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L OCOMOT I V E

S E RV I CE MANUAL
4 t h E d i t i o n
J U N E 1 9 7 9
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2223"I
ELECTRO-MOTIVE
A Service Department Publication
El ect r o- Mot i ve Di vi si on Of General Mot or s La Grange. I l l i noi s 60525
FOREWORD
This manual covers mechanical and electrical mai nt enance. Its pur pose is
t o pr ovi de i nst ruct i ons for what may be called "on- t he- l ocomot i ve" mainte-
nance, and t o provi de for general fami l i ari zat i on with l ocomot i ve component s
and systems. The material i ncl uded is appl i cabl e t o the basic l ocomot i ve and
c ommon ext r a equipment. The presence or absence of coverage for any
part i cul ar system or component in no way implies t hat the equi pment is or is
not part of any specific l ocomot i ve.
Inst ruct i ons for maintenance t hat requires deep i nvol vement with component
repai r, or instructions for rework t hat involves use of bench appar at us, will
be present ed in the st andard E MD Mai nt enance Inst ruct i on form and in
manuf act ur er ' s publications cover i ng special equi pment .
Inst ruct i ons covering the diesel engine appear in t he EMD Engine Mai nt e-
nance Manual . Certain engine mount ed equi pment may receive brief ment i on
in this l ocomot i ve service manual, but i nformat i on in the engine mai nt enance
manual coveri ng such equi pment t akes precedence.
SERVICE DATA PAGES
A Service Dat a page is included at the back of some sect i ons of the Locomot i ve
Servi ce Manual . This page pr ovi des the following:
1. Reference to applicable Mai nt enance Inst ruct i ons and technical manual s.
2. Reference to applicable t ool and testing appar at us numbers.
3. Specific system val ues for oper at i on or testing.
16S679
LOCOMOTI VE SERVICE M A N U A L
CONTENTS
Section No.
0
1
2
3
4
5
6
7
8
9
10
11
A
B
Section Title
General Information
Fuel System And Engine Starting
Lubricating Oil System
Cooling System
Central Air System
Compressed Air System
Electrical Equipment, General Description
Guide To The Excitation And Power Control System
Inspection And Replacement Of Contact Tips For
Contactors And Motor Operated Transfer Switch
Loud Test And Horsepower Standardization
Hi Potential Testing
Troubleshooting
Qualification And Troubleshooting Guide
Troubleshooting Outlines
12S472
ELECTRO-MOTiVE
LOCOMOTI VE
SERVI CE MA N U A L
GENERAL I NF ORMAT I ON
SECTI ON
0
Mo d e l De s i gna t i on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GP40- 2
Lo c o mo t i v e Ty p e . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (B-B) 0440
Lo c o mo t i v e Ho r s e p o we r ( E MD St a nda r d Condi t i ons ) . . . . . . . . . . . . . . . . . . . . . . 3000 HP
Ap p r o x i ma t e We i g h t On Rai l s (Basi c Loc omot i ve ) . . . . . . . . . . . . . . . . . . . . . . 257, 000 Lbs
Di esel Engi ne
Model ( s ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 4 5 E3 B/ 6 4 5 E3 C
To t a l Di esel Engi ne Ho r s e p o we r ( Adj ust ed t o St a n d a r d Condi t i ons ) . . . . . . . . . . 3195- 3390 HP
645E3B
Ope r a t i ng Pr i nc i pl e . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Two St r o k e Cycl e
Nu mb e r Of Cyl i nde r s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Cyl i nde r Ar r a n g e me n t . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 - ' ' V"
Co mp r e s s i o n Ra t i o . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14.5:1
Ro t a t i o n ( Fa c i n g Fl ywheel End) . . . . . . . . . . . . . . . . . . . . . . . . . . . Count e r c l oc kwi s e
Bor e And S t r o k e . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . " 9-1 / 16" x 10"
Speeds
Lo w I dl e Spe e d (Basi c) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 255 RP M
Lo w I dl e Sp e e d ( Opt i onal ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 RP M
No r ma l I dl e Spe e d . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 318 RP M
Ful l Spe e d . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 904 RP M
645E3C
Ope r a t i ng Pr i nc i pl e . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Two St r o k e Cycl e
Nu mb e r Of Cyl i nde r s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Cyl i nde r Ar r a n g e me n t . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 - " V ' '
Co mp r e s s i o n Ra t i o . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16:1
Ro t a t i o n ( Fa c i n g Fl ywheel End) . . . . . . . . . . . . . . . . . . . . . . . . . . . Count e r c l oc kwi s e
Bor e And S t r o k e . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9- 1/ 16" x 10"
Speeds
Lo w I dl e Spe e d (Basi c) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 235 RP M
Low I dl e Spe e d ( Opt i onal ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 RP M
No r ma l I dl e Spe e d . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 300 RP M
Ful l Spe e d . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 904 RP M
Ma i n Ge n e r a t o r
Mo d e l . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARI OJ BA
Ma x i mu m Co n t i n u o u s Cur r e nt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4200
Ma x i mu m Vol t a ge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1300
Auxi l i a r y Al t e r n a t o r
Mo d e l . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D 18
No mi n a l Vol t a ge AC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215
Nu mb e r Of Pol e s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Fr e q u e n c y At 900 RP M . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120 Hz
16S984 0-I
Section 0
GENERAL I NFORMATI ON (CONa-'D)
Auxiliary Generat or
Model - Basic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-7159
Voltage DC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
Rating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 kW
Model - Ext ra . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-8102
Voltage DC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
Rating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 kW
Model - Ext ra . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-8145
Voltage DC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
Rating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 kW
Air Compressor (Basic)
Model . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WBO
Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Two Stage
Number Of Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Capaci t y (At 900 RPM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 254 Cu. Ft . / Mi n.
Air Compressor Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wat er
Lube Oil Capaci t y
Shallow Sump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 U.S. Gal.
Deep Sump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.5 U.S. Gal.
Air Compressor (Special)
Model . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WBG
Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Two Stage
Number Of Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Capaci t y (At 900 RPM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 400 Cu. Ft . / Mi n.
Air Compr essor Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wat er
Lube Oil Capaci t y
Shallow Sump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.5 U.S. Gal.
Deep Sump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 U.S. Gal.
Storage Battery
Model . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MS420
Number Of Cells . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
Rating (8-Hour) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 420 Ampere Hr.
Tract i on Mot or s
Model . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D77
Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Direct current, series wound
axle hung with rubber nose
suspension to damp t orque shock.
Current Rating
Maxi mum Cont i nuous . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1050 with 62:15 Gearing
1075 with 59:18 Gearing
Gear
Ratio
Max.
Speed
Minimum MPH
For Full
Horsepower
Mi ni mum
Cont i nuous
MPH
Tractive Effort
At Minimum
Cont i nuous Speed
Basic Performance Cont r ol - PF21
62:15
61:16
60:17
59:18
65
70
76
82
22.9
24.8
26.9
28.9
11.3
11.2
11.2
12.1
55,400
52,100
49,000
45~700
0-2 16S984
GENERAL I NF ORMAT I ON (COr T'D)
Tr u c k Da t a - GP40- 2 Lo c o mo t i v e Wi t h Basic Tr u c k
Sect i on 0
Wl~eel Di a me t e r . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40"
( I nde x gr oove pr ovi de d f or wheel di amet er c ont r ol )
Ri m . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - I / 2 "
Basi c J o u r n a l Boxes . . . . . . . . . . . . . . . . . 165 mm x 305 mm ( 6- 1/ 2" x 12") r ol l er bear i ng wi t h
l at er al t hr us t t a ke n up by cus hi oni ng
di r ect l y by t he box.
Br ake Ri ggi ng
Basi c . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Si ngl e Co mp o s i t i o n Shoe
Ex t r a . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Wheel Cl asp Br ake
Di me ns i ons
Bet ween Bol s t er Ce nt e r s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34' 0"
Tr u c k Wheel - Bas e . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9' 0"
Ver t i cal Wheel - Rai l Lo a d s
St at i c Whe e l Loa d . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . No mi n a l l y 32, 125 Lbs
( Basi c l oc omot i ve wei ght of 257, 000 Lbs)
Dy n a mi c Wheel Loa ds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5000 t o 7000 Lbs
( Va r i a t i on due t o j o u r n a l s pr i ng def l ect i on r es ul t i ng f r o m ope r a t i on on 1- 3/ 4" peak t o val l ey l oaded rai l
pr of i l e. )
La t e r a l Wheel - Rai l Lo a d s
St e a dy s t at e net f or c e b e t we e n l eadi ng out si de wheel and rai l ( dr y rail, no s andi ng) and wi t hout i nf l uence of
l at er al c e nt e r pl a t e l oa d due t o c oupl e r angle and buf f l oad level.
5 Cur ve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5000 t o 7000 Lbs
10 Cur ve . . . . . . . . . . . . . . . . . . " . . . . . . . . . . . . . . . . . . . . . . 8000 t o 10,000 Lbs
Wi t h s a ndi ng or i mp r o v e d wheel - r ai l fri ct i on u n d e r hi gh t r act i ve ef f or t , l at er al f or ces
i ncr ease by a bout 40%.
Cur ve Ne got i a t i on Ca pa bi l i t y
140 Ft . Ra d i u s - 42 Cu r v e - Repr es ent s mi ni mum, si ngl e uni t cur ve ne got i a t i on f or a
basi c cl asp b r a k e t r uck as l i mi t ed by t r uc k t o c a r b o d y
r ot at i on.
190 Ft . Ra di us - 30 Cu r v e -
302 Ft . Ra d i u s - 19 Cu r v e -
Repr es ent s mi n i mu m c ur ve capabi l i t y f or t wo GP40- 2 uni t s
i n mul t i pl e as l i mi t ed by c oupl e r swing.
Repr esent s mi n i mu m c ur ve capabi l i t y of a GP40- 2 c oupl e d
t o a s t andar d 50 Ft . box car as l i mi t ed by c oupl e r swi ng.
Suppl i es
Lube Oi l Ca pa c i t y ( Bas i c Oi l Pan) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 243 U. S. Gal .
I ncr eas ed Ca pa c i t y Oi l P a n . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 395 U. S. Gal .
Usabl e Oi l
( Vol ume bet ween " F u l l " a nd " Lo w" on di pst i ck)
Basi c Oi l Pa n . . . . . . . . . . " . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 U. S. Gal .
I ncr eas ed Ca pa c i t y Oi l Pa n . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 184 U. S. Gal .
16S984 0-3
Se c t i on 0
GENERAL I NFORMATI ON (CONT'D)
Fuel Ca p a c i t y
Basi c . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Speci al . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2600 U. S. Gal .
2900 U. S. Gal .
3600 U. S. Gal .
3200 U. S. Gal .
1700 U. S, Gal .
Cool i ng S y s t e m Ca p a c i t y . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 254 U. S. Gal .
Sa n d Ca p a c i t y ( Basi c) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56 Cu. Ft .
( Speci al ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72 Cu. Ft .
Ma j o r Di me n s i o n s
Di s t a nc e , pul l i ng f ace o f c oupl e r t o c e nt e r l i ne of bol st er . . . . . . . . . . . . . . . . . . . . . . 12' 7"
Di s t a nc e be t we e n bol s t e r cent er s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34' 0"
Di s t a nc e , pul l i ng f ace f r o n t c oupl e r t o r ear c oupl e r . . . . . . . . . . . . . . . . . . . . . . . . . 59' 2"
Wi d t h o v e r u n d e r f r a me j a c k i n g pa ds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I 0' 3 "~
He i ght , t o p o f r ai l t o t op o f c ool i ng f a n g u a r d s . . . . . . . . . . . . . . . . . . . . . . . . 15" 4- 3 [ 8"
He i ght o v e r t op of h o r n s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15' 11- 15/ 16"
He i ght o v e r ai r c o n d i t i o n e r . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15' 4- 15/ 16"
WE I G H T S
Th e wei ght s as l i st ed b e l o w ar e a p p r o x i ma t e a nd ar e i nt ended as a n ai d in d e t e r mi n i n g t he h a n d l i n g pr oc e dur e
t o be used. We i g h t s r e pr e s e nt lbs per uni t as descr i bed.
16- 645E3B/ 16- 645E3C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36, 425
St a r t e r Mo t o r . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
St a r t e r Mo t o r Br a c ke t . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
Engi ne Go v e r n o r . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
ARI 0 Mai n Ge n e r a t o r As s e mb l y . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16,000
Auxi l i a r y Ge n e r a t o r An d Bl ower As s e mb l y . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1000
I ne r t i a l Ai r Fi l t e r . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 600
I ne r t i a l Fi l t er Sc r e e n . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
I ne r t i a l Fi l t er Co mp a r t me n t And Ha t c h . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4700
I ne r t i a l Fi l t er Ha t c h ( Less Fi l t er s) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 500
Fuel Ta n k 3200 Ga t . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6650
Fuel Ta n k 2600 Gal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6440
Tr u c k As s e mb l y . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39, 500
Tr a c t i o n Mo t o r . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6000
Axl e . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1325
Whe e l . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1015
Ge a r 62 To o t h . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 409
Be a r i ng - I n n e r Ra c e . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
Ai r Co mp r e s s o r . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2325
Ai r Co mp r e s s o r Sha f t . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136
Ai r Co mp r e s s o r Sh a f t Gu a r d . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
Ai r Co mp r e s s o r Co u p l i n g . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Lu b e Oil Co o l e r . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 845
Lu b e Oil Fi l t er . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 675
Fuel P u mp As s e mb l y . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Fuel Suc t i on St r a i n e r . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
AC Ca bi ne t As s e mb l y . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 250
Fuel Fi l t er . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
Te mp e r a t u r e Swi t c h Ma n i f o l d . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Lo a d Re g u l a t o r Va ne Mo t o r . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
0.-4 16S984
GENERAL I NF ORMAT I ON (CONT'D)
Se c t i on 0
WE I GHT S ( CONT ' D)
Dy n a mi c Br a ke Fa n As s e mb l y . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 760
Dy n a mi c Br a ke Re s i s t or Gr i d . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 385
Dy n a mi c Br a ke Gr i d Sh o r t i n g Co n t a c t o r . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Fa n Gr i l l As s e mb l y . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 190
Ra d i a t o r Fa n As s e mb l y . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 700
Ra d i a t o r Co r e . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 325
Ca b He a t e r . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
St or a ge Ba t t e r y . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 289
S CR ( Ge n e r a t o r Exc i t a t i on) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
16S984 0- 4A
GENERAL I NFORMATI ON (CONT'D)
Section 0
GENERAL DESCRIPTION
The diesel engine operates on a two-stroke cycle,
with power applied on each downward stroke. At
the bot t om of each downward stroke, cylinders
are aspirated through cylinder wall ports opening
to a chamber that is supplied with pressurized air
from a rotary impeller. The pressurized air scav-
enges spent gases from the cylinder through
multiple exhaust valves in the cylinder head. As
the piston moves upward the ports are closed off
and the exhaust valves close. Air is compressed in
the cylinder. At the top of the stroke fuel is
injected into the cylinder and ignited by heat of
compression to provide power to drive the piston
downward until the cylinder wall ports and the
exhaust valves again open.
The exhaust gases from the cylinder pass through
a manifold and drive a turbine before leaving
through the locomotive stack. When starting and
at lower power levels there is insufficient exhaust
heat energy to drive the turbine and impeller
assembly fast enough to supply all the air neces-
sary for combustion. At this time the engine
drives the turbocharger through a gear train, the
available exhaust gas providing some assistance.
At high power levels, the heat energy in the
exhaust is sufficient to drive the turbocharger
wi t hout any assistance, and an overrunning clutch
in the gear train disengages the mechanical drive
from the engine. The air discharged from the
compressor assembly is routed t hr ou# after-
coolers before it enters the air box.
Two engine mount ed gear driven centrifugal
pumps supply coolant to engine manifolds con-
nected to cylinder head and liner jackets and to
the turbocharger aftercoolers. A coolant return
manifold encloses cylinder exhaust ducts. Heated
coolant is piped from the engine throug, h the
radiators, and through an oil cooler before it
returns to the centrifugal pumps. Part of the
supply from the pumps is used for cab heating
and part is used for air compressor cooling.
The entire system is pressurized, with pressure
level maintained by a relief valve at the storage
tank cap. A low water pressure detector is con-
nected to the discharge side of the centrifugal
pumps to bring about engine shutdown should
pump pressure fail.
Automatic temperature control is accomplished
by temperature sensing switches flange mounted
on a manifold connected to the discharge side of
the pumps. The switches control AC power from
the D14 alternator to mot or driven cooling fans
at the radiators. The switches also control magnet
valves that supply compressed air to radiator
shutter operating pistons. A high temperature
switch in the manifold operates to sound an
alarm and reduce locomotive power, when engine
temperature exceeds a predetermined maximum.
The coolant storage tank is provided with a
"rattlesnake" type fill pipe equipped with a
manually operated valve, the handle of which
interlocks with the pressure cap handle to ensure
release of system pressure through the fill pipe
before pressure cap removal is possible.
A positive displacement gear type scavenging oil
pump draws oil from the engine sump and
through a strainer, then pumps it through filters
and a cooler and to a second strainer chamber. A
dual piston-cooling and lubricating oil pump re-
ceives oil from the second strainer and delivers it
to engine manifolds for engine lubrication and
piston cooling.
Additional filtration is provided in the circuit
delivering oil to the turbocharger. A separate
electrically driven pump and filter provide turbo-
charger lubrication and cooling at engine start
and after shutdown.
Engine fuel is drawn from the underframe
mounted tank through a wire mesh suction
strainer to a gear type DC mot or driven pump.
The pump forces fuel through a primary filter
assembly equipped with a dial indicator and
pressure bypass that functions should the filter
plug. Engine mount ed fuel filters provide sec-
ondary filtration before the fuel reaches the fuel
injectors located at each cylinder. Excess fuel not
used by the injectors provides cooling before
being returned to the tank.
Fuel injectors supply a precisely metered quant i t y
of atomized fuel to the engine cylinder at a
precise moment in the firing cycle. The engine
governor operates injector gear racks to maintain
the proper amount of fuel needed for the engine
speed and power level called for.
14S1073 0-5
Sect i on 0
GENERAL I NF ORMAT I ON (CONT'D)
E LECTR I CAL TRANSM ISSION
Power from t he diesel engine is appl i ed t o a main
gener at or consisting of a hi gh power al t ernat or
wi t h integral rect i fi er assembl y t hat changes the
gener at ed al t ernat i ng current t o di rect current.
Main gener at or out put is t r ansmi t t ed t o t ract i on
mot or s by means of heavy dut y power cont act or s
and gang oper at ed switchgear. The power con-
t act or s are r at ed at 1200 amper es and 1500 volts.
They are equi pped for fi ashover pr ot ect i on.
The gang oper at ed switchgear uses a single mot or
t o dri ve t he mul t i pl e poles. The pol es all operat e
t oget her and will not drop out , since a positive
feed is requi red t o move t he pol es in ei t her
di r ect i on. I nt er l ocks are pr ovi ded f or positive
coor di nat i on o f devices.
Di rect current t ract i on mot or s are di rect l y geared
t o each axle mount ed in t he l ocomot i ve trucks.
The mot or s t ur n t he axles and wheels t o provide
l ocomot i ve pulling power.
LOCOMOTI VE CONTROL
A di r ect cur r ent auxiliary gener at or driven from
t he engi ne gear train provides nomi nal l y 74 volts
DC f or cont r ol circuits, bat t er y charging, and
lighting. Auxi l i ary generat or voltage is aut o-
mat i cal l y mai nt ai ned at t he desired level by a
vol t age regul at or t hat uses solid st at e electronic
devi ces t o cont r ol the level of t he auxiliary
gener at or field exci t at i on.
74 vol t DC is delivered from the auxiliary gener-
at or t o a reference voltage regul at or t hat main-
tains very st abl e 68 volts DC at cont r ol circuits.
The cont r ol circuits are "packaged" in modul ar
f or m and can be inserted and r emoved by means
of a handl e affi xed t o the face of t he modul e. All
modul ar circuits are bench set and requi re no
r eadj ust ment on t he l ocomot i ve, t her ef or e any
modul es bearing identical i dent i fi cat i on number s
are compl et el y interchangeable.
All circuit modul es are provi ded wi t h test poi nt s
at t he face of the modul e t o permi t t r oubl e-
shoot i ng and qual i fi cat i on of t he modul e.
The ci rcui t modul es accompl i sh all cont r ol func-
t i ons such as voltage regulation, t hr ot t l e r esponse,
power cont r ol , per f or mance cont rol , gener at or
exci t at i on regulation, mat chi ng of gener at or volt-
age and cur r ent f eedback signals wi t h a r ef er ence
signal, exci t at i on cont rol , wheel slip cont r ol ,
wheel overspeed pr ot ect i on, t ransi t i on (i f appli-
cabl e), dynami c braking, sanding, and var i ous
pr ot ect i ve and backup funct i ons.
The l oad regulator, however , is still t he mai n
power cont rol l i ng device. It modul at es the vol t age
reference signal used by t he cont r ol modul es in
or der t o maintain hor sepower at a level rel at ed t o
i nj ect or rack position by the linkage and valves in
t he engine governor.
The hor sepower demand of t he main gener at or is
mai nt ai ned by varying the level of exci t at i on
current in t he main generat or field coils. This
current , provi ded by the D14 auxiliary al t er nat or ,
is rect i fi ed by a cont rol l ed rectifier t hat is
triggered by the modul ar cont rol circuits so t hat
the needed value of exci t at i on current is passed
by the rectifier.
0-6 12S172
GENERAL I N F O R MA T I O N (CONT'D)
Section 0
GENERAL LEGEND OF
ELECTRI CAL REFERENCE
In the following general legend of reference desig-
nations, the long dash "- " means that a numeral
or numerals will appear when the designatioq is
uscd ill a specific wiring diagram. The symbols
appcar in alpha/numeric order with letters of the
alphabet taking first position followed by numer-
als (rcpresentcd by the long dash "-"). The list is
general, and all of the reference designations do
not necessarily appear on a given wiring diagram.
ALT
AGR
AN
ASR
B
BATT
BCT
BKS
BR-
BVR
CA--
CCR
CCS
CDR
COR
CR-
CR-BC
CR-GR
CRL
CT--
DBI
DC-
16S679
Auxiliary (D14) Alternator
Automatic Ground Reset Relay
Annunciator Module
Alarm Silence Relay
Brake Power Contactor
Storage Battery (64 V DC)
Brakc Current Transductor
Brake Handle Switch
Brake Relay
Throttle 5 Auxiliary Relay
Capacitor
Compressor Control Relay
Compressor Control Switch
Contactor Delay Relay
Motor Cutout Relay
Rectifier
Battery Charging Rectifier
Ground Relay Rectifier
Compressor Relay
Current Transformer
Dynamic Brake Interlock
Braking Grid Shorting Contactor
DE-
DGT
DGX
DG-
Dp--
DP--
DR--
EBR
EBT
EFL
EFS
ELT
EL-
EP--
EQP
ER
ESR
ESS
ETS
FBR
FCR
FCT
FC-
FFCT
FFS
FOR
FPC
0-7
Extended Range Dynamic Brake
Control Module
Dynamic Brake Grid Transductor
Dynamic Grid Excitation Relay
Dynami c Brake Grid Protection
Module
Dynamic Brake Protective Module
Dynamic Brake Pilot Relay
Dynamic Brake Regulator Module
Electric Bell Relay
Electric Blowdown Timer
Engine Filter Latching Relay
Engine Filter Switch
Excitation Limit Transductor
Excitation Limit Module
Engine Purge Module
Equipment Protective Relay
Engine Run Relay
Enginc Stop Relay
Emcrgcncy Sanding Switch
Engine Temperature Switch
Filter Blower Relay
Fan Contactor Relay
Field Current Transductor
Fan Contactor
Field Forcing Current Transformer
Fuel Filter Switch
Forward Directional Relay
Fuel Pump Contactor
Section 0
FPCR
FP-ES
FPR
FSR
FSRA
FS-
FS-
FTX
FVS
GFA
GFC
GFD
GFX
GOV
GPT
GR
GV-
GX-
IPS
IS
LOT
LR
LSC
LTT
LW-
LWR
LWX
MB
GENERAL I NFORMATI ON CONT'D}
Fuel Pump Cont rol Relay MCOX Motor Cut out Auxiliary Relay
Fuel Prime - Engine Start Switch MCO- Mot or Cut out Relay
Fuel Pump Relay MR Motoring Relay
Fi el d Shunt Relay MRA
Motoring Relay Auxiliary
Fi el d Shunt Auxiliary Relay MRD
Motoring Relay Delay Relay
Fi el d Shunt Cont act or MSS
Manual Sanding Switch
Field Shunt Module
Forward Transition Auxiliary Relay
Fi l t er Vacuum Switch
Gener at or Field Auxiliary Cont act or
Gener at or Field Cont act or
Gener at or Field Decay Cont act or
Gener at or Field Auxiliary Relay
Gover nor
Gener at or Potential Transformer
Gr ound Relay
Gener at or Voltage Module
Gener at or Excitation Module
I ndependent Pressure Switch
Isolation Switch
Lube Oil Transfer Relay
Load Regul at or
MV-AH
MV-CC
MV-DBI
MV-OS
MV-SH
MV-818
-824
-880
MV- -SF
MV- -SR
NLL
NLLD
NIR
NVR
OCP
ORS
PCR
PCS
Air Horn Magnet Valve
Compressor Cont rol Magnet Valve
Dynamic Brake Int erl ock Magnet Valve
Overspeed Magnet Valve
Shut t er Cont rol Magnet Valve
Filter Bl owdown Magnet Valves
Forward Sanding Magnet Valve
Reverse Sanding Magnet Valve
No Load Limit Relay
No Load Limit Delay Relay
Normal Idle Relay
No (AC) Voltage Relay
Open Grid Circuit Protective Relay
Overriding Solenoid
Pneumat i c Cont rol Relay
Pneumat i c Cont rol Switch
Locomot i ve Spotting Cont act or
PF- Performance Cont rol Module
Load Test Transfer Switch
PR Parallel Relay
Locked Wheel Module
PRA Parallel Relay Auxiliary
Locked Wheel Relay PRX Parallel Relay Auxiliary
Locked Wheel Auxiliary Relay
p_
Parallel Power Cont act or
Motor-Brake Transfer Switch R Radiator Spray Relay
0-8 16s~o77
Section 0
GENERAL I NF ORMAT I ON (CONT'D)
RC-
RE--
RE-BC
RE-DB
RE-GRD
RER
RHS
RH-
RLR
RLTD
RS-
RVF
RV-
SA-
SB-
SCR
SE-
SHS
SLR
SM-
SPX, SPY
ST ,
Rate Control Module
Resistor
Battery Charging Resistor
Dynamic Brake Control Resistor TDLO
Dynamic Braking Resistor TDR
Reverse Directional Relay THL
Reverser Handle Switch THS
Rheostat TH--
Rated Load Relay TLPA
Rated Load Time Delay Relay " TLPR
Radar Speed Module TLTD
Transfer Switch Forward Relay TLP
Directional Transfer Switch TM--
Sanding Module TR-
Sensor Bypass Module TSR
Gen. Excitation Controlled Rectifier T-
Sensor Module VR-
Selector Handle Switch WL
Signal Li~ht Reset Relay WO--
Starting Motor WS--
Series-Parallel Auxiliary Relays WST-
Starting Contactor
STA Starting Auxiliary Contactor
S- Series Power Contactor
TA. TB, TC Temperature Sensing Switches
Time Delay Lubc Oil Transfer Relay
Transition Delay Relay
Throttle Limit Relay
Throttle Handle Switch
Throttle Response Module
Turbo Lube Pump Auxiliary Relay
Turbo Lube Pump Relay
Turbo Lube Time Delay Relay
Turbo Lube Pump Motor
Traction Motor
Transition Control Module
Transfer Switch Relay
Transformer
Voltage Regulator Module
Wheel Slip Light Relay
Wheel Overspeed Module
Wheel Slip Control Module
Wheel Slip Transductor
16S679 0-9
ELECTRO-IV[OTIVE
LOCOMOTI VE
SERVICE MANUAL
SECTION
1
FUEL SYSTEM AND ENGI NE STARTI NG
DESCRI PTI ON
A pictorial diagram of the fuel oil system is
shown in Fig. 1-1. Fuel is drawn from the storage
t ank t hrough a suct i on fuel strainer by the mot or
driven gear t ype fuel pump.
From the pump the fuel is forced through a
pr i mar y fuel filter t o the engine mount ed filter.
Af t er passing t hr ough the engine mount ed doubl e
el ement filter, t he fuel flows through manifolds
t hat ext end along bot h banks of the engine.
maintaining a positive supply of fuel for the
injectors.
The fuel pump delivers more fuel to the engine
than is burned in the cylinders. The excess fuel
circulated is used f or cooling and l ubri cat i ng the
fine wor ki ng parts of the injectors.
A 25 psi bypass valve is connected across the
pri mary filter. If the pri mary filter becomes
plugged, fuel will bypass and i mpose t he total
filtering l oad on t he engine mount ed filter.
These manifolds supply fuel to the injectors. The
excess fuel not used by the injectors returns to
the fuel tank through the return fuel sight glass
mount ed on t he fi l t er housing. A restriction
inside t he return glass causes back pressure, t hus
FUEL S I GHT GLASSES
Two sight glasses, Fig. 1-2, are l ocat ed on the
engine mount ed fi l t er housi ng to give visual indi-
cation of fuel syst em condi t i on.
Bypass Si ght Glass
Return Fuel Sight Glass . /
Primary Fuel
Oil Filter -~
Fuel Supply Line
Fuel Return L i n e Injectors
Fuel Return Line
Engine Mount ed
Fuel Filters
" T \ Drain
Plug
Bypass
~ ] ~ - " Val ve &
I Gauge
t
Fuel Oil
Pump t
Fuel Fi l l er .
Fuel
Level Ii
Fuel Tank
(End Vi ew)
e l ~ ' t
I t I
I I I l l
Cleanouts
Fuel Sucti on Line
Fuel Suction
Strainer
I ::1 ' - ~ . Water
(~ ~~ ~ 'i ~ Drain
- J , . . / ii' --J v a v e
Fig. 1-1 - Fuel Oil Syst em, Pictorial Diagram
2 3 7 6 8
16S679 l - l
Sect i on 1
Fig. 1-2 - Engi ne Mo u n t e d Fuel
Fi l t er s, With Si ght Gl asses
20008
For p r o p e r engine ope r a t i on t he r et ur n fuel sigllt
glass ( t he glass near er t he engi ne) shoul d be full,
clear, and f r ee of bubbl es . The fuel f l owi ng
t hr ough this glass is t he exces s not r equi r ed by
t he engi ne. Up o n leaving t he glass it r et ur ns t o
t he fuel t ank f or r eci r cul at i on.
At t he t i me o f engi ne st ar t t he si ght glass will be
e mpt y. When t he fuel s ys t cm is pr i med, t ur bul e nt
f l ow will oc c ur and when t he fuel in t he glass
f l ows cl ear and f r ee of bubbl es t he engi ne may bc
cr anked.
The engi ne mo u n t e d fi l t er is al so equi pped wi t h a
bypass r el i ef val ve and si ght glass. Thi s sight glass,
f ar t her f r om t he engi ne, is n o r ma l l y e mp t y . When
mor e t han a t r i ckl e of fuel is seen in t he bypass
si ght glass, i t i ndi cat es t hat t he r el i ef valve is
open. Fuel will pass t hrougl a t he bypass si ght
glass and r el i ef valve t o bypas s t he engi ne and
r et ur n t o t he f uel t ank whe n t he f i l t er el ement s
be c ome cl ogged. Thi s c o n d i t i o n may be c ome seri-
ous and cause t he engi ne t o s hut down f r om l ack
of fuel .
E M E R G E N C Y FUEL
C U T OF F S WI T C H E S
In t he event of an e me r ge nc y, t he fuel suppl y t o
t he engi ne can be s t oppe d by pr essi ng on any one
o f t he t hr ee e me r ge nc y fuel c u t o f f swi t ches. Two
swi t ches, one on ei t her side o f t he locomotive.
are l ocat ed on t he unde r f r a me in t hc vi ci ni t y o f
t he fucl filler, and t he t hi r d swi t ch is l ocat ed on
t he engi ne c ont r ol panel . The swi t ches arc con-
ne c t e d in series wi t h t he fuel p u mp c ont r ol r el ay
FPCR. Pressi ng in on any o f t he swi t ch but t ons .
mo me n t a r i l y , will de- ener gi ze t he FPCR, st op t he
fucl pump, and s hut d o wn t he engi ne. The but -
t ons are spri ng l oaded and do not need to bc
r eset . See t he fuel pump ci r cui t dr awi ng at t he
end of t hi s sect i on.
M A I N T E N A N C E
FUEL S T O R A G E F ACI L I T I E S
Ef f ect i ve waysi de fuel f i l t r at i on is necessary t o
ens ur e cl eanl i ness, qual i t y, and uni f or mi t y of t he
fucl s suppl i ed to t he engi ne fuel t anks. Thi s is
especi al l y t r ue si nce 1974, due t o a general
decr ease in fuel cl eanl i ness r esul t i ng f r om mor e
f r e que nt fuel t ur nove r ( s hor t e ne d st orage t a nk
set t l i ng t i me) , and r e duc e d fuel i nvent or i cs
( whi ch can r esul t in i ncr eased agi t at i on of t ank
b o t t o ms dur i ng filling).
Fuel c ont a mi na nt s can be cl assi fi ed i nt o t wo
cat egor i es: sof t or de f or ma bl e , and hard. Sof t
c o n t a mi n a n t s i ncl ude mi cr o- or gani s ms (such as
bact er i a and algae), waxes, and wat er. Har d
c o n t a mi n a n t s i ncl ude r ust . scale, cr acki ng cat al ys t
fi nes, di rt . and wear met al s.
Sof t c ont a mi na nt s such as waxes general l y are
ke pt in suspensi on and do not nor mal l y cause
t r o u b l e , However , bot h wa t e r and mi cr o-
o r g a n i s ms are de t r i me nt a l t o fuel s ys t em
component s. The presence of sl i me on fue] f i l t ers
i ndi cat es t hat bact er i a and fungi are pr esent m
t r oubl e s ome quant i t i es. The ef f ect s of wat er in
fuel are well known, and it is r ecogni zed t ha t
wat er mus t be r e move d or ke pt at t he l owest
possi bl e level.
El ect r o- Mot i ve st r ongl y r e c o mme n d s t he ut i l i za-
t i on of waysi de fuel f i l t r at i on faci l i t i es t hat will
ef f i ci ent l y r emove wa t e r and c ont a mi na nt s 2
mi c r on size and larger, and pr ovi de fuel t ha t
me e t s t he cl eanl i ness s peci f i cat i ons given in t he
appl i cabl e Mai nt enance I ns t r uc t i on.
I-2 16S679
Section 1
DRAI NI NG CONDENSAT E FROM THE
FUEL TANK
Condensate should be drained from the loco-
motive fucl tank at the intervals stipulated in the
Scheduled Maintenance Program, or more fre-
quently if conditions warrant. During draining,
the locomotive should be placed on an incline
with the drain end of the tank facing down hill
to facilitate condensate drainage. A drain, Fig. 1-1,
is provi ded for this purpose. To drai n, simply
remove the pipe plug and position flow indicator to
"open. "
FI LLI NG THE FUEL TANK
The fuel tank can be filled from either side of
the locomotive. A short sight level gauge is
located next to each fuel filler. This gauge indi-
cates the fuel level from the top of the tank to
about 4-1/2" below the top and should be
observed while filling the t ank to prevent over-
filling. DO NOT HANDLE FUEL OIL NEAR AN
OPEN FLAME.
i l " Bolts
.~:x~ ~ Strainer
O
" " 0 " Ring
Strainer
' , ~ El e me nt
! , i ~ .
The basic Idler cap assembly, Fig. 1-3, is
equipped with a strainer and pressure relief cap. .~,~' ~: , ~
Periodically inspect the fuel strainer and test the ~2~,,~'1~ :,~
relief cap for operation against the spring. Also ~! ! ~ i ~ "~
check the condition of the filler cap gasket. ~::
17525
Fig. 1-3 - Fuel Filler Assembly
P R I MA R Y FUEL SUCTI ON
S T RAI NE R, Fig. 1-4
The fuel suction strainer should be cleaned and
inspected at the intervals stated in the Scheduled
Maintenance Program or at shorter intervals if
operating conditions warrant.
.
.
CLEANING PROCEDURE
1. Stop the diesel engine, and place the fuel
pump circuit breaker in the OFF position.
.
Strainer
Shell
22526
Fig. 1-4 - Fuel Suction Strainer,
Exploded View
Remove the bolts holding the strainer shell to
the strainer cover, and remove the shell and
strainer from the cover. To prevent loss,
thread the bolts with washers into the strainer
shell threaded openings.
Withdraw the wire mesh strainer element,
discard the oil and sediment held in the
strainer shell.
Clean the wire mesh element in a container of
clean fuel oil. A brush may be used and a
round wooden dowel employed to spread the
16S679 1- 3
Section 1
pleats and determine the degree of cleanliness,
but no special tools are necessary.
CAUTION: Chlorinated hydrocarbon solvents and
t emperat ures above 180 F will
damage the epoxy material bonding
the strainer element t o t he end caps.
5. Clean the shell with fuel oil and wipe clean.
Note t hat the spring in the bot t om is spot
welded to the shell.
6. Inspect t he housing-to-cover " 0" ring, and
replace it with a new ring if necessary.
7. Place the cleaned strainer el ement in the shell
and reapply the shell to the strainer cover.
Tighten firmly into place aft er making certain
the "O" ring is properl y seated.
P R I MA R Y FUEL FI LTER, Fi g . 1- 5
The primary fuel filter el ement should be
changed at the intervals stated in the Scheduled
Maintenance Program or at short er intervals if
operating conditions warrant.
rf
i , I
: , ]
' , 1
?
" i
.:J
P , e a t e d : I 1
E l e me n t "~': .
Dr ai n / / I n l e t O u t l e t L.~
F i t t i n g t
Dr a i n
Plug
23045
Fig. 1-5 - Primary Fuel Filter El ement
And Housing
CLEANING PROCEDURE
1. Stop the diesel engine" place isolation switch
in ISOLATE position.
2. Place a container (about 5 gallon size) t o
catch fuel drainage, and r emow 1:"2" drain
plug located at the bot t om plate of the filter
housing.
NOTE: If the pipe plug or the filter cover are
opened shortly after engine shutdown.
pressure retained in the system will cause
fuel to spurt out of the opening.
. Loosen the filter cover plate retaining nuts.
then twist the cover and remove it. Withdraw
and discard the pleated paper filter element.
. Place the fuel prime switch in FUEL PRIME
position to introduce a flow of fucl and wash
out any sediment that may be held at the
base of the filter housing.
. Insert a new filter element into the housing.
being careful not to damage the lower seal on
the filter element.
. Inspect the filter housing cover gasket and
replace with a new gasket if necessary. Re-
place the housing cover and firmly tighten the
retaining bolts.
7. Tighten drain plug securely.
. Operate the fuel prime switch until fuel runs
free and clear of bubbles in the return fuel
sight glass. Check for leakage at the drain
plug and the housing cover.
P R I MA R Y FUEL FI LTER BYPASS
VALVE A N D GAUGE, Fi g. I - 6
This gauge, Fig. 1-6. only indicates the condition
of the primary fuel filter. Increased pressure
differential across the primary, fuel filter will be
indicated by a numerically greater pressure
reading on the gauge. Normally, with a new
primary filter, the gauge should read in the green
zone.
As the filter element becomes plugged, the indi-
cator will read higher until it reaches the red
CHANGE FI LTER zone, at approxi mat el y 30 psi
pressure differential. At this point, the bypass
valve will begin to open, allowing fuel to bypass
the primary filter. Renew filter el ement when the
indicator reaches the CHANGE FI LTER zone.
1--4 16S679
2 2 9 1 5
Fig. 1-6 - Primary Fuel Filter Bypass
Valve And Gauge
E N G I N E M O U N T E D F U E L F I L T E R S
The engine mount ed fuel filters should be
changed at the intervals stipulated in the Sched-
uled Maintenance Program and the filter assembly
should be maintained in accordance with the
instructions in the Engine Maintenance Manual.
1. Shut down the engine.
2. Unscrew and discard the elements. Use a strap
wrench if necessary.
3. Clean the filter assembly and sight glasses.
4. Apply a film or oil to the element gaskets.
5. Apply the elements to the filter body. Hand
tighten until the gasket cont act s the filter
body, then ti~hten one-half turn.
6. Check for leaks after the engine is started.
F U E L P U MP A N D M O T O R
The mot or driven fuel pump, Fig. 1-7, is
mount ed on the equi pment rack. It is an "inter-
nal" gear pump driven by battery power during
system priming and by power from the auxiliary
generator during operation.
Fuel is drawn into the inlet port i on t o fill a space
created by the gear teeth coming out of mesh.
The fuel is t hent r apped in the space between the
gear teeth and carried to the out l et side of the
Section 1
Suct i on Discharge
Body
Idler
Crescent Rot or
1 6 5 4 6
Fig. 1-7 - Fuel Pump Cross Section
pump. There the gears mesh, forcing the fuel
from between the gear t eet h and through the
outlet.
The fuel pump and mot or need no routine main-
tenance if operation is satisfactory. However, the
mot or and pump should be recondi t i oned in
accordance with EMD Maintenance Instructions
listed on the Service Data page. Maintenance
should be performed at the intervals stipulated in
the Scheduled Maintenance Program.
CAUTION: Use care during washing of the en-
gineroom to prot ect the fuel pump
mot or from water. Water in the
mot or can cause an electrical ground.
F U E L P UMP C I R C U I T Fi g. 1- 8
When locomotive control circuits are established,
and the cont rol and fuel pump switch on the
control stand is closed, the fuel pump relay FPR
is energized. This establishes a circuit that pro-
vides the operat or with the means of shutting off
the fuel pump from a switch on the control
stand.
With the cont rol circuits established, the No. I
cont act of the fuel prime/engine start switch is
energized. Power is supplied to the fuel pump
cont act or coil when the switch is held in the
FUEL PRIME position. The cont act s of the fuel
pump cont act or close to supply power to the fuel
pump motor.
After the system is primed and fuel flows free
and clear in the return fuel sight Nass, the fuel
prime/engine start switch FP/ ES is rot at ed to the
START position. The fuel pump cont act or is held
16S679 ] -5
Section 1
FP/ES
SW
1-2
3-4
5-6
7-8
9-10
POSI TI ON
Off Prime St
=~ , 7 '75 .,
' !i .......
PT
I
( i f )
ck
m
o
i
PA
To
Battery
FUEL l ~ ENGINE
PRIME I START
~ X.
Fig. 1-8 - Fuel Pump Circuit
2 0 1 8 0
picked up, and the 9-10 contacts of FP/ES switch
close to pick up the fuel pump control relay
FPCR. Other contacts of FP/ES cause cranking
mot ors to turn the engine.
The battery continues to power the fuel pump
mot or until engine speed comes up sufficiently to
cause auxiliary generator out put voltage to
exceed battery voltage. If the FP/ES switch is
released after the engine fires, but before engine
speed and auxiliary generator voltage are up, the
fuel pump cont act or may drop out. However,
fuel in the system will allow the engine to come
up to speed, and when auxiliary generator voltage
is sufficient the fuel pump contactor will again
pick up.
The fuel pump mot or will stop if either the fuel
pump relay FPR or the fuel pump control relay
FPCR opens to drop out the fuel pump cont act or
FPC. However, dropout of FPR and FPC will not
immediately stop the engine. Dropout of the fuel
pump control relay FPCR is required for imme-
diate withdrawal of injector racks and engine
shutdown.
ENGINE STARTING CIRCUIT
The ARI 0 main generator cannot be motored by
the locomotive battery, therefore the engine is
provided with dual DC motors, Fig. 1-9, that
engage the engine ring gear for cranking.
400 Amp.
Startln 9 F u s e
Fig. 1-9 - Engine Starting Circuit,
Simplified Diagram
2 2 7 8 0
When the locomotive control circuits are properly
set up for engine starting, the fuel pump relay is
picked up, the turbo lube pump circuit breaker is
closed, the turbo lube pump relay TLPR is
picked up, the no (AC) voltage relay NVR is
dropped out, and the isolation switch is turned to
the START position. When the fuel prime/engine
start rotary switch is placed in the PRIME posi-
tion, the fuel pump contactor is energized by
battery power. The fuel pump contactor contacts
close to provide power to drive the fuel pump
motor. Fuel is pumped to the engine injectors
and returned to the fuel tank by way of the
return fuel sight glass on the engine mount ed fuel
filters.
Engine starting contactor STA is energized when
the fuel prime/engine start switch is placed in the
START position. STA contacts close, and current
flows in the pickup coils PU and the hold-in coils
] - 6 16S 6 7 9
Section 1
of the solenoid assemblies mount ed on the
starting motors, The PU coils arc of low electrical
resistance, while the hold-in coils consist ol ' many
turns of fine wire and are of high resistance.
Current to drive the solenoid plungers llows
through the PU coils and through the low resist-
ance of the starting motors.
The solenoid plungers drive the pinion gears to
engage with the engine ring gear. When engage-
ment is complete, the SM contacts, operated by
the solenoid plungers, close to complete a circuit
to the operating coil of the main starting con-
tactor ST. ST contacts close to directly connect
the starting motors across the locomotive battery.
The motors turn to rotate the engine.
When the ST contacts close, and with the STA
contacts remaining closed, the pickup coils PU
are effectively shorted out. and no more current
flows in the PU coils. Current in the hold-in coils
is sufficient to keep the starting mot or pinions
engaged with the engine ring gear.
After the engine has started and the fuel prime/
engine start switch is released, the STA contactor
drops out tirst. This then opens the circuit to the
ST coil. As the solenoid plunger is driven out, the
SM contacts also open.
As AC from the D14 alternator builds up, the
NVR relay picks up. This opens the circuit to the
STA operating coil and prevents starting attempts
with the engine running.
ENGI NE STARTI NG PROCEDURE
strainer housing unless bull' s eye is
empty.
2. Check engine coolant level.
3. Open cylinder test valves and bar over the
engine at least one revolution. Observe for
leakage from test valves. Close the test valves.
NOTE: It is a good practice and highly recom-
mended that the engine be barred over
one complete revolution with the cylinder
test valves open before starting. If any
fluid discharge is observed from any
cylinder, find the cause and make the
necessary repairs. This practice should
apply particularly to engines that are ap-
proaching a scheduled overhaul after
several years of service or have had a
history of water or fuel leaks.
. Remove the starting fuse. Check that all other
fuses are installed, are in good condition, and
are of the proper rating.
5. Verify that the main battery switch is closed,
and that the ground relay switch is closed.
6. Place the local control and the control circuit
breakers in the ON (up) position.
7. Place the control and fuel pump switch in the
ON (up) position.
8. Place generator field and engine run switches
in the OFF (down) position.
CAUTION: Before attempting to start a new
engine, an engine that has been over-
hauled, or an engine that has been
shut down for more than 48 hours,
pe r f or m PRELUBRICATION OF
ENGI NE procedure contained in
Section 2.
If engine temperature is below 50 F
the engine should be preheated prior
to starting.
9. Place the isolation switch in the START
position.
10. Place turbo lube pump circuit breaker to ON
position. Remove rear oil pan handhole cover
and open top deck covers.
11. At the equipment rack in the engine room,
momentarily place the Fuel Prime/Engine
Start Switch in the PRIME position.
1. Check oil level of engine, governor, and air
compressor, and add oil if required. Check
engine oil level in strainer housing and, if
required, add oil to strainer housing until it
overflows into the oil pan.
NOTE: On units equipped with top fill Michiana
lube oil filter tank, check bull's eye on
filter tank. It is not necessary to check
12. Check turbo lube pump operation by observ-
ing lube oil flow at camshaft gear train.
NOTE:Observe camshaft bearings. If lube oil
flows from camshaft bearings with turbo
lube pump running and engine, shut down,
inspect turbo filter outlet check valve for
proper operation.
16S679 ]-7
Section 1
13. Replace and securely close handhole covers
and engine top deck covers.
14. Check that the starting fuse is in good condi-
tion and of the proper rating. Install starting
fuse, Fig. 1-10.
15. Place the Fuel Prime/Engine Start Switch in
the PRIME position until fuel tlows in the
return fuel sight glass clear and free of
bubbles.
CAUTION : Do not crank engine for more than
20 seconds or "i nch" engine with
starter. After cranking, allow a mini-
mum of two minutes for starter cool-
ing before another starting attempt.
If engine is equipped with purge con-
trol system, do not push injector rack
control lever (layshatt) until engine
has cranked for six seconds.
16. Position the injector control lever (layshaft
lever) at about one-third rack (approximately
1.6 on the scale), then move the Fuel Prime/
Enginc Start switch to the START position.
Hold the switch in the START position until
the engine fires and speed increases.
17. Release the injector control lever when the
engine comes up to idle speed.
18. Check t hat the low water detector is not
tripped. If the detector is tripped, wait for
one-half minute after en~ne start, then press
the reset but t on and hold for five seconds to
reset. If the detector trips again, verify engine
oil pressure, then slowly position the injector
cont r ol lever to increase engine speed
moment ari l y before resetting the button.
STARTI NG MOTOR MA I N T E N A N C E
Maintenance should be performed as indicated in
the Scheduled Maintenance Program, and may be
performed when checks are being made on the
motors.
1. Clean the brush holder and commut at or area.
Remove the most accessible brush inspection
plugs from each mot or assembly, and direct a
high pressure air hose at either opening to
drive foreign matter out of the other opening.
Use only dry air. Reinstall and secure inspec-
tion plugs.
. Saturate the oil reservoirs and wicks at the
bearing positions located at the front and rear
of each mot or assembly. Use only SAE No.
1 0 oil.
. Manually press the pinion in a direction away
from the ring gear to make the overrunning
drive spline accessible for oiling. Use only
SAE No. 10 oil.
. Examine all connections in the high current
(heavy cable) circuit to ensure that they are
clean and secure.
. Remove cabling at the battery terminal posts.
Clean the terminals with a soda solution and
a wire brush. After cleaning apply a clean
coating of petroleum jelly on the posts and
cable connectors. Reinstall cabling and secure
in place.
SOL ENOI D REPLACEMENT
PROCEDURE
I. Remove the starting mot or guard cover and
disconnect all wires to the solenoid after
noting location of each wire connection.
2. Remove the solenoid from the motor by
removing the four hex bolts.
19. Check t hat cooling water level is satisfactory,
that lube oil pressure is satisfactory, and that 3. Remove the front inspection cap in the
governor oil level is satisfactory, plunger housing.
19726
Fig. 1-10 - Starting Fuse - 400 Ampere
1-8 16S679
4. Check the number of threads exposed beyond
the plunger stud adjustment nut inside the
housing. If more than three threads are
visible, hold the plunger to prevent its rota-
tion. then back off the adjustment nut to a
three-thread exposure plus or minus hall a
thread.
5. Thoroughl y wipe the plunger clean of any
surface contaminants, with a clean shop rag.
6. Install new solenoid 1115539 in exact reverse
order of removal procedure.
CAUTION: Three types of starting motor sole-
noids are presently in use. Solenoids
part numbers 1115539 and 1115536
Section 1
may be intermixed on a unit. How-
ever, solenoid part number I115515
must be used only with anot her sole-
noid part number 1115515. When a
good solenoid part number 1115515
is removed to avoid intermixing, test
and retain solenoid for use as a re-
placement part.
7. Reconnect all solenoid wires.
8. Follow the above Steps to renew the second
mot or solenoid.
9. Replace the guard cover and the ring gear
cover.
16S679 1-9/1-10
S E RV I CE D A T A
FUEL S Y S T E M A N D E N GI N E S T A R T I N G
REFERENCES
Sect i on 1
Fuel Oil Speci fi cat i ons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M.I. 1750
Fuel Pump Mai nt enance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M.I. 4110
Fuel Pump Mot or Mai nt enance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M.I. 4101
St art i ng Mot or Mai nt enance . . . . . . . . . . . . . . . . . . . . . . Engine Mai nt enance Manual
ROUTI NE MAI NTENANCE PARTS AND EQUI PMENT
FI LTERS
Part No.
Pr i mar y Fuel Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pl eat ed Paper El ement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cover Gasket . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engi ne Mount ed Filter Assembl y, Spin On Type . . . . . . . . . . . . . . . . . . .
Filter El ement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Filter Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Suct i on St rai ner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Mesh El ement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
"O" Ri ng, Housi ng- To- Cover . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pressure Di fferent i al Gauge Wi t h Bypass Valve . . . . . . . . . . . . . . . . . . . .
8379120
8345482
8358905
8479355
8423132
8479301
8341983
9324489
8343161
9323489
FUEL TANK
Drain Plug Gasket . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8010874
Filler Cap Gasket . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8065493
Special Ball Valve (Water Drai n) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8358203
Valve Repai r Kit (Seats and " O" Rings) . . . . . . . . . . . . . . . . . . . . . . . . 8378372
FUEL PUMP
Fl ange Gasket . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8426937
16S679 l - l l
ELECTRO-M OTI VE
LOCOMOTI VE
SERVICE MANUAL
LUBRI CATI NG OI L SYSTEM
SECTION
2
DESCRI PTI ON
A pictorial diagram of the lubricating oil system
is shown in Fig. 2-1. Oil under pressure is forced
through the engine /'or lubrication and piston
cooling by the positive displacement combination
piston cooling and lubricating oil pump. After
circulating through the engine, the lubricating oil
drains into the oil pan. The positive displacement
scavenging oil pump draws oil from the sump and
strainer housing, then forces it through the oil
filter and cooler. From the cooler, the oil is
delivered to anot her compartment in the oil
strainer assembly where it is available for recircu-
lation by the combination piston cooling and
lubricating oil pump.
The lubricating oil pumps are mounted on the
front end of the engine and are gear driven by
the engine through the accessory drive gear train.
The oil strainer housing is also mounted on the
front of the engine. The oil cooler and filter
assemblies are located on the equipment rack
adjacent to the front of the engine at the long
hood end of the locomotive.
T U R B OC H A R GE R
The turbocharger lubricating oil is obtained from
the engine lubrication system. A separate auto-
matically started mot or driven turbocharger aux-
iliary lube oil pump is used to supply oil to the
turbocharger prior to starting the engine and
whenever the engine is shut down. The motor is
timed to operate approximately 35 minutes after
each time it is started. Oil circulation through the
turbocharger is necessary prior to starting the
engine and during the period when the engine oil
pressure is building up to provide proper lubrica-
tion. After the engine is shut down, continued oil
circulation is necessary to remove residual heat
from the turbo and return the hot oil to the oil
pan sump. For this auxiliary pump to do the
work for which it is intended, the main battery
switch and the turbocharger auxiliary pump cir-
cuit breaker must be closed. See Fig. 2-2.
The turbocharger auxiliary" lube oil pump draws
oil from the oil pan sump. Discharge from the
pump is then filtered and fed into the head
assembly of the main turbocharger oil filter. This
head assembly contains the check valves required
for proper lube oil flow. Oil from the filter head
assembly is then directed to the turbocharger.
T U R B OC H A R GE R A U X I L I A R Y
LUBE PUMP CI RCUI T
The following text in conjunction with Fig. 2-2
explains the turbo lube pump circuit.
When the main battery switch is moved from an
open to a closed position, battery power will
flow through the turbo pump circuit breaker and
through normally closed contacts of the no volt-
age relay NVR. (The NVR relay contacts remain
closed until the engine is turning and the D14
alternator is delivering AC power.) NVR contacts
close upon loss of AC power from the D I4
alternator at engine shutdown.
Power through NVR contacts then flows through
closed contacts of the fuel prime/engine start
switch and through normally closed stop push-
but t on contacts to energize the turbo lube time
delay relay TLTD. The relay begins timing and
normally closed time delay contacts of TLTD
remain closed for the period set by the timing
device (nominally 35 minutes).
Current flows through the closed time delay
pickup contacts of TLTD to energize turbo lube
pump contactor TLPR. Contacts of TLPR seal
the relay in against NVR pickup, energize the
turbo lube pump light, energize the turbo lube
pump motor, and set up the circuit to the start
contacts of the fuel prime/engine start switch.
The timing relay continues to time as long as
current flows to the relay coil. When the relay
times out, TLTD contacts identified on Fig. 2-2
pick up, and TLPR is de-energized. TLPR
contacts drop open. The turbo lube pump mot or
stops, and the turbo aux. pump light goes out. If
the engine is running at the time of relay time-
out, NVR contacts are open and TLTD is de-
energized. Dropout of NVR, pressure on the
engine stop pushbut t on, or movement of the fuel
prime/engine start switch will re-establish the
timing cycle and turbo lube pump operation.
16S679 2-I
Section 2
Vent To En g i n e
L o w Oi l S h u t d o w n P l u n g e r
, , , 9 ~es s ~' e ~ ) A ~ . I
Gov er nor
S c a v e n g i n g
Oi l P u mp __
Load R e g u l a t o r o i I - Ret ur n
To S u mp
. 0~\ "~o . ~ ..~
- _ . o , -
L u b e Oi l
Co o l e r
/
] C o o l i n g Wa t e r
T C o n n e c t i o n s
Oi l Level
Si g h t Ga u g e
L u b e Oi l
Fi l t e r
' ~ : f D i f f e r e n t i a l
~
Low Wa t e r
i A n d C r a n k c a s e
P r e s s u r e
D e t e c t o r
Re t u r n To
Su mp Wh e n
Ei t her D e t e c t o r
Is Tr i pped
E n g i n e Oi l S t r a i n e r
U "~ M a i n And Pi s t on
Cool i ng Oi l Pu mp s
Hot Oi l D e t e c t o r
T h e r mo s t a t i c Val v e
* Thi s Oi l S u p p l i e s T h e Load Re g u l a t o r
Pi l ot Va l v e In The G o v e r n o r
24134
Piston Cool i ng And Engine Oil Pressure Gauge Turbocharger
Lubri cat i ng Oil Pump ~ Low Oil Pressure Shut down l ~- - - -
Oil Cooler ~ ~ . . 2 : ' ' = Camst~aft 7]
:~ ~ ~ Oil Passage .-.4~-~-.5 - - : /~
. - . i . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - - ~ . 1 -
, I
~ . ' ~ - ~ . . \ ~ _ ] r ~ i ( ~ {" ~ N" ~ : , ' ~ , ': ~[..~,, } ~ } ( '('x.__2.~. mston L, ool,ng
. . . . . "" -~.~"~.~ ~ . ~ P " i ' ~ ' " ~ - - - J / ~ ~ J . ~ ' i ' ~ , '/.~__~ " ~ / ' ~ " '_~______~! Oil Line
' " Fi l t e r , . . . . . o , . . . . r . . . . . . . . . . .
"" ~ Turbocharger
Oil Strainer ' ~ " ,' Oil PanSump Lube Oil Fi l t er
Scavenging Oil Pump J \ T u ~ t ~ Oil To Crankshaft 3 o c h a r g e r Lube : ~ Lubri cati ng Oi l l
And Bearings Oil Pump
Fig. 2-1 - Lubri cat i ng Oil System Pictorial And Schematic Diagram
2-2
2 3 0 5 7
16S679
Sect i on 2
RE BC
m
To Other Equipment
I f t he syst em has not been drained, oil may be
added t o the strainer housi ng wi t h t he engine
runni ng or st opped.
WARNI NG: Do not r emove t he r ound caps from
t he strainer housi ng while t he engine
is running as hot oil under pressure
will come f r om t he openings and
serious i nj ury coul d result.
PREL UBRI CAT I ON OF ENGI NES
Prel ubri cat i on of a new engine, an engine t hat has
been overhauled, or an engine whi ch has been
i noperat i ve for more t han 48 hours, is a necessary
and i mpor t ant practice. Pr el ubr i cat i on alleviates
l oadi ng of unl ubri cat ed engine part s during the
interval when t he l ube oil pump is filling the
passages wi t h oil. It also offers pr ot ect i on by
giving visual evidence t hat oil di st ri but i on in t he
engine is sat i sfact ory.
NOTE: On units' equi pped wi t h t op fill Michiana
l ube oil filter t ank, check bul l ' s eye on
filter t ank. Prel ubri cat i on is not required
unless bul l ' s eye is empt y.
Fig. 2-2 - Tur bochar ger Auxi l i ary
Lube Oil Pump Ci rcui t
21473
If the engine is not runni ng when TLTD times
out , NVR cont act s bei ng cl osed will hol d TLTD
energized when TLPR dr ops out af t er TLTD
pi ckup. The timing cycl e and t ur bo l ube pump
oper at i on can be re-established by operat i on of
the fuel pri me/ engi ne start swi t ch or b y pressure
on the engine st op pus hbut t on.
MAI NTENANCE
F I L L I NG OR ADDI NG
OI L TO SYSTEM
When filling or adding oil t o the syst em, it is
r ecommended t hat the oil be pour ed into the
strainer housi ng t hrough t he square opening as
shown in Fig. 2-6. Shoul d i t be f ound more
desirable t o add oil t hr ough a handhol e opening
in t he engine oil pan, it is i mperat i ve that t he
strainer housi ng be filled bef or e starting t he
engine. Fai l ure t o do this ma y result in serious
engine damage due t o t he t i me del ay bef or e oil is
compl et el y ci rcul at ed t hr ough the syst em and
t hen t o t he worki ng part s of t he engine.
Per f or m prel ubri cat i on as fol l ows:
1. Remove t he pi pe pl ug at t he main l ube oil
pump discharge el bow, and connect an ext er-
nal source of clean, warm oil at t he discharge
el bow. Prelube engi ne at a mi ni mum of 69
kPa ( 10 psi) for a peri od of not less t han
t hree and not mor e t han five mi nut es
( appr oxi mat el y 3.8 l i t res/ mi n. [15 gpm] using
a 1.1 t o 1.5 kW [1-1/ 2 t o 2 hp] mot or ) .
2. While oil pressure is bei ng appl i ed, open the
cyl i nder test valves and bar t he engine over
one compl et e revol ut i on. Check all bearings at
t he crankshaft, camshaft s, r ocker arms, and at
t he rear gear train for oil flow. Al so check for
restrictions and excessive oil fl ow. Check for
fluid discharge at t he cyl i nder t est valves. If
fluid discharge is observed from any cyl i nder
t est valve, find t he cause and make the neces-
sary repairs.
3. On new or overhaul ed engines remove t he
pi pe plug at the pi st on cool i ng oil pump
discharge el bow and connect t he ext ernal oil
source at t hat opening. Check for unrest ri ct ed
oil fl ow at each pi st on cool i ng t ube.
4. Di sconnect t he ext ernal oil source and replace
t he pi pe plugs at t he pump discharge elbows.
Close the cyl i nder t est valves.
5. Pour a liberal quant i t y of oil over the cylin-
der mechanism of each bank.
1ES 1077 2-3
Section 2
6. Check oil level in s t r ai ner hous i ng and, if
required, add oil to strainer housing until it
overflows into the oil pan.
7. Replace and securely close all hand hole covers
and engine top deck cover.
In some cases engi nes have been r emoved f r om
service and st or ed in t he "as i s" condi t i on by
draining the oil and applying anti-rust compound.
When these engines are returned to service, before
addi ng oil and prelubing, care must be t aken to see
t hat any l oose deposi t s are fl ushed out before
adding a new change of oil. The entire engine should
be spr ayed wi t h fuel , t o br eak up any sl udge
deposits, and then drained, being careful t hat the
drains do not plug. Fuel should not be sprayed
directly on the valve mechani sm or bearings, as
lubrication will be removed or dirt might be forced
into these areas. The surfaces should then be wiped
dry before the new oil is added to the engine.
LUBE OI L LEVEL GAUGE ( DI PSTI CK)
An oil level gauge, Fig. 2-3, extends from the side of
the oil pan into the oil pan sump. The oil level
shoul d be mai nt ai ned bet ween the l ow and full
marks on the gauge, with the reading taken when the
engine is at idle speed and the oil is hot.
22847
1 4 0 4 4
Fi g.2-3 - Oi l Level Gauge - Di pst i ck
NOTE
Under some conditions the oil level may be
above the bot t om of the oil pan handholes, so
care must be taken when the oil pan handhol e
covers are removed.
L UBRI CAT I NG OI L S A MP L I N G
A N D A N A L Y S I S
A lubricating oil sample should be taken for analysis
at the i nt er val s st i pul at ed in t he Schedul ed
Mai nt enance Pr ogr am. The s ampl e shoul d be
submitted to a compet ent l aborat ory to moni t or the
suitability of the oil for continued use. Obtain the
sample in the following manner.
I. Run t he engi ne l ong enough to ensur e
t horough circulation.
2. Shut the engine down and remove the starting
fuse.
. Obtain the oil sample (normally .5 litre [ 1 pint])
at the center of the.oil pan halfway between the
surface and the bottom of the pan.
NOTE
Inconsistent sampling techniques will produce
inconsistent results.
OI L COOLER I NSPECT I ON
A N D MA I N T E N A N C E
Maj or ser vi ci ng of t he oil cool er shoul d not be
undert aken until the need for such maintenance is
definitely established by unsatisfactory operation,
suspected oil cooler core leaks, or wide temperature
differential between cooling water and engine oil.
DETECTION OF LEAKS
There are not simple methods of detecting water
leaks to the oil side of the lubricating oil cooler
assembly; however, evidence of water contamina-
tion will show up in the routine engine oil samples
taken and analyzed as prescribed in the Scheduled
Maintenance Program. Any such evidence calls for
a close exami nat i on of the cooler and inspection of
the engine. Maintenance Instructions for cleaning
and repair of the lubricating oil cooler are listed on
the Service data page.
DETECTION OF DIRTY OIL
COOLER CORE
Proper lubricating oil temperatures are dependent
upon ma xi mum lube oil cool er per f or mance.
Oper at i on of t he hot l ubr i cat i ng oil det ect or
provides indication that the lube oil cooler may not
be f unct i oni ng effi ci ent l y. However , in or der to
obtain a valid indication of oil cooler performance,
the locomotive must be operated at its full rated
l oad and engi ne speed while t he oil and wat er
temperatures are allowed to stabilize.
2 - 4 16S984
PROCEDURE
I. At the water pump discharge elbow, Fig. 2-4,
fill the t he r mome t e r well wi t h oil. Wat er
temperature into the engine will be taken at this
point.
Thermometer
Thermometer
J
)C
20393
Fi g.2-4 - Location Of Ther momet er s To
Det ermi ne Oil And Water
Temperat ure Di fferenti al
2. Set up engi ne l oadi ng appar at us capabl e of
taking the full rated load of the locomotive.
Ref er to the Load Test i ng sect i on of t hi s
manual for i ns t r uct i ons cover i ng the l oad
testing setup.
C A U T I O N
Many standard load boxes are not of sufficient
capacity to fully load the locomotive.
3. Remove the squar e cover f r om t he engi ne
mounted oil strainer and hang a cage thermo-
meter in the overtlow oil compart ment of the
strainer housing, Fig. 2-4. This is oil out of the
cooler. Make certain that the t hermomet er bulb
is well below the surface of the oil and is kept
submerged when the reading is taken.
4. Insert a t hermomet er into the well located at the
engine water inlet.
5. Operate the engine and apply load. Do not
operate above throttle position 3 until water
temperature is above 54 C ( 130 F). Operate at
full l oad and speed unt i l engi ne wat er inlet
Section 2
temperature is stabilized. It may be necessary to
block the shutters open to mai nt ai n a constant
temperature.
NOT E
Readi ngs t aken at 15 mi nut e i nt er val s will
indicate when a stable operating condition is
reached.
6. Recor d t emper at ur e r eadi ngs and compar e
them with lubricating oil cooler service limits
pr ovi ded in Mai nt enance I ns t r uct i on 928.
When oil t emper at ur e for a gi ven wat er
temperature is higher than limit indicated, oil
cooler should be serviced in accordance with
Maintenance Instruction listed on Service Data
page.
OIL FI LTER I NSPECTI ON
AND MAI NT E NANCE
Oil filter elements, Fig. 2-5, should be replaced with
new el ement s at t he i nt erval s st i pul at ed in the
Schedul ed Mai nt enance Pr ogr am. Use onl y
approved element combinations as indicated on the
Service Dat a page.
PROCEDURE
. Operate the diesel engine until oil is warm and
ci r cul at i ng freel y, t hen st op t he engi ne and
remove the starting fuse.
2. Remove t he squar e cap f r om t he engi ne
mounted lube oil strainer housing, Fig. 2-6.
. Raise and latch the gate valve handle in the
engine strainer housing to drain oil from the
filter housing into the engine sump. It is not
necessary to move the valve handle that drains
the oil strainer housing.
NOT E
Depending upon the temperature of the oil and
syst em at the t i me t hat the dr ai n valve is
opened, adequat e dr ai nage of t he lube oil
filters can take from 1/2 hour for hot oil and a
hot system to several hours for a cool system.
If the system is fully charged at the time the
system is to be drained, the oil level will rise
above the bot t om of the oil pan inspection
covers.
4. Aft er enough t i me has el apsed to allow
adequate drainage and easy handling of the
fi l t ers, sl i ght l y l oosen the nut s on the filter
housing cover. Oil remaining at the bottom of
16S984 2- 5
Section 2
',:::-',
I
/
I n l e t , . Ou t l e t
Fill
Level
A
. , : , . . _ , . ' , , ,., :_:. ','" ::--.._... ::,
1. Dr a i n 6. Wa s h e r
2. Fi l l St a n d p i p e 7. Fi l t er El e me n t S t a n d p i p e
3. Pr es s ur e Tes t Fi t t i ng 8. Rel i ef Va l v e A s s e mb l y
4. Si g h t Gl ass 9. Fi l t er El e me n t
5. Bo l t 3 / 8 " - 1 6 Hex
F i g . 2 - 5 - S e v e n E l e m e n t L u b r i c a t i n g Oi l Fi l t er A s s e m b l y
S t r a i n e r D ~ e - ~: :" ,,
Op e n ON L Y If Dr a i n i n g ' ~i.; !'~i L; I : ~; ~; ~
~[~ E n g i n e Oi l . . . . , : .
. ~ Fi l t er Dr a i n V a l v e . . L ~ - - [ ~ [ ~ F / ~ [ ~
D r a i n i n g ~t~ En g i n e
- " ~ Fi l t er Ho u s i n g
19243
F i g . 2 - 6 - F i l l i n g Or A d d i n g Oi l T o S y s t e m
.
.
the housing will leak into the drain pan. From
there it is piped to the engineroom drainage
sump.
Pr ovi de adequat e quant i t i es of bound edge
towels.
Place a container for used filter elements at a
convenient location.
. After oil has stopped draining from under the
flat filter housing cover, loosen the retaining
nut s and swi ng the hi nge bol t s cl ear of the
cover. Swi ng the cover open. Remove and
quickly dispose of used filter elements.
28792
8. Using only clean bound edge towels, clean out
the interior of the filter housing. Clean up the
drain pan and surrounding area.
9. Insert a set of seven new fi l t er el ement s
consi st i ng of part number s shown on t he
Servi ce Dat a page. Make cer t ai n t hat t he
elements are fully seated over the standpipes.
NOTE
Approved pleated paper elements have a red
casing. When the complement of seven paper
elements is used, be certain to use approved
elements.
When the filter elements are properly inserted,
inspect the "O" ring in the circular groove in the
housing cover. Replace if necessary.
11. Close the cover A guide hose in the filter cover
must mate with a dowel on the filter housing
body before the cover can be closed.
12. Swing the hinge bolts into place and tighten the
hold-down nuts, to 60 ft-lbs.
13. At the i nt erval s st i pul at ed in the Schedul ed
Maintenance Program, remove and inspect the
filter bypass relief valve assembly, Fig. 2-7. The
pr ocedur e is det ai l ed in the art i cl e ent i t l ed
Inspection Of Bypass Valve Assembly.
14. Close the fi l t er dr ai n gat e valve at t he oil
strainer.
2- 6 16s984
Val ve Gui de
Poppet
Val ve
And Stem
28793
F i g . 2 - 7 - Fi l ter Bypass Rel i ef Assembl y
15. Bef or e starting the engine, check t he oil level,
usi ng t he dipstick. Oil level shoul d be above t he
f ul l ma r k on t he di ps t i c k wi t h engi ne s hut
down. St art the engine and al l ow it t o run at idle
speed. Check the oil level at t he dipstick. Add
oil if necessary. See Fig. 2-6.
16. Repl ace and tighten down t he square cover on
the oil strainer.
17. I n s p e c t f or oil l eaks at t he f i l t er hous i ng.
Ti ght en the hol d- down nuts as necessary to st op
any leaks.
I N S P E C T I O N O F B Y P A S S
V A L V E A S S E M B L Y
The f i l t er b y p a s s r el i ef val ve a s s e mb l y , Fi g. 2- 7,
s h o u l d be r e mo v e d and c h e c k e d pe r i odi c a l l y at
i nt erval s st i pul at ed in the Schedul ed Mai nt enance
P r o g r a m or wh e n e v e r i mp r o p e r oi l f i l t r a t i on is
s u s p e c t e d . Ho we v e r , o p e r a t i o n of t he val ve
a s s e mb l y can not be e f f e c t i ve l y c h e c k e d on t he
l ocomot i ve. For this reason it is r ecommended t hat
qual i fi ed spare assemblies be avai l abl e for exchange
wi t h t he a s s e mb l y in use. A be nc h t est a nd
i nspect i on may then be per f or med in accor dance
wi t h t he appr opr i at e Mai nt enance Inst ruct i on listed
on the Servi ce Dat a page.
P R OC E D U R E
I. Af t er t he oil has been dr ai ned f r om the filter
hous i ng, t he e l e me nt s r e mo v e d , and t he
housi ng cleaned; r emove t he hol d- down bol t s
f r om t he bypass valve assembl y and remove t he
assembl y.
Sect i on 2
. Repl ace the filter bypass relief valve assembl y
wi t h a qua l i f i e d s pa r e . Se a t t he a s s e mb l y
pr oper l y and tighten the hol d- down bol t s t o
33 N' m (24 ft. lbs.) t or que. I f a qual i fi ed spare is
not a va i l a bl e , t he val ve a s s e mb l y s h o u l d
nevert hel ess be r emoved f r om the filter housi ng
and cleaned of sludge and varnish by washi ng in
s ol ve nt . The a s s e mb l y s houl d be c a r e f u l l y
i nspect ed aft er cleaning. If the poppet st em or
valve body gui de is wor n, t hose pieces shoul d be
r e pl a c e d wi t h new pi eces . Pa r t n u mb e r s ar e
listed on the Service Dat a page.
TEST OF VALVE SPRING
If a qualified spare is not available, the val ve spri ng
shoul d be tested by compr essi ng it to a specific
height. If this requi res mor e or less than t he val ues
shown on the Servi ce Dat a page, t he spri ng shoul d
be repl aced with a new spring.
HOT L UBRI CAT I NG OI L DET ECT OR
A t her most at i c valve, Fig. 2-8, l ocat ed on t he out l et
el bow f r om the mai n l ube oil pump, Fig. 2-1, is
c a l i b r a t e d t o ope n when l ube oil t e mp e r a t u r e
r e a c he s n o mi n a l l y 127 C ( 260 F). At t hi s
t emper at ur e the pr obabi l i t y exists t hat ei t her t he
122
Start To Open Full Open
Temperat ure Temper at ur e
to 125 C (252 to 257 F) I 135 C (275 F)
I
16937
Fi g. 2- 8 - Hot Oi l Det ect or Ther mos t at i c Val ve
1 6 S 9 8 4 2 - 7
Section 2
lube oil cooler is plugged on the water side, or steam
pressure in the cooling system is preventing engine
shut down by the low water detector.
When oil t emperat ure causes the valve to open,
pressure to the oi l pressure sensing device in the
engine governor is dumped. The device sees low oil
pressure and reacts to shut the engine down. The
t hermost at i c valve is not latching, and it will reset
aut omat i cal l y when oil temperature falls.
W A R N I N G
After it has been determined that hot oil is the
cause for engine shutdown,, make no further
engi neroom inspections until the engine has
cooled sufficiently to preclude the possibility
that hot oil vapor may ignite. When a low oil
s hut down occur s, al ways i nspect for an
adequat e suppl y of wat er and oil. Al so
check engine water temperature. Do not add
cold water to an overheated engine.
HOT OI L DET ECT OR QUALI FI CATI ON TEST
Remove detector from engine and test as follows:
1. Connect air lines to and from valve so t hat flow
is in direction of arrow.
. Place valve in an agitated liquid bath so that
hal f t he val ve body is i mmer sed. ( Dow
glycerine, USP Grade 96% recommended.)
which indicates the condition of the filter elements.
Part numbers for the quick disconnect fittings are
provided in the Service Dat a pages at the end of this
section.
I
t
_ J
NOTE
Qui ck di sconnect mal e f i t t i ng - 9 3 2 1 3 4 0 accept s
f emal e f i t t i ng - 9321341 f or use wi t h gauge.
1. Lube Oi l Fi l t er Housi ng C o v e r
2. Qui ck Di sconnect Fi t t i ng
Fi g. 2- 9 - Lube Oi l Fi l t er Qu i c k
Di s c o n n e c t Fi t t i n g A p p l i c a t i o n
28043
Periodic pressure readings will help prevent undue
engine wear by alerting the maintenance crew when
f i l t er el ement pl uggi ng and bypass are about to
occur. If a locomotive has a short filter element life,
there may be water leaks or a heavy dirt load. The
engine probably needs maintenance.
.
4.
Heat the bath. When the bath reaches 113 C
(235 F), the rate of rise must not exceed 0.6 C
(1 F) per minute.
Apply 345 kPa (50 psi) air pressure and observe
for leaks. Leaks between the valve body and cap
are not permissible.
Pressure checks are to be made weekly or oftener at
fueling or t urnaround points before the locomotive
is at the ready track. Readings must be taken with
lube oil temperature at least 66 C (150 F) (54 C
[130 F] water temperature into the engine). The
engine may be loaded or unloaded. Filter elements
must be renewed if filter tank pressure reaches:
.
.
7.
8 . Turn on air.
20 SCFH.
At 121 C (250 F) the ma xi mum r at e of
leakage is 10 SCFH. (Standard cubic feet of air
per hour. )
Remove air flow to avoid chilling.
Raise t emperat ure to 126 C (258 F).
Mi ni mum rate of flow to be
172 kPa (25 psi) at t hr ot t l e posi t i on No. 8
engine speed.
48 kPa (7 psi) at idle engine speed.
Readings taken at throttle No. 8 engine speed are
the most reliable. Therefore, if a marginal reading is
obtained at idle engine speed, verify filter element
condition at No. 8 engine speed.
Q U I C K D I S C O N N E C T F I T T I N G
C E N T E R B E A R I N G L U B R I C A T I O N
The lube oil filter t ank cover is equipped with a male
quick disconnect fitting, Fig. 2-9, to accept a female
coupl er . The f i t t i ng faci l i t at es appl i cat i on of a
pr essur e gauge to moni t or fi l t er t ank pressure,
Two liters (two quarts) all purpose lubricating oil,
per M.I. 1756, should be added to the truck center
bearing at the interval indicated in the Scheduled
Maintenance Program.
2- 8 16S984
Section 2
LUBRICATION AT TIME OF TRUCKING
Remove oiler pi pe plugs, Fig. 2-10, before trucking
or unt r ucki ng t he locomotive. Appl y oil as follows:
If t he beari ng is dry, add 1.7 liters (3-1 / 2 pints) of oil
bef or e t r u c k i n g , and add a not he r 1.7 l i t ers
(3-I/ 2 pints) after the unit is trucked.
Reappl y oiler pipe plugs after unit is t rucked and
oiled.
, , , I
C~-~ster'al~Bol ' i i r ' L i . . _ J r UJ_~
T - ~ T ~ 1 ~ Hood Bolster
19552
F i g . 2 - 1 0 - Center Bearing Oiler Pipe Location
16S984 2-9 / 2- ! 0
SERVI CE DAT A
LUBRI CATI NG OI L S Y S T E M
Section 2
REF ERENCES
Lube Oil Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M.I. 926
Lube Oil Cool er . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M.I. 927
Lube Oil Cool er Service Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M.I. 928
Lubricating Oil For Domestic Locomotive Engines . . . . . . . . . . . . . . . . . . . . . . M.I. 1752
ROUT I NE MA I N T E N A N C E PARTS A N D E QUI P ME NT
Part No.
Pleated Cot t on- Paper Elements (7 per housing) . . . . . . . . . . . . . . . . . . . . . . . . . 8345482
NOTE
Fi l t er c ha nge out r e c omme nda t i on will be f ound on t he appl i cabl e Schedul ed
Mai nt enance Program.
Filter Housi ng Cover O-Ring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9544431
Filter Housi ng Cover Gasket . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8268756
Ext ernal Bypass Valve Assembly, 40 psi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8320705
Bypass Valve Por t Cover Gasket . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8296030
Internal Bypass Valve Assembly, 40 psi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9536955
Hot Oil Det ect or . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8427032
Hot Oil Det ect or Gasket . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8430611
NOTE
It is recommended that qualified spare bypass valve assemblies be kept available for
scheduled maintenance replacement.
Quick Di sconnect Male Fitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9321340
Quick Di sconnect Female Fitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9321341
Kit; Lube Oil Tank Pressure Test (0-100 psi gauge,
hose and female quick disconnect fitting) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9325061
S P E CI F I CAT I ONS
Weight requi red to compress filter bypass valve spring to a height of 3-5/8" must not be less than 420 lbs or
more than 500 lbs.
Lube Oil System Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 243 gal.
Lube Oil Cool er Bypass Valve Opens . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 psi
16S984 2- ] ]
ELECTRO-MOTIVE
LOCOMOTI VE
SERVICE MANUAL
COOLI NG SYSTEM
SECTION
3
DESCRIPTION
The cooling system is pressurized to provide
uniform cooling t houghout the operating range of
the diesel engine. A pictorial diagram of the
system is shown in Fig. 3-1. Coolant is pumped
by the engine mounted pumps from the cooling
water expansion tank and lubricating oil cooler
assembly and into the engine. The heated water
leaves the engine and flows through the radiator
assembly where it is cooled. The cooled water
returns to the oil cooler to repeat the cycle.
Part of the water from the engine mounted water
pumps is piped to the air compressor. There are
no valves in the line, thus air compressor cooling
will be provided whenever the engine is running.
Water is also piped through a temperature switch
manifold, then back to the water tank for re-
circulation. Temperature sensing elements located
in the manifold operate switches that control
radiator fan and shutter operation and a hot
engine alarm.
Part of the water from the engine mounted
pumps is piped to the cab heaters. A shut off
valve is located in the supply line to the heaters
and another shutoff valve is located in the return
line from the cab heaters. These valves, along
with an engine and compressor drain valve and
heater drain valves are located at the sump
between the engine and the engine accessory
rack.
To drain the entire cooling sYstem, open the
engine and compressor drain valve, heater supply
shut off valve, heater return shutoff valve, and the
two heater drain valves. If it is necessary to
independently drain the heaters, the heater
supply shut off valve and the heater return shut off
valve must be closed and the heater drain opened.
CAUTION: Allow all valves to remain open until
the system is completely drained. Do
not close a valve independently when
its discharge stops.
Whenever the heater supply and re-
turn valves are closed, it is good
practice to open the heater drain
valves and drain the cab heaters and
associated piping.
On units equipped with heater shut-
of f valves located in the cab, the
valves must be opened during heater
draining.
Always check to see that the heater
drain valves are tightly closed before
opening the cab heater supply and
return valves.
F A N A N D R A D I A T O R A R R A N G E M E N T
As shown in Fig. 3-2, the cooling system radia-
tors are assembled in a hatch near the top of the
long hood end of the locomotive. The hatch
contains radiator sections which are grouped in
two banks. Three AC motor driven cooling fans
are located in the roof above the radiators.
Dividers are used to form a separate exhaust
chamber for each fan, thus controlling distri-
bution of cooling air and to prevent the fans
from working against each other. The fans are
numbered 1, 2, and 3 from front to rear, with
the No. I fan nearest the short hood end. Fan
inlet grills and shutters are located adjacent to
the radiators.
Each radiator bank consists of 6-row cores in a
parallel arrangement. A bypass is provided be-
tween the radiator input lines and the discharge
lines to reduce the velocity of fluid in the
radiator tubes. Coolant from the engine is piped
to the headers of each bank. The paralleled
radiators discharge coolant to the oil cooler, and
from there to the water pumps and back through
the engine.
16S 6 7 9 3 o 1
O
L~J
L,
u )
o~
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co
Low Water
Detector
Cab
Heaters
I : r '
To
Hot Water
From Engine
Water
Tank
q " J ~ . ~ . , . "
1 " ~ / /
Dual Valve
(Cab Heater Drain)
System
Drain
Valve
Fig. 3-1 - Cool i ng Syst em Pictorial Di agr am
Temperature
Switch
. . _ i ~ M a n i f o l d
Ai r Compressor
2 3 9 0 0
O3
03
( D
CO
Bypass
Exhaust Ai r
NOTE
Ei ght bl aded f ans are used on uni t s
equi pped wi t h a 645E4B engi ne.
Si x bl aded f ans ar e used on uni t s
equi pped wi t h a 645E3C engi ne.
L ~
C,
From
Engi ne
Cool i ng
Ai r
Inlet
. J
%
Shut t er
Access Hatch
Vent
Return To
Lube Oil
Cool er
2 0 7 8 2
F i g . 3 - 2 - R a d i a t o r C o o l i n g F a n A n d S h u t t e r A r r a n g e m e n t
r~
5 '
t~
Section 3
FAN A N D SHU' n' ER CONTROL
When the fan contactors are de-energized, normally
closed interlocks energize the shutter magnet valve
MV-SH, Figs. 3-3 and 3-4. Air under pressure is
admitted to the shutter operating cylinders, where it
drives the pistons and the shutter operating bars to
close the shutters.
During operation, outside air is either drawn by a
single oper at i ng fan t hr ough t he shut t er s and
r adi at or s or, if gr eat er cool i ng is r equi r ed, an
additional fan or all fans are energized and a greater
volume of air is drawn t hrough the shutters and
radiators. The flow of air through the radiators
picks up heat from the circulating water. The heat is
then discharged through the roof of the locomotive.
TA picks up first. This energizes FCI , which starts
the No. 1 cool i ng fan, and s i mul t aneous l y de-
energi zes the shut t er magnet valve MV- SH,
releasing air pressure from the shutter operating
cylinders and allowing spring tension within the
cylinder assembly to pull the shutters open.
TB picks up next and energizes FC2, which ~tarts
the No. 2 cooling fan.
TC picks up last. This energizes FC3, which starts
fan No. 3. Once started, all three fans operate until
TA drops out to break the circuit. Also, the shutters
stay open until TA drops out.
Refer to Servi ce Dat a for bot h t he basi c tem-
perature switch and multi-stage switch ratings and
part numbers.
T EMPERAT URE CONTROL
During circulation through the diesel engine and air
compressor, the cooling system water picks up heat
which must be dissipated. This heat is dissipated and
the water temperature controlled by means of a
radiator assembly and AC motor driven cooling
fans.
The radiators are assembled in a hatch in the top of
the long hood end of the locomotive. The hatch
contains radiator sections which are grouped in two
banks. Three AC mot or driven cooling fans which
operate independently are located in the roof above
the radiators. They are numbered I to 3 from front
to rear, with the No. I fan being closest to the cab.
Shut t er s , l ocat ed al ong t he sides of t he hood,
adj acent to the r adi at or s , are oper at ed by air
cylinders controlled by the shutter magnet valve
MV-SH. Control of the fans and shutters, and thus
of the water temperature, is entirely automatic.
Temper at ur e cont r ol swi t ches, Fig. 3-5, are
designated TA, TB, and TC. These switches are
l ocat ed at t he equi pment rack and are f l ange
mounted to a manifold located in the cooling system
piping. Water piped from the area of the inlet to the
engine passes through the manifold where it acts
upon t her mal el ement s t hat cause swi t ches to
respond and establish electrical circuits to cooling
fan contactors. A fourt h switch, ETS, responds to
overheating. It sounds an alarm and reduces engine
speed and load.
The cool i ng fan cont act or s are desi gnat ed FC1,
FC2, and FC3. These contactors are located in a
cabi net mount ed on the equi pment rack, see
Fig. 3-5. When energized, they electrically connect
their respective AC cooling fans to the alternating
current supply from the alternator to run the fans.
AC CABI NET
Fan cont act or s are mount ed in the AC cabi net
located at the equipment rack in the engineroom.
The contactors operate to supply 3-phase AC power
from the DIS alternator to the cooling fan motors.
Each fan mot or ci rcui t is pr ot ect ed by two
200 amper e fuses desi gned to open and pr ot ect
against the following:
1. Locked motor rotor due to bearing seizure or
ice-bound fan blades.
2. Single phase mot or windings.
3. Faulty fan contactors.
4. Faulty electrical plugs or cables.
The fuses are bolted lug type with fusible elements
within a reinforced melamine cylinder. The cylinder
is sand filled to absorb arc energy when the fuse
opens. The fusible elements cannot be renewed. A
blown fuse is to be discarded.
A spring loaded indicator is connected in parallel
with the mai n fuse el ement . When the mai n
element opens, the indicator will also open, and a
small rod will pr ot r ude from the end of the
indicator. Whenever open fuses are indicated, the
3-4 16S984
Manual
Shut t er [[
T o Piston Cont r ol
l Val ve ( ' . ~ , ~-~.,t,~
W , v e
Compressed I . . . . I F - ~
Ai r
Shut t er Magnet
Val ve
i
Shut t er Assembl y
Shutter Operating Piston
A I R FLOW
Coils De. Energi zed Coi l s Energized
I nl et ~ O u t l e t ~
I nl et Outl et
Exhaust Exhaust
20837
F i g . 3 - 3 - S h u t t e r O p e r a t i n g P i s t o n A r r a n g e m e n t
~. Pi st on Ret ur n . . . .
r l st on ~ . ~oj ust ment bcr ew
L L ~ j ~ bpr l ng ]
Sect i on 3
- - - - - - - - - - ~ ' - ; : . . . . y-~n
S P E C I A L E X T R A
P O S . ( P A ) St r i ng
t.O
p -
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Neg. (NA) String
B A S I C
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F i g . 3 - 4 - E n g i n e T e m p e r a t u r e C o n t r o l C i r c u i t D i a g r a m
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28649
16S984 3-5
Section 3
1 9 2 7 3
[--
. . . . . j . _ _ _
' , ~ - - - L - - _ _ -
J i I I~
i ; ' , : '
. r l - " I
l l . o . . , *
i i d o : . . . .
