[ASK] MU=Multiply Unit=Double Traksi=DT

[Bravo Gege]

Dear railfans...

Ada info mengenai Double Traksi (DT/MU) begini :

Klik gambar untuk memperbesar...

Gambar oleh : Santo Tjokro

Ada yang bisa kasih penjelasan dalam Bahasa Indonesia?
Kalo ngga salah DT memakai selang yang ada di bumper lok itu khan yah?
Kalo pake MT/DT khususnya rangakaiannya Babaranjang?

Ada yang bisa share ilmunya?

[luke_q]

How to multiple unit operation using General Electric Diesel Electric Locomotive U18C,I took this instruction from the GE U18C operator manual book.Please enjoy...

MULTIPLE-UNIT OPERATION
OPERATING AS A LEADING UNIT
To operate the locomotive as a lead unit of a consist, proceed as follows:
• 1. Make the necessary preliminary preparations for operation.
• 2. Test the air brake in accordance with railroad rules.
• 3. Close the generator field circuit breaker.
• 4. Close the control circuit breaker (on lead unit only).
• 5. Move the selector handle to the desired direction.
• 6. When equipped with MU Braking Selector Switch (optional equipment), position the selector switch according to railroad rules.
• 7. Operate the locomotive in accordance with operating procedure.
OPERATING AS A TRAILING UNIT
AIR EQUIPMENT SET-UP
• 1. Make a Full Service application with the Automatic Brake Valve handle.
• 2. Move the brake-valve pilot cut-out (double-heading) cock to the OUT position.
• 3. Move the Automatic Brake Valve handle to the HANDLE OFF position, and remove the handle.
• 4. Place the Independent handle in RELEASE position.
• 5. Move the MU-2A valve to suit brake equipment on the leading unit (either TRAIL-24 or TRAIL-26 or 6 positions).
ELECTRICAL SET-UP
• 1. Move the Reverse handle to OFF and remove the handle.
• 2. Open the generator field circuit breaker on the control stand. Leave all breakers in the CLOSED position on the engine control panel (EC), except the control circuit breaker and engine run switch, if used. The running lights circuit breaker may be positioned as desired.
• 3. Place the MU headlight set-up switch in the proper position.
• 4. Place the MU braking selector switch (if installed) in the proper position.
CHANGING OPERATING ENDS
To change operating control from the cab of one locomotive unit to the cab of another, proceed as follows:
VACATING UNIT-AIR EQUIPMENT SET-UP
• 1. Make a Full Service brake-pipe reduction.
• 2. Allow time for all air blowing sounds to stop; then depress the handle of the brake valve pilot cut-out cock and move it to the OUT position.
• 3. Place the Automatic Brake Valve handle in the HANDLE OFF position and remove; place the Independent Brake Valve handle in the RELEASE position.
• 4. Depress the handle on the MU-2A valve and move it to TRAIL-24, or TRAIL-6 or TRAIL-26 position, depending on the type of equipment used on the lead locomotive unit.
VACATING UNIT - ELECTRICAL SET-UP
• 1. Move the Selector handle to OFF and remove the handle.
• 2. Open the generator field circuit breaker on the control stand.
• 3. Leave all breakers in the CLOSED position on the engine control panel (EC) except the control circuit breaker and engine run switch, if used. The running lights circuit breaker may be positioned as desired.
• 4. Move the MU headlight set-up switch to the required position.
OPERATING UNIT - AIR EQUIPMENT SET-UP
• 1. Insert the Automatic brake-valve handle in the HANDLE OFF position.
• 2. Move the Independent brake-valve handle to the FULL APPLICATION position.
• 3. Depress the handle of the MU-2A valve, and move it to the LEAD or DEAD position.
• 4. Depress the handle of the brake-valve pilot cut-out cock, and move it to the IN or FRT. or PASS. position as designated by the service in which the locomotive is to be operated.
OPERATING UNIT - ELECTRICAL SET-UP
• 1. Insert the Selector handle into the control stand.
• 2. Close the generator field circuit breaker on the control stand.
• 3. Close all circuit breakers on the engine control panel (EC). (The control circuit breaker must be closed on the lead unit only.)
• 4. Move the MU headlight set-up switch to the required position.
TO OPERATE WITH OTHER TYPES OF UNITS
If the units of the locomotive consist are geared for differing maximum speeds, do not run at speeds in excess of that recommended for the unit having the lowest maximum permissible speed.
Similarly, do not operate at low speeds long enough to exceed the specified traction motor ratings on any of the units in the locomotive consist. A locomotive with high horsepower per axle will develop more tractive effort at any given speed than will units of lower horsepower per axle.
On GE units equipped with automatic power-matching control, power is automatically reduced to a lower level under certain conditions when operating at low locomotive speeds. Special operating instructions will be required for this feature.
When the leading unit is slipping excessively, the power-limit switch can be moved to Notch 7 to reduce the power on this unit while the trailing units are operating at full power. This will reduce the traction effort on the leading unit and will usually improve the ability of the locomotive to hold the rail under bad rail conditions.
Units equipped with braking current-limiting regulators call be operated in multiple with GE locomotives in dynamic braking, regardless of the gear ratio or differences in maximum braking current ratings. If some units do not have current-limiting regulators, the locomotive consist MUST always be operated so as not to exceed the braking current of the unit having the lowest maximum braking current rating. Special operating instructions will be required for this case.
When a locomotive unit with 26-L equipment is operated in multiple (lead or trailing) with 24-RL equipped units, or with units equipped with brakes of the No. 6 type, the following hose connections must be made:
26-L 24-RL OR WITH No 6
Brake Pipe Brake Pipe to Brake Pipe
M.R. Equalizing Pipe to M.R. Equalizing Pipe to M.R. Equalizing Pipe
Actuating Pipe to Actuating Pipe
B.C. Equalizing Pipe to Ind. Appl. & Rel. Pipe to B.C. Equalizing Pipe
Sanding Pipe to Sanding Pipe to Sanding Pipe
26-L and 24-RL equipped locomotive units can be operated together in any combination.
26-L and No. 6 equipped locomotive units can be operated together in any combination.
With 26-L equipped locomotive leading one or more 24-RL equipped locomotive units, No. 6 equipped units with or without actuating pipe can trail.
Only if it has an actuating pipe can a unit having No. 6 type equipment be operated between a leading 26-L equipped unit and a trailing 24-RL or 26-L equipped unit.

