Service Manual EMD

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ELECTRO-MOTIVE DIVISION GENERAL MOTORS CORPORATION

GT46MAC

INDIAN STATE RAILWAYS

LOCOMOTIVE SERVICE MANUAL

EMD Part No. S00171EP

Road Nos. 12001 thru 12013

Electro-Motive DivisionGeneral Motors Corporation

La Grange, Illinois 60525 USATelephone: 1-800-255-5355

Fax: 708-387-6626

ELECTRO-MOTIVE DIVISION GENERAL MOTORS CORPORATION

NOVEMBER, 1999(To order this publication, please use part number S00171EP)

Document Number S00171EP@Copyright November 1999Electro-Motive Division, General Motors Corporation. All rights reserved. Neither this document, nor anypart thereof, may be reprinted without the expressed written consent of the General Motors LocomotiveGroup. Contact EMD Customer Publications Office.

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FOREWORDThe purpose of this manual is to act as a guide for servicing a GT46MAC loco-motive and its equipment. Although minor variations can occur, equipmentselected for coverage was chosen as representative of this model. When specialor extra equipment is involved, consult specific drawings or instructions as pro-vided by the railroad. Information contained in this manual is based on dataavailable when released for printing. Minor equipment differences are due tochanges made after the manual was published.

These instructions do not claim to cover all details or variations in equipment orto provide for every possibility in connection with installation, operation, ormaintenance. Should more information be desired or particular problems arisewhich are not covered for the user's purposes, the matter should be referred tothe Electro-Motive Division. This manual is intended for qualified service per-sonnel. It provides an overview of EMD locomotive systems and equipment aswell as specific electrical and mechanical procedures which can be performedon-board the locomotive.

Information about equipment that must be removed from the locomotive for ser-vice is available in the standard EMD Maintenance Instruction format or in ven-dor publications. Maintenance information involving the diesel engine and itsauxiliary equipment is provided in the EMD Engine Maintenance Manual. Infor-mation about locomotive operation can be found in the GT46MAC LocomotiveSystems and Operation Manuals.

WARNINGThe term qualified, in this context, means skilled personnel; knowledgeable in propersafety procedures and trained to perform maintenance on an EMD AC Series locomotivewith a 3-phase AC drive. The information herein was compiled for EMD modelGT46MAC locomotives equipped with special equipment and computer software.

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WARNING

This locomotive power system operates with a very high and potentially dangerous DC Link voltage that could be present in the electrical cabinets even after the locomotive has been shut down

for an extended time period. Refer to Appendix C: SAFETY PRE-CAUTIONS FOR GT46MAC LOCOMOTIVES before inspect-

ing, operating, or servicing this locomotive equipment.

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PREFACE The GT46MAC is equipped with a microprocessor based computer control sys-tem. The microprocessor is referred to as the EM2000 Locomotive ControlComputer. This computer controlled system is equipped with a Diagnostic Dis-play System(DDS) in the cab to provide an interface between the locomotiveengineer and the computer. The computer is programmed to monitor andcontrol locomotive traction power, record and indicate faults, and allow diagnos-tic testing.This manual is intended to be read in sequence - it is divided into thefollowing sections

Section 0: GENERAL INFORMATION

Section 1: ENGINE STARTING

Section 2: FUEL SYSTEM

Section 3: LUBRICATING OIL

Section 4: COOLING SYSTEM

Section 5: FORCED AIR

Section 6: COMPRESSED AIR

Section 7: HTSC BOGIE

Section 8: ELECTRICAL EQUIPMENT

Section 9: ELECTRICAL CONTROL

Section 10: LOAD TEST

Section 11: HIGH POTENTIAL TESTING

Section 12: TROUBLESHOOTING

Section 13: DOWNLOAD EVALUATION

SERVICE DATA PAGES

A Service Data page is included at the back of some sections of the LocomotiveService Manual. This page may provide the following:

1. Reference to part numbers for serviceable equipment.2. Reference to applicable Maintenance Instructions and technical manuals.3. Reference to applicable tool and testing apparatus numbers.4. Specific system values for operation or testing. 5. Refer to the GT46MAC Locomotive Service Parts Catalog applicable to the

unit being serviced for component part numbers and ordering information.

UNITS OF MEASURE

Units of measurement appearing in this manual are shown in Metric and U.S.standard units. A conversion table is provided at the back of the manual to con-vert U.S. standard units to metric units.

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TABLE OF CONTENTSWARNING ............................................................................................................................................... 2FWPREFACE ................................................................................................................................................. 3FW

SECTION 0. GENERAL INFORMATION..................................................................................... 0-1GENERAL CHARACTERISTICS.............................................................................................................. 0-1EQUIPMENT LOCATION ......................................................................................................................... 0-6LOCOMOTIVE OPERATION.................................................................................................................. 0-10DIESEL ENGINE ...................................................................................................................................... 0-12COMPUTER CONTROL SYSTEM LOGIC CHANNELS...................................................................... 0-14ELECTRICAL REFERENCE DESIGNATIONS ..................................................................................... 0-15INTRODUCTION TO KNORR AIR BRAKE SYSTEM......................................................................... 0-19INTRODUCTION TO EM2000 LOCOMOTIVE DISPLAY................................................................... 0-22INTRODUCTION TO FLANGE LUBE SYSTEM .................................................................................. 0-29ALERTER (VIGILANCE) SYSTEM ....................................................................................................... 0-30GT46MAC SAFETY PRECAUTIONS..................................................................................................... 0-31

SECTION 1. ENGINE STARTING AND STOPPING ................................................................... 1-1INTRODUCTION ....................................................................................................................................... 1-1STARTING EQUIPMENT.......................................................................................................................... 1-1STARTING PROCEDURES FOR GT46MAC DIESEL ENGINES ......................................................... 1-6STOPPING PROCEDURES FOR GT46MAC DIESEL ENGINES ........................................................ 1-14STARTING MOTOR MAINTENANCE .................................................................................................. 1-17

SECTION 2. FUEL SYSTEM........................................................................................................ 2-1INTRODUCTION ....................................................................................................................................... 2-1FUEL SUCTION STRAINER..................................................................................................................... 2-2FUEL PUMP AND MOTOR....................................................................................................................... 2-3FUEL PUMP CIRCUIT............................................................................................................................... 2-4PREHEATER AND MIXING VALVE ...................................................................................................... 2-6PRIMARY FUEL FILTER BYPASS VALVE AND GAUGE................................................................. 2-10ENGINE MOUNTED FUEL FILTER ASSEMBLY................................................................................ 2-10DRAINING CONDENSATE FROM THE FUEL TANK........................................................................ 2-12FILLING THE FUEL TANK ................................................................................................................... 2-12FUEL STORAGE FACILITIES................................................................................................................ 2-13EMERGENCY FUEL CUTOFF SWITCHES .......................................................................................... 2-13ROUTINE MAINTENANCE PARTS AND EQUIPMENT..................................................................... 2-15SERVICE DATA - FUEL SYSTEM......................................................................................................... 2-15

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SECTION 3. LUBRICATING OIL SYSTEM ................................................................................. 3-1INTRODUCTION........................................................................................................................................3-1OIL LEVEL GAUGE (DIPSTICK) .............................................................................................................3-1FILLING OR ADDING OIL TO SYSTEM ................................................................................................3-3OIL FILTER INSPECTION AND MAINTENANCE ................................................................................3-5BYPASS VALVE ASSEMBLY ..................................................................................................................3-8OIL COOLER INSPECTION AND MAINTENANCE ..............................................................................3-8HOT OIL DETECTOR ..............................................................................................................................3-10TURBOCHARGER ...................................................................................................................................3-12TURBOCHARGER LUBE PUMP CIRCUIT ...........................................................................................3-12LUBRICATING OIL SAMPLING AND ANALYSIS .............................................................................3-13PRELUBRICATION OF ENGINE............................................................................................................3-14SERVICE DATA - LUBRICATING OIL SYSTEM ................................................................................3-15

SECTION 4. COOLING SYSTEM ................................................................................................ 4-1INTRODUCTION........................................................................................................................................4-1RADIATORS AND COOLING FANS .......................................................................................................4-2COOLING FAN TWO-SPEED AC MOTOR CONTROL .........................................................................4-3INSPECTION AND CLEANING OF RADIATORS..................................................................................4-7HOT ENGINE CONDITION.......................................................................................................................4-8COOLING SYSTEM PRESSURIZATION.................................................................................................4-8OPERATING WATER LEVEL ................................................................................................................4-11FILLING THE COOLING SYSTEM........................................................................................................4-12OBTAINING AN ENGINE WATER SAMPLE .......................................................................................4-13DRAINING THE COOLING SYSTEM....................................................................................................4-13SERVICE DATA - COOLING SYSTEM .................................................................................................4-14

SECTION 5. FORCED AIR SYSTEMS ........................................................................................ 5-1INTRODUCTION........................................................................................................................................5-1INERTIAL AIR FILTERS...........................................................................................................................5-3MAIN GENERATOR BLOWER ................................................................................................................5-4TRACTION MOTOR BLOWER ................................................................................................................5-4TRACTION MOTOR BLOWER INLET VANE OPERATION ................................................................5-4TCC BLOWER ............................................................................................................................................5-6INSPECTION AND MAINTENANCE OF THE CENTRAL AIR SYSTEM............................................5-7SERVICE DATA - FORCED AIR SYSTEMS .........................................................................................5-16

SECTION 6. COMPRESSED AIR SYSTEMS............................................................................. 6-1INTRODUCTION........................................................................................................................................6-1WLNA9BB AIR COMPRESSOR ...............................................................................................................6-2AIR COMPRESSOR CONTROL................................................................................................................6-3MAIN RESERVOIRS..................................................................................................................................6-7COMPRESSED AIR FILTERS AND DRAINS..........................................................................................6-8GRAHAM WHITE TWIN TOWER AIR DRYER ...................................................................................6-11KNORR/NYAB AIR BRAKE SYSTEM (CCB 1.5).................................................................................6-17SANDING SYSTEM .................................................................................................................................6-30MISCELLANEOUS COMPRESSED AIR EQUIPMENT .......................................................................6-35SERVICE DATA - COMPRESSED AIR SYSTEMS...............................................................................6-41

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SECTION 7. HTSC BOGIE........................................................................................................... 7-1INTRODUCTION ....................................................................................................................................... 7-1ROUTINE MAINTENANCE AND INSPECTION.................................................................................... 7-7TRACTION MOTORS.............................................................................................................................. 7-22TRUCK/BOGIE REMOVAL .................................................................................................................... 7-27WHEEL FLANGE LUBRICATING SYSTEM ........................................................................................ 7-30SERVICE DATA - HTSC BOGIE ............................................................................................................ 7-38

SECTION 8. ELECTRICAL EQUIPMENT.................................................................................... 8-1INTRODUCTION ....................................................................................................................................... 8-1MAIN GENERATOR.................................................................................................................................. 8-3COMPANION ALTERNATOR................................................................................................................ 8-14AC AUXILIARY GENERATOR.............................................................................................................. 8-15C1-8: DC LINK INVERTER INPUT CAPACITORS .............................................................................. 8-17DCL123, DCL456: DC LINK SWITCHGEAR ........................................................................................ 8-18TRACTION MOTORS.............................................................................................................................. 8-18RADIATOR COOLING FAN MOTORS ................................................................................................. 8-19DYNAMIC BRAKE GRID BLOWER ASSEMBLY............................................................................... 8-20TURBO LUBE PUMP MOTOR ............................................................................................................... 8-20FUEL PUMP MOTOR .............................................................................................................................. 8-20STARTING MOTORS AND SOLENOIDS ............................................................................................. 8-21CAB EQUIPMENT ................................................................................................................................... 8-22ELECTRICAL CONTROL (#1) CABINET EQUIPMENT ..................................................................... 8-38DIAGNOSTIC PANEL ............................................................................................................................. 8-66FUSE AND SWITCH COMPARTMENT ................................................................................................ 8-77AC (#3) CABINET .................................................................................................................................... 8-80MISCELLANEOUS LOCOMOTIVE EQUIPMENT............................................................................... 8-82

SECTION 9A. ELECTRICAL CONTROL SYSTEM.................................................................. 9A-1OVERVIEW ............................................................................................................................................. 9A-1MAIN GENERATOR............................................................................................................................... 9A-2DC LINK EQUIPMENT .......................................................................................................................... 9A-3EM2000 LOCOMOTIVE COMPUTER .................................................................................................. 9A-6POWER SYSTEM VARIABLES .......................................................................................................... 9A-13

SECTION 9B. EM2000 LOCOMOTIVE COMPUTER .............................................................. 9B-1INTRODUCTION .................................................................................................................................... 9B-1HANDLING ELECTRONIC EQUIPMENT - GENERAL ................................................................... 9B-1EM2000 LOCOMOTIVE CONTROL COMPUTER............................................................................... 9B-5DIO OPERATION.................................................................................................................................. 9B-11PANEL MOUNTED MODULES .......................................................................................................... 9B-29THE EM2000 DISPLAY ........................................................................................................................ 9B-41MAIN MENU ITEMS ............................................................................................................................ 9B-45

SECTION 9C. AC MOTOR - THEORY OF OPERATION ......................................................... 9C-1AC MOTOR POWER OPERATION - NO LOAD.................................................................................. 9C-1POWER OPERATION - APPLY LOAD................................................................................................. 9C-6INCREASE POWER .............................................................................................................................. 9C-12DYNAMIC BRAKE ............................................................................................................................... 9C-15PULSE WIDTH MODULATION TECHNIQUES................................................................................ 9C-20LOCOMOTIVE OPERATING CHARACTERISTICS ......................................................................... 9C-22

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SECTION 9D. INVERTER OPERATIONS ................................................................................. 9D-1GTO SWITCHING ...................................................................................................................................9D-1DYNAMIC BRAKE/REGENERATIVE OPERATION ........................................................................9D-13TCC PROTECTION SCHEME ..............................................................................................................9D-20SECONDARY WHEEL SLIP PROTECTION ......................................................................................9D-24

SECTION 9E. TCC COMPONENTS .......................................................................................... 9E-1SAFETY PRECAUTIONS ....................................................................................................................... 9E-1ORIENTATION AND LAYOUT............................................................................................................. 9E-2INVERTER COMPONENTS ................................................................................................................... 9E-5

SECTION 9F. TRACTION COMPUTER MODULES.................................................................. 9F-1TRACTION COMPUTER MODULE QUICK REFERENCE GUIDE....................................................9F-4POWER SUPPLIES ...................................................................................................................................9F-6INPUTS AND OUTPUTS .......................................................................................................................9F-10SYSTEM CONTROLS ............................................................................................................................9F-16

SECTION 9G. OPERATIONAL CONTROL MODES................................................................ 9G-1OP MODE DETERMINATION ...............................................................................................................9G-1STANDARD OP MODES (AC Only) ......................................................................................................9G-2CONTROL MODES .................................................................................................................................9G-5FUNDAMENTAL SIGNAL VALUES FOR 3939 THP, GT46MAC ...................................................9G-12

SECTION 9H. LOAD CONTROL ............................................................................................... 9H-1TORQUE...................................................................................................................................................9H-2ENGINE POWER CAPABILITIES .........................................................................................................9H-4TRACTION POWER REFERENCE........................................................................................................9H-8TCC POWER CONTROLLER...............................................................................................................9H-11FINAL VOLTAGE REFERENCE .........................................................................................................9H-15LOCOMOTIVE TORQUE LIMIT .........................................................................................................9H-19TCC TORQUE REFERENCE ................................................................................................................9H-22MAIN GENERATOR FIELD CURRENT REFERENCE .....................................................................9H-27DEFAULT LIMITS FOR NON-ACTIVE FUNCTIONS.......................................................................9H-28STANDARD LOAD CONTROL VARIABLES - MONITOR SYMBOLS AND DISPLAY NAMES9H-29

SECTION 9I. ADHESION............................................................................................................ 9I-1CONTROLLED CREEP............................................................................................................................ 9I-1BACK-UP WHEEL SLIP CONTROL SYSTEM...................................................................................... 9I-1STARTING SYSTEM - WHEEL SLIP ..................................................................................................... 9I-1DEFINITION ............................................................................................................................................. 9I-2WHEEL SLIP STATUS VARIABLE ....................................................................................................... 9I-2SIGNAL AVAILABILITY........................................................................................................................ 9I-2CONTROLLED-CREEP SYSTEM - General........................................................................................... 9I-3CONTROLLED CREEP & SPEED LIMIT GENERATION.................................................................... 9I-8WHEEL SLIP LIGHT.............................................................................................................................. 9I-14SAND CONTROL LOGIC ...................................................................................................................... 9I-15

SECTION 10. LOAD TEST AND HORSEPOWER EVALUATION............................................ 10-1INTRODUCTION......................................................................................................................................10-1DESCRIPTION ..........................................................................................................................................10-1LOAD TEST PROCEDURES ...................................................................................................................10-5CALCULATING HORSEPOWER & EVALUATING RESULTS ........................................................10-15AUXILIARY EQUIPMENT LOAD ON DIESEL ENGINE ..................................................................10-16


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SECTION 11. HIGH POTENTIAL TESTING.............................................................................. 11-1TEST EQUIPMENT .................................................................................................................................. 11-1SAFETY PRECAUTIONS ........................................................................................................................ 11-1MEGGER/HI-POT/WELDING PRECAUTIONS .................................................................................... 11-2LOCOMOTIVE WELDING PREPARATIONS FOR GT46MAC........................................................... 11-2INSULATION RESISTANCE TEST........................................................................................................ 11-6HIGH POTENTIAL TEST ........................................................................................................................ 11-8

SECTION 12A. TROUBLESHOOTING TIPS.......................................................................... 12A-1GROUND RELAY PROCEDURES ...................................................................................................... 12A-1GENERATOR FIELD OVER-EXCITATION FAULTS....................................................................... 12A-1HOT ENGINE, THROTTLE 6 LIMIT:.................................................................................................. 12A-1 KNORR SET UP TO SUPPRESS ALERTER FUNCTIONS............................................................... 12A-2TCC OVERVOLTAGE FAULTS .......................................................................................................... 12A-2NO COMPANION ALTENATOR OUTPUT........................................................................................ 12A-2CHECK FOR SLIPPED PINION ........................................................................................................... 12A-2DIO 300 CARDS .................................................................................................................................... 12A-3ADA 305 MODULE............................................................................................................................... 12A-3

SECTION 12B. EM2000 AND TRACTION COMPUTER DOWNLOADS ............................... 12B-1INTRODUCTION .................................................................................................................................. 12B-1DOWNLOAD PROCEDURE ................................................................................................................ 12B-1TRACTION COMPUTER COMMUNICATIONS................................................................................ 12B-6

SECTION 13. DOWNLOAD EVALUATION............................................................................... 13-1DC Link Overcurrent Protection................................................................................................................ 13-1DC Link Undervoltage Protection ............................................................................................................. 13-2DC Link Overvoltage Protection ............................................................................................................... 13-3OPERATIONAL MODES......................................................................................................................... 13-4TESTING OP MODES (AC and DC) ....................................................................................................... 13-7DOWNLOAD EVALUATION ............................................................................................................... 13-19

Appendix A . DATA PACKS ...................................................................................................... A-1

Appendix B. SIGNAL DESCRIPTIONS .................................................................................... B-1

Appendix C . SAFETY PRECAUTIONS..................................................................................... C-1

Appendix D. TROUBLESHOOTING FLOWCHARTS................................................................ D-1

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SECTION 0. GENERAL INFORMATION

GENERAL CHARACTERISTICS

Locomotive

Model Designation: GT46MAC

Locomotive Type: (C-C) 0660

Nominal Locomotive Power: 4000 CV (3939 HP)

Diesel Engine

Engine Model(s): 710G3B

Number of Cylinders: 16

Engine Type: Two-Stroke, Turbocharged

Cylinder Arrangement: 45° “V”

Compression Ratio: 16:1

Displacement per Cylinder: 11 635 cm3 (710 Cu.In.)

Cylinder Bore: 230.19 mm (9-1/16”)

Cylinder Stroke: 279.4 mm (11”)

Rotation (Facing Flywheel End): Counterclockwise

Full Speed: 904 RPM

Normal Idle Speed: 269 RPM

Low Idle Speed: 200 RPM

Main Generator Assembly

MODEL NUMBERS:

Main Generator: TA17-CA6B

Traction Alternator (Includes Rectifier): TA17

Companion Alternator: CA6B

TRACTION ALTERNATOR RECTIFIED OUTPUT RATINGS:

Maximum Voltage: 2600 VDC

Max. Continuous Current: 1250 Amperes

COMPANION ALTERNATOR OUTPUT RATING: 230 Volts AC

Maximum Voltage: 230 VAC

Frequency at 904 RPM: 120 HZ

Maximum Power: 250 KVA (Power factor 0.8)

GENERAL INFORMATION 0-1

Auxiliary Generator

Model:5A-8147

RECTIFIED OUTPUT RATINGS:

Nominal Voltage: 74 volts DC (Rectified)

Maximum Power: 18 kW

Traction Motors

Model: Siemens 1TB-2622-0TA02

Quantity: 6 (3 in parallel per bogie)

Type: 3 Phase AC Induction, Axle Hung with Tapered Roller Support Bearings, Forced Air Ventilated

Nominal Ratings: 500 KW, 2027 VAC, 3220 RPM

Traction Inverters (Traction Control Converters TCC1, TCC2)

Model: 1GE420 050 9010.00 MB74

Rating: 1430 KW

Quantity: 2 (one per bogie truck) Type: Voltage Source Inverter With

Gate Turn-Off Thyristors

BogiesModel: HTSC

Gear Ratio: 90:17

DRIVING WHEELS:

Quantity: 3 Wheel Sets per bogie truck

Diameter:1092mm (43 inches)

BRAKE RIGGING:

Type: Single Shoe 406.4mm (16 inches)

Shoe Material: Composite

Cylinders Brake: 4 per bogie truck

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Compressed Air System

AIR BRAKE CONTROL SYSTEM:

Knorr CCB Equipment

AIR COMPRESSOR:

Model: WLNA9BB

Type: Two Stage, 3 Cylinder

Coolant: Engine Coolant

Displacement at 900 RPM:7.19 M³/Min (254 Cu.Ft./Min.)

Lube Oil Capacity: 9.98 Litres (2.64 US Gallons)

Locomotive Storage Batteries

Model: Surrette 16CH-25 Unitized

Arrangement: 2 Series-connected 16-Cell Lead-acid Batteries

Total Quantity of Cells: 32

Total Potential of 2 Series-connected Batteries: 64 Volts

Specific Gravity of Electrolyte: 1.250

8 hour Capacity: 500 Amp. Hr.

Supplies/Capacities

Lube Oil System Capacity: 950 Litres (251 US Gallons)

Cooling System Capacity:1045 Litres (276 US Gallons)

Sand Boxes (8) Capacity: 0.04M³ Box (1.5 cubic ft./box)

Fuel Capacity: 6000 Litres (1585 US Gallons)

Nominal Dimensions

Height, over Cooling Hood: 4.16 M (13’ 7.75”)

Height over Horn: 4.22M (13’ 10”

Height over Cab: 3.94 M (12’ 11”)

Width over Hand Rails: 2.92 M (9’ 7.12”)

Width over Underframe: 2.74 M (9’ 0”)

Width over Cab: 2.74M (9’ 0”)

Width over Brake Cylinders: 3.07 M (10’ 1”)


Locomotive Minimum and Maximum Speeds/Tractive Effort

Min. Continuous Speed At Max - Continuous Tractive Effort: 22.5 Km/h (15Mph)

Max Continuous Speed (Based on T.M. Max. Rated RPM):120 Km/h (74.6 Mph)

Maximum Stall Tractive Effort: 540KN

Max. Continuous Tractive Effort: 400 KN

Reduced Tractive Effort Limit: 294 KN

Minimum Curve Negotiation Capability

Information below based on GT46MAC locomotive(s) equipped with “F” couplers, and box car equipped with “E” couplers.

Single Unit: 174 meter (570.8 Ft.) Radius - 10° Curve

Two GT46MAC Units Coupled: 174 Meter (570.8 Ft) Radius -10° Curve


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Weights

NOTE: The weights listed are approximate and presented for material handling.

Total Loaded Locomotive Weight on Rails: 126010 Kg (277, 800 Lbs.)

Air Compressor: 1043 Kg (2300Lbs.)

Auxiliary Generator and Blower Assembly: 647 Kg (1428 Lbs.)

Axle/Gear/Wheel Assembly: 2631 Kg (5800 Lbs.)

Diesel Engine (16-710G3B): 1793 Kg (39 600 Lbs.)

Dynamic Brake Fan and Motor Assembly: 567 Kg (1250 Lbs.)

Dynamic Brake Fan Motor: 91 Kg (200 Lbs.)

Dynamic Brake Hatch Assembly: 1588 Kg (3500 Lbs.)

Fuel Filter Assembly, Primary (Dual): 59 Kg (129 Lbs.)

Fuel Pump Motor : 34 Kg (75 Lbs.)

Fuel Pump (without motor): 2.2 Kg (5 Lbs.)

Fuel Tank: 5779 Kg (12, 740 Lbs.)

Inertial Air Filters: 159 Kg (350 Lbs.)

Lube Oil Cooler: 386 Kg (850 Lbs.)

Lube Oil Filter Assembly: 345 Kg (760 Lbs.)

Lube Oil Filter Element: 2.2 Kg (5 Lbs.)

Main Generator and Companion Alternator Assembly: 8709 Kg (19,200 Lbs.)

Radiator Assembly: 1134 Kg (2500 Lbs.)

Radiator Fan Assembly: 408 Kg (900Lbs.)

Starter Motor: 36 Kg (79 Lbs.)

Storage Battery, 16-Cell: 703 Kg (1550 Lbs.)

SCR Excitation Bridge Assembly: 19 Kg (41 Lbs.)

Traction Motor: 3016 Kg (6650 Lbs.)

Bogie Assembly, HTSC: 21773 Kg (48,000 Lbs.)

Turbocharger: 953 Kg (2100 Lbs.)

Turbocharger Lube (Soakback) Pump & Motor: 34 Kg (75 Lbs.)

Water Pump: 49 Kg (109 Lbs.)


Equipment Location

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GENERAL INFORMATIONThe GT46MAC locomotive, shown on the preceding illustrations, is equipped with aturbocharged 16 cylinder diesel engine to drive the main generator. The main gener-ator converts diesel engine mechanical power into alternating current (AC) electricalpower. The internal rectifier banks of the main generator convert alternating currentto direct current (DC) thereby providing a DC power output. The DC output from themain generator is called the DC link voltage and is applied to the traction inverters.DC link voltage varies with the throttle position from 600 VDC at TH1 to 2600 VDCat TH8.

The inverters change DC power into variable AC power. There is one tractioninverter for each parallel set of three traction motors. Traction inverter TCC1 andtraction inverter TCC2 invert the DC link voltage into variable voltage, variable fre-quency, 3 phase AC power for the induction traction motors. Each of the inverters iscontrolled by a separate computer. Both inverter computers are in turn controlled bya primary computer known as the EM2000 Locomotive Control Computer (LCC)that monitors and controls many locomotive functions. One EM2000 display panel,mounted in the door of the main electrical locker, is driven by the EM2000 computerand indicate operating conditions, system faults, and troubleshooting information.

Electrical power produced by the main generator is distributed to the invertersthrough heavy duty switchgear in the #1 electrical cabinet. The switchgear directsmain generator output to the traction inverters based on inputs from the primarycomputer. The primary computer responds to input signals from the engineer con-trols and feedback signals from the power equipment.

Each traction motor is geared directly, with a single pinion, to a pair of drivingwheels. The maximum speed of the locomotive is set by the locomotive gear ratio(wheel/motor) and wheel size.

The locomotive is arranged so that the short hood or cab end is considered the front(or forward) although the unit can be operated in either direction.

While each locomotive is an independent power source, several units may be com-bined in multiple operation to increase load capacity. The operating controls on eachunit are jumpered or “trainlined” to allow all the locomotives to be simultaneouslycontrolled from the control console in the cab of the lead unit. The cab has twodriver’s consoles: One facing forward and one facing rearward.


Figure 0-4 GTMAC Power Distribution Diagram

LOCOMOTIVE OPERATION

The diesel engine must be primed with fuel prior to starting. The GT46MAC, FuelPrime/ Engine Start (FP/ ES) switch is located on the equipment rack in the locomo-tive long hood. Because, the GT46MAC is equipped with a Mechanical Governor,the Starting operation is the same as on earlier model locomotives.

When the engine start switch is held in PRIME, the locomotive computer starts thefuel pump which pressurizes the injection system with fuel. The fuel pump movesthe fuel from the fuel tank under the locomotive to the injectors. After the entire sys-tem has been supplied with fuel, the engine can be started by holding thePRIME/START switch in START. With the engine running, the fuel pump motoris powered directly by the auxiliary generator.

Storage batteries provide energy to the starting motors mounted at the lower rearright hand side of the engine. Two starting motor solenoids are part of the startingmotor assembly. These electrical solenoids engage the starting motor pinions withthe engine ring gear. When both pinions are engaged, full battery power is applied tothe starting motors to crank the diesel engine.

When the diesel engine is running, it directly drives three electrical generators, atraction motor blower, an air compressor and the water and lube oil pumps. Theengine-driven components in the locomotive system must convert the engine powerto other forms to perform their individual functions:

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1. The main generator rotates at engine speed, generating alternating current(AC) power. This power is then converted to direct current (DC) power byrectifier banks within the generator assembly and applied to the DC link. Aswitch gear (DCL) apply the DC link voltage to traction inverter circuits.The traction inverters convert the DC link voltage to 3-phase AC power forthe traction motors.

2. The companion alternator is physically coupled to the main generator. Itsupplies current to excite the main generator field and to power the radiatorcooling fans, the inertial filter blower motor, the TCC electronic blowermotor, two traction inverter blowers, and various transductors and controldevices.

3. The auxiliary generator is driven by the engine gear train at three times theengine speed. AC power from the auxiliary generator is supplied to anexternal 3-phase full-wave rectifier in a battery charging assembly. It is thenconverted to 74 volt DC power for companion alternator excitation, controlsystem operation, and charging locomotive batteries. The auxiliary generatoralso supplies 74 VDC power for the fuel and turbocharger lube oil pumpmotor circuits, cab fans, locomotive lighting, and other miscellaneousequipment.

4. The air compressor, rotates at engine speed and supplies the necessary airpressure for brakes and other pneumatic devices such as sanders, windshieldwipers, shutter operating cylinders, the horn and the bell.

5. The engine gear train drives two centrifugal water pumps. One large pump isused to circulate coolant through the engine cooling system and a secondsmaller size pump is used to circulate coolant through the turbochargeraftercoolers.

6. The lube oil pumps are also connected to the engine gear train. They supplylubricating oil to critical operating surfaces throughout the engine.

The main generator supplies high voltage electrical energy to the electrical cabinet.This cabinet establishes the distribution of power to the traction inverters by meansof motor operated switches. Relays and control devices in the cabinet direct the flowof power as dictated by the control computer. The response of the computer is deter-mined by locomotive operating conditions and the set up of the controls in the cab.

Actual operating conditions create varying tractive load requirements. This locomo-tive is equipped with an Electrical Mechanical Governor (Woodward). A computercontrolled load management system balances electrical load with mechanical dieselengine power.

The load regulator can act to reduce generator excitation in order to balance the gov-ernor speed setting from the throttle with the engine power level determined by thethe computer (EM2000).

Moving the throttle to a higher position signals the computer to raise engine speedand allow more current to flow through the main generator field. The increased exci-tation current results in an increased DC voltage to the DC link. Increasing DC linkvoltage supplies more power to the traction inverters. An increase in traction inverterpower causes an increase in AC power to the traction motors. In this way, enginespeed and locomotive DC link power are increased progressively in throttle steps.


For dynamic brake operation, the kinetic energy of the moving train is translated intoelectrical energy in the traction motors, which now acts as generators. This ACmotor energy must first be converted to DC power (voltage) by the traction inverters(inverter/converter) and provided to the DC link. The DC link voltage is then appliedto brake grids which dissipate the electrical power in the form of heat. This loss ofenergy causes the train to slow down (brake). The inverter (TCC#1, TCC#2) com-puters monitor and control each inverter to maintain the braking effort requested bythe locomotive computer (EM2000), EM2000, in turn maintains the braking effortrequested by the driver.

Other control and protective functions are programmed into the Display DiagnosticSystem which is the display for the locomotive control computer (LCC). This com-puter monitors critical functions in the locomotive power system and provides a dis-play message, and in some cases an audible alarm, if a fault occurs. The computerwill also change diesel engine speed in response to certain improper operating condi-tions such as low coolant temperature or low main reservoir pressure.

There are six axle hung AC traction motors located in the bogies under the locomo-tive. Each traction motor is geared directly to the axle on which it is mounted. Thesemotors are supplied AC power from the traction inverters - one traction inverter foreach three motor bogie.

Because actual operating conditions create varying tractive load requirements amajor part of locomotive control system operation involves the interrelated functionsof the throttle, the locomotive control computer, the Woodward Governor and theload regulator. The Woodward system holds the engine speed at a constant RPM asset by the EM2000. It does this by varying the fuel to the injectors which controls theamount of fuel supplied to the cylinders. The load regulator “inform” the EM2000about the engine capability to handle the load. The computer controlled load man-agement system balances electrical load with available mechanical diesel enginepower by modifying engine speed, or generator excitation regardless of throttle posi-tion. The HTSC bogies, which house the traction wheelsets, support all of the loco-motive weight, it absorbs mechanical shocks while maintaining maximum tractionfor the wheels.

DIESEL ENGINE

The diesel engine operates on a two-stroke cycle, with power applied on each down-ward stroke. At the bottom of each downward stroke, cylinders are aspirated throughcylinder wall ports opening to a chamber (air box) that is supplied with pressurizedair from the turbocharger impeller. The pressurized air scavenges spent gases from acylinder through multiple exhaust valves in its cylinder head. As the piston movesupward, the ports are closed off and the exhaust valves close. Air is compressed inthe cylinder.

NOTEAn important advantage of AC traction motors is that they are much more resistant tomechanical shock or other commutator related damage associated with DC tractionmotors. This will be seen throughout this manual in such areas as eliminating the pre-caution of reducing throttle over rail crossings and eliminating the 10 second delaywhen changing between power and dynamic brake operation. These considerationsare only necessary for when an AC unit is operating in a multiple unit consist withother DC units.


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At the top of the stroke, fuel is injected into the cylinder and ignited by the heat ofcompression to provide power to drive the piston downward until the cylinder wallports and the exhaust valves again open.

The exhaust gases from the cylinders pass through a manifold to drive the turbo-charger turbine wheel before flowing out through the exhaust silencer stack. Whenstarting, and at lower power levels, there is insufficient exhaust heat energy to drivethe turbine and impeller fast enough to supply all the air needed for combustion. Atthis time, the engine drives the turbocharger through a gear train, with the availableexhaust gases providing some assistance. At high power levels, the heat energy inthe exhaust is sufficient to drive the turbocharger without any assistance, and anoverrunning clutch in the gear train disengages the mechanical drive from theengine.

The air discharged under pressure from the turbocharger assembly is routed throughaftercoolers to cool the air, before it enters the airbox, thereby increasing its densityfor greater combustion efficiency.

The engine is equipped with engine mounted gear driven centrifugal water pumps.Coolant is pumped to the engine manifolds connected to the cylinder heads and linerjackets, and to the turbocharger aftercoolers. A coolant return manifold, in the crank-case “V,” encloses the cylinder exhaust ducts (elbows). Heated coolant is piped fromthe engine through the radiators, and through an oil cooler before it returns to thecentrifugal pumps.

The entire engine cooling system is pressurized, with pressure level limited by arelief valve in the cap on the water storage tank filler neck. Temperature probes aremounted at the engine water pump inlets to provide engine coolant temperatureinformation to the EM2000 computer. The computer controls engine coolant temper-ature by independently controlling the speed of each of the two radiator cooling fanmotors. Each motor can be “off,” or running at either “slow” or “fast” speed.

A positive displacement gear type scavenging pump draws oil from the engine sump,through a strainer, then pumps it through filters and a cooler to a second strainerchamber. A dual oil pump receives oil from the second strainer and delivers it toengine manifolds for engine lubrication and piston cooling. Additional filtration isprovided in the circuit delivering oil to the turbocharger. A separate electricallydriven pump and filter provide turbocharger lubrication and cooling at engine startupand shutdown.

Engine fuel is drawn from the underframe mounted tank through a mesh suctionstrainer to a gear type DC motor driven pump. The pump forces fuel through a twostage primary filter assembly equipped with a pressure gauge and by-pass valve thatfunctions if the filter becomes clogged. Engine mounted fuel filters provide second-ary filtration before fuel reaches the fuel injectors located at each cylinder. Excessfuel that is not injected provides injector cooling before being returned to the fueltank.

Fuel injectors supply a precisely metered quantity of atomized fuel to each cylinderat a precise moment in the firing cycle. The Woodward Governor controls injectorsto maintain the proper amount of fuel needed to keep the engine speed at therequested level.


COMPUTER CONTROL SYSTEM LOGIC CHANNELS

The following description provides the reader with a brief explanation of a commonlogic circuit that is used throughout the locomotive control system. A more detaileddiscussion of this circuit is supplied later in the manual.

The locomotive computer system replaces most of the relay logic found on earlierlocomotives. Certain devices in the 74 volt portion of the control system, such asswitches, relays, etc., provide inputs to the computer control system throughcomputer DIO (digital input/output) modules. The EM2000 computer also controlsrelay/contactor pickup and dropout, through the DIOs.

Each DIO module input channel, Figure 0-5, is a solid-state circuit that switches“ON” when the 74 V circuit external to the channel is completed, and “OFF” whenthe external circuit opens

.

Figure 0-5 EM2000 Computer to 74 VDC System Connections

Each DIO module output channel is a solid-state circuit that conducts when thecomputer switches it “ON,” and is non-conductive (virtually “open”) when thecomputer switches it “OFF.” Note that the DIO module output channels do notsupply current when ON, they conduct current. The channels conduct current froman external +64 V/74V feed to the 64/74 V common side.

In Figure 0-5, when the TEL relay (Tractive Effort Limit Relay ) normally opencontacts #1 are open, as shown, the DIO-3 module TEL input channel (CH 13) is off.

If the logic computer turns on the DIO-3 module TEL output channel (CH 7), currentflows from the +64/74 V source through the TEL coil and through DIO-3 outputchannel CH 7 to the +64/74V return. TEL therefore picks up.

When TEL picks up, its contacts #1 close, completing the circuit to the DIO-3module TEL input channel to the 64/74 V return.

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ELECTRICAL REFERENCE DESIGNATIONS

ABFR - - - - - - - - - - - Air Brake Alarm Relay

ABASR - - - - - - - - - - Air Brake Alarm Silence Relay

ADA - - - - - - - - - - - Analog to Digital Analog Module

AG FLD- - - - - - - - - - Auxiliary Generator Field

ALARM- - - - - - - - - - Alarm Bell

ALT - - - - - - - - - - - - Companion Alternator

AMM BC - - - - - - - - - Ammeter Battery Charging

AMBTMP - - - - - - - - Ambient Air Temperature Probe

AMM TE - - - - - - - - - Braking/ Tractive Effort Meter

ASC- - - - - - - - - - - - Analog Signal Conditioner Module

ASG- - - - - - - - - - - - Traction Computer

AR - - - - - - - - - - - - Alarm Relay

AUX GEN- - - - - - - - - Auxiliary Generator

AV - - - - - - - - - - - - Governor “A” Solenoid

B1, B2, B3, B4- - - - - - - Brake Grid Contactors

BATT - - - - - - - - - - - Storage Battery (64 VDC)

BATT SW - - - - - - - - - Battery Switch

BC ASM - - - - - - - - - Battery Charging Assembly

BCU - - - - - - - - - - - Braking Control Unit (Knorr)

BKBL - - - - - - - - - - - Brake Blower Motor

BKS - - - - - - - - - - - Brake Handle Switch

BTA - - - - - - - - - - - Battery Box Temperature Sensor

BV - - - - - - - - - - - - Governor “B” Solenoid

BWR - - - - - - - - - - - Brake Warning Relay

CA__ - - - - - - - - - - - Capacitor

CB- - - - - - - - - - - - - Circuit Breaker

CCU - - - - - - - - - - - - Cab Control Unit (Knorr Brake Valve)

CMPSYN - - - - - - - - - Compressor Synchronization Relay


COM- - - - - - - - - - - -EM2000/TCC’s/Knorr Communication Interface

CPU - - - - - - - - - - - -Central Processing Unit

CR_ - - - - - - - - - - - -Rectifier

CR-AG - - - - - - - - - - Auxiliary Generator Rectifier

CR-BC- - - - - - - - - - - Battery Charging Rectifier

CRU - - - - - - - - - - - - Computer/Relay Unit

CR-GTO - - - - - - - - - - GTO Power Supply Rectifier

CT - - - - - - - - - - - - - Current Transformers

CV - - - - - - - - - - - - - Governor “C” Solenoid

DBGR - - - - - - - - - - - Dynamic Brake Ground Relay

DCL - - - - - - - - - - - - DC Link Motorized Switchgear

DCR - - - - - - - - - - - - Air Dryer Control Relay

DRC - - - - - - - - - - - - Diode-Rectifier-Capacitor

DV- - - - - - - - - - - - - Governor “D” Solenoid

DVR - - - - - - - - - - - -Digital Voltage Regulator Module

EFCO - - - - - - - - - - - Emergency Fuel Cut Off/Engine Stop Switch

EFS - - - - - - - - - - - -Engine Filter Switch

ENG PU - - - - - - - - - - Engine Speed Magnetic Pick Up

ESR - - - - - - - - - - - -Emergency Sanding Relay

ETP_ - - - - - - - - - - - Engine Temperature Probe

FCD - - - - - - - - - - - -Firing Control Driver Module

FCF - - - - - - - - - - - -Firing Control Feedback Module

FCF_ - - - - - - - - - - - Fan Contactor, Fast Speed

FCS_- - - - - - - - - - - -Fan Contactor Slow Speed

FLSHR- - - - - - - - - - - Flasher Relay

FP MTR - - - - - - - - - - Fuel Pump (Motor)

FP/ES - - - - - - - - - - - Fuel Pump/ Engine Start Switch

FPR - - - - - - - - - - - -Fuel Pump Relay

FVS - - - - - - - - - - - - Filter Vacuum Switch


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GEN AUX - - - - - - - - - Auxiliary Alternator/Generator

GEN MAIN - - - - - - - - Main Alternator /Generator

GFC - - - - - - - - - - - - Generator Field Contactor

GFD - - - - - - - - - - - Generator Field Decay Contactor

GOV - - - - - - - - - - - Engine Governor

GR - - - - - - - - - - - - Ground Relay

GRT- - - - - - - - - - - - Ground Relay Transductor

GTOPS1- - - - - - - - - - Gate Turn-Off Thyristor Power Supply1

GTOPS2- - - - - - - - - - Gate Turn-Off Thyristor Power Supply 2

IB1,IB2 - - - - - - - - - - Grid Current Sensor (Hall Effect)

IBKBL - - - - - - - - - - Grid Blower Current Sensor (Hall Effect)

IMGF - - - - - - - - - - - Main Generator Field Current Sensor (Hall Effect)

IS - - - - - - - - - - - - - Isolation Switch

ITCC__ - - - - - - - - - - Inverter Current Sensor (Hall Effects)

LR - - - - - - - - - - - - Load Regulator

L456 - - - - - - - - - - - DC Link Stabilizer Inductor

LOS - - - - - - - - - - - - Low Oil Switch (Governor)

LWS - - - - - - - - - - - Low Water Level Switch

MCB - - - - - - - - - - - Module Circuit Breaker Relay

MRPT - - - - - - - - - - Main Reservoir Pressure Transducer

MV - - - - - - - - - - - - Magnet Valve

MV-EBT- - - - - - - - - - Magnet Valve Electronic Blow Down Timer

MV-Horn CE - - - - - - - Magnet Valve-Air Horn Cab End

MV-Horn HE - - - - - - - Magnet Valve-Air Horn Hood End

MV-CC - - - - - - - - - - Compressor Control Magnet Valve

MV-RB - - - - - - - - - - Radar Blower Magnet Valve

MV-SH - - - - - - - - - - Shutter Control Magnet Valve

MV1SF - - - - - - - - - - Magnet Valve Truck 1 -Sanders, Forward

MV1SR - - - - - - - - - - Magnet Valve Truck 1 -Sanders Reverse


MV2SF - - - - - - - - - - Magnet Valve Truck 2 -Sanders, Reverse

MV2SR - - - - - - - - - - Magnet Valve Truck 2 -Sanders, Reverse

ORS - - - - - - - - - - - -Governor Overriding Solenoid

NO DBCO - - - - - - - - - Dynamic Braking Cut Out Switch

PCR - - - - - - - - - - - -Pneumatic Control Relay

PCS - - - - - - - - - - - -Pneumatic Control Switch

PCU - - - - - - - - - - - -Pneumatic Control Unit (Knorr)

PDP - - - - - - - - - - - -Power Distribution Panels

PD - - - - - - - - - - - - - Power Distribution Plugs (74 VDC)

RADAR - - - - - - - - - - Super Series Radar

RBL MTR___ - - - - - - - Radiator Blower Motor

RDR TST - - - - - - - - - Radar Test Relay

RE__- - - - - - - - - - - -Resistor

RE-BC - - - - - - - - - - - Battery Charging Resistor

REC - - - - - - - - - - - -Receptacle

RE-DB - - - - - - - - - - - Dynamic Brake Rheostat Auxiliary Resistors

RE-GRID 1-8 - - - - - - - Dynamic Braking Resistor Grid (1 thru 8)

RE-VDCL - - - - - - - - - DC Link Voltage Feedback Resistor

REVMG - - - - - - - - - - Main Generator Feedback Resistor

RHS-F-R- - - - - - - - - - Reverser Handle Switches Forward - Reverse

RHS - - - - - - - - - - - - Remote Headlights Control Switch

RH - - - - - - - - - - - - - Rheostat

SCR - - - - - - - - - - - - Silicon Control Rectifier (Generator Excitation)

SDR - - - - - - - - - - - - Shut Down Relay

SM1& 2 - - - - - - - - - - Starting Motor

SPR1-2- - - - - - - - - - - SIBAS 16 Traction Con. Comp. Power Relays

ST - - - - - - - - - - - - Starting Contactor

STA - - - - - - - - - - - - Starting Auxiliary Contactor

T__ - - - - - - - - - - - - Transformer


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TB - - - - - - - - - - - - - Terminal Board

TCC_ - - - - - - - - - - - Traction Control Converter

TCC1SS- - - - - - - - - - TCC1 Blower Slow Speed Contactor

TCC2SS- - - - - - - - - - TCC2 Blower Slow Speed Contactor

TEL - - - - - - - - - - - - Tractive Effort Limit Relay

THS_ - - - - - - - - - - - Throttle Handle Switch

TLP MTR - - - - - - - - - Turbo Lube Pump Motor

TLPR - - - - - - - - - - - Turbo Lube Pump Relay

TM AIR - - - - - - - - - - Traction Motor Cooling Air Temperature Probe

TM-1to 6 - - - - - - - - - Traction Motor (1-6)

TMS- - - - - - - - - - - - Traction Motor Stator Temperature Sensor

TM__SPPU - - - - - - - - Traction Motor Armature Speed sensor

TURBO PU - - - - - - - - Turbo Speed Magnetic Pickup

VCU- - - - - - - - - - - - Voltage Conditioning Unit (Knorr)

VDCL - - - - - - - - - - - DC Link Voltage Sensor

VPC - - - - - - - - - - - - SIBAS Voltage Protection Contactor

WH SLP - - - - - - - - - - Wheel Slip Light

WL - - - - - - - - - - - - Wheel Slip Relay


INTRODUCTION TO KNORR AIR BRAKE SYSTEM

This locomotive model is equipped with a Knorr CCB microprocessor (computer)controlled air brake system that has been incorporated into the EM2000 system. Thedisplay of pressures uses traditional discreet analog gauges. The Knorr CCB is acomputer based electro-pneumatic system providing control of air brakes on locomo-tives and cars coupled in trains. An overview of this system is provided in the blockdiagram of Figure 0-5.

The overall purpose of using a computer (microprocessor) to control the air brakesystem is to eliminate as many of the discrete electrical and pneumatic devices aspossible thus reducing periodic maintenance and simplifying troubleshooting. Theprocessor controlled air brake is designed to work like a standard 26L mechanicalbrake system. Because of the reduced components required it allows greater reliabil-ity while reducing maintenance cost.

Figure 0-6 Computer Controlled Braking System Overview

The function of pneumatic relays and valves is replaced by a Pneumatic Control Unit(PCU) mounted in the cab sub-base. The PCU is a fabricated structure made up of apanel for mounting of pneumatic devices formerly at scattered locations on the loco-motive. The PCU is controlled by the CCB air brake computer - it can connect itsinputs together in different ways and provides an interface for electrical and pneu-matic devices. A Cab Control Unit, located on the top right side of the lower console,houses controls for the automatic and independent brake systems.


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Figure 0-7 Cab Control Unit Block Diagram

AIR BRAKE EQUIPMENT

A Cab Control Unit (brake valve) is located on the top of the lower console on bothsides of the cab and most brake equipment is mounted on a laminated panel behindan access panel on the front of the locomotive. The electrical Cab Control Unit(brake valve) has two handles -1. Automatic Brake Valve function2. Independent Brake Valve function

1. REGULATING VALVE (FEED VALVE)2. MULTIPLE UNIT VALVE3. CUT-OFF PILOT VALVE.

These devices have been replaced with electrically (computer) controlled equipment.The device that replaces the pneumatic brake valve is described as follows.

IMPORTANTThe following air brake controls on this Locomotive are implemented with discrete air brake components and are also communicated to the EM2000 system. Refer to Figure 6-14 on page 6-26 for set up of these functions.


The automatic and independent brake system combines two controls in a singlehousing, located on the top of the console. Handles are operated in a forward-back-ward motion, the brakes being released at the backward (towards the operator) posi-tion. Operating positions are detented for positive location.

Figure 0-8 Cab Control Unit (replaces brake valve)

INTRODUCTION TO EM2000 LOCOMOTIVE DISPLAY

The EM2000 locomotive computer display can be accessed by selecting LOCODATA from the Main Menu on the display. The EM2000 display panel is made upof a 6 line, 40 column display that is operated with push-button keys. This panel,combined with the locomotive control computer, is referred to as the Display Diag-nostic System (DDS) because it can provide locomotive operating, maintenance, andtroubleshooting data.

The Display Diagnostic System was designed to be “user friendly” for a locomotiveoperator with little or no computer experience. Do not let the detailed discussionwhich follows cause undue concern about the complexity of this system - actualDDS use is much easier than the technical details might imply.The Display Diagnostic System is an interactive device that provides an interfacebetween the control computer and the locomotive operator or maintenance person.The user observes the display screen and can input to the computer through thekeypad. The computer directs operator input by providing “messages” on the screen.These messages indicate locomotive control and maintenance functions.


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KEYPAD

The characterization of the EM2000 uses one on-screen row of 4 spaces which arerelated to the 4 hard keys under the screen. The following list defines the purpose ofeach key on the screen keypad area as they are used for the EM2000 display.

–F1, F2, F3, F4 are function keys. The term “function” key is used to specifykeys that are not defined in the same way for every screen. The purpose of thesekeys is to provide greater flexibility in menu selection. On any given screen thefunction keys represent an instruction to the control computer such as, reset afault, cut out an inverter, request more information about other stored data, etc.The function keys are located under the actual display screen with pointer linesshowing which key affects that function. The bottom line on the screen pro-vides the definition for the function keys that are active on that screen. Thereare 4 function (globally undefined) keys available on the display and 12 dedi-cated keys. These dedicated keys are defined as follows -

–Cursor Arrow Keys are used to move the on-screen cursor to a different postion.

–On/Off turns on or off the display screen

–M MENU returns screen to main menu in one keystroke.

–CREW returns screen to crew message function in one keystroke.

–HELP provides information about the current screen and explains available options.

–SELECT Select the item highlighted on the screen

–HE POWER Not used on GT46MAC Locomotive

–SLOW SPEED Not used on GT46MAC Locomotive

–BRIGHT/DIM Controls Screen Brilliance

NOTEThe “cursor” on an EM2000 display screen is actually a highlighted box -the background behind the area of the selection is reverse coloredblack/white.


BASIC SCREENS

When power is first applied to the display (the battery knife switch is closed and the"Computer Control " circuit breaker is closed), the system will do the necessaryboard level checks on the display. Once this task is completed, a search for archivedfaults in a temporary fault storage area called the "annunciator" will be conducted.

If there are faults stored in the annunciator, the display screen will appear as follows:

Figure 0-9 Maintenance Information Stored

The annunciator is intended to hold recent faults, and it is prudent to clear out theannunciator of any faults before the locomotive is dispatched on a train. In this man-ner, if any faults do occur while the locomotive is on a current run, the next mainte-nance area will know that there was a problem during the last run because of the"Maintenance Information Stored" message. We will cover resetting the annunciatorand other in-depth use of the display later the course.

If there are no faults stored in the annunciator, the display will then search for "CrewMessages", which are messages displayed on the screen with the intent of informingthe operating crew of an unusual condition on the locomotive (not necessarily a faultcondition). An example of this type of message is shown below:

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Figure 0-10 Crew Message #2 of 3

If there are no crew messages to display, the display screen then automatically goesto the "Main Menu", which is shown below:

NOTECREW MESSAGES actually display normal operating conditions as wellas problems that occur on the locomotive, such as:

• engine speedup for low water temperature• locomotive is not properly set up for the current required mode of

operation• power is limited• some piece of equipment or system has failed and a protective

function is active.

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Figure 0-11 EM2000 Main Menu Display

Other selections off of the main menu can be made by using the four cursor keys inthe center of the keypad. Once the desired selection has been highlighted, use the F3key to SELECT. Once in the desired screen, use the F4 key (except in the FaultArchive) to EXIT and return to the previous screen to make another selection.

•Unit Information

•Unit number

•Software identification number

•Ambient air temperature

•Barometric pressure

•Date

•Time

TRACTION CUTOUT

This selection replaces the "Traction Motor Cutout" switch on previous locomotives.You must now initiate traction motor cutout or truck disable from this screen.

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SELF TESTS

Self load

Excitation

Load Regulator

Wheel Slip

Contactors/Relays

Cooling Fans

Radar

Meter Test

DCL Shorting Test

FAULT ARCHIVE

Display archive faults

Send archive faults to RS-232 port

Clear the annunciator

RUNNING TOTALS

Show running totals on display

Transfer data to RS-232 port

Start/Stop trip monitor

MAINTENANCE

Air Test Setup

TE Limiting

ENGLISH/METRIC

Allows the user to toggle between both measurement units. The display retains thelast selected units until toggled back.

LOCKED WHEEL DETECTION

Disable/Enable Locked Wheel Detection


DATA METERS

The purpose of the data meter is to give the user information about the operation ofthe locomotive and computer in real-time fashion. To make signal selection easy,there are a number of predefined meters. There is also the ability for the user to selectindividual signals for a personalized meter screen. See the following page for a list-ing of the available meters.Listing of Available Meters

•Program meter

•Dynamic Brake

•Starting System

•Digital I/O

•Power Data

•Creep Control

•Cooling system

All maintenance and operating personnel are encouraged to gain experience on thedisplay system in hopes of working more efficiently with the GT46MAC locomo-tives and the EM2000. The easiest way to get experience with the system is to "learnby doing". The locomotive cannot be damaged by perusing the screens, however, thenovice should first go through the screens with someone knowledgeable about loco-motive operation, as selections such as "Load Test" can be made that will set thelocomotive into a power generating mode.

Also, since pick-up and dropout of a variety of contactors (as well as other duties)can be executed through interface with the display, safe work rules should prohibitcasual "browsing" through the display when the unit is "Blue Flagged" as someonemay be working in a vulnerable position.


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INTRODUCTION TO FLANGE LUBE SYSTEM

Rail lubrication systems are designed to reduce friction between the locomotive’swheel flanges and the rails by applying a controlled amount of lubricant to the“throat” area of selected wheels during locomotive operation under conditionsappropriate for its use.

The GT46MAC units #11001 to 11013 are equipped with a TSM rail lubricationsystem entirely controlled by the locomotive computer EM2000. This system uses agrease/oil type lubricant - propelled, and atomized by the locomotive’s compressedair system.

SYSTEM OPERATION

The TSM rail lubrication system consists of 3 major components -

1. A reservoir (tank), located in the rear (long hood) end of the locomotive, containsthe lubricant supply. The TSM system utilizes a lubricant reservoir which is pres-surized by air from the main reservoir.

2.Lubricant spray nozzles (2) are mounted adjacent to (and aimed at) the flange“throat” area of the appropriate wheels. Locomotive compressed air is used tooperate (trigger) the nozzles on the systems, and is used as a lubricant propellant(atomizer) on the TSM system.

3. Metering valves and solenoid(s) are used on the systems to control the flow of airand lubricant to the nozzles upon receiving electrical signals from the EM2000.

The rail lubrication system is now being controlled by the EM2000, thus eliminating the need and cost of a TSM system controller box. The electrical components of the system are MV-PUMP, MV N0ZF and MV N0ZR. The computer controls these magnet valve using DIO3 output channels 11, 12 and 13. EM2000 will turn on the appropriate output channels RLN0Z 1 (Rail Nozzle Forward) or RLN0Z2 (Rail Nozzle Reverse) every 0.2 seconds every 122 meters (400 feet) if locomotive speed is above 8.1Km/h (5 M.p.h.) and there is no emergency brake application or sand application. To pressurize the lubricant, the computer turns on the output channel (RL PUMP) every10 nozzle spray “shots” so that main reservoir air pressurizes the lubricant. A system self test can be performed using EM2000 display - Select SELF-TEST on the main menu, then flange lube self-test. Follow the instruction displays.


ALERTER (VIGILANCE) SYSTEM

The vigilance function on the GT46MAC locomotive is performed by EM2000.When the locomotive brakes are released, the computer requests an acknowledgmentfrom the locomotive operator from time to time. The acknowledgment request isnever more frequent than once per 60 seconds. If the acknowledgment request is notanswered, the locomotive computer initiates a penalty brake application.

The acknowledgment requests consists of:

1.Alerter lights flashing for 17 seconds, then

2.ALERTER ALARM sounds for 17 seconds (Lights continue flashing)

Pressing either alerter RESET button while the alerter lights are flashing or the ALERTER ALARM is sounding resets the acknowledgment request timing cycle. Using the automatic brake handle to moderately reduce brake pipe pressure also resets the timing cycle. In addition, movement of the throttle handle, independent brake handle, or dynamic brake handle will also reset the timing cycle, as will pressing the HORN or SAND button.If the alerter system request is not acknowledged while the alerter light is flashing or the ALERTER ALARM is sounding, the alarm stops sounding and a penalty brake application occurs. The penalty brake application must be reset before normal train operation can continue.

The alerter indicator light mounts on the control console instrument panel, below the indicator light panel.

The orange alerter RESET push-button mounts on the control console desktop surface, in front of the air brake controller.

The audible ALERTER ALARM mounts on the No. 1 electrical control cabinet engine control panel.

EM2000 uses :

–DIO-3 input channel 9 (ALTRST)to monitor the state of the alerter reset buttons(console #1 and #2).

–DIO-3 Output channel 1 (ALT LT) to control the alerter lights (console #1 and #2).

–DIO-3-Output channel 3 (ALTBEL) to control the alerter alarm bell.

NOTEUse of alerter equipment must be in accordance with Railway

rules and operating practices


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SAFETY PRECAUTIONS FOR GT46MAC LOCOMOTIVESINTRODUCTION

The GT46MAC is a new locomotive model that has some equipment not found onfreight locomotives with DC traction motors. Safety precautions specific to aGT46MAC must be followed before inspecting the equipment. This sectionprovides general safety information and precautions that are necessary beforemaintenance can be performed on the locomotive.

The output of the TA17-6 main generator is the DC link voltage. A large capacitorrack is located within each of the traction inverters TCC1 and TCC2 to filter maingenerator voltage before it goes to the traction inverters. These capacitors operate atthe DC link voltage between 600 and 3000 VDC. When the locomotive is shutdown these capacitors could retain this high voltage causing a possible safety hazardto operating and maintenance personnel. A procedure has been developed todischarge this high voltage into the dynamic brake grids to prevent the possibility ofinjury.

THE LOCOMOTIVE OPERATOR SHALL NOT ACCESS ANY DEVICESWITHIN THE HIGH VOLTAGE CABINET, DUE TO RESIDUAL HIGHVOLTAGE. ACCESS WITHIN THE HIGH VOLTAGE CABINET (HVC) ISLIMITED TO MAINTENANCE INDIVIDUALS THAT AREKNOWLEDGEABLE OF THE GT46MAC DISCHARGE PROCEDURE.

This restriction does not apply to the engine control panel, circuit breaker panel,circuit breaker compartment, and the fuse and switch panel, which may be accessedduring normal operation.A drawing on the following page shows the location of the 3 panels and onecompartment, which may be accessed by the locomotive operator.

WARNINGAll local safety rules should be observed. This document isdesigned for use by various customers. It should be used in con-junction with customer specific safety rules.

WARNINGThe DC link voltage is present on all equipment connected to theoutput of the main generator. This includes main generator out-put terminals and cabling connections, TCC cabinets, CrowbarInverter Protection Resistors (IPR), DCL switchgear, DCL Reac-tor and brake grids.


Figure 0-12 High Voltage Cabinet Upper Half (showing panels accessed by operator)

Figure 0-13 ECC1’s Circuit Breaker Panel


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Figure 0-14 Circuit Breaker and Voltage Test Panel

Figure 0-15 Fuse and Battery Compartment Switch

F42002

F43257


Figure 0-16 Engine Control Panel

The DC link is discharged automatically by the locomotive operator or maintenancepersonnel in the normal course of shutting down the unit. Upon engine shutdown,excitation to the main generator is disabled and main generator output voltage willapproach zero. In the event of a system failure, even after the engine is stopped,capacitors and phase modules could be at operating voltage. Moving the Isolation switch to ISOLATE causes the DC link voltage to beautomatically (by EM2000) connected across the dynamic brake grids causing theDC link energy to be dissipated through the grids. It takes approximately 1 secondfor the DC link to be discharged in this manner.

WARNINGEven after the automatic shut down, i.e. in case of failure, TCC cabinetcomponents such as DC Link capacitors, snubber capacitors, groundingcapacitors, and phase modules may still be charged at hazardous voltagelevel. Therefore, additional activities have to take place in the TCC inorder to make the AC system safe for inspection and maintenance.

If a cut out bogie (inverter) cannot be cut in because of a fault in the com-puter control system, the DC link shorting test cannot be completed. Fol-low the GT46MAC discharge procedure.

F42003


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SECTION 1. ENGINE STARTING AND STOPPING

INTRODUCTION

The locomotive is equipped with two 64VDC electric motors for starting thediesel engine. When the starting motors operate, their pinions engage the engineflywheel ring gear, and the starting motors crank the diesel engine.

Before starting, the diesel engine must be primed with fuel by operating the fuelpump. The fuel pump also operates during engine cranking (starting) and whilethe engine is running.

STARTING EQUIPMENT

STARTING FUSE

Battery current flows through a 800 amp rated fuse only during the diesel enginestarting process.The fuse should be in good condition and should always be leftin place, even though it has no effect on locomotive operation except duringengine starting. The fuse may be defective if the starting motors will not crankthe engine when the battery knife switch is closed and a starting attempt is made(i.e. FP/ES switch held in ENGINE START position. In that event, EM2000will display a crew message labeled “NO START - START FUSE IS OPEN ORMISSING”.

FUEL PRIME/ENGINE START SWITCH (FP/ES)

The Fuel Prime/Engine Start switch (FP/ES) is the control device used to initiateengine starting on export model units. When the fuel prime/engine start switch isheld in FUEL PRIME position and the proper switches and breakers are closed,the fuel pump will operate. This switch has three positions and is used to providethree circuit functions -

• FUEL PRIME Position

Holding the FP/ES switch in the PRIME position tells the computer to start the fuel pump motor and pressurize the fuel system for starting.

• ENGINE START Position

Holding the FP/ES switch in the START position provides a start logic signalto the control computer, which in turn picks up the STA contactor. Pickup ofSTA causes pick up of starting contactor ST which powers the engine startingmotors.

• OFF POSITION (not used by EM2000)

CAUTION This locomotive is equipped with a 800 amp starting fuse. When replacing the fuse,observe rating marked on the panel. Do not use an incorrectly rated fuse.

ENGINE STARTING AND STOPPING 1-1

FP/ES SWITCH LOGIC

To accomplish the 3 functions listed above, the FP/ES switch must be a multifunction switch. Below is the logic chart for OFF, START and PRIME posi-tions and a brief explanation of interlock function.

Figure 1-1 Fuel pump engine prime/start logic chart

• Interlock 1-2 closes in PRIME and START tells the computer tostart the fuel pump motor

• Interlock 3-4 & 5-6 closes in OFF position. NOT USED

• Interlock 7-8 closes in START position, the computer receives astarting request

• Interlock 9-10 closes in START position to allow pickup of the STAcontactor by the computer

• Interlock 11-12 closes in START position. NOT USED

ENGINE PRIME CIRCUITS (see fig 1-2)

• Battery switch and local control breaker closed.

• Hold FP/ES switch in prime position. Refer to Figure 1-2.

• Interlock 1-2 close provide a feed to the computer DIO-2(IN)(CH7)(PRIME)

• The computer activates output channel DIO-2(OUT)(CH11)(FPRLY) which picks up the FPR relay coil

• EFCO interlock #2 must be closed.

USE f43258

1-2 GT46MAC Locomotive Service Manual

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• When the FPR picks up, its #1 and #2 contacts close to start the fuelpump. The pump will run as long as the FP/ES switch is held inprime.

Figure 1-2 GT46MAC Engine Prime/Engine Start Circuit.

When the FP/ES switch is placed in the start position and the above conditionsare met:

1. Interlock 1-2 close to provide a feed to the computer’s DIO-2(IN)(CH7)(PRIME). As in the prime sequence the FPR picks upthe fuel pump.

2. Interlocks 7-8 close to provide a feed to DIO-1(IN)(CH1)(START). This provides the computer with the starting input signal

3. Interlocks 9-10 close to complete the circuit to STA coil and DIO-1(OUT)(CH16)(STA). This circuit picks up the STA contactor, which inturn picks up the ST contactor to start the diesel engine.

NOTEThe EFCO relay is picked up as soon as the LOCAL CONTROL breaker is closed and the SDR (shut down relay) is not picked up and none of the EFCO switches are pushed.

F43259


ENGINE START CIRCUIT

Figure 1-3 Engine Start Circuit.

The engine start sequence will be allowed to commence only if the followingconditions are met:

Unit is not already running -

The computer will not pick up STA if it detects that engine speed is greater than55 RPM or that companion alternator output voltage is greater than 25 V. Todetect engine speed, the computer monitors the frequency of the signal from amagnetic pickup mounted near the engine flywheel. This pickup transmits apulse each time a flywheel gear tooth moves past. To detect companionalternator voltage, the computer uses the information provided by the panelmounted module FCF, (Firing Control Feedback) which is connected tothe output of the companion alternator through the AC control breaker.

Isolation switch is in the START/STOP/ISOLATE position -

Computer detects this by means of its DIO-2(IN)(CH1)(ISOLATE) input channel.

Turbo lube pump is running -

Computer detects this by means of the DIO-1(IN)(CH24)(TPLR) inputchannel .

No starting abutment -

Computer detects this condition when it does not receive the feed from startingcontactor (ST) auxiliary contacts within 0.3 seconds after starting is initiated.(Indicates that something was preventing a starting plunger from reaching itsfully-drawn-in position.)

Starting motors SM1 and SM2 are each equipped with a solenoid assembly.Each solenoid assembly has a pickup coil (PU), a hold-in coil (HOLD), and aset of contacts (SM). The PU coil resistance is relatively low; the HOLD coilhas many turns of fine wire, and has much greater resistance.

F43260


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When the computer picks up contactor STA, the FR (STA) and BK (STA)contacts close, supplying battery current through the starting motor solenoid PUcoils and the starting motors themselves. Energizing a PU coil draws in itsplunger, causing the bottom arm of the connecting linkage to push the motorclutch so that it engages the motor pinion gear with the engine flywheel ringgear.

As the solenoid plunger nears the end of its travel (near fully drawn in), itcloses the solenoid SM contacts. When both solenoid SM contacts are closed,they enable battery power to pick up the main starting contactor ST, throughclosed STA contacts. The FR (ST) and BK (ST) contacts then close to con-nect the starting motors (in parallel) across the batteries though the batteryswitch and the START fuse, and the starting motors begin cranking the dieselengine.

When the ST contacts close, the PU solenoid coils are virtually shorted outbecause the STA contacts are also closed. Therefore, current stops flowingthrough the PU coils. However, sufficient current flows through the HOLDcoils to keep the solenoid plungers drawn in.

After the engine has started and the FP/ES switch is released, the computerdrops out STA. This causes ST to drop out. With STA and ST both droppedout, all power to the starting motors is cut off, so they stop cranking, and theirpinions withdraw from the ring gear.

EFCO SWITCH

Figure 1-4 GT46MAC EFCO Circuit

The Emergency Fuel Cut Off Push-button Switch EFCO is used to drop out theEFCO relay which drops out fuel pump relay FPR and shuts down the engine.The GT46MAC is equipped with 3 EFCO switches. One is on the EngineControl Panel (electrical cabinet) and one is on each side of the locomotive nearthe fuel filler orifices.

MU ENG STOP SWITCH & SDR RELAY

The MU ENG STOP (Multiple Unit Engine Stop) push-button switch, on the #2control console, is used to activate the Shutdown Relay SDR. Pick up of SDRshuts down the diesel engines of all MU connected locomotive units in a consist.

F43261


STARTING PROCEDURES FOR GT46MAC DIESEL ENGINES

Perform the following Prestart Inspections before attempting to start the dieselengine.

PRESTART INSPECTIONS

Open the doors along the sides of the locomotive long hood to gain access toengineroom equipment. Refer to previous chapter, for equipment location.

• Check air compressor for proper lube oil supply. Add oil, if necessary. Referto Section 6 for compressor lube oil recommendations.

• Check level in water level sight gauge; it should be near the FULL(ENGINE DEAD) mark. If water level is low, refer to Section 4 in thismanual.

• Make sure that overspeed trip (OST) mechanism is set, Figure 1-6, page 1-8.

• Check that the governor low oil pressure trip plunger is set, and that oil isvisible in the governor sight glass.

• Check to be certain that the crankcase pressure and low water pressuredetector reset buttons are set (pressed in). (See Figure 1-7.) If either buttonprotrudes, press and hold button for five (5) seconds immediately afterengine starts.

• Make sure that engine top deck, air box, and oil pan inspection covers are inplace and are securely closed.

• Make sure that oil level gauge (dipstick), located on side of engine oil pan, iscoated with lube oil.

• Perform Prelubrication procedures described in “PRELUBRICATION,” onpage 1-9, before attempting to start a new engine, or an engine that has beenoverhauled, or an engine that has been shut down for more than 48 hours.

NOTE A properly filled lube oil system coats the oil gauge above the FULL mark whenthe engine is stopped. To obtain an accurate check, recheck level when engine isidling and at normal operating temperature.


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Figure 1-5 GT46MAC Engineroom Equipment Rack

F-EN42790


Figure 1-6 Govenor Trip Plunger and Engine OST Reset Lever.

Figure 1-7 Low Water and Crankcase Pressure Detector

F29233

F-ES37807


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PRELUBRICATION

It is necessary and important to prelubricate new engines, engines that have beenoverhauled, and engines that have been inoperative for more than 48 hours.Prelubrication alleviates loading of unlubricated engine parts during the intervalwhen the lube oil pump is filling the passages with oil. It also offers protectionby giving visual evidence that oil distribution in the engine is satisfactory.

Perform prelubrication as follows:

1. Remove the pipe plug at the main lube oil pump discharge elbow, andconnect an external source of clean, warm oil at the discharge elbow.Prelube engine at a minimum of 69 kPa (10 psi) for a period of not less thanthree and not more than five minutes (approximately 57 liters/min. [15 gpm]using a 1.1 to 1.5 kW [1-1/2 to 2 HP] motor).

2. While oil pressure is being applied, open the cylinder test valves and bar theengine over one complete revolution. Check all bearings at the crankshaft,camshafts, rocker arms, and at the rear gear train for oil flow. Also check forrestrictions and excessive oil flow. Check for fluid discharge at the cylindertest valves. If fluid discharge is observed from any cylinder test valve, findthe cause and make the necessary repairs.

3. On new or overhauled engines, remove the pipe plug at the piston cooling oilpump discharge elbow and connect the external oil source at that opening.Check for unrestricted oil flow at each piston cooling tube.

4. Disconnect the external oil source and replace the pipe plugs at the pumpdischarge elbows. Close the cylinder test valves.

5. Raise the top deck covers and pour a liberal quantity of oil over the mecha-nism above each cylinder.

6. Check oil level in strainer housing and, if required, add oil to strainer hous-ing until it overflows into the oil pan.

7. Replace and securely close all handhole covers and engine top deck covers.

In some cases, engines have been removed from service and stored in the “as-is”condition by draining the oil and applying anti-rust compound. When theseengines are returned to service, care must be taken to see that any loose depositsare flushed out before adding a new oil charge. The entire engine should besprayed with fuel to break up any sludge deposits, and then drained, beingcareful that the drains are not plugged. Fuel should not be sprayed directly onthe valve mechanism or bearings, as lubrication will be removed or dirt forcedinto these areas. The surfaces should then be wiped dry before new oil is addedto the engine.

NOTE When an engine is replaced due to mechanical breakdown, it is important that theentire oil system, such as oil coolers, filters, and strainers, be thoroughly cleanedbefore a replacement engine or the reconditioned engine is put in service. A recur-rence of trouble may be experienced in the clean engine if other system componentshave been neglected.


ENGINE STARTING PROCEDURE

After the preceding inspections have been completed, the diesel engine may bestarted.

1. Check engine oil level in strainer housing and, if required, add oil to strainerhousing until it overflows into the oil pan.

2. Open cylinder test valves and bar over the engine at least one revolution.Observe for leakage from test valves. Close the test valves.

3. At the fuse and switch panel located outside of the locomotive (leftside), verify that the battery knife switch (BATT SW) is closed. Check thatthe starting fuse is in good condition and has proper rating. At the circuitbreaker panel on the electrical cabinet #1 verify that the auxiliary generator(AUX GEN) circuit breaker is closed.

4. On the electrical cabinet at the No. 1 circuit breaker panel and No. 2 circuitbreaker and test panel, close all the breakers that are located in the blackpanel areas. (Breaker is closed when its lever is UP.) At the No. 1 circuitbreaker panel, check position of the ground relay cutout switch. This switchis normally kept closed (lever UP) to enable normal locomotive operation.When this switch is open (lever down), as set during certain shop mainte-nance inspections or procedures, the ground fault detection system is dis-abled and the locomotive computer prevents both loading (main generatorexcitation) and throttle response by the diesel engine (engine speed notaffected by throttle handle).

5. At the engine control panel, set the isolation switch to the START/ STOP/ISOLATE position.

6. At the #2 control console, set the generator field switch and engine runswitch to the OFF (down) position. Set the control and fuel pump switch tothe ON (up) position.

7. At the equipment rack, momentarily hold the fuel prime/engine start switch(FP/ES), Figure 1-9, Page 1-15, in the PRIME position to start the turbolube oil pump.

CAUTION Perform the Prelubrication procedures described in “PRELUBRICATION” onPage 1-12 before attempting to start a new engine, an engine that has been over-hauled, or an engine that has been shut down for more than 48 hours.If engine temperature is below l0°C (50°F), engine should be preheated prior to anystarting attempts.

NOTE It is highly recommended that the engine be barred over one complete revolutionwith the cylinder test valves open before starting. If any fluid discharge is observedfrom any cylinder, find the cause and make the necessary repairs. This practiceshould apply particularly to engines that are approaching a scheduled overhaul afterseveral years of service or have had a history of water or fuel leaks.

CAUTION This unit model is equipped with a 800 ampere starting fuse. Observe markings onpanels to avoid interchange of incorrectly rated fuses.


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8. Remove rear oil pan handhole cover and open top deck covers. Check turbolube pump operation by observing lube oil flow at camshaft gear train.

Figure 1-8 Typical Fuse and Switch Compartment.

9. Replace and securely close handhole covers and engine top deck covers.

10. Turn the fuel prime/ engine start switch (FP/ES) to the PRIME position andhold it there until fuel flows in the return fuel sight glass, Figure 1-10, page1-13, clear and free of bubbles (normally 10-15 seconds).

NOTE Observe camshaft bearings. If lube oil flows from camshaft bearings with turbolube pump running and engine shut down, the turbo filter outlet check valve isdefective. Refer to Engine Maintenance Manual.

CT42000


Figure 1-9 Fuel Prime Engine Start Switch

11. Manually advance injector control lever about 1/3 its travel and turn the fuelprime/engine start switch (FP/ES) to ENGINE START position and holdthe switch in this position until the engine fires and speed increases, but notfor more than twenty (20) seconds.

12. Release injector control lever (if advanced) when engine comes up to idlespeed. Do NOT advance lever to increase speed until oil pressure is con-firmed.

CAUTION Do not crank engine for more than twenty (20) seconds or “inch” engine withstarting motors. After cranking, allow a minimum of two (2) minutes for startermotor cooling before attempting another engine start.

NOTE Engine water inlet temperature should be allowed to reach 49°C (120°F) at idlebefore moving the throttle handle above TH2 position.


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Figure 1-10 Fuel Oil Sight Glasses

13. Check low water pressure detector reset button after engine starts. If tripped,press button to reset detector. The engine will shut down after a short timedelay if the detector is not reset.

14. With engine running at normal operating temperature check -

A. Coolant level is near the FULL (ENGINE RUNNING) mark on thewater level sight glass.

B. Lube oil level is near the FULL mark on oil level gauge (dipstick).

C. Governor oil level.

D. Compressor lube oil level.

NOTE If the detector is difficult to reset after engine starts, confirm oil pressure, posi-tion the injector control lever (layshaft) to increase engine speed for a shorttime, and then press the reset button.

F27505


STOPPING PROCEDURES FOR GT46MAC DIESEL ENGINES

ENGINE STOPPING SYSTEM

The normal way to shut down a diesel engine is to cause the engine governor tobring the fuel injectors to the “NO-FUEL” position. (Stopping the fuel pumpwithout first bringing the injectors to the “NO-FUEL” position will also resultin stopping the engine, but that method is not recommended.)

There are several ways to cause the governor to bring the fuel injectors to the“NO-FUEL” position (to stop the engine), including operating the followingswitches:

• EFCO/ STOP - the emergency fuel cutoff & engine stop push-buttonswitch, mounted on the high voltage cabinet engine control panel in the cab;

• EFCO2 - the emergency fuel cutoff push-button switch mounted on the leftside of the locomotive just above the fuel tank filler;

• EFCO3 - the emergency fuel cutoff push-button switch mounted on theright side of the locomotive just above the fuel tank filler;

• MU ENG STOP - the multiple unit engine stop/run switch mounted on the#2 console. (Pressing the STOP portion of this switch stops all engines inthe consist.)

The governor will also bring the fuel injectors to the no-fuel position if any ofthe following conditions occur:

• Engine lube oil pressure too low.• Engine lube oil too hot.• Engine cooling water pressure too low.• Engine crankcase pressure too high.

MULTIPLE UNIT STOP

Pressing the MU ENG STOP switch STOP push-button shuts down all thediesel engines in the consist. This is the result of the pick up of SDR. WhenSDR is picked up:

• #2 contact opens to drop out emergency fuel cutoff relay EFCO,• #4 contact opens to drop out generator field contactor GFC • #3 contact opens to block the feeds to all the computer DIO module THS

input channels and associated trainlines,• #1 contact change position to continue to feed DIO module input channel

THST56 and trainline 3T after the above feeds are blocked.

When EFCO is dropped out, its contact #1 closes to provide a direct return pathto negative (the contact is installed in parallel with the output channel DVALVE) for the governor DV solenoid. When DV is energized it brings theinjector rack to the “NO-FUEL” position.


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Pressing the MU ENG STOP switch RUN push-button drops out SDR. Thefollowing results from SDR dropout:

• EFCO relay pickup is enabled.• GFC contactor pickup is enabled.• Normal control of feeds to DIO module THS input channels (by THS

switches) is established.

EFCO SWITCH & MU ENG STOP/RUN SWITCH OPERATION

Refer to Figure 1-4. When the STOP section of the MU ENG STOP switch ispressed, relay SDR picks up. (The MU ENG STOP switch contacts remainclosed, energizing the SDR coil, until the RUN section of the switch is pressed.)When SDR picks up, the normally open No. 1 SDR contact close, providing afeed to trainline 3T (GOV-D) and to the computer DIO module THS 5 6 inputchannel. In addition, the normally closed No. 3 SDR contacts open, cutting offthe feed to all the THS (throttle handle switches with the exception of - THSIDLE switch), which cuts off the feed to the corresponding computer DIO inputchannels and trainlines, as well as to the computer DIO module main generatorfield request input channel (GF REQ). In response, on all trainlined units, thecomputer drops out engine governor A, B, and C governor valves (speed-settingsolenoids), and picks up the governor D valve; the governor therefore moves theinjector control rack to the “NO-FUEL” position, stopping the engine. Thecomputer also halts main generator excitation. The RUN section of the MUENG STOP switch must be pressed to drop out relay SDR, restoring normalthrottle switch inputs to the computer, to enable the engine to start and run.

The normally closed switches EFCO/STOP, EFCO2, EFCO3, and thenormally closed contact of SDR relay are connected in series with the EFCOrelay coil. In normal operation, all the contacts in the series remain closed, andthe EFCO relay stays picked up; note that, the computer DIO module NOEFCO input channel receives a feed that is not affected by the SDR contact.

If any EFCO push-button is pressed, the EFCO relay drops out, and if thepushbutton is held pressed for at least 0.5 second, the computer detects that DIOmodule NO EFCO input channel input feed has been interrupted. If the MUENG STOP switch, STOP section is operated, the SDR relay is energizedwhich drops out the EFCO relay, without interrupting the feed to the NOEFCO input DIO channel.When the EFCO relay is de-energized, its No. 1contact closes to provide a direct return path to negative for the governor DVsolenoid which, when energized, shutdown the diesel engine.

NOTEOnce depressed, the MU engine stop switch remains mechanically latched in until the run portion of the MU ENG stop switch is depressed. The diesel engine cannot be started when the switch is in STOP position. The crew message: MU SHUTDOWN REQUESTED appears on the display screen.


When the computer senses that the feed to the NO EFCO input channel hasbeen interrupted, it turns OFF the DIO module governor valve output channelsAV, BV, CV, and ON the output channel D valve - causing the governor to stopthe engine. In addition, the computer drops out the FPR relay, which stop thefuel pump.

Figure 1-11 Engine Fuel Cut Off Circuit.

NOTE As described in the preceding text, when an EFCO push-button is pressed, the EFCO relayimmediately drops out, and, if the push-button is held depressed for at least 0.5 second, the com-puter reads that the NO EFCO computer DIO module input channel is interrupted. Eitheroccurrence results in the governor bringing the injector rack to the no-fuel position, to stop theengine.Although unlikely, it is possible that someone will press an EFCO push-button when the com-puter is not operating; the loss of the NO EFCO computer input in these circumstances willhave no effect on the governor or FPR relay. EFCO relay dropout will still cause the governorto shut down the engine and will still drop out fuel pump control relay FPR, but the EFCOpushbutton must be held down until the engine stops, or the engine will resume running whenthe push-button is released. (The reason that the engine will resume running is that the EFCOrelay will pick up again when the push-button is released.)


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STARTING MOTOR MAINTENANCE

Maintenance should be performed as indicated in the Scheduled MaintenanceProgram, and may be performed when checks are being made on the motors.

1. Clean the brush holder and commutator area. Remove the most accessiblebrush inspection plugs from each motor assembly and direct a high pressureair hose at either opening to drive foreign matter out of the other opening.Use only dry air. Reinstall and secure inspection plugs.

2. Saturate the oil reservoirs and wicks at the bearing positions located at thefront and rear of each motor assembly. Use only SAE No. 10 oil.

3. Manually press the pinion away from the ring gear to make the overrunningdrive spline accessible for oiling. Use only SAE No. 10 oil.

SOLENOID REPLACEMENT PROCEDURE

1. Remove the starting motor guard cover and disconnect all wires to thesolenoid after noting location of each wire connection.

2. Remove the solenoid from the motor by removing the four hex bolts.

3. Remove the front inspection cap in the plunger housing.

4. Check the number of threads exposed beyond the plunger stud adjustmentnut inside the housing. If more than three threads are visible, hold theplunger to prevent its rotation, then back off the adjustment nut to a three-thread exposure plus or minus half a thread.

5. Thoroughly wipe the plunger clean of any surface contaminants, with aclean shop rag.

6. Install new solenoid 1115567 in exact reverse order of removal procedure.

7. Reconnect all solenoid wires.

Follow the above steps to renew the second motor solenoid.

8. Replace the guard cover and the ring gear cover.

CAUTION Three types of starting motor solenoids are presently in use. Part numbers 1115567and 1115536 may be intermixed on a unit. However, part number 1115515 must beused only with another part number 1115515.

NOTE Refer to Engine Maintenance Manual for further starting motor maintenance proce-dures.


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SECTION 2. FUEL SYSTEM

INTRODUCTION

A pictorial diagram of the fuel oil system is shown below. Fuel is drawnfrom the storage tank through a fuel suction strainer by a motor drivenpositive displacement gear type pump. Some of the fuel is pumped through apreheater, and some is directed through an Amot Mixing Valve. Warm fuelfrom the preheater goes to the Amot Valve where it is mixed with fuel fromthe Pump. Fuel, which exits the Mixing Valve, first flows through a strainerand then through the Primary Fuel Filter, and the Engine-Mounted Filters.

Figure 2-1 Fuel Oil System

After passing through the engine mounted dual-element filter, the fuel flowsthrough manifolds that extend along both banks of the engine. Thesemanifolds supply fuel to the injectors. The fuel pump delivers more fuel oilto the injectors than is injected into the cylinders. The excess fuel is used tocool and lubricate the close tolerance injector parts.

Fuel returning from the injectors passes through the “return fuel” sight glassand back to the fuel tank. Refer to Figure 2-1. A relief valve at the inlet to the“return fuel” sight glass establishes a fuel back pressure, thus maintaining apositive supply of fuel for the injectors.

use modified F-FU37531

FUEL SYSTEM 2-1

A bypass valve and gauge is connected across the primary filters. If theprimary filters become plugged, fuel will bypass and impose the totalfiltering load on the engine mounted dual element filter.

As the engine mounted fuel filter elements become plugged, fuel flow to theinjectors is limited. A relief valve will open at a preset high pressure toreturn fuel to the tank, bypassing the fuel injectors.

FUEL SUCTION STRAINER

The fuel suction strainer, Figure 2-2, should be cleaned and inspected at the intervals stated in the Scheduled Maintenance Program or at shorter intervals if operating conditions warrant.

CLEANING PROCEDURE

1. Stop the diesel engine and turn the fuel pump circuit breaker OFF.

2. Remove the bolts holding the strainer shell to the strainer cover andremove the shell and strainer from the cover. To prevent loss, thread thebolts with washers into the strainer shell threaded openings.

3. Withdraw the strainer element, discard the oil and sediment held in thestrainer shell.

4. Clean the element in a container of clean fuel oil. A brush may be usedand a round wooden dowel employed to spread the pleats and determinethe degree of cleanliness, but no special tools are necessary.

Figure 2-2 Fuel Oil Suction Strainer.


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5. Clean the shell with fuel oil and wipe clean. Note that the spring in thebottom is spot welded to the shell.

6. Inspect the housing-to-cover “O” ring, and replace it with a new ring ifnecessary.

7. Place the cleaned strainer element in the shell and reapply the shell to thestrainer cover. Tighten firmly into place after making certain the “O”ring is properly seated.

FUEL PUMP AND MOTOR

The motor driven fuel pump, Figure 2-3, page 2-3, is mounted on theequipment rack. It is an “internal” gear pump driven by battery power duringsystem priming and by power from the auxiliary generator during operation.

Figure 2-3 Fuel Pump Cross Section

Fuel is drawn into the inlet portion to fill a space created by the gear teethcoming out of mesh. The fuel is then trapped in the space between the gearteeth and carried to the outlet side of the pump where the gears mesh, forcingthe fuel from between the gear teeth out through the outlet.

The fuel pump and motor need no routine maintenance - the motor and pumpshould be maintained in accordance with EMD Maintenance Instructionslisted on the Service Data page. Maintenance should be performed at theintervals stipulated in the Scheduled Maintenance Program (MI 1777).

CAUTION Chlorinated hydrocarbon solvents and temperatures above 180°F (82°C) will damage the epoxy material bonding the strainer element to the end caps.

F43262

FUEL SYSTEM 2-3

FUEL PUMP CIRCUIT

After locomotive control circuits are properly established, closing thecontrol and fuel pump switch (on the #2 control console) provides an input tothe computer, Figure 2-4, page 2-5, which enables the fuel pump relay FPR,and provides the engineer with the means of shutting off the fuel pump withthe switch on this panel. Before the engine is running the fuel pump relayperforms no function.

With the control circuits established and FPR enabled, rotating the fuelprime/ engine start switch (FP/ES) to FUEL PRIME position provides asignal to the computer which turns on the fuel pump motor.

After the system is primed and fuel flows free and clear in the return fuelsight glass, the FP/ES switch is rotated to the START position. Thisenergizes the STA coil causing the cranking motors to turn the engine. Thebattery continues to power the fuel pump motor until engine speed comes upsufficiently to cause auxiliary generator output voltage to exceed batteryvoltage.

The fuel pump motor will stop if either the fuel pump relay FPR opens or ifany of the emergency fuel cutoff switches EFCO open. However, dropout ofFPR will not immediately stop the engine. Dropout of one of the emergencyfuel cutoff switches EFCO is required for immediate positioning of injectorracks to the “NO-FUEL” position on units with a governor to cause engineshutdown. See “EMERGENCY FUEL CUTOFF SWITCHES,” page 2-13.


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Figure 2-4 Fuel Pump Circuit.

use F43263

FUEL SYSTEM 2-5

PREHEATER AND MIXING VALVE

The preheater mixing valve assembly uses the hot coolant from the engine tokeep the fuel to a constant temperature.

PREHEATER

Figure 2-5 Fuel Preheater and Mixing Valve Assembly.

The water flows through a tube inside the cooler. The fuel flows in the shellaround the heated tube. The coolant and fuel flow through the cooler in oppositedirections to produce the maximum cooling effect. Fuel exiting the preheatergoes to the mixing valve.

FU31902

NOTE:If water is present in the fuel system, the preheater should be thor-oughly checked for possible leakage.


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MIXING VALVE

The mixing valve mixes the cold fuel from the pump with the hot fuel from thepreheater. The mixing is thermostatically controlled to keep the fuel exiting thevalve at a nominal temperature of 35°C (95°F). It is composed mainly of a hous-ing and a thermostatic element. The housing has three Ports, the mixed fuelenters at output Port A, the hot fuel from the preheater enters at Port B and coldfuel enters from the pump at Port C. The thermostatic element keeps the outputfuel at the nominal temperature by controlling the quantity of cold fuel to bemixed with the hot fuel.

Figure 2-6 AMOT Mixing Valve (Cut Away View).

fu31903

FUEL SYSTEM 2-7

PRIMARY FUEL FILTERSINGLE CANISTER-TYPE

A canister-type primary fuel filter assembly is mounted on the equipmentrack under the lube oil cooler assembly. Change the canister filter element atthe intervals stated in the Scheduled Maintenance Program or morefrequently, if operating conditions warrant.

Figure 2-7 Single Canister - Primary Fuel Filter Assembly

Figure 2-8 System Diagram: Single Canister - Primary Fuel FilterAssembly

fu38307

FU37790


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CLEANING PROCEDURE:

1. Set isolation switch to ISOLATE and stop the diesel engine

2. Place a 5 gallon container to catch fuel under the filter housing and open the filter vent valve at the top of the filter housing. Open the filter drain gate valve at the side of the filter housing bottom, or located near the fuel suction strainer and tagged: “FUEL FILTER DRAIN”. Valve handle is spring loaded and must be held in the OPEN position (handle parallel to drain line) until filter housing is drained. (Note: A helper may be needed for this step.)

3. Wipe out inside of collar around cover to remove any dirt or contaminants.

4. After enough time has elapsed to allow adequate filter drainage.

a. Loosen the hand knob until it contacts the stop nut (approximately 3turns). Do NOT use a hammer to loosen the hand knob.Place a containerfor the used filter element at a convenient location.

b. Raise and hold safety latch in raised position. Grasp wing grips androtate cover in slots. If cover sticks, use a screw driver to pry against thecross bar.

c. Pull cover outward and engage hinge pin in hinge brackets, then swingcover downward.

5. After an adequate drainage period;

A. loosen the 3 cover bolt nuts and swing open the hinged cover.

6. Remove and quickly dispose of the used filter element.

7. Using only clean bound edge towels, wipe out the interior of the filterhousing. Clean up the drain pan and surrounding area.

8. Insert a new filter element consisting of part number as shown on theService Data page. Make certain that the element is fully seated over thestandpipe.

Note: Be certain to use only approved replacement element.

9. When the filter element is properly inserted, inspect the “O” ring in thecircular groove in the housing cover. Replace, if necessary, with partnumber shown on Service Data page.

WARNING If the drain valve is opened shortly after engine shutdown, pressure retainedin the system will allow fuel to drain rapidly. Fuel drained from the filterhousing is piped back to the fuel tank.

NOTEAny fuel spilling from the bottom of the housing will leak into the drain-pan. From there it is piped to the oil filter drain pan which in turn is pipedto the engine pit drain.

FUEL SYSTEM 2-9

10. a.) Swing cover upward. Grasp wing grips and hold safety latch inraised position, then push cover inward.

b.) Rotate cover to engage cross bar securely in slots, then lower safetylatch and tighten hand knob until it is hand tight. Do NOT use a hammer to tighten the hand knob.

11. Close the filter drain gate valve and vent valve.

12. Turn fuel prime/ engine start (FP/ES) switch lever to FUEL PRIMEposition and hold it there until fuel runs free and clear of bubbles throughthe return fuel sight glass.

PRIMARY FUEL FILTER BYPASS VALVE AND GAUGE

This gauge, Figure 2-9, indicates the condition of the primary fuel filter.Increased pressure differential across the primary fuel filter will be indicatedby a greater reading on the gauge. Normally, with new primary filters, thegauge should read in the green zone.

As the filter element becomes plugged, the indicator will read higher until itreaches the red CHANGE FILTER zone at approximately 30 psi (207 kPa)pressure differential. At this point, the bypass valve will begin to open,allowing the fuel oil to bypass the primary fuel filter. Renew primary fuelfilter elements when the indicator reaches the CHANGE FILTER zone.

Figure 2-9 Primary Fuel Filter Bypass Valve and Gauge.

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ENGINE MOUNTED FUEL FILTER ASSEMBLY

FUEL SIGHT GLASSES

Two sight glasses, Figure 2-10, are located on the engine mounted filterhousing to give visual indication of fuel system condition.

Figure 2-10 Fuel Oil Sight Glass

Fuel flowing through the return fuel sight glass (sight glass closest to engine)is the excess fuel that has circulated through the engine without beinginjected. Upon leaving the sight glass it returns to the fuel tank forrecirculation.

Upon engine start with governor-controlled engines, the return fuel sightglass will be empty. When the fuel system is primed, turbulent flow willoccur as evidenced by bubbles in the sight glass. When the fuel in the glassflows clear and free of bubbles, the engine may be cranked.

The engine mounted filter is also equipped with a bypass relief valve andsight glass. This sight glass, farther from the engine, is normally empty.When more than a trickle of fuel is seen in the bypass sight glass, it indicatesthat the relief valve is open. Fuel will pass through the bypass sight glass andrelief valve to bypass the engine and return to the fuel tank when the filterelements become clogged. This condition may become serious and cause theengine to shut down from lack of fuel.

ENGINE MOUNTED (Spin On) FUEL FILTERS

The engine mounted spin-on type fuel filters should be changed at theintervals stipulated in the Scheduled Maintenance Program, or whenever fuelappears in the bypass sight glass. . The filter assembly should be maintainedin accordance with the instructions in the Engine Maintenance Manual. Referto the following procedure while changing filter elements.

F27505

FUEL SYSTEM 2-11

1. Shut engine down.

2. Unscrew and discard the elements. Use a strap wrench if necessary.

3. Clean the filter and sight glass assemblies.

4. Apply a film of oil to the element gaskets.

5. Apply the elements to the filter body. Hand tighten until the gasketcontacts the filter body, then tighten one-half turn.

6. Check for leaks after the engine is started.

DRAINING CONDENSATE FROM THE FUEL TANK

Condensate should be drained from the locomotive fuel tank at the intervalsas defined in the Scheduled Maintenance Program, or more frequently ifconditions warrant. During draining, the locomotive should be placed on anincline with the drain end of the tank facing downhill to ensure condensateaccumulation at the water drain valve, Figure 2-1, page 2-1, and adequatedrainage without loss of fuel.

Figure 2-11 Fuel Filler Assembly.

FILLING THE FUEL TANK

The fuel tank can be filled on either side of the locomotive. The fuel tank isequipped with one fuel filler pipe at each side of the locomotive. A short fuellevel sight gauge is located next to the fuel filler pipe. This gauge indicates thefuel level from the top of the tank to about 4-1/2 inches below the top and shouldbe observed while filling the tank to prevent overfilling. Figure 2-11 illustrates afuel filler and cap assembly. Periodically inspect the fuel strainer and check thecondition of the filler cap gaskets.

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FUEL STORAGE FACILITIES

The presence of slime on fuel filters indicates that bacteria and fungi arepresent in troublesome quantities. Water in the fuel storage tanks should bekept at the lowest possible level. Contact fuel oil suppliers forrecommendations regarding antiseptic treatment of fuel storage facilities.

EMERGENCY FUEL CUTOFF SWITCHES

Two emergency fuel cutoff (EFCO) switches, one on each side of thelocomotive, are located on the underframe near the fuel fillers, and a thirdEFCO switch is located on the engine control panel.

Operating any of the EFCO push-button switches, even momentarily, opensthe line feeding both the computer DIO-2 module NOEFCO input channeland the EFCO relay coil terminal Y.

EFCO relay dropout causes immediate dropout of fuel pump relay FPR, andpickup of governor solenoid DV. These events start the engine shutdownprocess.

As soon as the push button is released, the EFCO relay picks up again.However, if the push button is held in for at least 0.5 second, the computerrecognizes that the NOEFCO input is absent. Once the computer recognizesthat the NOEFCO input is missing, EM2000 turns OFF the output channelsA valve, B valve, and C valve and turns ON the output channel D valve tocomplete the engine shutdown process, even if the push button is released.When the computer recognizes that the NOEFCO input is missing, it also: • Picks up turbo lube pump relay TLPR for up to 35 minutes, causing the

pump to operate for that period of time;• Picks up alarm relay AR to ring the alarm bell and energize trainline 2T,

provided that the computer is receiving the ER SW input (ENGINE RUNswitch up or trainline 16T energized); and

• Displays EMERGENCY FUEL CUTOFF ACTIVATED crew messageuntil next time that Fuel Prime/Engine Start (FP/ES) switch is activated.

FUEL SYSTEM 2-13

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SERVICE DATA - FUEL SYSTEM

ROUTINE MAINTENANCE PARTS AND EQUIPMENT

FILTERS Part No.

Primary Fuel Filter Assembly - Two Stage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10636643

Pleated Paper Element . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40056007

Cover Gasket . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40061836

Engine Mounted Filter Assembly, Spin On Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40047323

Filter Element . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8423132

Fuel Filter Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8479301

Suction Strainer Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8341983

Mesh Element . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9324489

“O” Ring, Housing to Cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8343161

Pressure Differential Gauge With Bypass Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10632529

FUEL PUMP

Fuel Pump & Motor Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40037370

SPECIFICATIONS

Fuel Tank Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6000 Litres (1585 US gallons)

FUEL SYSTEM 2-15

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SECTION 3. LUBRICATING OIL SYSTEM

INTRODUCTION

Oil flow through the lubricating oil system is shown in Figure 3-2, “Lube OilSystem Diagram” on page 3-2. Oil under pressure is forced through the enginefor lubrication and piston cooling by a positive displacement combination pistoncooling and lubricating oil pump. After circulating through the engine, the lubri-cating oil drains into the oil pan. A positive displacement scavenging oil pumpdraws oil from the sump and strainer housing, then forces it through the oil filterand cooler. From the cooler, the oil is delivered to another compartment in theoil strainer assembly where it is available for recirculation by the combinationpiston cooling and lubricating oil pump.

The lubricating oil pumps are mounted on the front end of the engine and aregear driven by the engine through the accessory drive gear train. The oil strainerhousing is also mounted on the front of the engine. The oil cooler and filterassemblies are located on the equipment rack adjacent to the front of the engineat the long hood end of the locomotive.

OIL LEVEL GAUGE (DIPSTICK)

An oil level gauge, Figure 3-1, extends from the side of the oil pan into the oilpan sump. The oil level should be maintained between the low and full marks onthe gauge, with the readings taken when the engine is at idle speed and the oil ishot.

Figure 3-1 Lube Oil Gauge (Dipstick)

WARNING Use the dipstick to check oil level rather than removing a handhole cover - insome circumstances the oil level may be above the bottom of the oil pan handholes.

F22847

LUBRICATING OIL SYSTEM 3-1

Figure 3-2 Lube Oil System Diagram

LU37628

1) Lube Oil Filter Assembly2) Lube Oil Cooler3) Strainer Housing4) Turbo Lube Pump5) Soakback Filter6) Turbo Lube Filter

7) Scavenging Oil Pump8) Turbo Charger9) Hot Oil Detector10) Main Lube/Piston Cooling Pump11) Oil Pressure Gauge


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FILLING OR ADDING OIL TO SYSTEM

When filling or adding oil to the system, it is recommended that the oil bepoured into the strainer housing through the square opening as shown in Figure3-3. Should it be found more desirable to add oil through a handhole opening inthe engine oil pan, it is imperative that the strainer housing be filled before start-ing the engine. Failure to do this may result in serious engine damage due to thetime delay before oil is completely circulated through the system and then to theworking parts of the engine. If the system has not been drained, oil may be addedto the strainer housing with the engine running or stopped.

Figure 3-3 Filling or Adding Oil.

WARNING Do not remove the round caps from the strainer housing while the engine is runningas hot oil under pressure will come from the openings and serious injury could result.

use 19243(new EMD TBA)


Figure 3-4 Lube Oil System Diagram #2

Lu37885


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OIL FILTER INSPECTION AND MAINTENANCE

OIL FILTER INSPECTION PROCEDURES

The lube oil filter tank cover is equipped with a male quick disconnect fitting,Figure 3-5, to accept a female coupler. The fitting facilitates application of apressure gauge to monitor filter tank pressure, which indicates the condition ofthe filter elements.

Figure 3-5 Quick Disconnect Fitting.

Periodic pressure readings will help prevent undue engine wear by alerting themaintenance crew when filter element plugging and bypass are about to occur. Ifa locomotive has a short filter element life, there may be water leaks or a heavydirt load. The engine probably needs maintenance.

Lube oil filter pressure checks are to be made WEEKLY OR MORE OFTEN,the engine may be loaded or unloaded. However, the best time to perform thesetests is soon after a unit comes in from a run, thereby ensuring an adequatelyhigh degree of lube oil temperature. Readings must be taken when lube oil tem-perature is at least 66°C (150°F). Since there is no convenient gauge to indicatelube oil temperature, perform test when water temperature is at a minimum of150°F 66°C. Water temperature can easily been seen on EM2000 display. Fromthe MAIN MENU select DATA METER, then COOLING SYSTEM. The watertemperature is indicated by ETP1 and ETP2 (Engine Temp. Probes)

Filter elements must be renewed if filter tank pressure reaches:

• 172 kPa (25 psi) at throttle position No. 8

OR

• 48 kPa (7 psi) at IDLE speed.

Readings taken at throttle No. 8 engine speed are the most reliable. Therefore, ifa marginal reading is obtained at idle engine speed, verify filter element condi-tion at No. 8 engine speed.

use 22481(emd#)


Oil filter elements, Figure 3-6., “Lube Oil Filter Assembly” on page 3-6, shouldbe replaced with new elements at the intervals stipulated in the Scheduled Main-tenance Program. Use only approved elements as indicated on the Service Datapage.

OIL FILTER PROCEDURES MAINTENANCE

1. Operate the diesel engine until oil is warm and circulating freely, then stopthe engine and remove the starting fuse.

2. Remove the square cap from the engine mounted lube oil strainer housing,Figure 3-3, “Filling or Adding Oil.” on page 3-3.

Figure 3-6.Lube Oil Filter Assembly .

3. Raise and latch the strainer drain gate valve handle in the engine strainerhousing to drain oil from the filter housing into the engine sump. It is notnecessary to move the valve handle that drains the oil strainer housing.

NOTE: Depending upon the temperature of the oil and system at the timethat the drain valve is opened, adequate drainage of the lube oil filter cantake from 1/2 hour for hot oil and a hot system to several hours for a coolsystem. If the system is fully charged at the time the system is to be drained,the oil level will rise above the bottom of the oil pan inspection covers.

4. After enough time has elapsed to allow adequate drainage and easy handlingof the filters, slightly loosen the nuts on the filter housing cover. Oil remain-ing at the bottom of the housing will leak into the drain pan. From there it ispiped to the engineroom drainage sump.

5. Place a container for used filter elements at a convenient location and pro-vide adequate quantities of bound edge towels.

6. After oil has stopped draining from under the flat filter housing cover,loosen the retaining nuts and swing the hinge bolts clear of the cover. Swingthe cover open. Remove and quickly dispose of used filter elements.

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7. Using only clean bound edge towels, clean out the interior of the filter hous-ing. Clean up the drain pan and surrounding area.

8. Insert a set of five (5) new filter elements of 15 inches long, consisting ofpart numbers shown on the Service Data page. Make certain that the ele-ments are fully seated over the standpipes.

9. When the filter elements are properly inserted, inspect the “O” ring in thecircular groove in the housing cover. Replace if necessary.

10. Close the cover. A guide hole in the filter cover must mate with a dowel onthe filter housing body before the cover can be closed.

11. Swing the hinge bolts into place and tighten the hold-down nuts, to 81 N⋅m(60 ft-lbs) .

12. At the intervals stipulated in the Scheduled Maintenance Program, removeand inspect the internal filter bypass relief valve assembly, Figure 3-7.. Theprocedure is detailed in the article entitled “Inspection Of Bypass ValveAssembly”.

13. Close the filter drain gate valve at the oil strainer.

Figure 3-7.Filter Bypass Relief Valve Assembly.

14. Before starting the engine, check the oil level, using the dipstick. Oil levelshould be above the full mark on the dipstick with engine shut down. Startthe engine and allow it to run at idle speed. Check the oil level at the dip-stick. Add oil if necessary. See Figure 3-3, “Filling or Adding Oil.” on page3-3.

15. Replace and tighten down the square cover on the oil strainer.

16. Inspect for oil leaks at the filter housing. Tighten the hold-down nuts as nec-essary to stop any leaks.

NOTEApproved pleated paper elements have a red casing. When the complement of paper elements is used, be certain to replace with only approved ele-ments.

13454


BYPASS VALVE ASSEMBLY

The internal filter bypass relief valve assembly, Figure 3-7., “Filter BypassRelief Valve Assembly” on page 3-7, should be removed and checked periodi-cally at intervals stipulated in the Scheduled Maintenance Program or wheneverimproper oil filtration is suspected. However, operation of the valve assemblycannot be effectively checked on the locomotive. For this reason it is recom-mended that qualified spare assemblies be available for exchange during mainte-nance procedures. A bench test and inspection may then be performed inaccordance with the appropriate Maintenance Instruction listed on the ServiceData page.

REMOVAL

1. After the oil has been drained from the filter housing, the elements removed,and the housing cleaned; remove the hold-down bolts from the bypass valveassembly and remove the assembly.

2. Replace the filter bypass relief valve assembly with a qualified spare. Seatthe assembly properly and tighten the hold-down bolts to 33 N⋅m (24 ft-lbs)torque. Tighten the cover hold-down nuts to between 75 to 81 N⋅m (55 to 60ft-lbs) torque, using standard tightening procedure.

If a qualified spare is not available, the valve assembly should neverthelessbe removed from the filter housing and cleaned of sludge and varnish bywashing in solvent. The assembly should be carefully inspected after clean-ing. If the poppet stem or valve body guide is worn, those pieces should bereplaced with new pieces.

TEST OF VALVE SPRING

If a qualified spare is not available, the valve spring should be tested by com-pressing it to a specific height. If this requires more or less than the values shownon the Service Data page, the spring should be replaced with a new spring.

OIL COOLER INSPECTION AND MAINTENANCE

Major servicing of the oil cooler should not be undertaken until the need for suchmaintenance is definitely established by unsatisfactory operation, suspected oilcooler core leaks, or wide temperature differential between cooling water andengine oil.

WATER LEAKS

There are no simple methods of detecting water leaks to the oil side of the lubri-cating oil cooler assembly- evidence of water contamination will show up in theroutine engine oil samples analyzed as prescribed in the Scheduled MaintenanceProgram. Any such evidence calls for a close examination of the cooler andinspection of the engine. Maintenance Instructions for cleaning and repair of thelubricating oil cooler are listed on the Service Data page.


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QUALIFICATION PROCEDURE

Proper lubricating oil temperatures are dependent upon maximum lube oil coolerperformance. Operation of the hot lubricating oil detector provides indicationthat the lube oil cooler may not be functioning efficiently. However, in order toobtain a valid indication of oil cooler performance, the locomotive must be oper-ated at its full rated load and engine speed while the oil and water temperaturesare allowed to stabilize.

1. At the right bank engine water inlet elbow, Figure 3-8, “Oil Cooler Qualifi-cation.” on page 3-10, fill the thermometer well with oil. Water temperatureinto the engine will be taken at this point.

2. Using EM2000 display, from the MAIN MENU select SELF TEST thenSELF LOAD or set up engine loading apparatus capable of taking the fullrated load of the locomotive. Refer to the Load Testing section of the manualfor instructions covering the load testing setup.

3. Remove the square cover from the engine mounted oil strainer and hang acage thermometer in the overflow oil compartment of the strainer housing,Figure 3-8, “Oil Cooler Qualification.” on page 3-10. (This is oil out of thecooler - oil flows from the oil cooler into the strainer.) Make certain that thethermometer bulb is well below the surface of the oil and is kept submergedwhen the reading is taken.

4. Insert a thermometer into the well located at the engine water inlet.

5. Operate the engine and apply load. Do not operate above throttle position 2until water temperature is above 49°C (120°F). Operate at full load andspeed until engine water inlet temperature is stabilized. It may be necessaryto block the shutters open to maintain a constant temperature.

6. Record temperature readings and compare them with performance baselineEE provided in Maintenance Instruction M.I. 928. When oil temperature fora given water temperature is higher than limit indicated, oil cooler should beserviced in accordance with Maintenance Instruction listed on Service Data.

CAUTION Many standard load boxes are not of sufficient capacity to fully load the loco-motive.

NOTE Readings taken at 15 minute intervals will indicate when a stable operatingcondition is reached.


Figure 3-8 Oil Cooler Qualification.

HOT OIL DETECTOR

A thermostatic valve, located on the outlet elbow from the main lube oil pump, iscalibrated to open when lube oil temperature reaches a nominal 124°C (255°F).At this temperature it is probable that the lube oil cooler is plugged on the waterside.

When oil temperature causes the valve to open, pressure to the oil pressuredetecting device in the engine governor is dumped. The device detects low oilpressure and reacts to shut the engine down. The thermostatic valve is not latch-ing, and it will reset automatically when oil temperature falls.

F-LU30530

WARNING If it is determined that hot oil is the cause for engine shutdown, make no furtherengineroom inspections until the engine has cooled sufficiently to preclude the possi-bility that hot oil vapor may ignite. When a low oil shutdown occurs, always inspectfor an adequate supply of water and oil. Also check engine water temperature. Do notadd cold water to an overheated engine.


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Figure 3-9 Hot Oil Detector Thermostatic Valve.

HOT OIL DETECTOR QUALIFICATION

Remove detector from engine and test as follows:

1. Connect air lines to and from valve so that flow is in direction of arrow.

2. Place valve in an agitated liquid bath so that half the valve body isimmersed. (Dow glycerine, USP Grade 96% recommended.)

3. Heat the bath. When the bath reaches113°C (235°F), the rate of rise must notexceed 0.6°C (1°F) per minute.

4. Apply 345 kPa (50 psi) air pressure and observe for leaks. Leaks betweenthe valve body and cap are not permissible.

5. At 121°C (250°F) the maximum rate of leakage is 10 SCFH. (Standard cubicfeet of air per hour.)

6. Remove air flow to avoid chilling.

7. Raise temperature to 126°C (258°F).

8. Turn on air. Minimum rate of flow to be 20 SCFH.

use LU101e


TURBOCHARGER

Turbocharger lubricating oil is obtained from the engine lubrication system. Aseparate automatically started motor driven turbocharger lube oil pump is usedto supply oil to the turbocharger prior to starting the engine and whenever theengine is shut down. The motor is timed to operate approximately 35 minutesafter each time it is started. Oil circulation through the turbocharger is necessaryprior to starting the engine and during the period when the engine oil pressure isbuilding up to provide proper lubrication. After the engine is shut down, contin-ued oil circulation is necessary to remove residual heat from the turbo and returnthe hot oil to the oil pan sump. Pump operation requires the main battery knifeswitch, the computer and the turbocharger pump circuit breaker to be closed(main battery knife switch may be opened after engine shutdown).

Turbo lube pump timing after shutdown is based on the Highest throttle position attained in the previous sixty minutes. Throttle position is logged by the com-puter. If throttle remains in position for 2 minutes or more the timing is as fol-lows.

The turbocharger lube oil pump draws oil from the oil pan sump. Discharge oilfrom the pump is then filtered and fed into the head assembly of the main turbo-charger oil filter. This head assembly contains the check valves required forproper lube oil flow. Oil from the filter head assembly is then directed to the tur-bocharger.

TURBOCHARGER LUBE PUMP CIRCUIT

The turbo lube pump motor (TLP) must be operated before engine start to pre-lube the turbocharger bearings. The turbo lube pump motor is controlled by theturbo lube pump relay TLPR circuit which is enabled by the control computerwhen these conditions are satisfied:

• BATTERY SWITCH closed• COMPUTER CONTROL circuit breaker closed.• TURBO. circuit breaker closed.• LOCAL CONTROL circuit breaker closed.

When the fuel prime/engine start (FP/ES) switch is held in the FUEL PRIMEposition, an input signal PRIME is sent to the computer through DIO-2 (IN)(CH7).

Throttle Position(at or below)

Time

TH 1 15 Mins

TH 2 20 Mins

TH 3 25 Mins

TH 4 30 Mins

TH 5 (or higher) 35 Mins


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The Computer then sends an ouput signal through D1O-2(OUT) CH23 to ener-gize the TLPR relay. TPLR interlocks #2&#3 close and the turbo lube oil pump starts . D1O-1(IN) channels 23 & 24 tell the computer that the turbo CB is closed and the TLPR interlocks are closed.

Figure 3-10 Lube Pump Circuit/Engine Prime.

LUBRICATING OIL SAMPLING AND ANALYSIS

A lubricating oil sample should be taken for analysis at the intervals stipulated inthe Scheduled Maintenance Program. The sample should be submitted to a com-petent laboratory to monitor the suitability of the oil for continued use. Obtainthe sample in the following manner.

1. Run the engine long enough to ensure thorough circulation.2. Shut the engine down and remove the starting fuse.3. Obtain the oil sample (normally 0.5 liter (1 pint)) at the center of the oil pan

halfway between the surface and the bottom of the pan.

use modified F-Lu37886

WARNING Under some conditions the oil level may be above the bottom of the oil pan hand-holes, so care must be taken when the oil pan handhole covers are removed.

NOTE Inconsistent sampling techniques will produce inconsistent results.


PRELUBRICATION OF ENGINE

Prelubrication of a new Engine, an Engine that has been overhauled, or an engine which has been inoperative for more than 48 hours, is a necessary and important practice. Prelubrication alleviates placing a load on unlubricated engine parts during the interval when the Lube Oil Pump is filling the passages with oil. It also offers protection, by giving visual evidence of satisfactory oil distribution in the Engine. Perform the prelubrication as follows:

1. Remove the pipe plus at the main Lube Oil Pump discharge elbow,and connect an external source of clean, warm oil at the elbow. Pre-lube the Engine at a minimum of 10 PSI, for a period of not less thanthree, and not more than five minutes. This amounts to approxi-mately 15 GP-M, when using a 1.5 to 2 HP motor.

2. As the oil pressure is being applied, open the cylinder test valves,and bar the Engine over one complete revolution. Check for an oilflow at all crankshaft bearings, at camshafts, rocker arm , and at therear gear train. In addition, check for restrictions and excessive oilflow. Check for fluid discharge at the cylinder test valves. If fluiddischarge is observed from any cylinder test valve, investigate thecause, and make the necessary repairs.

3. On new or overhauled Engines, remove the pipe plug at the pistonCooling, Oil Pump discharge elbow, and connect the external oilsource at that opening. Check for unrestricted oil flow at each pistoncooling tube.

4. Disconnect the external oil source, and replace the pipe plugs. Closethe cylinder test valves.

5. Pour a liberal amount of oil over the rocker arm cylinder mechanismof each bank.

6. Check the oil level in the strainer housing. If required, add oil to thestrainer housing until it overflows into the oil pan.

7. Replace, and securely close, all handhole covers and the Engine topdeck cover.

NOTEWhen an engine is replaced due to mechanical breakdown, the entire oilsystem, (such as oil coolers, filters, and strainers), should be thoroughlycleaned before a replacement engine, (or the reconditioned Engine), isplaced in service. If other system components have been neglected, a recur-rence of trouble may be experienced in the clean engine. In some cases, bydraining the oil and applying an anti-rust compound, engines have beenremoved from service and stored in the "as is" condition. When theseengines are returned to service, and before adding oil and prelubing theengine, loose deposits must be flushed out. To break up any sludge depos-its, the entire engine should be sprayed with fuel, and then drained. Caremust be taken that the drains do not plug. Fuel should not be sprayeddirectly on the valve mechanism or bearings. Since lubrication will beremoved, dirt might be forced into these areas. The surfaces should then bewiped dry, before new oil is added to the engine.


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SERVICE DATA - LUBRICATING OIL SYSTEM


Pleated Cotton-Paper Elements (5 per housing). . . . . . . . .9545152

“O” Ring Seals (Lube Oil Inlet/Outlet) . . . . . . . . . . . . . . 9557674

“O” Ring Seal (Cover) . . . . . . . . . . . . . . . . . . . . . . . . . . . 40065194

Hot Oil Detector - Thermostatic Valve . . . . . . . . . . . . . . 8427032

Hot Oil Detector Gasket . . . . . . . . . . . . . . . . . . . . . . . . . . 40034621

Quick Disconnect Male Fitting. . . . . . . . . . . . . . . . . . . . . 9321340

Quick Disconnect Female Fitting . . . . . . . . . . . . . . . . . . . 9321341

Lube Oil Tank Pressure Test Kit (0-100 psi gauge, hose, and female quick dis-connect fitting) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9325061

SPECIFICATIONS

Oil Pan Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 950 liters (251 gal)

NOTEFilter changeout recommendation will be found in the applicable Sched-uled Maintenance Program.

NOTEIt is recommended that qualified spare bypass valve assemblies be keptavailable for scheduled maintenance replacement.

NOTEA weight of between 191 and 227 kg (420 - 500 lbs) is required to com-press filter bypass valve spring to a height of 92 mm (3-5/8 in).


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SECTION 4. COOLING SYSTEM

INTRODUCTION

The engine-mounted water pumps, draw cooling water from the expansion tankand lube oil cooler assembly, and pump it into the engine. The heated waterleaves the engine, and flows through two radiator assemblies where it is cooled.The cooled water then returns by way of the oil cooler to repeat the closed-loopcycle.

Part of the water from the water pumps is piped to the air compressor. There areno valves in this line, air compressor cooling is provided whenever the engine isrunning.

Figure 4-1 Cooling System Diagram

Two electronic temperature sensing probes (ETP1-2) are located in the waterline from the oil cooler to the inlet of the water pump on the engine left side, nearthe water temperature gauge. Temperature probe readings are converted by ADAModule (analog to digital to analog) to digital signals used by the EM2000 tocontrol all cooling functions. If the EM2000 computer detects that eithertemperature probes has failed, it sends a crew message ENGINETEMPERATURE FEEDBACK FAILURE to the EM2000 display screen andalso stores the message in Archive memory. If it detects that both probes havefailed, it ignores both probe signals, fans remain in last operations status, enginespeed goes back to idle and the following message is stored in archive memory,NOT LOADING-ENGINE TEMP FB FAILURE.

F43264

COOLING SYSTEM 4-1

RADIATORS AND COOLING FANS

During circulation through the diesel engine, air compressor and oil cooler, thecoolant picks up heat which must be dissipated. Water temperature is controlledby means of radiator banks and AC motor-driven cooling fans. Refer to Figure4-2, “Radiator, Cooling Fan, and Shutter Arrangement” on page 4-2 and Figure4-3, “Two Speed Cooling Fan AC Motor Circuit.” on page 4-5.

Figure 4-2 Radiator, Cooling Fan, and Shutter Arrangement

The radiators are located in a hatch at the top of the long hood end of thelocomotive. The hatch contains the radiator assemblies, which are grouped intwo banks. Each radiator bank consists of two quad length radiator coreassemblies, bolted end-to-end. Headers are mounted on the radiator core to formthe inlet and outlet ends of the radiator assembly, a bypass line is providedbetween the inlet and outlet lines in order to reduce velocity in the radiator tubes.

The cooling water from the engine is piped to the headers of each radiator bank.The discharge from the radiators enters the oil cooler. From there, the waterreturns to the water pumps for recirculation.

F-26660


0

Two 8 blade 52” cooling fans, which operate independently, are located underthe radiators in the long hood carbody structure. They are numbered 1, and 2,with the No. 1 fan being closest to the cab.

For fuel efficiency, each cooling fan is driven by a two-speed AC motor, whichin turn is powered by the companion alternator. As the engine coolanttemperature rises, the fans are energized in sequence by the control computer(slow speed). As additional cooling is required, the fans switch to full speed inprogression as coolant temperature rises. As coolant temperature drops, the fansswitch off one at a time.

The cooling fans are controlled by the computer which act on the contactors. Thecomputer also controls the fan sequencing duty cycle and speed (low or high) toensure even fan and contactor wear.

The two-speed cooling fan system consists of two full speed contactors (FCFAand FCFB) and one slow speed contactor (FCS) per cooling fan motor. Thesystem maintains the coolant temperature within a predetermined range of from79º C to 85º C (175º F to 185º F).

COOLING FAN TWO-SPEED AC MOTOR CONTROL

Each fan motor circuit consists of one slow-speed, and two fast-speed contactorsthat are located in the AC cabinet. The following circuit description concernsonly fan motor No.1, with associated slow-speed contactor FCS1, and fast-speedcontactors FCF1A and FCF1B. The circuits for fan motors 2 operates in asimilar manner.

The J-K interlocks of FCF1A and FCF1B, in series with the FCS1 coil, ensurethat FCS1 cannot be picked up unless FCF1A and FCF1B are both dropped out.If thus enabled, the computer FCS1 output channel 1 (DIO-2 OUT) picks upFCS1 by completing the circuit to negative. If FCS1 is picked up, the J-Kinterlocks of FCS1 prevent the pickup of FCF1A and FCF1B.

When the computer picks up FCF1A, the FCF1A E-F interlocks close to pick upFCF1B without requiring a separate FCF1B output from the computer. WhenFCS1 is picked up, its L-M contacts close. This provides a multiplexed feedbacksignal to computer FCS1 input channel 6 (DIO-2 IN). In a similar manner, whenboth FCF1A and FCF1B are picked up, their closed contacts provide a feedbacksignal to computer FCF1A/B input channel 7 (DIO-1 IN). In this way, thecomputer monitors fan contactor status.

Figure 4-4, “Radiator Fan Control Circuit” on page 4-6, illustrates how the maincontacts of FCS1, and FCF1A/B control the speed of the No. 1 fan motor. Thepickup of FCS1 connects the No. 1 fan motor stator windings in series-wyeconfiguration across the AC power from the companion alternator. This causesthe cooling fan to rotate at slow speed.

FCF1A and FCF1B pickup connects the No. 1 fan motor stator windings inparallel-wye configuration across the AC power from the companion alternator.This causes the cooling fan to rotate at full (fast) speed.

COOLING SYSTEM 4-3

When coolant temperature exceeds the operating range upper limit, the computerbegins turning fans ON. The fans will continue to turn ON until the temperaturehas dropped back within the operating range. Any fans that were ON when theoperating temperature range was entered, will remain ON as long as the coolanttemperature stays within this range. If the temperature continues to drop, andgoes below the lower limit of the operating temperature range, any fans thatwere ON will begin to drop out. Fans will continue to be dropped out as long asthe engine temperature stays below the operating range. If the temperature jumpsback into the operating temperature range, the fans that are still ON will remainON for as long as the temperature stays in this range.

All fans will be picked up in sequence, starting with the slow speed mode. Thereis a 20 second interval between fan energizations. Twenty seconds after the lastslow speed fan was energized, the fans will then be picked up at fast speed, asrequired. There will still be a 20 second interval between pickups, in the sameorder as slow speed. Once a fan is turned ON, it must remain ON for at least 2minutes before it will be stepped down from fast to slow, or slow to OFF. Theonly exception is if the engine temperature dropped below 66°C (150°F)(possibly during the turbo cooldown cycle). In this case, all fans will be turnedOFF instantly. This will minimize the possibility of the water temperaturedecreasing to excessively low levels, which in turn could cause the engine toexhaust white smoke.

The fans will be dropped out in the same order that they were picked up, startingwith the fast speed fans in 20 second intervals, and followed by the slow speedfans in 20 second intervals.

The next time it becomes necessary to pick up the fans, (once the fans havedropped out), the first fan to start up will be the fan in the next position, withrespect to the fan that was started first the previous time. For example, if fan #1was the first to be picked up in a sequence, fan #2 would be the first one pickedup. This is done to even out fan usage and contactor wear.

RADIATOR FAN MOTOR FUSES

Fan fuses and contactors are mounted in the AC cabinet Zone 80. Each fancircuit is protected by two fuses, which are designed to open and protect thecooling fan system.

The fuses are of the bolted-lug type, with fusible elements within a reinforcedmelamine cylinder. In order to absorb arc energy when the fuse opens, thecylinder is sand-filled. The fusible elements cannot be renewed. A blown fusemust be discarded. A spring-loaded indicator is connected in parallel with themain fuse element. When the main element opens, the indicator also opens, anda small rod protrudes from the end of the indicator.

If fuses open, inspect the fan motor and circuits before installing new fuses. Ifinspection reveals a single blown fuse, always renew BOTH fuses in the motorcircuit. This is required because the second fuse, while perhaps good inappearance will in all probability be degraded and will open next time the fan iscalled upon to start. Whenever fuses are removed during maintenance, alwaysremove both fuses in the circuit. This ensures that the motor is completelyisolated.


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Figure 4-3 Two Speed Cooling Fan AC Motor Circuit.

use F43279

COOLING SYSTEM 4-5

Figure 4-4 Radiator Fan Control Circuit

use modified F-CL36726


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OPERATING TEMPERATURE RANGE AND TURBOCHARGER COOLDOWN CYCLE

The cooling system is designed to normally maintain an operating temperatureof 79×C - 85×C (175×F - 185×F). However, in order to better lubricate theturbocharger bearings at low engine speeds, a special turbo cooldown cycle isactivated under the following circumstances:

If the throttle handle is moved below the throttle #2 position (after loading inthrottle 2 and above), the temperature range is set at 71×C - 77×C (160×F -170×F) for a 20 minute period, or until the throttle is moved to, or above,position 2, whichever occurs first. The engine will also run at throttle-2 speeduntil the water temperature reaches 71ºC (159ºF), or the 20 minute timer hasexpired, whichever occurs first. All cooling fans shall be dropped out withouttime delay, if the water temperature drops below 68× C (155× F).

SPEEDUP DUE TO COLD ENGINE DURING ENGINE IDLE CONDITIONS

If the engine water temperature probes, ETP1 & ETP2, detect that temperature isbelow 115×F, the engine speed will be raised to TH 2. The engine will continueto run at TH 2 for as long as the temperature stays below 125×F. Once thetemperature goes above 125×F, the engine speed will again be reduced to IDLE.The isolation switch must be in RUN position for this speedup to occur. Thereason for this speedup will be displayed to the crew as ENGINE SPEEDINCREASE - LOW WATER TEMPERATURE.

INSPECTION AND CLEANING OF RADIATORS

Periodic inspection and cleaning of the radiators, including the inlet screens inthe headers, should be performed at the minimum intervals called for in thescheduled maintenance program, at more frequent intervals as determined byoperating conditions, or when trouble is suspected. Since this closed-loop systemwill rarely require the addition of water, any progressive lowering of the waterlevel indicates that an inspection should be made. Check carefully for smallleaks (“weep”), at the junction of the radiator tubes and headers.

Normally, applying clean dry compressed air to radiator top surfaces cleans bothradiator cores and radiator compartments satisfactorily.

NOTE: During locomotive operation, the access covers on both sides of the carbodybetween the Fan room and the radiator compartment must be securely bolted inplace. If a swing-out cover is not in place, improper circulation of cooling air willresult.

COOLING SYSTEM 4-7

HOT ENGINE CONDITION

The engine cooling water temperature is sensed at the water pump inlet. Whenthe temperature becomes excessively high, the computer will display the HOTENGINE - THROTTLE 6 LIMIT message. In addition to the message, thecomputer will limit engine loading when operating in throttle position 7 or 8.This condition will remain in effect until the temperature returns to a safe limit.If operating in throttle position 6 or lower, engine load will not be reducedduring a hot engine condition. However, the return to full power can only beaccomplished by reducing cooling water system temperature to normal.

The reduction of power assists in cooling down the engine. The reduction ofengine speed minimizes the possibility of cavitation at the water pumps.

The engine water temperature may be readily checked by using EM2000display: : Select DATA METER from the main menu then, select COOLINGSYSTEM a temperature gauge is also located on the inlet line to the water pump.The gauge is color-coded to indicate COLD (blue), NORMAL (green), andHOT (red).

A more accurate check of engine water temperature may be obtained by placinga thermometer in the thermo-well, located in the right bank engine water inlet.

A hot oil detector is located on the outlet elbow of the main Lube oil pump. If, inthe unlikely event that the computer failed to reduce engine temperature, and aboiling condition created a pressure that would prevent the low water detectorfrom tripping, the temperature of the lube oil would increase. As a result, thethermostatic valve in the hot oil detector will dump oil pressure in the line to thegovernor low oil pressure detector, and consequently, the diesel engine will shutdown.

The thermostatic valve will be automatically reset after the hot oil cools.However, until a thorough engine inspection has been completed, no attemptshould be made to restart the engine after a hot oil shutdown.

COOLING SYSTEM PRESSURIZATION

The cooling system is pressurized to raise the boiling point of the cooling water.This in turn permits higher engine operating temperatures, with a minimal lossof coolant due to boiling. Pressurization also ensures a uniform water flow, andminimizes the possibility of water pump cavitation during transient hightemperature conditions.

A pressure cap, which is located on the water tank filler pipe, opens atapproximately 20 PSI. By relieving excessive pressure, this prevents damage tocooling system components. The pressure cap is also equipped with a vacuumbreaker. This minimizes the possibility of system damage, which could becaused by pulling a vacuum on the system as the system cools.

WARNING To prevent hot oil vapor ignition, allow sufficient time for the engine to cool down.Do not, under any circumstance, remove engine oil pan covers, air box covers,or open the top deck, for at least two hours following an emergency engineshutdown.


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The pressure cap is equipped with a handle that aids installing and removing thecap. The most important feature of the pressure cap handle, however, is that itinterlocks with the fill/relief valve handle, ensuring system pressure release(through fill/relief pipe) before pressure cap is loosened for removal.

Figure 4-5 Pressure Cap and Filler/Relief Arrangement

PRESSURE CAP AND FILLER NECK

The pressure cap and filler neck should be inspected, tested, and replaced atintervals indicated in the scheduled maintenance program.

INSPECTION AND REPLACEMENT

1. If the pressure cap bell housing or other metal surfaces are bent, replace theentire cap with a new one.

2. If the filler neck sealing surface is damaged or distorted, replace the neckassembly with a new one. Use a new tank-to-neck gasket.

3. If seals are hardened or damaged, replace the pressure cap with a new one.

4. Perform a pressure test to qualify the pressure cap and filler neck.

WARNING Always relieve system pressure before attempting to remove the pressure capor the water tank plugs.

F29236

F29236

1. Filler/Relief Valve Handle (Pull Down To Open2. Pressure Cap3. Filler Pipe Connector

3

21

NOTE Rebuilding of Pressure caps is not recommended.

COOLING SYSTEM 4-9

COOLING SYSTEM PRESSURE TEST

Quick disconnect fittings are provided on the water tank, and in the air systempiping at the Equipment Rack. A locally fabricated testing apparatus can be usedto pressurize the cooling system with main reservoir air. This test can beperformed while the diesel engine is running, and the cooling water system is atits normal level.

Figure 4-6 Cooling System Pressure Test.

1. Using the test apparatus, operate the ball valve to gradually pressurize thecooling system to approximately 25 PSI.

Tolerances for the 20 PSI pressure cap are as follows:• Minimum Opening Pressure: 19 PSI • Maximum Opening Pressure: 21 PSI

2. Close the ball valve and observe the pressure gauge. The pressure shoulddrop slowly, until the pressure cap closes. The pressure should then remainconstant. Gauge pressure (PSIG) is the cap-opening pressure.

3. If the cap-opening pressure is not within the allowable tolerance, replace thecap with a new cap, and repeat the test.

WARNINGDo not subject the water tank to pressures greater than 50 PSI.

F-CL32892


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4. If the gauge pressure does not remain constant, and falls below the allowableminimum, perform the following:

a. Place a container of water at the discharge end of the water tank over-flow pipe. The water level should be above the end of the pipe. Check for air bubbles. The presence of air bubbles indicates a defectivecap. Relieve the system pressure, replace the cap with a new cap, andrepeat the test.

b. Place a container of water at the intake end of the water fill pipe, so thatthe water level is above the end of the pipe. Check for air bubbles. Thepresence of air bubbles indicates a defective fill/relief valve. Relieve thesystem pressure, replace the valve with a qualified valve, and repeat thetest.

5. If above Steps, (4.A) and (4.B), do not detect or eliminate leakage, asindicated by a continuous drop in gauge pressure, inspect filler neckassembly and gasket, radiators, and cooling system piping connections.

OPERATING WATER LEVEL

A water level instruction is located next to the water level sight glass. It indicatesLOW (MINIMUM) and FULL (MAXIMUM) water levels, with ENGINERUNNING, or DEAD (STOPPED). The water level should not be permitted togo below the applicable LOW level mark.

Progressive lowering of water in the sight glass indicates a leak in the system.This should be corrected immediately.

A low water level switch (float type) is installed in the cooling system watertank. This switch is connected to DIO 1 input channel 7 labeled NO LWL (nolow water level). While the engine is running, if the low water level switch opens(Low Water Condition) for 10 seconds a crew message “LOW ENGINEWATER LEVEL DETECTED” will be displayed and the alarm bell will ring for60 seconds to alert the crew and the fault will be archived if the low water levelcondition is detected while the engine is shutdown. The engine will not beallowed to start and a crew message “ENGINE WILL NOT START - LOWENGINE WATER LEVEL DETECTED” will be displayed for 60 seconds.

With the exception of extended intervals, it should not be necessary to add waterto a sealed, closed-loop cooling system under normal operating conditions.

COOLING SYSTEM 4-11

Figure 4-7 Water Tank Instruction Plate and Level Gauge

FILLING THE COOLING SYSTEM

Water used in the engine cooling system should be made up and tested inaccordance with the Maintenance Instruction listed on the Service Data page.

The cooling system should be filled in accordance with the followinginstructions:

NORMAL FILLING:

Do not remove the pressure cap! Attach a hose to the filler pipe connectorand hold the fill/relief valve open. Observe the water tank sight gauge. Do notoverfill the system.

FILLING A DRY SYSTEM:

1. Hold the fill/relief valve open, until the system pressure is completelyvented.

2. Remove the pressure cap, and fill the system through the opening. Observethe water tank sight gauge.

CL

3190

0

CAUTION If a hot engine has been drained, allow sufficient time for cooling before refillingits cooling system.

CAUTION Do not overfill the tank. Overfilling may create a hazard to personnel.


0

3. After filling a dry, or nearly dry, system, the engine should be run with thefiller cap removed, or with the fill/relief valve opened. This will eliminateair pockets in the system. After running the engine, check the water level. Ifnecessary, add more water to the system. When the filling operation iscomplete, hold the fill/relief valve open, and replace the pressure cap.

OBTAINING AN ENGINE WATER SAMPLE

Water samples should be taken in a clean container, with the engine warm, andrunning. The sample should be collected from a point where the water flow isnormally turbulent. Prior to taking a sample, allow the water to flow for a fewseconds. This will drain off accumulated d sediment, and minimize thepossibility of a contaminated sample.

DRAINING THE COOLING SYSTEM

To drain the cooling system:

1. Open the manual engine drain valve located at the sump between theengine and the equipment rack.

2. Loosen pressure cap on expansion tank. Once the pressure on the systemhas been released, the water tank filler cap may be removed to allowfaster draining.

NOTE The low water shutdown device will normally be tripped on a drained coolingsystem. Therefore, after the cooling system has been filled, the low water resetbutton must be pressed before the engine can be started.

COOLING SYSTEM 4-13

SERVICE DATA - COOLING SYSTEM


PART NO.

Engine Temperature Sensor ............................................................................................................... 40029233Water Tank Pressure Cap Assembly, 20 PSI........................................................................................ 9323490Water Tank Pressure Relief Assembly ................................................................................................. 9330855Filler Neck Assembly........................................................................................................................... 9323491 Tank-to-Neck Gasket ........................................................................................................................... 8424925 Female Coupling .................................................................................................................................. 9321341 Male Fitting.......................................................................................................................................... 9321340


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SECTION 5. FORCED AIR SYSTEMS

INTRODUCTION

This section of the Locomotive Service Manual covers the forced air systems,the components of which are located in, or connected to a compartment, Figure5-1. This compartment is located on the locomotive behind the TCC’s (TractionControl Cabinets) and in front of the engine compartment.

A partition at the rear of the TCC#2 cabinet makes up the front wall of the aircompartment. The back wall is made up of a partition fitted around the maingenerator. There are two openings in this rear wall, one between the engine airfilters and the turbocharger, and one for the auxiliary generator drive shaft.

The carbody hood side, roof, and the generator pit complete the central air com-partment. Ambient air is drawn into the compartment through the inertial air fil-ters located on either side of the locomotive. Air that is drawn into thecompartment is primarily used to supply

a. Combustion air for the diesel engine;b. Cooling air for the main generator and companion alternator;c. Cooling air for the traction motorsd. Cooling air for the traction inverter equipment;e. Pressurization of electrical cabinets.

FORCED AIR SYSTEMS 5-1

Figure 5-1. Central Air System

use CA42328 + Fr view of TMBlower from F43265


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INERTIAL AIR FILTERS

Two inertial air filter panels, one mounted on either side of the locomotive, aremade up of a series of tubes designed to produce a cyclonic action, Figure 5-2.

