MP36

MotivePowerA Wabtec Company

MP36PH-3CMBTA Units 010 and 011

OPERATOR’S MANUAL

MU COMM

DANGER! 480 Volts AC2060355

COMM MU

DANGER! 480 Volts AC2060355

010

1 1

MP36PH-3C, MBTA Units 010 and 011 Foreword MP36PH-3C, MBTA Units 010 and 011 Foreword

January 2011 January 2011

January 2011

MotivePower Inc.4600 Apple Street

Boise, Idaho 83716Telephone: (208) 947-4800

OPERATOR’SMANUAL

MP36PH-3C MBTA Units 010 and 011

Foreword MP36PH-3C, MBTA Units 010 and 011

2January 20112


January 2011

1st Edition, January 2011© Copyright 2011

MotivePower, Inc. All rights reserved. Neither this document, nor any part thereof, may be printed without the expressed written consent of MotivePower, Inc. Con-tact MotivePower, Inc., 4600 Apple Street, Boise, Idaho 83716, Telephone: (208) 947-4800.

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Foreword

The MP36PH-3C locomotive is manufactured by MotivePower, Inc., in Boise, Idaho.

This manual contains a detailed description of the MP36PH-3C locomotive, and a guide to the operation of the locomotive and its equipment. The information herein is compiled for this locomotive model and supplements other applicable railroad handling instructions.

The information contained in this Operator’s Manual is based solely on the MP36PH-3C locomotive, manufactured by MotivePower, Inc., and may not address or represent subsequent changes or modi cations made by others.

Purpose

The purpose of this manual is to familiarize the operating crew with the MP36PH-3C locomotive systems, operation, and troubleshooting procedures. Locomotive familiarization increases dispatch reliability and safety, and reduces downtime.


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TABLE OF CONTENTS

Description Page

Section 1 - General Description

1.1 General Data 1-2 Top View 1-4 Right Side View 1-5 Left Side View 1-6 Left Side View (Showing Equipment) 1-7 Front End View 1-8 Rear End View 1-8 Cab Arrangement (Front View from Inside Cab) 1-9 Cab Arrangement (View of Rear Wall from Inside Cab) 1-10 Cab Arrangement (Plan View) 1-11

1.2 General Description 1-12

1.3 Locomotive Propulsion 1-13

1.4 Locomotive Equipment 1-16 1.4.1 Operator’s Control Console 1-17 1.4.1.1 Operator’s Console - Left Side 1-18 1.4.1.2 Operator’s Console - Left Corner Panel 1-22 1.4.1.3 Operator’s Console - Front Desktop Panel 1-26 1.4.1.4 Operator’s Console - Desktop 1-28 1.4.1.5 Operator’s Console - Lower Left Side 1-36 1.4.1.6 Operator’s Console - Lower Front Wall Panel 1-36 1.4.1.7 Operator’s Console - Right Wall Panel 1-37 1.4.2 Upper Console 1-38 1.4.3 Helper’s Console and Area 1-46 1.4.3.1 Helper’s Console - Desktop 1-46 1.4.3.2 Helper’s Console - Front Panel 1-46 1.4.3.3 Helper’s Area 1-47 1.4.4 Short Hood Equipment 1-50 1.4.4.1 Event Recorder/Alerter Equipment 1-51 1.4.4.2 Air Brake Equipment 1-52 1.4.4.3 Communications System 1-54 1.4.4.4 Cab Signal and ACSES Equipment 1-54 1.4.4.5 Fusees and Torpedoes Box 1-54 1.4.4.6 110 VAC Outlet 1-54

1.4.5 High Voltage Cabinet 1-55 1.4.5.1 Engine Control Panel 1-57


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January 2011

1.4.5.2 Circuit Breaker Panels #1 and #2 1-59 1.4.5.3 Circuit Breaker and Test Panel 1-63 1.4.5.4 Fuse and Switch Panel 1-65 1.4.6 Subbase Compartment Equipment 1-67 1.4.6.1 Dead Engine Cutout 1-67 1.4.6.2 26-LU-L Panel 1-68 1.4.6.3 30-CW Module 1-69 1.4.7 Accessory Rack 1-70 1.4.7.1 Engine Starting Controls 1-71 1.4.7.2 AC Cabinet 1-72 1.4.7.3 Layover Battery Charger 1-73 1.4.8 Layover Protection System 1-74 1.4.9 Head End Power (HEP) System 1-75 1.4.9.1 HEP Remote Control Panel 1-76 1.4.9.2 HEP Equipment Room 1-80 1.4.10 Microprocessor Systems 1-89 1.4.10.1 QES-III Locomotive Control System 1-89 1.4.10.2 Event Recorder/Alerter System 1-109 1.4.10.3 Cab Signal System 1-115 1.4.10.4 ACSES System 1-117

Section 2 - Operation

2.1 Operation - General 2-2

2.2 Ground Inspection 2-2

2.3 Lead Unit Cab Inspection 2-3

2.4 Engine Room Inspection 2-4

2.5 Engine Inspection 2-5

2.6 Trailing Unit Cab Inspection 2-5

2.7 QES-III Locomotive Control Operation 2-7 2.7.1 MMI Screens, Messages, and Alarms 2-8 2.7.2 Blended Brake Operation 2-16 2.7.3 Traction Motor Cutout 2-17 2.7.4 Ground Relay 2-17 2.7.5 Engine Speed Governor 2-18 2.7.6 Engine Protection/Shutdown 2-19

2.8 Starting The Diesel Engine 2-20

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2.9 Starting Trailing Unit Diesel Engine 2-26

2.10 Placing Units “On Line” 2-26

2.11 Precautions Before Moving Locomotive 2-27

2.12 Handling A Light Locomotive 2-28

2.13 Draining Main Air Reservoirs 2-29

2.14 Coupling Locomotive Units Together 2-29

2.15 Coupling Locomotive to Train 2-31

2.16 Starting a Train 2-32

2.17 Accelerating a Train 2-33

2.18 Air Braking with Power 2-34

2.19 Operating Over Rail Crossing 2-34

2.20 Running Through Water 2-34

2.21 Wheel Slip Correction 2-35

2.22 Locomotive Speed Limit 2-35

2.23 Mixed Gear Ratio Operation 2-36

2.24 Double Heading 2-36

2.25 Operation in Helper Service 2-36

2.26 Blended Braking 2-37

2.27 Dynamic Brake Wheel Slip Control 2-39

2.28 Isolating a Unit 2-39

2.29 Changing Operating Ends 2-39

2.30 Stopping Engine (Propulsion) 2-42

2.31 Freezing Weather Precautions 2-43


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2.32 Draining the Cooling System 2-44

2.33 Towing the Locomotive in Consist 2-45

2.34 Lead Unit Hep Operation with Dead (Towed) Trailing Unit 2-46

2.35 Operation - Head End Power System 2-472.35.1 AC HEP Power Trainline Setup 2-48

2.35.2 HEP Start Sequence/Putting HEP on Line 2-49 2.35.3 HEP Interrupt Sequence 2-49 2.35.4 HEP Restore Sequence 2-50 2.35.5 HEP Shutdown 2-50 2.35.6 HEP Fault Conditions 2-50

2.36 Layover Protection 2-53

2.37 Communications System Operation 2-55

2.38 Cab Signal (ATC) System Operation 2-572.38.1 Cab Signal Equipment 2-57

2.38.2 Signal Aspect Downgrade Alert 2-61 2.38.3 Signal Aspect Upgrade Alert 2-61 2.38.4 Penalty Brake Application 2-61 2.38.5 Overspeed Penalty Suppression 2-62 2.38.6 Penalty Reset 2-63 2.38.7 Non-Cab Territory Operation 2-63 2.38.8 Positive Stop 2-64 2.38.9 ATC Departure Test 2-64

2.39 ACSES System Operation 2-682.39.1 ACSES Equipment 2-68

2.39.2 ACSES Operation 2-70 2.39.3 ACSES Departure Test 2-76

2.40 Automatic Engine Start/Stop (AESS) System 2-782.40.1 Enabling AESS 2-79

2.40.2 Delaying AESS 2-80 2.40.3 Disabling AESS 2-81

Section 3 - Troubleshooting

3.1 Troubleshooting Introduction 3-23.2 QES-III Alarms and Messages 3-23.3 Troubleshooting Charts 3-26

1-1 1-1

MP36PH-3C, MBTA Units 010 and 011 Section 1 - General Description MP36PH-3C, MBTA Units 010 and 011 Section 1 - General Description


SECTION 1

GENERAL DESCRIPTION

Section 1 - General Description MP36PH-3C, MBTA Units 010 and 011

1-2January 20111-2


January 2011

1.1 General Data

Model Designation MP36PH-3CLocomotive Type (B-B) 0440Locomotive Horsepower 3600Control System Q-Tron QES-IIIDiesel Engine Model 645F3B Type Turbocharged Number of Cylinders 16 Cylinder Arrangement 45° “V” Bore and Stroke 9-1/16” x 10” Operating Principle Two Stroke Cycle, Turbocharged, Unit Injection, Water-Cooled, EPA Tier I Emission Compliant Maximum Speed 954 RPM Idle Speed (Normal) 270 RPM Idle Speed (Low) 200 RPMMain Generator Model AR10/CA5 Traction Alternator AR10 Recti ed Output Maximum Volts 1400 Volts Number of Poles 10 Nominal Voltage (DC) 600 Frequency (at 954 RPM) 79.5 Hz Maximum Continuous Current Rating 4800 Amps Companion Alternator CA5 Nominal Voltage (3 Phase AC) 220 Volts Number of Poles 16 Frequency (at 954 RPM) 127.2 HzAuxiliary Generator A-8589 AC Output (3 Phase AC) 55 Volts Recti ed DC Output 74 Volts Rating 18 kWHead End Power System (HEP): HEP Alternator Marathon 572RSL4841 Nominal Voltage (3 Phase AC) 480 Volts Maximum Current per Phase 902 Amps Number of Poles 4 Available Power Output 600 kW Frequency 60 Hz HEP Engine CAT C18 Type Water Cooled, Dual Turbocharged Diesel Full Speed 1800 RPM Arrangement/Number of Cylinders Inline-6

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Traction Motors D87 BTR Number 4 Continuous Current Rating 1200AmpsTruck Model Blomberg Type Outside Swing Hanger Wheel Base 9’ 0” Number of Wheels per Truck 2 Pair Wheel Diameter 40” Gear Ratio 60:17 Axle Bearings “GG”Air Compressor Model WLNA9S Type Two-Stage Number of Cylinders 3 Cooling Engine Coolant (Water) Lube Oil Capacity 10.5 gal. Capacity at 900 RPM 254 CFM Air Brake Schedule 26-LU-L Type Air/Dynamic BlendedStorage Battery Number of Cells Two 32-cell (unitized) batteries Voltage 64 VDC Rating (8 Hour) 530 Amp Hr.Major Dimensions Height Over Cab and Carbody 15’ 5” Width over Cab Hand Rails 10’ 7-1/2” Length Over Coupler Pulling Faces 70’ 0” Bolster Centers 43’ 3” Loaded Weight on Rails (Nominal) 295,000 lbs.Supplies Fuel Capacity (including 100 gal. retention tank) 2500 gal. Lube Oil Capacity 243 gal. Jacket Water Cooling System Capacity 254 gal. Aftercooler System Capacity 46 gal. HEP Cooling System Capacity 27 gal. HEP Lube Oil Capacity 10 gal. Sand Capacity: Cab End (2 at 7 cu. ft. each) 14 cu. ft. Rear End (2 at 10 cu. ft. each) 20 cu. ft.Curve Negotiation Capability

Single unit minimum curve radius 23.1° or 248 ft.Two similar units coupled 18.2° or 315 ft. Locomotive coupled to 85 ft. car 18.2° or 315 ft.

Top Speed (based on overspeed setting) 79 MPH


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Figure 1-5: MP36PH-3C Locomotive Front End View

Figure 1-6: MP36PH-3C Locomotive Rear End View

1. Air Hose Access2. Uncoupling Lever3. 480 VAC Receptacles (red)4. 27-Pin Car Control Recept. (red) 5. Crossing/Marker Lights

6. Number Board7. Sand Fill8. Mirror9. Front Headlights10. Radio Antenna

11. ACSES Antenna12. 27-Pin Loco MU Recept.

(yellow)13. Grab Iron14. Snow Plow15. F-Type coupler

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1. 480 VAC Receptacle2. Grab Irons3. Air Manifold and Hoses4. Uncoupling Lever5. 27-Pin Car Control

Receptacle (red)

6. 27-Pin Loco MU Receptacle (yellow) 7. Sand Trap Access 8. Rear Headlights 9. Platform Light10. Sand Fill

11. Rear Carbody Door12. Handrails13. Safety Chain14. F-Type Coupler

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Figure 1-7: Cab Arrangement, Front View from Inside Cab


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January 2011

Figure 1-8: Cab Arrangement, View of Rear Wall from Inside Cab

1. Door to Engine Room2. Card Holder3. Circuit Breaker Panels (behind cabinet door)4. Engine Control Panel5. Man-Machine Interface (MMI) Screen6. Refrigerator7. Lockable Foot Locker8. Subbase High Voltage Cabinet Doors9. Fusee Box

QES

4

6

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1

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LAYOVER

PRO TEC TI ON

ENG PURG E

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RUN

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DANGERHIGH VOLTAGE

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MAIN ENGI NESTART

DYNBRAKE

MOTOR CUTOUT

1. SET ISO LAT IO N SWI TC H TO "I SOL ATE"

2. SELEC T M OTOR TO BE C UTOU T FROM D ISPLAY

3. RETURN ISO LAT IO N SWI TC H TO "R UN"

PRESS AND RELEASE ENGI NE

START SWITCH TO INIT IATE

STARTING SEQU ENCE

PRESS EFCO SWI TC H TO STOP

STAR TING SEQU ENCE

ACSES STOP BY-PASS

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Figure 1-9: Cab Arrangement, Plan View

1. Refrigerator2. Left Cab Door 3. Fire Extinguisher4. Helper’s Seat5. Helper’s Console6. Emergency Brake Handle7. Sand Boxes8. Air Brake Equipment9. ACSES System

10. Cab Signal System11. Operator’s Console 12. Throttle13. Brake Handle Unit14. Operator’s Seat15. Strip Heaters16. Access Trap Doors17. Right Cab Door 18. Engine Room Door

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1.2 General Description

The MP36PH-3C, illustrated in Figure 1-1 through 1-9, is a new diesel-electric locomotive developed for passenger service. The locomotive has a sleek aerodynamic cab/nose that provides a modern, comfortable environment for the crew. The cab is well insulated for temperature and noise control, with the noise controlled to not exceed 82 dBA. The operator’s position features a console control station.

The MP36PH-3C is equipped with a turbocharged 16 cylinder diesel engine that devel ops 3600 horsepower at maximum RPM. The main generator converts this mechanical energy into elec trical energy which is distributed through the high voltage cabinet to the traction motors. Each of the four traction motors is directly geared to a pair of driving wheels. This model has 60:17 gearing and a maximum operating speed limit of 79 MPH.

The MP36PH-3C is equipped with a 600 kW Head End Power (HEP) generating system consisting of a Caterpillar C18 Series dual turbocharger diesel engine driving a Marathon alternator. Adjacent electrical cabinets house all HEP related control equipment and switchgear.

The HEP system generates AC power for electric heating, air conditioning and car lighting for the entire train. The operating controls and ap propriate warning lights for this equipment are lo cated on the upper door of the HEP control cabinet in the HEP compartment. An additional set of HEP system switches and warning lights are also located on the HEP remote control panel in the cab, as well as the 2-position HEP Trainline Setup switch that con trols the transfer of the trainlined AC power load.

While each locomotive is an independent power source, several may be combined in multiple operation to increase load capacity. The operating controls on each unit are jumpered or “trainlined” to allow all the locomotives to be simultaneously controlled from the lead unit. Control system interlocking prevents paralleling of HEP systems between loco motives.

Figure 1-4 shows the general arrangement of the loco motive and identi es the major components.

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1.3 Locomotive Propulsion

The main diesel engine is the source of locomotive power. Unitized storage batteries provide the energy re quired to start the diesel engine. The engine start switch controls battery power to the two starting motor solenoids mounted at the lower rear right side of the engine. These electrical solenoids engage the starting motor pinions with the engine ring gear. When both pinions are engaged, battery power is applied to the starting motors to crank the diesel engine.

The QES-III microprocessor locomotive control system will automatically control the purge operation during initial starting. However, if the engine should hydraulically lock up during engine purge, then the cylinder test valves must be manually opened and the engine cranked over through one complete revolution. This action will purge any undesired liquids that may have collected in the cylinders and prevent damage to the piston assembly. After manual purging, the cylinder test valves must be closed before starting the engine.

The diesel engine also must be primed with fuel prior to starting. The QES-III system automatically primes the engine when the START pushbutton is pressed by ap plying battery power to the fuel pump which pressur izes the injector system with fuel. The fuel pump moves the fuel from the fuel tank under the locomo tive to the injectors. After the entire system has been supplied fuel, and the injector racks positioned, the cylinder will re when the engine is cranked. With the engine running, the fuel pump motor is powered directly by the auxiliary generator.

The diesel engine, when running, directly drives three electrical generators and their associated cooling fans, a multi-cylinder air compressor, traction mo tor blowers, and the water and lube oil pumps. The engine-driven components of the locomotive system must convert the engine power to other forms of energy to perform their individual functions.

1. The AR10 main alternator rotates at engine speed generating alternating current (AC) power. This power is then converted to direct current (DC) power by internal recti er banks and directed to the traction motors.


1-14January 20111-14


January 2011

2. The CA5 companion alternator is physically coupled to the AR10 main alternator. It supplies current to excite the main generator eld and to power the radiator cooling fans, the inertial lter blower and various transductors and control devices.

3. The AC auxiliary generator is driven by the en gine gear train at three times engine speed. It provides 55 volt AC power which is rectifed through a full wave bridge to 74 VDC for excitation current to the CA5 companion alternator. The auxiliary generator also supplies the 74 volt power needed for locomotive con trol, cab strip heaters, locomotive lighting, and battery charging circuits.

4. The air compressor, located directly behind the accessory rack, supplies the necessary air pres sure for brakes and other pneumatic devices such as sanders, windshield wipers, shutter op erating cylinders, and horns.

5. The engine gear train drives two centrifugal wa ter pumps which circulate coolant through the engine.

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

Major components of the diesel-electric power sys tem take power from the diesel engine. The electri cal nature of this system is seen in the conversion, application, and control of that power.

The AR10 main generator supplies electrical energy to the high voltage control cabinet. This cabinet controls the distribution of power to the traction mo tors by means of its internal switchgear. The switch gear consists of power contactors, relays, and switches which direct the ow of power as dictated by the control circuits. The control circuits are low voltage (74 volt DC) devices that respond to the operating controls in the cab and to operating conditions.

A major part of the locomotive control system in volves the interrelated functions of the throttle, QES-III, and the rack actuator. To provide the smooth start-up acceleration associated with passenger op eration, the traction motors are connected in full parallel.The throttle controls AR10 excitation cur rent, and the engine speed governor (actuator) maintains the set speed in each throttle position.

1-15 1-15



As the throttle is advanced to a higher position, the engine speed increases, and the electrical system causes a larger current to ow in the AR10 eld. This increased excitation current results in an increase in power to the traction motors. Thus, the locomotive power is increased progressively in throttle steps as the engine speed increases.

The rack actuator holds the engine speed at a constant RPM as set by the throttle. It does this by changing the position of the injector racks which control the amount of fuel supplied to each cylinder. Actual operating conditions cre ate varying train loads. When the load changes, the load regulator (QES-III software routine) acts to vary alternator excitation. Thus the load regulator balances the actuator speed setting from the throttle with the engine power level determined by the load.

The MP36PH-3C has four DC traction motors located in the trucks under the locomotive. Each traction motor is geared directly to the axle on which it is mounted. These motors are supplied power through the high voltage control cabinet at the rear of the cab.


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January 2011

1.4 Locomotive Equipment

This section provides a brief description of the con trols and indicating devices used by the locomo tive operator. The majority of these controls and indicators are located in the locomotive cab (Figures 1-7 through 1-9).

An exception is the ENGINE START switch—one is located on the engine control panel in the cab, and the other is located at the equipment rack in the engine room on the right side of the locomotive. One of the two HEP Idle-Run switches is another exception; the primary switch is located on the HEP remote control panel in the cab, and the secondary switch is located on the HEP relay cabinet in the HEP equipment room at the rear of the locomotive. Both switches must be in the HEP RUN position for proper operation of the HEP system. All other basic control equip ment used during locomotive operation are found within the cab. The controls and indicating devices are grouped by area or system as follows:

• Operator’s Control Console • Upper Console• Helper’s Console and Area• Short Hood Equipment• High Voltage Cabinet - Engine Control Panel - Circuit Breaker Panels #1 and #2 - Circuit Breaker and Test Panel - Fuse and Switch Panel • Subbase Compartment Equipment• Accessory Rack - Engine Starting Controls - AC Cabinet• Layover Protection System• Head End Power System• Microprocessor Systems - QES-III Locomotive Control System - Event Recorder/Alerter System - Cab Signal System - ACSES System

1-17 1-17



Figure 1-10: Operator’s Control Console

1.4.1 Operator’s Control Console

The operator’s control console (Figure 1-10) contains switches, gauges, and equipment for operation of the locomotive. The individual components are described, together with their functions, in the following paragraphs.

15

Left Side View

16 17

201918 21

22 2

3

7

8

Front View

1

3

5 6

10111213

14

PENALTY

03

6

9

3

6

AMPS DC X 10

4

9

ADU (Cab Signal/ACSES)1. MU Emergency Stop Switch (Not Shown)2. Radio3. PA/IC System4. Air Gauges5. Traction Motor Ammeter Gauge6. ATC/ACSES Reset Switch7. Alerter Reset Switch8. Brake Handles9. Speed Controller10. Bell Switch11. Horn Lever12. Paper Catch 13. Dual Port Cutout Cock14. Attendant Call Switch 15. Rear Headlight Switch16. Front Headlight Switch17. Reading Light Switch18. Sand - Lead Truck Switch19. Sand - Momentary Switch20. Push-To-Test Indicator Lights21. Crossing Lights Pulser22.


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January 2011

1.4.1.1 Operator’s Console - Left Side

ALARM SILENCER Switch - This red pushbutton switch will silence the alarm bell. The light will remain on to acknowledge the alarm until the condition is corrected.

M.U. EMERG. STOP Switch - This red pushbutton emergency stop switch will shut down the locomotive diesel engine and all other locomotive engines in consist.

READING LIGHT Switch - This sliding switch illuminates the overhead reading light above the operator.

SAND Switches - There are two sand switches. The on-off toggle SAND - MAINTAIN switch activates continuous sanding of the rail in front of the lead trucks when the switch is in the ON position. The SAND - MOMENTARY switch is a pushbutton switch that activates lead truck sanding for as long as the button is depressed.

Operator’s Console Indicator Lights

These indicator lights (Figure 1-11) are push-to-test lights. This feature allows testing of the lamp circuit alone, isolated from its operation in the power control system. When the lens cap is depressed, voltage is supplied to the lamp circuit. After a one-second delay, the light should illuminate. Indicator lights indicate the status of various mechanical and electrical conditions and are identi ed below.

LAYOVER Light - White light indicates the layover system is in operation.

WSD DEF Light - White light indicates that the windshield defrosters are on.

Figure 1-11: Operator’s Console Indicator Lights

LAYOVER

WSDDEF

HOTENG

FILMOTORTRIP

DBCUTOUT

BLENDBRAKE

L.O.SAND

PCSOPEN

WHEELSLIP

GOV6THKD

NOPOWERCHRG

TURBOPUMP

BRAKEWARN

GRDRELAY

AIRCOMP

IND LT PAN #1 IND LT PAN #2 IND LT PAN #3

DOORCLOSELEFT

DOORCLOSERIGHT

1-19 1-19



HOT ENG Light - Red light indicates an overheat condition in the 645F3B main diesel engine. This trips at the point set by the QES-III microprocessor alarm settings.

FILTER MOTOR TRIP Light - White light indicates that the inertial filter blower motor circuit breaker has tripped. This circuit is monitored by the QES-III microprocessor.

DB CUTOUT Light - White light indicates the dynamic brake cutout switch is in the cutout position and dynamic braking is unavailable.

BLEND BRAKE L.O. Light - White light indicates that blended brake operation is locked out and unavailable. This protective function is monitored by the QES-III microprocessor.

SAND Light - White light indicates that sand is being applied to the rail.

PCS OPEN Light - Red light comes on to indicate a safety control or emergency air brake application. The power control relay (PCR) functions to cut power automatically to the traction motors in the event of a safety control or emergency air brake application.

Locomotive power is restored by resetting of the PCR relay. This occurs automatically, provided that:

1. Control of the air brake is recovered by putting the automatic brake valve in the SUPPRESSION position.

2. The throttle is returned to IDLE position.

3. If power cannot be restored by Steps 1 and 2 above, notify railroad maintenance personnel.

WHEEL SLIP Light - White light indicates a wheel slip condition exists.

WARNINGNever operate the locomotive with a continuous wheel slip light (locked wheel indication). If cir cuit dif culty is suspected, stop the locomotive and carefully inspect to ascertain that there are no locked (sliding) wheels before proceeding.


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January 2011

Intermittent ashing of the wheel slip light (white) indicates moderate to severe wheel slip. The wheel slip control system is doing its job and is correcting the slips. The throttle (locomotive power) should not be reduced unless severe lurching threatens to break apart the train.

NOTEMinor slips will not activate the wheel slip light, but automatic sanding may take place along with regula tion of power. Do not misinterpret this power control as loss of power due to a fault.

Continuous wheel slip light accompanied by the alarm bell could indicate a locked wheel or failure in the wheel slip system.

GOV 6TH KD Light - Amber light indicates the presence of a problem such as hot engine or plugged air lters which has caused the QES-III control system to limit the 645F3B engine to notch 6 operation.

NO POWER/CHG Light - Blue light indicates that there is no output from the auxiliary generator which, in turn, excites the CA5 companion alternator, which may be the result of a tripped or open circuit breaker.

TURBO PUMP Light - White light will come on as soon as the battery switch and turbo lube pump circuit breaker are closed. It indicates that the turbocharger auxiliary lube oil pump is supplying lube oil to the turbocharger. It will remain on for approximately 35 minutes after the battery switch is closed. When the engine start switch is operated after the 35-minute period, the time cycle is again re-established and the light remains on for another 35 minutes.

The light will also come on and remain on for approximately 35 minutes after the engine is stopped. It provides an indication that the auxiliary lube oil pump is supplying oil to cool the turbocharger bearings.

If the power supply to the turbo pump motor is open, the engine will not start, and the light will fail to come on when a starting attempt is made.

BRAKE WARN Light - Red light indicates excessive dynamic braking current. Whenever the light comes on, it should not remain on longer than a few seconds. If the brake warning indication repeats, place the blended and dynamic brake cut out switch on the engine control panel of the affected unit in the CUT OUT position. The unit will then operate normally under power.

1-21 1-21



GRD RELAY Light - This white light indicates that the ground protective relay has tripped and will have to be reset to restore power operation of the locomotive.

AIR COMP Light - If this red light is illuminated, the air compressor is operating with an oil pressure of less than 6 PSI. Loss of lube oil pressure in the air compressor is monitored by the QES-III microprocessor and will result in a protective shutdown of the main engine.

DOOR CLOSE LEFT Light - Blue light indicates all the left doors on the passenger cars in the train are closed and the loop circuit detecting door position is completed.

DOOR CLOSE RIGHT Light - Blue light indicates all the right doors on the passenger cars in the train are closed and the loop circuit detecting door position is completed.

Headlights and Crossing Lights

There are three switches on the lower half of the lights and switch panel on the left side of the operator’s console that control the front and rear headlights, and the crossing lights.

HDLTS REAR and HDLTS FRONT Switches - The three-position HDLTS REAR switch can be set in the OFF, DIM, or BRIGHT position. The four-position HDLTS FRONT switch can be set in the OFF, DIM, BRIGHT or BRIGHT w/CROSSING LIGHTS position. Before the switches will function, the headlight circuit breaker (included in the circuit breaker panel #1 in the high voltage cabinet) must be in the ON position.

NOTEThe HEADLIGHT CONTROL switch on the engine control panel should be set to correspond with the locomotive position in the consist.

PULSE CROSSING LIGHTS Switch - Pushbutton switch causes the crossing lights to alternate (pulse) between the left and right light for a 10-second period to provide additional warning visibility. The HDLTS FRONT switch must be in the BRIGHT w/CROSSING LIGHTS position for the crossing lights to be operational. Operation of the horn or bell will also activate the crossing pulsing when the front headlight switch is in the BRIGHT w/CROSSING LIGHTS position.


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January 2011

1.4.1.2 Operator’s Console - Left Corner Panel

Aspect Display Unit (ADU)

The ADU provides the locomotive operator with an interface to the ATC (cab signal) and ACSES systems. The ADU provides a speed display using both numeric and “analog look” digital LED displays. Both ATC and ACSES Departure Test switches are on the ADU as well as an Acknowledge switch and a switch to select between Cab Signal and Non Cab Signal territory.

Figure 1-12: Aspect Display Unit (ADU)

1-23 1-23



The cab signal system enforces safe operation of the train. Signal aspect information is decoded from the coded carrier signal which is inductively received from the rail. It provides forced acknowledgement on signal downgrades and overspeed

An overspeed condition exists when the measured speed meets or exceeds the set point. Overspeed is indicated with a continuous audible alarm with the overspeed indicator illuminated steadily.

The operator must respond to an overspeed condition by applying brakes and decreasing train speed below the overspeed set-point. Failure of the operator to respond and obtain a suf cient brake response within 5 seconds results in a penalty brake application. protection.

ACSES uses wayside transponders installed at Home Signals, Distant Signals, and other signal block points, or cut section track locations to provide instructions on civil speed or Positive Train stops (PTS).

These encoded instructions provide civil speed restrictions for the territory ahead. On a speed restriction, ACSES displays the track speed limit onthe ADU.

The speed indicator is built in to the ADU. The speed indicator has an LED analog scale that shows locomotive speed from 0 - 120 MPH in 5 MPH increments based on the input from the axle generator.

The MP36PH-3C locomotive has 60:17 gearing and an operating speed of 79 MPH (80 MPH per MBTA track speed restrictions). Overspeed settings are 3 MPH over each displayed Aspect; for example, if the speed increases to 83 MPH (overspeed setting), then:

• excitation to main generator cuts off• alarm sounds• alarm resets when speed drops below 80 mph.


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January 2011

Figure 1-13: Radio

Radio

The corner panel portion of the console contains the locomotive radio.

Note: Although equipped with PA and IC switches, the radio does NOT control the Public Address/Intercom system.

The radio allows the operator to:

• select the radio• select the railway frequency • perform all necessary radio operations.

Figure 1-13 shows the radio system.

1-25 1-25



Figure 1-14: PA/IC System

PA/IC System

The public address and intercom base unit (Figure 1-14) is mounted at the upper left portion of the operator’s console. The public address allows communications between the cab and passenger cars.

The PA/IC system has a POWER ON switch in the upper left portion of the control panel. In the bottom left portion of the control panel is the three-position MODE selector switch; the positions are IC, OFF, and PA. The PUSH/TALK switch must be pressed and held in while the operator is communicating with the conductor or passengers. The SPEECH LEVEL switch contols the volume level of the operator’s and conductor’s voices. The MONITOR LEVEL switch contols the monitoring sound level of the system.


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January 2011

1.4.1.3 Operator’s Console - Front Desktop Panel

Air Gauges - There are two air gauges (Figure 1-15). The left gauge indicates main and equalizing reservoir pressures, and the right gauge indicates brake cylinder and brake pipe pressure.

Figure 1-15: Air Gauges

20

40

6080

100

120

140

1600 GAUGENo. xxx-xx

RED - MAIN RESERVOIRWHITE - EQUALIZING RESERVOIR

RED - BRAKE CYLINDERWHITE - BRAKE PIPE

20

40

6080

100

120

140

1600 GAUGENo. xxx-xx

Reservoir Pressure Gauge - The red needle on this gauge indicates main reservoir pressure which normally will be 130 to 140 PSI. The white needle shows equalizing reservoir pressure which is normally the same pressure as the brake pipe, 90 or 110 PSI, when the brake system is charged and the brakes released. Equalizing pressure reduces when the automatic brake valve is used to apply brakes.

Brake Pressure Gauge - Red needle indicates the brake cylinder pressure. The needle will indicate 0 PSI when the brakes are released. The pressure will increase as brakes are applied with either automatic brake valve or independent brake valve. A full-service brake application will indicate 62 PSI. The maximum application of the independent brake valve will indicate 72 PSI. The white needle shows brake pipe pressure. This pressure is normally 90 or 110 PSI when the brake system is charged and the brakes released. Brake pipe pressure reduces along with the equalizing reservoir when the automatic brake valve is used to apply brakes.

1-27 1-27



Load Current Indicating Meter - Locomotive pulling force is indicated by the load cur rent indicating meter (Figure 1-16) at the right side of the front desktop panel of the operator’s console. The meter is graduated to read amperes of electrical current. A red area on the meter face indicates when current levels are too high for con tinuous operation.

The maximum continuous current rating of the trac tion motors and the value given on the traction motor short time rating plate is applicable only when operat ing at throttle No. 8 engine speed. These values de crease as engine speed and cooling air is decreased.

NOTEThe load current output is an average of the current through the four traction motors. If a traction motor is cutout, the average current is taken from the remaining three motors. Whenever a traction motor is cut out, be certain the motor that is cut out rotates freely before proceeding.

The locomotives are equipped for dynamic braking, and a zero-center-type meter is ap plied. The meter needle swings to the right of zero to indicate load current during power operation, and it swings to the left of zero to indicate dynamic braking current, with 800 am peres being the maximum reading on the brak ing portion of the meter.

Figure 1-16: Load Current Indicating Meter

9

12

15

3

6AMPS DC X 10

EMD No 9085182

03

6


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January 2011

1.4.1.4 Operator’s Console - Desktop

The desktop of the operator’s console houses the controls used most by the operator (e.g., throttle, reverser, brake handles, horn, bell, and alerter reset button).

Paper Catch - The Paper Catch is a spring-loaded clamp used to hold loose paperwork/train order forms that may be required by the operator.

HORN Lever - Two-intensity toggle switch with a spring-to-center OFF position. Pushing forward will activate a full intensity tone from the 3-chime underframe-mounted horn; pulling back will activate a modulated tone. Operation of the horn switch will cause the crossing lights to ash alternately, at a rate of approximately one lamp per second when the HDLTS FRONT switch is in the BRIGHT w/CROSSING LIGHTS position. Flashing will continue for 2 seconds after the horn switch is released. Operation of the horn will also cause the bell to sound; the bell push-off switch must be activated to stop the sounding of the bell. The horn is equipped with a heater.

BELL Switch - Yellow illuminated switch has push-on and push-off switches to activate the electronic bell. When the switch is in the ON position, the center portion of the switch will illuminate.

CONTROLLER - The controller (Figure 1-17) contains the primary operat ing handles for controlling the locomotive.

Throttle Handle

The throttle handle is moved backward to increase locomotive power. The throttle has nine de tent positions: 0 (idle) and 1 through 8. Mechanical in terlocking prevents the throttle handle from being moved out of IDLE into power positions when the reverser handle is centered and removed from the controller. The throttle has no STOP position.

The throttle handle also is used for dynamic brake operation. The indicator window on the controller will indicate operation mode. From the “0” (idle) position, which is the center position on the controller, the handle is moved to the right and forward into the “S” or Dynamic Brake SET UP position.

1-29 1-29



NOTEDuring transfer from power operation to dynamic braking, the throttle must be left in the “0” (idle) position for 10 seconds before moving the dynamic brake handle to the SET UP position. This is to eliminate the possibility of a sudden surge of braking effort with run-in or motor ashover.

From the SET UP position, the handle can then be moved forward (away from the operator) into the dynamic brake control range. The greater the movement of the handle away from the operator the greater the dynamic braking effort becomes.

Reverser Handle

The reverser handle (Figure 1-17) is the left handle on the controller. It has three detent positions: FORWARD, CENTERED and REVERSE. 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 toward the long hood end, the locomotive will move in that di rection when power is applied. With the reverser handle centered, the throttle handle can be moved; however, power will not be applied to the traction motors.

The reverser handle may be centered and removed from the controller to lock the throttle in 0 (idle) po sition.

Figure 1-17: Controller

4

Handle

ThrottlePositionIndicator(1-8)

ReverserHandle

Forward

Centered

Reversed

DynamicBraking

D.B. SetupIdle

EngineSpeed


1-30January 20111-30


January 2011

CAUTIONTraction motor damage may occur if re verser is moved from forward to reverse or from reverse to forward while the locomotives is in mo-tion. Therefore, the reverser direction should be changed only when the locomotive is completely stopped.

Mechanical Interlocks on the Controller

The handles on the controller are interlocked so that:

1. With reverser handle in neutral (centered):• Throttle can be moved to any position.• Reverser handle can be removed from controller if throttle is in 0 (idle)

position.

2. Reverser handle in forward or reverse:• Throttle can be moved to any position.

3. Reverser handle removed from controller:• Throttle locked in 0 (idle) position.

4. Throttle in 0 (idle) position:• Reverser handle can be placed in neutral, forward, or reverse position or

removed from the controller.