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. . . . . . . . . . . . . . . . . . . . . .

i i L
, i I ~ , . . . . F', ~ ' FPC i . . . . . . .
: lzuJ
AC- T B
Fuse
' I n d i c a t i n g
. 2 3 . - - , 2 3 . , = . , 2 3 .
i
M ..........
" L = , _ , ~ . . , - _, - - . . . .
,
I
. . . . . L . _ _ ; . . . . . . . . . . . . . r . . . . . t . . . . . . . . . . . . . . . . . . . . . . . "
C A U T I O N
W h e n e v e r a s i n g l e
b l o w n fuse is i n d i .
c a t e r , a l w a y s r e mo v e
and d i s c a r d b o t h fuses
i n t h e f a n c i r c u i t . Re-
p l a c e w i t h t w o new
fuses.
@i ndi cat es AC cable
t e r m i n a l s t o be re-
v e r s e d f o r reverse
f a n o p e r a t i o n .
23901
Fig. 3-5 - Temperature Switch Manifold And AC Cabinet
3 - 6 1 6 S 6 7 9
fan mot or and circuits are t o be i nspect ed before
new fuses are installed.
I f i nspect i on reveals a single bl own fuse, always
r enew BOTH fuses in t he mot or circuit. This is
r equi r ed because the second fuse, while perhaps
good in appearance, will in all probabi l i t y be
degr aded and will open the next t i me the fan is
called upon t o start.
Whenever fuses are removed during maintenance,
al ways remove bot h fuses in t he mot or circuit, so
t hat t he mot or is compl et el y isolated.
M A N U A L S H U T T E R C O N T R O L V A L V E
A valve, Fig. 3-3, is provi ded for cont r ol of t he
shut t ers. When the valve handle is in the oper-
at i ng posi t i on, the valve allows air from t he
s hut t er cont r ol magnet valve t o drive t he shutter
oper at i ng pi st on and close the shut t ers. When t he
s hut t er magnet valve MV-SH is de-energized, air
f r om the shut t er operat i ng cyl i nders passes
t hr ough t he manual valve and discharges at t he
magnet valve vent.
When the handl e of the valve is pl aced in the t est
pos i t i on (90 clockwise from operat i ng), air from
t he magnet valve is bl ocked, t he operating cyl-
i nders are vent ed t o at mospher e and t he shutters
open.
NOTE: On a unit shi pped dead in a train, t he
dead engine feat ure limits main reservoir
pressure. This pressure, appl i ed through
the shut t er magnet valve, is not sufficient
t o operat e the shut t er pi st on against t he
built-in spring pressure.
SHUTTER POSITION ADJUSTMENT
1. Place t he manual shut t er cont r ol valve in t he
t est posi t i on. This will release operating air
and allow spring pressure t o draw t he shutters
open.
2. Release t he l ocknut at the adj ust ment threads
of the pi st on ball j oi nt ext ensi on rod. Adjust
t he rod t o obt ai n shut t er bl ade angle of 90 -+
2 (ful l y open). Tighten l ocknut .
3. Sl owl y oper at e the manual shut t er control
valve handl e t o the operat i ng posi t i on to close
t he shutters.
NOTE: During usual mai nt enance conditions t he
No. 1 cooling fan will be required f or
engine cooling, t her ef or e t he shut t er
Sect i on 3
magnet valve MV-SH will be de-energi zed
cut t i ng of f t he suppl y of air t o t he
shut t er operat i ng cylinders.
Since the l ocomot i ve is designed t o have
t he shut t ers open when t he No. 1 fan is
energized, it may be necessary t o j umpe r
FCl i nt erl ocks to keep MV-SH energized.
4. Veri fy shut t er operat i on by al t ernat el y posi-
tioning t he manual shut t er cont r ol valve
handle in t he operating and test posi t i ons,
t hen ret urn the valve t o t he operat i ng posi-
tion. The shut t ers will close.
H O T E N G I N E A L A R M
A hot engine alarm switch ETS will close when
wat er t emper at ur e at the out l et from t he engine
appr oches t he boiling poi nt of wat er in t he
pressurized syst em. This is not t he t emper at ur e at
the switch sensing element. There is heat loss
bet ween t he engine out l et and t he t emper at ur e
swi t ch, t herefore the switch is cal i brat ed t o pi ck
up at a l ower t emperat ure. This t emper at ur e i.~
close t o t he normal boiling poi nt of wat er , but
much l ower than the boiling poi nt of wat er in
t he pressurized syst em.
When t he swi t ch picks up, t he alarm will ring in
all units of a consist, and t he hot engine light will
come on in t he uni t affect ed. Pi ckup of ETS will
also energize a t hrot t l e limit relay THL. Thi s
relay operat es t o light the hot engine i ndi cat i on
on t he annunci at or and t o reduce engine speed
and power. The reduct i on of power faci l i t at es
engine cooling, and the r educt i on of engine speed
reduces the possi bi l i t y of cavi t at i on at t he wat er
pumps. The ret urn to full power and speed can
be accompl i shed onl y by reduci ng cool i ng syst em
t emper at ur e t o a normal level.
Engine wat er t emper at ur e may be readily checked
by means of a gauge l ocat ed in t he wat er inlet
line leading t o t he left bank wat er pump. The
gauge is col or coded to i ndi cat e COLD (bl ue),
NORMAL (green), and HOT (red), engine
t emperat ures.
A mor e accurat e check of engine wat er t emper-
at ure may be obt ai ned by placing a t her momet er
in t he t her momet er well l ocat ed on t he t emper-
at ure swi t ch mani fol d, Fig. 3-5. The pr oper
operat i ng t emper at ur e for t he engine t emper at ur e
swi t ch is given on the t emper at ur e swi t ch name-
plate and is on the Service Data page. The swi t ch
part number can be verified on t he l ocomot i ve
wiring running list.
12S1075 3-7
Sect i on 3
As a backup t o ETS act i on, a hot oil det ect or is
l ocat ed on t he out l et el bow of t he mai n l ube oil
pump. Shoul d ETS fail t o reduce engi ne t emper a-
t ure and a boi l i ng condi t i on creat e pressure t hat
prevent s l ow wat er det ect or trip, oil t emper at ur e
wi l l i nc r e a s e . A t h e r mo s t a t i c va l ve will d u mp
pr e s s ur e oi l i n t he l i ne t o t he g o v e r n o r l ow oil
pressure det ect or and bri ng about engine shut down.
The t her most at i c valve will reset aut omat i cal l y aft er
t he hot oil cool s, but it is r ecommended t hat no
at t empt be ma de t o st art the engine aft er a hot oil
s h u t d o wn unt i l a t h o r o u g h engi ne i n s p e c t i o n is
made by qual i fi ed personnel .
WARNI NG
Aft er it has been det er mi ned t hat hot oil is t he
cause for engi ne shut down, make no furt her
engi ner oom i nspect i ons until t he engine has
cool ed suffi ci ent l y t o preclude the possi bi l i t y
t hat hot oil vapor may ignite.
COOL I NG S Y S T E M PRESSURI Z AT I ON
The cool i ng syst em is pressuri zed t o increase the
boiling poi nt o f the cool ant and prevent cavi t at i on
at the wat er pumps duri ng transient high t emper at ur e
condi t i ons, s uch as oper at i on t hrough l ong tunnels.
A pressure cap, Fig. 3-6, on the wat er t ank filler pi pe
opens at appr oxi mat el y 7 psi to relieve excessive
p r e s s u r e a nd p r e v e n t d a ma g e t o c o o l i n g s ys t e m
c o mp o n e n t s . The c a p is al so e q u i p p e d wi t h a
vacuum br e a ke r valve t hat operat es as the syst em
cool s. Ref er t o the Servi ce Dat a page f or pressure
cap operat i ng limits and identifying number.
Fi l l er/
Valve
( Pul l [
T o 01~
25534
Fi g. 3- 6 - Cool i ng Syst em Pr essur e Cap And
Fi l l er / Rel i ef Ar r angement
The pr essur e cap is equi pped with a handl e t hat
faci l i t at es appl i cat i on and removal . A plastic guar d
is at t ached t o the fi l l er/ rel i ef valve assembl y t o det er
openi ng of t he pressure cap until syst em pressure is
r e l i e v e d by pul l i ng d o wn t he f i l l e r / r e l i e f va l ve
handl e.
WARNI NG
Al ways relieve system pressure before attempting
to r emove pressure cap or wat er t ank plugs.
LOW WAT ER S H U T D OWN
A l ow wat er det ect i ng device, Fig. 3-7, bal ances
wa t e r p u mp i nput and di s c ha r ge di f f e r e nt i a l
p r e s s u r e a ga i ns t ai r box pr e s s ur e . Whe n t he
di fferent i al pressure across the wat er pump becomes
less t han t he air box pressure, t he devi ce dumps oil
f r om t he gover nor suppl y line, causing an engine
s hut down. When a low wat er s hut down occurs, t he
l ow wat er reset but t on pops out , the l ow oil pl unger
on t he g o v e r n o r p r o t r u d e s , and t he g o v e r n o r
s hut down light on the engine cont r ol panel comes
o n .
1. Low Wat er Rese[
2. Cr ankcase Pressure Reset
3. Vent And Tesl Fmrng 27954
4. Test Cock
Fi g. 3- 7 - Di f f er ent i al Low Wat er And Cr ankcase
(Oil Pan) Pr e s s u r e Det ect or
3- 8 16s 984
Si nce t he d e t e c t o r compar es pump di f f er ent i al
wi t h ai r box pr essur e, it cannot bc t est ed on a
non- ope r a t i ng engi ne. The engi ne lqJLISt be rt, n-
ning. and t he cool i ng syst em vent ed in or der t o
l at ch t he l ow wat er reset but t on.
Depr ess t he l ow wat er reset but t on dur i ng engi ne
st ar t al l owi ng enough t i me f or t he wat er pumps
to dr aw f r om t he makeup t ank and di st r i but e t o
t he r adi at or s f or pr oper ci r cul at i on. Tr i ppi ng at
engi ne st ar t is not an i ndi cat i on t hat t he device is
def ect i ve. Once wat er pump prcsst, rcs have been
es t abl i s hed, it is mer el y necessar y t o reset t he
devi ce i mme di a t e l y af t er engi ne st ar t wi t hi n
a bout 50 s econds af t er t ri p dur i ng st art i ng. If t he
devi ce is di f f i cul t t o reset , oper at e t he i nj ect or
r ack ma nua l c ont r ol lever mome nt a r i l y t o speed
up t he clagine, and t hen prcss t he reset but t on.
TESTI NG FOR LOW WATER SHUTDOWN
Op e r a t i o n of t he l ow wat er s hut down device. Fig.
3-7, s houl d be checked at t he i nt erval s st at ed in
t he Sc he dul e d Mai nt enance P r e p a r e or whenever
f aul t y ope r a t i on is suspect ed.
To t es t ope r a t i on of t he l ow wat er det ect i ng
devi ce, r un t he engi ne at idle speed and tuna t he
t est c o c k mo u n t e d on t he wat er pump di scharge
el bow t o t he hor i zont al posi t i on. The low wat er
b u t t o n s houl d pop out s moot hl y wi t hout hesi t a-
t i on a f t e r wat er t r apped behi nd t he oper at i ng
di aphr agm escapes t hr ough t he drai n hol e pr o-
vi dcd (i n not mor e t han a few s econds of t i me) .
Re t ur n t he t est cock t o t he vert i cal posi t i on.
Obs er ve t hc l ow oil pl unger on t he gover nor as it
moves out . The pl unger shoul d e xt e nd fully and
t he engi ne begi n t o shut down in about 55
s econds . As t he engi ne begins t o shut down. r eset
t he l ow wat er b u t t o n and t he l ow oil pl unger.
Ope r a t e t he r ack posi t i oni ng l ever t o bring t he
engi ne back up t o idle speed bef or c compl et e
s h u t d o wn . Ver i f y t hat t he l ow wat er but t on st ays
set.
If t he l ow wat er s hut down r eset pus hbut t on does
not p o p out f r eel y wi t hout assi st ance when t he
t est c o c k is ope ne d and t he engi ne is at idle, t he
devi ce s houl d be r emoved and r epl aced with an
ope r a t i ve devi ce. Re f e r t o t he Servi ce Dat a page
f or a l i st i ng o f i ns t r uct i ons cover i ng mai nt enance
and qua l i f i c a t i on of t he l ow wat er pr ot ect or .
Speci al a ppa r a t us is r equi r ed f or pr ope r testing.
The cr ankcas e pr essur e d e t e c t o r ma y be t est ed in
a si mi l ar ma n n e r by appl yi ng a r ubbe r t ube over
Sect i on 3
tile vent and t est openi ng o f t hc de t c c t or and
appl yi ng s uct i on t o trip t he l ower but t on.
CALi TI ON: Di aphragm can be damaged by appl y-
ing a posi t i ve pr essur e or excessi ve
s uct i on at t he vent t ube.
O P E R A T I N G W A T E R L E V E L
An oper at i ng wat er level i ns t r uct i on pl at e, Fig.
3-8. is pr ovi ded next t o t he wat er level sight
glass. The i nst r uct i ons i ndi cat e mi ni mum and
ma xi mum wat er level wi t h t he engi ne r unni ng or
s t opped. The wat er level mar k s houl d not bc
pe r mi t t e d t o go bel ow the appl i cabl e " l o w" wat cr
level mar k.
FULL
E N G I N E
D E A D
LOW
FULL
ENGIN
RUNNIr
LOW
17539
Fig. 3-8 - Typi cal Wat er Level I ns t r uct i on Plate
Pr o m-essivc l ower i ng of t he wat er in t he gauge
glass i ndi cat es a wat er leak in t he cool i ng s ys t em,
and shoul d bc r epor t ed. Nor mal l y, t her e shoul d
be no need t o add wat er t o t he cool i ng s ys t em,
e x c e p t at e xt e nde d intervals.
M A I N T E N A N C E
F I L L I N G T H E C O O L I N G S Y S T E M
The cool ant used in t he engi ne cool i ng syst em
s houl d be ma de up and t es t ed in accor dance wi t h
t he c ool a nt Mai nt enance I ns t r uc t i on listed on
Servi ce Dat a page.
16S679 3- 9
Section 3
When filling a dry system, remove the pressure
cap and fill system through the water 1ill pipe.
Before removing the water tank pressure cap first
pull down and hold t he fill/relief valve until the
air stops blowing. The pressure cap cannot be
removed without hitting the fill/relief valve. When
adding water to the system through the filler pipe
connector, the fill/relief valve should be held
down. This connection should be used only when
adding small amounts of water.
WARNING: Do not overfill the tank. Overfilling
can result in frozen radiators, and
can constitute a hazard to personnel.
5. Preheater water supply (located at equipment
rack, if so equipped).
6. Preheater water return (located at equipment
rack, if so equipped).
After system pressure is released, remove the
water tank fill cap to allow drainage at an
increased rate.
CAUTION If a hot engine is drained, always
allow the engine to cool before re-
filling with fresh coolant.
After filling a dry or nearly dry system, the
engine should be run, with the filler cap removed,
or the fill/relief valve opened, to eliminate any air
pockets in the system. After running the engine,
check the water level and if necessary add water
to the system.
NOTE: Draining the cooling system will trip the
low water shut down device; therefore,
when filling the cooling system the low
water reset but t on must be pressed before
engine start.
After filling operations have been completed and
before starting the engine, the pressure cap must
be replaced.
DRAI N CAB HEATER SYSTEM, ONL Y
1. Close cab heater suppl y and ret urn valves.
2. Open cab heater drain valve and vent valve.
Vent valve must remain open during entire
draining period.
3. Engine water drain valve is to remain closed.
D R A I N F L U S H T O I L E T
( I f S o E q u i p p e d )
1. Flush toilet until all water has drained from
tank.
D R A I N I N G T H E C O O L I N G S Y S T E M
The engine cooling system should be drained in
the event that the diesel engine is stopped and
danger of freezing exists. The draining procedure
is as follows:
2. Turn off electric toilet tank heater (if so
equipped).
. Remove pipe plug from bottom of toilet flush
piping.
DRAI N ENGI NE COOLI NG AND
CAB HEATER SYSTEM
Make sure that the following valves are open.
I. Cab heater supply.
D R A I N W A T E R C O O L E R
( I f S o E q u i p p e d )
1. Remove and empty water bottle.
2. Drain remaining water in cooler by holding in
the spigot but t on.
2. Cab heater return.
3. Cab heater drain valve and vent valve. Vent
valve must remain open during entire draining
period.
4. Engine water drain.
The above valves are located in engine drain
sump, governor end of engine.
3. Turn off electric power to water cooler (if so
equipped).
O B T A I N I N G A N E N G I N E
C O O L A N T S A M P L E
When a sample of engine coolant is desired, it
should be obtained with the engine warm and
running. The coolant should be taken from a
point where water flow is turbulent. Allow the
3-10 16S679
water to run a few seconds to drain off any
accumulated sediment.
T E S T I N G E N G I N E W A T E R
T E M P E R A T U R E S W I T C H E S
It is recommended that a routine check of tem-
perature switch operation be made at the inter-
vals specified in the Scheduled Maintenance Pro-
gram. A t hermomet er well is provided in the
temperature switch manifold to facilitate testing.
Temperature switches, Fig. 3-9, are easily re-
moved from the temperature switch manifold and
replaced with new switches. If a replacement
switch with a new gasket attached is held at a
ready position, the old switch and gasket can be
removed and the new switch inserted with only a
small loss of engine coolant.
. . . . . . - - ? . /
w
- =~i
Cable ..
Receptacle ~ 2 ~ . ~ "r
Tem perature
Sensing Bulb
19139
Fig. 3-9 - Engine Temperature Switch
Section 3
ature switches will close in sequence TA, TB, TC,
ETS. When ETS picks up the alarm will sound
and engine speed and load will drop. Record
temperature at pickup of each switch.
After the alarm sounds, reconnect the feed wires
to the fan cont act or coils in sequence FC3, FC2,
FCI. The shutters will open when FC3 picks up.
Allow time for each fan to come up to full speed
before starting another fan.
When temperature comes down and ETS drops
out, engine speed and load will increase. Record
ETS dropout temperature, then reduce throttle to
Run 4 and place the generator field switch in the
OFF position to drop load. Record engine water
temperature as each fan contactor drops out.
The correct part numbers for replacement
switches are listed on the Service Data page and
in the "Locomot i ve Wiring Running List,"
supplied with the locomotive wiring diagrams.
The part number for the running list itself is
referenced in the lower right corner of the wiring
diagram.
After replacement switches are installed and the
engine is running, press the switch test push-
buttons in sequence to verify fan operation.
CAUTION: Do not press switch test pushbuttons
simultaneously. Allow time for a
given fan to pick up speed before
pressing the test buttons to bring in
more than one fan.
I ns t r uc t i ons for checking the temperature
switches are referenced on the Service Data sheet,
and plans for construction of bench testing appa-
ratus can be obtained from the EMD Service
Department upon request. Note that in any test
of temperature switches, critical factors such as
circulation of the test bath to prevent stratifica-
tion, immersion of the temperature bulb to a
proper depth, and ambient temperature approxi-
mating engineroom conditions must be observed.
On the locomotive, pickup and dropout of tem-
perature switches can be checked by placing a
t hermomet er along with some oil or water in the
well located in the temperature switch manifold,
Fig. 3-5, and loading the locomotive engine.
To facilitate the pickup check, disable fans by
disconnecting the feed wires to the fan contactor
coils. Use a test lamp at the disconnected leads to
indicate temperature switch closure. The temper-
I NDI CATI ONS OF F AUL T Y SWI TCH
O P E R A T I O N
1. False hot engine indication due to incorrect
ETS pickup.
2. Low oil shutdown due to hot engine oil. A
fault exists in the cooling system and ETS did
not operate properly.
12slo75 3-1 1
Section 3
NOTE: Hot lube oil can be caused by a plugged
lube oil cooler. In such case a hot engine
alarm will precede the hot oil shutdown.
2. Begin torquing sequence with the five bolts at
either end of head (top or bottom), and
proceed from t hat end to the opposite end.
3. Temperature switch cycling and picking up
t oo soon after dropout. If the switch opens
during a starting surge, fan cont act or tips may
be damaged. It is possible for the tips to weld
closed. Damage to fan mot ors and the D14
alternator is also possible.
4. Two fan contactors must not pick up at the
same time. If this occurs, switches may be
operating improperly or an incorrect switch is
installed. The strong starting surge resulting
from such a condition can cause damage to
the D14 alternator. The condition can be
not ed at the injector rack manual control
lever.
5. A cold engine may result from welded fan
cont act or tips or from sticking temperature
switch pushbuttons.
I NSPECTI ON AND CLEANI NG
OF RADI AT ORS
The access covers between the engineroom and
the radiator compart ment must always be secure-
ly bolted in place during locomotive operation. If
a cover is not in place, improper circulation of
cooling air will result, and the slight pressuriza-
tion of the engineroom provided by cooling air
from the main generator will be lost.
3. Final torquing should be made opposite the
end initially torqued.
Reverse operation of cooling fans can be easily
accomplished by interchanging the position of
two AC leads t hat are bolted to the buses
connecting to the fan contactors in the AC
cabinet. The leads are indicated on Fig. 3-10.
' " U r , - , - '
r . a : : :k., ,~,
r-,:-.-? l C-~ "" . . . .
i ~ I ~
[ ; T 8 8 o
z - Q , , . O O : t ; :
i
A C - T B F u s e
' i n c h ~ t , n g = '
f P , ~ ~ L , d L
F C l J , F C ~ F C 3
- - < - H- - - - - ~ ~ . . . . . I ~
C A U T I O N
W h e n f v ~ t ~ s,ngte
c~teg. , ~ , a v s r e ~
i m a , ~. J ~ ~, ot h f u
i ~ l ~ I l n ~c ol t Re
t e~m, ~L$ t o ~ r e
v t r s ~ 1or , e ~ . ~
t i n ope~*~,on
2 3 9 0 1
Periodic inspection and cleaning of the radiators
should ,be performed at the minimum intervals
called for in the Scheduled Maintenance Program,
at more frequent intervals as determined by oper-
ating conditions, or when trouble is suspected.
Since the pressurized system will rarely require
addition of water, any progressive lowering of the
water level indicates that an inspection should be
made for leaks. Inspect carefully for small leaks
called "weep" at the j unct i on of the radiator
tubes and header.
Normally, the application of clean dry compress-
ed air to the top surface of the radiators, fol-
lowed by reverse operation of the cooling fans
will satisfactorily clean the radiator cores and
radiator compart ment . However, it it is necessary
to disassemble the cores, the following procedure
is to be used in reassembly.
1. Initially torque all bolts to 75 ft-lbs.
Fig. 3-10 - (AC) Cable Terminals To Be Reversed
For Reverse Operat i on Of Fans
Reversal of AC leads at the alternator terminal
board is not recommended because the dirt
evacuating blower in the central air compartment
will also be reversed.
After the AC leads are reversed fan operation can
be controlled by pressing the test pushbuttons on
the manifold-mounted engine water temperature
switches, Fig. 3-5. One fan must be working to
ensure automatic opening of the radiator shutters,
or the valve can be manipulated to hold the
shutters open.
CAUTION: When using fan test pushbuttons, be
careful not to accidentally release a
but t on during the starting surge of
current and be sure to allow a given
fan time to speed up before pressing
another but t on.
3-12 16S679
Make certain t hat the AC cables are
r et ur ned to t hei r pr oper connect i on
poi nt s af t er r a di a t or cl eani ng is
completed.
PRESSURE CAP A N D FI LLER NECK
The pressure cap and filler neck should be inspected,
tested, and replaced at intervals indicated in the
Schedul ed Mai nt enance Pr ogr am. Refer to the
Service Data page at the end of this section for
replacement part numbers.
INSPECTION AND REPLACEMENT
1. If the pressure cap bell housing or other metal
surfaces are bent, replace the entire cap with a
new cap, Fig. 3-11. Seal cooling system after
filling if required by railroad rules.
Fi g. 3- 11 - Cool i ng Sy s t e m Pr es s ur e Cap
2. If the filler neck sealing surface is damaged or
distorted, replace the neck assembly with a new
assembl y. Use a new t ank- t o- neck gasket.
Se c ur e wi t h f our 3/ 8" - 16 bol t s and
lockwashers.
3. If seals are hardened or damaged, replace the
cap with a new cap.
NOTE
Rebuild of pressure caps is not recommended.
Perform pressure test to qualify pressure cap and
filler neck.
Section 3
reservoir air while the diesel engine is running and
coolant is at normal level.
WARNI NG
Do not subj ect t he wat er t ank to pressure
greater than 50 psi.
Mal e Fitting 0 - 6 0 Lb
9321340 Female Qui ck ~ Gauge
/ . . Di sconnect r-ressure
/ / Fitting 9321341 ~ /
~, - Wat er Tank ~ 1 / 4 " Ball Valve
Compressed
Ai r Suppl y
26664
Fi g. 3-1 2 - Cool i ng Syst em Pr es s ur e
Test A p p a r a t u s
1. Using the testing apparatus, operate the ball
valve to gradually pressurize the cooling system
to about 12 psi. Tolerances for the 7 psi pressure
cap are as follows:
Minimum Opening Pressure - 5 psi
Maxi mum Opening Pressure - 8 psi
2. Close the ball valve and observe the pressure
gauge. Pressure should drop slowly until the
pressure cap cl oses. Pr essur e shoul d t hen
r emai n cons t ant . Gauge pressure is t he cap
opening pressure.
3. If cap openi ng pressure is not wi t hi n the
allowable tolerance, replace the cap with a new
cap and repeat the test.
COOL I NG SYST EM PRESSURE TEST
Male quick disconnect fittings are provided on the
wat er t ank and in t he ai r syst em pi pi ng at the
equipment panel located below the water tank. A
locally fabricated testing apparatus, Fig. 3-12, can
be used to pressurize the cooling system with main
4. If gauge pressure does not remain constant, the
pressure falls below the allowable minimum,
perform the following.
a. At t he di schar ge end of t he wat er t ank
overflow pipe, place a container of water
16S984 3- ] 3
Section 3
so that the water level is above the end of
the pipe. Observe for air bubbles. The
presence of air bubbles indicates a defec-
tive cap. Relieve system pressure, replace
the cap with a new cap, and repeat the
test.
b. At intake end of the water fill pipe, place
a container of water so that the water
level is above the end of the pipe. Observe
for air bubbles. The presence of air
bubbles indicates a defective fill/relief
valve. Relieve system pressure, replace the
valve with a qualified valve, and repeat
the test.
5. If Steps a and b above do not detect or
eliminate leakage, as indicated by a con-
tinuing drop in gauge pressure, inspect the
filler neck assembly and gasket, radiator, and
cooling system piping connections.
3-14 16S679
S E R V I C E D A T A
C O O L I N G S Y S T E M
Section 3
R E F E R E N C E S
Temper at ur e Cont r ol And Hot Engi ne Alarm Switches . . . . . . . . . . . . . . . . . . . . M.I. 5511
Engine Wat er Tr eat ment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M.I. 1748
Differential Pressure Combi nat i on Engine Pr ot ect or . . . . . . . . . . . . . . . . . . . . . . M.I. 260
Cool er, Lube Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M.I. 927
Wat er Cool i ng Radi at or s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M.I. 549
Locomot i ve Radi at or Assembl y And Installation . . . . . . . . . . . . . . . . . . . . . . . . M.I. 550
R OU T I N E M A I N T E N A N C E PARTS A N D E Q U I P M E N T
Part No.
Low Wat er Det ect or Qual i fi cat i on And Testing Appar at us . . . . . . . . . . . . . . . . . . . 9339066
Temper at ur e Swi t ch- To- Mani f ol d Gasket . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8314926
Drai n Cock 1/4" NPT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8386667
Ther momet er Well 1 / 4" NPT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8268162
Wat er Tank Pressure Cap Assembl y
7 psi (Basic) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9323490
Filler Neck Assembl y . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9323491
Tank- To- Neck Gasket . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8424925
Male Qui ck Di sconnect Fitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9321340
Femal e Qui ck Di sconnect Fi t t i ng . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9321341
S P E C I F I C A T I O N S
T E MP E RAT URE SWI TCH S E T T I NGS
Basic Temper at ur e- Oper at ed Swi t ches:
Switch Pi ckup Dr opout Part No. or Part No.
TA 174 1-1/2 F 159 2 F 8424293 8424290
TB 182 1- I / 2 F 167 2 F 8424294 8424291
TC 190 1-1/2 F 175 2 F 8424295 8424292
ETS 215 1-1/2 F 205 2 F 8425023 8425575
NOTE
A t emper at ur e switch identified as TB on one model
l ocomot i ve is not necessarily of the same t emper at ur e
setting as a switch identified as TB on a different model
l ocomot i ve.
16S984 3-15
Sect i on 3
Mul t i - St age Cont rol Swi t ch:
Swi t ch Swi t ch
Desi gnat i on El ement
( Par t No. ) Desi gnat i on
TABC
(9546930)
ETS
(8425575)
A
B
C
ETS
Swi t ch Pi ckup
Temper at ur e
7 9 1 Ci 1 7 5 - 2 ! /
8 5 1 C 1 8 5 + 2
9 0 - - I C 1 9 5 2
101 +2-0 C
(215 +3 -0 F)
Swi t ch Differential Or
Dr opout Temper at ur e
I Differential,
8 C (15 F) Nomi nal
Dr opout ,
96 +2 -0 C (205 +4 -0 F)
AL T I T UDE EFFECT ON ENGI NE T E MP E RAT URE SWI TCHES
Engine t emper at ur e swi t ches are installed with an 8 F nomi nal difference bet ween set poi nt s to pr ovi de a time
interval bet ween fan mot or starts. Two compani es current l y suppl y t emper at ur e switches t o EMD. The set
poi nt s of t hese switches vary wi t h at mospher i c pressure, but not to the same degree.
It is i mperat i ve on any l ocomot i ve oper at ed at 6000 feet or above, that t emper at ur e switches be appl i ed onl y in
mat ched sets. We al so r ecommend t hat whenever an al t er nat or or fan mal funct i on occurs, the t emper at ur e
switches shoul d be checked for mi xed appl i cat i on a nd/ or pr oper calibration.
3-16 16S984
ELECTRO-MOTIVE
LOCOMOTI VE
SERVICE MANUAL
m
C E N T R A L A I R S Y S T E M
SECTI ON
4
DESCRI PTI ON
Air is taken into the carbody (hood) of the
locomotive to supply three separate systems.
1. Engine cooling.
2. Dynamic brake grid cooling.
3. Central system for mot or and generator
cooling.engine fuel combustion, and compart-
ment pressurization.
This section of the locomotive maintenance
manual covers the central system, the compo-
nents of which are in or connected t o a compart-
ment , Fig. 4-I, located directly behind the loco-
motive cab.
The rear of the electrical cabinet makes up the
front wall of the air compartment. The back wall
is made up of the AR10 generator and a partition
fitted around the generator One opening is pro-
vided for air to the engine and another opening is
provided for the auxiliary generator and blower
drive.
The hood sides and roof and the generator pit
complete the central air compartment. Ambient
air enters the compartment through the carbody
inertial filters that are located high on the sides
of the hood. The filters are made up of wedge
shaped cells, Fig. 4-2, which have shaped slots
forming each wall of the wedge. The demands of
devices that draw air from the central compart-
ment create a depression within the com-
partment. Outside air is drawn rapidly through
the wedge shaped cells. Dirt particles, because
they are heavier than air, tend to travel in a
straight line and are carried into a bleed duct
located at the narrow end of the wedge. The
main portion of the air, separated by the action
of inertia from the dirt it carries, changes direc-
tion abruptly, passes through the narrow side
passages, and enters the compart ment as clean air.
The bleed air containing dirt is drawn through an
electrically driven bleed blower and is expelled
through the roof of the locomotive.
Approximately two-thirds of the filtered air goes
to the generator and traction mot or blowers to
provide cooling air to the generator and motors.
Supplementary use is also made of traction mot or
cooling air in the following manner.
. Provides pressure to counteract the depression
in the central compartment and enables an
aspirator. Fig. 4-3. to drain water from the
generator pit.
. Provides filtered air under pressure to the
electrical cabinet, and provides cooling air to
the dynamic brake blower mot or bearing.
Air from the generator blower is applied first to
cool the AR10 rectifier banks. From there it
passes through the generator and into the engine-
room. This creates a slight pressure which tends
to keep dirt from entering the engineroom. ]hi s
filtered air is used by the air compressor, re-
ducing the load on its own air intake filter
assembly.
I NSPECTI ON AND MA I N T E N A N C E
OF THE C E N T R A L AI R SYSTEM
C O M P A R T M E N T I N S P E C T I O N
If any leaks exist in the central air compartment,
unfiltered air will enter. This may be caused by
any of the following defects.
1. Access panel bolts removed.
2. Access panel gaskets or seals not properly
applied.
3. Compartment door not tightly closed.
4. En~neroom partition and attached cover
plates not properly applied and sealed.
16S679 4 - !
S e c t i o n 4

1. Out si de Ai r I nt ake To I ner t i al Fi l t ers
2, Cl ean Ai r Into Seal ed Compar t ment
3 Bl ower Dr i ven Ai r Carryi ng Di rt
4. I nt ake For Engi ne Ai r Fi l t er
5, Cl ean Ai r To Engi ne
6. I nt ake To Tract i on Mot or Bl ower
7. I nt ake To Gener at or Bl ower
8. Cool i ng Ai r Duct ed To Tr act i on Mot or s
9. Gener at or Cool i ng Ai r Pressuri zes
Engi ne Compar t ment
10. Out l i ne Of Seal ed Cent r al Ai r Compar t ment
" "-. " - .
11 Access Panel
12. El ect ri cal Cabi net Ai r Fi l ter
13, Cool i ng Ai r Piped To Dynami c Br ake Bl ower
Mot or Beari ng
14. Hose St ems For Manomet er Connect i on
a I ner t i al Fdters
b. Engi ne Plus I nert i al
c. El ect ri cal Cabi net
15 Fi l t er Vacuum Swi t ch FVS
16. Engi ne Filter Swi t ch EFS
23902
Fi g. 4- 1 - Ce n t r a l Ca r b o d y Ai r S y s t e m
4- 2 1 6 s 6 7 9
1. Out si de Ai r I nt ake
2. Cl ean Ai r I nt o Seal ed
Compar t ment
3. Bl ower Ori v~n Ai r
Car r yi ng D~rt
11923
Fig. 4-2 - Inertial Air Filter Cell Diagram
Section 4
V xJ
V
V V
V V
V V
K
13410
5. Ge ne r a t or pi t aspi r at or not properly
connected.
I NSPECTI ON OF BLEED BLOWER
OPERATI ON
ASPI RATOR INSPECTION
At t he intervals stipulated in the Scheduled Main-
tenance Program, inspect the main generator pit
aspirator, Fig. 4-3, as follows:
1. Check aspirator drain holes for obstructions.
2. Check that traction mot or cooling air is ex-
hausting from the aspirator tube causing ven-
t uri action at the aspirator drain holes.
Sc r een
Fig. 4-3 - Typical Generator Pit Aspirator
The efficiency of the inertial carbody air filters
will be significantly reduced if the bleed blower is
faulty. If the blower is not operating, unffdtered
air will be drawn in through the bleed blower
exhaust stack, or if improper electrical connec-
tion is made, the blower may run backward with
a resulting large drop in blower effectiveness.
Either of the aforementioned conditions will
cause an excessive amount of dirt to be blown
into the generator and traction mot or ducts. The
engine filter will effectively clean the air taken in
JCt
12S473 4 - 3
Sect i on 4
by the engine, but t he added burden placed upon
the engine fi l t er may bring about t he need for
early filter mai nt enance.
Pr oper oper at i on of the bl eed bl ower can be most
readily veri fi ed in t he following manner. Climb to
t he t op of t he l ocomot i ve before t he engine is
st art ed, and observe the squirrel cage bl ower
t hrough t he exhaust filter compar t ment . When
t he engine is st art ed, t he bl ower will t urn so t hat
the vanes move up t oward the observer.
NOTE: It is not suffi ci ent merel y t o check t hat
air is exhaust i ng from the bl eed bl ower
hat ch o f an al ready running engine. The
squirrel cage bl ower, i f running backwar d,
will still exhaust air from t he hat ch, but
at a gr eat l y r educed volume.
I NSPECTI ON OF CARBODY
I NE RT I AL F I L T ERS
When dirt accumul at es on the inertial filter cell
vanes, t he pressure dr op across t he filter in-
creases, t hus increasing t he depressi on inside the
filter compar t ment . As depression increases, t he
car body i nert i al fi l t er becomes less effi ci ent , but
this in i t sel f is not critical, since the ef f i ci ency of
t he engine fi l t er may not be affect ed. However,
as Filter c ompa r t me nt depression increases, t he
t ract i on mo t o r and generat or blowers, which t ake
their air f r om t he compar t ment , will put out less
cool i ng air.
When the pr essur e differential bet ween ambi ent
and t he fi l t er compar t ment reaches t he maxi mum
value st i pul at ed on t he Service Data page, cool i ng
air fl ow is i nsuf f i ci ent and damage t o the mai n
generat or and t r act i on mot or s is possible.
It is not possi bl e t o det ermi ne by a visual inspec-
tion whet her t he car body filters are suffi ci ent l y
clean or are pl ugged t o the maxi mum allowable
limit. It is possi bl e for the f'flters to appear very
di rt y and still provi de adequat e filtration and
adequat e cool i ng air.
If dirt on t he filters is evenl y di st ri but ed, it has
no adverse ef f ect upon filtration, except for the
resulting i ncreased pressure drop that the cooling
bl ower s must wor k against. However, i f di rt is
unevenl y di st r i but ed, filtering effi ci ency can be
reduced wi t hout an increase in pressure drop.
It has been det er mi ned from experi ence t hat
i rert i al fflters shoul d be removed from the l oco-
mot i ve and cl eaned whenever compar t ment
depressi on exceeds t he value shown on the Ser-
vice Data page.
ENGI NE I NT AKE AI R FI LTERS
Addi t i onal fi l t rat i on is required f or air used by
the engine. Two t ypes of engine i nt ake filters are
available. One uses disposable paper el ement s,
Fig. 4-4. and one used disposable bag t ype fiber-
glass el ement s, Fig. 4-5. Fiberglass and paper
filter el ement s are not i nt erchangeabl e due t o
di fferences in housing design. However , the
housi ng f or fiberglass el ement s is i nt erchangeabl e
wi t h the housi ng for the paper filter el ement s and
vice versa.
Front View Rear View
Fig. 4-4 - Pleated Paper El ement s For
Engine Air Fi l t er
22884
.
18029
Fig. 4-5 - Typi cal Engine Air Int ake Fi l t er
With Fiberglass Bag Type El ement s
Bot h t ypes of engine air filter assemblies are
equi pped wi t h pressure switches, Fig. 4-6, that
sense the di fferent i al bet ween ambi ent pressure
4-4 16S1077
Section 4
FI LTER ASSEMBLIES WI TH
PAPER ELEMENTS
When the ENG. AIR FILTER light comes on, the
filter depression should be measured and correc-
tive action taken in accordance with the recom-
mendat i on given on the Service Data page.
Fig. 4-6 - Filter Safety Switches
20924
and pressure at the turbocharger inlet. The
switches are located inside of the electrical
cabinet, and connected by tubes to the turbo
inlet side of the engine air filter, and to ambient.
When the primary switch FVS trips at 14" differ-
ential the ENG. AIR FILTER light comes on in
the AN module, indicating excessive depression.
When the backup switch EFS trips at 24" differ-
ential a latching relay EFL in the electrical
cabinet picks up. Relay contacts operate to limit
engine speed and power and provide a backup
signal to the AN module. The latching relay must
be reset before the AN module can be reset.
Hose stems located at a comer of the electrical
cabinet, Fig. 4-7, provide a convenient place to
take a manomet er reading of pressure drops
across the inertial air f'dter or the engine plus
inertial air filters.
Fig. 4-7 - Hose Stems For
Manometer Connections
21483
FI LTER ASSEMBLIES WI TH
FIBERGLASS ELEMENTS
Fiberglass elements should be replaced every 90
days. These assemblies are equipped with a pres-
sure switch arrangement only as a safety
precaution.
C H E C K I N G A I R F I L T E R S A N D F I L T E R
C O MP A R T ME N T D E P R E S S I O N
Filter compartment depression may be checked
when operating conditions or the appearance of
the filters seem to warrant such a check. Perform
the following:
1. Connect a flexible tube to the INERTIAL
FILTERS hose stem, Fig. 4-6. Connect the
other end of the tube to a U-tube manom-
eter. Vent other end of manomet er to
atmosphere.
2. Make necessary preparations to start engine.
Start engine and allow it to idle until warm.
With reverser handle in neutral position, test
switch in CIRCUIT CHECK position, and
generator field CB off, place throttle in RUN
8 position. Loading is not necessary.
3. If filter compartment depression is less than
the minimum stipulated in the Service Data,
make certain that all central air compartment
panels, partitions, and cover plates are pro-
perly applied and that no air is bypassing the
carbody filters.
4. When the filters are clean, the central air
compart ment depression should be near the
value stipulated in the Service Data. Depres-
sion readings greater than the maximum
stipulated are cause for immediate cleaning of
the carbody inertial f'dters.
16S679 4-5
Section 4
NOTE: If depression readings are taken on an
annual basis, a reading of more than 3"
of water is indication that the inertial
filters can be expect ed to plug within 12
months.
5. Connect the measuring device to the ENGINE
+ INERTIALS hose stem. If the reading is
less than the mi ni mum stipulated in the Ser-
vice Data, and the inertial filter reading pre-
viously taken was satisfactory, the engine air
filters should be checked for bypassing. Tears
in the paper media, improper element seating,
a loose connecting boot to the engine, and
loose or broken pressure lines leading to the
manomet er hose stem or pressure switch are
possible causes for such readings.
If the reading is greater than the maximum
stipulated in the Service Data, the engine air
filters must be renewed.
NOTE: If, after a l engt hy time of service, the
pressure drop remains low, similar to new
(clean) filters, or is decreasing rather t han
increasing, the air filters should be
checked for bypassing.
If the inertial filter reading was near the
maximum, cleaning of the inertial filters
may extend t he useful life of the paper
filters somewhat.
6. Connect the measuring device to the ELEC-
TRICAL CABINET hose stem. Make certain
that all cabinet doors are securely latched. If
static pressure is less t han the minimum stipu-
lated on the Service Data page, renew all
electrical cabinet filter elements.
CHE CKI NG A F T E R C OOL E R S
The condition of each turbocharger aftercooler
core can be checked by taking pressure differen-
tial readings across the aftercooler core. Use the
following steps to check each aftercooler:
1. With engine shut down or at idle remove two
aftercooler cover mount i ng bolts as shown in
Fig. 4-8. Install t wo drilled bolts fitted with
hose stems into t he bol t holes.
WARNING: DO NOT remove hoses with engine
at high speed. DO NOT apply or
remove hoses singly to prevent high
pr e s s ur e wa t e r discharge from
manomet er.
Fi f t h Row
From Top
, !
" !I <
/ Io ,/ ~,
<
' / o o
ooOi
U-Tube
Manometer
21484
Fig. 4-8 - Reading Differential Pressure
On Aftercooler
.
.
Connect a U-tube manomet er with a hose
attached to each end to the two hose stems
previously applied.
Obtain a pressure differential reading with
engine at full speed, with or wi t hout load.
The maximum allowable pressure differential
is listed in Service Data. If pressure differen-
tial is not within limits, refer to Engine
Maintenance Manual for procedure to clean
core.
C L E A N I N G T HE C A R B OD Y
I N E R T I A L AI R F I L T E R
The only approved and recommended met hod of
cleaning the carbody filters is immersion in a hot
caustic or detergent bath followed by a cold
wash. The filters should be removed from the
locomotive and cleaned if filter compart ment
depression exceeds the maxi mum value shown on
the Service Data pages.
REMOVAL AND CLEANING PROCEDURE
In order to facilitate inertial air filter cleaning
and changeout, a spare set of filters should be
available for rapid exchange with dirty filters.
This practice will allow proper cleaning and main-
tenance of the filter assemblies without causing
unnecessary delay.
To remove the inertial air filter assemblies from
the locomotive, perform the following:
. Loosen the clamps on the hose that connects
the inertial filter dust bin to the bleed blower
assembly. Raise the rubber hose so that the
hose is free of the filter assembly.
. From the outside of the locomotive remove
bolts and split lockwashers holding the iner-
tial air filter inlet screen to the triter opening.
Remove the screen.
4-6 16s1077
3. From inside the central air compartment
loosen the flare nuts that connect drain
piping to the underside of the filter assem-
blies. Bend the tubing slightly away from the
fittings.
4. With a pipe wrench, remove the pipe nipples
and attached elbows from the filter assem-
blies. This is done to allow easy removal of
the filter assemblies and avoid damage to the
pipe fittings. To avoid loss, the elbows and
nipples may be temporarily fastened to the
flare nuts.
5. Remove the bolts, Fig. 4-9, that hold the
filter assembly and draw the assembly to the
compart ment opening.
Pressure Se n s i t i v e
~ ' ~ / Tape-Type Gasket
~ ~ Inertial
Assembly
-i- - ; ~ 1 / 2 " - 1 3 Hex. Head Bolt
: 19062
Fig. 4-9 - Typical Inertial Filter
Cross-Sectional View
6. Thread several lifting eyes into the filter
assembly and attach a suitable lifting device
to the filter assembly. Each filter assembly
weighs approximately 600 pounds.
7. Remove and discard the pressure sensitive
backed tape-type gasket material from the
filter flange.
8. Place the entire filter assembly in a hot
caustic or detergent bath until clean. The
time required for cleaning will depend upon
the type of bath used, its temperature, and
the condition of the filter.
9. When the filter is removed from the caustic
bat h it should be given a clear cold wash.
10. Dry the filter flange and apply a new pressure
sensitive backed tape-type gasket.
Section 4
I1. Reinstall the filters and filter screens, recon-
nect water drain piping, and reconnect the
hose between the dust bin and blower
assembly.
12.
Tighten the hose clamps, then after inspecting
the gasket material on the access cover, re-
place the access plate and reapply the screws.
CAUTION: Make certain that the hoses are cor-
rectly mated to the dust bin openings
before tightening the hose clamps.
13. Check all connections to see that no leaks
exi s t . Check t he f i l t er compart ment
depression.
CHECK A N D ADJ USTMENT OF
PRESSURE D I F F E R E N T I A L SWI TCHES
Switches EFS and FVS sense pressure differential
between two sources, therefore their calibration
can be checked by either increasing the pressure
at the "hi gh" (atmosphere) port or by lowering
the pressure at the "l ow" (engine air inlet) port.
SWITCH TRIP VALUES
Pressure Differential At Trip
Switch Part No. Turbocharged Engine
FVS 8465021 14" +- 2" H20
EFS 8466230 24" + 2" H20
1. Connect a voltmeter across the NO and C
terminals of switch to be tested. With battery
switch and local control circuit breaker
closed, voltmeter should indicate up scale.
NOTE: If voltmeter does not indicate up scale
recheck voltmeter connections to switch.
Switch is defective if voltmeter does not
indicate up scale in Step 1.
. Connect a flexible tube to the atmospheric
pressure reference port. This port is located in
the cab at the lower right hand side of the
electrical cabinet.
Connect a "t ee" fitting, a short piece of
tubing, and a manomet er as shown in Fig.
4-10.
3. Apply low pressure air to the short tube by
blowing into it.
. Note manomet er reading when voltmeter in-
dication goes to zero (switch closes). If ma-
nomet er reading is within limits shown in the
16S 1077 4-7
Section 4
, t . o w
U-Tube 1, -
Manometer
20764
Fig. 4-10 - Testing Filter Safety Switches
Switch Trip Value chart above, switch is
operating normally.
5. If the switch does not operate within the -+
2" H20 limits, the switch should be adjusted
to within +- .5" H20. Turn the calibration
screw, Fig. 4-11, clockwise to increase the
trip value, or counterclockwise to decrease
the trip value.
NOTE: Occasionally a filter light indication is
reported, but manomet er checks indicate
clean filters and satisfactory switches.
O
Atmosphere
20766B
Fig. 4-1 1 - Filter Safety Switch
Such transient indications can be caused
by wet filter elements or by snow-plugged
inertial filters.
Tests on switches may be performed with the
engine running or shut down. If the tests are
performed with the engine running, the slight
depression produced by the engine at idle must
be added to the pressure found necessary to trip
the switch. Refer to Checking Air Filter And
Filter Compart ment portion of this section to
measure air inlet pressure to engine.
CAUTION: If a switch is removed from the loco-
motive and is to be calibrated at a
bench, it is i mport ant to position the
switch so that the diaphragm is in a
vertical plane (which is the plane of
mount i ng on a locomotive).
4~ 1~1o~
SERVI CE DAT A
CENTRAL AI R SYSTEM
Section 4
ROUTI NE MAI NTENANCE PARTS AND EQUI PMENT
Part No.
Pressure Sensitive Backed Tape-Type Gasket
1/ 16" x 3/ 4" Rubber Cork . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8135382
100 ft. length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8133198
1/16" x 1-7/8" Rubber Cork . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8135383
100 ft. length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8133199
Rubber Weather Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8324100
SPECI FI CATI ONS
Engine Air Filter - Fiberglass Bag Type
Filter Element (4 Required) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8470903
Engine Air Filter - Pleated Paper Type (12 Required Per Assembly)
Filter Element (Length 36") . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9093588
Electrical Cabinet Air Filter
Pleated Cotton-Paper Elements (4 Per Housing) . . . . . . . . . . . . . . . . . . . . . . 8345482
(These elements also used as engine lube oil filters)
Inertial Filters (Central Air Compart ment )
Minimum Depression . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2" H20
Maximum Depression 5.5" H 20
Combination Engine Plus Inertial Filters
Minimum Depression . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4" H20
Maximum Depression . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14" H 20
High Voltage Electrical Cabinet Filter
Minimum Static Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5" H20
After Cooler Core
Maximum Pressure Differential . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10" H20
Filter Safety Devices
Filter Vacuum Switch - FVS (14" -+ 2" H20)
Engine Filter Switch - EFS (24" +- 2" H20)
. . . . . . . . . . . . . . . . . . . . . . 8465021
. . . . . . . . . . . . . . . . . . . . . . . 8466230
16S679 4-9
ELECTRO-MOTIVE
LOCOMOTI VE
SERVI CE MA N U A L
C O M P R E S S E D AI R S Y S T E M
SECTI ON
5
D E S C R I P T I O N
Compressed air is used for operating the locomotive
air brakes and auxiliary devices such as sanders,
shutter operating cylinders, horn, bell and wind-
shield wipers. Air is also required for atomizing the
fuel oil suppl i ed to t he st eam gener at or (if so
equipped).
AI R C O MP R E S S O R
DESCRI PTI ON
Air is compressed by a deep crankcase water cooled,
three cylinder (six cylinder optional), t wo stage air
compr es s or , Fi g. 5-1. The compr essor is dri ven
t hrough flexible couplings from the front end of the
engine crankshaft.
The compressor has its own oil pump and pressure
lubricating system. With the engine running, the oil
level in the compressor crankcase can be checked on
the f l oat t ype i ndi cat or . At idle speed with t he
lubricating oil at operating temperature (140 F.),
the oil pressure should be 18 to 25 psi. A plugged
opening in the relief valve block is provided for an
oil pressure gauge.
The compressor has two low pressure and one high
pressure cylinders. The pistons of all three cylinders
are dr i ven by a common cr anks haf t . Two low
pressure cylinders are set at an angle to the one
vertical high pressure cylinder. Air from the low
pressure cylinders goes to a water cooled intercooler
to be cool ed before ent er i ng the hi gh pressure
cylinder. The intercooler is provided with a relief
valve and a plugged opening for a pressure gauge.
The compressor is equipped with either of two dry
type air inlet filters, Fig. 5-2, containing replaceable
elements.
MAI NTENANCE
The air compressor should be periodically checked
to see that the lube oil level indicator needle is in the
RUN zone on the sight gauge. If the gauge shows the
oil level to be in the ADD zone, a sufficient amount
, - ~
Fig.5-1 - Ai r Compressor
27276
of EMD approved lube oil should be added at the oil
fill pipe. The oil should be changed at intervals
st at ed in the appl i cabl e Schedul ed Mai nt enance
Program. The addition of oil between changes is
normally not necessary due to the high capacity of
the deep crankcase.
When it is necessary to install a pressure gauge to
check intercooler or lube oil pressures, be sure the
gauge is removed and replaced with a plug and the
plug t i ght ened suffi ci ent l y to pr event l ooseni ng
from vibration.
The air inlet filter element shoul d be changed at
i nt erval s speci fi ed in the appl i cabl e Schedul ed
Maintenance Program. Consult the Service Data
page at the end of this sect i on for the correct
replacement filter element.
16S984 5 - I
Secti on 5
5 5 2
r~g. 5-2 - Compr es s or Ai r Fi l t ers
21487
I 1 " - i
I i : : !
13553 122
Rectangular Filter
. . . . . Cyl i ndr i cal Fi l t er
21488
Fig. 5-3 - Replacing Compressor Filter Element
5 - 2 16S 1077
To remove the element from the rectangular
shaped filter, remove the nut, lockwasher, and
retainer hook at the top and bottom of the filter,
Fig. 5-3. The impingement screen can then be
removed and the element pulled out of the
housing.
To remove the element from the cylindrical
shaped filter, remove the elastic stop nut and the
retainer at the bot t om of the filter. The element
is then free to drop out of the filter body.
C O MP R E S S O R C O N T R O L
S WI T C H - - C C S
DE S CRI P T I ON
Since the air compressor is directly connected to
the engine, the compressor is in operation (al-
though not always pumping air) whenever the
engine is running. An unloader piston that cuts
out the compressing action when actuated by air
pressure from the compressor control switch, Fig.
5-4, is provided in the head of each high and low
pressure cylinder. The unloader accomplishes this
by blocking open the intake valves in the high
and low pressure cylinders. When the air opera-
ring the unloader is cut off, the unloader releases
the intake valves and the compressor resumes
pumping. Main reservoir air pressure is used to
actuate the unloader valves.
Section 5
When the locomotive is furnished with the op-
tional extra compressor synchronization, each
locomotive unit is equipped with an electro-
pneumat i c system for compressor governor
control. The electrical arrangement is such that
the compressor in each unit of a consist pumps
air to its own main reservoirs whenever the main
reservoir pressure in any single unit drops to 130
psi, Fig. 5-5. All units will continue to pump
until main reservoir pressure in each and every
unit reaches 140 psi.
Another available option is a dual compressor
control switch which acts to unload the compres-
sor on an individual unit when the main reservoir
pressure for that unit reaches 145 psi. This
prevents individual compressors from working
against the main reservoir safety valve when other
units in the consist have not yet accumulated
sufficient main reservoir pressure to signal un-
loading of the compressors.
MA I N T E N A N C E
The compressor control switch, Fig. 5-6, is man-
ufactured to close tolerances and therefore in-
spections should be limited to intervals specified
in the applicable Scheduled Maintenance Program.
If air compressor di ffi cul t i es arise, all other
sources of possible trouble should be investigated
before any at t empt is made to disturb the
settings of the compressor control switch.
2 2 9 1 7
Fig. 5-4 - Compressor Control Panel
12S378 5 -3
Section 5
Cont rol & Fuel
Pump Swi t ch
i l l o , r o , . . . . Ci r cui t '-
Breaker
B6~attVer y
Main Ai r Reservoir
Lead Uni t Pressure
(bel ow 130 Ibs) . d
MV- CC-
Compressor Unl oaded
When MV Is Energized
(Down) Compressor
Piston
Ai r I nt ake
13T (PC)
~(--22T (CC) -~
To Unloader Val ves
(trai l i ng unit)
U n l a d e r X M V C C
Valves ~ ' "
(lead unit) \ ~
No. 2
Circu
No. I
Ai r Compressor
Main Ai r
Reservoir Trai l i ng
Uni t Pressure
(bel ow 145 psi)
I
During periodic inspections of the compressor
control switch or when faulty operation is sus-
pected, the switch should be removed from the
locomotive and replaced with a qualified switch.
The faulty switch should be taken to a bench for
any further testing or setting.
+3
Makes A t 130 -3+0~.,~ psi Decreasing Pressure * * ~ Makes A t 145 -0+3PSi Increasing Pressure
Breaks A t 140 -I~ psi Increasing Pressure ~ Breaks A t 135 - 0
psi Decreasing Pressure
22781
Fig. 5-5 - Electro-Pneumatic Compressor Control
compressor to pump. Check the magnet valve and
air line to the compressor unloader valve for
leaks. Also check the electrical connections on
the valve to see that they are tight. If repair is
required, remove the magnet valve and replace it
wi t h a qualified valve.
C O M P R E S S O R C O N T R O L M A G N E T
V A L V E - - M V - C C
DESCR I P T I O N
When the compressor control magnet valve, Fig.
5-4, is de-energized, the air compressor unloader
piston lifts and the compressor begins to pump.
The magnet valve is de-energized when the com-
pressor relay is energized and the compressor
relay responds to the compressor control swi t ch
in the individual unit or to the compressor
control switch in each or any unit of a consist
equipped wi t h synchronization.
A manual means is also provided to keep the air
compressor unloaded. The compressor magnet
valve, MV-CC, can be held open by a manual
override handle, which holds the magnet valve in
energized position.
Range Adi t J~t r np_nt Di f f erent i al Adi ust ment
I
M A I N T E N A N C E
If faulty operation of the valve is suspected,
check to see t hat the manual override handle is in
the proper position. With the manual override
handl e pulled out and the magnet valve
de-energized, the valve should close causing the
Fig. 5-6 - Compressor Control Switch
17555
5-4 16S1077
COMPRESSED AI R PRESSURE GAUGE
DESCRIPTION
A pressure gauge, Fig. 5-4, is located on the
compressor control panel next to the AC cabinet.
The gauge is connected to the air system in the
line from the main reservoir to the compressor
control switch and consequently will reflect No.
1 mai n reservoir pressure.
MAI NTENANCE
Section 5
A test fitting is provided for checking gauge
accuracy and compressor control switch settings.
COMPRESSED AI R FI LTERS
DESCRIPTION
The compressed air system has three centrifugal
type fitters, the main reservoir and auxiliary main
reservoir filters, Fig. 5-7, and the compressor
control filter, Fig. 5-4, to prevent moisture and
cont ami nant s from being carried into the air
brake and other air systems. Both the main
reservoir and auxiliary main reservoir filters are
equipped with an automatic electric drain valve
which operates on a signal from the compressor
control switch each time the compressor unloader
valve is actuated. The compressor control filter
drain valve opens each time reservoir pressure
drops below 20 psi.
The mai n reservoir and auxiliary main reservoir
filters can be equipped with an optional electro-
t hermo timer to control the interval between
bl owdowns of the automatic drain.
MAI NTENANCE
The No. 2 main reservoir centrifugal filter
contains a replaceable type filter element which
should be changed at intervals stated in the
applicable Scheduled Maintenance Program. See
Service Data for correct filter element.
Before removing the sump bowl on the bottom
of the filter be sure the cut out located between
the mai n reservoir and the filter is shut off. Once
the sump bowl is removed, the element can be
removed by unscrewing the wing nut that holds
the el ement in place.
13620
Fig. 5-7 - Compressed Air Filters
The sump bowl on bot h centrifugal filters may be
cleaned out if necessary by removing the bowl.
The drain valves should be cleaned and inspected
when maintenance is performed on the filters as
stated in the applicable Scheduled Maintenance
Program.
MAI N RESERVOI R DRAI N V AL V E S
DESCRIPTION
The No. 1 main reservoir is equipped with a
combination automatic/manual drain valve. When
set on automatic, it operates as the compressor
loads or unloads to allow moisture to be drained
from the reservoir before it is carried into the air
system. The No. 2 main reservoir is basically
equipped with a manual drain valve but an auto-
matic/manual valve is optional.
If it is desirable to shut off either the aut omat i c/
manual or the solenoid operated drain valves,
turn the valve knob clockwise as far as possible.
To return the valve to automatic operation turn
the valve knob full counterclockwise. Manual
drain will occur when the valve knob is mi dway
between the ON and OFF positions.
The electro-thermo timer to control blowdowns
of the automatic drains, mentioned earlier under
Compressed Air Filters, can be supplied as an
opt i on at extra cost.
An additional option which is frequently used
with the electro-thermo timer is the solenoid
operated automatic drain valve which has the
solenoid attached directly to it, Fig. 5-8.
12S172 5-5
Aut omat i c/ Manual
Main Reservoi r Drain Valve
Sect i on 5
22484
Sol enoi d Oper at ed
Aut omat i c Drain Valve
Blowdown Occurs
Between Seatings
.17541
1. Auxi l i ary mai n reservoir cent ri fugal fi l t er
drain valve, Figs. 5-10 and 5-1 1.
Pull Tape To Remove Swi t ch ., . - - : ' 4
Fig. 5-8 - Typi cal Main Reservoi r Drains
MAI NTENANCE
The drain valves shoul d be checked periodically
t o see t hat t hey are seating properl y and no air is
leaking. The seals and pi st on shoul d be l ubri cat ed
at regular intervals wi t h a good grade of air brake
grease.
relay whi ch is connect ed to the coil leads on t he
sol enoi d oper at ed drain valves. When t he relay
coil is energi zed by closing the bat t er y circuit,
the heat er in t he el ect ro-t hermo t i mer is ener-
gized and heat s t he bi-metal disc. When t he disc
reaches a pr edet er mi ned t emperat ure, t he swi t ch
cont act s open, shut t i ng of f the heat er and closing
t he ci rcui t t o t he sol enoi d valve. This causes t he
drain valve t o pr oduce a short blast.
When t he bi -met al disc in the t her mo swi t ch
cool s, it cl oses t he cont act s in the t her mo swi t ch,
st art s t he heat er , and energizes t he relay whi ch in
t urn de-energi zes t he solenoid valves. The drain
oper at es again, pr oduci ng a short blast.
MAI NTENANCE
If faul t y oper at i on of t he el ect r o- t her mo t i mer is
suspect ed, fi rst check t o see t hat all connect i ons
are tight at t he t i mer and at the drain valves. I f
this does not pr oduce sat i sfact ory results, repl ace
t he t her mo swi t ch by removing t he el ect ro-
t her mo t i mer cover and pulling t he t ape t ab on
t he swi t ch. Pl ug in a new swi t ch and repl ace
c ove r .
D R A I N I N G T H E A I R S Y S T E M
The compr essed air syst em air filters and mai n
reservoir aut omat i c drains shoul d be oper at ed
manual l y at l east once a day t o ensure oper at i on
of t he aut omat i c feat ure.
The drain valves are located at t he fol l owi ng
l ocat i ons:
E L E C T R O - T H E R MO T I ME R
DESCRIPTION
The el ect r o- t her mo t i mer, EBT, Fig. 5-9, used t o
cont r ol t he interval bet ween bl owdowns on the
aut omat i c drain valves consists of a t her mo
swi t ch cont ai ni ng a bi -met al disc, a heater, and a Fig. 5-9 - El ect ro-Thermo Ti mer
35
5-6 16s1077
Main Reservoi r
Manual Over r i de Fi l t er And
~ ~ Fi l t er Dr ai n
~ - I - - ~ '."-L'-..
Auxi l i ar y Mai n -.
Reservoi r Fi l t er
And Fi l t er Dr ai n
I t ,
1 9 5 2 2
Fig. 5- 10 - Main And Auxiliary Main
Reservoi r Centrifugal Filters
2. Main reservoi r centrifugal filter drain valve,
Figs. 5-10 and 5-11.
3. Main reservoi r drain valves, Fig. 5-11.
4. Compr es s or cont r ol strainer drive valve, Fig.
5-11.
RADI AT OR SHUTTER CONTROL
SHUTTER OPERATI NG PISTON
DESCRI PTI ON
The r adi at or shut t ers are opened and closed by
the act i on o f an air operat ed pi st on, Fig. 5-12,
whi ch is mount e d t o t he car body st ruct ure at t he
Sect i on 5
13570
Fig. 5-12 - Shut t er Operat i ng Pi st on
front of t he shut t er assembl y on each side of t he
car body. The cyl i nder is act uat ed when the
shut t er cont r ol magnet valves, MV-SH, are
energized.
MAI NTENANCE
Open t he shut t ers manual l y by pressing t he
but t on on one of the t emper at ur e switcfies or by
movi ng t he shut t er valve mount ed on t he f r ont of
the wat er t ank t o t he TEST posi t i on. Check for
fast, s nappy act i on when Opening or closing, and
for i nt er f er ence whi ch might be caused by bent
linkage or shut t er blades. I f shut t ers do not open
or close t o their full ext ent , t he shut t er operat i ng
rod may be adj ust ed by l ooseni ng t he l ocknut on
the oper at i ng rod at t he f r ont head of t he
cyl i nder, Fig. 5-12, and t urni ng t he rod until the
desired l engt h is obt ai ned.
I . I . L i ! . i i I . l . I i l l i l l i . l , J i l 4 1 I
1, Main Reservoir Filter And Filter Brain
2. Auxiliary Main Reservoir Filter And Fi l ter Drain
3. Main Reservoir Drain Valves
4. Compressor Control Strainer Brain Valve
2 2 4 8 5
Fig. 5-11 - Compressed Air Syst em Drain Valve Locat i ons
18S 1077 5- 7
Section 5
SHUT T ER MAGNET VAL VE - MV- SH
DESCRI PTI ON
When cooling fan contactors FCI , FC2, and FC3
are de-energized, their interlocks close to energize
shutter control magnet valves MV-SH, Fig. 5-4.
This allows compressed air to be admitted to the
shutter operating pistons to force the spring
loaded shutters closed. When the FC1 fan con-
tactor is energized, shut t er magnet valves are
de-energized, air pressure is released from the
shutter operating pistons and the spring loaded
shutters open.
The MV-SH assembly consists of two magnet
valves connect ed in tandem by a single manifold.
Both magnet valves must be energized and oper-
ate before air pressure can force the shutters
closed. If either or both valves are de-energized,
air pressure is released from the shutter operating
piston, exhausted through the valve, and the
shutters will open.
MAI NTENANCE
If faulty operation of the magnet valve is
suspected, check the magnet valve and air line to
the operating piston for leaks. Check the filter
screens on MV inlet and outlet. Also check the
electrical connections on the magnet valve to see
that they are tight. If repair is required, remove
the magnet valve and replace it with a qualified
valve.
CAUTION: This valve is subject to high ambient
temperatures and should use only
EMD replacement seats and solenoid
coil listed in Service Data.
13572
1. Au t o ma t i c Ai r Br ake Handl e
2. i ndependent Br ake Handl e
3. Mul t i pl e Un i t Val ve
4. Cu t - Of f Val ve
5. Tr ai nl i ne Ai r Pressure Knob
6. Ai r Ho r n Val ve
7. No. 1 Tr uck Sanding Swi t ch
8. Manual Sandi ng Lever
9. Bel l Ri nger
20539
Fig. 5-13 - Air Brake Equipment
5-8 46S275
AI R BRAKE EQUI PMENT
D E S C R I P T I O N
Basic locomotives are equipped with type 26L air
brakes. The 26L air brake control equipment
consists of an aut omat i c brake, , independent
brake, multiple unit valve (when MU control is
installed), cut off valve and a trainline air pressure
adjustment device. The dead engine feature, a
part of the 26L equipment, is shown in Fig. 5-16.
AUTOMATIC BRAKE VALVE
The aut omat i c brake valve handle, which controls
the air to the locomotive train brake systems,
may be placed in operating positions as shown in
Fig. 5-14.
I N D E P E N D E N T A I R B R A K E , Fi g. 5 - 1 5
The independent air brake handle is located di-
rectly below the aut omat i c brake handle. It has
two positions; namely, RELEASE and FULL
APPLICATION. Between these two positions is
the application zone. Since this is a self-lapping
~ Or~ e---.... ~
2 2 1 3 9
Fig. 5-14 - Aut omat i c Brake Handle Positions
Section 5
brake, it automatically laps off the flow of air
and maintains brake cylinder pressure corre-
sponding to the position of the handle in the
application zone. Depression of the independent
brake valve handle when in the RELEASE
position causes release of any automatic brake
application on the locomotive.
I o ! - . - . . . . . . . . . . . - t
Press Ha n d l e D o w n T o Rel ease
A u t o m a t i c A p p l i c a t i o n O f
L o c o mo t i v e Br akes
2 2 1 4 2
Fig. 5-15 - Independent Brake Handle Positions
MULTIPLE UNIT VALVE
The universal multiple unit (MU-2A) valve is
located on the left hand side of the control stand
as shown in Fig. 5-13. Its purpose is to pilot the
F I selector valve which is a device that enables
the air brake equi pment of one locomotive unit
to be controlled by that of another unit.
A typical MU-2A valve application has three
positions which are:
1. LEAD or DEAD
2. Trail 6 or 26*
3. Trail 24
The valve is positioned by pushing in and turning
to the desired setting.
16S679 5-9
Sect i on 5
*Whenever t he MU-2A valve is in t he TRAI L 6 or
26 posi t i on, and i f act uat i ng trainline is not used,
t hen the act uat i ng end connect i on c ut out cock
must be opened t o at mosphere. This is necessary
t o prevent t he i nadvert ent loss of air brakes due
t o possible pressure bui l dup in t he act uat i ng line.
CUT OF F V A L V E
The cut of f valve, Fig. 5-13, is l ocat ed on t he
aut omat i c br ake valve housing di r ect l y beneat h
the aut omat i c br ake valve handle. Thi s valve has
the fol l owi ng t hr ee positions:
I. CUT-OUT
2. FRT (Frei ght )
3. PASS (Passenger)
The pressure regul at or is pre-set at t he value given
in t he Service Data. At any time t he regul at or
must be reset, l oosen t he l ocknut and t urn the
adj ust i ng handl e on t op o f t he regul at or until the
desi red pressure is regi st ered on t he brake cylin-
der gauge when the br ake is applied.
The pressure regul at or shoul d be cleaned out
peri odi cal l y by unscrewi ng t he cl eanout pl ug in
t he bot t om of t he r egul at or and removi ng and
cleaning t he screen.
BRAKE E QU I P ME N T POSI T I ONS
When operat i ng l ocomot i ves equi pped wi t h 26L
air brakes, t he brake equi pment shoul d be posi-
t i oned accordi ng t o t he i nf or mat i on given in Fig.
5-17.
T R A I N L I N E PRESSURE A D J U S T ME N T
The trainline air pressure adj ust i ng knob, Fig.
5-13, is l ocat ed behi nd the aut omat i c br ake valve
at the upper por t i on of the brake pedest al .
M A I N T E N A N C E
For mai nt enance i nf or mat i on consul t t he man-
uf act ur er of t he speci fi c air brake equi pment
provi ded.
DEAD E N G I N E C U T O U T COCK
A dead engi ne c ut out cock, Fig. 5-16, is pr ovi ded
as part o f t he 26L braking equi pment . When a
l ocomot i ve is t o be shipped dead in a train t he
cut out cock handl e shoul d be in t he open posi t i on.
PRESSURE R E G U L A T O R
The pressure regul at or, Fig. 5-16, is pr ovi ded t o
regulate t he air pressure available for breaki ng a
l ocomot i ve bei ng shi pped dead in a t rai n.
Fig. 5-16 - Dead Engine Cut out Cock
And Pressure Regul at or
SANDI NG SYSTEM
DE S CRI P T I ON
15478
The basic sanding syst em f or t he l ocomot i ve is an
electrical syst em t hat el i mi nat es t he need for
rel ay valves and trainlined sanding act uat i ng air
pipes. However , i f t he l ocomot i ve is t o be used
wi t h ol der l ocomot i ves equi pped wi t h onl y pneu-
mat i c sanding cont rol , an opt i onal ext ra pneu-
mat i c sanding syst em, Fig. 5-18, is superi mposed
upon t he electrical sandi ng syst em. The t wo
syst ems oper at e in parallel, t her ef or e air act uat i ng
pi pes shoul d be connect ed whenever a consist
cont ai ns any units equi pped for onl y pneumat i c
sanding cont rol .
Sandi ng circuits are packaged on a plug-in circuit
modul e SA, Fig. 5-19. The circuit modul e con-
tains provisions for opt i onal ext r a sanding circuits
r equest ed by the railroads, t her ef or e a number of
terminals may be unused. For exampl e, the No. 7
terminal is empl oyed when a manual sanding light
is requi red.
Also, par t of the sandi ng modul e are a static
t i mi ng devi ce t hat t akes t he place of t he conven-
t i onal TDS relay, and a t est but t on and light wi t h
whi ch sanding and timing can be checked.
5-10 12S172
The fol l owi ng cont rol s are empl oyed to accomplish
sanding.
An i nt erl ock of t he RV t r ansf er swi t ch is open when
the RV swi t ch is in the f or war d posi t i on and closed
whe n t he s wi t c h is in t he r e v e r s e pos i t i on. The
i nt erl ock cl oses t o energize a di rect i onal sanding
relay DS R t hat is l ocat ed on t he sandi ng circuit
modul e SA. Cont act s of DS R are cl osed in the
f o r wa r d s a n d i n g d i r e c t i o n wh e n DS R is de-
energized, and t hey are cl osed in t he reverse sanding
di rect i on when DSR is energized.
Dur i ng pr i mar y wheel slip cont r ol , power reduction
occurs, but no sand is appl i ed t o t he rail. However, if
the wheel slip is rel at i vel y severe, t he R relay in t he
WS ci rcui t modul e operat es. A si gnal is delivered t o
t he t i mi ng ci rcui t t hat is part of t he SA module.
When t he wheel slip is cor r ect ed, t he transistorized
t i mi ng ci rcui t cont i nues t he si gnal to t he sanding
magnet val ves for a peri od of 3 t o 5 seconds.
Sect i on 5
Ti me del ay sandi ng can be act uat ed by pressing t he
t est but t on on t he SA modul e or by pressi ng the t est
but t on on t he WS modul e.
Sandi ng dur i ng an emer gency appl i cat i on of t he
br akes is pr ovi ded aut omat i cal l y f r om all sand t raps
t h r o u g h a c t i o n of an ai r o p e r a t e d e me r g e n c y
sandi ng switch. The circuits f r om the switch are so
ar r anged t hat emer gency sandi ng f r om all t raps will
c o n t i n u e e ve n t h o u g h t he mo t o r s ar e " p l u g g e d "
(reverse lever pl aced t o oppos e di rect i on of travel).
On t he b a s i c l o c o mo t i v e , e me r g e n c y s a ndi ng is
accompl i shed electrically. If the l ocomot i ve is fitted
wi t h t he p n e u ma t i c o p t i o n , r e l a y val ves and ai r
act uat ed swi t ches ensure pr oper sandi ng even wi t h
t he mot or s "' plugged."
MAI NTENANCE
Before each t ri p check oper at i on of t he sanders by
pl aci ng t he r ever ser handl e in t he di rect i on t o
Type Of I Automatic I
Service Brake Valve
Le~ R@l~p~e
Shipping Handle Off
Dead In Position
Train
Leed
Trail
Shipping
Dead In
Train
n e o .o e n , l c o , l O . . e n o o . I I Ul
Broke Valve Valve Cutout Cock Control Valve Valve
SINGLE LOCOMOTIVE EQUIPMENT
Graduated
Release In* Closed Direct Lead
Rel ease Out Open Direct Dead
MULTIPLE LOCOMOTIVE EQUIPMENT AND EXTRAS
Graduated
Release Release In" Closed Direct
Handle Off Graduated
Position Release Out Closed Direct
Handle Off Direct
Position Release Out Open Release
Lead
Trail
Dead
*On units equipl::~e~d with a three position cut-off valve, pesition valve to either FRT or PASS depending on make-up ot train,
Fi g. 5-1 7 - Ai r Brake Equi pment Posi t i ons
Overspeed [ Deadman I
Cutout Cock Cutout Cock
Open Open
Closed Closed
Open Open
Open 0!:)en
CloseO Closed
28650
16S984 5 - I l
Sect i on 5
A
M s s . , !
Lead
Tr uck
Sand
Sand Lite
+ 7 4 V D C
M a n u a l IDAC [
. . . l _ ~ 3 ~ ,~
I r ' ~ I t
!
11 1
S- R
MVI - SF
Control Valves
M V l - S R
MV2 - SF MV2 - SR
J
Train Lined Actuating Pipes ....J__. _
MV3-SF
MV3-SR
! - [~r------ Relay Valves
' A ] B ~ . ~ A i ? ir Reservoir
~ H ' ~ ' ~ Actuated
For. R ev .!t Sw itches
Fig. 5-18 - Sanding Circuit And Air Schemat i c
Including Pneumat i c Sanding Opt i on
2 2 4 8 6
5-12 1631077
17607
Fig. 5-19 - Sanding Circuit Module
be sanded. Close the throttle and move the
manual sanding switch to the sand position.
Check the sanding nozzles at the rail to make
sure they are aligned correctly and t hat the sand
is being delivered to the rail.
Section 5
17566
Fig. 5-20 - Sanding Control Valves
MAI NTENANCE
If faulty operation is suspected, inspect the elec-
trical connections for tightness and inspect the air
connections for leaks. The control valve is
equipped with automatic clean-out jets to clean
out the orifice. To operate the clean-out jets push
in the plungers on each side of the valve, Fig.
5-20. The plunger will automatically reset at the
beginning of the next sanding cycle from the high
pressure clean-out blast of air.
Extreme care should be taken t hat the proper
grade of clean dry sand is used. Damp or di rt y
sand or sand With foreign material in it is likely
to clog the traps.
SANDI NG CONTROL VALVE
DESCRI PTI ON
Two sanding control valves in each end of the
locomotive, Fig. 5-20, one for forward and one
for reverse sanding, provide metered main reser-
voir air to their respective forward and reverse
sand traps. When an electrical signal is received,
the magnet valve section is energized to open an
air valve which allows the main reservoir air to be
admitted to the sand traps. The electrical signal
can be initiated by the manual sanding switch, a
wheel slip or an emergency brake aigplication.
13588
:'Quick Disconnect Handle
13573
Fig. 5-21 - Sand Trap
13S972 5- 1 3
Sect i on 5
If furt her repair is required on the valve, remove
it from the locomotive and replace with a qual-
ified mechanism.
S A N D T RAP
DESCRI PTI ON
Sand is fed t o the trap, Fig. 5-21, by gravity
t hrough an inlet at the t op of the trap. Actuating
air enters the trap through the air nozzle. The
nozzle is always covered by sand and therefore
the air moves the sand that lies ahead of the
discharge end of the nozzle. Sand entering at the
trap inlet replaces the sand in front of the nozzle,
thus a uni form flow of sand is delivered to the
rail t hrough the trap outlet.
A sand shut of f assembly is mount ed to the top
of the trap at the sand inlet. The valve is in the
open position when the hand lever on the side is
set at OPEN or is parallel to the sand inlet line.
The shut of f can be used when it is desirable to
have a particular sanding line inoperative or if
work is to be performed on the sand trap.
MAI NTENANCE
Before any work is performed on a sand trap, the
shut of f valve mount ed to the top of the trap
should be closed by turning the shut off valve
handle t o a hori zont al position.
Due t o condensat i on there is always the possi-
bility of getting moisture in the sand trap. To
clean out the trap remove the pipe plug at the
bot t om of the trap. On special order a trap
equi pped with a quick disconnect delivery tube
can be furnished.
Adj t
Sand Inl et
Sand
" Out l et
Ai r Connection
L - - - - Cleanout Plug
13988
Fig. 5-22 - Sand Trap, Cross-Section
rider' s side of the l ocomot i ve cab and for the
cent er windshield on the low nose cabs. The air
mot or. Fig. 5-23, used for the center windshield
is identical to the ot her mot ors but is set for a
longer degree of sweep.
Each air mot or is controlled by its own hand
operat ed air valve which is located just above the
side windows on each side of the cab. Each
mot or is equipped with a hand operat ed lever
which can be used to operate the wipers in an
emergency.
MAI NTENANCE
If a windshield wiper air mot or is not operat i ng
correctly, check to see that the air connect i ons at
the mot or and the manual control valve are tight
and free from leaks. With the air t urned on,
operat e the air mot or with the hand lever at-
tached to the air mot or shaft. If this fails, turn
The sand trap is set at the time of installation to
deliver approxi mat el y 20 to 24 oz. of sand per
mi nut e. To change the rate of delivery, screw the
adjusting nut , Fig. 5-22, in or out depending on
whet her more or less sand is desired. On the
qui ck di sconnect t ype sand trap use a 7/ 32" allen
wrench to t urn the sand cont rol paddle t o in-
crease or decrease the rate of delivery.
AI R SYSTEM ACCESSORY
EQUI PMENT
WI N D S H I E L D WI PER ASSEMBL Y
DESCRI PTI ON
A separate wiper assembly is provided for each
wi ndow in front and behind the engineer' s and Fig. 5-23 - Windshield Wiper Air Mot or
15468
5-14 14S1073
the air off and again try to operate the motor by
hand. In most cases this will clean the valve seat
of any foreign particles, t hat may have been
forced in through the air line.
Remove exhaust fitting, Fig. 5-23, and check for
di rt y filter or plugged hole. Remove reverser ball
housing and check for broken or jammed bait
spring.
Check the internal air flow by removing the
cylinder end caps and blowing out the holes in
the valve chamber. Also blow into the exhaust
out l et to make sure the hole is not plugged.
If the air mot or still does not operate properly, it
will have to be replaced with a qualified mot or
and taken to the bench to be repaired.
If the wiper connecting arm must be removed
from the air motor shaft, remove the acorn nut
on t he end of the shaft and pull the connecting
arm off the splined shaft. When replacing the
connecting arm on the shaft, be careful not to
overtighten the acorn nut. The wiper motor and
wiper mechanism are designed to operate at a
maxi mum speed of 60 - 65 cycles per minute.
The speed of the wiper mot or is adjusted by a set
screw, Fig. 5-23, located in the exhaust restrictor.
The following procedure should be used in
making the adjustment:
1. Place a piece of paper between the wiper
blade and the glass to simulate a wet glass
condition which reduces frictional drag on the
blades.
2. Make sure main reservoir air pressure is 130
t o 140 psi. Turn operating valve in cab to the
fully open position.
3. Turn the adjusting screw in the exhaust re-
strictor until the wiper mot or is running at 60
- 65 cycles (120 - 130 strokes) per minute.
A I R HORN
DESCRI PTI ON
The basic air horn is a three chime, low prof'fle
type, Fig. 5-24. The air horn actuating lever is
located on the brake stand at the locomotive
control station. When the operating lever is pulled
down, compressed air is supplied t o the horn.
Section 5
17646
Fig. 5-24 - Air Horn
Other types of air horns are available on special
order including five chime horns.
A valve, located in the air brake stand, provides a
means for shutting off the air supply to the horn
operating lever.
MAI NTENANCE
To inspect and clean the air horn diaphragm,
remove back cover bolts and back cover. The
diaphragm ring and diaphragm can be removed by
taking out the diaphragm ring screws.
Whenever a back cover is removed, it is good
practice to blow out the air lines by opening the
air horn operating valve wide with full reservoir
pressure on the line. This will also clean out the
orifice dowel pin.
BELL
DESCRI PTI ON
The basic locomotive bell is located under the
underframe on the left side of the locomotive. A
positive action air valve, which activates the bell,
is located on the air brake stand at the operator' s
control station. When the valve is opened, com-
pressed air forces the plunger in the bell ringer
assembly down, which causes the clapper to
strike the side of the bell.
When the plunger reaches the extended position,
the compressed air then returns the plunger to its
original position.
To shut off the air supply to the bell operating
valve at the control stand, remove the upper
panel on the back of the air brake stand and
close the valve in the bell ringer air line.
lws172 5-15
Section 5
MA I N T E N A N C E
If the bell does not operate when the bell ringer
operating valve at the control stand is opened,
check to see t hat the clapper is free to swing and
that no air leaks are present in the air lines.
If a new bell ringer cartridge, Fig. 5-25, is
needed, remove the old cartridge by loosening the
locknut on the side of the bell ringer assembly
and backing out the set screw three or four turns.
Using the clapper as a lever, unscrew the clevis
from the assembly and pull the cartridge out with
a pair of pliers. Before installing the new car-
tridge, actuate the bell ringer operating valve a
few times to blow out any dirt or scale which
may have accumulated. After installing the new
bell ringer cartridge, be sure the "O" rings are in
place before applying the clevis. Once the clevis is
applied, tighten the set screw and locknut.
Bell Ringer i i
Locknut
7-7<
~ ~/'O"Rings
17543
Fig. 5-25 - Bell Ringer, Cross-Section
5-16 12'3172
REFERENCES
SERVI CE D A T A
COMPRESSED AI R SYSTEM
Sect i on 5
Ai r Co mp r e s s o r Mai nt enance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M.I. 1144
Sandi ng Eq u i p me n t Mai nt enance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M.I. 1926
Ai r Hor n Mai nt enance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M.I. 2926
Magnet Val ve Mai nt enance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M.I. 4707
ROUTI NE MAI NT ENANCE PARTS AND EQUI PMENT
FI LTERS
I nl et Compr e s s or Ai r Fi l t er El ement
( Re c t a ngul a r Fi l t er ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8347199
( Cyl i ndr i cal Fi l t er) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8402068
Mai n Res er voi r Ai r Fi l t er El ement . . . . . . . . . . . . . . . . . . . . . . . . . . . 8363343
AI R COMPRESSORS
Lube Oil Pr essur e Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 1 2 7 0 3 0
I n t e r c o o l e r Ai r Pressure Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8337561
S HUTTER MAGNET VALVE
Re p l a c e me n t Seat s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8251091
Re p l a c e me n t Coi l . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8468748
SPECl FI CATI ONS
AI R COMPRESSOR
Ty p e . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Stage
Nu mb e r Of Cyl i nder s (Basi c) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Nu mb e r Of Cyl i nder s ( Opt i onal ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Di s pl a c e me nt At 900 RPM (3 cyl i nder ) . . . . . . . . . . . . . . . . . . . . 254 Cu. Ft . / Mi n .
Di s pl a c e me nt At 900 RPM (6 cyl i nder ) . . . . . . . . . . . . . . . . . . . . 400 Cu. Ft . / Mi n .
Lube Oil Capaci t y (3 cyl i nder ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10- 1/ 2 Gal.
Lube Oil Capaci t y (6 cyl i nder ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Gal.
Cool i ng . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wat er
Lube Oi l
Co mp r e s s o r l ube oil mus t be SAE 10 wei ght t ur bi ne t ype oil c ont a i ni ng ant i -rust ,
a nt i - oxi da t i on and ant i - f oam i nhi bi t or s and s houl d cont ai n t he f ol l owi ng pr ope r t i e s :
Vi s cos i t y- Saybol t Uni versal (ASTM D88 o r D2161)
@ 100 F s econds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130 t o 180
@ 210 F seconds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 t o 45
Po u r Poi nt ( ASTM D97 Degrees F - Mi n i mu m) . . . . . . . . . . . . . . . . . . . . 0
Rust - Di st i l l ed Wat er ( ASTM D665) . . . . . . . . . . . . . . . . . . . . . . . . No Rus t
DEAD ENGI NE PRESSURE REGULATOR S ETTI NG
SD - Si ngl e Br ake ( Compos i t i on Shoe) . . . . . . . . . . . . . . . . . . . . . 25 +-- 1-1/ 2 psi
GP - Si ngl e Br ake ( Compos i t i on Shoe) . . . . . . . . . . . . . . . . . . . . . 25 +-- 1-1/2 psi
GP & SD - Clasp Br ake ( I r on Shoe) . . . . . . . . . . . . . . . . . . . . . . . 25 -+ 1-1/2 psi
GP & SD - Clasp Br ake ( Compos i t i on Shoe) . . . . . . . . . . . . . . . . . . 13 -+ I - 1/ 2 psi
16S679 5-17
ELECTRO-MOTIVE
LOCOMOTI VE
SERVI CE MA N U A L
ELECTRI CAL EQUI PMENT
I NTRODUCTI ON
The l ocomot i ve el ect ri cal circuits are designed so
t hat no adj ust ment need be made on t he unit. All
circuits are bench t est ed and adj ust ed bef or e bei ng
a p p l i e d t o t he l o c o mo t i v e . To f aci l i t at e t hi s
arrangement , as wel l as t o simplify mai nt enance
pr ocedur e and r educe l ocomot i ve down time, most
cont r ol circuits and devi ces are packaged on plug-in
c i r c ui t mo d u l e s . Al l mo d u l e s be a r i ng t he s a me
i dent i fi cat i on are i nt erchangeabl e.
Thi s s e c t i on o f t he ma n u a l p r o v i d e s a b r i e f
descr i pt i on of t he ci rcui t modul e funct i on, al ong
wi t h br i ef descr i pt i ons of ot her electrical devices
and component s. Fo r a t hor ough analysis of t he
cont r ol circuits cont ai ned on t he modul es refer t o
Sect i on 7 of t he Locomot i ve Servi ce Manual .
