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GT46MAC Locomotive - Brief Operating System
GT46MAC Locomotive - Brief Operating System
GT46MAC Locomotive - Brief Operating System
Notice
This document, although bound with the GT46MAC Operators Manual, is a separate document. It is printed on colored paper to distinguish it from the Operators Manual, and is intended to be a handy reference for locomotive crew members who are already familiar with the Operators Manual. This document is not a substitute for the Operators Manual. References to specic Operators Manual pages or sections appear in parenthesis at the end of most steps in the following procedure.
as required. [See page 3-11 for operating locomotive alone (light), and see pages 3-11 or 3-12 for coupling locomotive.] 8. Perform brake pipe leakage test. (See page 3-13.) 9. Start the train On level terrain (See page 3-13.) Up hill (See page 3-15.) On a bridge where tractive effort must be limited (See page 3-15.) 10. Accelerate locomotive/ train. (See page 3-16.) 11. Be careful about running locomotive(s) through water. (See page 3-16.) 12. WHEEL SLIP indicator may light. Ususally this occurs during normal wheel control operation, not when there is a problem. (See page 3-17.) 13. However, if a locked wheel is indicated by a locomotive computer display message, STOP the train. (See page 3-18.) If false locked wheel indication is found, disable the detection for that axle. (See page 3-20.) 14. Observe Railway and locomotive(s) speed limits. (See pages 3-21 and 3-21.) 15. Operate in dynamic braking when necessary. (See pages 3-12 and 3-22. See page 3-23 if BRAKE WARN lights.) 16. (For double heading operation, see page 3-21.) 17. (For operation in helper service, see page 3-22.) 18. (If inverter fault occurs, see page 3-24.) 19. (To isolate locomotive, see page 3-24.) 20. (To change tandem operating ends, see page 3-25.) 21. [If stopping engine(s), see pages 3-27 through 3-28.] 22. [If towing locomotive(s), see pages 3-28 thru 3-30.] 23. (If necessary to leave locomotive unattended, see page 3-31.)
Electro-Motive Division General Motors Corporation La Grange, Illinois 60525 USA Telephone: 708-387-6000
NOTICE
This manual is an operating guide for the GT46MAC locomotive. The information in this manual was compiled for the GT46MAC with basic equipment and requested extras. Although minor variations are possible, the equipment selected for coverage has been chosen to represent the GT46MAC model. Minor differences between equipment description in this manual and actual equipment on the locomotive may occur. Production changes made after the manual was sent to press can cause such differences. When special extra equipment is involved, consult specific drawings or instructions as provided by the railroad.
EMD Part No. O00356EP EMD Publication No. A0958647 Copyright 1999 Electro-Motive Division, General Motors Corporation. All rights reserved. Neither this document, nor any parts thereof, may be reprinted without the expressed written consent of the General Motors Locomotive Group. Contact EMD Technical Publications Office.
Foreword, with Safety Precautions for GT46MAC Locomotive ....................................... v Section 1. General Information ........................... 1-1 Section 2. Controls and Indicating Devices....... 2-1 Section 3. Operation ............................................ 3-1 Section 4. Troubleshooting ................................. 4-1 Alphabetic Index .................................................... I-1
Note: The Alphabetical Index provides the quickest way to nd information in this manual.
TABLE OF CONTENTS
III
IV
This manual is a guide for GT46MAC locomotive operating personnel. The manual includes information compiled for a typical GT46MAC locomotive with basic equipment and certain extras. For special extra equipment, consult specific drawings or instructions as provided by the railroad. These instructions do not cover all details or variations in equipment, nor provide for every possible contingency. If further information is required, or if problems arise which are not covered sufficiently, contact an Electro-Motive representative. Information about adjustment, testing, and maintaining locomotive equipment is provided in other Electro-Motive publications such as the Locomotive Service Manual and various Maintenance Instructions. Read the GT46MAC Locomotive Safety Precautions, starting on the next page first, before the rest of the manual. See manual Sections 1 and 2 for information about equipment described in the Safety Precautions. The balance of this section starts on page ix, after the Safety Precautions. Foreword, & Safety Precautions v
DC Link Voltage
The DC link consists of all connections between the traction alternator and the traction inverters, TCC1 and TCC2.
WARNING
DC link voltage is present on all equipment connected to the traction alternator output: traction alternator output terminals, cabling connections, capacitor cabinets, and DCL switchgear. The TCC1 and TCC2 assemblies each include large input capacitors that filter the DC link voltage processed by the inverters. The TCC1 and TCC2 input capacitors operate at DC link potential, which can be as high as 3000 VDC. High DC link voltage is a severe safety hazard to operating and maintenance personnel. Normally, within ten seconds after the standard GT46MAC locomotive shutdown procedure, DC link voltage automatically discharges through the dynamic brake grids. However, if anything prevents automatic discharging, the input capacitors retain their charge for a long time after locomotive shutdown, holding the entire DC link at high voltage. During normal locomotive operation, it is not necessary to discharge the DC link. Except for those devices used in normal operation, such as switches and circuit vi GT46MAC Operators Manual
breakers, locomotive operating crew members must not touch any electrical equipment in the #1 electrical control cabinet, whether or not the engine is running. (Maintenance personnel who have read and who understand the separate Safety Precautions for GT46MAC Locomotives document are permitted full access to No.1 electrical control cabinet equipment.)
WARNING
If a cut-out inverter cannot be cut in because of a fault in the control system, shut down the engine and wait at least 40 minutes before inspecting or performing maintenance. 2. Set the Isolation switch in START/ STOP/ ISOLATE. EM2000 automatically connects the DC link across the dynamic brake grids, discharging the TCC1 and TCC2 input capacitors through the grids. After 10 seconds, the DC link can be considered discharged.
vii
viii
INTRODUCTION TO MANUAL
This manual is intended for railroad personnel who operate the General Motors GT46MAC diesel-electric locomotive. The GT46MAC is equipped with a microprocessor-based control system. In this manual, the microprocessor is called either locomotive computer or EM2000. The EM2000 monitors and controls locomotive traction power and dynamic braking, records and indicates faults, and enables diagnostic testing of certain locomotive systems. The EM2000 display panel mounts in the locomotive cab, on the #1 electrical control cabinet. This panel, which also includes a keypad, is an important interface between the locomotive crew and the locomotive control system. This balance of this manual is divided into four sections: Section 1. General Information General GT46MAC data and principal equipment descriptions Section 2. Controls and Indicating Devices Describes GT46MAC engine starting controls, operating controls, and indicating devices that monitor various locomotive systems. Section 3. Operation GT46MAC locomotive operating procedures and guidelines Section 4. Troubleshooting Explains how to use the GT46MAC locomotive computer display system. Lists typical locomotive computer display messages. Explains control console indicator lights. For greatest benefit, read the manual sections in number sequence order. Information concerning equipment maintenance, adjustment, and testing is contained in other Electro-Motive GT46MAC publications. The GT46MAC Locomotive Service Manual includes more detailed equipment descriptions.
ix
General Information
1-1
Power Plant
Engine Type ................Turbocharged Two-stroke Diesel Model..................................................................710G3B Number of Cylinders.................................................... 16 Full Speed ........................................................ 904 RPM Idle Speed, Normal........................................... 269 RPM Idle Speed, Low................................................ 200 RPM
AC Auxiliary Generator
Model................................................................. 5A-8147 Nominal AC Voltage ............................................55 VAC Rectified Potential .............................................. 74 VDC Maximum Power Output........................................18 kW
Traction Motors
Model............................................................... 1TB2622 Number.......................................................................... 6 Type ............................................. 3 Phase AC Induction Configuration .................................3 in parallel per bogie
Locomotive Batteries
Model ................................................. Surrette 16-CH-25 Number ..........................................................................2 Number of Cells (Each) ...............................................16 Potential (Each Battery)...................................... 32 VDC Rating (8 Hour) .......................................... 500 Amp. Hr.
Air Compressor
Model ....................................... WLNA9BB (Direct Drive) Type.................................................................... 2-Stage Number of Cylinders ......................................................3 Displacement @ 900 RPM ......................... 7.19 m3/Min. (254 Ft.3/ Min.) Cooling Medium...................................... Engine Coolant Lube Oil Capacity .................. 9.98 litres (2.64 U.S. Gal.)
Dynamic Brakes
Type........... 8 Grid, AC Traction Motor Powered System
Supplies/ Capacities
Lube Oil Pan ..................................1457 litres (385 gal.) Engine Cooling Tank ..........................371 litres (99 gal.) Sand .......................................... .0.34 m3 (0.04 m3/box) [12 Ft.3 (1.5 Ft.3/box)] Fuel Tank.............................. 6000 litres (1600 U.S. Gal)
General Information
1-3
Width Over Handrails ......................................2.92 m (9' 7.12") Over Underframe........................................2.74 m (9' 0") Over Cab ................................................... 2.74 m (9' 0") Over Brake Cylinder .................................3.07 m (10' 1") Length Over Coupler Pulling Faces ..............21.24 m (69' 8.38")
Weight
Typically Equipped ................. 126010 kg (277,800 lbs.) Weight on Drivers.................................................... l00%
Tractive Effort
Stall Limit.............................................................. 540 kN Continuous Limit................................................... 400 kN Reduced TE Limit (Selected on Locomotive Computer Display): ...................................... 294 kN (66,140 lbf)
1-4
General Information
1-5
The GT46MAC short hood or cab end is considered the front of the locomotive, although the GT46MAC can be operated in either direction. The cab has two drivers consoles: one forward facing and one rearward facing. Note: When the GT46MAC is the lead unit, with the cab end leading, the left side (No.1) control console provides the best view ahead for the driver. When the locomotive is operated as the lead unit, with the cab end trailing, the #2 (right side) control console provides the best view ahead. A trailing locomotive may be oriented with the cab leading or trailing. The front of the No.1 electrical control cabinet is the back wall of the locomotive cab. The EM2000 locomotive computer display, mounted on the front of the cabinet, indicates locomotive operating conditions, faults, and troubleshooting information from the locomotive computer.
1-6
GI41957
1. Headlight 2. Inertial Filter Air Inlet 3. Starting Fuse & Battery Knife Switch Box 4. Handrails 5. Cooling System Air Inlet 6. Radiator & Fan Access
Couplers Sand Box Jacking Pads (Qty. 4) Wheels (Qty. 12) Fuel Tank Air System Main Reservoirs Battery Box
14. Bogies (3 axle, 3 motor type) Qty. 2 15. Underframe 16. Dynamic Brake Grids 17. Dynamic Brake Fans (Qty. 2)
GI41958
1. 2. 3. 4. 5. 6. 7. 8. 9.
#1 Electrical Control Cabinet Fuel Pump Engine Starting Motors (Qty. 2) Traction Control Cabinet Traction Motor Cooling Blower Main Gen. Assembly Blower Engine Exhaust Stack Engine Exhaust Manifold Diesel Engine
Governor Engineroom Vent Engine Water Tank Lube Oil Cooler Primary Fuel Filter Air Compressor Radiators AC Radiator Cool. Fans (Qty. 2) Draft Gear
Compressor Filter Lube Oil Filter Tank Lube Oil Strainer Lube Oil Sump Main Generator Assembly No.1 Elect. Cntrl. Cabt Air Filt. Traction Motors (Qty. 6)
GI41959
1. 2. 3. 4. 5.
Air Brake Rack No.1 Control Console Cab Door Traction Control Cabinets Inertial Air Filter
6. 7. 8. 9. 10.
TCC Electronics Blower Engine Air Filter Radiators Engine AC Auxiliary Generator
11. Inertial Filter Dust Bin Blower & Motor 12. #1 Electrical Control Cabinet 13. No. 2 Control Console Seat
Locomotive Operation
Diesel engine fuel oil must be circulated through the fuel system before the engine will start. When the engine start switch is held in PRIME, the locomotive computer starts the fuel pump. The fuel pump moves fuel from the fuel tank, located beneath the locomotive underframe, to the fuel injectors, pressurizing the injectors. After the entire system has been supplied with fuel and the fuel injectors are properly set, the engine can be started by holding the Prime/Start switch in START. Holding the FUEL PRIME/ ENGINE START switch in START provides a START signal input to the locomotive computer. The locomotive computer initiates engine cranking by two starting motors. Storage batteries provide energy to the starting motors. Two starting motor solenoids are mounted at the lower rear right hand side of the engine. The solenoids engage the starting motor pinions with the engine ring gear. When both pinions are engaged, full battery power is applied to the starting motors to crank the diesel engine. Starting motor torque increases and the diesel engine cranking speed increases until the engine starts. The FUEL PRIME/ ENGINE START switch is released when the engine starts. When the engine is running, the auxiliary generator motor supplies fuel pump operating power. Major components of the diesel-electric power system take power from the diesel engine. The traction alternator supplies high voltage electrical energy to the No.1 electrical control cabinet. This cabinet controls power distribution to the traction inverters by means of motor-operated switches. Relays and control devices in the cabinet direct the power flow as directed by the locomotive computer. Locomotive operating conditions and cab control settings determine the computer directions. Rectified DC output from the traction alternator is DC link voltage. It is applied to two traction inverters. DC link voltage varies with throttle position from 600 VDC at IDLE to 2600VDC at TH8. Refer to Figure 1-4, page 1-11. (Continues on page 1-12.) 1-10 GT46MAC Operators Manual
There is one traction inverter for each set of three parallel traction motors (one inverter per bogie). Traction inverter TCC1 (front bogie) and traction inverter TCC2 (rear bogie) invert the DC link voltage into variable voltage, variable frequency, 3-phase AC power that is applied to the traction motors. Each inverter is controlled by its own traction computer. Both inverters are, in turn, controlled by the locomotive computer, which displays control system information on the display panel in the cab. Each traction computer is mounted in its TCC cabinet along with the inverter that it controls. Reducing excitation prevents an overload condition, regardless of the engine power level set by the throttle handle. The governor holds engine speed constant for each throttle setting by controlling the amount of fuel delivered to the injectors. Advancing the throttle handle to a higher setting causes the governor to raise engine speed. At the same time, the locomotive computer allows more current through the traction alternator field. Increased excitation current results in increased DC link voltage, which supplies more power to the traction inverters. An increase in traction inverter power increases AC power to the traction motors. In this way, engine speed and DC link power increase progressively in throttle steps. Actual operating conditions create varying tractive load requirements. A computer-controlled load management system balances electrical load with available mechanical diesel engine power by modifying engine speed, regardless of throttle position, or by changing generator excitation. In dynamic braking, the energy of a moving train is translated into traction motor rotating energy. The traction motors operate as generators. AC motor energy is converted to DC by the traction inverters (converters) and provided to the DC link. DC link voltage is then applied to brake grids which dissipate the electrical power in the form of heat. This loss of energy causes the train to slow down (brake). The inverter computers (TCC1,TCC2) monitor and control each inverter to maintain the braking effort requested by the locomotive 1-12 GT46MAC Operators Manual
computer, EM2000. EM2000, in turn, maintains the braking effort requested by the driver. Other control and protective functions are programmed into EM2000 - it monitors critical functions in the locomotive power system and, if a fault occurs, provides a display message, and in some cases an audible alarm. EM2000 also changes diesel engine speed in response to certain abnormal operating conditions such as low coolant temperature or low main reservoir pressure. EM2000 restores engine speed and power if transient conditions are corrected. Each of the six axle-hung AC traction motors is geared directly to the axle on which mounts. The traction inverters supply AC power to the traction motors - one traction inverter for each 3-motor bogie. Note: AC traction motors are much more resistant to mechanical shock than DC traction motors because they do not employ commutators or brushes. Therefore, locomotives with AC traction motors, such as the GT46MAC, do not need to slow down for rail crossings. Refer to Section 3, Operation, for more information. The diesel engine is the prime source of locomotive power. When the engine is running, it directly drives three electrical generators with associated cooling fans, a multi-cylinder air compressor, a traction motor blower, and the water and lube oil pumps. The engine-driven components in the locomotive convert the engine mechanical power to other forms to perform their individual functions: 1. The traction alternator rotates at engine speed, generating alternating current AC power. The AC power is converted to DC power by rectier banks within the generator assembly. The DC power is applied to the DC link. Switchgear and contactors apply DC link voltage to traction inverter circuits. The traction inverters convert DC link voltage to 3-phase AC power for the traction motors. 2. The companion alternator couples directly to the traction alternator within the main generator housing. It supplies current to excite the traction alternator eld, and to power the radiator cooling fans, inertial lter General Information 1-13
3.
4.
5.
6.
blower, traction inverter blowers, and various transductors and control devices. The auxiliary generator is driven by the engine gear train at three times engine speed. AC power from the auxiliary generator is supplied to an external 3-phase full-wave rectier in the battery charging assembly. There it is converted to 74 volt DC power for companion alternator excitation, control system operation, and locomotive battery charging. The auxiliary generator also supplies 74 VDC power for the fuel pump motor and turbocharger lube oil pump motor circuits, locomotive lighting, and other miscellaneous equipment. The air compressor supplies air to the main air reservoirs for locomotive and train brakes, sanders, windshield wipers, shutter operating cylinders, and the locomotive horn. The engine gear train drives two centrifugal water pumps, which circulate coolant through the diesel engine, the turbocharger aftercoolers, the lube oil cooler, the air compressor and the engine radiators. The lube oil pumps are coupled to the engine gear train to supply lubricating oil to critical operating surfaces throughout the engine.
A major part of locomotive control system operation involves the interrelated functions of the throttle, engine speed (governor) control, and load (regulator) control. These functions are: By controlling the amount of fuel injected into the engine cylinders, the engine governor holds engine speed constant at the speed appropriate for the throttle setting. Changing operating conditions create change in the diesel engine loading level. When engine load changes or engine output power level changes, engine speed temporarily changes. The load regulator acts to balance engine loading with available engine power. As the driver advances the throttle, the electrical control system causes more current to ow through the traction 1-14 GT46MAC Operators Manual
alternator eld. Increasing excitation current results in increasing power supplied to the traction motors. Therefore, locomotive power and engine speed increases progressively as the throttle advances from one notch to the next. Most control and protective functions are programmed into EM2000, which monitors critical functions in the locomotive power system and displays a message if a fault occurs. For serious faults the EM2000 also sounds the alarm bell and takes corrective action.
General Information
1-15
1-16
GI42639
General Information
1-17
1-18
2-1
No.1 Electrical Control Cabinet..........................................2-28 Circuit Breaker Panel.......................................................2-29 LIGHTS Breaker ............................................................2-29 HDLTS Breaker .............................................................2-29 RADIO Breaker..............................................................2-29 EVENT RECORDER Breaker........................................2-29 CAB FANS Breaker.......................................................2-29 AIR DRYER Breaker .....................................................2-29 A.C. CONTROL Breaker ...............................................2-29 CONTROL Breaker .......................................................2-30 LOCAL CONTROL Breaker ..........................................2-30 DCL CONTROL Breaker ...............................................2-30 FILTER BLOWER MTR Breaker...................................2-31 AC GTO #1 PWR SUPPLY Breaker .............................2-31 AC GTO #2 PWR SUPPLY Breaker .............................2-31 AUX. GEN. FLD Breaker...............................................2-31 AUX. GEN. F.B. Breaker ...............................................2-31 FUEL PUMP Breaker ....................................................2-31 TCC1 COMPUTER Breaker ..........................................2-31 TCC2 COMPUTER Breaker ..........................................2-31 TURBO Breaker ............................................................2-31 COMPUTER CONTROL Breaker..................................2-32 TCC ELECT BLW MTR Breaker ...................................2-32 MICRO AIR BRAKE Breaker ........................................2-32 GROUND RELAY CUTOUT Switch..............................2-32 Circuit Breaker and Test Panel .......................................2-33 GEN FLD Breaker .........................................................2-33 TCC1 BLOWER Breaker...............................................2-34 TCC2 BLOWER Breaker...............................................2-34 Engine Control Panel.......................................................2-34 ISOLATION Switch .......................................................2-34 DYN BRAKE CUT IN/ CUT OUT Switch.......................2-35 EXTERIOR LIGHTS Switch ..........................................2-35 MAINT ROOM LIGHTS Switch .....................................2-36 EMERGENCY FUEL CUTOFF & ENGINE STOP Switch ..................................................2-36 Battery Charging Ammeter..........................................2-36 CLASSIFICATION LIGHTS Switch...............................2-36 ALERTER ALARM.........................................................2-36 AIR BRAKE EQUIPMENT .......................................................2-37 Dead Engine Cutout Cock...................................................2-37 ENGINEROOM EQUIPMENT ..................................................2-38 FUEL PRIME /ENGINE START Switch................................2-39 Injector Rack Manual Control Lever (Layshaft) ................2-39 Water Level Sight Gauge ....................................................2-39 Fuel Filter Pressures ...........................................................2-39 Air Pressure Transducer.....................................................2-40 Governor Low Oil Trip Reset Plunger................................2-40
2-2
Engine Overspeed Trip Reset Lever.................................. 2-41 MISCELLANEOUS EQUIPMENT............................................ 2-42 No. 2 Electrical Control Cabinet ......................................... 2-42 AUX. GEN. Breaker .......................................................... 2-43 Handbrake............................................................................ 2-43 Fire Extinguishers ............................................................... 2-43 Starting Fuse and Battery Switch Box .............................. 2-43 BATT SW (Battery Knife Switch) .................................... 2-43 STARTING Fuse ............................................................... 2-43
2-3
2-4
INTRODUCTION
This section briefly describes controls and indicating devices used by the locomotive operating crew. Descriptions of certain other equipment, not required for normal operation, is also included in this section for reference. Most of the controls and indicating devices used by the locomotive operating crew are in the locomotive cab.
2-5
CAB EQUIPMENT
Most operating equipment is located on the engine control panel and the two control consoles. The No.1 control console is on the left side of the cab, as shown in Figure 2-1, below. The No.2 control console, Figure 2-2, page 2-7, is on the right side of the cab. The view from the seat at the No.1 console is through the left front windshield and through the side windows. The view from the seat at the No.2 console is through the right side door window and through the side windows.
Cab Lights
A cab light and switch assembly mounts above each control console. Each assembly includes an On/Off control switch.
2-6
Figure 2-2. No.2 Control Console (Instrument Panel and Desk Top portions)
Control Consoles
There are two very similar control consoles on this locomotive. Most gauges, controls, indicator lights, and switches used by the locomotive driver during normal operation are located on the control consoles. With two exceptions, the consoles are identical. The exceptions are: Certain device locations or names are reversed because the consoles face in opposite directions. Control console No.2 has some equipment on the right side that console No.1 does not. Control console driver equipment is described under the following headings: Console Lower Left Front Surface, page 2-8 Console Instrument Panel, page 2-9 Console Desk Top, page 2-16 Console MU ENG. STOP Switch (right side of No.2 console only), page 2-24 Console Control & Operating Switch Panel (right side of No.2 console only), page 2-25 Controls & Indicators 2-7
CT42492
Figure 2-3. Console Lower Left Front Surface ATTENDANT CALL Switch: when operated, this momentary pushbutton switch sounds the alarm in this units cab, as well as in the cabs of all trainlined units in tandem.
2-8
DIMMER - GAUGE LIGHTS Rheostat: This device controls console gauge lighting intensity. FLASHER LAMP CAB END and HOOD END Switches: These two On/Off switches individually control the flasher lamps at the ends of the locomotive. Emergency Brake Handle: This lever is directly below the FLASHER LAMP switches. When lifted to its upper setting, it opens the emergency brake valve, initiating emergency air braking.
2-9
The left gauge indicates, in both kg/cm2 and lb./in.2 units: Red Hand: Main Reservoir Pressure White Hand: Equalizing Reservoir Pressure The right gauge indicates, in both kg/cm2 and lb./in.2 units: Red Hand: Brake Cylinder Pressure White Hand: Brake Pipe Pressure
AIR FLOW Indicator: The air flow gauge, mounted between the duplex air gauges and the speedometer, indicates brake system charging as well as abnormal air supply leakage, break-in-two, or rear end-of-train brake applications.
F42493
Speedometer: An analog speedometer, Figure 2-6, next, mounts to the right of the air flow indicator. The speedometer scale is 0 to 120 kilometres per hour (km/h).
Tractive/Dynamic Brake Effort Meter, Figure 2-7, page 2-12, mounts to right of speedometer, and indicates total locomotive drawbar force. When locomotive is not loading, meter pointer is centered. Pointer moves clockwise for tractive effort, and moves counterclockwise for dynamic braking effort. The tractive meter scale is 0 to 550 kN (kilonewtons). The dynamic brake effort scale is 0 to 300 kN. This meter also includes a High Motor TE indicator (yellow) LED that lights when tractive effort is high. Tractive effort is high enough to light the indicator when it is 400 kN or more with both inverters (all traction motors) cut in. If one inverter is cut out, the indicator lights when tractive effort reaches 200 kN.
2-11
Figure 2-7. Tractive Effort Meter Indicating Lights Panel, Figure 2-8, page 2-13, mounts on far right side of instrument panel, has lights that indicate operation of various locomotive systems. Note: Each of the following indicator lights has the push-to-test feature, which allows testing the light circuit alone. This test determines if the light circuit is working properly. Pressing the lens cap applies supply voltage to the light circuit. After a one second delay the light should switch On. TE LIMIT Light indicates tractive effort limiting has been activated from the EM2000 display on this locomotive or on another locomotive that is trainlined with this one. SAND Light indicates that a sanding request has been made to the locomotive computer by means of a SAND switch actuation on this locomotive or on any locomotive trainlined to this locomotive. Other sanding requests are made by the automatic sanding function (to help wheel creep or wheel slip control) and the emergency air brake applications. WHEEL SLIP Light Four conditions cause the wheel slip light to switch On. One of these, Locked Wheel, is dangerous, and requires immediate action by the crew. The others do not require immediate crew action. These four 2-12 GT46MAC Operators Manual
conditions are listed following Figure 2-8. Note: WHEEL SLIP annunciation is trainlined. Anything that causes a wheel slip warning on any trainlined locomotive causes the WHEEL SLIP light to switch On on this locomotive.
Fig. K
Figure 2-8. Indicating Lights Panel 1. Locked Wheel Condition. Note: Refer to, and follow Indian State Railways regulations concerning Locked Wheel faults. Locomotive computer immediately lights WHEEL SLIP indicator and drops load when Siemens system detects locked wheel. After 10 second delay, (20 if air brakes are applied), locomotive computer sets fault, sounds alarm bell, continues WHEEL SLIP light, and displays following message:
#n LOCKED WHEEL - STOP TRAIN AND THEN CHECK IF THE WHEELS TURN FREELY.
Fault indications above continue until driver uses locomotive computer display panel to reset fault. WARNING Locked wheels on moving locomotives are very dangerous. If locked wheel is indicated, perform the following steps.
