ELECTRO-MOTIVE MAINTENANCE INSTRUCTION M.I. 1517 Service Department LECTRO-MOTIVE DIVISION GENERAL MOTORS CORPORATION September, 2001 SCHEDULED MAINTENANCE AND OVERHAUL INSTRUCTIONS HTSC and HTSC-B1 BOGIES Equipped With AC Traction Motors SAFETY PRECAUTIONS Please refer to the EMD Safety Precautions in appendix to the Locomotive Service Manual whenever routine service or maintenance work is to be performed on any AC traction equipped locomotive. tenance procedure a$ outlined in this insteuction is specific to the HTSC and HTSC-B1 ty is offered for planning purposes only. As written. this document reflets current EMD product ¢: and service experience for the HTSC/HTSC-BI design type of locomotive bogie with AC traction motors. The content ofthis ML. based on time from delivery, kilometers, ot megawat-hours in Thi n is consistent with present fleet performance and remains within the EMD experience ML ISI7 1 09/06/01This Maintenance Instruction is intended to serve as a guide when establishing maintenance schedules to meet the particular requirements of ‘ individual operations and planned economic life of the locomotive bogie. It provides average recommendations, which should ensure satisfactory locomotive operation, and economical maintenance costs where average Joad factors and climatic conditions are encountered. The scheduled inspection and maintenance items defined herein are specific to the HTSC and HTSC-B1 bogies. Component renewal provisions are consistent with traditional overhaul procedures. For planning purposes, EMD has established the following overhaul interval recommendations for the HTSC and HTSC-B1 bogies. These overhaul interval recommendations are based on whichever event occurs first: ime, kilometers, or megawatt hours. HTSC / HTSC-B1 Bogies: High Speed Service: 6 years / 1,400,000 kms / 23,000 MWHRS. Heavy Haul Service: 6 years / 1,000,000 kms / 23,000 MWHRS. NOTE Kilometer and MWHR values referenced above are defined by | Microprocessor Archive Data as accumulated by the locomotive control | computer As always, when specific operating conditions severely impact locomotive performance and or reliability, maintenance schedules must be adjusted accordingly. © Copyright 2001 Electro-Motive Division, General Motors Corporation. Prepared by International Technical Services - London, Ontario, Canada All rights reserved. Neither this document, nor any part thereof, may be reprinted without the expressed writen consent of the Electro-Motive Division. Contact » MD Service Publications Office. M11517 09/06/01 ca a llTABLE OF CONTENTS. ° 2.0 GENERAL MAINTENANCE. 21 BOGIE CLEANING........ 21.1 UNDER LOCOMOTIVE. 2.2 TANK CLEANING. 22 LUBRICATION : a 23. WHEEL AND AXLE INSPECTION... 24 JOURNAL BEARINGS 2.5 DAMPERS 2.6 RUBBER SECONDARY SPRINGS. 2.7 BRAKE BLOCK GUIDES. 2.8 SLACK ADJUSTERS 2.81 GENERAL DESCRIPTION. 2.82 ADJUSTMENT 283 GENERAL PHYSICAL INSPECTION. 2.9 HAND BRAKE 2.9.1 DESCRIPTION OF OPERATION. 292 INSPECTION OF HAND BRAKE CHAIN AND LEVER... 2.9.3 ADJUSTMENTS & TROUBLE-SHOOTING 0000 2.9.4 MAINTENANCE & LUBRICATION nn 2.10 GEAR CASES (AC TRACTION LOCOMOTIVES) 210.1 GENERAL DESCRIPTION. 2.10.2 GEAR CASE REMOVAL vsmnennnsnnnnn 9 2.10.3 GEAR CASE APPLICATION... e 2.11 TRACTION MOTOR REPLACEMENT. 2. BOGIE REMOVAL 22.) INSPECTIONS BEFORE BOGIE REMOVAL. 22.2 BOGIE ASSEMBLY REMOVAL 2.13. BOGIE APPLICATION. 2.13.) INITIAL INSTALLATION. 2/32 VERTICAL STOP CLEARANCE. 2.3.3. FINAL INSTALLATION. 3.0 BOGIE OVERHAUL. | BOGIE DISASSEMBLY 3.4] REMOVING VERTICAL DAMPERS. 2 REMOVING TRACTION RODS LOCK BOLT COLLARS.. 3.1.3 REMOVING TRACTION MOTORS/WHEELSETS ASSEMBLY... 3.14 DISCONNECTING TRACTION RODS AND REMOVING BEARING ADAPTERS AND PRIMARY COIL SPRINGS. 31.5 REMOVAL OF SECONDARY RUBBER SPRINGS. 3.1.6 REMOVAL OF LATERAL THRUST PADS... 3.1.7 REMOVAL OF YAW DAMPERS... 3.1.8 REMOVAL OF CARBODY PIVOT ASSEMI 3.1.9 REMOVAL OF BRAKE RIGGING COMPONENTS. 3.23.2 COMPONENT QUALIFICATION, 3.2. 3.2.) BEARING ADAPTERS. BRAKE RIGGING COMPONENTS... TRACTION ROD BUSHING REPLACEMENT PROCEDURES. CARBODY PIVOT ASSEMBLY ooo so TRACTION MOTOR NOSE SUPPORT LINKS... MAL. 1517 3 12 2 R 3 B 4 15 1B 20 21 21 21 23 2B 23 2B 4 25 25 a 26 2 28 30 30. 