S E C T I O N
6
i i
17073
ELECTRICAL ROTATING
EQUI PMENT
Fi g. 6 - 1 - A R I O Ma i n Ge n e r a t o r
M A I N G E N E R A T O R , Fig. 6- 1
The ma i n g e n e r a t o r is a t h r e e - p h a s e a l t e r n a t o r
equi pped wi t h t wo i ndependent and i nt erwoven sets
of st at or wi ndi ngs and a r ot at i ng field common t o
t he windings. The dual out put f r om t he generat or
s t a t o r is s u p p l i e d t o t wo ai r c o o l e d r ect i f i er
assembl i es in an ai r box t hat is an integral part of t he
mai n generat or. The rectifier assembl i es consist of
high current , high vol t age silicon di odes in three
phase, full wave rect i fi er circuits. The circuits are
p r o v i d e d wi t h d e l t a c o n n e c t e d r e s i s t or s a nd
capacitors for suppressi on of commut at i on transients,
and are provi ded wi t h fuses f or aut omat i c removal
of failed di odes. Each fuse is equi pped wi t h a spring
l oaded i ndi cat or t hat pr ot r udes when a di ode failure
causes the fuse t o bl ow. Wi ndows for fuse inspection
are l ocat ed in the ai r box.
Three current t r ansf or mer s are al so mount ed in t he
ai rbox. The t r ansf or mer s sense out put at each of
t hree phases, and pr ovi de a pr opor t i onal signal t o
circuits t hat cont r ol exci t at i on.
D 1 8 C O M P A N I O N A L T E R N A T O R ,
F i g . 6 - 2
The DI 8 al t er nat or is physically connect ed t o but
electrically i ndependent of the t r act i on al t ernat or.
The D18 r o t o r ( f i el d) is e xc i t e d by l ow vol t a ge
cur r ent whi ch it receives from t he DC auxi l i ary
gener at or t hr ough a pai r of slip rings adj acent t o the
slip rings f or t he mai n generat or.
There are no cont r ol s in the D 18 exci t at i on circuit,
t hus t he al t er nat or will be excited and devel opi ng
power whenever the diesel engine is running. Out put
vol t age will var y with speed of r ot at i on, al t ernat or
t emper at ur e, and load. Nomi nal l y DI 8 out put is
215 volts at 120 cycles per second wi t h the engine
runni ng at full speed of 900 RPM.
16S984 6-I
Sect i on 6
Fi g.6-1 2 - D1 8 Compani on Al t er nat or
T R A C T I O N M O T O R S , Fig. 6 - 3
El e c t r i c a l p o we r f r o m t he ma i n g e n e r a t o r is
d i s t r i b u t e d t o t r a c t i o n mo t o r s mo u n t e d in t he
t r ucks. Each mot or is gear ed t o a pai r of wheels,
wi t h t he gear r at i o selected f or t he t ype of service
i nt ended. The mot or s are cool ed by means of an
ext er nal bl ower l ocat ed in t he l ocomot i ve unit and
mechani cal l y dri ven f r om t he engine.
The mot or fields and ar mat ur es are connect ed in
series t o pr ovi de the high st ar t i ng t or que required
f or l ocomot i ve service.
Mot or r ot at i on is reversed by reversing the f l ow of
cur r ent t hr ough t he field wi ndi ngs. This is accom-
plished by swi t chgear in t he l ocomot i ve electrical
cabi net . Si mi l ar swi t chgear is al so used to conver t
t he t r a c t i o n mo t o r s t o e l e c t r i c a l g e n e r a t o r s f or
dynami c braki ng. Dur i ng br aki ng, the mot or fields
ar e c o n n e c t e d in s er i es wi t h t he ma i n g e n e r a t o r
out put and t he mot or ar mat ur es and connect ed to
heat di ssi pat i ng resi st or grids and fans.
The br ush hol der assembl y is f or med with a heavy
c r os s s e c t i o n t o mi n i mi z e f l e xi ng and f a t i gue
damage and t o enabl e t he assembl y to wi t hst and
severe fl ashover. Brush hol der cabl i ng is arranged
and cl amped for i ncreased mechani cal strength.
The ma x i mu m c o n t i n o u s c u r r e n t r at i ng o f t he
t r act i on mot or s and t he val ue given on the t r act i on
mot or shor t t i me r at i ng pl at e is appl i cabl e onl y
when oper at i ng at t hr ot t l e No. 8 engine speed. These
val ues decrease as engi ne speed and cool i ng air is
decreased.
A U X I L I A R Y G E N E R A T O R , Fig. 6 - 4
All l ow vol t age di rect cur r ent electricity requi red
d u r i n g l o c o mo t i v e o p e r a t i o n c o me s f r o m t he
auxi l i ary generat or. Thi s cur r ent is used for bat t er y
chargi ng and f or exci t at i on of t he D 18 al t er nat or as
wel l as f o r e n e r g i z i n g c o n t r o l ci r cui t s a nd
\
\
Fi g. 6- 3 - Tr act i on Mot or
25526
6-2 16s984
actuating electrical switchgear. The auxiliary gen-
erator is a self-excited machine that uses residual
magnetism for initial excitation. To hold voltage
at a constant 74 volts, a static type voltage
regulator is used in the field excitation circuit.
The regulator is packaged as a plug-in circuit
module VR, and is provided with a voltage
adjustment for battery charging purposes.
The locomotive is equipped basically with the 10
KW auxiliary generator, but the power demands
of special equipment may require the use of an
auxiliary generator of higher capacity. In such
case an 18 KW or 24 KW generator is used.
10 KW Generator
763
Section 6
Motor and fan rotating speed are directly propor-
tional to the AC frequency of the D14 alternator
which in turn is dependent upon engine speed.
21805
Fig. 6-5 - Cooling Fan Assembly
DYNAMI C BRAKE GRI D BLOWER
ASSEMBLY, Fig. 6-6
The dynamic brake grid cooling blower assembly
consists of a fan powered by a series wound
direct current mot or. During dynamic braking the
locomotive traction motors operate as generators,
and the electrical power generated is converted to
heat at the braking resistors grids. A portion of
the electrical current from the traction motors is
shunted around one of the resistor grids and used
to power the grid blower motor. Air driven by
the grid blower drives grid heat to atmosphere.
18 Or 24 KW Generator
Fig. 6-4 - Auxiliary Generator
19980
RADI ATOR COOLI NG FAN MOTORS,
Fig. 6-5
These motors are inverted squirrel cage induction
type and are an integral part of the cooling fan
assembly. The term "i nvert ed" indicates that they
differ from the conventional squirrel cage motor
in that the rotor is located outside of the stator.
23903
Fig. 6-6 - Dynamic Brake Grid Blower Assembly
TURBO LUBE PUMP MOTOR
This is a 3/4 HP 1200 RPM 64-74 volt DC mot or
coupled directly to a lubricating oil pump and
mount ed on the crankcase. At engine start the
pump provides lubrication for the turbocharger
bearings and at shut down a time delay relay
continues pump operation to carry away residual
heat from the turbocharger bearings.
16S679 6- 3
Section 6
FUEL PUMP MOTOR
This is a 1/4 HP 1200 RPM 64-74 vol t DC mot or
coupl ed di rect l y t o a fuel pump and mount ed on
the equi pment rack. During engine oper at i on the
pump supplies fuel oil for combus t i on and injec-
t or cooling. A bypass valve at t he pr i mar y fuel
filter pr ot ect s t he mot or against over l oadi ng due
t o t er plugging.
STARTI NG MOTOR AND
SOLENOI D, Fig. 6-7
The starting mot or solenoid mount e d on the
starting mot or housi ng cont ai ns concent r i cal l y
wound coils PU and HOLD.
When energized, t he l ow resistance PU coil drives
t he st art er mot or pi ni on i nt o place. The starting
cont act or t hen short s out t he PU coil and the
high resistance HOLD coil has suf f i ci ent energy
t o hol d t he pi ni on engaged. When cranki ng signal
is removed, t he starting cont act or s dr op out .
The diesel engine is equi pped wi t h dual mot or s
for cranking. Power circuits t o t he mot or s are
14024
Fig. 6-7 - Engine St art i ng Mot or
i nt erl ocked so t hat t he pi ni ons of bot h starting
mot or s must be engaged with t he engine ring gear
bef or e cranking power can be appl i ed.
LOCOMOTI VE CONTROL
STAND, Fig. 6-8
The l ocomot i ve cont r ol st and cont ai ns operat i ng
handles, swi t ches, gauges, and indicating lights
@.
1. Mul t i pl e Uni t Val ve
2. Independent Brake Valve
3. Cut of f Val ve
4. Ai r Pressure Adj ust ment Valve
5. Aut omat i c Brake Val ve
6. Ai r Horn Valve
7. Ai r Gauge Panel
8. Load Current Indicating Meter
9. Operating And Cont rol Switches
10. Li ght Di mmer
11. Dynami c Brake Ci rcui t Breaker
12. Headl i ght Swi tch-Front
13. Thr ot t l e Handle
14. Reverser Handle
15. Ground Reset But t on
16. At t endant Call But t on
17. Headl i ght Switch-Rear
18. Bell Ringer Valve
19. Sanding Swi tch
20. Sand Swi tch-No. 1 Truck
21. Indi cati ng Lights Panel
22. Dynami c Brake Handle
23. Ground And Gauge Li ght Switches
Fig. 6-8 - Locomot i ve Cont r ol St and

22488
6-4 16S1077
used by t he oper at or of the l ocomot i ve. The air
br ake val ves and handl es are at t he l eft side of t he
st and, wi t h the cont r ol l er . assembl y t o the right.
Vari ous gauges and i ndi cat i ng lights are l ocat ed
above t he cont rol l er, and vari ous oper at i ng switches
are adj acent t o it or bel ow.
CONTROLLER A S S E MB L Y ,
Fig. 6 - 9
The cont r ol l er cont ai ns t he t hree mai n operat i ng
ha ndl e s ; t h r o t t l e , r e ve r s e r , and d y n a mi c br ake.
Namepl at es i dent i fy each handl e, and t he posi t i ons
of t he t h r o t t l e a nd d y n a mi c b r a k e handl es ar e
i ndi cat ed in i l l umi nat ed wi ndows l ocat ed directly
a bove t h o s e ha ndl e s . The c o n t r o l l e r as s embl y is
hinged t o t he cont r ol st and, and can be swung down
for mai nt enance and t r oubl eshoot i ng.
NOTE
Dynamic Brake On Special Order
Fi g . 6 - 9 - L o c o mo t i v e Co n t r o l l e r
27942
Dynami c Brake Handl e
A s e p a r a t e h a n d l e is p r o v i d e d f o r c ont r ol of
dynami c brakes. It is upper most on t he. cont rol l er
panel and is moved f r om left to right t o increase
braki ng effort. The handl e grip is somewhat out of
r o u n d wi t h t he f l a t t e n e d s u r f a c e s ver t i cal t o
di st ! ngui shi t f r om t he t hr ot t l e handl e, which has its
fl at t ened surfaces hori zont al . The br ake handle has
t wo det ent posi t i ons; OF F and SET UP, and an
o' perating range t hr ough whi ch the handl e moves
freely wi t hout not chi ng. The handl e is in the OF F
not c h whe n p o s i t i o n e d f ul l y l eft . Th e SET UP
posi t i on is one not ch t o t he right of OFF. When the
handle is moved t o t he right out of t he SET UP
not ch, it can t hen be moved wi t hout notching t o
posi t i ons 1 t hr ough F ULL 8 t o i ncrease the signal
f r om t he dynami c br ake rheost at , whi ch is part of
Section 6
t he cont rol l er assembl y. Mechani cal interlocking
p r e v e n t s t he d y n a mi c b r a k e ha ndl e f r om bei ng
moved out of t he OF F pos i t i on unless t he t hrot t l e is
at I DLE and t he reverser handl e is posi t i oned for
ei t her f or war d or reverse oper at i on.
CAUT I ON
Du r i n g t r a n s f e r f r o m p o we r o p e r a t i o n t o
dynami c braki ng, the t hr ot t l e must be held in
I DL E f or 10 s e c o n d s b e f o r e mo v i n g t he
dynami c br ake handl e t o t he SET UP position.
Thi s is t o al l ow time f or decay of magnet i c flux
and precl ude a sudden surge of br aki ng effort
with possi bl e train run-i n or mot or flashover.
Thr ot t l e Handl e
The t hr ot t l e is t he mi ddl e handl e on t he cont rol l er
panel . It is moved f r om ri ght t o left t o increase
e ngi ne s pe e d and p o we r . The ha ndl e gr i p is
s omewhat out of r ound, wi t h t he fl at t ened surfaces
hor i zont al t o di st i ngui sh it f r om t he dynami c brake
handl e, whi ch has its f l at t ened surfaces vertical. The
t h r o t t l e has ni ne d e t e n t p o s i t i o n s ; I DLE, and l
t hr ough 8 plus a STOP posi t i on whi ch is obt ai ned
by pul l i ng t he handl e out wa r d and movi ng it to the
r i ght b e y o n d I DL E t o s t o p al l e ngi ne s in a
l ocomot i ve consist. Mechani cal interlocking prevents
t he t hr ot t l e handl e f r om bei ng moved out of I DLE
when t he dynami c br ake handl e is advanced t o SET
UP or b e y o n d , or wh e n t he r e v e r s e r handl e is
cent ered and r emoved f r om t he cont rol l er.
Rever ser Handl e
The reverser handl e is t he l owest handl e on the
cont r ol l er panel. It has t hr ee det ent posi t i ons; left,
cent ered, and right. When t he handl e is moved t o
the right t oward the short hood end of the locomotive,
ci rcui t s are set up for the l ocomot i ve t o move in t hat
di rect i on. When the handl e is moved t o the left,
t owar d t he l ong hood end of t he l ocomot i ve, circuits
are set up for movement in t hat di rect i on. With the
reverser handl e cent ered, mechani cal i nt erl ocki ng
pr event s movement of t he dynami c br ake handle,
but the t hrot t l e handl e can be moved t o increase
engi ne speed. In such case powe r will not be applied
t o t he t ract i on mot or s, but a l oad test may be made
if t he pr oper circuit set up is made.
The reverser handl e is cent er ed and r emoved from
t he panel t o l ock the t hr ot t l e in I DLE posi t i on and
t he dynami c br ake handl e in OF F posi t i on.
NOTE
On units equi pped wi t h l ow idle modi fi cat i on,
engine speed will be r educed t o low idle when
the reverser is centered.
16S984 6-5
Sect i on 6
L OAD CURRENT I N D I C A T I N G METER
This met er i ndi cat es cur r ent t hr ough t he No. 2
t r act i on mot or . Since all mot or s will car r y
appr oxi mat el y equal current , mai n gener at or
cur r ent will be f our t i mes t he met er i ndi cat i on.
The met er i ndi cat es f r om zero t o 1500 amper es
duri ng power oper at i on, wi t h a red zone indi-
caring maxi mum al l owabl e cont i nuous mo t o r
current , begLmaing at 1050 amperes.
The indicating light assembl y consists of a rec-
tangular al umi num plate wi t h six 1/ 2" drilled
holes t o accept hol ders for grooved-base sub-
mi ni at ure lamps. Limiting resistors of hi gh wat t age
are also affi xed t o t he plate. The l amp hol ders
form the f r ont part of the press-t o-t est assem-
blies, and a pri nt ed circuit board equi pped wi t h
Fast on tabs is connect ed t o the backs of t he
switches. The t abs are wired to appr opr i at e l oco-
mot i ve circuits.
On units equi pped wi t h dynami c brakes, the met er
has a dial wi t h the zero poi nt l ocat ed at t op cent er.
Duri ng power oper at i on t he met er needle moves
cl ockwi se from zero t o i ndi cat e increasing mo t o r
current . During dynami c braki ng the met er needl e
moves count er cl ockwi se f r om zero t o i ndi cat e
increasing dynami c braki ng current .
AI R SYSTEM GAUGES
Dupl ex gauges provi de i ndi cat i on o f vari ous air
brake syst em pressures.
I N D I C A T I N G LI GHTS PANEL, Fig. 6- 10
Indicating lights alert t he l ocomot i ve oper at or of
vari ous operat i ng condi t i ons. The panel assembl y
is l ocat ed adj acent t o t he upper left corner o f t he
cont rol l er. It has provi si on for six press-t o-t est
lights (t hree basic, and from one t o three addi-
tional as requi red by t he use of special equi pment
on t he l ocomot i ve).
Transl ucent phenol i c lens caps, ei t her whi t e or
col ored, and i dent i fi ed by black bl ock letters, fit
over the l amps and i nt o the switch assemblies.
When finger pressure is applied to t he lens caps,
the switches close t o t est the lamps. A fiberglass
guard formed t o accept and retain t he lens caps is
bol t ed to t he al umi num plate t o compl et e the
indicating light assembl y.
NOTE: A del ay of about one second occur s be-
t ween pressing t he indicating l ens cap and
illumination of t he indicator.
WHEEL SLIP light indicates moder at e t o severe
wheel slip, l ocked sliding wheels, or ci r cui t diffi-
cul t y. Dependi ng upon condi t i ons, t he light will
flash i nt ermi t t ent l y or come on and go of f at
regular intervals.
NOTE: On l ocomot i ves equi pped wi t h l ocked
wheel det ect i ng equi pment and an LW
modul e, a l ocked wheel will cause t he
WHEEL SLIP light t o light and remai n lit
and t he alarm bell t o sound. In addi t i on,
LOCK WHEEL indications i ndependent of
the wheel slip prot ect i ve ci rcui t s are
provi ded.
PCS OPEN light indicates a safet y cont r ol or
emergency air brake application.
Fig. 6-10 - Indi cat i ng Lights Panel
19271
SAND light i ndi cat es t hat t he SANDI NG LEAD
TRUCK swi t ch on t he cont rol st and is cl osed t o
provi de cont i nuous sanding at t he l eadi ng wheel s
of t he l ocomot i ve. On special order, t he light can
be connect ed t o i ndi cat e operat i on of t he manual
or emergency sanding switches.
BRAKE WARN light indicates excessive dynami c
braking current.
Vari ous ot her lights may also be provi ded.
6-6 16S679
Section 6
OP E RAT I NG SWI TCHES BASIC LIGHTS
The ENGINE RUN, GENERATOR FIELD, and
CONTROL AND FUEL PUMP switches are lo-
cated at the right side of the control stand. They
must be placed ON in the controlling unit of a
multiple unit consist and OFF in trailing units.
Ot her switches at this location cont rol various
lights and are placed ON as needed.
H E A D L I G H T D I M M I N G SWI TCH
Provides for dim or medium br i ~t ness of either
front or rear headlights.
G R O U N D RESET A N D A T T E N D A N T
CALL PUSHBUTTONS
These pu,q~buttons are located at the lower por-
tion of the control stand.
TEST Light
This light comes on when circuits are set up for
circuit check or load testing. On l ocomot i ve units
equipped for aut omat i c loading on the loco-
motive dynamic braking resistor grids, circuit
setup is aut omat i c when the reverser handle is
centered and a rotary snap switch located on a
test panel in the module compar t ment is properly
positioned. If the unit is not equi pped for auto-
matic self loading, a loading resistor grid must be
connected to perform the load test.
WARNING: On units not equipped for automatic
self loading, the main generat or will
be open circuit during a load test
setup unless an ext ernal loading re-
sistor grid is connect ed.
L E A D T RUCK S A N D SWI TCH
This switch provides continuous sanding at the
leading wheels of the locomotive.
BRAKE V A L V E H A N D L E S
The upper handle controls the aut omat i c or train
brakes. The lower handle controls the indepen-
dent or locomotive brakes.
ELECTRI CAL CABI NETS
HI GH VOLTAGE CABI NET,
Figs. 6-11 and 6-12
The high voltage cabinet houses the majority of
the locomotive electrical switchgear and static
devices. The front of the cabinet forms the rear
wall of the locomotive cab, and the rear of the
cabinet forms one wall of the central air compart-
ment of the locomotive.
The lower front port i on of the electrical cabinet
houses heavy dut y switchgear used t o connect the
main generator t o the traction motors. Devices
that sense current and voltage are generally lo-
cated in this port i on of the cabinet.
E NGI NE C O N T R O L PANEL , Fig. 6- 13
The engine control panel contains various
switches and warning lights. Brief descriptions of
the switch and light functions follow, while des-
criptions of much of the circuitry involved in
engine control is described in ot her sections of
this manual.
During CIRCUIT CHECK position of
the test switch, the generat or field
circuit breaker unit must be in off
position to prevent exci t at i on of the
main generator.
Do not return the t est switch to
NORMAL position until the throttle
is in IDLE position.
HV GRD/ FAULT Light
Indicates that an electrical pat h to ground has
occurred, or that a group of five diodes in the
main generator has failed. The light is held on
until a reset but t on is pressed or an automatic
reset is made on locomotives so equipped.
TURBO AUX. PUMP Light
This light will come on as soon as the main
battery switch and turbo lube pump circuit
breaker are closed. It indicates t hat the turbo-
charger auxiliary lube oil pump is supplying lube
oil to the turbocharger. It will remain on for
approximately 35 minutes after the main battery
switch is closed. When the fuel pri me engine start
switch is operated after the 35 mi nut e period, the
time cycle is again re-established and the light
remains on for anot her 35 minutes.
The light will also come on and remain on for
approximately 35 minutes aft er the engine is
stopped. It provides an indication that the auxil-
iary lube oil pump is supplying oil to cool the
turbocharger bearings.
16S679 6-7
Se c t i on 6
Hose St ems
For
Manomet er
Connect i on
Engi ne Control Panel
Cabi net Ai r ~'
Di schar ge
Hol es ~,
: : , " , ;
Fi g. 6-11 - El ect r i cal Ca b i n e t , Fr o n t Vi ew
J
2 3 9 0 4
6-8 16S679
S e c t i o n 6
G P T 1 . ~
a
G P T 2 ,
B a t t e r y
C h a r g e r
A s s e m b l y
T e r m i n a l
. . . . . . . . . . . . . . ??1 : . / ' 7 B o a r d s
I
J~
: M o d u l e
T e r m i n a l
B o a r d s
! .
" i
s!
i
2 3 9 0 5
M a i n
G e n e r a t o r
B u s
Fi g. 6 - 1 2 - El e c t r i c a l Ca b i n e t , Re a r V i e w
1 6 S 6 7 9 6 - 9
Section 6
X
L;J
%
[ . . .
e-,
o ~
E~
E
-.
o
e-.
e-.
~J
I
L ; .
6-10 16S1077
If the power supply to the turbo lube pump
mot or is open, the engine will not start and the
light will fail to come on when a starting attempt
is made.
NO BATT CHARGE
NO POWER light
Indicates that no AC power is being delivered
from the auxiliary alternator to a voltage sensing
relay. This may be due to a tripped generator
field circuit breaker, engine shutdown, alternator
failure, or failure of the DC auxiliary generator
which excites the alternator. If the light is on for
reasons ot her than engine shutdown, engine speed
and power are reduced to idle conditions.
HOT ENGINE Light
Indicates t hat engine coolant temperature is ex-
cessive. Engine speed and power are automatically
reduced to a lower level until proper temperature
is restored.
GOVERNOR SHUTDOWN Light
Accompani ed by engine shutdown for one of the
following reasons:
1. Excessively hot lube oil.
This type of shutdown will normally be pre-
ceded by a hot engine light indication. No
ot her indication is given except an extremely
hot condition of the engine and cooling sys-
t em. Do not attempt to restart the engine
until it has been allowed to cool down and an
engine inspection has been made by qualified
personnel.
2. Low engine oil pressure.
Low oil level, or failure of the lube oil pump
may bring about this type of shutdown. The
low oil plunger on the engine governor will
prot rude, with no other fault indication given.
3. Low water level or low pressure at the water
pumps.
A det ect or at the engine accessory drive gear
housing senses low water pressure and actu-
ates the low oil shutdown mechanism. The
low water detector reset but t on will protrude
along with the governor low oil pressure
plunger.
Section 6
4. Crankcase (oil pan) overpressure due to an
engine fault.
Pressure in the crankcase (oil pan) will trip
the crankcase overpressure detector and bring
about a low oil pressure shutdown. The reset
but t on will protrude along with the governor
low oil pressure plunger. Overpressure may be
caused by a crankcase explosion, or by a fault
allowing cylinder or airbox pressure into the
oil pan.
WARNING: When a crankcase overpressure trip
indication is observed, leave the
engineroom area. Allow a 2 hour
cooldown period before making fur-
ther inspections or taking corrective
action.
HEADLIGHT CONTROL SWITCH
Power for both the front and rear headlights is
delivered by the lead unit in a locomotive consist.
This switch sets up the circuits for control of
bot h the front and rear lights from the lead unit
and through any intermediate units. The switch
must be properly positioned in all units of a
consist.
ISOLATION SWITCH
This switch allows any unit in a locomotive
consist to be "taken off the line" regardless of
the control signals from the controlling unit. The
switch has two positions.
1. START/STOP/ISOLATE Position
Must be in this position before the engine can
be started, but the unit will not develop
power (if equipped, the unit will run at low
idle speed). However, if a controlling unit of
a multiple unit consist is isolated, all trailing
units will still respond to the controls of the
controlling unit.
It is recommended that the isolation switch
be placed in this position before stopping the
engine, but the switch in no way negates any
engine stopping switch or device.
2. RUN Position
When the switch is in this position, the unit
will respond to controls and will develop
power. If the engine is shut down with the
switch in this position, the alarm bell will
sound.
16S1077 6- 1 ]
Section 6
EMERGENCY FUEL CUTOFF
AND ENGINE STOP SWITCH
Momentary pr essur e on this pushbutton de-
energizes governor speed setting solenoids and
independently energizes the governor shutdown
solenoid. The governor brings the fuel inje.ctor
racks to no fuel position and the engine shuts
down immediately from lack of fuel. Two other
switches, each with identical function, are located
at the locomotive underframe near each fuel filler
opening.
On units equipped with steam generators the
Emergency Fuel Cut of f switch will stop the
steam generator as well as the engine. On such
units a second switch labeled only ENGINE
STOP is provided to shut down only the engine.
LIGHT SWITCHES
Switches are provided for various lights employed
on the locomotive.
CI RCUI T BREAKER PANELS
The three circuit breaker panels, Fig. 6-14, con-
tain circuit breakers and controls used to protect
engine, control systems, lights, and miscellaneous
devices that are used as conditions require. These
circuit breakers can be operated as switches, but
will trip open when an overload occurs.
N O . 1 C I R C U I T B R E A K E R P A N E L
This panel contains circuit breakers used to pro-
tect requested extra equipment. The No. 1 circuit
breaker panel, Fig. 6-15, has provisions for twelve
circuit breakers. The following paragraphs contain
a brief description of typical circuit systems
protected by breakers on this panel.
., : ~. ~ . . _ ' .Lt ~' :~ u, r
22720
Fig. 6-15 - Typical No. I Circuit Breaker Panel
RADIO CONTROL
When equipped for remote radio control
breaker protects radio control circuits.
this
1. No. 1 Ci rcui t Breaker Panel
2. No. 2 Ci rcui t Breaker Panel
3. No. 3 Ci rcui t Breaker Panel
4. Fuse And Swi tch Panel
NOTE
A 150 ampere fuse may be used
i nstead of a circuit breaker on t he
fuse and swi tch panel,
2 4 1 1 3
Fig. 6-14 -- Fuse And Switch Panel And Circuit Breaker Panels
6-12
16S679
AIR COND. BLOWER
When equipped with air conditioning this breaker
protects the blower fan mot or circuits. A separate
breaker for the air conditioner compressor is
located on No. 3 circuit breaker panel.
Section 6
AUX. CAB HTR.
These breakers protect the left and right auxiliary
cab heaters. Heat control is provided by switches
located on the control stand and on the cab front
wall.
RADIO
Protects circuits that supply the radio, when
equipped.
UTILITIES
When equipped, this breaker protects the toilet
immersion heater, or similar devices.
AUTO. DRAIN TIMER
Protects circuits that control automatic operation
of drain valves in the compressed air system.
WARNING DEVICES
This breaker protects signal light circuits, when
equipped. This breaker may also be used to
protect similar devices.
SAFETY DEVICES
Train overspeed brings about a penalty applica-
tion of the brakes and operation of the pneu-
matic control switch to drop locomotive power.
This breaker protects the overspeed magnet valve
circuit. This breaker may also be used to protect
similar devices.
N O . 2 C I R C U I T B R E A K E R P A N E L
The No. 2 circuit breaker panel, Fig. 6-16, con-
tains circuit breakers and switches that protect
basic locomotive equipment and control systems.
The panel is divided into three sections. The
shaded middle section indicates breakers required
on for locomotive operation. Breakers in the
unshaded section are used as conditions require.
22721
Fig. 6-1 6 - Typical No. 2 Circuit Breaker Panel
Breakers Required On For Locomotive Operation
A. C. CONTROL
This breaker protects the portion of the sensor
module receiving A. C. power from the DI4
alternator. The sensor module controls main
generator field excitation current level. The no A.
C. voltage relay (NVR) is also connected in this
circuit. If the breaker trips during locomotive
operation, the main generator will not develop
power and the no power/charge light on the
engine control panel will come on indicating no
DI4 output.
MODULE CONTROL
This breaker protects the local control circuit
that supplies power to the circuit modules and
miscellaneous control system devices.
TURBO
This breaker must be in the on position to start
the engine and operate the turbocharger auxiliary
lube oil pump. It must remain in the on position
to provide auxiliary lubrication to the turbo-
charger before engine start and after the engine is
shut down.
CONTROL
This breaker sets up the fuel pump and control
circuits for engine starting. Once the engine is
running, power is supplied through this breaker
from the auxiliary generator to maintain operat-
ing control.
BRAKE TRANS. CONTROL
This double pole breaker is located in the feed to
the operating mot or of the multi-pole, mot or
operated, ganged switches that control the mot or
fi el d and armature connections for either
16S679 6-13
Section 6
dynamic braking or power operatign. Since con-
trol power is required to move the transfer
switchgear from any position to any other
position, the breaker must be closed for power
transfer to take place. An open breaker does not
prevent switchgear from already being in position
to properly conduct mot or or braking current,
but interlocking prevents an operating setup in
conflict with transfer switch position.
REV. CONTROL
CAB HTR.
These breakers provide protection for electrical
cab heaters, when applied.
HDLTS.
This two-pole breaker must be on to provide
current to the front headlight circuit and through
the trainline to the light at the rear of the
consist.
This breaker is located in the feed to the operat-
ing mot or of the multi-pole, mot or operated,
ganged switches that control the direction of
current flow through the traction mot or fields
and thus control the direction of locomotive
travel. Since control power is required to move
the RV transfer switchgear from any position to
any ot her position, this breaker must be closed
for power transfer to take place. An open breaker
does not prevent switchgear from already being in
position to properly conduct traction mot or cur-
rent, but interlocking prevents an operating setup
in conflict with transfer switch position.
GROUND RELAY CUTOUT SWITCH
The purpose of the ground relay cutout switch is
to eliminate the ground protective relay from the
locomotive circuits during certain shop mainte-
nance inspections. It must always be kept closed
in normal operation. When this switch is open it
prevents excitation of the main generator in
addition to cutting out the ground protective
relay.
OPEN GRID CIRCUIT RESET
LOCAL CONTROL
This two-pole circuit breaker establishes "local"
power from the auxiliary generator to operate
heavy dut y switchgear and various control
devices.
This but t on is used to reset the open grid circuit
protective relay (OCP) on units equipped with
extended range dynami c braking. If an open
circuit occurs in the dynami c braking grids or
cabling the OCP relay will pickup, locking out
dynamic braking.
FUEL PUMP
This t hree-pol e breaker protects the fuel pump
motor circuit. A fuel filter bypass valve is provided
to prevent overloading the fuel pump mot or if the
fuel filter becomes clogged.
CAUTION: Do not reset the OCP relay. The OCP
relay should only be reset by mainte-
nance personnel following a through
inspection of the dynamic brake grids
and cabling.
AUX. GEN. FIELD
The field excitation circuit of the auxiliary gen-
erator is prot ect ed by this single-pole breaker. In
the event that this breaker trips, it stops auxiliary
generator out put to the low voltage system and
also stops fuel pump operation. An alternator
failure (no power no battery charge) alarm
occurs. The engine will stop from lack of fuel.
Miscellaneous Circuit Breakers
NO. 3 CI RCUI T BREAKER PANEL
The No. 3 circuit breaker panel, Fig. 6-17, has
provisions for five circuit breakers. The panel also
contains a sealed section. This section contains a
test panel intended for use by maintenance
personnel during maintenance and testing pro-
cedures. A 74 volt receptacle and fuse test switch
are also part of this panel.
LIGHTS
This two-pole breaker must be on to supply
power to switches that control miscellaneous
locomotive lights.
The circuit breaker portion of the panel is
divided into two sections. Breakers in the shaded
section are required on for locomotive operation.
Breakers in the unshaded section are to be used
as conditions require.
6-14 16s679
22722
Fig. 6- 17- Typical No. 3 Circuit Breaker Panel
Breakers Required On For Locomotive Operation
GENERATOR FIELD
The main generator receives excitation current
through a controlled rectifier from the D14 com-
panion alternator. This breaker is provided to
protect the controlled rectifier and both gen-
erators as well as associated circuitry.
NOTE: Unlike other breakers on the panel that
trip to the full of f position, the generator
field circuit breaker will trip to the center
position. After a period for cooling, the
breaker must be placed in the full off
position before resetting to the on
position.
FILTER BLOWER MOTOR
This breaker protects the inertial filter blower
mot or circuit. The blower is used to evacuate dirt
loaded air from the central air compartment
inertial filters.
The FILT. MOTOR TRIP light on the engine
control panel will come on if this breaker trips
open or is inadvertantly left in the off position.
If tripped open, operation may continue to the
nearest maintenance point.
Section 6
Miscellaneous Circuit Breakers
ELECTRIC CAB HEATERS
Eng. Side
Protects circuits to the cab heater at the
engineer' s station.
Helper Side
Protects circuits to the cab heater at the helper' s
side of the cab.
AIR COND. COMP.
When equipped with air conditioning, this breaker
protects the air conditioner compressor mot or
circuits. A separate breaker for the air condition-
er blower fan mot or is located on the No. 1
circuit breaker panel.
74 VOLT RECEPTACLE
This receptacle makes 74 volts D.C. available for
maintenance or testing purposes. Power is sup-
plied to the receptacle when the main battery.
switch and the LIGHTS circuit breaker are
closed.
FUSE AND SWI TCH PANEL
The fuse and switch panel, Fig. 6-18, contains
t he equipment described in the following
paragraphs.
i '
~ . . . . . i ~ . :. ' ~ ~
A u x , h a r y - ' i I ~ l l l Rmgi ~t l l l l l l I I B I B , m :!:~1~
eoer tor I i l t
~.~ ~ j ! ] ~ . ~ ~ m Fuse Tes t ~ !!
: ~ ' ; ~ , ~ : ~ui , ~ment ! . :
23083
Fig. 6-18 - Fuse And Switch Panel
1 6 S6 7 9 6-15
Section 6
NOTE: There is no DI 4 alternator field fuse. If a
short occurs in this circuit, auxiliary
generator voltage will come down, and
the machine will not be harmed. A NO
POWER/CHARG alarm occurs.
A U X I L I A R Y G E N E R A T O R F US E
This 150 ampere fuse connects the auxiliary
generator to the low voltage system. It protects
against excessive current demands. In the event
that the fuse is burned out, it stops auxiliary
generator out put to the low voltage system and
also stops fuel pump operation. An alternator
failure (no power) alarm would then occur. The
engine will go to idle speed and then stop from
lack of fuel.
Auxiliary generator power to the cab heaters is
taken from the generator side of the fuse. There-
fore, current to the cab heaters does not flow
through the fuse.
S T A R T I N G F US E
The starting fuse is in use only during the period
that the diesel engine is actually being started. At
this time, battery current flows through the fuse
and starting cont act or to the starting motors.
Although this fuse should be in good condition
and always left in place, it has not effect on
locomotive operation ot her than for engine start-
ing. A defective fuse can be detected when
attempting to start the engine, since at that time
(even though the starting contactors close) the
starting circuit is open.
engine shutdown, then shut off attto-
matically. The 35 minutes allows
turbocharger bearings to cool using
engine lube oil.
F USE T E S T E Q U I P ME N T
To facilitate testing of fuses, a pair of fuse test
blocks and a test light are installed on the fuse
and switch panel. A test light toggle switch is
located on the No. 3 circuit breaker panel. Fuses
may be readily tested as follows. Move test light
switch to the on position to make sure the fuse
test light is not burned out. Move test light
switch to the off position to turn light off. Place
fuse to be tested across the test blocks so that
the metal ends of the fuse are in firm contact
with the blocks. If the fuse is good the light will
come on.
It is always advisable to test fuses before instal-
lation. Always isolate the circuits in question
before changing or replacing fuses.
T E S T P A N E L
The test panel, Fig. 6-19, located on the No. 3 circuit
breaker panel contains terminals and receptacles
that provide an easy place to read significant test
voltages during operation or test. The test selector
switch has the following positions.
CAUTION:This model may be equipped with
either a 400 or 800 ampere starting
fuse depending on starting mot or con-
nection. The two fuses are of the
same physical size. Observe marking
on panel. Do not use an incorrectly
rated fuse.
MA I N B A T T E R Y K N I F E S WI T C H
This switch is used to connect the batteries to
the locomotive low voltage electrical system and
should be kept closed at all times during
operation.
23906
WARNI NG
Circuit check position does not prevent excitation
of t he mai n generat or. On uni t s NOT equi pped
for aut omat i c sel f l oadi ng, load t est position will
open ci rcui t t he mai n generat or. Do not exceed
t hrot t l e No. 1 wi t h AR10 open ci rcui t.
Do not r et ur n t est swi t ch t o nor mal posi t i on
whi l e uni t is under load.
Fig. 6-I 9 - Test Panel
CAUTION: Do not open battery switch at engine
shutdown following load operation.
The turbocharger lube oil pump will
come on and continue to run for
approximately 35 minutes following
1. NORMAL for locomotive operation.
2. CIRCUIT CHECK, which allows control
circuits to function when the generator field
circuit breaker is opened.
6-1 6 16S679
3. LOAD TEST, which allows control and
excitation circuits to operate when the revers-
er is centered, but prevents delivery of power
to the traction motors.
CAUTION : The CIRCUIT CHECK position does
not prevent excitation of the main
generator.
The LOAD TEST position open-
circuits the main generator unless an
external grid load is connected or the
unit is equipped for automatic self
loading.
Do not operate above throttle Run 1
with main generator open circuited.
ELECTR
Never return test switch to NORMAL
while operating under load.
I CAL DEVI CES
The following devices are listed alphabetically for
ease of reference. For the most part the devices
are located within the main electrical cabinet.
ACT; ARMATURE CURRENT
TRANSDUCTOR
These transductors are used to provide a signal
proportional to traction motor armature current.
Each transductor consists of coils wound on iron
cores, with a cable carrying armature current
passing through the core.
The transductor coils are connected in series with
a winding of transformer T1. The primary wind-
'ing of T1 is across the out put circuit of the D14
companion alternator. An armature current signal
from each transductor is applied to the FM
module input terminals.
CIRCUIT MODULES, Fig. 6-20
Section 6
Each circuit module contains components and
wiring for one or more locomotive control
functions. The components are mount ed on one
or more circuit boards. All circuit boards are of
the same size, and terminals on the boards are
placed on a common grid pattern. The boards are
fitted with receptacle strips arranged in a vertical
plane, and as the board is inserted into guideways
and fully seated, the receptacles mate with pins
that are connect ed to terminal strips. Cabinet
wiring completes the circuit connection.
Face plates and handles are attached to the
circuit boards, and test points are located on the
face plates. In addition to the test points the face
plates may contain test but t ons and lights.
AN CIRCUIT MODULE, Fig. 6-21
Fault Annunci at or
The annunciator records, by means of latching
relays and lights, faults or abnormal operating
c ondi t i ons t ha t occur during locomotive
operation. Once lit, the annunci at or lights will
stay on until a guarded reset switch is operated
by a qualified maintenance man. Correction of a
fault or resetting of protective devices does not
reset the annunciator.
The basic annunciator provides the following
indications.
1. Hot Engine.
2. Engine Air Filter Plugged.
3. Ground Relay Operated.
4. Excitation Limit Operated.
Fig. 6-20 - Modul e Compartment And Typical Circuit Modules
23907
16S679 6-17
Sect i on 6
al so wi t h a signal f r om br ake cur r ent t r ans duct or
BCT, and when the BCT signal falls bel ow t he PF
f eedback signal (i ndi cat i ng less dynami c br aki ng
gr i d c u r r e n t t ha n cal l ed f or by b r a k i n g l ever
posi t i on) the DE circuits oper at e to energi ze a grid
shor t i ng cont act or decreases t ot al dynami c br aki ng
grid resistance, and mor e current fl ows in t he grids.
The DE ci r cui t mo d u l e a l s o c o mp a r e s t he BCT
s i gnal wi t h t he b r a k e r h e o s t a t s i gna l d u r i n g
e x t e n d e d r a nge b r a k i n g . Wh e n t he BCT s i gnal
exceeds the level called f or by t he br ake r heos t at , a
DE circuit act i vat es t he br ake r egul at or ci rcui t in
the DR modul e and hol ds dynami c br aki ng cur r ent
at a ma x i mu m e s t a b l i s h e d by b r a k i n g ha ndl e
posi t i on.
26828
Fig.6-21 - Typi cal Annunci at or Module
Uni t s wi t h d y n a mi c b r a k e s p r o v i d e a d d i t i o n a l
i ndi cat i ons.
5. Grid Overcurrent .
6. Mot or Overexci t at i on.
On special or der the fol l owi ng indications may be
applied.
7. Grid Bl ower Failure.
8. Locked Wheel.
9. Dynami c Brake Gr ound.
10. Filt. Bl ower Circuit Open.
DE CI RCUI T MODULE -
Ext ended Range Brake Cont r ol
Dur i ng dynami c br aki ng a signal f r om the br ake
cont r ol r heos t at is compar ed at t he SB modul e wi t h
t he mai n generat or f eedback signal from the PF
modul e. Mai n gener at or exci t at i on is regulated as a
r es ul t of t hi s c o mp a r i s o n and ma i n g e n e r a t o r
regul at i on results in mot or field and braki ng current
regulation. Dur i ng ext ended range dynami c braki ng
the f eedback signal f r om the PF modul e is compar ed
DG CI RCUI T MODUL E - Grid Bl ower Pr ot ect i on
Exc e s s i ve c u r r e n t , as wi t h a s t al l ed gr i d b l o we r
mot or ; or l ack of mot or current , as wi t h an open
mot or or cabl e will be det ect ed by t he dynami c grid
c ur r e nt t r a n s d u c t o r . The t r a n s d u c t o r s i gnal wi l l
t ri gger a l at chi ng ci rcui t in t he DG modul e. The
. br aki ng p o we r c o n t a c t o r " B" is d r o p p e d o u t t o
pr event dynami c br ake oper at i on. A reset but t on on
t he DG modul e allows reset t i ng of the ci rcui t aft er
i nspect i on and cor r ect i on has been made. A test
but t on is pr ovi ded on t he DG modul e t o t est t he DG
ci rcui t funct i on. The but t on provi des a DC signal t o
test windings on the t r ans duct or in or der t o si mul at e
a current unbal ance at t he t r ansduct or .
On units equi pped wi t h t he DG13 modul e, a signal
p r o p o r t i o n a l t o gr i d c u r r e n t Io a nd a s i gnal
p r o p o r t i o n a l t o t he v o l t a g e a c r os s t he pa r a l l e l
combi nat i on of the grid bl ower mot or and a por t i on
of one b r a k i n g gr i d EG is a ppl i e d t o t he DGI 3
mo d u l e . The r at i o of EG t o IG i n c r e a s e s as gr i d
t emper at ur e increases. The DGI 3 modul e oper at es
t o l ock out the dynami c br aki ng syst em if this ratio
increases above a pr edet er mi ned value.
DP CI RCUI T MODUL E -
Brake Warni ng
Mot or Field Pr ot ect i on
The d y n a mi c br a ke p r o t e c t i v e mo d u l e p r o v i d e s
backup prot ect i on shoul d nor mal regul at i ng devices
fail. Shoul d the dynami c br ake r egul at or fail the
br ake warni ng circuit of the DP modul e will pr ovi de
r ough backup regul at i on and an annunci at or signal.
Shoul d mot or fields become t oo hot, t he mot or field
pr ot ect i on circuit of the DP modul e will pr ot ect the
mo t o r s , p r o v i d e r o u g h b a c k u p r e g u l a t i o n ,
and provi de an annunci at or signal.
6-18 1 6 S 9 8 4
Section 6
DR CIRCUIT MODULE - Brake Regulator
The DR circuit senses voltage across a dynamic
braking resistor grid. When that voltage reaches a
value indicative of the maximum allowable
amperes in the grids, a transistor in the DR
circuit acts to shunt the input to the. rate cont rol
capaci t or of the RC module directly to negative.
The rate control capacitor then discharges
through a fixed resistance in the RC module.
Main generator excitation is thereby controlled to
maintain traction mot or field excitation for maxi-
mum braking current.
A furt her modification of braking current regula-
tion is in effect during ext ended range dynami c
braking. The turn on point of the DR transistor
is controlled not by maxi mum allowable current
in the grids, but by braking handle position. In
ot her words, maxi mum braking current at a l ower
braking handle positions is low, regardless of train
speed. This t ype of regulation is required to snub
braking current surges that occur when grid short-
ing cont act ors pick up or drop out.
On special order, control of a maximum grid
current by braking handle position is available for
the entire speed range of the locomotive with or
wi t hout the ext ended range dynamic brake extra.
When applied, this t ype of control is trainlined
and will be effective on all units so equipped in a
consist.
EL CIRCUIT MODULE - Excitation Limit
The excitation limit t ransduct or senses main
generat or field current and provides a signal to
the EL module. When an overcurrent condition
occurs, the EL module causes dr opout of the
generat or field cont act or. In this manner the EL
modul e provides backup prot ect i on in case of GX
modul e failure, and allows rough regulation of
generat or current to allow the locomotive to
operat e under power to reach a mai nt enance
point.
The test but t on on the EL module is used to
energize a test winding on the ELT t ransduct or
and simulate an overcurrent condition.
transformer GPT is great enough to bias the GV
transistor off. The t\mction of GV is t o maintain
main generator voltage at a safe level.
GX CIRCUIT MODULE - Excitation Regulation
The normal condi t i on of the GX circuit module
during locomotive operat i on is full on. There is a
very slight voltage drop across the 8 and 4
terminals. When the GX module regulates there is
a large voltage drop across the terminals. Regula-
tion occurs when a signal from exci t at i on limit
transductor FCT is great enough t o bias the GX
transistor off. FCT senses generator field excita-
tion current.
PF CIRCUIT MODULE - Performance Control
Current transformers within the main generator
apply a signal to PF proport i onal t o main gener-
ator current. Potential transformers in the electri-
cal cabinet apply a signal proport i onal to main
generator voltage. These AC signals are rectified
and loaded on precisely determined values of
resistance within the PF module. DC voltages
across the resistors are combined, added, and
applied to the SB module for comparison with
the reference signal from the load regulator.
The ohmic values of the PF resistors are selected
to obtain performance control characteristics
desired for l ocomot i ve response to t hrot t l e posi-
tion during train starting, and to obtain a suitable
balance poi nt for the load regulator during
normal operating service.
RC CIRCUIT MODULE - Rate Control
The response of the main generator and the main
generator cont rol system is so fast that sudden
changes in the level of reference voltage would
result in rough train handling. The RC module
makes use of an RC (resistance-capacitance)
circuit to smoot h out power changes even though
an abrupt change in reference signal occurs.
GV CIRCUIT MODULE - Voltage Regulation
SA CIRCUIT MODULE - Sanding
The normal condition of the GV circuit modul e
during locomotive operation is full on. There is
very slight voltage drop across the 8 and 4
terminals. When the GV modul e regulates there is
a large drop across the terminals. Regulation
occurs when a signal from generator potential
The sanding circuit modul e is designed to accom-
modate a variety of sanding circuits selected by
the railroads. A timing circuit is part of the
module. It provides for time delay sanding when
a wheel slip is signaled. The test but t on on the
module is used to check time delay sanding.
16S679 6-19
Sect i on 6
SB CI RCUI T MODULE -
Sensor Bypass
( Feedback - Reference Compari son)
The pr i mar y SB circuit compares t he current -
plus-voltage f eedback signal from the main gener-
at or wi t h the reference voltage signal from the
load regul at or. The SB uses t he compar i son to
cont r ol cur r ent in the cont rol winding of the SE
circuit modul e.
SE CI RCUI T MODULE - Sensor
This magnet i c amplifier provides shaped signal
pulses t o t urn on the silicon cont rol l ed rect i fi er
assembl y t hat provi des exci t at i on cur r ent t o the
main generat or. Small amount s of cur r ent in the
cont r ol wi ndi ngs of the magnetic ampl i fi er con-
trol large amount s of current in t he mai n gener-
at or field. The abi l i t y to use signals t o cont r ol
large cur r ent s simplifies the const r uct i on of pro-
t ect i ve and regulating devices related t o mai n
gener at or exci t at i on, and allows rapid and precise
cont r ol .
di st ur bed duri ng operat i on. The regul at or utilizcs
solid state el ect roni c component s to regulate
auxi l i ary generat or voltage. The regul at or does
this by rapidly turning the generat or field circuit
on and off. Ti me " on" in relation t o time " o f f "
est abl i shes auxiliary generat or voltage. The regula-
t or is called a static voltage regul at or because
wi t h the except i on of a starting relay it uses no
movi ng parts.
The face of t he VR modul e is provided with a
sl ot t ed- shaf t rheost at t o adj ust generat or vol t age
be t we e n 72 and 76 V DC. This adj ust ment is
pr ovi ded for bat t er y charging purposes onl y.
NOTE: The VR circuit modul e does not provi de
stable reference voltage for the exci t at i on
syst em. The stable reference voltage is
provi ded by a regulating circuit l ocat ed
on the TH modul e.
CAUTI ON: The diesel engine must be compl et el y
st opped bef or e t he VR modul e is
r emoved or inserted.
TH CI RCUI T MODULE -
Thr ot t l e Response -
Ref er ence Vol t age Regul at or
The vol t age r ef er ence regulator sect i on o f the TH
circuit modul e provides ext r emel y st abl e refer-
ence vol t age f or t he exci t at i on cont r ol syst em.
The t hr ot t l e response section of t he TH modul e
provi des reference voltage di rect l y related t o
t hr ot t l e posi t i on. This reference vol t age is im-
pressed upon power cont rol circuits and l oco-
mot i ve power is precisely cont rol l ed by t hr ot t l e
posi t i on.
WO CI RCUI T MODULE -
Wheel Speed Sensing
The wheel overspeed modul e WO consists o f
essent i al l y t wo E-1 t ype relay circuits. The cir-
cui t s are energized by a signal pr opor t i onal t o
mai n generat or voltage and are restrained (reverse
bi ased) by a signal pr opor t i onal t o main gener at or
current .
One circuit (t he RA relay ci rcui t ) is adj ust ed t o
i ndi cat e a wheel overspeed condi t i on, and acts as
a backup t o t he wheel slip syst em t o pr ot ect
agai nst four-axl e si mul t aneous wheel slip.
A t est but t on on the TH modul e is pr ovi ded t o
energize t he ORS solenoid in t he engine governor.
This is merel y t o provide t est cont r ol of t he l oad
regul at or.
VR CI RCUI T MODULE - Voltage Regul at or
The l ocomot i ve l ow voltage syst em and equi p-
ment are designed for operat i on on 74 volt DC
power suppl i ed by the auxiliary generat or. This
vol t age must be kept const ant regardless of
changes in engine (and generator) speed.
The second circuit (t he RB relay circuit) is
energi zed at mid-range speed t o recalibrate t he
exci t at i on regul at i on syst em and wheel slip
syst em. The syst em allows a high level of mai n
gener at or exci t at i on during train starting, t hen
recal i brat es t he generat or exci t at i on modul e GX
t o al l ow a safe level of cont i nuous exci t at i on.
The wheel slip modul e WS is recalibrated t o
compens at e f or the higher inertial forces at t he
wheel s during slip at high t rack speeds.
WS CI RCUI T MODULE
The vol t age r egul at or is used in t he auxiliary
gener at or field exci t at i on circuit and f unct i ons t o
vary exci t at i on as needed to hol d out put vol t age
const ant despi t e speed changes. This device func-
tions ent i r el y aut omat i cal l y and shoul d never be
Wheel slip correct i on is based upon accel erat i on
of slipping wheels in t he first and second stages.
The first stage being i mmedi at e power r e d u c t i o n
and i mmedi at e ret urn t o power in small incre-
ment s. The second stage involves essentially a
6-20 16S679
first st age r educt i on of power fol l owed by a slower
ret urn t o power . The third st age of correct i on is
based upon a level value of wheel slip signal rat her
t han a rat e of change.
The WS modul e is provi ded wi t h a test but t on t hat is
oper at i ve wi t h t he uni t i sol at ed or wi t h t he t hrot t l e
in idle. Whe n t he test switch is oper at ed a green light
on t he face of t he modul e indicates wi t h a high
degree of pr obabi l i t y t hat t he wheel slip system is
f unct i oni ng properl y. A red test l amp indicates t hat
the WS modul e is faulty.
ELECTRI CAL DEVI CES
The f ol l owi ng devices are listed al phabet i cal l y f or
ease of reference. For the most par t t he devices are
l ocat ed wi t hi n the main electrical cabinet.
B; BRAKI NG P OWER CONTACTOR, Fig. 6-22
Dur i ng dynami c braki ng this cont act or is connected
in seri es wi t h t r act i on mot or fields and the mai n
generat or. It has high current i nt errupt i ng capability,
and mus t al ways open before t ransfer switchgear
operat es. I nt er l ocks prevent oper at i on of transfer
switches while the "B" cont act or is closed.
. , v38
Fi g. 6- 22 - Br aki ng Power Cont act or
Sect i on 6
BCT; BRAKI NG CURRE NT T RANS DUCT OR
On l ocomot i ves equi pped for grid current t rai nl i ne
c o n t r o l a nd t hos e e q u i p p e d f or e x t e n d e d r a n g e
dynami c brakes, this t r ans duct or is used t o pr ovi de
a s i gnal p r o p o r t i o n a l t o c u r r e n t i n t he d y n a mi c
br ake resi st or grids. The t r ans duct or consists of
coi l s wo u n d on i r on cor es . A c a bl e t ha t c a r r i e s
br aki ng current passes t hr ough the cores.
The t r ans duct or coils are connect ed in series wi t h a
t r ans f or mer T4 and acr oss t he D 18 al t ernat or. The
st rengt h of dynami c br aki ng cur r ent cont rol s t he
i mp e d a n c e of t he BCT coi l s , and t he Out put
t r ansf or mer T4 provi des a signal t hat is pr opor t i onal
t o br aki ng current. Thi s signal is appl i ed to dynami c
br ake cont r ol circuits in the DR and DE modul es.
The DR and DE modul es use t he signal t o regul at e
ma x i mu m b r a k i n g gr i d c u r r e n t a c c o r d i n g t o
br aki ng handl e position. The DE modul e uses t he
s i gnal t o br i ng a b o u t p i c k u p o f gr i d s h o r t i n g
cont act or s at given val ues of br aki ng current.
BRI , BR2; BRAKE RELAYS
These relays are energized when t he selector handl e
is i ndexed t o the br ake posi t i on. BR relay cont act s
set up dynami c br aki ng circuits and nullify power
c i r c ui t s . BR1 c o n t a c t s ar e ma d e of gol d a l l oy
mat er i al and are l ocat ed in cont r ol circuits t hat
car r y small amount s of current . BR2 cont act s are
l o c a t e d i n ci r cui t s c a r r y i n g g r e a t e r a mo u n t s o f
current .
When t ransfer from power to br ake is made, a t i me
del ay i nt erl ock in the feed t o the BR coils ensures the
decay of generat or residual bef or e circuit t ransfer is
initiated by pi ckup of t he BR rel ays.
CA; CAPACI TORS
CA30
Connect ed ar ound the oper at i ng coil of the GF D
cont act or t o suppress arcing at circuit i nt errupt i ng
interlocks.
CA31
Co n n e c t e d in ser i es wi t h a r e s i s t or a r o u n d t he
o p e r a t i n g coi l of c o n t a c t o r d e l a y r el ay CDR t o
del ay dr opout of the relay.
16S984 6-21
Section 6
CA32
CDR; CONTACTOR DELAY RELAY
When the controlled rectifier SCR is turned on
this capacitor in conjunction with RE32 sup-
presses the voltage spike that occurs when the
"free-wheeling" diode around the generator field
is turned off.
CA33
Suppresses arcing at CDR contacts which operate
to drop out power contactors.
CA34
Contacts of CDR are connected in the feed to
power cont act or operating coils. A resistor-
capacitor combination connected around the
operating coil of CDR delays dropout and pre-
vents interruption of the feed to power contactor
operating coils. CDR dropout is initiated by
direction transfer, motor-brake transfer, isolation,
or i nt ermi t t ent trainline feed. CDR delay prevents
the power contactors from interrupting high volt-
age and current, with resulting increase in con-
tactor life and elimination of high voltage tran-
sients that can damage main generator diodes.
When dynami c braking current is rapidly rising to
the regulated value, charging current in CA34
anticipates the approach of full current and trig-
gers the DR transistors. This anticipation effect
results in stable DR function with little or no
overshoot.
CA37
One set of CDR contacts latches the CDR relay
in against dropout of the MR relay when the
throttle is placed in idle position. This prevents
unnecessary operation of power contactors and
requires return of the throttle to idle position
before power contactors will pick up after a
circuit change is made.
Acts to suppress a transient generated upon GFC
cont act or dropout .
CCR, CRL; COMPRESSOR RELAYS
On units equipped with synchronization of all
compressors in a consist, the compressor relays in
all units of the consist are energized when the
main air reservoir pressure in any unit falls below
a preset level. The compressor relays in the
individual units will remain energized until all
reservoir pressures build up to the normal level.
COR; MOTOR CUTOUT RELAY
On units equipped for mot or cut out the contacts
of this relay perform a variety of functions to
ensure proper operation with one traction motor
cut out. This involves disabling a "P" power
contactor and certain wheel slip control circuits,
changing the slope and position of power control
lines and providing circuits around the interlocks
that are not positioned because the related motor
is cut out.
CR; RECTIFIERS
CCS; COMPRESSOR CONTROL SWITCH
CR26 THRU CR29
The compressor control switch senses main reser-
voir pressure. It trips to de-energize the compres-
sor control magnet valve when main reservoir falls
below the desired pressure.
On special order a second sensing device can be
included in the compressor control switch. This
device will de-energize the compressor relay in
any individual unit if main reservoir pressure in
t hat unit approaches the safety valve setting of
t hat unit.
An additional funct i on of the compressor control
switch is the pickup (through compressor relay
CR contacts) of magnet valves at main and
auxiliary strainer drains. The strainer drains will
blow free for a moment whenever the magnet
valves are energized or de-energized.
Perform blocking functions in the dynamic brake
regulator circuits.
CR30
Blocks backfeed from the turbo lube pump relay
coil power supply.
CR31 THRU CR33 AND CR38 THRU CR40
Perform blocking functions in circuits to governor
and throttle response coils.
CR34
Blocks backfeed from the alarm circuits to the
ER relay coil.
6-22 16S679
CR35
Delays dropout of fuel pump control relay FPCR to
ensure against engine shutdown due to transient
circuit interruption.
CR37
Blocks feed to RAA and RAB to prevent sanding
during simultaneous wheel overspeed.
CR41
Blocks rate control capacitor discharge through the
TH module.
CR42 THRU CR44
Perform blocking functions in low idle circuit on
units equipped with low idle modification.
CR45
Blocks backfeed from ORS circuit.
CR46
Blocks regenerative feedback from brake current
transductor BCT through DE module circuits to
RC module circuits.
CR49
Blocks feedback through the hot engine (THL) and
plugged engine air filter (EFL) protective circuits.
CR60
Acts to suppress a transient generated upon ORS
dropout.
CR76
Prevents false trainlined throttle response signals.
CR-BC; BATTERY CHARGING RECTIFIER,
Fig. 6-23
The battery charging rectifier consists of a pair of
heat sink mounted silicon diodes in parallel with a
sel eni um suppressi on rect i fi er t hat protects the
silicon diodes from high voltage spikes. The rectifier
prevents battery current from flowing through the
windings of t he auxi l i ary generat or and D I8
alternator when the diesel engine is stopped.
Section 6
452
F i g . 6 - 2 3 - Ba t t e r y Ch a r g i n g Re c t i f i e r
A n d Resi st or
CR-GR; GROUND RELAY RECTIFIER
It is the function of the ground relay to detect high
vol t age DC and AC grounds and AC phase
unbalance at the main generator. The fast acting
rel ay uses an operat i ng coil of high i mpedance,
consequently the relay will not respond properly to
al t er nat i ng current . The gr ound rel ay rect i fi er
changes AC signals to DC at the gr ound relay
operating coil, thus ensuring rapid operation of the
relay.
CT; CURRENT TRANSFORMERS
Current transformers are located within the main
generator airbox. Three cables, one from each phase
of the three-phase AC output, pass through the CT's
before connecting to the main generator rectifier
assembly. The cable from phase A passes through
CTA, from phase B through CTB, and from phase C
t hr ough CTC. The signals f r om the CT' s are
proportional to main generator DC output. They
are applied to the performance control module PF
from which a feedback signal is derived and used for
locomotive control.
DC1, 2, 3; DYNAMIC BRAKE GRID
SHORTING CONTACTORS, Fig. 6-24
On l ocomot i ves equipped with ext ended range
dynamic brakes, the DC power contactors close in
sequence to each short out appr oxi mat el y one-
f our t h dynami c braking grid resistance. This
reduction of braking grid resistance allows current
flow through the remaining grids to continue at a
high level as locomotive speed decreases.
16S984 6-23
Section 6
DP1A; AUXILIARY PILOT RELAY
Establishes grid current control during extended
range dynamic braking. Units with extended
range dynamic brakes and no DP1A relay are
equipped for full range grid current control.
EBT; ELECTRO-THERMAL
BLOWDOWN TIMER
This device is applied on special order to time the
operation of the aut omat i c drain valves in the
compressed air system of the locomotive. With
the system, aut omat i c drain valve blowdown
occurs at approximately 3 minute intervals re-
gardless of locomotive circumstances (operation,
standby, or shutdown) as long as the control
circuits are energized.
EFL; ENGINE FI LTER LATCHING RELAY
Fig. 6-24 - Dynamic Brake Grid
Shorting Cont act or
1 6 2 8 3
The contactors are rated to carry more than 2000
amperes continuously, and are equipped with arc
chutes that contain, expand, and extinguish arcs
by actions of a permanent magnet blowout struc-
ture. The cont act or is rated to open in parallel
with dynamic braking grids on volts up to 350
and 6urrents up to 2400. Contactor operation is
controlled by the DE modul e and pilot relays.
DGT; DYNAMIC GRID TRANSDUCTOR
This t ransduct or is constructed of the same basic
parts as the wheel slip transductors, but in addi-
tion is equipped with a spool to accept and
firmly hold several turns of a cable leading to
braking grid fan motors. In the event of a stalled
fan or mot or, or an open in the mot or circuit,
currents at the t ransduct or create an unbalance.
The unbalance is sensed at the DG circuit mod-
ule, and the braking power cont act or is locked
out. A reset but t on on the DG circuit module
will reset the l ockout after the fault has been
corrected.
DP1, 2, 3; DYNAMIC BRAKE PILOT RELAYS
These relays are controlled by the extended range
dynamic brake control circuit module DE. They
pilot the ext ended range dynamic brake power
contactors DC1, 2, and 3.
If the engine air filter becomes plugged, a filter
vacuum switch trips to energize the EFL relay.
Relay contacts operate to restrict engine speed
and power and to provide an annunciator signal.
ELT~ EXCITATION LIMIT
TRANSDUCTOR
If generator field current exceeds a safe level,
ELT actuates the EL circuit module. The equip-
ment protective relay is dropped out, which in
turn drops out the generator field contactor GFC
until current falls to a safe level. The action
protects equipment, yet allows rough regulation
to get the locomotive over the road to a mainte-
nance point.
EQP; EQUIPMENT PROTECTIVE RELAY
It is the function of the EQP relay to drop out
the generator field cont act or GFC when protec-
tive devices operate to back up faulty regulating
devices. EQP dropout can occur through opera-
tion of the following:
1. DP circuit module brake warning and mot or
field protective relays.
2. Through pickup of the excitation limit relay
of the EL circuit module.
3. Through pickup of the FTR relay after for-
ward transition has been made.
4. Through dropout of the generator field decay
relay t hat is piloted by the ground relay.
6-24 16S679
All of the above accomplish rough regulation to
enable the locomotive to get over the road to a
maintenance point. On the basic locomotive none
of the devices lock in after pickup. However, on
special order the ground relay can be made to
latch after a specific number or a specific rate of
GR operations.
ER: ENGINE RUN RELAY
The function of the engine run relay is to set up
control circuits to the governor speed setting
solenoids. Therefore, if the engine run relay is
de-energized by placing the engine run switch in
the OFF position or by operation of safety
devices, the diesel engine will not run above idle
speed (low idle speed, if equipped).
On t he basic locomotive the engine run switch on
the locomotive control stand must be in the on
position before the engine run relay can be
energized. On special order the engine run switch
may be eliminated. On such units, operator' s
control of the engine run relay is provided by the
isolation switch and the ground relay cut out
switch only.
ETS; ENGINE TEMPERATURE SWITCH
This switch is located in a water manifold on the
equi pment rack. It senses engine water tempera-
ture and picks up to indicate excessive tempera-
ture. Upon pickup it turns on the HOT ENGINE
light and energizes the THL relay which operates
to reduce engine speed and power. Contacts of
ETS also protect against failure of other tempera-
ture sensing switches by providing a backup feed
to a cooling fan contactor.
FCT; FIELD CURRENT TRANSDUCTOR
This transductor consists of two toroidal iron
cores, each with a 1000 turn winding. A test
winding is common to both cores. The cores and
windings are completely enclosed and hermetical-
ly sealed. D14 AC is impressed upon the wind-
ings, and a hole in the molded enclosure admits a
cable carrying current through the transductor
and to the generator field. When field current
reaches a specific level, out put from the trans-
duct or causes the GX module to go into a
blocking state. Control current ceases to flow in
the SE module (sensor) control windings and
generator excitation is reduced.
Section 6
FCI, 2, 3: COOLING FAN CONTACTORS
The cooling fan contactors on the AC cabinet
operate to supply Dl 4 AC power to the radiator
cooling fan motors. They are controlled by
temperature switches mounted in a water mani-
fold on the equi pment rack.
FOR; DIRECTIONAL RELAY, FORWARD
This relay along with RER controls the direction
in which the locomotive will move. The designa-
tion FOR is related to the short hood end of the
unit. The relay is energized by trainlined control
current when the reversing lever on the controller
is placed in the appropriate position. Contacts of
the relay make or break circuits using local
control current to actuate heavy dut y mot or
driven transfer switches. The transfer switches
establish the direction of high voltage main gener-
ator current flow through traction mot or fields.
Crossover wires at each of the j umper cable
receptacles between units of a consist are so
arranged t hat whatever the makeup of the con-
sist, the appropriate relays in trailing units will be
energized.
FPC: FUEL PUMP CONTACTOR
Use of this contactor relieves the fuel prime-
engine start switch of fuel pump mot or current
load. Pickup and dropout of the fuel pump
contactor are piloted by the fuel pump control
relay FPCR.
FPCR; FUEL PUMP CONTROL RELAY
When the fuel prime-engine start switch FP/ES is
placed in the START position the FPCR is
energized. FPCR contacts pick up to provide a
holding circuit for FPCR and to establish a
circuit between the FPC coil and the auxiliary
generator side of the battery charging rectifier
when the FP/ES switch is released. FPCR con-
tacts also enable the circuit to the engine run
relay ER and set up the engine shutdown circuit
to the governor "D" solenoid.
FPR: FUEL PUMP RELAY
The primary purpose of the fuel pump relay is to
provide the locomotive operator with the means
of shutting of f the fuel pump from a switch on
the control stand. Before the engine is running,
the relay performs no function, but it must be
picked up to set up the fuel pump contactor
circuit.
16S679 6-25
Section 6
CAli-l' iON:The control and fuel pump switch
must always remain in the ON posi-
tion while the engine is running. If an
engine shuts down from lack of fuel,
damage to the engine injectors is
possible.
FUSE, RADIATOR FAN MOTOR
These 200 ampere bolted lug-type fuses located
on the AC cabinet protect against the following.
GFC: GENERATOR FIELD CONTA(' TOR
The main contacts of this device are located in
the AC supply from the D I4 alternator to the
main generator excitation rectifier SCR. The con-
tactor will pick up to close the main contacts
when circuits are complete for power operation.
dynamic braking, or load testing. A GFC inter-
lock pilots an auxiliary relay GFX whose contacts
perform interlocking functions associated with
GFC operation.
1. Locked mot or rotor due to bearing seizure or
ice-bound fan blades.
GFD: GENERATOR FIELD
DECAY CONTACTOR
2. Single phase mot or windings.
3. Faulty fan contactors.
4. Faulty electrical plugs or cables.
The fuse lugs are affixed to tubular insulating
bodies made of reinforced melamine. Fast acting
fusible links within the tube connect the fuse
lugs. The links are surrounded with silicon sand
that acts to absorb arc energy. A small indicating
fuse is affixed to the main fuse body, and is
connected in parallel with the main fuse ele-
ments. When the main elements open, the indica-
tor link also burns open, and a spring loaded
indicator pin protrudes to indicate a blown fuse.
If an inspection reveals a single blown fuse,
remove and discard both fuses used to protect
the motor. This is done because the second fuse,
while not indicated as blown, will in all proba-
bility be degraded and will blow open the next
time the fan is called upon to start.
CAUTION: If for some reason a single fuse is to
be removed, always remove the ot her
fuse to completely isolate the motor.
During ground relay action, GFD operates to
drop out equipment protective relay EQP which
in turn drops out generator field contactor GFC.
GFD main contacts open to insert resistance in
series with generator field discharge circuit, and
thereby increase the field decay rate by limiting
the duration of circulating current.
GFX: GENERATOR FIELD
AUXILIARY RELAY
This relay is piloted by operation of the GFC
contactor. Its primary function is to complete the
throttle reference voltage circuit from the throttle
response function of the TH circuit module to
the rate control function of the RC circuit
module. Secondary functions nullify various
module test circuits during power or braking
operation.
GPT; GENERATOR POTENTIAL
TRANSFORMER(S)
Voltage from the AC side of the main generator
rectifier assembly is applied to the primary wind-
ings of GPT. An out put signal proportional to
main generator voltage is applied from GPT to
the generator voltage regulating module GV, the
performance control module PF, and the wheel
overspeed module WO.
GFA; GENERATOR FIELD AUXILIARY
CONTACTOR
This cont act or is de-energized during dynamic
braking. Its purpose is to accomplish more precise
control of low level main generator excitation
required during dynamic braking. It does this by
inserting resistance in series with the main gener-
ator field and by limiting i nput to the main
generator excitation SCR to a single phase from
the D14 alternator.
GR; GROUND RELAY
The ground relay detects AC and DC high voltage
grounds or the loss of five paralleled main gener-
ator diodes in a group. It does not detect low
voltage grounds. When the relay is tripped, the
GRD RELAY light comes on. This light is
located on the engine control panel and on the
annunciator module within the electrical cabinet.
The engine control panel light goes out when the
ground relay is reset, but the annunciator light
remains on until the annunciator is reset.
6-26 16S679
Sect i on 6
The gr ound rel ay is held in its t r i pped posi t i on by a
mechani cal l at ch in the relay. It is reset by either
manual l y pressi ng the gr ound rel ay reset but t on on
the cont r ol st and or by an aut omat i c reset device on
l ocomot i ves so equi pped. The aut omat i c resetting
devices al so pr ovi de a reset l ockout t hat prevents
furt her reset t i ng aft er a specific number of resets or
after a specific number of resets wi t hi n a specific
time peri od.
IPS; I NDEP ENDENT P RE S S URE SWI TCH
Ap p l i c a t i o n o f t he l o c o mo t i v e ai r b r a k e dur i ng
ext ended range dynami c braki ng will act uat e this
s wi t ch and wi l l nul l i f y e x t e n d e d r a nge dyna mi c
b r a k i n g . Thi s d o n e t o pr e ve nt t he pos s i bi l i t y of
sliding wheels.
by v a r y i n g a s i gna l t o a s y s t e m t ha t c o n t r o l s
e x c i t a t i o n of t he g e n e r a t o r f i el d. Co n t r o l of
gener at or field exci t at i on resul t s in cont rol of t he
l oad on the engine. Load cont r ol of the engine by t he
gover nor permi t s t he gover nor t o mai nt ai n engine
speed wi t h r egul at i on of power at the correct level
for a given speed.
LTT; LOAD TEST T RANS F E R SWI TCHES,
Fig. 6-26
When t he test panel swi t ch is r ot at ed t o the LOAD
TEST posi t i on, t hese swi t ches oper at e t o connect
t he mai n gener at or t o t he dynami c braki ng resi st or
gr i ds . Th e y ar e l o c a t e d t o wa r d t he ba c k of t he
electrical cabi net and are appl i ed on special or der
when aut omat i c l oad t est i ng is desired.
LITS; LOW I DLE T E MP E RAT URE SWI TCH
The l ow idle t emper at ur e switch LI TS (located in
the t emper at ur e switch mani f ol d at the equi pment
rack) pi cks up when cool ant t emper at ur e drops t o
110 F. Decr easi ng cool ant t emper at ur e indicates a
falling out si de t emperat ure. Pi ckup of LI TS causes
the di esel engi ne speed t o increase f r om idle t o a
higher t hr ot t l e speed in order t o mai nt ai n bat t ery
charge. A hi gher engine speed al so raises engine
oper at i ng t emper at ur e which aids fuel preheating.
LR; LOAD REGULATOR, Fig. 6-25
The l oad r egul at or is a pl at e t ype r heos t at driven by
a hydraul i cal l y oper at ed vane mot or . A pi l ot valve
in the engi ne gover nor cont r ol s a fl ow of engine oil
under pr essur e t o drive t he vane mot or cl ockwi se or
count er cl ockwi se t hrough a maxi mum ar c of about
300 degrees, t her eby posi t i oni ng t he r heost at brush
arm and regul at i ng the out put of t he mai n generat or
Fi g. 6- 25- Load Regul at or
27169
Fi g. 6-26 - Load Test Tr ansf er Swi t ch
27702
MB; MOTOR BRAKE T RANS F E R SWI TCH,
Fig. 6-27
This swi t chgear is used t o t r ansf er circuits f r om
t he powe r mode of ope r a t i on t o the dynami c
braki ng mode on l ocomot i ves so equi pped. The
devi ce is made up of mot or dri ven gang operat ed
swi t ches rat ed at 1200 amper es and 1500 volts.
The r e can be f r o m t wo t o si x d o u b l e - p o l e
doubl e- t hr ow swi t ches per devi ce. Being mot or
25361
Fi g. 6-27 - Typi cal Mot or Operated
Tr ansf er Swi t ch
16S984 6-27
de-energized when t he compressor relay responds
t o the compr essor cont r ol switch in the individual
uni t or to t he compr essor cont rol swi t ch in each
or any unit of a consist.
driven, once t he swi t ch is posi t i oned, it will not
drop out . A positive feed is requi red t o move t he
cont act s. When t hey do move, all pol es oper at e
t oget her, and a single i nt erl ock suffi ces t o indi-
cate t he posi t i on o f all switches. This i ncreases
i nt erl ock availability and allows compl et e pro-
t ect i ve interlocking.
MV-SH; MAGNET VALVES SHUTTER
CONTROL, Fig. 6-28
MCOX; MOTOR CUTOUT AUXI LI ARY RELAY
MCOX oper at es in conj unct i on wi t h relay RVF
t o drive the mot or oper at ed t ransfer swi t ches RV
from one posi t i on t o anot her when t he r ot ar y
cut out switch in t he cab is oper at ed. This al l ows
MCO relays t o l ock t ransfer switch cont act s at an
open cent ered posi t i on and cut out t he powe r
circuits t o t he appr opr i at e t ract i on mot or ( s) .
MCO_; MOTOR CUTOUT MAGNET
COIL AND LIMIT SWITCH
On uni t s equi pped f or t ract i on mot or cut out , an
MCO magnet coil is mount ed on each RV trans-
fer swi t ch. Two MCO coils are energized when-
ever t he r ot ar y cut out swi t ch in t he cab is
oper at ed t o cut out a faul t y mot or and its
electricalIy rel at ed mot or . When t he r ot ar y swi t ch
is oper at ed, t he mot or oper at ed t ransfer swi t ch
assembl y will cycl e bet ween forward and reverse
posi t i ons. As t he swi t ches t o be cut out pass
t hr ough cent er ed posi t i on, t he MCO l ocks the
cont act oper at or in t he cent er ed or neut r al posi-
tion, and t he MCO armat ure oper at es a limit
swi t ch assembl y t o pi ck up t he COR relay whi ch
f unct i ons t o set up cont r ol circuits for oper at i on
with mot or s cut out . The limit swi t ch cont act s
also hol d the appr opr i at e "P" power cont act or s
dr opped out .
MR; MOTORI NG RELAY
22917
Fig. 6-28 - Air Equi pment Mount i ng Panel
This relay per f or ms funct i ons f or mer l y assigned
to t he relay i dent i fi ed as GFR. It is energi zed
when the t hr ot t l e is opened for power . It is
dr opped out duri ng dynami c braking. Cont act s of
the MR relay per f or m funct i ons associ at ed wi t h
exci t at i on of t he mai n generat or field.
MV-CC: MAGNET VALVE,
COMPRESSOR CONTROL
When t he compr essor cont r ol magnet va ne is
de-energized, t he air compr essor unl oader valve
opens and compr essor begins to pump. The
magnet valve is de-energized on the basi c syst em
by act i on of t he compr essor cont r ol swi t ch CCS.
On uni t s equi pped for synchr oni zat i on of all
compressors in a consist, t he magnet valve is
When cool i ng fan cont act or s FCI and FC2 are
de-energized, their related fans are not power ed.
Interlocks o f FC1 and FC2 close to energize
shut t er cont r ol magnet valves MV-SH. Compres-
sed air is admi t t ed t o the s hut t er operat i ng
pi st ons t o wor k against shut t er spring pressure
and drive t he shut t ers closed. When t he FCI fan
cont act or pi cks up, shut t er magnet valves are
de-energized, air pressure is released from t he
shut t er operat i ng pi st ons and the spring pressure
drives the shut t er s open.
Sect i on 6
The t wo magnet valve assemblies are connect ed in
t andem at a single mani fol d. Bot h magnet valves
must be energized and operat e bef or e air pressure
can drive t he shut t ers closed. If ei t her or bot h
valves are de-energi zed, air pressure is released
from the shut t er operat i ng pi st on, exhaust ed
through t he valve, and the shut t ers open. Ref er
t o the air f l ow sket ch in Fig. 6-29.
MV- 818 FI LTER BLOWDOWN VALVE
When this magnet valve is energized and again
when it is de-energi zed an operat i ng spool bri efl y
releases air and accumul at ed wat er from the
6-28 ~ 6s679
Section 6
I n l e t
AIR FLOW
Coils De-Energized
Outlet
Inlet
Exhaust
Coils Energized

Ou , e ,
Exhaust
17504
Fig. 6-29 - Shut t er Magnet Valve Air Fl ow
auxiliary main reservoir centrifugal filter. On t he
basic l ocomot i ve bl owdown occur s when the air
compressor loads or unloads. If t he l ocomot i ve is
equi pped with electric bl owdown t i mer EBT,
bl owdown occurs about every t hree minutes.
MV-824: FI LTER BLOWDOWN VALVE
When this magnet valve is energized and again
when it is de-energized an operat i ng spool briefly
releases air and accumul at ed wat er from the main
reservoir centrifugal filter. It oper at es in the same
manner as the MV-818.
MV-880; MAIN RESERVOI R
BLOWDOWN VALVE
Loss of AC t o NVR can be caused by t he engine
stopping, by t ri pped main gener at or field or AC
cont rol circuit breakers, by t ri p of t he auxiliary
generat or field circuit breaker, or by failure of
the DI 4 al t ernat or or the auxiliary generat or
fuses.
OCP: OPEN CI RCUI T PROTECTI VE RELAY
On units equi pped with ext ended range dynami c
brakes, this latching relay is bridge connect ed
bet ween mot or armat ures and dynami c braking
resistor grids duri ng dynami c braking. If an open
occurs in the grids or cables, t he relay picks up
and l at ches in. It can not be reset by the
l ocomot i ve oper at or , and shoul d onl y be reset by
mai nt enance personnel aft er a t hor ough examina-
tion of the dynami c braking grids and cables. The
reset but t on is located wi t hi n t he electrical
cabinet.
CAUTION: Do not reset t he OCP until a
t hor ough inspection has been made t o
ensure that dynami c braki ng grids and
cables are in sat i sfact ory condi t i on.
ORS: OVERRI DI NG SOLENOI D
When this magnet valve is energized and again
when it is de-energized an operat i ng spool briefly
releases air and accumul at ed wat er from the main
and auxiliary mai n reservoir t anks. On the basic
electrical bl owdown syst em this occurs whenever
the compressor loads or unloads. If t he l ocomo-
tive is equi pped wi t h electric bl owdown t i mer
EBT, bl owdown occurs appr oxi mat el y every three
minutes.
NIR; NORMAL IDLE RELAY
This solenoid is l ocat ed within t he engine gover-
nor. When energized it operat es t he l oad regul at or
pilot valve, and causes gover nor oil pressure t o
drive t he load regulator t o mi ni mum field
position.
ORS is energized when prot ect i ve devices operat e,
and during transition on units t hat requi re transi-
tion. A t est but t on on the TH modul e provides
the means for checking gover nor cont r ol of the
load regul at or by energizing ORS.
On units equi pped wi t h l ow idle modi fi cat i on,
engine speed will remai n at normal idle when this
relay is energized. When de-energized, NI R relay
cont act s close t o energize t he "A" and " D"
governor sol enoi d valves resulting in low idle
engine speed.
NVR; NO VOLTAGE RELAY
This relay is energized by AC cur r ent from t he
D14 al t ernat or when t he engine is running. In t he
event t hat auxiliary AC power is somehow lost,
NVR drops out . This sets up circuits t o sound an
alarm, restrict t he diesel engine t o idle speed and
start t he t urbocharger auxiliary l ube oil pump.
The t urbocharger auxiliary pump light and the no
power light will come on.
PCR; PNEUMATIC CONTROL RELAY
The f unct i on of t he pneumat i c cont r ol relay is to
reduce engine speed and power t o idle when an
emergency or penal t y appl i cat i on of t he brakes
occurs.
PCS: PNEUMATI C CONTROL SWITCH
Cont act s of t he pneumat i c cont r ol swi t ch are
normally closed in the circuit t o t he magnet coil
of the pneumat i c cont rol relay. When a penal t y
or emergency appl i cat i on of t he air brakes occurs
the PCS swi t ch operat es to i nt er r upt t he circuit
t o PCR. Engine speed and power go t o idle.
When cont rol of t he air brakes is recovered, PCS
drops out , and PCR will pick up i f the t hr ot t l e is
at idle posi t i on.
16S679 6-29
Sect i on 6
pr o; POWER CONTACTORS, Fig. 6-30 RE; RESI STORS
P o we r c ont a c t or s ar e r a t e d a t 1200 a mpe r e s
1500 vol t s c o n t i n u o u s , a nd c a n s uc c e s s f ul l y
i nt er r upt cur r ent at this val ue r epeat edl y wi t hout
damage; however, duri ng nor mal oper at i on cur r ent
a n d v o l t a g e val ues a r e f a r l ess wh e n t he p o we r
cont act or opens. The cont act or s are equi pped wi t h
c o n t i n u o u s d u t y seri es e l e c t r o- ma gne t i c bl owout
and arc chut es t hat accompl i sh are bl owout wi t hout
a r c i n g t o g r o u n d . The ar c c h u t e s ar e pos i t i ve
l at chi ng. The y cannot be mi sappl i ed, and power
c o n t a c t o r i n t e r l o c k s wi l l not f u n c t i o n i f t he a r c
chut e is r emoved. Cont act tips ar e t r i f ur cat ed (the
movabl e tip is made up of t hree movabl e t' mgers) for
g r e a t e r c o n t a c t s u r f a c e a nd a r e ma d e of a l l oy
ma t e r i a l wi t h good c o n d u c t i v i t y t ha t r es i s t s
o x i d a t i o n a n d e r os i on and ma i n t a i n s a l ow
oper at i ng t emper at ur e.
Fi g, 6-30- Power Contactor
27700
Th e s e c o n t a c t o r s a r e e ne r gi z e d a nd c l os e d t o
connect all of the t r act i on mot or s in full parallel
wi t h t he ma i n g e n e r a t o r . Au x i l i a r y c o n t a c t s
per f or m vari ous funct i ons in cont rol circuits.
REI A - B
Pr o v i d e s l i mi t i ng r e s i s t a nc e be t we e n t he S CR
a s s e mb l y a nd t he ARI 0 f i el d d u r i n g d y n a mi c
braki ng. This is done to obt ai n i mproved cont r ol of
t he l ow f i el d c u r r e n t r e q u i r e d d u r i n g d y n a mi c .
braki ng.
RE2
This resistance" is inserted in series with t he mai n
gener at or field t o i ncrease t he rate of field decay
when gr ound relay act i on occurs.
RE3A - B
Pr ovi de l i mi t i ng resi st ance in t he circuits f or t he
gr ound relay.
RE4A - B
Wheel slip rel ay WSR bri dge circuit resistors.
RE5A - B
Tapped resistances t o cont rol headl i ght i nt ensi t y are
i nsert ed in ci rcui t by means of switch on t he cont r ol
st and.
RE6
Pr ovi des t he l oad f or t he out put f r om t he wheel slip
t r ansduct or s. The vol t age dr op across this resi st or is
t he wheel slip signal to the WS circuit modul e.
RE1 0 A- B; RE2 0 A- B
These adj ust abl e resistors provi de proper vol t age
for t he headlights.
RE-BC; BATTERY CHARGI NG RESI STOR
REI I ; RE12
Thi s l i mi t i ng r es i s t or , Fi g. 6-23, is i ns t al l ed t o
pr ot ect the auxi l i ary gener at or and bat t er y chargi ng
ci rcui t agai nst high cur r ent s in t he event t hat t he
bat t er y has a very low charge.
RE- DB; DYNAMI C BRAKI NG RESI STORS
The facepl at e t ype dynami c br aki ng rheost at RH50
e mp l o y s t hi s r e s i s t or a s s e mb l y t o e xt e nd t he
capabi l i t y of t he rheost at .
The s e r es i s t or s ar e c o n n e c t e d acr os s s t a r t i n g
s ol e noi ds SM1 and SM2 t o i ncr eas e c u r r e n t
t h r o u g h t he s t ar t i ng mot or s dur i ng e n g a g e me n t .
This i ncrease in cur r ent is sufficient for posi t i ve
engagement of p~ :,n gear with ring gear.
RE31
Wi t h CA31 establi6hes t he t i me del ay dr opout of
cont act or del ay rel ay CDR.
6-30
16S984
RE32
With (' A32 acts to suppress voltage spikes at the
SCR.
RE33
With CA33 acts to suppress arcing at CDR relay
contacts.
RE39
Used to modify SE operating characteristics dur-
ing dynamic braking.
RE41
With CA37 acts to suppress a transient generated
upon GFC contactor dropout.
RE44
Controls the rate control capacitor discharge rate
through grid current control circuits on units
equipped for trainlined grid current control or
with extended range dynamic brakes.
RE45
Used with CA34 in a circuit which senses in-
creases in dynamic braking effort and "antici-
pates" overshoot. The anticipation circuit calls
for discharge of rate control capacitors through
the DR circuits and ensures slow buildup of
braking effort. On special order, extra capacitors
can be used with CA34.
.RER; DIRECTIONAL RELAY, REVERSE
This relay along with FOR controls the direction
in which the locomotive will move. The designa-
tion RER is related to the long hood end of the
unit. The relay is energized by trainlined control
current when the reversing lever on the controller
is placed in the appropriate position. Contacts of
the relay make or break circuits using local
control current to actuate heavy dut y mot or
driven transfer switches. The transfer switches
establish the direction of high voltage main gener-
ator current flow through traction motor fields.
Crossover wires at each of the jumper cable
receptacles between units of a consist are so
arranged that whatever the make up of the
consist, the appropriate relays in trailing units
will be energized.
Section 6
RH50: DYNAMIC BRAKE RHEOSTAT
During dynamic braking this rheostat is operated
by the braking handle. It consists of a plate type
potted assembly. Its resistance is used in combi-
nation with RE-DB.
RVF: TRANSFER SWITCH FORWARD RELAY
On units equipped for traction mot or cutout, this
relay operates in conjunction with mot or cutout
attxiliary relay MCOX to drive the mot or oper-
ated transfer switches RV from one position to
another to allow the mot or cutout relays to lock
transfer switch contacts at an open centered
position and cut out the power circuits to the
appropriate traction motor(s).
RV : DIRECTIONAL TRANSFER SWITCH
This switch is used to change the direction of
current flow through the traction mot or fields.
The device is made up of mot or driven gang
operated switches rated at 1200 amperes and
1500 volts. There are from two to six double-
pole double-throw switches per device. Being
mot or driven, once the switch is positioned, it
will not drop out. A positive feed is required to
move the contacts. When they do move, all poles
operate together, and a single interlock suffices to
indicate the position of all switches. This in-
creases interlock availability and allows complete
protective interlocking.
SCR: SILICON CONTROLLED RECTIFIER
AC power from the D14 alternator is rectified
and applied to the main generator in controlled
amounts by this rectifier assembly. A triggering
device in the power control system signals the
amount of power that SCR sends to the gener-
ator field.
ST; STARTING CONTACTOR
The cranking mot or assemblies are equipped with
heavy duty contact tips that make cont act when
the starting solenoid has operated to engage the
cranking mot or pinion with the starting gear.