Figure 5-2. Inertial Air Filter Tube.

Each tube contains specially designed vanes that induce a spinning motion to thecontaminated incoming air. The demands of devices that air from the centralcompartment create a depression within the compartment which draws outsideair rapidly through the tubes. Dirt and dust particles, because they are heavierthan air are thrown to the outer wall of the tube and carried to the bleed ductwhere it is removed by the scavenging action of the filter blower and expelledthrough the roof of the locomotive. The resulting clean air continues on throughthe smaller diameter portion of the tube and into a second tube where the air isagain caused to swirl by internal vanes. The particles are carried to the bleedduct and the resulting clean air enters the central air compartment.

Approximately two-thirds of the filtered air goes to the generator and tractionmotor blowers to provide cooling air to the generator, inverters, and motors.Supplementary use is also made of traction motor cooling air for the followingpurposes:

1. To provide pressure to counteract the depression in the central compartmentand enable an aspirator, Figure 5-4. on page 5-7, to drain water from the gen-erator pit.

2. To provide filtered air under pressure to the electrical cabinet.

F43266


MAIN GENERATOR BLOWER

The Main Generator Blower and Traction Motor Blower share a common hous-ing mounted on the front side of the auxiliary generator, see Figure 5-1.Although the blowers are both mounted on the auxiliary generator shaft, aninternal partition separates the two blower portions. Air is drawn from the cen-tral air compartment into the generator blower (closest to the auxiliary generator)and passed through a duct to the main generator airbox.

Air from the generator blower first cools the main generator rectifier banks, thenpasses internally through the generator and companion alternator to the engineroom. This creates a slight positive pressure to keep dirt from entering the engineroom. This filtered air is also used by the air compressor, reducing the load on itsown filter assembly.

TRACTION MOTOR BLOWER

The front blower mounted on the auxiliary generator, See Figure 5-1, suppliesair for traction motor cooling, generator pit aspirator operation, main electricalcabinet pressurization and traction computer cooling. Air is drawn through amoveable inlet guide vane, through the blower, and delivered into a duct to thetraction motors.

A portion of this air is diverted through a set of filters for delivery to the com-puter module portion of traction inverter cabinets for module cooling. Anotherset of filters cleans the air used to pressurize the main electrical cabinet.

TRACTION MOTOR BLOWER INLET VANE OPERATION

The reduction of traction motor blower load is dependent upon the request of thetraction control computers (Siemens). This load reduction is accomplished bycontrolling the amount of air at the blower inlet. A moveable circular inlet vaneacts like a shutter to limit the amount of air drawn into the blower consequentlyreducing the work done by the blower. The inlet vane is actuated by an air cylin-der positioning the vanes to either full air or half air. It is held in the partly closedportion (half air) by air but is spring loaded to full open in case of a fault in thecompressed air system. The air to the actuating cylinder is controlled by a mag-net valve, MVTS. When MVTS is energized compressed air is supplied to theactuating cylinder to move the vanes to the half air position.

The inlet guide vane shutter is spring loaded to the full open position. A +74VDC signal (TMSGTR) from the computer to a magnet valve (MVTS) isrequired to close the guide vanes.

The inlet guide vanes are closed by means of energizing the TMSHTR com-puter output. The inlet guide vanes are opened by means of deenergize theTMSHTR computer output.


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POWER MODE

The guide vanes are under the indirect control of the TCC computers (a.k.a. theASG’s). They will request operation based on the throttle position, TCC temper-atures, capacitor temperatures and motor stator temperatures and the LCC willdrive the DIO-3 output channel 6 (THSHR) accordingly.

Generally, the ASG computers never ask for the shutters to be closed unless thelocomotive is in throttles 6, 7 or 8. This is due to concerns for proper cooling ofTCC capacitors and other internal components.

If the shutters are closed (i.e. TMSHTR in ON) andHIGH_TM_TEMPERATURE IS GREATER THAN 149°C, then the TMSHTRoutput is set to FALSE to open the shutters. If the hottest traction motor temper-ature is less than 139°C, then the TMSHTR output is set to TRUE to close theshutters.

DYNAMIC BRAKE MODE

The guide vanes are to remain opened during all dynamic brake operation.

LOAD TEST MODE

The guide vanes are to remain closed during all load test operation, unless openoperation is requested by the TCC’s on AC locomotives.

IDLE

The guide vanes are to remain closed during all idle operation, unless open oper-ation is requested by the TCC’s.

NOTE“Closing” The guide vanes does not completely shut off the traction motor cooling air supply. It results in limiting the volume of cooling air to the motors to about one half of the full air supply.


Figure 5-3. Traction Converter Cabinet views.

TCC BLOWER

The TCC cabinets mount 180° opposite each other. Air is taken from the centralair compartment by the TCC electronic blower (located in the central air com-partment) which is driven by an AC motor powered by the companion alternatoroutput. This air is used for cooling and pressurizing in some (but not all) parts ofthe inverter cabinet. This air keeps dirt from contaminating areas containing DCLink Capacitors, Gate Units and Traction computers. Because the source is thecentral air compartment, the air has already been inertially filtered. In addition tothis filtering, a paper filter for each cabinet located under the cabinet just belowthe phase modules serves to clean the supply an extra step. This air supply is notthe same as that used for phase module cooling. The TCC electronics blowermotor is powered as soon as there is an output from the companion alternators,assuming that the TCC Electronic Blower motor circuit breaker is closed.

Air for the phase module and cabinet cooling comes directly from the ambientsupply. A blower in each cabinet driven by its own 3-phase AC motor (poweredby the companion alternator) draws the air in across the modules and expels itacross the R 2-snubber resistor. Since the cabinets mount opposite each other, airdraws in on the engineer’s side of the locomotive for TCC #1, and in on the con-ductor’s side for TCC#2.

F43267


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The initial command for blower operation comes from traction control comput-ers. EM2000 executes the request by turning on the DIO-2 output channel 7(TCC1SS) and DIO-2 output channel 8 (TCC2SS).

INSPECTION AND MAINTENANCE OF THE CENTRAL AIR SYSTEM

COMPARTMENT INSPECTION

If any leaks exist in the central air compartment, then unfiltered air will enter.This may be caused by any of the following defects:

1. Access panel bolts missing.

2. Access panel gaskets or seals not properly applied.

3. Compartment door not tightly closed.

4. Engineroom partition and attached cover plates not properly applied andsealed.

5. Generator pit aspirator not properly connected.

ASPIRATOR INSPECTION

At the intervals stipulated in the Scheduled Maintenance Program, inspect themain generator pit aspirator, Figure 5-4., as follows:

1. Check aspirator drain holes for obstructions.

2. Check that traction motor cooling air is exhausting from the aspirator tubecausing venturi action at the aspirator drain holes.

Figure 5-4. Generator Pit Aspirator.

F-CA30821


INSPECTION OF INERTIAL FILTER (BLEED) BLOWER OPERATION

The efficiency of the inertial carbody air filters will be significantly reduced ifthe inertial filter blower is faulty. If the blower is not operating, unfiltered airwill be drawn in through the inertial filter blower exhaust stack, or if improperelectrical connection is made, the blower may run backward with a resultinglarge drop in blower effectiveness. Either of the aforementioned conditions willcause an excessive amount of dirt to be blown into the generator and tractionmotor ducts. The engine filter will effectively clean the air taken in by theengine, but the added burden placed upon the engine filter may bring about theneed for early filter element renewal.

Proper operation of the inertial filter blower can be easily verified in the follow-ing manner. Open the filter blower motor circuit breaker mounted on the highvoltage cabinet circuit breaker panel. If the engine is running, allow time for theblower to coast to a stop. Go under frame of the locomotive and observe thesquirrel cage blower through the exhaust filter compartment. Have someoneclose the filter blower motor circuit breaker and start the engine, if not alreadyrunning. As blower starts it will be possible to see which direction it turns. Theblower vanes should move down, toward the observer.

INSPECTION OF CARBODY INERTIAL FILTERS

When dirt accumulates on the inertial filter tube vanes, the pressure drop acrossthe filter increases, thus increasing the depression inside the filter compartment.As depression increases, the carbody inertial filter becomes less efficient, butthis in itself is not critical, since the efficiency of the engine filter may not beaffected. However, as filter compartment depression increases, the tractionmotor and generator blowers, which take their air from the compartment, willput out less cooling air.

When the pressure differential between ambient and the filter compartmentreaches the maximum value stipulated on the Service Data page, cooling air flowis insufficient and damage to the main generator and traction motors is possible.

It is not possible to determine by a visual inspection whether the carbody filtersare sufficiently clean or are plugged to the maximum allowable limit. It is possi-ble for the filters to appear very dirty and still provide adequate filtration andadequate cooling air.

If dirt on the filters is evenly distributed, it has no adverse effect upon filtrationexcept for the resulting increased pressure drop that the cooling blowers mustwork against. However, if dirt is unevenly distributed, filtering efficiency can bereduced without an increase in pressure drop. It has been determined from expe-rience that inertial filters should be removed from the locomotive and cleanedwhenever compartment depression exceeds the value shown on the Service Datapage.

NOTE It is not sufficient merely to check that air is exhausting from the bleed blower ductof an already running engine. The squirrel cage blower, if running backward,exhausts air, but at a greatly reduced volume.


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ENGINE INTAKE AIR FILTERS

Additional filtration is required for air used by the engine. The engine intake airfilter uses a fiberglass bag filter element, Figure 5-5.

Figure 5-5. Engine Air Filter - Fiberglass Bag

The engine air filter assembly is equipped with pressure switches, Figure 5-6.,that sense the differential between ambient pressure and pressure at the turbo-charger inlet. The switches are located inside of the electrical cabinet, and con-nected by tubes to the turbo inlet side of the engine air filter, and to ambient.

As the filter elements become restricted a depression is created within the filterhousing. When the differential between the filter housing and ambient reaches356 mm (14 in) H2O the filter vacuum switch FVS will trip closed. FVS closingfeeds a signal to the computer. The DIO-2 input channel 2 (FVS) turns on andthe display message will read FILTER VACUUM SWITCH TRIPPED afterthe FVS has been active for some time, indicating excessive restriction of air tothe engine. Filter elements should be checked at this time. Refer to Checking AirFilters And Filter Compartment.

Figure 5-6. Filter Safety Switches

18029 at 2+1/4i

F18029

21482 at 3+1/2i

F21482


If the filter elements become so restricted that the differential reaches 610 mm(24 in) H2O the engine filter switch EFS (located in the high voltage electricalcabinet) will trip closed. EFS closing provides a signal to the computer throughDIO-2 input channel 2 (EFS) which results in reduced engine speed and load.The display message will read “ENGINE AIR FILTERS DIRTY”. If throttleis above 6, the display shows “ENGINE AIR FILTERS ARE DIRTY-CHANGOUT REQUIRED, POWER MAY BE LIMITED TO THR 6.”.Engine speed will be reduced to 730 RPM (TH6) and loading will be reduced toa maximum of 1820kw (turbo off gear train) or 1550kw (turbo on gear train.)1500 HP (1120 KW). Filters should be changed at the earliest opportunity.

The fault message will remain on display until the menu program is started, andwill reappear after the menu program is ended, unless the fault is corrected. Thefault is archived.

Hose stems located on the front of the electrical cabinet, Figure 5-7., provide aconvenient place to take manometer readings of pressure drops across the iner-tial air filter, the engine plus inertial air filters, and the electrical cabinet filter.

Figure 5-7. Filter Test Hose Stems

CHECKING AIR FILTERS AND FILTER COMPARTMENT

Filter compartment depression may be checked when operating conditions or theappearance of the filters seem to warrant such a check. Perform the following:

1. Connect a flexible tube to the INERTIAL FILTERS hose stem, Figure 5-7.Connect the other end of the tube to a U-tube manometer. Vent other end ofmanometer to atmosphere.

2. Make necessary preparations to start engine. Start engine and allow it to idleuntil warm. With reverser handle in NEUTRAL position and GENERA-TOR FIELD and DCL CONTROL circuit breakers OFF (open), place throt-tle in RUN 8 position. Loading is not necessary.

3. If filter compartment depression is less than the minimum stipulated in theService Data, make certain that all central air compartment panels, parti-tions, and cover plates are properly applied and that no air is bypassing thecarbody filters.

29256 at 1.8i

F29256


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4. When the filters are clean, the central air compartment depression should benear the value stipulated in the Service Data. Depression readings greaterthan the maximum stipulated are cause for immediate cleaning of the car-body inertial filters.

5. Connect the measuring device to the ENGINE + INERTIALS hose stem. Ifthe reading is less than the minimum stipulated in the Service Data, and theinertial filter reading previously taken was satisfactory, the engine air filtersshould be checked for bypassing. Tears in the paper media, improper ele-ment seating, a loose connecting boot to the engine, and loose or brokenpressure lines leading to the manometer hose stem or pressure switch arepossible causes for such readings.

If the reading is greater than the maximum stipulated in the Service Data, theengine air filters must be renewed.

6. Connect the measuring device to the ELECTRICAL CABINET hose stem.Make certain that all cabinet doors are securely latched. If static pressure isless than the minimum stipulated in the Service Data page, renew all electri-cal cabinet filter elements.

CLEANING THE CARBODY INERTIAL AIR FILTER

The only approved and recommended method of cleaning the carbody filters isimmersion in a hot detergent bath followed by a cold wash. The filters should beremoved from the locomotive and cleaned if filter compartment depressionexceeds the maximum value shown on the Service Data pages.

REMOVAL AND CLEANING PROCEDURE

In order to facilitate inertial air filter cleaning and changeout, a spare set of fil-ters should be available for rapid exchange with dirty filters. This practice willallow proper cleaning and maintenance of the filter assemblies without causingunnecessary delay. To remove the inertial air filter assemblies from the locomo-tive, perform the following:

1. At the filter compartment perform the following:

A. Loosen the hose clamps and slide the rubber ducts clear of the inertialfilter assemblies.

B. Disconnect the dust bin drain line.C. Disconnect the blower motor electrical cable from receptacle on the par-

tition between the dynamic brake and central air compartments.

NOTE If depression readings are taken on an annual basis, a reading of more than 3.5 in (89 mm) is indication that the inertial filters can be expected to plug within 12 months.

NOTE If, after lengthy service, the pressure drop remains low, similar to new(clean) filters, or is decreasing rather than increasing, the air filters should bechecked for bypassing. If the inertial filter reading is near the maximum,cleaning of the inertial filters may extend the useful life of the paper filterssomewhat.


2. Remove all bolts holding the roof of the filter compartment to the carbodystructure, Figure 5-8. on page 5-12.

3. Attach an overhead crane to lifting eyes provided, and raise the roof and fil-ter blower assembly clear of the carbody.

4. At the inertial filter assemblies, perform the following:

A. Disconnect inertial filter drain pipes.B. Remove bolts at the flanges of the filter assemblies.C. Slide the filter assembly inward on structural members.D. Attach lifting device to four lifting eyes provided and raise the filter

assembly out of the filter compartment.

5. Place the entire filter assembly in a hot caustic or detergent bath until clean.The time required for cleaning will depend upon the type of bath used, itstemperature, and the condition of the filter.

6. When the filter is removed from the caustic bath it should be given a clearwash.

7. Dry and inspect the filter flange for cleanliness and smoothness.

8. Inspect the gasket material on the carbody structure where it mates with theinertial filter flanges. Replace any damaged portion of the gasket with mate-rial listed in Service Data.

Figure 5-8. Inertial Filter Cross Sectional View

F-CA30822


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9. Brush or wash corrugated filter compartment intake screen. It is not neces-sary to remove this screen from the locomotive carbody at any time duringinertial filter removal and washing.

10. Reinstall the cleaned filters, and reconnect the filter drain pipes.

11. Reinstall the hatch roof by performing the following:

A. Inspect the gasket material on the underside of the roof where it mateswith the carbody structure. Repair damaged gasket as required. See Ser-vice Data for material.

B. Inspect carbody structure where it mates with the roof hatch. Make cer-tain that it is clean and smooth.

C. Position the hatch roof, and secure all roof bolts.D. Connect rubber ducts between the filter assemblies and dust bin. Make

certain hoses are correctly fitted before tightening the hose clamps.E. Reconnect dust bin drain pipe.F. Reconnect blower motor plug with receptacle.

CHECK AND ADJUSTMENT OF PRESSURE DIFFERENTIAL SWITCHES

Switches EFS and FVS sense pressure differential between two sources, there-fore their calibration can be checked by either increasing the pressure at the“high” (atmosphere) port or by lowering the pressure at the “low” (engine airinlet) port.

1. Connect a voltmeter across the NO and C terminals of switch to be tested.With battery switch and local control circuit breaker closed, voltmetershould indicate up scale.

2. Connect a flexible tube to the atmospheric pressure reference port. Connecta “tee” fitting, a short piece of tubing, and a manometer as shown in Figure5-9. on page 5-14.

Switch Trip Values

Switch Part No. Pressure Differential At Trip

FVS 8465021 14 in +/− 2 in (356 mm +/- 51 mm)

EFS 8466230 24 in +/− 2 in (610 mm +/- 51 mm)

NOTE If voltmeter does not indicate up scale, recheck voltmeter connections to switch.Switch is defective if voltmeter does not indicate up scale in Step 1.


Figure 5-9. Testing Filter Safety Switches 3. Apply low pressure air to the short tube by blowing into it.

4. Note manometer reading when voltmeter indication goes to zero (switchcloses). If manometer reading is within limits shown in Switch Trip Valuechart, switch is operating normally.

5. If the switch does not operate within the +/- 2 in (+/- 51 mm) H2O limits, theswitch should be adjusted to within +/- 0.5 in (+/- 13 mm) H2O limits. Turnthe calibration screw, Figure 5-10., clockwise to increase the trip value, orcounterclockwise to decrease the trip value.

Figure 5-10. Filter Safety Switch

F-CA33746

F-CA30824


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Tests on switches may be performed with the engine running or shut down. If thetests are performed with the engine running, the slight depression produced bythe engine at idle must be added to the pressure found necessary to trip theswitch. Refer to Checking Air Filter And Filter Compartment portion of this sec-tion to measure air inlet pressure to engine.

NOTE Occasionally a filter light indication is reported, but manometer checks indicateclean filters and satisfactory switches. Such transient indications can be caused bywet filter elements or by snow plugged inertial filters.

CAUTION If a switch is removed from the locomotive and is to be calibrated at a bench, it isimportant to position the switch so that the diaphragm is in the vertical plane (whichis the plane of mounting on a locomotive).



SERVICE DATA - CENTRAL AIR SYSTEM


PART NO.

TM Blower Compartment.......................................................................................................... 10647162 Engine Air Filter Element - Fiberglass Bag Type (4 Required)............................................................................................. 8470903 Electrical Control Cabinet Air Filter (#1 and #2) Pleated Cotton - Paper Elements............................................................................................... 9330535Fiberglass/Dacron (optional)...................................................................................................... 8402068#3 Electrical (AC) Cabinet Air Filter - Pleated Cotton - Paper Elements (1 Required) .......................................................................... 8402068TCC Cabinets Filters.................................................................................................................. 909358

FILTER SAFETY DEVICES

PART NO.

Filter Vacuum Switch (FVS) - 356 +/- 51 mm (14" +/- 2") H2O .............................................................................................. 8465021 Engine Filter Switch (EFS) - 610 +/- 51 mm (24" +/- 2") H2O............................................................................................... 8466230

SPECIFICATIONS

Inertial Filters (Central Air Compartment)Minimum Depression.............................................................................................................76 mm (3”)H2OMaximum Depression .........................................................................................................178 mm (7”)H2O

Combination Engine Plus InertialMinimum Depression..........................................................................................................127 mm (5”) H2OMaximum Depression .........................................................................................................356 mm (14”)H2O

Electrical Control Cabinet FiltersMinimum Static Pressure ....................................................................................................13 mm (0.5”)H2O

AC Cabinet Minimum Static Pressure ....................................................................................................2.6 mm (0.1”)H2O

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SECTION 6. COMPRESSED AIR SYSTEMS

INTRODUCTION

Compressed air is used for the locomotive brake system as well as for auxiliarysystems such as sanders, bell, horn, windshield wipers, rail lube systems, andradar head air cleaner.

Figure 6-1 WLNA9BB Air Compressor

WARNINGCompressed air can be very dangerous if not handled properly by trained and quali-fied people. Before attempting to service any components in a compressed air sys-tem, isolate the component by closing the appropriate cut out valves. Vent anycontained pressures before breaking seals or opening lines

F-CP31186 mod

COMPRESSED AIR SYSTEMS 6-1

WLNA9BB AIR COMPRESSOR

The WLNA9BB three cylinder air compressor is a two stage (low-pressure andhigh-pressure) compressor. Water-cooled and shaft driven, the WLN is equippedwith a shallow sump. The air compressor is mechanically driven by a driveshaftfrom the front or accessory end of the locomotive engine. This driveshaft isequipped with flexible couplings, which require periodic inspection and replace-ment.

Part numbers and specifications are given at the end of this section, in “ServiceData”.

The compressor is equipped with its’ own internal oil pump and pressure lubri-cating system, as well as an oil filter. The oil level is checked running using thedipstick mounted on the side of the compressor crankcase. When adding oil, thecompressor (and therefore the engine) must be shut down.

At idle, with the oil at normal operating temperature, oil pressure should bebetween 124-149 kPa (18-25 psi). A plugged opening is provided for installa-tion of an oil pressure gauge.

The compressor is equipped with three cylinders, two low pressure and one (thecenter cylinder) high pressure. Air is pulled through two dry Pamic type air fil-ters, into and compressed by the two low cylinders, and then passed through apressure relief valve equipped intercooler to lower compressed air temperatures.After this the compressed air moves on to the high-pressure cylinder where it iscompressed to main reservoir pressure.

Figure 6-2 Pamic type compressor air filter.

F-13522

6-2 GT46MAC LOCMOTIVE SERVICE MANUAL

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AIR COMPRESSOR MAINTENANCE

The compressor oil level should be checked regularly using the dipstick, and theoil level should be kept at the full mark. The compressor oil and compressor oilfilter should be changed at the scheduled maintenance intervals.

The compressor air filters should be changed out at the scheduled maintenanceintervals. Remove the filters by first removing the nuts attached to the clampson the filter housing. Swing the clamps to the side and remove the retainerscreen. The filter housing and screen should be cleaned whenever the filter ele-ments are change out. When the application of test gauges are required for main-tenance ensure that the gauges are removed and the proper sized plug insertedand tightened before returning the locomotive to service.

Air compressor change out and overhaul should be done at the scheduled main-tenance intervals. For detailed rebuild instructions see the appropriate vendors’instructions.

AIR COMPRESSOR CONTROL

The standard air compressor on a GT46MAC locomotive is coupled directly tothe diesel engine through a driveshaft and when the engine is running, the aircompressor is being driven. Therefore an unloader assembly, mounted on thecompressor, is required to control when the compressor is actually pumping air.

The intake or suction valves of the compressor contain unloaders that block thevalve open when pneumatically activated. With the intake valves blocked openthe compressor is incapable of compressing, whether it is rotated or not. Theseunloaders are controlled pneumatically, through the unloader magnet valve.This valve is called the MV-CC, or Magnet Valve Compressor Control.

The locomotive computer, the EM2000, controls the MV-CC in turn. When thelocomotive is started, the computer picks up the MV-CC, allowing main reser-voir air through to activate the unloaders. When the computer, monitoring mainreservoir pressure, notes that the pressure is below the required pre-programmedmaximum pressure it drops out the MV-CC. This releases the unloaders causingthe compressor to load.

WARNINGAlthough the three-cylinder air compressor is equipped with lifting eyeholes, it is notthe recommended lifting procedure. The proper technique is with lifting straps ofthe proper rating wrapped around each exit manifold from the low-pressure cylindersIf lifting eyes must be used, a spreader bar is required to minimize side loads on theeyeholes and lifting eyes.


MAIN RESERVOIR PRESSURE TRANSDUCER

The EM2000 reads main reservoir air pressure from the main reservoir pressuretransducer, or MRPT. This pressure is read between the number one and numbertwo air reservoirs. The transducer itself is located inside the AC cabinet at theright rear side of the locomotive. The signal from this transducer, MR-PRESS,is sent to the EM2000. If the pressures of the main reservoirs are below 9.14kg/cm² (130 psi) in lead, 9.49kg/cm² (135 psi) in trail, the EM2000, using thesame circuit as compressor synchronization, drops out the MV-CC and activatesthe compressor.

When the main reservoir pressure reads 9.84kg/cm² (140 psi) in lead,10.19kg/cm² (145 psi) in trail, the EM2000 will shutoff the output signal for theCMPSYN circuit, causing the COMPSYN relay to drop out. With theCOMPSYN contacts open (1 and 2 for redundancy), the CRL signal from 25Ttrainline and the DIO input is removed. When EM2000 sees this combination offactors, MV-CC is picked up, allowing MR air through to actuate the unloadersand prevent the compressor from loading.

MV-CC MAGNET VALVE MAINTENANCE

If MV-CC magnet valves are suspect, check the position of the manual override“T” handle. When the handle is in the normal (up) position, and the valve coil isnot energized, the valve should be closed. This should disable the unloaders,allowing the compressor to load. Conversely, if the “T” handle is held in thedown and locked position, the compressor unloaders will be held open and pre-vent the compressor from loading.

Ensure all pneumatic connections are tight and free of leaks.

Check all electrical connections for proper contact and placement.


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COMPRESSOR UNLOADER PANEL

The MVCC itself is mounted on the compressor unloader panel. The panel is locatedinside the long hood, next to the AC compartment, at the right rear of the locomotive.

Figure 6-3 Compressor unloader panel.

COMPRESSOR SYNCHRONIZATION

GT46MAC locomotives have a computer-controlled circuit for full compressorsynchronization with any other EM2000 equipped locomotives that are train-lined. When main reservoir air pressure is below the low-pressure limit (called PLOAD), the EM2000 sends a signal out CH 14, DIO-3 which causes pick up ofthe compressor synchronization relay, CMPSYN. This provides a “compressorrequest to load” signal (CRL) to the EM2000 (CH 18, DIO-3) as well as trainlinesignal (25T) to activate any trailing unit compressors. In addition, CMPSYNprovides the compressor synchronization relay verification input signal (CH 12,DIO-3). After a programmed period of time, the computer drops the output sig-nal (which is CH 14, DIO-1), dropping out MV-CC. This causes the compressorto load, including when MV-CC fails. Note that when the locomotive is in trail,the input signal CRL is activated via the 25T input and the TLF. This singularinput also tells the EM2000 that it is in trail and should load the compressor, pro-viding that the MRPT setting on that particular trailing locomotive is below thelow pressure limit.

F-CP42612

?


Figure 6-4 Compressor synchronization circuit.

When coupled to locomotives not equipped with synchronization, the CCS(Compressor Control Switch) will automatically start the compressor pumpingwhen low main reservoir pressure is sensed.

F43268


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MAIN RESERVOIRS

To store the compressed air for use by the various systems, the locomotive hastwo main reservoirs (tanks) each with 492 liters (30,000 cubic inches) capacity.The reservoirs, designated number one and number two Main Reservoirs, areinterconnected and furnished with various filtering and drying devices, checkvalves and liquid drains. Main reservoirs are equipped with safety drillings toprevent catastrophic rupture.

Figure 6-5 Main Reservoir System.


COMPRESSED AIR FILTERS AND DRAINS

The compressed air system on the GT46MAC is equipped with various devicesfor the filtration and drying of the air produced by the compressor. These arediscussed in this section.

MAIN RESERVOIR FILTERS

The GT46MAC locomotive can be equipped with either 824 and 814 filters or975 filters. In the case of the India Railways locomotive, the filters are 975 type.There are two identical filters, one for auxiliary air filtration and one for brakesystem filtration. Each filter has a canister type desiccant filter element inside it,which must be changed as per the scheduled maintenance instructions. The fil-ters are also equipped with a bottom mounted drain valve.

Figure 6-6 975 Air Filters

MAIN RESERVOIR FILTER MAINTENANCE

To eliminate contaminants, open the manual drain valves at the bottom of the fil-ter housing each day. Change the main reservoir filter elements every two years.

MAIN RESERVOIR SYSTEM SAFETY VALVE

A safety valve rated at 10.6 kg/cm² (150 psi) connects to piping on the outputside of the Number One Main Reservoir.

(Illustration #6) CP37935


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MAIN RESERVOIR DRAIN BLOWDOWN VALVES

Number one and two reservoirs are equipped with bottom mounted Salem 580Hautomatic drain blowdown valve. These are used to remove condensate from themain reservoirs. The valves are normally air actuated, and operate each time theunloader valves on the compressor cycle. The airline that connects magnet valveMV-CC to the unloaders also branches off to the main reservoir drain valves.When there is air pressure in this line, (when the compressor is unloading), thedrain valves actuate.

Figure 6-7 Automatic Blowdown Valve

The EBT or Electronic Blowdown Timer can also activate the drain valves. Thisis simply another magnet valve piped into the drain valve pneumatic control cir-cuit. The EM2000 computer controls this magnet valve using DIO-3 outputchannel 3 (EBT).

The blowdown valves will either operate automatically or the main reservoirscan be manually drained (using the same valves). To manually drain the mainreservoirs, use the control valve on the end of the blowdown valve. Turning thehandle on the valve clockwise until it stops will close the valve. Turning thevalve counter clockwise until the valve stops will position the valve for auto-matic drain. Midway between these two positions is manually open.

MAIN RESERVOIR DRAIN BLOWDOWN VALVE MAINTENANCE

All valves should be regularly inspected. All main reservoirs should be manu-ally drained on a regular basis and automatic operation confirmed. When work-ing on standard or automatic type valves remember to use a good grade of airbrake grease.

(Illus

WARNINGClose cutoff valve (cock) to isolate a blowdown valve or drain valve beforeattempting any disassembly, service or repair. Failure to cutoff air pressureto valve before starting any repair may result in injury.


1. Close main reservoir drain shut off valve to isolate automatic drainvalve from system.

2. Remove cap, exposing disc and seat area.

3. Remove any foreign material from seat are, and from the inlet andexhaust area of the valve body. Clean the disc, seat area, and capusing a soft cloth and solvent or alcohol.

4. Reinstall the disc with the smooth side out (facing the cap), andreplace the cap hand tight. Turn on the air by opening the manualdrain valve, and note that the valve has resumed normal cycling. Ifthe valve is functioning properly, torque the cap to 122 N.m (90 ft-lbs.).

To recondition a valve, the following procedure should be followed.

1. Remove cap.

2. Remove and discard existing disc.

3. Clean cap and body thoroughly. Steam cleaning or an equivalentmethod can be used.

4. Inspect the body seat area. The seat area must be clean and freefrom any scratches or damage. Wear patterns should be even andpolished. If not, the face can be reconditioned by lapping.

A. Use a flat plate and lapping compound equal to 240 grit boron car-bide (Norbide), or equivalent.

B. When lapping the body seat, use a figure eight motion to maintaina square seta surface. Continue the operation until a 50-micro inchfinish is achieved. Up to 0.010 inch can be removed from the bodyseat without affecting the operation of the valve.

5. Apply a new disc. See service data at the end of the section for thepart number.

6. Reinstall cap. Torque cap to 122 N-m (90 ft-lbs.).

7. Reinstall valve on to locomotive. Charge the locomotive air systemto operating pressure. Check for leaks and proper cycling of thevalve.

NOTEIt is recommended that the automatic drain valve be removed from thelocomotive before reconditioning. Ensure that the main reservoir drainmanual shut off valves and filter cutout valves are closed before removingthe automatic drain valve.


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FINAL AIR FILTERS

The GT46 MAC is equipped with a KNORR/NYAB CCB 1.5 brake system. This sys-tem incorporates final air filters on the PCU (Pneumatic Control Unit). See the CCB 1.5section

FINAL AIR FILTER MAINTENANCE

See the KNORR/NYAB CCB 1.5 system maintenance section.

DRAINING THE COMPRESSED AIR SYSTEM DAILY

GRAHAM WHITE TWIN TOWER AIR DRYER

AIR DRYER CONTROL

The compressed air from the air compressor contains moisture which can be det-rimental to the air system components. India Railway choose to use a combina-tion filter/air dryer to remove the condensate. The dryer has two identical“tower” elements, one which is actually drying the compressed air while theother element is being regenerated. The operation of the dryer is controlled byEM2000 computer. The computer controls the operation, the dryer is operatedby DIO-3 output channel 11 (DCR) to pick up relay DCR, which energizes thedryer. When the DCR is energized, internal timing circuits in the air dryer alter-nate the compressed air from one tower to the other. As the regeneration processconsumes compressed air, DCR is turned off to save compressed air when it isdetermined that no other compressed air is being used by the locomotive.

The DCR relay is energized whenever the air compressor is pumping or whenthe engine speed is greater than 430 rpm. The DCR relay is turned off when thecompressor in not pumping and the engine speed is below 420 rpm.

NOTEThe manual drain valves for the main reservoir filters should be opened at leastonce a day to ensure proper operation.


AIR FILTER DRYER ASSEMBLY

The air filter dryer assembly on the GT46MAC is a Graham White twin tower type. Thedryer cleans and dries air for use by the air brake equipment and auxiliary pneumaticdevices. It connects between number one and number two reservoirs.

Figure 6-8 Location of air dryer.

The air filter assembly includes a precoalescer filter section, twin coalescer-des-sicant towers, an electronic control circuit (including a timer and a relay), vari-ous valves and a pressure sensor.

When the air compressor is pumping and main reservoir pressure is below 7.03kg/cm² (100 psi), the precoalescer and both towers operate. Once main reservoirpressure is above 7.03 kg/cm² (100 psi) and the air compressor is pumping (orthe throttle handle is in position three or higher), the precoalescer and only onetower at a time will function. The other tower will regenerate (dump the col-lected impurities).

At approximately one-minute intervals, the towers will switch functions. Thatis, the tower that was regenerating will filter, and the tower that was filtering willregenerate. Each time the towers switch functions, the precoalescer purgesitself.

CP37934


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Figure 6-9 Air Dryer.

PRECOALESCER SECTION

The precoalescer protects the filter dryer towers against contaminants (primarilyoil) which can cause premature desiccant failure. The precoalescer is a cylindercontaining a changeable borosilicate element. Droplets of contaminant form onthe element as pressurized main reservoir air flows through it. These dropletsdrip down to the precoalescer sump. When the tower filters switch functions, theprecoalescer drain valve is activated, purging the sump.

TWIN TOWERS

Each tower consists of a two piece (upper and lower) cylinder shell, a desiccantcanister, a renewable metallic coalescer element, an air operated desiccant com-pactor, inlet and outlet check valves, outlet solenoid valve, and an air operatedelectrically heated tower sump purge valve.

DEHYDRATION FUNCTION

When the control circuit sets up one of the towers for dehydration, air flows intothe inlet check valve near the top of the tower. From there it flows through aninternal passageway that spirals downwards, circling outside the desiccant canis-ter shell until it reaches the coalescer. This spiraling movement uses centrifugalforce to drive the larger particles out and down along the tower housing, until itreaches the sump.

CP37933


The air flows through the coalescer, where the metallic mesh traps oil and otherliquid contaminants. These contaminants drip from the mesh down to the sump.The air then flows upward, through the desiccant beads, which absorb humidity.The air then exits the tower, exits the dryer assembly, and flows through thesilencer.

REGENERATION FUNCTION

When the dryer control circuit first sets up for regeneration, both the inlet and outletcheck valves are forced closed. Momentarily trapping the air in the tower.Next, the tower sump purge valve opens, and air pressure in the tower forces the col-lected impurities out of the sump. The sudden drop in pressure within the tower causesmoisture to be released to the surface of the desiccant beads.Then, while the tower purge valve is still open, a small flow of dry air from the othertower is ducted to the top of the regenerating tower. The dry air flows down through thedesiccant beads and out of the purge valve, drying off the beads.

HUMIDITY INDICATORS

A humidity indicator monitors the air at each tower outlet check valve. These indicatorsreveal the air humidity level by means of color changes within the indicators. Blue, asseen through the sight glass, indicates dry air. Lavender indicates a deteriorating condi-tion, and yellow/white indicate wet or contaminated air.

AIR FILTER DRYER MAINTENANCE

Monthly:

1. Check condition of humidity indicators.

2. Ensure towers are cycling.

3. Ensure precoalescer drain valve and sump purge valves are func-tioning.

EACH 90 DAYS:

1. Check humidity indicators. Blue indicates proper functioning.White indicates unsatisfactory operation, and requires furtherinspection.

2. Check tower purge valves and precoalescer drain valve:

A. Listen for slight, continuous air exhaust from the purge valve at onedryer tower and no air exhaust from the other dryer tower.

B. Approximately one minute later, you should hear a loud, short airdischarge from the second dryer tower, followed by the sound ofslight, continuous air exhaust from the second dryer tower.


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C. Approximately one-minute later steps A and B should repeat. Purgevalve exhaust reversal once a minute indicates proper filter dryerassembly cycling.

D. Listen to the precoalescer drain valve. It should exhaust each timethat the purge valves reverse exhaust.

If the filter dryer assembly does not cycle properly, if either dryer tower purge valve fails to discharge, or if the precoalescer drain valve fails to discharge:

1. Reaffirm that the main reservoir system air pressure is at least 7.38kg/cm² (105 psi) and that the compressor is pumping. (Filter dryerassembly internal pressure switch closes at 7.03kg/cm² +/- 0.35kg/cm² (100 psi, +/- 5).

2. If neither tower purge valve produces exhaust, connect a jumperacross the pressure switch terminals. If connecting the jumpercauses a short, loud exhaust noise followed by a continuous rela-tively quiet exhaust sound, the pressure switch is defective andshould be replaced.

3. If the air dryer towers do not cycle (reverse functions) while thecompressor is pumping, make sure that air is flowing into the tubingthat connects the solenoid valve, the inlet check valve, and the purgevalve. If air flows into the tubing at one tower and then switches tothe other tower, the timing circuit is operating correctly. If no airflow is present, check the electrical connections to the dryer assem-bly. If the electrical connections are correct, and no air is flowing,replace the dryer assembly circuit board.

4. If actuating air is not present in the tubing between the inlet checkvalve and the purge valve during the regenerate cycle, check thesolenoid valve electrical terminals to see if they are being energized.If the solenoid is energized, but air flow is not present in the tubing,inspect the solenoid valve plunger for proper seating. If the plungerbinds in the coil, renew it.

5. Check the inlet and outlet check valves for proper seating while thetower is in regenerating mode by listening to purge valve exhaust. Ifthe loud discharge of air does not quickly decrease to a slight dis-charge, check for foreign matter lodged under the inlet and/or outletvalve seat. Clean or replace the seat as required.

6. Inspect each tower while it operates in dehydrating mode. Thereshould be no exhaust of air at the purge valve. If air is exhausting atthe purge valve, the purge valve is not seating properly. It must beinspected and repaired with a new seat, seals, and packing cup.

7. Inspect the precoalescer drain valve. It should exhaust each time thedryer towers reverse functions. If the drain valve does not exhaust,inspect the actuating lines from the adjacent towers’ purge valves,and then follow steps 3 and 4 again.


8. Check the timer memory circuit by first unloading the compressorwhile the locomotive is running. (Locomotive should not be MU’edfor this test.) The air dryer should stop regenerating. Load the com-pressor. The same dryer that stopped should begin to regenerate atthe same point in the cycle where it stopped. (In relation to regener-ating time already expended in the cycle.)

ANNUAL MAINTENANCE

Repeat the 90 day maintenance and:

1. Remove and replace the precoalescer borosilicate coalescing ele-ment.

2. Inspect the regenerating orifice and it’s operation. Do this by firstpushing in the orifice plunger. If the plunger will not push in, waitfor the dryer assembly to switch tower functions, and then push inthe plunger. At the next tower function switch, the plunger shouldautomatically return to the extended position. If the plunger doesnot return to the extended position, remove the regenerating orificeand apply maintenance kit.

BIANNUAL MAINTENANCE

Repeat the 90 day maintenance and:

1. Check the humidity indicators. If they are white, inspect the desic-cant beads. If the beads are contaminated with oil and water, changeout the desiccant canisters. Ensure that new desiccant canister sealsand gaskets are used.

2. Remove and replace the precoalescer borosilicate coalescing ele-ment.

TRIANNUAL MAINTENANCE

Completely overhaul the filter dryer assembly, renewing or replacing:

3. All seals, gaskets and seats.4. Desiccant canisters.5. Tower purge valves.6. Precoalescer drain valve.7. Inlet and outlet check valves.8. Solenoid valve.9. Regenerating orifice.10. Desiccant compactor.

After reassembling the filter dryer assembly, perform the 90-day maintenanceprocedure to verify control circuit operation. If a malfunction occurs, replace thecircuit board.


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KNORR/NYAB AIR BRAKE SYSTEM (CCB 1.5)

INTRODUCTION

GT46MAC locomotives are equipped with a KNORR/NYAB CCB (ComputerControlled Braking) 1.5 system. This system is an electro-pneumatic micropro-cessor based system with 30A CDW type desktop controls. An overview of thissystem is provided in the following block diagram.

Figure 6-10 Block Diagram Of GT46MAC CCB 1.5 System.

This system eliminates many of the discrete electrical and pneumatic controlsand connections, thereby simplifying troubleshooting and reducing periodicmaintenance.

AIR BRAKE EQUIPMENT

The CCB 1.5 system on the GT46MAC is mounted on a brake rack. This islocated in the short nose at the front of the locomotive, on the right side.

NOTECCB 1.5 system information is presented here for reference purposesonly. See system specific manual or contact NYAB representative fordetails.

GM# GI42639


Figure 6-11 General Layout, showing location of brake rack.

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This brake rack consists of a VCU (voltage conditioning unit), CRU (computerrelay unit), PCU (pneumatic control unit), regulator, and a KE valve. Inside the cab, mounted on the consoles, are the rest of the components, such asthe BVC (brake valve controller), gauges, and emergency brake handles.

Figure 6-12 Control Stand And Emergency Brake.

All air brake pressures are monitored by console mounted analog gauges, and setup functions are controlled by switches mounted to the right of the brake valvecontroller.

GM# F41967 and CT42492


SYSTEM DESIGNATIONS AND ABBREVIATIONS

AB Automatic BrakeABCB Air Brake Circuit BreakerAD Analog to DigitalAE1 Automatic Emergency Switch 1 (normally closed)AE2 Automatic Emergency Switch 2 (normally open)AP Automatic Variable Handle PotentiometerAR Automatic Release Switch (normally open)AW4 – ER Analog Converter Equalizing ReservoirAW4 – 16 Analog Converter 16 PipeAW4 – 20 Analog Converter 20 Pipe (BCEV)BAN Battery NegativeBAP Battery PositiveBC Brake CylinderBCCO Brake Cylinder Cut-Out Pressure SwitchBCEP Brake Cylinder Equalizing PipeBCEV Brake Cylinder Equalizing ValveBCT Brake Cylinder TransducerBEA Binary Input OutputBO1 Bail Off Switch, AutomaticBO2 Bail Off Switch, IndependentBP Brake PipeBPA Brake Pipe Flow Indicator, Port 2BPCO Brake Pipe Cut-Off ValveBPDE Brake Pipe Dead EngineBPG Brake Pipe Gauge PortBPPS Brake Pipe Pressure SwitchBPT Brake Pipe TransducerBVJ1 Brake Valve External Connector 1BVJ2 Brake Valve External Connector 2C1 ChokeC2 ChokeCCB Computer Controlled BrakeCOC Cut-Out CockCOMM CommunicationsCONT ControllerCOR Cut-Out RelayCP Central ProcessorCRU Computer Relay UnitDB1 Magnet Valve Driver BoardDC Direct CurrentDCV Double Check ValveDI Diagnostic Printed Circuit BoardELV Emergency Limiting ValveEMER EmergencyEPA1 Automatic Application (Equalizing Reservoir) Control Printed Ciruit

BoardEPA2 Control Pipe (Brake Cylinder) Control Printed Circuit BoardEPA3 Direct Brake Control Printed Circuit BoardER Equalizing ReservoirERG Equalizing Reservoir Gauge Port


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ERT Equalizing Reservoir TransducerES Emergency SandEX ExhaustEXH Exhaust Magnet ValveFIG FigureFLT Flow TransducerFOJ1 Automatic Fiber Optic External ConnectorFOJ2 Independent Fiber Optic External ConnectorFOP Fiber OpticFOR Fiber Optic ReceiverFS Full ServiceFt-lbs. Foot PoundsFVG Flow Indicator, Port 1IB Independent BrakeIBS Independent Brake SwitchID Inner Diameter IM Independent Maximum Applied Switch (normally open)I/O Input/OutputIPS Iron Pipe SizeIP Independent Variable Handle PotentiometerIR Independent Release Switch (normally open)J1 to J11 Printed Circuit Board ConnectorsK1ES Emergency Sand RelayK2IBS Extended Dynamic Range Cut-Out RelayK3BCPS Dynamic Brake Cut-Out Relay (spare)K4RLIS Rail Lubrication RelayK5COR PCR Cut-Out RelayK6SPOT Spotter RelayK7BOBU Bail Off Back Up RelayK12VA Brake Failure Alarm RelayKE Distributor ValveKN Kilo NewtonsL LiterLbs. Poundsmm. MillimeterMIN MinimumMR Main ReservoirMRDE Main Reservoir Dead EngineMREP Main Reservoir Equalizing PipeMRET Main Reservoir Equalizing Pipe Cut-Off TransducerMVBP By-Pass Magnet ValveMVEM Magnet Valve Emergency MVER Equalizing Reservoir Default Magnet ValveMVEREX Equalizing Reservoir Default Magnet Valve ExhaustMVLT Lead-Trail Magnet ValveMV16T 16 Pipe Default Magnet ValveMV20E Independent Application & Release Exhaust Magnet ValveMV20S Independent Application & Release Supply Magnet ValveMV20M Independent Application & Release Maintaining Magnet Valve20T Direct Application Pipe TransducerMV53 Brake Pipe Cut-Off Magnet ValveN NewtonsNm. Newtons Meters


OD Outside DiameterPARA ParagraphPCB Printed Circuit BoardPCU Pneumatic Control UnitPg. PagePsig Pounds Per Square Inch GaugePVBIT Pneumatic Break In Two ValvePVBC Pneumatic Valve Brake CylinderPVBP By-Pass Pneumatic ValvePVEM Emergency Pilot Air ValvePVERI Equalizing Reservoir Pneumatic InterlockPVLT Lead-Trail Pneumatic ValveQty QuantityR1 ResistorR2 ResistorREL ReleaseRES ReservoirSC1 Signal Conditioning Printed Circuit BoardSC2 Signal Conditioning Printed Circuit BoardSS9A Digital Input/Output Printed Circuit BoardSS9B Digital Input/Output Printed Circuit boardSUP Supply Magnet ValveSVJ Computer Power SupplySV2 Computer Power SupplyTJB Transducer Jumper BoardTPBC Brake Cylinder Test PortTPBP Brake Pipe Test PortTPER Equalizing Reservoir Test PortTPMR Main Reservoir Test PortTP16 16 Pipe Circuit Test PortTP20 20 Pipe Circuit Test PortV VoltsVA Air Brake Alarm (Visual Alarm)VCU Voltage Conditioning UnitVDC Volts Direct CurrentVOL Volume16 RES 16 Reservoir16E 16 Circuit Exhaust Magnet Valve16S 16 Circuit Supply Magnet Valve16T 16 Circuit Transducer20CP 20 Circuit Control Portion20F 20 Circuit Trainline Filter20R 20 Circuit Relay Valve20T 20 Circuit Transducer


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BRAKE VALVE CONTROLLER

The automatic and independent (direct) brake system controllers, located to theright on the desktop of the consoles, are combined into a single unit called theBrake Valve Controller (BVC). Each handle is attached to a variable potentiom-eter that provides input signals to the CP (Central Processor) in the CCB com-puter. The handles are operated front to back so that the brakes are releasedwhen the handle is closest to the operator. The operating positions of the han-dles are detented for positive location.

Figure 6-13 Illustration Of BVC

AUTOMATIC BRAKE HANDLE

The automatic brake handle controls the application and release of both the loco-motive and train brakes. The brake valve functions as a pressure maintainingtype, which will hold brake pipe reductions constant against normal brake pipeleakage. The brake handle operates through the following detented control posi-tions and zones.

1. Release Position-used for fast recharge/overcharge-5.7kg/cm² (80psi) maximum, plus 0.5 kg/cm² (7.1 psi) for overcharge

2. Run Position-normal BP release position, ER and BP at 5.2 kg/cm²(74 psi)

3. Minimum Reduction Position- minimum train brake, ER/BP reduceto 4.7 kg/cm² (67 psi)

4. Service Zone-from Minimum Reduction to Full Service

5. Full Service-maximum train brake, ER/BP reduce to 3.4 kg/cm² (48psi)

6. Emergency Position-ER reduces to 0 kg/cm², BP reduces to lessthan 1 kg/cm² (14 psi)

CT42495


INDEPENDENT (DIRECT) BRAKE HANDLE

The independent or direct brake is directly to the right of the automatic brakehandle on the BVC. This handle provides independent control of the locomotivebrakes irrespective of train braking effort. The brake function is self-lapping andwill hold the brakes applied. The brake handle operates through four positionsor zones. There is an additional bail off or actuate function provided by lifting aring mounted below the handle knob. The four positions or zones are as follows:

1. Release Position- 0kg/cm²

2. Application Zone-Release position to Full Application position

3. Full Application Position-5.2 kg/cm² (74 psi). Note that BCEP pres-sure is 3.7 kg/cm² (53 psi).

4. Bail Or Actuate Position-vents any train brake application onMU’ed locomotives.

DEAD ENGINE CUT-OUT COCK

A dead engine cut-out cock, located at the lower left corner of the PneumaticControl Unit (PCU), is used to limit braking effort on a locomotive being hauleddead in a train. When the cutout cock is set for a dead locomotive, the pressureregulator will charge the main reservoir at 1.76 kg/cm² (25 psi). This will limitbrake cylinder pressure to 1.76 kg/cm² (25 psi) as well. Note that both BCEPand MREP cut-off end cocks must be opened. Brake Pipe hoses must be con-nected and BP end cocks opened, and Brake Cylinder cocks must be open aswell. Air Brake Circuit Breaker (ABCB) must be opened.

AIR BRAKE SET UP

The micro air brake circuit breaker is wired to the load side of the locomotivebattery switch, consequently the air brake system is not powered even with thebattery knife switch open.

The CCB system performs the same functions as a 26L-type brake system, butuses front-end electrical and electronic control instead of pneumatics.

CCB is equipped with a pneumatic back-up system that operates in parallel withthe computer control and is always active. Upon power up, the CCB system willnot allow the operator to take control until certain brake system conditions aremet. Until that time the system is strictly under pneumatic (back-up) control.

NOTEA companion’s emergency brake valve is provided at the lower left of eachconsole.


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POWER-UP PENALTY

Whenever the ABCB is first closed, the CCB system applies a penalty brakeapplication. Brake Cylinder (BC) and Brake Cylinder Equalizing Pipe (BCEP)will be pressurized to 3.57 kg/cm² (50 psi). To recover the power up penalty, theautomatic brake handle should be moved to the Full Service (FS) position. Thehandle must remain in this position for ten seconds (in addition to the initialthirty seconds of the penalty) to reset the system. When Brake Pipe (BP) pres-sure increases to 2.9 kg/cm² (41 psi), move the automatic brake handle to theRun position. This will fully recharge the BP system.

The computer will not take control of the system until Brake Cylinder (BC) pres-sure falls to zero. This ensures that a complete penalty brake application occurs.

MULTIPLE UNIT OPERATION

Setting up the locomotive for LEAD/CUT-IN, LEAD/CUT-OUT, and TRAIL, isaccomplished through the three-position switch mounted on the lower right ofthe console.

SET UP FOR INITIAL LEAD/CUT-IN OPERATION

1. Place the automatic brake handle in Full Service (FS) position.

2. Place the independent (direct) brake handle in the Full position.

3. Close the Battery Knife switch. Ensure all breakers for normal loco-motive operations are closed (computer breaker last).

4. Close the Air Brake Circuit Breaker (ABCB). The current air brakepressures and brake system status will be shown on the consolegauges. Set-up air brake system for lead cut-in, using the Lead/Trailset-up switch.


Air Brake Set-up Table

In absence of specific railroad instructions, the following table may be used forthe most commonly encountered brake equipment operation.

Figure 6-14 Brake Equipment Set-up Table.

SERVICE AUTOMATIC BRAKE

HANDLE

INDEPENDENT BRAKE

HANDLE

CUT IN/CUTOUT

DEADENGINECUTOUT

COCK

LEAD OR

TRAIL

SINGLE LOCOMOTIVE

Leading Release Release Cut In Out Lead

ShippingDead in Train

Handle OffPosition

Release Cut Out In Lead (Open all IND and ACT end

connectionCOC’s.)

LOCOMOTIVE IN MULTIPLE UNIT CONSIST

Leading Release Release Cut In Out Lead

Trailing Handle OffPosition

Release Cut Out Out Trail

Shipping Dead in Consist w/ MU

Hoses Con-nected & End Connection Cocks Open

Handle OffPosition

Release Cut Out Out Trail

Shipping Dead in Consist w/Mu

Hoses Not Con-nected

Handle Off Position

Release Cut Out In Lead(Open all IND and ACT end connec-

tions COCs.)


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POWER LOSS/PNEUMATIC BACK-UP

As a loss of power to the CCB system could occur, there is a pneumatic back-upsystem. The following conditions will occur: power loss, air brake fail alarm onthe affected unit, along with a trainlined alarm.

1. AIR BRAKE FAIL alarm, on the affected unit, along with a train-lined alarm.

2. Immediate power and dynamic brake knockdown.

3. Equalizing Reservoir reduces to zero at a service rate.

4. Brake Pipe is vented to 0.7 kg/cm² (10 psi) at a service rate.

5. Brake Cylinder pressure developed by back-up system to 3.8 kg/cm²(54 psi).

6. Trailing units will receive pressure equal to BC via the Brake Cylin-der Equalizing Pipe.

Note that if power cannot be restored to the brake system, the unit must be usedas Trail or Dead.

After power is restored, there will be another Power-up Penalty, which will haveto be recovered as above (see Power-Up Penalty).

E.S.D PRECAUTIONS

The CRU box protects the internal components against damage from ElectroStatic Discharge (ESD) damage in normal operation. During normal mainte-nance procedures and inspections, no special ESD precautions are necessary,provided that the covers of the system enclosure box remain closed.

If welding or performing high potential testing on the locomotive, special pre-cautions must be taken. See the section on “Protecting Sensitive EquipmentWhen Welding Or High Potential Testing”.

If it becomes necessary to open the cover of the CRU, or to remove any electri-cal portion of the system, use a wrist strap as described under “How To UseElectrostatic Discharge Systems”. All power must be shut off when working onany electrical air brake systems, and care should be taken not to physically dam-age any components or the housing itself.


CCB FINAL FILTER MAINTENANCE

The CCB system is equipped with two different types of air filters. These aremounted on the Pneumatic Control Unit (PCU), and consist of one MR filter(mounted on the rear of the PCU) and three identical filters for BCEP, MREP,and BP (mounted on the front of the PCU).

All main reservoir air for the PCU flows through the MR filter. The filter is acanister type with an internal element, which must be replaced as per the sched-uled maintenance requirements.

To remove the MR filter from the PCU manifold and change the filter element:

1. Remove the two hex head screws, lock washers and flat washersholding the assembly to the PCU manifold.

2. Remove the filter assembly from the PCU manifold.

3. Remove and discard the two “O”ring gaskets from the filter assem-bly.

4. Secure the filter head in a vise and use an oil filter wrench or similartool to unscrew the housing from the head.

5. Unscrew the locknut from the rod and remove the retainer.

6. Remove and discard the filter element from the filter assembly.

7. Install new filter element into filter assembly

8. Reverse process.

9. Replace all “O”rings with new, remembering to lubricate lightlybefore reinstallation.

10. Torque mounting hex head screws to 40.7 Nm. +/- 4.07 Nm. (30 +/-3 ft.lbs.) – dry torque.

Note that the automatic drain valve inside the filter assembly should not beremoved unless it is defective.

The other types of filters on the PCU are LF-19-T filters. There are three ofthem, all of which are identical. The LF-19-T filters are designed to be removed,disassembled, cleaned, and reapplied during maintenance.

To remove LF-19T filters from PCU manifold and disassemble:

1. Remove the two mounting hex nuts.

2. Remove filter from manifold.

3. Remove and discard the two “O”rings from filter assembly.

4. Remove retaining ring and cover from filter housing.

5. Remove and discard “O”ring from housing.


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6. Remove the spring, support ring, and filter from housing.

7. Wash all parts in suitable solvent. (i.e. mineral spirits)

8. Blow dry parts with clean, dry, compressed air.

9. Replace any components that are worn or damaged.

10. Lubricate all “O”rings with number two silicone grease beforeassembly

11. Insert cleaned filter, support ring, and new spring into housing.

12. Insert new, lubricated cover “O”ring into housing.

13. Insert cover and retaining ring into housing.

14. Install new housing “O”rings before remounting filter assembly toPCU manifold.

15. Reinstall hex nuts and torque to 16.3 Nm. +/- 1.4 Nm. (12 +/- 1ft.lbs.) - dry torque.

92 DAY MAINTENANCE

Inspect air brake system equipment and perform functional brake test. Drainmoisture from all reservoirs. Replace any damaged components.

ANNUAL MAINTENANCE

Perform 92 day maintenance and; clean and replace all CCB air filters as per pre-vious instructions.

5 YEAR MAINTENANCE

Overhaul brake controller (pneumatic portion only) as per NYAB instructions.Overhaul PCU as per NYAB instructions.


SANDING SYSTEM

Sanding on the locomotive is controlled in two ways. Either manually by theoperator, or automatically by the control system. Technically, however, bothmethods are actually controlled by the EM2000 computer. When activated bymanual switches, a sanding request signal is sent to the computer, which theninitiates the sanding process. In automatic mode, the request comes from thetraction or braking systems. The sanding process itself, remains the same foreither option. The exception to this is when an emergency braking sequence isinitiated. Under those circumstances sanding is initiated by the brake system,but the control signals still work through the EM2000.

Figure 6-15 Sand Magnet Valves.

Gravity feeds sand from the sand reservoirs to the sand traps. Energizing a sand-ing magnet valve causes it to open, sending compressed air through a pair ofsand traps. Air flowing through a sand trap picks up sand as it passes through.The air/sand mixture exits the trap through the attached sand hose, and blowsdown onto the rail.

Figure 6-16 Sand Traps.

GM# CP39988

GM # F31173


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Manual Sanding is cutout when the locomotive is operating in power/wheelcreep mode, and moving at speeds above 19.4 km/h (12 mph). If a wheel creepequipped locomotive is MU’ed in consist with an older EMD locomotive, atrainlined signal will initiate sand on the older units.

MANUAL SANDING

The locomotive operator initiates sanding by operating one of the non-latchingsanding switches mounted on the consoles. This will apply sand to the leadingaxle (wheelset) on each truck depending on locomotive direction.

Figure 6-17 Manual Sanding Switch.

When the sand switch is closed, a signal is sent to the DIO module on the com-puter. The computer responds by energizing the correct magnet valves and turn-ing on the sand indicator light on the consoles. As well, the computer willenergize the 23T trainline to cause sanding on any trailing units.

Note that while manual sanding is available in dynamic braking at all speeds,when motoring at speeds above 19.4 km/h (12 mph) or in Super series modemanual sanding is cutout on this locomotive.

AUTOMATIC SANDING

The locomotive computer initiates automatic sanding when it detects that sand isrequired to maintain or increase wheel to rail adhesion. Such automatic sandingmay occur when in controlled wheel creep operation. The computer also usesautomatic sanding to correct undesirable wheel slip during initial start up from astandstill, and if wheel slip occurs when Super Series is disabled. In addition,the computer will use automatic sanding to correct wheel slide when in dynamicbraking. As when the manual SAND switch is operated, the computer automati-cally energizes the sanding magnet valves appropriate to the direction of loco-motive travel. Automatic sanding is inoperative if the generator field contactorGFC is de-energized.

GM # F41970

ManualSanding Switch


EMERGENCY SANDING

Emergency brake applications and brake pipe breaks (break in two) will causebrake pipe pressure to drop quickly. The air brake system’s computer monitorsthis time frame/pressure drop. The CP (Central Processor) in the CCB (Com-puter Controlled Braking) system will command a relay to energize, and this sig-nal will energize the ESS (Emergency Sanding Switch). At the same time, asignal will be forwarded to the EM2000 locomotive computer, which will theninitiate the sanding process. In the case of emergency sanding the computer willalso control the time duration of sanding (60 seconds).

For more detailed information of the interaction of the CCB system and emer-gency sanding, see the CCB section.

SANDING SYSTEM MAINTENANCE

EMD recommends checking the manual sanding system before each trip. Withthe locomotive set-up for power operation, and the diesel engine idling, proceedas follows:

1. Set the reverser handle in FORWARD or REVERSE.

2. Operate the SAND switch. Unit should sand the rails in front (orbehind) of each truck, as determined by the reverser setting. Sandlight should illuminate at operator’s console.

3. Release the SAND switch. Sanding should cease.

4. Move the reverser to the opposite setting. Sanding should switch toopposite end of locomotive. Sand light should illuminate at opera-tor’s console.

MAGNET VALVE MAINTENANCE

There are two sanding magnet valves at each end of the locomotive. Of the twomagnet valves on one end of the unit, one controls forward direction sanding andone controls reverse direction sanding. Each magnet valve controls two sandtraps at one end of the truck, one on each side.


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Figure 6-18 Sand Magnet Valves.

If faulty magnet valve operation is suspected, make sure all electrical connec-tions are tight. Ensure air line are not leaking. Each valve is equipped withcleanout jets. To operate the jets, push in the plungers located on each side ofthe valve. The plungers reset automatically at the beginning of the sandingcycle. If further service is required, remove the valve and replace with a quali-fied rebuilt or new valve.

SAND TRAP MAINTENANCE

Eight sand traps are on the locomotive. A pair of sand traps is provided for eachside of each truck. One trap in each pair sands at the leading end of the truck andone at the trailing end.

Figure 6-19 Sand Trap.

Gravity feeds sand from the sandbox to the sand shutoff at the top of the sandtrap. Unless the sand shutoff is closed, sand fills the cavity in the trap and spillsinto the horizontal passage in the sand delivery flange.

GM # 13573


.

Figure 6-20 Sand Trap Details.

The setting of the sand control paddle controls the rate at which the sand spillsinto the passage. If sand is not removed from the horizontal passage, it stopsflowing there.

Pressurized actuating air from the sanding magnet valve enters the trap andblows through the horizontal passage where it mixes with the sand. The air/sandmixture exits the trap assembly and flows down to the rail through the trap outletpipe, the sander hose, and the sander nozzle. Sand exiting the trap is replaced bysand flowing into the top of the trap.

A sand shutoff is provided for cutting out a particular sand line, or to enablemaintenance work on a sand trap. Setting the shutoff lever OPEN opens theshutoff, admitting sand into the trap. The shutoff lever CLOSED position isapproximately 45° counter clockwise from the vertical. Raised letters on thebody casting of the trap assembly indicates both settings. Setting the shutofflever in the CLOSED position closes the shutoff, blocking sand entry into thesand trap, but not preventing sand already in the trap from blowing out.

Condensation may cause moisture in the trap. To clean out the trap, remove thepipe plug in the bottom of the trap casting, using the provided handle. For morethorough cleaning, also remove the outlet flange and pipe. After cleaning rein-stall the pipe plug and outlet flange. The trap sand delivery is set at 425 to 567grams (15 to 20 oz.) per minute at the factory.

GM # CP 35663 and 13988

CAUTIONBefore performing any work on a sand trap, set the shutoff lever to theCLOSED position.


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MISCELLANEOUS COMPRESSED AIR EQUIPMENT

THE RAIL LUBE SYSTEM

The GT46 MAC locomotive is equipped with a TSM rail lube system. The con-trol of this system is the EM2000 computer. There is a magnet valve mountedon the unloader panel for compressed air supply for the rail lube system.

For more information see the Rail Lube System section.

WINDSHIELD WIPER ASSEMBLIES

Wiper assemblies are provided for each windshield in front and behind the oper-ator’s consoles. Each windshield wiper assembly is driven by an air operatedmotor and controlled by individual hand operated air valve.

The air motor assemblies consist of four moving parts, including a rack and pin-ion power train and simple internal valving with reversal provided by pneumaticmechanical action. Valve parts are of a material that is very durable and resiststhe effects of contamination. Therefore, very little maintenance is required.

If a windshield wiper motor is not operating correctly, make sure that the airconnections to the motor are tight and that they do not leak. If necessary,remove the air connections to inspect for signs of foreign particles that may havesettled on air motor valve seats. If such is not the case, disassemble the motorfurther to check for broken or jammed components, or plugged air ports.

Check the air motor internal air flow by removing the air connections and valvechamber, then blowing out the ports. Also, blow into the exhaust port to ensureit is not plugged. If the motor still doesn’t work properly, replace it with a newor qualified motor.

To remove the wiper connecting arm from the air motor shaft, remove the acornnut from the end of the shaft and pull the connecting arm off the splined shaft.When reassembling the connecting arm to the shaft, be careful not to overtighten the acorn nut.

The wiper assemblies are designed to operate at a maximum speed of 60 to 80cycles (120 to 160 strokes) per minute.


AIR HORN

The locomotive operator, through a switch-activated circuit that energizes theMV-AH magnet valve controls the air horn. There are two controls for the airhorn on the GT46MAC locomotive, one on each operator’s console.

To inspect and clean an air horn diaphragm, remove the back cover bolts, theback cover, the diaphragm ring screws, the diaphragm ring, and finally, the dia-phragm itself. Whenever removing an air horn back cover, blow out the air linesand clean out the orifice dowel pin. This can be done by fully opening the airhorn valve while the air line to the valve is at full operating pressure (with the airhorn back cover removed).

MAGNET VALVE RADAR BLOWDOWN

To assist in keeping the locomotive radar transceiver clean during less than opti-mum conditions, the radar wipe system automatically and periodically blasts thetransceiver faceplate with compressed air.

Figure 6-21 Radar Head Transceiver

The system consists of an air supply line from the main reservoir, radar blow-down magnet valve (MV-RB), and a pipe assembly that aims the air blast at theradar face plate. The computer sends an output signal (RADBLW, on DIO-3output channel 18) to the MV-RB, energizing the magnet valve which allowscompressed air to pass through to the pipe assembly. Compressed air will blowon the faceplate for 2.6 seconds out of every 25 seconds, providing all of the fol-lowing conditions are met:

a. Diesel engine is runningb. The reverser handle is not in neutralc. The LOCAL CONTROL circuit breaker is closedd. The locomotive computer is powered up, battery knife switch is

closed, and COMPUTER CONTROL breaker is closed.

GM # CP38171


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MAGNET VALVE TRACTION MOTOR BLOWER

On the GT46MAC locomotive, the traction motor blower is equipped with anair-actuated cylinder. This cylinder controls (through a linkage) a circular inletvane assembly. The inlet Guide vane is spring loaded to the full open position.MVTS needs to be energized to partially close the shutters. Even if EM2000controls MVTS through DIO-3 output channel 6 (TMSHR), the request for shut-ter operation comes from the Traction Control Computers TCCs which monitorstraction motor temperature. When hottest traction motor temperature is less than139°C, shutters are partially closed. When hottest traction motor temperature isgreater than 149°C, the shutters are fully open. Restricting unnecessary coolingair reduces the mechanical load on the traction motor blower, thus improvingfuel economy and increasing traction motor blower life.

Figure 6-22 Traction Motor Blower.

GM # CA30825


See “Forced Air Systems” for more information.

To check linkage adjustment, all the following conditions must apply:

1. There is a 1/32” gap between the restrained vane and the full openstop block. (See TM Blower illustration, part A.) Measure this atthe closest point between the block and the vane.

2. A threaded rod length of at least 3/8 “ must be screwed into the balljoint barrel. Check this by measuring the length of exposed threadson the rod. There should be no more than 5/8” of thread exposedbelow the jam nut. (See TM Blower illustration, part B.)

3. The ball joint bolts at the ends of the rod should be wrench tight intothe air cylinder plunger and actuator arm nut.

4. The jam nut should be wrench tight against the barrel.

5. The restrained vane does not hit the half-flow stop block duringoperation.

To adjust the linkage:

1. Tighten the ball joint bolts into the actuating arm nut and air cylin-der plunger (hold the plunger fixed).

2. Back off the jam nut on the rod, and turn the rod to get the vanesaway from the full open stop block.

3. By using a feeler gauge in your left hand and turning the rod withyour right hand, adjust the gap so that there is 1/32” clearance at thetightest spot. (See part A of TM Blower illustration.)

4. With the feeler gauge still in place, use a wrench to tighten the jamnut against the barrel. Do not allow the rod to move when tighten-ing the nut because the vane will move closer to the block.

5. Now check for proper thread engagement. There should not bemore than 5/8” thread showing. If there is less than 5/8” tread show-ing, proceed to step 9. If there is more than 5/8” thread showing,proceed to step 6.

6. While holding the plunger fixed, remove the ball joint from the cyl-inder plunger.

7. Add another nut to that ball joint bolt, and tighten it up against thecollar.

8. Replace the bolt and nut in the plunger, tighten, then repeat steps 2through 4.

9. Recheck gap with feeler gauge.


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Figure 6-23 Piping Schematic.

Insert CP42608 11 x 17


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SERVICE DATA – COMPRESSED AIR SYSTEM


PART NO.AIR COMPRESSOR: .....................................................................WLNA9BB

Air Filter Element .................................................................................... PamicOil Filter Element ................................................................................ 9311037

MAIN RESERVOIR FILTER.............................................................. 9559346Filter Element .................................................................................... 40028168Seal, Sump Bowl................................................................................ 10530737

AIR FILTER DRYER (Twin Tower) ................................................. 10629715Desicant Recharge Kit ....................................................................... 10520364Self Actuating Drain Valve ................................................................ 10569213Drain Valve Repair Kit ...................................................................... 10565990Coalescar Element Kit ....................................................................... 10565991Inlet Check Valve Repair Kit ............................................................. 10520365

SPECIFICATIONS

AIR COMPRESSOR LUBE OIL

Pour Point (ASTM D97 Degrees Minimum) - -18°C (0°F)

Rust Distilled Water (ASTM D665) – No Rust

DEAD ENGINE PRESSURE REGULATOR

Set @ - 172 +/- 10 kPa (25 +/- 1.5 psi)

NOTECompressor lube oil must be SAE 30 weight turbine type oil containinganti-rust, anti-oxidation, and anti-foam inhibitors and should possess thefollowing properties:

Viscosity-Saybolt Universal (ASTM D88 or D2161)@ 38°C (100°F) seconds – 130 to 180@ 99°C (210°F) seconds – 42 to 45


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SECTION 7. HTSC BOGIE

INTRODUCTION

The GT46MAC locomotive is equipped with an HTSC (High Tensile Steel Cast)truck or bogie. This truck/bogie assembly supports the weight of the locomotiveand provides the means for transmission of power to the rails.

Unlike conventional rigid trucks/bogies, in which axles are held in parallel witheach other, the HTSC truck/bogie is designed as a powered "bolsterless" unit.Although the bogie or truck frame itself is rigid, the design allows the end axlesto move or "yaw" within the frame. This movement will allow the wheels toposition themselves tangent to the rails on curves for reduced wheel and railwear. Traction loads are transmitted from the truck or bogie to the locomotiveunderframe through the carbody pivot pin assembly.

The truck/bogie is designed for extended maintenance intervals with lateralthrust pads and plates at the journal bearings and brake rigging being the onlyfriction wearing components on the truck/bogie requiring periodic replacement.

At truck/bogie overhaul suspension shock absorbers are replaced and linkagebushings are inspected for reuse or replacement.

The trucks/bogies are equipped with three AC power traction motors. Thetraditional rubber suspension spring "nose packs" on the motors are replacedwith nose link assemblies (dogbones) that increase ease of disassembly andlowering of traction motor/wheel sets for maintenance.

HTSC BOGIE 7-1

Figure 7-1 HTSC Truck/Bogie.

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These three traction motors in each truck/bogie convert the electrical energy intolocomotive tractive effort. The motors are geared to the driving axles, which inturn apply rotational force to the rail through the wheels. The driving force istransmitted to the bogie frame through tractive rods attached to the journalbearing adapter and the frame. From the truck/bogie frame the driving force istransmitted to the locomotive carbody through the carbody pivot pin.

The unsprung weight of the locomotive carbody is transferred directly to thetruck/bogie frame through four rubber "compression" spring assemblies. Thesefour spring assemblies are located at corner positions formed on the truck/bogiewhere the side beams and cross beams intersect, thus providing the yaw stiffnessfor tracking stability. These relatively stiff secondary spring suspension limitsweight transfer between axles during adhesion as all traction motor nosepositions are on the same side of each axle within the truck/bogie frame. (All thetraction motors are arranged within a truck/bogie in one direction, providinggood motor accessibility and adhesion characteristics.) The soft primarysuspension, made up of twelve single coil journal springs (two at each journal),is designed to provide ride quality and equalization of wheelset loads foroperation over track irregularities.

Shock absorbers are used between the truck/bogie frame and locomotiveunderframe to damp the lateral movements of the bogie for stability at higherroad speeds.

The truck/bogie frame is equipped with lateral stops at the center axle position tolimit the lateral movement between it and the locomotive underframe. Verticalstop clearance is established between the truck/bogie frame and the underframeat 15.9 +/- mm (0.62" +/- 0.12") using shims under the four rubber compressionsprings and at locations inward of the lateral stops at the center axle position.All shims are tack welded in place. There are also "safety" links installed bythese lateral stop locations on each side of the center axle between thetruck/bogie frame and the locomotive underframe.

HTSC BOGIE 7-3

Figure 7-2 Lateral Shock Absorbers And Safety Links.

F43281


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These safety links serve to prevent separation of the truck/bogie assembly fromthe locomotive in case of derailment and to provide a means of lifting thetruck/bogie assembly along with the carbody.

The journal bearing adapters transmit the vertical load from the springs to theaxles. Rubber deflection pads on the adapters and nylon wear plates on theframe control the lateral thrust loads of the axles within the truck/bogie frame.These pads and wear plates are renewable and provide the means by which thelateral clearances can be maintained within limits.

These limits are 15.9 mm (0.62") for the center axles and 10.4 mm (0.37") forthe end axles.

Air brake cylinders and brake rigging mounted on the truck/bogie are used toapply retarding forces to the wheels to slow and stop the locomotive. A singleshoe system is used which provides a single composition type brake shoe at eachwheel.

Figure 7-3 Brake Cylinder Mounting.

F43280

HTSC BOGIE 7-5

Figure 7-4 Brake Rigging.

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ROUTINE MAINTENANCE AND INSPECTION

The following paragraphs contain information necessary for performing routinetruck/bogie maintenance adjustments, and inspection while the locomotive istrucked/bogied.

LUBRICATION

Periodic lubrication of the truck/bogie is not required. However, depending onthe type of traction motor gear and axle assemblies used, the followinglubrication schedule can be followed;

ROLLER SUPPORT BEARINGS (BTR), GREASE LUBRICATED:

375,000km (250,00 miles) or at wheel change, whichever comes first.

OIL LUBRICATED GEARCASE:

46 days or as required by locomotive service demands. In addition, the brakeslack adjusters should be checked at every inspection, and if found to be dryand/or dirty should be cleaned and lubricated.

Figure 7-5 Carbody pivot pin Nylon bushing halves.

The carbody pivot pin assembly is another item that requires regular inspection.The pivot pin assembly is lined with two Nylon bushing halves. The pivot pin isto be sprayed with a bonded type spray lubricant any time the truck/bogie isoverhauled or the locomotive carbody is lifted from the truck/bogie. Noadditional oil, lubricant, or grease is required during normal operational service.

fTR43220

HTSC BOGIE 7-7

Figure 7-6 Carbody pivot pin, safety links, compression springs, andsecondary yaw dampers.

Note that special care should be taken with the rubber deflection pads on thejournal adapters, the Nylon wear plates on the truck/bogie frame and the brakelevers, and the rubber compression spring assemblies in order to keep them asfree from oil or grease contamination as possible.

TRUCK/BOGIE CLEANING

Truck/bogie assemblies should be cleaned periodically to eliminate anyaccumulations of oil, sand, dust, dirt, etc. Any buildup of these contaminantswill increase wear as well as detract from the appearance of the assembly.

There are two methods of cleaning are suggested. The first method is used whenthe truck/bogie assemblies are still in position under the locomotive. The secondmethod is used when facilities are available for removing the truck/bogie fromthe locomotive and it is disassembled.

UNDER LOCOMOTIVE:

When using this method, run the engine to supply pressurized air to the tractionmotors. Air discharged from the traction motors will help to prevent oversprayfrom entering and contaminating the motors.

Using water and an alkaline solution cleaner, spray the truck/bogie. Be carefulto direct the spray away from the traction motor openings to avoid wetting them.

FTR42793


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Let the cleaning solution remain on the truck/bogie for 10 to 15 minutes. Then,using steam and the alkaline solution in a mixing gun, thoroughly spay thetruck/bogie assembly. Again, be careful of the traction motor openings. Rinsethe truck/bogie with hot water as required.

TANK IMMERSION:

When the truck/bogie assembly is removed from the locomotive, the tractionmotors (including wheels, gears and axles), journal bearing adapters, rubbercompression springs, shock absorbers (all types), brake cylinders, and all theNylon or rubber deflection, snubbing, wear plates, bushings, or pads should beremoved before immersion. Again the preferred cleaning agent is an alkalinesolution.

Once all damageable components are removed, the truck/bogie assembly may beimmersed in the cleaning solution. Allow sufficient time for removal of allforeign material and then remove the assembly and rinse with hot water. Brakeslack adjuster rods and tubes as well as brake lever connection joints should beimmediately lubricated to prevent seizing.

TRUCK/BOGIE FRAME

The truck/bogie frame is a one-piece high tensile steel casting (Hence theacronym, HTSC). It has been designed to hold all the major components of thetruck/bogie assembly. During inspection; check for loose or broken equipmentand integrity of components. Inspect all truck/bogie frame members for cracks orbreaks. Check all worn areas. Worn spots can be repaired by building up theeffected area with weld and then grinding the area back to its original form.

VERTICAL STOP CLEARANCE

The vertical stop surfaces on the side of the truck/bogie frame are designed tomate with similar surfaces (vertical stops or shims) on the tack welded beneaththe carbody underframe.

Clearance is provided between the bogie vertical stops and the carbodyunderframe vertical stops (shims0 during normal operation. These stops aredesigned to prevent the excessive tilting or leaning of the locomotive. Thesestops are not designed to carry a continuous load. The vertical stop clearancesare (on a new assembly); 16 mm +/- 3.2 mm (0.62" +/- 0.12").

HTSC BOGIE 7-9

Figure 7-7 Vertical Stop Clearances.

CARBODY PIVOT ASSEMBLY

Vertical stop wear that is close to the limit can be an indication of wear at thecarbody pivot assembly Nylon wear ring and pin bushing halves. This can alsoindicate relaxation of the rubber compression spring assemblies. The conditionof the wear ring and pin bushing halves should be checked whenever accessibleand replaced if worn excessively or damaged.

F43269


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Figure 7-8 Carbody pivot pin and bushings.

JOURNAL BEARINGS

The GT46MAC locomotive is equipped with cartridge type grease lubricatedjournal bearings. These cartridge type bearings are self-contained, pre-assembled, pre-adjusted, pre-lubricated, and completely sealed. The bearingsare applied and/or removed without exposing the bearing elements, seats, orlubricant to contamination or damage.

HTSC BOGIE 7-11

Figure 7-9 Journal Bearing (Partial exploded view).

The bearing element assembly is pressed on the axle as a completely sealed unit.It is retained on the axle by one end cap, which in turn is secured to the axle bythree cap screws and a locking plate.

A journal bearing adapter is used to locate the bearing assembly within thetruck/bogie frame. The bearing adapter uses a full bore housing which must beclean and free of any dust, dirt, metal chips, and foreign material which couldotherwise interfere with the proper seating of the bearing within the adapter.

Figure 7-10 Journal Bearing Adapter Assembly.

The adapter serves to position the journal springs between the truck/bogie frameand the axle to transmit the vertical loads. It also provides the means to positionand control the axle laterally within the frame, as well as longitudinal controlthrough the attached traction rod.

F29102

F43270


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Roller bearings should be given a visual inspection for the following;

• Signs of overheating

• Excessive lubricant leakage

• Broken, loose, or missing parts (such as loose cap screws, etc)

• Loose or defective seals

• Cracked or broken cups, end caps, or adapters, etc

If a seal can be removed with a suitable probe, the bearing must be removedfrom the axle for inspection and possible repair.

Under normal operating conditions, running temperatures of approximately 56°C (100° F) may be expected. In this range simply placing a bare hand on thejournal adapter can check the temperature. If the bare hand cannot be kept onthe adapter for more than a few seconds, and if the bearing feels noticeablywarmer than other bearings on the locomotive, the bearing should be checkedfurther. This is accomplished by checking the outside face of the adapter with atemperature indicating crayon of 93° C (200° F) or with a direct readingpyrometer. If the bearing temperature is in excess of these figures, the bearingshould be removed from service for closer examination.

In the event that one or more bearing end plate retaining cap screws are foundloose or missing, the wheel, gear, axle and journal adapter should be removedform the truck/bogie assembly. The bearing should then be removed from theaxle and a full inspection made to determine the cause and possible damage.

A small amount of bearing grease leakage around the seals may be expectedduring an initial run-in period. This leakage will eventually be reduced to amore normal "weeping". However, if a bearing appears to be leakingexcessively, check for loose or damaged seals.

Distorted, cracked, or damaged end caps should be replaced, and the damagedend caps should be scrapped.

When locomotives equipped with cartridge type roller bearings are placed instorage, the hand brake should be set or the wheels should be chocked to preventmovement. It is not necessary to periodically move the locomotive to distributethe lubricant over the bearing surfaces as with older types.

HTSC BOGIE 7-13

AXLE LATERAL THRUST CLEARANCE

Each journal bearing adapter assembly, when installed on the end of an axle inthe truck/bogie assembly, has a bracket section (or lug) that is positioned in(engages) a spring pocket of the truck/bogie frame.

Figure 7-11 Journal bearing adapter spring and pocket.

A rubber deflection pad is bolted to the bracket and a corresponding Nylon wearplate is mounted in the spring pocket

Figure 7-12 Axle lateral thrust clearance, wear plate and deflectionpad shown.

F43271

F43272


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The renewable rubber deflection pads and Nylon wear plates provide for controlof the axle lateral thrust clearance. Clearance limits between these lateral wearsurfaces are such that in normal operation, the clearance will not exceed themaximum limits in the scheduled period between truck/bogie reconditioning.The maximum limits are 7.87 mm (0.31") per side on the middle axles and 4.75mm (0.187") per side on the end axles.

If the clearances are beyond the maximum limits at any time, the wear plates anddeflection must be replaced. If wear plates are to be reused, they must be given avisual inspection for possible cracks or excessive wear.

The clearance between the deflection pads and Nylon wear plates can bemeasured using feeler gauges. These feeler gauges should be approximately25.4 mm (1.00") wide and 305 mm (12.00") long. When using these feelergauges, make sure that they are inserted adequately into the clearance at thewearing area, so that as true a reading as possible is obtained.

HELICAL COIL SPRINGS

Locomotive truck/bogie frame to axle journal primary suspension is provided bysteel helical coil springs. Single coils are used that provide for large amounts ofdeflection. This assists in wheel load equalization, and improves ride qualityover rough sections of track. It also aids in allowing yaw movement of thetraction motor/axle wheel assemblies within the truck/bogie.

Helical coil springs are specifically designed for various weight ranges, andprovide the optimum suspension system for each range of locomotive weights.

Periodically the coil springs should be thoroughly inspected for signs of fatigueor degradation, as follows;

Inspect the coils for breaks or surface cracks. Springs with any indication ofsurface cracks should be scrapped. Check for any surface nicks. Deep sharpsurface nicks can cause failure of a spring and their presence should be cause forrejection.

Hand wash or shot blast the coil to remove any surface rust. "Pickling" of thespring is to be avoided. If the cleaning operation removes all indication ofsurface rust, and does not reveal any corrosion pitting, the spring is acceptablefor requalification. If any corrosion pitting is visible after cleaning, scrap theaffected coil.

Smooth any worn spots on the coil, which were caused by rubbing. Do notcondemn a coil for these. However it must still pass the other qualificationcriteria.

NOTENo attempt should be made to shift the journal bearings from the positionthey are in when the locomotive is stopped, and the weight of the locomo-tive is supported by the bearings.

HTSC BOGIE 7-15

COIL SPRING SEATS

In order to secure the coil springs on the journal spring adapters, spring pilottubes are used along with pilot wear plates between the springs and the adapter.Spring pilot pins and shims are also located in the truck/bogie frame springpockets to perform the same function.

Figure 7-13 Spring Pilot Tubes And Pins.

The pilot plates and shims are chosen to maintain the 434.8-mm (17.12")installed spring length. These, along with the shims used between theunderframe and the rubber compression secondary springs, serve to maintain theproper locomotive height for clearance from the rail to the underframe. As well,this will maintain the proper coupler height and distribute equal axle loads.

WHEEL AND AXLE INSPECTION

Wheels should be inspected for any visible defects before and/or after each trip.Wheels are periodically checked for wear, sharp flanges, shelling, cracks, andflat spots to see that they are within limits.

Use the following guidelines when determining wheel and axle condition;• 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 com-

pared to those of any other axle. This includes wheels on the sametruck/bogie as well as wheels on whole locomotive.

• Minimum rim thickness, as specified by railroad or government regulation.

• Axle longitudinal limits.• Circumferential defects on or below the axle surface.• Axle runout.


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SHOCK ABSORBERS

The GT46MAC truck/bogie is equipped with vertical primary shock absorbersand lateral secondary shock absorbers for high-speed operation.

Partial failure of locomotive shock absorbers is a comparative rarity. Normally,when one fails there is no resistance to movement in compression or rebound. Asimple manual test will usually detect these failures.

If a shock absorber is new or has not been used (in storage, for example) forsome time, it must be cycled to obtain consistent motion before being checkedfor control. Resistance developed during testing is proportional to the velocityof the test stroke. In other words, the harder and faster the shock is cycled, themore it will resist movement.

Shock absorbers contain a reserve of hydraulic oil, and allow seepage tolubricate the shock's piston rod. A light film of oil is normal and is not a causefor rejection. However, as the remaining oil in the shock cannot be ascertained,any heavy leakage is cause for replacement of the shock.

Periodic inspection and maintenance of shock absorbers is required. Use thefollowing easily performed Periodic Checks and Manual Qualificationprocedures.

Perform the following at wheel truing or when loss of damping action issuspected;

PERIODIC CHECKS

Check for leaking fluid. Make sure that oil has not been deposited from someother source.

Check the shock absorber per the Manual Qualification procedures beforecondemning.

Inspect bushing integrity. Bushings should not permit gross vertical or lateralmovements of the shock absorber.

If a failed lateral secondary shock absorber is detected, check the same items asnoted for a failed vertical primary shock absorber, as well as the carbody pivotassembly and rod assembly bearings and bushings. In addition, check the fourrubber secondary spring assemblies.

NOTEIf a failed vertical primary shock absorber is detected, inspect the journalsprings, lateral thrust pads, and wear plates at each journal bearing adapter.

HTSC BOGIE 7-17

MANUAL QUALIFICATION PROCEDURES

GO/NO GO TEST:

This is a quick and easy test that can be performed without completely removingthe shock absorber from the locomotive. One end of the shock absorber isunbolted and the shock is cycled manually. If there is resistance to the forceapplied in both compression and rebound, the shock absorber is acceptable. Ifcontrol is gone in either direction, replace the shock with a new or qualifiedshock absorber. If there is any indication of internal looseness, replace the shockregardless of control condition.

Use the following steps to qualify vertical (primary) shock absorbers;

Unbolt the shock absorber from the journal bearing adapter bracket.

Loosen the upper mounting bolt.

Manually stroke the shock absorber while retaining the normal vertical position.

Renew the shock absorber as required. If the shock tests acceptably, reapply themounting bolts and torque to 366 Nm (270 ft-lbs.).

Lateral shock absorbers are used to provide stability during higher speedlocomotive operation. The shock absorbers are similar in appearance to verticalshock absorbers, however they are not interchangeable.

Use the following steps to qualify lateral (secondary) shock absorbers;

Disconnect the outer end of the shock assembly only.

NOTEShocks, which are found to be reusable, should never be disassembledusing a flame-cutting device. The high temperatures will damage the bush-ings.

NOTE.Vertical shock absorbers must be tested in the normal vertical position.Precautions must be taken to avoid damaging the shock absorber bushingsduring the testing or during wheel maintenance (whenever the shocks arepartially disconnected or removed). For standard bolt mount shock absorb-ers, the upper mounting bolts must be loosened before the shock is tiltedaway from the journal bearing adapter bracket. Tilting the shock withoutproviding enough free movement by loosening will result in damage to thebushing. Shocks using bar mounting or Huck bolt fasteners must not betilted or rotated under any circumstances. If necessary, the entire shockabsorber should be removed during testing or maintenance.

NOTEEach lateral or vertical shock absorber has a label mark "L" or "V". Thisfurther identifies them for lateral or vertical operation. Vertical and lateralshock absorbers also differ significantly in size.


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Manually stroke or cycle the shock absorber. The same qualification conditionsapply as with vertical shock absorbers.

Replace the lateral shock as required. Torque the mounting bolts to 366 Nm(270 ft-lbs.).

Inspect the lateral shock absorber mounting brackets on the underframe forfatigue cracks at the welds. If any cracks are present, rework the brackets to afull 13-mm (0.50") weld as specified for this application.

MANUAL COMPARISON TEST

A wall-mounted fixture has been designed to test and compare used shockabsorbers with new shock absorbers of the same type. A torque wrench is usedwith the fixture. Work Sketch # 41089 is available upon request from any EMDregional office.

A shock absorber tested in this fixture can be reused if the torque reading at thesame stroke velocity is 75% of the reading for a new shock absorber.

BRAKE RIGGING

Inspect the brake rigging to ensure that the brake pins, bushings, levers, andbrake shoes are reusable. The wear surfaces of the brake rigging are equippedwith replaceable hardened bushings, pins, and bolts. Any of these connectingparts that are worn more than 1.6 mm (0.06") from new should have both partsreplaced. Never use an old pin with a new bushing or the reverse.

Cylinder levers and brake levers that are slightly bent can be reused, providedthat they are restored to their original shape without damage. Bolts and nuts thatare not subject to wear can be reused if they are not damaged, but cotter pinsshould always be replaced with new.

To adjust pin type slack adjusters, unlock the pin retaining lever and remove thepin. Move the rod assembly in or out until the brake shoes clear the wheels by atleast 15.9 mm (0.62") with single wheel slack adjusters, and between 19.1 mm(0.75"0 to 31.8 mm (1.25") total clearance for two wheel slack adjusters. Alignthe pinholes in the rod and tube or bracket assemblies and reinstall the pin. Turnthe pin retaining lever to the locked position. Brake cylinder piston travel shouldbe set between a minimum of 50.8-mm (2.00") to a maximum of 165.1 mm(6.50").

HTSC BOGIE 7-19

Figure 7-14 Brake slack adjusters.

BRAKE SHOE GUIDES

Brake shoe guides are provided on the underside of the truck/bogie frame at eachbrake lever location.

Each brake lever is equipped with a steel stabilizing bar. A 19.04-mm (0.75")steel wear plate is attached to each brake lever, which mates to the steelstabilizing bar. Each live brake lever uses a guide bracket that straddles thestabilizing bar to maintain brake shoe to wheel alignment. A "U" shaped bracketthat straddles the lever pivot bracket near the top of the truck/bogie frame affordsthe same function. The stabilizing bars are bolted to brackets under thetruck/bogie frame. The wear plates should be replaced when the thickness ishalf of the original thickness, or 9.52-mm (0.375"). Transverse alignment of thestabilizing bars should be checked periodically and maintained as per originalmeasurements.

FTR43222


0

Figure 7-15 Brake Shoe Guides.

fTR43223

HTSC BOGIE 7-21

TRACTION MOTORS

The GT46MAC truck/bogie is equipped with three alternating current (AC)traction motors.

Figure 7-16 AC traction motor.

FTR43216


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Each traction motor is hung on an axle-wheel set. The power from the tractionmotor is directly transmitted to the axle-wheel set through a pinion and axle(bull) gear assembly. A gear case protects the pinion and axle gears fromcontaminants and contains the gear lubricant.

Figure 7-17 Typical axle-wheel set.

FTR43217

HTSC BOGIE 7-23

GEAR CASES

The gear case is mounted to the traction motor, thereby becoming an integralpart of the traction motor assembly.

Figure 7-18 Gear Case Assembly.

The case is made up of two close fitting halves with seals to provide a completeoil tight enclosure. The lower half of the gear case is equipped with access plugsor caps to fill and/or drain the lubricant.

When a gear case is removed from the traction motor/axle-wheelset assembly,the case should be thoroughly cleaned and the old seals or sealing materialremoved completely and discarded. Seal retainers and all parting lines should befree of dirt, gasket sealing compound, or any foreign material.

Always visually inspect the case halves for damage such as cracks, perforations,or deformities. Reapply gear case halves using new seals and/or sealingcompound.

FTR43218


0

GEAR CASE MOUNTING PROCEDURE

1) Prepare gear cases for application by thoroughly cleaning interiorand exterior of all foreign material such as dirt, oil, or old sealingmaterial. Ensure that all traces of oil have been removed from allgear case sealing surfaces and mating motor seals.

2) Install breather pipe (if removed) into top case half, using Loc-titethread sealing compound. Install filter and vent cap to breather pipe.

3) Wipe all seal surfaces on the gear case halves and the motor/axleassembly with a lint free cloth to remove any oil residue. Applythree continuous ¼" diameter beads of RTV sealant to the motor andaxle assembly adjacent to the seal tongues.

4) Apply ¼" diameter sealant beads at each of the half bores in both thetop and bottom case halves. Note that these beads are always appliedoutboard of the tongue or groove.

5) Apply a 1/8" diameter bead of sealant on either the upper or lowercase parting line flange segment. Form the beads continuously andsurround each hole with a ring of sealant.

6) Install lower case half to motor and apply hand tight two 1-1/8-7bolts and washers with Thread-Tex. Install upper half onto motorand apply 3/8-16 parting line bolts.

7) Torque parting line bolts to 35 ft/lbs. Torque 1-1/8-7 bolts to 990ft/lbs.

8) Place motor assembly in normal operating position. Ensure drainplug is secure. Add lubricating oil through fill plug on side of lowercase half. Fill to level inside elbow.

9) Verify gearcase lubricating oil level when motor/axle assembly isapplied to locomotive.

HTSC BOGIE 7-25

TRACTION MOTOR REMOVAL

Whenever a traction motor-wheelset assembly needs to be removed, thefollowing basic procedures should be used:

Support the weight of the traction motor-wheelset assembly with an appropriatehydraulic jack or lifting device. Disconnect the nose link rod (dogbone) fromthe traction motor at the lower connection. If Huck bolts were used in theoriginal assembly, they will have to be cut off using a cutting torch (burned off),or Huck collar splitter.

Figure 7-19 Traction Motor Nose Link and Huck Bolt Assembly

Remove the retainer bar from the bottom of the journal bearing adapter.Disconnect all electrical cables and any other hardware attached to the motor-wheelset or truck/bogie frame that could interfere with the removal. Thisincludes, but is not limited to, the wheel flange lubrication nozzles and thesanding nozzles. Undo the brake slack adjusters and back the brake shoes awayfrom the wheels. In some instances, complete removal of the brake shoes maybe required. Secure all cables and hardware in a manner, which places themsafely out of the way of the removal process.

Pull the nose link (dogbone) away from the traction motor-wheelset assembly.

CAUTIONUse care when removing any Huck bolts with a torch in order to avoiddamage to the surrounding truck/bogie frame, linkages, and bushings.

F43282


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Lift the locomotive or lower the drop table, rolling the traction motor in amanner that will disengage the motor assembly from the truck/bogie frame limitstops. Move the motor-wheelset out from beneath the locomotive.

Replace the traction motor-wheelset under the locomotive. Reconnect allhardware and lower the locomotive or raise the drop table. Readjust the brakeslack adjusters.

TRUCK/BOGIE REMOVAL

The truck/bogie assemblies may be removed from the locomotive by using anoverhead crane or jacks to raise the locomotive. Alternatively, a drop table ofsufficient capacity to handle one entire truck/bogie assembly may be forremoval.

The bogie safety links must be removed before any attempt can be made toseparate a truck/bogie assembly from the locomotive underframe. Two of thesafety links are bolted to the underframe and the truck/bogie immediately abovethe center axle position on either side of the locomotive.

Unbolt and remove the pivot pin lock plate and wear ring.

Remove all other physical connections between the truck/bogie and theunderframe; including the air brake connections, the handbrake chain, sandinghoses and flange lube system connections, cables from the traction motors, andany speed recorder or axle generator connections. Secure all cables, hoses, andall other hardware in a manner, which places them safely out of the way duringthe truck/bogie removal.

Unbolt and remove the two lateral shock absorbers attached between thetruck/bogie and the underframe. Their removal is suggested in order to preventdamage to the end bushings or hydraulic mechanisms. This could occur if theshock absorbers were left hanging with one end unsupported.

Reinstallation of the truck/bogie assembly is simply reversal of the removalprocess.

NOTEIf new Huck bolts are not available for reassembly of the nose link, theymay be replaced by 38.1 mm (1.5") diameter bolts torqued to 814 Nm (600ft-lbs.).

NOTEWhen lifting or jacking a locomotive to remove one or both truck/bogieassemblies, all four corners of the unit should be raised equally to a heightwhich will permit end removal (roll out) of the complete truck/bogieassembly. The locomotive should be supported on solid blocking locatedunder the center sills near the jacking pads, if it is to held in a raised posi-tion for any length of time.

HTSC BOGIE 7-27

Figure 7-20 Safety Link Location.

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Figure 7-21 Carbody Pivot Pin

Figure 7-22 Pivot Pin and Socket

F43273

F43274

HTSC BOGIE 7-29

WHEEL FLANGE LUBRICATING SYSTEM

INTRODUCTION TO FLANGE LUBE SYSTEM

Rail lubrication systems are designed to reduce friction between thelocomotive’s wheel flanges and the rails by applying a controlled amount oflubricant to the “throat” area of selected wheels during locomotive operationunder conditions appropriate for its use.

The GT46MAC units #11001 to 11013 are equipped with a TSM rail lubricationsystem entirely controlled by the locomotive computer EM2000. This systemuses a grease/oil type lubricant - propelled, and atomized by the locomotive’scompressed air system.

SYSTEM OPERATION

The TSM rail lubrication system consists of 3 major components -

1. A reservoir (tank), located in the rear (long hood) end of the loco-motive, contains the lubricant supply. The TSM system utilizes alubricant reservoir which is pressurized by air from the main reser-voir.

2. Lubricant spray nozzles (2) are mounted adjacent to (and aimed at)the flange “throat” area of the appropriate wheels. Locomotive com-pressed air is used to operate (trigger) the nozzles on the systems,and is used as a lubricant propellant (atomizer).

3. Metering valves and solenoid(s) are used on the system to controlthe flow of air and lubricant to the nozzles upon receiving electricalsignals from the EM2000. Each shot of air through the lube valvesto the nozzles allows a predetermined amount of lubricant to shot atthe wheel flange.

The rail lubrication system is now being controlled by the EM2000, thuseliminating the need and cost of a TSM system controller box. The electricalcomponents of the system are MV-PUMP, MV N0ZF and MV N0ZR. Thecomputer controls these magnet valve using DIO3 output channels 11, 12 and13. EM2000 will turn on the appropriate output channels RLN0Z 1 (Rail NozzleForward) or RLN0Z2 (Rail Nozzle Reverse) every 0.2 seconds every 122 meters(400 feet) if locomotive speed is above 8.1Km/h (5 M.p.h.) and there is no brakeapplication or sand application. To pressurize the lubricant, the computer turnson the output channel (RL PUMP) every10 nozzle spray “shots” so that mainreservoir air pressurizes the lubricant. A system self test can be performed usingEM2000 display - Select SELF-TEST on the main menu, then flange lube self-test. Follow the instructions shown on the display.


0

To fire the nozzles at the proper times and rates, and to stop the nozzles from fir-ing at inappropriate times, the computer receives and processes the followinginformation :

• A directional (reverser) signal is needed to determine the direction of travel(forward or reverse), AND;

• A speed signal is needed to determine the firing rate, AND;

• Inhibit signals are needed to stop (interrupt) the system when application oflubricant would be inappropriate.

The inhibit signals are:

-Brake cylinder pressure is higher than 138 Kpa (20psi)

-Main reservoir pressure is lower than 69 Kpa (10psi)

-Wheel creep operation

-Sanding Operation

-Dynamic braking operation

-Locomotive speed under 8.1Km/h (5 MPH)

NOTEFlange Lubrication is provided during power operation only. EM2000 turnsoff the system while in braking or super series operation.

HTSC BOGIE 7-31

MAINTENANCE

REFILLING RAIL LUBRICATION SYSTEM

The TSM rail lube system supply reservoir (tank), may be refilled (recharged) asfollows:

1. Turn handles of the ball valves (cutout cocks) at the air control panel (2) andat the lube outlet assembly on the tank (1) to the OFF (closed) position (han-dles perpendicular to the lines).

2. Remove dust caps from the quick disconnect fittings on the lube tank (onenear the top and the other at the lube outlet assembly at the bottom).

3. Connect vent hose (with 3/8" quick disconnect fitting) to the quick discon-nect fitting at the top of the tank. Open small vent on top of the lubricantdrum and run the 3/8" vent hose from the tank to the drum.

4. Connect pump hose (with 1/2" quick disconnect fitting) to the quick discon-nect fitting on the lube outlet assembly at the bottom of the tank.

5. Start and run the lube pump.

6. When the lubricant begins to come out of the vent hose from the tank to thedrum, stop the pump.

7. Disconnect the lubricant supply hose.

8. Disconnect the vent hose from the tank and from the drum.

9. Replace the dust caps on the quick disconnect fittings at the top of the tankand at the lube outlet at the bottom.

10. Turn handles of the ball valves (cutout cocks) at the air control panel (2) andat the lube outlet assembly (1) to the ON (open) position (handles parallel tothe lines).

QUALIFYING RAIL LUBRICATION SYSTEM

Electro-Motive recommends qualifying a rail lubrication system at intervals stipulated in the Scheduled Maintenance Program or whenever system malfunctioning is suspected.

CAUTION Relieve pressure in the lubricant supply hose before connecting it to the quick dis-connect fitting on the tank.Air supply pressure to the lube supply pump must be limited to keep the pumpOUTLET pressure below 1 379 kPa (200 psig).

CAUTION Relieve the pressure from the lubricant supply hose before disconnecting it fromthe quick disconnect fitting on the tank.

CAUTION Do NOT high potential (hi-pot) or continuity test TSM system electrical componentswith a test light as equipment damage could result. Use meter only for all electricaltests. Refer to for electrical qualification procedures.


0

QUALIFICATION TEST PREPARATIONS :

NOTE: Start locomotive as described in Engine Starting section.

1. Apply locomotive handbrake.

2. Assure that there is an adequate supply of lubricant in the lubricant reservoir(tank). (Refer to See “REFILLING RAIL LUBRICATION SYSTEM” onpage 32. for refilling procedures.)

3. Release the air brakes, and assure that no penalty application exists.

4. Close battery knife switch and computer control circuit breaker.

5. Check to be certain the WHEEL FLANGE LUBE circuit breaker on themain circuit breaker panel is in the ON (up) position.

6. Place throttle/ dynamic brake handle in the IDLE position.

7. Place directional (reverser) handle in the FORWARD position.

8. Check main reservoir air pressure which should be at least 689.5 kPa (100psi) in order to conduct the test.

9. Check to be certain all hose connections are tight (air and lube). Tighten anyloose connections before proceeding.

10. Open ball valve (cutout cock) in air supply line to air control panel (handleparallel to line).

11. Open air distribution ball valve (cutout cock) on air control panel (handleparallel to line).

12. Assure that lube tank pressure on control panel gauge is in the range of 110to 138 kPa (16 to 20 psi). If the pressure is above or below this range, checkpressure regulator setting on the air control panel and readjust as necessary.(Tank is filled with lubricant - before it is pressurized with air.

13. Open ball valve (cutout cock) on lube outlet assembly at base of lubricantreservoir (tank). Handle should be parallel with lube pipe when open.

NOTE The engine does not have to be running to conduct these tests. However, if engine is running, be certain throttle is in the IDLE position.

WARNING System air lines are pressurized at main reservoir pressure or 689.5 to 1 034 kPa(100 to 150 psi) and lubricant lines at 124 to 138 kPa (18 to 20 psi). Tests run withany loose hose connections can result in injury to personnel.

NOTE Do NOT disconnect the lube hoses or pipes in order to purge air from the lube dis-tribution system. Disconnecting the lines may cause intermittent or faulty opera-tion of the system due to changes in back pressure to the meter valve. Repeatedactuation of the Wheel Flange Lube Test on the display unit may be used to purgethe lubricant distribution lines, if necessary.

HTSC BOGIE 7-33

Flange Lube Priming /Test:

In order to be able to prime or test the wheel flange lubrication system, a displaydriven self-test feature is provided. From the display self test menu select“FLANGE LUBE’. The entry conditions to the test are: The locomotive is notmoving and the reverser handle is not centered. Once the conditions are fulfilledand the start command is activated the following events occur.

A. A time delay of 20 seconds permit the operator to exit the locomo-tive to observe nozzle operation.

B. The appropriate nozzle output channel is operated for 10 cycles withan “ON” time of 0.2 seconds and an “OFF” time of 1.0 seconds

C. If appropriate, the RL PUMP output channel will be energized for0.4 seconds by the computer.

Testing of the opposite direction wheel flange lubrication is done by changingreverser handle position and operating the test from the display a second time.


0

Figure 7-23 TSM System Rail Lube Tank & Components (Schematic Diagram)

LU33741

HTSC BOGIE 7-35

Figure 7-24 Desired Lubricant Pattern

To test the nozzle functions, perform the following:

Note: The EM2000 display provides a flange lube self test which is helpful for verifying functionality and proper aiming of nozzles

1. Wipe the wheels clean in the area of the nozzles, then start the self-test on the EM2000. System should cycle 8 to 10 times, sprayinglubricant on the wheels.

2. Observe the location of the lubricant on the wheel(s), which shouldbe at the “throat” of the flange, as shown in Figure 7-24.

3. If the lubricant pattern is not correct, re-aim the nozzle(s) in accor-dance with Figure 7-25, “Typical Nozzle Aim Adjustment” on page7-37 and the following instructions:

4. Wipe the lubricant from the wheels and nozzles.

5. Loosen all of the adjusting bolts.

6. Place the aim gauge in the flange throat as shown.

7. Slide the bracket snugly up against the aim gauge and tighten all ofthe adjusting bolts.

CP32979 at 5i


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Figure 7-25 Typical Nozzle Aim Adjustment

CP32980 at 5i

HTSC BOGIE 7-37

SERVICE DATA - HTSC BOGIE

ROUTINE MAINTENANCE EQUIPMENT

DESCRIPTION

Lifting fixture traction motor, axle and wheel assembly File Drawing No. 288*

Wall mounted fixture to test shock absorbers Work Sketch No.41089*

*NOTE: File drawings and work sketches are available from the EMD ServiceDepartment. These drawings include construction details of tooling that can bemanufactured.

PART NUMBERS

For part numbers for all components referenced in this section, see theappropriate EMD parts manual.

NOTEFile drawings and work sketches are available from the EMD ServiceDepartment. These drawings include construction details of tooling thatcan be manufactured.


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SECTION 8. ELECTRICAL EQUIPMENT

INTRODUCTION

This section describes electrical equipment used on GT46MAC locomotives. Changes to the locomotive that occur after this manual is printed may be covered in later editions or revisions.

This section is organized, in a general way, according to power generation and distribution through the locomotive. The equipment is presented with an initial emphasis on larger (major) assemblies. Moving through the section, larger assemblies are broken down into smaller assemblies or devices, and the focus on operation becomes more specific. Electrical cabinets are listed by location, start-ing from the front of the locomotive. Refer to Figure 8-1, and Figure 0-1, Figure 0-2 and Figure 0-3 in the General Information section at the beginning of this manual.

ELECTRICAL EQUIPMENT 8-1

Figure 8-1 Location of Major Electrical Assemblies

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0

MAIN GENERATOR

A diesel electric locomotive uses a main generator to convert the mechanical power developed by the diesel engine into electrical power. This main generator, Figure 8-2, is a three phase alternator equipped with two independent and inter-woven sets of stator windings and a rotating field common to the windings.

Figure 8-2 TA-17/CA6B Main Generator

The output from the series connected windings is supplied to two air cooled rec-tifier assemblies in an airbox that is an integral part of the main generator. The rectifier assemblies consist of high current, high voltage silicon diodes in three-phase, full wave rectifier circuits. The circuits have delta connected resistors and capacitors for suppression of commutation transients, and are provided with fuses for automatic isolation of failed diodes. Each fuse has a spring loaded indi-cator that protrudes when a diode failure causes the fuse to blow. Windows for fuse inspection are located in the airbox.

The main generator is an assembly made up of the main generating device and its excitation source; the companion alternator. These air cooled, 3-phase, elec-trically independent generators are mechanically coupled on the same shaft. The companion alternator will be discussed later in this section and the major compo-nents of the main generator are shown in Figure 8-4 on page 8-5.

NOTE In order to provide a higher main generator output voltage, both halves of the gen-erator are permanently connected in series.


The main generator consists of 10 field poles and the required stator windings for generating three phase AC power. The AC power is rectified by two banks of air cooled silicon diodes that are an integral part of the TA-17-CA6B main gen-erator assembly. The resulting DC power is applied to the DC link circuit.

Figure 8-3 Locomotive Power Distribution Diagram


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Figure 8-4 Main Generator Assemblies: Rotor, Stator, Rectifier Banks.

The operating principle of the TA-17-CA6B main generator is illustrated in Fig-ure 8-2. Direct current from silicon controlled rectifier assembly SCR is applied to the rotating field through a pair of slip rings. The magnetic lines of force developed by the rotating field induce voltage in the stationary stator windings as the rotor turns.

Figure 8-5 Main Generator Pictorial Diagram

F17533F21452F20824

EE30831


One three phase group of armature windings and a three phase waveform are shown in Figure 8-5. There are ten groups of these “wye” connected armature windings distributed around the circumference of the stator.

Five of the groups are connected to the left bank of rectifiers and the other five-groups are connected to the right bank of rectifiers

.

Figure 8-6 Main Generator Physical Schematic (Viewed Facing Slip Ring End)

EE37954


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A separate positive and negative bus is provided for each bank of rectifiers. A simplified schematic diagram of the stator windings, bridge rectifiers, and DC buses is provided in Figure 8-7

Figure 8-7 Main Generator Electrical Schematic

EE37955


Figure 8-8 illustrates rotor pole position at an instant called “V”. Pole position is with respect to a single stator winding group. By applying the right-hand rule for generators, current flow in the stator windings can be determined, and conditions existing at a given point of time determined.

Note that the phase A winding is centered over the poles (point of greatest flux density) and is at negative potential. Note also that the potential at phase C is decreasing while the potential at phase B is increasing.

At the moment depicted, the potentials at C and B are equal and positive. There-fore, current at equal potential flows to the rectifier bridge, and two diodes at the positive side of the bridge conduct. Total current then flows through the load and from there through a single diode back to the phase A winding, which is at nega-tive potential.Generator potential can also be observed at the waveform in Figure 8-8.

Figure 8-8 Main Generator Current Flow At Instant V

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At instant “W”, Figure 8-9, the alternator rotor has turned nominally 20 electri-cal degrees. Phase A is still negative, but of decreasing potential. Phase B is now more positive than phase C. The change in potential has turned off the phase C diode, and no current flows in the phase C winding. Total current at potential slightly greater than that at instant “V” now flows out of phase B winding, through the load and back to the phase A winding which is still negative.

Figure 8-9 Main Generator Current Flow At Instant W

EE30834


At instant “X” in Figure 8-10, the alternator rotor has turned about 60 electrical degrees. Phase C and Phase A are at equal negative potential, and phase B is at positive potential. The direction of current flow in the C winding has reversed, and since potentials at the negative side of the rectifier bridge are equal, both the phase A and phase C diodes conduct.

Total winding current at potential equal to that at instant “V” now flows out of phase B winding through the load and back through two diodes at the negative side of the rectifier bridge.

Figure 8-10 Main Generator Current Flow At Instant X

EE30835


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At instant “Y” Figure 8-11 the alternator rotor has turned about 100 electrical degrees. Phase C is now more negative than phase A. The change in potential has turned off the phase A diode at the negative side of the bridge, and no current flows in the phase A winding.

Total current at potential slightly greater than that at instant “V” now flows out of phase B winding, through the load, and back to phase C winding which is neg-ative.

Figure 8-11 Main Generator Current Flow At Instant Y


In Figure 8-12, the alternator rotor has turned 120 degrees. Phases A and B are at equal positive potential, and phase C is negative. Since potentials at the positive side of the rectifier bridge are equal, both the phase A and B diodes conduct. Total winding current at potential equal to that at instant “V” now flows out of the phase A and B windings, through the load, and back through the phase C diode at the negative side of the bridge.

Figure 8-12 Main Generator Current Flow At Instant Z

EE30837


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COMMUTATION TRANSIENT VOLTAGE SUPPRESSION

During commutation voltage transients are produced. The action of diodes switching from a conducting to a blocking state in the TA-17-CA6B generator is called commutation. During commutation high reverse current flows in the diodes for a few microseconds, after which time the value of reverse current flow in the diode suddenly drops to almost zero.

The rate at which current flow changes from a high value to almost zero, multi-plied by circuit inductance determines the magnitude of the transient voltage spike. If this transient voltage exceeds the reverse rating of the diode, the diode will immediately fail. The TA-17-CA6B generator is provided with a system for capacitive storage of energy from circuit inductance during commutation. The system is called the commutation transient voltage suppression system. It utilizes a total of six 2 microfarad capacitors and six 5 ohm resistors. The resistors and capacitors are connected in delta fashion, Figure 8-13, between the “A,” “B,” and “C” phase paralleling bars on both left and right banks of the generator.

Figure 8-13 Delta Connected Suppression Circuit


COMPANION ALTERNATOR

The companion alternator is physically connected to but electrically independent of the traction alternator. The companion alternator rotor (rotating field) is excited by low voltage current from the auxiliary generator through a pair of slip rings adjacent to the slip rings for the main generator. The 3 phases AC output of the companion alternator comes from the stationary armature (stator).

There are no controls in the companion alternator excitation circuit, thus it will be excited and developing power whenever the diesel engine is running. Output voltage will vary with speed of rotation, alternator temperature, and load.

The companion alternator, Figure 8-14, is a variable frequency, variable voltage, three phase, wye connected AC generator with a rating of 250 KVA at 0.8 power factor. Nominal output is 230 volts at 120 cycles per second when the diesel engine is rotating at a speed of 900 RPM. The companion alternator/main gener-ator rotating assembly is directly coupled to the crankshaft of the diesel engine The companion alternator provides power for the inertial filter blower motor, radiator blower motors, traction inverter blower motors, TCC electronics blower, excitation for the main generator, and for various control circuits.

Figure 8-14 Companion Alternator

The maximum output of the companion alternator is approximately 19 amperes for each ampere of field excitation. The auxiliary generator provides approxi-mately 31 amperes of field excitation current to the companion alternator when the field is hot. The 31 amperes of field excitation current is determined by dividing the nominal output voltage of the auxiliary generator (74 volts) by the nominal hot resistance of the companion alternator field (2.40 ohms). The com-panion alternator can provide an output of approximately 600 amperes with the 31 amperes of field excitation.

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AC AUXILIARY GENERATOR

The AC auxiliary generator, Figure 8-15, consists of a three-phase pilot exciter assembly and a three-phase AC auxiliary generator field and armature assembly.

Figure 8-15 Auxiliary Generator

The nominal output rating of the AC auxiliary generator is 18 kW at 55 VAC. The three-phase 55 VAC output is used to power the 2 GTO power supplies and the computer panel mounted module FCD (Firing Control Driver) and is also applied to a full-wave three-phase rectifier assembly to obtain 74 VDC output for battery charging, companion alternator excitation, and low voltage DC control power.

The three-phase pilot exciter assembly consists of a stationary field, a rotating armature, and a rotating rectifier assembly. The AC auxiliary generator has a rotating field and a stationary armature. The pilot exciter rotating armature and rotating rectifier assembly and the AC auxiliary generator rotating field are installed on a common shaft. During start up, residual magnetism of the pilot exciter stationary field induces voltage in the pilot exciter rotating armature. This AC voltage is rectified by the pilot exciter rotating rectifier assembly and applied to the AC auxiliary generator rotating field. This rotating field induces voltage in the AC auxiliary generator stationary armature.

The small AC output voltage of the auxiliary generator is applied to the DVR (Digital Voltage Regulator Module). This low AC signal is used by DVR to determine if the Aux. Generator does turn. If it does, DVR will allow current from the batteries to flow in the exciter field of the Aux. Generator in order to produce the 3 phases 55 VAC output required. A description of the DVR (Digital Voltage Regulator Module) is provided in Section 9.


Figure 8-16 Auxiliary Generator Cross Section


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C1-8: DC LINK INVERTER INPUT CAPACITORS

These eight capacitors are used to filter the DC link voltage before it is applied to the traction inverters. The TCC cabinet, Figure 8-17, contains eight (8) 550 microfarad capacitors totalling 4400 microfarads, rated at a nominal 2600 VDC.

Figure 8-17 DC Link Capacitors

F73276


DCL123, DCL456: DC LINK SWITCHGEAR

These motor driven not-ganged switches separately connect the DC link to the two traction inverters. Refer to Figure 8-18

Figure 8-18 DC Link Switchgear

TRACTION MOTORS

Electrical power from the inverters is distributed to traction motors mounted in the trucks. Each motor, Figure 8-19, is geared to a pair of wheels with the gear ratio (90:17) selected for the intended service.

Figure 8-19 AC Traction Motor

F43277

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The motors are cooled by means of an external blower attached to the Auxiliary Generator and directly driven by the diesel engine. 3 phase AC motors for trac-tion provide the high starting torque required for locomotive service. Each trac-tion motor is equipped with a TM armature speed probe and a TM stator temperature probe. Both probes give feedback information to TCC computers. Refer to Section 9 for AC motor operation.

In dynamic braking, the traction motor energy is converted back into DC by the traction inverters (TCC1,TCC2) and applied to the DC link. The energy in the DC link is then applied to the brake grids (resistors).

The maximum continuous tractive effort rating of the traction motors is applica-ble only when operating at throttle No. 8 engine speed. This rating decreases as engine speed and cooling air is decreased.

RADIATOR COOLING FAN MOTORS

These motors, Figure 8-20, are of the inverted squirrel cage induction type and are an integral part of the cooling fan assembly. The term “inverted” indicates that they differ from the conventional squirrel cage motor in that the rotor is located outside of the stator.

Figure 8-20 Radiator Fan Motor

Two 52” cooling fans (8 blades), which operate independently, are located in the hood under the radiators and blow the cooling air upwards through the radiator cores. They are numbered 1, and 2, with the No. 1 fan being closest to the cab.

For fuel efficiency, each cooling fan is driven by a two-speed AC motor, which in turn is powered by the companion alternator. As the engine coolant tempera-ture rises, the fans are energized in sequence as determined by the computer con-trol system. The cooling fans are powered through contactors which are controlled by the EM2000 program. The system is designed to maintain engine cooling water temperature between 79º C to 85º C (175º F to 185º F). Refer to Section 4 “Cooling System” for more detailed information.

NOTEMotor direction is changed by reversing the phase rotation (two phases) of the 3 phase AC input voltage.

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DYNAMIC BRAKE GRID BLOWER ASSEMBLY

Each dynamic brake grid cooling blower assembly, consists of a 48 inch, 10 blade fan powered by a series wound direct current motor. During dynamic brak-ing the locomotive traction motors operate as generators supplying AC gener-ated power to the traction inverters. The inverters convert the AC power into DC power which is applied back to the DC link for each grid paths (2). A portion of the electrical current from the traction motors is shunted around one of the resis-tor grids and used to power the grid blower motor (36 HP). Air driven by the grid blower drives grid heat to atmosphere.

Figure 8-21 Dynamic Brake Grid Blower motor

TURBO LUBE PUMP MOTOR

The turbo lube pump motor, is a 3/4 Hp ,1200 RPM, 64 - 74 VDC motor assem-bly, coupled directly to a lubricating oil pump and mounted on the engine crank-case on the left side of the locomotive. At engine start-up the pump provides lubrication for the turbocharger bearings and at shutdown the computer (EM2000) continues pump operation to carry away residual heat from the turbo-charger bearings.

FUEL PUMP MOTOR

The fuel pump motor, is a 3/4 Hp ,1200 RPM, 64 - 74 VDC motor assembly directly coupled to the fuel pump. The fuel pump motor assembly is mounted on the equipment rack. During engine operation the pump supplies fuel oil for com-bustion and injector cooling. A bypass valve at the primary fuel filter protects the motor against overloading due to filter plugging.

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STARTING MOTORS AND SOLENOIDS

The starting motor solenoids, mounted on the starting motor housings, Figure 8-22, contains concentrically wound coils PU (pickup) and HOLD.

When energized, by the pick-up of STA contactor the low resistance PU coil drives the starter motor pinion into place (engaged with the engine ring gear). The starting contactor (ST) then shorts out the PU coil and the high resistance HOLD coil has sufficient energy to hold the pinion engaged. When the cranking signal is removed, the starting contactors drop out and the starting motors pin-ions disengage from the engine ring gear.

The diesel engine is equipped with two 64VDC motors (connected in parallel) for cranking. Power circuits to the motors are interlocked so that the pinions of both starting motors must be engaged with the engine ring gear before cranking power can be applied.

Figure 8-22 Engine Starting Motor

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CAB EQUIPMENT

Most operating equipment is located on the engine control panel and the control consoles. The No. 1 control console is shown below. The No.1 control console (left side) faces forward. The No. 2 control console (right side) faces rearward. Most gauges, controls, indicator lights, and switches used by the locomotive operator during normal operation are located on both control consoles.

Figure 8-23 #1 Control Console

CONTROL CONSOLES

The majority of the locomotive operator control equipment is located on the fol-lowing sections of the control consoles. Refer to Figure 8-23 and Figure 8-24

LEFT SIDE SWITCH PANEL

CONTROL AND OPERATING SWITCH PANEL (#2 CONSOLE ONLY)

CONSOLE DESKTOP

FRONT INSTRUMENT PANEL


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Figure 8-24 #2 Control Console

LEFT SIDE SWITCH PANEL

A switch panel,Figure 8-25, is located at the left lower section of both operator’s control consoles and contains the following devices:

Figure 8-25 Left Side Switch Panel

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GAUGE LIGHTS Switch

Gauge lights will be ON when the toggle switch is UP.

CONSOLE LIGHTS DIMMER Rheostat

This dimmer rheostat is used to control the intensity of the gauge lights and the illuminated switches on the console.

ATTENDANT CALL Switch

The attendant call push-button is used to sound the alarm bell in all units coupled in consist.

CAB LIGHTS Switch

This switch is provided for cab area lighting, Lights are on when the toggle switch is in the UP position.

FLASHER LIGHTS Switches

Two toggle switches control the short and long hood flashers units.

CAB FAN Switch

Fans, are self contained units mounted in the cab room to provide air circulation. Each Fan is provided with an ON/OFF control switch.

CONTROL & OPERATING SWITCH PANEL (#2 Control Console only)

Figure 8-26 #2 Control Console and Operating Switch Panel

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ENGINE RUN Switch

This slide-button switch must be ON to obtain throttle control of engine speed. If the engine run switch is in the OFF position, the engine will run at idle speed regardless of the throttle handle position (except in self load test).

GENERATOR FIELD Switch

The generator field slide-button switch must be ON to enable traction motor excitation. If the switch is in the OFF position, the main generator is still excited but the motors will not develop power.

CONTROL AND FUEL PUMP Switch

The control and fuel pump slide-button switch provides power to the low voltage control circuits. The switch must be ON to start the engine and operate the elec-tric fuel pump.

DYN BRK CONT CB Circuit Breaker

This circuit breaker protects against a faulty operating or test setup. The circuit breaker should be in the ON (up) position for normal operation. A tripped circuit breaker generally indicates that, during dynamic brake testing, more than one dynamic brake handle in a consist was out of OFF position.

MU ENG STOP (Multiple Unit Engine Stop) Push-Button Switch

This push-button switch is used to stop all engines in a consist. It is a PUSH ON-PUSH OFF switch mounted on the right side of the number 2 control console above the control and operating switch panel. Pressing the red STOP section will shut down all units in a consist, providing that they are in RUN with throt-tles in IDLE position. During normal operation, or to restart engines, depress the black or green section identified as RUN. Refer to the Engine Starting and Stopping Section for detailed operation.

NOTE AC traction technology uses the main generator to power the DC linkrather than the traction motors directly. This difference alters the oper-ating definition of the generator field that we are normally accustom too

NOTE Engine Run, Generator Field and the Control and Fuel Pump operatingswitches in the center of the panel must be set in the ON position when theunit leads in a consist, and set in the OFF position if the unit is trailing ordead in a consist. The switches snap into the ON position when movedupward.


Figure 8-27 Consoles Desk Top Equipment

DESK TOP EQUIPMENT

LOCOMOTIVE CONTROLLER

The locomotive controller, at the left side of the console top surface, Figure 8-28, has two operating handles which control three different functions. The han-dle to the left, called the DIRECTIONAL HANDLE or REVERSER, controls the direction in which the locomotive will move. The handle located on the right side, called the THROTTLE/DYNAMIC BRAKE, controls the throttle and dynamic brake responses.

DIRECTIONAL HANDLE

The directional (reverser) handle, Figure 8-28, has three detent positions; NEU-TRAL (centered), FORWARD, and REVERSE (backward).

CAUTIONThe locomotive controller on this locomotive model does NOT have a STOP

position for the THROTTLE/DYNAMIC BRAKE handle and consequently no

multiple unit (MU) engine stop function.


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Figure 8-28 Directional (Reverser) Handle

When the handle is moved forward toward the short hood end of the unit, cir-cuits are set up for the locomotive to move in that direction. When the handle is moved backward toward the rear (long hood) end, the locomotive will move in that direction when power is applied. With the handle centered, mechanical interlocking prevents movement of the THROTTLE/ DYNAMIC BRAKE handle to a dynamic braking position, however, it can be moved to a throttle position. In such a case, power will not be applied to the traction motors.

Note: Mechanical interlocking assures that the directional handle can be moved only when the THROTTLE/DYNAMIC BRAKE handle is in the IDLE position.

The directional handle is centered and removed from the controller to lock the THROTTLE/DYNAMIC BRAKE handle in the IDLE position.

Note: Directional handle must be removed when the locomotive is in trailing position.

THROTTLE/DYNAMIC BRAKE HANDLE

The throttle/dynamic brake handle has two control areas or sectors labelled THROTTLE and DYNAMIC BRAKE divided by a gate. Refer to Figure 8-29. To move the handle from throttle to dynamic brake or from dynamic brake to throttle, the handle has to be passed through the gate, i.e., push handle to the right, then straight, then back to the left. An illuminated window to the right of the handle indicates the handle position.

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CONSISTS WITH DC UNITS

Damage to traction motors in trailing DC units may occur if the directional handle is moved fromforward to reverse or reverse to forward while the locomotive is in motion - the handle positionshould be changed only when the locomotive is completely stopped.


Throttle Sector :

The throttle sector has nine detent positions; IDLE, and 1 through 8 power posi-tions. From the IDLE position, against the gate, the handle is pulled backward to increase engine speed and locomotive power.

Figure 8-29 Throttle/Dynamic Brake Handle

CONSISTS WITH DC UNITS

During transfer from power operation to dynamic braking, the handle must be held in IDLE for 10seconds before moving it to the SET-UP position to eliminate the possibility of a sudden surge ofbraking effort with possible train slack run-in or DC traction motor flash-over.

NOTEMechanical interlocking assures that the handle can be moved from throttleIDLE position to a position in the dynamic brake sector only when the direc-tional handle is positioned for either FORWARD or REVERSE operation.


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Dynamic Brake Sector:

The dynamic brake sector has one detent position; SET-UP, and an operating range 1 through 8, through which the handle moves freely without “notching.” From the SET-UP position, against the gate, the handle is pushed forward to increase dynamic braking.

MECHANICAL INTERLOCKS ON THE CONTROLLER :The handles on the controller are interlocked so that:

1. With directional handle in NEUTRAL (centered) -

a. Throttle/Dynamic Brake handle can only be moved to a position in thethrottle sector.

b. Dynamic brake sector not accessible.

c. Directional handle can be removed from controller if THROT-TLE/DYNAMIC BRAKE handle is in IDLE position of the throttlesector.

2. With directional handle removed from controller -

a. Throttle/Dynamic Brake handle locked in IDLE position of the throttlesector.

b. Dynamic brake sector not accessible.

3. With directional handle in FORWARD or REVERSE

a. Throttle/Dynamic Brake handle can be moved to any position in thethrottle or dynamic brake sectors. The design of the controller, however,is such that only one sector can be engaged at a time.

b. Throttle/Dynamic Brake handle in dynamic brake sector, Directionalhandle is locked in either FORWARD or REVERSE.

c. Throttle/Dynamic Brake handle in throttle sector, Directional handle islocked in either FORWARD or REVERSE.

d. Throttle/Dynamic Brake handle in IDLE position of throttle sector,Directional handle can be moved to FORWARD or REVERSE posi-tion, or if centered in the NEUTRAL position, handle can be removedwhich will lock Throttle/Dynamic Brake handle in IDLE position.

HEADLIGHT SWITCHES

In multiple unit consists the lead unit controls the headlights. Headlight control switches in trail units must be properly positioned. Two rotary switches provide independent control of the front and rear headlights - HDLTS-Cab End and HDLTS L/H Ends. The switches have 4 positions: OFF, DIM, MED, and BRT positions.


ALERTER RESET PUSHBUTTON

The locomotive control computer EM2000 provides the vigilance function. When locomotive brakes are released, the system requests an acknowledgment from the locomotive operator from time to time. The acknowledgment request consists of :

1) Alerter light (located to the right of the front instrument panel) flash-ing for 17 seconds.

2) Alerter alarm (located on the engine control panel) sounds for 17seconds. (Lights still flashing).

Pressing the alerter alarm reset button, resets the acknowledgment request timing cycle. If the alerter system request is not acknowledged during the alarm cycle, the alarm stops sounding and a penalty brake application occurs.

MANUAL SANDING SWITCHES

Manual sand is cut out when the locomotive is operating in power mode at speeds above 19.4Km/h or when the unit is in wheel creep mode below the speed of 19.4 Km/h. If a wheel creep equipped locomotive is in a multiple unit consist with older units, pressing the manual sand switch will supply a trainlined signal to the older units and sand will be applied. Manual sanding is available in dynamic braking at all speeds. Activation of sand switches also reset the locomotive vigilance system The amber colored non-latching push-button switch on each of the control consoles provide a signal to the sanding input of the EM2000 control computer and causes the amber light to turn on. The computer determines which direction the locomotive is moving and directs the trainlined signal to the appropriate (forward or reverse) sanding magnet valves.

HORN PUSH-BUTTON SWITCHES

There are two (2) non-latching blue colored push-button devices provided on each of the control consoles to activate the unit’s front or rear air horns. These horns are individually controlled by pressing the button of choice, causing the locomotive horn to sound and the blue light to turn on until the button is released.


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CONSOLE FRONT INSTRUMENT PANEL

The front instrument panel is located on the front “vertical” center section of the two lower control consoles. It includes two window wiper controls, five gauges, an alerter light and an indicator light panel.

Figure 8-30 Tractive Effort and Speed Meter

TRACTIVE / BRAKING EFFORT METER

On both consoles contain dual scaled analog meters that provide the tractive effort indications when in power mode and the braking effort in dynamic brak-ing. The tractive effort can be read as the indicating needle moves from the cen-ter Zero (0) point towards the right of the gauges scale. Alternately when the locomotive is in dynamic braking the indicating needle will move to the left side of the scale from the common Zero (0) point of the gauge.

SPEED INDICATOR

The analog speed indicator provides a true ground speed reference of the loco-motive via the radar input.

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AIR PRESSURE GAUGES

To the left of the console two (2) dual indicating air brake gauges are provided on each console. One of the gauges provides “independent brake system” infor-mation for the locomotives main reservoir and the locomotives brake pressure. The other “automatic brake system” provides brake pipe pressure and equalizing pressure for the train consist.

Figure 8-31 Pressure Gauges


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AIR FLOW GAUGE

The air flow indicator provides the crew with air leak information in the train braking system

Figure 8-32 Indicating Lights Panel

INDICATING LIGHTS PANEL

This indicating light panel is mounted on the far right side of the instrument panel. It has lights that indicate operation of various locomotive systems

TE LIMIT Light - Indicates tractive effort limiting function has been activated from the EM2000 display on this locomotive or on another that is trainlined with this one.

SAND Light - Indicates that a sanding request has been made to the locomotive computer by means of a SAND switch actuation on this locomotive or on any locomotive trainlined to this locomotive. Other sanding requests are made by the automatic sanding function (to help wheel creep or wheel slip control) and the emergency air brake applications.

WHEEL SLIP Light- Four conditions cause the wheel slip light to switch ON. One of these, Locked Wheel, is dangerous, and requires immediate action by the crew. The others do not require immediate crew action. These four conditions are listed as following.

NOTEEach of the following indicator lights has the push -to-test feature, which allows testing the light circuit alone. This test determines if the light circuit is working properly. Pressing the lens cap applies supply voltage to the light circuit . After a one second delay the light should switch on,


1. LOCKED WHEEL CONDITION

Locomotive computer immediately lights WHEEL SLIP indicatorand drops load when Siemens system detects locked wheel. After 10second delay, (20 if air brakes are applied), locomotive computersets fault, sounds alarm bell, continues WHEEL SLIP light, and dis-plays following message:

#nLOCKED WHEEL - STOP TRAIN AND THEN CHECK IFTHE WHEELS TURN FREELY.

Fault indications above continue until the driver uses locomotivecomputer display panel to reset fault

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a. Stop train and set throttle handle in IDLE.

b. Find the locomotive with the Locked Wheel indications .

c. Slowly roll the unit with indication past an observer watching forsliding wheels and listening for unusual noises from traction motorsand gearcases. Are any wheels sliding and/or traction motors or gear cases makingunusual noises?Yes - Go to step dNo - Go to step e

d. Take appropriate action specified by Indian State Railways rules andregulations concerning Locked Wheel.

NOTEWheel slip annunciation is trainlined. Anything that causes a wheel slip warning on any trainlined locomotive causes the WHEEL SLIP light to switch ON on this locomotive.

NOTERefer to, and follow Indian State Railways regulations concerning Locked Wheel faults.

WARNINGLocked wheels on moving locomotives are very dangerous. If locked wheel is indicated, perform the following steps.

WARNINGDo not, under any circumstances tow a locomotive having slid-ing/locked wheels, or move such a locomotive in tandem..


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e. Reset fault by pressing RESET key on locomotive computer display(Locked Wheel fault message screen).

f. Has this fault occurred previously and no problem was found?Yes - Go to Step g.No - Go to Step h.

g. On the locomotive computer display, disable Locked Wheel detec-tion for the faulty axle(s).

h. Continue monitoring for Locked Wheel fault reoccurrences.Report or shop locomotive at the next maintenance point for LockedWheel system problem.

(End of Locked Wheel Procedure)

2. WHEEL SLIP CONDITION - While starting a train when railconditions are exceptionally poor, an occasional flash of the lightindicates normal wheelslip control. Automatic sanding may alsooccur. Do not reduce throttle setting unless severe lurching threatensto break train.

3. WHEEL SLIP CONDITION ON OTHER LOCOMOTIVE - Ifanother locomotive in tandem, connected by MU jumpers to thislocomotive, detects any condition that causes it to light its WHEELSLIP indicator, it energizes the trainline that lights the WHEELSLIP indicator on this locomotive.

4. WHEEL OVERSPEED CONDITION - The indicator lightflashes ON and OFF to indicate wheel (and traction motor) over-speed, which can be caused by excessive track speed or by simulta-neous slipping of all locomotive wheels. In either case, the systemautomatically corrects by adjusting traction alternator output.

FLSHR LAMP Light - flashes On/Off when either outside flasherlamp (at cab end or at long hood end) is flashing, provided that out-side flasher lamp is not burned out and LIGHTS circuit breaker isclosed. Flashes at the same rate as the outside flasher lamp

PCS OPEN Light - The Knorr air brake system de-energizes loco-motive control system pneumatic control relay PCR whenever it ini-tiates a safety control or emergency air brake application. WhenPCR trips, it switches On the PCS OPEN light, and EM2000 turnsoff the excitation, interrupting locomotive power/dynamic brakeoperation.

NOTE: When rail conditions are poor and the locomotive is operating in power above2.4Km/h (1.5MPH), occasional, irregular WHEEL SLIP light flashing mayindicate a wheel creep system failure. Operation may continue, but report con-dition to authorized maintenance personnel.


To restore locomotive power after safety control or emergency brakeconditions end, reset PCR: set throttle handle in IDLE, then set auto-matic brake handle in EM (Emergency) for 60 seconds, them moveit to REL (Release).

BRAKE WARN Light - The BRAKE WARN indicator lights turnon whenever this locomotive, or another locomotive in tandem (MUjumpers connected) is generating excessive dynamic braking cur-rent, regardless of tractive effort meter reading. If the light switchesOn, act to make sure that it does not remain On longer than a fewseconds.

The locomotive computer recognizes whether this locomotive origi-nated the BRAKE WARN indication, or whether it came fromanother trainlined locomotive. If the warning is coming from a train-lined locomotive, EM2000 displays a message stating that fact.

If BRAKE WARN indications are repeated, determine which loco-motive is at fault, and take it out of dynamic braking service by set-ting its DYN BRAKE switch (on engine control panel) in CUTOUT. That locomotive then can operate normally under power, butcannot produce dynamic braking. If the faulty dynamic brake sys-tem is not cut out, and excessive braking effort continues for anextended period, automatic dynamic brake lockout will occur.

ALERTER LIGHT

EM2000 controls the alerter awareness lights and cab buzzer. There are two (2) lights, one on each of the control consoles. The lights turn “on” when EM2000 request an acknowledgment from the locomotive operator.

CONTROL CONSOLES INTERNAL EQUIPMENT

RE DB41 thru 46 & RE DB51 THRU 56

These devices are dropping resistors used in conjunction with dynamic brake rheostats RH40 & RH50 to provide a progressively higher brake reference volt-age as the dynamic brake handle is moved to a higher position.

RE CTLR41 & RE CTLR 51

These 1.5 K ohm dropping resistor are used for the controller lights for each of the respective consoles.

CAUTIONFailure to reduce dynamic braking current when the BRAKE WARN indicator has been On for more than a few seconds can result in major equipment damage and electrical fires


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RH GA41 & RHGA51

These potentiometers provide dimmer control for the gauge light circuits for each of the respective consoles.

RE GA41-A1 thru GA41-B3 & RE GA51-A1 thru RE GA51-B3

These 275 ohm dropping resistor are used in the gauge light circuits.