5. Throttle above 0 (idle) position:• Reverser handle cannot be moved.

30A-CDW BRAKE VALVE - The 30A-CDW brake valve (Figure 1-18) houses all of the necessary components for the initiation of automatic brake, independent brake, and cut-off valve functions. The brake valve, independent brake, and cut-off valve handles are integrated into the same housing. This portion is intended to function as a basic pneumatic brake control operation.

The 30A-CDW brake valve itself is not entirely adequate for the total brake function and depends on the high air capacity 30-CW module or 30-CW module portion to complete a fundamental equipment arrangement.

1-31 1-31



Automatic Brake Valve Handle

Six detented positions of the au tomatic brake valve handle, as it is manually moved for ward or away from the operator are: RELEASE, MINIMUM REDUCTION, FULL SERVICE, SUPPRESSION, HANDLE OFF, and EMERGENCY. An escutcheon plate is pro vided indicating the six operating positions.

The independent brake valve handle has two positions: RELEASE, at the extreme front of the valve close to the operator, and FULL AP PLICATION at the extreme rear of the valve away from the operator. The further the handle is moved from the RELEASE position through the application zone toward the FULL APPLICATION position, the greater will be the independent brake pressure until the full application pressure is obtained at the extreme FULL APPLICATION position.

NOTE A unit-manifold 26-LU-L panel is lo cated under the cab in the subbase air brake compartment on the right side of the locomotive. The operation and con guration of the 26 -LU-L panel is described later in this section. A dead engine cutout cock is also part of the 26-L equipment. It is located in the air brake compartment on the right side of the 26-LU-L manifold panel.

Figure 1-18: 30A-CDW Brake Valve

EMHO

SUP

FS

MIN

OUT

FRT

PASS

APPLICATION

APP

REL

FUL

L

WABCOA WABTEC COMPANY

CutoffPilotHandle

AutomaticBrake Valve

Handle

IndependentBrake ValveHandle

REL


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January 2011

Manual operation of the brake valve handle (Figure 1-19) through its various positions initiates the charging or ex hausting of equalizing reservoir pressure for the purpose of applying or releasing the brakes throughout the train. It also conditions the 30A-CDW brake valve to direct air to or exhaust air from the various pipe bracket ports to provide positional logic as controlled by the position of the suppression valve cam.

Release Position - Normal charging position which permits a complete brake pipe recharge and release of the train brakes.

Equalizing reservoir pressure is adjusted in this position to maintain brake pipe pressure at a constant level of pressure from 90 to 110 PSI.

WARNINGThis method of pressure adjustment should not be employed while the train is moving over the rail since undesired brake action and personal injury may result.

Minimum Reduction Position - This handle position provides a reduction of 5½ to 7 PSI pressure in the equalizing reservoir. With the “30-CW” module properly installed, this equalizing reservoir reduction is re ected in a similar brake pipe reduction by the relay valve.

Figure 1-19: Automatic Brake Valve Handle Positions

IND. FULL APPLICATION B.V. EMERGENCY

B.V. HANDLE OFF

IND. RELEASE

B.V. FULL SERVICEB.V. SUPPRESSION

B.V. MIN REDUCTION

B.V. RELEASE

1-33 1-33



WARNINGMinimum reduction of less than 5 PSI may cause the train brakes to release, and is not recommended.

Full Service Position - Movement of the brake valve handle from the minimun reduction position into the service sector will cause an increasing degree of equalizing reservoir pressure reduction until the handle is moved into full service position, and total equalizing reservoir reduction of from 24 to 26 PSI has been obtained. With the “30-CW” module properly installed, a similar reduction in brake pipe pressure is obtained at the module.

Suppression Position - Movement of the brake valve handle from full service position to suppression position has no effect on equalizing reservoir pressure. Pressure entering port 30A is directed through the suppression valve into passageway #26.

Handle Off Position - This position is used when the operator of the locomo tive moves to another operating station or when the lo comotive is used in Trail service behind another locomo tive or towed dead in a train.

Movement of the brake valve handle from the suppres sion position into the sector between suppression and handle off positions will cause an increasing degree of equalizing reservoir pressure over reduction, until, with the handle in handle off position, equalizing reservoir is reduced to zero at a service rate. With the “30-CW” module properly installed, brake pipe pressure will reduce to 8 to 10 PSI at a service rate.

Emergency Position - Movement of the brake valve handle into the emergency position will cause equalizing reservoir pressure to vent to zero at a service rate as in handle off position.

The vent valve in the 30-CW module is also conditioned to exhaust brake pipe pressure at an emergency rate.

This position is also used to reset after a cab-initiated emergency or a break-in-two.


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January 2011

Independent Brake Valve Handle

The independent brake valve (Figure 1-20) provides a means for independent control of the locomotive brake cylinder pressure irrespective of the automatic brake. The brake valve is self-lapping and will hold the brakes applied. A brief description of the operating positions follows:

Release Position - Located with the handle at the ex treme front of the quadrant. This position releases the locomotive brakes, provided the automatic brake handle is also in release position.

Full Application Position - Located with the handle at the ex treme rear of the quadrant. In moving the handle from front to rear through the service zone the de gree of locomotive braking effort is increased until full application braking effort is obtained.

Moving to the right with the independent brake handle whenever the handle is in release position will cause the release of any automatic brake application ex isting on the locomotive. The independent brake handle when in the service zone will release the au tomatic application of the locomotive brakes to the value corresponding to the position of the indepen dent brake handle.

Figure 1-20: Independent Brake Valve Handle Positions

IND. FULL APPLICATION

IND. RELEASE

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Cutoff Pilot Valve

The cutoff pilot valve is located on the brake valve hous ing to the left of the automatic brake valve handle. The valve has the following three positions:

OUT FRT PASS

To operate the locomotive as the controlling unit, the cutoff valve knob must be pulled out and rotated to the FRT or PASS positions. The OUT position is used when hauling the locomotive “dead” or as a trailing unit in consist or measuring brake pipe leakage.

26-LU-L Air Brake Equipment Operating Positions

In the absence of speci c instructions usually issued by each railroad to cover its own recommended prac tices, refer to Figure 1-21 for brake equipment operat ing positions most often encountered while the loco motive is in service. (Also see Section 2.26 for blended brake operation).

Release

Direct

Direct

Release

Release


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January 2011

ALERTER RESET Switch - The MP36PH-3C locomotive is equipped with an operator alerter system. The yellow mushroom pushbutton ALERTER RESET switch on the console desktop resets the alerter system. The alerter is a safety feature that monitors operator alertness over a preset time frame based upon locomotive speed. The timing is automatically reset by any of the following operator activities:

1. Depressing the alerter reset button (desktop).2. Operation of the horn.3. Operation of the bell.4. Operation of the reverser handle.5. Operation of the throttle handle.6. Application of the automatic or independent air brake.7. Generator Field (from throttle).

If none of the above activities occur during a predetermined interval (see Section 1.4.9.2), a warning light on the alerter unit on the upper console will start ashing. An audible alarm starts to sound after an additional 5 seconds. If the operator fails to take appropriate action within an additional 3 seconds, a penalty brake application will occur.

ATC/ACSES RESET Switch - The MP36PH-3C locomotive is equipped with cab signal (ATC) and ACSES systems. The red mushroom pushbutton switch on the console desktop acknowledges a cab signal downgrade or a track overspeed condition.

1.4.1.5 Operator’s Console - Lower Left Side

ATTENDANT CALL Switch - Located on the lower panel of the left side of the operator’s console, this blue dome pushbutton switch rings the trainlined alarm bells.

1.4.1.6 Operator’s Console - Lower Front Wall Panel

Overspeed Whistle - The overspeed whistle is located behind the front wall panel.

Alarm Bell - Located behind the front wall panel and indicates various faults. The operator should investigate the cause for the alarm. Refer to the Troubleshooting section of this manual.

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1.4.1.7 Operator’s Console - Right Wall Panel

Auxiliary Cab Heater - To supplement the HVAC unit and for added operator comfort, an auxiliary strip-type cab heater is located on the lower right wall. The control switch for the operator’s auxiliary cab heater is located on the upper console.

Alarm and Conductor’s Buzzer - Buzzer is mounted below the alarm bell behind the front wall panel and is activated by the conductor from inside a passenger vehicle.

Dual Port Cutout Cock - The dual port cutout cock (Figure 1-22) enables the air brake equipment of one locomotive unit to be controlled by that of another unit.

Figure 1-22: Dual Port Cutout Cock

IN TRAIL

OPENIN LEAD OR

DEAD

CLOSED


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January 2011

1.4.2 Upper Console

The upper console is located above the front cab windows and provides operator and helper view and access to some locomotive status and operating equipment. The following paragraphs provide brief descriptions of the upper console equipment (Figure 1-23).

Figure 1-23: Operator Upper Console Controls

1. Windshield Wiper Valves2. Gauge Lights Dimmer Switch3. HVAC Switch4. Operator’s Aux. Heater Switch5. Blended Brake Lockout Reset Switch6. Alerter Unit7. Dynamic Brake Cutout Switch8. Window Defrost Switch9. Gauge Lights Switch10. Marker Lights Switch

11. Engine Run Switch12. Generator Field Switch13. Control and Fuel Pump Switch14. HEP Layover Switch15. HEP Phase Lights16. HEP Indicator Lights17. HEP Remote Control Switches18. HEP Trainline Setup Switch

1

12

7 8 9 10 11 12 13 15

3 4 5 6 17

1614

18

HEPENGINE

OFF

ACPOWER

ON

ACPOWER

OFF RUN

PHASELIGHT A

PHASELIGHT C

FILTERMOTOR

TRIP

HEPT.L.

COMPL

HEPSYS

GRND

GENFAIL

FEED THRU

TRAIN COUPLEDTO F END

OR BOTH ENDS

TRAIN COUPLEDTO B END

ONLY

HEP TRAINLINE SETUPCENTER RIGHT RIGHT

LOCOMOTIVEHEP

LOCOMOTIVEHEP

LAYOVER

HVAC

OFFLOWVENT

HIGHCOOL

COOLLOW

HIGHHEAT

HEATMED

HIGHVENT

HEATLOW

LOWOFF HIGH

ENG AUX HEATER

BBLRESET

ON

OFF

LEFT CENTER LEFT

DANGERHIGH VOLTAGE

WITHIN

FULLY EQUIPEDFRA PART 223

GLAZINGCONTROL

& FUELGENFIELD

ENGRUN

MARKER

LIGHTSLIGHTSGAUGEWINDOW

DEFROSTDYN

BRAKE

GAUGE LTS

TMS

CLOSE

MAINBRK

ENG

FAIL

ON

OFF

HEP/EL

HEP

IDLE

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GAUGE LTS Dimmer Switch - The dimmer controls the lighting intensity of the monitoring devices on the operator’s console (e.g., ammeter, speed indicator, and air gauges).

HVAC Control Switch - The air conditioning and heater control switch (Figure 1-25) offers cooling or heating selections for the locomotive cab. The engine must be running or locomotive connected to 480 VAC wayside layover power to operate the cab heating or cooling systems.

WINDSHIELD WIPER Valves - Two sets of manual control valves (Figure 1-24) on the upper console independently control the windshield wiper blades. The speed of the wiper arms motion can be controlled by the opening of the control valves (clockwise). Turning the valve knobs to the extreme counterclockwise position places the wiper arms in the PARK position.

Figure 1-24: Windshield Wiper Valves

Figure 1-25: HVAC Control Switch

WIPER WIPER

OFF LOW

VENT

HIGHVENT

LOW

HEATMEDHEAT

HIGH

HEAT

LOWCOOL

HIGH

COOL

HVAC


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January 2011

ENGR AUX HEATER (Operator) Switch - 3-position (OFF-LOW-HIGH) rotary switch controls the auxiliary strip heater at the operator’s side of the cab.

BBL (Blended Brake Lockout) RESET Switch - White, illuminated, pushbutton switch resets the blended brake system.

ALERTER UNIT - The alerter unit (crew alert head, Figure 1-26) is the locomotive’s alertness control. The panel’s lights and buzzer will ash and buzz when the system requires acknowledgment from the operator.

Figure 1-26: Alerter Alarm Head

Upper Console Switch Panel

The upper console switch panel (Figure 1-27) contains switches for various control systems and lights. Brief descriptions are below.

bach-simpson

ALARM

TEST ACTIVE FAULT

SYSTEM

Figure 1-27: Upper Console Switch Panel

ON

OFF

CONTROL& FUEL

GENFIELD

ENGRUN

MARKERLIGHTSLIGHTS

GAUGEWINDOWDEFROSTBRAKE

DYN

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DYNAMIC BRAKE CUTOUT Switch - Lead-sealed sliding switch cuts out the dynamic/blended brake system. When this switch is placed in the CUTOUT (down) position, the individual unit will not operate in dynamic/blended braking. It will, however, continue to operate under power with normal air braking.

WINDOW DEFROST Switch - Sliding switch operates the electric windshield defrosters and heated rear view mirrors.

GAUGE LIGHTS Switch - Sliding switch turns on lights for the console gauges for night or low-light operation.

MARKER LIGHTS Switch - Sliding switch turns on the marker lights on the front end of the locomotive.

ENGINE RUN Switch - Sliding switch must be ON to obtain throttle control of engine speed. If the engine run switch is OFF, the engine will run at low idle speed regardless of throttle handle position.

GENERATOR FIELD Switch - Sliding switch must be ON to complete the excitation circuits to the main generator. If the switch is in the OFF position, the engine will respond to throttle, but the generator will not develop power.

CONTROL & FUEL PUMP Switch - Slide switch provides power to various low voltage control circuits. The switch must be ON to start the engine and operate the fuel pump.


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HEP Remote Control Panel

The HEP remote control switches (Figure 1-28) are located at the top right side of the upper console. It contains switches and status lights for the HEP system. Brief descriptions of the controls on this panel are provided below.

HEP Remote Switches

HEP LAYOVER Switch - Slide switch in the up position will apply energy to the HEP engine heater providing that the “Flow Through Thermostat” and the “High Limit Thermostat” are closed.

Figure 1-28: HEP Remote Control Switches

HEPENGINESTOP

ACPWRON

ACPWROFF IDLE RUN

LOCOMOTIVEHEP

LOCOMOTIVEHEP

ON

OFF

LAYOVERHEP

HEAD END CONTROL

HEP ENGINE STOP Switch - Pushbutton switch will immediately shut down the HEP diesel engine.

AC POWER ON Switch - Pushbutton switch is used to close the AC contactor that feeds electrical power to the passenger cars. This switch is to be used only after the HEP IDLE-RUN switch is placed in the HEP RUN position.

AC POWER OFF Switch - Pushbutton switch is used to open the AC contactor and discontinue electrical power to the passenger cars.

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HEP IDLE-RUN Switch - Two-position switch controls operation of the locomotive’s HEP system:

LOCOMOTIVE HEP IDLE - When the switch is in the IDLE position, the locomotive’s HEP plant is running at half engine speed and frequency (i.e., 900 RPM, 240 VAC, 30 Hz) to operate the HEP cooling fan and auxiliary loads.

LOCOMOTIVE HEP RUN - When the switch is in the RUN position, the HEP system is then brought up to system voltage and frequency (480 VAC and 60 Hz). When the locomotive operator closes the AC contactor by pushing the AC PWR ON pushbutton switch, the locomotive’s HEP plant is then providing electrical power to the passenger cars.

NOTEThe HEP T.L. COMP indicator light must be illuminated before pushing the AC PWR ON switch.

NOTEThe HEP relay cabinet also has a HEP IDLE-RUN switch. Both switches must be in the HEP RUN position for the proper operation of the HEP system.

TRAINLINE SETUP Switch - Determines the connection of the HEP alternator to the trainlined power network. The system can be set up with this switch to supply 480 VAC power to either the long hood end or the short hood end. The switch has three positions:

TRAIN COUPLED TO B-END ONLY - This position is used when the passenger cars are coupled only at the B-end of the locomotive. The locomotive cab is the forward end of the train. Electrical power is available only at the B-end of the locomotive.

FEED THRU - This position is the home or neutral position. It should be used if this locomotive is to be used as intermediate unit while another locomotive is ap plying head end power to the train, or if a wayside power source is connected to the locomotive’s short hood end HEP receptacles.


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January 2011

Figure 1-29: HEP Indicator Lights

TRAIN COUPLED TO F-END OR BOTH ENDS - This position is used when the train is coupled to the F-end or both ends of the locomotive. If the train is coupled only to the F-end, then HEP jumper cables will need to be connected to the HEP receptacles on the B-end to complete the trainline control circuit and to prevent electrical shock.

WARNINGElectrical power is available at both ends of the locomotive.

HEP Remote Indicator Lights

The HEP indicator lights panel (Figure 1-29) on the upper console is equipped with push-to-test lights. This feature allows testing of the lamp circuit alone, isolated from its operation in the power control system. When the lens cap is depressed, voltage is supplied to the lamp circuit. After a one-second delay, the light should illuminate. HEP indicator lights indicate the status of various HEP mechanical and electrical conditions and are as follows:

FILTER MOTOR TRIP Light - White light indicates that the HEP compartment inertial air lter blower motor has tripped its circuit breaker.

FILTERMOTOR

TRIP

HEPT.L.

COMPL

HEPSYS

GRND

GENFAIL

CLOSE

MAINBRK

ENG

FAIL

HEP/EL

1-45 1-45



HEP T.L. COMP Light - Green light indicates that the trainline jumper cables are in place throughout the train and the Trainline Setup switch is properly positioned to supply AC power to one end of the locomotive.

HEP SYS GRND Light - Amber light indicates that a ground fault has occurred within the HEP system (alternator or trainlined circuits).

MAIN BRK CLOSE Light - Indicates that the AC contactor is closed and head end power is being supplied to the trainline.

ENG FAIL Light - Red light indicates an unacceptably low lube oil pressure on the HEP engine or that the coolant temperature of the HEP engine has exceeded 215°F. This feature activates the engine failure relay and shuts down the HEP engine after 20 seconds as a protective measure.

GEN FAIL Light - Red light indicates that the HEP generator has tripped off line due to either over or under frequency condition. This condition drops out the HEP AC contactor after an 8.5-second delay to remove the load from the engine. This feature also results in the HEP engine going to idle speed, and sounds the cab-mounted locomotive alarm bell.

PHASE Lights - These lights illuminate to indicate that the HEP generator is operating at the proper voltage and frequency.


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January 2011

1.4.3 Helper’s Console and Area

The helper’s console (Figure 1-30) is located at the front left side of the cab. Various system controls and switches are within easy reach of the helper. Each component of the helper’s console is discussed separately.

Figure 1-30: Helper’s Console

1.4.3.1 Helper’s Console - Desktop

EMERGENCY BRAKE VALVE - When operated, the EMERGENCY BRAKE valve will apply all locomotive and train brakes. A second EMERGENCY BRAKE valve is located in the HEP compartment near the rear door of the locomotive (right side of locomotive). The valves are painted red.

1.4.3.2 Helper’s Console - Front Panel

READING LIGHT Switch - Slide switch will cause the ceiling light above the helper to illuminate or extinguish.

AUX. CAB HEATER Switch - There are three positions on this switch: OFF, LOW, and HIGH to control the strip heater on the helper side of the cab.

Emergency Brake Valve Handle

Reading Light Switch

Auxiliary Cab Heater Switch Paper

Catch

Download Ports QES-III and Event Recorder

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DOWNLOAD PORTS: QES-III and Event Recorder - The download ports for the QES-III and event recorder systems are equipped with protective dust caps.

1.4.3.3 Helper’s Area

Fire Extinguisher - Three re extinguishers are located on the locomotive. One re extinguisher is located on the left cab wall behind the helper’s seat. Another re extinguisher is located below the engine starting controls in the engine room on the right side of the carbody. The third re extinguisher is inside the HEP compartment on the right side of the carbody.

HVAC Air Return - The grill for the cab HVAC air return (and HVAC air lter) is located on the front wall beneath the helper’s console.

Sun Visors - Two fully adjustable sun visors are mounted on each side which can be moved to the front, rear or side. The visor can be extended from the horizontal shaft and tilted as needed. If the sun visor becomes damaged, the components are easily replaced.

Cab Doors - Doors located on either side of the rear of the cab provide for convenient service access to the cab. The cab side doors have inside thumb locks and exterior key locks. The rear cab door to the engine room is equipped with a panic-bar assembly. Another door separates the short hood from the cab.

Cab Layover Heater - The 480 VAC primary HVAC heater also provides heating when the locomotive is in layover. The heater will automatically shut off when the thermostat senses the higher set point temperature, then switch on when the lower set point temperature is reached.

Auxiliary Cab Strip Heaters - Strip heaters are located on both sides of the cab along the wall next to the seat. The 74 VDC strip heaters are controlled by the auxiliary cab heater switches on the console on the same side.

Refrigerator - The 1.5 cu. ft. refrigerator has 900 Btu/hr cooling capacity, and at 80°F ambient temperature, a 36°F coldbox temperature is attainable in approximately 30 minutes. The 74 VDC refrigerator has an internal inverter to provide 120 VAC power to the compressor and condenser fan motor.


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January 2011

Seats - There are two seats located in the locomotive cab. The operator and helper seats (Figure 1-31) have a pendulum-type suspension system without internal rollers on the suspension mechanism. The operator and helper seats have contoured supportive foam. All seat adjustments can be made from the seated position. All seat adjustments are manually operated and function independently from one another. Back recline gears are double-toothed, engaging on both sides of the back.

The following paragraphs provide operating instructions for the operator and helper seats.

Figure 1-31: Cab Seat

1. Seat cover with zipper and foam2. Back shell rivets (6)3. Lumbar support knob right and left sides4. Armrest bolts (2)5. Armrest adjustment knob6. Back tilt (45° forward to 115° backwards)7. Bolts (2 each side)

8. Pivot locknut9. Set screws (4), factory set, do not remove10. Height adjustment 3” three position11. 360° swivel lock 45° with free swivel lock12. Slide handle 6” travel13. Seat cushion attachment screw (4)

1

2

3

4

5

6

7

8

910

11

12

13

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1. SEAT HEIGHT: The seat is equipped with a spring-assist pedestal, and the subbase has a height adjusting knob located on the side of the pedestal (base). Pushing this lever down will allow the spring inside the base to lift the seat. The operator must stand up in order for the seat to rise.

CAUTIONThe interior spring is tensioned to 150 PSI. Removing the set screws on

the outside of the tube will cause serious injury.

2. SEAT BACK RECLINE: The seat back angle can be adjusted from 45 degrees forward to 115 degrees backward. Stops prevent the seat from reclining further. DO NOT REMOVE THESE STOPS; REMOVING WILL VOID THE WARRANTY ON THE SEAT.

3. LUMBAR SUPPORT: Located on the side of the seat back are the stepless lumbar support adjustment knobs. Forward rotation increases the amount of lumbar support; backward rotation decreases it.

4. FORE/AFT SLIDE: The entire seat can be adjusted 6.25 inches front to back. Raising the slide handle located just below the seat cushion will releases the lock and lets the seat move front/back. If the slide handle is missing, the seat slides automatically lock and will not adjust in either direction.

5. SEAT SWIVEL: Raising the swivel handle located on the front left or right side of the base will release the roller bearing swivel. This will allow 360 degrees (cab location permitting) of swivel. There are automatic stops every 90 degrees. Simply releasing the handle after disengaging the lock will permit automatic stopping. Raising the handle and holding will allowing the seat to “free swivel” position.

6. ARMREST ADJUSTMENT: The adjustable armrests can be lowered down for use or raised up for easy assess/exit from the seat. In the lowered position the armrests can be adjusted by turning the adjusting knob underneath the front of the armrest. Clockwise raises the armrest angle and counterclockwise decreases the angle. DO NOT USE A WRENCH OR OTHER TOOL TO REMOVE THIS KNOB. The threads on the inside of the armrests are deformed once they are inserted.


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1.4.4 Short Hood Equipment

The short hood equipment is accessible down the cab stairs. Each component of the short hood is discussed separately. Refer to Figure 1-32.

Figure 1-32: Short Hood Equipment

1. Sand Box 2. Air Brake Equipment Rack3. ACSES System4. Cab Signal System5. 110 V Outlet6. ERS Manifold (EventRecorder/

Alerter System)

7. Isolation Ampli er (Event Recorder/ Alerter System)

8. Power Supply (Destination Board)9. Event Recorder/Alerter System

1

8 7 1

2

9

4

6 5

3

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1.4.4.1 Event Recorder/Alerter Equipment

The event recorder/alerter system (Figure 1-33) records overall operation of the locomotive to allow for effective locomotive maintenance. A minimum of 48 hours of recorded data is stored in nonvolatile memory. In the event of a locomotive accident or derailment, suf cient data is provided for a complete analysis of events. The event recorder download port on the inside face panel enables a technician to place and connect a laptop computer to the event recorder equipment. Refer to Section 1.4.10, Microprocessor Systems, paragraph 1.4.10.2.

Figure 1-33: Event Recorder/Alerter Equipment

Cut-Out/Override Switch

Power LED (Green) Fault LED (Red)

Self-Test Switch


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January 2011

The ERS air manifold (Figure 1-34) is an external device, located in the short hood, that packages all pressure transducers and switches together into one central unit. The transducers and switches transform the air pressure into the analog and digital signals that can be monitored by the event recorder.

Figure 1-34: ERS Air Manifold

1.4.4.2 Air Brake Equipment

Various air brake system components (Figure 1-35) are located in the short hood. The pressure transducer assembly (the braking effort and call pressure switches) and the associated 7 cu. in. bottle assembly are located on the left wall of the short hood. The pressure switches/magnet valves rack is mounted on the left side of the front wall, as well as the supplementary 370 cu. in. air reservoir for the emergency sanding switches. Other major air brake system components are described later in this section.

WARNINGThe overspeed and train monitoring systems should not be cut out for normal locomotive operation. Only abnormal conditions justify use of the cutouts and only to move the locomotive to a safe location or nearest maintenance facility.

1-53 1-53



Figure 1-35: Air Brake Equipment

PCS

N-190#MV-DBI

AIR TRANS

HB-525#

ESS CPS EPS

MV-R MV-SR MV-H

MV-A MV-TMS MV-ATC

N-1 Reducing Valve

Call Pressure Switch

Pneumatic Control Pressure Switch

MagnetValve Hold

Emergency Pressure Switch

HB-5 RELAYAIRValve

Single CheckValve

Air TransducerManifold

Emergency Sand Pressure Switch

Magnet Valve Release

Magnet Valve Slide Release

Magnet Valve ACSES

Magnet Valve Train Monitoring System

Double CheckValves

MagnetValve-DBI

Cutout Cock

Magnet Valve Automatic Train Control

Sanding Valve

Air Brake Rack

(Side View)

PHWAir Manifold

H-5RELAYAIR Valve 50#

HB-5DRELAYAIR Valve 17#

HB-5RELAYAIR Valve 25#

Air Reservoir370 cu. in.

ATCCutout Cock

ACSESCutout Cock

ACSESEnclosure

ATCEnclosure


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January 2011

1.4.4.3 Communications System

The radio system power supply is mounted behind the lower front panel of the operator’s console, and the voltage spike suppression and lter component is located on the right rear wall of the short hood.

1.4.4.4 Cab Signal and ACSES Equipment

The 9-Aspect Cab Signal System enforces safe operation of the train. It provides forced acknowledgement on signal downgrades and over-speed protection. The system can initiate a penalty brake application in order to stop the train if the operator is unable or unwilling to respond properly.

The ACSES system provides Civil Speed Enforcement, Temporary Speed Enforcement (via Radio), and Positive Train Stop capability in one integrated package. ACSES acts as an overlay, enforcing predefined civil speeds and ensuring positive stops at all interlockings when a cab signal system is receiving a restricting aspect.

The speed indicator is built in to the Aspect Display Unit (ADU) mounted in front of the operator’s console and is integral to the cab signal and ACSES systems. The axle generator for cab signal and ACSES systems is located on the right No. 3 axle.

NOTEThe axle generator for the event recorder is located on the left No. 2 axle of the front truck. Axle generators for speed and wheel slip monitoring by the QES-III locomotive control system are located on all four axles.

1.4.4.5 Fusees and Torpedoes Box

A storage box for fusees and torpedoes is located on the high voltage cabinet.

1.4.4.6 110 VAC Outlet

A box housing a 110 VAC outlet and associated circuit breaker (CB 11) is located on the right side of the short hood. The front cover of the box must be unlatched to access the outlet and circuit breaker.

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1.4.5 High Voltage Cabinet

The back wall of the cab is the front of the high voltage cabinet (Figure 1-36). The high voltage cabinet contains electrical panels and modules that control locomotive operation. Figure 1-37 depicts the door panels open for illustration purposes; however, during normal operation only the upper portion (the engine control panel) and the MMI (control system display screen) is exposed to the operator.

The rear of the high voltage cabinet is accessed through the inertial air compartment, and the subbase doors are accessed through removable oor panels in the cab.

Figure 1-36: High Voltage Cabinet

T

E

DANGERHIGH VOLTAGE

WITHIN

DANGERHIGH VOLTAGE

WITHIN

DANGERHIGH VOLTAGE

WITHIN

DANGERHIGH VOLTAGE

WITHIN

DANGERHIGH VOLTAGE

WITHIN

LOCOMOTIVE PERFORMANCE

ENHANCEMENT SYSTEM

LAYOVER

PROTECTION

ENG PURGEBYPASS

GROUNDELECTRICAL

CABINETENGINEROOM

FRONTNUMBER

STEPPLATFORM

RUN

START

STOP

ISOLATE

ISOLATION

SWITCH

EMERGENCY FUELCUTOFF &

ENGINE STOP

ON

OFF

DANGER

HIGH VOLTAGE

WITHIN

MAIN

ENGINE STOP

MAIN ENGINESTART

DYNBRAKE

MOTOR CUTOUT

1. SET ISOLATION SWITCH TO "ISOLATE"

2. SELECT MOTOR TO BE CUTOUT FROM DISPLAY

3. RETURN ISOLATION SWITCH TO "RUN"

PRESS AND RELEASE ENGINE

START SWITCH TO INITIATE

STARTING SEQUENCE

PRESS EFCO SWITCH TO STOP

STARTING SEQUENCE

ACSES STOP BY-PASS


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January 2011

In addition to the high voltage equipment, the cabinet houses some of the QES-III locomotive control system equipment and lter hose stems for checking air pressure differential in the inertial air compartment.

Each component of the high voltage cabinet is discussed separately in the following paragraphs.

Figure 1-37: High Voltage Cabinet Operation Controls

# #

T T

CIRCUIT BREAKER PANEL 1 CIRCUIT BREAKER PANEL 2

CIRCUIT BREAKER AND ES PANEL FUSE AND SWITCH PANEL

LAYOVER

PROTECTION

ENG PURGEBYPASS

GROUNDELECTRICAL

CABINETENGINEROOM

FRONTNUMBER

STEPPLATFORM

RUN

START

STOP

ISOLATE

ISOLATION

SWITCH


ENGINE STOP

ON

OFF

DANGERHIGH VOLTAGE

WITHIN

MAIN

ENGINE STOP

MAIN ENGINESTART

DYNBRAKE

MOTOR CUTOUT






STARTING SEQUENCE


STARTING SEQUENCE

ACSES STOP BY-PASS

400 ASTARTFUSE

TEST LT

TESTCONT

FUSE TEST

ON

BREAKERS WITHIN BLACK AREAS OF ALL PANELS MUSTBE IN ON POSITION TO OPERATE LOCOMOTIVE

RECEPTACLE

GENERATORFIELD

FILTER BLOWERMOTOR

HVAC

74 VDC

DANGER HIGHVOLTAGE

WITHIN

ON

OFF

AUXILIARYGENERATOR

OFFOFFOFFOFF OFFOFF

RADIO ATCTRAINCOMM.

ALERT/EVENTRECORDER

ACSES HEPCONTROL

HEADLIGHTS LIGHTS CROSSINGLIGHTS

AIRDRYER

COMPUTERCONTROL

CONTROLCONTROL

LOCAL ACCONTROL

TURBO WATERCOOLER

ENGINEER HELPERAUX CAB HEATERS

BRAKE TRANSCONTROL

REVCONTROL

FUEL PUMP AUX GENFIELD

WINDSHIELDDEFROSTERS

OFF

OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF

OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF

EFCO RESET

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1.4.5.1 Engine Control Panel

The engine control panel (Figure 1-38) is located at the upper left-hand corner of the high voltage cabinet. This panel contains various switches and controls. Since all of these items will be used at one time or another during operation, brief descriptions of their individual functions are provided.

LAYOVER PROTECTION Switch - Slide switch engages the 480 VAC layover protection system when the locomotive is in layover at a wayside. Engagement of this system supplies power to the cab and 480 VAC trainline HVAC system, battery charging circuit, and propulsion engine layover system. The LAYOVER light on the operator’s console will illuminate when the switch is in the ON position.

NOTEThe LAYOVER PROTECTION switch is interlocked such that when the switch is on, it is not possible to start the diesel engine. If the engine is running and the switch is placed in the ON position, the light will come on, but the circuit to the layover system will not be made. If the layover switch is in the ON position and the engine is running, the circuit will automatically be made to the layover system when the engine is shut down.

ENGINE PURGE BYPASS Switch - Slide switch will bypass the purging of the engine prior to start-up and enable the operator to start the engine without initiating the purge sequence.

Figure 1-38: Engine Control Panel

LAYOVER

PROTECTION

ENG PURGEBYPASS

GROUNDELECTRICAL

CABINETENGINEROOM

FRONTNUMBER

STEPPLATFORM

RUN

START

STOP

ISOLATE

ISOLATION

SWITCH


ENGINE STOP

ON

OFF

DANGERHIGH VOLTAGE

WITHIN

MAIN

ENGINE STOP

MAIN ENGINESTART

DYNBRAKE

MOTOR CUTOUT






STARTING SEQUENCE


STARTING SEQUENCE

ACSES STOP BY-PASS


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January 2011

NOTEThe QES-III system will automatically purge the engine. However, if the engine hydraulically locks up during purging, manually open cylinder test valves and then crank over the engine at least one revolution. Close the test valves before starting the engine.

DYN BRAKE Circuit Breaker - Circuit breaker protects the 24T trainline circuit from overcurrent damage. It is tted with a protective cover to prevent accidental shutoff.

ACSES STOP BY-PASS Switch - Once the Stop By-Pass button has been pressed and released (permission must be received from the dispatcher), ACSES will enforce a 15-MPH track speed until the train clears the interlocking.

GROUND LIGHTS Switch - Slide switch turns on the ground lights, located under the frame, on the right and left sides, above the center of the trucks.

ELECTRICAL CABINET LIGHTS Switch - This slide switch controls the electrical cabinet/clean air lter room lights.

ENGINE ROOM LIGHTS Switch - Controls the engine room lights.

FRONT NUMBER LIGHTS Switch - Slide switch controls the front number lights.

STEP & PLATFORM LIGHTS Switch - Slide switch controls the rear step and platform lights and the side ladder lights.

EMERGENCY FUEL CUT-OFF (EFCO) & ENGINE STOP Switch - The locomotive’s propulsion en gine and the diesel HEP engine will stop when this pushbutton is pressed. The reaction to the button is immediate. It need not be held in until the engines stop.

MAIN ENGINE STOP Switch - Only the locomotive’s propulsion en gine will stop when this pushbutton is pressed.

MAIN ENGINE START Switch - Pushbutton is a press and release switch to initiate the engine start sequence. The QES-III locomotive control system will automatically prime the engine and energize the starter motors.

NOTETo stop the engine start sequence at any time, press the EFCO switch.

1-59 1-59



ISOLATION Switch - Isolation switch has two positions, one labeled START/STOP/ISOLATE, the other labeled RUN. The functions of these two positions are as follows:

START/STOP/ISOLATE Position - Isolation switch is placed in the START/STOP/ISOLATE position when ever the diesel engine is to be started. The MAIN ENGINE START switch is effective only when the isolation switch is in the START/STOP/ISOLATE position.

This position is also used to isolate the unit, and when isolated, the unit will not develop power or respond to the controls. In this event the engine will run at low idle speed, regardless of throttle position. This position will also silence the alarm bell in the event of a no power or low lube oil alarm. It will not, however, stop the alarm in the event of a hot engine.

The locomotive is equipped with traction motor cutout from the QES-III; the isolation switch must be placed in the ISOLATE position before a traction motor can be cut out.

RUN Position - After the engine has been started, the unit can be placed “on line” by moving the isolation switch to the RUN position. The unit will then respond to control and will develop power in normal operation.

GROUND RELAY CUTOUT Switch - Lead-sealed switch is located inside the high voltage cabinet behind the engine control panel. The engine control panel door must be unlatched and opened to access the switch. The ground relay cutout switch disables the ground fault relay. This function is for maintenance personnel to isolate failures.

1.4.5.2 Circuit Breaker Panels #1 and #2

These panels (Figure 1-39 and Figure 1-40) are located in the high voltage electrical cabinet directly below the engine control panel. The panels contain those circuit breakers that must be in the ON position to operate the locomotive, and those breakers for lights and miscellaneous devices that are used as condi tions require. These circuit breakers can be operated as switches, but will trip when an overload occurs. The circuit breakers on panels #1 and #2 trip to the OFF position.

NOTEBreakers within the black area of all panels must be in the ON position to operate the locomotive.


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January 2011

Figure 1-39: Circuit Breaker Panel #1

Circuit Breaker Panel #1

RADIO Circuit Breaker - 15 amp, 2-pole breaker protects circuits that supply the radio with power.

TRAIN COMM Circuit Breaker - 15 amp, 2-pole breaker protects the circuits that supply the train communications system with power.

ATC Circuit Breaker - 15 amp, 2-pole breaker protects the cab signal system circuits.