Such contacts are normally used to carry current
to the cranking motors; however, to ensure reli-
ability of the cranking devices, the locomotive
uses the solenoid operated contacts to pilot a still
heavier dut y contactor ST. Use of this starting
contactor also ensures engagement of each of the
paired cranking mot or pinions before power is
applied to the cranking motors.
16S679 6-31
Section 6
STA; STARTI NG AUXI LI ARY CONTACTOR TSR: TRANSFER SWITCH RELAY
When the fuel prime-engine start swi t ch is placed
in the ENGI NE START posi t i on, t he STA con-
t act or closes t o appl y bat t er y power t o starting
solenoids t hat are part of the cranking mot or
assembly. The sol enoi ds drive t he cranking mot or
pinions in t o mesh wi t h the st art i ng ring gear.
When the pi ni ons are meshed, sol enoi d, oper at ed
cont act close t o energize cranking cont act or ST
which appl i es bat t er y power t o t he cranking
mot ors.
TA, TB, TC; TEMPERATURE SWITCHES
These swi t ches are l ocat ed in a mani fol d on the
equi pment rack. They sense engine wat er t emper-
ature and oper at e t o activate cool i ng fan
cont act ors.
THL; THROTTLE LIMIT RELAY
When for any reason a hot engine occurs, the
engine t emper at ur e swi t ch ETS cont act s cl ose to
sound the al arm bell, t urn on the hot engine light
on the engi ne cont r ol panel, and energize the
THL relay coil. THL cont act s turn on the hot
engine light on the annunci at or, and act to
reduce engine speed and power t o accompl i sh
engine cool i ng i f t he hot engine was caused by a
transient condi t i on. If t he hot engine was due t o
an engine or syst em faul t , the hot engine condi -
tion may persi st until engine s hut down is br ought
about by engi ne pr ot ect i ve devices.
The t ransfer switch relay is energized onl y when
all powe r cont act or s have dr opped out . Its inter-
l ocks pr event operat i on of the t ransfer switches
until all power cont act ors are dr opped out . The
t r ansf er switches will t herefore not open while
t hey are carrying current.
T4; BRAKI NG CURRENT
SI GNAL TRANSFORMER
Thi s t r ansf or mer provides a signal of usable value
f r om braki ng current t r ansduct or BCT that is
pr opor t i onal t o current in t he dynami c braking
grids. On units equi pped for ext ended range
dynami c braking the signal is applied t o the DE
modul e t o bring about pi ckup of dynami c brake
grid short i ng cont act ors. On units equi pped for
t rai nl i ned cont r ol of dynami c brake grid current ,
t he signal is applied to bring about regul at i on of
br aki ng ef f or t according t o braki ng handl e
posi t i on.
WL: WHEEL SLIP LIGHT RELAY
Thi s relay is energized by pi ckup of ei t her t he
WSR or " L" relays in the WS ci rcui t modul e or
by pi ckup of the RA relay in t he WO modul e in
case a wheel overspeed i s det ect ed. " L" relay
pi ckup indicates a large st eady cur r ent di fferent i al
at t he t ract i on mot ors, such as woul d occur wi t h
a l ocked sliding wheel. WSR relay pi ckup indi-
cat es wheel slip during dynami c braking. WO
modul e act i on indicates wheel over speed such as
duri ng 4-axle si mul t aneous slip.
TLPR; TURBO LUBE PUMP RELAY
The f unct i on TLPR is t o energize t he t ur bi ne
auxiliary l ube oil pump at engine st art and shut -
down, and t o pr event engine start until it ( TLPR)
is pi cked up.
In t he event of a locked-sliding wheel set, pi ckup
o f WL cont act s open the wheel slip circuit feed
t o t he governor ORS coil. This is t o prevent
driving the load regul at or near mi ni mum field
pos i t i on where it woul d be hel d by wheel slip
rat e circuits, t hus preventing the requi red WL
pi ckup and wheel slip light i ndi cat i ons.
TLTD; TURBI NE LUBE TIME DELAY RELAY
The TLTD is energi zed whenever t he main bat-
t ery switch is moved from open t o closed posi-
t i on and t he t ur bochar ger auxiliary l ube pump
mot or circuit br eaker is closed. TLTD cont act s
close for a per i od of appr oxi mat el y 35 mi nut es
t o energize t he t ur bochar ger auxiliary l ube oil
pump cont act or TLPC, whi ch in t urn cont r ol s the
t ur bochar ger auxi l i ary l ube oil pump. TLTD is
recycl ed i f t he ci rcui t is i nt er r upt ed by the engine
start or st op swi t ch or i f an engine s hut down
causes NVR i nt er l ocks t o close.
WST; WHEEL SLIP TRANSDUCTORS
The t r ansduct or consists of t wo coils wound on
i ndependent iron cores. The coils are in series
across an alternating current source - the D14
al t er nat or . Cables carrying t r act i on mot or current
pass wi t hi n t he frame of t he iron cores. The
cur r ent in t he cables is normal l y of equal value
and in opposi t e direction. When wheel slip occurs
t he cur r ent s are unbal anced, causing a change in
magnet i c fl uxes in the cores. This results in a
decr ease in t he i mpedance of t he coils and t he
i mpedance change is seen as a wheel slip signal at
t he WS modul e.
6-32 16S679
PNEUMATI C DEVI CES I N
THE ELECTRI CAL CABI NET
EFS: ENGINE FILTER SWITCH
This swi t ch senses the pressure drop across the
inertial plus the engine air filters. ,When the
pressure drop across the combined filters reaches
24 inches of water, the switch operates to ener-
gize latching relay EFL. EFL contacts act to limit
engine speed and power, and provide a backup
signal t o the AN module.
FVS: FI LTER VACUUM SWITCH
This switch senses the pressure drop across the
inertial plus the engine air filters. When the
pressure drop across the combined filters reaches
14 inches of water, the switch operates to pro-
vide a signal to the AN module.
Section 6
HOSE STEMS FOR
MANOMETER CONNECTION
Three hose stems are provided at the front of the
electrical cabinet.
Air Filters - Engine Plus lnertials
This opening is piped to the out l et side of the
engine air filter. It is used to measure the pres-
sure drop across the carbody mount ed inertial
filters plus the engine air filter.
Electrical Cabinet
This hose stem opens directly to the inside of the
electrical cabinet. It is used to measure the
pressure drop across the electrical cabinet filters.
Inertial Filters
This opening is piped to the central air compart -
ment. It is used to measure the pressure drop
across the carbody inertial filters.
16S679 6-33
ELECTRO-MOTIVE
LOCOMOTI VE
SERVICE MANUAL
GUI DE TO THE EXCI TATI ON
AND POWER CONTROL SYSTEM
SECTION
7
I NTRODUCTI ON
\
CAUTI ON
The data appearing in this section is intended only as a guide in explaining
the locomotive excitation and power control system. The circuits shown in
this section represent typical components and do not necessarily agree with
the wiring diagrams of specific locomotives. Consult the applicable locomo-
tive wiring diagrams and the troubleshooting section of this manual when
performing troubleshooting on the excitation and power control system.
I NTRODUCTI ON
The purpose of this section is to describe the
locomotive excitation and power control system.
A block diagram of the excitation and power
control system is provided in Fig. 7-1.
The excitation and power control system is de-
signed for high reliability, high performance, and
mi ni mum down time. Minimum down time is
assured by using top quality components
mount ed on plug-in modules. The modules are
centrally located in the electrical cabinet on the
cab side. Each module contains components that
are functionally related. For example, the wheel
slip module contains components t hat initiate
correction for a wheel slip condition and the
sanding module contains components t hat initiate
application of sand to the rails.
The modules are provided with test jacks for
making voltage measurements when performing
troubleshooting. Some of the modules are
equipped with press-to-test pushbuttons for per-
forming functional checks on the modules. The
modules are designed to be adjusted on the test
bench in the shop. Therefore, when a module is
changed out it is not necessary to adjust the
module while installed on the locomotive. This
feature greatly reduces locomotive down time.
Some of the ot her significant characteristics of
the excitation and power control system includes:
1. Use of the AR10 alternating current generator
with integral solid-state rectifier assembly to
provide DC power to the traction motors.
2. Use of solid-state components to match the
reference signal from the load regulator with
feedback signals from the ARI 0 main
generator.
3. Use of a silicon controlled rectifier assembly
to apply power from the D14 alternator to
the field of the AR10 main generator.
4. Use of throttle controlled variable resistance
during locomotive starting to reduce reference
voltage signals from the load regulator, which
rests in maxi mum output position at the time
of locomotive start. Locomotive response to
throttle change is thereby rapid but smooth,
and power is held at a low level during low
throttle position.
GENERAL
When the diesel engine starts to turn, the DC
auxiliary generator is initially self excited by
residual magnetism. As engine speed increases,
gene,ated voltage builds up and part of the
auxiliary generator out put is fed back through
the static voltage regulator. Out put from the
voltage regulator is used to control excitation to
the auxiliary generator and maintain constant
voltage.
Part of the auxiliary generator out put is used to
excite the field of the D14 alternator. When the
diesel engine is running, the D14 field excitation
is maintained at a nominally constant level.
16S679 7- ]
Throttle
Engine
Governor
Reference Voltage From
Load Regulator
(J
Q
>
0o
i l
RCModul e i r ~ l
"~: r - ' , - - - i J __- ~- J
. ~ / - __~ TH Module
'=J Load Regulator
Voltage
Regulator
DC Aux
r - 1
I i ~ , l
I
I
I I
I
L_s_el~ M d u l e |
f " 1
I I
I
, I
I
I
I _ SE Module I
Controlled
Rectifier
SCR
645 Engine
GFC
Contactor
'~ 'd ~ - " ~ - - - ~ M o I
~ - I ) I
_ ( ,
I
~ . . . . J
GV
Module
I
L
I
I
I
GPT _:-~_Z-~_
r
m m I ~ ~ 1
I I
I I
Performance I
~ r ~ Control I
Module |
I
I
: - - ~
I
w' wr v
O14 Alternator
AR 10 Alternator
F i g . 7-1 - E x c i t a t i o n S y s t e m B l o c k Di a g r a m
Current
Transformers
Power
Rectifier
Assembly
D C
Bus
to
Motors
I 1 5 5 3
oo
(3
O
Three phase alternating current is taken from the
D 18 alternator and fed t hrough a silicon controlled
rectifier assembly to excite the field of the ARI0
mai n gener at or . The out put from t he silicon
cont r ol l ed rect i fi er assembl y is det ermi ned by a
magnetic amplifier type SENSOR and solid-state
component s that respond to signals related to AR 10
main generator output, throttle position, or load
regulator position.
Three phase alternating current from the stator of
the ARI 0 main generat or is applied to a power
rectifier assembly located within the ARI0 main
gener at or housing. . DC power from t he rectifier
assembly is applied to the traction motors.
CONTENTS
This section is divided into the following parts:
Part A - - Generators and Voltage Regulator
Description of the auxiliary generator,
voltage regulator, AR 10 main generator,
and the D18 alternator.
The contents of Section 7 Part A are presented in the
following order:
1. AG - Auxiliary Generat or
2. Mai n Generat or And Ground Relay Protection
System
3. D 18 - D 18 Alternator
4. VR - Voltage Regul at or Module
5. VRI 3 - Vol t age Regul at or Modul e( Speci al
Order)
Part B - - Excitation and Power Control System
General description of the the excitation
and power control system and a detailed
description of each module or assembly
used in the excitation and power control
system.
The contents of Section 7 Part B are presented in the
following order:
1. EL - Exci t at i on Li mi t Backup Pr ot ect i on
System (EL Module)
2. GV - Generator Voltage Regulator Module
3. GX - Generator Excitation Regulator Module
Section 7
4. LR - Load Regulator Assembly
5. PF- Performance Control Module
6. RC- Rate Control Module
7. SB - Sensor Bypass Module
8. SE - Sensor Module
9. SCR - Silicon Controlled Rectifier Assembly
10. TH - Throttle Response And Voltage Reference
Regulator Module
Part C- Wheel Slip Detection and Correction
System
Gener al descr i pt i on of t he wheel slip
det ect i on and cor r ect i on syst em and
detailed description of each module or
assembly used in the wheel slip detection
and correction system.
The contents of Section 7 Part C are presented in the
following order:
1. SA- Sanding Module
2. WO - Wheel Overspeed Module
3. WS - Wheel Slip Module
4. WSBC - Wheel Slip Bridge Circuit
5. WST - Wheel Slip Transductor
Part D - - Dynami c Braki ng Syst em, Exci t at i on
and Control
Gener al descr i pt i on of t he dynami c
braking system excitation and control.
Includes a detailed description of each
module or assembly used in the dynamic
braking system.
The contents of Section 7 Part D are presented in
the following order:
1. DE - Extended Range Dynamic Brake Module
2. DG - Dynamic Brake Grid Protection Module
3. DP - Dynamic Brake Protection Module
4. DR - Dynamic Brake Regulator Module
16S984 7-3
Section 7
Part E - Indi cat i ng Lights and Devices
Descr i pt i on of the use and l ocat i on of
i ndi cat i ng lights and devi ces such as
i ndi cat i ng lights on the engine cont r ol
panel , the l oad indicating met er , and the
annunci at or modul e.
Part F - Mi s cel l aneous Cont rol Circuits And
Devi ces
Descr i pt i on of various t ypes of aut o-
mat i c gr ound relay reset ci rcui t s and hot
engine and engine fi l t er powe r reduct i on
syst em.
The cont ent s of Sect i on 7 Par t F are present ed in
t he fol l owi ng order:
1. AGR Aut omat i c Gr ound Rel ay Reset
Assembl y 8488371
2. AGRL Aut omat i c Gr ound Rel ay Reset
Li mi t er 8408360
3. PR - Hot Engine And Engi ne Fi l t er Power
Reduct i on
' 7 - . 4 1 4 S 1 0 7 3
ELECTRO-MOTIVE
LOCOMOTI VE
SERVICE MANUAL
GENERATORS AND VOL T AGE
SECTION
7
PART A
INTRODUCTION
REGUL AT OR
Part A o f Sect i on 7 provides a general descri pt i on of t he
auxiliary generat or, auxiliary generat or voltage regulator, D14
al t ernat or, and AR10 main generat or assembl y.
The auxiliary generat or provides a nominal out put voltage of 74
volts for exci t at i on of the D14 al t ernat or field and ot her l ow
voltage DC circuits.
The auxi l i ary generat or voltage regul at or is a solid-state vol t age
regulator t hat maintains a const ant out put of appr oxi mat el y 74
volts from t he auxiliary generator.
The D14 al t er nat or provides three-phase AC power for t he
radiator bl ower mot ors, the filter bl ower mot or , various cont r ol
circuits, and the silicon cont rol l ed rectifier assembl y. The recti-
fied out put of t he silicon cont rol l ed rectifier is applied t o t he
field of t he ARi 0 main generat or for exci t at i on.
The AR10 main generator assembly provides DC power for the
traction mot or s.
CONTENTS
The cont ent s of Section 7 Part A are arranged in the fol l owi ng
order:
1. Auxi l i ary Gener at or
2. Main Gener at or And Ground Relay Pr ot ect i on
Syst em
3. D 14 Al t er nat or
4. Voltage Regul at or Module
16S679 7A-I
ELECTRO-M OTI VE
LOCOMOTI VE
SERVICE MANUAL
| i | l i
A U X I L I A R Y G E N E R A T O R
SECTI ON
7
PART A- AG
The auxiliary generator is a variable speed, self
excited, shunt wound, direct current generator
with an out put of 10 kilowatts, Fig. AG-1. An 18
or 24 KW auxiliary generator, Fig. AG-2, is
available on special order. A solid state voltage
regulator is used to regulate the out put voltage at
74 volts nominal at generator speeds of 825 to
3.000 RPM.
The auxiliary generator is driven by the diesel
engine through a flexible coupling and provides
direct current power for lighting circuits, control
circuits, excitation for the Di 4 alternator,
charging storage batteries, and ot her miscella-
neous low voltage direct current requirements.
The auxiliary generator rotates at a speed approx-
imately three times as fast as the diesel engine.
17763
Fig. AG-1 - 10KW Auxiliary Generator
19980
Fig. AG-2 - 18 or 24KW Auxiliary Generator
1 6 S6 7 9 7 A - A G l
ELECTRO-M OTI VE
LOCOMOTI VE
SERVICE MANUAL
i i
AC AUXI LI ARY GENERATOR
(SPECIAL ORDER)
SECTI ON
7
PART A- ACAG
The AC auxiliary generat or consists of a t hree-
phase pi l ot exci t er assembl y and a three-phase AC
auxi l i ary generat or field and armat ure assembly.
The nomi nal out put rating of the AC auxiliary
gener at or is 18 KW at 55 V AC. The three-phase
55 V AC out put is applied t o a full-wave t hree-
phase rect i fi er assembl y t o obt ai n 74 V. DC
o u t p u t for bat t er y charging, D14 al t ernat or exci-
t at i on, and l ow voltage DC cont rol power.
The t hree-phase pi l ot exci t er assembl y consists of
a st at i onar y field, a rotating armat ure, and a
r ot at i ng rect i fi er assembly. The AC auxiliary
gener at or has a rotating field and a st at i onary
armat ure. The pilot exci t er rotating armat ure and
r ot at i ng rect i fi er assembl y and the AC auxiliary
gener at or rot at i ng field are installed on a
c o mmo n shaft.
i
Fig. ACAG-1 - AC Auxiliary Gener at or
Dur i ng st art up, residual magnetism of the pi l ot
exci t er st at i onary field i nduces a voltage into t he
pi l ot exci t er rotating armat ure. This AC voltage is
r ect i f i ed by the pi l ot exci t er rot at i ng rect i fi er
assembl y and applied t o the AC auxiliary gener-
at or rot at i ng field. This rotating field induces a
vol t age i nt o t he AC auxiliary generat or st at i onary
armature. Out put voltage of t he AC auxiliary
generat or armat ure is applied t o an ext ernal
three-phase full-wave rect i fi er and fed back t o t he
pilot exci t er st at i onary field t hrough a voltage
regul at or assembly. This positive f eedback results
in fast voltage bui l dup. Descri pt i on of t he voltage
regul at or assembl y is provi ded in Sect i on 7 Part
A- VRl 1.
1 6 S 6 7 9 7 A-ACAG- 1
ELECTRO-MOTIVE
i
LOCOMOTI VE
SERVICE MANUAL
MAI N GENERATOR AND GROUND
RELAY PROTECTI ON SYSTEM
SECTION
7
PART A - A R 1 0
A R 1 0 MAI N GE N E R A T OR
In the diesel electric locomotive, mechanical
power developed by the diesel engine is converted
to electrical power by a rotating electrical
machine. The construction of rotating electrical
generators is such that alternating current is pro-
duced, but since alternating current will not
efficiently power variable speed mot ors, the alter-
nating current is converted to direct current
before being applied to the traction motors. In
conventional direct current generators, commu-
tator bars and brushes are used to convert the
alternating current to direct current. This met hod
of convert i ng alternating current to direct current
has mechanical and electrical limitations that be-
come more pronounced as the amount of usable
electrical power is increased. The conventional
direct current generator has been replaced by the
ARI 0 main generator that uses silicon diodes to
convert the alternating current to direct current.
The AR10 main generator assembly consists of
t wo mechanically coupled, but electrically inde-
pendent, air cooled, three phase generators - the
D14 al t ernat or and the ARI 0 main generator.
The D14 alternator is described in Part A - D14
of this section. The three major component s of
the AR10 main generator are shown in Figs.
ARI 0- 1, AR10-2, and ARI0-3.
1 7 5 3 3
Fig. AR10-I - AR10 Rot or
Assembly
A!~..
2 1 4 5 2
Fig. AR10-2 - ARI 0 St at or
Assembly
2 0 8 2 4
Fig. AR10-3 - ARI 0 Rectifier
Bank Assembly
16S679 7A-AR 10-1
Sect i on 7A - AR 10
The mai n gener at or consi st s of 10 field poles and
t he r equi r ed st at or wi ndi ngs for generating t hr ee
phase AC power. The AC power is rectified by
t wo banks of air cool ed silicon di odes t hat are an
integral part of t he AR10 mai n generat or assem-
bl y. The resulting DC power is applied to t he
t r act i on mot or s.
The operat i ng pri nci pl e of the AR10 main gener-
at or is i l l ust rat ed in Fig. AR10- 4. Direct cur r ent
from t he silicon cont r ol l ed rect i fi er assembl y is
appl i ed t o t he r ot at i ng field t hrough a pair of slip
rings. The magnet i c lines of force devel oped by
t he rot at i ng field i nduce a voltage in t he sta-
t i onar y armat ure wi ndi ngs as the r ot or turns.
One t hree phase gr oup of armat ure windings and
a t hree phase wavef or m are shown in Fig.
ARI 0- 4. There are t en groups of these " wye "
connect ed ar mat ur e windings di st ri but ed about
t he ci r cumf er ence o f t he stator. Five of the
groups are connect ed t o t he l eft bank of rectifiers
and t he ot her five groups are connect ed t o the
right bank of rect i fi ers. A separate positive and
negative bus is pr ovi ded for each bank of recti-
fiers. A simplified schemat i c diagram of t he st at or
windings, bridge rect i fi ers, and DC buses is pro-
vided in Fig. AR10- 5.
DC Power
GC ~IB
DC Field Supply From
Cont rol l e d ~
Commutation
St at or Winding Symbol Spike Suppressors
C , ~ A net i c Fl ux
- \
B
3 6 0 El ect r i cal i
Degrees
3 6 0 El ect r i cal L'
Degrees
3 ~ AC Waveform Stator Winding Group ~' ~ , ~ ' - - ~
Repeated 10 Times
Around The Stator
\
Rotor Contains
10 Field Poles
15654
Fig. AR1 0 - 4 - Main Generat or Pictorial Diagram
7A-AR1 0-2 12s172
o')
t,D
, >
>
?
(-)
Negat i ve Base
Di odes
(Pi nk Cerami c)
(+)
Hexagonal Rod
. . . . . t ~ ~ . . . . . . .
.---~-:._ . ~ - ~ . ~
o .
Par al l el i ng Bars
Cur r ent
Feedback
Si gnal
H~xaoonal Rod
Phase B
Posi t i ve Base
Di odes
( Wh, t e Cer ;~mlc)
Gr ound An d
i ngl e Phase
Vol t age
F e e d b a c k - - ~ " " ~ l l I' Det ec t i on
Si gnal GRCO
~ I ~ ~ . . . . . . . . . . . . . . . .
Co mmu t a t i o n Spi ke Co mmu t a t i o n Spi ke
Suppressi on Suppressi on
F i g . AR 1 0 - 5 - A R 1 0 S i mp l i f i e d M a i n G e n e r a t o r W i r i n g D i a g r a m
(+) (-)
26673
3=
o
>
i
>
o
Sect i on 7A - AR 10
Fig. AR10-6 illustrates r ot or pol e position at an
i nst ant called t he "V. " Pole posi t i on is in respect
to a single st at or winding gr oup. By applying t he
fight-hand rul e for generat ors, cur r ent flow in the
st at or windings can be det er mi ned, and t he con-
ditions exi st i ng at a given poi nt of time
det ermi ned.
Not e t hat t he phase A wi ndi ng is cent ered over
the poles ( poi nt of great est f l ux densi t y) and is at
negative pot ent i al . Not e also t hat t he pot ent i al at
phase C is decreasing while t he pot ent i al at phase
B is increasing. At t he mome nt depi ct ed, t he
pot ent i al s at C and B are equal and positive.
Ther ef or e, cur r ent at equal pot ent i al flows t o t he
rect i fi er bridge, and t wo di odes at t he positive
side of t he bridge conduct . Tot al cur r ent t hen
flows t hr ough t he load and from t here t hr ough a
single di ode back t o t he phase A wi ndi ng, whi ch
is at negative potential.
Gener at or pot ent i al can be observed at t he wave-
f or m in Fig. ARI0-6.
Potential
At Point
Of Time
- B u s
i
Rotation ~ 1 ~ Figures AR 10-6 through AR.10-10 cover
120 electrical degrees of alternator
C B A / rotor movement as indicated by the
~
ed area. ~ ~ S ~ _
A BC
C
/ / b
~ . _ _ :=
B _
Condition At A Given , '
A ~ B ~ " Point Of Time
Instant V A
Right H a n d ~ ~ Current
+ Bus
i i
These two diodes conduct
simultaneously onl y at the
instant that the phase
C & B waves intersect.
1 7 3 1 0
Fig. AR1 0 - 6 - Current Fl ow In St at or Windings
And Rectifier Bridge - Inst ant "V"
7A-AR 10-4 12S172
In Fig. AR10-7, instant "W, " the alternator rot or
has turned nominally 20 electrical degrees. Phase
A is still negative, but of decreasing potential.
Phase B is now more positive than phase C. The
change in potential has turned off the phase C
Section 7A - AR10
diode, and no current flows in the phase C
winding. Total current at potential slightly greater
than that at instant "V" now flows out of phase
B winding, through the load, and back to the
phase A winding which is still negative.
Rotati on ~ 1 ~
C B A
Pot ent i al
At Poi nt
Of Time
d l
1
A~
Condition At A Gi ven
~Poi nt Of Time
I nst ant W
A~ '
A
I
V
B C
- Bus
q
+Bus
4
Fig. AR 10-7 - Current Flow In Stator Windings
And Rectifier Bridge - Instant "W"
1 3 2 4 0
12S172 7A-ARI0-5
Sect i on 7A - AR10
At i nst ant " X" in Fig. AR10- 8, t he al t ernat or
r ot or has t ur ned a bout 60 el ect ri cal degrees.
Phase C and Phase A are at equal negative
pot ent i al , and phase B is at posi t i ve pot ent i al .
The di rect i on of cur r ent fl ow in t he C winding
has reversed, and since pot ent i al s at t he negative
side of t he rect i fi er bridge are equal , bot h the
phase A and phase C di odes conduct . Tot al
winding cur r ent at pot ent i al equal t o t hat at
i nst ant " V" now flows out of phase B winding
t hrough t he load and back t hr ough t wo di odes at
the negative side of the rect i fi er bri dge.
Pot ent i al
At Poi nt
Of Ti me
Rot at i on ~ .
c B A
A B C
N!
These t wo d i o d e s conduct
simultaneously only a t
t he i nst ant t h a t t he
phase A a n d C wa v e s
i nt er sect .
Condi t i on A t A G i v e n
Point O f Ti me
I ns t a nt X
A Q~- .,QC
C
A
" - " - - ~ ~ ~ / ~ - - N -
P_
-Bus
m m
1 2
Z
13241
Fig. AR10- 8 - Cu r r e n t Fl ow In St at or Windings
And Rect i fi er Bridge - Inst ant " X"
7A-AR10-6 12S172
At instant "Y, " Fig. AR10-9, the alternator rotor
has turned about 100 electrical degrees. Phase C
is now more negative than phase A. The change
in potential has turned off the phase A diode at
the negative side of the bridge, and no current
Section 7A - AR 10
flows in the phase A winding. Total current at
potential slightly greater t han that at instant "V"
now flows out of phase B winding, through the
load, and back to phase C winding which is
negative.
Potential
At Point
Of Time
Rotation
C B A
a .
Condition At A Given
A ~ I [ Point Of Time
Instant Y
- - Bp, ~l
-Bus | =oad i +Bus
4
15683
Fig. AR 1 0-9 - Current Flow In Stator Windings
And Rectifier Bridge - Instant "Y"
12s172 7A-AR10-7
Sect i on 7A - AR10
In Fig. AR10- 10, t he al t ernat or r ot or has t ur ned
120 degrees. Phases A and B are at equal posi t i ve
pot ent i al , and phase C is negative, Since pot en-
tials at t he positive side o f the rect i fi er bri dge are
equal , bot h the phase A and B di odes conduct .
Tot al winding current at pot ent i al equal t o t hat
at instant " V" now fl ows out of t he phase A and
B windings, t hrough t he load, and back t hrough
t he phase C di ode at t he negative side of t he
bridge.
Rot at i on ~ 1 ~
C B A
A B C
Pot ent i al
At Poi nt
Of Ti me
C
A
t
j
i l vu
D
- Bus I , _ _ . j I +Bus
q II | ~z
Condi t i on At A Gi v e n
m
Poi nt Of Ti me
I ns t ant Z A r"
These t wo d i o d e s conduct
simultaneously onl y at
t h e moment t h a t t he phase
A and B waves i nt er sect .
Fig. ARI 0-10 - Cur r ent Fl ow In St at or Windings
And Rect i f i er Bridge - Inst ant " Z"
13242
7A-AR10-8 12S172
AR10 COMMUTATI ON TRANSI ENT
VOLTAGE SUPPRESSION
During commut at i on vol t age transients are pro-
duced. The act i on of di odes switching from a
conduct i ng t o a bl ocki ng st at e in t he AR10
generat or is called commut at i on. During commu-
t at i on high reverse cur r ent fl ows in t he diodes f or
a few mi croseconds, af t er whi ch time t he value of
reverse current f l ow in t he di ode suddenl y dr ops
t o al most zero. The rat e at which current f l ow
changes from a high value t o almost zero, mul t i -
plied by circuit i nduct ance det ermi nes t he magni-
t ude of the transient voltage spike. I f this tran-
Sect i on 7A - AR 10
sient voltage exceeds t he reverse rat i ng o f t he
di ode, t he di ode will i mmedi at el y fail.
The AR10 gener at or is provi ded wi t h a syst em
for capacitive storage of energy f r om circuit
i nduct ance duri ng commut at i on. The syst em is
called t he commut at i on t ransi ent vol t age suppres-
sion syst em. It utilizes a t ot al o f six 2 rnicrofarad
capaci t ors and six 5 ohm resistors. The resistors
and capaci t ors are connect ed in del t a fashion,
Fig. AR10- 11, bet ween the " A, " "B, " and "C"
phase paralleling bars on bot h t he l eft and right
banks of t he generat or.
Points Of Commutation
C
Points Of
Commutation
IA
Delta Connected
Suppression Ci rcui t
/
Paralleling
Bar \ /
Generator Stator Windings
AR 10 Positive Bus
S 2
Ne ative Bus
- t -
Each Of Five Separate
Stator Winding Legs
Connected
Fig. AR10-11 - Del t a Connect ed Suppressi on
Ci rcui t - Simplified Diagram
17311
12S172
7A- AR 10-9
Sect i on 7A - ARI 0
GROUND RELAY
PROT ECT I ON SYST EM
INTRODUCTION
The pur pose of t he gr ound rel ay pr ot ect i on syst em
is t o pr ot ect t he mai n generat or, t r act i on mo. t ors,
and high vol t age wiring, and t o reduce t he possi bi l i t y
of electrical fires by removi ng exci t at i on f r om the
mai n gener at or field when a gr ound or cert ai n faul t s
occur in t he high vol t age syst em.
The gr ound rel ay pr ot ect i on syst em det ect s high
vol t age DC gr ounds , mai n gener at or AC gr ounds,
shor t ed wi ndi ngs, or the loss of one phase gr oup in
the mai n gener at or . Fig. ARI 0- 12 is a simplified
schemat i c di agr am of the gr ound relay det ect i on
circuit. Each phase gr oup consi st s of five st at or
windings, five posi t i ve base di odes, and five negative
base di odes. Thr ee phase gr oups are connect ed t o
each bank. However , for si mpl i fi cat i on, onl y one
st at or wi ndi ng, one positive base di ode, and one
negat i ve base di ode of each phase gr oup for each
bank are s hown in Fig. ARI 0- 12.
OPERATION
The g r o u n d r e l a y d e t e c t i o n c i r c ui t is c o n n e c t e d
bet ween t he left and right bank neutral. A high
vol t age DC gr ound, mai n gener at or AC gr ound,
shor t ed wi ndi ngs, or the loss of one phase gr oup on
- +
O
h A I
I RE3B
I
Left
Bank
ei t her bank results in energi zi ng the gr ound rel ay
GR pi ckup coil.
Pi ck up of GR provi des a feed t o the gr ound rel ay
light in power or the dynami c br ake gr ound rel ay
light in dynami c brake on the AN modul e, t o t he
gr ound/ f a ul t light on t he engine cont r ol panel , and
al so sets up t he circuit bet ween t he GR reset coil and
t he g r o u n d / f a u l t r es et s wi t c h. On b a s i c o r d e r
l ocomot i ves, pick up of GR oper at es a mechani cal
l at ch so t hat GR cont act s r emai n in t he oper at ed
p o s i t i o n , o p p o s i t e t o t he p o s i t i o n s h o wn i n
Fig. AR10-13, until the gr ound/ f aul t reset swi t ch,
l ocat ed on t he l ocomot i ve cont r ol st and is closed.
Cl osi ng the gr ound/ f aul t reset swi t ch energizes t he
GR reset coil which releases t he mechani cal l at ch
and al l ows t he GR cont act s t o move t o t hei r nor mal
p o s i t i o n , p r o v i d e d a g r o u n d or f a ul t has b e e n
cl eared. Upon special or der f r om t he cust omer , t he
l ocomot i ve may be equi pped f or aut omat i c reset of
GR.
Pi ck up of GR r emoves t he feed f r om t he ER and
GF D relays, Fig. AR10-13. Dr opout of ER results
in r educi ng engine speed t o idle and also pr ovi des a
f eed t o t he al arm bell. Dr o p o u t of GF D pl aces a
4. 8 ohm resi st or in series with t he mai n gener at or
field. Thi s 4.8 ohm resistor results in an i mmedi at e
d e c r e a s e i n mai n g e n e r a t o r f i el d c u r r e n t a n d
pr ovi des f or fast decay of the mai n gener at or field
wh e n GF C d r o p s out . Dr o p o u t of GF D a l s o
Represents All
Traction Motors
Negative
l
Positive
RE3C BR1
t o ,
, C ~ R4
i C R I ' ~ / / X / - CR3
i
v
T N
I ~ A
I
l
I 0 2
I
GRCO
Ground/Fault Detection CircuJtJ
Fig.AR1 0-1 2 - Ground/Fault Detection Circuit, Simplified Schematic Diagram
0
"O
Right
Bank
28750
7A- AR 10-10 16S984
removes the feed from EQP which removes the feed
from GFC. Dropout of GFC removes excitation
from the main generator field. Therefore, pickup of
GR pr ovi des a gr ound/ f a ul t light i ndi cat i on,
removes excitation from the main generator, and
provides a feed to the alarm bell. The feed to the
alarm bell is trainlined so that the alarm bell rings in
all units of the consist.
After pickup, GR may be reset after a 10 second
waiting period. To reset GR, press the ground/ faul t
Section 7A - AR10
reset pushbutton located on the locomotive control
stand. It is not necessary to isolate the unit nor is it
necessary to place the throttle in IDLE position
before pressi ng the reset pus hbut t on, unl ess t he
locomotive is at a standstill.
Repeated resetting of the ground relay is possible,
but instructions as issued by the railroad regarding
repeated resetting must be followed. However, in
t he absence of def i ni t e i ns t r uct i ons to t he
>
0
t - i
\
E O n s p e c i a l o r d e r t h i s r e s e t s w i t c h m a y ]
b e r e p l a c e d by a n a u t o m a t i c r e s e t /
d e v ic e A G R .
J
Gr ound/ Faul t
Reset Swi t ch
f
I 1
o o I
I
IC: l
ER
0 0
I - - I
GR
GR
GRCO

I 1
Al ar m Bell
Reset Coil
J V' /
GR
ER
GRCO
i ' , _
GR
I
I " "" 0 0 !
i ' - - I
GR
" \
. . . . . 0 0
l L ]
GR
0 o
I I
GFD
o o
t I
EQP
/
GFC
x/V' /
EQP
GFD
GFA
[DYN BRAKE ~ _
[GRD Relay J 1
(On AN Modul e)
HV GRD FAULT L,ght
(On Enq,ne
ContrOFPanel
/
/
28751
>
o,)
Z
Fi g. ARI O- 1 3 - Gr o u n d Rel ay Pr ot ect i on Ci r cui t , Si mpl i f i ed Sc h e ma t i c Di agr am
16S984 7A-ARIO-11
Sect i on 7 A- ARI 0
cont rary, i sol at e a uni t when the gr ound/ f aul t light
comes on for t he t hi rd time aft er resetting.
CAUTI ON
Al ways r epor t gr ound/ f a ul t light i ndi cat i ons
to pr oper mai nt enance personnel.
A gr ound relay cut out switch GRCO is provi ded to
el i mi nat e the gr ound prot ect i ve relay circuit f r om
l ocomot i ve circuits dur i ng certain shop mai nt enance
inspections. The swi t ch is a t hree pole device, with
one pol e di sconnect i ng the GR relay f r om ground.
The ot her t wo pol es open t he feed to ER and GFC
relays. Dr opout of ER limits engine speed to idle.
Dr opout of GFC pr event s exci t at i on of the mai n
generat or field.
M A I N G E N E R A T O R
A C G R O U N D / F A U L T
The g r o u n d r e l a y d e t e c t i o n ci r cui t c ons i s t s of
RE3A, RE3B, RE3C, GR, CRGR, and the gr ound
r el ay c u t o u t s wi t c h GRCO. For p u r p o s e s of
e x p l a n a t i o n , CRGR, is r e pr e s e nt e d by f o u r
r ect i f i er s , CR1 t h r o u g h CR4 , Fi g. ARI 0 - 1 4 . A
current of 0. 750 t o 0.825 amper es t hrough GR will
r es ul t in p i c k u p o f GR. Ther ef or e, . a v o l t a g e
u n b a l a n c e o f a p p r o x i ma t e l y 8. 15 t o 8. 96 vol t s
bet ween left and ri ght bank neut ral shoul d resul t in
pi ckup of GR.
An unbal ance bet ween t he neutrals may be caused
by an open phase gr oup on t he left or right bank, or
by s hor t ed wi ndi ngs in a phase gr oup on t he left, or
right bank. Leakage current t o gr ound f r om a phase
g r o u p o f t he l ef t or r i ght b a n k wi l l r e s ul t in a
c i r c u l a t i n g c u r r e n t f r om g r o u n d t h r o u g h t he
g r o u n d / f a u l t d e t e c t o r ci r cui t t o ne ut r a l . Thi s
ci rcul at i ng current may not be sufficient t o cause a
not i ceabl e unbal ance bet ween left and right bank
n e u t r a l . Ho we v e r , t he c i r c ul a t i ng c u r r e n t f r o m
gr ound t hr ough the gr ound/ f aul t det ect or circuit
will resul t in pi ckup of the gr ound rel ay, if the
l eakage t o gr ound occurs at a poi nt whi ch is 8.15 t o
8.96 vol t s or mor e from the neutral.
RI GHT BANK PHASE A OPEN
A vol t age unbal ance bet ween left and right bank
neut ral will occur whenever an open occur s in a left
or a right ba nk phase group. This vol t age unbal ance
results in cur r ent fl ow t hr ough the gr ound/ f a ul t
d e t e c t o r c i r c ui t . A d e s c r i p t i o n of t hi s a c t i o n is
pr esent ed in the fol l owi ng paragraphs.
Assume t hat t he mai n generat or is oper at i ng under a
nor mal bal anced condi t i on and at a specific i nst ant
of t i me when left bank phase A is 500 vol t s posi t i ve,
left bank phase B is at 500 vol t s negat i ve, and left
bank phase C is at zero volts with respect t o left
bank neut ral . Also assume these same condi t i ons
are t rue f or t he right bank. The syst em is bal anced
and no c u r r e n t f l ows t h r o u g h t he g r o u n d / f a u l t
det ect or circuit, Fig. ARl 0- 14.
o-~
O-,
o. -
Left
Bank
+
la01
+500V
T t o
C \ 1
-500V I
o l I
I
la01
Ib01
Negative
( ~ Ib02
Represents All
Traction Motors
Positive +1-'~ [
la02 C
+500v - - ~ ~ - - o
RE3B
RE3C BR1
? 1
C @ R 4
_.GRCO
m
Ground/Fault Detection Circuit
-500V
02 { > t - - o
Fi g. AR10- 14- Ground/Fault Detector Circuit, Showi ng Current Flow During
Normal Operation Of Main Generator
- - - Q
Right
Bank
2 8 7 5 2
7A- AR 10-12 16s984
Sect i on 7A - ARI 0
Now as s ume t hat all five positive base diodes in
phase A of t he right bank become open as shown in
Fig. AR10- 15. Cur r ent will fl ow f r om left bank
phase A t hr ough a di ode t o the posi t i ve bus, f r om
pos i t i ve b u s t h r o u g h t he t r a c t i o n mo t o r to t he
negative bus, f r om negat i ve bus t hr ough a negative
base di ode t o left bank phase B, then to neutral and
back t o l eft ba nk phase A. Current will also fl ow
f r om t he negat i ve bus t hr ough a negative base di ode
t o right ba nk phase B, t hr ough phase B and t he
gr ound/ f a ul t det ect or circuit t o left bank neutral
and back t o l eft bank phase A. This cur r ent t hrough
the gr ound/ f a ul t det ect or circuit results in pickup of
GR.
S H O R T E D T U R N S I N R I G H T B A N K
P H A S E A
Sh o r t e d t u r n s i n any pha s e g r o u p r es ul t s in an
unbal ance bet ween left and right bank neutral.
This unbal ance causes pi ckup of t he GR relay. A
de s c r i pt i on of t hi s act i on is pr es ent ed in t he
fol l owi ng par agr aphs.
As s ume t hat t he mai n ge ne r a t or is oper at i ng
under a nor mal bal anced condi t i on and at a specific
i ns t a nt o f t i me as s h o wn in Fi g. ARI 0 - 1 4
The s y s t e m is ba l a nc e d and no c u r r e n t f l ows
t hr ough t he gr ound/ f aul t det ect or circuit.
la01
Negative
Ib01 f T t Ib02
{'TM'~ Represents Al l
k~ "~' Traction Mot ors
' I
Left
Bank
" Positive All Five
i - O + Diodes Open + -
, la01 ~ C - ~
" t ' t "
~T 1 , ~ T " ~ ~ . . ~ ..
A i c , ~ ~ . / i \ ' . _ . ~ < ~ A
...1 , . r ~ gr:,,:,-] ~ ; - o
f ' F S l "
\ GRCO
I ~ Gr ound/ Faul t Detection Ci rcui t I
Right
Bank
1 1
28753
Fi g. AR10-1 5 - Gr o u n d / Fa u l t Det ect or Ci r cui t Oper at i on
Wi t h The Loss Of One Phase
16S984 7A- AR 10-13
Sect i on 7A - ARI 0
Now assume t hat one hal f t he t urns of right ba nk
phase A become shor t ed. Thi s woul d reduce right
bank phase A vol t age t o +250 vol t s, Fig. ARI 0- 16.
Under t hese condi t i ons left bank phase A woul d be
the most posi t i ve poi nt . Cur r ent woul d flow f r om
left ba nk phase A t o t he posi t i ve bus, t hr ough t he
t r a c t i o n mo t o r s t o t he n e g a t i v e bus , t hen f r o m
negat i ve bus t hr ough left ba nk phase B and ri ght
bank phas e B t o left bank neut ral . Thi s woul d cause
t he posi t i ve bus t o be at +500 volts whi ch woul d
reverse bi as t he posi t i ve base di odes in right ba nk
phase A. The pot ent i al on t he negat i ve bus woul d be
-500 vol t s whi ch woul d reverse bias t he negative
base di odes in right bank phase A, right bank phas e
C, and left bank phase C. Ther ef or e, no cur r ent
woul d f l ow t hr ough right bank phase A, right bank
phase C~ or left bank phase C. The current f l ow
wo u l d be l i mi t ed t o t he ci r cui t as s hown in
Fig. ARI 0- 16. Thi s is t he same circuit for cur r ent
f l ow as t hat s hown in Fig. AR10-15. This cur r ent
f l ow t h r o u g h t he g r o u n d / f a u l t d e t e c t o r c i r c ui t
results in pi ckup of GR.
A C G R O U N D S
The effect on t he gr ound/ f a ul t det ect i on circuit due
t o AC gr ounds depends upon the l ocat i on of t he AC
gr ound.
Assume t hat a gr ound occurs at the right bank
neut ral . Thi s pl aces a gr ound on each side of t he
series combi nat i on of the 50 ohm resistor and t he
GR rel ay ci rcui t . Ther e will be no di fferencce in
pot ent i al bet ween t hese t wo gr ounds or bet ween left
and right bank neut ral . Therefore, no current will
fl ow t hr ough GR.
o - . { ~ -
O-
O-
Left
Bank
Ib01
la01
la01 +500V
2(~A I
. ___; ( : #Cc 4" ' ~\ I I . . . . I
- s o o v I I
o l - - " l
I
Negative
Ib02
Represents Al l
Tracti on Mot ors
Positive Short ed Turns + _ _ _
. . . . . . . , \ + 2 5 0 V . ~ ,
BR1 I \ / T L ~ I '
r ~ ' " l . / r ~ \ ? 1 J \ 5 . ~
, ? L ~ ) ~ A
1 - I
GRCO I [ ~ ,o
_ ~ _ , 02 1 -K }-
- Gr ound/ Faul t Detection Ci rcui t I
Right
Bank
28754
Fi g. ARI O- 1 6 - Gr ound/ Faul t Det ect or Ci r cui t Wi t h
Shor t ed Tur ns In One Phase
7A- AR 10-14 16S984
Sect i on 7A - AR10
Assume t hat a gr ound occur s in right bank phase A
at a poi nt t hat is 10 vol t s posi t i ve with respect t o
r i ght b a n k n e u t r a l , Fi g. ARI 0 - 1 7 . Thi s gr ound
results in a pot ent i al of +10 vol t s at poi nt X of the
gr ound/ f aul t det ect i on circuit wi t h respect to right
bank neutral. Thi s di fference in pot ent i al causes a
fl ow of current t hr ough GR. The amount of current
fl ow t hr ough GR is equal to 10 volts divided by
50.86 ohms or 0. 197 amper es. The GR relay requires
0.750 t o 0.825 amper es f or pi ckup. Therefore, a
gr ound at a poi nt +10 vol t s f r om neutral will not
result in pi ckup of GR.
We will assume pi ckup of GR wi t h a current flow of
0.788 amperes. Ther ef or e, we must have a potential
di fference of appr oxi mat el y 0.788 amperes times
50.86 ohms or 40.1 vol t s bet ween poi nt X and right
bank neut ral in or der t o pi ck up GR. If the ground is
in right bank phase A, current will fl ow from t he
gr ounded poi nt t hr ough t he nor mal l y closed GRCO
cont act s t o poi nt X, f r om poi nt X t hr ough GR, and
t he 10 ohm resi st or t o ri ght bank neutral. This small
a mo u n t o f c u r r e n t is n o t s uf f i c i e nt t o cause an
unbal ance bet ween t he left and right bank neutral.
Ther ef or e, since t he t wo neut ral s are at the same
pot ent i al , current will al so fl ow f r om poi nt X to left
bank neut i al . The cur r ent fl ow f r om poi nt X to left
b a n k n e u t r a l wi l l be 40. 1 vol t s di vi ded by
60 ohms or appr oxi mat el y 0.668 amperes. The t ot al
current f r om phase A gr ound is equal t o 0.788 pl us
0.668 or appr oxi mat el y 1.456 amperes.
The gr ound/ f aul t det ect i on syst em has a gr ound
fault pi ckup sensi t i vi t y rat i ng of 1.00 amperes. This
rat i ng means t hat a gr ound or i nsul at i on l eakage t o
gr ound t hat per mi t s a current fl ow of 1.00 amper es
t o g r o u n d s h o u l d o p e r a t e t he g r o u n d / f a u l t
det ect i on syst em.
If t he gr ound occur s in left bank phase A, current
wi l l f l ow f r o m t he g r o u n d e d poi nt t h r o u g h t he
nor mal l y cl osed GRCO cont act s to poi nt X, and
f r om poi nt X t hr ough the 50 ohm and 10 ohm
resistors t o left bank neutral. Current will also fl ow
f r om poi nt X t hr ough the 50 ohm resi st or and t he
GR relay circuit t o right bank neutral.
I f g r o u n d o c c u r s in r i ght ba nk pha s e B, t he
gr ounded poi nt will be negative with respect t o right
b a n k neut r al . Th e r e f o r e , c ur r e nt wi l l f l ow f r om
right bank neut r al t hr ough the 50 ohm resi st or and
the GR relay ci rcui t to poi nt X, then f r om poi nt X
t h r o u g h t he n o r ma l l y cl os ed GRCO c o n t a c t s t o
ground. The gr ounded poi nt is negative wi t h respect
t o left bank neut ral . Therefore, current will fl ow
f r om left bank neut ral t hr ough the 10 ohm and
50 o h m r e s i s t o r s and t he n o r ma l l y c l o s e d
Negat i ve
Represent s All
Tr act i on Mot or s
L
Posi t i ve J)
(" - + + C -
' e- ' ' ~ +5OOV RE3C ' +5OOV
-5OOV
-5OOV I I ~ . - . x
. . V _ _ T I _ _ _ G R C O 4 < !
Left I --=" Gr o u n d / F a u l t Det ect i on Ci r c ui t I Ri ght
Bank Bank
Fi g. AR1 0- 1 7 - G r o u n d / F a u l t De t e c t o r C i r c u i t Wi t h DC 287ss
Gr o u n d I n On e Ph a s e
16S984 7A- AR 10-15
Section 7A - AR10
GRCO cont act s t o gr ound. Agai n we must have
appr oxi mat el y 1.00 amper e of cur r ent fl ow t hr ough
the gr ounded poi nt in or der t o pi ck u p t he GR relay.
HI GH VOLTAGE DC G R O U N D S
High vol t age DC gr ounds may be caused by t ract i on
mo t o r f l a s h o v e r , by c u r r e n t l e a k a g e t h r o u g h
insulation, or by a posi t i ve or negat i ve conduct or
t ouchi ng a gr ounded obj ect .
Tract i on mot or f l ashover is usual l y caused by arcing
b e t we e n p o s i t i v e a nd ne ga t i ve b r u s h e s on t he
t ract i on mot or . The arcing results in i oni zat i on of
air in the vi ci ni t y of t he arc. The i oni zed air provi des
a l ow r e s i s t a n c e p a t h t o t he g r o u n d e d t r a c t i o n
mot or housi ng.
I f f l a s h o v e r t o g r o u n d oc c ur s n e a r t he pos i t i ve
brush, t he pot ent i al at t he gr ounded poi nt will be
pos i t i ve wi t h r e s p e c t t o t he l ef t a n d r i ght b a n k
neutral. Thi s resul t s in current f l ow f r om gr ound
t h r o u g h t he n o r ma l l y c l os e d c o n t a c t s of GRCO
t hen t hr ough t he 50 ohm and 10 ohm resistors t o left
bank neut ral . Cur r ent will al so f l ow t hr ough the
50 ohm r esi st or and t he GR r el ay ci rcui t t o right
bank neutral.
I f f l a s h o v e r t o g r o u n d o c c u r s n e a r t he ne ga t i ve
brush, the pot ent i al at the gr ounded poi nt will be
negative wi t h r espect t o left and ri ght bank neutral.
This resul t s in cur r ent fl ow f r om left bank neut ral
t hrough the 10 ohm and 50 ohm resi st ors and the
normal l y cl osed GRCO cont act s t o gr ound. Current
will also f l ow f r om right bank neut r al t hr ough the
GR relay ci r cui t and t he 50 ohm r esi st or and the
normal l y cl osed GRCO cont act s t o gr ound.
If a gr ound occur s at t he positive bus or at one of the
cables at.'.ached t o t he positive bus, oper at i on will be
the same as f or a f l ashover near t he posi t i ve br ush of
a t ract i on mot or . If a gr ound occur s at the negative
brush or at one of t he cabl es at t ached t o the negative
bus, oper at i on will be the same as f or a fl ashover
near the negat i ve brush of a t r act i on mot or.
DYNAMI C BRAKI NG GRI D GROUNDS
Avai l abl e on special or der , t he gr ound pr ot ect i on
s y s t e m can al so be us ed t o d e t e c t b r a k i n g gr i d
gr ounds t hat occur dur i ng dynami c braking. The
syst em oper at i on is essent i al l y the same as duri ng
power . Its pur pose is t o r educe t he possi bi l i t y of
electrical fire by r emovi ng t he sour ce of cur r ent
f r om the gr ounded equi pment .
Dur i ng power oper at i on t he mai n gener at or is t he
sour ce of electrical power and t he gr ound pr ot ect i on
syst em f unct i on is t o di sabl e this sour ce by removi ng
exci t at i on f r om t he mai n gener at or field. Dur i ng
b r a k i n g , h o we v e r , t he e l e c t r i c a l p o we r be i ng
di ssi pat ed by the grids is pr ovi ded by the t ract i on
mot or s whi ch are t hen oper at i ng as generat ors.
The abi l i t y of the t r act i on mot or s t o oper at e as
gener at or s is di sabl ed by r emovi ng exci t at i on f r om
t he mot or fields. Si nce mot or field exci t at i on is
pr ovi ded by the mai n gener at or , t he mai n gener at or
must first be di sabl ed. As dur i ng power oper at i on,
t he gr ound pr ot ect i on syst em accompl i shes this by
r emovi ng mai n gener at or field exci t at i on.
Dur i ng l ocomot i ve oper at i on in dynami c brake, t he
gr ound det ect i on syst em r emai ns connect ed bet ween
t he mai n gener at or left and right bank neutrals. In
a d d i t i o n , h o we v e r , t he ma i n g e n e r a t o r r ect i f i ed
posi t i ve out put is connect ed t o t he br aki ng grids
t h r o u g h a BRI i n t e r l o c k , Fi g. AR1 0 - 1 8 . Thi s
c o n n e c t i o n p r o v i d e s t he c u r r e n t pa t h t o t he
det ect i on circuit shoul d a gri d gr ound occur. A BR 1
i nt erl ock is used t o parallel the gr ound det ect i on
ci rcui t wi t h a l0 ohm resi st or. The pur pose of this
r e s i s t a nc e c ha nge is t o adj us t t he c i r c ui t pi c kup
sensitivity.
Dur i ng braki ng, t he mai n gener at or vol t age is very
l ow - appr oxi mat el y 40 vol t s. However , with a grid
cur r ent of 760 amperes, appr oxi mat el y 300 volts is
present across each grid segment . Therefore, in t he
event a gr ound occurs in t he grid circuit, the current
t o t he det ect i on ci rcui t ry will be pr ovi ded from t he
grid circuit which is at the hi gher vol t age level.
7A-AR 10-16 16S984
S e c t i o n 7 A - AR I 0
I
Left
Bank
o o .~
( I
MB
o o t) o
| l 1 1 i
MB P3
GE GRID B
T ' t _ ~
RE'GRID B
RE GRID D
RE GRID C
RE GRID A
| I
MB
RE GRID C
T r
J
o o
I I
MB
- 5 ,+
BR1
Negative
I j ~ I I
P4 MB
t B
V w
Positive
~ Represents All
Traction Motor Fields
d L
, ~ + t ~
1
]
II 0 2 I ~ I ~
I
Right
Bank
2875t ~
t '
~ A I 4
RE3B C
I ~ ,,:
I g F=q
o - I # ~
' t
o. 1 ~ I GRCO
. __1 01
I
I
Ground/Fault Detection Circuit
Fi g. ARI O- 1 8 - Dynami c Brake Gr i d Ground Det ect i on Ci r cui t Si mpl i f i ed Schemat i c Di agram
16S984 7 A- AR I 0 - 1 7
Section 7A - ARI 0
If a gr ound appear s to t he left of GRI D D,
Fig. ARI0-19, the gr ound poi nt in the det ect i on
circuit is positive with respect to t he ma i n gener at or
positive bus. Thi s causes current to flow f r om the
gr ound poi nt up t hr ough GRCO and RE3A. The
current then divides into t he t wo circuit branches.
Part of the current flows t hr ough GR to right bank
neutral, which picks up GR, and t he remai nder
flows t hr ough RE3B to left bank neutral. Fr om the
neutral poi nt s, t he current flows t hr ough whichever
mai n gener at or phase wi ndi ng in each bank is at the
most positive voltage level with respect to neutral,
follows t he positive bus and ret urns t o t he center
poi nt of GRI D D, compl et i ng its pat h.
Grid
Current
Flow

! !
MB
O ~ 0
[ l I , J
MB P3
3 O
| J
MB
, l l
RE GRID B RE GRID B RE GRID C RE GRID C
RE GRIDD RE GRIDD RE GRI DA REGRI DAJ
o o
I M
B
Left
+
o
h A I
I RE3B
I
I
_ ~ o~ I
Bank
0
BR.1
' M B
Negi ti ve
1 I ~, 4 j [ | l
P4 ~ MB
g . -
(
( ~ Represents All
Traction Motor Fields
t BR1
Positive
RE3C BR1
C R4
CR~", I/ CRa
v
GRCO
i
' I T
I
I
' o 2 ~ [ : : 4 -
I
I
J
O
Right
Bank
2 8 7 5 7
Ground/Faul t Detection Circuit I
Fi g. AR10-1 9 - Gr ound Det ect i on Syst em Cur r ent Fl ow Wi t h Gr ound Mor e Posi t i ve
Than Mai n Generat or Posi t i ve Bus
7A-ARI0-18 16S984
Sect i on 7A - ARI 0
If a gr ound a ppe a r s t o t he left of GRI D D,
Fig. AR10-20, the gr ound poi nt in t he detection
circuit is negat i ve wi t h respect t o the mai n generat or
posi t i ve bus. Thi s causes current t o f l ow f r om main
gener at or posi t i ve bus (cent er poi nt of GRI D D)
t hr ough the t r act i on mot or fields to mai n generat or
negat i ve bus. The cur r ent t hen di vi des i nt o the t wo
di ode banks. Fr om t he banks, the cur r ent flows t o
neut ral t hr ough whi chever mai n gener at or phase
wi ndi ng in each bank is at the most negat i ve voltage
level wi t h r e s pe c t t o neut r al . F r o m r i ght ba nk
neutral the cur r ent flows t hr ough GR picking up
GR where it j oi ns t he current f r om left bank neut ral
which had passed t hr ough RE3B.
This combi ned cur r ent then f l ows down t hr ough
RE3A and GRCO t o the gr ound poi nt , ret urns t o
the grid circuit, and fol l ows the nor mal grid current
flow t o compl et e its pat h to t he cent er poi nt of
GRI D D.
I J
MB
I I I I
MB P3
I i
MB
RE GRID B RE GRID B RE GRID C RE GRID C
~ G~, D D R~ GR,D ~ R
,L 1 o o T o o o
"~" ?MB* ' MB' ~ ' P4' ~ LMB'
BR1 ~
Negative _ ~ _ _
-- ~ e p r e s e n t s All
Positive 7 ~ - ~
- - ~ c - - - 7 R T - i , r ~ - ~ l
' CR4 ~ A
RE3B
Lefn~k I __~ G r o u n d / F a u l t D e te c tio n C i r c u l t I
J
I I ,
2 8 7 5 8
F i g . A RI O- 2 0 - Gr ound Detection System Cur r ent Fl ow Wi t h Gr ound
Less Posi t i ve Than Mai n Generator Posi ti ve Bus
16S984 7 A - A R 1 0 - 1 9
Section 7A - ARI0
Dur i ng power operat i on, the gr ound det ect i on
system has a ground relay pickup sensitivity rating
of 1.00 ampere. This rating means that a ground or
insulation leakage to ground that permits a current
flow of 1.00 ampere to ground should operate the
ground/fault detection system.
Dur i ng braki ng, the addi t i on of resistor RE3C
recalibrates the detection circuit pickup sensitivity
to compensate for the type of grid insulation used.
The cur r ent flow requi red to pick up GR is
appr oxi mat el y 0.750 ampere, whi ch produces a
voltage drop of approximately 49.5 volts between
ri ght bank neut ral and the gr ound point. The
cur r ent flow between the left bank neut ral and
ground will be 49.5 volts divided by 60 ohms or
approximately 0.825 ampere. Therefore, the total
l eakage cur r ent requi red }rom a grid ground to
operate GR is equal to 0.750 plus 0.825 or approx-
imately 1.6 amperes.
In addi t i on to the circuit operat i ons previ ousl y
described in the paragraph entitled OPERATION,
the braki ng grid ground prot ect i on circuit,
Fig. ARI0-21, performs another function. A set of
interlock contacts on the GFD relay are connected
in the B contactor coil feed circuit. Dropout of GFD
therefore also causes the B contactor to drop out,
disconnecting the traction motor fields from the
main generator.
When the ground protection system is used to detect
dynami c brake grid grounds, the annunci at or
module applied to the locomotive contains a D.B.
GRD display. Interlocks on the GFA contactor,
which is energized during power operation and de-
energi zed duri ng braki ng, are used to select the
proper annunci at or display - either GROUND
RELAY or D.B. GRD.
\ \ \
I I I
I r
I I I
, , r
' ' , , : , I
7 :
o
( J >
8
I
I
I
I
I
J
I
< > U
/
P o s i t i v e
\
~ e t "
/
Negative
\ \
~25
1
( . 9
u J
i i
, ~ "~" ~ _
2 8 6 5 5
Fig.AR1 0-21 - Ground Relay Protection Circuit Wi th Dynamic Brake Grid Ground Option,
Simplified Schematic Diagram
7A-AR 10-20 16S984
EL ECTRO- MOTI VE
LOCOMOTI VE
SERVI CE MA N U A L
D1 8 ALTERNATOR
S E C T I O N
7
P A R T A - D 1 8
The D18 al t ernat or, Fig. DI S- l , is a variable
frequency, variable voltage, rotating field, stationary
armature, three phase wye connected AC generator
wi t h a rat i ng of 250 KVA at 0.8 power factor.
Nominal output of the DI8 alternator is 215 volts at
120 cycles per second when the diesel engine is
rotating at a speed of 900 RPM. The D 18 alternator
is physically connected to, but electrically independent
of the main generator. The DI8 alternator and main
generator rotating assembly is directly coupled to
the crankshaft of the diesel engine.
The D 18 alternator provides power for the inertial
filter bl ower mot or, r adi at or bl ower mot ors,
excitation for the main generator, and for various
control circuits. The maximum output of the Dl 8
alternator is approximately 19 amperes for each
ampere of field excitation. The auxiliary generator
provides approximately 31 amperes of field excitation
current to the DI8 alternator when the field is hot.
The 31 amperes of field exci t at i on current is
determined by dividing the nominal output voltage
of the auxiliary generator (74 volts) by the nominal
hot resi st ance of the D 18 al t er nat or field (2.40
ohms). The D 18 alternator can provide an output of
a ppr oxi ma t e l y 600 a mpe r e s wi t h t he
31 amperes of field excitation. There are no controls
in the D18 alternator excitation circuit. Therefore,
the D18 alternator will be excited and developing
power whenever the diesel engine is running.
Fig.D1 8-1 - D1 8 Al t er nat or
27130
16S984 7A-D18-1
ELECTRO-MOTIVE
L O C O M O T I V E
S E R V I C E M A N U A L
V OL T A GE R E GU L A T OR MODUL E , V R
SECTI ON
7
PART A- VR
I NTRODUCTI ON
The voltage regulator module VR is a solid-state
voltage regulator designed to maintain output
voltage of the auxiliary generator to within -+1
volt of the "set point. " The VR module is
usually adjusted for a nominal out put voltage of
74 volts from the auxiliary generator, but can be
adjusted for any out put between 71 and 77 volts.
The VR module will maintain the output to
within -1 volt of the "set poi nt " at auxiliary
generator rotating speeds between 825 and 3,000
RPM, at any load between no load and full rated
load and within a temperature range of - 40 C. to
+80 C.
The VR module contains a starting circuit, a
detector circuit, a power circuit, and an oscillator
circuit. A simplified schematic diagram of a typ-
ical VR module, Fig. VR-I, should be used for
reference only. The locomotive wiring diagram
should be used when performing troubleshooting
or maintenance.
The output voltage of the auxiliary generator is
regulated by opening and closing the power cir-
cuit to the generator field. This is accomplished
by controlling conduction of the silicon con-
trolled rectifier SCRI. Conduct i on of SCRI is
controlled by the detector circuit and the oscil-
lator circuit. SCR1 is gated on by the det ect or
circuit if the out put voltage of the generator is
below the "set poi nt . " After being turned on
SCR1 will continue to conduct until a positive
pulse is applied to its cathode. The oscillator
circuit provides a positive pulse to the cathode of
SCR1 once during each cycle of oscillation. SCRI
V RI O MODUL E
R7
100 ~
RH1
Aux.
Gen, I
T
11 SR
SR 21~ [>
3 9 v
/SCRI ~"TSCR2 ~7 D2
_L_ c . ,
_ CA3 D 1 I ~
D 3
L ~ ~ ~ . . . . . . . . . .
CA2
3~ Q l.~ R 6
G A ,@.
G~ Scs~ \ ~ > \ x ~ ~ / , . , ~- /
I
w
t
[
Fig. VR-1 - Voltage Regulator Module, Simplified Schematic Diagram
20184
1 6 S 6 7 9 7 A - V R 1
Sect i on 7A - VR
will remai n of f i f t he out put voltage of the
gener at or is above t he "set poi nt " when t he
posi t i ve pulse is recei ved from the oscillator. If
t he out put is bel ow t he "set poi nt " SCRI will be
t ur ned on by t he det ect or circuit as soon as the
posi t i ve pulse f r om t he oscillator is removed.
The positive pul ses f r om t he oscillator ci rcui t
occur of t en enough t o prevent any not i ceabl e
di fference in field st r engt h bet ween pulses. When
SCR1 is t ur ned of f , generat or field t ends t o
collapse, however , t he current generated by the
decayi ng field f l ows t hrough di ode D3 causing a
gradual decay i nst ead of a sudden collapse. The
gradual decay of t he field, frequency of oscil-
l at i ons from t he osci l l at or, and the response of
t he det ect or and powe r circuits result in a st abl e
out put from t he auxi l i ary generator.
S T A R T I N G C I R C U I T , Fig. V R - 2
The starting ci rcui t consists of a starting relay SR
wi t h t wo set s of nor mal l y closed contacts. The
SR coil is c onne c t e d t o the out put of the aux-
iliary generat or. The SR cont act s, in series wi t h
t he auxi l i ary gener at or field, is also connect ed t o
t he out put o f t he auxi l i ary generator.
During normal oper at i on, exci t at i on cur r ent t o
t he field is suppl i ed t hrough a silicon cont rol l ed
rectifier SCR1. However , during st art up gener-
at or exci t at i on is provi ded by residual magnet i sm
and the out put is not large enough t o cause turn
on of SCR1. Ther ef or e, t he nor mal l y closed
cont act s of SR are connect ed so t hat SCR1 is
bypassed duri ng vol t age build up. The SR relay is
designed t o pi ck up aft er the gener at or out put
voltage is large enough t o turn on SCR1. Af t er
pi ckup of SR t he bypas s circuit is open and
exci t at i on t o the field is supplied t hrough SCRl .
D E T E C T O R C I R C U I T , Fig. V R - 3
The det ect or ci rcui t consists of a silicon cont rol l ed
swi t ch SCSI and a voltage divider consisting of
resi st or RE7, r heost at RH1, and a zener di ode
bridge circuit wi t h t emper at ur e compensat i ng
resistors.
The silicon cont r ol l ed switch SCSI remai ns of f
until forward bias is applied bet ween t he anode
and cat hode and a negative pot ent i al is appl i ed t o
the anode gat e in respect t o t he anode. Af t er
conduct i on st art s t he anode gate loses cont rol
and conduct i on will cont i nue as l ong as t he
anode is positive in respect t o the cat hode.
4-
VR10 MODULE
R 7
100 ~
R H 1
39V
A u x
Gen I
SR
1
11
;o3
IR6
Z3
~
D2 { ~ G A ~ ~ ~ "/"
,%
C
Fig. VR- 2 - Voltage Regul at or Starting Circuit, Simplified Schemat i c Diagram
7A-V R2 17S275
Section 7A - VR
!
+
sR '-2
C R I
Gen. ,
'(Z>
I
' @
1
V R I O M O D U L E
2
CA:
D3
P7
3 9 V
' D2
100~
RH1
G scs~ ~. ~ ' I X\ ~2 P~.
CA1
Fig. VR-3 - Voltage Regulator Detector Circuit, Simplified Schematic Diagram
2 0 1 8 6
The gating signal, potential between anode "A"
and anode gate "GA" is provided by the zener
bridge. The zener bridge is balanced, potential at
"X" is equal to the potential at "Y," when
out put voltage of the generator is at the "set
poi nt . " When the bridge is balanced, potential at
the anode is equal to the potential at the anode
gate and no gating signal is applied to SCS1.
If generator out put voltage decreases, the bridge
will become unbalanced. The potential at "Y"
decreases and the potential at "X" will remain
almost constant. The decrease in potential at "Y"
with respect to "X" places a negative potential
on the anode gate in respect to the anode. This
causes SCS1 to conduct. Conduction of SCS1
places a positive potential on the gate of SCRI
causing SCR1 to conduct.
Conduction of SCR1 causes the potential on its
cathode to rise to a value which is almost equal
to the positive potential of the generator. This
positive potential places reverse bias on SCSI
causing SCS1 to turn off. SCR1 continues to
conduct until the oscillator circuit places reverse
bias on SCR1. Reverse bias from the oscillator
circuit results in turn off of SCR1, but SCSI will
apply a gating signal to SCRI causing turn on if
the anode gate of SCSI is still negative with
respect to the anode of SCSI. This process
continues until out put voltage of the generator
rises to the "set point. " The bridge is balanced
when generator output voltage reaches the "set
poi nt " and no gating signal is applied to SCS1 or
to SCR1. Therefore, the detector circuit tends to
maintain generator output voltage at the "set
poi nt . "
Negative temperature coefficient resistors, RT1
and RT2, are used in the bridge circuit to provide
thermal compensation. The resistance of RT1 and
RT2 decreases as temperature increases, whereas
resistance of R2, R3, R4, R7, and RH1 increases
as temperature increases. Therefore, the decrease
in resistance of RTI and RT2 compensates for
increase in resistance R2, R3, R4, R5, R7, and
RH1 as temperature increases and the increase in
resistance of RT1 and RT2 compensates for a
decrease in resistance as temperature decreases.
1 7 S2 7 5 7A-VR3
S e c t i o n 7 A - V R
GE N E R A T OR F I E L D E X C I T A T I ON
POWER CI RCUI T , Fig. VR- 4
Excitation current for the auxiliary generator
field is supplied through the silicon controlled
rectifier SCRI. SCR1 is t urned on by conduction
of SCSI in the detector circuit when the outpu!
voltage of the generator falls below the "set
poi nt " of the voltage regulator. After turn on,
SCRI continues to conduct until a positive pulse
from the oscillator circuit applies reverse bias to
SCR 1 .
This positive pulse from the oscillator circuit
results in turn off of SCRI. However, SCSI in
the detector circuit will apply a gating pulse to
SCR1 causing turn on, as soon as the positive
pulse is removed, if generator out put ~oltage is
below the "set poi nt . " When out put voltage is
equal to or greater than the "set point, " SCS1
will not conduct and no gating pulse is applied to
SCR1 until the out put voltage falls below the
"set point. "
The generator field tendb to collapse when SCRI
is turned off. However, self inductance of the
field induces a voltage into the field windings
which causes current flow through diode D3 and
results in a gradual decay of the field instead of a
sudden collapse. The gradual decay of the field,
frequency of oscillations from the oscillator, and
the response of the det ect or and power circuits
result in a stable out put from the auxiliary
generator.
| . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
i ~ ,oo.o
J V R I O M O D U L E
- - RH1
R7
CR1
A ~ * I " k l I
' i f - - ~ !
, L . ~ ~-~
i
_
5
1 R Z3
SCR2 Z 02
i -~'
! N I R 6
D~
K
Cr>SGA I "
777".
l..-" ~ <" ( \ ~ ' o ' < , ~ / " <
s c s , ~ . , / ~ @ / ~
G c
J
:.
L
_J
Fig. VR-4 -- Voltage Regulator Power Circuit, Simplified Schematic Diagram
2 0 1 8 7
7A-VR4 1 7 S 2 7 5
O S C I L L A T O R C I R C U I T , F i g . V R - 5
Af t er SCR] st ar t s c o n d u c t i n g it cont i nues t o
c o n d u c t unt i l tile c a t hode becomes posi t i ve wi t h
r espect t o t he anode. I f SCR1 r emai ned on, tile
o u t p u t vol t age of t he ge ne r a t or woukt incre,tsc t o
t he s at ur at i on level. The osci l l at or ci rcui t con-
si st i ng of si l i con c ont r ol l e d r ect i f i er S( ' R2, di ode
D2. z e ne r di ode Z3. c a pa c i t or CA2. and resi st or
R6 pr ovi des a posi t i ve pul se to tile cat hode of
SCRI once dur i ng each osci l l at i on. Thes e posi t i ve
pulses f r om t he os ci l l at or appl y reverse bias at
i nt er val s or" t hr ee milli~;econds or less causi ng
SCRI t o t ur n of f . SCRI will be t ur ned on again
by a pul se f r om SCS1 in t he d e t e c t o r circuit if
t he o u t p u t vol t age of t he gener at or is below t he
"set p o i n t " when t he posi t i ve pulse is r emoved
f r om t he c a t hode of SCR] . I f l he o u t p u t vol t age
of t he gener at or is equal t o or gr eat er t ha n t he
"s et p o i n t . " SCSI in t he d e t e c t o r ci r cui t remai ns
o f f and no gat i ng pul se is appl i ed t o turn on
SCR 1 .
Sect i on 7 A- VR
Assume t hat SCRI is c onduc t i ng and capaci t or
CA2 has u posi t i ve char ge of 74 vol t s on pl at e 1
in r espect t o pl at e 2. Zener di ode Z3 fi res and
appl i es a posi t i ve pul se t o t he gate of SCR2. Thi s
posi t i ve pul se causes S( ' R2 t o t urn on. Tur n on
of SCR2 causes t he vol t age on t he c a t hode o f
S( ' R2 and on pl at e 2 o f CA2 t o rise t o appr oxi -
mat el y 74 vol t s. Thi s f or ces Z3 t o cut o f f and
r emoves t he gat i ng signal, but SCR2 will c ont i nue
t o c onduc t as l ong as tile anode is posi t i ve wi t h
rcspcc! tO the c a t hode .
The s udden i ncrease in vol t age on pl at e 2 of CA2
causes a c or r e s pondi ng mo me n t a r y i ncrease in t he
vol t age on pl at e 1 and on t he c a t hode of SCRI .
The reason f or t he mo me n t a r y i ncrease in vol t age
on pl at e 1 of CA2 is t hat t he di f f er ence in t he
vol t age across t he pl at es c a nnot change i nst ant a-
neousl y. The r e f or e , t he vol t age on pl at e 1 and on
t he c a t hode of SCR1 i ncreases t o a val ue hi gher
t han tile o u t p u t vol t age o f t he gener at or . Thi s
resul t s in t urn o f f o f SCR1 and per mi t s capaci t or
CA2 t o charge up so t hat pl at e 2 is posi t i ve wi t h
G
A U X .
Gen.
i I m
I
SR c
V R I O M O D U L E
Gc
RE7
39V
Z3
D2
SCS1
I 0 0 ~
RH1
D 3
I
!
I
I
I
I
I
I
I
I
I
' I
) , - I
I
I
CA I IIii
I
I
I
2 0 1 8 8
Fig. VR- 5 - Vol t age Regul at or Osci l l at or Ci r cui t , Si mpl i f i ed Sc he ma t i c Di agram
17S275 7A- VR5
Sect i on 7A - VR
r es pect t o pl at e l . SCRI will t ur n on again as
s oon as t he c a t hode is negat i ve wi t h r espect t o
t he a node pr ovi ded SCSI a ppl i e s a gat i ng signal
t o t he gat e o f SCR1.
The aver age nomi nal o u t p u t vol t age o f t he gener -
a t or is 74 vol t s, but t he act ual o u t p u t cont ai ns
c o mmu t a t i o n r i ppl es t hat rise a bove and fall
bel ow t he 74 vol t val ue. With SCR2 t ur ne d on
CA2 will char ge up t o a val ue ne a r t he peak of
t he c o mmu t a t i o n r i ppl e. SCR2 will be reversed
bi ased causi ng t ur n o f f when t he ge ne r a t or out -
put falls bel ow t he val ue o f t he char ge on CA2.
Ca pa c i t or CA2 di scharges t hr ough R6 when SCR2
is t ur ne d of f .
Ze ne r di ode Z3 t ur ns on whe n t he char ge on
CA2 falls bel ow 39 vol t s. Tu r n on o f Z3 resul t s
in a r epeat o f t he cycl e. The cycl e is r epeat ed at
i nt er val s o f 3 mi l l i seconds or less.
7A-VR6 12S172
ELECTRO-MOTIVE
LOCOMOTI VE
SERVICE MANUAL
VOLTAGE REGULATOR MODULE,
V R 1 1 ( S P E C I A L O R D E R )
SECTION
7
PART A- VR11
i
INTRODUCTION
The vol t age regulator modul e VR11 is a solid
state vol tage regulator desi gned t o maintain out -
put vol t age o f the three-phase AC auxiliary gener-
ator at 55 V AC. This 55 V AC out put voltage is
appl i ed t o a three-phase ful l -wave rectifier to
provi de 74 V DC f or cont rol circuits, battery
charging, and exci t at i on for t he D1 4 alternator.
Descri pt i on o f the AC auxi l i ary generator is pro-
vi ded in Sect i on 7 Part A- ACAG.
The VR11 modul e cont ai ns a starting circuit, a
de t e c t or circuit, and a po we r circuit. A si mpl i fi ed
s chemat i c diagram o f a typi cal VRI 1 modul e ,
Fig. VR- 1, is provi ded f or reference onl y. The
l oc omot i ve wiring diagram shoul d be used whe n
perf ormi ng t r oubl e s hoot i ng or mai nt enance.
V OL T A GE R E GU L A T OR MOD U L E V R l l
D 2
3
i-pA
| v v w
SR
Aux. Ge n . F i e l d
I 6 Amp CB
i i - 3
C R B C
' ' - - - - - - - ' J - L _ ~ . , , v . C o n t r o l
I P Owe r
I, C R A G . . ~ f ~ Positive
~)
1
I
I
I
- - - - A C
- - 5 ~ Xu~x. Gen.
k J Pi l ot
I ~ E ' x c h e r
I - - - - . . . . . - -
C o n t r o l P o we r Negative
Fig. VR-1 -- Voltage Regul at or Module VRl l ,
Simplified Schemat i c Diagram
2 2 4 8 9
16S679 7A-VR1 1-1
Sect i on 7A-VR11
OPERATI ON
The starting ci rcui t consists of a starting rel ay SR
wi t h t wo parallel connect ed normal l y closed con-
tacts. The SR coil is connect ed across t he rect i -
fied out put of t he AC auxiliary generat or. The
SR cont act s, in series with t he field of t he AC
auxiliary gener at or pi l ot exci t er and a 10 ohm
resistor, are also connect ed across t he r ect i f i ed
out put of t he AC auxiliary generat or.
During normal operat i on, t he SR cont act s are
open and exci t at i on cur r ent for t he pi l ot exci t er
field is supplied t hr ough transistors Q4 and Q5.
However, duri ng start up, initial exci t at i on is
provi ded by residual magnet i sm and t he initial
out put voltage is very small. Therefore, t he nor-
maUy closed SR cont act s provide a low resi st ance
pat h f or cur r ent flow t o t he field o f t he AC
auxiliary gener at or pilot exci t er. This cur r ent
flow aids t he residual magnet i sm whi ch resul t s in
a larger out put voltage f r om t he AC auxi l i ary
generat or. This increased voltage results in an
increase in field exci t at i on whi ch, in t ur n, results
in a larger out put voltage and anot her i ncrease in
exci t at i on current . This positive f eedback resul t s
in a rapid bui l dup of out put voltage f r om t he AC
auxi l i ary generat or.
As out put voltage increases, t he det ect or ci rcui t
operat es t o t ur n on transistors Q1, Q2, Q3, Q4
and Q5. Tur n on of Q4 and Q5 provi des a
parallel pat h t o t he pilot exci t er field. St ar t i ng
rel ay SR picks up when t he out put voltage rises
t o about 35 t o 45 volts. Pi ckup of SR opens t he
nor mal l y closed SR cont act s so t hat all exci t at i on
cur r ent t o t he pi l ot exci t er field is pr ovi ded
t hr ough Q4 and Q5. Suppression rect i fi er CR1
suppresses arcing when t he SR cont act s open.
CR1 also pr ot ect s Q4 and Q5 by suppressi ng
voltage spikes.
The det ect or ci rcui t consists of R1, R2, R3,
RH 1, Z 1, DI , and t ransi st or Q 1. Resistor R4 and
capaci t or CA1 r educe t he ripple magni t ude of t he
voltage applied t o t he det ect or circuit. Rheost at
RH1 is adjusted t o obt ai n an out put voltage of
74 V DC bet ween modul e recept acl es 1 positive
and 14 negative. This out put voltage may be
increased by adj ust i ng RH1 clockwise or de-
creased by adjusting RH1 count ercl ockwi se. The
nomi nal set poi nt is 74 V DC. The t hree-phase
rect i fi ed out put is not smoot h 74 V DC, but
cont ai ns small ripples i ndi cat ed in Fig. VR-2. The
ripple magni t ude shown in Fig. VR-2 is not
i nt ended to show t he act ual tipple magni t ude.
Zener diode Z1 in series wi t h R1 mai nt ai ns a
const ant 49. 6 V DC at t he base o f QI . The
voltage at t he emi t t er of Q1 is pr opor t i onal t o
t he rectified out put of t he AC auxi l i ary gener-
at or. However, t he magni t ude of t he ripple volt-
age is reduced by t he act i on of R4 and CA1.
During normal oper at i on, and with a const ant
l oad applied t o t he auxiliary generat or, t he volt-
age at t he base and emi t t er of Q1 will be as
represent ed in Fig. VR-2. Transistor Q1 is for-
ward biased when t he voltage at t he emi t t er falls
bel ow 49.6 V DC. Tur n on of Q1 provi des a pat h
f or current flow f r om modul e recept acl e 1
t hr ough R6, R5, Q1, t he l ower por t i on of RH1,
and R3 to negative at modul e recept acl e 14.
The voltage drop across R6 decreases t he pot en-
tial at the base of Q2 whi ch provides forward
bias for Q2. Tur n on of Q2 provides f or war d bias
f or Q3 by appl yi ng a positive pot ent i al at t he
base of Q3. Tur n on of Q3 provides f or war d bias
f or Q4 and Q5 appl yi ng a positive pot ent i al at
t he base of Q4 and Q5. Turn on of Q4 and Q5
provides a pat h f or pilot exci t er exci t at i on cur-
r ent from modul e recept acl e 1, t hr ough Q4 and
Q5 t o modul e recept acl e 8, t hen t hr ough t he 10
ohm resistor and t he pilot exci t er field t o
negative.
Transistor Q1 becomes reverse biased when t he
voltage at t he emi t t er rises above 49. 6 V DC.
Tur n of f of Q I bl ocks current flow t hr ough R6
whi ch removes f or war d bias from Q2. Tur n of f of
Q2 removes forward bias from Q3, Q4 and Q5.
Tur n of f of Q4 and Q5 blocks exci t at i on cur r ent
t o t he pilot exci t er field. Therefore, exci t at i on t o
t he pilot exci t er field is applied in pulses r at her
t han cont i nuous. However, these pulses of excita-
t i on current occur whenever t he voltage at t he
emi t t er of Q1 falls bel ow 49.6 volts. This nor-
mal l y occurs each t i me t he tipple decreases f r om
its peak value t o its mi ni mum value. I nduct ance
of t he pilot exci t er field smoot hs t hese pulses so
t hat field st rengt h is essentially const ant , and t he
average DC voltage is mai nt ai ned at 74 volts.
A large sudden i ncrease in the load applied to t he
AC auxiliary gener at or or a sudden decrease in
RPM results in a t empor ar y decrease in out put
voltage of t he AC auxiliary generat or. This may
result in t he peak of t he tipple voltage at t he
emi t t er of QI t o fall below 49. 6 volts. In this
case Q I may remai n on for t wo or t hr ee cycl es
of tipple voltage t o provide the necessary increase
in exci t at i on requi red for t he increase in load
cur r ent or for a decrease in RPM.
7A-VR11-2 16s1077
Section 7A-VR1 1
7 4 V D C - -
7 0 V D C . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . Rect i f i L, ~cl . . . . . . . . .
k - - . ~ " " - ' ~ - - ~ - - ' ~ " ' ~ . ~ ~ ' - " ~ - - ~ " - ~ - - ~ - - k - - ' ~ - - . . ~ A u x . G e n .
" I n c l u d i n g . "
. R i p p l e .
60 V DC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
' P e a k . . . .
. . . . . . . . . . . " . R i p p i e l "
~ - - - - - ~ A t E m i t t e r
4 9 . 6 V D C \
O f Q1
A t B a s e O f .......... " V a l l e y . I . . . . . . . . . . . . . i . i . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Q1 . . . . . . . . . . . . . . . . .
4 0 V D C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
20960
Fig. VR-2 -- Representation Of Rectified AC
Auxiliary Generator Output Voltage,
Including Ripple
A large sudden decrease in the load applied to
the AC auxiliary generator or a sudden increase
in RPM results in a temporary increase in out put
voltage of the AC auxiliary generator. This may
result in the valley of the ripple voltage at the
emitter of QI to rise above 49.6 volts. In this
case Q1 remains off for two or three cycles of
ripple voltage to provide the necessary decrease in
excitation current required for the decrease in
load current or for the increase in RPM.
Each phase of the three-phase AC auxiliary gener-
ator output voltage is connected between two
module receptacles. One phase is connected be-
tween receptacles 6 and 10. The other phases are
connected between receptacles 6 and 4, and
receptacles 4 and 10. Module receptacles 4, 6,
and 10 are connected to module test jacks 4, 6,
and 10 so that auxiliary generator AC out put
may be measured at the test jacks on the module
face plate. This voltage should be approximately
55 volts AC during normal operation.
Rectified out put of the AC auxiliary generator is
connected to module receptacles 1 positive and
14 negative. Therefore. rectified out put of the
AC auxiliary generator may be measured at test
jacks 1 positive and 14 negative on the module
face plate. This voltage should be approximately
74 V DC during normal operation.
CAUTION: The voltage regulator module should
not be removed while the engine is
running. Removing the voltage regu-
lator module while the engine is run-
ning will cause arcing at the module
connector and may result in damage
to the module.
16S1077 7A-VR1 1-3
ELECTRO-M OTIVE
i
LOCOMOTIVE
SERVICE MANUAL
EXCI TATI ON AND POWER CONTROL
SECTION
7
PART B
I NTRODUCTI ON
SYSTEM
This sect i on provides a general descri pt i on of t he
exci t at i on and power cont r ol syst em. Descri pt i on
o f t he syst em is fol l owed by a detailed des-
cri pt i on of typical modul es and assemblies used
in the syst em. Simplified schemat i c diagrams of
t he modul es are provided for conveni ent refer-
ence. The l ocomot i ve wiring diagram should be
u s e d wh e n per f or mi ng t r oubl eshoot i ng or
mai nt enance.
GENERAL DESCRIPTION
A f l ow diagram of t he exci t at i on and power
cont r ol syst em is provi ded in Fig. 7B-1. Electrical
power and electrical cont r ol signals are repre-
sent ed in t he flow diagram by s o l i d inter-
connect i ng lines. Mechanical and hydraul i c signals
are r epr esent ed by br oken i nt erconnect i ng lines.
The vol t age reference regul at or VRR, located in
t he TH modul e, and t he t hr ot t l e swi t ches receive
74 volts DC i nput from t he auxiliary generator.
The 74 vol t s applied t o t he t hrot t l e switches is
used t o energize the speed set t i ng sol enoi ds in t he
engine speed governor and t o energize t he
t hr ot t l e response relays l ocat ed in t he t hrot t l e
response circuit of the TH modul e.
The speed setting sol enoi ds in the engine speed
gover nor are energized i ndi vi dual l y or in combina-
t i on dependi ng upon t hr ot t l e posi t i on. The speed
set t i ng sol enoi ds change t he speed characteristics
o f t he engine speed governor so t hat t he governor
will mai nt ai n a di fferent engine speed for each
t hr ot t l e posi t i on. The nomi nal engine speed f or
each t hr ot t l e position is given in Fig. 7B-1.
The t hr ot t l e response relays, l ocat ed in t he
t hr ot t l e response circuit of t he TH modul e, are
energi zed individually or in combi nat i on depend-
ing upon t hr ot t l e position. The t hrot t l e response
rel ays cont r ol the magni t ude of the reference
signal out put from the t hr ot t l e response circuit.
Thi s is accompl i shed by short i ng out resistance in
t he t hr ot t l e response circuit.
The voltage reference regul at or VRR provi des a
very stable 68 volts DC out put t o t he t hr ot t l e
response circuit and t o t he sensor bypass modul e
SB.
The t hr ot t l e response circuit of t he TH modul e
provides an out put reference signal rel at ed t o
t hr ot t l e posi t i on. The nomi nal value o f t he
t hr ot t l e response circuit out put reference signal
for each t hrot t l e posi t i on is given in Fig. 7B-1.
The reference signal from the t hr ot t l e response
circuit is applied t o t he load regul at or assembl y
LR, t hrough the rate cont r ol modul e RC. The
rate cont rol modul e limits the rate of change in
t he reference signal. Limiting t he rate of change
results in a fast, but smoot h, increase or decrease
in t he reference signal as t he t hr ot t l e posi t i on is
changed. The reference signal is also decreased as
it passes t hrough the rate cont r ol modul e. An
i nput reference signal of 68 volts DC t o t he rat e
cont rol modul e, in t hrot t l e 8 posi t i on, provi des
an out put reference signal of 50 volts t o t he l oad
regulator. The nomi nal value of t he rat e cont r ol
reference signal from t he RC modul e f or each
t hr ot t l e position is given in Fig. 7B-1.