[luke_q]

Ada yang bisa kasih penjelasan dalam Bahasa Indonesia?

Maaf ya penjelasannya ga pake bahasa indonesia

Kalo ngga salah DT memakai selang yang ada di bumper lok itu khan yah?

Itu bukan selang tapi kabel jumper lokomotif yang dipasang di plug depan lokomotif

Kalo pake MT/DT khususnya rangakaiannya Babaranjang?

DT dengan mengatifkan kabel jumper sering dijumpai di sumatra dengan loko CC202nya
tapi di Jawa DT loko tanpa menggunakan kabel jumper alias main perasaan masinis ato pake radio,klo main perasaan tekniknya begini klo denger loko depan throttle nya dinaikkan/diturunkan loko belakang ngikutin nah klo liat tekanan angin di loko belakang kondisi ngerem berarti loko depan ngerem nah loko belakang throttle nya diturunkan ke notch 0.Sebenernya ini bahaya tapi ironisnya teknik ini adalah salah satu ujian wajib masinis bandung klo ga lulus ya gagal.Dulu di Lawang(daerah malang) pernah ada kejadian ada loko DT yang nyungsep gara2 masinis belakang ngantuk waktu masinis depan kondisi ngerem sedangkan loko belakang tidak menurunkan throttle nya

[big bro]

Bukannya loko2 yang keluaran baru buat DT/Mt cukup pengendalian dari depan aja?????

jadi loko yang belakang tinggal ngikutin doang...... :? :? :? :?

[luke_q]

Bukannya loko2 yang keluaran baru buat DT/Mt cukup pengendalian dari depan aja?????

jadi loko yang belakang tinggal ngikutin doang...... :? :? :? :?

Klo di Jawa mo loko baru ato lama sama aja,jumpernya ga pernah dipake ama mas.

[big bro]

mang kenapa ga pernah di pake????

biar skillnya nambah ya????

[luke_q]

tanya kenapa??????
kenapa tanya??????

[Agus Budhy Nugroho]

dear rail fans...

mohon pencerahannya untuk hal ini...

bagaimana cara kerja Loko saat mulai pertama kali throtle posisi 1 (hingga seterusnya) sedangkan Lok keadaan dalam kondisi double traksi (double Lok)... mengapa kedua traksi tersebut (khususnya) mesin dieselnya dapat bekerja ?... :econfused:

saya sempat melihat kondisi wesel di sts CKG sebelat barat arah keluar sts KLD antara spoor 1 ke spoor 2, ternyata setelah kasus terbakarnya sts CKG wesel tersebut dikunci dengan sangat sederhana sekali (dengan menggunakan penjepit dan hanya lidah bagian bawah yang "dijjepit"... sepertinya agak riskan (kalau menurut pendapat saya), apakah dari mesin wesel tidak dapat mengunci "total" supaya lebih amannya ?... :roll:

mohon pencerahannya.... :geeks: :geeks:


terima kasih,

== Lok Bima Kunting==
(aslinya ada di sts Pengok warna biru)

[Bravo Gege]

Bukan ahlinya...

bagaimana cara kerja Loko saat mulai pertama kali throtle posisi 1 (hingga seterusnya) sedangkan Lok keadaan dalam kondisi double traksi (double Lok)... mengapa kedua traksi tersebut (khususnya) mesin dieselnya dapat bekerja ?...

Mungkin LINK INI bisa sedikit mbantu Mas Agus???

Kalau pertanyaan kedua mungkin member yang lain bisa mbantoe?

Monggo....

[Agus Budhy Nugroho]

mas Gege thank's ya atas informasinya.. tapi mohon maaf saya kebetulan "gatek" jadinya pas buka "klik" tersebuit yang ada cuma bingung harus diapain or apa yang harus saya lakukan ?... :roll: