TSG 07-037 MU Conflict Faults

TSG#: 07-037
REVISION: Release
REVISION DATE:
ISSUE DATE: March 31, 2009
AUTHOR: M. Froelich
APPROVED BY: A. Vath
Customer Engineering Electro-Motive Diesel, Inc. 9301 W. 55th Street LaGrange, IL 60525
TROUBLESHOOTING GUIDE - MU Conflict Faults
FormCEF-013 Rev C, 03/19/2008

Page 1

Copyright Electro-Motive Diesel, Inc.. All rights reserved. Neither this document, nor any part thereof, may be reproduced or reprinted without the prior written
consent of the Electro-Motive Diesel, Inc.

Table of Contents

Introduction.....................................................................................................................................................1
Locomotives Affected.....................................................................................................................................1
Recommended Tooling...................................................................................................................................1
Theory of Operation.......................................................................................................................................2
Standard Operating Description.....................................................................................................................3
Fault Codes Addressed...................................................................................................................................5
Troubleshooting Steps....................................................................................................................................6
Table 5: Generic Troubleshooting Steps.................................................................................................6
Table 6: Simultaneous Power/Slow Control Fault Troubleshooting...................................................8
Table 7: Simultaneous Power/Dynamic Brake Fault Troubleshooting..............................................10
Table 8: Simultaneous Dynamic Brake/Speed Control Fault Troubleshooting.................................11
Table 9: Simultaneous Forward/Reverse Fault Troubleshooting.......................................................13
Table 10:MU Stop Request Fault Troubleshooting...........................................................................14
Help Desk Troubleshooting..........................................................................................................................15
Appendix A: TLF300 Module Troubleshooting...........................................................................................16
Feedback Form.............................................................................................................................................18

NOTE: The troubleshooting procedures contained in this guide are intended as general guidelines.
If any specific step within this guide causes a violation of railroad or local safety rules, do not
perform that specific step and contact your local EMD rep for troubleshooting guidance.

Introduction
This Troubleshooting Guide (TSG) is issued to provide an overview and troubleshooting guidelines for
Locomotives that are logging MU conflict faults excessively, or unexpectedly.

Locomotives Affected
SD70ACe, SD70M-2, SD70M, SD70MAC, SD80/90MAC

Recommended Tooling
Digital Multi-meter
Appropriate Locomotive Schematic
Note: Verify all plug/pin/socket/wire locations and designations listed in this
TSG against the appropriate locomotive schematic before troubleshooting.
Some locations or designations may vary between locomotive orders.

TSG#: 07-037
REVISION: Release
REVISION DATE:
AUTHOR: M. Froelich
FormCEF-013 Rev C, 03/19/2008

Page 2


Theory of Operation
When multiple locomotives are linked together in consist, they are controlled from the Lead Unit through
the train line signals that pass through the MU cable between two locomotives. Table 1, which can be
found near the front of the locomotive schematic, outlines the functions of the 27 point circuit. The engine
speed control signals on T3, T7, T12 and T15, correspond to the engine control Valves D, C, B, and A
respectively, and the LCC inputs THST56, TH3-8, TH5-8, and TH2468 respectively.

Table 1: Locomotive MU Trainlines
MU Point Description
1 Slow Speed
2 Alarm Bell
3 Engine Speed D Valve
4 Control negative
5 Emergency Sanding
6 Generator Field
7 Engine Speed C Valve
8 Forward
9 Reverse
10 Wheel slip indication
11 Spare
12 Engine speed B Valve
13 Control Positive
14 Spare
15 Engine Speed A Valve
16 Engine Run
17 Dynamic brake - set up
18 Spare
19 Spare
20 Dynamic brake - warning
21 Dynamic brake excitation set up
22 Compressor Sync
23 Sanding Control
24 Dynamic Brake Excitation Control
25 Headlight
26 Spare
27 spare

TSG#: 07-037
REVISION: Release
REVISION DATE:
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FormCEF-013 Rev C, 03/19/2008

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Standard Operating Description
Whenever T3 (D Valve) is energized and T7, T12, T15 (C, B, A valves respectively) are all de-energized,
the locomotive will log the MU Engine Stop Request fault. Normally this can happen if the throttle
handle is put into Stop position or the MU Stop button is pressed.

When in any operating mode where dynamic brake is active, throttle inputs from the trainline are ignored
for engine speed control. The exception to this is the T3 (THST56) input alone, as this signifies an Engine
Stop request. If T7, T12, T15 are energized while in any DB OpMode (meaning T21 is energized), the
fault Simultaneous Power/Dynamic Brake Request will be logged.

If T8 (Direction Forward) and T9 (Direction Reverse) are both energized at the same time, the Locomotive
will log the fault Simultaneous Forward/Reverse Request.

If T21(Dynamic Brake Mode) and T1 (Slow Speed Control Mode) are both energized at the same time, the
Locomotive will log the fault Simultaneous Speed Control/Dynamic Brake Request.

If T6 (Generator Field request) and T1 (Slow Speed Control Mode) are both energized at the same time,
the Locomotive will log the fault Simultaneous Power/Speed Control Request.

Table 2: Signals To Monitor
Normal Operation
Trainline
TLF
Module
Test
Point
Distributed
Power
DIO
output coil
EM2000
Signal
Name
Stop
Request
DB
Slow
Speed
Control
Power
T1 7 D SC TL 1T< 0 0 1 0
T6 3 D GF GF Req< 0 0 0 1
T3 2 D DV THSt56< 1 0 * *
T7 4 D CV TH 3 8< 0 0 * *
T12 8 D BV TH 5 8< 0 0 * *
T15 9 D AV TH2468< 0 0 * *
T21 12 D DBON DB 21T< 0 1 0 0
T8(SH)
/T9(LH)
6 D RE RHSw R< X 1 0 1 0 1 0
T9(SH)
/T8(LH)
5 D FO RHSw F< X 0 1 0 1 0 1
Note: 0 = Off, 1 = On, X = Doesnt matter, * = see Table 3 for further information

TSG#: 07-037
REVISION: Release
REVISION DATE:
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FormCEF-013 Rev C, 03/19/2008

Page 4


Table 3: Throttle Switch Normal Operation
Throttle Position Engine
Speed
Valves
EM2000
Signal
Name
Interlock
connection
Stop Idle 1 2 3 4 5 6 7 8
TH 1 8< C-D X X X X X X X X
A-B X
IDLE
C-D X
A-B X X X
D THSt56<
C-D X X X
C TH 3 8< C-D X X X X X X
A-B X X X X X X
B TH 5 8<
C-D X X X X
A TH2468< A-B X X X X
Note: X = closed interlock. Blank = open interlock.

TSG#: 07-037
REVISION: Release
REVISION DATE:
AUTHOR: M. Froelich
FormCEF-013 Rev C, 03/19/2008

Page 5


Fault Codes Addressed
The fault codes listed below in Table 4 are addressed by the troubleshooting procedures in Table 5. Not all
fault codes are used on all locomotives. Different locomotive orders may log different fault codes.

Table 4: Fault Codes
Fault Code Description
130
NO LOAD - SIMULTANEOUS POWER AND DYNAMIC BRAKE
REQUEST
131
NO LOAD - SIMULTANEOUS SPEED CONTROL AND POWER
REQUEST
132
NO LOAD SIMULTANEOUS SPEED CONTROL AND DYNAMIC
BRAKE REQUEST
228 NO LOAD - SIMULTANEOUS FORWARD/REVERSE REQUEST
587 MU ENGINE STOP REQUEST
1015 MU ENGINE STOP REQUEST
4184
NO LOAD - MU FAULT DETECTED SIMULTANEOUS POWER/DB
REQUEST
4185
NO LOAD - MU FAULT DETECTED SIMULTANEOUS SPEED
CONTROL/DB REQUEST
4197
NO LOAD - MU FAULT DETECTED FORWARD/REVERSE DIRECTION
CONFLICT
4246
NO LOAD - MU FAULT DETECTED POWER/SPEED CONTROL
CONFLICT
4413
NO LOAD - MU FAULT DETECTED DYNAMIC BRAKE / SPEED
CONTROL CONFLICT

TSG#: 07-037
REVISION: Release
REVISION DATE:
AUTHOR: M. Froelich
FormCEF-013 Rev C, 03/19/2008

Page 6


Troubleshooting Steps

CAUTION: Before following the procedure below, make sure the locomotive is properly locked out
and flagged per your local procedures. Ensure the proper job briefing, safety
procedures and Personal Protective Equipment required for the task was discussed.

