SDL50 Service Manual

SDL50
LOCOMOTIVE SERVICE MANUAL
Third Edition
July, 2005
Electro-Motive Diesel, Inc.

La Grange, Illinois 60525 USA
Telephone: 708-387-6000
To order this publication in printed form, please use part number S00090EP.
To order this publication on a CD, please use part number S00090ED.
Third Edition July 2005
©Copyright 2005
Electro-Motive Diesel, Inc. All rights reserved. Neither this document, nor any part thereof,
may be reprinted without the expressed written consent of Electro-Motive. Contact EMD
Customer Publications Office.
0
Contents of Manual
HEADING PAGE
PREFACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . V
FOREWORD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . V
SERVICE DATA PAGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . V
METRIC MEASUREMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . V
METRIC CONVERSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VII
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . XI
GENERAL DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . XI
GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . XIV
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . XIV
LOCOMOTIVE OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . XIV
(See Contents on pages listed below.)
SECTION 1. ENGINE START / STOP CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

SECTION 2. FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
SECTION 3. LUBRICATING OIL SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
SECTION 4. ENGINE COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
SECTION 5. CENTRAL AIR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
SECTION 6. COMPRESSED AIR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
SECTION 7. ELECTRICAL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
SECTION 8. LOAD TEST & HORSEPOWER STANDARDIZATION . . . . . . . . . . . . . . 8-1
SECTION 9. HIGH POTENTIAL TESTS FOR LOCOMOTIVES IN SERVICE . . . . . . . 9-1
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1
OPERATING FUNCTIONS AT MODULE TEST POINTS . . . . . . . . . . . . . . . . . . . . . . . . . .10A-1
ELECTRICAL QUALIFICATIONS AT STANDSTILL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10B-1
TROUBLESHOOTING OUTLINES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10C-1
TABLE OF CONTENTS 3
4 SDL50 LOCOMOTIVE SERVICE MANUAL
PREFACE
FOREWORD
This locomotive service manual (LSM) familiarizes the reader with basic
SDL50 locomotive equipment and requested extras.
This manual also provides instructions for electrical and mechanical
maintenance that can be performed on the locomotive. Although minor
variations are possible, the equipment selected for coverage has been
chosen as representative of this particular model.
Information concerning maintenance that would require deep involvement
with component repair, or for rework that would involve the use of bench
apparatus, is available in the standard Maintenance Instruction format, or
in vendor publications.
The Engine Maintenance Manual provides maintenance information
involving the diesel engine and its auxiliary equipment.
SERVICE DATA PAGES

Service Data pages, included at the back of some sections of this LSM,
may provide the following information:
1. Reference to applicable Maintenance Instructions and technical
manuals.
2. Reference to applicable tool and testing apparatus numbers.
3. Specific system values for operation or testing.
METRIC MEASUREMENT
As standard systems of measurement, both Metric and U.S. Units are
periodically used in this Manual. A conversion table, which follows, can
be used to convert from one system to the other.
PREFACE 5
METRIC CONVERSION

GENERAL INFORMATION
GENERAL DATA
LOCOMOTIVE
Model Designation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SDL50
Type. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (C-C) 0660
Nominal Traction HP Rating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3500
Nominal Brake HP Rating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3764
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMD Model 16-645F3B
Type. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-Stroke Turbocharged Diesel
Number of Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Cylinder Arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 deg. “V”
Cylinder Bore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 230.19 mm (9 1/16 in)
Cylinder Stroke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .254 mm (10 in)
Operating Principle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Stroke Cycle
Full Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 904 RPM
Low Idle Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 235 RPM
Idle Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 300 RPM
MAIN GENERATOR ASSEMBLY. . . . . . . . . . . . . . . . . . . . . EMD Model AR10JBA/CA6A
TRACTION ALTERNATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMD Model AR10JBA
Nominal Rectified Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1300 VDC
Maximum Continuous Current Rating . . . . . . . . . . . . . . . . . . . . . . . . . 4200 Amperes
COMPANION ALTERNATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMD Model CA6A
Nominal Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 230 VAC
Frequency (at 900 RPM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120 Hz
AC AUXILIARY GENERATOR
Nominal Voltage Rectified . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74 VDC
Rating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 kW
TRACTION MOTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMD Model D78
Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DC, Series Wound, Axle Hung,
Ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Forced Air
Maximum Continuous Current . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1010 Amperes
TRUCKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMD Model GC
Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Gear Ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57:20
Track Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4’ 8-1/2” (1435 mm)
DRIVING WHEELS
Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Pair/Truck
Diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 016 mm (40 inches)
BRAKE RIGGING
Type . . . . . . . . . . . . . . . . . . . . . . . Single Brake Shoe w/ Manual Pin Type Slack Adj.
Shoe Material . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cast Iron
Number of Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4/ Truck
GENERAL INFORMATION 7
SPEED LIMITATIONS km/h MPH
Maximum Speed (Based on Traction Motor Limit). . . . . . . . . . . . . . . . . . . 160 100
Minimum Continuous Speed (on New Wheels) . . . . . . . . . . . . . . . . . . . . 34.2 21.4
MINIMUM CURVE
Single Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 m (262.47 Ft.)
Multiple Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120 m (393.70 Ft.)
AIR SYSTEM EQUIPMENT
Compressor
Gardner Denver Model . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WLNA9AP
Number of Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Air Displacement at 950 RPM. . . . . . . . . . . . . . . . . . . . . . . . . . . 7.6 m3 (268 ft.3)/min.
Pressure Settings kPa PSI
High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 827 120
Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 758 110
Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 965 140
Brake System Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26L
ELECTRICAL STORAGE BATTERIES
Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lead-Acid
Potential . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64 V
Rated 8-Hour Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 440 Amp-Hours
SUPPLIES/ CAPACITY
Liquids Liter U.S. Gal
Engine Lube Oil Pan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 920 243
Fuel Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9850 2600
Cooling System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 993 262.5
Other
Sand Boxes (May NOT be Applied to all locomotives) . . . . . . . . . . 1.6 cu. m. 56 cu. ft.
MAJOR DIMENSIONS Meters Feet

Height, Top of Rail to
Top of Exhaust Stack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.41 17.76
Width over Handrail Supports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.13 10.26
Distance between Coupler Pulling Faces . . . . . . . . . . . . . . . . . . . . . . . . 19.04 62.50
LOCOMOTIVE WEIGHT
Maximum Loaded Weight on Rail . . . . . . . . . . .128 300 ±1588 kg (282,600 ±3,500 Lbs.)
Weight on Drivers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100%

APPROXIMATE COMPONENT WEIGHTS
The weight information listed below is approximate, and is intended to

aid handling procedure set up.
Component kg. (Lbs.)

16-645F3B Diesel Engine . . . . . . . . . . . . . . . . . . . 16 670 (36 800)
Starter Motor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 (78)
Starter Motor Bracket . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 (58)
Engine Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 (110)
Turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 816 (1800)
Main Generator Assembly . . . . . . . . . . . . . . . . . . 7 326 (16 150)
Auxiliary Generator and Blower Assembly . . . . . . . 601 (1 326)
Inertial Air Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . 272 (600)
Inertial Filter Hatch (Less Filters) . . . . . . . . . . . . . . . . . . 227 (500)
Fuel Tank (empty) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2858 (6300)
Truck Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 946 (57 200)
Traction Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 744 (6 050)
Axle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 635 (1 400)
Wheel, 1016 mm (40 in.) . . . . . . . . . . . . . . . . . . . . . . . . 490 (1 080)
Gear (57 Tooth) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167 (368)
Air Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 907 (2 000)
Air Compressor Drive Shaft Assembly . . . . . . . . . . . . . . . . 43 (95)
Air Compressor Coupling . . . . . . . . . . . . . . . . . . . . . . . . . . 20 (44)
Lube Oil Cooler Housing . . . . . . . . . . . . . . . . . . . . . . . . . 383 (845)
Lube Oil Filter (Element) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 (5)
Fuel Pump Assembly Housing . . . . . . . . . . . . . . . . . . . . . . . . 3 (6)
Fuel Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 (60)
Temperature Switch Manifold . . . . . . . . . . . . . . . . . . . . . . . . 9 (20)
Load Regulator Vane Motor . . . . . . . . . . . . . . . . . . . . . . . . 17 (38)
Radiator Fan Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . 386 (850)
Radiator Core . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147 (325)
Storage Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107 (235)
SCR (Generator Excitation) . . . . . . . . . . . . . . . . . . . . . . . . 19 (41)
GENERAL DESCRIPTION
INTRODUCTION
Figure 0-1, page 12, illustrates general arrangement of the Electro-
Motive Diesel, Inc. Model SDL50 locomotive. Major locomotive
components are labeled on the illustration, and are named on the
facing page.
The SDL50 is a 3500 horsepower (nominal) diesel-electric locomotive
intended for general service. It is equipped with a 16-cylinder
turbocharged diesel engine, which can develops greater than 3700
horsepower when mechanical or electrical limitations are not present.
The main generator converts the engine’s mechanical energy into
electricity that is distributed through the high voltage cabinet to the
traction motors. Each traction motor is directly geared to an axle. The
traction motor-to-wheel gear ratio determines locomotive maximum
operating speed. This locomotive has 57:20 gearing between traction
motors and axles, and its top speed is 160 km/h (100 MPH).
LOCOMOTIVE OPERATION
Storage batteries provide the energy required to start the diesel engine.
The engine start switch controls battery power to the starting motor
solenoid, which is mounted at the lower rear right hand side of the
engine (left side of locomotive). The electrical solenoid engages the
starting motor pinion with the engine ring gear. When the pinion is
engaged, battery power is applied to the starting motor to crank the
diesel engine.
Before starting the diesel engine, the operator turns the engine start
switch lever to FUEL PRIME position. This applies battery power to
the fuel pump. The fuel pump moves fuel from the fuel tank,
pressurizing the injector system with fuel. The operator then positions
the injector racks, and turns the engine start switch lever to ENGINE
START position, causing the engine to crank and the cylinders to fire.
With the engine running, the auxiliary generator supplies power
directly to the fuel pump motor.
The diesel engine is the prime source of locomotive power. When the
engine runs, it rotates the electrical generators and associated cooling
fans, a multi-cylinder air compressor, a traction motor blower, and the
water and lube oil pumps. In order to perform their individual
functions, these engine-driven components convert engine power to
other forms of energy.
1. The diesel engine drives the traction alternator. The traction
alternator, rotating at engine speed, generates AC power. The main
generator rectifier banks convert the AC traction alternator output
to DC power. The DC output of the rectifier banks powers the
traction motors.
2. The companion alternator (also known as excitation alternator) is
physically coupled to the traction alternator. It supplies current to
excite the traction alternator field, and powers the radiator cooling
fans, the inertial filter blower, and various transductors and control
devices.

3. The engine gear train drives the auxiliary generator at three times
engine speed. The auxiliary generator provides DC output for
companion alternator excitation, as well as supplying 74 VDC
power for control system circuits, locomotive lighting, and battery
charging.
4. A shaft that is coupled to the engine drives the air compressor. The
compressor supplies the air pressure necessary for operating the
pneumatic brake system and other pneumatic devices such as
windshield wipers and the horn.
5. The engine gear train drives the centrifugal water pumps which
circulate coolant through the engine and associated cooling
system.
6. The lube oil pumps are also driven by the engine gear train. They
supply lubricating oil to critical operating surfaces throughout the
engine.
The traction alternator supplies electrical energy to the high voltage
control cabinet. This cabinet establishes the distribution of power to
the traction motors by means of its internal switchgear. The switchgear
(power contactors, relays, switches) directs the flow of power as
dictated by control circuits. The control circuits operate at low voltage
(74 VDC), and incorporate devices that respond to the operating
controls in the cab, as well as to operating conditions.
An important part of the locomotive control system involves the
interrelated throttle, governor, and load regulator functions. The
engine governor maintains the engine speed set by the throttle. It does
so by positioning the injector racks, which controls the amount of fuel
supplied to the cylinders. Operating conditions frequently vary,
thereby varying main generator/ engine loading. When engine loading
or power output changes for reasons other than control setting
changes, the load regulator compensates by adjusting engine fueling
rate and generator excitation. This balances main generator loading
with available engine power.
As the operator advances the throttle, the control system increases
engine fueling and traction alternator excitation. Increased traction
alternator excitation increases traction motor power. Consequently,
locomotive power, as well as engine speed, increases progressively
with each higher throttle setting.
Many control and protective circuits consist of solid state electronic
components mounted on printed circuit boards. The circuit boards are
constructed as plug-in modules for easier servicing. They monitor and
control critical functions in the locomotive power system.
The locomotive has six DC traction motors. Three are incorporated in
each of the two trucks that support the locomotive underframe. Each
traction motor is geared directly to the axle to which it mounts.
The trucks are free to rotate under the locomotive, enabling it to
follow curves in the track without derailing. As the locomotive travels,
the trucks absorb mechanical shocks while maintaining wheel-to-rail
traction.
GI41648
Ref. 9566443
Figure 0-1. SDL50 Locomotive - Typical General Arrangement (See key on next page.)

Key for Figure 0-1
1. Coupler 30. Inertial Air Filters
2. Handbrake Lever 31. Exhaust Stack
3. Headlights 32. Turbocharger

4. Horn 33. Dynamic Brake Fans
5. Air Conditioner 34. Exhaust Manifold
6. Dust Bin Blower Air Discharge 35. Diesel Engine Governor

7. Inertial Filter Air Inlet 36. Engine Radiator Cooling Fans
8. Dynamic Brake Grids 37. Engine Coolant Water Tank
9. Handrail (underframe mounted) 38. Primary Fuel Filter

10. Engineroom Vent 39. Engine Cooling Radiators
11. Cooling System Air Inlet 40. Air Compressor
12. Ladder (Roof Access) 41. Draft Gear
13. Journal Boxes 42. Lube Oil Filter
14. Brake Shoes 43. Lube Oil Cooler
15. Fuel Tank 44. Fuel Pump
16. Main Air Reservoir 45. Lube Oil Strainer
17. Traction Motor Cooling Air Duct 46. Engine
18. Electrical Control Cabinet 47. Engine Starting Motors
19. Electrical Cabinet Air Filters 48. Auxiliary Generator

20. Locomotive Air Brake Cylinder 49. Main Generator/ Companion Alternator
21. Jacking Pads 50. Generator/ Alternator Blower
22. Wheels 51. Traction Motor Blower

23. Crossing Bell 52. Cab Heater
24. Battery Access 53. Traction Motors
25. Air Brake Equipment Access 54. GC Type Trucks

26. Cab door 55. Number Lights
27. Clean Air Compartment Access 56. Engine Access Doors
28. Diesel Engine Air Filter 57. Engine Oil Pan

29. Dust Bin Blower
ELECTRICAL REFERENCE DESIGNATOR DEFINITIONS
In the following list, electrical reference designators appear in alphanumeric
order. A dash (-) within a designator indicates a place for a numeral or a letter.
This list is general - any given designator on the list may not be applicable to the
locomotive(s) covered by this manual.
AC Alternating Current ENGINE STOP

Engine Stop Switch
ALT Traction Alternator
EL -- Excitation Limit Module
AMM Ammeter
ELT -- Excitation Limit Transductor
AN -- Annunciator Module
EQP Equipment Protection Relay
AV Engine Speed Assembly Solenoid
ER Engine Run Relay
AXLE TRANS
Axle Transmitter ETS Engine Temperature Switch
BATT Storage Battery (64 VDC) FC -- Fan Contactor

BC-ASM FCT -- Field Current Transductor
Battery Charging Assembly
FOR Directional Relay Forward
BKS Dynamic Brake Handle
Roller Switch FP Fuel Pump
BV Engine Speed Solenoid FP -- Feedback and Performance Module
FPC Fuel Pump Contactor
CA -- Capacitor FPCR Fuel Pump Control Relay
CB -- Circuit Breaker FP/ES Fuel Prime/Engine Start Switch
CCS Compressor Control Switch FPR Fuel Pump Relay
CDR Contactor Delay Relay FTX Forward Transition Auxiliary Relay
CONT/FP FVS Filter Vacuum Switch
Control and Fuel Pump Switch
COR Motor Cut-Out Relay
GEN AUX
CV Engine Speed Solenoid Auxiliary Generator
CR -- Rectifier GEN MAIN
Traction Alternator
CURR REG
Speed Recorder Current Regulator GFA Generator Field Auxiliary Contactor
DP Dynamic Brake Protection Module GFC Generator Field Contactor
DR Dynamic Brake Regulator Module GFD Generator Field Delay Contactor
GFX Generator Field Auxiliary Relay
DV Engine Speed Solenoid GOV Governor
GPT -- Generator Potential Transformer
EFCO Emergency Fuel Cut-Out Switch
GR Ground Relay
DESIGNATOR DEFINITIONS - Continued
GR CO RBL-- Radiator Blower Motor

Ground Relay Cut-Out Switch
RC -- Rate Control Module
GR RLY RESET
Ground Relay Reset Switch RE -- Resistor
GV -- Generator Voltage Reg. Module REC Receptacle
GX -- Generator Excitation Reg. Module RER Directional Relay Reverse
RH -- Rheostat
IS Isolation Switch RHS Reverser Handle Switch
RHS Remote Headlight Switch
LR Load Regulator
RV -- Forward/Reverse Transfer Switch
LT -- Light
RV -- (MCO)
Motor Cut-Out Solenoid
MCOX RVF Direction Transfer Switch Forward
Motor Cut-Out Auxiliary Relay Relay
MR Motoring Relay
MRA Auxiliary Motoring Relay SCR Silicone Controlled Rectifier
MTR Motor SE -- Sensor Module
MV-CC Compressor Control Magnet Valve SEL SW MCO
Selector Switch, Motor Cut Out
MV-DBI Dynamic Brake Interrupt
Magnet Valve SM - Starting Motor
MV-OS S-- Series Traction Motor
Overspeed Magnet Valve Power Contactors
MV-SH SP REC
Radiator Shutters Magnet Valve Speed Recorder
ST Starting Contactor
NIR Normal Idle Relay STA Starting Auxiliary Contactor
NVR No Voltage Relay (A.C.) SW -- Switch
ORS Overriding Solenoid T -- Transformer

OSR Overspeed Relay TA Cooling Fan Control Temp. Switch
OSRA Overspeed Relay Auxiliary TB Cooling Fan Control Temp. Switch
P -- Parallel Power Contactor TB -- Terminal Board
PCR Pneumatic Control Relay TC Cooling Fan Control Temp. Switch
PCS Pneumatic Control Switch TDR Transition Delay Relay
PR Parallel Relay TH -- Throttle Response Module
PRA Parallel Auxiliary Relay THL Throttle Limit Relay

DESIGNATOR DEFINITIONS - Continued
THS Throttle Handle Switch

TLP Turbo Lube Pump
TLPC Turbo Lube Pump Contactor
TLPR Turbo Lube Pump Relay
TLTD Turbo Lube Time Delay Relay
TM -- Traction Motor
TR Transition Module
TSR Transfer Switch Relay
V Voltmeter
VPS Vacuum Brake Pipe Switch
VR -- Voltage Regulator Module
WD Wheel Delay Relay

WL Wheel Slip Light Relay
WS10 --Wheel Slip Module
WS -- Wheel Slip Relay
WST --
Wheel Slip Transductor
SECTION 1. ENGINE START / STOP CONTROL
Contents of Section
HEADING PAGE
ENGINE CONTROL - GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
ENGINE STARTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
DIESEL ENGINE STARTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
PRESTART INSPECTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5
ENGINE STARTING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6
ENGINE STARTING MOTOR MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-8
ENGINE STOPPING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-8
SERVICE DATA - ENGINE CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-9
REFERENCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-9
ENGINE START / STOP 1-1

Modify Old Art No. ES40607
Figure “A”
New Art No. ES41533

Ref, WD04319 Sheet 23
Figure 1-1. Diesel Engine Starting Circuit, Simplified Schematic, Typical
1-2 SDL50 LOCOMOTIVE SERVICE MANUAL

ENGINE CONTROL - GENERAL
This section of the manual covers diesel engine starting and stopping.
Table 7-1, page 7-112, and Table 7-3, page 7-113, illustrate diesel
engine speed control.
ENGINE STARTING
The diesel engine is equipped with electric starting motors SM1 and
SM2, which, when energized, engage the engine ring gear and crank
the engine. Figure 1-1, page 1-2, illustrates the diesel engine starting
circuit.
With locomotive control circuits properly set up for engine starting,
fuel pump contactor FPC is picked up, no voltage relay NVR is
dropped out, the isolation switch is in START/STOP/ISOLATE, and the
engine RUN/STOP toggle switch is in RUN. When the FUEL PRIME/
ENGINE START switch is turned to FUEL PRIME position, battery
power energizes fuel pump contactor FPC. FPC 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, located above the engine mounted fuel filters.
Engine starting contactor STA picks up when the FUEL PRIME/
ENGINE START switch is turned to and held in the ENGINE START
position. STA contacts then close, and current flows through starting
motor pickup coils PU and HOLD coils. PU coil electrical resistance is
low; HOLD coil electrical resistance is high. Current to drive the
solenoid plungers flows through the PU coils and through the low
resistance of the starting motor.
The solenoid plungers drive the pinion gears to engage with the engine
ring gear. When engagement is complete, SM contacts operated by the
solenoid plungers close to complete the circuits to the operating coils
of main starting contactors STs. ST contacts close to directly connect
the starting motors across the locomotive battery in parallel. The
starting motors crank the engine.
When ST contacts close and STA contacts remain closed, the PU
pickup coils are effectively shorted out; no more current flows through
them. There is sufficient current in the HOLD coils to keep the starting
motor pinions engaged with the engine ring gear.
After the engine has started and the spring loaded FUEL PRIME/
ENGINE START switch is released, contactor STA drops out. This
opens the circuit to the ST coil. As the solenoid plungers are driven
out, the SM contacts also open.
As AC from the companion alternator builds up, no-voltage relay NVR
picks up. This opens the circuit to the STA operating coil, and prevents
starting attempts when the engine is running.
Diesel Engine Starting
Note: Before attempting to start a new engine, or an engine that has
been overhauled, or an engine that has been shut down for more
than 48 hours, perform the Prelubrication procedure outlined in
this manual starting on page 3-14.

Perform Prestart Inspections, page 1-5, before attempting to start the
diesel engine.
Modify
Figure 2-22
CT41169
(from Saudi LOM)
New # ES41536
1. AC Cabinet
2. Primary Fuel Filter Bypass Gauge
3. Manual Shutter Control Valve
4. Water Level Instruction Plate
5. Lube Oil Pressure Gauge
6. Water Level Sight Glass
7. Fuel Prime/ Engine Start Switch (FP/ES)
8. Load Regulator
9. Water Filler
10. Air Pressure Gauge
11. Water Tank Overflow
12. Water Temperature Gauge
13. Governor
14. Injector Control Lever (Layshaft)
15. Water Pump
16. Low Water & Crankcase Pressure Detector
Figure 1-2. Engineroom Equipment

Prestart Inspections
Opening long hood right side access doors reveals engine start station
equipment. Figure 1-2, page 1-4, illustrates equipment arrangement.
1. Verify that air compressor has adequate lube oil. Add oil if
required.
2. Check water level. It should be near FULL (ENGINE DEAD) mark
on water level instruction plate. If more water is required, refer to
Section 4 of this manual.
3. Refering to Figure 1-3, below, make certain that diesel engine
overspeed mechanism is set.
4. Make certain that governor low oil pressure trip plunger is set, and
that oil is visible in governor sight glass.
5. Verify that crankcase pressure detector and low water pressure
detector reset buttons are set (pressed in), Figure 1-4, page 1-6. If
either protrudes, press and hold it for 5 seconds immediately after
engine starts.
6. Make certain that engine top deck, air box, and oil pan inspection
covers are in place, and are securely closed.
7. Make sure that engine oil level gauge (dipstick) is coated with oil.
Note: Properly filled lube oil system coats dipstick above FULL mark
when engine is stopped. To obtain accurate check, recheck level
when engine is idling, and at normal operating temperature.
To Reset
Overspeed
Tripped
F29233
1. Low Oil Plunger (Push In To Set)

2. Low Oil Level Sight Glass F29233
Figure 1-3. Governor Trip Plunger and Engine Overspeed Trip Reset Lever

1
F30066
4
3
1. Low Water Reset

2. Crankcase Pressure Reset
3. Test Cock
4. Vent And Test Fitting
F30066
Figure 1-4. Low Water and Crankcase Pressure Detector
Engine Starting Procedure

Start the diesel engine as follows:
Note: If engine temperature is below 10°×C (50××°F), preheat engine
before attempting to start the diesel engine.
1. Check oil level in strainer housing. If necessary, add oil until it
overflows into oil pan. It is not necessary to check strainer
housing, unless gauge is empty.
2. Open cylinder test valves, and bar over engine for at least one
revolution. Check for leakage from test valves. When conditions
are satisfactory, close test valves.
Note: EMD strongly recommends that Step 2 (above) be adopted as
standard operating practice. If fluid discharge is observed from
any cylinder, find cause and make necessary repair. This
practice should apply particularly to engines that are
approaching scheduled overhaul after several years of service,
or engines that have had a history of water or fuel leaks.
3. In electrical control cabinet fuse and switch compartment,
Figure 1-5, page 1-7, verify that main battery switch, and auxiliary
generator circuit breaker are CLOSED. Make sure starting fuse is
in good condition, and is rated 800 Amperes.
CT41177 From Saudi lom
Figure 1-5. Electrical Control Cabinet (Upper-Half)
4. At circuit breaker panel (Figure 1-5) set all black area circuit
breakers ON. Make certain that GROUND RELAY CUTOUT switch
is sealed in CLOSED position.
5. At engine control panel (Figure 1-5) set Isolation switch at START/
STOP/ ISOLATE.
6. At operator's control stand, set GEN. FIELD and ENG RUN
switches OFF (down); and set CONTROL & FUEL PUMP switch
ON (up).
7. At engine start station (Figure 1-2, page 1-4) momentarily turn
FUEL PRIME/ ENGINE START switch to PRIME to start turbo lube
oil pump.
8. Remove rear oil pan handhole cover, and open top deck covers. To
check turbo lube pump operation, observe lube oil flow at
camshaft gear train.
Note: Observe camshaft bearings. If lube oil flows from bearings when
turbo lube pump is running and engine is shut down, turbo filter
outlet check valve is defective. Refer to Engine Maintenance
Manual.
9. Replace and securely close handhole cover and engine top deck
covers.
10. Turn FUEL PRIME/ ENGINE START switch to PRIME until fuel
flows clear and free of bubbles in return fuel sight glass
(approximately 10 to 15 seconds). (See Figure 2-6, page 2-8.)

11. While holding layshaft (injector control lever) in one-third rack
position, turn FUEL PRIME/ ENGINE START switch to ENGINE
START. (Starter motors crank engine.)
CAUTION
Do not crank engine for more than 20 seconds. If engine fails to
start after 20 seconds have elapsed, release FUEL PRIME/
ENGINE START switch. Allow 2 minutes for starter cooling
before attempting another start. Do not “inch” engine with
starter.
12. When engine comes up to IDLE speed, release layshaft. Do not
advance layshaft to increase speed before confirming oil pressure.
Note: Before applying load, allow engine water inlet temperature to reach
at least 49°C (120°F) at IDLE.
13. After engine starts, check low water pressure detector reset button.
If tripped, depress button to reset detector. If detector is not reset,
engine shuts down after short time delay.
Note: If detector is difficult to reset after engine starts, confirm oil
pressure. Momentarily position layshaft to increase the engine
speed, and then press the reset button.
14. With engine running at normal operating temperature, check for
following (correct as required):
A. Coolant level should be near FULL (ENGINE RUNNING) mark
on water level instruction plate.
B. Engine lube oil level should be near FULL mark on oil level
gauge (dipstick).
C. Governor oil level should be satisfactory.
D. Compressor lube oil level should be sufficient.
Engine Starting Motor Maintenance
Perform maintenance indicated in the Scheduled Maintenance
Program when checks are being made on the motor.
1. Clean brush holder and commutator area. Remove most accessible
brush inspection plugs from motor assembly and direct high
pressure air at one opening to drive foreign matter out of other
opening. Use only dry air. Reinstall and secure inspection plugs.
2. Saturate oil reservoirs and wicks at bearing positions located at
front and rear of motor assembly. Use only SAE No. 10 oil.
3. While manually pressing pinion away from ring gear, oil
overrunning drive spline. Use only SAE No. 10 oil.
ENGINE STOPPING
Moving the throttle handle to STOP position energizes trainline T3,
picks up governor valve DV, and drops out governor valves AV, BV, and
CV, bringing the fuel racks on the unit, and on all units in consist
(tandem) to the no-fuel position, which stops all the diesel engines.
For other engine stop methods, see ENGINE STOP PUSHBUTTON
SWITCH, page 2-10, and FUEL PUMP CIRCUIT, page 2-10.

SERVICE DATA - ENGINE CONTROL
References
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ENGINE MAINTENANCE MANUAL
GOVERNOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ENGINE MAINTENANCE MANUAL
LOW WATER AND CRANKCASE PRESSURE DETECTOR . . . . . . . . . . . . .ENGINE MAINTENANCE MANUAL
STARTING MOTOR AND SOLENOID . . . . . . . . . . . . . . . . . . . . . . . . . . . .ENGINE MAINTENANCE MANUAL

SECTION 2. FUEL SYSTEM
CONTENTS OF SECTION
HEADING PAGE
FUEL SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
FUEL SUCTION STRAINER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
STRAINER CLEANING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
FUEL PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
FUEL PUMP MOTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
FUEL PUMP/ FUEL PUMP MOTOR MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
PRIMARY FUEL FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
PRIMARY FUEL FILTER CLEANING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
PRIMARY FUEL FILTER BYPASS VALVE AND GAUGE . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
ENGINE MOUNTED FUEL FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
FUEL SIGHT GLASSES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
ENGINE MOUNTED FILTERS MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
FUEL TANK ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
DRAINING CONDENSATE FROM THE FUEL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
ENGINE STOP PUSHBUTTON SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10
FUEL PUMP CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10
SERVICE DATA - FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
REFERENCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
FUEL SYSTEM 2-1

FUEL SYSTEM DESCRIPTION
Figure 2-1, below, illustrates the fuel oil system.
The motor-driven, positive displacement fuel pump draws fuel from the
storage tank through a suction strainer, then forces it through the primary
fuel filter, engine-mounted double element filters, and the fuel supply
manifolds. The fuel supply manifolds, extending along both banks of the
engine, supply fuel to the fuel injectors.
The fuel pump delivers more fuel to the injectors than is required for
combustion in the cylinders. The excess fuel cools and lubricates the
injector components, flows through the fuel return manifold, passes
through the return fuel sight glass, then returns to the fuel tank. At the
inlet to the return fuel sight glass, a 35 kPa (5 psi) relief valve maintains
back pressure on the fuel system. This minimizes the possibility of vapor
lock, thereby ensuring a positive fuel supply to the injectors.
New - FU40291
Figure 2-1. Fuel Oil System
FUEL SUCTION STRAINER

Clean and inspect the fuel suction strainer, Figure 2-2, at the intervals
suggested in the Scheduled Maintenance Program, or at shorter intervals
if operating conditions warrant.
FUEL SYSTEM 2-3

Figure 2-2. Fuel Suction Strainer, Exploded View
Strainer Cleaning Procedure

1. Stop the diesel engine, then switch the FUEL PUMP circuit breaker
Off.
2. Remove the bolts holding the strainer shell to the strainer cover,
then remove the shell and the strainer from the cover. To prevent
loss, thread the bolts with washers into the threaded openings in
strainer shell.
3. Withdraw the mesh strainer element, then discard the oil and
sediment held in the strainer shell.
4. Clean the element in clean fuel oil, using a brush and a round
wooden dowel. Spread the element pleats with the dowel and clean
them with the brush.
CAUTION
Chlorinated hydrocarbon solvents and temperatures above 82° C
(180° F) may damage strainer element-to-end caps bonding.
5. Clean the shell with fuel oil, then wipe it clean. Note that the
spring in the bottom is spot welded to the shell.
6. Inspect the housing-to-cover O-ring. Replace it with a new ring if
necessary.
7. Place the cleaned strainer element in the shell, then reapply the
shell to the strainer cover. After making certain that the O-ring is
properly seated, tighten the shell firmly into place.

FUEL PUMP
The motor-driven, internal-gear fuel pump, Figure 2-3 below, mounts on
the equipment rack. During engine fuel priming and starting operations,
battery power drives the pump motor. Once the engine is running,
auxiliary generator power drives the pump motor.
As the motor rotates the pump shaft, rotor and idler teeth spread apart
from each other, drawing in fuel. As the rotor and idler continue to rotate,
fuel trapped in the spaces between rotor and idler teeth is carried to the
outlet side of the pump. Here the rotor and idler teeth mesh, forcing fuel
from between the rotor and idler teeth out through the discharge port.
Figure 2-3. Fuel Pump Cross Section
FUEL PUMP MOTOR

The fuel pump is driven by a DC motor. Locomotive battery power runs
the motor during fuel priming; the auxiliary generator does so after the
diesel engine starts. In order to power the motor, the Fuel Pump circuit
breaker must be closed and the FPC contactor must be picked up.
FUEL PUMP/ FUEL PUMP MOTOR MAINTENANCE

If the fuel pump and motor are operating satisfactorily, normally they
should not require maintenance. However, the motor and pump should be
maintained in accordance with the Maintenance Instructions listed on the
Service Data page. Perform maintenance at the intervals stipulated in the
Scheduled Maintenance Program.
CAUTION
When washing the engine room, be extremely careful - do not allow
water to splash or drip onto the fuel pump motor. Water entering the
fuel pump motor can cause an electrical short circuit.
FUEL SYSTEM 2-5

PRIMARY FUEL FILTER
The primary filter mounts on the equipment rack. It is in the fuel line
between the fuel pump and the engine. Change the pleated paper element
at the intervals outlined in the Scheduled Maintenance Program, or at
shorter intervals if operating conditions warrant.
Figure 2-4. Primary Fuel Filter

Primary Fuel Filter Cleaning Procedure
1. Stop diesel engine, and turn Isolation switch to ISOLATE.
2. Before opening filter drain valve (plug), set up empty container to
catch drained fuel. Container should hold at least 19 litres (5 gal.).
3. Note: System pressure may cause fuel to spurt out if drain or filter
cover is opened too soon after engine shutdown.
Loosen filter cover plate retaining nuts. Twist and remove cover.
Withdraw and discard filter element.
4. In order to wash out sediment that may be held at bases of filter
housings, start fuel flow by briefly turning FUEL PRIME/
ENGINE START switch to FUEL PRIME.
5. Insert new filter elements into housings. Be careful not to damage
lower seal on filter elements.
6. Inspect filter housing cover gaskets, and replace them with new
gaskets if necessary.
7. Reinstall housing cover, and firmly tighten retaining bolts.
8. Close filter drains.
9. Hold FUEL PRIME/ ENGINE START switch in FUEL PRIME
position, until fuel runs free and clear of bubbles in return fuel
sight glass. Check for leakage at drains, and at housing covers.

PRIMARY FUEL FILTER BYPASS VALVE AND GAUGE
This gauge, Figure 2-5 below, 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. The
bypass gauge pointer should be in the green zone, when a new primary
filter element is installed.
As the filter element becomes plugged, the indicator will read higher until
it reaches the red CHANGE FILTER zone, at approximately 207 kPa (30
psi) pressure differential. At this point, the bypass valve will begin to
open, allowing fuel to bypass the primary filter. Renew filter element
when the indicator reaches the CHANGE FILTER zone.
Figure 2-5. Primary Fuel Filter Bypass Valve And Gauge
ENGINE MOUNTED FUEL FILTERS

The engine-mounted filter assembly, Figure 2-6, consists of:
• a manifold that bolts onto the engine
• two spin-on filters mounted to the manifold underside
• two sight glasses mounted on top of the manifold
The manifold, which incorporates fuel passages, is also equipped with a
414 kPa (60 psi) bypass relief valve, as well as a 35 kPa (5 psi) relief
valve in the return fuel sight glass.
FUEL SYSTEM 2-7

Figure 2-6. Engine Mounted Fuel Filters Assembly
FUEL SIGHT GLASSES
The two sight glasses mounted on the fuel filter manifold, Figure 2-6,
provide a visual indication of the fuel system condition.
The bypass sight glass, farthest from the engine, is normally empty. More
than a trickle of fuel in this sight glass may indicate that the relief valve is
open. If the filter elements become clogged, fuel will pass through the
bypass sight glass and relief valve, and will bypass the engine and return
to the fuel tank. The bypass condition can cause engine shutdown due to
lack of fuel.
During proper engine operation, the return fuel sight glass (the one closest
to the engine) should be full of fuel, clear, and free of bubbles. This is
excess fuel that has not been used for combustion. Upon leaving the glass,
excess fuel returns to the fuel tank for recirculation.
Before the engine starts, the return sight glass may be empty. When the
engine is being primed, turbulent flow occurs in the fuel system. Once
fuel in the glass flows clear and free of bubbles, it is permissible to crank
the engine.
Fuel vapor appears as bubbles in the return fuel sight glass. Air entering
the fuel at any place in the suction line can cause the engine to misfire or
stop.

When the fuel pump is running while the engine is stopped, bubbles in the
return fuel sight glass indicate air entering the suction side of the pump.
Bubbles that appear only when the engine is running indicate leaky fuel
injector valves. Leaky fuel injector valves can permit combustion gases to
enter the fuel. When the bypass sight glass is empty, little or no fuel in the
return sight glass indicates insufficient fuel supply to the engine.
Engine Mounted Filters Maintenance
Replace the spin-on type fuel filters at the intervals suggested in the
Scheduled Maintenance Program, or if fuel appears in the bypass sight
glass. Maintain the filter assembly in accordance with instructions in the
Engine Maintenance Manual. When changing filter elements, follow this
procedure:
1. Shut down engine.
2. Unscrew and discard elements. (Use strap wrench if necessary.)
3. Clean filter and sight glass assemblies.
4. Apply thin film of oil to new element seals.
5. Hand tighten new elements to filter body, until seal contacts filter
body. Then, tighten elements additional one-half turn.
6. Check for leaks after engine is started.
FUEL TANK ASSEMBLY

The fuel tank has a capacity of 9 850 litres (2600 U.S. gallons). It is
equipped with two filler and cap assemblies, two fuel level sight gauges,
and a breather (vent) pipe. The fuel filler assembly, Figure 2-7, is
equipped with a screen strainer, which should be periodically inspected.
Check the condition of the filler cap gasket, and replace it with a new
gasket if necessary.
FU39418
Figure 2-7. Fuel Filler Assembly
Draining Condensate from the Fuel Tank

Drain condensate from the locomotive fuel tank at the intervals stipulated
in the Scheduled Maintenance Program, or more frequently if conditions
warrant.
CAUTION
To prevent contaminating the environment, drain condensate over an
environmentally safe drip tray.
FUEL SYSTEM 2-9

To drain condensate from the fuel tank, remove the drain pipe plug, and
allow condensate to drain until clean fuel appears. Replace the plug when
completed.
ENGINE STOP PUSHBUTTON SWITCH

Pressing the ENGINE STOP pushbutton switch stops fuel flow to the
engine.
The ENGINE STOP switch mounts on the Engine Control Panel.
Contacts of the ENGINE STOP switch are connected in series with the
coil of fuel pump control relay FPCR.
Operating the ENGINE STOP switch drops out FPCR, which drops out
FPR and FPC, stopping the fuel pump and causing the governor to shut
down the engine. Reaction to ENGINE STOP switch operation is
immediate; the ENGINE STOP switch is spring loaded, and need not be
held in until the engine stops.
FUEL PUMP CIRCUIT

See Figure 2-8, page 2-11. When locomotive control circuits are
established, and the Control & Fuel Pump switch on the control stand
switch panel is closed, fuel pump relay FPR is picked up, closing
contacts that establish a circuit to provide the operator with a means of
shutting off the fuel pump from the control stand. Before the engine is
running, FPR performs no function.
Once control circuits are established, the 1-2 contacts of the FP/ES switch
receive a positive DC battery voltage feed.
When the FP/ES switch lever is held in the FUEL PRIME position, the
FP/ES 1-2 contacts close, supplying power to the coil of FPC (fuel pump
contactor). FPC contacts close to energize the fuel pump motor. The fuel
pump primes the engine. As engine priming is completed, fuel flows free
and clear in the return fuel sight glass.
After engine priming is completed, the operator turns the FP/ES switch
lever to the START position. FP/ES switch 1-2 contacts close, again
picking up FPC, and FP/ES switch 9-10 contacts close, picking up fuel
pump control relay FPCR, provided that ENGINE STOP pushbutton is
being operated. At the same time, other FP/ES switch contacts close to
cause the cranking motors to rotate the engine; see Figure 1-1, page 1-2.
The battery continues to power the fuel pump motor until engine speed is
sufficient to cause auxiliary generator output 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, FPC may drop out.
Fuel in the system still allows the engine to come up to speed, and when
auxiliary generator voltage is sufficient, FPC again picks up.
If FPR drops out, FPC drops out, stopping the fuel pump motor.
However, stopping the fuel pump will not immediately stop the engine.
For immediate injector rack withdrawal and engine shutdown, FPCR
dropout is required. This may be accomplished by operating the ENGINE
STOP switch. Moving the throttle handle to STOP position also stops the
engine immediately, but, in addition, stops the engines on any trainlined
units that are not isolated.