2-13
a. Stop train and set throttle handle in IDLE. b. Find the locomotive with the Locked Wheel indications. c. Slowly roll the unit with indication past an observer watching for sliding wheels and listening for unusual noises from traction motors and gearcases. Are any wheels sliding and/or traction motors or gear cases making unusual noises? Yes - Go to Step d. No - Go to Step e. d. Take appropriate action specied by Indian State Railways rules and regulations concerning Locked Wheel. WARNING Do not, under any circumstances tow a locomotive having sliding /locked wheels, or move such a locomotive in tandem. e. Reset fault by pressing RESET key on locomotive computer display (Locked Wheel fault message screen). f. Has this fault occurred previously and no problem was found? Yes - Go to Step g. No - Go to Step h. g. On the locomotive computer display, disable Locked Wheel detection for the faulty axle(s) as directed on page 3-20. h. Continue monitoring for Locked Wheel fault recurrences. Report or shop locomotive at the next maintenance point for Locked Wheel system problem. (End of Locked Wheel Procedure) 2. Wheel Slip Condition. While starting a train when rail conditions are exceptionally poor, an occasional ash of the light indicates normal wheelslip control. Automatic sanding may also occur. Do not reduce 2-14 GT46MAC Operators Manual
throttle setting unless severe lurching threatens to break train. Note:When rail conditions are poor and the locomotive is operating in power above 2.4 km/h (1.5 MPH), occasional, irregular WHEEL SLIP light flashing may indicate a wheel creep system failure. Operation may continue, but report condition to authorized maintenance personnel. 3. Wheel Slip Condition on Other Locomotive. If another locomotive in tandem, connected by MU jumpers to this locomotive, detects any condition that causes it to light its WHEEL SLIP indicator, it energizes the trainline that lights the WHEEL SLIP indicator on this locomotive. 4. Wheel Overspeed Condition. The indicator light ashes On and Off to indicate wheel (and traction motor) overspeed, which can be caused by excessive track speed or by simultaneous slipping of all locomotive wheels. In either case, the system automatically corrects by adjusting traction alternator output. FLSHR LAMP Light flashes On/Off when either outside flasher lamp (at cab end or at long hood end) is flashing, provided that outside flasher lamp is not burned out and LIGHTS circuit breaker is closed. Flashes at the same rate as the outside flasher lamp. PCS OPEN Light: The air brake system trips locomotive control system pneumatic control relay PCR whenever it initiates a safety control or emergency air brake application. When PCR trips, it switches On the PCS OPEN light, and the locomotive control system stops traction alternator excitation, interrupting locomotive power/dynamic brake operation. To restore locomotive power after safety control or emergency brake conditions end, reset PCR: set throttle handle in IDLE, then set automatic brake handle in EM (Emergency) for 60 seconds, then move it to REL (Release).
2-15
BRAKE WARN Light indicates excessive dynamic braking current on this locomotive or on a trainlined locomotive in tandem. See BRAKE WARN Light, page 3-23, for more information.
Alerter Light: This large yellow indicator mounts below the 6-indicator panel. It lights when there is an apparent lack of driver activity. See page 2-27 for more information.
REVERSER (Directional Handle): The reverser, Figure 2-9, page 2-17, has three detented and unmarked settings: Neutral (centered), Forward (points away from driver), and Reverse (points toward driver). The locomotive attempts to move in the direction that the reverser points when traction power is applied. For example, if the driver inserts the reverser in the No.1 (left) console, and sets it Forward (pointing toward the windshield), the windshield end of the locomotive leads, but, if the driver sets the reverser Forward in the No.2 console, the long hood end of the locomotive leads. With the reverser centered, mechanical interlocking prevents moving the throttle/ dynamic brake handle into dynamic brake, but the throttle/ dynamic brake handle can be set in a throttle notch. However, with the reverser centered, power cannot be applied to the traction motors.
2-16
cc33484
Figure 2-9. Controller Reverser (Directional Handle) Note: Mechanical interlocking assures that the reverser setting cannot be changed unless the THROTTLE/ DYNAMIC BRAKE handle is in IDLE. CAUTION Do not reverse the reverser setting while the locomotive is moving because doing so may damage trailing DC locomotive traction motors. Reverse the reverser setting, from Forward to Reverse, or from Reverse to forward, only when the locomotive is completely stopped. Center the reverser and remove it from the controller to lock the Throttle/ Dynamic Brake handle in IDLE. Note: Reverser must be removed when locomotive is trailing in tandem.
POWER / DYN BRAKE Handle: The power (throttle)/ dynamic brake handle, Figure 2-10, page 2-18, has two setting zones (sectors): POWER and DYN BRAKE, separated by a gate. To move the handle from power to dynamic brake or from dynamic brake to power, the handle must pass through the gate. To move into the gate, move the handle to the right, then forward or backward, as required. An illuminated window to the right of the handle indicates the handle setting. See CAUTION, next.
Controls & Indicators 2-17
CAUTION
During locomotive operation in tandem with trailing DC locomotives, when transferring the GT46MAC from power to dynamic brake, set the handle in IDLE for 10 seconds before advancing it to SET-UP. This prevents sudden surges of braking effort with possible train slack run-in or DC traction motor flashovers.
Controller POWER/DYN BRAKE Handle, POWER Sector:
The POWER (throttle) sector has nine detent settings (notches): IDLE, and throttle notches 1 through 8. From IDLE, against the gate, pull the handle back to increase engine speed and locomotive power. Note: Mechanical interlocking assures that the handle can be moved from throttle IDLE to a DYN BRAKE setting only when the reverser is set in either FORWARD or REVERSE.
The DYN BRAKE sector has one detent setting, SET-UP, and a setting range of 1 through 8, through which the handle moves freely without notching. To request minimal dynamic braking, the driver pushes the handle forward from the SET-UP (against gate), into 1. Pushing the handle forward, to higher-numbered settings, 2-18 GT46MAC Operators Manual
requests increased dynamic braking effort. Setting 8 requests full dynamic brake effort. Mechanical Interlocks on Controller
Reverser Centered (in Neutral) -
POWER/ DYN BRAKE handle can only be set in POWER (throttle) sector. DYN BRAKE sector is not accessible. Reverser can be removed from controller if POWER/ DYN BRAKE handle is in IDLE.
Reverser removed from controller -
POWER/ DYN BRAKE handle is locked in IDLE. DYN BRAKE sector is not accessible.
Reverser in FORWARD or REVERSE-
POWER/ DYN BRAKE handle can be set anywhere in POWER or DYN BRAKE sectors. While THROTTLE/ DYNAMIC BRAKE handle is in DYN BRAKE sector, reverser is locked in either Forward or Reverse. While POWER/ DYN BRAKE handle is in POWER sector, reverser is locked in either Forward or Reverse. While POWER/ DYN BRAKE handle is in IDLE, reverser can be set in Forward or Reverse, or, if centered (Neutral), reverser can be removed, locking POWER/ DYN BRAKE handle in IDLE. Cab Control Unit (CCU): The cab control unit, Figure 2-11, page 2-20, provides conventional independent and automatic brake control functions. The handles for these brake functions are arranged in a standard console desk top configuration. Each handle adjusts a variable resistor that provides input signals to the CCB computer. The handles are operated in by moving them forwards and backwards. The brakes are released at the backward-most setting (handle toward driver). Operating settings are detented. The CCU includes a three-setting air brake set up switch. Controls & Indicators 2-19
CCU AUTO BRAKE Handle: The AUTO BRAKE handle, Figure 2-12, page 2-21, controls locomotive and train brake application and release. This valve is pressuremaintaining: it holds the selected brake pipe pressure constant against normal brake pipe leakage. AUTO BRAKE handle operating setting/ setting zone descriptions follow the note below. Note: Descriptions assume that train brake system is cut in and fully charged. REL (Release) setting: handle in rst detent (closest to driver); charges brake equipment and releases both locomotive and train brakes. (Releases brakes at faster rate than RUN.) When handle is released in this setting, spring pressure returns it to RUN. RUN (Running) setting: handle in detent between REL and MIN; also charges brake equipment and releases locomotive and train brakes. MIN (Minimum Reduction) setting: handle in detent forward of RUN. Obtains minimum braking effort 0.35 to 0.49kg/cm2 (5 to 7psi) reduction.
2-20
SERVICE ZONE: MIN to FS sector. As handle advances through SERVICE ZONE, brake pipe reduction (braking effort) increases from minimum reduction to maximum reduction for full service application.
CT42494
Figure 2-12. CCU AUTO BRAKE Handle and Trail/Lead Air Brake Set Up Switch FS (Full Service) setting: handle in third detent. Obtains full service brake pipe reduction (full service braking). In addition, suppresses overspeed control and safety control (penalty) applications. EMER (Emergency) setting: handle in detent at extreme forward position (away from driver). Initiates emergency brake application (with brake valve cut in or cut out). This setting is used in resetting brake system after any penalty (safety) or emergency brake application. Note: There is an emergency brake valve handle on each console, as shown on Figure 2-3, page 2-8. Controls & Indicators 2-21
Trail/Lead Air Brake Set-up Switch : The trail/lead air brake setup switch, lower part of Figure 2-12, page 2-21, mounts next to the Independent (DIR) Brake Handle. This switch has the following three settings. TRAIL - Sets up air brake system for locomotive that is trailing in tandem. LEAD IN - Sets up air brake system for locomotive to lead or control tandem. Air brake system on this locomotive, and on rest of tandem, responds to air brake handle movements. LEAD OUT - For brake pipe leakage testing. DIR BRAKE (Independent) Handle: The DIR BRAKE (Independent) Handle, Figure 2-13, page 2-22, is directly to the right of the AUTO BRAKE handle. This handle controls locomotive braking effort independent of train braking effort. The DIR (independent) brake valve is self-lapping: it holds brake applications at a value corresponding to handle setting against leakage. Descriptions of the four handle operating settings/zones follow Figure 2-13.
CT42495
Figure 2-13. DIR BRAKE (Independent) Handle REL (Release) Setting: handle closest to driver. This setting releases air brakes on locomotive, and on other locomotives in tandem, provided that the automatic brake handle is also in REL. 2-22 GT46MAC Operators Manual
Application Sector: forward (away from driver) of REL setting. As handle advances forward through the zone, air braking effort increases. FULL (Full Application) Setting: handle at extreme forward setting (furthest from driver). Full independent air brake cylinder pressure is obtained. BAIL or ACTUATE Function: Pulling up the lower part of the independent brake handle knob when the handle is in REL releases any existing automatic air brake application that exceeds the independent brake setting. Alerter (Vigilance) RESET Switch: When pressed after a control system alertness (vigilance) indication, this orange mushroom-head pushbutton switch resets the system. Note: To reset the system, it is necessary to hold down this switch for a moment before releasing it. A quick smash does not work. See page 2-27 for more detailed system information. Use this equipment only in accordance with Railway rules and operating practices. SAND Switch: This yellow pushbutton switch is also known as the manual sand switch. Pressing this switch does all four of the following: Lights SAND indicator. Requests locomotive computer to apply sand to rails. Energizes sanding request trainline for other locomotives in tandem. Resets alerter (vigilance) system On locomotives that have wheel creep control systems, such as the GT46MAC, pressing the SAND switch or receiving a trainlined manual sand request causes the locomotive computer to activate sanding only if both of the following are true: Reverser is thrown to either Forward or Reverse (locomotive in power or dynamic brake mode). Locomotive speed is not faster than 19.3km/h (12MPH), except in dynamic braking. Note: GT46MAC manual sanding is available in dynamic braking at all speeds. Controls & Indicators 2-23
HORN - CAB END and HORN - L/H END Switches: These switches activate the locomotive air horns. Each has a non-latching blue pushbutton. Pressing the CAB-END or L/H (long hood) - END pushbutton causes the corresponding locomotive horn to sound until the button is released. HDLT. - CAB END and HDLT. - L/H END Switches: These rotary switches control the headlights at the cab end and the rear (long hood) end of the locomotive. Each switch has the following three settings: OFF: Headlights are Off. LOW: Headlights On dimly. HIGH: Headlights On at maximum intensity. Note: HEADLIGHTS breaker on the No. 1 circuit breaker panel in the No.1 electrical control cabinet must be On (lever up) to operate either the cab end or long hood end headlights. Clipboard: For the drivers convenience, a clipboard is mounted on the control console top surface next to the headlight switches.
2-24
Figure 2-14. MU ENGINE STOP Switch (top), and Control & Operating Switch Panel with DYN BRAKE CONT CB (bottom)
The GT46MAC locomotive setup differs from the conventional DC locomotive setup, where main generator output directly powers traction motors, and setting the GEN FIELD switch Off prevents main generator excitation. On the GT46MAC locomotive, main generator (traction alternator) output powers the DC link and the traction control convertors (TCC1 & TCC2), which power the traction motors. The lead locomotive GEN FIELD switch must be On to enable the TCCs to power the traction motors. If the GEN FIELD switch is Off, traction alternator excitation may still be On, but the traction motors will not operate. The GT46MAC locomotive GEN FIELD switch circuit is trainlined: if it is Off, main generator excitation on trailing DC locomotives is Off. CONTROL & FP Switch : Set this switch On if the locomotive is to lead in tandem; set it Off if the locomotive is to trail in tandem, or if it is to be hauled dead in tandem. The switch is On when its slider is Up. When the CONTROL & FP (control and fuel pump) switch is On, it provides power to key low voltage control circuits, and it enables the locomotive computer to pick up fuel pump control relay FPR, and it enables diesel engine starting. DYN BRK CONT CB: This slider-type circuit breaker protects the dynamic brake control rheostat circuit against faulty operating or test setups. Set this breaker On (slider Up) for normal operation. A tripped breaker usually indicates that more than one dynamic brake handle in the locomotive tandem was out of the Off setting during dynamic braking or a short circuit in an MU jumper cable. The safety guard covering this breaker lever prevents accidentally switching the breaker On or Off.