ALERT/EVENT RECORDER Circuit Breaker - 15 amp, 2-pole circuit breaker protects the event recorder and alerter circuits.

NOTEThe alert/event recorder circuit breaker must be ON during normal service operation.

ACSES Circuit Breaker - 15 amp, 2-pole breaker protects the ACSES system circuits.

HEP CONTROL Circuit Breaker - 30 amp, 2-pole circuit breaker protects the HEP control circuits.

RADIO ATCTRAINCOMM.

ALERT/EVENTRECORDER

ACSES HEPCONTROL

HEADLIGHTS LIGHTS CROSSINGLIGHTS

AIRDRYER

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HEADLIGHTS Circuit Breaker - 35 amp, 2-pole breaker must be ON to provide current to the front and rear headlight circuit and through the trainline to the light at the rear of the consist.

LIGHTS Circuit Breaker - 30 amp, 2-pole breaker must be ON to supply power to switches that control miscellaneous locomotive lights.

CROSSING LIGHTS Circuit Breaker - 30 amp, 2-pole circuit breaker protects the crossing lights circuit.

AIR DRYER Circuit Breaker - 15 amp, 2-pole breaker provides power to the air dryer in the com pressed air system and should be turned ON when air compressor is operational.

Circuit Breaker Panel #2

Figure 1-40: Circuit Breaker Panel #2

CAUTIONWhen cycling any circuit breaker on circuit breaker panel #2, open COMPUTER CONTROL circuit breaker first; close COMPUTER CONTROL breaker last.

COMPUTER CONTROL Circuit Breaker - 15 amp, 2-pole breaker protects the locomotive computer control system.

COMPUTERCONTROL

CONTROLCONTROL

LOCAL ACCONTROL

TURBO WATERCOOLER

ENGINEER HELPERAUX CAB HEATERS

BRAKE TRANSCONTROL

REVCONTROL

FUEL PUMP AUX GENFIELD

WINDSHIELDDEFROSTERS

OFF

OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF

OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF

EFCO RESET


1-62January 20111-62


January 2011

.

.

.

.

CONTROL Circuit Breaker - 40 amp, 2-pole breaker sets up the fuel pump and control circuits for engine starting. Once the engine is running, power is supplied through this breaker from the auxiliary gen erator to maintain operating control.

LOCAL CONTROL Circuit Breaker - 30 amp, 2-pole circuit breaker establishes “local” power from the auxiliary generator to operate heavy duty switchgear and various control devices.

AC CONTROL Circuit Breaker - The companion alternator is the 200 VAC power supply for various excitation and wheel slip control devices. The 15 amp AC Control circuit breaker is employed to protect that circuitry. If the breaker trips during locomotive operation, a NO POWER/CHRG. alarm will be given.

TURBO Circuit Breaker - 30 amp, 2-pole breaker must be in the ON position to start the engine and operate the turbocharger auxiliary lube oil pump. It must remain in the ON position to provide auxiliary lubrication to the turbocharger at engine start and after the engine is shut down. A protective guard covers the upper half of the breaker so it cannot be accidentally tripped.

WATER COOLER Circuit Breaker - 15 amp, 2-pole circuit breaker protects the water cooler circuit.

AUXILIARY CAB HEATER Circuit Breakers - These 30 amp, 2-pole breakers protect the helper and operator auxiliary cab heaters. Heat control is provided by switches located on the helper’s console and upper console, respectively.

BRAKE TRANS CONTROL Circuit Breaker - 3 amp, 2-pole breaker is located in the feed to the operating motor of the multipole, motor-operated, ganged switches that are used to transfer from the power mode to blended brake mode of operation. Since control power is required to move the MB transfer switchgear from any other position, this breaker must be closed for power transfer to take place. An open breaker does not pre vent switchgear from already being in position to prop erly operate in the previously selected mode.

REV. CONTROL Circuit Breaker - 3 amp, 2-pole breaker is located in the feed to the operating motor of the multipole, motor-operated, ganged switches that control the direction of current through the traction motor elds and thus control the direction of locomotive travel. Since control power is required to move the RV transfer switchgear, this breaker must be closed for power transfer to take place. An open REV CONTROL breaker does not prevent switchgear from already being in position to properly conduct traction motor current, but interlocking prevents an operating setup in con ict with transfer switch position.

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FUEL PUMP Circuit Breaker - 15 amp, 3-pole breaker protects the fuel pump motor circuit. A fuel lter bypass valve is provided to prevent overload ing the fuel pump motor if the fuel lter becomes clogged.

AUX GEN FIELD Circuit Breaker - The eld excitation circuit of the auxiliary generator is protected by this 6 amp, single-pole breaker. In the event that this breaker trips, it stops auxiliary generator output to the low volt age system and also stops fuel pump operation. An alternator failure (no power/no battery charge) alarm occurs. The engine will stop from lack of fuel.

WINDSHIELD DEFROSTERS Circuit Breaker - 30 amp, 2-pole breaker protects the windshield defroster circuit.

EFCO RESET Switch - This switch resets the EFCO circuit so that the main diesel engine can be restarted.

1.4.5.3 Circuit Breaker and Test Panel

The circuit breaker and test panel (Figure 1-41) is located below circuit breaker panel #1 and contains clearly labeled circuit breakers. Behind the lead-sealed warning card is the switch and test points for load testing of the locomotive.

74 VDC RECEPT Receptacle - The female receptacle provides a power source for external 74 VDC powered equipment or drop lights.

FUSE TEST LT SW Switch - 2-position toggle switch is used to test the fuse test light on the fuse and switch panel.

GENERATOR FIELD Circuit Breaker - The main generator receives excitation current through a controlled recti er from the companion alternator. This 100 amp, single-pole breaker is provided to protect the controlled recti er and both generators as well as associated circuitry.

NOTEUnlike other breakers on the panel that trip to the full OFF position, the generator eld circuit breaker will trip to the center position. After a period for cooling, the breaker must be placed in full OFF position before resetting to the ON position.


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January 2011

FILTER BLOWER MOTOR Circuit Breaker - 50 amp, 2-pole breaker protects the inertial lter blower motor cir cuit. The blower is used to evacuate dirt-laden air from the clean air compartment inertial lters.

AUXILIARY GENERATOR Circuit Breaker - 100 amp, 2-pole breaker connects the auxiliary generator to the low voltage system. It protects against excessive current demands. When the breaker trips, it stops auxiliary generator output to the low voltage system and also stops fuel pump operation. An alternator failure (NO POWER/CHRG) alarm would then occur. The engine will go to idle speed and then stop from lack of fuel.

NOTEUnlike other breakers on the breaker panels that trip to the full OFF position, this breaker will trip to the center position. After a period for cooling, the breaker must be placed in the full OFF position before resetting to the ON position.

HVAC Circuit Breaker - 30 amp, 3-pole breaker protects the cab HVAC equipment. Power is available to the HVAC equipment only when the engine is running or connected to layover power. The cab HVAC unit control switch is located on the upper console in the cab. The HEP alternator generates AC power for electric heating, air conditioning and car lighting for the entire train.

Figure 1-41: Circuit Breaker and Test Panel

74 VDCReceptacle

FuseTestLight Switch

Load Test Points (behind lead sealed warning panel)

FUSE TEST

ON

BREAKERS WITHIN BLACK AREAS OF ALL PANELS MUSTBE IN ON POSITION TO OPERATE LOCOMOTIVE

LIGHT SWITCH

RECEPTACLE

GENERATORFIELD

FILTER BLOWERMOTOR

HVAC

74 VDC

DANGER HIGHVOLTAGE

WITHIN

ON

OFF

AUXILIARYGENERATOR

OFFOFFOFFOFF OFFOFF

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1.4.5.4 Fuse and Switch Panel

This panel (Figure 1-42) is located directly below circuit breaker panel #2.

Figure 1-42: Fuse and Switch Panel

Battery KnifeSwitch

Fuse TestLight

Fuse TestBlocks

STARTING FUSE - The starting fuse is in use only during the period that the diesel engine is actually being started. During start-up, battery current passes through the fuse and starting contactor to the starting motors.

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 defec tive fuse can be detected when attempting to start the engine, since at that time (even though the start ing contactors close) the starting circuit is open.

CAUTIONThe MP36PH-3C locomotive is equipped with a 400 amp starting fuse. Do Not use an incor rectly rated fuse.

400 ASTARTFUSE

TEST LT

TESTCONT


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January 2011

BATTERY KNIFE Switch - The large double-pole single-throw knife switch at the lower portion of the fuse panel is the battery switch. It is used to connect the battery to the lo comotive low voltage system and should be kept closed at all times during operation.

This switch may be opened during certain shop maintenance procedures and in instances where the engine is shut down and the locomotive taken out of service for an extended layover. This will prevent the battery from being discharged in the event the lights or other low voltage devices are inadvertently left operating during the layover. Par ticular attention should be given when a notation at the switch cautions against opening the switch immediately after engine shutdown. Approximately 35 minutes should be allowed following engine shut down, before this switch is opened after load op eration. When wayside power is supplied to the locomotive, the switch should be left closed.

FUSE TEST EQUIPMENT - To facilitate the testing of fuses, a pair of fuse test blocks and a test light are installed on the fuse and switch panel. Fuses may be readily tested as follows. First, move the toggle switch in the adjacent circuit breaker and test panel to the ON position to make sure the fuse test light is not burned out. Extinguish the light by moving the toggle switch to the OFF position. Place a fuse across the test blocks so that the metal ends of the fuse are in rm contact with the blocks. If the fuse is good, the light will come on. If the fuse is burned out, the light will not come on and a new fuse is required.

It is always advisable to test fuses before installing them in their circuits. Always isolate the circuits in question by opening their switches before changing or replacing fuses.

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1.4.6 Subbase Compartment Equipment

1.4.6.1 Dead Engine Cutout

A dead engine feature is also part of the 26-LU-L air brake equipment. The dead engine cutout cock charges the main reservoir from the brake pipe when the locomotive is dead. The dead engine cutout cock and pressure regulator (Figure 1-43) is accessible from outside the locomotive through the right side door provided under the cab. The pressure regulator is set by maintenance personnel and is not to be set by the operator. The reference pressure setting is 25 PSI. The dead engine cutout cock is located next to the 26-LU-L air brake panel at the right side.

Figure 1-43: Dead Engine Cut-out Cockand Pressure Regulator


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1.4.6.2 26-LU-L Manifold Panel

A noted feature of the MP36PH-3C locomotive is the 26-LU-L unitized panel-mounted equipment manifold, il lustrated in Figure 1-44. This equipment is located under the cab oor on the right side and can be accessed only from the outside panel door (Ref. Figure 1-2, Item 15).

Figure 1-44: 26-LU-L Manifold Panel(Right Side - Under Cab Floor)

1. Laminate Assembly2. A-1 Charging Cutoff Pilot Valve3. Double Check Valve4. P-2-A Brake Application Portion5. 26-F Control Valve – Service6. Dead Engine Cutout Valve (plan view)

7. 26-F Control Valve – Quick Release8. Check Valve9. J-1.6-16 Relay Valve10. Combined Valve and Strainer11. Carriage

1 2 3 54

78911 310

6

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1.4.6.3 30-CW Module

The 30-CW module (Figure 1-45), accessed from the short hood by removing a panel on the right rear wall, is used to complement and work in conjunction with the 30A-CDW type brake valve. All pipe connections are made directly to the pipe bracket portion. This arrangement permits the 30-CW module portion to be removed for servicing or maintenance without disturbing the piping of the equipment arrangement.

The C-2-W relay valve portion is a self-lapping valve. It establishes a pressure in the brake pipe equal to the pressure in the equalizing reservoir. It either controls the buildup of brake pipe pressure or exhausts pressure from the brake pipe in response to changes in the equalizing reservoir pressure on the outer face of the diaphragm of this portion.

The 30-CW module portion (less relay valve portion) houses a pneumatically closed brake pipe charging cutoff valve and a high capacity vent valve for brake pipe venting. Two check valves are also included in the module portion. The check valves function to direct the ow of either main reservoir air pressure or brake pipe air pressure, whichever is higher, for use of the brake pipe cutoff valve and the pneumatic vent valve function.

Figure 1-45: 30-CW Module

WaspExcluder

PipeBracket

C-2-W Relay Valve Portion

CW-30 ModulePortion

Mounting Gasket

Stud

Nut

Choke Plug

Port 17A

Port 5


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January 2011

Fuel Pump and Motor Assembly

Lube Oil Cooler

Lube Oil Filter Assembly

Primary Fuel Filter Assembly

Aftercooler Heat Exchanger

1.4.7 Accessory Rack

The accessory rack (Figure 1-46) houses components for various locomotive systems, e.g., engine starting controls, fuel and lubricating oil pumps and lters, engine water expansion tank, layover battery charger, and AC cabinet.

Figure 1-46: Accessory Rack

RIGHT SIDE

LEFT SIDE

AC Cabinet

Actuator Control Unit (ACU)

Water Expansion Tank

Engine Starting and Emergency Fuel Cut-off (EFCO) Controls

Aftercooler Coolant Pressure Sensor

Fuel Bypass Valve

Suction Strainer

Layover Bat-tery Charger

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1.4.7.1 Engine Starting Controls

The engine starting controls (Figure 1-47) are located on the engine control panel in the cab and at the accessory rack in the engine room on the right side of the locomotive.

ENGINE START Switch - Black press and release pushbutton switch initiates the engine start sequence. The QES-III locomotive control system will automatically purge and prime the engine, then energize the starter motors.

EMERGENCY FUEL CUT-OFF Switch - Red switch mounted below the ENGINE START switch and will terminate the QES-III-controlled starting sequence if pushed. There are three additional EMERGENCY FUEL CUT-OFF switches —one on each side of the locomotive near the fuel lls and a third located on the engine control panel in the cab. These switches only function locally, not trainlined, and will concurrently stop the main engine and the HEP engine. The trainlined emergency stop function is accomplished by pressing the M.U. EMERG. STOP pushbutton on the operator’s console.

Figure 1-47: Engine Starting Controls

Injector Rack Manual Control (Layshaft) Lever - The QES-III supplies full fuel through an electronic actuator during start. Therefore, no operator action of the layshaft is required. However, if the engine hydraulically locks up during purging, manually open cylinder test valves and then crank over the engine at least one revolution. Close the test valves before starting the engine.

CAUTIONDo not move the layshaft to start the engine or when the engine is running. Mechanical damage to the actuator unit could occur.

ENGINE STOP

EMERGENCY FUEL CUT- OFF &

PRESS AND RELEASE ENGINE START SWITCH TO INITIATE STARTING SEQUENCE PRESS EFCO SWITCH TO STOP STARTING SEQUENCE

ENGINE START


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1.4.7.2 AC Cabinet

The AC cabinet (Figure 1-48) is located on the right side of the locomotive adjacent to the equipment rack between the main engine and the HEP compartment. The cabinet contains the aftercooler water pump circuit breaker and contactor, cooling fan fuses and contactors, layover contactor, battery charger contactor, 74 VDC receptacle (on side panel), and various associated terminal boards, relays, and recti ers.

Figure 1-48: AC Cabinet

Aftercooler Water Pump Circuit Breaker

Cooling Fan Fuses

A28

83A

G38

83B

NC3 NO3C1 3

C

F81

BCC

83D83C 83E 84A

LOC

200 AMPSFUSE

2016970

FUSE

2016970

200 AMPS2016970

200 AMPSFUSE

2016970

FUSE200 AMPS

2016970

FUSE200 AMPS

2016970

FUSE200 AMPS

FPC

NO2NC2 NO1 NC1

Z Y 2C

U.S. PAT. 3225159VAPOR CORPORATION

C ONTA CT R ATIN G

TYP E

36230018-01

AM P.

VOLT.

C OIL V .

SE RI AL N O.

10

74 DC

74 DC

92M 0013

FC1 FC2 FC3

WPC

CR82

OFF O OFFOFF O O

ON I ONON I I

T81

AFTERCOOLER

WATER PUMP

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The companion alternator provides AC power to the cabinet’s contactors and fuses. The AC cabinet contains three cooling fan contactors and six 200 amp fuses that protect the AC motor-driven cooling fan circuits. Spare fuses are located on the inside door panel of the cabinet.

The 30 amp, 3-pole aftercooler water pump breaker is monitored by the QES-III system. The breaker is placed in the ON position at all times and requires no operator activation. The QES-III system will inform the operator of a circuit overload and tripped circuit breaker.

1.4.7.3 Layover Battery Charger

Mounted on the left side of the accessory rack, the battery charger is designed to convert single phase AC power from a line source to a controlled DC voltage output. Battery voltage and charge current are monitored continuously by solid state circuitry to provide high charge current when the battery is drained (low), and trickle charge current to maintain full charge (charged).

As the battery charges, its need for charge current diminishes. The control module senses the battery voltage and tapers the charge current. The digital panel meter displays the amperage delivered to the battery. Additionally, there is a CHARGE light and a FULL light that indicate relative charge levels. The charger will continue to taper the charge current and maintain a trickle charge of 2 - 5 amps. The level of trickle charge will change based on the battery’s needs and will automatically revert to higher charge levels if the battery’s voltage drops.

The 50 amp variable controlled automatic charging system is overload protected. The circuit breaker box houses two circuit breakers, which independently protect the charger transformer’s primary (50 amp) and secondary (10 amp) windings. The DC output is controlled and protected by an internal current limiting system. No switches, timers, or adjustments are required.

NOTEBecause the layover battery charger operates as a linear battery charger, it is not designed to be used as an independent 74 VDC power supply.


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January 2011

1.4.8 Layover Protection System

A layover heater system (Figure 1-49) is located in the HEP compartment and is used in cold weather to circulate and heat jacket water coolant and lube oil when the main engine is not operating. This prevents coolant freezing and damaging the engine and other cooling system components.

The layover heaters and pumps are electrically powered by the layover power system (480 VAC). A transformer drops the 480 VAC to 120 VAC for the control circuits.

Figure 1-49: Layover Protection System

Lube Oil Heating Element

Jacket Water Coolant Heating Element

Lube Oil HeaterPump (7 gpm)

Water Jacket Coolant HeaterPump (40 gpm)

Lube Oil HeaterPump Motor(1 HP)

Water Jacket Coolant HeaterPump Motor(.75 HP)

Control Panel

Coolant Flow Switch

Oil FlowSwitch (Behind Base Plate)

Sentry Alarm Thermostat

Sentry Alarm Thermostat

Oil System Switch

Coolant System Switch

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1.4.9 Head End Power (HEP) System

The HEP system (Figure 1-50) is powered by a diesel engine/alternator set that produces 600 kW, three-phase at 480 VAC line-to-line rms, 60 Hz. This AC power provides electric heating, air conditioning, and car lighting for the entire train, as well as power for the locomotive HVAC unit.

The operating controls and ap propriate warning lights for this equipment are lo-cated on the upper door of the HEP relay cabinet in the HEP compartment. An additional set of HEP system switches and warning lights are also located on the HEP remote control panel in the cab, as well as the 3-position HEP Trainline Setup switch that con trols the transfer of the trainlined AC power load.

While each locomotive is an independent power source, several may be combined in multiple operation to increase load capacity. The operating controls on each unit are jumpered or “trainlined” to allow all the locomotives to be simultaneously controlled from the lead unit. Control system interlocking prevents paralleling of HEP systems between loco motives.

Figure 1-50: HEP System


HEP Contactor Cabinet*

HEP Relay Cabinet*

HEP Air Filter Box*

HEP Cooling Fan

HEP Inertial Blower

HEP Alternator

HEP Cooling Expansion Tank

HEP Diesel Engine

* Not shown in this view.


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January 2011

HEPENGINE

OFF

ACPOWER

ON

ACPOWER

OFF RUN

PHASELIGHT A

PHASELIGHT C

FILTERMOTOR

TRIP

HEPT.L.

COMPL

HEPSYS

GRND

GENFAIL

FEED THRU

TRAIN COUPLEDTO F END

OR BOTH ENDS

TRAIN COUPLEDTO B END

ONLY

HEP TRAINLINE SETUPCENTER RIGHT RIGHT

LOCOMOTIVEHEP

LOCOMOTIVEHEP

LAYOVERSWITCH

HVAC

OFFLOWVENT

HIGHCOOL

COOLLOW

HIGHHEAT

HEATMED

HIGHVENT

HEATLOW

LOWOFF HIGH

ENG AUX HEATER

BBLRESET

ON

OFF

LEFT CENTER LEFT

DANGERHIGH VOLTAGE

WITHIN

FULLY EQUIPEDFRA PART 223

GLAZINGCONTROL

& FUELGENFIELD

ENGRUN

MARKER

LIGHTSLIGHTSGAUGEWINDOW

DEFROSTDYN

BRAKE

GAUGE LTS

TMS

CLOSE

MAINBRK

ENG

FAIL

ON

HEP/EL

IDLE

1.4.9.1 HEP Remote Control Panel

The HEP remote control panel (Figure 1-51) is located on the upper console directly above the operator’s console.

Figure 1-51: HEP Remote Control Panel (Located top right of upper console)

HEP Remote Switches

HEP LAYOVER Switch - Engages the 480 VAC layover protection system when the locomotive is in layover at a wayside. Engagement of this system supplies power to the cab HVAC system, battery charging circuit, and engine propulsion layover system. The LAYOVER SYS light on the operator’s console will illuminate when the switch is in the ON position.

NOTEThe HEP LAYOVER switch is interlocked such that when the switch is on, it is not possible to start the diesel engine. If the engine is running and the switch is placed in the ON position, the light will come on, but the circuit to the layover system will not be made. The circuit will automatically be made to the layover system when the engine is shut down.


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TRAINLINE SETUP Switch - Determines the connection of the HEP alternator to the trainlined power network. The system can be set up with this switch to supply 480 VAC power to either the long hood end or the short hood end. The switch has three positions:

TRAIN COUPLED TO F-END OR BOTH ENDS - Used when the train is coupled to the F-end or both ends of the locomotive. If the train is coupled only to the F-end, then HEP jumper cables will need to be connected to the HEP receptacles on the B-end to complete the trainline control circuit and to prevent electrical shock

FEED THRU - Home or neutral position. It should be used if this locomotive is to be used as intermediate unit while another locomotive is ap plying head end power to the train, or if a wayside power source is connected to the locomotive’s short hood end HEP receptacles.

TRAIN COUPLED TO B-END ONLY - Used when the passenger cars are coupled only at the B-end of the locomotive. The locomotive cab is the forward end of the train. Electrical power is available only at the B-end of the locomotive.

NOTEWhen the trainline setup switch is in the TRAIN COUPLED TO F-END OR BOTH ENDS position, electrical power is available at both ends of the locomotive.

CAUTIONThe HEP generator system is meant to op erate as a synchronous AC generator on an indi vidual basis. Only one HEP at a time can be activated to supply AC (HEP) power to a single side of the buss to the train line. AC generators must not be paralleled.


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January 2011

HEP ENGINE STOP Switch - Pushbutton switch will immediately shut down the HEP diesel engine.

AC POWER ON Switch - Pushbutton switch is used to close the AC contactor that feeds electrical power to the passenger cars. This switch is to be used only after the HEP IDLE-RUN switch is placed in the HEP RUN position.

AC POWER OFF Switch - Pushbutton switch is used to open the AC contactor and discontinue electrical power to the passenger cars.

HEP IDLE-RUN Switch - Two-position switch controls operation of the locomotive’s HEP system:

LOCOMOTIVE HEP IDLE - When the switch is in the IDLE position, the locomotive’s HEP plant is running at half engine speed and frequency (i.e., 900 RPM, 240 VAC, 30 Hz) to operate the HEP cooling fan and auxiliary loads.

LOCOMOTIVE HEP RUN - When the switch is in the RUN position, the HEP system is then brought up to system voltage and frequency (480 VAC and 60 Hz). When the locomotive operator closes the AC contactor by pushing the AC PWR ON pushbutton switch, the locomotive’s HEP plant is then providing electrical power to the passenger cars.

NOTEThe HEP T.L. COMP indicator light must be illuminated before pushing the AC PWR ON switch.

NOTEThe HEP relay cabinet also has a HEP IDLE-RUN switch. Both switches must be in the HEP RUN position for the proper operation of the HEP system.

HEP Remote Indicator Lights

The HEP indicator lights panel (Figure 1-52) on the upper console is equipped with push-to-test lights. This feature allows testing of the lamp circuit alone, isolated from its operation in the power control system. When the lens cap is depressed, voltage is supplied to the lamp circuit. After a one-second delay, the light should illuminate. HEP indicator lights indicate the status of various HEP mechanical and electrical conditions and are as follows:

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HEP T.L. COMP Light - Green light indicates that the trainline jumper cables are in place throughout the train and the Trainline Setup switch is properly positioned to supply AC power to one end of the locomotive.

HEP SYS GRND Light - Amber light indicates that a ground fault has occurred within the HEP system (alternator or trainlined circuits).

MAIN BRK CLOSE Light - Indicates the AC contactor is closed and head end power is being supplied to the trainline.

ENG FAIL Light - Red light indicates an unacceptably low lube oil pressure on the HEP engine or that the coolant temperature of the HEP engine has exceeded 215°F. This feature activates the engine failure relay and shuts down the HEP engine after 20 seconds as a protective measure.

GEN FAIL Light - Red light indicates that the HEP generator has tripped off line due to either over or under frequency condition. This condition drops out the HEP AC contactor after an 8.5-second delay to remove the load from the engine. This feature also results in the HEP engine going to idle speed, and also sounds the cab-mounted locomotive alarm bell.

PHASE Light - Lights illuminate to indicate that the HEP generator is operating at the proper voltage and frequency.

FILTER MOTOR TRIP Light - White light indicates that the HEP compartment inertial air lter blower motor has tripped its circuit breaker.

Figure 1-52: HEP Indicator Lights

FILTERMOTOR

TRIP

HEPT.L.

COMPL

HEPSYS

GRND

GENFAIL

CLOSE

MAINBRK

ENG

FAIL

HEP/EL


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January 2011

1.4.9.2 HEP Equipment Room

The rear equipment room, Figure 1-53, houses the HEP diesel engine, alternator and two cabinets containing the electrical devices used in the head end power sys-tem. This equipment monitors and controls the AC power (HEP) output for the passenger cars as well as other locomotive HEP and layover functions that re quire AC power. The cabinets are called the HEP contactor cabinet and the HEP relay cabinet.

Figure 1-53: Head End Power Equipment Room

HEPRelayCabinet

HEP ContactorCabinet

HEPCooling Air Filter Box

HEPDiesel Engine

HEP Cooling Expansion Tank

HEPAlternator

Broom/Ice Melt Storage

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1.4.9.2.1 HEP Diesel Engine and Alternator

HEP DIESEL ENGINE - The HEP diesel engine (Figure 1-54) is a Caterpillar C18 series dual turbocharger engine developing 831 horsepower at 1800 RPM (maximum). Its sole function is to drive the HEP alternator.

HEP ALTERNATOR - The HEP alternator (Figure 1-54) is a self-excited, 3-phase alternator used to provide 480 volts AC at 60 Hz to the passenger coaches and for layover protection. It has the capability of delivering 600 kW at a maximum current rating of 902 amperes per phase at 1800 RPM. The alternator is brushless because its exciter is mounted on the same main shaft. The exciter field is controlled by a voltage regulator to maintain a constant 480 volt output.

Figure 1-54: HEP Diesel Engine and Alternator

HEPAlternator

Turbocharger

Oil Filter

Air Inlet/Filter Assembly

Air Outlet to Charge Air Cooler

Exhaust

Water Outlet(behind air inlet pipe)

WaterInlet

WaterDrain

Oil Filler

OilDrain

HEPLayover Heater

CrankcaseVentilation Filter


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1.4.9.2.2 HEP Relay Cabinet

The HEP relay cabinet (Figure 1-55) is located in the HEP equipment room next to the mechanical hand brake wheel. This cabinet houses the auxiliary power control devices, relays, and the head end power monitor panel.

VOLTAGE REGULATOR OUTPUT Circuit Breaker - 20 amp circuit breaker protects the voltage regulator output circuit.

INSTRUMENT POWER OUTPUT Circuit Breaker - 15 amp breaker protects the instrument power output circuit.

Figure 1-55: Head End Power Relay Cabinet (Exterior)

Battery Circuit Breaker (CB1)

Door Interior

Instrument Power Output Circuit Breaker (CB3)

Voltage Regulator Output Circuit Breaker (CB5)

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Figure 1-56: Head End Power Monitor Panel

BATTERY Circuit Breaker - 30 amp breaker protects the HEP control circuits.

HEP Monitor Panel

The head end power monitor panel (Figure 1-56) moni tors the output of the head end (auxiliary AC) power generator and the condition of the trainlined AC (HEP) power system. It also provides a conve nient mounting place for certain protective and control devices associated with the auxiliary AC (HEP) power system. A brief description of the devices on this panel is provided.

FUEL PUMP AUX. RESET

ALARM RESET RESET

GROUND FAULT

STARTAC POWER

ONIDLE RUN STOP

OFFAC POWER

HERTZA-C VOLT

DC VOLTS

1

OFF

32

AMMETER-VOLTMETER

0000000

PHASE LIGHTSA C2005922

2005245

ENGINEHOT

T.L.COMP

HEPSYSTGRND

HEPEXT.480V

OILPRESS

LOW

WATERLEVEL

LOWMTRTRIP

FIL

A-C AMPERES

FEEDBRKMAIN

CLOSED

O.LINST

TRIP

FREQTRIP

VOLTTRIP

SPEEDOVER


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January 2011

AC VOLTMETER - Indicates the output voltage (between two phases) of the AC generating device. The am meter-voltmeter switch selects which two genera tor phases the voltmeter is across. The voltage between these two phases is displayed on the meter (line-to-line voltage).

FREQUENCY METER - Indicates the output frequency of the AC generating device, range: 55-65 Hz.

AC AMMETER - Indicates the output current of the AC generating device to the trainline connections. The ammeter-voltmeter switch selects which of three generator phases is displayed on the meter.

DC VOLTMETER - Indicates the control voltage (74 VDC nomi nal) and has a scale 10-100 VDC.

AMMETER-VOLTMETER Switch - 4-position (OFF, 1, 2, and 3) switch selects the phase (ammeter), and phases (voltmeter) of the HEP alternator output that is displayed on the meters.

ELAPSED TIME METER - Displays the total accumulated hours that the HEP system has been used.

PHASE LIGHTS - Illuminated lights indicate that the HEP alternator is operating at the proper voltage and frequency.

HEP Switch Panel

AC POWER ON Switch - Green pushbutton places the HEP system on-line.

START Switch - Green pushbutton switch starts the HEP diesel en gine.

IDLE-RUN Switch - Two-position switch controls the speed of the HEP diesel engine.

STOP Switch - Red pushbutton switch shuts down the HEP diesel engine.

AC POWER OFF Switch - Red pushbutton switch removes the 480 VAC power from the trainline network.

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FUEL PUMP AUX. RESET Switch - Pushbutton switch sets up the fuel pump con trol circuits necessary to start the HEP diesel en gine. It must be operated to reset the HEP diesel engine fuel pump control circuits after an emer gency fuel cutoff (EFCO) or emergency fuel cut off/engine stop (EFCO/STOP) switch is activated.

ALARM RESET Switch - Pushbutton switch resets the circuits after any of the following faults have occurred:

• Low water level• Overspeed• Low oil pressure• Voltage trip• Instantaneous overload trip• Frequency trip• Hot engine

GROUND FAULT RESET Switch - Pushbutton switch resets the HEP Ground Relay.

HEP Indicator Lights

LOW OIL PRESS Light - Red light indicates that the HEP diesel engine is low on oil, or that the oil pump is faulty.

HOT ENGINE Light - Red light indicates that the HEP diesel engine is overheating.

OVERSPEED Light - Red light indicates that the engine speed control system is faulty. The HEP engine will shut down.

HEP SYST GRD Light - Amber light indicates that a ground fault has occurred in the HEP alternator or trainline circuits.

HEP TL COMP Light - Green light, indicates the trainline jumper cables are in place throughout the train and the Trainline Setup switch is properly positioned for supply ing AC power to one end of the locomotive.

480V EXT. FEED Light -Amber light indicates there is 480 VAC on the train line AC power circuit, and it is not being supplied by this locomotive unit.


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MAIN BRK CLOSE Light - Green light, indicates the AC contactor is closed and the head end power is being supplied to the trainline.

LOW WATER LEVEL Light - Red light, indicates that the HEP diesel engine is low on water.

VOLT TRIP Light - Red light, indicates the head end power sys tem has been disabled by control circuits, due to either an over or under voltage condition.

FREQ TRIP Light - Red light, indicates the HEP system has been disabled by control circuits, due to either an over or under frequency condition.

INST O.L. TRIP Light - Red light, indicates the HEP system has ex perienced an instantaneous overload condition at the AC contactor between the auxiliary AC power (HEP) alternator and the Trainline network.

FIL MOTOR TRIP Light - White light indicates the HEP blower motor cir cuit breaker has tripped.

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1.4.9.2.3 HEP Contactor Cabinet

The HEP contactor cabinet (Figure 1-57) is located on the side wall of the locomotive next to the HEP relay cabinet. This cabinet contains the following major power switching de vices used in the HEP system: the AC contactor, ACD, CFC, and CT’s A, B and C, as well as the majority of HEP circuit breakers.

Figure 1-57: HEP Contactor Cabinet (Interior)

Ground Fault Test Switch

Cooling Fan Motor Circuit Breaker (CB6)

Filter Blower Motor Circuit Breaker (CB7)

Instrument Power Input Circuit Breaker (CB2)

Voltage Regulator Input Circuit Breaker (CB4)

Main Engine Layover Circuit Breaker (CB8)

HEP Engine Heater Circuit Breaker (CB10)

AC Disconnect Motor Circuit Breaker (CB9)

HEP EnginePower Supply

AC Contactor


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HEP COOLING FAN MOTOR Circuit Breaker - 50 amp breaker protects the cooling fan motor circuits.

HEP FILTER BLOWER MOTOR Circuit Breaker - 15 amp breaker protects the lter blower motor circuits.

AC DISCONNECT MOTOR Circuit Breaker - 3 amp breaker protects the AC disconnect motor circuits.

INSTRUMENT POWER INPUT Circuit Breaker - 10 amp breaker protects the instrument power input circuit.

MAIN ENGINE LAYOVER Circuit Breaker - 50 amp breaker protects the main engine layover circuits.

VOLTAGE REGULATOR INPUT Circuit Breaker - 10 amp breaker protects the voltage regu lator input circuits.

HEP ENGINE HEATER Circuit Breaker - 20 amp circuit breaker protects the HEP engine layover circuits.

GROUND FAULT PUSH-TO-TEST Switch - Pressing yellow button will disconnect the HEGR pick up coil circuit from the 480 VAC circuit and apply calibrated control voltage to test the ground fault operation.

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1.4.10 Microprocessor Systems

1.4.10.1 QES-III Locomotive Control System

The QES-III locomotive control system is a 16/32-bit microprocessor- based unit that interfaces to all outside devices. The QES-III system (Figure 1-58) primarily consists of a microprocessor-based electronic control unit (ECU) and an operator interface panel known as the man-machine interface (MMI); both components are located in the high voltage cabinet in the cab.

The ECU is the main controlling unit for the QES-III system, with all logic, communications, and control functions performed by rmware stored in Flash EPROM memory. The ECU contains all of the I/O boards used to control and monitor the various locomotive sensors. Ancillary equipment satis es the sensing, control, and communication requirements. The ECU includes conditioning circuitry to interface to both digital (On/Off) and analog devices. The ECU is a single unit located in the main electrical cabinet. The ECU uses two-piece plastic power connectors for wiring directly to the locomotive electrical cabinet contactors, relays, and terminal strips. The ECU mounting location allows easy access to the locomotive wiring connectors, providing quick and easy removal from the locomotive if replacement is required.

Figure 1-58: QES-III System MMI and ECU Locations

QES

LAYOVER

PROTECTION

ENG PURGEBYPASS

GROUNDEL ECTRICAL

CABINETENGINEROOM

FRONTNUMBER

STEPPL ATFORM

RUN

START

STOP

ISOL ATE

ISOL ATION

SWITCH


ENGINE STOP

ON

OFF

DANGER

HIGH VOLTAGE

WITHIN

M AI N

ENGINE STOP

M AIN ENGINE

START

DYNBRAKE

M OTO R CUTOUT

1. SET ISOL ATION SWITCH TO "ISOLATE"





STARTING SEQUENCE


STARTING SEQUENCE

ACSES STOP BY-PASSMan-Machine Interface (MMI) Panel

Electronic Control Unit (ECU)(behind cabinet door)


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The ECU is powered by the 74 VDC locomotive battery, but will operate over a wide range of input voltages from 25 VDC to 85 VDC. If the input voltage drops below 25 VDC, the ECU automatically restarts (once normal operating voltage is restored).

The ECU communicates with an Actuator Control Unit (ACU) in order to control the diesel engine fuel rack, engine RPM pickup, and interface to some of the engine protection sensors. The ACU is mounted by the accessory rack and is connected to a pressure transducer manifold. The pressure transducer manifold houses the water and oil pressure sensors used for engine protection.

The QES-III senses the state of the MU lines/air brake system and provides electrical power or Dynamic Braking (DB) as required. The MU alarm line conditions are also sensed, and can be displayed on the MMI display.

The QES-III controls the generator eld, dynamic braking, engine throttle, wheel slip, AC fans, forward/reverse transfer switch, and load testing.

Figure 1-59 depicts the QES-III and its ancillary equipment used on MP36PH-3C locomotives.