Modify Old Art Fu40290
Figure “B”
New Art No,

FU41534
Location “A”
Figure 2-8. Fuel Pump Circuits
FUEL SYSTEM 2-11

SERVICE DATA - FUEL SYSTEM
References
FUEL OIL SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M.I. 1750
FUEL PUMP MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M.I. 4110

SECTION 3. LUBRICATING OIL SYSTEMS
CONTENTS OF SECTION
HEADING PAGE
ENGINE LUBRICATION DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
TURBOCHARGER LUBRICATION DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
TURBOCHARGER LUBE PUMP ELECTRICAL CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
HOW ENGINE START PROCESS AFFECTS TURBO LUBE PUMP CIRCUIT . . . . . . . . . . . . . . . . 3-5
HOW ENGINE STOP PROCESS AFFECTS TURBO LUBE PUMP CIRCUIT . . . . . . . . . . . . . . . . . 3-6
DIPSTICK (LUBE OIL LEVEL GAUGE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
OIL FILTER ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
OIL FILTER ASSEMBLY INSPECTION AND MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
OIL FILTER BYPASS VALVE ASSEMBLY INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9
QUICK-DISCONNECT FITTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10
LUBE OIL COOLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11
DETECTING DIRTY OIL COOLER CORE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11
HOT LUBRICATING OIL DETECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12
HOT OIL DETECTOR QUALIFICATION TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13
FILLING OR ADDING OIL TO SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13
ENGINE PRELUBRICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14
LUBE OIL SAMPLING AND ANALYSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15
CENTER BEARING LUBRICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15
SERVICE DATA - LUBRICATING OIL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16
REFERENCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16
RECOMMENDATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16
SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16
LUBE OIL 3-1

ENGINE LUBRICATION DESCRIPTION
Figure 3-1, page 3-4, illustrates the (engine) lubricating oil system.
There are two oil pumps in the system:
• Combination Main and Piston Cooling Oil Pump (Engine Driven)
• Scavenging Oil Pump (Engine Driven)
The positive displacement main and piston cooling lube oil pump
circulates oil through the engine to lubricate it and to cool the pistons.
After circulating through the engine, oil drains into the oil pan.
The positive displacement scavenging oil pump draws oil from the
sump and strainer housing, and forces it through the oil filter and the
oil cooler. From the oil cooler, oil flows to a compartment in the oil
strainer assembly. Here it is again available for recirculation by the
main and piston cooling lube oil pump.
Both the main and piston cooling oil pump and the scavenging oil
pump mount on the front end of the diesel engine (toward long hood
end of locomotive). The engine accessory drive gear train drives both
of them. The oil strainer housing also mounts on the front of the
engine. The oil cooler and filter assemblies are located on the
equipment rack, adjacent to the front end of the diesel engine.
Oil from the engine manifold also pressurizes a pilot line that connects
to safety devices, to the engine governor, and to the oil pressure gauge.
TURBOCHARGER LUBRICATION DESCRIPTION

Except for the 35-minute period following engine start-up, whenever
the engine is running, the normal engine lubrication system supplies
turbocharger lubricating oil. A DC electric motor-driven turbocharger
lube (soakback) pump supplies the oil to the turbocharger during the
35-minute engine start-up period, as well as for 35 minutes after the
engine shuts down.
For proper lubrication, it is necessary to circulate oil through the
turbocharger before starting the diesel engine and while oil pressure is
building. After the engine shuts down, continued oil circulation is
necessary to remove residual heat from the turbocharger, and to return
hot oil to the oil pan sump. The soakback pump starts automatically,
and a timed circuit makes sure that it continues operating for at least
35 minutes after it is started.
To enable diesel engine starting and turbocharger lube oil pump
operation, the TURBO LUBE PUMP MTR circuit breaker must be
CLOSED (On). It must remain CLOSED to provide lubrication to the
turbocharger during engine start and after the engine is shut down. A
guard over the TURBO LUBE PUMP MTR circuit breaker prevents
accidentally opening (turning Off) the breaker.
The turbocharger lube oil pump draws oil from the oil pan sump.
Discharge from the pump is filtered and is fed into the main
turbocharger oil filter head assembly. The head assembly contains the
check valves required for proper lube oil flow. Oil from the head
assembly flows to the turbocharger.
LUBE OIL 3-3

Ref. 24134 & 23057
or LU37056
Figure 3-1. Lubricating Oil System

Turbocharger Lube Pump Electrical Circuit
The following text, in conjunction with Figure 3-2, page 3-6, describes
turbocharger lube pump (soakback pump) circuit operation.
The TURBO LUBE PUMP MTR circuit breaker connects the
turbocharger lube pump circuit to the battery switch. Battery power is
supplied to the circuit when the battery switch is closed.
Normally-closed NVR (no voltage relay) contacts are open when the
companion alternator is delivering AC power - that is, when the diesel
engine is running. When companion alternator power cuts off, which
occurs at engine shutdown, normally-closed NVR contacts close.
Turbo lube time delay relay TLTD has two sets of normally-closed,
timed-open contacts in series with the coil of turbo lube pump relay
TLPR. Approximately 35 minutes after the TLTD coil is energized, its
contacts open. Any interruption in the feed to the TLTD coil causes
immediate TLTD contact closure.
How Engine Start Process Affects Turbo Lube Pump Circuit
1. If Engine was stopped longer than 35 minutes:
– Battery knife switch is Open.
– Isolation switch is set at START/ISOLATE.
– TURB LUBE PUMP MTR breaker is Open (switch Off).
(Turbo lube pump motor TLP MTR is Off.)
– NVR, TLPR, TLTD, and STA are de-energized (dropped out).
2. Battery knife switch & TURB LUBE PUMP MTR breaker are
Closed.
A. TLTD coil energizes, starting 35-minute (approx.) timer
(TLTD contacts remain closed) and TLPR picks up.
B. Turbo lube pump motor runs, pre-lubing turbo bearings.
C. TURB AUX P indicator turns On.
3. Turn FP/ES switch to Fuel Prime position until engine is
properly primed with fuel, then release it.
TLTD coil de-energizes, then re-energizes, restarting the TLTD
timer. (TLTD contacts remain closed, keeping TLPR picked up.)
4. Turn FP/ES switch to Engine Start position until engine starts,
then release it.
A. Starting auxiliary contactor STA is energized through closed
normally-open contacts of TLPR. (Fuel pump relay FPR
contacts close when the 13T string is energized - CONTROL
breaker and CONTR. & FUEL PUMP switch both are closed.)
B. TLTD coil de-energizes, then re-energizes, restarting the
TLTD timer. (TLTD contacts remain closed, keeping TLPR
picked up and the turbo lube pump running.)
C. As engine speed rises, companion alternator output voltage
appears, energizing no-voltage relay NVR. Opening
normally-closed NVR contacts drops out STA.
TLPR and TLTD remain picked up when NVR drops out
because of the closed normally-open TLPR contact.
LUBE OIL 3-5

5. Approximately 35 minutes after engine is started, TLTD times
out, opening its normally-closed contacts, which causes TLPR
dropout. TLPR dropout stops turbo lube pump operation and
turns Off TURBO AUX. PUMP indicator light. Turbo
lubrication continues, however, because it is supplied through
the main engine lube oil manifold.
Figure “C”
New Art No. LU41535
Ref. WD04319 Sheet 23
Figure 3-2. Turbocharger Lube Pump Electrical Circuit

How Engine Stop Process Affects Turbo Lube Pump Circuit
1. Engine has been running longer than 35 minutes:
– Battery knife switch is Closed.
– TURBO LUBE MTR circuit breaker is closed (On).
– TLTD is dropped out.
– TLPR is dropped out: turbo lube pump is not running.
– Turbo lube pump motor TLP is Off.
– NVR relay is picked up.
– TURBO LUBE PUMP MTR circuit breaker is Closed (On).
2. Engine stops for any reason.
3. NVR relay drops out.
A. TLTD coil is energized, starting its 35-minute timer. (TLTD
contacts remain closed for the 35-minute period.)
B. TLPR picks up, energizing turbo lube pump motor and
turning On TURBO AUX PUMP indicator.
C. One set of TLPR contacts maintains battery feed to TLPR
coil (through TURBO LUBE PUMP MTR circuit breaker)
even if battery knife switch is opened.

D. TLPR remains picked up and turbo lube pump motor keeps
running until TLTD 35-timer runs out, or until the TURBO
LUBE PUMP MTR circuit breaker is opened.
In addition to NVR dropout, operating the Engine Stop pushbutton, or
rotating the FP/ES switch will also restart the TLTD timer and restart
the turbo lube pump.
DIPSTICK (LUBE OIL LEVEL GAUGE)
The dipstick, Figure 3-3, extends from the side of the oil pan into the
oil pan sump. Maintain the oil level between the low and full marks on
the gauge. Take readings when the engine is idling and the oil is hot.
LU38907
Figure 3-3. Dipstick (Oil Level Gauge)
OIL FILTER ASSEMBLY

The oil filter assembly, Figure 3-4, page 3-8, has seven filter elements.
During cold-oil start conditions, or if filter elements are plugged, an
oil filter assembly single-spring valve opens, allowing lube oil to
bypass the filter elements. The filter bypass valve ensures adequate
lube oil flow to the engine, and prevents excessive scavenging oil
pump outlet pressures. The valve begins to open at differential
pressures above 208 kPa (30 psi), and is fully open at 276 kPa (40 psi).
The scavenging pump draws oil from the strainer box, and pumps it
into the inlet manifold of the filter housing. The oil passes through the
openings of the filter elements, and circulates through the pleated
cotton/paper media. The filtered oil flows through the center of the
filter elements and standpipes and then through the discharge
compartment outlet to the oil cooler.
Oil Filter Assembly Inspection and Maintenance
Replace the oil filter elements with new elements at the intervals
stipulated in the Scheduled Maintenance Program. Use only approved
element combinations.
LUBE OIL 3-7

Proceed as follows:
1. Operate diesel engine until lube oil is warm and circulating freely.
Then, stop engine and remove starting fuse.
2. Remove square cover from engine-mounted lube oil strainer
housing.
(Continues after Figure 3-4, next.)
Ref. 24153 & 24154
Figure 3-4. Typical Oil Filter Assembly

3. To drain oil from filter housing into engine sump, raise and latch
gate valve handle in engine strainer housing. It is not necessary to
move valve handle that drains oil strainer housing.
Note: Time required to drain system depends on oil and system
temperature at time drain valve is opened. Adequate drainage of
lube oil filters can take from 1/2 hour for hot oil and hot system,
to several hours for cool system.
If system is fully charged when it is to be drained, oil level will
rise above bottom of oil pan inspection covers.
4. When enough time has elapsed to allow adequate drainage and
easy handling of filters, slightly loosen nuts on filter housing
cover. Any oil remaining at bottom of housing will leak into drain
pan. From drain pan, oil runs down to engineroom sump.
Note: Put a supply of bound-edged towels and a container for used filter
elements near the front of the filter assembly.
5. Once oil has stopped draining from under filter housing cover,
loosen retaining nuts, and swing hinge bolts clear of cover. Swing
cover open. Remove and dispose of used filter elements.
6. Using only clean bound-edged towels, clean out interior of filter
housing. Clean up surrounding area.
7. Insert set of seven new filter elements. Ensure that elements are
fully seated over standpipes.
Note: Use only approved filter elements.
8. When filter elements are properly inserted, inspect O-ring in
circular groove in housing cover. Replace if worn or damaged.

9. Mate guide hole in filter cover with dowel on filter housing body,
then close cover.
10. Swing hinge bolts into place. Tighten hold-down nuts to 60 ft.lbs.
(81.35 Nm).
11. Close filter drain gate valve at oil strainer.
12. Replace, then tighten down square cover on oil strainer.
13. Before starting engine, use dipstick to check oil level. Level should
be above full mark on dipstick with engine shut down. Start
engine, and allow it to run at IDLE speed. Recheck oil level at
dipstick, and add oil if necessary.
14. Inspect for oil leaks at filter housing. To stop leaks, tighten hold-
down nuts as required.
Oil Filter Bypass Valve Assembly Inspection
At the intervals stipulated in the Scheduled Maintenance Program, or
whenever improper oil filtration is suspected, remove and check the
oil filter bypass relief valve assembly, Figure 3-5, below.
Valve assembly operation cannot be effectively checked on the
locomotive. Therefore, make a qualified spare assembly available to
exchange with the assembly that is currently in use, then perform a
bench test and inspection in accordance with the appropriate
Maintenance Instruction listed on the Service Data page.
Figure 3-5. Oil Filter Bypass Relief Valve Assembly

Proceed as follows:
1. After oil has been drained from filter housing, elements have been
removed, and housing has been cleaned, remove four hold-down
nuts from bypass valve port cover. Remove valve assembly, and
discard port cover gasket.
Note: Three light springs hold valve assembly seated in position and
against valve port cover. However, bypass valve spring pressure
may not be felt during removal of assembly.
2. Wash valve assembly in solvent to remove sludge and varnish.
Carefully inspect assembly after cleaning. If poppet stem or valve
body guide is worn, install proper replacement parts.
3. Test valve spring by compressing it to 92 mm (3-5/8”). If pressure
test indicates values which are outside of those shown under
Specifications on Service Data page, install new spring.
LUBE OIL 3-9

4. Reinstall qualified bypass valve assembly in filter housing, or
replace assembly if necessary. With three light guide springs in
place, properly seat assembly. Apply new port cover gasket, and
install port cover. Tighten cover hold-down nuts to between 75.5
and 81.3 Nm (55 and 60 ft. lbs.).
Quick-Disconnect Fitting
The lube oil filter tank cover is equipped with a quick-disconnect
fitting, Figure 3-6, which enables coupling a pressure gauge to the
filter housing. The gauge can be used for checking filter tank pressure,
in order to indicate filter element condition.
LU31895
Figure 3-6. Lube Oil Filter Quick Disconnect Fitting

Periodic pressure readings help minimize undue engine wear by
alerting the maintenance crew that filter element plugging may soon
occur. Water leaks, or a heavy dirt load may cause a locomotive to
have a short filter element life. In either case, the engine probably
requires maintenance.
Make lube oil filter pressure checks weekly, or more often if required.
(Engine may be loaded or unloaded during pressure check.) However,
the best time to perform pressure checks is immediately after a unit
comes in from a run. This ensures sufficiently high lube oil
temperature. (Readings must be taken when lube oil temperature is at
least 66°C (150°F). Since there is no convenient gauge to indicate lube
oil temperature, perform this test when water temperature is at 54°C
(130°F), minimum.
Replace the filter elements if filter tank pressure reaches 172 kPa
(25 psi) at throttle 8, or 48 kPa (7 psi) at normal idle engine speed.
Readings taken at throttle 8 are more reliable. Therefore, if a marginal
reading is obtained at idle, verify filter element condition at throttle 8.

LUBE OIL COOLER
Water flows from the engine cooling radiators through a system of
tubes (core) in the lube oil cooler to cool hot engine lube oil. The tubes
are surrounded by a tank (shell) through which the hot engine oil
flows. Engine oil heat transfers to the engine cooling water.
Do not perform major service on the oil cooler unless its performance
is unsatisfactory. Maintenance Instructions for lube oil cooler cleaning
and repair are listed on the Service Data page.
Detecting Dirty Oil Cooler Core
Proper lube oil cooler performance generally results in proper
lubricating oil temperatures. Hot lube oil detector operation may
indicate that the lube oil cooler is not functioning efficiently. However,
in order to obtain a valid indication of oil cooler performance, the
locomotive must be operated at its full rated load and engine speed
until oil and water temperatures stabilize.
Figure 3-7. Thermometer Locations for Oil Cooler Check

To check oil cooler performance, proceed as follows:
1. At water pump discharge elbow, Figure 3-7, fill thermometer well
with oil. Water temperature into engine will be checked here.
2. Set up engine loading apparatus capable of taking full rated
locomotive load. For load testing procedures, refer to Section 8 of
this manual, LOAD TEST & HORSEPOWER STANDARDIZATION.
3. Remove square cover from engine mounted oil strainer, and hold
caged thermometer in overflow oil compartment of strainer
housing, Figure 3-7. Thermometer will indicate temperature of oil
out of cooler. Make certain that thermometer bulb is well below oil
surface and is kept submerged when reading is taken.
LUBE OIL 3-11

4. Operate engine and apply load. Until water temperature is above
54°C (130°F), do not run engine above throttle 3. Run engine at
full load and speed, until engine water inlet temperature stabilizes.
Note: Readings taken at 15 minute intervals will indicate when
operating condition has stabilized.
5. Record temperature readings. Compare them with lubricating oil
cooler service limits provided in appropriate Maintenance
Instruction. When oil temperature for given water temperature is
higher than indicated limit, service lube oil cooler in accordance
with Maintenance Instruction listed on Service Data page.
HOT LUBRICATING OIL DETECTOR
The thermostatic valve illustrated in Figure 3-8 is located on the outlet
elbow from the main lube oil pump. The valve is calibrated to open
when the lube oil reaches a nominal temperature of 127°×C (260°×F).
If temperature reaches that level, it is probable that the water side of
the lube oil cooler is plugged, or that some other water flow problem is
preventing the low water detector from shutting down the engine.
Start To Open Full Open×

Temperature Temperature
122 o to 125 o C (252 o to 257 oF) 135 oC (275 F)
o
F16937
F16935
Figure 3-8. Hot Oil Detector Thermostatic Valve
When the hot oil detector thermostatic valve opens, it dumps pressure
applied to the engine governor oil pressure sensing device. The
governor reacts bay shutting down the engine. The thermostatic valve
is non-latching; it resets automatically when oil temperature decreases
to normal. After the governor low oil plunger is reset, the engine may
be restarted.
WARNING
Once it is known that hot oil has caused engine shutdown, make no
further engineroom inspections. To prevent hot oil vapor explosion,
allow engine to cool down before doing anything to it.
Always inspect for adequate water and oil supplies whenever governor
LOW OIL shutdown occurs. Also check water temperature. Never add
cold water to an overheated engine.

Hot Oil Detector Qualification Test
Remove the hot oil detector from the engine, and test it as follows:
1. Connect air lines to and from detector, so that air flows in direction
of arrow.
2. Place valve in agitated liquid bath. (Dow glycerine, USP Grade
96%, is recommended.) Make certain that at least half of valve
body is immersed.
3. Heat bath. Once bath temperature reaches 113°C (235°F),
temperature increase rate must not exceed 0.6°C (1°F) per minute.
4. Apply air pressure, at approximately 345 kPa (50 psi), and observe
for leaks. Leaks between valve body and cap are not acceptable.
5. At 121°C (250°F), maximum allowable leakage rate is 10 SCFH.
6. Stop air flow to avoid chilling bath.
7. Raise bath temperature to 126°C (258°F).
8. Turn on air flow, at least 20 SCFH, then recheck leakage.
FILLING OR ADDING OIL TO SYSTEM

To fill or add oil to the system, pour oil into the strainer housing
through the square opening, as shown in Figure 3-9, below.
WARNING
Do not remove round caps from strainer housing while engine is run-
ning. Doing so allows hot pressurized oil to escape from openings,
which can cause serious personal injury.
CAUTION
If preparing to add oil to the engine through a handhole opening, be
careful when removing handhole cover. The oil level may be higher
than the bottom of the handhole, allowing oil to spill out. Also, be sure
that the strainer housing is filled before starting the engine. Failure to
do so may result in serious engine damage because there is a delay
before oil can reach all moving engine parts.
19243
Figure 3-9. Filling or Adding Oil to System
LUBE OIL 3-13

ENGINE PRELUBRICATION
Before starting a new engine, or an engine that has been overhauled, or
an engine which has been inoperative for more than 48 hours, it is
necessary and an important practice to prelubricate it. Prelubrication
helps to prevent loading of unlubricated engine parts while the lube oil
pump is filling the oil passages. It also provides visual evidence of
satisfactory engine oil distribution. Perform prelubrication as follows:
1. Remove pipe plug at main lube oil pump discharge elbow. Connect
external source of clean, warm oil at elbow. Prelube engine at
69 kPa (10 psi), minimum, for not less than three, and not more
than five minutes. This amounts to approximately 56.8 litres
(15 gallons) per minute when using 1.1 kW to 1.5 kW (1-1/2 to
2 HP) pump motor.
2. As oil pressure is applied, open cylinder test valves and bar engine
over one complete revolution. Check for oil flow at all crankshaft
bearings, at camshafts, rocker arms, and at rear gear train. In
addition, check for restrictions and excessive oil flow. Check for
fluid discharge at cylinder test valves. If fluid discharge is
observed from any cylinder test valve, locate cause and make
necessary repairs.
3. On new or overhauled engines, remove pipe plug at piston cooling
oil pump discharge elbow, and connect external oil source at
opening. Check for unrestricted oil flow at each piston cooling
tube.
4. Disconnect external oil source, and replace pipe plugs at pump
discharge elbows. Close cylinder test valves.
5. Pour liberal amount of oil over rocker arm cylinder mechanisms of
each bank.
6. Check oil level in strainer housing. If required, add oil to strainer
housing, until it overflows into oil pan.
7. Replace, and securely close, all handhole covers and engine top
deck cover.
Note: If replacing mechanically failed engine, thoroughly clean entire oil

system, (oil cooler, etc.), before putting replacement engine in
service. If other system components have been neglected,
recurrence of trouble may be experienced in clean engine.
In some cases, engines have been removed from service and stored in
“as-is” condition, with oil drained and anti-rust compound applied.
When such engines are returned to service:
1. Flush out loose deposits before adding oil and prelubing.
2. To break up deposits, spray entire engine with fuel, and drain it.
Be careful to keep drains free (unplugged).
Do not spray fuel directly on valve mechanism or bearings because
fuel spray removes lubrication and may force dirt into those areas.
3. Wipe surfaces dry before new oil is added to engine.

LUBE OIL SAMPLING AND ANALYSIS
Take a lubricating oil sample for analysis at the intervals stipulated in
the Scheduled Maintenance Program. To monitor the suitability of the
oil for continued use, submit the sample to a competent laboratory.
Obtain the sample in the following manner:
1. Run engine long enough to ensure thorough oil circulation.
2. Shut down engine, and remove starting fuse.
3. Obtain oil sample at oil pan center, half-way between surface and
bottom of pan. Sample size normally is 0.5 later (1 pint).
Note: Inconsistent sampling techniques produce inconsistent
results.
CAUTION
Be careful when removing handhole covers. The oil level may be above
the bottom of the handholes.
CENTER BEARING LUBRICATION

Note: Before trucking or untrucking locomotive, remove cab bolster
center bearing oiler cap and hood bolster pipe plug, Figure 3-10.
Replace cap and plug after trucking or untrucking and oiling.
Add 2 litres of all-purpose lubricating oil (M.I. 1756) to each truck
center bearing at Scheduled Maintenance Program intervals.
Before trucking or untrucking the locomotive, remove the oiler pipe
plugs and apply oil as follows:
1. When unit is trucked, add enough oil to center bearing to cover
center bearing wear plate to depth of 1.6mm (1/16"). After unit is
trucked, add 1.7 litres (3.5 pints) at each center bearing.
2. Replace oiler pipe cap and plug after unit is trucked and oiled.
Figure “D”
Art # LU41536
Ref. 9540071
Figure 3-10. Typical Center Bearing Oiler Pipe Locations
LUBE OIL 3-15

SERVICE DATA - LUBRICATING OIL SYSTEM
REFERENCES
LUBE OIL FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M.I. 926
LUBE OIL COOLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M.I. 927
LUBE OIL COOLER SERVICE LIMITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M.I. 928
LUBE OIL SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M.I. 1756
FLUSHING DIESEL ENGINE LUBRICATING OIL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . M.I. 1757
LUBRICATING OIL FOR EXPORT LOCOMOTIVE ENGINES . . . . . . . . . . . . . . . . . . . . . M.I. 1761
GOVERNOR LUBE OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M.I. 1764
RECOMMENDATIONS
The applicable Standard Maintenance Program provides
filter changeout recommendations.
Keep spare bypass valve assemblies available for scheduled
maintenance replacement.
SPECIFICATIONS
Weight to compress filter bypass valve spring to 92mm (3- 5/8"):
Acceptable Range . . . . . . . . 191 kg (420 lbs.) to 227 kg (500 lbs.)
Engine Lube Oil Pan Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 902 litres (243 U.S. Gallons)

SECTION 4. ENGINE COOLING SYSTEM
Contents of Section
HEADING PAGE
ENGINE COOLING SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
RADIATORS AND COOLING FANS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4
RADIATOR INSPECTION AND CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
COOLING SYSTEM PRESSURIZATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6
PRESSURE CAP AND FILLER NECK INSPECTION AND REPLACEMENT . . . . . . . . . . . . . . . . . . . . 4-7
COOLING SYSTEM PRESSURE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7
TEMPERATURE CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-8
RADIATOR SHUTTERS CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-11
SHUTTER ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-11
HOT ENGINE CONDITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-12
INDICATIONS OF FAULTY TEMPERATURE SWITCH OPERATION . . . . . . . . . . . . . . . . . . . . . . . . 4-13
TESTING ENGINE WATER TEMPERATURE SWITCHES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-13
OPERATING WATER LEVEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-14
LOW WATER AND CRANKCASE PRESSURE DETECTOR ASSEMBLY . . . . . . . . . . . . . 4-15
TESTING FOR LOW WATER PRESSURE SHUTDOWN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-15
FILLING THE COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-16
NORMAL FILLING: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-16
FILLING A DRY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-16
COOLING SYSTEM DRAINING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17
ENGINE WATER SAMPLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17
SERVICE DATA - COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-18
REFERENCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-18
SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-18
TEMPERATURE SWITCH SETTINGS: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-18
COOLING SYSTEM 4-1

F24561
Figure 4-1. Cooling System Diagram
ENGINE COOLING SYSTEM DESCRIPTION

When the diesel engine operates within its designed temperature range, all
engine components also operate within their designed temperature range,
and at their proper clearances.
Within the engine, friction and fuel combustion develop heat. The cooling
system attempts to keep engine temperature within a specific range - if the
engine is too cold, it does not operate economically; if it is too hot, engine
components wear at an unacceptable rate, and may fail.
To cool the engine, the cooling system cools engine coolant water. It
varies cooling effort to keep engine temperature in the designed
temperature range.
The engine coolant water system is pressurized, raising the coolant water
boiling point. The higher boiling point permits higher engine operating
temperatures without much water loss caused by boiling.
Figure 4-1 above illustrates the cooling system. Two engine- mounted
pumps draw cooling water from the water tank and lube oil cooler
assembly, and pump it into the engine. Hot water flows out of the engine
through strainers, then flows through the radiator assembly, where it
cools. Cooled water returns from the radiator assembly to the oil cooler to
repeat the closed-loop cycle.
COOLING SYSTEM 4-3

A water line bypasses the oil cooler, reducing water flow velocity through
the cooler to minimize erosion.
Some water from the engine-mounted water pumps is pumped through the
temperature switch manifold, then returns to the oil cooler for
recirculation. Three temperature switches control radiator cooling fan
operation; a fourth temperature switch detects a hot engine condition. The
control system responds to hot engine condition detection by sounding the
alarm bell and, if operating in the higher throttle positions, automatically
reducing engine speed and power.
Opening a valve located at the sump, between the engine and the engine
equipment rack, drains the entire cooling system.
RADIATORS AND COOLING FANS

During circulation through the diesel engine and oil cooler, cooling water
picks up heat. Radiators and motor-driven radiator cooling fans dissipate
cooling water heat.
Two banks of radiators are located in a hatch at the top of the long hood
end of the locomotive. Each radiator bank consists of one core assembly.
Headers mount to each end of each radiator core, forming the inlet and
discharge ends of the radiator assembly. Hot water from the engine is
piped to the headers of each radiator bank. Discharge from the radiators
enters the oil cooler. From the oil cooler, water returns to the water pumps
for recirculation.
The radiator cooling fans mount below the radiators. The fans draw in
cool air through air inlet screens and shutters on the sides of the long
hood, and force it upward through the radiator assemblies. As air flows
through the radiators, it picks up heat from the circulating water. Hot air
then discharges through protective fan grills at the top of the long hood.
Figure 4-2, below, illustrates a typical radiator and cooling fan assembly.
Each fan is driven by an inverted squirrel-cage induction type AC motor
that operates on companion alternator output power. The motor differs in
construction from conventional squirrel-cage motors because the rotor is
located outside the stator. The fan has 9 blades bolted to a hub that is
directly driven by the rotor.

CL37314
Figure 4-2. Radiator and Cooling Fan Assembly, Typical

Cooling fans are controlled by thermostatic switches and contactors,
which react to cooling system temperature changes.
Fan motor speed is somewhat proportional to AC frequency. AC
frequency, in turn, depends on engine (and companion alternator) speed.
Fan rotation is clockwise when looking downward at the fan.
Each cooling fan circuit is protected by two 200A fuses. The fuses and the
fan contactor are mounted in the AC cabinet, near the equipment rack.
CAUTION
If a fan circuit fuse blows, remove and discard both fuses in the circuit.
Install only new fuses. Indicating pins must face outward.
For required maintenance, inspection intervals, and overhaul periods,
refer to the applicable Scheduled Maintenance Program.
Radiator Inspection and Cleaning

Periodically inspect and clean the engine cooling radiators, including
header inlet screens, at Scheduled Maintenance Program minimum
intervals, or at more frequent intervals as determined by operating
conditions, or if trouble is ever suspected.
COOLING SYSTEM 4-5

Since the cooling system rarely requires additional water, any progressive
water level dropping indicates that an inspection should be made. Inspect
carefully for small leaks (“weep”) at the radiator tubes/ header junctions.
Normally, applying clean dry compressed air to the top radiator surfaces,
then reversing cooling fan rotation for a short period satisfactorily cleans
the radiator cores and radiator compartment.
Reversing cooling fan rotation can be easily accomplished by
interchanging two of the three AC leads that are bolted to the buses that
feed fan contactors FC1, FC2, and FC3 in the AC Cabinet.
Reversing AC leads at the companion alternator terminal board is not
recommended because that also reverses the dust bin blower rotation.
After the AC leads are reversed, pressing the TEST pushbutton on
manifold-mounted engine water temperature switch TA controls On/Off
operation of the of the 1RBL fan motor by controlling fan contactor FC1.
Switch TB controls the 2RBL fan motor by controlling fan contactor FC2,
provided that FC1 is picked up at the same time.
CAUTION
Do not accidentally release fan TEST pushbuttons during starting current
surges. Let fans gain speed before releasing pushbutton.
After completing radiator cleaning, make sure that AC cables are
reconnected for correct cooling fan rotation.
COOLING SYSTEM PRESSURIZATION

The cooling system is normally sealed, which pressurizes the system to
raise the cooling water boiling point. The higher boiling point enables
higher engine operating temperatures with minimal coolant loss from
boiling. Pressurization also minimizes the possibility of water pump
cavitation during transient high temperature conditions.
A pressure cap on the water tank filler pipe, Figure 4-3, page 4-7, opens at
approximately 48 kPa (7 psi). By relieving excess pressure, it prevents
damage to cooling system components. The pressure cap is also equipped
with a vacuum breaker valve that minimizes the possibility of system
damage caused by vacuum build-up as water cools.
The pressure cap handle aids cap installation and removal. More
importantly, the handle interlocks with the fill/ relief valve handle,
ensuring that cooling system pressure releases through the fill/ relief pipe
before the pressure cap can be loosened.
DANGER
Before attempting to remove either pressure cap or water tank plugs,
always allow enough time to thoroughly release system pressure.
Inspect, test, and replace the pressure cap and filler neck, Figure 4-3, next
page, at the intervals indicated in the Scheduled Maintenance Program.

Figure 4-3. Pressure Cap and Filler/ Relief Arrangement
Pressure Cap and Filler Neck Inspection and Replacement

1. If pressure cap bell housing or other metal surfaces are bent, replace
entire cap with new one.
2. If filler neck sealing surface is damaged or distorted, replace neck
assembly with new one. Use new tank-to-neck gasket.
3. If seals are hardened or damaged, replace pressure cap with new one.
4. Perform pressure test to qualify pressure cap and filler neck.
Note: Rebuilding pressure caps is not recommended.
Cooling System Pressure Test

While the diesel engine is running and the cooling water system is at its
normal level, a locally fabricated testing apparatus can be used to
pressurize the cooling system with main reservoir air. Figure 4-4, page
4-8, illustrates the testing apparatus.
WARNING
Do not subject water tank to pressures greater than 345 kPa (50 psi).
Proceed as follows:
1. Using Figure 4-4 testing apparatus, open ball valve gradually to
pressurize cooling system to approximately 83 kPa (12 psi).
Tolerances for 48 kPa (7 psi) pressure cap are as follows:
Minimum Opening Pressure - 35 kPa (5 psi)
Maximum Opening Pressure - 55 kPa (8 psi)
COOLING SYSTEM 4-7

2. Close ball valve, and observe pressure gauge. Pressure should drop
slowly, until pressure cap closes. Pressure should then remain
constant. Gauge pressure (PSIG) is cap-opening pressure.
3. If cap-opening pressure is not within allowable tolerance, replace cap
with new one, and repeat test.
4. If gauge pressure does not remain constant, and falls below allowable
minimum:
A. Put container of water over discharge end of water tank overflow
pipe, so that end of pipe is below water level. Check for air
bubbles. Air bubbles indicate cap is defective. Relieve system
pressure, replace cap with new one, and repeat test.
B. Put container of water over intake end of water fill pipe, so that end of
pipe is below water level. Check for air bubbles. Air bubbles indicate
fill/relief valve is defective. Relieve system pressure, replace valve
with qualified one, and repeat test.
5. If steps A and B, above, do not detect or eliminate leakage, as
indicated by continuous drop in gauge pressure, inspect for leakage at
filler neck assembly and gasket, radiators, and cooling system piping
connections. Eliminate any leakage that is discovered.
Figure 4-4. Cooling System Pressure Test Apparatus
TEMPERATURE CONTROL SYSTEM

Figure 4-5, next, schematically illustrates the temperature control system.
Temperature control switches TA, TB, TC, and engine temperature switch
ETS are flange mounted to a manifold in cooling system piping, at the
equipment rack. (Text continues after Figure 4-5.)

Figure “E”
New Art No. CL41537
Ref. WD04319 Sheets 18 & 32
Figure 4-5. Engine Temperature Control Circuit, Typical

Engine cooling water flows through the equipment rack temperature
switch manifold, where it affects the thermal elements of temperature
switches TA, TB, TC, and ETS. See Figure 4-6, page 4-10.
On rising temperature, thermal switch TA closes when water reaches
78.8 ± .83° C (174 ± 1.5° F). TA closure results in contactor FC1 pickup,
which turns on radiator cooling fan motor 1 RBL.
COOLING SYSTEM 4-9

New, CL41539
Figure 4-6. Typical Engine Temperature Switches on Equipment Rack
On rising temperature, thermal switch TB closes when water reaches

83.2 ± .83° C (182 ± 1.5° F). TB closure results in contactor FC2 pickup,
On rising temperature, thermal switch TC closes when water reaches
87.8 ± .83° C (190 ± 1.5° F). TC closure results in contactor FC3 pickup,
When picked up, cooling fan contactors FC1, FC2, and FC3 connect the
cooling fan motors to AC power supplied by the companion alternator.
On falling temperature, thermal switch TC opens when water temperature
drops to 79.4 ± 1.1° C (175 ± 2° F); thermal switch TB opens when water
temperature drops to 74.9 ± 1.1° C (167 ± 2° F); thermal switch TA opens
when water temperature drops to 70.5 ± 1.1° C (159 ± 2° F).
Radiator Shutters Control
When FC1, FC2, or FC3 are picked up, normally closed sets of FC1, FC2,
or FC3 auxiliary contacts will be open, de-energizing radiator shutter
magnet valve MV-SH. When MV-SH is de-energized, compressed air in the
radiator shutter operating cylinders exhausts through MV-SH. Spring
pressure in the cylinders opens the shutters since the spring pressure is no
longer counteracted by compressed air generated force.
When FC1, FC2, and FC3 are dropped out, normally closed FC1, FC2,
and FC3 auxiliary contacts energize MV-SH, and air pressure overcomes
spring pressure in the shutter operating cylinders, closing the shutters.
New, CL40613
Figure 4-7. Shutter Operating Cylinder Arrangement
Shutter Adjustment
Refer to Figure 4-2, page 4-5 and Figure 4-7, above. Proceed:
1. Turn the manual shutter control valve handle to the TEST position.
This releases air pressure from the shutter operating air cylinders,
enabling spring pressure inside the cylinders to draw back the rods,
which opens the shutters.
2. At the shutter cylinder, loosen the locknut on the shutter end of the
cylinder piston ball joint extension rod. Adjust the rod to obtain a
shutter blade angle of 90° ± 2° (FULL OPEN). Tighten the locknut.
3. At the other end of the shutter adjusted in previous step, loosen the
locknuts on both ends of the linking rod to the other shutter on the
same side of the locomotive. Turn the rod to obtain a shutter blade
angle of 90° ± 2° (FULL OPEN) on that shutter. Tighten the locknut.
4. Repeat steps 2 and 3 at the other side of locomotive.
COOLING SYSTEM 4-11

5. To close the shutters, slowly turn the manual control valve to the
OPERATING position, then energize MV-SH.
6. Verify shutter operation by alternately turning the manual valve handle
to the TEST and OPERATING positions with MV-SH energized. The
shutters should open when the handle is turned to TEST and should
close when the handle is turned to OPERATING.
Hot Engine Condition
Engine temperature switch ETS responds to overheating. If water
temperature rises to 101.5 ° +1.66°−0° C (215° +3°−0° F), ETS contacts
close to pick up throttle limit relay THL, to light the HOT ENGINE
indicator on the Engine Control Panel, and to provide a redundant feed to
contactor FC3. The ETS feed to contactor FC3 keeps fan motor 3 RBL
running, even if the TC thermal switch circuit has failed.
Again, when relay ETS closes, its contacts close to pick up throttle limit
relay THL and contactor FC3, and to light the HOT ENGINE indicator.
THL pickup sounds the audible alarm and provides a signal to the AN
module HOT ENGINE light, to the TH module throttle response circuit,
and to the D valve solenoid in the governor. If operating in throttle
positions 7 or 8, engine speed and load are automatically reduced two
notches, to throttle positions 5 or 6 respectively. If operating in throttle
position 6, or lower, engine speed and load is not reduced for the hot
engine condition. However, the HOT ENGINE light and alarm do operate.
Reducing power aids engine cooling and minimizes the possibility of
cavitation at the water pumps. Return to full engine speed and power can
only be accomplished by reducing cooling water temperature to normal
levels.
A gauge on the right (locomotive left) engine bank water pump inlet line
indicates engine water temperature. The gauge is color coded to indicate
COLD (blue), NORMAL (green), and HOT (red), engine temperature.
A thermometer placed in the temperature switch manifold thermo-well
provides engine water temperature more accurately.
A hot oil detector mounts on the outlet elbow of the main lube oil pump. It
backs up ETS hot engine protection. If ETS fails to reduce engine
temperature, and boiling water creates pressure that prevents the low
water detector from tripping, lube oil temperature rises. When oil
temperature rises enough, the hot oil detector thermostatic valve opens,
dumping oil in the line to the governor low oil pressure detector, which
shuts down the diesel engine.
DANGER
Halt all engineroom inspections as soon as a hot oil engine shutdown is
indicated. To prevent a hot oil vapor explosion, allow the engine to cool
down before inspecting it further.
When water temperature drops to 96.0 ° +2.2°−0° C (205° +4°−0° F), ETS
contacts open, dropping out THL and turning off the HOT ENGINE light.
Normal throttle 7 and throttle 8 motoring is re-enabled. If an engine
shutdown occurred the engine cannot be safely restarted at this time. Do
not attempt to restart the engine after a hot oil shutdown until
qualified personnel have given their permission to do so after they
have completed a thorough engine inspection.

