main tanks (KP1, KP2) No. E-216, adjusted to 10.0 kgf/cm 2 . Coming from GR into the supply line (PM) compressed air is cleaned by an oil separator (MO) No. E-120.
The compressor is controlled by a pressure regulator (RGD) No. 3RD, installed on the outlet PM. RGD switches the compressor to idle mode at a pressure of GR 5kgf/cm 2 and returns the compressor to operating mode at a pressure of GR 8.5kgf/cm 2 . Thus, safety valves on the discharge line are designed to protect the supply line from high pressure in case of failure of the pressure regulator RGD.
The pneumatic circuit of the diesel locomotive ensures synchronization of the operation of the compressors, for which it is equipped with a compressor blocking line (MBK).
Compressed air from the supply line through the isolation valve 1 and filter (F) No. E-114 passes to the electro-pneumatic auto-stop valve (EPK) No. 150, to the auxiliary locomotive brake valve (KVT) No. 254, as well as through the disconnect valve 2 (double draft crane № 377 ) to the driver's train crane (KM) No. 395, through which the surge tank is charged (UR) volume 20 l and brake line (TM). The air flows to the speedometer along the brake line taps. SL, through the isolation valve 3 To EPK, as well as to the air distributor (BP) No. 483, through which the reserve tank is charged (ZR) volume 55 l.
An air pressure switch is installed on the brake line (RDV) type AK-11B, which controls the pressure value in TM. When the pressure drops in TM below 2.7 – 3.2 kgf/cm 2 contacts Russian Far East open and the load is shed.
KO1 No. E-155 and isolation valve 4 4 closed.
When braking KVT air from the supply line (MHz) and further through isolation valves 5 And 6 into brake cylinders (shopping center) the first and second carts, respectively. The brake is released by setting KVT in train position. In this case, emptying into the atmosphere shopping center of both trolleys occurs directly through KVT.
Each bogie has two brake cylinders No. 507B 10" diameter
When braking with the driver's train crane KM the pressure in the brake line decreases and VR activates the brakes, indicating ZR with impulse line (THEM) and further with KVT. On tap THEM installed "false brake cylinder"- compensator tank (RKR) volume of 5 liters, which is designed to increase the volume of the impulse line and ensure smooth braking. KVT works as a repeater and passes compressed air from the supply line into ITC and then into the brake cylinders of both bogies. To release the brakes, you must install the handle KM to position I or II. At the same time VR triggers the release and releases air into the atmosphere from the pulse line, and shopping center empties into the atmosphere through KVT.
(MST) 7 , which is connected by fittings to UR And KM.
7 set to position "Sync enabled", and the operator’s crane handle KM transferred to IV I, II And III UR communicated via tap 7 KM TM KM
When preparing a diesel locomotive for travel in a cold state, it is necessary to install handles in one cabin KM And KVT V VI position, close the isolation valve 2 to the driver's train crane, disconnect valve 9 from KVT To shopping center, as well as isolation valves 1 And 3 To EPK, and isolation valve 10 between fourth and fifth GR. Combination tap 8 set to double pull position. The air distributor should be turned on to medium braking mode and the tap should be opened 4 cold reserve between PM And TM. In another control cabin, the isolation valve is left open 9 , and the handle of the auxiliary locomotive brake valve is set to the train position. Velocity meters and pneumatic circuits of auxiliary devices must be disconnected from sources of compressed air by appropriate disconnect valves, the end valves of the supply line are closed, and the connecting hoses PM removed.
All locomotive valve handles must be sealed in the above positions.
A feature of the pneumatic circuit of diesel locomotives 2M62, produced since 1985, is equipped with a self-braking system when sections self-release (Fig. 2.5). The pneumatic circuit of the locomotive includes: brake blocking device (BT) No.367M, blocking valve (BC), switch valve No. 3PK, pressure switch (RD) No. 304 and nutrient reservoir (PR) volume 120 l. Reserve tank volume ZR is 20 l. Instead of a compressor KT-6 A compressor is installed on the locomotive KT-7.
Compressed air from PM PR via check valve KO2 No. E-155. Feed reservoir via isolation valve 8 also communicated with a pressure switch (repeater) RD. Block valve BC, installed on the outlet TM via disconnect valve 9 , connected to the pulse line KVT and to the switch valve No. 3PK.
When braking KVT air from PM BT enters the brake cylinder line ITC, where No. 3PK to the control chamber RD shopping center PR. When placing the handle KVT in the train position it flows air into the atmosphere from the control chamber RD, which, in turn, empties into the atmosphere shopping center both carts.
When braking KM air distributor VR activates the brakes and reports ZR with impulse line THEM, through which air passes to KVT. Working as a repeater KVT communicates the supply line with the control canton pressure switch RD via brake locking device BT. The pressure switch, in turn, fills shopping center both trolleys from the feed tank PR. When moving the handle KM to position I or II pressure in TM rises and VR triggers the release, informing the impulse line KVT and control chamber RD with the atmosphere, as a result of which the pressure switch leaks air into the atmosphere from shopping center both carts.
YOU to 2,7 – 2.9 kgf/cm 2 (for example, when sections self-release), the blocking valve is activated BC, which will open the passage of air from the air distributor VR via switch valve No. 3PK into the control chamber of the pressure switch RD. The pressure switch, having responded to the braking, fills shopping center both carts with air from the feed tank PR PM via check valve KO2 PR PR allows you to provide shopping center pressure approx. 2,0 kgf/cm 2 3,0 kgf/cm 2 .
2M62U differs in that. that each section has four main tanks of 250 liters each, two pressure switches RD No. 404 and two feeding tanks PR volume 120 l. Each locomotive bogie has six brake cylinders. № 553 with a diameter of 8". A feature of the operation of the pneumatic circuit during braking is the filling shopping center each trolley from the corresponding feed tank through its own pressure switch. The rest of the action of the pneumatic circuit of the diesel locomotive 2M62U similar to the diesel locomotive diagram 2M62 released after 1985.