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Figure 1-59: QES-III Locomotive Control System Components


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The man-machine interface (MMI) provides access to the various functions performed by the QES-III. The MMI (Figure 1-60) displays diagnostic data, allows the operator or technician to initiate system tests, view Run Data or Alarm Data, and enter parameters for the QES-III. The MMI consists of a 6-line by 40-character vacuum- uorescent, alphanumeric display (or data display screen); a Locomotive Diagnostics Display (LDD); and a 20-button keypad that includes operator input keys and lighting intensity controls for the data display and LDD. The MMI interfaces to the ECU using a serial (RS-422) communications cable

Fig 1-60: Man-Machine Interface

Locomotive Diagnostic Display (LDD)

Vacuum-Fluorescent Display (6 x 40 characters)

Keypad

LOCOMOTIVE PERFORMANCEENHANCEMENT SYSTEM

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Locomotive Diagnostic Display

The Locomotive Diagnostic Display (LDD) is a pictorial representation of the locomotive showing the major diagnostic monitoring functions of the QES-III. When the MMI is in Diagnostics mode, a light on the LDD will correspond with the diagnostic screen currently on the data display. The only exception to this is there is no indicator light to indicate that the EXTRA ENGINE VALUES diagnostic screen is active. After selecting the Diagnostics function from the MAIN MENU, the MAIN GENERATOR diagnostic screen is the rst screen to be displayed. The MAIN GENERATOR light on the LDD will turn on to con rm this function is active. Use the Left or Right arrow keys to move to other diagnostic regions on the LDD.

Vacuum-Fluorescent Display

Line 1 of every screen (Figure 1-61) displayed on the MMI will indicate the same information:

• The current date (year/month/day)• The title of the current display screen• The current time (hours:minutes:seconds)

Lines 2–5 display data speci c to the function you are viewing. More information about the data displayed in this area can be found either later in this manual or in the companion maintenance manual.

The sixth line (bottom) of the display is reserved for the most current Active Alarm (fault), regardless of which screen you are viewing. If no faults exist, or if all faults have been remedied, NO ALARMS is displayed on this line. This line also displays the number of active Alarms (#) and the Mode indicator.

Figure 1-61: Example Screen, MMI

YY/MM/DD SCREEN TITLE HH:MM:SSDATA LINEDATA LINEDATA LINEDATA LINE ACTIVE ALARM # MODE

Line 1

Line 6


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Keypad Functions

The keypad incorporates the following functions:

Key Description

0–9

ENT

Active alarms are displayed in CAPITAL letters. The number of active alarms informs you if more than one alarm is active, but not visible on the screen. Corrected alarms will automatically clear from the alarm buffer. The Mode information consists of one of the following:

• ACT (Injector Rack & AU Test) • ALM (Alarm Viewing) • BRK (Dynamic or Blended Braking) • CNT (Contactors Test) • FNT (Cooling Fans Test)• OSP (Engine Overspeed Test)• PWR (Power or Throttle)• RLT (Relay Test)• SLT (Self-Load Test)

Use keys 0–9 to enter numerical values to input data or enter QES-III system and locomotive parameters. You can also use these keys to access various program operations while viewing the MMI. While working in the program, the MMI screen will display the program functions available, and the keys to press to access or initiate these functions.

Use the arrow keys to scroll through data while viewing the various program screens, and to select other program functions while you are viewing certain program screens.

Use the ENT (enter) key to initiate or cancel certain program operations, to activate program operations and view the various screens of information within the program, to save changes to the parameters you enter, or to reset the New Trip totals to zero.

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CLR

ACK MENU

BRT

DIM

NOTE1) The use of valid keys for each screen is discussed in sections of this manual that describe the available functions. If a key is not mentioned for a particular screen, it is disabled for that screen.

2) The backlighting on the keypad is set to a level appropriate for night viewing and does not require adjustment.

Software Module Descriptions

The QES-III uses various software routines for controlling the main generator. These software routines, and the alarms and messages that are set and displayed on the MMI display screen if a fault or other condition occurs, are described in the following pages. The alarms and messages are listed in alphabetical order in Section 3 of this manual.

Press CLR (clear) to cancel cer tain program operations.

Key is not currently used.

While viewing any of the program screens, press the MENU key to return to the MAIN MENU. If you press MENU while viewing the MAIN MENU screen, the MESSAGE/ALARM screen will be displayed.

Press the BRT key to increase the lighting intensity of the Vacuum-Fluorescent Display and the Locomotive Diagnostic Display. Each time you press the BRT key, the lighting intensity is increased by 25 percent.

Press the DIM key to decrease the lighting intensity of the Vacuum-Fluorescent Display and the Locomotive Diagnostic Display. Each time you press the DIM key, the lighting intensity is decreased by 25 percent.


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AC (Fan Control)A dual-temperature sensor is installed on the locomotive to measure engine water temperature. If both elements are working, the QES-III uses the higher temperature. If a sensor element fails, an alarm is set and displayed on the MMI. Fan operation continues as normal using the remaining sensor. If both sensors fail, the ECU instructs the engine to Idle. The three AC fans are time-shared and turn On/Off, based on engine temperature, as shown in Figure 1-62.

Figure 1-62: Fan Control - Temperature On/Off Limits

ON OFF

Shutter 170°F 160°F

First Fan 175°F 165°F

Second Fan 185°F 175°F

Third Fan 195°F 185°F

Power Reduction (Hot Engine) 208 and < 208°F < 215°F

Hot Engine (Throttle 6 Limit) 215°F 205°F

Hot Engine Return to Idle after: 217°F for 60 Seconds 217°F 216°F 219°F for 30 Seconds 219°F 216°F 221°F for 20 Seconds 221°F 216°F 223°F for 10 Seconds 223°F 216°F

If the engine temperature exceeds 208°F and the engine is above throttle Notch 6, there is a linear cutback in excitation to Notch 6 level at 215°F. During a HOT ENGINE THR 6 LIMIT alarm, the throttle is limited to Notch 6 with a corresponding reduction in load; the GOVKD output turns on, driving the GOV 6TH KD indicator light.

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NOTEWhen protecting from an overheating condition, the QES-III system reacts on the higher of the two water temperature sensor elements unless one fails. A failure is determined if one water temperature sensor element indicates 239°F (110°C) or higher. In the freeze protection situation, a failure is determined if one sensor detects 32°F or less. If both water temperature sensor elements fail, the QES-III uses the oil temperature derated by 20°F. If both water temperature sensor elements and the oil temperature sensor fail, the QES-III uses a default the engine water temperature reading to ensure two fans are running and sets a LIMP HOME MODE THR 6 LMT message, which limits engine operation to throttle Notch 6 strictly for the safety of the diesel engine.

WARNINGTo monitor engine water temperature, the QES-III system uses a dual-sensor Engine Water Temperature Probe (contains two sensor elements). IF EITHER OF THE ENGINE WATER TEMPERATURE SENSOR ELEMENTS FAILS, REPLACE THE FAULTY ENGINE WATER TEMPERATURE PROBE AS SOON AS POSSIBLE.

The QES-III reduces power due to a high water temperature by reducing the RC (Rate Control) value. The reason for the power reduction is displayed on the MAIN GENERATOR and AXLE GENERATORS diagnostic screens (example, EXC LMT: HOT ENG).

High Idle – High Idle is provided to maintain engine temperature. If the air temperature is above 20°F, High Idle is disabled for 45 minutes after engine start-up. If the air temperature is below 20°F, High Idle is disabled for 5 minutes after engine start-up. During extremely cold ambient temperatures when the locomotive is left in Idle, High Idle occurs if the water temperature drops below 122°F (Throttle 4).

Low Idle – If the locomotive is in Idle and the Reverser handle is in Neutral, the locomotive is set to Low Idle. Low Idle is achieved by energizing both the A and D solenoids in the governor. At ambient temperatures below 32°F, or if the engine temperature is less than 140°F, Low Idle is disabled.


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Automatic Engine Start/Stop (AESS)

The locomotive’s QES-III system includes a fuel-saving feature that automatically shuts down the main engine during periods of prolonged idling and restarts the engine only when it is needed. An alarm will sound for 30 seconds prior to engine start. The system will operate only when the Isolation switch is in the ISOLATE position. The engine will stay running until all conditions are true. At this point, the engine will be shutdown after sounding a warning alarm (in the engine room) and the automatic start feature will be re-enabled for additional starts if required. Once the engine is shut down automatically, a brief “chirp” of the warning alarm will be sounded every 10 seconds to alert personnel that the automatic start system is active, along with a crew message on the display.

BB (Blended Brake)If the locomotive is in Idle and the QES-III senses a blended brake call pressure greater than 12 PSI, and if speed is above 5 MPH, the QES-III responds by adjusting the Motoring/Braking (MB) transfer switch to the braking position and pulling in the Braking (B) Contactor. The MB transfer switch causes all of the traction motor elds to connect in series. The traction motor elds are then excited with the main generator. The voltage generated by the traction motor armature is applied to the DB grids to provide electrical braking.

The BB module determines the amount of dynamic braking. This is calculated based on the blended brake call pressure (CALL PSI), sensed by a pressure transducer in the air system and locomotive speed. The BB module attempts to provide as much braking effort as possible with DB. If the DB system fails to provide enough braking, the QES-III uses the MVH (Blended Brake Hold Magnet Valve) and MVR (Blended Brake Release Magnet Valve) air valves to apply the air brakes.

If a wheel slide occurs during blended braking operation, the QES-III uses the MVSR (Blended Brake Wheel Slip Magnet Valve) to correct the wheel slide.

Based on the blended brake calculations, a grid current command is sent to the DR (Dynamic Brake Regulator) module and the DP (Dynamic Brake Protection) module. The DR and DP modules attempt to regulate the main generator and traction motors to produce this grid current. In all cases, the DB grid current is limited by the DP module to 700 amps. During an emergency brake operation, a command is sent to the DR module to provide a maximum traction motor eld current of 250 amps.

If the Blended and Dynamic Brake Cutout switch is on or if a traction motor is cutout, the locomotive will not provide DB. If the QES-III cannot provide DB for

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any reason, an alarm or message is displayed on the MMI and the Blended Brake Lockout (BBL) Relay energizes. In this case, all braking effort is supplied using the air brakes.

BBL (Blended Brake Lockout)If one of the following DB alarms is displayed on the MMI, the GFC drops out, and the alarm bell rings.

• DB MOTOR FLD OVER EXCIT• GRID CURRENT EXCEEDED• NO DB GRID BLOWER 1 OPEN• NO DB GRID BLOWER 2 OPEN• NO DB GRID BLOWER 1 SHRT• NO DB GRID BLOWER 2 SHRT• NO DB GRID 1 OPEN• NO DB GRID 2 OPEN• NO DB GRID 3 OPEN (Self-Load operation only)

Each time one of these DB alarms is set, the blended brake fault count increases by one (BBL CNT on the DB GRIDS diagnostic screen). A fourth occurrence of any of these alarms results in a BLENDED BRAKE LOCK OUT alarm. DB will not be provided until this alarm clears. If no further BB alarms occur for a period of one hour, the blended brake fault counter resets to zero. If there is a BLENDED BRAKE LOCK OUT alarm (see alarm descriptions below), it clears automatically.

CC (Compressor Control)The air pressure in the main reservoir is measured with a 200 PSI pressure sensor. If the pressure is lower than 130 PSI, the CTR (22T) trainline is driven high. This causes all compressors in the consist to turn On. If the pressure exceeds 140 PSI, the CTR trainline is released. The MVCC output is off whenever the trainline is high, causing the compressor to run. Driving the magnet valve forces the compressor to turn off.

DBEX (Extended Range Dynamic Brake)The QES-III controls the extended range contactor (DC1) to provide more blended braking at higher speeds. This locomotive is unusual in that it has six DB grids on a four-axle unit. The extra grids are used for full HP self-load testing. These extra grids are also connected in DB and provide increased braking at speeds above 32–34 MPH. At speeds above 34 MPH all six grids are connected; at speeds below 32 MPH only four grids are used, thereby maintaining dynamic braking effort at


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DG (Dynamic Brake Grid Blower Protection)A current sensor measures the current through each DB Grid Blower fan, which is used to detect a stalled motor or open motor circuit. If a grid blower fan fault persists for more than 10 seconds, a NO DB GRID BLOWER alarm is set. When the Dynamic Brake Grid Blower Protection module detects a grid blower fault, the QES-III sets an alarm and drops the GFC and contactor B. This quickly removes power from the DB grids.

DP (Dynamic Brake Protection)The QES-III continually monitors grid currents and main generator voltage while the locomotive is in DB. The QES-III attempts to regulate the main generator to keep grid currents at safe levels. If a grid current exceeds these safe levels, a GRID CURRENT EXCEEDED alarm is set. The ECU also monitors for open grids and sets a NO DB GRID OPEN alarm if this occurs. If the main generator voltage exceeds safe values, a DB MOTOR FLD OVER EXCITE alarm is set. When any of these reductions occur, the QES-III displays a reason for excitation reduction on the MAIN GENERATOR and AXLE GENERATORS diagnostic screens (example, EXC LMT: GRID AMPS or MG VOLTS).

EL (Excitation Limit)The EL module provides protection for the main generator eld and limits the current out of the main generator. The QES-III monitors the main generator eld current through the GFCT transducer. The QES-III attempts to regulate the main generator eld current to safe limits. If these limits are exceeded, the GFC contactor drops and an alarm is set and displayed on the MMI. When a traction motor is cut out, placing three motors in parallel, the current limit increases to allow full use of the remaining traction motors. The QES-III also checks for low main generator eld current and displays an alarm when this occurs.

QES-III also attempts to regulate the main generator current to a maximum limit, which also increases when a traction motor is cutout. If the maximum main generator current limit is exceeded, the QES-III drops the GFC contactor and an alarm is set and displayed on the MMI. The QES-III senses the current level by means of the current transducers (CT) in the main generator. When the QES-III initially senses high main generator amps or eld amps, it reduces power by reducing the RC value. When this occurs, the QES-III displays a reason for excitation reduction on the MAIN GENERATOR and AXLE GENERATORS diagnostic screens (example, EXC LMT: MGEN AMPS or MG FIELD).

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Engine Speed GovernorThe QEG 1000 Electronic Governor system replaces and performs all of the basic functions that the mechanical governor previously performed. The QES-III controls the QEG 1000 Electronic Governor Actuator Control Unit (ACU), which monitors the governor solenoids (AV, BV, CV, and DV) to determine the throttle demand.

In addition, the QES-III checks for the presence of any engine protection alarms and, based on this information, determines the actual throttle notch and corresponding engine RPM required. This determined RPM is displayed on the MMI as MRPM on the GOVERNOR/ENGINE diagnostic screen. The QES-III compares the MRPM with the present engine RPM (displayed as RPM1, RPM2) as detected by the Actuator Unit (AU) and relayed by the ACU. Based on this information, the QES-III increases or decreases the fuel supplied to the engine in order to match the engine speed with the desired engine RPM. Figure 1-63 shows the maximum rack settings for each notch and the corresponding horsepower and engine RPM expected.

Figure 1-63: Maximum Rack/Engine RPM

THROTTLE POSITION MAXIMUM RACK ENGINE RPM

Stop 1.96 0

Low Idle 1.60 200 High Idle 1.45 570 Idle 1.57 270

Throttle 1 1.22 270 Throttle 2 1.13 355 Throttle 3 1.39 510 Throttle 4 1.33 570 Throttle 5 1.23 690 Throttle 6 1.05 830 Throttle 7 0.85 865 Throttle 8 0.82 954

Overspeed — 1075, +/- 10

DB Setup — —


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If the QES-III cannot maintain the engine RPM due to engine overload, it lowers the internal load regulator value to reduce the load on the engine. When this occurs, the QES-III displays a reason for the reduction to the load regulator value and resultant power on the MAIN GENERATOR and AXLE GENERATORS diagnostic screens (example, EXC LMT: LOW RPM).

LOW RPM is displayed if the engine RPM is more than 100 RPM below the desired RPM. Otherwise, EXC LMT: MAX RACK is displayed to indicate that the rack position is near or beyond the maximum setting for the requested engine notch. The load regulator signal is fed to the PF (Performance Feedback) module.

The maximum rack can also be reduced if the air box or booster pressure is not adequate for proper fuel combustion.

If the QES-III cannot communicate with the ACU, the ACU releases the rack after one second, which causes the engine to shut down. This is a safety function to prevent undesirable engine operation. In addition, if certain engine sensors fail, throttle notch is limited to Notch 6. This is done to provide reasonable available power when running ‘wounded’ and is termed LIMP HOME MODE THR 6 LMT.

Engine Start/Stop ControlThe QES-III controls the operation of the diesel engine and starts and stops the locomotive based on the following locomotive controls:

• The Emergency Fuel Cut-Off switches.

• The MU Shutdown Switch (STOP position).

• The Start Switch. Part of this function includes monitoring the start system for proper operation.

EPD (Engine Protection)The integrated electronic governor replaces the majority of the Engine Protection Device (EPD) and the hot oil detector, leaving only the original crankcase pressure detector on the locomotive. This module performs the functions previously performed by these devices, including water and oil pump protection, and hot engine detection. Pressure sensors in the Governor Manifold monitor the water inlet, water outlet, and oil pressures. A 100 ohm oil temperature sensor monitors the oil temperature. If the operating conditions indicate problems with engine operation, the QES-III protects the engine by either limiting throttle notch or

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GR (Ground Relay)The purpose of the Ground Relay (GR) protection system is to protect the main generator, traction motors, and high voltage wiring, as well as to reduce the possibility of electrical res by removing excitation from the main generator when a ground or certain faults occur in the high voltage system.

The ground relay protection system detects high voltage DC grounds, main generator AC grounds, shorted windings, or loss of one phase group in the main generator.

A pick-up of GR removes the feed from the GFD contactor and causes the QES-III to idle the engine, drop out GFC and GFD, and ring the alarm bell. When the GFD drops out, it places a 4.8 ohm resistor in series with the main generator eld. This 4.8 ohm resistor results in an immediate decrease in the main generator eld current and provides fast decay of the main generator eld.

The ground fault detection circuit is connected the same as a conventional GP40 locomotive. If a high voltage ground is detected by this circuit, the GR picks up and latches. The reset coil is connected to the QES-III, allowing for automatic reset as required.

Two counters identify the number of ground relays in Power (GRP CNT) or Brake (GRB CNT) within a one-hour period. Depending on the number of ground relays, the following action is taken:

• 1–3 times during Power or Brake operation, the GR is automatically reset.

• 4 times during DB operation, GR is automatically reset and locked out for 1 hour (unless manually reset using the MMI).

• 4 times during Power operation, GR is automatically reset and Traction Motor 1 is cut out.





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• 8 times during Power operation, GR is automatically reset and main generator voltage is limited to 650V.

• 9 times during Power operation, GR is automatically reset and locked out for 1 hour (unless manually reset using the MMI).

GV (Generator Voltage)The QES-III attempts to regulate the main generator voltage to a maximum of 1400 volts. If for some reason the voltage exceeds 1500 volts, the GFC contactor drops and an alarm is set and displayed on the MMI.

If the VOLTAGE LMT DUE TO GR alarm is set, the main generator voltage is regulated to a maximum of 650 V.

The QES-III reduces power due to high main generator voltage by reducing the Rate Control (RC) value. The QES-III then displays a reason for excitation reduction on the MAIN GENERATOR and AXLE GENERATORS diagnostic screens (example, EXC LMT: MG VOLTS).

HP (Horsepower)The QES-III typically regulates the engine horsepower to about 3500 HP to 3600 HP based on the maximum rack setting as described in the Engine Speed Governor module. In addition, the QES-III monitors the main generator voltage and current to determine the actual horsepower output, monitoring for low or excessive horsepower. It limits the horsepower to 3700 HP by reducing the RC value. When this occurs, the QES-III displays a reason for excitation reduction on the MAIN GENERATOR and AXLE GENERATORS diagnostic screens (example, EXC LMT: HP LIMIT).

Locked AxleThis module provides protection against improper speeds by monitoring the speed of each axle on the locomotive and providing alarms and power reduction for locked axles, missing speed signals, and locomotive overspeeds. Locked axle protection is active even if the locomotive is isolated and in tow. When any of the alarms triggered by this module are set (see below), the alarm bell rings and the QES-III reduces power by reducing the RC value. When this occurs, the QES-III displays a reason for excitation reduction on the MAIN GENERATOR and AXLE GENERATORS diagnostic screens (example, EXC LMT: AXLE LOCK or NO SPEED or OVER SPD). If a traction motor is cutout and the speed sensor is disabled, locked axle protection is disabled on that traction motor.

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PF (Performance Feedback Control)The QES-III provides performance control similar to a GP40 locomotive. Main generator volts plus main generator amps provide a feedback signal, which is compared to a reference out of the load regulator (in the software). If the proper feedback is not received from the main generator, the QES-III increases the current fed to the SE module.

The QES-III outputs a 0–15 mA signal (based on the throttle notch and generator feedback) to control the main generator by the SE module. The SE module controls the output of the main generator by changing the turn-on time of the SCRs. Changing the turn-on time of the SCRs varies the main generator eld current.

At very low speeds the QES-III limits main generator output to 6200 amps. If the locomotive speed increases to the point where the main generator exceeds 1400 volts, the output of the generator is limited by the QES-III so it does not exceed 1400 volts.

PS (Pinion Slip)An integral function of the wheel slip system is detecting pinion slips, shorted traction motors, and open traction motor circuits. This is accomplished with the use of one armature current transducer on each traction motor. If two SLIPPED PINION or OPEN TM CIRCUIT alarms are set for the same axle within 5 minutes, the QES-III automatically cuts out that traction motor.

RC (Rate Control)The throttle and DB settings can be quickly changed by the operator. These changes are modi ed by the RC software module to provide a fast, but smooth increase in Power or DB. Rate control provides a 3.6 volts/second ramp rate in DB and a 2.6 volts/second ramp rate in Power. These ramp rates are similar to those found in a GP40 locomotive. This signal is fed (in the software) to the LR (Load Regulator) module.

TH (Throttle)To generate the internal throttle reference number, the QES-III senses the following MU lines:

• AV throttle (15T).• BV throttle (12T).• CV throttle (7T).• DV throttle (3T).• Generator Field (GF) Control (6T).


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If GF Control MU line (6T) is active, the Power contactors are set up. If the Generator Field Contactor (GFC) is picked up, QES-III sets the throttle reference for each throttle notch as listed below. If the GF Control MU line is low, the GF opens and throttle reference is set to zero.

The QES-III generates an internal software reference voltage for each throttle notch as follows:

Notch 1: 12.90 Notch 5: 31.50 Notch 2: 19.00 Notch 6: 36.62 Notch 3: 24.55 Notch 7: 43.38 Notch 4: 25.90 Notch 8: 50.00

This reference signal is fed (in the software) to the RC (Rate Control) software module.

TMCO (Traction Motor Cutout)Any one of the four traction motors can be cut out using the MMI. When a motor is cutout, DB is not allowed. An option available from the TRACTION MOTOR CUTOUT screen (Disable Spd Sensor) allows the operator to disable the speed sensor on the traction motor that is cutout. If Disable Spd Sensor is not selected, the QES-III still provides locked axle protection on all axles. If Disable Spd Sensor is selected, the speed pickup on the cutout axle is ignored and that axle will not have locked axle protection.

TM TEMP (Traction Motor Temperature)QES-III calculates traction motor temperature based on traction motor cooling air temperature, amount of cooling air, traction motor current, locomotive speed, and traction motor voltage. At power-up QES-III assumes the traction motor temperature is 212°F (100°C). The calculated temperature then changes as conditions change. For example, if the locomotive is waiting to pull a train, the calculated temperature (in a period of time) equals the traction motor cooling air temperature.

The QES-III reduces power due to high traction motor temperature by reducing the RC value. The QES-III then displays a reason for excitation reduction on the MAIN GENERATOR and AXLE GENERATORS diagnostic screens (example, EXC LMT: TM AMPS or TM TEMP).

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WS (Wheel Slip)The wheel slip/wheel creep control system is based on the feedback signal from four axle generators (120 pulses/wheel revolution). Wheel slip is controlled by a program which calculates the following:

• Absolute Wheel Acceleration.• Relative Wheel Speed (Differential).• Absolute Wheel Speed.

Wheel slip is controlled by reducing the excitation level of the main generator eld. A minor slip is corrected with less tractive effort loss than a more severe slip. The primary method used for the wheel slip control system is absolute wheel acceleration. In Power, if an axle accelerates more than 2.4 MPH/second at speeds below 5 MPH, or 1.8 MPH/second between 5 MPH and 35 MPH, or 1.4 MPH/second above 35 MPH, the QES-III reduces main generator excitation. The more rapid the acceleration, the more the QES-III reduces excitation.

In DB the QES-III compares axle deceleration with the median deceleration of all four axle inputs. If the deceleration of an axle exceeds the median value by 1 MPH/second, the QES-III reduces the main generator excitation by an appropriate amount. If an excitation reduction is made due to excessive wheel acceleration or deceleration, ‘EXC LMT: WS AA’ is displayed on the MMI (MAIN GENERATOR and AXLE GENERATORS diagnostic screens). An ‘*’ is displayed on the MMI behind the speed of the slipping axle (for example, A3:56.73*).

A secondary wheel slip control function compares each axle speed to the average speed. If the speed on one axle exceeds the average speed by 1 MPH plus 7 percent, the QES-III reduces excitation. If an excitation reduction is made due to the difference in wheel speeds, ‘EXC LMT: WS DIFF’ is displayed on the MMI (MAIN GENERATOR and AXLE GENERATORS diagnostic screens).

The QES-III uses axle speed for wheel slip detection and control. By monitoring axle acceleration/deceleration and comparing the speed of different axles, the QES-III detects and corrects single axle wheel slips/slides, as well as synchronous wheel slips/slides. During severe wheel slip/slide conditions, the QES-III drives the 10T MU line. The Wheel Slip light is connected to the 10T MU line; the light turns On during severe wheel slip/slide conditions.


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If there is a wheel slide in Blended Brake, the grid current drops quickly and then returns to close to the same value as before the wheel slip. The resulting Brake Cylinder pressure change is delayed to prevent the air brakes from turning on, which would result in a worsened wheel slide condition. The QES-III ramps the Brake Cylinder pressure value to the true value within 5 seconds following a wheel slide.

The wheel diameter can be set using the MMI (from the SETUP PARAMETERS screen). Axle 2 is used as the reference axle for scaling. If the reference axle wheel diameter number is changed (from the MMI), the other axle speeds also change. The wheel slip system is not sensitive to wheel diameter variations, a difference of 2 inches in wheel diameter has little effect on the performance of the wheel slip system.

When the QES-III reduces the RC value due to wheel slip, the reason for the power reduction is displayed on the MAIN GENERATOR and AXLE GENERATORS diagnostic screens (example, EXC LMT: WS DIFF or WS AA or NO SPEED or OVER SPD).

The QES-III detects sliding axles by monitoring deceleration in both Power and DB. If deceleration exceeds 4 MPH/second for 0.5 seconds, or a differential wheel slip for more than 0.5 seconds, the QES-III picks up the MVSR to release the locomotive air brakes. The axle(s) stops sliding, the QES-III drops the MVSR, and the air brakes are reapplied.

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Figure 1-64: Event Recorder Unit Architecture

1.4.10.2 Event Recorder/Alerter System

The event recorder/alerter system is installed in the short hood. The microprocessor-based system combines the event recorder and alerter functions into a single operating system that takes its signals from existing sensors and operational systems whenever possible as well as industry-proven transducers for discrete inputs. The system receives its data from analog transducers, frequency input counters, digital inputs, and communications inputs. Figure 1-64, Event Recorder Unit Architecture, illustrates the various signal sources collected by the system’s functional blocks. The data is placed into a circular buffer where the oldest data is overwritten as new events take place. This data can be accessed and downloaded via portable test equipment/computer.

Transducers

Switches

Train Lines

SpeedSignals

Data Network

VehicleNetworks

VigilanceSystems

AnalogInterfaces

DigitalInterfaces

FrequencyInterfaces

NetworkInterfaces(Optional)

OutputControls

ProcessorModule

HardenedMemory Module

Portable TestEquipment (PTE)Serial Interface


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Event Recorder

The event recorder monitors and records operator control actions and locomotive functions. The event recorder permits the study of train handling and provides data for effective locomotive maintenance. It has an accurate internal real-time clock, and all memory updates are time-stamped to the nearest second. In the event of a crash, or derailment, the nonvolatile memory module can be retrieved to aid in follow-up investigation. The information obtained from the memory module can provide suf cient data for a complete analysis of events.

Recorded data can be downloaded to disk on a regular basis by means of a portable computer. The information can then be sent to a central location for post processing of the data. The download port is located in the short hood on the event recorder.

Event Recorder OperationThe event recorder requires no operator action to enable the system. The event recorder is enabled on power up and begins recording when one of the three following conditions occur:

1. The train speed is greater than 0.5 MPH;

2. The reverser handle is placed in the forward or reverse position;

3. The brake cylinder pressure is less than 25 PSI.

The event recorder shuts down if at least one of the above conditions is not met for a 30-second period.

The 74-volt locomotive battery system powers the event recorder, and its circuit breaker is located in the electrical cabinet. The durable recorder can operate in temperatures ranging from -40°F to 131°F.

The event recorder system for the MP36PH-3C locomotive is integrated with the alerter system. The railroad speci cations will determine which operator actions and control systems are to be monitored by the event recorder. The digital, analog, frequency and data interfaces are isolated from each other and ground. The data recorded includes the following:

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Digital Signals

• Brake Cylinder Pressure less than 15 PSI• Manual Reset • Equalizing Reservoir• GFX Relay• Bell• Horn (High/Modulated)• Self-Test• Override Switch• Spare (4, 32 volts)• Gen. Field• Throttle Sol. A• Throttle Sol. B• Throttle Sol. C• Throttle Sol. D• Forward• Reverse• DB Setup• Wheel Slip• Alerter Penalty• Headlights (High/Low)• Crossing Light Continuous• Crossing Light Auto• Crossing Light Flash• Door Closed• (Spare)• Bench Test Equipment

Analog Signals

• Brake Cylinder Pressure• Brake Pipe Pressure• Independent Pressure• Bail Off• (Spare Pressure)• Headlight Voltage

Frequency

• Speed/Distance


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Alerter System

The alerter system is designed to attract the operator’s attention by a ashing light and an audible alarm. If no acknowledgment is detected within a preset timing sequence, audible and visual warning is given. If the system is not reset, the control de-energizes the signal to the MV-TMS in order to apply the brake. This system is used to protect the train in the event the operator is incapacitated for any reason.

NOTEThese alarms do not operate when the locomotive is in the trailing position.

1. It alerts the operator any time the brakes are released.

2. The time allowance interval between one reset and the next reset is determined by the speed of the train—the higher the speed, the shorter the time interval between resets. The crew alert time allowance in relation to locomotive speed is provided in Figure 1-65.

3. For penalty brake application, the following conditions apply:

a. A penalty brake application consists of a full service brake application.

b. Penalty induced brake pipe reduction is limited to 20 - 24 PSI by the brake system.

c. The system resets after 6 seconds and the automatic brake handle in SERVICE position.

RESET

The alerter system timer is reset when any one of the following occur:

1. Depressing the alerter reset button.

2. Operation of the horn.

3. Operation of the bell.

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4. Operation of the reverser handle.

5. Operation of the throttle handle.

6. Application of the automatic or independent air brake.

7. Generator Field (from throttle).

The following Figure 1-65 shows the cross-reference between the speed and the alerter timing. In general, the allowance time reduces with increasing speed.

If no control is manipulated by the end of the allowance time, warning lights will start to ash. After 5 seconds, a warning horn will start to sound on and off. The rate of the light ashing and the on/off of the horn will increase for 5 seconds until they are continuous. At 3 seconds after the horn begins sounding continuously, a penalty brake application will be initiated by a magnet valve.

ON-BOARD TESTING

The alerter system can be tested by pressing the self-test pushbutton on the alerter alarm head (Figure 1-66) on the upper console. The locomotive must be at 0 MPH. The self-test procedure will cause the following actions:

1. The green SYSTEM ACTIVE light ashes rapidly for the duration of the self-test.

Figure 1-65: Crew Alert Allowance Time vs. Speed

SPEED (MPH) TIMING (Sec.) 0.5-1.9 240 2 162 10 135 20 105 30 90 40 77 50 68 60+ 60


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2. A processor module memory test will be conducted on RAM and application program.

3. The 4 SYSTEM ALARM lights ash alternate diagonal pairs for several seconds.

4. The audible alarm sounds and the alarm lights ash.

5. The SYSTEM FAULT light ashes on then off for a 1-second period.

6. The penalty output circuit opens for a 1-second period and the SYSTEM FAULT light illuminates.

NOTEDuring normal voltage (74 VDC) operation at speeds below 0.5 MPH, the green SYSTEM ACTIVE indicator will ash at a rate of 1 Hz. At 0.5 MPH and speeds above, the green SYSTEM ACTIVE indicator will be ON solid. A low voltage operational state (e.g., low battery power) is evidenced by the green SYSTEM ACTIVE indicator being OFF but pulsing ON every 2 seconds.

CUTOUT

If the alerter system should become inoperative, normal locomotive operation may be restored by closing the alerter cutout/override switch. This switch is located on the front panel of the event recorder in the short hood. Activation of the override switch (placing the toggle switch in the ON position) is recorded by the event recorder.

Figure 1-66: Alerter Alarm Head

bach-simpson

ALARM

TEST ACTIVE FAULT

SYSTEM

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1.4.10.3 Cab Signal System

The 9-Aspect Cab Signal System enforces safe operation of the train. It provides forced acknowledgement on signal downgrades and over-speed protection. The system can initiate a penalty brake application in order to stop the train if the operator is unable or unwilling to respond properly. The cab signal enclosure (Figure 1-67) is located in the short hood. The other components of the system are located outside the short hood and include:

• Aspect Display Unit (ADU - mounted in the cab near the front windows). • Track Receivers (mounted on the left and right sides behind the front end

sheet). • Axle Generator (mounted on the No. 3 axle on the right side).

9 ASPECT CABSIGNAL SYSTEM

MASSACHUSETTSBAYTRANSPORTATION AUTHORITY

Enclosure Exterior Enclosure Interior

Figure 1-67: Cab Signal System Enclosure


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The ADU (Figure 1-68) provides the locomotive operator with an interface to the ATC (Cab Signal) and ACSES systems. The ADU provides a speed display using both numeric and “analog look” digital LED displays. Both ATC and ACSES Departure Test switches are on the ADU as well as an Acknowledge switch and a switch to select between Cab Signal and Non Cab Signal territory. The ADU also houses two distinct sounding sonalert alarms -- one for the ATC system and one for ACSES. A redundant red Acknowledge switch is located on the operator’s console desktop beside the yellow Alerter Reset switch.

Cab Signal


ACSES

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1.4.10.4 ACSES System

The Advanced Civil Speed Enforcement System (ACSES) provides Civil Speed Enforcement, Temporary Speed Enforcement (via Radio), and Positive Train Stop capability in one integrated package. The heart of the system is the Vital Onboard Computer (OBC) and associated card le (Figure 1-69) within the ACSES enclosure that is located in the short hood.

ACSES acts as an overlay, enforcing prede ned civil speeds and ensuring positive stops at all interlockings when a cab signal system is receiving a restricting aspect. In contrast to continuous cab signaling products, which employ modulated carriers in the rails to provide a continuous stream of information to the train, ACSES relies on an intermittent approach to information delivery.

Test Points:• TPC3• TPC2• TPC1

Isolation PCBAuxiliary I/O

PCBTachometer

PCB

Communications PCB

ALSTOM PSV1 PCB

ALSTOM UC20PCB

Interface PCB

MainPCB

RecorderPCB

Figure 1-68: ACSES Computer/Card le


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Passive Transponders are placed between the rails at convenient locations along the right-of-way. Each Transponder is capable of transmitting “packages” of information to the train as it passes over. This information describes the Civil Speed Restrictions between this transponder set and the next. In this way ACSES is able to enforce Civil Speeds and Positive Train Stops without the need of a continuous stream of data.

The ACSES Vital OBC is a “distance-based” positioning system as opposed to a “speed-based” signaling system, like ATC (Automatic Train Control). The ACSES Vital OBC targets civil speeds that exist at speci c locations along the track based on information it receives from transponders along the wayside. This is in contrast to an ATC system, where continuous signal speeds change with traf c ow.

The Vital On-Board Computer works in conjunction with the Vital 9-Aspect Cab Signal System. Both systems use the same (functionally partioned) Aspect Display Unit (ADU) in the cab.

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MP36PH-3C, MBTA Units 010 and 011 Section 2 - Operation MP36PH-3C, MBTA Units 010 and 011 Section 2 - Operation


SECTION 2

OPERATION

Section 2 - Operation MP36PH-3C, MBTA Units 010 and 011

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2.1 Operation - General

This section of the manual covers recommended pro cedures for operation of the MP36PH-3C locomotive. The procedures are brie y outlined and do not contain detailed explanations of equipment location or func tion. The information in this section is arranged in sequence beginning with inspections in preparation for service, providing instructions for starting the engine, and then handling a light locomotive, coupling to train, and rou tine operating phases. Various operating situations and special features are also covered.

2.2 Ground Inspection

Check locomotive exterior and running gear for:

• Leakage of fuel oil, lube oil, water or air.

• Loose or dragging parts.

• Proper hose connections between units in mul tiple.

• Proper positioning of all angle cocks and shut-off valves.

• Air cut into truck brake cylinders. Cutout cock is in the air supply line to brake cylinders at underframe level.

• Satisfactory condition of brake shoes.