Indications of Faulty Temperature Switch Operation
The following may indicate faulty temperature switch operation:
• False HOT ENGINE indication (incorrect ETS pickup).
• Low oil shutdown caused by hot engine oil. ETS did not operate
properly, due to a fault in the cooling system.
Note: A plugged lube oil cooler can cause a hot lube oil condition. If this
happens, a HOT ENGINE alarm precedes the hot oil shutdown.
• Temperature switch cycling - picking up too soon after previous
dropout. If switch opens during starting surge, fan contactor tips
may be damaged. It is possible for tips to weld closed. Damage to
fan motor, and to companion alternator is also possible.
• Cold engine may result from welded fan contactor tips or from
sticking temperature switch pushbutton.
Testing Engine Water Temperature Switches

Make a routine check of temperature switch operation at the intervals
specified in the Scheduled Maintenance Program. A thermometer well is
provided in the temperature switch manifold to aid testing.
Temperature switch pickup and dropout can be checked on the
locomotive. TA, TB, TC, and ETS operating temperatures appear on the
Service Data page, and on the each temperature switch nameplate. The
Service Data page also contains special information concerning
temperature switches. To test the temperature switches, use the following
procedure:
1. At the temperature switch manifold, fill the thermo-well with oil, and
insert a thermometer there to indicate water temperature.
2. Set up engine loading apparatus capable of taking the full rated load of the
locomotive. For load testing procedures, refer to Section 8 in this manual.
3. Disable cooling fans by disconnecting the coil wires on fan contactors
FC1, FC2, and FC3.
CAUTION
Do not remove feed wires from ETS contacts to THL coil.
4. Connect test lamp across disconnected FC1, FC2, and FC3 leads.
Illumination of test lamp indicates that temperature switch is closed.
5. Operate engine and apply load. Until water temperature is above 54°C
(155°F), do not operate above throttle 3. Operate engine at full load
and speed (throttle 8).
6. Temperature switch elements should close in sequence (TA, TB, TC,
then ETS). When ETS picks up, audible alarm sounds and engine
speed and load reduce. Record temperature at each switch pickup.
7. After ETS contacts close, disconnect test lamp, and reconnect coil
wires to fan contactors FC1, FC2, and FC3.
8. When temperature decreases and ETS drops out, engine speed and
load return to normal. Record ETS dropout temperature.
9. Drop load by reducing throttle to Notch 4 and setting GEN. FIELD
switch Off. Record engine water temperature when fan contactor drops
out.
COOLING SYSTEM 4-13

The water temperature switches, shown on Figure 4-6, page 4-10, are
easily removed from the temperature switch manifold. New switches may
be installed with minimal coolant loss.
To verify cooling fan operation after a replacement temperature switch is
installed, press the TEST pushbutton on top of the new switch while the
engine is running.
Note: Service Data, at the end of this section, includes a listing of additional
temperature switch checking instructions. Plans for constructing a
bench testing apparatus can be obtained from the EMD Service
Department upon request.
OPERATING WATER LEVEL

A plate next to the water level sight glass on the water tank, Figure 4-8,
below, indicates the FULL and LOW water levels for both ENGINE
RUNNING and ENGINE DEAD conditions. Do not permit the water level
to drop below the applicable LOW water level mark.
Progressive water level dropping in the sight glass indicates a leak in the
system. Correct leaks immediately.
In normal operation, the sealed, closed loop engine cooling system does
not require topping off with more water. Except at extended intervals, it
should not be necessary to add water.
Figure 4-8. Water Level Sight Gauge

LOW WATER AND CRANKCASE PRESSURE DETECTOR ASSEMBLY
The combination low water and crankcase
pressure detector, Figure 4-9, is a
mechanically operated, pressure sensitive
device that is also known as the engine
protector. If the engine protector senses
1 abnormal engine cooling system or crankcase
conditions, it causes an engine shutdown.
When water pump differential pressure

2
becomes less than air box pressure, the device
dumps oil from the governor supply line.
Once the governor senses low oil pressure, it
F30066
initiates a low oil engine shutdown. When
engine shutdown occurs, the low water
pressure button pops out to display a red band,
4 the low oil plunger on the governor protrudes,
3
and the engine control panel GOVERNOR
SHUTDOWN indicator lights.
This device protects against water pump

cavitation, which can result from low coolant
1. Low Water Reset level, excessive coolant temperature, exhaust
2. Crankcase Pressure Reset
3. Test Cock gases in the cooling system, or several other
4. Vent And Test Fitting
F30066 cooling system problems. The detector also
trips when the cooling system is drained.
Figure 4-9. Engine Protector Assembly
When an engine is shut down, there is no airbox pressure, but there is
spring pressure in the detector. In order to keep the low water pressure
detector latched in, the spring pressure must be overcome by water
pressure. In certain cases when the engine is shut down, static water
pressure working against spring pressure is not sufficient to keep the
device latched in. This is not necessarily an indication that the device is
defective. Once water pump pressures have been established, it is merely
necessary to reset the device within approximately 50 seconds after
engine startup. If the device is difficult to reset, momentarily operate the
injector rack manual control lever to speed up the engine. At the same
time, press the reset button.
Testing for Low Water Pressure Shutdown
Check low water pressure detector operation at the intervals stated in the
Scheduled Maintenance Program, or whenever faulty operation is
suspected.
To test the low water detector, run the engine at IDLE speed, and turn the
test cock (mounted on the water pump discharge elbow) to the horizontal
position. The low water pressure reset button should pop out smoothly and
without hesitation, after the water trapped behind the operating diaphragm
escapes through the drain hole (in approximately 3 seconds). Coolant
should discharge freely from the orifice. If discharge does not occur,
rapidly open and close the test cock to dislodge contaminants blocking the
orifice. Return the test cock to the vertical position.
COOLING SYSTEM 4-15

Observe the low oil plunger on the governor as it moves out. In
approximately 55 seconds, the plunger should extend fully, and the engine
should begin to shut down. As the engine begins to shut down, push in the
low water reset button and the low oil plunger. Operate the rack
positioning lever to bring the engine back up to IDLE speed before
complete shutdown. Verify that the low water reset button stays set.
If the low water pressure reset button does not pop out freely (without
assistance) when the test cock is operated, and the engine is at IDLE,
remove the device, and replace it with one that is qualified. For a listing of
instructions that cover maintenance and qualification of the low water
pressure detector, refer to the Service Data page. Special apparatus is
required for proper testing.
Test the crankcase pressure detector in a similar manner. Simply attach a
rubber tube over the detector vent and test opening, then apply just
enough suction to trip the lower button. The crankcase pressure reset
button should pop out freely.
CAUTION
To prevent damage to the diaphragm, never apply excessive pressure or
vacuum at the vent and test opening.
For additional information on engine protective devices, refer to the

Engine Service Manual.
FILLING THE COOLING SYSTEM

Make up and test the water used in the engine cooling system in
accordance with the Maintenance Instruction listed on Service Data page.
Fill the cooling system in accordance with the following instructions:
Normal Filling:
Refer to Figure 4-3, page 4-7. Do not remove the pressure cap. Attach a
hose to the filler pipe connector and hold the fill/relief valve open.
Observe the water tank sight gauge. Do not overfill the system.
Filling a Dry System

CAUTION
After draining a hot engine, allow sufficient time for it to cool before
refilling its cooling system.
Refer to Figure 4-3, page 4-7.
1. Hold fill/relief valve open, until system pressure vents completely.
2. Remove pressure cap, and fill system through opening. Observe water
tank sight gauge. Do not overfill system.
Note: Low water pressure shutdown device normally trips when cooling
system drains. Therefore, to enable engine start after cooling system
has been filled, hold in low water pressure reset button until engine
comes up to speed.

3. To eliminate air pockets in system after filling dry, or nearly dry
system, run engine with filler cap removed, or with fill/relief valve
open. After running engine, check water level. If necessary, add more
water to system. When filling operation is complete, hold fill/relief
valve open and replace pressure cap.
COOLING SYSTEM DRAINING

To drain the cooling system, open the water drain valve located at the
sump, between the engine and the equipment rack. Once the pressure on
the system has been released, the water tank filler cap may be removed to
allow faster draining.
ENGINE WATER SAMPLING

Take water samples in a clean container, while the engine is warm and
running. Collect the sample from a point where water flow is normally
turbulent. Before taking a sample, allow the water to flow for a few
seconds. This drains off accumulated sediment, and minimizes the
possibility of getting a contaminated sample.
COOLING SYSTEM 4-17

SERVICE DATA - COOLING SYSTEM
REFERENCES
Temperature Sensitive Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . M.I. 5511
Engine Water Treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M.I. 1748
Maintenance and Qualification of
Differential Low Water Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . M.I. 260
Cooler, Lube Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M.I. 927
Radiators, Water Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M.I. 549
Radiator, Assembly and Installation . . . . . . . . . . . . . . . . . . . . . . . . . M.I. 550
Quiet (“Q”) Cooling Fan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M.I. 4105
SPECIFICATIONS
Temperature Switch Settings:
SWITCH
PICKUP DROPOUT
DESIGNATION
78.8 ± .83° C 70.5 ± 1.1° C
TA
(174 ± 1.5° F) (159 ± 2° F)
83.2 ± .83° C 74.9 ± 1.1° C
TB
(182 ± 1.5° F) (167 ± 2° F)
87.8 ± .83° C 79.4 ± 1.1° C
TC
(190 ± 1.5° F) (175 ± 2° F)
101.5°+1.66°− 0° C 96.0° +2.2°− 0° C
ETS
(215°+3°− 0° F) (205° +4°− 0° F)

SECTION 5. CENTRAL AIR SYSTEM
Contents of Section
HEADING PAGE
CENTRAL AIR SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
CENTRAL AIR SYSTEM INSPECTION AND MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . 5-4
COMPARTMENT INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
ASPIRATOR INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
INSPECTING INERTIAL FILTER BLOWER OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
INSPECTING INERTIAL FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
ENGINE INTAKE AIR FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
CHECKING AIR FILTERS AND CLEAN AIR COMPARTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
CLEANING INERTIAL AIR FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
ELECTRICAL CONTROL CABINET AIR FILTERS SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
CHECK AND ADJUSTMENT OF PRESSURE DIFFERENTIAL SWITCHES . . . . . . . . . . 5-10
SERVICE DATA - CENTRAL AIR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-13
SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-13
INERTIAL FILTERS (CLEAN AIR COMPARTMENT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-13
COMBINED ENGINE AIR FILTER AND INERTIAL FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-13
ELECTRICAL CONTROL CABINET FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-13
CENTRAL AIR SYSTEM 5-1

F26575.tif
Figure 5-1. Central Air System (Arrows indicate air flow.)

CENTRAL AIR SYSTEM DESCRIPTION
Figure 5-1 illustrates air flow into and out of the central air
compartment, also called the clean air compartment, which is an
airtight room located immediately behind the locomotive cab.
When operating, the diesel engine, the main generator blower, the
traction motor blower, and the dust bin blower all draw air from the
central air compartment. Main generator blower discharge pressurizes
the engineroom.
The rear side of the electrical cabinet makes up the front wall of the
central air compartment. The back wall is made up of the main
generator assembly and a partition fitted around it. One partition
opening is provided for engine air intake, and another opening is for
the auxiliary generator and blower drive. The locomotive long hood
sides, roof, and generator pit complete the central air compartment.
The devices drawing air from the clean air compartment create an air
pressure depression within the compartment. The depression draws
outside air into the clean air compartment through inertial filters
mounted on each side of the locomotive within the upper portion of
the clean air compartment.
Numerous wedge-shaped cells make up the filters. Figure 5-2
illustrates air flowing through one filter cell. Shaped slots cover the
cell sides, forcing air to turn suddenly to exit the cell into the clean air
compartment. Dirt particles are heavier than air, and cannot turn
sharply enough to exit the filter cell through the side slots. Air
carrying dirt particles continues straight ahead and enters a bleed duct
at the rear of the cell. The inertial filter blower (also known as the dust
bin blower) draws dirty air from the filter cell bleed ducts and expels it
from the locomotive.
f26772.tif
Figure 5-2. Inertial (Carbody) Air Filter Cell Arrangement and Air Flow through Cell

Much of the inertially filtered air supplies the generator and traction
motor cooling blowers.
Air pressure from the traction motor cooling air duct operates an
aspirator that drains water from the generator pit, Figure 5-3, page 5-4.
Air from the traction motor air duct also ventilates and pressurizes the
electrical control cabinet. Before entering the electrical control
cabinet, the air passes through two pleated paper filter elements.
Air from the generator blower cools the companion and traction
alternators, then enters the engineroom, slightly pressurizing it.
Engineroom pressurization helps keep out dirt and also supplies air to
the air compressor.
CENTRAL AIR SYSTEM INSPECTION AND MAINTENANCE
Compartment Inspection
If the central air compartment has any air leaks, unfiltered air enters.
Air leaks may be caused by any of the following defects:
1. Access panel bolts missing.
2. Access panel gaskets or seals missing, or not properly applied.
3. Compartment door not tightly closed.
4. Engineroom partition, and attached cover plates not properly
applied and sealed.
5. Generator pit aspirator not properly connected.
Aspirator Inspection
At the intervals stipulated in the Scheduled Maintenance Program,
inspect the main generator pit aspirator, Figure 5-3, as follows:
1. Check aspirator drain holes for obstructions.
2. Verify that traction motor cooling air exhausts from aspirator tube,
and draws liquid through aspirator drain holes.
Figure 5-3. Generator Pit Aspirator, Typical (Connection details vary.)

Inspecting Inertial Filter Blower Operation
If the inertial filter blower is faulty, inertial air filter efficiency is
significantly reduced, and unfiltered air may be drawn in through the
filter blower exhaust.
If the filter blower motor is connected incorrectly, the blower may run
backward, greatly reducing blower effectiveness.
Either of the above conditions cause excessive dirt deposits in the
main generator, traction motor cooling ducts, and in the traction
motors. The diesel engine air intake filter still effectively cleans
engine intake air, but the added filtering burden increases filter
maintenance frequency.
Note: Checking inertial filter blower discharge air flow when the
engine is running may be misleading. The blower, even when
running backward, still exhausts, but at a greatly reduced rate.
If incorrect filter blower motor connection is suspected:
1. Check filter blower discharge air flow while engine is running.
2. Stop engine and open FILTER BLOWER MOTOR circuit breaker.
3. Reverse any two blower motor input connections.
4. Start engine and close FILTER BLOWER MOTOR circuit breaker.
5. Check filter blower discharge air flow. It should blow harder. If
not, shut down engine and restore original motor connections.
Inspecting Inertial Filters
When dirt accumulates on inertial filter cell vanes, the pressure drop
across the filter increases, increasing the depression inside the clean
air compartment. As depression increases, the inertial filters become
less efficient. In itself, this is not critical, because engine filter
efficiency may not be affected. However, as clean air compartment
depression increases, the traction motor and generator blowers put out
less cooling air.
When the pressure differential between ambient and the clean air
compartment reaches the maximum value stipulated on the Service
Data page, cooling air flow is insufficient, and damage to the main
generator and traction motors may result.
It is not possible to visually determine whether the inertial filters are
sufficiently clean or are plugged to the maximum allowable limit. On
the other hand, it is possible for the filters to appear very dirty and still
provide adequate filtration and adequate cooling air.
If dirt on the filters is evenly distributed, it does not adversely affect
filtration except for the increased pressure drop that the cooling
blowers must work against. However, if dirt is unevenly distributed,
filtering efficiency can be reduced without an increase in pressure
drop. It has been determined from experience that the inertial filters
should be removed from the locomotive and cleaned whenever
compartment depression exceeds the value shown on the Service Data
page at the end of this section.

Engine Intake Air Filters
An assembly of twelve filter elements provides the additional filtration
required for engine intake air.
Pleated paper is the filter medium of the filter elements. Figure 5-4
illustrates the front and back of a single filter element.
F40609
Figure 5-4. Engine Intake Filter Element

On the engine side, the engine air filter assembly is equipped with a
connection for an air pressure sensing line. The pressure sensing line
connects to filter vacuum switch FVS in the electrical control cabinet,
in the cab. Another air pressure sensing line connects FVS to ambient
air pressure. In that manner, FVS senses the sum of the pressure drops
across the inertial filters and the engine air filter.
Depression increases on the engine side of the engine filter assembly
as the engine filter elements become clogged. When the depression
reaches 356 mm (14” H20), the FVS switch closes, lighting the AN
module faceplate ENG AIR FILTER indicator in the electrical control
cabinet. If the ENG AIR FILTER indicator lights, check the engine air
filter elements as described under Checking Air Filters and Clean Air
Compartment, next.
If the AN module faceplate ENG AIR FILTER indicator lights, do the
following:
1. Set the throttle handle in IDLE.
2. Reset the AN module faceplate ENG AIR FILTER indicator.
3. Turn Off GEN. FIELD switch.
4. Advance throttle handle to notch 8.

5. Return throttle handle to IDLE.
6. If ENG AIR FILTER indicator is Off, engine air filter does not
need service. If ENG AIR FILTER indicator is On, it means that
either the inertial filters or the engine filter are causing enough
depression at the engine side of the engine filter to trip filter vac-
uum switch FVS.
7. If ENG AIR FILTER indicator was On at end of previous step,
determine which filter(s) are dirty by performing the following
procedure.
Checking Air Filters and Clean Air Compartment
Hose stems located on the front of the electrical cabinet, Figure 5-5,
page 5-7, provide a convenient place to take manometer readings of
pressure drops across the inertial air filter, the engine plus inertial air
filters, and the electrical cabinet filter.
Check filter compartment depression when operating conditions or
appearance of filters seem to warrant such a check. Proceed:
1. Connect flexible tube to INERTIAL FILTERS hose stem, just above
the module compartment access door, on front of electrical control
cabinet inside the cab, Figure 5-5, next. Connect other end of tube
to U-tube manometer. Vent other end of manometer to atmosphere.
P/U Previous Hose Stem Art.
F29256
Figure 5-5.Central Air System Filter Test Hose Stems.
2. After normal preparations, start engine. Allow engine to idle until

warm. With reverser handle centered, turn test switch to CIRCUIT
CHECK, switch generator field breaker Off, and advance throttle
handle to RUN 8. (Loading is not necessary).
3. If clean air compartment depression (INERTIAL FILTERS hose stem
reading) is less than minimum stipulated in Service Data, be sure
that all central air compartment panels, partitions, and cover plates
are properly applied, and be sure that no air is bypassing the inertial
filters.
4. When inertial filters are clean, central air compartment depression
should be near the level stipulated in the Service Data. If depression
reading is greater than maximum stipulated, clean inertial filters
immediately.
Note: If depression readings are taken annually, central air
compartment readings greater than 76 mm (3 inches) H2O
indicate that the inertial filters will probably plug before the
next annual depression reading.

5. Connect measuring device to ENGINE + INERTIALS hose stem. If
reading is below minimum stipulated in Service Data, and inertial
filter reading previously taken was satisfactory, check engine air
filters for bypassing. Possible causes for such readings:
– Tears in paper media
– Improper element seating
– Loose engine connecting boot
– Loose or broken hose stem, pressure switch, or manometer
pressure lines
If reading is greater than maximum stipulated in Service Data, renew
all engine air filter elements.
Note: If, after lengthy service, pressure drop remains low, similar
to new (clean) filters, or is decreasing rather than
increasing, renew all engine air filter elements.
If inertial filter reading is near maximum, cleaning inertial
filters may extend useful life of engine filters somewhat.
6. Check electrical control cabinet filters by opening only one cabinet
door while engine is running. Noticeable air flow from door
opening indicates that filters are not clogged.
Cleaning Inertial Air Filters
Remove the inertial filters from the locomotive and clean them when
clean air compartment depression exceeds the maximum value shown
on the Service Data page.
The only approved cleaning method is to immerse them in a hot
caustic or detergent bath, then wash them in cold water.
To speed inertial air filter cleaning and changeout, have a spare set of
filters available to replace dirty filters.
Proceed as follows:
1. 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.
2. From the outside of the locomotive remove bolts and split
lockwashers holding the inertial air filter inlet screen to the filter
opening. Remove the screen.
3. From inside the central air compartment loosen the flare nuts that
connect drain piping to the underside of the filter assemblies. Bend
the tubing slightly away from the fittings.
4. With a pipe wrench, remove the pipe nipples and attached elbows
from the filter assemblies. 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, that hold the filter assembly and draw the
assembly, to the compartment opening.
6. Thread several lifting eyes into the filter assembly and attach a
suitable lifting device to the filter assembly. Each filter assembly
weighs approximately 272 kg (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 bath it should be given
a clear cold wash.
10. Dry the filter flange and apply a new pressure sensitive backed
tape-type gasket.
11. Reinstall the filters and filter screens, reconnect 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, replace the access plate and reapply the
screws.
Caution: Make certain that the hoses are correctly mated to the dust bin
openings before tightening the hose clamps.
13. Check all connections to see that no leaks exist.
14. Check the filter compartment depression.
Electrical Control Cabinet Air Filters Service
Traction motor cooling air cools and pressurizes the electrical control
cabinet.
There are four electrical control cabinet air filter elements per
locomotive.
The box containing the four electrical control cabinet filter elements
mounts on top of the traction motor air duct, on the left side of the
locomotive, directly behind the cab.
To gain access to the electrical control cabinet filters, reduce throttle
handle position to IDLE, then remove the filter box end cover.
Renew the electrical cabinet air filter elements each time the engine
input air filters are renewed.
If unusually dirty operating conditions exist, the filters may become
plugged in a shorter period. To detect plugged cabinet filters, measure
static air pressure within the electrical cabinet with all cabinet doors
tightly latched. Renew the filters if air pressure within the cabinet
drops below 127 mm (0.5 inches) of water with the cabinet properly
sealed.
Check static air pressure in the cabinet as follows:
1. Attach a 1/4 inch (6 mm) hose to the middle hose stem on the front
of the electrical control cabinet, Figure 5-5, page 5-7.
2. Connect the other end of the hose to a U-tube manometer.
3. Obtain the pressure reading by running the diesel engine at
throttle 8, using the same procedure as described for checking
depression on carbody and engine air filters. (Starts on page 5-7.)

Note: To obtain accurate and representative electrical control
cabinet air pressure readings, make sure that the clean air
compartment door is closed tightly and make sure that the
inspection covers on all the traction motors are closed.
Low static pressure in the electrical control cabinet can be caused by
either or both of the following:
– Dirty electrical control cabinet air filters
– Poor sealing on electrical control cabinet - enables excessive air
flow through electrical control cabinet air filters, causing them
to become plugged at faster-than-normal rate.
CHECK AND ADJUSTMENT OF PRESSURE DIFFERENTIAL SWITCHES

Switches EFS and FVS sense pressure differential between two
sources, therefore their calibration can be checked by either increasing
the pressure at the "high" (atmosphere) port or by lowering the
pressure at the "low" (engine air inlet) port.
Table 1: Switch Trip Values
Switch Part No. Pressure Differential At Trip
FVS 8465021 14 in +/− 2 in (356 mm +/- 51 mm)

EFS 8466230 24 in +/− 2 in (610 mm +/- 51 mm)
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
pressure switch. Switch is defective if voltmeter does not indicate up
scale in Step 1.
2. Connect a flexible tube to the atmospheric pressure reference port.

Connect a "tee" fitting, a short piece of tubing, and a manometer as
shown in Figure 5-6.

CA33746 at 4.5i
Figure 5-6. Testing Filter Safety Switches

3. Apply low pressure air to the short tube by blowing into it.
4. Note manometer reading when voltmeter indication goes to zero
(switch closes). If manometer reading is within limits shown in
Switch Trip Value chart, switch is operating normally.
5. If the switch does not operate within the +/- 2 in (+/- 51 mm) H2O
limits, the switch should be adjusted to within +/- 0.5 in (+/- 13
mm) H2O limits. Turn the calibration screw, Figure 5-7, clockwise
to increase the trip value, or counter clockwise to decrease the trip
value.
CA30824 at 2.25i
Figure 5-7. Filter Safety Switch

NOTE
Occasionally a plugged inertial filter fault is reported, but manometer
checks indicate clean filters and satisfactory switches. Such transient
indications can be caused by wet filter elements or by snow plugged iner-
tial 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 Compartment portion of this section to measure air
inlet pressure to engine.
CAUTION
If a switch is removed from the locomotive and is to be calibrated at a
bench, it is important to position the switch so that the diaphragm is in
the vertical plane (which is the plane of mounting on a locomotive).

SERVICE DATA - CENTRAL AIR SYSTEM
Specifications
Inertial Filters (Clean Air Compartment)
MINIMUM DEPRESSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .51 MM (2") H20
MAXIMUM DEPRESSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .140 MM (5") H20
Combined Engine Air Filter and Inertial Filters
MAXIMUM DEPRESSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .356 MM (14") H20
Electrical Control Cabinet Filters
MINIMUM STATIC PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38 MM (1.5") H2O

SECTION 6. COMPRESSED AIR SYSTEM
Contents of Section
HEADING PAGE
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
AIR COMPRESSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6
COMPRESSOR AIR INLET FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6
COMPRESSOR CONTROL SWITCH - CCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
CCS SWITCH MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8
COMPRESSOR CONTROL MAGNET VALVE MV-CC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-9
MV-CC MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-9
COMPRESSED AIR GAUGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-9
MAIN RESERVOIR CENTRIFUGAL-TYPE FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-9
MAIN RESERVOIR CENTRIFUGAL FILTER MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11
MAIN RESERVOIR DRAIN VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11
AIR BRAKE EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-12
AUTOMATIC BRAKE VALVE HANDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-13
RELEASE POSITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-14
MINIMUM REDUCTION POSITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-14
SERVICE ZONE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-14
SUPPRESSION POSITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-14
HANDLE OFF POSITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-15
EMERGENCY POSITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-15
INDEPENDENT BRAKE VALVE HANDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-15
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-15
FULL APPLICATION POSITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-16
MULTIPLE UNIT CUTOUT VALVE (MU2A) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-16
CUT-OFF PILOT VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-16
TRAINLINE AIR PRESSURE ADJUSTMENT VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-17
26L BRAKE EQUIPMENT OPERATING POSITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-17
AIR HORN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-17
AIR HORN MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-18
SANDING SYSTEM (IF APPLIED) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-18
SANDING SYSTEM MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-18
WINDOW WIPER ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-19
WINDOW WIPER MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-19
RADIATOR SHUTTER CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-20
SHUTTER OPERATING CYLINDERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-20
SHUTTER MAGNET VALVE - MV-SH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-21
SAFETY CONTROL FOOT PEDAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-21
SERVICE DATA - COMPRESSED AIR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-23
REFERENCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-23
SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-23
AIR COMPRESSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-23
COMPRESSED AIR SYSTEM 6-1

INTRODUCTION
Compressed air is used for operating the locomotive and train air
brakes and auxiliary devices such as sanders, shutter operating
cylinders, horn, bell and windshield wipers.
Figure 6-2 and Figure 6-3, on pages 6-4 and 6-5, illustrate a typical
compressed air system.
AIR COMPRESSOR
DESCRIPTION
Air is compressed by a deep sump crankcase, water cooled, three
cylinder (six cylinder optional), two stage air compressor, Figure 6-1.
The compressor is driven through flexible couplings from the front
end of the engine crankshaft.
21215
Figure 6-1. Air Compressor

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 float type indicator. At idle speed with the
lubricating oil at operating temperature, the oil pressure should be
124-172 kPa (18-25 psi). A plugged opening in the relief valve block
is provided for an oil pressure gauge.
The basic compressor has two low pressure cylinders and one high
pressure cylinder. The pistons of all three cylinders are driven by a
common crankshaft. 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 cooled before
entering the high pressure cylinder. The intercooler is provided with a
relief valve and a plugged opening for a pressure gauge.

NEW,
CP41576
Figure 6-2. Compressed Air System Diagram, Typical, Part 1 of 2

NEW,
CP41577
Figure 6-3. Compressed Air System Diagram, Typical, Part 2 of 2

A dry-type replaceable element filters inlet air, protecting moving
parts in the compressor, and enabling the system to provide clean
compressed air.

MAINTENANCE
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
of EMD approved lube oil should be added at the oil fill pipe. The oil
should be changed at intervals stated in the applicable Scheduled
Maintenance Program. The addition of oil between changes is
normally not necessary due to the high capacity of the deep crankcase.
When it becomes necessary to install a pressure gauge to check
intercooler or lube oil pressures, be sure the gauge is removed after
pressure checking is completed and replace the gauge with a plug.
Tightened the plug sufficiently to prevent loosening from vibration.
Compressor Air Inlet Filter
The outlet of the dry-type compressor air inlet filter connects to the
inlet of the low pressure cylinder near the center of the compressor.
The filter, Figure 6-4, below, contains a replaceable element. Replace
the element at the intervals suggested in the Scheduled Maintenance
Program, or, if operating conditions dictate, more frequently.
To remove the element from the rectangular shaped filter, remove the
nut, lockwasher, and retainer hook at the top and bottom of the filter,
The impingement screen can then be removed and the element pulled
out of the housing.
F13552 F13553 F13522
Figure 6-4. Compressor Air Inlet Filter Assembly, Typical

COMPRESSOR CONTROL SWITCH - CCS
DESCRIPTION
Since the air compressor is directly connected to the engine, the
compressor is in operation (although not always compressing air)
whenever the engine is running. An unloader piston that cuts out the
compressing action is provided in each high and low pressure cylinder
head. The unloader pistons are actuated with main reservoir air
pressure when the compressor control magnet valve MV-CC is
energized. MV-CC is energized by the compressor control switch
CCS, Figure 6-5, which senses main reservoir air pressure.
The unloader pistons cut out compressing action by blocking open the
intake valves in the high and low pressure cylinders. When air
pressure is removed, the unloader releases the intake valves and the
compressor resumes pumping.
When the locomotive is equipped with compressor synchronization,
each locomotive unit is equipped with an electro-pneumatic system for
compressor 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 896 kPa (130 psi), Figure 6-6, page 6-8. All units will
continue to pump until main reservoir pressure in each and every unit
reaches 965 kPa (140 psi).
Ref. Drwg. 9566153 & Art #25023
cp41572
Figure 6-5. Compressor Control Panel

Ref. F23074
Figure 6-6. Electro-Pneumatic Compressor Control
Another available option is a dual compressor control switch which

acts to unload the compressor on an individual unit when the main
reservoir pressure for that unit reaches 1 000 kPa (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 unloading of
the compressors.
NOTE
Upon special customer request, pressure values controlled by CCS,
may be slightly different than described. Consult specific locomotive
wiring diagram if in doubt.
CCS Switch Maintenance

CCS is manufactured to close tolerances. Therefore, limit inspections
to the intervals specified in the Scheduled Maintenance Program. If air
compressor difficulties arise, investigate all other possible sources of
trouble before disturbing CCS settings, then refer to the applicable
M.I. listed in Service Data, at the end of this section.
During periodic compressor control switch inspections, or when faulty
operation is suspected, replace CCS with a qualified switch.

COMPRESSOR CONTROL MAGNET VALVE MV-CC
When compressor control magnet valve MV-CC de-energizes, the air
compressor unloader pistons lift, and the machine begins to compress
air. When the compressor has restored air pressure sufficiently to close
CCS, MV-CC re-energizes.
The compressor can also be unloaded manually. Engaging the MV-CC
manual override handle mechanically holds the magnet valve in the
energized position.
MV-CC is located within the right side compartment of the A.C.
cabinet (near the engine start station).
MV-CC Maintenance
If faulty MV-CC operation is suspected, verify that the MV-CC manual
override handle is in the proper position. With the manual override
handle released and the magnet valve de-energized, the valve should
close, enabling the compressor to compress air. Check MV-CC and the
air line to the compressor unloader valve for leaks. Also, make sure
that valve electrical connections are tight. If repair is required, remove
MV-CC and replace it with one that is qualified.
COMPRESSED AIR GAUGE

An air pressure gauge, is located on the compressor control panel.
This air gauge connects to the outlet side of the No. 1 main reservoir
and thus indicates No.1 main reservoir air pressure.
MAIN RESERVOIR CENTRIFUGAL-TYPE FILTERS

There are two centrifugal-type final filters for the main reservoir
system: the auxiliary main reservoir filter and the No. 2 main reservoir
filter. The filters are located on the right side of the locomotive, under
the underframe, as illustrated in Figure 6-7.
New, CP40600
Figure 6-7. Auxiliary Main and No. 2 Main Reservoir Centrifugal Filters
(Including blowdown drain valves)
The type 818 auxiliary main reservoir final filter is equipped with a
sump-mounted blowdown drain valve.
The type 824 No. 2 main reservoir final filter is equipped with a
coalescer and a sump-mounted blowdown drain valve.

Air entering the top of a centrifugal filter flows down through a helical
passageway to the sump. Flowing through the helical passageway
cools the air and spins it. Cooling and centrifugal force cause free
water and oil, as well as heavy particles such as rust and scale, to
deposit in the filter sump.
The type 824 auxiliary main reservoir centrifugal filter has a second
stage, in which air flows upward from the sump to the outside of the
coalescer element, then flows through the coalescer element before
exiting the filter. As the air flows through the coalescer element, fine
particulates are trapped and liquids in aerosol form coalesce on the
coalescer element fibers, then drip down to the sump.
The centrifugal filters are equipped with drain valves, which are
known as blowdown drain valves, or, more simply, as blowdown
valves, because of the way they operate: when a blowdown drain valve
actuates, it opens for a short period, then closes. When it is open, air
pressure blows out particulates and liquids accumulated in the sump.
(On the type 824 auxiliary main reservoir centrifugal filter, system
backpressure backflushes the coalescer element with clean air.)
Each centrifugal filter blowdown drain valve is an assembly that can
be actuated pneumatically (automatically).
The air line from magnet valve MV-CC to the air compressor unloaders
has branches that connect to the automatic portions of the blowdown
drain valves. Therefore, when MV-CC picks up, it applies pneumatic
pressure to the blowdown valves, as well as to the compressor
unloaders, causing the blowdown valves to open momentarily,
provided that they are set for automatic operation. When MV-CC drops
out, it exhausts air pressure in the lines to the blowdown valves,
causing the blowdown valves to momentarily open again.
The blowdown drain valve pneumatic and manual (if present)
mechanisms are equipped with separate drain ports. The terms
“automatic port” and “manual port” are used here to distinguish
between the two ports. Opening either port enables pneumatic pressure
to blow out condensate.
New, CP40601
Figure 6-8. Blowdown Drain Valve, (with

Optional Manual Control)

See Figure 6-8, above. In “normal” locomotive operation, the
blowdown valve is set in the AUTO DRAIN ON position, enabling
MV-CC to automatically control blowdown operation. This position
also blocks off the manual port. To attain the AUTO DRAIN ON
position turn the valve knob to the fully-counterclockwise stop: the
valve stem will extend fully from the center of the knob.
Setting the blowdown valve in the MANUAL DRAIN position opens the
manual port. Pressure from the main reservoir continuously blows out
from the port as long as the valve is set in this position. Turn the valve
knob to an intermediate position, between the full clockwise and full
counterclockwise stops to attain the MANUAL DRAIN position. In this
position, the valve stem is neither fully extended from the knob center,
nor fully retracted.
Setting the blowdown valve in AUTO DRAIN OFF position blocks off
both valve ports. Turn the valve knob to the fully-clockwise stop to
attain this position: the valve stem will be fully retracted in the center
of the knob.
Main Reservoir Centrifugal Filter Maintenance
WARNING
Before attempting to disassemble either filter, close the cutout
valve(cock) between the filter and the main reservoir. See
Figure 6-8, above.
Change out the coalescer element of the 824-type centrifugal air filter
at the intervals stated in the Scheduled Maintenance Program. See
Service Data for coalescer element part number.
To replace a coalescer element, remove the air tube between the top of
the filter and the blowdown valve (bottom of sump at bottom of filter),
remove the hardware retaining the sump bowl, remove and, if
necessary, clean the sump bowl, then unscrew the wing nut that holds
the element in place.
Clean and inspect the filter blowdown drain valves when carrying out
the maintenance procedures provided in the Scheduled Maintenance
Program.
MAIN RESERVOIR DRAIN VALVES

Main reservoir No. 2 is equipped with a manual drain valve. Main
reservoir No. 1 is equipped with a combination automatic (pneumatic)/
manual drain valve. Whenever compressor control magnet valve
MV-CC picks up or drops out, it signals the main reservoir No. 1 drain
valve to open momentarily, blowing down liquid or solids accumulated
at the bottom of the reservoir.
Briefly open the main reservoir drain valves at daily to ensure
adequate system draining.
Check the main reservoir drain valves periodically to see that they are
seating properly, and that air is not leaking from them.

AIR BRAKE EQUIPMENT
Much of the air brake equipment is located inside the cab, on the
operators control stand, Figure 6-9 below.
Artwork # CT41175
Ref. ct400863, ct35840
1. Multiple Unit (MU-2B) Valve 12. Radio Control Unit

2. Brake Pipe Air Pressure 13. Speed Indicator/ Recorder
Adjustment Valve 14. Headlight Switch (Rear)
3. Automatic Brake Valve 15. Control & Operating Switches
4. Cut-Off Pilot Valve 16. Gauge Lights (Dimmer)
5. Independent Brake Valve Rheostat
6. Air Horn Valve 17. Dynamic Brake Circuit Breaker
7. Indicator Lights Panel 18. Headlight Switch (Front)
8. Lights Slide Switch 19. Locomotive Controller
9. Bell Valve 20. Safety Control Foot Switch
10. Duplex Air Gauges 21. Attendant Call Button
11. Load Meter (Ammeter) 22. Ground Fault Reset Button
Figure 6-9. Operator’s Control Stand.

These locomotives are equipped with type 26L air brake equipment,
located to the left of the controller. The 26L air brake equipment,
shown in Figure 6-9 above, includes an automatic brake, an
independent brake, a cut-off pilot valve, a trainline air pressure
adjustment valve, an a MU2A multiple unit cutout valve.

A dead engine feature is also part of the 26L air brake equipment. The
Dead Engine Cutout Cock Valve and Pressure Regulator, Figure 6-10
below, are located at the air brake rack, beneath the cab floor. The
pressure regulator is set by maintenance personnel.
Figure 6-10. Dead Engine Cutout Cock Valve And Pressure Regulator.
AUTOMATIC BRAKE VALVE HANDLE

The Automatic Brake Valve Handle, Figure 6-11 on page 6-14,
controls the application and release of both the locomotive and train
brakes. The brake valve is of the “pressure-maintaining type”, which
will hold brake pipe reductions constant against nominal brake pipe
leakage. A brief description of the operating positions follows:

Figure 6-11. Automatic Brake Handle Positions.
Release Position
This position is for charging the equipment and releasing the
locomotive and train brakes. It is located with the handle at the
extreme left of the quadrant.
Minimum Reduction Position
This position is located with the handle against the first raised portion
on the quadrant to the right of the release position.
With the handle moved to this position, minimum braking effort is
obtained.
Service Zone
This position consists of a sector of handle movement to the right of
release position. In moving the handle from left to right through the
service zone, the degree of braking effort is increased until, with the
handle at the extreme right of this sector, the handle is in full service
position and full service braking effort is obtained.
Suppression Position
This position is located with the handle against the second raised
portion of the quadrant to the right of release position. In addition to
providing full service braking effort, as with the handle in full service
position, suppression of overspeed control and safety control
application is obtained.

Handle Off Position
This position is located by the first quadrant notch to the right of
suppression position. This is the position in which the handle should
be placed on trailing units of a multiple-unit consist, or on locomotives
being towed “dead” in a train.
Emergency Position
This position is located to the extreme right of the brake valve
quadrant, and is used for emergency brake applications, and for
resetting the brake system after any emergency application.
INDEPENDENT BRAKE VALVE HANDLE
The Independent Brake Valve Handle, Figure 6-12, is located directly
below the automatic brake handle.
ct34488
Figure 6-12. Independent Brake Valve Handle.

This handle provides independent control of the locomotive braking
effort, irrespective of train braking effort. The brake valve is self-
lapping, and will hold the brakes applied. A brief description of the
operating positions follows:
Release Position:
This position is located with the handle at the extreme left of the
quadrant. It releases the locomotive brakes, provided that the
automatic brake handle is also in the release position.

Full Application Position
This position is located with the handle at the extreme right of the
quadrant. In moving the handle from left to right through the service
zone, the degree of locomotive braking effort is increased until full
application braking effort is obtained.
Whenever it is in the release position, depression of the independent
brake handle will cause the release of any automatic brake application
existing on the locomotive. Depression of the independent brake
handle when in the service zone will release the automatic application
of the locomotive brakes to the value corresponding to the position of
the independent brake handle.
MULTIPLE UNIT CUTOUT VALVE (MU2A)
The MU2A Cutout Valve, Figure 6-13 below, is located at the lower
left side of the control stand. Its purpose is to set up the locomotive
brake system for lead, trail, or dead operation. The handle is placed in
the LEAD OR DEAD position when leading or dead in consist, and is
placed in the TRAIL 6 or 26 position when the unit is trailing in
tandem. The TRAIL 24 position is not used when the locomotive
tandem consist of 26L air brake equipment only.
Figure 6-13. Multiple Unit Cutout Valve (MU-2A).
CUT-OFF PILOT VALVE

The Cut-off Pilot Valve, which was previously shown in Figure 6-11
on page 6-14, is located on the automatic brake valve housing directly
beneath the automatic brake handle. The valve has the following three
positions:
1. OUT
2. FRT (freight)
3. PASS (passenger)
To operate the locomotive as the controlling unit, the cut-off valve
handle must be pushed in and rotated to FRT or PASS, depending on
the make-up of the train. The OUT position is used when hauling the
locomotive “dead”, or as a trailing unit coupled in tandem.

TRAINLINE AIR PRESSURE ADJUSTMENT VALVE
The Trainline Air Pressure Adjustment Valve, which is also shown in
Figure 6-9, is located to the left of the automatic brake valve. With the
automatic brake valve handle in the release position, the air pressure
adjustment valve is used to obtain the required optimum brake pipe
pressure. The automatic brake valve will maintain the selected
pressure against overcharge or leakage.
26L Brake Equipment Operating Positions
Each railroad issues specific instructions to cover recommended
practices. In the absence of such instructions, refer to Table 6-1, next,
for the brake equipment operating positions which are most often
encountered while the locomotive is in service.
Table 6-1. Typical 26L Air Brake Equipment Settings
Service-
Dead
Automatic Independent Cutoff
Engine MU-2A Safety Control
Brake Brake Pilot
Cutout Valve Cutout Cock
Valve Valve Valve
Cock
SINGLE LOCOMOTIVE EQUIPMENT
FRT OR LEAD OR
Lead Release Release Closed Open
PASS DEAD
Shipping LEAD OR
Dead Handle Off Release OUT Open DEAD Closed
In Train
MULTIPLE LOCOMOTIVE EQUIPMENT
LEAD OR
FRT or
Lead Release Release Closed DEAD Open
PASS
Trail Handle Off Release OUT Closed TRAIL Open

Shipping LEAD OR
Dead Handle Off Release OUT Open DEAD Closed
In Train
AIR HORN
This locomotive is equipped with a two bell air-operated forward
facing horn, mounted on the cab roof, just above the front headlights.
A lever-type air horn actuating valve is located inside the cab, at the
control stand. Pulling the horn operating lever toward the operator
causes the valve to open and supply compressed air to the horn.
A valve in the air brake side of the control stand provides a means for
shutting off the air supply to the horn operating valve.

Air Horn Maintenance
To inspect and clean an air horn diaphragm, remove the back cover
bolts, and the back cover. To remove the diaphragm ring and
diaphragm, remove the diaphragm ring screws.
Whenever removing a horn back cover, blow out the air lines by
opening the horn operating valve wide with full reservoir pressure on
the line. This also cleans out the orifice dowel pin.
SANDING SYSTEM (If Applied)

A lever-type non-latching SAND lever switch mounts on the control
stand, Figure 6-9, page 6-12. Operating the SAND switch supplies a
signal to sanding module SA. The WS (wheel slip) module can also
request the SA module to initiate sanding. The SA module senses the
direction in which the locomotive is moving (forward or reverse) from
a control system input, and energizes the appropriate sanding magnet
valve.
Sanding magnet valve MV1 SF is at the front of the locomotive;
MV2 SR is located at the rear. SF MV controls sanding at the forward
end of the No. 1 truck; MV2 SR controls sanding at the rear end of the
No. 2 truck. When energized, these magnet valves open to provide
main reservoir air pressure to their associated sand traps.
Sand gravity-feeds to the sand inlet at the top of each sand trap.
Actuating air enters each trap through the air nozzle. The nozzle is
always covered by sand. Therefore, air moves the sand that lies ahead
of the discharge end of the nozzle. Sand enters the trap inlet to replace
sand discharged by the nozzle. A uniform flow of sand thereby flows
to the rail through the trap outlet.
Sanding System Maintenance
Close the shutoff valve to the magnetic control valve and sand traps
before performing any work on a sand trap.
It is always possible that moisture has from condensed in a sand trap.
To clean out the trap, remove the pipe plug at the bottom of the trap.
See Figure 6-14, below.
At the time of installation, the sand trap is set to deliver approximately
591 to 710 ml (20 to 24 oz.) of sand per minute. To change the rate of
delivery, turn the adjusting nut in or out, depending on whether more
or less sand is required.

