IE A037REPORT ON MEASUREMENT OF ENGINE OPERATING PARAMETERS, 26.08.2008
TGM6A shunting locomotive: compression, oil pressure and vibration — without teardown
Compression evened out across the cylinders, block vibration dropped, oil pressure rose at every mode. 4–21 % — compression across the cylinders at 360 rpm, 19–25 → 21–27 kgf/cm²; 20–47 % — vibration velocity of the engine block, 2.91–8.29 → 1.56–6.81 mm/s; 33–40 % — oil pressure in the lubrication system, 1.8–3.6 → 2.4–4.9 kgf/cm² (2008).
engine operating parametersapproved by the branch director, round company stamp
Key results
| EQUIPMENT | CONDITION AT THE START OF THE WORK | WHAT WAS MEASURED |
|---|---|---|
| TGM6A shunting locomotive No. 2059, eight-cylinder diesel engine | 22 314 h of service, machine built in 1985 | Compression and peak combustion pressure in all eight cylinders at 360, 480 and 700 rpm; oil pressure at the same speeds; block vibration at six points on each side |
Compression by cylinder at three engine speeds, kgf/cm²
| CYLINDER | 360 RPM | 480 RPM | 700 RPM |
|---|---|---|---|
| I · left | 20 → 21 | 24 → 25 | 24 → 26 |
| II · left | 23 → 24 | 23 → 25 | 24 → 26 |
| III · left | 23 → 24 | 24 → 25 | 24 → 26 |
| IV · left | 21 → 24 | 22 → 25 | 24 → 26 |
| V · right | 24 → 25 | 25 → 26 | 25 → 26 |
| VI · right | 25 → 26 | 28 → 29 | 30 → 31 |
| VII · right | 24 → 27 | 26 → 28 | 27 → 29 |
| VIII · right | 19 → 23 | 26 → 28 | 30 → 32 |
The most worn cylinders gained the most: VIII (19 → 23) and IV (21 → 24) at 360 rpm. Compression rises towards the factory nominal value and levels off against it.
Peak combustion pressure by cylinder, kgf/cm²
| CYLINDER | 360 RPM | 480 RPM | 700 RPM |
|---|---|---|---|
| I · left | 32 → 34 | 26 → 30 | 32 → 34 |
| II · left | 28 → 30 | 23 → 29 | 32 → 36 |
| III · left | 40 → 42 | 38 → 40 | 36 → 38 |
| IV · left | 36 → 38 | 38 → 40 | 37 → 40 |
| V · right | 41 → 43 | 36 → 37 | 36 → 37 |
| VI · right | 36 → 42 | 30 → 40 | 33 → 43 |
| VII · right | 32 → 35 | 36 → 37 | 40 → 42 |
| VIII · right | 24 → 33 | 23 → 34 | 26 → 36 |
According to the conclusions of the report, peak combustion pressure increased in every cylinder of the engine by 1–10 kgf/cm².
Vibration velocity of the engine block, mm/s
| MEASUREMENT POINT ON THE BLOCK | LEFT SIDE | RIGHT SIDE |
|---|---|---|
| 1 · vertical, front end | 3.33 → 2.68 | 3.6 → 2.75 |
| 2 · horizontal, front end | 5.71 → 3.82 | 4.91 → 2.79 |
| 3 · axial direction, front end | 3.94 → 1.56 | 3.13 → 2.18 |
| 4 · vertical, rear end | 4.32 → 2.19 | 2.91 → 1.74 |
| 5 · horizontal, rear end | 4.72 → 4.67 | 8.29 → 6.81 |
| 6 · axial direction, rear end | 2.93 → 1.56 | 3.34 → 2.78 |
Vibration velocity, mm/s, at six points on each side of the block. A reduction was recorded at all twelve; vibration acceleration at the same points fell by 10–76 %.
Oil pressure in the lubrication system
| ENGINE SPEED | OIL PRESSURE, KGF/CM² | CHANGE |
|---|---|---|
| 360 rpm | 1.8 → 2.4 | +33 % |
| 480 rpm | 2.5 → 3.5 | +40 % |
| 700 rpm | 3.6 → 4.9 | +36 % |
Measurements before and after treatment were taken at the same oil temperature of 70 °C. According to the conclusions of the report, pressure increased by 0.6–1.3 kgf/cm².
Conclusions of the company commission
Current equivalent
- Revitalizant gel for diesel enginesDiesel engines
- Revitalizant gel for cylinder restorationEngine cylinders, deep wear
How such units are treated:
About this result:
Limits of this report: The results apply to TGM6A shunting locomotive No. 2059 and its diesel engine at the stated hours of service and measurement conditions; on other equipment and under other operating conditions the figures may differ.