Diagrams of pneumatic braking equipment for diesel locomotives 2TE116. Pneumatic diagram of diesel locomotives 2TE116. produced over the years, provides the ability to drive double trains using synchronized brake control. Diesel locomotives 2TE116 have automatic, auxiliary (non-automatic) and hand brakes. Distinctive feature diesel locomotives 2TE116 is the presence of an electric (rheostatic) brake on locomotives built in the early 90s of the last century.
On diesel locomotives (Fig. 2.6), produced before 1976 year, compressor installed ( K) KT-7 driven by an electric motor, the operation of which is jointly controlled by a pressure regulator (RGD) No. 3RD and pressure switch (RDK) type AK-11B. RDK adjusted to pressure 5,0 – 5,5 kgf/cm 2 .
The compressor pumps compressed air into four main tanks connected in series (GR) volume of 250 liters each. The main tanks are equipped with drain valves to remove condensate. On the discharge line between the compressor and GR oil separator installed (MO) No. E-120, check valve (KO1) No. 3-155 and two safety valves (KP1, KP2) No. E-216 10,7 kgf/cm 2 .
When the air pressure in the main tanks is less than 7, 5 kgf/cm 2 pressure regulator RGD reports pipeline between RGD And RDK with atmosphere. At the same time, contacts RDK close and the compressor engine starts. Simultaneously with the start of the electric motor, the unloader valve coil receives power. (EPV1) type BB-32, which begins to pass air under pressure 5,5 kgf/cm 2 from the control air duct to the compressor unloaders. The latter depress the suction valves of the compressor, connecting its pressure line to the atmosphere and thereby ensuring the start of the compressor without backpressure. With the compressor electric motor reaching its rated speed, the coil EPV1 is de-energized, and the unloading valve leaks compressed air into the atmosphere from the cavity of the compressor unloading devices. The compressor electric motor begins to operate under load, and the compressor goes into operating mode. When the pressure in the main tanks is reached 9,0 kgf/cm 2 pressure regulator RGD supplies compressed air to the pressure switch RDK, the contacts of which open, break the power supply circuit to the compressor motor and the compressor stops.
When charging the brake network, air from GR enters the supply line (PM), from where through the brake locking device (BT) No. 367 approaches the driver's train crane (KM) No. 395, which ensures charging of the surge tank (UR) volume 20 l. and auxiliary locomotive brake valve (KVT) No. 254. By branches PM compressed air through isolation valve 3 and filter (F) No. E-114 Suitable for electro-pneumatic auto-stop valve (EPK) No. 150, as well as through the maximum pressure valve (KMD) No. ZMD to pressure switch (RD) No. 304. KMD reduces the pressure in the supply line from 9,0 kgf/cm 2 to 5,0 kgf/cm 2 .
Through KM compressed air enters the brake line (TM), from which there are branches to the speedometer (SL), through the isolation valve 4 To EPK and through the disconnect valve 5 to the air distributor (BP) № 483 . Through VR The reserve reservoir is charged from the brake line (ZR) volume 55 l. On tap TM An air pressure switch is also installed (RDV) type AK-11B.
When the pressure drops in TM below 2,7 – 3,2 kgf/cm 2 contacts Russian Far East open and ensure that the locomotive's traction generator switches to idle mode. Thus, Russian Far East eliminates the possibility of setting the locomotive in motion at a pressure of TM less 4,5 kgf/cm 2 .
The brake line can communicate with the feed line through a check valve KO2 No. E-175 and isolation valve 1 (cold reserve valve), which opens only if the locomotive is sent in an inactive (cold) state. When a diesel locomotive is moving with a train or when following a reserve, the isolation valve 1 closed.
When braking KVT air from the supply line through the brake interlock device BT enters the brake cylinder line (ITC) and then to the brake cylinders (shopping center) first cart. From M shopping center compressed air also enters the control chamber of the pressure switch (repeater) RD, which is activated by braking and fills shopping center the second cart from the feed line through KMD. The brake is released by moving the handle KVT in train position. At the same time, through KVT air escapes into the atmosphere shopping center the first trolley and from the control chamber of the pressure switch RD, which in turn empties into the atmosphere shopping center second cart.
When the pressure decreases in TM driver's train crane KM air distributor VR activates the braking and passes compressed air from ZR into the impulse line PM to which it is connected "false brake cylinder"- tank-compensator RKR volume 5 l. The air passes through the pulse line into KVT, which works as a repeater. and communicates the supply line with shopping center the first trolley and with the control chamber of the pressure switch RD. The pressure switch is activated when braking and fills shopping center second cart from PM through KMD. To ensure the release of the brakes, it is necessary to install the handle KM to position I or II. At the same time, the pressure in TM rises and VR, having been activated for release, releases air into the atmosphere from the impulse line, and the auxiliary brake valve KVT- from shopping center first trolley and control chamber RD. The pressure switch, in turn, releases air into the atmosphere from shopping center second cart.
Each diesel locomotive bogie has six brake cylinders. № 553 8" diameter
To drive connected trains, the diesel locomotive is equipped with a device for pneumatic synchronization of the driver's cranes. This device includes a synchronization bus (MST) with connecting hose and three-way valve 6 , connected by fittings to KM And UR.
When controlling the brakes of a connected train using a synchronization system on a locomotive in the middle of the train, the end sleeve of the synchronization line is connected to the brake line of the tail car and the end valves are opened. Three way valve 6 set to position "Sync enabled", and the operator’s crane handle KM transferred to IV position and secured with a special bracket to prevent it from moving into position I, II And III. Thus, the surge tank UR communicated via tap 6 with the atmosphere, and the cavity above the equalizing piston of the driver's crane KM with the brake line of the tail car of the first train. Therefore, the change in air pressure in TM the first train causes the equalizing piston to move KM locomotive located in the middle of a connected train, which in turn results in braking or the release of the brakes.