2-26
2-27
Ref d97-385
Fig. P Art # F41972
WARNING
Keep out of the electrical control and traction control cabinets (TCC and ECCs), except for driver-accessible equipment, such as listed below. High voltage and current may be present within electrical control and traction control cabinets (TCC and ECCs). No.1 electrical control cabinet includes: Driver-accessible panels Circuit Breaker Panel Engine Control Panel Circuit Breaker and Test Panel EM2000 Display Panel Miscellaneous internal equipment (not driver-accessible) Main Control Panel (relays, resistors, etc.) Locomotive Control Computer (EM2000) Computer Power Supply Digital Voltage Regulator Module (DVR) 2-28 GT46MAC Operators Manual
GTO Power Supply Excitation Panel 4 Brake Contactors (B1,B2,B3,B4,) DC Link Transfer Switch (DCL 123,456) Silicon Controlled Rectier (SCR)
2-29
Figure 2-16. ECC1 Circuit Breaker Panel CONTROL Breaker: This 40A breaker sets up the fuel pump and control circuits for engine starting. It is supplied battery power through the battery knife switch before an engine start. Once the engine is running, the auxiliary generator supplies power through this breaker to maintain operating control. LOCAL CONTROL Breaker: This 30A circuit breaker establishes local (vs. trainlined) control with power from the locomotive battery or auxiliary generator to operate heavyduty switchgear, magnet valves, contactors, blowers, and miscellaneous relays. DCL CONTROL Breaker: This 3A circuit breaker protects the DC Link (DCL) transfer switch motor and control circuits.
2-30
A safety guard over the breaker lever helps prevent accidental breaker operation. FILTER BLOWER MTR Breaker: This 30A breaker protects the inertial filter blower motor circuit. The blower evacuates dirt-laden air from central air compartment inertial filters. If this breaker trips open, or is inadvertently left Off, the FILTER BLOWER MOTOR CB OPEN message appears on the locomotive computer display. Note: If the FILTER BLOWER MTR breaker trips (Off), continue locomotive operation to the nearest maintenance point. AC GTO #1 PWR SUPPLY Breaker: This 15A breaker protects GTO power supply PS GTO1, which provides the GTO DC supply input for the #1 inverter (TCC1). AC GTO #2 PWR SUPPLY Breaker: This 15A breaker protects GTO power supply PS GTO2, which provides the GTO DC supply input for the #2 inverter (TCC2). AUX. GEN. FLD Breaker: This 10A breaker protects the auxiliary generator field circuit and is equipped with auxiliary contact sets. One set is a double-pole switch that protects the DVR module. AUX. GEN. F.B. Breaker: This 10A breaker protects the traction alternator field firing control circuit (FCD). FUEL PUMP Breaker: This 30A breaker protects the fuel pump motor circuit. TCC1 COMPUTER Breaker: This 10A breaker provides power and protection to the #1 bogie traction inverter (TCC1) computer and associated circuits. A safety guard is used over this breaker to prevent accidental breaker operation. TCC2 COMPUTER Breaker: This 10A breaker provides power and protection to the #2 bogie traction inverter (TCC2) computer and associated circuits. A safety guard is used over this breaker to prevent accidental breaker operation. TURBO Breaker: This 30A breaker provides power and protection to the turbo lube pump motor. It must be ON (lever up) before engine start for prelube and after engine shutdown to remove residual heat from the turbo bearings. If
2-31
the engine is running and this breaker is Off (lever Down), the TURBO CIRCUIT BREAKER DOWN message appears on the locomotive computer display. A safety guard is used over this breaker to prevent accidental breaker operation.
CAUTION
The TURBO breaker and the COMPUTER CONTROL breaker must remain On (lever up) for 35 minutes after engine shutdown following load operation. This enables the turbo lube pump to continue operating, cooling down the turbocharger bearings, after engine shutdown. COMPUTER CONTROL Breaker: This 15A breaker protects the locomotive control computer operating power supply.
CAUTION
Both the COMPUTER CONTROL and TURBO circuit breakers must remain On (lever Up) for 35 minutes after engine shutdown following load operation. This enables the turbo lube pump to continue operating, cooling down the turbocharger bearings, after engine shutdown TCC ELECT BLW MTR Breaker: This 30A breaker protects the TCC electronics blower motor circuit. The blower cools TCC cabinet electronics equipment. MICRO AIR BRAKE Breaker: This 15A breaker provides operating power to the Knorr air brake system and the air brake system electrical/ electronics cooling fans. GROUND RELAY CUTOUT Switch: This toggle switch, when open (lever Down), disconnects ground protection relay GR from the locomotive electrical circuits for maintenance inspection or trouble-shooting. When the switch is open, the locomotive computer prevents traction alternator excitation. This switch normally is locked in the closed (lever Up) setting by a pin that is safety-wired to a bracket. This setting arms the ground fault protection system.
2-32
Figure 2-17. Circuit Breaker and Test Panel GEN FLD Breaker: This 90A breaker protects the traction alternator field circuit. The companion alternator supplies traction alternator field excitation current through silicon controlled rectifiers (SCRs). The GEN FLD breaker protects the SCRs, the traction alternator, the companion alternator, and other associated circuitry. If traction alternator field current overload occurs, the breaker trips and the locomotive computer displays the message Controls & Indicators 2-33
EXCESSIVE GENERATOR FIELD CURRENT. The message disappears when field current drops to a safe level, but to continue operation, the breaker must be reset. Note: Unlike most other circuit breakers on the No.1 electrical control cabinet, which trip to the full Off position, the GEN FLD breaker trips to the center position. To reset the GEN FLD breaker, wait for the traction alternator eld to cool, pull the breaker lever down to the full Off setting, then pull it back up to On.
TCC1 BLOWER Breaker: This 30A breaker protects the traction control converter #1 (TCC1) blower motor. TCC2 BLOWER Breaker: This 30A breaker protects the traction control converter #2 (TCC2) blower motor.
2-34
Figure 2-18. Typical Engine Control Panel on ECC1 DYN BRAKE CUT IN/ CUT OUT Switch: If this slide switch is set in CUT OUT (slider Down), the locomotive will not operate in dynamic brake. The locomotive will operate in power with normal air braking - no other locomotives in tandem are affected. Cutting out dynamic braking on selected locomotives in a tandem limits total tandem dynamic brake effort. Cutting out dynamic braking does not affect normal power (traction) operation, and does not affect the air brake system. This lever of this switch is normally safety wired in the CUT IN (lever up) setting to prevent accidental dynamic brake cut out. EXTERIOR LIGHTS Switch: This slide switch provides On/Off control of the platform light at the rear of the locomotive and the fuel filler lights on both sides of the
2-35
locomotive. With the slider in the On (Up) setting, power is supplied to these lights, provided that the battery knife switch is closed and the LIGHTS breaker is On. MAINT ROOM LIGHTS Switch: This slide switch provides On/Off control of the engineroom maintenance lights. With the slider in the On (Up) setting, power is supplied to these lights, provided that the battery knife switch is closed and the LIGHTS breaker is On. EMERGENCY FUEL CUTOFF & ENGINE STOP Switch: When pressed for approximately one second, this large red pushbutton switch requests the locomotive computer to stop the locomotive diesel engine. The pushbutton need not be held in until the engine stops. However, holding button in for one second ensures that the computer recognizes the switch actuation as a proper shutdown request. Battery Charging Ammeter: This meter indicates the locomotive battery charging/ discharging rate. It does not indicate auxiliary generator output or engine cranking current during start-up. CLASSIFICATION LIGHTS Switch: This rotary switch has three settings: LONG HOOD FORWARD, OFF, and CAB END FORWARD. The functions of these settings are: CAB END FORWARD Setting Lights white cab end class lights and red long end class lights. OFF Setting Turns off class lights at both ends of the locomotive. LONG HOOD FORWARD Setting Lights white long hood end class lights and red cab end class lights. ALERTER ALARM: The ALERTER ALARM sounds if the driver has not acknowledged the flashing of the console Alerter indicator lights for 17 seconds. When the ALERTER ALARM sounds, the driver must acknowledge it within the next 17 seconds to avoid a penalty brake application. [See Alerter (Vigilance) System, page 2-27 for acknowledgement methods.]
2-36
2-37
ENGINEROOM EQUIPMENT
CT42496
1. Water Level Sight Gauge 2. Diesel Engine Governor 3. Primary Fuel Filter Bypass Gauge 4. Layshaft (Manual Injection Control Lever) 5. Engine Protector (Low Water and Crankcase Pressure Reset Buttons) 6. Water Filler 7. Fuel Prime/ Engine Start Switch (Behind Lockable Cover) - . Spin-On Fuel Filters Bypass Sight Glass (Not Shown Other Side of Engine, at Governor Bottom Level)
Figure 2-19. Figure 2-19 illustrates engineroom equipment locations. Engine cooling water, lube oil, and fuel oil pressures and temperatures are monitored by sensors on the engine and equipment rack. Some of these values are sent to the locomotive computer; some are available for display on the locomotive computer display. 2-38 GT46MAC Operators Manual
service life. As the spin-on filters become plugged, fuel pressure at the spin-on filters input rises. When it reaches 4.2kg/cm2 (60psi), the spin-on filters bypass valve opens fully, and fuel bypasses the engine, returning to the fuel tank. If fuel appears in the sight glass on top of the spin-on filter further from the engine, Figure 3-1, page 3-8, it means that fuel is bypassing the spin-on filters.
2-40
WARNING If crankcase pressure detector has tripped, make no further engineroom inspections. Do not attempt to restart engine. Isolate locomotive. Drain cooling system in accordance with Railway regulations if freezing conditions are possible. If neither crankcase pressure nor low water pressure detector has tripped, and engine oil level is satisfactory, but hot engine condition is apparent, do not attempt to restart engine. Report engine shutdown circumstances to maintenance personnel.
To Reset
Halftone #29233
Overspeed Tripped
1 2
1. Low Oil Plunger (Push In To Set) 2. Low Oil Level Sight Glass
F29233
Figure 2-20. Governor Low Oil Trip Plunger and Engine Overspeed Trip Reset Lever
the engine, ENGINE NOT RUNNING message appears on locomotive computer display, and alarm bell sounds. To reset the engine overspeed mechanism, pull the reset lever to the counter-clockwise stop.
Halftone #30066
4 3
1. 2. 3. 4.
Low Water Reset Crankcase Pressure Reset Test Cock Vent and Test Fitting
F30066
MISCELLANEOUS EQUIPMENT
No. 2 Electrical Control Cabinet (ECC2)
This cabinet mounts on the right side of the locomotive, under the locomotive underframe, between the No.1 bogie and the fuel tank. The AUX GEN circuit breaker mounts in this cabinet.
2-42
Handbrake
The lever-type handbrake is located on the outside of the long hood, along the walkway on the right side of the locomotive, just past (to the rear of) the No. 2 bogie inboard sand box. Comply with Railway rules and regulations when applying or releasing the handbrake.
Fire Extinguishers
There are two dry chemical fire extinguishers on the locomotive. One mounts in the cab, and the other mounts next to the air compressor in the long hood.
STARTING Fuse
The 800A starting fuse is in use only during diesel engine starting. Battery current flows through the fuse and the starting contactor to the starting motors. The starting fuse protects the motors from current overload. Although the fuse should be in good condition and always left in place, it has no effect on locomotive operation other than for engine starting. A defective starting fuse can be Controls & Indicators 2-43
detected when attempting to start the engine. If the engine start switch does not crank the engine, then check the fuse.
CAUTION
This locomotive uses an 800 Ampere starting fuse. Similar locomotives, with different starting motor connections, may use a 400 Ampere starting fuse. The two fuses look identical, except for markings. Do not use a fuse rated at 400 Amperes for starting this locomotive.