Note: Verify all plug/pin/socket/wire locations and designations listed in this TSG
against the appropriate locomotive schematic before troubleshooting. Some locations
or designations may vary between locomotive orders.

Table 5: Generic Troubleshooting Steps
Step Action Results/Notes
1 If possible (using Intellitrain, Event Recorder
Download, Railroad unit history, or any other
means), determine if the unit was in Distributed
Power mode and/or Lead or Trail when it
logged excessive MU related faults.
This information is not imperative to address the
issue, but may be helpful if readily available.
2 The most likely suspect for these types of faults,
is a shorted MU cable. Using a digital Multi-
meter, qualify all MU cables on the locomotive
and/or in the consist for shorts or grounds.
Recall that the MU cable swaps pins 8 and 9
internally. Therefore ringing out from pin 8
on one end to pin 9 on the other should be a
closed circuit. Pin 8 to pin 8 should be an
open circuit, as should pin 9 to pin 9.

Replace MU cable if found defective.
3 Inspect MU cable plug/receptacle for any signs
of arcing or shorting.
Replace cable and/or clean plug receptacle if
any nonconformance is found.

TSG#: 07-037
REVISION: Release
REVISION DATE:
AUTHOR: M. Froelich
FormCEF-013 Rev C, 03/19/2008

Page 7


4 The problem could be in the TLF 300 module or
the corresponding DIO input channel.

On the FIRE or EM2000 display view the DIO
input signals listed in Table 2. Perform a DB
stall test and a Load Test and verify the proper
Input channels are On or Off as listed in table 2.

Inspect pins/plugs on both the TLF and proper
DIO for the corresponding Input.

If faults are logged, swap the suspect DIO and
repeat. If failure clears, return DIO to original
position and verify failure mode returns.
Replace suspect DIO if failure mode returns.

If failure mode remains after DIO swap, replace
TLF300 module and verify. Test suspect TLF
again, and replace if failure mode returns. See
Appendix A: TLF300 Module Troubleshooting

If NDF after replacing the DIO and TLF, qualify
the wiring/plugs/terminal boards between the
MU cable input to the TLF and the DIO for any
shorts.

If no visual defects are found, swap DIO and/or
TLF with another unit and monitor for
intermittent problems to follow swap.
5 If it can be determined that the unit was
operating in Distributed Power when the faults
occurred, inspect the DIO output channels and
the associated relay of the fault mode. (See table
2)
Inspect DIO plugs and pins for any
nonconformance. Qualify wiring from DIO to
Relay coil. Swap DIO with another unit and
monitor performance.

Verify Relay circuit is not shorted closed.
Replace any nonconformance.
6 If fault Simultaneous Power/Slow speed
logged on a Trail or Distributed Power unit, the
SSCR (Slow Speed Control Relay), coil or relay
#2, could be faulty.
Verify wiring on SSCR is correct. Run
Contactor/Relay self test for the SSCR and
verify that the #2 relay functions as expected.
Repair/replace any nonconformance.
7 If fault MU Engine Stop logged on unit in
Lead, reference Table 3 and build a
programmable meter with the throttle handle
feedback inputs. Under No Load, advance the
throttle handle through each step verifying the
proper signals are turned on and off.
If any discrepancies are found, check the throttle
roller switch and circuitry of the defective
signal. Replace/repair any nonconformance
found.

TSG#: 07-037
REVISION: Release
REVISION DATE:
AUTHOR: M. Froelich
FormCEF-013 Rev C, 03/19/2008

Page 8


8 If NDF with the throttle roller switch, inspect
wiring to the SDR relay for any shorts.
Verify wiring on SDR relay is to print. Verify
Normally open and normally closed relays
function properly. Repair/replace any
nonconformance.
9 If Problem is not resolved with these basic steps,
see detailed troubleshooting steps in the tables
below for each specific fault type.