TB50 51,52,53,54,55: Terminal Boards

These terminal boards are used to connect the control console equipment to the locomotive electrical system

RHS - Reverser Handle Switches

RHS-R (Reverse) and RHS-F (Forward) switches are mechanically activated by the locomotive operator when he moves the reverser handle. RHS-R switches contacts C-D of both consoles are connected to DIO-2 input channel 11 (RHSW R). RHS-F switches contacts C-D of both consoles are connected to DIO-2 input channel 10 (RHSW F). Contacts A-B of all four RHS switches (RHS-F#1, #2 and RHS-R #1, #2) are connected in parallel to DIO-1 input channel 18 (LD unit) so that EM2000 can recognize if the locomotive is in TRAIL or LEAD position

THS - Throttle Handle Switches

The throttle handle switches 1 thru 8, idle, 5-6, 3 thru 8, 5 thru 8 and 2-4-6-8, are mechanically attached to the throttle handle. These switches are connected to the locomotive computer (EM2000) through the use of input channels to determine throttle handle position in power mode.

BKS - Braking Handle Switches

The braking handle switches BKS-B and BKS-BG are mechanically activated by the throttle handle when it is placed in the braking section of the controller. BKS-B switch contacts C-D closes as soon as the throttle handle is put into the “SET-UP” position, 74VDC is applied to M.U. receptacles pin 17 and to the Dynamic Brake rheostat assembly. BKS-BG switch contacts A-B closes when the throttle handle is pushed out of the set up position to the Dynamic Braking section, the output of the rheostat (depending on the position) is applied to MU receptacles pin 24 and to the computer ASC (Analog Signal Conditioner) mod-ule. This signal represents the Dynamic Braking power level requested by the operator.


ELECTRICAL CONTROL (#1) CABINET EQUIPMENT

The electrical control cabinet, Figure 8-34, houses some of the electrical and electronic equipment needed to power and control the locomotive. This equip-ment includes principally -

EXTERNAL

• The No. 1 Circuit Breaker Panel -

• The Engine Control Panel

• The No. 2 Circuit Breaker and Test Panel

• The locomotive Computer Display

INTERNAL

• Locomotive Control Computer (EM2000) Chassis

• Computer Power Supply Chassis

• Computer Panel Mounted Modules (ASC, FCF, FCD,TLF)

• Digital Voltage Regulator Module (DVR)

• 4 Braking Contactors (B1, B2, B3, B4)

• DC Link Transfer Switch (DCL 123, 456)

• Silicon Controlled Rectifier (SCR) Assembly

• Battery Charging Rectifier (BC) Assembly

• GTO Power Supply (GTOPSI, GTOPS2)

• Current and Voltage Transducers

• Contactors and Relays

WARNING High voltage and current are present within this cabinet. Do NOT open a cabinet doorexcept to access the Circuit Breaker panels. Refer to SAFETY PRECAUTIONS FORGT46MAC LOCOMOTIVES in Appendix C.


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Figure 8-33 #1 Electrical Control Cabinet Equipment (Front View)

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Figure 8-34 #1 Electrical Control Cabinet Equipment (Back view)

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Figure 8-35 #1 Circuit Breaker Panel

NO. 1 CIRCUIT BREAKER PANEL

The No. 1 circuit breaker panel, Figure 8-35, contains circuit breakers and switches used in the control and protection of diesel engine and electrical systems. The circuit breakers can be operated as switches but will trip open when an overload occurs. The following paragraphs describe the function of the equipment on this panel. The circuit breaker portion of the panel is divided into sections. Breakers in the shaded section must be ON (lever up) during locomotive operation. Breakers in the unshaded section are to be used as conditions require.

LIGHTS C.B.

This double pole 30A circuit breaker provides power and protection to the loco-motive +74 VDC switch controlled light circuits, including the maintenance, cab, hood, flashers, classification and gauge lights.

HDLTS (headlights)

This 35A circuit breaker provides power and protection to the front and rear headlights circuits.

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RADIO

This 15A circuit breaker is installed, between the radio base and the locomotive battery, it protects the radio communication equipment

EVENT RECORDER

This 3A circuit breaker provides power and protection to the event recorder cir-cuit.

CAB FANS

This 15A circuit breaker provides power and protection to the cab fan motors and control circuit.

AIR DRYER

This 15A circuit breaker provides protection for the air dryer system.

A.C. CONTROL

This double pole 15A circuit breaker protects the part of the ground relay system (GRT and T2) connected to the companion alternator output, as well as the AC input to FCF (Firing Control Feedback) module. EM2000 can monitor the status of the circuit breaker using the contact assembly of the A.C. control C.B. con-nected to DIO-2 input channel 1 (AC CNTL) of the computer multiplex circuit.

CONTROL

This 40A circuit breaker sets up the fuel pump and control circuits used for engine starting. The control circuits are fed by battery power through the battery knife switch before an engine start. Once the engine is running, the auxiliary generator supplies power through this breaker to maintain operating control. A set of contacts belonging to the control circuit breaker is connected to DIO-1 input channel 5 (CNTL CB) of the computer multiplex circuit.

LOCAL CONTROL

This 30A circuit breaker establishes “local” (not trainlined) control with power from the locomotive battery to operate heavy duty switchgear, magnet valves, contactors, governor solenoids, wheel flange lube system, and the DIO computer input/output modules. A set of contacts is part of this circuit breaker assembly. It is connected to DIO-2 input channel 18 (LC BAT) of the computer multiplex cir-cuit.

DCL CONTROL

This 3A circuit breaker protects the DC Link (DCL) transfer switch motor and control circuits. A safety guard is applied over this breaker to avoid inadvertent actuation.


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FILTER BLOWER MOTOR

This 30A circuit breaker protects the inertial filter blower motor circuit. The blower is used to evacuate dirt laden air from the central air compartment inertial filters. A set of contacts is part of this circuit breaker assembly. It is connected to DIO -1 input channel 3 (FLBWCB) of the computer multiplex circuit. If this breaker trips open or is inadvertently left in the OFF position, then a FILTER BLOWER MOTOR CB OPEN message will appear on the EM2000 display panel.

NOTE: If the filter blower motor breaker is tripped open (OFF), operation may continue to the nearest maintenance point.

AC GTO #1 PWR SUPPLY

This double pole 15A circuit breaker is installed between the 55VAC 3ø output of the auxiliary generator and the GTO power supply - PS GTO1 that provides the 24 VDC supply input for the #1 inverter (TCC1).

AC GTO #2 PWR SUPPLY

This double pole 15A circuit breaker is installed between this 55VAC 3ø output of the auxiliary generator and the GTO power supply - PS GTO2 that provides the 24 VDC supply input for the #2 inverter (TCC2).

AUX. GEN. FLD

This 10A circuit breaker protects the auxiliary generator field circuit and the dig-ital voltage regulator module (DVR). A contact being part of the circuit breaker closes the circuit between the DC output of the auxiliary generator and the DVR module. A trip coil, also part of C.B. assembly may be energized by DVR if an overvoltage condition is detected. If the breaker is tripped, then auxiliary genera-tor output to the low voltage (+74 VDC) system is eliminated. No auxiliary gen-erator output causes the fuel pump to drop out - the diesel engine goes to idle and eventually shuts down. A FUEL PUMP NOT RUNNING: FORCED IDLE and a NO LOADING- NO CA6 OUTPUT message appears on the EM2000 display panel.

AUX. GEN. F.B.

This 10A circuit breaker provides power and protection to the firing control driver (FCD) module.

FUEL PUMP

This 30A circuit breaker protects the fuel pump motor circuit.


TCC1 COMP

This 10A circuit breaker provides power (74VDC) and protection to the #1 truck traction control (TCC1) computer and associated circuits. This circuit breaker has a contact installed in series with DIO-2 input channel 4 (TC1 BKR) of the computer multiplex circuit. A safety guard is used over this breaker to avoid inadvertent actuations.

TCC2 COMP

This 10 A circuit breaker provides power (74VDC) and protection to the #2 truck traction control (TCC2) computer and associated circuits. This circuit breaker has a contact installed in series with DIO-2 input channel 4 (TC2 BKR) of the computer multiplex circuit. A safety guard is used over this breaker to avoid inadvertent actuations.

TURBO

This 30A circuit breaker provides power and protection to the turbo lube pump motor. It must be in ON position (lever up) before diesel engine start for pre-lube and after diesel engine shutdown (to remove residual heat from the turbo bearings). If the diesel engine is running and this circuit breaker is OFF (lever down), then a TURBO CIRCUIT BREAKER DOWN message will appear on the EM2000 display panel. A protection cover is used over this circuit breaker to avoid inadvertent actuation.

COMPUTER CONTROL

This 15A circuit breaker provides breaker provides power and protection to MCB relay and to EM2000 Power Regulator PRG.

TCC ELECT BLOWER MOTOR

This 30A circuit breaker is used to protect the TCC electronics blower motor, located in the inertial filter compartment. This blower supplies cooling air to the electronics in both TCC #1 and #2 cabinets

MICRO AIR BRAKE

This 15A breaker provides power from the locomotive battery to the Knorr Air Brake computer relay unit/voltage conditioning unit.

CAUTION Both the COMPUTER CONTROL and TURBO circuit breakers mustremain ON (lever up) after engine shutdown. This allows continuedoperation of the turbo lube pump to cool down the turbocharger bearings.The battery knife switch can be open immediately after diesel engineshutdown .


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GROUND RELAY CUTOUT Switch

This double pole toggle switch disconnects the ground protection relay GR from the locomotive high voltage electrical circuits for maintenance inspections or troubleshooting. When this double pole switch is open, one contact cuts out the ground relay and the other contact connected to DIO-1 input channel 2 GRN-TCO turns off this input channel. EM2000 will not allow main generator excita-tion. This switch is normally locked in the closed (lever up) position by a pin which is safety wired to a switch guard bracket. In this position, the Ground Fault Protection System is armed.

ENGINE CONTROL PANEL

Various switches and controls used in the operation of the locomotive are mounted on the engine control panel, Figure 8-36, A brief description of each device follows:

Figure 8-36 Engine control panel

ISOLATION Switch

This rotary type switch can be used to isolate the locomotive from other units in consist and has two operating positions - RUN and START /STOP/ ISOLATE which are described as follows:


RUN Position

This position puts the locomotive on line after an engine start - the unit will load and respond to throttle control in a normal manner.

START/STOP/ISOLATE Position

The isolation switch must be in this position to start the diesel engine. The engine starting switch (FP/ES) is cut out unless the isolation switch is in START/STOP/ISOLATE. This position also isolates the locomotive, therefore, the unit will not develop power - the diesel engine runs at idle speed in all throt-tle positions. This position will also silence the alarm bell in a no power condi-tion, but not for a hot engine alarm.

NO DBCO (Dynamic brake CUT-OUT switch)

When this slide switch is moved to CUT-OUT or OFF position (down), the locomotive will not operate in dynamic brake. The locomotive will operate in power with normal air braking and no other units in consist are affected. The switch can be used to limit the number of units in a consist that operate with dynamic braking or to cut out a unit with defective dynamic brake system while allowing it to operate in motoring. This switch is normally safety wired in the CUT-IN or ON position to avoid inadvertent actuations

EXTERIOR LIGHTS Switch (Rear Platform & Fuel Station)

This slide switch is used to provide ON/OFF control of the platform and fueling station lights at the left and right side fueling areas. With the slide-button in the ON (up) position, power is supplied to these lights, provided that the battery knife switch is closed and the LIGHTS breaker is in the ON (up) position.

MAINTENANCE (Engineroom) LIGHTS Switch

This slide switch is used to provide ON/OFF control of the engineroom and inertial filter compartment maintenance lights. With the slide-button in the ON (up) position, power is supplied to these lights, provided that the battery knife switch is closed and the LIGHTS breaker is in the ON (up) position.

EFCO (Emergency Fuel Cutoff) / STOP Switch

The diesel engine will stop whenever this engine stop push-button switch is pressed and held in for approximately one (1) second. It need not be held in until the engine stops: however, holding the button in for one (1) second ensures that the computer recognizes the switch actuation as a proper shut-down signal.

BATTERY CHARGING Ammeter

The battery charging current ammeter indicates the status of charge on the batter-ies (either charging or discharging). The battery charging ammeter does not indi-cate the auxiliary generator output, or the engine cranking current during start-up.


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CLASS LIGHTS Switch

This rotary switch has three (3) positions; LONG HOOD FORWARD, OFF, and CAB END FORWARD. The function of these positions are as follows:

CAB END FORWARD Position

• Illuminates cab end classification lights

OFF Position

• Turns off classification lights

LONG HOOD FORWARD Position

• Illuminates long hood end classification lights

WARNING Locomotive operating personnel are not to access any deviceswithin the high voltage areas of the Electrical Control Cabinet dueto the presence of residual high voltage. Access within these areas ofthe cabinet is limited to maintenance personnel that are knowledge-able of the DCL discharge procedures.This restriction does not apply for access to electrical panels used innormal operation.


NO. 2 CIRCUIT BREAKER AND TEST PANEL

Figure 8-37 No.2 Circuit Breaker Compartment

The No. 2 circuit breaker compartment, Figure 8-37, has provisions for circuit breakers as well as a test panel intended for use by maintenance personnel during maintenance and testing procedures. All three circuit breakers must be ON (lever up) during locomotive operation.

TEST PANEL

This panel is used by maintenance personnel to measure main generator field voltage (DC), companion alternator voltage (Max 230VAC), load regulator volt-age(DC) and battery voltage (DC).

GENERATOR FIELD CIRCUIT BREAKER

The main generator receives excitation current from the companion alternator through silicon controlled rectifiers (SCR). This 90A circuit breaker protects the silicon controlled rectifiers, the main generator field and the associated circuitry. A current overload in the main generator field is normally detected by EM2000 circuit causing an EXCESSIVE GENERATOR FIELD CURRENT message to appear on EM2000 display screen. The message will disappear when field current drops to a safe level.

NOTE This breaker trips to the CENTER position. Wait for the generator field to coolbefore resetting the breaker. Reset by moving the breaker lever down to fullOFF before raising it to ON.


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TTC1 BLWR CIRCUIT BREAKER

This triple pole circuit breaker is used to protect the Traction Control Converter (TCC) Cabinet #1 blower motor. The circuit breaker has a contact assembly con-nected to DIO 2 input channel 4 (TC1BKR) of the computer multiplex circuit.

TTC2 BLWR CIRCUIT BREAKER

This triple pole 30A circuit breaker is used to protect the Traction Control Con-verter (TCC) Cabinet #2 blower motor. The circuit breaker has a contact assem-bly connected to DIO 2 input channel 4(TC2BKR) of the computer multiplex circuit.

MAIN CONTROL PANEL

Many smaller electrical devices such as relays and resistors are mounted on the main control panel, Figure 8-38, which is located inside the Electrical Control Cabinet across the top back wall. These devices are listed, starting at the top right corner looking into the front (cab side) of the cabinet.


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Figure 8-38 Top Half Of Main Control Panel

RE HDLT DIM A & DIM B

These 3.75 ohms dropping resistors are used to provide proper voltage for the headlights in the dim position.

RE HDLT CE A - CE B & RE HDLT HE A - HE B

These 16 ohms dropping resistors are used to provide proper voltage for the headlights in bright position.

PD1, 2, 3, 4 - POWER DISTRIBUTION CONNECTORS

Each of these three Power Distribution connectors provide 36 common con-nected sockets. They are used to distribute low voltage DC (74VDC Pos. and/or Neg.) from circuit breakers to the computer multiplex circuit and output chan-nels.

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CMU1, 2, 3 CONNECTORS - MULTIPLEX CIRCUITS

These multiplex plugs and connectors are used in computer DIO module input channel multiplexing circuits. Each CMU connector has several groups of elec-trically commoned terminals with each group isolated from the others. Within a common group, one pin connects (through the mating CMU plug) to a DIO mod-ule input channel, and the others connect (through the same CMU plug) to the various circuits being monitored by that DIO input channel. Each CMU connec-tor is assigned to a group of 4 multiplexed input channels.

DIP- DIODE INPUT PANELS 30, 31, 32

These Diode Input Panels are used to connect a single DIO output channel to as many as eight different DIO module inputs (including external devices being monitored) for multiplexing purposes. They consist in 24 sets of two diodes in series for each input line to prevent backfeeding electrical noise from one DIO input channel to another.

TB BAR

This terminal board provides the interface between the barometer signal and the EM2000 locomotive computer by way of the Analog/Digital/Analog (ADA) module. The barometer is also provided +5 VDC input power through TB BAR from the Analog Signal Conditioner (ASC) module.

BAROMETER

The barometer senses atmospheric pressure in the #1 electrical cabinet and pro-vides an analog voltage signal representing absolute air pressure to the EM2000 locomotive computer through the ADA module. Maximum barometric air pres-sure output is approximately +5 VDC.

RE AG FIELD A-B

These 5.7 ohms resistors are connected in series between input terminal F-J & L-N of the DVR module and the field winding of the AC auxiliary generator. Its purpose is to limit current to DVR controls circuits and auxiliary generator field winding.

SPR1, SPR2 - SIEMENS PROTECTION RELAYS

Each coil is connected into the Siemens computer starting circuit module. Under the right conditions, the starting circuit module completes the circuit to the coil, and allows the relay to pick up, thus providing power to the computer. This relay is used to temporarily disconnect the traction computers (Siemens) from the bat-tery voltage during engine startup when the battery voltage drops.


MCB-EM2000 COMPUTER CONTROL RELAY

This relay is controlled by the COMPUTER CONTROL circuit breaker. (The former name of the breaker was MODULE CONTROL, which is the basis for the MCB designation.)

MCB picks up when the COMPUTER CONTROL breaker closes, provided that either the battery knife switch is closed or the turbo lube pump relay (TLPR) is picked up. MCB drops out if the COMPUTER CONTROL breaker opens. When MCB drops out, #1 contact closes to keep the fuel pump relay FPR energized (Bypass the FPRLY output channel), provided that all four following conditions are met:

1. Battery knife switch is closed.2. LOCAL CONTROL breaker is closed.3. No emergency fuel cutoff (EFCO) switch is operated.4. Shutdown relay SDR is not picked up.

#2 contact opens the circuit between DIO-2 output channel 6 (TEL LED) and the Tractive Effort Reduction LED(AMM TM 1 and 2). #3 contacts closes to dis-charge the PRG (Computer Power Regulator) capacitors.

TEL - TRACTIVE EFFORT LIMITING RELAY

This relay is energized by EM2000 when the operator selects the traction effort limit function on the display screen (T.E. Limit can be reduced to 294Kn (66 140 Lbs). When this relay is energized, #1 contact closes the circuit to DIO-3 input channel 13 (TEL) this is the TEL relay status feedback to EM2000. The #2 con-tact closes to feed M.U. receptacles pin#14. (all EM2000 controlled units in the consist will also reduce their tractive effort), the traction effort limit indicator lights on each of the control consoles and the DIO-3 input channel 19 (TE TEL).

BWR - BRAKE WARNING RELAY

This relay is picked up when the computer senses a grid overcurrent condition. When BWR picks up, dynamic braking operation cuts out, and the BRAKE WARN indication appears on the consoles.

The coil of BWR is energized by the EM2000 computer through DIO-1 output CH4 (BWR). BWR #1 contact provides a BWR pickup input signal (DIO-2 input, CH2) to EM2000 and BWR #2 contact energizes the 20T trainline and turns on the DIO-2 input channel 22 (BW 20T) and the brake warning indicator lights on the control consoles. EM2000 displays a brake warning indication.


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EFCO - EMERGENCY FUEL CUTOFF AND ENGINE STOP RELAY

The EFCO relay is held picked up in normal operation - the EFCO is energized when emergency fuel cutoff is not requested.

Momentary pressure on EFCO/STOP, EFCO2, or EFCO3 turns off the EFCO relay coil and disables the DIO-2 (IN)(CH18) NOEFCO signal to the computer. Dropout of the EFCO relay energizes the D valve in the Woodward governor causing the fuel injectors to go to the no fuel position and the engine to shut down from lack of fuel. EFCO/STOP switch is located on the engine control panel of the electrical cabinet.

EFCO2 and EFCO3 switches, are located at the locomotive underframe near each fuel filling stations.

PCR - PNEUMATIC CONTROL RELAY

The red PCS OPEN indicator light on the control console comes on to indicate a safety control or emergency air brake application.

In normal operation, PCR is picked up. The +74 VDC is supplied on 13T through PCR #3 (NO) contacts to power throttle handle switches and turn on DIO-2 input channel 9 (PCS).

PCR #1 (NO) contacts #1 provide 13T voltage, through Knorr CRU (Computer Relay Unit) K5 relay contacts, to hold PCR picked up when the throttle is moved out of idle position.

PCR #2 (NC) contacts turns on the PCS OPEN light when PCR is not energized.

When a safety control or penalty brake application occurs, the Knorr air brake system CRU (Computer Relay Unit) opens the feed to PCR. PCR contacts #2 close to turn on the PCS OPEN indicator lights.

PCR #3 contacts open to turn off the PCS input (CH9) signal to the EM2000 computer and de-energize the throttle handle switches as well as the trainlined throttle signals.

The computer then acts to cut off main generator/traction motor power, reduce engine speed to TH1, and display a NO LOAD-PCS OPEN message on the EM2000 screen display. To restore locomotive power (to re-energize PCR) set the throttle handle in IDLE, then set automatic brake handle in EMERGENCY for 60 seconds. Then move it to RELEASE.

TLPR - TURBOCHARGER LUBE PUMP RELAY

TLPR energizes the turbocharger auxiliary lube oil pump at engine start and shutdown, and prevents engine start until TLPR is picked up.

TLPR is picked up by EM2000 computer through DIO-2 (OUT)(CH23). Con-tacts energize the turbocharger auxiliary lube oil pump at engine start, and shut-down. Refer to Section 3 “Lubricating Oil System” for detailed operation.

WL - WHEEL SLIP LIGHT RELAY

This relay is energized when the computer senses a wheel slip, wheel overspeed,


or locked powered wheel condition. Pickup of the WL relay turns on the WHEEL SLIP light on the control consoles .

The WL relay is picked up by the EM2000 computer through DIO-1 (OUT) (CH3). WL relay N.O. contact #1 is connected to DIO-2 input channel 2 (WH SLP) of the multiplexing circuit (Relay Status Feedback).

The N.O. contact #2 is used to feed M.U. receptacles pin 10T, the wheel slip lights on the control consoles and turn “on” DIO-2 input channel 21 (WL 10T)

VPC - VOLTAGE PROTECTION CONTACTOR

The power supply starting circuits for the Siemens inverter computers and the voltage protection contactor (VPC) protects computers against overvoltage con-ditions and does not allow the TCC computers to start up unless all modules are in place.

The contacts #1 and #2 of the Voltage Protection Contactor (VPC) are open dur-ing (and for a short period after) engine starting in order to allow the DVR to gain proper control of the Aux. Gen. output. Immediately following engine start-ing, the output of the DVR module can momentarily overshoot its controlling voltage of 74 volts to a point that can cause damage to the GTO circuitry.

VPC contact #3 is connected to DIO#1 input channel 2 (VPC) of the multiplex-ing circuit (contactor status feedback).

SDR - SHUT DOWN RELAY

Pressing the MU Engine Stop Switch on the #2 control console picks up SDR. SDR pick-up results in an immediate engine shutdown of all locomotive coupled in the consist. Refer to Section Engine Starting and Stopping for detailed opera-tion.

AR - ALARM RELAY

The alarm circuit alerts the operator of abnormal conditions or protective device activity. The relay (AR) is de-energized and the alarm bell rings whenever the attendant call push-button is pressed, or through software - whenever the com-puter senses various operating conditions.

The AR coil is connected to DIO-1 module output CH1 (NO AR) of the EM2000 computer. When the computer de-energizes AR relay, the contact #2 closes to connect 74 VDC control voltage to: Trainline 2T, the alarm bell and the DIO #1 input channel 9 (ALARM).

FPR - FUEL PUMP RELAY

The fuel pump circuit provides the locomotive operator with the means of shut-ting off the fuel pump from a switch on the Left Side CB/Switch Panel on the lower control console #2.

FPR relay is normally energized by EM2000 through DIO-2 output channel 11 (FPRLY). If the computer control circuit breaker is opened while the engine is running, the MCB interlock will prevent the engine shut down by keeping FPR


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energized. An emergency fuel cut-off request or MU (Multiple Unit) shut down request de-energizes the FPR. Contacts #1 and #2 are in series between the fuel pump circuit breaker and the fuel pump motor. Refer to section “Fuel System” for more detailed operation.

CMPSYN - COMPRESSOR SYNCHRONIZATION RELAY

CMPSYN relay is picked up by DIO-3 output CH14, based on the EM2000 compressor loading software routine. An air compressor load request signal is sent to trainline 25T, when CMPSYN is picked up

DBGR - DYNAMIC BRAKING GROUND RELAY

This relay is used to connect the dynamic brake grid to the locomotive ground detection system. During normal operation, (both TCC’s are cut-in), DBGR coil is not energized and its contacts connects grid path #2 to the ground relay sys-tem. Remember that in dynamic braking, when both trucks are CUT-IN, the two grid paths are connected in parallel so that the ground relay (GR) will pick up if there is a high voltage ground on either grid path. In the case where a TCC (TCC1 or TCC2 ) need to be cut out, EM2000 disconnects grid path #2 and uses grid path #1 to connect the remaining TCC during dynamic braking opeation. When this event occurs, DBGR coil is energized through B2 and B4 contactors interlocks and DBGR contacts move to connect grid path #1 only to the ground relay circuit.

RE PRG- RESISTOR, POWER REGULATOR MODULE (EM2000)

This resistor is used to discharge the PRG capacitors when the computer control circuit breaker is turned off.

DCR - DRYER CONTROL RELAY

The DCR relay controls the electronic timer “memory” of the air filter/ dryer, which permits the unit to regenerate only when the locomotive is in motoring or dynamic braking, or when an air compressor on any locomotive in a multiple unit consist is loading (pumping), in order to conserve additional air. The DCR relay is controlled by EM2000 through DIO 3 output channel 5 (DCR). Refer to Section 6 Compressed Air system for more detailed information.

DRC - DIODE RECTIFIER CAPACITOR ASSEMBLY

This is a Diode Rectifier Capacitor Suppression device used to protect relay pickup coils such as GFD from transients when contacts paralleling DRC are

CAUTION The control and fuel pump switch must always remain in the ON position while theengine is running. If an engine shuts down from lack of fuel, damage to the enginefuel injectors is possible.

CAUTION In the event of a grid path#1 failure such as open/shorted grid, open/seized BlowerMotor, EM2000 will switch automatically to grid path#2 when only one TCC is cut in.


opened.

CR ST

Prevents backfeed from batteries through starting circuit string and battery posi-tive string when battery knife switch is open and TLPR relay is picked up.

CR BRK 1, 2, 3, 4

These rectifiers prevents backfeed between the B1, B2, B3, B4, through the neg-ative feeds to the IS switch.

CR PCS

Prevents backfeed of PCR reset control circuit into EM2000 locomotive input/output computer circuits.

CR TC1 - CR TC2

Smooth voltage spikes caused by dropout of SPR relay(s)

Z1 - ZENER DIODE

This zener diode is used to ensure that the auxiliary generator output voltage reg-ulated by DVR is above a certain limit before the computer DIO 2 input channel 23 (AGENON) turns “on”.


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Figure 8-39 Top Left Half Of Main Control Panel

RE GR1 & RE GR2

RE GR1 and RE GR2 are each dual resistors used in the ground relay (GR) cir-cuit. Four 10 ohms resistors - RE GR1A, RE GR1B, RE GR2A, and REGR2B are wired in series to form one leg of a bridge circuit for the ground relay circuit which is tied between the two series connected main generator halves.

RE GR 3 & RE GR4

RE GR3 and RE GR4 are each dual resistors used in the ground relay (GR) cir-cuit. Four 10 ohms resistors - RE GR3A, RE GR3B, RE GR4A, and RE GR4B are wired in series and connected to the dynamic brake grids and to one leg of the bridge circuit for the ground relay circuit.

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RE VDCL

This 200 k ohms resistor is used to limit current going through the DC link volt-age transducer VDCL. The resistor tolerance value is from 198 KΩ to 202 KΩ

RE GNR A, B, C

This resistor assembly (RE GNR-A, GNR-B, GNR-C) consist in three 100 ohms resistors connected between the 3 phase output of the main generator right stator half and GRT (ground relay transductor). These are current limiting resistors for the main generator phase imbalance detection circuit.

RE GNL A, B, C

This resistor assembly (RE GNL-A, GNL-B, GNL-C) consist in three 100 ohms resistors connected between the 3 phases output of the main generator left stator half and GRT (ground relay transductor). These are current limiting resistors for the main generator phase imbalance detection circuit.

VDCL: DC LINK VOLTAGE SENSOR

This hall effect voltage transducer measure the DC link voltage (main generator output). PDP2 (Power Distribution Panel) supply the ±15 VDC required for the transducer operation and provides the connections between VDCL and ADA (Analog to Digital to Analog) module. VDCL is connected in series with a cur-rent limiting resistor directly across the main generator. The output signal from VDCL is from the “M” fast on connection point and is in milli amps. The input voltage vs output current ratio is 40.3 VDC/M.A.

GR: GROUND RELAY

The ground relay is part of the circuit that shuts down the main generator if any of the following faults occur:

1. A failed group of rectifying diodes - This results in loss of an outputphase and potential generator damage.

2. Development of a positive or negative high voltage path to ground - This is apotential fire hazard.

GR is normally de-energized - it is picked up when GR pick-up coil current exceeds 750-875 milliampere. The ground relay is held in its tripped position by a mechanical latch in the relay and is reset by the EM2000 computer. The EM2000 provides a reset lockout function that prevents further resetting after a specific number of resets within a given time period. A ground relay lockout can be reset through EM2000 display. Eliminate the cause of the ground relay fault, to prevent a repeat ground relay lockout condition.

GRT: GROUND RELAY TRANSDUCTOR

This transductor contains several control windings which act on a single output winding. The control windings are connected in circuits which sense faults that are potentially dangerous to the main generator.


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CR GNL 1, 2, 3

Used in the ground relay transductor (GRT) circuit to prevent AC voltage from the main generator from being applied to the negative DC generator bus output.

CR GNR 1, 2, 3

Used in the ground relay transductor (GRT) circuit to prevent AC voltage from the main generator from being applied to the positive DC generator bus output.

RE GRT

This 190 ohms resistor is connected in parallel with the primary winding of transformer T2, and in series with the primary winding of Ground Relay Trans-ductor GRT. It is used to shunt voltage spikes that occur across T2.

T2: GROUND RELAY TRANSFORMER

Provides supply voltage to ground relay GR pickup coil circuit.

CR GR1 THRU 8

These rectifiers make up the ground relay (GR) bridge circuit and protect the ground relay coil circuit from voltage spikes.

CA GR1 THRU 6

These capacitors are used to filter out the high frequency “noise” coming to GR as induced by the “capacitor” formed by the AC motor frame and stator wind-ings (approx. 40 NF) at high speed (high frequency).


MODULE COMPARTMENT

The module compartment houses several replaceable modular devices used for various locomotive system requirements. A brief description of each module is provided here with a more detailed explanation provided in Section 9.

Figure 8-40 Module Compartment (front view)

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PANEL MOUNTED MODULES

Figure 8-41 Arrangement/ Location of Panel Mounted Modules, Power Chassis and Diagnostic Panel

DVR300 : DIGITAL VOLTAGE REGULATOR

The DVR module regulates auxiliary generator output by controlling auxiliary generator field current. The auxiliary generator ouput voltage can vary from 72.5V to 77.5 V depending on battery box ambient temperature. Refer to Section 9 for more detailed information.

FCD300: FIRING CONTROL DRIVER

The FCD module amplifies the SCR’s gate signals from the EM2000 CPU. The Green LED on the module faceplate must be “ON” during normal operation. Refer to Section 9B for more detailed information.

FCF300: FIRING CONTROL FEEDBACK MODULE

The FCF module provides feedback from the CA6A companion alternator to the EM2000 CPU. This module contains the zero cross detection circuit which tells the CPU when each of the companion alternators phase crosses from the nega-tive half cycle to the positive half cycle. Refer to Section 9B for more detailed information.

ASC300: ANALOG SIGNAL CONDITIONER MODULE

The ASC module converts and conditions analog feedback signals into DC volt-age signals that are suitable for the Analog to Digital to Analog module ADA. Refer to Section 9B for more detailed information.

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TLF301: TRAINLINE FILTER MODULE

The TLF module converts the +74 VDC trainline signals from older model loco-motives into a form that can be processed by the EM2000. Refer to Section 9B for more detailed information.

COMPUTER CHASSIS (Refer to Section 9B for Detailed Information)

The EM2000 computer chassis is equipped with the following modules:

Figure 8-42 Arrangement /Location of EM2000 Computer Chassis

DIO300: DIGITAL INPUT/OUTPUT MODULE

The digital inputs and outputs to and from EM2000 are handled by the 3 DIO modules. Each DIO module has 24 input channels and 26 output channels. The DIO modules act as an interface between the locomotives 74VDC systems and the computer 5 VDC system.

ADA305: ANALOG TO DIGITAL TO ANALOG

The ADA module converts analog input signals (Pressure-Temperature-Voltage-Current-Speed) into digital signals for the computer and converts digital com-puter output signals into analog signals. (Speed indicators, tractive effort meter)

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CPU302: CENTRAL PROCESSING UNIT

The CPU module contains the central processing unit which performs the actual computing operation.

MEM300: MEMORY

The MEM module is the archive memory that remembers the dynamic locomo-tive parameters and archive fault and operational data that is required when all power has been removed from the EM2000 system.

COM301: COMMUNICATIONS

The COM module provides an interface for communication between the EM2000 locomotive computer, the SIBAS traction inverter computers and the Knorr air brake system computer.

POWER CHASSIS

Figure 8-43 PRG 300

The EM2000 control system requires DC power supplies of various ranges. Spe-cifically, the chassis uses +5VDC, +12 VDC & -12 VDC. Many feedback devices called Hall Effect Transducer Devices as well as the RADAR Trans-ceiver and magnetic speed pick-ups require + 15 VDC and - 15 VDC.

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PRG 300 POWER REGULATOR

The PRG 300 is the power conditioner for the PSM modules. It received its input from the Aux. Gen./Battery circuitry and will function properly when the input voltage is between 20 and 95 VDC. When the input is between 25-63 VDC , the PRG boosts the output voltage to 64-73 VDC. This boosting operation can con-tinue for a limited time before thermal overload occurs. Boost time depends on the amount of boost required. With an input above 63 VDC, the PRG active boost circuitry turns off, and the PRG acts as a low pass filter with the output just lower than the input by approximately 1 VDC. The PRG also acts as a power dissipating resistor when input is too high. The resistive circuitry activates at approximately 80 VDC.

1. The green LED on the faceplate indicates operation of boost mode.This is not a fault condition an is no cause for concern consideringthe modules. It is, however, a warning that battery voltage is too lowfor continuous computer operation without output from Aux. Gen.The boost mode will work for about 20-30 minutes.

2. The red LED for input fault will illuminate when the input voltagerises above 93 VDC or falls below 22 VDC. When this LED is on,the PRG300 is disabled. To reset, the breaker must be cycled andremain in the off position for at least 20 seconds as noted on thefaceplate.

3. The red LED for output fault will turn on if greater than 7 A of out-put current is detected. The module interprets this as a short circuitand shuts down boost operation lighting the output fault LED. TheLED goes off when the overcurrent condition is removed.

Four test points on the module allow for the measurement of + & -74 VDC input as well as output. Notice that the 74 VDC negatives are not common


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PSM 300 POWER SUPPLY MODULE

The PSM 300 steps down the 74 VDC input from the PRG 300 to +5 VDC and distributes the power to the computer chassis. Notice that this system does not use a negative 5 VDC supply. The PSM 300 must receive an input between 55 and 90 Volts from the PRG 300 in order to function properly.

Figure 8-44 PSM 300


The PSM 310 steps down the 74 VDC input from the PRG 300 to +/- 12 VDC and distributes the power to the computer chassis. The PSM 310 must receive an input between 55 and 90 Volts from the PRG 300 in order to function properly.

Figure 8-45 PSM 310

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The PSM 320 steps down the 74 VDC input from the PRG 300 to +/- 15 VDC and distributes the power to the PDPs (Power distribution panels) and the computer display screen. The PSM must receive an input between 55 and 90 volts from the PRG 300 in order to function properly.

Figure 8-46 PSM 320

PSM Module Test Points and LEDs

Each of the PSM modules has 4 LEDS (3 on PSM 300) on the faceplate.

1. The green LEDs (only one on the PSM 300) indicate operationwithin the specified 2.5% of the supply’s rated output voltage.

2. The red input LED indicates a transient in the input line exceedingthe input range of 55-90 VDC. This is not necessarily a fault.

3. The red fault LED indicates that the output current from the moduleis out of the specified range.

All three modules have +&- 74 VDC input test points. Test points to measure the module output voltages are also provided. The PSM300 has +5 VDC and a com-mon; the PSM 310 has + & - 12 VDC and a common; and the PSM 320 has + & - 15 VDC and a common.

DIAGNOSTIC PANEL

The diagnostic panel consist in 4 communication ports that give access to the TCC1 and 2 computers, the air brake computer and the event recorder (when applied). These communication ports allow maintenance people to download information (fault events, operational data) and perform certain tests.

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Figure 8-47 Module Compartment Rear View.

PDP1-2 - POWER DISTRIBUTION PANEL

These panels are used to distribute the ± 15 VDC needed to power the current and voltage hall effect transducers and the radar transceiver. Most of the signals coming in or going out of ADA (Analog to Digital Analog) module goes through the Power Distribution Panels.

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FC DIS BOX - FIRING CIRCUIT DISTRIBUTION BOX

This distribution box is used to connect the computer to the Panel Mounted Modules FCF (Firing Control Feedback) and FCD (Firing Control Driver).

SIG DIS BOX - SIGNALS DISTRIBUTION BOX

This distribution box connects the COM301 (Communication) module to the traction control computers (TCCs) and to the air brake system computer (Knorr).

RDRTST - RADAR TEST RELAY

This relay is picked up by EM2000 when performing the radar self test. RDRTST contacts provide +15 VDC to the radar transceiver.


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ELECTRICAL CABINET - LOWER PORTION

GFC: GENERATOR FIELD CONTACTOR

Figure 8-48 Electrical Cabinet Bottom Section - Front View

The normally-open main contacts of this device are located in the AC supply from the companion alternator to the main generator excitation rectifier, SCR. The contactor picks up when circuits are complete for power operation, dynamic braking, or load testing.

The GFC contactor is controlled by the EM2000 and picks up when circuits are complete for power operation, dynamic brake, or load testing. Moving the throt-tle handle into a power position, with other circuit logic conditions satisfied, pro-vides a generator field pick up signal DIO-1 input channel 15 (GF REQ) to the EM2000. With the Isolation Switch in RUN, GFD picked up and no engine shut-down request, EM2000 turns on DIO-1 output channel 2 (GFC) to pick up GFC.

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GFD: MAIN GENERATOR FIELD DECAY CONTACTOR

If a ground fault causes the ground relay GR to pick up the normally closed GR contact, J-K opens to de-energize GFD coil which contact 2B opens to dropout GFC (Generator Field Contactor). GFD main contacts open to insert resistor RE2 in series with the generator field discharge circuit, thereby increasing the field decay rate by limiting circulating current.

IMGF: GENERATOR FIELD CURRENT TRANSDUCER

This hall effect current transducer is in the Main Generator Field circuit between the SCR (Silicon controlled Rectifier) assembly and the slip rings. IMGF pro-vides EM2000 with an accurate field current measurement . The PDP 2 (Power Distribution Panel) supplies the ±15 VDC required for the transducer operation and provides also the connections between IMGF and ADA (Analog to Digital to Analog) module.

B1, B2, B3, B4: DYNAMIC BRAKE CONTACTORS

In dynamic brake operation the DC link energy from the traction motors is applied to the grids, through the braking contactors, and dissipated as heat. Brake contactors B1 and B2 connect grids 1,2,3, and 4 (RE GRID 1,2,3,4) to the DC link with B1 at the positive side of the link. Brake contactors B3 and B4 con-nect grids 5,6,7, and 8 (RE GRID 5,6,7,8 ) to the DC link with B3 at the positive side of the link.

Two contactors operate together to connect three 1.251 ohm and one .687 / .626 ohm taped blower grid resistance to the DC link circuit. The grids are connected in series arrangement that increases the overall resistance when two brake con-tactors are closed. This brake grid resistance allows current flow at high level as locomotive speed decreases.The DC Grid blower fan speed will be directly pro-portional to the grid current. The pickup of contactors B1 and B3 coils is con-trolled by the EM2000 computer and contactors B2 and B4 are picked up by B1 and B3 relay logic. Refer to Section 9 for more detailed information.

Each contactor is rated to carry 1200 amperes continuously and is equipped with arc chutes that contain, expand, and extinguish arcs by action of an intermittent duty blowout coil structure.

DCL123/R1, DCL456/L1: DC LINK SWITCHGEAR

The inverters are connected to the power circuit by a new set of switchgear called DCL switchgear. The motor used to drive the switchgear is driven directly from the EM2000.

The normal position of the switchgear is closed which connects the inverters to the power circuit. A few conditions will cause the switchgear to open:

• Inverter cutout is requested.

• As required by DCL shorting Self Test.

• Load test is requested.

• Excitation self test is requested.


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• The engine is not running (based on CA frequency).

• Various inverter and RS-485 serial link faults.

• Battery knife switch is opened.

• Unit is placed in isolate for more than 20 seconds.

When the transfer switches do change state, they actually motor over to a “shorted position”. Rather than leave the switch fingers in the centered position, they make contact with the “front” tips on the switch module, which are con-nected to a shorting bar. This bar will short all capacitors in the inverter to pre-vent accidental/incidental charging of the capacitors during normal maintenance routines. A ground wire runs from the shorting bar to the ground relay cutout switch to allow for meggering of the inverter or motors while TCC capacitors remain shorted. The shorting bars can be seen in Figure 8-18 as it is mounted on the front side of the switchgear. The switchgear is located in the center portion of the High Voltage Cabinet just above floor level.

Like all other types of switchgear, the DCL transfer switches are not designed to break a load. Doing this will certainly cause arcing and destruction of the contact tips since cycling through a complete transfer can take anywhere from 3 to 7 sec-onds. For this reason, several conditions must be met before the switches can change state, among them, DC Link voltage and current must be below 50 volts and 50 amps respectively.

Operation of the DCL switchgear requires that the DCL Control circuit breaker be closed. In order to insure that the DCL transfer switches make it to their shorted position in the event that someone were to isolate the unit, shut down engine, and pull the knife switch in rapid succession, the breaker has been wired ahead of the battery knife switch on the “hot” side.

Figure 8-49 DCL Switchgear

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SCR: SILICON CONTROLLED RECTIFIER

AC power from the companion alternator is rectified and applied to the main generator in controlled amounts by this rectifier assembly. The locomotive con-trol computer (EM2000) determines how much power the SCR conducts to the generator field. Refer to Section 9 -Electrical Control for detailed information

PS GTO1-2

A set of wires run from the Aux Gen. 3 phase AC output to the GTO Power Sup-ply boxes. These devices receive 3 phase AC power from the Aux. Gen. and pro-duce a 24 VDC output to be used by the Gate Units in each TCC. The transforming devices are located in the lower portion of the #1 High Voltage Cabinet below the cab floor on the engineer’s side. Should the DC output voltage stray from the specified input range, the entire locomotive will drop load momentarily, operation of the inverter affected may cease if the proper 24 VDC supply cannot be provided consistently.

The faceplate of each device has four LEDs.

Figure 8-50 GTO Power Supply Devices.

The green +24 V LED (top) indicates that the power supply is producing output within its specified tolerance.

The red OVERVOLTAGE and OVERLOAD LEDs (second & third from top respectively) indicates those fault conditions.

The green INHIBIT LED (lower most) indicates that EM2000 has requested that the supply momentarily stop producing output. Whenever the supplies are receiving 55 VAC input, they ought to be producing output unless the EM2000 sends the inhibit signal.

Each faceplate has also five test points. Three of the test points are black and provide a place to measure the 55 VAC input coming from the Aux. Gen . The other two points (red and blue) provide a place to measure the 24 VDC output from the device.

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Figure 8-51 Electrical Cabinet Bottom Section Rear View

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TCC 1 SS-TCC 2 SS - TRACTION CONVERTER CABINETS BLOWER SLOW SPEED CONTACTORS

These contactors are controlled by EM2000 through DIO-2 output channel 7 (TCC1SC) and DIO-2 output channel 8 (TCC2SC). The main contacts of these contactors connects three phase AC from the companion alternator to the TCC’s blower motors. Each contactor has an auxiliary contact connected to EM2000 multiplexing circuit to provide contactor status feedback.EM2000 controls the contactors based on the traction control computer request.

IBKBL1-2 - GRID BLOWER MOTOR CURRENT TRANSDUCER

These hall effect current transducers measure grids blower motor current. The PDP2(Power Distribution Panel) supplies the ±15 VDC required for the trans-ducers operation and provides the connections between 1BKBL1-2 and ADA (Analog to Digital to Analog) module. This information is used by EM2000 to detect open/shorted motor condition and seized bearings. The 1BKBL1-2 output signal is in volts DC, the input current vs output voltage ratio is 25A/VDC.

1TCC 1 AND 2 - DC LINK CURRENT TRANSDUCERS

These hall effect current transducers measure the DC Link current to each inverter. PDP1 (Power Distribution Panel) for the 1TCC 1 and PDP2 for TCC2 supplies the ±15 VDC required for the transducers operation and the connections between the 1TCCs and ADA (Analog to Digital to Analog) module.

TMA - TRACTION MOTOR AIR TEMPERATURE SENSOR

This thermistor (Resistor which resistance value changes with temperature) is connected to the computer ADA module through PDP2 (Power Distribution Panel). EM2000 uses that information to determine Traction Motor overheating conditions.

1B1-2 - GRID PATH #1 AND #2 CURRENT TRANSDUCERS

These hall effect transducers measure current in both grid paths. PDP2 supplies the ±15 VDC required for the transducers operation and provides the connec-tions between the grid current transducers and ADA (Analog to Digital to Ana-log) module. EM2000 uses that information to control dynamic braking effort and current. The 1B1-2 output signal is in volts DC, the input vs output voltage ration is 200A/VDC.

CAUTIONDuring replacement of a Hall Effect Current Transducer, care must be taken about current flow direction. An arrow on the device housing indi-cates current flow direction. Always refer to the proper schematic during repairs or replacement activities.


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EFS: ENGINE FILTER SWITCH

EFS senses the pressure drop across the inertial plus the engine air filters. When the pressure drop across the combined filters reaches 24 inches of water, the switch will trip closed. EFS closing provides a signal to the computer which results in reduced engine speed and load. The display message will read EFS: PLUGGED ENGINE FILTERS: TH6 LIMIT. Speed and loading will be reduced to TH6 limit.

FVS: FILTER VACUUM SWITCH

This switch senses the pressure drop across the inertial plus the engine air filters. When the pressure drop across the combined filters reaches 14 inches of water, the switch will trip closed. FVS closing feeds a signal to the computer. The dis-play message will read ENGINE AIR FILTER DIRTY after the FVS has been active for some time, indicating excessive restriction of air to the engine.

RE MG1: GENERATOR FIELD DECAY RESISTOR

This 4.8 ohm resistance is inserted in series with the main generator field to increase the rate of field decay when power is removed from the field.

RE MG2: SUPPRESSION RESISTOR

With CA MG this 35 ohms resistor act to suppress voltage spikes at the SCR assembly.

CA MG: CAPACITOR

When controlled rectifier SCR is turned on, this 5 MFD capacitor, in conjunction with RE MG2, suppresses the voltage spike that occurs when the “free-wheel-ing” diode around the generator field is turned off.

OTHER DEVICES IN THE ELECTRICAL CABINET

HOSE STEMS FOR MANOMETER CONNECTION

Three hose stems are provided at the front of the electrical cabinet.

AIR FILTERS - ENGINE PLUS INERTIAL

This opening is piped to the outlet side of the engine air filter. It is used to mea-sure the pressure drop across the carbody mounted inertial filters plus the engine air filter.

ELECTRICAL CABINET

This hose stem opens directly to the inside of the electrical cabinet. It is used to measure the pressure drop across the electrical cabinet filters.


INERTIAL FILTERS

This opening is piped to the central air compartment. It is used to measure the pressure drop across the carbody inertial filters.

TB31V-A, B, C, D, E, F, G, H, I, J, K, L, M: TERMINAL BOARDS

These computer cable terminal boards connect the control computer to the trac-tion inverter cabinets.

TB30-A, B, C, D, E, F, G, H, J, K, L: TERMINAL BOARDS

These terminal boards are used to connect the #1 electrical cabinet with the other locomotive systems.


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FUSE AND SWITCH COMPARTMENT

The fuse and switch compartment, Figure 8-52 is located on the L.H. side of the locomotive above the battery box. It contains the following components:

Figure 8-52 Fuse And Switch Compartment

STARTING FUSE

The 800 Amp starting fuse is in service only when starting the diesel engine. Battery current is applied through the fuse, to the starting motors. In this way, the starting fuse protects the motors from a current overload.

Although this fuse should be in good condition and always left in place, it has no effect on locomotive operation other than for engine starting. A defective fuse will be detected by the computer when attempting to start the engine. The DIO-1 input channel 20 (ST fuse) is turned off when the starting fuse is open. In that event, the computer will display the following crew message: “NO START-START FUSE IS OPEN OR MISSING.”

BATT SW (Battery Knife Switch)

This switch is used to connect the batteries to the locomotive low voltage (64/74 VDC) electrical system. This switch should be kept closed at all times during locomotive operation.


Figure 8-53 #2 Electrical Cabinet

The #2 Electrical Cabinet is located on the right side of the locomotive, under the locomotive underframe, between the No. 1 Bogie and the fuel tank. It con-tains the following components.

RE ST1, RE ST2:

These 0.16 ohm resistors are connected across starting solenoids SM1 and SM2 to increase current through the starting motors during engagement. This increase in current is sufficient for positive engagement of pinion gear with ring gear.

STA - AUXILIARY STARTING CONTACTOR

When the FUEL PRIME/ENGINE START switch is placed in the engine start position and DIO 1 output channel 18 is turned “ON” by EM2000 (if software conditions are fulfilled) STA main contact closes to apply battery power to the “pick up” solenoids that are part of the starting motors assembly. The solenoids drive the cranking motor pinions in, to mesh with the engine ring gear. Refer to section Locomotive Starting and Stopping for detailed operation.

ST - STARTING CONTACTOR

The cranking motor assemblies are equipped with heavy duty contact tips. These tips make contact when the starting solenoid has operated to engage the cranking motor pinion with the starting gear. Such contacts are normally used to carry cur-rent to the cranking motors. However, to ensure reliability of the cranking devices, the locomotive uses the solenoid operated contacts to pilot a still heavier duty Starting Contactor, ST. The use of this Starting Contactor also ensures the engagement of each of the paired cranking motor pinions, before power is applied to the cranking motors.

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BC ASM: BATTERY CHARGE ASSEMBLY

Battery charge assembly BC ASM is made up of battery charge current limiting resistor RE-BC, battery charge rectifier CR-BC, and auxiliary generator rectifier assembly CR-AG.

CR-BC consists of a pair of heat sink mounted silicon diodes in parallel with a selenium suppression rectifier that protects the silicon diodes from high voltage spikes. This rectifier prevents battery current from flowing through the field windings of the CA6B companion alternator when the diesel engine is stopped.

RE BC protects the auxiliary generator and battery charging circuit against high currents if the battery has a very low charge.

CR-AG is the auxiliary generator rectifier section. It consists in two matched sets of silicon diodes (three per set) mounted on heat sinks.

CB AUX GEN - AUXILIARY GENERATOR CIRCUIT BREAKER

This 250A double pole circuit breaker is installed between the 55 VAC output of the auxiliary generator and the auxiliary generator rectifier CR-AG. It must be “ON” for normal operation.

TB 61A-62A - TERMINAL BOARDS

These terminal boards connects the electrical cabinet #2 components to external components/systems.


AC (#3) CABINET

The AC cabinet is located on the right side of the locomotive near the equipment rack. It contains equipment described as follows:

Figure 8-54 AC Cabinet

RADIATOR FAN MOTOR FUSES

These 300 ampere bolted lug-type fuses protect against the following:

1. Locked motor rotor due to bearing seizure or jammed fan blades.

2. Single phased motor windings.

3. Faulty fan contactors.

4. Faulty electrical plugs or cables.

A small indicating fuse is affixed to the main body of each fuse, and is connected in parallel with the main fuse element. When the main element opens, the indica-tor link also burns open, and a spring loaded indicator pin protrudes.

If an inspection reveals a single blown fuse, remove and discard both fuses used to protect the motor. This should be done because the second fuse, while not blown, will in all probability be degraded and will blow at the next fan start attempt.

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FCF1A, FCF2A,, FCF1B, FCF2B,

FCF1A, FCF2A, FCF1B, and FCF2B are the fast speed cooling fan contactors for fans 1, and 2. These contacts configure the connections of the AC cooling fans motors to the companion alternator 230 VAC, 3-phase output to operate the cooling fan motors at the fast speed. Refer to section Cooling System for detailed information.

FCS1, FCS2

FCS1, FCS2 are the slow speed fan contactors for cooling fans 1 and 2. These contactors configure the connections of the AC cooling fans motors to the com-panion alternator output to operate the cooling fan motors at the slow speed. Refer to section Cooling System for detailed information.

TB80, 83A, 83B, 83C: TERMINAL BOARDS

These terminal boards are used to connect the locomotive electrical system to the electrical devices in the AC cabinet.

MRPT - MAIN RESERVOIR PRESSURE TRANSDUCER

This capacitive type pressure transducer monitors Main Reservoir pressure. PDP2 (Power Distribution Panel) supplies the ±15 VDC required to the trans-ducer operation and provides the connection between MRPT and the EM2000 ADA (Analog to Digital to Analog) module. EM2000 uses that information to control the compressor unloader valves through MVCC. (Magnet Valve Com-pressor Control). Refer to section Compressed Air System for detailed operation.

DIP 80 - DIODE INPUT PANEL

This diode input panel is used to connect single output channels to as many as 8 input channels for multiplexing purposes. This panel consists in 24 sets of two diodes in series for each input line to prevent backfeeding electrical noise from one DIO input channel to another.

CMU4 - CONNECTOR, MULTIPLEX CIRCUIT

This connector is used in the computer multiplexing circuit. Each CMU connec-tor has several groups of electrically commoned terminals with each group iso-lated from the others. Within a common group, one pin connects (through the mating CMU plug) to a DIO module input channel, and the others connect (through the same CMU plug) to the various circuits being monitored by that DIO input channel. Each CMU connector is assigned to a group of 4 multiplexed input channels.

CAUTIONWhen working on a fan motor circuit always remove BOTH fuses to isolate the motor.


MISCELLANEOUS LOCOMOTIVE EQUIPMENT

CABLE CONNECTIONS BETWEEN COMPUTER CHASSIS

The cables between computer chassis must be connected for correct operation of the computer. Each cable has a specific unique jumper arrangement inside its plug. All cables are identified and computer plugs are keyed to prevent wrong connections.

ETP1, ETP2: ENGINE TEMPERATURE SENSING PROBES

These two electronic temperature sensing probes (ETP1, ETP2) supply tempera-ture data to the computer. They consist in a thermistor device which resistance value changes with the temperature. The probes are connected to ADA module, where their feedback is converted to a digital signal for the computer. EM2000 uses the highest temperature feedback signal to control all cooling functions. In the event of one probe malfunction, the second probe provides backup data.

Temperature vs. Resistance TableF° C° OHMS

-58 -50 803.1-40 -40 842.7-22 -30 882.8-4 -20 921.614 -10 960.932 0 1000.050 10 1039.068 20 1077.986 30 1116.7104 40 1155.4122 50 1194.0140 60 1232.4158 70 1270.7176 80 1308.9194 90 1347.0212 100 1385.0230 110 1422.9246 120 1460.6266 130 1498.2284 140 1535.8302 150 1573.1* Interpolate for intermediate values


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MV-H - MAGNET VALVES, HORN

The horn Magnet Valves are picked up by the operator horn push-button switches on each Console. The magnet valve for the cab end horn is located in the short hood, zone 10. The magnet valve to the hood end is located in the long hood, zone 20.

MV-CC - MAGNET VALVE, COMPRESSOR CONTROL

When the compressor control magnet valve is de-energized, the air compressor unloader valve opens and the compressor begins to pump. The magnet valve is controlled by EM2000 through DIO1 ouput channel 14 (MVCC). EM2000 con-trols this magnet valve based on information from MRPT (Main Reservoir Pres-sure Transducer) and trainlined units requests. A manual means in also provided to keep the air compressor unloaded. MV-CC can be held open by moving the manual override T handle into the locking position.

MV1 SF, MV1 SR, MV2 SF, MV2 SR - MAGNET VALVES, SANDING

The computer controls the sanding magnet valves. Refer to section 6 - Com-pressed Air System for operation and Section 9J -Adhesion for sanding control.

TPU - TURBO MAGNETIC PICK UP

The ADA module receives a square wave feedback signal from a magnetic pickup mounted in the right hand side of the turbocharger impeller housing (left hand side of the locomotive). This signal is used by the computer to protect against turbocharger overspeed. The magnetic pickup counts the number of impeller blades, and if the feedback frequency exceeds the limits established in software, the computer reduces main generator excitation. This in turn reduces exhaust gas temperature to slow down the turbocharger.

MV-RB - MAGNET VALVE RADAR BLOW OFF

This magnet valve is used to blow air on the faceplate of the radar transceiver every 23 seconds. EM2000 controls this magnet valve using DIO-1 output chan-nel 18 (RADBLW).

MV-TS - MAGNET VALVE TRACTION MOTOR BLOWER INLET SHUTTER

This magnet valve is used to control the shutters on the air inlet of the traction motor blower. When the magnet valve MVTS is de-energized, the shutters are fully open, when energized shutters are partially closed thus restricting cooling air to the Traction Motors and reducing also the load on the diesel engine (fuel saving) when not needed. EM2000 controls this magnet valve using DIO-3 out-put channel 6 (TMSHTR). Refer to Section 5 -Central Air System for detailed operation.


MV-EBT - MAGNETIC VALVE ELECTRONIC BLOWDOWN TIMER

This magnet valve is used to blow off the moisture/water trapped into the com-pressed air system centrifugal filter assembly. The computer controls this magnet valve using DIO-3 output channel 3 (EBT). Refer to Section 6 Compressed Air System for detailed operation.

RE-GRID - DYNAMIC BRAKING RESISTANCE GRIDS (GRID1 - 4, GRID 5- 8)

These grids absorb power generated by the traction motors in dynamic braking or by the main generator is self-load test. Each set of grids consist in 3 resistor grids of 1, 251 ohms in series with a 0.687/0.626 ohms tapped grid on which a blower motor is connected. The blower dissipates the heat from the resistor grids.

EPU

The engine speed pickup feeds back into the ADA as a 5VDC square wave sig-nal. There are no test points to qualify. The unit does not require engine speed pickup to run, as the computer senses that the engine is running by looking at Companion Alternator output. For a proper feedback from the probe, it must be mounted correctly. Set the mounting gap as shown in Figure 8-55. The tolerance is .025" +/- .005". Be sure the spacing over the top of the ring gear teeth is prop-erly set. If a .030" feeler gauge is not available, use a credit card or a 6 inch steel pocket ruler. They are both about .030" thick.

Figure 8-55 Engine Speed Probe

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MRPT - MAIN RESERVOIR PRESSURE TRANSDUCER.

The compressor control system uses MRPT to monitor main reservoir pressure. However, this pressure transducer does not control directly the operation of the unloader Magnet Valve.(MV-CC), but acts as an input to the control computer (through ADA module). Operation of MV-CC is controlled by EM2000 DIO-1 ouput channel 14 (MV-CC) based on feedback from MRPT and trainlined units requests. Refer to Section 6 Compressed Air System for detailed operation.


SERVICE DATA

PARTS Part No.

TA17-CA6 B RECTIFIER BANK DIODES-

Rectifier Bank:

Diode (Positive) White . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40029132

Diode (Negative) Pink. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40029131

Fuses & Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8407729

TA17 Brush . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40034666

CA6B (Grade AY). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8413190

Main Generator Brushes Min Length . . . . . . . . . . . . . . . . . . . . . 19mm (3/4 “)

CAG Brushes Min. Length


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SECTION 9A. ELECTRICAL CONTROL SYSTEM This section describes in general terms the electrical control equipment usedon GT46MAC locomotives.

OVERVIEW

The GT46MAC locomotive was designed and constructed to provide specifictraction and braking characteristics required by the railroads. The primary con-trol system device is the EM2000 locomotive control computer (LCC). Loco-motive operating controls provide inputs to the control computer which thendirects electrical power equipment and the diesel engine to operate within theconstraints of the power and brake requirements.

This section provides information about individual electrical and electroniccontrol systems that make up the overall locomotive control system.

The GT46MAC locomotive has a 16 cylinder diesel engine that produces anominal 4000CV (3939HP). This mechanical power is converted to electricalAC power by the TA17-CA6B main generator, converted to DC by two inter-nal rectifier banks, and applied to the DC link. The DC link couples the majorcomponents of the GT46MAC locomotive power system together. Refer toFigure 9A-1 below. These main components are:

• MAIN GENERATOR - TA17-CA6B

• TWO TRACTION INVERTERS - TCC1,TCC2

• SIX TRACTION MOTORS - TM1,TM2,TM3,TM4,TM5,TM6

• DYNAMIC BRAKE GRIDS - RE GRID 1, 2, 3, 4, 5, 6, 7 & 8

ELECTRICAL CONTROL SYSTEM 9A-1

Figure 9A-1 Power Distribution Diagram

MAIN GENERATOR

The TA17-CA6B main generator produces output power based on its excita-tion current and the speed that the diesel engine drives it. section on page 3correlates throttle position to diesel engine speed, approximate main generatorexcitation current, and output power. The DC power output of the main gener-ator is applied to the DC link circuit.

9A-2 GT46MAC Locomotive Servive Manual

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.

DC LINK EQUIPMENT

The DC Link is a common bus or interface between devices that generate DCpower and devices that consume DC power - it "links" these devices together.The output of the main generator is supplied to the DC link transfer switchDCL. DCL is an 8 pole motor driven transfer switch that is used to apply DCpower produced by the main generator to the inverters.

The DC link voltage provided by the main generator is a result of diesel enginespeed and excitation current from the companion alternator. The Table onpage 3 shows DC link voltage as a function of throttle position.

Diesel Engine/Generator Power Data

ThrottlePosition

EngineSpeed(RPM)

MaximumVoltage Limit

Excitation Current

Limit (A)

PowerLimit(KW)

IDLE - GFC↓ 200 0 0 0

IDLE - GFC↑ 269 620 79 -

TH1 269 620 79 133

TH2 343 880 79 294

TH3 490 1295 95 665

TH4 568 1540 99 945

TH5 651 1760 102 1253

TH6 729 2130 105 1820

TH7 820 2430 107 2400

TH8 904 2600 109 2757

NOTE The TA17-CA6B main generator has two sets of stator windings externally con-nected in series to provide a higher output voltage.


DC link voltage is applied to the traction inverters in power, or back throughthe traction inverters to the braking grids in dynamic brake.

INVERTERS - IN GENERAL

There are two main types of DC Link/Inverter configurations:

1. Constant current DC Link with Current Source Inverters (CSI).CSI inverters are characterized by a series connected inductor.

2. Constant voltage DC Link with Voltage Source Inverters (VSI). VSIinverters are characterized by a parallel connected capacitor.

NOTE Main generator output voltage is always the DC link voltage except in dynamicbrake where the traction motors could generate an increased voltage

DC Link Voltage

Throttle Position

DC Link VoltageThrottle Position

DC Link Voltage

1 600 5 1600 - 1700

2 850 6 1600 - 1900

3 1200 - 1250 7 1800 - 2250

4 1400 - 1500 8 1800 - 2600

DC LINK VOLTAGE RANGEDC link voltage varies between 0 to 2700 VDC within these operating mode limits:

TRACTION POWER - DYNAMIC BRAKE - minimum = 600 VDC minimum = 600 VDCmaximum = 2600 VDC maximum = *2700 VDC

* In dynamic brake main generator voltage is controlled to a maximumof 600 VDC by the EM2000 computer. Because the traction motors arebeing used as generators the actual DC link voltage could be as high as2700 VDC.

NOTE Although these terms are used synonymously, the term converter is for a devicethat can change either AC to DC or DC to DC. The term inverter is used to describea device that changes a DC voltage into an AC voltage.


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GT46MAC INVERTERS

The GT46MAC locomotive uses two voltage source inverters - one for each ofthe two traction inverters: TCC1 and TCC2.

Voltage source inverters require a constant voltage supply on the DC link.These inverters control the output voltage and frequency to the AC tractionmotors by means of pulse-width modulation. The appeal of this system hasincreased with the development of solid state GTO (Gate Turn-Off) devicesand microprocessor technology.

There is a capacitor filter across the input of each of the two inverters tosmooth the output voltage from the main generator and for energy storage usein dynamic brake. Each filter is made up of 8 large capacitors mounted in eachof the Traction Control Cabinets (TCC).

Each traction inverter inverts the DC link voltage into a variable-voltage, vari-able-frequency AC voltage which is applied to a parallel set of three tractionmotors. An increase in DC link voltage causes an increase in inverter inputvoltage which should cause an increase in power to the traction motors if thecontrol computer is asking for it with the throttle setting.

AC MOTORS - IN GENERAL

An AC motor running with no load has no induced voltage or current in therotor the rotor is turning at the same speed as the magnetic field in the statorwindings caused by the applied AC voltage. Applying a load causes the rotorto slow down. Slowing down the rotor causes the rotor RPM to fall below therotating speed of the stator magnetic field. This difference in rotating speed iscalled SLIP. This slip between the rotating stator magnetic field and the rotorcauses more flux lines to be cut thereby inducing a voltage in the rotor circuit.This induced voltage causes a current to flow in the rotor windings that coun-teracts the current induced in the rotor by the load trying to slow down therotor. Load current opposes the induced rotor current. The rotor creates torquein trying to make the rotor current equal to the opposing load current thusattaining a new synchronous speed. When the motor RPM reaches the speedand torque necessary to support the load, then induced voltage in the rotordrops back to zero.

NOTE The traction inverters TCC1 and TCC2 function as inverters (DC to AC) in powerand as converters (AC to DC) in dynamic brake. In other words, the tractionmotors function as induction motors in propulsion and induction generators indynamic brake.

NOTEOn type 2 inverters that will be applied to the locomotives assembled in India the 8 DC Link capacitors are being replaced by a single capacitor which carries the capacitance valve of the type 1 inverter 8 DC link capacitors.


CONTROL COMPUTERS

GT46MAC locomotives are equipped with four interrelated computers to pro-vide electronic control of the various functions involved in locomotive opera-tion. Refer to Figure 9A-1. These individual computers are:

• The locomotive control computer, designated EM2000, controls traction power, monitors main generator feedback, limits main generator excitation levels, and control diesel engine support systems.

• The Knorr CCB computer controls the air brake system based on control inputs from the electrical brake valve and feedback from the active brake elements.

• The two Siemens SIBAS 16 monitors feedback signals and protective functions for each Traction Control Converter (TCC1, TCC2). Each SIBAS 16 uses an Intel 8086 microprocessor with an Ultra-Violet Erasable/Programmable Read Only Memory (UVE-PROM).

Figure 9A-1 EM2000 Interaction

EM2000 LOCOMOTIVE COMPUTER

The EM2000 locomotive computer controls:

• Generation of traction and brake reference signals• Display/Diagnostic System (computer display)

• Locomotive Cooling System - cooling fans, radiator shutters

• Diesel Engine - governor speed settings, turbo. lube pump, fuel pump

• Engine Starting Circuit

• Dynamic Brake System -braking contactors/braking effort

• Excitation - monitors companion alternator (CA6B) output and controlsmain generator excitation

• Vigilance and wheel flange lubrication systems

use EC38020 (see corrections)


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INPUT/OUTPUT DEVICES

The term input/output devices applies to input and output signals to the com-puter (input) or from the computer (output) to other equipment. An input/out-put device is necessary to change the signal level from one system to another -for example; from the +74 VDC locomotive system (relays, switches, etc.) tothe +5 VDC computer system or from the computer +5 VDC system to the +74VDC locomotive system. This locomotive model is equipped with combina-tion input/output modules designated as DIO(Digital Input/Output Modules),used for both inputs and outputs. For example: DIO2 is an input/output modulethat provides output signals from the EM2000 to pick up cooling fan contac-tors and input signals to the EM2000 when these contactors have picked up.


Figure 9A-2 EM2000 Block Diagram.

use EC41588 w/ corrections


0

SUMMARYThe EM2000 exerts overall control over the individual systems computers thatmake up the total locomotive. The other three computers are in some waydependent or subservient to the EM2000. EM2000/SIBAS - The EM2000 manages the GT46MAC traction systemthrough an RS-485 serial link to the traction control converters (TCCs).

EM2000/CCB - The Knorr CCB system air test set up and self test is initial-ized through the EM2000 computer display screen.


Figure 9A-3 SIBAS Computer Module Block Diagram


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TRACTION CONTROL CONVERTER COMPUTERS -SIBAS TCC1,TCC2

Each TCC computer is basically the same device - a SIBAS 16 that is modifiedfor different applications on this locomotive. The SIBAS 16 is a 16 bit com-puter based on an INTEL 8086 microprocessor running at 5.6 Mhz. These twocomputers are dedicated to the two traction inverters; one controls the #1inverter (TCC1) and the other one controls the #2 inverter (TCC2). TheEM2000 locomotive computer controls the main locomotive functions basedon inputs from the two traction computers. Refer to the Figure 9-5 on the pre-vious page for a SIBAS block diagram.

PULSE WIDTH MODULATION

Pulse width modulation (PWM) is used to control the output waveform fromthe traction inverters to the traction motors by varying the frequency andamplitude of the inverter output voltage. The traction motors require anincrease in frequency to increase the speed of the traction motor and a propor-tional increase in voltage to maintain motor torque. Pulse width modulation isaccomplished with a network of electronic switches (GTOs) that are controlledby the inverter computer to vary inverter output voltage and frequency. Referto Pulse Width Modulation later in this section.

GATE TURN-OFF THYRISTORS

Gate turn-off thyristors (GTOs) are solid state switches that allow the inverteroutput waveform to be closely controlled. Previous thyristor and SCR designallowed the gate signal to be turned ON with a gate but the device could not beturned OFF with the device. One way to turn off the device is to remove thesupply voltage which would of course de-energize the circuit. A GTO has agate that can turn it ON and OFF. The development of high power turn-offsemiconductor devices permit pulse width modulation to control both theamplitude and frequency of the traction inverter output voltage thereby makingAC motor control a reality for locomotive drive systems.

LOCOMOTIVE LOAD CONTROL SYSTEM

A simplified diagram of the locomotive load control system is shown in Figure9A-4.


Figure 9A-4 Locomotive Load Control System

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POWER SYSTEM VARIABLES

Figure 9A-5 below illustrates the range of system variables that can be encoun-tered during normal operation of the locomotive power system.

Figure 9A-5 Operating Parameters

NOTE The presence of any system variable assumes that the circuit is connected at thatpoint - contactors, switches, relays, etc. are closed.

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SECTION 9B. EM2000 LOCOMOTIVE COMPUTER

INTRODUCTION

This section covers the GT46MAC locomotive computer system and the computer modules.

HANDLING ELECTRONIC EQUIPMENT - GENERAL

Electronic components and assemblies that are sensitive to electrostatic discharge damage should display a warning label to alert personnel that special handling is required. Figure 9B-1 illustrates some common electrostatic discharge warning labels.

Figure 9B-1 Electrostatic Discharge Warning Labels, Typical

To help prevent electrostatic discharge damage, Electro-Motive ships new and Utex electronic equipment (including computer modules) in electrostatic discharge-protected bags and cushioned cartons, as shown in Figure 9B-2. Electronic equipment should remain in electrostatic discharge-protected bags until installed. Before electronic equipment is returned for repair, it must be placed in the bags, and the bags must be correctly re-closed (see next paragraph).

NOTES 1. The phrase “locomotive control computer” is often abbreviated “locomotive

computer” or “computer” in this manual.

2. In the text of this manual, many words, phrases, and abbreviations appear in aspecial typeface - “MG V” for example. Such expressions usually are takenfrom the computer display or from locomotive electrical schematics. For defini-tions of the schematic expressions, see the “Electrical Reference DesignatorDefinitions” list in the General Locomotive Information section at the front ofthis manual. Certain other all-caps expressions are taken directly from devicenameplates.

WARNING Electrostatic discharge often damages electronic components and assemblies. Pre-vent electrostatic discharge around electronic equipment by adhering to the instruc-tions that follow.

THIS DEVICE IS ELECTROSTATICDISCHARGE SENSITIVE!

CAUTIONOBSERVE PRECAUTIONS

FOR HANDLINGELECTROSTATIC

SENSITIVEDEVICES

ELECTRONIC DEVICE

CAUTION!

SUBJECT TO DAMAGEBY STATIC ELECTRICITY

HANDLING PRECAUTIONS REQUIRED

ELECTRO-MOTIVE DIVISIONGENERAL MOTORS CORPORATION

LA GRANGE, ILLINOIS USA

PLACE REMOVED DEVICE IN THISBAG AND BOX TO RETURN TO EMD.

USE LABLE INSIDE BAG TO RESEAL BAG.

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EM2000 LOCOMOTIVE COMPUTER 9B-1

Bag material is dark-colored, but transparent: serial numbers are legible through the bag.

A disposable grounding wrist strap is included with each Electro-Motive electrostatic discharge-protected electronics package. Printed instructions for use appear on the grounding wrist strap envelope.

To prevent trapping moisture within an electrostatic-protected bag, fold over the bag at the opening, and apply an adhesive-backed “Caution” label to secure the folded-over flap. Do NOT close the bag by means of heat sealing. An additional Caution label is included within each bag, for re-closure.

Figure 9B-2 Properly Bagged Module in Cushioned Box,

Box and bag are electrostatic-discharge protected.

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9B-2 GT46MAC Locomotive Servive Manual

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HANDLING PRECAUTIONS - SPECIFIC

• Appropriate grounding procedures prevent electrostatic charge buildup. When working on computer equipment, ground yourself by means of a disposable grounding wrist strap, or by means of a grounding cord and wrist strap. Wear the wrist strap and connect it to the “3042” grounding terminals in the No. 1 electrical control cabinet computer compartment, or to other convenient chassis ground points, such as computer chassis or chassis hold-down hardware.

• Electrostatic discharge-protected bags should be available at all test, storage, and shipping facilities.

• Bring enough electrostatic discharge-protected bags to locomotive to protect all modules that will be removed during troubleshooting.

• Bagged modules must be stored or shipped with electrostatic discharge-protected cushioning. Do not use expanded polystyrene contoured packing or “popcorn.” Where possible, retain fiberboard cartons for storage and shipment.

The following list provides EMD part numbers for various electrostatic discharge protection items.

Item EMD Part No.

7" x 11" Electrostatic Discharge-Protected Bag 40000012



Caution Label 9576500

WARNING Grounding cords and wrist straps do not protect users against electric shock. When using disposable wrist straps or grounding cords and wrist straps, follow nor-mal precautions against electric shock:

- If the equipment being handled has a grounding-type plug, make sureequipment is actually grounded.

- Do not touch or contact grounded objects other than equipment con-nected to wrist strap.


HOW TO USE ELECTROSTATIC DISCHARGE PROTECTION ITEMS

When working at or near the No. 1 electrical cabinet computer compartment, use a disposable grounding wrist strap or a grounding cord and wrist strap until all work is completed, as directed below.

1. Set all switches and circuit breakers to electrically isolate all circuitry in computer compartment.

2. Open computer compartment door, then follow either A or B, below.

A. Use disposable wrist strap, if available. When new or replacementequipment is involved, a disposable wrist strap is supplied in equipmentbox. Proceed as follows:

1) Unroll two folds of the strap.2) Wrap length of strap around your wrist, adhesive side to skin.3) Unroll the remainder of the strap.4) Peel off the protective liner from copper foil at strap free end.5) Press adhesive side of copper foil onto bare metal surface in com-

puter compartment, such as side of computer chassis.

3. If disposable wrist strap is not available, use standard (non-disposable) wriststrap with grounding cord and alligator clip.

4. If wrist strap, grounding cord, and alligator clip are not already assembled,snap them together.

5. Slip wrist strap on. Strap (band) should fit snugly to ensure good electricalcontact to skin.

6. Attach alligator clip at other end of grounding cord to convenient bare metalprotuberance or edge in computer compartment. You can clip cord to anycomputer chassis mounting bolt, or to any of three brass air fittings on frontof cabinet just above computer compartment, or to either “3042” groundingterminal in computer compartment.

7. Open computer chassis for access and remove module and/or component.

8. Take “new” (or Utex) module/component out of box and electrostatic dis-charge-protection bag, and install it.

9. Put module/component removed from chassis into electrostatic discharge-protected bag, fold over end of bag, and apply Caution label to hold bagclosed.

10. Put bagged module/component into electrostatic discharge-protected box.

11. Disconnect grounding cord or disposable wrist strap from grounding point.

12. Close chassis and compartment door.

CAUTION Wrist straps and grounding cords may loose conductivity through use. Make sure the ones you are using have been checked out recently.


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EM2000 LOCOMOTIVE CONTROL COMPUTER

This section describes how the main computer on the GT46MAC works. We now need to see how the EM2000 accomplishes its task, and find out what each module in the system is used for. Figure 9B-3 shows a block diagram of the EM2000 control. As stated before, the modules are housed in two separate areas depending on their function or type of signals processed. All communication with the EM2000 is through the keypad on the display panel mounted on the high voltage cabinet.

COMPUTER FUNCTIONS

On the EM2000, there is only one computer system controlled by one CPU module. The functions that the computer is responsible for are as follows:

1. Excitation - Controls Main Generator output in motoring anddynamic brake by varying the timing of the gating pulses to the SCRassembly. These pulses control the strength of the main generatorfield. EM2000 provides also the torque reference to the inverters.

2. Logic - Monitors the position of control devices in the cab (throttleposition and switch position), and monitor and control on/offdevices on the locomotive (e.g.. governor speed solenoids, contac-tors, relays, and magnet valves). It controls also the vigilance systemand the wheel flange lubrication system.

3. Display - accepts inputs from the display panel, record data inarchive memory, display information on the display screen and initiate diagnostic information on the display screen and initiate diagnosticfunctions through the display panel.


Figure 9B-3 EM2000 Block Diagram with AC Traction

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DIO

DIO#

D

Figure 9B-4 Arrangement / Location of EM2000 Module Cabinet

COMPUTER CHASSIS

The computer chassis houses the following modules:

4. CPU302 (Central Processing Unit).

5. DIO300 (Digital Input/Output).

6. ADA305 (Analog to Digital to Analog).

7. MEM300 (Archive Memory).

8. COM301 (EM2000/SIBAS® Interface via RS-485 serial link).

Figure 9B-4 shows the chassis with all modules in place. A metal partition separates the chassis into two separate sections. The sections exchange data over a bus contained within the backplane of the chassis. The left side holds the analog and digital Input/Output modules. The right side holds the high speed data modules such as CPU, MEM, and COM. A special service module called the Master Memory Board (MMB) also inserts to this side of the chassis when used

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GroundingReceptacles

NOTENotice the grounding receptacles on the left portion of the power chassis (arrow to the right of the computer chassis in Figure 9B-4). Always follow proper static precautions when handling any printed circuit boards, includ-ing: power supplies and panel mounted modules. A grounding wrist strap should be included in packaging with each new or UTEX module. The dis-posable strap plugs into the jack provided on the power supply chassis.

#1

2

IO#3


CPU302 CENTRAL PROCESSING UNIT

The CPU302 module is the brain of the entire computer system. Housed on the CPU302 module is a Motorola 68020 microprocessor. The 68020 is a 32 bit, 16 MHz microprocessor. A math co-processor is present to further enhance the speed and efficiency of information processing.

The module includes programmable memory facilities to store operating routines and locomotive characterization data. Characterization data describes locomotive model and order specific characteristics and specifications pertinent to the operating routines.

The CPU uses random access memory (RAM) on the module for “scratchpad” (temporary storage) purposes during operations.

The EM2000 utilizes state of the art memory storage called “Flash PROM”. This memory can be easily reprogrammed in the field with the aid of a laptop computer communicating through an RS-232 cable or through a special module called MMB (Master Memory Board). This module is restricted to use by GMLG personnel only. The time required to reprogram the Flash PROM from a laptop computer connected to the RS-232 port on the front of the CPU module is approximately 15 minutes.

Figure 9B-5 CPU302 Faceplate

The time required to load a program from the MMB is approximately 15 seconds. On the front of the CPU as well as on the DIO, ADA, MEM, COM are Fault LED’s. All of the modules in the computer chassis have LEDs mounted on the faceplate, and upon power-up, they will illuminate for a couple of seconds as part of the power-up diagnostic routine. The CPU Fault LED can be tripped by watchdog timer faults, data bus errors, or through certain conditions satisfied in software.

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COM301 EM2000/TCC /KNORR COMMUNICATIONS INTERFACE

All four computers on board the GT46MAC need some way of communicating. The two traction computers, each called an ASG or SIBAS® Computer 16, talk to each other and to the EM2000 via RS-485 serial link. The Knorr system CRU (Computer Relay Unit) is also linked to EM2000 via RS-485 serial link. The link carries all sorts of data ranging from torque requests and feedbacks to contactor requests and acknowledgments to fault annunciation. The RS-485 is just one of the many industry standard serial interface configurations.

The module contains dual port memory for exchanging information between the control systems. A central processor on board the COM module supervises operation of the dual port memory. Exchange of information takes place at a rate of 250 kilobaud (much faster than the common 9.6 kilobaud of modems for use in personal or laptop computers).

EPROM chips, containing the program on which the on board CPU operates, are located inside the module as well. These chips are programmable, as the name implies. Unlike the EPROM chips found on 60 Series locomotives and in the Traction computers, those found on the COM301 are not intended to be changed out during the module's service life.

The program burned into the chip may vary slightly from one locomotive order to the next possibly causing some operational difficulties, however, this would be noted by a different part number on the module's faceplate.

Figure 9B-6 COM301 Faceplate

If a COM301 failure is suspected after troubleshooting the affected circuits, the best and perhaps only way to verify that such is the case is by swapping the module with a known good piece. Be sure to observe proper static precautions when handling modules. As always, the suspected bad order module should be tagged before swapping, and of course taken out of service if found defective.

F43304


DIO300 DIGITAL INPUT/OUTPUT MODULE

The digital inputs and outputs to and from the EM2000 are handled by the DIO modules, of which there are three. Each DIO module has 24 input channels and 26 output channels. The DIO modules act as an interface between the locomotive’s 74 VDC control system and the computer’s 5 VDC system. The DIO modules are not numbered externally. To facilitate system expansion the module slots on the left side of the computer chassis are numbered from left to right. DIO modules 1 to 3 occupies slots 1 to 3 respectively (See Figure 9B-4). Furthermore, using the electrical schematic, we can also see that the number designation of the connectors (i.e. 1A, 1B, 1C, 2A, 2B) to the input/output channels also identifies the DIO slot number.

A large number of the inputs are “multiplexed” (Muxed). The multiplexing allows the computer to sample groups of 16 inputs each software loop (100 milliseconds). This configuration allows a significant reduction in the number of input channels required, as each muxed input channel can support up to six inputs. In other words, what can be used to take 96 input channels can be handled with 16 input channels. We will discuss this topic later in the text.

Figure 9B-7 DIO300 faceplate

It is important to remember what types of devices are inputs and outputsto/from the control system.

DIO input channels - These signals are either +74 VDC or 0 VDC signals thatcome through switches or relay/contactor interlocks, so they are used to deter-mine switch status (open or closed) or whether a relay/contactor is picked-upor dropped out. There is approximately 10K ohms resistance and one diodedrop across an input channel terminals.

DIO output channels - These signals are either +74 VDC or 0 VDC across a relay or contactor coil, so the relay/contactor is either picked-up or dropped out.

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DIO OPERATION

BASIC INPUT - Non Multiplexed

Let us look at an example of the trainline wheel slip input to the system to see how the DIO and the CPU interact.

1. When positive 74 VDC comes on the line from either the trainline orfrom battery positive via the WL interlock, this potential seeks anegative anywhere it can find one. In this case the only availablenegative to seek is through the WL 10T input channel to the com-puter. This signal comes in on DIO #2 input channel #21.

2. As current flows through the DIO input channel, it lights an LED onthe opto-isolator which then biases (turns on), and allows current to flow through the computer’s 5 VDC circuit. Completion of this circuitthen tells the CPU that the trainline 10T has gone high indicatingthat a unit in the consist is experiencing uncontrolled wheel slip. Thecommunication between the DIO and the CPU does NOT show upanywhere in the schematic.

Figure 9B-8 DIO Input Channel for WL Trainline Input

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BASIC OUTPUT

Let's examine the operation of the engine governor's D Valve. The CPU energizes the coil for D Valve by completing the circuit through the coil. In order for this to happen, the computer closes the 5 VDC circuit to bias the transistor of the opto-isolator. This will then complete the circuit on the negative side of the D Valve coil, through DIO#2 output channel 16. There is also a +74 VDC feed coming into the output channel. This exists to supply gating power to the F.E.T. (Field Effect Transistor), that actually completes the circuit on the negative side of the coil.

Figure 9B-9 DIO Output Channel for Governor D Valve

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MULTIPLEXING

Multiplexing is a process through which several inputs may be monitoredthrough the use of only one input channel. In simple terms, selective monitor-ing makes this possible. In other words, not all inputs need to be monitoredconstantly, just periodically. After gathering these inputs in groups of 5, theCPU looks at the first signal for 10 milliseconds, the second for 10 millisec-onds, and so on until it has seen all 5 inputs from the group. Once all fiveinputs have been checked, the CPU looks at the first signal again and repeatsthe loop.

In order to understand this in a more detailedfashion, lets start from ground zero and buildup. One very important fact must be under-stood. Output channels have always beenused in only one capacity in the past,which was to drive devices such as relaysand coils. Now though, six output channelsare used for completing paths to negativethrough input channels.

Figure 9B-10 Standard Input Method

Figure 9B-10 shows a typical method of monitoring the status of a device(picked up or dropped out) via interlocks. In this example, once the interlockhas closed, current may flow through the input channel and complete its pathto negative.

NOTEDo not use 74 VDC test lights, bell ringers, or analog meters to check the function of output channels directly! The rush of current through the channel to such devices will damage or destroy the module. The use of a digital volt meter is suggested.

F43

308


Figure 9B-11 shows the same configurationwith one exception; an output channel isplaced in the path between the interlock andbattery negative. In this example, two condi-tions must be satisfied for current to flowthrough the input channel and complete itspath to negative.

1.the interlock must close.

2.the output channel in the path to negativemust be energized.

Figure 9B-11 Input interrupt via output

Here lies the secret to how many inputs can be read using only one channel.Understanding this point is very important in comprehending the operation ofthe multiplexing circuit.

Figure 9B-12 Representation of muxed inputs.

F43

309

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Figure 9B-12 shows a representation of the wiring connections associated withDIO #1 input channel #4. This representation cannot be seen directly in theschematic but its existence can be deduced. By looking to the same DIO-1input channel 4 found under the column E of Schematic pages 41, 42, 43, 44,45, and 46. Wires from the interlocks on all four B contactors run to a commonpoint called a CMU plug before reaching the chassis connection.

The CPU controls which device is providing feedback into the system by ener-gizing different output channels. To see the input from B1, the CPU must ener-gize DIO #1 output channel #21. To see the input from B2, the CPU energizesDIO #1, output channel #22, and so on. The timing of output channel activa-tion is controlled by a clock in the CPU.

Figure 9B-13 CMU plugs

Figure 9B-14 Multiplexing Software Clock.

F43311

MULTIPLEXCLOCK:100MS/CYCLE

NOTE: “CH”MEANS DIOOUTPUT CHANNEL

F43312


The CPU looks at the input from each device for a 10 millisecond duration.Software programmed into the memory of the CPU runs a simulated clock totime each sample. Figure 9B-14 shows a representation of such a clock. Thefirst 5 portions of the clock are for reading system feedbacks. For each of these5 segments, the CPU energizes a different output channel as illustrated. Basedon pre-programmed software, the CPU knows that when DIO #1 output chan-nel #21 is on, the feedback on DIO #1 input channel #4 must be from B1. Ifsome other interlock were connected in the place of B1 without changing thesoftware respectively, then the status of that new interlock would be read asthe status of B1. The 6th and 7th portions function in a diagnostic capacity.The remaining three portions of the clock serve no purpose.

Figure 9B-15 Schematic Diagram: Multiplex Circuit Representation

As shown in Figure 9B-15, up to 16 inputs share a common output channel tocomplete paths to negative. So when looking at page 41 of the schematic, allinputs shown on the page will be read through their respective channels, whenDIO #1 output channel #21 is turned on. When output channel is not turned on,the inputs on the page cannot be read since they have no way of completing apath for current to negative. Likewise, should output channel #21 fail in anopen status, none of the inputs on page 41 could be read. This condition wouldbe detected by EM2000 through constantly running automatic diagnostic rou-tines.

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0

The 6th and 7th portions of the 100 ms clock mentioned previously serve adiagnostic function. During the 6th portion, the CPU turns on DIO #1 outputchannel #26 shown on page 46 of the schematic. When this occurs, all of themuxed input channels should see current flow through them indicating all“high” inputs to the CPU. During the 7th loop, output channels 21 through 26are turned off meaning that the CPU should read all “low” for muxed inputs.

If either of these two diagnostic routines fail, the computer logs a fault displays“MULTIPLEX CIRCUIT FAILURE” and disregards any inputs seen fromthese channels.

DIODE INPUT PANELS

All examples so far ignore the presence of a vital component, the diode inputpanels or DIPs as shown on Figure 9B-16. These diodes prevent interlocksfrom providing paths to negative for other portions of the MUX circuit. Whyare two diodes provided in series if one would do the job, one might ask? Sim-ple, if a diode fails shorted, the unit fails on the road, placing an extra ten centdiode in the circuit provides cheap but reliable insurance against road failure.

Figure 9B-16 Diode Input Panels

CMU

DIP


MULTIPLEXED INPUT CHANNEL CHART.

Figure 9B-17 Multiplexed Input Channel Chart

DIO #1OUTPUT

CHANNEL 21

DIO #1OUTPUT

CHANNEL 22

DIO #1OUTPUT

CHANNEL 23

DIO #1OUTPUT

CHANNEL 24

DIO #1OUTPUT

CHANNEL 25

DIO #1OUTPUT

CHANNEL 26

DIO #1INPUT

CHANNEL 1 START ST SPARE SPARE SPARE

MXON01MXOF01

DIO #2INPUT

CHANNEL 1ISOLAT RUN SPARE ACCNTL SPARE

MXON09MXOF09

DIO #1INPUT

CHANNEL 2GRNTCO VPC GFC GFD SPARE

MXON2MXOF2

DIO #2INPUT

CHANNEL 2EFS FVS BWR WH SLP DBNTCO

MXON10MXOF10

DIO #1INPUT

CHANNEL 3FLBWCB SPARE SPARE TCC2SC SPARE

MXON03MXOF03

DIO #2INPUT

CHANNEL 3DCCL DCOP SPARE TCC1SC SPARE

MXON11MXOF11

DIO #1 INPUTCHANNEL 4 B1 B2 B3 B4 SPARE

MXON04MXOF04

DIO #2INPUT

CHANNEL 4TC1BKR TC2BKR GTOPS1 GTOPS2 SPARE

MXON12MXOF12

DIO #1INPUT

CHANNEL 5TI1CO TI2CO SPARE CNTLCB SPARE

MXON05MXOF05

DIO #2INPUT

CHANNEL 5GRD RLY SPARE SPARE SPARE SPARE

MXON13MXOF13

DIO #1INPUT

CHANNEL 6SPARE SPARE SPARE SPARE SPARE

MXON06MXOF06

DIO #2INPUT

CHANNEL 6FCS1 FCS2 SPARE SPARE SPARE

MXON14MXOF14

DIO #1INPUT

CHANNEL 7FCF1AB FCF2AB NO LWL LOS SPARE

MXON07MXOF07

DIO #2INPUT


MXON15MXOF15

DIO #1INPUT


MXON08MXOF08

DIO #2INPUT

CHANNEL 8 MXSEL1 MXSEL2 MXSEL3 MXSEL4 MXSEL5

MXON16MXOF16


0

DIO INPUT/OUTPUT CHART LISTING

Figure 9B-18 show the inputs and outputs from the digital I/O locator chart onpage 9 of the schematic. The chart serves as a reference for determininginput/output channels when the chart on page 12 of this module is not avail-able. This information may come in handy if trying to confirm the existence ofa bad input or output channel. If a bad channel is suspected, swap the sus-pected bad channel with another module that has an open channel, or containsa device input/output that is of lesser priority.

Figure 9B-18 DIO Input and Output Channel Chart

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SHARED POSITIVES AND NEGATIVES

Certain output channels share module borne 15 VDC power supplies. Also,non-multiplexed inputs and many outputs are grouped to share negative feedson the module boards. In the schematic, a dotted line to -74 VDC indicateswhere a wire would normally need to provide a negative feed, but since a con-nection to negative exists on the module board, a wire is not needed. In thecase of shared 15 VDC power supplies for outputs, the schematic does noteven show a dotted line; these module borne connections are "understood."

As explained in the section of this module on output channel operation, eachchannel needs a +15 VDC power supply to bias its opto-isolator when called todo so by the CPU. Rather than have each channel generate its own +15 VDCsource, groups of channels share a single source. In other words, one +15 VDCsupply can provide power to many channels.

Figure 9B-19 shows page 49 of the schematic which represents cooling fancontrol circuitry. DIO #2 output channels 1-4 are all shown on this page. Onlychannel 1 has a non-interlocked +74 VDC feed. This channel uses the non-interlocked +74 VDC to create a +15 VDC supply which is then shared withthe other channels of its group. The shared connection does not show up inthe print because it is internal to the module. Should the connection insidethe module fail, one or more channels would lose their +15 VDC supply andcease operation. Should wire PA125 fail to open, all channels of the groupwould cease to function.

A few module borne defects may occur that affect the operation of outputchannels in a group. First, if the 15 Volt power supply being generated bychannel #1 should fail, all channels of the group will now lose their ability todrive devices. Second, a faulty connection in the string carrying 15 Volt powerto the base of the F.E.T. for each channel would result in the loss of one ormore channels of the group.

As a side note, the groups are kept to relatively small numbers of includedchannels in this instance, as well as those to be described in the following text.This is done with the intention of sharing load currents. The "weak link" in thecircuit supplying the 74 volts to each 15 volt source is the connector pin on therear of the module. This can withstand only a few milliamps of sustained cur-rent flow. The same holds true for the connector pins linking 74 VDC nega-tives (to be described next) to "sharing" points on the module boards.


0

Figure 9B-19 Shared 15 Volt Power Supply

Understood connection to shared 15 VDC power supply on module board!15 VDC supply is created from 74 VDC on channel 1, then shared with chan-nels 2, 3, & 4.

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Figure 9B-20 Input Channel Shared Negatives

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The output channel groups are as follows.

These same groups also share 2 x 74 VDC negative wires on the board.Should the connection on the board or the negative feed to the group fail, chan-nel operation would follow as described for the similar situations in losing a+15 VDC feed. The shared negative feed is represented on the schematic as adotted line as also can be witnessed in Figure 9B-19.

Non-multiplexed inputs are also grouped into arrangements such that somewill share negative feeds on the DIO module. The groups of channels sharingnegatives on the board are as follows.

Again the same scenario applies as explained before with the loss of continuityin the different connection points. Figure 9B-20 shows page 58 of the sche-matic which demonstrates the dotted line representing the shared -74 VDC.

Output Groups

The output channel groups are as fol-lows

• 1-6

• 7-10

• 11-14

• 15-18

• 19-20

• 21-22

• 23-24

• 25

• 26

Input Groups

The output channel groups are as follows

• 1-8 do not apply since they read muxed inputs

• 9-17

• 18

• 19

• 20

• 21-22

• 23-24


ADA305 ANALOG TO DIGITAL TO ANALOG MODULE

The ADA modules are responsible for accepting all analoginputs (0 to 10 VDC) into the computer, which it converts intodigital representations that the CPU can understand. It is alsoresponsible for converting digital information from the CPU intoan analog signal that is required by the receiving device (Trac-tive Effort Meters and Speedometers).

Figure 2.28 shows the analog input/output locator chart frompage 9 of the schematic. All of these signals are received by, orare sent from the ADAs except for the SCR outputs (from FCD)and the traction motors speed and temperature feedback signals(to SIBAS computers). In most instances, these signals do notfeed directly into the ADA. They may feed through the PDP(Power Distribution Panel or also referred to by some people asthe TDP - Transducer Distribution Panel). Some signals are con-ditioned through the ASC module (Analog Signal Conditioner).The ADA inputs and outputs are shown in the schematic onpages 17 through 22.

As with the DIO modules, the ADAs are not numbered exter-nally. Looking at the computer chassis, it is split in the middle bya metal partition. The left side houses the I/O handlers ADA andDIO.

The modules have not been numbered for facilitating expansionat a later date. The module slots on the left side are numberedfrom left to right. DIO modules occupy slots 1, 2, 3 & 4. TheADA module occupies slot 7.

A signal that comes into a chassis connector labeled 7A-**(**stands for some letters) runs through the ADA in slot 7 (clos-est to the CPU.

Figure 9B-21 ADA Faceplate

NOTEIn simple terms, the schematic does not indicate in any way the shared +15 VDC. Dotted lines represent the shared 74 volt negative feeds


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Figure 9B-22 EM2000 Module Chassis Slots

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Figure 9B-23 Analog Input/Output Locator Chart.

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ADA SIGNAL CHART

ADA ModuleSignal Designation

Signal Description

CA V Companion alternator voltage signalfrom FCF module. (ADA input)

GBLWZA Dynamic brake grid blower current signalfrom sensor. (ADA input)

GRID1A/GRID2A Dynamic brake grid current signalsfrom sensors. (ADA inputs)

DCLV DC link voltage signalfrom sensor. (ADA input)

MGFLD A Main generator field current signalfrom sensor. (ADA input)

RADAR Speed signal from radar transceiver. (ADA input)

ETP1/ETP2 Engine temperature signalsfrom coolant temperature probes. (ADA inputs)

TM AIR Traction motor cooling air temperature signalfrom probe. (ADA input)

EPU RPM Diesel engine speed signalfrom ENG SP MAG PU. (ADA input)

TPU RPM Turbo speed signalfrom TURBO MAG PU. (ADA input)

LDMETR Tractive/Braking Effort signalto load meter. (ADA output)

MG CT A Main generator output current signalfrom ASC module. (ADA input)

TL 24T Trainline 24T voltage signalfrom ASC module.(ADA input)

BAR PRS Ambient air pressure signalfrom barometer. (ADA input)

TCC1A/TCC2A DC Link current signals from sensors (ADA input)MPRES Main reservoir pressure signal from sensor (ADA

input)LR Load regulator signal from ASC module (ADA

input)SPD METER Locomotive speed signal to speed indicators (ADA

output)


MEM MEMORY MODULE

The memory module is responsible for storing Fault and Run-ning Total data. It has 128K of memory. The memory allows fordetailed fault storage. For selected faults, such as ground relay,data is stored from each of the 5 seconds BEFORE the faultoccurred. This information will assist shop personnel in deter-mining the cause of defects.

The memory module also stores some "operational" data neededby the CPU. For example, the RADAR Recalibration Ratio iscalculated only once per day and stored in memory. This signalcan only be calculated under a very specific set of operatingparameters. If power to EM2000 is lost, this data must beretained so that effective/aggressive wheel slip control can bemaintained when the system reboots. Since the CPU cannot writeinformation to memory resident on its board, the data must bestored here.

The memory on this module is RAM memory, so it requires bat-tery backup. Lithium batteries are used for battery backup. Nopart number for the battery has been issued to date. The EM2000will not operate properly with low or no battery set. When bat-tery voltage does begin to reach a critical level, a fault is loggedin the EM2000 archives.

As all of the modules are sealed units, there is no provision atthis time for field changeout of the batteries.

The EM2000 will allow download the data on the MEM moduleto the MMB module, for in depth analysis by the appropriate per-sonnel.

No written procedure is available on this at this time.

Figure 9B-24 MEM300 Faceplate.

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PANEL MOUNTED MODULES

Many more modules belonging to the EM2000 control mount directly to therear panel of the High Voltage Cabinet. For this reason, they are collectivelycalled "Panel Mounted" modules. These components interface directly witheither the "noisy" 74 VDC analog systems, or the high voltage circuits on thelocomotive. They mount separate from the chassis for the purpose of voltageand electro-magnetic isolation from the microcomputer. Figure 9B-25 showsthe mounting of the panel.

Figure 9B-25 Arrangement/Location of Panel Mounted Modules.

ASC300 ANALOG SIGNAL CONDITIONER MODULES

The ASC serve to condition analog feedbacks into DC voltage signals that canbe handled by the ADA. It also serves to provide +5 VDC power to the Barom-eter.The signals that are conditioned by the ASC are:

1. MG CT A (main generator current transformer amperage).

2. TL 24T (dynamic braking input trainlined on pin 24).

3. LR (load regulator signal).

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The faceplate contains test points where scaled/fil-tered feedbacks can be measured with a hand heldmeter. The power supply for the barometric pressuretransducer can also be checked. The test points arelabeled as follows:

1.+5V (check with respect to CGND) - This is the 15to 5VDC stepped down power supplied to the baro-metric pressure transducer.

2.+15V and -15V (check with respect to 15 VCOM) -This is the power supply for the circuitry that convertsthe 15 VDC signal to 5 VDC for the barometric pres-sure transducer.

3.IMG (check with respect to CGND) - This is therectified signal from the MG current transformers.The scale factor is 756 A/V.

4.24T (check with respect to CGND) - This is thebrake handle position. 0 VDC = Min. Brake 9 VDC =Max. Brake.

5.LR (check with respect to CGND) - This is the loadregulator feedback. 0 VDC = Max. Field 9 VDC =Min Field.

Figure 9B-26 ASC300 Faceplate

Figure 9B-27 of the following page shows how the ASC300 appears in theschematic connecting to the ADA, barometer, Main Gen. CTs and TL 24T.Notice that the ASC module's only relation with the barometer is for powersupply; feedback from the barometric transducer runs straight into the ADA305.

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Figure 9B-27 ASC Module in Schematic

FIRING CIRCUIT/SCR CONTROL

There are two ways to control the output of a rotating machine:

1. Regulate the rotational speed.

2. Regulate the excitation to the machine's field.

Since Main Gen. output must vary widely and change within milliseconds,changing the rotational speed of the diesel is not practical. Therefore, themethod by which the CPU controls the locomotive's electrical load is by regu-lating Main Generator field (or excitation) current.

Excitation for the Main Generator comes from the Companion Alternator. TheCompanion Alternator receives its excitation from the Aux Gen. which is 72.5to 77.5 VDC, depending on temperature only. In other words, the output of theCA cannot be regulated. So, in order to regulate the output of the Main Gener-ator, we find a method to pass a selective amount of power from the CA to theMain Gen. fields. A diesel electric locomotive uses a special type of conductorcalled a Silicon Controlled Rectifier or SCR to achieve this end.

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An SCR is a diode which can be given a signal to conduct. The SCR will notconduct until it receives this signal and will continue to conduct until forwardvoltage across the circuit element goes to zero or less. Recall that the CA out-put is alternating current and an SCR placed in its path will conduct only whenit is forward biased and the "turn-on" signal has been given. So if we place theSCR in the path of the CA output, then regulate the time past positive-goingzero cross of the CA output at which the "turn-on" signal is given to the SCR,we can regulate Main Gen. output. Figure 9B-28 below shows how variablegate signals produce variable amounts excitation for the Main Generator.

Figure 9B-28 Variable SCR gating

RED indicates a low amount of excitation passes by SCRs.

GREEN indicates a medium amount of excitation passes by SCRs.

BLUE indicates a high amount of excitation passes by SCRs.

The CPU must have certain data concerning Companion Alternator frequencyin order to perform the task described above, but we cannot bring CA outputinto the EM2000 chassis because of electro-magnetic interference and othercomplicating factors. Furthermore, the CPU operates on a low scale nowherenear the power level required to turn on an SCR. For these reasons, two panelmounted modules serve as interface between the excitation circuit componentsand the CPU. These modules are FCF301 which handles CA frequency dataand passes it to the CPU, and FCD300 which takes weak "turn-on" signalsfrom the CPU and amplifies them for use in triggering the SCRs.

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FCF301 FIRING CIRCUIT FEEDBACK MODULE

The FCF is responsible for providing feedback fromthe Companion Alternator to the CPU. The informa-tion includes per phase output of the CA and theresultant of the 3 phases combined. This modulecontains the zero cross detection circuitry. This cir-cuitry determines when the sine wave for each com-panion alternator phase crosses from the negativehalf-cycle into the positive half-cycle. When thezero line is crossed, the FCF tells the CPU module inthe computer chassis that a phase has crossed zero.Based on this signal, the CPU counts the amount oftime necessary before generating a weak gate pulseat the proper phase angle for a given load request.

The module faceplate has the following test points:

1.CA1, CA2, CA3 (measure with respect to eachother) - These represent the phase to phase voltagescoming from the CA.

2.GEN A, GEN B, GEN C (measure with respect to15V COM) - These are 5 VDC square wave pulses generated by the FCF and sent to the CPU each timethe respective phase crosses zero.

Figure 9B-29 FCF301 Faceplate

3. CAV (measure with respect to 15V COM) - This is the compositesent to the ADA representing actual CA output. The scale factor is31 VAC output/ VDC measured.

4. +15V, -15V (measure with respect to 15V COM) - This is the ref-erence voltage for the module's zero cross detection circuitry.

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FCD300 FIRING CIRCUIT DRIVER MODULE

This module contains the gate amplifier circuitryneeded to amplify the weak gate signals that are sentfrom the CPU module to the FCD. The amplifiedgate signals are then sent out to the SCR assembly.Power for the gate amplifier circuit is the three-phase AC output of the Aux Gen.

The module face plate bears the following testpoints:

1.GD1, GD2, GD3 (measure with respect to the corre-sponding CM test point) - This is the amplified gatesignal being sent to each SCR.

2.CM1, CM2, CM3 (see above) - These are the com-mons for the respective gating signals for each SCR.

3.SCR1, SCR2, SCR3 (measure with respect to thecorresponding RTN test point) These are the weak gate pulses sent by the CPU to the FCD still needingamplification.

4.SCR1 RTN, SCR2 RTN, SCR3 RTN (see above) -These are the commons for the respective weak gatesignals.

Figure 9B-30 FCD300 Faceplate

The FCD also has a green LED on its faceplate. This LED illuminates to indi-cate that gate amplifier power is present.

Both the FCF and FCD appear in the schematic in more than one place. TheFCD appears with the Aux. Gen circuitry to show the three-phase power con-nection and also in the SCR gating circuitry with the Main Gen. field. The FCFappears in the CA circuitry where it monitors CA output.

Figure 9B-31 shows the FCD and FCF with their connections to CPU, ADA,and power chassis as well as their test points.

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Figure 9B-31 FCF & FCD Interface with EM2000 Chassis

TRAINLINE INPUTS

Figure 9B-32 27 Pin M.U. Receptacle.

Inputs into the computer that come through the 27 pin M.U. cable first gothrough another module called the TLF301 (Trainline Filter Module) mountedon a panel behind the computer chassis. This module merely conditions thetrainlined inputs to make the input channel interpret the inputs exactly like anolder relay logic-equipped locomotive would.

fIG 2.38 STD.TXT

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Figure 9B-32 shows the M.U. receptacle pin out. Notice how each row of pinsis numbered from left to right just like reading a book. When checking for asignal on the cable with a meter, test light, or other device, place the leadsbetween pin 4 Negative Control (battery negative) and the signal being mea-sured. Some of these signals can also be measured in the High Voltage cabinetat the faceplate of the TLF301 module as explained in the following text.

TLF301 TRAINLINE FILTER MODULE

The TLF allows trainlined digital signals to beinterpreted by the EM2000 in the same manneras older locomotives.

On older locomotives, the 74 VDC relayswould pick up at approximately 35 VDC. Theinput channels on the DIO modules will gohigh (bit status "1" = ON) at approximately 25VDC.

In order for the input channels on the DIO toact like a relay, we need to add the TLF chan-nel to "fool" the DIO into acting like a relay.

Inside the TLF is circuitry that lowers the inputvoltage into the TLF by 10 VDC.

Figure 9B-33 TLF Faceplate

So on the positive side of the TLF, if the voltage is 35 VDC, the voltage on thenegative side of the TLF channel is 25 VDC applied to the positive side of theDIO. So, this circuitry keeps the DIO channels from going high erroneously ifit is MU’d in consist with older power that may have stray voltage on the train-lined circuit.

It is important to notice that only some of the trainline inputs to the CPU arefiltered by this module. A total of 27 possible inputs exists on locomotives, butonly 12 signals are filtered by the TLF. The module has testpoints as outlinedin the following table.

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Figure 9B-34 TLF Channels with Test Points.

Test Point Signal Name Trainline

IN1 Alarm 2T

IN2 D Valve 3T

IN3 Generator Field 6T

IN4 C Valve 7T

IN5 Dir. Contl., = F 8T

IN6 Dir. Contl., =r 9T

IN7 Tractive Effort Limit-ing. 14T

IN8 B Valve 12T

IN9 A Valve 15T

IN10 Engine Run 16T

IN11 Db Set Up 17T

IN12 Db Excitation 21T

-74V -74 V Reference 4T


DVR300 DIGITAL VOLTAGE REGULATOR

In order to assure a stable output from theAuxiliary Generator, a regulating devicecontrols the amount of excitation currentpassed to its fields. EMD locomotives builtin the past 20 years employed a Dash 2style voltage regulating module. Variationsof this module have included manuallyadjustable output, output varied based onbattery airbox temperature, and narrowingof the tolerable output range. All versionsto date have implemented purely analogcircuitry.

The newest breed of voltage regulators iscalled DVR (Digital Voltage Regulator).This device is a standard panel mountedmodule similar to TLF301, ASC300, etc.Internally, the module departs greatly frompast VR designs, but externally the modulestill provides test points to monitor 3 phaseAux Gen. output, battery voltage, batterycharging voltage, and Aux Gen. Field volt-age.

Figure 9B-35 DVR300

DVR regulates Aux Gen. field based on battery box air temperature. If the 74VDC system is drawing heavily on the Aux Gen., and DVR cannot supplyadditional excitation to meet the power demands, DVR requests that EM2000increase diesel speed by sending a signal to DIO2 input channel 24(XAGLOD). When cranking the diesel, the DVR receives an “inhibit” signalfrom EM2000. DVR works with a new battery temperature probe, (BTA) andhas the ability to recognize and store faults as well as communicate through aserial port with EM2000 (this potential is not currently utilized). In the eventof 74 VDC system overvoltage, the DVR takes several actions to rectify thesituation, last of which removes it from the circuit and ceases Aux Gen. excita-tion by tripping the AUX GEN. FLD circuit breaker.

DVR only passes excitation current when the diesel is running, the modulewatches for 1.5 VAC phase to phase on Aux Gen. output to determine if suchis the case. As the Aux Gen. ages, residual magnetism of the machine fallsvery low meaning that Aux Gen. output may fall below the 1.5 VAC DVRrequirement.

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If this happens, perform the following steps:

1. With the Locomotive's Isolation Switch in run, "Engine Run" and"Control & Fuel Pump" switch closed (up), "Gen Field" switch open(down), reverser handle centered, advance the throttle handle step bystep until the "No Companion Alternator Output" message no longerdisplays.

2. If the message never goes out when the throttle handle is advancedto TH8, Flash" the field by connecting a 30 watt test light from thenegative side of RE4A (Wires AGBI & AGB2) to Battery Negative.Advance the throttle as in Step 1 until the, "No Companion Alterna-tor Output" message no longer displays.

3. If the message does not clear, renew the Aux Gen.

Figure 9B-36 DVR300 In Schematic

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VOLTAGE REGULATION

The DC voltage on this locomotive will vary from 77.5 VDC at 0°C (32 °F)and fall linearly to 72.5 VDC at 37°C (100 °F). This allows additional charg-ing voltage when the batteries are cold and require it, and keeps from boilingthem with excessive charging voltage when they are warm. The DVR moduleis responsible for regulating the charging voltage depending on the feedbackreceived from a temperature probe called the BTA (Battery TemperatureAmbient).

Figure 9B-36 shows the BTA input circuitry. Figure 9B-37 shows the probeinside the battery box. The probe looks like a long silver stem protected by ametal shield on three sides.

Figure 9B-37 BTA In Battery Box

This signal is used inside the DVR module circuitry to generate a referencevoltage called AGV Ref, which is 1/10 of the charging voltage. The chart inFigure 9B-38 shows the output voltage, and its correlation to BTA probe inputand AGV Ref voltage. If the BTA probe fails, it will fail in one of two ways;open or shorted. The DVR will set charging at 74 VDC.

Figure 9B-38 Aux Gen. Charging Voltage.

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Temperature BTA probe input voltage

AGV Reference volt-age 1/10 of charging voltage

Charging volt-age T.P. 1 to 14

<0° Celcius < 4.2 VDC 7.8 VDC 77.5 VDC

0 - 37 ° Celcius 4.2 - 4.8 VDC 7.8- 7.2 VDC 77.5 - 72.5 VDC

> 37° Celcius >4.8 VDC 7.2 VDC 72.5 VDC


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THE EM2000 DISPLAY

The Display Diagnostic System (sometimes referred to as DDS or just “dis-play”), was designed to be “user friendly" for operating and maintenance crewshaving little or no computer experience. The explanations given in this sectionshould not cause concern over complexity of the display. Its use is much easierthan details contained in this section might imply.

THE MONITOR

The monitor portion of the DDS is a 6 line read out of information and/orinstructions for the user. Each line can contain up to 40 characters (letters, num-bers, symbols).

A timer is built into the software controlling the display. This timer keeps trackof how much time has passed since someone has pressed a key. If the timercounts down all the way and no activity on the keys has taken place, the displaywill “time-out”, or enter its screen saver mode to preserve life. If the displaydoes “time-out,” the information on the screen prior to going blank does not getlost or thrown away.

The next interaction with the keypad will immediately restore all data to its orig-inal position on the screen. Note that the initial keystroke serves only as a "wakeup call" and is otherwise ignored by the display. When first boarding the loco-motive, check to see that the computer is turned on. If the display is blank or“asleep” when the EM2000 is on, pressing any key will “wake it up.”

Figure 9B-39 Diagnostic Display System

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THE KEYPAD

The keypad contains 16 keys in total.

Four of these keys, (F1, F2, F3, & F4) called function keys, are used to performoperations shown in the space of the display directly above them at any particu-lar moment. If an option does not appear above that key in a particular screen,then it serves no purpose for that screen. For example, in the Main Menu, theSELECT option corresponds to the F3 key, EXIT goes with F4, and F1 & F2serve no purpose.

In the center of the keypad are four arrow keys (right, left, up, & down). Thearrow keys are used to move the cursor (pointer on either side of the item) to dif-ferent locations on the display. On some screens, the arrow keys will serve nopurpose. Two keys (BRIGHT & DIM) can be used to vary the brightness of thedisplay. The illumination can be set to 3 levels, bright, medium, and dim. Thebrightness can be adjusted at any time in any screen. These keys serve no otherpurpose. The ON/OFF button is used to turn the display on or off. This can bedone from any screen. The screen may turn on by itself if the computer has aCrew Message to send. The HEP button provides information on the Head EndPower generating unit. Since this is only used on passenger locomotives, the keyserves no purpose on this particular locomotive.

The button marked MAIN MENU will automatically send the display back tothe “Main Menu” screen from any other screen. This key can come in handy ifthe user “gets lost” in the display and can’t find home or the Main Menu.

Pressing CREW will display any crew messages that are currently active. Onlyone crew message at a time will be displayed. By doing so, the display can helpthe user through a fault that requires something to be reset or cut out by tailoringthe function keys to the particular message. If more than one message is active,the display will note as such. Some crew messages, such as that demonstratedbelow, will log faults in the archives along with them. Others, such as“INCREASE ENGINE SPEED - TRACTION MOTOR COOLING” will leaveno trace of existence once the condition has subsided.

The HELP key signals the display to provide the user with assistance pertainingto the information currently being displayed. The assistance may be in the formof a more in-depth explanation of the message or a set of directions.

MESSAGE CODE: 179

NO LOAD - IMPROPER GFC STATUS

PREVIOUS I NEXT I EXIT I

Crew Message #2 of 3


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Finally, the SLOW SPEED key will provide further instructions if needed for“Slow Speed” operation, and then initiate the screen needed to operate the loco-motive in this mode. Slow Speed is similar to the pace setting devices used attrain loading/unloading facilities such as coal mines. The key serves no purposeon this paticular locomotive.

USING THE DISPLAY AS AN EFFECTIVE TOOL

To receive the full benefit of built in diagnostics, the user must understand howto efficiently use the interface to the system which, in this case, is the display.Many screens exist inside of other screens, continually branching off much like atree. For the user, finding his way through the various screens may be quitetedious and confusing, therefore familiarization with the layout and structure ofthe screens is highly suggested. Once again, familiarization comes throughhands on experience. Operators and maintenance personnel alike are stronglyencouraged to peruse the screens at their convenience. Below is the Main Menufor the display system. This is essentially the "home base " when operating thesystem. From here, the screens branch out in various directions to perform dif-ferent services.


EM2000 MAIN MENU ARCHITECTURE

1st pageData Meter

Progam Meter (5)Dyn. BrakeStarting SystemDigital I/O

DIO1-DIO2-DIO3 IN/OUTMUX ON/OFFMultiplexer

Power DataCreep Control Cooling System

Self- TestsAir Brake TestDCL Shorting TestSelf LoadExcitation / SCRW / SContactors / RelaysCooling FansRadarMetersWheel Flange LubeTCC Blowers

Fault Archive Display Archive FaultsAll Archives data packs

Send to RS232 Since Annunciator data packsClear Annunciator

Running TotalsShow on DisplaySend to RS232Start / Stop Trip Monitor

Traction Cut OutTruck #1Truck #2

Unit InformationEnglish / MetricLocked Wheel Detection

2nd PageMaintenance

Air Test SetupTE Li i i


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MAIN MENU ITEMS

UNIT INFORMATION

This screen provides statistical information such as road number, date, time,software ID. #, barometric pressure, etc. If a unit is continually limiting horse-power due to low barometric pressure, this is an easy place to quickly qualify theoutput from the barometer.

TRACTION MOTOR CUTOUT

Prior to the 70 Series locomotives, traction motors could only be cut out singly,or in sets by use of a rotary switch mounted on the Engine Control Panel. Withthe EM2000 on the GT46MAC, though, three motors at a time must be cut out.This is known also as inverter cutout. As with other units, the amount of poweravailable from the locomotive will be limited approximately proportional to thenumber of motors cut out. However, the ability for the unit to function indynamic brake with motors cut out will remain, unlike conventional DC locomo-tives. When a TCC is cut-out, grid path #1 is the default grid path in use unlessthere is a problem such as a grid path #1 blower failure, open/shorted grids. Inthat case, the computer will use grid path #2.

SELF TESTS

The Self Tests option is the first example of a sub-menu. Selecting the Self Testsoption will give a screen with several new options. Each of these options allowsthe user to exercise various locomotive subsystems to verify proper function.Many of the tests performed are a simple go/no go evaluation. Tests that can berun include RADAR, contactor/relay, self load, excitation, wheel slip, coolingfans, speed meters, load regulator, and wheel flange lubrication. All tests have aninitial screen called “Entry Conditions” telling the user the required status of var-ious switches prior to beginning the test.

.

For example, to test GFC, the engine must not be running, otherwise the unit willbegin loading. The following text will give a short explanation of each test andits intended use.

I EXIT

-Entry Conditions to Contactor Test-

Reverser handle centered, unit is notmoving, engine is not running, C/FPSWswitch is up, and all circuit breakers located in the black panel are up.

CONTINUE I I


SELF LOAD

Self Load, or Load Test as it is more commonly called, connects the output ofthe Main Generator across the dynamic brake grid resistors. Self Load provides aquick and easy method of loading a unit without moving it. The test can be afountain of valuable information revealing engine troubles such as low horse-power, smoke in the exhaust, and hunting under load, as well as some electricalproblems. Since Self Load also sets the unit into near operational loading condi-tions (as far as contactors picked up and where power flows), the test can helptroubleshoot electrical problems such as ground relay pick up.

During the test, the display provides the user with a default data screen includinginformation such as horsepower, throttle position, load regulator % of maximumfield, Main Gen. volts, etc. Screen options available to the user are Load Test #2,Overriding Solenoid energize, and a Meter Menu.

CONTACTORS/RELAYS

This test will give the user the ability to test all contactors and relays (listedbelow). They may be checked all at once, each individually, or in individualgroups such as switchgear. If a particular test fails, the EM2000 computer willhold its output to energize the device in the “on” or “high” position so that thecircuit can be diagnosed further. This is a new feature made possible by theEM2000 computer. Once the user is ready to move on to another test, he can tellthe computer by pressing the appropriate button as instructed by the display. Atthis time, the computer will de-energize the output and resume operation as com-manded by the user.

Below is a listing of devices checked by the Contactor/Relay Test.

All B contactors GFC and GFD contactors BWR relay

All fan contactors All switchgear FP relay

TLPR relay

NOTENote that corrective actions made while troubleshooting a circuit powered from an output being held "high" by the computer will cause devices to pick up. This means that making connections will draw an arc! Granted these voltage levels are relatively low and current flow is not particularly high, the uninformed troubleshooter may get quite a scare if an arc is drawn, while Fast-Ons & terminals may be damaged. It is suggested that the Contactor test be exited before any corrective actions to the defective circuit are made.


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EXCITATION/SCR CIRCUIT

New for the GT46MAC locomotives is an excitation circuit/SCR Bridge test.The The test actually checks that specified SCR firing angles deliver the appro-priate Main Generator field currents. The test can uncover common failuremodes such as a bad SCR, incorrect phase rotation, failed gate drivers and wiringerrors. The computer actually performs several smaller tests within the greaterExcitation general test.

The first six of these tests are to check each SCR individually for functionality.When the display says that a particular SCR is turned on, the Main Gen. fieldcurrent should climb to about 10 Amperes, and gradually fall to zero when theSCR is turned off. When the computer is no longer attempting to hold the SCRgate open, the field is given a few seconds to decay since the machine is highlyinductive.

Once each SCR has been tested individually in both the on and off states (total-ing 6 tests), the computer decides whether or not to proceed with the multipleSCR firing portion of the test based on the results of the first six trials. If any ofthe first six tests have failed up to this point, the user will be notified accordinglyat this time and will be given the option END TEST.

During the multiple SCR firing portion of the test (tests 7 through 10), the com-puter attempts to fire the SCRs at various angles while monitoring the field cur-rent produced. As with the first six tests, many opportunities for failure exist. Inthe event of a failure, the user is notified through the monitor and given a fewsuggestion for troubleshooting the cause of the failure. Keep in mind that thesuggestions provided are just that - suggestions. The computer has no way ofknowing whether or not a particular device has failed. Tests 7-10 and expectedresults are outlined here.

If the system passes all portions of the test, the user will be notified by a messageon the screen.

Test Angle Field Current % Error Allowed7 90° 60 Amperes 25%8 146° 10.2 Amperes 25%9 Full On 119.5 Amperes 10%10 Full Off 0 Amperes Within 2 Amperes


COOLING FANS

The cooling fan test is designed to verify proper operation. The automatic por-tion of the test turns on each fan at both low and high speed, one after the other,allowing enough time for the operator to visually observe the fans rotating in thevarious settings. The individual test portion allows the user to test operation of aselected fan and selected speed. Time delays between pick up of the associatedcontactors is necessary during the automatic portion of the test so the user canverify proper fan rotation, because confirming that a contactor has picked upgives no assurance that the fan is actually running as required. At the completionof any of the tests, the monitor shows a message indicating either a particularfault status or a successful run.

RADAR

This test will exercise the RADAR transceiver, wiring connections and the com-puter’s ability to correctly process the RADAR feedback signal. During the test,the transceiver sends the computer a 1000 Hz, 8 VDC square wave which trans-lates to a speed very near 45 MPH (22.2 Hz/MPH). These units come equippedwith the new K-band RADAR modules.

If the speed signal exceeds 1.5 M.P.H. during the first 5 seconds of the test, thetest is immediately ended, and the user is notified of a possible transceivermounting problem allowing vibration. Upon successful completion of the firstportion, the test continues and looks for a stable speed signal between 40 and 50M.P.H. As usual, the user will be notified of either possible difficulties, or suc-cessful operation upon test completion.

Note that the mounting angle for the K-Band RADAR Transceiver is 37.5°between the rail (not the underframe of the locomotive), and the module.

WHEEL SLIP

This test causes the Wheel Slip light on the engineer’s control stand to be illumi-nated by picking up the WH SLP relay. This test fulfills FRA requirements that alocomotive have the ability to prove that it has a functional wheel slip warningsystem.

When the test is in progress, the display informs the user to check the controlstand indicator as the WH SLP relay has picked up. Once operation of the indi-cator has been checked, the test can be ended as usual by pressing the buttonassigned by the display. If the user does not manually end the test after 15 min-utes, the screen automatically returns to the “Entry Conditions” screen.

METERS TEST

This test is used to verify speed meters and Tractive / Braking Effort MeterOperation. During this test: The speed meters reading incrments by step up tofull meter scale. At first, the Tractive / Braking Effort Meter needle goes to fullscale in the tractive effort portion and the Tractive Effort LED comes on, then,the needle goes back to 0 to full scale in the braking portion of the meter.


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WHEEL FLANGE LUBE TEST

This test is used to verify the wheel flange lubricating system operation. Oncethe test start button is pressed, the computer sets a time delay to allow the userto go to axles 3 and 4 nozzles. The user can verify that the nozzles do spraylubricant by placing a sheet of paper in front of the nozzles. EM2000 activatesthe nozzles about 10 times during the test.

FAULT ARCHIVE

The EM2000 has the ability to record abnormal events during operation. Theseevents are commonly referred to as faults. When a fault occurs, data packs (cer-tain feedback signals to the computer that might help the troubleshooter deter-mine the cause of a fault), are stored in the computer’s battery backed upmemory. The memory back up battery is part of the memory board so even ifpower to the computer is lost, the data in the archive will be protected. The entirearchive capacity, the amount of data stored with each fault, and the method inwhich the data are recorded represent major differences in the archive systems.

The EM2000 computer has an archive memory capacity of 128K. This capacityallows for a great number of faults to be stored, and for additional informationwith each fault. Data is recorded before corrective action is taken. Additionally,certain types of faults will provide data packs at 1, 2, 3, 4, & 5 seconds prior tothe fault, as well as at the time of the event. This is made possible by a FIFO(first in first out) data storage buffer.

Figure 9-40.FIFO Data Storage Buffer

The "first in first out" or FIFO data storage buffer is illustrated in Figure 6.2.This particular buffer contains five separate spaces for groups of data. In theillustration, the spaces are labeled A, B, C, D, & E, with space A being the spaceto always receive new information, and E being the space to always eject olddata.

Figure 6.3 shows the first set of data being brought into the buffer as it is cap-tured. The data set is placed into space A until a new set takes its place one sec-ond later. Before this occurs, though, the data from space A gets bumped to theright one space into B, as shown in Figure 6.4.

After a data set has been bumped 4 times, it occupies the E space in the buffer.The next bump will cause the data set to be ejected from the buffer as shown inFigure 6.5.

FIFO#1


This data is no longer stored in any type of memory anywhere. This bumpingcontinues until a fault condition on the locomotive is detected by the CPU. Whena fault condition is detected, all data sets in the buffer as well as the set waitingto enter the buffer, are immediately copied to or "dumped" to the MEM300archive memory module. This data buffer dump is illustrated in Figure 6.6. It isimportant to note that the information in the buffer cannot be erased during thisprocess in case one fault were to occur immediately after another.

Figure 9-41.Data Set Moved into FIFO Buffer

Figure 9-42.New Set Bumps Old Set

Figure 9-43.Data Set Gets Bumped Out After Five Seconds

FIFO2

FIFO3

FIFO#4


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Figure 9-44.FIFO Data Buffer Gets Dumped to Memory Upon Loco.Fault Detection

The computer samples the feedbacks every second. If no faults occur for fiveseconds, the data recorded five seconds ago is pushed out of the buffer to makeroom for the data being sampled at the present moment. If a fault conditionoccurs at this instant, the entire buffer is dumped to the fault archives before cor-rective action is taken.

The archive can be downloaded from the computer to a laptop computer or serialprinter.

Information flows through the RS-232 port on the CPU 300 face to the remotedevice. During this download, the display is not dynamically updated. Becauseof this, data can be acquired in a timely manner. Also, small groups of data oronly particular faults specified by the user may be downloaded. When viewing aparticular fault, simply selecting the PRINT option will automatically transfer allfault related information to the device on the other end of the RS-232 interface.Faults will be logged regardless of terminal connection.

FIFO#5


In the interest of saving space, redundant faults will not be archived. Once a par-ticular fault has reached its quota of faults for one day (starts at midnight), thecomputer recognizes the redundancy and no longer records data for the fault.The record of the number of times to date that the fault has occurred, however,will be incremented by one, as usual, for each subsequent event. Up to 999occurrences can be counted in each day.

METHODS OF DISPLAYING THE ARCHIVE

When the user selects the archive viewing menu, he is given 4 fault retrievalmodes to select from.

The first is to review all records in the history beginning with the newest andpaging back through time.

The second option is to view the faults sorted by class. When recorded, eachfault is assigned a class such as Feedback, Ground Relay - Power, ImproperLoading, etc. Again, the faults would be viewed in reverse chronological order.Every fault logged is assigned to a particular class.

Third is to review all records newest to oldest until the annunciator was lastreset. The reset date is defined when the user selects that option from the mainarchive menu. The annunciator is useful for viewing only those faults whichhave occurred on a particular trip, or over a certain time period.

The final mode consists of a user selectable record. This feature prompts the userfor a particular date (providing the last annunciator reset date as a default). Oncethe date has been entered, the first archive record whose date is equal to or newerthan that requested will be retrieved. From this point, the user can begin to scanforward to the newest record.

DATA PACKS

Many faults recorded in the archives will have a data pack stored along withthem. A data pack is a series of values, contactor statuses, etc. associated with anevent collected by the computer and stored when the event occurs. If an eventhas a data pack associated with it, it can be one of two types: a time span collec-tion, or a fault moment collection. A fault moment collection is a single pack ofvalues, each recorded within milliseconds of the other.

fault archive display menu


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If a user chooses the DATA option when viewing the fault message as shownabove, the values will be shown on a screen similar to the following:

Some data packs will include enough values to require two pages or screens. Insuch a case, the user will be given the NEXT option on page 1, and the PREVI-OUS option on page 2 for viewing the alternate screens.

A time span collection of data will include data similar to the items listed in themoment collection, however, as the name implies, the data will be recorded overa time span. Specifically, data is recorded at 0, 1, 2, 3, 4, & 5 seconds prior to thefault. Again, some packs will include enough data to require two pages orscreens for each second or moment. The time span selection screen will looksimilar to the screen shown below.

Choosing the NEXT option will show the next screen, allowing selection of faultdata 4 and 5 seconds prior to the fault. Pressing SELECT will choose the pack ofinformation highlighted by the cursor (0 seconds in this example). PressingEXIT will return the user to the screen that initially listed the fault.


DATA METER

The purpose of the data meter is to give the user information about the operationof the locomotive and the computer in a real-time fashion. The user is able to seevarious digital I/O, analog feedbacks and computer-derived variables. To makesignal selection easy, yet versatile, several predefined meters exist in ROM,which means they cannot be altered by the user. In addition, the user has the abil-ity to compose “custom” meters with the signals he selects.

The next few pages will show the various predefined meters available to the userand explain the use of the Digital I/O and Programmable meter selections.

POWER SCREEN

Note the options at the bottom of the screen. The user has the opportunity tomake “screen dumps” to a remote device such as a serial printer or lap top com-puter that is connected to the serial port of the CPU 300 module. The instant thePRINT key is pressed, the display takes a snapshot of all data on the screen andsends it off to the remote device. Snapshots can be taken nearly as frequently asthe user’s finger can press the button. This feature is particularly useful in cap-turing data leading up to, directly following, or at the instant of a particularevent.

The following shows examples of some of the other screens.


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DYNAMIC BRAKE

CREEP CONTROL

STARTING SYSTEM

COOLING SYSTEM


DIGITAL I/O

This is the menu that comes up when the user selects “Digital I/O” from themeter menu. From this screen, a particular module’s inputs or outputs may bechosen for monitoring. Upon selecting one of the “DIO Inputs” options on thismenu, the next menu appears similar to that shown below.

Choosing one of the first three items on this list will yield a screen similar to theone below. Since each input channel can handle up to five variable inputs (plus 2diagnostic) as explained in the multiplexing section of Module 2, each column ofthe screen is dedicated to a particular channel. A blank space in any column indi-cates that the channel monitors no input during that particular snap shot. Choos-ing the last item on the menu list will show a screen laid out similar to the oneshown below, however the signals monitored are those which are “hard wired”into the DIO modules rather than the multiplexed type.


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If the user selects one of the “Outputs” options from the DIO Module Menu, thefollowing screen will appear.

Choosing the first one of the two options available here will yield the next screenshown below. Remember that only certain input signals and no output signalsare multiplexed. Since all signals are hard wired, each channel has its own dedi-cated space on the display. The location of the channels is represented in theexample. The layout is similar to the dedicated input channel layout.


RUNNING TOTALS

This function of the display stores assorted locomotive performance data in non-volatile memory. Data stored includes, but is not limited to, distance travelledand time operating at various power levels and operating modes. The informa-tion accumulates over the lifetime of the locomotive and can also be reviewedover a shorter time interval such as, since the last overhaul or scheduled mainte-nance interval. Upon entering the Running Totals option, the user will encountera screen resembling that below.

Information can only be accumulated in the memory when the engine is running,therefore a unit being towed dead-in-consist will not tally the towed miles. If aserious fault occurs in the data acquisition of running totals, all data will be resetto zero. If this occurs, the service date of the unit should be changed to the datethat the reset event occurred.

Requesting the “...totals to display” option from the menu will present the fol-lowing two page screen.

>Show running totals on display < Transfer data to RS-232 port Stop/start trip monitor II SELECT I EXIT

- Running Totals Menu - >Show running totals on display < Transfer data to RS-232 port Stop/start trip monitor II SELECT I EX


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Choosing the lifetime or trip monitor totals options will display running totaldata in a format similar to the following.

Choosing any throttle data package presents the data in the following format.


Selection of monthly data packages will show information as below.

ENGLISH/METRIC

This function gives the user the ability to display units through the computerread out in either the English or metric numbering system. The computer willremember the last request for units. Therefore, cycling power to the computer inan attempt to “reset” the display to the familiar English units won’t work.


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SECTION 9C. AC MOTOR - THEORY OF OPERATION

AC MOTOR POWER OPERATION - NO LOAD

A conventional DC motor with a separately connected field and armature wind-ing allows armature current, and consequently motor torque, to be varied inde-pendently of flux (field current). Increasing the load will cause an increase inarmature current but the field current will not be changed.

NOTE: AC induction motors have no electrical connections to the rotor and noelectrical connection between the rotor and stator - the stator and rotor circuitsare magnetically coupled. There is no external electrical connection to the rotortherefore all voltage present on the rotor winding has to be "induced" across theair gap by magnetic fields created by stator current. Because there are three sep-arate stator windings, one for each phase, the effects of each separate windinghas to be considered in regard to any inductive effect on the rotor.

Figure 9C-1 Simplified Diagram Of 3 Phase Induction Motor

A three phase induction motor, Figure 9C-1, is constructed of a stator with oneelectrical winding for each phase placed symmetrically (120°) around its circum-ference and a rotor with a winding formed into a cylindrical cage (“squirrelcage”). An air gap separates the stator and rotor. The lack of brushes or commu-tator provides a simple, rugged and maintenance free design.

NOTE DC motors for locomotive traction usually have armature and field windings con-nected in series which precludes separate field and armature control.

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AC MOTOR - THEORY OF OPERATION 9C-1

ENERGY FLOW IN POWER

An overall view of the locomotive power system can be obtained with an energyflow diagram. Figure 9C-2 illustrates general energy flow in power operation.

Chemical potential energy of the diesel fuel is converted to mechanical energyby the diesel engine to power the main generator. Energy flows from the dieselengine to the main generator to the DC link to the inverters. Traction inverterscontrol energy flow to the traction motors that convert the electrical energy intomechanical energy to do the work of moving the train.

Figure 9C-2 Energy Flow In Power

NOTEIn dynamic brake the energy flow is essentially reversed in so far as themotors are used as generators drawing rotational energy converted from thekinetic energy of the unpowered moving train. This energy is dissipated onresistive grids. The attendant loss of energy through heat causes the train toslow down.

use F43331

9C-2 GT46MAC Locomotive Servive Manual

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INPUT PHASE VOLTAGES

When power is applied to the motor, the supply voltage is provided to all threewindings at the same instant. The position of the zero starting point of each ACvoltage waveform determines when the maximum value (voltage) will occur inrelation the other phases. The difference in the zero starting point betweenphases is called the phase angle and is designated phi φ.

The applied voltage V is a three phase source - any given phase occurs 120 elec-trical degrees (phase angle = 120°) from the phase before and after it. Thesephases are designated A, B, C, and are shown in Figure 9C-3.

A voltage V is applied to each winding and causes a magnetic field to occuraround the winding. The AC supply causes a continuous change in polarity ofthe input voltage and consequently the magnetic field also switches from northto south. The magnetic field radiates outward from the core of the winding and isconstantly switching poles at each end of the core from north to south as the sup-ply voltage changes from positive to negative (alternations). The magnetic fieldsbuild to maximum value as the supply currents (voltages) go to maximum.

A representation of the input phase voltages applied to the stator windings of athree phase induction motor is shown in Figure 9C-3. Each input voltage cycle is360° in length - waveforms are periodic in 2π (360°) with each phase occurring120 degrees apart from the next.

Figure 9C-3 Induction Motor Input Phase Diagram

NOTE Alternating frequencies are usually expressed in cycles per second such as 60cycles/second. A conversion to circular units can be made by using radian measure.A radian is the distance around the circumference of a circle that is equal to theradius of that circle. There are two π radians (2π = 6.28 radians) in a circle. Wave-forms that are periodic every 360 degrees can be converted to radian units because2π radians is the same as one complete revolution of a radius vector around a circle.

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Figure 9C-4 Phase A Winding Of A Three Phase AC Motor

Phase A voltage rises to +V at 90° and decays to 0 VAC at 180° before goingnegative. When phase A is at 120° phase B is at 0 VAC. The phase B voltagevalue is 0 VAC (rising) 120° after phase A voltage is 0 VAC. Phase C voltagesimilarly lags phase B voltage by 120°.

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NOTE The continuous nature of an AC voltage supply requires that we assume an instan-taneous starting point as a reference: phase A starting from 0 VAC in winding A att0 (or 0 °).For simplification, phase voltages V A, VB, and VC are applied to stator windingsA, B, and C respectively at the instant that the circuit is powered.


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FLUX WAVE

The phasing of the three phase input voltages and the location of the stator wind-ings causes alternating magnetic fields to rotate around the stator windings, ineffect, creating a “flux wave”. Refer to Figure 9C-5.

Figure 9C-5 Stator Flux Wave

The flux wave, which originates in the air gap between rotor and stator, interactswith the rotor winding and induces a voltage in the rotor circuit. This inducedvoltage causes a rotor current which sets up a magnetic field that opposes theflux wave created in the stator circuit. Because these magnetic fields are in oppo-sition the rotor is forced to move away from the stator flux wave thereby forcingthe rotor to move in the direction of the flux wave.

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NOTE The complex interaction between 4 poles/phase, 3 phase, varying magnetic fieldson the rotor makes an exact representation on a physical level impossible. Theseillustrations are simplified expressions of the net effect of the magnetic fields on themotor.