38 39 40 43.26 PRIMARY COIL SPRING SUSPENSION... 3.3 BOGIE FRAME INSPECTION AND RECONDITIONING 33.1 BOGIE FRAME TRAMMING. 3.3.2 BENT, BROKEN, OR CRACKED MEMBERS B.B3— WORN SPOTS cc 7 33.4 ELONGATED OR OVERSIZE HOLES 3.32.5 WORN BUSHINGS..... : 3.3.6 DAMAGED THREADG......... 3.3.7 BROKEN OR BENT STUDS... 3.38 MISSING PARTS... 3.4 BOGIE RE-ASSEMBLY ..... : 3.4] INITIAL BOGIE ASSEMBLY. 3.42 BRAKE CYLINDER PIPING. 34.3. ASSEMBLY OF BRAKE RIGGING COMPONENTS... 3.44 TRACTION MOTOR AND WHEELSET (COMBO) APPLICATION. 3.4.5 PRIMARY VERTICAL DAMPER APPLICATION, 3.46 SECONDARY YAW DAMPER APPLICATION. 3.5 BOGIE APPLICATION TO LOCOMOTIVE 4.0 SPECIAL PROCEDURES .onrnsorsesenn 4.1 LOCK BOLTS.... 41d 412 5.0 SERVICE DATA - BOGIE ASSEMBLY. REMOVING LOCK BOLI\..... LOCK BOLT INSTALLATION. 5.1 REFERENCES Sd MAINTENANCE INSTRUCTIONS. 5.2 TYPICAL PARTS CATALOGUES. 5.1.3 DRAWING NUMBERS. 5.14 OTHER REFERENCES. 5.2 WEIGHTS... 5.2.1 COMPONENT WEIGHTS 5.22 ASSEMBLY WEIGHTS. 5.3 SpectaL TORQUE VALUES... 5.4 MAINTENANCE AND WEAR LIMITS. SAL 542 WHEEL LIMITS. WEAR LIMITS ON BOGIE COMPONENTS... 55), ROUTINE MAINTENANCE EQUIPMENT ano SPECIAL TOOLS SSI 5.52 553 554 M1517 FIXTURES... 5.5.2 GEAR RATIOS.. SPECIAL LUBRICANTS os COMMON PART NUMBERS. 60. 9 80 80 $0 81 81 82 82 83 84 84 84 84 85| a 1.0 GENERAL DESCRIPTION The HTSC (high traction/speed-three axle) bogie assembly, Figure 1, and HTSC-BI (high traction/speed-three axle, two traction motor/one idler axle) bogie assembly, Figure 2, support the weight of the locomotive and provide the means for transmission of power to the rails. The HTSC series truck is applied to AC transmission locomotives used in freight service, while the HTSC-B1 is applied to AC transmission locomotives used in passenger service. There are minor differences in specifications between the two types of bogie, however the basic design is similar. Figure 1 — HTSC Bogie Like conventional three axle bogies, the axles are held parallel to each other, however the HTSC series bogie is designed as a powered “bolster: Jess” unit. The locomotive carbody weight is transferred directly to the bogie frame through four rubber “secondary" spring pad assemblies, which also provide yaw stiffness for tracking stability. The relatively stiff “secondary” suspension and uniform traction motor orientation improve ‘weight transfer within the bogie for optimal adhesion performance. A soft “primary” suspension, consisting of twelve single coil journal springs (two. at each journal bearing), is designed to provide good ride quality and equalization of wheelset loads for operation over track irregularities. MAL 1517 5 09/06/01MIISI7 Figure 2~ HTSC ~ Bi Bogie Traction loads are transmitted from the bogie to the locomotive underframe through a carbody pivot pin assembly, Figure 3. Figure 3 - Typical Carbody Pivot Assembly Although the bogie frame itself is rigid, the soft spring design allows the end axles “yaw” freedom within the frame to position the wheelset axles to the curves center for reduced wheel and rail wear. A “traction rod” and collar/bushing attached to the journal bearing adapters and bogie frame helps control movement of the end axles and transfers driving force to the bogie frame. 6 09/06/017 - _— cease | j The “soft” primary coil spring suspension also allows for a small amount r) of “angle of attack” variation, thereby lessening wheel wear in curves. The bogie is designed to provide for extended maintenance intervals via reduced number of rubbing wear interfaces and improved tracking performance of the wheels on the rails. Two (HTSC - B1) or three (HTSC) AC traction motors, mounted in each bogie, convert electrical energy into locomotive tractive effort. The motors are geared to the driving axles, which in tum apply force to the rail through the wheels. The driving force is transmitted to the bogie frame through traction rods attached to the axle journal bearing adapters and from the bogie frame to the locomotive underframe through the carbody pivot assembly. Pay Tien fame Emanepen as sewnaece Ar ‘ea fame | SAS? sea, ea