CP40625
Figure 6-14. Sand Trap Cross Section
WINDOW WIPER ASSEMBLY

A separate wiper assembly is provided for each of the front and rear
cab windows. Each wiper assembly, except one, is driven directly by
an air-operated motor, Figure 6-15. The wiper for the front-center-left
window is driven indirectly through linkage to the air motor for the
front-center-right window. There are five wiper air motors.
F33999
Figure 6-15. Window Wiper Air Motor, Typical

Each wiper air motor is controlled by a separate air valve, located just
above the side windows on each side of the cab.
Window Wiper Maintenance
The air motor assemblies consist of four moving parts, including a
rack and pinion power train and simple internal valving with reversal
provided by pneumatic mechanical action. Valve parts are very durable
and resist the effects of contamination. Therefore, very little
maintenance should be required.

If a window wiper air motor is not operating correctly, make sure that
the air connections at the motor are tight, and that they do not leak. If
necessary, remove the air connections to inspect for signs of foreign
particles that may have settled on air motor valve seats. If foreign
particles are not fouling the valve seats, disassemble the motor further
to check for broken or jammed components, or plugged air ports.
Check air motor internal air flow by removing the air connections and
valve chamber (manifold), then blowing out the ports. Also, blow into
the exhaust outlet port to make sure that it is not plugged. If the air
motor still does not operate properly, replace it with a new or qualified
motor.
To remove the wiper connecting arm from the air motor shaft, remove
the acorn nut on the end of the shaft, then pull the connecting arm off
the splined shaft. When reassembling the connecting arm to the shaft,
be careful not to overtighten the acorn nut.
The wiper assemblies (motors with connected mechanisms) are
designed to operate at a maximum speed of 60-to-80 cycles (120-160
strokes) per minute.
RADIATOR SHUTTER CONTROL

SHUTTER OPERATING CYLINDERS
The radiator shutters are opened and closed by the action of four air
operated cylinders, Fig. 5-l 1, which are mounted to the carbody
structure at the front of the shutter assembly. The cylinders are
actuated when the shutter control magnet valve, MV-SH, is energized.
23077
Figure 6-16. Typical Shutter Operating Cylinder

Open the shutters manually by moving the shutter valve mounted on
the front of the water tank to the TEST position. Check for fast,
snappy action when opening or closing, and for interference which
might be caused by bent linkage or shutter blades. If shutters do not
open or close to their full extent, the shutter operating rod may be
adjusted. Refer to Shutter Position Adjustment procedure in Section 4.

SHUTTER MAGNET VALVE - MV-SH
When cooling fan contactors FCl, FC2, and FC3 are de-energized,
their interlocks close to energize shutter control magnet valve MV-
SH,Shown in Figure 6-5, page 6-7 This allows compressed air to be
admitted to the shutter operating cylinders to force the spring loaded
shutters closed. When the FCl fan contactor is energized, the shutter
magnet valve is de-energized, air pressure is released from the shutter
operating cylinders and the spring loaded shutters open.
The MV-SH assembly consists of two magnet valves connected in
tandem by a single manifold. Both magnet valves must be energized
and operate before air pressure can force the shutters closed. If either
or both valves are de-energized, air pressure is released from the
shutter operating cylinders, exhausted through MV-SH, and the
shutters will remain open.
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. Only EMD
replacement parts should be used.
SAFETY CONTROL FOOT PEDAL

The safety control foot pedal is located at the base of the control stand.
It is item 20a of Figure 6-9, page 6-12.
For normal locomotive operation, the operator depresses and holds
down the pedal. If the operator releases the pedal, the safety control
whistle begins sounding, and four to six seconds later, if the pedal is
still released, the brake control system initiates a penalty brake
application.
If the operator depresses the pedal after the whistle begins sounding,
but before the four to six second delay completes, that cancels the
penalty brake application.
To recover, from the safety control brake application, the operator
must obey all applicable railroad rules and operating practices, and:
1. Set automatic brake handle in SUPPRESSION.
2. Set throttle handle in IDLE.
3. Wait 7 to 9 seconds for P.C.S. OPEN indicator light to extinguish.
4. If required by railroad rules or operating practices, wait for train to
stop.
5. Set automatic brake in release.

SERVICE DATA - COMPRESSED AIR SYSTEM
REFERENCES
AIR COMPRESSOR MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M.I. 1144
AIR HORN MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M.I. 2926
MAGNET VALVE MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M.I. 4707
COMPRESSOR CONTROL SWITCH MAINTENANCE AND CALIBRATION . . . . . . . . . . . . . . . . . . . . M.I. 5512
LUBRICANT SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M.I. 1756
SPECIFICATIONS
Air Compressor
MODEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WLN
COMPRESSOR SECTION
TYPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TWO-STAGE
NUMBER OF CYLINDERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
DISPLACEMENT AT 900 RPM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.19 m3/min (254 ft3/min.)
COOLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WATER
LUBE OIL
TYPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TURBINE
WEIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SAE30
INHIBITORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANTI-RUST, ANTI-OXIDATION, ANTI-FOAM

SECTION 7. ELECTRICAL SYSTEM
Contents of Section
7HeadingPage
ELECTRICAL SYSTEM INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
HANDLING ELECTRONIC DEVICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
HANDLING PRECAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4
(See Contents on first page of subsections listed below.)
ELECTRICAL EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5
EXCITATION AND POWER CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-69
WHEEL SLIP SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-127
DYNAMIC BRAKING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-139
MISCELLANEOUS CONTROL CIRCUITS AND DEVICES . . . . . . . . . . . . . . . . . . . . . . . . 7-151
ELEC. SYS. - INTRODUCTION 7-1

ELECTRICAL SYSTEM INTRODUCTION
This section of the manual, Section 7, describes electrical systems and
components of the SDL50 locomotive. Section 7 is divided into major
subsections, which are listed on page 7-1. For easy reference, each
major subsection has a Contents list.
IMPORTANT
This section is a guide to the locomotive excitation and control
systems. Circuits shown in this section represent typical components,
and do not necessarily agree with the wiring diagrams and the
Troubleshooting section of this manual. When performing
troubleshooting on the excitation and control systems, refer to the
appropriate locomotive schematics and wiring diagrams.
Excitation and control system electrical/electronic circuits mount on
printed circuit modules. The modules plug into a chassis in the
electrical control cabinet module compartment.
To aid troubleshooting, the modules are provided with metering test
jacks. Some modules are equipped with press-to-test switches for
performing module functional checks. The modules are adjusted on a
test bench in the shop. Adjustment is not normally required while the
module is installed on the locomotive.
Handling Electronic Devices

Integrated circuits (ICs), J-FETS, VMOS transistors, and some thin
film resistors are susceptible to damage by electrostatic discharge. In
order to alert personnel that special handling is required, components
or circuits that are sensitive to damage by electrostatic discharge are
tagged with one of the warning labels shown in Figure 7-1, or
equivalent.
ELECTRONIC DEVICE
CAUTION!!
CAUTION SUBJECT TO DAMAGE

BY STATIC ELECTRICTY
F33637 OBSERVE PRECAUTIONS
FOR HANDLING
ELECTROSTATIC
HANDLING PRECAUTIONS REQUIRED
ELECTRO-MOTIVE DIVISION
SENSITIVE ELECTRO-MOTIVE DIESEL, INC.
DEVICES LA GRANGE, ILLINOI USA
PLACE REMOVED DEVICE IN THIS

BAG AND BOX TO RETURN TO EMD.
THIS DEVICE IS ELECTROSTATIC USE LABEL INSIDE BAG TO RESEAL BAG.
DISCHARGE SENSITIVE!
F33637
Figure 7-1. Electrostatic Discharge Warning Labels, Typical

As illustrated in Figure 7-2, page 7-4, Electro-Motive Diesel, Inc.
ships new and Utex modules in conductive antistatic bags and
fiberboard cartons with antistatic cushioning. Keep components in the
protective bags until installed. Modules returned for repair must be
placed in anti-static bags and resealed. Serial numbers are
distinguishable through the bag material - it is not necessary to open
the bags to read this information.
ELEC. SYS. - INTRODUCTION 7-3

To minimize the possibility of trapping moisture within a bag, Electro-
Motive Diesel, Inc. folds the bag at the opening, and applies a
“Caution” label with a pressure sensitive adhesive backing to secure
the flap. An additional label is included within the bag. Apply the
label if reusing the bag for transferring or shipping a circuit module or
other electrostatic discharge-sensitive device.
F29009
Figure 7-2. Sealed Bag and Cushioned Box

(Electrostatic Discharge Protection)
Handling Precautions
• Make sure anti-static bags are readily available at all test, storage,
and shipping facilities.
• To protect modules removed from a unit, maintenance personnel
involved in troubleshooting should carry antistatic bags to the
locomotive.
• Bagged modules must be stored or shipped with anti-static
cushioning. Do not use expanded polystyrene contoured packing,
or “pop-corn.” Where possible, retain the fiberboard cartons for
storage and shipment.
• Appropriate grounding procedures prevent electrostatic charge
buildup. Ground yourself when working on electronic devices.
CAUTION
Be extremely careful when working on, or around electrical devices.

ELECTRICAL EQUIPMENT
Subsection Contents
HEADING PAGE
ELECTRICAL EQUIPMENT INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
MAINTAINING ELECTRICAL EQUIPMENT IN CABINETS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
MAINTAINING ROTATING ELECTRICAL MACHINES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
CLEANING ROTATING ELECTRICAL MACHINES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
COMMUTATION COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
“SANDING-IN” NEW BRUSHES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
INSULATION RESISTANCE MEASUREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8
MAIN GENERATOR ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8
TRACTION ALTERNATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-10
COMPANION ALTERNATOR (EXCITATION ALTERNATOR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-14
TRACTION ALTERNATOR RECTIFIER ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-16
TRANSIENT VOLTAGE SUPPRESSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-18
TRACTION MOTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-19
AC AUXILIARY GENERATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-20
RADIATOR COOLING FAN MOTORS RBL1, RBL2, RBL3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-20
INERTIAL FILTER BLOWER (DUST BIN BLOWER) MOTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-20
TURBO LUBE PUMP MOTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-21
FUEL PUMP MOTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-21
STARTING MOTORS AND SOLENOIDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-21
OPERATOR'S CONTROL STAND ELECTRICAL DEVICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-23
SAND CONTROL LEVER SWITCH (NOT APPLIED ON
CONTROL STAND OF FIGURE 7-19, PAGE 7-22) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-23
LIGHTS SLIDE SWITCHES (ITEM 10, FIGURE 7-19, PAGE 7-22) . . . . . . . . . . . . . . . . . . . . . 7-23
GAUGE LIGHTS RHEOSTAT (DIMMER) (ITEM 3, FIGURE 7-19, PAGE 7-22) . . . . . . . . . . . . . 7-23
SPEED INDICATOR/ RECORDER (ITEM 1, FIGURE 7-19, PAGE 7-22) . . . . . . . . . . . . . . . . . 7-23
LOCOMOTIVE CONTROLLER (ITEM 9, FIGURE 7-19, PAGE 7-22) . . . . . . . . . . . . . . . . . . . . 7-24
LOAD CURRENT INDICATING METER (AMMETER) (ITEM 2, FIGURE 7-19, PAGE 7-22) . . . . . 7-27
INDICATOR LIGHTS PANEL (ITEM 11, FIGURE 7-19, PAGE 7-22) . . . . . . . . . . . . . . . . . . . . 7-28
CONTROL AND OPERATING SWITCHES (ITEM 4, FIGURE 7-19, PAGE 7-22) . . . . . . . . . . . . 7-30
DYNAMIC BRAKE CONTROL CIRCUIT BREAKER (ITEM 5, FIGURE 7-19, PAGE 7-22) . . 7-30
HEADLIGHT SWITCHES (ITEM 6, FIGURE 7-19, PAGE 7-22) . . . . . . . . . . . . . . . . . . . . . . 7-30
ATTENDANT CALL PUSHBUTTON SWITCH (ITEM 8, FIGURE 7-19, PAGE 7-22) . . . . 7-30
GROUND RELAY RESET PUSHBUTTON SWITCH
(ITEM 7, FIGURE 7-19, PAGE 7-22) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-30
ELECTRICAL CONTROL CABINET ELECTRICAL DEVICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-31
ENGINE CONTROL PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-31
INDICATOR LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-32
DYN. (DYNAMIC) BRAKE CUTOUT SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-34
MISCELLANEOUS LIGHT SWITCHES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-34
BATTERY CHARGING AMMETER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-34
ENGINE STOP PUSH-BUTTON SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-34
TRACTION MOTOR CUTOUT SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-35
HEADLIGHT CONTROL SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-36
ISOLATION SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-37
CIRCUIT BREAKER PANELS AND COMPARTMENTS . . . . . . . . . . . . . . . . . . . . . . . . . 7-38
CIRCUIT BREAKER PANEL NO.1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-39
CIRCUIT BREAKER PANEL NO.2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-39
FUSE AND SWITCH COMPARTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-41
CIRCUIT BREAKER COMPARTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-43
ELEC. SYS. - EQUIPMENT 7-5

MODULE COMPARTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-44
OTHER ELECTRICAL CONTROL CABINET DEVICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-48
A.C. CABINET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-62
OTHER LOCOMOTIVE ELECTRICAL DEVICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-63
CCS; COMPRESSOR CONTROL SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-63
FP/ES - FUEL PRIME/ ENGINE START SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-63
ETS - ENGINE TEMPERATURE SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-63
GOVERNOR DEVICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-64
LR - LOAD REGULATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-64
MV-818; FILTER BLOWDOWN VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-65
MV-824; FILTER BLOWDOWN VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-65
MV CC - COMPRESSOR CONTROL MAGNET VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-65
MV OS - OVERSPEED MAGNET VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-65
MV SH - RADIATOR SHUTTER MAGNET VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-65
ORS - OVERRIDING SOLENOID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-65
PCS - PNEUMATIC CONTROL SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-66
RE20A, RE20B - RESISTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-66
TA, TB, TC - TEMPERATURE SWITCHES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-66
SERVICE DATA - ELECTRICAL EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-67
REFERENCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-67

Electrical Equipment Introduction
All electrical circuits are bench tested and adjusted before installation
on the locomotive. Therefore, they need not be adjusted aboard the
unit. To simplify maintenance procedures and reduce locomotive down
time, most control circuits and devices are packaged on plug-in circuit
modules. All modules bearing identical reference numbers are
interchangeable.
This subsection, through page 7-67, provides a brief description of the
electrical devices and components. For a more detailed analysis of the
control circuits, refer to the appropriate section of this manual.
Maintaining Electrical Equipment in Cabinets
The electrical control cabinet is pressurized to keep the interior of the
cabinet clean. Keep all cabinet doors and covers in place during
locomotive operation. Keep all components free of dirt, dust, or any
foreign material.
Maintaining Rotating Electrical Machines
Although rotating electrical equipment is designed to provide long life
and satisfactory performance with a minimum of maintenance, a
certain amount of maintenance is required. Normally, equipment
service determines maintenance requirements. Perform equipment
inspections and maintenance as outlined in the Scheduled
Maintenance Program.
Cleaning Rotating Electrical Machines
Keep rotating equipment interiors and exteriors clean and free of dust,
dirt, oil, and water. Such contaminants are likely to affect insulation
and performance detrimentally.
As frequently as conditions warrant, blow out rotating machinery with
low pressure air. Avoid excessive air pressure, which can damage
insulation.
To remove oil, grease, and accumulations of dirt, use clean, bound-
edged, lint-free wiping cloths as necessary. It is essential that the static
parts be kept as clean as possible at all times.
Commutation Components
Frequently check commutators, slip rings, brushes and brush holders
for sparking while the rotating machines are operating. If evidence of
sparking is present, correct the defect, and find the initial cause of the
defect immediately to prevent complete failure of the equipment.
“Sanding-in” New Brushes
When installing new brushes, sand them in. To do so, set a piece of No.
00 grade sandpaper under the brush with the sand side touching the
brush, and move the sandpaper in the direction of rotation, as
illustrated in Figure 7-3, page 7-8. Lift the brush when moving the
paper back. Keep the paper close to the rings to avoid rounding the
edges of the brush.
CAUTION
Do not use carborundum, emery cloth, or emery paper for sanding-
in brushes.

EC40680
Figure 7-3. Sanding-In New Brushes Insulation Resistance Measurements

Test rotor and stator insulation resistance with a megohmmeter before
performing a high potential test, or when conditions warrant. For
detailed instructions, refer to Section 9.
Main Generator Assembly
The main generator assembly, Figure 7-4, consists of the following
three components:
• AR10 Traction Alternator
• CA6A Excitation Alternator
• Rectifier Assembly
The AR10 traction alternator (also known as the main generator)
converts diesel engine mechanical power to electrical power. The
companion alternator produces alternating electrical current. The
alternating current is converted to direct current before being applied
to the traction motors. The AR10 rectifier assembly uses silicon diodes
to convert alternating current to direct current.
F17073
F17073

Figure 7-4. AR/CA-Type Main Generator Assembly, Typical Figure 7-5,
next, Figure 7-6, below, and Figure 7-7, page 7-10, illustrate the three
major components of the main generator assembly.
F 28595
Figure 7-5. AR/CA-Type Rotor Assembly, Typical
F13235
Figure 7-6. AR/CA-Type Stator Assembly, Typical The AR10 traction

alternator consists of 10 field poles and the required stator windings
for generating 3-phase AC power. The AC power is rectified by two
banks of air cooled silicon diodes, Figure 7-7, page 7-10. The resulting
DC power is applied to the traction motors.
The CA6 excitation alternator is a 3-phase AC machine. Part of the
output is converted to direct current for excitation of the traction
alternator field. The alternating current output is also used to power
various auxiliary AC motors on the locomotive.

F 22583
Figure 7-7. AR/CA-Type Rectifier Assembly, Typical Two rectifier banks,

one on each side of the slip rings, Figure 7-7, rectify the traction
alternator 3-phase AC output. The rectifier assembly DC output powers
the locomotive traction motors.
Traction Alternator
The AR10 traction alternator is a 3-phase alternator equipped with two
independent and interwoven sets of stator windings, and a rotating
field common to the windings. The dual output from the traction
alternator stator is rectified by the two air-cooled rectifier assemblies
in the airbox that form the back portion of the main generator
assembly. See Figure 7-7, above.

23993 or EE30831
Figure 7-8. Traction Alternator Pictorial Diagram
Figure 7-8, above, illustrates traction alternator operation. Direct

current from the SCR assembly is applied to the rotating field through
a pair of slip rings. As the alternator rotor turns, magnetic lines of
force developed by the rotating field induce voltage in the stator
windings. One three-phase group of wye-connected stator windings
and a three-phase waveform are shown in Figure 7-8.
There are ten groups of wye-connected stator windings distributed

about the stator circumference. Five groups connect to the left rectifier
bank, and the other five groups connect to the right rectifier bank.
There is a separate positive and negative bus for each rectifier bank.
Figure 7-9, page 7-12, is a simplified schematic diagram of the stator
windings, bridge rectifiers, and DC buses.
To illustrate traction alternator operation, the paragraphs following

Figure 7-9 present two examples of traction alternator-rectifier bank-
load circuit current flow.

7-12
SDL50 LOCOMOTIVE SERVICE MANUAL
EC40681
Figure 7-9. AR10 Traction Alternator Stator/ Rectifier Assemblies/ Ground Relay Wiring Diagram
17310 or EC35560
Figure 7-10. Current Flow in Stator Windings and Rectifier Bridge at Instant V
The first example, occurring at instant V, is illustrated by Figure 7-10,

above. Pole position is illustrated with respect to a single stator
winding group. The right-hand rule for generators, included in Figure
7-10, indicates stator windings motion and current flow directions, as
well as flux polarity.
Note that phase A winding is centered over the poles (point of greatest
flux density), and is a negative potential. Note also that the potential at
phase C is decreasing, while the potential at phase B is increasing. At
the moment depicted, the potentials at C and B are equal and positive.
Therefore, current at equal potential flows to the rectifier bridge, and
two diodes at the positive side of the bridge conduct. Total current
then flows through the load, and from there, through a single diode
back to t he phase A winding, which is at negative potential.

17310 or EC35560
Figure 7-11. Current Flow in Stator Windings and Rectifier Bridge at Instant W
The second example occurs at instant W, illustrated by Figure 7-11,

above. The alternator rotor has turned 20 electrical degrees. Phase A is
still negative, but is decreasing in potential. Phase B is more positive
than phase C. The change in potential has turned off the phase C
diode, and no current flows in the phase C winding. Total current, at a
slightly greater potential than that at instant V, flows from the phase B
winding, through the load, and back to the phase A winding, which is
still negative.
Companion Alternator (Excitation Alternator)

The CA6 companion alternator, Figure 7-12, page 7-15, is also known
as the excitation alternator. It shares the shaft and housing with the
traction alternator, but is electrically independent. The CA6 rotor
(field) is excited by low voltage current, which it receives from the
auxiliary generator through a pair of slip rings. The CA6 slip rings are
next to the traction alternator slip rings.
F19065
Figure 7-12. Typical Companion Alternator

(Excitation Alternator) There are
no controls in the CA6
excitation circuit. Therefore, the alternator is excited, and generates
power whenever the diesel engine is running. Output voltage varies
with alternator rotational speed, temperature, and load.
The CA6 alternator is a variable frequency, variable voltage, rotating
field, stationary armature (stator), 3-phase, wye-connected AC
generator. It is rated 100 kVA at 0.8 power factor. CA6 nominal output
is 215 Volts at 120 Hz when the diesel engine is running at 900 RPM.
The CA6 alternator and traction alternator rotating assembly is directly
coupled to the diesel engine crankshaft.
The CA6 alternator provides power for auxiliaries, such as the inertial
filter blower motor, and the radiator blower motor. It also provides
power for traction alternator excitation and various control circuits.
Maximum CA6 alternator output is approximately 19 amperes per
field excitation ampere. The auxiliary generator provides
approximately 31 amperes of field excitation current to the CA6
alternator when the field is hot. The field excitation current (31
amperes) can be calculated by dividing auxiliary generator nominal
output voltage (74 Volts) by CA6 alternator nominal hot field
resistance (2.4 Ohms). With 31 Amps field excitation, the CA6
excitation alternator can provide an output of nearly 600 Amps.
The CA6 stator assembly bolts directly to the main generator frame.
The rotor, or rotating field assembly, bolts to the main generator field
assembly.
The separately excited CA6 field consists of 16 main pole coils. The
coils are connected in two series-groups of 8 coils each. The coils
connect alternately, inner and outer, on adjacent poles. This is possible
because the coils are wound alternately crossed and open, permitting
opposite polarity at adjacent poles. The two series groups of 8 coils
each are connected in parallel. For detailed information on the CA6
alternator, refer to M.I. 3306-B.

Traction Alternator Rectifier Assembly
The traction alternator stator is made up of two sets of wye-connected
windings. This arrangement results in two separate sources of 3-phase
AC output. An assembly of heat-sink mounted silicon diodes
independently rectifies each 3-phase AC source. At the collector ring
end of the machine, one rectifier bank assembly is to the left of the slip
rings and the other is to the right. Each assembly consists of the
following:
– Positive heat sink, negative heat sink, and bus bar assembly
– A mounting frame
– Equal quantities of positive base and negative base diodes
– Interrupting fuses
F22601
Figure 7-13. Traction Alternator

Rectifier Bank, Typical The rectifier bank assembly
converts traction alternator AC output to DC for the traction motors.
Current limiting fuses in the rectifier bank assembly isolate shorted
diodes.
If a diode fails, the associated fuse blows. The blown fuse is flagged
by a small pin protruding from the fuse indicator body.
Each assembly has fifteen (15) positive base diodes (white ceramic),
fifteen (15) negative base diodes (pink ceramic), and fifteen (15)
current limiting fuses.

Inspect the rectifier assembly at the intervals indicated in the
Scheduled Maintenance Program. Refer to Figure 7-14, page 7-17, to
inspect the rectifier assembly.
All diodes in any paralleled group must be identical, and should be
matched for the following criteria: Make, Polarity, Type, Voltage, and
Class.
CAUTION
Do not perform high potential tests on diodes, either individually or
collectively.
Before performing high potential test on locomotive or generator,
short all positive and negative generator buses together. To prevent
applying high potential to silicon controlled rectifier assembly SCR,
connect brushes together at collector rings.
Operation of generator without load is not recommended, and
should be restricted to absolute minimum. Never allow no-load
voltage to exceed 800 VDC, and never operate generator with
inspection doors open, or with panels removed.
EC40682
Figure 7-14. Traction Alternator Rectifier Bank Rectifier Inspection For

diode identification information, see Figure 7-15, next. For rectifier
assembly information, see the Maintenance Instruction listed in
Service Data, at the end of this section.

EC40683
Figure 7-15. Traction Alternator Rectifier Bank Diode Identification Markings
Transient Voltage Suppression
Voltage transients occur during commutation. When traction alternator

diodes switch from conducting to blocking (commutation), high
reverse current flows in the diodes for a few microseconds, then,
suddenly, drops to almost zero. The rate at which the reverse current
drops, multiplied by circuit inductance, determines transient voltage
spike magnitude. If transient voltage exceeds the reverse voltage
rating of a diode, the diode immediately fails.
The traction alternator assembly includes a system that capacitively
stores energy from circuit inductance during commutation. It is called
the commutation transient voltage suppression system, and uses a total
of six 2 microfarad capacitors, and six 5 Ohm resistors. The resistors
and capacitors connect in delta fashion between the A, B, and C phase
paralleling bars, on both the left and right banks of the generator
assembly, as shown in Figure 7-16, next.

EC40684
Figure 7-16. Delta-Connected Suppression Circuit, Simplified Diagram
EE30839
Figure 7-17. Traction Motor, Cut-Away View, Typical Traction Motors

Rectified electrical power from the traction alternator is distributed to
the traction motors mounted in the trucks. See Figure 7-17. Each
motor is geared to a pair of wheels. The gear ratio is selected based on
the intended type of locomotive service. The diesel engine drives a
blower that drives cooling air through the traction motors.

To provide the high torque required for starting a train, the field and
armature of each traction motor are connected in series.
To reverse traction motor rotation, switchgear in the locomotive
electrical cabinet reverses the current flow direction through the
traction motor field windings.
The traction motor brush holders are designed to minimize flexing and
fatigue damage, and to withstand severe flashover. Brush holder
cabling is arranged and clamped for increased mechanical strength.
The maximum continuous current rating of the traction motors, and
the values given on the traction motor ammeter, are applicable only
when operating at throttle 8 engine speed. These values decrease with
engine speed because cooling air decreases as engine speed decreases.
Perform traction motor inspection and maintenance as outlined in the
Scheduled Maintenance Program.
AC Auxiliary Generator
The auxiliary generator, Figure 7-18, below, is nominally rated 18 kW.
Auxiliary generator output voltage is fed back to the VR module,
which controls auxiliary generator field excitation to regulate the
auxiliary generator output at 74 VDC, nominal.
Auxiliary generator output provides locomotive battery charging,
companion alternator CA6 excitation, and low voltage DC control
power.
Art No. F19363
F19363
Figure 7-18. Auxiliary Generator, Typical Perform
auxiliary generator
inspection and maintenance as outlined in the Scheduled Maintenance
Program. For maintenance/ repair details, refer to the appropriate
Maintenance Instructions publication, listed in Service Data at the end
of Section 7.
Radiator Cooling Fan Motors RBL1, RBL2, RBL3
The radiator cooling fans are driven by inverted squirrel cage
induction-type motors. (An inverted motor has the rotor located
outside the stator.) For additional information, refer to Section 4 in
this manual.
Inertial Filter Blower (Dust Bin Blower) Motor
This three-phase AC motor, rated 8.6 HP at 3600 RPM, based on
200 Volts/ 120 Hertz operating power, is directly coupled to the squirrel
cage blower that draws out and expels dirt-laden air from the inertial
filters. Companion alternator CA6 supplies inertial filter blower motor
operating power.
Turbo Lube Pump Motor
This 3/4 HP, 1200 RPM, 64-74 V DC motor couples directly to the
engine lubricating oil pump. The motor/ pump assembly mounts on
the engine crankcase. At engine start, the pump provides lubricating
oil to the turbocharger bearings. Before the engine runs, 64 V DC from
the locomotive batteries operates the motor. While the engine is
running, 74 V DC, from the auxiliary generator operates the motor.
At engine shutdown, a time delay relay provides for extended pump
operation, in order to carry away residual heat from the turbocharger
bearings. Locomotive battery power operates the motor during this
period.
Fuel Pump Motor
This 1/4 HP, 1200 RPM, 64-74 V DC motor couples directly to the fuel
pump. The motor/ pump assembly mounts on the equipment rack.
Before the engine runs, 64 V DC from the locomotive batteries
operates the motor. While the engine is running, 74 V DC, from the
auxiliary generator operates the motor. During engine operation, the
pump supplies fuel for combustion and injector cooling. At the
primary filter, a bypass valve protects the motor against overloading,
which can be caused by a plugged filter.
For additional information on the fuel pump motor, refer to Section 2
of this manual.
Starting Motors and Solenoids
The starting motor solenoid assemblies mount on the starting motor
housings. Each includes two concentrically wound coils, PU (pick-up)
and HOLD.
Locomotive battery power, 64 V DC, operates the starting motors and
solenoids.
When energized, the low resistance PU coil drives the starter motor
pinion into place. The starting contactor then shorts out the PU coil,
and the high resistance HOLD coil has sufficient energy to hold the
pinion engaged. When the cranking signal ends, the starting contactors
drop out.
For additional information on starting motors and solenoids, refer to
Section 1 of this manual.

ec41573
1. Speed Indicator/ Recorder . . . . . . . . . . . . . . . . . . . . . . . . . Pg. 7-23

2. Load Current Indicating Meter (Ammeter) . . . . . . . . . . . . . . . Pg. 7-27
3. Gauge Lights Rheostat (Dimmer) . . . . . . . . . . . . . . . . . . . . Pg. 7-23
4. Control and Operating Switches . . . . . . . . . . . . . . . . . . . . . . . . Pg. 7-23
5. Dynamic Brake Circuit Breaker . . . . . . . . . . . . . . . . . . . . . . . . Pg. 7-30
6. Headlight Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pg. 7-30
7. Ground Relay Reset Pushbutton Switch . . . . . . . . . . . . . . . . . Pg. 7-30
8. Attendant Call Pushbutton Switch . . . . . . . . . . . . . . . . . . . . . . Pg. 7-30
9. Locomotive Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pg. 7-24
10. Lights Slide Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Pg. 7-23
11. Indicator Lights Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Pg. 7-28
Figure 7-19. Electrical Equipment on Operator’s Control Stand, Typical

(Page numbers indicate start of descriptions.)

Operator's Control Stand Electrical Devices
The operator’s control stand, Figure 7-19, at left, includes the
electrical devices that must be close at hand when the operator is
setting up the locomotive and operating it. The individual electrical
devices are described in the following paragraphs. Figure 7-19 lists the
page number where each device description starts. Control stand
devices related to the air brake system are covered in Section 6.
Sand Control Lever Switch (Not Applied on Control Stand of Figure 7-19, page 7-22)
When operated, this non-latching lever switch supplies a signal to
sanding module SA10. SA10 then determines the direction in which
the locomotive is moving (forward or reverse), and directs the
trainlined signal to the appropriate sanding magnet valve.
Lights Slide Switches (Item 10, Figure 7-19, page 7-22)
Gauge Light Switch: This switch controls the control stand gauge
lights. The switch is On in the up position and Off in the down
position. Once the gauge lights are On, the gauge light dimmer
rheostat controls gauge light intensity.
Step Light Switch: This switch controls the step lights, which are
located above the top step on the four corners of the locomotive. The
switch is On in the up position and Off in the down position.
Gauge Lights Rheostat (Dimmer) (Item 3, Figure 7-19, page 7-22)
This rheostat alters the brightness of the air gauge panel and load
meter lights.
Speed Indicator/ Recorder (Item 1, Figure 7-19, page 7-22)
The speed indicator/ event recorder display indicates locomotive speed
in the 0 - 180 kph range. An axle transmitter coupled to the right end of
axle no. 1 drives the indicator/ recorder. A 12-hour dial clock and a
six-digit total distance counter (odometer) are also included in the
display. A small AM/PM indicator (AM = white; PM = blue) appears in
the clockface area. Specific locomotive operation details and control
functions are recorded as they occur by a strip chart recorder within
the unit.
If speed exceeds 160 kph, contact K1 in the indicator/ recorder opens,
dropping out overspeed relay OSR in the control system. OSR dropout
drops out overspeed magnet valve MV OS in the compressed air
system. MV OS dropout causes a warning whistle to sound for four to
six seconds. Then, if MV OS is still dropped out, a penalty brake
application occurs.

Locomotive Controller (Item 9, Figure 7-19, page 7-22)
The following operating handles are located on the locomotive
controller, Figure 7-20.
Photo illustration #1 (26898)
F41173.tiff
Figure 7-20. Locomotive Controller
DYNAMIC BRAKE HANDLE

A separate handle, Figure 7-21 below, is provided for dynamic brake
control. It is uppermost on the controller panel and is moved from left
to right to increase braking effort. The handle grip is somewhat out-of-
round with the flattened surfaces vertical to distinguish it from the
throttle handle, which has its flattened surfaces horizontal. The brake
handle has two detente positions; OFF and SET UP, and an operating
range 1 through FULL 8, through which the handle moves freely
without notching. Mechanical interlocking prevents the dynamic brake
handle from being moved out of the OFF position unless the throttle is
in IDLE and the reverser is positioned for direction of travel (either
forward or reverse).
ct31369
Figure 7-21. Dynamic Brake Handle

CAUTION
During transfer from power operation to dynamic braking, the throttle must be
held in IDLE for 10 seconds before moving the dynamic brake handle to the
SET UP position. This is to eliminate the possibility of a sudden surge of
braking effort with possible train run-in or motor flash-over.
THROTTLE HANDLE
The throttle handle, Figure 7-22, is located just below the dynamic
brake handle. It is moved from right to left to increase locomotive
power. The handle grip is somewhat out-of-round, with the flattened
surfaces horizontal to distinguish it from the dynamic brake handle.
The throttle has nine detente positions; IDLE, and 1 through 8 plus a
STOP position, which is obtained by pulling the handle outward and
moving it to the right beyond IDLE to stop all engines on locomotives
coupled in tandem. Mechanical interlocking prevents the throttle
handle from being moved out of IDLE into power positions when the
dynamic brake handle is advanced to SET UP or beyond, but it can be
moved into STOP position to stop all engines in the tandem. The
throttle cannot be moved when the reverser handle is centered and
removed from the controller.
ct31269
Figure 7-22. Throttle Handle
REVERSER HANDLE
CAUTION
Damage to the traction motors may occur if the reverser is moved from forward
to reverse or from reverse to forward while the locomotive is in motion.
Therefore, the reverser direction should be changed only when the
locomotive is completely stopped.
The reverser handle, Figure 7-23 on page 7-26, is the lowest handle on
the controller panel. It has three detente positions; left, centered, and
right. When the handle is moved to the right toward the short hood end
of the unit, circuits are set up for the locomotive to move in that
direction. When the handle is moved to the left toward the long hood
end, the locomotive will move in that direction when power is applied.

With the reverser handle centered, mechanical interlocking prevents
movement of the dynamic brake handle, but the throttle handle can be
moved. In such case, power will not be applied to the traction motors,
but engine speeds will be increased.
ct31270
Figure 7-23. Reverser Handle

The reverser handle when centered and removed from the panel will
lock the throttle in IDLE position and the dynamic brake handle in
OFF position.
MECHANICAL INTERLOCKS ON THE CONTROLLER
1. With reverser handle in neutral (centered) -

a. Dynamic brake handle cannot be moved out of OFF position.
b. Throttle can be moved to any position.
c. Reverser handle can be removed from controller if throttle is in IDLE
position.
2. Reverser handle in forward or reverse -
a. Throttle can be moved to any position if dynamic brake handle is in OFF
position.
b. Dynamic brake handle can be moved to any position if throttle is in
IDLE position for 10 seconds.
3. Reverser handle removed from controller -
a. Throttle locked in IDLE position.
b. Dynamic brake handle locked in OFF position.
4. Throttle in IDLE position -
a. Dynamic brake handle can be moved to any position if reverser is in
forward or reverse position.
b. Reverser handle can be placed in neutral, forward, or reverse position if
dynamic brake handle is in OFF position.

5. Throttle above IDLE position -
a. Dynamic brake handle cannot be moved.
b. Reverser handle cannot be moved.
6. Dynamic brake handle in OFF position -
a. Throttle can be moved to any position.
b. Reverser handle can be moved to any position if throttle is in IDLE
position.
7. Dynamic brake handle moved out of OFF position -
a. Throttle cannot be moved out of IDLE position into power positions, but
can be moved into STOP position.
b. Reverser handle cannot be moved out of forward or reverse into OFF
position.
Load Current Indicating Meter (Ammeter) (Item 2, Figure 7-19, page 7-22)
Locomotive pulling force is indicated by the load current indicating
meter, Figure 7-24. The meter is graduated to read amperes of
electrical current, with the maximum power reading being 1500A on
the meters right half and the maximum dynamic brake reading being
800Aon the meters left half. Red areas on the meter face at the end of
the left and right sides of the meter scale indicates when current levels
are too high for continuous operation. The load indicating meter is
connected to indicate No. 2 traction motor current.
Amperage is approximately the same in all motors. Each motor will
carry the amount shown on the meter. Since the traction motors
receive their power from the main generator, the meter readings may
be multiplied to determine the approximate generator current output.
When the six traction motors of this unit are connected in parallel with
the main generator, the multiplying factor is 6 (six). Thus a meter
reading of 200 amperes would indicate a generator output of 1200
amperes. When the traction motors of this unit are connected in series-
parallel, the multiplying factor is 3 (three). Thus a meter reading of
200 amperes would indicate a generator output of 600 amperes.
The electrical current capacity of the main generator exceeds the
capability of the traction motors, so there is little danger of
overloading the generator. However, traction motor current limitations
must be observed. Short time operating instructions are printed on a
plate just above the load indicating meter.

Figure “B”
Ref. 9567250
CT41167
Figure 7-24. Load Current Indicating Meter (Ammeter)

CAUTION
Observe short time operation instructions pertaining to low speed full throttle
operation. These instructions give the time limitations at various current levels.
These times are non-accumulative.
The maximum continuous current rating of the traction motors and the value
given for the traction motor short time operating limits are applicable only when
operating at throttle 8 (eight) engine speed. These values must be decreased at
lower throttle positions, as engine speed, and consequently, traction motor cool-
ing air are reduced.
Indicator Lights Panel (Item 11, Figure 7-19, page 7-22)

Indicating lights alert the locomotive operator of various operating
conditions. The panel assembly is located on the control stand just to
the left of the upper left side of the controller. It has provision for six
press-to-test lights (three basic, and up to three additional as may be
required by the use of special equipment on the locomotive).
The indicating lights panel, Figure 7-25, page 7-29, consists of a
rectangular aluminum plate with six 1/2'' drilled holes to accept
holders for grooved-base subminiature lamps. Limiting resistors of
high wattage are also affixed to the plate. The lamp holders form the
front part of the press-to-test assemblies, and a printed circuit board
equipped with Faston tabs is connected to the backs of the switches.
The tabs are wired to appropriate locomotive circuits.
Translucent phenolic lens caps (either white or colored), identified by
black block letters, fit over the lamps into the switch assemblies. A
fiberglass guard, formed to accept and retain the lens caps, is bolted to
the aluminum plate to complete the indicating light assembly.

Figure “A”
Modify cc34759
Per wd04319 Sheet 6

CT41166
Figure 7-25. Indicating Lights Panel Assembly

NOTE
The following indicator lights have a push-to-test feature which allows testing
of the lamp alone. This determines if the lamp is working properly, independent
from its operation in the power control system. When the lens cap is depressed,
the supply voltage is applied across the lamp circuit. After a one second delay
the light will come on, if the lamp is good.
PCS OPEN Light : The PCS OPEN light indicates a safety control or
emergency air brake application. The pneumatic control switch PCS
functions to automatically cut power to the traction motors in the event
of a safety control or emergency air brake application. Locomotive
power is restored by resetting of the PCS switch. This occurs
automatically provided that air brake control is recovered and the
throttle is returned to the IDLE position.
BRAKE WARN Light : The BRAKE WARN light functions in
conjunction with the brake warning relay to indicate excessive
dynamic braking current. Due to automatic brake limiting, provided by
the dynamic brake regulating DR module, the warning light should
seldom, if ever, come on and then only momentarily. Correction for
excessive current generally occurs automatically and quite rapidly.
In the event that the brake warning light comes on, reduce dynamic
brake handle position immediately to decrease braking effort and
prevent possible equipment damage. If the brake warning light does
not go out or if the indication repeats, place the dynamic brake cutout
switch on the engine control panel of the affected unit in the CUTOUT
position. The cutout unit will then operate normally under power, but
will not provide dynamic braking. Total dynamic braking effort of
units coupled in tandem will be reduced.
WHEEL SLIP Light : The WHEEL SLIP light indicates moderate to
severe wheel slip, locked sliding wheels, or circuit difficulty.
Depending upon conditions, the light will flash intermittently or go on
and off at regular intervals indicating that the wheel slip control
system is performing its function by correcting wheel slips. A buzzer
mounted on the control stand also will sound when the light comes on.