MOTOR START

When starting an induction motor, the stator winding is connected to the line anda current flows through the winding and produces a rotating magnetic field that,as long as the rotor is at a standstill, revolves by the conductors at a speed equalto the synchronous speed of the machine. This sets up a heavy current in therotor’s conductors of a frequency equal to the line frequency. As the rotor comesup to speed, the current and frequency decrease in the rotors conductors until aspeed is reached where the current in the rotor is just sufficient to produce thenecessary torque to carry the load. This speed must be less than synchronousspeed, for if the rotor is made to revolve at the same speed as the magnetic field,it has no voltage generated in its conductors to set up a current to produce torque.

MOTOR REVERSAL Changing the direction of rotation (armature) of a DC traction motor, is accom-plished by reversing the direction of current flow through the field. The directionof rotation of an AC induction motor can be changed by interchanging any twophases of the input voltage.

POWER OPERATION - APPLY LOAD

SLIP FREQUENCY

When a load is applied to the rotor it causes the rotor to slow down below thespeed of the flux wave. The difference between the synchronous speed and therotor speed is called the SLIP of the motor. The slip can be measured as a per-centage of the synchronous speed or expressed as the slip frequency - the differ-ence between synchronous speed and rotor speed. Refer to Figure 9C-6.

When the rotor reaches the slip speed then the rotating flux wave is turning at theexact same speed as the rotor and therefore no lines of flux are being cut by thesingle rotor conductor we used in the example - the relative speed of the rotor tothe flux wave is constant. Therefore no voltage is induced in the rotor, no currentis produced in the conductor, and consequently no force is exerted on the rotor.No force exerted on the rotor means no motor torque is available and the rotorwill continue to rotate at the same speed.

The frequency of the applied voltage and the number of poles in the rotor deter-mine the speed of the rotating magnetic field as it passes through the rotor con-ductors. If the rotor is stationary, then the flux wave will generate maximumcurrent at the line frequency in the rotor conductors. Rotor movement will occuruntil the rotor reaches operating speed.

If the rotor was unloaded and could speed up to approach the speed of the statorflux wave, then the lines of force in the rotating stator flux wave will not cut theconductors in the rotor circuit. If the rotor conductors are not under the influenceof the flux wave, then no rotor voltage will be induced and, consequently norotor current or motor torque will be developed. No rotor torque means that themachine will begin to slow down.


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If the rotor under load slows down it will reach a speed where the flux wave isagain cutting the rotor conductors and torque is produced. This speed must beless than the synchronous speed to maintain constant motor operation - underload the rotor always rotates slower than the flux wave in the stator windings.This difference in rotating speed is called the SLIP.

In real applications, this SLIP or difference in speed amounts to from 1 to 20 percent, depending on motor design. The difference in speed between the magneticfield of the stator and the mechanical speed of the rotor is usually expressed as apercentage.

Figure 9C-6 Slip Frequency

INCREASE LOAD : If the load is increased on the motor, the rotor decreases inspeed so that a voltage and current will be generated in the rotors conductors toproduce the necessary torque to carry the load. If the increase in load is too great,the motor will be stalled. The torque developed when the motor is stalled isknown as the pull-out or breakdown torque.

Generally an induction motor can develop a torque that is about 1.5 to 2.5 timesits rated value before stalling.

NOTE Depending on load conditions, the GT46MAC locomotive will operate with a muchsmaller motor slip at speeds above about 10 MPH.

SLIP = ------------------------------- x 100%Mag Fld Spd - Rtr Spd Mag Fld Spd

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The current in the stators windings of an induction motor is limited by both theDC resistance of the winding and the counter-e.m.f. generated in the winding -similar to the primary of a transformer. Under normal operating conditions, thecurrent in the rotor conductors is in a direction to have a demagnetizing effect onthe stator, so that as the load increases on the rotor, the increased current in therotor reduces the flux due to the stator current. This in turn reduces the counter-e.m.f. in the stator, and a greater current is taken from the line to balance theeffects of the rotors current.

OPERATING CURVE

An operating curve for a simple 3 phase induction motor is shown in Figure 9C-7. This curve indicates how the torque of the motor changes with an increase inmotor speed.

Figure 9C-7 AC Motor Operating Curve

Increasing the supply frequency of the voltage applied to an AC motor causesthe motor speed to increase as long as rotor current continues to increase.

Motor torque will increase with increasing motor speed until inductive reactancereaches a point where it starts to limit rotor current. A further increase in motorspeed (frequency) and consequently inductive reactance, causes rotor current todrop off. As rotor current decreases it causes a drop in motor torque.

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BREAKDOWN OR PULLOUT TORQUE

Breakdown or pullout torque is the maximum load torque a motor will producewhile running without an abrupt drop in speed and power. Refer to Figure 9C-8.The practical operating range of the motor lies between its maximum torque(min. speed) and minimum torque (max. speed).

Figure 9C-8 Traction Motor Operating Characteristics

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INCREASE MOTOR VOLTAGE

The torque of a 3 phase induction motor could be increased by raising the supplyvoltage. This would increase the density of the rotating flux wave which wouldincrease the amount of induced voltage in the rotor circuit thereby raising theinduced rotor current. Increased rotor current increases the force on the rotorwhich is the motor torque. The drawback of this method is that in a short timethe limiting value of rotor current is reached and the voltage cannot be increasedany further. Refer to Figure 9C-9.

Figure 9C-9 Increase Motor Voltage

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INCREASE MOTOR SPEED

• If motor input supply voltage is raised, then rotor current will go too high.

• If frequency is raised, then rotor current goes down due to raising the impedance of the stator windings: XL = 2 π f L. The higher stator impedance causes reduced stator current with the resulting loss in flux density through the rotor.

• The speed of the traction motor could be increased by raising the frequency of the supply voltage.

But raising only the frequency of the supply will cause a reduction in rotorcurrent because the impedance (inductive reactance) of the rotor increaseswith frequency. This reduction in rotor current is compensated for byincreasing rotor current through an increase in supply voltage.

• The effects of raising the supply voltage/frequency is that the flux wave is rotating at a much higher speed than the rotor and the flux in the rotor will cause the rotor to speed up creating a new synchronous speed. Refer to Figure 9C-10.

Figure 9C-10 New Synchronous Speed

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INCREASE POWER

The overall aim of the control system is to cause the traction motors to operate ata constant output torque level over the required locomotive speed range. Unfor-tunately, the nature of high power electric motors prevents constant torque athigher speeds. It is possible to maintain fairly constant output torque until maxi-mum applied voltage is reached. After maximum applied voltage is reached,operation at constant horsepower to the maximum motor speed is the best thatcan be obtained.

INCREASE APPLIED VOLTAGE/FREQUENCY

It can be seen that by increasing both the applied voltage and the frequency inthe same proportion the motor operating curve will move to the right and thetorque peak will be available at a higher motor speed. Refer to Figure 9-11 onthis page.

The voltage and frequency must be raised proportionally as an increase in motorspeed is desired.

Figure 9-11 Increase Frequency And Voltage Proportionally

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OPERATION BELOW MAXIMUM APPLIED MOTOR VOLTAGE

Motor speed can be increased by raising the proportional value of the appliedvoltage and frequency until the maximum applied voltage is reached. Refer toFigure 9-12. At the maximum applied voltage value of 2000 VAC, no furtherincrease in voltage is allowed and constant motor torque operation is no longerpossible.

Figure 9-12 Increase Motor Voltage/Frequency To Voltage Limit

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OPERATION ABOVE MAXIMUM APPLIED MOTOR VOLTAGE

Once motor voltage is at maximum, operation at constant horsepower isrequired to keep the locomotive at its highest operating level. Refer to Figure 9-13.

Figure 9-13 Increase Motor Voltage/Frequency Above Voltage Limit

As motor frequency is increased with the same applied voltage (2000 VAC) theinductive reactance of the rotor circuit also increases. The increase in rotorimpedance causes rotor current to be reduced and consequently, motor torquealso to be reduced - the operating curve moves to the right, with a decreasingmotor torque value, to the motor (and locomotive) maximum speed.

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DYNAMIC BRAKE

In order to slow down or brake a moving object some means of decreasing itskinetic energy (KE = 1/2mv2) must be provided.

Dynamic braking is an electrical method used to brake a locomotive (train) bytranslating the kinetic energy of the moving train into rotating energy in the trac-tion motors. This mechanical rotating energy is converted to electrical power byusing the traction motors as electrical generators. The power generated by thesemotors can be applied to the resistor grids which dissipate the power as heat tothe atmosphere thereby reducing the kinetic energy of the train.

ENERGY FLOW IN DYNAMIC BRAKE

Figure 9C-14 illustrates energy flow in dynamic brake operation. The kineticenergy of the moving train is transformed into electrical energy by the rotatingtraction motors acting as generators. This generated electrical energy is appliedto the DC link which supplies the braking grids. The control computer directsenergy flow to the brake grids where this excess energy is dissipated as heat.

Figure 9C-14 Energy Flow In Dynamic Brake

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Figure 9C-15 Power/Brake Motor Operating Curve

DYNAMIC BRAKING EFFORT CONTROL

It may be desirable from a train control standpoint to provide a specific constantamount of retarding (braking) force for each brake handle position regardless ofthe speed of the train. This control system attempts to provide that characteristicbut is limited at higher track speeds.

Traction motors convert mechanical energy into electrical energy. Each tractionmotor can be considered as an electrical power generator that is loading into thebrake grids. In this way, traction motor output can be thought of as providingbraking horsepower for the train to the grids.

.

where 1/375 converts lbs-mile/hour into horsepower

NOTE The traction control converters (TCC) have the ability to transfer power generatedby the traction motors back into the DC link. This dual capability to convert DCinto AC (inverter) and AC into DC (converter) is what makes dynamic brake pos-sible. The AC traction energy is converted to DC, applied to the DC link, thenapplied to the brake grids.

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BRAKING HORSEPOWER = -----------------------------------------------Retarding Force (lbs) x Speed (MPH)

375


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The dynamic brake system on this locomotive model was designed to provide aconstant amount of braking effort for each brake handle position. For a givenbrake handle position, braking effort will remain constant until the grid powerlimit is reached. Refer to Figure 9C-16.

Figure 9C-16 Dynamic Braking Effort/Speed Curves

OPERATION

The total dynamic braking energy must be dissipated on the brake grids. Gridresistance is lowest when grids are cold and highest when grids are hot. Assumethat the grids are 1.25 ohms (HOT-) to find the highest value of grid voltage asfollows.

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A

B

NOTE When dynamic brake is initiated, the brake grids will change from COLD to HOT values within 30 seconds of operation. The exact HOT resistance value depends on ambient air temperature and density.


Maximum power that the grids are able to dissipate is a total of 2940 KW- 2 par-allel paths of four grids each (1.25 ohm/grid) for a total resistance of 2.5 ohms.Therefore the DC link voltage must be limited to:

P = V x I

P = V x V/R

P = V2/R

V2 = 2940000/2.5

V = 1084.4 VDC

The maximum power rating of the dynamic brake grids is 367.5 KW per grid.The grids should operate at the highest allowed value to provide the most brak-ing effort but DC link voltage is limited at 1055 VDC. The motor must be oper-ated at a reduced maximum voltage in dynamic brake because energy flow inpower is from the inverter to the traction motor which requires that the voltage atthe motor terminals be higher than the internal motor voltage. Energy flow indynamic brake is from the traction motor to the inverter which requires that themotor terminal voltage be less than the internal motor voltage. In other words,energy flows downhill - from a higher potential to a lower potential.

With dynamic braking, the electrical braking on the train is limited to the amountof electrical power that can be dissipated by the grid resistors. The GT46MAClocomotive has eight 1.25 ohm (HOT) braking grid resistors each capable of dis-sipating a maximum of 367.5 KW. Maximum dynamic braking will occur whenthe most power is being dissipated.

The control computer regulates DC link voltage for dynamic braking as the loco-motive slows down from higher speed.

Along curve C-D on Figure 9C-16, the grids are at the maximum value of dissi-pated grid power which is about 2940 KW.

At speeds above point C (24 MPH), grid resistance is equal to the eight brakegrids connected in series-parallel which is 2.5 ohms. The maximum DC linkvoltage in dynamic brake is limited by the computer so as not to exceed the max-imum power rating of the grids.

NOTE Calculations are based on the HOT grid resistance value of 1.25 ohms which will pro-duce the highest power rating for a given applied DC link voltage.

NOTEBraking power is more than just grid power because there is inverter andcabling losses.


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GRID POWER VS LOCOMOTIVE SPEED

At D: Braking effort is at maximum because the traction motors are providingmaximum power to the brake grids- the grids are at maximum dissipation.

C to D: Constant braking horsepower - braking effort increases as train slowsdown because each pound of braking force is more effective as speed decreases.

B to A: Below 4 MPH the traction motors do not have sufficient rotationalenergy to provide appreciable braking effort.

At higher locomotive speed, the effective value of the power dissipated on thegrids becomes less because the overall kinetic energy of the train has increased.In other words, each kilowatt of power that leaves the grids provides less brakingon the train as speed increases because the dissipated power is limited by thedesign of the grid resistors while the energy of the train can continue increasingwith speed. In the same way, as the locomotive slows down from a high speedeach kilowatt of energy dissipated becomes more effective on braking the train.This process will continue until the train slows to approximately 24 MPH. At 24MPH braking effort is at a maximum value of about 81,000 pounds of brakingforce or braking effort. Below this point braking effort is constant to 4 MPH. The24 MPH break point is not related to the mechanical energy loss capability of themoving train but rather to the decrease in the motor’s efficiency as generators asthey slow down. Refer to Figure 9C-16.


PULSE WIDTH MODULATION TECHNIQUES

The ideal power source for an AC motor is a sine wave voltage input. A locomo-tive AC traction motor has unique requirements from a generation and controlstandpoint:

• high horsepower output (670 HP max)

• high power input (500 KW max)

• high voltage input (2000 VAC max)

• variable voltage input (0 to 2000 VAC)

• variable frequency input (0 to 110 Hz)

• variable operating speed (0 to 3220 RPM)

These special considerations make it too complex and expensive to control theamplitude and frequency of an AC sine wave from a mechanically driven gener-ator or transformer. The GT46MAC locomotive has DC to AC inverters that usesolid state electronic devices to synthesize a variable voltage, variable fre-quency, high power AC sine wave.

This method uses the 5 VDC microprocessors of the inverter computers to gen-erate and control a 2000 VAC, 3 phase AC sine wave approximation.

The DC link voltage is the input voltage supply for both inverters - tractioninverters TCC1 and TCC2. The inverters convert the DC link voltage into vari-able frequency, variable voltage, 3 phase power for the traction motors. This pro-cess is performed in the inverters with some form of pulse width modulation(PWM) that makes use of gate turn-off thyristors (GTO) to control the pulsewidths. The GTOs are triggered by the inverter (secondary) computers.

Conventional SCRs can be turned on with an electronic gate but can only beturned OFF by removing the supply voltage which eliminates excitation to thecircuit. A Gate Turn-Off (GTO) thyristor has an electronic gate that can turn iton and turn it off. This feature allows much more precise control of an outputsignal without disconnecting the supply voltage from the circuit.

The inverters are constructed in a modular design that allows easy service andprovides interchangeability. The GTOs and diodes that make up each phase in aninverter cabinet are also packaged in a modular design that is designated a phasemodule.


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Figure 9C-17 Traction Motor Characteristic/Inverter Pulsing

This system uses AS (asynchronous) and SS (sinusoidal) modes while oper-ating at constant torque then switches to R (rectangular) and BLOCK (fun-damental or input frequency) when the limit of constant torque is reachedand the system switches to constant power operation. At the switching pointfrom constant torque to constant power the GTOs have reached maximum fre-quency so some other means is needed - operation goes into fundamental fre-quency PWM. All operation above maximum applied motor voltage is byBLOCK (fundamental frequency) PWM.

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NOTEThe GT46MAC locomotive reaches full horsepower at 9.3 MPH. Motor voltage willcontinue to increase from the start of the constant power region at 9.3 MPH until max-imum applied voltage is reached.


LOCOMOTIVE OPERATING CHARACTERISTICS

The ideal locomotive would supply constant tractive effort over its entire speedrange of operation. High tractive requirements make it impractical for the powerequipment to fulfill this condition at higher locomotive speeds. At higher speedsthe control system regulates at a constant kilowatt level (or horsepower) beingdelivered to the traction motors over the remaining speed range.

The main limitation on constant tractive effort delivery is that the traction motorsare unable to provide a constant motor torque over their operating speed range.

Maximizing motor torque results in maximum tractive effort. To provide themost torque from the traction motors at all times, the control system attempts tokeep the motors operating at the torque peak as long as possible - constant torqueis provided; then, from the point of maximum applied voltage the control systemwill maintain constant horsepower. Constant horsepower operation produces acontinual lowering of the torque peak which lowers tractive effort and producesthe traction motor operating curve shown in Figure 9C-18.

Figure 9C-18 Traction Motor Operating Values

The torque of the traction motor is applied to the wheel through the wheel/axlegear ratio. This gear ratio changes the torque value that is applied to the wheel.

Traction motors can operate at high speed but provide little torque. At the loco-motive wheel, what is needed is lots of torque with little speed. The locomotivegear ratio converts the speed of the motor into torque at the wheel.

NOTE In actual locomotive operation, full horsepower (constant power) is available at 9.3MPH and applied voltage continues to rise to maximum as speed increases.

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Because the pinion gear and axle gear are meshed at the tooth contact area, theforces at this point must be equal and opposite when the locomotive is powered- the gear ratio changes the ratio of torques - a greater number of teeth on theaxle gear causes this force to be distributed over a longer radius thereby increas-ing the torque on the wheel. In this way, motor torque is transmitted to thewheel.

The wheel torque is then applied to the rail in the form of tractive effort which isthe force of the wheel on the track. Refer to Figure 9C-19.

Figure 9C-19 Tractive Effort At Wheel

Overall control of the locomotive is maintained by the primary (EM2000) com-puter that is located in the #1 electrical cabinet. This computer is instructedthrough “programs” to provide the maximum value of motor torque for eachthrottle position and operating condition.

The amount of torque produced by each traction motor is transferred to thewheel and proportioned by the overall locomotive gear ratio to produce tractiveeffort at the wheel. Tractive effort provided by each wheelset combine to pro-duce the overall locomotive performance characteristics shown.

The maximum value of traction motor torque for continuous operation is13190.5 NM foot-pounds per motor. This amount of torque is translated by thelocomotive gear ratio (90:17) and applied to the locomotive wheel.

The amount of tractive effort that can be developed is independent of locomo-tive weight. The tractive effort that can be utilized on a particular locomotive isdependent on locomotive weight.

The primary consideration in determining tractive effort is the ratio of tractiveeffort to weight on the driven axle. Refer to Figure 9C-19. If tractive effort (inpounds) exceeds 25% of the weight (in pounds) on a particular locomotive axle,then the chance of a slipping wheel is high. Of course, the actual tractive effort isdetermined by the rail conditions at that instant.

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AC MOTOR POWER/DYNAMIC BRAKE THEORY

In dynamic brake, traction motor torque must be developed in the oppositedirection to power operation. This requires that the motor be re-oriented to act asa generating device instead of a power device.

During power operation, the inductance of the motor causes motor voltage tolead motor current - a leading edge voltage (lagging power factor) waveform.

In dynamic brake, power must flow out from the inverter to the DC link. The DClink is not allowed to drop below 600 VDC in dynamic brake. This loweredpotential is seen by the traction motor as a current sink and the capacitance of theinverter input filter changes the power waveform into leading edge current(leading power factor) which re-orients the motor into a generating device.

The inverter input filter capacitor facilitates power flow INTO the DC linkbecause of its lower potential and creates a leading edge current to force themotors to act as generators. The power generated by the motor is supplied to theDC link where it is dissipated on the brake grids.

Dynamic brake operation is possible with AC motors because the outputfrequency of the inverter is made lower than the motor operating frequencywhich produces negative SLIP. Negative slip causes negative torque in themotor which causes it to slow down.

NOTE• AC MOTOR WITH NO LOAD - Inverter frequency = Motor electrical frequency

• AC MOTOR IN POWER - Inverter frequency above motor electrical frequency

• AC MOTOR IN BRAKE - Inverter frequency below motor electrical frequency

NOTEIn dynamic brake, the GTOs are out of the circuit and all of the motor gen-erated current goes through the GTO circuit diodes.


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SECTION 9D. INVERTER OPERATIONS

This section deals with many of the concepts concerning the operation andprotection of the inverters used for AC traction systems on the GT46MAC.Descriptions of individual components used to execute the functions describedhere come in the following sections.

GTO SWITCHING

An inverter with voltage source DC Link suits the requirements for a three phasegeneration system quite well. The use of GTO thyristors in such an applicationallows for a wide range of output voltage frequencies. This design exhibits ahigh efficiency by virtue of the use of GTOs. Figure 9D-1 shows thefundamental configuration of a VSI three phase system. The system consists of avoltage source supply (DC Link), a large capacitance connected in parallel withthe source (marked Cd) to stabilize the voltage source, and three phase modulesto perform the switching of DC Link for inversion to AC. Each phase modulecan be distinguished by the dotted lines drawn in rectangular fashion. The GTOsof three phase modules combine to create a three phase AC input to the wyeconnected fields of the traction motors. By varying the switching patterns of theGTOs, the inverter controls the amplitude (voltage) and the frequency (rotatingspeed) of the AC wave form. For the sake of simplicity, we will consider onlyone of the three wave forms produced by the inverter.

Figure 9D-1 Simplified Inverter Schematic

A thyristor is a special kind of diode. As we all know, a diode will conductelectricity only when forward biased by the voltage placed across it. A thyristoris nothing more than a diode that can be given a “signal” telling it when toconduct.

NOTE!Schematics are provided ONLY as an example. Be sure to refer to the proper schematics when working on a GT46MAC locomotive.

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INVERTER OPERATIONS 9D-1

When the signal is given, the thyristor will conduct, provided of course that it is“forward biased.” Many of us are already familiar with this type of thyristor, theSilicon Controlled Rectifiers or SCRs used in the excitation circuit of thelocomotive’s Main Generator (Traction Alternator). In this case, the SCRreceives a “turn-on” signal and remains conductive until it becomes reversebiased. In other words, there is no way to “tell” the SCR to stop conducting.However, a GTO is a type of thyristor which can be “told” to turn off, hence thename Gate Turn-Off thyristor. So, a GTO can really be thought of as a switch.

What makes a GTO “turn-on?” A thyristor, as mentioned in the previousparagraph, is selectively conductive. The element will begin conducting when itreceives an “injection of electrons” on its gate lead from some external source.With an SCR, the element continues to conduct until such time that the forwardvoltage across it has gone to zero or below. A GTO, however, can stopconducting if that “injection of electrons” is drawn back. If for some reason the"injection" cannot be withdrawn, the GTO cannot shut off. Such a conditionwould be recognized by the inverter computer, and operation would cease. Inthis particular case, the fault logged would likely read "GTO STORAGE TIMEEXCEEDED." In other words, the injection of electrons has been stored in theGTO for too long, and since it has not been withdrawn by this point in time, theinverter shuts down. Why shut down the inverter in such a case? The GTO's in aphase module alternate on and off. Both GTOs in a module can never be on atthe same time otherwise the DC Link will see a direct short circuit. So since oneof the GTOs cannot be turned off, we must stop operation before the other GTOof the same phase module turns on in order to prevent an overcurrent condition.Figure 9D-2 shows the fundamental system design with the GTO's drawn asswitches.

Figure 9D-2 GTOs shown as switches

With these “switches” in place, it becomes easy to connect and disconnect eachoutput leg with either positive or negative DC Link. Now, by specifying GTOswitching durations and their sequence in time, output voltages can be createdwhich closely follow a sine curve. Again, both the wave frequency andamplitude can be adjusted by changing GTO switching patterns. Let’s take alook now at an example of how a variable AC waveform can be passed on to themotors.

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9D-2 GT46MAC LOCMOTIVE SERVICE MANUAL

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Let’s start with a simple condition that must be met. In order to have a definedvoltage across a phase winding in the motor, two GTOs must be switched on tocomplete a circuit through the motor. In other words, we cannot just connect oneside to positive DC Link and let the other side float. From analyzing the inverterblock sketch, we see that the two GTOs of the same module cannot be switchedon simultaneously for two reasons. First, from circuit analysis we can see thatthis will not give us a complete circuit through any phase. Secondly then, twoGTOs from different phase modules must be used to create a phase.

The creation of so called “phase-to-phase” voltages (voltage between two outputterminals) are considered here. The possible phase-to-phase voltages are:

Uv1 = Urs = Ur - Us

Uv2 = Ust = Us - Ut

Uv3 = Utr = Ut - Ur

To create Uv1, GTOs 1, 2, 3, & 6 must all work together. An example of this canbe seen in Figure 9D-3. Notice in this demonstration that DC Link negative isactually called zero. This is for simplified mathematics in demonstration.

The diagram shows a randomly selected switching sequence from the many thatare possible. Let’s examine the sequence over the time span indicated, and learnhow the GTOs all collaborate to create the fundamental phase-to-phase wave.Assume that Ud = 100, and that a new switching state occurs every second.


Figure 9D-3 Output Wave Formation by GTO switching

At t=1, 3+6 are switched. Since phase R connects directly to the zero side of theinput, the level of Ur equals zero on the graph of Figure 9D-4; likewise, Usequals +100 because phase S connects directly to the positive side of the input inthis switching state. If we recall the formula from before that stated Uv1 = Ur -Us, we can substitute these values and find what the voltage should be.

Uv1 = Urs = Ur - Us

Uv1 = Urs = 0 - 100 = -100

According to our computations, the resultant voltage should equal -100 at thispoint. The graph in Figure 9D-3 shows this to be true for the time t=1. Let’s takea look at the next step.

At t=2, 6+2 are switched. Both phase R and phase S are connected to the zeroside of the input. Remembering the formula again, it is easy to see that theresultant voltage between phases R and S should be zero.

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Common sense also tells us this since voltage is nothing more than ameasurement of the difference in electrical potential between two points. Thesection of the graph at t=2 shows the resultant voltage at zero as expected.Notice also that the sine wave is beginning to take shape as voltage rises.

At t=3 and t=4, 1+2 are switched. This condition connects phase R directly to thepositive input and phase S to the negative. Again, using the formula or just plaincommon sense, it can be seen that the voltage between phases R and S will be+100. The graph illustrates this. Notice that the polarity of the phases has nowreversed as must be the case to have an alternating or AC current flow. As theresultant voltage reaches its peak here, the sine wave is now more recognizable.

When t=5, 1+3 are switched. This creates zero voltage between phases R and Ssince both phases are connected to the positive side of the input. As usual, thegraph does verify the existence of zero as the resultant potential. The resultantsine wave has begun its decent toward zero on its negative going cycle.

Finally at t=6, the switches return to their initial state of 3+6 turned on. Just aswith the sample examined from t=1, the voltage resultant here equals -100. Wehave now completed one full cycle of a particular GTO switching sequence. Thisparticular sequence is known as full block. Not by coincidence, it happens to bethe simplest of all switching patterns. It is typically used at very high motorRPM.

Now let’s take a look at how all of the switching comes together to create a 3phase simulated AC output. Figure 9D-4 shows when each phase module isconnected to the positive or zero side of the input. Furthermore, this figureshows which GTOs are switched simultaneously and how the modules worktogether to create a 3 phase output. Notice that a module by itself cannot create aphase; it must work with the other modules. Now take a look at the same figurewhen a GTO has failed open. For the case demonstrated in Figure 9D-5, GTO #3has failed. Notice the disruption in the phase symmetry.


Figure 9D-4 Creation of a Three-Phase Output

Figure 9D-5 Inverter Output with GTO #3 Failed Open

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PHASE VOLTAGES INSIDE THE MOTOR

Up until this point, we have seen how the inverter creates its 3 phase output tothe load (motor). However, we have not seen what the voltage steps or “chops”look like inside the motor. Figure 9D-6 shows a graph measuring voltage oneach of the 3 Phases inside the motor. Previous examples have shown phase tophase measurements. This illustration though, shows a measurement from theinput lead to the center point of the Y-connected motor field. These are thevoltages that are directly responsible for the formation of the rotating magneticfield.

Figure 9D-6 Motor Field Voltages as a Result of GTO Switching.

Each time a new GTO switching state occurs, the motor field phase leads areconnected across the DC Link in a different configuration. As a result of thevariable connections, the varying voltage levels develop. To help understandhow each GTO switching state creates the voltage shown on the graph, Figure9D-8 diagrams the actual field winding connections during those particularswitching states.

The switching states of the graph have been numbered to match with thecorresponding motor field configurations.

Assume the DC Link input voltage to be 300 VDC and the impedance of eachfield winding to be 10W. In state #1, GTOs 3, 5, & 6 are switched on. Examiningthe simplified schematic shown in Figure 9D-7 it can be seen that this causesphases S & T to be connected to DC Link positive, while phase R connects withDC Link negative. Using simple circuit analysis and Ohm’s Law, it can bededuced that phases S & T measure +100 Volts with respect to the Y-centerpoint, while phase R measures -200 Volts. The graph of Figure 9D-6 follows thisassessment.

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Figure 9D-7 Simplified Inverter Schematic

Figure 9D-8 Motor Field Configurations

Still assume that DC Link input voltage is 300 VDC. In state #2, GTOs 2, 5, & 6are switched on. The simplified schematic shows that this situation causes phaseT to connect with DC Link positive, while phases S & R connect with DC Linknegative. Again using simple circuit analysis and Ohm’s Law, we see that phaseT has a potential of +200 Volts with respect to the center point, while phases R& S measure -100 Volts.

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Continuing on this repetitious path, we can prove all of the claims made by thegraph for each of the 6 motor field configurations using the same principles asabove.

PULSE WIDTH MODULATION

The maximum possible phase-to-phase voltage output from the inverter dependson the DC-Link voltage input. The maximum possible output can be calculatedfrom the formula.

MAX Uv = .78UdIn other words, phase to phase output can equal only as much as 78% of theinput voltage. Such a case can exist when the full block switching pattern asdemonstrated previously is used. For lower output voltage settings, the GTOs areswitched so that partial areas of the widths defined in the previous example canbe removed.

The sine wave output is a result of the average value of DC Link switched onover a time period. In the first demonstration, a “full block” of DC Link waspassed through to the output of the inverter without interruption, hence the name“full block.” Keeping the Link switched on without interruption means a highaverage value. If portions of the “full block” are cut out or chopped, though, theaverage value goes down as more is cut out. This concept is demonstrated inFigure 9D-9. In this example, the resultant wave is controlled by cutting out sixareas.

Figure 9D-9 “Full block” (not chopped) modulation creates sine wave

Figure 9D-10 “Chopped” DC Link creates a sine wave. Operation at7-pulse modulation

The number of areas to be cut out of a wave will always be even, while thenumber of pulses left over will always be odd. In Figure 9D-10, 5 pulses are leftover, so the inverter is said to be operating at 5-pulse modulation. The number ofpulses in a pulse train can be any odd number from 1 to 21.

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Notice that the duration of each pulse becomes longer as the center of the pulsetrain approaches, and then the pulse pattern on the trailing part of the train ismerely a mirror image of those on the leading end. Also observe that a longerpulse duration creates a higher resultant wave. By varying the duration or widthof each pulse, the resultant or fundamental wave voltage can be modulated. Thismethod of control is referred to as pulse width modulation. Achieving differentfundamental wave voltages by varying pulse width is illustrated in Figure 9D-10. All of the 3 examples use 3-pulse modulation with various pulse widths toobtain the desired voltage output.The frequency of the output voltage wave iscontrolled by the length of the pulse train. A shorter pulse train means a higherfrequency.

Figure 9D-11 Pulse duration varies voltage. Examples show operationat 3 pulse modulation

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MODULATION MODES

Before diving into this subject, let’s clearly define two terms that are key tounderstanding the following discussion. Inverter output frequency is thefrequency of the voltage wave being sent from the inverter to the tractionmotors. GTO switching frequency is how quickly the GTO thyristors on turningoff and on in order to create the inverter output voltage wave. It is entirelypossible to have switching frequency be equal to output frequency, while it isalso possible to have switching frequency exceed output frequency by nearly 25times. With this said, let’s take a look at how these two frequencies are related.

During operation, demands on the inverter with regards to range of frequencyoutput vary continually. The inverter best controls the motors when the pulsenumber is the highest allowable. The demands for frequency range can be metby changing the length of a pulse train. Herein lies a limitation. The maximumswitching frequency remains possible to only a certain rotor RPM, after that theinverter cannot switch the GTOs fast enough (field frequency must exceed rotorfrequency to maintain power operation).

At very low speeds, the inverter operates at the maximum GTO switchingfrequency. This is known as “free modulation.” The inverter adjusts outputvoltage and frequency through pulse width modulation as explained earlier. Theinverter maintains outstanding control over the motors; since such a greatnumber of switching pulses per train is possible, it can regulate output voltagevery closely. As the rotor spins faster, though, the GTOs must also switch fasterto provide the required output frequency.

Eventually as rotor speed continues to increase, the inverter cannot switch theGTOs any faster, so an even number of pulses must be eliminated from the pulsetrain. The inverter now operates in n-pulse modulation, where n = the number ofpulses in a pulse train. As stated earlier, n can be any odd number from 1 to 21;1 would be “full block,” and 21 would be very near to “free modulation.” Again,as the rotor of the motor spins faster, the switching must become more rapiduntil eventually the inverter cannot switch the GTOs any faster. Once again, theinverter eliminates a few pulses from the train. By removing pulses from thetrain, the inverter sacrifices a certain amount of control over the motors.However, as speed increases precise motor control becomes less critical. Sosince motor speed has increased in this case, nothing is really lost by eliminatingjust a few pulses from the train as speed increases.

As the motor approaches the upper speed range, the inverter can no longerswitch fast enough to produce multiple pulses in a pulse train. At this point, theinverter will supply only one pulse per half wave of AC; in other words, theinverter will operate in a full block mode. Full block in the high speed range hasthe special name of fundamental frequency modulation. This just means that theGTO switching will be at the exact same frequency as the inverter voltage waveoutput frequency. Since this is a full block mode, pieces cannot be cut out toreduce the voltage of the resultant wave. Rather, the input source must changewhen running at high speeds in fundamental frequency modulation. Figure 9D-12 shows each of the 3 inverter modulation modes over a speed range and howthe number of pulses in a pulse train becomes less as output frequency rises.


Figure 9D-12 Modulation Modes.

Let’s interpret this graph by following the solid jagged line across.Examine point 1 where the inverter output frequency is very low.This means that motor speed will be very low, hence maximumGTO switching frequency is possible and looking at the graph wecan see that in fact free modulation is active. Remember that maxi-mum switching frequency is desirable since it affords the greatestamount of motor control. The line makes a sharp drop soon after.

This drop is at point 2 on the graph. The inverter had been operatingat maximum GTO switching frequency as demonstrated by the flattop portion following point 1. As motor speed increased, switchingfrequency came near to violating the minimum GTO "ON" time, soin order to maintain power operation (field frequency must exceedrotor frequency) a few pulses must be eliminated.

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Continuing from point 2 of the graph, the slope of the jagged lineindicates that as field frequency increases GTO switching frequencymust also increase in order to maintain a field that runs faster thanrotor speed (field frequency must exceed rotor frequency for poweroperation).

At point 3 on the graph we see that again the inverter has reachedthe maximum GTO switching frequency. So, in order to maintain afield that runs faster than the rotor, the inverter must reduce thenumber of pulses in a train just as before. This process is repeatedover and over throughout the operating range of the inverter. As speed climbs into the upper reaches of the inverter’s operatingrange, the number of pulses in a pulse train goes to one (at about 40MPH). This is the case at point 4 on the graph. Once the drop on thegraph is made to 1 pulse per half wave or train, the inverter is nowsaid to be in fundamental frequency modulation or full block mode.

DYNAMIC BRAKE/REGENERATIVE OPERATION

BRAKE MODE CONCEPT

The basic concept of dynamic braking has not changed a bit in the switch fromDC to AC technology. The motors harness the mechanical energy created by therolling train and convert it to electrical energy. This electrical energy is sentthrough low resistance, high power grids. The electrical load of these grids makethe motor (which is now actually operating as a generator / alternator) very hardto turn. This reluctance to rotation acts to slow the train down. Exactly how themotors are controlled, and how energy passes from the motors up to the grids haschanged somewhat.

On a DC locomotive, the generator connects to the fields of the traction motor.The generator provides a variable power source used for excitation in the motorfield windings. For more braking effort, the generator supplies more excitation.The energy created by the rotating machine far exceeds the energy supplied to itby the generator.

Excitation of the AC machine is fairly similar. As we already know, thegenerator does not vary its output in order to control the power input to thetraction motors; rather, the inverters control how much of the power availablefrom the generator is passed on to the motors. The same variable excitationconcept holds true, though. The more excitation supplied by the inverter, thegreater the braking effort of the motor. Let’s take a closer look at how the entireAC system works together.


The Main Generator produces 600 VDC at all times. However, power from thegenerator is used in only two unique situations: 1. When first enteringregenerative operation. 2. When braking effort is extremely low and speed islow. When neither of these cases is true, the excitation system is self-supplying.Each TC receives data from the EM2000 with instructions for how much brakingeffort to provide. Each TC Computer then decides on its own exactly how toprovide the excitation in the motors required to achieve the braking effortrequested by the EM2000.

As in power, the inverters have the ability to correct for wheel slipsindependently of each other. Variable amounts of excitation are achieved via thesame method as in power; the GTOs fire in sequence. Different firing patternsare used to attain various excitation levels. For brake mode, excitation isprovided such that field frequency (or rotational speed) is less than rotorrotational speed. The motion of the rotor moving faster than this rotating fieldcreates average power flow back into the inverter. The power that flows backinto the inverter is rectified to DC by the free-wheeling diodes in each phasemodule before being passed on to the DC Link capacitors.

The capacitors make operation of the entire system more energy efficient,however they add complexity in construction and function. They serve twopurposes here: 1. Supply a constant energy source for motor field excitation. 2.Smooth out ripple in DC Link from both the generator and the rectified outputfrom the inverters. As stated in point #1, the capacitors act as the constant energysource for the inverters in brake mode. This is why the AC system is much moreenergy efficient in brake mode than the DC system. We don’t need the generatorat all times during dynamic braking.

The motor excitation is self-supplying except at low braking effort/low motorspeed. Figure 9D-13 and Figure 9D-14 provide an analogy for how this occurs.Inverters take their supply from DC Link. Initially, the capacitors are uncharged,in other words the pool is empty. So the generator, putting out 600 VDC, beginsto pump “water” into the pool thereby charging the capacitors. As the motorsbegin to see excitation, they begin to produce output. This output is pumped intothe DC Link. Because the motors are producing much more power than they areconsuming from the pool, the pool quickly “fills up.” When the voltage on theDC Link exceeds that across the Main Generator, the rectifying banks connectedto the generator become reverse biased. This shuts off the output of thegenerator, symbolized by the float valve. The grids act as a drain for the pool.Any energy not used for excitation is drained off through the grid resistors.


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Figure 9D-13 “Full pool” of DC Link”

Assume now that the locomotive operates at low speed, and a low amount ofbraking effort is requested. A low braking effort means that very small amountsof energy will be drained from the pool for excitation purposes. Likewise, due tothe low excitation level and low rotor speed, the power pumped back into thepool as regenerative power will be of a small amount. Notice however, that the“big drain” still exists since the grid resistors are still in place. Without thegenerator available, the grids would drain the pool very quickly. With the pooldrained, there would be no energy left for excitation of the motors and brakeoperation would not be possible. This is demonstrated by Figure 9D-14.

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Figure 9D-14 Main Gen. sustains DC Link "pool" level when"draining."

AC POWER FLOW IN BRAKE MODE

Regenerative operation of an AC induction machine is not easy to explain. Toexamine the entire braking process, consider first a DC machine in a generatingmode. In this case, a stationary magnetic field is established in the stator of themotor. The momentum of the train causes the motors to turn. As the motor turns,the armature “cuts through” the stationary magnetic field in the stator. This“cutting” generates a current flow in the armature which is spent through resistorgrids.

On this DC machine, four power cables run to the motor. Two cables connect tothe fields, and two to the armature. The cabling that runs to the grids makesconnection with the armature by use of brushes and a commutator.

For power operation, all leads connect to the generator, while only the field leadsdo so in brake mode; the armature leads connect to the resistive grids. Thisbrings up an interesting question when considering an AC machine. Only 3power cables connect with the motor. These cables supply the 3 phase ACsource needed by the motors in both power and brake mode. For more brakingeffort, the inverter supplies more power to the fields. So, if power must alwaysflow into the motor in order to excite the fields (regardless of the operatingmode), how can power also flow out of the motor on the same 3 power leads?The key to the answer is remembering that we now deal with AC current andvoltage waves rather than steady DC supplies.

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Figure 9D-15 DC in brake mode (left)

Figure 9D-16 AC traction system in brake mode(right)

The power that flows on these 3 leads is in alternating directions at all times. Inpower mode, power flows into the motor most of the time, but out of the motorfor very brief intervals. In brake mode, power flows out of the motor most of thetime, but into the motor for very brief intervals (this is necessary for excitationpurposes).

Power is defined by two components, voltage & current. The direction of powerflow depends on the relationship between voltage and current with respect totime or "phase relationship." The "phase relationship" depends on speed of therotating field with respect to the rotating speed of the rotor. If rotor speed lagsfield speed, voltage and current are nearly "in-phase" and power flows into themotor most of the time; if rotor speed exceeds field speed, voltage and currentare "out of phase" by nearly 180° and power flows out of the motor most of thetime. This is illustrated by Figure 9D-17 & Figure 9D-18 which show voltageand current relationships with respect to time ("phase relationships") for bothpower and brake mode. Power flow into the motor is denoted by light grey areaswhile flow out of the motor shows as dark grey.

Figure 9D-17 Power Flow in Power Mode.

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Figure 9D-18 Power Flow in Brake Mode.

Another way to understand mathematically how power flows in the AC motor isby mathematical calculation. To do this, we must consider the formula for calcu-lating power in the machine as seen here

P=3VIcosø

where 3 represents the 3 phases of the motor, P=power, V=AC voltage, I=ACcurrent, and ø=phase angle between voltage & current. For our demonstrationpurposes, we can make things a bit simplified by dropping the 3 from the equa-tion. V & I magnitudes as well as their angle of separation determine the magni-tude of power flow. But, direction of power flow is defined by the cosø term,therefore we must understand the meaning of the cosø term in the equation.

THE MEANING OF COSØ

The way to tackle the cosø term is to show how ø is measured, then examinehow cosø affects the equation. ø is defined as the degree or angle of separationbetween voltage and current. Figure 9D-19 & Figure 9D-20 illustrate how thedegree of separation is measured.

Figure 9D-19 Phase shift in power mode

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Figure 9D-20 Phase shift in brake mode

Now that we have a better understanding of the cosø term, let’s consider it’smathematical effect on the finished product of the equation for power. The cosøterm always results in some value between +1 and -1. For our concerns, themagnitude requires little attention, but the sign of the value determines ifpower flow is positive (into the motor) or negative (out of the motor). Thetable here shows the value (positive or negative) of cosø for various ranges of ø.

EFFECT OF IPS ON DYNAMIC BRAKE

DC traction locomotives commonly implement a form of "extended range"dynamic braking which maintains near maximum brake effort from 24 MPHdown to approximately 10 MPH. To accomplish this, DC units would short outsegments of the brake grid thereby reducing the effective resistance of the loadon the motors. The AC traction units have the ability to provide maximumbraking effort down to almost 5 MPH without the use of such contactors. This isbecause the TCCs maintain very precise control over the frequency of powersupplied to the motors.

During this extended range operation, wheel slides are very possible, especiallywhen air brakes are applied to the locomotive. Therefore, DC traction units de-energize the contactors that provide the extended range capability as a means oflowering brake effort and minimizing the likelihood of a wheel slide anytimethat the Independent Pressure Switch (IPS) picks up. AC units don't have thesecontactors, therefore the method of brake effort reduction is a bit different.

Anytime IPS picks up on AC traction units, brake effort automatically rampsdown from the "flat-top" portion of the B.E. versus speed curve to a reducedlevel which would be equivalent to a DC locomotive operating at the samespeedwithout extended range capability.

mode ø cosø power flowspower 0°-90° positive into motorbrake 90°-180° negative out of motorbrake 180°-270° negative out of motorpower 270°-360° positive into motor

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Figure 9D-21 Reduced BE with IPS picked up.

TCC PROTECTION SCHEME

In order to protect the TCC in the event of potentially damaging situations, asystem called IPS (Inverter Protection System) has been installed for eachinverter.

The system consists of several monitoring devices and power dissipationcomponents. Essentially, two crowbar type circuits make up the system. The twocrowbar circuits are of different types, one a soft crowbar and the other a hardcrowbar. Before getting too involved in the protection scheme, let’s first definewhat a crowbar is.

When most people hear the word “crowbar,” they think of a large steel tool inthe shape of a cane used for prying. How can this tool be associated with anelectrical circuit? To explain an “electrical” crowbar, follow this example whichemploys the “steel” crowbar.

Figure 9D-22 Simple source/load circuit

Consider the circuit shown in Figure 9D-22. A source provides an output via busbars. Between the bus bars and the source is a circuit breaker. The bus has wirescoming off of it that supply a load.

The purpose of an electrical crowbar device is to protect both the load andsupply from potentially damaging overvoltage and overcurrent conditions. To dothis, obviously current and voltage must be monitored.

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If those monitored values exceed values set by software or hardware, thenprotection is activated which intentionally short circuits the source. How doesthis function make the device similar to the “steel” crowbar? Consider thecircuit as shown in Figure 9D-23.

Figure 9D-23 Crowbar analogy

When protection is activated, the “steel” crowbar is dropped across the bus barscreating a dead short circuit of the source. Obviously, this would trip the circuitbreaker rather hastily.

As mentioned before, two methods of protection (either a “hard” or a “soft”crowbar) can be initiated. The hard crowbar creates an authentic short circuit ofthe source with virtually zero resistance. The soft crowbar performs the sameaction, but with a resistance in series of approximately 3 Ohms.

This resistance is the IPR (Inverter Protection Resistor) discussed in Section 9Eof this manual. In both cases, the EM2000 is instantly notified of the crowbarfiring, and Main Generator excitation is shut down.

The signal that the crowbar fired can either come via serial link or be detecteddirectly by EM2000 DC Link current feedback signals. The serial link signal,DC Link Current feedbacks, and EM2000 collectively make up the "circuitbreaker" in this high power circuit. In any case, since generator excitationceases, the output will rapidly decay through the crowbar and protect the tractionsystem from further damage potential.

Tripping of either crowbar comes at the command of Siemens equipment only!All locomotive components outside the TCC, including the EM2000, do nothave the capability of triggering a crowbar. Conditions for which an SC (softcrowbar) may be fired are listed here.

•Number of peak current Total Blocking incidents is too high for a given timespan.

•Motor current is too high more than twice in 1 second or three times in 10seconds and Total Blocking attempts to control the condition are not effective.This may be an indication of a faulty transducer!

•No load TCC output current exceeds ±100 A and Total Blocking attempts torectify condition are ineffective.

•DC Link Overvoltage. Total Blocking not effective.

•User requests crowbar test through EM 2000.


•Serial link informs ASG that the other TCC has attempted to trip its softcrowbar.

The hard crowbar can be fired by either the ASG or by hardware built into theInverter Protection System. All trips are initiated by the ASG unless otherwisenoted. Events that can cause the triggering of the hard crowbar are listed here.

•BOD initiated due to DC Link overvoltage. All ASG attempts to suppress thecondition have failed.

•TCB initiated due to GTO storage time exceeded.

•Serial link informs ASG that other TCC attempted to fire its hard crowbar.

•User requests crowbar test through EM2000.

•ASG power supply breaks down.

•Gate Unit power supply out of range.

•DC Link overvoltage before BOD trip level.

•Approximately 1.5 seconds after soft crowbar fires. Done to remove burdenfrom the IPR (Inverter Protection Resistor).

The table below describes the actions taken by the IPS in response to various DCLink overvoltage conditions.

*Depending on throttle position, speed, etc.

As shown by the progression of the table, the inverter reacts more aggressivelyas DC Link levels climb higher. If possible, the TCC brings the faulty conditionback under control by simply interrupting GTO firing pulses (Total Blocking).Occasionally, this may not be enough and the ASG fires the soft crowbar. If thesoft crowbar fails to control the situation fast enough (or simply fails to fire) DCLink may continue to rise. Also, DC Link may rise so fast that the soft crowbarmay not catch the “run away” condition. For these reasons, the ASG would firethe hard crowbar. Finally, as a last resort the BOD element may signal for thetrigger. The BOD (which is entirely independent of the ASG) is intended only asa backup device in the case that software cannot act for protection. For example,if the ASG fails and DC Link goes out of control, then the BOD comes to therescue.

Level Action3000 VDC Block GTO firing until 2600 VDC3200 VDC ASG triggers soft crowbar3400 VDC ASG triggers hard crowbar3600 VDC BOD triggers hard crowbar

1700-2100 AAC* Block faulty phase2300 AAC Block all phases2400 AAC ASG fires hard crowbar


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As a rule, it is desirable for the soft crowbar to attempt to provide protectionbefore firing HC. Some situations, however, call for the more drastic measuresprovided by the HC. For example, if a GU power supply (device PS-GTO) is outof range or “STORAGE TIME EXCEEDED” fault is signalled by the ThyristorControl Board (TCB), the HC fires immediately. Storage Time Exceededindicates that a GTO could not be switched off. Likewise, improper GU powersupply may prevent a GTO from being switched off. Such faults create animpending DC Link short circuit condition through the GTO thyristors. GTOsare not designed to handle such high current levels. They would easily bedestroyed and possibly create further inverter damage. For this reason, drasticcorrective action must be taken immediately, thus the firing of the hard crowbarbefore the soft.

In response or reaction to any crowbar action, the locomotive drops its load, andboth ASGs as well as the EM2000 record a fault to document the event. Torecover from such an event, the EM2000 will automatically cycle the DC Linkswitchgear to the shorted position once DC Link has sufficiently decayed toensure that the crowbar thyristors disengage. (Remember that crowbar thyristorsare just like SCRs in the Main Generator excitation circuit; they will continue toconduct until forward voltage goes to zero.) Provided that another crowbar eventhas not occurred within the past 10 minutes, the switchgear will automaticallymotor back to the power position. Also, both inverters run automatic self tests toverify that operation is still possible.

Once this is done, the EM2000 and Traction computers bring the locomotiveback on line without the operator touching a single button. The time for thisentire sequence may take as long as 20 seconds.

The table of the previous page mentioned "blocking" as a protective action. Amodule in the ASG called "Control Systems Monitoring" monitors criticalvariables such as current, voltage, temperature, and CPU processing time.Should any of these variables exceed a pre-set limit, this module initiates anaction called "Total Blocking" which interrupts GTO firing pulses momentarilyuntil the faulty condition has been suppressed. Figure 9D-24 demonstrates TotalBlocking in the case of an output current fault. If Total Blocking takes place toomany times within a certain time span, TCC operation ceases and a fault islogged.

Figure 9D-24 Total Blocking.

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SECONDARY WHEEL SLIP PROTECTION

Figure 9D-25 K-band radar location on the GT46MAC

Microprocessor controlled locomotives built by Electro-Motive in the past haveall used a “wheel creep control” system to enhance rail adhesion. Studies showthat allowing the wheels of the locomotive to turn slightly faster than groundspeed increases the adhesion ratio for that locomotive. In so doing, however, thelocomotive can no longer rely upon the feedback signals generated by tractionmotor speed pick-ups, axle generators, or any other sort of wheel speed sensingdevice for an estimation of ground speed. Since an accurate assessment ofground speed is essential in calculating the amount of “wheel creep” allowed atany given moment, some alternative method of measuring ground speed must beimplemented. The method employed on the GT46MAC is K-Band RADAR.

Figure 9D-25 shows the K-RADAR module and its mounting location under thecab of the locomotive near the end plate. This particular type of RADAR systemmounts at an angle of 37.5° with respect to the rail. It is particularly susceptibleto signal error as a result of inaccurate mounting. More information on RADAR,including how to troubleshoot suspected defects, can be found in Section 9J ofthis manual.

When the RADAR system fails to operate or provide an accurate signal, then“wheel creep control” as executed by the EM2000 is no longer possible. Thesame was true for older model DC locomotives. In the past, the EMD controlsystem would fall into its “back-up” wheel slip detection / correction systemcalled IDAC (Instantaneous Detection and Correction). With the AC tractionsystems built by Siemens, a similar situation occurs.

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The IDAC back-up wheel slip system is no longer a part of the EMD controlsystem logic. Whenever the RADAR signal is determined to be invalid (in theinstance of a RADAR failure), the Siemens back-up wheel slip system takesover. The back-up system is a sort of hybrid of the old IDAC system that somany are familiar with, and the Super Series wheel creep control that evolvedwith the EMD 50 Series and later locomotives. To understand the system, let’stake a look at a simulated “strip” chart to examine system reaction to variousevents.

Figure 9D-26 shows the strip chart simulation for a single inverter to beexamined. Only speed and torque will be examined here. The lower portion ofthe graph shows torque. The upper shows wheel speed. Delta N or dN is theamount of creep the wheels are allowed. Adding this number to the actualground speed, N, yields the value for wheel rotational speed limit at thatparticular time. For example, if ground speed, N, is 5 MPH, and dN is 0.7 MPH,then the wheels will be allowed to rotate at a maximum of 5.7 MPH. If thewheels exceed 5.7 MPH, then torque from the inverter will be reduced.

Figure 9D-26 Torque vs. Speed strip chart

Following the chart from the left we encounter point 1. Speed is at 5 MPH andthe wheels have begun to exceed ground speed, but they have not yet reached therestricting N+dN limit. For this reason, torque remains steady. As time goes bywe come to point 2; wheel speed has exceeded the N+dN limit. In order tocontrol the wheels, torque must be reduced as the chart demonstrates. Oncewheel speed falls back below its N+dN limit, then torque can be steadilyincreased again. This is represented at point 3. At point 4, the wheels hover justbelow the N+dN limit, but never exceed it. For this reason, torque is not reduced.

At point 5, we notice that a RADAR failure has occurred recently. When afailure occurs, the Siemens system takes over. It sets an N+dN limit ofapproximately 10% of the last valid ground speed measurement. This is whatmakes it different from the IDAC system of the past. At this point, we see thatthe torque reduction in the event of N+dN being exceeded is much moreaggressive than the primary creep control system. Furthermore, the recoveryback to full torque takes longer as well.

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The main difference in the back-up wheel creep system and the primary wheelcreep systems are as follows.

•Back-up has only one N+dN limit. It cannot adjust the limit based on speed,throttle, etc.

•Back-up system reaction to wheel slip is much more aggressive.

•Back-up system is much slower to recover.


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SECTION 9E. TCC COMPONENTS

Discussions in previous Sections have covered some of the major AC traction system components in light detail. In this Section, we will cover each of the components housed by the Traction Converter Cabinet (TCC) as well as any components closely related with (and sometimes assumed to be a part of) the inverter. Traction computers (also known as Traction computers or a TC) receive more attention in this section where each printed circuit board and component in the TC room is discussed. Much of the information contained in this module was provided by Siemens Transportation Systems.

SAFETY PRECAUTIONS

Before discussion of any traction inverter system components takes place, some safety precautions pertaining to work with high voltage systems must be covered.

Unlike the high voltage circuits implemented on conventional DC traction locomotives, the AC inversion system design requires storage elements (capacitors). In order to ensure safe working conditions, proper discharge and grounding procedures must be followed. This procedure can be found on WARNING tags on the High Voltage Cabinet upper doors in the cab. Be certain to adopt these practices when working near high voltage circuitry on this locomotive.

As the inverter on this locomotive is of the Voltage Source type, capacitors connect in parallel with the load to provide a constant voltage supply. Eight “cannon type” capacitors per TCC form a storage bank for energy. This bank has the capability of storing a fault condition DC Link overvoltage charge of 3600 VDC, though the nominal charge does not exceed 2700 VDC. Several automatic discharge systems operate on this unit. Recommended procedures, according to the publication, "Safety Precautions for GT46MAC Locomotives", ought to be pursued.

NOTE:For maximum safety wear high voltage gloves (>4000 V DC) duringthe measuring and grounding process.

DANGER!

High Voltage within Cabinets

Be sure to follow the discharge procedures as outlined in the publication “Safety Precautions

for GT46MAC Locomotives” in appendix C when working on High Voltage Components

TCC COMPONENTS 9E-1

ORIENTATION AND LAYOUT

The traction system of the GT46MAC utilizes one TCC or inverter per truck. Figure 9E-1 shows the location of each of these cabinets. Cabinet orientations, with respect to the locomotive, do not match identically. The phase module side of each cabinet is noted in the diagram.

SIDE VIEW

Figure 9E-1 Cabinet locations.

1. KNORR electronic air brake equipment (engineer's side).2. High Voltage Cabinet.3. #1 inverter cabinet.4. AC cabinet (engineer's side).5. #2 inverter cabinet.6. Battery box.

Let’s examine the Figure 9E-3, and assume for the sake of example that we are talking about TCC #1. For clarity, walls and doors that might otherwise obstruct the view are not shown in the diagram.

View 1 shows the TCC as seen from the operator’s side walkway. In the shorthood side of the cabinet are the Phase Modules, A1, A2, & A3. Mounted directly to the longhood side of each Phase module is a Gate Unit, A1-11, A2-11, & A3-11. In the upper left portion of the view (longhood end) resides C11..15, the capacitive grounding set of capacitors, as well as temperature probe F2, a PT 100 type which measures air temperature above the R2 snubber resistor. Taking up a large portion of the view here is the capacitor bank C1..C8. These are the DC Link Capacitors. Access to the terminals is gained only from View 1. The elements are mounted in a recessed location to provide working space. Just below the DC Link capacitor bank are the components used in the Inverter Protection System or IPS. Components of the IPS are discussed later in the section. Below the IPS, very near to the walkway, sits a row of connectors Xa..Xg.

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9E-2 GT46MAC LOCOMOTIVE SERVICE MANUAL

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These connectors are the TCCs link with the entire outside world including EM2000 interface, feedbacks from probes, and outputs to drive devices. Mounted below the IPS, near the center of the cabinet but toward the longhood, is C21..24. This bank composes a snubber capacitor used in conjunction with the R2-snubber resistor seen in Views 2 & 3.

View 2 shows the opposite side of the cabinet. Again assuming we look at TCC #1, this view can be seen from the conductor’s side walkway. The DC Link Capacitor bank, C1..8, comes nearly flush with this side of the cabinet. In other words it is not recessed as it was from the other side. The upper left or shorthood side contains the TC which is called out as TCC A5 in the drawing. Just below the TC room mounts the snubber resistor, R2. This ribbon grid type resistor requires a cooling air flow which is generated by the M1 blower mounted directly behind it. Below R2 are the DC Link input terminals P & N, as well as the 3-phase output terminals R, S, & T which connect to the traction motors.

Figure 9E-2 View of the TCC Terminals Box

As in View 1, the IPS mounts directly below C1..8. Finally, in the lower right portion of View 2 is L1..3. This reactor limits DC Link current surges when the GTO thyristors fire.

View 3 of the cabinet can be seen from the Dynamic Brake Grid Blower Motor room just behind the High Voltage Cabinet. The TC room occupies the upper right or conductor’s side of the TCC. In the center appear components X1, X2, Z1, Z2, etc. These are contained within the Traction Computer room. Most are power supply components. Along the left or operator’s side of the TCC, are the phase modules. In the lower center area is C21..24, which was also identified in View 1. The snubber capacitor group actually resides at the rear of this view or in the longhood side of the cabinet. In the center of the entire cabinet is the blower, M1. Recall that air is drawn in across the phase modules and forced out through the snubber resistor. Lastly, several feedback devices mount in the lower right of this view. U1 is the DC Link Voltage transducer, while U3..5 are the output current transducers (one per phase). Also, T1 & T2, which are output voltage transformers, mount here and monitor two of the three phase voltages (which is sufficient for calculating motor field flux).

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TCC COMPONENTS 9E-3

Figure 9E-3 Traction Converter Cabinet views

The cabinets mount 180° opposite each other. Air is taken from the central air compartment and used for cooling and pressurizing in some (but not all) parts of the inverter cabinet. This air supply keeps dirt from contaminating areas containing DC Link Capacitors, Gate Units, and Traction computers. Because the source is the central air compartment, the air has already been inertially filtered. In addition to this filtering, a paper filter for each cabinet located under the cabinet just below the phase modules serves to clean the supply an extra step. This air supply is not the same as that used for phase module cooling.

Air for phase module and cabinet cooling comes directly from the ambient supply. A blower in each cabinet driven by its own 3-phase AC, motor draws the air in across the modules and expels it across the R2-snubber resistor. Since the cabinets mount opposite each other, air draws in on the engineer’s side of the locomotive for TCC #1, and in on the conductor’s side for TCC #2. Figure 9E-1 shows the proper direction for air flow through each cabinet.


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INVERTER COMPONENTS

The contents of the inverter cabinet can, for the most part, be sorted into four categories. These groups are:

1.Power parts

2.Protection parts

3.Feedbacks

4.Traction Computer parts.

We begin here by examining the power parts which involves components needed for creating a smooth supply of three-phase AC power to the traction motors from the DC Link input voltage. Be aware that many components within the inverter may carry DC Link voltage regardless of physical appearance or size!

POWER PARTS

TCC BLOWER

The blower motor is, as mentioned before, a dual speed three-phase AC induction motor. It can operate as a parallel-Y wound machine for high speed, and as a series-Y wound machine for lower speed. (Only the low speed configuration is used on GT46MAC locomotives) Power for the motors is taken from the Companion Alternator through the main contacts of TCC1SS and TCC2SS. From the contactors, power is routed to the Xg connector in the TCC. Connectors Xa..Xg can be seen in Figure 9E-4. The Xg connector is the interface for power connections to the motor between EMD & Siemens wiring.

Figure 9E-4 TCC connectors Xa..Xg.

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TCC COMPONENTS 9E-5

Figure 9E-5 TCC Blower motor

The EM2000 exercises control of the blower contactors at the request of the Traction computer via RS-485 serial link. The blower is one of the Siemens components that does appear in the EMD schematic as well as the Siemens print. Notice that wire identification from the Xg connector to the blower does not appear in the EMD print, but does (as color-coded) in the Siemens drawing.

Figure 9E-6 TCC Blower in EMD print

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Figure 9E-7 TCC Blower in Siemens Print

PHASE MODULES

Phase modules are used to “chop” the DC Link into a simulated three-phase AC system which is used as Traction motor input. An evaporation bath dissipates thermal losses of the GTO thyristors and other elements contained within the module.

This bath fills up approximately 2/3 of the container. As seen in Figure 9E-8, each module contains 2 GTO thyristors (V1, V2), 2 free wheeling or anti-parallel diodes (V3, V4), snubber elements, heating elements, and a temperature probe. All components within the module, with the exception of the temperature probe and heating elements, are permanently fixed in a clamping compound. Semiconductors V1..6 are assembled in columns with heat sinks between them. Mounted externally on the module (but not permanently) is a Gate Unit, shown in Figure 9E-8 as two boxes labeled A11. The Gate Unit consists of two Gate Drivers and a two channel controller. The Gate Unit serves as an interface between the Traction Computer and the GTO. This assembly is discussed more in detail later in this module.

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TCC COMPONENTS 9E-7

The snubber circuit within the phase module consists of 6 capacitors (C1..C6), 3 resistors (R1..R3), and two more diodes (V5, V6). This snubber circuit acts to limit voltage spikes on the AC side of the inverter created by GTO switching (snubber capacitors C21..C24 serve this function on the DC side). An external ribbon grid type snubber resistor consumes overloads of the snubber circuit within the phase module.

Notice that only major power components and a few snubber elements within the module are shown.

Figure 9E-8 Phase Module circuitry

There are 12 terminals on each phase module. The connections are as follows.

Terminal # Purpose

1 Connects to R2 snubber resistor

2 Positive DC link input

3 AC load output (to Traction motor)

4 Negative DC Link input

5 Heater power supply from CA6A

6 Heater power supply from CA6A

7 Not used

8 Not used

9 GTO (V2) gate supply

10 GTO (V2) gate return

11 GTO (V1) gate supply

12 GTO (V1) gate return

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There are a few ways in which the TC can detect a suspected phase module failure. First, if DC Link Voltage breaks down without one of the crowbars being fired, a short circuit of the DC Link via GTO thyristors may be possible. Second, the Gate Unit may signal that one of the GTOs could not be switched off, meaning possible GTO failure. Third, an overcurrent at the output of the module may indicate a failure.

HEATING ELEMENTS

The heating elements are resistors R4.7 which are permanently fixed within the module. Module heating is needed for proper operation of the semiconductors at extremely low temperatures (The heating elements are not connected on the GT46MAC locomotives).

Figure 9E-9 Gate Unit Assembly.

GATE UNIT ASSEMBLY

A Gate Unit Assembly performs essentially the same duties as the FCD module does in the EM2000 control system. The GTO is a “controllable” semiconductor just as the SCRs in the Main Generator excitation circuit are. In order to control when these semiconductors do conduct, a control signal must be applied. Unfortunately, the required signal is much stronger than a computer’s 5 VDC circuitry can provide. Therefore, an intermediate device (signal transformer or booster) must be implemented. This device, in the case of the TCC, is the Gate Unit Assembly or GU. A GU mounts on the front of each phase module with screws.

The assembly consists of three separately shielded sections. Two of the sections are identical. The two identical sections are the “gate drivers.” Each gate driver controls a single GTO. At the bottom of each gate driver are three LEDs: one red, one yellow, one green. The location of these indicators is illustrated by Figure 9E-10.

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TCC COMPONENTS 9E-9

Figure 9E-10 Bottom view of Gate Unit showing LED location

These LEDs indicate the following

If the Assembly functions properly, both the red and green LEDs should appear to be “on” simultaneously whenever the locomotive is loading to that inverter.

In actuality, they are pulsing on and off at a very rapid frequency, so high that the human eye cannot detect it. In fact, the two LEDs are (again in actuality) never “on” at the same time; they alternate (but again the human eye cannot detect this). Should the yellow LED appear “on” at any time, this may be an indication of a failed Gate Unit. The yellow LED actually indicates that the GTO never received its firing pulse. This firing pulse may have been lost due to a wiring/connection failure resident to the GU or on bus bar connections between the GU and phase module.

The third section of the Gate Unit Assembly is a two channel controller.

This controller acts as the interface between the 5 VDC system of the Traction Computer and the high voltage output on the “Gate Drivers”, which drive the GTO thyristor. On the cover shield of this portion is a 10 terminal AMP-plug. This plug “locks” into position via plastic clamps on either side when applied, to ensure continuity of connections. During normal operation, the plug tends to "sag" in the receptacle ever so slightly. This movement causes momentary loss of continuity in the connections. Many times, the connection is tie-wrapped to prevent this trouble. The pin configuration of the plug follows.

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LED color Meaning

RED Firing pulse received from TC

GREEN No firing pulse received from TC

YELLOW Fault condition. Firing pulse not received by GTO. Signal lost on GU wiring or bus bar from GU to phase module

WARNINGBe aware that the black shielding covers on the Gate Unit Assembly, as well as many other inverter parts, are under high voltage when loading!


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Pins 1 & 2 are the 24 VDC GTO power supply that originates from PS-GTO (power supply). This power enters the TCC via connectors 1XE and 2XE pins 2 & 4. Pins 3-6 of the controller connector carry the "weak" gate signals from the TC. These are current signals of 70mA. Pins 7 & 10 provide feedback to the TC via 12 VDC signal to indicate a storage time exceeded fault. These signals, as well as the "weak" gate signals can be measured with respect to common on the 15 volt power supply (board C121). Be sure and measure the signal with respect to the C121 Module for the inverter being worked on.

Pins 8 & 9 provide same signals to the Thyristor Control Board (TCB). In the case of the TCB feedbacks, though, a 70 VDC signal means everything is OK, while <5 VDC indicates storage time exceeded.

Two bus bars connect from the phase module to each gate driver (a total of four bars per phase module, since there are two gate drivers). The bus bars carry the pulses that turn the GTOs on and off. Terminals 9 & 10 of the Gate Unit mate with the G & K bus bars that run to the positive DC Link GTO. Terminals 11 & 12 mate with the G & K bus bars that go to the negative DC Link GTO. The potential across these bars may be measured to determine if a GTO has a firing pulse sent into the module, however, for safety reasons this should only be done when running a gate pulse firing test. If G to K is -15 VDC, then the GTO should be OFF. Likewise, if G to K is +2 VDC, then the GTO should be ON. Again however, for safety reasons this should only be done when running a gate pulse firing test.

Pin # Signal

1 24 VDC power supply

2 24 VDC power return

3 GTO (V1) ON

4 GTO (V1) OFF

5 GTO (V2) ON

6 GTO (V2) OFF

7 GTO (V2) storage time exceeded fbk. to TC

8 GTO (V2) storage time exceeded fbk. to TCB (A11)

9 GTO (V1) storage time exceeded fbk. to TCB (A11)

10 GTO (V1) storage time exceeded fbk. to TC

Weak Gate signals fromTC

TCC COMPONENTS 9E-11

GATE UNIT POWER SUPPLY FILTER

Figure 9E-11 Typical Siemens Gate Unit Power Supply Filter.

Power required to gate the GTOs comes from the Auxiliary Generator. Three-phase AC is taken from the machine before it is rectified to DC. This approximate 55 VAC runs to the GTO Power Supplies PS GTO1 and PS GTO2. These units, located in the low voltage cabinet, provide the 24 VDC supply for each inverter.

AC ripple or “noise” in the 24 VDC supply lines may be induced before reaching the Gate Units. In order to correct this undesirable condition, the filter unit protects against high frequency transients on the supply lines. It is located within the Traction Computer filter assembly of the TCC along with Traction Computer power supply components. The device appears as Z101 or Z201 in the Siemens print. Notice that the device appears as a box indicating Line and Load sides but no indication is given as to which terminals bear which wires.

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Figure 9E-12 Select portion of Siemens print.

GATE UNIT POWER SUPPLY FILTER DECOUPLING DIODE

The diode appears as circuit element V10. Its purpose is to decouple the Gate Units from the power supply source. In the event that the power supply fails, enough energy needs to be retained in the Gate Units to fire the protection thyristors, and turn off any GTO's that may have been on at the time of the fault. The C31 buffer capacitor retains this energy, but the energy would drain back toward the source in the event of a source failure. To prevent this, the V10 diode is placed in the circuit. It is located within the TC room, near the Filter Gate Unit Power Supply. Figure 9E-13 shows the location as it mounts in the TC room as well as a single shot of the device dismounted.

Figure 9E-13 Gate Unit Power Supply Filter Decoupling Diode

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CAPACITIVE GROUNDING CAPACITOR AND PERMANENT DISCHARGE RESISTOR

The capacitors C11, C12 & C15 create a permanent capacitive tie to ground for the TCC. Resistors R11& R12 connect in series across the DC Link to create a permanent discharge path. These are sometimes referred to as bleeder resistors because they constantly “bleed voltage” from the respective DC Link capacitors. Should the standard “quick discharge” systems on the unit not be operational for some reason, these resistors will decay the DC Link. Unlike the “quick discharge” paths, though, these resistors are of fairly high resistance at 68 k-ohms each. At this level, the resistors will decay the Link within about five minutes.

Figure 9E-14 Location of Capacitive Grounding Capacitor andPermanent Discharge Resistor

These elements appear on the Siemens print as well as the EMD print for TCC #1 and TCC #2. The components are not labeled in the EMD print, though Figure 9E-15 shows the components as they appear in the Siemens print while Figure 9E-16 shows the EMD print for TCC #1. The components in the EMD print have been artificially labeled for the purpose of comparison.

WARNINGThese are not designed for use as rapid discharge elements!

They will not discharge the Link as rapidly as the 5 seconds provided by Dynamic Brake grid resistors.

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Figure 9E-15 Siemens print

Figure 9E-16 Siemens components in EMD print

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R2 SNUBBER RESISTOR

The R2 snubber resistor discharges any overload of the elements within thephase module snubber circuit. It mounts just below the DC Link Capacitorbank in the direct path of the TCC Blower air flow. Much like dynamic brakegrid resistors, this resistor is constructed of a long ribbon of metal for lowresistance in order to dissipate high amounts of power very quickly, hence theneed for it to be situated in the path of cooling air.

Figure 9E-17 Location of R2 Snubber Resistor

These capacitors, C21..C24, connect in parallel with each other, and with the R2 Snubber Resistor and other snubber elements within the phase modules. The purpose of these devices is to aid the snubber circuitry inside each phase module in limiting AC ripple in the TCC output. Without the snubber elements, voltage spikes result in TCC output by the switching of the GTO thyristors. This set mounts in the base of the cabinet below the DC Link Capacitor bank, and interconnect, via bus bar. They appear in Figure 9E-18.

Figure 9E-18 Snubber Capacitor(s) C21..24

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REACTOR CORE L1 .. L3

The reactor cores L1...L3 limit the surges in DC Link Current caused by the switching of the GTO Thyristors. 54 cores in all make up the reactor set. Each branch of the assembly contains 18 cores. The set supplies one branch per phase module. The branches as they appear in the Siemens schematic as shown in Figure 9E-20.

Figure 9E-19 Typical Reactor Core

Figure 9E-20 Selected portion of Siemens Print

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DC LINK DECOUPLING REACTOR L456

This reactor reduces power oscillations between the two inverters (one inverter per truck). Connected in parallel with each reactor half is a damping resistor to assist in minimizing power oscillations. The resistors, though not shown in the schematic, are located in the cage assembly for IPR #1 as seen in Figure 9-21. The reactor is located outside of TCC#1 in the Main Generator room. Only one device is required since it is installed between the two cabinets (electrically). The device shows in the EMD print, but it is physically only one device as seen in Figure 9E-22. Figure Figure 9-21 shows its location in the Main Generator room.

Figure 9-21 Location of DC Link Decoupling Reactor (left

Figure 9E-22 L456 DC Link Decoupling Reactor uncovered withcarbody removed (right)

Figure 9E-23 L456(L11 according to Siemens) in EMD print

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DC LINK CAPACITORS C1..C8

The DC Link Capacitors act to buffer the DC Voltage supplied to the inverter such that the level input to the TCC remains fairly constant. Eight elements in each cabinet connect in parallel to form a single bank to perform this function. These are sometimes referred to as “cannon” capacitors due to their long, narrow, cylindrical shape. The terminals for the elements are toward the inboard side of the TCC. These capacitors do store DC Link voltage. Be sure to follow the proper precautions when working around them. If they are to be worked on, be sure the system has been properly discharged. A tell-tale warning sign of failure may be bulging of the can, and "oozing" of capacitor fluid from the back side. The back side view is shown by Figure 9E-24 while Figure 9E-25 shows the terminal side of the capacitors.

Figure 9E-24 DC Link Capacitors as seen from Phase Modules(terminal side)

Figure 9E-25 DC Link Capacitors as seen from R2 Snubber Resistor(back side)

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PROTECTION PARTS

Power parts within the inverter can be damaged as a result of overvoltages, power supply failures, or other faults For example, if power to a Gate Unit is lost for some reason, the GTOs within the Phase Module being controlled by that GU would probably fail, resulting in a failed phase module. This is neither practical from a repair nor a cost stand point. Therefore, an extensive protection system must be in place to reduce the likelihood that damage might result. For this reason, each TCC has a built-in protection system called the IPS or Inverter Protection System. Introduction of these components is covered here, but logic of the system concerning restriction on inverter loading is discussed in other sections.

THYRISTOR CONTROL BOARDS

From time to time, it may become necessary to discharge the DC Link at a near maximum rate for the purpose of protecting the TCC components. Two rapid discharge mechanisms have been built into the TCC. Both are called "Crowbar" devices, one referred to as "hard" the other as "soft." The difference between them is that the "hard" creates a direct short circuit across the DC Link, while the "soft" creates a connection across DC Link with an impedance of only about 3 Ohms. For most intents, either acts to discharge DC Link rather hastily. The Thyristor Control Boards or TCBs (A11 & A12) fire or trigger crowbars by transforming a 100 mA signal sent from either the TC or the Gate Unit. The current signal is converted to driver pulses for the Impulse Transmitters (A13 & A14) which actually fire the crowbars. When a TCB does operate, it also provides a feedback signal to the TC to signify that the crowbar has fired. The TCB designated as A11, controls firing of the hard crowbar in conjunction with Impulse Transmitter A13, while Thyristor Control Board A12 works with Impulse Transmitter A14 to operate the soft crowbar. The TCBs (as well as the Impulse Transmitters) are located just above the L1..3 Reactor core on the R2 snubber resistor side of the TCC as shown in Figure 9E-26. Figure 9E-27 shows a TCB up close while Figure 9E-28 of the following page shows how it appears in the Siemens print.


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Figure 9E-26 Location of TCBs (top)

Figure 9E-27 TCB up close (bottom)

Figure 9E-28 Thyristor Control Board in Siemens print.

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Input signals to the board(s) are as follows.

Any of the Gate Unit Assemblies can request that protection thyristors, Hard Crowbar in this instance, be fired. The trigger signal from GUs comes in on pins X7/ 1, 3, & 5 while their returns are X7/ 2, 4, & 6 respectively. Pins 8 & 9 carry a “yes” or “no” trigger signal from the TC. Pins X7/ 10 & 12 carry the 24 VDC power supply needed to trigger the thyristors. Connectors X5 & X6 work together to communicate whether or not the appropriate crowbar does fire.

Figure 9E-29 C31 capacitor in TC room.

Power needed to fire the protection thyristors that make up the crowbar circuit comes from the 24 VDC Gate Unit power supply. One instance in which crowbar firing must be requested is when the 24 VDC power supply is lost. But if the 24 Volt supply is lost (meaning that a thyristor cannot be operated), how can the TCB trigger the protective devices?

Connector Pin# Function

X7 /1 Trigger signal from GU phase R

X7 /2 Trigger ground for pin 1

X7 /3 Trigger signal from GU phase S


X7 /5 Trigger signal from GU phase T


X7 /7 Not used

X7 /8 Trigger signal from TC

X7 /9 “NO” trigger signal from TC

X7 /10 Power supply return (see pin 12)

X7 /11 Shared ground for pins 8 & 9

X7 /12 24 VDC power supply (to fire thy-ristors)

X5 Tied to other TCB - works with X6

X6 Feedback from T3 - crowbar detection


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The answer is the C31 Buffer Capacitor. This capacitor, located within the TC room, filters the 24 VDC supply and also acts as the source of energy to fire protection thyristors and shut off any GTOs that may be "on" if the normal 24 VDC supply is lost. The Gate Unit Power Supply Decoupling Diode V10 (discussed earlier), prevents this capacitor from draining back into the supply system. The capacitor is pictured in Figure 9E-29.

Output signals from the TCB are as follows.

Connectors +X1..+X4 carry the signals to the Impulse Transmitter with which the TCB works. These signals are amplified by the transmitter and used to handle the actual operation of the crowbar. Connector X7 pins 13 & 14 carry feedback signals into the TC board G043, GU Driver Board. At the front connector of G043, pins b08 & d04 notify that A11 has operated the hard crowbar, while pins b12 & d12 notify that A12 has triggered the soft crowbar. A reading greater than 4 VDC across the appropriate pins means that triggering occurred. Under most firing conditions this reading will be in the neighborhood of 12 VDC. Less than 1 VDC indicates the standby level in which no firing occurs.

IMPULSE TRANSFORMER

Figure 9E-30 Impulse Transmitter

Connector Pin# Function

X14 Control pulse for impulse Transmitter

X2 Control pulse for Impulse Transmitter



X7 /13 Feedback to TC board

X7 /14 Return for X7/pin 13

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Figure 9E-31 One Impulse Transmitter in Siemens print

This transformer takes the input voltage from either Thyristor Control Board, and steps up the signal to a level capable of driving the thyristors. The devices appear on the Siemens print which is shown by Figure 9E-31.

A14 appears on the right hand portion of the schematic. Again, this transformer drives the soft crowbar. This can be seen since the IPR (Inverter Protection Resistor) connects in series with thyristor V4. When A14 drives V4, DC Link discharges through IPR taking 3 to 5 seconds, depending on DC Link level at the time of triggering.

A13 drives V1...V3 and appears on the left hand side of the schematic, A13 drives V1..V3. When such occurs, these 3 parallel thyristors create a direct short across DC Link causing a nearly instantaneous discharge of the Voltage Source.

BREAK-OVER-DEVICE (BOD)

The TC takes many actions to guard the TCC against overvoltages. From time to time, however, these actions may not be sufficient to stop the rise of DC Link. For example, the TC may be under a fault condition and unable to recognize or respond to a potential overvoltage situation. In such a situation, where the TC “has its hands tied,” a hardware backup device must be in place. The Break-Over-Device serves in this capacity. It is sometimes called Break-Over-Diode, because of its function, even though it is not really a diode.


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Figure 9E-32 Break Over Device location.

The BOD, represented as A10 in the Siemens print, consists of a voltage divider that measures the sum of all snubber elements and DC Link. Should the sum exceed 3600 VDC ± 50 VDC, the BOD drives the A13 impulse transmitter, which fires the hard crowbar, leading to an immediate breakdown of DC Link voltage.

The BOD, labeled A10, appears on the Siemens print, which is shown in Figure 9E-33. Terminals X1 & X10 connect with positive and negative DC Link respectively while X5 & X7 are respectively the positive and negative trigger pulses to the A13 impulse transmitter.

Figure 9E-33 BOD in Siemens print.


PROTECTION THYRISTOR SET

Each TCC contains a Protection Thyristor Set (A4), consisting of 4 thyristors (V1..V4). These elements are part of the IPS (Inverter Protection System).

These thyristors are neither the same type nor of the same function as those used within the phase modules. Rather, these thyristors are similar (in function but not physical structure), to those used in the Main Generator’s excitation circuit called SCRs. Unlike a GTO which can stop conducting when given a signal to do so, once these elements are given an “on pulse,” they continue to conduct as long as the forward voltage across them remains positive. The thyristors are pictured in Figure 9E-34. All four mount in a chassis accessed from the R2 Snubber Resistor side of the cabinet.

Figure 9E-34 Location of protection thyristors (above).

Figure 9E-35 Protection thyristors or Crowbars in Siemens print.

PROTECTION THYRISTOR SET


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The thyristors appear in the Siemens print. The dotted box labeled as A4 represents the set, and V1 through V4, the individual components. V1 through V3 all fire simultaneously to create the hard crowbar. V4 fires alone, but with the IPR connected in series creates the soft crowbar. As mentioned before, the hard crowbar makes a dead short circuit with practically zero impedance across the DC Link, while the soft crowbar does the same but includes the IPR with an approximate 3 Ohm impedance. Figure 9E-36 shows a block diagram of all components in the IPS, and shows how they fire either hard or soft crowbars.

Figure 9E-36 #1 Inverter Protection System.


PROTECTION SYSTEM CURRENT TRANSDUCER

Figure 9E-37 T3 Protection system current transducer

Figure 9E-37 shows a photo of the device. The function of this transducer (though it is more like a transformer, is to detect whether or not a crowbar has operated. It appears on the Siemens print. The device has a hole through the center to allow for the conductor being measured to pass through. The conductor serves as the primary windings. The secondary windings of T3 connect to the TCB. They inform the TCB that a crowbar has fired. The polarity of the feedback signal tells the TCB which crowbar has fired, therefore proper wiring to and from the device is essential. The actual transformation ratio of the device is 400 A / 0.1 A.

TCC PROTECTION REACTOR L12

Figure 9E-38 TCC Protection Reactor.


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This reactor appears on the Siemens print as well. It is connected in series with the hard crowbar thyristors. Because a hard crowbar firing implements an essential dead short circuit across the DC Link, the rise in DC Link current in such an event would be enormous. To remedy this, the L12 TCC Protection Reactor is installed to limit the rise in DC Link current when the hard crowbar is fired. Figure 9E-38 shows the reactor as seen from the phase modules. The cabinet used in this photo is not fully assembled.

CROWBAR RESISTOR (IPR)

The Crowbar Resistor, or as it is more commonly known the IPR (Inverter Protection Resistor), can be found on the Siemens print. Though it mounts external to the TCC, it does not appear in the EMD print. Its purpose is to dispose of DC Link energy more gracefully than a hard crowbar, in the event of a soft crowbar firing incident. One resistor per TCC is required. For TCC #1, the IPR mounts on its long hood side outside wall which is actually an inside wall for the Main Generator room as seen in Figure 9E-39. The cage housing IPR #1 also includes 2 damping resistors which connect in parallel with the L456 DC Link Reactor located in the Main Generator room. Their function is to assist L456 in the reduction of power oscillations on the DC Link, especially in brake mode.

Figure 9E-39 Location of Crowbar Resistors or IPRs.

The resistor is contained within a cage since it becomes very hot to the touch when the "soft" protection crowbar fires. Not to mention electrically “hot”, it is of similar design to that of the R2 Snubber Resistor (which is continuously "hot" physically and electrically whenever the TCC is under load), and the Dynamic Brake grid resistors in that they are all low resistance, high power consumption components. Similarly, the IPR is a ribbon type, but with much less surface area and no forced air cooling supply. For this reason, the IPR cannot sustain a constant DC Link load very long without burning open. Such may be the case if the locomotive fails to unload after firing the soft crowbar. This should not happen since system design specifies that the hard crowbar fires 1 second after any soft crowbar trip. Figure 9E-40 shows the crowbar circuits.

TCC #1TCC #2


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Figure 9E-40 Crowbar Circuit.


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RING BACK DIODE

Figure 9-41Ring Back Diode location

The Ring Back Diode consists of four diodes (V5..V8) connected in parallel. The set connects parallel to the DC Link, but the cathode mates with negative DC Link so that the set is reverse biased under normal operating conditions. Their purpose is to protect the free-wheeling diodes, contained within the phase modules, against potentially damaging current levels in the event of a crowbar firing. They appear on the Siemens print.

FEEDBACK SYSTEM COMPONENTS

MODULE TEMPERATURE PROBE F30

The F30 phase module temperature probe is a PT 100 type. It is intended to measure the temperature of the cooling bath. The measurement by the probe is actually of the aluminum casting that forms the module housing. The TC takes feedback from the probe and considers heat transfer characteristics of the casting in determining a close estimate of the cooling medium temperature. Recall that the probe must indicate module under-temperature, as well as over-temperature.

NOTE! This unit model is equipped with a 800 ampere starting fuse. Observe markings onpanels to avoid interchange of incorrectly rated fuses.


Figure 9E-42 F30 temperature probe location in Phase module

Figure 9E-43 F30 Probes in Siemens print

As the cooling medium heats up, the pressure inside the module builds. When constructed, the pressure inside the module is at atmospheric conditions. Under extreme loading, though, pressure normally rises to approximately 2 bar (29 psi.). For safety reasons, a non-resettable pressure relief device operates at 3.5 bar (54 psi.).


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The F30 probes (one per module), appear on the Siemens print for inverter #1 as illustrated by Figure 9E-43. Four connections at plug X2 carry the needed signals as follows.

For all PT 100 type probes, PT stands for platinum while 100 means that the probe has a resistive value of 100 ohms @ 0°C. Furthermore, a properly working probe shows a resistance of 107.7 Ohms at 20°C (68°F), and 108.5 Ohms at 22°C (71.6°F). Figure 9E-44 demonstrates this as a graph of resistance versus temperature for various readings. For this particular probe, this value can be measured on pins 2 & 3 at the X2 plug. Perhaps an easier place to measure is at the input to the TC. This input feeds into module board G075 (Temperature Acquisition) of the TC. The front connector on this module can be pulled off where access to pins is gained.

Figure 9E-44 PT 100 Temperature Probe Graph of Temp vs.Resistance

Pin# Signal

1 Constant current source supply (+2mA)

2 Feedback (temperature dependent)

3 Feedback return (common)

4 Constant current source return (-2mA)


In the event of a phase module over-temperature, the Traction Computer must take protective action to prevent damage to inverter components. Specifically, the TC begins to limit torque output of its inverter thereby reducing the load placed on the phase modules. Different amounts of power reduction result, for varying degrees of over-temperature.

The following table provides the approximated cut back values.

CAPACITOR/SNUBBER TEMPERATURE PROBES F1, F2

The F1 probe is located within the pressurized portion of the TCC on the ground bus DC Link Capacitors 1-4. The ground bus does not carry DC Link potential. F2 can be found inside the TC room but it actually measures the temperature of the Snubber resistor R2 which is directly below it. Both are PT 100 types, therefore the probes follow the same resistance characteristics as graphed out for the F30 probe in Figure 9E-44. Feedback from all temperature probes comes into the G075 Temperature Acquisition board of the TC. This can be found on the Siemens print. Figure shows the F1 probe as it appears in the print.

Figure 9E-45 F2 Temperature Probe.

Temperature Fahrenheit

Celsius % of full power permitted

158°F 70°C 100%

159.8°F 71°C 67%

161.6°F 72°C 34%

163.4°F 73°C 1%

165.2°F 74°C shut down


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Figure 9E-46 F1 Probe in Siemens Print

The wires from the probe run to a terminal box on top of the stator frame. From the junction box, all probe wires from each motor feed up to the X1 connector. The Siemens print shows the temperature probe feedback lines coming to the X1 terminal strip in the TC room within the TCC. From the terminal strip, the probe provides feedback to the G075 module in the TC for processing.

The table below shows the corrective actions taken by the inverter to account for overtemperatures as signaled by these probes. Traction motor overtemperatures will log a fault in the Traction Computer archives, as will a failed temperature probe. When corrective action in the form of torque level reduction is taken, engine RPM remains high in order to supply adequate amounts of cooling air.

Temperature Actions taken by EM2000

C° F°

200 392 Reduction to maximum continuous torque level

215 419 Reduction to TH 4 level torque

230 446 Shut down of inverter

240 464 Interpreted as a failed sensor


Traction Motor Speed Probe

Figure 9E-47 Traction Motor Speed Probe.

Figure 9E-48 TM Speed Probe mounting hole

Each motor contains a receptacle for a magnetic speed pickup. This probe measures the speed of the rotor, not the speed of the axle. The data acquired feeds back into the TC, and gets passed on to the EM2000 via RS-_485 serial link for use in wheel creep control among other things. Probes from motors 1/4 & 2/5 feed into board G059 while motor 3/6 feeds into board G067. Each of these boards handle analog input and output. They appear on the Siemens print.


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Just like the magnetic speed pickup used to monitor engine speed, the mounting of this device is critical to providing accurate feedback. Should the probe be mounted incorrectly, the wheel creep control system may not work at optimum levels, meaning reduced adhesion levels. Since the mounting is not adjustable in terms of depth into the hole, care should be taken to ensure that the mating surfaces between the probe and motor housing are free of dirt and other obstructions before installation. The probe has a keyway to assure proper alignment.

TDC LINK VOLTAGE TRANSDUCER U1

Although the EM2000 already measures each DC Link voltage with very similar transducers, it is necessary for each inverter to verify that voltage actually arrives at the inverter. These are the transducers that report DC Link voltages back to the EM2000 during the DC Link Shorting test, which verifies whether or not the voltage supply system has discharged. The device requires a 24 VDC power supply and produces a current output in proportion to the measured voltage. The range of the device is +4200 to -4200 VDC at less than 1.5 % deviation.

Figure 9E-49 DC Link Voltage transducer. (left)

Figure 9E-50 DCL V transducer in print (right).

The device appears as U101/U201 in the Siemens print which is represented by Figure 9E-50. It provides feedback into the TC board G067 which acquires analog data. Connections to the device are as follows.


DC LINK TRANSDUCER CHART

DC Link input comes to the device on terminals +HT & -HT. Terminals 1 & 4 provide the 24 VDC power supply, while terminal 2 provides the feedback signal into the TC. Terminal 3 is a grounding shield connected to the transducer frame and applied to ground. Feedback from this device initially runs to the G067 module in the TC, and then distributes to many different modules. Section 9F of this manual provides more information about which modules handle this signal.

OUTPUT VOLTAGE TRANSFORMER T1 & T2

Figure 9E-51 Output Voltage Transformer

These devices measure two of the three phase voltage outputs from the TCC. The third need not be measured since knowing two of the phase voltages is sufficient for calculating flux. The TC uses these feedbacks to calculate the magnetic flux model of the induction motors on TC board C051. (Because flux in the motors cannot be reliably measured, it must be calculated.) Since this device is a transformer rather than a transducer, no power supply is required. As shown in Figure 9E-51, the transformer has only four connections of the Siemens print. Terminals 1 & 2 connect to the High Voltage side while 3 & 4 connect to low. The turns ratio of the transformer is 400:1 meaning that for a 4000 VAC high voltage input, the output will be 10 VAC into the TC.

Terminal Function

+HT Positive DC Link Input

-HT Negative DC Link Input

1 +24 VDC power supply

2 Feedback signal

3 Shield to ground

4 -24 VDC power return


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Normally, the high voltage part should not exceed 2200 VRMS. Data from the secondary terminals is sent into the TC via board G067. The print shows that T1 measures UR-T while T2 measures US-T. The devices also show up in the EMD print.

Figure 9E-52 Output Voltage Transformers in Siemens (left) andEMD(right) prints

OUTPUT CURRENT TRANSDUCERS U3..U5

This transducer measures the current drawn on its particular phase. Each transducer monitors a single phase. They appear in the Siemens print and the EMD print as seen in Figure 9E-52. U3 measures phase R; U4 measures phase S; and U5 measures phase T. As with the DC Link Voltage transducer, this device receives a 24 VDC supply across terminals 1 & 4, returns a feedback on terminal 2, and grounds a shield via terminal 3. The range of this device is -2500 to +2500 A at less than 1.5 % deviation. The turns ratio is 5000:1.

A transducer best suits this application due to the difficulties present by measuring low frequency AC current signals. In order for a transformer to work, the input to its primary side must be rapidly changing on a constant basis. Such is the case with output voltage at all frequencies as a result of GTO switching, therefore a transformer will work. Output current, though, changes very slowly at low frequencies, and does not see a jagged pulsation due to GTO switching. For this reason, a transformer would register virtually no output at low inverter output frequencies, therefore a transducer is used.


Figure 9E-53 Output Current Transducer (left)

Figure 9E-54 (Right) and as it appears in Siemens print.


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SECTION 9F. TRACTION COMPUTER MODULES

Within each Traction Converter Cabinet resides a computer which controls the actions of that TCC. The computer is a SIBAS®16 (pronounced see-bus) built and designed by Siemens Transportation Systems of Germany. SIBAS® stands for Siemens-Bahn-Automatisierungs-System. The computer is installed in a closed metal housing which prevents the penetration of dust and moisture. Furthermore, this type of installation provides shielding against electrical and magnetic field interference.

The Traction Computer receives data via the RS-485 Serial link from the Locomotive Control Computer, which in the case of the GT46MAC is the EM2000, built and designed by Electro-Motive Division of General Motors. The bidirectional bus carries data such as how much power for traction the TCC must develop as well as other information to control activation of devices like blowers and heaters. In addition to the RS-485 data, information constantly gets fed back into the ASG (Antriebs Steuer Gerät which translates to Traction Control Computer), to monitor various things such as status of relays and temperature of various components, voltages, and currents. Based on this feedback data and the information received via RS-485 serial link, the TC performs its tasks with the aid of various programs stored in memory chips. Not only do these programs work to drive the TCC, but also to protect it in the event of faulty operating conditions such as phase overcurrent or DC Link overvoltage. For any recognizable fault situation, the TC takes corrective action and, in some cases, logs a set of data relevant to the condition in a portion of memory known as the fault archives.

In order to execute all of these chores efficiently, the TC is divided into several modules, each dedicated to a certain function. This design also facilitates troubleshooting and repair of the Traction Computer. Figure 9F-1 shows the construction of the TC with its various modules.

SECTION 9F. TRACTION COMPUTER MODULES 9F-1

Figure 9F-1 Traction Computer Chassis.

Module functions include, but are not limited to, Central Processing Unit, fault data storage, input/output handling, power supplies, math functions, etc. The boards can be divided into four functional groups.

1. Power Supplies

2. Inputs and Outputs

3. System Controls

4. Service/Development & Troubleshooting

Alphanumeric names for the upper tier of modules all begin with the letter “C.” The center tier, which contains only the blowers, is labeled “E,” while the names of all lower tier modules begin with “G.” Furthermore, all modules are numbered based upon the proximity of the module with respect to the left hand side of the chassis. Modules closer to the left hand side of the chassis will have a lower numerical designation than those farther away.

Each module is its own independent printed circuit board or PCB. A module slides into a rack and makes connection with a back plane when properly seated.

C019 C027C035 C043 C051

C059

C067 C075 C083

C003

C011

C091 C099(empty)

C121 C139

C157

G147

G129

G0119G099G091G083

G075 (empty)(empty)(empty)G067behindcables

G059G051

Top C

Middle E

Bottom G

G003

G011

G043G035G019 G027

Distance fromleft side of chassis

9F-2 GT46MAC LOCOMOTIVE SERVICE MANUAL

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The back plane contains a data bus that essentially serves the same purpose as a mother board in a personal computer. Dividing the portions of the computer into several modules or PCBs makes troubleshooting and repair, as well as future modification, quite simple. This module is dedicated to explaining the function of each individual module, as well as how the entire Traction Computer functions to perform its duties.

Figure 9F-2 Grounding Wrist Strap Storage.

WARNING! Electrostatically Sensitive Devices. When handling the components discussed in this Section, be certain to wear a grounding wrist strap. Printed Circuit boards can easily be damaged or destroyed by static changes. For convenience, a grounding wrist strap has been permanently installed in each Traction Computer room near the Power Sup-ply modules of the TC as seen in Figure 9F-2 Please wear this strap whenever han-dling modules.


Insert fold out (11x 17)GT46MAC Electrical Control SystemUSE FILE GT46MAC2 PDF


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Traction Computer Module Quick Reference Guide

*Some modules are used in different AC drive applications and reside in different slots in those applications. Therefore, the way to avoid confusion when ordering replacement parts is to use the 6FH.... part number on the module.

SLOT # NAME - function

C003 Communications - RS-485 serial link

C011 Control Set Converter - Generates gate signals

C019 Linearization Model - Smooths out voltage and current peaks

C027 Central Processing Unit

C035 Memory - CPU program and fault data storage

C045 Actual Value Acquisition - Feedback isolation

C051 Voltage Model - Calculate field flux quantity

C059 Analog Interface - A to D/D to A converter

C067 Spare Analog Interface - Empty for service

C075 Digital Interface - Digital I/O,TCC ID., GTO Monitor

C083 Digital Interface - Digital I/O,TCC ID., GTO Monitor

C091 Control System Monitoring - Create “Total Blocking”

C099 Dummy

C121 ±15 VDC Power Supply

C139 +5 VDC Power Supply

C157 Start up Unit - Power Supply verification

E147 Blower Unit - Traction Computer cooling fans

G003 Measuring Amplifier - Empty for normal service

G011 Measuring Amplifier - Empty for normal service

G019 Transient Recorder - Empty for normal service

G027 Transient Recorder - Empty for normal service

G035 Driver GTO - Send GTO pulses to Gate Units

G043 Driver GTO - Send GTO pulses to Gate Units

G051 Vector Calculator - Calculate motor field phase angles

G059 Input/Output Board - Analog & speed fbk.

G067 Input/Output Board - Analog & speed fbk.

G075 Temperature Monitoring Supply/Monitor probes

G083 Dummy

G091 Dummy

G099 Dummy

G119 Dummy

G129 Power Supply Buffer - High frequency filter/buffer

G147 ±24 VDC Power Supply

Z2 Traction Computer Power Supply Filter


POWER SUPPLIES

POWER SUPPLY FILTER Z2

Installed in the Traction Computer room is a Power Supply filter. Its purpose is to smooth potentially damaging transients on the 74 VDC supply to the TC. It is located to the left of the SIBAS® rack in the Traction Computer room along with many other Power Supply devices. The filter, pictured in Figure 9F-3, appears on the Siemens print. The device has two sets of inputs and two sets of outputs.

Figure 9F-3 Z2 Traction Computer Power Supply Filter

START-UP UNIT C157

The main responsibilities of the Start-Up unit include protection of the Traction Computer, as well as providing a supply of smooth 74 VDC to the TC blowers and Power Supply boards.

On board C157 is an input fuse and a reverse polarity protection facility. The start-up signal comes from the EMD 74 VDC control system. The Start-Up Unit appears in both the EMD and Siemens prints. Refer to Figure 9F-5 and Figure 9F-6.

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When the VPC relay picks up, it provides battery voltage to C157. This signal comes in through connector XF pin 5, but first runs through the TC Power Supply filter. Notice that the filter does not appear on the EMD print. Upon receiving this signal, C157 provides a negative battery voltage via connector XE-7 to the SPR relay coil.

(Both SPR and VPC relays are discussed in Module 4 of this text). When SPR interlocks close, battery voltage comes into the supply filter again, but this time it is evaluated between XE-1 & 3. If C157 determines that battery voltage on these pins is either not high enough or not stable enough, the power coming into C157 from the filter via front connector pins z20, 24, 28, & d22, 26, 30 will not be passed on to the rest of the TC.

Figure 9F-4 C157 Faceplate

Figure 9F-5 C157in Siemens print (left)

Figure 9F-6 C157in EMD print (right)

Also not shown on the EMD print are the connections to the TC blower control module E147. 24 VDC is supplied by C157 to the blower tier of the TC via C157 front connector pins d6 & 14. Feedback from the blower tier to verify that the 3 fans are running, comes into the same connector via pins z8 & d10.


As seen on the module faceplate, two testpoints are available. -UBATT and +UBATT provide places to measure the battery voltage coming into the module. These testpoints are coming through the filter as well. Nominal voltage across these points is 74 VDC with short time transients between 40 & 100 VDC tolerable.

DC/DC SUPPLY BOARD C121, C139, G147

The three Power Supply boards differ in number and rating of output voltages. As the Traction Computer requires three distinct voltage magnitudes, each module satisfies one of the magnitudes needed by the system. Each board contains its own 6.3 A input fuse to serve as overload protection. The fuse can be found at the back side near the plug. A continuity check initiated by the Start-Up unit C157 prevents the Traction Computer from switching on if any of the supply boards are not installed correctly. This logs a Class A fault in the Traction Computer archives. Each board monitors its own inputs and outputs with regards to voltage. If any input or output voltage exceeds set parameters, the Traction Computer must be reset to clear the board of that fault. A reset is accomplished by cycling the respective Traction computer breaker in the #1 Electrical Cabinet. Cycling the Computer Control breaker for the EM2000 will also accomplish this. The test point labeled as L=Fault, indicates that protection has been triggered. Under normal conditions, the socket should measure +12 VDC with respect to battery negative, while zero volts indicates that protection has triggered on that particular module. This can be measured with respect to the black socket on the C157 Start-Up Unit.

Figure 9F-7 Power Supply faceplate.


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C139 receives battery voltage from C157 and creates a +5 VDC supply. These can be measured at the testpoints provided on the faceplate. UIN shows the battery voltage input while UOUT shows the module output. The output from + to - should be within 0.5% of its rating. In other words, the tolerance is 5±0.025 VDC. Note that since this board creates no negative output, a test point labeled “common” does not exist as depicted in Figure 9F-7. The following table gives indications of normal conditions on the board.

* Yellow LED should be ON (Power Supply Faceplate)

C121 receives battery voltage from C157 and creates a +15 & - 15 VDC supply. These can be measured at the testpoints provided on the faceplate. UIN shows the battery voltage input while UOUT shows the module output. The output from + to - should be within 5% of its rating. In other words, the tolerance is 15±0.75 VDC. The following table gives indications of normal conditions on the board.


G147 receives battery voltage from C157 and creates a +24 & -24 VDC supply. These can be measured at the testpoints provided on the faceplate. UIN shows the battery voltage input while UOUT shows the module output. The output from + to -should be within 0.1% of its rating. In other words, the tolerance is 24±0.024 VDC. The following table gives indications of normal conditions on the board.


Test Point Measure With respect to...

L=Fault 12 VDC -UOUT

+UIN battery volts -UIN

+UOUT 5±0.025 VDC -UOUT


L=Fault 12 VDC common


+UOUT 15±0.75 VDC common

-UOUT -15±0.75 VDC common


L=Fault 12 VDC common


+UOUT 24±0.024 VDC common

-UOUT 24±0.024 VDC common


STANDBY POWER SUPPLY G129

This board buffers the secondary supply voltages of 5, ±15, & ±24 VDC to the TC (74 VDC being the primary supply). The board is a fairly rudimentary device consisting essentially of several electrolytic capacitors. These elements serve to store energy so that the TC does not shut down if power is lost momentarily. In addition to providing momentary power backup, G129 also provides a filter for any high frequency transients that may have passed the power supplies.

BLOWER (FAN) UNIT E147

Figure 9F-8 Blower (Fan) Unit E147

As mentioned earlier, the TC is installed in a closed metal housing. Natural convection in such an application does not provide adequate cooling air to the modules, therefore a set of fans has been installed between the racks that hold the modules. This fan tier, pictured above, contains 3 blowers each driven by its own 24 VDC motor. Each motor is protected from overload by a 0.4 A microfuse, and monitored constantly for operation. In the event of a fan failure, the red LED V4 on the faceplate of the tier illuminates, and a relay is energized to signal the condition to the TC. The 24 VDC supply for the motors comes from the C157 module. Fuses for each of the motors are accessible from the front of the blower tier. They are labeled F1, F2, & F3.

INPUTS AND OUTPUTS

TEMPERATURE MONITORING G075

This board can handle up to 8 temperature feedback signals. Each channel provides a constant 2 mA signal to a temperature sensitive resistor. The voltage drop across this thermo-resistor to which the current is applied is measured by the board.

The feedback signal is available at the output of the board as a voltage signal variable between + & - 10 VDC. The 8 temperatures coming to the module are multiplexed for output. In other words, the Traction Computer scans through all 8 signals continuously by watching only one feedback line. The variable voltage signal passes on to the Vector Calculator G051, then to the Analog Interface C059.


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Figure 9F-9 shows the Siemens print. The F101/F201 temperature probe has four leads coming to it from G075. The wires labeled + & - 5 VDC are actually supplying the current source, while the + & - M leads measure the voltage drop across the element.

Figure 9F-9 G075 Temperature Monitoring

INPUT/OUTPUT BOARD G059, G067

This PCB handles all analog feedback signals (except temperatures), such as DC Link Voltage input and phase current input as well as digital pulse inputs from traction motor speed pick-ups. These signals are scaled and filtered before being passed on to the various modules as defined by the 11 X 17 fold out sheet on page 9F-4. The board appears on the Siemens print.

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This board also serves as the termination point of the plug loop control. The TC has a way of monitoring whether or not all of the plugs, Xa..Xm, are intact. A 24 VDC positive feed is taken off of the TC supply line (signal PL2). This feed runs to pin 24 on the 1XC connector which is jumpered to pin 24 of Xa. Pin 24 of Xa connects to pin 23 of Xb which is jumpered to pin 23 of 1XC. This process continues through all of the X connectors until eventually the +24 VDC arrives at board G067 on front connector pin b26. If a complete path to negative on pin d28 is not seen by G067, then the TC is disabled. This condition logs a Class A or B inverter fault and causes the soft crowbar to be fired for TCC protection.

Figure 9F-10 G059, G067 Input/Output Board

ACTUAL VALUE ACQUISITION C043

This module receives data from the Input/Output Boards G059 & G067. Most data gets passed on from here to the Analog Interface C059 and the Control Systems Monitoring C091. Some of the data is passed on to the Voltage Model C051 and the Vector Calculator G051. The main purpose of this module is to act as an isolation buffer to protect the rest of the TC from potentially harmful spikes that may occur on feedback lines. Note that not all signals being fed back into the TC come to this module for conditioning, as other modules such as Vector Calculator G051 & Voltage Model C051 have their own conditioning facilities.

ANALOG INTERFACE C059

The analog interface can be closely compared to the function of the ADA 302/304 module of the EM2000 control system. Its main purpose is to convert analog signals into digital equivalents that can be understood by the Central Computer C027. Also, this board has the capacity to change a digital signal back into a close approximation of its analog equivalent for driving external devices such as a tractive effort meter.


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Conversion facilities are available for eight voltages of ±15 VDC and eight voltages of ±10 VDC. Resolution of the 15 volt inputs is 1365 bits/10 VDC; 10 volt channels are resolved on a scale of 2048 digits/10 VDC. Output channel resolution, to drive a meter, for example, is 127 bits/10 VDC with a possible range of ±10 VDC.Also, this board carries a thermally sensitive resistor. This resistor is used to measure the temperature of the Traction Computer. The feedback signal from this device is in no way affiliated with the other temperature feedbacks handled by Temperature Monitoring G075.

DIGITAL INTERFACE C075, C083

The Digital Interface is really more like a “miscellaneous functions” board.

The primary function, as the name implies, is to prepare binary feedback for the data bus. With the GT46MAC locomotives, heater and blower control falls under the duties of the EM2000. Other functions of this board include TCC identification, fault code indication, and residence for commissioning switches.

All speed sensor feedbacks come into the modules from the Input/Output modules. Each board has the capacity to handle only two frequency inputs such as those coming from the speed pick-ups, but a total of three probes need attention. For this reason, two boards must be used. Board #G059 & C075 handles the speed signals from motor #1 & #2; board G067 & C083 accommodates the needs of TM #3. Also handled by the Digital Interface is the GTO firing sequence feedback which comes to the modules from the Control Set Converter C011. These signals get passed back to the Control Systems Monitoring C091 for evaluation.


Figure 9F-11 C075, C083 Boards

The faceplate of the module has two 7-segment LED displays. These units illuminate whenever the TC operates to indicate any active fault. The normal reading on these displays is FF, which stands for Fault Free. All inverter faults are stored in the TC fault archives on its Memory board C035. These indicators tell the latest fault to be stored in the archives, but only if the fault is still active. If the fault is cleared, the indication remains on the display segments until either a new fault occurs, or a new operating mode is selected.

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For example, assume the Traction Computer detects that a GTO could not be switched off for some reason. The fault logged would be, “GTO STORAGE TIME EXCEEDED.”

Some hexadecimal code (such as D8, 1A, or BF) would appear on the LEDs to indicate that this fault had occurred. The specific code indicating each particular fault will not likely change with each software revision, however additional codes may be added to make troubleshooting more easy and efficient. When investigating the fault archive data stored in the TC by using a lap-top computer, the fault description as well as its specific code, may be viewed as well as all operating data recorded at the time of the fault.

The hexadecimal code as seen on the LED indicators should match that listed along with the fault data and description when read by a laptop computer. Investigation and interpretation of inverter fault data is discussed in Section 12. Again, if no fault is active, the indicators will show FF to indicate Fault Free. A table of these codes will be provided in Section 12 which discusses use of the laptop computer as an aid for troubleshooting.

The number wheels on the front of the module should be used by manufacturer service personnel only. During commissioning of the system, the switches are set to 02, but in regular service, they should be set to 00. Eventually, a software override will be built in that will ignore the switch settings.

At the bottom of the faceplate appear four LEDs. These indicate the activation of a variety of internal processes. Figure 9F-11 on the previous page explains the meaning of each of these LEDs.

DRIVER GTO G035, G043

These modules take the 15 VDC pulses sent from the Control Set Converter C011 and convert them to 24 VDC/100 mA current signals that can be used by the Gate Units. The module also contains feedback channels used for Gate Unit monitoring signals. Each module contains the facilities necessary for controlling four gates.

Because a total of three Gate Units (six gates) need controlling, two modules must be used. The G043 board controls phase T and the protection thyristors, while G035 controls phases R & S.

As mentioned above, in addition to driving the GTO thyristors, board G043 also carries the signals sent out by the TC to fire the protection thyristors. The TC can trigger both the hard and soft crowbars. The Driver GTO board (G043) passes a signal on to the proper TCB (Thyristor Control Board) depending on hard or soft crowbar. The Driver GTO board also carries the feedback signals from the

TCB'S into the TC that acknowledge the firing of either protection thyristor. These signals originate at either T103/T203 or T104/T204.


SYSTEM CONTROLS

SERIAL LINK C003

Data exchange between the EM2000 and each Traction Computer takes place continually over a serial communications link called the RS-485. In order to facilitate this, the EM2000 implements a module called COM300. At the other end of the Link, the Traction Computer employs a very similar design in that the Serial Link C003 preforms this duty. To carry out its tasks, the module uses a 80188 microprocessor running at 8 MHz, 2 Manchester encoder/decoders, and Dual Port RAM. On board EPROM chips store the program for running the processor. Once received and decoded, data from the RS-485 is placed on the Traction Computer data bus. Outgoing information is taken from the bus, encoded, and placed on the Link. Exchange of data with the Link is through the upper front connector which is a 9 pin serial port. The lower port is not used.

The yellow LED on the faceplate should be illuminated during normal operation. The light goes out when the system is in the midst of a reset.

Figure 9F-12 Serial Link C003

Two testpoints are available on the faceplate of the module, but in this particular application they serve no practical purpose.

CENTRAL COMPUTER C027

The CPU module contains the microprocessor that exercises control over the entire TC. Many of the system control modules contain microprocessors for various purposes. This module, though, contains the main processor. It is in a sense the "conductor of the orchestra." All functions of TC are "supervised" by the Central Computer. The board uses an 80186 microprocessor clocked at 8 MHz. The program used by the processor is stored in EPROM chips, but unlike the EM2000 CPU module, the chips are not on board the Central Computer module. Rather, the chips are on the Memory board C035. The Central Computer has a safety shut-down mechanism; if a portion of the CPU program is not completed within a certain time period, the inverter will be shut down. It may be reset simply by rebooting the TC. Reboot can be done by cycling the Traction Computer breaker or the EM2000 computer breaker, both of which are found in the #1 Electrical Cabinet.


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MEMORY C035

The Memory module contains all of the EPROM chips required for storing the Central Computer’s program as well as all of the chips that make up the system’s RAM (Random Access Memory). The RAM on board is backed up by local 5 VDC batteries, much the same way that data is backed up on the EM2000’s MEM300 module. One portion of RAM is dedicated to storing any values which change during TCC operation, for example, wheel diameter. Information contained in this portion is initialized each time the system boots. A second portion serves as a fault storage buffer. This portion of RAM retains its data until a reset command is given by service personnel, the batteries lose charge, or the chips become defective. In other words, fault data is not lost when the system reboots. Life expectancy on the batteries is approximately 3 years. Just as the EM2000 system does, the Traction Computer will log a fault when its memory battery voltage falls too low. As with the Serial Link module C003, two test points are available on the faceplate of the module, but in this particular application they serve no practical purpose.

Figure 9F-13 C035 Memory

VOLTAGE MODEL C051

Obviously, the AC traction system uses AC traction motors. More specifically, they are AC induction motors. The induction part means that there are no electrical connections to the rotor of the motor. “Commutation” of electrical energy to the rotor actually takes place by electromagnetic induction. To accomplish this “commutation,” an intense magnetic field which generates hefty amounts of magnetic flux must be established in the stator. The amount of energy carried across the air gap between the rotor and the stator depends on the amount of flux present, among other things. In the very early development days of AC traction drives in Europe, attempts were made to measure flux by using flux sensitive resistors. Unfortunately, these resistors do not operate well under high heat, vibration, moisture, or dirt contamination. Due to the obvious incompatibility with locomotives, a different method for determining flux was needed. This motivated Siemens to develop their patented method for calculating the flux present in the motor. Flux is directly proportional to voltage, therefore the flux can be easily calculated from a voltage measurement while knowing the phase displacement between voltage and current in the motor. This board is dedicated to making these flux calculations with the assistance of the Vector Calculator, (board G051), which determines phase shifts between voltage and current. G051 is discussed next.


The C051 module receives the feedbacks on output phase-to-phase voltage and output phase currents from the Input/Output G067 module. The problem with this signal is that it varies constantly between the positive and negative extremes (remember that it’s an AC voltage). The Voltage Model module takes this AC signal and calculates a DC equivalent. In making this calculation, the module takes into consideration machine losses, (ohmic resistance & leakage reactance), as well as phase relationships which come from the Vector Calculator G051. Information from the Voltage Model is placed on the data bus for use by the Central Computer and also sent directly to the Analog Interface.

VECTOR CALCULATOR G051

The AC induction traction motor creates a rotating field in its stator for the purpose of inducing current flow in the rotor. As with any rotating field machine, the rotating field may be explained using vector quantities. These vectors are needed to define the phase relationship of voltages and currents in the motor. Remember that when dealing with AC power, the phase angle of voltages and currents are just as important as their magnitudes. The function of the Vector Calculator is to develop values which represent these phase angles and how they change in a rotating coordinate system. The module is primarily designed to determine steady state static quantities from vector quantities in a cyclic coordinate system. The Vector Calculator uses voltage and current feedback data from the Input/Output modules G059 & G067 in its calculations. The output of the module is sent to the Analog Interface and also to the Voltage Model module.

Figure 9F-14 G051 Vector Calculator

A series of testpoints are accessible on the module faceplate. Many of the signals available on the faceplate are generated by the module based on inputs from feedbacks. These test sockets should have no purpose for maintenance personnel. For the sake of identification though, some of the meaningful ones are described here.

WARNINGThe test sockets are not decoupled from the module’s internal circuitry. Probing of the test points could lead to interference in signal processing which may affect control of the inverter.


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CONTROL SET CONVERTER C011

The Control Set Converter, sometimes referred to as the sub-processor, holds the data that tells exactly how the GTOs should fire for different torque requests. Control set tables stored permanently in EPROM chips mounted on the module carry this information. Firing pulse data is sent from the module to the Driver GTO boards. The module receives its data from the data bus and the Control Systems Monitoring C091 module. The module consists of an 80C196 processor which communicates with the Central Processor C027 via Dual Port RAM. The LED on the faceplate should be on during normal operation. It turns off when the system is in the process of a reboot.

Figure 9F-15 C011 Control Set Converter

SOCKET SIGNAL

L1 Flux component ß. Amplitude & frequency depend on RPM, TH, & DCL V.

L2 Flux component a. Socket L1 shifted 90°. Ampli-tude & frequency depend on RPM, TH, & DCLV

P1 Magnetizing current. DC with AC component wave form. Positive in power and in brake

P2 Real current. DC with AC component waveform. Positive in power, negative in brake.

T2 Flux. DC signal, always negative.

NOTEMeasure with respect to common on 15VDC Power Supply board C121.


CONTROL SYSTEMS MONITORING C091

The Control Systems Monitoring board acts as an inverter regulator. If an overcurrent or overvoltage condition exists somewhere in the TCC, the Control Systems Monitoring board can initiate “Total Blocking” in an attempt to eliminate the condition.

Total Blocking is an action activated by the Control Systems Monitoring module by which one, two, or all three phases are shut down. The shut down may only last a few milliseconds or it may last indefinitely, depending on how quickly the condition that tripped Total Blocking disappears. This action is tripped by software and can only be reset automatically by software if conditions allow, or it may be reset by rebooting the computer.

Control Systems Monitoring receives data from several sources. These sources can be easily seen in the information flow diagram found on the fold out page on page 9F-4. It monitors feedbacks such as temperatures, voltages, currents, and GTO firing pulses. If any of these values exceeds a preset software limit, Total Blocking is activated.

SERVICE/DEVELOPMENT & TROUBLESHOOTING

The chassis is wired to accept a few modules that may be used by manufacturer service personnel for intensive troubleshooting purposes. These modules are not installed in the chassis during regular service, but may be from time to time for special troubleshooting or development purposes.

TRANSIENTS RECORDER G019 & G027

Each recorder acts as an extension of the fault archive capabilities. For example, if a unit experiences erratic loading troubles but the reported trouble cannot be reproduced in a shop environment, one or both recorders may be installed to constantly monitor a variety of data. Each recorder performs similarly to the event recorder installed in each locomotive by FRA mandate.

Each recorder can monitor up to 10 analog and 32 binary signals. Of the 32 binary signals, 16 can be of the TTL level, while the remaining 16 may be as high as 40 VDC. The shortest sample time is 2.8 microseconds (0.0000028 seconds). Memory capacity is 47k per channel and it can be divided into 8 separate partitions for repeated recording. A PC is required to access the data stored by each recorder.

MEASURING AMPLIFIER G003 & G011

The amplifiers provide access to a number of signals via front connector test points. A total of 24 analog and 4 binary signals can be passed through each module.

Of the analog signals, 8 may be on the ±30 VDC scale while the remaining 16 must be on the ±10 VDC scale.


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SPARE ANALOG INTERFACE C067

When commissioning the TCC for its maiden voyage, the installation representative uses an extra Analog Interface board to allow for driving several external devices. This board may also be used for extended troubleshooting in a shop environment or regular service.


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SECTION 9G. OPERATIONAL CONTROL MODESOnce a unit is started, an operator request through movement of one of theoperating levers:

• Reverser,

• Throttle,

• Brake Handles,

combined with the appropriate feedbacks, initiates an “OPERATING MODE.”This section will describe the operational control modes the locomotive couldbe operating in.

OP MODE DETERMINATION

The op mode of the locomotive defines its basic state of operation. The opmode transitions from one state to another by fulfilling or negating a list ofconditions required for each state. The conditions are generally a combinationof operator inputs and locomotive system feedbacks. The “Working onModes” indicate the operator has requested a mode but the locomotive is notready to load yet.

“Propulsion Modes” are defined as modes that lead to the creation of tractionmotor torque. The following state transition diagram details the op modesequencing in the propulsion modes:

OPERATIONAL CONTROL MODES 9G-1

Figure 9G-1 Detailed Propulsion Op Mode Sequencing.

STANDARD OP MODES (AC Only)

A description is given for each traction op mode. The display names are givento the right.

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Standard Operating Modes (AC only)

IDLE MODE (Display Name = IDLE)

Idle Mode is basically the mode that the locomotive is in when the reverser iscentered, no self tests are active and a TCC cut in/cutout is not in progress.This mode acts as a starting point for all other modes.

TRACTION CHANGE (Display Name = TRCH)

The Traction Change mode is entered when TCCs are being cut in or cutout.

PROPULSION REQUESTED (Display Name = PRPRQ)

Propulsion Requested is the first step toward all the propulsion modes. It basi-cally indicates that the operator has thrown the reverser and possibly desires toload. The only basic condition required is that the reverser is thrown. The con-trol circuit breaker must be on because the reverse handle inputs may not bevalid with the circuit breaker down. When these conditions are not met the opmode will transition to Idle Mode.

WORKING ON PROPULSION (Display Name = WPRP)

Working on Propulsion mode makes sure that locomotive can produce voltageon the DC link(s) in preparation of powering or braking operation. Things suchas having the isolation switch in RUN, and the DC link switchgear closed, arerequired to enter this mode. When all of these conditions are met, GFC can bepicked up.

Op Mode Display Name

Idle IDLE

Traction Change TRCH

Propulsion Requested PRPRQ

Working on Propulsion WPRP

Propulsion PROP

Working on Powering WPWR

Power PWR

Rollback ROLL

Speed Control Power SSPW

Working on Electric Brake WEB

Dynamic Brake DBRK

Blended Brake BBRK

Emergency Brake EBRK

Opposite Direction Brake ODB


PROPULSION (Display Name = PROP)

Propulsion mode is the next step in setting up for actual power or braking oper-ation. In this mode the locomotive must be capable of producing voltage on theDC link(s). In this mode, the traction alternator voltage is controlled to a mini-mum value so that the system can create traction motor torque when requestedby the operator. Having DC link voltage present in Propulsion mode mini

WORKING ON POWERING (Display Name = WPWR)

The Working on Powering mode means that the operator has requested power-ing operation and the locomotive is in the process of setting up to producetorque. To get to this mode, no serious faults can be active, as would be shownon the display.

POWER (Display Name = PWR)

The Power mode means that the operator has requested power operation andthe locomotive is ready to create traction motor torque. The base loading levelis adjusted by the operator with the throttle handle. At least one tractioninverter must be able to load, in order for this mode to be entered.

ROLLBACK (Display Name = ROLL)

The Rollback mode means that the operator has requested power operation andthe locomotive is ready to create traction motor torque but it is or was rollingin the opposite direction of the reverser handle. The base loading level isadjusted by the operator with the throttle handle. At least one traction invertermust be able to load, in order for this mode to be entered. The Rollback modeis not available on the GT46MAC locomotives.

SPEED CONTROL POWER (Display Name = SSPW)

The Speed Control Power mode means that the operator has requested speedcontrol power operation and the locomotive is ready to create traction motortorque. In speed control power the loading level is defined by the TL 24T volt-age. TL 24T is adjusted by the lead unit in the consist to control to the speedentered by the operator. At least one traction inverter must be able to load, inorder for this mode to be entered. The speed control power mode is not avail-able on GT46MAC locomotives.

WORKING ON ELECTRIC BRAKE (Display Name = WEB)

The Working on Electric Brake mode means that the operator has requesteddynamic brake operation and the locomotive is in the process of setting up toproduce torque. To get to this mode, no serious faults can be active, as wouldbe shown on the display.


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DYNAMIC BRAKE (Display Name = DBRK)

The Dynamic Brake mode means that the operator has requested dynamicbrake operation and the locomotive is ready to create traction motor torque. Indynamic brake operation the amount of brake effort is controlled by thedynamic brake handle position via the TL 24T input voltage. At least one trac-tion inverter must be able to load, in order for this mode to be entered.

BLENDED BRAKE (Display Name = BBRK)

The Blended Brake mode means that the operator has requested blended brakeoperation and the locomotive is ready to create traction motor torque. Inblended brake operation the amount of total brake effort is controlled by theautomatic air handle position. This mode exists on passenger locomotivesonly. The blended brake mode is not available on GT46MAC locomotives

EMERGENCY BRAKE (Display Name = EBRK)

The Emergency Brake mode means that the operator has requested emergencybrake operation and the locomotive is ready to create traction motor torque.This mode exists on passenger locomotives only. The emergency brake modeis not available on GT46MAC locomotives

OPPOSITE DIRECTION BRAKE (Display Name = ODB)

The Opposite Direction Brake mode means that the locomotive conditions aresuch that opposite direction brake is requested and the locomotive is ready tocreate traction motor torque. The dynamic brake effort is controlled as if theoperator requested full dynamic brake using the brake handle. Some protectivefunctions may become less sensitive or deactivated in this op mode given itssignificance. At least one traction inverter must be able to load, in order forthis mode to be entered.

CONTROL MODES

Since load control involves several references and any of them might be thecontrolling limit for the locomotive, mode signals are introduced to indicatethe particular control limit that is in effect. The control modes are intended tobe used for display and diagnostic purposes, not for use in the actual controlprocesses. All locomotives have two basic signals; MG Stat and RegStat. MGStat indicates the detailed control mode for the traction alternator. In addition,a sanitized version of this mode is provided for display on standard data


MG AND REG STATUS

REGSTAT MG STAT DESCRIPTION REFERENCE

NONE MGOP or NONE NO REGULATION GFC OPEN

FCUP FCUP FLD CURRENT REG UPPER BOUND

FCLW FCLW FLD CURRENT LOWER BOUND

FVUP FLD VOLTAGE REG UPPER BOUND

FVLW FLD VOLTAGE REG LOWER BOUND

MAX SCR’S COMPLETELY TURNED ON

OFF SCR’S TURNED OFF

GX GX FIL CURRENT (GEN. EXCITATION)

GX GFA GFA GEN FIELD CURRENT LIMIT

SS SS SUPER SERIES

V V VOLTAGE VOLTAGE MODE

V V PR or PRV PROTECTIVE VOLT LIMIT VOLT REF

V MAXV MAX VOLTAGE LIMIT

V TCCV TCC VOLTAGE

V GRID GRID DROP OUT VOLTAGE

V REDV DC LINK VOLTAGE REDUCTION

V HEPV STANDBY HEP VOLTAGE LIMIT

V GR GROUND RELAY VOLTAGE LIMIT

VSP SLIPPED PINION VOLTAGE LIMIT

KW PWR POWER POWER MODE

KW TB or TBP TURBOCHARGER SPEED LIMIT POWER REF

KW LR LOAD REG LIMIT POWER REF

KW SSCP OR SCP SLOW SPEED CONTROL POWR REF

KW WSP WHEEL SLIP POWER REF

KW TRAN or TRNP TRANSITION POWER LIMIT POWER REF

KW MCOP MOTOR C/O POWER LIMIT POWER REF

KW THLM or PRP PROTECTIVE POWER LIMIT POWER REF

TKN THROTTLE KNOCK DOWN

PWRL POWER LIMITING

KW LTL or LTP LOAD TEST LIMIT (GRID PWR LMT) POWER REF

KW BC or BCP BAROMETRIC COMPENSATION POWER REF

KW MTS MTS POWER LIMIT POWER REF

KW ERPMorRPMP ENGINE RPM POWER LIMIT POWER REF

KW HEP or HEPP HEAD END POWER LIMITING POWER REF

KW MAXP MAX ENGINE POWER

KW ETEP ENG TEMP ENG POWER LIMIT

KW ETGP ENG TEMP GRID POWER LIMIT

KW GCGP GRID COOLING POWER LIMIT

KW EOLP ENG OVERLOAD POWER LIMIT

KW ETRK ENGINE TRACKING POWER LIMIT


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WHEEL SLIP STATUS VARIABLE

The wheel slip status variable, which has a display name of, “WS Stat”, indi-cates what mode the locomotive adhesion system is operating in. There arefour general modes for both AC and DC locomotives, and one additional modefor DC locomotives. These modes are listed in the table below, along withtheir display or monitor name and a description

SIGNAL AVAILABILITY

Since the adhesion system modes are simpler on AC locomotives than on DClocomotives, this variable is not available on AC locomotives through the dis-play, or EM2000 monitor.

Definition Table

KW EMDC EMDEC ENGINE POWER LIMIT

KW TRAC RATED TRACTION POWER DESIRED

KW RPMP ENGINE SPEED POWER LIMIT

MFA MFA MIN GEN FIELD CURRENT LIMIT

A GA GEN CURRENT THROTTLE REF

A MA MTR CURRENT THROTTLE REF

A A CURRENT CURRENT MODE

A WSA WHEEL SLIP CURRENT REF

A SSCA OR SCA SLOW SPEED CONTROL CURRENT REF

A MMA MOTOR MGT CURRENT L CURRENT REF

A MCOA MOTOR C/O LIMIT CURRENT REF

A TBCA OR TMBA TRACTION BLWR CURRENT LIMIT CURRENT REF

A VWS VENDOR WHEEL SLIDE CURRENT LIMIT

F F T.M. FLD CURRENT LIMIT D.B.

F WSFC WHL SLIP TMFLD CURRENT LIMIT D.B.

F FCCB TM FLD CURRENT CNTRL BOUND D.B.

G G GRID CURRENT LIMIT D.B.

G TBGC or TMBG TRAC. BLWR GRID CURRENT LIMIT D.B.

G GCCB GRID CURRENT CNTRLR BOUND D.B.

BE BE BRAKE EFFORT LIMIT D.B.

BE BECB BRAKE EFFORT CNTRLR BOUND D.B.

Wheel Slip Status

Description Display Name

Idle Mode This mode is active when the locomotive is not in a load-ing mode, i.e. Idle

IDLE

Starting System This mode is active at low speeds, when there is not a reliable output from the radar. The radar typically active above 1 MPH. The starting system will normally be active up to 1.5 MPH, and it may be active up to 3 MPH, under high adhesion conditions.

STSS


TR AND TC STATUS

AC locomotives have an additional set of modes since the inverter systemintroduces extra degrees of freedom. TC Stati indicates the detailed controlmode for traction inverter i. A sanitized version of this mode is provided fordisplay on standard data meters. This signal, Tr Stati, has fewer, broader cate-gories, so that it will convey useful information to the casual observer. Moredetailed information can be obtained by viewing the TC Stati signal on a pro-grammable meter screen.

Controlled Creep Mode

This is the creep mode known by most as “Super Series”. This mode is more formally known as Controlled Creep on AC locomotives. In this mode the Radar is used as a ground speed reference, and the traction motor wheel speed reference is controlled to allow the desired level of creep. The speed reference (TxN+dN) is sent to the traction inverters and the inverters reduce the torque output of the traction motors if the speed reference is exceeded.

SS

Backup System The traction inverters monitor the wheel speeds, prima-rily looking for high accelerations, and reduce the motor-torque accordingly. The operation in the backup system is most obviously indicated by the “N + dN” signals being at 3600

CS


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Traction Inverter Control Modes

SCR SATURATION

MG Stat has one additional feature. The values representing SCR bridge satu-ration, MAX and OFF, are included. Specifically, MG Stat is formed using themode exciting of the SCR linearization process.

If the scr delay ratio drops below 15 percent, the MG Stat is MAX since all theSCRs are turned on to their maximum value. If the scr delay ratio exceeds 99percent, the MG Stat is OFF since the SCR's are turned off.

SCRD%

The FCF module detects when the sine wave for each companion alternatorphase crosses from the negative half cycle into the positive half cycle. Whenthe "0" line is crossed FCF informs the CPU module. Based on this signal theCPU counts the amount of time necessary to generate a weak gate signal/pulseat the proper phase angle for a given load request. This signal is sent to theFCD for amplification before sending it to the SCR assembly.

Tr Stat TC Stat DESCRIPTION

KW MAX9 MAX ENG POWER

KW ETEP ENG TEMP ENG POWER LIMIT

KW ETGP ENG TEMP GRID POWER LIMIT

KW PRP PROTECTIVE POWER LIMIT POWER REF

KW BCP BAROMETRIC COMPENSATION POWER REF

KW PWR POWER POWER MODE

KW TBP TURBOCHARGER SPEED LIMIT POWER REF

KW SCP SLOW SPEED CONTROL POWER REF

KW LTP LOAD TEST LIMIT (GRID PWR LMT) POWER REF

KW HEPP HEAD END POWER LIMITING POWER REF

KW TCCP MAC TCC POWER

KW GCGP GRID COOLING POWER LIMIT

KW ETRK ENGINE TRACKING POWER LIMIT

KW EMDC EMDEC ENGINE POWER LIMIT

KW RPMP ENGINE SPEED POWER LIMIT

KW EOLP ENG OVERLOAD POWER LIMIT

KW TRAC RATED TRACTION POWER DESIRED

T ST STALL TORQUE

T BAT BACKUP ADHESION TORQUE LIMIT

T SCT LOCOMOTIVE SPEED TORQUE LIMIT

T PRT PROTECTION TORQUE LIMIT

T MAXT MAX INVERTER TORQUE

T TEL TRACTIVE EFFORT LIMITING TORQUE LIMIT

T VWS VENDOR WHEEL SLIDE TORRQUE LIMIT


Figure 9G-2 Creep Curve of SCRD Percentage.

The delay percentage is a number representing the amount of time the compan-ion alternator phase is in the positive half cycle before the SCR is turned on.Therefore if SCRD% is "15%" the SCR is turned on early in the cycle for max-imum excitation.

LISTING OF MODES

Following is a table of all the possible control modes. The left-hand columnsgive the values that the four modes take for each limit. The right-hand columngives a description of the mode. An asterisk, (*), indicates that the limit doesnot apply to a status. For example, all power limits can effect both the genera-tor output, (hence Reg Stat and MG Stat), and the traction inverter torque ref-erence, (hence Tr Stat and TC Stat). But voltage limits only affect thegenerator, and torque limits only effect the traction inverters. Therefore anasterisk is shown in the Tr Stat and TC Stat columns where voltage limits areconsidered, and in the Reg Stat and MG Stat columns where torque limits areconsidered.

DECODING

The modes are determined by a string of status signals that are passed throughthe entire load control, dynamic braking and traction alternator control sys-tems. Whenever a decision to use a reference is made, a status is set to identifythe reference used. The status signals are daisy chained throughout the systemuntil the final outputs are determined. Rate limiters and attenuaters do notchange the status information of a signal passing through them.

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RegStat

MG Stat

TRStat

TCStat

Description

* MAX * * SCR’s completely turned on

* OFF * * SCR’s turned off

KW EMDC KW EMDC EMDC engine power limit - Power limit sent by EMDEC on locomotives with tow way serial link

KW RPMPNORMAL

KW RPMP Engine speed power limit - Power limit based on the speed of the engine

KW ETEP KW ETEP Engine temperature power limit - Power limit from the engine Overheat Controller. This power limit attempts to limit the engine temperature, to avoid engine overheating.

KW PRP KW PRP Protective power limit - Power limit based on protectiv functions such as throttle 6 hot engine knockdown.

KW BCP KW BCP Barometric compensation power limit - Power limit based on the barometric pressure, used to indirectly limit turbo speed in throttles less than 5, or all throttles if the turbo speed is failed.

KW TRAC KW TRAC Rated traction power desired @ Power reference defining the desired level of tradon power, eg. 2828 KW in throttle 8, for a 4000 THP locomotive.

KW TBP KW TBP Turbocharger speed power limit - Power limit from the turbo speed controller, which is normally active in throttles 5 through 8, if the turbo speed signal is valid.

KW EOLP KW EOLP Engine overload power limit - Power limit from the Engine Overload Controller, Whose output is base on the value of the load regulator output, LR, or Engine 8 from FMDEC.

KW LTP KW LTP Load test power limit - Power limit based on grid load bal-ance concerns. This limit does not apply to SD70MAC locomotives but does apply to SD80/90MAC locomotives.

KW GCGP KW GCGP Grid cooling grid power limit - Power limit based on grid loading concerns. This limit does not apply to SD70MAC locomotives, but does apply to SD80/90MAC locomotives.

KW ETRK AFTER DROP OF LOAD

KW ETRK Engine tracking power limit - Power limit based on the present engine power output. This power limit tracks above the engine output power, and controls engine reloads.

GX GX * * Generator field current limit - Maximum allowed Main Generator field current limit.

MFA MFA * * Minimum generator field current - Minimum Main Genera-tor field current. This is used to maintain a minimum level of excitation in the Main Generator

NONE NONE Not controlling, GFQ Open

V PRV * * Protective voltage limit - Voltage limit imposed by the con-trol system's protection system.

V MAXV Maximum voltage limit -The maximum allowed voltage limit, based on Main Generator Model. For the TA1 7 and TA22 Generators a value of 2900 Volts is used.

V TCCV * * TCC voltage limit - The DC link voltage reference devel-oped to satisfy the TCC's, based on the throttle handle, and locomotive speed.


FUNDAMENTAL SIGNAL VALUES FOR 3939 THP, GT46MAC

ENGINE SPEED:

For each “governor” position, given by the signal “Gov Req”, the followingtable shows the associated engine speed. Note that the engine speed may notalways match that shown, on a per throttle handle basis, since there may be anengine speed-up, or limit, active.

POWER:

For each throttle position, the following table shows the maximum tractionpower that can be produced. If the speed is high enough so that the locomotiveis not limited by the stall torque limit, a healthy locomotive should producepower levels as shown in this table. The display signal which corresponds tothe power reference is , “KW Ref”, and the power being produced is, “KWFbk”. These values apply for both Power and Load Test modes.

V GRID Grid dropout voltage limit - Voltage limit used to lower the DC link voltage if necessary, in order to allow a brake grid to be dropped out. This is used for Rollback mode on SD80/ 90MACs.(Not applicable on GT46MACs)

V REDV * * DC link voltage reduction - Voltage limit utilized on SD80/90 MACs to lower the DC link voltage to 2450 Volts, when requested by a TCC. A TCC will not turn on above this level

* TCC T ST Stall torque limit - Thrque limit based on the published tractive effort limits for each throttle.

* TCC T BAT Backup adhesion torque limit - Stall torque limit utililized when the radar is failed. Throttles 1 through 4 are not affected, while the throttle 5 through 8 limits are reduced by about 25%.

* TCCV T SCT Locomotive speed torque limit - Torque limit from the speed control svstem.

* TCCV T PRT Protection torque limit - Torque limit based on protection limits. Used on SD80/90MAC locomotives for torque limit-ing based on hot traction motor. Not abailable on GT46MAC.

* TCCV T MAXT Maximum inverter torque - An absolute maximum inverter torque limit. The torque refererence should never reach this level under normal conditions.