Figure 4~ HTSC Bogie (side view) ML.ISI7 7 09/06/01Heavy-duty dampers are used vertically between the journal bearing adapters and the bogie frame at all axles to damp excessive vertical and roll oscillations of the locomotive. Two yaw dampers are mounted diagonally between each bogie and the locomotive underframe to damp the lateral and yaw movements of the bogie for stability at higher road speeds. Lateral stops are provided on the bogie frame at the center axle position to limit lateral movement between the bogie and underframe. Vertical stop clearance is established between the bogie frame and the underframe using shims at locations inward of the lateral stops near the center axle position. Alll vertical shims are welded to the underframe, as shown on Figure 6, Carbody Yaw Damper Carbody Height ‘Shims ‘Secondary Suspension Lateral ‘and Vertical Stops Carbody Pivot ‘Assembly f TRa2795-2 Figure 6 ~ Secondary Springs and Lateral/Vertical Stops The bogie vertical stop clearances should be measured at specified intervals as outlined in Scheduled Maintenance. Secondary Interlocks are located on either side of the bogie frame at the center axle location, Figure 6, These two links serve to prevent separation of the bogie assembly from the locomotive during lifting operations of the locomotive with the bogie(s). MIISIT 8 09/06/01Interlocking of the journal bearing adapter to the bogie frame for lifting is accomplished via a contoured structure on the bearing adapter, and two steel rods which are installed through the bogie frame structure at each journal adapter location (journal retainer pins ~ Figure 7). Figure 7 ~ Journal Adapter and Retaining Pins ‘The three traction motors are supported on their respective drive axles and at motor nose link assemblies, Figure 8, attached to the bogie frame, A main feature of the HTSC/HTSC ~ B1 bogie design is the orientation of the traction motors in one direction. This arrangement provides good ‘motor accessibility and maximizes adhesion characteristics. eck Botte “Traction Motor Nose Link Figure 8 - Typical Traction Motor Nose Link (Dogbone) MAL ISIT 9 9106/01The journal bearings transmit the vertical load from the springs to the axles. Resilient wear plates mounted inside the bogie frame limit the lateral thrust movement of the axles. These renewable resilient wear plates, Figure 9, provide the means to maintain the free lateral clearances at the center (middle) axle and at the end (front and rear) axles. Three retainer bolts accessible from the outside of the bogie frame secure the resilient wear plates. These wear plate bolts also serve to secure the upper vertical damper bracket on the HTSC bogie. The HTSC-B1 bogie uses three additional bolts to secure the bracket The resilient lateral thrust pads are to be replaced as a set if the free lateral axle clearances exceed the limits specified in the Service Data section. Otherwise, refer to the bogie overhaul section in regard to replacement of cracked or excessively worn thrust pads. JOURNAL, LATERAL Figure 9 ~ Lateral Thrust Wear Pads MIISI7 to 09/06/01 O]MLAS Air brake cylinders and brake rigging mounted on the bogie are used to apply retarding forces to the wheels to slow and stop the locomotive. A single block brake system is used, which utilizes one composition block at each wheel. Brake cylinders are mounted outboard of the bogie frame transoms and operate the brake system through a lever arrangement. Manual slack adjusters are fitted to allow for periodic adjustment of brake cylinder travel and brake block renewal A manually operated ratcheting type hand brake is fitted to the right rear side of the locomotive, and operates the brake rigging on the #2 bogie position through a mechanical chain linkage 1 09/06002.0 GENERAL MAINTENANCE 2.1 BOGIE CLEANING 2.1.1 UNDER LOCOMOTIVE Bogie(s) should be periodically cleaned while under the locomotive to climinate any accumulation of oil and road dirt. An oily accumulation presents a fire hazard and tends to increase wear of moving parts on the bogie, as well as detract from the general appearance of the equipment. CAUTION