Table 6: Simultaneous Power/Slow Control Fault Troubleshooting
1 For Simultaneous Power/Slow Speed faults,
Determine if the locomotive was in Lead, Trail
or Distributed Power configuration when faults
were logged.
Steps below outline different possibilities for
each configuration. If no distinction is made in
a step, then step is relevant for all
configurations.
2 Review ER for fault occurring at specific
throttle position or during specific transition
between throttle positions.
If consistent event creates fault, examine the
MU terminal board for shorts to the T6 or T1
from any other signals that would be high at the
specified throttle position. Reference tables 2 &
3 for some of the TL signal normal operations.
Replace/repair as necessary.
3 If it can be determined that the fault is occurring
when unit is placed in Speed Control, track test
the locomotive in Speed Control.

If fault can be recreated, where EM2000 input
GF REQ<is high when in Speed Control,
perform the following steps with the fault
active.
WARNING: Following all Railroad rules and
safety guidelines when performing this step.
Only perform if Railroad guidelines allow it.
DO NOT attempt a Speed Control stall test
(i.e. with brakes set).
4 Test the TLF300 module Test points for the GF
REQ (In3, Evnt3) Input. See Appendix A:
TLF300 Module Troubleshooting
Use a digital multi-meter set to DC voltage, and
test from a ground point to the test point. An
energized line would have 20-35 volts to
ground.

TSG#: 07-037
REVISION: Release
REVISION DATE:
AUTHOR: M. Froelich
FormCEF-013 Rev C, 03/19/2008

Page 9


5 Lead/Trail/DP Unit: If In3 test point shows a
voltage, then the failure is coming from either
the #6 MU input/Terminal Board, the
Distributed Power relay D GF, or the
plugs/wiring in between has a short.

Trail/DP Unit: Could also have a faulty SSCR
relay #2
Inspect the MU terminal board connections for
any shorts. Ring out wiring between
components. Verify the D GF relay #1 is not
shorted closed or that the coil is not being
falsely energized by the DIO#4 output or a short
in the wiring to the coil. Repair/replace any
nonconformance.

Run contactor self test for SSCR relay. Verify
the DIO channel output relay control functions
properly. Verify SSCR coil is energized
properly, and relay#2 opens when energized.
6 If In3 has no voltage, test Evnt3 test point. If it has a voltage, replace the TLF300 module.

If it does not have a voltage, qualify the wiring
from the TLF to the DIO for shorts. Otherwise
replace the feedback DIO. If problem persists,
and no other defects in wiring/components are
found, replace the EM2000 chassis.
when in Power mode, perform a Throttle 1 Stall
test.
If failure Mode can be repeated, where EM2000
input TL-1T is high when in power mode,
perform the following steps with the fault
active.
8 Test the TLF300 test points for the TL-1T (In7,
Evnt7). See Appendix A: TLF300 Module
Troubleshooting
ground.
9 If In3 test point shows a voltage, then the failure
is coming from either the #1 MU input/Terminal
board, the Distributed Power relay D SC, or the
any shorts. Verify wiring continuity between
components. Verify the D SC relay #1 is not
falsely energized by the DIO output or a short in
the wiring to the coil. Repair/replace any
nonconformance.

TSG#: 07-037
REVISION: Release
REVISION DATE:
AUTHOR: M. Froelich
FormCEF-013 Rev C, 03/19/2008

Page 10


10 If In7 has no voltage, test Evnt7 test point. If it has a voltage, replace the TLF300 module.

If it does not have a voltage, verify the wiring

Table 7: Simultaneous Power/Dynamic Brake Fault Troubleshooting
1 Simultaneous Power/Dynamic Brake faults
are logged if any one or multiple of the LCC
inputs TH3-8, TH5-8 and/or TH2468 goes high
when the DB-21T signal is ON.
The following steps should be the same for units
running in Lead, Trail or DP.
2 View the signals listed in Table 2 on a
programmable meter. Perform a DB Stall test
on the unit.
Watch for any of the Throttle Input signals from
step 1 to turn ON. If any of them turned on
while in DB stall, perform the following steps
with the fault still active.
3 If TH3-8 turned on, check the voltage input at
test point In4 on the TLF300 module.