Low Idle Idle 1 2 3 4 5 6 7 8

GOV, 16-710 200 269 269 343 490 568 651 729 820 904

±4 ±4 ±15 ±4 ±15 ±4 ±4 ±15 ±4


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TORQUE AND TE (Tractive Effort):

For each throttle position, the following table shows the stall torque limit,“Locomotive Torque Limit”, and how much tractive effort this corresponds to,for wheels at various levels of wear. The, “Backup Torque Limit”, is the maxi-mum torque produced in the, “Backup”, wheel slip mode, where the radar isfailed. The display signals corresponding to the inverter torque references are,“T1Tor R”, and “T2Tor R”, for trucks 1 and 2 respectively. The feedback sig-nals are , “T1Tor F”, and “T2Tor F”. Since these are per truck signals, theywould be roughly half of the magnitude of those shown in the table. The trac-tive effort will only match these values at low speeds, (say below about 8MPH), before the power limit becomes dominant.

These values are Siemens specs, therefore they are in metric.

AC Traction - Rated 3939THP

Throttle Power Throttle Power Limit (W)

IDLE 0

1 133, 000

2 294,000

3 665, 000

4 945, 000

5 1, 253, 000

6 - turbo on gear train 1, 550, 0000

6 - turbo off gear train 1, 820, 000

7 2, 400, 000

8 2, 757, 000

Throttle Position

LocomotiveTorque

Limit (Nm)

Equivalent Stall TE (lbs) for the following wheel sizes (in inches)

BackupTorque

Limit (Nm)43 41.5 40

IDLE 0 0 0 0 0

1 5, 041 10, 849 11, 241 11, 663 5, 041

2 10, 082 21, 698 22, 482 23, 326 10, 082

3 17, 643 37, 971 39, 343 40, 819 17, 643

4 25, 205 54, 245 56, 206 58, 314, 25, 205

5 32, 766 70, 518 73, 067 75, 807 26, 200

6 40, 327 86, 791 89, 928 93, 300 31, 500

7 47, 889 103, 065 106, 790 110, 795 35, 900

8 54, 442 117, 168 121, 403 125, 956 40, 800


Figure 9G-3 THP DC Link Voltage vs Speed Graph

DC LINK VOLTAGE:

The table below shows the DC link voltage reference as a function of motorRPM, for Power mode operation. (For new wheels, there is approximately42.5 RPM/MPH.) The display signal that gives this voltage reference is,“MGV Lmt”. The voltage feedback is given by, “MG V”, or, “DCL V”.

Maximum Voltage Reference 2900 Volts

Initial voltage Reference Throttle 1 Stall Reference

Dynamic Brake Voltage Reference 600 Volts

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AC Traction System


TYPICAL LOAD TEST SIGNAL VALUES:

The following table gives typical values for several important signals, for loadtest operation, for a 3939 THP GT46MAC locomotive. Voltage and Current.Values will vary somewhat from locomotive to locomotive. The KW Fbk andEng RPM values should be fairly consistent.

Signal T/H

KW Fbk EngRPM

MG V MG A MGfldA CA V LR%MAX GRID 1Aor

GRID 2A

Gblw A

1 133 269 510 260 18 73 100 130 40

2 294 343 765 383 23 92 100 191 52

3 665 490 1, 153 577 27 132 100 288 72

4 945 528 1, 437 718 38 152 100 359 92

5 1253 651 1, 650 825 43 175 100 412 103

6 1820 729 1, 980 990 55 196 100 495 128

7 2400 820 2,222 1,111 70 221 100 555 145

8 2757 904 2, 378 1,189 83 242 100 594 160


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SECTION 9H. LOAD CONTROL

The load control system on a diesel-electric locomotive regulates main genera-tor output to be within certain boundaries or references. These referencesinclude engine power, generator output voltage, inverter/motor torque, andgenerator field current. The calculation and use of these references can bemodified by load test, turbo boost and certain trainline-driven modifications(i.e.: Slow Speed Control).

The Load Control system of AC locomotives equipped with a 710 seriesengine is based on Traction Horsepower (THP) control while the Load ControlSystem of AC locomotives equipped with the “H Engine” is based on BrakeHorsepower (BHP). In both cases the Main Generator output is controlledbased on a voltage reference which is based on throttle position and motorRPM. In its purest sense, EM2000 is no longer a power controller, it is a volt-age controller and it is responsible for maintaining a constant voltage on theDC link that provides the power to the inverters. The application of power atthe wheel/rail interface is controlled by the Traction Computers based on thetorque references provided by EM2000. The torque references (one perInverter/Truck) calculated by EM2000 based on the throttle position, poweravailable, and the motor RPM.

EM2000 still controls the output of the Main Generator by controlling theMain Generator Field Current using the same SCR Assembly used on otherEMD locomotives. It is also calculating two Main Generator Field Referencessimult-aneously, but these references will only come into play when the loco-motive is operating in dynamic brake at slow speeds, or when there is a loco-motive defect, which will be discussed later.

In load test the Main Generator output is controlled based on a voltage refer-ence which is based on the throttle position and the grids applied to the loco-motive. The torque references to the Traction Computers are set to zero whilein Load Test.

Within the context of this manual load control will be presented under seventitles.

1. Engine Power Capability,

2. Power Reference,

3. TCC Power Controller,

4. Final Voltage Reference,

5. Locomotive Torque Reference,

6. TCC Torque Reference,

7. Main Generator Field Current Reference.

LOAD CONTROL 9H-1

Each of the above titles is a reference signal developed through a decisionmaking process involving numerous inputs.

Each title will be presented separately starting with Engine Power Capability.

TORQUE

Before we discuss the control system in detail, it is important to understand theconcept of torque and how it relates to tractive effort/horsepower output of theGT46MAC.

Torque, or moment of a force is a measure of the tendency of the force to rotatethe body upon which it acts about an axis. In other words, Torque = force x dis-tance. As applied to the locomotive wheel, the force is the tractive effort appliedto the rail, and the distance is measured from the wheel/rail interface to the cen-ter of the wheel. In English units, torque is expressed in units of FT-LBS.

Figure 9H-1 illustrates the concept discussed above. The total tractive effort ofthe locomotive is the sum of the force generated by all six wheelsets.

Figure 9H-1 Tractive Effort at Wheel

The traction motors generate the torque that is transmitted to the locomotivewheels. Therefore, there will be varying TORQUE references for each throttleposition. There is however another parameter that must affect the torque refer-ence, locomotive speed.

9H-2 GT46MAC Locomotive Servive Manual

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There is another mechanical relationship between torque and horsepower whichis defined by the following formula:

For every throttle position, the diesel engine is capable of generating a givenamount of horsepower. Taking throttle 8 as an example, the 710G3B dieselengine in the GT46MAC can generate 3939 tractive H.P. (2557KW in electricalterms). Therefore, as the amount horsepower is held constant, and as velocity orforward motion of the locomotive goes up, the force, or tractive effort must godown.

Figure 9H-2 shows the tractive effort vs. speed curves for all throttle positionsover the entire speed range of the locomotive. The portion of the curve marked"1" on the throttle 8 curve shows the point that tractive effort (force) starts to falloff due to horsepower limitations. To the left of this point, the straight line repre-sents the maximum or PEAK tractive effort (force) that the traction motors arecapable of developing. If the locomotive is operating in this portion of the curve,the locomotive is not putting down full tractive horsepower for that throttle posi-tion, it is torque limited. Also shown at point "2" on the graph is the locomotive'scontinuous rating.

Figure 9H-2 GT46MAC TE vs. Speed Curve

H.P.=Force x velocity

33000 ft-lbs / minute=

Force x ft / minute33000 ft-lbs / minute

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LOAD CONTROL 9H-3

ENGINE POWER CAPABILITIES

The following pages will describe the development of two signals; one is acontrol status describing any limitations imposed (EnPwStat) and the other is arepresentation of this status (EnPwCap) called Engine Power Capability.

Figure 9H-3 Load Control - Engine Power Capability


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Figure 9H-4 Engine Power Reference Diagram

LOAD CONTROL 9H-5

ENGINE POWER REFERENCE

Figure 9H-4 shows the relationship of signals required to develop a power ref-erence called Engine Power Capability, or EnPwCap, which is viewable on theEM2000 display. This reference is expressed in terms of kilowatts, or KW. OnFigure 9H-4, this reference appears at the far right hand portion of the diagram,and is a major component in the development of the Traction Power Refer-ence, which will be covered later.

The Engine Power Capability can be influenced by several factors. The limit-ing factor for Engine Power Capability can be easily determined by looking atthe Engine Power Capability Status, or, EnPwCst, which is viewable on theEM2000 display. In normal operation the status displayed for EnPwCst will bethe same as MG Stat, assuming the engine is the power limit on the locomo-tive. If the output of the Main Generator is being limited to less than EnginePower Capability then EnPwCst and MG Stat will not be the same. EnPwCstwill reflect what would limit engine output if the locomotive were operating tothe engine’s capability and MG Stat will reflect what is actually limiting theMain Generator output at that time.

Following is a list of the possible EnPwCst, that can occur.

BCP - Barometric Compensation Power is determined by input from thebarometric pressure transducer, labeled BAR PRS on the locomotive electricalschematic and is viewable on the EM2000 Display under the screen name BarPrs. The transducer is accessible from the front of the main electrical cabinet.The purpose of barometric compensation is to reduce visible emissions inlower throttle positions and improve transient engine response.

The transducer feedback is only in use in throttle positions 3, 4, and 5, but willalso be used in throttle positions 6, 7, and 8 if there is a failure of the turbo-charger speed probe.

PRP - Protection Engine Power Limit becomes active when it becomes nec-essary to reduce power output of the diesel engine due. An example of thisprotection would be “Dirty air Filters - Throttle 6 Limit”.

EMDC - EMDEC Power Limit is activated by the EMDEC system. Anexample of a power limit activated by EMDEC would be a power reductionresulting from low airbox pressure. If this status is active, an investigation ofthe EMDEC system with the EMMON program is required.

RPMP - Engine Speed Power Limit is one two desired status, and indicatesthat everything is working properly. This is a power function based on engineRPM.

ETRK - Engine Power Tracking Limit is the other desired status, and indi-cates that everything is working properly. This is based on kilowatt feedbackas calculated by main generator voltage and the sum of the TCC currents.


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TBP - Turbocharger Speed Power Limit can only be activated in throttle 8,when the turbocharger hits a set RPM. This status will then act to limit enginepower available, by reducing the load on the diesel engine. As the turbochargeris driven by heat, the reduction in load will result in lower exhaust tempera-tures, and the turbocharger RPM will reduce. This status should only occur athigher elevations.

EOPL - Engine Overload Protection Limit protects the engine from beingoverloaded by the load control system. On locomotives equipped with wood-ward Governor controlled engines, the EM2000 input is from a load regulatorsimilar to the load regulators on older EMD locomotives. (The load regulatoris now an integral part of the governor assembly.) On locomotives equippedwith EMDEC controlled engines, the EM2000 input comes through a serialcommunication link from the EMDEC system. The EM2000 input from eithersystem is viewable on the display. On governor controlled locomotives theinput is LR %MAX and on EMDEC controlled locomotives the input isEngine R. The EM2000 will take the EMDEC input and use it to calculate aLR %MAX value which is viewable on the display. The interpretation of theLR %MAX signal is the same regardless of the source and if the LR %MAX isless than 100, EM2000 is reducing power output because the engine's capabili-ties are less than the load being requested. If this is the case, there is a problemwith the diesel engine or support systems causing the diesel engine to generateless than rated power.

ETEP - Engine Temperature Engine Power Limit occurs if the engine tem-perature as measured by the temperature probe(s) has reached an over temper-ature condition. This function mimics the operation of the ETS, or EngineTemperature Switch on older locomotives. On 710 engine equipped locomo-tives, if the coolant temperature reaches 212 degrees F, the locomotive will goto throttle six limit.

Cooling system options dictate which probe(s) feedback are used for enginetemperature control. If the locomotive is equipped with a conventional coolingsystem consisting of left and right bank water pumps, two engine temperatureprobes ETP1 and ETP2 are applied. EM2000 will use the highest non-failedprobe feedback for control. The EM2000 will consider a temperature probefailed if it reads less than -55 degrees C or greater than 150 degrees C.

If the locomotive is equipped with a "split" cooling system, consisting of amain water pump on the right bank and an aftercooler water pum0 on the leftbank, three temperature probes are applied. The first, named ETP, is applied inthe maiin engine coolant stream and used as the EM2000 feedback unless it isfailed. The other two temperature probes are applied in the aftercooler coolantstream an are named AWTAOF and AWTROF. If the ETP is failed, EM2000will use these temperaature probe feedbacks to calculate engine water temper-ature.

The desired Engine Power Capability Status is either RPMP or ETRK. IfENPrCst does not indicate either of these two values there may be a problemwith the engine. The cause could be the result of ambient conditions, locomo-tive engine and/or support system problems, or failed feedback devices.

LOAD CONTROL 9H-7

TRACTION POWER REFERENCE

The following pages will describe the signals required to develop the TractionPower Reference (KW Ref) signal.

Figure 2.2.1, shows the relationship of signals required to develop a power ref-erence called Traction Power Reference, or KW Ref, which is viewable on theEM2000 display. This reference is expressed in terms of kilowatts, or KW. OnFigure 2.2.1, this reference appears at the far right hand portion of the diagram,and is a major component in the development of the TCC Power Reference,which will be covered in the next chapter, and the Final Voltage Reference,which will be covered later.

The Traction Power Reference will be the minimum of the four items listedbelow.

1. Self Load Test Power Limit

This limit is only applicable in load test on locomotives equipped with a splitalternator (SD80/90MAC). It appears on the EM2000 display as LT_PrRf.

2. Speed Control Power Limit

This limit is only applicable if the locomotive is set up in speed control mode.If the locomotive is set in speed control mode, the OP Mode is SSPW.

3. Rated Traction Power Limit

This limit applies if the locomotive is operating in MG Stat TRAC. This statuswill be in force when the traction power desired is less than the total poweravailable for traction. An example of conditions that could cause this statuswould be if the locomotive’s traction motors are hot (greater than 200 degreesC), and the inverter is derating to keep the traction motors from experiencingthermal damage. Rated Traction Power Limit is viewable on the EM2000 dis-play screen as RATPrRf.

4. Traction Power Capability

On all EMD 2-cycle engine equipped locomotives (series 645 and 710), theTraction Power Capability is equal to the Engine Power Capability. If the loco-motive is equipped with a 4-cycle “H” engine, the traction power capability isless than engine power capability, as the software algorithms factor in genera-tor efficiency (set to 1 for 2-cycles). There is an important difference between2 and 4-cycle applications at this point. For 2-cycle engines. The software is a“Tractive Horsepower” controller. For 4-cycle engines, the software is a“Brake Horsepower” controller.

It should be noted that AccShHP and AuxShHp will always be equal on allfreight locomotives and that on locomotives with 2 cycle engines, AccShHPand AuxShHp are set to zero, and have no effect on the KW Ref calculation.


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Figure 9C-5 Traction Power Reference Diagram.

LOAD CONTROL 9H-9

Figure 9C-6 Load Control - Traction Power


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TCC POWER CONTROLLER

The following pages will describe the relationship of signals required todevelop TCC Power Reference signals, “T1PrRef and T2P2Ref”.

Figure 9C-8 shows the relationship of signals required to develop a power -ref-erence called TCC Power Reference, T1PrRef (Inverter 1) or T2PrRef(Inverter 2), which are viewable on the EM2000 display. These references areexpressed in terms of kilowatts, or KW. Figure 9C-8 this reference appears atthe lower right hand portion of the diagram, and is one of the components usedin the development of the TCC Torque Reference, which will be covered later.

It should be noted that Figure 9C-8 shows the signal flow for calculating theTCC Power Reference for Inverter 1. A similar calculation must be made forthe TCC Power Reference for Inverter 2 and the only changes to the signalflow will be to replace the references to Inverter 1 to Inverter 2 and the refer-ences to Inverter 2 to Inverter 1.

The TCC Power References are also calculated whether the locomotive isoperating in power, dynamic brake, or rollback mode (SD80/90MAC only).

At the upper left hand corner of the diagram are two references: power orbrake mode that may be applicable, depending on the operating mode.

If the locomotive is in power and moving in the direction of the reverser han-dle, it will use KW Ref as the overall power reference.

If the locomotive is operating in dynamic brake, then the Dynamic BrakePower Limit will control the overall power reference. This input will changedirectly proportional to the 24T signal from the dynamic brake handle and isviewable on the display as DbPrLm.

On the SD80/90MAC, if the locomotive is operating in “rollback” mode, theoverall power reference will be a function of the grid capacity available. Inrollback mode, as soon as the rotor rpm leads (is greater than) the rpm of therotating magnetic field, it will begin to act as an alternator and generate power.We need to dissipate the power created in rollback mode through the gridsuntil the rotor rpm lags (is less than) the rpm of the rotating magnetic field andthe motors begin to act as motors. (Not applicable to GT46MAC).

One of these three power references, and the power reference for the otherInverter (TCC2 Pwr in this case) will be used in a software algorithm called“Load Sharing Logic.” Load sharing allows one inverter to generate more than50% of total locomotive power if conditions demand it. One example of loadsharing would be in the event an inverter is cut out. On an GT46MAC, theremaining inverter will generate 10% more power (more on an SD90MACwith 2-cylce engines). Another example would be in poor track conditionswhere the leading truck is unable to generate its share of the torque, and thetorque limit of the second truck/ inverter is increased to greater than 50% ofthe locomotive total in order to attempt to put full locomotive power to therails.

The next step in the development of the TCC Power Reference will be to takethe minimum of one of four values. This value is defined as the Pre Grid Cool-ing TCC Power Limit and is not viewable on the EM2000 display.

LOAD CONTROL 9H-11

The first value is the load sharing power limit calculated above.

The second value is a Traction Motor Power Limit and applies only to locomo-tives with electric motor driven TM Blowers. On the SD80/90MAC locomo-tives, if one of the blowers is inoperative, the TCC Power Reference for thattruck will be limit to throttle 1. (Not applicable to GT46MAC).

The third value is a Grid Switching TCC Power Limit that only applies toSD90MAC locomotives equipped with the “H” engine and the 5500 KW gridpackage. The power limit will switch depending on the state of the grid short-ing contactors GS1 and GS2, which shunt out grid resistance above 50 MPHand reduce grid KW capability. (Not applicable to GT46MAC).

The fourth value is the Maximum Inverter Power, which will be indicated byTC Stat = TCCP when in effect. This is a fixed value that represents the maxi-mum power the inverter can control. This input will only control the TCCPower Reference if all three of the other inputs exceed the maximum inverterpower limit.

The software will now take the Pre Grid Cooling TCC Power Limit and com-pare that against Grid Cooling TCC Power Limit, and take the minimum of thetwo values. The Grid Cooling TCC Power Limit currently only applies toSD80/90MAC locomotives with a split alternator MG. This value can limit thegrid power based on the speed of the dynamic brake blower. It is defined as theUnbounded TCC Power Limit. On locomotives without a split alternator MGthe Pre Grid Cooling TCC Power Limit and Unbounded TCC Power Limit willbe equal.

The calculation now moves further to the right on our chart, to the develop-ment of the final TCC Power Reference, which is T1PrLm. This is developedby taking the minimum of the Unbounded TCC Power Limit and the TCCLow Power Adjustment Limit. The TCC Low Power Adjustment Limit is usedto control the rate at which power will be reapplied after a period in which theinverter has reduced the power output to the truck for some reason. The basisfor this input comes from TCC1 Pwr which is a value which is viewable on thedisplay.

The TCC Power Reference T1PrLm is now subject to rate limiting, which pro-vides a smooth buildup of the power reference. This ensures that power isapplied at a rate to reduce the potential for wheel slips/slides due to poor railconditions. At this point, we can also examine the status of the TR Stat, whichwill indicate either KW (Power) or T (Traction) The Rated TCC Power Refer-ence is then used for development of the TCC Torque References. The refer-ence can be viewed on the display and is named T1PrRef. This value isexpressed in terms of KW.

It must be remembered that the same process defined above is being run forInverter 2.


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Figure 9H-7 Load Control - TCC Power Controller.

LOAD CONTROL 9H-13

Figure 9C-8 Traction Power Reference Diagram.


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FINAL VOLTAGE REFERENCE

The following pages will describe the relationship of signals required todevelop Final Voltage Reference.

Figure 9C-10 shows the relationship of signals required to develop a voltagereference called Final Voltage Reference, or LoVolLm, which is viewable onthe EM2000 display. This reference is expressed in terms of volts. Figure 9C-10, this reference appears at the far right hand portion of the diagram.

The control of DC Link voltage is accomplished through development of thisreference. EM2000 will vary main generator excitation to maintain the voltagelevel desired, based on operating mode, throttle position, and speed. If the loaddemands placed on the DC link are excessive, and the main generator is inca-pable of supplying the power demanded, the voltage on the DC link will drop.This will in all likelihood result in DC Link Undervoltage faults. The DC LinkUndervoltage fault will probably be accompanied by a Main Generator FieldOverexcitation fault.

We start with the development of a minimum voltage reference in the upperleft-hand corner of Figure 9C-10. There are four limits which are used todevelop this reference. The actual value will be the minimum value of the fourlimits which are fixed limits resident in the EM2000 software. Each of the lim-its is associated with a specific MG Stat which can be viewed on the display.The four MG Stat limits are listed below.

MAXV - This is the Maximum Voltage Limit that the main generator isallowed to reach under any condition. The value is set to protect the diodes inthe main generator rectifier assembly.

TCCV - The Final TCC Voltage Limit comes from the Traction Motor RPMvs. Voltage Reference graphs shown in the graphs in Section 9G for DC LinkVoltage. The DC Link Voltage Reference will vary with Traction Motor RPMand Throttle Position. In Dynamic Brake this limit is set at a constant value. Ifthe DC Link voltage exceeds this value the main generator will continue to beexcited to this approximate voltage level in an open circuit condition. This isthe result of the main generator rectifiers being reversed biased by the high DCLink voltage.

PRV - The Protection Voltage Limit comes from the EM2000 protection rou-tines. Under various fault conditions the EM2000 will reduce the output volt-age until the fault condition is corrected or under control

GRID - The Grid Drop Out Voltage Limit is used to allow the B contactors tode-energize without having to open under high DC Link voltage levels. It isused to drop out the dynamic brake grids when exiting Rollback operationwhich is only available on SD80/90MAC locomotives. (Not apllicable toGT46MAC).

We now come to another comparison where we take the minimum of the abovelimits and compare them with two other values.

The first value is the limit we have just established, Rated Voltage Reference.

LOAD CONTROL 9H-15

The second value, used in Load Test only, is derived from the Traction PowerReference KW Ref and the Alternator Load Estimate (calculates grid imped-ance).

The output of this calculation is an Equivalent Power Voltage Estimate, whichallows EM2000 to control power by actually controlling voltage and is onlyused in load test.

The third value is the DC Link Voltage reduction, which can be requested byeither Traction Computer. When it is the active control MG Stat = REDV.

The minimum of the three values will be the Minimum Voltage ReferenceMGV Lmt. After subjecting the MGV Lmt to rate limiting, the Final VoltageReference will be calculated and displayed as LoVolLm.


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Figure 9C-9 Load Control - Final Voltage Reference

LOAD CONTROL 9H-17

Figure 9C-10 Final Voltage Reference Diagram


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LOCOMOTIVE TORQUE LIMIT

The following pages will describe the relationship of signals required todevelop Locomotive Torque Limit.

Figure 9C-12 shows the relationship of signals required to develop a torquereference called Locomotive Torque Limit, LoTqLm, which is viewable onthe EM2000 display. This reference is expressed in terms of Newton - Meters(N-M). On Figure 9C-12, this reference appears at the right hand portion ofthe diagram, and will be one of the components used in the development of theTCC Torque Reference, which will be covered after this.

The Locomotive Torque Limit determines the total available locomotivetorque. We start in the upper left hand corner, where we make a determinationwhether or not we will use the stall torque limits, or backup torque limits. Thedecision on which to use is determined by the Radar State Flag, which is view-able on the EM2000 display as RdrStFg. A value of 0 indicates that EM2000has determined the radar is functioning correctly, and EM2000 will use thestall torque limits. A value of 2 indicated the radar is failed, and EM2000 willuse the backup torque limits. Backup torque limits are approximately 70% ofthe stall torque limits.

Refer to the charts in Section 9G following the header “Power”.

One can also determine which set of limits the locomotive is using by lookingat TC Stat. If the locomotive is using stall torque limits, the TC Stat is ST. Ifthe locomotive is using backup torque limits, the TC stat is BAT.

This now brings us to another minimum comparison. The software now has anadditional consideration called the Locomotive Speed Torque Reference, orSscTqLm, which will be active if the locomotive is in speed control mode. Atthis point, we will take the minimum value, and the TC Stat can have threeadditional possible states, ST, BAT, or SCT.

LOAD CONTROL 9H-19

Figure 9C-11 Load Control - Locomotive Torque Reference


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Figure 9C-12 Locomotive Torque Reference Generation Diagram

LOAD CONTROL 9H-21

TCC TORQUE REFERENCE

This chapter will describe the relationship of signals required to develop TCCTorque Limit.

Figure 9C-13 shows the relationship of signals required to develop a powerreference called TCC Torque Reference, T1Tor R (Inverter 1) or T2Tor R(Inverter 2), which is viewable on the EM2000 display. This reference isexpressed in terms of Newton – Meters (N-M). On Figure 9C-13, this refer-ence appears at the right hand portion of the diagram. These references will besent to Traction Computer #1 and Traction Computer #2 via the serial linkbetween EM2000 and the Traction Computers

As was the case with the TCC Power Controller, the same signal flow diagramis used to calculate the TCC Torque References for both Inverters. Figure 9C-13 shows the information used to determine T1Tor R. To calculate T2Tor Rreplace the references to Inverter 1 to Inverter 2 and the references to Inverter2 to Inverter 1.

The TCC Torque References will be calculated whenever the locomotive isoperating in power, or dynamic brake. The number will be positive if in power,and negative if in dynamic brake. It should also be noted that if an inverter iscut-out, its torque reference for that inverter is set to zero.

Three values are used in the calculation of TCC Torque Reference. The first isInverter Torque Reference.

1. Inverter Torque Reference (Limit)

We start the calculation of inverter #1’s torque reference taking the LoTqLmdeveloped earlier (if the locomotive is operating in power or speed controlmode), or the Dynamic Brake Torque Reference DBTqLm. The DynamicBrake Torque Reference is affected by the dynamic brake handle position (24Tvoltage) and the state of the NO IPS input. It should be noted at this point thatreports of light loading in dynamic brake at low speeds can be caused by afalse NO IPS input. If this is the case, instead of flat top brake effort betweenapproximately 24 MPH and 1 MPH, the dynamic brake effort will fall off lin-early between 24 MPH and 0 MPH. This is the same result that will occur on aDC transmission locomotive with no extended range dynamic brakes.


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LOAD SHARING TORQUE LIMIT

The appropriate value is used by load sharing logic, along with the torquefeedback from the other inverter to determine a TCC Load Sharing TorqueLimit.

Load Sharing Torque Limit is then compared against three other values, andthe minimum is taken.

A. Protection TCC Torque Limit

The first is a value for Protection TCC Torque Limit, I1pTqLm. If this is inforce, it can be determined by seeing TC Stat = PRT.

B. Rollback Torque Limit

The second value is the Rollback Torque Limit, which is used if the locomo-tive is starting to roll back before the grids are brought on-line, and is onlyused on locomotive equipped with rollback mode (SD80/90MAC). (Not appli-cable to GT46MAC).

C. Traction Motor Blower Torque Limit

The third value is the Traction Motor Blower Torque Limit. This function isthe same as the TM Blower Power Limit, except here we set the torque refer-ence for the truck with the defective blower to throttle 1. This will only affectlocomotives with a electric motor driven TM blowers. (Not applicable toGT46MAC).

INVERTER TORQUE LIMIT

The minimum of these three values becomes the Inverter Torque Limit whichis not visible on the EM2000 display. Inverter Torque Limit value is then com-pared to two other values.

1. Power Based Torque Limit

The first is the Power Based Torque Limit. This signal is also not visible on thedisplay, but is calculated from the Rated TCC Power Reference T1PrRefdeveloped earlier, the Dual Power Controller TCC Power Feedback DpcPrF1,the Dual Power Controller TCC Torque Feedback DpcTqF1,and T1AvRpm.

2. Torque Feedback

The second value is a signal developed by the DPC TCC Torque FeedbackDpcTqF1. It controls the power TCC Torque Reference when the inverter isunable to generate a reasonable percentage of the torque from the previoustorque reference calculation. A positive offset is added to the feedback valueso that if the torque feedback does not equal the Power Based Torque Limit itwill be ramped up to that limit when conditions permit.

We will now take the minimum of the three values, Inverter Torque Limit,Power Based Torque Limit, and Torque Feedback as the TCC Torque Refer-ence.

LOAD CONTROL 9H-23

Let us look at a typical example on how the locomotive works. If the locomo-tive is going 6 MPH in throttle 8, and conditions are ideal with no limits due tolocomotive problems, the locomotive will be regulating torque to the stalltorque value. As the speed rises to the point on the tractive effort vs. speedcurve where the locomotive become power limited instead of stall torque lim-ited, the locomotive will then regulate on the power available, converted to atorque reference.

This means in normal conditions with no locomotive defects, at low speedsthe TCC Torque References will be generated based on the LocomotiveTorque Reference calculations. As locomotive speed rises the TCC TorqueReferences will be limited by the engine power available. This is similar to aDC locomotive where starting power is limited by the current that flows intothe motors (high torque), but as speed rises the limiting factor in locomotiveperformance becomes the power available from the engine.


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Figure 9C-13 TCC Torque Reference Generation Diagram.

LOAD CONTROL 9H-25

Figure 9C-14 Load Control - TCC Torque Reference


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MAIN GENERATOR FIELD CURRENT REFERENCE

The primary purposes of the Main Generator Field Current Reference are tomaintain Main Generator Field Current at a minimum level in Dynamic Brakeand to set an upper boundary limit to protect main generator and cabling fromdamage.

The following pages will describe how the main generator field current refer-ence performs this function.

Figure 9C-16 shows Main Generator Field Current Reference, or MGFA Rf,which is viewable on the EM2000 display. This reference is expressed in termsof amps. On Figure 2.7.2, this reference appears at the far right hand portion ofthe diagram.

This signal ensures that the field current remains at a minimum value, and setsan upper boundary limit to protect the main generator and associated cabling.The reference is calculated while in power and dynamic brake.

The first thing we need to develop is the MgFldLm or Main Generator CurrentLimit. This is determined by taking the minimum of the following two values.

The first value is determined by Engine RPM. Based on engine RPM, the fieldcurrent will be set from pre-programmed values. There are values for bothshort time ratings and continuous rating, similar to what occurs with tractionmotor current on a DC locomotive. The current can rise to a short time valuefor a period of time until EM2000 decides to reduce to a continuous rating. Nodamage will occur to electrical equipment, as there is a safety factor involved.This allows the locomotive to generate higher levels of main generator fieldcurrent for short periods of time to take care of transient requirements.

The second value is determined from the LoVolLm which was calculated inDCL V TCC Voltage Limit Graph (Refer to Section 9G). This value is used bya main generator voltage controller algorithm to develop the Main GeneratorField Current Desired value, which is viewable as MGFdrDe.

If the locomotive is regulating on either of these values, the MG Stat will dis-play as GX.

This is not a desired mode of operation. If everything is working properly, thelocomotive should be regulating main generator output by controlling the DCLink voltage with the voltage control algorithms, and power applied to therails with the torque control algorithms. If the locomotive is controlling forlong periods of time on the generator field reference, then there is somethingwrong, such as a shorted SCR, an excessive number of failed diodes and fusesin the main generator rectifier banks, or shorted rotor coils.

At the same time EM2000 is calculating a maximum field current limit it isalso calculating a minimum field current limit. A minimum field current isnecessary when the locomotive is operating in dynamic brake and the DC Linkvoltage is over 600 VDC. At this time, the main generator is reverse biased,and not supplying power to the DC Link.

LOAD CONTROL 9H-27

As the locomotive speed drops and the DC Link voltage falls below the mini-mum required for dynamic brake, the main generator must once again supplyto the inverters so they can create the rotating magnetic field in the tractionmotors which allows us to draw considerable power from the motors creatingdynamic brake effort. The maintaining of a minimum field current insures thatthe main generator is ready to supply the required power as soon as the DCLink voltage drops below the minimum require level. When the locomotive iscontrolling main generator excitation on the MgFdIMn the MG Stat will beMFA.

The Main Generator Field Current Limit MGFldLm is compared with theMain Generator Field Current Minimum MgFdIMn, and the maximum of thetwo values is taken.

DEFAULT LIMITS FOR NON-ACTIVE FUNCTIONS

There are “stay out of the way” limits for power, locomotive and invertertorque, main generator output voltage and current, motor current and maingenerator field current.

There are several functions that conditionally provide limits, such as protec-tion and transient functions. When these functions are disabled or are notintended to affect locomotive operation, they need to default to a “stay out ofthe way” limit. This is allowable since the output of the functions that use thisdefault are always inputs to minimizing blocks.

The “stay out of the way” limits are typically at least thirty percent above thenominal throttle 8 limits.

“Stay Out of the Way Limit Actual Value being used

Locomotive Power 6, 000 watts

Locomotive Torque

Inverter Torrque

M.G. Voltage 9999 volts

M.G. Current

Motor Current

M.G. Field Current 999 amps


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STANDARD LOAD CONTROL VARIABLES - MONITOR SYMBOLS AND DISPLAY NAMES

There are certain variables that are used regularly for load control and othertesting. Particularly when using scripts, it is useful to have standard symbolsfor these variables.

Signals generated by load control.

Monitor Symbol Display Name Description(spec ref.)

Transmission Type

power_avail KW Max traction power reference both

load_ration LF% Max load ration both

tcc1pwr_ref PRPRQ inverter 1 power reference AC

torref_1 T1Tor R inverter 1 torque reference AC

torstat_1 inverter 1 torque status AC

tcc2owr_ref inverter 2 power reference AC

torref_2 T2Tor R inverter 2 torque reference AC

torstat_2 inverter 2 torque status AC

vmgdes VDesRef rated voltage reference both

vmglim final voltage reference both

mafa_rf mg field current reference both

LOAD CONTROL 9H-29

Signals NOT generated by load control, but used by it

Monitor Symbol Display Name Description(spec ref.)

Transmission Type

avg_mtr_spd AMtrMPH average motor speed AC

throttle Thr Pos throttle handle position both

eng_throt throttle used for choosing engine speed

both

eng_rpm Eng RPM engine speed based on CA frequency

both

tpu_rpm TPU RPM turbo speed both

volt_throt throttle used for choosing voltage ref-erence

AC

dcl_V DCL V voltage feedback used by controller 7 AC

trac_throt throttle used for choosing loading lev-els

AC

mg_power Kw fbk locomotive power feedback both

enginer EngineR EMDEC engine ratio both

tcc1pwr TCC1 Pwr inverter#1 power feedback AC

torfb_1 T1TorF inverter#1 torrque feedback AC

tcc2pwr TCC2Pwr inverter#2 power feedback AC

torfb_2 T2TorF inverter #2 torrque feedback AC


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Figure 9C-15 Load Control - Main Generator Field Current Reference Diagram

LOAD CONTROL 9H-31

Figure 9C-16 Main Generator Field Current Reference


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SECTION 9I. ADHESIONAdhesion control is a locomotive function that deals with wheel slips. In somecases, zero slip (or minimal slip) is desired; in other cases, higher levels of slipare permitted. Regardless of approach, the “bottom line” of as wheel slip sys-tem is how much the locomotive can pull after wheel slips have been consid-ered. A figure of merit is adhesion, which is the ratio of drawbar force tolocomotive weight. The “dispatchable adhesion” is the overall adhesion ratingof a locomotive. It can be used as a measure of how much a locomotive canpull. Using the dispatchable adhesion rating of a locomotive allows the rail-road to determine how many locomotives will be necessary to pull a specifictrain over a specific section of railroad.

There are three adhesion control systems on the typical AC locomotive. Eachsystem functions independent of the others, but only one system can be in con-trol at anytime. The three adhesions control systems are:

• Controlled-Creep - Radar Dependent,• Back-up Wheel Slip - Non Radar,• Starting (W/S) - Non Radar,

CONTROLLED CREEP

The Controlled-Creep system permits moderate levels of wheel slip which hasthe effect of actually increasing adhesion. Because of this characteristic, Con-trolled-Creep is the primary adhesion control system for the locomotive. Forthe system to function a true ground speed signal (radar) is required. Shouldthis signal be unavailable, the Controlled-Creep system will not work and it isfor this reason that two other adhesion systems exist.

BACK-UP WHEEL SLIP CONTROL SYSTEM

The first of these systems is the back-up wheel slip control system whichresides in the Traction Computer. This system considers parameters such asdN/dt and dN, and corresponds to the “Back-up Wheel Slip” system of the DClocomotive. Note that this system is part of the Traction Computer althoughEMD is responsible for its performance.

STARTING SYSTEM - WHEEL SLIP

The second (non-radar) wheel slip system resides in the Locomotive computerand handles low-speed situations (below ª1.5 MPH) where the radar signal isnot active. This system is known as the “Starting System” since it is used tostart trains from standstill. Since this type of performance is critical to theoverall performance of the locomotive, and because it must transfer smoothlyinto the Controlled-Creep system, it is part of the Locomotive Computer. Italso considers the dN/dt and dN parameters when it is active controlling thelocomotive adhesion. Ironically, the computations are based on wheel speedinformation obtained from the Traction Computers.

ADHESION 9I-1

DEFINITION

• Slip and creep are often used interchangeably.

• Slip is the additional speed that a wheel may have,

• Creep is the slip level divided by the locomotive's speed,

• For example, if the locomotive is moving at 12 MPH and the wheelis turning at 13.2 MPH, then there is 1.2 MPH slip or 10%creep,therefore: 13.2 -12 = 1.2 slip level

There can be several other EM2000 features which can effect wheel slip, andultimately adhesion. The Sand System is the most common of these additionalsystems. It is designed to apply sand between the wheel and rail under condi-tions of poor adhesion. The addition of sand tends to change the characteristicsof wheel slips so that a higher adhesion results.

WHEEL SLIP STATUS VARIABLE

This section on wheel slip is included for your general information. It is notavailable to view/monitor on AC units.

The wheel slip status variable, which has a display name of, “WS Stat”, indi-cates what mode the locomotive adhesion system is operating in. There arefour general modes for both AC and DC locomotives, and one additional modefor DC locomotives. These modes are listed in the table below, along withtheir display or monitor name, an explanation of each, and the numerical valuethat is assigned to each, as would be seen in the EM2000 monitor.

SIGNAL AVAILABILITY

Since the adhesion system modes are simpler on AC locomotives than on DClocomotives, this variable is not available on AC locomotives through the dis-play, or EM2000 monitor.

1.2 X 100 = 10% creep12

9I-2 GT46MAC Locomotive Servive Manual

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Definition Table

CONTROLLED-CREEP SYSTEM - General

Controlled-creep takes place during power, Speed-Control power, dynamicbrake, blended brake, opposite direction brake, and rollback modes as long asall the proper feedback signals are present. Controlled-creep involves comput-ing wheel RPM limit (TxN+dN) signals and sending them to the appropriateinverter controller. The sign (value) of N+dN is positive when the locomotiveis moving in the forward direction and negative when moving in the reversedirection. The magnitude of the N+dN should be greater when operating in“Power” and lower when operating in “Dynamic Brake” (approximately 4%max.).

Controlled-creep reference (limit) signals shall be computed whenever all ofthe following conditions are present when:

4. The locomotive is in the motoring mode or in dynamic brake.

5. A Controlled-Creep Failure is not present (RdrStFg = 0 Radar StateFlag).

A separate controlled-creep reference (limit) signal shall be computed for eachinverter. The reason for this is to optimize performance for each inverter. Fac-tors such as variable creep and recalibration account for different adhesionconditions and wheel diameters, respectively.

A controlled-creep reference (limit) signal is not computed for any inverterthat is cut out and the N+dN for that inverter is set to 3600 RPM, "OUT OFTHE WAY".

Wheel Slip Status Description Display Name

Idle Mode This mode is actiive when the locomotive is not in a loading Mode, i.e. Idle

IDLE

System Starting This mode is actice at low speeds, when there is not a reliable output from the radar. The radar typically active above about 1 MPH. The starting system will normally be active up to 1.5 MPH, and it may be active up to 3 MPH, under high adhesion conditions

1

Controlled This is the creep mode known by most as “Super Series.” This mode is more formally known as, “Controlled Creep” on AC locomotives. In this mode the Radar is used as a ground-ground speed reference, and the traction motor wheel speed reference is controlled to allow the desired level of creep. The speed reference (TxN=dN) is sent to the traction inverters and the inverters reduce the torque output of the tractin motors if the speed reference is exceeded.

2

Backup System The traction inverters monitor the wheel speeds, primarily looking for high accelerations, and reduce the motor torque accordingly. The operation in the backup system is most obvi-ously indicated by the, “N + dN”signals being at 3600.

3

ADHESION 9I-3

A controlled-creep reference (limit) signal is not computed when a Controlled-Creep Failure is present which is signified by RdrStFg = 2. When a failure ispresent the N+dN for any active inverters is set to 3600 RPM.

The Controlled-creep reference (limit) signals shall be set to zero whenevercomputations are not being made and a Controlled-Creep Failure does notexist (i.e.: Throttle - Idle, Reverser - Centered, & Speed - 0).

The controlled-creep reference (TxN+dN) is the primary speed reference givento the Traction Computers during starting and controlled-creep operation(when the radar signal is valid, above 1.5 MPH). In power, the controlled-creep reference permits additional wheel creep. A positive dN applies in thiscase. In dynamic brake, the controlled-creep reference permits a small amountof wheel slide (slower-than true ground speed) which produces a negative dN.Remember, the value of the TxN+dN value (“+” or” -”) is based on the direc-tion of travel of the locomotive, while the sign of dN is positive when the loco-motive is operating in power and negative when the locomotive is operating indynamic brake

One way to understand controlled creep is to examine the dN signal. It is plot-ted versus train speed in absolute terms and as a percentage. In general, thisrelationship changes with locomotive model and actual performance dependsupon the parameters listed in the locomotive characterization data base.

.

Figure 9I-1 Locomotive Speed - “Motor” RPM

Figure 9I-2 Creep Percentages versus Locomotive Speed.


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BASE DN

Base dN provides a nominal level of wheel creep. It also serves as the initialcreep level when wheel creep begins. Operation with this amount of creep issufficient for proper locomotive operation over the entire speed range. Rapiddecelerations have been seen to cause higher levels of slip and increased levelsof torsional vibration. Accordingly, the dN value is reduced based upon theamount of deceleration. A -2.0 RPM/second (» -0.05 MPH/se) low end isincorporated to prevent unloading due to unforeseen problems.

ADDITIONAL dN

During times of poor adhesion, increased levels of creep are often helpful. Oilyrail and other low-adhesion conditions generally have a Friction-Creep curvethat has no distinct peak. In these cases, higher creep levels provide higheradhesions. Hence, the control system is designed to permit significantly higherlevels of wheel creep during times of sustained wheel creep activity. However,the additional creep is only provided at lower train speeds when high adhesionis an issue. Moreover, the maximum amount of creep is made a function of theadhesion. This boundary prevents creep that might lead to torsional vibrations.Also, based upon Friction-Creep research, there is not any useful frictionbeyond this boundary.

CONTROLLED-CREEP REFERENCE

The creep-control system operates in power, Speed-Control power, dynamicbrake, opposite direction brake, and Rollback modes. However, it does notoperate near zero speed because of the lack of an accurate ground speed refer-ence. The Starting System is active during this period. Regardless of whichsystem is controlling locomotive adhesion, they are both sending a Controlled-Creep Reference signal to the inverters. The only difference is the method ofcomputation of the reference.

EM2000 DELTA N (dN) GENERATION

Although wheel creep is expressed as a percentage, the control system worksin absolute quantities. Hence, creep (slip) is expressed as an equivalent speedsignal. To achieve this, the allowable slip is referenced to traction motor speedand appears in units of rpm. The dN value represents the amount of wheel slipthe system will permit. In power, dN is positive and represents the amount ofextra speed that will be permitted. In dynamic brake, dN is negative and repre-sents how much the wheels are permitted to slow down. Minimum and maxi-mum values are imposed for practical considerations.

NOTEAdditional Creep represents the maximum level of wheel creep that the control system will permit. It does not force the wheels to creep at a higher level. Rather, it allows the wheels to creep at higher levels if the wheels have already exhibited creep operation.

ADHESION 9I-5

Figure 9C-3 EM2000 Delta N (dn) Generation Diagram.


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Figure 9C-4 Load Control - EM2000 Delta N (dN) Generator

ADHESION 9I-7

CONTROLLED CREEP & SPEED LIMIT GENERATION

TRACKING dN

The tracking dN signal provides the means for the creep level to changebetween the Base dN value and the Additional dN values. Essentially, this sig-nal is set to be slightly higher than actual wheel speed. Hence, the name track-ing is used. By placing the tracking dN value just above actual wheel speed,the wheels are free to turn faster. Rate limiting is applied to the tracking dNsignal so that the creep reference will not increase suddenly - even if thewheels begins to slip rapidly.

Under a few circumstances, smaller values of wheel creep may be requested(e.g., Lunge Detection and Current Maximizer). To keep the Tracking dN fromworking against these other functions, the tracking dN signal is frozen at itspresent value.

Figure 9I-5 Controlled Creep & Speed Limit Generation Diagram


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Figure 9C-6 Load Control - Controlled Creep & Speed Limit Generator

ADHESION 9I-9

LUNGE DETECTION

This function monitors wheel accelerations since that information is useful indiagnosing several important conditions. One condition is large vibrations (oroscillations) in the motor torque. On a similar note, torsional vibrations exhibitthe same characteristics, just at a higher frequency. Regardless of the cause,the lunge detector keeps track of wheel accelerations and reduces the amountof wheel creep when the accelerations become too large. The primary purposeof the Detector is to keep the wheel speed reference from getting too highbased on adhesion conditions. In water/sand conditions the adhesion levelswill decline if the creep percentage exceeds 3%.

REFERENCE DETERMINATION

The dNTOTAL value is compared against a reference value. If too muchacceleration is present, steps are taken to reduce the creep level. The referenceis defined to be a function of the torque level based upon empirical testing andfield experience. Its value is lower at higher tractive efforts since lunges aremore likely to occur. To accomplish this, a multilinear approach is used calledthe lunge detector, where the parameters are dependent on the power rating ofthe locomotive.

TRACKING INHIBITOR

Since the Lunge detector is attempting to modify locomotive performance byreducing the creep level, it is necessary to reinforce this activity by nullifyingthe function that attempts to increase the creep level. Specifically, the Track-ing dN function should be inhibited (using the Trk_dNJ signal) whenever theATTEN value is less than 1.0.

FINAL dN ADJUSTMENTS

The delta N signal shall be multiplied by the attenuation factor from the Lungedetector to obtain a modified delta N. To prevent excessively small values ofthe modified delta N, the product shall be limited so it does not drop too low.

STARTING WHEEL SLIP SYSTEM

In general, the system is designed to permit small levels of acceleration. Theamount of creep is restricted to be within 10 RPM of the actual wheel speed. Ifwheel accelerations are seen, the creep reference (CrpLimJ) is reduced in orderto obtain a “correction” by the inverter controller. This means when the Start-ing System is active the TxN+dN reference sent to the inverters is a function ofthe motor speed signals sent to the EM2000 by the inverters.


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ACTIVATION (Switch)

The starting system shall be activated when the radar signal is “Not Valid”.This corresponds to near-zero speed when the radar signal is known to be zero.In this situation, a traditional creep system is not possible since there is no trueground speed signal. Hysteresis is required when transferring in and out of thestarting system. When the starting system is active, it determines the creeplimit signal. Otherwise, the normal creep control system provides the creeplimit signal. Remember, only one system can be active at a time.

DETECTION

Wheel accelerations are compared to a reference value. The reference value ischosen to discriminate between normal values and “run away” slip values. It isassumed that when a freight train first starts, there will not be any quick accel-eration. Hence, a relatively low value is used. Each acceleration signal shall becompared with the reference to determine if a wheel slip is present.

In power and rollback modes, motor torque is such to drive the wheels to afaster speed. (In rollback, this includes passing through zero speed). Indynamic braking modes, motor torque tends to slow the wheels down towardszero speed. These tendencies effect the manner in which a wheel slip isdetected.

REFERENCE FILTERING

In the starting system, the CrpLimJ reference is designed to track the feedback.Rate limiting is applied to distinguish between locomotive acceleration andactual wheel slips. Each loop that a dN/dt slip is detected, the CrpLimJ signalis changed by a specified amount. The value is selected to provide rapid reduc-tion of the creep limit. Performance is set to reduce the creep level to zero in0.5 seconds if a slip is present continuously. For loops when there was nodN/dt slip, the CrpLimJ signal is changed by a different amount. The particularvalue is set to provide a gradual increase to the creep limit. To permit rapidaccelerations with a light train, a larger step value is used when the adhesion islow or the throttle position is low.

CONTROLLED-CREEP SPEED SIGNAL

For proper creep control, a true ground speed signal is required. Traditionally,EMD has used a radar transceiver to obtain this signal. However, it does notwork below approximately 1 MPH and is prone to other problems that cause itto be inoperative. Nevertheless, this signal has worked in Super Series controlsystems as long as the weaknesses just cited are also addressed. Two Con-trolled-creep speed signals shall be computed, one for each inverter -Rdr1rpm& Rdr2rpm.

ADHESION 9I-11

TRACTION MOTOR RPM RECALIBRATION

In order to account for wheel diameter variations, recalibration is used toequate a known speed signal to ones that are uncertain. For this process, theradar speed signal (seen note *) is used as the reference and the individualmotor RPM signals are designated as the uncertain variables. Recalibration isdone by the EM2000 and provides two values, one for each inverter - Rdr1rpm& Rdr2rpm. Recalibrated speeds represent the RPM value a particular tractionmotor should be turning under non-slip conditions. This signal is also sent toEM2000 Delta N Generator.

Figure 9I-7 Traction Motor RPM Recalibration Diagram

When to recalibrate

Recalibration factors shall be determined once each day (once each calendarday).

Recalibration factors shall be initialized immediately following a power-upcondition.

Recalibration requires that at least one feedback signal on a truck be func-tional.

The nominal ratio is as follows:

NOTEActually, the fitlered locomotive speed signal is used. However, since reca-libration only takes place when the radar is operational, the radar signal is what gets seclected in the development of the filtered locomotive speed sig-nal.

42.51711 RPM/MPH= (12 in/ft)*(5280ft/mile)*85/16

(42” Dia) * PI * (60min/hour)

* Note: Divide by 1.0609 to convert to metric (RPM/KPH)


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CONDITIONS

The following conditions shall all be true for recalibration to begin and to con-tinue. If recalibration is in progress and one of these conditions becomes false,recalibration shall be stopped and restarted anew at the next opportunity.

The emergency brake and independent air brake are off (wheels not sliding).

No IPS = ON & PCS = ON

The locomotive is in Idle (wheels not slipping).

Op Mode not Power or DB PROP is OK

Filtered locomotive speed signal exceeds 5 MPH and any motor RPM signal3exceeds 5 MPH.

The rate-of-change of motor speed is within a ±0.2 MPH/second window.Only one of the six motor RPM signals needs to be checked.

The above conditions have been present for 5 seconds. This allows the radarspeed signal to stabilize before recalibration occurs.

A radar failure condition is not present.

RdrStFg = 0

PROCESS

Recalibration factors are determined by dividing the recalibrated RPM signal(TxRPMy) by the filtered locomotive speed signal4 (LocoMPH) converted tomotor RPM.

Note: x = Inverter/Truck # & y = Axle of Truck #

The final recalibration factors shall be computed as the average of eight recali-bration factors collected one per consecutive second.

Once these samples have been averaged, the existing recalibration factors shallbe updated.

A seperate recalibration factor shall be computed for each motor and the high-est TxRPMy/LocoMPH value for each truck becomes the values - RCal R1 &RCal R2.

NOTERecalibration shall occur even if an inverter is cutout (as long as a valid RPM signal is available)

ADHESION 9I-13

DEFAULT VALUE

Recalibration values shall not change due to a system reset or a power-up.They shall return to their previous value.

If any initial recalibration value falls outside the range of RCALMX (largestwheel diameter plus 5%) to RCALMN (condemning value less 5%), it shall beset to a default value of RCALDF. This situation may occur upon the very firstpower-up or when the memory module is replaced.

CONTROLLED-CREEP FAILURE

The controlled-creep failure status shall determine when controlled-creepshould be turned off and replaced by the wheel slip system within the invertercontrollers. The philosophy is that if the feedback signals are good, then con-trolled-creep should operate without problems. Hence, the feedback signalswill be checked. For AC locomotives, the only signal requiring fault detectionis the radar signal.

WHEEL SLIP LIGHT

The wheel slip light is used to signal the engineer (driver) when a severe wheelslip is present.

The wheel slip light shall not be used to indicate wheel slippage when the loco-motive is operating with controlled-creep (CrpLim). Conversely, the wheelslip light shall be operational when the radar signal has failed (Back-up WheelSlip System). This is indicated by RdrStFg = 2 and by the TxN+dN valuesbeing set to 3600 RPM.

PROCESS

A. In power and while in the “back-up” system, a wheel slip light sig-nal shall be provided when the speed of the fastest motor exceedsthe speed of the slowest motor by 50%.

B. In dynamic or blended brake and while in the back-up system, awheel slip light signal shall be provided when the speed of the slow-est motor drops below 50% of the highest motor speed signal.

C. Once a wheel slip light signal is provided, it shall continue for atleast one second.

NOTEOther functions that drive the wheel slip light (wheel overspeed, slipped pinion, locked wheel, etc. shall continue to function and are not influ-enced by the Adhesion systems.


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SAND CONTROL LOGIC

The sanding logic in this writeup only applies to the automatic sand controllogic. The inputs from the lead truck sand switch and the manual sand switchwill always override any automatic logic.

• The automatic sand request is based on a number of signals:

• The truck power feedbacks, tcc1PWR and TCC2PWR.

• The locomotive power reference, KW Ref.

• The torque feedback from the inverters, T1Tor F and T2Tor F.

• The torque references, T1Tor R and T2Tor R.

• The TxRPMy corrected RPM signals from the inverters.

Automatic sand requests are based on a per inverter/truck basis. Thus, if onetruck is slipping and having adhesion problems, a sand request can be made forthat truck alone. Thus, if the other truck is not having adhesion problems, sandwill not be requested and wasted. The automatic sand requests are indicated bySAND-1 and SAND-2.

The automatic sand request for each truck will be based on a number of fac-tors. We look to see if the truck power is lower then a certain percentage of thepower reference, if torque feedback is lower then a certain percentage of thetorque reference, and the throttle position is greater than throttle 3. If all threeconditions are met, AND the wheel rpm signals have spent some time at orabove the TxN+dN reference, then an automatic sand request is made. Thesand will be applied for a minimum of 2 seconds initially.

If while the automatic sand request is on:

• the power feedback goes above a percentage of the power reference,or,

• the torque feedback goes above a certain percentage of the torquereference, or,

• the throttle is reduced to throttle 3 or below,or,

• the wheel speed feedbacks have not been at or above the TxN+dNreference within the past few seconds, the automatic sand requestwill be turned off.

This is very possible because as sand hits the rail, the adhesion conditions willusually improve and thus sand will no longer be needed. However, under someadhesion conditions as soon as the sand is removed the adhesion will onceagain deteriorate rapidly and the request to apply sand will once again bemade. This will result in choppy locomotive operation to the detriment of trainhandling. To rectify this situation we monitor the timing of the automatic sandrequests and will adjust the minimum time the sanders must remain on once anautomatic sand request has been made. This minimum is initially 2 seconds.

ADHESION 9I-15

Every time an automatic sand request is made, the EM2000 will enforce a min-imum on time for the sanding magnet valves. If the automatic sand request isrepeated within one minute, then the minimum sand time is increased by 20seconds. During that 20 seconds, the sanding magnet valves are held onregardless of the state of the automatic sand request (SAND-1/SAND-2). If theminimum hold time expires and the automatic sand request turns back onwithin a few seconds, another 20 seconds will be added to the minimum sandtime. The minimum sand time can be increased up to a maximum of 60 sec-onds. When the automatic sand request turns off and there are no additionalautomatic sand request, the minimum hold time will slowly decay over aminute or two. After that period of time, the minimum sand hold time of 2 sec-onds will then be enforced.


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SECTION 10. LOAD TEST AND HORSEPOWER EVALUATION

INTRODUCTIONThis section describes how to load test the locomotive and provides the calcu-lated horsepower developed during load testing. The calculated load test horse-power data is useful for evaluating engine performance and auxiliary equipmentload on the engine. It can be used to verify normal loading, or to detect improperloading, which can be caused by wear or by various malfunctions.

This section includes:

• Circuit Description

• Circuit Control Description

• Procedures

• Evaluation Information

• Service Data

DESCRIPTION

Load testing checks diesel engine and main generator power without operatingthe traction motors.

To perform a load test, the throttle handle is advanced while main generatorpower is applied across high-wattage grids of known resistance. This electricalload on the main generator mechanically loads the diesel engine. The followingexpression describes the electrical-to-mechanical loading ratio.

700 Watts(generator) = 1 Horsepower (engine)

The GT46MAC locomotive is equipped for self-load testing: its control systemcan connect the dynamic brake grids, through brake contactors B1, B2, B3, andB4, across the main generator.

Note: The term “load test” replaces “self-load test” in the balance of thisdescription.

Load testing is done only at locomotive standstill. The tester uses the EM2000locomotive computer to perform the test. (Instructions for load testing andinterpreting results appear later in the section.)

Figure 10-1, page 10-2, illustrates the load test circuit, set up for testing. (B1, B2,B3, and B4 are picked up in the illustration.) Notice that in load testing, as indynamic braking, the grids are connected to form two parallel circuits. The maingenerator halves are connected in series across the paralleled grid circuits in loadtest operation.

For regulating load test operation, the computer uses current feedback signalsfrom the grid current sensors (IB1 and IB2) and from the DC Link voltage sensor(VDCL).

NOTE The load testing procedures provided in this section are NOT intended for evaluating fuel consumption. (Refer to A.A.R. Standard S-505 for fuel consumption evaluation.)

LOAD TEST AND HORSEPOWER EVALUATION 10-1

The locomotive computer sets up and controls load test operations. To performthe test, the tester communicates with the EM2000 locomotive computer usingthe display screen.

First, the tester makes sure that all conditions specified on the computer screenare met. The tester then operates the throttle handle to load the main generatorand diesel engine. The locomotive computer controls main generator loadingduring the test. The tester uses the EM2000 display panel screen and keys(pushbuttons) to monitor locomotive performance during the test.

If a fault occur during the test, the locomotive computer records them in Archivememory. If appropriate, fault occurrences interrupt the load test. Detailed loadtest instructions appear later in this section.

Figure 10-1. Load Test Circuit (Self-Load Test) (Simplified Schematic)

B1,B2,B3,B4 PICKUP & DROPOUT

Before the locomotive computer picks up brake contactors B1,B2,B3, and B4, all following conditions must be met: • Load test request from EM2000 display.• DCL switchgear drops out• Reverser handle centered• Throttle handle in IDLE

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B contactors drop out, ending load testing, when any of following conditionsoccur:

• Operator requesting end of load test (via EM2000 display panel)• DCL switchgear picks up• No main generator load for more than five seconds

If the locomotive computer drops out the B contactors because of either of thelast two items, the computer locks out load testing and causes the NO LOAD TEST- GENERATOR OPEN CIRCUIT message to appear on the computer display untilthe throttle is returned to idle (regardless of MGV or MGA changes).

The locomotive computer drops out the GFC contactor before it drops out the Bcontactors, enabling main generator/grid current to drop to a safe value beforethe B contactors open.

In addition to computer logic operation (described above), DCL and B contactorinterlock contacts are connected in the control circuit to ensure proper and safeoperation of the load test contactors.

LOAD TEST 1

For Load Test 1 operation, the locomotive computer regulates main generatorpower at the same kilowatt levels as those used for motoring.

In self-load testing, the locomotive computer need only perform KW regulation,not voltage or current regulation, because grid resistance is applied across thegenerator in two parallel circuits (shown in Figure 10-1), and generator output isnot close to either the voltage limit or the current limit.

When checking a “good” engine at throttle 8 in Load Test 1 under nominaloperating conditions, the main generator will provide full rated traction powerand EM2000 sets the fuel injectors through the Woodward Governor at a pointless than the full setting. (Tables and charts later in this section explain nominaloperating conditions.)

If engine cannot produce full power in Load Test 1 throttle 8. (Fuel racks toMAX. fuel position). The governor drives the load regulator towards minimumexcitation. EM2000 responds by an excitation current decrease to match theengine capability. The LR (Load Regulator) signal is displayed as a percentage.

LOAD TEST 2

Load Test 2 is used to verify the diesel engine capability; it also can be used toverify engine Governor injector system operation and load regulator operation.

Load Test 2 operation is the same as Load Test 1 operation, except as follows.

In Load Test 2 operation, the locomotive computer raises the initial KWregulation limits for each throttle position 13% higher than they are in motoringand Load Test 1. The higher initial KW limits enable the diesel engine Governorto take over control of engine loading.


When testing a “good” engine that produced full power in Load Test 1, LoadTest 2 throttle 8 should cause the Govenor to move the fuel injectors to the fullpower setting and set the load regulator function to approximately 90 %.Displayed horsepower should be noticeably greater than it was in Load Test 1.

If there are engine problems, and the engine does not produce the expected levelof power in Load Test 1, EM2000 adjusts the load regulator functionaccordingly. Switching to Load Test 2 then causes the engine to produce thesame amount of horsepower as it does in Load Test 1, because EM2000 balancesthe electrical load with the injectors at full-fuel setting. EM2000 adjusts the loadregulator function to approximately 13% lower than it should be in Load Test 1.

GENERATOR CIRCUIT RESISTANCE PROTECTION

In load test, a locomotive computer routine protects the main generator againstoverloading caused by improper load resistance and against open-circuiting themain generator. If the routine detects any of these improper conditions, thecomputer locks out load testing and displays the appropriate message of thefollowing group:

• NO LOAD TEST - GRID LOAD RESISTANCE TOO LOW• NO LOAD TEST - GRID LOAD RESISTANCE TOO HIGH• NO LOAD TEST - GENERATOR OPEN CIRCUIT

If the computer displays a message from the list above, and the problem is thencorrected, the fault can be reset on the computer display panel to re-enable loadtesting.

NOTELoad Test 2 operation is allowed for 5 minutes maximum. After the time delay has expired, EM2000 automatically switches back to Load Test 1 The computer inhibits a repeat of Load Test 2 for about a 30 minute period.


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LOAD TEST PROCEDURES

Load test procedures follow this introduction: first the Short Load Test Procedure, starting below, then Standard Load Test Procedures, starting on page page 10-8.

Use the Short Load Test Procedure for purposes such as: • Checking traction horsepower during scheduled inspections• Systems checking, during preventive maintenance• Troubleshooting

Use the Standard Load Test Procedures for purposes such as: • Investigating unexpected short load test results• Checking the engine after it has been overhauled

SHORT LOAD TEST PROCEDURE

To prepare for a short load test, be sure that all following conditions are met: • Throttle handle in IDLE position.• Unit NOT MOVING• Reverser CENTERED• Isolation switch in RUN• Generator Field switch UP• Engine Run switch DOWN on all units in consist, or

M.U. cables disconnected on adjacent units• Ground Relay NOT CUT OUT• Engine RUNNING• PCS CLOSED• Air Brakes APPLIED• Active D.B. Grid Lockout Faults: NONE • Black Panel Area Breakers ALL ON

(No. 1 Electrical Control Cabinet)

After above preparations, proceed as follows:

1. Select Self Tests from page 1 of Main Menu screen (next), on computerdisplay panel. (Move cursors to Self Tests with arrow keys, then press F3 function key.)

2. Select Self Load from Self Test Menu screen (next).


3. Entry Conditions screen (next) appears.

A. Press CONTINUE function key (F1) under Entry Conditions screen.

B. If all conditions listed immediately above Step 1 of this procedure aremet, the Self Load Test Default screen appears. Skip to Step 4,page 10-6.

C. If any of the conditions listed before Step 1 of this procedure are notmet, the next screen appears, indicating improper load test setup.

D. Correct improper condition(s) or End Test. As each improper conditionis corrected, the next one appears on the screen.

E. When no more improper conditions exist, Self Test Menu screen returnsautomatically.

F. Select SELF LOAD from the Self Test Menu screen, then when Entry Con-ditions screen appears, press CONTINUE function key, which causes theSelf Load Test Default screen, next, to appear.

4. Press METERS key (F2) under Self Load Test Default screen (above). Self Load Test Meter Menu screen (next) appears.

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5. Select Cooling system from Self Load Test Meter Menu screen (above).Self Load Test Cooling System Default screen (next) appears.

6. Check engine coolant water temperature indication on above screen: ETP1 F and ETP2 F readings indicate water temperature. If water does not reach 48.9°C (120°) at idle, throttle may be advanced to notch 2, but not beyond, until coolant does reach 48.9°C (120°F).

7. Press METERS key (F2) on Self Load Test Cooling System Default screen to return display to Self Load Test Meter Menu screen (precedes Step 5).

8. Select Load Test. Self Load Test Default screen appears. (This screen is illustrated above Step 4.)

9. Advance throttle handle and observe HrsePwr and LR %Max indications on screen.

If conditions are nominal, throttle 8 readings should settle at:

• 4000 CV (3939hp)

• LR Function %Max. 100

Tables and charts appearing later in this section describe nominal conditions.Other-than-nominal conditions, such as high altitude, may cause lowerhorsepower and load regulator indications.

10. Switch to Load Test 2 (power reference is increased by 13%) by pressing F1 key, then record HrsePwr after loading has increased to a steady reading.

As soon as Load Test 2 is entered, phrase on screen above F1 key changesfrom LT 2 to LT 1.

By pressing F1 key, you can switch back to Load Test 1 operation wheneveryou choose. You can switch back to Load Test 2 whenever you need to, bypressing F1 again.

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CAUTION Do not load engine beyond notch 2 until engine coolant water temperaturereaches at least 48.9°C (120°F).


11. End load testing by returning throttle handle to IDLE. Display returns to Self Test menu screen.

STANDARD LOAD TEST PROCEDURES

The setup for standard load testing depends on the purpose of the test.

As used here, the phrase “routine load test” means a standard load test in which both of the following conditions are true: • Unit has self-loading capability.• Computer-displayed MG voltage and grid current accuracy not in question.

Follow procedures under “Preparation for Standard Load Test,” page 10-8 and then proceed directly to “LOADING PROCEDURE,” page 10-13.

Preparation for Standard Load Test

1. Stop diesel engine and remove starting fuse.

2. Make sure fuel tank contains sufficient fuel for load testing. EMD recommends tank be full, or nearly full, to minimize fuel temperature rise during test.

3. Inspect engine air box. Check condition of piston rings and cylinder walls.

4. Inspect generator airbox. Replace blown fuses and/or shorted diodes.

5. Suspend thermometer at radiator air inlet grill (gets ambient temperature).6. Remove larger of two pipe plugs on end of engine-mounted fuel filter

assembly body. Install dial thermometer there to read fuel oil temperature.

7. Thermometer well is located in right bank water pump discharge elbow. Fill well with oil, and place glass thermometer in well to measure engine coolant water temperature.

8. In lube oil strainer housing, suspend caged thermometer below oil surface to measure oil inlet temperature.

9. Make sure air compressor will not engage by locking out manually MV-CC.

10. Be sure handbrake is set.

Note: Air brake may also be applied, if desired, for extra security.However, remember that compressor will not pump air because MV-CC is locked out.

11. Perform engine prestart inspections, then start engine, as instructed inSection 1 of this manual (“Engine Starting and Stopping”).

NOTELoad Test 2 operation is allowed for 5 minutes maximum. After the time delay has expired, EM2000 automatically switches back to Load Test 1 The computer inhibits a repeat of Load Test 2 for about a 30 minute period.


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12. Make sure that all following conditions are met:

• Engine oil pressure is SATISFACTORY.• There are NO FUEL, OIL, OR WATER LEAKS.• Throttle in IDLE position.• Unit NOT MOVING• Reverser CENTERED• Isolation switch in RUN• Generator Field switch UP• Engine Run switch DOWN on all units in consist

or M.U. cables disconnected on adjacent units

• Ground Relay NOT CUT OUT• PCR Relay ON• Air Brakes APPLIED• NO Active D.B. Grid Lockout Faults• Black Panel Area Breakers ALL ON


13. Main Menu screen (next) appears on locomotive computer display. Select Self Tests. (Move cursor to Self Tests with arrow keys, then press F3 function key.)

14. Select Cooling Fans from Self Test Menu screen (next).

15. All following conditions must be met to enable cooling fan test:

• Engine running.• Isolation switch in ISOLATE.• Engine temperature in 48.9°C to 87.8°C (120-to-190°F) range.• At least one engine temperature probe operating.• Cold engine idle speed-up function not active.• Reverser handle centered.

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Unit not moving.

16. Select Test all fans from Cooling Fans Test Menu screen (next).

17. A screen listing some previous requirements for cooling fan testing appearsafter Test all fans is selected. Press CONTINUE key (F1).

18. If any condition is incorrect for running the fans test, a screen will appearstating what is wrong. Correct the problem(s) or END TEST.

19. If all previously listed conditions for cooling fans test are met, Cooling FanTest Ready screen (next) appears.

Note: One person should observe radiator fans while another continues the test.

20. Press START function key (F1) under Cooling Fan Test Ready screen. FanFunction screen (next) appears and test starts.

Definitions for symbols on above screen:

> Pick Up Contactor Computer Output

< Contactor Picked Up Feedback to Computer

aaaa HALF, FULL, or OFF (Fan Speed)

xxx OFF or ON

nn Test number (00 through 06)

START pressed, 1 minute pause, then (20 sec. pause between tests):

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Test 0 - Run fan 1 at slow speed.

Test 1 - Run fan 2 at slow speed.

Test 3 - Change fan 1 to fast speed.

Test 4 - Change fan 2 to fast speed.

Test 6 - All fans off.

Test sequence can be stopped at any time by pressing END TEST key (F4)under screen.

If any radiator fan contactor fails to pick up or drop out, test continues untilall fans are tested, then failure message(s) appear(s) on screen.

If no radiator fan contactor failures occur during test, message says so at endof Cooling Fans test.

21. Press END TEST key (F4), which brings back Cooling Fan Test Menu screen.

22. Press EXIT key (F4), which brings back Self Test Menu screen.

23. Make sure that all following conditions are met:

• Throttle handle in IDLE position.• Unit NOT MOVING• Reverser Handle CENTERED• Isolation Switch in RUN• Generator Field Switch UP• Engine Run Switch DOWN on all units in consist,

or M.U. cables disconnected on adjacent units

• Ground Relay NOT CUT OUT• Engine RUNNING• PCS CLOSED• Air Brakes APPLIED• NO ACTIVE D.B. Grid Lockout Faults• Black Panel Area Breakers (Except Accessories) ALL ON


24. Select Self Load from Self Test Menu screen (next).

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25. Entry Conditions screen (next) appears.

A. Press CONTINUE function key (F1) under Entry Conditions screen.

B. If all conditions listed in Step 23 are met, the Self Load Test Default

screen appears. Skip to Step 26.

C. If any of the conditions listed in Step 23 are not met, the nextscreen appears, indicating improper load test setup.

D. Correct improper condition(s) or End Test. As each improper con-dition is corrected, the next one appears on the screen.

E. When no more improper conditions exist, Self Test Menu screenreturns automatically.

F. Select SELF LOAD from the Self Test Menu screen, then when Entry

Conditions screen appears, press CONTINUE function key, whichcauses the Self Load Test Default screen, next, to appear.

26. Press METERS key (F2) under Self Load Test Default screen (above). Self Load Test Meter Menu screen (next) appears.

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27. Select Cooling system from Self Load Test Meter Menu screen (above). Self Load Test Cooling System Default screen (next) appears.

28. Check engine coolant water temperature indication on above screen:ETP1 F and ETP2 F readings indicate water temperature.

If water does not reach 48.9°C (120°F) at idle, throttle may be advanced to notch 2, but not beyond, until coolant does reach 120°F.

29. Press METERS key (F2) on Self Load Test Cooling System Default screen to return display to Self Load Test Meter Menu screen (precedes Step 27).

30. Select Load Test. Self Load Test Default Meters screen appears. (This screen is illustrated above Step 26.)

LOADING PROCEDURE

Complete “Preparation” procedure for standard load testing then proceed with load test as follows:

Note: All doors to inertial filter air compartments should be closed during load testing.

1. Self Load Test Meter Menu screen (next) should be on computer display.

2. Select Load Test when above screen is displayed. Self Load Test Default Meters screen (next) will appear.

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CAUTION Do NOT load engine beyond notch 2 until engine coolant water tem-perature reaches at least 48.9°C (120°F).

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3. Advance throttle to notch 1 or 2, which starts main generator loading. Check for following:

A. Main generator provides output. (Output should register on com-puter display for self load test, or on test meters for external loadtest.)

B. Dynamic brake (or load box) cooling blower operates.

4. Provided that engine coolant temperature is 48.9°C (120°F) or higher, advance throttle one step at a time to notch 8.

5. Close all engineroom doors, and continue test at full throttle until engine temperature and engine cooling system operation are stabilized, as described in next step. (Ordinarily, this takes about half an hour when only checking horsepower. When checking oil cooler performance, however, it takes longer - usually an hour.)

6. Check lube oil and water temperatures periodically, until both remain unchanged throughout a 15 minute period.

Note: Opening engineroom doors to read temperatures may affect stability of conditions. Allow time for them to stabilize before taking next reading.

7. Record indicated engine horsepower into main generator (ENGShHp on screen), and also record fuel oil temperature, air temperature at radiator air inlet grill, and radiator cooling fan operating status (number of fans running, and running speeds: half, full, or off).

Note: Record main generator voltage and current indicated on meters (instead of recording “HrsePwr” from computer display).

8. Switch to Load Test 2 (power reference is increased by 13%) by pressing F1 key, then record HrsePwr after loading reaches a steady level.

As soon as Load Test 2 is entered, LT 2 appearing on screen above F1 keychanges to LT 1.

By pressing F1 key, you can switch back to Load Test 1 operation wheneveryou choose. You can switch back to Load Test 2, if you need to, by pressingF1 again.

9. To end loading, return throttle to IDLE position. Self Test Menu screen appears.

10. Stop engine. Leave COMPUTER CONTROL and TURBO breakers closed (up) so that turbo lube pump operation is still enabled.

11. If special setup was used to prepare for load test, restore normal locomotive electrical system connections after lube pump has timed out. Disconnect meters that were connected for load test.


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CALCULATING HORSEPOWER & EVALUATING RESULTS

“Diesel engine brake horsepower” (BHP) means total observable diesel engine power. To calculate BHP, sum main generator horsepower with auxiliary horsepower, then adjust the sum to compensate for variations from A.A.R. standard load test conditions. (These standard conditions are listed in “SERVICE DATA” at the end of this section.) Use the following procedure to calculate the brake horsepower value:

12. Calculate auxiliary horsepower, AUXHP. AUXHP is the mechanical load imposed on the diesel engine by the auxiliary equipment listed in Table 10-1, page 10-16.

To calculate AUXHP, sum the appropriate horsepower levels from the table, taking into account operating status of equipment during load test. For cool-ing fans, make sure to consider the quantity of fans operating, and their speeds.

13. Calculate BHP adjusted to A.A.R. standard load test conditions by using the following formula:

(Step 1: HrsePwr or MGHP) + (Step 2: AUXHP)BHP = ____________________________________________

(A×B×C×D)

“(A×B×C×D)” denotes factors that adjust BHP value to standard A.A.R. load test conditions. Factor A corrects for air temperature; B, for altitude (air density) C, for fuel density D, for fuel temperature. Use “CORRECTION FACTOR CHARTS” in “SERVICE DATA,” at end of section, to determine factor values. Factors are expressed as “Percent Actual Horsepower” on charts. Convert percentage from chart to equivalent decimal number for use in BHP calculation. (Example: “101.5%” converts to “1.015” factor.)

If calculated Load Test 1 and Load Test 2 BHP values are NOT close to cor-responding nominal BHP values listed in Table , page 10-18, check thefollowing, and correct as necessary:

• Proper auxiliary equipment operation;

• Governor settings;

• Valve timing;

• Injector timing;

• Bypass fuel sight glass (should remain empty);

• Air filter cleanliness (check pressure drops);

• Turbo screen cleanliness;

• Condition of power assemblies;

• Control system operation, including computer.

Barometric compensation and/ or turbocharger speed limiting functions of computer program may cause BHP to be lower than nominal, particularly when operating at altitudes higher than 5000 feet above sea level.


AUXILIARY EQUIPMENT LOAD ON DIESEL ENGINE

The following table lists the diesel engine power required to operate accessory equipment:

Table 10-1.

Auxiliary Equipment Load (HP)

Auxiliary Generator, All Accessories Off: 10.0

Radiator Cooling Fans (8 Blade), Slow Speed: 12.0/Fan

Radiator Cooling Fans (8 Blade), Fast Speed: 75.4/Fan

Inertial Filter Blower 7.2

TCC Blowers 10/each

TCC Electronic Blower 9.3

Traction Motor Blower::

Shutters 1/2 open 40.0

Shutters open 113.0

Air Compressor, WLNA9BB, Unloaded: 16.5

Air Compressor, WLNA9BB, Loaded: 54.4

Notes:

1. Horsepower ratings in table are based on 904 RPM engine speed, CA6B companion alternator and A.A.R. standard conditions for load testing, described in Table Table on page 19

2. “Load Test 1 - Throttle 8 Nominal Engine BHP” rating listed in Table , page 10-18,presumes that above locomotive auxiliary equipment will be operating as described in Note 1of that table.


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SERVICE DATA - LOAD TEST

REFERENCES

710G3B Engine Maintenance Manual

Lube Oil Cooler Test Procedure - in Section 3, Lubricating Oil System

PARTS AND EQUIPMENT

RECOMMENDED CABLING FOR LOAD TEST DUTY

Description Part No.

5000 Ampere, 50 Millivolt, 0.5% Meter Shunt 9322324

Spacers (8 required with 9322324 meter shunt) 9331267

Volt-Millivolt-Millimeter 8218499

1100/ 24 Cable (444,400 Circular Mills) Flaxen(cross-linked polyolefin), Specify Length

9086205

Terminal Lugs for 1100/ 24 Cable 8118062

1325/ 24 Cable (535,000 Circular Mills) EthylenePropylene Diene with Hypalon Jacket, Specify Length

8421212

Terminal Lugs for 1325/ 24 Cable 8160274

MaximumCurrent

Cable Size(Stranding)

MaximumCurrent

Cable Size(Stranding)

660 Amps 550/ 24 1190 Amps 1325/ 24

810 Amps 775/ 24 1370 Amps 1600/ 24

1020 Amps 1100/ 24 1520 Amps 1925/ 24


THERMOMETERS REQUIRED:

• Dial indicating thermometer, 17.8-65.5°C (0°-l50°F), equipped with 1/4" N.P.T. threaded stud.

• Glass thermometer, 17.8-65.5°C (0°-l50°F).• Glass thermometer, 37.8-121°C (l00°-250°F), bulb 1/4'' maximum

diameter.• Caged Glass thermometer, 37.8-121°C (l00°-250°F).

LOAD TEST SPECIFICATIONS

1. Normally, in Load Test 1/ Throttle 8, EM2000, regulates engine THP. (Load regulator function stays at 100%.) This occurs because main generator load on engine plus auxiliary equipment load on engine totals less than maximum allowed by Governor setting. (Computer-regulated Load Test 1/ Throttle 8 main generator output power level is 2828 kW±1%.)

When main generator output is 2828 kW±1%, main generator load onengine is 4000CV (3939Hp) HP±1%.

The sum of main generator and auxiliary equipment loading on the engine inLoad Test 1, adjusted to A.A.R. standard conditions, should be nominally =or > than 4075Hp main generator load plus auxiliary equipment load (SeeNote 3.)

In Load Test 1, diesel engine operates at constant horsepower, and rack posi-tion varies with test site conditions. Thus, Load Test 1 rack position is notspecified in table.

2. In Load Test 2, engine BHP is regulated by load regulator function because locomotive computer Load Test 2 limit for main generator output is 3115 kW ±1%, well above level that EM2000 system allows during normal operating conditions.

3. In Load Test 2, engine operates at constant rack (should be.82), and observed non-adjusted engine BHP varies with test site conditions. Adjusted Load Test 2 engine BHP value should be nominally = or > than 4075Hp. Load regulator function should be at approximately 90%.

Load Test 1,Throttle 8

Load Test 2,Throttle 8

Basic Governor Rack Position:

(Notes 1,4) 0.82 In. (Notes 2,4)

Engine Speed: 904 ±4 RPM 904 ±4 RPM

Nominal Engine BHP: = or > than 4075Hp

Notes for table follow, below:


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4. If load testing at elevation higher than 5000 feet above sea level, computer may act to reduce engine output to level lower than nominal BHP value specified in table. Under these conditions, locomotive computer turbo speed limit routine and/ or barometric compensation routine may limit main generator output to level lower than listed in Note 1 or Note 2.

A.A.R. STANDARD CONDITIONS FOR LOAD TESTING

Figure 10-2.Typical Load Test 1 Result.

Figure 10-3.Typical Load Test 2 Results.

Condition Value

Ambient Engine Air Inlet Temperature 15.5°C (60°F)

Barometer Reading (NOT Corrected to Sea Level) 28.86 In. Hg.

Fuel Oil Specific Gravity at 15.5°C (60°F) 0.845

Fuel Temperature 15.5°C (60°F)

Note:

Correction Factor Charts, next page, are used to adjust the sum of observed generatorhorsepower plus auxiliary horsepowerto A.A.R. standard load test conditions for calculating engine BHP.

Load Test

Thr Pos EngShHPMG ABar Prs

839381060

28

Eng RPMTPU RPMMG VTM AirF

90318.0

259679

LR %MaxKW RefKW FbkMGfld A

10027552751

93

LT 2 time 5:00

Load Test

Thr Pos EngShHPMG ABar Prs

841751091

28

Eng RPMTPU RPMMG VTM AirF

90318.6

267879

LR %MaxKW RefKW FbkMGfld A

9429282923105

LT 2 time 4:49


CORRECTION FACTOR CHARTS FOR EMD MODEL 16-710G3B ENGINES

The charts below are provided for the purpose of correcting observed Model 16-710G3B engine load test horsepower levels for A.A.R. standard conditions.

Figure 10-4. Model 16-710G3B Engine Load Test Correction Factor Charts

LT31070


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SECTION 11. HIGH POTENTIAL TESTING Locomotive electrical circuits and equipment are sufficiently insulated to with-stand potentials far in excess of those experienced in normal operation. Thisinsulation dielectric strength should, however, be periodically checked to verifythat this margin of safety remains in existence. High potential tests provide themeans for making this check.

During high potential testing, wiring and equipment are subject to higher thannormal voltages. These potentials are applied for specified periods of time. Forthe circuit to qualify, there must be no breakdown of insulation to ground. Thedielectric strength of the insulation is then considered satisfactory. On the otherhand, a breakdown to ground indicates the need for improved insulation on thecircuit or device tested.

TEST EQUIPMENT

It is very important to use a reliable high potential testing machine. The machineshould be in verified good condition so that adequate tests can be made safely,without unnecessarily overstressing insulation during testing.

The machine to be used for high potential testing should have the followingcharacteristics:

• Wave Form

The voltages specified for high potential testing are root-mean-square volt-ages, and the wave form should have a limit of 5% third harmonic. This lim-itation fixes the peak voltage for any RMS voltage. The wave form may beinfluenced by the capacity of the testing apparatus relative to the size of theequipment being tested.

• Surges

The means employed to change voltage on the primary must be such thatharmful surges do NOT occur.

• Regulation

The secondary voltage drop should NOT exceed 20% under actual test con-ditions.

SAFETY PRECAUTIONS

• Make certain that equipment and circuits meet the qualifications described inINSULATION RESISTANCE TEST on page 11-7 following before per-forming high potential tests.

WARNING MAKE CERTAIN THAT ALL SAFETY PRECAUTIONS THAT ARE UNIQUETO THIS LOCOMOTIVE ARE FOLLOWED--Refer to SAFETY PRECAU-TIONS FOR GT46MAC LOCOMOTIVE in Appendix C.

HIGH POTENTIAL TESTING 11-1

• Whenever possible, high potential tests should be performed by one man.All others should be kept off the locomotive and away from the test area.

• A thorough knowledge of the circuits, equipment, and procedures involvedis essential. Extreme care should be taken to make certain that tests are prop-erly made.

• To prevent dangerous overvoltage surges, test electrodes must be firmlyconnected to the circuit or item before the voltage is applied. Similarly, thevoltage should be removed before the electrodes are removed.

• After the tester has been removed from the item being tested, clear the itemof possible residual voltage by discharging it to ground with a suitable insu-lated conductor.

MEGGER/HI-POT/WELDING PRECAUTIONS

During testing or rework procedures steps must be taken to protect both EMDand vendor applied electronics from hi-pot or welding induced voltages. EMDrecommends isolation of the microprocessor control system from the unit duringhigh-potential testing or arc welding operations.

LOCOMOTIVE WELDING PREPARATIONS FOR GT46MAC

REQUIRED EQUIPMENT

• Siemens key

• 9/16” socket and ratchet

• 9/16” wrench

• Slot screwdriver for modules

• Nut driver for TB32

• Grounding cables and rod

• Safety signs for handrails and cable tie-wraps

• Anti-static bags

NORMAL DISCHARGE PROCEDURE

1. Cut in both trucks. Ensure ground relay cut-out switch is closed.

2. Engine is running. (If not, proceed to step 7).

3. From the MAIN MENU select SELF TEST, and then DCL SHORTINGTEST.

4. Place the Isolation switch in ISOLATE. Run the DCL SHORTING TEST.

5. Confirm the DC link capacitor voltages ramp up and decay back to zero.

6. Shut down the engine.


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7. Leave the isolation switch in ISOLATE.

8. Cable tie-wrap the engine start switch closed.

9. If DC link shorting test passed, then proceed to “BASIC LOCOMOTIVE”.If DC link shorting test failed, then stop and refer to Safety Precautions forGT46MAC locomotives in Appendix C.

BASIC LOCOMOTIVE

1. Apply the 3-way grounding jumpers (Ground terminal first) and place anorange safety sign on the handrail on each side of the unit.

2. Open all circuit breakers. Open battery knife switch. Disconnect BTP andBTN from batteries stand off insulators.

3. Disengage the circuit modules from the chassis. Use proper anti-static proce-dures. Store in anti-static bags as required.

REMOVE MODULES -

ADA305 - slot 7

CPU302 - slot 8

MEM300 - slot 9

COM301 - slot 11

DIO300 - slot 3

DIO300 - slot 2

DIO300 - slot 1

PSM300

PSM310

PSM320

PRG301

DISCONNECT THE FOLLOWING MODULES -

FCD300

DVR300

FCF300

ASC300

TLF300

3.5 Disconnect GSX from VDCL-HT(+) and GNX6 from VDCL-HT(-). Shortthe leads together and isolate.


SIEMENS EQUIPMENT

Remove all front panel connections on both SIBAS computers. (Use proper anti-static procedures).

KNORR EQUIPMENT

Disconnect power inputs (plug VCJ1): at the VCU

RADAR

Disconnect radar plugs at radar head.

SECURE LOCOMOTIVE

Chock the wheels and apply the handbrake. Drain the main reservoirs from theauto drain valves.


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REAPPLICATION OF ELECTRONIC EQUIPMENT

1. Reapply the equipment in reverse order to the disarming procedure, as fol-lows:

A. Reapply radar plug to radar head.

B. Knorr equipment - Reapply power input plug VCJ1.

C. Siemens equipment - Reapply all front panel connections on SIBAS.(Use proper anti-static procedures).

D. VDCL sensor - Remove short and reapply GSX, GNX.

E. Reconnect panel mount modules.

F. Reapply chassis mount modules using proper anti-static procedures.Reconnect the battery leads.

G. Close the auto drain valves on the reservoirs.

H. Remove the 3-way grounding jumper from both TCC cabinets. Removethe safety signs from each handrail and return them to the equipmentroom. Close the battery knife switch. Close all circuit breakers.

2. Recheck all fluid levels. (Top up as required).

3. Remove cable tie-wrap from engine start switch.

4. Restart engine as per normal procedure.

HI-POT/WELDING PRECAUTIONS (MODULE ISOLATION)

Isolation of microprocessor systems on the GT46MAC locomotives involvesseveral steps that may increase reliability. These steps are given as follows:

1. Open all circuit breakers and battery knife switch.

2. Remove all chassis mounted modules (CPU, MEM, ADA, DIO andCOM).

3. Remove all power supplies ((PSM300, 310, 320) as well as PRG301.

4. Remove all panel mounted modules (FCF, FCD, TLF, DVR, ASC).

5. Replace TCC plugs Xa. Xg with plug shorting assembly (not “octo-pus”).

Isolation of the modules is not intended to include removal of the rear mother-board connections on the EM2000 chassis. Also, with the circuit modulesremoved, active feedback transducers need not be disconnected unless risk ofphysical damage is eminent.

NOTEIn the following text, unless specifically required for test purposes, all cir-cuit breakers and the battery knife switch should be opened to prevent inci-dental current return paths.


EMD currently recommends not using AC hi-pot equipment in high potentialtesting. These devices are normally used as a destructive test to break down anyremaining insulation where leakage current may have been escaping. Once thepower on the machine was cranked up, the electrician would “go look for thesmoke.” Due to the nature of this type of testing and the fact that it may createfurther damage or “wound” devices, and damage Main Generator fields duringoperation, AC hi-pots should not be used.

INSULATION RESISTANCE TEST Before making any high potential tests, insulation resistance to ground should bechecked using a 500 volt DC megohmmeter. A reading of one megohm or moreindicates satisfactory insulation resistance. Do NOT perform high potential testsif insulation resistance readings are less than one megohm.

The megohmmeter readings are most useful when compared to previous read-ings. Therefore all insulation resistance readings should be recorded in a loco-motive maintenance log. Readings of less than one megohm should be viewedwith suspicion because applying a high potential test in such instances maycause a breakdown of the insulation. To reduce the risk of this possibility, thecause of low megohmmeter readings should be determined and corrected. Thismay be done by reducing the complete circuit concerned into individual circuitswhich are then isolated and checked separately. In this way, the circuit portion orequipment causing the low reading can be found. Correction may often be madeby thorough cleaning and drying of the affected areas.

Before starting tests, all circuits containing electronic components such as tran-sistors and silicon rectifiers must be disconnected or shorted during the tests.Use the following steps as a guideline for determining what equipment should beprotected:

1. Open main battery knife switch.

2. Open ground relay cutout switch.

3. Place all circuit breakers in the ON position.

4. Disconnect all receptacle plugs at the rear of the computer chassis. The rib-bon cables between chassis do NOT have to be removed. Disconnect the +74VDC input wires from the power supplies.

5. Remove ground connection to computer chassis receptacles by disconnect-ing the wire GRD1 that connect to chassis ground from the 15 volt groundbus.

6. Remove three radar transceiver mounting bolts. Loosen transceiver, thendisconnect the electrical connector.

7. At main generator terminal board, short out the main generator current trans-formers by connecting jumpers between wires CTA, CTB, and CTC.

8. At battery charging assembly BC ASM, jumper the “DC+” terminal to the“DC−” terminal, and jumper the red terminal to the black terminal of thesuppression rectifier. (The suppression rectifier is mounted on the side of BCASM, near the “DC+” and “DC−” bus bars.)

NOTEElectro-Motive does recommend the use of megger equipment in locating grounds.


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9. At the SCR assembly, jumper AC1 to AC2, AC2 to AC3, AC3 to negativebus, negative bus to positive bus, and positive bus to DC+.

10. At the main generator output, jumper all positive and negative busestogether.

11. Disconnect or jumper out any electronic equipment such as radio, train con-trol, speed indicator, etc.


HIGH POTENTIAL TEST

If practical, perform the high potential test as soon as possible after the locomo-tive has completed a run. At that time, locomotive equipment should be warmand dry. (Moisture may accumulate on the equipment during extended idling orshutdown periods.)

CIRCUITS TO BE TESTED

To comply with established regulations, it may be necessary to perform highpotential tests on the locomotive high voltage direct current (DC), and alternat-ing current (AC) circuits. See the following text for details.

• High voltage direct current (DC) circuits

High voltage DC circuits include all equipment and wiring connected to themain generator output, plus dynamic brake grid resistors and circuits.

• High voltage alternating current (AC) circuits

AC circuits include the companion alternator, cooling fans, inertial filterblower motor, TCC’s blower motor, TCC electronic blower, transformers,excitation equipment, and associated wiring.

• Low voltage (DC) circuits

Low voltage DC circuits include all control equipment, and wiring con-nected to the locomotive auxiliary generator and storage battery. Althoughhigh potential tests are NOT required for low voltage DC circuits and equip-ment, it is good practice to check insulation resistance.

TEST PROCEDURE When preparations are completed, perform the high potential test as follows:

1. Test high voltage DC circuits:

2. Ground the low voltage (74 volt circuit) circuits and companion alternator.Perform high potential tests on high voltage DC circuits and equipment asoutlined in Steps 3 through 12. Refer to the locomotive schematic diagram.Do NOT perform high potential tests on starting motors.

3. Test high voltage AC circuits:

4. Remove means of grounding companion alternator installed in Step 1.Ground main generator output. Perform high potential tests on high voltageAC circuits and equipment as outlined in Steps 3 through 12.

CAUTION Perform an insulation resistance check before the running the high potential test.Refer to INSULATION RESISTANCE TEST on page 11-7.

NOTEThe Traction Control Converters (TCCs) are Hypotted at the factory andnever need additional testing.

The 5 power connections at the base of the TCC are disconnected and thetraction motor circuit is Hypotted to 3000 VDC to ground. Similarly, themain generator/HVC circuit is Hypotted at 3000 VDC to ground, as well asthe DB grid/motor circuit. Afterwards, the TCCs are reconnected and atthat point the power connections are heat shrunk down.


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5. Make certain that tester is NOT connected to power supply, that controlknob is set at zero (0), and that control switch is OFF.

6. Connect one electrode firmly to insulated conductor of circuit being tested.Refer to wiring diagram for suitable connection point.

7. Connect the other electrode firmly to ground conductor such as locomotiveunderframe.

8. Make certain that circuits other than the one being tested have been isolatedand grounded.

9. Connect high potential tester to power supply and turn control switch ON.

10. Press ON button firmly down, and while holding in this position, slowly turncontrol knob to specified test voltage. Refer to Service Data page, at end ofthis section, for test voltages.

11. After applying specified voltage for required period of time, and while hold-ing ON button down, slowly turn control knob back to zero (0).

12. Release ON button and turn control switch OFF.

13. Discharge tested circuit to ground before removing electrodes.

14. Repeat the preceding tests for other circuits involved in the test.

When tests are completed, remove all shorting and grounding jumpers. Use pre-ceding test procedure as a checklist to make sure that all jumpers have beenremoved. Return controls and switches to normal standby condition.


SERVICE DATA - HIGH POTENTIAL TESTING FOR LOCOMOTIVES

CIRCUIT: TEST

High Voltage DC Circuits: 1050 Volts RMS for 1 minute;330 milliamperes maximum output current.

Alternating Current AC Circuits: 400 Volts RMS for 1 minute.

Low Voltage DC Circuits: Megohmmeter test only. (500 Volt DC maximum.)


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SECTION 12A. TROUBLESHOOTING TIPSThis section is intended to serve as a basic guide for troubleshooting an GT46MAClocomotive. Other more comprehensive procedures have been incorporated intoEMD Training Manuals and Maintenance Programs.

GROUND RELAY PROCEDURES

1. Run the excitation self test.

2. Self load at TH8 1 and 2.

3. Stall test with one truck cut out at a time.

A. If excitation test will not pass, then the problem is probably betweenthe main generator and the inverter.

B. If the unit will not stall test with a truck cut in, then problem isbetween the inverter and the traction motors.

C. For meggering, you must follow the welding disconnect rules, cen-ter the switchgear, and disable the ground relay cut out.

D. If the ground relay is found with a stall test, the unit will need tocome inside to disconnect the traction motors for meggering. Thetraction motors are hooked together in parallel from the inverter soyou cannot isolate to one motor unless you megger at each individ-ual motor.

GENERATOR FIELD OVER-EXCITATION FAULTS

1. Run the excitation self test.

2. Run the contactor self test to verify all is correct.

3. Swap DIO modules to see if the problem goes away.

4. Start qualifying the excitation computer circuit: companion alternator,FCF, ADA, CPU, and FCD modules, SCR, MG field.

HOT ENGINE, THROTTLE 6 LIMIT:

NOTE: Verify that a true hot engine condition does not exist.

1. At the dispay, select cooling system, check temperature readings fromETP1-ETP2. They should be within a couple of degrees difference.

2. If there is a large difference between the probe readings swap probesconnections.

3. If readings are also swapped on the display screen, pull out ETP1 andETP2 to compare resistnce value (refer to ETP1-2 resistance table inSection 8).

4. If readings did not move on the display, change ADA module.

5. If readings are still out of range, check wiring and connections.

TROUBLESHOOTING TIPS 12A-1

KNORR SET UP TO SUPPRESS ALERTER FUNCTIONS

1. Set unit to LEAD /CUT-IN.

2. Apply independent brake to FULL.

3. Move automatic handle to SUP (suppression).

4. Release independent brake.

5. Actuate (bail) off automatic brake setting.

TCC OVERVOLTAGE FAULTS

1. Look at data packs to determine if faults occured in power or dynamicbrake.

2. Faults in dynamic brake are due to hardware difficulties and a computercontrol reset is the only solution until the damping resistor modificationhas been performed.

3. Faults in power have a few different causes. Check for radar speed fluc-tuations in data packs. An example would be 26 KPH two secondsbefore fault, 0 at one second before fault, and 26 KPH again at time offault.

4. Run the radar self test and troubleshoot circuit if test fails.

NO COMPANION ALTENATOR OUTPUT

1. Check the DVR test points to ensure the aux gen is supplying power forthe companion altenator field.

2. Visually inspect cabling from aux gen.

3. Check the test points in the circuit breaker cabinet to see if the compan-ion alternator is putting out voltage.

4. Check the slip rings and the main generator terminal board in the bottomof the generator for loose or broken wires.

5. Start qualifying the excitation circuit: CA-FCF-ADA-CPU-FCD-SCR-MG field.

CHECK FOR SLIPPED PINION

1. Make a full set on the air system.

2. Go to throttle 1 or 2 stall test.

3. Check under creep control screen for TMRPMs. If all show 0 exceptone, then that pinion is slipping.

NOTESThe excitation test will often dEtermine in which direction youneed to pursue the problem, either towards the generator or thecomputer.

12A-2 GT46MAC Locomotive Service Manual

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4. The following steps need to be followed to avoid constant wheel slipwith a slipped pinion:A. Disable the TCC with the defective traction motor pinion.B. Disable the locked wheel detection on that axle under the locked

wheel detection screen.

DIO 300 CARDS

The DIO 300 card is basically an input/output card that serves a couple of differentfunctions. One function of the card is to pick up an internal channel so that a negativestring can be supplied to a relay or interlock. Another function is to receive an inputsignal as a return to verify that a relay or interlock has been picked up. A problemwith troubleshooting a DIO module is that the unit will often not "recognize" thatthere is a problem - rather they may be "odd" occurrences that cannot be explained,such as; throttle 1 power all of the time no matter what is done.

An easy test for a bad DIO is to swap the two modules around and see if the problem"moves" or "goes away".

ADA 305 MODULE

The ADA module is an analog to digital to analog converter module. This modulereceives all feedbacks that are an analog signal such as temperature and speed andconverts them to a signal that the CPU can understand.

If there are similiar inputs, such as TCC1A and TCC2A, swap the feedback wiring atthe appropriate PDPplug. If the screen value swaps, the problem is the sensor. If thescreen value does not swap the problem is the ADA.

EM2000 COMPUTER IS DOWN

1. If all 3 PSMs have red LEDs:A. Reset computer control circuit breaker.B. Open the COMPUTER CONTROL circuit breaker and pull 1 PSM

and power back up to see if other 2 PSMs come back to green. Whenyou find the PSM that allows the other two to come up, the problemis either that PSM or in that circuit.

C. If no pulled PSM module allows for the other two to come up, thentry a new PRG module.

2. If the PSM 320 (15V circuit) is the problem, try a new PSM 320. If not,then disconnect the following items one at a time (with the circuitbreaker open [down] each time) to track down the problem: FCF, ASC,plug 22A, 22B. Plugs 22A and 22B go down to the power distributionpanels in the bottom center door of the high voltage cabinet.

IMPORTANTCheck circuits with diodes in them before swapping modules to ensure that the sec-ond module does not get damaged. Sanding Magnet Valves are an example of this.Document the exact type of fault that is occuring so that repair of the module will beeasier when it is sent back on warranty.

TROUBLESHOOTING TIPS 12A-3

3. If PSM 300 or 310 circuits are the problem, try the new PSM first. Thesetwo modules directly power the EM2000 by way of the copper ribboncables off the back of the power chassis. Check for bad/shorted cables ora bad EM2000 module.

4. A defective PRG 300 module generally shows itself in one of four ways:1) No power will be delivered to any of the PSM modules,2) The input fault light will be ON,3) The output fault light will be ON,4) The PSMs will come up "green" with a breaker reset but will "drop

out" when the engine is cranked.

5. A fault light that stays on, on any of the EM2000 modules, indicates thatthe module is defective.

6. If all fault lights on the EM2000 modules are ON, then the problem isprobably a MEM 300 or CPU 300 module. A defective MEM card canbe confirmed by loss of running totals, programmable meters, date, time,archive information, etc. A CPU fault is more difficult to locate and isgenerally a "try and see" module. Make certain that the software on theCPU is the same or compatible before swapping modules.

NOTEVerify power to the PRG by removing the plug to the back of the moduleand checking the voltage at the plug.

12A-4 GT46MAC Locomotive Service Manual

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SECTION 12B. EM2000 AND TRACTION COMPUTER DOWNLOADS

INTRODUCTION

Information shown on the display of the EM2000, such as fault archives andoperating data, can be sent from the CPU to a remote device such as a dot matrixprinter or a lap-top computer. This data can be used in fault diagnosis andobservation of the locomotive's performance, and problem tracking duringoperation in revenue service.

Download Procedure

Figure 12B-1 shows the interfacecable used to connect the portable lap-top to the EM2000, TractionComputer (TC) and HVACcomputers. Attach the 9 pin connectorto the lap-top and the 15 pinconnector to the CPU302 moduleserial port on the faceplate of themodule. This connection can be madewith the locomotive computer on.Figure 7.2 shows the 9 pin connectorhooked up to the lap-top and Figure7.3 shows the 15 pin connectorhooked up to the CPU302.Turn on thelap-top.

Figure 12B-1 Download Interface Cable

The Hard Disk Manager screen should come up after the PC has loaded theinstalled software from the hard disk.

Figure 12B-2 Computer Serial Port Connections.

EM2000 AND TRACTION COMPUTER DOWNLOADS 12B-1

Figure 12B-3 CPU302 Connection to Lap-Top.

In order to communicate with the EM2000, some type of communicationssoftware needs to be loaded (turned on). From a DOS prompt on your lap-top,type the proper command to begin the communications program as specified inthe software manual. The communications program should now be up andrunning. If it is not, consult the software user's manual that came along with thecommunications package for start up instructions before moving on.

With the communications program running, the next thing to do is choose apreset configuration. A configuration is simply a set of communicationparameters such as baud rate, parity, stop bits, etc. Choosing a configuration isfaster and easier than setting all of the communication parameters each time theprogram is run. If a configuration for EM2000 communication already exists,proceed to the next section called "Inside the Brain of the EM2000." If aconfiguration does not exist, create one with the following parameters:

12B-2 GT46MAC LOCMOTIVE SERVICE MANUAL

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COMMUNICATIONS PARAMETERS:

INSIDE THE BRAIN OF THE EM2000...

Once the proper configuration has been selected, the screen should go blank. Thelap-top computer is now just a terminal with no brains. It is only an extension ofthe CPU in the EM2000. The EM2000 does not yet know that the terminalexists. Pressing the ENTER key, will send the EM2000 a wake up call and causeit to answer back with the following prompt:

16 >

The PC and CPU302 are now capable of communicating to each other, and the16> prompt is the EM2000's way of asking the PC what it wants.

In order to download or save data, the PC must be set to what is commonlycalled the "capture" mode. Consult the user's manual for procedures on enteringthe capture mode. The next thing to do is give specify a file name for theinformation about to be received. If downloading is a regular practice onEM2000 equipped units, some sort of code name including date and roadnumber for the file is suggested. For example, if taking information from aGT46MAC unit with the road number 9403 on December 27, the following codecould be used:

Communication Line: Com Port 1 (serial port)

Terminal Type: T 100

Baud Rate: 9600 These are

Maximum Transmit Rate: Unlimited

Bits/Character-Parity: 8/none

Stop Bits: 1 bit

Auto XON/OFF: 256 chars

Disconnect on Exit: Yes

Disconnect Duration: 2 sec.

Display Parity Error: Yes

Online/Local: Online

Local Echo: Disable

94031227.XX

9403 12 27 .XX

Road Number Month Date Rail Road Name(ex. Indian Railway

These are critical !


Notice that the year will not fit into the allowed 8 characters for a file name. Forthis reason, disks should only be used to store data from a particular year.

When the communications package asks for the file name to save theinformation under, type a:\94031227.XX (a: tells the PC which disk drive towrite the file to).

Once the capture mode has been activated and a file name assigned, the screenshowing the 16 > prompt will show again. At this time, select the desired screenon the EM2000 (such as Fault Archives, Running Totals, or Data Meters) andpress the appropriate key (usually the PRINT key) at the bottom of the EM2000display. If the entire Fault Archive is sent, the information should be seenscrolling by on the PC screen as it is recorded. If only a particular fault is sent,the information seen on the EM2000 will then be displayed on the PC screen andrecorded. If attempting to record particular conditions from a Data Meter duringlocomotive operation, data is sent to the PC at the instant the PRINT key on theEM2000 display is pressed. Information will be recorded in the same file eachtime the PRINT key of the EM2000 display is pressed until the capture mode isclosed.

Upon completion of data acquisition, the file must be closed. This is doneautomatically when exiting the capture mode. If the communication linkbetween the EM2000 and the PC becomes interrupted at any time, the filewill not be closed and information gathered will be lost.

This does not terminate the communication capabilities between the PC and theEM2000 locomotive computer. As long as there is the 16 > prompt appearing onthe PC screen, Archive Faults, and Data Meter Screens can be sent to the PC.The important point is that data appearing on the PC sent by the EM2000 will berecorded only if the PC communication software is in its capture mode.

DIAGNOSING DOWNLOAD PROBLEMS

In the event the PC does not seem to properly communicate with the EM2000,the following action should be taken:

• Verify the steps have been followed as stated above.

• Check that the interface cable has not become loose.

• Try to determine if the battery or PC power is sufficient (some lastless than 20 minutes).

• Verify the communication set-up (parameters).

NOTEThe EMD Monitor allows the user to monitor signal values, contactor/relaystates, and system statuses that may or may not appear in data meters. Thisinformation will not be covered in detail here. See your EMD District Engi-neer for more help.


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MISCELLANEOUS INFORMATION

To verify file creation/contents: (if file was saved on A: drive)

• Return the PC to the DOS prompt (C:\).

• At the prompt enter the following: A:\ (this puts the user in the cor-rect disk drive).

• At the prompt enter: DIR. This will scroll contents of the floppy diskacross the screen. Watch for the name of the file just created. Hit Swhile holding the ALT key down to stop information as it scrolls by.Hit any key to resume scrolling.

• To print a file, at the A:\ prompt enter: copy Filename. Ext prn (thiswill send the file to a printer).

INTERCONNECT CABLE WIRING

Below are the connections required for communication between a PC and theEM2000.

Figure 12B-4 Communications Cable Schematic.

Note that the "9F" in DB9F on the left hand side of the chart indicates a 9 pinfemale connector. Similarly, on the right hand side of the diagram, the use of a15 pin male connector is shown. Most serial port for communication on the backside of PCs will use this type of connector.

A standard 9 to 15 pin connector will not work for EM2000 communicationsbecause pins 2 & 3 of the standard connector run straight through the cable.EM2000 requires that pins 2 & 3 cross! However, rather than creatingcustomized cables, a null modem adapter may be used with the standard 9 to 15pin cable for EM2000 communications.


TRACTION COMPUTER COMMUNICATIONS

A laptop computer can be used to interface with the Traction Computers in muchthe same way as with the EM2000. The laptop provides access to informationstored in the fault archives, makes the dynamic monitoring of Traction Computerfeedback signals possible, allows for validation of RS-485 serial link dataexchange, and provides several self test functions. The content of this text,however, does not extend beyond the common uses of the laptop for fault dataaccess and self tests.

SET-UP

The cable used for the communication link between the laptop and the RS-232interface plug on the locomotive is the same style as that used for EM2000communication, however, pin configurations do not match! In other words, theEM2000 interface cable crosses a few wires before making connection at theopposite end. The Traction Computer communication cable is a standard DB 9Fto 15M pin cable that may be easily found on the market. As mentioned earlier,the same cable may be used in either application by making use of a null modemadapter.

Connections from the laptop to the RS-232 plug are the same as demonstrated byFigures 7.1 - 7.3. The 15 pin connector, in this case, should be applied to therespective RS-232 interface found on the panel above the PRG. Figure 7.5 showsthe location of these plugs. One plug is used for HVAC communications, whilethe other two are used for TCC #1 & TCC #2 links, respectively.

Begin the communications program on your lap-top computer. Set allcommunication parameters such as baud rate, etc. according to the specificationsspelled out for EM2000 communications in this module. Additionally, the“CAPS LOCK” key must be engaged in order for the TC to understand therequests typed in by the user!

Figure 12B-5 RS-232 plugs for TCC’s and Air Brake Computers


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INSIDE THE BRAIN OF TRACTION COMPUTER...

Once the proper configurations in the communications software of the laptopcomputer have been selected, the screen of the laptop should go blank. At thispoint, the laptop computer is only a “terminal” of the Traction computer. But,the TC does not yet know that this “terminal” exists. Pressing the ENTER keywill send a wake up call to the TC, and the Traction Computer will instantlyrespond with the following prompt: (an asterisk)

*

From this point, the laptop can be used to enter many different commands toachieve certain duties.

TRACTION COMPUTER COMMUNICATION COMMANDS

When the initial * prompt on the laptop is seen, the user can enter two differentmodes. 1. Fault Data Analysis 2. Test Mode. To enter the fault analysis section,type “F”, and the laptop automatically enters the letters FA standing for FaultArchive.

Follow these letters with the ENTER key. To enter the test mode, type “T” fromthe * prompt, and the ENTER key. In either case, the asterisk * will change to anew prompt when either of these modes is opened. The listing on the followingpage gives the commands for each of the two modes. Keep in mind that thecommands are abbreviations for German phrases and in some cases the Englishtranslations may not begin with the same letters.

TEST MODE

To see commands in either mode, type H for help.

* Command protected by password.

& To exit from these tests, the TCC computer must be rebooted!

Command Stands for... FunctionAD Analog to Digital Test A to D Converter InputDA *& Digital to Analog Test D to A Converter OutputFC * Fault Code Send Simulated Fault to LCCGP & Gate Pulses Generate Firing Pulses for GU testHC * Hard Crowbar Fire Hard CrowbarIP *& Current (I) Protection Test Current Protection LevelsLV Link Voltage Display DC-Link VoltageME Message Message PCB C011RS RS-485 Display RS 485-TelegramSC * Soft Crowbar Fire Soft CrowbarST Statistics Display Protection StatisticsTE Temperature Display Chart of TemperaturesVP * Voltage Protection Test Voltage Protection Levels; NA Repeats Previous CommandCxx Continuous Continuous Display of xx CommandEX Exit Exit Test Program


FAULT ANALYSIS

EXPLANATION OF THE COMMANDS

T - Test

The test mode can be entered from the asterisk * prompt by using this command.The prompt will note that the test mode is active by changing to TEST>. Fromthis point, any of the test commands may be used.

AD - Analog to Digital

Can be used to check the Analog to Digital conversion facilities of the TractionComputer.

DA - Digital to Analog

Can be used to check the Digital to Analog conversion facilities of the TractionComputer. This is not useful since the D to A capabilities of the TractionComputer are not utilized in this application.

FC - Fault Code

This command sends a fault code, specified by the user, to EM2000. It is usefulto determine if the EM2000 reacts to certain TCC faults in the proper fashion.

GP - Gate Pulses

The Gate Units can be checked to verify their operation/connection to the TC byusing this command. When executed, the LEDs on the GU should flicker if theGU passes the test. In order to exit this test, power to the TC must be interruptedto cause a reboot!

HC - Hard Crowbar

Functionality of the hard crowbar may be checked by using this command. Tofurther verify the operation of the device, execute the test with a charged DCLink. Protected by password!

IP - Current Protection

When given this command, the TCC simulates a condition in which output phasecurrent exceeds maximum allowable limits. The protection system will performcounter measures as if the condition were real.

Command Stands for... FunctionEA NA Display Error in Memory, Location XXXEB NA Snapshot Stored on RequestEC Error Complete Display all Errors (Long Version)ED Error Delete Delete Errors in ArchiveEF NA Search TCC history for fault code XXEL Error Last Display most recent Error RecordedES Error Short Display all Errors (Short VersionET NA Display all possible Error CodesEW Error Wait Wait for Error to occur, then display it


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LV - Link Voltage

Displays "snapshot" DC Link Voltage as measured by the transducer of thatTCC. In other words, the value on the screen is not dynamically updated!

ME - Message

Used in Siemens manufacturing facility quality assurance to simulate alocomotive.

RS - RS-485 Serial Link

The user may use this command to view the "telegrams" sent back and forth onthe serial link. This is useful when used in conjunction with EM2000 screens todetermine if communication between the two systems is complete.

SC - Soft Crowbar

Functionality of the soft crowbar may be checked by using this command. Tofurther verify the operation of the device, execute the test with a charged DCLink. Protected by password!

ST - Statistics Archive

Each time a crowbar fires or a component exceeds its maximum allowabletemperature, the event is recorded in a statistics portion of the TractionComputer memory. This archive portion may be viewed using this command.

TE - Temperature Statistics

All temperatures monitored by the Traction Computer are stored in a separateportion of memory. The data is displayed in a table format.

VP - Voltage Protection

When given this command, the TCC simulates a condition in which DC LinkVoltage exceeds maximum allowable limits. The protection system will performcounter measures as if the condition were real.

Cxx - Continuous xx

If desired, DC Link Voltage at that TCC may be measured on a continuous basisby using the CLV command.

FA - Fault Archive

Data stored in the fault archive of the Traction computer can be accessed byusing this command. Once the Fault Archive is entered, the prompt reflects thissituation by changing from the asterisk * to FAULT ARCHIVE>. At this point,any of the fault archive commands may be used.

EA - Error by Memory Address

This is useful if multiple faults exist in the Archive, but viewing only a certainfault is desired by the user. The user will be prompted for the memory address ofthe fault. This information may be obtained using the ES command and notingthe ERROR VECTOR.


EB - Snapshot Stored on Request

Each time a fault is logged, the Traction Computer records a set of data toaccompany the fault. The TC is not as selective about which signals to record asthe EM2000 is. Rather, all possible data is recorded with each and every fault.Using the EB command will take a snapshot of the data that would normally berecorded in the instance of a fault. This snapshot is then logged into memory andgiven the fault title, “SNAPSHOT STORED ON REQUEST.”

ED - Error Delete

This command erases all data presently stored in the Traction Computer faultarchives. Once erased, this information cannot be recovered as a set. The faultdata is actually moved to another portion of memory which can be accessed onlyby using the EF command with a particular fault code.

EF - Search for Error Code

When using the ED command, the fault data is not removed from memorypermanently. The data actually moves to another area which is not easilyaccessed. There, the data remains until the memory becomes full, at which timedata is overwritten on a "first-in-first-out" basis. To access data in this area, theuser selects a particular fault code. The Traction Computer then reports alloccurrences of the specified fault since the TCC had been placed in service.

EL - Error Last

This displays the latest fault recorded in long form (with all data).

ET - Display all possible codes

This command displays all possible fault codes and their meanings.

EW - Error Wait

The Traction Computer waits for any fault to occur, at which time the error isdisplayed in long form automatically on the laptop.

ES - Error Short

The fault data stored in the archives may be viewed in one of two formats. TheES command displays the faults with no data attached. An example of this listingis shown here.

* ^

* FA^

>> T C C 1 << FAULT - ARCHIVE

FAULT-ARCHIVE > ES^

——————————————————————————————

INDIAN RAILWAY 9430

TIME IN: 03/16/94 14:33:24 TIME OUT: 03/16/94 14:33:24

ERROR VECTOR = 3000


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ERROR CODE = FB

AMOUNT OF ERRORS = 2

TCC1: SNAPSHOT STORED ON REQUEST

——————————————————————————————

INDIAN RAILWAY 9430

TIME IN: 03/16/94 14:35:22 TIME OUT: 03/16/94 14:35:22

ERROR VECTOR = 30A0

ERROR CODE = FB



Each fault displays only the header of the fault data which includes the followinginformation:

• Road Number

• Time of recording

• Error Vector (Location in memory)

• Error code (also shown on Digital Interface module)

• Tally of particular fault stored

• Fault description

EC - Error Complete

The fault data stored in the archives may be viewed in one of two formats. TheEC command displays the faults with all data attached. An example of thislisting is shown here.

FAULT-ARCHIVE > EC^

——————————————————————————————

INDIAN RAILWAY 9430

TIME IN: 03/16/94 14:33:24 TIME OUT: 03/16/94 14:33:24

ERROR VECTOR = 3000

ERROR CODE = FB



FAULT CODE LCC =.................. 0000 0000 0000 0000 0000 H

ADDRESS CS =..................1100 1011 1111 1111 CBFF H

ADDRESS IP =..................0010 0110 0000 1110 260E H


ZW1R = ................. 0010 1010 0010 0001 2A21 H

ZW2R = ................. 0000 0000 0001 1111 001F H

ZW3R = ................. 0010 0000 1000 0000 2080 H

ZW4R = ................. 0000 0000 0000 0000 0000 H

ZWWRSS = ................. 0000 0000 0000 0011 0003 H

SWM1R = ................. 0000 0000 0010 1000 0028 H

SWM2R = ................. 1000 0001 1001 1100 819C H

SWMWRSS = ................. 0000 0000 1000 0010 0082 H

LW = ................. 10000 0000 0000 0000 0000 H

LW2ALT = ................. 0010 0000 1000 1101 208D H

LW2 = ................. 0010 0000 1100 1101 20CD H

LW3 = ................. 1110 0001 1101 0001 E1D1 H

LW4 = ................. 0000 0001 0110 0000 0160 H

LW5 = ................. 0001 0000 0000 0000 1000 H

LW6 = ................. 0000 0000 0000 0000 0000 H

LW7 = ................. 1000 0000 0000 0000 8000 H

ZB2UWS ZB1UWS = ................. 0000 0000 0000 0000 0000 H

ZB4UWS ZB3UWS = ................. 1001 0101 1001 0101 9595 H

ZB6UWS ZB5UWS = ................. 1111 1111 1111 1111 FFFF H

ZB8UWS ZB7UWS = ................. 0000 0000 0000 0000 0000 H

ZB10UWS ZB9UWS = ................. 0000 0000 0000 0000 0000 H

ZB12UWS ZB11UWS = ................. 0000 1000 0000 0000 0800 H

- SBUWS = ................. 0000 0000 0111 1111 007F H

PULSSYSTEM = ................. 0000 0000 0010 0000 0020 H

PTRFANZ2 PTRFANZ1 = ................. 0000 0000 0000 0000 0000 H

PTRFANZ4 PTRFANZ3 = ................. 0000 0000 0000 0110 0006 H

PTRFANZ6 PTRFANZ5 = ................. 0000 1101 1100 1110 0DCE H

P.C. MODUL NUMBER = ................. 0000 0000 0000 0110 0006 H

P.C. TIME LIMIT = ................. 0000 0000 0000 0000 0000 H

BUSY/TCC-ADDRESS/THROTTLE/GOVERNOR = ........... 2112 H

TEMP. MOTOR 1 or 4 [0.1Deg. F] = ............ 334




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TEMP. MODULE 1 PHASE R [0.1Deg. F] =.............263

TEMP. MODULE 2 PHASE S [0.1Deg. F] =.............272

TEMP. MODULE 3 PHASE T [0.1Deg. F] =.............272

TEMP. INVERTER CABINET [0.1Deg. F] =.............354

TEMP. SNUBBER RESISTOR [0.1Deg. F] =.............209

TEMP. TC [0.1Deg. F] =.............473

DC-LINK VOLTAGE [Volts] =............. 877

DC-LINK VOLTAGE OLD [Volts] =.............871

REF.VOLTAGE FOR INV.OUTPUT [V RMS] =.............19

INV.FREQUENCY REFERENCE [0.1Hz] =.............0

INV.FREQUENCY FEEDBACK [0.1Hz] ............... 0

MAGNETIC FLUX IN TM [%] ...............59

TORQUE REFERENCE FROM LCC [Nm] =............1124

TORQUE REFERENCE LIMITED IN TCC [Nm] =.............1117

TORQUE REDUCTION DELTA n [Nm] =............. 0

TORQUE REDUCTION dn/dt [Nm] =............. 0

TORQUE FEEDBACK TO LCC [Nm] =.............1110

INVERTER CURRENT SYMMETRY OFFSET [A]=............. 9

INV. OUTPUT CURRENT PHASE R [A] =.............225

INV. OUTPUT CURRENT PHASE S [A] =.............2

INV. OUTPUT CURRENT PHASE T [A] =............. 233

INV. OUTPUT CURRENT PHASE R OLD [A] =.............219

INV. OUTPUT CURRENT PHASE S OLD [A] =.............6

INV. OUTPUT CURRENT PHASE T OLD [A] =.............228

n + DELTA n REFERENCE SPEED [RPM] =.............113

UNFILTERED REFERENCE SPEED [RPM] =............. 113

FILTERED REFERENCE SPEED [RPM] =.............113

SPEED MOTOR 1 or 4 [RPM] =.............0



SPEED FOR SUBPROCESSOR [RPM] =.............0

LOCOMOTIVE SPEED [0.1MPH] =............. 0

TIME BETW.COND.CHANGE - FAULT [0.1s] =............. 2602


Each fault lists with its header first followed by all data recorded along when thefault occurred. The top portion of the data is all digital information. The datacontained here tells contactor statuses, power requests, etc. The data is expressedin both binary and hexadecimal format. The exact interpretation of this data canbe obtained from your Siemens representative. As of the printing date of thispublication, the interpretation information had not been translated to English.For troubleshooting purposes, this data will not be of much assistance in nearlyall situations. The second portion of the data is all analog. This data is veryhelpful in diagnosing difficulties. The data provided is self-explanatory.

The second portion of the data is all analog. This data is very helpful indiagnosing difficulties. The data provided is self-explanatory.

DOWNLOADING FAULT DATA

To download information from the TC, the laptop computer must be used. Aprinter alone will not serve in this capacity as may be done with theEM2000. To download the data, enter the fault analysis mode using thecommands discussed. Once the FAULT ARCHIVE> prompt is present, open acapture file as described in the previous text of this module. Be sure to give thefile an appropriate name. Once the file has been opened, use either the ES or ECcommands (depending on the depth of data required). As the data scrolls past onthe screen, it is being recorded to memory on the laptop. Once all data hasscrolled past, the user may either choose to record statistical data, or close thefile. Be sure to close the file with the communications software, otherwisethe data will be lost! Finally, after verifying that all data has been captured tothe laptop computer, the data in the archives may be deleted.

INVERTER FAULT CODES

00 RAM DATA LOST

02 INTERRUPT VECTORS IN DATA SECTION

03 INTERRUPT VECTORS IN STACK SECTION

04 TCC POWER SUPPLY FAILURE (NO 24 VDC FOR GTOS)

05 24 VDC POWER SUPPLY FOR GTOS TOO LOW

06 NO 24 VDC POWER SUPPLY FOR GTOS (INVERTER LOOP OPEN)

07 FIRING PULSE INTERRUPTED PCB G035

08 FIRING PULSE INTERRUPTED PCB G043

09 DC LINK OVERVOLTAGE (HARD CROWBAR FIRED BY BOD)

0A HARD CROWBAR TRIGGERED BY ADJACENT INVERTER

0B TCC FRONT CONNECTOR LOOP OPEN

0C DC LINK OVERVOLTAGE (TOTAL LOCK)

0D TCC HARDWARE WATCHDOG

0E MEMORY-BATTERY < 2,8 V (BATTERY)

0F DC LINK OVERVOLTAGE (SOFT CROWBAR)

10 SOFT CROWBAR TRIGGERED BY ADJACENT INVERTER


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11 DC LINK UNDERVOLTAGE

12 DC LINK OVERVOLTAGE (SOFTWARE TOTAL LOCK)

13 INVERTER PROTECTION - REASON UNDEFINED

14 DC LINK OVERVOLTAGE (HARD CROWBAR)

15 GTO-MONITORING TCC

25 DIVISION FAULT

28 INVERTER OUTPUT VOLTAGE BETWEEN PHASES S AND T TOOLOW

29 INVERTER OUTPUT VOLTAGE BETWEEN PHASES T AND R TOOLOW

2C FAULT MANAGEMENT OUT OF ORDER

2F MAX. A/D-CONVERSION TIME EXCEEDED PCB C043

30 MAX. A/D-CONVERSION TIME EXCEEDED PCB C059

31 DIGITAL-ANALOG CONVERTER 1 OUT OF RANGE

33 DIGITAL-ANALOG CONVERTER 3 OUT OF RANGE

36 MISSING FEEDBACK BLOWER (FAST)

37 MISSING FEEDBACK BLOWER (SLOW)

38 INVERTER OUTPUT CURRENTS UNBALANCED

39 MISSING FEEDBACK IGV OPENED

3B MISSING FEEDBACK TCC PHASE MODULE HEATER (LOW)

3C MISSING FEEDBACK TCC PHASE MODULE HEATER (HIGH)

3D MISSING FEEDBACK FROM 24 VDC GTO CONTACTOR

3E SNUBBER RESISTOR TEMPERATURE LIMIT EXCEEDED

40 PHASE MODULE TEMPERATURE SENSOR FAULT

41 MOTOR TEMPERATURE SENSOR FAULT

42 PROGRAM LOGIC FAULT WHILE INVERTER OFF

43 PROGRAM LOGIC FAULT WHILE INVERTER ON

44 TC TEMPERATURE SENSOR FAULT


46 CAPACITOR TEMPERATURE SENSOR FAULT

47 SNUBBER RESISTOR TEMPERATURE SENSOR FAULT

48 TC OVERTEMPERATURE

49 TCC PHASE MODULE TEMPERATURE BELOW MINIMUM

4A 3 MOTOR TEMPERATURE SENSORS FAULT

4B 3 PHASE MODULE TEMPERATURE SENSORS FAULT

4D PHASE MODULE TEMPERATURE LIMIT EXCEEDED

4E MOTOR TEMPERATURE LIMIT EXCEEDED

4F CAPACITOR TEMPERATURE LIMIT EXCEEDED

50 INTERNAL TCC ERROR


52 TCC FAN (24V) FAULT


61 BUSY ERROR SUBPROCESSOR

62 NO DATA TRANSMISSION FROM CPU TO RS485


64 SUBPROCESSOR DUAL PORT RAM ADDRESS CHECK FAILED

65 INITIALISATION FAULT RS485

66 WATCHDOG MONITORING RS485

67 NO DATA TRANSMISSION FROM RS485 TO CPU

68 RS485 DUAL PORT RAM ADDRESS CHECK FAILED

69 NO COMMUNICATION BETWEEN RS485 AND CPU

6B PROGRAM LOGIC FAULT WHILE INVERTER ON

6E WRONG HARDWARE PCB C043

6F BUSY ERROR RS485

78 PEAK CURRENT PROTECTION SHORT TIME

79 PEAK CURRENT PROTECTION LONG TIME

80 MAGNETIC FLUX TOO LOW IN TRACTION MOTORS

85 TORQUE NOT ACCORDING THROTTLE (TOO LOW/TOO HIGH)

87 WRONG HARDWARE CODE (HARD.-CODE >< SOFT.-CODE)

88 WRONG HARDWARE CODE

89 SUBPROCESSOR NOT FOLLOWING MAINPROCESSOR

8A SYSTEM STUCK IN POWER MODE

8B SYSTEM DENIED BRAKING MODE

8D SPEED SENSOR 1 FAULT DIRECTION

8E SPEED SENSOR 2 FAULT DIRECTION

8F SPEED SENSOR 3 FAULT DIRECTION

90 SPEED SENSOR 1 FAULT HIGH SPEED

91 SPEED SENSOR 1 FAULT LOW SPEED





98 OVERSPEED

99 NO SPEED DETECTABLE

9A WHEEL MISMATCH EXCEEDS LIMITS

9B WARNING WHEEL MISMATCH EXCEEDS LIMITS

9E DIRECTION FAULT OF SPEED SENSORS

9F WRONG ROTATION DIRECTION


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A0 WRONG HARDWARE LIMIT FOR PCB C043 (L1,L2,L3)

A1 WRONG HARDWARE LIMIT FOR PCB C043 (L4)

BD VARIABLE FMAXWRSS OUT OF RANGE

BE VARIABLE U1 OUT OF RANGE

BF VARIABLE U2 OUT OF RANGE

C2 VARIABLE PSISOLL OUT OF RANGE

C5 VARIABLE IWS2 OUT OF RANGE

C7 VARIABLE ISMAX OUT OF RANGE

C8 VARIABLE NLSSOLL OUT OF RANGE

C9 VARIABLE MSB OUT OF RANGE

CA VARIABLE MSF OUT OF RANGE

CB VARIABLE AIWREGKOR OUT OF RANGE

D0 FAULT SUBPROCESSOR: CALCULATION TIME EXCEEDED

D1 FAULT SUBPROCESSOR: FIFO OUT OF TIME

D2 HEAVY FAULT SUBPROCESSOR: DATA NOT CALCULATED

D3 HEAVY FAULT SUBPROCESSOR: COUNTER EXCEEDED

D4 HEAVY FAULT SUBPROCESSOR: INTERRUPT MISSING

D5 HEAVY FAULT SUBPROCESSOR: INTERNAL ERROR OF SYSTEM

D6 HEAVY FAULT SUBPROCESSOR: WRONG INITIALISATION DATA

D7 HEAVY FAULT SUBPROCESSOR: WRONG INITIALISATION DATA

D8 HEAVY FAULT SUBPROCESSOR: UNKNOWN FAULT

D9 WRONG SOFTWARE VERSION PCB C011

DA RIPPLE ON FLUX FEEDBACK PRESENT

F0 VARIABLE CAN NOT BE CALCULATED, ADDRESS=

FB SNAPSHOT STORED ON REQUEST

INVERTER FAULT CLASSES

When either one of the inverter computers detects a fault, it notifies the EM2000(sometimes called the locomotive control computer or LCC) through the RS-485link. Five groups, A through E, determine the corrective actions taken by theLCC. Type A faults are the most severe and require the firing of one of theinverter protection thyristors while class E faults the least severe consisting ofcrew warnings, etc. Any of these faults are displayed through the EM2000display, and can also be seen in TC fault archive downloads. Some of the moretypical faults and their classifications are described here.


CLASS A

Class A are the most serious type and result in the firing of the IPT (InverterProtection Thyristor). The EM2000 drops the load on the locomotive andprompts the operator to cut out the associated inverter. All loading operation ofthe affected inverter is prohibited until the fault has been reset. Reset of this typeof fault can only be accomplished by resetting that inverter’s computer. Thismay be done via manual reset inside the inverter or by cycling the TC powersupply circuit breaker on the panel inside the cab. As with the EM2000, thebreaker must remain down for a minimum of 20 seconds in order to assureproper reboot execution. Class A faults are Class B faults, that occur more thanonce in a 10 minute period. Many of the Class A faults develop from Class Bfaults. If a Class B fault occurs more than once in a 10 minute time period, itbecomes a Class A fault.

CLASS B

Class B faults are the second most serious type which also result in the firing ofthe IPT. The EM2000 considers this as a drop load condition and will cycle theDCL switchgear (closed to open to closed) while passing a signal for IDLEmode to the affected inverter. Normal operation resumes once the DCL cyclinghas completed.

If more than one Class B fault occurs within 10 minutes, a total operation lockresults (see Class A faults). Class B faults are as follows.

• Front connector loose or TC power supply failure.• TCC Protection triggered - Reason undefined.• Open circuit breaker between computer and TCC#n GTO gate

drivers.• Hard crowbar fired indication.• Subprocessor operation not according to main processor.• Watchdog.• Wrong hardware coding.• 24V GTO power supply undervoltage.• 24V GTO power supply overvoltage.• Soft crowbar fired indication.• Heavy fault.• Crowbar fired to assist other TCC.• TCC computer power supply failure.• DC Link overvoltage, total lock of TCC.• GTO monitoring overcurrent.• Undefined TCC code.


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CLASS C

Class C faults rank third in terms of severity. They result in a lockout of theaffected inverter which automatically “unlocks” once the condition has goneaway.

The locomotive does not drop load in this situation, and no action by theEM2000 is required in the reset of this fault. The inverter computer affectedinternally resets itself. Class C faults are:

• A to D conversion time exceeded.• Unbalanced AC system.• Long time overcurrent.• Short time overcurrent.• Subprocessor operation not according to main processor.• Undervoltage.• Wrong rotation direction.• No speed detectable.• Overvoltage, total software lock.• Undefined TCC code.

CLASS D

A gradual reduction in inverter torque results when a Class D fault exists.

The fault automatically resets and normal torque levels return once therestricting condition goes away. No action by the EM2000 is required inresetting this fault. Class D type fault are:

• Flux too low.• Maximum TCC temperature limit exceeded.• Motor temperature sensor fault.• System disabled braking mode.• TCC Phase module temperature below minimum.• Torque not according to throttle.• Watchdog monitor or initialization fault RS-485.• 3 phase module temperature sensor faults.• Wheel diameter mismatch.• Subprocessor fault.• Missing feedback for GTO contactor.• Crowbar test failure, re-run test to enable TCC.• TCC overtemperature.• TCC blower feedback failure.• Undefined TCC code.


CLASS E

Class E type faults are the least severe of the five classes. Sensor failure andother warnings make up the greatest majority of these types of faults. Nocorrective action is required of the EM2000, and normal locomotive operation isstill permitted. Only a warning is issued to the operator, and operation is in noway restricted. Class E faults include:

• TCC temperature probe failure.• Snubber resistor temperature sensor failure.• Internal TC error.• Memory board battery undervoltage.• TCC heater feedback failure.• Motor temperature sensor fault.• Overspeed.• RAM data lost, check battery.• TC blower fault.• Speed sensor pickup.• Three phase module temperature fault.• TCC computer temperature probe failure.• Inlet guide vane feedback failure.• Wheel mismatch warning.• Undefined TCC code.


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SECTION 13. DOWNLOAD EVALUATIONWhen a locomotive is defective due to recorded fault conditions; accurateinterpretation of download or captured data packs is a significant step towardsrepairing the locomotive.

Data pack interpretation may lead the performance of load tests.

This Section will cover protection circuits, testing modes, and fault analysis.

DC Link Overcurrent Protection

OVERVIEW

The first type of fault detected is known as a Protozoa fault, named after aSiemens protection card on the SD60MAC. This fault is the most severe.

The overcurrent protection function also provides thermal overload protection ofthe generator on a notch-by-notch basis. This is accomplished by virtue of thefact that the DC link current varies with engine speed and DC link voltage.

The EM2000 overcurrent protection is designed also to act as a back-up if a TCCthrows a hard or soft crowbar without properly informing the EM2000. Whenthis occurs, the fault will be classified as an, “Unannounced Crowbar”.

FAULT DETERMINATION

There are four types of faults to be sensed by this process:

7. Instantaneous “protozoa” trips, using MG_CTA for GT46MAC.

8. Overcurrent faults in Power mode, using MG_CTA and TCCn_Afor GT46MACs.

9. Sneaky crowbars during DC Link charge-up using MG_CTA forGT46MACS.

10. Overcurrent faults in Dynamic Brake mode, using MG_CTA forGT46MACs

A fault condition exists when a specified current input exceeds the trip values.These values are given in the tables on the following two pages. If the specifiedcurrent input drops below the trip level during the waiting period, then no faultcondition exists.

SNEAKY CROWBAR DETECTION

Anytime the DC link is charged up from zero volts, especially after inverterpower-up, the locomotive could be experiencing a sneaky, or unannouncedcrowbar. This is the purpose of the low value in the following two tables (listedas “Idle, Prop, Inv not Acknowledge”). The idea is that if the TCC’s are notacknowledging power, then the TCC’s should not be drawing any current, andthus anything over the listed value is a sneaky crowbar and should be handled assuch.

DOWNLOAD EVALUATION 13-1

3939 THP GT46MAC Overcurrent Schedule

Note 1: One inverter trip levels are set to be 55 percent of the, “Power, 1 or 2TCCs”, trip level.

Trip values for “Power @ Each TCC LEM” are calculated based on thefollowing formula:

Trip Level (amps) = 125% * Truck kW / MAX600V, MGV Lmt whereTruckkW = MAX[Throttle Power Limit(Throttle), TnPrLm] See file “SIG_VALS” forvalues for the Throttle Power Limit, and MGV Lmt. (TnPrLm is the final powerreference for inverter n. See master signal table.)

DC LINK UNDERVOLTAGE PROTECTION

The DC link voltage, in power modes of operation, is normally controlled tofollow a prescribed reference, which is a function of throttle position andlocomotive speed. In dynamic brake mode, the main generator is controlled toprevent the DC link voltage from going below 600 Volts.

Undervoltage protection is not performed by the EM2000. Instead, since thetraction inverters are what require the voltage to be maintained, they assert faultswhen the voltage is too low.

Power 1 or 2 TCCs

Power at each LEM Dynamic Brake/Load Test

Signal MG_CTA MG_CTA TCCn A MG_CTA

Time to Trip 0 mSec 200 mS 200 Ms 200Ms

Idle - RVCentered

2000 525 See Note 1 Not Applicable

Idle Prop/no TCC Ack

000 105 See Note 1 500 Amps

Throttle Position/Engine Speed

InstantaneousProtozoa Trip

1 2000 525 “ 500 Amps

2 2000 525 “ 580Amps

3 2000 735 “ 800Amps

4 2000 840 “ 990Amps

5 2000 997 “ 1180Amps

6 2000 1260 “ 1380Amps

7 2000 1470 “ 1540Amps

8 2000 1627 “ 1640Amps


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UNDERVOLTAGE LEVELS

When the DC link voltage drops about 50 volts below its reference, the tractioninverters begin to reduce their output torque, since the output they provide is afunction of the voltage they have at their input.

At 250 volts below the reference, the traction inverters will send a fault to theEM2000, with text as follows:

TCC #1 INTERNAL RESET - FAULTDC LINK UNDERVOLTAGE 388or TCC #2 INTERNAL RESET - 494DC LINK UNDERVOLTAGE

Undervoltage faults often are the result of some other problem on thelocomotive. Examples include an engine which is not maintaining the correctspeed, or an inverter which draws a sudden burst of power.

DC Link Overvoltage Protection

On AC locomotives, several levels of DC link overvoltage protection exist. Onelevel is tripped by the EM2000, while the remaining levels are tripped by theTCC’s, which are programmed to react differently to rising levels of DC Linkvoltage. For the TCC initiated faults, the Inverter Manuals can be consulted forfurther information.