The reference signal from LR is appl i ed t o the
sensor bypass modul e SB as an i nput to t he
exci t at i on and power cont rol servo l oop consist-
ing of the sensor bypass modul e SB, t he genera-
t or exci t at i on current regul at or modul e GX, t he
generat or voltage regul at or modul e GV, sensor
modul e SE, silicon cont rol l ed rectifier SCR, main
generat or, current t ransformer CT, gener at or
pot ent i al t ransformer GPT, and t he per f or mance
cont rol modul e PF. Exci t at i on t o the mai n gener-
at or is det ermi ned by t he reference signal from
the load regul at or LR. The LR wi per arm posi-
tion is cont rol l ed by the engine speed gover nor so
t hat the load on the diesel engine as well as
engine RPM is det ermi ned by t hrot t l e posi t i on.
16S679 7B-1
. . . j
/3
+74 Vol t s
T
_ _ _ L T H MODULE
' VOLTAGE REFERENCE'
l, REGULATOR ',
I VRR I
I I
t
J
THROTTLE LEVER
SWITCHES
THROTTLE
POSITION
(Basi c) L o w I dl e
" ( Speci al ) Low I dl e
( Nor mal ) IDLE
1
2
3
4
5
6
7
8
645E3B 645E3C TH14 "RC12
ENGINE ENGINE OUTPUT OUTPUT
RPM RPM
255 235 0 . 0 0. 0
2 0 0 200 0.O 0. 0
3 1 8 318 O.O 0. 0
3 1 8 3 1 8 10. 9 8. 45
3 8 8 388 21. 6 16. 20
4 9 7 497 28. 6 21. 30
5 7 0 570 35. 7 26. 50
655 655 4 3 . 3 32. 00
7 3 0 730 51. 2 37. 80
8 2 9 829 61. 4 4 5 . 2 0
9 0 4 9 0 4 68. 0 50. 00
" When Equi pped Ap p r o x i ma t e No mi n a l Val ues
Wi t h SB Modul e Di sconnect ed
Or Dur i ng Nor mal Road Oper at i on
. . . . - ~ - ; ; v o , , ~ -
;
t HROTTLE R E S P O N S E ~ ,
1 ' l "
RATE
CONTROL
MODULE
RC
Negative
Part Of
SB Modul e
Part Of
WS Modul e
i
EN O N ESPEEO t t
GOVERNOR . . . . FUEL INJECTORS
[
GENERATOR
EXCITATION
CURRENT
REGULATOR
MODULE
GX
. . . . . t
GENERATOR
VOLTAGE
REGULATOR
MODULE
GV
~ _ ~ E MODULE
MA 1, 2&3
- V - V - V - - -
DIESEL ENGINE
I CONTROL |' " '
MODULE | Vo l t a g e ,~
/ Feedback 3
PF ] Si gnal
MAI N I
GENERATOR
Cur r ent
Feedback CT ~
I l
To Tr act i on Mot or s
Gat i ng Pul ses
Fr om D14 Al t e r n a t o r
.1 2
I SCR
Fi g. 7B- 1 - Exci t at i on An d Power Cont r ol Syst em, Si mpl i f i ed Fl ow Di agr am
2 8 6 5 6
i,.= o
O
..,j
=0
The SB modul e compares t he i nput reference
signal wi t h feedback signals which are propor-
tional t o main generat or o u t p u t . Main generator
out put is sensed by a current t ransformer CT and
gener at or pot ent i al t ransformer GPT1. Current
t r ansf or mer CT provides a feedback signal to the
per f or mance cont rol modul e PF, proport i onal to
main gener at or out put current. The generator
pot ent i al t ransformer GPTI provi des a feedback
signal t o the performance cont r ol modul e PF,
pr opor t i onal to main generat or out put voltage.
Some l ocomot i ves are equi pped wi t h a second
pot ent i al t ransformer GPT2. The current feed-
back signal and the voltage f eedback signal from
GPT1 are combi ned by the PF modul e t o provide
a powe r cont rol f eedback signal. When applicable,
a per f or mance cont rol f eedback signal is obt ai ned
by combi ni ng the voltage f eedback signal from
GPT2 wi t h the current f eedback signal. Both the
power cont r ol f eedback signal and t he perform-
ance cont r ol f eedback signal are proport i onal t o
main generat or voltage and main generator
current . However, t he power cont r ol feedback
signal is smaller t han the per f or mance cont rol
f eedback signal during low current , high voltage
oper at i on. The performance cont r ol feedback
signal is smaller t han t he power cont r ol feedback
signal duri ng low voltage high current operation.
The t wo signals are applied t o the sensor bypass
modul e SB.
The SB modul e compares t he reference signal
f r om t he l oad regul at or wi t h t he f eedback signals
from t he PF modul e. The load regul at or reference
signal is relatively const ant f or a given t hrot t l e
posi t i on, provi ded operat i ng condi t i ons such as
t rack, terrain, al t i t ude, t emperat ure, and fuel are
const ant . However, t he f eedback signals contain
ri ppl es having peaks and valleys. Transistor Q1 of
the SB modul e, Fig. 7B-l , is forward biased
whenever i nst ant aneous value of t he reference
signal is larger than t he i nst ant aneous value of
ei t her o f t he f eedback signals. Ther ef or e, Q1 will
be f or war d biased at intervals even when the
average value of t he reference signal is smaller
t han t he average value of the f eedback signals.
With f or war d bias on Q1, a cont r ol signal is
appl i ed t o t he sensor modul e SE, through the
gener at or exci t at i on current regul at or modul e GX
and t he generat or voltage regul at or modul e GV.
The GX and GV modul es pass t he cont r ol signal
as l ong as the mai n generat or out put voltage and
exci t at i on current remai ns bel ow t he maxi mum
safe value. The GX modul e bl ocks t he cont rol
signal i f generat or exci t at i on cur r ent rises above a
Sect i on 7B
safe value. The GV modul e bl ocks the cont r ol
signal if generat or out put voltage rises above a
safe value.
The cont r ol signal applied t o t he SE modul e
causes the SE modul e to appl y gating pulses t o
the silicon cont rol l ed rect i fi er assembl y SCR. The
SCR is forward biased during each positive alter-
nat i on of out put voltage from t he D14 al t ernat or,
however, the SCR will not conduct until gat i ng
pulses are applied to t he gate of the SCR. When
the SCR is forward biased and a pulse of t he
pr oper magni t ude is applied t o the SCR gate,
conduct i on occurs as in a regular di ode. Af t er
conduct i on starts, the pulse loses cont r ol and
conduct i on cont i nues as long as t he SCR is
f or war d biased. When forward bias is r emoved,
the SCR is cut of f until the next pulse is appl i ed
t o the SCR gate along with forward bias bet ween
anode and cat hode.
Exci t at i on to the main generat or field, from t he
D14 al t ernat or, is cont rol l ed by the gating pulses.
When t he gating pulses are applied t o SCR,
exci t at i on and main generat or out put increase
until t he i nst ant aneous di fference bet ween t he
reference signal and t he f eedback signal is j ust
large enough to maintain t he cont rol signal f r om
SB t o SE.
When t he l ocomot i ve is operat i ng wi t h a const ant
qual i t y of fuel and at a const ant load, speed, and
t emper at ur e, the reference signal will stabilize at
some value. The f eedback signal will also stabi-
lize, so t hat a const ant cont r ol signal will be
appl i ed t o SE and const ant exci t at i on wilt be
appl i ed t o t he main generat or field. However, t he
t rack, terrain, t emperat ure, and fuel qual i t y are
variables. Therefore, t he reference signal varies t o
compens at e for the changing condi t i ons and t he
f eedback signal also varies in at t empt i ng t o mat ch
t he reference signal.
When operat i ng in t hr ot t l e 8 posi t i on, the refer-
ence signal from the load regul at or LR has a
maxi mum value of 50 volts wi t h LR in maxi mum
field posi t i on. However, during normal oper at i on
the act ual value of the reference signal is usual l y
less t han 50 volts. The maxi mum value of t he
r ef er ence signal decreases as t he t hrot t l e posi t i on
is decreased. Assume t hat the l ocomot i ve is oper-
ating in t hr ot t l e 8 posi t i on, t he consist is movi ng
at high speed, main generat or out put current is
l ow, mai n generat or out put voltage is high and
t he l oad regul at or is bel ow maxi mum field posi-
tion. This condi t i on may be represent ed by poi nt
" A" on t he const ant hor sepower curve of Fig.
12S172 7B-3
Sect i on 7B
7B-2. Not e t hat the f eedback signal at poi nt " A"
on the const ant hor sepower curve of Fig. 7B-2 is
appr oxi mat el y 40 volts. This value was sel ect ed
for descriptive pur poses onl y and does not neces-
sarily i ndi cat e the act ual value of the f eedback
signal under t he st at ed condi t i ons.
If the l ocomot i ve now st art s climbing a grade, the
l oad on t he t ract i on mot or s increases. The in-
creased load causes a decrease in traction mot or
speed. The decrease in t r act i on mot or speed
results in an increase in t ract i on mot or current
due t o less count er - el ect r omot i ve force. An in-
crease in t ract i on mot or cur r ent results in a
decrease in voltage appl i ed t o the t ract i on
mot or s. This decrease in voltage is part l y due t o
t he increased I2R and IZ losses in the mai n
generat or. If t he reference signal did not change,
t he hor s epower out put of t he main gener at or
woul d decrease by fol l owi ng t he 40 vol t signal
line from poi nt "A" t o poi nt " B" in Fig. 7B-2.
A decrease in hor sepower t ends t o cause an
increase in speed o f t he diesel engine. This in-
crease in speed is sensed by t he engine speed
governor. The gover nor reacts t o t emporari l y de-
crease t he amount of fuel i nj ect ed i nt o t he diesel
engine and t her eby mai nt ai ns a const ant engine
speed. At t he same t i me the fuel is decreased, a
pi l ot valve in t he engi ne speed governor di rect s
hydraul i c pressure i nt o t he l oad regul at or vane
mot or whi ch causes t he load regul at or t o move
t owar d maxi mum field posi t i on.
Movement of t he l oad regul at or t oward maxi mum
field posi t i on results in an increase in t he refer-
ence signal. Increasing t he reference signal results
in an increase o f exci t at i on t o t he main gener at or
field and an increase in mai n generat or horse-
power out put . This i ncreased hor sepower t ends t o
decrease diesel engine speed, however, t he gov-
ernor again react s t o mai nt ai n a const ant engine
speed. The pi l ot valve in the governor also causes
a slight adj ust ment in l oad regul at or posi t i on so
t hat t he main generat or out put moves along t he
const ant hor sepower curve o f Fig. 7B-2 f r om
poi nt " A" t o poi nt " C" instead of movi ng f r om
poi nt " A" t o poi nt "B. " The response of t he
engine speed gover nor and t he load regul at or is
fast enough t o prevent any not i ceabl e di fference
in diesel engine speed or mai n generat or out put
duri ng t he correct i ve act i on. This correct i ve
act i on cont i nues until t he l ocomot i ve is operat i ng
at poi nt " D" on t he const ant hor sepower curve
of Fig. 7B-2.
At poi nt " D" t he l oad regulator is in maxi mum
field posi t i on and providing a 50 volt reference
signal. A f ur t her increase in main generat or out -
put current causes t he horsepower out put t o
f ol l ow the 50 vol t signal line from poi nt " D"
t owar d poi nt " E. " As t he operating poi nt moves
t owar d poi nt " E, " t he horsepower out put of t he
diesel engine decreases. This decrease in horse-
power t ends t o increase engine speed, but t he
gover nor r eact s t o decrease fuel in or der t o
maintain a cons t ant engine speed. At the same
t i me t hat fuel is decreased, the pilot valve in t he
gover nor opens and applies a hydraul i c pressure
t o t he l oad r egul at or vane mot or. The vane mot or
tries t o drive t he l oad regul at or t o increase t he
reference signal, but t he load regul at or is al ready
in maxi mum field posi t i on and cannot move.
Ther ef or e, t he l ocomot i ve will operat e along t he
50 vol t signal line f r om poi nt "D" t o poi nt " E. "
At poi nt " E" t he mai n generat or current is at t he
maxi mum cont i nuous operat i ng value f or t he
t ract i on mot or s. Thi s value may be exceeded, but
onl y for a s hor t peri od of time. If t he syst em is
not equi pped wi t h a performance cont r ol feed-
back signal, t he l ocomot i ve will operat e along t he
line from poi nt " E" t oward poi nt " G. " I f
equi pped wi t h a per f or mance cont rol f eedback
signal, t he 50 vol t per f or mance cont rol f eedback
signal line crosses t he 50 volt power cont r ol
f eedback signal line at poi nt "E. " At this poi nt
l ocomot i ve oper at i on will shift to t he per f or m-
ance cont r ol f eedback signal line and oper at e
f r om poi nt " E" t owar d poi nt " F" i nst ead of
operat i ng f r om poi nt " E" t oward poi nt "G. " Thi s
shi ft permi t s oper at i on at a higher hor s epower
out put duri ng t he shor t time current rating of t he
t r act i on mot or s.
When oper at i ng in a t hrot t l e position l ower t han
t hrot -!e 8, t he f eedback signals, reference signal,
and .... nst ant hor s epower curve will have l ower
values t han in t hr ot t l e 8. However, t he general
operat i ng descr i pt i on is the same for all t hr ot t l e
posi t i ons.
Ref er t o descr i pt i on of individual modul es and
component s f or a mor e detailed descri pt i on of
component s used in t he exci t at i on and powe r
cont r ol syst em.
\
7~-,4 14S272
Section 7B
if)
o
g
Z
4 4 V
4 2 VN~
40V - - ~ \ \ \
\ \
46V
/ 48V
\ \ \ \ ~ ; ' ~
\ \ \
\x,'~ \
\ \
Power Control Feedback Signals
\ \ \ \ \ \
k \ \ \ \ \
Constant Horsepower Curve
50 Vol t Performance Control ~ \
Feedback Signal "@
\ \ \ \ ,
\ \ \ \
\ \ \
F
\ \ \ \ \ ~
\ \ \ \ \
\ \ \ \ \
\ \ \ \
\ \ \ \
\ \ \ \ \
12S172
MAIN GENERATOR AMPERES
Fig. 78-2 - Constant Horsepower Curve With Power Control Feedback
Signals And Performance Control Feedback Signals
7B-5
15827
Section 7B
CONTENTS
The cont ent s of Sect i on 7 Part B are present ed in
the fol l owi ng order:
1. Exci t at i on Limit Backup Pr ot ect i on Syst em
2. Gener at or Voltage Regul at or Module
3. Gener at or Exci t at i on Limit Modul e
4. Load Regul at or Assembl y
5. Performance Cont r ol Modul e
6. Rat e Cont rol Modul e
7. Sensor Bypass Modul e
8. Sensor Module
9. Silicon Cont rol l ed Rect i fi er Assembl y
10. Thr ot t l e Response And Voltage Reference
Regul at or Modul e
7B-6 1ES1077
ELECTRO-MOTIVE
LOCOMOTI VE
SERVICE MANUAL
EXCI TATI ON LI MI T BACKUP
PROTECTI ON SYSTEM
SECTI ON
7
P A R T B - E L 1 1
I NT RODUCT I ON
The excitation limit backup prot ect i on system
consists of an excitation limit module ELl l and
an excitation limit t ransduct or ELT. The ELT
provides an input signal to the EL module which
is proport i onal to main generator field current.
The EL module provides prot ect i on against exces-
sively high excitation current to the main gener-
ator field by dropping the feed to the equipment
prot ect i on relay EQP ill case a l'ault in tile GX
module allows excitation current to rise above a
safe value. A simplified schematic diagram of the
excitation limit backup prot ect i on systeln. Fig.
EL-I, is provided for reference only. The appli-
cable locomotive wiring diagram should be used
when performing t roubl eshoot i ng or maintenance
on the excitation limit backup prot ect i on system.
E X CI T AT I ON L I MI T
T RANSDUCT OR, E LT
The exci t at i on limit transd, -ctor ELT consists of
two laminated iron cores, two AC windings, a
field current bias winding, and a test winding.
The two cores are magnetically isolated from
each ot her by an air gap and each core contains
an AC winding. The bias winding and the test
winding are common t o bot h cores. A simplified
schematic diagram of the ELT is provided in Fig.
EL-I.
The two AC windings are connected series oppos-
ing so that the magnetic lines of force (flux lines)
in the two cores travel in opposite directions. The
AC windings, in series with the primary of trans-
former TI on the EL modul e, are energized by
current from the D14 al t ernat or.
The reactance of the AC windings is much larger
than the reactance of T1, when no current is
flowing in the main generat or field. Therefore,
with no main generator field current practically
all of the input AC voltage is developed across
the AC windings and very little voltage appears
across TI . Transformer T1 provides an input
signal to the EL module. Consequently, the input
signal to the EL module is very small when no
current is flowing in the main generator field.
The field current bias winding consists of a single
conduct or passing through both cores and is
connected in series with the main generator field
windings. The flux lines set up by the bias
winding aids the flux lines set up by the AC
winding in one of the cores and opposes the flux
lines set up by the AC windings in the ot her
core. The core in which the flux lines aid moves
toward magnetic saturation which reduces the
reactance of the AC winding on this core. The
core in which the flux lines oppose moves away
from saturation, but the reactance of the AC
winding on this core is affected by only a very
small amount. Therefore. the combined reactance
of the two AC windings decreases as current
increases through the field current bias winding.
The current through the field current bias wind-
ing controls the current in the AC winding
~,-,-,,rmn,, to the ampere-turns r~ti~, r,,,t,,,,~,,, th,.
bias winding and the AC winding. Therefore, an
increase of current in the bias winding results in
an increase of current through the AC windings
and through t ransformer TI , located on the EL
module. The increase in current through Tl
causes an increase in the signal applied to the EL
module. If the field current in the main generator
rises above a safe value, the signal from T l is
sufficient to cause the EL module to operate.
Operation of the EL module results in drop out
of EQP, which opens the feed to the GFC
cont act or coil. Dropout of GFC results in dis-
connecting the 1314 alternator from the main
generator field.
The test winding on ELT provides a means for
testing the excitation limit backup prot ect i on
system. Closing the test switch on the EL module
allows current to flow through the test winding.
Current flow through the test winding causes one
of the cores of ELT to move toward saturation
and results in an increase of current through T1.
1751278 7 B - E L ]
-...i
0
r~
t~J
+74 V DC
Field Current
Bias Winding
,
I
I
Test
Winding l
FCT ~1
Test
Coil
Ne~ ative
!
o o-
I !
MR
!
MFP BWR I
DP MOD U LE
I
I
I
I
I
I
~ ~ 1 6 m m l
C2 NC
WO MODULE
i = ! m i d
RA 17 J
- - " ~ G F D
C1
R2
ELRA
I
ELR
E ~
6.2V
C
EL,1MOOOL, ~ ~ ,e,, NC Sw,,ch
+74V DC
GF X
Negative
EQP
To Annunci ator
- - +74V DC
Negative
f - - - - - , - - ~
1 2 o I
I
)RB J
, I
' 7 2 1 J
m w J
w o M O D U L E
2 2 4 9 1
t ~
o
-I
m
t "
Fig. EL-I -- Exci t at i on Li mi t Pr ot e c t i on Sys t em,
Si mpl i f i ed Schemat i c Diagram
This increase in current through TI causes the EL
modt, lc to operate, thereby testing ELT and the
I!L module. The excitation limit light on the
annunciator module should light and stay on
until the annunciator module is reset.
E X C I T A T I O N L I MI T
MOD U L E , EL F i g . EL-I
An input signal, which is proportional to the
main generator field current is applied to trans-
former TI. The rectified out put of TI is applied
to a voltage divider consisting of resistors R3. R4,
R6, R7, and rheostat RH1. Capacitor C2 which is
connected to the base of transistor QI prevents
turn on of QI due to transient voltage out put
from TI. Transistor QI is forward biased whcn
the out put of TI is large enough to charge C2 to
a value in excess of 6.2 volts. This forward bias
causes QI to turn on and results in a current
flow from terminal 1 of the EL module, through
ELR and ELRA relays, from collector to emitter
of QI , then to negative. This results in pickup of
ELR and ELRA.
Pickup of ELRA provides a feed to the excitation
limit light on the annunciator module AN. Pickup
of ELR drops the feed to EQP by opening the
ELR contacts between terminals 5 and 6 on the
EL module. Pickup of ELR also recalibrates the
voltage divider biasing circuit by inserting resistor
R4 in series with R3, R6, R7, and RHI. Recali-
brating the voltage divider biasing circuit increases
forward bias on Q1. Increasing forward bias on
Section 7B-EL11
Q1 prevents dropout of ELR and ELRA until
field current decreases several anaperes below the
safe value. Dropout of EQP removes the feed
from generator field cont act or GFC which results
in disconnecting the DI4 alternator from the
main generator field. Disconnecting the D14 alter-
nator from the main generator field causes field
current to decrease. The decrease in field current
reduces the signal to transformer TI causing Qi
to turn off. Turn off of Q I results in dropout of
t{LR and ELRA. Dropout of ELR re-establishes
feed to EQP which in turn re-establishes feed to
GFC and results in reconnecting the D14 alter-
nator to the main generator field. The locomotive
will now operate in a normal manner, provided
the condition that caused over excitation has
cleared up. However, if the condition still exists,
excessive current will flow through the field and
again cause the EL module to operate. This
cycling wilt continue as long as the over excita-
tion condition exists. The cycling results in very
rough regulation of power and also causes un-
desirable wear on the generator field contactor
GFC. Therefore, the condition should be cor-
rected as soon as practicable.
During low speed operation resistor R6 is shorted
out by closed RB relay contacts on the WO
module. The EL module provides backup protec-
tion at 154 amperes field current when R6 is
shorted out. The RB relay picks up when track
speed increases. Pickup of RB recalibrates the EL
module by removing the short circuit from R6.
The EL module provides backup protection at
114 amperes field current while RB is energized.
1~1~7 7B-EL3
ELECTRO-M OTIVE
LOCOMOTI VE
SERVICE MANUAL
GENERATOR VOLTAGE
REGULATOR MODULE, GV
SECT I ON
7
P A RT B - GV 1 1 / GV 1 2
I N T R O D U C T I O N
]'he generator voltage regulator module GVI1 or
GV12 limits the maximum output voltage of the
main generator to a safe value. This regulation is
provided by modulating the control signal to the
sensor module SE in the event that main gener-
ator out put voltage tends to rise above a safe
value. Decreasing the control signal to the SE
module results in a decrease of excitation to the
main generator field and a corresponding decrease
in main generator output voltage.
A simplified schematic diagram of the GV
module, Fig. GV-1, is included for reference only.
The applicable locomotive wiring diagram should
be used when performing troubleshooting or
maintenance. The GVI1 and GVI 2 modules
differ only in the ohmic value of resistors R6 and
R7. Refer to the shaded area of Fig. GV-I for
values of R6 and R7.
G E N E R A L DESCRI PT I ON
During normal operation, transistor Q1 on the
GV module is forward biased. With forward bias
applied to Q l, the control signal passes through
the GV module from terminal 8 to terminal 4
then to the SE module. The control signal
applied to the SE module causes gating pulses to
be applied to the silicon controlled rectifier SCR.
The gating pulses turn on the SCR so that
excitation is applied to the main generator field.
The amount of excitation applied to the main
generator field is proportional to the magnitude
of the control signal applied to the SE module. If
main generator out put voltage tends to rise above
a safe value, the GV module modulates the
control signal to the SE module as necessary to
limit the main generator voltage to a safe value.
Out put of the D14 alternator is applied to trans-
former T3 on the GV module. The rectified
out put of T3 is applied to resistor R5 and
capacitor C1 in series causing a voltage to be
developed across CI. The voltage developed
across C1 is applied to the base of transistor QI.
The series combination of capacitors C2 and C3
is connected in parallel with C1. The emitter is
connected to the junction of C2 and C3, there-
fore the voltage applied to the emitter of Q1 is
less than the voltage applied to the base and QI
is forward biased. With forward bias on Q I, the
control signal passes through the GV module
from terminal 8, through Q I from collector to
emitter, to terminal 4, then to the SE module.
The control signal applied to the SE module
results in gating pulses to the silicon controlled
rectifier SCR and excitation to the main gener-
ator field. This excitation causes build up of main
generator voltage.
An input signal, which is proportional to main
generator out put voltage, is applied to trans-
formers TI and T2. The rectified out put of T1
and T2 is applied to the series combination of
resistor R4, diode D2, and capacitor C1. The
voltage developed across C1 is applied to the base
of Q1. The rectified out put of T1 and T2 is also
applied to a voltage divider consisting of resistor
R1, rheostat RH1, resistors R2, R6, and R7. The
wiper arm of RH1 is connected to the emitter of
Q1. During normal operation, an increase in main
generator voltage results in a proportional in-
crease in voltage at the base and at the emitter of
Q1.
As the main generator out put voltage increases,
the voltage applied to TI and T2 increases and
the voltage developed across C1 increases until
the breakdown voltage of zener diode Z1 is
reached. After breakdown of Z1 the voltage
applied to the base of Q I assumes a constant
value which is equal to the breakdown voltage of
Z l. A further increase in main generator out put
voltage results in an increase of voltage applied to
the emitter of Q1, but the voltage on the base
remains contant at the breakdown value of Z1.
17S 1278 7 B - G V l
<
I
From
GPT'S
I
I
From ~
D14
A l t e r n a t ~ ~ T _ ~
, , l
I
I
I
I
T1
T2
T3
I . . . . . . . .
~ 7 2 S
,D8
GV M O D U L E
D2
R 5
c, I F
Z 1 C 2
1 0 8 . . : : R 6 ; i 8 2 ~ i " e l
: ~ : : : : . . - : . . ~ . : . . . ~ : . . . : , : : .
i::R7 9 2 " : 4 5 2 ~ '
E:
CW
I H I
CCW
:~ H 31/~///~
I /
1 ' ,
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I / / 2 " c ' : G v , _
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I Terminal 4 ~
" O f , /
GX M o d u l e ,
/
/
I / /
/ /
/ /
I / /
/
I / /
/
/
I T e r m i n a l 1 3
I'd, Of SE Module
[ ~ 1 Refer T o
Tex t For
Connecting
Terminals
I 5, 7, And 9
m
20191
RH36 Adjusted T o
Give 650 + - 50V
From Main Generator
With G V L 2C/2NO
Interlocks Closed
NOTE:
Shaded A r e a Applicable
On l y When Locomotive
Is Equipped With
Ground Relay Reset
L i mi t e r
8408360
0
-..]
I
b
<
Cb
t , , J
Fig. GV-I - G e n e r a t o r Voltage Regulation Module GV Simplified Schematic Diagram
If the main generator voltage tends to rise above
a safe value, the voltage at the emitter of Q I
increases causing a decrease in forward bias on
Q1. The decrease in forward bias, or a reverse
bias, causes a decrease in the control signal to the
SE modul e and consequently a decrease in excita-
tion to the main generator field and a decrease in
out put voltage of the main generator. Therefore,
the out put voltage of the main generator is
limited to a safe value by applying a signal to the
GV modul e that is proportional to the out put
voltage of the main generator.
REGULATI ON FOR DI FFERENT
VALUES OF MAI N GENERATOR
OUTPUT VOLTAGE
The maxi mum output voltage of the main gener-
ator may be regulated, by the GV11 module, to
any one of the three different values. The specific
value is determined by the external connections
applied to terminals 5, 7, and 9 of the GVl l
module. Refer to Fig. GV-1. The GVl l module
will limit main generator out put voltage to 1300
volts when no external connections are applied to
terminals 5, 7, and 9. Main generator voltage will
be limited to 1350 volts when terminal 5 is
connect ed to terminal 7 and terminal 9 is left
open. Main generator voltage will be limited to
1400 volts when terminal 5 is connected to
terminal 9. The GP40-2 locomotive is equipped
with the GV11 module with terminals 5, 7, and 9
open. This provides for a maximum output volt-
age of 1300 volts.
. ~- ~. ^ . . , . _, , , ..^1, . . . . ' ~' o ~' - gener-
JiLt maxi mum Out put ,,.,==,=~. ,.,, =,,,. -, , --
ator may be regulated, by the GVI2 module, to
any one of the three different values. The specific
Section 7B - GVl l / GV12
value is determined by the external connections
applied to terminals 5, 7, and 9 of the GV12
module. Refer to Fig. GV-1. The GV12 module
will limit main generator out put voltage to 1050
volts when no external connections are applied to
terminals 5. 7, and 9. Main generator voltage will
be limited to 1200 volts when terminal 7 is
connected to terminal 9 and terminal 5 is left
open. Main generator will be limited to 1250
volts when terminal 5 is connected to terminal 9.
The GP38-2, SD38-2, SD40-2, and SD45-2 model
locomotives are equipped with the GVI2 module
with terminal 5 connected to terminal 9. This
provides for maximum out put voltage of 1250
volts for these locomotives.
AUTOMATI C GROUND RELAY
RESET LI MI TER RECALI BRATI ON
OF THE GV MODULE
The automatic ground relay reset limiter assembly
is available upon specific request from the cus-
tomer. The automatic ground relay reset limiter
assembly provides a feed to the generator voltage
limit relay GVL after the fourth pickup of the
ground relay in any given sequence. Pickup of
GVL connects GV module receptacles 13 to 4,
through RH36. Refer to Fig. GV-I. This recali-
brates the GV module so that main generator
voltage is limited to a maximum value of 650 -+
50 volts until the automatic ground relay reset
limiter is reset to zero. This reduced voltage
reduces the probability of ground relay pickup in
the presence of low leakage moisture grounds.
Therefore, it may be possible to continue loco-
moti-,e operation at reduced power out put unti!
the moisture is dissipated and then return to
normal operation.
17S1172 7 B-GV3
b 9
M
O1
. . . J
L / J
T o T e s t S w i t c h O n E L M o d u l e
Te t Co,,
r ~ m ~ m ~ m w m m ~ m N |
II ~ i ~ F C T ~ ~ F ~ ~ Ill
1
T e s t I
5 0 0 T u r n s I t ! C u r r e n t
AC I ~
W i n d i n g s I ~ I
" I
T o N e g . 111
F i e l d C u r r e n t
Bias W i n d i n g
/
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G X 2 M O D U L E
l i r D I I
o m ~ m
R 4
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t r
7
b 2
4 9 . 6 V
E1
C2
C3
Fig. GX-I -- Ge ne r a t or Exci t at i on Regul at i ng
Modul c -- Si mpl i f i ed Schemat i c Di agr am
E :
1(%1
i r r
o I
n ~
I
S i g n a l I n p u t F r o m
T e r m i n a l 7 O f
S B M o d u l e
G V M O D U L E
! _ _ ! T o
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. _ _ l M o d u l e
wo MODULE
t ~ ~ ..'~,'..,'~.','."~.'." ",~',':'.'~.','-~"
I : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : |
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. . . . . . . . . :; . . . . : : : : : : : : : i : : : : : l
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2 0 1 9 2
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ELECTRO-M OTI V E
LOCOMOTI VE
SERVICE MANUAL
GENERATOR EXCI TATI ON
REGULATI NG SYSTEM
SECTI ON
7
P A R T B - G X 2
I NTRODUCTI ON
"[he generator excitation regulating system con-
sists of the generator excitation regulating module
GX2 and a field current transductor FCT. The
FCT provides an input signal to the GX module
proportional to main generator field current. The
GX module provides protection against exces-
sively high excitation current to the main gener-
ator field by modulating the control signal to the
sensor module SE in the event that excitation to
the main generator field tends to rise above a safe
value. A simplified schematic diagram of a typical
generator excitation regulating system, Fig. GX-1,
is included for reference only. The applicable
locomotive wiring diagram should be used when
performing troubleshooting or maintenance.
FI ELD CURRENT
TRANSDUCTOR, FCT
The field current transductor FCT consists of two
laminated iron cores, two AC windings, and a
field current bias winding. The two cores are
magnetically isolated from each other by an air
gap and each core contains an AC winding. The
bias winding is common to both cores. Fig. GX-t
contains a simplified schematic diagram of FCT.
The field current bias winding consists of a single
conductor passing through both cores and is
connected in series with the main generator field
windings. The flux lines set up by the bias
winding aids the flux lines set up by the AC
winding in one core and opposes the flux lines
set up by the AC winding in the other core. The
core, in which the flux lines aid, moves toward
magnetic saturation which reduces the reactance
of the AC winding on this core. The core in
which the flux lines oppose, moves away from
saturation, but the reactance of the AC winding
on this core is affected only by a very small
amount. Therefore, the combined reactance of
the two AC windings decrease as the field current
increases. The decrease in reactance results in an
increase in current through the AC windings and
through t ransformer T1, located on the GX
module. If the main generator field current rises
above a safe value, the signal from T1 is suffi-
cient to cause transistor Q l, on the GX module,
to modulate the control signal to the SE module.
Modulating the control signal to the SE module
results in decreasing the main generator field
current.
GENERATOR EXCI TATI ON
REGULATI NG MODEL GX
The two AC windings are connected series oppos-
ing so that the magnetic lines of force (flux lines)
in the two cores travel in opposite directions. The
AC windings, in series with the primary of trans-
former T1 on the GX module, are energized by
current from the D14 alternator.
The reactance of the AC windings is much larger
than the reactance of T1, when no current is
flowing in the main generator field. Therefore,
with no main generator field current, practically
all of the input AC voltage is developed across
the AC windings and very little voltage appears
across T1. Transformer T1 provides an input
signal to the GX module. Consequently, the input
signal to the GX module is very srfiall when no
current is flowing in the main generator field.
Fig. GX-1 contains a simplified schematic diagram
of GX2.
During normal operation, transistor Q1 on the
GX module is forward biased. With forward bias
applied to Q1, the control signal is passed
through the GX module from terminal 8 to
terminal 4. This control signal is applied through
the GV module, to terminal 13 of the SE
module. The control signal applied to the SE
module causes gating pulses to be applied to the
silicon controlled rectifier SCR. The gating pulses
turn on the SCR and excitation current flows
through the SCR to the main generator field. The
amount of excitation applied to the main gener-
ator field is proportional to the magnitude of the
control signal applied to SE. If the main gener-
17S1278 7B-GX1
Section 7B - GX2
ator field current tends to rise above a safe value,
the GX module modulates the control signal to
the SE module as necessary to l i mi t the main
generator field current to a safe value.
Output voltage of the DI4 al t ernat or is applied
to transformer T2 on the GX module. The recti-
fied out put of T2 is applied to resistor R4 and
capacitor C1 in series, causing a voltage to be
developed across C1. The voltage developed
across C1 is applied to the base of transistor Q I.
The series combi nat i on of capacitors C2 and C3
is connected in parallel with C1. The emitter is
connected to the j unct i on of C2 and C3, there-
fore the voltage applied to t he emi t t er is less than
the voltage applied to t he base. This places
forward bias on Q1. With forward bias on Q1,
the control signal passes t hrough the GX module
from terminal 8, through Q1 from collector to
emitter, to terminal 4, t hen t hrough the GV
module to t he SE module. The control signal
applied to SE results in gating pulses to the
silicon controlled rectifier SCR and excitation to
the main generator field. This excitation causes
build up of main generator voltage.
An input signal, which is proportional to main
generator field current, is applied to transformer
TI. The rectified out put of T1 is applied to the
series combination of resistor R3, diode D2, and
capacitor C1. The voltage developed across C1 is
applied to t he base of Q1. The rectified out put
of T1 is also applied to a voltage divider con-
sisting of rheostat RHI , resistor R1, R2, and RS.
The wiper arm of RH1 is connected to the
emitter of Q1. During normal operation, an in-
crease in main generator field current results in a
proportional increase in voltage at t he base and at
the emitter of Q I which maintains forward bias
on Q1. .
As main generator field current increases, the
voltage applied to TI increases and the voltage
developed across C I increases until the break-
down voltage of zener diode Z1 is reached. After
breakdown of Z1, the voltage applied to the base
of Q1 assumes a constant value which is equal to
the breakdown voltage of Z1. A further increase
in main generator field current results in an
increase of voltage to T1 which results in an
increase in voltage applied to the emitter of Q1,
but the voltage on the base remains contant at
the breakdown value of Z 1.
If the main generator field current tends to rise
above a safe value, the voltage at the emitter of Q1
increases, and this causes a decrease in forward bias
on QI. The voltage at the emi t t er of Q1 may in-
crease to a value that results in reverse bias on Q1.
The decrease in forward bias, or reverse bias, causes
a decrease in the control signal to SE and conse-
quent l y a decrease in main generator field current.
Therefore, the field current of the main generator
is limited to a safe value by applying a signal to the
GX module that is proportional to the main gen-
erator field current.
R E G U L A T I O N FOR D I F F E R E N T
TYPES OF L O C O MO T I V E S
The GX2 module is designed so that main gener-
ator field current may be regulated at a maximum
limit of any one of three different values. Refer to
Fig. GX-1. The GX2 module will limit field current
to 103 amperes when no external connections are
applied to terminals 5, 6, and 7. Field current will
be limited to 108 amperes when terminal 5 is con-
nected to terminal 6 and terminal 7 is left open.
Field current will be limited to 144 amperes when
terminals 5, 6, and 7 are connected together.
GP MODEL LOCOMOTI VES
On GP model locomotives, resistor R2 is shorted
out by external connection between terminals 5
and 6. During low speed operation resistor R5 is
shorted out by closed RB relay contacts on the
WO module. Refer to shaded area of Fig. GX-1.
Field current is limited to a maximum of 144
amperes when R2 and R5 axe shorted out. The
RB relay picks up when track speed increases,
Pickup of RB recalibrates the GX module by
removing the short circuit from R5. Field current
is limited to 108 amperes after recalibration.
SD MODEL LOCOMOTI VES
On SD module locomotives, resistor R2 is shorted
out by external connection between terminals 5
and 6, but terminal 7 is left open. Under these
conditions field current is limited to 108 amperes.
Recalibration of the GX module is not applicable
to SD locomotives. Therefore, field current is
limited to 108 amperes regardless of track speed.
FCT TEST WI NDI NG
A test winding on FCT provides a means for testing
GX module operation. The winding is connected in
series with a test winding on excitation limit trans-
duct or ELT, Fig. EL-1. When the locomotive
throttle is at idle with the engine running, closing
the test switch on the EL module allows current to
flow through both the ELT and FCT test windings,
causing one FCT core to move toward saturation.
This results in an increase of current through T1 of
GX. The increased current causes the GX module
to regulate, and voltage can be seen across GX-TP8
to GX-TP4.
7B-GX2 17s275
EL ECT RO- M OTI VE
LOCOMOTI VE
SERVICE MANUAL
S E C T I O N
7
PART B - LR
i
LOAD REGULATOR AS S E MBL Y
The l oad regul at or assembl y LR consisting of a
1500 ohm t apered pl at e- t ype r heost at and a
hydraul i cal l y oper at ed vane mot or , receives an
i nput voltage from the rate cont r ol module RC
and provi des a reference vol t age to t he sensor
bypass ( f eedback compari son) modul e SB. The
wi per arm of t he load regulator, which may be
moved t hrough an arc of 300 degrees, is attached
to t he vane mot or . A pilot valve, l ocat ed in the
engine speed governor, cont r ol s t he flow of
engine oil under pressure t o drive the vane mot or
cl ockwi se or count er cl ockwi se t o position the
wi per arm. Ref er t o Fig. LR-1.
The i nput voltage applied t o t he load regulator
depends upon t he t hr ot t l e set t i ng and t he state of
charge on t he rate cont r ol capaci t ors on the rate
cont r ol modul e. When operat i ng in throttle 8
posi t i on, and with rat e cont r ol capacitors fully
charged, the i nput vol t age appl i ed t o the load
regul at or is 50 volts. The i nput voltage applied t o
the load regul at or decreases as the t hrot t l e posi-
tion is decreased.
The out put voltage available at the load regul at or
wi per arm depends upon the i nput voltage
applied t o the load regul at or and t he posi t i on of
the wiper arm. At l ocomot i ve standstill and dur-
ing initial st art up, t he load regul at or is in maxi-
mum field posi t i on. Out put voltage of the load
regul at or when in maxi mum field posi t i on is
appr oxi mat el y equal t o i nput voltage.
During normal oper at i on, wi t h the t hrot t l e in a
fi xed position, the o u t p u t voltage from the load
regul at or is det er mi ned by t he i nput voltage t o
~ Rack length adjus-t,ment
to obt ai n specific ~ I I
power levels at ~ : J ~ ' ~ . ~ J ~
Sl:>ecific engine , , , T ~ ! 7 ~
~ Setting Piston
Governor
Gov. Rack
Position j
I ndi cat or ~ o ~
...S.
r - ] ~. ~ Terminal
/ ~ " ~ \ 1 Power Piston Shaft ~ . . ~ ' . . "
/ ~ ~ Governor II ~ 1 ~ = = 1 , ~ ' , "
Flyweights Pressure Oil ~ . ' "
II ~j ~ J] J ~==~ -" ~ " Increase Fuel
,.- S p e e d Control Valve Pilot Val ve \ I , I 1 , , ~ " NT
" - ' f - ~ - ~ . . . . . . . . . . . . i e c - ~ l l l l l l - ' - " I l
1 5 0 0 = t,
Reference Voltage O u t p u t To / f ~'x~"~Ohm s , - J'[ I ~ ] % .
Terminal 12 Of WS Module H ~ . ~ . . . . . j - - ~ ~---~/~-L i / , r - - -
z - . I Inc. Fuel Injector
Reference Vol t age Fr om ~ . ~ + ' ~ Y ~ " ~ ' ~ , ~ : : : - I
- / ~ \ ' ~ " ~ " ' : [ 7 " : . . ~ # ' ~ . / \ ~ ,Small openi ng f or E n g i n e
T e r m i n a l 1 3 Of RC Module / Rh e o s t a t ]" ~ ~ S !maximum f i el d start. Pressure Oi l
To Negative ~ " I
Vane Mot or I
I 1 7 3 2 3
t LOAD R E G U L A T O R _ _ _ - J
17S1278
Fig. LR-1 - Load Regul at or, Simplified Diagram
7B-LR 1
Section 7B - LR
the load regulator and main generator current.
Assume that the locomotive is operating in
throttle 8 position with a 40 volt reference signal
from LR as shown in Fig. LR-2. If load is
increased, such as when starting up a grade, the
speed of the traction motors will decrease due to
the increased load.
With decrease in traction mot or speed, the load
current increases due to a decrease in counter
electromotive force. An increase in traction
mot or current results in a decrease in voltage.
This decrease in voltage is partly due to the
increased I2R and IZ losses in the main generator.
If the reference signal from LR remains at 40
volts, the horsepower applied to the traction
motors would follow the 40 volt reference line
from point " A" toward point "B" in Fig. LR-2.
However, to follow the 40 volt reference line the
operating poi nt would fall below t he constant
horsepower curve and less horsepower would be
applied to the traction motors.
The decrease in horsepower tends to cause an
increase in diesel engine speed. This increase in
speed is sensed by the engine speed governor. The
governor reacts to temporarily decrease the
amount of fuel injected into the engine and
thereby maintains a constant engine speed. At the
same time that the fuel is decreased a pilot valve
in the engine speed governor directs hydraulic
pressure to the load regulator vane mot or which
causes the load regulator to move toward maxi-
mum field position. This action can be followed
by referring to Fig. LR-I. The increase in speed
causes the governor fly weights to pivot outward
which results in raising the speed control valve
plunger. This allows some of the oil under the
power piston to escape below the lower land on
the speed control valve plunger causing the power
piston to move downward. The escaped oil re-
turns to the oil sump in the governor. Downward
movement of the power piston causes a down-
ward movement of the load regulator pilot valve
plunger and also moves the governor rack to
decrease the fuel to the engine. Downward move-
ment of the load regulator pilot valve plunger
directs engine oil, under pressure, to the increase
port of the load regulator vane motor. This
causes the vane mot or to drive the wiper arm of
the load regulator rheostat toward maxi mum field
position.
Movement of the load regulator toward maxi mum
field position results in an increase in the refer-
ence signal from LR. Increasing the reference
signal results in an increase of excitation to the
main generator field and an increase in main
generator horsepower out put . This increased
horsepower tends to decrease diesel engine speed,
however, the governor again reacts to maintain a
constant engine speed. The pilot valve in the
governor also causes a slight adj ust ment in load
regulator position so that the main generator
out put moves along the constant horsepower
curve from point "A" to point "C" instead of
0
>
n.,
0
i -
n.-
w
z
LI.I
(.D
8th
7th \ 40 Volt Reference Signol From L R
.,,,o,-, \ \ / ,oo . .
,t., \ Conston,.orse o,.,er urves
" \ ~ ~ ~ ~ ~ C Resulting From Lood Regulotor
o o o , . . \ \
I
GENERATOR AMPERES-LOAD CURRENT
Fig. LR-2 - Const ant Kilowatt (Horsepower) Curves - Nominal
15814
7B-LR2 14S1073
from point "A" to point "B" in Fig. LR-2. Refer
to Fig. LR-I. The decrease in engine speed causes
the governor fly weights to move inward which
results in lowering the speed control valve
plunger. This allows the governor oil, under pres-
sure, to be forced under the power piston causing
the power piston to move upward. Upward move-
ment of the power piston causes an upward
movement of the load regulator pilot valve
plunger and also moves the governor rack to
increase the fuel to the engine. Upward move-
ment of the load regulator pilot valve plunger
allows the oil from the increase port t o drain into
the engine oil sump and also opens the decrease
port to engine oil pressure. Oil pressure at the
decrease port causes the vane mot or to drive the
load regulator wiper arm toward minimum field
position. Therefore, the engine speed governor
maintains a constant engine speed and the load
regulator maintains a constant horsepower out put
within the normal operating range of the loco-
motive. The response of the engine speed gov-
ernor and the load regulator is fast enough to
prevent any noticeable difference in diesel engine
speed or main generator output.
Assume that the locomotive i s operating in
throttle position 8 with a 50 volt reference signal
from LR as shown at point "C" of Fig. LR-2. If
load is decreased, such as when starting down a
grade, the speed of the traction motors will
increase due to the decreased load.
With an increase in traction mot or speed, the
load current decreases due to an increase in
counter electromotive force. A decrease in trac-
tion mot or current results in an increase in
voltage. If the reference signal from LR remained
at 50 volts with a decrease in current, the
horsepower applied to the traction motors would
follow the 50 volt reference line from point "C"
toward point "D" in Fig. LR-2. However, to
follow the 50 volt reference line, t he operating
point would rise above the constant horsepower
curve and more horsepower would be applied to
the traction motors.
The increase in horsepower tends to decrease
diesel engine speed. This decrease in speed is
sensed by the engine speed governor. The gov-
ernor reacts to temporarily increase the amount
of fuel injected into the engine and thereby
Section 7B - LR
maintains a constant engine speed. At the time
that the fuel is increased, a pilot valve in the
engine speed gov e r nor directs hydraulic pressure
to the load regulator vane mot or which causes
the load regulator to move toward minimum field
position. Refer to Fig. LR-I. The decrease in
speed causes the governor fly weights to move
inward which results in lowering the speed con-
trol valve plunger. This allows the governor oil,
under pressure, to be forced under the power
piston causing the power piston to move upward.
Upward movement of the power piston causes an
upward movement of the 10ad regulator pilot
valve plunger and also moves the governor rack to
increase the fuel to the engine. Upward move-
ment of the load regulator pilot valve plunger
allows the oil from the increase port to drain into
the engine oil sump and also opens the decrease
port to engine oil pressure. Oil pressure at the
decrease port causes the vane mot or to drive the
load regulator wiper arm toward minimum field
position.
Movement of the load regulator toward minimum
field position results in a decrease in the refer-
ence signal from LR. Decreasing the reference
signal results in a decrease of excitation to the
main generator field and a decrease in main
generator out put . This decreased horsepower
tends to increase diesel engine speed, however,
the governor again reacts to maintain a constant
engine speed. The pilot valve in the engine speed
governor also causes a slight adjustment in load
regulator position so that the main generator
out put moves along the c o n s t a n t horsepower
. . . . . ; ~* " C ~t t O ,'~r~;,~* t vA' t ;net~=~rl r~f
c ur ve t ~ v ~ p v * ~ i.,v . . . . . . . . . . . . . . . .
moving from point "C" to point "D" in Fig.
LR- 2.
The load regulator operation described above
tends to cause the locomotive to operate along
the horsepower curves shown in Fig. LR-2.
Notice that a different horsepower curve is pro-
vided for each throttle position. The horsepower
curves shown in Fig. LR-2 are general horsepower
curves and do not indicate specific values of main
generator current or voltage. When the loco-
motive is operating in the lower speed range, the
operation will not follow the horsepower curves
shown in Fig. LR-2, but will be modified by the
action of the performance control module PF. A
description of the performance control module
PF is provided later in this section.
12S172 7B- LR3
E L E C T R O - M O T I V E
LOCOMOTI VE
SERVICE MANUAL
S E C T I O N
7
P A R T B - P F 2 1
i
P E R F O R M A N C E C O N T R O L M O D U L E , P F 2 1
I N T R O D U C T I O N
The performance control module PF21 consists
of three rectifier assemblies connected to loading
resistors. Two of the rectifier assemblies are con-
nected to generator potential transformers GPTI
and GPT2, so that the signals developed across
their loading resistors are proportional to main
generator out put voltage. The ot her rectifier
assembly is connected to current transformers
CTA, CTB, and CTC so that the signal developed
across its loading resistors is proportional to main
generator out put current.
results from the method by which the feedback
signals are developed. The power control feed-
back signal is largely dependent on the generator
current level, while the performance control feed-
back signal is more dependent on voltage level.
Fig. PF-1 illustrates the met hod used to develop
these feedback signal levels. The power control
feedback signal is made up of a port i on of the
GPT2 out put plus the entire out put level of the
current transformers; the performance control
feedback signal is made up of a portion of the
GPT1 out put plus only a portion of the out put
level of the current transformers.
The main function of the performance control
module PF2I is to provide feedback signals to
the SB module. These feedback signals are indic-
ative of main generator out put voltage and cur-
rent. They are utilized by the main generator
field excitation control circuitry to increase or
decrease field current as necessary. The perform-
ance control module provides two separate feed-
back signals to the SB module. Each of these
feedback signals is developed in the PF module
by combining two voltage levels, one level pro-
pu~uuiJm tu main generator ,.u.,~.t," ~.~ v, , , . ,
level proportional to main generator voltage.
Although both feedback signals are therefore
related to main generator power output, a change
in power level will not necessarily be reflected by
equal level changes in both feedback signals. This
SB MODU LE
7 o , 0 , o r
Reference
Signal
Performance
Control
Feedback
Signal
Power Control
I Feedback Signal
P F M O D U L E
I
E
E
I
I
I
I
I
I
I
I
I
I
v
A A
GPT1
3
_~ Gen(
Cur t
3
v
Fig. PF-I - Performance Control Module Feedback Signal Generation, Block Diagram
Main
Generator
Voltage
Main
Generator
Voltage
Main
Generator
Current
Transformers
1 7 7 0 7
16S679 7 B - P F 1
Sect i on 7B - PF21
The SB modul e compar es t he reference signal
from t he l oad regul at or LR wi t h t he f eedback
signals f r om t he PF modul e. If the LR reference
signal is at a higher voltage level t han ei t her PF
f eedback signal, exci t at i on is appl i ed to the main
generat or field. The amount of exci t at i on applied
is pr opor t i onal t o t he di fference bet ween t he LR
signal and t he PF f eedback signal. If t he LR
reference signal is at a l ower voltage level than
bot h PF f eedback signals, main generat or field
exci t at i on is r emoved.
A si mpl i fi ed schemat i c diagram of the PF21
modul e, Fig. PF-2, is provi ded f or conveni ent
reference onl y. The appl i cabl e l ocomot i ve wiring
diagram s houl d be used when performi ng t roubl e-
shoot i ng or mai nt enance.
MAI N GENERATOR VOLTAGE
FEEDBACK SI GNALS
The rect i fi er assembl y consisting of di odes D I
t hrough D6 is connect ed t o generat or pot ent i al
t r ansf or mer GPT2. The rectified out put of this
assembl y is appl i ed t o resistors R1A, R1B, R1C,
and R2 connect ed in series. The resistance values
are sel ect ed so t hat an out put voltage of approxi -
mat el y 2000 vol t s f r om the main generat or woul d
result in a f eedback signal of 50 volts across R2.
Al t hough t he mai n generat or voltage is limited to
much less t han 2000 volts, this value is used to
calculate t he desired slope of the 50 volt feed-
back signal line and t o establish the desired
rel at i onshi p bet ween the f eedback signal and
main gener at or out put voltage wi t hi n the oper-
ating range o f t he mai n generator. Thi s relation-
ship is shown in Fig. PF-3.
The rect i fi er assembl y consisting of di odes D13
t hrough D18 is connect ed t o generat or pot ent i al
t r ansf or mer GPT1. The rectifier assembl y out put
is appl i ed t o resi st ors R5A, R6A, R6B, and R l l
connect ed in series. The resistance values are
selected so t hat an out put of appr oxi mat el y 525
vol t s f r om t he main generat or woul d result in a
f eedback signal of 50 volts across R6A, R6B, and
R11. The relationship bet ween mai n generat or
o u t p u t voltage and the f eedback signal devel oped
across R6A, R6B. and R11 is shown in Fig. PF-3.
Resi st or s R6A, R6B, and R II are shor t ed during
br aki ng oper at i on by BR1 cont act s.
MAI N GENERATOR CURRENT
FEEDBACK SI GNALS
The rect i fi er assembl y consisting of di odes D7
t hr ough D12 is connect ed t o cur r ent t ransformers
CTA, CTB, and CTC. The rect i fi er assembl y
o u t p u t is applied t o resistors R3A, R3B, R3C,
R4A, R4B, R4C, and R8 connect ed in series.
Resi st or R8 is shor t ed out by BR1 cont act s
duri ng power operat i on.
The resi st or values are sel ect ed so t hat :
. An out put current of appr oxi mat el y 7600
amper es from the main gener at or woul d result
in a 50 volt feedback signal across R4A, R4B,
and R4C.
. An out put current of appr oxi mat el y 5000
amper es from t he main gener at or woul d result
in a 50 vol t f eedback signal across R3A, R3B,
R3C, R4A, R4B, and R4C.
Al t hough the normal out put current is limited to
less t han 7600 amperes, t he 7600 and 5000
val ues are used t o calculate t he desired sl ope of
t he 50 volt feedback signal line and t o establish
t he desi red relationship bet ween t he f eedback
signal and main generat or out put current within
t he operat i ng range of t he main generat or. The
rel at i onshi p bet ween main gener at or out put cur-
r ent and the feedback signals is shown in Fig.
PF-4.
Duri ng dynami c brake oper at i on, resi st or R8 is
pl aced in t he circuit t o obt ai n t he desired rela-
t i onshi p bet ween the dynami c braki ng lever posi-
t i on and the f eedback signal.
7B-PF2 16s174
"--,3
"11
I
I
~'m ~ _ ~ ~ u 'e , I I l l ~
I ~ ' ~ I T o T e r m i n o l 6 B R I 1 I ~
' ~ - ~ - I o . OE Mo~o, ~---~ ~ - - I ~
PARTOFSBMOOULE J I
To Ter mi nol 3
On TH Modul e
MCO,'~...'
SEL:, r~:
SW " ~61
To Conl oc l AI
Of MR Rel oy
T o T e r m i n a l 1 3
O n W O M o d u l e
B R I
Necjotive. ~
I
13 15
~ I I I
ALL RESISTANCE
VALUESIN OHMS
PERFORMANCF
CONTROL
PF
Fi g. PF- 2 -- P e r f o r ma n c e Co n t r o l Mo d u l e PF2 1 - Si mp l i t ' i e d S c h e ma t i c Di a g r a m
DCPower
Trocfion Motors
19554
c~
( ' b
c)
o
I
Se c t i on 7B - PF21
[-~T~7-77-7777---:77.:--7--7--~-~7-7757,~-:7_-7:5-~77777777:-77::7777:~
; : L ; ! : . . i : ~ i : . : i . : . ! , : - 7 ~ . ! ; : : : . : . : : . : f . ! . : " : : : . : . : . : . : i . . . . : . : . : . : : : : : : : . : . ....
~ ~ " ! . . . . . . . ; : : ~ [ . . . . . . . . . z . . . . . . . . . . . . . . . i ; . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2 0 0 0 ........... T - . . . . . . . . . . . . . . . . . . . : . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . v - : ' ~ ~,. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . _.-"" " ' : " - [ " ' " ' " } f 2 0 0 6 ' . . . . . .
o
o i . . ; . . ~ . . : , i . . , . ~ . : . . . . . : : : ; . ; . ; : . . ! : . : : ; : : . : . " : . : : : : . . : . : : : : . : . . . : ; . : . : : . : . . : . . : . : . : . : . : . : . . : . ; : . ;
p -
< ~ ~ " : ? : ! .......... ~ i - : - ! ~ i : < ~ ' ~ - - - ~ : : ~ ............ ; ~ ; ! ' " ......................... i : ; ':
, , , _ ! _
500 . . . . . . . . .
0
0 1 0 2 0 3 0 4 0 5 0
F EEDBACK SIGNAL I N VOLTS
Fi g. PF- 3 - Rel at i ons hi p Be t we e n Fe e dba c k Signals An d Mai n Ge n e r a t o r Vol t age
19555
8000 : Z T Z 7 : ............ T : - ; : 7 - ' . " . : : - 7 7 7 . . . . . . . . . . . . . . . . . . . . . . . ......... 7 7 7 .: . .
. . . . . . . . . . . . . . . . . . : . . . . . . . . 7 . . . . . . . . . . . , * 7 6 0 0
. /
D 6 0 0 0
: . . . . . . . . . . . . . . 7 . . . . . . . . . . . . . . . . . . . ~ . ~ , ~ , / ~ .. / ~ o o o
g ~ o o o : , : o ; , ~ 7 1 " ~ , ~ , , c -
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
0 4 0 5 0 1 0 2 0 3 0
F E E DB A CK S I GNA L I N V OL T S
Fig. PF- 4 - Rel at i ons hi p Be t we e n Fe e dba c k Signals An d Mar e Ge n e r a t o r Cur r e nt
7B- PF4
1 9 5 5 6
1 6 S 1 7 4
POWER CONTROL
FEEDBACK SI GNAL
The power control feedback signal is obtained by
combining the main generator voltage feedback
signal developed across R2 with the main gener-
ator current feedback signal developed across
R3A. R3B. R3C. R4A, R4B. and R4C. The
relationship between main generator output and
the 50 volt power control feedback signal is
shown in Fig. PF-5.
Any combi nat i on of main generator current and
voltage that intersects at a point above or to the
right of the 50 volt power control feedback signal
line will provide a feedback signal greater than 50
volts. Any combination of current and voltage
that intersects at a point below or to the left of
the 50 volt power control feedback signal line
will provide a feedback signal less than 50 volts.
Power control lines of 42, 44, 46, 48, and 50
volts are shown in Fig. PF-5.
PERFORMANCE CONTROL
FEEDBACK SI GNAL
The performance control feedback signal is
obtained by combining the main generator volt-
age feedback signal developed across R6A, R6B,
and Rl l with the main generator current feed-
back signal developed across R4A, R4B, and
R4C. The relationship between main generator
out put and the performance control feedback
signal is shown in Fig. PF-5.
Any combi nat i on of main generator current and
voltage that intersects at a point above or to the
right of the 50 volt performance control feedback
signal line will provide a performance control
feedback signal greater than 50 volts. Any com-
bination of voltage and current that intersects at
a point below or to the left of the 50 volt
performance control feedback signal line will pro-
vide a performance control feedback signal less
than 50 volts.
POWER CONTROL AND
PERFORMANCE CONTROL
OPERATI ON
The power control and performance control feed-
back signals are applied to transistor Q1 in the
SB module where they are compared with the
reference signal from the load regulator LR.
Section 7B - PF21
Forward bias is applied to transistor QI when the
instantaneous value of the reference signal is
larger than the instantaneous value of either the
power control feedback signal or the performance
control feedback signal.
When operating in throttle 8 position, the engine
speed governor and load regulator tend to cause
the locomotive to operate along the constant
horsepower curve in Fig. PF-5 from point A to
point B as locomotive speed decreases. Also
during throttle 8 operat i on, the LR reference
signal has a maximum value of 50 volts. This
condition is represented by point B on Fig. PF-5.
The reference signal is less than 50 volts when
operating at the higher track speeds between
points A and B on the constant horsepower
curve. Also between these points, the power
control feedback signal is less than 50 volts which
enables the SB module to maintain main gener-
ator field excitation at the level required for a
3000 horsepower output. As speed continues to
decrease, the locomotive operates along the
power control line from point B to point C
rather than along the horsepower curve to point
D. Operation on the constant horsepower curve
between points B and D cannot occur as the LR
reference signal has a maximum value of 50 volts
and the power control feedback signal would be
above 50 volts between B and D on the constant
horsepower curve. Operation along the power
control line from point B to point C results in a
decrease in horsepower out put from the loco-
motive. Main generator output voltage is limited
to 1300 volts by the GV module. Therefore an
: . . . . . . . : . . . . . A - - k . . . . . . . ~ . . * . . . . . 1~
l i i ci ci : t ~c Il l : ~l accu a uuvc l . )u~l t t A l c ~t a l t ~ i n opera-
tion along the 1300 volt line toward point E
instead of along the power control line toward
point F.
When operating in a throttle position lower than
throttle 8, the feedback signals, the LR reference
signal, and the constant horsepower curve will all
have lower values. However, the general operating
description is the same for all throttle positions.
SECONDARY PF21 MODULE
FUNCTI ONS
The PF21 module also provides a feedback signal
to the WO module. The signal utilized is devel-
oped across resistor R4C by the current trans-
former and is therefore proportional to main
generator out put current.
16S1077 7B- PF5
" 13
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U J
7
I . U
t O
<
2 0 0 0
1 8 0 0
{ '
~ 4 i i " / i ,
i i : E : , . .
1 2 0 0 - , i , } . -
' ' " I ' '
I
1 0 0 0 . . . . . ~ ' ' ~ i . . . . . . .
8 0 0 ' 5 0 V o ~ i ~ ' ~ " ~ o , ~
/ : , e V o , i \
.oo \
4 0 0
2 0 0
4 6 V o l t ~o . . . . . . . . . . . . . ' . . . . ! . . . . . . . . ; : . . . . . . . . . i i . . . . ; . . . . . . . ; " : . . . . . ' , ' , . ; i . . . . . . . . . . . .
i ~ ' 4 4 V o l t ~ . . . . . . . . . . . : " ~ . . . . . . t ' " : . . . . . . . . . .
4 2 V ~ l ~ 0 / . . . . . . . . , . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ; , ~ i . ;
I \ " . : . . . . . . . . . . . . . . . . . . . . . . i . . . . . , . . . . . . . . . . . . . . . . . . . . .
\ F . . . . ~ ! . . . . : . . . . . . ~ , ; . . . . i . ; . : : i : ; ; , . ~ . . . . . . . . .
\ \ \ . . . . . . . . . . . . . . . . . . . . . . .
' , \ . i i ; ' ' r . . . . . . . . . . . . .
\ \ . i . . ~ . . . . . . . . . . . . . . ~ , . . ~ . ~ . ~ : . . . .
\ , , " \ . . . . . . . . ~ . . . . \ A i 3 0 0 V o l t s ' : . . . . . . . . . . . . . . . . . . . . . . . . . . ~ . . . . . . . . . . . . . . ! " : . . . . . . . . ; . . . . . . . . . . . . .
~ ' ~ M a i n G e n e r a t b r V o l t a g e . , : . . . . . . i i " ' . . . . : " : " ! . . . .
L i m i t e d B y G V M o d u l e . . . . i ' " : " : , . ! i , . - i . . . . .
1 0 0 0
i
i -
2 0 0 0
I
\ i " I ,
3 O O 0 4 O O 0
' ' " i " " "
i i ! . . . . . . .
!
! I f i i
5 0 0 0 6 0 0 0 7 0 0 0 8 0 0 0
M A I N G E N E R A T O R O U T P U T C U R R E N T
o
. . , &
'-o
" r l
t , , . )
O
...J
Fig. PF-5 -- Relationship Of Power Cont rol Feedback Signal,
Performance Cont rol Feedback Signal And Main Gener at or Out put
1 9 5 5 7
Y
Section 7B - PF21
Also located on the PF21 module is resistor RI 2
which provides anot her performance control func-
tion. If the l ocomot i ve is so equipped, this
resistor is connect ed across a pair of contacts of
the mot or cut out selector switch. The switch
cont act s are connect ed in series with the voltage
reference line from the t hrot t l e response module
to the rate control modul e. These switch contacts
are closed when the switch is in the Neutral
( OFF) position and open when the switch is in
any of the remaining positions. Rotating the
selector to cut out selected traction mot ors opens
these contacts and places R12 in the circuit. This
added resistance reduces the voltage level to the
rate control modul e which, in turn, reduces the
reference voltage out put to the load regulator. A
reduced load regulator i nput reference voltage
reduces the maxi mum LR reference signal avail-
able to the SB modul e. The effect of this action
is t o reduce main generat or horsepower out put .
16s174 7B-PF7
ELECTRO-MOTIVE
LOCOMOTI VE
SERVICE MANUAL
SECTION
7
PART B - RC12
R A T E C O N T R O L MO D U L E R C 1 2
I NTRODUCTI ON
The main generator excitation system has a fast
response time. An increase in throttle position
tends to cause a sudden increase in power. The
rate control module RC12 provides for a smooth
increase in power instead of a sudden increase.
This response is accomplished by limiting the rate
of increase in power by modifying the reference
signal, between the throttle response circuit and
the load regulator during changes in throttle
position. The rate of change is limited by control-
ling the bias at the base of transistor QI on the
RC module, through a resistor-capacitor timing
circuit. Operation of the RC module is described
in the following paragraphs. Simplified schematic
diagrams, Figs. RC-I and RC-2, are provided for
reference only. "Pne applicable locomotive wiring
diagram should be used when performing trouble-
shooting or maintenance on the system.
OPERATI ON WI TH THROTTLE
IN IDLE POSI TI ON
w; , h the throttle in 1r~T ~: ,h~,ro i . . . . . ~ . . . . .
signal i nput t o t er mi nal 3 of the RC modul e.
However, a potential of 74 volts is applied be-
tween terminals 1 and 14. This 74 volts provides
a current flow from terminal 1 through resistor
R1, diode D3, rheostat RH2, transistor Q2
(which is on), to capacitors C1, C2, and C3, and
resistors R5, R8, and R14. The resistance ratio of
R1 and RH2 to the parallel connection of R5
with R8 and R14 permits a very small charge on
the rate control capacitors. This very small charge
provides an initial forward bias for QI and results
in a very small current flow through R1, R2, and
R3 from collector to emitter of Q1 and then
through the load regulator LR to negative. There-
fore, the 74 volts applied between terminals 1
and 14 provides an initial forward bias for Q1
and maintains a very small amount of conduction
through Q1. This initial conduction is not suffi-
cient to provide excitation to the main generator
field, but it decreases turn on t i me' of QI.
OPERATI ON DURI NG POWER
OPERATI ON
The MR and GFX relays pick up when the
throttle is advanced to Run 1 position. Pickup of
MR and GFX provides a feed of approximately
12.5 or 10.9 volts (depending on which TH
module is used) to terminal 3 of the RC module.
Pickup of MR also provides a small potential
(approximately 4 to 6 volts) from terminal 12 of
the TH module to terminals 9, 11, and 12 on the
RC module. This 4 to 6 volts provides an imme-
diate charge on rate control capacitors C1, C2,
and C3 and immediate power response. Other-
wise, there would be a short time delay in power
response while charging the rate control capaci-
tors through R7 from terminal 3. The initial
charge on the rate control capacitors from termi-
nal 12 of the TH modul e is less than the
potential applied to terminal 3. Therefore, the
rate control capacitors will continue to charge
through RT, DS, and D3 until the full charge for
Run 1 position is attained.
It should be noted t hat the voltage across the
luuu ~guia, tui increases at *~'^ -~*" ~r, ,n~ same , a, - as
the increase in forward bias applied to the base
of QI. There is an immediate low level response,
due to the initial charge on the rate control
capacitors. After this initial response, the rate of
increase in forward bias is determined by the rate
at which the rate control capacitors charge. This
rate is determined by the circuit controlling oper-
ation of Q2. Current through Q2, to charge the
rate control capacitors, is held constant regardless
of input voltage, by zener diode Z4. A constant
voltage drop between the base-emitter junction of
Q2, created by RH2 and Z4, controls the amount
of current through Q2. Therefore, the rate at
which the rate control capacitors charge is deter-
mined by the resistance of RH2.
Controlling operation of Q2 provides a linear
out put voltage to the load regulator, regardless of
input voltage to the RC module. Linear control
of generator excitation allows the engine to
16S679 7 B - R C l
"---I
1 3 0
Shaded areas are applicable
only on units equipped wi l h
basic dynamic brakes and full
lime Irainlined grid currenl
control.
To Terminal 6
~o ~ O! DR Module
. To Dynamic
Brake Rheostat
Part Of WO Module i i ~
r ~ I
+ 74V-' q--- I
I RC12 MODULE
i . . . . . . . . |
2 Z , Part O
To Terminal 20
Of WS Module q
MR BR1
I I
) I D9
* 7 4 V I
D4
R16
DIO RI]
~74V
R 1 8
z 2 ~
7D3 D5
I
I
I " J
I
I
CR41
To re . . . . . . . 112 , . . , ! / / I
Of TH Module 4 ~ O ( . , /
"Used Only On Locomotives ;i;:
Equipped With 12 Cylinder :!:|: Jl ~
Turbocharged Engines. TO ;:;?ff,~.,r j
AllOW Engine TORespond /
More Smoothly To Increased /
Power Dee"De nd
', c x ; o t ]
Neg-- ~ - - / - '
R9
Rl l
R12
C3 R16[~
' I ( - - - '
400 IVIFD
C2
400 MFD
400
MFD
To Terminal 12 ,[
O! WS Modul e 1 I--,,71 WSR I ~ - - !
Load ~" ' / J ' ', " ' J I ~ f V I Part Of
Regulator I _ ' _ _ L L r - ~ __ __ __1WS Modul e
OO!
MFO
_ 1
To Terminel 3
0 ~ O~ Of TH Module
~ (Throttle Response
GFX MR Oulput)
Throttle
Position
TH13 Used Wdh RCt 2
TH13 Output RC12 Output
12.5 9 6
2 2 5 169
31.2 23 2
43.0 3l 8
51.2 37 8
57 3 42 2
63.2 46 5
6 8 0 50 O
TH14 Used Wqh RC12
TH14 Oul pul RC12 Output
109 8.45
21 6 1620
286 21 30
35 7 26 50
43 3 32 OO
51 2 37 80
61 4 45 20
68 0 5 0 0 0
Relationship Between Throltle Position. Output Voltage
Of The TH Module. And Outpul Voltage Of The RC Module
23593
~
o
"1
---..I
,=
7~
t J
b9
o~
to
Fig. RC- I -- Rat e Cont r ol Modul e, Si mpl i f i ed Sc he ma t i c I)i agranl
( For Uni t s Equi pl ) ed With Basic I ) ynanl i c Br akes)
(/)
U)
, =
L~
Shaded areas are applicable
only on units equipped wi t h
extended range dynamic brakes
end full time Irainlined grid
current conl roL
+74V
Neg, ql
Part Of WO Module
r552 `
Part Ot WS Module
I 1
, ~ X I _ , , u~ _ I ' ; ~ . ,
To Terminal 23
On DE Module " O. o ~
TO Terminal 20 ,4 / )
Of WS Module M BR1 "~
N e g . ~ \
RE44
DP1A
RC12 MODULE
\ I O l l
!
] o81:
~ 74V I
I
I
I
I
CR41 I
1o Terminal 12 KJ o h ~
Of TH Module < L) ~- ' r - - ~ c .:!-/::|:: / " ~ . . J
MR i i I
iil ~::t~!E: ' I
!i l!i]::im I
"Used Only On Locomotives [~ ' ,k~' J. I
Equipped With 12 Cylinder I;I~:::L , I ~ - ] J.
Turbocharged Engines, To ! i i i ~ ~ l i =
Al l ow Engine To Respond I
More Smoc, thly To Increased I ( 17'
Power Demand ~ 1
r - ',
' ~ , ' K 4 3 - ~
U2OOMFp 4 I ' ~ J ~ I
N e g ~ . - l,_.~_41~_
R 1 6
400 MFD
C2
400 MFO
[" - - - 1
To Terminal 6 B A I To Dynamic
~ Of DR Module And O ~ L n _rl~_OJ
Brake Rheostat
(~T~ ~ Terminal 3Of DE Module [ i x BKS.BG
U P
ofTTerminalws Module12 , / ! ..-'1 - ~A/ -S~--r~--I , '
Load ' k~' J' J ! " " - J "1 f" V ;Part Of
7-,__ LI n U - WS Module
neg, I . . . . ~ __ _ __l
To Terminal 3
O O~ O o-~ Of I H Module
~ (Throttle Response
GFX MR Output)
Throttle
Position
TH13 Used With RC12 TH14 Used Wdh RC12
TH13 Oulpul RCI2 Output ]'1-t14 Outpul RC12 Oulpul
1 12.5 9.6 109 845
2 22 5 16 9 21.6 1620
3 31.2 23 2 28 6 2130
43.0 31 8 357 2650
5 51,2 37.8 433 3200
6 57.3 42,2 512 37.80
7 632 465 61.4 45 20
8 680 500 68.0 5000
Relationship Between Throttle Position, Output Voltage
Of The TH Module, And Output Voltage Of ] he RC Module.
23594
Fig. RC-2 - Rat e Cont r ol Modul e, Si mpl i f i ed Schemat i c Di agram
( For Uni t s Equi pped With Ext c ndc d P, angc l ) yna mi c Brakcs)
cn
rT,
0
..q
o o
i
7O
l J
Sect i on 7B-RC 12
r espond more normal l y t o increased load, result-
ing in less smoke and cngine wear.
Advanci ng t he t hrot t l e results in an increase in
r ef er ence vol t age applied to terminal 3 from the
TH modul e, an increase in bias, an increase in
cur r ent fl ow t hrough Q I. and an increase in
vol t age devel oped across the load regul at or LR.
With t he t hr ot t l e in Run 8 posi t i on, the voltage
appl i ed t o t ermi nal 3 is 68 volts and the voltage
across LR and the bias appl i ed to the base of Q1
is appr oxi mat el y 50 volts. The ratio of appl i ed
r ef er ence vol t age t o the LR voltage is approxi-
mat el y 1. 36 t o I for all t hr ot t l e positions. The
rel at i onshi p bet ween t hr ot t l e posi t i on, i nput
vol t age from TH modul e, and out put from the
RC modul e is shown in Fig. RC- i .
Reduci ng t he t hrot t l e from Run 8 t o Run 7
posi t i on resul t s in reduci ng t he appl i ed reference
vol t age. This r educt i on of appl i ed voltage results
in a discharge of c~oacitors CI , C2, and C3 t o a
value pr opor t i onal : the i nput reference voltage.
Capaci t or s C1, C2, and C3 discharge through R5
and f r om base t o emi t t er of Q1. The MR rel ay
dr ops out when the t hrot t l e is r educed t o IDLE.
Dr opout of MR provides a fast discharge pat h for
C1, C2, and C3 t hrough R8 and Q3.
Termi nal 6 of t he RC modul e is connect ed t o the
WS modul e. I f wheel slip is det ect ed, terminal 6
will be connect ed t o negative t hrough the WS
modul e. With terminal 6 connect ed t o negative,
Cl , C2, and C3 will discharge rapi dl y through R8
and RI 4 t o terminal 6 o f the RC modul e t hen
t hr ough t he WS modul e t o negative. Discharging
C1, C2, and C3 results in less exci t at i on to the
mai n gener at or and less power is applied t o the
t r act i on mot or s. Capaci t ors C l , C2, and C3 will
cont i nue t o discharge until the wheel slip is
cor r ect ed. For a more det ai l ed descri pt i on of
wheel slip cor r ect i on refer t o coverage of the
wheel slip cont r ol circuit.
Ter mi nal 5 of the RC modul e is connect ed t o 74
vol t s when RBB, on the WO modul e, is pi cked
up. Thi s al l ows for fast er discharge of the rate
cont r ol capaci t ors during a wheel slip condi t i on.
The i ncreased rate is accompl i shed by forward
biasing Q3, whi ch t urns on t o short out R14,
r emovi ng 600 ohms from the rate cont rol capaci-
t ors discharge pat h to negative t hrough the WS
modul e.
OPERAT I ON WI TH BASI C
DY NAMI C BRAKES, F i g . RC-1
When the dynami c brakes are appl i ed, a reference
signal from the dynami c brake rheost at ( pr opor -
tional t o dynami c brake handle posi t i on) is
appl i ed t o terminal 2 of the RC modul e. This
signal causes a current flow t hrough R2, D3,
RH2. and Q2, to rate cont rol capaci t or C] and
resi st or R5. This current flow results in vol t age
build up across capaci t or CI and cons equent l y
forward bias on the base of QI . An increase in
l or war d bias on t he base of Q1 results in an
increase of current l l ow from col l ect or t o emi t t er
of QI and a larger voltage is devel oped across t he
load regul at or LR. This increase in cur r ent is
suppl i ed from terminal 2 t hrough R3 and t o t he
col l ect or ot Q1.
It shoul d be not ed t hat the voltage across LR
does not increase suddenl y as t he braki ng lever is
advanced, but increases at the same rate as t he
increase in forward bias appl i ed t o t he base of
QI . The rate of increase in forward bi as is
det er mi ned by the rate at whi ch C1 charges. This
rat e is det ermi ned by the circuit cont rol l i ng oper -
at i on oi Q2. Current t hrough Q2, t o charge C1, is
hel d const ant regardless of i nput voltage, by
zener di ode Z4. A const ant voltage dr op bet ween
t he base-emi t t er j unct i on of Q2, creat ed by RH2
and Z4, cont rol s t he amount of current t hr ough
Q2. Ther ef or e the rate at whi ch C1 charges is
det er mi ned by the resistance of RH2.
Advanci ng the braking lever results in an i ncrease
in t he signal appl i ed t o terminal 2 of t he RC
modul e. Resi st or R3 and load regul at or LR f or m
a vol t age divider for the i nput signal. The vol t age
across R3 is appr oxi mat el y equal t o t he vol t age
across LR for all values of signal i nput vol t age up
t o 40 volts. This voltage divider act i on pr ovi des
close cont r ol of exci t at i on during l ow br aki ng
ef f or t . Zener di ode Z2, connect ed across R3, has
a br eakdown voltage rating of 19 volts. There-
fore, Z2 breaks down when the voltage across R3
reaches 19 volts. Af t er br eakdown of Z2, any
f ur t her increase in signal i nput t o t ermi nal 2 of
t he RC modul e results m a cor r espondi ng increase
in vol t age devel oped across LR and resul t s in a
fast er increase in exci t at i on duri ng high braki ng
ef f or t .
When the braking lever is r educed, the i nput
signal decreases and capaci t or C1 sl owl y dis-
charges t hrough R5 and from base to emi t t er of
Q1. I f t he braking lever is rapi dl y r educed f r om
high braki ng effort t o l ow braki ng ef f or t , t he
7B-RC4 ~ 65679
Section 7B-RC 12
voltage at the base of QI will bc much higher
than the voltage at the collector. This difference
in potential tends to cause a reverse discharge
current flow from base to collector then through
the dynamic brake rheostat to negative. The 200
ohm resistor RI0 prevents excessive current Ilow
through zencr diode Z2. Therefore, the reverse
current from collector of QI to the dynamic
brake rheostat must llow through R3 and R10.
The resistance of RI 0 limits the reverse current
and thcrby protects Q I from breakdown duc to
the reverse current.
I f the braking lever is positioned to release the
brakes, the BRt relay drops out and C I will
rapidly discharge through R8 and Q3 to terminal
6 and then to negative. Capacitor C I will dis-
charge through R9 to terminal 7 and then to
negative if the EQP relay drops out.
L I MI T I NG BRAKI NG GRI D
C U R R E N T TO 7 0 0 A MP E R E S
Terminal 4 of the RC module is connected,
through BR2 contacts, to terminal 6 on the
dynami c brake regulator module DR. If the brak-
ing grid current increases above 700 amperes,
terminal 4 of the RC module will be connected
to negative through the DR module. With termi-
nal 4 connected to negative, the brake control
input signal is removed from C I allowing dis-
char ge t hr ough R5 of the RC module.
Discharging of CI results in less voltage across LR
and less braking effort. When braking grid current
decreases below 700 amperes, terminal 4 is dis-
r, h n n ~ r . . . . .
. . . . . . . . ted from negative and thP brake control
signal is again applied to C1. This regulating
action protects the dynamic braking grids by
limiting braking current to a maximum of 700
amperes. For a more detailed description of the
dynami c brake regulating action refer to coverage
of the dynamic brake regulator module DR.
L OCOMOT I V E S EQUI PPED WI TH
BASI C D Y N A M I C BRAKES A N D
T R A I N L I N E D GRI D CURRE NT
CONTROL, Fig. RC-1
NOTE" Shaded areas of Fig. RC-1 denote modifi-
cations to the basic dynamic brake circuit
to obtain trainlined grid current control.
As an optional extra, the locomotive may be
equipped to regulate braking grid current at a
value proportional to braking lever position.
Operation of the RC module during dynamic
braking when equipped with trainlined grid cur-
rent control is similar to that already described.
The following paragraphs describe the operation
of the RC module when trainlined grid current
control is requested by the customer.
A signal proportional to braking lever signal is
provided from terminal 2 of the RC module to
terminal 7 ol the DR module. A signal propor-
tional to braking grid current is applied to termi-
nals 9 and 11 of the DR module. The braking
grid current signal is compared to the braking
lever signal by the DR module. If the braking
grid current signal tends to rise above the braking
lever signal, the DR module operates to rapidly
discharge capacitors C I, C2. and C3 through
resistor R I3 and terminal 8 on the RC module
and through the DR module to negative. Refer to
coverage of the DR module for detailed descrip-
tion of this regulating action.
OPERATI ON WHEN EQUI PPED
WI TH EXT ENDED RANGE
D Y N A MI C BRAKES, F i g . RC-2
On locomotives equipped with extended range
dynamic brakes, terminal 6 of the RC module is
connected to terminal 23 of the DE module,
terminal 2 of the RC module is connected to
terminal 2 of the DE module, and terminal 4 of
the RC module is connected to terminal 6 of the
DR module and terminal 3 of the DE module.
During extended range dynamic brake operation,
terminal 8 of the RC module is connected to
terminal 6 of the DR module and terminal 3 of
the DE module.
The connection between terminal 4 of the RC
module and terminal 6 of the DR module limits
braking grid current to a maximum value of 700
amperes. This limiting action is the same as that
provided for basic dynamic brakes.
The connection between terminal 6 of the RC
module and terminal 23 of the DE module
provides a fast discharge path for C1 during the
time interval between pickup of the extended
range dynamic brake pilot relay DP and pickup
of the dynamic brake shorting contactor. Dis-
charging C1 causes a decrease in voltage across
LR which results in less excitation to the fields
of the traction motors. This reduced excitation
prevents excessive braking current after pickup of
the dynamic brake shorting contactor. The dis-
charge path for C1 is through R8 and Q3 to
terminal 6 on the RC module, then through the
DE module to negative.
16S679 7B-RC5
Section 7B-RCI 2
The connect i on between terminal 2 of RC and
terminal 2 of the DE module applies the braking
lever signal from the dynamic brake rheostat to
the DE modul e for comparison with the braking
grid current signal from transformer T4. If the
braking grid current signal rises above the lever
signal during extended range dynamic brake oper-
ation, the DE module operates to complete a
path bet ween terminals 4 and 5 of the DR
module. This signal results in discharging capaci-
tors C1 through R13 and terminal 8 on the RC
module then to negative through the DR module.
This action limits dynamic braking grid current to
a value proportional to the braking lever signal
during ext ended range dynamic brake operation.
Refer to description of the DR and DE modules
for further information on this limiting action.
L OCOMOT I VES EQUI PPED WI TH
EXT ENDED RANGE D Y N A MI C
BRAKES A N D FULL TI ME
T RAI NL I NE D GRI D CURRENT
CONTROL, Fig. RC- 2
On locomotives equipped with extended range
dynamic brakes and full time trainlined grid
current control, terminal 8 of the RC module is
connected through RE44 and BR2 contacts to
terminal 6 of the DR module. The DP1A con-
tacts are not used in this circuit.
The braking lever signal, f rom terminal 2 of tile
RC module, is provided to terminal 2 of the DE
module. The grid current signal is provided be-
tween terminals 7 and 11 of the DE module. The
DE modul e compares the braking lever sigaaal
with the grid current signal. If the grid current
signal rises above the braking lever signal, the DE
module operates to complete a path between
terminals 4 and 5 of the DR module. Completing
a path between terminals 4 and 5 of the DR
module turns on a transistor on the DR module
which provides a discharge path from terminal 8
of the RC module to negative, through the DR
module. This decreases excitation which results in
decreasing braking grid current to a value propor-
tional to the braking lever signal. This limiting
action takes place before as well as after going
into ext ended range dynamic brake operation.
Whereas on locomotives equipped with extended
range dynami c brakes, but not equipped with full
time trainlined grid current control, the limiting
action occurs only after going into extended
range dynami c brake operation. Refer to descrip-
tion of the DE and DR modules for a more
detailed description of this full time limiting
action.
7B-RC6 16S679
ELECTRO-MOTIVE
LOCOMOTI VE
SERVICE MANUAL
SECTI ON
7
P ART B - S B1 1
SENSOR BYPASS MODULE, SB1 1
I NTRODUCTI ON
The sensor bypass modul e SBl l limits mai n
gener at or out put t o a value proport i onal t o
t hr ot t l e posi t i on. This is accompl i shed by com-
paring t he l oad regul at or reference signal wi t h
main gener at or f eedback signals f r om the per-
f or mance cont r ol modul e PF. A simplified
schemat i c diagram of the SB modul e, Fi g. SB-1,
is i ncl uded f or reference onl y. The applicable
l ocomot i ve wiring diagram shoul d be used when
per f or mi ng t r oubl eshoot i ng or mai nt enance.
GENERAL DESCRI PTI ON
The sensor bypass modul e, Fig. SB-1, compares
the r ef er ence signal from t he load regul at or LR
wi t h mai n gener at or f eedback signals from t he
per f or mance cont r ol modul e PF. The reference
signal f r om LR is pr opor t i onal to t hrot t l e posi-
t i on and t he f eedback signals from PF are pr opor -
tional t o mai n generat or out put voltage plus mai n
gener at or out put current.
Some PF mod- ! es are designed to provide t wo
f eedback signals, a power cont r ol feedback signal
and a per f or mance cont r ol f eedback signal, t o t he
emi t t er of Q1 on t he SB modul e. Ot her PF
modul es pr ovi de onl y the power cont r ol f eedback
signal. The fol l owi ng descri pt i on applies t o t he
SB modul e as used with PF modul es providing
t wo f eedback signals. However, operat i on of t he
SB modul e is basically t he same for one f eedback
signal as f or t wo f eedback signals. Refer t o
descr i pt i on of t he PF modul e for detailed descrip-
tion o f t he f eedback signals.
If t he r ef er ence signal from LR is smaller t han
bot h of t he f eedback signals from PF, transistor
Q1 i n t he sensor bypass modul e SB is t urned of f
and no cur r ent flows t hrough the magnet i c ampli-
t i er cont r ol windings on t he SE modul e. With
cur r ent through the magnet i c ampl i fi er cont r ol
wi ndi ng cut off, gating pul ses t o t he silicon
cont r ol l ed rectifier SCR are also cut of f and no
exci t at i on is applied t o t he mai n generat or field.
I f t he reference signal f r om LR is i nst ant aneousl y
larger t han either of t he f eedback signals f r om
PF, t ransi st or Q1 on t he SB modul e is t urned on
and allows current f l ow t hrough t he magnet i c
ampl i f i er cont rol windings o f t he SE modul e.
Wi t h current flowing t hr ough t he magnet i c ampli-
fi er cont r ol windings, gat i ng pul ses are applied t o
t he silicon cont rol l ed rect i fi er SCR. The gating
pul ses resul t in appl yi ng exci t at i on t o t he mai n
gener at or field. The a mount o f exci t at i on appl i ed
t o t he mai n generat or field is pr opor t i onal t o t he
magni t ude of current fl owi ng t hrough t he mag-
net i c amplifier windings. The magni t ude of cur-
r ent flowing through t he magnet i c ampl i fi er
cont r ol windings and consequent l y t he st rengt h
o f t he mai n generat or field is pr opor t i onal to t he
val ue of t he reference signal f r om LR.
Tb_e reference signal f r om LR is applied t hrough
t ermi nal 3 and resistors R I and R4 t o t he base of
Q1. The emi t t er of Q1 is connect ed t o the power
cont r ol feedback signal and t he per f or mance
cont r ol feedback signal t hrough di odes D2 and
D3. The power source t hat supplies current t o
t he magnet i c amplifier cont r ol windings in the SE
modul e is applied t o t ermi nal 1 of the SB
modul e.
When Q1 is forward bi ased, current flows f r om
t ermi nal 1 through R3 t o terminal 7, t hrough t he
GX modul e, t hrough t he SE modul e magnet i c
ampl i fi er cont rol windings to terminal 2 of t he
SB modul e, through R2 and Q1, t hen t hrough
di ode D2 or diode D3 t o t he PF modul e.
