|The Main Alternator.
The Class 60 locomotive is provided with a Brush BA1006A self ventilated salient pole with slip ring main alternator. The sole purpose of the main alternator is to provide electricity for the traction motors for which it will supply up to a maximum output of 6,800 amps. As the alternator produces AC current and the traction motors use DC current a rectifier has to be employed to rectify the AC From the Alternator to DC for the Traction motors. The rectifier employed is a Brush designed and built unit and is mounted in the clean air compartment at No2 end of the locomotive.
The Auxiliary Alternator.
The Locomotive is provided with a Brush designed and constructed Brush BAA 702A Auxiliary Alternator. This is coupled to the main alternator and is driven in the same way from the engine by a connecting shaft through the main alternator. The auxiliary alternator provides power for the locomotive auxiliary machines, battery charging and for the field excition current for the traction motors.
The main machines driven from the auxiliary alternator are:-
• Radiator Fans x2 - To Cool the engine & systems via coolant.
• Engine Crankcase Vent Motor - To remove waste heat & pressure out of the crank case.
• Lubricating Oil Priming Pump - (Via Batts) Pumps Oil around the engine, once 1.35 bar of pressure is in the system the starting sequence can commence.
• Fuel Oil pump - Pumps fuel to the fuel rack on the engine - if the pump fails in service the engine is running it may keep running at low revs with fuel gravity fed.
• Traction Motor Blowers x2 - These keep the motors Cool and Clean. But if one was to fail it would cause the isolation of all 3 motors on the affected bogie.
• Air Filter Dump Pump - Blows all the debris out of the Large Air Filter on the side of the Clean Air Compartment.
• Compressors x2 - Air pressurising system for the pneumatics of the locomotive & train.
• Cab Heaters x2 - Provide an Ambient environment in the cab.
The Control Panel.
The control panel for the locomotive is located in the clean air compartment. A photograph of the top half of the class 60 locomotive control panel is shown to the right. The control panel houses many of the controls and electrical systems for the locomotive.
Battery Charge Ammeter.
This is mounted top left hand of the panel (large round object secured with four screws) and shows the battery status up to 150amp, be it charging -engine running or discharging - engine off or battery charging equipment isolated or defective.
On modern locomotives most electrical equipment is now protected by Circuit Breakers though for various reasons fuses are still used for some systems and machines the following are still fused Lighting fuses (x2) - Scavenger pump fuse - Phase reference fuses (x5). The fuses are housed behind a perspex cover on the top right of the control panel.
The diagnostic a panel can bee seen in the adjacent photograph as the large darkened square-ish panel on the left with the red light visible immediately adjacent the door hinge. The diagnostic panel lists the power, brake, and other equipment monitored by the locomotive's diagnostic systems.
Steady or flashing RED L.E.Ds show the presence of a failure in one of the locomotive's systems. A flashing LED segment or segments indicate - A fault is present now, whilst a steady LED segment or segments indicate a fault was present and has now cleared, this is for fitters reference, alternatively this may indicate faults which are transient or only present during certain conditions, i.e. with power - earth faults which are only detected when the power controller is opened. A steady LED indication may indicate a fault which has self remedied, for example a high water temperature fault which has now cooled.
The diagnostic panel also has a Green "Micro - Healthy" LED at the bottom right of the panel (visible in the photo). This LED indicates that the diagnostic panel is functioning, if this LED is not illuminated all other fault indications should be disregarded.
Visible below the diagnostic panel are a trio of momentary push buttons, they are, left to right.
• Diagnostic Test - Tests the function of all the L.E.Ds on the diagnostic panel.
• Reset Button - Resets the low battery volts relay and some indicated faults on the
• Fuse Test Button - Checks the installed fuses for rupture.
Visible at the bottom of the top half of the control panel beneath the row of three push buttons a is a row of 5 switches for the following purposes. (Left to Right)
• Traction Motor Isolation - This switch allows the driver to isolate any ONE of the six
traction motors. This enables the locomotive to continue operating in service (with
reduced tractive effort & power) should one traction motor develop a fault.
• Vigilance Isolation - Allows the isolation of DSD should a fault develop - Sealed.
• Engine Maintenance Switch - Isolates the output from the alternator to the traction
motors and allows maintenance staff to work on the engine without fear of drivers
• Cut Out Switch - Allows a Dead Class 60 to control an operational Class 60 that is
connected in multiple.
• WS Isolation Switch - If either the DSD or AWS Becomes defective it is designed to
"Fail Safe" and apply the brakes this like the Vigilance Switch are "get out of trouble"
switches which allow drivers to clear the main lines and fail somewhere convenient.