SYSTEM RESPONSE AT 3000 VOLTS - EM2000 INITIATED

For GT46MACs, a fault condition exists when DCL V exceeds the trip level of3000.

SYSTEM RESPONSE AT 3000 ± 50 VOLTS - TCC INITIATED

At this voltage level, the TCC trips a lockout fault.

SYSTEM RESPONSE AT 3200 VOLTS - TCC INITIATED

At this voltage level, the TCC fires a Soft Crowbar. The EM2000 is informed ofthis over the serial link. After 1.1 sec, TCC will set hard crowbar bit if thevoltage has not decayed enough. The DCL switchgear is cycled automaticallyand the fault reset automatically.


At this voltage level, the TCC fires a Hard Crowbar. The EM2000 is informed ofthis over the serial link. The DCL switchgear is cycled automatically and thefault reset automatically.



At this voltage level, the TCC Break Over Diode (BOD) trips, which fires a HardCrowbar. The EM2000 is informed of this over the serial link. The DCLswitchgear is cycled automatically and the fault reset automatically.

TABLE OF FIGURES

Detailed Propulsion Op Mode Sequencing - Section 9G.

Detailed Self Test Op Mode Sequencing - forward in this Section.

OPERATIONAL MODES

Operator Requests

The operator requests are created as a composite input to the op modeprocessing. They are used to simplify the op mode processing by handling mostoptions and conflicts. The requests are created using inputs from thethrottle/brake handle, trainline inputs, and air brake inputs. Conflicting requestswithin power and brake are arbitrated at this level.

1. Operator Power Request

Operator power request determines the type of power mode that the operator isrequesting. The processing also handles speed control power. Operator powerrequest can take on one of four values, Power, Speed control Power, No ModeRequest, Conflicting Request. The operator power request processing dependson the type of speed Control system that is installed. The characterization option“Speed Control Type” defines the speed Control system that is installed onparticular locomotive.

1. Basic Operator Power Request

2. No Power Reduction or Speed Control Equipment

The absence of both speed control and power reduction equipment is denoted bythe characterization option “Power Reduction/ Speed Control” set to “No”. GFReq is the only input and it directly indicates a desire for power operation. Noconflicts are possible.

Standard Speed Control / Power Reduction Equipment

A standard speed control system is denoted by:

Speed Control Type is: Generic Vendor Speed control or EMD Speed Control orVendor Speed Control and Manual Power Reduction or Manual PowerReduction.

GF Req operator normal power request

False No Mode Request

True Power


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Speed control and power reduction are lumped together because both systemsuse the TL 24T voltage to adjust the loading level of the locomotive. When usingthe power reduction system, the TL 24T voltage is controlled manually. Whenusing the speed control system, the TL 24T voltage is adjusted automatically tocontrol the locomotive speed.

TL 1T indicates a request for speed control power operation. GF Req indicates arequest for power. A simultaneous request for both power and speed controlresults in a conflicting request.

Operator Rollback Request (SD80 & 90 MAC Only)

The operator rollback request is determined based on the movement of thelocomotive. Rollback is entered if the locomotive is slowly rolling in theopposite direction of the reverser. Rollback remains active until either the unitmoves forward or the reverser is centered. If the locomotive starts to movequickly in the opposite direction of the reverser, the Rollback request willcontinue. However, under these conditions, the opposite direction brake requestwill also become active, and override the Rollback request. A prerequisite ofRollback is whether the electric brake system is functional. This is indicated bythe dynamic or blended brake cutout switches, whichever is applicable based oncustomer options.

Overall Operator Power Request

The overall operator power request is generally the operator normal powerrequest, except when the operator rollback request is active and the operatornormal power request is Power.

GF Req TL 1T operator normal power request

False False No Mode Request

False True Speed Control Power

True False Power

True True Conflicting request

Operator Normal PowerRequest

EM2000 Rollback Request EM2000 Power Request

No Mode Request No mode Request

Conflicting request Conflicting Request Speed

Control Power Speed Control Power

Power No Mode Request Power

Power Rollback Rollback

Power ODB ODB


Operator Brake Request

Operator brake request determines the type of brake mode that the operator isrequesting. There are several methods of requesting a brake operation. Operatorbrake request can take on one of six values, Brake Setup, Dynamic Brake, NoMode Request, Emergency Brake, Opposite Direction Brake and Blended Brake.If there are multiple brake requests active, the types of dynamic brake areprioritized. The operator brake request does not handle speed control dynamicbrake at this time.

Dynamic Brake Conditions

Dynamic brake requests are communicated by way of the dynamic brake handleinputs and the dynamic brake cutout switch. When dynamic brake is cutout, nodynamic brake requests can be generated. When dynamic brake is cut in, thedynamic brake handle is monitored. In the event that DB 21T is activatedwithout DB 17T, dynamic brake is assumed. When Characterization ItemDynamic Brake Circuit Breaker Feedback = Yes, when the dynamic brakecircuit breaker is not closed (input DB CB = FALSE), no dynamic brakerequests can be generated.

Opposite Direction Brake (AC Only)

Opposite Direction Brake is the equivalent of plugging on a DC locomotive. It isactivated when the operator sets the reverser handle to the direction opposite ofmovement.

Opposite Direction Brake sets the locomotive up for dynamic brake regardlessof the position of the throttle/DB handle; even with the handle in idle. Fulldynamic brake effort is requested independent of the brake handle position. Thismethod was chosen to best emulate DC traction motor plugging. Activating therequest for Opposite Direction Brake with the throttle in idle emulates DCplugging. Once the DC power circuit is complete and plugging begins, returningthe throttle to idle does not stop the plugging operation. The customer has theoption of preventing the start of opposite direction brake above the MAXPLUGGING SPEED as defined in characterization (MAX. speed forGT46MAC). Once opposite direction brake is entered, increasing the speedabove the MAX PLUGGING SPEED will not cause opposite direction brake toend. The electric brake system has to be operable. Note that on a OppositeDirection Brake option, or EDL, is not used, since, if Opposite Direction Brakeis not desired, the “MAXIMUM PLUGGING SPEED” can be set to zero in thecharacterization.

DB CB DBNtCO DB 21T DB 17T operator db request

False No mode request

False No mode request

True True False False No mode request

True True False True Brake Setup

True True True Dynamic Brake


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Overall Operator Brake Request

Given that several types of brakes can be requested simultaneously, the operatorbrake request must be prioritized. Emergency brake is the highest priority.

TESTING OP MODES (AC and DC)

The display names, and values, are not listed here, but can be obtained from theOp Mode table.

Several op modes are used exclusively for self tests. Self tests that require thealternator to be loaded are handled in a manor similar to Propulsion. Self teststhat do not require loading do not have a working on state or a setup state.

The general requirements to get to each test mode are given in the testinstructions, on the display.

EM2000 odb request

EM2000 db request

operator brake request

No ModeRequest

No Mode Request

Opposite Direction Brake

Opposite direction Brake

No Mode Request

Brake Setup 17T ON

Brake Setup

No ModeRequest

Dynamic Brake 21T ON/24T

Dynamic Brake

No Mode Request

No Mode Request

No Mode Request


Figure 13-1 Detailed Self Test Op Mode Sequencing

LOAD TEST SETUP

Load Test Setup is the first step toward all the load test modes. Load test directsthe output of the traction alternator to either internal or external braking grids.By dissipating the engine power through the braking grids, engine performancecan be evaluated at most operating points. Load Test Setup indicates that theoperator has requested load test but has either not requested load or thelocomotive is not ready for load.


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The following conditions must be met to get to the Load Test Setup mode.

1. The operator has requested load test from the display.

2. The reverser handle is centered as indicated by RHSw F = FALSEand RHSw R = FALSE.

3. The control circuit breaker is on as indicated by Cntl CB = TRUE.

4. The local control circuit breaker is on as indicated by LC Bat =TRUE.

5. A request for a TCC to be cut in or cutout is not pending as indicatedby traction change pending = FALSE.

The following conditions must be met to get to the Working on Load Test mode.

1. All the Load Test Setup requirements must be true.

2. The traction alternator exciter is ready to provide excitation to theSCR bridge as indicated by engine running state = Running CA or Running Both.

3. The LCC must be able to receive excitation frequency and voltagefeedbacks as indicated by ACCntl = TRUE.

4. The isolation switch is in the run position as indicated by RUN =TRUE.

5. The ground relay protection system must be cut in and indicated byGRNtCO = TRUE

6. The source of energy for the engine cooling fans, traction motorblowers and so on is available as indicated by auxiliary system ready= TRUE.

7. The operator has requested loading by selecting throttle 1 or higherwith the generator field switch on as indicated by operator powerrequest = Power.

8. All the grids are connected to the DC link as indicated by the B con-tactors. B1 through B4 equals PU on locomotives with two gridpaths.

9. The engine run switch is off as indicated by ER SW = FALSE. Thisis only required on locomotives that have an Engine Run switch, asindicated by the characterization item “Engine Run SwitchInstalled” = YES

10. For DC grid blowers of all powers, characterized according to “GridBlower Horsepower,” the grid blowers are connected to each grid path as defined by the locomotive’s characteristics.

When any of the conditions are not met the op mode will transition to Load TestSetup mode.


The following conditions must be met to get to the Load Test 1 mode.

Load Test 1 Mode

All the "Working on Load Test requirements" have been met.

The operator has selected Load Test 1 through the display system.

The generator field contactor is picked up as indicated by GFC = PU. For it topickup, several other conditions must be met.

WORKING ON LOAD TEST

Working on Load Test mode indicates that the locomotive’s power circuit andoperator inputs are ready to activate the generator field circuit.

Load Test 1

Load Test 1 mode indicates that the locomotive is self loading with nominalreferences.

When the operator has selected load test 2 through the display system the opmode will transition to Load Test 2 mode.

Load Test 2

Load Test 2 mode indicates that the locomotive is self loading using higher thannormal references.

EXCITATION TEST BACKGROUND INFORMATION

The purpose of this test is to qualify the operation of the SCR bridge and thecomputer’s ability to control it. In essence, this test checks that specified SCRfiring angles deliver appropriate field voltages.

Since a field voltage feedback signal does not exist, main generator field currentwill be used. In general, Ohm’s law can be used to relate the two quantities(V=IR). However, the field resistance value varies with temperature. Hence, anuncertain resistance and other system tolerances must be reconciled byestablishing a suitable correction factor.

The Excitation Test can uncover common failures modes such as a bad SCR,wrong phase rotation somewhere in the 3 phase wiring, and other wiring errors.

SINGLE SCR TEST

This test provides a simple go/no-go check to see if individual SCRs are wiredcorrectly and operational. It is especially well-suited for determining when onlytwo phases are operational (such as with a failed SCR, a failed gate driver, or amis-wire).

During this test, each SCR will be turned on full for seven seconds and the maingenerator field current will be read. Then the SCR is turned off and the fieldcurrent read again. This test starts at the moment the GFC is picked up.


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MULTIPLE SCR TEST

The multiple SCR test will be run only if there were no failures during the singleSCR test. During this next test the delay angle for the SCRs will be changed fourtimes and the resultant generator field current measured.

Tests should proceed consecutively unless a failure is encountered. In that case,no additional tests shall be performed. The appropriate response is put on thedisplay screen.

Test “0”

The first SCR test being run is “Test0”, this is the beginning of the SCR test,which has all 3 legs of the SCR turned off. For this test to pass the requirement isto have less than 10 amps of field current.

Test “1, 3 and 5”

– Tests one, three and five turns on each leg of the SCR individually.For this test to pass the field output current must exceed 20 amps.

– Test 1 turns on SCR-1, test 3 turns on SCR-2 and test 5 turns onSCR-3.

– During this test the field current output should be monitored todetermine that all three current feedbacks are balanced.

Tests “2,4 and 6”

Tests two, four and six turn off the SCR leg from the previous test, that is

These test verify that the field current has decayed to less than 10 amps. Thecurrent feedback during each test should decay to zero amps. If this does notoccur the decay portion of the excitation circuit should be examined.

Test #7 (Baseline):

– The nominal field current reference is a fixed value based on trac-tion generator model which equals to approximately 50% of fullexcitation at the specified engine RPM.

– The corrected reference is simply the nominal field current referencesince a correction factor is not available.

– The tolerance for passing this test is deliberately set high (3.5%) inrecognition of the fact that the reference has not been corrected.

– Finally, a correction factor is computed as follows:

Correction Factor = CF = _____________________________

Test 2 Turns off Test 1



Field Current FeedbackNominal Field Current Reference


Test #8 (Low Excitation):

– This particular test checks to make sure that the SCR bridge exhibitsproper control when very low levels of excitation are requested,which equals approcimatley 10% of full excitation at the specifiedengine RPM.

– The nominal field current reference is a fixed value based on trac-tion generator model.

– The corrected reference is obtained by multiplying the nominalrefer-ence by the correction factor.

– The tolerance for passing this test is 75%. Note that 75% of a smallnumber is actually a small tolerance in contrast to the full outputvalue. The intent is to check if the SCR bridge is able to control atlow levels. The exact value isn’t critical.

Test #9 (Max Excitation):

– This test makes sure that the SCR bridge is capable of achieving fullexcitation at the specified engine RPM.

– The nominal field current reference is a fixed value based on trac-tion generator model.

– The corrected reference is obtained by multiplying the nominalrefer-ence by the correction factor.

– The tolerance for passing this test is 10%.

–

Test #10 (No Excitation):

– This test re-checks the system to be sure that all the SCRs are reallyturned off. Note that the display screen does not identify this test.Only the timer will be active which indicates that the test is almostfinished. Note that this time interval gives the observer a few sec-onds to study the data on screen before it gets replaced by subse-quent screens.

– Essentially, this test waits for the main generator field current todecay and then checks to see that it is less than 10A.

EXCITATION TEST SETUP MODE

Excitation Test Setup is the first step toward the excitation test modes.Excitation test is used to test the generator field circuit and control. The tractionalternator is configured in an open circuit for this test. Excitation Test Setupindicates that the operator has requested excitation test but the locomotive is notready for load.


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The following conditions must be met to get to the Excitation Test Setup mode.

Excitation Test Setup Mode

1. The operator has requested excitation test from the display.





The op mode will not transition from Excitation Test Setup mode to Idle Modeuntil the operator exits the test. This forces the operator to exit the test before anyother op mode can be initiated.

The following conditions must be met to get to the Working on Excitation Testmode.

Working on Excitation Test Mode

1. All the Excitation Test Setup requirements.

2. The DCL switchgear is in the open position as indicated by DCOp =PU and DCCl = DO.

3. The traction alternator exciter is ready to provide excitation to theSCR bridge as indicated by engine running state = Running CA orRunning Both.



6. The generator blower is activated. If the generator blower is electricthen GnBwCB must be TRUE. Assume that the blower is activatedif it is mechanically driven.


8. All the grids are disconnected from the DC link as indicated by theB contactors; B1 through B4 equals DO on locomotives with twogrid paths: B1 and B2 equals PU on locomotives with one grid path.

9. The local and trainlined throttle handle is in the idle position as indi-cated by TH Idl = TRUE and throttle = Idle.

When any of the conditions are not met the op mode will transition to ExcitationTest Setup mode.


The following conditions must be met to get to the Excitation Test mode.

Excitation Test Mode

1. All the Working on Excitation Test requirements.

2. The generator field contactor is picked up as indicated by GFC =PU. For it to pickup, several other conditions must be met.

When any of the conditions are not met the op mode will transition to Workingon Excitation Test.

WORKING ON EXCITATION TEST

Working on Excitation Test mode indicates that the locomotive’s power circuitand operator inputs are ready to activate the generator field circuit.

EXCITATION TEST

Excitation Test mode indicates that the locomotive can start load as required byexcitation test.

TCC PROTECTION TEST SETUP

TCC Protection Test Setup is the first step toward the TCC protection testmodes. The TCC protection test is used to verify the operation of the TCCcrowbars and its related circuitry. The DC link(s) are charged with voltage andthe crowbars fired. By monitoring the DC link voltage, the operation of the TCCprotection system can be verified.

TCC Protection Test Setup indicates that the operator has requested TCCprotection test but the locomotive is not ready for load.

The following conditions must be met to get to the TCC Protection Test Setupmode.

TCC Protection Test Setup

1. The operator has requested TCC protection test from the display.




5. The TCC computers (ASGs) are powered as indicated by the voltageprotection contactor, VPC = PU.

6. The circuits that are required to control the DCL switchgear areoperational. The LCC must be able drive and read the following dig-ital states (i.e. circuit available): DCOp, DCCl, TICOi


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The following conditions must be met to get to the Working on TCC ProtectionTest mode.

Working On Tcc Protection Mode

1. All the TCC Protection Test Setup requirements.

2. The DCL switchgear is in the closed position as indicated by DCOp= DO and DCCl = PU.

3. The traction alternator exciter is ready to provide excitation to theSCR bridge as indicated by engine running state = Running CA orRunning Both.



6. The generator blower is activated. If the generator blower is electricthen GnBwCB must be TRUE. Assume that the blower is activated ifit is mechanically driven. (SD80/90MAC only)


8. The local and trainlined throttle handle is in the idle position as indi-cated by TH Idl = TRUE and throttle = Idle.

9. All TCCs must be cut in as indicated by TICO1 = DO, TICO2 =DO, and APSICO = DO if so equipped.

10. The TCC protection test has not fired a hard or soft crow bar in thelast 5 minutes.

When any of the conditions are not met the op mode will transition to TCCProtection Test Setup mode.

The following conditions must be met to enter the TCC Protection Test mode.

Tcc Protection Test Mode

1. All the Working on TCC Protection Test requirements except 10above. It is permissible for a hard, medium, or soft crowbar to havebeen fired in the last 5 minutes.

2. The generator field contactor is picked up as indicated by GFC =PU. For it to pickup, several other conditions must be met.

When any of the conditions are not met the op mode will transition to Workingon TCC Protection Test mode.


WORKING ON TCC PROTECTION TEST MODE

Working on TCC Protection Test mode indicates that the locomotive’s powercircuit and operator inputs are ready to activate the generator field circuit.

TCC PROTECTION TEST MODE

TCC Protection Test mode indicates that the locomotive can start load asrequired by TCC protection test.

DCL SHORTING TEST 1 SETUP

DCL Shorting Test 1 Setup is the first step toward the DCL shorting test modes.The DCL shorting test is used to verify that the DC link(s) are shorted andconnected to ground. The first part of the test (Test 1) charges and discharges theDC link(s) to verify the operation of the DC link voltage transducers installed onthe locomotive. After the transducers are verified, the second part of the testbegins. The second part of the test verifies the operation of the DCL switch gearand its associated cutout solenoids.

DCL Shorting Test 1 indicates that the operator has requested DCL shorting testbut has either not requested load or the locomotive is not ready for load.

WORKING ON DCL SHORTING TEST 1 MODE

Working on DCL Shorting Test 1 mode indicates that the locomotive’s powercircuit and operator inputs are ready to activate the generator field circuit.

DCL SHORTING TEST 1 MODE

DCL Shorting Test 1 mode indicates that the locomotive can start load asrequired by DCL shorting test.

WORKING ON DCL SHORTING TEST 2

Working on DCL Shorting Test 2 mode indicates that the locomotive has passedthe first phase the DCL shorting test involving the verification of the voltagetransducers. The locomotive must now setup for the DCL switch gear phase ofthe DCL shorting test.

DCL SHORTING TEST 2 MODE

DCL Shorting Test 2 mode indicates that the locomotive can begin theinterrogation of the DCL switch gear and its associated equipment.


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CONTACTOR TEST MODE

Contactor Test mode indicates that the locomotive is in contactor test. This testchecks the operation of most of the switch gear and contactors on board thelocomotive. Devices that are not controlled by the LCC or do not have feedbackscan not be tested. A few devices with feedbacks and LCC control can not betested because their operation will cause an undesirable action or they can not beoperated without special activating criteria, i.e. the start contactor (ST).

Cooling Fan Test Mode

Cooling Fan Test mode indicates that the locomotive is in cooling fan test.Cooling fan test allows that fan to be turned so that their operation can beobserved.

TCC BLOWER TEST MODE

TCC Blower Test mode indicates that the locomotive is in TCC blower test. Thistest operates the motor driven TCC blower(s) in an attempt to verify theiroperation.

WHEEL SLIP LIGHT TEST MODE

Wheel Slip Light Test mode indicates that the locomotive is in wheel slip lighttest mode. The wheel slip light test activates the wheel slip light to test theoperation of the circuitry used to light the light.

RADAR TEST MODE

Radar Test mode indicates that the locomotive is in radar test mode. The radartest activates an internal self test within the radar. This circuitry between theLCC and radar can be verified by the test.

METER TEST MODE

Meter Test mode indicates that the locomotive is in meter test mode. The metertest verifies the ability of the LCC to transmit load meter and speedometerinformation to the analog meters.

WHEEL FLANGE TEST MODE

Wheel Flange Test mode indicates that the locomotive is in wheel flange testmode. The test verifies the ability of the LCC t control the wheel flangelubrication system.


TEST OP MODE TABLE

The following table lists the operating modes along with their display names.

Op Mode(Hex)

Display Name

Load Test Setup LTSU

Working on Load Test WLT

Load Test 1 LT1

Load Test 2 LT2

Excitation Test Setup ETSU

Working on Excitation Test WEXC

Excitation Test EXCT

TCC Protection Test Setup IPSU

Working on TCC Protection Test WOIP

TCC Protection Test TCPT

DCL Shorting Test 1 Setup DCSU

Working on DCL Shorting Test 1 WDCS

DCL Shorting Test 1 DCSH

Working on DCL Shorting Test 2 WDCS

DCL Shorting Test 2 DCSH

Contactor Test CONT

Cooling Fan Test FANT

Traction Motor Blower Test TMBT

TCC Blower Test TCCBT

Speed Control Test SS T

Wheel Slip Light Test WS T

Radar Test RADT

Meter Test MTRT

Linking Valve Test LV T

AC Grid Blower Test <Idle>

Blended Brake Test <Idle>


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DOWNLOAD EVALUATION

When analyzing an EM2000 archive, not only are the specific faults that occurimportant, but also their relationship to adjacent faults, the frequency of a givenfault, and the time that a fault is active.

FAULT ACTIVITY, INACTIVITY, AND ACKNOWLEDGMENT

When a fault occurs, the time that it occurs is logged. As long as the faultconditions persist, the fault will be considered active. Below is an example of anair brake related fault which occurred on BNSF unit 9869, on February 10, at06:20:24. In addition to being recorded in the first line of fault information, thetime this fault occurred is repeated in the “Fault Active Information” line. Asindicated in the “Fault Inactive Information”, line, the fault conditions did notclear until 06:25:56. On February 15, at 04:02:44, someone acknowledged thatthis fault occurred, by hitting the “Acknowledge”, key while perusing thearchive. The “Acknowledge” function is used to indicate whether a fault hasbeen properly investigated and addressed by Field Service Personnel. Thedecision to acknowledge a fault may depend on different things. For example, insome cases, a fault may occur only once, for no apparent reason, and not repeat.In other cases a fault may occur several times. In the later case, a more in depthanalysis may be required, since there is likely a curable cause to the problem,which should be found and fixed, before the fault is acknowledged.


SINGLE DATA PACK AND COUNT OCCURRENCING

Many faults are stored with a data pack, which gives the values of pertinentsignals, at the time that the fault occurred.

To prevent filling up the archive with faults that likely have the samecharacteristics each time they occur, some faults are “Count Occurrenced”. Inthis case, only one data pack is shown for a given fault, and the number of timesthe fault occurs in a 24 hour period is counted. In this case, the fault occurred 20times, in the 24 hour period. The data pack is stored at the time of the fault's firstoccurrence (in the 24 hour period), and this corresponds to the “Fault Active”time. The “Fault Inactive” time corresponds to the time in which the last fault inthe 24 hour period went inactive.

An example of a single data pack, count occurrenced fault is the TPU RPM faultshown below.


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TIME SEQUENCED DATA PACK

For certain faults, usually serious in nature, having a data pack at the time of thefault is insufficient for fault analysis purposes. This is true primarily because adata pack at the time of a fault may show more of the effect of the fault, than itscause, as things may already be decaying. Therefore, for certain faults, a “TimeSequenced Data Pack” is used. These data packs contain information, at the timeof a fault, as well as at one second intervals for five seconds prior to the fault. Anexample of such a fault is shown below. These faults can also be countoccurrenced, in which case the timing information (for activity, inactivity, etc.),detailed in the previous section applies.


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In analyzing time sequenced data packs, more often than not, to come to anyconclusions as to the cause of a fault, careful attention has to be paid to the signalvalues in the data leading up to the fault. In the TCC #2 Undervoltage fault givenabove, at the time of the fault, the following conclusions can be drawn:

1. The generator was not able to maintain the required voltage.

2. The engine speed was lower than it should be, which may havecaused conclusion #1.

3. The engine is trying to maintain speed, as indicated by the value ofEngineR being at 0.99, which means the maximum fuel is beingdelivered.

With only these conclusions, the cause of the fault is not apparent - was theengine unable to provide the proper power, or was it overloaded prior to thisfault?


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Examination of the data for the seconds leading up to the fault answers thisquestion. At 5, 4, 3, and 2 seconds prior to the fault, the signals are in the normalrange. At 1 second prior to the fault, the Engine R is at 0.99, but the poweroutput, as given by KW Fbk, is lower than the throttle 8 limit, so somethingcaused the engine to loose its ability to provide its normal power output. Onelikely possible cause for this would be the so called “half horsepower” mode,where the receiver ECM is not functioning.

TIME RELATIONSHIP BETWEEN FAULTS

Often times, multiple faults logged in the archive may be related to each other. Itis usually undesirable to have this situation, since typically only one fault isclosely tied to the root problem, and any others are simply effects of theproblem. In some cases, as with the Undervoltage fault considered above, nofault is logged that is directly tied to the real problem, in which case other faultinformation is relied upon to give insights.

In analyzing an archive, it is therefore important to assess the time relationshipsbetween faults, and try to determine if there is any common cause, for multiplefaults. Following is a series of faults related to the GTO power supplies, and theCompanion Alternator (CA). The first in this series of faults (starting from thebottom 1.), was a failure of GTOPS1 to pick up, #2614 at 07:41:52. The samefault was logged for GTOPS2, #2612 at the same time. 2. Ten seconds later, at07:42:02, a, “NO COMPANION ALTERNATOR OUTPUT” fault #637, waslogged, 3. Finally, at 07:43:00, a “TCC #2 RESET - GTO POWER SUPPLYUNDERVOLTAGE”, fault #507 was logged.

Clearly the last fault, #507, was caused by the conditions implied by the earlierfaults, namely that there was no GTO power supply output, nor any CA output.The reason for the delay before the undervoltage fault is that this fault is nottriggered until a direction request is made, i.e. the reverser is thrown, (this isshown by the Op Mode being PRPRQ, which is Propulsion Requested).

Since the GTO power supplies and CA field are both powered by the auxiliarygenerator, (aux gen), it is logical to assume that the aux gen was not maintainingits output. In this particular sequence of faults, the reason that the CA outputfault #637, was 10 seconds after the GTOPS faults. #2612 and #2614, is that theCA fault is purposefully delayed, so that it is not logged upon engine start-up, itcan take several seconds after engine start-up, for the aux gen to begin regulatingat the proper output. The control system knows when the engine is not running,and when it has CA output, it does not request the GTO power supplies to turnon unless there is CA output. This implies that the engine was running at thetime of the GTOPS faults and that the aux gen output suddenly dropped. Sinceboth power supplies tripped the same fault, it is unlikely that it is a power supplyproblem, but rather a source problem.

The most likely bottom line root cause of this whole episode, was that the DVRstopped supplying field current to the aux gen. As fault #637 implies, the auxgen field circuit breaker may have been tripped. But this could still be indicativeof a DVR problem, since the DVR supplies the trip coil of this breaker.


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DATA PACKS A- 1

Appendix A . DATA PACKS

NOTE:

The List shown on the following pages

includes all the signals used by EM2000

for all locomotive models.

Some Signals are not applicable to the

GT46MAC locomotives

DATA PACKS A- 2

DATA PACKS A- 3

DATA PACKS A- 4

DATA PACKS A- 5

DATA PACKS A- 6

DATA PACKS A- 7

DATA PACKS A- 8

DATA PACKS A- 9

DATA PACKS A- 10

DATA PACKS A- 11

DATA PACKS A- 12

DATA PACKS A- 13

DATA PACKS A- 14

DATA PACKS A- 15

DATA PACKS A- 16

DATA PACKS A- 17

DATA PACKS A- 18

DATA PACKS A- 19

DATA PACKS A- 20

DATA PACKS A- 21

DATA PACKS A- 22

SIGNAL DESCRIPTIONS B-1

Appendix B. SIGNAL DESCRIPTIONS

NOTE:

The List shown on the following pages

includes all the Signals Descriptions

for all locomotive models.

Some Signals Descriptions are not applicable to the

GT46MAC locomotives

GNAL DESCRIPTIONS B-2

A valve.

is bit to be set. Lack of activity will 00 logic. system via serial link. Indicates

rake system via serial link.

system via serial link. Indicates GER operation.

system via serial link. Indicates ion.his signal originates from EM2000

air brake system via serial link. brake self test.or air brake system via serial link. to run an air brake self test.

ere is a request from the operators uest through CAB1). First used on

ere is a request from the operators uest through CAB2). First used on

uest has been made to release

icates that the AC Run contactor

Speed - Soft Start]

SI

Signal Name Data Item Description%Adh &percent_adhesion Percent Adhesion.%TMAvl &percent_motors_available per_mtr_avail - &percent_motors_available0 &NULL_STRING Null SignalA Valv> &SIG_IO_STATE(A_VALV) Governor A Valve: A value of TRUE activates the governor's A_gcc &A_gcc A_gcc - &A_gccAB_Act &DISCRETE_IN(AB_ACT) Any air brake activity within the last one second will cause th

clear this bit. The signal is defined this way to simplify EM20AB_COUT &SIG_IO_STATE(AB_COUT) Air Brake Cutout signal coming from microprocessor air brake

whether air brake system brake valve is CUTIN or CUTOUT.AB_FLT &DISCRETE_IN(AB_FLT) Air Brake Fault Code signal coming from microprocessor air b

Indicates (pre-assigned) code number of detected fault.AB_MODE &SIG_IO_STATE(AB_MODE) Air Brake Mode signal coming from microprocessor air brake

whether air brake system is set up for FREIGHT or PASSENAB_Pen< &SIG_IO_STATE(AB_PEN) A penalty air brake application will cause this bit to be set.AB_Stu &DISCRETE_IN(AB_STU) Currently Not Used.AB_STUP &SIG_IO_STATE(AB_STUP) Air Brake Setup signal coming from microprocessor air brake

whether air brake system is set up for LEAD or TRAIL operatAB_T_Rq &DISCRETE_OUT(AB_T_RQ) Used to signal the air brake system to perform its self test. T

display screen.AB_T_RS &DISCRETE_IN(AB_T_RS) Air Brake Test Response signal coming from microprocessor

Indicates one of several possible outcomes of running an air AB_T_SU &SIG_IO_STATE(AB_T_SU) Air Brake Test Setup Status signal coming from microprocess

Indicates whether air brake system is setup properly in order ABNAp< &SIG_IO_STATE(ABNAP) Derived Air Brake Not Applied Signal.ABNApa< &SIG_IO_STATE(ABNAPA) Air Brake Not Applied Cab A: A TRUE value indicates that th

console in Cab #1 to not apply the automatic air brakes (ReqEW&S JT42CWR (input is normally closed).

ABNApB< &SIG_IO_STATE(ABNAPB) Air Brake Not Applied Cab B: A TRUE value indicates that thconsole in Cab #2 to not apply the automatic air brakes (ReqEW&S JT42CWR (input is normally closed).

ABRel< &SIG_IO_STATE(ABREL) Air Brake Release request: A TRUE value indicates that a reqthe automatic air brakes. First used on EW&S JT42CWR.

AC Run< &SIG_IO_STATE(AC_RUN) Air Compressor Run Contactor Feedback - a TRUE value indis picked up. (Associated with Soft Start MDAC control)

AC Run> &SIG_IO_STATE(AC_RUN) Air Compressor Run - [1st used LIRR DE30AC MDAC Single


.

S power contactor used on dicates that the left side (side es) of the loco AC Control circuit breaker is in

]C]RS power contactor used on dicates that the right side

co is set up to fe

s the compressor motor to operate

RUE value indicates that the position.

RUE value indicates that the

s the compressor motor to operate

lue indicates that the ACStRn ntrol) Soft Start]icates that the ACStrt contactor is

tart]

dicates that sufficient pressure to continue to operate.

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AccFreq &ANA_IN_SLOW(ACC_FREQ) Accessory frequency whether it is the Ca or the HEP systemAccl &locomotive_acceleration Locomotive acceleration (0.0-99.9 mph/sec or kpm per sec)ACCLS< &SIG_IO_STATE(ACCLS) AC Contactor - Left Side: This is the feedback from the ACCL

locomotives with split-bus HEP capabilities. A TRUE value inopposite the engineer's side on short hood forward locomotiv

ACCntl< &SIG_IO_STATE(ACCNTL) AC Control Circuit Breaker: A TRUE value indicates that thethe closed position.

ACCPRL> &SIG_IO_STATE(ACCPRL) AC Contactor Pilot Relay Left Side [1st Used - LIRR DE30ACACCPRR> &SIG_IO_STATE(ACCPRR) AC Contactor Pilot Relay Right Side [1st Used - LIRR DE30AACCRS< &SIG_IO_STATE(ACCRS) AC Contactor - Right Side: This is the feedback from the ACC

locomotives with split-bus HEP capabilities. A TRUE value in(engineer's side on short hood forward locomotives) of the lo

AccShHP &ANA_IN_SLOW(ACC_SHAFT_PWR)

Accessory shaft power feedback, display in units of HP

AccShPw &ANA_IN_SLOW(ACC_SHAFT_PWR)

Accessory shaft power feedback

ACFSA> &SIG_IO_STATE(ACFSAB) Air Compressor Fast Speed Contactor: A TRUE value causea fast speed.

ACFSAB< &SIG_IO_STATE(ACFSAB) Air Compressor Motor High Speed Contactor Feedback: A TACFSA contactor and the ACFSB contactor are in the closed

AclShPw &ANA_IN_SLOW(ACCEL_SHAFT_PWR)

Acceleration shaft power feedback for the engine.

ACSS< &SIG_IO_STATE(ACSS) Air Compressor Motor Slow Speed Contactor Feedback: A Tcontactor is in the closed position.

ACSS> &SIG_IO_STATE(ACSS) Air Compressor Slow Speed Contactor: A TRUE value causea slow speed.

ACStRn< &SIG_IO_STATE(ACSTRN) Air Compressor Start / Run Contactor Feedback - a TRUE vacontactor is picked up. (Associated with Soft Start MDAC co

ACStRn> &SIG_IO_STATE(ACSTRN) Air Compressor Start / Run - [1st Used LIRR DE30AC MDACACStrt< &SIG_IO_STATE(ACSTRT) Air Compressor Start Contactor Feedback - a TRUE value ind

picked up. (Associated with Soft Start MDAC control)ACStrt> &SIG_IO_STATE(ACSTRT) Air Compressor Start - [1st Used LIRR DE30AC MDAC Soft SAct_cc &actual_circuit_configuration act_cc - &actual_circuit_configurationAdrErr &address_error_count addr_errors - &address_error_countAfclC_T &afcl_core_in_temp_ref afcl_c_in_t - &afcl_core_in_temp_refAFPSw< &SIG_IO_STATE(AFPSW) Automatic Fuel Transfer Pressure Switch: A value of TRUE in

has been reached to allow the automatic fuel transfer system


RUE indicates that the circuit sed on BNSF SD70MAC 966706.

icates that the automatic fuel

e automatic fuel transfer relay

TRUE will activate the trip coil on

dicates that the fuel level in the auto fuel transfer system will shut

icates that auxiliary generator field

es that the AGExEn relay has

cates that the AGFCB is closed. TRUE will activate the trip coil on

EM2000 on the 2 way serial link.

ttendant call button is active. that the relay is in the closed

this ground relay should be reset.ndicates a request to cutout JT42CWR to cutout the DSD

r's request to silence the alarm.ilence light is to be turned on.gh to the ICE system with E value (input is high) indicates a

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AFT CB< &SIG_IO_STATE(AFT_CB) Automatic fuel transfer circuit breaker feedback. A value of Tbreaker to energize the fuel transfer system is Closed. First u

AFT< &SIG_IO_STATE(AFT) Automatic Fuel Transfer Relay Feedback: A TRUE value indtransfer relay is in the closed position.

AFT> &SIG_IO_STATE(AFT) Automatic Fuel Transfer Relay: A value of TRUE activates thwhich in turn activates the fuel transfer pump.

AFTCBT> &SIG_IO_STATE(AFTCBT) Automatic Fuel Transfer Circuit Breaker Trip Coil: A value of the circuit breaker to cause the CB to trip.

AFTOVF< &SIG_IO_STATE(AFTOVF) Auto Fuel Transfer Tank Level Float Switch: A TRUE value intank is almost full. This float switch is used to ensure that theoff in case the fuel level from ICE is inaccurate. Spec 3

AGenON< &SIG_IO_STATE(AGENON) Auxiliary Generator Field Circuit Breaker: A TRUE value indcircuit breaker is in the closed position.

AGExEn< &SIG_IO_STATE(AGEXEN) Auxiliary Generator Excitation Enable - a TRUE value indicatpicked up.

AGExEn> &SIG_IO_STATE(AGEXEN) Auxiliary Generator Excitation EnableAGFCB< &SIG_IO_STATE(AGFCB) Auxiliary Generator Field Circuit Breaker - a TRUE value indiAGFCBT> &SIG_IO_STATE(AGFCBT) Auxiliary Generator Field Circuit Breaker Trip Coil: A value of

the circuit breaker to cause the CB to trip.AirBxDn &ANA_IN_SLOW(AIR_BOX_DEN

SITY)The air box density as determine by EMDEC and sent to the

Alarm< &SIG_IO_STATE(ALARM) A value of TRUE indicates the AR relay, trainline 2T, or the aAlGR< &SIG_IO_STATE(ALGR) Alternator Ground Relay Feedback: A TRUE value indicates

position.AlGRst> &SIG_IO_STATE(ALGRST) Alternator Ground Relay Reset: A TRUE value indicates that AlRsCO< &SIG_IO_STATE(ALRSCO) Alerter Reset Cut-Out Switch: A TRUE value (input is high) i

(deactivate) the alerter reset switch(es). First used on EW&Spedal. (SWG)

AlrSln< &SIG_IO_STATE(ALRSLN) Alarm Silence Switch : A value of TRUE indicates the operatoAlrSLt> &SIG_IO_STATE(ALRSLT) Alarm Silence Light: A TRUE value indicates that the alarm sAlrtCO< &SIG_IO_STATE(ALRTCO) Alerter Cut-Out Switch: An EM2000 input that is passed throu

information regarding the status of the Alerter System. A TRUrequest to cutout (deactivate) the alerter system.

Alt Tmr &alerter_system_timer EWS Alerter System Timer.AltAAB< &SIG_IO_STATE(ALTAAB) ALerTor Apply Air Brake relay feedback signal


t to the MV_Alt output. It was first ed a contact closure to provide a

r the alerter system.s request to reset the alerter in the

s request to reset the alerter in the

o reset the alerter.

ON'T CHANGE THIS NAME!

inute interval. Rail.

recorder output option determines ignal of "1" yields 10 volts. recorder output option determines

graphing hex codes about APC



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AltAAB> &SIG_IO_STATE(ALTAAB) ALerTor relay to Apply Air Brake. This is the relay equivalenused with the Davies & Metcalfe air brake system which needpenalty brake application.

AltBel> &SIG_IO_STATE(ALTBEL) Alerter Bell: A true value activates the alerter system bell.AltHrn> &SIG_IO_STATE(ALTHRN) ALTHRN is the output to the horn from the alerter.AltLt> &SIG_IO_STATE(ALTLT) ALTLT is the output to the light in Cab No. 1 or Cab No. 2 foAltRsA< &SIG_IO_STATE(ALTRSA) Alerter Reset Cab A: A value of TRUE indicates the operator'

#1 Cab position (request from CAB1).AltRsB< &SIG_IO_STATE(ALTRSB) Alerter Reset Cab B: A value of TRUE indicates the operator'

#2 Cab position (request from CAB2).AltRst< &SIG_IO_STATE(ALTRST) Alerter Reset: A value of TRUE indicates operator's request tAltRst< &SIG_IO_STATE(ALTRST) Derived Alerter Reset Signal.AmbDens &ANA_IN_SLOW(AMBIENT_AIR_

DENSITY)Ambient Air density given in Kg/M^3

AmbienF &ANA_IN_SLOW(AMBIENT_TEMP)

Calculated ambient temperature.

AmbTmpF &ANA_IN_SLOW(AMBTMP) This is the temperature of the air outside of the locomotive. DAMT_KW &amtkw AMT_KW - Instantaneous power drawn from the third rail.AMT_KWD &amtkwd AMT_KWD - 3rd Rail kilowatt demand, averaged over a 15-mAMT_KWH &amtkwh AMT_KWH - Accumulated kilowatt-hours drawn from the 3rdAMT_KWP &amtkwp AMT_KWP - Max value of Kilowatt DemandAMtrMPH &avg_motor_speed Calculated Average Motor Speed.ANA_InB &analog_input_buffer ana_in_buf - &analog_input_bufferANAInfo &analog_input_info ana_info - &analog_input_infoAnlg01 &ANA_OUT(ANLG01) Generic Analog Output 1: Full scale is 10 Volts. The analog

the signal that is output and its full scale value. An EM2000 sAnlg02 &ANA_OUT(ANLG02) Generic Analog Output 2: Full scale is 10 Volts. The analog

the signal that is output and its full scale value.AnnKey< &SIG_IO_STATE(ANNKEY) Annett's Key. A TRUE value indicates switch is closed.APCcRb &ANA_IN_SLOW(APCCRB) Crankcase pressure of the engine's right bank.APCIN1< &SIG_IO_STATE(APCIN1) Auxiliary Power Converter Input 1: The 1st of 4 input bits tele

status.APCIN2< &SIG_IO_STATE(APCIN2) Auxiliary Power Converter Input 2: The 2nd of 4 input bits tele

status.APCIN3< &SIG_IO_STATE(APCIN3) Auxiliary Power Converter Input 3: The 3rd of 4 input bits tele

status.


raphing hex codes about APC

en APC operation is to be

en an APC fault is to be reset.

d, will drive the motor operated ) to the BackUp connection mode.

lenoid - A TRUE value causes be cutout if the APS / DCL switch-er

d, will drive the motor operated ) to the Normal connection mode. relay is picked up.

Ref EDPS 400 5.4.31. is to be included with the header.

cluded with the header. Ref

e pressure has reached some

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APCIN4< &SIG_IO_STATE(APCIN4) Auxiliary Power Converter Input 4:The 4th of 4 input bits telegstatus.

APCINH> &SIG_IO_STATE(APCINH) Auxiliary Power Converter Inhibit: This output is set TRUE whsuspended.

APCRST> &SIG_IO_STATE(APCRST) Auxiliary Power Converter Reset: This output is set TRUE whAPImLbP &ANA_IN_SLOW(APIMLB) Air pressure at the engine's left bank intake manifold.APImRbP &ANA_IN_SLOW(APIMRB) Air pressure at the engine's right bank intake manifold.APS GR< &SIG_IO_STATE(APS_GR) Auxiliary Power System Ground Relay:APSBUp< &SIG_IO_STATE(APSBUP) Auxiliary Power System Back UpAPSBUp> &SIG_IO_STATE(APSBUP) Auxiliary Power System BackUp - This output, when energize

switch-gear associated with the Auxiliary Power System (APSAPSGRR< &SIG_IO_STATE(APSGRR) Auxiliary Power System Ground Relay ResetAPSGRR> &SIG_IO_STATE(APSGRR) APS Ground Relay ResetAPSICO< &SIG_IO_STATE(APSICO) Auxiliary Power System Inverter Cut-OutAPSICO> &SIG_IO_STATE(APSICO) Auxiliary Power System Inverter Cut-Out - Inverter Cutout So

the cutout solenoid to activate. This will cause the inverter togear passes though the middle position while this output is en

APSIso< &SIG_IO_STATE(APSISO) Auxiliary Power System Isolation FeedbackAPSIso> &SIG_IO_STATE(APSISO) Auxiliary Power System IsolateAPSNrm< &SIG_IO_STATE(APSNRM) Auxiliary Power System - Normal ModeAPSNrm> &SIG_IO_STATE(APSNRM) Auxiliary Power System Normal - This output, when energize

switch-gear associated with the Auxiliary Power System (APSAR< &SIG_IO_STATE(AR) Alarm Relay Feedback: a value if TRUE indicates that the ARAR> &SIG_IO_STATE(AR) Alarm Relay: A TRUE value causes the relay to close.Arc_res &archive_index_rear archive_reset - &archive_index_rearArStDt &INT_U_IN(ARSTDT) Start date for the remote archive transfer, a time_t variable. ArStrHd &SIG_IO_STATE(ARSTRHD) A TRUE indication means that the archive fault data structure

Ref EDPS 400 5.4.31.ArTxtHd &SIG_IO_STATE(ARTXTHD) A TRUE indication means that the archive fault text is to be in

EDPS 400 5.4.31.ASPrSw< &SIG_IO_STATE(ASPRSW) Air Start Pressure Switch: A value of TRUE indicates that som

level indicating something needs to be done. ??????????AT_bec &AT_bec AT_bec - &AT_becAT_fld &AT_field AT_field - &AT_fieldAT_gcc &AT_gcc AT_gcc - &AT_gccAT_ipc &AT_ipc AT_ipc - &AT_ipc


at the ATC system on the h info is typically passed along to

at the ATC system on the

stomer defined criteria is met for

the locomotive engine system.

P

em. Ref EDPS 400 5.5.1.

the AWDDis relay is picked up.

ftercooler water temperature after used with the AWT RO and ETP

ngine aftercooler water ter temperature is before engine with the AWT A temperature measured just OCO signals as a threesome in

SI

AT_Pr &AT_power AT_power - &AT_powerATC CO< &SIG_IO_STATE(ATC_CO) Automatic Train Control Cut-Out - A TRUE value indicates th

locomotive has been cutout (via a manual switch). This switcICE ...

ATC OK< &SIG_IO_STATE(ATC_OK) Automatic Train Control OK Input - a TRUE value indicates thlocomotive is considered in a health status of OK.

ATEgIF &ANA_IN_SLOW(ATEGI) Air temperature into the engineATImLbF &ANA_IN_SLOW(ATIMLB) Air temperature at the engine's left bank intake manifold.ATImRbF &ANA_IN_SLOW(ATIMRB) Air temperature at the engine's right bank intake manifold.AuxLts< &SIG_IO_STATE(AUXLTS) Some kind of Auxiliary Lights Relay feedbackAuxLts> &SIG_IO_STATE(AUXLTS) Auxiliary Lights Enable : A TRUE value indicates that the cu

enabling the crossing or ditch lights.AuxMsg &STR_DEVICE(AUXMSG) These bytes present the displayed message for the health of

Ref EDPS 400 5.5.15.AuxShHP &ANA_IN_SLOW(AUX_SHAFT_P

WR)Auxiliary system shaft power feedback, displayed in units of H

AuxShPw &ANA_IN_SLOW(AUX_SHAFT_PWR)

Auxiliary system shaft power feedback

AuxStat &DISCRETE_OUT(AUXSTAT) This byte indicates the health of the locomotive auxiliary systAv_Adh &average_adhesion avg_adh - &average_adhesionAv_EPN &average_e_per_n_slow epern_avg - &average_e_per_n_slowAv_WDi1 &PROT_DATA(loco_avg_wheel_di

ameter)avg_whl_dia1 - &avg_wheel_diameter

AWDDis< &SIG_IO_STATE(AWDDIS) Automatic Water Drain Disable: a TRUE value indicates that AWDDis> &SIG_IO_STATE(AWDDIS) Auto Water Drain DisableAWT AOF &ANA_IN_SLOW(AWT_AO) Aftercooler Water Temperature at the Aspirator: The engine a

the water has been mixed via the linking valve. This signal issignals as a threesome.

AWT ROF &ANA_IN_SLOW(AWT_RO) Aftercooler Water Temperature at the Radiator Output: The etemperature at the output of the aftercooler radiator. This wawater can be added via the linking valve. This signal is used

AWTF &ANA_IN_SLOW(AWT) Aftercooler Water Temperature: The engine aftercooler waterbefore the pump. This signal is used with the ETP and ETP_One Radiator Bank Per Loop Cooling System.

AxAltAc &axle_alt_acceleration axle_alt_ac - &axle_alt_accelerationAxl MPH &axle_alt_train_speed Axle speed signalAxl MPH &axle_alt_loco_speed Axle speed signal


mode to provide better resolution

e to provide better resolution at

B valve. actor is in the closed position.

the B1 contactor is in the closed

r to close. the B1 contactor is in the closed

r to close.

ntactor is in the closed position..ntactor is in the closed position..ntactor is in the closed position.

lose.ntactor is in the closed position.

lose.t the BaHt (or BatHtr) relay is

contactor to close.

ascal's but the scale factor is

A).EC is powered off a 24 Volt power

EC is powered off a 24 Volt power

SI

AxlAlt &ANA_IN_SLOW(AXLALT) 120 teeth/rev, Locomotive Axle Speed. Uses the divide by 8at low speeds.

AxlAltH &ANA_IN_SLOW(AXLALTH) 120 teeth/rev, Locomotive Axle Speed. Uses the normal modhigh speeds.

AxSpdSr &axle_spd_source axl_spd_source - &axle_spd_sourceB Valv> &SIG_IO_STATE(B_VALV) Governor B Valve: A value of TRUE activates the governor's B< &SIG_IO_STATE(B) B Contactor Feedback: A value of TRUE indicates the B contB> &SIG_IO_STATE(B) B Contactor: A value of TRUE closes the contactor.B_1< &SIG_IO_STATE(B_1) B_1 DE/DM Contactor Feedback: A value of TRUE indicates

position.B_1> &SIG_IO_STATE(B_1) B_1 DE/DM Contactor: A value of TRUE causes the contactoB_2< &SIG_IO_STATE(B_2) B_1 DE/DM Contactor Feedback: A value of TRUE indicates

position.B_2> &SIG_IO_STATE(B_2) B_2 DE/DM Contactor: A value of TRUE causes the contactoB_Stu &b_status b_status - &b_statusB1< &SIG_IO_STATE(B1) B1 Contactor Feedback: A value of TRUE indicates the B1 coB1> &SIG_IO_STATE(B1) B1 Contactor: A value of TRUE causes the contactor to closeB2< &SIG_IO_STATE(B2) B2 Contactor Feedback: A value of TRUE indicates the B2 coB2> &SIG_IO_STATE(B2) B2 Contactor: A value of TRUE causes the contactor to closeB3< &SIG_IO_STATE(B3) B3 Contactor Feedback: A value of TRUE indicates the B3 coB3> &SIG_IO_STATE(B3) B3 Contactor: A value of TRUE causes the B3 contactor to cB4< &SIG_IO_STATE(B4) B4 Contactor Feedback: A value of TRUE indicates the B4 coB4> &SIG_IO_STATE(B4) B4 Contactor: A value of TRUE causes the B4 contactor to cBaHt< &SIG_IO_STATE(BAHT) Battery Heater Relay Feedback - a TRUE value indicates tha

picked up.BAHT> &SIG_IO_STATE(BAHT) Battery Heating Pad Contactor: A value of TRUE causes theBAOvrd< &SIG_IO_STATE(BAOVRD) Brakes Applied Traction Inhibit OverrideBar Prs &ANA_IN_SLOW(BAR_PRS) DON'T USE, REL 8+, Barometric pressure. The units says P

actually for mmHG.Bar Prs &ANA_IN_SLOW(BAR_PRS) Barometric pressure: Pascal Version & Up.BatHtr> &SIG_IO_STATE(BATHTR) Currently not Used.Batt V &ANA_IN_SLOW(BATT_V) Battery voltage (using former LR [load regulator] input into ADBatV1 &ANA_IN_SLOW(BATV[0]) Battery voltage as detected by EMDEC ECM #1. Since EMD

supply, it is not really locomotive battery voltage.BatV2 &ANA_IN_SLOW(BATV[1]) Battery voltage as detected by EMDEC ECM #2. Since EMD

supply, it is not really locomotive battery voltage.


EC is powered off a 24 Volt power

ue indicates that blended brake is

the blended brake system is

r Air Brake (MAB) system through

batteries. 1st Used LIRR DE30-0.2 Ohm burden resistor. batteries. 1st Used LIRR DE30-0.2 Ohm burden resistor.and GT42CU-AC Locomotives

rom Micro Air Brake System. A der pressure feedback.

e cylinder pressure exceeds 23

equested by the operator.

tive has been requested by the bell is on.the output controlling the ringing of that this input will only be TRUE

the output controlling the ringing

is bit to be set.

SI

BatV3 &ANA_IN_SLOW(BATV) Battery voltage as detected by EMDEC ECM #3. Since EMDsupply, it is not really locomotive battery voltage.

Bb_req &blended_brake_request bb_req - &blended_brake_requestBBActv> &SIG_IO_STATE(BBACTV) Blended Brake Active Signal sent to the MABS. A TRUE val

active.BBNtCO< &SIG_IO_STATE(BBNTCO) Blended Brake Not Cut-Out: A value of TRUE indicates that

enabled.BC_Pres &ANA_IN_SLOW(BC_PRES) Indication of Brake Cylinder Pressure from the Microprocesso

the serial link.BC1 A &ANA_IN_SLOW(BC1_A) The current flowing from battery charger #1 to the locomotive

AC. Using transducer P/N 40046384, and an ADA internal 4BC2 A &ANA_IN_SLOW(BC2_A) The current flowing from battery charger #2 to the locomotive

AC. Using transducer P/N 40046384, and an ADA internal 4BCB2< &SIG_IO_STATE(BCB2) Brake Cylinder Pressure in Bogie #2. First used on Queensl

(order no. 969160). EM2000 to ICE for display purposes.BCFBOK< &SIG_IO_STATE(BCFBOK) Automatic Brake Cylinder Pressure Feedback Valid bit sent f

TRUE value indicates that a valid signal exists for brake cylinBChgCB< &SIG_IO_STATE(BCHGCB) BChgCB - Battery Charger Circuit Breaker FeedbackBCP RqP &ANA_OUT(BCP_RQ) Brake Cylinder Pressure Request sent to the MABS.BCPrLm &bc_power_limit bc_pwr_lim - &bc_power_limitBCPS< &SIG_IO_STATE(BCPS) Brake Cylinder Pressure Switch. Asserted (HIGH) when brak

p.s.i. Used with DB/Emergency. interlock extra.BE Req% &be_request_ratio The percentage of total brake effort above the in-shot being rBE_Ref &brake_effort_ref brk_eff_ref - &brake_effort_refBeF_des &be_tm_field_current_desired be_tmfld_des - &be_tm_field_current_desiredBEFbklb &dbe_fb Dynamic brake effort feedbackBell< &SIG_IO_STATE(BELL) A TRUE input indicate that the pneumatic bell on the locomo

locomotive operator. This input is used to signal ICE that theBellOn< &SIG_IO_STATE(BELLON) A TRUE input indicates that the operator has requested that

the Bell be turned on. This is different than the BELL input inwhen the operator presses the bell button, whereas the BEL

BelNOf< &SIG_IO_STATE(BELNOF) A FALSE input indicates that the operator has requested thatof the Bell be turned off.

BelRly< &SIG_IO_STATE(BELRLY) Indication that the Bell relay is picked upBERfklb &dbe_ref Dynamic brake effort referenceBH_Sup &DISCRETE_IN(BH_SUP) The air brake handle in the suppression position will cause thBHP_PLm &bhp_power_limit BHP_POWER_LM - &bhp_power_limit


s that the BIL switch-gear is in the

that the BIL switch-gear is in the

contactor has picked up.

D contactor has picked up.

SI

BI_Adr &bode_analog_input_map[0].control_buffer

BI_ADDR - &bode_analog_input_map[0].control_buffer

BI_OFF &bode_analog_input_map[0].offset BI_OFF - &bode_analog_input_map[0].offsetBI1Sc &bode_analog_input_map[0].scale

_factorBI1_SCALE - &bode_analog_input_map[0].scale_factor

BIL Cl< &SIG_IO_STATE(BIL_CL) Boost Inductor Link Closed Feedback: A TRUE value indicateclosed position.

BIL Cl> &SIG_IO_STATE(BIL_CL) Boost Inductor Link Close, used on DM Locomotives.BIL Op< &SIG_IO_STATE(BIL_OP) Boost Inductor Link Open Feedback: A TRUE value indicates

open position.BIL Op> &SIG_IO_STATE(BIL_OP) Boost Inductor Link Open, used on DM Locomotives.BIL1CO< &SIG_IO_STATE(BIL1CO) Boost Inductor Link #1 Cut-OutBIL1CO> &SIG_IO_STATE(BIL1CO) Boost Inductor Link #1Cutout, used on DM Locomotives.BIL2CO< &SIG_IO_STATE(BIL2CO) Boost Inductor Link #2 Cut-OutBIL2CO> &SIG_IO_STATE(BIL2CO) Boost Inductor Link #2Cutout, used on DM Locomotives.BIL3CO< &SIG_IO_STATE(BIL3CO) Boost Inductor Link #3 Cut-OutBIL3CO> &SIG_IO_STATE(BIL3CO) Boost Inductor Link #3Cutout, used on DM Locomotives.BLC< &SIG_IO_STATE(BLC) Battery Load Connect: A TRUE value indicates that the BLC BLC> &SIG_IO_STATE(BLC) Battery Load ConnectBLD< &SIG_IO_STATE(BLD) Battery Load Disconnect: A TRUE value indicates that the BLBLD> &SIG_IO_STATE(BLD) Battery Load DisconnectBnk2fix &bank_to_fix bank2fix - &bank_to_fixBo_cali &bode_cal_in bode_cali - &bode_cal_inBo_CalO &bode_out_cal bode_calo - &bode_out_calBo_FldV &bode_field_voltage bode_fld_vol - &bode_field_voltageBO0_Adr &bode_analog_output_map[0].cont

rol_bufferBO0_ADDR - &bode_analog_output_map[0].control_buffer

BO0_OFF &bode_analog_output_map[0].offset

BO0_OFF - &bode_analog_output_map[0].offset

BO0_Sc &bode_analog_output_map[0].scale_factor

BO0_SCALE - &bode_analog_output_map[0].scale_factor

BO1_Adr &bode_analog_output_map[1].control_buffer

BO1_ADDR - &bode_analog_output_map[1].control_buffer




for testing purposes.ad center, from ECM #1 Always

ad center, from ECM #2, Always

ad center, from ECM #3, always

air brake system via serial link.essor air brake system via serial

ter has determined that air brakes

TRUE value indicates that the

[16])

y in the closed position.

he Park Brake Apply Switch #1

he Park Brake Apply Switch #2

lay in the closed position.

SI



BO2_Adr &bode_analog_output_map[2].control_buffer

BO2_ADDR - &bode_analog_output_map[2].control_buffer





Bode1 &ANA_IN_SLOW(BODE1) Bode Input 1: This is a spare input channel that can be usedBOI1 &ANA_IN_SLOW(BOI[0]) Injector Timing, beginning of injection in degrees from top de

degrees NEVER radians hence it is unitlessBOI2 &ANA_IN_SLOW(BOI[1]) Injector Timing, beginning of injection in degrees from top de

in degrees NEVER in radians, hence unitlessBOI3 &ANA_IN_SLOW(BOI) Injector Timing, beginning of injection in degrees from top de

in degrees NEVER in radians, hence unitlessBP_Pres &ANA_IN_SLOW(BP_PRES) Brake Cylinder Pressure signal coming from microprocessor BPP_Vld &SIG_IO_STATE(BPP_VLD) Brake Pipe Pressure Validation signal coming from microproc

link. Indicates whether the BP_Pres signal is valid.BrApld< &SIG_IO_STATE(BRAPLD) Brake Applied TrainlineBrFail< &SIG_IO_STATE(BRFAIL) A value of TRUE indicates that the air brake system's compu

have failed.BrFail< &SIG_IO_STATE(BRFAIL) Brake Fail Indication bit sent from Micro Air Brake System. A

Micro Air System is in a FAILED state.Brk Req &rated_brake_handle_request Rated 24TBrk Req &rated_brake_handle_request Rated 24TBrk8dat &RUN_TOT_DATA(rt_data.lifetime

_throt_record[16])brk8_data - &RUN_TOT_DATA(rt_data.lifetime_throt_record

BRKA< &SIG_IO_STATE(BRKA) Parking Brake Apply Relay: A TRUE value indicates the relaBRKA> &SIG_IO_STATE(BRKA) Parking Brake Apply Contactor (SD80/90MAC)BrkApA< &SIG_IO_STATE(BRKAPA) Parking Brake Apply Cab A: A value of TRUE indicates that t

has been activated in Cab #1. SWGBrkApB< &SIG_IO_STATE(BRKAPB) Parking Brake Apply Cab B: A value of TRUE indicates that t

has been activated in Cab #2. SWGBRKAPL< &SIG_IO_STATE(BRKAPL) Parking Brake Motor Application Request (SD80/90MAC)BrkComp &brake_complete brk_complete - &brake_completeBRKR< &SIG_IO_STATE(BRKR) Parking Brake Release Relay: A TRUE value indicates the reBRKR> &SIG_IO_STATE(BRKR) Parking Brake Release Contactor (SD80/90MAC)


t the Park Brake Release Switch

t the Park Brake Release Switch

alue indicates a brake warning

relay is in the closed position and

lose.

nsist operators console switch is

C valve. urrent that is proportional to the

ue is used for CA Load

urrent that is proportional to the ue is used for CA Load

, moved to medium loop where it

rst Used On JT42C Basic. locomotives.eing made for the #1 Cab to be sed on a multi-cab loco, with dual

rst Used On JT42C Basic. locomotives.eing made for the #2 Cab to be sed on a multi-cab loco, with dual

SI

BRKREL< &SIG_IO_STATE(BRKREL) Parking Brake Motor Release Request (SD80/90MAC)BrkRlA< &SIG_IO_STATE(BRKRLA) Parking Brake Release Cab A: A value of TRUE indicates tha

#1 has been activated in Cab #1. SWGBrkRlB< &SIG_IO_STATE(BRKRLB) Parking Brake Release Cab B: A value of TRUE indicates tha

#2 has been activated in Cab #2. SWGBrRlsd< &SIG_IO_STATE(BRRLSD) Brake Released TrainlineBus_err &bus_error_count bus_errors - &bus_error_countBW 20T< &SIG_IO_STATE(BW_20T) Trainline 20T: Trainlined brake warning indication. A TRUE v

condition.BWR< &SIG_IO_STATE(BWR) Brake Warning Relay Feedback: A TRUE value indicates the

therefore indicating a warning condition.BWR> &SIG_IO_STATE(BWR) Brake Warning Relay: A value of TRUE causes the relay to cBwr_Ter &blower_path_term blwr_term - &blower_path_termC FPSw< &SIG_IO_STATE(C_FPSW) Control and Fuel Pump Switch: A TRUE indicates that the co

on.C Valv> &SIG_IO_STATE(C_VALV) Governor C Valve: A value of TRUE activates the governor'sCA CTA1 &ANA_IN_SLOW(CA_CTA1) Companion Alternator CT #1 current ... this input provides a c

total current in phase 1 of the companion alternator. This valManagement.

CA CTA2 &ANA_IN_SLOW(CA_CTA2) Companion Alternator CT #2 current ... this input provides a ctotal current in phase 2 of the companion alternator. This valManagement.

CA Full &ANA_IN_SLOW(CA_FULL) The period of the companion alternator's AC voltage.CA V &ANA_IN_SLOW(CA_V) AC System : Companion Alternator VoltageCA V &ANA_IN_SLOW(CA_V) DC System : Companion Alternator Voltage. Was in fast loop

belongs, 5/4/98.Cab1< &SIG_IO_STATE(CAB1) Cab 1 Active Relay Feedback For Two Cab Locomotives. FiCab1> &SIG_IO_STATE(CAB1) Relay output for number one cab active on dual cab EM2000Cab1Rq< &SIG_IO_STATE(CAB1RQ) Cab #1 Request - A TRUE value indicates that a request is b

switched in as the Controlling Cab (aka HOT Cab). This is ucab request inputs. [1st Used - LIRR DE30AC]

Cab2< &SIG_IO_STATE(CAB2) Cab 2 Active Relay Feedback For Two Cab Locomotives. FiCab2> &SIG_IO_STATE(CAB2) Relay output for number two cab active on dual cab EM2000Cab2Rq< &SIG_IO_STATE(CAB2RQ) Cab #2 Request - A TRUE value indicates that a request is b

switched in as the Controlling Cab (aka HOT Cab). This is ucab request inputs. [1st Used - LIRR DE30AC]


ey at the cab console has been logic is needed to determine if the uol cabinet.otives. Input "ON" (high) s CAB 2 is to be in control.n selected as the active cab. (Ref

n selected as the active cab. (Ref

e closed position and therefore

of TRUE indicates that the CA

causes the CA Field Flashing n order to start the Auxiliary Power

TRUE value indicates a valid call

s that the CCE relay is picked up.ir pressure. A value of FALSE ates that the main reservoir air

d for third rail mode operation.C Controlled HEP Type. A value 'ed, and has HEP powered.icates the presence of a low oil

t the relay is picked up. indicates that the locomotive

ts shall flash when horn is blown.

SI

CabKey< &SIG_IO_STATE(CABKEY) Cab Control Key Input - This input indicates that the control kinserted and moved to the active control position. Additional selected console controls will be enabled. (1st implemented

CabPrsP &ANA_OUT(CABPRS) The absolute air pressure as measured in the electrical contrCabSel< &SIG_IO_STATE(CABSEL) Operator switch input for selecting "hot" cab of two cab locom

indicates CAB 1 is to be in control. Input "OFF" (low) indicateCabSlA< &SIG_IO_STATE(CABSLA) Cab Select 1: A value of TRUE indicates that Cab #1 has bee

3.43) SWG/JFKCabSlB< &SIG_IO_STATE(CABSLB) Cab Select 2: A value of TRUE indicates that Cab #2 has bee

3.43) SWG/JFKCabStr< &SIG_IO_STATE(CABSTR) CabStr Feedback: A TRUE value indicates the switch is in th

indicating cab start of the engine is being requested..CAF< &SIG_IO_STATE(CAF) Companion Alternator field Flash contactor feedback: A value

Field Flashing contactor is closed.CAF> &SIG_IO_STATE(CAF) Companion Alternator field Flash contactor: A value of TRUE

contactor to close. This connects the battery to the CA field iConverter started.

CalcMPH &calculated_train_speed Calculated traction motor speedCalcRPM &calculated_rpm Calculated traction motor rpmCallOK< &SIG_IO_STATE(CALLOK) Call Pressure Valid bit sent from Micro Air Brake System. A

pressure reading is available.CCapInt &cooling_capacity_integrator cool_cap_int - &cooling_capacity_integratorCCE< &SIG_IO_STATE(CCE) Cab Control Enable Relay Feedback - a TRUE value indicateCCS< &SIG_IO_STATE(CCS) Compressor Control Switch: Used to sense main reservoir a

indicates a low air pressure condition. A value of TRUE indicpressure is nominal.

CDB< &SIG_IO_STATE(CDB) Car Detect B-End InputCDF< &SIG_IO_STATE(CDF) Car Detect F-End InputCHP EFF &ANA_IN_SLOW(CHP_EFF) The instantaneous operational efficiency of the Copper - UseCLD< &SIG_IO_STATE(CLD) Compatible Locomotive Detector digital input for Standard LC

of TRUE indicates that a locomotive of the same model is MUCLOPS< &SIG_IO_STATE(CLOPS) Compressor Low Oil Protection Switch. A value of TRUE ind

condition in the air compressor. CLTP< &SIG_IO_STATE(CLTP) Crossing Lights Relay Feedback - a TRUE input indicates thaCLTP> &SIG_IO_STATE(CLTP) Crossing Lights Enable .(previously CRSLT8): A TRUE value

speed is greater than the speed that which the Crossing LighCM Attn &cm_attenuation CM attenuation - current maximize for DC adhesion system


UE indicates that the CmpSyn

tes that a request is being made

on at the Conductor's station has )trol circuit breaker is in the on

le of making.

compressors within a consist. A f FALSE indicates no trainline

ab Signal system has been &S JT42CWR for AWS Reset

t no request for a penalty brake irst used on EW&S JT42CWR for

ected to 15T. Equivalent to

nnected to 15T. Equivalent to

connected to 12T. Equivalent to

nnected to 12T. Equivalent to TH

SI

CmpSyn< &SIG_IO_STATE(CMPSYN) Compressor Synchronization Relay Feedback. A value of TRrelay is picked up.

CmpSyn> &SIG_IO_STATE(CMPSYN) Compressor Synchronization output. A value of TRUE indicato provide compressor synchronization via the Trainline.

CMtrRPM &ANA_IN_SLOW(CALC_MOTOR_RPM)

The maximum calculated motor RPM signal.

CndHrn< &SIG_IO_STATE(CNDHRN) Conductor's Horn: a TRUE value indicates that the Horn buttbeen pressed. (First implemented with Dual Horn Inputs EDL

CntlCB< &SIG_IO_STATE(CNTLCB) Control Circuit Breaker: A TRUE value indicates that the conposition.

CNW CO< &SIG_IO_STATE(CNW_CO) CNW Cab Signal Cut-OutComPres &com_present com_present - &com_presentCompRPM &ANA_IN_SLOW(COMPRPM) The Air Compressor speed in RPM.CpPwCap &chopper_power_capability The Chopper power capability, or what the Chopper is capabCpPwCSt &chopper_power_capability_status The Chopper power capability status.CRL< &SIG_IO_STATE(CRL) Compressor Relay: Used to provide synchronization of all air

value of TRUE indicates a trainline request for air. A value orequest for air.

CrpSndR &creep_sand_request crp_snd_req - &creep_sand_requestCSAck< &SIG_IO_STATE(CSACK) Cab Signal Acknowledge: A TRUE value indicates that the C

acknowledged by the operator in any cab. First used on EWoperation.

CSNPen< &SIG_IO_STATE(CSNPEN) CAb Signal No Penalty Request: A TRUE value indicates thaapplication from the Cab Signal system has been received. FAWS penalty requests.

Cu_temp &PROT_DATA(copper_temperature[0])

copper_temp - &PROT_DATA(copper_temperature[0])

CycleK &cycle_count rec_cycle - &cycle_countCyl Ref &cyl_ref Blended brake cylinder reference.D AV< &SIG_IO_STATE(D_AV) Distributed Power "A" Valve Relay Feedback. Typically conn

TH2468 Controller Mech. switch.D AV> &SIG_IO_STATE(D_AV) Distributed Power "A" Valve Relay Output. Relay typically co

TH2468 Controller Mech. switch.D BV< &SIG_IO_STATE(D_BV) Distributed Power "B" Valve Relay Feedback. Relay typically

TH 5-8 Controller Mech. switch.D BV> &SIG_IO_STATE(D_BV) Distributed Power "B" Valve Relay Output. Relay typically co

5-8 Controller Mech. switch.




typically connected to 21T. when DB handle is moved past

pically connected to 21T. when DB handle is moved past

lay typically connected to 17T. hen the DB handle is in "setup" or

y typically connected to 17T. hen the DB handle is in "setup" or



lly connected to 16T. Equivalent


connected to 8T/9T. Equivalent to e motion, as viewed from

nected to 8T/9T. Equivalent to e motion, as viewed from

typically connected to 6T.

ically connected to 6T. Equivalent

lay will be momentarily energized sland locomotives, is connected

SI

D CV< &SIG_IO_STATE(D_CV) Distributed Power "C" Valve Relay Feedback. Relay typicallyTH 3-8 Controller Mech. switch.

D CV> &SIG_IO_STATE(D_CV) Distributed Power "C" Valve Relay Output. Relay typically co3-8 Controller Mech. switch.

D DBON< &SIG_IO_STATE(D_DBON) Distributed Power (Dynamic) Brake On Relay Output. Relay Equivalent to BKS_BG Controller Mech. switch, which closes"set-up".

D DBON> &SIG_IO_STATE(D_DBON) Distributed Power Dynamic Brake On Relay Output. Relay tyEquivalent to BKS_BG Controller Mech. switch, which closes"set-up".

D DBSU< &SIG_IO_STATE(D_DBSU) Distributed Power Dynamic Brake Setup Relay Feedback. ReEquivalent to BKS_B Controller Mech. switch, which closes wbeyond..

D DBSU> &SIG_IO_STATE(D_DBSU) Distributed Power Dynamic Brake Setup Relay Output. RelaEquivalent to BKS_B Controller Mech. switch, which closes wbeyond.

D DV< &SIG_IO_STATE(D_DV) Distributed Power "D" Valve Relay Feedback. Relay typicallyTH ST56 Controller Mech. switch.

D DV> &SIG_IO_STATE(D_DV) Distributed Power "D" Valve Relay Output. Relay typically coST56 Controller Mech. switch.

D ER< &SIG_IO_STATE(D_ER) Distributed Power Engine Run Relay Feedback. Relay typicato Engine Run control stand switch.

D ER> &SIG_IO_STATE(D_ER) Distributed Power Engine Run Relay Output. Relay typically Engine Run control stand switch.

D FOR< &SIG_IO_STATE(D_FOR) Distributed Power Forward Relay Feedback. Relay typically RHS_F Controller Mech. switch (produces forward locomotivengineer's seat).

D FOR> &SIG_IO_STATE(D_FOR) Distributed Power Forward Relay Output. Relay typically conRHS_F Controller Mech. switch (produces forward locomotivengineer's seat).

D GF< &SIG_IO_STATE(D_GF) Distributed Power GenFieldRequest Relay Feedback. RelayEquivalent to TH1-8 Controller Mech. switch (sort of).

D GF> &SIG_IO_STATE(D_GF) Distributed Power GenFieldRequest Relay Output. Relay typto TH1-8 Controller Mech. switch (sort of).

D PBAP< &SIG_IO_STATE(D_PBAP) First used on Queensland GT42CU-AC locomotives. This reon remote units to apply the parking brake and, on the Queento the 27T trainline.


lay will be momentarily energized sland locomotives, is connected

lay will be momentarily energized ensland locomotives, is connected

lay will be momentarily energized ensland locomotives, is connected

connected to 9T/8T. Equivalent to tive motion, as viewed from

nected to 9T/8T. Equivalent to tive motion, as viewed from

Relay typically connected to 1T.

lay typically connected to 1T.

nected to 23 (though connected to

cted to 23 (though connected to

typically connected to nothing.

pically connected to nothing.

pically connected to nothing.

D valve. ne for each of the D-to-A channels

sist operators console to set the

rators console for loading in

SI

D PBAP> &SIG_IO_STATE(D_PBAP) First used on Queensland GT42CU-AC locomotives. This reon remote units to apply the parking brake and, on the Queento the 27T trainline.

D PBRL< &SIG_IO_STATE(D_PBRL) First used on Queensland GT42CU-AC locomotives. This reon remote units to release the parking brake and, on the Queto the 26T trainline.

D PBRL> &SIG_IO_STATE(D_PBRL) First used on Queensland GT42CU-AC locomotives. This reon remote units to release the parking brake and, on the Queto the 26T trainline.

D REV< &SIG_IO_STATE(D_REV) Distributed Power Reverse Relay Feedback. Relay typically RHS_R Controller Mech. switch (produces backward locomoengineer's seat).

D REV> &SIG_IO_STATE(D_REV) Distributed Power Reverse Relay Output. Relay typically conRHS_R Controller Mech. switch (produces backward locomoengineer's seat).

D SC< &SIG_IO_STATE(D_SC) Distributed Power Speed Control Request Relay Feedback. Equivalent to SSCR relay (sort of).

D SC> &SIG_IO_STATE(D_SC) Distributed Power Speed Control Request Relay Output. ReEquivalent to SSCR relay (sort of).

D SND< &SIG_IO_STATE(D_SND) Distributed Power Sand Relay Feedback. Relay typically conother TL's by EDL). Equivalent to trainlined sand switch.

D SND> &SIG_IO_STATE(D_SND) Distributed Power Sand Relay Output. Relay typically conneother TL's by EDL). Equivalent to trainlined sand switch.

D SP< &SIG_IO_STATE(D_SP) Distributed Power Installed Spare #1 Relay Feedback. RelayEquivalent to nothing.

D SP> &SIG_IO_STATE(D_SP) Distributed Power Installed Spare #1 Relay Output. Relay tyEquivalent to nothing.

D SP2> &SIG_IO_STATE(D_SP2) Distributed Power Installed Spare #2 Relay Output. Relay tyEquivalent to nothing.

D Valv> &SIG_IO_STATE(D_VALV) Governor D Valve: A value of TRUE activates the governor'sD2A_tab &d2a_table The D-to-A task database table. It is an array of structures, o

supported by the system.Date &current_time This is the current date signal.DB 17T< &SIG_IO_STATE(DB_17T) Trainline 17T: A TRUE value indicates a request from the con

locomotive up for dynamic brake operation.DB 21T< &SIG_IO_STATE(DB_21T) Trainline 21T: A TRUE value indicates a request from the ope

dynamic brake.DB F Rf &tm_field_current_ref Dynamic brake field current reference


ut.Leave "-" in.he "_" has been taken out until sw

RR DE30AC]edback

IRR DE30AC]

UE value indicates that the circuit

y feedback. Used on the platform has picked up, completing the

led by DCL-C the locomotive HEP system. Ref

motives. First Used On JT42C

omotives. First Used On JT42C

t from the Dynamic Brake Cutout

ower and keeps engine speed in omotive maintains throttle one between 1 an

e system. Ref EDPS 400 5.5.16.

ontactor is in the closed position.UE closes the contactorC1 auxiliary contactor is in the

SI

DB G Rf &grid_current_ref Dynamic brake grid current referenceDB Lt> &SIG_IO_STATE(DB_LT) Electronic Throttle Controller Dynamic Brake Mode Light outpDB_GC< &SIG_IO_STATE(DB_GC) DGBC I/O - Dynamic Brake Ground Connection Relay input. DB_GC> &SIG_IO_STATE(DB_GC) Dynamic Brake Ground Connection contactor. Leave "_" in. T

is told!DBBFA> &SIG_IO_STATE(DBBFA) Dynamic Brake Blower Fast Speed Contactor - [1st used - LIDBBFAB< &SIG_IO_STATE(DBBFAB) Dynamic Brake Grid Blower High Speed Contactors A & B FeDBBSS< &SIG_IO_STATE(DBBSS) Dynamic Brake Grid Blower Slow Speed FeedbackDBBSS> &SIG_IO_STATE(DBBSS) Dynamic Brake Blower Slow Speed Contactor - [1st Used - LDBFld A &mg_a_slow Dynamic brake field current feedback.DBGBCB< &SIG_IO_STATE(DBGBCB) Dynamic Brake Grid Blower Circuit Breaker Feedback - a TR

breaker for the dynamic brake grid blower motor is CLOSED.DBGC< &SIG_IO_STATE(DBGC) DCL Piloted Relay - Dynamic Brake Ground Connection rela

locomotives. A value of TRUE indicates that the DBGC relaydynamic brake ground reference circuit. This relay is control

DBMsg &STR_DEVICE(DBMSG) These bytes present the displayed message for the health ofEDPS 400 5.5.21.

DBNCOA< &SIG_IO_STATE(DBNCOA) Dynamic Brake Cutout Switch In No. 1 Cab Of Two Cab LocoBasic.

DBNCOB< &SIG_IO_STATE(DBNCOB) Dynamic Brake Cutout Switch In No. 2 Cab For Two Cab LocBasic.

DBNtCO< &SIG_IO_STATE(DBNTCO) Dynamic Brake Not Cutout: A TRUE value indicates the inpuSwitch on the control panel is in the Not Cutout position.

DBOnly< &SIG_IO_STATE(DBONLY) TRUE input on AC locomotive prevents unit from loading in PIdle when throttle is between 1 and 8. TRUE input on DC locloading and throttle one engine speed anytime the throttle is

DBPrLm &db_power_limit db_pow_lim - &db_power_limitDBStat &DISCRETE_OUT(DBSTAT) This byte indicates the health of the locomotive dynamic brakDBTqLm &db_torque_limit db_tor_lim - &db_torque_limitDC_Fld &dc_gain_boost_field dc_gain_bf - &dc_gain_boost_fieldDC_Gcc &dc_gain_boost_gcc dc_boost_gcc - &dc_gain_boost_gccDC_Pr &dc_gain_boost_power dc_boost_pwr - &dc_gain_boost_powerDC1< &SIG_IO_STATE(DC1) DC1 Contactor Feedback: A TRUE value indicates the DC1 cDC1> &SIG_IO_STATE(DC1) Dynamic Brake Extended Range Contactor #1: A value of TRDC1A< &SIG_IO_STATE(DC1A) DC1 Auxiliary Contactor Feedback: A TRUE value indicates D

closed position.


lue of TRUE closes the contactorontactor is in the closed position.UE closes the contactorC2 auxiliary contactor is in the

lue of TRUE closes the contactorCL switch-gear is in the closed

ctrically connected to the DC link.e the DC link switch-gear to rotate t-In inverters to the DC link. signals. This signal represents

rent types of AC locomotives.

rent types of AC locomotives.

at the dc link control circuit

L switch-gear is in the open d from the DC link. Inverters that

the DC link switch-gear to rotate inverters from the DC link.hile relay is picked up.

y, which in turn activates the air k.

n has been activated.

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DC1A> &SIG_IO_STATE(DC1A) Dynamic Brake Extended Range Auxiliary Contactor #1: A vaDC2< &SIG_IO_STATE(DC2) DC2 Contactor Feedback: A TRUE value indicates the DC2 cDC2> &SIG_IO_STATE(DC2) Dynamic Brake Extended Range Contactor #2: A value of TRDC2A< &SIG_IO_STATE(DC2A) DC2 Auxiliary Contactor Feedback: A TRUE value indicates D

closed position.DC2A> &SIG_IO_STATE(DC2A) Dynamic Brake Extended Range Auxiliary Contactor #2: A vaDCCl< &SIG_IO_STATE(DCCL) DC Link Closed Feedback: A TRUE value indicates that the D

position. This means that the inverters that are cut-in are eleDCCl> &SIG_IO_STATE(DCCL) DC Link Closed Switch-gear Output: A TRUE value will caus

toward the closed position. The closed position connects CuDcl A &dcl_current Signal is combination of MG_CT_A, 2-TCC_A and 2-GRID_A

the amount of generator current.DCL V &ANA_IN_SLOW(DCL_V) The voltage across the DC link.DCL1V &ANA_IN_SLOW(DCL1V) Voltage across the DC link as read .......Dcl1Vlt &ANA_IN_SLOW(DCL_VOLTAGE

[0])This calculated signal represents the DCLV feedback on diffe

DCL2V &ANA_IN_SLOW(DCL2V) The voltage across the DC link as read ....Dcl2Vlt &ANA_IN_SLOW(DCL_VOLTAGE

[1])This calculated signal represents the DCLV feedback on diffe

DCLCB< &SIG_IO_STATE(DCLCB) DC Link Control Circuit Breakers: A TRUE value indicates thbreaker is in the on position.

DclRSt &dcl_ready_state dcl_rdy_st - &dcl_ready_stateDclRSts &dcl_ready_status dcl_rdy_sts - &dcl_ready_statusDCNCO< &SIG_IO_STATE(DCNCO) DCLink Negative Cut-Out (???)DCNCO> &SIG_IO_STATE(DCNCO) DC Link Negative Cutout, used on DM Locomotives.DCOp< &SIG_IO_STATE(DCOP) DC Link Open Feedback: A TRUE value indicates that the DC

position. This means that the inverters are electrically isolateare cut-in are electrically shorted to ground.

DCOp> &SIG_IO_STATE(DCOP) DC Link Open Switch-gear Output: A TRUE value will causetoward the open position. The open position disconnects all

DCR< &SIG_IO_STATE(DCR) Feedback from air Dryer Control Relay. Air dryer functions wIncorporated with analog Main Res., due to omission of CRL.

DCR> &SIG_IO_STATE(DCR) Air Dryer Control Relay output. Asserting output picks up reladryer. Brought in with MDAC and analog MR Press. feedbac

DDesSpd &display_desired_speed disp_des_spd - &display_desired_speedDDetec< &SIG_IO_STATE(DDETEC) Detonator Detector System. A TRUE value indicates detectioDE Step &extended_range_step Extended range step (0 through 3)


the closed position. Signal

display system. that the differential current LEM

that the DPC override is engaged.

loading in no. 1 cab of two cab l be pulled out in this state.loading in no. 2 cab of two cab l be pulled out in this state.DRA system. First used on

d.

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Delta N &delta_n Delta NDEMIST< &SIG_IO_STATE(DEMIST) Demister switch: A TRUE value indicates that the switch is in

provided to ICE internal event recorder. FUO- GT46CWLDes_Spd &desired_speed desired_speed - &desired_speedDGRTst> &SIG_IO_STATE(DGRTST) Differential Ground Relay TestDiaDis< &SIG_IO_STATE(DIADIS) Display Disable: A FALSE value will disable functions of the DifTrp< &SIG_IO_STATE(DIFTRP) Differential Ground Relay Trip input. A TRUE value indicates

has detected a ground condition.DigIn &digital_input_buffer raw_digi_in - &digital_input_bufferDigOut &digital_output_buffer raw_digi_out - &digital_output_bufferDirRSt &dir_ready_state dir_rdy_st - &dir_ready_stateDirRSts &dir_ready_status dir_rdy_sts - &dir_ready_statusDP_dbon &dp_dbon dp_dbon - &dp_dbonDP_dbsu &dp_dbsu dp_dbsu - &dp_dbsuDPB_Rat &dp_brake_ratio dp_brk_rat - &dp_brake_ratioDPCOvr< &SIG_IO_STATE(DPCOVR) DB PCS Override switch Feedback: A TRUE value indicatesDpcPrF1 &dpc_tcc_power_fb[0] dpc_pwr_fb1 - &dpc_tcc_power_fb[0]DpcTqF2 &dpc_tcc_torque_fb[0] dpc_tor_fb2 - &dpc_tcc_torque_fb[0]DPhbtmr &dp_heartbeat_timer dp_hb_timer - &dp_heartbeat_timerDPopmde &dp_op_mode dp_op_mode - &dp_op_modeDPrGF &dual_power_gain_factor dp_gain_fac - &dual_power_gain_factorDPSCRat &dp_trainline_load_ratio dp_ssc_rat - &dp_trainline_load_ratioDPScSpd &dp_sc_set_speed dp_sc_spd - &dp_sc_set_speedDPStu &dp_status dp_status - &dp_statusDPThReq &dp_throttle_req dp_th_req - &dp_throttle_reqDPThTmr &dp_throttle_timer dp_th_timer - &dp_throttle_timerDPTlImb &dp_trainline_load_imbalance dp_tl_imb - &dp_trainline_load_imbalanceDPTlmde &dp_trainline_load_mode dp_tl_mode - &dp_trainline_load_modeDRA A< &SIG_IO_STATE(DRA_A) A TRUE value indicates a request from the operator to allow

locomotives. First used on JT42HW-HS. The DRA switch wilDRA B< &SIG_IO_STATE(DRA_B) A TRUE value indicates a request from the operator to allow

locomotives. First used on JT42HW-HS. The DRA switch wilDRAIso< &SIG_IO_STATE(DRAISO) A TRUE value indicates a there is no request to override the

JT42HW-HS.DrBkOwn &drop_brake_owner drp_brk_owner - &drop_brake_ownerDrClos< &SIG_IO_STATE(DRCLOS) Door Closed: True value indicates that coach doors are close


is closed.P has been picked up. First used

ergize the DSDP relay. First used

governor notch 1.

notch 1.

governor notch 2.

notch 2.

governor notch 3.

notch 3.

governor notch 4.

notch 4.

governor notch 5.

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DrGrOwn &drop_grid_owner drop_gr_own - &drop_grid_ownerDrGrtrg &drop_grid_trig drop_gr_trg - &drop_grid_trigDrLdown &drop_load_owner drop_ld_own - &drop_load_ownerDrLdtr &drop_load_trig drop_ld_tr - &drop_load_trigDrOvrd< &SIG_IO_STATE(DROVRD) Door Override: True value indicates that door override switchDSDP< &SIG_IO_STATE(DSDP) DSDP relay feedback: A TRUE value indicates that relay DSD

on EW&S JT42CWR.DSDP> &SIG_IO_STATE(DSDP) DSD Penalty Relay: A TRUE value indicates a request to en

on EW&S JT42CWR.DSpdReq &display_speed_control_request disp_spd_req - &display_speed_control_requestDStart< &SIG_IO_STATE(START) Derived Start Signal.DTGov1D &RUN_TOT_DATA(rt_data.lifetime

_throt_record[9][GOV_DATA].distance_traveled)

Running Totals Lifetime distance traveled for dynamic brake

DTGov1P &RUN_TOT_DATA(rt_data.lifetime_throt_record[7][GOV_DATA].distance_traveled)

Running Totals Lifetime distance traveled for power governor

DTGov2D &RUN_TOT_DATA(rt_data.lifetime_throt_record[10][GOV_DATA].distance_traveled)















notch 5.

governor notch 6.

notch 6.

governor notch 7.

notch 7.

governor notch 8.

notch 8.

.

.

.

.

.

SI















DTGovId &RUN_TOT_DATA(rt_data.lifetime_throt_record[8][GOV_DATA].distance_traveled)

Running Totals Lifetime distance traveled for idle.

DTThr1P &RUN_TOT_DATA(rt_data.lifetime_throt_record[7][THROT_DATA].distance_traveled)

Running Totals Lifetime distance traveled for power throttle 1










.

.

.

Relay Feedback: A TRUE value the Digital State tabletivates the air system drain valve

ince the "epoch" (1-Jan-1970

SI







DTThrId &RUN_TOT_DATA(rt_data.lifetime_throt_record[8][THROT_DATA].distance_traveled)

Running Totals Lifetime distance traveled for idle throttle.

Dummy1 &DISCRETE_OUT(DUMMY) This signal is dummied to test the autocoder.Dummy2 &DISCRETE_IN(DUMMY) This signal is dummied to test the autocoder.Dummy3 &INT_S_IN(DUMMY) This signal is dummied to test the autocoderDummy4 &STR_DEVICE(DUMMY) This signal is dummied to test the autocoderDumpRec (void *) dump_recorder dump_rec - dump_recorderDV HTR< &SIG_IO_STATE(HTR) A better name than HTR-Main Reservoir Drain Value Heater

indicates the relay is in the closed position. Same as HTR inDV HTR> &SIG_IO_STATE(HTR) Drain Valve Heater Relay(formerly HTR): A value of TRUE ac

heater. Same as HTR in the Digital State table.DVMG/DT &dv_dt Derivative of main generator voltsDVROff> &SIG_IO_STATE(DVROFF) DVR Off output - this output is used to inhibit the DVR ...E CTime &INT_U_IN(E_CTIME) EM2000 current_time, as recorded in the fault archive; time s

00:00) in seconds.E_BkEff &emergency_brake_brake_effort em_brk_eff - &emergency_brake_brake_effortE_blowr &mdac_req_blower_cycles mdac_blowr - &mdac_req_blower_cyclesE_cycle &mdac_cycles mdac_cycle - &mdac_cyclesE_end &mdac_end mdac_end - &mdac_endE_Engn &mdac_eng_spd_inc_cycles mdac_engn - &mdac_eng_spd_inc_cyclesE_high &mdac_high_speed_timer mdac_high - &mdac_high_speed_timerE_In &eui_input_buffer eui_input_buf - &eui_input_bufferE_In1 &eui_input_buffer[1] eui_input - &eui_input_buffer[1]E_Ld &mdac_loaded_throttle mdac_load - &mdac_loaded_throttleE_low &mdac_low_speed_timer mdac_low - &mdac_low_speed_timerE_on &mdac_on_throttle mdac_on - &mdac_on_throttle


0:00 1/1/70

stem status has changed (either ious state [TRUE to FALSE or

n is cutout (output ALRTCO =

s received from the GPS system. 6.9.that the event recorder is powered

r than the last one sent out by

ent Recorder, which is supposed matches, increment the nibble

(input CSACK = TRUE).rward direction (input RHSW F =

verse direction (input RHSW R =

tput = TRUE).

er.

r event recorder

RLY = TRUE)ir is a request for generator field

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E_Start &mdac_start mdac_start - &mdac_starte_time &INT_U_IN(E_TIME) Seconds elapsed since beginning of 'epoch' defined as 00:0E_Time &time_in_throttle mdac_time - &time_in_throttleE1Air &ANA_OUT(EAIR) Ambient air temperatureE1AirBk &SIG_IO_STATE(EAIRBK) A TRUE value indicates that the automatic (train) air brake sy

the applied or released signals have changed from their prevFALSE to TRUE])

E1AltCO &SIG_IO_STATE(EALTCO) A TRUE value indicates that the DSD pedal or holdover buttoTRUE).

E1Altin &ANA_IN_SLOW(EALT) This signal is for EVENT #1. It indicates the current altitude aZero altitude is defined as mean sea level. Ref EDPS 400 5.

E1BatSw &SIG_IO_STATE(EBATSW) A TRUE value indicates that the battery switch is closed and (input EVTRCB is TRUE).

E1BatV &ANA_OUT(EBATV) Battery voltageE1Busy &DISCRETE_IN(EBUSY) copy of latest busy check sent by LCC. should be one greate

event recorder.E1BusyA &DISCRETE_OUT(EBUSYA) Event Recorder Busy Check. LCC send this nibble to the Ev

to echo it; when the echoed signal (EVENT_BUSY_CHECK) mod 16.

E1CabA> &SIG_IO_STATE(ECABA) A TRUE value indicates that the CAB #1 is activeE1CabB> &SIG_IO_STATE(ECABB) A TRUE value indicates that the CAB #2 is activeE1CSAck &SIG_IO_STATE(ECSACK) A TRUE value indicates that the AWS Reset button is pushedE1DirF> &SIG_IO_STATE(EDIRF) A TRUE value indicates that the locomotive is setup in the fo

TRUE)E1DirR> &SIG_IO_STATE(EDIRR) A TRUE value indicates that the locomotive is setup in the re

TRUE)E1DSDP> &SIG_IO_STATE(EDSDP) A TRUE value indicates that the DSDP relay is picked up (ouE1EAPSI &ANA_OUT(EEA) Engine airbox pressureE1EgRPM &ANA_OUT(EEGRPM) This signal is for EVENT #1. The engine rpm for event recordE1EOilF &ANA_OUT(EEOIL) Engine oil temperatureE1EOPSI &ANA_OUT(EEO) Engine oil pressureE1ETPF &ANA_OUT(EETP) This signal is for EVENT #1. The engine water temperature foE1FulKG &ANA_OUT(EFUL) Locomotive fuel levelE1GdRly &SIG_IO_STATE(EGDRLY) A TRUE value indicates that the ground relay is active (GRD E1GfReq &SIG_IO_STATE(EGFREQ) This signal is for EVENT #1. A TRUE value indicates that the

(6T) - (input GF REQ = TRUE).


s received from the GPS system. f EDPS 400 5.6.7. as received from the GPS st is positive. Ref EDPS 400

T #1)).

w enough that an engine speed-

parking brake is not released

er sanding magnet valve is active

SCR = TRUE)into 4 bits with Idle = 0000, Thr 1 = e Stop = 1010 (10).conds that have elapsed since the

out (percent_traction_available <

wheel slip relay is picked up

or DRA B being TRUE.

ON this output will be TRUE.

T #2)

SI

E1HornA &SIG_IO_STATE(EHORNA) A TRUE value indicates that the horn in CAB #1 is active.E1HornB &SIG_IO_STATE(EHORNB) A TRUE value indicates that the horn in CAB #2 is active.E1Lat &ANA_IN_SLOW(ELAT) This signal is for EVENT #1. It indicates the current latitude a

Zero latitude is defined as the equator. North is positive. ReE1Long &ANA_IN_SLOW(ELONG) This signal is for EVENT #1. It indicates the current longitude

system. Zero longitude is defined as the Prime Meridian. Ea5.6.8.

E1MG A &ANA_OUT(EMG_A) Main generator currentE1MG V &ANA_OUT(EMG_V) Main generator voltageE1MidI1 &DISCRETE_IN(EMIDI) Event Recorder inbound-to-LCC Message IDE1MidO1 &DISCRETE_OUT(EMIDO) Event Recorder Message ID, LCC to event recorder (PACKEE1MidOV &DISCRETE_OUT(EMIDOV) version number of event recorder mid out from lcc (packet #1E1MidV1 &DISCRETE_IN(EMIDV) Version number of Event Recorder MID packetE1MrPr> &SIG_IO_STATE(EMRPR) A TRUE value indicates that the main reservoir pressure is lo

up is required to build the pressure up to a normal level.E1PkBr> &SIG_IO_STATE(EPKBR) This value id for EVENT #1. A TRUE value indicates that the

(PKB = TRUE)E1SnAct &SIG_IO_STATE(ESNACT) This signal is for EVENT #1. A TRUE value indicates that eith

(MVS1 or MVS2 = TRUE)E1SSCR> &SIG_IO_STATE(ESSCR) A TRUE value indicates that speed control is active (output SE1Throt &DISCRETE_OUT(ETHROT) This signal is for EVENT #1. The throttle position is decoded

0001, ... Thr 8 = 1000, Dynamic Brake = 1001 (9) and ThrottlE1Time &INT_U_IN(ETIME) This signal is for EVENT #1. It is defined as the number of se

start of the epoch (00:00:00 on Jan 1, 1970 UTC).E1TMCO> &SIG_IO_STATE(ETMCO) A TRUE value indicates that at least one traction motor is cut

1.0)E1WhSlp &SIG_IO_STATE(EWHSLP) This signal is for EVENT #1. A TRUE value indicates that the

(output WH SLP = TRUE).E2DRA A &SIG_IO_STATE(EDRA_A) Based on digital input DRA which in turn is based on DRA A E2DRA I &SIG_IO_STATE(EDRA_I) Based on digital input DRA Iso.E2FALM1 &SIG_IO_STATE(EFALM) Based on digital input FALMT1.E2FALM2 &SIG_IO_STATE(EFALM) Based on digital input FALMT2.E2FDIso &SIG_IO_STATE(EFDISO) Based on digital input FDIso.E2HEPAc &SIG_IO_STATE(EHEPAC) Based on internal word HEPMode. When HEPMode = HEP_E2MidI2 &DISCRETE_IN(EMIDI) Event Recorder inbound-to-LCC Message IDE2MidO2 &DISCRETE_OUT(EMIDO) Event Recorder Message ID, LCC to event recorder (PACKE


).

event recorder software event recorder software.

EBT relay has picked up. relay to close and initiate a small

ould one higher than the value ituted to allow EMDEC to respond.d it back on a serial input. cess. Failure of EMDEC to

ary TRUE indicates that the

momentary TRUE indicates that eration.UE indicates that the operator is

omentary TRUE indicates that the n.

UE indicates that the operator is

indicates that the operator is

UE indicates that the operator is

value indicates that the circuit

indicates that the ECBlwr

tactor used to control the blower 30AC : MEGA Blower

SI

E2MidOV &DISCRETE_OUT(EMIDOV) version number of event recorder mid out from lcc (packet #2E2MidV2 &DISCRETE_IN(EMIDV) Version number of Event Recorder MID packetE2MjVer &ANA_IN_SLOW(EMJVER) This value represents the major revision level number of the E2MnVer &ANA_IN_SLOW(EMNVER) This value represents the minor revision level number of theEAA Mph &train_speed The effective Axle alternator speed signal.EAA RPM &ANA_IN_SLOW(AXL_ALT_EQUI

V_RPM)The effective axle alternator RPM signal.

EBT< &SIG_IO_STATE(EBT) Electronic Blowdown Timer - a TRUE value indicates that theEBT> &SIG_IO_STATE(EBT) Electronic Blowdown Timer Relay: A TRUE value causes the

release of air from the main air reservoir.EBusy &DISCRETE_IN(EBUSY) End to end communications check. The number received sh

sent to EMDEC the previous loop. A time delay must be instEBusyA &DISCRETE_OUT(EBUSYA) Busy Check: EMDEC will add one to this signal and then sen

EMDEC should increase this number and then repeat the prorespond properly indicates a failed communications link.

EC_DB< &SIG_IO_STATE(EC_DB) Electronic throttle Controller Dynamic Brake input: A momentoperator is requesting dynamic brake operation.

EC_DE< &SIG_IO_STATE(EC_DE) Electronic throttle Controller Power/Brake Decrease input: A the operator is requesting smaller value of power or brake op

EC_FWD< &SIG_IO_STATE(EC_FWD) Electronic throttle Controller Forward input: A momentary TRrequesting forward operation.

EC_IN< &SIG_IO_STATE(EC_IN) Electronic throttle Controller Power/Brake Increase input: A moperator is requesting larger value of power or brake operatio

EC_NEU< &SIG_IO_STATE(EC_NEU) Electronic throttle Controller Forward input: A momentary TRrequesting neutral operation (neither forward or reverse).

EC_PWR< &SIG_IO_STATE(EC_PWR) Electronic throttle Controller Power input: A momentary TRUErequesting power operation.

EC_REV< &SIG_IO_STATE(EC_REV) Electronic throttle Controller Reverse input: A momentary TRrequesting reverse operation.

ECBlCB< &SIG_IO_STATE(ECBLCB) Electrical Cabinet Blower Circuit Breaker Feedback - a TRUEbreaker for the electrical cabinet blower(s) is CLOSED.

ECBlwr< &SIG_IO_STATE(ECBLWR) Electrical Cabinet Blower contactor feedback - a TRUE valuecontactor is picked up.

ECBlwr> &SIG_IO_STATE(ECBLWR) Electrical Cabinet Blower - This output drives the ECBlwr consupplying ventilation to the #1EC & TCC [1st Used - LIRR DEsupplement].

ECFail &eui_comm_failure The status of the EMDEC control data link.


eir computer is on.the locomotive protection system.

trol system. Ref EDPS 400 5.5.7.gine Control CB as a last-ditch

nd part number for each MID (to

nd part number for each MID (to

ilters are restricted.

his is utilized by GM16V265H tive tunnel state. utilized by GM16V265H engine throttle knockdowns.his value is expressed in terms of

0 is sent when there is no engine

l the engine speed.

he companion alternator. This is

frequency of the companion the engine is at 900.G_RPM or EPU_RPM. If both

the Engine Control circuit breaker

SI

ECM On< &SIG_IO_STATE(ECM_ON) A Signal coming from the EMDEC Computer indicating that thECMsg &STR_DEVICE(ECMSG) These bytes present the displayed message for the health of

Ref EDPS 400 5.5.12.ECStat &DISCRETE_OUT(ECSTAT) This byte indicates the health of the locomotive electrical conECTrip> &SIG_IO_STATE(ECTRIP) Engine Control CB Trip: This output fires a trip coil on the En

effort to stop the diesel engine.EDevId1 &STR_DEVICE(EDEVID) Includes Calibration Revision number, calibration file name a

be displayed on page 2 of Unit Information Screen).EDevId2 &STR_DEVICE(EDEVID) Includes Calibration Revision number, calibration file name a

be displayed on page 2 of Unit Information Screen).EEngRPM &ANA_IN_SLOW(EENGRPM) The engine speed as measured by the EMDEC system.EFS< &SIG_IO_STATE(EFS) Engine Filter Switch: A TRUE value indicates the engine air fEg_Thr &eng_throttle eng_throt - &eng_throttleEgAirTF &ANA_IN_SLOW(EGAIRT) The engine air inlet temperature as measured by EMDEC. T

engine locomotives equipped with 2WSL. Utilized for locomoEgOilTF &ANA_IN_SLOW(EGOILT) The engine oil temperature as measured by EMDEC. This is

locomotives equipped with 2WSL. Utilized for engine hot-oil EgPrLm &ANA_IN_SLOW(EGPRLM) The Engine Power Limit requested by the EMDEC system. T

engine power output or brake watts (BHP in metric).EgPrLmR &DISCRETE_IN(EGPRLMR) The reason the EMDEC is requesting an engine power limit.

power limit requested.EgRUNST &engine_running_state ENG_RUN_STATE - &engine_running_stateEgSdOwn &engine_shutdown_owner eng_sd_own - &engine_shutdown_ownerEgSdTrg &engine_shutdown_trig eng_sd_trg - &engine_shutdown_trigEgSpRq &ANA_OUT(EGSPRQ) The engine speed request that EMDEC should use to controElc &episode_total_life_consumed elc - &episode_total_life_consumedEMDECMo &DISCRETE_OUT(EMDECMO) EMDEC Operation Mode: To be defined at a later date.EnComPr &enhanced_com_present enhanced_com_present - &enhanced_com_presentEng RPM &ANA_IN_SLOW(ENG_RPM) Engine RPM (from CA) based on the electrical frequency of t

the original method of determining ENG_RPM signal.Eng RPM &ANA_IN_SLOW(ENG_RPM) AC Test Stand Special: Engine RPM based on the electrical

alternator. Off by a factor of two since the CA is 60 Hz whenENG_PU &ANA_IN_SLOW(ENG_PU_RPM) Engine speed based on a speed pickup. Either EMDEC_EN

exist, operating condition determines source.EngAcl &ANA_IN_SLOW(ENG_ACCEL) Engine acceleration feedbackEngCB< &SIG_IO_STATE(ENGCB) Engine Control Circuit Breaker: A TRUE value indicates that

is in the closed position (new for H-engine 2-way serial link).


rankcase pressure problem.oolant pressure problem.uel pressure problem.uel temperature problem. injector problem. oil pressure problem. oil temperature problem.peed sensor (TRS/SRS) problem.e due to high crankcase pressure.e due to low engine coolant

e due to high exhaust on engine type. at the Engineer's control console

device to indicate % engine load.

EMDEC device. Used through

the locomotive traction system.

e due to low engine oil pressure.e due to high engine oil

governor notch 1.

notch 1.

governor notch 2.

notch 2.

SI

EngCkCc &SIG_IO_STATE(ENGCKCC) A TRUE value indicates that the engine controller detects a cEngCkCP &SIG_IO_STATE(ENGCKCP) A TRUE value indicates that the engine controller detects a cEngCkFP &SIG_IO_STATE(ENGCKFP) A TRUE value indicates that the engine controller detects a fEngCkFT &SIG_IO_STATE(ENGCKFT) A TRUE value indicates that the engine controller detects a fEngCkIn &SIG_IO_STATE(ENGCKIN) A TRUE value indicates that the engine controller detects anEngCkOP &SIG_IO_STATE(ENGCKOP) A TRUE value indicates that the engine controller detects anEngCkOT &SIG_IO_STATE(ENGCKOT) A TRUE value indicates that the engine controller detects anEngCkSS &SIG_IO_STATE(ENGCKSS) A TRUE value indicates that the engine controller detects a sEngCPH< &SIG_IO_STATE(ENGCPH) A TRUE value indicates that the engine is in a shutdown modEngCPL< &SIG_IO_STATE(ENGCPL) A TRUE value indicates that the engine is in a shutdown mod

pressure.EngETH< &SIG_IO_STATE(ENGETH) A TRUE value indicates that the engine is in a shutdown mod

temperature, either right, left, or single exhaust depending upEngHrn< &SIG_IO_STATE(ENGHRN) Engineer's Horn: a TRUE value indicates that the Horn button

has been pressed.EngineR &ANA_IN_SLOW(ENGINER) Engine Ratio: The engine ratio as generated by the EMDEC

Used beginning with release 12.EngineR &ANA_IN_SLOW(ENGINER) Engine Fuel Ratio: The engine fuel ratio as generated by the

release 11.EngMsg &STR_DEVICE(ENGMSG) These bytes present the displayed message for the health of

Ref EDPS 400 5.5.6.EngOPL< &SIG_IO_STATE(ENGOPL) A TRUE value indicates that the engine is in a shutdown modEngOTH< &SIG_IO_STATE(ENGOTH) A TRUE value indicates that the engine is in a shutdown mod

temperature.EnGov1D &RUN_TOT_DATA(rt_data.lifetime

_throt_record[9][GOV_DATA].traction_power)

Running Totals Lifetime energy (watt-hrs) for dynamic brake

EnGov1P &RUN_TOT_DATA(rt_data.lifetime_throt_record[7][GOV_DATA].traction_power)

Running Totals Lifetime energy (watt-hrs) for power governor

EnGov2D &RUN_TOT_DATA(rt_data.lifetime_throt_record[10][GOV_DATA].traction_power)





governor notch 3.

notch 3.

governor notch 4.

notch 4.

governor notch 5.

notch 5.

governor notch 6.

notch 6.

governor notch 7.

notch 7.

governor notch 8.

notch 8.

SI

























EnGovId &RUN_TOT_DATA(rt_data.lifetime_throt_record[8][GOV_DATA].traction_power)

Running Totals Lifetime energy (watt-hrs) for idle.


BHP).

e.

. Ref EDPS 400 5.5.13.

e because of a turbocharger

e due undefined condition #1.



f making.

.

.

.

.

.

.

SI

EngPwr &ANA_OUT(ENGPWR) The engine power output as measured in brake watts (metricEngRpm &ANA_IN_SLOW(ENGRPM) Engine Speed From EMDEC.EngSdn< &SIG_IO_STATE(ENGSDN) A TRUE value indicates that the engine is in a shutdown modEngShHP &ANA_IN_SLOW(ENG_SHAFT_P

WR)Engine shaft power feedback, displayed in units of HP.

EngShPw &ANA_IN_SLOW(ENG_SHAFT_PWR)

Engine shaft power feedback

EngStat &DISCRETE_OUT(ENGSTAT) This byte indicates the health of the locomotive engine systemEngTmpF &engine_temperature Calculated engine temperature.EngTSH< &SIG_IO_STATE(ENGTSH) A TRUE value indicates that the engine is in a shutdown stat

overspeed - either right, left, or single turbochargerEngUd1< &SIG_IO_STATE(ENGUD) A TRUE value indicates that the engine is in a shutdown mod

This signal will be used for future expansion.EngUd2< &SIG_IO_STATE(ENGUD) A TRUE value indicates that the engine is in a shutdown mod

This signal will be used for future expansion.EngUd3< &SIG_IO_STATE(ENGUD) A TRUE value indicates that the engine is in a shutdown mod

This signal will be used for future expansion.EnPwCap &engine_power_capability The engine power capability, or what the engine is capable oEnPwCSt &engine_power_capability_status The engine power capability status.EnThr1P &RUN_TOT_DATA(rt_data.lifetime

_throt_record[7][THROT_DATA].traction_power)

Running Totals Lifetime energy (watt-hrs) for power throttle 1

EnThr2P &RUN_TOT_DATA(rt_data.lifetime_throt_record[6][THROT_DATA].traction_power)











.

.

.

at tells FIRE to tell the EOT radio

that the engine purge contactor is

r to close.

which power will be applied or very fast decrease.e operator control console is in the

essor air brake system via serial

ates that the ERL relay has been

es that at least one (non-lead unit) ready to load state. This was

microprocessor air brake system

order purposes only). First used

order purposes only). First used

relay to energize and open the

SI





EnThrId &RUN_TOT_DATA(rt_data.lifetime_throt_record[8][THROT_DATA].traction_power)


EOTEMG< &SIG_IO_STATE(EOTEMG) End Of Train EMerGency input: FIRE - the guarded switch thto initiate an EOT emergency application.

EOVPrRf &engine_overload_power_reference

EOV_POWER_RF - &engine_overload_power_reference

EPC< &SIG_IO_STATE(EPC) Engine Purge Contactor Feedback: A TRUE value indicatesin the closed position.

EPC> &SIG_IO_STATE(EPC) Engine Purge Contactor: A TRUE value causes the contactoEpernLo &low_e_per_n_medium epern_low - &low_e_per_n_mediumEPU RPM &ANA_IN_SLOW(EPU_RPM) Engine RPM based on a magnetic pickupEPwrAnt &ANA_OUT(EPWRANT) Power anticipation indicator. This signal indicates the raw at

removed. 1 indicated a very fast increase and -1 indicates a ER Sw< &SIG_IO_STATE(ER_SW) Engine Run Switch: A TRUE value indicates the switch on th

on position.ER_Pres &DISCRETE_IN(ER_PRES) Equalizing Reservoir Pressure signal coming from microproc

link.ERL< &SIG_IO_STATE(ERL) Engine Ready to Load Relay Feedback - a TRUE value indic

energized.ERL> &SIG_IO_STATE(ERL) Engine Ready to Load - [1st Used - LIRR DE30AC]ERL_TL< &SIG_IO_STATE(ERL_TL) Engine Ready to Load Trainline Input - A TRUE value indicat

loco within the consist has a running diesel engine that is in aintroduced with the t/l engine start feature on the DE30AC's.

ERP_Vld &SIG_IO_STATE(ERP_VLD) Equalizing Reservoir Pressure Validation signal coming fromvia serial link. Indicates whether the BP_Pres signal is valid.

ERSpr1< &SIG_IO_STATE(ERSPR1) Event Recorder Spare #1 input (EM2000 to ICE for event recon Queensland GT42CU-AC order (969160).

ERSpr2< &SIG_IO_STATE(ERSPR2) Event Recorder Spare #2 input (EM2000 to ICE for event recon Queensland GT42CU-AC order (969160).

ESCO> &SIG_IO_STATE(ESCO) Emergency Sand Cut Out: Relay : A TRUE value causes thecircuit to cut out emergency sanding.


y is in the closed position.tes that the ESWarn relay is in the

larm device which would indicate ally, it's a "Stand Clear" warning.rnor notch 1.

h 1.

rnor notch 2.

h 2.

rnor notch 3.

h 3.

rnor notch 4.

h 4.

rnor notch 5.

h 5.

rnor notch 6.

SI

ESR< &SIG_IO_STATE(ESR) Emergency Sand Relay: A TRUE value indicates that the relaESWarn< &SIG_IO_STATE(ESWARN) Engine Start Warning Relay Feedback: A TRUE value indica

energized state.ESWarn> &SIG_IO_STATE(ESWARN) Engine Start Warning: This output is used to drive a Klaxon a

that the engine start sequence is about to be initiated. BasicETGov1D &RUN_TOT_DATA(rt_data.lifetime

_throt_record[9][GOV_DATA].engine_time)

Running Totals Lifetime Engine Data for dynamic brake gove

ETGov1P &RUN_TOT_DATA(rt_data.lifetime_throt_record[7][GOV_DATA].engine_time)

Running Totals Lifetime Engine Data for power governor notc

ETGov2D &RUN_TOT_DATA(rt_data.lifetime_throt_record[10][GOV_DATA].engine_time)



















h 6.

rnor notch 7.

h 7.

rnor notch 8.

h 8.

. Used with the Phase 2 (One TP water temperature feedbacks

erature as measured by the ETP2 signal.erature as measured by the ETP1 signal.te Aftercooling systems, including

SI











ETGovId &RUN_TOT_DATA(rt_data.lifetime_throt_record[8][GOV_DATA].engine_time)

Running Totals Lifetime Engine Data for idle.

ETP_OCO &ANA_IN_SLOW(ETP_OCO) Engine water temperature feedback signal after the oil coolerRadiator Bank Per Loop) cooling system, and the AWT and Eas a threesome.

ETP1F &ANA_IN_SLOW(ETP1) Engine Temperature Probe 1: The engine cooling water temptemperature probe 1. This probe is used in conjunction with

ETP2F &ANA_IN_SLOW(ETP2) Engine Temperature Probe 2: The engine cooling water temptemperature probe 2. This signal is used in conjunction with

ETPF &ANA_IN_SLOW(ETP[0]) Engine water temperature feedback signal used with Separathe phase two One Radiator Bank Per Loop system.

ETThr1P &RUN_TOT_DATA(rt_data.lifetime_throt_record[7][THROT_DATA].engine_time)

Running Totals Lifetime Engine Data for power throttle 1.






ank. bank.ay is in the closed position.nt has occurred.

ay is in the closed position.nt has occurred.

ay is in the closed position.nt has occurred.nt has occurred.cates that the Event Recorder

l load meter via a CAM module o the CAM module.ource. The external source could

ALSE indicates internal (self);

SI











ETThrId &RUN_TOT_DATA(rt_data.lifetime_throt_record[8][THROT_DATA].engine_time)

Running Totals Lifetime Engine Data for throttle idle.

ETTuILF &ANA_IN_SLOW(ETTUIL) Exhaust temperature at the Turbine Inlet of the engine's left bETTuIRF &ANA_IN_SLOW(ETTUIR) Exhaust temperature at the Turbine Inlet of the engine's rightEvnt01< &SIG_IO_STATE(EVNT01) Event Relay Feedback: A TRUE value indicates that the relEvnt01> &SIG_IO_STATE(EVNT01) Event output #1. A TRUE value indicates that a selected eveEvnt02< &SIG_IO_STATE(EVNT02) Event Relay Feedback: A TRUE value indicates that the relEvnt02> &SIG_IO_STATE(EVNT02) Event output #2. A TRUE value indicates that a selected eveEvnt03< &SIG_IO_STATE(EVNT03) Event Relay Feedback: A TRUE value indicates that the relEvnt03> &SIG_IO_STATE(EVNT03) Event output #3: A TRUE value indicates that a selected eveEvnt04> &SIG_IO_STATE(EVNT04) Event output #4: A TRUE value indicates that a selected eveEvtRCB< &SIG_IO_STATE(EVTRCB) Event Recorder Circuit Breaker feedback: A TRUE value indi

circuit breaker is Closed. First used on EW&S JT42CWR.ExLdMtr &ANA_OUT(EXLDMTR) External Load Meter: This output is used to drive an externa

and trainline. The output is in terms of the voltage supplied tExt HE< &SIG_IO_STATE(EXT_HE) Indicates that Head End power is provided from an external s

be a trainlined locomotive or shore power.ExThReq &exc_throttle_request exc_th_req - &exc_throttle_requestExtLT< &SIG_IO_STATE(EXTLT) Digital input used to select self vs. external load test. ExtLT F

ExtLT TRUE indicates external.F_AnaIn &fast_analog_input_map f_ana_in_m - &fast_analog_input_map


M has been picked up. First used

p the FALM relay. First used on

l fire suppression system has location on the locomotive.

his input.)es that the fire detection/re at the first stage of detection at

es that the fire detection/re at the second stage of

trainline associated with a fire es that somewhere in the consist a ratu

FC1 contactor is in the closed

o close.that the relay is in the closed


o close. that the relay is in the closed


o close.at the feedback from the FCB En

s.

SI

FAlm< &SIG_IO_STATE(FALM) FALM relay feedback: A TRUE value indicates that relay FALon EW&S JT42CWR.

FAlm> &SIG_IO_STATE(FALM) Fire Alarm Relay: a TRUE value indicates a request to pick uEW&S JT42CWR.

FAlmL< &SIG_IO_STATE(FALML) Fire Alarm Local Input - a TRUE value indicates that the locadetected excessively high temperature at least one monitored(Initially set up using temperature sensors as the source for t

FAlmT1< &SIG_IO_STATE(FALMT1) Fire Alarm Temperature Level 1 Input - a TRUE value indicatsuppression system has detected excessively high temperatuleast one monitored location on the locomotive.

FAlmT2< &SIG_IO_STATE(FALMT2) Fire Alarm Temperature Level 2 Input - a TRUE value indicatsuppression system has detected excessively high temperatudetection at least one monitored location on the locomotive.

FAlmTL< &SIG_IO_STATE(FALMTL) Fire Alarm TrainLine Input - a TRUE value indicates that the alarm condition is being fed with a 74Vdc signal. This indicatfire suppression system has detected excessively high tempe

Fan 1 &display_fan_list[0] Fan status for fan 1 (ON, HALF, FULL)Fan 2 &display_fan_list[1] Fan status for fan 2 (ON, HALF, FULL)Fan 3 &display_fan_list[2] Fan status for fan 3 (ON, HALF, FULL)Fans_On &fans_on fans_on - &fans_onFC1< &SIG_IO_STATE(FC1) Fan Contactor 1 Feedback: A TRUE value indicates that the

position.FC1> &SIG_IO_STATE(FC1) Fan Contactor #1: A TRUE value causes the FC1 contactor tFC1A< &SIG_IO_STATE(FC1A) Fan Contactor 1A Relay Feedback: A TRUE value indicates

position.FC2< &SIG_IO_STATE(FC2) Fan Contactor 2 Feedback: A TRUE value indicates that the

position.FC2> &SIG_IO_STATE(FC2) Fan Contactor #2: A TRUE value causes the FC2 contactor tFC2A< &SIG_IO_STATE(FC2A) Fan Contactor 2A Relay Feedback: A TRUE value indicates

position.FC3< &SIG_IO_STATE(FC3) Fan Contactor 3 Feedback: A TRUE value indicates that the

position.FC3> &SIG_IO_STATE(FC3) Fan Contactor #3: A TRUE value causes the FC3 contactor tFCB En< &SIG_IO_STATE(FCB_EN) Fast (DC) Circuit Breaker Enable. A TRUE value indicates th

relay has been received.FCB En> &SIG_IO_STATE(FCB_EN) Fast Circuit Breaker Enabled Relay, used on DM Locomotive


alue indicates that the FCF1

the FCF1 contactor to close.F1A and FCF1B contactors to

ates that both the FCF1A and







ates that the FCS1 contactor is in

S1 contactor to close.ates that the FCS2 contactor is in

2 contactor to close.ates that the FCS3 contactor is in

S3 contactor to close.

the fire detection isolation switch S JT42CWR.

SI

FCF1< &SIG_IO_STATE(FCF1) Fast Speed Fan Contactor 1 Feedback: Phase 2: A TRUE vcontactor is in the closed position.

FCF1> &SIG_IO_STATE(FCF1) Phase2 Fast Speed Fan Contactor #1: A TRUE value causesFCF1A> &SIG_IO_STATE(FCF1AB) Fast Speed Fan Contactor #1: A TRUE value causes the FC

close.FCF1AB< &SIG_IO_STATE(FCF1AB) Fast Speed Fan Contactor 1 Feedback: A TRUE value indic

FCF1B contactors are in the closed position.FCF2< &SIG_IO_STATE(FCF2) Fast Speed Fan Contactor 3 Feedback: Phase 2: A TRUE v

contactor is in the closed position.FCF2> &SIG_IO_STATE(FCF2) Phase2 Fast Speed Fan Contactor #2: A TRUE value causesFCF2A> &SIG_IO_STATE(FCF2AB) Fast Speed Fan Contactor #2: A TRUE value causes the FC


FCF2B contactors are in the closed position.FCF3< &SIG_IO_STATE(FCF3) Fast Speed Fan Contactor 3 Feedback: Phase 2: A TRUE v

contactor is in the closed position.FCF3> &SIG_IO_STATE(FCF3) Phase2 Fast Speed Fan Contactor #3: A TRUE value causesFCF3A> &SIG_IO_STATE(FCF3AB) Fast Speed Fan Contactor #3: A TRUE value causes the FC


FCF3B contactors are in the closed position.FCS1< &SIG_IO_STATE(FCS1) Slow Speed Fan Contactor 1 Feedback: A TRUE value indic

the closed position.FCS1> &SIG_IO_STATE(FCS1) Slow Speed Fan Contactor #1: A TRUE value causes the FCFCS2< &SIG_IO_STATE(FCS2) Slow Speed Fan Contactor 2 Feedback: A TRUE value indic

the closed position.FCS2> &SIG_IO_STATE(FCS2) Slow Speed Fan Contactor 2: A TRUE value causes the FCSFCS3< &SIG_IO_STATE(FCS3) Slow Speed Fan Contactor 3 Feedback: A TRUE value indic

the closed position.FCS3> &SIG_IO_STATE(FCS3) Slow Speed Fan Contactor #3: A TRUE value causes the FCFdCkRes &field_circuit_resistance fld_ckt_res - &field_circuit_resistanceFDIso< &SIG_IO_STATE(FDISO) Fires Detection Isolate Request: A TRUE value indicates that

has been closed, picking up relay FDISO. First used on EW&Fe_temp &PROT_DATA(iron_temperature[0

])iron_temp - &PROT_DATA(iron_temperature[0])

FFltPrs &ANA_IN_SLOW(FFLTPRS) Fuel Pressure Into the fuel filter ...FGFulKG &ANA_IN_SLOW(FGFUL) locomotive_fuel_level signal from electronic fuel gauge


EW&S JT42CWR 968702.ower to turn off, otherwise its on.

- a TRUE value indicates that the

t by the user for testing purposes.

tes that the circuit breaker for the

cuit breaker is in the on position.. A value of TRUE indicates that XO order.o. 1. A value of TRUE picks up r.o. 1. A value of TRUE indicates 50 LXO order.ck No. 1. A value of TRUE picks rder.. A value of TRUE indicates that XO order.o. 2. A value of TRUE picks up r.o. 2. A value of TRUE indicates 50 LXO order.ck No. 2. A value of TRUE picks rder.

it breaker is in the ON position.it breaker is in the on position.e fuel pump relay is in the closed

lay which in turn activates the fuel

SI

FGFulV< &SIG_IO_STATE(FGFULV) Value of fuel validity bit (1 = valid, 0 = invalid). First used on FIBLOF> &SIG_IO_STATE(FIBLOF) Fire Blower Off: A TRUE value causes the Fire Equipment blFil_E_N &filtered_e_per_n fil_e_per_n - &filtered_e_per_nFINECB< &SIG_IO_STATE(FINECB) FINE air cabinet blower Circuit Breaker Feedback - Phase 2

circuit breaker for the Fine Filtered Air Blower is CLOSED.FkLocSp &fake_flt_loco_spd This is the simulated filtered locomotive speed that can be seFkMrPrs &fake_mr_press fake_mr_pres - &fake_mr_pressFLBlCB< &SIG_IO_STATE(FLBLCB) Filter Blower Circuit Breaker Feedback - a TRUE value indica

electrical cabinet blower(s) is CLOSED.FlBwCB< &SIG_IO_STATE(FLBWCB) Filter Blower Circuit Breaker : A TRUE value indicates the cirFLDS1A< &SIG_IO_STATE(FLDS1A) Field shunting contactor for first set of resistors on truck No. 1

the contactor is picked up. First used on Romanian 959050 LFLDS1A> &SIG_IO_STATE(FLDS1A) Field shunting contactor for the first set of resistors on truck N

the contactor. First used on the Romanian 959050 LXO ordeFLDS1B< &SIG_IO_STATE(FLDS1B) Field shunting contactor for second set of resistors on truck N

that the contactor is picked up. First used on Romanian 9590FLDS1B> &SIG_IO_STATE(FLDS1B) Field shunting contactor for the second set of resistors on tru

up the contactor. First used on the Romanian 959050 LXO oFLDS2A< &SIG_IO_STATE(FLDS2A) Field shunting contactor for first set of resistors on truck No. 2

the contactor is picked up. First used on Romanian 959050 LFLDS2A> &SIG_IO_STATE(FLDS2A) Field shunting contactor for the first set of resistors on truck N

the contactor. First used on the Romanian 959050 LXO ordeFLDS2B< &SIG_IO_STATE(FLDS2B) Field shunting contactor for second set of resistors on truck N

that the contactor is picked up. First used on Romanian 9590FLDS2B> &SIG_IO_STATE(FLDS2B) Field shunting contactor for the second set of resistors on tru

up the contactor. First used on the Romanian 959050 LXO oFlt_Ohm &fault_reset fault_reset - &fault_resetFlt_Vdv &filtered_v_plus_delta_v flt_v_dv - &filtered_v_plus_delta_vFP CB< &SIG_IO_STATE(FP_CB) Fuel Pump Circuit Breaker: A TRUE value indicates the circuFP CB< &SIG_IO_STATE(FP_CB) Fuel Pump Circuit Breaker: A TRUE value indicates the circuFP Rly< &SIG_IO_STATE(FP_RLY) Fuel Pump Relay Feedback: A TRUE value indicates that th

position.FP Rly> &SIG_IO_STATE(FP_RLY) Fuel Pump Relay: A value of TRUE activates the fuel pump re

pump. FPDEgFl &ANA_IN_SLOW(FPDEGFL) Fuel pressure drop across the engine fuel filter.FPDPrFl &ANA_IN_SLOW(FPDPRFL) Fuel pressure drop across the primary fuel filter.FPDPrFl &ANA_IN_SLOW(FPDPRFL) Fuel pressure drop across the primary fuel filter.


tes that the FSDis relay is picked g the fire suppression agent has

k is supplied to indicate that the e LCC was powered down (CCB = ine start (idicates that the Fire Suppression ted somewhere within the consist. The indicates that the FSDRst relay is

value indicates that the Fire

rs are restricted.

No Gap, Gap, or Big Gap.GB1 contactor has been closed.

GB2 contactor has been closed.

SI

FPEgFlI &ANA_IN_SLOW(FPEGFLI) Fuel pressure into the engine fuel filter.FPEgIPS &ANA_IN_SLOW(FPEGI) Fuel pressure into the engine.FPEgIPS &ANA_IN_SLOW(FPEGI) Fuel pressure into the engine.FPPrFlI &ANA_IN_SLOW(FPPRFLI) Fuel pressure into the primary fuel filter.FPPrFlI &ANA_IN_SLOW(FPPRFLI) Fuel pressure into the primary fuel filter.Fpr_Stu &fpr_status fpr_status - &fpr_statusFREE_W &free_wheeling FREE_WHEEL - &free_wheelingFSDis< &SIG_IO_STATE(FSDIS) Fire Suppression Discharge Feedback - a TRUE value indica

up. This typically indicates that the control head for dispersinbeen activated.

FSDis> &SIG_IO_STATE(FSDIS) Fire Suppression DischargeFSDMnl< &SIG_IO_STATE(FSDMNL) Fire Suppression Discharge Manual Feedback - This feedbac

local fire suppression system was activated at a time when thFALSE). This feedback is provided as a means to inhibit eng

FSDReq< &SIG_IO_STATE(FSDREQ) Fire Suppression Discharge Request Input - a TRUE value inDischarge control interface (pushbutton, etc.) has been activaOriginal implementation (DE30AC) had this signal trainlined.

FSDRst< &SIG_IO_STATE(FSDRST) Fire Suppression Discharge Reset Feedback - a TRUE valuepicked up.

FSDRst> &SIG_IO_STATE(FSDRST) Fire Suppression Discharge ResetFSS CB< &SIG_IO_STATE(FSS_CB) Fire Suppression System Circuit Breaker Feedback - a TRUE

Suppression System Circuit Breaker is CLOSED.FTEgIF &ANA_IN_SLOW(FTEGI) Fuel temperature.FTEgIF &ANA_IN_SLOW(FTEGI) Fuel temperature.FVS< &SIG_IO_STATE(FVS) Filter Vacuum Switch: A TRUE value indicates the inertial filteFvsFlFg &fvs_info.fault_code fvs_fail_flg - &fvs_info.fault_codeFvsFlSt &fvs_info.state_flag fvs_fail_st - &fvs_info.state_flagGapStat &gap_state gap_state - Used to determine the present gap state such asGB1< &SIG_IO_STATE(GB1) Grid Blower Contactor 1: A value of TRUE indicates that the GB1> &SIG_IO_STATE(GB1) Grid Blower Contactor #1:GB1PAnt &anticipated_blower1_grid_power ant_grd_pwr1 - &anticipated_blower1_grid_powerGB1PAva &available_grid_power[0] grd_pwr_av1 - &available_grid_power[0]GB2< &SIG_IO_STATE(GB2) Grid Blower Contactor 2: A value of TRUE indicates that the GB2> &SIG_IO_STATE(GB2) Grid Blower Contactor #2:GB2PAnt &anticipated_blower2_grid_power ant_grd_pwr2 - &anticipated_blower2_grid_powerGB2PAva &available_grid_power[1] grd_pwr_av2 - &available_grid_power[1]




is in the closed position.close.

te LACK of signal inversion.

grid current controller.icates that the GCL switch-gear is

cates that the GCL switch-gear is

operator has requested power ield switch in on.e contactor is in the closed horted and therefore have no

s the contactor is in the closed

enerator field contactor and

dicates the contactor is in the

GFD contactor to close. When in order to decay the generator

SI

GB3< &SIG_IO_STATE(GB3) Grid Blower Contactor 3: A value of TRUE indicates that the GB3> &SIG_IO_STATE(GB3) Grid Blower Contactor #3:GB4< &SIG_IO_STATE(GB4) Grid Blower Contactor 4: A value of TRUE indicates that the GB4> &SIG_IO_STATE(GB4) Grid Blower Contactor #4:GBC< &SIG_IO_STATE(GBC) Governor Boost Relay: A TRUE value indicates that the relayGBC> &SIG_IO_STATE(GBC) Governor Boost Relay: A value of TRUE causes the relay to GBlw A &ANA_IN_SLOW(GBLW_A[0]) DC System: Dynamic Brake Grid Blower Motor CurrentGBlw A &ANA_IN_SLOW(GBLW_A[0]) Platform AC: Dynamic Brake Grid Blower Motor Current. NoGBlw1 A &ANA_IN_SLOW(GBLW1_A) DC System: Dynamic Brake Grid Blower #1 Motor CurrentGBlw2 A &ANA_IN_SLOW(GBLW2_A) DC System: Dynamic Brake Grid Blower #2 Motor CurrentGCFldRf &brake_tm_fld_current_desired The traction motor field current that is being requested by theGCL Cl< &SIG_IO_STATE(GCL_CL) Ground Connection Link Closed Feedback: A TRUE value ind

in the closed position.GCL Cl> &SIG_IO_STATE(GCL_CL) Ground Connection Link Closed, used on DM Locomotives.GCL CO< &SIG_IO_STATE(GCL_CO) Ground Connection Link Cut-OutGCL CO> &SIG_IO_STATE(GCL_CO) Ground Connection Link Cutout, used on DM Locomotives.GCL Op< &SIG_IO_STATE(GCL_OP) Ground Connection Link Open Feedback: A TRUE value indi

in the open position.GCL Op> &SIG_IO_STATE(GCL_OP) Ground Connection Link Open, used on DM Locomotives.Gen_Dec &generator_decaying gen_dec - &generator_decayingGF Req< &SIG_IO_STATE(GF_REQ) Generator Field Request Switch: A TRUE value indicates the

operation by selecting a throttle position and the Generator FGFA< &SIG_IO_STATE(GFA) Generator Field "A" contactor: A TRUE value indicates that th

position. The closed position causes the GFA resistor to be seffect.

GFA> &SIG_IO_STATE(GFA) Generator Field Auxiliary Contactor [shorts the GFA resistor]GFC< &SIG_IO_STATE(GFC) Generator Field Contactor Feedback: A TRUE value indicate

position.GFC> &SIG_IO_STATE(GFC) Generator Field Contactor: A value of TRUE energizes the g

completes the generator field circuit.Gfc_Stu &gfc_status gfc_status - &gfc_statusGFD< &SIG_IO_STATE(GFD) Generator Field Decay Contactor Feedback: A TRUE value in

closed position.GFD> &SIG_IO_STATE(GFD) Generator Field Decay Contactor: A TRUE value causes the

GFD is open, a resistor is placed in the generator field circuitfield more rapidly.


at the Generator Field Switch UP (on) position.urrent that is proportional to the value is used for fault detection.. that the circuit breaker is in the

indicates that the generator

coil of the ground relay causing

eedback on different types of AC

eedback on different types of AC

ntroller.

rotection system has tripped.

ath 1.ath 2.

f the grid sections.

SI

Gfd_del &drop_load_gfd_delay gfd_del - &drop_load_gfd_delayGfd_St &gfd_status gfd_st - &gfd_statusGFldSw< &SIG_IO_STATE(GFLDSW) Generator Field Switch Feedback: A TRUE value indicates th

(typically located on the control stand/lower console) is in theGnBw_A &ANA_IN_SLOW(GNBW_A) Generator Motor Blower CT current ... this input provides a c

total current in phase 2 of the Generator blower motor. This GnBwCB< &SIG_IO_STATE(GNBWCB) Generator Blower Circuit Breaker: A value of TRUE indicates

ON position.GnTrCB< &SIG_IO_STATE(GNTRCB) Generator Transition Control Circuit Breaker: A TRUE value

transition control circuit breaker is in the on position.Gov Req &governor_request Governor requested throttle position, Idle and 1 through 8GPSdir &ANA_IN_SLOW(GPS_HEADING

)The GPS heading for the locomotive in radians.

GPSvel &ANA_IN_SLOW(GPS_LOCO_VELOCITY)

GPS Absolute velocity in m/sec

GR Rst> &SIG_IO_STATE(GR_RST) Ground Relay Reset Coil: A TRUE value energizes the reset the ground relay to reset.

Grd_Pr1 &grid_pwr[0] grid_pwr1 - &grid_pwr[0]Grd_Pr2 &grid_pwr[1] grid_pwr2 - &grid_pwr[1]Grd1Pwr &ANA_IN_SLOW(GRID_POWER[

0])This calculated signal represents the calculated grid power flocomotives.

Grd2Pwr &ANA_IN_SLOW(GRID_POWER[1])

This calculated signal represents the calculated grid power flocomotives.

GrdARf &min_grid_current_ref The final grid current reference that enters the grid current coGrdCLm1 &grid_cooling_tcc_power_limit[0] grd_cool_lim1 - &grid_cooling_tcc_power_limit[0]GrdCLm2 &grid_cooling_tcc_power_limit[1] grd_cool_lim2 - &grid_cooling_tcc_power_limit[1]GrdRly< &SIG_IO_STATE(GRDRLY) Ground Relay: A value of TRUE indicates the ground relay pGrds KW &grid_power Total grid power dissipation, 0 - 9999 kwatsGrdSt1 &grid_ready_state[0] grid_rdy_st1 - &grid_ready_state[0]GrdSt2 &grid_ready_state[1] grid_rdy_st2 - &grid_ready_state[1]GrdStp1 &grid_step[0] This is the actual grid step the GS contactors are in for grid pGrdStp2 &grid_step[1] This is the actual grid step the GS contactors are in for grid pGrdSts1 &grid_ready_status[0] grid_rdy_sts1 - &grid_ready_status[0]GrdSts2 &grid_ready_status[1] grid_rdy_sts2 - &grid_ready_status[1]Grid V &ANA_IN_SLOW(GRID_V) Dynamic Brake Grid Voltage. Only measured across some o


Brake Grid #1 Current. Should be of which ADA is used. The sed.

Brake Grid #1 Current. Should ed. The software will make the

at the GRLO relay is picked up.signal indicating that a unit in E30AC]

o display/TRUE requests RESET]o display/TRUE requests RESET]e operator is requesting the

es that at least one locomotive ition.round relay device is NOT cutout. GS1 contactor has closed, is

GS2 contactor has closed, is

d step.


contactor to close and the power


SI

Grid1 A &ANA_IN_SLOW(GRID1_A) AC System, 5000:1 LEM : Release 11 and Above. Dynamic used on all AC units with a 5000:1 current LEM independent software will make the required adjustments if a ADA 304 is u

Grid1 A &ANA_IN_SLOW(GRID1_A) DC System : Dynamic Brake Grid #1 CurrentGrid2 A &ANA_IN_SLOW(GRID2_A) AC Platform, 5000:1 LEM : Release 11 and Above. Dynamic

be used on all platform units independent of which ADA is usrequired adjustments if a ADA 304 is used.