17S1278 7 B- SB 1
~0
+ 6 8 V DC
From TH Module )
GX Module ~ T R3 i
~-: ~' ~
~ i SE Module ~ ' ~ SB MODULE ~ I
---',,~ ,,: , ~ L~ ~ ,
' / k J ~ / ~ ' ~ 1 ~ l I ~ '
I I
Reference Signal .. J . I
From LR J L : ? ~ ' ~ , , , . ~ J " ~ I
I I
On WS Module " i " ~. , ~ - ~ 7 - u ,
To Negative
I
i
I
BR1
i - - . . 4
A A
I
I
I
'PART OF PF MODULE
F i g . S B - I - S e n s o r B y p a s s M o d u l e ,
S i m p l i f i e d S c h e m a t i c D i a g r a m
Feedback Signal
From GPT1
J
Feedback Signal
From GPT2
J
Feedback Signal
From CT's
2 0 1 9 5
i =, .
o
I
E L E C T R O - M O T I V E
LOCOMOTIVE
SERVICE MANUAL
S E C T I O N
7
P A R T B - S E 1 0
S E N S O R MO D U L E , SE 1 0 - 8 4 5 8 9 0 0
G E N E R A L D E S C R I P T I O N
The sensor modul e SE10 cont rol s mai n generat or
field exci t at i on cur r ent level. Field exci t at i on
cur r ent is provi ded by t he D14 al t ernat or t hrough
silicon cont rol l ed rectifiers SCR1, SCR2, and
SCR3 on t he SCR assembly. These silicon con-
trolled rectifiers will not conduct unt i l t hey are
forward biased ( anode positive with respect t o
cat hode) and a gating signal is applied to t he
cat hode gate. The gating signal is a voltage,
applied t o t he cat hode gate, which is positive
with respect t o t he cat hode. Aft er conduct i on
s t a r t s , t he gating signal loses cont rol , and con-
duct i on cont i nues as long as t he anode is positive
with r espect t o t he cat hode. The SE modul e, Fig.
SE-1, cont r ol s field exci t at i on cur r ent by:
l. Providing t he gate signals t o t he SCR' s.
2. Cont rol l i ng t he t i me in t he voltage cycl e at
whi ch t hey occur.
Since t he SCR' s form part of a t hree-phase di ode
bridge, each SCR is not forward biased cont i n-
uousl y, but onl y during t he positive hal f of one
i r l p l D 3 '
I D 2
,,,
14 ! F . . . . . . . .
'
i l l '
T
_ @
o \
Line C
Line B
m u m m m ~ l
SENSOR
MODULE I
SE10 I
SCR3
Line A
SCR2
?
~C
SCR ASSEMBLY SCR1
I
I
I
I
I
i
I
I
I
I
I
I
I
I
7_-
- !
I f Main Gen
l Field
' t
17S1278
Fig. SE-1 - SCR Assembly Gate Cont rol Bl ock Diagram
7 B-SE 1
18495
Sect i on 7B - SE I 0
phase plus a small por t i on of t he succeeding
phase. To al l ow SCR conduct i on, the gate pulse
must also occur during this time. The time the
SCR is f or war d bi ased, is fixed. Therefore,
changing t he poi nt at whi ch t he gate pulse
appears, resul t s in changing t he average amount
of current f l ow t hrough t he SCR, and likewise
t hrough t he main gener at or field. An early gate
pulse allows conduct i on for a long peri od of time
resulting in some average cur r ent level. A late
gate pulse, however, al l ows conduct i on f or a
short er per i od of time resul t i ng in a l ower average
current level.
Since the SE modul e consi st s of three identical
channels, one for each SCR, onl y one channel,
Fig. SE-2, is descri bed.
The SCR gat e pulse from the SE modul e to
SCRI in t he SCR assembl y is the voltage devel-
oped across resistor R61. Thi s voltage is present
onl y when SCR1 (in SE) is t urned on, providing
a pat h f or current fl ow f r om t ransformer T1
terminals I and 2. Turn-on o f SCR1 (in SE) is
cont rol l ed by the operat i on o f magnetic amplifier
M I. Current flow t hr ough t he magamp cont r ol
windings drives the magamp core i nt o sat urat i on.
Sat urat i ng t he core al l ows current t o fl ow
t hrough D31, R51, and R31, causing t urn-on of
SCR1 (in SE). The poi nt in time, at whi ch the
core becomes sat urat ed, is det ermi ned by the
amount of current fl ow t hrough t he magamp
cont r ol winding. This cur r ent level is regul at ed by
t he SB modul e.
The amount of main gener at or field exci t at i on
requi red is det er mi ned by compari ng t he refer-
ence signal from t he l oad regul at or ( LR) wi t h
f eedback signals from t he per f or mance cont rol
( PF) modul e. When t he LR reference signal is
larger than a PF f eedback signal, a t ransi st or in
t he SB modul e is t urned on, providing a pat h for
cur r ent fl ow t hrough t he magamp cont r ol wind-
ings. The amount of cur r ent is related t o the
di fference bet ween the reference signal and the
f eedback signal.
When a small di fference exists bet ween the
reference signal and t he f eedback signals, a low
cur r ent level flows in t he magamp cont r ol
D14
Line A ~ 7
"1 s
D41 R41
P,,.J
R i i
>
>
D31
D l i
Cl l
71
C
SCR1
GV
Mod
Control Winding No. 1
7 ~ - v - . c - v ~ " e
M1
R51
o,
To Main
Gen. N e g a t i v e ~ " [
(During Braking) "~1
To SCR
Con~'ol Winding No. 2
- - 10
M1
R61 ~ SCR
Cathodes
Part Of
$8 Module
!
TO
PF Module
LR Reflrence Signal
o Main
w ; 3 .~ Gen. Positi~ 19403
(During Braking)
Fig. SE-2 - SE10 Partial Simplified Schemat i c Diagram
7B-SE2 14S1073
windings. This low current level results in core
saturation being reached and the gate signal being
developed near the end of SCR forward bias
time. Therefore, main generator field current
flows for only a short period of time, resulting in
a low average field current level. A greater differ-
ence between the reference signal and feedback
signals results in a higher current level in the
magamp control winding, earlier core saturation.
earlier SCR turn-on and, as a result, a higher
average main generator field excitation current
level.
During dynamic braking, a second magamp con-
trol winding is connected across the main genera-
tor out put voltage. The resulting current flow
through this winding opposes the core saturation
effects of control winding 1 causing the main
generator to operate at a lower out put level
during braking.
A simplified schematic diagram of the SE
module, Fig. SE-15, is provided later in this
section for convenient reference. The applicable
locomotive wiring diagram should be used when
performing troubleshooting or maintenance.
S E / S C R A S S E M B L Y
D E T A I L E D O P E R A T I O N
The three-line, three-phase out put of the D I4
alternator, Fig. SE-3, is applied to the SCR
assembly bridge, and results in the SCR's being
forward biased (anode positive with respect to
cathode) in the sequence - SCR1, SCR3, and
SCR2.
i l l
t~
~- 0
. d
O
>
Li ne A Li ne C Li ne B
To To T o
Li ne C Li ne B Li ne A
+ +
18497
Fig. SE-3 - D I4 Alternator Three-Phase Output
Section 7B - SE 10
Diodes D1 through D3, Fig. SE-4, provide two
current paths for each SCR. Therefore, each SCR
is forward biased by two phases of the line-to-line
voltages. For example, SCRI is connected to lines
B and C through diodes D2 and D3.
t -
Li ne A.
m
_ _ + _ ; _ j _
[ - ~ SCR3 1 I I I
I i 1 ' ,
' - N + c , : , 2 1 r ' ,
SCR Ass,/. J I I
J l
S C R I I
t M a in Gen.
Fi el d
Fig. SE-4 - SCR Assembly
19404
The instantaneous voltage across SCR1 is
therefore the difference in potential of either line
A with respect to line C, or line A with respect
to line B, whichever is greater. This results in
forward bias applied to each SCR for a time
period longer than a half cycle, Fig. SE-5.
Line-to-Lice Vottac-j~
/ N
/ %
A t o B C t o A B t o C
+ i i - ' ~ 1
SCR 3 I I Ti me *
I I ~ For war d "~1 I
I Biased I
I SCR ~ I S_OR 2 I
I-<- F o rw a rd ~ For war d
Biased Biased
18499
Fig. SE-5 - SCR Assembly Forward Bias Waveform
klJ
0
O
>
14S1073 7 B - S E 3
Section 7B - SE 10
The SCR bridge out put is connected to the main
generator field. Turning on an SCR with a gate
pulse allows current to flow through that SCR
and the main generator field. If an SCR is gated
on at the same time that forward bias is applied.
the SCR could conduct for the full forward bias
time. With this condition, main generator field
current, Fig. SE-6, is the result of each SCR
conducting for the maximum possible time. and
field current is at the highest level possible.
p-
Z
UJ
{:E
( J
+
#A
i /
I
Conduction Times
,SCR1 + S C R 3 + SCR2
................ :~iiiii ~
Ti me
%
%
\
%
A p p r o x .
A v e r a g e
Current
Level
1 8 5 0 0
The function of the SEIO module, to control
main generator field excitation current level, is
accomplished by delaying the SCR gate signal
past these commutation points. Delaying SCR
turn-on, results in lower average current levels.
Fig. SE-8.
Z
LU
r r
E
U
0
Conduction Times
/ N
/ N
~ SCR l ~ t ~ s e R 3 ~ t ~ SCR2 "~
/
I I
t l
f t
SCR Turn-On Delays
Approx.
Average
Current
Level
Ti me --~
Fig. SE-6 - Main Generator Field Current With
Maximum SCR Conduct i on
The resulting waveshape is due to the commuta-
tion characteristics of a three-phase SCR (or
diode) bridge circuit. Commut at i on occurs at the
instant one SCR (or diode) stops conducting and
another starts. A conducting SCR is essentially a
short circuit, therefore its cathode voltage
approaches the level of its anode voltage. Since
the SCR cathodes are all electrically common, the
anode voltage : f a conducting SCR is also present
at the cathode of the other SCR's. Until anode
voltage of a non-conducting SCR exceeds this
value, the SCR' s are reverse biased. Therefore,
prior to these SCR commut at i on points in the
waveform, Fig. SE-7, the gating signal has no
control over turning on the SCR.
Line-To- Line Voltages
/ A ,%
A t o B C t o A B t o C
i A t o C / C t o B / B t o A /
g 0
" I SCR3 ] Ti me - - ~
o !
> ~ ~- Forward -~
Biased
SCR1 =1 SCR2
< Forward _, = Forward
Biased Biased l s5ol
Fig. SE-7 - Three-Phase Bridge SCR
Commut at i on Points
Z
LU
n-
nr
D
0
Conduction Times
/ %
/ \
S C R 1 S C R 3 S C R 2
/ ~ Average
/ , / I , / , ~ / I t l ~ , ~ CurrentLevel
, I i l , I T i m e
I
\ ' ,i, ' /
SCR Turn-On Delays 18502
Fig. SE-8 - Main Generator Field Current Levels
The gate pulse, from the SE module to SCR1 in
the SCR assembly, is the voltage developed across
resistor R61. This voltage is present only when
SCR1 (in SE) is turned on, providing a path for
current flow. SCR1 (in SE) is turned on by the
gate voltage across R51. Since SCR turn-on is
very rapid, the gate signal to the SCR assembly is
present at the same time the voltage across R51
reaches SCR1 (in SE) turn-on level. Therefore,
controlling the time at which the R51 voltage
reaches that level, also controls SCR assembly
turn-on delay. This turn-on delay, as described
above, determines main generator field excitation
current level.
7B-SE4 13S972
M A G A M P M 1 D E T A I L E D
O P E R A T I O N
The magnet i c amplifier, magamp M1. is the
device used to control R51 voltage level. The
magamp out put coil. resistor R51. and diode D31
form a series circuit connected across transformer
TI out put winding terminals 3 and 4. The input
signal to T1. Fig. SE-9, is the same line-to-line
voltage that provides the leading portion of the
forward bias to SCRI in the SCR assembly.
I.U
F-
- J
O
>
nl
-. I
O
>
Li ne Li ne
A t o C A t o B
4 - For war d
Bi as
+ I
o L /
T1
~ - I nput
Si gnal
( Li ne A t o C)
18503
Fig. SE-9 - SEI0 Module Input Voltage
The magamp output coil presents either a very
high or a very low impedance to the input signal.
The high impedance results in nearly the entire
Input blgZ|ilt being m u l : w u .~.~w~ ~,,~- . . . . . A , v-
impedance, however, causes nearly the entire in-
put signal to appear across R51.
The coil provides a low impedance if the mag-
netic core is saturated with flux lines, and the
input signal is attempting to produce additional
flux in the same direction. The high impedance is
presented, however, if the applied voltage is
attempting to reverse the direction of flux
present in the core. Applying a positive voltage to
the out put coil, produces a change in flux level in
the positive direction. The total amount of flux
change is the product of coil voltage and length
of time the voltage is present (flux change = volts
x time). A graph of total flux change, Fig. SE-10,
produced by a sinusoidal voltage reaches a peak
at the end of the positive half cycle.
Section 7B - SEI 0
+
I -
I
x Z [
~ " r
0
T i me - - ~ 1 8 5 0 4
Fig. SE- I 0- Coi l Voltage And Flux Change
A typical hysteresis loop. Fig. SE-I1. illustrates
the magnetic characteristics of the magamp core.
F l u x
Density
F
Negatwe
Saturation
Poi nt
Posi t i ve
Sat ur at i on
Poi nt
Magnet i c I nt ensi t y - ~
J
18505
Fig. SE-11 - Magamp Core Hysteresis Loop
With core flux density near negative saturation,
point A in Fig. SE-12, the positive input signal is
applied. This signal produces a positive flux
change to point B. Positive core saturation was
not reached, therefore, coil impedance remained
l [ l ~ l l glllt~.-I I I U V U I 1.1~1.~'~, g l ~ [ . , / t , , g l l I , . , U 2=~1 VOO A%d . l t - "
mo d u l e i n p u t vol t age t h e n goes t h r o u g h t he nega-
t i ve h a l f cycl e, a p p l y i n g t he core reset vol t age
through diode D41 and resistor R4I. The reset
voltage produces a negative flux change from
point C to point D in Fig. SE-12. With no
current flow in the control windings, the magamp
continues to operate along this path, and the
SCR assembly is not turned on.
Negat i ve
F l u x Change
t
F l u x I
. . . . _ . _
I / [ /
I i
r C BI
Ma g n e t i c I n t e n s i t y
Posi t i ve
F l u x Change
18506
Fig. SE-I 2 -Magamp Core Operation- No
Control Winding Current
1 3 S 9 7 2 7 B - S E 5
Section 7B - SEI0
Allowing a positive current flow through the
magamp control winding changes the magamp
operation. The current flow produces a positive
flux change, Fig. SE-13, from point A to point
m z .
which saturation occurs. Since time to reach core
saturation is also SCR assembly turn-on delay,
changing the control winding current also changes
this turn-on delay and therefore also changes
main generator field excitation current.
Negative
Flux Change
1

Flux
Density B
Positive
Flux Change
. t
A ' _ _ |
, ~ g ~ e , ! ' n , ~ = ' , v T
I COntrol Winding
I l Flux
A
1 8 5 0 7
Fig. SE-13 - Magamp Core Operation - With
Control Winding Current
Since the core tends to retain the same flux level
after the magnetizing force is removed, the reset
voltage is required to cause the core to return to
some flux density level below positive saturation.
At positive saturation, the coil impedance is near
zero, and the SCR assembly will continue to be
turned on even after the control winding current
is removed, unless the reset voltage is provided.
Resistor R71 and capacitor C l l are used to
provide a fast rise time for the voltage pulse
developed across R61. This fast rise time is
desirable to provide a rapid SCR assembly
turn-on.
The positive flux change produced by the modul e
input signal now results in core saturation. At the
time the core reaches saturation, coil impedance
becomes zero and the voltage across it drops to
zero. The entire input signal, Fig. SE-14, is then
present across R51, turning on SCR1 (in SE)
which produces the SCR assembly gating signal.
The magamp has three control windings on each
core: one connected in series between the sensor
bypass (SB) module and the main generator
voltage regulator (GV) module; the second
connected, during dynamic braking, across the
main generator voltage out put ; and the third, a
spare, not used.
Saturation
I Reached
In Cote
' T1 Output
p-
Voltage
I
I
Magamp C O i l
Voltage
I
I
' / / r ~ R51
P Voltage
>
0
Time "-~
Turn-On
Delay 18508
Fig. SE-14 - SE Voltage At Core Saturation
The amount of flux change due to control
winding current determines bot h the additional
flux change required from the input signal to
reach core saturation and, also, the time during
the positive half cycle of SE input voltage at
The current in the winding between the GV and
SB modules flows through a transistor in the GV
module and a transistor in the SB module. The
amount of current flow is dependent on the
biasing of these two transistors. The transistor in
the SB module is forward biased when the load
. . . . . 1 ^ * . . . . ~ " . . . . . . . I . . . .
, ~ul ~t u, 1~1~,,t:~ signal is ,arger than the
feedback signal from the PF module. The
transistor in the GV module is forward biased
whenever the main generator out put voltage is
less than the preset maximum level to which the
GV module limits.
An increase in current flow through this control
winding, as previously described, causes a de-
crease of the SCR assembly turn-on delay, which
increases main generator field excitation. The
second winding, connected t o the main generator
out put voltage during braking, is connected such
that the current flow through it tends to produce
flux lines opposing those produced by the other
control winding. An increase in main generator
out put voltage causes current through this wind-
ing to increase. This results in a more stable
control during dynamic braking. During braking,
the combined effect of the two magamp control
windings brings about stable control of the main
generator out put voltage and current at the low
levels required for dynamic braking.
7B-SE6 13S972
S e c t i o n 7 B - S E 1 0
To DI4
Line A
To DI4
Line B
To O(4 ~
Line C
TI
6
7
w
D41 R41
M I 031 RS~
R I I
2
D. S
I r ~
T2 5 D42 R42
M _ , ~ ~ , 1 032
3 3 N ,4
-
RI2
OI2 S
' ~_~ -
043 R43
T3 5 r,~,
F, Z
D33
M I
D~3 S
T L-'q
~CI 3
R52
R53
To SCR
AssembLy
i
To SCRI
, w ~ Gole
@ To SCR 2
- Gore
~ - ~ T o SCR 3
Gole
I
I
I
I
2 !
I
N~oTGen--.-o RD ~H R e s , s t a n c e v o / u e s m O h m s . . . . . . . / " ~ I
T o , , . . . . o , o o o ' , ~ I ~ - ~ . ~ , ; : ~ T ' ? . ~ " ; : o ~ e
NOt Used ~;:' ~ J.~- .... ,I ~ JTJ...... 3 ~ J:j'- ..... 5 -O - ~ O u l e
' r ~ l '' ~:~Z~'~S:/'S""n~Orcu"~b~el ~P'~J~, ,J'Sh*"'nC"e~"Abvel ~'e',-e'Z,J sh' "' c' ' c~' ' A~" I
, ( z ~ T . . . . . . . 2 I ~ . . . . . . . . ~ I ~ . . . . . . . 6 ~ ,
, ~ . . . . . ~ r L ~ ; T M
', Mogomp M, ~ I
I SENSOR MODULE SEIO " ~ Y l
I - - - - - - . . I
19728
F i g . S E - 1 5 - S e n s o r M o d u l e S E 1 0 - S i m p l i f i e d S c h e m a t i c D i a g r a m
12S374 7B- SE7
ELECTRO-MOTIVE
LOCOMOTI VE
SERVICE MANUAL
SECTION
7
P A RT B - - SCR
SI LI CON CONTROLLED RECTI FI ER
ASSEMBLY, SCR
Excitation to the main generator field is provided
by the D I4 alternator through the three phase
silicon controlled rectifier assembly SCR. A sim-
plified schematic diagram of the SCR assembly,
Fig. SCR-I, is provided for convenient reference
only. The locomotive wiring diagram should be
used when performing troubleshooting or
maintenance.
One silicon controlled rectifier is connected in
series with each of three phases of the D I4
alternator. Therefore, one of the silicon con-
trolled rectifiers is forward biased during each
positive alternation of out put voltage from the
D I4 alternator. However, the silicon controlled
rectifier will not conduct until the forward bias is
accompanied by a gating signal to the cathode
gate. The gating signal is a voltage, applied to the
cathode gate, which is positive in respect to the
voltage applied to the cathode. Therefore, the
potential on both the anode and cathode gate
must be positive in respect to the cathode in
order to turn on the silicon controlled rectifier.
Aft er conduction starts, the gating signal loses
control and conduction continues as long as the
anode is positive in respect to the cathode. The
silicon controlled rectifier turns off due to reverse
bias between anode and cathode at the comple-
tion of the positive alternation. After turn off,
conduct i on will not start until forward bias is
accompanied by the gating signal.
Gating pulses are applied to the silicon controlled
rectifiers from the SE module as necessary to
maintain the required excitation current to the
main generator field. The amount of excitation
required is determined by comparing the refer-
ence signal from the load regulator with feedback
signals from the PF module. This comparison is
made in the SB module. If the reference signal is
instantaneously larger than the feedback signal,
the transistor in the SB module is forward biased
causing the transistor to turn on and results in
current flow through the SE module magnetic
amplifier control windings. If the feedback signal
is instantaneously larger than the reference signal,
the transistor in the SB module is reverse biased
and no current flows through the magnetic
amplifier windings.
Current flow through the control windings drives
the core of the magnetic amplifier into satura-
tion. Saturating the core causes turn on of the
transistor in the SE module and results in pro-
viding gating signals to the SCR assembly. The
point at which the core becomes saturated is
determined by the amount of current flow
through the control windings. The amount of
current flow through the control windings is
determined by the value of the reference signal
from LR.
If the reference signal is small, a small amount of
current flows through the control windings and
the core is saturated late in the positive half
cycle. Therefore, the gating signal occurs late in
the positive half cycle and excitation current
flows for only a short period of time during the
positive half cycle. If the reference signal in-
creases, the current flow through the control
windings increases and the core is saturated
earlier in the positive ~au yle and t, = gau, g
signal occurs earlier in the positive hal f cycle.
This results in flow of excitation current for a
longer period of time and increases the average
amount of excitation to the main generator field.
Excitation current passes through the silicon con-
trolled rectifiers only during a portion of the
positive half cycle. However, the current through
the main generator field is relatively stable. Resis-
tor RE32 and capacitor CA32 are used for spike
suppression. The flux lines from the main genera-
tor field tend to collapse during the negative half
cycles. However, the decaying flux field induces a
voltage into the field windings which causes a
current to flow through the free wheeling diode
FWD and through the main generator field. This
results in a slowly decaying flux field instead of a
sudden collapse and maintains a relatively stable
field strength.
Refer to the description of the SE module for a
more detailed description of the gating signals.
17S1278 7 B - S C R 1
t~J
h p _
t~J
l--
b L
o
( . 9
,';- E il . . . . . , ~ F I G 2 / s ~ , ~ K :
I S R D
I
t
I \
I
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I F W O , - K 3 - K 3
I AC2
I , - k 3 - t 3 - - , r - -
I D 2
I x ' , . ,
Gen. I - D C
Field Fuse
- - 0 0 0 0
! I
I 0 0 A IG FC' GFA
SCR2
Gett
Field Fuse
o - ~ o o
IOOA IGF c'
SE MODULE
G ~
7 K 3 G l \ Y K I
SGR3
R2
5MF
C3 R:
RI
Z
,~K I I
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S C R I I
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SCR
ASSEMBLyI I
I
I
1 7 7 5 6
r J )
o
-. . J
t ~
I
~0
t,O
M
Fig. SCR-I - SCR Assembl y, Simplified Schemat i c Diagram
EL ECT RO- MOT I VE
LOCOMOTI VE
SERVICE MANUAL
SECTION
7
PART B - T H1 3 / T H1 4
VOLTAGE REFERENCE REGULATOR
AND THROTTLE RESPONSE MODULE
I NT RODUCT I ON
The vol t age reference regulator and throttle re-
sponse modul es TH13 and TH14 cont ai n a volt-
age r ef er ence regul at or circuit and a t hr ot t l e
response circuit. Out put of the voltage reference
regul at or provi des a very stable 68 volts DC t o
the t hr ot t l e response circuit and t o the sensor
bypass modul e SB. Out put of the throttle re-
sponse ci rcui t , which is proport i onal t o t hr ot t l e
posi t i on, is appl i ed t o the rate cont r ol modul e f or
cont r ol l i ng l ocomot i ve power in accordance wi t h
t hr ot t l e posi t i on.
The same voltage reference regul at or circuit is
used on bot h TH modules. The t hr ot t l e response
ci rcui t is t he same on bot h TH modul es, except
for resi st ance values of the t hr ot t l e response
resistors R1 t hrough R7. A simplified schemat i c
diagram o f the TH modul e, Fig. TH-1, wi t h
resi st ance values of R1 through R7 for TH13 and
THI 4 , is provi ded for reference onl y.
V OL T A GE REFERENCE
RE GUL AT OR CI RCUI T
The vol t age reference regulator VRR provides a
st abl e 68 vol t s DC i nput reference voltage to t he
t hr ot t l e response circuit and t o the sensor bypass
( f eedback compari son) modul e SB. Nominal i nput
vol t age t o VRR is 74 volts DC from the auxiliary
gener at or . The out put voltage of VRR is equal t o
the i nput voltage minus the col l ect or to emi t t er
vol t age Ece of transistor Q4. VRR is designed so
t hat Ece of Q4 varies with changes in i nput
vol t age and changes in load t o maintain a very
st abl e 68 vol t s DC out put voltage.
When t he i nput voltage is exact l y 74 volts, Ece of
Q4 will be 6 volts and the out put voltage of
VRR will be 68 volts. If the i nput voltage of
VRR i ncreases above 74 volts, Ece of Q4 will
increase t o maintain a 68 volt out put . If t he
i nput vol t age decreases below 74 volts, Ece of Q4
will decr ease t o maintain a 68 volt out put pro-
vi ded t he i nput voltage remains above 68 volts.
Ece of Q4 is cont rol l ed by the bias applied to t he
base of Q4. A change in load applied to t he
out put of VRR tends t o change the out put
voltage of VRR, but Ece changes t o compensat e
for variable loads and t hus maintains a st abl e
out put voltage wi t h changes in i nput voltage or
changes in load.
Transi st or Q1 wi t h rheost at RH1, reference zener
di ode RZ, and resistors R9, RI 0, and R l l moni -
t or the out put voltage of VRR and cont rol s t he
operat i on of transistor Q2. Transi st or Q2 and
resistor R8 cont r ol operat i on of t ransi st or Q3 and
t ransi st or Q3 cont rol s oper at i on of Q4.
Reference zener diode RZ is connect ed t o t he
emi t t er of transistor Q1. The voltage across a
zener di ode t e n d s t o dri ft slightly as cur r ent
t hrough it changes. Resi st or R10 provides a st abi -
lizing current t o RZ. With t he stabilizing cur r ent
est abl i shed, the very small addi t i onal emi t t er cur-
rent I e of Q1 will have no ef f ect on the vol t age
across RZ. Therefore, RZ mai nt ai ns a const ant
positive voltage at the emi t t er of Q1.
Rheost at RH1 provides a positive voltage at t he
base of Q1. This positive voltage increases wi t h
an increase in out put voltage of VRR and de-
creases wi t h a decrease in out put voltage of VRR.
Resi st or R11 places a positive voltage at the base
of Q2 when QI is not conduct i ng. Current f l ows
t hrough resistor RHl l , di ode D1, di ode D3, and
from base t o emi t t er of Q3 and Q4. This cur r ent
fl ow results in reverse bias on Q2 and prevent s
conduct i on of Q2 when Q1 is not conducting.
Resistors R9 and R l l are used as voltage dividers
when Q I is conduct i ng. The current fl owi ng
t hrough R11 also flows t hrough R9, Q1, and RZ.
This voltage divider act i on reduces the posi t i ve
vol t age at the base of Q2. The reduct i on in
positive voltage at the base of Q2 is suffi ci ent t o
cause the base of Q2 t o become negative wi t h
r espect t o the emi t t er of Q2, thus placing a
f or war d bi as on Q2. This forward bias causes Q2
t o conduct .
17S1278 7B-TH1
Sect i on 7B - TH13/ TH14
ORS
N~J.
+74 V
NM
Neg.
r
I : ~ 9 - ~ ) T e , t
I / " 1 I S w i t c h
Z1
VOLTAGE REFERENCE REGULATOR CI RCUI T
D15 100V
Z12
R17
R16
R14
1 : 1 8
D3
R9
. _ J _
C1 . ~ 49.6VRz
1 1
To EZ On Sheet 2
,k
v
RH1
See Sheet 2
I N M
I Neg.
I
I '
To Te r mi na l 9
Of RC Modul e
Fig. TH-1 - Vol t age Reference Regul at or And Thr ot t l e Response
Modul e, Simplified Schemat i c Diagram
( Sheet 1 of 2)
2 2 7 2 5
7B-TH2 16S1077
O~
-,4
( D
,=
LJ
EZ
=
NM
Neg.
S e e Sheet
+68 V T o Terminal 1
" OI SB Module
AV* BV* CV* OV*
Q7
@
To Terminal 3
Of RC Module
Fig.TH- I
INSE
g
)OZ2
1013
) O r 4
!1O ] 5
) O r 6
) O I 7
O 1 8
Ne9.
- Voltage Reference Regulator And Throttle Response
Module, Simplified Schematic Diagram
(Sheet 2 of 2)
. . . . i
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
J
Thr ot t l e
Response
Resistors
R1
R2
R3
R4
R5
R6
R7
Resi stancel n Ohms
TH13 TH14
4248 5180
1058 1155
844 683
354 472
192 336
150 .302
103 144
"These terminals are enercized
wi t h 74V, whenever the specific
governor solenoid valve is ener-
gized, as determi ned by t hrot t l e
posi ti on.
239t0
t-)
O
---.I
D o
T ~
Sect i on 7B - TH 13/ TH 14
Transistor Q2 and resistor R8 pr ovi de the bias
cont rol for Q3 and Q4. When Q2 is not con-
ducting, a large positive voltage is . applied t o the
base of Q3 t hr ough R8. This large forward bias
causes Q3 t o conduct heavily and appl y a large
forward bias t o t he base of Q4. Thi s high forward
bias on Q4 results from low Ece of Q3 when Q3
is operat i ng wi t h a large forward bias. The large
forward bias on Q4 causes Q4 t o go i nt o satura-
tion whi ch results in a small Ece f or Q4.
When Q2 is conduct i ng, current fl ows through R8
and Q2 causing a voltage dr op across R8. This
voltage dr op r educes the f or war d bias on Q3
which r educes conduct i on of Q3 and reduces
forward bias on Q4. The reduced forward bias on
Q4 results in a larger Ece for Q4.
An increase in t he i nput vol t age t o VRR or a
decrease in t he load applied t o VRR t ends to
increase t he o u t p u t voltage of VRR. The rise in
out put vol t age results in increasing t he voltage
drop across RH1 whi ch increases t he forward bias
on t he base o f Q1 and causes Ice of Q1 to
increase. An increase in lee o f Q1 results in a
larger vol t age dr op across 1~'i I and decreases the
positive vol t age applied t o t he base of Q2. The
decrease in posi t i ve voltage at t he base of Q2
causes Ice of Q2 t o increase. Thi s increase in Ice
of Q2 results in a larger voltage dr op across R8
causing a decrease in forward bi as at the base of
Q3. This decr ease in forward bi as on Q3 causes
Ece of Q3 t o increase. The increase o f Ece of Q3
results in decreasi ng t he forward bi as on Q4. This
decrease in f or war d bi as on Q4 causes Ece of Q4
t o increase. The increase in Ece o f Q4 results in a
decrease in t he out put voltage o f VRR ( out put
voltage equal s i nput voltage mi nus Ece of Q4).
The sequence o f event s occurri ng f r om the initial
increase in o u t p u t voltage t o t he resulting de-
crease in o u t p u t voltage is i nst ant aneous so t hat
change in t he out put voltage is ver y small.
T HROT T L E RESPONSE CI RCUI T
Out put from t he vol t age ret erence regul at or por-
t i on o f t he TH modul e supplies a very stable 68
vol t s DC t o a string o f seven resistors connect ed
in series on t he t hr ot t l e response por t i on of t he
TH modul e. This i nput vol t age is modi fi ed by t he
t hr ot t l e response resi st ors, as det ermi ned by
t hr ot t l e posi t i on, and appl i ed t o the rate cont r ol
RC modul e as a r ef er ence for controlling mai n
gener at or exci t at i on. As t hr ot t l e posi t i on is in-
creased, an i ncreased por t i on of the resistance
f r om t he t hr ot t l e r esponse resistors is removed,
resulting in increased out put voltage t o the RC
modul e. In t hr ot t l e posi t i on 8, all resistance is
r emoved and t he full 68 volts is applied t o t he
RC modul e.
The rel at i onshi p of t hr ot t l e posi t i on t o t hr ot t l e
response modul e out put voltage is given in Fig.
TH- 2.
Thr ot t l e
Posi t i on
STOP
LOW IDLE
IDLE
1
2
3
4
5
6
7
8
Gover nor
Sol enoi ds
Energized
D
AD
NONE
NONE
A
C
AC
BCD
ABCD
BC
ABC
Appr oxi mat e Out put Vol t age
TH13 Modulel
0. 0
0.0
12.5
22.5
31. 2
43. 0
51. 2
57. 3
63. 2
68. 0
TH14 Modul e
0.0
0.0
10.9
21. 6
28. 6
35.7
43. 3
51. 2
61. 4
68. 0
Fig. TH-2 - Rel at i onshi p Of Throt t l e Position
Out put Vol t age Of The Throt t l e
Response Cont r ol Circuit
And
V RR C I R C U I T PROT ECT I ON
Pr ot ect i on of t he VRR circuit from excessive
i nput vol t age and excessive overl oad is provided
by t ransi st ors Q5 and Q6, and resistors R13,
R14, R15, and R16. Normal current fl ow
t hrough R I6 is not suffi ci ent t o provi de forward
bias for Q5. However , an excessive l oad or exces-
sive i nput vol t age results in an increase of current
flow t hrough R16. This increased current flow
provides f or war d bias for Q5. Tur n on of Q5
results in cur r ent fl ow t hr ough R13 and R15.
Current fl ow t hr ough R15 provi des forward bias
for Q6. Turn on of Q6 provi des reverse bias for
Q3 and Q4. Thi s results in t urn o f f of Q4 so t hat
out put current is limited by R16 and R17.
The t hr ot t l e response ci rcui t consists of t wo
separ at e sections. The first sect i on provi des t he
logic for det ermi ni ng what posi t i on t he t hr ot t l e
handl e is in. The second sect i on uses t he logic t o
shor t out the appr opr i at e t hr ot t l e response resis-
t ors, singly or in combi nat i on, t o cont rol t he
out put voltage t o the RC modul e.
The logic sect i on has f our inputs. As the t hr ot t l e
handl e is moved, swi t ches in the cont rol l er close
t o energize certain gover nor speed setting sole-
noi d valves. The f our sol enoi ds, AV, BV, CV, and
DV det er mi ne engine speed, when energized
singly, in combi nat i on, or none at all. I nput
t ermi nal 4 of the logic sect i on is connect ed so
t hat it is energized when t he AV solenoid valve is
7B-TH4 16s679
energized. I nput terminals 5, 6, and 7 are similar-
ly connect ed t o sol enoi d valves BV, CV, and DV
respect i vel y. Fig. TH-2 shows whi ch governor
sol enoi ds are energized f or each t hr ot t l e position.
An i nput or combi nat i on of inputs t o terminals
4, 5, 6, or 7 represent s a bi nary coded decimal,
indicating t hr ot t l e posi t i on. These signals are de-
coded by the bi nary coded decimal ( BCD) de -
coder. As shown in Fig. TH-3 onl y three logic
inputs, t o t he BCD decoder , are necessary t o
provi de one o f seven separat e out put s repre-
senting t hr ot t l e posi t i on.
NOTE: Onl y t hr ot t l e posi t i ons 2 t hru 8 are
shown as out put s in Fig. TH-3. In throttle
posi t i on 1 no gover nor solenoids are ener-
gized t her ef or e no i nput signal is provided
t o the t hr ot t l e response circuit. However,
the TH modul e provi des a small voltage
signal t o t he RC modul e equivalent to 68
volts mi nus t he vol t age dr op provided
across t he t ot al resistance of all throttle
response resistors connect ed in series.
The t hr ee i nput s t o t he BCD decoder are repre-
sent ed as A, B, and CD. The A i nput is " on"
when gover nor sol enoi d AV is energized and t he
B i nput is " on" when BV is energized. The CD
Sect i on 7B - TH13/ TH14
i nput is " on" when governor solenoid CV is
energized but DV is not . This arrangement is
possible by feedi ng t he CV and DV i nput s t o a
" NAND" gate i nt ergrat ed circuit. The " NAND"
gate out put is " on" onl y when i nput CV is " on"
and the DV i nput is not . Input s or a combi nat i on
of i nput s t o t he BCD decoder and the resulting
out put is shown in Fig. TH-4.
As shown in Fig. TH- 4, for any i nput or combi -
nat i on of inputs, a single out put from t he BCD
decoder is obt ai ned. This out put is used t o t urn
" on" one of the opt o-i sol at ors, OI2 t hru OI8.
Each opt o- i sol at or consists of a light emi t t i ng
di ode LED and a phot osensi t i ve transistor. The
LED por t i on of OI2 is connect ed t o out put pin 4
of t he BCD decoder . This out put is l ow in
t hr ot t l e 2 posi t i on. When the out put at pin 4 is
low, t he base of t he phot osensi t i ve t ransi st or
(OI2) is exposed t o t he light of t he LED. This
causes col l ect or cur r ent t o increase. This col l ect or
current is applied t o t he base of Q7 causing Q7
col l ect or cur r ent t o increase. Increased col l ect or
current at this poi nt effect i vel y shorts t hr ot t l e
response resi st or R1 out of t he circuit. Thr ot t l e
response modul e o u t p u t t o t he RC modul e is
increased due t o t he removal o f a port i on of the
t hr ot t l e response resistance. OI3 thru OI8 are
similarly connect ed t o t he out put s of t he BCD
decoder and t he t hr ot t l e response resistors.
I nput s To Thr ot t l e
Response Ci r cui t
AV (4)
I n p u t s
BV (5)
c v ( 6 ) r ~ . - - - . ' ! t ~ I~ | I v 1
' '
I
DV (7) I J
I ( 1. 2) "'NAND'" Gat e
L.- . . . . . . I
( ) - R e p r e s e n t s a p i n o r t e r m i n a l .
BCD Decoder
O u t p u t s
A (7) (4)
(3)
(2)
B ( 1 0 ) ( 1 )
( 15)
I1 ,,I~
TH2 (O12)
TH3 (O13)
TH4 (O14)
TH5 (O15)
TH6 ( OI 6)
TH7 (O!7)
TH8 (O18)
Fig. TH-3 - Simplified Diagram Of Input s And Out put s Of The BCD Decoder
2 3 9 1 1
I NPUTS
A B C D
1 0 0
O 0 1
1 0 1
0 1 0
1 1 0
0 1 1
1 1 1
(O12) (O13)
TH2 TH3
1 0
0 1
0 0
0 0
0 0
0 0
0 0
OUTPUTS
( 014) (015)
TH4 TH5
0 0
0 0
1 0
0 1
0 0
0 , 0
! 0 0
( 0 ] 6 ) ( 0 ] 7 )
TH6 TH7
0 0
0 0
0 0
0 0
1 0
0 1
0 0
( 0 ] 8 )
TH8
0
0
0
0
0
0
1
O- I ndi cat es i n p u t or out put is " o f f . "
1- I ndi cat es i n p u t or out put i n " ' on. " 23999
Fig. TH-4 - I nput s To BCD Decoder And Resul t i ng Out put
16S679 7B-TH5
ELECTRO-M OTI VE
LOCOMOTI VE
SERVICE MANUAL
WHEEL SLIP SYSTEM
SECTI ON
7
PART C
I NTRODUCTI ON
I I
I NTRODUCTI ON
The wheel slip system helps to maintain wheel
traction under adverse operating conditions and
provides protection for the traction motors by
detecting and correcting wheel slip conditions
before the slip is severe enough to damage the
traction motors.
Two types of wheel slip conditions t hat may be
encountered are simultaneous wheel slip and dif-
ferential wheel slip. Simultaneous wheel slip is a
condition where wheel slip occurs at the same
rate on all wheels of the locomotive. Differential
wheel slip is a condition where one pair of wheels
slip at a different rate than the ot her wheels on
the locomotive.
The primary wheel slip detection device for a
differential wheel slip condition is the wheel slip
transductor WST. Six axle locomotives are
equipped with three wheel slip transductors, and
four axle locomotives are equipped with four.
During normal operation the armature current is
approximately equal for all traction motors and a
balanced condition exists. However, during a dif-
. . . . . ,~1 h I lip ^^-'~:*: . . . . . . . . . . ~ " " ~ lk.cl~llLll~lll W ee s ~. v, u, , u. , , , , ~, ~. ,.u,~.,~
through the motors is unequal and an unbalanced
condition exists. The WST's are connected so that
any unbalance in traction mot or armature current
is detected. This unbalanced condi t i on causes the
WST's to develop a differential wheel slip signal.
This signal is applied to the wheel slip module
WS. The WS module initiates corrective action for
the wheel slip condition. The wheel slip trans-
ductors operate during power application and
during dynamic braking. A detailed description of
the wheel slip transductors is provided later in
this section.
The wheel slip transductors operate during dyna-
mic braking and during operation under power.
However, they cannot detect a wheel slip condi-
tion where all wheels on the same truck slip at
the same rate during dynamic braking. Therefore,
a wheel slip bridge circuit is provided for de-
tecting wheel slip conditions of this nature. The
wheel slip bridge circuit on GP model loco-
motives operates only during dynami c braking.
The out put from the wheel slip bridge circuit is
applied to the WSR relay on the WS module. The
WSR relay initiates corrective action for the
wheel slip condition. A detailed description of
the wheel slip bridge circuit is provided later in
this section.
The wheel overspeed module WO detects and
initiates corrective action for wheel overspeed
conditions. The WO module also provides wheel
overspeed information to the WS module. Wheel
overspeed conditions may result from simulta-
neous wheel slip or from excessively high track
speed. In either case the main generator voltage
increases and main generator current decreases.
The WO module detects an overspeed condition
by comparing main generator voltage with main
generator current. The overspeed condition is
corrected by reducing excitation to the main
generator field and applying sand to the rails. A
detailed description of the WO module is pro-
vided later in this section.
The wheel slip module WS initiates corrective
action for a wheel slip condition upon receiving a
wheel slip signal from the wheel slip transductors,
the wheel slip bridge circuit, or from the WO
module. A detailed description of the WS module
is provided later in this section.
The sanding module SA, upon receiving a signal
from the WS module, initiates application of sand
to the rails to assist in correcting a wheel slip
condition. A detailed description of the SA
module is provided later in this section.
CONTENTS
The contents of Section 7 Part C are presented in
the following order.
1. Sanding Module
2. Wheel Overspeed Module
3. Wheel Slip Bridge Circuit
4. Wheel Slip Module
5. Wheel Slip Transductor
45S379 7C-1
ELECTRO-MOTIVE
LOCOMOTI VE
SERVICE MANUAL
SANDI NG MODULE, SA1 0
SECTI ON
7
P A R T C - S A 1 0
I NTRODUCTI ON
The sanding modul e SAI 0 cont rol s t he applica-
t i on o f sand t o t he rails whenever a sanding signal
is appl i ed to t he SA modul e. The sanding signal
may be applied manual l y t o t he SA modul e by
operat i ng t he MANUAL SAND lever, or may be
appl i ed aut omat i cal l y by the emergency sanding
swi t ch or the WS modul e. Sand may be applied
t o t he rails in front of t he lead t r uck by manu-
ally closing t he LEAD TRUCK SAND switch.
A simplified schemat i c diagram of a typical SA
modul e is provi ded in Fig. SA-1 for conveni ent
reference. The appl i cabl e l ocomot i ve wiring dia-
gram shoul d be used when performi ng t roubl e-
shoot i ng or mai nt enance.
A U T O MA T I C S A N D I N G
I N I T I A T E D BY S I GNAL FROM
THE WS MODUL E
The RAB relay on wheel slip modul e WS pi cks
up duri ng the second and third stages of wheel
slip correct i on and whenever a wheel slip is
det ect ed by the wheel slip bridge circuit. Pi ckup
of RAB applies 74 V DC t o terminal 19 of t he
WS modul e. Termi nal 19 of t he WS modul e is
connect ed t o t ermi nal 2 of the SA modul e.
Ther ef or e, pi ckup of RAB provi des 74 V DC t o
t ermi nal 2 of the SA modul e.
The signal from t ermi nal 2 of the SA modul e is
appl i ed t o a voltage di vi der consisting of resistor
R12, di ode D8, capaci t or CA4, and resistor R16.
The signal available at t he j unct i on of R12 and
D8 is applied, t hrough di ode D7, t o t he base of
t ransi st or Q5. This provi des forward bias for Q5.
Tur n on of Q5 pr ovi des a positive pot ent i al t o
t he base of Q3. However , R5 and zener di ode Z5
provi de a positive pot ent i al of 16 vol t s to t he
emi t t er of Q3. Therefore, the positive pot ent i al at
the base of Q3 must be greater than 16 volts in
order t o provide f or war d bias t o Q3. A timing
circuit consisting of R12, R16, and CA4 provi des
a t i me del ay of appr oxi mat el y 45 milliseconds in
t urn on of Q3. This short t i me del ay reduces t he
possiblity o f unnecessary sanding when operat i ng
over rough t rack.
Turn on of Q3 provi des a pat h for current fl ow
t hrough D3, R4, R6, from col l ect or t o emi t t er o f
Q3, t hen t hrough Z5 t o negative. Tur n on of Q3
also provides a pat h for current fl ow t hrough D4,
from emi t t er t o col l ect or of Q4, t hr ough R15,
RHI , R13, col l ect or t o emi t t er o f Q5, t hen
t hrough R10 and R9 to negative. Zener di odes
Z4 and Z5 limits t he voltage at t he j unct i on of
R15 and RH1 t o positive 31 volts wi t h respect t o
negative.
The voltage devel oped across R4 pr ovi des forward
bias for Q2. Turn on of Q2 provi des a pat h f or
current f l ow f r om emi t t er t o col l ect or of Q2,
t hen t hrough R2 and R3 t o negative. The vol t age
devel oped across R2 and R3 pr ovi des forward
bias for Q1 and t he voltage devel oped across R3
maintains f or war d bi as on Q3 aft er Q5 t urns off.
Turn on of Q1 provi des a pat h for current f l ow
from col l ect or t o emi t t er of Q1, t hen t hrough
D15 t o t ermi nal 3 of di rect i onal sanding relay
DSR and t hr ough D15 and D18 t o terminal 9 o f
DSR. Turn on of Q1 also provi des a feed t o t he
sanding light l ocat ed on the modul e. If t he
reverser is set for forward oper at i on, a feed is
provi ded from t ermi nal 9 of DSR t o magnet valve
1 sand forward MV1-SF and from t ermi nal 3 of
DSR to magnet valve 2 and forward MV2-SF. If
the reverser is set for reverse oper at i on, a feed is
provided f r om terminal 9 of DSR t o magnet valve
2 sand rear MV2-SR and from t ermi nal 3 of DSR
t o magnet valve 1 sand rear MV1-SR.
For war d bi as is removed from Q5 when t he
sanding signal is r emoved from t ermi nal 2. Tur n
of f of Q5 al l ows CA3 to charge t hr ough D4, Q4,
R15, RH1, R13, R11, R10, and R9. The charge
on CA3 is appl i ed t o t he emi t t er of Q6. The
pot ent i al on base 1 of Q6 is mai nt ai ned at 16
volts by Z5. Ther ef or e, the charge on CA3 must
be more t han 16 volts in or der t o provi de
forward bias for Q6. The value of CA3, R15,
45S379 7C-SA l
Sect i on 7C - SA10
Ri l l , R13, RI 0, and R9 are sel ect ed so t hat
f or war d bias will be applied t o Q6 wi t hi n approx-
i mat el y 3 t o 5 seconds after t he sanding signal is
r emoved f r om t ermi nal 2. The charging t i me of
CA3 ma y be changed by adjusting Ri l l . Tur n on
of Q6 al l ows CA3 t o discharge f r om emi t t er t o
base 1 o f Q6, t hrough D6, R10, and Rl l .
Cur r ent f l ow t hr ough D6 provi des reverse bias to
Q3. Tur n of f of Q3 removes f or war d bias f r om
Q2. Tur n of f of Q2 removes forward bias from
Q1. Tur n of f of Q1 removes t he f eed from t he
sandi ng valves. Therefore, t he magnet sanding
valves will be energized for 3 t o 5 seconds af t er
t he sandi ng signal is removed f r om t ermi nal 2,
A U T OMA T I C SANDI NG
I N I T I A T E D BY SI GNAL FROM
THE EMERGENCY SANDI NG
SWI TCH
The emer gency sanding swi t ch ESS is an air
oper at ed swi t ch whi ch closes during an emer-
gency appl i cat i on of t he brakes. Closing of ESS
cont act s pr ovi des a sanding signal t o t ermi nal 6
o f t he SA modul e. This signal passes t hrough
di odes Dl l and D1 2 t o terminals 12 and 13.
Fr om t ermi nal s 12 and 13, t he signal is applied
t o magnet sanding valves MV1-SR and MV2-SF.
The signal is also applied to terminals 10 and 11.
Fr om t ermi nal s 10 and 11 t he signal passes
t hr ough di odes D19 and D20 t o MV1-SF and
MV2-SR. Ther ef or e, an emergency appl i cat i on of
t he br akes provi des a sanding signal t o all magnet
sanding valves. The sanding valves are de-
. . . . . ~,.,,,, ao o soon as the emer gency ~,,uutg~'-a'-
swi t ch ESS opens. The emergency sanding signal
appl i ed t o t ermi nal 6 may be trainlined so t hat
t he emer gency sanding signal will be appl i ed t o
t ermi nal 6 of SA modul es in all ot her l oco-
mot i ves in t he consist.
MANUAL SANDI NG
When t he MANUAL SAND lever is oper at ed, t he
sandi ng signal is appl i ed t o t ermi nal 3 of t he SA
modul e. Fr om t ermi nal 3, t he signal passes
t hr ough di ode D17 t o terminal 3 of t he DSR
rel ay and t hrough di odes D17 and D18 t o t ermi -
nal 9 of t he DSR r el ay. The signal from t ermi nal
3 also passes t hrough di ode D I 6 t o t ermi nal 6 of
t he DSR relay. I f t he reverser is set for f or war d
oper at i on, t he signal passes f r om DSR t ermi nal 9
t o 7, 3 t o 1, and 6 t o 4. The signal at DSR
t ermi nal 7 provides a feed t o t he MV1-SF. The
signal at DSR terminal 1 provi des a feed t o
MV2- SF, and t hrough D 19 t o MV 1-SF. The signal
at DSR terminal 4 provi des a feed t o MV2-SF
and t hrough D I9 t o MV1-SF. I f t he reverser is
set f or reverse operat i on, the signal passes f r om
DSR terminal 9 t o 8, 3 t o 2, and 6 t o 5. The
signal at DSR terminal 8 provi des a feed t o
MV2-SR. The signal at DSR t ermi nal 2 provi des a
f eed t o MV1-SR and t hrough D20 t o MV2-SR.
The signal at DSR terminal 5 provi des a feed t o
MV1- SR and t hrough D20 t o MV2-SR. Re-
dundant circuits axe used duri ng manual sand
oper at i on t o increase reliability. The signal f r om
t er mi nal 3 of SA modul e is appl i ed t hr ough D10
t o t ermi nal 7. Termi nal ? may be connect ed t o a
manual sand light t o indicate t hat t he manual
sand signal is applied t o the SA modul e. The
signal applied t o t ermi nal 3 may be trainlined so
t hat t he sanding signal will be applied t o t ermi nal
3 of SA modul es in all ot her l ocomot i ves in t he
consi st .
TEST CI RCUI T
A t est swi t ch is provi ded for performi ng a check
on t he SA modul e, and also on t he magnet
sandi ng valves. Closing t he TEST SWITCH pr o-
vi des an i nput t o t ermi nal 2 of t he SA modul e.
Thi s i nput performs t he same f unct i on as t he
i nput from terminal 19 of the WS modul e.
7C-SA2 17sl 172
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From TermJnol 19
Of WS Module
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ELECTRO-MOTIVE
LOCOMOTI VE
SERVICE MANUAL
SECTI ON
7
P A R T C - W O 1 4
WHEEL OVERSPEED MODULE, WO1 4
I NTRODUCTI ON
The wheel overspeed modul e WO14 det ect s and
initiates cor r ect i on for wheel overspeed condi-
tions which ma y result from si mul t aneous wheel
slip condi t i ons or f r om excessively high t rack
speeds. The WO modul e also recalibrates t he EL,
GX, and WS modul es f or desired oper at i on duri ng
i nt ermedi at e and high t rack speeds. A simplified
schemat i c di agram of t he WO modul e, Fig. WO-1,
is included f or reference onl y. The applicable
l ocomot i ve wiring diagram should be used when
performi ng t r oubl eshoot i ng or mai nt enance.
A signal from t he PF modul e pr opor t i onal t o t he
mai n gener at or out put current is applied t o t he
base of transistor Q6. The absol ut e maxi mum
value of this signal is less t han 50 volts. The
emi t t er of Q6 is connect ed t hr ough resi st or R15 t o
74 V DC. Ther ef or e, forward bias is applied to
Q6. Tur n on of Q6 provides t he PF modul e
cur r ent feedbat k signal to t he emi t t er s of Q1 and
Q3. Duri ng l ow speed operat i on t he cur r ent feed-
back signal is larger t han t he voltage signal
appl i ed t o t he base and results in reverse bias for
Q1 and Q3.
If excessive wheel speed is det ect ed, t he WO
modul e provides a feed t o t he WL rel ay and
drops the f eed t o t he EQP relay. Pi ckup of t he
WL relay provi des a feed t o t he wheel slip light.
Dr opout of EQP removes t he feed f r om gener at or
field cont act or GFC. Dr opout of GFC results in a
r educt i on of power by removi ng exci t at i on from
t he main gener at or field. The r educt i on of power
results in i mpr oved t ract i on as necessary t o cor-
rect for the wheel overspeed condi t i on.
OPERATION
A voltage signal pr opor t i onal to mai n generat or
voltage is obt ai ned f r om gener at or pot ent i al trans-
f or mer GPT2 and applied t o isolation trans-
formers T1 and T2 on t he WO modul e. The
signal from T1 and T2 is rect i fi ed by diodes D1
t hr ough D6 and filtered by capaci t ors C1 and C2,
and resistor R1. This rect i fi ed signal is applied to
t wo voltage divider circuits. One of t he voltage
dividers consists of zener di ode Z1, resistor R2,
and rheost at RH1. The signal from t he wi per arm
of RH1 is applied t o t he base of Q1, t hrough
di ode DI0. The ot her voltage divider consists of
zener diode Z2, resistors R8 and R9, and rheost at
RH2. The signal from t he wi per ar m of RH2 is
applied to t he base of Q3. Ther ef or e, a voltage
proport i onal t o mai n gener at or out put voltage is
applied to t he base of transistors Q1 and Q3.
However, t he voltage signal applied t o t he base of
Q3 is larger t han t he signal applied t o t he base of
Q1.
Hor sepower curves of 2000, 2300, and 3000
hor s epower are shown in Fig. WO-2. At st art up
and duri ng heavy drag operat i on, t he l ocomot i ve
will be operat i ng t oward t he ri ght end of t he
appl i cabl e hor sepower curve.
As t r ack speed increases ( t he operat i ng poi nt
moves t o the l eft along t he applicable hor sepower
curve, Fig. WO-2), the signal pr opor t i onal t o
gener at or voltage increases, and t he signal propor-
t i onal t o gener at or current decreases. This results
in a decrease of reverse bias on Q1 and Q3. A
f ur t her increase in speed results in forward bias
on Q3. This occurs when t he operat i ng poi nt
r eaches t he area designated as RB, RBB, PICKUP
in Fig. WO-2.
Tur n on of Q3 provides a pat h f or cur r ent flow
t hr ough t he voltage divider consisting of R10 and
R11. The base of Q5 is pulled low, resulting in
Q5 bei ng forward biased. Turn on o f Q5 provides
a pat h f or cur r ent flow t hr ough t he RB relay
coil, whi ch causes RB to pick up. Pi ckup of RB
recal i brat es t he EL modul e by removi ng t he short
ci rcui t f r om R6 on t he EL modul e. Pi ckup of RB
also provides a feed to the RBB rel ay coil on t he
WO modul e. Pi ckup of RBB recal i brat es t he WS
modul e by providing a feed to t he U relay on t he
WS modul e and recalibrates t he GX modul e by
r emovi ng t he short circuit from R5 on t he GX
modul e.
45S379 7C-WO 1
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Fig. WO-I - Wh e e l Overspeed Modul e, Simplified Schemat i c Di agram
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1300 Vol ts
G V R e g u l a t i o n
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2 0 0
0 400 800 1200 1600 2000 2400
A M P E R E S
Fi g. WO- 2 - WO Mo d u l e Op e r a t i o n B a n d s
1250 Vol ts
G V R e g u l a t i o n
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Section 7C-WO 14
Recal i brat i on of t he EL modul e reduces the
exci t at i on back up limit oper at i ng poi nt from
155 amperes t o 114 amperes. Recal i br at i on of
the GX modul e reduces t he main gener at or exci-
t at i on regulation poi nt from 144 amper es t o 108
amperes. Recal i brat i on of t he WS modul e by
pi ckup of t he U relay increases t he discharge rate
of t he rate cont r ol capaci t ors on t he RC modul e
when a wheel slip is det ect ed. Thi s increased
discharge rat e provi des f or f ast er cor r ect i on of
wheel slips at i nt ermedi at e and higher t rack
speeds.
A f ur t her increase in speed resul t s in f or war d bias
on Q1. This occurs when t he oper at i ng poi nt
reaches t he area designated RA PI CKUP in Fig.
WO-2.
Turn on of QI provi des a pat h f or cur r ent fl ow
t hrough t he voltage di vi der consi st i ng of R6 and
R7. The base of Q2 is pul l ed l ow resul t i ng in Q2
being forward biased. Turn on o f Q2 provi des a
pat h for current fl ow t hr ough t he RA rel ay coil,
which causes RA t o pi ck up. Pi ckup of RA
provides a feed t o t he WL rel ay. Pi ckup of RA
also removes a feed t o t he EQP rel ay.
Pickup of t he WL relay pr ovi des a feed t o the
wheel slip light. Dr opout of EQP removes the
feed f r om t he generat or field cont act or GFC.
Dr opout of GFC r emoves exci t at i on f r om t he
main gener at or field causing a r educt i on in main
generat or out put .
The GV modul e limits main gener at or vol t age t o
1250 vol t s on GP38 and GP39 l ocomot i ves and
t o 1300 vol t s on GP40 l ocomot i ves . When this
voltage value is reached, a f ur t her increase in
speed causes t he operat i ng poi nt t o move t o t he
l eft along the applicable vol t age limit line i nst ead
o f fol l owi ng t he hor s epower curve. RA on t he
WO modul e pi cks up t o cor r ect a wheel over-
speed condi t i on when cur r ent dr ops t o approxi -
mat el y 1000 amperes ( 250 amperes per mot or ) .
WO O P E R A T I O N WI T H A
T R A C T I O N M O T O R C U T O U T
( I f Equi pped)
During oper at i on wi t h a t r act i on mot or cut out ,
t he RA pi ckup value is recal i brat ed t o a l ower
current level, appr oxi mat el y 750 amperes ( 250
amperes per mot or ) . See RA PICKUP TMCO area
shown on Fig. WO-2. This al l ows t he l ocomot i ve
t o operat e at maxi mum speed wi t h one t ract i on
mot or r emoved from the ci rcui t .
When the t ract i on mot or c ut out sel ect or swi t ch is
posi t i oned t o cut out a mot or , a signal is provid-
ed to t ur n on t he LED por t i on of opt o- i sol at or
OI I . OI1 consists of a light emi t t i ng di ode LED
and a phot o sensitive t ransi st or. The base of t he
transistor por t i on of OI 1 is exposed t o t he light
of the LED. This causes OI1 t o t um on, reverse
biasing Q4.
When Q4 t urns off, the s hor t is r emoved f r om
R3, inserting its resistance i nt o the vol t age di vi der
consisting of R2 and RH1. The l ower signal
applied t o the base of Q1 al l ows it t o be reverse
bi ased by a l ower (main gener at or cur r ent ) signal.
Thi s results in recal i brat i ng t he RA pi ckup value
t o a l ower main generat or cur r ent .
7C-WO4 45S379
ELECTRO-MOTIVE
LOCOMOTI VE
SERVICE MANUAL
WHEEL SLIP MODULE, WS l 0
SECTI ON
7
PART C-WS10
I NTRODUCTI ON
The wheel slip modul e WS10 is designed to
provi de wheel slip correct i on when a wheel slip is
det ect ed by the wheel slip t r ansduct or s or by t he
wheel slip bridge circuit. At hi gher t rack speeds a
recal i brat i on signal is applied t o t ermi nal 15 of
WS modul e. This recal i brat i on provi des for faster
discharge of t he RC capaci t ors when a wheel slip
is det ect ed during higher t r ack speed operat i on.
Three stages of wheel slip cor r ect i on are provi ded
when a wheel slip is det ect ed by t he wheel slip
t ransduct ors. Onl y one st age of correct i on is
provi ded when a signal is recei ved from t he wheel
slip bridge circuit. The WS modul e is equi pped
wi t h a t est circuit which may be used t o qual i fy
oper at i on of the WS modul e.
A si mpl i fi ed schemat i c diagram of the WS modul e
is provi ded in Fig. WS-1 for conveni ent reference.
The applicable l ocomot i ve wiring diagram should
be used when performi ng t r oubl eshoot i ng or
mai nt enance.
Connect i ons bet ween t he WS modul e, RC
modul e, and the SB modul e are as shown in Fig.
WS-1 f or l ocomot i ves equi pped wi t h dynami c
brakes. On l ocomot i ves not equi pped wi t h dy-
nami c brakes, connect i ons bet ween t he WS
modul e, RC modul e, and t he SB modul e are as
shown in Fig. WS-2.
The high sensitivity of the wheel slip t ransduct ors
and t he i nst ant aneous response of the WS modul e
reduces the chances of si mul t aneous wheel slip by
correct i ng t he slip before severe loss of adhesion
occurs. Therefore, t he WS modul e mai nt ai ns loco-
mot i ve power at the opt i mum level under condi-
tions of heavy drag and poor adhesi on where
repet i t i ve slips are encount er ed. Train handling is
s moot h and power r educt i on by the oper at or is
not requi red.
Transi st or Q1 is connect ed across a power suppl y
consisting of resistor R6, i sol at i on t ransformer
T2, a bridge rectifier, zener di ode Z l , and
capaci t or C4. Transformer T2 in series wi t h resis-
t or R6 is connect ed across one phase of t he D14
al t ernat or. The o u t p u t of T2 is rect i fi ed by
di odes D5 t hrough D8. Zener di ode Z I regulates
t he DC voltage at 50 vol t s.
Mi nor di fferences in wheel di amet er cause t he
wheel slip t r ansduct or s t o provi de a small and
essentially st eady signal t o the WS modul e duri ng
normal operat i on. This signal is applied t o trans-
f or mer T1, t hen rect i fi ed and filtered and appl i ed
across r heost at RH1. The wi per arm of RH1 is
set at t he fact ory t o pr ovi de the desired response
o f t he WS modul e. The signal available at t he
wi per arm of RH1 is appl i ed t hrough capaci t or
C3 t o di odes D17 and D18. This small st eady
st at e signal is not suf f i ci ent t o cause conduct i on
o f D17 and D18, t her ef or e, t ransi st or Q1 is
t ur ned of f during nor mal operat i on.
Descri pt i on of t he di f f er ent stages of wheel slip
cor r ect i on is pr ovi ded in the fol l owi ng para-
graphs. The first and second stages of wheel slip
cor r ect i on operat e on t he rate of change in wheel
slip i nst ead of on t he magni t ude of wheel slip.
The third stage of wheel slip correct i on oper at es
on the magni t ude or level of wheel slip. The
cor r ect i on brought a bout by a signal from t he
wheel slip bridge ci r cui t also oper at es on the
magni t ude or level of wheel slip.
FI RST STAGE CORRECTI ON
The first stage of wheel slip correct i on is designed
t o correct mi nor wheel slip condi t i ons. This is
accompl i shed by pr oduci ng a sharp r educt i on in
t he reference signal appl i ed t o t he base of tran-
si st or Q1 on the sensor bypass modul e SB. This
r educt i on is made wi t hout discharging t he rate
cont r ol capaci t ors in t he RC modul e, or changing
posi t i on o f the l oad regul at or wi per arm. Re-
duci ng t hi s signal resul t s in an i mmedi at e decrease
in exci t at i on t o t he mai n generat or field and a
cor r espondi ng decrease in out put of t he mai n
generat or. Unnecessary power r educt i on is pre-
vent ed b y reduci ng t he reference signal t o t he
base of Q1 on t he SB modul e in di rect pr opor -
t i on t o t he accel erat i on of t he slipping wheel s
and i mmedi at e r eappl i cat i on of normal power
af t er a mi nor wheel slip is correct ed.
45S379 '7C-WS 1
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+ 7 4 V D C
I J ~ T ' H l ~ o ~ u ~ e I P a r l O f ! I G X M o d u l e l [ G V M o d u l e I I ! P a r t O f S E M o d u l e I I P a r t O f S B M o d u l e ]
I v ~ ~ ,, ~ , d I V l A ! , 2 , a ' ~ ~ I " ~ I ~ ) ] ~ I P F
, ~ - ~ - / , ' . . . . . - . . . . J , " - . . T - J l . , r > , . l
~ - - y - - - ' ~ : ~ - ~ r ~ 7 ~
. . . . . . . , . . . ,
, " A ~ C ~ o ~ u , e ' , " ' _ ~2 ' . . . . . . . . _ ,
I I r . . . . . . . . . . . . . . . . . I _ . . . . l
', ~ ~ ~_ ~w~. ws.ooo~ ~
' , ~ _~ ~ ,~ - ~
~ - - ~ : ~ ~ S
' ~ F "
~
d u l e e e d b a c k S i g n a l s
~-Zs. & - 7
J . I
2 0 2 8 5
Fig. WS-2 -- Wheel Slip Module, Connections To RC Module And SB Module
On Locomotives Not Equipped With Dynamic Brakes
o
I
o
Section 7C - WS 10
When a wheel slip occurs, the voltage applied to
transformer TI increases at a rate which is
directly proportional to the acceleration of the
slipping wheels. The signal is rectified and applied
to the upper portion of RHI and to the lower
portion of RH1 in parallel with C3 and C7. The
voltage across capacitors C3 and C7 increases at a
rate determined by the acceleration of the
slipping wheels and the RC circuit consisting of
RHI, C3, and C7. The increase in voltage across
C7 places forward bias on transistor Q I.
On locomotives equipped with dynamic brakes,
forward bias on QI results in current flow
through resistor R13, diode D19, to terminal 12
on the WS module, to terminal 3 on the SB
module, through R4 on the SB module, to termi-
nal 14 on the SB module, to terminal 11 on the
WS module, then from collector to emitter of Q1
on the WS module. Refer to Fig. WS-1. This
current flow through R4 on the SB module
causes an incre~e i_n the voltage developed across
R4 and results in decreasing the voltage applied
to t he base of QI on the SB module. This
decrease in forward bias on transistor Q1 of the
SB modul e results in a decrease in excitation to
the main generator field.
On locomotives not equipped with dynamic
brakes, forward bias on Q 1 results in current flow
t hrough resistor R13, diode D19, and resistor R3
to terminal 2 then to terminal 11 and from
collector to emitter of Q1. Refer to Fig. WS-2.
This current flow through R3 results in a de-
crease of voltage applied to the base of Q1 on
the SB module. This decrease in forward bias to
Q I on the SB module results in a decrease in
excitation to the main generator field.
The decrease in excitation to the main generator
field causes a decrease in power out put from the
main generator and improves traction sufficiently
to correct for a minor wheel slip condition.
applied to the rails, ORS is energized, and the
rate control capacitors on the RC module are
discharged at a controlled high rate.
The wheel slip signal that brings about the second
stage of correction causes a large forward bias to
be applied to transistor QI. This large forward
bias results in an increase of current flow through
resistor R4 on the SB module or through R3 on
the WS module. Reverse current will flow
through zener diode Z3 when the voltage across
R4 on the SB module or R3 on the WS module
rises above 10 volts. The current through Z3
causes the R relay to pick up.
Pickup of the R relay provides a feed to the
RAA and RAB relays. Pickup of RAA provides a
fast discharge path for the rate control capacitors
through R9 and R 18 to negative. Pickup of RAB
provides a signal to terminal 19 of t he WS
module. The signal from terminal 19 is applied to
ORS and to the SA module which results in
application of sand to the rails and drives the
load regulator toward minimum field position.
Discharging the rate control capacitors and ener-
gizing ORS reduces generator excitation which
results in a decrease of out put power from the
main generator. The decreased power and sanded
rails improves traction which causes a reduct i on
in forward bias on Q I. The reduced forward bias
results in less current flow through R4 on the SB
module or R3 on the WS module. When the
voltage across R4 or R3 drops below l0 volts, Z3
blocks current flow through the R relay causing
the R relay to drop out. Dropout of the R relay
removes the feed to RAA and RAB. Dropout of
RAA removes the discharge path for t he rate
control capacitors and allows the capacitors to
charge at their normal rate for smooth reapplica-
tion of power. Dropout of RAB removes the
sanding signal from the SA module and from
ORS. Sanding continues for a timed interval after
the sanding signal is removed.
After the wheel slip is corrected, C3 and C7
discharge through the lower portion of RH1, to
the small steady state value. Discharging of C7
removes forward bias from Q I which stops the
current flow and allows the voltage applied to the
base of Q I on the SB module to return to its
normal value.
SECOND STAGE CORRECTI ON
T HI RD STAGE CORRECTI ON
The out put of the wheel slip detectors is applied
to the wheel slip level det ect or circuit consisting
of diodes D9 through D12, R10, C8, and the L
relay. The L relay picks up when the magnitude
or level of the wheel slip signal increases above a
predetermined level instead of picking up on the
rate of increase of the wheel slip signal.
A second stage of wheel slip correction occurs if
the wheel slip signal from the wheel slip trans-
ductors exceeds a predetermined value. During
the second stage of wheel slip correction sand is
Pickup of the L relay provides a feed to the WL
relay, the RAA relay, and the RAB relay. Pickup
of the WL relay provides a feed to the wheel slip
light WS. Pickup of the RAA and RAB relays
7C-WS4 13s27s
Section 7C- WSIO
provide tile same corrective action that takes
place during the second stage of wheel slip cor-
rection except a feed is not provided to ORS.
] he L relay remains picked up until the wheel
slip is corrected or until power reduction causes a
decrease in the current tlifferc,atial at the trans-
dtlctors to a level that permits dropout of the L
relay.
Dropout of the L relay removes the feed to WE,
RAA, and RAB. Dropout of WI_ removes the
fecd to the WS light. Dropout of RAA removes
the discharge path for the rate control capacitors
and allows the capacitors to charge at their
normal rate for smooth reapplication of power.
Dropout of RAB removes the sanding signal from
the SA module. Sanding continues for a timed
interval after the sanding signal is removed.
If the slip persists, the three stages of correction
are repeated. The wheel slip light will blink on
and off as the cycle repeats or it will burn
continuously if the throttle is advanced far
enough to hold the L relay picked up.
W H E E L SL I P C O R R E C T I O N
B Y W S R
When operating under power, a separate path for
current flow is provided for each traction mot or
on GP locomotives. However, two motors are
connected in series during dynamic braking.
When two motors are connected in series, the
wheel slip transductors are not unbalanced during
simultaneous wheel slip of all wheels on one
truck. Therefore, the wheel slip bridge circuit is
designed to detect wheel slip conditions of this
nature.
The wheel slip bridge circuit consists of t wo
resistors of two traction motors with the wheel
slip relay WSR connected across the bridge. The
WSR relay is located on the WS module. The
bridge circuit becomes unbalanced, causing pick-
up of the WSR relay during simultaneous wheel
slip of all wheels on the front truck or on the
rear truck.
Pickup of WSR provides immediate power reduc-
tion by inserting a resistor in series with the load
regulator to reduce excitation. Pickup of WSR
also provides a feed to the WL relay, the RAA
relay, and the RAB relay. Pickup of WL provides
a feed to the WS light and opens the circuit
between terminal 19 of WL module and ORS.
Pickup of RAA provides a fast discharge path for
the rate control capacitors. Pickup of RAB pro-
vides a sanding signal to the SA module.
When the wheel slip is corrected, WSR drops out,
which immediately removes the resistance in
series with the load regulator. The rate control
capacitors are charged at the normal rate. Braking
effort is smoot hl y restored, and sanding continues
for a timed interval after dropout of RAB.
W S M O D U L E R E C A L I B R A T I O N
The WS module is recalibrated at intermediate
and hi~ler track speeds by applying a recalibra-
tion signal to terminal 15 of the WS module to
pick up the U relay. Pickup of the U relay
increases the discharge rate of the rate control
capacitors on the RC module when a wheel slip is
detected. This increased discharge rate provides
for faster correction of wheel slips at inter-
mediate and higher track speeds.
On GP locomotives, the recalibration signal is
provided by pickup of the RBB relay on the WO
module. Refer to Fig. WS-3.
+74V DC I WSModul e
> F o
I 'R88' ' i "-4 l
m , , I I
I W O M o d u l e I U
, I
!
2 0 2 8 6
Fig. WS-3 - Application Of Recalibration
Signal To WS Module
S I M U L T A N E O U S W H E E L
O V E R S P E E D C O R R E C T I O N ,
Fi g. WS-4
A signal is applied to the WL relay and EQP
drops out in case a wheel overspeed condi t i on
occurs. Wheel overspeed may result from exces-
sive track speed or from a simultaneous wheel
slip condition.
Wheel overspeed is detected by the wheel over-
speed module WO on GP38, 39, and 40 locomo-
tives. The RA relay in the WO modul e picks up
when a wheel overspeed is detected by the WO
module. Pickup of RA provides a feed to the WL
relay and drops the feed to the equi pment pro-
tection relay EQP.
Pickup of WL provides a feed to the wheel slip
light WS. Dropout of EQP removes the feed from
the generator field cont act or GFC which results
in disconnecting the D I4 alternator from the
4 S S 3 7 9 7C-WS5
Section 7C - WS ] 0
+ 7 4 V DC
?
" l
I E L I
I M O D U L E I
o E L R I
I I
I I
I
WO
M O D U L E I
I
O O i
| I I
R A I
I
I
I
R A I
I
G F D
N e g a t i v e
4 r
I
E Q P
2 0 2 8 7
Fig. WS-4 - Wheel Overspeed Correction Circuit
main generator field. Therefore, the overspeed
condition is corrected by removing excitation
from the main generator field.
TEST CI RCUI T OPERATI ON
With the isolation switch in RUN position and
the throttle opened, the GFX relay picks up.
Pickup of GFX prevents pickup of the test relay
T in case the test switch is closed when operating
under power. This prevents the application of
high (Run 8) voltage from the D14 alternator to
transformer T 1.
When the locomotive is isolated or the throttle is
placed in IDLE position, the GFX relay drops
out to allow application of 74 volts DC control
current to the T relay when the test switch is
closed. Pickup of the T relay also connects one
phase from the DI4 alternator to transformer T1
and to the wheel slip level detector circuit. The
out put of the DI4 alternator is approximately 75
volts when the throttle is in IDLE or the isola-
tion switch is placed in the isolated position.
The out put from the secondary, of T I provides a
signal to RHI. This signal places a large forward
bias on Q I which causes the R relay to pick up.
Pickup of the R relay provides a feed to the
RAA and RAB relays. Pickup of RAB provides a
signal to ORS and to the SA module. Pickup of
RAA provides a discharge path for the rate
control capacitors, however, the charge on the
capacitors is very small since the throttle is in
IDLE position.
Pickup of the L relay provides a feed to the WL
relay causing the WS light on the locomotive
control stand to go on. Pickup of the L relay also
provides a feed to the G relay and the green test
light, through the No. 2 contacts of the T relay,
the No. 2 contacts of RAA, and the No. 1
contacts of RAB. Pickup of the G relay drops the
feed to the red test light and provides a holding
circuit for the G relay and also provides a feed to
the green test light.
The R relay drops out when capacitor C3 is fully
charged and Q1 turns off, but the green light and
G relay remain energized through the holding
circuit. Dropout of the R relay drops the feed to
RAA and RAB which removes the sanding signal
from the SA module. The green test light will
remain on as long as the test switch is held in the
closed position. The circuits of the WS module
return to normal when the test switch is released.
7C-WS6 13s27s
ELECTRO-M OTI V E
L O C O M O T I V E
S E R V I C E M A N U A L
W H E E L S L I P B R I D G E C I R C U I T
S E C T I O N
7
P A R T C - W S B C
i
The wheel slip bridge ci rcui t is desi gned to det ect
a s i mul t aneous wheel slip of all wheels on one
t r uck d u n n g dyna mi c brake oper at i on. The bri dge
ci r cui t consi st s of t wo t r act i on mot or s and t wo
2K resi st ors. The wheel slip rel ay WSR on t he WS
modul e is connect ed across t he bridge ci rcui t .
Ref er t o Fig. \VSBC-t.
The bri dge ci rcui t is bal anced dur i ng nor ma l
oper at i on. However, t he bridge ci rcui t will be-
come unbal anced i f all wheel s on one t r uc k
devel op a si mul t aneous slip. Thi s unbal anced con-
di t i on is det ect ed by t he WSR rel ay. Pi ckup o f
WSR resul t s in r educed exci t at i on and appl i cat i on
o f sand t o the rails. Ref er t o t he des cr i pt i on o f
t he WS modul e for expl anat i on o f this cor r ect i ve
act i on.
----~ 2K J
RE4 A
Par t Of
WS Mo d u l e
I
I
I
I
I <
I <
I
I
, \
- ~ m I
I
I
>WSR I
I
I
7 '
!
RE 4 B
,M B 1 8 2 M i
0 ~ 0 0
P4 l s s 9 3
Fig. WSBC-1 - Wheel Slip Bridge Circuit, Si mpl i f i ed Schemat i c Di agram
45S379 7C-WSBC l
E L E C T R O - M O T I V E
LOCOMOTI VE
SERVICE MANUAL
SECTION
7
P A R T C - WS T
i
WHEEL SLI P T RANSDUCT OR, WST
The wheel slip t ransduct or consists of two lami-
nated iron cores, two AC windings, and t wo
single conduct or mot or current bias windings.
The two cores are magnetically isolated from
each ot her by an air gap and each core contains
an AC winding. The two mot or current bias
windings are common to both cores. A simplified
schematic diagram of a wheel slip t ransduct or is
provided in Fig. WST-1.
One of the mot or current bias windings carries
current to a t ract i on mot or that drives one pair
of wheels. The ot her mot or current bias winding
carries current to a traction mot or that drives a
different pair of wheels. The current through the
two mot or current bias windings is approxi mat el y
equal when the motors are operating at the same
speed. Therefore, the flux lines set up by the two
Motor
Current
Bias Windings
\
mot or current bias windings are approxi mat el y
equal. The two mot or current bias windings are
connect ed so that their flux lines are opposite
causing the resultant flux lines to be near zero
during normal operation.
The two AC windings are connect ed series
opposing so that the magnetic lines of force in
the two cores travel in opposite directions. The
AC windings, in series with resistor RE6, are
energized by current flow from the D l 4 alter-
nator. The reactance of the AC windings is much
larger t han the resistance of RE6. Therefore,
during normal operation, practically all of the
input AC voltage is developed across the AC
windings and very little voltage appears across
RE6. The voltage across RE6 is applied to the
W S module. Therefore, the input signal t o the W S
To Tr act i on Mot or
To Tract i on Motor
45S379
l I
I I
I w e M O D U L E I
,
I
Fig. W S T - 1 - Typical Wheel Slip Transductor, Simplified Schematic Diagram
7C-WST l
19564
Sect i on 7C - WST
modul e is ver y small and essent i al l y cons t ant
dur i ng nor mal oper at i on.
When a di f f er ent i al wheel slip occur s , t he cur r ent
f l ow in t he t wo mo t o r c ur r e nt bias wi ndi ngs
be c ome s unbal anced. Thi s c ur r e nt unbal ance
resul t s in an unbal ance in t he f l ux l i nes f r om t he
bias wi ndi ngs.
Dur i ng any unbal ance in bi as, t he r es ul t ant f l ux
lines set up by t he bias wi ndi ng ai ds t he f l ux
l i nes set up by t he AC wi ndi ng in one cor e and
oppos es t he f l ux lines set up by t he AC wi ndi ng
in t he ot he r cor e. The cor e in whi ch t he f l ux
l i nes aid moves t owar d ma gne t i c s at ur at i on
causi ng t he r eact ance of t he AC wi ndi ng on this
cor e t o decr ease. The cor e i n whi ch t he f l ux lines
oppos e move s away f r om s a t ur a t i on, but t he
r eact ance o f t he wi ndi ng on t hi s cor e is af f ect ed
by onl y a ver y small a mo u n t . Th e r e f o r e , t he t ot al
r es ul t ant r eact ance of t he t wo AC wi ndi ngs de-
creases whe ne ve r an unba l a nc e occur s in t he
c ur r e nt f l ow t hr ough t he t wo mo t o r cur r ent bias
windings. The de c r e a s e in r eact ance is pr opor -
t i onal t o t he a mo u n t o f unbal ance in c ur r e nt
f l ow t hr ough t he mo t o r c ur r e nt bias wi ndi ngs.
A decr ease in r e a c t a nc e of t he AC wi ndi ngs
resul t s in an i ncr eas e in cur r ent fl ow t h r o u g h
RE6 and an i ncr ease in t he signal de ve l ope d
across RE6. Th e r e f o r e , t he signal appl i ed t o t he
WS modul e f r om RE6 is pr opor t i ona l t o t he
unbal ance in c u r r e n t f l ow t hr ough t he mo t o r
cur r ent bi as wi ndi ngs.
A s i mul t aneous whe e l slip, wher e all wheel s slip
at the same r at e, will not cause a cur r ent unbal -
ance in t he mo t o r c ur r e nt bias wi ndi ngs. The r e -
f or e, t he wheel sl i p t r ans duct or s cannot d e t e c t a
s i mul t aneous whe e l slip. However , t he wheel s
woul d t e nd t o over s peed and t hi s c o n d i t i o n
woul d be d e t e c t e d by t he WO modul e on GP
model l oc omot i ve s and by t he TR modul e on SD
l ocomot i ves .
Ref er t o de s c r i pt i on o f t he WS modul e f or
f ur t her det ai l s o n wheel slip de t e c t i on and
cor r ect i on.
7C- WST2 1 zs 172
ELECTRO-M OTI VE
LOCOMOTI VE
SERVICE MANUAL
DY NAMI C BRAKI NG SYSTEM
EXCI TATI ON AND CONTROL
SECTI ON
7
PART D
I NTRODUCTI ON
=
I NT RODUCT I ON
This section provides a general description of the
dynamic braking system excitation and control.
Description of the system is followed by a de-
tailed description of typical modules and compo-
nents used in the system. Simplified schematic
diagrams of the system modules and components
are provided in this section for convenient refer-
ence. The locomotive wiring diagram should be
used when performing troubleshooting or main-
tenance on the dynamic braking system.
GENERAL DESCRI PTI ON
Locomotive dynamic braking is a system which is
used to retard locomotive speed through the
conversion of kinetic energy to electrical energy.
This energy conversion is accomplished by con-
necting the traction mot ors as separately excited
generators with field current being provided by the
main generator. The mot or armatures are geared to
the axles and rotate whenever the locomotive is
moving. Loading is provided by connecting the
traction motor armature circuits to the dynamic
braking grids. Armature current (grid current) is
determined by the speed at which the armatures
rotate (track speed) and by the amount of exci-
tation applied to the mot or fields. The motor field
connections during dynami c braking are shown in
Fig. 7D-I and the mot or armature connections are
shown in Fig. 7D-2.
IFFlf-~r.V~ F1 FF3fm/.v~ F3
GP MODELS I
FF2 F4
- A
B 20288
Fig. 7D-1 - Motor Field Connections During
Dynamic Braking, Simplified Schematic Diagram
The graph in Fig. 7D-3 illustrates the increase in
braking effort as track speed increases. With
maximum field excitation (approximately 975
amperes with braking lever in position 8) braking
effort increases from minimum at zero miles per
hour to maximum at approximately 19 miles per
hour. Maximum braking effort for the lower
braking lever positions is progressively lower and
is attained at progressively higher track speeds as
the braking lever position is decreased. After
maximum braking effort is attained, an increase
in track speed results in a decrease in braking
effort. High braking effort is maintained at low
track speeds on locomotives equipped with ex-
tended range dynami c brakes. Refer to descrip-
tion of the extended range dynamic brake
module DE for description of the extended range
dynamic brakes.
The amount of kinetic energy that is converted
into electrical energy is proportional to IaR
where I is braking grid current and R is the
effective resistance of the braking grids. The
increase in braking effort from zero to maxi mum
results from increased mot or armature grid cur-
rent as track speed increases. This results in an
increase of 12 R and consequently an increase in
braking horsepower since horsepower is equal to
I ~ R divided by 746. The armature or grid current
increases to its maximum value at the speed
where maxi mum braking effort is attained and
remains at the maximum value at all higher
speeds.
The reason for a decrease in braking effort at
higher track speeds may be explained as follows.
It is i mport ant to remember that braking horse-
power remains constant at the higher track
speeds. Braking effort may be defined as the
amount of retarding force in pounds that is
applied to decrease the track speed. The horse-
power formula often used in railroad work is
given as follows:
Horsepower = weight in pounds, x speed in miles
per hour divided by 375.
45S379 7D-I
Section 7D
Retarding force in pounds (braking effort in
pounds) may be substituted for weight in the
above formula, then:
Horsepower = braking effort in pounds x speed in
miles per hour divided by 375.
Braking horsepower remains constant, therefore,
the product of (braking effort in pounds) and
(speed in miles per hour) must remain constant.
If speed increases, the retarding force or braking
effort inust decrease in order for braking horse-
power to remain constant.
Excitation current to the mot or fields is con-
trolled by the braking lever position and by the
dynamic braking regulator module DR. The DR
module senses a voltage across a portion of one
braking grid, which is proportional to braking
grid current. The DR module operates to limit
the excitation current to a value t hat prevents
armature or grid current from increasing above
the maximum safe current carrying capacity of
the braking grids. On units equipped with basic
dynamic brakes, the DR module provides protec-
tion against an open circuit in the dynamic
braking grids. Refer to description of the DR
module for a detailed description of this regu-
lating action.
The braking grids are cooled by an exhaust
blower to prevent overheating. The blower mot or
is connected across a portion of one braking grid.
7he blower, located above the grids, draws out-
side air through a grill, circulates it around the
grids, and exhausts t o atmosphere. The DG
module provides protection by dropping the feed
to the brake relay B in case the blower mot or
fails to operate. Refer to description of the DG
module for description of this protective action.
The DP module contains a motor field protection
circuit MFP and a brake warning circuit BWR.
The motor field protection circuit operates to
protect the mot or fields, if a fault in the excita-
tion circuit permits mot or field excitation current
to rise above a safe value. The brake warning
circuit is provided for backup protection of the
braking grids. If a fault develops in the DR
module, grid current may tend to rise and cause
failure of the grids. If grid current increases above
a safe value, the BWR circuit operates to decrease
excitation which results in a decrease in grid
current. Refer to description of the DP module
for description of this protective action.
If a braking grid opens, on units equipped with
extended range dynamic brakes, the open circuit
protection relay OCP detects an unbalance and
operates to drop the feed to brake relay B.
l)ropping this feed disables the dynamic braking
system. This prevents opening of the grid shorting
contactors while carrying high current and it also
protects the traction mot ors from excessively
high voltages. After pickup, the OCP relay
mechanically latches in and should not be reset
until the braking grid circuit has been repaired.
The brake current t ransduct or BCT is used on
locomotives equipped with extended range dy-
namic brakes. B('T provides a signal, to trans-
former T4, which is proportional to braking grid
current. The output of T4 is used as an input to
the DE module where it is compared with the
field current signal. If the grid current signal is
smaller than the field current signal, the DE
module initiates pickup of a grid shorting con-
tactor. If the grid current signal is larger than the
field current signal, the DE module initiates drop-
out of a grid sllorting contactor. Refer to descrip-
tion of the DE module for furt her details.
The brake current transductor BCT is also used
on locomotives equipped with (special order)
trainlined grid current control. On these special
order locomotives, out put of the BCT is applied
to the DR module. The DR modul e compares the
BCT signal with the braking lever signal. This
comparison results in limiting grid current to a
value proportional to braking lever position.
Refer to description of t he DR module for a
detailed description of this regulating action.
DYNAMI C BRAKI NG FOR
LOCOMOTI VES EQUI PPED WI TH
TRAI NLI NE GRI D CURRENT
CONTROL
On locomotives equipped wi t h trainline grid cur-
rent control, maximum grid current is limited to a
value proportional to braking lever position. The
grid current values and braking effort for braking
lever positions 3 through 8 are provided in Fig.
7D--4. Refer to description of the DR module for
description of trainline grid current control.
CONTENTS
The contents of Section 7 Part D are arranged in
the following order.
DE-
DG-
DP-
DR-
Extended Range Dynami c Brake Module.
Dynamic Brake Grid Protection System.
Dynamic Brake Prot ect i on Module.
Dynamic Brake Regul at or Module.
7D-2 13S275
Sect i on 7D
0 0 ] '"' | ~ 0
l J ~ ! J
M B M B
GRID B GRI D B
1 . ~ - ~ - I 2 X- - ' - ' ~ 3
GRI D D
2 ,L i~ 3
1 J T
1
o o
! l
MB
Loc omot i ve s Equi pped Wi t h Basic Dyna mi c Brakes
o o ~
[ !
MB
! !