• Operation of main air reservoir blowdowns and air lter blowdowns.

• Adequate supply of fuel.

• Proper installation of control and power jumper cables between units, including passenger cars. HEP cables must be looped at rear end if not in use.

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2.3 Lead Unit Cab Inspection

On the lead or control unit, the control locations de scribed in Section 1 should be checked and the equip ment positioned for operation as follows:

NOTEThe high voltage cabinet is pressurized with l tered air. Cabinet doors must be securely closed during locomotive operation.

Fuse and Switch Panel

1. Starting fuse installed and in good condition, and of the correct rating.

2. AUXILIARY GENERATOR circuit breaker closed.

3. Battery switch closed.

Circuit Breaker Panels

1. All breakers in black area of panel in ON position.

2. Other circuit breakers ON as required.

Engine Control Panel

1. Isolation switch in START position.

2. Miscellaneous switches positioned as required, e.g., LAYOVER PROTEC-TION switch in OFF position for locomotive operation and exterior/interior light switches ON for night time operations.

Operator’s Console - Desk Top

1. Headlight switches in proper position for lead unit operation.

2. Crossing lights switches in proper position for lead unit operation.


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3. Make certain that the throttle remains in IDLE position and that the reverser handle is in the CENTERED position or is removed from the controller for added safety during engine start-up.

4. Place automatic brake handle in FULL SERVICE position.

5. Move independent brake handle to APPLY position (full application).

Operator’s Console - Upper Console

1. Place the ENG RUN, and CONTROL & FUEL PUMP switches in the ON position.

NOTEThe GEN FIELD should not be placed in the ON position until you are taking control of the train.

2. Position HVAC, lights, and miscellaneous switches as desired.

3. Position TRAINLINE SETUP and HEP control switches as appropriate for service.

2.4 Engine Room Inspection

The engine can be readily inspected from within the enclosed carbody.

1. Check air compressor for proper lubricating oil supply.

2. Check that jacket water level at tank sight glass is near the FULL (ENGINE DEAD) mark on the water level instruction plate. Also check aftercooler cool-ant and HEP engine coolant sight glasses.

3. Check all valves for proper positioning.

4. Observe for leakage of fuel oil, lubricating oil, water or air.

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2.5 Engine Inspection

With the engine not running, check the following:

• Lubricating oil level at engine oil pan dipstick.• Lubricating oil level at air compressor oil level gauge (dial gauge on right

side of air compressor crankcase).• Coolant level at three expansion tank sight glasses at FULL.• Oil, coolant, and fuel leaks.

With the engine running, check the following:

• Coolant level at three expansion tank sight glasses at FULL.• Coolant temperature at gauge.• Engine lube oil pressure at gauge.• Engine fuel lter pressure difference at gauge.• Air compressor lubricating oil pressure at gauge.• Oil, coolant, and fuel leaks.

2.6 Trailing Unit Cab Inspection

Switches, circuit breakers, and control equipment located in the cab of a trailing unit should be checked for proper positioning as follows:

Fuse and Switch Panel

1. All switches closed.

2. Fuses installed and in good condition.

Circuit Breaker Panel

1. All circuit breakers in the black area of the circuit breaker panel in the ON (up) position.

2. Other circuit breakers ON as required.


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Engine Control Panel

1. Isolation switch in START position.

2. Other switches may be placed ON as needed.

Operator’s Console - Desk Top and Upper Console

1. CONTROL & FUEL PUMP switch, GENERATOR FIELD switch, and EN-GINE RUN switch must be OFF.

2. Throttle in IDLE.

3. Reverser handle placed in CENTERED (neutral) position and then removed from the controller to lock the other handles.

4. Headlight and ditch lights control switches in position to correspond with unit position in consist.

5. Place automatic brake handle in HO position (handle off).

6. Set the dual port cutout cock to the TRAIL position.

7. Move ISOLATION switch to RUN position.

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2.7 QES-III Locomotive Control Operation

The QES-III locomotive control system primarily consists of a microprocessor-based Electronic Control Unit (ECU) and an operator interface panel known as the man-machine interface (MMI). The ECU houses all of the I/O boards used to control and/or monitor the various locomotive sensors and functions. Both components are located in the high voltage cabinet in the cab, but the operator interfaces only with the MMI display panel.

The MMI (Figure 2-1) provides access to the various functions performed by the QES-III. The MMI displays diagnostic data, allows the operator or technician to initiate system tests, view Run Data or Alarm Data, and enter parameters for the QES-III. The MMI consists of an alphanumeric display (or data display screen); a Locomotive Diagnostics Display (LDD); and a 20-button keypad that includes operator input keys and lighting intensity controls for the data display and LDD.

Figure 2-1: Man-Machine Interface

Locomotive Diagnostic Display (LDD)

Vacuum-Fluorescent Display (6 x 40 characters)

KeypadLOCOMOTIVE PERFORMANCE

ENHANCEMENT SYSTEM


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The descriptions for the MAIN MENU screen are:

1) Diagnostics - The DIAGNOSTICS screen displays the state of all inputs and outputs on various diagnostic screens. Press key 1 to access this screen, and then the Left/Right arrow keys to view the diagnostic screens.

The QES-III senses the state of the MU lines/air brake system and controls blended braking as required. The QES-III controls the generator eld, blended braking, engine throttle, wheel slip, AC fans, forward/reverse transfer switch, and load testing.

2.7.1 MMI Screens, Messages, and Alarms

2.7.1.1 Main Menu

To select one of the main program functions of the QES-III locomotive control system, you must rst view the MAIN MENU screen, as shown in Figure 2-2.

To enter the MAIN MENU screen:

Press the MENU key on the MMI keypad. Each menu item on the MAIN MENU screen corresponds with a number that, when pressed, will display a screen for that function.

Figure 2-2: Main Menu Screen, MMI

99/01/19 MAIN MENU 10:00:16 1) Diagnostics 2) TM Cutout 3) Test Menu 4) Setup Parameters 5) Run Data 6) Lockout Reset 7) Start Menu

NO ALARMS PWR

8) AESS Screen

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2) TM Cutout - Any one of the four traction motors can be cut out using the MMI TRACTION MOTOR CUTOUT screen (Figure 2-6). When a motor is cutout, DB is not allowed. Disabling the speed sensor allows the operator to disable the speed sensor on the traction motor that is cutout. If Disable Spd Sensor is not selected, the QES-III still provides locked axle protection on all axles. If Disable Spd Sen-sor is selected, the speed pickup on the cut-out axle is ignored and that axle will not have locked axle protection.

3) Test Menu - TEST MENU screen displays additional menus to access various tests that can be performed on the locomotive sensors. Press key 3 to access this screen. If more than one TEST MENU screen is available, press the Right and Left arrow keys to view additional tests. To access the required test screen, press the corresponding key.

4) Setup Parameters - SETUP PARAMETERS screen allows you to set the time and date for the QES-III’s internal clock, and to enter the locomotive wheel diam-eter. To make changes to these parameters, press key 4, and enter the appropriate information. A 4-digit security code is required.

5) Run Data - RUN DATA screen displays Mileage, Kilowatt hours,Horsepower hours, and Operating hours, for the most recent trip and total operating period. To make changes to these parameters, press key 5.

6) Lockout Reset - LOCKOUT RESET screen enables the operator to reset the ground relay fault counter and the blended brake lockout counter on the EXTRA ENGINE VALUES or DB GRIDS diagnostic screen (depending on the counter). Press key 6 to access this screen.

7) Start Menu - START MENU screen allows you to Prime, Start, and Purge the locomotive manually from the MMI. Press key 7 to access this screen.

8) AESS Screen - The AESS screen allows you to enable the Automatic Start/Stop function. Press key 8 to access this screen.


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2.7.1.2 Viewing Diagnostics from the MMI

Viewing diagnostics from the MMI allows the operator to observe a real-time view of every locomotive input and output being monitored and controlled by the QES-III system. This information can help the operator or technician diagnose if a particular input or output is not operating properly. This can also help locate speci c problems with locomotive controls or related sensor equipment (or cables and connectors) from which the signal originates.

When the operator selects Diagnostics from the MAIN MENU (by pressing key 1), the MAIN GENERATOR diagnostic screen is the rst to be displayed. To view different diagnostic screens, press the Left or Right arrow keys. The indicator light on the LDD (Locomotive Diagnostic Display) will also change, to indicate the current diagnostic function being displayed on the screen. The only exception to this is there is no indicator light to indicate that the EXTRA ENGINE VALUES diagnostic screen is active.

The diagnostic screens listed below are in the order they would be displayed on the MMI if you pressed the Right arrow key to view them.

• Main Generator Diagnostics Screen

• DB Grids Diagnostic Screen

• Governor/Engine Diagnostic Screen

• Extra Engine Values Diagnostic Screen

• Axle Generators Diagnostic Screen

• MU Lines Diagnostic Screen

• Alarms Diagnostic Screen

• Main Electrical Cabinet 1 Diagnostic Screen

• Main Electrical Cabinet 2 Diagnostic Screen

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2.7.1.3 Where to Find Alarm and Message Descriptions

The sixth (bottom) line of the display is reserved for the active alarm (fault) or mes-sage on all MMI screens. This line displays the most current active alarm (if any are active) or message, the number of active alarms (#, displayed only if one or more alarms are active), and the Mode indicator (in this case, PWR). If no faults exist, or if all faults have been remedied, or there are no active messages, NO ALARMS is displayed on this line.

2.7.1.4 The Difference Between Alarms and Messages

While active alarms and message are displayed on the same line of the MMI dis-play screen, there are differences that indicate whether the displayed description is an alarm or a message. One difference is that alarms contain more information (a series of ‘snapshots’ or data packets) about the locomotive sensors at the time the alarm was set.

ALARMS are problems the QES-III system has detected from the inputs it senses (example, AIR FILT DIRTY THR 6 LMT). The QES-III records and stores in bat-tery backed-up memory a series of 10 snapshots (data packets) of all system inputs and outputs surrounding the alarm set point. Each series of data packets includes a recording of all of the inputs and outputs monitored or controlled by the QES-III, all within a 2.5-second period surrounding the alarm set-point.

MESSAGES are used to alert the operator to certain conditions about the QES-III system (example, ALARM NOT THIS LOCO *message*). For the purpose of this manual, the ag ‘*message*’ is used to indicate the displayed information is a message, not an alarm. Since messages are not failures, they are not stored in battery backed-up memory. When a message is displayed, the QES-III does not store snapshot data. Note that ‘*message*’ is not part of the displayed message when it appears on the MMI.


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2.7.1.5 Viewing and Diagnosing Alarms

Active alarms are displayed in UPPER CASE letters on the sixth line of the display (Figure 2-3). The number of active alarms informs the operator if more than one alarm is active, but not visible on the screen. Corrected alarms will automatically clear from the alarm buffer.

The descriptions for the MESSAGE or ALARM screen are:

HH:MM:SS Current time.

MESSAGE or ALARM Title of the current screen being displayed.

PWR Represents the current mode of operation of the locomotive (in this case, Power).

XXXXXXXXXX Represents any active Messages or Alarms. If an alarm is detected and set, a descriptive heading for that Alarm or Message will replace the message NO ALARMS.

YY/MM/DD Current date.

# Represents the number of current active alarms (which are displayed in CAPITAL letters).

Figure 2-3: Message or Alarm Screen (Alarm Displayed)

YY/MM/DD MESSAGE or ALARM HH:MM:SS

XXXXXXXXXXXXXXXXXX # PWR

ActiveAlarm

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Five active alarms or messages can be displayed at one time on this screen (on lines 2–6), with line 6 being the most current, and lines 5, 4, 3, and 2 being pro-gressively older.

If there are fewer than ve active alarms or messages, they will be displayed in the order they occurred, from the bottom line up. For example, if only two alarms are present, they will be displayed on lines 5 and 6 of the MMI display, with line 6 being the most current.

If there are more than ve active alarms or messages, the operator can scroll through them by pressing the Up or Down arrow keys on the MMI keypad. Press the Down arrow key to view the more recent alarms, or the Up arrow key to display older alarms.

If there are no active alarms or messages, NO ALARMS appears on line 6. The rst line will continue to display the MESSAGE or ALARM title, and lines 2–5 will be blank (Figure 2-4).

Figure 2-4: Message or Alarm Screen, NO ALARMS

99/01/19 MESSAGE or ALARM HH:MM:SS

NO ALARMS PWR


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2.7.1.6 Starting the Locomotive from the MMI

The ENGINE START MENU screen (Figure 2-5) allows the operator to Prime, Start, and Purge the locomotive engine from the MMI. To view the ENGINE START MENU screen, press key 7 from the MAIN MENU. The ENGINE START MENU screen lists three options, as illustrated in Figure 2-5. To initiate one of these procedures, press the corresponding number on the keypad. If the Isolation switch is in the RUN position, the Turbo Breaker is open, the throttle handle is in the STOP position, or one of the EFCO switches is open, an appropriate message will be displayed for each condition. These messages indicate that the START functions are not accessible, and none of the ENGINE START MENU options will be available.

Similarly, if the engine is running, the message ENGINE ALREADY RUNNING will be displayed and no options will be available.

To Prime the Locomotive engine:

Press key 1 on the keypad to initiate the engine Prime function. The screen will display the number of seconds remaining in the priming procedure. To stop priming the engine, press the CLR key.

Figure. 2-5: Engine Start Menu Screen, MMI

99/01/19 ENGINE START MENU 10:10:18 1) PRIME ENGINE for 10 seconds 2) START ENGINE in 10 seconds 3) PURGE ENGINE in 5 seconds Select desired engine function

NO ALARMS PWR

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To Start the Locomotive:

Press key 2 on the keypad to initiate the engine Start function. The screen will display the number of seconds remaining before the engine will be cranked. The Autostart siren will sound and the Autostart LED will ash to warn of imminent engine starting. To discontinue this operation, press the CLR key or press the EMERGENCY FUEL CUT-OFF pushbutton. During this time, the engine is being primed. If the FPCR (Fuel Pump Contactor Relay) is not picked up, the QES-III will not be able to start the engine due to safety interlocks and the message FPCR DROPPED OUT will appear on the third line.

After 10 seconds have elapsed, the QES-III will crank the engine for up to 15 seconds, and the message **** ENGINE STARTING **** will appear. After the engine has started, or the 15 seconds of cranking have elapsed, the screen will revert back to the ENGINE START MENU.

To Purge the Locomotive:

Press key 3 on the keypad to initiate the Purge function. The screen will display the number of seconds remaining until the purging procedure begins. The Autostart siren will sound to warn of imminent engine cranking. To stop purging the engine, press the CLR key or the Emergency Fuel Cut-Off pushbutton.

After 5 seconds, the purge procedure begins. This procedure lasts approximately 3 seconds, during which time the engine is cranked with the rack at minimum, and the fuel pump turned off.


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2.7.2 Blended Brake Operation

The QES-III receives brake control information from the air brake system. If the air brake system sends a Call Pressure above 12 PSI and if speed is above 5 MPH, the QES-III operates in Blended Brake mode. Based on the Call Pressure input, the QES-III determines the amount of DB and amount of air brakes required.

If one of the following DB alarms is displayed on the MMI, the GFC drops out, the alarm bell rings, and the Blended Brake Lockout (BBL) relay energizes. DB will not be provided until the alarm is reset.

• DB MOTOR FIELD OVEREXCIT• GRID CURRENT EXCEEDED• NO DB GRID BLOWER1 OPEN• NO DB GRID BLOWER2 OPEN• NO DB GRID BLOWER1 SHORT• NO DB GRID BLOWER2 SHORT• NO DB GRID 1 OPEN• NO DB GRID 2 OPEN• NO DB GRID 3 OPEN (Self-Load operation only)

Each time one of these DB alarms is set, the blended brake fault count increases by one (BBL CNT on the DB GRIDS diagnostic screen). A fourth occurrence of any of these alarms results in a BLENDED BRAKE LOCK OUT alarm. DB will not be provided until this alarm clears. If no further BB alarms occur for a period of one hour, the blended brake fault counter resets to zero. If there is a BLENDED BRAKE LOCK OUT alarm (see alarm descriptions below), it clears automatically.

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2.7.3 Traction Motor Cutout

Any one of the four traction motors can be cut out using the MMI TRACTION MO-TOR CUTOUT screen (Figure 2-6). When a motor is cut out, DB is not allowed. Disabling the speed sensor allows the operator to disable the speed sensor on the traction motor that is cut out. If Disable Spd Sensor is not selected, the QES-III still provides locked axle protection on all axles. If Disable Spd Sensor is selected, the speed pickup on the cut-out axle is ignored and that axle will not have locked axle protection.

2.7.4 Ground Relay

The purpose of the Ground Relay (GR) relay protection system is to protect the main generator, traction motors, and high voltage wiring, as well as to reduce the possibility of electrical res by removing excitation from the main generator when a ground or certain faults occur in the high voltage system. The ground relay protec-tion system detects high voltage DC grounds, main generator AC grounds, shorted windings, or loss of one phase group in the main generator.

A pickup of GR causes the QES-III to idle the engine and ring the alarm bell.

Two counters identify the number of ground relays in Power or Brake within a 1-hour period. Depending on the number of ground relays, the following action is taken:

• 1–3 times during Power or Brake operation, GR is automatically reset.

Figure 2-6: Traction Motor Cutout Screen, MMI

02/08/08 TRACTION MOTOR CUTOUT 10:00:00 Press 1 to Cutout Traction Motor 1 Press 2 to Cutout Traction Motor 2 Press 3 to Cutout Traction Motor 3 Press 4 to Cutout Traction Motor 4

TO CLR CUTOUT TM & SENSOR PWR


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• 4 times during DB operation, GR is automatically reset and locked out for 1 hour (unless manual reset using the MMI).





• 8 times during Power operation, GR is automatically reset and main gen-erator voltage is limited to 625 V.

• 9 times during Power operation, GR is automatically reset and locked out for 1 hour (unless manual reset using the MMI).

2.7.5 Engine Speed Governor

The QES-III controls the QEG 1000 Actuator Control Unit (ACU), which monitors the governor solenoids (AV, BV, CV, and DV) to determine the throttle demand. In addition, the QES-III checks for the presence of any engine protection alarms and, based on this information, determines the actual throttle notch and corresponding engine RPM required. This determined RPM is displayed on the MMI as MRPM on the GOVERNOR/ENGINE diagnostic screen. The QES-III compares the MRPM with the present engine RPM (displayed as RPM1, RPM2) as detected by the Ac-tuator Unit (AU) and relayed by the ACU. Based on this information, the QES-III increases or decreases the fuel supplied to the engine in order to match the engine speed with the desired engine RPM.

If the QES-III cannot maintain the engine RPM due to engine overload, it lowers the internal Load Regulator value to reduce the load on the engine. When this occurs, the QES-III displays a reason for the reduction to the load regulator value and resultant power on the MAIN GENERATOR and AXLE SPEEDS diagnostic screens (example, EXC LMT: LOW RPM).

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LOW RPM is displayed if the engine RPM is more than 100 RPM below the desired RPM. Otherwise, EXC LMT: MAX RACK is displayed to indicate that the rack position is near or beyond the maximum setting for the requested engine notch. The load regulator signal is fed to the PF (Performance Feedback) module.

The maximum rack can also be reduced if the air box or booster pressure is not adequate for proper fuel combustion.

If the QES-III cannot communicate with the ACU, the ACU releases the rack after one second, which causes the engine to shut down. This is a safety function to pre-vent undesirable engine operation. In addition, if certain engine sensors fail, throttle notch is limited to Notch 6. This is done to provide reasonable available power when running ‘wounded’ and is termed LIMP HOME MODE THR 6 LMT.

2.7.6 Engine Protection/Shutdown

The QES-III provides engine protection/shut down for the following conditions:

• Engine overspeed

• Crankcase overpressure

• Low oil pressure

• Hot oil temperature

• Low coolant ow

• Air compressor low oil pressure, engine shutdown

• Emergency Engine Cut-Off (EFCO)


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The Actuator Control Unit (ACU) provides water and oil pump protection, and hot engine detection. Pressure sensors in the Governor Manifold monitor the water inlet, water outlet, and oil pressures. A 100 ohm oil temperature sensor is used to monitor the oil temperature. If the operating conditions indicate problems with engine operation, the QES-III protects the engine by either limiting throttle notch or shutting down the engine, displaying the corresponding system message or alarm on the MMI.

2.8 Starting The Diesel Engine

After the preceding inspections (see paragraphs 2.2 through 2.6) have been completed, the diesel engine may be started. Starting controls are located at the equipment rack near the engine and in the cab.

To start the engine:

Figure 2-7: Engine Starting Controls (Engine Room)

ENGINE STOP

EMERGENCY FUEL CUT- OFF &

PRESS AND RELEASE ENGINE START SWITCH TO INITIATE STARTING SEQUENCE PRESS EFCO SWITCH TO STOP STARTING SEQUENCE

ENGINE START

1. Center the reverser handle. For added safety, remove the reverser handle during engine start-up.

2. Recheck that all breakers in the black areas are in the ON position.

3. Press the Engine Start button (Figure 2-7) on the accessory rack in the engine room or on the engine control panel in the cab. The QES-III sounds a buzzer, purges, primes, and starts the engine. To stop the start sequence, press the Engine Stop but-ton at any time.

CAUTIONDo not move the layshaft to start the engine or when the engine is running. Mechanical damage to the actuator unit could occur.

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NOTEThe QES-III controls engine starting. The QES-III provides the following start functions:

• Purge• Prime• Starter motor overload/crank time-out• Engine Start

The operator can also purge, prime, or start the engine using the QES-III MMI. The ENGINE START screen contains selections which allow the operator to select Purge, Prime, and/or Engine Start.

NOTEFor engine purge, if the engine is restarted within 35 minutes of engine shutdown, the manual engine purge feature should be ignored on start-up. If the engine has been shut down for longer than 35 minutes, the manual start sequence should include engine purge. For automatic start-up, note that during or after the 35-minute period the QES-III system will auto-matically purge and/or prime the engine, as required, when the ENGINE START (key 2) is selected.

The QES-III monitors starter motor current and crank time. To prevent a starter motor overheat condition, the QES-III limits the crank time and delays cranking if the motor is overheated.

The following table (Table 2-1: Starting Dead Engine) summarizes the engine starting process to be performed by the operator when starting the engine using the MMI screen in the cab.


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2. Check that ENGINE PURGE BYPASS slide switch is in the OFF position on the engine control panel.

CAUTIONIf the ENGINE PURGE BYPASS switch is in the ON position, serious engine damage will result if water is in any of locomotive’s engine cylinders.

3. Open circuit breaker panel door, located below engine control panel, and to the left of the MMI screen.

4. Close Battery Knife switch.

5. Close (ON position) all circuit breakers in “black” area of circuit breaker panel #2 including the TURBO breaker. Close other circuit breakers as required for locomo-tive operation.

6. If the MMI screen does not illuminate, place the COMPUTER CONTROL circuit breaker in the OFF position for 30 seconds, then place the breaker back in the ON position again.

Table 2-1: Starting Dead Engine

The start process is accomplished from inside the locomotive cab using the MMI screen and the following starting steps.

1. Make a walk-through inspection of uid levels of the locomotive:

Oil Levels (with the furnished dipsticks)

a. Main Diesel Engine - mid-engine on right side of locomotive (FULL - LOW marks).

b. HEP Diesel Engine - mid-engine on right side of locomotive (FULL - LOW marks).

c. Air Compressor - left side of locomo-tive (FULL - 1,2,3,4,5 GAL [low] - LOW marks).

Coolant Levels (with the furnished sight glasses)

a. Main Engine Jacket Water System - on the right side of the water tank in the engine room.

b. HEP Engine System - above the rear exit door of the locomotive.

c. Aftercooler System - above the HEP 480 VAC contactor cabinet next to the handbrake on the left side of the locomotive.

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7. Press the MENU button on the MMI panel.

8. Press the #7 key to view the ENGINE START MENU.

9. Press the #2 key, START ENGINE.

NOTEThis operation takes approximately 15 seconds to begin.

Additional important information for the operator, as well as important warnings and cautions, are listed below.

IMPORTANT WARNINGS, CAUTIONS, AND CONDITIONS

1. DO NOT TOUCH THE LAY SHAFT!! Hands off, serious damage may result if pushed. This function is automatic through the QES-III locomotive control system, and very sensitive to breakage.

2. Use caution in cab, engine room, and HEP compartment of locomotive on ac-count of LOW HEAD CLEARANCE.

3. Note the limited clearance for legs and knees under the desk of the operator’s console.

4. Use caution when entering locomotive cab short hood:

• Descending “DOWN” the steps - Be watchful of the bottom step.

• Ascending “UP” the steps - Watch your head room.

5. The locomotive’s computer is for INFORMATION ONLY. The computer does all fault resets. EXCEPTION: Speed Sensors. There are four speed sensors—one on each axle. Use the MMI screen to Enable, or Disable, speed sensors.

6. If a speed sensor is faulty (damaged from bad wire connection, or damaged in a grade crossing accident), the sensor will have to be manually cut out. Also, DO NOT FORGET to roll locomotive to ensure that all wheels are rolling freely.

Table 2-1: Starting Dead Engine (Continued)


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IMPORTANT WARNINGS AND CAUTIONS (Continued)

7. In order to cut out speed sensor, go to the MMI screen, press the MENU key, press the #2 key (TM CUTOUT), and press key #6 (Enable/Disable Spd Sensor) and a number 1 - 4 for the speci c speed sensor cutout/cut-in. When cutting out a speed sensor, that corresponding traction motor will be required to be cut out also. Example: #3 Spd Sensor is required to be cut out; the #3 traction motor will also need to be cut out.

8. When the locomotive experiences a Ground Fault Relay, the traction motor cut-ting “OUT” process is performed automatically by the locomotive’s computer. There is a possibility of 4 ground faults; then for 5 through 8 faults the computer will cut “OUT” traction motors one at a time until it nds the motor with the ground fault. DO NOT FORGET to roll locomotive to ensure that all wheels are rolling freely.

9. HORN Lever. This is a two-intensity toggle switch with a spring-to-center OFF position. Pushing forward will activate a full intensity tone from the underframe-mounted horn. Pulling back will activate a modulated tone. Operation of the horn switch will cause the crossing lights to ash alternately, at a rate of roughly one lamp per second, when the HDLTS FRONT switch is in the BRIGHT w/CROSSING LIGHTS position. Flashing will continue for 2 seconds after the horn switch is released.

10. LAYOVER PROTECTION Switch (located at the upper left-hand corner of the engine control panel). This slide switch engages the 480 VAC layover protec-tion system when the locomotive is in layover at a wayside. Engagement of this system supplies power to the cab and 480 VAC trainline HVAC system, battery charging circuit, and propulsion engine layover system. The LAYOVER indicator light on the operator’s console will illuminate when the switch is in the ON position.

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IMPORTANT WARNINGS AND CAUTIONS (Continued)

11. IMPORTANT NOTE: The LAYOVER PROTECTION switch is interlocked such that when the switch is ON, it is not possible to start the diesel engine. If the engine is running and the switch is placed in the ON position, the light will come on, but the circuit to the layover system will not be made. If the layover switch is ON and the engine is running, the circuit will automatically be made to the layover system when the engine is shut down.

12. This LAYOVER PROTECTION switch must be placed in the OFF position after the charging process of at least 5 minutes to the locomotive’s battery from the HEP. If this LAYOVER PROTECTION switch is not OFF, the engine will not start, and damage will result.

13. EXAMPLE SITUATION: Starting a locomotive that has just died in route, with HEP still operational.

a. First, place the locomotive headlight switches in the OFF position, and any electrical robbing devices if safe measures have been taken to protect the train and passengers.

b. Check engine overspeed lever in the engine room, and then go to the 480 VAC cabinet next to the hand brake. Open the right-hand cabinet door, and look for the LAYOVER PROTECTION switch. This switch should be in the ON posi-tion. Next go to the reman’s side (left side) of the engine room and look for the “HOT START BOX” located around the water tank. This box should be reading somewhere between 15 - 20 volts. Let the HEP 480 VAC run, and charge the locomotive’s battery for at least 5 - 6 minutes before trying to restart the engine. There must be at least 65 battery volts to ensure a suf cient amount of starter cranking power. To conserve the battery, and ensure maximum starter cranking power, place the ENGINE PURGE BYPASS switch to the ON position, and the LAYOVER PROTECTION switch back to the OFF position. Remember—the engine will not start with the LAYOVER PROTECTION switch in the ON posi-tion.

c. Check the MMI screen, read the MU lines, and then initiate start process.


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2.9 Starting Trailing Unit Diesel Engine

Engines in trailing units are started in the same manner as the engine in the lead unit. If the train requires head end (auxiliary AC) power, make sure that the controls on the HEP remote panel are positioned correctly for the intended use. Refer to HEP operating instructions in this manual.

NOTEIf control jumper cables are already con nected between units, ensure that the CON TROL AND FUEL PUMP, GENERATOR FIELD, and ENGINE RUN switches are OFF. This will allow these systems to be con trolled from the lead unit.

2.10 Placing Units “On Line”

After the diesel engines are started and inspected, units may be placed on line.

1. Place the Isolation switch on the engine control panel in the cab in the RUN position.

CAUTION If the consist is at a standstill, be certain that the throttle handle in each unit is in the IDLE position before placing any unit on line.

2. Ensure main air reservoir pressure is over 120 PSI.

3. Ensure brake pipe pressure is over 45 PSI.

WARNINGUnder no circumstances should a train be permitted to operate if the brake pipe air pressure is below 45 PSI. If brake pipe pressure is below 45 PSI, brake pipe pressure must be recharged before moving the train. Failure to comply with this warning can result in equipment damage or personal injury.

2-27 2-27



4. Apply the independent brake. Move the dual port cutout cock to LEAD-DEAD position. Match the equaliz ing reservoir air pressure by movement of the auto-matic brake valve handle into SERVICE application zone. With brake pipe pressure and equalizing reservoir pressure matched, set the cut-off valve to the PASS position.

5. Ensure engine coolant temperature is over 120°F (locomotive will not load until 120°F is reached).

CAUTIONIt is desirable that engine water temperature be 120°F (49°C) or higher before full load is applied to the engine. After idling at ambient temperature below 0°F (-18°C), increase to full load level should be made gradually.

2.11 Precautions Before Moving Locomotive

The following points should be carefully checked before attempting to move the locomotive under its own power:

1. Make sure that main reservoir air pressure is normal (approximately 130-140 PSI).

CAUTIONThe MP36PH-3C locomotive is equipped with electromagnetic switchgear and will function in response to control; however, the locomotive will not move without air pressure for braking purposes.

2. Check for proper application and release of air brakes.

3. Release hand brake on all units and remove any blocking under the wheels. Observe that hand brake indicator lights on the rear exterior side panels are not ashing.

WARNINGNEVER move a locomotive, under its own power, without having rst observed proper application and release of the brake shoes.


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2.12 Handling A Light Locomotive

A locomotive with no cars, or not part of a consist, is considered a light locomo-tive. With the engine started and placed “on line” and the preceding inspections and precautions com pleted, the locomotive is handled as follows:

1. Place the ENGINE RUN switch and GENERA TOR FIELD switch in ON posi-tion.

2. Place headlights and other lights ON as needed.

3. Insert reverser handle and move it to the de sired direction of travel, either FORWARD or RE VERSE.

4. Release air brakes.

5. Open throttle to position No. 1, 2, or 3 as needed to move locomotive at desired speed.

NOTELocomotive response to throttle movement is almost immediate. There is little delay in power buildup.

6. Throttle should be in IDLE before coming to a dead stop.

7. Reverser handle should be moved to change di rection of travel ONLY when locomotive is com pletely stopped.

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2.13 Draining Main Air Reservoirs

The main reservoir drain valves (Figure 2-8) should be manually operated periodi-cally. Main reservoirs No. 1 and N. 2 are equipped with automatic/manual drain valves. Fol low the maintenance schedule established by the railroad.

2.14 Coupling Locomotive Units Together

When coupling units together for multiple unit opera tion, the procedure below should be followed. See Figures 2-9 and 2-10.

Figure 2-8: Main Reservoir Drains and Air Dryer

1. No. 1 Main Reservoir 2. Automatic/Manual Drain Valves3. No. 2 Main Reservoir4. Salem 975-100 Air Dryer

5. Air Filters6. Air Filter Cutout Cocks7. Air Dryer Bypass Dual Valve8. J-1 Safety Valve

1 3 4

56

2

78


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1. Couple and stretch units to ensure couplers are locked.

2. Apply independent brake.

3. Set hand brake.

4. Remove reverser handles from all controllers to lock the controls.

5. Connect air brake hoses between units: (brake pipe, main reservoir equalizing, actuating, and in dependent application and release.)

6. Open air hose angle and cutout cocks on both units.

7. Attach platform safety chains.

8. Install control cable between units.

9. Install communications cable between units.

10. If head end (auxiliary AC) power equipment on lead unit is to be used, then install AC power (HEP) cables between units.

1. Air Manifold RF/LR 2. Uncoupling Lever3. 480 VAC Receptacles (Red)4. 27-Pin Car Control Receptacle (Blue)5. 27-Pin Loco MU Receptacle (Black)

6. Grab Iron7. Air Manifold LF/RR8. Air Hose Access9. Snow Plow

4

2

3

2

8

3

Figure 2-9: “F” End Connection Locations

1

9

5 5

6

7

4

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2.15 Coupling Locomotive to Train

A locomotive should be coupled to a train using the same care taken when coupling units together. After coupling, make the following checks:

1. Test to see that couplers are locked by stretch ing connection.

2. Apply independent brake.

3. Set hand brake.

4. Remove reverser handles from all controllers to lock the controls.

5. Connect air brake hoses.

6. Slowly open air valves on locomotives and train to cut in brakes.

7. Make train control (MU) and communications cable connections.

Figure 2-10: “B” End Connection Locations

1. Air Manifold RF/LR 2. Uncoupling Lever3. 27-Pin Car Control Receptacle (Blue)4. 27-Pin Loco MU Receptacle (Black)5. 480 VAC Receptacles (Red)

6. 480 VAC Fixed HEP Jumper (Yellow)7. Air Manifold LF/RR8. Grab Iron9. Rear Plate

89

2

1

3 4 5

2

7

65 6 4 3


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8. Make head end (auxiliary AC) power connections.

9. Pump up air and perform brake pipe leakage test in accordance with railroad operating rules and Power Brake Law.

2.16 Starting a Train

The method used to start a train depends upon many factors, such as the type, weight and length of the train and amount of slack in the train, as well as the weather, grade and track condi tions. Since all of these factors are variable, spe ci c train starting instructions cannot be provided, and it will therefore be up to the operator to use good judgment in properly applying the power to suit requirements. There are, how-ever, certain general considerations that should be observed. They are discussed in the following paragraphs. A basic characteristic of the diesel-electric locomo tive is its high starting tractive effort, which makes it imperative that the air brakes be completely re leased before any attempt is made to start a train.

It is important that suf cient time be al lowed after stopping, or otherwise applying brakes, to allow them to be fully released before attempt ing to start the train.

Proper throttle handling is important when starting trains since it has a direct bear-ing on the power being applied. As the throttle is advanced, a power increase oc-curs almost immediately, and power ap plied is at a value dependent upon throttle posi tion.

When ready to start, the following general proce dure is recommended.

1. Place isolation switch in RUN position.

2. Move reverser handle to the desired direction, either FORWARD or RE-VERSE.

3. Place ENGINE RUN and GENERATOR FIELD switches in the ON posi-tion.

4. Release both automatic and independent air brakes.

5. Open the throttle one notch every few seconds as follows:

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a. To No. 1 - Loading will stop at a speci c low value. This may be noted on the load indi cating meter. At an easy starting place the locomotive may start the train.

b. To No. 2, 3 or higher (experience and the de mands of the schedule will determine this) until the locomotive moves.

6. Reduce throttle one or more notches if acceleration is too rapid.

7. After the train is stretched, advance throttle as desired.

NOTEWhen operating at full throttle to climb a hill or to accelerate, the wheel slip control system reacts rapidly to correct minor slips by means of power reduction and sand ing. The wheel slip light seldom comes on to indicate severe slips. This wheel slip corrective action is often seen at the load current indicating meter as a steady reduc tion of load current below that which is nor mally expected at full throttle for given speed. Do not misin-terpret this power reduction as a fault. It is merely the wheel slip control system doing its job and maintaining power at a level within the adhesion conditions established by track and grade.

2.17 Accelerating a Train

After the train has been started, the throttle can be advanced as rapidly as desired to accelerate the train. The speed with which the throttle is advanced depends upon demands of the schedule and the type of locomotive and train involved. In general, however, advancing the throttle one notch at a time is desired to prevent wheel slip.

The load indicating meter provides the best guide for throttle handling when ac-celerating a train. By observing this meter it will be noted that the pointer moves toward the right (increased amperage) as the throttle is advanced. As soon as the increased power is absorbed, the meter point begins moving toward the left. At that time, the throttle may again be advanced. Thus for maximum acceleration with out slipping, the throttle should be advanced one notch each time the meter point begins moving toward the left until full power is reached in throttle position No. 8.


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2.18 Air Braking with Power

NOTEAutomatic blending of dynamic brakes with the air brake system is not per-formed un less the throttle is in IDLE position.

CAUTIONThe method of handling the air brake equip ment is left to the discretion of the indi vidual railroad. However, when braking with power, remember that for any given throttle position, the draw bar pull rapidly increases as train speed decreases. This pull might become great enough to part the train un-less the throttle is reduced as the train speed decreases. Since the pull of the locomotive is indicated by amperage, the operator can maintain a constant pull on the train during a slow down by keeping a steady amperage on the load meter, i.e., reducing the throttle a notch whenever the amperage starts to in crease.