Grid2 A &ANA_IN_SLOW(GRID2_A) DC System : Dynamic Brake Grid #2 CurrentGrid3 A &ANA_IN_SLOW(GRID3_A) DC System : Dynamic Brake Grid #3 CurrentGrid4 A &ANA_IN_SLOW(GRID4_A) DC System : Dynamic Brake Grid #4 CurrentGridAvl &grids_avail Number of DB grid branches available, 0, 1, 2GRLO< &SIG_IO_STATE(GRLO) Ground Relay Lockout Feedback - a TRUE value indicates thGRLO> &SIG_IO_STATE(GRLO) Ground Relay LockOut - This output is used to provide a T/L

consist is experiencing a GRLO condition. [1st used - LIRR DGRLOR1< &SIG_IO_STATE(GRLOR1) Ground Relay Lockout Reset Switch - Cab 1 [reset external tGRLOR2< &SIG_IO_STATE(GRLOR2) Ground Relay Lockout Reset Switch - Cab 2 [reset external tGRLORS< &SIG_IO_STATE(GRLORS) Ground Relay Lockout Reset: A TRUE value indicates that th

ground relay to be reset.GRLOTL< &SIG_IO_STATE(GRLOTL) Ground Relay Lockout Trainline Input - a TRUE value indicat

within the consist is experiencing a ground relay lockout condGRNtCO< &SIG_IO_STATE(GRNTCO) Ground Relay Not Cutout: A TRUE value indicates that the gGS1< &SIG_IO_STATE(GS1) Grid Shorting Contactor 1: A value of TRUE indicates that the

energized, etc.GS1> &SIG_IO_STATE(GS1) Grid Shorting Contactor 1:GS2< &SIG_IO_STATE(GS2) Grid Shorting Contactor 2: A value of TRUE indicates that the

energized, etc.GS2> &SIG_IO_STATE(GS2) Grid Shorting Contactor 2:GStpRdy &grid_step_ready A true indicated that the system is ready to make the next griGStpRf1 &final_grid_step_desired[0] This is the final grid step desired for inverter 1.GStpRf2 &final_grid_step_desired[1] This is the final grid step desired for inverter 1.GTMFdRf &tm_field_current_desired g_tmfld_des - &tm_field_current_desiredGTO1< &SIG_IO_STATE(GTO1) GTO Power Supply #1 Contactor Feedback: A TRUE value in

closed position.GTO1> &SIG_IO_STATE(GTO1) GTO Power Supply #1 Contactor: A TRUE value causes the

supply to be activated.GTO2< &SIG_IO_STATE(GTO2) GTO Power Supply #2 Contactor Feedback: A TRUE value in

closed position.


contactor to close and the power

er supply health--no feedback

ses the PS-GTO #1 to turn on &





ative of power supply health--no


t TM support bearing has been 6722 (SWG/MW).at a hot TM support bearing has n Trainline #10 input). First used

he hot TM support bearing 6722 (SWG/MW).M support bearing fault has been HI 966722 (SWG/MW).

ates that the HCE relay is picked

GT42CU-AC 969160 order as an section 15.1)

GT42CU-AC 969160 order as an section 15.1).

that the switch is in the closed corder. FUO- GT46CWL

SI

GTO2> &SIG_IO_STATE(GTO2) GTO Power Supply #2 Contactor: A TRUE value causes thesupply to be activated.

GTOPS1< &SIG_IO_STATE(GTO1) AC Locomotive: Feedback from PS-GTO #1 indicative of powmeans sick or turned off power supply.

GTOPS1> &SIG_IO_STATE(GTO1) GTO Regulated Power Supply #1 enable: A TRUE value causupply 24V to TCC#1.

GTOPS2< &SIG_IO_STATE(GTO2) AC Locomotive: Feedback from PS-GTO #2 indicative of powmeans sick or turned off power supply.

GTOPS2> &SIG_IO_STATE(GTO2) GTO Regulated Power Supply #2 enable: A TRUE value causupply 24V to TCC#2.

GTOPS3< &SIG_IO_STATE(GTOPS3) AC Locomotive: Feedback from PS-GTO #3 indicative of powmeans sick or turned off power supply.

GTOPS3> &SIG_IO_STATE(GTOPS3) GTO Regulated Power Supply #3 enable: A TRUE value causupply 24V to ..... .

GTOPS4< &SIG_IO_STATE(GTOPS4) AC Dual Mode Locomotive: Feedback from PS-GTO #4 indicfeedback means sick or turned off power supply.

GTOPS4> &SIG_IO_STATE(GTOPS4) GTO Regulated Power Supply #4 enable: A TRUE value causupply 24V to ..... .

HBLC< &SIG_IO_STATE(HBLC) Hot Bearing Locomotive: A value of TRUE indicates that a hodetected on the locomotive. First used on Amtrak F59PHI 96

HBOL< &SIG_IO_STATE(HBOL) Hot Bearing Other Locomotive: A value of TRUE indicates thbeen detected on another locomotive in the consist (based oon Amtrak F59PHI 966722 (SWG/MW).

HBSF< &SIG_IO_STATE(HBSF) Hot Bearing System Failure: A value of TRUE indicates that tdetection system has failed. First used on Amtrak F59PHI 96

HBTL< &SIG_IO_STATE(HBTL) Hot Bearing Trainline: A value of TRUE indicates that a hot Tdetected somewhere on the train. First used on Amtrak F59P

HCE< &SIG_IO_STATE(HCE) Hostler Control Enable Relay Feedback - a TRUE value indicup.

Hdlt 1< &SIG_IO_STATE(HDLT_1) Headlight Switch #1 On/OffHdlt 2< &SIG_IO_STATE(HDLT_2) Headlight Switch #2 On/OffHdltFH< &SIG_IO_STATE(HDLTFH) Front Headlight in "High" position. First used on Queensland

event recorder input (EM2000 to ICE - reference specificationHdltFL< &SIG_IO_STATE(HDLTFL) Front Headlight in "Low" position. First used on Queensland

event recorder input (EM2000 to ICE - reference specificationHdltFr< &SIG_IO_STATE(HDLTFR) Front Headlight High Beam switch: A TRUE value indicates

(high beam) position. Signal provided to ICE internal event re




hat the switch is in the closed corder. FUO- GT46CWL

ormer and full-wave rectifier

rent transformer and full-wave

rrent transformer and full-wave

s presently supplying HEP.his signal is substituted at the low

transformers and three-phase

hat the HEP Control Circuit

its of Horsepower. Measured at

its of Watts Measured at the DC

r Standard LCC Controlled HEP of TRUE indicates that both the

LCC Controlled HEP Type with th the PLC and the NRC

the locomotive electrical control

is active.

SI

HdltRH< &SIG_IO_STATE(HDLTRH) Rear Headlight in "High" position. First used on Queenslandevent recorder input (EM2000 to ICE - reference specification

HdltRL< &SIG_IO_STATE(HDLTRL) Rear Headlight in "Low" position. First used on Queensland event recorder input (EM2000 to ICE - reference specification

HdltRr< &SIG_IO_STATE(HDLTRR) Rear Headlight High Beam switch: A TRUE value indicates t(high beam) position. Signal provided to ICE internal event re

HEP A &ANA_IN_SLOW(HEP_A) Head End Power phase current feedback from current transf(reference Ireland JT42HCW)

HEP A L &ANA_IN_SLOW(HEP_A_L) Head End Power Left trainline bus current feedback from currectifier (reference LIRR DE/DM30-AC)

HEP A R &ANA_IN_SLOW(HEP_A_R) Head End Power Right trainline bus current feedback from curectifier (reference LIRR DE/DM30-AC)

HEP EFF &ANA_IN_SLOW(HEP_EFF) The instantaneous operational efficiency of the inverter that iHEP Frq &ANA_IN_SLOW(HEP_FRQ) Normal HEP Electrical Frequency: If standby HEP is active t

level to use the SBY_FRQ input.HEP KVA &hep_va Head end VA or apparent power.HEP V &ANA_IN_SLOW(HEP_V) Head End Power line to line voltage feedback from feedback

rectifier bridge [ala Ireland JT42HCW].Hep_Pr &hep_power hep_power - &hep_powerHEPCCB< &SIG_IO_STATE(HEPCCB) HEP Control Circuit Breaker Input - a TRUE value indicates t

Breaker is CLOSED.HEPINHP &ANA_IN_SLOW(HEP_INPUT_P

OWER)The power input to DCL-Inverter supplied HEP system in unthe DC link input out the HEP inverter

HEPINPW &ANA_IN_SLOW(HEP_INPUT_POWER)

The power input to DCL-Inverter supplied HEP system in unlink input out the HEP inverter.

HEPL< &SIG_IO_STATE(HEPL) Head End Power Left side positive contactors digital output foType with DC HEP Bus Switching option for EW&S. A valuePLC and NRC contactors are picked up.

HEPL> &SIG_IO_STATE(HEPL) Head End Power Left side bus output contactor for StandardDC HEP Bus Switching option. A value of TRUE picks up bocontactors.

HEPMode &hep_mode Head end power operating mode.HEPMsg &STR_DEVICE(HEPMSG) These bytes present the displayed message for the health of

system. Ref EDPS 400 5.5.9.HEPOn< &SIG_IO_STATE(HEPON) HEP On Input - a TRUE value indicates that the HEP systemHEPOTHP &ANA_IN_SLOW(HEP_OUTPUT_

REAL_POWER)The HEP system output power in terms of Horsepower.


for Standard LCC Controlled HEP of TRUE indicates that both the

d LCC Controlled HEP Type with th the PRC and the NLC

elay.

relay.

f Horsepower.

f Watts.

Lo relay, which is used to viously accomplished via Rotary

Ref EDPS 400 5.5.19.ard LCC Controlled HEP Type. A

d HEP Type. Connects the

HEP Type. A value of TRUE This requires a RESET output on

ard LCC Controlled HEP Type. A e ground relay. Used

for activation of the horn.

in Cab #1 for activation of the

in Cab #2 for activation of the

A value of TRUE initiates the lready in progress.

SI

HEPR< &SIG_IO_STATE(HEPR) Head End Power Right side positive contactors digital outputType with DC HEP Bus Switching option for EW&S. A valuePRC and NLC contactors are picked up.

HEPR> &SIG_IO_STATE(HEPR) Head End Power Right side bus output contactor for StandarDC HEP Bus Switching option. A value of TRUE picks up bocontactors.

HEPRLS< &SIG_IO_STATE(HEPRLS) HEP Ready Relay - Left Side - Feedback from the HEPRLS rHEPRLS> &SIG_IO_STATE(HEPRLS) HEP Ready Left SideHEPRRS< &SIG_IO_STATE(HEPRRS) HEP Ready Relay - Right Side - Feedback from the HEPRRSHEPRRS> &SIG_IO_STATE(HEPRRS) HEP Ready Right SideHEPSHHP &ANA_IN_SLOW(HEP_SHAFT_P

OWER)The equivalent brake power used to calculate HEP in units o

HEPSHPW &ANA_IN_SLOW(HEP_SHAFT_POWER)

The equivalent brake power used to calculate HEP in units o

HEPSLo< &SIG_IO_STATE(HEPSLO) HEP Source Local - Feedback from the HEPSLo RelayHEPSLo> &SIG_IO_STATE(HEPSLO) Head End Power Source Local - This output drives the HEPS

establish the proper HEP Trainline Complete circuit path, preSelector Switch position.

HEPStat &DISCRETE_OUT(HEPSTAT) This byte indicates the health of the locomotive HEP system.HFC< &SIG_IO_STATE(HFC) Head End Power Field Contactor interlock feedback for Stand

value of TRUE indicates that the HFC is closed (picked up).HFC> &SIG_IO_STATE(HFC) Head End Power Field Contactor for Standard LCC Controlle

Companion Alternator to the HEP SCR bridge when TRUE.HGR< &SIG_IO_STATE(HGR) HEP Ground Relay digital input for Standard LCC Controlled

indicates that the ground relay has picked up, and is latched.the HGRR to reset the relay.

HGRR> &SIG_IO_STATE(HGRR) Head End Power Ground Relay Reset digital output for Standvalue of TRUE asserts the ground relay reset coil, resetting thintermittently only.

Horn< &SIG_IO_STATE(HORN) A TRUE value indicates a request from the operators consoleHorn< &SIG_IO_STATE(HORN) Derived Horn Signal.HornA< &SIG_IO_STATE(HORNA) A TRUE value indicates a request from the operators console

horn (Request through CAB1).HornB< &SIG_IO_STATE(HORNB) A TRUE value indicates a request from the operators console

horn (Request through CAB2).HornSq< &SIG_IO_STATE(HORNSQ) Horn Sequencer: A foot switch from the operator's console.

desire to start a horn sequence or stop the sequence that is a


125F.P Type. Indicates left side HEP

- including both local and trainline

EP Type. Indicates right side

locomotives (969160 order). specification section 15.1).comotives (969160 order). specification section 15.1).

ol key at the hostler stand console dditional logic is needed to

stystem. A TRUE value indicates the hostler stand for power

ontrolled HEP Type. Affects

rolled HEP Type. Untested

value indicates the relay is in the

system drain valve heater. em on the locomotive is in a

that the relay is in the closed

close and activates the

request to ByPass the 25Hz EMI Hz levels detected, on Dual Mode

SI

HOT_AIR &SIG_IO_STATE(HOT_AIR) Indicates EMDEC has detected engine air temperature over HPL< &SIG_IO_STATE(HPL) HEP Positive Left relay input for Standard LCC Controlled HE

bus is positive polarity on DC HEP system when TRUE.HPPWFA &ANA_IN_SLOW(HEP_POWER_

FACTOR)The instantaneous HEP power factor of the total HEP systemHEP.

HPR< &SIG_IO_STATE(HPR) HEP Positive Right relay input for Standard LCC Controlled HHEP bus is positive polarity on DC HEP system when TRUE.

HrnCty< &SIG_IO_STATE(HRNCTY) "Country" horn input. First used on Queensland GT42CU-ACEM2000 to ICE communications for event recorder (reference

HrnTwn< &SIG_IO_STATE(HRNTWN) "Town" horn input. First used on Queensland GT42CU-AC loEM2000 to ICE communications for event recorder (reference

HrsePwr &mg_power Locomotive tractive horsepower.HslKey< &SIG_IO_STATE(HSLKEY) Hostler Control Key Input - This input indicates that the contr

has been inserted and moved to the active control position. Adetermine if the selected console controls will be enabled. (1

HstlPw< &SIG_IO_STATE(HSTLPW) Hostler Stand Power Enabled bit sent from Micro Air Brake Sthat all air brake conditions have been met to allow enabling operation.

HSU< &SIG_IO_STATE(HSU) Head End Power Set Up relay feedback for Standard LCC CTrainLine Complete circuit - cannot be tested.

HSU> &SIG_IO_STATE(HSU) Head End Power Set Up relay output for Standard LCC Contdevice, as the circuit affects the TrainLine Complete circuit.

HTR< &SIG_IO_STATE(HTR) Main Reservoir Drain Value Heater Relay Feedback: A TRUEclosed position.

HTR> &SIG_IO_STATE(HTR) Drain Valve Heater Relay: A value of TRUE activates the air HVACOK< &SIG_IO_STATE(HVACOK) HVAC OK input - a TRUE value indicates that the HVAC syst

health condition of OK.HWR< &SIG_IO_STATE(HWR) Heated Windshield Relay Feedback: A TRUE value indicates

position.HWR> &SIG_IO_STATE(HWR) Heated Windshield Relay: A TRUE value causes the relay to

windshield heater.Hz25BP< &SIG_IO_STATE(HZ25BP) Hertz 25 ByPass - A TRUE value for this signal represents a

monitoring feature, and/or traction inhibit due to excessive 25locomotives.

I Ave &average_tm_current_slow Average traction motor current (0-9999 amps)I High &high_tm_current_slow Highest traction motor current.I Low &low_tm_current_slow Lowest traction motor current.


e

g

e

g

SI

I_Gain &current_error_gain current_gain - &current_error_gainI1_info &inv_comm_info[0].state_flag inv_comm_info - &inv_comm_info[0].state_flagI1pTqLm &protection_inv_torque_limit[0] inv1_p_trq_lim - &protection_inv_torque_limit[0]I1ResFc &inv_int_reset_info_list[0].fault_co

deinv1_res_cd - &inv_int_reset_info_list[0].fault_code

I1ResSt &inv_int_reset_info_list[0].state_flag

inv1_res_flg - &inv_int_reset_info_list[0].state_flag

I1rStFl &drop_load_data.inv_reset_info_list[0].fault_code

inv1_rst_fl - &drop_load_data.inv_reset_info_list[0].fault_cod

I1rStSt &drop_load_data.inv_reset_info_list[0].state_flag

inv1_rst_st - &drop_load_data.inv_reset_info_list[0].state_fla

I1Tq_Fc &inv_torque_lim_info_list[0].fault_code

inv1_torlmcd - &inv_torque_lim_info_list[0].fault_code

I1Tq_St &inv_torque_lim_info_list[0].state_flag

inv1_torlm_fl - &inv_torque_lim_info_list[0].state_flag

I1WrnCd &inv_warning_info_list[0].fault_code

inv1_warn_cd - &inv_warning_info_list[0].fault_code

I1WrnFg &inv_warning_info_list[0].state_flag

inv1_warn_flg - &inv_warning_info_list[0].state_flag

I2_info &inv_comm_info[1].state_flag inv_com_fail2 - &inv_comm_info[1].state_flagI2pTqLm &protection_inv_torque_limit[1] inv2_p_trq_lim - &protection_inv_torque_limit[1]I2ResFc &inv_int_reset_info_list[1].fault_co

deinv2_res_cd - &inv_int_reset_info_list[1].fault_code

I2ResSt &inv_int_reset_info_list[1].state_flag

inv2_res_flg - &inv_int_reset_info_list[1].state_flag

I2rStFl &drop_load_data.inv_reset_info_list[1].fault_code

inv2_rst_fl - &drop_load_data.inv_reset_info_list[1].fault_cod

I2rStSt &drop_load_data.inv_reset_info_list[1].state_flag

inv2_rst_st - &drop_load_data.inv_reset_info_list[1].state_fla

I2Tq_Fc &inv_torque_lim_info_list[1].fault_code

inv2_torlmcd - &inv_torque_lim_info_list[1].fault_code

I2Tq_St &inv_torque_lim_info_list[1].state_flag

inv2_torlm_fl - &inv_torque_lim_info_list[1].state_flag

I2WrnDd &inv_warning_info_list[1].fault_code

inv2_warn_cd - &inv_warning_info_list[1].fault_code

I2WrnFg &inv_warning_info_list[1].state_flag

inv2_warn_flg - &inv_warning_info_list[1].state_flag


g that the trainline alarm be

ides ICE with information as to

D Expert. Set to 1 indicates no

e EMD expert.MD expert.for the EMD expert.D expert.

value of 01 indicates cut in and

ved from the GPS system. Zero

triggered.

ed. Used on Westrail order

lue indicates an amp meter.ed.at the alarm be silenced. A value

Brake (EAB) system through the

serial link. Indicates whether the

Brake fault warning is defined as is is also referred to as traineline

eleased within the train make-up akes are applied (Based on s are rele

ed by the local unit.ed by the trainline.

SI

IcABAlr &SIG_IO_STATE(ICABALR) A TRUE value indicates that the air brake system is requestingenerated.

IcACab &DISCRETE_OUT(ICACAB) First used on Queensland GT42CU-AC order (969160). Provwhich cab station throttle controller is active.

IcAfcd1 &SHORT_U_IN(ICAFCD[0]) Highest Priority active fault code to be sent to ICE for the EMfault active.

IcAfcd2 &SHORT_U_IN(ICAFCD[1]) The second highest priority fault code to be sent to ICE for thIcAfcd3 &SHORT_U_IN(ICAFCD[2]) The third highest priority fault code to be sent to ICE for the EIcAfcd4 &SHORT_U_IN(ICAFCD[3]) The fourth highest priority active fault code to be sent to ICE IcAfcd5 &SHORT_U_IN(ICAFCD[4]) The firth highest active fault code to be sent to ICE for the EMIcAlCut &DISCRETE_OUT(ICALCUT) This value indicates whether the alerter is cut in or cut out. A

10 indicates cut out.IcAltd< &ANA_IN_SLOW(ICALTD<) This signal is for ICE. It indicates the current altitude as recei

altitude is defined as mean sea level. Ref EDPS 400 5.6.9.IcAltI &ANA_OUT(ICALTI) The main alternator DC output current.IcAltRs &SIG_IO_STATE(ICALTRS) A TRUE value indicates that the alerter reset switch has beenIcAltV &ANA_OUT(ICALTV) The main alternator DC output voltage.IcAnKey &DISCRETE_OUT(ICANKEY) A value of TRUE indicates that Annett's Key has been remov

959110.IcAorTE &DISCRETE_OUT(ICAORTE) A TRUE value indicates a Tractive Effort Meter. A FALSE vaIcAS En &DISCRETE_OUT(ICAS_EN) A TRUE value indicates that the current alarm may be silencIcAS Rq &DISCRETE_IN(ICAS_RQ) A TRUE(2) value indicates that the operator has requested th

of FALSE(1) indicates no request.IcBCPPS &ANA_IN_SLOW(ICBCP) Indication of Brake Cylinder Pressure from the Electronic Air

ICE system. Ref: EDPS400, section 5.4.29IcBCPrV &SIG_IO_STATE(ICBCPRV) Brake Cylinder Pressure Validation signal coming from ice via

Brake Cylinder Pressure signal is valid.IcBkFlt &DISCRETE_OUT(ICBKFLT) A value of TRUE indicates that the brake fault warning is on.

BCP above 40 kpa or the spring parking brake is applied. ThSN. Used on Westrail order 959110.

IcBl Sw &DISCRETE_OUT(ICBL_SW) A TRUE value indicates that the bell has been activated.IcBrkSt &DISCRETE_OUT(ICBRKST) This value indicates whether the train brakes are applied or r

(coach cars & locos). A value of 01 indicates that the train brBRAPLD=TRUE). A value of 10 indicates that the train brake

IcBWLoc &DISCRETE_OUT(ICBWLOC) A TRUE value indicates that a brake warning is being indicatIcBWTln &DISCRETE_OUT(ICBWTLN) A TRUE value indicates that a brake warning is being indicat


been activated. This is not to be

m is cutout.

tem is operational.ut out. A value of 01 indicates cut

equest with the electronic s a trainline engine stop request.ted by the DLCP in percent.ontinuously variable controller

ested dynamic brake as indicated

age that the DLCP is commanding

the engine control panel. A value utout.

on is valid. First used on Phase II

sition to have air brake control. A tion to have air brake control.

inline 17T) is active. A value of 01 icates that the DB interlock is

namic brake interlock request tes no request and 10 indicates a

operation.ercent is valid. First used on

mic brake setup (trainline 17T). A brake setup request. activated.

SI

IcCdHrn &DISCRETE_OUT(ICCDHRN) A TRUE value indicates that the conductor's horn button hasused for resetting any crew alertness device.

IcCNWCt &DISCRETE_OUT(ICCNWCT) A TRUE value indicates that the C&NW ATS cab signal systeIcComIf &ice_comm_info ice_comm_info - &ice_comm_infoIcCSCNO &DISCRETE_OUT(ICCSCNO) A TRUE value indicates that the cab signal speed control sysIcCSCut &DISCRETE_OUT(ICCSCUT) This value indicates whether the speed limiter/cab signal is c

in and 10 indicates cut out.IcCTStp &DISCRETE_IN(ICCTSTP) This value indicates whether there is a trainline engine stop r

controller. A value of 01 indicates no request and 10 indicateIcDB Rq &ANA_IN_SLOW(ICDB_RQ) This value indicates the amount of full dynamic brake requesIcDB% &ANA_OUT(ICDB%) This value indicates the amount of full dynamic brake with a c

(electronic controller).IcDBAct &DISCRETE_OUT(ICDBACT) A value of TRUE indicates that the consist operator has requ

by DB_17T.IcDBCRq &ANA_IN_SLOW(ICDBCRQ) This value indicates the amount of dynamic brake control volt

(trainline 24T).IcDBCut &DISCRETE_OUT(ICDBCUT) This value indicates whether the dynamic brake is cut out on

of 01 indicates the DB is not cutout. A value of 10 indicates cIcDBHnd &ANA_OUT(ICDBHND) The dynamic brake handle position as indicated by TL_24T.IcDBHnV &SIG_IO_STATE(ICDBHNV) A TRUE value indicates that the dynamic brake handle positi

976804 order.IcDBHRR &DISCRETE_IN(ICDBHRR) A value of 01 (hex 1) indicates a request for the #1 driving po

value of 10 (hex 2) indicates a request for the #2 driving posiUsed on Westrail order 959110.

IcDBInt &DISCRETE_OUT(ICDBINT) This value indicated whether the dynamic brake interlock (traindicates that the DB interlock is not active. A value of10 indactive.

IcDBIRq &DISCRETE_IN(ICDBIRQ) This value indicates whether the DLCP has commanded a dy(trainline 21T) for the unit to go into DB. A value of 01 indicarequest to dynamic brake interlock operation.

IcDBOnl &SIG_IO_STATE(ICDBONL) A TRUE value indicates that the locomotive is set for DB onlyIcDBPeV &SIG_IO_STATE(ICDBPEV) A TRUE value indicates that the continuous dynamic brake p

Phase II 976804 order.IcDBSRq &DISCRETE_IN(ICDBSRQ) This value indicates whether the DLCP has commanded dyna

value of 01 indicates no request and 10 indicates a dynamic IcDetDt &DISCRETE_OUT(ICDETDT) A TRUE value indicates that the detonator detector has been


rms ICE as to which direction the

of 00 is no request, 01 is a 1 is an illegal combination.in the train make-up (coach cars). (Based on DRCLOS=FALSE). A on DRCLOS

received status is true or false. A d 10 indicates that the heartbeat

ateded power on the locomotive. A d 10 indicates that distributed

tive to other distributed power is not linked and 10 indicates that

ceived status is true or false. A d 10 indicates that the heartbeat

tive (lead or remote). A value of ower. A value of 01 indicates that

as the switch on.engine run switch be up (trainline be down and 10 indicates that the

sends the status of EM2000 order Spare 1 &2) to ICE for event

ed from the GPS system. A

SI

IcDirMo &DISCRETE_OUT(ICDIRMO) First used on Queensland GT42CU-AC order (969160). Infolocomotive is actually moving.

IcDirRq &DISCRETE_IN(ICDIRRQ) This value shows the direction request by the DLCP. A valueforward (8T) request, and 10 is a reverse (9T) request, and 1

IcDorSt &DISCRETE_OUT(ICDORST) This value indicates whether the coach doors are closed withA value of 01 indicates that the Coach Doors are NOT closedvalue of 10 indicates that the Coach Doors are closed (Based

IcDPBet &DISCRETE_IN(ICDPBET) This value indicates whether the DLCP heartbeat keep alive value of 01 indicates that the heartbeat keep alive is false ankeep alive is true.

IcDPCOv &DISCRETE_OUT(ICDPCOV) A TRUE value indicates that the DPC Override switch is activIcDPEnb &DISCRETE_IN(ICDPENB) This value indicates whether the DLCP has enabled distribut

value of 01 indicates that distributed power is not enabled anpower is enabled.

IcDPLnk &DISCRETE_IN(ICDPLNK) This value indicates whether the DLCP has linked the locomolocomotives in the train. A value of 01 indicates that the unit the unit is linked in distributed power.

IcDPMBe &SIG_IO_STATE(ICDPMBE) This value indicates whether the DPM heartbeat keep alive revalue of 01 indicates that the heartbeat keep alive is false ankeep alive is true.

IcDPSt &DISCRETE_IN(ICDPST) This value indicates the distributed power state of the locomo00 indicates that the locomotive is not set up for distributed pthe unit is setup as a lead distributed power locomotive,

IcDulIn (char *) 0x90000300 ice_dual_in - 0x90000300IcDulOt (char *) 0x90000000 ice_dual_out - 0x90000000IcDum &DISCRETE_OUT(ICDUM) Used for internal purposes.IcDum1 &DISCRETE_OUT(ICDUM) Used for internal purposes.IcEgRPM &ANA_OUT(ICEGRPM) The engine rpm.IcEgTmp &ANA_OUT(ICEGTMP) This signal is for ICE. The engine water temperature.IcEnRun &DISCRETE_OUT(ICENRUN) A value of TRUE indicates that the consist operator console hIcER Rq &DISCRETE_IN(ICER_RQ) This value indicates that the DLCP has commanded that the

16T). A value of 01 indicates that the engine run switch is toengine run switch is to be up.

IcEvntS &DISCRETE_OUT(ICEVNTS) First used on Queensland GT42CU-AC order (969160). Thismonitored spare digital inputs ERSpr1 & ERSpr2 (Event Recrecorder purposes only.

IcEWVl< &ANA_IN_SLOW(ICEWVL<) This signal indicates the current East/West velocity as receivpositive value is defined as East. Ref EDPS 400 5.6.11.


ered. If a TE meter is selected le factor is 1000 lb./bit.tatus.

tatus.

tatus.

lower turned on.lower turned on.ntroller (Rockwell ICE) requests valves. A FALSE(1) value

value of 2 indicates the flange lube

st. A value of 2 indicates a dicates a request for pump prime

esting pump prime or system test. g pump prime. A SYSTEM_TEST

SI

IcExd A &ANA_OUT(ICEXD_A) This is the excellence value in Amps to send to ice.IcExdTE &ANA_OUT(ICEXDTE) The value of the amp meter when the short time region is ent

this is the short time tractive effort. If this is the case, the scaIcFan 1 &DISCRETE_OUT(ICFAN) An encoded bit pattern indicating the engine cooling fan #1 s

0101b = OFF

0110b = HALF SPEED (Dual Speed Fans Only)

1001b = FULL SPEEDIcFan 2 &DISCRETE_OUT(ICFAN) An encoded bit pattern indicating the engine cooling fan #2 s

0101b = OFF


1001b = FULL SPEEDIcFan 3 &DISCRETE_OUT(ICFAN) An encoded bit pattern indicating the engine cooling fan #3 s

0101b = OFF


1001b = FULL SPEEDIcFBlw< &SIG_IO_STATE(ICFBLW) A TRUE value indicates that the FIRE system would like its bIcFBlwV &SIG_IO_STATE(ICFBLWV) A TRUE value indicates that the FIRE system would like its bIcFL Rq &DISCRETE_IN(ICFL_RQ) A TRUE(2) value indicates that overall locomotive system co

the EMD control computer to activate the flange lube magnetindicates no request for lubrication.

IcFLInh &DISCRETE_OUT(ICFLINH) A value of 1 indicates NO_REQUEST has been received. A has been inhibited.

IcFLMAk &DISCRETE_OUT(ICFLMAK) A value of 1 indicates no request for pump prime or system terequest for a system test has been received. A value of 3 inhas been received.

IcFLMnt &DISCRETE_IN(ICFLMNT) A NO_REQUEST (1) value indicates the operator is not requA PUMP_PRIME (2) value indicates the operator is requestin(3) value indicates the operator is requesting a system test.


PUMP_PRIME has been

nge lube system test is inhibited.n received. A value of 2 indicates

ctivated (generally trainline 26T). lue of 10 indicates that the fault

inline fault reset (typically trainline rainline fault reset request.ed this is the full scale tractive

2 byte number. the generator field switch be up ed no request and 10 indicates a

d. A value of 01 indicates that a nd fault is active.EQ of the locomotive is active. Ref EDPS 400 5.1.74. GPS system.

GPS system. is for ICE event recorder h "Low" and "High".tivated. This signal can be used

te position.ved from the GPS system. Zero S 400 5.6.7.

A value of 01 indicates that the ctive.

f meter (TE or AMP) depends on de, the scale factor is 1.

SI

IcFLPIn &DISCRETE_OUT(ICFLPIN) A value of 1 indicates no inhibit active. A value of 2 indicatesinhibited.

IcFLTIn &DISCRETE_OUT(ICFLTIN) A value of 1 indicates no inhibit. A value of 2 indicates the flaIcFLTSt &DISCRETE_OUT(ICFLTST) A value of 1 indicates no request for flange lube test has bee

the flange lube test is in progress.IcFRAct &DISCRETE_OUT(ICFRACT) This value indicates whether the fault reset button has been a

A value of 01 indicates that the fault reset is not active. A vareset is active.

IcFS A &ANA_OUT(ICFS_A) The full scale in amps for ICE.IcFS Rq &DISCRETE_IN(ICFS_RQ) This value indicates whether the DLCP has commanded a tra

26T). A value of 01 indicates no request and 10 indicates a tIcFS TE &ANA_OUT(ICFS_TE) The full scale value of the amp meter. If a TE meter is select

effort. If this is the case, the scale factor is 1000 lb./bit.IcFulKG &ANA_IN_SLOW(ICFUL) The locomotive fuel level in thousands of gallons/liters. It is aIcGF Rq &DISCRETE_IN(ICGF_RQ) This value indicates whether the DLCP has commanded that

(trainline 6T active if the throttle is out). A value of 01 indicatrequest for generator field switch up.

IcGFAct &DISCRETE_OUT(ICGFACT) This value indicates whether a ground fault has been detecteground fault is not active. A value of 10 indicates that a grou

IcGFExc &DISCRETE_OUT(ICGFEXC) This signal is for ICE. A TRUE value indicates that the GF_RIcGFSw> &DISCRETE_OUT(ICGFSW>) A TRUE value indicates that the generator field switch is UP.IcGHea &ANA_IN_SLOW(ICGHEA) This signal indicates the current velocity as received from theIcGRSt &DISCRETE_OUT(ICGRST) A TRUE value indicates that the ground relay is tripped.IcGVelM &ANA_IN_SLOW(ICGVEL) This signal indicates the current velocity as received from theIcHdLgt &DISCRETE_OUT(ICHDLGT) First used on Queensland GT42CU-AC order (969160). This

purposes. Indicates status of Front and Rear headlights - botIcHrnSw &DISCRETE_OUT(ICHRNSW) A TRUE value indicates that the engineer's horn has been ac

for the purpose of resetting crew alertness devices.IcInBuf &ice_input_buffer ice_in_buf - ice_input_bufferIcIs Sw &DISCRETE_OUT(ICIS_SW) A TRUE value indicates that the isolation switch is in the isolaIcLat< &ANA_IN_SLOW(ICLAT<) This signal is for ICE. It indicates the current latitude as recei

latitude is defined as the equator. North is positive. Ref EDPIcLcAlr &DISCRETE_OUT(ICLCALR) This value indicates whether the locomotive alarm is active.

alarm is not active. A value of 10 indicates that the alarm is aIcLD A &ANA_OUT(ICLD_A) The ammeter for ICE.IcLD TE &ANA_OUT(ICLD_TE) The load that is being created by the locomotive. The type o

the value of AMP_TE_METER. If the meter is in the Amp mo


Used on Westrail order 959110.

ke is valid. First used on Phase II

d.

eived from the GPS system. Zero Ref EDPS 400 5.6.8. First used on Phase II 976804

is is available on units that have

ted lead truck sanding.

n is either forward or reverse 5.1.76.

ted manual sanding.t requested. A value of 01 (hex 1) value of 10 (hex 2) indicates that

ual sanding (trainline 23T). A and request.. This is available on units that

EDPS 400 5.1.75.ived from the GPS system. A

viewing. Ref EDPS 400 5.1.78.. has tripped.ing brake is applied. A value of 01 indicates that the parking brake is

SI

IcLHHLt &DISCRETE_OUT(ICLHHLT) A value of TRUE indicates that the long hood headlight is on.IcLMov> &SIG_IO_STATE(ICLMOV) A TRUE value indicates that the locomotive is moving.IcLMovV &SIG_IO_STATE(ICLMOVV) A TRUE value indicates that the locomotive moving signal bra

976804 order.IcLoAlr &DISCRETE_OUT(ICLOALR) A TRUE value indicates that the local alarm is on.IcLoArS &DISCRETE_OUT(ICLOARS) A TRUE value indicates that the local alarm has been silenceIcLocWt &ANA_OUT(ICLOCWT) Weight of the locomotive.IcLong< &ANA_IN_SLOW(ICLONG<) This signal is for ICE. It indicates the current longitude as rec

longitude is defined as the Prime Meridian. East is positive. IcLoVeV &SIG_IO_STATE(ICLOVEV) A TRUE value indicates that the locomotive velocity is valid.

order.IcLR V &ANA_OUT(ICLR_V) The load regulator wiper voltage.IcLSIh &DISCRETE_OUT(ICLSIH) This byte indicates whether lead truck sanding is inhibited. Th

sanding through the ICE display.IcLTSnd &DISCRETE_OUT(ICLTSND) A value of TRUE indicates that the local operator has requesIcLTSRq &DISCRETE_IN(ICLTSRQ) A TRUE value indicates that lead truck sanding is requested.IcLUnt> &DISCRETE_OUT(ICLUNT>) A TRUE value indicates that the local reverser handle positio

(meaning that the locomotive is the lead unit). Ref EDPS 400IcM Snd &DISCRETE_OUT(ICM_SND) A value of TRUE indicates that the local operator has requesIcMPRed &DISCRETE_OUT(ICMPRED) A value of 00 (hex 0) indicates Manual Power Reduction is no

indicates that Local Manual Power Reduction is requested. ATrainline Manual Power Reduction is requested.

IcMS Rq &DISCRETE_IN(ICMS_RQ) This value indicates whether the DLCP has commanded manvalue of 01 indicates no request and 10 indicates a manual s

IcMSIh &DISCRETE_OUT(ICMSIH) This byte indicates whether manual truck sanding is inhibitedhave sanding through the ICE display.

IcMTst> &DISCRETE_OUT(ICMTST>) A TRUE value indicates that a meter test is in progress. Ref IcNSVl< &ANA_IN_SLOW(ICNSVL<) This signal indicates the current North/South velocity as rece

positive value is defined as North. Ref EDPS 400 5.6.10.IcNwAD> &SIG_IO_STATE(ICNWAD) A TRUE value indicates that new archive data is available forIcOscHL &DISCRETE_OUT(ICOSCHL) A TRUE value indicates that the oscillating headlights are onIcOvrSp &DISCRETE_OUT(ICOVRSP) A TRUE value indicates that the overspeed protection deviceIcPBApl &DISCRETE_OUT(ICPBAPL) This value is for ICE. It indicates whether the locomotive park

indicates that the parking brake is not applied. A value of 10applied. A value of 00 indicates that the parking bra


A value of 0 in bit #4 indicates that icates that the parking brake is to

d to go into speed control units. A value of 1 means no 0 Rev F)

inline Manual Power Reduction.e DLCP (with electronic

lid. First used on Phase II

.tivated.emote session. Termination is ed control. Ref EDPS 400 5.1.77.position.

ive speed control operation ates a request for speed control.

he remote locomotive is loading ans that the loads are equalized, atescontrol. Reference 15.1.5.1.36 been requested. This is required v E)

erence 15.1.5.1.37.control system

SI

IcPBAR< &SIG_IO_STATE(ICPBAR) First used on the Queensland GT42CU-AC order (969160). the parking brake is to be released. A value of 1 in bit #4 indbe applied.

IcPCSOp &DISCRETE_OUT(ICPCSOP) A FALSE value indicates that the PCs is open.IcPlgRq &DISCRETE_IN(ICPLGRQ) This value indicates whether the locomotive is being requeste

plugging mode. This is used in distributed power on remote request and 2 means plugging mode is requested. (EDPS 40

Icpres &ice_present ice_present - &ice_presentIcPRPct &ANA_OUT(ICPRPCT) This indicates the percent load requested during Local or TraIcPwrRq &ANA_IN_SLOW(ICPWRRQ) This value indicates the amount of full throttle requested by th

controller) in percent.IcRcSpV &SIG_IO_STATE(ICRCSPV) A TRUE value indicates that the recalibrated train speed is va

976804 order.IcReMph &ANA_OUT(ICRE) The most correct train speed available to the EM2000 systemIcRrEm> &SIG_IO_STATE(ICRREM) A TRUE value indicates that the rear emergency switch is acIcRSTI> &DISCRETE_OUT(ICRSTI>) A TRUE value indicates that ICE can terminate an EM2000 r

inhibited during self tests, cutting in/out TM or TCC, or in speIcRunSw &DISCRETE_OUT(ICRUNSW) A TRUE value indicates that the isolation switch is in the run IcRvPos &DISCRETE_OUT(ICRVPOS) The consist operator's reverser position.

0 = Neutral

1 = Forward

2 = Reverse

3 = Illegal RequestIcSC Rq &DISCRETE_IN(ICSC_RQ) This value indicates that the DLCP has commanded locomot

(trainline 1T). A value of 01 indicates no request and 10 indicIcSCImb &DISCRETE_IN(ICSCIMB) This value indicates whether the DLCP has determined that t

heavier or lighter than the lead locomotive. A value of 00 me01 indicates that the lead unit is loading heavier, and 10 indic

IcSCntl &DISCRETE_OUT(ICSCNTL) A TRUE value indicates that the locomotive is in slow speed IcSCPlg &DISCRETE_OUT(ICSCPLG) This byte indicates whether speed control plugging mode has

for Distributed Power Remote unit operation. (15.1.5.1.72 ReIcSCSpM &ANA_OUT(ICSCSP) For EDPS Rev >= D. This is the SSC set speed to ICE. RefIcSCSpM &ANA_OUT(ICSCSP) For EDPC 400 <= REV C! The set speed for the slow speed


. Used on Westrail order 959110.or is to be illuminated, indicating t sanding is not active. A value of

t from the Station Protection s Station Protection function. hood forward movement positive.ommanded by the DLCP for

d to inform ICE when Truck #2 ed by pressure switch BCB2

ates that the contactor is in the

ent recorder purposes.continuously variable throttle

468.-8.T56.ator's throttle handle.) is requested. A value of 01 is

nor valve B (trainline 12T). A t B valve is requested.ernor valve C (trainline 7T). A equest.alve D (trainline 3T). A value of 01

that have elapsed since the start

SI

IcSHHLt &DISCRETE_OUT(ICSHHLT) A value of TRUE indicates that the short hood headlight is onIcSnAct &DISCRETE_OUT(ICSNACT) This value is for ICE. It indicates whether the sanding indicat

that the sanders are in operation. A value of 01 indicates tha10 indicates that sanding is active.

IcSPMD> &SIG_IO_STATE(ICSPMD) First used on Queensland GT42CU-AC order (969160). InpuMagnet Receiver (SPMR). Status sent to ICE, which perform

IcSpMph &ANA_OUT(ICSP) Locomotive Velocity: The velocity of the locomotive with longIcStSpd &ANA_IN_SLOW(ICSTSPD) This value indicates the locomotive speed control set speed c

remote locomotives.IcT2BCP &SIG_IO_STATE(ICTBCP) First used on Queensland GT42CU-AC order (969160). Use

brake cylinder level is greater than a specific PSI as determin(Brake Cylinder Bogie 2).

IcTC St &DISCRETE_OUT(ICTC_ST) The state of the transition contactor. A TRUE(10) value indicpicked up state.

IcTChrn &DISCRETE_OUT(ICTCHRN) First used on Queensland GT42CU-AC order (069160) for evIcTh% &ANA_OUT(ICTH%) This value indicates the percent of full throttle request with a

(electronic controller)IcThA> &SIG_IO_STATE(ICTHA) The signal shall be set directly from the LCC digital input TH2IcThB> &SIG_IO_STATE(ICTHB) The signal shall be set directly from the LCC digital input TH3IcThD> &SIG_IO_STATE(ICTHD) The signal shall be set directly from the LCC digital input THSIcThPos &DISCRETE_OUT(ICTHPOS) This signal is for ICE. The throttle position of the consist operIcThRqA &DISCRETE_IN(ICTHRQA) This value indicates whether the governor A valve circuit (15T

no request and 10 is a governor A request.IcThRqB &DISCRETE_IN(ICTHRQB) This value indicates whether the DLCP is commanding gover

value of 01 indicates no B valve request and 10 indicates thaIcThRqC &DISCRETE_IN(ICTHRQC) This value indicates whether the DLCP has commanded gov

value of 01 indicates no request and 10 indicates a C valve rIcThRqD &DISCRETE_IN(ICTHRQD) This value indicates the DLCP has commanded a governor v

indicates no request and 10 indicates a D valve request.IcTime< &INT_U_IN(ICTIME<) This signal is for ICE. It is defined as the number of seconds

of the epoch (00:00:00 on Jan 1, 1970 UTC).IcTL1T> &SIG_IO_STATE(ICTLT) TL 1T signal over serial linkIcTM1 A &ANA_OUT(ICTM_A) Traction Motor current for Motor 1 to ICEIcTM2 A &ANA_OUT(ICTM_A) Traction Motor current for Motor 2 to ICEIcTM3 A &ANA_OUT(ICTM_A) Traction Motor current for Motor 3 to IceIcTM4 A &ANA_OUT(ICTM_A) Traction Motor current for Motor 4 to IceIcTM5 A &ANA_OUT(ICTM_A) Traction Motor current for Motor 5 to Ice


d to filter out sampling noise.irst used on Phase II 976804

d from the GPS system. A

nal (CCS) system is cutout.ive.alue of 2 indicates a request to sted to be off.er isolate position.ndicates that the heater is on. A

ip is being indicated by the local

ip is being indicated by the

])

e closed position. may be requested.ayside layover system.

ion heater within the Prime Mover

lue indicates that the IPR

he IPR path on the DE/DM30AC

ECM #1, cylinders in order 9-16-

solate position.t Used On JT42C Basic.t Used On JT42C Basic.

SI

IcTM6 A &ANA_OUT(ICTM_A) Traction Motor current for Motor 6 to IceIcTrAc &ANA_OUT(ICTRAC) The locomotive acceleration. A third order digital filter is useIcTrAcV &SIG_IO_STATE(ICTRACV) A TRUE value indicates that the train acceleration is valid. F

order.IcUDVl< &ANA_IN_SLOW(ICUDVL<) This signal indicates the current Up/Down velocity as receive

positive value is defined as Up. Ref EDPS 400 5.6.12.IcUP Ct &DISCRETE_OUT(ICUP_CT) A TRUE value indicates that the Union Pacific coded can sigIcWDiai &ANA_OUT(ICWDIA) The average wheel diameter of all the wheels on the locomotIcWH Rq &DISCRETE_IN(ICWH_RQ) A value of 1 indicates the heater state has not changed. A v

turn the heater on. A value of 3 indicates the heater is requeIcWIsSw &DISCRETE_OUT(ICWISSW) A TRUE value indicates that the isolation switch is in the wintIcWndHT &DISCRETE_OUT(ICWNDHT) A value of 1 indicates that the heater is not on. A value of 2 i

value of 3 indicates that the heater can not be turned on.IcWS Lo &DISCRETE_OUT(ICWS_LO) This signal is for ICE. A TRUE value indicates that a wheel sl

unit.IcWSTln &DISCRETE_OUT(ICWSTLN) This signal is for ICE. A TRUE value indicates that a wheel sl

trainline.IdesRef &current_desired Current reference after rate limiting.Idledat &RUN_TOT_DATA(rt_data.lifetime

_throt_record[8])idle_data - &RUN_TOT_DATA(rt_data.lifetime_throt_record[8

IdR< &SIG_IO_STATE(IDR) Idle Relay: A TRUE value indicated that the contactor is in thIdR> &SIG_IO_STATE(IDR) HEP Idle Relay: A TRUE value indicates that the HEP systemImmHtr< &SIG_IO_STATE(IMMHTR) Feedback from ImmHtr RELAY (First use LIRR) used in the wImmHtr> &SIG_IO_STATE(IMMHTR) Immersion Heater - This output is used to turn on the immers

Layover Protection System.IntenSt &PROT_DATA(display_intensity) intensity - &PROT_DATA(display_intensity)IPR< &SIG_IO_STATE(IPR) Inverter Protection Resistor Contactor Feedback - a TRUE va

contactor is picked up.IPR> &SIG_IO_STATE(IPR) Inverter Protection Resistor Contactor - This output controls t

locomotives.IRT &ANA_IN_SLOW(IRT) Injector response time for 16cylinder 710 engine, input from

11-14-12-13-10-15, 10microseconds/bitIsolat< &SIG_IO_STATE(ISOLAT) A TRUE value indicates that the Run/Isolate switch is in the IIsoltA< &SIG_IO_STATE(ISOLTA) Isolation Switch In No. 1 Cab Of Two Cab Locomotives. FirsIsoltB< &SIG_IO_STATE(ISOLTB) Isolation Switch In No. 2 Cab Of Two Cab Locomotives. FirsIv_Fcd &active_fault_code inv_flt_code - &active_fault_code


Detector of truck #1.Detector of truck #2.arm bell request is being

sing the local alarm bell to ring.be activated.: A TRUE value indicates that the ker is in the on position.ses the relay LCC OK (the relay alive and well.

r and -5.45 volts is full scale in a Tractive Effort Meter. forward or reverse position and

SI

Iv_Fcl &active_fault_class inv_flt_clas - &active_fault_classIvFcdIn &inv_fault_code_input inv_fcode_in - &inv_fault_code_inputIvFclIn &inv_fault_class_input inv_fclass_in - &inv_fault_class_inputK_bec &K_bec K_bec - &K_becK_fld &K_field K_field - &K_fieldK_gcc &K_gcc K_gcc - &K_gccK_ipc &K_ipc K_ipc - &K_ipcK_Pr &K_power K_power - &K_powerK_tsc &k_tsc k_tsc - &k_tscKAT_bec &KAT_bec KAT_bec - &KAT_becKAT_fld &KAT_field KAT_field - &KAT_fieldKAT_gcc &KAT_gcc KAT_gcc - &KAT_gccKAT_ipc &KAT_ipc KAT_ipc - &KAT_ipcKAT_Pr &KAT_power KAT_power - &KAT_powerKool &analog_io.KOOL.slow.value A Kool signalKW Fbk &mg_power Main generator output power.KW Max &power_available Power available from engine.KW Ref &traction_power_reference Engine Power Available.L1Atten &creep_attenuation_ratio[0] The percent attenuation of the allowable creep by the Lunge L2Atten &creep_attenuation_ratio[1] The percent attenuation of the allowable creep by the Lunge LAB< &SIG_IO_STATE(LAB) Local Alarm Bell: A TRUE value indicates that the trainline al

generated locally.LABRly> &SIG_IO_STATE(LABRLY) Local Alarm Bell Relay: A value of TRUE closes the relay cauLayOvr< &SIG_IO_STATE(LAYOVR) A TRUE value indicates a request for the LayOver system to LCBat< &SIG_IO_STATE(LCBAT) Local Control Circuit Breaker and Battery Knife Switch Closed

battery knife switch is closed and the local control circuit breaLCC OK> &SIG_IO_STATE(LCC_OK) Locomotive Control Computer Oh Kay: A value of TRUE cau

formerly known as MCB) picked up to indicate that the LCC isLd_ack &load_ack load_ack - &load_ackLd_eSt &alternator_load_estimate load_est - &alternator_load_estimateLd_eSt1 &alternator_half_load_estimate[0] load_est1 - &alternator_half_load_estimate[0]Ld_eSt2 &alternator_half_load_estimate[1] load_est2 - &alternator_half_load_estimate[1]LdMetr &ANA_OUT(LDMETR) Signal output to the load meter. +9 Volts is full scale in powe

brake. Characterization determines if this is a Amp Meter or LdUnit< &SIG_IO_STATE(LDUNIT) A TRUE value indicate that the local reverser handle is in the

TL_13T is TRUE.


relay

relay has picked up.

UE Value indicates that the

Flow

equired by the locomotive model signal of aux_systems_ready. (1st

model. the TCC model sent to the

required by the locomotive model put ELECTRIC_MODE_ACKN.

system linking valve via a CAM CAM module. This valve is being a


. Ref EDPS 400 5.5.13.

SI

LExTLC< &SIG_IO_STATE(LEXTLC) Left External Trainline Complete - feedback from the LExTLCLExTLC> &SIG_IO_STATE(LEXTLC) Left External Trainline CompleteLfTLIn< &SIG_IO_STATE(LFTLIN) Left Trainline cut In - a TRUE value indicates that the LfTLIn LfTLIn> &SIG_IO_STATE(LFTLIN) Left (HEP) Trainline Cut InLHtrCB< &SIG_IO_STATE(LHTRCB) Layover (Immersion) Heater Circuit Breaker Feedback - a TR

layover heater circuit breaker is CLOSED.LinkRat &link_valve_ratio Separate aftercooling linking flow ratio. 0 = No flow, 1 = Full LkW_Dis &locked_wheel_disabled[0] lock_whl_dis - &locked_wheel_disabled[0]LkW_Fcd &locked_wheel_info.fault_code lockwhl_fltd - &locked_wheel_info.fault_codeLkW_St &locked_wheel_info.state_flag lockwhl_st - &locked_wheel_info.state_flagLLCPCB< &SIG_IO_STATE(LLCPCB) Layover Lube oil Circulation Pump Circuit BreakerLM_AUX> &SIG_IO_STATE(LM_AUX) Locomotive Model Auxiliary Systems Ready - This signal is r

(RAILS) and is set based upon the value of the LCC internal Used LIRR DE30-AC).

LM_BCPR &ANA_OUT(LM_BCPR) Brake Cylinder Pressure for the Locomotive ModelLM_ESPD &ANA_OUT(LM_ESPD) The engine speed output from the EM2000 to the locomotiveLM_HEP &ANA_OUT(LM_HEP) The value of the HEP OUTPUT REAL POWER feedback from

Locomotive Model via an LCC analog output.LMElec> &SIG_IO_STATE(LMELEC) Locomotive Model Electric Mode Acknowledge - This signal is

(RAILS) and is set based upon the value of the TCC Serial In(1st Used LIRR DM30-AC).

LnkValv &ANA_OUT(LNKVALV) Linking Valve Control: This output is used to drive the coolingmodule. The output is in terms of the voltage supplied to theused to transfer cold water from the aftercooling loop to the m

Lo_TM_I &low_tm_current_medium lo_tm_a - &low_tm_current_mediumLocoAcc &locomotive_acceleration Locomotive acceleration (0.0-99.9 mph/sec or kpm per sec)LocoMPH &train_speed Locomotive speed from several sources.LocoMPH &train_speed Locomotive speed from several sources.LocoRPM &train_rpm Motor rpm based on train speed.LocoRPM &ANA_IN_SLOW(FLT_LOCO_RP

M)The calculated locomotive RPM signal.

LOCPCB< &SIG_IO_STATE(LOCPCB) Layover Oil Circulation Pump Circuit Breaker feedback - a TRbreaker for the layover lube oil circulation pump is CLOSED.

LocStat &DISCRETE_OUT(LOCSTAT) This byte indicates the health of the overall locomotive systemLocStFg &ANA_STATE_FLAG(FLT_LOCO

_SPD)Locomotive Speed Signal State Flag.


on the operator control console IN ER Sw, which is only indicative of

- a TRUE value indicates that the

dication of the lube oil pressure at

indication of the lube oil pressure

icates that the circuit breaker for

UE value indicates that the

TRUE means do the bypass

gine protector has tripped.

dicates that the temperature e water temp) is CLOSED.olts when the engine is being ses to 0 volts when the engine is ine's g

cates that the contactor is in the

ntactor to close. Given that the ery voltage will be applied to the

e relay is in the closed position.

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LoERSw< &SIG_IO_STATE(LOERSW) Local Engine Run Switch: A TRUE value indicates the switchTHE LOCAL CAB is in the on position. This is contrasted bythe 16T trainline

LOEWCP< &SIG_IO_STATE(LOEWCP) LayOver Engine Water Circulation Pump contactor feedbackLOEWCP contactor is picked up.

LOEWCP> &SIG_IO_STATE(LOEWCP) LayOver Engine Water Circulation PumpLOFPrsI &ANA_IN_SLOW(LOFPRSI) Lube Oil Filter Pressure IN ... this input provides an analog in

the INPUT to the lube oil filter.LOFPrsO &ANA_IN_SLOW(LOFPRSO) Lube Oil Filter Pressure OUT ... this input provides an analog

at the OUTPUT of the lube oil filter.LOHtCB< &SIG_IO_STATE(LOHTCB) LayOver Heater Circuit Breaker feedback - a TRUE value ind

the LayOver immersion heater is CLOSED.LOLOCP< &SIG_IO_STATE(LOLOCP) LayOver Lube Oil Circulation Pump contactor feedback - a TR

LOLOCP contactor is picked up.LOLOCP> &SIG_IO_STATE(LOLOCP) LayOver Lube Oil Circulation PumpLoMotSt &locomotive_motion_status loc_motion_st - &locomotive_motion_statusLOPres< &SIG_IO_STATE(LOPRES) Lube Oil Pressure Input: For lube oil filter bypass detection: A

stuff.LOS< &SIG_IO_STATE(LOS) Low Oil Pressure Switch: A TRUE value indicates that the enLoSpdSr &loco_spd_source loc_spd_source - &loco_spd_sourceLoTqLm &locomotive_torque_limit loco_trq_lm - &locomotive_torque_limitLoVolLm &local_voltage_limit local_vol_lm - &local_voltage_limitLOWTmp< &SIG_IO_STATE(LOWTMP) Lay Over Water Temperature Switch Input - a TRUE value in

switch(es) associated with the layover system (sensing enginLR &ANA_IN_SLOW(LR) DC System : This represents a value which increases to 74 v

supplied fuel at a higher rate than desired. This value decreasupplied at a normal rate. This signal is generated by the eng

LR %Max &lr_ratio Load regulator % maximum, 0 - 100LRC (void *) LRC_Check LRC - LRC_CheckLSC< &SIG_IO_STATE(LSC) Locomotive Spotter Contactor Feedback: A TRUE value indi

closed position.LSC> &SIG_IO_STATE(LSC) Locomotive Spotter Contactor: A TRUE value causes that co

remainder of the power circuit is configured properly, the batttraction motors.

LsRcldt &last_recal_date last_recal_dt - &last_recal_dateLT_PrRf &self_load_test_power_reference SLT_POWER_RF - &self_load_test_power_referenceLtFr< &SIG_IO_STATE(LTFR) Lights Front Relay Feedback: A TRUE value indicates that th


o be turned on.relay is in the closed position.re to be turned on full..r request for sanding of the lead

valve causing sanding of the lead

ives. First Used On JT42C Basic.ives. First Used On JT42C Basic.d LTT2 to close.

he contactor is closed.he contactor is closed.g system linking (a.k.a. diverter)

a limit switch within the linking

system linking (a.k.a. diverter) a limit switch within the linking

TRUE value indicates that the ED.

nt to the MABS the previous loop. . it back on a serial input. LCC ilure of MABS to respond properly

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LtFr> &SIG_IO_STATE(LTFR) Lights front: A TRUE value indicates that the front lights are tLtRr< &SIG_IO_STATE(LTRR) Lights rear relay feedback: A TRUE value indicates that the LtRr> &SIG_IO_STATE(LTRR) Lights rear high: A TRUE value indicates that the rear lights aLTS Sw< &SIG_IO_STATE(LTS_SW) Lead Truck Sand Switch: A TRUE value indicates an operato

truck only.LTSand> &SIG_IO_STATE(LTSAND) Lead Truck Sand Magnet Valve: A value of TRUE opens the

truck.LTSSwA< &SIG_IO_STATE(LTSSWA) Lead Truck Sand Switch In No. 1 Cab For Two Cab LocomotLTSSwB< &SIG_IO_STATE(LTSSWB) Lead Truck Sand Switch In No. 2 Cab For Two Cab LocomotLTT> &SIG_IO_STATE(LTT) Load Test Contactors: A value of TRUE causes both LTT1 anLTT1< &SIG_IO_STATE(LTT1) Load Test Contactor #1 Feedback: A TRUE value indicates tLTT2< &SIG_IO_STATE(LTT2) Load Test Contactor #2 Feedback: A TRUE value indicates tLVClsd< &SIG_IO_STATE(LVCLSD) Linking Valve Closed: A TRUE value indicates that the coolin

valve is in the fully closed position. This signal originates fromvalve assembly.

LVOpen< &SIG_IO_STATE(LVOPEN) Linking Valve Open: A TRUE value indicates that the coolingvalve is in the fully open position. This signal originates fromvalve assembly.

LWCPCB< &SIG_IO_STATE(LWCPCB) Layover Water Circulation Pump Circuit Breaker feedback - acircuit breaker for the layover water circulation pump is CLOS

LWL< &SIG_IO_STATE(LWL) "Low Water Level" input from expansion tank float switch.LwPrflg &tcc_low_power_flag[0] low_pwr_flg - &tcc_low_power_flag[0]M_AnaIn &medium_analog_input_map med_an_inmap - &medium_analog_input_mapM_AnaOt &medium_analog_output_map m_ana_out_m - &medium_analog_output_mapM_HiTmI &high_tm_current_medium hi_tm_a - &high_tm_current_mediumMAB CB< &SIG_IO_STATE(MAB_CB) Microprocessor Air Brake Circuit Breaker feedbackMABBsy &DISCRETE_IN(MABBSY) The number received should be one higher than the value se

A time delay must be instituted to allow the MABS to respondMABBsyA &DISCRETE_OUT(MABBSYA) Busy Check: MABS will add one to this signal and then send

should increase this number and then repeat the process. Faindicates a failed communications link.

MABDBOn &DISCRETE_OUT(MABDBON) TL 21T signal over serial link (Dynamic Brake On Indication)MABLMph &ANA_OUT(MABL) Vehicle Speed signal sent to the MABS.MABMaj &ANA_IN_SLOW(MABMAJ) Micro Air Brake Software Major RevisionMABMIDI &DISCRETE_IN(MABMIDI) The MID of the MABS packet received.MABMIDO &DISCRETE_OUT(MABMIDO) The MID of the packet sent to MABS.


f TRUE indicates the Motor Brake

auses the switch-gear to rotate

indicates the Motor Brake switch-

auses the switch-gear to rotate


uced by the main generator as

rator as measured through the #1

rator as measured through the #2

t meter signalt meter signal

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MABMin &ANA_IN_SLOW(MABMIN) Micro Air Brake Software Minor RevisionMABRev &DISCRETE_OUT(MABREV) Reverser handle position of local locomotiveMB Brk< &SIG_IO_STATE(MB_BRK) Motor Brake Switch-gear Brake Position Feedback: A value o

Switch-gear is in the brake position.MB Brk> &SIG_IO_STATE(MB_BRK) Motor Brake Switch-gear, Brake Position: A value of TRUE c

toward the brake position.MB Pwr< &SIG_IO_STATE(MB_PWR) Motor Brake Switch-gear Power Feedback: A value of TRUE

gear is in the power position. MB Pwr> &SIG_IO_STATE(MB_PWR) Motor Brake Switch-gear, Power Position: A value of TRUE c

toward the power position.Mb_St &mb_state mb_state - &mb_stateMDACCB< &SIG_IO_STATE(MDACCB) Motor Driven Air Compressor Circuit Breaker Feedback - a TR

breaker for MDAC motor is CLOSED.Mem_bnk &memory_bank memory_bank - memory_bankMemPres &mem_present mem_present - &mem_presentMG A &mg_a_slow Main generator current feedback calculated.MG CT A &ANA_IN_SLOW(MG_CT_A) AR20/AR11 Generator Current: This is the current being prod

measured through CTs.MG CTA1 &ANA_IN_SLOW(MG_CTA1) TA22 Current: The current being produced by the main gene

(integral?) CT.MG CTA2 &ANA_IN_SLOW(MG_CTA2) TA22 Current: The current being produced by the main gene

(integral?) CT.MG Stat &regulation_status Filtered Regulation Status - set to mimmic the MOD3 RegstaMG Stat &regulation_status Filtered Regulation Status - set to mimmic the MOD3 RegstaMG V &ANA_IN_SLOW(MG_V) Main Generator Voltage MG V &mg_v_slow Main generator voltage feedback calculated.MG_Err &generator_error mg_error - &generator_errorMg_I_F &mg_a_fast mg_a_fast - &mg_a_fastMG_V_F &analog_io.MG_V.fast.value MG_V_F - &analog_io.MG_V.fast.valueMg_V_Rf &main_gen_voltage_ref mg_v_ref - &main_gen_voltage_refMGA Max &main_generator_current_limit Main generator current reference.MGF_A_F &analog_io.MGFLD_A.fast.value MGFLD_A_FST - &analog_io.MGFLD_A.fast.valueMGFA Rf &mg_fld_current_desired Main generator field current reference.MGFA Rf &mg_fld_current_desired Main generator field current reference.MgFdIEr &mg_fld_current_error mgfld_i_err - &mg_fld_current_errorMgFdIMn &mg_fld_current_minimum mgfld_cur_min - &mg_fld_current_minimum


st Loop .

s.

his is used to identify the version

used to identify the version of the

te at. This allows EMDEC to

DEC. (0 = Lowest, 15= Highest).

EC. A value of 0 is sent when

request for sanding.

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MGFdrDe &gen_mg_fld_current_desired gen_mgfld_cur - &gen_mg_fld_current_desiredMGFld A &ANA_IN_SLOW(MGFLD_A) Fast Main Generator Field Current - AC units - utilizing the FaMGFld A &ANA_IN_SLOW(MGFLD_A) DC System : Main Generator Field Current.MgFldLm &mg_fld_current_limit mg_fld_lim - &mg_fld_current_limitMGFV Rf &mg_fld_voltage_desired The main generator field voltage reference.MGGC< &SIG_IO_STATE(MGGC) Main Generator Ground ConnectionMGGC> &SIG_IO_STATE(MGGC) Main Generator Ground Connection, used on DM LocomotiveMGI_Err &current_error mgi_error - &current_errorMGV Lmt &vmgref Main generator voltage limit.MGV Max &main_generator_voltage_limit Main generator voltage controller reference.MGV Raw &ANA_IN_SLOW(REAL_MG_V) The raw main generator voltageMGV Ref &vmgref Main generator voltage reference.MgV_Err &voltage_error mgv_error - &voltage_errorMgV_Fst &mg_v_fast mg_v_fast - &mg_v_fastMID I &DISCRETE_IN(MID_I) The MID of the EMDEC packet received.MID O &DISCRETE_OUT(MID_O) The MID of the packet sent to EMDEC.MIDVerI &DISCRETE_IN(MIDVERI) The MID version of the data packet received from EMDEC. T

of the data packet.MIDVerO &DISCRETE_OUT(MIDVERO) The MID version of the data packet sent to EMDEC. This is

data packet.MmbPres &mmb_present mmb_present - &mmb_presentMMTime &mm_time Time stamp for the snapshot of the motor management data.Mn_CRpm &min_calc_motor_rpm min_calc_rpm - &min_calc_motor_rpmMn_CSpd &min_calculated_loco_spd min_calc_spd - &min_calculated_loco_spdMnEgSp &ANA_IN_SLOW(MNEGSP) The minimum engine speed that EMDEC would like to opera

requests engine speed ups.MnEgSpd &final_min_engine_speed min_eng_spd - &min_engine_speedMnEgSpP &DISCRETE_IN(MNEGSPP) The priority for the maximum engine speed requested by EM

15 indicates a mandatory speed up.MnEgSpR &DISCRETE_IN(MNEGSPR) The reason for the minimum engine speed requested by EMD

there is no minimum engine speed request.MnPrLM &minimum_power_limit MIN_POWER_LM - &minimum_power_limitMnS Sw< &SIG_IO_STATE(MNS_SW) Manual Sand Switch : A value of TRUE indicates an operatorMode D< &SIG_IO_STATE(MODE_D) Diesel Mode Trainline InputMode E< &SIG_IO_STATE(MODE_E) Electric Mode Trainline InputMoveSt &movement_state movement_st - &movement_state


that the main reservoir air ndicates that there is sufficient air

lue indicates that locomotive is set ly. [1st Used - LIRR DE30AC]

UBNtF relay coil to pickup, which t the B End Only.

for the Glycol-using separate

tput can be used to drive a single HO).TE are TRUE, air is admitted to

s.e to open.en this & STE are TRUE, air is arter bendixes.en this & STE are TRUE, air is

brake cylinder air system so that is

brake change magnet valve to

the locomotive's compressor to

the air compressor clutch to be OT 'CC' HOW DO CAN THIS BE

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MR Pres &ANA_IN_SLOW(MR_PRES) Main Reservoir Pressure Feedback (0 to 200 PSI xdcr)MRPS< &SIG_IO_STATE(MRPS) Main Reservoir Pressure Switch. A value of TRUE indicates

pressure is below a predetermined level. A value of FALSE iin the main reservoir supply.

MS TmpF &motor_temperature Calculated motor temperature.MSLimit &mts_power_limit MS limitMSpRPM &max_slipped_pinion_rpm Maximum calculated rpm during slipped pinion detection.MTC MOT &minimum_mtc_motor_num Minimum MTC motor numberMtrsAvl &number_motors_available Number of traction motors available for traction operation.MUBNtF< &SIG_IO_STATE(MUBNTF) MU B Not F - Feedback from the MUBNtF relay - A TRUE va

up for HEP operation with an MU connection at the B-End OnMUBNtF> &SIG_IO_STATE(MUBNTF) MU B (end) Not F (end) Relay: A TRUE values causes the M

sets up the HEP trainline complete circuit for being coupled aMuxChan &select_group mux_channel - &select_groupMV BPV> &SIG_IO_STATE(MV_BPV) Phase 2 Cooling Sys ByPass Valve - On/Off magnetic valve

aftercooling system.MV SH> &SIG_IO_STATE(MV_SH) Cooling Fan Shutters driven by a single DIO channel. The ou

solenoid valve, or two solenoid valves (i.e., MV SHI and MV SMV STC> &SIG_IO_STATE(MV_STC) Magnet Valve STart Control: Phase 2 Air Start. When this & S

the air start motors to both engage bendixes and spin starterMVAlt> &SIG_IO_STATE(MVALT) Alerter Magnet Value: A TRUE value causes the magnet valvMVASAc> &SIG_IO_STATE(MVASAC) Magnet Valve Air Start Actuate: Hybrid Electric/Air Start. Wh

admitted to the air start motors after MVACEn extends the stMVASEn> &SIG_IO_STATE(MVASEN) Magnet Valve Air Start Engage: Hybrid Electric/Air Start. Wh

admitted to extend the starter bendixes.MVBB> &SIG_IO_STATE(MVBB) Blended Brake Magnet Valve: A value of FALSE sets up the

can be controlled using the MVC and MVR outputs.MVBell> &SIG_IO_STATE(MVBELL) Output for driving magnetic. valve for pneumatic loco. bell.MVC> &SIG_IO_STATE(MVC) Charge Magnet Valve: A value of FALSE causes the blended

open and increase the brake cylinder pressure.MVCC> &SIG_IO_STATE(MVCC) Magnet Valve Compressor Control: A value of FALSE causes

pump air.Mvccdly &mvcc_delay_time mvcc_delay - &mvcc_delay_timeMVCCLU> &SIG_IO_STATE(MVCCLU) Magnet Valve Compressor Clutch: A value of TRUE causes

disengaged from the driving device. SHOULD BE MVCLU NCORRECTED W/O MESSING ORDER UP


ted 3rd Reservoir for AirStart

etic valve which causes the horn

agnetic valve controlling the #1 0AC : Dual Horn Output Control]agnetic valve controlling the #2 0AC : Dual Horn Output Control] cause the magnet to drop out and air.d brake release magnet valve to e..e valve to open and the sanders of

auses the valve to open and the tputs to be used with EM2000


e valve to open and the sanders of



et value to open and the blower to

the Reverse Sand Relay (RER) to ed. This is 1 of 3 outputs to be

te at. This allows EMDEC to define if the speed limit is

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MVDrV> &SIG_IO_STATE(MVDRV) Magnet Valve Drain Valve: LCC-controlled MV for the dedicasystems.

MVHorn> &SIG_IO_STATE(MVHORN) Horn Magnetic Valve: A value of TRUE opens the horn magnto sound.

MVHrn1> &SIG_IO_STATE(MVHRN1) Horn #1 Magnetic Valve: A value of TRUE opens the horn mHorn which causes the horn to sound. [1st Used - LIRR DE3

MVHrn2> &SIG_IO_STATE(MVHRN2) Horn #2 Magnetic Valve: A value of TRUE opens the horn mHorn which causes the horn to sound. [1st Used - LIRR DE3

MVOS> &SIG_IO_STATE(MVOS) Locomotive Overspeed Magnet Valve: A value of FALSE willconsequently the air brakes are dumped to apply emergency

MVR> &SIG_IO_STATE(MVR) Release Magnet Valve: A value of FALSE causes the blendeopen, causing the brake cylinder to vent air to the atmospher

MVS 1> &SIG_IO_STATE(MVS_1) Truck #1 Sanding Magnet Valve: A value of TRUE causes thtruck #1 to be activated.

MVS 1F> &SIG_IO_STATE(MVS_1F) Truck #1 Forward Sanding Magnet Valve: A value of TRUE cforward sanders of truck #1 to be activated. This is 1 of 4 ouInternal Directional Sanding.

MVS 1R> &SIG_IO_STATE(MVS_1R) Truck #1 Reverse Sanding Magnet Valve: A value of TRUE creverse sanders of truck #1 to be activated. This is 1 of 4 ouInternal Directional Sanding.

MVS 2> &SIG_IO_STATE(MVS_2) Truck #2 Sanding Magnet Valve: A value of TRUE causes thtruck #2 to be activated.

MVS 2F> &SIG_IO_STATE(MVS_2F) Truck #2 Forward Sanding Magnet Valve: A value of TRUE cforward sanders of truck #2 to be activated. This is 1 of 4 ouInternal Directional Sanding.

MVS 2R> &SIG_IO_STATE(MVS_2R) Truck #2 Reverse Sanding Magnet Valve: A value of TRUE creverse sanders of truck #2 to be activated. This is 1 of 4 ouInternal Directional Sanding.

MVSB> &SIG_IO_STATE(MVSB) Sand Blower Magnet Valve: A TRUE value causes the magnactivate.

MVSDIR> &SIG_IO_STATE(MVSDIR) Truck #1&2 DIRectionr relay output: A value of TRUE causesbe turned on so that sanding in the reverse direction is enablused with EM2000 Relay-Controlled Directional Sanding.

MxC_Rpm &max_calc_motor_rpm max_calc_rpm - &max_calc_motor_rpmMxC_Spd &max_calculated_loco_spd max_calc_spd - &max_calculated_loco_spdMxEgSp &ANA_IN_SLOW(MXEGSP) The maximum engine speed that EMDEC would like to opera

requests engine speed limits. The speed request priority willmandatory.


DEC. (0 = Lowest, 15= Highest).

DEC. A value of 0 is sent when

ates that no voltage drop was rned off. A value of FALSE is









cates that no voltage drop was rned off. A value of FALSE is

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MxEgSpd &final_requested_max_engine_speed

max_eng_spd - &max_engine_speed

MxEgSpP &DISCRETE_IN(MXEGSPP) The priority for the maximum engine speed requested by EM15 indicates a mandatory speed limit.

MxEgSpR &DISCRETE_IN(MXEGSPR) The reason for the maximum engine speed requested by EMthere is no maximum speed request.

MxOf01< &SIG_IO_STATE(MXOF01) Multiplexer Off 1 (DIO 1, Channel 1 ): A value of TRUE indicacross the DIO input although all multiplexer outputs were tunominal. A value of TRUE indicates a failure.









MxOf10< &SIG_IO_STATE(MXOF10) Multiplexer Off 10 (DIO 2, Channel 2 ): A value of TRUE indiacross the DIO input although all multiplexer outputs were tunominal. A value of TRUE indicates a failure.















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MxOf20< &SIG_IO_STATE(MXOF20) Multiplexer Off 20 (DIO 3, Channel 4): A value of TRUE indicacross the DIO input although all multiplexer outputs were tunominal. A value of TRUE indicates a failure.














ates that no voltage drop was wired to provide a closed path.ates that no voltage drop was wired to provide a closed path.ates that no voltage drop was wired to provide a closed path.ates that no voltage drop was wired to provide a closed path.ates that no voltage drop was wired to provide a closed path.

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MxOn01< &SIG_IO_STATE(MXON01) Multiplexer On 1 (DIO 1, Channel 1 ): A value of TRUE indicacross the DIO input. This is expected because the circuit is






ates that no voltage drop was wired to provide a closed path.ates that no voltage drop was wired to provide a closed path.ates that no voltage drop was wired to provide a closed path.ates that no voltage drop was wired to provide a closed path.cates that no voltage drop was wired to provide a closed path.cates that no voltage drop was wired to provide a closed path.cates that no voltage drop was wired to provide a closed path.cates that no voltage drop was wired to provide a closed path.cates that no voltage drop was wired to provide a closed path.cates that no voltage drop was wired to provide a closed path.ates that no voltage drop was

wired to provide a closed path.cates that no voltage drop was wired to provide a closed path.cates that no voltage drop was wired to provide a closed path.cates that no voltage drop was wired to provide a closed path.ates that no voltage drop was wired to provide a closed path.ates that no voltage drop was wired to provide a closed path.ates that no voltage drop was wired to provide a closed path.ates that no voltage drop was wired to provide a closed path.ates that no voltage drop was wired to provide a closed path.

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MxOn10< &SIG_IO_STATE(MXON10) Multiplexer On 10 (DIO 2, Channel 2 ): A value of TRUE indiacross the DIO input. This is expected because the circuit is






MxOn16< &SIG_IO_STATE(MXON16) Multiplexer On 16 (DIO 2 Channel 8 ): A value of TRUE indicacross the DIO input. This is expected because the circuit is




MxOn20< &SIG_IO_STATE(MXON20) Multiplexer On20 (DIO 3, Channel 4): A value of TRUE indicacross the DIO input. This is expected because the circuit is






ates that no voltage drop was wired to provide a closed path.ates that no voltage drop was wired to provide a closed path.ates that no voltage drop was wired to provide a closed path.ates that no voltage drop was wired to provide a closed path.ates that no voltage drop was wired to provide a closed path.ates that no voltage drop was wired to provide a closed path.ates that no voltage drop was wired to provide a closed path.ates that no voltage drop was wired to provide a closed path.ates that the Multiplexer output

ates that the Multiplexer output




ot air compressor test request.

when cab station A is inactive to ation A is to be active and there is

when cab station A is inactive to ab station A is to be active and

when cab station B is inactive to ation B is to be active and there is

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MxSel1< &SIG_IO_STATE(MXSEL1) Multiplexer Output Channel 1 Feedback: A TRUE value indicchannel 1 was on the last time it was requested to be on.





N + dN &n_plus_delta_n N + delta NNCPTST< &SIG_IO_STATE(NCPTST) No air ComPressor TeST: A TRUE value indicates there is n

Used in OIL_SAMPLE_TEST_ EDL.NCSA< &SIG_IO_STATE(NCSA) Relay NCSA is for Not Cab Station A and would be energized

74v to the EPIC CCC. The relay is de-energized when cab stno input to the EPIC CCC at CC4-C and CC4-D

NCSA> &SIG_IO_STATE(NCSA) Relay NCSA is for Not Cab Station A and would be energizedinput 74v to the EPIC CCC. The relay is de-energized when cthere is no input to the EPIC CCC at CC4-C and CC4-D

NCSB< &SIG_IO_STATE(NCSB) Relay NCSB is for Not Cab Station B and would be energized74v to the EPIC CCC. The relay is de-energized when cab stno input to the EPIC CCC at CC4-A and CC4-B


when cab station B is inactive to ab station B is to be active and

t there is no request for CWR.

AR relay is NOT active and the 2T

is NOT active and that 2T is NOT

the locomotive is NOT in

f the independent air brakes have ent air brake pressure has been lication service brake request would be violation. First used on LIRR

hanged is not on.is NOT an emergency fuel cutoff

omotive has been detected as y a NC interlock of the LocoD tive is detension tank. The switch wiring is . in the normal operating mode

tor has requested normal HEP.et valves are turned on. This

one of the traction motors have

hat the relay is in the closed

is moving at a speed greater mergency Sanding).locomotive.

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NCSB> &SIG_IO_STATE(NCSB) Relay NCSB is for Not Cab Station B and would be energizedinput 74v to the EPIC CCC. The relay is de-energized when cthere is no input to the EPIC CCC at CC4-A and CC4-B

NEmgSd< &SIG_IO_STATE(NEMGSD) No Emergency Sanding request: A TRUE value indicates thaemergency sanding from any cab. First used on EW&S JT42

NEW &ANA_IN_SLOW(NEW) Not UsedNo AR< &SIG_IO_STATE(NO_AR) NO Alarm Relay: (feedback) true condition indicates that the

is NOT energizedNo AR> &SIG_IO_STATE(NO_AR) NO Alarm Relay: A TRUE output indicates that the AR relay

energized.No EPS< &SIG_IO_STATE(NO_EPS) No Emergency Brake Pressure: A TRUE value indicates that

emergency brake.No IPS< &SIG_IO_STATE(NO_IPS) No Independent Brake Pressure Switch: Used to determine i

been applied. A value of TRUE indicates little or no independapplied. A value of FALSE indicates there is an air brake app

NO_ASR< &SIG_IO_STATE(NO_ASR) A signal sent by the ATC system to indicate that a automatic made (by the air brake system), based on a speed restrictionDE30 for traction inhibit.

NoBtCg< &SIG_IO_STATE(NOBTCG) No Battery Charge: A TRUE value indicates that the battery cNoEFCO< &SIG_IO_STATE(NOEFCO) No Emergency Fuel Cutoff: A value of TRUE indicates there

request.NoLoco< &SIG_IO_STATE(NOLOCO) No Locomotive Detected - a FALSE value indicates that a loc

being electrically coupled to the local unit. This input is fed b(Locomotive Detect) relay, which is energized when a locomo

NoLWL< &SIG_IO_STATE(NOLWL) No Low Water Level (NoLWL) signal from float switch in expafail open, and the normal (operating) state is closed, or HIGH

Nor HE< &SIG_IO_STATE(NOR_HE) Hormal HEP: A TRUE value indicates that head end power is[using HEP alternator].

NorReq< &SIG_IO_STATE(NORREQ) Normal HEP Request: A TRUE value indicates that the operaNoSand> &SIG_IO_STATE(NOSAND) This output will be turned on when none of the sanding magn

output is used to drive the event recorder.NoTMCO< &SIG_IO_STATE(NOTMCO) No Traction Motors Cutout: A value of TRUE indicates that n

been cutout.NZSpd< &SIG_IO_STATE(NZSPD) Non-Zero Speed Relay Feedback: A TRUE value indicates t

position.NZSpd> &SIG_IO_STATE(NZSPD) Non-Zero Speed: A TRUE value indicates that the locomotive

than some specified value (used to signal Micro Air to stop EOp Mode &op_mode Status variable containing the current operation mode of the


solenoid is activated. This causes

ntactor is in the closed position..ntactor is in the closed position..ntactor is in the closed position..ntactor is in the closed position..ntactor is in the closed position..ntactor is in the closed position..ntactor is in the closed position..ntactor is in the closed position.

SI

OpBkReq &operator_brake_request op_brk_req - &operator_brake_requestOPDpLbP &ANA_IN_SLOW(OPDPLB) Oil pressure drop across the left bank of the engine.OPDpRbP &ANA_IN_SLOW(OPDPRB) Oil pressure drop across the right bank of the engine.OPEgIPS &ANA_IN_SLOW(OPEGI) Oil Pressure into the engine.OPEgIPS &ANA_IN_SLOW(OPEGI) Oil Pressure into the engine.OPFltDp &ANA_IN_SLOW(OPFLTDP) Oil pressure drop across the engine oil filter.OPFltDp &ANA_IN_SLOW(OPFLTDP) Oil pressure drop across the engine oil filter.OPFltIP &ANA_IN_SLOW(OPFLTI) Oil pressure into the engine oil filter.OPFltIP &ANA_IN_SLOW(OPFLTI) Oil pressure into the engine oil filter.Opmd St &op_mode_status Op mode statusOpPrReq &operator_power_request op_pwr_req - &operator_power_requestOpTMCkt &open_motor_ckt open_mtr_ckt - &open_motor_cktOPTuLPS &ANA_IN_SLOW(OPTUL) Oil Pressure into the left bank turbo charger.OPTuRPS &ANA_IN_SLOW(OPTUR) Oil Pressure into the right bank turbo charger.ORS> &SIG_IO_STATE(ORS) Governor Overriding Solenoid: A value of TRUE indicates the

the Load Regulator to move toward minimum field.OTEgIF &ANA_IN_SLOW(OTEGI) Oil Temperature into the engine.output &ANA_OUT(OUTPUT) Spare Output that is never used for bode plots.P_fld &P_field P_fld - &P_fieldP_Pr &P_power P_power - &P_powerP1< &SIG_IO_STATE(P1) P Contactor Feedback #1: A TRUE value indicates the P1 coP1> &SIG_IO_STATE(P1) P1 Contactor: A value of TRUE causes the contactor to closeP2< &SIG_IO_STATE(P2) P Contactor Feedback #2: A TRUE value indicates the P2 coP2> &SIG_IO_STATE(P2) P2 Contactor: A value of TRUE causes the contactor to closeP3< &SIG_IO_STATE(P3) P Contactor Feedback #3: A TRUE value indicates the P3 coP3> &SIG_IO_STATE(P3) P3 Contactor: A value of TRUE causes the contactor to closeP4< &SIG_IO_STATE(P4) P Contactor Feedback #4: A TRUE value indicates the P4 coP4> &SIG_IO_STATE(P4) P4 Contactor: A value of TRUE causes the contactor to closeP5< &SIG_IO_STATE(P5) P Contactor Feedback #5: A TRUE value indicates the P5 coP5> &SIG_IO_STATE(P5) P5 Contactor: A value of TRUE causes the contactor to closeP6< &SIG_IO_STATE(P6) P Contactor Feedback #6: A TRUE value indicates the P6 coP6> &SIG_IO_STATE(P6) P6 Contactor: A value of TRUE causes the contactor to closeP7< &SIG_IO_STATE(P7) P Contactor Feedback #7: A TRUE value indicates the P7 coP7> &SIG_IO_STATE(P7) P7 Contactor: A value of TRUE causes the contactor to closeP8< &SIG_IO_STATE(P8) P Contactor Feedback #8: A TRUE value indicates the P8 co


.rking brake is fully applied.

EW&S JT42CWR.hat the feedback from the Parking ased position. First used on

switch.

parking brake is fully released.plication of the park brake, the ICE for display. FUO- GT46CWL

ller- This output is set to TRUE to

n emergency brake or a penalty

arking brake is on.

is to close thus initiating engine

ctor that connects the Phase E30AC]

ctor that connects the Phase n the #1 power source is not

wer reduction request and this is

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P8> &SIG_IO_STATE(P8) P8 Contactor: A value of TRUE causes the contactor to closePBApld< &SIG_IO_STATE(PBAPLD) Parking Brake Applied: a value of TRUE indicates that the paPBAPLT> &SIG_IO_STATE(PBAPLT) Parking Brake "Apply" Light (SD80/90MAC)PBDC A &ANA_IN_SLOW(PBDC_A) Parking Brake Motor Current (DC locomotives). First used onPBkRel< &SIG_IO_STATE(PBKREL) Parking Brake Released feedback: A TRUE value indicates t

Brake system indicates that the parking brake is in its full releEW&S JT42CWR.

PBMTR A &ANA_IN_SLOW(PBMTR_A) PBMTR A - Parking Brake Motor Current (SD80/90MAC)PBOvrd< &SIG_IO_STATE(PBOVRD) Parking Brake Applied Traction Inhibit OverridePBPrSw< &SIG_IO_STATE(PBPRSW) Parking Brake Pressure Switch - Feedback from the pressurePBRLLT> &SIG_IO_STATE(PBRLLT) Parking Brake "Release" Light (SD80/90MAC)PBRlsd< &SIG_IO_STATE(PBRLSD) Parking Brake Released: A value of TRUE indicates that the PBS< &SIG_IO_STATE(PBS) Park Brake Warning. A TRUE value indicates that on the ap

pressure switch contacts change over and a signal is sent to Pc_St &power_contactors_state pc_state - &power_contactors_statePc_Stu &power_contactors_status pc_status - &power_contactors_statusPCR_PU> &SIG_IO_STATE(PCR_PU) Pneumatic Control Relay Pick Up: Electronic Throttle Contro

pick up the PCR when the ETC is IDLE.PCS< &SIG_IO_STATE(PCS) Pneumatic Control Switch: A value of TRUE indicates that a

brake application has NOT been activated.PkB< &SIG_IO_STATE(PKB) Locomotive Parking Brake: A TRUE value indicates that the pPlc &percent_life_consumed plc - &percent_life_consumedPLPR> &SIG_IO_STATE(PLPR) Engine Prelube Relay: A TRUE value indicates that the relay

prelube.Plug &locomotive_is_plugging plugging - &locomotive_is_pluggingPMHtS1< &SIG_IO_STATE(PMHTS1) Phase Module Heater Source #1 - FeedbackPMHtS1> &SIG_IO_STATE(PMHTS1) Phase Module Heater Source #1 - This output drives a conta

Module Heaters to their #1 power source. [1st Used - LIRR DPMHtS2< &SIG_IO_STATE(PMHTS2) Phase Module Heater Source #2 - FeedbackPMHtS2> &SIG_IO_STATE(PMHTS2) Phase Module Heater Source #2 - This output drives a conta

Module Heaters to their #2 power source. typically used wheavailable. [1st Used - LIRR DE30AC]

Pnlt_Rq &DISCRETE_OUT(PNLT_RQ) Request for penalty air brake applicationPPr_Lm &protection_power_limit power_limit - &protection_power_limitPr Loc< &SIG_IO_STATE(PR_LOC) Power Reduction Local: True value indicates that there is po

a lead unit.


[0])

e Prime position.

its minimum protection limit at RUN, and the engine speed is

the locomotive auxiliary system.

stem. Ref EDPS 400 5.5.10.he relay is in the closed position.t to switch from dynamic brake

elay.Mode for Dual Mode locomotives.r Source Mode Request for Dual

itless, NEVER displayed in radiansitless, NEVER displayed in radiansitless, NEVER displayed in

SI

Pr_Comp &power_complete power_complt - &power_completePR_Lead &format_actual_lead_unit_percent

_loadThe actual lead unit percent load.

PR_Req &format_display_desired_percent_load

The desired percent load input from the user.

Pr_Rf &traction_power_reference pwr_ref - &power_referencePr_RfSt &traction_power_reference_status pwr_ref_st - &power_reference_statusPR_TL &format_actual_trainline_percent_l

oadThe actual trainline percent load.

Pr8dat &RUN_TOT_DATA(rt_data.lifetime_throt_record[0])

pwr8_data - &RUN_TOT_DATA(rt_data.lifetime_throt_record

PrevStp &previous_test_step prev_step - &previous_test_stepPrime< &SIG_IO_STATE(PRIME) A value of TRUE indicates that the Start/Prime switch is in thPrimeA< &SIG_IO_STATE(PRIMEA) Fuel Prime Switch Input - Cab 1 [TRUE requests prime]PrimeB< &SIG_IO_STATE(PRIMEB) Fuel Prime Switch Input - Cab 2 [TRUE requests prime]Primed< &SIG_IO_STATE(PRIMED) When this signal is TRUE, the fuel pressure has been above

least once within the last minute, the fuel injection switch is inbelow the minimum injection speed.

ProMsg &STR_DEVICE(PROMSG) These bytes present the displayed message for the health ofRef EDPS 400 5.5.3.

ProStat &DISCRETE_OUT(PROSTAT) This byte indicates the health of the locomotive protection syPRR< &SIG_IO_STATE(PRR) Power Reduction Relay Feedback: A TRUE value indicates tPRR> &SIG_IO_STATE(PRR) Power Reduction Relay: A TRUE value causes the 24T inpu

rheostat to the power reduction device..Prr_Stu &prr_status prr_status- Status of the PRR contactor - Power Reduction RPSMode &power_source_mode power_source_mode - Used to determine the Power Source PSMoRq &power_source_mode_request power_source_mode_request - Used to determine the Powe

Mode locomotives.PTCAPSI &ANA_IN_SLOW(PTCA) Blended brake call pressure "A".PTCBPSI &ANA_IN_SLOW(PTCB) Brake cylinder pressure.PtoSdRq &ANA_IN_SLOW(PTOSDRQ) EMDEC Requested Engine Speed.pwidth1 &ANA_IN_SLOW(PWIDTH[0]) EMDEC injector pulse width from ECM #1, in degrees but unpwidth2 &ANA_IN_SLOW(PWIDTH[1]) EMDEC injector pulse width from ECM #2, in degrees but unpwidth3 &ANA_IN_SLOW(PWIDTH) EMDEC injector pulse width from ECM #3, in degrees but un

radiansPWR Lt> &SIG_IO_STATE(PWR_LT) Electronic Throttle Controller Power Mode Light output.


ter_day)

nter_hour)

ter_minute)

unter_month)

ter_second)

nter_year)

e. Can be used on units without

- NOT turned toward the rail.ir-blow valve which causes

SI

R Motor &motor_resistance Motor resistance (.000-.999)R_ANA_O &analog_output_buffer raw_anal_out - &analog_output_bufferR_catim &CA_period_buffer raw_ca_time - &CA_period_bufferR_day &(((ICM_7170_TYPE

*)(ICM_7170_BASE))->counter_day)

raw_day - &(((ICM_7170_TYPE *)(ICM_7170_BASE))->coun

R_hr &(((ICM_7170_TYPE *)(ICM_7170_BASE))->counter_hour)

raw_hour - &(((ICM_7170_TYPE *)(ICM_7170_BASE))->cou

R_Ic_Ot &ice_output_buffer raw_ice_out - ice_output_bufferR_Mn &(((ICM_7170_TYPE

*)(ICM_7170_BASE))->counter_minute)

raw_min - &(((ICM_7170_TYPE *)(ICM_7170_BASE))->coun

R_mon &(((ICM_7170_TYPE *)(ICM_7170_BASE))->counter_month)

raw_month - &(((ICM_7170_TYPE *)(ICM_7170_BASE))->co

R_ScrOt &put_SCR_delay_time_buffer raw_scr_out - &put_SCR_delay_time_bufferR_sec &(((ICM_7170_TYPE

*)(ICM_7170_BASE))->counter_second)

raw_sec - &(((ICM_7170_TYPE *)(ICM_7170_BASE))->coun

R_T_Ot &tcc_output_buffer raw_tcc_out - tcc_output_bufferR_T1_In &tcc_input_buffer[0] raw_tcc1_in - tcc_input_buffer[0]R_TimIn &timer_input_buffer raw_time_in - &timer_input_bufferR_yr &(((ICM_7170_TYPE

*)(ICM_7170_BASE))->counter_year)

raw_year - &(((ICM_7170_TYPE *)(ICM_7170_BASE))->cou

RADAR &ANA_IN_SLOW(RADAR) 160 teeth/rev, Locomotive Axle Speed. Uses the normal modslow speed control.

RadarMp &ANA_IN_SLOW(RADAR) Locomotive speed based of radar unit. Traditional mounting RadBlw> &SIG_IO_STATE(RADBLW) Radar Air Blower Valve: A TRUE value energizes the radar a

compressed air to blow across the radar's face plate.RadTest &ANA_OUT(RADTEST) Activates the radar unit's self test function.Range 1 &episode_temp_range_minute[0] Time bases episode temperature range.Range 2 &episode_temp_range_minute[1] Time bases episode temperature range.Range 3 &episode_temp_range_minute[2] Time bases episode temperature range.Range 4 &episode_temp_range_minute[3] Time bases episode temperature range.Range 5 &episode_temp_range_minute[4] Time bases episode temperature range.


ction.er Function.

tion.he Recorder function.ecorder Function.ger in the Recorder Function.



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Range 6 &episode_temp_range_minute[5] Time bases episode temperature range.Range 7 &episode_temp_range_minute[6] Time bases episode temperature range.Range 8 &episode_temp_range_minute[7] Time bases episode temperature range.Range 9 &episode_temp_range_minute[8] Time bases episode temperature range.Range10 &episode_temp_range_minute[9] Time bases episode temperature range.Range11 &episode_temp_range_minute[10] Time bases episode temperature range.Range12 &episode_temp_range_minute[11] Time bases episode temperature range.Range13 &episode_temp_range_minute[12] Time bases episode temperature range.Range14 &episode_temp_range_minute[13] Time bases episode temperature range.Range15 &episode_temp_range_minute[14] Time bases episode temperature range.Range16 &episode_temp_range_minute[15] Time bases episode temperature range.RATPrRf &rated_traction_power_desired RAT_POWER_RF - &rated_traction_power_desiredRatVLm &rated_voltage_limit rated_v_lim - &rated_voltage_limitRc_Buf &mmb_buf_ptr Address of the recording buffer for the Recorder Function.Rc_Cnt &entry_count Number of entries in the recorder's recording buffer.Rc_Max &max_entries Number of entries in the recording buffer of the Recorder FunRc_Prd &cycle_count Number of calls to skip between snapshots within the RecordRc_Siz &number_of_elements Number of signals to record within the Recorder Function.Rc_TCnd &trigger_condition Trigger Conditions for firing the trigger for the Recorder FuncRc_TPtr &trigger_ptr Pointer to the control system variable used for the trigger in tRc_TTyp &trigger_type Indicates the type of variable used by the trigger within the RRc_TVal &trigger_value The value of the control system variable which will fire the trigRcal R &radar_recalibration_ratio[0] Re-calibration ratio for the radar.Rcal R1 &radar_recalibration_ratio[0] Re-calibration ration for the radar.Rcal R2 &radar_recalibration_ratio[1] Re-calibration ratio for the radar.Rcal R3 &radar_recalibration_ratio[2] Re-calibration ratio for the radar.Rcal R4 &radar_recalibration_ratio[3] Re-calibration ratio for the radar.Rcal R5 &radar_recalibration_ratio[4] Re-calibration ration for the radar.Rcal R6 &radar_recalibration_ratio[5] Re-calibration ratio for the radar.RcalMPH &recal_radar_speed Recalibrated radar speed.RcalRPM &recal_radar_rpm_motor[0] The recalibrated motor RPM based on the radar.RCF1CB< &SIG_IO_STATE(RCF1CB) Radiator Cooling Fan #1 Circuit Breaker Feedback - a TRUE

breaker for the #1 radiator cooling fan is CLOSED.RCF2CB< &SIG_IO_STATE(RCF2CB) Radiator Cooling Fan #2 Circuit Breaker Feedback - a TRUE

breaker for the #2 radiator cooling fan is CLOSED.


drTst relay. It indicates that the e this feedback. the RdrTst relay coil. This will in sceiver to initiate the radar test

C relay

hat the consist operator has the

hat the consist operator has the

magnet valve to dispense

e output from TRUE to FALSE to

rake system is requesting that

nt. Part of 'output only' LCC

SI

Rdr MPH &filtered_radar_speed Radar speed.Rdr1rpm &creep_control_rpm[0] Radar speed.Rdr2rpm &creep_control_rpm[1] Radar speed.RdrStFg &ANA_STATE_FLAG(RADAR) Radar State Flag signal.RdrTst< &SIG_IO_STATE(RDRTST) Radar Test: A value of TRUE depicts the feedback from the R

relay has been energized & the interlock has closed to providRdrTst> &SIG_IO_STATE(RDRTST) Radar Test: A value of TRUE completes the feed to energize

turn provide a 15V signal (via NO interlocks) to the radar trancircuit.

Rec_Ind &record_ind rec_ind - &record_indRec_ptr &buf_ptr[0] rec_ptr - &buf_ptr[0]Rec_Rat &radar_recalibration_ratio[0] recal_ratio - &radar_recalibration_ratio[0]Rec_tot &total_buf[0] rec_total - &total_buf[0]Recalrt &PROT_DATA(radar_recalibration

_ratio)recal_rat - &PROT_DATA(radar_recalibration_ratio)

RecCnt &entry_count rec_count - &entry_countRecEnty &record_entry rec_entry - &record_entryRecTrSp &ANA_OUT(RECALIBRATED_TR

AIN_SPEED)Recalibrated Train Speed to ICE

Regstat &display_regulation_status Regulation ModeRegstat &display_regulation_status Regulation ModeRExTLC< &SIG_IO_STATE(REXTLC) Right External Trainline Complete - feedback from the RExTLRExTLC> &SIG_IO_STATE(REXTLC) Right External Trainline CompleteRHSw F< &SIG_IO_STATE(RHSW_F) Reverser Handle Forward Position: A TRUE value indicates t

reverser handle in the forward position.RHSw R< &SIG_IO_STATE(RHSW_R) Reverser Handle Reverse Position: A TRUE value indicates t

reverser handle in the reverse position.RL Noz> &SIG_IO_STATE(RL_NOZ) Rail Lube Nozzle magnet valve : A TRUE value activates the

lubricant on to the rails.RL Pmp> &SIG_IO_STATE(RL_PMP) Rail Lube Pump magnet valve 2: Normally, TRUE, cycling th

TRUE constitutes one stroke of the rail lube pump.RLIS< &SIG_IO_STATE(RLIS) Rail Lube Inhibit Signal: A TRUE value indicates that the air b

flange lubrication system be disabled.RLIS> &SIG_IO_STATE(RLIS) Rail Lube Inhibit Signal output to vendor flange lube equipme

Controlled Rail Lube EDLs.RLNoz1> &SIG_IO_STATE(RLNOZ1) Rail Lube Nozzle #1, Used in forward direction


This causes the trainline to be set

uction Contactor.In relay has picked up.

un position.comotives. First Used On JT42C

comotives. First Used On JT42C

_traveled

_traveled

_power

_power

reverser switch-gear is in the

uses the switch-gear to rotate

reverser is in the Reverse position. uses the switch-gear to rotate

value indicates that both the the on position.

SI

RLNoz2> &SIG_IO_STATE(RLNOZ2) Rail Lube Nozzle #2, Used in reverse directionRqEgSpd &requested_max_engine_speed max_eng_spd - &requested_max_engine_speedRR ID &PROT_DATA(railroad_id) This is the railroad id signal.RScrRat &raw_scr_delay_ratio raw_scr_rat - &raw_scr_delay_ratioRt_init &RUN_TOT_DATA(rt_initialized) rt_init - &RUN_TOT_DATA(rt_initialized)RTL< &SIG_IO_STATE(RTL) A TRUE value indicates the relay is in the closed position.RTL> &SIG_IO_STATE(RTL) RTL Relay: A TRUE value causes the relay to be energized.

up for SpeedMaster control.Rtl_Stu &rtl_status rtl_status- Status of the RTL contactor - Trainline Power RedRtTLIn< &SIG_IO_STATE(RTTLIN) Right Trainline cut IN - a TRUE value indicates that the RTTLRtTLIn> &SIG_IO_STATE(RTTLIN) Right (HEP) Trainline Cut InRun< &SIG_IO_STATE(RUN) A TRUE value indicates that the Run/Isolate switch is in the RRunA< &SIG_IO_STATE(RUNA) Run Position Of Isolation Switch In No. 1 Cab Of Two Cab Lo

Basic.RunB< &SIG_IO_STATE(RUNB) Run Position Of Isolation Switch In No. 2 Cab Of Two Cab Lo

Basic.RunDis1 &run_tot_data.rt_data.yearly_recor

d[0].distance_traveledrun_y_dst1 - &run_tot_data.rt_data.yearly_record[0].distance

RunDis5 &run_tot_data.rt_data.yearly_record[4].distance_traveled

run_y_dst5 - &run_tot_data.rt_data.yearly_record[4].distance

RunSDat &run_tot_data.service_date run_serv_d - &run_tot_data.service_dateRunTPr1 &run_tot_data.rt_data.yearly_recor

d[0].traction_powerrun_y_pwr1 - &run_tot_data.rt_data.yearly_record[0].traction

RunTPr5 &run_tot_data.rt_data.yearly_record[4].traction_power

run_y_pwr5 - &run_tot_data.rt_data.yearly_record[4].traction

RunYIx &run_tot_data.rt_data.first_year_index

run_f_y_ix - &run_tot_data.rt_data.first_year_index

RV F< &SIG_IO_STATE(RV_F) Reverser Forward Feedback: A value of TRUE indicates the Forward position.

RV F> &SIG_IO_STATE(RV_F) Reverser Switch-gear, Forward Position: A value of TRUE catoward the forward position.

RV R< &SIG_IO_STATE(RV_R) Reverser Reverse Feedback: A value of TRUE indicates the RV R> &SIG_IO_STATE(RV_R) Reverser Switch-gear, Reverse Position: A value of TRUE ca

toward the reverse position.RvMBCB< &SIG_IO_STATE(RVMBCB) Reverser and Motor/Brake Control Circuit Breakers: A TRUE

reverser and the brake transfer control circuit breakers are inS_5_VLm &sw_5_v_lim sw_5_v_lim - &sw_5_v_lim


ing_state from the monitor.

ill run normally, FALSE means

tive speed.

SI

S_ASndD &sw_auto_sand_disable sw_autosnd_ds - &sw_auto_sand_disableS_AvDes &sw_avg_des sw_avg_des - &sw_avg_desS_Bo_In &sw_bode_in_cal sw_bode_cali - &sw_bode_in_calS_Bo_Ot &sw_bode_out sw_bode_out - &sw_bode_outS_BoEgO &sw_bode_eng_overload sw_eng_ov_bode - &sw_bode_eng_overloadS_BoPr3 &sw_bode_power3 sw_bode_power3 - &sw_bode_power3S_BwCon &sw_blower_control sw_blow_cont - &sw_blower_controlS_BwPth &sw_blower_path sw_blow_path - &sw_blower_pathS_ComFl &sw_dis_comm_fault sw_dis_com_flt - &sw_dis_comm_faultS_Crp &sw_creep sw_crp - &sw_creepS_CrpAt &sw_creep_active sw_crp_act - &sw_creep_activeS_DBe &sw_dbe sw_dbe - &sw_dbeS_EFail &sw_eui_fail sw_eui_fail - &sw_eui_failS_EngSu &sw_eng_su sw_eng_su - &sw_eng_suS_ERSt &sw_dummy_engine_running_stat

eThis is the switch that allows the user to change engine_runn

S_Fai &sw_fai sw_fai - &sw_faiS_FakMr &sw_fake_mr_press sw_fake_mr - &sw_fake_mr_pressS_FccEr &sw_fcc_error sw_fcc_error - &sw_fcc_errorS_FdPol &sw_fld_pole_est sw_fld_pole - &sw_fld_pole_estS_Gcc &sw_gcc sw_gcc - &sw_gccS_Grddr &sw_grid_deration sw_grid_der - &sw_grid_derationS_GrdOD &sw_grid_open_detection_disable

dsw_grid_dis - &sw_grid_open_detection_disabled

S_IcIn &sw_ice_in sw_ice_in - &sw_ice_inS_ICM &s_icm Switch used to bypass ICM processing. TRUE means ICM w

ICM will be bypassed.S_IcOt &sw_ice_out sw_ice_out - &sw_ice_outS_Iv_Fl &sw_inv_fault sw_inv_fault - &sw_inv_faultS_Kil_F &sw_kill_fast_loop sw_kill_fast - &sw_kill_fast_loopS_Kil_M &sw_kill_medium_loop sw_kill_med - &sw_kill_medium_loopS_Kil_S &sw_kill_slow_loop sw_kill_slow - &sw_kill_slow_loopS_LkVal &sw_link_valve_switch sw_link_valve - &sw_link_valve_switchS_LocSp &sw_flt_loco_spd This switch allows the user to set a simulated filtered locomoS_MgFRq &sw_mg_fld_des sw_mgfld_des - &sw_mg_fld_des


at will allow all signals to be

nce. To be used with TracPwr.

tor is in the closed position.se.tor is in the closed position.se.tor is in the closed position.se.t the safety control circuit breaker

SI

S_MgFVD &sw_mgfld_v_des sw_mgfld_vdes - &sw_mgfld_v_desS_MgILm &sw_mg_i_limit sw_mg_i_lim - &sw_mg_i_limitS_MgVLm &sw_mg_v_limit sw_mg_v_lim - &sw_mg_v_limitS_MuxSl &sw_mux_select_enabled sw_mux_selec - &sw_mux_select_enabledS_pai &sw_pai sw_pai - &sw_paiS_pao &sw_pao sw_pao - &sw_paoS_pdo &sw_pdo sw_dig_out - &sw_pdoS_pdsco &sw_pdisco sw_dis_out - &sw_pdiscoS_Radar &sw_radar_output_override sw_radar - &sw_radar_output_overrideS_rails &sw_test_stand sw_rails - &sw_test_standS_Recod &sw_record Control switch for turning on the Recorder Function.S_Rel &release_id sw_rel - &release_idS_Scrdy &sw_SCR_delay sw_scr_delay - &sw_SCR_delayS_SCREn &sw_SCR_enable sw_SCR_enab - &sw_SCR_enableS_ScrK &sw_scr_counter sw_scr_cnt - &sw_scr_counterS_SCRRa &sw_SCR_ratio sw_SCR_ratio - &sw_SCR_ratioS_Stg &sw_stage[0] sw_stage - &sw_stage[0]S_SuDis &sw_eng_su_disable sw_su_dis - &sw_eng_su_disableS_Sym &sw_sym This switch, when set true and in the Control Access Mode th

displayed on the programmable meter.S_Tb_Bo &sw_turbo_bode sw_turbo_bode - &sw_turbo_bodeS_TPwr &sw_traction_power_ref Software switch for releasing control of traction_power_refereS_Tq_bo &sw_torque_bode sw_torque_bode - &sw_torque_bodeS_Tq_Rf &sw_tcc_torque_ref[0] sw_tor_ref - &sw_tcc_torque_ref[0]S_UnVRf &sw_undervoltage_relief sw_underv_rlf - &sw_undervoltage_reliefS_UpdRt &sw_update_rt sw_update_rt - &sw_update_rtS14< &SIG_IO_STATE(S14) S14 Contactor Feedback: A TRUE value indicates the contacS14> &SIG_IO_STATE(S14) S14 Contactor: A value of TRUE causes the contactor to cloS25< &SIG_IO_STATE(S25) S25 Contactor Feedback: A TRUE value indicates the contacS25> &SIG_IO_STATE(S25) S25 Contactor: A value of TRUE causes the contactor to cloS36< &SIG_IO_STATE(S36) S36 Contactor Feedback: A TRUE value indicates the contacS36> &SIG_IO_STATE(S36) S36 Contactor: A value of TRUE causes the contactor to cloSaftCB< &SIG_IO_STATE(SAFTCB) Safety Control Circuit Breaker: A TRUE value indicates tha

is in the closed position.SAnaIn &slow_analog_input_map sl_an_inmap - &slow_analog_input_map


sand light is to be turned on, ctive.that the relay is in the closed

motive traction power circuit is in a

tandby HEP power circuit is ready standby HEP.ator has requested standby HEP.ce BOTH SSC_REF and TL_24T

ates that the SCFedB relay is

ates that the SCFedF relay is

bridge. This signal is used by the

icates the input from the SCTLSW imum of 70 VDC. A FALSE (0)

indicates that the SCTrmB relay is

indicates that the SCTrmF relay is

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SAnaOt &slow_analog_output_map sl_an_outmap - &slow_analog_output_mapSAND-1 &cc_sand_request[0] Automatic sand request #1.SAND-2 &cc_sand_request[1] Automatic sand request #2.SandLt> &SIG_IO_STATE(SANDLT) LCC Controlled Sand Light: a TRUE value indicates that the

indicating that at least one of the sanding magnet valves is aSbPE< &SIG_IO_STATE(SBPE) Stand By Power Enable Feedback: A TRUE value indicates

position.SbPE> &SIG_IO_STATE(SBPE) Standby Power Enable: A TRUE value indicates that the loco

state that allows standby HEP circuit to be setup.SBY Frq &ANA_IN_SLOW(SBY_FRQ) Standby HEP Electrical FrequencySby HE< &SIG_IO_STATE(SBY_HE) Standby Head End Power: A TRUE value indicate that the s

and the control system may now begin its process of initiatingSbyReq< &SIG_IO_STATE(SBYREQ) Standby HEP Request: A TRUE value indicates that the operSC Ref &internal_TL_24T Internally calculated Speed Control Reference. Used to repla

on units that have SC_VAM_APPLIED = NO.SCFedB< &SIG_IO_STATE(SCFEDB) Summary Circuit Feed B-End feedback - a TRUE value indic

picked up.SCFedB> &SIG_IO_STATE(SCFEDB) Summary Circuit Feed B-endSCFedF< &SIG_IO_STATE(SCFEDF) Summary Circuit Feed F-End feedback - a TRUE value indic

picked up.SCFedF> &SIG_IO_STATE(SCFEDF) Summary Circuit Feed F-endSCR Dl% &scr_delay_ratio SCR delay percentage (0-100%)SCR Dl% &scr_delay_ratio SCR delay percentage (0-100%)SCR Rat &ANA_OUT(SCR_RAT) SCR Delay Ratio: The SCR delay ratio requested of the SCR

RAILS system to simulate the locomotives loading.SCTLSW< &SIG_IO_STATE(SCTLSW) Speed Control Train Line SWitch input: A TRUE (1) value ind

on the control panel is in the US mode which requires a maxvalue means 50 V maximum system.

SCTrmB< &SIG_IO_STATE(SCTRMB) Summary Circuit Terminate B-End feedback - a TRUE value picked up.

SCTrmB> &SIG_IO_STATE(SCTRMB) Summary Circuit Terminate B-endSCTrmF< &SIG_IO_STATE(SCTRMF) Summary Circuit Terminate F-End feedback - a TRUE value

picked up.SCTrmF> &SIG_IO_STATE(SCTRMF) Summary Circuit Terminate F-endSensV1 &ANA_IN_SLOW(SENSV[0]) Sensor voltage as detected by EMDEC ECM #1.SensV2 &ANA_IN_SLOW(SENSV[1]) Sensor voltage as detected by EMDEC ECM #2.SensV3 &ANA_IN_SLOW(SENSV) Sensor voltage as detected by EMDEC ECM #3.


ates the contactor is in the closed

RUE indicates that the SGCA

ace the two main generator halves halves in parallel.

00 input signal that is passed A TRUE value (input high)

ates the operator's request to put

locomotive movement direction s. This information is then passed

2000 signal. Note: 120 km/h =

land GT42CU-AC locomotives

request to move the locomotive

oltage_limit

.state_flag

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SfTstRq &self_test_request self_tst_req - &self_test_requestSGC< &SIG_IO_STATE(SGC) Series Generator Contactor Feedback: A value of TRUE indic

position.SGCA< &SIG_IO_STATE(SGCA) Series Generator Auxiliary Contactor Feedback: A value of T

contactor is in the closed positionSGCA> &SIG_IO_STATE(SGCA) Series Generator Contactor Auxiliary: A value of TRUE will pl

in series. A value of FALSE will place the two main generatorSibas1F &tcc_sibas_temperature[0] Sibas 1 temperature.Sibas2F &tcc_sibas_temperature[1] Sibas 2 temperature.SLCSCO< &SIG_IO_STATE(SLCSCO) (Locomotive) Speed Limiter & Cab Signal Cut-Out: An EM20

through to ICE indicating the status of the LSL & CS system.indicates that this system is/should be cutout.

Sno Op< &SIG_IO_STATE(SNO_OP) Snow Operation or Winterization Switch: A TRUE value indicthe unit into a winterization mode.

Sp_St &drop_traction_data.slipped_pinion_info.state_flag

sp_state - &drop_traction_data.slipped_pinion_info.state_flag

Spare1 &ANA_OUT(SPARE1) Spare Analog Output ChannelSpare2 &ANA_OUT(SPARE2) Spare Analog Output ChannelSpare3 &ANA_OUT(SPARE3) Spare Analog Output ChannelSpare4 &ANA_OUT(SPARE4) Spare Analog Output ChannelSpareIn &ANA_IN_SLOW(SPAREIN) AC RAILs Speed Input: This input is required to indicate the

and high resolution speed to RAILs for testing AC locomotiveon to the TCC model. Required on all AC locomotive.

SpdCnRq &speed_control_request spd_cntl_req - &speed_control_requestSpdCnSt &speed_control_request_status spd_cntl_st - &speed_control_request_statusSpdMetr &ANA_OUT(SPDMETR) Speedometer (120 km/h) driven by ADA module based on EM

9.00VDC = 1842 bitsSPMR< &SIG_IO_STATE(SPMR) Station Protection Magnetic Receiver. First used on Queens

(969160 order). EM2000 to ICE communications.SpotSw< &SIG_IO_STATE(SPOTSW) Spotter Switch: A value of the TRUE indicates the operator's

using the spotter mode.SpPiVLm &voltage_limit_data.slipped_pinion

_voltage_info.voltage_limitspvl_limit - &voltage_limit_data.slipped_pinion_voltage_info.v

SpPiVSt &voltage_limit_data.slipped_pinion_voltage_info.state_flag

spvl_state - &voltage_limit_data.slipped_pinion_voltage_info

spr_ain &ANA_IN_SLOW(SPR_AIN) Spare Channelspr_d< &SIG_IO_STATE(SPR_D) Spare Input Channel


r.

icates the operator's request to st from CAB1.icates the operator's request to st from CAB2.icates the operator's request to

operator's request to exit slow



tes an operator's request to begin

operator's request to enter slow

operator's request to enter slow

ates that the relay is in the closed

the TL_24T signal from the brake plifier and switches GFC control

icates the locomot

slow speed control system is

ates the operator's request to

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spr_d> &SIG_IO_STATE(SPR_D) Spare Input Channelspr_fin &ANA_IN_SLOW(SPR_FIN) Spare Frequency Input channelSqWav1> &SIG_IO_STATE(SQWAV1) Full-time square wave; 0.3 sec ON, 0.3 sec OFFSS Rf V &super_series_voltage Super Series voltage reference.SSC Ref &ANA_OUT(SSC_REF) The desired output voltage of the slow speed control amplifieSsc_Stu &ssc_status ssc_status - &ssc_statusSSCDnA< &SIG_IO_STATE(SSCDNA) Slow Speed Control Set Speed Decrease: A TRUE value ind

decrease the slow speed control system's set speed. RequeSSCDnB< &SIG_IO_STATE(SSCDNB) Slow Speed Control Set Speed Decrease: A TRUE value ind

decrease the slow speed control system's set speed. RequeSSCDwn< &SIG_IO_STATE(SSCDWN) Slow Speed Control Set Speed Decrease: A TRUE value ind

decrease the slow speed control system's set speed.SSCOfA< &SIG_IO_STATE(SSCOFA) Slow Speed Control Exit Switch: A TRUE value indicates an

speed operation. Request from CAB1.SSCOfB< &SIG_IO_STATE(SSCOFB) Slow Speed Control Exit Switch: A TRUE value indicates an

speed operation. Request from CAB2.SSCOff< &SIG_IO_STATE(SSCOFF) Slow Speed Control Exit Switch: A TRUE value indicates an

speed operation.SSCOff< &SIG_IO_STATE(SSCOFF) Derived Speed Control Off Signal.SSCOn< &SIG_IO_STATE(SSCON) Slow Speed Control Activation Switch: A TRUE value indica

slow speed operation or precede to the next display screen.SSCOn< &SIG_IO_STATE(SSCON) Derived Speed Control On Signal.SSCOnA< &SIG_IO_STATE(SSCONA) Slow Speed Control Exit Switch: A TRUE value indicates an

speed operation. Request from CAB1.SSCOnB< &SIG_IO_STATE(SSCONB) Slow Speed Control Exit Switch: A TRUE value indicates an

speed operation. Request from CAB2.SSCR< &SIG_IO_STATE(SSCR) Slow Speed Control Relay Feedback: A value of TRUE indic

position.SSCR> &SIG_IO_STATE(SSCR) Slow Speed Control Relay: This relay switches the source of

handle (when SSCR is FALSE) to the Slow Speed Control Amfrom 6T (when SSCR is FALSE) to TL_1T. A TRUE value ind

SSCR_Ph &SCR_phase_selection sw_scr_phase - &SCR_phase_selectionSSCReq< &SIG_IO_STATE(SSCREQ) Slow Speed Request : A TRUE value indicates that a vender

requesting slow speed operation.SscTqLm &ssc_torque_limit ssc_tor_lim - &ssc_torque_limitSSCUp< &SIG_IO_STATE(SSCUP) Slow Speed Control Set Speed Increase: A TRUE value indic

increase the slow speed control system's set speed.


ates the operator's request to t from CAB1.ates the operator's request to t from CAB2.tes a starter overload.e start contactor is in the closed s ring gear.liary contactor to close. This starter circuit if an abutment

e Start position.ere is a request from the operators uest through CAB1). First used on

ed On JT42CWR. (SWG)ed On JT42CWR. (SWG) picked up, providing a contactor

ich then provides a feed, via a onents. First used on platform.se is intact. A value of TRUE hat the fuse has blown.

at the switch is closed.

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SSCUpA< &SIG_IO_STATE(SSCUPA) Slow Speed Control Set Speed Increase: A TRUE value indicincrease the slow speed control system's set speed. Reques

SSCUpB< &SIG_IO_STATE(SSCUPB) Slow Speed Control Set Speed Increase: A TRUE value indicincrease the slow speed control system's set speed. Reques

St Ovl< &SIG_IO_STATE(ST_OVL) Starter Motor Thermal Overload Switch: A TRUE value indicaST< &SIG_IO_STATE(ST) Start Contactor Feedback: A value of TRUE indicates that th

position and the starters pinion has engaged with the engine'STA> &SIG_IO_STATE(ST) Starter Auxiliary Contactor: A value of TRUE causes the auxi

causes the ST contactor to close and completes the engine'scondition is not encountered.

Start< &SIG_IO_STATE(START) A value of TRUE indicates that the Start/Prime switch is in thSTART< &SIG_IO_STATE(START) Air Brake Not Applied Cab A: A TRUE value indicates that th

console in Cab #1 to not apply the automatic air brakes (ReqEW&S JT42CWR (input is normally closed).

start_d &start_dump Index of the first buffer entry to dump.StartA< &SIG_IO_STATE(STARTA) Start Switch In No. 1 Cab Of Two Cab Locomotives. First UsStartB< &SIG_IO_STATE(STARTB) Start Switch In No. 2 Cab Of Two Cab Locomotives. First UsSTE< &SIG_IO_STATE(STE) Start Enable: A TRUE value indicates that the STE relay has

feedback signal to the LCC.STE> &SIG_IO_STATE(STE) Start Enable: A TRUE value energizes the STE relay coil, wh

N.O. STE interlock, to the remainder of the start circuit compStFuse< &SIG_IO_STATE(STFUSE) Start Fuse: This input is used to monitor whether the Start Fu

indicates that the fuse is intact. A value of FALSE indicates tStgDet &stage_detected stagedetect - &stage_detectedstop_d &stop_dump Index of the last buffer entry to dump.StopTL< &SIG_IO_STATE(STOPTL) Engine Stop TrainlineStr_Sys &all_start_systems_online Boolean to describe if all the start systems are online.StrtStu &starter_status starter_status - &starter_statusStrtTL< &SIG_IO_STATE(STRTTL) Engine Start TrainlineSw EPL< &SIG_IO_STATE(SW_EPL) Engine Prelube switch Feedback: A TRUE value indicates thSW ID &PROT_DATA(software_id) This is the software id signal.T1%Adh &creep_control_adhesion[0] This is the percent adhesion that is being seen by truck #1.T1<FLCD &DISCRETE_IN(FAULT_CODE[0]

)TCC 1 fault code

T1<FLCL &DISCRETE_IN(FAULT_CLASS[0])

TCC 1 fault class


ontrolled by TCC1, 11=IPM

progress, 10=Test passed,

ine speed two notches in excess d voltage throttle to TN 6ne speed one notch in excess of nd voltage to Th 7

AC (HEP) Contactor be dropped

l data pack.

f the source of the serial data pack le ASG system (Type C packet).

Packet Type C.r TCC has fired a soft crowbar.verter.e other TCC has fired a hard

r have failed - or communications

ction inverter.

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T1<IPCM &display_ipm_control_mode[0] TCC #1 IPM control mode. (00=IPM uncontrolled, 01=IPM ccontrolled by TCC2)

T1<IPST &ipm_test_state[0] TCC #1 protection state. (00=Test not requested, 01=Teis in11=Test Failed)

T13RL A &ANA_IN_SLOW(TRL_A) Third Rail Current.T13RL V &ANA_IN_SLOW(TRL_V) Third Rail Voltage.T16LIM< &SIG_IO_STATE(TLIM) A True values indicates that the LCC should increase the eng

of the traction and voltage, or if in TH8 reduce the traction anT17LIM< &SIG_IO_STATE(TLIM) A True value indicates that the LCC should increase the engi

the traction and voltage throttle, or if in TH 8 reduce traction aT1ACOpn &SIG_IO_STATE(TACOPN) A TRUE value indicates that the ASG has requested that the

out.T1Addr &DISCRETE_IN(TADDR[0]) The value of this field is the address of the source of the seria

0001 = Sent by TCC #1


other = UndefinedT1AddrA &DISCRETE_OUT(TADDRA) Destination Address:

0001 = TCC #1

0010 = TCC #2T1AddrB &DISCRETE_IN(TADDRB) Address Check BYTE: The value of this field is the address o

in BYTE length. 01Hex is defined as the SIBAS32, for a singT1Addrs &DISCRETE_OUT(TADDRS) ASG Destination Address:

01Hex established for SIBAS32, single ASG communication.T1AdHD> &SIG_IO_STATE(TADHD) Adjacent Soft Crowbar: A TRUE value indicates that the otheT1AdPMT &ANA_OUT(TADPMT) The maximum phase module temperature for the adjacent inT1AdSo> &SIG_IO_STATE(TADSO) Adjacent Hard Crowbar Fired: A TRUE value indicates that th

crowbar.T1AdSPF &SIG_IO_STATE(TADSPF) TRUE value indicates ALL speed probes on adjacent inverte

failure exists between adjacent inverter and LCCT1AMPMF &ANA_OUT(TAMPM) Temperature of the hottest Phase Module on the adjacent tra


tor temperature from the other

erature from the other TCC.D70MAC, GT46MAC, GT46PAC,

than the value sent to the TCC the C to respond.

nd then send it back on a serial t the process. Failure of the TCC

wer set to high speed.urrent state of the TCC Blower -

wer set to low speed.

owing the TCC request.

ode.

ke mode.

ke mode.

ke mode.

a brake mode for TCC #1.



llowing the ASG request.o the TCC the previous loop. A

SI

T1ASnbF &ANA_OUT(TASNB[0]) Adjacent Snubber Resistor Temperature: The snubber resisTCC.

T1ATCCF &ANA_OUT(TATCC[0]) Adjacent TCC Cabinet Temperature: The TCC cabinet tempT1AType &DISCRETE_OUT(TATYPE) 4 bit signal to indicate the type of A-Type locomotive - be it S

etc.T1AvRPM &avg_truck_rpm[0] Average motor speed for Truck #1T1BByt &DISCRETE_IN(TBBYT) Busy Check BYTE: The number received should one higher

previous loop. A time delay must be instituted to allow the TCT1BBytA &DISCRETE_OUT(TBBYTA) Busy Check Byte: The SIBAS32 will add one to this signal a

input. The LCC should increase this number and then repeato respond properly indicates a failed communications link.

T1BHig< &SIG_IO_STATE(TBHIG) A TRUE value indicates that the TCC would like the TCC bloT1BlDta &DISCRETE_OUT(TBLDTA) Value sent to the TCC Simulator to allow simulator to know c

OFF, LOW MED, or HIGH speed modes.T1BLow< &SIG_IO_STATE(TBLOW) A TRUE value indicates that the TCC would like the TCC bloT1BlwA &ANA_IN_SLOW(TBLWA[0]) TCC blower current in one phase.T1Blwr> &SIG_IO_STATE(TBLWR) A bit telling the inverter whether or not the TCC blower is follT1Brk< &SIG_IO_STATE(OP_MODE_BR

K)A TRUE value indicates that the TCC is in the brake mode.

T1Brk> &SIG_IO_STATE(OP_MODE_BRK)

A TRUE value indicates that the LCC is requesting a brake m

T1BrkA1 &SIG_IO_STATE(OP_MODE_BRK)

(#ASG=1) A TRUE value indicates that the TCC1 is in the bra





T1BrkR1 &SIG_IO_STATE(OP_MODE_BRK)

(#ASG=1) A TRUE value indicates that the LCC is requesting(Associated with TRUCK #1)


(#ASG=1) A TRUE value indicates that the LCC is requesting(Associated with TRUCK #2)


(#ASG=1) A TRUE value indicates that the LCC is requesting(Associated with Head End Power)

T1BSt> &SIG_IO_STATE(TBST) A bit sent to the inverter indicating if the clean air blower is foT1Busy &DISCRETE_IN(TBUSY[0]) The number received should one higher than the value sent t

time delay must be instituted to allow the TCC to respond.


end it back on a serial input. The s. Failure of the TCC to respond

vates its wheel slip system.

ccurring. This is detected by the

rowbar test..wbar test.r for the capacitor test.with the #3/HEP inverter is

with the #3/HEP inverter is

with the #1 Truck inverter is

with the #2 Truck inverter is

nor faults that have persisted. The ed.

equest a reduction in the DCL o be utilized during electric to

nt lock associated with the re associated with 3rd Rail (E

alent to a governor 3 speed for

ing a crowbar test. Used for Single

pacitor test.ar test.

SI

T1BusyA &DISCRETE_OUT(TBUSYA) Busy Check: The TCCs will add one to this signal and then sLCC should increase this number and then repeat the procesproperly indicates a failed communications link.

T1BWS> &SIG_IO_STATE(TBWS) A TRUE value indicates that the LCC desires the TCC to actiT1Cap V &ANA_IN_SLOW(TCAP_V) Filter Capacitor Voltage.T1CAV> &SIG_IO_STATE(TCAV) A TRUE value indicates that companion alternator output is o

presence of a companion alternator frequency.T1CBTA< &SIG_IO_STATE(TCBTA) A TRUE value indicates that the TCC is ready to perform a cT1CBTR< &SIG_IO_STATE(TCBTR) A TRUE value indicates that the crowbar test was successfulT1CBTS> &SIG_IO_STATE(TCBTS) A TRUE value indicates that the TCCs should setup for a croT1CFRq> &SIG_IO_STATE(TCFRQ) A TRUE value indicates that the TCCs should fire the crowbaT1Ch1F3 &SIG_IO_STATE(TCHF) A TRUE value indicates that Chopper Module #1 associated

determined to be failed.T1Ch2F3 &SIG_IO_STATE(TCHF) A TRUE value indicates that Chopper Module #2 associated

determined to be failed.T1ChpF1 &SIG_IO_STATE(TCHPF) A TRUE value indicates that the Chopper Module associated

determined to be failed.T1ChpF2 &SIG_IO_STATE(TCHPF) A TRUE value indicates that the Chopper Module associated

determined to be failed.T1ChpLc &SIG_IO_STATE(TCHPLC) A TRUE value indicates that the Chopper has had several mi

condition has not been corrected so the Chopper is now lockT1ChpT1 &ANA_IN_SLOW(TCHPT) Chopper temperature #1.T1ChpT2 &ANA_IN_SLOW(TCHPT) Chopper temperature #2.T1ChpT3 &ANA_IN_SLOW(TCHPT) Chopper temperature #3.T1ChpT4 &ANA_IN_SLOW(TCHPT) Chopper temperature #4.T1ChpVR &SIG_IO_STATE(TCHPVR) Digital signal from LCC to ASG for dual mode locomotive to r

voltage from the chopper while operating in electric mode. Tdiesel transitions

T1ChRst &SIG_IO_STATE(TCHRST) A TRUE value indicates that the LCC would like the permaneChopper Modules to be reset. Where the chopper modules aMode) operation.

T1CLSU< &SIG_IO_STATE(TCLSU) This input when TRUE will request an engine speedup equivinverter cooling.

T1CroTs &SIG_IO_STATE(TCROTS) A TRUE value indicates that ASG should proceed in performASG system.

T1CTA< &SIG_IO_STATE(TCTA) A TRUE value indicates that the TCC is ready to perform a caT1CTC1> &SIG_IO_STATE(TCTC) A TRUE value indicates that TCC #1 should perform a crowb


ar test.l.acitor test.

de of the DC link. direction. direction.

direction. direction.1 is defined as the inverter

2 is defined as the inverter

3 is defined to be the Head End

ual Mode Locomotive Type

has passed. levels of 91.667Hz- 100Hz EMI.

1 2/3 Hz - 100 Hz EMI test be run.

level of 25Hz EMI.5 Hz EMI test be run.brake is applied. a True value

de Operation.ode (E Mode) operation.

SI

T1CTC2> &SIG_IO_STATE(TCTC) A TRUE value indicates that TCC #2 should perform a crowbT1CTR< &SIG_IO_STATE(TCTR) A TRUE value indicates that the capacitor test was successfuT1CTRq> &SIG_IO_STATE(TCTRQ) A TRUE value indicates that the TCCs should setup for a capT1Day &DISCRETE_OUT(TDAY) Current Date: DayT1DCL V &ANA_OUT(TDCL_V[0]) The main alternator DC output voltage.T1DCL> &SIG_IO_STATE(TDCL) A TRUE value indicates that the DC link in the open position.T1DCLP1 &ANA_IN_SLOW(TDCLP) DC Link Power - Truck #1 InverterT1DCLP2 &ANA_IN_SLOW(TDCLP) DC Link Power - Truck #2 InverterT1DCLV &ANA_IN_SLOW(TDCLV[0]) DC link voltage as measured by the TCC from the isolated siT1DirF< &SIG_IO_STATE(DIRECTION_F) A TRUE value indicates that the TCC is setup for the forwardT1DirF> &SIG_IO_STATE(DIRECTION_F) A TRUE value indicates a request for operation in the forwardT1DirR< &SIG_IO_STATE(DIRECTION_R) A TRUE value indicates that the TCC is setup for the reverseT1DirR> &SIG_IO_STATE(DIRECTION_R) A TRUE value indicates a request for operation in the reverseT1Dis1> &SIG_IO_STATE(TDIS) A TRUE value indicates that TCC #1 is Cut-In. Where TCC #

associated with TRUCK #1.T1Dis2> &SIG_IO_STATE(TDIS) A TRUE value indicates that TCC #2 is Cut-In. Where TCC #


Power Inverter.T1DMTyp &SIG_IO_STATE(TDMTYP) A TRUE value indicates that the LCC is characterized for a D

(Diesel Mode / Electric Mode).T1E100A &SIG_IO_STATE(TEA) A TRUE value indicates that the 91.667Hz- 100Hz EMI Test T1E100D &SIG_IO_STATE(TED) A TRUE value indicates that the TCC has detected excessiveT1E100R &SIG_IO_STATE(TER) A TRUE value indicates that the LCC is requesting that the 9T1E25Ak &SIG_IO_STATE(TEAK) A TRUE value indicates that the 25Hz EMI Test has passed.T1E25D< &SIG_IO_STATE(TED) A TRUE value indicates that the TCC has detected excessiveT1E25Rq &SIG_IO_STATE(TERQ) A TRUE value indicates that the LCC is requesting that the 2T1ElBrk &SIG_IO_STATE(TELBRK[0]) Indication to the inverters whether or not the electric parking

indicates applied.T1EMdAk &SIG_IO_STATE(TEMDAK) A TRUE value indicates that the ASG is setup for Electric MoT1EMdRq &SIG_IO_STATE(TEMDRQ) A TRUE value indicates that the LCC is requesting Electric M

SI
T1FClas &DISCRETE_IN(TFCLAS[0]) The class of TCC fault.

80h = A Class Fault

40h = B Class Fault

20h = C Class Fault

10h = D Class Fault

08h = E Class Fault

00h = No Fault ClassT1FCls1 &DISCRETE_IN(TFCLS) (#ASG=1)The class of TCC fault.

80h = A Class Fault

40h = B Class Fault

20h = C Class Fault

10h = D Class Fault

08h = E Class Fault

00h = No Fault ClassT1FCls2 &DISCRETE_IN(TFCLS) (#ASG=1)The class of TCC fault.

80h = A Class Fault

40h = B Class Fault

20h = C Class Fault

10h = D Class Fault

08h = E Class Fault

00h = No Fault Class

SI
T1FCls3 &DISCRETE_IN(TFCLS) (#ASG=1)The class of TCC fault.

80h = A Class Fault

40h = B Class Fault

20h = C Class Fault

10h = D Class Fault

08h = E Class Fault

00h = No Fault ClassT1FClsA &DISCRETE_IN(TFCLSA) The class of TCC fault.

80h = A Class Fault

40h = B Class Fault

20h = C Class Fault

10h = D Class Fault

08h = E Class Fault

00h = No Fault ClassT1FClsC &DISCRETE_IN(TFCLSC) The class of TCC fault.

80h = A Class Fault

40h = B Class Fault

20h = C Class Fault

10h = D Class Fault

08h = E Class Fault

00h = No Fault Class


ociated with the #1 Truck Inverter

ociated with the #2 Truck Inverter

ociated with the HEP Inverter

th the ASG and/or the HEP

th the Chopper Module(s) or the

t has passed.losed.ast DC Breaker) is to be enabled

ociated with 3rd rail, Electric

atisfied to request the closure of operation).to initiate the Fast DC Breaker and

backup 144ft calculations for sec = 4000hex,

r proper reaction to gaps while the

s. Flux is required for proper

the ASG on a per inverter basis. rature simulationthe ASG for TCC #1. First utilized tionthe ASG for TCC #2. First utilized tion gap detection scheme has

SI

T1FCod1 &DISCRETE_IN(TFCOD) (#ASG=1) A code representing the current fault condition ass(TCC1).



T1FCodA &DISCRETE_IN(TFCODA) A code representing the current fault condition associated witransformer.

T1FCodC &DISCRETE_IN(TFCODC) A code representing the current fault condition associated wi3rd rail system.

T1FCode &DISCRETE_IN(TFCODE[0]) A code representing the current fault condition.T1FDCAk &SIG_IO_STATE(TFDCAK) A TRUE value indicates that the Fast DC Circuit Breaker TesT1FDCCB &SIG_IO_STATE(TFDCCB) A TRUE value indicates that the Fast DC Circuit Breaker is cT1FDCEn &SIG_IO_STATE(TFDCEN) FDCCB ENABLE: A TRUE value indicates that the FDCCB (F

(closed). This signal is needed by the TCC Model and is assMode, operation.

T1FDCRq &SIG_IO_STATE(TFDCRQ) A TRUE value indicates that the LCC conditions have been sthe Fast DC Breaker (associated with 3rd rail, Electric Mode,

T1FDCTR &SIG_IO_STATE(TFDCTR) A TRUE value indicates that the LCC is requesting the ASG PreCharge Switch Test.

T1FLocV &ANA_OUT(TFLOCV) Filtered Locomotive Speed sent to the DM30AC for use in theexcessive gap length and FDCCB opening. scale basis 29m/

T1FltIn &ANA_IN_SLOW(TFLTIN) Filter inductor temperature.T1FlxAc &SIG_IO_STATE(TFLXAC) ASG acknowledgement of request for flux. Flux is required fo

locomotive is in the electric mode.T1FLXRq &SIG_IO_STATE(TFLXRQ) LCC request to ASG for maintaining flux in the traction motor

reaction to gaps while the locomotive is in the electric mode.T1Freq &ANA_IN_SLOW(TFREQ) TCC output fundamental frequency - hertz - as calculated by

First utilized on Platform Phase2 for AC traction motor tempeT1Freq1 &ANA_IN_SLOW(TFREQ) TCC output fundamental frequency - hertz - as calculated by

on Platform Phase2 for AC traction motor temperature simulaT1Freq2 &ANA_IN_SLOW(TFREQ) TCC output fundamental frequency - hertz - as calculated by

on Platform Phase2 for AC traction motor temperature simulaT1GapFa &SIG_IO_STATE(TGAPFA) A TRUE value indicates that the ASG has determined that its

experienced a failure.


as been met, and it is presumed tem and the ASG is in GAP

ed a gap in the third rail system. eration in gap mode, just a

nt governor request.

turned on.s that the GTO #1 power supply tor's feedback. Where GTO #1 is

designated as #1 to be turned on.s that the GTO #2 power supply tor's feedback. Where GTO #2 is



designated as #4 to be turned on.hat the GTO power supply tor's feedback.bar.

the ASG and utilized for load

from the inverter side of the HEP

p mode.

p mode.

SI

T1GapMo &SIG_IO_STATE(TGAPMO) A TRUE value indicates that the ASG gap detection criteria hthat the locomotive has encountered a gap in the 3rd Rail sysMODE

T1GapPD &SIG_IO_STATE(TGAPPD) A TRUE value indicates the locomotive has physically detectThis does NOT necessarily mean the ASG has placed the opphysical gap is present.