To allow a diesel locomotive to travel in a cold state, the brakes are locked in one cabin BT must be turned on, driver's crane handle KM is set to the emergency braking position, and the auxiliary locomotive brake valve is set to the train position. In the second cabin, the brake locking device is turned off, and the handles KM And KVT installed in VI position. Combination taps on BT in both cabins set to double traction position, disconnect valves 3 And 4 To EPK overlap. On each section it is necessary to install VR to medium braking mode, close the isolation valve 3 between third and fourth GR and open the cold reserve valve 1. Velocity meters and pneumatic circuits of auxiliary devices must be disconnected from the compressed air sources by the appropriate disconnect valves, the end valves of the supply line are closed, and the connecting hoses PM removed.
Pneumatic diagram (Fig. 2.7) diesel locomotives 2TE116 subsequent issues (up to No. 1540) has undergone significant modernization. One of the main tanks with a volume of 250 liters began to serve as a feeding reservoir (PR). It is connected to the supply line through a check valve KO3 No. E-175. Nutrient reservoir PR provides filling shopping center in case of self-uncoupling of diesel locomotive sections.
The locomotive is equipped with a compressed air drying system (OWL), which can be turned off by a disconnect valve 3 .
Reserve tank volume ZR reduced to 20 l. Pressure switch ( RD1, RD2) installed on each cart. Compressed air is supplied to both pressure switches from the supply tank through the corresponding pressure reducers (RED1, RED2) No. 348 which lower blood pressure PM to 5.0 kgf/cm 2 .
Brake release indicators (pressure switches) are connected to the brake cylinder pipelines. SOT1, SOT2 type D250B. Their contacts in the signal lamp circuit close at a pressure of shopping center more 0.4 kgf/cm 2 .
Auxiliary locomotive brake valve KVT switched on according to an independent circuit, for which purpose the disconnect valve 4 are closed. The release of the locomotive brakes when the train is stopped is carried out by a button located on the driver's console. Pressing this button supplies power to the electro-pneumatic valve EPV2, which through the throttle (Dr) Air flows from the working chamber of the air distributor into the brake line. To obtain a stepwise release of the locomotive brakes when the train is braked VR must be turned on for mountain vacation mode.
When braking KVT air from PM goes into the auxiliary brake line (MVT) No. 3PK arrives RD1 And RD2, which, having activated the braking, are filled from the nutrient reservoir shopping center both carts.
When the pressure decreases in TM driver's train crane KM air distributor VR No. 3PK reports ZR with pressure switch control chambers RD1 And RD2, which in turn fill from PR brake cylinders of both bogies.
The braking of sections when they self-release or when the connecting hoses between sections are disconnected is ensured by the actuation of the air distributor braking when the pressure drops in TM and further filling shopping center from the feed reservoir PR, the air from which cannot escape into the atmosphere due to the presence of a check valve GOAT.
Design changes have also been made to the pneumatic synchronization system for the operator’s cranes. The synchronization line is combined with the supply line and is equipped with two isolation valves 5 And 6 , and instead of a three-way valve, a stop valve is used 7 . Thus, when controlling the brakes of a connected train using a synchronization system on a locomotive in the middle of the train, the end hose of the supply line is connected to the brake line of the tail car and the end valves are opened. Isolation valve 6 shut off, tap 5 open and the tap handle ~ set to synchronization position.
Enable KVT according to an independent scheme, the procedure for preparing a diesel locomotive for travel in a cold state has somewhat changed.
To do this, it is necessary to install handles in both cabins KM to the emergency braking position, and the handles KVT in extreme braking (VI) position, turn off the brake lock BT, set the combination valve of this device to the double pull position and close the isolation valves at EPK. Install on each section VR to medium braking mode and flat release mode, close the isolation valve 2 and open the cold reserve valve 1 . Velocity meters and pneumatic circuits of auxiliary devices must be disconnected from sources of compressed air by appropriate disconnect valves, the end valves of the supply line are closed, and the connecting hoses PM removed.
Pneumatic diagram of diesel locomotives 2TE116 subsequent releases ( rice. 2.8) With № 1540 supplemented with a blocking valve (BC), ensuring self-braking of sections during self-release. The installation of a blocking valve is due to the fact that the auxiliary locomotive brake valve on these locomotives is switched on according to a repeating circuit. Instead of pressure switches (repeaters) № 304 pressure switches are used № 404 .
Block valve connected to outlet TM via disconnect valve 4 and is connected, on this side, to the impulse line THEM, and on the other hand, through the switch valve No. 3PK with control cameras RD1 And RD2.
If the pressure in the brake line decreases TM to 2.7 – 2.9 kgf/cm 2 (for example, when sections self-release), the air distributor is activated to brake VR and reports ZR with a pulse line. In this case, the blocking valve BC opens the passage of air from THEM via switch valve No. 3PK into the control chambers of the pressure switch RD1 And RD2. The pressure switch, having activated the braking, is filled shopping center both carts with air from the feed tank PR. Since the feed reservoir is connected to PM via check valve KO2, then when the intersectional hoses are separated, the air from PR does not escape into the atmosphere. Volume PR allows you to provide shopping center pressure approx. 2.0 kgf/cm 2 . Normal operation of the blocking valve is restored when the pressure in the brake line increases by more than 3,0 kgf/cm 2 .