When cleaning bogies under the locomotive, the engine should be kept | running to supply air under pressure to the traction motors. Discharged air | will help prevent over-spray from entering the motors. Care should be taken to direct spray away from any motor openings. A wetting agent and an alkaline solution type cleaner can be used on the bogie. Spray wetting agent over bogie surfaces and let it remain for 10 to 15 minutes, Then using steam and an alkaline solution in a mixing gun, thoroughly spray entire truck assembly. Rinse assembly with hot water 2.1.2 TANK CLEANING When the bogie assembly is removed from the locomotive, the traction motors, traction rods, traction rod bushings, carbody pivot and bushings, wheels, axles, bearing adapters, rubber suspension springs: dampers, and brake cylinders should be removed if the bogie is to be immersed in a cleaning tank containing an alkaline solution. In addition, non-metallic wear components such as the carbody pivot pin liners should not be immersed, After a sufficient time to assure removal of all foreign material, remove the assemblies and rinse thoroughly with hot water remove all cleaning solution, M1517 2 09/06/012.2 LUBRICATION Periodic lubrication on the bogie assembly is not required. However, depending on the type of traction motor gear and support bearing assemblies used, reference Table | lists the lubrication intervals required for their maintenance. The carbody pivot pin assembly cylinder is lined with nylon alloy bushing halves. The pivot pin is to be coated with a bonded dry spray lubricant at time of overhaul or re-trucking only. No additional oil or grease is needed during operational service. NOTE | Special care should be taken with all rubber components, the axle lateral wear plates on the bogie frame, dampers, and brake rigging in order to | keep them free of oil or grease. =| Table I - Traction Motor Gear And Axle Lubrication Roller support 400,000 kms, or at bearings (BTR), wheel change grease lubricated: (whichever comes first) Oil lubricated gear 92 days or as required case: by locomotive service demands. 2.3 WHEEL AND AXLE INSPECTION Wheels should be inspected for any visible defects before and/or after each trip. Wheels should be periodically checked for’ wear, sharp flanges. shelling, cracks, flat spots, and other injurious defects. Corrective action should be taken immediately, if unacceptable defects are found. REFERENCE Wheel and axle defects, which typically require the removal of any particular wheelset are well defined and illustrated in the “Wheel and Axle | Manual” published by the Association of American Railroads (AAR), 50 “F” Street, North West Washington, D.C. 20001 a M1. 1S17 B 09/06/01Further wheel and axle component inspections and wear limit information is provided in MI. 1519, entitled: “Wheels, Axles, Axle Gears and Pinions” and at the end of this publication, Use the following guidelines in conjunction with M.I. 1519 when determining wheel and axle condition. See Service Data for wheel size variation limits. © Minimum wheel diameter after last truing operation, + Maximum diameter mismatch of two wheels on a common axle © Maximum diameter mismatch between wheels on one axle compared to those of any other axle. These include wheels on the same bogie. © Minimum rim thickness. © Axle longitudinal limits. © Circumferential defects on or below the axle surface. © Axle Run-out. 2,4 JOURNAL BEARINGS Under normal operating conditions, running temperatures of approximately 56° C (133° F) above ambient temperatures may be expected. If the bearing appears noticeably warmer than other bearings on the locomotive, the bearing should be checked on the outside face of the adapter with a temperature-indicating crayon 93 ° C (200 ° F), or with a direct pyrometer. If the bearing temperature is in excess of 93° C (200° F) the bearing should be removed from service for further examination. Figure 11 ~ Roller Type Journal Bearing 4 09/06/01In the event that one or more axle end cap bolts are found to be loose or missing from the bearing - the wheel, gear, axle, and journal bearing