Control and Operating Switches (Item 4, Figure 7-19, page 7-22)
Note: The following three slide switches, ENG RUN, GEN. FIELD, and
CONTROL & FUEL PUMP must be kept OFF (slider Down) on
trailing locomotives in tandem (consist). On lead locomotives, the
three switches must be set ON (slider Up).
ENGINE RUN Slide Switch: This two position (ON/OFF) slide switch
must be ON (slider Up) to obtain throttle control of the engine speed.
When the switch is OFF (slider Down), the engine only runs at idle
speed, regardless of throttle handle position.
GENERATOR FIELD Slide Switch: This two position (ON/OFF) slide
switch must be ON (slider Up) to enable traction alternator excitation.
If the switch is OFF (slider Down), the engine still responds to throttle
setting changes, but the generator does not develop power.
CONTROL and FUEL PUMP Slide Switch: This two position (ON/
OFF) slide switch provides power to various low voltage control
circuits. It must be ON (slider Up) to start the engine and to operate the
fuel pump.
DYNAMIC BRAKE CONTROL Circuit Breaker (Item 5, Figure 7-19, page 7-22)
This circuit breaker is provided to protect against a faulty operating or
test setup. This circuit breaker should be in the ON (up) position for
normal operation. A tripped circuit breaker generally indicates that
during dynamic brake testing more than one dynamic brake handle in a
locomotive consist was out of OFF position.
HEADLIGHT Switches (Item 6, Figure 7-19, page 7-22)
The front and rear headlight switches are located below the controller
on the control stand. Each switch is a four (4) position rotary snap
switch. The four switch positions are OFF, and the following three (3)
headlight ON operating positions DIM, MED, and BRIGHT.
ATTENDANT CALL PUSHBUTTON SWITCH (Item 8, Figure 7-19, page 7-22)
When this button is pressed in any unit coupled in consist, the alarm
bell will ring in all units in consist.
GROUND RELAY RESET PUSHBUTTON SWITCH (Item 7, Figure 7-19, page 7-22)
To restore locomotive power and reset the ground relay when the
ground relay tripped light is on, wait 10 seconds, then press the ground
reset pushbutton. Power will then reapply. It is not necessary to isolate
the unit, or have the throttle in IDLE while pressing the button unless
the locomotive is at a standstill.
Repeated resetting of the ground relay is permissible, but instructions
as issued by the railroad regarding repeated resetting must be
followed. However, in the absence of definite instructions to the
contrary, isolate a unit when the ground relay light comes on for a
third time after being reset twice.
CAUTION
Always report ground fault light indications to proper maintenance personnel.

Engine Control Panel, Pg. 7-31
Circuit Breaker Panels, Pg. 7-38
Module Compartment, Pg. 7-44
Figure 7-26. Electrical Control Cabinet (Upper Half)
Electrical Control Cabinet Electrical Devices

The electrical control cabinet, Figure 7-26, page 7-31, forms the rear
wall of the locomotive cab. It houses both low voltage and high
voltage electrical devices necessary for locomotive operation.
Major electrical control cabinet sub assemblies are shown on
Figure 7-26, along with the page number where descriptions of each
sub-assembly components start. Descriptions of the remaining
electrical control cabinet electrical components start on page 7-48.
Engine Control Panel
The Engine Control Panel, Figure 7-27, contains various control
switches and indicator lights to alert the operator to various operating
conditions. Brief descriptions of the engine control panel electrical
devices are provided on the pages which follow this page.

Figure 7-27. Engine Control Panel
INDICATOR LIGHTS
The engine control panel is equipped with six indicator lights which
alert the operator to fault or operating conditions. Descriptions of the
six indicator lights appear on the pages following this paragraph
.
NOTE
In most cases, the alarm bell will ring at the same time each indicator light
shines. The bell will ring in all units connected in tandem, but the light will
come on only in the cab of the affected unit.
TEST Light
The test light comes on when the test panel rotary test switch is placed
in the LOAD TEST or CIRCUIT CHECK position. The light indicates
that the locomotive circuits are set up for either load testing, which
requires the reverser handle be in the center position, or for circuit
check, which requires the generator field circuit breaker be in the open
position. This test equipment is provided for use by maintenance
personnel, to test and troubleshoot the locomotive.
CAUTION
Do NOT return test switch to NORMAL position while operating under load.
The main generator will be open circuited if a resistor load is not connected dur-
ing load test setup.

H.V. GRD./ FAULT Light
This light indicates that an electrical path to ground has occurred due
to traction motor flashover, an insulation breakdown, excessive
moisture, a loose component, or diodes have failed in the main
generator. When this high voltage ground fault light comes on and the
alarm sounds, the operator should wait 10 seconds, then press the
ground reset pushbutton located on the control stand. Power will then
reapply. It is not necessary to isolate the unit, nor is it necessary to
have the throttle in IDLE when pressing the button.
CAUTION
Always report ground fault light indications to proper maintenance personnel.
TURBO AUX. PUMP Light

This light will come on as soon as the battery switch is closed, and the
FP/ES is operated. It indicates that the turbocharger auxiliary lube oil
pump is supplying lube oil to the turbocharger. It will remain on for
approximately 35 minutes after the FP/ES is operated. When the fuel
prime/ engine start switch is operated before or after the 35 minute
period, the time cycle is again re-established and the light remains on
for another 35 minutes.
The light will also come on and remain on for approximately 35
minutes after the engine is stopped. It provides an indication that the
auxiliary lube oil pump is supplying oil to cool the turbocharger
bearings.
If the power supply to the turbo lube pump motor 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
This light will come on and the alarm bell will sound whenever
companion alternator output stops (normal at engine shutdown). The
indication can also be caused by an actual companion alternator
failure. A tripped AC Control circuit breaker will also bring about the
indication. In each case the locomotive will fail to deliver power.
HOT ENG Light
This light in conjunction with the alarm bell warns the locomotive
operator that engine cooling water has reached an excessive
temperature. Engine speed and power will also be reduced
automatically until the condition is corrected. Check that cooling fans
and shutters are operating properly.
If the cooling system has failed, a hot lubricating oil detector will shut
the engine down before serious engine damage occurs. Do NOT
attempt to restart the engine, after a hot engine shutdown. Report
shutdown circumstances to authorized maintenance personnel.
GOVERNOR SHUTDOWN 6TH THROTTLE Light
This light comes on when the engine governor has gone to a reduced
throttle position (engine speed) and power limit due to a plugged air
filter condition, hot engine coolant, or has shut the engine down for
one of the following reasons:
1. Low lubricating oil pressure.
2. Hot engine oil.
3. Low cooling water pressure.
4. Crankcase (oil pan) overpressure.
Refer to Safety Devices paragraph under Engineroom Equipment
Section for information concerning safety devices.
DYN. (Dynamic) BRAKE CUTOUT Switch

When this switch is set in the CUTOUT position, the unit will not
provide dynamic braking. It will, however, continue to operate
normally under power. The switch can be used to limit the number of
units coupled together that will provide dynamic braking, or it may be
used to cut out dynamic braking on a unit that has a defect, while still
allowing it to operate under power.
This switch is normally safety wired in the ON (up) position to
discourage inadvertent actuations.
MISCELLANEOUS LIGHT Switches

Switches are included in circuits for various lights on the locomotive.
The switches are closed as desired to operate the number lights (either
FRONT, REAR, or BOTH), the engine room lights, and the platform
lights. These slide switches are closed when UP and open when
DOWN.
BATTERY CHARGING AMMETER

The battery charging current ammeter indicates the status of charge on
the batteries (either charging or discharging). The battery charging
ammeter does not indicate the auxiliary generator output, or the engine
cranking current during start-up.
ENGINE STOP Push-Button Switch

The diesel engine will stop when this push-button is pressed. The
reaction to the button is immediate. It need not be held in until the
engine stops.
Figure “O”
Ref. 8463080
Photo #97-0098
F41162.tif
Figure 7-28. Engine Stop Push-Button Switch

Pressing the Engine Stop Push-Button Switch, Figure 7-28 on page
7-34, will stop the diesel engine regardless of operating setup.
However, the normal procedure is to place the throttle in IDLE and the
isolation switch in the START/ STOP/ ISOLATE position before using
the stop button. If the stop button is pressed with the engine run switch
closed and the isolation switch in RUN, the alarm bell will sound.
TRACTION MOTOR CUTOUT SWITCH
The Traction Motor Cutout Switch, Figure 7-29, operates to

electrically isolate a defective traction motor along with an electrically
related motor. This permits operation with the remaining good motors.
The power control system automatically limits power to prevent
overloading the operative motors. The isolated motors will continue to
rotate as the train moves.
F41165.tiff
Ref. 8464352 & 40074614
Photo #97-0099
Figure “R”
Figure 7-29. Traction Motor Cutout Switch

To operate the motor cutout switch, it is first necessary to place the
isolation switch on the engine control panel in the ISOLATE position.
The switch is then pressed in and turned to cut out the desired pair of
traction motors.
WARNING
Make certain that all wheels rotate freely before operating with motors cut out.

HEADLIGHT CONTROL SWITCH
The twin sealed-beam front and rear headlights are each controlled by
their own headlight switch (2 switches total), which is mounted on the
locomotive control stand. Before these switches will function, the
headlight circuit breaker must be placed on. Also, on locomotives
equipped for multiple unit operation, a remote headlight control
switch mounted on the engine control panel provides for operation of
the rear unit’s headlight from the lead unit, as shown in Figure 7-30,
“Headlight Control Switch” below.
F41163.tiff
Ref. 8463080
Photo #97-0099
Figure “P”
Figure 7-30. Headlight Control Switch
The switch positions are set on each unit as follows:
On Lead Unit:
If only a single locomotive is being used, place the switch in the
SINGLE UNIT OR INTERMEDIATE UNIT position.
In multiple unit service, if trailing units are coupled to the No. 2 or
long hood end of the lead unit, place the switch in the
CONTROLLING WITH UNIT COUPLED AT LONG HOOD END
position.
In multiple unit service, if trailing units are coupled to the No. 1 or
short hood end of the lead unit, place switch in CONTROLLING
WITH UNIT COUPLED AT SHORT HOOD END position.
On Intermediate Units :
On units operating in between other units of a consist, place the switch
in the SINGLE UNIT OR INTERMEDIATE UNIT position.
On Trailing Units:
The last unit in tandem should have the headlight control switch
placed in the CONTROLLED FROM ANOTHER UNIT COUPLED
AT SHORT HOOD END position.
ISOLATION SWITCH
The Isolation Switch, Figure 7-31, has two positions - one labelled
START/ STOP/ ISOLATE, and the other labelled RUN. The functions
of these two positions are as follows:
Figure “Q”
Ref. 8463080
Photo #97-0099
F41164.tiff
Figure 7-31. Isolation Switch
START/ STOP/ ISOLATE Position:

The isolation switch is placed in this position whenever the diesel
engine is to be started. The start switch is effective only when the
isolation switch is in this position.
This position is also used to isolate the unit. When isolated, the unit
will not develop power or respond to the controls. In this event, the
engine will run at idle speed regardless of throttle position. This
position will also silence the alarm bell in the event of an alternator
failure or low lube oil alarm. It will not, however, stop the alarm in the
event of a hot engine.
On locomotives equipped with an engine control panel mounted,
remote traction motor cutout switch, the isolation switch must be
placed in the ISOLATE position before the cutout switch can be
operated.
RUN Position:
After the engine has been started, the unit can be placed “on line” by
moving the isolation switch to the RUN position. The unit will then
respond to control, and will develop power in normal operation.

CIRCUIT BREAKER PANELS AND COMPARTMENTS
The two Circuit Breaker Panels on the electrical control cabinet,

Figure 7-32 below, contains circuit breakers and controls used to
protect the diesel engine, control systems, lights, and miscellaneous
devices that are used as conditions dictate. The circuit breakers can be
operated as switches, but will trip open if an overload occurs.
Figure “L”
CB Panel #1
Photo #97-0096
Circuit Breaker Panel #1
CB Panel #2
Photo #97-0095
Figure “K”
Circuit Breaker Panel #2
Figure 7-32. Circuit Breaker Panels
Circuit breaker panel No.2 and the breakers in the circuit breaker and
test compartment are divided into two sections. The shaded section
contains the breakers that must be ON for locomotive operation.
Breakers in the unshaded section of the compartment and panel are
used as required.

CIRCUIT BREAKER PANEL NO.1
Place the two breakers of Circuit Breaker panel No.1 in the ON

position as required.
SPEED RECORDER Circuit Breaker:
This breaker protects the speed recorder and its associated circuitry,
including the axle transmitter.
RADIO Circuit Breaker:
This breaker protects the radio and its associated circuitry and
equipment.
CIRCUIT BREAKER PANEL NO.2
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 maintenance inspections. The Ground Relay Cutout Switch
must remain closed during normal operation. When this switch is
open, it prevents excitation of the main generator and speedup of the
diesel engine in addition to cutting out the ground protective relay.
This switch is normally locked in the ON (up) position by a pin, which
is safety wired in place to discourage inadvertent use by anyone other
than authorized maintenance personnel.
THE FOLLOWING BREAKERS MUST BE ON FOR

LOCOMOTIVE OPERATION
CONTROL Circuit Breaker:
This breaker sets up the fuel pump and control circuits for engine
starting. To maintain operating control once the engine is running,
power is supplied through this breaker from the auxiliary generator.
TURBO Circuit Breaker:
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 turbocharger at engine
start and after the engine is shut down.
MODULES Circuit Breaker:
This breaker protects the local control circuit that supplies power to
the circuit modules and miscellaneous control system devices.
AC CONTROL Circuit Breaker:
This breaker protects the portion of the sensor module that receives
AC power from the companion alternator. The sensor module controls
main generator field excitation current. The No AC Voltage Relay
(NVR) is also connected in this circuit. If the breaker trips during
locomotive operation, a NO BATT CHG/ PWR light and alarm will
occur.

AUX GEN FIELD Circuit Breaker:
The field excitation circuit of the auxiliary generator is protected by
this breaker. In the event that this breaker trips, it stops auxiliary
generator output to the low voltage system, which stops fuel pump
operation and companion alternator field excitation. A NO BATT
CHG/ PWR light and alarm will occur and the engine will stop from
lack of fuel.
FUEL PUMP Circuit Breaker:
This breaker protects the fuel pump motor circuit and the Engine Filter
Switch (EFS) circuit. A fuel filter bypass valve is provided to prevent
overloading the fuel pump motor if the fuel filter becomes clogged.
LOCAL CONTROL Circuit Breaker:
This circuit breaker establishes “local” power from the auxiliary
generator to operate heavy duty switchgear and various control
devices.
BRAKE TRANS. CONTROL Circuit Breaker:
This double pole breaker is located in the feed to the operating motor
of the multi-pole, motor operated, ganged switches that control the
motor field and armature connections for either dynamic braking or
power operation. Since control 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 that is already in position from conducting traction
motor current, but interlocking prevents an operating setup in conflict
with transfer switch position.
REV. CONTROL Circuit Breaker:
This breaker is located in the feed to the operating motor of the multi-
pole, motor operated, ganged switches that control the direction of
current flow through the traction motor 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 other position,
this breaker must be closed for power transfer to take place. An open
breaker does not prevent switchgear that is already in position from
conducting traction motor current, but interlocking prevents an
operating setup in conflict with transfer switch position.
PLACE THE FOLLOWING CIRCUIT BREAKERS ON AS REQUIRED
LIGHTS Circuit Breaker:

This breaker must be on to supply power to switches that control the
miscellaneous locomotive lights. The breaker also provides overload
protection for the 74 VDC electrical power outlets.
HEADLIGHTS Circuit Breaker:
This breaker provides overload protection for the headlight circuits,
including the trainlined headlight control throughout a locomotive
consist.

FUSE AND SWITCH COMPARTMENT
The Fuse And Switch Compartment, Figure 7-33, contains the

equipment described in the paragraphs which follow.
1/2 Tone 34762
F41174.tiff
Figure 7-33. Fuse And Switch Compartment
NOTE
There is no companion alternator field fuse. If a short occurs in this circuit, it
will trip the AUX. GEN. circuit breaker, and will stop companion alternator
excitation. A NO BATT CHG/ PWR light and alarm will occur.
AUX. GEN. (Auxiliary Generator) Circuit Breaker:

This circuit breaker connects the auxiliary generator to the low voltage
system. It protects against excessive current demands. In the event that
the circuit breaker trips, it stops auxiliary generator output to the low
voltage system and also stops engine fuel pump operation. The engine
will go to idle speed and then stop from lack of fuel. The NO BATT
CHG/ PWR indicator light will shine on the engine control panel and
the alarm bell will ring inside the cab.
STARTING FUSE:
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 contactor to the starting motors.
Although this fuse should be in good condition and always left in
place, it has no effect on locomotive operation other than for engine
starting. A 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.

CAUTION
These locomotives are equipped with parallel connected starting motors which
require the use of a 800 ampere starting fuse. (Units with series connected
starting motors would use a 400 ampere starting fuse). Both fuses are of the
same physical size. It is very important to observe fuse panel markings to
determine the correctly rated fuse for the unit. Do NOT use an incorrectly rated
fuse.
MAIN BATTERY KNIFE SWITCH:

This switch is used to connect the batteries to the locomotive low
voltage electrical system. It should be kept closed at all times during
operation.
The main battery knife switch may be opened during certain shop
maintenance procedures, and in instances where the engine is shut
down and the locomotive taken out of service for an extended layover.
This will prevent the battery from being discharged in the event the
lights or other low voltage devices are inadvertently left operating
during the layover.
FUSE TEST EQUIPMENT:
To facilitate the testing of fuses, a pair of fuse test blocks and a test
light are installed in the Fuse and Switch Compartment. A Test Light
toggle switch is located on the Circuit Breaker Compartment. Fuses
may be readily tested as follows:
1. Move test light switch to the ON position to make sure that the fuse test light
bulb is not burned out.
2. Move test light switch to the OFF position to turn the light off.
3. Place the 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 installation. Always isolate
the circuits in question by opening their switches before changing or
replacing fuses.

CIRCUIT BREAKER COMPARTMENT
74 Volt Receptacle:
This receptacle provides 74 volts DC for maintenance or testing
purposes. Power is supplied to this receptacle when the main battery
switch and the LIGHTS circuit breaker are closed.
FUSE TEST Switch:
This switch is described on previous page under fuse test equipment.
F41157.tiff
Ref. Photo #97-0094
Figure “J”
Figure 7-34. Circuit Breaker And Test Panel Compartment
GENERATOR FIELD Circuit Breaker:

The main generator receives excitation current through a controlled
rectifier from the companion alternator. This breaker is provided to
protect the controlled rectifier and both generators, as well as the
associated circuitry.
NOTE
Unlike other breakers on the panel that trip to the full OFF position, the gener-
ator field circuit breaker will trip to the center position. After a period for cool-
ing, the breaker must be placed in full OFF position before resetting to the ON
position.
FILTER BLOWER MOTOR Circuit Breaker:

This breaker protects the inertial filter blower motor circuit. The
blower is used to evacuate dirt laden air from the central air
compartment inertial filters. If this circuit breaker trips, operation may
continue to the nearest maintenance point.

CAB HEATER Circuit Breakers:
These breakers protect the left and right side cab heaters and
associated circuitry. The AUX GEN fuse also protects the cab heater
circuits, as well as the companion generator field circuit, and auxiliary
generator armature circuit.
AIR COND. COMP. Circuit Breaker:
This breaker protects the air conditioner compressor motor circuits. A
separate breaker for the air conditioner blower fan motor is located at
the main control panel.
Module Compartment
The module compartment is part of the electrical control cabinet,
Figure 7-26, page 7-31. It is the horizontally oriented compartment
below the circuit breaker panels and main control panel. The module
compartment contains 12 to 14 printed-circuit control modules.
Figure 7-35, below, illustrates a typical module compartment.
Note: The module designations appearing in Figure 7-35 are general, not
specific - for example, the module in the most-left slot may be
designated VR14, not VR.
EC41578
Figure 7-35. Module Compartment with Typical Circuit Modules

Each circuit module includes circuitry for one or more locomotive
control function. Circuit components mount on circuit boards;
terminals on the circuit boards mount on a common grid pattern. The
circuit 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 connected to terminal strips.
Cabinet wiring completes the circuit connection.
Face plates and handles attach to the circuit boards; test points mount
on the face plates. In addition to the test points, the face plates may
contain test switches and indicators.
Brief descriptions of the circuit modules follow. More detailed
descriptions appear later in this section. The brief module descriptions
note the locations of the detailed descriptions.

VR14 Module - Voltage Regulator: The VR14 module monitors
auxiliary generator output voltage and regulates it by controlling
auxiliary generator excitation.
The locomotive low voltage system is designed for operation on
74 V DC power supplied by the auxiliary generator. This voltage must
be kept constant, regardless of changes in engine (and auxiliary
generator) speed, and auxiliary generator loading.
The VR14 module functions automatically, and should never be
disturbed during operation. It uses solid state electronic components to
regulate auxiliary generator voltage by rapidly switching the generator
field circuit On and Off. The On-time vs. Off-time ratio determines
auxiliary generator voltage. With the exception of a starting relay, the
VR14 module uses no moving parts. Therefor, it can be called the
static voltage regulator.
Note: The VR14 module does not provide the stable reference voltage
required by the excitation system. The stable reference voltage is
provided by a regulating circuit located on throttle response and
voltage reference module TH14.
CAUTION
Do not remove or insert the VR14 module unless the diesel engine is
completely stopped.
For more information about the VR14 module, see page 7-161 text.
TH14 Module - Throttle Response & Voltage Reference: The voltage
reference regulator section of the TH14 circuit module provides an
extremely stable reference voltage for the excitation control system.
The throttle response section of the TH14 module provides a reference
voltage that is directly proportional to throttle handle setting. This
reference voltage is impressed upon power control circuits, so that
locomotive power is precisely controlled by throttle position.
A TH14 module faceplate pushbutton test switch energizes engine
governor ORS solenoid to test load regulator operation.
For a more detailed description of the TH14 module, see text starting
on page 7-108.
RC12 Module - Rate Control: The traction alternator and the traction
alternator control system respond so quickly to reference voltage
changes that sudden reference voltage changes can cause rough train
handling. To prevent such problems, the RC12 module includes a
resistance-capacitance (RC) circuit to smooth out abrupt reference
signal changes.
For a more detailed description of the RC12 module, see text starting
on page 7-93.
FP26 Module - Feedback & Performance: Current transformers
within the main generator assembly feed back signals to the FP26
module that are proportional to main generator current. Potential
transformers in the electrical cabinet feed back signals that are
proportional to main generator voltage.

These AC feedback signals are rectified and loaded on precisely
determined values of resistance within the FP26 module. DC voltages
across the resistances are combined, added, and applied to a transistor
for comparison with the reference signal from the load regulator. The
comparison transistor controls current in the control winding of sensor
module SE13.
FP26 module resistance values are selected to obtain the required
performance control characteristics for locomotive response to throttle
setting during train starting, and to obtain a suitable balance point for
the load regulator during normal operating service.
For a more detailed description of the FP26 module, see text starting
on page 7-78.
GX2 - Generator Excitation Regulator: During locomotive operation,

the normal GX2 module condition is full-On: there is a very slight
voltage drop across GX2 input and output terminals. When the GX2
module regulates, there is a large voltage drop across the GX2
terminals. Regulation occurs when a signal from field current
transductor FCT is great enough to bias the GX2 transistor Off. FCT
senses generator field excitation current.
For a more detailed description of the GX2 module, see text starting on
page 7-86.
GV11 - Generator Volt Regulator: During locomotive operation, the
normal GV11 module condition is full-On. There is a very slight
voltage drop across GV11 input and output terminals. When GV11
regulates, there is a large drop across the terminals. Regulation occurs
when the generator potential transformer GPT feedback signal is great
enough to bias the GV11 transistor Off. In this manner, the GV11
module limits main generator voltage to a safe level.
For a more detailed description of the GV11 module, see text starting
on page 7-84.
EL11 - Excitation Limit Control: Excitation limit transductor ELT
senses traction alternator field current, and provides a proportional
signal to excitation limit control module EL11. When an overcurrent
condition occurs, the EL11 module drops out generator field contactor
GFC. In this manner, the EL11 module provides backup protection in
the event of GX module failure, and enables rough regulation of
generator current. This allows the locomotive to operate under power,
in order to reach a maintenance point.
Operating the EL11 module faceplate pushbutton test switch energizes
an ELT test winding, simulating an overcurrent condition.
For a more detailed description of the EL11 module, see text starting
on page 7-77.

AN16 - Annunciator: By means of latching relays and annunciator
lights, the AN16 module records faults or abnormal operating
conditions which may occur during locomotive operation, and
annunciates them. Once lit, the annunciator lights will stay lit until the
AN16 module TEST/RESET toggle switch is operated. Although fault
correction, or resetting protective devices will restore locomotive
systems operational status, these actions will not reset a latched
annunciator circuit.
The AN16 module can annunciate these six conditions:

– Hot Engine
– Engine Air Filter Restriction
– Ground Relay Operated
– Excitation Limit Operated
– Grid Overcurrent
– Motor Excitation
For a more detailed description of the AN16 module, see text starting
on page 7-152.
WS10 - Wheel Slip Control: Wheel slip control circuits are located on
the WS10 module. First and second stage wheel slip detection is based
on wheel acceleration. First stage wheel slip correction causes
immediate power reduction, then rapid return to power in small
increments. Second stage wheel slip correction involves essentially
first stage reduction of power, followed by slower return to power.
Third stage wheel slip detection is based on the amount of wheel slip,
rather than on the rate of change.
A WS10 module faceplate pushbutton test switch is operative when
the locomotive is isolated, or when the throttle is in IDLE. When the
test switch is operated, a green light on the module faceplate indicates
with a high degree of probability that the wheel slip system is
functioning properly. A red indicator light indicates that the WS10
module is faulty.
For a more detailed WS10 module description, see text starting on
page 7-130.
SE13 - Sensor: This magnetic amplifier module provides signal
pulses to turn on silicon controlled rectifiers in the silicon controlled
rectifier assembly (SCR). SCR provides excitation current to the
traction alternator. Small amounts of current in the control windings of
the magnetic amplifier control large amounts of current in the traction
alternator field. The ability to use small signals to control high current
simplifies the construction of protective and regulating devices related
to traction alternator excitation, and enables rapid and precise control.
For a more detailed description of the SE13 module, see text starting
on page 7-98.

TR12 - Transition: Transition is required in order to stay within
current limitations of the main generator at low track speeds and
within voltage limitations at high track speed. This is accomplished by
using 3 parallel motor paths each with two motors in series at low
speeds and 6 parallel single motor paths at high speeds.
The TR module is essentially two E-I type relay circuits mounted on a
single circuit board. The relay circuits are energized by main generator
voltage signals from a generator potential transformer GPT and are
restrained (reverse biased) by main generator current signals derived
from generator current transformers and the FP module. The voltage
and current signals are compared at transistors in the TR circuits.
When the voltage signals as calibrated by circuit components exceed
the current signals, the transistors are turned on to pick up FTR and
BTR relays. FTR pickup at a higher value than BTR pickup initiates
forward transition. BTR dropout at a lower value than FTR dropout
initiates backward transition.
For a more detailed description of the TR12 module, see text starting
on page 7-114.
DP12: The dynamic brake protection module DP, provides protection
for the traction motor fields and also provides back up protection for
the dynamic braking resistor grids in case the dynamic braking
regulator module DR fails to limit braking grid current to a safe value.
DP13: Dynamic brake regulator module DR13 is designed to protect
the dynamic braking grids by limiting braking grid current to a
maximum value of 700 amperes. DR13 may also be used to limit
dynamic braking grid current to a value proportional to braking lever
position. This limiting action is accomplished by reducing excitation
to the main generator field.
Other Electrical Control Cabinet Devices

Most of the following devices mount inside the electrical control
cabinet, as illustrated in Figures 7-36 and 7-37, below and on the next
page. Descriptions of those devices, arranged alphabetically by
reference designation, follow Figure 7-37.

EC41574
Figure 7-36. Electrical Device Locations inside Electrical Control Cabinet - Front (Cab) View
ELEC. SYS. - WHEEL SLIP 7-49

EC41575
Figure 7-37. Electrical Device Locations inside Electrical Control Cabinet - Rear View
BC ASM - Battery Charging Assembly: Battery charging assembly

BC ASM,Figure 7-38, next, consists of two sub assemblies:
• CR BC - Battery Charging Rectifier
• RE BC - Battery Charging Resistor

F24912 (includes F 24452)
Figure 7-38. BC ASM - Battery Charging Assembly for Auxiliary Generator
CR BC is a pair of heatsink-mounted silicon diodes paralleled with a

selenium suppression rectifier that protects the silicon diodes from
high voltage spikes, and prevents battery current from flowing in the
windings of the auxiliary generator and companion alternator when
the diesel engine is stopped.
RE BC is a heavy-duty ribbon resistor that protects the entire battery
charging circuit, including the auxiliary generator, against overcurrent
when battery voltage is very low (i.e., when charging heavily-
discharged batteries).
CA - CAPACITORS:
CA30: This capacitor connects across the GFD contactor operating
coil, and suppresses arcing at circuit interrupting interlocks.
CA31: This capacitor connects in series with resistor RE31 across the
contactor delay relay CDR operating coil to delay CDR dropout.
CA32: When silicon controlled rectifier assembly SCR turns on, this
capacitor, in conjunction with resistor RE32, suppresses the voltage
spike that occurs as the free-wheeling diode across the traction
alternator field turns Off.
CA33: Thiscapacitor, in conjunction with RE33, suppresses arcing at
CDR relay contacts. CDR contacts operate to drop out all S and P
contactors.
CA37: This capacitor connects in series with resistor RE41 across the
operating coil of generator field contactor GFC. It acts to suppress the
transients that may be generated when contactor GFC drops out.
CA42: Connected in series with a resistor around operating coil of
equipment protective relay EQP to delay relay dropout due to transient
circuit interruptions.
CA56: Acts to suppress arcing at speed recorder contacts.

CA65, 66: These capacitors are calibrated to achieve an overlap in the
dropout time of RVF and MCOX, causing RV to be motored first to
one position and then to the other. During the change in RV position,
the appropriate motor cutout coil operates to disengage and center the
RV switch movable contacts, which then remain in the centered
position ensuring isolation of the appropriate traction motor.
CDR - Contactor Delay Relay: CDR contacts connect in the supply to
all S and P contactor operating coils. A resistor-capacitor (R-C)
combination connects across the CDR operating coil. This delays
dropout, and prevents interrupting the feed to S and P contactor
operating coils. CDR dropout is initiated by direction transfer, motor
brake transfer, isolation, or intermittent trainline feed. The CDR delay
prevents S and P power contactors from interrupting high voltage and
current. This helps increase power contactor life, and eliminates high
voltage transients, which could damage main generator diodes.
One set of CDR contacts latches-in the CDR relay against MR relay
dropout when the throttle is set in IDLE. This prevents unnecessary
Power contactor operation. It also requires that the throttle be returned
to IDLE before the Series or Parallel Power contactors will pick up
after a circuit change is made.
COR - Motor Cutout Relay: COR is picked up any time that the
traction motor cutout selector switch is set to cut out a pair of traction
motors. COR contacts perform a variety of functions to ensure proper
operation with traction motors cut out. This involves recalibrating
traction motor transition pickup and dropout points at the TR module,
and changing the feedback and performance control module
horsepower curve for reduced horsepower.
CR-Rectifiers:
CR1 THROUGH CR4: These rectifiers are connected in a single phase,
full wave rectifier configuration at the ground relay GR operating coil.
They act to change AC signals to DC for rapid relay operation.
CR26 THROUGH CR29: These rectifiers perform blocking functions in
the dynamic brake regulator circuits.
CR30: Blocks backfeed from turbo lube pump relay coil power supply.
CR31, CR32, and CR33: Perform blocking functions in circuits to the
governor and throttle response coils.
CR34: Blocks backfeed from alarm bell circuit/ trainline T2 to the ER
relay coil circuit.
CR35: Provides inductive dissipation at coil of fuel pump control relay
FPCR (arc quenching).
CR36: Suppresses voltage spikes to transistorized TR module circuits
connected in parallel with the TDR relay coil.
CR37: Blocks backfeed from positive side of WL relay to WS10
module.
CR38: Blocks backfeed from GOV AV circuit to MVDBI and GFC
circuits during dynamic braking.

CR39: Blocks backfeed from GOV CV circuit to MVDBI and GFC
circuits, which would occur during dynamic braking.
CR40: Blocks backfeed from governor DV solenoid and TH module D
relay circuits.
CR41: Blocks discharge of RC12 module rate control capacitor into
TH14 module circuit.
CR42: Blocks backfeed from NIR relay circuit to GOV DV circuit.
CR43: Blocks backfeed from NIR relay circuit to GOV AV circuit.
CR44: Blocks backfeed from NIR relay circuit to GOV CV circuit.
CR45: Blocks backfeed from governor solenoid ORS circuit into WS10
and SA10 module circuits.
CR47: Blocks brake grid signal to the dynamic brake module.
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.
CR67: Performs blocking function in traction motor cutout control
circuit when MCOX and RVF relays are energized.
CR76: Prevents false trainlined throttle response signals.
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
through CTC. The signals from the CT's are proportional to main
generator DC output. They are applied to the feedback performance
module FP from which a feedback signal is derived and used for
locomotive control.
Current Regulator: This electronic current stabilizer maintains a
constant 60 V DC supply to the speed indicator/ recorder axle
transducer when the SPEED RECORDER circuit breaker is closed.
EFL- ENGINE FILTER LATCHING RELAY: 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
turn on GOVERNOR SHUTDOWN/ 6TH. THROT. indicator light on
the engine control panel.
ELT- Excitation Limit 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
hermetically sealed. Companion alternator AC is impressed upon the
windings, and a hole in the molded enclosure admits a cable carrying
current through the transductor and to the traction alternator field.

If traction alternator field current exceeds a safe level, ELT actuates
excitation limit control module EL11. Equipment protective relay EQP
drops out, dropping out generator field contactor GFC until current
falls to a safe level, at which time ELT, EL11, EQP and GFC re-enable
normal operation. This sequence protects equipment if a traction
alternator excitation circuit malfunction occurs, yet allows rough
regulation to get the locomotive over the road to a maintenance point.
EQP - Equipment Protection Relay: Drops out to drop out main
generator (traction alternator) field contactor GFC when protective
devices operate to back up faulty regulating devices. EQP dropout can
occur when the EL11 module excitation limit relay picks up, or when
generator field decay relay GFD drops out in response to ground relay
GR pickup.
After EQP drops out, the conditions that caused the protective devices
to operate will disappear, enabling the protective devices to reset.
When they do, EQP picks up to pick up GFC.
The above sequence accomplishes rough regulation to enable the
locomotive to get over the road to a maintenance point.
ER - Engine Run Relay: The ER relay sets up governor speed setting
solenoid control circuits. If the ER relay is de-energized by setting the
ENGINE RUN switch OFF, or by safety device operation, the diesel
engine will not run above IDLE speed. However, throttle response
relays on the TH14 module still will respond to throttle position.
FCT - Field Current 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
hermetically sealed. Companion alternator AC is impressed upon the
windings, and a hole in the molded enclosure admits a cable carrying
current through the transductor and to the traction alternator field.
When traction alternator field current reaches a specific level, output
from the transductor causes generator excitation regulator module
GX2 to switch to a blocking state. Control current ceases to flow in the
sensor module SE13 control winding, and traction alternator
excitation reduces.
FOR - Forward Direction Relay : This relay and reverse direction
relay RER control the locomotive movement direction. FOR is picked
up when the controller reverser handle is set in FORWARD, closing
contacts of reverser handle switch RHS-F. FOR relay contacts make or
break circuits by actuating heavy-duty motor-driven transfer switches.
The transfer switches establish the direction of main generator current
flow through the traction motor fields.
Wiring on the locomotive and in jumper cables between locomotives is
arranged so that the orientation of individual locomotives in tandem
does not affect directional control: the locomotives do not all have to
lead with the same end.

FPCR - Fuel Pump Control Relay: When fuel prime/engine start
switch FP/ES is turned to START, relays FPC and FPCR are
energized. When FP/ES is released, FPCR contacts close to a hold
FPCR picked up, and to keep FPC picked up. FPCR contacts also
enable the circuit to engine run relay ER, and set up the engine
shutdown circuit to the governor DV solenoid. Operating the ENGINE
STOP pushbutton switch immediately drops out FPCR. See Section 1
and 2 for more information.
FPR - Fuel Pump Relay: Energized when fuel prime/engine start
switch FP/ES is turned to PRIME position, provided that CONTROL &
FUEL PUMP switch, the CONTROL breaker, and the BATTERY switch
are all closed. FPR contacts enable the starter auxiliary contactor STA
circuit as well as the fuel pump contactor FPC circuit. See Section 1
for more information.
CAUTION
Control & Fuel Pump switch must always remain On (connected)
while engine is running. If engine shuts down from lack of fuel,
damage to engine fuel injectors may result.
FTX - FORWARD TRANSITION AUXILIARY RELAY: This relay is

piloted by the FTR relay in the TR module. Its contacts operate to
initiate the transition sequence and also initiate corrective action when
FTR signals a wheel overspeed by pickup during parallel operation.
FVS - Filter Vacuum Switch: Depression increases on the engine side
of the engine filter assembly as the engine filter elements become
clogged. When the depression reaches 356 mm (14” H20), the FVS
switch closes, lighting the AN module faceplate ENG AIR FILTER
indicator in the electrical control cabinet. For more information, see
text under Engine Intake Air Filters, starting on page 5-6.
GFC - Generator Field Contactor: Main GFC contacts are located in
the AC supply from the companion alternator to traction alternator
excitation rectifier assembly SCR. GFC picks up when circuits are
complete for power operation, or for load testing. A GFC interlock
pilots auxiliary relay GFX.
GFD - Generator Field Decay Contactor: During ground relay action,
GFD drops out equipment protective relay EQP, which, in turn, drops
out generator field contactor GFC. GFD main contacts open to insert
resistance in series with the generator field discharge circuit, thereby
increasing the field decay rate by limiting the duration of circulating
current.
GFX - Generator Field Auxiliary Relay: Piloted by GFC contactor.
The primary GFX function is to complete the throttle reference voltage
circuit from the throttle response function of the TH14 module to the
rate control function of the RC12 module. Secondary GFX functions
nullify various module test circuits during power operation.

GPT1 - Generator Potential Transformer: AC voltage from the
traction alternator is applied to the primary windings of GPT1. An
output signal from GPT1’s secondary, proportional to traction
alternator voltage, is applied to generator voltage regulating module
GV11, feedback and performance control module FP26, and transition
module TR12.
GR - Ground Relay: Ground relay GR trips when its control circuit,
the ground detection circuit, detects high voltage grounds or the loss
of five paralleled main generator diodes in a group. The circuit does
not detect low voltage (64/ 74 V DC) grounds. When GR trips, the
HIGH VOLTAGE CIRCUIT GROUND FAULT indicator at the engine
control panel switches On, and at annunciator module AN16 the
GROUND RELAY indicator also switches On. The engine control
panel indicator will switch Off when the ground relay is reset, but the
AN16 indicator will remain On until the AN16 is reset.
The ground relay is held in its tripped position by a mechanical latch
in the relay. It is reset by either manually pressing the ground relay
reset button on the control stand or by an automatic reset device on
locomotives so equipped. The automatic resetting devices also provide
a reset lockout that prevents further resetting after a specific number
of resets or after a specific number of resets within a specific time
period.
MCOX - MOTOR CUTOUT AUXILIARY RELAY: MCOX operates in
conjunction with relay RVF to drive the motor operated transfer
switches RV from one position to another when the rotary cutout
switch in the cab is operated. This allows MCO relays to lock transfer
switch contacts at an open centered position and cut out the power
circuits to the appropriate traction motor(s).
MCO - MOTOR CUTOUT MAGNET COIL AND LIMIT SWITCH: On
units equipped for traction motor cutout, an MCO magnet coil is
mounted on each RV transfer switch. Two MCO coils are energized
whenever the rotary cutout switch in the cab is operated to cut out a
faulty motor and its electrically related motor. When the rotary switch
is operated, the motor operated transfer switch assembly will cycle
between forward and reverse positions. As the switches to be cut out
pass through centered position, the MCO locks the contact operator in
the centered or neutral position, and the MCO armature operates a
limit switch assembly to pick up the COR relay which functions to set
up control circuits for operation with motors cut out. The limit switch
contacts also hold the appropriate “P” power contactors dropped out.
MR - Motoring Relay: Energized when throttle is opened for power.
MR contacts perform functions associated with traction alternator field
excitation.
NIR; NORMAL IDLE RELAY: Engine speed will remain at normal idle
when this relay is energized. When de-energized, NIR relay contacts
close to energize the “A” and “D” governor solenoid valves resulting
in low idle engine speed.

NVR - No Voltage Relay: Picked up by AC current from companion
alternator when the engine is running. If NVR drops out, its contacts
act to sound the alarm bell, energize trainline T2, restrict diesel engine
speed to idle, and light the engine control panel NO POWER indicator.
Loss of AC to NVR can be caused by the engine stopping, by tripped
MAIN GENERATOR FIELD, AC CONTROL, or AUXILIARY
GENERATOR FIELD circuit breakers, or by failure of the companion
alternator or auxiliary generator fuses.
OSR - Overspeed Relay: If speed exceeds 160 kph, contact K1 in the
speed indicator/ recorder opens, dropping out OSR. OSR dropout
drops out overspeed magnet valve MV OS in the compressed air
system. MV OS dropout causes a warning whistle to sound for four to
six seconds. Then, if MV OS is still dropped out, a penalty brake
application occurs.
PCR - Pneumatic Control Relay: Reduces engine speed and power to
IDLE when an emergency or penalty brake occurs.
PCS; PENUMATIC CONTROL SWITCH: In normal operation, PCR is
held energized by pneumatic control switch PCS. If a penalty or
emergency brake application occurs, PCS opens to drop out PCR. To
pick up PCR, the air brake must be recovered, and the throttle must be
in IDLE.
PR; PARALLEL RELAY: The contacts of PR operate in the transition
sequence circuits to ensure proper transition from series-parallel to
parallel and back. They also control generator excitation during
transition and they recalibrate performance control characteristics.
PRA; PARALLEL RELAY AUXILIARY: This relay is used to set up the
wheel overspeed detection and correction circuits.
P-; S-; POWER CONTACTORS: Power contactors, Fig. 6-30, are rated
at 1200 amperes 1500 volts continuous, and can successfully interrupt
current at this value repeatedly without damage; however, during
normal operation current and voltage values are far less when the
power contactor opens. The contactors are equipped with continuous
duty series electro-magnetic blowout and arc chutes that accomplish
arc blowout without arcing to ground. The arc chutes are positive
latching. They cannot be misapplied, and power contactor interlocks
will not function if the arc chute is removed. Contact tips are
trifurcated (the movable tip is made up of three movable fingers) for
greater contact surface and are made of alloy material with good
conductivity that resists oxidation and erosion and maintains a low
operating temperature.
These contactors arc energized and closed to connect the traction
motors with the main generator. Auxiliary contacts perform various
functions in control circuits.
RE - Resistors:
RE2: Inserted in series with the traction alternator field when ground
relay picks up, dropping out GFD. Increases the rate of traction
alternator field decay.