If TH5-8 turned on, check the voltage input at

If TH2468 turned on, check the voltage input at
ground. See Appendix A: TLF300 Module
Troubleshooting

TSG#: 07-037
REVISION: Release
REVISION DATE:
AUTHOR: M. Froelich
FormCEF-013 Rev C, 03/19/2008

Page 11


4 If there is voltage at the TLF test point, the
source could be:
1) A short in the MU cable/ Terminal board
connection. Inspect all
wiring/plugs/terminal boards in the
circuit to the TLF.
2) The Distributed Power relay in the
respective circuit. Check the relay, coil
and DIO output channel and all wiring in
between for proper function.
3) A faulty switch for the respective
throttle position or a short in the wiring.
4) For the TH3-8 signal only, the CR
DCR1 diode could be failed, allowing a
back feed from the Comp Sync circuit.
5 If there is no voltage at the TLF input test
points, check for voltage at the output test points
(Evnt4, Evnt8, Evnt9 respectively).
If it has a voltage, replace the TLF300 module.

replace the feedback DIO module. If problem
persists, and no other defects in
wiring/components are found, replace the
EM2000 chassis.

Table 8: Simultaneous Dynamic Brake/Speed Control Fault Troubleshooting
1 Simultaneous Dynamic Brake/Speed Control
faults are logged when the EM2000 computer
detects both the DB mode input (DB-T21) and
the Speed Control input (TL-1T) are ON.
when unit is placed in Speed Control, track test
the locomotive in Speed Control.

If fault can be recreated, where LCC input DB-
T21 is high when in Speed Control, perform the
following steps with the fault active.
DO NOT attempt a Speed Control stall test
(i.e. with brakes set).

TSG#: 07-037
REVISION: Release
REVISION DATE:
AUTHOR: M. Froelich
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3 Test the TLF300 input test point, In12, for the
DB-T21. See Appendix A: TLF300 Module
Troubleshooting
ground.
4 If In12 test point shows a voltage, then the
failure is coming from either the #21 MU
input/Terminal board, the Distributed Power
relay D DBON, or the plugs/wiring in between
has a short.

It is also possible that the airbrake component
POU, if failed, could be back feeding voltage, or
the wiring to this component could have a short.
any shorts. Verify wiring between components.
Verify the D DBON relay #1 is not shorted
closed or that the coil is not being falsely
energized by the DIO output or a short in the
wiring to the coil.

Inspect POU and wiring to the TLF module.

5 If there is no voltage at the TLF input test point,
check for voltage at the output test point
Evnt12.

from the TLF to the DIO looking for shorts.
Otherwise replace the feedback DIO. If
problem persists, and no other defects in
EM2000 chassis.
when unit is placed in Dynamic Brake mode,
perform a DB Stall test.

If fault can be recreated, where LCC input TL-
T1 is high when in DB mode, perform the
following steps with the fault active.
7 Test the TLF300 input test point, In7, for the
TL-T1. See Appendix A: TLF300 Module
Troubleshooting
ground.

TSG#: 07-037
REVISION: Release
REVISION DATE:
AUTHOR: M. Froelich
FormCEF-013 Rev C, 03/19/2008

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If In7 test point shows a voltage, then the failure
is coming from either the #1 MU input/Terminal
board, the Distributed Power relay D SC, or the

any shorts. Verify the wiring between
components. Verify the D SC relay #1 is not
the wiring to the coil.
If there is no voltage at the TLF input test point,
check for voltage at the output test point Evnt7.


Table 9: Simultaneous Forward/Reverse Fault Troubleshooting
1 Simultaneous Forward/Reverse faults are
logged when the LCC computer detects both the
Forward input (RHSW-F) and the Reverse input
(RHSW-R) at the same time.
2 Verify all other locomotives in consist did/do
not have the Reverser thrown.