assembly should be removed from the bogie. The bearing should then be removed from the axle and a full inspection made to determine the cause and possible resultant damage. A small amount of grease leakage around the seals may be expected during an initial run-in period. This leakage will eventually be reduced to normal “weepage.” However, if a bearing appears to be leaking excessively, check for seal damage. Carefully wipe the area around the seal to allow inspection for a displaced or torn seal. Do not use solvents to clean the seal area or a probe to try to displace the seal. Both of these actions will damage the seal and may lead to premature bearing failure, Distorted, cracked, or damaged axle end caps should be replaced, and the damaged caps should be scrapped. When locomotives equipped with cartridge-type roller bearings are placed in storage, the hand brake should be set or the wheels chocked to prevent the equipment from moving. It is necessary to periodically move the locomotive to distribute lubricant over the bearing surfaces. For the checking, removal and installation of journal bearings refer to M.L 1553. After the installation of the end cap the end cap bolts should be torqued. See Service Data for torque information. 2.5 DAMPERS ML 1517 There is rarely a partial failure of a damper. When it fails there is no resistance to movement in compression, in rebound or in both directions and a simple manual test can detect the failure. EEE EERE oo NOTE ] If a damper is new or has not been used for some time, it must be stroked | to obtain consistent motion before being checked for control. Resistance | developed during testing is proportional to velocity of the test stroke. 15 99/06/01Dampers contain a reserve of hydraulic fluid, and allow seepage to lubricate the piston rod. A light film of oil / dust is normal and is not cause for rejection. A failed seal is recognizable by an excessive accumulation of fluid (wet) on the damper. However, it is not possible to ascertain the amount of reserve fluid in the damper and predict remaining life. Periodic inspection or when loss of damping action is suspected: 1. Check for leaking fluid. Make certain that oil has not been deposited from some other source and check damper per Manual Qualification Procedures before condemning. Perform manual qualification tests to detect gross loss of control. 3. Inspect bushing integrity. Bushings should not permit uncontrolled vertical or lateral movements of the damper. 4. Ifa failed vertical primary damper is detected, inspect journal springs, lateral thrust pads and wear plates at each journal bearing location as well. If a failed yaw damper is detected, check the items noted in the above step as well as all traction rods and bushings, carbody pivot and rod assembly and bushings, and secondary springs (rubber pads). Use the following steps to qualify vertical dampers. 1. Remove the damper from the journal bearing adapter and bogie frame. NOTE : Vertical dampers must be tested in the normal vertical position. Precautions must be taken to avoid damaging the damper bushings during the testing or wheel maintenance. The HTSC bogie has stud mounted primary vertical dampers; the HTSC-B1 bogie uses bar mounted vertical dampers. 2. Manually stroke the damper while retaining the normal vertical position. Smooth, controlled movement should be felt through both extension and compression. 3. Inspect the end rod to damper body connections for any cracking. Inspect all end connection components, such as washers, rubber bushings and nuts. Replace any components that are cracked chipped or deformed. Renew damper if necessary. M11517 16 09/06/014. If damper tests good, reapply the damper and torque the fasteners, See Service data for torque values. UPPER DAMPER: BRACKET VERTICAL DAMPER, ‘COLLARS FOR TRACTION ROD HUCK BOLTS. LOWER DAMPER BRACKET Figure 12 - Typical Yaw Damper MAL ISIT Use the following steps to qualify yaw dampers: L 2, Remove the yaw damper from the bogie and underframe. Manually stroke the damper in the horizontal position. Smooth, controlled movement should be felt through both extension and compression. 