It is recommended that the inde pendent brakes be kept fully released dur ing power braking. The throttle must be in IDLE before the locomotive comes to a stop. Sec-tion 2.26 details blended air and dynamic braking procedures.

2.19 Operating Over Rail Crossing

When operating the locomotive at speeds exceed ing 25 MPH, reduce the throttle to No. 4 position at least 8 seconds before the locomotive reaches a rail crossing. If the locomotive is operating in No. 4 position or lower, or running less than 25 MPH, allow the same interval and place the throttle in the next lower position. Advance the throttle after all units of the consist have passed over the crossing. This procedure is necessary to en sure decay of motor and generator voltage to a safe level before the mechanical shock that oc curs at rail crossings is transmitted to the traction motor brushes.

2.20 Running Through Water

CAUTIONUnder absolutely no circumstances should the lo comotive be operated through water deep enough to touch the bottom of the traction motors.

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Water any deeper than 3” above the rail is likely to cause traction motor damage. When passing though any water on the rails, exer cise every precaution under such circumstances and always go very slowly, never exceeding 2 to 3 MPH.

2.21 Wheel Slip Correction

Instantaneous reduction of locomotive power and automatic sanding are combined to correct wheel slips. After adhesion is regained, a timed applica tion of sand con-tinues while power is smoothly restored. The system functions automatically, and no action is required by the locomotive operator. Depending upon the seriousness of the slipping condition, the wheel slip light may or may not ash on and off as the wheel slip control system func tions to correct the slips. However, the wheel slip control system reacts so rapidly to correct minor slips that the wheel slip light seldom comes on to indicate severe slips. The wheel corrective action is often seen at the load current indicating meter as a steady reduction of load current below that which is normally expected at full throttle for a given speed. Do not misinterpret this power reduction as a fault. It is simply the wheel slip control system doing its job and maintaining power at a level within the adhesion conditions estab lished by track and grade.

NOTEWhenever possible, operation on grades should be at full throttle position. Throttle reduction during wheel slip is recommended only when wheel slip conditions are such that repeated wheel slip causes severe lurch ing.

2.22 Locomotive Speed Limit

The maximum speed at which the locomotive can be safely operated is determined by the gear ra tio. The MP36PH-3C has 60:17 gearing and a maximum operating speed limit of 79 MPH. The ratio is expressed as a double number: the 60 indicates the number of teeth on the axle gear while the 17 represents the number of teeth on the traction motor pinion gear. Since the two gears are meshed together, it can be seen that for this particular ratio the motor ar mature turns approximately three and one half times for a single revolution of the driving wheels.


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The locomotive speed limit is therefore determined by the maxi mum permissible rotation speed of the motor ar mature. Exceeding this maximum could result in serious damage to the traction motors.

2.23 Mixed Gear Ratio Operation

If the units of the consist are of different gear ratios, the locomotive should not be operated at speeds in excess of that recommended for the unit having the lowest maximum permissible speed.

Similarly, operation should never be slower than the minimum continuous speed (or maximum mo tor amperage).

2.24 Double Heading

To prepare this locomotive for double heading behind another locomotive unit with the same locomotive equip ment, move the automatic brake valve handle to SERVICE position. After completion of brake pipe re duction, as noted audibly by cessation of brake pipe exhaust, set the brake valve cutoff valve in CUTOUT position, the dual port cutout cock in LEAD DEAD position and then move the automatic brake valve handle to Suppression position.

(IMPORTANT: This sequence of procedure MUST BE followed to reduce the pos sibility of the brakes on this locomotive not re leasing.)

Also, connect the brake pipe between loco motive units. When the brake pipe is connected be tween the locomotive units and the angle cocks are opened, the loco-motive brakes are controlled by the lead locomotive. The locomotive attendant that may be riding the trailing locomotive unit can initiate an emergency application by manually moving the auto matic brake valve handle of the trailing locomotive unit to Emergency position and then operating the inde pendent brake as previously described in paragraph 1.4.1.4.

2.25 Operation in Helper Service

Basically, there is no difference in the instructions for operating the locomotive as a helper or with a helper. In most instances it is desirable to get over a grade in the shortest possible time. Thus, wherever possible, operation on the grades should be in the full throttle position. The throttle can be reduced where wheel slips cause lurch ing that may threaten to break the train.

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2.26 Blended Braking

The automatic blending of dynamic braking with the air brake system assists in retarding train speed.

With the gear ratio of 60:17 maximum dynamic braking strength is realized at about 35 MPH. At train speeds higher than the optimum, dynamic braking effectiveness gradually declines as speed increases.

To operate with blended dynamic brakes, proceed as follows:

1. The reverser handle must be positioned in the direction of the locomotive movement.

2. Return throttle to IDLE.

3. Move the automatic brake valve handle to the SERVICE position and make a minimum 12 lb. reduction which will establish the blended air and dynamic brake control circuits.

4. After a brief initial application of minimum brak ing to bunch slack, normal service braking be gins.

5. The degree of brake application is controlled by the amount of brake pipe reduction determined in the SERVICE position. Dynamic brakes as sume the majority of the braking effort with supple mental air braking proportionally increased at speeds above and below the optimum dynamic braking range. Maximum dynamic braking cur rent is automatically limited to 700 amperes by a current limiting regulator.

6. With automatic regulation of dynamic braking strength, the brake warning light on the operator’s console should rarely, if ever, give an indication of excessive braking current.


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NOTEThe brake warning light will come on when ever the unit is generating excessive dynamic braking current, regardless of load indicat ing meter reading. Whenever warning light does come on, it should not remain on longer than a few seconds.

If excessive braking effort continues for an extended period of time, blended brake lockout will occur.

The blended brake reset switch button on the upper console can be pushed to reset blended braking.

If brake warning indications are repeated, the locomotive should be taken out of blended braking by placing the blended and dynamic brake in CUT-OUT position. The locomotive will then operate normally under power and during braking.

7. The independent brake must be kept fully released whenever the automatic brake is in use, or the wheels may slide. As the speed decreases be low 10 MPH, the blended dynamic brake becomes less effective. When the speed further decreases, the brake cylinder pressure is restored to the level called for pneumatically.

8. When the speed drops below 5 MPH, the loco motive will automatically transfer out of blended dynamic braking so it will power up as soon as the brakes are released and the throttle handle is moved to a power position.

The locomotive can be operated in blended dy namic braking when coupled to older units that are not equipped with brake current limiting regu lators. If all the units are of the same gear ratio, the unit having the lowest maximum brake cur rent rating should be placed as the lead unit in the consist. The operator can then operate with braking effort up to the limit of the unit having the lowest brake current rating, without overloading the dynamic brake system of a trailing unit. The locomotive consist must always be operated so as not to exceed the braking current of the unit having the lowest maximum brake current rat ing.

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Units equipped with dynamic brake current limit ing regulators can be operated in multiple with other locomotives in dynamic braking regardless of the gear ratio or difference in the maximum brake current ratings.

2.27 Blended Brake Wheel Slip Control

During blended dynamic braking, each series group of two traction motors is connected in parallel with each dynamic braking resistor grid circuit and with the other series connected traction motors. With this arrangement, when a wheel slips it may be motored by other motors in the system. This in effect makes a wheel slip during blended dynamic braking somewhat self-correcting. However, the parallel arrangement of dynamic braking resistor grids and traction motors is such that the full re sponse of the wheel slip control system is avail able during blended dynamic braking as well as during power operation.

When a pair of wheels is detected tending to ro tate at a slower speed, the retarding effort of the traction motors in the unit affected is reduced (trac tion alternator eld excitation is reduced in the unit affected) and sand is automatically applied to the rails. When the retarding effort of the traction motors in the unit is reduced, the tendency of the wheel set to rotate at a slower speed is overcome. After the wheel set resumes normal rotation, the retarding effort of the traction motors returns (in-creases) to its former value. Automatic sanding continues for 3 to 5 seconds after the wheel slide tendency is corrected.

2.28 Isolating a Unit

When the occasion arises where it becomes ad visable to isolate a locomotive, oper-ating person nel should take proper action in compliance with standards established by railroad rules.

2.29 Changing Operating Ends

When the locomotive consist includes two or more units with operating controls, including cab cars, the following procedure is recommended in chang ing from one operating end to the opposite end.


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On End Being Cut Out (Changing End - Locomotive to Cab Car)

1. Make a 20-pound service reduction with the controlling automatic brake valve.

2. Position the 30A-CDW brake valve cutoff valve to the OUT position.

3. Move the controlling automatic brake valve handle to HANDLE-OFF (HO) position.

4. Place the independent brake valve handle in Release position.

CAUTIONThe preceding procedure sequence must be followed to preclude uninten-tional movement of the locomotive which could possibly cause equipment damage and/or personal injury.

5. With throttle in IDLE, place the reverser handle in CENTERED position and REMOVE the handle to lock the controller.

6. Place GEN FIELD switch on the upper console in the OFF position.

7. At the operator’s console, place headlight control switch in proper position for trailing unit opera tion. Place other switches ON as needed, e.g., place the ISO-LATION switch on the engine control panel in the RUN position.

8. At the circuit breaker panel, all circuit breakers in the black area are to remain in the ON posi tion.

9. After completing the preceding steps, move to the cab car.

On End Being Cut Out (Trail to Another Locomotive)

1. Make a 20-pound service reduction with the controlling automatic brake valve.

2. Position the 30A-CDW brake valve cutoff valve to the OUT position.

3. Move the controlling automatic brake valve handle to HANDLE-OFF (HO) position.

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4. Place the dual port cutout cock in TRAIL position if more than one power unit is in the consist.

5. Place the independent brake valve handle in Release position.

CAUTIONThe preceding procedure sequence must be followed to preclude uninten-tional movement of the locomotive which could possibly cause equipment damage and/or personal injury.

6. With throttle in IDLE, place the reverser handle in CENTERED position and REMOVE the handle to lock the controller.

7. Place all switches in the OFF position. Be ab solutely certain that the CONTROL AND FUEL PUMP switch, GENERATOR FIELD switch, and ENGINE RUN switches are in the OFF position.

8. At the operator’s console, place headlight control switch in proper position for trailing unit opera tion. Place other switches ON as needed, e.g., place the ISOLATION switch in the RUN position.

9. At the circuit breaker panel, all circuit breakers in the black area are to remain in the ON posi tion.

10. After completing the steps above, move to cab of new lead unit.

One End Being Cut In (Lead Locomotive)

1. Set the parking brake.

2. At the upper control console place the ENGINE RUN, GENERATOR FIELD, and CONTROL and FUEL PUMP switches in the ON position. Other switches may be placed on as needed.

3. At the circuit breaker panel, check that all cir cuit breakers in the black area are in the ON po sition.

4. Insert reverser handle and leave in CENTERED position.

5. Apply the independent brake.

6. Place automatic brake valve handle in SUPPRESSION position to nullify any safety control, over speed, or train control used.


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7. Position Cutoff Valve to the PASS position.

8. Place dual port cutout cock in LEAD position.

9. At the engine control panel, place the headlight switch in proper position, and other switches ON as needed, e.g., place the ISOLATION switch in the RUN position.

10. Release the parking brake and perform a Class II brake test.

2.30 Stopping Engine (Propulsion)

There are four primary ways (at six locations in and around the locomotive) to stop the locomotive engine:

1. Press EMERGENCY FUEL CUT-OFF & ENGINE STOP button. There are four Emergency Fuel Cut-Off pushbuttons: one located on each side of the locomotive near fuel ller opening, one on the engine control panel in the cab, and one on the accessory rack near the engine. These pushbuttons need not be held in nor reset.

NOTEOperating the Emergency Fuel Cut-Off pushbuttons will also shut down the HEP system.

2. Press MAIN ENGINE STOP pushbutton on the engine control panel in the cab. This will only shut down the main propulsion diesel engine.

3. Press the M.U. EMERG. STOP pushbutton, located under the radio. This red pushbutton emergency stop switch will shut down the locomotive and all other locomotives in consist.

4. Use injector rack manual control lever - The injector rack manual control lever (layshaft) at the accessory end of the engine can be operated to override the engine actuator and move the injector racks to the no fuel position. The lever must be pulled (toward you) to “0” rack.

NOTEHold the layshaft in the “0” position until the locomotive engine has completely stopped rotating.

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2.31 Freezing Weather Precautions

As long as a diesel engine is running, the cooling system will be kept adequately warm regardless of ambient (outside) temperatures encountered. It is only when an engine is shut down or stops for any reason (without being connected to a 480 VAC layover power source) that the jacket water cooling system requires pro tection against freezing. To guard against cold weather hazards during shutdowns, the locomo tive prime mover must be drained. The drains are located on the right side of the locomotive. The drain valves for the jacket water and aftercooler systems are located inside the engine room ( Figure 2-11). The drain valve for the head end power system is located inside the HEP compartment.

Figure 2-11: Cooling System Drains

Aftercooler Drain

Jacket Water Drain(behind J-1 Safety Valve)

HEP Drain

NOTEThe aftercooler and head end power cooling systems are separate, closed cooling systems and are freeze protected with a 50/50 propylene glycol/water coolant solution. These systems do not require draining for freez-ing weather protection.

Jacket Water Manual Drain

Valve

Automatic (Thermal) Drain Valve w/ Manual

Reset Switch


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2.32 Draining the Cooling System

The engine (jacket water) cooling system should be drained in the event that the diesel engine is stopped and danger of freezing exists. The aftercooler and HEP cooling systems do not require draining for freeze protection.

Manual Draining

Open the system drain valve. After system pressure is released, the water/coolant tank pressure cap (Figure 2-12) from the system being drained may be removed to allow drainage at an increased rate.

CAUTIONDo not remove pressure cap until all the pressure in the system has been released by pulling down on the ll handle.

Figure 2-12: Jacket Water Cooling System Pressure Cap and Filler Relief Arrangement

Fill Handle Pressure Cap

Fill Pipe

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CAUTIONIf a hot engine is drained, always allow the engine to cool before re lling with fresh coolant. Observe applicable environmental regulations when draining and disposing of coolant.

2.33 Towing the Locomotive in Consist

When a locomotive unit equipped with 26-LU-L air brakes is placed within a train consist to be towed, con trol and air brake equipment should be set as fol lows:

1. Drain all air from main reservoirs and air brake equipment unless engine is to remain idling.

2. Place dual port cutout cock in TRAIL position.

3. Place cut-off valve in OUT position.

4. Place Independent brake valve handle in RELEASE position.

5. Place automatic brake valve handle in HANDLE OFF position.

6. If engine is to remain idling, switches should be positioned as follows:

a. Isolation switch in START/STOP/ISOLATE po sition.

b. Battery switch and ground relay cutout switch closed.

c. Generator eld circuit breaker OFF.

d. All other breakers in black area of circuit breaker panel in ON position.

e. Control and fuel pump switch ON.

f. Fuel pump circuit breaker ON.

g. Throttle in IDLE position. Remove reverser handle from controller to lock the controls.


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7. If the locomotive unit is to be towed dead in con sist, switches should be posi-tioned as follows:

a. Battery switch open.

b. All circuit breakers OFF.

c. All control switches OFF.

d. Starting fuse removed.

e. Throttle should be in IDLE, and reverser handle should be removed from controller.

2.34 Lead Unit HEP Operation with Dead (Towed) Trailing Unit

1. On dead (towed) trailing unit, press the AC PWR OFF pushbutton to turn off the HEP engine. Set the HEP TRAINLINE SETUP switch to the FEED THRU position. The bat tery switch must be CLOSED, and the HEP BAT TERY circuit breaker must be ON.

2. Connect the HEP jumper cables from the HEP receptacles at the long hood end of the lead unit to the HEP receptacles at the short hood of the trailing units.

3. Start up the HEP system on the lead unit by pressing the AC PWR ON pushbut-ton.

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2.35 Operation - Head End Power System

The following procedure should be followed be fore attempting to start the HEP diesel engine.

Locomotive Electrical Cabinet (in cab) - Make certain that the battery knife switch and the HEP Control circuit breaker, located on the fuse and switch panel, is closed and the CONTROL and LOCAL CONTROL circuit breakers, on the circuit breaker panel, are closed.

Rear Equipment Room - Close all circuit breakers on, and inside of, the HEP relay and HEP contactor cabinets. On the HEP monitor panel (HEP relay cabinet), place the IDLE/ RUN switch in IDLE position and depress the (HEP) FUEL PUMP AUX. RESET pushbutton switch. Operate the START pushbutton switch.

The HEP engine should start and operate at idle speed (900-1100 RPM).

Circuit Breaker (10) - The HEP engine heater does not need to be on to start the HEP engine.

NOTEIf the HEP diesel engine does not start, then check the following before making another starting attempt.

1. Make certain that the HEP diesel engine has come to a complete stop.

2. If any of the fault lights listed below are illuminated, operate the ALARM RESET pushbutton switch on the HEP monitor panel:

• low water level• overspeed• low oil pressure• voltage trip• frequency trip• hot engine


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2.35.1 AC HEP Power Trainline Setup

Ensure that all the HEP power jumpers are in place through out the train and the CONTROL and LOCAL CONTROL circuit breakers and the HEP CONTROL circuit breaker (on the circuit breaker panel in cab) are closed. All circuit breakers in the HEP relay and contractor cabinets must also be closed.

Both pairs of HEP power receptacles on each side of the last car in the train must be jumpered together. Set the TRAINLINE SETUP switch to the proper position as follows:

1. If a trailing locomotive is providing HEP to the train through HEP receptacles on its short hood (front), then the HEP jumper cables at the long hood (rear) should be connected to the HEP receptacles at the long hood of the leading lo comotive. The trailing locomotive’s TRAINLINE SETUP switch should be set to the TRAIN COUPLED TO F END OR BOTH ENDS position.

The TRAINLINE SETUP switch on the lead locomo tive should be set to FEED THRU position, and the short hood receptacles of the lead locomo tive should be jumpered together.

If the HEP system fails on the trailing locomo tive, then the trailing locomotive’s TRAINLINE SETUP switch is now moved to the FEED THRU posi tion. The TRAINLINE SETUP switch on the lead lo comotive is moved to the TRAIN COUPLED TO B END ONLY position, and the HEP system can now be started on the lead locomotive. The lead locomotive can now provide head end power to the train.

2. If this locomotive is to supply head end (auxil iary AC) power to a train con-nected at its long hood (rear) end, then put the TRAINLINE SETUP switch in the TRAIN COUPLED TO B END ONLY position. When the TRAINLINE SETUP switch is in the TRAIN COUPLED TO B END ONLY position, the HEP receptacles at the short hood (front) end of the locomotive are disconnected from the trainline circuit.

3. If this locomotive is to supply head end power to a train connected at its short hood (front) end, then put the TRAINLINE SETUP switch in the TRAIN COUPLED TO F END OR BOTH ENDS position.

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When the locomotive is to supply HEP power to the train through the HEP re-ceptacles at the short hood (front) end, then each pair of HEP receptacles on the long hood (rear) end of the locomotive must be jumpered together to com plete the trainline circuit.

4. Move the (HEP) Idle/Run switch to RUN posi tion.

Once the trainline network has been set up, head end power can be provided by press-ing the HEP ON pushbutton.

HEP T.L. COMPLETE LightThe HEP T.L. COMPLETE light is an indication that HEP CONTROL circuit breaker on the circuit breaker panel in the cab is closed, the BATTERY circuit breaker on the HEP relay cabinet is closed, the Trainline (T.L.) Setup switch is correctly posi-tioned, and that all of the head end jumper cables are properly positioned throughout the train.

2.35.2 HEP Start Sequence/Putting HEP on Line

When the trainline circuit is properly set up and the HEP engine IDLE/RUN switch is placed in RUN position, the engagement and operation of the head end power system is automatic once the AC PWR ON pushbutton is pressed. The following sequence should be ob served at the HEP remote panel.

1. The HEP T.L. COMPLETE light should already be on.

2. The AC contactor will close, the HEP ON light will go on, and AC (HEP) power is applied to the trainline.

3. The voltmeter and ammeter on the HEP relay cabinet will indicate load, and the AC (HEP) power will be on-line, providing 480V, 60 Hz., 3-phase power at the AC (HEP) receptacles.

2.35.3 HEP Interrupt Sequence

If for any reason the head power trainline is inter rupted, the following sequence can be observed on the HEP remote panel (in the cab).

1. The HEP T.L. COMPLETE light will go off (HEP remote panel).


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2. The AC contactor will open, and the HEP ON light will go OFF.

NOTEIf Head End Power is interrupted by operat ing the AC PWR OFF, push button on HEP re mote panel (in cab), then to restore head end power operation the AC PWR ON pushbutton on the HEP remote panel or HEP monitor panel must be pushed.

2.35.4 HEP Restore Sequence

When the continuity of the AC power trainline has been restored, the HEP T.L. COMPLETE light will go on. Pressing the AC PWR ON pushbutton on the HEP monitor panel (rear equipment room) or HEP remote panel will restore HEP power to the train and illuminate the HEP ON indicator light.

2.35.5 HEP Shutdown

The HEP system can be shut down by one of the following:

1. Pushing the STOP pushbutton on the HEP monitor panel or HEP ENGINE STOP button on the HEP remote panel.

2. Pushing any one of the EMERGENCY FUEL CUT-OFF pushbuttons (also shuts down propulsion engine).

NOTETo reset the head end power fuel pump circuit after an emergency fuel cutoff, press the Fuel Pump Aux. Reset pushbutton located on the HEP monitor panel.

2.35.6 HEP Fault Conditions

If the HEP ON light on the HEP remote panel (in the cab) turns off, then the fol-lowing conditions and procedures may apply:

If operating the AC PWR ON pushbutton does not produce a reading on the AC VOLTS and FREQUENCY meters on the HEP monitor panel or turn on the MAIN BKR. CLOSED light on the HEP monitor panel, then the following conditions may apply:

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1. TLVR relay picked up - This indicates the presence of an AC voltage already on the HEP trainline and will prevent the AC contactor on the lo comotive from clos-ing. Make certain that the TRAINLINE SETUP switch is properly positioned.

2. HEP T.L. COMPLETE light not on - Check the locomotive and train AC (HEP) jumper cables and make certain that the TRAINLINE SETUP switch is properly positioned.

2.35.6.1 HEP Fault Indications, Characteristics, and Reset Processes

Engine Fault Indicator Lights

Hot Engine Light• At 205°F – The Hot Engine light illuminates.• Alarm sounds in cab.• AC power is removed from the trainline – (HEP ON light goes off)• HEP engine goes to idle.• If engine cools below 205°F, the engine will go back to Run and you can

press the ALARM RESET and the AC PWR ON switch to reapply AC power to the trainline.

• If the engine continues to get hotter, the HEP engine will shut down when it reaches 223°F.

• After the engine cools and the cooling system has been inspected and determined OK to restart, complete the following:- Press ALARM RESET button which will silence the alarm and reset

the fault (HEP monitor panel).- Move the Idle/Run switch to the IDLE position (HEP monitor

panel).- Press the HEP start button, HEP starts (HEP Monitor Panel).- Move the Idle/Run switch to RUN position.- Press AC PWR ON switch to reapply AC power to the trainline.- HEP ON indicator light Illuminates which indicates AC power is back

on the trainline (HEP Remote Panel).• If engine shuts down again, report condition to authorized maintenance

personnel. • ENG FAIL light in cab indicates an unacceptably low lube oil pressure

on the HEP engine or that the coolant temperature of the HEP engine has exceeded 215°F. This feature activates the engine failure relay and shuts down the HEP engine after 20 seconds as a protective measure.


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Low Oil Pressure Light, Overspeed Light, Low Water Level Light• An indicator light illuminates on the HEP remote panel (cab) and the HEP

monitor panel (HEP compartment).• The HEP ON light goes out on the HEP remote panel.• Alarm sounds in cab.• HEP engine shuts down.• Inspection for reason of fault is required.• Push the ALARM RESET button on the HEP monitor panel which will

silence the alarm and reset the fault (HEP compartment).• Move Idle/Run switch to IDLE position. • Press the HEP START switch at the HEP monitor panel to restart the HEP

engine (HEP compartment).• Move Idle/Run switch to RUN position.• Push AC PWR ON switch to reapply AC power to trainline.• HEP ON light Illuminates at the HEP remote panel (cab). • If fault indication occurs again, report condition to authorized maintenance

personnel.

Generator Fault Indicator Lights

Voltage Trip Light, Instantaneous Overload Trip Light, Frequency Trip Light

• A fault light illuminates at the HEP remote panel (cab) and the monitor panel (HEP compartment).

• HEP ON light goes out at the HEP remote panel and on the HEP monitor panel in the HEP compartment.

• AC power is automatically removed from the trainline• Push the ALARM RESET pushbutton at HEP monitor panel to silence the

alarm and reset fault (HEP relay cabinet).• Push the AC PWR ON pushbutton to reapply AC power to the trainline• If fault indication repeats, the HEP should be shut down and report condi-

tion to authorized maintenance personnel.

HEP System Ground• HEP System Ground light illuminates on HEP remote panel (cab) and the

monitor panel (HEP compartment).• Alarm sounds in cab.• AC power is removed from the trainline (HEP ON light goes off).• Push GROUND RELAY RESET pushbutton at HEP monitor panel to

silence alarm and reset ground relay.• Push AC PWR ON pushbutton to reapply AC power to trainline.

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• If ground relay repeats, the HEP should be shut down and report condition to authorized maintenance personnel.

• GEN FAIL light in cab indicates the HEP generator has tripped off line due to either over or under frequency condition. This condition drops out the HEP AC contactor after an 8.5 second delay to remove the load from the engine. This feature also results in the HEP engine going to idle speed, and also sounds the cab-mounted locomotive alarm indicator bell.

2.36 Layover Protection

The MP36PH-3C locomotive is designed to oper ate in commuter service. This ap-plication makes it necessary to incorporate provisions for an ex tended shutdown period over the weekend. Many of the locomotive systems require special precau-tions while shut down during severe weather. Low ambient temperatures could damage locomotive equipment not usually put out of service on a regular basis for an extended time period. The layover protection system provides low temperature ex tended shutdown protection for the locomotive and trainlines the layover power to the train. The lay over protection systems for the locomotive keeps the batteries charged, and heats the cab to pro tect the air brake equipment.

NOTEThe layover battery charger will be in op eration whenever the propulsion diesel en gine is shut down and 480 VAC is applied to the HEP trainline.

To power these shutdown provisions, 480 VAC for layover protection must be sup-plied from either an external wayside power supply, or developed by the head end power diesel engine and generator. Wayside power is applied through normal 480 VAC re ceptacles which are mounted at both the front and rear of the locomotive. The protective devices use this power to heat the operating systems that could be damaged by extremely cold weather.

CAUTIONDuring layover, the battery knife switch must be closed, and the LOCAL CONTROL circuit breaker must be ON. This will ensure the proper opera-tion of the battery charging system. The HVAC circuit breaker must be ON to prevent the cab from freezing.

To engage the layover system, perform the following steps depending on source of layover protection power (either locomotive HEP diesel engine and alternator or wayside power):


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HEP in Operation - HEP diesel engine and generator system in op eration and train coupled to locomotive:

a. Shut down propulsion diesel engine by press ing MAIN ENGINE STOP switch on the en gine control panel.

b. Move the LAYOVER PROTECTION switch on the engine control panel to ON posi tion.

HEP Shut Down - HEP system shut down and locomotive/train to be connected to wayside power at short hood HEP receptacles:

a. Shutdown propulsion diesel engine by press ing MAIN ENGINE STOP switch on the engine control panel.

b. Move HEP TRAINLINE SETUP switch to FEED THRU position.

c. Connect locomotive/train to source of 480 VAC, 3-phase, 60 Hz power and switch on power source.

d. Move the LAYOVER PROTECTION switch on the engine control panel to ON position.

NOTEThe LAYOVER PROTECTION switch is interlocked such that when the switch is ON, it is not possible to start the diesel engine. If the engine is running and the switch is placed in the ON position, the light will come on, but the circuit to the layover system will not be made. If the layover switch is ON and the engine is running, the circuit will automatically be made to the layover system when the engine is shut down.

The 480V EXT FEED light on the HEP monitor panel will illuminate. Amber light indicates that external power is being supplied to the HEP 480 VAC electrical system. The TLVR relay prevents operation of the HEP plant. This may occur when wayside power or another locomotive HEP plant is providing power to the HEP electrical system.

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2.37 Communications System Operation

Radio

The corner panel portion of the console contains the locomotive radio.

Note: Although equipped with PA and IC switches, the radio does NOT control the Public Address/Intercom system.

The radio allows the operator to:

• select the radio• select the railway frequency • perform all necessary radio operations.

Figure 2-13 shows the radio.

Figure 2-13: Radio


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Figure 2-14: PA/IC System

PA/IC System

The public address and intercom base unit (Figure 2-14) is mounted at the upper left portion of the operator’s console. The public address allows communications between the cab and passenger cars.

The PA/IC system has a POWER ON switch in the upper left portion of the control panel. In the bottom left portion of the control panel is the three-position MODE selector switch; the positions are IC, OFF, and PA. The PUSH/TALK switch must be pressed and held in while the operator is communicating with the conductor or passengers. The SPEECH LEVEL switch contols the volume level of the operator’s and conductor’s voices. The MONITOR LEVEL switch contols the monitoring sound level of the system.

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2.38 Cab Signal (ATC) System Operation

2.38.1 Cab Signal Equipment

The cab signal system enforces safe operation of the train. It provides forced ac-knowledgement on signal downgrades and overspeed protection. The system can initiate a penalty brake application in order to stop the train if the operator is unable or unwilling to respond properly.

The PHW 9-Aspect Cab Signal System consists of an enclosure, located in the short hood, which houses a power supply, an ATC card le, a decelerometer, and a safety-critical relay. The enclosure is stainless steel and accepts seals and a lock for tamper-resistance. Circular-Mil connectors are used for connection to vehicle wiring as well as for internal enclosure wiring to the card le.

The card le is a stainless steel assembly which is easily removed from the enclo-sure for service or replacement. The card le houses a number of printed circuit boards (PCBs) which implement the I/O conditioning and operational logic of the cab signal system.

The decelerometer is used to assure brake action. It is used in conjunction with permanent and temporary suppression signals from the air brake system to con rm brake application. The safety-critical relay in the enclosure is used to provide dry contact outputs for a Vzero signal to other equipment on the vehicle. The Vzero threshold for the system is approximately 2 MPH.

The system also includes a pair of track receivers which are mounted under the locomotive, ahead of the front axle. A dedicated speed sensor is used by the system to measure train speed. The speed sensor and the entire axle generator assembly is provided as part of the ACSES equipment.

An Acknowledge switch is located on the ADU, and a redundant Acknowledge switch is located on the operator’s console and is primarily used to acknowledge downgrades in code:

• Pressing the Acknowledge Switch for a period longer than 5 seconds will result in a penalty brake application.

• The Overspeed Sonalert will sound whenever the Acknowledge Switch is pressed in order to prevent accidental operation.


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NOTEThe ATC will accept the “Acknowledgement” as soon as the Acknowl-edge Switch is depressed. The ATC will no longer require a depression and subsequent release.

The ADU (Figure 2-15) provides the locomotive operator with an interface to the ATC (cab signal) and ACSES systems. The ADU provides a speed display using both numeric and “analog look” digital LED displays. Both ATC and ACSES Departure Test switches are on the ADU as well as an Acknowledge switch and a switch to select between Cab Signal and Non Cab Signal territory.


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The ADU indicators are as follows:

• ATC – This indicator will illuminate steady when the ATC is enforcing an equal or more restrictive speed than the ACSES equipment. This indicator will also ash when the ATC acknowledge switch should be depressed.

• ATC CUT-OUT – This indicator will illuminate steady when the ATC has been pneumatically or electrically cut-out. This indicator will ash when a penalty brake application has occurred due to an ATC failure. One speci c failure that will cause this indicator to ash is a serial communication failure between the ATC and the ADU.

• NON-CAB TERR – This indicator will illuminate steady when the Territory switch has been placed into the NON-CODED position while no carrier is being received.

• DEPT TEST – This indicator ashes at the code rate being generated by the Cab Test PCB during a departure test.

• OVERSPEED – This indicator will illuminate steady when over-speed condition exists. This indicator will ash if a penalty brake application occurs due to over-speed penalty.

• BRAKE APP – This indicator will illuminate steady when the independent brake has been applied.

• REC OFF – This indicator will illuminate steady when power has been removed from the event recorder.

• VZERO – This indicator will illuminate steady when either the ATC or ACSES declares that the speed is below 3 MPH.

• PERM SUPP – This indicator will illuminate steady when both the ATC and ACSES have declared that permanent suppression has been achieved. However, if one system is cut-out, the other has sole command of the indicator. This indicator will ash if the ATC’s Temporary Suppression Input has been asserted.


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• ACSES – This indicator will illuminate steady when ACSES is enforcing a more restrictive speed than the ATC. This indicator will also ash when the ATC acknowledge switch should be depressed.

• ACSES CUT-OUT – This indicator will illuminate steady when ACSES has been pneumatically or electrically cut-out. This indicator will ash when a penalty brake application has occurred due to an ACSES failure. One speci c failure that will cause this indicator to ash is a serial communication failure between ACSES and the ADU.

• ACSES CUT-IN – This indicator will illuminate once the locomotive passes over a transponder that indicates the entering of ACSES territory.

• ACSES SPEED – These seven segment displays are used to indicate the maximum speed allowed by the ACSES system.

• Speed Display – The vehicle speed is indicated both numerically and by a 240º ring of LEDs.

• Balloon Displays – These “balloons” around the speed ring indicate the maximum speed allowed by the ATC system.

• STOP Aspect – This indicator is illuminated during a PTS application.

• MAS – equal to 90 MPH

• RES – illuminates when the territory switch is placed into the Non-Coded posi-tion, although the enforced speed depends on multiple criteria (described in section 2.38.7 Non-Cab Territory Operation).

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2.38.2 Signal Aspect Downgrade Alert

A signal aspect downgrade occurs any time that a more restrictive signal aspect is detected by the system. In response to a downgrade, the system reports the new aspect to the operator and activates a continuous audible alarm. The operator must respond to the downgrade by acknowledging. Failure to acknowledge within 5 seconds results in a penalty brake application. This penalty cannot be suppressed.In general, acknowledgement of a downgrade must occur to prevent a penalty brake application. In the case of a cab- ip, where the same or higher signal aspect returns within 5 seconds, no acknowledgement is necessary.

2.38.3 Signal Aspect Upgrade Alert

A signal aspect upgrade occurs any time that a less restrictive signal aspect replaces a more restrictive aspect. In response to an upgrade, the system reports the new aspect to the operator.

NOTEThe audible alarm (Sonalert) is momentarily activated (approximately 200 mS), no response from the operator is required.

2.38.4 Penalty Brake Application

A penalty brake application is made by de-energizing the ATC magnet valve. This releases air from the no. 10 line of the P2A valve which results in the application of full-service brakes. A penalty can be initiated for either operational or testing related events. With the exception of an “Overspeed” penalty, during a penalty brake application a continuous audible alarm is activated. If the penalty is the result of an overspeed condition, the overspeed indicator, located on the ADU, is ashed at approximately a 1 Hz rate and the alarm will be silenced.

Operational events consist of:

• Failure of the operator to acknowledge a downgrade in signal aspect.

• Failure of the operator to acknowledge a non-restricting signal aspect upon entering cab signal territory from non-cab signal territory.

• Overspeed condition.


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• A Positive Train Stop (PTS) request was received from the ACSES while a restricting aspect is present. Note that the ACSES equipment, not the ATC equipment, generates an audible alarm during a PTS penalty application.

• Operator placed the Non-cab Territory switch into its Non-cab position for more than 5 seconds, with a non-restricting signal aspect present.

Test events consist of:

• LOCAL TEST switch, located on the ATC card le, not in its OFF position with the train moving (speed exceeds Vzero).

• Departure Test switch, located on ADU, held in its ON position with the train moving (speed exceeds Vzero).

• Internal faults detected as a result of self-tests on safety-critical portions of system. Includes self-test checks on speed sensor, wiring, I/O, and microprocessors).

2.38.5 Overspeed Penalty Suppression

An overspeed penalty brake application may be suppressed by the operator. To suppress a penalty, either the air brake system must achieve permanent sup-pression or a minimum brake rate must be achieved within 5 seconds of the condition. If permanent suppression is lost and the minimum brake rate is not achieved before the condition is cleared, a penalty brake application is made.

The system input used for penalty suppression is driven by an external perma-nent suppression pressure switch wired in parallel with a decelerometer. Either device can assert the input to suppress a penalty. Both permanent suppression and the minimum brake rate must be lost to de-assert the input. During penalty suppression, if the input is de-asserted, a 0.3 second delay (for contact bounce) is provided before a penalty is made. This delay only applies to the rst loss of the input signal. No delay applies to subsequent losses.

Provided that temporary suppression is achieved within 5 seconds of the condi-tion, an additional 5 seconds is given for permanent suppression or minimum brake rate to be achieved.

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2.38.6 Penalty Reset

In order to reset any penalty brake application, the condition that caused the penalty must rst be cleared. If multiple causes exist, all conditions must be cleared. Once all penalty conditions are cleared, the ATC magnet valve is re-energized by the system provided that permanent suppression is achieved, the throttle is in its idle position, and vehicle speed < Vzero.

When energized the ATC magnet valve closes which allows the P2A valve to reset provided the air brake system has achieved permanent suppression. The brake ap-plication can be released by the operator after the P2A valve resets.