2-44
Section 3 Operation
CONTENTS OF THIS SECTION
Heading Page INTRODUCTION........................................................................ 3-3 PREPARATION FOR SERVICE................................................ 3-3 Ground Inspection ................................................................ 3-3 Engineroom Inspection ........................................................ 3-4 Starting Fuse and Battery Switch Box Inspection ............. 3-4 Lead Locomotive Cab Inspection ........................................ 3-4 Circuit Breaker Panels ...................................................... 3-4 Engine Control Panel ........................................................ 3-4 Control Consoles............................................................... 3-5 Air Brake Equipment...................................................... 3-5 Trailing Locomotive Cab Inspection ................................... 3-5 Starting Fuse and Battery Switch Box............................. 3-5 Circuit Breaker Panel ........................................................ 3-5 Engine Control Panel ........................................................ 3-5 Control Consoles............................................................... 3-6 Console Air Brake Equipment ...................................... 3-6 STARTING LEAD LOCOMOTIVE ENGINE .............................. 3-6 Engine Inspection ................................................................. 3-6 Engine Starting Procedure ................................................... 3-7 STARTING TRAILING DIESEL ENGINES................................ 3-9 SETTING LOCOMOTIVES ON LINE....................................... 3-10 PRECAUTIONS BEFORE MOVING LOCOMOTIVE .............. 3-10 HANDLING LIGHT LOCOMOTIVE ......................................... 3-11 COUPLING LOCOMOTIVES TOGETHER.............................. 3-11 DYNAMIC BRAKING FOR LOCOMOTIVES IN TANDEM...... 3-12 COUPLING LOCOMOTIVE TO TRAIN ................................... 3-12 PUMPING UP AIR ................................................................... 3-12 BRAKE PIPE LEAKAGE TEST............................................... 3-13 STARTING TRAIN ................................................................... 3-13 STARTING LOCOMOTIVE UP HILL....................................... 3-15 STARTING LOCOMOTIVE ON BRIDGE (TE LIMIT) .............. 3-15 ACCELERATING TRAIN......................................................... 3-16 RUNNING THROUGH WATER ............................................... 3-16
Operation
3-1
Wheel Control .........................................................................3-16 WHEEL CONTROL INDICATIONS..........................................3-17 Locked Wheel Detection Disabling/ Enabling...................3-19 LOCOMOTIVE SPEED LIMIT ..................................................3-20 MIXED GEAR RATIO OPERATION ........................................3-21 DOUBLE HEADING SERVICE ................................................3-21 HELPER SERVICE ..................................................................3-22 DYNAMIC BRAKING ...............................................................3-22 BRAKE WARN Light ............................................................3-23 ISOLATING LOCOMOTIVE .....................................................3-24 INVERTER FAULTS ................................................................3-24 CHANGING OPERATING ENDS.............................................3-25 On End Being Cut Out.........................................................3-25 On End Being Cut In............................................................3-26 STOPPING ENGINES ..............................................................3-26 Freezing Weather Precautions ..............................................3-28 Draining the Cooling System..............................................3-28 TOWING LOCOMOTIVE IN TRAIN WITH ENGINE RUNNING ........................................................3-28 TOWING LOCOMOTIVE IN TRAIN WITH ENGINE SHUT DOWN...................................................3-29 TOWING LOCOMOTIVE DEAD IN TANDEM...................................................................3-30 LEAVING LOCOMOTIVE UNATTENDED...............................3-31
3-2
INTRODUCTION
This section includes recommended procedures for setup, service preparation, and general locomotive operation. The procedures are brief and do not contain detailed descriptions of equipment location or function. See the Locomotive Service Manual for more specic descriptions. Always comply with Railway rules and instructions regarding locomotive operation or inspection. This section is arranged as follows Preparation for Service Ground Inspection Engineroom Inspection Starting Fuse & Battery Switch Box Inspection Lead Locomotive Cab Inspection Trailing Locomotive Cab Inspection Starting Lead Locomotive Engine Engine Inspection Engine Starting Starting Trailing Locomotive Engines Various other operating procedures Stopping Engines Towing Locomotive Leaving Locomotive Unattended
Engineroom Inspection
Engineroom equipment can be inspected and operated by opening access doors along the sides of the long hood. Check for the following and correct when necessary: Check air compressor lube oil supply. Check water level in water tank sight glass. It should be near FULL (ENGINE DEAD) mark. Note: Recheck water level when engine is running. It should be near FULL (ENGINE RUNNING) mark. Check all valves for proper settings. Check for leakage of fuel oil, lube oil, water, or air. Note: A properly filled engine lube oil system coats the oil gauge above the FULL mark when the engine is stopped. To obtain an accurate check, recheck the level when the engine is idling and at normal operating temperature.
Control Consoles
Set control console devices as follows: 1. Set CONTROL & FP switch On (slider Up). This allows fuel pump to start and run when FP/ES switch is in FUEL PRIME or ENGINE START. 2. Set ENGINE RUN switch and the GEN FIELD switch Off (sliders Down). 3. Set light switches and other switches as desired. 4. Set throttle handle in IDLE. Center reverser (neutral), and remove it. Air Brake Equipment 1. Set air brake controller automatic brake handle in FS (full service). This nullies any safety control brake application. 2. Set air brake controller independent brake valve handle in FULL (full application). 3. Set air brake controller set-up valve in LEAD-IN.
Control Consoles
Set control console devices as follows: 1. CONTROL & FP switch, GEN FIELD switch, and ENGINE RUN switch must be Off (sliders Down). Note: This step presumes that electrical MU cables are previously installed. 2. Set throttle in IDLE. Center reverser (neutral setting) and remove it to lock throttle handle in IDLE. 3. Set light switches and other switches as required. Console Air Brake Equipment 1. Set automatic brake handle in RUN (Running). 2. Set independent brake handle in REL (Release). 3. Set brake controller LEAD/TRAIL cutout switch in TRAIL.
Engine Inspection
Inspect the engine before as well as after starting. 1. Make sure that overspeed mechanism is Reset. 2. Make sure that the governor low oil pressure trip plunger is reset, and that oil is visible in the governor sight glass. 3. Make sure that the crankcase (oil pan) pressure and low water pressure detector reset buttons are reset (pressed in). If either button protrudes, press and hold it for 5 seconds immediately after engine starts. 4. Make sure that engine top deck, air box and oil pan inspection covers are in place and securely closed. 5. Check engine lube oil lter tank sight gauge, if the tank has one. If gauge is full, proceed to next step. If gauge is empty or does not exist, make certain that oil strainer housing is full. The oil level should be maintained up to the overow outlet of the housing.
3-6
6. Pull out oil level gauge (dipstick) from side of engine oil pan. Oil gauge should be coated with lube oil. Note: A properly lled engine lube oil system will coat the oil gauge above the FULL mark when the engine is stopped. To obtain an accurate check, recheck level, when the engine is idling and at normal operating temperature. 7. Check for liquid trapped in engine cylinders as follows: A) Open all 16 cylinder test valves (test cocks). B) Bar over the engine at least one revolution. C) Close all the cylinder test valves (test cocks), checking for leakage from each. Note: If any evidence of leakage from cylinder test valves is found, do not start engine. Report the leakage to maintenance personnel.
Operation
3-7
F27505
3
1. Return Fuel Sight Glass (Normally Full) 2. Bypass Sight Glass (Normally Empty) 3. Filter Elements
F27505
Figure 3-1. Fuel Oil Sight Glasses 5. At the equipment rack, turn the FP/ ES switch lever to FUEL PRIME and hold it there until fuel ows in the return fuel sight glass (closer to engine) clear and free of bubbles - normally 10 to 15 seconds - then release it. See Figure 3-1, above. Note: Fuel sight glasses are on other side of engine from FP/ ES switch. 6. Turn the FP/ ES switch lever to ENGINE START and hold it there while the engine is cranked until the engine res and speed increases. Do not crank for more than 20 seconds. (See CAUTION, next.) 3-8 GT46MAC Operators Manual
CAUTION
To prevent overheating starting motors, which may damage them, do not allow engine cranking to continue for more than 20 seconds. If engine fails to start after cranking for 20 seconds, wait 2 minutes to cool starting motors before cranking engine again. 7. Check low water pressure detector reset button immediately after engine starts. If tripped, press button and hold for 5 seconds to reset. (If detector is tripped and not reset, engine will shut down shortly.) 8. Check the following with the engine running and at a normal operating temperature [49 C (120 F)], and correct if necessary. A) Coolant level is near FULL (ENGINE RUNNING) BOTTOM mark limits on water level instruction plate. B) Engine lube oil level is near FULL mark on oil level gauge (dipstick). C) Governor oil level is near upper mark on sight glass. D) Compressor lube oil level is within normal range. 9. After engine has been started and is operating normally, check to be sure that all engine room access doors are securely closed. Note: Do not apply load before engine water inlet temperature has reached 49C (120F).
Operation
3-9
CAUTION
Engine water temperature should be 49C (120F) or higher before full load is applied to engine. After idling at ambient temperature below -18C (0F), increase to full load gradually.
3-10
7. Using the lead locomotive air brake cab control unit (CCU), make an automatic brake application to determine if brakes apply on each locomotive. Release the automatic application, then make sure the brakes on each locomotive release. 8. Follow the same procedure to check an independent brake application. Also, release an automatic brake service application by pulling up the independent brake handle bail-release ring. Inspect all brakes in the tandem to verify they have released.
PUMPING UP AIR
After cutting in air brakes on train, note the reaction of the control console MAIN RESERVOIR pressure gauge. If pressure falls too low, the locomotive computer 3-12 GT46MAC Operators Manual
automatically increases engine speed to throttle notch 2, and displays the ENGINE SPEED INCREASE - LOW AIR PRESSURE message, provided that the Isolation switch is in RUN. To pump up air in a reasonable amount of time on a long train, it may be necessary to increase engine speed higher than notch 2. Proceed as follows: 1. Set Generator Field switch Off (Down). 2. Center reverser (set it in neutral). 3. Advance throttle to speed up engine. Note: Engine is virtually unloaded. Do not advance throttle past notch 5.
STARTING TRAIN
The method selected for starting a train depends upon many factors - such as train type, weight, length, amount of slack, track condition, grade, and weather conditions. Since these factors are variable, specic train starting instructions cannot be provided; it is up to the driver to use good judgment in properly applying power to suit requirements. There are, however, certain general considerations that should be observed - as outlined in the following paragraphs. Proper throttle handling is important when starting trains because it bears directly on tractive effort. As the throttle advances, tractive effort increases almost immediately. Therefore it is advisable to advance the throttle one notch at a time when starting a train. Start the train in as low a throttle setting as possible. This practice keeps locomotive speed at a minimum until all slack has been removed - the train has been completely stretched. Sometimes it is advisable to reduce the throttle a notch or two at the moment the locomotive begins to move - to prevent stretching slack too quickly, or to avoid slipping. (Continues.) Operation 3-13
The following general procedure is recommended for ready starting the train. 1. Set Isolation switch in RUN. 2. Set reverser (directional handle) in the desired direction of motion, Forward or Reverse. 3. Set ENGINE RUN and GEN FIELD switches On. 4. Release both automatic and independent air brakes. Note: The AC transmission on this locomotive enables the throttle to be advanced to start the train while the air brakes the brakes are applied. AC traction motors can remain at zero speed while power is applied to them for extended periods without damage. 5. Advance the throttle one notch at a time, as required: a. To notch 1 - Loading stops increasing at a specic low value. This can be seen on the tractive effort meter. If total train weight is low, or the train is not on an ascending grade, the train may begin moving in throttle notch 1. Note: On this locomotive, it not necessary to manipulate the throttle between notch 1 and IDLE during train starting. b. To notch 2, 3, or higher until locomotive moves. After train is stretched, advance throttle as desired. Note: When operating at full throttle to climb a hill, or to accelerate, the wheel slip control system reacts so rapidly to correct minor slips by means of power reduction and sanding that the wheel slip light seldom comes on to indicate severe slips. Sustained wheel slip correction may be seen at the tractive effort meter as a steady reduction below what is normally expected at full throttle at the existing locomotive speed. Do not misinterpret such power reduction as a fault - the wheel slip control system is maintaining tractive effort at the maximum level possible for the existing conditions.
3-14
ACCELERATING TRAIN
After the train has started moving, advance the throttle as rapidly as desired to accelerate the train consistent with Railway train handling rules. The control console tractive effort indicator is a useful guide when accelerating a train. The pointer advances to the right, denoting increased tractive effort, as the throttle is advanced. When train speed increases, the pointer begins dropping back to the left, indicating decreasing tractive effort. At that time, the throttle may again be advanced. Thus, for maximum smooth acceleration after the train has initially started moving, advance the throttle one notch each time the pointer begins moving to the left until full power develops in throttle 8.
WHEEL CONTROL
The locomotive computer wheel control function consists of two sub-functions: the wheel creep control function, and the back-up to wheel creep control, the wheel slip control function. Wheel Creep Control - is ready to operate at all times in motoring and dynamic braking. It improves tractive effort under adverse rail conditions by adjusting wheel speed to 3-16 GT46MAC Operators Manual
maximize motor current. The locomotive radar transceiver provides crucial information to the locomotive computer for wheel creep control. Wheel creep control enables the fastest turning wheelset to rotate at a rate slightly faster than ground speed (it allows wheel creep) if more traction can be gained by doing so. Note: Wheel creep operation is common when the rails are wet or oily. Do not be alarmed by the low frequency vibration and/or squealing noise which often accompanies wheel creep operation. Wheel Slip Control - operates if a wheel creep control failure occurs (radar failure, for example) or if rail conditions are too poor for successful wheel creep control. The locomotive computer selects the appropriate wheel control to suit the operating conditions. It also applies sand if severe rail conditions exist. Operation of the wheel control function may cause the control console WHEEL SLIP indicator to ash or light steadily. See WARNING, next.
WARNING
Some possibly dangerous fault conditions can cause the WHEEL SLIP indicator to flash persistently or light steadily. See the following information.
1. Locked Wheel Condition Note: Refer to, and follow Indian State Railways regulations concerning Locked Wheel faults. Locomotive computer immediately lights WHEEL SLIP indicator and drops load when Siemens system detects locked wheel. After 10 second delay, (20 if air brakes are applied), locomotive computer sets fault, sounds alarm bell, continues WHEEL SLIP light, and displays following message:
#n LOCKED WHEEL - STOP TRAIN AND THEN CHECK IF THE WHEELS TURN FREELY.