T1GovRq &DISCRETE_OUT(TGOVRQ) Inverter Governor Request: Nibble representation of the curre

0 = Idle,1= throttle 1, 2 = throttle 2, ...T1GTO< &SIG_IO_STATE(TGTO) A TRUE value indicates the TCC would like the power supplyT1GTO1A &SIG_IO_STATE(TGTOA) GTO #1 Power Supply Acknowledge: A TRUE value indicate

contactor is in the closed position as indicated by the contracassociated with the #1 Truck inverter.

T1GTO1R &SIG_IO_STATE(TGTOR) A TRUE value indicates the ASG would like the power supplyT1GTO2A &SIG_IO_STATE(TGTOA) GTO #2 Power Supply Acknowledge: A TRUE value indicate

contactor is in the closed position as indicated by the contracassociated with the #2 Truck inverter.


contactor is in the closed position as indicated by the contracassociated with the #3 (HEP) inverter.


contactor is in the closed position as indicated by the contracassociated with the 3rd Rail Chopper Modules.

T1GTO4R &SIG_IO_STATE(TGTOR) A TRUE value indicates the ASG would like the power supplyT1GTOA> &SIG_IO_STATE(TGTOA) GTO Power Supply Acknowledge: A TRUE value indicates t

contactor is in the closed position as indicated by the contracT1Hard< &SIG_IO_STATE(THARD) A TRUE value indicates that the inverter has fired a hard crowT1HDCLP &ANA_IN_SLOW(THDCLP) DC Link Power - HEP Configured Inverter - as determined by

control during electric operation of the DM30ACT1HEPA &ANA_IN_SLOW(THEPA) HEP / APS Inverter Output Current as measured by the TCC

Transformer.T1HEPA1 &SIG_IO_STATE(OP_MODE_HE

P)(#ASG=1) A TRUE value indicates that the TCC1 is in the he

T1HEPA2 &SIG_IO_STATE(OP_MODE_HEP)

(#ASG=1) A TRUE value indicates that the TCC2 is in the he


p mode.

at least 1, if Split Bus AC Contactor pilot relay outputs

ctors and are the cUE value indicates that the ASG

rmer. The HEP inverter is tilize this value. TCC from the inverter side of the

e inverter side of the HEP

a hep (head end power) mode for K #1)

a hep (head end power) mode for

a hep (head end power) mode for

measured by the TCC from the

tes that the TCC high speed contractor's feedback.

T signal. This is only an ability to pick up the Heater

ty associated with the 25Hz EMI

ike the cooling air to be restored to

ide vane ( AKA shutter ).e without delay. The LCC will no e actions necessary to avoid

SI

T1HEPA3 &SIG_IO_STATE(OP_MODE_HEP)

(#ASG=1) A TRUE value indicates that the TCC3 is in the he

T1HEPCl &SIG_IO_STATE(THEPCL) A TRUE value indicates that any or all of the AC Contactors (Configuration) are requested to be picked up, based upon thefrom the LCC. Where the HEP Contactors are the AC Conta

T1HEPCT &SIG_IO_STATE(THEPCT) HEP / APS Inverter System Current Transducer Failed - A TRhas detected a failed CT at the secondary of the HEP transfoswitched to a back-up processing operation which does not u

T1HEPFr &ANA_IN_SLOW(THEPFR) HEP Inverter Output - Supply Frequency as measured by theHEP Transformer.

T1HEPPw &ANA_IN_SLOW(THEPPW) HEP Inverter Output Power as measured by the TCC from thTransformer.

T1HEPR1 &SIG_IO_STATE(OP_MODE_HEP)

(#ASG=1) A TRUE value indicates that the LCC is requestingTCC #1. (Where TCC #1 is the inverter associated with TRUC


(#ASG=1) A TRUE value indicates that the LCC is requestingTCC #2. (Associated with TRUCK #2)


(#ASG=1) A TRUE value indicates that the LCC is requestingTCC #3. (Associated with Head End Power)

T1HEPVR &ANA_IN_SLOW(THEPVR) HEP Inverter Output - Supply Voltage (RMS Line to Line) as inverter side of the HEP Transformer.

T1HiAk> &SIG_IO_STATE(THIAK) TCC Blower High Speed Acknowledge: A TRUE value indicablower contactor is in the closed position as indicated by the

T1Hr &DISCRETE_OUT(THR) Current Time: HoursT1HrtL> &SIG_IO_STATE(THRTL) This is the acknowledge of the TCC HEATER LOW REQUES

acknowledge of the request and does not indicate the LCC's contactor.

T1Hz25D &SIG_IO_STATE(THZD) A TRUE value indicates that the LCC is requesting the penalMonitoring function to be disabled. ???lmc

T1IGV< &SIG_IO_STATE(TIGV) A TRUE value indicates that the TCC feels warm and would lnormal.

T1IGV> &SIG_IO_STATE(TIGV) A TRUE value indicates that the LCC has opened the inlet guT1ImmO> &SIG_IO_STATE(TIMMO) A TRUE value indicates that the LCC is exiting power or brak

longer control the DC link voltage so the TCCs should take thundesired consequences.

T1IndT1 &ANA_IN_SLOW(TINDT) Chopper inductor temperature #1.T1IndT2 &ANA_IN_SLOW(TINDT) Chopper inductor temperature #2.


e its heater turned on. This is the /increased. This indicates the

FALSE indicates that there is a brakes applied.n the process of testing contactors. hood forward movement positive.ad request.

tion of the current load request for

tion of the current load request for

set its permanent inverter lock. CK #1.set its permanent inverter lock. CK #2.set its permanent inverter lock.

eset its permanent inverter lock.tes that the TCC low speed blower tor's feedback.faults that have persisted. The nd will not create torque.ith the #1 Truck has had several

corrected so the TCC is now

ith the #2 Truck has had several corrected so the TCC is now

ciated with HEP has had several corrected so the TCC is now

SI

T1InvH< &SIG_IO_STATE(TINVH) A TRUE value indicates that the TCC feels cold and would likheater demand that -requires- the engine speed to be limitedcoldest level for the inverter.

T1IPS> &SIG_IO_STATE(TIPS) This output indicates the status of the IPS pressure switch. Alocomotive air brake application and a TRUE indicates no air

T1LCCIO &SIG_IO_STATE(TLCCIO) A TRUE value indicates that locomotive control computer is iT1LcMph &ANA_OUT(TLC) Locomotive Velocity: The velocity of the locomotive with longT1LdRq &DISCRETE_OUT(TLDRQ) Inverter Load Request: Nibble representation of the current lo

0 = Idle,1= throttle 1, 2 = throttle 2, ...T1LdRq1 &DISCRETE_OUT(TLDRQ) (#ASG=1) TCC #1 Inverter Load Request: Nibble representa

TCC #1.

0 = Idle,1= throttle 1, 2 = throttle 2, ...T1LdRq2 &DISCRETE_OUT(TLDRQ) (#ASG=1) TCC #2 Inverter Load Request: Nibble representa

TCC #2.

0 = Idle,1= throttle 1, 2 = throttle 2, ...T1LkRs1 &SIG_IO_STATE(TLKRS) A TRUE value indicates that the LCC would like TCC #1 to re

Where TCC #1 is defined as the inverter associated with TRUT1LkRs2 &SIG_IO_STATE(TLKRS) A TRUE value indicates that the LCC would like TCC #2 to re

Where TCC #2 is defined as the inverter associated with TRUT1LkRs3 &SIG_IO_STATE(TLKRS) A TRUE value indicates that the LCC would like TCC #3 to re

Where TCC #3 is defined as the Head End Power Inverter.T1LkRst &SIG_IO_STATE(TLKRST[0]) A TRUE value indicates that the LCC would like the TCC to rT1LoAk> &SIG_IO_STATE(TLOAK) TCC Blower Low Speed Acknowledge: A TRUE value indica

contactor is in the closed position as indicated by the contracT1Lock< &SIG_IO_STATE(TLOCK) A TRUE value indicates that the TCC has had several minor

condition has not been corrected so the TCC is now locked aT1Lock1 &SIG_IO_STATE(TLOCK) (#ASG=1) A TRUE value indicates that the TCC associated w

minor faults that have persisted. The condition has not beenlocked and will not create torque.

T1Lock2 &SIG_IO_STATE(TLOCK) (#ASG=1) A TRUE value indicates that the TCC associated wminor faults that have persisted. The condition has not beenlocked and will not create torque.

T1Lock3 &SIG_IO_STATE(TLOCK) (#ASG=1) A TRUE value indicates that the primary TCC assominor faults that have persisted. The condition has not beenlocked and will not create torque.


.ode. the ASG for TCC #1. First

e simulation the ASG for TCC #2. First

e simulation the ASG on a per inverter basis. rature simulation

s of the torque reference.low, regardless of the torque

low, regardless of the torque

link voltage given the field

ASG for TCC#1. First utilized on n ASG for TCC#2. First utilized on

n ASG on a per inverter basis. rature simulationhis is sent from EMDEC via serial e of TCC phase module cooling oved. 13-Mar-9

#1 Truck inverter (TCC1).#1 Truck inverter (TCC1).#1 Truck inverter (TCC1).

passed.

SI

T1LT< &SIG_IO_STATE(OP_MODE_LT) A TRUE value indicates that the TCC is in the load test modeT1LT> &SIG_IO_STATE(OP_MODE_LT) A TRUE value indicates that the LCC is requesting a power mT1LtLV1 &ANA_IN_SLOW(TLTLV) TCC output line-to-line voltage - Volts RMS - as calculated by

utilized on Platform Phase2 for AC traction motor temperaturT1LtLV2 &ANA_IN_SLOW(TLTLV) TCC output line-to-line voltage - Volts RMS - as calculated by

utilized on Platform Phase2 for AC traction motor temperaturT1LtoLV &ANA_IN_SLOW(TLTOLV) TCC output line-to-line voltage - Volts RMS - as calculated by

First utilized on Platform Phase2 for AC traction motor tempeT1Maj &ANA_IN_SLOW(TMAJ[0]) TCC Software Major RevisionT1Min &DISCRETE_OUT(TMIN) Current Time: MinutesT1Mon &DISCRETE_OUT(TMON) Current Date: MonthT1MxRPM &ANA_IN_SLOW(MAX_TRUCK_R

PM[0])The maximum motor rpm signal for truck #1

T1N+dN &ANA_OUT(TN+DN[0]) The maximum motor speed that TCC should allow, regardlesT1N+dN1 &ANA_OUT(TN+DN) (#ASG=1) The maximum motor speed that TCC #1 should al

reference.T1N+dN2 &ANA_OUT(TN+DN) (#ASG=1) The maximum motor speed that TCC #2 should al

reference.T1OpCkV &ANA_OUT(TOPCKV[0]) Open Circuit DC Link Voltage: The estimated open circuit DC

current and engine speed.T1PhaA1 &ANA_IN_SLOW(TPHAA) TCC output phase current - Amps RMS - as calculated by the

Platform Phase2 for AC traction motor temperature simulatioT1PhaA2 &ANA_IN_SLOW(TPHAA) TCC output phase current - Amps RMS - as calculated by the

Platform Phase2 for AC traction motor temperature simulatioT1PhasA &ANA_IN_SLOW(TPHASA) TCC output phase current - Amps RMS - as calculated by the

First utilized on Platform Phase2 for AC traction motor tempeT1PMAir &ANA_OUT(TPMAIR) The engine air inlet temperature as measured by EMDEC. T

link and passed onto the ASGs as representative temperaturair. To be changed later when the existing TM air probe is m

T1PMRF &ANA_IN_SLOW(TPMR[0]) Phase module #1 temperature.T1PMSF &ANA_IN_SLOW(TPMS[0]) Phase module #2 temperature.T1PMT1 &ANA_IN_SLOW(TPMT) (#ASG=1) Phase module temperature 1, associated with the T1PMT2 &ANA_IN_SLOW(TPMT) (#ASG=1) Phase module temperature 2, associated with the T1PMT3 &ANA_IN_SLOW(TPMT) (#ASG=1) Phase module temperature 3, associated with the T1PMTF &ANA_IN_SLOW(TPMT[0]) Phase module #3 temperature.T1Pr &tcc_power_fb[0] TCC1PWR - &tcc_power_fb[0]T1PreCA &SIG_IO_STATE(TPRECA) A TRUE value indicates that the Pre-charge Switch Test has


ode.

wer mode.

wer mode.

wer mode.

a power mode for TCC #1.

a power mode for TCC #2.

a power mode for TCC #3. er.)

s ready for the LCC to change to

ld like to be in resistance step zero.

ready for the LCC to change to

been detected at the #1 Truck Left

d like to be in resistance step one.

been detected at the #1 Truck

been detected at the #2 Truck Left

been detected at the #2 Truck

dy for the LCC to change to the

SI

T1PrLm &tcc_power_limit[0] TCC1PWR_LIM - &tcc_power_limit[0]T1PrRef &rated_tcc_power_reference[0] TCC1PWR_REF - &rated_tcc_power_reference[0]T1Pwr< &SIG_IO_STATE(OP_MODE_PW

R)A TRUE value indicates that the TCC is in the power mode.

T1Pwr> &SIG_IO_STATE(OP_MODE_PWR)

A TRUE value indicates that the LCC is requesting a power m

T1PwrA1 &SIG_IO_STATE(OP_MODE_PWR)

(#ASG=1) A TRUE value indicates that the TCC1 is in the po





T1PwrR1 &SIG_IO_STATE(OP_MODE_PWR)

(#ASG=1) A TRUE value indicates that the LCC is requesting(Where TCC #1 is the inverter associated with TRUCK #1)


(#ASG=1) A TRUE value indicates that the LCC is requesting(Where TCC #2 is the inverter associated with TRUCK #2)


(#ASG=1) A TRUE value indicates that the LCC is requesting(Where TCC #3 is the inverter associated with Head End Pow

T1R0Ack &SIG_IO_STATE(RES_STEP_ZER)

Resistance Step Zero Acknowledge: Indicates that the TCC iresistance step zero.

T1R0Req &SIG_IO_STATE(RES_STEP_ZER)

Resistance Step Zero Request: Indicates that the LCC wou

T1R1Ack &SIG_IO_STATE(RES_STEP_ONE)

Resistance Step One Acknowledge: Indicates that the TCC isresistance step one.

T1R1Lft &SIG_IO_STATE(TRLFT) A TRUE value indicates that the presence of the 3rd rail has Side.

T1R1Req &SIG_IO_STATE(RES_STEP_ONE)

Resistance Step One Request: Indicates that the LCC woul

T1R1Rgt &SIG_IO_STATE(TRRGT) A TRUE value indicates that the presence of the 3rd rail has Right Side.

T1R2Lft &SIG_IO_STATE(TRLFT) A TRUE value indicates that the presence of the 3rd rail has Side.

T1R2Rgt &SIG_IO_STATE(TRRGT) A TRUE value indicates that the presence of the 3rd rail has Right Side.

T1RAck &DISCRETE_IN(TRACK) Resistance Step Acknowledge: Indicates that the TCC is reaindicated resistance step.


indicates to TCC #1 that the LCC

indicates to TCC #2 that the LCC

is not correct.eration and the maximum of all six

for the LCC to change to rollback

C2 is ready for the LCC to

has acknowledged the "non-

ld like to be in resistance step t to see it.e rollback mode.TCC #1 that the LCC is in the

TCC #1 that the LCC is in the

LCC would like to transfer to

r rpm corrected to reflect the wheels on the motor generating



orrected to reflect the speed of n the motor generating the

tor rpm.tor rpm.tor rpm.

SI

T1RBkR1 &SIG_IO_STATE(TRBKR) (#ASG=1) TCC #1Rollback Mode Request: A value of TRUEwould like to transfer to rollback mode.

T1RBkR2 &SIG_IO_STATE(TRBKR) (#ASG=1) TCC #2 Rollback Mode Request: A value of TRUEwould like to transfer to rollback mode.

T1RdrF> &SIG_IO_STATE(TRDRF) A TRUE value indicates that the radar signal used by the LCCT1RefSp &ANA_OUT(TREFSP[0]) The minimum corrected speed of all 6 motor during power op

motor during brake operation.T1RlAck &SIG_IO_STATE(ROLLBACK_RE

Q)Rollback Mode Acknowledge: Indicates that the TCC is readymode.

T1RlAck &SIG_IO_STATE(TRLACK) (#ASG=1) Rollback Mode Acknowledge: Indicates that the TCchange to rollback mode.

T1RnAck &SIG_IO_STATE(RES_STEP_NON)

Resistance Step None Acknowledge: Indicates that the TCC brake" resistance step.

T1RnReq &SIG_IO_STATE(RES_STEP_NON)

Resistance Step None Request: Indicates that the LCC wounone. This is done in non-brake modes since the TCCs wan

T1Roll> &SIG_IO_STATE(TROLL) Rollback Mode: A TRUE value indicates that the LCC is in thT1Roll1 &SIG_IO_STATE(TROLL) (#ASG=1) TCC1 Rollback Mode: A TRUE value indicates to

rollback mode.T1Roll2 &SIG_IO_STATE(TROLL) (#ASG=1) TCC2 Rollback Mode: A TRUE value indicates to

rollback mode.T1RolRq &SIG_IO_STATE(ROLLBACK_RE

Q)Rollback Mode Request: A value of TRUE indicates that the rollback mode.

T1RPM1 &ANA_IN_SLOW(TRPM[0]) Traction Motor #1 in Truck Corrected RPM: The traction motospeed of traction motor #1 if it had the same size wheels the the reference motor speed.



T1RPM4 &ANA_IN_SLOW(TRPM) Traction Motor #4 Corrected RPM: The traction motor rpm ctraction motor #4 if it had the same size wheels the wheels oreference motor speed.

T1RRPM1 &ANA_IN_SLOW(TRRPM[0]) Traction Motor #1 in the truck RPM Uncorrected: The raw moT1RRPM2 &ANA_IN_SLOW(TRRPM[1]) Traction Motor #2 in the truck RPM Uncorrected: The raw moT1RRPM3 &ANA_IN_SLOW(TRRPM[2]) Traction Motor #3 in the truck RPM Uncorrected: The raw mo


step the LCC is currently in.ep the LCC would like to be in.

#1 Truck inverter (TCC1). #2 Truck inverter (TCC2). #3/HEP inverter (TCC3).

r.ould start spotter operation.ng air flow being request by the d. A value of 1 indicates the m coolins No Blower Fault detected. A "1" the blower supplying air to the

f the request made to the LCC. lity to pick up the Heater contactor.tor if the engine speed is in limit, or speed up the engine for

er speed to low speed although ke this action during throttle

t VPC, and thus 74v to the TCC's indicates that the Sibas wants to

ly has been turned off by the LCC.the LCC should increase engine

otor #1 in the truck is failed.

SI

T1RRPM4 &ANA_IN_SLOW(TRRPM) Traction Motor #4 RPM Uncorrected: The raw motor rpm.T1RSAct &DISCRETE_OUT(TRSACT) Actual Grid Resistance Step: Indicates which grid resistanceT1RSRq &DISCRETE_OUT(TRSRQ) Resistance Step Request: Indicates which grid resistance stT1SbsF &ANA_IN_SLOW(TSBS[0]) Sibas computer temperature.T1Sec &DISCRETE_OUT(TSEC) Current Time: SecondT1SnbT1 &ANA_IN_SLOW(TSNBT) (#ASG=1) Snubber resistor temperature, associated with theT1SnbT2 &ANA_IN_SLOW(TSNBT) (#ASG=1) Snubber resistor temperature, associated with theT1SnbT3 &ANA_IN_SLOW(TSNBT) (#ASG=1) Snubber resistor temperature, associated with theT1SnubF &ANA_IN_SLOW(TSNUB[0]) Snubber resistor temperature.T1Soft< &SIG_IO_STATE(TSOFT) A TRUE value indicates that the TCC has fired a soft crowbaT1Spot> &SIG_IO_STATE(TSPOT) Spotter Request: A value of TRUE indicated that the TCC shT1TCBRq &DISCRETE_IN(TTCBRQ[0]) TCC Blower Request: Indicates the level of TCC blower cooli

TCC. A value of 0 indicated that no cooling air flow is requireminimum cooling air flow. A value of 15 indicates the maximu

T1TCCBl &SIG_IO_STATE(TTCCBL) TCC Blower Status info sent to Siemens. A "0" value indicatevalue indicates that the LCC has detected a fault that rendersTCC unable to provide cooling air.

T1TCCF &ANA_IN_SLOW(TTCC[0]) TCC cabinet temperature.T1TCCT1 &ANA_IN_SLOW(TTCCT) TCC cabinet temperature #1.T1TCCT2 &ANA_IN_SLOW(TTCCT) TCC cabinet temperature #2.T1TCCT3 &ANA_IN_SLOW(TTCCT) TCC cabinet temperature #3.T1TCHA> &SIG_IO_STATE(TTCHA) TCC Heater Acknowledge: This is simply an acknowledge o

This acknowledge is not based on the LCC's mode or the abiT1TCHL< &SIG_IO_STATE(TTCHL) This is the request from the TCC to turn on the heater contac

governor 3 or less. There is no need to alter performance, orthis request. This is the less cold request from the inverter.

T1TCLLo &SIG_IO_STATE(TTCLLO) A TRUE value indicates that the LCC is setting the TCC blowthe TCC is requesting high speed. The LCC is required to taincreases so that the blower does not overspeed.

T1TCOF< &SIG_IO_STATE(TTCOF) This input will indicate that a TCC wishes the LCC to drop ouASG due to excessive Sibas computer temperature. A TRUEbe shut off.

T1TCOf> &SIG_IO_STATE(TTCOF) TCC Off: A TRUE value indicates that the TCC's power suppT1TCOT< &SIG_IO_STATE(TTCOT) A TRUE value indicates that the phase modules are hot and

speed to throttle 5 to increase the cooling air flow.T1TM1F &ANA_IN_SLOW(TTM[0]) Traction motor #1 in the truck motor stator temperature.T1TM1S< &SIG_IO_STATE(TTMS) A TRUE value indicates that the speed pickup for Traction M


not available use the following




dicated by the index array.air flow being request by the TCC. alue of 1 indicates the minimum

he LCC should increase engine

ating that it is in tunnel mode.

a bit indicating that it has entered

ve number represents a propelling

y the LCC.torque reference requested for umber of axles since the telegram

action motors associated with rque while a negative number

dicates that the Truck #1 high by the contactor's feedback.

SI

T1TM1Tm &ANA_OUT(TTMTM) The simulated temperature of the #1 traction motor.T1TM24R &ANA_OUT(TTMR[0]) Speed of motor 3 if this signal is available. If the this signal is

selection order until a signal is available:

TM3, TM4, TM2, TM5. TM1, TM6.T1TM2F &ANA_IN_SLOW(TTM[1]) Traction motor #2 in the truck motor stator temperature.T1TM2S< &SIG_IO_STATE(TTMS) A TRUE value indicates that the speed pickup for Traction MT1TM2Tm &ANA_OUT(TTMTM) The simulated temperature of the #2 traction motor.T1TM3F &ANA_IN_SLOW(TTM[2]) Traction motor #3 in the truck motor stator temperature.T1TM3S< &SIG_IO_STATE(TTMS) A TRUE value indicates that the speed pickup for Traction MT1TM3Tm &ANA_OUT(TTMTM) The simulated temperature of the #3 traction motor.T1TM4S< &SIG_IO_STATE(TTMS) A TRUE value indicates that the speed pickup for Traction MT1TM4Tm &ANA_OUT(TTMTM) The simulated temperature of the #4 traction motor.T1TMAv1 &ANA_OUT(TTMAV) The average of all the simulated temperatures for truck #1.T1TMAv2 &ANA_OUT(TTMAV) The average of all the simulated temperatures for truck #2.T1TMAvT &ANA_OUT(TTMAVT) The average of all the simulated temperatures for the truck inT1TMBRq &DISCRETE_IN(TTMBRQ[0]) TM Blower Request: Indicates the level of TM blower cooling

A value of 0 indicated that no cooling air flow is required. A vcooling air flow. A value of 15 indicates the maximum cooling

T1TmClF &ANA_OUT(TTMCL[0]) The temperature of the traction motor cooling air.T1TMOT< &SIG_IO_STATE(TTMOT) A TRUE value indicates that the traction motors are hot and t

speed to throttle 5 to increase the cooling air flow.T1TnMd> &SIG_IO_STATE(TTNMD) Starting on the Type B serial link the ASG will send a bit indic

This bit must then be fed to the adjacent inverter.T1TnRe< &SIG_IO_STATE(TTNRE) Starting on the Type B serial link, the ASG will send the LCC

tunnel operation.T1Tor F &ANA_IN_SLOW(TTOR_F[0]) The per motor torque created by the traction motors. A positi

torque while a negative number represents a braking torque.T1Tor R &ANA_OUT(TTOR_R[0]) Inverter Torque Reference: The torque reference requested bT1Tor R &ANA_OUT(TTOR_R) (#ASG=1 & 4 AXLE!) TCC1 Inverter Torque Reference: The

TCC #1 by the LCC. The scale factor takes into account the ndeals in motor torque.

T1TorFB &ANA_IN_SLOW(TTORFB) (#ASG=1, & 4 AXLE!) The per motor torque created by the trTruck #1/TCC1. A positive number represents a propelling torepresents a braking torque.

T1Tr1Hi &SIG_IO_STATE(TTRHI) Truck #1 Blower High Speed Acknowledge: A TRUE value inspeed blower contactor is in the closed position as indicated


dicates that the Truck #1 low by the contactor's feedback.dicates that the Truck #2 high

by the contactor's feedback.dicates that the Truck #2 low by the contactor's feedback.

URE_SELECT.ed in this data pack.

the TCC should open its ce step changes.s that the voltage reference should

at is in use, updated 18-Dec-97:

000THP (4300THP)k.

SI

T1Tr1Lo &SIG_IO_STATE(TTRLO) Truck #1 Blower Low Speed Acknowledge: A TRUE value inspeed blower contactor is in the closed position as indicated

T1Tr2Hi &SIG_IO_STATE(TTRHI) Truck #2 Blower High Speed Acknowledge: A TRUE value inspeed blower contactor is in the closed position as indicated

T1Tr2Lo &SIG_IO_STATE(TTRLO) Truck #2 Blower Low Speed Acknowledge: A TRUE value inspeed blower contactor is in the closed position as indicated

T1TRK1T &ANA_OUT(TTRKT) The maximum of all the simulated temperatures in truck #1.T1TRK2T &ANA_OUT(TTRKT) The maximum of all the simulated temperatures in truck #2.T1TSELF &ANA_IN_SLOW(TTSEL) The temperature of the device indicated by TCC_TEMPERATT1TSSel &DISCRETE_IN(TTSSEL) The value of this byte indicates which temperature is contain

0 = 1st motor in truck

1 = 2nd motor in truck

2 = 3rd motor in truck

3 = phase module 1

4 = phase module 2

5 = phase module 3

6 = SIBAS computer

7 = snubber resistoT1UnitN &ANA_OUT(TUNITN[0]) Analog representation of the unit number.T1UVRf> &SIG_IO_STATE(TUVRF) Undervoltage Protection Relief: A TRUE value indicates that

undervoltage protection tolerance. Used during grid resistanT1VRed< &SIG_IO_STATE(TVRED) DC Link Voltage Reduction Request: A TRUE value indicate

be limited to 2450 Volts.T1VTbl &DISCRETE_OUT(TVTBL) Voltage Schedule: The value indicate the voltage schedule th

0== 5000THP 2 == 6000THP 1== <5T1WDiai &ANA_OUT(TWDIA) The average wheel diameter of all the wheels on the #1 TrucT1XFMR1 &ANA_IN_SLOW(TXFMR) HEP Transformer Temperature 1.T1XFMR2 &ANA_IN_SLOW(TXFMR) HEP Transformer Temperature 2.T1XFMR3 &ANA_IN_SLOW(TXFMR) HEP Transformer Temperature 3.


ontrolled by TCC1, 11=IPM

progress, 10=Test passed,

ne speed two notches in excess of oltage throttle to TN 6ne speed one notch in excess of nd voltage to Th 7l data pack.

r TCC has fired a soft crowbar.verter.e other TCC has fired a hard

r have failed - or communications

tor temperature from the other

erature from the other TCC.

SI

T1Yr &DISCRETE_OUT(TYR) Current Date: YearT2%Adh &creep_control_adhesion[1] This is the percent adhesion that is being seen by truck #2.T2<FLCD &DISCRETE_IN(FAULT_CODE[1]

)TCC 2 fault code

T2<FLCL &DISCRETE_IN(FAULT_CLASS[1])

TCC 2 fault class

T2<IPCM &display_ipm_control_mode[1] TCC #2 IPM control mode. (00=IPM uncontrolled, 01=IPM ccontrolled by TCC2)

T2<IPST &ipm_test_state[1] TCC #2 protection state. (00=Test not requested, 01=Teis in11=Test Failed)

T2_In &tcc_input_buffer[1] tcc2_in - tcc_input_buffer[1]T26LIM< &SIG_IO_STATE(TLIM) A true values indicates that the LCC should increase the engi

the traction and voltage, or if in TH8 reduce the traction and vT27LIM< &SIG_IO_STATE(TLIM) A True value indicates that the LCC should increase the engi

the traction and voltage throttle, or if in TH 8 reduce traction aT2Addr &DISCRETE_IN(TADDR[1]) The value of this field is the address of the source of the seria



other = UndefinedT2AddrA &DISCRETE_OUT(TADDRA) Designation Address:

0001 = TCC #1

0010 = TCC #2T2AdHD> &SIG_IO_STATE(TADHD) Adjacent Soft Crowbar: A TRUE value indicates that the otheT2AdPMT &ANA_OUT(TADPMT) The maximum phase module temperature for the adjacent inT2AdSo> &SIG_IO_STATE(TADSO) Adjacent Hard Crowbar Fired: A TRUE value indicates that th

crowbar.T2AdSPF &SIG_IO_STATE(TADSPF) TRUE value indicates ALL speed probes on adjacent inverte

failure exists between adjacent inverter and LCCT2ASnbF &ANA_OUT(TASNB[1]) Adjacent Snubber Resistor Temperature: The snubber resis

TCC.T2ATCCF &ANA_OUT(TATCC[1]) Adjacent TCC Cabinet Temperature: The TCC cabinet temp


D70MAC, GT46MAC, GT46PAC,

wer set to high speed.ast DC Breaker) is to be enabled

ociated with 3rd rail, Electric

wer set to low speed.

owing the TCC request.

ode.llowing the ASG request.o the TCC the previous loop. A

end it back on a serial input. The s. Failure of the TCC to respond

vates its wheel slip system.ccurring. This is detected by the

rowbar test..wbar test.r for the capacitor test.

alent to a governor 3 speed for

pacitor test.ar test.ar test.l.acitor test.

SI

T2AType &DISCRETE_OUT(TATYPE) 4 bit signal to indicate the type of A-Type locomotive - be it Setc.

T2AvRPM &avg_truck_rpm[1] The average motor rpm signal for truck #2T2BHig< &SIG_IO_STATE(TBHIG) A TRUE value indicates that the TCC would like the TCC bloT2BlDta &DISCRETE_OUT(TBLDTA) FDCCB ENABLE: A TRUE value indicates that the FDCCB (F

(closed). This signal is needed by the TCC Model and is assMode, operation.

T2BLow< &SIG_IO_STATE(TBLOW) A TRUE value indicates that the TCC would like the TCC bloT2BlwA &ANA_IN_SLOW(TBLWA[1]) TCC blower current in one phase.T2Blwr> &SIG_IO_STATE(TBLWR) A bit telling the inverter whether or not the TCC blower is follT2Brk< &SIG_IO_STATE(TBRK) A TRUE value indicates that the TCC is in the brake mode.T2Brk> &SIG_IO_STATE(TBRK) A TRUE value indicates that the LCC is requesting a brake mT2BSt> &SIG_IO_STATE(TBST) A bit sent to the inverter indicating if the clean air blower is foT2Busy &DISCRETE_IN(TBUSY[1]) The number received should one higher than the value sent t

time delay must be instituted to allow the TCC to respond.T2BusyA &DISCRETE_OUT(TBUSYA) Busy Check: The TCCs will add one to this signal and then s

LCC should increase this number and then repeat the procesproperly indicates a failed communications link.

T2BWS> &SIG_IO_STATE(TBWS) A TRUE value indicates that the LCC desires the TCC to actiT2CAV> &SIG_IO_STATE(TCAV) A TRUE value indicates that companion alternator output is o

presence of a companion alternator frequency.T2CBTA< &SIG_IO_STATE(TCBTA) A TRUE value indicates that the TCC is ready to perform a cT2CBTR< &SIG_IO_STATE(TCBTR) A TRUE value indicates that the crowbar test was successfulT2CBTS> &SIG_IO_STATE(TCBTS) A TRUE value indicates that the TCCs should setup for a croT2CFRq> &SIG_IO_STATE(TCFRQ) A TRUE value indicates that the TCCs should fire the crowbaT2CLSU< &SIG_IO_STATE(TCLSU) This input when TRUE will request an engine speedup equiv

inverter cooling.T2Cnfg> &SIG_IO_STATE(TCNFG) Truck number 2 inverter HEP configuration.T2CTA< &SIG_IO_STATE(TCTA) A TRUE value indicates that the TCC is ready to perform a caT2CTC1> &SIG_IO_STATE(TCTC) A TRUE value indicates that TCC #1 should perform a crowbT2CTC2> &SIG_IO_STATE(TCTC) A TRUE value indicates that TCC #2 should perform a crowbT2CTR< &SIG_IO_STATE(TCTR) A TRUE value indicates that the capacitor test was successfuT2CTRq> &SIG_IO_STATE(TCTRQ) A TRUE value indicates that the TCCs should setup for a capT2Day &DISCRETE_OUT(TDAY) Current Time: DayT2DCL V &ANA_OUT(TDCL_V[1]) The main alternator DC output voltage.T2DCL> &SIG_IO_STATE(TDCL) A TRUE value indicates that the DC link in the open position.


de of the DC link. direction. direction.

direction. direction.1 is defined as the inverter

2 is defined as the inverter

brake is applied. a True value

the ASG on a per inverter basis. rature simulationnt governor request.

turned on.hat the GTO power supply or's feedback.bar.tes that the TCC high speed

contactor's feedback.

SI

T2DCLV &ANA_IN_SLOW(TDCLV[1]) DC link voltage as measured by the TCC from the isolated siT2DirF< &SIG_IO_STATE(TDIRF) A TRUE value indicates that the TCC is setup for the forwardT2DirF> &SIG_IO_STATE(TDIRF) A TRUE value indicates a request for operation in the forwardT2DirR< &SIG_IO_STATE(TDIRR) A TRUE value indicates that the TCC is setup for the reverseT2DirR> &SIG_IO_STATE(TDIRR) A TRUE value indicates a request for operation in the reverseT2Dis1> &SIG_IO_STATE(TDIS) A TRUE value indicates that TCC #1 is Cut-In. Where TCC #


associated with TRUCK #2.T2ElBrk &SIG_IO_STATE(TELBRK[1]) Indication to the inverters whether or not the electric parking

indicates applied.T2FClas &DISCRETE_IN(TFCLAS[1]) The class of TCC fault.

80h = A Class Fault

40h = B Class Fault

20h = C Class Fault

10h = D Class Fault

08h = E Class Fault

00h = No Fault ClassT2FCode &DISCRETE_IN(TFCODE[1]) A code representing the current fault condition.T2Freq &ANA_IN_SLOW(TFREQ) TCC output fundamental frequency - hertz - as calculated by

First utilized on Platform Phase2 for AC traction motor tempeT2GovRq &DISCRETE_OUT(TGOVRQ) Inverter Governor Request: Nibble representation of the curre

0 = Idle,1= throttle 1, 2 = throttle 2, ...T2GTO< &SIG_IO_STATE(TGTO) A TRUE value indicates the TCC would like the power supplyT2GTOA> &SIG_IO_STATE(TGTOA) GTO Power Supply Acknowledge: A TRUE value indicates t

contactor is in the closed position as indicated by the contactT2Hard< &SIG_IO_STATE(THARD) A TRUE value indicates that the inverter has fired a hard crowT2HiAk> &SIG_IO_STATE(THIAK) TCC Blower High Speed Acknowledge: A TRUE value indica

blower contactor is in the closed position as indicated by the T2Hr &DISCRETE_OUT(THR) Current Time: Hours


T signal. This is only an ability to pick up the Heater

ike the cooling air to be restored to

ide vane ( AKA shutter ).e without delay. The LCC will no e actions necessary to avoid

e its heater turned on. This is the /increased. This indicates the

FALSE indicates that there is a brakes applied.n the process of testing contactors.ad request.

eset its permanent inverter lock.tes that the TCC low speed blower or's feedback.faults that have persisted. The nd will not create torque..ode. the ASG on a per inverter basis. rature simulation

s of the torque reference. link voltage given the field

ASG on a per inverter basis. rature simulation

SI

T2HrtL> &SIG_IO_STATE(THRTL) This is the acknowledge of the TCC HEATER LOW REQUESacknowledge of the request and does not indicate the LCC's contactor.

T2IGV< &SIG_IO_STATE(TIGV) A TRUE value indicates that the TCC feels warm and would lnormal.

T2IGV> &SIG_IO_STATE(TIGV) A TRUE value indicates that the LCC has opened the inlet guT2ImmO> &SIG_IO_STATE(TIMMO) A TRUE value indicates that the LCC is exiting power or brak

longer control the DC link voltage so the TCCs should take thundesired consequences.

T2InvH< &SIG_IO_STATE(TINVH) A TRUE value indicates that the TCC feels cold and would likheater demand that -requires- the engine speed to be limitedcoldest level for the inverter.

T2IPS> &SIG_IO_STATE(TIPS) This output indicates the status of the IPS pressure switch. Alocomotive air brake application and a TRUE indicates no air

T2LCCIO &SIG_IO_STATE(TLCCIO) A TRUE value indicates that locomotive control computer is iT2LdRq &DISCRETE_OUT(TLDRQ) Inverter Load Request: Nibble representation of the current lo

0 = Idle,1= throttle 1, 2 = throttle 2, ...T2LkRst &SIG_IO_STATE(TLKRST[1]) A TRUE value indicates that the LCC would like the TCC to rT2LoAk> &SIG_IO_STATE(TLOAK) TCC Blower Low Speed Acknowledge: A TRUE value indica

contactor is in the closed position as indicated by the contactT2Lock< &SIG_IO_STATE(TLOCK) A TRUE value indicates that the TCC has had several minor

condition has not been corrected so the TCC is now locked aT2LT< &SIG_IO_STATE(TLT) A TRUE value indicates that the TCC is in the load test modeT2LT> &SIG_IO_STATE(TLT) A TRUE value indicates that the LCC is requesting a power mT2LtoLV &ANA_IN_SLOW(TLTOLV) TCC output line-to-line voltage - Volts RMS - as calculated by

First utilized on Platform Phase2 for AC traction motor tempeT2Maj &ANA_IN_SLOW(TMAJ[1]) TCC Software Major RevisionT2Min &DISCRETE_OUT(TMIN) Current Time: MinutesT2Mon &DISCRETE_OUT(TMON) Current Time: MonthT2MxRPM &ANA_IN_SLOW(MAX_TRUCK_R

PM[1])The maximum motor rpm signal for truck #2

T2N+dN &ANA_OUT(TN+DN[1]) The maximum motor speed that TCC should allow, regardlesT2OpCkV &ANA_OUT(TOPCKV[1]) Open Circuit DC Link Voltage: The estimated open circuit DC

current and engine speed.T2PhasA &ANA_IN_SLOW(TPHASA) TCC output phase current - Amps RMS - as calculated by the

First utilized on Platform Phase2 for AC traction motor tempe


his is sent from EMDEC via serial e of TCC phase module cooling oved. 13-Mar-9

ode.s ready for the LCC to change to

d like to be in resistance step zero. ready for the LCC to change to

d like to be in resistance step one.dy for the LCC to change to the

is not correct.eration and the maximum of all six

for the LCC to change to rollback

has acknowledged the "non-

ld like to be in resistance step t to see it.e rollback mode.LCC would like to transfer to



SI

T2PMAir &ANA_OUT(TPMAIR) The engine air inlet temperature as measured by EMDEC. Tlink and passed onto the ASGs as representative temperaturair. To be changed later when the existing TM air probe is m

T2PMRF &ANA_IN_SLOW(TPMR[1]) Phase module #1 temperature.T2PMSF &ANA_IN_SLOW(TPMS[1]) Phase module #2 temperature.T2PMTF &ANA_IN_SLOW(TPMT[1]) Phase module #3 temperature.T2Pr &tcc_power_fb[1] TCC2PWR - &tcc_power_fb[1]T2PrLm &tcc_power_limit[1] TCC2PWR_LIM - &tcc_power_limit[1]T2PrRef &rated_tcc_power_reference[1] TCC2PWR_REF - &rated_tcc_power_reference[1]T2Pwr< &SIG_IO_STATE(TPWR) A TRUE value indicates that the TCC is in the power mode.T2Pwr> &SIG_IO_STATE(TPWR) A TRUE value indicates that the LCC is requesting a power mT2R0Ack &SIG_IO_STATE(TRACK[0]) Resistance Step Zero Acknowledge: Indicates that the TCC i

resistance step zero.T2R0Req &SIG_IO_STATE(TRREQ[0]) Resistance Step Zero Request: Indicates that the LCC woulT2R1Ack &SIG_IO_STATE(TRACK[1]) Resistance Step One Acknowledge: Indicates that the TCC is

resistance step one.T2R1Req &SIG_IO_STATE(TRREQ[1]) Resistance Step One Request: Indicates that the LCC woulT2RAck &DISCRETE_IN(TRACK) Resistance Step Acknowledge: Indicates that the TCC is rea

indicated resistance step.T2RdrF> &SIG_IO_STATE(TRDRF) A TRUE value indicates that the radar signal used by the LCCT2RefSp &ANA_OUT(TREFSP[1]) The minimum corrected speed of all 6 motor during power op

motor during brake operation.T2RlAck &SIG_IO_STATE(TRLACK) Rollback Mode Acknowledge: Indicates that the TCC is ready

mode.T2RnAck &SIG_IO_STATE(TRNACK) Resistance Step None Acknowledge: Indicates that the TCC

brake" resistance step.T2RnReq &SIG_IO_STATE(TRNREQ) Resistance Step None Request: Indicates that the LCC wou

none. This is done in non-brake modes since the TCCs wanT2Roll> &SIG_IO_STATE(TROLL) Rollback Mode: A TRUE value indicates that the LCC is in thT2RolRq &SIG_IO_STATE(TROLRQ) Rollback Mode Request: A value of TRUE indicates that the

rollback mode.T2RPM1 &ANA_IN_SLOW(TRPM[3]) Traction Motor #1 in Truck Corrected RPM: The traction moto

speed of traction motor #1 if it had the same size wheels the the reference motor speed.




tor rpm.tor rpm.tor rpm. step the LCC is currently in.ep the LCC would like to be in.

r.ould start spotter operation.ng air flow being request by the d. A value of 1 indicates the m coolin

f the request made to the LCC. lity to pick up the Heater contactor.tor if the engine speed is in limit, or speed up the engine for

er speed to low speed although ke this action during throttle

t VPC, and thus 74v to the TCC's indicates that the Sibas wants to

ly has been turned off by the LCC.the LCC should increase engine

otor #1 in the truck is failed. not available use the following

SI


T2RRPM1 &ANA_IN_SLOW(TRRPM[3]) Traction Motor #1 in the truck RPM Uncorrected: The raw moT2RRPM2 &ANA_IN_SLOW(TRRPM[4]) Traction Motor #2 in the truck RPM Uncorrected: The raw moT2RRPM3 &ANA_IN_SLOW(TRRPM[5]) Traction Motor #3 in the truck RPM Uncorrected: The raw moT2RSAct &DISCRETE_OUT(TRSACT) Actual Grid Resistance Step: Indicates which grid resistanceT2RSRq &DISCRETE_OUT(TRSRQ) Resistance Step Request: Indicates which grid resistance stT2SbsF &ANA_IN_SLOW(TSBS[1]) Sibas computer temperature.T2Sec &DISCRETE_OUT(TSEC) Current Time: SecondT2SnubF &ANA_IN_SLOW(TSNUB[1]) Snubber resistor temperature.T2Soft< &SIG_IO_STATE(TSOFT) A TRUE value indicates that the TCC has fired a soft crowbaT2Spot> &SIG_IO_STATE(TSPOT) Spotter Request: A value of TRUE indicated that the TCC shT2TCBRq &DISCRETE_IN(TTCBRQ[1]) TCC Blower Request: Indicates the level of TCC blower cooli

TCC. A value of 0 indicated that no cooling air flow is requireminimum cooling air flow. A value of 15 indicates the maximu

T2TCCF &ANA_IN_SLOW(TTCC[1]) TCC cabinet temperature.T2TCHA> &SIG_IO_STATE(TTCHA) TCC Heater Acknowledge: This is simply an acknowledge o

This acknowledge is not based on the LCC's mode or the abiT2TCHL< &SIG_IO_STATE(TTCHL) This is the request from the TCC to turn on the heater contac

governor 3 or less. There is no need to alter performance, orthis request. This is the less cold request from the inverter.

T2TCLLo &SIG_IO_STATE(TTCLLO) A TRUE value indicates that the LCC is setting the TCC blowthe TCC is requesting high speed. The LCC is required to taincreases so that the blower does not overspeed.

T2TCOF< &SIG_IO_STATE(TTCOF) This input will indicate that a TCC wishes the LCC to drop ouASG due to excessive Sibas computer temperature. A TRUEbe shut off.

T2TCOf> &SIG_IO_STATE(TTCOF) TCC Off: A TRUE value indicates that the TCC's power suppT2TCOT< &SIG_IO_STATE(TTCOT) A TRUE value indicates that the phase modules are hot and

speed to throttle 5 to increase the cooling air flow.T2TM1F &ANA_IN_SLOW(TTM[3]) Traction motor #1 in the truck motor stator temperature.T2TM1S< &SIG_IO_STATE(TTMS) A TRUE value indicates that the speed pickup for Traction MT2TM24R &ANA_OUT(TTMR[1]) Speed of motor 3 if this signal is available. If the this signal is

selection order until a signal is available:

TM3, TM4, TM2, TM5. TM1, TM6.




dicated by the index array.air flow being request by the TCC. alue of 1 indicates the minimum

he LCC should increase engine

ating that it is in tunnel mode.

a bit indicating that it has entered

ve number represents a propelling

y the LCC.URE_SELECT.

ed in this data pack.

SI

T2TM2F &ANA_IN_SLOW(TTM[4]) Traction motor #2 in the truck motor stator temperature.T2TM2S< &SIG_IO_STATE(TTMS) A TRUE value indicates that the speed pickup for Traction MT2TM3F &ANA_IN_SLOW(TTM[5]) Traction motor #3 in the truck motor stator temperature.T2TM3S< &SIG_IO_STATE(TTMS) A TRUE value indicates that the speed pickup for Traction MT2TMAv1 &ANA_OUT(TTMAV) The average of all the simulated temperatures for truck #1.T2TMAvT &ANA_OUT(TTMAVT) The average of all the simulated temperatures for the truck inT2TMBRq &DISCRETE_IN(TTMBRQ[1]) TM Blower Request: Indicates the level of TM blower cooling

A value of 0 indicated that no cooling air flow is required. A vcooling air flow. A value of 15 indicates the maximum cooling

T2TmClF &ANA_OUT(TTMCL[1]) The temperature of the traction motor cooling air.T2TMOT< &SIG_IO_STATE(TTMOT) A TRUE value indicates that the traction motors are hot and t

speed to throttle 5 to increase the cooling air flow.T2TnMd> &SIG_IO_STATE(TTNMD) Starting on the Type B serial link the ASG will send a bit indic

This bit must then be fed to the adjacent inverter.T2TnRe< &SIG_IO_STATE(TTNRE) Starting on the Type B serial link, the ASG will send the LCC

tunnel operation.T2Tor F &ANA_IN_SLOW(TTOR_F[1]) The per motor torque created by the traction motors. A positi

torque while a negative number represents a braking torque.T2Tor R &ANA_OUT(TTOR_R[1]) Inverter Torque Reference: The torque reference requested bT2TSELF &ANA_IN_SLOW(TTSEL) The temperature of the device indicated by TCC_TEMPERATT2TSSel &DISCRETE_IN(TTSSEL) The value of this byte indicates which temperature is contain

0 = 1st motor in truck

1 = 2nd motor in truck

2 = 3rd motor in truck

3 = phase module 1

4 = phase module 2

5 = phase module 3

6 = SIBAS computer

7 = snubber resisto


the TCC should open its ce step changes.s that the voltage reference should

at is in use, updated 18-Dec-97:

000THP (4300THP)k.

contactor to close and the TCC

aker placed in this string are in

aker placed in this string are in

SI

T2UnitN &ANA_OUT(TUNITN[1]) Analog representation of the unit number.T2UVRf> &SIG_IO_STATE(TUVRF) Undervoltage Protection Relief: A TRUE value indicates that

undervoltage protection tolerance. Used during grid resistanT2VRed< &SIG_IO_STATE(TVRED) DC Link Voltage Reduction Request: A TRUE value indicate

be limited to 2450 Volts.T2VTbl &DISCRETE_OUT(TVTBL) Voltage Schedule: The value indicate the voltage schedule th

0== 5000THP 2 == 6000THP 1== <5T2WDiai &ANA_OUT(TWDIA) The average wheel diameter of all the wheels on the #2 TrucT2Yr &DISCRETE_OUT(TYR) Current Time: YearTAv_WD1 &truck_avg_wheel_diameter[0] t_avg_whl_dia1 - &truck_avg_wheel_diameter[0]TAv_WD2 &truck_avg_wheel_diameter[1] t_avg_whl_dia2 - &truck_avg_wheel_diameter[1]Tb_St &turbo_charger_state turbo_state - &turbo_charger_stateTb_Su &turbo_boost_su tb_su - &turbo_boost_suTbPrior &tccb_priority_request tccb_prior - &tccb_priority_requestTbr_Stu &turbo_speed_feedback_status turbo_status - &turbo_speed_feedback_statusTbrTank &turbo_speed_feedback_tank turbo_tank - &turbo_speed_feedback_tankTbSdLb &ANA_IN_SLOW(TBSDLB) Speed of the left bank turbo changer.TbSdRb &ANA_IN_SLOW(TBSDRB) Speed of the right bank turbo changer.TbSpd &ANA_IN_SLOW(TBSPD) Speed of the right bank turbo changer.TbSpd1 &ANA_OUT(TBSPD[0]) The turbo speed. of the #1 turbo.TbSpd2 &ANA_OUT(TBSPD[1]) The turbo speed. of the #2 turbo.TbSpdRf &turbo_speed_power_reference turbo_s_p_rf - &turbo_speed_power_referenceTC12HT> &SIG_IO_STATE(TCC1HT) TCC #1 and #2 Heater Contactor: A TRUE value causes the

heaters to be activated.TC1Bkr< &SIG_IO_STATE(TC1BKR) TCC #1 Breakers Up: A TRUE value indicates that all the bre

the closed position.TC1CabF &tcc_cabinet_temperature[0] TCC 1 cabinet temperatureTC1PMRF &phase_module_temperature[0] TCC 1 phase module temperature.TC1PMSF &phase_module_temperature[1] TCC 1 phase module temperatureTC1PMTF &phase_module_temperature[2] TCC 1 phase module temperatureTC1STAT &tcc_torque_status[0] Un-filtered regulation status for truck#1TC2Bkr< &SIG_IO_STATE(TC2BKR) TCC #2 Breakers Up: A TRUE value indicates that all the bre

the closed position.TC2CabF &tcc_cabinet_temperature[1] TCC 2 cabinet temperatureTC2PMRF &phase_module_temperature[3] TCC 2 phase module temperature


the DC link to inverter #1.owing from the DC link to inverter A is used. The software will make

indicates that the single-speed

lue indicates that the contactor is

the contactor to close and the

that the contactor is in the closed


s the contactor to close and the

lowing from the DC link to inverter h ADA is used. The software will

the DC link to inverter #2. Due to flow of current through the device


the contactor to close and the

that the contactor is in the closed


SI

TC2PMSF &phase_module_temperature[4] TCC 2 phase module temperatureTC2PMTF &phase_module_temperature[5] TCC 2 phase module temperatureTC2STAT &tcc_torque_status[1] Unfiltered Regulation status signal for truck #2TCC1 A &ANA_IN_SLOW(TCC1_A) SD70MAC, Release 10 and below. The current flowing fromTCC1 A &ANA_IN_SLOW(TCC1_A) Platform, 5000:1 LEM, Release 11 and above. The current fl

#1. Should be used on all AC units independent of which ADthe required adjustments if a ADA 304 is used.

TCC1CB< &SIG_IO_STATE(TCC1CB) TCC #1 Blower Circuit Breakers Up: Phase 2: A TRUE valueblower breaker is closed.

TCC1FC< &SIG_IO_STATE(TCC1FC) TCC #1 Blower Fast Speed Contactor Feedback: A TRUE vain the closed position.

TCC1FC> &SIG_IO_STATE(TCC1FC) TCC #1 Fast Speed Blower Contactor: A TRUE value causesblower to enter the high speed mode of operation.

TCC1HT< &SIG_IO_STATE(TCC1HT) TCC #1 Heater Contactor Feedback: A TRUE value indicatesposition.

TCC1PWR &tcc_power_fb[0] TCC # power feedbackTCC1SC< &SIG_IO_STATE(TCC1SC) TCC #1 Blower Slow Speed Contactor Feedback: A TRUE va

in the closed position.TCC1SC> &SIG_IO_STATE(TCC1SC) TCC #1 Slow Speed Blower Contactor: A TRUE value cause

blower to enter the slow speed mode of operation.TCC1SnF &tcc_snubber_temperature[0] TCC 1 snubber temperatureTCC2 A &ANA_IN_SLOW(TCC2_A) Platform, 5000:1 LEM, Release 11 and above. The current f

#2. Should be used on all platform units independent of whicmake the required adjustments if a ADA 304 is used.

TCC2 A &ANA_IN_SLOW(TCC2_A) SD70MAC, Release 10 and below. The current flowing fromphysical constraints of the High Voltage Cabinet, the normal is AGAINST the "arrow", hence the negative scale factor.

TCC2FC< &SIG_IO_STATE(TCC2FC) TCC #2 Blower Fast Speed Contactor Feedback: A TRUE vain the closed position.

TCC2FC> &SIG_IO_STATE(TCC2FC) TCC #2 Fast Speed Blower Contactor: A TRUE value causesblower to enter the high speed mode of operation.

TCC2HT< &SIG_IO_STATE(TCC2HT) TCC #2 Heater Contactor Feedback: A TRUE value indicatesposition.

TCC2PWR &tcc_power_fb[1] TCC #2 power feedbackTCC2SC< &SIG_IO_STATE(TCC2SC) TCC #2 Blower Slow Speed Contactor Feedback: A TRUE va

in the closed position.


s the contactor to close and the

lowing from the DC link to inverter A is used. The software will make

opens the TCC blower shutters

value indicates that the TCC

meter (with a 74VDC signal).

T46MACg function. First used on India

iting has been requested through

rride the existing Tractive Effort it).

indicates the consist operator's

control console is in a position

nsist operator's console. It between throttle 5 and 8 inclusive.n the IDLE position. NOTE: This OT reflect the trainlined throttle

operator's control console is in

onsist operator's control stand is

SI

TCC2SC> &SIG_IO_STATE(TCC2SC) TCC #2 Slow Speed Blower Contactor: A TRUE value causeblower to enter the slow speed mode of operation.

TCC2SnF &tcc_snubber_temperature[1] TCC 2 snubber temperatureTCC3 A &ANA_IN_SLOW(TCC3_A) Platform, 5000:1 LEM, Release 11 and above. The current f

#3. Should be used on all AC units independent of which ADthe required adjustments if a ADA 304 is used.

TCC3PWR &ANA_IN_SLOW(TCC_PWR3) The input power to TCC 3.TCCBlw1 &tccb_speed_mode[0] TCC Blower #1TCCBlw2 &tccb_speed_mode[1] TCC Blower #2TCCShr> &SIG_IO_STATE(TCCSHR) Traction Control Computer Shutter Control: A value of FALSE

allowing for increase flow of cooling air.TCHtCB< &SIG_IO_STATE(TCHTCB) Traction Convertor Heater Circuit Breaker Feedback: A TRUE

Heater Circuit Breaker is in the closed position.TE_LED> &SIG_IO_STATE(TE_LED) This is a digital output used to drive the yellow LED of the TETEFbklb &tractive_effort Tractive effort feedbackTEL< &SIG_IO_STATE(TEL) TEL Relay Feedback, (TE Limit Relay), first used on India GTEL> &SIG_IO_STATE(TEL) TEL Relay, used to drive the trainline in support of TE Limitin

GT46MAC.TELmLt> &SIG_IO_STATE(TELMLT) TE Limit Light on control stand to turn on when special TE lim

the display screen. (First used on India GT46MAC)TELmOR< &SIG_IO_STATE(TELMOR) TE Limit Override - a TRUE value indicates the desire to ove

Limiting condition (initially associated with Loco Detect TE LimTH 1 8< &SIG_IO_STATE(TH_1_8) The TH1_8 is the input from the throttle handle switch which

throttle handle position is 1 or 2 ... or 8.TH 3 8< &SIG_IO_STATE(TH_3_8) TH_3_8 indicates the throttle handle on the consist operator's

between throttle 3 and 8 inclusive.TH 5 8< &SIG_IO_STATE(TH_5_8) TH_5_8 is input from the throttle handle 5-8 switch on the co

provides an indication that the throttle handle is in a position TH Idl< &SIG_IO_STATE(TH_IDL) TH_IDL input is an indication that the local throttle handle is i

input is unlike the other throttle handle inputs in that it does Nhandle signals.

TH2468< &SIG_IO_STATE(TH2468) TH2468 input indicates that the throttle handle on the consistthrottle position 2, 4, 6 or 8.

Thr Pos &throttle Throttle handle position, Idle and 1 through 8THSt56< &SIG_IO_STATE(THST56) THST56 input is an indication that the throttle handle on the c

in the throttle Stop, 5 or 6 position


s that the inverter is cutout if the e the last change in the cutout's

cutout solenoid to activate. This ses though the middle position

s that the inverter is cutout if the e the last change in the cutout's

cutout solenoid to activate. This ses though the middle position

d operation. In this mode TL_24T

ressors within a consist. A value E indicates no trainline request for

handle position when in dynamic indicated a loading level. 0 v

handle position when in dynamic indicated a loading level. 0 v

e consist is transferring fuel.AC

HEP Type. A value of TRUE

tandard LCC Controlled HEP osed.rent position of the TLD Switch-been operated to the CONNECT

SI

TI1CO< &SIG_IO_STATE(TI1CO) Traction Inverter #1 Cutout Feedback: A TRUE value indicateDCL switch-gear has passed through the middle position sincoutput.

TI1CO> &SIG_IO_STATE(TI1CO) TCC #1 Inverter Cutout Solenoid: A TRUE value causes thewill cause the inverter to be cutout if the DCL switch-gear paswhile this output is energized.

TI2CO< &SIG_IO_STATE(TI2CO) Traction Inverter #2 Cutout Feedback: A TRUE value indicateDCL switch-gear has passed through the middle position sincoutput.

TI2CO> &SIG_IO_STATE(TI2CO) TCC #2 Inverter Cutout Solenoid: A TRUE value causes thewill cause the inverter to be cutout if the DCL switch-gear paswhile this output is energized.

Time &current_time This is the current time signal.TL 1T< &SIG_IO_STATE(TL_1T) Trainline 1T: A TRUE value indicates a request for slow spee

is used to adjust the locomotive's loading level.TL 22T< &SIG_IO_STATE(TL_22T) Trainline 22T: Used to provide synchronization of all air comp

of TRUE indicates a trainline request for air. A value of FALSair. Same as CRL input.

TL 24T &ANA_IN_SLOW(TL_24T) AC System : The TL_24T signal is an indication of the brake brake. In slow speed and power reduction mode, this signal indicates minimum loading where 74v indicates full loading.

TL 24T &ANA_IN_SLOW(TL_24T) DC System : The TL_24T signal is an indication of the brake brake. In slow speed and power reduction mode, this signal indicates minimum loading where 74v indicates full loading.

TL 27T< &SIG_IO_STATE(TL_27T) Trainline 27T: A TRUE value indicates that a locomotive in thTL TEL< &SIG_IO_STATE(TL_TEL) Trainlined TE Limit signal, TE_TEL, first used on India GT46MTLC LS< &SIG_IO_STATE(TLC_LS) TrainLine Complete Left SideTLC RS< &SIG_IO_STATE(TLC_RS) Trainline Complete Right SideTLC< &SIG_IO_STATE(TLC) TrainLine Complete digital input for Standard LCC Controlled

indicates that the HEP safety loop circuit is complete.TLCCB< &SIG_IO_STATE(TLCCB) TrainLine Complete Circuit Breaker interlock digital input for S

Type. A value of TRUE indicates that the circuit breaker is clTLDCon< &SIG_IO_STATE(TLDCON) Trainline Disconnect - Connect - Feedback indicating the cur

gear - A TRUE value indicates that the TLD switch-gear has position.

TLDCon> &SIG_IO_STATE(TLDCON) Trainline Disconnect (Connected)


urrent position of the TLD Switch-been operated to the

e circuit breaker is in the on

this relay to pick up and run the purposes.s ...... A value of FALSE indicates

that the turbo lube pump relay is

o close and the Turbo Lube Pump

on motors. This temperature is

ed to cool the traction motors. This wer-NOT! It is measured at the ardwa

otor 1 to be removed from the d.

twin grid path arrangement with

r blower.


SI

TLDDis< &SIG_IO_STATE(TLDDIS) Trainline Disconnect - Disconnect - Feedback indicating the cgear - A TRUE value indicates that the TLD switch-gear has DISCONNECT position.

TLDDis> &SIG_IO_STATE(TLDDIS) Trainline Disconnect (Disconnected)TLP CB< &SIG_IO_STATE(TLP_CB) Turbo Lube Pump Circuit Breaker: A TRUE value indicates th

position.TLP RV> &SIG_IO_STATE(TLP_RV) Turbo Lube Pump ReVerse Relay. A value of TRUE causes

Soak Back pump in the reverse direction for engine pre-lube TLPPrs< &SIG_IO_STATE(TLPPRS) Turbo Lube Pump Pressure Switch: A value of TRUE indicate

.....TLPR< &SIG_IO_STATE(TLPR) Turbo Lube Pump Relay Feedback: A TRUE value indicates

in the closed position.TLPR> &SIG_IO_STATE(TLPR) Turbo Lube Pump Relay: A value of TRUE causes the relay t

to operate.TLV LS< &SIG_IO_STATE(TLV_LS) Trainline Voltage Left SideTLV RS< &SIG_IO_STATE(TLV_RS) Trainline Voltage Right SideTM AirF &ANA_IN_SLOW(TM_AIR) This is the temperature of the air being used to cool the tracti

measured at the inlet to the traction motor blower.TM AirF &ANA_IN_SLOW(TM_AIR) ADA302-Vers.12. This is the temperature of the air being us

temperature is measured at the inlet to the traction motor bloplenum of the SCR bridge. This is using an old TM bearing h

Tm Zone &PROT_DATA(timezone_index) This is the time zone signal.TM_Co &number_motors_cutout mtr_cutout - &number_motors_cutoutTM1 A &ANA_IN_SLOW(TM1_A) Traction Motor 1 field current.TM1 C V &motor_terminal_voltage[0] Motor terminal voltage for motor 1.TM1 CO> &SIG_IO_STATE(TM1_CO) Traction Motor 1 Cut Out: A value of TRUE causes traction m

power circuit the next time the reverser switch-gear is centereTM1 F &traction_motor_temperature[0] Traction motor 1 temperatureTM1 RPM &ANA_IN_SLOW(TM1_RPM) Traction Motor #1 RPMTM1 V &ANA_IN_SLOW(TM1_V) Traction Motor number one voltage feedback for export style

six traction motors.TM1Blw< &SIG_IO_STATE(TM1BLW) Circuit breaker interlock for number one electric traction motoTM2 A &ANA_IN_SLOW(TM2_A) Traction Motor 2 armature current.TM2 C V &motor_terminal_voltage[1] Motor terminal voltage for motor 2.TM2 CO> &SIG_IO_STATE(TM2_CO) Traction Motor 2 Cut Out: A value of TRUE causes traction m

power circuit the next time the reverser switch-gear is centereTM2 F &traction_motor_temperature[1] Traction motor 2 temperature


r blower.







SI

TM2 RPM &ANA_IN_SLOW(TM2_RPM) Traction Motor #2 RPMTM2 V &ANA_IN_SLOW(TM2_V) Traction Motor 2 armature voltage.TM2Blw< &SIG_IO_STATE(TM2BLW) Circuit breaker interlock for number two electric traction motoTM3 A &ANA_IN_SLOW(TM3_A) Traction Motor 3 armature current.TM3 C V &motor_terminal_voltage[2] Motor terminal voltage for motor 3.TM3 CO> &SIG_IO_STATE(TM3_CO) Traction Motor 3 Cut Out: A value of TRUE causes traction m

power circuit the next time the reverser switch-gear is centereTM3 F &traction_motor_temperature[2] Traction motor 3 temperatureTM3 RPM &ANA_IN_SLOW(TM3_RPM) Traction Motor #3 RPMTM3 V &ANA_IN_SLOW(TM3_V) Traction Motor 3 armature voltage.TM4 A &ANA_IN_SLOW(TM4_A) Traction Motor 4 armature current.TM4 C V &motor_terminal_voltage[3] Motor terminal voltage for motor 4.TM4 CO> &SIG_IO_STATE(TM4_CO) Traction Motor 4 Cut Out: A value of TRUE causes traction m

power circuit the next time the reverser switch-gear is centereTM4 F &traction_motor_temperature[3] Traction motor 1 temperatureTM4 RPM &ANA_IN_SLOW(TM4_RPM) Traction Motor #4 RPMTM4 V &ANA_IN_SLOW(TM4_V) Traction Motor 4 armature voltage.TM5 A &ANA_IN_SLOW(TM5_A) Traction Motor 5 armature current.TM5 C V &motor_terminal_voltage[4] Motor terminal voltage for motor 5.TM5 CO> &SIG_IO_STATE(TM5_CO) Traction Motor 5 Cut Out: A value of TRUE causes traction m

power circuit the next time the reverser switch-gear is centereTM5 F &traction_motor_temperature[4] Traction motor 1 temperatureTM5 RPM &ANA_IN_SLOW(TM5_RPM) Traction Motor #5 RPMTM6 A &ANA_IN_SLOW(TM6_A) Traction Motor 6 armature current.TM6 C V &motor_terminal_voltage[5] Motor terminal voltage for motor 6.TM6 CO> &SIG_IO_STATE(TM6_CO) Traction Motor 6 Cut Out: A value of TRUE causes traction m

power circuit the next time the reverser switch-gear is centereTM6 F &traction_motor_temperature[5] Traction motor 6 temperature (0-999 degrees)TM6 RPM &ANA_IN_SLOW(TM6_RPM) Traction Motor #6 RPMTM6 V &ANA_IN_SLOW(TM6_V) Traction Motor 6 armature voltage.TM7 A &ANA_IN_SLOW(TM7_A) Traction Motor 7 field current.TM7 CO> &SIG_IO_STATE(TM7_CO) Traction Motor 7 Cut Out: A value of TRUE causes traction m

power circuit the next time the reverser switch-gear is centereTM8 A &ANA_IN_SLOW(TM8_A) Traction Motor 8 armature current.TM8 CO> &SIG_IO_STATE(TM8_CO) Traction Motor 8 Cut Out: A value of TRUE causes traction m

power circuit the next time the reverser switch-gear is centere


urrent that is proportional to the ue is used for TMB load

urrent that is proportional to the ue is used for TMB load

eed)

eed)

tion Motor 1 has been cut out.tion Motor 2 has been cut out.tion Motor 3 has been cut out.tion Motor 4 has been cut out.tion Motor 5 has been cut out.tion Motor 6 has been cut out. 7 has been cut out. 8 has been cut out.

e Traction Motor Cutout Switch is

SI

TM8 V &ANA_IN_SLOW(TM8_V) Traction Motor 8 armature voltage.TMAvRPM &avg_motor_rpm Average traction motor speed, 0 - 9999 rpmTMB1F &ANA_IN_SLOW(TMB1) The temperature of Traction Motor #1's pinion end bearing.TMB2F &ANA_IN_SLOW(TMB2) The temperature of Traction Motor #2's pinion end bearing.TMB3F &ANA_IN_SLOW(TMB3) The temperature of Traction Motor #3's pinion end bearing.TMB4F &ANA_IN_SLOW(TMB4) The temperature of Traction Motor #4's pinion end bearing.TMB5F &ANA_IN_SLOW(TMB5) The temperature of Traction Motor #5's pinion end bearing.TMB6F &ANA_IN_SLOW(TMB6) The temperature of Traction Motor #6's pinion end bearing.TMBCalc &calculated_tmb_rpm tmb_calc - &calculated_tmb_rpmTmbCdAc &tmb_coast_down_active tmb_cd_act - &tmb_coast_down_activeTmbEgSp &tmb_eng_speed_request_low tmb_eng_spd - &tmb_eng_speed_request_lowTMBL1 A &ANA_IN_SLOW(TMBL1_A) Traction Motor Blower CT #1 current ... this input provides a c

total current in phase 2 of the Truck 1 blower motor. This valmanagement and fault detection..

TMBL2 A &ANA_IN_SLOW(TMBL2_A) Traction Motor Blower CT #2 current ... this input provides a ctotal current in phase 2 of the Truck 2 blower motor. This valmanagement and fault detection..

TMBlw1 &traction_blower_list[0] Traction motor 1 blower status (0=off, 1=half speed, 2=full spTMBlw1 &tmb_speed_mode[0] Traction Motor Blower #1TMBlw2 &traction_blower_list[1] Traction motor 2 blower status (0=off, 1=half speed, 2=full spTMBlw2 &tmb_speed_mode[1] Traction Motor Blower #2TmbRpmR &tmb_rpm_desired tmb_rpm_des - &tmb_rpm_desiredTMCO 1< &SIG_IO_STATE(TMCO_1) Traction Motor Cutout #1 Feedback: This is TRUE when TracTMCO 2< &SIG_IO_STATE(TMCO_2) Traction Motor Cutout #2 Feedback: This is TRUE when TracTMCO 3< &SIG_IO_STATE(TMCO_3) Traction Motor Cutout #3 Feedback: This is TRUE when TracTMCO 4< &SIG_IO_STATE(TMCO_4) Traction Motor Cutout #4 Feedback: This is TRUE when TracTMCO 5< &SIG_IO_STATE(TMCO_5) Traction Motor Cutout #5 Feedback: This is TRUE when TracTMCO 6< &SIG_IO_STATE(TMCO_6) Traction Motor Cutout #6 Feedback: This is TRUE when TracTMCO 7< &SIG_IO_STATE(TMCO_7) Traction Motor Cutout #7: This is TRUE when Traction MotorTMCO 8< &SIG_IO_STATE(TMCO_8) Traction Motor Cutout #8: This is TRUE when Traction MotorTMCoReq &motor_co_request mtr_co_req - &motor_co_requestTMCoSt &motor_co_state mtr_co_state - &motor_co_stateTMCoStu &motor_co_status motor_co_st - &motor_co_statusTMCoUL< &SIG_IO_STATE(TMCOUL) Traction Motor Cutout Unlock: A TRUE value indicates that th

unlocked and its position may change.


er multi-ECM PID 211 and one of

conds


econds


conds


conds


conds


conds

SI

TmIj1 &ANA_IN_SLOW(TMIJ[0]) Injection delay time for cylinder #1's fuel injector.

A pseudo-signal remapped from actual multi-byte multi-cylindECM #1, 2, or 3.

scaled unsigned char: 10 microsec. / bit, displayed in milliseTmIj10 &ANA_IN_SLOW(TMIJ[1]) Injection delay time for cylinder #10's fuel injector.


scaled unsigned char: 10 microsec. / bit, displayed in millisTmIj11 &ANA_IN_SLOW(TMIJ[2]) Injection delay time for cylinder #11's fuel injector.








scaled unsigned char: 10 microsec. / bit, displayed in millise



conds


econds


conds


econds


conds


conds

SI





scaled unsigned char: 10 microsec. / bit, displayed in millisTmIj17 &ANA_IN_SLOW(TMIJ) Injection delay time for cylinder #17's fuel injector.


scaled unsigned char: 10 microsec. / bit, displayed in milliseTmIj18 &ANA_IN_SLOW(TMIJ) Injection delay time for cylinder #18's fuel injector.


scaled unsigned char: 10 microsec. / bit, displayed in millisTmIj19 &ANA_IN_SLOW(TMIJ) Injection delay time for cylinder #19's fuel injector.







econds


conds


econds


conds


conds


conds

SI

TmIj20 &ANA_IN_SLOW(TMIJ) Injection delay time for cylinder #20's fuel injector.


scaled unsigned char: 10 microsec. / bit, displayed in millisTmIj3 &ANA_IN_SLOW(TMIJ[9]) Injection delay time for cylinder #3's fuel injector.




scaled unsigned char: 10 microsec.. / bit, displayed in millisTmIj5 &ANA_IN_SLOW(TMIJ[11]) Injection delay time for cylinder #5's fuel injector.









conds


conds

ns the traction motor blower

ed by RAILS to simulate

ed by RAILS to simulate

is the highest turbo speed

SI





scaled unsigned char: 10 microsec. / bit, displayed in milliseTMMnRPM &ANA_IN_SLOW(MIN_MOTOR_R

PM)RPM of the slowest traction motor

TMMxRPM &max_motor_rpm RPM of the fastest traction motor.TMShtr> &SIG_IO_STATE(TMSHTR) Traction Motor Blower Shutter Control: A value of FALSE ope

shutters allowing for increase flow of cooling air.TmSpdSr &tm_spd_source tm_spd_source - &tm_spd_sourceTMTermV &motor_terminal_voltage motor_vol - &motor_terminal_voltageTMTrnEn &motor_transfer_enabled mtr_tran_enbl - &motor_transfer_enabledTorFb 1 &ANA_OUT(TORFB_1) TCC #1 Torque Feedback: The torque feedback signal is us

locomotive loading.TorFb 2 &ANA_OUT(TORFB_2) TCC #2 Torque Feedback: The torque feedback signal is us

locomotive loading.TorStat &torque_status This is the poor cousin of regstat on the DC locomotive.TORSTU1 &tcc_torque_status[0] TORSTAT_1 - &tcc_torque_status[0]TORSTU2 &tcc_torque_status[1] TORSTAT_2 - &tcc_torque_status[1]TPU RPM &ANA_IN_SLOW(TPU_RPM) Engine Turbo RPM. For 17 blade turbo (16-710)TPU RPM &ANA_IN_SLOW(TPU_RPM) Engine Turbo RPM. For 16 blade turbo (12-710)TPU_RPM &ANA_IN_SLOW(TPU_RPM) TurboSpeed from 2-WAY EMDEC link, H-engine ONLY, this

measured by EMDECTPU1RPM &ANA_IN_SLOW(TPU1RPM) Engine Turbo RPM from the #1 Turbo on the HERO engine.TPU2RPM &ANA_IN_SLOW(TPU2RPM) Engine Turbo RPM from the #2 Turbo on the HERO engine.Tq_attn &manual_torque_attenuation torque_attn - &manual_torque_attenuationTq_Rf &tcc_torque_ref torqe_ref - &torque_refTqAllw1 &ANA_IN_SLOW(TQALLW[0]) Allowed engine torque from ECM 1TqAllw2 &ANA_IN_SLOW(TQALLW[1]) Allowed engine torque from ECM 2.


dicates that the circuit breaker for

Contactor Feedback (2-speed or and the TR1FB contactor are in

ack (2-speed MDTMB): A value of ntactor are in the closed position.Contactor (2 speed MDTMB): A contactor to close.ed MDTMB): A value of TRUE

se.latform 3-speed MDTMB): A ctors are picked up.-pole mode) A value of TRUE actor to pick up by aux. contact.ck (Platform 3-speed MDTMB): A ctors are picked up.r (Platform 3-speed MDTMB, 4-

r to pick up and then TR1MSB

indicates that Traction Motor

Contactor Feedback: A value of

tor Feedback: A value of TRUE

tor: A value of TRUE causes the

Contactor: A value of TRUE

dicates that the circuit breaker for

ack (2-speed MDTMB): A value of ntactor are in the closed position.

SI

TqAllw3 &ANA_IN_SLOW(TQALLW) Allowed engine torque from EMC 3.Tr1BCB< &SIG_IO_STATE(TR1BCB) Truck #1 Blower Circuit Breaker Feedback - a TRUE value in

the #1 truck blower motor is CLOSED.TR1FAB< &SIG_IO_STATE(TR1S2) Rel.12:2-Speed Traction Motor Blower Motor #1 High Speed

MDTMB): A value of TRUE indicates that the TR1FA contactthe closed position.

TR1FAB< &SIG_IO_STATE(TR1FAB) Traction Motor Blower Motor #1 High Speed Contactor FeedbTRUE indicates that the TR1FA contactor and the TR1FB co

TR1FSA> &SIG_IO_STATE(TR1S2) Rel.12:2-Speed Traction Motor Blower Motor #1 High Speed value of TRUE causes the TR1FA contactor and the TR1FB

TR1FSA> &SIG_IO_STATE(TR1FSA) Traction Motor Blower Motor #1 High Speed Contactor (2 specauses the TR1FA contactor and the TR1FB contactor to clo

TR1HAB< &SIG_IO_STATE(TR1HAB) Traction Motor Blower #1 High Speed contactor Feedback (Pvalue of TRUE indicates that both TR1HSA & TR1HSB conta

TR1HSA> &SIG_IO_STATE(TR1HSA) Truck #1 Blower High Speed A (Platform 3-speed MDTMB, 2causes TR1HSA contactor to pick up and then TR1HSB cont

TR1MAB< &SIG_IO_STATE(TR1MAB) Traction Motor Blower #1 Medium Speed contactor. Feedbavalue of TRUE indicates that both TR1MSA & TR1MSB conta

TR1MSA> &SIG_IO_STATE(TR1MSA) Traction Motor Blower Motor #1 Medium Speed "A" Contactopole mode) : A value of TRUE causes the TR1MSA contactocontactor to pick up by aux. contact.

TR1PrS< &SIG_IO_STATE(TR1PRS) Traction Motor Blower #1 Pressure Switch: A value of TRUE Blower #1 is creating an air pressure differential.

TR1SS< &SIG_IO_STATE(TR1S1) Rel.12:2-Speed Traction Motor Blower Motor #1 Slow SpeedTRUE indicates that the contactor is in the closed position.

TR1SS< &SIG_IO_STATE(TR1SS) 3-Speed Traction Motor Blower Motor #1 Slow Speed Contacindicates that the contactor is in the closed position.

TR1SS> &SIG_IO_STATE(TR1SS) 3-Speed Traction Motor Blower Motor #1 Slow Speed ContacTR1SS contactor to close.

TR1SS> &SIG_IO_STATE(TR1S1) Rel.12:2-Speed Traction Motor Blower Motor #1 Slow Speedcauses the TR1SS contactor to close.

TR1STAT &tcc_torque_status[0] Filtered regulation status for truck #1Tr2BCB< &SIG_IO_STATE(TR2BCB) Truck #2 Blower Circuit Breaker Feedback - a TRUE value in

the #2 truck blower motor is CLOSED.TR2FAB< &SIG_IO_STATE(TR2FAB) Traction Motor Blower Motor #2 High Speed Contactor Feedb

TRUE indicates that the TR2FA contactor and the TR2FB co


Contactor Feedback (2-speed or and the TR2FB contactor are in

Contactor (2 speed MDTMB): A contactor to close.ed MDTMB): A value of TRUE

se.latform 3-speed MDTMB): A ctors are picked up. MDTMB, 2-pole mode): A value

HSB contactor to pick up by aux.

ck (Platform 3-speed MDTMB): A ctors are picked up.

r (Platform 3-speed MDTMB, 4-r to pick up and then TR2MSB

indicates that Traction Motor

Contactor Feedback: A value of

tor Feedback: A value of TRUE

Contactor: A value of TRUE

tor: A value of TRUE causes the

ion_power_reference variable to

edback whose components are

nit is pneumatically set up as a

s overspeed value to be used by

SI

TR2FAB< &SIG_IO_STATE(TR2S2) Rel.12:2-Speed Traction Motor Blower Motor #2 High Speed MDTMB): A value of TRUE indicates that the TR2FA contactthe closed position.

TR2FSA> &SIG_IO_STATE(TR2S2) Rel.12:2-Speed Traction Motor Blower Motor #2 High Speed value of TRUE causes the TR2FA contactor and the TR2FB

TR2FSA> &SIG_IO_STATE(TR2FSA) Traction Motor Blower Motor #2 High Speed Contactor (2 specauses the TR2FA contactor and the TR2FB contactor to clo

TR2HAB< &SIG_IO_STATE(TR2HAB) Traction Motor Blower #2 High Speed contactor Feedback (Pvalue of TRUE indicates that both TR2HSA & TR2HSB conta

TR2HSA> &SIG_IO_STATE(TR2HSA) Truck #2 Blower High Speed "A" Contactor (Platform 3-speedof TRUE causes TR2HSA contactor to pick up and then TR2contact.

TR2MAB< &SIG_IO_STATE(TR2MAB) Traction Motor Blower #2 Medium Speed contactor. Feedbavalue of TRUE indicates that both TR2MSA & TR2MSB conta

TR2MSA> &SIG_IO_STATE(TR2MSA) Traction Motor Blower Motor #2 Medium Speed "A" Contactopole mode) : A value of TRUE causes the TR2MSA contactocontactor to pick up by aux. contact.

TR2PrS< &SIG_IO_STATE(TR2PRS) Traction Motor Blower #2 Pressure Switch: A value of TRUE Blower #2 is creating an air pressure differential.

TR2SS< &SIG_IO_STATE(TR2S1) Rel.12:2-Speed Traction Motor Blower Motor #2 Slow SpeedTRUE indicates that the contactor is in the closed position.

TR2SS< &SIG_IO_STATE(TR2SS) 2-Speed Traction Motor Blower Motor #2 Slow Speed Contacindicates that the contactor is in the closed position.

TR2SS> &SIG_IO_STATE(TR2S1) Rel.12:2-Speed Traction Motor Blower Motor #2 Slow Speedcauses the TR2SS contactor to close.

TR2SS> &SIG_IO_STATE(TR2SS) 3-Speed Traction Motor Blower Motor #2 Slow Speed ContacTR1SS contactor to close.

TR2STAT &tcc_torque_status[1] Filtered regulation status for truck #2TracPwr &system_test_traction_power_ref TracPwr is set along with S_TPwr to defer control of the tract

the test engineer.TrAcSPw &ANA_IN_SLOW(TRAC_ACC_SH

AFT_PWR)The Traction Accessory Shaft Power is the accessory shaft fespecifically for the traction system.

TracThr &trac_throttle trac_throt - &trac_throttleTrail< &SIG_IO_STATE(TRAIL) Pneumatic Trail Pressure Switch: A true value indicates the u

trail unit.Train< &SIG_IO_STATE(TRAIN) Train connected digital input from console switch. Determine

Israel overspeed option.


the locomotive dynamic brake

m. Ref EDPS 400 5.5.4.

E value indicates that the circuit used = LIRR DM30AC.s that the circuit breaker is ON.

er, in units of Horsepower

er, in units of Watts.

gine air temperature is over 150F.

in the closed position.icates that a fault condition exists

d power trainline.at is passed through to ICE high) indicates that this system is/

to be sent to the MABS.

SI

TraMsg &STR_DEVICE(TRAMSG) These bytes present the displayed message for the health ofsystem. Ref EDPS 400 5.5.18.

TraStat &DISCRETE_OUT(TRASTAT) This byte indicates the health of the locomotive traction systeTRC SU< &SIG_IO_STATE(TRC_SU) Third Rail Circuit SetUp.TRC_SU> &SIG_IO_STATE(TRC_SU) Third Rail Current Setup , used on DM Locomotives.TRC_TL< &SIG_IO_STATE(TRC_TL) Third Rail Circuit TrainlineTrcCoRq &traction_co_request trc_co_req - &traction_co_requestTrcCoSt &traction_co_state trc_co_st - &traction_co_stateTrChpnd &traction_change_pending tr_ch_pend - &traction_change_pendingTRCSU< &SIG_IO_STATE(TRCSU) Third Rail Current Setup , used on DM Locomotives.TRdySt &tcc_ready_state tcc_rdy_st - &tcc_ready_stateTRdyStu &tcc_ready_status tcc_rdy_stat - &tcc_ready_statusTREBCB< &SIG_IO_STATE(TREBCB) 3rd Rail Equipment Blower Circuit Breaker Feedback - a TRU

breaker for the 3rd rail equipment blower(s) is CLOSED. 1st TREqCB< &SIG_IO_STATE(TREQCB) Third Rail Equipment Circuit Breaker. A TRUE value indicateTrnInPg &transition_in_progress trns_in_prg - &transition_in_progressTT_HP &ANA_IN_SLOW(TOTAL_TRACTI

ON_POWER)The sum of the powers of all inverters producing traction pow

TT_PWR &ANA_IN_SLOW(TOTAL_TRACTION_POWER)

The sum of the powers of all inverters producing traction pow

TUNNEL< &SIG_IO_STATE(TUNNEL) Indicates EMDEC has detected a tunnel by noting that the enUnit N &unit_number This is the unit number signal.Unitflg &PROT_DATA(unit_flag) unit_flag - &PROT_DATA(unit_flag)UnRFdLm &unrated_mg_fld_current_limit unrat_fld_lim - &unrated_mg_fld_current_limitUOV< &SIG_IO_STATE(UOV) Under/Over Voltage: A TRUE value indicates that the relay isUOV> &SIG_IO_STATE(UOV) HEP Under/Over Voltage Protection Relay: A TRUE value ind

and the HEP power should not be transmitted to the head enUPCSCO< &SIG_IO_STATE(UPCSCO) Union Pacific Cab Signal Cut-Out: An EM2000 input signal th

indicating the status of the CS system. A TRUE value (input should be cutout.

V Spd &ANA_OUT(V_SPD) The most correct train speed available to the EM2000 systemV_ack &voltage_ack volt_ack - &voltage_ackV_Gan &voltage_error_gain volt_gain - &voltage_error_gainV_P_D_V &raw_v_plus_delta_v v_plus_dv - &v_plus_delta_vV_Rf_t &voltage_reference_table volt_ref_t - voltage_reference_tableV_Thr &volt_throttle volt_throt - &volt_throttle


the contactor is in the closed

y to close and power to be applied

s that the air brake valve handle is e is above is certain value.

indicates that the LCC vehicle

indicates that the Vendor Wheel

e LCC from a vendor supplied TRUE value indicates that the

rom the Cont LCC from a vendor supplied

). A TRUE value indicates that the the Control st

the LCC from a vendor supplied ). A TRUE value indicates that the

the Diagnos

ed to the LCC from a vendor DE30AC). A TRUE value #1.

ed to the LCC from a vendor DE30AC). A TRUE value #2.

hat this device is out of lubrication

that this device is out of

e relay is in the closed position.hich activates the wheel slip light.

SI

VDesRef &voltage_desired Voltage reference after rate limiting 0-9999 voltsVPC< &SIG_IO_STATE(VPC) Voltage Protection Contactor Relay: A TRUE value indicates

position.VPC> &SIG_IO_STATE(VPC) Voltage Protection Contactor: A TRUE value causes the rela

to the Traction Control Computers.VPwrRef &equivalent_power_voltage_limit Power based voltage reference 0-9999 voltsVS SW< &SIG_IO_STATE(VS_SW) Vigilance Suppression Pressure Switch: A true value indicate

at or beyond suppression position and brake cylinder pressur(section 3.6)

VSpd OK &SIG_IO_STATE(VSPD_OK) Vehicle Speed Valid Signal sent to the MABS. A TRUE valuespeed value is considered valid.

VWS CB< &SIG_IO_STATE(VWS_CB) Vendor Wheel Slip Circuit Breaker Feedback - a TRUE valueSlip Circuit Breaker is CLOSED.

VWSAct< &SIG_IO_STATE(VWSACT) Vendor Wheel Slide Active Input - This input is provided to thwheel slip system (e.g. Knorr MGS system on Israel JT42). Avendor wheel slip system is deemed to be in an active state f

VWSCOK< &SIG_IO_STATE(VWSCOK) Vendor Wheel Control OK Input - This input is provided to thewheel slip system (e.g. Knorr MGS system on LIRR DE30ACvendor wheel slip system is deemed to be in an OK state from

VWSDOK< &SIG_IO_STATE(VWSDOK) Vendor Wheel Diagnostic OK Input - This input is provided towheel slip system (e.g. Knorr MGS system on LIRR DE30ACvendor wheel slip system is deemed to be in an OK state from

VWSInh> &SIG_IO_STATE(VWSINH) Vendor Wheel Slip InhibitVWST1A< &SIG_IO_STATE(VWST1A) Vendor Wheel Slip Truck #1 Active Input - This input is provid

supplied wheel slip system (e.g. Knorr MGS system on LIRRindicates that the vendor wheel slip system is active on truck

VWST1E> &SIG_IO_STATE(VWST1E) Vendor Wheel Slip Truck #1 EnableVWST2A< &SIG_IO_STATE(VWST2A) Vendor Wheel Slip Truck #2 Active Input - This input is provid

supplied wheel slip system (e.g. Knorr MGS system on LIRRindicates that the vendor wheel slip system is active on truck

VWST2E> &SIG_IO_STATE(VWST2E) Vendor Wheel Slip Truck #2 EnableWFLOL< &SIG_IO_STATE(WFLOL) Wheel Flange Lube Our, Left Side: A TRUE value indicates t

material.WFLOR< &SIG_IO_STATE(WFLOR) Wheel Flange Lube Out, Right Side: A TRUE value indicates

lubrication material.Wh Slp< &SIG_IO_STATE(WH_SLP) Wheel Slip Light Relay Feedback: A TRUE value indicates thWh Slp> &SIG_IO_STATE(WH_SLP) Wheel Slip Relay: A TRUE value causes the relay to close w


indicates a slip condition.t the relay is picked up.on switch is in the winter isolate

winterization magnet valve which engine's cooling air.ine.gine.

yside power jumper has been r's side).ayside power jumper has been

the circuit is armed. es that Auxiliary Generator load d. This input will typically initiate nance_traveled[0])

tion_power[0])

e relay is in the closed position.

SI

WL 10T< &SIG_IO_STATE(WL_10T) Trainline 10T: Trainlined wheel slip indication. A TRUE valueWLTS< &SIG_IO_STATE(WLTS) Warning Lights Relay Feedback - a TRUE input indicates thaWntrIs< &SIG_IO_STATE(WNTRIS) Winter Isolate Switch: A TRUE value indicates that the isolati

position.WntrMV> &SIG_IO_STATE(WNTRMV) Winterization Magnet Valve: A value of TRUE energizes the

causes the winterization shutter to close. This redirects the WPdLbPS &ANA_IN_SLOW(WPDLB) Coolant (water) pressure drop across the left bank of the engWPdRbPS &ANA_IN_SLOW(WPDRB) Coolant (water) pressure drop across the right bank of the enWPEgILP &ANA_IN_SLOW(WPEGIL) Coolant (water) pressure into the engine's left bank.WPEgIRP &ANA_IN_SLOW(WPEGIR) Coolant (water) pressure into the engine's right bank.WPEgOtP &ANA_IN_SLOW(WPEGOT) Coolant (water) pressure out of the engine.WS Stat &ws_status Wheel slip status (Idle, StSS, SS, DVDT or CS)WS_I_Lm &wheel_slip_current_limit ws_cur_lim - &wheel_slip_current_limitWS_P_Rf &wheel_slip_power_reference ws_p_ref - &wheel_slip_power_referenceWSAvI_M &ws_average_tm_current_medium ws_avg_tmi - &ws_average_tm_current_mediumWSAvI_S &ws_average_tm_current_slow wsi_avg - &ws_average_tm_current_slowWSDetct &wheel_slip_detected wsdetect - &wheel_slip_detectedWSJ LS< &SIG_IO_STATE(WSJ_LS) WaySide Jumper Left Side: a TRUE value indicates that a wa

detected at the locomotive left hand side (opposite to engineeWSJ RS< &SIG_IO_STATE(WSJ_RS) WaySide Jumper Right Side: a TRUE value indicates that a w

detected at the locomotive right hand side (engineer's side).WSLgTim &wheel_slip_light_timer wsr_tst_time - &wheel_slip_light_timerWSr_V &wsr_voltage wsr_voltage - &wsr_voltageWSSndTi &wheel_slip_sand_timer sand_sw - &wheel_slip_sand_timerWSStgSt &ws_stage_status ws_stage_st - &ws_stage_statusWtrDrn< &SIG_IO_STATE(WTRDRN) Water Drain System Arming Circuit: A TRUE value indicates XAGLod< &SIG_IO_STATE(XAGLOD) Excessive Auxiliary Generator Load: A value of TRUE indicat

demand is more than it can handle at the current engine speea request for an engine speed-up. (1st used on platform - sig

Yr1_dSt &RUN_TOT_DATA(rt_data.yearly_record[0].distance_traveled[0])

year1_dst - &RUN_TOT_DATA(rt_data.yearly_record[0].dista

Yr1_Pr &RUN_TOT_DATA(rt_data.yearly_record[0].traction_power[0])

year1_pwr - &RUN_TOT_DATA(rt_data.yearly_record[0].trac

Zero_St &locomotive_zero_state zero_state - &locomotive_zero_stateZSpd< &SIG_IO_STATE(ZSPD) Zero Speed Relay Feedback: A TRUE value indicates that th


oving at a speed less than some

SI

ZSpd> &SIG_IO_STATE(ZSPD) Zero Speed: A TRUE value indicates that the locomotive is mspecified value.

0

Appendix C . SAFETY PRECAUTIONS

SAFETY PRECAUTIONS C-1

TABLE OF CONTENTS

TABLE OF CONTENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

1.0 SAFETY PRECAUTIONS FOR GT46MAC LOCOMOTIVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21.1 INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21.2 GT46MAC Discharge Procedure Flow Chart. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61.3 DETAILED EXPLANATION OF GT46MAC DISCHARGE PROCEDURE FLOW CHART. . . . . . . . . . . . . . 7

2.0 LOCOMOTIVE DISCHARGE SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112.1 MEASURING AND SHORTING PROCEDURE FOR CAPACITORS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

2.1.1 General Rules of Grounding and Shorting Philosophy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122.1.2 Dedicated GT46MAC Rules of Grounding and Shorting Philosophy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

2.2 AUTOMATIC DISCHARGE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142.2.1 Reverser In Center Position (Bleeder Resistors) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142.2.2 Isolation Switch In ISOLATE (Dynamic Brake Grids) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142.2.3 Diesel Engine Shutdown Battery Knife Switch (Crowbar Thyristor) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152.2.4 DCL-Switch Gear / Shorting Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

2.3 MANUAL DISCHARGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 172.3.1 Grounding And Shorting Cable For External Access Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

2.3.1.1 Grounding Point . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 172.3.1.2 Measuring Voltage On Point P . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 172.3.1.3 Measuring Voltage On Point N . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 172.3.1.4 Grounding and Measuring Voltage On Points U, V, and W . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 172.3.1.5 Short Circuit Connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

2.3.2 Grounding and Shorting Cable for the Main Bus. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 192.3.2.1 Grounding Point . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 192.3.2.2 Measuring Voltage On Point P . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 192.3.2.3 Measuring Voltage On Point R . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 192.3.2.4 Measuring Voltage On Point N . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 192.3.2.5 Short Circuit Connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

2.3.3 Grounding and Shorting Cable for Grounding Capacitors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212.3.3.1 Grounding Point . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212.3.3.2 Measuring Voltage On C15 (Left-Hand Terminal) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212.3.3.3 Measuring Voltage On C15 (Right-Hand Terminal). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212.3.3.4 Voltage Measurements On C11 and C12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212.3.3.5 Short Circuit Connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

2.3.4 Grounding and Shorting Cable for the Phase Modules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 232.3.4.1 Grounding Point . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 232.3.4.2 Busbar Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 232.3.4.3 Short Circuit Connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

2.4 REMOVAL PROCEDURE FOR CAPACITORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 252.4.1 DC Link Capacitor Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 252.4.2 Removal of Grounding Capacitors (C11, C12, or C15). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

3.0 SPECIAL SITUATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 263.1 RUNNING GEAR PIT INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 263.2 PINION CUTTING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 263.3 IN-FIELD TRACTION MOTOR CHANGEOUT PROCEDURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

4.0 GLOSSARY OF TERMS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

5.0 LIST OF TOOLING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

6.0 LIST OF SAFETY NAMEPLATES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

C-2 GT46MAC LOCOMOTIVE SERVICE MANUAL

0

1.0 SAFETY PRECAUTIONS FOR GT46MAC LOCOMOTIVES 1.1 INTRODUCTION

The GT46MAC is a new locomotive model that has some equipment not foundon freight locomotives with DC traction motors. Safety precautions specific to theGT46MAC locomotive must be followed before inspecting the equipment. Thissection provides general safety information and precautions that are necessarybefore maintenance can be performed on the locomotive.

The guidelines and procedures in this document are intended to create a safe envi-ronment in which maintenance and repair work can be accomplished on theGT46MAC locomotive. These procedures can not account for every possible sce-nario that will be encountered in working with the electrical systems during theeffective service life of this locomotive. Therefore, in the event work needs to beperformed that deviates from the policies and procedures as specified in this doc-ument, the following five general safety rules should be utilized:

1. Switch off the power source.2. Prevent re-closing of switches. 3. Check absence of voltage. 4. Apply grounding and shorting cables. 5. Protect adjacent live parts by covers or barriers.

If there are questions on the five rules outlined above or how the rules apply toany given situation, please request additional assistance from qualified personnelbefore proceeding.

The output of the TA17-6 main generator is the DC link voltage. A large capaci-tor rack is located within each of the traction inverters TCC1 and TCC2 to filtermain generator voltage. These capacitors operate at the DC link voltage between600 and 3400 VDC. When the locomotive is shut down these capacitors couldretain this high voltage causing a possible safety hazard to operating and mainte-nance personnel. A procedure has been developed to discharge this high voltageinto the dynamic brake grids to prevent the possibility of injury.

THE LOCOMOTIVE OPERATOR SHALL NOT ACCESS ANY DEVICESWITHIN THE #1 ELECTRICAL CONTROL CABINET (ECC1), DUE TORESIDUAL HIGH VOLTAGE. ACCESS WITHIN ECC1 IS LIMITED TOMAINTENANCE INDIVIDUALS THAT ARE KNOWLEDGEABLE OF THEGT46MAC DC LINK DISCHARGE PROCEDURE.

WARNINGAll local safety rules should be observed. This document is designed for useby various customers. It should be used in conjunction with customer spe-cific safety rules.

WARNINGThe DC link voltage is present on all equipment connected to the output ofthe main generator. This includes main generator output terminals andcabling connections, TCC cabinets, Crowbar Inverter Protection Resistors(IPR), DCL switchgear, DCL Reactor and brake grids.


This restriction does not apply to the display panel, the engine control panel,and the circuit breaker panels, which are portions of ECC1 which may beaccessed during normal operation.Illustrations appearing on the following two pages show the ECC1 panels,which may be accessed by the locomotive operator.

Typical Electrical Control Cabinet #1 (showing panels accessed by operator) Note: The Display Panel and Engine Control Panel are mounted on ECC1 doors and areaccessible without opening the ECC1 doors. Access to the circuit breaker panels require opening the unlocked top left ECC1 door. These panels are shown in more detail below.

NOTEThe #1 ELECTRICAL CONTROL CABINET is also called the HIGHVOLTAGE CABINET.

ECC1 Ref. Drawing 10630492 Cad Art # F41491


0

Typical No.1 Circuit Breaker Panel

Typical No.2 Circuit Breaker Panel and Voltage Test Panel

Ref. Photo d97-311

Drawing 40070031

Ref. Photo d97-310

Drawing 40070032


Typical Engine Control Panel

The DC link is discharged automatically by the locomotive operator or mainte-nance personnel in the normal course of shutting down the unit. Upon engineshutdown, excitation to the main generator is disabled and main generator outputvoltage will approach zero. In the event of a system failure, even after the engineis stopped, capacitors and phase modules could be at operating voltage.

Moving the Isolation switch to ISOLATE causes the DC link voltage to be auto-matically connected (by EM2000) across the dynamic brake grids causing the DClink energy to be dissipated through the grids. It takes approximately 100 milli-seconds for the DC link to be discharged in this manner.

Ref. Photo d97-338

Drawing 40071237

WARNINGEven after the automatic shut down (i.e., in case of failure), TCC cabinetcomponents such as DC Link capacitors, snubber capacitors, groundingcapacitors, and phase modules may still be charged at hazardous voltagelevel. Therefore, additional activities have to take place in the TCC inorder to make the AC system safe for inspection and maintenance.

If a cut out bogie (inverter) cannot be cut in because of a fault in the com-puter control system, the DC link shorting test cannot be completed. Follow the GT46MAC discharge procedure.


0

1.2 GT46MAC Discharge Procedure Flow Chart

GT46MAC Safety Precaution Discharge Procedure Flow Chart (PN 40078060)


1.3 DETAILED EXPLANATION OF GT46MAC DISCHARGE PROCEDURE FLOW CHART

Flow Chart BoxNumber

Flow Chart Reference Information

Box 1 Isolation switch is located on engine control panel in the locomotive cab. Turn this switch to the “isolate” position.

Box 2 This decision box is used to identify the scope of work that will be performed. If the work is Low Voltage Electrical or Mechanical in nature, proceed to box 3. If the work is High Voltage Electrical (i.e., Main Generator, ECC1 Red Zone, ECC2, Dynamic Brake Grids, Traction Motor Leads, TCC Cabinets Except For Computer Compartment, Inverter Pro-tection Resistor (IPR), DCL Reactor, High Voltage Cables or DCL Switch Gear) proceed to box 5.

Box 3 This box references the work required. For example, if the work was to replace an injector, the diesel engine must be shutdown. If a headlight was to be changed, the diesel engine may not necessarily be shutdown.

Box 4 This box indicated that work on the Mechanical or Low Voltage Electrical system can pro-ceed as required.

Box 5 This box indicates that the DCL shorting test must be performed. To initialize the test, use the EM2000 display screen, select SELF TEST option. Then, select the DCL SHORTING test and follow instructions as prompted. During this test, the DCL voltage will be charged and discharged as indicated. At the successful conclusion of the test, the voltage will be less than 20 volts. The voltage displayed may not be zero due to the offset of the internal feedback devices.

Box 6 This box indicates to tag the locomotive if the DCL SHORTING test performed in box 5 was not functional or fails. If a TCC is cut out, the test is not functional and will not pass. If the test is run and does not pass, a failure of the system is indicated and additional steps to correct it will be required. Either way, the TCC that will be worked on will need to be shorted and grounded as described on pages 8 through 26 of this document.

Box 7 Isolation switch is located on engine control panel in the locomotive cab. Turn this switch to the “isolate” position.

Box 8 This box instructs the worker to shut down the locomotive diesel engine. Once the diesel engine is shutdown, the DCL voltage will not recharge. Apply a lock to the hinged cover on the prime/start switch or to the EFCO stop switch on the cab start units, and tag the iso-lation switch in the locomotive cab, indicating to other personnel that the unit must not be started until work being performed on the High Voltage Electrical system is complete. Reference engine start and EFCO engine stop switch illustrations on page 11.


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Box 9 This box instructs the worker to open the Shorting Cable Access panel (on the TCC). This panel is located directly below the snubber resistor screen just above walkway level on each inverter. On the number one inverter the panel will be on the left side, on the number two inverter it will be on the right side. The panel is secured with six bolts and has a sticker indicating “DANGER HIGH VOLTAGE WITHIN.”

Box 10 This box is used to ground a particular TCC. The grounding procedures are identified in box 10a labeled VOLTAGE TEST AND GROUNDING PROCEDURES.

Warning: Before probing, qualify the High Voltage Probe/Meter (p/n 40054122) is functional by applying it to a known voltage such as the locomotive battery knife switch prior to each use. This test is not used to identify the absolute calibration of the probe, but rather to in-sure that it is functional.

If at any time the probing indicates that voltage is greater than 20 volts, STOP and pro-ceed to box 11. For additional information on the procedures see MEASURING AND SHORTING PROCEDURES FOR CAPACITORS, as described on pages 12 through 25 of this document.

Box 10a VOLTAGE TEST AND GROUNDING PROCEDURE If any voltage measured in this test is greater than 20 volts return to the flow chart and follow the path labeled “If any voltage is greater than 20 volts.”

1. Use the High Voltage Probe/Meter (p/n 40054122) to test for voltage from ground toTerminal P. If voltage is Less than 20 volts, connect 6-Leg External Shorting Cable(p/n 40075113) from Ground to Terminal P.

2. Use the High Voltage Probe/Meter (p/n 40054122) to test for voltage from ground toTerminal N. If voltage is Less than 20 volts, connect 6-Leg External Shorting Cable(p/n 40075113) to Terminal N.

3. Repeat above for Terminals U, V, and W.

Box 11 This box indicates that if greater than 20 volts is present on any terminal it must be dis-charged using the Discharge Resistor Asm. (p/n 40075115). Once the Discharge Resistor Asm has been applied for 30 seconds, re-probe the terminal, apply the shorting cable clamp and continue using the VOLTAGE TEST AND GROUNDING PROCEDURES referenced in box 10a.

Box 12 This box is used to determine if both TCC are shorted. If work or inspections are limited to the output side of the inverter (i.e., traction motor leads), only the corresponding TCC will need to be externally grounded using the 6-leg External Shorting Cable (p/n 40075113.)

Box 13 This box identifies if both TCCs require external grounding. If work or inspections are re-quired on the High Voltage Electrical systems common to both inverters (i.e., Main Gen-erator, ECC1 Red Zone, ECC2, Dynamic Brake Grids, Traction Motor Leads, TCC Cabinets Except For Computer Compartment, Inverter Protection Resistor (IPR), DCL Reactor, High Voltage Cables or DCL Switch Gear), both TCCs will require the 6-leg Ex-ternal Shorting Cable (p/n 40075113).




Box 14 This box instructs the worker to return to the VOLTAGE TEST AND GROUNDING PROCEDURES when the scope of work being performed is as outlined in box 13.

Box 15 This box is used to determine if work is known to be required internal to the TCC cabinet. This would be the case for example if the faults are identified in the ASG or EM2000 com-puter indicative of TCC problems or the DCL Shorting test fails.

Box 16 A visual inspection of the TCC is required at each maintenance. A fault on either the ASG or EM2000 computer could also dictate a visual inspection.

Box 17 The TCC cabinet door is secured with twelve 9/16 inch bolts that will need to be removed to provide access to the internal TCC cabinet components. Once the door has been opened, it is important to look for defective connections (especially at each of the DCL capacitors), signs of over-heat and other indications of a problem. At no time should a worker reach into the TCC cabinet while performing a visual inspection. If during the course of the in-spection it is determined that work will need to be performed in the cabinet STOP and pro-ceed to box 21.

Box 18 After the visual inspection close the TCC cabinet door and reapply the bolts. This ensures that no one inadvertently accesses a cabinet that has not been prepared for internal work.

Box 19 This box indicates that all High Voltage Electrical system work external to the shorted TCC cabinet(s) and IPR cage(s) can now be performed.

Box 20 The TCC cabinet door is secured with twelve 9/16 inch bolts that will need to be removed to provide access to the internal TCC cabinet components.

Box 21 Once the door has been opened, it is important to look for defective connections (especial-ly at each of the DCL capacitors), signs of over-heat and other indications of a problem. At no time should a worker reach into the TCC cabinet while doing the visual inspection. Test all capacitor voltages as outlined in steps 2, 3 and 4 in the MEASURING AND SHORTING PROCEDURES FOR CAPACITORS. If at any time greater than 20 volts is present on any terminal STOP and proceed to box 22.

Box 22 During the measurement of box 21, if greater than 20 volts is present on any terminal it must be discharged using the Discharge Resistor Asm p/n 40075115. Once the Discharge Resistor Asm has been applied for 30 seconds, verify less than 20 volts remains on the ter-minal then apply the shorting cable clamp and continue testing using the MEASURING AND SHORTING PROCEDURES FOR CAPACITORS, as described on pages 12 through 25 of this document.

Box 23 This box indicates that all High Voltage Electrical work internal to the shorted TCC cabi-net(s) and internal to the IPR cage(s) can now be performed.




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Engine Start Switch (with hinged door open)

Art # F41493.tif

Engine Start Switch (with hinged door closed and padlocked)

The two above illustrations are from the 1st India GT46MAC unit.


2.0 LOCOMOTIVE DISCHARGE SYSTEMS The DC link capacitors are in the TCCs and store large amounts of energy. Forexample, these capacitors are charged to about 700 VDC when the Isolationswitch is in RUN, the throttle is in IDLE and the reverser handle is in forward orreverse. When the reverser is returned to NEUTRAL that 700 volts remains untilsome device or system discharges it. Other components, such as snubber capaci-tors, grounding capacitors, and phase modules with lower amounts of storedenergy are also operating at voltages up to 3400 VDC and need to be dischargedto allow for maintenance.

The capacitors in the TCCs can be discharged automatically and manually.

2.1 MEASURING AND SHORTING PROCEDURE FOR CAPACITORS

NOTICEThere are 3 general ways to discharge the DC link capacitors and other compo-nents prior to servicing, plus a 4th method to maintain the short:

1. Through the bleeder resistors internal to the TCC cabinets,discharge time 50 minutes.

2. Through the dynamic brake grids by way of the DCL switchgear,discharge time less than 100 milliseconds.

3. Through a hard crowbar as provided by the inverter equipment,discharge time less than 10 microseconds.

4. The DCL switchgear moves to the OPEN position to place a shortcircuit across the TCC DC input cables once the components are discharged.

WARNINGFor maximum safety wear high voltage gloves (>4000 V DC) during themeasuring and grounding process.

TCC cabinet components such as DC Link Capacitors, Snubber Capaci-tors, Grounding Capacitors and Phase Modules can exceed 3400 volts.Common voltmeters CAN NOT withstand this voltage. For voltage mea-suring, use High Voltage Probe/Meter (p/n 40054122).

Capacitors must be stored, transported, and handled with a short circuitwire applied between the terminals and the grounding plate. If a stored ca-pacitor does not have a short circuit wire, it should be handled as if it wereelectrically charged.


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2.1.1. General Rules of Grounding and Shorting Philosophy

Before grounding and shorting, the absence of voltage on the respective terminalsmust be checked.

If the measured voltage is higher than 20 volts, the Discharge Resistor Assemblyneeds to be applied until the voltage has dropped below at least 20 volts.

The following 5 general rules need to be followed, especially if the qualified per-sonnel encounters a situation where the dedicated GT46MAC Safety Rules maynot cover the situation safely:

1. Switch off the power source.2. Prevent re-closing of switches. 3. Check absence of voltage. 4. Apply grounding and shorting cables. 5. Protect adjacent live parts by covers or barriers.

If there are questions on the five general rules above, please request additionalassistance.

2.1.2 Dedicated GT46MAC Rules of Grounding and Shorting Philosophy

Automatic Discharge After a normal shutdown of the locomotive, the Automatic Discharge System(Bleeder Resistors, Brake Grids, Crowbar, DCL-Switch) normally will have dis-charged all capacitors within the inverters. Although it is a multiple redundantsystem, in worst case all subsystems may fail.

The other problem is that the discharge devices can work only, if there is a properconnection between the possibly still charged voltage source (capacitors) and thedischarge devices (Bleeder Resistors, Brake Grids, Crowbar, DCL-Switch).

Therefore it can not be guaranteed that the Automatic Discharge System has dis-charged all capacitors inside the TCC’s and manual voltage checking, groundingand shorting is still necessary.

Manual Discharge • If work on the high voltage equipment inside or outside the inverter needs to

be done, the 6-Leg Shorting Cable in the External Access Panel needs to beinstalled.

• If work (visual inspection not included) inside the inverter needs to be done,the 4-Leg Shorting Cable for the Main Bus needs to be installed.

• The 7-Leg Shorting Cable for the Grounding Capacitors needs to be installedonly if work needs to be done on these capacitors or in their immediate vicin-ity.

• The 7-Leg Shorting Cable for the Phase Modules needs to be installed only ifa Phase Module needs to be exchanged or if cables or busbars connected to itneed to be disconnected. The other two Phase Modules need not be groundedand shorted as long as their connection to the Main Bus is proper.

• For the exchange of a Gate Unit, Phase Modules need not be grounded andshorted as long as the connection to the Main Bus is proper and the ExternalAccess Panel is properly grounded and shorted.


Use of High Voltage Gloves The wearing of high voltage gloves is recommended whenever handling capaci-tors of significant voltage or working with a high voltage source. The gloves pro-vide an additional degree of safety and should be used in conjunction withShorting Cables on the GT46MAC high voltage systems.

The purpose of the Shorting Cables is the protection of the worker in case voltageis coming unexpectedly into the work space, although the absence of voltage hadbeen confirmed before. This could happen, for example, if there is an intermittentcontact inside a capacitor.

Due to the physical restrictions inside the inverters, there is no access to thecapacitors (with the exception of the grounding capacitor) and thus direct short-ing and grounding is not possible. Instead, the grounding and shorting of theMain Bus discharges all capacitors, as long as the connections to the Main Busare solid.

In the event an unsafe situation arises where a DC Link capacitor’s connections tothe Main Bus are in question or show obvious signs of being unable to performthere desired function of shorting the capacitors (i.e. signs of arching, smoke orheat generated discoloration) then HIGH VOLTAGE GLOVES MUST BEWORN THROUGHOUT THE CAPACITOR REMOVAL PROCESS. Theneed for safety far out weighs the insignificant disadvantages involved in wearingthe gloves (i.e. dropping nuts and washers to the bottom of the inverter).

Even after voltage measurement, discharge with the Discharge Resistor Assem-bly, or the uncontrolled discharge brought on by an accident or failure of a capac-itor connection, a DC Link capacitor could store voltage because of intermittentconnections inside the capacitor. Therefore, it is critical that the terminals of a DCLink capacitor be treated as charged any time they are not grounded or shorted.

There are only two instances when high voltage gloves need NOT be worn whenworking with DC Link capacitors and those are:

1. When disconnecting the hardware which connects the capacitor terminalsto the Main Bus and preparing for capacitor removal from a TCC cabinet.This can only be done after the visual inspection has confirmed theintegrity of the connections and the proper grounding cables have beenapplied internally and externally to the TCC cabinet.

2. When Handling a DC Link capacitor that has been probed and has ashorting wire or cable firmly attached across the terminals.

Please request additional assistance from qualified personnel prior to proceedingif any questions or concerns arise when working with capacitors or within theTCC cabinets.

WARNINGNever leave a DC Link capacitor unattended without a shorting wire or cableacross the terminals.


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2.2 AUTOMATIC DISCHARGE The DCL Voltage is discharged automatically, when the locomotive operatortakes manual action to shut down the locomotive.

There are 3 general ways to discharge the DC link capacitors and other compo-nents prior to servicing, plus a 4th method to maintain the short:

1. Through the bleeder resistors internal to the TCC cabinets,discharge time 40 minutes.

2. Through the dynamic brake grids by way of the DCL switchgear,discharge time less than 100 milliseconds.

3. Through a hard crowbar as provided by the inverter equipment,discharge time less than 10 microseconds.

4. The DCL switchgear moves to the OPEN position to place a short circuitacross the TCC DC input cables once the components are discharged.

These automatic systems have multiple redundancy, i.e. if the Bleeder Resistorsdon’t work, the Brake Grids will discharge the DC-Link anyway. If the brakegrids do not work, the Hard Crowbar will take care of the discharge. In certainconditions even the DCL-Switchgear will shorten and thus discharge the DC-Link. On the other hand each of these systems can fail without being noticed bypersonnel or the monitoring systems, since they are not used in power mode.Additionally, a solid connection between the discharge device and the capacitorsis essential, otherwise the short circuit will not discharge the capacitors.

2.2.1 Reverser In Center Position (Bleeder Resistors)

Each TCC cabinet has two 68 KΩ bleeder resistors in series across the DC linkcapacitors. When the locomotive operator moves the reverser from forward orreverse to centered, main generator excitation stops. If no further action is takenthe bleeder resistors will discharge the DC link from 3400 VDC to about 20 VDC in approximately 50 minutes.

Although very reliable, the bleeder resistors do not guarantee the discharge, sincethe resistors could be interrupted internally or the external connection to thecapacitors could be interrupted.

2.2.2 Isolation Switch In ISOLATE (Dynamic Brake Grids)

The normal way to discharge the DC link capacitors is through the two dynamicbrake grids in parallel. When the locomotive operator turns Isolation Switch fromRUN to ISOLATE (or the EM2000 loses the RUN input signal), the parallel brakegrid path is connected to the DC link by four contactors (B1,B2,B3,B4).

This method discharges the DC link capacitors in less than 100 millisecond.

NOTEIf the braking grids were shorted out or grounded, or one grid had burned open, the grids would still discharge the DC link. Only if both grid circuits burned open would the DC link not be discharged by this method.


2.2.3 Diesel Engine Shutdown Battery Knife Switch (Crowbar Thyristor)

A “hard crowbar” is a term for a protective function that effectively shorts adevice or circuit as if a “crowbar” was placed across its output terminals. Thehard crowbar applies a dead short to the DC link capacitors through a SCR,causing the capacitors voltage to go to zero. The dead short is removed when thecapacitor voltage reaches zero and no permanent short circuit is left on the capac-itors by the hard crowbar. Two conditions that cause the ASG control system toapply a hard crowbar to the DC link capacitors are:

• Loss of 24 VDC Supply - Shutting down of the diesel engine causes aloss of the 24 VDC supply.

• Loss of 74 VDC Supply - Opening of the COMPUTER CONTROL orLOCAL CONTROL circuit breaker causes a loss of the 74 V supply.

When the locomotive operator shuts down the diesel engine or pulls the batteryknife switch, (or trips the COMPUTER CONTROL or LOCAL CONTROL cir-cuit breaker), the loss of 24 VDC for the GTO power supply and the loss of 74VDC to the Traction Control Computer is detected and the Hard Crowbar is firedas the control systems last act, before power is completely lost.

Although the crowbar system is very reliable and can be tested with the InverterProtection Test, it can fail (e.g. when a wire for the firing pulse is interrupted).

2.2.4. DCL-Switch Gear / Shorting Logic

After the DC link has been discharged by either the braking grids or the crowbar,the DCL switchgear is cycled to the OPEN position. Cycling the DCL switchgearto OPEN causes both TCCs to be shorted and grounded with a heavy busbar con-nected to front contacts of the DCL.

A. When the engine is shut down (regardless of Isolation Switch position),the ASG control system applies a hard crowbar at each TCC and theEM2000 control will pick up the B contactors. In this way, four differentDC link capacitor discharge paths are provided. Once the DC link capaci-tors are discharged, DCL is driven to the shorted position.

B. When either the battery knife switch or Local Control breaker is open, the74 V power supply circuit is lost causing the ASG control system to applya Hard Crowbar at each TCC. The EM2000 detects the loss of Local Con-trol or open knife switch and moves DCL to the shorted position.

NOTEThe ASG system applies the hard crowbar to the DC link (TCC) capacitors whenever a drop in either the 74 or 24 volt supply is detected as the control system’s last act before power is completely lost. This short-circuit condition can produce a loud “abrupt” noise when the COMPUTER CONTROL or LOCAL CONTROL circuit breaker is opened.


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.

After DCL is in the Shorting Position and the engine is shut down, there are onlytwo ways the switchgear could unintentionally move out of the Shorted Position:

1. Through a failure of the EM2000 software.2. Through a failure of the DIO output channel

Item 1 is unlikely because after the knife Switch is pulled, the EM2000 shuts offafter the turbo lube pump times out. Item 2 can be eliminated as a problem byopening the DCL Circuit Breaker, although the HVC cabinet door release is thendisabled.

NOTEThe EM2000 can still control the DCL motor (to short out the DC link capaci-tors) even though the battery knife switch is open because DCL is powered directly across the battery and the EM2000 is powered (MCB/COMPUTER CONTROL CB) by TLPR #1 contacts after engine shutdown.

If the COMPUTER CONTROL circuit breaker is opened and the engine then shut down, the DCL will not be driven to the shorting position. However, the ASG control system will apply a hard crowbar at both TCCs to discharge the DC link as soon as the COMPUTER CONTROL circuit breaker is opened.

TO ENSURE THE DCL IS ALWAYS DRIVEN TO THE SHORTING POSITION, DO NOT OPEN THE COMPUTER CONTROL CIRCUIT BREAKER AND THEN SHUT DOWN THE ENGINE.When an inverter is in CUT-OUT position, the DC Link for that inverter is not shorted since the DCL switch is in the middle position.


2.3 MANUAL DISCHARGE

2.3.1 Grounding And Shorting Cable For External Access Panel

Use the High Voltage Probe/Meter (p/n 40054122). Make sure that it is in the2 VDC range because the probe has an attenuation of 1000:1. For example, if youread 1.5 V on your meter, there is 1500 V on the measuring point. Verify the prop-er function of the voltmeter by measuring a known voltage source such as the lo-comotive battery.

2.3.1.1 Grounding Point

Connect the leg Ground of the 6-Leg External TCC Shorting Cable (p/n40075113) to the grounding bolt on the left hand side of the access panel. Attachthe alligator clip of the High Voltage Probe to the ground clamp of the shortingcable.

2.3.1.2 Measuring Voltage On Point P

Measure the voltage between the grounding bolt and terminal P. If the voltage isless than 20 V DC, attach the leg P of the shorting cable to terminal P. If it is morethan 20 V DC, connect the Discharge Resistor Asm. (p/n 40075115) between thosetwo points for at least 30 seconds and then repeat the voltage measurement. Do notproceed to other terminals, until the short circuit connection between Ground andP is done.

2.3.1.3 Measuring Voltage On Point N

Measure the voltage between the grounding bolt and terminal N. If the voltage isless than 20 V DC, attach the leg N of the shorting cable to terminal N. If it is morethan 20 V DC, then refer to section 2.3.1.2

2.3.1.4 Grounding and Measuring Voltage On Points U, V, and W

Repeat the steps of measuring and shorting between Ground and the terminals Uand V and W in the same way as described in section 2.3.1.2 and 2.3.1.3.

2.3.1.5 Short Circuit Connection

Leave this short circuit connection in place and remove the High VoltageProbe/Meter.


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-11.tiff

SHORTING CABLE ACCESS PANEL - MEASURING POINT

EXTERNAL ACCESS PANEL WITH GROUNDING CABLES


2.3.2 Grounding and Shorting Cable for the Main Bus

There is no direct access possible to capacitors C1 ... C8 and C21 ... C24 sincethere are busbars, cables and Gate Units in the way. On the other hand, there is suf-ficient space (more than 1 foot) between the work area and those capacitors in caseof Phase Module or Gate Unit exchange. Therefore the 4-Leg Main Busbar Short-ing Cable (p/n 40075112) will not be applied to those capacitors directly, but tothe “Main Bus” (also called the “vertical bus” and the “low inductance bus”).

Use the High Voltage Probe/Meter (p/n 40054122). Make sure that it is in the 2 VDC range because the probe has an attenuation of 1000: 1. Example: If you read1.5 V on your meter, there is 1500 V on the measuring point. Verify the properfunction of the voltmeter by measuring a known voltage source such as the loco-motive battery. Make sure by visual inspection that there are no loose connectionson the bottom of the Main Busbar.


Connect the leg Ground of the 4-Leg Main Busbar Shorting Cable (p/n 40075112)to the 5/16 inch grounding stud at the left hand bottom front of the inverter. Attachthe alligator clip of the high voltage probe to the ground clamp of the shorting ca-ble.

2.3.2.2 Measuring Voltage On Point P

Measure the voltage between the grounding stud and the busbar with the labelMEASURING POINT “P”. If the voltage is less than 20 V DC, attach the P leg ofthe shorting cable to this busbar. If it is more than 20 V DC, connect the DischargeResistor Asm. (p/n 40075115) between those two points for at least 30 seconds andthen repeat the voltage measurement. Do not proceed to other terminals, until theshort circuit connection between Ground and this busbar is done.

2.3.2.3 Measuring Voltage On Point R

Measure the voltage between the grounding bolt and the busbar with the labelMEASURING POINT “R”. If the voltage is less than 20 V DC, attach the R legof the shorting cable to this terminal. If it is more than 20 V DC, then refer to thesection 2.3.2.2.

2.3.2.4 Measuring Voltage On Point N

Measure the voltage between the grounding stud and the busbar with the labelMEASURING POINT “N”. If the voltage is less than 20 V DC, attach the N legof the shorting cable to this terminal. If it is more than 20 V DC, then refer to thesection 2.3.2.2.




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For a detailed description to remove DC Link and Snubber Capacitors, refer to therelevant section of the GT46MAC Traction Inverter Service Manual.

NOTEIf the 4-Leg Shorting Cable is in the way of work (e.g. if the lowest Phase Module needs to be exchanged), it is perfectly OK to move the shorting cable to equivalent busbars located higher on the Main Bus.

Measuring Points for DC-Link and Snubber Capacitors

DCL Grounding Cables


2.3.3 Grounding and Shorting Cable for Grounding Capacitors

The 7-Leg Shorting Cable needs to be installed only, if work needs to be done onthese capacitors or in their immediate vicinity.

Use the High Voltage Probe/Meter (p/n 40054122). Make sure that it is in the 2 VDC range because the probe has a attenuation of 1000: 1. Example: If you read 1.5V on your meter, there is 1500 V on the measuring point. Verify the proper func-tion of the voltmeter by measuring a known voltage source such as the locomotivebattery.


Connect the leg Ground of the 7-Leg Grounding Capacitor Shorting Cable (p/n40075114) to the left-most vertical cable cleat stud on the ceiling of the inverter.Attach the alligator clip of the high voltage probe to the ground clamp of the short-ing cable.

2.3.3.2 Measuring Voltage On C15 (Left-Hand Terminal)

Measure the voltage between the grounding point and the left-hand terminal of C15. If the voltage is less than 20 V DC, attach one leg of the shorting cable to theleft hand terminal of capacitor C15.

If it is more than 20 V DC, connect the Discharge Resistor Asm. (p/n 40075115)between those two points for at least 30 seconds and than repeat the voltage mea-surement. Do not proceed to other terminals, until the short circuit connection be-tween Ground and this terminal is done.

2.3.3.3 Measuring Voltage On C15 (Right-Hand Terminal)

Measure the voltage between the grounding point and the right-hand terminal ofcapacitor C15. If the voltage is less than 20 V DC, attach the next leg of the short-ing cable to this terminal. If it is more than 20 V DC, then refer to the section2.3.3.2.

2.3.3.4 Voltage Measurements On C11 and C12

Repeat the steps of measuring and shorting between Ground and the terminals ofthe capacitors C11 and C12 in the same way as described in section 2.3.3.2 and2.3.3.3.



WARNINGMake sure that the grounding clamp is connected to the metal capand not to the ceramic body of the insulator nor to any painted metal.


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MEASURING POINTS FOR GROUNDING CAPACITORS


2.3.4 Grounding and Shorting Cable for the Phase Modules

The 7-Leg Shorting Cable for the Phase Modules needs to be installed only if aPhase Module needs to be exchanged or if cables or busbars connected to it needto be disconnected. The other two Phase Modules need not be grounded and short-ed as long as their connection to the Main Bus is proper. For the exchange of a GateUnit, the Phase Modules need not be grounded and shorted as long as their con-nection to the Main Bus is proper.

Before the 7-Leg Shorting Cable can be installed, the 4-Leg Shorting Cablefor the Main Bus and the 6-Leg Shorting Cable on the External Access Panelhas to be installed (refer to chapters 2 and 3).

Inside each Phase Module are 6 capacitors, thus there is no direct access possibleto these capacitors. The 7-Leg Phase Module Shorting Cable (EMD p/n40075117) cannot be applied to those capacitors directly, but can be applied to the6 busbars coming out of each Phase Module.

Before the Phase Module can be exchanged, the Gate Unit has to be removed. Af-ter the visual inspection has shown that the connections on the Phase Module ter-minals and the Main Bus are solid, the Gate Unit can be disconnected andremoved. After the Gate Unit is gone, there is sufficient space for, grounding andshorting of the Phase Module.

Tiff #4 (GRDCAP 2)

GROUNDING CAPACITORS WITH GROUNDING CABLES


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Connect the leg “Ground” of the 7-Leg Phase Module Shorting Cable (EMD p/n40075117) to the grounding bolt on the right hand side of the metal collar aroundthe Phase Module.

2.3.4.2 Busbar Connections

Attach the legs “1” through “6” to the respective terminals on the Phase Module.Probing is not necessary, since the Shorting Cable on the Main Bus and on the Ex-ternal Access Panel has discharged possible voltage inside the Phase Module. Thecable must be placed on the busbar on the face plate of the Phase Module so it stillprovides shorting and grounding protection after the cables and the external bus-bars to the Phase Module are removed (in case of a Phase Module exchange).


Leave this short circuit connection in place while the Phase Module is being re-moved and in the warehouse as well, since voltage could come out unexpectedly.

Phase Module Internal Capacitor - Measuring Points


Phase Module With Grounding Cable


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2.4 REMOVAL PROCEDURE FOR CAPACITORS

2.4.1 DC Link Capacitor Removal

The following procedure should be used to remove a DC Link Capacitor:

1. Attach 6-Leg External Shorting Cable (p/n 40075113), probe inverter, andattach inside 4-Leg Shorting Cable (p/n 40075112).

2. Visually inspect DC link capacitor for signs of damage and to verifyproper connection to Main Bus.

3. With a Differential High Voltage Meter (p/n 40075116), probe each of the8 capacitor between their two terminals and each terminal against ground.Use Discharge Resister Assembly (p/n 40075115) to dissipate residualvoltage if necessary.

4. Prepare back of inverter for removal of capacitor. 5. Disconnect capacitor from Main Bus. 6. Wearing high voltage gloves, remove capacitor from inverter. 7. Once capacitor is removed, probe it an attach shorting strap to capacitor

terminals. 8. With the defective capacitor and new capacitor shorted, the gloves can be

removed. 9. Remove mounting brackets from old capacitor and attach to the new

capacitor. 10. Wearing high voltage gloves, remove the shorting strap from the new

capacitor and slide it into place. 11. Once the new capacitor is in place, the gloves can be removed and the

washers and nuts attached to secure the capacitor.

2.4.2 Removal of Grounding Capacitors (C11, C12, or C15)

If work is to be performed that requires removal of a grounding capacitor:

1. Remove the two legs of the 7-Leg shorting cable from the capacitor to be removed.

2. Disconnect the wires from both terminals of the capacitor. 3. Apply a suitable shorting wire or jumper to the terminals of the capacitor

as soon as the terminals are accessible. Avoid any unnecessary contactwith the capacitor terminals before and after the shorting wire or jumperhas been applied.

4. Proceed with the removal of the capacitor.

Reinstallation would follow the same process in reverse where the shorting wireor jumper on the terminals would be left intact until the capacitor is ready to beconnected to the wires inside the TCC cabinet. If questions arise from this proce-dure please seek technical assistance from qualified personnel.

NOTE For a detailed procedure of removing TCC capacitors (DC Link Capacitors, Snubber Capacitors, Grounding Capacitors, and Phase Modules With Internal Capacitors) see Traction Converter Cabinet Operating Instructions, Chapter 3.


3.0 SPECIAL SITUATIONS

3.1 RUNNING GEAR PIT INSPECTIONIf a pit inspection on a GT46MAC does not involve inspection of traction motorhigh voltage electrical connectors, then isolate the unit.

An AC traction motor with reverser centered and Isolation Switch in RUN has novoltage applied to it unless there is a fault inside a TCC cabinet and the DC Linkis charged. Thus a dangerous situation can occur if each of the following threeconditions are present at the same time.

1. The DC Link is charged (Isolation Switch in RUN)

2. A TCC fault is present

3. There exist broken or cracked insulation.

Of the 3 conditions listed above only condition #1 is easily verifiable from insidethe locomotive cab.

3.2 PINION CUTTING PROCEDUREObserve GT46MAC Discharge Procedure and handle pinion cutting as a Mechan-ical item in Maintenance.

3.3 IN-FIELD TRACTION MOTOR CHANGEOUT PROCEDURE

If a traction motor(s) require changeout in the field, it must be handled as if it wasbeing replaced in a repair facility. Follow instructions as outlined in theGT46MAC Discharge Procedure Flowchart (Chapter 1.2) and manual discharge(Chapter 2.3).

WARNINGThis is applicable to inspections only. If truck repairs or motor change-outs are to be made then refer to DC link discharge proce-dure. All workers should report any cable damage to a supervisor or other qualified individuals and stop any work or inspection on that locomotive. Disposition should be made by the qualified personnel prior to commencing any work or inspection.


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4.0 GLOSSARY OF TERMS ABBREVIATIONS

• ASG - Traction Control Computer • DCL - DC link • IPR - Inverter Protection Resistor • TCC - Traction Converter Cabinet • SCR - Silicon Controlled Rectifier

Before performing work on any of the 9 items listed below refer to GT46MACdischarge procedures.

Traction Converter Cabinets (TCC1,TCC2) - The TCCs house the DC linkcapacitors. TCC1 is for truck 1, TCC2 is for truck 2.

DCL Capacitors - Each TCC cabinet contains eight DCL capacitors. Thesecapacitors are tied to a common busbar and can exceed 3400 V.

Main Generator - DC Link voltage is present when Isolation switch is in RUNand the TCCs DC LINK capacitors are charged up. This voltage is normallydissipated when the Isolation Switch is put in ISOLATE.

Brake Grids - The brake grids are one of the methods used to discharge the DClink capacitors.

IPR/Damper Resistors - The #1 IPR/Damper is mounted on the Inertial FilterCompartment wall, while #2 IPR is mounted on the end of the engine radiatorsabove the water pumps or on top of the #2 TCC cabinet. These are behind wirescreens and at positive potential (+300 to +1300 V) above ground whenever theDC link is charged. These dampers are discharged when the DC link capacitorsare discharged.

High Voltage Cabinet - DC link voltage is present in the “red zone” (voltagefeedbacks to the EM2000 and the Ground Relay circuit) and in the cabling to theB and DCL switchgear. The door interlock prevents the doors from opening whilethe Isolation Switch is in RUN. When placed in ISOLATE, the DC link is nor-mally discharged and the high voltage cabinet doors can be opened, but no devicein the red zone should be touched. Care should be taken if the Isolation Switch isplaced in RUN for testing purposes with the doors open.

Traction Motors - Traction motors are connected to the TCCs and at idle have novoltage across them unless a fault has occurred in the TCC.

DC Link Reactor - The DC link reactor is located under a metal enclosure in theInertial Filter compartment. This reactor is electrically between the High Voltage(#1) Cabinet and the #2 Traction Converter Cabinet TCC2.

Low Voltage Electrical - Low voltage electrical includes control circuits whichare powered by the 64 VDC locomotive battery, by 74 VDC auxiliary generatoroutput, and circuits which are powered by 230 VAC companion alternator output.

NOTEA TCC computer door can be opened without danger as there is only 24 VDC and 74 VDC circuits inside that part of the TCC. The TCC computer circuit breaker must be switched off before any TCC computer modules are removed.


5.0 LIST OF TOOLING

Special Tools Part #High Voltage Probe/Meter - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 40054122Differential HV Meter- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 40075116Discharge Resistor Asm. - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 400751153-Leg DCL Capacitor Shorting Wire - - - - - - - - - - - - - - - - - - - - - - 400751114-Leg Main Busbar Shorting Cable - - - - - - - - - - - - - - - - - - - - - - - 400751126-Leg External TCC Shorting Cable - - - - - - - - - - - - - - - - - - - - - - 400751137-Leg Grounding Capacitor Shorting Cable - - - - - - - - - - - - - - - - - 400751147-Leg Phase Module Shorting Cable - - - - - - - - - - - - - - - - - - - - - - 40075117DCL Capacitor Cover - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 40075118


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6.0 LIST OF SAFETY NAMEPLATES

Nameplate Part #Outside TCC Cabinet: Danger-High Voltage - - - - - - - - - - - - - - 40075120

Shorting Cable Access Panel - - - - - - - - 40075121Electrical Control Cabinet: GT46MAC Discharge Flow Chart - - - - - 40078060Inside TCC Cabinet: DC Link Negative - - - - - - - - - - - - - - - - 40055250

DC Link Positive - - - - - - - - - - - - - - - - 40055251 Danger-High Voltage - - - - - - - - - - - - - 40075120


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Appendix D. TROUBLESHOOTING FLOWCHARTS

TROUBLESHOOTING FLOWCHARTS D-1

Appendix D-2 GT46MAC Locomotive Service Manual

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PROCEDURES FOR DETECTING LOW VOLTAGE AND AC GROUNDS

EQUIPMENT REQUIRED

• 15 Watt 74 Volt Test Light

• If locomotive is equipped with a DVR, a paper clip is needed toaccess the test points

PROCEDURE LOW VOTLTAGE GROUNDS

Before testing the locomotive for low voltage grounds, make certain that theunit is isolated from other locomotives. Disconnect the front and rear MUjumper cables if MU’d to another locomotive. While checking for low voltagegrounds, it is imperative that the 15 Watt test light be used.

1. Close all the circuit breakers.

Troubleshooting TipBefore checking for low voltage grounds, verify the operation of the test light by applying the leads to the positive and negative sides of the Battery Knife Switch Test Points.


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PROCEDURE FOR AUX. GEN. AC GROUNDS

The aux. gen. supplise power for several accessories. Generally, most locomo-tive orders have accessories that include the HVAC (heater), heated windowsand GTO power supplies. However, other orders may have more accessoriesthan previously mentioned. Refer to the appropriate locomotive schematic foraccessories within the aux. gen. circuit. Currently, there are several regulationdevices used to control the aux. gen. output (a DVR is used on theGT46MAC). The aux. gen. circuit should be inspected for grounds per the fol-lowing steps.

1. Start the locomotive

2. Apply one of the leads (dont’t worry about the polarity) to test pointphase A if equipped with a DVR. Place the remaining lead toground.

3. Turn on all the accessories found in the appropriate locomotiveschematic. The test light should not illuminate.

4. Repeat steps 2 and 3 for the remaining test points on the DVR(phases B and C)

PROCEDURE FOR AC GROUNDS

The companion alternator’s output (stator) windings produce voltage for bothaccessory loads and main generator excitation. Depending on locomotiveorder, the CA meets the demands of accessory loads such as cooling fans, TCCblower motor’s, TCC electronics blower and inertial filter blower motor. TheMG field excitation is obtained by tapping off of the output windings.

Figure 0-1.Test Point Location

WARNINGIf the procedure is performed with a meter, there will usually be some sort of voltage detected and often will result in hours of useless troubleshooting. Only use a meter to qualify the wiring after the circuit with the low voltage ground has been identified with the test light.


1. At the circuit breaker and test panel compartment, locate the yellowtest point marked as “ALT VOLTS (AUX)-Companion AlternatorVolts”.

2. At the “ALT VOLTS (AUX)”, insert one end of the light bulb leadinto TP7. Connect the other end of the 15W light-bulb jumper toground. Perform the following tests from the self-test menu (makesure to wait for all contactors in the respective circuit to pick uplow/high):

• TCC Blower Test

• Cooling Fan Test

3. Repeat step 2 in a similar fashion for TP8 & TP9. The test lightsshould not come ON during any part of this test.

4. Check the Excitation circit by setting the locomotive up in throttleone stall condition

Connect the test lamp as per steps 2 and 3. The test light should notcome on during any part of this test.

NOTE:Before ferforming the following test procedures found in steps 2, 3 and 4 verify the voltage output by first connecting a voltmeter instead of the test lamp. If the voltage at any time raises above the rated voltage of the test lamp,, do not perform this procedure.

CAUTION:All safety rules relavent to securing a locomotive against movement must be observed.

• apply the handbrake

• make a full independant brake application.


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Service Manual EMD

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