2.38.7 Non-Cab Territory Operation

The system can be placed into non-cab territory operation by activating the Non-Cab Territory switch, located on the ADU. In order for the system to enter this mode, the restricting signal aspect must be present. On the ADU in this mode, the restricting aspect and the Non-Cab Territory indicator are both illuminated.

Under non-cab territory operation, any one of several overspeed setpoints may be enforced. The enforced setpoint is selected based upon the Vzero condition and the forward and reverse inputs from the Reverser. With neither forward nor reverse inputs, the ATC equipment enforces the 21 MPH setpoint for a restricting signalaspect. With the forward input asserted, a 75 MPH setpoint is enforced. If the reverse input is asserted with the presence of Vzero, a 31 MPH setpoint is enforced. Note that loss of the reverse input will force the ATC to revert to the 21 MPH setpoint.

Regardless of the state of the forward and reverse inputs, if any non-restricting aspect is received, the operator must move the Non-cab Territory switch to its Cab position and acknowledge. Failure to move the switch to the Cab position and acknowledge within 5 seconds results in a penalty brake application. This penalty cannot be suppressed. The Non-Cab Territory switch must be in its proper position to prevent a penalty.

NOTEWhen a downgrade occurs before the Non-Cab Territory switch is moved into the Non-Cab Territory position the subsequent act of moving the switch to the Non-Cab Territory position will act to acknowledge the downgrade. This action will still be required within 5 seconds in order to suppress a penalty brake application.


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2.38.8 Positive Stop

Positive stop is an ACSES request serviced by the cab signal system. The request is received from ACSES, over the communications bus from the ADU.

Under a restricting aspect only, when the stop request is asserted, the ATC magnet valve is de-energized. A running release for this function is provided so that when the stop request is de-asserted, or when the signal aspect upgrades, the ATC magnet valve may be re-energized.

2.38.9 ATC Departure Test

A departure test is a sequence of cab test functions which are performed to verify the operational integrity of the equipment as well as external control devices and operator controls and indicators. A departure test may be done as part of a pre-trip checkout or to troubleshoot suspected problems related to the cab signaling equipment. The test can be initiated via the departure test switch, located on the ADU, or with the LOCAL TEST switch, located on the card le. To initiate cab tests, the vehicle must be stopped (speed £ Vzero), a restricting aspect must be present, the Non-Cab Territory switch must be in its Cab Terri-tory position, and the independent brake must be applied. Also it is required that the that the Wheel Size and Vehicle Con guration thumbwheel switches be in their proper positions (Calibration Correspondence LED, located on Interface PCB, lit steadily). Cab test is designed to simulate actual operation under the various signal aspect and speed conditions. The test sequences automatically through an ADU lamp test, upgrades and downgrades of signal aspect, as well as overspeed and underspeed conditions.

The departure test switch located on the ADU is a momentary action device. When initiated from the ADU, the test runs one complete cycle and concludes. The LOCAL TEST switch located on the card le is a latching device. When initiated from the card le, the test runs continuously with about a 10 second pause between cycles.

When run from the LOCAL TEST switch, the test may be held inde nitely at any particular step to aid in troubleshooting. To do this, the LOCAL TEST switch is moved to its HOLD position.

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Departure Test Procedure

This section describes each of the steps involved in performing a departure test from the cab. This description includes the state of the ADU indicators and alarms, as well as any required operator actions.

NOTESThe ATC Departure Test Indicator will ash at the appropriate code rates during the departure test.

During the downgrade phases of the test, a downgrade will activate the sonalert and must be acknowledged within 5 seconds. Otherwise, the ATC will deenergize the ATC magnet valve and the ATC sonalert will continue sounding. The operator would also hear the air pressure being released and see the Permanent Suppression Indicator illuminate. The test will continue to the next more restrictive code rate with the sonalert sound-ing until an acknowledgement is made. When the Acknowledgement is made the sonalert will be suppressed and the ATC magnet valve will be re-energized.

1. The operator initiates the ATC departure test by momentarily pressing the ATC Departure Test pushbutton. All Indicators under ATC control will illuminate for 5 seconds and then extinguish. The operator is expected to verify this operation.

2. The ADU will display a Restricting Aspect (20 MPH), no code, the speed display will increase to 23 MPH, the alarm will sound and the speed will then decrease to 19 MPH with the alarm being silenced. The operator is expected to verify this operation.

3. The ADU will display an Approach Aspect (30 MPH), single 75, the speed display will increase to 33 MPH, the alarm will sound and the speed will then decrease to 29 MPH with the alarm being silenced. The operator is expected to verify this operation.

4. The ADU will display an Approach Medium Aspect (30 MPH), dual 75, the speed display will increase to 33 MPH, the alarm will sound and the speed will then decrease to 29 MPH with the alarm being silenced. The operator is expected to verify this operation.


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5. The ADU will display an Approach Limited Aspect (45 MPH), single 120, the speed display will increase to 48 MPH, the alarm will sound and the speed will then decrease to 44 MPH with the alarm being silenced. The operator is expected to verify this operation.

6. The ADU will display a Cab Speed 60 Aspect (60 MPH), single 270, the speed display will increase to 63 MPH, the alarm will sound and the speed will then decrease to 59 MPH with the alarm being silenced. The operator is expected to verify this operation.

7. The ADU will display a Cab Speed 80 Aspect (80 MPH), dual 120, the speed display will increase to 83 MPH, the alarm will sound and the speed will then decrease to 79 MPH with the alarm being silenced. The operator is expected to verify this operation.

8. The ADU will display a Clear Aspect (90 MPH), dual 270, the speed display will increase to 93 MPH, the alarm will sound and the speed will then decrease to 89 MPH with the alarm being silenced. The operator is expected to verify this operation.

9. The ADU will display a MAS Aspect (90 MPH), single 180, the speed display will increase to 93 MPH, the alarm will sound and the speed will then decrease to 89 MPH with the alarm being silenced. The operator is expected to verify this operation.

10. The ADU will display a MAS Aspect (90 MPH), dual 180, the speed dis-play will increase to 93 MPH, the alarm will sound and the speed will then decrease to 89 MPH with the alarm being silenced. The speed display is set to 0 MPH and the V Zero indicator will illuminate. The operator is expected to verify this operation.

11. The ADU will display a MAS Aspect (90 MPH), single 180, and sound the ATC sonalert. Since the Dual 180 and Single 180 share the same MAS indica-tor the operator will not see an aspect change, but the ATC sonalert will sound requiring an acknowledgement.

12. The ADU will display a Clear Aspect (90 MPH), dual 270, and sound the ATC sonalert. The downgrade must be acknowledged within 5 seconds or the ATC will de-energize the ATC magnet valve and continue to sound the ATC sonalert.

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13. The ADU will display a Cab Speed 80 Aspect (80 MPH), dual 120, and sound the ATC sonalert. The downgrade must be acknowledged within 5 seconds or the ATC will de-energize the ATC magnet valve and continue to sound the ATC sonalert.

14. The ADU will display a Cab Speed 60 (60 MPH), single 270, and sound the ATC sonalert. The downgrade must be acknowledged within 5 seconds or the ATC will de-energize the ATC magnet valve and continue to sound the ATC sonalert.

15. The ADU will display an Approach Limited Aspect (45 MPH), single 120, and sound the ATC sonalert. The downgrade must be acknowledged within 5 seconds or the ATC will de-energize the ATC magnet valve and continue to sound the ATC sonalert.

16. The ADU will display an Approach Medium Aspect (30 MPH), dual 75, and sound the ATC sonalert. The downgrade must be acknowledged within 5 seconds or the ATC will de-energize the ATC magnet valve and continue to sound the ATC sonalert.

17. The ADU will display an Approach Aspect (30 MPH), single 75, and sound the ATC sonalert. The downgrade must be acknowledged within 5 seconds or the ATC will de-energize the ATC magnet valve and continue to sound the ATC sonalert.

18. The ADU will display a Restricting Aspect (20 MPH), no code, and sound the ATC sonalert. The operator should NOT acknowledge, this will test the ATC mag-net valve. After the ATC magnet valve has been de-energized and the Permanent Suppression Indicator is illuminated the operator should acknowledge in order to suppress the sonalert and clear the penalty application.

19. The ADU will continue to display a Restricting Aspect (20 MPH), no code, while a low level dual 270 code is generated. The Departure Test Indicator will ash at a 270 PPM rate. The operator should verify that the ADU continues to display the Restricting Aspect.

20. The Departure Test is complete and the Departure Test Indicator is extin-guished.

If the above steps have been performed correctly the Departure Test has been per-formed successfully.


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2.39 ACSES System Operation

2.39.1 ACSES Equipment

Working in conjunction with existing Cab Signaling systems, ACSES acts as an overlay, enforcing prede ned civil speeds and ensuring positive stops at all inter-lockings when a Cab Signal system is receiving a restricting aspect. ACSES uses wayside transponders installed at Home Signals, Distant Signals, and other signal block points, or cut section track locations to provide instructions on civil speed or Positive Train stops (PTS).

An ACSES equipped train continuously transmits a signal from an antenna mounted underneath the locomotice. This signal energizes wayside transponders as the train passes over them, causing the transponders to transmit the encoded message contained in a plug attached to the transponder. The encoded message is sent to the ACSES Vital On-Board Computer (OBC). These encoded instructions provide civil speed restrictions for the territory ahead.

The ACSES Vital OBC is a “distance-based” positioning system as opposed to a “speed-based” signaling system, like ATC (Automatic Train Control). The ACSES Vital OBC targets civil speeds that exist at speci c locations along the track based on information it receives from transponders along the wayside. This is in contrast to an ATC system, where continuous signal speeds change with traf c ow.

The ACSES equipment is discussed in the following subparagraphs.

2.39.1.1 ACSES System Enclosure/ACSES Card le Assembly (Vital OBC)

Located in the short hood, the PHW Vital OBC (Figure 2-16) processes the infor-mation received from the transponders (such as Transponder location/ID, direction of travel, and civil speed data) and from the MCP data radio (such as interlocking status and temporary speed reduction data). In addition, the OBC calculates the “Alert Curve” and “Braking Curve” for Speed Restriction and PTS (Positive Train Stop) based on track grade and restriction proximity.

In all ACSES applications, if the train speed reaches the Alert Curve, reaction from the engineer is required. On an overspeed condition, the target speed appears on the ADU. Failure to apply the brakes to acknowledge the restriction within 8 seconds results in a penalty brake application. If the brakes are applied in time, running release is permitted when the penalty condition is gone (when overspeed or failure to acknowledge is corrected).

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Test Points:• TPC3• TPC2• TPC1

Isolation PCBAuxiliary I/O

PCBTachometer

PCB

Communications PCB

ALSTOM PSV1 PCB

ALSTOM UC20PCB

Interface PCB

MainPCB

RecorderPCB

Figure 2-16: ACSES Card le Assembly

2.39.1.2 ACSES Antenna

Located in the underframe between the fuel tank and the air dryer, the antenna (Figure 2-17) energizes the transponders to allow transmission of stored data back through the antenna to the CTV box.

Figure 2-17: ACSES Antenna

ACSESAntenna

CTV Box


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2.39.1.3 CTV Box

Located above the antenna in the underframe between the fuel tank and the air dryer, the CTV Box decodes data signals from the transponders to allow interrogation by the Vital OBC.

2.39.1.4 Transponders

Wayside transponders transmit stored local civil speed restriction data (along with location, position, commands and security information, etc.) to the ACSES system as the train passes over them.

2.39.1.5 MCP Data Radio Antenna

The data radio antenna is located on the left side of the dynamic brake hatch. The PHW Vital OBC communicates with the wayside at interlockings via the MCP data radio. The OBC receives interlocking status and route information from the wayside encoders and Temporary Speed Restriction (TSR) Lists from the vital TSR servers located at the Central Of ce.

2.39.1.6 Aspect Display Unit (ADU)

Located in the cab in front of the operator’s console, the ADU is the principal user interface for the ACSES system. Reference Figure 2-15 in section 2.38.1. The ACSES information is primarily displayed on the right side of the ADU.

2.39.1.7 Axle Generaltor

Located on the No. 3 axle on the right side of the locomotive, the axle generator supplies speed pulse information to the ACSES computer. This facilitates accurate train positioning and speed measurement by ACSES.

2.39.2 ACSES Operation

ACSES uses wayside transponders installed at Home Signals, Distant Signals, and other signal block points, or cut section track locations to provide instructions on civil speed or Positive Train stops (PTS). The encoded message is sent to the ACSES On-Board Computer. These encoded instructions provide civil speed restrictions for the territory ahead. On a speed restriction, ACSES displays the track speed limit on the ADU. In addition, the ACSES on-board computer performs the following:

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• Enforces permanent and temporary speed restrictions

• Enforces PTS at interlockings and control point signals

• Activates audio and visual alarms

• Automatically calls for a brake application by dropping the magnet valve when alarms are ignored.

ACSES uses MCP data radios to communicate with wayside BCP radio stations located at interlockings. This communication allows the receipt of interlocking signal statuses used to release PTSs at interlockings. The OBC uses the MCP data radio to receive a list of TSRs from a TSR server network connected to the Control Centers. The OBC uses the TSR list to enforce TSRs that were entered for the current run.

WARNING ACSES is intended to help enforce compliance with track speeds. ACSES must not be used as a replacement for any operator responsibilities in regard to proper train operation.

Non-ACSES Territory - This mode of operation is initiated when ACSES is turned on, or at the end of ACSES territory. In this mode, ACSES does not enforce civil speed restrictions, but does enforce a speed cap or limit. The speed cap is received from a transponder set as the train leaves ACSES Territory. While in this mode, the following non-civil speed related functions are enforced:

• Phase Break Control (load reduction signal to the propulsion system)

• Power Break Control (load reduction signal to the propulsion system)

• Tilt On/Off Control (implemented, but not used)

• Temporary Speed Restrictions via transponder (less than speed cap)

Prior to entering ACSES territory, a newly initialized locomotive is subject to a speed cap of 125 MPH or a preset maximum vehicle speed (entered via the ACS-ESView™ PC interface), whichever is lower.


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ACSES Territory – This mode of operation is enabled after the train passes a tran-sponder set that contains civil speed and/or PTS instructions. While in this mode ACSES is enforcing the following:

• Permanent Civil Speed Restrictions

• Temporary Speed Restrictions (via radio and transponder)

• Phase Break Control (load reduction signal to the propulsion system)

• Power Break Control (load reduction signal to the propulsion system)

• Train Type A/B speed selection (based on tilting system operation)

ACSES Installation Territory – While in this mode, ACSES is inhibited from enforcing information received from subsequent transponders until the train passes a transponder set directing the end of ACSES Installation Territory.

2.39.2.1 Alert and Braking Curves

The OBC reacts to the information received after it determines whether the in-formation received is valid. It determines validity by using information such as Transponder location/ID, direction of travel and CRC. The On-Board Computer calculates the “Alert Curve” and “Braking Curve” for the speed restrictions and PTS based on track grade and the proximity of the restriction.

If the train speed reaches the alert curve, an audible alarm is sounded and a reac-tion from the operator is required. If the operator fails to react (apply the brakes and acknowledge a restriction within 8 seconds) a penalty brake application will automatically occur. This penalty brake application also occurs when the train reaches the braking curve.

Each curve is actually a pair of prede ned curves, Alert and Braking. The alert curve provides advance warning of an upcoming speed restriction. If the speed, de ned by the braking curve, is reached, an immediate, penalty brake application occurs. Therefore, the operator must react before the braking curve is reached.

If the engineer slows the train to a speed that is less than the continuously declining speed of the alert curve, no alarm will sound. If a downgraded Civil Speed occurs (civil speed displayed on the ADU drops lower), the engineer must acknowledge this condition.

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If the engineer allows the train’s speed to exceed the alert curve, an alarm will sound. The engineer must acknowledge the condition by achieving Permanent Suppression within 8 seconds.

NOTEThe “Brake Rate” indicator on the ADU lights green whenever the per-manent suppression input to ACSES is energized. It goes dark whenever the brakes are released.

2.39.2.2 Positive Train Stop

One of the most important features of ACSES is that it enables ATC to initiate the Positive Train Stop. ACSES initiates Positive Train Stops (PTS) at home signals because the transponders inform the ACSES On-Board Computer that the train is approaching a home signal. The on-board computer calculates the distance to the home signal, along with the PTS alert and braking curves, ending in a speed of zero. If a speed of zero is not obtained by the time the train reaches the pre-determined stop point, a PTS will be called for.

Trains can avoid an ACSES directed PTS if the ATC Aspect is more favorable than restricting or if a release is received from the interlocking via the MCP Data Radio.

ACSES implements the PTS at a stopping point prior to the Home signal and enforces the train’s speed using its pre-determined braking curve. Violation of the braking curve results in an automatic call for a brake application when the Cab Signal aspect is restricting or the Cab Signal is cut-out. Once the train has been stopped for vio-lating the predetermined PTS stopping point, the operator must wait until the ATC Aspect upgrades to something more favorable than a restricting aspect or until the train gets a release from the radio that the interlocking is clear. If neither of these release conditions are available, the operator must press the Stop Bypass button to move the train. Once the Stop Bypass button has been pressed and released, ACSES will enforce a 15-MPH track speed until the train clears the interlocking.

CAUTIONImportant: According to operating rules, before the engineer can push the Stop Bypass button, permission must be received from the dispatcher.


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2.39.2.3 Penalty Brake Conditions

If the train exceeds the Alert Curve generated by a speed restriction:

1. The target civil speed restriction will appear on the ADU.

2. An audible alarm will sound.

3. The lower civil speed will be identi ed on the ADU with a yellow underscore (or with a yellow box on HST and HHP units) if it is lower than the current ATC speed.

4. Reaction from the engineer is required. The Acknowledge Button must be pressed (and released within 8 seconds) to prevent the magnet valve from being de-energized

5. Failure to apply the brakes and acknowledge a restriction within 8 seconds results in a penalty brake application.

6. After the downgrade is acknowledged, the operator must place the train into Permanent Suppression within 8 seconds of crossing the Alert Curve to avoid an Overspeed penalty. This will suppress the Overspeed penalty and silence the alarm.

7. If train speed continues to increase and the Braking Curve is reached, an imme-diate, non-suppressible Penalty Brake application occurs. Therefore, the engineer must react before the Braking Curve is reached.

8. Once the train speed falls below the Alert Curve speed, the penalty is released. This is known a “Running Release”.

ACSES OBC enforces a penalty brake application if the train moves while the re-verser handle is not in either the forward or reverse position. If the train is moving and ACSES does not have an input to tell it which direction it is moving, ACSES will invoke a penalty brake application. This penalty condition is generally referred to as “Roll Away”.

2.39.2.4 ACSES Interaction with 9_Aspect Cab Signal (ATC) System

ACSES and Cab Signal (ATC) systems operate independently. The systems share an Acknowledge button and some data. Both systems provide speed enforcement,

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with the more restrictive speed prevailing. If ATC is cut out, the ACSES system will continue to perform civil speed enforcement functions (unless the ACSES system is cut out by railroad operating rules).

When ATC is operating normally:

• ACSES displays and enforces track speeds

• ATC does not enforce PTS if the Cab Signal aspect is better than restricting

When ATC is cut out, ACSES:

• Limits maximum speed to 79 mph

• Displays “−−” track speed on ADU indicator

• Enforces PTS at Home Signal if there is no radio release

• Continues to enforce track speed (not displayed)

2.39.2.5 TSRs Via MCP Data Radio

TSRs entered through a Temporary Speed Restriction Bulletin (TSRB) can be transmitted from the Control Centers to the trains via data radio. If the train operator fails to observe a TSR, the OBC has the capability to enforce it.

When the TSR Server receives a request from a train, it will provide the train with the current list of TSRs for all tracks in the train’s direction of travel, starting with the interlocking (coverage) area that the train is located in. The Server will send all the TSRs for all the tracks in the current radio BCP interlocking (coverage) area and the next two BCP interlocking areas. The TSRs will be sent in order based on the milepost at which they begin.

TSRs received via the radio are enforced similarly to permanent speed restrictions in that alert and brake curves based on worst-case controlling grade are generated for each active TSR. The TSR speed limit is displayed to the engineer on the ADU in the same manner as permanent speed restrictions are displayed. The TSR speed limit is displayed at the start of the TSR for trains approaching at speeds equal to or below the TSR speed limit. For trains approaching at speeds above the TSP limit, the new speed is displayed when the train intersects the alert curve.


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The ADU uses the “− −” to alert the engineer that TSR enforcement is not avail-able. The “− −” will be alternated with the correct civil speed limit to indicate to the engineer that only TSR enforcement is lost and that civil enforcement is still functioning (a steady “− −” display indicates that ACSES is not functioning and all enforcement is lost). The“− −” will be displayed for two seconds, followed by an eight-second display of the civil speed limit.

2.39.3 ACSES Departure Test

The departure test for ACSES consists of 7 steps. The following describes each of the steps including the state of the ADU indicators and alarms, as well as any required operator interaction. The departure test steps can be monitored from ACSESView’s Real-Time Monitor by choosing the I/O Display window.

NOTEBefore starting the departure test, make sure that both the ACSES and ATC systems are operating normally and that both magnet valves are cut-in.

Step 1: Start ACSES Departure Test – The ACSES Departure Test is initiated by pressing the ACSES DEPT TEST switch on the ADU.

Operator Action: Once the ACSES Departure Test pushbutton on the ADU is pressed, the operator must then press the acknowledge button to proceed to Step 2.

Step 2: ADU Check – The ACSES portion of the ADU is illuminated and will stay lit for the remainder of the departure test.

Operator Action: None, the departure test automatically proceeds to Step 3.

Step 3: Antenna Check – Power is applied to the ACSES antenna under the loco-motive. The Alstom sub-system will check to ensure that the antenna is working properly.

Operator Action: None, but if this check fails, the departure test will remain suspended in Step 3 and ACSES power will have to be cycled off. If the antenna check passes, it will proceed to Step 4.

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Step 4: Magnet Valve and Alarm Check – ACSES will de-energize the magnet valve and continuously sound the sonalert.

Operator Action: The operator must acknowledge while the Permanent Sup-pression input to ACSES is active in order to proceed to Step 5. The sonalert will be silenced when the acknowledgement occurs.

Step 5: Permanent Suppression Check – ACSES re-energizes the magnet valve.Operator Action: The operator must recover the brake system and press the acknowledge button while the Permanent Suppression input to ACSES is de-energized in order to proceed to Step 6.

Step 6: Positive Train Stop Check – ACSES sends a request for positive train stop to the ATC system. When receiving a Restricting aspect, the ATC system will respond to the PTS request by immediately de-energizing the magnet valve.

Operator Action: The operator must acknowledge while the Permanent Sup-pression input to ACSES is active in order for ACSES to revoke the PTS request and cause the ATC system to re-energize its magnet valve. The operator can then recover the train’s brakes.

Step 7: Radio Check – The health and self-test status of the MCP Data Radio is requested. If the radio is working properly, it will respond with a good health and self-test status.

Operator Action: None, but if this check fails, the departure test will remain suspended in Step 7 and ACSES power will need to be cycled off. If the radio check passes, the departure test will complete.

Once the departure test is complete, all displays are returned to their normal mode of operation.


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2.40 Automatic Engine Start/Stop (AESS) System

The locomotive’s QES-III system includes a fuel-saving feature that automatically shuts down the main engine during periods of prolonged idling and restarts the engine only when it is needed.

When conditions require that the engine be restarted (Table 2-2) and there is nothing preventing the start (such as an active engine shutdown fault, an engine shutdown request [emergency fuel cutoff or Stop button], or other control input which would inhibit starting), the QES-III will initiate the start sequence. An alarm will sound for 30 seconds prior to engine start. If the engine does not start within a reasonable amount of time, the start sequence will be halted. The start sequence will be attempted three times before a failure condition is declared. The system will operate only when the Isolation switch is in the ISOLATE position.

The engine will stay running until all shutdown conditions are true. At this point, the engine will be shutdown after sounding a warning alarm (in the engine room and cab) and the automatic start feature will be re-enabled for additional starts if required. Once the engine is shut down automatically, a brief “chirp” of the warning alarm will be sounded every 10 seconds to alert personnel that the automatic start system is active, along with a crew message on the display.

Table 2-2: AESS Startup/Shutdown Conditions

Parameter Startup (any condition true)

Shutdown (all conditions true)

Idle Timer N/A 30 Minutes

BC Pressure Switch Open (Pressure value depends on switch.)

Closed (Pressure value depends on switch.)

Ambient Temperature < 28°F > 32°F

Water Temperature < 100°F > 120°F

Battery Voltage < 65 V > 71 V

Battery Current N/A 15 A

Forward/Reverse N/A Shutdown if no direction (also resets idle timer to minimum of 5 minutes)

Autostart Timer > 3½ hours shutdown N/A

Locomotive Speed > 0 = 0

Isolation Switch Must be in Isolate Must be in Isolate

Main Reservoir #2 Pressure

< 100 psi > 125 psi

AESS Disable N/A N/A

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2.40.1 Enabling AESS

1. On the QES-III display, press the MENU key; this will navigate the display to the MAIN menu. Proceed to the AESS screen (8) using the key pad.

2. Observe the AESS State on the screen and ensure it is MAN SHUT DOWN.

3. Press ENT on the key pad, and the AESS will be enabled. A message will read AESS ENABLED. While in the AESS screen, observe the start-up conditions marked by an (*).

The following are the conditions that will cause the locomotive to start once the AESS is enabled.

Brake Cylinder pressure switch Open (Pressure depends on switch.) Ambient Air temp < 28°F Water temperature < 100°F Battery Voltage < 65V Main reservoir #2 pressure <100 psi AESS timer 3 ½ hours (unit has been in an

AESS shutdown for 3 ½ hours) Locomotive speed > 0 MPH

4. Once the locomotive starts up, it will run until all the conditions are true for AESS to automatically shut down. The following conditions must all be true in order for AESS to shut down the unit.

Brake Cylinder pressure switch Closed (Pressure depends on switch.) Ambient Air temp > 32°F Water temperature > 120°F Battery Voltage > 71V Battery Current < 15A Main reservoir #2 pressure > 125 psi Idle timer 30 Min Reverser handle CENTERED Locomotive speed 0 MPH Isolation Switch (Must be in Isolate position) 5. After AESS goes through an Automatic shutdown, there will be an AUTO-

START ENABLED message on the MAIN menu screen and a momentary audible alarm to indicate that AESS is enabled.


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6. After approximately two minutes, the BLD1 relay will be energized by the QES-III and the headlights and ditch lights, if on, will extinguish.

7. After approximately eight minutes, the BLD2 relay will be energized by the QES-III and all lighting throughout the locomotive, if on, will extinguish.

8. When AESS is NOT enabled and the unit is shut down, a timer is set to energize BLD1 and BLD2 at 30 minutes to extinguish headlights, ditch lights, and all lighting throughout the locomotive.

NOTEThe Operator can press the ACK button on the display to reset the light timer. A redundant acknowledge pushbutton switch (Figure 2-18) to re-set the light timer is located inside the HEP compartment near the rear door.

2.40.2 Delaying AESS

1. To delay an AESS shutdown, move the Reverser handle to a direction for a couple of seconds. That will set the idle timer back to 5 minutes of additional running time.

Figure 2-18: AESS Light Time Reset Switch

AESS Light Timer Reset Switch

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2.40.3 Disabling AESS

1. To disable the AESS system with the locomotive running:

• Set the ISOLATION SWITCH (engine control panel) to RUN.

OR

• Manually shut down the engine. The manual shut down can be accom-plished with any one of the following procedures:

1. PREFERRED METHOD: Press the MAIN ENGINE STOP switch (engine control panel).

OR

2. Press any of the Emergency Fuel Cut-Off (EFCO) switches.

OR

3. Press the M.U. EMERG. STOP switch (operator’s console).

NOTEIf an AESS shutdown has occurred, and the isolation switch is placed in the RUN position, the trainline alarm bell will sound. After ten seconds in the RUN position, the AESS will be disabled.

2. The AESS system will not operate when the locomotive is connected to wayside power because the Computer Control circuit breaker is turned off during the procedure for hooking up to wayside power. See standard operating procedure Storage Yard Wayside Hook Up for instructions to connect wayside power.


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MP36PH-3C, MBTA Units 010 and 011 Section 3 - Troubleshooting MP36PH-3C, MBTA Units 010 and 011 Section 3 - Troubleshooting


SECTION 3

TROUBLESHOOTING

Section 3 - Troubleshooting MP36PH-3C, MBTA Units 010 and 011

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3.1 Troubleshooting Introduction

This section covers operational problems that may occur on the road and suggests action that may be taken by the operator in response to the trouble. Safety devices automatically protect equipment in case of faulty operation of a component. In general, this protection is obtained by one of the following methods.

1. Complete shutdown of the diesel engine, or complete elimination of a func-tion.

2. Unloading of the diesel engine. In some instances manual resetting of the function may be necessary, or automatic resetting after a time delay may take place.

3. Rough backup regulation for protection of equipment.

3.2 QES-III Alarms and Messages

The man-machine interface (MMI) provides access to the various functions per-formed by the QES-III. The MMI displays diagnostic data and allows the operator to initiate system tests, view Run Data or Alarm Data, and enter parameters for the QES-III. The alarms and messages are listed in alphabetical order. Each alarm and message is followed by a quick reference (for example: “ACU Internal”) which indicates the type of alarm or message. Note that “ACU Internal” – or any other “quick references” – is not part of the displayed alarm or message when it appears on the MMI.

ACU COMMUNICATION FAILED (ACU/QES-III ECU Communications):The system was unable to communicate with the Actuator Control Unit (ACU) located at the rear end of the engine. The locomotive will not operate with this fault present. Check communication cable connections between the ACU and QES-III ECU and check the power connections to the ACU.

ACU FAULT ANA REF (ACU Internal): The QES-III has detected invalid analog references in the analog circuits inside the Actuator Control Unit (ACU).

AESS DISABLED BY EFCO (Locomotive Information): This alarm is set if the locomotive was in an AESS shutdown when one of the EFCO switches was pressed. This alarm clears when the engine is started by an operator.

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AESS INHIBIT LOW BATV (Locomotive Protection): This alarm is displayed if the QES-III AESS restarts the main engine due to low battery voltage twice within 24 hours. The engine remains running for a minimum of two (2) hours to ensure adequate battery recharge. The locomotive battery and auxiliary power system should be checked for failures or shorts. This alarm clears after the two-hour period expires.

AESS RESTART FAILED (Locomotive Information): This alarm indicates that the engine failed to restart after three consecutive QES-III AESS start attempts. The failure of the engine to start puts QES-III AESS into MANUAL SHUT-DOWN mode. To conserve battery power, the load shed outputs activate. This alarm is cleared by pressing any one of the Engine Fuel Cut Off switches or by pressing the ACK key (Light Reset) on the MMI’s keypad.

AESS SHUTDOWN FAILED (Locomotive Information): The QES-III AESS requested an engine shutdown, but the engine failed to stop. The failure of the engine to stop keeps the QES-III AESS in ENGINE RUNNING mode for an additional minimum AESS delay period. This alarm clears once the unit is able to shut down.

AIR COMP LOW OIL PRES (Locomotive Protection): If the CLOPS (Compres-sor Low Oil Pressure Switch) input is low, the QES-III shuts down the engine and sets this alarm. This alarm is disabled for 30 seconds after engine start-up. This alarm resets after the engine is shutdown for 10 seconds.

AIR FILT DIRTY THR 6 LMT (Engine Protection): If the Engine Filter switch (EFS) is closed, the QES-III sets this alarm. The QES-III limits the engine to Notch 6 operation.

ALARM BELL IS SILENT *message* (Locomotive Information): If the ALARM SILENCER switch is pressed when the QES-III is driving the alarm bell, the QES-III sets this message and turns off the alarm bell. The light on the ALARM SILENCER switch is turned on and the QES-III continues to indicate a UNIT ALARM on the display. This message is cleared if the reason for ringing the alarm is cleared.

ALARM NOT THIS LOCO *message* (Locomotive Information): If another locomotive in the consist activates the Attendant Call and Alarm MU line (2T), the MMI displays this message. This message is disabled if the engine is shutdown and in Isolate.


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AXLE 1 LOCKED (Locomotive Protection)AXLE 2 LOCKED (Locomotive Protection)AXLE 3 LOCKED (Locomotive Protection)AXLE 4 LOCKED (Locomotive Protection): The QES-III compares the signals

from each axle generator (or, optionally, each Traction Motor Speed Probe) and senses if an axle is locked. If the average speed is greater than 3 MPH and one axle speed is less than 1 MPH, the QES-III sets and displays one of these alarms (see descriptions above). When the QES-III senses a locked axle, it drives the Wheel Slip Alarm MU line (10T) high. The Wheel Slip light on the control stand turns On to indicate this alarm is active.

BATT OVER VOLTAGE (Locomotive Information): The Battery voltage is higher than 80 VDC. The normal operating range for the battery is 70–76 VDC. This may indicate a problem with the Auxiliary Generator circuit or the VR board (in the QES-III).

BB SAFETY TIME DELAY FAIL (Locomotive Protection): When the Call Pres-sure switch input is activated, the Braking Safety Time Delay Relay (BSTD) should pick up after 5 seconds. If the relay does not pick up as expected, the QES-III sets this alarm. QES-III control of Blended Brake Hold Magnet Valve (MVH) and Blended Brake Release Magnet Valve (MVR) is disabled when the BSTD relay picks up.

BLENDED BRAKE CUTOUT *message* (Locomotive Information): The QES-III displays this message when the Blended Brake Cutout switch on the engine control panel is in the CUTOUT position. When the Blended Brake Cutout switch is in the CUTOUT position, the QES-III will not move the MB contactor to the Braking position, pick up the B contactor, or provide blended brake.

BLENDED BRAKE LOCK OUT (Locomotive Protection): If any of the DB alarms occur a fourth time within a 1-hour period, this alarm is set. Toggling the Blended Brake Reset switch stops the alarm bell from ringing; however, when this alarm is active, DB is not allowed. To reset this alarm, view the LOCK OUT RESET screen, accessed from the MAIN MENU, and follow the on-screen prompts. This alarm also sets the BLENDED BRAKE RESET SW ON alarm.

BLENDED BRAKE RESET SW ON (Locomotive Information): This alarm is set whenever the Blended Brake Reset switch is used to clear a DB fault. The Blended Brake Reset switch can be used to reset the following DB alarms: DB MOTOR FLD OVER EXCITE, GRID CURRENT EXCEEDED, NO DB GRID BLOWER ‘#’ OPEN/SHRT, and NO DB GRID ‘#’ OPEN.

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CALL PRESSURE SWITCH FAIL (Locomotive Protection): The QES-III sets this alarm if the Call Pressure switch does not close as expected. The Call Pressure switch should close when the GCR relay drops out (Grid current is less than 300A) and close when Call pressure exceeds 35 PSI.

CAR DOOR OPEN *message* (Locomotive Information): This alarm is set if the car door input is low (a car door is open) during motoring operation. The GFC is dropped, so the locomotive will not load. The alarm clears when the door closes or the locomotive is placed into braking operation.

CLOCK BATTERY LOW CPU (ECU Internal): This alarm indicates the clock battery on the CPU (Central Processing Unit) board must be replaced. This battery is also used for the battery backed-up memory, which is used to store faults.

CLOCK TIME ERROR CPU (ECU Internal): This alarm is set if the real-time clock chip is read and the time or date are out of range. If this happens, the last valid time and date are programmed into the clock chip.

COLD ENG THR 4 LMT *message* (Engine Protection): This message is dis-played when engine water temperature is below 100°F. The engine is limited to Notch 4 operation to prevent heavy loading when the engine is cold. This message clears when the engine water temperature exceeds 104°F.

CONTACTOR FAILED B (ECU Input/Output)CONTACTOR FAILED DC1 (ECU Input/Output)CONTACTOR FAILED EPC (ECU Input/Output)CONTACTOR FAILED FC1 (ECU Input/Output)CONTACTOR FAILED FC2 (ECU Input/Output)CONTACTOR FAILED FC3 (ECU Input/Output)CONTACTOR FAILED FPC (ECU Input/Output)CONTACTOR FAILED GFA (ECU Input/Output)CONTACTOR FAILED GFC (ECU Input/Output)CONTACTOR FAILED GFD (ECU Input/Output)CONTACTOR FAILED LTT1 (ECU Input/Output)CONTACTOR FAILED LTT2 (ECU Input/Output)CONTACTOR FAILED P1 (ECU Input/Output)CONTACTOR FAILED P2 (ECU Input/Output)CONTACTOR FAILED P3 (ECU Input/Output)CONTACTOR FAILED P4 (ECU Input/Output):CONTACTOR FAILED MB B (ECU Input/Output)


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CONTACTOR FAILED MB M (ECU Input/Output)CONTACTOR FAILED RV F (ECU Input/Output)CONTACTOR FAILED RV R (ECU Input/Output)CONTACTOR FAILED WPC (ECU Input/Output): If a contactor fails to pick

up or drop out, a CONTACTOR FAILED alarm is set, where ‘****’ is the con-tactor (see above list) that failed to pick up or drop out. The QES-III senses the auxiliary contacts on these contactors. When the QES-III energizes or releases the coil, it checks for the correct feedback from the auxiliary contacts. If the correct feedback is not received, one of these alarms is set. The fault could be in the driver board, the wiring to the coil, the contactor, the wiring from the auxiliary contact, or the Digital I/O board. When one of these alarms is posted, the output drive to the motor turns Off until a new direction is selected.

CPU POWERUP WITH ENG RPM (Locomotive Protection): This alarm is set when the QES-III system restarts and engine speed is greater than 50 rpm. The engine should not be running when the QES-III system is off. This could indicate a possible wiring and safety issue on the locomotive.