Fault indications above continue until driver uses locomotive computer display panel to reset fault. WARNING Locked wheels on moving locomotives are very dangerous. If locked wheel is indicated, perform the following procedure. Locked Wheel Procedure: a. Stop the train. b. Find the locomotive with the Locked Wheel indication. c. Slowly roll the unit with Locked Wheel indication past an observer watching for sliding wheels and listening for unusual noises from traction motors and gearcases. Are any wheels sliding and/or traction motors or gear cases making unusual noises? Yes - Go to Step d. No - Go to Step e. d. Take appropriate action specied by Indian State Railways rules and regulations concerning Locked Wheel. WARNING Do not, under any circumstances tow a locomotive having sliding /locked wheels, or move such a locomotive in tandem. e. Reset fault by pressing RESET key on locomotive computer display (Locked Wheel fault message screen). 3-18 GT46MAC Operators Manual
f. Has this fault occurred previously and no problem was found? Yes - Go to Step g. No - Go to Step h. g. On the locomotive computer display, disable Locked Wheel detection for the faulty axle(s) as directed on page 3-20. h. Continue monitoring for Locked Wheel fault recurrences. Report or shop locomotive at the next maintenance point for Locked Wheel system problem. (End of Locked Wheel Procedure) 2. Wheel Slip Condition While starting a train when rail conditions are exceptionally poor, an occasional WHEEL SLIP light ash indicates normal wheelslip control. Automatic sanding may also occur. Do not reduce throttle setting unless severe lurching threatens to break train. Note:When rail conditions are poor and the locomotive is operating in power above 2.4 km/h (1.5 MPH), occasional, irregular WHEEL SLIP light flashing may indicate wheel creep control failure. Operation may continue, but report condition to authorized maintenance personnel. 3. Wheel Slide Condition While operating in dynamic brake, intermittent WHEEL SLIP light ashing indicates normal wheelslide control. Automatic sanding may also occur. 4. Wheel Overspeed Condition The WHEEL SLIP indicator ashes On and Off to indicate wheel (and traction motor) overspeed, which can be caused by excessive track speed or by simultaneous slipping of all locomotive wheels. In either case, the system automatically corrects by adjusting traction alternator output.
Operation
3-19
To re-enable locked wheel detection on an axle: 1. Bring up Main Menu on locomotive computer display. 2. Select Lock Wheel Detect. (Locked Wheel Detection Status screen appears.) 3. Using the display panel arrow keys, select the axle that is to have locked wheel detection re-enabled. 4. Press F4 key. (Axle status changes to ENABLED, and F4 designation changes to DISABLE.) 5. Press EXIT key. (Main Menu appears.) 6. Press EXIT key. (Main Menu disappears, and #n MOTOR- - - - DETECTION message no longer displays for that axle. 3-20 GT46MAC Operators Manual
application may be made however, from the automatic brake valve of the second unit. Also, the automatic brake on this locomotive may be released by pulling up the bail-release ring on the independent brake handle, while automatic and independent brake handles are set in REL (release).
HELPER SERVICE
In helper service, an extra locomotive is temporarily coupled to the rear of the train. Helper air brake system set-up is the same as for double heading. There is no basic 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. Refer to railroad operating rules and instructions.
DYNAMIC BRAKING
Dynamic braking provides valuable assistance to air braking in many phases of locomotive operation. On this locomotive the gear ratio is 90:17, providing peak dynamic braking force from near zero speed to approximately 40km/h (25MPH). As speed as speed increases above approximately 40km/h, dynamic braking effectiveness gradually declines. If an inverter (bogie) is cut out, the other bogie still can apply dynamic braking. To apply dynamic braking, proceed as follows: 1. Make sure that reverser (directional handle) is set in the direction of locomotive motion.
WARNING
The 10 second delay in Step 2 applies to both DC and AC locomotives. Failure to wait 10 seconds may result in a sudden surge of dynamic brake effort when dynamic brake handle is advanced out of SET UP. 2. Return throttle to IDLE, then wait for 10 seconds before proceeding. 3-22 GT46MAC Operators Manual
3. Set the dynamic brake handle in SET UP. This establishes dynamic brake control circuits and applies minimal dynamic braking effort. 4. After slack has bunched, advance the dynamic brake handle past SET UP to initiate service level dynamic braking. As the handle advances from dynamic brake 1 toward dynamic brake 8, dynamic braking effort increases. Maximum dynamic braking current is automatically limited by the locomotive computer, depending on dynamic brake handle position and adhesion control. Because the locomotive computer automatically regulates dynamic braking, the console BRAKE WARN indicator should rarely light. If it does switch On, however, stop advancing the handle until it switches Off. If the BRAKE WARN indicator fails to switch Off after several seconds, slowly move the handle back toward setting 1 until the indicator does switch Off. After the indicator switches Off, the handle may again be advanced. Note: See BRAKE WARN Light information, below. 5. After dynamic brake operation is completed, wait 10 seconds with handle in IDLE to allow control contactors to reset for power operation and train slack to properly adjust before advancing handle into the throttle sector.
CAUTION
Failure to reduce dynamic braking current when the BRAKE WARN indicator has been On for more than a few seconds can result in major equipment damage and electrical fires. (Continues on next page.) Operation 3-23
The locomotive computer recognizes whether this locomotive originated the BRAKE WARN indication, or whether it came from another trainlined locomotive. If the warning is coming from a trainlined locomotive, this locomotive computer displays a message stating that fact. If BRAKE WARN indications are repeated, determine which locomotive is at fault, and take it out of dynamic braking service by setting its DYN BRAKE switch (on engine control panel) in CUT OUT. That locomotive then can operate normally under power, but cannot produce dynamic braking. If the faulty dynamic brake system is not cut out, and excessive braking effort continues for an extended period, an automatic dynamic brake lockout will occur.
ISOLATING LOCOMOTIVE
Observe the following if isolating the locomotive: 1. If the locomotive is operating in power in a multiple unit tandem, it may be isolated at any time, but be careful about when it is done, and make sure it really is necessary. 2. End dynamic braking operation before attempting to isolate the locomotive. Do so by reducing the lead locomotive dynamic brake handle setting to SETUP/IDLE, then setting isolation switch in START/ STOP/ ISOLATE to eliminate power and dynamic braking on that unit. When power or dynamic braking is resumed, locomotives that are not isolated will function normally.
INVERTER FAULTS
Most inverter fault conditions will cause the locomotive computer to display a fault message. Note: Certain faults cause the control computer of the affected TCC to automatically short out the TCC inverter output. This occurence, known as a crowbar, is very noticeable on the locomotive. It causes a loud THUMP, accompanied by a sudden vertical underframe jump. 3-24 GT46MAC Operators Manual
Inverter problems fall into three general classications based on fault severity and driver response Minor Faults - Locomotive computer corrects for fault by lowering excitation, and resets fault automatically. Intermediate Faults Driver resets fault by setting the throttle in IDLE and setting up for normal operation. Driver resets fault through the locomotive computer display. Refer to Fault Reset, page 4-9. Major Faults - Locomotive computer displays inverter or traction motor blower fault message. Driver can cut out faulted bogie as follows: 1. On the Crew Message screen displaying the fault message, press the CUT OUT key (F3), or, from the Main Menu select Traction Cutout. [Traction Status screen appears, describing each truck (bogie) as either ENABLED or DISABLED.] 2. On the Traction Status screen, select the truck (bogie) to be cut out. [The truck (bogie) status is ENABLED, and the F3 key designation is DISABLE.] 3. Press DISABLE key (F3) to cut out the selected truck (bogie). [Cutout process begins. During the process, which requires a few seconds, the truck (bogie) status changes to TRANSFER. When the process completes, the status changes to DISABLED and the locomotive computer displays a message stating that the cutout operation is completed.] 4. Press the EXIT key (F3) to return to the Main Menu, and press the EXIT key (F4) on the Main Menu.
Operation
3-25
7. 8. 9.
10.
6. All circuit breakers in the black background areas of the No.1 and No.2 electrical control cabinet circuit breaker panels are to remain On (levers Up). 7. At the engine control panel, set switches On as needed. 8. Set ENGINE RUN, CONTROL & FP, and GEN FIELD switches On (sliders Up) and other switches as needed.
STOPPING ENGINES
There are six ways to stop the engine: 1. On the engine control panel, set the isolation switch in START/STOP/ISOLATE, then press the EMERGENCY FUEL CUTOFF & ENGINE STOP pushbutton switch. (This switch is also known by its electrical reference designator, EFCO/STOP.) Since control system reaction time after pressing the EFCO/STOP pushbutton is very quick, the pushbutton need not be held in until the engine stops. 2. Press one of the emergency fuel cutoff (EFCO) pushbuttons. One is located near each fuel ller, on the side of the locomotive underframe. These pushbuttons operate in the same manner as the engine control panel EFCO/STOP pushbutton, and need not be held in nor reset. 3. Pull the layshaft (injector rack manual control lever) outward, toward the right side of the locomotive, and hold it there until the engine stops completely. The layshaft overrides the engine governor, forcing the fuel injector racks into the no fuel setting. 4. Close the low water detector test cock (lever horizontal). After some engine coolant leaks down, the low water detector trips, oil dumps from the governor low oil shutdown device, and the governor stops the engine. 5. To simultaneously stop all on-line engines in a multiple-unit tandem from the cab of the lead unit, press the red STOP section of the MU STOP switch on the right side of the No.2 control console. (The switch remains in STOP until the green RUN switch section is pressed.) 6. Pull out low oil shutdown plunger on the side of the engine governor. Operation 3-27
CAUTION
After draining a hot engine, allow it to cool off before attempting to refill it with coolant.
5. From the controlling locomotive A. Test brakes - Make a 1.4kg/cm2 (20psi) brake pipe reduction, then check for brake cylinder application. B. Increase brake pipe pressure to release.
CAUTION
If there is danger of freezing, the engine cooling system should be drained. Refer to FREEZING WEATHER PRECAUTIONS, page 3-28.
WARNING
When towing a dead locomotive The dead locomotive must be connected for MU operation. The battery switch must be closed and both CONTROL and COMPUTER CONTROL breakers must be On (levers Up) to provide locked wheel protection for the locomotive. TCC1 COMPUTER and TCC2 COMPUTER breakers must also be On (Up) to detect an unpowered locked wheel and alert the operator of this potentially dangerous condition. 4. All circuit breakers Off (levers Down) except CONTROL, COMPUTER CONTROL, TCC1 COMPUTER, and TCC2 COMPUTER which must be On (Up). See WARNING above. 5. Set all control switches OFF. 3-30 GT46MAC Operators Manual
6. Remove starting fuse. 7. Set throttle/dynamic brake handle in IDLE. Remove reverser (directional handle) from both controllers to lock the controls. 8. Install MU jumper cables on dead unit. Note: If there is danger of freezing, drain the engine cooling system. See FREEZING WEATHER PRECAUTIONS, page 3-28.
Operation
3-31
3-32
Section 4 Troubleshooting
CONTENTS OF THIS SECTION
Heading Page INTRODUCTION........................................................................ 4-1 LOCOMOTIVE COMPUTER DISPLAY PANEL........................ 4-3 LOCOMOTIVE COMPUTER DISPLAY PANEL DETAILS ...................................................... 4-4 Display Panel Keypad ........................................................... 4-4 Display Panel Screen ............................................................ 4-5 Navigating the Menus ........................................................... 4-6 COMPUTER DISPLAY OPERATION........................................ 4-6 Display Power Up .................................................................. 4-7 Crew Messages ..................................................................... 4-8 Fault Reset ............................................................................. 4-9 Traction Inverter Cutout ....................................................... 4-9 Cutting Out or Cutting In a Traction Inverter or Bogie (Truck).................................. 4-11 Main Menu............................................................................ 4-12 Maintenance Menu .............................................................. 4-14 TE Limiting Menu ................................................................ 4-14 Meter Menu .......................................................................... 4-15 Blanking the Screen............................................................ 4-16 CREW MESSAGE LIST........................................................... 4-17 INDICATOR LIGHT MESSAGES ............................................ 4-20
INTRODUCTION
This section describes the EM2000 locomotive computer display panel and how it provides messages and other forms of information to the locomotive operating crew. It also describes how the locomotive operating crew can use the computer display panel to perform certain important non-routine functions. In addition, this section also describes various control console indicator lights and lists potential EM2000 display locomotive crew messages. Troubleshooting 4-1
4-2
Figure 4-1. This display panel is an interactive device that is an interface between the locomotive computer (EM2000) and the locomotive operating crew. The crew can read the display and input information to the computer through the keypad. The computer directs operator input through messages it displays. Note: This manual is intended primarily for locomotive operation. Refer to the Locomotive Service Manual for locomotive maintenance. Some illustrations in this section are simulations of the display screen they may not be 100% accurate representations of the screen appearance. However, we have attempted to accurately convey the content of all screen text. Troubleshooting 4-3
CT42509
Figure 4-2. The locomotive computer display panel keypad, Figure 4-1, page 4-3, is equipped with 16 keys. They are defined below. F1, F2, F3, F4 Keys are called function keys. They have functions that vary with each screen. Pressing a function key typically requests the locomotive computer to perform a function - reset a fault, cut out an inverter, display stored data, etc. The function keys are directly below the display screen. The bottom line on the screen names the function that each function key can perform. If no function appears above a function key, it has no function on that screen. ON / OFF Key controls display panel operating power. MAIN MENU Key returns screen to main menu. BRIGHT/DIM Key controls screen intensity. HE POWER Key Not used. Arrow Keys ( , , ) move the screen cursor. , SELECT Key selects the item at the cursor location. CREW Key returns screen to crew messages display. SLOW SPEED Key Not used. HELP Key Not used. 4-4 GT46MAC Operators Manual
36680
Figure 4-3. Display Screen Layout There are three major locomotive computer display screen classifications: Crew Message Screens - Replace annunciator module and local engine indicator lights used on previous model locomotives. Note: Crew Messages describe normal operating conditions and various locomotive problems. Examples of conditions and problems described by crew messages: Engine speeds up because water temperature is too low. Locomotive is not properly set up for the requested mode of operation. Traction power is being limited for some reason. Some locomotive equipment or system has failed, and a protective function is active. Menu Screens - Offer choices such as various service functions routinely performed by the operating crew: fault reset, system cutout, etc. Blank Screens - Reduce annoying screen illumination when screen is not in use.
Troubleshooting
4-5
blower fails, the fault causes bogie power lockout and a crew message. To continue operation, cut out the traction inverter for that bogie.