Diesel locomotives 2TE116 with rheostatic brake, additionally equipped with a pressure reducer № 348 , adjusted to pressure 2,0 – 2,2 kgf/cm 2 and installed in the pneumatic replacement circuit of the rheostatic brake, an electric blocking valve that eliminates the combined action of the electric and pneumatic brakes, a pressure sensor-switch that turns off the rheostatic brake at a pressure of shopping center more 1,4 kgf/cm 2 , as well as electro-pneumatic brake blocking and brake replacement valves.
Diagram of pneumatic braking equipment of the EP-1 electric locomotive. AC passenger electric locomotive EP-1 equipped with pneumatic automatic, electro-pneumatic. direct-acting (non-automatic), manual and electric (regenerative) brake.
On an electric locomotive (Fig. 2.9) two main two-cylinder two-stage motor-compressors are installed (TO) type B U 3.5/10-1450. Compressors via two check valves (K01, KO2) No. 3-155 pump compressed air into three series-connected main tanks (GR) with a total volume of 1020 l and further through the isolation valve 15 into the supply line (PM). Main tanks are equipped with remote controlled release valves (EPV1, EPV2, EPVZ) type KP-110. On the pressure line between the compressors and GR two safety valves installed (KP1, KP2) No. E-216. pressure adjusted 10.0 kgf/cm 2 , as well as unloading valves (EPV4, EPV5) type KR- 1. Check valves KO1, KO2 serve to unload the compressor valves after they have stopped from the air pressure of the main tanks, and the unloading valves EPV4, EPV5 are designed to provide easier starting of electric motors of compressors each time they are turned on. Unloading valves at the moment of compressor opening communicate with the atmosphere the section of the pipeline between the compressor and the check valve.
The operation of compressor electric motors is controlled by one of two pressure regulators RGD1 or RGD2(pressure switch type DEM102-1-02-2), installed on the outlet PM. RGD automatically turns on the compressor motor when the air pressure reaches GR 7.5kgf/cm 2 and turns it off when the pressure reaches GR 9,0 kgf/cm 2 . The electric locomotive provides the possibility of turning on both compressors simultaneously or alternately.
To clean compressed air coming from GR into the supply line, two moisture collectors are installed on it (VO1, VO2) No.116 . On PM An overpressure sensor is also installed (DT5) type STEC-1-0.5N. From PM air flows to instruments and devices located in both control cabins: through brake blocking devices ( BT) No. 367 A to the driver's train cranes ( KM1,KM2) No. 395M-4-01-2 and to the auxiliary locomotive brake valves (KVT1, KVT2) No. 254, through disconnect valves 1 to electro-pneumatic auto-stop valves (EPK) No. 150, through disconnect valves 2 and pressure reducers (RED1) No. 348, adjusted to pressure 1.0 kgf/cm 2 , to the manual pneumatic valves (not shown in the figure) of the windshield washer system. The surge tank is charged through the driver's tap. (UR) volume 20 l.
Compressed air from the supply line through a check valve (KOZ) No. E-175 enters the feeding reservoir (IR) volume 150 l and through isolation valves 3 And 4 to the control tank (RU) volume 150 l. On the pipeline to RU between isolating valves 3 And 4 branch connected to auxiliary compressor type BB 0.05/7-1000 and the main switch reservoir (the auxiliary compressor and the main switch reservoir are not shown in the figure). From control tank through filter (F) No. E-114 and pressure reducer (RED2) No. 348 5.0 kgf/cm 2 , compressed air passes through the control circuits of pantographs and electro-pneumatic devices.
From the feed reservoir through the isolation valve 5 , open electric locomotive in working condition, compressed air approaches the pressure switch (RD4)- repeater № 404 . Electric locomotive isolation valve in working condition 8 closed, so the air is out IR to pressure reducer (RED5) No. 348 does not enter, but passes through the pipeline to the pressure switch (RD1, RD2, RDZ) No. 404 installed on each trolley. From the feed reservoir through the isolation valve 6 , filter (F) No. E-114 and pressure reducer (REDZ) No. 348, adjusted to pressure 7,0 kgf/cm 2 , compressed air flows to the pneumatic device (PU1) type UPN-3, and through the disconnect valve 7 , filter F and pressure reducer (RED4) No. 348, adjusted to pressure 1,7 kgf/cm 2 , to the pneumatic device (PU2) type UPN-3. Pneumatic device UPN-Z designed for remote control of compressed air supply and includes an electromagnetic valve EV-5, consisting of an electromagnet and a distribution valve box.
Through the driver's train crane (KM1 or KM2) and brake locking device BT compressed air from PM reaches the brake line (TM), from where through the air distributor (VR) No. 292M(complete with electric air distributor № 305 ) the reserve tank is charging (ZR) volume 5.5 l. On the pipeline from VR To ZR exhaust valves installed 13 (№ 31) . From TM through disconnect valves 9 air flows to EPK hitchhiking, as well as pressure alarms (DS1) No. 115A and to the disconnect valves 10 equipped with electrical interlocks (BE) type BE-37. Electrical locking BE serves to activate emergency braking from the assistant driver's position while simultaneously turning off the traction mode and turning on the sandboxes and sound signal.
The brake line also has branches to speed meters installed in each control cabin (not shown in the figure).
On the pipeline TM pneumatic control switches installed (VUP1, VUP2) type PVU-5 and overpressure sensor (DT6) type STEC-1-0.5N. VUP1 disassembles the regenerative braking scheme when the pressure in the brake line decreases to less than 2,7 – 2,9 kgf/cm 2 , and closes its contacts at a pressure of TM 4.5 - 4.8kgf/cm 2 . VUP2 eliminates the possibility of setting the electric locomotive in motion at a pressure of TM less 4,5 -4,8 kgf/cm 2 .
The brake line can communicate with the supply line through a check valve (KO4) No. E-175 and isolation valve 11 (cold reserve tap). When a diesel locomotive is moving with a train or when following a reserve, the isolation valve 11 closed.