DB MOTOR FLD OVER EXCITE (Locomotive Protection): The QES-III moni-tors main generator voltage during DB. If it exceeds 55 volts, the QES-III sets this alarm, drops the GFC, and rings the alarm bell for 5 seconds. Alarm auto-matically clears when the locomotive is put back into Power mode. To reset this alarm during blended brake, press the Blended Brake Reset switch. For related information, see the BLENDED BRAKE LOCK OUT alarm.

DB WARN NOT THIS LOCO *message* (Locomotive Information): Another locomotive activated the DB Warning MU line (20T).

DB WARNING (Locomotive Protection): The QES-III displays this alarm in conjunction with any braking alarm (including DB MOTOR FLD OVER EX-CITE, GRID CURRENT EXCEEDED, NO DB GRID BLOWER ‘#’ OPEN/SHRT, and NO DB GRID ‘#’ OPEN). When one of these faults is detected, the QES-III drives the Dynamic Brake Warning MU line (20T) and drops the GFC and B contactors.

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ECU FAULT A1 REF (ECU Internal)ECU FAULT A2 REF (ECU Internal): If the ECU detects an improper opera-

tion on one of the analog boards, an ECU FAULT ‘**’ REF alarm is set, where ‘**’ is the analog board that is not responding (see descriptions above). The QES-III prevents loading if one of these alarms is active. Replace the respec-tive analog board.

ECU FAULT B2 CPU LOG (ECU Internal): The QES-III uses logic routines to determine the appropriate state of each output on the CPU board. It makes more than one pass through this routine to achieve stability of the outputs based on the inputs. If it is unable to achieve stability after 10 passes, it sets this alarm and prevents loading.

NOTEThe likelihood of the ECU FAULT B2 CPU LOG alarm occurring is very unlikely. Contact MotivePower/Wabtec Railway Electronics if this alarm occurs.

ECU FAULT B2 CPU RAM (ECU Internal): The QES-III performs internal diagnostic checks on its scratchpad memory, located on the CPU board. This alarm is set when the QES-III system is unable to reliably write and read from at least one memory location. This memory is used for all calculations and temporary storage of information. The QES-III prevents loading if this alarm occurs. Replace the CPU board.

ECU FAULT B2 CPU ROM (ECU Internal): The QES-III performs internal diagnostic checks on its program memory, located on the CPU board. This is determined by calculating the CRC (cyclic redundancy check) of the program memory. If the calculated value does not match the stored value, the program memory is corrupt and incorrect locomotive operation may occur. If this fault occurs when the system is rst started, the QES-III will not run. If this occurs with the unit running, the QES-III prevents loading. It may be possible to cor-rect the fault by loading new internal operating rmware into the QES-III. If this fault appears a second time, replace the CPU board.


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ECU FAULT B4 MF (ECU Internal)ECU FAULT B5 ANA1 (ECU Internal)ECU FAULT B6 ANA2 (ECU Internal)ECU FAULT B7 DIG1 (ECU Internal)ECU FAULT B8 DIG2 (ECU Internal)ECU FAULT B9 DIG3 (ECU Internal)ECU FAULT B10 DIG4 (ECU Internal)ECU FAULT B11 DIG5 (ECU Internal)ECU FAULT B12 DIG6 (ECU Internal)ECU FAULT B13 DIG7 (ECU Internal): When the QES-III attempts to access

a board and the board does not respond, or there is a fault on a speci c board, an ECU FAULT ‘*** ****’ alarm is set, where ‘*** ****’ is the board that is not responding or that is found to have a fault (see descriptions above). The QES-III prevents loading if one of these alarms is active. Replace the board.

EFCO OR ENG STOP PRESSED (Locomotive Information): This message indicates that either an EFCO or another engine stop button has been pressed, dropping the input to the QES-III. It is displayed only when the engine is stopped.

EMERGENCY BRAKE (Locomotive Information): (This is considered an alarm if there is locomotive speed present; it is considered a *message* if locomotive speed is zero.) This alarm is set when the Emergency pressure switch picks up on the locomotive. When this alarm is set, the QES-III goes into DB with a 300 amp maximum traction motor eld current. If there is no speed present and EMERGENCY BRAKE is displayed on the MMI, it is considered a *message*. Unlike alarms, messages are not recorded and stored in memory.

ENG ABNORMAL SHUTDOWN (Locomotive Information): Alarm is set if the diesel engine is shut down for a reason that the QES-III is unable to determine. This occurs when the engine RPM drops to zero with no other shutdown alarms indicated. Possible causes include severely restricted fuel ow, no fuel, mechanical overspeed trip, failing Actuator Unit. This alarm clears once the engine is successfully started.

ENG STOP BY CONTROL STND (Locomotive Information): Alarm is set if an engine shutdown is requested from the MU shutdown button on the control stand. This is detected by observing that the DV MU line is high while the AV, BV, and CV MU lines remain low for a period of at least 1 second. This alarm clears once the engine is successfully shutdown and completely at rest.

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ENG STOP BY EFCO (Locomotive Information): Alarm is set if an engine shut-down is requested from one of the Engine/Emergency Fuel Cut-Off switches. This alarm clears once the engine is successfully shutdown and completely at rest.

ENG STOP BY FPCR (Locomotive Information): This alarm is set if an engine shutdown is requested from one of the FPCR switches. The alarm clears once the engine is successfully shutdown and completely at rest.

ENGINE PURGE BYPASS *message* (Locomotive Information): If the EPCBY switch is on, this message is appears. When this switch is on, the QES-III by-passes the engine purge cycle and goes directly to normal engine start.

ENGINE RPM SENSOR FAULT (ACU Device): Alarm is set if the 2 engine RPM sensors are not in agreement. The engine speed is greater than 175 RPM and the 2 sensors indicate engine speeds that are different by more than 10 RPM for more than 3 seconds. When this fault occurs, the QES-III uses the higher of the two RPM signals. The QES-III also posts a LIMP HOME MODE THR 6 LMT message when it sets this alarm.

ENGINE RUN SWITCH DOWN *message* (Locomotive Information): The ENG RUN switch is down. The engine will not be allowed above Idle (except into High Idle) and will not load.

EXCESSIVE WHEEL SLIDE (Locomotive Protection): If, during a wheel slide, the QES-III picks up the Wheel Slip- and MVSR relays for more than 5 seconds (WS light is On), the MVSR drops (reapplying the air brakes) and the QES-III sets this alarm. Dynamic braking stops when this alarm is active.

EXCIT FAULT (Engine Protection): The QES-III is attempting to generate eld current, as determined by the SE value, and no current is detected. This alarm is set when the RC (Rate Control) value is greater than the Notch 1 reference value, the SE output is greater than 40, and the generator eld current is less than 1 amp for a period of 2 seconds. Alarm will clear if one of these condi-tions is no longer true. No other action is taken.

EXT EEPROM SIZE FAULT (ECU Device): The system determined that the QES-III Electronic Control Unit’s external serial EEPROM module is of the wrong size. All of the Lifetime Statistics plus the con guration information are stored in this module.


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EXTERNAL EEPROM FAILURE (ECU Device): The system was unable to read and/or write to some or all of the locations in the QES-III Electronic Control Unit’s external serial EEPROM module. All of the Lifetime Statistics plus the con guration information are stored in this module.

FILTER BLOWER MOTOR FAIL (Locomotive Information): QES-III sets this alarm if the engine is running, but no AC voltage is sensed at the lter blower motor. Check the lter blower motor circuit breaker.

FILTER VACUUM SWITCH (Engine Protection): The QES-III sets this alarm to indicate that the lter vacuum switch is closed due to a plugged engine air lter. The QES-III limits the engine to Notch 6 operation if the AIR FILT DIRTY THR 6 LMT alarm has not already done so.

FPCR DOWN, TRY EFCO RESET *message* (Locomotive Information): This message is displayed for 30 seconds when QES-III is unable to pick up the fuel pump control relay due to an EFCO switch being activated.

GCR SAFETY RELAY FAIL (Locomotive Protection): QES-III sets this alarm if Grid current exceeds 300 amps and the Grid Current Relay (GCR) is not picked up. This alarm is also set if Grid current is less than 300 amps and the GCR is picked up.

GEN FIELD SWITCH DOWN *message* (Locomotive Information): When this message is displayed, loading is prevented. The QES-III senses this when the GF input to the QES-III is low while the throttle is moved above Notch 1.

GRID CURRENT EXCEEDED (Locomotive Protection): The DB grid currents are sensed from the grid current sensors. The QES-III limits grid current to 700 amps. If a grid current exceeds 750 amps for more than 0.5 seconds, this alarm is set. The QES-III drops out the GFC and rings the alarm bell for 5 seconds. This alarm automatically clears when the locomotive is put back into Power mode. To reset this alarm during blended brake, press the Blended Brake Reset switch. For related information, see the BLENDED BRAKE LOCK OUT alarm.

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GROUND RELAY BRAKE (Locomotive Protection): When the QES-III senses a pickup of latching Ground Relay (GR) during DB operation, this alarm is set and displayed on the MMI (during DB operation). Within a 1-hour period, the QES-III automatically resets the GR up to 3 times. If the GR occurs 4 times, the QES-III locks out DB operation by preventing the pickup of GFC in DB – Power operation is not affected. For related information see the NO POWER GR LOCK OUT alarm.

GROUND RELAY POWER (Locomotive Protection): When the QES-III senses a pickup of latching Ground Relay (GR) during Power operation, this alarm is set and displayed on the MMI (during Power operation). Within a 1-hour period, the QES-III automatically resets the GR up to 3 times. If the GR occurs 4–7 times, the QES-III cuts out a traction motor. If the GR is reset 8 times, the QES-III reduces the main generator output voltage to maintain the factory-set 650V limit. After the GR is reset 9 times, the QES-III locks out Power operation by preventing the pickup of GFC in Power – DB is not affected. For related information see the NO POWER GR LOCK OUT alarm.

NOTEFor either of the Ground Relay Brake/Power alarms, when the Ground Relay (GR) picks up, the QES-III automatically resets it unless it has tripped frequently enough to warrant a ground relay lockout.

HIGH IDLE LOW WATER TEMP *message* (Engine Protection): If the en-gine water temperature drops below 122°F, this message is displayed on the MMI. This message clears when engine water temperature exceeds 140°F. The QES-III runs the engine at Throttle 4 when this message is displayed. The High Idle function is disabled for 45 minutes after engine start-up or if the engine is not in Idle.

HOT BOOST AIR THR 6 LMT (Engine Protection): If the Boost Air (Air Box) temperature exceeds 215°F for 10 seconds, the QES-III sets this alarm and limits the locomotive to Notch 6 operation. This alarm condition will likely occur if the After Cooler Water Pump fails.

HOT ENGINE RTN TO IDLE (Engine Protection): If the engine water tem-perature exceeds 219°F, a 60-second counter begins counting down. If the water temperature remains at this level for more than 60 seconds, the engine returns to Idle.


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HOT ENGINE THR 6 LMT (Engine Protection): If the engine water temperature exceeds 215°F for 2 seconds, this alarm is set. Water temperature is sensed by probes (2 sensor elements) in the cooling water manifold, located at the inlet to the water pump. When the engine water temperature drops below 205°F, this alarm clears. This can be a temporary operating condition; if it persists, check the engine cooling system.

HOT OIL TEMP THR 3 LMT *message* (Engine Protection): Message is set when oil temperature exceeds 265°F for 2 seconds. The throttle notch is limited to Notch 3 in an attempt to reduce the engine temperature. Full engine throttle is restored when oil temperature drops below 255°F. This locomotive-derived message is not recorded but is displayed on the MMI to indicate the reason for the lower engine notch.

HOT OIL TMP ENG SHUTDOWN (Engine Protection): Alarm is set if the engine oil temperature exceeds 265°F for 60 seconds. The QES-III shuts down the engine. This alarm clears once the engine is shutdown.

HYDRAULIC LOCK (Locomotive Protection): The QES-III monitors the starter motor current during engine start-up. If the starter motor current exceeds 1000 amps for 3 seconds, this alarm is set and the Start contactor drops out.

LIMP HOME MODE THR 6 LMT *message* (Engine Protection): This message indicates the QES-III is limiting the throttle to Notch 6 for engine related safety reasons, due to a failed sensor. This message clears once the fault(s) that caused the message clears. The LIMP HOME MODE THR 6 LMT message is always initiated by another alarm, which could be one of the following (refer to the ap-propriate alarm for a description of each):

• ENGINE RPM SENSOR FAULT.• PRESS SENSOR FAIL BOOST.• PRESS SENSOR FAIL OIL.• PRESS SENSOR FAIL WTRRGT/PRESS SENSOR FAIL WTRLFT (both

water pressure sensors failing).• TEMP FAILED OPEN/SHRT WATER1/2 and TEMP FAILED OPEN/SHRT

OIL (both water temperature sensors and the oil temperature sensor failing – open or short – at the same time).

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LOAD TEST *message* (Locomotive Information): When the locomotive is placed into either Grids (Self-Load) test or external Load Box (External Load) test, this message is displayed.

LOCAL BREAKER OFF *message* (Locomotive Information): Message indi-cates the Local Control Breaker is Off.

LOST PARAMETERS CPU (ECU Parameter): Alarm is set when the QES-III detects that the battery backed-up memory has become corrupted. To clear this alarm, reenter the time, date, and wheel diameter from the MMI (SETUP PARAMETERS screen) or while working in the Q-Tron Universal Analysis/Download Software (QUADS) program (from the Communications screen).

LOW 12V *message* (ECU Internal): The QES-III detected that the internal 12-volt bus is low, which could cause erroneous operation. The QES-III sets all analog signals to zero and prevents loading.

LOW CRANKING VOLTS (Locomotive Protection): This alarm is set if there have been two successive engine starts during which the cranking voltage dropped below an acceptable level. The default value for this level is 30 VDC, but it is adjustable between 25 and 40 VDC with the QUADS program. If this alarm is set, the AESS system will not perform an AESS shutdown for 24 hours. The alarm clears after an engine start during which the cranking voltage remains above the acceptable level for the duration of the start-up.

LOW ENGINE HORSEPOWER (Locomotive Information): The QES-III con-tinually monitors the horsepower (HP) output of the main generator. When the locomotive is operating above 25 MPH in Notch 8 and if the HP is less than 2775 HP with the RC value at maximum (no wheel slips) for more than 30 seconds, this alarm is set to indicate a potential engine problem.

LOW IDLE NORMAL WATER TEMP *message* (Locomotive Information): Message is displayed when the QES-III enters Low Idle to conserve fuel. It is triggered when engine water temperature is above 150°F and ambient tem-perature is above 41°F. This message clears when engine water temperature drops below 140°F or the ambient temperature drops below 34°F. The engine operates at 200 RPM while this message is displayed. Low Idle is enabled only when the locomotive is not powering or braking, the Reverser handle is centered, and the compressor is not running.


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LOW OIL PRESS THR 3 LMT *message* (Engine Protection): Message is displayed if the oil pressure is too low. If the oil temperature is below 150°F, the oil pressure limit is 10 PSI at or below 300 RPM with a linear pressure increase to 31.8 PSI at 954 RPM. If the engine is operating at or below Notch 3, this message is also displayed. The QES-III limits the engine to Notch 3 operation. If the oil temperature exceeds 150°F, the oil pressure limit is linearly reduced to 6 PSI and to 19 PSI when oil temperature is 230°F.

Full engine throttle is restored when the oil pressure exceeds the threshold. This locomotive-derived message is not recorded but is displayed on the MMI to indicate the reason for the lower throttle notch.

LOW OIL PSI ENG SHUTDOWN (Engine Protection): Alarm is set if the oil pressure is too low. If the oil temperature is below 150°F, the oil pressure limit is 10 PSI at or below 300 RPM with a linear pressure increase to 31.8 PSI at 954 RPM. If the engine is operating at or below Notch 3, there is a 50-second delay before the engine shuts down; if the engine is operating above Notch 3, there is a 4.2-second delay before the engine shuts down. This alarm clears following engine shutdown. Because the crankcase detector taps into this oil pressure line, this alarm can also indicate a tripped crankcase pressure detector. If the oil temperature exceeds 150°F, the oil pressure limit is linearly reduced to 6 PSI and to 19 PSI when oil temperature is 230°F.

CAUTIONDo not start the locomotive before determining whether high crankcase pressure caused the shutdown. If you determine that high crankcase pres-sure was the cause of the shutdown, do not start the locomotive. Follow appropriate procedures to correct the cause of the high crankcase pressure before attempting to start the locomotive.

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LOW WATER PRESS THR 3 LMT *message* (Engine Protection): Message is displayed if differential water pressure is insuf cient to support continuous en-gine operation above Notch 3. Engine throttle is limited to Notch 3 if one of the two water outlet pressures does not exceed the water inlet pressure by a certain amount based on the engine RPM as de ned by the following equation:

Water outlet – Water inlet > (engine RPM – 300)/22 + 2.5

This yields a differential pressure requirement of 2.5 PSI at 300 RPM and 32 PSI at 954 RPM. If it does not exceed this pressure and the throttle request is above Notch 3, the throttle is limited to Notch 3 until water outlet pressure increases. If this message persists for 1 minute, a WATER LEFT/RIGHT PUMP FAILED alarm is set.

This locomotive-derived message is not recorded but is displayed on the MMI to indicate the reason for the lower engine RPM.

MAIN GEN OVER CURRENT (Locomotive Protection): QES-III attempts to regulate the main generator current to a maximum of 6200 amps during powering operation (4650 if a traction motor is cutout). If the current exceeds 6510 amps (4882 amps if a traction motor is cutout) for 2 seconds, this alarm is set. The QES-III drops out the GFC for 2 seconds and then resumes normal operation. While the locomotive is operating in DB, the regulating current is 1100 amps and the limit value is 1155 amps.

MAIN GEN OVER EXCIT (Locomotive Protection): QES-III attempts to regu-late the main generator eld current to a maximum of 166 amps (122 amps if locomotive speed exceeds 15 MPH). If the current exceeds 172 amps (128 amps if locomotive speed exceeds 15 MPH) for 0.5 seconds, this alarm is set. The QES-III drops out the GFC for 2 seconds and then attempts normal operation again.


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January 2011

MAIN GEN OVER VOLTAGE (Locomotive Protection): If Main Generator voltage exceeds 1400 volts, the QES-III attempts to regulate the SCRs to hold the voltage at 1400 volts. If the voltage exceeds 1500 volts for 2 seconds, this alarm is set. When this occurs, the QES-III drops out the GFC. After 2 seconds, the QES-III picks up the GFC and resumes normal operation.

MANUAL LOW IDLE TEST *message* (Locomotive Information): The loco-motive is in Manual Low Idle mode. It remains in this mode until the Manual Low Idle Test is cancelled or the Reverser is moved.

MOTOR STALL (Locomotive Protection): The QES-III measures the traction motor current from each traction motor. If this current exceeds 1200 amps for 14 seconds, this alarm is set and the Wheel Slip light turns on. (High current has been applied to the traction motors with no speed input – speed = 0 MPH). If the average speed is above zero, this alarm clears. Note that this alarm does not protect the traction motors; it only indicates the traction motors are abused by a high current or no speed condition.

MU 8T AND 9T HIGH (Locomotive Protection): This alarm is set if the MU lines command both Forward (8T) and Reverse (9T) at the same time. The GFC drops out if this occurs. Loading is prevented until only one of these lines is high.

MU LINE FAILED 2T (ECU Input/Output)MU LINE FAILED 10T (ECU Input/Output)MU LINE FAILED 20T (ECU Input/Output)MU LINE FAILED 22T (ECU Input/Output): When the QES-III energizes a

relay to drive an MU line, it checks to ensure the MU line activate. One of these alarms (see above list) is displayed if the MU line fails to become active. The fault could be with the QES-III ECU, in the driver board, the wiring to the relay coil, the relay coil, the wiring from the MU line, or the Digital I/O board.

NO CONTROL AND FUEL PUMP *message* (Locomotive Information): The QES-III senses that the Positive Control and Fuel Pump on the 13T string is not energized. When this occurs, the trainlined control functions will not op-erate and the engine will not load. After a short delay, the engine shuts down because the fuel pump is off.

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NO DB GR LOCK OUT (Locomotive Protection): If the Ground Fault Brake counter (GRB CNT on the EXTRA ENGINE VALUES diagnostic screen) reaches 4 during a 1-hour period in DB operation, the QES-III locks out the automatic ground relay reset and sets this alarm. The counter automatically resets to zero after 1 hour of operation without faults.

Reset this alarm from the LOCK OUT RESET screen, accessed from the MAIN MENU. For related information, see the NO POWER GR LOCK OUT alarm. A ground relay lockout occurs in the same way during DB as it does in Power. In DB, however, GR pickups do not cause voltage reductions.

NO DB GRID 1 OPEN (Locomotive Protection)NO DB GRID 2 OPEN (Locomotive Protection)NO DB GRID 3 OPEN* (Locomotive Protection): If the DB Grid current in any

one of the grids exceeds 120 amps and the current in one of the other grids is less than 70 amps for 0.2 seconds, one of these alarms is set, ringing the alarm bell for 5 seconds. The QES-III drops out the GFC and B contactors, which opens the TM eld circuit. This alarm automatically clears when the locomotive is put back into Power mode. To reset this alarm during blended brake, press the Blended Brake Reset switch. For related information, see the BLENDED BRAKE LOCK OUT alarm.

NOTEThe NO DB GRID 3 OPEN alarm can only be set by the QES-III during the Self-Load Test.

NO DB GRID BLOWER 1 OPEN (Locomotive Protection)NO DB GRID BLOWER 2 OPEN (Locomotive Protection): The QES-III sets

this fault when the DB Grid Blower current is too low with respect to Brake Grid current for a period of 10 seconds, providing that the grid current is above 100 amps.

When it detects this fault, the QES-III drops out the GFC and contactor B, which opens the TM eld circuit, ringing the alarm bell for 5 seconds. This alarm automatically clears when the locomotive is put back into Power mode. To reset this alarm during blended brake, press the Blended Brake Reset switch. For related information, see the BLENDED BRAKE LOCK OUT alarm.


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January 2011

NO DB GRID BLOWER 1 SHRT (Locomotive Protection)NO DB GRID BLOWER 2 SHRT (Locomotive Protection): The QES-III sets

this fault when the DB Grid Blower current is too high with respect to Brake Grid current for a period of 10 seconds, providing that grid current is above 100 amps.

When it detects this fault, the QES-III drops out the GFC and contactor B, which opens the TM eld circuit, ringing the alarm bell for 5 seconds. This alarm automatically clears when the locomotive is put back into Power mode. To reset this alarm during blended brake, press the Blended Brake Reset switch. For related information, see the BLENDED BRAKE LOCK OUT alarm.

NO LOADING BATTERY LOW *message* (Locomotive Protection): This message is displayed when the locomotive battery voltage is below 45 volts. It is removed when the locomotive battery voltage is above 50 volts. During this condition, loading is inhibited. When this message is displayed, the GFC contactor is dropped out.

NO LOADING GR CUT OUT (Locomotive Protection): If the QES-III senses that the Ground Relay Cutout switch is open, which disables the GR function, it sets this alarm and prevents loading.

NO POWER AUX GEN (Locomotive Protection): Alarm is set if the engine is running and the auxiliary generator is not opera ting for a period of at least 2 seconds. This alarm is disabled for 60 seconds after engine start. The QES-III prevents loading while the auxiliary generator input is low.

NO POWER CA5 (Locomotive Protection): Alarm is set if the engine is running, the CA5 output is less than 25 volts, and the auxiliary generator input is high. The QES-III prevents loading when CA5 voltage is less than 25 volts.

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NO POWER GR LOCK OUT (Locomotive Protection): If the Ground Fault Power Counter (GRP CNT on the EXTRA ENGINE VALUES diagnostic screen on the MMI) reaches 9 during a 1-hour period in Power operation, the QES-III locks out the automatic Ground Relay Reset and sets this alarm. To regain the main generator output in Power, reset this alarm from the LOCK OUT RESET screen, accessed from the MAIN MENU of the MMI. For related information, see the VOLTAGE LMT DUE TO GR alarm.

If no further grounds occur during a 1-hour period, the ground fault counters reset to zero and voltage limits are removed. If the Ground Relay trips while the system is in Load Test, it is considered to be in Power mode.

If the GRP CNT count is less than 8 during the standard period, the QES-III resets the GR after it picks up. If the GRP CNT pickup count reaches 8, the QES-III reduces main generator output to 650V.

NO SPEED REDUCED PWR (Locomotive Protection): If the average speed is less than 0.2 MPH, the QES-III is in PWR mode, the GFC is picked up, and the MG volts is greater than main generator amps divided by 40, this alarm is set. The locomotive must be moving and all of the speed sensors must be disconnected for the MG volts to be this high. If this alarm occurs, the TM current is limited to 500 amps.

OIL TEMP SENSOR LOCKOUT (Locomotive Protection): If the oil temperature sensor fails (either open or short) the QES-III will set this alarm. This can be cleared from the LOCK OUT menu item.

OPEN CIRCUIT IN LOAD TST (Locomotive Protection): If there is no load on the main generator while the Load Test is running, this alarm is set. This alarm is set if Main Generator voltage exceeds 100 volts and current is less than 100 amps. Alarm drops out the GFC to prevent loading.


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January 2011

OPEN TM 1 CIRCUIT (Locomotive Protection)OPEN TM 2 CIRCUIT (Locomotive Protection)OPEN TM 3 CIRCUIT (Locomotive Protection)OPEN TM 4 CIRCUIT (Locomotive Protection): The QES-III senses an open TM

circuit by comparing armature currents. If the average TM current is greater than 100 amps and any TM current is lower than 50 amps, an OPEN TM ‘#’ CIRCUIT alarm is set, where ‘#’ is the speci c traction motor that is open. If one of these alarms is set, the GFC drops out and the locomotive alarm bell rings. This alarm is reset 3 seconds after the average current drops below 100 amps. If two OPEN TM ‘#’ CIRCUIT alarms are set for the same axle within 5 minutes, the QES-III automatically cuts out that traction motor.

OVERSPEED (Locomotive Protection): If the locomotive speed (sensed from the axle generators, or optionally Traction Motor Speed Probes) is greater than 110 MPH, this alarm is set. The WHEEL SLIP alarm is also set and displayed, so that the Wheel Slip Alarm MU line (10T) is driven high on this condition. When this alarm is set, excitation drops to zero. The OVERSPEED alarm clears when the locomotive speed is reduced below 109 MPH. This alarm is independent and has no effect on the speedometer or event recorder overspeed.

PCS *message* (Locomotive Information): The PCR (Power Knock Down) has dropped out and the locomotive will not load if it is the lead locomotive. This happens after an emergency or penalty brake application occurs.

POSSIBLE ENGINE OVERSPEED (Locomotive Information): The QES-III sets this alarm if the engine exceeds 1050 RPM. It is set for a minimum of 30 seconds and can be displayed for up to 10 minutes. After the alarm has been active for 30 seconds, the QES-III checks the engine RPM. If the engine exceeds 200 RPM, the alarm clears. If, however, the alarm is displayed when the engine is shutdown, reset the Overspeed lever (located at the back of the engine).

POWER REDUCTION HOT ENG (Engine Protection): When the engine tem-perature is greater than 208°F but less than 216°F for a period of 2 seconds, this alarm is set. It clears when the engine temperature drops below 208°F. When this alarm is active, power is linearly derated to Notch 6 power at 215°F.

PRESS IMBALANCE WTR IN (Engine Protection)PRESS IMBALANCE WTR LEFT (Engine Protection)PRESS IMBALANCE WTR RIGHT (Engine Protection): One of these alarms

is set and the main engine is shut down when the differential between the measured water pressures is greater than 4 psi.

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PRESS SENSOR FAIL AFTR OUT (ECU Input)PRESS SENSOR FAIL BAR (ACU Internal)PRESS SENSOR FAIL BOOST (ACU Input)PRESS SENSOR FAIL CALL (ACU Input)PRESS SENSOR FAIL CCP (ECU Input)PRESS SENSOR FAIL EFFORT (ACU Input)PRESS SENSOR FAIL MR2 (ECU Input)PRESS SENSOR FAIL OIL (ACU Input)PRESS SENSOR FAIL WTR IN (ACU Input)PRESS SENSOR FAIL WTRLFT (ACU Input)PRESS SENSOR FAIL WTRRGT (ACU Input): When the QES-III detects the

signal from a pressure sensor is out of range (less than 0.8 volts), a PRESS SENSOR FAIL ‘******’ alarm is set, where ‘******’ is the pressure sensor (see above list) that is out of range.

SHAFT RESOLVER FAILED (ACU Device): The QES-III ECU determines if the shaft resolver is functioning properly by comparing the Sine, Cosine, and Sinusoid signals. If the shaft resolver located in the Actuator Unit does not ap-pear to be functioning properly, this alarm (originating from ACU signals) is recorded. The shaft resolver circuitry is located in the ACU, which measures the rack position.

SLIPPED PINION TM 1 (Locomotive Protection)SLIPPED PINION TM 2 (Locomotive Protection)SLIPPED PINION TM 3 (Locomotive Protection)SLIPPED PINION TM 4 (Locomotive Protection): If a motor driveshaft slips

inside its pinion, that motor’s speed increases suddenly, reducing that motor’s current. The QES-III compares individual armature currents to 50 percent of the average current to detect a slipped TM output pinion. If the armature cur-rent is greater than 50 amps, and average TM current is greater than 100 amps, and if the armature current is less than 50 percent of the average TM current, a SLIPPED PINION TM ‘#’ alarm is set, where ‘#’ is the speci c traction motor that has the slipping pinion. If one of these alarms is set, the GFC drops out and resets 3 seconds after the average current drops below 100 amps.

CAUTIONDo not apply power to a traction motor which has a slipped pinion.


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January 2011

SOLENOID FAILED MV CC (ECU Input/Output)SOLENOID FAILED MV SF (ECU Input/Output)SOLENOID FAILED MV SH (ECU Input/Output)SOLENOID FAILED MV SR (ECU Input/Output)SOLENOID FAILED MVH (ECU Input/Output)SOLENOID FAILED MVR (ECU Input/Output)SOLENOID FAILED MVSR (ECU Input/Output): When the QES-III ener-

gizes a solenoid, it checks for the correct feedback from the coil sense inputs. If the correct feedback is not received a SOLENOID FAILED ‘*****’ alarm is set, where ‘*****’ is the solenoid (see above list) that failed. The fault could be in the driver board, the wiring to the solenoid coil, the suppressor device, the wiring from the coil, or the Digital I/O board.

SPEED SENSOR DISABLED (Locomotive Information): While a traction motor is cutout, the operator has the option of disabling the speed sensor on the motor that is cutout. If this option is selected, this alarm is set.

STARTER ENGAGEMENT FAULT *message* (Locomotive Information): The message is displayed if the locomotive fails to start during the engine start sequence.

TEMP FAILED OPEN AMBIENT (ECU Input)TEMP FAILED SHRT AMBIENT (ECU Input)TEMP FAILED OPEN BOOST1 (ECU Input)TEMP FAILED SHRT BOOST1 (ECU Input)TEMP FAILED OPEN BOOST2 (ECU Input)TEMP FAILED SHRT BOOST2 (ECU Input)TEMP FAILED OPEN INLET AIR (ECU Input)TEMP FAILED SHRT INLET AIR (ECU Input)TEMP FAILED OPEN OIL (ACU Input)TEMP FAILED SHRT OIL (ACU Input)TEMP FAILED OPEN WATER1 (ACU Input)TEMP FAILED SHRT WATER1 (ACU Input)TEMP FAILED OPEN WATER2 (ACU Input)TEMP FAILED SHRT WATER2 (ACU Input): When the QES-III detects a

temperature sensor is either open circuit or shorted, a TEMP FAILED OPEN/SHRT ‘*******’ alarm is set, where ‘*******’ is the temperature sensor (see above list) that is either open or short.

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TM 1 FLASHOVER (Locomotive Protection)TM 2 FLASHOVER (Locomotive Protection)TM 3 FLASHOVER (Locomotive Protection)TM 4 FLASHOVER (Locomotive Protection): The QES-III checks for traction

motor ashovers by monitoring the armature current signals. It detects a ash-over and sets a TM ‘#’ FLASHOVER alarm, where ‘#’ is the speci c traction motor found to have a ashover. One of these alarms is set if TM current exceeds 1700 amps or is less than -1700 amps when the Ground Relay picks up. This alarm clears as soon as the GR relay is reset.

TM 1 CUT OUT NO DB (Locomotive Protection)TM 2 CUT OUT NO DB (Locomotive Protection)TM 3 CUT OUT NO DB (Locomotive Protection)TM 4 CUT OUT NO DB (Locomotive Protection): The QES-III determines trac-

tion motor cutout status on its feed from the Cutout switch. If a traction motor is cutout, a TM ‘#’ CUT OUT NO DB alarm is set, where ‘#’ is the speci c traction motor that is cutout (see descriptions above). DB is not allowed if any traction motor is cutout.

TRAC MOTOR OVERTEMP (Locomotive Protection): This alarm is set and displayed if the highest calculated TM temperature exceeds 338°F (170°C). The alarm clears when the calculated temperature drops below 329°F (165°C). If the calculated temperature is greater than 338°F (170°C), the TM amps are linearly reduced for each engine notch between 338°F (170°C) and 365°F (185°C). If the calculated temperature is greater than 365°F (185°C), the TM amps are reduced to half of the continuous amp rating for each engine notch.

Notch Amps - Limited Amps - Normal Max 365°F (185°C) Max 338°F (170°C) 1 213 400 2 288 600 3 325 800 4 363 1000 5 400 1100 6 438 1250 7 488 1375 8 525 1550


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January 2011

TRANSDUCER FAILED ACT1 (ECU Input)TRANSDUCER FAILED ACT2 (ECU Input)TRANSDUCER FAILED ACT3 (ECU Input)TRANSDUCER FAILED ACT4 (ECU Input)TRANSDUCER FAILED BATCT (ECU Input)TRANSDUCER FAILED BMT1 (ECU Input)TRANSDUCER FAILED BMT2 (ECU Input)TRANSDUCER FAILED GFCT (ECU Input)TRANSDUCER FAILED GRID1 (ECU Input)TRANSDUCER FAILED GRID2 (ECU Input)TRANSDUCER FAILED GRID3 (ECU Input): At Idle, the QES-III checks for

near zero current on all current transducers. If a current transducer indicates more than 80 amps or less than -80 amps, a TRANSDUCER FAILED ‘******’ alarm is set, where ‘******’ is the transducer (see above list) that failed.

TURBO BREAKER OFF *message* (Locomotive Information): Message is dis-played if the Turbo Breaker is Off (in the down position). The Turbo Breaker should always be On (up) before the engine is started and when it is running to ensure proper lubrication of the turbocharger. The Autostart system will not perform a shutdown when this message is displayed.

UNCONTROLLABLE ENG RPM (ACU/Engine Protection): This alarm is set when the current engine speed deviates excessively from the requested speed. The alarm remains active for 45 seconds.

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VOLTAGE LMT DUE TO GR (Locomotive Protection): When the Ground Relay (GR) picks up, the QES-III automatically resets it unless it has tripped frequently enough to warrant a ground relay lockout. Upon resetting the Ground Relay 8 times, the QES-III sets this alarm and limits main generator output voltage to 650 V.

The QES-III sets and displays this alarm until the normal generator voltage limit is restored. The QES-III removes the alarm if the locomotive completes 5 minutes of operation with the generator output voltage at or close to, the limit without a GR pickup. If the operating conditions cause the generator’s output voltage to be lower than the reduced limit, the QES-III’s 5-minute timer will not run, which delays the voltage limit set up.

If no further grounds occur during a 1-hour period, the reduced limit is elimi-nated. This alarm remains on the display until the normal voltage limit is re-stored. For related information, see the NO POWER GR LOCK OUT alarm.

WATER LEFT PUMP FAILED (Engine Protection)WATER RIGHT PUMP FAILED (Engine Protection): This alarm is set if a LOW

WATER PRESS THR 3 LMT message persists for 1 minute. When this alarm is set, the engine shuts down. The alarm description indicates which water pump (LEFT or RIGHT) is not operating properly. This alarm clears when the engine is shutdown.

WHEEL SLIDE (Locomotive Protection): The QES-III sets this alarm if there is a severe wheel slip while operating in Blended Brake control.

WHEEL SLIP (Locomotive Protection): If there is an OVERSPEED or AXLE LOCKED alarm, this alarm is set. This alarm is also set if there are higher than normal wheel accelerations or differential wheel speeds for 0.5 seconds. The QES-III picks up the WS relay, which drives the Wheel Slip Alarm MU line (10T). A WHEEL SLIP alarm is also set if there is an acceleration 30 percent higher than the reduction limit, or if there is more than a 10 percent power reduction due to wheel slip.

WHEEL SLIP NOT THIS LOCO *message* (Locomotive Information): Another locomotive in the consist activated the Wheel Slip Alarm MU line (10T).


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January 2011

3.3 Troubleshooting Charts

The QES-III system and MMI screen are the primary tools for troubleshooting op-erational problems. The various locomotive systems are monitored by the QES-III, and messages and alarms are displayed on the MMI screen to inform the operator of the operational status of the locomotive.

There are selective redundant [also cited by QES-III system] warning lights on the operator’s console that will illuminate when a system fault occurs. The follow-ing charts identify those warning lights, provide possible causes for operational problems that may occur on the road, and suggest actions that may be taken by the operator in response to the problem. Other malfunctioning operational conditions and their probable cause are also included in the charts along with the suggested operator action.

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