RE3A, RE3B, and RE3C: Provide current limiting resistance in ground
relay circuit.
RE4A and RE4B: Used in Traction Motors 2 & 5 wheel slip detection
circuit.
RE5A and RE5B: Used in headlight control circuit.
RE6: Used in wheel slip transductors circuit.
RE7: Used in AC auxiliary generator field circuit.
RE10A, RE10B: Provide current limiting resistance for short hood
headlights circuit.
RE11 and RE12: Connect across starting motor pickup solenoids SM1
PU and SM2 PU. They complete paths that provide additional current
through the starting motors during the engagement phase of the
starting process. Increasing the starting motor current aids positive
engagement of pinion gear with ring gear.
RE31: With CA31, establishes time delay to dropout for contactor
delay relay CDR.
RE32: With CA32, suppresses voltage spikes at SCR assembly.
RE33: With CA33, suppresses arcing at CDR contacts when they open
to drop out all S and P power contactors.
RE34: With CA66 establishes circuit to maintain pickup of MCOX
relay during traction motor cutout control.
RE35: With CA65 establishes circuit to maintain pickup of RVF relay
during traction motor cutout control.
RE41: With CA37, provides short time delay before GFC contactor
drops out, and helps suppress transients when GFC does drop out.
RE50: Provides resistance to drop 64 V/74 V for locomotive controller
light circuit.
RE53 and RE59A1 through RE59B3: With RH51 GAUGE LIGHTS
DIMMER rheostat, drops 64/74 V supply to proper level for gauge
lights circuits.
RE56: Provides resistance to drop 64 V/74 V for locomotive speed
indicator/ recorder light circuit.
RER - Reverse Direction Relay : This relay and forward direction
relay FOR control the locomotive movement direction. RER is picked
up when the controller reverser handle is set in REVERSE, closing
contacts of reverser handle switch RHS-R. RER relay contacts make or
break circuits by actuating heavy-duty motor-driven transfer switches.
The transfer switches establish the direction of main generator current
flow through the traction motor fields.
Wiring on the locomotive and in jumper cables between locomotives is
arranged so that the orientation of individual locomotives in tandem
does not affect directional control: the locomotives do not all have to
lead with the same end.
RH51: This rheostat provides feeds to various gauge light circuits.

RVF; TRANSFER SWITCH FORWARD RELAY: On units equipped for
traction motor cutout, this relay operates in conjunction with motor
cutout auxiliary relay MCOX to drive the motor operated transfer
switches RV from one position to another to allow the motor cutout
relays to lock transfer switch contacts at an open centered position and
cut out the power circuits to the appropriate traction motor(s).
F25361
Figure 7-39. Directional Transfer Switch
RV-; DIRECTIONAL TRANSFER SWITCH: This switch, Figure 7-39, is

used to change the direction of current flow through the traction motor
fields. The device is made up of motor 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 motor 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 increases interlock availability and allows complete
protective interlocking.
SCR - Silicon Controlled Rectifier Assembly: Rectifies AC power
from the companion alternator and applies controlled amounts of the
rectified AC power to the traction alternator field. A triggering device
in the control system determines how much power the SCR assembly
applies to the traction alternator field. See Figure 7-40, page 7-60.

F40678
Figure 7-40. SCR Assembly, Typical
ST - Starting Contactor: Starting motor solenoid-operated contacts

pilot contactor ST. ST contacts carry starting motor cranking current.
See ENGINE STARTING, page 1-3, for more information.
STA - Starting Auxiliary Contactor: When the fuel prime/engine start
switch is turned to ENGINE START, the STA contactor closes to apply
battery power to the starting motor solenoid. See ENGINE
STARTING, page 1-3, for more information.
TDR - TRANSITION DELAY RELAY: During transition from series-
parallel to parallel, the TDR operating coil is energized while power
contactors are sequencing. When the transition sequence is completed,
the TDR coil is de-energized, but dropout of TDR contacts is delayed
by an air dashpot. These time delay contacts pilot a relay in the TR
module which acts to hold BTR in against transient low voltage and to
prevent inadvertent FTR pickup. TDR times out after system voltage
has stabilized.
THL - Throttle Limit Relay: If the diesel engine overheats, engine
temperature switch ETS contacts close to pick up radiator cooling fan
contactors FC1 and FC2, turn on the HOT ENGINE indicator light on
the engine control panel, and pick up the THL relay.
THL contacts close to cool the engine by reducing engine speed and
power, to latch On the AN16 module HOT ENGINE indicator and to
energize trainline 2T and sound the alarm bell.
If the hot engine was caused by an engine or system fault, the hot
engine condition may persist until engine shutdown is brought about
by engine protective devices.

TLPR - Turbo Lube Pump Relay: Energizes the turbine auxiliary lube
oil pump at engine start and shutdown, and prevents engine start until
TLPR it is picked up.
TLTD - Turbo Lube Time Delay Relay: TLTD coil is energized when
the battery switch is closed while diesel engine is stopped (NVR relay
dropped out) and the TURBO LUBE PUMP circuit breaker is closed.
For approximately 35 minutes after the TLTD coil is energized,
normally closed, timed-open TLTD contacts remain closed, keeping
turbo lube oil pump relay TLPR picked up. TLTD recycles when its
control circuit is interrupted by operation of fuel prime/engine start
switch FP/ES, or by operation of the ENGINE STOP switch, or if an
engine shutdown causes NVR to drop out.
TSR - Transfer Switch Relay: Prevents operating the directional
transfer switches until all power contactors are dropped out. The
transfer switches therefore do not open while carrying current.
WL - Wheel Slip Light Relay: Energized by wheel slip module WS10
when WS10 circuits detect wheel slip. The WL relay turns On the
WHEEL SLIP light on the control stand.
The WSR relay on the WS10 module is part of a bridge circuit that
detects wheel slip by comparing voltages across two traction motors.
The WSR bridge compares voltages across traction motors 2 and 5.
At higher wheel speeds, the bridge circuit detect wheel slips more
effectively than do the WST transductors, which detect differences in
traction motor armature current.
WSR relay pickup inserts resistance in series with the load regulator,
which results in reducing traction alternator excitation.
WST16, WST24, WST35 - Wheel Slip Transductors: Each wheelslip
transductor consists of two coils wound on independent iron cores.
The coils connect in series across an alternating current source - the
companion alternator. Cables carrying traction motor current pass
within the frame of the iron cores. The current in the traction motor
cables is normally of equal levels, but opposite direction. When wheel
slip occurs, the current becomes unbalanced, causing magnetic flux
changes in the cores. This decreases the impedance of the coils, and
the impedance change represents wheelslip.

A.C. Cabinet
The A.C. cabinet, Figure 7-41, below, is located near the engine start
station, at the right side of the locomotive long hood. A.C. cabinet
electrical devices are described following Figure 7-41.
F26573
Figure 7-41. A.C. Cabinet Electrical Devices, Typical
FC1, FC2, FC3- Radiator Fan Contactors: Main FC1, FC2, and FC3
contacts are located in the AC supply from the companion alternator to
radiator blowers 1 RBL, 2RBL, and 3RBL. For information, see
TEMPERATURE CONTROL SYSTEM description, starting on
page 4-8.
FPC - Fuel Pump Contactor: Relay FPC contacts close to apply
locomotive battery power or auxiliary generator power to fuel pump
motor FP. Thus, it relieves fuel prime/ engine start FP/ES switch
contacts, fuel pump relay FP contacts, and fuel pump control relay
FPCR contacts of this task. See Section 2 for more information.

Fuses, Radiator Fan Motor: These two 200 ampere bolted-lug type
fuses protect the radiator cooling fan motors (RBL1 and RBL2) and
associated circuits against:
– Locked motor rotor (bearing seizure)
– Single-phased motor windings
– Fan contactor faults
– Electrical plug or cable faults.
A small indicating fuse mounts on each main fuse body. It connects in
parallel with the main fuse element. When the main element opens, the
indicator link also burns open, and a spring-loaded indicator pin
protrudes, indicating that the fuse has blown.
If inspection reveals that a fuse has blown, remove it, discard it, and
replace both fuses for that radiator fan blower motor. This is good
practice because the second fuse, apparently intact, is probably
degraded, and will blow at the next fan start attempt.
CAUTION
When removing a radiator fan fuse, always remove the other fuse in
that fan motor circuit to completely isolate it.
Other Locomotive Electrical Devices

Miscellaneous electrical devices that have not been described under
previous headings (Operator’s Control stand, Electrical Control
Cabinet, A.C. Cabinet, etc.) are described below.
CCS; COMPRESSOR CONTROL SWITCH
The compressor control switch senses main reservoir pressure. It trips
to de-energize the compressor 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
that unit approaches the safety valve setting of that unit.
FP/ES - Fuel Prime/ Engine Start Switch
This three-position rotary switch spring returns to center (off)
position. Turning the key counter-clockwise (left) sets the switch in
FUEL PRIME position. Turning the key clockwise (right) sets the
switch in ENGINE START position. See Sections 1 and 2 of this
manual for descriptions of FP/ES switch usage.
ETS - Engine Temperature Switch
The ETS temperature switch mounts on a water manifold on the
equipment rack. It senses engine water temperature, and picks up to
indicate excessive temperature. Upon pickup, it turns on the HOT
ENGINE light and energizes the THL relay, which operates to reduce
engine speed and power. See Hot Engine Power Reduction, page
7-162.

Governor Devices
AV - Governor Speed Setting Solenoid: Energized in the following
throttle positions: IDLE, 2, 4, 6, and 8. Sets engine speed and fuel rate
in combination with BV, CV, and DV.
BV - Governor Speed Setting Solenoid: Energized in throttle 5
through 8. Sets engine speed and fuel rate in combination with AV, CV,
and DV.
CV - Governor Speed Setting Solenoid: Energized in throttle 3
through 8. Sets engine speed and fuel rate, in combination with AV, BV,
and DV.
DV - Governor Speed Setting Solenoid: Energized in throttle
positions STOP, IDLE, 5, and 6. Sets engine speed and fuel rate, in
combination with AV, BV, and CV.
LOS - Low Oil Switch: Senses low oil pressure condition, then shuts
down engine. Low oil pressure can be caused by crankcase
overpressure, low water, hot oil, or true low oil pressure.
F21812
Figure 7-42. Load Regulator Assembly,

Rheostat Side
LR - Load Regulator
The load regulator assembly consists of a rheostat coupled to a
hydraulically operated vane motor. The vane motor can be rotated
clockwise or counter-clockwise, up to approximately 300 degrees. A
pilot valve in the engine governor controls a flow of pressurized
engine oil to the vane motor. This positions the vane motor and
therefore also positions the rheostat wiper arm, regulating the output
of the traction alternator by varying the voltage level at the rheostat
wiper arm.

The voltage at the rheostat wiper arm is a signal that the control
system uses for controlling traction alternator field excitation.
Controlling traction alternator excitation controls diesel engine
loading. Governor engine load control permits the governor to
maintain engine speed, with the correct power regulation for a given
speed.
MV-818; FILTER BLOWDOWN VALVE
When this magnet valve is energized and again when it is de-energized
an operating spool briefly releases air and accumulated water from the
auxiliary main reservoir centrifugal filter. On the basic locomotive
blowdown occurs when the air compressor loads or unloads. If the
locomotive is equipped with electric blowdown timer EBT, blowdown
occurs about every 3 minutes.
MV-824; FILTER BLOWDOWN VALVE
When this magnet valve is energized and again when it is de-energized
an operating spool briefly releases air and accumulated water from the
main reservoir centrifugal filter. It operates in the same manner as the
MV-818.
MV CC - Compressor Control Magnet Valve
When MV CC is de-energized, the air compressor unloader valve
opens, and the compressor begins to pump air. MV CC is de-energized
by compressor control switch CCS. See page 6-9 for more MV CC
information.
MV OS - Overspeed Magnet Valve
If speed exceeds 120 kph, contact K1 in the speed indicator/ recorder
opens, dropping out OSR. OSR dropout drops out overspeed magnet
valve MV OS in the compressed air system. MV OS dropout causes a
warning whistle to sound for four to six seconds. Then, if MV OS is
still dropped out, a penalty brake application occurs.
MV SH - Radiator Shutter Magnet Valve
When MV CC is de-energized, the radiator shutters open. See Radiator
Shutters Control, page 4-11 for MV SH information.
ORS - Overriding Solenoid
Operates load regulator pilot valve, causing governor oil pressure to
drive load regulator to minimum field.
ORS is energized during transition. Protective devices also operate
ORS. Operating the TH14 module faceplate test button energizes
ORS, thus checking governor control of the load regulator.

PCS - Pneumatic Control Switch
Contacts of this switch are normally closed in the pneumatic control
relay PCR coil circuit.
When a penalty or emergency air brake application occurs, the PCS
switch opens to drop out PCR. Engine speed and power then drop to
idle, and on the control stand, the P.C.S. OPEN indicator lights.
Air brake control is recovered when the penalty or emergency brake
application is completed and the throttle is set in IDLE: PCS resets
(contacts close) and PCR picks up.
RE20A, RE20B - Resistors
Provide limiting resistance in the locomotive long hood headlights
circuit.
TA, TB, TC - Temperature Switches
These switches mount on the cooling water manifold, on the
equipment rack. They sense engine water temperature and operate to
activate cooling fan contactors FC1, FC2, and FC3. See
TEMPERATURE CONTROL SYSTEM, starting on page 4-8, for more
information.

SERVICE DATA - ELECTRICAL EQUIPMENT
REFERENCES
AR - TYPE TRACTION ALTERNATORS . . . . . . . . . . . . . . . . . . . . . . . . MI 3323-1 TO -60 / MI 3317-1
MAIN GENERATOR RECTIFIER BANK ASSEMBLIES, SUPPRESSION CIRCUITS AND C.T. . . MI 3317-2
TRACTION MOTOR GENERAL MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MI 3900
AC AUXILIARY GENERATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MI 3707 (B)
COOLING FAN AND MOTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MI 4105
FRACTIONAL HORSEPOWER MOTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MI 4101
BATTERY CHARGING RECTIFIER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MI 9108
PRESSURE CONTROL SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MI 5512
DIRECTIONAL TRANSFER SWITCHES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MI 5426
MAGNET VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MI 4707
POWER CONTACTORS (SPS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MI 5424
RELAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MI SERIES 5300
CONTACTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MI SERIES 5400
SCR ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MI 6905
STARTING MOTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ENGINE SERVICE MANUAL
ELEC. SYS. - EXC. & PWR. CNTRL. 7-67

EXCITATION AND POWER CONTROL SYSTEM
Subsection Contents
HEADING PAGE
EXCITATION AND POWER CONTROL SYSTEM INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . 7-71
GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-71
EXCITATION LIMIT BACKUP PROTECTION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-76
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-76
ELT EXCITATION LIMIT TRANSDUCTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-76
EL11 EXCITATION LIMIT MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-77
FP26 FEEDBACK AND PERFORMANCE MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-78
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-78
TRACTION ALTERNATOR VOLTAGE FEEDBACK SIGNAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-81
TRACTION ALTERNATOR CURRENT FEEDBACK SIGNAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-81
POWER CONTROL FEEDBACK SIGNAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-82
POWER CONTROL OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-84
GV11 GENERATOR VOLTAGE REGULATOR MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-84
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-84
GV11 GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-85
GX2 GENERATOR EXCITATION REGULATOR MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-86
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-86
FCT FIELD CURRENT TRANSDUCTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-87
GX2 MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-88
FCT TEST WINDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-89
LR - LOAD REGULATOR ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-89
RC12 RATE CONTROL MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-93
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-93
OPERATION WITH THROTTLE IN IDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-93
OPERATION IN POWER MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-93
OPERATION WITH PAIR OF TRACTION MOTORS CUT OUT . . . . . . . . . . . . . . . . . . . . . . . . . 7-95
WHEEL SLIP FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-96
SCR SILICON CONTROLLED RECTIFIER ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-96
SE13 SENSOR MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-98
GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-98
SENSOR MODULE/ SCR ASSEMBLY - DETAILED OPERATION . . . . . . . . . . . . . . . . . . . . . 7-100
M1 MAGAMP, DETAILED OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-103
TH14 THROTTLE RESPONSE AND VOLTAGE REFERENCE MODULE . . . . . . . . . . . . . . . . . . . 7-108
TH14 VOLTAGE REFERENCE REGULATOR CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-108
TH14 VRR CIRCUIT PROTECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-109
TH14 THROTTLE DECODING/ RESPONSE CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-109
TR12 - TRANSITION MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-114

7-70
EC40820
Figure 7-43. Excitation and Power Control System, Simplified Flow Diagram
Excitation and Power Control System Introduction
This subsection, through page 7-125, starts with a general description
of the excitation and power control system. A detailed analysis of
typical system modules and assemblies follows the system description.
Simplified schematic diagrams are provided for convenient reference.
Use locomotive wiring diagrams for troubleshooting or
maintenance.
General Description
Figure 7-43, page 7-70, is a simplified flow diagram of the excitation
and power control system. In Figure 7-43, electrical power and control
signals are represented by solid interconnecting lines; mechanical and
hydraulic signals are represented by broken interconnecting lines.
Voltage reference regulator VRR on throttle response and voltage
reference module TH14, as well as the throttle switches, receive a
74 V DC input from the auxiliary generator. The 74 V DC applied to the
throttle switches is used to energize the speed setting solenoids in the
engine speed governor, and to control the output of the throttle
response circuit of the TH14 module.
The speed setting solenoids in the engine speed governor are
energized individually, or in combination, depending on throttle
position. The speed setting solenoids change the speed characteristics
of the engine governor, so that the governor will maintain a different
engine speed for each throttle position. Nominal engine speed for each
throttle position is shown on Figure 7-43.
Throttle response resistors on the TH14 module throttle response
circuit are shorted out individually, or in combination, depending on
throttle position. The throttle response resistors control the magnitude
of the reference signal output to rate control module RC12.
Voltage reference regulator VRR provides a stable 68 V DC output to
the throttle response circuit, to generator excitation module GX2, and
to feedback and performance control module FP26.
The throttle response circuit of the TH14 module provides an output
Reference signal related to throttle position. The nominal throttle
response circuit output Reference signal value for each throttle
position is also given on Figure 7-43.
The Reference signal from the throttle response circuit is applied to
load regulator assembly LR through rate control module RC12. The
rate control function limits the rate of change in the Reference signal.
Limiting the rate of change results in a fast, but smooth, increase or
decrease in the reference signal as the throttle position is changed. The
Reference signal is also decreased as it passes through the RC module.
In the throttle 8 position, an input Reference signal of 68 V DC to the
rate control circuits provides an output Reference signal of 50 V DC to
the load regulator. The nominal value of the rate control Reference
signal from RC12 for each throttle position is given in Figure 7-43.

The Reference signal from the load regulator is applied to feedback
and performance control module FP26 as an input to the excitation
and power control servo loop. This control loop consists of generator
excitation regulator module GX2, generator voltage regulator module
GV11, sensor module SE13, silicon controlled rectifier SCR, traction
alternator current transformers CTA, CTB, and CTC, generator
potential transformers GPT1 and GPT2, and feedback and
performance control module FP26. Excitation to the traction alternator
is determined by the reference signal from load regulator LR. The LR
wiper arm position is controlled by the engine governor, so that the
load on the diesel engine, as well as engine RPM, is determined by
throttle position.
The FP26 module compares the input Reference signal with Feedback
signals, which are proportional to traction alternator output. Traction
alternator output is sensed by the current transformers, and generator
potential transformers GPT1. The current transformers provide a
feedback signal to FP26 that is proportional to traction alternator output
current. Generator potential transformer GPT1 provides a feedback signal
to FP26 that is proportional to main generator output voltage. The current
feedback signal and the voltage feedback signal from GPT1 are combined
by the FP26 module to provide a power control Feedback signal.
Feedback and performance module FP26 compares the Reference signal
from the load regulator with the power control Feedback signal. Provided
that operating conditions such as track, terrain, altitude, temperature, and
fuel are constant, the load regulator Reference signal is relatively
constant for a given throttle position. However, the Feedback signal
contain ripples having peaks and valleys. FP26 module transistor Q1 is
forward biased when the instantaneous value of the Reference signal is
larger than the instantaneous value of the Feedback signal. When the
average value of the Reference signal is smaller than the average value of
the Feedback signal, Q1 will be reverse biased.
Transistor Q1 compares the reference signal from load regulator LR with
the power control Feedback signal. If the LR Reference signal is at a
higher voltage level than the feedback signal, excitation is applied to the
traction alternator field. The amount of excitation applied is proportional
to the difference between the LR Reference signal and the Feedback
signal. If the LR Reference is at a lower voltage level than the Feedback
signal, traction alternator excitation is interrupted.
A control signal is applied to sensor module SE13. Generator excitation
regulator module GX2 and the generator voltage regulator module GV11
will pass this control signal for as long as the traction alternator output
voltage and excitation current remains below the maximum safe value. If
generator excitation current rises above a safe value, the GX2 module
blocks the control signal. The GV11 module blocks the control signal if
generator output voltage rises above a safe value.
Note: For brevity in the following paragraph, the SCR assembly is
described as though it is a single SCR, rather than as what it really
is: several SCRs connected to form a controllable full-wave
rectifier.

The control signal applied to the SE13 module causes the SE module to
apply gating pulses to silicon controlled rectifier SCR. The SCRs is
forward biased during each positive alternation of companion alternator
output voltage. However, SCR will not conduct until gating pulses are
applied to the SCR gate. When the SCR is forward biased, and a pulse of
proper magnitude is applied to the SCR gate, SCR conduction occurs as
in a regular diode.
After conduction starts, it continues for as long as SCR is forward biased.
When forward bias is ends, SCR conduction is cut off until the next pulse
is applied to the SCR gate, while there is a forward bias between the
anode and cathode.
When the locomotive is operating with a constant quality of fuel, and at a
constant load, speed, and temperature, the Reference signal stabilizes at
some value. The Feedback signal also stabilizes, so that a constant
control signal is applied to SE13, and constant excitation is applied to the
traction alternator field. However, the track, terrain, temperature, and fuel
quality are variables. Therefore, the Reference signal varies to
compensate for the changing conditions. The Feedback signal also varies
as the locomotive control system attempts to match it to the Reference
signal by varying traction alternator excitation.
When operating in throttle 8, the Reference signal from load regulator
LR can rise as high as 50 V DC with LR in maximum field position.
However, during normal operation, the actual value of the reference signal
is usually less than 50 V DC. The maximum Reference signal level
decreases as throttle position decreases.
Assume that the locomotive is operating in throttle 8 at high speed,
traction alternator output current is low, traction alternator output voltage
is high, and the load regulator output is below maximum field value. This
condition is represented by Point A on the Figure 7-44 constant
horsepower curve, on page 7-74.
Note that the power control Feedback signal at point A is approximately
40 Volts. This value is selected for descriptive purposes only: it does not
necessarily indicate the actual value of the feedback signal under the
stated conditions.
If the locomotive starts climbing a grade, traction motor speed decreases.
The T.M. speed decrease enables T.M. current to increase because of the
lower counter-electromotive force. An increase in T.M. current results in a
decrease in voltage applied across the traction motors. If the reference
signal did not change, the horsepower output of the traction alternator
would decrease, following the 40 Volt signal line from point A to point B
in Figure 7-44.
A decrease in horsepower tends to allow diesel engine speed to increase.
This increase in engine speed is sensed by the engine governor. The
governor reacts to temporarily decrease the amount of fuel injected into
the diesel engine to maintain constant engine speed. At the same time that
fuel is decreased, a pilot valve in the governor directs hydraulic pressure
into the load regulator vane motor. This causes the load regulator to move
toward maximum field position.

F20948.tif
Figure 7-44. Constant Horsepower Curve with Power Control & Performance Control
Feedback Signals

Load regulator movement toward maximum field position results in an
increase in the Reference signal. The Reference signal increase results in
increasing traction alternator field excitation, as well increasing traction
alternator horsepower output. The increased horsepower tends to decrease
diesel engine speed. However, the engine governor again reacts to
maintain constant engine speed. The governor pilot valve also causes a
slight adjustment in load regulator position. Thus, the traction alternator
output moves along the constant horsepower curve (Figure 7-44) from
point A to point C, instead of moving from point A to point B. During the
corrective action, the response of the engine governor and the load
regulator is fast enough to prevent any noticeable difference in diesel
engine speed or traction alternator output. This corrective action continues
until the locomotive is operating at point D on the constant horsepower
curve in Figure 7-44.
At point D, Figure 7-44, the load regulator is at maximum field position. It
provides a 50 Volt Reference signal. A further increase in traction
alternator output current causes the horsepower output to follow the
50 Volt signal line from point D toward point E. As the operating point
moves toward point E, the horsepower output of the diesel engine
decreases. This decrease in horsepower tends to increase engine speed.
But, the governor reacts to decrease fuel in order to maintain a constant
engine speed. At the same time that fuel is decreased, the pilot valve in the
governor opens and applies a hydraulic pressure to the load regulator vane
motor. The vane motor tries to drive the load regulator to increase the
reference signal. However, the load regulator is already in maximum field
position. It cannot move. Therefore, the locomotive will operate along the
50 Volt signal line from point D to point E.
As the locomotive operates between points A and D. the power control
feedback signal is lower than the performance control feedback signal
and, therefore, it is the controlling signal. However, the power signal level
is increasing and the performance signal level is decreasing during this
time. At point “D.” the feedback signal levels become equal. Past point
“D” the performance feedback signal is lower than the power feedback
signal and therefore it becomes the controlling signal. This action causes
the main generator output to follow the constant horsepower curve.
When operating in a throttle position lower than throttle 8, the Feedback
signals, Reference signal, and constant horsepower curve will have lower
values than those for throttle 8. However, the general operating
description is the same for all throttle positions.
For more detailed information on these systems, refer to the descriptions
of individual modules and components used in the excitation and power
control system.

Excitation Limit Backup Protection System
Introduction
Excitation limit backup protection consists of excitation limit module
EL11 and excitation limit transductor ELT. ELT provides an input signal to
the EL11 module that is proportional to traction alternator field current. If
excitation current tends to rise above a safe value, EL11 provides
protection by dropping out equipment protection relay EQP. Figure 7-45,
page 7-76, is a simplified schematic diagram of the excitation limit
backup protection system that is provided for reference only. Use the
applicable locomotive wiring diagram for troubleshooting or maintenance
on the system.
EC40822
New, Similar to EC32006,
Figure 7-45. Excitation Limit Protection System

ELT Excitation Limit Transductor
Excitation limit transductor 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 other by an air gap, and each
core contains an AC winding. The bias winding and the test winding are
common to both cores. A simplified schematic diagram of the ELT is
provided in Figure 7-45.
The two AC windings are connected in opposing series, so that the
magnetic lines of force (flux lines) in the two cores point in opposite
directions. The AC windings, in series with the primary of transformer T1
on the EL11 module, are energized by current from the companion
alternator.
When no current flows in the traction alternator field, the reactance of the
AC windings is much larger than the reactance of T1.

Therefore, with no traction alternator field current, practically all 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 EL11
module. Consequently, this input signal is very small when no current is
flowing in the traction alternator field.
The field current bias winding consists of a single conductor passing
through both cores. It is connected in series with the traction alternator
field windings. The flux lines set up by the bias winding aid the flux lines
set up by the AC winding in one of the cores. These flux lines oppose the
flux lines set up by the AC windings in the other core. The core in which
the flux lines aid moves toward magnetic saturation. This, in turn, 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,
as current increases through the field current bias winding, the combined
reactance of the two AC windings decreases. The current through the field
current bias winding controls the current in the AC winding according to
the ampere-turns ratio between the 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 transformer T1. The
increase in current through T1 causes an increase in the signal applied to
the EL11 module. If the field current in the traction alternator rises above
a safe value, the signal from T1 is sufficient to cause the EL11 module to
operate. Operation of the EL11 module results in EQP dropout, which in
turn opens the feed to the GFC contactor coil. GFC dropout results in
disconnecting the companion alternator from the traction alternator field.
The ELT test winding provides a means for testing the excitation limit
backup protection system. Closing the test switch on the EL11 module
allows current to flow through the test winding. Current flow through the
test winding causes one of the ELT cores to move toward saturation, and
results in an increase of current through T1.
The increased current through T1 causes the EL11 module to operate,
thereby testing ELT and the EL module. The EXCITATION LIMIT
indicator on annunciator module AN16 should light, and should remain
On until the annunciator module is reset.
EL11 Excitation Limit Module
An input signal that is proportional to traction alternator field current is
applied to transformer T1. The rectified output of T1 is applied to a
voltage divider, which consists of resistors R3, R4, R6, R7, and rheostat
RH1. Capacitor C2, which is connected to the base of transistor Q1,
prevents Q1 switch-on because of a transient voltage output from T1.
Transistor Q1 is forward biased when the output of T1 is large enough to
charge C2 to a value in excess of 6.2 Volts. This forward bias causes Q1 to
turn On, and results in current flow from EL module terminal 1, through
ELR and ELRA, from the collector to the emitter of Q1, and then to
negative. This results in ELR and ELRA pickup.
ELRA pickup provides a feed to the EXCITATION LIMIT indicator on
annunciator module AN16. By opening ELR contacts between EL11
module terminals 5 and 6, ELR pickup drops the feed to EQP. ELR
pickup also recalibrates the voltage divider biasing circuit by inserting
resistor R4 in series with R3, R6, R7, and RH1.

Recalibration of the voltage divider biasing circuit increases the forward
bias on Q1. The increased forward bias on Q1 prevents ELR and ELRA
dropout until field current decreases several amperes below the safe value.
EQP dropout removes the feed from generator field contactor GFC,
which results in disconnecting the companion alternator from the traction
alternator field. Disconnecting the companion alternator from the traction
alternator field causes field current to decrease. The decrease in field
current reduces the signal to transformer T1, and causes Q1 to switch off.
Q1 switch-off results in ELR and ELRA dropout.
ELR dropout re-establishes a feed to EQP, which in turn re-establishes the
feed to GFC. This results in reconnecting companion alternator output to
the traction alternator field. The locomotive then operates 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, again causing the EL11 module to operate. This cycling will
continue as long as the over-excitation condition exists. The cycling
results in very rough power regulation, and also causes undesirable wear
on generator field contactor GFC. Therefore, the condition should be
corrected as soon as practicable.
Excitation limit control module EL11 backs up generator excitation
regulator module GX2 field current protection at 114 A for all track
speeds.
FP26 Feedback and Performance Module
Introduction
Feedback and performance module FP26 attempts to keep traction
alternator (main generator) output at a level proportional to throttle
position. It does so by comparing the load regulator Reference signal
to main generator output feedback signals, then using the results of the
comparison to control sensor module SE13 magamp current. SE13
magamp current controls main generator excitation. This, in turn,
affects output power.
Feedback and performance module FP26 consists of two rectifier
assemblies connected to loading resistors. One of the rectifier
assemblies are connected to generator potential transformers GPT1 so
that the feedback signal developed across the GPT1 loading resistors
is proportional to traction alternator output voltage. The other rectifier
assembly is connected to current transformers CTA, CTB, and CTC, so
that the feedback signal developed across its loading resistors is
proportional to traction alternator output current.
Two feedback signals are used by the FP module. Figure 7-46, page
7-79. One signal is proportional to main generator current, and the
other signal is proportional to main generator voltage. The resulting
power control signal is made up of the entire output of the current
transformers plus a portion of the output from voltage transformer
GPT1. The output from the feedback transformers is determined by
loading them on precisely calibrated values of fixed resistance. In this
way a power control line is developed that allows the load regulator
reference signal to control locomotive power within the operating
range of the locomotive equipment.

Transistor Q1 is used to compare the reference signal from the load
regulator LR with the feedback signal. If the LR reference signal is at
a higher voltage level than either feedback signal. excitation is applied
to the main generator field. The amount of excitation applied is
proportional to the difference between the LR signal and the feedback
signal. If the LR reference signal is at a lower voltage level than the
feedback signal. main generator field excitation is removed.
EC34618
26488
Figure 7-46. Generic Feedback and Performance FP Module Diagram

For convenient reference, a simplified schematic diagram of the FP26
module is provided in Figure 7-47. Use the applicable locomotive
wiring diagram when performing troubleshooting or maintenance.
ec41582
26757
Figure 7-47. FP26 Module, Simplified Schematic

Traction Alternator Voltage Feedback Signal
The rectifier assembly consisting of diodes D13 through Dl8 is
connected to generator potential transformer GPT1. The rectifier
assembly output is applied to resistors R5A, R5B, R5C, and R6A,
which are connected in series. The resistance values are selected so
that an output of approximately 2140 volts from the main generator
would result in a feedback signal of 50 volts across R6A. The
relationship between main generator output voltage and the feedback
signal developed across R6A is shown in Fig. FP-3.
593
Figure 7-48. Relationship between Feedback Signals and Traction

Alternator Voltage
Traction Alternator Current Feedback Signal
The rectifier assembly consisting of diodes D7 through D12 is
connected to current transformers CTA, CTB, and CTC. The rectifier
assembly output is applied to resistors R4A, R4B, and R4C.
The resistor values are selected so that an output current of
approximately 7390 amperes from the main generator would result in
a 50 volt feedback signal across R4A, R4B, and R4C.

The normal output current is limited to less than 7390 amperes;
however, the 7390 value is used in calculating the desired slope of the
50 volt feedback signal line and to establish the desired relationship
between the feedback signal and main generator output current within
the operating range of the main generator. The relationship of main
generator output current and the feedback signals are shown in Figure
7-49 below.
EC41594
26759
Figure 7-49. Relationship between Feedback Signals and Traction

Alternator Current
Power Control Feedback Signal
The Power Control Feedback signal is obtained by combining the
traction alternator voltage feedback signal, developed across R2, with
the traction alternator current feedback signal, developed across R3A,
R3B, R3C, R4A, R4B, and R4C. The relationship between traction
alternator output and the 50 Volt Power Control Feedback signal is
shown in Figure 7-50, next.
EC41595
26760
Figure 7-50. Relationship Between Power Control Feedback Signal

and Traction Alternator Output.

Any combination of traction alternator 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 that is 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 that is less than 50 Volts.
Power Control Operation
The Power Control, and Performance Control Feedback signals are
applied to transistor Q1. Here they are compared with the Reference
signal from the load regulator, LR. 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, forward bias is applied to Q1.
When operating in throttle 8, the engine governor and load regulator
tend to cause the locomotive to operate along the constant horsepower
curve from point A to point C, as locomotive speed decreases.
Between points A and C, either the Power Control or Performance
Control Feedback signal is less than 50 Volts. This enables the FP26
module to maintain traction alternator field excitation at the level
required for 3500 HP output.
As speed decreases below point B, the Performance Control signal
remains less than the Power Control signal. Therefore, it becomes the
controlling signal. As speed increases above point B, the Power
Control signal level remains less than the Performance Control signal.
It then becomes the controlling signal.
Traction alternator output voltage is limited to approximately
1300 Volts by generator voltage regulator module GV11. This prevents
the operating point from moving above point A. Therefore, any further
increase in speed at point A causes the operating point to move back
along the 1300 Volt line.
When operating in any throttle position lower than throttle 8, the
Feedback signals, the LR Reference signal, and the constant
horsepower curve will have lower values than when operating in
throttle 8. However, the general description is the same for all throttle
positions.
The FP26 module also provides a feedback signal to transition module
TR12. This signal is developed across resistor R4C by the current
transformers. It is proportional to traction alternator output current.
GV11 Generator Voltage Regulator Module

Introduction
Generator voltage regulator module GV11 limits maximum traction
alternator output voltage to a safe value. Limiting is accomplished by
modulating the control signal to the SE13 module if traction alternator
output voltage tends to rise above 1300 Volts, approximately.
Decreasing the control signal to the SE13 decreases traction alternator
field excitation, which decreases traction alternator output voltage.

The simplified schematic diagram of the GV11 module, Figure 7-51,
below, is included for reference only. Use the applicable locomotive
EC41596
Figure 7-51. Traction Alternator Voltage Regulation Module GV11

GV11 General Description
During normal operation, GV11 module transistor Q1 is forward
biased. With forward bias applied to Q1, the control signal passes
through the GV module from terminal 8 to terminal 4, then to the
SE13 module. The control signal applied to the SE module causes
gating pulses to be applied to silicon controlled rectifier SCR. The
gating pulses turn on the SCR, applying excitation to the traction
alternator field. The amount of traction alternator field excitation is
proportional to the magnitude of the control signal applied to the SE
module. If traction alternator output voltage tends to rise above a safe
value, the control signal to the SE module is modulated by the GV11
module, as required to limit the traction alternator voltage to a safe
value (approximately 1300 Volts).
Companion alternator output is applied to GV module transformer T3.
Rectified T3 output is applied to resistor R5 and capacitor C1, in
series. This develops a voltage across C1. The voltage across C1 is
applied to the base of transistor Q1. The series combination of
capacitors C2 and C3 connects in parallel with C1. The emitter is
connected to the junction of C2 and C3. Therefore, the voltage applied
to the emitter of Q1 is less than the voltage applied to the base, and Q1
is forward biased.

With forward bias on Q1, the control signal passes through the GV
module, from terminal 8 through Q1 (from collector to emitter), to
terminal 4, and then to the SE13 module. The control signal applied to
the SE module results in gating pulses to silicon controlled rectifier
assembly SCR and excitation to the traction alternator field. This
excitation causes a buildup of traction alternator voltage.
An input signal proportional to traction alternator output voltage is
applied to transformers T1 and T2. The rectified output 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 output of T1 and T2 is also applied to a voltage
divider, which consists of resistor R1, rheostat RH1, and resistors R2
and R6. The wiper arm of RH1 connects to the Q1 emitter. During
normal operation, an increase in traction alternator voltage results in a
proportional increase in voltage at the base and emitter of Q1.
As the traction alternator output voltage increases, the voltage applied
to T1 and T2 increases. The voltage developed across C1 also
increases until the breakdown voltage of zener diode Z1 is reached.
After Z1 breakdown, 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 traction alternator output voltage results in an
increase of voltage applied to the emitter of Q1, but, the voltage on the
base remains constant at the Z1 breakdown value.
If traction alternator voltage tends to rise above 1300 VDC, voltage at
the Q1 emitter increases. This decreases forward bias on Q1. The
decrease in forward bias, or a reverse bias, causes a decrease in the
control signal to the SE13 module, and consequently, a decrease in
traction alternator field excitation, and a decrease in traction alternator
output voltage. Therefore, by applying a signal to the GV11 module
proportional to traction alternator output voltage, traction alternator
output voltage is limited to a safe value.
GX2 Generator Excitation Regulator Module
Introduction
The generator excitation regulating system consists of generator
excitation regulator module GX2 and field current transductor FCT.
The FCT module provides an input signal to the GX2 module. The
GX2 input signal is proportional to traction alternator field current. If
traction alternator field excitation tends to rise above a safe value, the
GX2 module modulates the control signal to sensor module SE13. A
simplified diagram of a typical generator excitation regulating system,
Figure 7-52, next, is included for reference only. Use the applicable
locomotive wiring diagram when performing troubleshooting or
maintenance.

New, Sim. to EC32008
Reduced to 75% of orig.
EC40828
Figure 7-52. GX2 Traction Alternator Excitation Regulating Module

FCT Field Current Transductor
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.
magnetic lines of force (flux lines) in the two cores are opposed. The
AC windings, in series with the primary of transformer T1 on the GX2
module, are energized by current from the companion alternator.
When no current is flowing in the traction alternator field, the
reactance of the AC windings is much larger than the reactance of T1.
Therefore, with no traction alternator 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, when no current is flowing in
the traction alternator field, the input signal to the GX module is very
small.
The field current bias winding consists of a single conductor passing
through both cores, and is connected in series with the traction
alternator field windings. The flux lines, set up by the bias winding,
aid the flux lines set up by the AC winding in one core, and oppose 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. This
reduces the reactance of the AC winding on this core.

The core in which the flux lines oppose moves away from saturation.
However, the reactance of the AC winding on this core is affected only
by a very small amount. Therefore, as the field current increases, the
combined reactance of the two AC windings decreases. The decrease
in reactance results in an increase in current through the AC windings,
and through transformer T1. If the traction alternator field current rises
above a safe value, the signal from T1 is sufficient to cause transistor
Q1 (on the GX2 module) to modulate the control signal to the SE13
module. Modulating the control signal to the SE module results in
decreasing the traction alternator field current.
GX2 Module
Figure 7-52, page 7-87, is a simplified schematic diagram of the GX2
module and associated devices.
During normal operation, GX2 module transistor Q1 is forward biased.
With forward bias on Q1, the control signal passes through the GX
module from terminal 8 to terminal 4. This control signal is applied
through the GV11 module, to terminal 13 of the SE module. The
control signal applied to the SE Module causes gating pulses to be
applied to silicon controlled rectifier assembly SCR. The gating pulses
turn on SCR, and excitation current flows through SCR to the traction
alternator field. The amount of excitation applied to the traction
alternator field is proportional to the magnitude of the control signal
applied to the SE Module. If the traction alternator field current tends
to rise above a safe value, the GX2 module modulates the control
signal to the SE13 module as required to limit the traction alternator
field current to a safe value.
Companion alternator output voltage is applied to GX2 module
transformer T2. Rectified T2 output is applied to resistor R4 and
capacitor C1 in series. This causes voltage to develop across C1. The
voltage across C1 is applied to the transistor Q1 base. The series
combination of capacitors C2 and C3 is connected in parallel with C1.
The emitter connects to the C2/C3 junction. Therefore, the voltage
applied to the emitter is less than the voltage applied to the base. This
forward biases Q1. With Q1 forward biased, the control signal passes
through the GX module, from terminal 8 through Q1 (from collector-
to-emitter), to terminal 4, and then through the GV11 module to the
SE13 Module. The control signal applied to SE13 results in gating
pulses to silicon controlled rectifier assembly SCR and excitation to
the traction alternator field. This excitation causes buildup of traction
alternator voltage.
An input signal proportional to traction alternator field current is
applied to transformer T1. The rectified T1 output is applied to the
series combination of resistor R3, diode D2, and capacitor C1. Voltage
developed across C1 is applied to the Q1 base. Rectified T1 output is
also applied to a voltage divider consisting of rheostat RH1 and
resistors R1, R2, and R5. The RH1 wiper arm connects to the Q1
emitter. During normal operation, an increase in traction alternator
field current results in a proportional increase in voltage at the Q1 base
and emitter. This maintains a forward bias on Q1.