The electric locomotive is equipped with an automatic brake control system (SOUTH). This system includes electro-pneumatic attachments 206 with pressure sensors (DT1, DT2) type DDH-I-1.00, which are equipped with driver's cranes, and pressure sensors (DTZ, DT4) type DDH-I-1.00 installed on the pipeline between the pressure switch RD4 and switch valve (PC1) type 5-2 U1. These sensors convert the compressed air pressure into an electrical signal, which is sent through a system of electronic units to the driver’s crane attachment.
When braking using the auxiliary brake valve ( KVT1 or KVT2) compressed air from PM via brake locking device BT enters the auxiliary brake line (MVT) and then through the switch valve (PKZ) type 5-2 U1 into the control chambers of the pressure switch (repeaters) RD1, RD2, RDZ. Pressure switches are activated when braking and from the feed tank PR fill brake cylinders (shopping center) corresponding trolley. Each trolley has two shopping center 14" diameter
The brake is released by moving the handle KVT in train position. In this case, the control cameras of the repeaters RD1, RD2, RDZ communicate with the atmosphere directly through KVT, and the pressure switch, having activated the release, empties the brake cylinders of the corresponding trolley into the atmosphere.
Isolation valve 12 , installed on MVT, in working condition the electric locomotive is closed.
For full signaling shopping center release alarms are installed on each trolley on their pipelines brakes (SOT1, SOT2,SOTZ)- pneumatic control switches type PVU-5, which close their contacts at a pressure of TC 1.1 -1.3 kgf/cm 2 . In addition, on the pipeline shopping center The first trolley is also equipped with pneumatic control switches (VUPZ, VUP4) type PVU-5. VUPZ disassembles the electric brake circuit when air pressure increases in shopping center more 1,3 - 1,5 kgf/cm 2 , A VUP4 ensures the supply of sand under the wheelsets of an electric locomotive during braking with a pressure of shopping center 2,8 - 3,2 kgf/cm 2 and driving speeds of more than 10 km/h. The supply of sand stops when the pressure in the shopping center to 1,5 – 1,7 kgf/cm 2 .
When braking KM(pneumatic or EPT) the air distributor is activated when braking (VR No. 292) or electric air distributor (EVR No. 305) and reports ZR with control chamber RD4. On the pipeline from VR to pressure switch RD4 false brake cylinder installed (LTC) volume 16 l, as well as exhaust valve 14 (№31) and pressure alarm (DS2) No. 115 A.
Repeater RD4 activated by braking and via a switch valve PC1 (EPV6) type KPI-9 and switching valves PC2, PKZ begins to flow compressed air from the feed tank PR into the control chambers of the pressure switch RD1, RD2, RDZ. The latter are also activated by braking from the nutrient reservoir PR fill the brake cylinders of the corresponding trolley.
Electropneumatic valve EPV6 performs the functions of an electric blocking valve, and when the electric brake is not working, its electromagnetic coil does not receive power, and, therefore, compressed air can freely pass through the pipeline section between the switching valves PC1 And PC2.
When placing the handle KM in position I or II triggered by vacation VR(or EVR) and through its valve system communicates with the atmosphere to the control chamber RD4 And LTC. Pressure switch RD4, in turn, triggered by release and through switching valves PKZ, PK2, PK1 communicates with the atmosphere the control chambers of the repeaters RD1, RD2, RDZ, which empty the brake cylinders of the corresponding bogies into the atmosphere.
A false brake cylinder artificially increases the volume of the repeater control chamber RD4, which, in turn, provides a certain limiting value of pressure that will be established in the brake cylinders with appropriate discharge of the brake line during pneumatic braking or during braking EPT.
Exhaust valves 13 And 14 are designed to release the brakes of an electric locomotive manually. Isolation valve 12 , installed on MVT, provides air release from shopping center all bogies only if the electric locomotive is braked by the auxiliary brake valve.
The brake release of an electric locomotive, regardless of the composition, can be done by pressing a special button on the driver’s console. At the same time, the coil of the electro-pneumatic valve receives power. EPV6, due to which the latter blocks the passage of air from VR to control chambers RD1, RD2, RDZ simultaneously communicating them with the atmosphere through its valve system. The same button removes power from the release and brake valves of the electric air distributor.
To obtain the maximum braking effect on the electric locomotive, a two-stage pressing of the brake pads is provided:
1st stage - during service braking using the driver's train crane or the auxiliary locomotive brake valve with pressure in the brake cylinders 3,8 – 4,0 kgf/cm 2 ;
2nd stage - during emergency or auto-stop braking from a speed of more than 55 km/h with pressure in the brake cylinders 7,0 kgf/cm 2 . During emergency or auto-stop braking and a driving speed of more than 55 km/h, the contacts close DT6, which together with the contacts of the pressure alarm DS1(during auto-stop braking) or DS2(when braking with the driver’s tap), closing at pressure 0.3 – 0.4 kgf/cm 2 , supply power to the solenoid valve of the pneumatic device PU1. Device PU1 via disconnect valve 6 , switching valve PC1, electro-pneumatic valve EPV6 and switching valves PC2, PKZ compressed air begins to flow from PR under pressure 7,0 kgf/cm 2 into control chambers of repeaters RD1, RD2, RDZ, which provide shopping center each cart has the appropriate pressure. In this case, the switch valve PC1 blocks the passage of air into the control chambers of the pressure switch RD1, RD2, RDZ from the air distributor, which provides maximum pressure in its pipeline 3,8 – 4,0 kgf/cm 2 .
When the speed decreases to less than 55 km/h, the power supply circuit of the pneumatic device is broken PU1, which communicates the control chambers with the atmosphere through its valve system RD1, RD2, RDZ. Pressure in shopping center at the same time it begins to decrease. When the pressure drops in shopping center less 4,0 kgf/cm 2 valve PC1 under the influence of compressed air from the side VR switches and thereby stops the release of air into the atmosphere from the control chambers of the repeaters. Thus, an automatic transition to the first stage of pressing the brake pads is ensured, that is, a braking mode is provided with a pressure of shopping center 3,8 – 4,0 kgf/cm 2 .