3 If fault can be replicated, do the following while
the fault is active.
Test the circuit of the opposite direction that the
Reverser handle is physically thrown on the
Locomotive
4 Test the TLF300 input test points, In5 for
Forward and In6 for Reverse. See Appendix A:
ground.
5 If In5 or In6 test point shows a voltage, then the
failure is coming from either the #8 or #9 MU
relay D FO or D RE, or the plugs/wiring in
between has a short.

components. Verify the D FO or D RE relay #1
is not shorted closed or that the coil is not being
the wiring to the coil.

TSG#: 07-037
REVISION: Release
REVISION DATE:
AUTHOR: M. Froelich
FormCEF-013 Rev C, 03/19/2008

Page 14


check for voltage at the output test point Evnt5
or Evnt6.

replace the DIO. If problem persists, and no
other defects in wiring/components are found,
replace the EM2000 chassis.

Table 10:MU Stop Request Fault Troubleshooting
1 The MU Stop Request fault will log when the
D valve signal is On while the A, B and C valve
signals are Off.
Examine the Event Recorder download at the
time of the fault to determine if the Locomotive
was in Lead, Trail or Distributed Power.
Steps below outline different possibilities for
each configuration.
2 Lead Unit: See step 7 and 8 in table 5. Also
Verify that the throttle switches are wired
correctly, so that the THSt56-C is connected to
the TH3-8-D connection.

Trail or DP Unit: Fault can log legitimately if
Lead Unit triggers the fault accidentally.
Review faults of Lead locomotive in the consist.
Repair any nonconformance.

If Lead locomotive logged same fault, then there
is no issue with the Trailing/DP unit.
Troubleshoot the Lead unit for the problem.
3 Lead, Trail or DP Unit: On the display screen,
create a programmable meter with the signals
listed in Table 2 under the DP DIO output and
the EM2000 Signal Name.
Verify the four engine speed relays are working
as expected as the Lead/Controlling unit steps
through the throttle positions in No Load.
4 Review Table 3 for the expected values for the
Throttle handle inputs to the LCC. Determine
which signals are incorrect when fault occurs.
Fault may only occur briefly during transition
from one position to another. Recall that fault
logs when the D valve is the only engine speed
input that is ON. Determine which inputs are
turning On or Off too soon or too late when in
transition between throttle positions.
5 Once the faulty inputs are determined, test the
voltage at the appropriate TLF input test points,
while the fault is active. See Appendix A:
ground.

TSG#: 07-037
REVISION: Release
REVISION DATE:
AUTHOR: M. Froelich
FormCEF-013 Rev C, 03/19/2008

Page 15


6 If the TLF input test point(s) shows a voltage,
then the failure is coming from either the MU
relay, or the plugs/wiring in between has a short.

components. Verify that the appropriate
Distributed Power relay is not shorted closed or
open or that the coil is not being falsely
energized by the DIO output or a short in the
wiring to the coil.
check for voltage at the output test point.

If it does not have a voltage, Ring out the wiring
from the TLF to the DIO looking for shorts.
Otherwise replace the feedback DIO. If
problem persists, and no other defects in
EM2000 chassis.

Help Desk Troubleshooting
The following steps are actions that a mechanical help desk can recommend when talking with the
locomotive crew in order to save a road failure.

Table 11: Help Desk Troubleshooting Steps
1 Replace MU cable with spare located on inside
of compressor compartment door, Engineer side
of Locomotive.
Could be any MU cable in a Locomotive
Consist.

TSG#: 07-037
REVISION: Release
REVISION DATE:
AUTHOR: M. Froelich
FormCEF-013 Rev C, 03/19/2008

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Appendix A: TLF300 Module Troubleshooting

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REVISION: Release
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TSG#: 07-037
REVISION: Release
REVISION DATE:
AUTHOR: M. Froelich
FormCEF-013 Rev C, 03/19/2008

Page 18


Feedback Form

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Please provide any other feedback you may have:

Please email your comments to: Troubleshooting@EMDiesels.com
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