Display Power Up
When the locomotive computer and its display panel initially power up after a shutdown, the computer displays the following on the screen: 1. Fault messages that occurred since the fault annunciator was last reset are stored in locomotive computer archive memory. The MAINTENANCE INFORMATION STORED message appears at the top of the screen for ten seconds after power up if there are any messages in the annunciator. 2. If there are no stored (archived) fault messages and there are active crew messages, then the computer will display them on the Crew Message screen. For more information refer to page 4-8. Note: Only one message is displayed on the screen at a time. Each message has a specific priority for display. Priority is set in order of importance to the operator and the locomotive. The locomotive computer uses the priority to determine the message display order. 3. If there are no active crew messages, then the locomotive computer displays the Main Menu screen, Figure 4-7, page 4-13.
Troubleshooting
4-7
Crew Messages
The Crew Message screen, Figure 4-4, next, annunciates fault conditions that require immediate attention - important crew messages interrupt the other display functions. Typical crew messages are listed starting on page 4-17.
Crew Message #x of y alarm status crew message line 1 crew message line 2 | - - - - - function key assignments - - - - - |
F1
F2
F3
F4
36681
Line 1 - x = Message Number y = Number of Available Messages Line 2 - Blank or ALARM (if message caused alarm) Lines 3 & 4 - Crew Message Line 5 - Blank Line 6 - Function Key (F1, F2, F3, F4) assignments: - RESET: Resets faulted/locked out functions. - CUTOUT: Cuts out devices. - NEXT: Displays next lower priority message. - PREVIOUS: Displays next higher priority message. Figure 4-4. Crew Message Format
4-8
Fault Reset
Figure 4-5, next, illustrates a typical crew message: a grid overcurrent fault is annunciated. Pressing function key F3, resets this fault, provided that the fault condition is not still present.
.
Crew Message #1 of 3
ALARM REDUCED DYNAMIC BRAKE GRID OVERCURRENT RESET
F1
F2
F3
F4
36682
Note: The locomotive must be unloaded while attempting to disable/enable a traction inverter. Access the Traction Status screen in either of two ways Select TRACTION CUT OUT on the Main Menu. Operate the CUT OUT function key on a Crew Message screen indicating a faulted device. - Traction Status Truck 1: Truck 2: aaaaa bbbbb TRACTION TRACTION
v v
Key Stat
EXIT
F1
F2
F3
F4
aaaaa and bbbbb = DISABLED or ENABLED or FAIL DSBL or FAIL ENBL or TRANSFER Key Stat = DISABLED or ENABLED or FAIL DSBL or FAIL ENBL Function Key F3 denition: - If cursor is on a truck (bogie) with FAIL DSBL (cut out failed) or DISABLED status, F3 is ENABLE. - If cursor is on a truck (bogie) with FAIL DSBL (cut in failed) or ENABLED status, F3 is DISABLED.
Figure 4-6. Truck (Bogie) Electrical Status Note: In order to continue operation after a fault causes power lockout (crew message appears), it is necessary to disable a truck (bogie).
4-10
6. If the cursor is at Truck 1, and bogie 1 is ENABLED, only the DISABLE and EXIT functions are available because this bogie is already enabled. 7. Press DISABLE key (F3) to cut out the #1 bogie. During cutout process, truck (bogie) status changes to TRANSFER. (No function keys are designated during cutout process.) If cutout process is successful, Truck 1 (bogie 1) status changes to DISABLED on the display. Note: If just interrogating computer for bogie status, make sure both bogies are cut in before operating locomotive.
Main Menu
To bring up the Main Menu screen, Figure 4-7, page 4-13, press the MAIN MENU key once, or press the EXIT key on other screens as many times as necessary. The Main Menu screen is the primary access to the locomotive computer for locomotive service and service-type driver functions. Starting at the Main Menu screen, service personnel have multiple screen options available for evaluating performance, testing subsystems, and troubleshooting equipment and circuitry. The cursor in Figure 4-7 is set at Data Meter. If the SELECT function key, F3, is pressed, the displayed screen changes to the meter menu screen, Figure 4-11, page 4-16. If the NEXT function key, F2, is pressed while Page 1 of the Main Menu screen displays, Figure 4-7, Main Menu Page 2, appears - Figure 4-8, page 4-13.
4-12
- Main Menu 1:2 Data Meter Fault archive Self Tests Running totals Unit Information English/metric Traction cutout Lock Wheel Detect
NEXT
v
PREVIOUS
v v
SELECT
EXIT
F1
F2
F3
F4
2:2
SELECT
EXIT
F1
F2
F3
F4
Troubleshooting
4-13
Maintenance Menu
Pressing NEXT key on Main Menu page 1 brings up Main Menu page 2, Figure 4-8, above. Selecting MAINTENANCE then brings up the Maintenance Menu, Figure 4-9, next.
TE Limiting Menu
Selecting TE Limiting on Maintenance Menu, Figure 4-8, above, brings up the TE Limiting Menu, Figure 4-10, page 4-15. Pressing the CHANGE key, F1, toggles the Maximum Tractive Effort <value> term between MAXIMUM and REDUCED. See STARTING LOCOMOTIVE ON BRIDGE (TE LIMIT), page 3-15, for usage information.
SELECT
EXIT
F1
F2
F3
F4
4-14
- TE Limiting Menu This option reduces locomotive Maximum Tractive Effort. Press CHANGE to increase or reduce TE. Maximum Tractive Effort = <value>
CHANGE
EXIT
F1
F2
F3
F4
Meter Menu
Selecting DATA METER on the Main Menu brings up the Meter Menu screen, Figure 4-11, page 4-16. Information related to any of the meter menu items can be found by highlighting the meter menu item, then pressing the SELECT key, F3.
Troubleshooting
4-15
- Meter Menu Program Meter Power Data Dynamic brake Creep Control Starting system Cooling System Digital I/O Speed Meter
NEXT
v
SELECT
EXIT
F1
F2
F3
F4
Troubleshooting
4-17
ENGINE SHUTDOWN - ENGINE OIL TEMPERATURE ENGINE SPEED FAILURE ENGINE SPEED INCREASE - COOL DOWN CYCLE ENGINE SPEED INCREASE - LOW AIR PRESSURE ENGINE SPEED INCREASE - LOW WATER TEMPERATURE ENGINE SPEED INCREASE - MANUAL LOW IDLE OVERRIDE ENGINE SPEED INCREASE - TRACTION MOTOR COOLING ENGINE SPEED INCREASE - LOW AIR PRESSURE EXCEEDED MOTOR SHORT-TIME RATING FILTER BLOWER MOTOR CIRCUIT BREAKER IS OPEN FORCED IDLE - ENGINE RUN SWITCH DOWN FUEL PUMP NOT RUNNING GENERATOR FIELD OVEREXCITATION GOVERNOR SHUTDOWN GROUND RELAY - DYNAMIC BRAKE GROUND RELAY - POWER HOT ENGINE - LEAD UNIT NULLIFICATION HOT ENGINE - THROTTLE 6 LIMIT #n LOCKED POWER WHEEL #n LOCKED WHEEL #n LOCKED WHEEL DETECTION DISABLED #n LOCKED WHEEL PROTECTION ENABLED LOW HORSEPOWER INDICATION LUBE OIL FILTER BYPASSED MEM MODULE IS MISSING MOTOR IS CUTOUT DUE TO A FAULT MOTOR #n SLIPPED PINION NO ACTIVE CREW MESSAGES NO DYNAMIC BRAKE - DYNAMIC BRAKE CUTOUT NO DYNAMIC BRAKE - GROUND RELAY LOCKOUT NO DYNAMIC BRAKE - TRACTION MOTOR CUTOUT NO DYNAMIC BRAKE TRACTION MOTOR #n FLASHOVER GROUND RELAY LOCKOUT NO LOAD - COMPUTER HARDWARE FAILURE NO LOAD - ENGINE TEMPERATURE FEEDBACK FAILURE NO LOAD - FORCED STOP NO LOAD - GENERATOR FIELD SWITCH DOWN OR SDR RELAY IS PICKED UP
4-18
NO LOAD - GROUND RELAY CUTOUT NO LOAD - IMPROPER B CONTACTOR STATUS NO LOAD - IMPROPER GFC STATUS NO LOAD - IMPROPER GFD STATUS NO LOAD - MB SWITCHGEAR NOT CORRECT NO LOAD - NO COMPANION ALTERNATOR OUTPUT NO LOAD - PCS OPEN NO LOAD - RV SWITCHGEAR NOT CORRECT NO LOAD - SIMULTANEOUS FORWARD/ REVERSE REQUEST NO LOAD - SIMULTANEOUS POWER/SLOW SPEED REQUEST NO LOAD - THROTTLE NOT RESET NO LOAD - UNIT IS ISOLATED NO LOAD TEST, DYNAMIC BRAKE EXCESSIVE GRID BLOWER #n CURRENT NO LOAD TEST, DYNAMIC BRAKE GRID BLOWER #n GRID FAILURE NO LOAD TEST, DYNAMIC BRAKE GRID CURRENT IMBALANCE NO LOAD TEST, DYNAMIC BRAKE - GRID OPEN CIRCUIT NO LOAD TEST, DYNAMIC BRAKE - GRID OVERCURRENT NO LOAD TEST, DYNAMIC BRAKE - GRID SECTION SHORTED NO LOAD TEST, DYNAMIC BRAKE NO GRID BLOWER #n CURRENT NO POWER - GROUND RELAY LOCKOUT NO START - CONTROL CIRCUIT BREAKER OR CONTROL/FUEL PUMP SWITCH DOWN NO START - EPC FAILED TO PICK UP REDUCED DYNAMIC BRAKE - ENGINE SPEED UP FAILURE REDUCED LOAD - THROTTLE 3 LIMIT, HIGH AIR/OIL TEMPERATURE REDUCED LOAD - THROTTLE 6 LIMIT, FAILED/OPEN OIL PRESSURE SENSOR REDUCED LOAD - THROTTLE 6 LIMIT, AILED/OPEN OIL TEMPERATURE SENSOR REDUCED LOAD - THROTTLE 6 LIMIT, HIGH FUEL PRESSURE INTO THE ENGINE REDUCED LOAD - THROTTLE 6 LIMIT, HIGH FUEL TEMPERATURE INTO THE ENGINE REDUCED LOAD - THROTTLE 6 LIMIT, LOW FUEL PRESSURE INTO THE ENGINE
Troubleshooting
4-19
REDUCED LOAD - THROTTLE 6 LIMIT, FAILED/OPEN WATER PRESSURE SENSOR REDUCED POWER, DYNAMIC BRAKE TRACTION MOTOR BLOWER #n FAULT REDUCED TRACTIVE EFFORT - TRACTION MOTOR OVERLOAD REVERSER HANDLE CENTERED SIMULTANEOUS POWER/DYNAMIC BRAKE REQUEST STARTER MOTOR OVERLOAD TRACTION MOTOR #n CUTOUT TRACTION MOTOR #n FLASHOVER TRAINLINE ALARM BELL TURBOCHARGER CIRCUIT BREAKER OPEN TURBOCHARGER LUBE PUMP NOT RUNNING VOLTAGE LIMITING DUE TO GROUND RELAY WATER DRAIN DISABLED OR CIRCUIT BREAKER OPEN WHEEL OVERSPEED
Fault indications above continue until driver uses locomotive computer display panel to reset fault. See WARNING, next.
4-20
WARNING Locked wheels on moving locomotives are very dangerous. If locked wheel is indicated, do the following:
Action Required: Stop the train and set the throttle handle in IDLE. Then follow the procedure provided for Locked Wheel Condition on page 2-14.
WHEEL SLIP Light, Flashing Irregularly or Occasionally For this locomotive, or for any locomotive connected to this locomotive by train jumpers, the conditions listed below can activate the control console WHEEL SLIP light. Startup/Slow Conditions: Speed under 2.4km/h (1.5 MPH); normal startup wheelslip correction operation. Action Required: No action required. Do not reduce throttle unless slipping threatens to break the train. Normal Running Conditions: Speed over 2.4km/h (1.5 MPH); backup of Super Series wheel creep control operation. Possible failure of Super Series. May also indicate normal wheelslip detection/ control on trainlined non-Super Series units. Action Required: No action required. Do not reduce throttle unless slipping threatens to break the train. Overspeed Conditions: Wheel overspeed detected by computer. The indicator light ashes - 3 seconds On/ 3 seconds Off - to indicate wheel (and traction motor) overspeed, and locomotive computer displays WHEEL OVERSPEED message. Cause may be excessive track speed or simultaneous slipping of all locomotive wheels. In either case, the system automatically corrects by regulating traction alternator output (power drops out until speed drops, then picks up again). Locomotive computer message and indicator light ashing automatically cancel after recovery. Action Required: Reduce throttle setting.