0 09/06/01L eis RE Scam 3. Renew damper if necessary. Inspect bolts, washers and nuts for signs of cracking or damage. Replace as necessary. Reapply damper as per bogie assembly instructions in later section. Torque as per specifications in Service Data. It is essential that dampers be replaced with the correct type to ensure proper adhesion characteristics and ride quality. NOTE Whenever a damper is tested or replaced, the mounting lock nuts, which are removed in the process must be discarded and replaced with new lock nuts of the same type. (HTSC) 2.6 RUBBER SECONDARY SPRINGS Thoroughly inspect the springs, Figures 13 and 14, for signs of degradation. Grease and dirt accumulations on the rubber spring, resulting from normal service, will not cause deterioration of the rubber material; however, continuous exposure to lubrication and fuel oils has a detrimental effect on the life of the rubber. Take care to keep such oil deposits off the rubber springs. In addition, cleaning the rubber spring will facilitate visual inspection Figure 13 - HTSC Secondary Springs MLISIT 8 09/06/01pe Figure 14 — HTSC — B1 Secondary Springs MIL 1517 To clean the rubber spring, wipe excess grease, oil, and dirt from the spring with a clean cloth soaked in a mild alkali solution. Do not wash the spring in paraffin de-greasing agents (such as trichloro-ethylene), caustic soda, or diesel fuel oil. Check the unloaded spring for degradation. A certain amount of superficial cracking (crazing) of the rubber surface is not unusual or detrimental to performance. Replace any spring if any layer has a tear or cut, which exceeds 25mm (1”) in length and 6.25 mm (1/4”) in depth, or if the accumulated tears in any layer exceed 100mm (4”). Lifting of rubber from bonded metal surface is limited to a depth of 1 mm (1/2") and/or a total length of 100 mm (4 “) on any one rubber/metal interface. If separation exceeds either of these specifications, the rubber spring should be replaced, Metal plates separating the rubber layers are covered with a thin layer of rubber on the exposed edges. This is to protect the metal from corrosion. Due to physical contact with foreign objects, in time, it is expected that some of the protective rubber covering at the edges and comers of the metal plates will become split, torn, and ripped away. This is not bonding separation. This condition will not affect the performance of the part, and is not cause for replacement. 19 9706/0Overhanging edges of metal parts are occasionally bent or burred through mishandling or excessive service conditions. This is of no consequence, as the rubber is not trapped and there is no sharp metal edge to come into contact with the free rubber surface. Any excessive burrs should be filed off without touching the rubber. 2.7 BRAKE BLOCK GUIDES Brake block stabilization guides, Figure 15, are provided on the underside of the bogie frame at the “live” and/or “dead” block lever location. A 6.4mm (0.25") thick X 87.5 mm (3.5") diameter Nylon alloy wear plate is bolted to each brake lever which mates to a spring steel stabilizing bar Each brake lever uses a guide bracket which straddles the stabilizing bar to maintain brake shoe to wheel alignment. The “dead” brake lever uses a safety hanger, which is a “U” shaped bracket that straddles the lever pivot bracket at the top side of the truck frame to maintain brake shoe to wheel alignment. The stabilizing bars are bolted to brackets under the truck frame. The long bars used between the “live” and “dead” brake levers are further supported by a tie bar assembly connected laterally from the bar on one side of the truck to the other. The wear plates should be replaced when the thickness is half of the original, or 3.2mm (0.125”). Figure 15 — Typical Brake Block Rigging and Guides MIISI7 20 09/06/019 2.8 SLACK ADJUSTERS 2.8.1 GENERAL DESCRIPTION The brake slack adjuster, Figure 16, is a manually adjusted pin type assembly designed for single block brake locomotives. ‘Siock Adjuster 743222 Figure 16 ~ Slack Adjusters 2.8.2 ADJUSTMENT Piston travel is set by the placement