The locomotive control panel has two sets of circuit breakers, DC which are housed in a single row above the AC Breakers which are at the bottom of the control panel housed in three rows.
DC Circuit Breakers.
These are rated between 20 - 100 amp are as follows listed Left to Right with the effect of tripping shown.
• Control Equipment - Loss of power and brakes, diagnostic faults will occur.
• Brake Circuit - Brakes Apply.
• A.W.S. Circuit - Brakes Apply.
• Parking Brake Circuit Unable to Release or Apply Parking brake From Either cab.
• Electronics Circuit- Loss of power and brakes - Diagnostic Panel Inoperative.
• Health Monitor Circuit - No Effect - Report in Repair Book.
• Fuel Pump - Gradual Loss of power - Engine Shutdown.
• Lubricating Oil Priming Pump - Engine Will Not Start - Will Continue to Run (if running)
• Air Dryer & Screen Heat - Low Main Air Pressure & Window Demisters Inoperative.
• Hot Plate - Cab Hotplates Stop Working.
• Cab Heater 1 - Number 1 Cab Heater Inoperative.
• Cab Heater 2 - Number 2 Cab Heater Inoperative.
• Lighting Circuits 1 - Left Hand Side Locomotive Lights Extinguished.
• Lighting Circuits 2 - Right Hand Side Locomotive Lights Extinguished.
• Start Circuits 1 - Engine Will Not Start.
• Communication Circuits - NRN & Crew Communication Phones Inoperative.
• Fire Protection Circuits - Fire Bells Ring Continually.
AC Circuit Breakers.
• Compressor Circuit No1 - Slow to Build Up and Difficulty Maintaining Main Air pressure.
• Traction Motor Blower No1 - General Fault Light Illuminated - Half Power Remains Unless Both Blowers Trip.
• Traction Motor Blower No2 - General Fault Light Illuminated - Half Power Remains Unless Both Blowers Trip.
• Extractor Fan No1 - No Effect - Report in Repair Book - Drivers Should Not Enter Engine Room Due To High Temperatures.
• Extractor Fan No2 - No Effect - Report in Repair Book - Drivers Should Not Enter Engine Room Due To High Temperatures.
• DC Supply - General Fault - Loss of Heaters, Cookers/Hotplates, Battery Charging and Crankcase Extractor Fan.
• Filter Blower - No Effect - Report in Repair Book.
• Radiator Fan Circuits No1 - High Water Temperature May Occur - Loco Will Continue to Give Full Power Until High Water Temp Alarm Is Reached.
• Radiator Fan Circuits No2 - High Water Temperature May Occur - Loco Will Continue to Give Full Power Until High Water Temp Alarm Is Reached.
The class 60 locomotive is equipped with six Brush designed and built TM2161A Four Pole, force ventilated, glass insulated, traction motors. These six traction motors are axle hung, nose suspended on rubber bushes. Each motor drives an axle through a single stage reduction gear. The traction motors used are of the separately excited (SEPEX) type as pioneered beneath 58050. SEPEX traction motors feature separate excition (electricity supply) for each armature coil and field coil, because of this each motor can be controlled in an exact fashion independently thus if wheelslip occurs on No 1 motor then the supply to that motor can be reduced, and the thus the tractive effort drops until the wheelslip ceases and without reducing the load to the other 5 motors. Each of the traction motors is independently monitored by the inboard computer. A further advantage of this separately controlled motor arrangement is that individual traction motors may be isolated should a fault develop, this is in contrast with most other British Locomotive which had traction motors arranged in pairs. Class 60s running with a TOPS restriction of M5 was not, and is not an uncommon event and performance is not markedly affected, allowing the locomotive to remain in useful service until such a time that maintenance can be arranged.
Battery Power Supply.
The class 60 locomotive is provided with exterior underslung battery boxes containing standard BR type lead acid batteries cells. These batterys supply all DC current when the locomotive is switched off. Charging and moitoring of the battery status is provided on the control panel in the clean air compartment of the locomotive.
The locomotive is also provided with an exterior Battery Isolating Switch - BIS located on the left hand side of the locomotive at No2 end. The battery isolating switch has three positions.
• Isolate - For Stabling the locomotive with the batteries completely isolated and protected
• Off - Only lights, fire system and NRN radio equipment remain operative.
• On Position for normal running.
Immediately beneath the battery isolating switch is the DC supply control unit.
Page Last Updated: 10th October 2010.