As traction alternator field current increases, the voltage applied to T1
increases. The voltage across C1 increases until zener diode Z1
breakdown voltage is reached. After Z1 breakdown, the voltage at the
Q1 base levels at the value that equals Z1 breakdown voltage. A
further increase in traction alternator field current increases T1
voltage. This, in turn, causes in an increase in voltage applied to the
Q1 emitter, but, the voltage on the base remains constant at the
breakdown value of Z1.
If traction alternator field current tends to rise above a safe value,
voltage at the Q1 emitter increases. This causes forward bias on Q1 to
decrease. The voltage at the Q1 emitter may increase until it reverse
biases Q1.
The decrease in forward bias, or reverse bias, causes the control signal
to SE13 to decrease, and consequently, decreases traction alternator
field current. Therefore, by applying a signal to the GX module that is
proportional to the traction alternator field current, traction alternator
field current is limited to a safe value.
The GX2 module was designed so that traction alternator field current
is regulated at a maximum limit of 108 Amperes when terminal 5 is
jumpered to terminal 6 and terminal 7 is left open.
FCT Test Winding
An FCT test winding enables testing GX2 module operation. The FCT
test winding connects in series with an ELT (excitation limit
transductor) test winding. When the locomotive throttle is in IDLE
with the engine running, closing the EL module test switch allows
current to flow through both the ELT and FCT test windings. This
causes one FCT core to move toward saturation, and results in an
increase of current through T1 on the GX2. The increased T1 current
causes the GX module to regulate. Voltage can be tested across GX
module test points: TP8 to TP4.
LR - Load Regulator Assembly

Load regulator assembly LR consists of a 1500 Ohm rheostat and a
hydraulically operated vane motor. It receives an input voltage from
rate control module RC12, and provides a reference voltage through
wheel slip module WS10 to feedback and performance module FP26.
The load regulator wiper arm, which can move through a 300-degree
arc, is attached to the vane motor. A pilot valve, located in the engine
governor, controls a flow of pressurized engine oil to drive the vane
motor clockwise, or counter clockwise, in order to position the wiper
arm. Refer to Figure 7-53, page 7-90.
LR input voltage depends on throttle setting and state of charge on the
RC12 module rate control capacitors. When the locomotive is
operating in throttle 8 with the RC12 rate control capacitors fully
charged, the load regulator input voltage is 50 Volts. Load regulator
input voltage decreases as the throttle setting decreases.

EC40829
C17323,@ 87%
of Orig. Size.
Was Fig. 8-50 in
Ghana LSM
Figure 7-53. Load Regulator and Associated Equipment

Load regulator output voltage (at wiper arm) depends on load
regulator input voltage and wiper arm position. At locomotive
standstill, as during initial start-up, the load regulator is in maximum
field position. When the load regulator is in maximum field position,
load regulator output voltage is approximately equal to its input
voltage.
During normal operation with the throttle in a fixed position, the
output voltage from the load regulator is determined by the input
voltage and the traction alternator current.
Assume that the locomotive is operating in throttle 8 with a 40 Volt
reference signal from LR, as shown in Figure 7-54, page 7-91. If the
load increases, such as when starting up a grade, the speed of the
traction motors will decrease.
As traction motor speed decreases, load current increases because of
decreasing counter-electromotive force. An increase in traction motor
current results in a decrease in voltage. The decrease in voltage is
partly due to increased I2R losses in the traction alternator.
If the reference signal from LR remained at 40 Volts, the horsepower
applied to the traction motors would follow the 40 Volt reference line
from point A toward point B. However, to follow the 40 Volt reference
line, the operating point would fall below the constant horsepower
curve. Less horsepower would be applied to the traction motors.
Decreasing traction horsepower tends increase diesel engine speed.
The engine speed increase is sensed by the engine governor. The
governor reacts to temporarily decrease the engine fuel injection rate,
to maintain constant engine speed. At the same time that fueling is
decreased, a pilot valve in the engine speed governor directs hydraulic
pressure to the load regulator vane motor to move it toward the

maximum field position. (Refer to Figure 7-53, page 7-90.) The
engine speed increase causes the governor fly-weights to pivot
outward, 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 returns to the oil sump in the governor.
Downward power piston movement causes downward load regulator
pilot valve plunger movement. It also moves the governor rack to
decrease the engine fueling rate. The downward movement of the load
regulator pilot valve plunger directs pressurized engine oil to the
increase port of the load regulator vane motor. This causes the vane
motor to drive the load regulator rheostat toward maximum field.
EC32026
Figure 7-54. Constant Kilowatt (Horsepower) Curves - Nominal

Moving the load regulator toward maximum field results in an
increase in the LR reference signal. Increasing the reference signal
results in increasing traction alternator field excitation and traction
alternator horsepower output. This increased horsepower tends to
decrease diesel engine speed. However, the governor again reacts to
maintain constant engine speed. The governor pilot valve also causes a
slight adjustment in load regulator position, so that the traction
alternator output moves along the constant horsepower curve from
point A to point C, instead of from point A to point B in Figure 7-54.
Engine speed decrease causes the governor fly-weights to move
inward, which in turn results in lowering the speed control valve
plunger. This allows pressurized governor oil to be forced under the
power piston, causing the power piston to move upward. Upward
power piston movement causes load regulator pilot valve plunger
upward movement, and also moves the governor rack to increase
engine fueling. Upward load regulator pilot valve plunger movement
allows oil from the increase port to drain into the engine oil sump. It
also opens the decrease port to engine oil pressure. Oil pressure at the
decrease port causes the vane motor to drive the load regulator toward
minimum field.
Therefore, the engine speed governor attempts to maintain constant
engine speed, and the load regulator attempts to maintain constant
horsepower output. Engine governor and load regulator response is
fast enough to prevent noticeable difference in diesel engine speed or
traction alternator output.
Assume that the locomotive is operating in throttle 8, with a 50 Volt
reference signal from LR, as shown at point C of Figure 7-54. If the
load is decreased, (such as, when starting down a grade), traction
motor speed increases.
With an increase in traction motor speed, load current decreases due to
the increase in counter-electromotive force (CEMF). Decreasing
traction motor current results in increasing 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 Volts
reference line from point C toward point D. However, to follow the
50 Volt reference line, the operating point would have to rise above the
constant horsepower curve. More horsepower would be applied to the
traction motors.
An increase in horsepower tends to decrease diesel engine speed,
which is sensed by the governor. The governor reacts by temporarily
increasing engine fueling to maintain constant engine speed. When
fueling is increased, the governor pilot valve directs hydraulic
pressure to the load regulator vane motor to move it toward minimum
field. The decrease in engine speed causes the governor flyweights to
move inward, lowering the speed control valve plunger. This allows
governor oil to force the power piston upward. Upward power piston
movement causes upward load regulator pilot valve plunger
movement, and also moves the governor rack to increase engine
fueling. Upward load regulator pilot valve plunger movement allows
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 motor to drive the load regulator toward
minimum field.
Load regulator movement toward minimum field position results in
decreasing the LR reference signal. Decreasing the reference signal
results decreasing traction alternator field excitation and output. This
decreased horsepower tends to increase diesel engine speed. However,
the governor again reacts to maintain constant engine speed. The
governor pilot valve also causes a slight adjustment in load regulator
position so that traction alternator output moves along the constant
horsepower curve from point C to point A, instead of from point C to
point D.
Load regulator operation, as described above, tends to cause the
locomotive to operate along the horsepower curves shown in
Figure 7-54. Notice that a different horsepower curve appears for each
throttle position. These horsepower curves are general. They do not
indicate specific values of traction alternator current, or voltage.

RC12 Rate Control Module
Introduction
The traction alternator (main generator) excitation system has a fast
response time. Throttle setting increases tend to cause sudden power
increases. Rate control module RC12 provides for smooth power
increases instead of sudden increases. This response is accomplished
by limiting the rate of power increases by modifying the reference
signal between the throttle response circuit and the load regulator
during throttle setting changes. The rate of change is limited by
controlling the bias at the base of transistor Q1 on the RC module,
through a resistor-capacitor (R-C) timing circuit. The following
paragraphs describe RC module operation.
A simplified schematic diagram, Figure 7-55, page 7-94, is provided
for reference only. Use the applicable locomotive wiring diagram
when performing troubleshooting or maintenance on the system.
Operation with Throttle in IDLE
When the throttle is set in IDLE, there is no reference signal input to
terminal 3 of the RC module. However, a potential of 74 Volts is
applied across terminals 1 and 14, providing current flow from
terminal 1 through resistor R1, diode D3, rheostat RH2, transistor Q2
(On), to capacitors C1, C2, and C3, and resistors R5, R8, and R14. The
ratio of R1 and RH2 resistance to the parallel connection of R5 with
R8 and R14 resistance permits a very small charge on the rate control
capacitors. This very small charge provides an initial forward bias for
Q1 and results in very low current flow through R1, R2, and R3 from
the collector-to-emitter of Q1, and, through LR, to negative. Therefore,
the 74 Volts applied between terminals 1 and 14 provides an initial
forward bias for Q1, and maintains a very small amount of Q1
conduction. This initial conduction is not sufficient to excite the
traction alternator field. However, it decreases Q1 switch-On time.
Operation in Power Mode
MR and GFX relays pick up when the throttle advances to notch 1. MR
and GFX pickup provides a feed of approximately 10.9 Volts to
terminal 3 of the RC module. MR pickup also provides a low potential
(approximately 4 to 6 Volts) from terminal 12 of the TH14 module to
terminals 9, 11, and 12 on the RC module. This potential provides an
immediate charge on rate control capacitors C1, C2, and C3, as well as
an immediate power response. Otherwise, there would be a short time
delay in power response while charging the rate control capacitors
through R7 from terminal 3. The initial charge on the rate control
capacitors from terminal 12 of the TH14 module is less than the
potential applied to terminal 3. Therefore, the rate control capacitors
will continue to charge through R7, D5, and D3 until the full charge
for the throttle 1 is attained.
Note that the voltage across the load regulator increases at the same
rate as the increase in forward bias at the Q1 base. Due to the initial
charge on the rate control capacitors, there is an immediate low level
response. After this initial response, the forward bias rate of increase
is determined by the control capacitors charge rate.

7-94
EC41597
Figure 7-55. RC12 Rate Control Module

This rate, in turn, is determined by the circuit controlling Q2
operation. Regardless of input voltage, current through Q2, charging
the rate control capacitors, is held constant by zener diode Z4. The
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 control capacitor charge rate is determined by the resistance of
RH2.
Regardless of RC module input voltage fluctuations, Q2 operation
provides a linear output voltage to the load regulator. Linear generator
excitation control allows the engine to respond more normally to
increased load, reducing smoke and engine wear.
Advancing the throttle setting results in increasing reference voltage at
terminal 3 (from the TH14 module), an increase in bias, an increase in
current flow through Q1, and an increase in voltage developed across
the load regulator. With the throttle in notch 8, the voltage applied to
terminal 3 is 68 Volts. The voltage across LR, and the bias applied to
the base of Q1 is approximately 50 Volts. The ratio of applied
reference voltage-to-LR voltage is approximately 1.36-to-1 for all
throttle positions. The relationship between throttle position, input
voltage from TH14 module, and output from the RC module is shown
in Figure 7-55.
Reducing the throttle from notch 8 to notch 7 reduces the applied
reference voltage. This reduction results discharging capacitors C1,
C2, and C3 to a value that is proportional to the input reference
voltage. Capacitors C1, C2, and C3 discharge through R5, and from
the base-to-emitter of Q1. The MR relay drops out when the throttle is
reduced to IDLE. MR dropout provides a fast discharge path for C1,
C2, and C3 through R8 and Q3.
During transition, generator excitation is removed for a short time
(GFX dropped out) while the actual transition sequence is completed.
A set of wheel delay relay WD contacts are connected to complete the
input circuit to terminal 3 of the RC module during transition. This
prevents discharge of the rate control capacitors. A second set of WD
contacts are connected to the discharge path from terminal 6 of the RC
module. This set of contacts opens during transition to prevent a false
wheel slip signal from discharging the rate control capacitors. When
transition is complete a set of PR contacts connect 74 volts to terminal
5 of the RC module. This 74 volts causes Q3 to turn on, shorting out
the resistance of R14. Shorting out R14 allows for faster discharge of
the rate control capacitors during a high speed wheel slip.
Operation with Pair of Traction Motors Cut Out
Due to cutout relay COR pickup, locomotive power is automatically
reduced to a safe level when a pair of traction motors is cut out. In
order to decrease input voltage to the rate control module, COR pickup
inserts a resistor between the output of the TH14 and the input of the
RC12 module. This results in decreasing load regulator voltage, as
well as decreasing excitation and traction alternator output.

Wheel Slip Function
Terminal 6 of the RC12 module connects to wheel slip module WS10.
When a wheel slip is detected, RC12 terminal 6 connects to negative
through the WS10 module. This circuit path allows capacitors C1, C2,
and C3 to discharge rapidly through R8 and R14, to terminal 6 of the
RC12 module, and then through WS10 module resistance to negative.
Discharging C1, C2, and C3 results in less traction alternator
excitation. As a result, less power is applied to the traction motors.
Capacitors C1, C2, and C3 continue to discharge until wheel slip is
corrected.
For a more detailed description of wheel slip correction, refer to text
starting on page 7-129.
SCR Silicon Controlled Rectifier Assembly
The companion alternator provides traction alternator field excitation
through 3-phase silicon controlled rectifier assembly SCR.
Figure 7-56, a simplified SCR assembly (and associated equipment)
schematic diagram, is provided for convenient reference. Use the
locomotive wiring diagram when performing troubleshooting or
maintenance.
EC41598
Figure 7-56. SCR Assembly and Associated Equipment

One silicon controlled rectifier (SCR) connects in series with each of
three phases of the companion alternator. Therefore, one of the SCRs is
forward biased during each positive alternation of output voltage from
the companion alternator. However, the SCR will not conduct (switch
On) until a gating signal is sent to the SCR gate while the SCR is
forward biased. The gating signal is positive in respect to the voltage
applied to the cathode. Therefore, in order to switch On the SCR, the
potential on both the anode and the gate must be positive with respect to
the cathode.
After conduction starts, the gating signal loses control: conduction
continues as long as the anode is positive in respect to the cathode.
Reverse bias causes the SCR to switch Off at the completion of the
positive alternation. After switch-Off, conduction will not start until
forward bias is again accompanied by the gating signal.
The SE13 module applies gating pulses to the SCRs to maintain the
required main generator field excitation current. The amount of
excitation required is determined on the FP26 module by comparing the
load regulator reference signal with traction alternator output feedback
signals. If the reference signal is instantaneously larger than the
feedback signal, FP26 transistor Q1 is forward biased. This causes the
Q1 to turn On, and results in current flow through the SE13 module
magnetic amplifier control windings. If the feedback signal is
instantaneously larger than the reference signal, FP26 module transistor
Q1 is reverse biased, and no current flows through the SE13 magamp
windings.
Current flow through the control windings drives the magnetic amplifier
core into saturation. Saturating the core turns On Q1 on the SE13
module, and results in providing 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 difference
between the reference and feedback signals at the FP26 module
determines the amount of current flow through the control windings.
When the reference signal is small, a small amount of current flows
through the control windings, and the core becomes 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 increases,
the current flow through the control windings increases. The core
becomes saturated earlier in the positive half cycle, and the gating
signal occurs earlier in the positive half-cycle. This results in a flow of
excitation current for a longer period of time, and increases the average
amount of traction alternator field excitation.
Excitation current passes through the SCRs only during parts of the
positive half cycles. However, because of induction, current through the
traction alternator field is relatively stable.
Resistor RE32 and capacitor CA32 provide spike suppression. The flux
lines from the traction alternator field tend to collapse during the
negative half cycles. However, the decaying flux field induces voltage in
the field windings. This causes current to flow through free wheeling
diode FWD, and through the traction alternator field. This current flow,
in turn, results in a slowly decaying flux field (instead of a sudden
collapse), and maintains relatively stable field strength.

SE13 Sensor Module
General Description
Sensor module SE13 controls traction alternator field excitation. Field
excitation current is provided by the companion alternator through
silicon controlled rectifiers SCR1, SCR2, and SCR3 on the SCR
assembly. These SCRs do not conduct until they are forward biased,
(anode positive with respect to cathode), and a gating signal is applied
to the gate. The gating signal is a voltage applied to the gate, and is
positive with respect to the cathode. After conduction starts, the gating
signal loses control, and conduction continues as long as the anode is
positive with respect to the cathode. The SE13 module, Figure 7-57,
below controls field excitation current:
– Providing the gate signals to the SCRs.
– Controlling when (in the voltage cycle) they occur.
EC32028
Figure 7-57. SCR Assembly Gate Control Block Diagram

Since the SCRs form part of a 3-phase bridge, each SCR is not
forward biased continuously, but only during the positive half of one
phase, plus a small portion of the succeeding phase. To enable SCR
conduction, the gate pulse must also occur during this time. The
period when the SCR is forward biased is fixed. Therefore, changing
gate pulse timing changes the average amount of current flow through
the SCR and the traction alternator field. An early gate pulse allows
conduction for a long period of time, which results in a relatively high
current level. However, a late gate pulse allows conduction for a
shorter period of time, resulting in a lower average current level.
The SE13 module consists of three identical channels, one for each
SCR. Figure 7-58 illustrates one channel, and text following
Figure 7-58 describes how it operates.
EC40832
C27624, @ 90%
of Orig. Size.
Was Fig 8-55 in
Ghana LSM.
Figure 7-58. SE13 Partial Schematic Diagram

The gate pulse from the SE13 module to SCR1 in the SCR assembly is
the voltage that develops on SE13 across resistor R61 when SE13’s
SCR1 switches On, providing a path for current flow from SE13’s
transformer T1 terminals 1 and 2.
The switch-On of SCR1 (on SE13) is controlled by the operation of
magnetic amplifier M1. Current flow through the magamp control
windings drives the magamp core into saturation. Saturating the core
allows current to flow through D31, R51, and R31, causing switch-On
of SCR1 (on SE13). The amount of current flow through the magamp
control winding determines when the core becomes saturated. This
current level is regulated by feedback and performance module FP26.
The amount of traction alternator field excitation required is
determined by comparing the load regulator Reference signal with
Feedback signals on the FP26 module. When the LR Reference signal
is larger than the Feedback signal, a transistor on the FP26 module
switches On. This provides a path for current flow through the
magamp control windings. The amount of current is related to the
difference between the Reference signal, and the Feedback signal.
When there is only a small voltage difference between the Reference
signal and the Feedback signal, low level current flows in the magamp
control windings. This low current level results in core saturation
being reached and the gate signal being developed near the end of the
SCR forward bias period.

Therefore, traction alternator field current flows for only a short time,
resulting in a low average field current level. A greater difference
between the reference signal and the feedback signal results in a
higher current level in the magamp control winding, earlier core
saturation, earlier SCR turn-On, and as a result, higher average
traction alternator field excitation current.
For reference, use the simplified schematic diagram of the SE13
module, Figure 7-71, page 7-107. Use the applicable locomotive
Sensor Module/ SCR Assembly - Detailed Operation
Three-line, three-phase companion alternator output, Figure 7-59,
below, is applied to the SCR assembly bridge. This results in forward
biasing the SCRs (making anode positive with respect to cathode) in
the following sequence: SCR1, SCR3, and SCR2.
EC32030
Figure 7-59. Three-Phase Output

Diodes D1 through D3, Figure 7-60, next, provide two current paths
per SCR. Therefore each SCR is forward biased by two of the three
phases. For example, SCR1 connects to lines B and C through diodes
D2 and D3.
EC32031
Figure 7-60. SCR Assembly

Therefore, the instantaneous voltage across SCR1 is 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 forward biases each SCR for a
time period that is longer than a half cycle, Figure 7-61, next.
EC32032
Figure 7-61. SCR Assembly Forward Bias Waveform

The SCR assembly bridge output is connects to the traction alternator
field. Turning On an SCR with a gate pulse allows current to flow
through the SCR and the traction alternator field. If an SCR is gated
On at the same time that it is forward biased, the SCR could conduct
for the full forward bias time. In this case, traction alternator field
current results from each SCR conducting for the maximum possible
time, as shown in Figure 7-62, next. Field current is then at maximum.
EC32033
Figure 7-62. Traction Alternator Field Current with

Maximum SCR Conduction
The resulting wave shape results from the commutation characteristics
of a three-phase SCR (or diode) bridge circuit. Commutation 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 of a
conducting SCR is also present at the cathode of the other SCRs. Until
the anode voltage of a non-conducting SCR exceeds this value, the
SCRs are reverse biased. Therefore, prior to these SCR commutation
points in the waveform, Figure 7-63, next, the gating signal can not
turn On the SCR.

EC32034
Figure 7-63. Three-Phase Bridge SCR Commutation Points

To control traction alternator field excitation current level, the SE13
module delays the SCR gate signals past these commutation points.
The SCR turn-On delays result in lower average current levels, as
shown by Figure 7-64, next.
EC32016
Figure 7-64. Traction Alternator Field Current Levels

Voltage developed across resistor R61 forms the SE module gate pulse
to SCR1 in the SCR assembly. This voltage is present only when SE13
SCR1 is turned On, providing a path for current flow. SE13 SCR1 is
turned On by gate voltage across R51. Since the SCR turn-On is very
rapid, the gate signal to the SCR assembly is present at the same time
that the voltage across R51 reaches the SCR1 turn-On level.
Therefore, controlling the time at which the R51 voltage reaches that
level also controls the SCR assembly turn-On delay. This delay
determines traction alternator field excitation current level.
M1 Magamp, Detailed Operation
Magnetic amplifier (magamp) M1 controls the R51 voltage level. The
M1 output coil, resistor R51 and diode D31 form a series circuit that
connects across output winding terminals 3 and 4 of transformer T1.
The input signal to T1, Figure 7-65, next, is the same line-to-line
voltage that provides the leading portion of the forward bias to SCR1
in the SCR assembly.
EC32017
Figure 7-65. SE13 Module Input Voltage

The M1 output coil presents either a very high impedance, or a very
low impedance to the input signal. High impedance, drops practically
the entire input signal across the coil. However, low impedance allows
nearly the entire input signal to appear across R51.
If the magnetic core is saturated and the input signal is attempting to
produce additional flux in the same direction, the coil presents low
impedance. However, high impedance is presented if the applied
voltage attempts to reverse the direction of flux present in the core.
Applying positive voltage to the output coil changes the flux level in
the positive direction. The total amount of flux change is the product
of the coil voltage and the length of time that the voltage is present:
(Flux Change = Volts x Time).
Figure 7-66, next, is a graph of total flux change. Total flux change,
which is produced by a sinusoidal voltage, reaches a peak at the end of
the positive half cycle.

EC32018
Figure 7-66. Coil Voltage and Flux Change
A typical hysteresis loop, Figure 7-67, next, illustrates the magnetic

characteristics of the magamp core.
EC32019
Figure 7-67. Magamp Core Hysteresis Loop
With core flux density near negative saturation, point A in Figure 7-68,
next, the positive input signal is applied. This signal produces a
positive flux change to point B. Positive core saturation has not been
reached. Therefore, coil impedance remains high, and no voltage
appears across R51. The module input voltage next goes through the
negative half cycle, and applies the core reset voltage through diode
D41 and resistor R41. The reset voltage produces a negative flux
change from point C to point D. With no current flow in the control
windings, the magamp continues to operate along this path, and the
SCR assembly is not turned On.

80% of EC32020
Figure 7-68. Magamp Core Operation - No Control Winding Current
The magamp operation is changed by allowing positive current flow

through the magamp control winding. Positive current flow produces a
positive flux change, Figure 7-69, next, from point A to point A1.
80% of EC32021
Figure 7-69. Magamp Core Operation - with Control Winding Current
The positive flux change produced by the module input signal now
results in core saturation. When the core reaches saturation, coil
impedance becomes zero, and the voltage across the coil drops to zero.
The entire input signal, Figure 7-70, page 7-106, then appears across
R51, and turns On SCR1 in SE13, which, in turn, produces the SCR
assembly gating signal.
The amount of flux change due to control winding current determines
the additional flux change required from the input signal to reach core
saturation. It also determines the time at which saturation occurs
during the positive half cycle of the SE13 input voltage. Since the time
to reach core saturation is also the SCR assembly turn-On delay,
changing the control winding current also changes the turn-On delay.
Therefore, it also changes traction alternator field excitation 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 a flux density level that is below positive saturation. At
positive saturation, coil impedance is near zero.

Unless reset voltage is provided, the SCR assembly will continue to be
turned On, even after the control winding current is removed.
Resistor R71 and capacitor C11 provide fast rise time for the voltage
pulse that is developed across R61. The fast rise time provides rapid
SCR assembly turn-On.
EC32022
Figure 7-70. SE Voltage at Core Saturation

The magamp has three control windings on each core. One winding
connects in series between the FP26 module and the GV11 module.
The second and the third magamp windings are not used.
Current flows in the winding between the GV11 and FP26 modules
through a transistor in the GV11 module, a transistor in the GX2
module, and a transistor in the FP26 module. Current flow level
depends on the biasing of these transistors. The transistor in the GV11
module is forward biased whenever traction alternator output voltage
is less than the preset maximum level at which the GV11 module
limits. The transistor in the GX2 module is forward biased whenever
the traction alternator field excitation current is less than the preset
maximum level at which the GX2 module limits. When the load
regulator Reference signal is larger than the Feedback signal, the
transistor in the FP26 module is forward biased.
An increase in current flow through this control winding causes a
decrease in SCR assembly turn-On delay. This, in turn, increases
traction alternator field excitation.
EC30499
Figure 7-71. Sensor Module SE13, Simplified Schematic

TH14 Throttle Response and Voltage Reference Module
The TH14 module includes a voltage reference regulator circuit and a
throttle response circuit. The voltage reference regulator (VRR) output
is a stable 68 Volts DC that is used by the throttle response circuit and
the GV11, GX2, and FP26 modules. The throttle response circuit
output is proportional to throttle setting, and is applied to the FP26
module through the RC12 module rate control circuits and the load
regulator. This establishes a reference for main generator power output
level. Figure 7-72 and Figure 7-73, pages 7-110 and 7-111, are
simplified TH14 module circuit schematics.
TH14 Voltage Reference Regulator Circuit
Refer to Figure 7-72, page 7-110. TH14 module voltage reference
regulator VRR provides 68 Volts DC as a stable reference to the throttle
response circuit and to the GV11, GX2, and FP26 modules. VRR
nominal input is 74 Volts DC from the auxiliary generator. VRR output
voltage is equal to the input voltage minus transistor Q4 collector-to-
emitter voltage, Ece. Q4 Ece varies with input voltage changes and
load to maintain 68 V DC output.
When input voltage is exactly 74 Volts, Q4 Ece is 6 Volts, and VRR
output voltage is 68 Volts. If VRR input voltage increases above 74 V,
Q4 Ece increases to maintain 68 Volts output. If input voltage
decreases below 74 Volts, Q4 Ece decreases to maintain the 68 Volt
output, provided that input voltage remains above 68 Volts.
Q4 Ece is controlled by bias applied to the Q4 base. A change in load
applied to the output of VRR tends to change the VRR. However, Ece
changes to compensate for load variations, thus maintaining stable
output voltage against input voltage changes and load changes.
Transistor Q1, with rheostat RH1, reference zener diode RZ, and
resistors R9, R10, and R11, monitor VRR output voltage, and control
transistor Q2 operation. Transistor Q2 and resistor R8 control
transistor Q3 operation. Transistor Q3 controls Q4 operation.
Reference zener diode RZ connects to the transistor Q1 emitter.
Normally, voltage across a zener diode tends to drift slightly as current
changes. However, resistor R10 provides stabilizing current to RZ.
With stabilizing current established, a little additional emitter current,
Io of Q1, has no effect on the voltage across RZ. Therefore, RZ
maintains constant positive voltage at the Q1 emitter.
At the Q1 base, rheostat RH1 provides positive voltage that increases
as VRR output voltage increases, and decreases as VRR output voltage
decreases.
When Q1 is not conducting, resistor R11 conducts positive voltage to
the Q2 base. Current flows through resistor RH11, diode D1, diode D3,
and from base to emitter of Q3 and Q4. This current flow reverse
biases Q2, and prevents Q2 conduction when Q1 is not conducting.
When Q1 is conducting, resistors R9 and R11 operate as voltage
dividers. The current flowing through R11 also flows through R9, Q1,
and zener diode RZ. The voltage division reduces positive voltage to
the Q2 base. Positive voltage reduction at the Q2 base causes the Q2
base to become negative with respect to the Q2 emitter. This forward
biases Q2, causing it to conduct.
Transistor Q2 and resistor R8 provide bias control for Q3 and Q4.
When Q2 is not conducting, a large positive voltage is applied to the
Q3 base through R8. The large forward bias causes Q3 to conduct
heavily, applying a large forward bias to the Q4 base. The high
forward bias on Q4 results from the low Ece of Q3 when Q3 is
operating with a large forward bias. The large forward bias on Q4
causes Q4 to go into saturation. This, in turn, results in a small Ece for
Q4.
When Q2 conducts, current flows through R8, causing a voltage drop
across R8. The R8 voltage drop reduces forward bias on Q3, which
reduces Q3 conduction and reduces forward bias on Q4. Reduced Q4
forward bias increases Ece for Q4.
Increasing VRR input voltage or decreasing VRR load tends to
increase VRR output voltage. The output voltage rise increases voltage
drop across RH1, which increases forward bias on the base of Q1, and
causes Q2 Ice to increase. The Q2 Ice increase results in greater
voltage drop across R11 and decreases positive voltage at the Q2 base.
The decrease in positive voltage at the Q2 base causes Q2 Ice to
increase. The Q2 Ice increase results in a larger voltage drop across
R8, causing a decrease in forward bias at the Q3 base. The Q3 base
decrease in forward bias causes the Q3 Ece to increase. The increase
of Ece of Q3 results in decreasing forward bias on Q4. The decreased
Q4 forward bias causes Ece of Q4 to increase. The Q4 Ece increase
results in decreasing VRR output voltage (Voltageout = Voltagein
minus Q4 Ece). The sequence of events occurring from the initial
increase in output voltage to the resulting decrease in output voltage is
instantaneous. Therefore, the change in output voltage is very small.
TH14 VRR Circuit Protection

Refer to Figure 7-72, page 7-110. Transistors Q5 and Q6, and resistors
R13, R14, R15, and R16 protect the VRR circuit against excessive
input voltage and excessive overload. Normal current flow through
R16 is not sufficient to provide forward bias for Q5. However, an
excessive load or excessive input voltage results in an increase of
current flow through R16. This increased current flow provides
forward bias for Q5. Q5 turn on results in current flow through R13
and R15. Current flow through R15 provides forward bias for Q6. Q6
turn on provides reverse bias for Q3 and Q4. This results in turning off
Q4 so that output current is limited by R16 and R17.
TH14 Throttle Decoding/ Response Circuit

Refer to Figure 7-73, page 7-111. The TH module voltage reference
regulator supplies very stable 68 V DC to seven throttle response
resistors connected in series on the TH module. The 68 V DC input is
dropped to specific lower levels by the resistors as determined by
throttle position, and is applied to rate control module RC as a
reference for controlling main generator excitation. As throttle setting
increases, more throttle response resistor resistance is bypassed,
resulting in increased output voltage to the RC module. In throttle 8,
all resistance is removed and the full 68 V DC is applied to the RC
module.
EC40833
New, Sim. to EC32023
Figure 7-72. Voltage Reference Regulator Circuit Diagram (TH14 Module, Part 1 of 2)
This circuit (Figure 7-73) has two separate sections. The first section
decodes the active throttle setting. The second section uses decoding
results for shorting out appropriate throttle response resistor(s) to
control the TH14 module throttle response output voltage level.
The decoding section has four inputs. As the throttle handle is moved,
controller switches close to energize certain governor speed setting
solenoid valves. The four governor solenoids, AV, BV, CV, and DV
control engine speed. Input terminal 4 of the logic section is connected
so that it is energized when the AV solenoid valve is energized. Input
terminals 5, 6, and 7 are similarly connected to solenoid valves BV,
CV, and DV respectively. Table 7-1, on page 7-112, shows which
governor solenoids are energized for each throttle setting.
(Continues after Table 7-1.)

EC40834
New, Sim. to EC31669, except

rearrange & add OI outputs to DEC1.
Figure 7-73. Throttle Decoding/ Response Circuit Diagram (TH14 Module, Part 2 of 2)

Table 7-1. Throttle vs. Energized Gov. Solenoids
Throttle Governor Solenoids
Setting Energized
STOP D
LOW IDLE AD
IDLE NONE
1 NONE
2 A
3 C
4 AC
5 BCD
6 ABCD
7 BC
8 ABC
The combination of inputs to terminals 4, 5, 6, and 7 represents the

binary coded decimal throttle notch number. These signals are isolated
by the 74 Volt circuit that includes the input LED sides of opto-isolators
OI9 through OI12, appearing on the upper left portion of Figure 7-73.
The output transistor sides of opto-isolators OI9 through OI12 control
the three line-to-four line decoder circuit appearing on the upper right
of Figure 7-73. This circuit produces 15 Volt output signals A, B, and
CD.
The CD signal is “on” only when input CV is “on” while the DV input
is not.
Only the three input lines to the DEC1 decoder are necessary for it to
provide one of seven outputs representing throttle position, as shown
on the lower portion of Figure 7-73.
Only throttle positions 2 through 8 are DEC1 outputs. For throttle 1,
no governor solenoids need be energized, therefore no output signal is
provided. Only throttle 2 through 8 DEC1 outputs are required.
However, for throttle 1, the TH module provides a small voltage signal
to the RC module, equivalent to 68 Volts minus the voltage drop across
the total resistance of all throttle response resistors connected in
series.
As shown in Table 7-2, page 7-113, a single DEC1 output results from
any input or combination of inputs. This output forward biases one of
the transistors in the Q15 thru Q21 series. The base of Q15 connects to
DEC1 output pin 14 thru R48. This output is On when the throttle is in
notch 2. When pin 14 output is On, forward biasing Q15, Q7 is
forward biased, which effectively shorts out throttle response resistor
R1. Throttle response output voltage level therefore increases because
throttle response resistance has decreased. Q16 thru Q21 are similarly
connected to the DEC1 outputs and the throttle response resistors.

Table 7-2. DEC1 Decoder Inputs/ Outputs
INPUTS OUTPUTS
Pins 10, 12, 13 Pin14 Pin 2 Pin 15 Pin 1 Pin 6 Pin 7 Pin 4
(A B CD) (Th. 2) (Th. 3) (Th. 4) (Th. 5) (Th. 6) (Th. 7) (Th. 8)
1 0 0 1 0 0 0 0 0 0
0 0 1 0 1 0 0 0 0 0
1 0 1 0 0 1 0 0 0 0
0 1 0 0 0 0 1 0 0 0
1 1 0 0 0 0 0 1 0 0
0 1 1 0 0 0 0 0 1 0
1 1 1 0 0 0 0 0 0 1
Table 7-3, next, sums up TH14 module throttle response operation.

Table 7-3. Throttle Setting vs. TH14 Module
Throttle Response Output
Throttle Setting TH14 Module
(Engine Speed) Output
STOP (0 RPM) --
LOW IDLE (235 RPM) 0.0 V DC
IDLE (300 RPM) 0.0 V DC
1 (300 RPM) 10.9 V DC
2 (371 RPM) 21.6 V DC
3 (493 RPM) 28.6 V DC
4 (569 RPM) 35.7 V DC
5 (643 RPM) 43.3 V DC
6 (724 RPM) 51.2 V DC
7 (820 RPM) 61.4 V DC
8 (904 RPM) 68.0 V DC
Note: Engine speed and TH14 module

output are approximate.

TR12 - TRANSITION MODULE
SDL50 locomotives are equipped with six traction motors. During motoring
operation, the six traction motors are connected to the traction alternator in one
of two possible configurations. Changing between these two configurations is
called traction motor transition. Forward transition occurs while track speed is
increasing and backwards transition occurs while track speed is decreasing.
At low track speeds traction motors are connected in series-parallel across the
traction alternator output. Series-parallel refers to three parallel groups of trac-
tion motor circuits with two series connected motors in each group. As track
speed increases the transition module TR12 initiates a sequence to connect the
six traction motors in full parallel across the traction alternator output. This sec-
tion provides a description of the TR12 module and how it operates during for-
ward and backward transition and simultaneous wheel overspeed correction.
A signal proportional to main generator output voltage is applied to transformers
T1 and T2 on the TR module. Refer to Figure 7-74, page 7-115. This signal is
rectified by diodes D1 through D6 and filtered by capacitors C1, C2, and resistor
R1. This signal is then applied to two voltage divider circuits - one provides a
signal to the base of transistor Q1 and the other provides a larger signal to the
base of transistor Q3. Therefore, a voltage proportional to traction alternator out-
put voltage is applied to the base of Q1 and Q3.
A signal, from the FP module, proportional to main generator output current is
applied to the base of transistor Q6. The absolute maximum value of this signal
is less than 50 volts. The emitter of Q6 is connected, through resistor R16, to 74
VDC. Therefore, forward bias is applied to Q6. Turn on of Q6 provides the FP
module current feedback signal to the emitter of Q1 and Q3. This signal is larger
than the voltage signal applied to the base and results in reverse bias for Q1 and
Q3.
As track speed increases the voltage signal increases and the current signal
decreases. This results in a decrease of reverse bias on Q1 and Q3. A further
increase in speed results in forward bias on Q3. The voltage signal applied to the
base of Q3 is higher than that applied to the base of Q1. Therefore, a higher track
speed must be attained before forward bias is applied to Q1. Turn on of Q3 pro-
vides forward bias for Q4. Turn on of Q4 provides a feed to the BTR relay on the
TR12 module. Pickup of BTR increases forward bias applied to Q3 by recali-
brating the voltage divider connected to the base of Q3. This ensures against
dropout of BTR until track speed decreases to a lower value than the pickup
value. Pickup of BTR also provides a feed to module receptacle 6, which sets up
the forward transition sequence.
A further increase in speed results in forward bias on Q1. Turn on of Q1provides
forward bias for Q2. Turn on of Q2 provides a feed to the FTR relay. Pickup of
FTR increases forward bias applied to Q1 by recalibrating the voltage divider
connected to the base of Q1. This ensures against cycling of FTR during forward
transition. Pickup of FTR also provides a feed to FTX at receptacle 7. Pickup of
FTX provides a feed to the PR relay which initiates forward transition. A transi-
tion sequence graph is provided in Figure 7-75, page 7-116 and transition
sequences are provided in tables located in the pages which follow.

use 26590
Ec41599
Figure 7-74. TR12 Transition Module Diagram

use 26591
Ec41600
Figure 7-75. Typical Transition Sequence Diagram

Table 7-4. Forward Transition Sequences
Step Procedure Or Condition Result Of Procedure Or Condition

ACCELERATION AND
FORWARD TRANSITION
1 Advance throttle MR ↑
2 MR ↑ CDR ↑
3 CDR ↑ S14 ↑ S25 ↑ and S36 ↑
4 S14 ↑ S25 ↑ and S36 ↑ Connects traction motors in series-parallel across main generator.
Opens feed to TSR to prevent reversal of motor fields while
contactors are closed.
Opens circuit to P1 through P6 to ensure against pickup of parallel
contactors while series contactors are closed.
Provides feed to GFC to provide excitation to main generator field.
Activates wheel slip bridge circuit while operating in series-parallel.
Sets up circuit to B contactor to ensure series-parallel motor
connections during dynamic brake operation.
NOTE: Main generator is excited and motors are connected in
series-parallel across main generator. The locomotive starts out from
standstill (high main generator current and low voltage).
5 Locomotive starts out from Main generator output voltage is low and output current is high.
standstill.
NOTE: A signal from GPT is applied to terminals 2, 3, and 4 of TR
module. This signal is proportional to main generator output voltage.
A signal from the FP module is applied to terminal 13 of the TR
module. This signal is proportional to main generator output current.
6 Signal proportional to main This signal is applied to transformer T1/T2 on the TR module. The
generator output voltage is output of T1/T2 is rectified, filtered, and applied to two voltage
applied to terminals 2, 3, and dividers. One of the voltage dividers is made up of zener diodes Z6
4 of the TR module. and Z7, rheostat RH2, and resistors R8, R9, and R10. The base of Q3
is connected through diode D8 to the wiper arm of RH2. The other
voltage divider is made up of zener diodes Z1, Z2, and Z3, resistors
R2, R3, R4, and R5, and rheostat RH1. The base of Q1 is connected
through diode D7 to the wiper arm of RH1.
7 Signal proportional to main This signal, applied to the base of Q6, has a maximum value of + 50
generator output current is VDC which forward biases Q6. Turn on of Q6 applies the main
applied to terminal 13 of the generator output current signal to the emitter of Q1 and Q3.
TR module.
NOTE: Transistors Q1 and Q3 are reverse biased by a low voltage
signal applied to the base and a high current signal applied to the
emitter. As track speed increases the voltage signal increases and the
current signal decreases which results in a decrease in reverse bias. A
further increase in speed results in forward bias on Q3.