of a pin into one of the available adjustment holes in the slack adjuster. A spring-loaded clip that is positioned over the pin in service retains the pin. For adjustment, the clip is lifted and simultaneously rotated out of position to enable the pin to be removed. A ring and cable lanyard provides a means to pull the pin to perform an adjustment. The slack adjustment procedure is as follows: ML 1517 20 09/0601M1517 CAUTION This procedure must be conducted with the locomotive parked on tangent tack. If conducted with the locomotive in a curve, error in setting the piston travel will result, 1. With the brakes fully applied, measure the piston travel. Piston travel Must not exceed 165 mm (6.5") nor less than 50 mm (2”), 2. If the piston travel exceeds 165 mm (6.5"), the slack adjuster must be eset to reduce the piston travel. It is prudent to limit the piston travel allowed to some lower value to allow continued brake block wear and resulting piston travel increase such that the piston travel will not exceed limits prior to the next inspection and adjustment. ‘The operating Railroad must determine these amounts based on their operation and experience. WARNING! To avoid potential injury, be certain the locomotive will not roll if the | brakes are released before performing the next step. Take measures such | as chocking the wheels if necessary. It is strongly recommended that this | rocedure only be conducted on level track. 3. Release the air brakes on the bogie to be adjusted using the brake cylinder cutout cock on the underframe above the center of the bogie. This will vent all air from this BOGIE, on both sides, so be certain other persons in the immediate area are aware the brake levers will move. Keep hands and feet away from the brake equipment! 4 Lift and turn the pin retainer clip on the slack adjuster to be adiusted and remove the pin 5. Using a suitable pry bar, work through the pinholes to extend the slack adjuster toward the wheel. When it is judged that the block release is at least 19 mm (3/4") to 32mm (1.25") away from the wheel tread, total for two block position, 16 mm (5/8") to 25 mm (1 ”) away for Single block position, reapply the pin in the hole where it best fits. ©. Tum the bogie air cutout cock to apply the brakes. This will apply air to all brake cylinders on this BOGIE, on both sides, so be certain other Persons in the immediate area are aware the brake levers will move. Keep hands and feet away from the brake equipment! 09/06017. With the brakes applied, measure the piston travel. It must be a 9 minimum of 50mm (2.0°) at the single block positions (axles #1 and #6) and a minimum of 57mm (2.25") at the two block positions (axles #2, 3, 4, and 5). It is desirable to set the piston travel as near to these values as possible, without going less than them, to obtain the greatest interval of time before readjustment is necessary. 2.8.3 GENERAL PHYSICAL INSPECTION It is recommended that a periodic visual inspection should be performed to find out if there is any damage, e.g. loose or missing lock pins or a bent or damaged assembly. Replace or repair the adjuster as required. ‘A more detailed description of brake rigging and guides is given in the ‘overhaul section of this MI. 2.9 HAND BRAKE 2.9.1 DESCRIPTION OF OPERATION The hand brake, Figure 17, used on HTSC and HTSC - B1 equipped Iocomotives, is connected by means of a chain and pulley arrangement to a specially designed brake horizontal cross over lever on the rear (#2) bogie. ‘The lever, with a pulley at one end, applies the parking brake to axles #4 @ and #5 at the rear end of the unit. Caution should always be exercised when using the hand brake, because brake component damage, obstruction (such as debris or severe icing), or improper adjustment may result in an improper application and little or no brake capability. After setting the hand brake, it is good practice to visually check the brake application. 