The electric locomotive provides the possibility of emergency braking of the train from the assistant driver's console. For this purpose, at the brake line outlet to EPK isolation valves installed 10 with electrical locking BZ. Normal position of taps 10 closed, the handle is located perpendicular to the pipe and sealed. If it is necessary to perform emergency braking, the disconnect valve 10 should be opened. This will cause a discharge TM at an emergency pace, releasing traction and turning on the supply of sand under the wheelsets.
The electric locomotive circuit allows for the simultaneous operation of an electric (regenerative) and pneumatic (auxiliary locomotive) brake. For regenerative braking, you can use KVT with pressure in shopping center no more 1,3 – 1,5 kgf/cm 2 . At higher pressure in shopping center pneumatic control switch VUPZ disassembles the electric brake circuit. Restoring the circuit is possible when the pressure in shopping center to 0,3 – 0,5 kgf/cm 2 .
When the pressure decreases in TM less 2,7 – 2,9 kgf/cm 2 the electric braking circuit is automatically disassembled by the pneumatic control switch VUP1. In this case the coil EPV6 is de-energized, its valve system disconnects the control chambers of the repeaters RD1, RD2, RDZ from the atmosphere, while simultaneously communicating them with ZR through an air distributor or electric air distributor. Consequently, an automatic transition to pneumatic braking occurs. The possibility of electric braking is restored when the pressure in the TM to 4,5 – 4,8 kgf/cm 2 .
If the regenerative brake fails (with the handle in train position KM) it is being replaced by pneumatics. In this case, the solenoid valve of the pneumatic device receives power. PU2. Device PU2 via disconnect valve 7 and switching valves PC2, PKZ begins to leak air from the nutrient reservoir PR under pressure 1,5 – 1,8 kgf/cm 2 to control chambers RD1, RD2, RD3, which provide in shopping center each cart has the appropriate pressure. At the same time, a whistle sounds in the cockpit.
The pneumatic circuit provides braking of the electric locomotive in the event of its spontaneous uncoupling (separation) from the train. Braking is ensured by the activation of the air distributor of the electric locomotive when the pressure drops in TM. Trigger VR braking is caused by filling the brake cylinders from the feed reservoir PR via pressure switch RD4 and pressure switch RD1, RD2, RDZ. Air from the feed reservoir cannot escape into the atmosphere due to the presence of a check valve KO3.
To prepare an electric locomotive for travel in a cold state, it is necessary to install handles in both cabins KM And KVT V VI position, turn off the brake locking devices BT, and set the combination taps on these devices to the double pull position. It is also necessary to close the isolation valves 1 And 9 To EPK and isolation valve 15 on the connecting pipeline between GR And PM. In order to limit the air pressure in shopping center(no more 1,95 kgf/cm 2 ) the isolation valve should be closed 5 and open the isolation valve 3 . In this case, compressed air from the feed tank PR will go to the pressure switch RD4 through a gearbox RED5, adjusted to pressure 1.95 kgf/cm 2 . You must also open the tap 11 cold reserve, isolation valve 12 on MVT and install VR to the appropriate operating mode: when traveling in a raft of passenger locomotives or when transferring as part of a passenger train - to the mode "TO", and when transported as part of a freight train - to the mode "D".
Velocity meters and pneumatic circuits of auxiliary devices must be disconnected from sources of compressed air by appropriate disconnect valves, the end valves of the supply line are closed, and the connecting hoses PM removed.
After preparing the diesel locomotive for travel in an inoperative state, all handles of the disconnect valves must be sealed.
Control power supply
clamps 2/8... 10 Negative terminals 14/1... 5(control panel), 1/13...20 and 8/14...16
Diesel starting circuits
Receives food KTN contactor coil
( r.k. RU7
From clamp 2/8 via machine contacts A7 “Fuel pump” and the main contact of the contactor KTN (TN).
PD1 “Start diesel section I”.
2/8…10,
From r.k .. RU11
r.k. RU5 on contactor coil KMN..
oil pressure switch RDM3.
time relay PB1. relay coils RU5.
Z.k. RU5 blocking contact 105
Z. k. D1(330, 529) connects DZ contactor, and his z.k. (439, 448) - contactor D2. Remote control of the second section.
D1 and D2 close
Main contacts DZ contactors (382, 533)
Through z.k. D1 (232, 233) -
value 1.6 kgf/cm 2. In this case it works oil pressure switch RDM 1 relay coils RU11.
Z.k. RU11 (1049, 239) closes the main power circuit of the ET block magnet, bypassing contact D1.
R.k. RU11 breaks the power circuit of the time relay coil PB1, as a result of which relay RU5 is turned off and the diesel start circuit is disassembled. The PD1 button can be released.
From now on, diesel engine idle operation is controlled by oil pressure protection (relays RDM1 and RU11).
Starting the driven section diesel engine are performed similarly using, respectively, the A14 “Fuel Pump II” machine and the PD2 “Diesel Start II section” button.. The circuit of the KTN contactor coil of the driven section up to the 12/12 clamp is the same as on the leading one. Further, the negative circuit of the KTN coil of the driven section passes through wire 342 through the controller contact (342,343), closed when the reversing handle is removed, as well as through the inter-locomotive connection (wire 10 of the driven section and wire 5 of the leading section), automatic A14 “Fuel pump II”, located on the control panel of the leading section.
The negative circuits of the batteries of both sections are constantly connected, so the circuit of the KTN contactor coil is closed. This connection allows, if necessary, to stop the diesel engine of the driven section from the driver’s cabin.