P3
o t'3
1 !
MB
GRI DC
1,k ,k
T T
GRI D C
GRI D A
1 1 1
T T
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Locomotives Equipped Wi t h Extended Range Dynamic Brakes
\
Fig. 7D-2 - Mot or Ar mat ur e Connect i ons Duri ng Dynami c Braking
Simplified Schematic Diagram
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S P E E D ( M I L E S P E R H O U R )
1 8 0 0 5
F i g . 7 D - 3 - B r a k i n g E f f o r t C u r v e s W i t h B a s i c D y n a m i c B r a k e s
7 D - 4 1 7 S l 1 7 2
Secti on 7D
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S P E E D ( M I L E S P E R H O U R )
Fig. 7D-4 - Braking Effort Curves When Equipped With Trainline Grid Current Control (Special)
12s473 7D-5
ELECTRO-M OTI V E
LOCOMOTI VE
SERVICE MANUAL
EXTENDED RANGE DYNAMI C
SECTI ON
7
PART D - DE12
BRAKE MODULE, DE ( SPECI AL ORDER)
I NT RODUCT I ON
On locomotives equipped with basic dynami c
brakes, maximum braking effort normally drops
of f rapidly at track speed below approximately
24 miles per hour on locomotives equipped with
0.86 ohm dynamic braking grids. On locomotives
equipped with 0.66 ohm dynamic braking grids,
maxi mum braking effort drops off rapidly at
track speeds below approximately 19 miles per
hour. However, on locomotives equipped wi t h
ext ended range dynamic brakes, the braking
effort remains high until track speed decreases to
approximately 5 to 7 miles per hour. High
braking effort is maintained by shorting out a
portion of the dynamic braking grids as track
speed decreases.
The extended range dynamic brake module DE
consists of comparison circuits and control cir-
cuits as necessary to short out the braking grids
at the proper time to maintain high grid current
and high braking effort. The DE module also
contains a comparison circuit t hat operates to
limit braking grid current to a value that is
proportional to braking lever position while oper-
at i ng in the extended range dynamic braking
mode.
Full time trainlined grid current control is offered
as an optional extra feature. On units equipped
wi t h full time trainlined grid current control,
braking grid current is limited to a value propor-
tional to braking lever position throughout the
dynami c braking range.
GE N E R A L DESCRI PTI ON
GRI D CURRENT CONTROL
An input signal proportional to braking grid
current is applied between terminals 7 and 11 of
the DE module. This signal is rectified and
applied to a voltage divider consisting of resistors
R5 through R11. The voltage developed across
R8 through R I1 is applied to the base of Q l,
through diode D2. Therefore, a signal propor-
tional to braking grid current is applied to the
base of QI.
An input signal proportional t o braking lever
position is applied to terminal 2 of the DE
module. This signal is applied to the emitter of
Q1, through resistor R3. Forward bias is applied
to Q1 when the grid current signal rises above the
braking lever signal. Turn on of Q! connects
terminal 4 to terminal 5 on the DE module.
Terminal 5 on the DE module is connected to
terminal 5 on the DR module. Terminal 4 on the
DE module is connected to terminal 4 on the DR
module when the DPIA contacts at terminal 4
are closed. The DPIA contacts are closed during
extended range dynamic brake operation. There-
fore, during extended range dynami c brake opera-
tion, terminals 4 and 5 on the DE module are
connected to terminals 4 and 5 on the DR
module when Q1 on the DE modul e is turned on.
Connecting terminals 4 and 5 of the DE module
to terminals 4 and 5 on the DR module results in
forward bias to Q3 on the DR module. Turn on
of Q3 discharges the rate control capacitors on
the RC module. Refer to description of the DR
module for a more detailed description of grid
current regulation. Discharging the capacitors
reduces excitation to the main generator field and
results in less grid current. The grid current
decreases until the grid current signal applied to
the base of Q1 on the DE module is equal to or
less than the braking lever signal applied to the
emitter of QI. Regulation of grid current to a
value proportional to braking lever position is
available at all track speeds as well as during
extended range dynamic brake operation by
shorting out the DPIA contacts to provide a
direct connect i on from terminal 4 on the DE
module to terminal 4 on the DR module and
shorting DP1A contacts between terminal 6 on
the DR module and terminal 8 on the RC
module.
17S1278 7D-DE 1
Sect i on 7D - DE 12
7 0 0 A MP E R E - -
0 . 8 6 OH M E X T E N D E D
R A N G E D Y N A MI C B R A K E S
The fol l owi ng general descri pt i on applies t o
ext ended range dynami c brake oper at i on for l oco-
mot i ves equi pped wi t h 0. 86 ohm dynami c
braking grids and braki ng lever in maxi mum
brake posi t i on. The same general descri pt i on is
applicable when the braking lever is moved away
from maxi mum brake posi t i on. However , braking
ef f or t , grid cur r ent , and field current decrease as
t he braki ng l ever is moved away f r om maxi mum
brake posi t i on. The braking grids are shor t ed out
at a di f f er ent t rack speed for each braki ng lever
posi t i on. Ref er t o braking effort , grid current ,
and field cur r ent curves, Fig. DE- I . This general
descri pt i on al so applies t o l ocomot i ves equi pped
wi t h 0. 66 ohm dynami c braking grids. However,
maxi mum br aki ng ef f or t and shor t i ng out o f
dynami c br aki ng grids occur at di f f er ent t rack
speeds for di f f er ent values of braki ng grid resis-
tance. Braki ng ef f or t , grid current , and field
current cur ves for 0. 66 ohm braki ng grids are
provi ded in Fi g. DE-2.
At track speeds above appr oxi mat el y 24 miles per
hour, the field current is regulated by t he dy-
nami c br ake regul at or modul e DR as necessary t o
limit braki ng grid current t o a maxi mum of 700
amperes. Ref er t o descri pt i on of t he DR modul e
for descr i pt i on of this regulating act i on. Braking
grid cur r ent is limited t o a maxi mum of 700
amperes t o pr event overheat i ng o f t he braking
grids. Regul at i on of grid current t o a value pro-
port i onal t o braki ng lever posi t i on is available by
special or der f r om t he cust omer. Appr oxi mat el y
500 amper es o f field current is requi red to pro-
duce 700 amper es of grid current at 30 miles per
hour. An i ncrease in field cur r ent from 500
amperes t o 975 amperes is required t o maintain a
grid cur r ent o f 700 amperes as t rack speed de-
creases f r om 30 miles per hour t o appr oxi mat el y
24 miles per hour. Thi s relationship is shown
bet ween poi nt s A and B of Fig. DE-1.
Field cur r ent is l i mi t ed t o a maxi mum of 975
amperes, t her ef or e, a decrease in t rack speed
bel ow 24 mi l es per hour results in a decrease in
grid cur r ent and a decrease in braki ng ef f or t . This
decrease is s hown bet ween poi nt B and area C of
Fig. DE-1. Wi t h basic dynami c brakes, braking
ef f or t woul d decrease rapidly along a line f r om
poi nt B t o O on the braki ng ef f or t curve as t rack
speed decreases from 24 miles per hour t o st and-
still. However , wi t h ext ended range dynami c
brakes a hi gh level of grid current and braking
ef f or t is mai nt ai ned until track speed decreases t o
appr oxi mat el y 7 miles per hour. This i mpr oved
braking ef f or t wi t h ext ended range dynami c
brakes is obt ai ned by short i ng out a por t i on of
the dynami c braki ng grids as t rack speed de-
creases. Short i ng out a por t i on o f t he braki ng
grids resul t s in mai nt ai ni ng braki ng grid cur r ent
near 700 amperes. Ot herwi se, braki ng grid cur r ent
woul d decrease rapi dl y f r om poi nt B t o O as
track speed decreases from 24 miles per hour to
standstill. Short i ng out of t he braking grids is
cont rol l ed by the DE modul e.
The DE modul e consists of t he necessary compar -
ison circuits and cont r ol circuits t o shor t out t he
braking grids at t he pr oper t i me t o mai nt ai n high
grid current . A st ep by st ep oper at i onal descrip-
tion of t he DE modul e is provi ded in Fig. DE-3.
A simplified schemat i c diagram of t he DE
modul e, Fig. DE-4, is i ncl uded for r ef er ence onl y.
The applicable l ocomot i ve wiring diagrams shoul d
be used when per f or mi ng t r oubl eshoot i ng or
mai nt enance of t he ext ended range dynami c
braking syst em.
The grid cur r ent decreases from 700 amper es at
24 miles per hour t o appr oxi mat el y 600 amper es
at 21 miles per hour. This grid current decrease is
shown by t he line from poi nt B t o area C on t he
grid cur r ent curve of Fig. DE-1. The DE modul e
senses this decrease in grid cur r ent and i ni t i at es
pickup of grid short i ng cont act or DCI and also
places a fast discharge pat h across t he rat e con-
t rol capaci t ors l ocat ed on t he rate cont r ol modul e
RC. This permi t s partial discharge o f t he RC
capacitors and results in a r educt i on o f exci t at i on
t o the mai n gener at or field. The r educed exci t a-
tion results in fast r educt i on of field cur r ent as
shown at area C of the field current curve in Fig.
DE-1. Thi s reduct i on in field cur r ent pr event s
excessive grid current when a por t i on of t he
braking grids are shor t ed out .
Pickup o f DC1 short s out a por t i on of t he
braking grids. Pi ckup of DC1 also r emoves t he
fast discharge pat h f r om t he rat e cont r ol
capacitors. Removi ng t he fast discharge pat h
allows field cur r ent t o increase t o a maxi mum of
975 amper es as necessary t o mai nt ai n a grid
current of 700 amperes. This increase in field
current is shown bet ween area C and poi nt D of
the field cur r ent curve in Fig. DE-1.
Shorting out a por t i on t he braki ng grid r educes
t he total braking grid resi st ance by 25%. This
results in a fast increase of grid cur r ent t o 700
amperes, as shown at area C of t he grid cur r ent
curve in Fig. DE-1. The braki ng ef f or t increases
as track speed decreases from appr oxi mat el y 21
7D-DE2 17s275
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M I L E S P E R H O U R
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M I L E S P E R H O U R
Fi g. DE- 2 - Braking Ef f ort , Grid Current And Fi el d Current Curves Fo r
Ext e nde d Range Dy na mi c Brakes With 0 . 6 6 Ohm Gri ds
o
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7 D- DE4 1 2 S 1 7 2
Section 7D - DE 12
miles per hour at area C to approximately 18
miles per hour at point D, as shown by the
braking effort curve in Fig, DE-1. This increase in
braking effort is the result of maintaining con-
stant horsepower (I2R divided by 746) and a
decrease in track speed. When horsepower is
constant, the retarding force or braking effort
increases as track speed decreases. This is indi-
cated by the following horsepower formula:
Horsepower is equal t o retarding force times
miles per hour divided by 375.
Field current and braking effort reach their maxi-
mum value at approximately 18 miles per hour as
shown at point D on t he field current and
braking effort curves in Fig. DE-1. A further
decrease in track speed from approximately 18
miles per hour at point D to approximately 15
miles per hour at area E results in a decrease in
grid current has decreased to approximately 560
amperes. The DE module senses the decrease in
current and initiates pickup of grid shorting con-
tactor DC2 and also places a fast discharge path
across the rate control capacitors. This results in
partial discharge of the capacitors and reduces
excitation to the main generator. The reduced
excitation results in a fast reduction in field
current as shown at area E of the field current
curve in Fig. DE-1. The reduction in field current
prevents excessive grid current when DC2 picks
up.
Pickup of DC2 shorts out a second portion of the
braking grid and also removes the fast discharge
path from the rate control capacitors. Removing
the fast discharge path allows field current to
increase to a maxi mum of 975 amperes as neces-
sary to maintain a grid current of 700 amperes.
This 'increase in field current is shown between
area E and point F of the field current curve in
Fig. DE-1.
Shorting out the second portion of the braking
grid reduces the remaining braking grid resistance
by approximately 33%. This results in a fast
increase of grid current to 700 amperes as shown
at area E of the grid current curve in Fig. DE-I.
The braking effort increases as track speed de-
creases from approximately 15 miles per hour at
area E to approximately 13 miles per hour at
point F as shown by the braking effort curve in
Fig. DE-1. This increase in braking effort is the
result of constant horsepower and a decrease in
track speed.
Field current and braking effort again reach their
maxi mum value at approximately 13 miles per
hour as shown at point F on the field current
and the braking effort curves in Fig. DE-1. A
further decrease in track speed from approxi-
mately 13 miles per hour at point F to approxi-
mately 9 miles per hour at area G results in a
decrease in grid current and in braking effort. At
area G the grid current has decreased to approxi-
mately 500 amperes. The DE modul e senses the
decrease in current and initiates pickup of grid
shorting cont act or DC3 and also places a fast
discharge pat h across the rate cont rol capacitors
which permits partial discharge of the capacitors
and reduces excitation to the main generator
field. The reduced excitation results in a fast
reduction in field current as shown at area G of
the field current curve in Fig. DE-1. The reduc-
tion in field current prevents excessive grid cur-
rent when DC3 picks up.
Pickup of DC3 shorts out a third portion of the
braking grid and also removes the fast discharge
path from the rate control capacitors. Removing
the fast discharge path allows field current to
again increase to a maximum of 975 amperes as
necessary to maintain a grid current of 700
amperes. This increase in field current is shown
between area G and point H on t he field current
curve in Fig. DE-1.
Shorting out the third portion of the braking grid
reduces t he remaining braking grid resistance by
approxi mat el y 50% which results in a fast in-
crease of grid current to 700 amperes as shown at
area G of the grid current curve in Fig. DE-1.
The braking effort increases as track speed de-
creases from approximately 9 miles per hour at
area G to approximately 7 miles per hour at
point H as shown by the braking effort curve in
Fig. DE-1. This increase in braking effort is the
result of maintaining constant horsepower as
track speed decreases.
The field current and braking effort again reach
their maxi mum value at approximately 7 miles
per hour as shown at point H on t he field current
and braking effort curves in Fig. DE-1. A further
decrease in track speed below 7 miles per hour
results in a decrease in grid current and in
braking effort as shown between points H and O
on the grid current and braking effort curves in
Fig. DE-1.
700 AMPERE -
0. 66 OHM BRAKI NG GRI DS
The general description of extended range dy-
namic brake operation for locomotives equipped
17s275 7D-DE5
Section 7D - DE12
wi t h 0.66 ohm braking grids is t he same as for
l ocomot i ves equi pped wi t h 0. 86 ohm braking
grids. However, maxi mum braki ng ef f or t and
shorting out of dynami c braki ng grids occur at
di fferent t rack speeds f or di f f er ent values of
braking grid resistance. Ref er t o Fig. DE-2 for
braking ef f or t , grid cur r ent , and field current
curves applicable t o 0.66 ohm braking grids.
OPERATI ON OF THE DE MODULE
An i nput signal, f r om t r ans f or mer T4, whi ch is
proport i onal t o braking ga.'id cur r ent is applied
bet ween t ermi nal s 7 and 1 1 of t he DE modul e.
This signal is rect i fi ed and applied t o a voltage
divider consisting of resistors RS, R6, R7, R8,
R9, RI 0, and R1 1. A por t i on of t he grid current
signal f r om t he voltage di vi der is applied to t he
emi t t er of solid st at e swi t ch Q3. A smaller
por t i on of t he grid cur r ent signal is applied t o t he
base of solid st at e switch Q2.
A f eedback signal, from t he per f or mance cont rol
modul e, whi ch is pr opor t i onal t o t r act i on mot or
field cur r ent is applied bet ween t ermi nal s 6 and
14 of t he DE modul e. The t r act i on mot or field
cur r ent signal is applied t o t he base of Q3 and t o
t he emi t t er of Q2. Ther ef or e, t he grid cur r ent
signal is compar ed wi t h t he t r act i on mot or field
cur r ent signal by solid st at e swi t ches Q3 and Q2.
The power suppl y mr solid st at e swi t ches Q3 and
Q2 is provi ded by t r ansf or mer T1. The D14
al t er nat or i nput t o t r ansf or mer T1 is applied
between t ermi nal s 8 and 10 of t he DE modul e.
Transformer TI cont ai ns t wo secondar y windings,
one for each solid st at e swi t ch. The voltage
applied t o the pr i mar y of T1 is limited t o I 0
volts by zener di odes Z1 and Z2 al ong wi t h
resistors R1 and R2.
The t ract i on mot or field cur r ent signal is cont ant
at all speeds for a given braki ng lever posi t i on.
The signal increases as the braki ng l ever is
advanced. The grid cur r ent signal increases with
speed, unt i l t he ma xi mum value of grid cur r ent
allowed by the DR modul e is at t ai ned. Assume
t hat the braking lever is in maxi mum brake
position and t rack speed is above 25 miles per
hour. Under t hese condi t i ons, t he grid cur r ent
signal applied t o t he emi t t er of Q3 is larger t han
t he field cur r ent signal applied t o t he base of Q3.
This keeps Q3 cut of f and no cur r ent flows
through T1A secondar y or T3 pr i mar y.
The sequence o f event s t hat occur duri ng
ext ended range dynami c brake oper at i on f or l oco-
motives equi pped wi t h 0. 86 ohm braking grids is
given in Fig. DE-3. The general i nf or mat i on pro-
vided in Fig. DE-3 is applicable t o l ocomot i ves
equipped wi t h 0. 66 ohm braking grids. However,
shorting out t he di f f er ent braki ng grid sect i ons
oc c ur s at di f f er ent t r ack speeds f or di f f er ent
braking grid resistance values. A simplified sche-
mat i c diagram of t he DE modul e, Fig. DE-4, is
provided f or reference onl y. The applicable loco-
motive wiring diagrams shoul d be used when
performi ng t r oubl eshoot i ng or mai nt enance on
t he ext ended range dynami c braki ng syst em.
St ep Pr ocedur e Or Condi t i on Result Of Pr ocedur e Or Condi t i on
OPERATI ON OF DE MODULE
DURI NG DE CRE AS I NG
TRACK SPEED
Assume t hat braki ng lever is in
ma xi mum brake posi t i on and
t r ack speed is above 24 miles
per hour.
2 Assume t hat t r ack speed de-
creases t o 22 miles per hour.
Q3 forward biased.
4 T3 energized.
The grid current signal at emi t t er of Q3 is larger
t han t he field cur r ent signal at t he base of Q3. Q3
is reverse biased.
The grid current signal decreases while field cur r ent
signal remains t he same. Q3 is f or war d biased.
Current flows t hr ough T1A secondar y and pr i mar y
of T3.
Q4 is forward biased by rect i fi ed out put of T3.
Refer t o sheet 2 o f 2, Fig. DE-4.
Fig. DE-3 - Oper at i on Of The DE Module (Sheet 1 Of 6)
7D-DE6 17S275
Sect i on 7D - DE 12
Step Procedure Or Condi t i on Resul t Of Pr ocedur e Or Condi t i on
9
10
11
12
13
For war d bias on Q4.
Charge on C3 causes Z6 t o
conduct .
QI 1 and QI 2 t ur ned on.
For war d bias on Q8.
DP! picked up,
For war d bias on Q 13.
Charge placed on C4
(St ep 9).
For war d bias on Q6.
and C5
DC1 picked up ( St ep 9).
Current flows f r om t ermi nal 1 of DE modul e,
through Q4, D9, and R32 t o negative. C3 charges
through R33 until vol t age across C3 is suffi ci ent t o
cause reverse conduct i on t hrough zener di ode Z6.
Breakdown voltage o f Z6 is 47 volts.
Forward bias applied t o Q11. Q12 is forward biased
through R37.
Forward bias appl i ed t o Q8 by connect i ng base of
Q8 t o negative t hrough D8, R36, Q1 I, and Q12.
Current flows from t ermi nal 1 of DE, through Q4,
Z4, Q8, D14, and coil of relay DP1. DP1 picks up.
NOTE" Charging of C3 in St ep 5 provi des a short
time del ay whi ch prevent s pi ckup of DP1
from transient vol t ages in T3.
Provides holding feed t o DP! ( I NC - ! NO) t hrough
forward biased Q10.
Places forward bias on Q I3 and provi des charging
path f or C4 and C5 (3C - 3NO) t hr ough A-B of
DC1.
Provides feed t o DPI A (3C - 3NO).
Provides feed t o DC1 (2C - 2NO). DCI picks up
after a shor t i nherent t i me del ay.
Provides fast discharge pat h for rate cont r ol capaci-
tors ( on RC modul e) t o prevent excessive spikes in
grid cur r ent when DCI pi cks up t o shor t out one
braking grid.
Places forward bias on Q6 when charge on C4 and
C5 rises above br eakdown value of zener di ode ZS.
Provides feed t o TD rel ay and places reverse bias on
Q12.
Removes forward bias f r om Q13 whi ch opens fast
discharge pat h for RC capaci t ors on t he RC modul e
(A-B). These cont act s al so remove charging current
from C4 and C5.
Shorts out one dynami c braking grid (main con-
tacts).
Provides feed t o DCI A and DC1B (E-F). These
cont act s also provi de a f eed t o light emi t t i ng di ode
DC1 on t he DE modul e.
17S275
Fig. DE-3 - Operat i on Of The DE Modul e (Sheet 2 Of 6)
7D-DE7
Sect i on 7D - DE 12
Step Pr ocedur e Or Condi t i on Result Of Pr ocedur e Or Condi t i on
14
15
16
17
18
19
20
21
22
23
TD relay energized (St ep 12).
Reverse bias on Q12.
Open circuit t o base of Q8.
Dynami c braking grid shor t ed
out ( St ep 13).
DC1A pi cked up (St ep 13).
Reverse bias on Q3.
DC1B pi cked up (St ep 13).
Assume t hat t rack speed de-
creases t o appr oxi mat el y 18
miles per hour.
Pr ocedur es and condi t i ons of
St eps 3 t hrough 17 are r epeat ed
except :
a. Subst i t ut e DP2 for DPI ;
b. Subst i t ut e DC2 f or DC1 ;
c. Subst i t ut e DC2A f or DC1A;
d. Subst i t ut e DC2B f or DC1B;
e. Subst i t ut e light emi t t i ng di ode
DC2 f or light emi t t i ng di ode
DC1.
DC2A pi cked up.
Disables grid over cur r ent det ect or ci rcui t on DP
modul e to prevent oper at i on of BWR due t o grid
current spikes when braki ng grid is shor t ed out by
pi ckup of DCI (2).
Provides a fast charging pat h for the RC capaci t ors
on t he RC modul e for fast recovery o f grid current
(1).
Provides open circuit t o base of Q8. Thi s prevent s a
feed t o DP2 when DC1B pi cks up. Thi s forces a
short time delay bet ween pi ckup of DCI and DC2.
Drops main feed t o DP1. DP1 remai ns pi cked up by
hol di ng feed.
Grid current increases due t o r educed resi st ance in
braking grid circuit. Grid current i ncrease resul t s in
- , . , , ~ ; , . , + , ~ ; , . G ~ , T i - , ; , , , I - , kr ~i r ~a ~f f c ~r t
Recalibrates the grid cur r ent signal appl i ed t o emi t -
t er of Q3. This provi des reverse bias t o Q3.
Blocks current f l ow t hr ough TI A s econdar y and T3
pri mary. This results in t urn of f of Q4.
Set s up circuit t o DP2 in pr epar at i on for short i ng
out a second braki ng grid in case t rack speed
decreases.
Grid current signal decreases while t he field cur r ent
signal remains t he same. Tiffs places f or war d bias on
Q3.
Q3 t urned of f by recalibrating grid cur r ent signal
appl i ed to emi t t er of Q3.
Recalibrates grid current signal t o base of Q2. This
prevent s turn on of Q2 until track s peed increases.
Fig. DE-3 - Oper at i on Of The DE Module (Sheet 3 Of 6)
7D-DE8
1 7 3 2 7 5
Sect i on 7D - DE 12
St ep Pr ocedur e Or Condi t i on Resul t Of Procedure Or Condi t i on
24
25
26
27
4
5
DC2B pi cked up.
Assume t hat t rack speed de-
creases t o appr oxi mat el y 12
miles per hour.
Procedures and condi t i ons of
Steps 3 t hrough 17 are r epeat ed
except :
a. Subst i t ut e DP3 for DP1;
b. Subst i t ut e DC3 for DC1;
c. Subst i t ut e DC3A for DCI A;
d. Subst i t ut e light emi t t i ng di ode
DC3 for light emi t t i ng di ode
DC1.
DC3A pi cked up.
OPERATI ON OF DE MODULE
DURI NG I NCRE AS I NG
TRACK SPEED
Assume t hat braking lever is in
posi t i on 8 and t r ack speed is
bel ow 7 miles per hour.
Assume t hat t rack speed in-
creases t o appr oxi mat el y 9 miles
per hour.
For war d bias on Q2.
T2 energized.
For war d bias on Q5.
Reverse conduct i on t hr ough Z6.
Sets up circuit t o DP3 and pr ovi des a holding
circuit t o DP1 t o ensure t hat DP1 r emai ns picked
up until DC2B drops out ,
Grid current signal decreases while t he field current
signal remains t he same. This pl aces f or war d bias on
Q3.
Recal i brat es grid current t o base of Q2. This pre-
vents t urn on of Q2 until t r ack speed increases.
Provides hol di ng circuit for DP2 t o ensur e t hat DP2
remains pi cked up until DC3A dr ops out .
All DP and DC rel ays and cont act or s are pi cked up,
Grid current increases to 700 amper es at about 7
miles per hour. The DR modul e limits grid current
to 700 amperes by decreasing exci t at i on. The in-
crease in grid current and decrease in field current
places forward bias on Q2 and reverse bi as on Q3,
Current fl ows t hrough T1B s econdar y and T2
primary.
Q5 is forward bi ased by rect i fi ed out put of T2.
Current fl ows f r om t ermi nal 1 of DE modul e,
t hrough Q5, DI 1 and R32 t o negative and capaci t or
C3 is charged t hr ough R33 unt i l vol t age across C3 is
suffi ci ent t o cause reverse conduct i on t hr ough zener
di ode Z6. Br eakdown voltage of Z6 is 4 7 volts.
For war d bias is pl aced on Ql l . Q12 is normally
forward biased t hrough R37.
17S275
Fig. DE-3 - Operat i on Of The DE Modul e (Sheet 4 Of 6)
7D-DE9
St ep
10
11
12
13
14
15
Sect i on 7D - DE 12
Pr ocedur e Or Condi t i on Result Of Pr ocedur e Or Condi t i on
Forward bias on Q1 l .
For war d bias on Q9.
Reverse bias on Q10.
DP3 drops out .
For war d bias on Q6.
For war d bias on Q I0.
DC3 drops out aft er a short
i nherent t i me delay (St ep 10).
Q6 cuts off.
DC3A drops out (St ep 13).
Places forward bias on Q9.
Cur r ent flows from terminal 1 of DE, t hrough Q5,
Q9, and R30. This places reverse bias on Q10 whi ch
is nor mal l y forward biased.
Dr ops feed t o DP3. Feed t o DP1 and DP2 is
mai nt ai ned by DC2B and DC3A.
C4 and C5 charge t hrough R40. This places f or war d
bi as on Q6 when t he charge rises above 27 volts.
DC3 dr ops out aft er a shor t i nher ent time del ay.
Places reverse bias on Q12 whi ch removes f or war d
bi as f r om Q9. Cut of f of Q9 pl aces forward bi as on
Q10.
TD rel ay picks up which pr event s uls=l,tt~ull:^- o f BWR
in t he DP modul e and also pr ovi des a fast charging
pat h f or the RC capaci t ors in t he RC modul e. Thi s
fast rat e of charge pr ovi des f or fast increase in
exci t at i on. TD cont act s remai n pi cked up f or a
shor t t i me after C4 and C5 discharge t o cut of f Q6.
Provi des holding circuit f or DP2.
Removes short circuit f r om one braking grid whi ch
i ncreases effective braki ng grid resistance and de-
creases grid current.
Removes charging current f r om C4 and C5 causi ng
Q6 t o cut of f when charge on C4 and C5 fails
bel ow 27 volts.
Removes feed from DC3A causing DC3A t o dr op
out .
Li ght emitting diode DC3 on DE modul e goes out .
TD dr ops out. Dr opout of TD enables BWR t o
oper at e in a normal manner and also removes fast
charging path for RC capaci t ors on t he RC modul e.
Recal i brat es grid current signal t o base of Q2 whi ch
pl aces reverse bias on Q2 until grid current signal
increases.
Dr ops DP2 holding feed f r om terminal 1 of DE.
Hol di ng feed for DP2 is mai nt ai ned t hrough Q 10.
Fig. DE-3 - Oper at i on Of The DE Module (Sheet 5 Of 6)
7D-DE 10
17S275
Sect i on 7D - DE 12
St ep Pr ocedur e Or Condi t i on Resul t Of Pr ocedur e Or Condi t i on
16
17
18
19
20
21
22
23
Assume t hat t rack speed in-
creases t o appr oxi mat el y 15
miles per hour.
Procedures and condi t i ons o f
Steps 3 t hr ough 14 are r epeat ed
except :
a. Subst i t ut e DP2 for DP3;
b. Subst i t ut e DC2 for DC3;
c. In St ep 9 feed is not main-
tained t o DP2;
d. Subst i t ut e DC2A and DC2B
for DC3A.
DC2A Dr ops out .
DC2B dr ops out .
Assume t hat t rack speed in-
creases t o appr oxi mat el y 21
miles per hour.
Procedures and condi t i ons o f
Steps 3 t hr ough 14 are r epeat ed
except :
a. Subst i t ut e DP 1 for DP3;
b. Subst i t ut e DC1 for DC3;
c. In St ep 9, f eed is not main-
t amed t o DP1 and DP2;
d. In St ep 12, feed is not pro-
vided t o DP2;
e. Subst i t ut e DC1A and DC1B
Grid cur r ent increases t o 700 amper es at about 13
miles per hour. The DR modul e limits gri d cur r ent
to 700 amperes by decreasing exci t at i on as speed
increases. The decrease in field current and increase
in grid cur r ent pl aces f or war d bias on Q2.
Recal i brat es grid cur r ent signal appl i ed t o Q2 and
yea. x xu~ l.,~d~,~ reverse bias on n o ,,,,,~1 ~, ~ cu~, ~*
signal increases.
Drops DP1 hol di ng feed f r om t ermi nal 1 of DE.
Holding feed f or DP1 is mai nt ai ned by Q10.
Grid current increases t o 700 amper es at about 18
miles per hour. The DR modul e limits gri d current
to 700 amperes by decreasing exci t at i on as speed
increases. The decrease in field cur r ent signal pl aces
forward bias on Q2.
for DC3A.
DC 1A dr ops out .
DC 1B dr ops out .
Recal i brat es grid cur r ent signal applied t o Q3.
This prevent s pi ckup of DP2 relay unt i l DC1 again
picks up.
12S172
Fig. DE-3 - Oper at i on Of The DE Modul e ( Sheet 6 Of 6)
7D-DE 11
-,-4
~ b
I',J
To Terminol 4
On DR Module
. o . . < ~ , . o , . ~ l _ ~ . , : J _ ~ ~ 7 o " Z . :
TO T e r m i n o l s 2 0 & Input S i g n o ! I ....... .
2 8 O n D P M o d u l e F r o m B r a k i n g 1 r - - ]
L e v e r ~ oJ ' '~
?
Shoded Areo Is Applicoble Only
On Units Equipped With Extended
Ronge Dynomic Brokes ,and Ful l
Time Troi nl i ned Gri d Cur r ent
Cont rol
Input From
Termino119
On PF Modu
CONTROL POWER POSITIVE
I,q
~ 1 ~
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I
R42
D32
D34
T4
Pri .
From O114
t
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I
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TI
Pri.
C6
T o T e r m i n o l 5 O n
D R M o d u l e
DE MODULE ~,~
D33
D2
= =
- - O
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DCI OC2
, D F (
TIA Sec T3Pr i
. . . . . . . DCIB
D36
C7 RI2
D3
D30 D2B
Tesl
Swi t ch,
CI (P"
DC3
TO Cont rol Power
Negoti ve
5"
I
rr~
O
, . , d
Fi g . DE- 4 - E x t e n d e d Ra n g e D y n a m i c Brake Mo d u l e D E ,
S i mp l i f i e d S c h e ma t i c Di agr am ( S h e e t 1 o f 2 )
20856
(n
0
(11
-..j
rI1
CONTROL POWER POSITIVE
f l PS Open
Above15ps~
n [ ] B RI
3NO
DE MODULE
R2 0
9 I v
Z t O
D9 D I I
~,D41
.Sec.
I
4 7 V
,-N
Z6
R 3 6
R35
i T 0
'3C To Term~nol 6
DPI Of RC Module
3NC Provtdes Fos!
Di schor ge For
~--~ RC Copoc,lors
C9
i o
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T OP2
, o, ,
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! 0 1 9
~ o c z
t N - 8 ,
)P3 ~C
P 3
N
F )
I Z
CONTROL POWER NEGATIVE
C3 3. 3v
Z 8
R 3 8 2 7 V ] ' - - -
Fig. DE-4 - Extended Range Dynamic Brake Module DE,
Simplified Schematic Diagram (Sheet 2 of 2)
.y
2 0 8 5 7
rJ~
(,b
c)
o
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ELECTRO- M OTI VE
LOCOMOTI VE
SERVICE MANUAL
S E CT I ON
7
PART D - D GI O
i
DY NAMI C BRAKI NG GRI D PROTECTI ON
SYSTEM (SPECI AL ORDER)
I N T R OD U C T I ON
The purpose of this section is to describe the
operation of the special order dynamic braking
grid protection system consisting of the dynamic
braking grid protection module DG10 and the
dynamic braking grid transductor DGT.
The dynami c braking grid protection module
DG10 provides protection for the dynamic
braking grids by dropping the feed to the gener-
ator field cont act or GFC, in case of failure in the
grad blower mot or circuit, during dynamic brake
operation or when performing self load test on
the dynami c braking grids. Simplified schematic
diagrams of the protection system are provided
for convenient reference only. The applicable
locomotive wiring diagram should be used when
performing troubleshooting or maintenance on
the system.
D Y N A MI C B R A K I N G GR I D
T R A N S D U C T OR , DGT
The dynami c braking grid transductor DGT con-
sists of two laminated iron cores, two AC
windings, a test winding, and two bias windings.
On GP model locomotives, the two bias windings
consist of one grid current bias winding and one
grid blower bias winding. On SD locomotives, the
two bias windings consist of two grid blower bias
windings. The two cores are magnetically isolated
from each other by an air gap and each core
contains an AC winding. The test winding and
both bias windings are common to bot h cores. A
simplified schematic diagram of the DGT is pro-
vided in Fig. DG-1.
The two AC windings are connected series
opposing so that the magnetic lines of force in
the two cores travel in opposite directions. The
AC windings, in series with the primary of trans-
former T1 on the DG module, are energized by
current from the D14 alternator.
The reactance of the AC windings is much larger
than the reactance of T1. Therefore, during
normal operation, practically all of the input AC
voltage is developed across the AC windings and
very little voltage appears across T1. Transformer
Tl provides an input signal to the DG module.
Consequently, the input signal to the DG module
is very small during normal operation.
SD MODEL LOCOMOTI VES
Each of the blower mot or bias windings, on SD
locomotives, consists of five turns wound about
both cores. Each of the five turn bias windings is
connected in series with a separate blower motor.
During normal operation, the flux lines set up by
the two blower motor bias windings are equal
and opposite in both cores so that the resultant
flux lines set up by the two windings is near
z e r o .
An increase in current through one blower mot or
wi t hout a corresponding increase in current
through the other blower mot or would result in
an unbalance in the flux lines set up by the two
blower mot or bias windings. This condition could
result from a frozen bearing or locked fan blades
in one of the blower motors. Either of these
conditions would probably result in burning out
the blower mot or windings. An open in one of
the blower mot or windings would also result in
an unbalance of flux lines.
GP MODEL LOCOMOTI VES
The blower mot or bias winding consists of five
turns connected in series with the blower motor
on GP38 model locomotives and seven turns
connected in series with the blower mot or on
GP39 and 40 locomotives. The grid current bias
winding is a single conduct or passing through
both cores and connected in series with the
braking grids.
4ss379 7D-DG 1
Sect i on 7D - DG 10
QA
OB
Gr i d Bl ower No, 2
Bias Winding \
Gri d Bl ower No. I
Bi as. Winding
r
Q
Gr
SD MODEL L OCOMOT I V E
Dynamic Broke Grid
Transductor DGT
QA
~ B
Negot i ve
I
Por t Of DG
Modul e
Por t Of DG
Modul e
1
. ~ T o Terminal 6
Of DG Modul e
I
1
I
I
1
Test
" ~ Wi n d i n g s
l
1
I Grid Bl o we r "
1 Bi as Winding
~P34~:57 Tur ns ~
I T u r n s - - - ~
I
v
AC
Windings
To Termino I 6
Of DG Module
y
J Gr i d Cur r ent Bi as Wi ndi ng [
I [
GP MODEL L OCOMOT I V E
J Dynamic Broke Grid ) t
L Tronsductor DGT l
Negat i ve
Test
WindngS
18556
Fig. DG-I - Dynami c Braking Grid Transductor, Si mpl i f i ed Schemat i c Diagram
7D- DG 2 1 3 S 9 7 2
During normal operation, the flux lines set up by
the blower mot or bias winding and the grid
current bias winding are equal and opposite in
both cores, so t hat the resultant flux lines set up
by the two bias windings is near zero. However,
if an open circuit develops in the blower mot or
windings, no current would flow through the
blower motor bias winding and the flux lines set
up by the two bias windings would be
unbalanced.
An increase in blower mot or current wi t hout a
corresponding increase in grid current would
result in an unbalance in flux lines set up by the
two bias windings. This condition could result
from a frozen bearing or from locked fan blades
in the blower mot or. Either of these conditions
would probably result in burning out the blower
mot or windings.
OPERATION
During any unbalance in bias, the resultant flux
lines would aid the flux lines from the AC
winding in one core and oppose the flux lines
from the AC windings in the other core. The core
in which the flux lines aid would move toward
magnetic saturation which would reduce the reac-
tance of the AC winding on this core to near
zero. The core in which the flux lines oppose
would move away from saturation, but the reac-
tance of the winding on this core would be
affected by only a very small amount. The result-
ant reactance of the two AC windings would be
only about one-half of the reactance that exists
during normal operation. This causes a large
increase in current through the two AC windings
and through the primary of transformer T1 on
the DG module. The increase in current through
T1 provides a signal to the DG module which
results in dropping the brake contactor B. Drop-
out of the B cont act or removes braking current
from the braking grids.
The test winding on DGT is provided for testing
the dynamic braking grid protection system.
Closing the test switch on the DG module allows
current to flow through the test windings. Cur-
rent flow through the test winding causes an
unbalance of flux lines in the two cores and a
signal to T1 results.
Section 7D - DG10
D Y N A MI C BRAKI NG
GRI D PROT ECT I ON MODUL E DG 10
A simplified schematic diagram of the DG
module is provided in Fig. DG-2 for convenient
reference only. The applicable locomotive wiring
diagram should be used when performing trouble-
shooting or maintenance on the system.
The out put voltage of transformer TI, which is
proportional to the amount of unbalance between
the bias windings on DGT, is rectified and
applied to rheostat RH1. Capacitor C2 suppresses
transient surges in the output of T1. The voltage
at the wiper arm of RH1 is applied to the series
combination of resistor R4B, R4A, and capacitor
C1. The j unct i on of R4A and CI is connected to
the base of transistor QI so t hat the voltage
across C1 is applied to the base of Q1.
Forward bias is applied to transistor Q1 when the
charge on C1 exceeds 6.2 volts. The RC circuit
consisting of R4B, R4A, and CI provides a time
delay in applying forward bias t o Q1. This time
delay prevents turn on of Q1 from transient bias
unbalance of DGT.
Turn on of QI provides a path for current flow
from terminal 1 of the DG module through R7,
R10, D7, from collector to emitter of Q1, then
through zener diode Z I to negative. The voltage
developed across R7 provides forward bias for
Q2. Turn on of Q2 provides a path for current
flow from terminal 1 of the DG module through
R9, from collector to emitter of Q2, then
through the DGR relay to negative. Pick up of
DGR provides a holding feed through the reset
switch and DGR-2 contacts. Pick up of DGR also
opens DGR-1 contacts between terminals 5 and 4
of the DG module and closes DGR-1 contacts
between terminals 5 and 3 on the DG module.
Closing DGR-2 contacts between terminals 5 and
3 provides a feed to the annunciator module.
L OCOMOT I V E S EQUI PPED FOR
SELF L OAD TEST
Opening DGR-1 contacts between terminals 5 and
4 on the DG module drops the feed to the DGX
relay during dynami c brake operation or when
performing self load test on the dynamic braking
grids. Dropout of DGX drops the feed to the B
contactor and to the generator field contactor
12S172 7D-DG3
.,It.. T o D1 4
" ~ DGT
X 2
X3
DGT
X4
T o Negat i ve
r . . . . . .
I
I
I
I
I
I
I
I
I
Test I RI J
. . . . . ~ >
5 I V
Z3 O l O
RHI [ R4B
, 1 2 Mf d
RI A
R I B
DGX Rel ay on model s e q u i p p e d f o r sel f
l oad t est . " B " c o n t a c t o r on model s n o t
e q u i p p e d f o r sel f l oad t est .
DGX or B
Negat i ve
. . . . . . . . . . . . . . . . . .
) 4
-1
D7
Cl o
NO1
RI 0 I D9 R7
R2
! 3 3 0 Mf d DG R-2
z c] tz~
, NC2
Q Z !
Reset
DG MODULE
+ 7 4 V OC
T
An n u n c i a t o r
. Mo d u l e
I +74 VDC
_ N e g .
I
I
I
20202
- , j
I
O
Fi g. DG- 2 D y n a m i c Br aki ng Gr i d P r o t e c t i o n Mo d u l e DG, S i mp l i f i e d S c h e ma t i c Di agr am
M
cn
Section 7D - DG 10
GFC. Dropout of GFC removes excitation from
the main generator field. Dr opout of the B
cont act or opens the circuit t o the mot or fields.
LOCOMOTI VES NOT EQUI PPED
FOR SELF LOAD TEST
Opening DGR-1 contacts bet ween terminals 5 and
4 on the DG module drops the feed to the B
cont act or during dynamic brake operation. Drop-
out of the B cont act or opens the circuit to the
mot or fields and drops t he feed to the generator
field cont act or GFC. Dr opout of GFC removes
excitation from the main generat or field.
TEST CIRCUIT
A test switch and a reset switch are provided on
the DG module. The test switch, when pressed
energizes the test winding on the DGT which
unbalances the flux lines in the two cores of
DGT. This provides an input to t ransformer T1
and causes DGR t o pick up. This provides a
means of performing a functional test of the DG
module and also of DGT. The reset switch pro-
vides a means of resetting the DGR relay after a
test or after pickup of DGR due to a blower
mot or fault. However, the reset switch should not
be operated, after pi ckup of DGR due t o a fault,
until the dynamic braking system has been
checked and repaired as necessary.
12S172 7D-DG5
ELECTRO-MOTI VE
LOCOMOTI VE
SERVICE MANUAL
S E C T I O N
7
P A R T D - D G 1 3
D Y N A MI C BRAKI NG GRI D PROTECTI ON
MODUL E ( SPECI AL ORDER)
INTRODUCTION
The dynami c braking grids are desi gned for maxi-
mum cur r ent of 700 amperes when provi ded wi t h
cooling air from the dynami c braki ng grid cool i ng
fan. However, i f the cooling fan fails t o oper at e
properl y, the braking grids will over heat under
cont i nuous operat i on at this hig, h cur r ent level.
Resistance bet ween terminals l and 2 of dynami c
braking grid RE GRI D D, Fig. DG-1, is a bout
0. 445 ohm during normal oper at i on at 700
amperes wi t h pr oper cooling. Thi s results in
about 312 volts across this por t i on of the grid. If
the cool i ng fan fails t o oper at e pr oper l y or the
DR modul e fails t o limit current t o 700 amperes,
grid t emper at ur e increases and resul t s in increased
grid resistance. An increase in grid resistance of
more t han about 7.5% above nor mal oper at i on
woul d pr obabl y result in grid failure. A grid
resistance of 0. 478 ohm and a grid current of
700 amper es woul d result in a bout 335 volts
bet ween terminals 1 and 2 of RE GRI D D.
Ther ef or e, an increase in grid t emper at ur e and
correspondi ng increase in grid resi st ance results in
an increase in the ratio of dynami c braki ng grid
voltage t o dynami c braking grid current . This
increase in voltage t o current r at i o is di rect l y
pr opor t i onal t o the increase in grid resistance and
for most practical pur poses di r ect l y pr opor t i onal
to the increase in grid t emperat ure.
The ratio of voltage bet ween t ermi nal s I and 2 of
dynami c braking grid RE GRI D D, Fig. DG- I , t o
grid cur r ent is about 0. 445 when oper at i ng at
normal maxi mum grid t emper at ur e. The DG
modul e oper at es to remove exci t at i on from the
main generat or if braki ng grid t emper at ur e rises
suffi ci ent l y t o increase the vol t age to current
ratio above about 0. 478. A grid bl ower failure
may resul t in an overheat ed grid when grid
current is less t han maxi mum. A chart showi ng
the vol t age and current values duri ng normal
maxi mum grid t emper at ur e is pr ovi ded in Fig.
DG-2. Thi s chart also shows t he voltage and
current values at DG modul e oper at i on.
The DG modul e cont ai ns a det ect or stage and an
out put stage. The det ect or stage moni t or s grid
current and grid voltage. A posi t i ve signal is
provi ded from t he det ect or stage t o the out put
stage if the rat i o of grid vol t age t o grid current
rises above a pr edet er mi ned value. This positive
signal t o the out put stage resul t s in removing
exci t at i on from the main gener at or and the B
cont act or also drops out . Thi s pr ot ect s t he
braking grids f r om burn out duc to overheating.
DETECTOR STAGE
OPERATION
The det ect or stage cont ai ns a magsense amplifier
wi t h six separat e windings, an operat i onal
ampl i fi er compar at or , and an out put transistor. A
br i ef descri pt i on of the det ect or stage is provi ded
in t he fol l owi ng paragraphs. A simplified
schemat i c diagram of the de t e c t or stage is pro-
vided in Fig. DG-1.
OSCILLATOR WI NDI NG A5
The magsense ampl i fi er osci l l at or winding A5
provides pulses ( about 35 per second) to the
out put wi ndi ng A6. Pol ari t y o f t he pulses is
det er mi ned by t he operat i ng poi nt est abl i shed by
t he internal bi as winding A4, t he ext ernal bias
winding A3, the current cont r ol wi ndi ng A1, and
t he voltage cont r ol wi ndi ng A2. Magni t ude of the
pulses increases as t he operat i ng poi nt moves
away from the "SET POI NT" of 120 micro-
amperes. Ref er to Fig. DG-3. A negative net
current of 120 mi cr oamper es or mor e in windings
A1 t hrough A4 results in negative pulses at the
t op of out put wi ndi ng A6 and posi t i ve pulses at
t he bot t om of A6. A negative net cur r ent of less
t han 120 mi cr oamper es or a posi t i ve net current
results in positive pulses at t he t op of A6 and
negative pulses at the bot t om o f A6. A positive
pulse at the t op of A6 results in positive satura-
tion at t he out put of OPI A. Thi s positive out put
provi des f or war d bias for out put t ransi st or QA.
Turn on of QA provi des a posi t i ve signal to the
out put stage. Negative pulses at t he t op of A6
result in negative sat urat i on at t he out put of
OP1A. This negative signal pr ovi des reverse bias
for QA whi ch results in no out put signal t o the
out put stage.
45S379 7D-DG 1
Section 7D-DG 13
. - ( ~
I -
' RE Gri d D RE Gr i d D RE Gr i d A RE Gr i d A
' ~)-M
' 1 ~ ~- T 2 ~ 3 2
RE Gri d B / RE Gr i d B RE Gr i d C RE Gr i d C
-> .~ ,
I 3 INPUT SUMMI NG COMPARATOR
I 1
I + I
I A 1 5 1 " A ~ ; - - ] ~ ' - 1 } I
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,
I I
R l l . I / I 1 =
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From
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Su p p l y
23915
Fig. DG-1 - Simplified Schematic Diagram Of The DG 13 Module Detector Stage
I NTERNAL BI AS WI N D I N G A4
The internal bias winding A4 is connected as a
negative sense winding and establishes the mag-
sense amplifier "SET POINT" at 120 micro-
amperes. The "SET POINT" is the point where
the pulses at the top of A6 switch polarity.
Therefore, a negative net current of 120 micro-
amperes or more in windings A1 t hrough A4
results in negative pulses at the top of A6. A
negative net current of less than 120 micro-
amperes or a positive net current results in posi-
tive pulses at the top of A6.
7D-DG2 4 5 S 3 7 9
Section 7D-DG 13
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f . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1 0 0 V r . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ' " ; ": . . . . . . . . ; :
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1 0 0 A 2 0 O A 3 0 O A 4 0 0 A 5 0 0 A 6 0 0 A 7 0 0 A 8 0 0 A
V O L T A G E T O C U R R E N T R A T I O F O R D Y N A M I C B R A K I N G GRIDS
2 3 9 1 6
Fig. DG-2 - Voltage To Current Ratio For Dynamic Braking Grids
CURRENT SENSI NG
WI NDI NG A1
The current sensing winding A1 is connect ed as a
negative sense winding. Therefore, a current in
this winding tends to shift the operating poi nt to
the left. The current sensing winding is excited
by the voltage developed across the grid protec-
tion shunt, therefore, the signal applied to this
winding is proportional to dynamic braking grid
current.
VOLTAGE SENSI NG
WI NDI NG A2
The voltage sensing winding A2 is connect ed as a
positive sense winding and therefore, shifts the
operating point to the right. A negative net
current of less than 120 microamperes or a
positive net current results in positive pulses at
the top of A6 and turn on of transistor QA.
Therefore, any combination of (-A1) + (+A2) +
(-A4) that moves the operating point to the right
of the -120 microampere point results in turn on
of transistor QA. The voltage sensing winding is
excited by the voltage developed between the
positive terminal of the grid protection shunt and
terminal 2 of dynamic braking grid RE GRID D.
WI NDI NG A3
Winding A3 performs no function during normal
operating, but is used as a positive sense winding
when the test switch is closed.
OUTPUT STAGE OPERATI ON
Zener diode Z2 provides +6.2 V DC to the
emitter of Q2, Fig. DG-4. This results in reverse
bias for Q2 when there is no out put signal from
the detector stage, Fig. DG-1. Turn off of Q2
results in reverse bias for Q1. Turn off of Q1
prevents pick up of the DGR relay. With DGR
dropped out +74 V DC is applied to receptacle 5,
through normally closed DGR contacts to recep-
tacle 4, then through DGX to negative. Pick up
of DGX provides a feed to braking cont act or B
and to the generator field contactor GFC.
The output from Fig. DG-1 is applied through R4
to C2, Fig. DG-4. Transistor Q2 turns on when
the charge on C2 rises above the +6.2 V DC
zener diode voltage applied to the emitter of Q2.
Turn on of Q1 results in pick up of the DGR
relay and also provides a feed to LED I. Pick up
4 5 S 3 7 9 7D- DG3
Section 7D-DG 13
an kin ~aJ
: ...................
-1200 - 1080 -960 -840 -720 -6, 00 ,-480 -360 -240 -120 0 "120 +240 +360 480 + 6 ( X ) +720 +840 +960
i !

. ! ..
~ ) "SET POINT" Established at -120 microompere$ by internal i~as wi ndi ng A 4 .
( ~ hen t he TEST SWTTCH i s d o s e d t h i s w i n d i n g s h i f t s t h e o p e r a t i n g p o i n t f a r t o t h e r i g h t o f t h e
120, a point.
~ Current Control Winding A2 tends to shift operating point to right of Quiescent Point.
( ~ Voltage Control Winding A1 tends to shift o~ereting point to left of Qu i e s c e n t Point.
Ma g n i t u d e of oscillator pul ses i ncr eases es t he oDereting point
moves a w a y f r o m t h e "SET POINT" of -120 microamperes. 2 3 9 1 7
Fig DG3 - Relationship Of Bias Windings, Control Windings,
And Oscillator Output Pulses
of DGR removes the feed from DGX and pr o
vides a feed to the GRID BLOWER failure indica-
tor on the AN modul e Pickup of DGR provides
a holding feed from +74 V DC at receptacle 1
through R1, the normally open DGR cont act s
the normal l y closed reset switch, then through
the DGR relay to negative
Drop out of DGX results in drop out of the B
and GFC cont act or s Dropout of the B cont act or
disables the dynamic braking syst em Dropout of
GFC removes excitation from the main generat or
TEST CIRCUIT
A funct i on test of the DG module may be
performed by closing the test switch to TEST
posi t i on This provides a feed from receptacle 1,
through R1, the normally open test switch, R12,
through magsense winding A3 from + to , then
through D2 and RI3 to negative at receptacle 14,
Fi g DG-1 The current flow from + to - of A3
results in an out put across RH1 This out put
signal from the detector stage is applied to the
output stage, Fi g DG-4 This results in turn on
of Q2a ndQ1 Turn on of Q1 results i na feed to
the DGR relay and to LED1 LED1 should come
on within about 15 seconds after the test switch
is closed Pick up of DGR provides a feed to the
GRID BLOWER indicator on the AN modul e
The DGR relay will remain picked up until the
test switch is set to the RESET posi t i on The
GRID BLOWER indicator may be reset by oper-
ating the reset switch on the AN modul e
7DDG4 45S379
Section 7D-DG 13
Output Signal From
Detector Stage
F i g . D G - 1
. _ L . 1 2 # f
?
R2
R3
~
D1
DGR !
<
+15V
I
87V
; D3
D G ~ ~ ~R~/o~EuR~IL___~ Neg.
N e g .
l~:R eset ~ 1 ~ ~ 1 Neg
t R 1 ,
~ R5
+6.2V
Z2

Fig. DG- 4- DG13 Output Stage, Simplified Schematic Diagram
23918
45S379 7 D- DG5
ELECTRO-MOTIVE
LOCOMOTI VE
SERVICE MANUAL
SECTION
7
P A R T D - D P 1 2
D Y N A MI C BRAKE PROTECTI ON
MODULE, DP
I N T R O D U C T I O N
The dynami c br ake pr ot ect i on modul e DP pro-
vides pr ot ect i on for t he t ract i on mot or fields and
also provi des back up pr ot ect i on for t he dynami c
braki ng resi st or grids in case the dynami c braking
regul at or modul e DR fails to limit braki ng grid
cur r ent t o a safe value. The DP modul e provi des
pr ot ect i on f or t he main generat or and t he dy-
nami c braki ng grids i f an open grid circuit occurs
on l ocomot i ves equi pped with basic dynami c
brakes. The DP modul e operat es t o remove exci-
t at i on from t he main generat or field in case
mot or field cur r ent or dynami c braking grid
cur r ent rises above a safe value and in case o f an
open grid ci rcui t .
A simplified schemat i c diagram of t he DP
modul e, as connect ed on l ocomot i ves equi pped
wi t h basic dynami c brakes, is provi ded in Fig.
DP-1. A si mpl i fi ed schemat i c diagram of t he DP
modul e, as connect ed on l ocomot i ves equi pped
wi t h ext ended range dynami c brakes, is provi ded
in Fig. DP-2. Fig. DP-1 and Fig. DP-2 are pro-
vi ded for conveni ent reference. The applicable
l ocomot i ve wiring diagrams should be used when
performi ng t r oubl eshoot i ng or mai nt enance.
MO T O R FI ELD
P R OT E C T I ON CI RCUI T
The mot or field pr ot ect i on circuit, Fig. DP- I , is
connect ed across the main generat or in parallel
wi t h the t r act i on mot or fields during dynami c
braking. Main gener at or out put is applied be-
t ween terminals 2 and 12 on GP model l ocomo-
tives and bet ween terminals 3 and 12 on SD
model l ocomot i ves. Therefore, t he mot or field
pr ot ect i on ci rcui t det ect s any change in excita-
t i on voltage appl i ed t o t he traction mot or fields.
The voltage appl i ed bet ween terminals 2 and 12
or 3 and 12 provi des a current fl ow t hrough the
voltage divider consisting of resistors R16, R17,
R18, and r heost at RH2. The base of transistor
Q5 is connect ed t o the wi per arm of RH2 so that
t he voltage appl i ed to t he base of Q5 is di rect l y
pr opor t i onal t o the exci t at i on vol t age appl i ed t o
t he t r act i on mot or fields. Zener di ode Z8 main-
tains 6. 2 volts on the emi t t er of Q5.
Duri ng normal operat i on reverse bias is appl i ed t o
Q5 by Z8 and t he wiper arm of RH2. However,
i f a f aul t devel ops in the dynami c braki ng regu-
l at or modul e DR, the exci t at i on vol t age applied
t o t he t ract i on mot or fields may t end t o rise
above a safe value. Any increase in exci t at i on
vol t age results in an increase in vol t age at the
wi per arm of RH2. Forward bi as will be applied
t o Q5 i f exci t at i on voltage t ends t o rise above a
safe val ue.
With f or war d bias on Q5, cur r ent fl ows t hrough
t he mo t o r field pr ot ect i on relay MFP. Pi ckup of
MFP dr ops the feed to the equi pment pr ot ect i on
rel ay EQP and recalibrates t he mo t o r field prot ec-
t i on ci rcui t by shorting out resi st or R l 6. Pi ckup
o f MFP also provi des a positive feed t o t he mot or
field annunci at or relay MFA and t o t he time
del ay circuit consisting of R21, R22, C5, and C6.
Dr op out of EQP drops the feed t o t he generat or
field cont act or GFC which r emoves exci t at i on
vol t age from the main gener at or field and this
decreases the mai n generat or out put voltage. The
i nduct ance of t he main generat or field windings
pr event s an i mmedi at e col l apse of current
t hr ough the field. The decrease in main generat or
out put voltage results in a r educt i on in t he
vol t age applied t o the base of Q5. This r educt i on
in vol t age causes Q5 to become reverse biased.
Reverse bias on Q5 bl ocks t he cur r ent fl ow
t hr ough MFP causing MFP t o dr op out . Dr opout
o f MFP re-establishes the feed t o EQP and results
in t he reappl i cat i on of exci t at i on voltage to the
main gener at or field. If t he faul t persists and
exci t at i on voltage to the t r act i on mot or fields
rises above a safe value, Q5 will again be forward
bi ased causing pi ckup of MFP. This results in
r emovi ng exci t at i on voltage f r om the mai n gener-
at or fi el d causing a reduct i on in the exci t at i on
vol t age t o the t ract i on mot or fields. This pi ckup
and dr opout o f MFP cont i nues as long as the
faul t persists wi t h dynami c brakes appl i ed. Opera-
17Sl 278 7D-DP 1
..j
9
E ~
FJ
I
I
I O V
Ii ,ov:
I
I
I
I
I
~4
I
I
I
I
Provided For Use On I ~ _
Ne~ ' M R ' I ( ~
I
I
+74V
I , o %
[ R K s = 0 ~ I
MoDuLE oP12 . ~ / ~ L _ ~ ' ~ ' I ~ - - ~ ~ Ne~a;,vo
T 8 7 V j= 8 7 V ~ 7 J I l BWA ~ - ~ R ~To A . . . . . i e l o ' - - r - -
/ I r _ . \ % Y ' - - ' - ' - - ~ u z A - - T - ~ | C1 NO1 I . _ ~ I I Module (Overcurrenl)
~ l ' ~ ) ~ Z l I k ~ ; ) I . ~ M F A I ~ - - O ~ I t l / ~ , l O O
I I I N~ I ~ T I ~ I ~ I BWA MFA v J J ~ To Annunciator
4 J,- I I 1 I r : ; l ~ I ~ J ~ C1 ~ N 0 1 ~ i J BR2 Module (Excilation)
1 - T $ . , o I . , : o v I
Pri I C1 PROTECTION TRIGGER aIC5 NO1
I CIRCUIT
, F ~ ~ v ' ~ I ~ ' ~ " ; 6 ~ - ~ - ~ I
| R15 8 1 I , C 3 T o t b " - ''~O7| I I ~ ) ~ ~ ~ .
I I R E ? G r i d o l - - t " E G r i d ~ I - - " ~ ' P Z ~ iff= '
I M F P 2 N o 2 ~ To, % , 7 = ~ ; ~ ' ; " ; o V ' ; I ~ 1 . / ~ ,
~ , ~ - l ~OTOR I I ~ c ~ ~ i / / " - ~ " - ~
/ F I E L O ~ - - ~ O.~) I L T ~ ' ~ R E Q < ~ ) G r i d e k - - - - I R E 3ridC~--"
| PROTeCtiON L - - - - - - - I L - - - - ~ CW~_.~RHt = ( ' / / ' h '
I C I r c u I t t , , c , r ~ ..-... ' I / - ~ / /
z6 ~ L ~ ' / RE36 /
I
R ~ O ~ ~ ~ L ~ I
~ RE37
f-)
O
i
t , O
Fig. DP-I - Dynami c Brake Prot ect i on Modul e DP, Si mpl i f i ed Schemat i c Diagram
( Four - Axl e Lo c o mo t i v e s With Basic Dynami c Brakes)
2 3 7 5 7
,,M
74V
l , # " o
[ B K S B
D Y N A MI C BRAKE PROTECTI ON ~ ~ 2 . Z t_,g.2_o.. J ,
I MO D U L E DP1 2 ! J ~ ,,B,.,.w . . . . . g] Ne.
. . . . . . - J
87V ~ I C1 NOt ~ Module (Grid Ovetcurrenl
I ~ " . 4 - / I > BWA MFA - - ~ To Annunc.atof
I c ,
GRID OVERCURRENT I
Ii , o v ~ P ,, ~ , o . o . . c . , o . . . , ~ . . " " ' T L . o T " . c , [ t ~ . _ L t . _ _ , G .
I '
i 04 R22 R21 , ~ .187V
I O l R 2 ~ P'~
B W R " ~ 2
I ~ - - Neg
T
RI 5 8 7 V ~ C3
I 5 ~ " - - -
I / c , . c o . T . c ,
I
Fig. I)1'-2 - Dyna mi c Brake Pr o t e c t i o n Modul e DP, Si mpl i f i ed Sc he ma t i c Di agram
(Si x-Axl e Lo c o mo t i v e s With Basic Dy n a mi c Brakes)
2 3 7 5 8
0
~7
i
b~
Section 7D - DP 12
tion of t he dynami c brakes ma y be cont i nued,
but t he regul at i on will be ver y coarse. For this
reason t he f aul t shoul d be cor r ect ed as soon as
practical.
Recal i brat i ng t he mot or field pr ot ect i on circuit,
by short i ng out R16, applies a l arger forward bias
t o Q5 so t hat MFP will r emai n pi cked up until
the exci t at i on vol t age t o the t r act i on mot or fields
drops several vol t s bel ow t he safe value. There-
fore, t he recal i brat i on pr event s rapi d cycling of
the MFP rel ay, t he EQP r el ay, and t he GFC
cont act or .
The posi t i ve f eed provi ded t o t he R21, R22, C5,
C6 t i me del ay ci rcui t provi des a shor t time delay
in t urn on of Q2. This pr event s t urn on o f Q2
due t o non-repet i t i ve voltage spi kes or short time
transients. For war d bias is appl i ed t o Q2 when
the charge on C5 and C6 rises above 50 volts.
Turn on of Q2 resul t s in pi ckup o f MFA. Pi ckup
of MFA pr ovi des a feed t o t he annunci at or
modul e.
GRI D OV E RCURRE NT
PROTECTI ON CI RCUI T, BASIC
D Y N A MI C BRAKES
The grid over cur r ent pr ot ect i on ci rcui t consists of
a det ect or ci rcui t and a trigger ci rcui t . The det ec-
t or circuit moni t or s a signal whi ch is proport i onal
t o dynami c br aki ng grid cur r ent and provides a
signal t o t he trigger circuit i f grid current rises
above a safe val ue. The trigger ci rcui t operat es to
remove exci t at i on from t he mai n generat or field
i f a grid over cur r ent condi t i on is det ect ed. A
simplified schemat i c diagram o f t he grid over-
current pr ot ect i on circuit f or four-axl e l ocomo-
tives wi t h basi c dynami c br akes is provi ded in
Fig. DP-1. Ref er t o Fig. DP-2 f or overcurrent
pr ot ect i on ci rcui t for six-axle l ocomot i ves with
basic dynami c brakes.
The i nput vol t age, from t he dynami c braking
resistor grids, t o t he det ect or ci rcui t is applied
t hrough bl ocki ng rectifiers t o t wo voltage divider
circuits. One of t he voltage di vi ders consists of
resistors R I 1, R 12, R 13, RI 4, and rheost at RH 1.
The ot her vol t age divider consi st s of resistor R8
and zener di ode Z6.
t he base o f Q4 is less t han 49. 6 volts and resul t s
in reverse bias t o Q4. However , i f the braki ng
resi st or grid current t ends t o rise above a safe
value, t he voltage applied t o t he base of Q4
increases above 49. 6 volts and forward bi as is
appl i ed t o Q4.
Tur n on of Q4 provides a pat h for current fl ow
t hr ough t he secondar y of t r ansf or mer T1 in series
wi t h t he pr i mar y of t r ansf or mer T2. The rect i fi ed
out put of T2 applies f or war d bias, t hrough resis-
t or R1, t o t ransi st or Q1. Wi t h forward bias on
Q1, cur r ent fl ows from t ermi nal 1 of t he DP
modul e t o t he col l ect or of Q1, f r om col l ect or t o
emi t t er of Q1, t hen t hr ough t he BWR relay t o
negative. Current also fl ows t hrough di ode D1
and resi st or R2 t o charge capaci t or C2. For war d
bias is appl i ed t o t he base o f t ransi st or Q3 when
t he charge on C2 is suf f i ci ent t o cause reverse
conduct i on t hr ough zener di ode Z2.
For war d bias on Q4 results i n f or war d bias on Q1
and i mmedi at e pi ckup of BWR, but t he t i me
del ay pr ovi ded by R2 and C2 is suffi ci ent t o
pr event t ur n on of Q3 by a single short -t i me
dur at i on spi ke in t he grid current . However , t hree
or mor e short -t i me dur at i on spi kes t hat are
cl osel y spaced will result in t ur n on of Q3. Any
grid over cur r ent condi t i on lasting l onger t han
appr oxi mat el y one or t wo seconds will resul t in
t urn on of Q3.
Pi ckup of BWR drops t he f eed t o t he EQP rel ay.
Dr opout of EQP drops t he f eed t o t he gener at or
field cont act or GFC whi ch removes exci t at i on
vol t age from t he main gener at or field. The i nduc-
t ance of t he main generat or field windings pre-
vent s an i mmedi at e collapse of current t hrough
the field. Removi ng exci t at i on voltage from t he
mai n gener at or field resul t s in a decrease of
braki ng grid current. The decrease in braking grid
cur r ent t ends t o appl y reverse bias on Q4 as t he
cur r ent decreases bel ow the maxi mum safe value.
However , pi ckup of BWR recal i brat es t he det ec-
t or circuit by removing t he short circuit from
R14 so t hat forward bias on Q4 is mai nt ai ned
until t he braki ng grid current decreases t o several
amperes bel ow t he maxi mum safe value. This
recal i brat i on prevent s rapid cycl i ng of t he det ec-
t or circuit, BWR, EQP, and t he GFC cont act or .
The vol t age appl i ed t o t he emi t t er of transistor
Q4 is l i mi t ed t o 49. 6 volts b y zener di ode Z6.
The base of Q4 is connect ed t o t he wiper arm of
RH1 so t hat t he voltage appl i ed t o the base of
Q4 is di r ect l y pr opor t i onal t o t he voltage devel-
oped across t he dynami c br aki ng resistor grids.
During nor mal oper at i on, t he vol t age applied to
Pi ckup of BWR and forward bias on Q3 allows
cur r ent fl ow from terminal 1 of t he DP modul e,
t hr ough t he BWA relay coil, from col l ect or t o
emi t t er of Q3, t hen to negative at terminal 14.
Pi ckup of BWA provides a feed t o the brake
warning light at terminal 19 and t o the annun-
ci at or modul e from terminal 17.
7 D-DP4 17S1278
GRI D OVERCURRENT
PROTECTI ON CI RCUI T,
EXTENDED RANGE
D Y N A MI C BRAKES
Two grid cur r ent signals are provided, t o the grid
over cur r ent det ect or circuit o f the DP modul e
when t he l ocomot i ve is equi pped wi t h four axles
and ext ended range dynami c brakes, Fig. DP-3. A
signal pr opor t i onal t o grid cur r ent f r om terminal
1 t o t ermi nal 2 of grid B is appl i ed t o receptacle
22. A signal pr opor t i onal t o grid current from
terminal 3 t o t ermi nal 2 of grid B is applied t o
recept acl e 24. Di odes D 11 t hr ough D 14 and D 15
t hr ough D18 f or m a highest det ect or so that t he
larger o f t hese t wo signal is applied t o the grid
over cur r ent det ect or circuit. If an overcurrent
condi t i on is det ect ed, the act i on is t he same as
for a l ocomot i ve equi pped wi t h basi c dynami c
brakes.
Three grid cur r ent signals are pr ovi ded t o the grid
over cur r ent det ect or circuit o f t he DP modul e
when t he l ocomot i ve is equi pped wi t h six axles
and ext ended range dynami c brakes, Fig. DP-4. A
signal pr opor t i onal t o grid cur r ent f r om terminal
1 t o t ermi nal 2 of grid B is appl i ed t o receptacle
22. A signal pr opor t i onal t o grid current from
t ermi nal 3 t o t ermi nal 2 of grid B is applied t o
r ecept acl e 24. A signal pr opor t i onal t o grid cur-
rent f r om terminal 1 to t ermi nal 2 o f grid F is
appl i ed t o recept acl e 26. Di odes D11 through
I314, D15 t hr ough D18, and D19 t hrough D22
form a highest det ect or circuit so t hat the largest
of t hese t hree signals is appl i ed t o the grid
over cur r ent det ect or circuit. If an overcurrent
condi t i on is det ect ed, the act i on is t he same as
for l ocomot i ves equi pped wi t h basi c dynami c
brakes.
Vol t age spikes occur in the braki ng grids when
short i ng cont act or s close duri ng ext ended range
dynami c brake operat i on. Pi ckup o f time del ay
relay TD on t he DE modul e duri ng ext ended
range dynami c brake operat i on recalibrates t he
DP modul e by connect i ng terminal 20 to terminal
Sect i on 7D - DP12
28 on t he DP modul e. Thi s recal i brat i on disables
t he grid current pr ot ect i on circuit t o prevent t ur n
on of Q4 by t ransi ent vol t age spi kes during pi ck
up and for a short t i me af t er pi ck up of the grid
shorting cont act ors. Thi s t i me del ay provides t i me
for grid voltage spi kes t o dissipate. For furt her
details refer t o descr i pt i on of t he DE modul e.
D Y N A MI C BRAKI NG GRI D
OPEN CI RCUI T PROTECTI ON
On four-axle l ocomot i ves equi pped with basic
dyna/ ni c brakes, Fig. DP-1, t he voltage bet ween
recept acl es 22 and 28 will increase if an open
devel ops in grids A or C or in grids B and D
bet ween RE36 and RE37. On six-axle l ocomo-
fives equi pped wi t h basi c dynami c brakes, Fig.
DP-2, t he voltage bet ween recept acl es 22 and 28
will increase i f an open devel ops in grids A, C, or
E or i f an open devel ops in grids B, D, or F
bet ween RE36 and RE37. The DP modul e senses
an increase in voltage be t we e n recept acl es 22 and
28 as t he grid cur r ent signal and operat es t o limit
this voltage t o a safe value.
On l ocomot i ves equi pped wi t h ext ended range
dynami c brakes, Fig. DP-3 and DP-4, an open
circuit pr ot ect i on rel ay OCP is c onne c t e d across a
bri dge circuit consi st i ng o f t he dynami c braki ng
grids and a pair of t r act i on mot or s. The bridge is
bal anced during nor mal oper at i on. Pick up of t he
grid shorting cont act or s unbal ances the bridge,
but this unbal ance is not suffi ci ent to cause
pi ckup of OCP. However , an open in one or mor e
of t he dynami c br aki ng grids results in an un-
bal ance suffi ci ent t o pi ck up OCP.
Pick up of OCP dr ops t he feed from braki ng
cont act or B and pr ovi des a feed t o the open
circuit pr ot ect i on i ndi cat or on the annunci at or
modul e. Af t er pi ckup, t he OCP relay mechani-
cally latches in and shoul d not be reset until t he
braking grid circuit has been checked and re-
paired. Dr opout of t he B cont act or removes
exci t at i on from the mai n generat or and disables
t he dynami c braking syst em.
17S1278 7D-DP5
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GRID OVERCURRENT
PROTECTION TRIGGER
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DETECTORCIRCUIT
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Fi g. DP- 3 - D y n a m i c Brake P r o t e c t i o n Mo d u l e DP, S i mp l i f i e d S c h e ma t i c Di a g r a m
( F o u r - A x l e L o c o mo t i v e s Wi t h E x t e n d e d Ra n g e D y n a m i c Br ake s )
2 3 7 5 9
D Y N A M I C B R A K E P R O T E C T I O N
I M O D U L E D P 1 2 i
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GRID OVERCURRENT
PROTECTION TRIGGER
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BKS B
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Ind. Light Panel
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Br ake War n ngt
To An n u n c i a t o r
Mo d u l e ( Over cur r enl )
0 0
~ To Annuncialor
Mo d u l e ( Exci t at i on}
- ~ t - " 3
MODULE I PRA
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R 2 2 R 2 1 , , " - ~ ' ~ . I 8 7 V ~ .
BWR2 ~ I
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Fi g. DP- 4 - Dy n a mi c Brake Pr o t e c t i o n Mo dul e DP, S i mp l i f i e d S c h e ma t i c Di agram
( S i x - Ax l e L o c o mo t i v e s Wi t h Ex t e n d e d Range Dy n a mi c Brakes)
2 3 7 6 0
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t.5
ELECI'RO-MOTIVE
LOCOMOTIVE
SERVICE MANUAL
D Y N A MI C BRAKE RE GUL AT OR
MODUL E, D R 1 3
SECTI ON
7
PART D - DR13
I NTRODUCTI ON
Dynami c brake regul at or modul e DR13 is de-
signed t o pr ot ect t he dynami c braki ng grids b y
limiting braking grid current t o a maxi mum value
of 700 amperes. DR 13 may also be used to limit
dynami c braking grid current t o a value propor-
t i onal t o braking lever posi t i on. Thi s limiting
act i on is accomplished by reducing excitation t o
t he mai n generat or field. Exci t at i on t o the mai n
gener at or field is reduced, as necessary to l i mi t
braki ng grid current t o t he desi red value, b y
discharging t he rate cont r ol capaci t ors on the RC
modul e t hrough a solid state circuit on the DR
modul e.
The DR modul e may be used on l ocomot i ves
equi pped wi t h any one o f t he fol l owi ng dynami c
braki ng systems.
1. Basic Dynami c Brakes.
2. Basic Dynami c Brakes With Trainlined Gri d
Cur r ent Control.
3. Ext ended Range Dynami c Brakes.
4. Ext ended Range Dynami c Brakes With Ful l
Ti me Trainlined Grid Current Cont rol .
A descri pt i on of the DR13 modul e as used wi t h
each of t he four dynami c braki ng systems is
pr ovi ded in the following paragraphs.
BASI C DYNAMI C BRAKES
Vol t age signals proport i onal t o current t hrough
grids B and D on f our axle l ocomot i ves equi pped
wi t h basi c dynami c brakes, Fig. DR- l , or voltage
signals pr opor t i onal t o current grids B, D, and F
on six axle l ocomot i ves equi pped with basic
dynami c brakes, Fig. DR-2, are applied t o a
hi ghest det ect or CRDB. The larger o f these sig-
nals is appl i ed bet ween r ecept acl es . 2 and 13 o f
t he DR modul e.
The signal applied bet ween terminals 13 and 2 is
appl i ed t o a voltage divider consisting o f rheost at
RH1 and resistors R1, R2, R3, and R4. This
same voltage is also appl i ed t o resi st or R7 in
series wi t h zener di odes Z1 t hrough Z9. The
zener di odes provi de a const ant r ef er ence signal
t o t he emi t t er of Q2.
A signal pr opor t i onal t o braki ng grid current is
appl i ed t o t he base of t ransi st or Q I by a voltage
divider consisting of R5 and R6 connect ed be-
t ween the wi per arm of RH1 and t he emi t t er of
Q2. When braking grid cur r ent is less t han 700
amperes, the voltage at t he wi per arm of RH1 is
less than t he reference signal appl i ed t o the
emi t t er of Q2. This places reverse bias on transis-
tors Q I and Q2.
When braking g i d current rises above 700 am-
peres, the voltage at the wi per arm o f RHI is
larger than the reference signal appl i ed t o the
emi t t er of Q2. This causes current f l ow from the
wi per arm of RH1 t o t he zener di odes. This
current fl ow results in placing forward bi as on Q1
and Q2.
Out put voltage of the D14 al t er nat or is con-
nect ed t o terminals 8 and 10 of the DR modul e.
The voltage applied t o the pri mary of t ransformer
T I from terminals 8 and 10 is limited t o 64 volts
by zener di odes Z10, Z l l , Z12, and Z13 in
conj unct i on wi t h resistor R10 and di odes D11,
D12, D13, and D14. Secondar y T1-A is open
until transistors Q1 and Q2 t urn on.
With forward bias on QI and Q2, cur r ent flows
t hrough the secondary wi ndi ng of t ransformer
T1-A and t hrough the pr i mar y winding of trans-
f or mer T2-A, t hen from col l ect or t o emi t t er of
Q1 and Q2. The current fl ow t hrough the pri-
mary T2-A i nduces a vol t age i nt o secondary
T2-A. This voltage is rect i fi ed and appl i ed to a
voltage divider consisting of R8 and R9. Transis-
t or Q3 is forward biased by the voltage devel oped
across R9.
45S379 7D-DR1
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m ] - ~ l
t
6 4 0 n f - . ~ R HI
Ter mi nal s 4 8, 5
Ar e Pr ovi ded For
Use Wi th
Extended Range
Dynamic Brakes
A .
Shaded area is applicable only on
units equipped with basic dynamic
brakes and troinlined grid current
control.
: D Y N A M I C B R A K E
I R E G U L A T O R
I M O D U L E D R I 3
I T 2
87V
- I
R4 R3 R2
I>tD3
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RIO
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Fig. DR-I - Dynamic Brake Regulator Module DR, Simplified Schematic Diagram
(Four-Axle Locomotives With Basic Dynamic Brakes)
From Terminal 8
Of RC Module
/ / /
,..-, / / Fr om Terminal 4
C
I--Vl 'BR;~ " Of RC Module
TO
~gotive
Brokinq
Lever
" " . . . . . ~)Dynomic
' Broke
Rheostat
. . . . I I
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From
+ 74V DC
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Braking Signal
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TO T e r mi n a l 2
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Terminals 4 a 5
Are Provided For
Use With
Extended Range
Dynamic Brakes
r
Shaded area is applicable only on
units equipped with basic dynamic
brakes and troinlined grid current
control.
: D Y N A M I C B R A K E
I R E G U L A T O R
I M O D U L E D R I 3
I T 2
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87V
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From Terminal 8
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,,~ <:.From Terminal 4
- Of RC Module
To
Braking
Lever
"- -.... ' ~ D y n o m i c
Broke
Rheostat
(. ~, -
(:131 ] - i
U . I ! 1 1 1 3
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RIO
02
Z9
Pri
A
Pri
B
TI
Fro m
+ 74V DC
]
j Trainlined
Braking Signal
I
TO Terminal 2
I Of RC Module
Fig. DR-2 - Dynami c Brake Regulator Module DR, Simplified Schematic Diagram
(Si x-Axl e Locomoti ves With Basic Dynami c Brakes)
2 3 7 5 4
0
--..3
!
1-,-.=
Section 7D - DR 13
With forward bias on Q3, the braking lever signal
is removed from the rate control capacitors in the
RC module. The signal passes through a resist-
ance, in the RC module, to terminal 4 of the RC
module, through BR2 contacts to terminal 6 of
the DR module, from collector to emitter of Q3
on the DR module, then to negative at terminal
14 of the DR module. The rate control capacitors
in the RC module discharge through a resistor in
the RC module to negative at terminal 14 of the
RC module. Excitation to main generator field
decreases as the rate control capacitors discharge.
This reduced excitation results in a decrease in
braking grid current.
When braking grid current decreases below 700
amperes, the signal at the wiper arm of RH1
decreases and places a reverse bias on Q1 and Q2.
Reverse bias on Q1 and Q2 stops the current
flow through T1-A secondary and T2-A primary
which removes forward bias from Q3. With Q3
turned off, the braking lever signal is again
applied to the rate control capacitors and allows
an increase in excitation to the main generator
field. This regulating action limits braking grid
current to a maxi mum of approximately 700
amperes regardless of braking lever position.
ANTI CI PATI ON CI RCUI T
An additional function of the DR module is to
produce smooth braking by providing a slow
buildup of the braking effort. Grid current
buildup is controlled through the operation of
the "ant i ci pat ory" circuit, made up of capacitor
CA34 and resistor RE45, which is connected to
DR module terminal 3.
Current flows through CA34 only when there is a
change in voltage at the positive grid terminal.
The amount of current flow is proportional to
the rate of voltage increase (expressed in volts per
second). A sudden increase in grid current causes
a current flow through CA34, RE45, and through
DR module resistors R5 and R6. This current
flow and resulting voltage drop across R6 forward
biases and turns on Q1 and Q2. The DR then
operates to discharge the rate control capacitors
on the RC module which decreases main gen-
erator field excitation and results in a decrease in
braking grid current. On special order, additional
capacitors may be applied in parallel with CA34
to obtain slower braking current buildup.
BAS I C D Y N A MI C BRAKE S
WI TH T R A I N L I N E D GR I D
C U R R E N T C O N T R O L
Dynamic braking grid current is limited to a value
proportional to braking lever position on units
equipped for basic dynamic brakes with trainlined
grid current control. A description of this system
is provided in the following paragraphs. The
description provided for basic dynamic brakes is
applicable to this system, but is used only as a
backup protection.
Out put voltage of the D14 alternator is applied
t o the primary of transformer T4 in series with
brake current transductor BCT. Brake current
transductor BCT is a saturable reactor that is
biased by braking grid current. When braking grid
current is low, the reactance of BCT is high and
the voltage applied to the primary of T4 is low.
As braking grid current increases, the reactance of
BCT decreases and the voltage applied to the
primary of T4 increases. Therefore, the voltage
applied to the primary of T4 is directly propor-
tional to braking grid current.
The out put voltage of T4 is applied between
terminals 9 and 11 of the DR module. This
voltage is rectified by diodes D23. D24, D25. and
D26 and filtered by capacitor C1. This rectified
and filtered signal is applied to a voltage divider
consisting of RI 4 and R15. The j unct i on of RI 4
and R15 is connected to the base of transistor
Q4, through diode D I7. Therefore, the signal
applied to the base of Q4 is directly proportional
to braking grid current.
A voltage which is proportional to the biaking
lever signal, as determined by the braking lever
position, is applied to terminal 7 of the DR
module. This voltage is applied to a voltage
divider consisting of R11 and Rl 2. The j unct i on
of RI1 and RI2 is connected to the emitter of
Q4. Therefore, the signal applied to the emitter
of Q4 is directly proportional to the braking lever
signal.
Transistor Q4 compares the braking lever signal
with the braking grid current signal. Q4 is for-
ward biased if braking grid current increases so
that the braking grid current signal applied to the
base of Q4 is larger than the braking lever signal
applied to the emitter of Q4. Turn on of Q4
provides a path for current flow through trans-
former T I-B secondary and T2-B primary. The
current flow through T2-B primary induces a
7D-DR4 17S1278
voltage into T2-B secondary. The out put of T2-B
is rectified and applied to a voltage divider con-
sisting of R8 and R9. The voltage developed
across R9 provides forward bias for Q3.
Forward bias on Q3 results in discharge of the
rate control capacitors on the RC module. Excita-
tion to the main generator field decreases as the
rate control capacitors discharge. This reduced
excitation results in a decrease in braking grid
current until the braking grid signal applied to
the base of Q4 decreases to a value equal to or
less than the braking lever signal applied to the
emitter of Q4. This regulating action regulates the
braking grid current to a value that is propor-
tional to the braking lever signal. The approxi-
mate maxi mum value of braking grid current for
each position of the braking lever is given below.
Braking Lever Maximum Braking
Position Grid Current
2 90 amperes
3 200 amperes
4 320 amperes
5 430 amperes
6 550 amperes
7 640 amperes
8 700 amperes
E X T E N D E D R A N G E
D Y N A M I C B R A K E S
Voltage signals proportional to current from ter-
minal 1 to terminal 2 and from terminal 3 to
terminal 2 of grid B on four-axle locomotives
equipped with extended range dynamic brakes,
Fig. DR-3, or voltage signals proportional to
current from terminal 1 to terminal 2 of grid B,
from terminal 3 to terminal 2 of grid B, and
from terminal 1 to terminal 2 of grid F on
six-axle locomotives equipped with extended
range dynamic brakes, Fig. DR-4, are applied to a
highest det ect or CRDB. The larger of these sig-
nals is applied between receptacles 2 and 13 of
the DR module.
The signal applied between terminals 13 and 2 is
used to limit dynamic braking grid current to a
maximum value of 700 amperes. Refer to descrip-
tion of basic dynamic brakes for this limiting
action and for operation of the anticipation cir-
cuit consisting of RE45 and CA34.
Section 7D- DRI3
The DR module limits maximum dynamic
braking grid current to 700 amperes on units
equipped with basic dynamic brakes and on units
equipped with extended range dynamic brakes.
However, when operating units equipped with
extended range dynamic brakes below approxi-
mately 24 miles per hour on units with 0.86 ohm
braking grids, the DR module in conjunction with
the DE module limits braking grid current to a
value proportional to the braking lever position.
A signal proportional to dynamic braking grid
current is applied to the DE module. Another
signal, the braking lever signal, which is propor-
tional to braking lever position is also applied to
the DE module. A comparison circuit on the DE
module compares the dynamic braking grid cur-
rent signal to the braking lever signal. A solid
state switch on the DE module turns on if the
braking grid signal is larger than the braking lever
signal.
Turn on of the solid state switch provides a path
for current flow between terminals 4 and 5 on
the DE module. The DP1A relay picks up when
using dynamic brakes below approximately 24
miles per hour on units with 0.86 ohm grids.
Therefore, turn on of the solid state switch on
the DE module results in connecting terminal 4
to terminal 5 on the DR module and permits
current flow through transformer T1-B secondary
and T2-B primary on the DR module.
The out put of T2-B secondary is rectified and
applied to a voltage divider consisting of R8 and
R9, The voltage developed across R9 provides
forward bias for Q3 on the DR module. Forward
bias on Q3 results in discharge of the rate control
capacitors on the RC module. Excitation to the
main generator field decreases as the rate control
capacitors discharge. This reduced excitation re-
suits in a decrease in braking grid current until
the braking grid current signal decreases to a
value equal to or less than the braking lever
signal. The approximate maximum value of brak-
ing grid current for each position of the braking
lever when operating below approximately 24
miles per hour on units with 0.86 ohm grids, or
19 miles per hour on units with 0.66 ohm grids,
is the same as t hat provided in the description of
basic dynami c brakes with trainlined grid current
control.
17S1278 7D-DR5
Sect i on 7D - DR13
EXTENDED RANGE DYNAMI C
BRAKES WI TH FULL TI ME
T RAI NL I NE GRI D C U R R E N T
CONT ROL
The descri pt i on provi ded f or ext ended range
dynami c brakes is applicable t o this braking sys-
t em, wi t h one except i on.
With t he ext ended range dynami c braking syst em,
t he ma xi mum val ue of dynami c braking grid
cur r ent is l i mi t ed t o a value proport i onal t o
braki ng lever signal when operat i ng bel ow
appr oxi mat el y 24 mi l es per hour on units wi t h
0. 86 ohm grids. With t he ext ended range dynami c
braki ng syst em wi t h full t i me trainlined grid
cur r ent cont rol , t he ma xi mum value of dynami c
braki ng grid cur r ent is l i mi t ed t o a value propor-
t i onal t o braking l ever signal at all t rack speeds.
This is accompl i shed by using a conduct or t o
bypass t he DP1A cont act s bet ween t ermi nal 4 of
t he DR modul e and t ermi nal 4 of t he DE
modul e. Use a second conduct or to bypass t he
DP1A cont act s bet ween RE44 and BR2 cont act s.
7D-DR6 17s1278
M
C O
M R
CRDB


@
(~) I
To T e r m i n a l s 4 8 5 1
O f D E Module. I
Shaded area is applicable only on units
equipped with extended range dynamic
brakes and f ul l time t roi nl i ned gri d
current control. <
From Terminal 8
' RE44 ':/,zzzz~J
Of RC Module ~ / / ' ~ ) ,
', D Y N A M I C B R A K E ~ ~ ~
R E G U L A T O R ' 1 ] ~
M O D U L E D R I 3 o , ~ U = F r o m T e r m i n a l 4
T2 87V _ ! 'BR2 <Of RC Module
I
i
I
I
I
I
I
I
I
I
I
I
From
DI4
I,..
Q~
R4 R3 R2
[~D3
Ri
DI7
R I 4
D2
RIO
TI
r l
A
DII v ~ DI 2 Pri
v
I(c,
RI2
RII
Terminals 7,9 and II ore provi ded for use with
basic dynamic brakes equipped for trainlined
grid current control.