Troubleshooting
4-21
PCS OPEN Light On Conditions: Penalty or emergency brake application and loss of power. Computer displays NO LOAD - PCS OPEN message, motoring/ dynamic braking power is cut off, and diesel engine is limited to throttle 1 speed. Action Required: Set throttle in IDLE. Set automatic brake in EM (Emergency), wait 60 seconds, then set in REL (Release). Reset Train Monitoring system with drivers pushbutton signal switch. BRAKE WARN Light On Conditions: Excessive dynamic brake current on this locomotive or on a trainlined locomotive. Action Required: Reduce dynamic brake handle setting immediately. If light stays On, set DYN BRAKE cutout switch on engine control panel in CUT OUT (slider Down). Computer then displays NO DYNAMIC BRAKE - DYNAMIC BRAKE IS CUT OUT message. TE LIMIT Light On Conditions: This light indicates REDUCED tractive effort has been selected from the locomotive computer display on this locomotive or on a trainlined locomotive. Action Required: Select MAXIMUM tractive effort from locomotive computer display when REDUCED tractive effort no longer is required. See page 4-14. SAND Light On Conditions: This light indicates locomotive sanding is active on this locomotive and on trainlined locomotives for any of various reasons (SAND switch operated, automatic sanding initiated for wheel creep enhancement, etc.). Action Required: None. FLSHR LAMP Light Conditions: This light flashes On/Off when either outside flasher lamp (at cab end or at long hood end) is flashing, provided that outside flasher lamp is not burned out and LIGHTS breaker is closed. Flashes at same rate as outside flasher lamp. Action Required: Open asher light switch when asher light operation is no longer required. 4-22 GT46MAC Operators Manual
Alphabetic Index
A
A.C. CONTROL Breaker pg. 2-29 AC GTO #1 & #2 PWR SUPPLY Breakers - pg. 2-31 Accelerating a Train - pg. 3-16 air brake cab control unit pg. 2-37 Air Brake Equipment - pg. 2-37, - pg. 3-5 air brake gauges, console pg. 2-9 air brake system - pg. 1-3 Air Compressor - pg. 1-3 AIR DRYER Breaker - pg. 2-29 air flow indicator - pg. 2-10 Alerter Alarm - pg. 2-36 Alerter Light - pg. 2-16 Alerter Reset Switch - pg. 2-23 Alerter System - pg. 2-27 Attendant Call Switch - pg. 2-8 Automatic Brake Handle pg. 2-20 Automatic DC Link Discharge pg. vii automatic discharge, DC link pg. vii AUX. GEN. Breaker - pg. 2-43 AUX. GEN. F.B. Breaker pg. 2-31 AUX. GEN. FLD Breaker pg. 2-31 auxiliary gen. output - pg. 1-2 auxiliary generator feedback breaker - pg. 2-31 auxiliary generator field breaker - pg. 2-31 Battery Charging Ammeter pg. 2-36 Battery Knife Switch - pg. 2-43 blanking the computer display screen - pg. 4-16 Bogie Cutout - pg. 4-9 Bogie Electrical Status pg. 4-10 Brake Pipe Leak Test - pg. 3-13 BRAKE WARN Light - pg. 2-16, - pg. 3-23, - pg. 4-22
C
CA6B - pg. 1-2 Cab Circulating Fans - pg. 2-6 Cab Control Unit, air brake pg. 2-19 Cab Equipment - pg. 2-6 Cab Fan Switch - pg. 2-8 CAB FANS Breaker - pg. 2-29 Cab Lights - pg. 2-6 Capacities - pg. 1-3 CCB air brake computer pg. 2-37 CCB system - pg. 2-37 CCU - pg. 2-19, - pg. 2-37 Changing Operating Ends pg. 3-25 Circuit Breaker and Test Panel pg. 2-33 Circuit Breaker Panel - pg. 3-5 Circuit Breaker Panel, No.1 electrical control cabt. pg. 2-29 Circuit Breaker Panels - pg. 3-4 Class Lights Switch - pg. 2-36 companion alt. output - pg. 1-2 Computer Control Breaker pg. 2-32 Computer Display Operation pg. 4-6 Computer Display Power Up pg. 4-7
B
BATT SW - pg. 2-43 batteries - pg. 1-3
ALPHABETIC INDEX
I-1
Console Air Brake Equipment pg. 3-6 CONTROL & FP Switch pg. 2-26 control and operating switches pg. 2-25 CONTROL Breaker - pg. 2-30 Control Consoles - pg. 3-5, pg. 3-6 Coupling Locomotive to Train pg. 3-12 Coupling Locomotives Together - pg. 3-11 crankcase pressure detector tripped - pg. 2-41 Crew member terms in this manual - pg. x Crew Message List - pg. 4-17 Crew Messages - pg. 4-8 crowbar - pg. 3-24 curve negotiation - pg. 1-4
Dynamic Braking - pg. 3-22 Dynamic Braking Effort - pg. 1-4 Dynamic Braking Locomotives in Tandem - pg. 3-12
E
ECC1 - pg. 2-28 ECC2 - pg. 2-42 EM2000 - pg. ix Emergency Fuel Cutoff & Engine Stop Switch - pg. 2-36 Engine Control Panel - pg. 2-34, - pg. 3-4, - pg. 3-5 Engine Inspection - pg. 3-6 engine overspeed reset lever pg. 2-41 Engine Protector - pg. 2-42 Engine Run Switch - pg. 2-25 Engine Starting Procedure pg. 3-7 engine stop switch - pg. 2-24 Engineroom Equipment pg. 2-38 Engineroom Inspection - pg. 3-4 engineroom lights switch pg. 2-36 equipment locations - pg. 1-7 EVENT RECORDER Breaker pg. 2-29 Exterior Lights Switch - pg. 2-35
D
DC link breaker - pg. 2-30 DC link definition - pg. vi DC link discharge - pg. vii DC Link Voltage - pg. vi DCL CONTROL Breaker pg. 2-30 dead engine cutout cock pg. 2-37 dimensions, locomotive - pg. 1-3 Dimmer - Gauge Lights - pg. 2-9 Direct Brake Handle - pg. 2-22 discharge DC link - pg. vii Display Panel Keypad - pg. 4-4 Display Panel Screen - pg. 4-5 display power-up - pg. 4-7 Double Heading Service pg. 3-21 Draining Cooling System pg. 3-28 Dyn Brake Cut Out Switch pg. 2-35 DYN BRK CONT CB - pg. 2-26 dynamic brake control breaker pg. 2-26 Dynamic Brakes - pg. 1-3
F
Fault Reset (thru computer display) - pg. 4-9 FILTER BLOWER MTR Breaker - pg. 2-31 Flasher Lamp switches - pg. 2-9 FLSHR LAMP Light - pg. 2-15, pg. 4-22 FP/ES switch - pg. 2-39 Freezing weather Precautions pg. 3-28 front end, definition - pg. 1-6 Fuel Filter Pressures - pg. 2-39 Fuel Oil Sight Glasses - pg. 3-8 Fuel Prime/ Engine Start switch pg. 2-39 FUEL PUMP Breaker - pg. 2-31
I-2
fuel pump switch - pg. 2-26 function keys, locomotive computer display - pg. 4-4 Fuse and Switch Compartment pg. 3-4
K
Knife Switch - pg. 2-43 Knorr (NYAB) system - pg. 1-3 Knorr air brake sys. breaker pg. 2-32
G
gauge lights dimmer - pg. 2-9 Gauge Lights Switch - pg. 2-8 gauges, air brake, console pg. 2-9 GEN FIELD Switch - pg. 2-25 GEN FLD Breaker - pg. 2-33 general arrangement - pg. 1-7 general description, locomotive pg. 1-5 general locomotive data pg. 1-2 Generator Field Breaker pg. 2-33 generator field switch - pg. 2-25 Governor Low Oil Trip Reset Plunger - pg. 2-40 Ground Inspection - pg. 3-3 Ground Relay Cutout Switch pg. 2-32
L
Layshaft - pg. 2-39 Lead Unit Cab Inspection pg. 3-4 Leaving Locomotive Unattended - pg. 3-31 light locomotive handling pg. 3-11 LIGHTS Breaker - pg. 2-29 LOCAL CONTROL Breaker pg. 2-30 Locked Powered Wheel Condition - pg. 4-20 Locked Wheel Condition pg. 2-13, - pg. 3-18 Locked Wheel Detection Disabling/ Enabling - pg. 3-20 Locked Wheel Procedure pg. 3-18 locked wheel procedure pg. 2-14 locomotive batteries - pg. 1-3 locomotive computer - pg. ix Locomotive Computer Display Panel - pg. 4-3 Locomotive Controller - pg. 2-16 locomotive curve negotiation pg. 1-4 locomotive dimensions - pg. 1-3 locomotive dyn. brake effort pg. 1-4 Locomotive General Arrangement - Side View pg. 1-7 Locomotive General Data pg. 1-2 Locomotive General Description - pg. 1-5 Locomotive Speed Limit pg. 3-21
H
Handling Light Locomotive pg. 3-11 HDLT. Switches - pg. 2-24 HDLTS Breaker - pg. 2-29 headlight switches - pg. 2-24 Helper Service - pg. 3-22 High Motor TE indicator pg. 2-11 Horn Switches - pg. 2-24
I
Independent Brake Handle pg. 2-22 Indicating Lights Panel, console - pg. 2-12 Indicator Lights - pg. 4-20 Injector Rack Manual Control Lever - pg. 2-39 input capacitors, TCC - pg. vi Inverter Faults - pg. 3-24 inverter vs. converter - pg. 1-5
ALPHABETIC INDEX
I-3
locomotive speed limits - pg. 1-4 locomotive tractive effort pg. 1-4 locomotive weight - pg. 1-4
M
Main Generator Assembly pg. 1-2 Main Menu on computer display - pg. 4-12 MAINT ROOM LIGHTS Switch pg. 2-36 Maintenance Menu on computer display - pg. 4-14 manual Sand switch - pg. 2-23 Mechanical Interlocks on Controller - pg. 2-19 Meter Menu on computer display - pg. 4-15 MICRO AIR BRAKE Breaker pg. 2-32 Miscellaneous Equipment pg. 2-42 Mixed Gear Ratio Operation pg. 3-21 MU - pg. 1-5 MU ENG STOP switch pg. 2-24
Power / Dyn Brake Handle pg. 2-17 PRECAUTIONS - pg. 3-10 Precautions Before Moving Locomotive - pg. 3-10 Preparation for Service - pg. 3-3 Pumping Up Air - pg. 3-12
R
RADIO Breaker - pg. 2-29 resetting faults thru computer display - pg. 4-9 REVERSER (Directional Handle) - pg. 2-16 Running throiugh Water pg. 3-16 Running Through Water pg. 3-16
S
Safety Precautions, GT46MAC pg. vi SAND Light - pg. 2-12 SAND Light On - pg. 4-22 Sand Switch - pg. 2-23 Setting Locomotives On Line pg. 3-10 speed limits - pg. 1-4 Speedometer - pg. 2-11 Starting Fuse - pg. 2-43 Starting Fuse and Battery Knife Switch Box - pg. 2-43 Starting Fuse and Battery Switch Box - pg. 3-5 starting lead engine - pg. 3-7 Starting Locomotive on a Bridge (TE Limit) - pg. 3-15 Starting Locomotive Uphill pg. 3-15 Starting the Engine - pg. 3-6 starting trailing engines - pg. 3-9 Starting Train - pg. 3-13 Startup/Slow Conditions pg. 4-21 Stopping Engines - pg. 3-27 Supplies/ Capacities - pg. 1-3
N
Navigating Computer Display Menus - pg. 4-6 No. 1 Electrical Control Cabinet pg. 2-28 No. 2 Electrical Control Cabinet pg. 2-42 No. 2 Electrical Control Cabinet (ECC2) - pg. 3-3 Normal Running Conditions pg. 4-21
O
overheating starting motors pg. 3-9 overspeed trip reset - pg. 2-41
P
PCS OPEN Light - pg. 2-15, pg. 4-22 plugging traction motors - pg. viii
T
TA17 - pg. 1-2
I-4
tandem - pg. 1-5 TCC definition - pg. 1-5 TCC Electronics Blower Motor Breaker - pg. 2-32 TCC1 & TCC2 BLOWER Breakers - pg. 2-34 TCC1 and TCC2 Computer Breakers - pg. 2-31 TCCs - pg. 1-2 TE limit - pg. 3-15 TE LIMIT Light - pg. 2-12, pg. 4-22 TE Limiting Menu on computer display - pg. 4-14 TE meter - pg. 2-11 throttle handle - pg. 2-17 Towing Locomotive Dead in Tandem - pg. 3-30 Towing Locomotive in Train with Engine Running - pg. 3-28 Towing Locomotive in Train with Engine Shut Down - pg. 3-29 traction alt. output - pg. 1-2 traction alternator field breaker pg. 2-33 traction control computer breakers - pg. 2-31 Traction Inverter Cutout - pg. 4-9 traction inverters - pg. 1-2 traction motor plugging - pg. viii traction motors - pg. 1-2 Tractive Effort - pg. 1-4 tractive effort limit - pg. 3-15 Tractive/Dynamic Brake Effort Meter - pg. 2-11 Trail/ Lead Air Brake Set-up Switch - pg. 2-22 Trailing Locomotive Cab Inspection - pg. 3-5 TURBO Breaker - pg. 2-31
W
Water Level Sight Gauge pg. 2-39 water on rail - pg. 3-16 weight, locomotive - pg. 1-4 Wheel Control - pg. 3-16 Wheel Control Indications pg. 3-17 Wheel Creep Control - pg. 3-16 Wheel Overspeed Condition pg. 2-15, - pg. 3-19 Wheel Overspeed Conditions pg. 4-21 Wheel Slide Condition - pg. 3-19 Wheel Slip Condition - pg. 2-14, - pg. 3-19 Wheel Slip Control - pg. 3-17 WHEEL SLIP Light - pg. 2-12 WHEEL SLIP Light, Continuous or Flashing Regularly pg. 4-20 WHEEL SLIP Light, Flashing Irregularly or Occasionally pg. 4-21 Windshield Wiper Controls pg. 2-9
U
uphill starting - pg. 3-15
V
Vigilance Reset Switch pg. 2-23 vigilance system - pg. 2-27
ALPHABETIC INDEX
I-5
I-6