Excitation circuits for the auxiliary generator and battery charging
From the “plus” of the battery through the A16 “Control” machine, wire 1047, clamp 4/1... 2, wire 1048, main contact KTN (1048, 231) wires 330 and 373, the power circuit is prepared contactless voltage regulator BRN. At the end of the diesel engine start-up, this circuit is closed through the R.C. 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 battery charge diode DZB, fuse PR1 at 160 A, battery charge resistor SZB, shunt 103 ammeter A2, fuse PRZ at 125 A, at “ plus" of the battery. In parallel, through terminals 2/8... 10, the control and lighting circuits receive power from the auxiliary generator.
AUTOMATIC POWER TRANSMISSION CONTROL CHAINS
Operation of protection and alarm devices
Protection and alarm circuits for faults and dangerous modes of electrical equipment
All protective devices in this group are triggered by removing or reducing the generator load.
Protection against human exposure to high voltage
This protection is provided by locking switches BD2 (114, 115) and BD1 (115, 111) of the equipment chamber doors.
Auxiliary circuits
Reversor PR (type PPK-8063)
The main contacts close the circuits of the excitation windings of the electric motor in accordance with the direction of movement of the diesel locomotive.
Auxiliary contacts (106, 114 and 110, 114) close the power supply circuit of the HF and BB coils, and the RV3 time relay when the reverser is turned to the “Forward” and “Backward” positions, respectively.
Auxiliary contacts (310, 311 and 310, 312) prepare a chain of electro-pneumatic valves, respectively NC, PN and VZ, VP, depending on the direction of movement.
Excitation contactor for traction generator KV (type MK4-10VU3A)
Main g.c. HF (1133, 431) connects the excitation winding of the traction generator to the exciter.
Auxiliary z.k. KV (116, 118) bypasses the contacts of the RU8 relay in the circuit of the KV coil, maintaining its power in positions above the second.
Auxiliary r.k. KV (326, 323) prevents accidental activation of the diesel start contactor D1 in traction mode.
Excitation contactor for explosive exciter (type MK1-10VUZA)
Main g.c. BB (400, 443) connects the excitation winding of the synchronous subexcitation to the auxiliary generator and closes the power circuit of the demagnetizing winding of the exciter.
Auxiliary r. k. BB (198, 193) closes the power supply circuit of the LN1 signal lamp when the load is shed.
Auxiliary r. k. BB (166, 174) closes the power supply circuit of the SB boxing signal when the RB relay is activated.
Contactor of the oil pump KMN (type MKZ-10VUZA)
Main h. k. KMN (388, 390) Turns on the electric motor of the oil pump MN.
Auxiliary r. k. KMN (325, 326) prevents accidental activation of contactor D1 during oil pumping.
Contactor of the fuel priming pump KTN (type MK1-20VUZA)
Main h. k. KTN (227, 228) turns on the electric motor of the fuel priming pump TN.
Main h. KTN (1048, 221) prepares the power supply circuits for the traction electromagnet of the diesel engine regulator ET, train contactors P1 - P6, and voltage regulator BRN.
Auxiliary h. k. KTN (389, 319) prepares the power circuit of the KMN coil when starting the diesel engine.
Auxiliary r. k. KTN (981, 982) prevents the KMN contactor from turning on using the PM toggle switch when the KTN contactor is turned on.
Electrical diagram of diesel locomotive 2M62
(Lokomotiv magazine No. 4 and 5, 2007 engineer A.G. Ioffe, senior researcher at VNIIZhT)
Clamp panels are provided to connect the circuits of the hardware (high-voltage) chamber, control panel and diesel engine. The VVK is equipped with terminal panels SK1 - SK9. In the diagram they are indicated by crossed out circles with filled right halves. The control panel contains terminal panels SK11 - SK14, marked in the diagram with open crossed out circles. Clamps of SK panels have fractional names: in the numerator - the panel number, in the denominator - the number of the clamp, for example, clamp 3/16 means: 16-clamp of the SKZ panel (hardware camera).
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 cooling device control circuits with the rest of the locomotive circuits. Wires with numbers starting with the letter “P” belong to the fire alarm circuits, with the letter “A” - to the ALSN circuits, and with the letter “P” - belong to the power supply circuits of the radio station.
Control power supply
When the diesel engine is not working, the control and lighting circuits of the diesel locomotive powered by a rechargeable battery. From the positive terminal of the battery, the voltage is supplied to cable 405, the positive blade of the VB switch, bus 04ShZ, wire 385, fuse link PRZ, shunt 103, resistor SZB, wire 367, and then to clamps 2/8... 10 hardware camera and via wire 365x2 - to clamp 12/10 of the control panel. Negative terminals 14/1... 5(control panel), 1/13...20 and 8/14...16(hardware camera) are connected by wire 404, bus S4Sh4, negative blade of the VB switch with the negative terminal of the battery.
Diesel starting circuits
Before starting the diesel engines, it is necessary to turn on the switch of the VB battery and the automatic circuit breakers A1 - A11, located on the wall of the VVK, on both sections of the diesel locomotive. On the control panel of the leading section, turn on the A16 “Control” machine, install the reversible controller handle and put it in the “Forward or Backward” position. If the locomotive has a brake lock BU No. 367, you need to install its handle and turn it down.
Let's consider starting the diesel engine of the driving section. To do this you need to enable automatic machine A17 “Fuel pump 1”, the fuel pump contactor is turned on. Receives food KTN contactor coil along the circuit: “plus” AB, clamps 2/8... 10, KTN coil, r.k. RU7, automatic A17, “minus” control circuits.
(RU7 is turned on when the KDM differential pressure gauge is triggered in the event of pressure appearing in the diesel crankcase: r.k. RU7(350, 349) breaks the power circuit of the KTN contactor coil to stop the diesel engine).