2.9.2 INSPECTION OF HAND BRAKE CHAIN AND LEVER The hand brake, chain, and lever should be inspected on a periodic basis, to check for unusual wear. The hand brake chain should not rub against the wheel or bogie during operation. The HTSC-BI bogie has a special spring pre-tensioning arrangement to prevent this, Figure 17. MA. 1517 2 09/06/01MIISI7 Figure 17 — Hand Brake 2.9.3 ADJUSTMENTS & TROUBLE-SHOOTING If the hand brake appears to need adjustment, check for wearin the chain, pins, and shackles. Replace any items that have extensive wear. If the parking brake linkage isn’t wom, check the service brakes for proper adjustment by referring to the Slack Adjuster Section of this M.I. before ‘making any adjustments to the hand brake linkage. The hand brake linkage is adjusted by varying the number of links in the chain. Once this dimension has been established, it should not have to be re-done. Check the brake cylinder piston travel with the parking brake applied. if the travel is greater than 165 mm (6.5”), readjust the slack adjuster until the desired travel of less than 165 mm (6.5") is achieved 4 99/06/01a 2.9.4 MAINTENANCE & LUBRICATION 2.9.4.1 Quarterly © Check that all fasteners (nuts & bolts), clamps, and brackets are secure, * Verify condition of chain, shackles, and pins for corrosion, wear and damage. Replace as required. © Check that the pulley on the brake handle assembly is in good condition and properly secured. Replace if required. © Chain and other components should be lightly oiled to prevent corrosion. 2.10 GEAR CASES (AC TRACTION LOCOMOTIVES) 2.10.1 GENERAL DESCRIPTION ‘The Gear Case, which is an integral part of the Traction Motor Assembly, is mounted on support arms at the traction motor, As illustrated in Figure 18, the gear case is comprised of two close fitting ® halves to provide a complete oil-tight enclosure. The oil in the gear case is used to lubricate the pinion / bull gear mesh as well as the traction motor rotor support bearing at the pinion end of the motor. | | Lomi Pus on uve. Ps | ouFuL rue 9 Figure 18 ~ Typical AC Gear Case ML. 1517 25 9106/0— Located on the inboard side of the gear case are three hex head pipe plugs. These plugs cap the openings used for oil fill, oil level), and oil drain as illustrated, When filling the gear case, both the oil fill and oil level plugs must be removed. Lubricant should be added until oil flows from the level plug. Do not use the oil fill hole as a reference for a full gear case. Overcharging the gear case with lubricant will cause leakage through the seals into the traction motor and will also result in increased oil and bearing temperatures. On other models there is a fill cap located on the inboard face of the gear case. Proper oil level is maintained by adding lubricant until the level is even with the lip of the fill opening. When a gear case is removed from the traction motor/wheel axle assembly, the case should be checked for possible damage such as cracks, perforations, or deformation. The case should be cleaned and the old seal assemblies must be discarded. Seal retainers and parting lines must be free of dirt, oil, gasket compound, or any other foreign material. 2.10.2 GEAR CASE REMOVAL MIISI7 The gear case, Figure 19, is mounted to a support arm on the traction motor, thereby becoming an integral part of the traction motor assembly The case is made up of two close fitting halves with seals to provide a complete oil-tight enclosure. Both halves are equipped with access plugs or caps to fill and/or drain lubricant. When a gear case is removed from the traction motor/axle-wheelset assembly, the case should be thoroughly cleaned and the old seals and/or sealing material removed completely and discarded. Seal retainers and all parting lines should be free of dirt, gasket sealing compound, or ‘any foreign material. The material used to form the seal between the case halves is a silicon based RTV liquid sealant. It is imperative that * The mating surfaces to which the sealant is applied is thoroughly cleaned: * The sealant material is not allowed to plug or restrict drain passages in the axle seal area Visually inspect the case halve for damage such as cracks, perforations or deformities. Re-apply gear case halves, seals and/or sealing compound. 26 09/06/01