TO Terminal 2 ~ o o
Of DE Module CR46 'BRI
Fig. DR-3 - Dynamic Brake Regulator Module DR, Simplified Schematic Diagram
(Four-Axle Locomotives With Extended Range Dynamic Brakes)
' ~> To
I " Negotive
I
Braking
I Lever
I '-: ~ Dynamic
- - ~, I Broke
I ~ Rheostat
I o _ i - ( i "=
J L U I ' U 3
( / ) I ( ! i ~ , , , -
~,_ _= _iCD
I
I
I
I From
o--,' 7 4 V DC
J I ! ,
BRI GFX

Troinlined
8rokir,g Signal
TO Terminal 2
> Of RC Module
23755
t %
o
i
2O
M R
i
I I /
1 I <
i
--o~o-~--o...~
To Terminals 41~5
Of DE Module
Shaded area is applicable onl y on units
equipped wi th extended range dynamic
brakes and full time lroinlined grid
current control.
RE44
From Terminal 8 i ~ ~ 9 ~ ~ m ~ Of RC Module
D Y N A M I C B R A K E q
0
R E G U L A T O R
M O D U L E D R I 3 ~ 0 / I <Fr om Terminal 4
~ 8 ~ ' ~ J Of RC Module
T2 7V _ I , 8R2
[ a9
r ~
o
".-J
i
L ~
- , 4
CO
(/1
oo
I
I
I
I
I
I
I
I
I
I
From
014
j R4 R3 R2 RI
n ~
DID3
RIO
O2
Z9
Pri8
t - ' - " R I 5 RI4
.~DI7
RI2
RI3
CI RII
o2~ I( 026
Terminals 7,9.and II ore provided for use with
basic dynamic brakes equipped for troinlined
grid current control.
ToTerminal 2 i .
Of DE Module "- ~ o c>
CR46 8RI
Fig. DR-4 - Dynamic Brake Regulator Module DR, Simplified Schematic Diagram
(Six-Axle Locomotives With Extended Range Dynamic Brakes)
' To
'[j [" >Negolive
Braking J
I Lever ~ .
l ".'.-.:.-'~x~ Oy no mic
/ 8rake
I I 1 ~ . . e o s , a ,
I o ; - - - ' m
I ~ ' o U , , o U , v
J ~ . . . . . . .
I
I
I From
~==o_o o_.,1+ 74v p c
BRI GFX 1~
Troinlined
Braking Signal
To Terminal 2
Of RC Module
2 3 7 5 6
ELECTRO-MOTIVE
LOCOMOTI VE
SERVICE MANUAL
TWO SPEED D Y N A MI C BRAKE
REGULATOR MODUL E D R 2 0
SECTION
7
P A R T D - D R 2 0
I NTRODUCTI ON
The dynami c br ake regul at or modul e DR20 is used
on l ocomot i ves equi pped to oper at e at idle engine
speed when oper at i ng at l ower levels of field current
(bel ow 800 amperes) and grid cur r ent (below 575
a mp e r e s ) . The t r a c t i o n mo t o r c ool i ng ai r is
sufficient at these l ower val ues of field current and
grid current . Addi t i onal t ract i on mot or cooling air
is requi red if field current rises above about 800
amper es or if gri d current rises above about 575
amper es . The i ncr eased cool i ng is pr ovi ded by
aut omat i cal l y increasing the engi ne t o throttle 4
speed.
A signal pr opor t i onal t o br aki ng grid current is
appl i ed t o recept acl es 5, 6, and 7 of t he DR module,
Fig. DR- I . The signal from recept acl es 5, 6, and 7i s
appl i ed t o the grid current f eedback circuit. The grid
current f eedback signal Ic FB out put f r om the grid
current f eedback circuit has a r at i o of 100 A/ V. This
IG FB signal is appl i ed t o the gri d cur r ent regulation
and RC modul e di scharge c ompa r a t or where it is
compar ed with the grid current reference voltage IG
Ref. If t he Ic FB signal rises above the Ic Refsi gnal ,
. t he gr i d c u r r e n t r e g u l a t i o n a nd RC di s char ge
compar at or provi des f or war d bi as for opt o-i sol at or
Of- 1. Tur n on of O]-1 results in di schargi ng the RC
modul e capaci t or s as necessary t o limit Ic FB tO Ic
Ref val ue.
The Ic FB 100 A/ V si gnal is al so appl i ed t o a
compar at or where it is compar ed with a +5.75 V DC
bias signal. If grid current rises above 575 amperes, a
signal will be appl i ed to the engi ne speed cont rol
ampl i f i er and t i me del ay dr op out circuit. Thi s
circuit pr ovi des a gover nor cont r ol enabl e signal t o
the gover nor sol enoi d drive circuit. A +74 V DC
signal 21T f r om recept acl e 3 is appl i ed through the
gover nor sol enoi d drive circuit t o receptacle 2, t hen
t o gover nor sol enoi ds A and C whi ch increases the
engine t o t hrot t l e 4 speed. The t i me del ay circuit is
used t o keep the engine at t hr ot t l e 4 speed for at
least 60 seconds aft er grid cur r ent decreases bel ow
575 amper es.
The dynami c brake cont r ol signal (24T signal) is
appl i ed t o recept acl e 12. The signal from receptacle
12 is appl i ed to the 24T t rai nl i ne vol t age reference
funct i on gener at or to obt ai n a V24T Ref signal.
Tr act i on mot or field current is pr opor t i onal t o t he
V24T Ref signal. The V24T Re f signal is applied t o a
c ompa r a t or where it is compar ed wi t h a +5.75 V DC
bi as signal. If field current rises above 800 amperes,
a signal will be applied t o t he engi ne speed cont r ol
ampl i f i er and t i me del ay dr op out ci rcui t . Thi s
circuit provi des a gover nor cont r ol enabl e signal t o
t he gover nor solenoid dri ve circuit. A +74 V DC
signal 21T from recept acl e 3 is appl i ed t hrough t he
gover nor sol enoi d drive circuit t o recept acl e 2, t hen
t o gover nor sol enoi ds A and C whi ch increases t he
engine t o t hrot t l e 4 speed. Ther ef or e, an increase of
field current above 800 amper es or an increase of
gri d current above 575 amper es results in t hrot t l e 4
engi ne speed.
The t hrot t l e 4 engine speed signal f r om the gover nor
sol enoi d drive circuit is appl i ed t o the grid logic
circuit where it is used t o i ncrease the grid current
limit f r om 600 amperes to 700 amper es. The t hrot t l e
4 engine speed signal is al so appl i ed t o the t ract i on
mot or field current limit circuit where it is used t o
r emove t he 825 ampere field current limit. Field
current is t hen limited by act i on of the PF and SB
modul es or the FP modul e.
The load regul at or is in ma xi mum field posi t i on
dur i ng dyna mi c br ake ope r a t i on. Ther ef or e, t he
out put at RC modul e t er mi nal 13 is the l oad
regul at or reference signal whi ch is compar ed wi t h
t he mai n gener at or f e e dba c k si gnal . Ther ef or e,
dur i ng dynami c brake oper at i on t he t ract i on mot or
field current feedback signal IF FB is equal to t he
out put signal at RC modul e t ermi nal 13. This IF FB
signal is appl i ed to recept acl e 4. The signal f r om
recept acl e 4 is applied t o t he t r act i on mot or field
cur r ent limit ci rcui t . Thi s ci r cui t l i mi t s t r act i on
mot or field current to 825 amper es when operat i ng
at idle engine speed. If field cur r ent tends to rise
above 825 amperes, f or war d bi as is applied to OI-1
whi c h r e s ul t s in d i s c h a r g i n g t he RC mo d u l e
16S679 7 D - D R l
To RC M o d u l e O - I
Termi nal 13 "-
"a-
I Tract i on Mol or
Field Current
Li mi t Ci rcui t
~
_~ 825A At Idle
Funct i on Gen
Gri d Current
Reference For
+74 VDC In FCTLC
Open In GCTLC
IG Logic Circuit
FCTLC Or
GCTLC
- R - e f - r e - e - - -
C ircu it
Comparator For
~ r T / r " ^ n a For Maxi mum
24T, C)-1 I Fu n c t i n I IExte' n~de~' Range I G R e t Gri d Current 1(3
t~raKmg ~- I I bener at or I V24T__l Dvnam c Brake Negulation
Signal 1 . - ~ - ~ 2 4 T Tr ai nl i nel - - h- ~- T~ "1 -ELL'_- - - -.-..- -
RVef~tr:gne e
[ ' ~ ' I I ~ I:iOOA At Idle
TH.4
TH.4 RPM i
I L V24TRef Signal I
~l r, ~' m~". ~[ Ampl i f i er And: /
._~J~v~.T~ " l Ti me Delay Go v e r n o r l ~
+= 75V - ~ " I 1 / I(Drop Out) Cont r ol , I bover nor
~, ~v ~ r~ I Ci r cui t For ~n~h~ I~~enol o
' - ~ 1 _ ~ I Engine S p e e d % ' ; : n ' o S I D r i v e .
F L ~ Controt " ~ [ ~. ] Circu,t
Inp.ut From C)--] [Gri d Current I I GFBI [
, o 0 , v /
21T
+74VDC D u r i n g ( ~
Dynamic Brake > 3 6 +74 VDC During Dynamic Brake
I Maxi mum Gri d
IG Fle([ Current
- - =-~Regulation And
I R C Modul e
--'1 Discharge
IGFB
OPTO-
Isolator
O1-1
1
RC
Modul e
Discharge
To RC-4 And RC-8
, ~< Out put To Discharge
RC Modul e Capacitors
8 And 10
_X(~)<Negative
11
~ . ~ Out put To Governor
Sol enoi ds A A' nd C
24003
I ' b
O
, , , . J
I::7
70
I . . J
O
Fi g. DR- I - Dynami c Brake Regul ator Modul e DR20,
Si mpl i fi ed Schemat i c Di agram
Go
13)
co
Sect i on 7D- DR20
capaci t ors as necessary to limit field cur r ent to 825
amperes. This 825 amper e limit is r emoved when
oper at i ng at t hr ot t l e 4 engine speed.
On uni t s e q u i p p e d wi t h gr i d c u r r e n t t r a i nl i ne
c ont r ol ( r ecept acl e 13 left open) , t he V24T Re f
signal is applied t o a funct i on gener at or t o obt ai n a
grid current reference signal It, Ref 100 A/ V. Thi s
signal is appl i ed t o the grid current logic circuit
where the I~ Ref signal is compar ed with a bias
signal of +6 V DC when operat i ng at idle engi ne
speed. The bi as signal is recal i brat ed t o 7 V DC
when operat i ng at t hr ot t l e 4 engine speed. If I~ Ref
t ends t o rise above t he bias signal, a si gnal is appl i ed
t o t he grid cur r ent r egul at i on and RC modul e
di scharge compar at or . This results in t urn on of
O1-1 whi ch di scharges t he rate cont r ol capaci t or s as
necessary to limit Ic Ref t o a val ue equal t o the bi as
signal. Therefore, when operat i ng wi t h GCTLC,
grid current is cont r ol l ed at a val ue pr opor t i onal t o
t he V24T Ref signal and is limited to 600 amper es at
idle engine speed or t o 700 amper es at t hrot t l e 4
engi ne speed.
OPERATI ON
+ 1 5 V DC POWER SUPPLY
The sol i d st at e c ompone nt s of t he DR modul e
r equi r e a +15 V DC power source. A schemat i c
di agr am of t he +15 V DC power suppl y is provi ded
in Fig. DR-2.
The 74 V DC cont r ol vol t age is appl i ed bet ween
receptacles 1 posi t i ve and 14 negative. The +74 V
DC vol t age from recept acl e 1 is appl i ed t hr ough R 1
and C 1 t o negative at receptacle 14. Thi s resistor and
capaci t or prevent s interchange of noi se or short
term spikes bet ween t he cont rol vol t age and the___ 15
V DC power suppl y.
The filtered vol t age across C I is appl i ed t hr ough
R2, ZI, and Z2 t o negative so t hat 15 V DC is
devel oped across Z1 and across Z2. The j unct i on of
Z 1 and Z2 is the c ommon point of the + 15 V DC and
the -15 V DC. Therefore, test poi nt 19 is +15 V DC
above c ommon and recept acl e 14 is -15 V DC bel ow
common. Capaci t or s are used t o pr ovi de filtering
and to i mpr ove regul at i on of the ___15 V DC power
supply.
REFERENCE VOLTAGE CI RCUI T
Bias vol t ages of +5.75 V DC and +10 V DC are used
at vari ous poi nt s on t he DR modul e. These bi as
vol t a ge s ar e o b t a i n e d by us i ng a d i f f e r e n t i a l
ampl i fi er and a vol t age divider, Fig. DR- 3. The
st abi l i zed +68 V DC f r om r ecept acl e 10 of t he
t hrot t l e response modul e is applied t o recept acl e 9.
The +68 V DC f r om receptacle 9 and t he -15 V DC
from t he +15 V DC power suppl y are appl i ed t o
di f f er ent i al ampl i f i er OP3. The gai n of OP3 is
designed t o pr ovi de +10 V DC at OP3- 2. This +10 V
DC is appl i ed t hr ough a vol t age di vi der consi st i ng
of R7, R8, and R9 t o common. The +5.75 V DC bi as
voltage is obt ai ned at t he j unct i on of R7 and R8.
19
9
Ch R1 .2 r
T
, Z o . o < l
T o -
N e g a t i v e X
14
20
+15V
Com m on
-"- - 1 5 V
2 4 0 0 4
Fi g. DR- 2 - Powe r Suppl y, Simplified Schemat i c Di agr am
165679 7D- DR3
Sect i on 7D-DR20
- 1 5 V ~
R3
From TH-IO
v 5 - P1 P4
. . 6 +
9
R 5 R 6 ~ 5
Fi g. DR-3 - Reference Vol t age Circuit,
Simplified Schemat i c Di agr am
2 4 0 0 5
GR I D C U R R E N T
F E E D B A C K CI RCUI T
A vol t age di vi der RE7, Fig. DR--4, is connect ed
acr oss a sect i on of one dynami c br aki ng grid. A
smal l por t i on of t he voltage devel oped across the
vol t age di vi der is applied to t he DR modul e. The
vol t a ge devel oped across t he vol t age di vi der is
pr opor t i onal t o grid current. Ther ef or e, the signal
appl i ed to t he DR modul e is also pr opor t i onal to
gri d cur r ent .
The signal is applied to receptacles 6 positive and 5
negative. The positive signal is also applied t hr ough
a capaci t or to recept acl e 7. The capaci t or bet ween
positive and recept acl e 7 results in a time del ay in
bui l d up f r om mi ni mum to ma xi mum grid cur r ent .
A 33 #F capaci t or is used for 10 second ant i ci pat i on
o f a 100 # F c a p a c i t o r is used f or 16 s e c o n d
ant i ci pat i on. The 47 #F capaci t or between posi t i ve
and negative is used to stabilize or provi de a shor t
t er m average of the grid current signal.
RE7
+ - t R y , R
47,uf 1
I
' - - r l - ' ,
i I
I CADB
RE7 is connected in Parallel
With 0.43.0. Grid Section
R56
- i n
O
313
O
Power O-
Common
Output O-
*I 5V
-15V
IGFB 100 A/ V
()23
7 R 5 7
R14
ISA-1
Feed
Back
R55
*33p.f Capacitor Is Used For 10 Second Anticipation
1 00p.f Capaci tor Is Used For 16 Second Anti ci pati on
Fi g. DR- 4 - Grid Current Feedback Signal Circuit,
Simplified Schemat i c Di agr am
2 4 0 0 5
7D-DR4 16S679
Section 7D-DR20
The negative signal from receptacle 5 is applied t o
t he non-i nvert i ng and i nput common terminals of
isolation ampl i fi er ISA-I. The positive signal f r om
recept acl e 6 is applied t hr ough resistor R56 to t he
i nvert i ng t er mi nal of ISA-1. The positive signal is
also applied t hr ough a capaci t or to receptacle 7 t hen
t hr ough R57 t o t he inverting t ermi nal of ISA- 1. The
initial gain of ISA-I, pri or to chargi ng t hecapaci t or
in series with R57, is R 14/ R57 or about 3.48. Thi s
gai n de c r e a s e s as t he c a p a c i t o r char ges . Th e
stabilized gain, aft er the capaci t or is fully charged, is
R 14/ R56 or about 2.68.
Therefore, a grid cur r ent mor e t han 575 amper es or
a field current mor e t han 800 amper es results in
positive sat urat i on at P6.
The posi t i ve s at ur at i on si gnal at P6 is appl i ed
t hr ough R32 to C 18. The charge on C 18 at OP5-8 is
compar ed with a +5.75 V DC bias signal at OP5-9.
The out put at OP5-12 switches to positive sat ura-
tion when the charge on C18 rises above +5.75 V
DC.
The negative out put signal f r om ISA-! is applied t o
i nvert i ng ampl i fi er OP7. The gain of I SA- 1 and OP7
is desi gned to provide a grid current feedback signal
16 FB havi ng a ratio of 100A/V when operat i ng
under stabilized conditions. Therefore, grid cur r ent
is equal to t he signal at test poi nt 23 times 100A.
ENGI NE SPEED
CONT ROL CI RCUI T
Tr act i on mot or field cur r ent is proport i onal to t he
br a ki ng si gnal (24T si gnal ). Ther ef or e, the fi el d
cur r ent reference signal is obt ai ned by applying t he
posi t i ve 24T signal to recept acl e 12, Fig. DR-5. The
posi t i ve si gnal f r om r ecept acl e 12 is appl i ed t o
di fferent i al ampl i fi er OPI to obt ai n a 24T reference
si gnal at OP 1-2. The negative signal f r om OP 1-2 is
appl i ed to i nvert i ng ampl i fi er OP3 t o obtain t he
t r act i on mot or field cur r ent reference signal I~ Ref
at OP3-12.
The posi t i ve s at ur at i on si gnal f r om OP5- 12 is
applied t hrough R34, Fig. DR-5, t o t he base of Q3,
Fig. DR-6. Turn on of Q3 results in cur r ent flow
f r om +74 v DC at receptacle 3 t hr ough R39, R36,
R35, t he n t h r o u g h Q3 c o mmo n . The vol t a ge
devel oped across R36 provides f or war d bias f or Q4.
Tur n on of Q4 provi des forward bias for Q5. Tur n
on of Q5 results in a positive signal at recept acl e 2.
The posi t i ve si gnal at r ecept acl e 2 is appl i ed t o
gover nor solenoids A and C. Energi zi ng gover nor
solenoids A and C results in t hrot t l e 4 engi ne speed.
Therefore, a grid cur r ent above 575 amper es or a
field current above 800 amperes results in i ncreasi ng
engine speed f r om idle to t hrot t l e 4 engine speed.
The posi t i ve si gnal at t he out put of Q5 is al so
applied t hrough R47 and Z7 t o -15 V DC. A +15 V
DC signal is available at t he j unct i on of R47 and Z7
whenever the positive signal is applied to gover nor
solenoids A and C. This +15 V DC signal is applied
to Fig. DR-7 and is used for recal i brat i ng t he grid
current and field cur r ent limits.
The Iv Ref signal is applied t o OP4B-8 where it is
compar ed wi t h a +5.75 V DC bias signal at OP4B-9.
The +5.75 V DC bias signal is larger t han the Iv Re f
signal for all values of field current less than 800
amper es . Thi s resul t s in negat i ve s at ur at i on at
OP4B-12. However, if field current rises above 800
amper es, t he IF Ref signal at OP4B-8 will be l arger
t han the +5.75 V DC bias signal at OP4B-9. Thi s
resul t s in positive sat urat i on at OP4B-12.
The grid cur r ent feedback signal IG FB 100A/V
f r om Fig. DR- 4 is applied to OP4A-6, Fig. DR-5,
wher e it is compar ed with a +5.75 V DC bias signal
at OP4A-5. The +5.75 V DC bias signal is l arger
t han t he IG FB signal for all values of grid cur r ent
less t han 575 amper es. Thi s resul t s in negat i ve
sat ur at i on at OP4A-2. However, if grid current rises
above 575 amperes, t he It FB signal at OP4A-6 will
be larger t han t he +5.75 V DC bias signal at OP4A-
5. Thi s results in positive sat ur at i on at OP4A-2.
GRI D CURRENT AND FI ELD
CURRENT LI MI T
The positive dynami c braki ng signal (24T signal) is
applied to receptacle 12, Fig. DR-7. The signal from
r ecept acl e 12 is appl i ed t o di f f er ent i al ampl i f i er
OP1A to provide a negative V24T Ref signal at
OP1A- 2. The ne ga t i ve V24T Re f s i gnal f r o m
OP1A-2 is applied to a function generat or consisting
of OP1B, QI , Q2, and associ at ed resi st ors. The
out put at P3 (OPI B-12) is the grid current reference
signal IG Ref duri ng grid current t rai nl i ne cont r ol
operat i on. The gain of OP1A and OPI B is desi gned
to provi de an IG Ref signal rat i o of 100A/V at P3.
Du r i n g gr i d c u r r e n t t r a i nl i ne c o n t r o l GCT L C
oper at i on (no signal applied to recept acl e 13) the I~;
Ref signal from P3 is applied to OP2A-6. A +6 V DC
bias is applied to OP8B-8 and a +7 V DC bias is
16S679 7D-DR5
. 24T
Si gnal ~ ~
12
-1
..,....)
c/
7o
( 3" ,
R10
R12
R l l
2__~P2
V 2 4 T
Ref
R13
P5
I F Ref
156. 5 A / V
D7
P6 R32
R83
IGFB
f
I O 0 A / V [
From Fi g. DR-4
R30
D8
1
ci I
~
. l p f
Fig. DR-5 - Engine Speed Cont rol Signal Circuit,
Simplified Schemat i c Diagram
iO O p f
18
R34
P7 Engi ne
Speed
Control
Si gnal
2 4 0 0 7
O
::3
. . . J
i
E~
I - J
O
0 9
Cb
,,.j
( . e
o.i
- 4
t o
....o
-,...i
~ , ; v ~ , ~ a ,
Dur i ng ~ m TT~o
R 3 7 1
Engi ne P/~7 f ~ __] ) I V
~ o ~ e ~ , ~ o , ,,~"
k Y ] I I ~ t ~ I r 7 Z
I ! z .
s ig n a l T k ~ -
From F i g . D R - 5
K]
D 3
R 4 7
2
To Gover nor
Sol enoi ds A A n d C
I t A n d IF
Recal i br at i on
Si gnal To
+ 1 5 V D C O P 8 - 6 A n d
Above I dl e O P 6 - 9
Fig. D R - 7
24008
Fi g. DR-6 - Engine Speed Control And Recalibration Signal Circuit,
Simplified Schematic Diagram
1;
'3
O
~7
7o
I,,..)
O
. . . . j
OO
f / )
" , 4
CO
Out put Of
RC Modul e _
At RC-13 4
+74 VDC >C)- 1
Dur i ng FCTLC -
Open Dur i ng 13
GCTLC
24T Si gnal ~.~.
12
- 1 5 V -
Ic, Ref.
At P3
R51
~ ~61+v, "/ / h R/el Fi el d
a 5 0 5 ~ , _ L . , 9 2 . 5 A / V Curr.ent
C 2 7 ~ ~1_~R52 L i mi t
R45 R44_ --- _ L
R10
R12
R1
C8
R l l
- 1 5 V D C
R15
I R16
V 24T Ref,
R17 R18
It, R e f .
100 A / V
R46
R23
24T I nput AT Receptacle 12
24T Vs I~; Ref.
R2(
- 1 5V
+ 10V
Gr i d Cur r ent _ ~
Recal i br at i on
Si gnal From Fig. DR-6
R26
6V
L
R43
t o
To RC To RC
Ter mi nal 8 Ter mi nal 14
Z2Z~76V +I OV 98 - ~ ~ 1 2 ~<~}-" D6
Fi el d
Cur r ent
Recal i br at i on
Si gnal +1 5V
From Fig. DN-6r-kl
R27
Poi nt " ' A" R58 - I OPT ~>-~-~>
6 + ~ / D2
Ic, FB 1 0 0 A / V
, From Fig. DR-4
' , ; - o T -
_
D3
R40
24
Fi~. DR-7 - Grid Cur r ent And Field Cur r ent Limit Circuit,
Simplified Schemat i c Di agram
I~, Re|.
1 0 0 A / V
To 74 VDC
Negat i ve
11
R28
2 4 0 0 9
t ' b
G
--..I
I J
O
appl i ed t o OP2B-8. A least det ect or is formed by
OP2 A, OP2B, OP8 B, DI 1, D12, and D3. The
out put of this least det ect or at point "A'" is equal to
t he l east signal appl i ed t o OP2A- 6, OP2B- 8, or
OP8B- 8.
The out put signal f r om the least det ect or is applied
t o OP7- 5 where it is compar ed with the grid current
f e e d b a c k si gnal Ic, FB. The out put of OP7 - 2
swi t ches to positive sat ur at i on if Ic; FB rises above Ic
Ref signal at OP7-5. The positive signal at OP7- 2
results in t urn on of O1-1. Tur n on of O1-1 provides
f or wa r d bias f or Q7. Tur n on of Q7 pr ovi des
f or war d bias for Q6. Tur n on of Q6 discharges t he
rate cont r ol capaci t or s on the RC modul e. This
resul t s in a decrease of mai n generat or excitation
and a decr ease in gri d cur r ent . Ther ef or e, gri d
cur r ent is cont rol l ed at a val ue proport i onal to lc;
Ref.
The +6 V DC bias at OP8B- 8 limits maxi mum grid
c ur r e nt t o 600 a mpe r e s when oper at i ng at i dl e
engi ne speed. However , duri ng t hrot t l e 4 engine
speed, a +15 V DC grid current recalibration signal
is a p p l i e d t o OP8 - 6 . Thi s r es ul t s in pos i t i ve
sat ur at i on at OP8B- 2. This al l ows maxi mum grid
cur r ent t o increase t o 700 amper es as det ermi ned by
t he +7 V DC bi as signal at OP2B-8. Therefore,
dur i ng GCTLC oper at i on grid current is cont rol l ed
at a val ue pr opor t i onal t o the Ic Ref signal appl i ed
t o OP2A- 6, and is limited t o 600 amperes when
oper at i ng at idle speed, and limited to 700 amperes
when operat i ng at t hr ot t l e 4 engine speed.
The l oad regul at or is at maxi mum field position
dur i ng dynami c br a ke oper at i on. Ther ef or e, t he
l oad regul at or reference signal is equal t o the out put
at recept acl e 13 of t he RC modul e. Thi s signal is
compar ed with t he PF modul e feedback signal. The
PF modul e f e e dba c k si gnal is pr opor t i onal t o
t r act i on mot or field current duri ng dynami c br ake
oper at i on. Therefore, t he out put signal at receptacle
13 of t he RC modul e is the field current reference
signal.
Sect i on 7D- DR20
The out put from receptacle 13 of the RC modul e is
appl i ed t o recept acl e 4 of the DR modul e wher e it is
then appl i ed to 6 of differential ampl i fi er OP5, Fig.
DR-7. The gain of OP5 is designed t o pr ovi de a field
current reference signal I~ Ref out put havi ng a rat i o
of 82. 5A/ V. The Iv Ref out put signal f r om OP5- 2 is
appl i ed t o OP6A- 6 where it is compar ed wi t h a +10
V DC bi as signal at OP6A-5. The out put at OP6A- 2
swi t ches t o posi t i ve s at ur at i on if t r act i on mo t o r
field cur r ent rises above 825 amperes. A posi t i ve
out put at OP6A- 2 results in turn on of O1-1. Tur n
on of OI-1 results in discharge of the RC modul e
rate cont r ol capaci t ors. Di scharge of t hese capaci -
t ors resul t s in a decrease of t ract i on mot or field
current. Therefore, t ract i on mot or field cur r ent is
limited t o 825 amperes when operat i ng at idle engi ne
speed.
When oper at i ng at t hrot t l e 4 engine speed, a + 15 V
DC field current recal i brat i on signal is appl i ed t o
OP6B- 9. Thi s r esul t s in negat i ve s a t ur a t i on at
OP6B- 12 whi ch pul l s OP6A- 6 t o negat i ve and
resul t s in negat i ve s at ur at i on at OP6A- 2. The
ne ga t i ve s i gnal at OP 6 A- 2 is b l o c k e d by D5.
Therefore, t he DR modul e does not limit t r act i on
mot or field current when operat i ng at t hr ot t l e 4
engine speed. Tract i on mot or field current is l i mi t ed
t o about 975 amperes by the act i on of t he PF and SB
modul e s or t he FP modul e when ope r a t i ng at
t hrot t l e 4 engine speed.
Dur i ng field current trainline cont r ol F CTLC
oper at i on (+74 V DC applied to recept acl e 13), a+15
V DC si gnal is applied to OP2A-6. This effect i vel y
nullifies t he I~ Ref signal from P3. Ther ef or e, grid
current is not cont rol l ed by the lc, Ref signal dur i ng
field cur r ent trainline cont rol operat i on. However ,
maxi mum grid current is still limited t o 600 amper es
when oper at i ng at idle engine speed and is l i mi t ed to
700 amper es when operat i ng at t hrot t l e 4 engi ne
speed.
16S679 7D-DR9
ELECTRO-MOTIVE
LOCOMOTI VE
SERVICE MANUAL
SECTION
7
P A R T E
I NDI CAT I NG LI GHTS A N D DEVI CES
I NTRODUCTI ON
Various indicating lights and devices are located
on the engine control panel and on the loco-
motive control stand to provide information to
the operator. A description of these indicating
lights and devices will be found in the Operator's
Manual and in Section 6 of the Locomotive
Service Manual.
The annunci at or module, located in the module
compart ment , contains indicating lights to pro-
vide i nformat i on for maintenance personnel. A
+74 V DC
description of the annunci at or module is provided
in the following paragraphs.
ANNUNCI AT OR MODULE
Each annunciator module contains a TEST/
RESET switch and tour or more identical
annunciator circuits. The AN module is equipped
with one positive and one negative input ter-
minal. A fault signal input terminal is provided
for each annunci at or circuit on the module. A
simplified schematic diagram showing one annun-
ciator circuit is provided in Fig. AN-1.
Test/Reset /
Switch
~ m m m ~
I Test I
I O , . m
I I
I O f . '
I I "
II O, I
I Reset I
Annunci at or |1
Ci rcui t
No. 1 I
\
J
r l
I
I
I
' I
I
I I
I
I
I
!
!
m ~
L- -
f
A N M O D U L E
T e s t
Positive
Reset
' ANR
S_7 D20
i i
7D10
R30
LED
Negative
\
Common To Al l
Annunci at or
Ci r cui t s On
AN Modul e
1
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
Ii Common
- - T o Al l
. ~ Annunci at or
Ci rcui ts On
AN Modul e
L m D ~ l I
Negative I nput Termi nal
Fig. AN-I - Annunciator Module, Simplified Schematic Diagram
=J 17554
17s1278 7E-I
Section 7E
The annunciator table identifies the fault signals
that may be applied to AN modules. The table
also identifies the input terminal for each fault.
When one of the faults listed in the table is
detected, a signal is applied to the applicable
input terminal. This signal is applied to the
applicable magnetic latching annunci at or relay
ANR. Pickup of ANR provides a feed to the
applicable light emitting diode LED. The light
emitted by LED provides a visual indication of
the fault. The specific fault is identified on the
face plate of the AN module. After pickup, ANR
remains in the latched position until the fault
signal is removed and the TEST/ RESET switch is
moved to the RESET position.
HOT ENGINE
The engine temperature switch ETS closes to
provide a feed to the THL relay when a hot
engine fault is detected. Pickup of THL provides
a positive feed to terminal 2 on the AN module.
ENGINE AIR FILTER
The filter vacuum switch FVS closes t o provide a
feed to input terminal 3 when the engine air
filter becomes plugged.
GROUND RELAY
The ground relay picks up to provide a feed to
input terminal 4 when a high voltage ground fault
is detected, and when a group of 5 main genera-
tor diodes have failed.
EXCITATION LIMIT
Excitation current to the main generator field is
monitored by the excitation limit module EL.
The EL module provides a signal to terminal 5 if
excitation current rises above a safe value.
GRID OVERCURRENT
Dynamic brake grid current is moni t ored by the
dynamic brake protection module DP. The DP
module provides a signal to terminal 6 if braking
grid current rises above a safe value.
MOTOR EXCITATION
Traction mot or field excitation voltage is moni-
tored by the dynamic brake prot ect i on module
DP during dynamic brake operation. The DP
module provides a signal to terminal 7 if traction
motor field excitation voltage rises above a safe
value.
GRID OPEN CIRCUIT
On locomotives equipped with ext ended range
dynamic brakes, the grid open circuit protection
relay OCP picks up if an open circuit develops in
a braking grid. Pickup of OCP provides a signal to
terminal 8.
Locomotives equipped with basic dynami c brakes
are not equipped with an OCP relay. Therefore,
an open grid does not provide an indication on
the annunciator module on these locomotives.
GRID BLOWER FAILURE
Grid blower motor current is monitored by the
dynamic brake grid current transductor DGT and
the DG module. The DG module provides u signal
to terminal 9 if grid blower mot or current
becomes abnormal.
Input
Term.
2
3
4
5
6
7
8
9
10
11
2
TABLE OF ANNUNCIATOR MODEL
Fault Signal
Hot Engine
Engine Air Filter
Ground Relay
Excitation Limit
Grid Overcurrent
Motor Excitation
Grid Open Circuit
Grid Blower Failure
Locked Wheel
Dynamic Brake Ground
Filter Blower
AN10 ANl l AN12
X
X
X
X
X X X
X X X
X X X
X X X
X X X
X X X
X X X
X X
X
NUMBERS AND INDICATIONS
f
ANI 3 ANI4 AN15
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
ANI6
I
AN17 ANI8
X X X
X X X
X X X
X X X
X X X
X X X
X
X X
X
X
i
AN19
X
X
X
X
X
X
X
7E-2 14S1073
DYNAMIC BRAKE GROUND
During dynamic braking, the ground relay picks
up to provide a feed to input terminal 11 when a
ground fault in the braking grid resistors is
detected.
FILTER BLOWER
An AC relay is connected across the D14 out put
between the filter blower motor circuit breaker
and the blower motor. A fault in the blower
mot or circuitry will cause the breaker to trip,
opening the feed to the motor and dropping out
the relay which provides a feed to input terminal
12.
Section 7E
TEST/RESET SWITCH
Placing the TEST/RESET switch to TEST posi-
tion places positive potential on the TEST LINE.
This allows current flow from the marked termi-
nal to the unmarked terminal of all ANR relays
on the AN module. Current in this direction
causes the ANR relay contacts to close and
provides a feed to all lights on the AN module.
This performs a functional check of all lights and
relays on the AN module. The lights will remain
on until the TEST/RESET switch is moved to
RESET position.
Placing the TEST/RESET switch to RESET posi-
tion places positive potential on the RESET
LINE. This allows current flow from the un-
marked terminal to the marked terminal of all
ANR relays on the AN module. Current in this
direction causes the ANR relay contacts to open
and all lights on the AN module will go out.
17S275 7E-3
ELECTRO-MOTIVE
LOCOMOTI VE
SERVICE MANUAL
SECTION
7
PART F
I NTRODUCTI ON
MI SCELLANEOUS CONTROL CI RCUI TS
AND DEVI CES
This section provides a description of miscella-
neous locomotive control circuits and devices.
Some of these circuits and devices are applied
only upon special request of the customer. The
simplified schematic diagrams used in the descrip-
tion are provided for convenient reference only.
The applicable locomotive wiring diagrams should
be used when performing troubleshooting or
maintenance.
The contents of Section 7 Part F are presented in
the following order:
1. Automatic ground Relay Reset Assembly
8488371 - AGR
The automatic ground relay reset assembly
resets the ground relay within 10 to 20
seconds after the first, second, and third
pickup of the GR relay. The fourth pickup of
GR results in lockout of the GR relay.
2. Automatic Ground Relay Reset Limiter
Assembly 8408360 - AGRL
The automatic ground relay reset limiter
assembly resets the ground relay within 10 to
20 seconds after the first, second, third, and
forth pickup of the GR relay. The fourt h
pickup of the ground relay GR results in
recalibration of the GV module for a maxi-
mum generator out put voltage of 650 volts.
The fifth pickup of GR results in lockout of
the ground relay. The aut omat i c ground relay
reset limiter contains a 35 minute timer
which advances the reset count er to zero in
case the time between successive pickups of
GR exceeds 30 to 50 minutes. Advancing the
reset counter to zero returns the operating
sequence to the starting point.
3. Engine Purge System - EP
The engine purge system is designed to pro-
vide protection for the diesel engine during
cranking, in the event of a hydraul i c lock.
4. Hot Engine And Engine Filter Power
Reduction System - PR
The hot engine and engine filter power reduc-
tion system is used to reduce excitation and
engine PRM, when operating in some throttle
positions, in case a hot engine or plugged
engine filter is detected.
5. Radar Speed Module - RS
The radar speed module provides a signal
proportional to true track speed. This signal
may be used to drive a speed recorder and a
radar speedometer. The signal may also be
used to detect an overspeed condition.
16S679 7F-1
ELECTRO- MOTI VE
S E C T I O N
LOCOMOTI VE
SERVICE MANUAL
7
P A R T F - A G R
A U T O MA T I C G R O U N D RELAY RESET
ASSEMBL Y 8 4 8 8 3 7 1 ( SPECI AL ORDER) ,
Fig. AGR- 1
0
I@
l o l
1
GROUND NO.
~ RESET
(MRS)
TOTAL GROUNDS
(9
Dooo
r--n
(9
Fig. AGR-1 - Automatic Ground Relay
Reset Assembly 8488371
19096
The basic locomotive is equipped with a manual
reset pushbut t on for the ground relay GR. How-
ever, aut omat i c reset circuits are available as an
ext ra when requested by the customer. The auto-
mat i c ground relay reset assembly 8488371 reset
the GR relay within 10 to 20 seconds after
pi ckup on the first, second, and third pickup of
the GR relay. The fourth pickup of GR results in
l ockout of the GR relay. After lockout, the
syst em can be reset only by operating the manual
reset switch located on the automatic ground
relay reset assembly.
A ground fault number indicator is provided to
visually indicate the number of ground relay
operations in a sequence. Operating the manual
reset switch resets the ground fault number indi-
cat or and the reset counter to zero. A total
grounds indicator provides a visual indication of
the total number of ground relay operations. The
total grounds indicator advances one count each
time the ground relay is reset. The total grounds
indicator has a count capacity of 9999. Operating
the manual reset switch does not reset the total
grounds indicator. A simplified schematic diagram
of the automatic ground relay reset assembly is
provided in Fig. AGR-2.
FI RST GR OU N D RELAY
PI CKUP
Assume that the reset count er and the ground
fault indicator are reset to zero. Pickup of GR
provides +74 V DC through the C-D contacts of
GR, to terminal C1 of the automatic ground
relay reset timer assembly. This provides a cur-
rent flow through diode D1, capacitor C1 and
resistor R1, diode D2, resistor R3 and reset
counter relay RC. Current also flows from D1
through C2 and R2 to the totalizer count er relay
TC. Pickup of RC advances the reset count er
wiper arm to terminal 10 and the ground fault
number indicator displays the numeral 1. Pickup
of RC also closes contacts 1-18 of RC which sets
up the manual reset circuit. Contacts 1-18 of RC
are open only when the reset counter is set to
zero. Pickup of TC does not advance the total
grounds indicator. However, the total grounds
indicator will advance one count when the C-D
contacts of GR open to drop the feed to TC.
When the reset count er wiper arm advances to
terminal 10, a feed is provided to terminal 1 of
the 15 second timer. Within 10 to 20 seconds,
the 15 second timer provides a feed to the GR
reset relay. Pickup of GR reset relay opens the
C-D contacts of GR which removes the feed from
the C1 terminal and allows TC and RC relays to
drop out. Dropout of TC advances the total
grounds indicator one count. The reset counter
wiper arm remains connect ed to terminal 10 until
the next pickup of the GR relay or until the
reset counter is reset by closing the manual reset
switch MRS.
45,9379 7F-AGR 1
Section 7F - AGR
C D
O C
| I
GR
i
' A ~ A ' T ; ' C "GR'OU"ND- R E L A Y
R E S E T T I M E R 8 4 8 8 3 7 1
C1
t . N - It -
I w L / I T I' ~C2 T
I 1 /
I . Ground
i F . o , , . o .
I
A t Zero
Pos i t i on
B1 1 18
! ~ o . . ~ _ l _1
I RC SR- 2 SR
I
I
m m m m I m m
T o t a l i z e r
Counter
Relay
TC
RC
Reset
Counter
Relay
15
Second
T i m e r
D3
R4
I
MRS
I
I
I
I
I
I
I
I
I
I
I
L ~3
GR
Reset
Relay
Z
Fig. AGR-2 - Aut omat i c Ground Relay Reset Assembly
8488371, Simplified Schematic Diagram
2 0 2 0 7
S E C O N D G R O U N D R E L A Y P I C K U P
If a second ground relay operation occurs, the
sequence of events will occur as specified for the
fin-st ground relay operation, except the counter
wiper arm will advance to terminal 9 and the
ground fault number indicator will display the
numeral 2. This indicates the second ground relay
operation in the sequence.
T H I R D G R O U N D R E L A Y P I C K U P
If a third ground relay operation occurs, the
sequence of events will occur as specified for the
first ground relay operation, except the count er
wiper arm will advance to terminal 6 and the
ground fault number indicator will display the
numeral 3. This indicates the third ground relay
operation in the sequence.
F O U R T H G R O U N D R E L A Y P I C K U P
If a fourth ground relay operation occurs, the
wiper arm will advance to terminal 5 and the
ground fault number indicator will display the
numeral 4. This indicates the fourth ground relay
operation in the sequence. Observe that terminal
5 is not connected to the 15 second timer and a
feed cannot be provided to the GR reset relay.
Therefore, the system does not reset auto-
matically after the fourth ground relay operation
in a sequence. The system can be reset manually
by operating the manual reset switch MRS. How-
ever, instructions as issued by the railroad regard-
ing manual reset must be followed. In the
absence of instructions from the railroad, the
cause of GR operation should be determined and
necessary maintenance performed prior to making
a manual reset.
O P E R A T I O N O F T H E M A N U A L
R E S E T S W I T C H
After the fourth ground relay operation in a
sequence, the system will remain locked out until
the manual reset switch MRS, located on the
aut omat i c ground relay reset assembly, is
operated.
7F-AGR2 17S275
Holding MRS closed provides a fced to sequence
relay SR. Pickup of SR closes SR-I contacts and
opens SR-2 contacts. Closing SR-I contacts pro-
vides a feed to the reset counter relay RC which
advances the reset counter and the ground fault
number indicator one count. Blocking diode D2
prevents pickup of TC. Therefore, the total
grounds indicator will not advance. Opening SR-2
contacts removes the feed from the SR relay.
However, C3 and R5 provide a short time delay
in dropout of SR. This short time delay provides
sufficient time for positive operation of RC
before dropout of SR. SR dropout occurs after
the short time delay provided by C3 and R5.
Dropout of SR closes SR-2 contacts and opens
SR-I contacts. Closing SR-2 provides a feed to
Section 7F - AGR
the SR relay. Pickup of SR results in a repeat of
the action described in this paragraph. Each
pickup of SR provides a feed to the reset counter
relay RC. Each pickup of RC advances the reset
counter and the ground fault number indicator
one count . This pickup and dropout of SR
continues until the reset counter and ground fault
number indicator advance to zero. Contacts 1-18
of RC open when the reset counter has advanced
to zero. This removes the feed from the SR relay
which stops the sequence.
When resetting the counter, MRS should be held
closed until the reset counter advances to zero.
Otherwise, l ockout will occur on the next GR
pickup.
17S275 7F-AGR3
ELECTRO-MOTI VE
LOCOMOTI VE
SERVICE MANUAL
SECTION
7
PART F - AGRL
i
A U T O M A T I C G R O U N D RELAY RESET
LI MI TER 8 4 0 8 3 6 0 ( SPECI AL ORDE R)
Fig. AGRL- 1
~ m
I o 1 ~6."""
1 1 1 1 i c ,
I =
11 c, s
ii
I ~ l l ] e l
IO o l l
GEN. VOLT LIMIT
GROUND @
RESET (MRS)
TOTAL G R ~N D S

[ lo ! lo , o , o , l

~7
Fig. AGRL-I - Aut omat i c Ground Relay
Reset Limiter Assembly 8408360
The basic locomotive is equipped with a manual
reset pushbut t on for the ground relay GR. How-
ever, automatic reset circuits are available as an
extra when requested by the customer. The auto-
matic ground relay reset limiter 8408360 reset
the ground relay within 10 to 20 seconds after
pickup on first, second, third, and fourth pickup
of the ground relay GR. The fourth pickup of
the ground relay GR also provides a feed to the
generator voltage limit relay GVL and to the
generator voltage limit indicator on the automatic
ground relay reset limiter.
Pickup of GVL recalibrates the GV module so
that generator voltage is limited to a maximum
voltage of approximately 650 volts. This reduced
voltage reduces t he possibility of GR pickup due
to insulation leakage in the presence of minor
moisture grounds. This allows the locomotive to
operate at reduced out put until the moisture
dissipates. If GR pickup occurs while operating at
reduced voltage, the lockout relay LR will be
energized. Pickup of LR disables the automatic
reset feature and the system is locked out. After
lockout, the system can be reset only by oper-
ating the manual reset switch MRS located on the
ground relay reset limiter assembly.
A ground fault number indicator is provided to
visually indicate the number of GR pickups in a
sequence. The ground fault number indicator
advances one count each time GR picks up.
Operating the manual reset switch MRS resets the
reset counter and the ground fault number indi-
cator to zero. A total grounds indicator which
advances one count each time the GR relay is
reset, provides a visual indication of the total
number of GR resets. This indicator has a count
capacity of 999. Operating the manual reset
switch MRS does not reset the total grounds
indicator.
The automatic ground relay reset limiter assembly
contains a 35 minute timer which advances the
reset counter to zero in case the time between
successive pickups of GR exceeds 30 to 50
minutes. Advancing the reset counter to zero
returns the operating sequence to the starting
point. Operation of the 35 minute timer does not
advance the total grounds indicator. A simplified
schematic diagram of the automatic ground relay
reset limiter assembly is provided in Fig.
AGRL-2.
FIRST GROUND RELAY
PICKUP
Assume that t he reset counter is set to zero.
Pickup of GR provides +74 V DC, through E-F
contacts of GR, to terminal C1 of the automatic
ground relay reset limiter. This provides a current
45S379 7F-AGRL 1
Sect i on 7F - AGRL
F
,__~o
I I
GR
._>
0
: 5:1:1
I
I
I
I
I
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Reset TC I
Counter Relay I
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15 Second T i me r
GVL
I , I ( , . 8
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35 Mi nut e I ~ ~
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Fig. AGRL-2 - Au t o ma t i c Gr ound Rel ay Reset Li mi t er 8 4 0 8 3 6 0 ,
Si mpl i f i ed Schemat i c Di agram
7F-AGRL2 17s275
Section 7F - AGRL
flow through diode D l, capacitor C I and resistor
R l, diode D2, resistor R3, and reset counter
relay RC. Current also flows from D I through C2
and R2 to totalizer counter relay TC. Pickup of
RC advances the reset count er wiper arm to
terminal 10 and the ground fault number indi-
cator displays the numeral 1. Pickup of RC also
closes contacts 1-18 of RC which applies +74 V
DC to terminal 1 of the 35 minute timer. Con-
tacts 1-18 of RC remain closed until the reset
counter advances to zero. Pickup of TC does not
advance the total grounds indicator. However, the
total grounds indicator will advance one count
when the E-F contacts of GR open to drop the
feed to TC.
When the reset counter wiper arm advances to
terminal 10, a feed is provided to terminal 1 of
the 15 second timer. Within 10 to 20 seconds,
the 15 second timer provides a feed through R6
to reset relay RR. Pickup of RR provides a feed
through RR-] and RR-2 contacts to the GR reset
relay. Pickup of RR also closes the RR-3 contacts
and opens the RR-4 contacts. Closing RR-3 con-
tacts connects terminal 3 to terminal 4 on the 35
mi nut e timer which discharges a timing capacitor
in the 35 minute timer. Opening RR-4 contacts
removes the negative feed from the 35 minute
timer which prevents the t i mer from starting the
35 mi nut e countdown.
Pickup of the GR reset relay opens the E-F
contacts of GR which removes the feed from the
C1 terminal and allows the TC and RC relays to
drop out. Opening the E-F contacts also removes
the feed from reset relay RR. Dropout of RR
opens RR-1, RR-2, and RR-3 contacts and closes
RR-4 contacts. Opening RR-1 and RR-2 contacts
removes the feed from the GR reset relay. Open-
ing RR-3 contacts removes the discharge path of
the timing capacitor. Closing RR-4 contacts pro-
rides a negative feed to the 35 minute timer
which allows the 35 mi nut e timer to start timing.
Dropout of TC advances the total grounds indi-
cator one count. The reset counter wiper arm
remains connected to terminal 10 until the next
pickup of GR relay or until the reset counter is
reset to zero.
relay ER and the sequence relay SR. Pickui9 of
ER provides a feed to the GR reset relay. How-
ever, GR has already been reset and ER provides
no function at this time. The function of ER will
be discussed in a later paragraph.
Pickup of sequence relay SR closes SR-I contacts
and opens SR-2 contacts. Closing SR-l contacts
provides a feed to the reset counter relay RC
which results in advancing the reset counter and
ground fault number indicator one count.
Blocking diode D2 prevents pickup of TC. There-
fore, the total grounds indicator will not advance.
Opening SR-2 contacts removes the feed from the
SR relay. However, C3 provides a short time
delay in dropout of SR. This short time delay
provides sufficient time for positive operation of
RC before, dropout of SR. SR dropout occurs
after the short time delay provided by C3. Drop-
out of SR closes SR-2 contacts and opens SR-l
contacts. Closing SR-2 contacts provides a feed to
the SR relay. Pickup of SR results in a repeat of
the action described in this paragraph. Each pick-
up of SR provides a feed to the reset counter
relay RC. Each pickup of RC advances the reset
counter and ground fault number indicator one
count.
This pickup and dropout of SR continues until
the reset counter and ground fault indicator
advances to zero. Cont act s i-18 of RC open
when the reset counter has advanced to zero.
This removes the feed from the SR relay which
stops the sequence.
SECOND GROUND RE L AY PI CKUP
If a second ground relay operation follows the
first ground relay operation before timeout of the
35 minute timer, the sequence of events will
occur as specified for the first ground relay
pickup, except the reset count er wiper arm will
advance to terminal 9 and the ground fault
number indicator will display the numeral 2. This
indicates the second ground relay operation in
the sequence. The 35 mi nut e timer is reset to
zero and will not time out until 30 to 50 minutes
after the second ground relay reset.
T HI RD GROUND R E L A Y PI CKUP
OP E RAT I ON OF 35 MI NUT E TI MER
The 35 mi nut e timer times out if the next GR
pickup does not occur within 30 to 50 minutes.
Time out of the 35 minute timer provides a path
from terminal 2 to terminal 3 on the 35 minute
timer. This results in pickup of the excitation
If a third ground relay operation follows the
second ground relay operation before time out of
the 35 mi nut e timer, the sequence of events will
occur as specified for the first ground relay
operation, except the reset counter wiper arm
will advance to terminal 6 and the ground fault
number indicator will display the numeral 3. This
17s275 7F-AGRL3
Section 7F - AGRL
indicates the third ground relay operation in the
sequence. The 35 minute timer is reset to zero
and will not time out until 30 to 50 minutes
after the third ground relay reset.
F OURT H GROUND RE L AY PI CKUP
If a fourth ground relay operation fo'llows the
third ground relay operation before time out of
the 35 minute timer, the sequence of events will
occur as specified for the first ground relay
operation, except the reset counter wiper arm
will advance to terminal 5 and the ground fault
number indicator will display the numeral 4. This
indicates the fourt h ground relay operation in the
sequence. The following additional events will
also result from the fourth ground relay oper-
ation in a sequence.
A feed is provided through diode D4 to the
generator voltage limit relay GVL and to the
generator voltage limit indicator. Pickup of GVL
recalibrates the GV module so that generator
out put voltage is limited to a maxi mum voltage
of approximately 650 volts. Pickup of GVL also
provides a holding feed for GVL from terminal
B1 through ER-1 and ER-2 contacts of the
excitation relay ER and the GVL contacts. There-
fore, generator voltage will be limited to a max-
imum of 650 volts until the excitation relay picks
up to drop the holding feed to GVL.
The excitation relay ER will pick up if the 35
mi nut e timer times out before the next ground
relay operation or if the manual reset switch
MRS is operated. Pickup of ER drops the feed to
GVL. Dropout of GVL permits generator voltage
limit to return to the normal value. Time out of
the 35 minute timer or closing MRS will also
advance the reset counter and the ground fault
number indicator to zero.
F I F T H GROUND RE L AY PI CKUP
If a fifth ground relay operation follows the
fourth ground relay operation before time out of
the 35 minute timer, the reset counter wiper arm
advances to terminal 4 which provides a feed to
lockout relay LR and the ground fault number
indicator displays the numeral 5. which indicates
the fifth ground relay operation in the sequence.
No positive feed is provided to the 15 second
timer. Therefore, the automatic reset feature is
disabled. Pickup of LR removes the negative feed
from terminal 3 of the 35 minute timer. This
prevents time out of the timer so that ER and
SR does not pick up and the reset counter does
not advance to zero. Therefore. the E-F contacts
of GR remain closed and the system is locked
out.
The generator voltage limit relay GVL picked up
and locked in during the fourt h ground relay
operation. During the fifth ground relay oper-
ation, excitation to the main generator is
removed and GVL remains locked in. After the
fifth ground relay operation, the system will
remain locked out and GVL will remain locked in
until the manual reset switch MRS is operated.
MA N U A L RESET SWI TCH OPERAT I ON
After the fifth ground relay operation, the system
will remain locked out until the manual reset
switch MRS, located on the aut omat i c ground
reset limiter assembly, is operated.
Holding MRS closed provides a negative feed to
ER and SR and provides a positive feed to the
GR reset coil. Pickup of the GR reset coil opens
the E-F contacts of GR. This results in advancing
the total grounds indicator one count. Pickup of
ER removes the holding feed from GVL which
removes the recalibration circuit from the GV
module. Pickup of SR results in advancing the
reset counter and the ground fault number indi-
cator to zero. The lockout relay LR drops out
and provides a negative feed to terminal 3 of the
35 minute timer. Contacts 1-18 of the reset
counter open when the reset count er advances to
zero. This removes the positive feed from the 35
minute timer.
When resetting the counter, MRS should be held
closed until the reset counter advances to zero.
Otherwise, lockout will occur on the next GR
pickup.
7F-AGRL4 175275
ELECTRO- MOTI VE
LOCOMOTI VE
SERVICE MANUAL
E N G I N E P U R G E S Y S T E M
( S P E C I A L O R D E R )
S E C T I O N
7
PART F -- EP11
i
I N T R O D U C T I O N
An accumul at i on of wat er or fuel oil in one or
more cylinders of a diesel engine ma y result in
damage t o the engine from a hydraul i c l ock
during cranking. It has been det er mi ned that a
diesel engine will not be damaged by a hydraulic
l ock during cranking, i f cranking speed is less
t han 30 revol ut i ons per mi nut e.
The engine purge syst em is designed t o provide
pr ot ect i on f or the diesel engine dur i ng cranking,
in the event of a hydraul i c lock. This prot ect i on
is provided by regulating cranking speed to 25 t o
30 revol ut i ons per mi nut e for at l east one com-
pl et e revol ut i on.
G E N E R A L D E S C R I P T I O N
The engine purge syst em, Fig. EP-1, limits engine
starting speed by inserting a resistance RE EPC in
series with t he starting mot ors. This resistance
limits starting mot or cranking speed by decreasing
bot h current and voltage available t o the starting
mot ors.
Resi st or RE EPC is inserted i nt o and t aken out of
the starting mot or circuit by pi ckup and dr opout
of relay EPC. St art i ng mot or r ot at i onal speed and
likewise engine cranking speed is di r ect l y propor-
tional t o the ratio of starting mot or voltage t o
starting mot or current (Esm/ Ism). A magsense
amplifier senses this ratio and oper at es when this
1 7 S1 2 7 8
Battery
Pos.
B a t t e r y
Neg.
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S u p p l y
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EPC
Magsense
A m p l i f i e r
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Second
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Voltage
Level
Cu r r e n t
Level
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Fig. E P - 1 - Engine Purge Syst em Block Diagram
7F-EP1
E
Luc,q
m o
20958
Sect i on 7F-EPI I
r at i o exceeds a value represent i ng an engine speed
gr eat er than 30 RPM.
At t he instant t he starting circuit is energized, the
Esm/ I sm ratio is at a l ow level and t he magsense
ampl i fi er is t ur ned off. This results in forward
bi as t o the out put circuit and EPC picks up t o
s hor t out RE EPC. As the starting mot or s rot at e
and increase speed, t he Esm/ Ism ratio increases.
When the Esm/ Ism rat i o reaches t he level propor-
t i onal t o an engine speed of 30 RPM, the mag-
sense ampl i fi er operat es t o compl et e a pat h to
t he six second timer. This results in reverse bias
t o t he out put circuit whi ch dr ops out EPC and
i nsert s RE EPC in series wi t h t he starting mot ors.
The starting mot or speed decreases and the Esm/
Ism ratio decreases suffi ci ent l y t o t urn of f the
magsense amplifier. When t he magsense amplifier
is t ur ned of f , t he out put circuit is forward biased
and EPC again picks up.
Thi s cycling act i on cont i nues for six seconds,
duri ng whi ch time engine speed is limited t o 30
RPM. Aft er six seconds, t he six second t i mer
oper at es t o open the circuit from t he magsense
ampl i fi er t o negative. This prevent s the out put
ci rcui t from t urni ng of f and EPC remains pi cked
up t o allow normal engine cranking speed duri ng
t he remai nder of the starting peri od.
CAUTI ON: When starting t he engine, the i nj ect or
cont r ol lever shoul d not be advanced
unt i l t i meout of t he six second timer.
Thi s ensures against engine start until
t he engine has made at least one
compl et e revol ut i on.
OPERATI ON
A simplified schemat i c diagram of the engine
purge modul e EP11 is provi ded in Fig. EP-2 for
reference onl y. The appl i cabl e l ocomot i ve wiring
diagrams shoul d be used when performi ng
t r oubl es hoot i ng of mai nt enance o f the engine
purge syst em.
The engine purge modul e EP11 cont ai ns an out -
put circuit, a six second t i mer, a magsense
ampl i fi er MSI , and a regul at ed I 0 vol t DC power
suppl y.
Hol di ng the fuel pri me/ engi ne st art switcl, FP/ ES
t o engine st art posi t i on provi des 74 volts DC t o
recept acl es 1 and 8 o f the EP modul e and t o the
EPC coil. The voltage applied t o recept acl e 1 is
used t o provi de a regul at ed 10 vol t DC power
suppl y. Out put of t he 10 vol t DC powe r suppl y
provi des operat i ng voltage for the out put circuit,
t he six second t i mer, and t he magsense ampl i fi er
MSI .
The 10 volt DC power suppl y provi des forward
bias for transistors Q1 and Q2 of t he out put
circuit and t o transistors Q3 and Q4 of t he six
second timer. Tur n on of Q3 and Q4 connect s
terminal 14 of t he magsense ampl i fi er MS1 to
negative. Turn on of Q1 and Q2 results in pi ckup
o f EPC.
Pi ckup of EPC provi des 74 volts DC t o recept acl e
2 of the EP modul e. This results in charging
capaci t or CA4 t o appr oxi mat el y 74 vol t s in about
30 milliseconds and provi des a feed t o t he light
emi t t i ng di ode LED l ocat ed on the EP modul e
facepl at e. The LED provi des a visual i ndi cat i on of
EPC pi ckup. Pi ckup of EPC opens t he circuit
bet ween recept acl es 2 and 10 and al so connect s
recept acl e 12 t o recept acl e 4 of the EP modul e.
The voltage at recept acl e 4 is applied t o t ermi nal
10 of MS1. This results in turn on o f MSI
( connect s terminal 4 t o 14 of MS1). Tur n on of
MS1 removes f or war d bias from Q1 and Q2.
Tur nof f of Q1 and Q2 dr ops out EPC.
Dr opout of EPC removes t he 74 vol t s DC from
recept acl e 2 of the EP modul e, di sconnect s recep-
tacle 12 from recept acl e 4, and connect s recep-
tacle 2 t o 10. Capaci t or CA4 discharges t hrough
R16, from recept acl e 2 t o 10, then t hr ough the
RCX coil t o negative. This results in pi ckup of
RCX.
Di sconnect i ng recept acl e 12 from 4 r emoves the
feed from terminal 10 of MS1 whi ch results in
t ur nof f of MS1. Tur nof f of MS1 reappl i es for-
ward bias to Q1 and Q2. Turn on of Q1 a n d Q2
resul t s in pi ckup of EPC.
Pi ckup of RCX provi des a hol di ng feed f or RCX
f r om recept acl e 8 t o 10, connect s r ecept acl e 5 to
6, and opens t he circuit bet ween r ecept acl es 8
and 12. Connect i ng recept acl e 5 t o 6 provi des a
feed t o the starting auxiliary cont act or coi l STA.
Pi ckup of STA results in pi ckup o f STX and
pi ckup of STX provi des a feed t o t he starting
cont act or coil ST.
Pi ckup of ST provi des full bat t er y vol t age t o the
st art i ng mot or s t hr ough t he closed cont act s of
EPC connect ed across RE EPC. At ST pi ckup,
t he cranking mot or s are at rest and are not
pr oduci ng a count er - el ect r omot i ve- f or ce. Thi s re-
sui t s in a large cur r ent fl ow t hrough t he starting
7F-EP2 4 5 S3 7 9
.1
(/)
" 4
CO
--4
'11
EPC
' ' >(j Battery Pos. =~x 1 ~ . .
; " - ~ p ; s s E w ~ h " I I ~ " " ~
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! r Six Second I--~"1 ~ i i ' ~ n ~ l
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2 3 8 3 7
Fig. EP-2 - Typical Engine Purge System Simplified Schematic Diagram
l
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0
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'1"1
Section 7F-EP11
motors and the EP shunt. A signal proportional
to the current through EP shunt is applied be-
tween terminals 8 and l0 of MS1. This large
current flow through the internal resistance of
the battery results in a lower than normal battery
terminal voltage. A signal proportional to crank-
ing mot or voltage is applied to terminal 10 of
MS1. Therefore, at ST pickup the cranking mot or
voltage-to-current ratio (Esm/Ism) is very low.
When the cranking motors start to rotate a
counter-electromotive-force is produced by the
cranking motors. This results in a decrease of
current to the cranking motors and an increase in
applied voltage to the cranking motors. There-
fore, an increase in cranking mot or speed results
in an increase in cranking mot or voltage-to-
current ratio.
The cranking mot or current signal applied to MSI
tends to hold the circuit open between MS1
terminal 4 and terminal 14. The cranking mot or
voltage signal tends to close the circuit between
MSI terminal 4 and terminal 14.
The current signal is larger than the voltage signal
when the diesel engine is being cranked at a rate
below approxi mat el y 25 revolutions per minute.
Therefore, the circuit between MS I terminals 4
and 14 is open when the diesel engine is being
cranked at a rate below approximately 25 revolu-
tions per minute.
The voltage signal is larger than the current signal
when the diesel engine is being cranked at a rate
above approxi mat el y 30 revolutions per minute.
Therefore, the circuit between MS1 terminals 4
and 14 is closed when the diesel engine is being
cranked at a rate above 30 revolutions per
minute.
Closing the circuit between MS1 terminals 4 and
14 provides reverse bias for QI and Q2 which
results in dropout of EPC. Dropout of EPC
decreases cranking voltage by inserting RE EPC in
series with the starting motors.
The decrease in cranking voltage results in a
slower cranking rate and a lower cranking voltage-
to-current ratio. When the cranking rate decreases
to about 25 revolutions per minute, the current
signal opens the circuit between MSI terminals 4
and 14. This applies forward bias to QI and Q2
which results in pickup of EPC. Pickup of EPC
shorts out RE EPC so that full battery voltage is
again applied to starting motors SM1 and SM2
causing an increase in cranking rate. When the
cranking rate increases to about 30 revolutions
per minute, MS1 and the six second timer places
reverse bias on Q1 and Q2 which results in
dropout of EPC. Dropout of EPC again inserts
RE EPC in series with starting motors SM1 and
SM2 to decrease the cranking rate. The action of
MS1 and the six second timer results in pickup
and dropout of EPC as necessary to limit the
cranking rate to about 25 to 30 revolutions per
mi nut e until timeout of the six second timer.
Aft er t i meout of the six second timer, EPC
remains picked up and cranking speed increases as
required to start the engine.
If the engine fails to crank over when the fuel
prime/engine start FP/ES switch is held to engine
start position, bar the engine over to ensure that
there is no hydraulic lock, then hold the BYPASS
switch on the EP module to the closed position
and hold FP/ES to engine start position. If the
engine cranks over, the EP module should be
replaced. If the engine does not crank over, check
starting fuse, EPC, and other components in the
starting circuit.
7F-EP4 17S1278
E L E C T R O - M O T I V E
LOCOMOTI VE
SERVICE MANUAL
S E C T I O N
7
P A R T F - P R
=
HOT ENGI NE A N D ENGI NE FILTER
POWER REDUCTI ON
An engine temperature switch ETS is installed in
the water manifold on the equipment rack.
Excessive water temperature causes the ETS con-
tacts t o close. Closing these contacts provides a
feed to the HOT ENGINE light and to the
t hrot t l e limit relay THL. Pickup of THL provides
a feed to the alarm bell and to the annunciator
module. Pickup of THL also provides a feed to
the DV input on the TH module and to the
governor DV solenoid when operating in throttle
positions 7 and 8.
The engine filter, switch EFS located in the
electrical cabinet monitors the pressure drop
across the inertial plus the engine air filters. A
pressure differential of 24 inches of water causes
the EFS contacts to close. Closure of the EFS
contacts provides a feed to the engine filter
latching relay EFL. Pickup of EFL provides an
alternate feed to the engine air filter light on the
AN module. Pickup of EFL also provides a feed
to the DV input on the TH module and to the
governor DV solenoid when operating in throttle
positions 7 and 8.
The feed to the DV input on the TH module
causes a reduction of approximately 17 volts in
TH module out put voltage to the RC module
when operating in throttle positions 7 and 8. This
reduction in out put voltage results in reduced
excitation. Pickup of the governor DV solenoid
results in decreasing engine speed by approxi-
mately 175 RPM when operating in throttle
positions 7 and 8. Refer to Fig. PR-1 for typical
values.
i Governor Solenoid Energized Engine Speed RPM TH Module Output Volts
t
Throttle Engine Filter Or Engine Filter Or Engine Filter Or
Position Normal Hot Engine Normal Hot Engine Normal Hot Engine
5
6
7
8
BV-CV-DV
AV-BV-CV-DV
BV-CV
AV-BV-CV
BV-CV-DV
AV-BV-CV-DV
BV-CV-DV
AV-BV-CV-DV
650
735
815
900
650
735
650
735
43. 3
51. 2
61. 4
68. 0
43. 3
51. 2
43. 3
51.2
Fig. PR-1 - Throttle Position, Normal Engine Speed,
And Reduced Power Speed
23788
45S37g 7F-PR 1
ELECTRO-MOTIVE
LOCOMOTI VE
SERVICE MANUAL
SECTI ON
7
P A R T F - RS15
i i
RADAR SUPPLY MODULE RS15
INTRODUCTION
The RSl 5 modul e consists of a +7. 5 V DC
power suppl y, a speed recorder drive isolation
stage, a frequency-t o-vol t age convert er, a radar
s peedomet er drive buf f er stage, an overspeed
sel ect i on and det ect i on circuit, an overspeed rel ay
drive circuit, and t est circuits. A bl ock diagram of
t he RS15 modul e is provi ded in Fig. RS- I .
Most of the solid st at e circuits on t he RS modul e
use ---7.5 V DC for operat i on. This is obt ai ned
from a power suppl y on t he RS modul e. A
pot ent i al of 74 V DC is applied bet ween recep-
t acl es 1 and 14. This 74 V DC is applied t o a
powe r suppl y preregul at or whi ch provi des an out -
put vol t age of 24 V DC. This 24 V DC is applied
t o a 24 V DC t o 15 V DC convert er whi ch
provi des an out put o f 15 V DC whi ch is isolated
from t he i nput power source. The 15 V DC is
appl i ed t o a gr ound reference circuit. The gr ound
reference circuit provi des a dual out put voltage of
+7.5 V DC and -7.5 V DC when referenced t o
common.
An ei ght vol t peak-t o-peak digital square wave
pulse train f r om t he radar transceiver is applied as
an i nput t o t he RS modul e. The frequency of
this signal is 19 Hz/ mph or t he f r equency is equal
t o t rack speed in miles per hour t i mes 19 Hz.
The signal is appl i ed t o an isolation stage and t o
a frequency-t o-vol t age convert er stage.
The square wave signal from the speed recorder
drive isolation stage is provided as an out put
from the RS modul e t o t he speed recorder on
units so equi pped. The frequency-t o-vol t age con-
vert er stage conver t s t he digital square wave signal
t o an analog signal t hat is pr opor t i onal t o t he
f r equency of t he square wave i nput from t he
transceiver. Out put of the frequency-t o-vol t age
conver t er is 22. 5 mph/ V. This analog signal is
appl i ed t o a buf f er stage and an overspeed selec-
t i on and det ect i on stage. The out put from the
buf f er stage is appl i ed t o t he radar speedomet er if
the l ocomot i ve is so equi pped.
The overspeed sel ect i on and det ect i on stage is
pr ogr ammed t o provi de an overspeed signal t o t he
over speed relay OSR, on uni t s so equi pped, at
any speed bet ween 30 miles per hour and 120
miles per hour in steps of t wo miles per hour.
The speed at which the overspeed signal is pro-
vided is det ermi ned by j umper s installed in the
el ect ri cal cabi net .
If t r ack speed rises above t he overspeed trip
setting, t he overspeed i ndi cat or l ocat ed on t he RS
modul e facepl at e will go on and power will be
r emoved from t he OSR relay. Dr op out o f OSR
r emoves the feed from the magnet valve over-
speed sol enoi d MV-OS (not shown) . Removi ng
t he f eed from MV-OS results in an overspeed
alarm. Exci t at i on t o t he main gener at or will be
r emoved and a penal t y appl i cat i on of t he air
brakes will occur i f track speed is not r educed
bel ow t he overspeed trip poi nt wi t hi n a t i med
per i od o f about 4 to 6 seconds. The l ocomot i ve
may be designed so t hat the penal t y br ake appli-
cat i on will not occur i f a service appl i cat i on has
been appl i ed.
OPERATION
O U T P U T S I G N A L TO S P E E D
R E C O R D E R
The ei ght vol t peak-t o-peak digital square wave
i nput signal from the radar t ranscei ver is applied
t o recept acl e 28, Fig. RS-2. Thi s eight volt square
wave signal is referenced to -7.5 V DC so t hat its
range is from -7.5 V DC t o +0.5 V DC. The
signal from recept acl e 28 is appl i ed t o 6 of OP4
where it is compar ed with a -3. 77 V DC bias
signal at 5 of OP4. The out put at 2 of OP4 is at
posi t i ve sat urat i on ( about +7. 4 V DC) when the
i nput signal at 6 of OP4 is bet ween -3. 77 V DC
and +0. 5 V DC. The out put o f OP4 is at negative
sat ur at i on ( about -7.5 V DC) when t he i nput
signal at 6 of OP4 is bet ween -3. 77 V DC and
-7.5 V DC.
A posi t i ve out put at 2 of OP4 provi des reverse
bias f or opt o-i sol at or OI-2. A negative out put at
2 o f OP4 provides forward bi as for OI-2. There-
fore, OI-2 switches on and of f at a rate deter-
mi ned by t he frequency of t he i nput signal at
recept acl e 28. The isolated pul ses from OI-2 are
pr ovi ded t o t he speed r ecor der on units so
equi pped.
45S379 7F- RS 1
- 4
" r l
b O
01
(./3
~0
74 V DC
Pos
74 V DC ~ Preregulator
Neg
24 V DC
Radar
Digital
Signal
From
Radar
Transceiver
+7.~
C
Speed
Recorder
Drive
(Isolation
Stage)
To Speed
Recorder
V DC -7.5 V DC
Corn
Frequency I
To
Voltage I
Converter
Radar
Calibrate
LED1
>40 mph
Converter v ~ 1
24VDC 15VDC ;
To
1 5 V D C - | _
22.5 mph/V
+7.5 V DC
Com
-7.5 V DC
A
Meter
Drive
Circuit
(Buffer)
To Radar
Speedometer
3
r I
T
G r o u n d
R e f e r e n c e
C i r c u i t
+7.5 V DC
Common
-7.5 V DC
i
-7.5 V DC
Overspeed Test
Overspeed Selection
And Detection
Circuit
Radar Test
SW2
R a d a r
C a l i b r a t e
T + e s
c o rn L
+7.5 V DC
Fi g. RS-1 - Ra d a r Su p p l y Mo d u l e R S I 5 , Si mpl i f i e d Bl oc k Di a gr a m
/ }
( b
0
- - 4
-tl
_ ~ Radar
C a l i b r a t e
S i g n a l
T o R a d a r
3 T r a n s c e i v e r
r
OSR
Drive
Circuit
_To
OSR
Relay
7
, E o 2 . O v e r + e e O
Indicator
2 3 8 8 5
t~
To R a d a r l ~ ( ~ ! 3 ~
Transceiver
Digital
Input Signal
From Radar
Transceiver
-7.5V
R39
I D I
/ v
1 4
cNOo--+7.5 V OC
~' ~---7. S V DC
NC I
Radar Test
Switch SW2
DA1
+75V
9 1 V
/ e
R l l R I O R 1 2 R 1 3 R 1 4 R 1 5 R I 6 R 1 7 J
SW1
C2 NC2
R 3 4
- - - 61 / Ov e r s p e e d
Selection
Circuit
+7 5V , ~ 6 1 . 9 K~ I 1 3 . 3 K h +7.5V
R 4 4
R 4 2 Overspeed
Test Switch LED2 (
SWt
Overspeed
Detection
Circuit
[ - ~" -75V
-75V
+7.5V, 0 022.uf~
E U
R32 Fr equency-To-Voltage
- Converter
-75V
of
T '
* I O W A T T * l ' - -
Converter /
24V To 15V _J__
Power Supply _+75V
R2~
-7.5V
~
~ ~ , , , ~ ','7.5V R30
-7.5V
[ ~ ~ ~ ~ _ _ ~ 5 V
\ L . ) A 6 /~,15 l \ t 6 l\J.~?
- - I + 7 5 V 7 4 V DC
t
t
F ~ Neg
3 B ~ 2 2 2 5 M P H / V 7 ~ R 2 6 1
>40 MPH Radar
6] _~ . . . . I Calibration
~0 I v LtU, 7 ~ 5 V Test Indicator
R23 R22
. 7 . 5 v - t t o 2K ~ t6sK I - - - - 7 . S V
+1.77V
>40 MPH Comparator
1~2 I TO Radar
Speedometer
1B
Fig. RS-2 - Radar Suppl y Modul e RS15, Si mpl i f i ed Schemat i c Diagram
R 6
.74V
91V
Z2
'~ Relay
7
r j 3
O
...j
LJI
Section 7F-RS 15
F REQUENCY- T O- VOL T AGE
CONVERTER
The out put pulses of OP4-2 are applied t o a
frequency-to-voltage converter which provides an
analog out put signal which is proportional to the
frequency of the pulses at OP4-2. The frequency-
to-voltage converter consists of three voltage com-
parators CP1B, CP1C, and CP1D, and an inte-
grating circuit consisting of OP3A, C12, and
associated circuitry.
The out put at 2 of OP4 goes to negative satura-
tion (about -7.5 V DC) when the input at
receptacle 28 is between -3.77 V DC and -7.5 V
DC. This negative signal is applied to CPIC-10
and CPID-8. This results in turn of f of CPIC and
CP1D which results in about +7.4 V DC at
CP1C-13 and CP1D-14.
The +7.5 V DC at CP1D-14 is applied to CP1B-4
causing CP1B to turn on and results in about -7.5
V DC at 2 of CP1B. This negative signal is
applied through R24 to OP3A-5 causing OP3A-2
to go to positive. This positive signal results in
feedback through RHI and C12 to OP3A-5 then
through R24 to -7.5 V DC at CP1B-2. This
feedback is limited to a value sufficient to drive
OP3A-5 to common potential. This causes the
potential at OP3A-2 to rise as C12 charges.
The +7.5 V DC at CP1C-13 provides a charging
current through R33 to C13. The charge on C13
rises rapidly due to the low values of R33 and
C13. When the charge on C13 rises to about +7.5
V DC, CP1B turns off and CP1B-2 goes to
common. Therefore, the feedback from OP3A-2
to CP1B-2 is limited to the time required for C13
to charge to about +7.5 V DC. Capacitor C12
charges a small amount during the negative pulse
at CP 1B-2.
The out put at 2 of OP4 goes to positive satura-
tion (about +7.5 V DC) when the input at
receptacle 28 is between -3.77 V DC and +0.5 V
DC. This positive signal is applied to CPIC-10
and OP1D-8. This results in turn on of CP1C and
CP1D which results in about -7.5 V DC at
CP1C-13 and CP1D-14.
The -7.5 V DC at CP1D-14 is applied to CP1B-4.
Resistors R33 and R34 form a voltage divider
between +7.5 V DC and CP1C-13. The j unct i on
of this voltage divider is applied to CP1B-5. The
potential at this j unct i on is about -7.22 V DC.
With -7.5 V DC at CP1B-4 and -7.22 V DC at
CPIB-5, comparator CP1B will be turned off and
CP1B-2 will be referenced to common through
R25. This results in a common reference through
R25 and R24 to OP3A-5.
The sequence repeats at intervals determined by
the frequency of the square wave input at recep-
tacle 28. This results in a sequence of narrow
negative pulses at CPIB-2. These pulses are inte-
grated and inverted to provide a positive analog
signal at OP3A-2 which is proportional to the
frequency of the square wave input signal at
receptacle 28. Therefore, the out put at OP3A-2 is
a positive analog signal which is proportional to
track speed. This signal has a ratio of 22.5
mph/V.
R A D A R SPEEDOMET ER SI GNAL
The analog out put signal from OP3A-2 is applied
from 11 to 4 of DA1 to 8 of OP3B. This results
in a positive out put at OP3B-12. The feedback
from 10 to 5 of DA1 compensates for the voltage
drop from 11 to 4 of DA1. Therefore, the out put
at OP3B-12 is the same as the out put at OP3A-2
which has a ratio of 22.5 mph/ V. The out put at
OP3B-12 is applied to 8 of buffer amplifier OP4.
The 22.5 mph/V signal from OP4-12 is applied
through receptacles 12 and 18 to the radar
speedometer on units so equipped.
The out put from OP3B-12 is also applied to
CP1A-7 where it is compared with a +1.77 V DC
bias signal. Comparator CP1A will be turned off
when the radar analog signal is less than +1.77 V
DC (track speed less than about 40 mph). Turn
on of CPIA results in about -7.5 V DC at
CP1A-1. A negative at CPIA-I prevents current
flow through LED1. Therefore, LED1 will not
turn on when the radar analog speed signal is
below +1.77 V DC (below 40 mph). When the
radar analog speed signal rises above +1.77 V DC
(above 40 mph) CP1A turns off. Turn off of
CP1A results in about +7.5 V DC at CP1A-I and
LEDI goes on. Therefore, LED1 will be on when
the radar speed signal is above +1.77 V DC (track
speed above 40 mph).
OVERSPEED SELECTI ON A N D
DETECTI ON CI RCUI T
A fixed bias of +1.33 V DC is applied to 6 of
OP2A. The gain of OP2A is equal to 1 + (R x
divided by 150,000) where R is the active
resistance between receptacles ~ and 26. The
out put at OP2A-2 is the overspeed trip reference
signal and has a ratio of 22.5 mph/V. The
overspeed trip point may be set at any speed
between 30 miles per hour and 120 miles per
hour in steps of 2 miles per hour. The overspeed
7F-RS4 45S379
Sect i on 7F- RS15
TABLE NO. 1
EXTERNAL JUMPER WIRE LOCATI ON FOR SELECTI ON
OF THE DESIRED OVERSPEED TRI P SETTI NG
Desired
Speed
M.P.H.
30
32
26
38
34
36 8 10
10
4O
_ 4 2
_ 44
46
. 48
5 0
5 2
54
56
58
60
62
64
66
68
70
72
74
76
From To
8 26
11
11
26
10 11
11 26
8 23
23
23
26
11
11 26
23 10
10 26
10 11
11
I1
I 0
78
10
11
23
26
26
11
26
10
26
I1
26
23
26
80 23 11
82.__~__~ 23 10
84 23 10
86 10 26
88 10 11
90 11 26
9 2 _ _ ~ 22
94 22 26
22
22
22
22
10
6
98
100
102
104
106
108
110
112
114
22
22
23
22
22
11
10
10
23
11
23
23
26
1 1 6 22 9
1 1 8 22 9
1 2 0 2 2
J umper Wire
Fr om To
8 10
8 23
8 23
8 23
8 9
8 9
23 10
8 9
8 9
8 9
8 9
8 22
8 22
9 10
8 22
9 23
9 23
9 23
8 22
8 22
8 22
11 26
8 22
8 22
8 22
8 22
11 26
10 26
22 23
11 26
22 9
23 11
23 10
23 10
10 26
10 11
Fr om To
22
22
22
22
22
11 26
45S379 7F-RS5
Sect i on 7F- RSI 5
trip set poi nt is det er mi ned by shor t i ng out
various resistors bet ween recept acl es 8 and 26.
The applicable resi st ors are shor t ed out by
appl yi ng ext ernal j umper s in t he cont r ol cabi net
at t he f act or y pri or t o delivery of the l ocomot i ve.
Ref er t o Table 1 f or overspeed trip settings.
The overspeed trip reference signal is appl i ed to
OP2B-8 where it is compar ed with t he radar
analog speed signal appl i ed t o OP2B-9. The out -
put at OP2B-12 is positive when t he reference
signal is larger t han t he analog speed signal. This
positive signal at OP2B-12 is appl i ed t o OP1-5
and results in negat i ve sat urat i on at OP1-2. This
negative at OP1-2 provi des f or war d bias f or opt o-
i sol at or OI-1. Tur n on of OI-1 provi des f or war d
bias f or Q4 and Q3. Tum on of Q3 pr ovi des
appr oxi mat el y +74 V DC t o t he overspeed relay
OSR f or normal oper at i on.
The out put at OP2B- 12 swi t ches t o negative
sat urat i on ( about -7.5 V DC) i f t he anal og speed
signal applied t o OP2B-9 rises above t he over-
speed reference signal applied t o OP2B-8. Capaci-
t or C l l provi des a short d e l a y in coupl i ng the
negative signal from OP2B-12 t o OP1-5. This
del ay prevent s false oper at i on due t o spi kes and
noise signals, but per mi t s oper at i on due t o a true
overspeed.
A negative signal appl i ed t o OP1-5 r esul t s in
positive sat urat i on at OP1-2. This resul t s in turn
on of overspeed i ndi cat or LED2 on t he modul e
facepl at e and r emoves forward bias f r om OI-1.
Turn of f of OI-1 r emoves forward bi as f r om Q4
and Q3. Turn of f o f Q3 removes powe r from
overspeed relay OSR.
Drop out of OSR results in an overspeed alarm.
Exci t at i on t o the mai n generat or will be r emoved
and a penal t y br ake appl i cat i on will oc c ur if
t rack speed is not r educed bel ow t he over speed
trip poi nt within a t i med peri od of a bout 4 t o 6
seconds. The l ocomot i ve may be designed so t hat
t he penal t y br ake appl i cat i on will not oc c ur if a
service appl i cat i on has been applied bef or e the
t i me out peri od.
OVERSPEED TRI P TEST CI RCUI T,
TEST SWITCH SW1
A check of t he overspeed trip circuit ma y be
per f or med at st andst i l l or duri ng nor mal power
oper at i on.
The doubl e pol e, doubl e t hr ow, over speed test
swi t ch SWl is nor mal l y closed. Openi ng SW1
di sconnect s C11 f r om OP1-5 whi ch r emoves the
del ay in transferring t he out put signal from
OP2B-12 t o OP1-5. Openi ng SW1 also al l ows CI 0
t o assume a charge. When performi ng t he test at
standstill, t he charge on C10 is appl i ed from 12
t o 3 of DAI to OP3B-8. The out put signal at
OP3B-12 and the signal t o the radar s peedomet er
shoul d fol l ow the charge on C I0.
When performi ng the t est during nor mal power
operat i on, the radar speedomet er shoul d i ndi cat e
t rue track speed until the charge on C10 rises
above the radar anal og speed signal. The radar
s peedomet er shoul d t hen indicate an increasing
speed as t he charge on C l 0 increases.
The out put at OP3B-12 is also applied t o OP2B-9
where it is compar ed with the over speed refer-
ence signal at OP2B-8. The overspeed indicating
light LED2 will come on when t he signal at
OP2B-9 rises above t he overspeed r ef er ence signal
at OP2B-8. The overspeed trip poi nt can be
accurat el y det er mi ned by observing t he radar
s peedomet er i ndi cat i on when LED2 comes on. If
t he unit is not equi pped with a radar speedo-
met er, t he voltage bet ween recept acl es 12 posi t i ve
and 18 negative may be measured wi t h a digital
vol t met er. The vol t met er i ndi cat i on in volts, at
t he time LED2 comes on, mul t i pl i ed by 22. 5 is
t he overspeed trip poi nt in miles per hour . The
out put signal at OP3B-12 ret urns to zer o i mmedi -
at el y when SWl is r et ur ned t o nor mal duri ng a
standstill test. The out put signal at OP3B- 12
ret urns t o the radar analog speed signal value
i mmedi at el y when SWl is ret urned t o normal
during normal power operat i on.
RADAR TEST CI RCUI T, TEST SWITCH SW2
Closing radar test swi t ch SW2 applied +7. 5 V DC
t hrough recept acl e 3 t o t he radar t ranscei ver. This
results in a cal i brat ed square wave out put signal
of about 950 t o 1050 Hz from t he radar trans-
ceiver to recept acl e 28 of the RS modul e.
This square wave signal is processed by t he
frequency-t o-vol t age convert er, Fig. RS-2 t o pro-
vide an analog speed signal of about +2. 35 V DC
at OP3B-12. This represent s a t r ack speed of
about 50 t o 55 miles per hour. This anal og signal
is applied t hrough buf f er amplifier OP4 t o the
radar speedomet er . Ther ef or e the r adar speedo-
met er i ndi cat i on shoul d rise t o about 50 t o 55
miles per hour. If t he uni t is not equi pped wi t h a
radar speedomet er , a digital vol t met er may be
used t o measure about +2. 35 V DC bet ween
facepl at e t est poi nt s 12 positive and 18 negative.
This provides a funct i onal check o f t he radar
7F-RS6 45S379
transceiver, the frequency-to-voltage converter,
and the radar speedometer.
The analog out put signal from OP3B-12 is also
applied to 7 of the > 40 mph comparator CPIA.
Section 7F-RS15
The >40 mph indicator LED I on the module
faceplate should come on when the out put signal
from OP3B-12 rises above +1.77 V DC (indica-
tion of radar speedometer rises above 40 miles
per hour).
4~$379 7F-RS7
ELECTRO-MOTIVE
LOCOMOTI VE
SERVICE MANUAL
S E CT I ON
8
I NSPECTI ON AND REPLACEMENT OF
CONTACT TI PS FOR CONT ACT ORS AND
MOTOR OPERATED TRANSFER SWI TCH
MA I N T E N A N C E OF C ON T A C T
T I P S - GE N E R A L
Onl y skilled personnel familiar wi ' h electrical
equi pment and the hazard involved should be
per mi t t ed t o service cont act or s and transfer
swi t ches. All safet y pr ecaut i ons must be observed.
Mi ni mum mai nt enance is required t o keep t he
swi t chgear in serviceable condi t i on. Moving me-
chani cal parts should be free from excess friction
and shoul d also be checked f or excessive wear.
The beari ng surfaces are designed t o operate with-
out l ubri cat i on. Do not oil or grease at any time.
Main cont act and arc chut e parts are normally
oxi di zed and smoked from regular service. Ot her
part s shoul d not show visible damage from high
t emper at ur es.
Cont act tips used on all EMD swi t chgear are made
of al l oy material. The cont act i ng surfaces of t hese
al l oy t i ps take on irregularities during the first f ew
oper at i ng cycles. It is during this initial operat i on
t hat t he maj or i t y of cont act wear occurs. The
di scol or at i on on the surfaces of the cont act tips,
whi ch results from r epeat ed cycling, does not
af f ect cont act operat i on.
ALLOY CONTACTS WILL OPERATE SATISFAC-
TORI LY EVEN THOUGH BLACKENED, PITTED,
AND ERODED. DO NOT CLEAN, DRESS, OR
FI LE CONTACT SURFACES. REPLACE CON-
TACTS WHEN ANY PORTI ON OF THE ALLOY
MATERI AL IS WORN TO THE BASE METAL.
The cont act or must be kept clean, connect i ons
tight, and i nspect ed and serviced at intervals as
speci fi ed in t he Schedul ed Mai nt enance Program.
S A F E T Y P R E C A U T I O N S
The fol l owi ng safet y consi derat i ons shoul d al ways
be carefully observed in the appl i cat i on, opera-
tion, and servicing of t he equi pment .
. ELECTRI CAL RATI NGS of the equi pment are
values t hat shoul d be consi dered t o be EX-
TREMELY DANGEROUS t o personnel .
2. EQUI PMENT SHOULD ALWAYS BE COM-
P L E T E L Y DE - E NE RGI Z E D BE F ORE
HANDL I NG OR P E RF ORMI NG ANY
SERVI CE OPERATI ONS. De-energizing t he
operat i ng coi