From clamp 2/8 via machine contacts 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 filling.
After the required fuel pressure appears, press and hold the button until the start process is complete. PD1 “Start diesel section I”.
In this case, the chain from the clamp is assembled 2/8…10, wire 365x2, clamp 12/10 through automatic machine A16 "Control", contact BU brake lock, closed contact of the reversing drum of the controller., 4th contact of the main drum of the controller, closed at zero position, button contact PD1, r.k. RU11 to the time relay coil PB1.
From r.k .. RU11 a parallel circuit is assembled through a circuit breaker. KTN
r.k. RU5 on contactor coil KMN..
The oil pump turns on and pumps oil through the diesel system. When its pressure reaches 0.25 kgf/cm 2, it triggers oil pressure switch RDM3.
After 60 sec. after the oil pumping starts it works time relay PB1. The series-connected 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. Oil pumping stops.
Z.k. RU5 closes the circuit from the main contact of the KTN (1048, 1049) through the RK. RU11, r.k. KMN, r.k. KV. blocking contact 105 turning device on starting contactor coil D1.
(Auxiliary switch KV (326, 323) prevents accidental activation of the diesel start contactor D1 in traction mode).
Z. k. 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 Remote control 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 inter-locomotive connection RPB connect the “positive” batteries of both sections in parallel. The “minus” of the batteries is permanently connected through wires 537 and 539, as well as RPB sockets.
Through z.k. D1(330, 232) coil connected block magnet ET, and through the G.C. D2 (232, 233) - diesel accelerator valve VP7.
The armature of the traction generator begins to rotate the diesel crankshaft 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 supply fuel.
(In this case, the armature of the block magnet moves the spool, which blocks the oil outlet from under the piston of the diesel regulator servomotor, and the start accelerator valve opens access of compressed air to the piston of the regulator starting servomotor. As a result, oil is supplied to the oil system of the regulator, the servomotor rod rises, moving high pressure fuel rails for supplying fuel to the cylinders.)
When the diesel engine starts working on its own, the oil pressure exceeds value 1.6 kgf/cm 2. In this case it works oil pressure switch RDM 1, z.k. (242,243) which is collected by the power circuit relay coils RU11.
140 141 ..OPERATION OF THE ELECTRICAL DIAGRAM OF THE M62 DIESEL locomotive
Start of diesel locomotive M62
When starting a diesel engine, the generator is connected by starting contactors to the battery through a special starting excitation winding P built into it (Fig. 130, see the tab at the end of the book). Before starting the diesel engine, it is necessary to turn on the battery disconnector, set the driver’s controller to the zero position, insert and turn the short-circuit key, turn on the “Control” and “Fuel Pump” machines. The short-circuit contacts of the locking mechanisms, in the absence of a key, block control of the diesel locomotive from both remote controls, since voltage cannot be supplied to the common positive jumper of each controller.
When the “Fuel Pump” machine is turned on on the control panel in cabin A (control from the remote control in cabin B is similar), through contacts K32 of the locking mechanism in cabin B, the closed contacts of the RU7 relay, which are closed when the key is removed, receive power from the RUZ relay, the RUZ relay closes its contacts in the fuel pump TN electric motor circuit between wires 227 and 228, and also “prepares” the supply of voltage to the input circuits of the power supply circuits of the diesel engine block magnet coils, the VP7 start accelerator and the P1-P6 train contactors.
The contacts of the “Control” machine supply voltage to the input of the power circuits of the starting contactor coils D1 and D2, the KMN contactor of the oil pump and the RU5 relay. After the pressure in the fuel system reaches the required value, press the "Diesel Start" button. In this case, voltage is applied to the starting time relay RV1 through the circuit: contacts of the "Control" machine, closed contacts K31, common positive jumper of the driver controller, closed contacts controller in the starting circuit, the contacts of the “Diesel Start” button are closed. In this case, the relay contact RV1 between wires 359 and 332 closes without a time delay and supplies voltage to the coil of the KMN contactor. The KMN contactor closes its power contacts in the power supply circuit of the MN electric motor of the oil pump. oil pumping.
After 55-60 s (constituting the time delay of relay RV1), necessary for pumping oil in the diesel system, the contacts of relay RV1 open between wires 360 and 359 and its contacts close between wires 345 and 361. At the same time, the KMN contactor coil is de-energized (oil pumping stops ) and the RU5 relay coil receives power through the contacts of the RDMZ oil pressure switch. The RDMZ relay closes its contacts, allowing start, when there is sufficient oil pressure in the diesel system, created by the oil pump. Having received power, the RU5 relay closes its contacts in the power circuit of the starting contactor coils D1 and D2.
Starting contactors D1 and D2 with their power contacts connect the traction generator through the starting winding P to the battery. The generator, operating in electric motor mode, begins to rotate the diesel shaft. When contactors D1 and D2 are turned on, their block contacts are closed and voltage is supplied from the “Control” machine through the contacts of the RUZ relay between wires 1048 and 1049 to the coil of the electric valve of the start accelerator B117. Power is supplied to the coil of the ET diesel block magnet. The block magnet blocks the drain from under the power piston of the regulator servo drive, oil pressure is created under the piston and fuel supply to the diesel cylinders begins. Venel VP7 passes compressed air under the power piston of the regulator servo drive, thanks to which the fuel pump racks move out more quickly.
As the rotation of the diesel shaft accelerates and the pressure in the oil system increases, the contacts of the oil pressure switch RDM1 close and a power circuit for the relay RU11 is formed. Its contacts between wires 1049 and 239 create a second power circuit for the block magnet, which depends on the oil pressure in the diesel system. After releasing the “Diesel Start” button, the coils of the starting contactors D1, D2 and the coil of the VP7 start accelerator are de-energized, the traction generator is disconnected from the battery and the diesel engine begins idling.