8 Increase in track speed Turn on of Q3 provides forward bias on Q4.
results in forward bias on
Q3.
9 Forward bias on Q3. BTR ↑
10 BTR ↑ Recalibrates the voltage divider that provides forward bias for Q3.
This ensures against dropout of BTR until track speed decreases to a
low value.
Sets up circuit to FTX.
11 A further increase in track Turn on of Q1 provides forward bias for Q2.
speed results in forward bias
on Q1.
12 Forward bias on Q2. FTR ↑
13 FTR ↑ FTX ↑
14 FTX ↑ GFD ↓
Provides holding feed for S14 which prevents drop out of S14 until
FTX drops out.
PR ↑
Prevents pickup of TDR until FTX drops out.
Opens one feed to EQP, but EQP is held in by closed PRA contacts.
Contacts provide a feed to WL which results in a wheel slip
indication in case of wheel overspeed after forward transition.
15 GFD ↓ GFC ↓
Inserts resistance in series with main generator field to speed up
decay of main generator field.
16 PR ↑ Step 14 Provides feed to U relay on the WS module which increases response
of wheel slip correction at higher track speeds.
Recalibrates the current feedback signal to terminal 13 of the TR
module.
Provides feed to the WD relay.
Opens main feed to S14, but S14 is held in through S14 and FTX
contacts.
Sets up circuit for pickup of P1 and P4 after S14 drops out.
Provides holding feed to PR, after FTX drops out, until BTR drops
out on backward transition.
Sets up circuit for TDR pickup when FTX drops out and sets up
circuit to provide forward bias to Q5, on TR module, when FTR
drops out.
Prevents pickup of TDR until FTX drops out.
Sets up circuit for pickup of PRA after P3 picks up.

16 Disables wheel slip correction circuit during forward transition
Cont’d which will prevent operation of the WS module due to a false
differential wheel slip signal during transition.
17 GFC ↓ Step 15 Disconnects companion alternator from main generator field.
GFX ↓
Energizes ORS causing load regulator to move toward minimum
field position during transition. This provides for smooth reapplica-
tion of power after completion of transition.
18 WD ↑ Step 16 Provides feed between TH module and RC module to prevent dis-
charge of RC module.
Opens the circuit between terminal 16 of RC module and terminal 20
of the WS module to prevent discharge of the RC module during
transition.
Ensures against operation of the WS module until forward transition
has been completed.
19 Main generator output Decrease in main generator output removes forward bias from Q1 of
voltage decreases (Step 15) TR module.
20 Turn off of Q1 Removes forward bias from Q2 of TR module.
21 Turn off of Q2 FTR ↓
22 FTR ↓ FTX ↓
Drop out of FTR increases reverse bias on Q1 by recalibrating the
voltage divider at the base of Q1 to ensure against pickup of FTR
during forward transition.†
23 FTX ↓ GFD ↑ This sets up the circuit to the GFC relay and also shorts out
the resistance in series with the main generator field.
S14 ↓
FTX ↓ Drops out main feed to PR, but PR is held in by closed PR contacts.
Provides secondary feed to EQP to prevent drop out of EQP when
PRA picks up.
Sets up circuit for pickup of WL relay in case of overspeed after tran-
sition.
TDR ↑
Provides forward bias to Q5 of TR module. Turn on of Q5 provides
forward bias for Q4 to ensure against drop out of BTR during
forward transition.
24 TDR ↑ Provides feed to TDR relay on TR module. Pickup of TDR
recalibrates voltage dividers which increases FTR pickup level and
decreases BTR drop out level. This ensures against pickup of FTR
and drop out of BTR until forward transition has been completed.
25 S14 ↓ Disconnects traction motors 1 and 4 from main generator output.
P1 ↑ and P4 ↑

25 Opens S14 holding contacts
Cont’d
26 P1 ↑ Connects traction motor 1 across main generator output.

S25 ↓ and S36 ↓
Sets up circuit to P2 and P5.
Sets up circuit for GFC.
27 P4 ↑ Connects traction motor 4 across main generator output.
Opens feed to ORS.
28 S25 ↓ Step 26 Disconnects the WS module WSR relay during parallel motors
operation.
Disconnects traction motors 2 and 5 from main generator.
Ensures against pickup of the B contactor during parallel motor oper-
ation.
P2 ↑ and P5 ↑
29 S36 ↓ Step 26 Disconnects traction motors 3 and 6 from the main generator.
Sets up circuit to P3 and P6.
30 P2 ↑ Step 28 Connects traction motor 2 across main generator.
Ensures against pickup of S25 during parallel operation.
P3 ↑ and P6 ↑
Sets up circuit for GFC.
Ensures against pickup of S36 while P5 is energized.
Provides holding feed to P2 and P5 through S14 contacts.
Provides feed to ORS to move load regulator toward minimum field
position which results in smooth reapplication of power after
transition.
Ensures against pickup of S36 while P3 is energized.
GFC ↑ and PRA ↑
Sets up + 74 VDC to WS module.
Provides holding feed to P3 and P6.
TDR ↓
Removes reverse bias from Q2 on TR module which allows FTR to
pickup if an overspeed occurs during parallel motors operation.

33
Cont’d
Removes forward bias from Q5 on TR module after a short time
delay which allows BTR to drop out for backward transition at low
track speeds.
Sets up circuit for backward transition at low track speeds.
34 GFC ↑ Step 32 Reconnects companion alternator to main generator field.
GFX ↑
Drops feed to ORS to allow load regulator to move toward maximum
field position.
35 PRA ↑ Step 32 Provides alternate path to GFD to prevent drop out of GFD in case of
overspeed after forward transition.
WD ↓
Provides feed to PRA relay on TR module which recalibrates FTR
pickup to desired point for overspeed operation.
Sets up circuit to EQP so that EQP will drop out if an overspeed
occurs after transition.
Sets up circuit to WL relay so that WL will pick up if an overspeed
occurs after transition.
36 GFX ↑ step 34 Maintains feed from TH module to RC module when WD drops out.
Disconnects + 74 VDC from test circuit input terminal 2 of EL
module.
Disconnects + 74 VDC from test circuit input terminal 22 of WS
module.
Provides alternate feed to NIR relay.
Sets up circuit for dynamic braking.
37 WD ↓ Step 35 Opens alternate path between TH module and RC module which is
completed through GFX contacts.
Reconnects RC module terminal 6 to WS module terminal 20 for
wheel slip correction.
Reapplies + 74 VDC to WS module terminal 1.
38 TDR ↓ Step 33 After a short time delay, drops feed to the TDR relay on the TR
module which results in recalibrating the voltage dividers that are
connected to the base of Q1 and Q3. This allows BTR to drop out to
initiate backward transition at low track speeds and allows FTR to
pickup in case of wheel overspeed.

Table 7-5. Simultaneous Wheel Overspeed Sequences
SIMULTANEOUS
WHEEL OVERSPEED
1 A simultaneous wheel Q1 turn on provides forward bias for Q2.

overspeed condition
resulting from excessive
track speed or from a
simultaneous wheel slip
provides forward bias to Q1
on the TR module.
2 Forward bias to Q2 FTR ↑
3 FTR ↑ FTX ↑
4 FTX ↑ EQP ↓
WL ↑ This provides a wheel slip indication on the indicator light
panel.
5 EQP ↓ Provides discharge path for RC capacitors.
GFC ↓
6 GFC ↓ Disconnects the companion alternator from the main generator field.
GFX ↓ This opens the feed between the TH and RC modules.
Provides a feed to ORS to drive the load regulator toward minimum
field position which provides a smooth reapplication of power when
operation is restored.
NOTE: Reduced excitation corrects for the wheel overspeed
condition. When the overspeed condition is corrected, FTR drops
out, FTX drops out, EQP picks up, and power is restored. Cycling
will continue if the wheel overspeed condition reoccurs. Operation
may continue, but regulation will be very coarse. Cause of the wheel
overspeed condition should be determined and corrected if it
re-occurs.

Table 7-6. (Sheet 1 of 3) Backward Transition Sequences
BACKWARD
TRANSITION
1 Assume that traction Main generator voltage decreases and current increases which results
motors are connected in in reverse bias on Q3 of the TR module.
parallel across the main
generator and track speed
decreases to a low value.
2 Reverse bias on Q3 Removes forward bias from Q4 which results in BTR drop out.
3 BTR ↓ PR ↓
Recalibrates voltage divider connected to base of Q3 on TR module.
4 PR ↓ Removes the feed from the U relay on the WS module.
Opens the recalibration circuit to terminal 13 of the TR module.
Sets up circuit for pickup of S14.
P1 ↓ and P4 ↓
Drops holding feed to PR.
TDR ↑
Provides forward bias for Q5 on the TR module which results in
forward bias on Q4. Turn on of Q4 causes BTR pickup.
Provides reverse bias for Q2 on the TR module which ensures against
pickup of FTR during backward transition.
Sets up circuit for pickup of GFC after backward transition.
PRA ↓ and GFC ↓
Maintains + 74 VDC to WS module after drop out of P3.
5 TDR ↑ Provides feed to TDR relay on the TR module which recalibrates the
bias on Q3 which prevents drop out of BTR during backward transi-
tion and sets up a circuit to recalibrate the bias on Q1.
6 PRA ↓ Step 4 Sets up circuit for drop out of GFD on next forward transition.
Sets up circuit for pick up of WD on next forward transition.
Drops feed from PRA relay on TR module which recalibrates the
bias on Q1 to ensure against pickup of FTR until backward transition
has been completed.
7 GFC ↓ Disconnects companion alternator from main generator field.
GFX ↓
Sets up circuit to ORS to drive load regulator toward minimum field
position when P4 drops out. This provides for smooth reapplication
of power after backward transition.

8 GFX ↓ Disconnects RC module from TH module which removes throttle

signal from RC module.
Connects + 74 VDC to test circuit input terminal 2 of EL module.
Connects + 74 VDC to test circuit input terminal 22 of WS module.
Removes alternate feed from NIR relay.
Disables dynamic braking circuit while GFX is de-energized.
9 P1 ↓ Step 4 Disconnects traction motor 1 from main generator.
S14 ↑
Sets up circuit for drop out of P2 and P6.
Sets up circuit for drop out of P3 and P6.
Provides feed to ORS to drive load regulator toward minimum field
position which results in a smooth reapplication of power after back-
ward transition.
11 S14 ↑ Step 9 Connects traction motor 1 and 4 across main generator.
P2 ↓ and P5 ↓
Sets up circuit for feed to GFC after backward transition.
12 P2 ↓ Disconnects traction motor 2 from main generator.
S25 ↑
Sets up circuit for feed to S36.
14 S25 ↑ Step 12 Connects WS module WSR relay for wheel slip detection during
series parallel operation.
Connects traction motors 2 and 5 in series across main generator.
Sets up circuit for dynamic braking during series parallel operation.
P3 ↓ and P6 ↓
15 P3 ↓ Disconnects traction motor 6 from main generator.
S36 ↑
TDR ↓ This recalibrates the bias for Q1 and Q3 on the TR module.
17 S36 ↑ Step 15 Connects traction motor 3 and 6 in series across main generator.
GFC ↑

18 GFC ↑ Connects companion alternator to main generator field.

GFX ↑
Removes feed from ORS to allow load regulator to move toward
maximum field position.
19 GFX ↑ Reconnects output from TH module to RC module.
Disconnects + 74 VDC from test circuit input terminal 2 of EL
module.
Disconnects + 74 VDC from test circuit input terminal 22 of WS
module.
Provides alternate feed to NIR relay.
Sets up circuit to enable dynamic braking during series parallel
operation.
NOTE: Locomotive is now operating with series parallel motor connections.

WHEEL SLIP SYSTEM
Subsection Contents
HEADING PAGE
WHEEL SLIP SYSTEM INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-129
WS10 WHEEL SLIP MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-130
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-130
FIRST STAGE CORRECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-131
SECOND STAGE CORRECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-131
THIRD STAGE CORRECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-132
WSR RELAY AND WHEEL SLIP BRIDGE CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . 7-133
WS10 MODULE RECALIBRATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-134
WS10 MODULE TEST CIRCUIT FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-134
WST WHEEL SLIP TRANSDUCTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-135
SIMULTANEOUS WHEEL SLIP CORRECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-137

7-128
Figure 7-76. WS10 Wheel Slip Module, Simplified Schematic
Wheel Slip System Introduction
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 that may be encountered are
simultaneous wheel slip and differential 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 other 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. During normal operation
the armature current is approximately equal for all traction motors and
a balanced condition exists. However, during a differential wheel slip
condition armature current through the motors is unequal and an
unbalanced condition exists. The WST's are connected so that any
unbalance in traction motor armature current is detected. This
unbalanced condition 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 transductors 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 dynamic braking and
during operation under power. However, they cannot detect a wheel
slip condition where all wheels on the same truck slip at the same rate
during series-parallel operation. Therefore, a wheel slip bridge circuit
is provided for detecting wheel slip conditions of this nature. The
wheel slip bridge circuit on six axle locomotives operates during
dynamic braking and during operation under power when the traction
motors are connected in series-parallel. The wheel slip bridge circuit
on four axle locomotives operates only during dynamic braking.
The output 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 transition module TR detects and initiates corrective action for
wheel overspeed conditions. The TR module also provides wheel
overspeed information to the WS module. Wheel overspeed conditions
may result from simultaneous wheel slip or from excessively high
track speed. In either case the main generator voltage increases and
main generator current decreases. The TR 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 when applicable, applying
sand to the rails. A detailed description of the TR module is provided,
beginning on page 7-114.

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 TR module. A
detailed description of the WS module is provided in this section.
WS10 Wheel Slip Module
Introduction
Wheel slip module WS10 corrects wheel slip, whether detected by
wheel slip transductors (WSTs), or by the wheel slip bridge circuit.
At higher track speeds, a recalibration signal applies to WS10 module
terminal 15. The recalibration causes the RC12 module capacitors to
discharge more quickly if a wheel slip is detected.
When the WSTs detect a wheel slip, the WS10 module responds by
categorizing the wheel slip into one of three stages, and providing
correction appropriate for that stage. Only one category/ correction
stage is provided for slips detected by the wheel slip bridge circuits.
The WS10 module includes a self-test circuit for qualifying its own
operation.
Figure 7-76, page 7-128 illustrates the WS10 module and associated
electrical circuits. For troubleshooting or maintenance, use the
applicable locomotive wiring schematic.
High WST sensitivity and fast WS10 module operation makes it
unlikely that simultaneous wheel slips will occur because slips are
corrected before they become severe. The WS10 module maintains
locomotive traction at optimum levels under heavy drag/ poor
adhesion conditions; train handling is relatively smooth, and the
locomotive operator need not reduce the throttle.
Transistor Q1 is connected across a power supply consisting of
resistor R6, isolation transformer T2, and a bridge rectifier consisting
of diodes D5, D6, D7, and D8, zener diode Z1, and capacitor C4.
Transformer T2, in series with resistor R6, connects across one phase
of the companion alternator. T2 output is rectified by D5, D6, D7, and
D8. Zener diode Z1 regulates the DC voltage at 50 Volts, and capacitor
C4 filters the output.
During normal operation, minor differences in wheel diameter and
WST magnetizing current causes the WSTs to provide a small, steady
signal between WS10 terminals 8 and 21. This small signal is blocked
by zener diodes Z4 and Z5. Zener diodes Z4 and Z5 each block signals
below 16 Volts to help prevent minor noise signals from inducing
wheel slip corrective action. Therefore, when the input signal between
terminal 8 and terminal 21 rises above 32 Volts, a signal is applied to
transformer T1. The output signal from T1 is rectified and filtered,
then is applied across rheostat RH1. The RH1 wiper arm setting is
preset to provide the desired WS10 module response. The signal
available at the RH1 wiper arm is applied through capacitor C3 to
diodes D17 and D18. A small steady state signal is not sufficient to
cause D17 and D18 conduction. Therefore, transistor Q1 is Off during
normal operation.

The first and second wheel slip correction stages operate on wheel slip
rate of change rather than on wheel slip magnitude. The third wheel
slip correction stage operates on wheel slip magnitude, or level.
Wheel slip magnitude, or level, also is detected by the wheel slip
bridge circuit, and causes third stage corrections.
First Stage Correction
The first wheel slip correction stage corrects minor wheel slips by
sharply reducing the Reference signal that is applied to the base of
transistor Q1 on feedback and performance module FP26. The
Reference reduction is made without discharging the rate control
capacitors in the RC12 module, or changing the load regulator setting.
The Reference reduction results in immediately decreasing traction
alternator field excitation and correspondingly decreasing traction
alternator output. Unnecessary power reduction is prevented by
reducing the Reference signal at the base of Q1 on the FP26 module
in direct proportion to slipping wheels acceleration, and by
immediately reapplying normal power after minor wheel slips have
been corrected.
When a wheel slip occurs, the voltage applied to T1 increases in
proportion to the slipping wheels acceleration. After being rectified,
this signal is applied to the upper portion of RH1, and to the lower
portion of RH1 in parallel with C3 and C7. Voltage across C3 and C7
increases as determined by the slipping wheels acceleration, and by
the RH1/ C3/ C7 circuit. Voltage increase across C7 forward biases
Q1.
The Q1 forward bias causes current to flow through R13, D19, through
resistor R3 to WS10 terminal 3, WS10 module terminal 11, and then
Q1, from collector to emitter. R3 current flow causes voltage across
R3 to increase, and results in decreasing voltage applied to the Q1
base on the FP26 module. Decreasing FP26 module Q1 forward bias
results in decreasing traction alternator field excitation.
Decreasing traction alternator field excitation causes traction
alternator power output to decrease, and improves traction sufficiently
to correct a minor wheel slip.
After wheel slip is corrected, C3 and C7 discharge to the low steady
state value through the lower portion of RH1. Discharging C7 ends Q1
forward bias. Ending Q1 forward bias stops the current flow and, on
the FP26 module, allows Q1 base voltage to return to normal.
Second Stage Correction
If any WST wheel slip signal exceeds a predetermined value, a second
stage wheel slip correction occurs. During second stage correction,
ORS is energized, and the RC12 module rate control capacitors are
discharged at a controlled high rate.
The WST wheel slip signal that triggers second stage correction causes
high forward bias on Q1, which increases current flow through R3.
When the voltage across R3 rises above 10 Volts, reverse current flows
through zener diode Z3. Z3 current causes picks up WS10 relay R.

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 R18 to negative. Pickup of RAB provides a
signal to terminal 19 of the WS module. The signal from terminal 19 is
applied to the TH module and results in ORS action.
Discharging the rate control capacitors reduces alternator excitation,
which results in decreasing the traction alternator output power. The
decreased power and sanded rails improves traction and causes a
reduction in forward bias on Q1. The reduced forward bias results in
less current flow through R3. When the voltage across R3 drops below
10 Volts, Z3 blocks current flow through the R relay, and causes the R
relay to drop out. R relay dropout removes the feed to RAA and RAB.
RAA dropout opens the discharge path for the rate control capacitors,
allowing the capacitors to charge at their normal rate for smooth
reapplication of power.
Dropout of RAB removes the signal from the TH module allowing the
load regulator pilot valve to return to normal field position.
Third Stage Correction
All three WST outputs apply in parallel to the WS10 wheel slip level
detector circuit, consisting of D9 through D12, R10, C8, and the L
relay coil. Instead of picking up on WST signal rate of increase, the L
relay picks up when the magnitude, or level, of any WST signal
increases above a preset level.
L relay pickup provides a feed to pick up the WL relay and the WS10
module RAA and RAB relays. WL relay pickup provides a feed to light
the control stand WHEEL SLIP indicator. RAA and RAB relay pickup
causes the same corrective action as second stage wheel slip
correction. The L relay remains picked up until wheel slip is corrected,
or until power reduction causes current differential sensed by the
WSTs to decrease sufficiently to permit L relay dropout.
L relay dropout ends the feed to WL, RAA, and RAB. WL dropout ends
the feed to the WHEEL SLIP indicator. RAA dropout opens the
discharge path for the RC12 rate control capacitors, and allows the
capacitors to charge at their normal rate for smooth power
reapplication.
Dropout of RAB removes the signal from the TH module allowing the
load regulator pilot valve to return to normal field position.
If a wheel slip persists, the three stages of correction are repeated. The
WHEEL SLIP indicator will blink intermittently On and Off as the
cycle repeats, or will light continuously if the throttle is advanced far
enough to hold the L relay picked up.

WSR RELAY AND WHEEL SLIP BRIDGE CIRCUIT
A separate path for current flow is also provided for each traction
motor on SD locomotives when operating under power with parallel
motor connections. However, two motors are connected in series when
operating under power with series-parallel motor connections.
During series parallel operation, the six traction motors are connected
in three series-parallel two-motor circuits across the traction
alternator. The three traction motor pairs are:
TMs 1 and 4
TMs 2 and 5
TMs 3 and 6
On the traction motor 2/5 series-parallel circuit, resistors RE 4A and
RE 4B connect in parallel with the armature series circuit, and the
WS10 module relay WSR coil connects between the series circuit
centers. As shown in Figure 7-77 below, RE4A, RE4B, and WSR
comprise the bridge circuit. When traction motors 2 and 5 run at the
same speed, voltage across each is equal, and the bridge is balanced. If
a speed differential develops, it unbalances the bridge, causing current
to flow through the WS10 module relay WSR coil, picking it up.
EC41616
Figure 7-77. Wheel Slip Bridge Circuit
At higher wheel speeds, the bridge circuit detects wheel slips more
effectively than do the WST transductors, which detect differences in
traction motor armature current. Also, the WST transductors are not
affective when traction motors are connected in parallel across the
traction alternator.
If the wheel slip bridge relay picks up, it causes WS10 module relays
RAA and RAB to pick up. RAA and RAB pickup produces third stage
wheel slip correction.
ELEC. SYS. - MISC. CKTS. 7-133

EC41614
Figure 7-78. Applying Recalibration Signal to WS Module

WS10 Module Recalibration
The WS10 module is automatically recalibrated at intermediate and
higher locomotive speeds. PR relay contacts close to provide the
recalibration signal at WS module terminal 15, which picks up the U
relay, as illustrated in Figure 7-78, above. When the U relay picks up,
its contacts close to accelerate the RC12 module rate control
capacitors discharge rate when a wheel slip is detected, enabling faster
wheel slip correction at intermediate and higher locomotive speeds.
WS10 Module Test Circuit Function
With the isolation switch in RUN and the throttle opened, the GFX
contactor is picked up, interrupting the +74 V DC feed to WS10 module
terminal 22. Therefore, WS10 module relay T will not pick up if
WS10 module faceplate TEST switch is toggled when the locomotive
is operating under power. This prevents applying high (throttle 8)
voltage from the companion alternator to transformer T1.
When the isolation switch is in ISOLATE or the throttle is in IDLE, the
GFX relay is dropped out, and +74 V DC is applied to WS10 module
terminal 22. Closing the TEST switch then picks up test relay T.
Picking up relay T connects one phase from the companion alternator
to transformer T1, and to the WS10 level detector circuit. Companion
alternator output is approximately 75 Volts when the throttle is in
IDLE. T relay pickup also provides a feed to the RED test indicator
light on the WS10 module faceplate.
The T1 secondary applies voltage across RH1, forward biasing Q1. Q1
switches On, picking up relay R. Relay R pickup causes relays RAA
and RAB to pick up. RAB pickup provides a sanding signal to the
SA10 module. RAA pickup provides a discharge path for the RC12 rate
control capacitors. (However, the capacitor charge is very low because
the throttle is in IDLE.)
L Relay pickup causes the WL relay to pick up. WL relay pickup causes
the control stand WHEEL SLIP indicator to light. L relay pickup also
picks up the G relay, and lights the GREEN test light on the WS10
module faceplate. G relay pickup drops the feed to the WS10 module
faceplate RED test light, latches itself in, and provides another feed to
the GREEN test light.

The R Relay drops out when capacitor C3 is fully charged, turning Off
Q1. However, the GREEN test light, and the G relay remain energized
through the G relay latching circuit. R relay dropout drops out relays
RAA and RAB. This stops the sanding signal to the SA10 module. The
GREEN test light remains On as long as the TEST switch is toggled.
Releasing the TEST switch returns the WS10 module circuits to
normal.
WST Wheel Slip Transductor
Each WST (wheel slip transductor) consists of two laminated iron
cores, two AC windings, and two single conductor motor current bias
windings. The two cores are magnetically isolated from each other by
an air gap, and each core contains an AC winding. The two motor
current bias windings are common to both cores. Figure 7-79, page
7-135, is a simplified schematic diagram of a typical wheel slip
transductor.
One of the motor current bias windings carries current to a traction
motor that drives one wheel set. The other bias winding carries current
to a traction motor that drives a different wheel set. When the motors
operate at the same speed, the current through the two motor current
bias windings is approximately equal. Therefore, the flux lines set up
by the two bias windings are approximately equal. The windings are
connected so that their flux line directions are opposing. During
normal operation, this causes the resultant flux lines to be near zero.
EC41615
,
Figure 7-79. Wheel Slip Transductor (WST)

& Associated Equipment, Typical
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 companion alternator. The AC winding reactance is
much greater than RE6 resistance. Therefore, during normal
operation, practically all the AC input voltage is developed across the
AC windings, and very little voltage appears across RE6. The voltage
across RE6 is applied to the WS10 module.

As a result, during normal operation, the input signal to the WS10
module is very small and essentially constant.
When a differential wheel slip occurs, the current flow in the two
traction motor current bias windings becomes unbalanced. This, in
turn, causes an imbalance in the bias winding flux lines.
During bias imbalance, the flux lines set up by the bias winding aid
the flux lines set up by the AC winding in one core, and they oppose
the flux lines set up by the AC winding in the other core. The core with
the aiding flux lines becomes more magnetically saturated: AC
winding reactance decreases.
The core with the opposing flux lines becomes less magnetically
saturated. However, the winding reactance on this core is increased,
but just slightly. Therefore, whenever an imbalance occurs in the
traction current flow through the two motor current bias windings, the
resultant reactance total of the two AC windings decreases. Reactance
decrease is proportional to the amount of current flow unbalance
through the motor current bias windings.
Decreasing AC windings reactance causes RE6 current flow to
increase, and increases the voltage across RE6. Therefore, the voltage
applied across WS10 module terminals 8 to 21 is proportional to the
traction motor current flow imbalance through the motor current bias
windings.
A simultaneous wheel slip (all wheels slipping at the same rate) does
not unbalanced the current in the motor current bias windings.
Therefore, the wheel slip transductors cannot detect simultaneous
wheel slips.
However, the wheels would tend to overspeed and this condition
would be detected by the TR model on SD locomotives.
Refer to description of the WS module for further details on wheel slip
detection and correction.

Simultaneous Wheel Slip Correction
When a wheel overspeed condition occurs, PRA and FTX contacts,
Figure 7-80, page 7-137, close and open to pick up the WL relay and
drop out the EQP relay.
Wheel overspeed is detected by the TR12 transition module. The PRA
relay picks up during transition to parallel traction motor operation.
PRA remains picked up until track speed decreases and backward
transition occurs. If an overspeed occurs, the TR12 module provides a
feed to the FTX relay. Pickup of FTX provides a feed to the WL relay
and drops the feed to equipment protection relay EQP.
Pickup of WL provides a feed to the wheel slip light. EQP dropout
interrupts traction alternator excitation, which reduces traction
alternator output, thereby reducing traction motor/ wheel speed.
EC41617
Figure 7-80. Wheel Overspeed Correction Circuit

DYNAMIC BRAKING SYSTEM
Subsection Contents
HEADING PAGE
DYNAMIC BRAKE SYSTEM INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-140
DYNAMIC BRAKE REGULATOR MODULE - DR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-144
BASIC DYNAMIC BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-144
ANTICIPATION CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-146
DYNAMIC BRAKE PROTECTION MODULE - DP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-147
MOTOR FIELD PROTECTION CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-147
GRID OVERCURRENT PROTECTION CIRCUIT - BASIC DYNAMIC BRAKES . . . . 7-149
DYNAMIC BRAKING GRID OPEN CIRCUIT PROTECTION . . . . . . . . . . . . . . . . . . . 7-150

DYNAMIC BRAKE SYSTEM INTRODUCTION
This sub-section provides a description of the dynamic braking system
and typical modules and components used in the system. Diagrams of
the system modules and components are provided for reference.
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
connecting the traction motors as separately excited generators with
field current being provided by the main generator. The motor
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 excitation applied to the motor
fields.
Figure 7-81, page 7-141, illustrates the relationship between braking
effort and track speed for basic dynamic brake (field current control).
With maximum field excitation (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.
The amount of kinetic energy that is converted into electrical energy is
proportional to I2R where I is braking grid current and R is the
effective resistance of the braking grids. The increase in braking effort
from zero to maximum results from increased motor armature grid
current as track speed increases. This results in an increase of I2R and
consequently an increase in braking horsepower since horsepower is
equal to I2R divided by 746. The armature or grid current increases to
its maximum value at the speed where maximum braking effort is
attained and remains at the maximum value at all higher speeds.

Figure 7-81. Braking Effort Curves - Basic Dynamic Brake

The reason for a decrease in braking effort at higher track speeds may
be explained as follows. It is important to remember that braking
horsepower 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 horsepower formula often
used in railroad work is given as follows:
Weight (pounds) x Speed (MPH)
HORSEPOWER = -----------------------------
375
Retarding force in pounds (braking effort in

pounds) may be substituted for weight in the above
formula, then:
Braking Effort (pounds) x Speed (MPH)

HORSEPOWER = ------------------------------------
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 must
decrease in order for braking horsepower to remain constant.
Excitation current to the motor fields is controlled 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 that 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 protection against an open circuit in the dynamic
braking grids. Refer to description of the DR module for a detailed
description of this regulating action.
The braking grids are cooled by an exhaust blower to prevent
overheating. The blower motor is connected across a portion of one
braking grid. The blower, located near the grids, draws outside air
through a grill, circulates it around the grids, and exhausts to
atmosphere.
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 motor fields, if a fault in the excitation circuit
permits motor 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 protection action.
Traction motor connections during dynamic braking for 6 motor
locomotives are shown in Figure 7-82, page 7-143.

EC41618
Figure 7-82. Typical Motor Connections In Dynamic Brake - 6 Traction Motor Locomotive

DYNAMIC BRAKE REGULATOR MODULE - DR
Dynamic brake regulator module DR protects the dynamic braking
grids by limiting grid current to a maximum value of between 670 and
720 amperes. DR may also be used to limit dynamic braking grid
current to a value proportional to braking lever position. This limiting
action is accomplished by reducing excitation to the main generator
field to limit braking grid current to the desired value. This is done by
discharging the rate control capacitors on the RC module through a
solid state circuit on the DR module.
The DR module is described for locomotives equipped with the
following dynamic braking systems.
• Basic Dynamic Brakes.
• Basic Dynamic Brakes With Trainlined Grid Current Control.
BASIC DYNAMIC BRAKES
With basic dynamic brakes, brake grid current signals from grids B, D,
and F on 6 motor locomotives are applied to a highest detector CRDB.
Refer to Figure 7-83, page 7-145 for 6 motor locomotives.
The larger of these signals is applied between receptacles 2 and 13 of
the DR module. The signal applied between terminals 13 and 2 is
applied to a voltage divider consisting of rheostat RH1 and resistors
R1, R2, R3, and R4. This same voltage is also applied to resistor R7 in
series with zener diodes Z1 through Z9. The zener diodes provide a
constant reference signal to the emitter of Q2.
A signal proportional to braking grid current is applied to the base of
transistor Q1 by a voltage divider consisting of R5 and R6 connected
between the wiper arm of RH1 and the emitter of Q2. When braking
grid current is less than 700 (+20/-30) amperes, the voltage at the
wiper arm of RH1 is less than the reference signal applied to the
emitter of Q2. This places reverse bias on transistors Q1 and Q2.
When braking grid current rises above 700 (+20/-30) amperes the
voltage at the wiper arm of RH1 is larger than the reference signal at
the emitter of Q2. This causes current flow from the wiper arm of RH1
to the zener diodes which puts forward bias on Q1 and Q2.
Output voltage of the companion alternator is connected to terminals 8
and 10 of the DR module. The voltage applied to the primary of
transformer T1 from terminals 8 and 10 is limited to 64 volts by zener
diodes Z10, Z1l, Z12, and Z13 in conjunction with resistor R10 and
diodes D11, D12, D13, and D14. Secondary T1-A is open until
transistors Q1 and Q2 turn on.

ref. drw 26502
EC41620
Figure 7-83. DR Module - 6 Motor Basic Dynamic Brakes

With forward bias on Q1 and Q2, current flows through the secondary
winding of transformer T1-A and through the primary winding of
transformer T2-A, then from collector to emitter of Q1 and Q2. The
current flow through the primary T2-A induces a voltage into
secondary T2-A. This voltage is rectified and applied to a voltage
divider consisting of R8 and R9. Transistor Q3 is forward biased by
the voltage developed across R9. 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 resistance, 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 (+20/-30) 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 maximum of approximately 700 (+20/-30)
amperes regardless of braking lever position.
ANTICIPATION CIRCUIT
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 “anticipatory” 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 generator 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.

DYNAMIC BRAKE PROTECTION MODULE - DP
The dynamic brake protection module DP provides protection for the
traction motor fields and also provides back up protection for the
dynamic braking resistor grids in case the dynamic braking regulator
module DR fails to limit braking grid current to a safe value. The DP
module provides protection for the main generator and the dynamic
braking grids if an open grid circuit occurs on locomotives equipped
with basic dynamic brakes. The DP module operates to remove
excitation from the main generator field in case motor field current or
dynamic braking grid current rises above a safe value and in case of an
open grid circuit.
A simplified diagram of DP module for locomotives with basic
dynamic brakes is provided in Figure 7-84, page 7-148.
MOTOR FIELD PROTECTION CIRCUIT
The motor field protection circuit, Figure 7-84, page 7-148, is
connected across the main generator in parallel with the traction motor
fields during dynamic braking. Main generator output is applied
between terminals 3 and 12 on 6 motor locomotives. Therefore, the
motor field protection circuit detects any change in excitation voltage
applied to the traction motor fields.
The voltage applied between terminals 3 and 12 provides a current
flow through the voltage divider consisting of resistors R16, R17, R18,
R19, and potentiometer RH2. The base of transistor Q5 is connected to
the wiper arm of RH2 so that the voltage applied to the base of Q5 is
directly proportional to the excitation voltage applied to the traction
motor fields. Zener diode Z8 maintains 6.2 volts on the emitter of Q5.
During normal operation reverse bias is applied to Q5 by Z8 and the
wiper arm of RH2. However, if a fault develops in the dynamic
braking regulator module DR, the excitation voltage applied to the
traction motor fields may tend to rise above a safe value. Any increase
in excitation voltage results in an increase in voltage at the wiper arm
of RH2. Forward bias will be applied to Q5 if excitation voltage tends
to rise above a safe value.
With forward bias on Q5, current flows through Q6, opto-isolator OI1,
Q7, and motor field protection relay MFP. Pickup of MFP drops the
feed to the equipment protection circuit by shorting out resistor R16.
Pickup of MFP also provides a positive feed to the motor field
annunciator relay MFA and to the time delay circuit consisting of R21,
R22, C5, and C6.

drw 26501
EC41621
Figure 7-84. DP Module - For 6 Motor Locomotives With Basic Dynamic Brake

Drop out of EQP drops the feed to the generator field contactor GFC
which removes excitation voltage from the main generator field and
this decreases the main generator output voltage. The inductance of
the main generator field windings prevents an immediate collapse of
current through the field. The decrease in main generator output
voltage results in a reduction in the voltage applied to the base of Q5.
This reduction in voltage causes Q5 to become reverse biased. Reverse
bias on Q5 blocks the current flow through Q6, opto-isolator OI1, Q7,
and motor field protection relay MFP, causing MFP to drop out.
Dropout of MFP re-establishes the feed to EQP and results in the
reapplication of excitation voltage to the main generator field. If the
fault persists and excitation voltage to the traction motor fields rises
above a safe value, Q5 will again be forward biased causing pickup of
MFP. This results in removing excitation voltage from the main
generator field causing reduction in the excitation voltage to the
traction motor fields. This pickup and dropout of MFP continues as
long as the fault persists with dynamic brakes applied. Operation of
the dynamic brakes may be continued, but the regulation will be very
coarse. For this reason the fault should be corrected as soon as
practical.
Recalibrating the motor field protection circuit, by shorting out R16,
applies a larger forward bias to Q5 so that MFP will remain picked up
until the excitation voltage to the traction motor fields drops several
volts below the safe value. Therefore, the recalibration prevents rapid
cycling of the MFP relay, the EQP relay, and the GFC contactor.
The positive feed provided to the R21, R22, C5, C6 time delay circuit
provides a short time delay in turn on of Q2. This prevents turn on of
Q2 due to non- repetitive voltage spikes or short time transients.
Forward bias is applied to Q2 when the charge on C5 and C6 rises
above 50 volts. Turn on of Q2 results in pickup of MFA. Pickup of
MFA provides a feed to the annunciator module.
GRID OVERCURRENT PROTECTION CIRCUIT - BASIC DYNAMIC BRAKES
The grid overcurrent protection circuit consists of a detector circuit
and a trigger circuit. The detector circuit monitors a signal which is
proportional to dynamic braking grid current and provides a signal to
the trigger circuit if grid current rises above a safe value. The trigger
circuit operates to remove excitation from the main generator field if a
grid overcurrent condition is detected. Refer to Figure 7-84. on page
7-148 for a simplified schematic diagram of the grid overcurrent
protection circuit for six-axle locomotives with basic dynamic brakes.
The input voltage, from the dynamic braking resistor grids, to the
detector circuit, is applied through blocking rectifiers to two voltage
divider circuits. One of the voltage dividers consists of resistors R11,
R12, R13, R14, and potentiometer RH1. The other voltage divider
consists of resistor R8 and zener diode Z6.
The voltage applied to the emitter of transistor Q4 is limited to 49.6
volts by zener diode Z6. The base of Q4 is connected to the wiper arm
of RH1 so that the voltage applied to the base of Q4 is directly
proportional to the voltage developed across the dynamic braking
resistor grids. During normal operation, the voltage applied to the base
of Q4 is less than 49.6 volts and results in reverse bias to Q4.

However, if the braking resistor grid current tends to rise above a safe
value, the voltage applied to the base of Q4 increases above 49.6 volts
and forward bias is applied to Q4.
Turn on of Q4 provides a path for current flow through the secondary
of transformer T1 in series with the primary of transformer T2. The
rectified output of T2 applies forward bias, through resistor R1, to
transistor Q1. With forward bias on Q1, current flows from terminal 1
of the DP module to the collector of Q1, from collector to emitter of
Q1, then through the BWR relay to negative. Current also flows
through diode D1 and resistor R2 to charge capacitor C2. Forward bias
is applied to the base of transistor Q3 when the charge on C2 is
sufficient to cause reverse conduction through zener diode Z2.
Forward bias on Q4 results in forward bias on Q1 and immediate
pickup of BWR, but the time delay provided by R2 and C2 is sufficient
to prevent turn on of Q3 by a single short-time duration spike in the
grid current. However, three or more short-time duration spikes that
are closely spaced will result in turn on of Q3. Any grid overcurrent
condition lasting longer than approximately one or two seconds will
result in turn on of Q3.
Pickup of BWR drops the feed to the EQP relay. Dropout of EQP
drops the feed to the generator field contactor GFC which removes
excitation voltage from the main generator field. The inductance of the
main generator field windings prevents an immediate collapse of
current through the field. Removing excitation voltage from the main
generator field results in a decrease of braking grid current. The
decrease in braking grid current tends to apply reverse bias on Q4 as
the current decreases below the maximum safe value. However, pickup
of BWR recalibrates the detector circuit by removing the short circuit
from R14 so that forward bias on Q4 is maintained until the braking
grid current decreases to several amperes below the maximum safe
value. This recalibration prevents rapid cycling of the detector circuit,
BWR, EQP, and the GFC contactor.
Pickup of BWR and forward bias on Q3 allows current flow from
terminal 1 of the DP module, through the BWA relay coil, from
collector to emitter of Q3, then to negative at terminal 14. Pickup of
BWA provides a feed to the brake warning light at terminal 19 and to
the annunciator module from terminal 17.
DYNAMIC BRAKING GRID OPEN CIRCUIT PROTECTION
On six-axle locomotives equipped with basic dynamic brakes, Figure
7-84. on page 7-148, the voltage between receptacles 22 and 28 will
increase if an open develops in grids A, C, or E or if an open develops
in grids B, D, or F between RE36 and RE37. The DP module senses an
increase in voltage between receptacles 22 and 28 as the grid current
signal and operates to limit this voltage to a safe value.

MISCELLANEOUS CONTROL CIRCUITS AND DEVICES
Subsection Contents
HEADING PAGE
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-152
INDICATING LIGHTS AND ANNUNCIATOR MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-152
INDICATING LIGHTS AND DEVICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-152
AN16 ANNUNCIATOR MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-152
GROUND RELAY PROTECTION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-154
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-154
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-154
VR14 VOLTAGE REGULATOR MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-161
HOT ENGINE POWER REDUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-162

Introduction
This subsection describes miscellaneous locomotive control circuits
and devices that are not covered elsewhere in this manual. The
simplified schematic diagrams that accompany the description text are
supplied for convenient reference only. For troubleshooting or
maintenance, use the applicable locomotive wiring diagrams.
Indicating Lights and Annunciator Module
EC41030
17554
As Reduced for Fig 8-80
in Ghana LSM
Figure 7-85. One of Four Annunciator Circuits on AN16 Module,

Simplified Schematic, Typical
Indicating Lights and Devices
To provide the locomotive operator with important locomotive
information, various indicators are located at the operators control
stand, and on the electrical control cabinet engine control panel. A
description of this equipment appears in the Operator's Manual for this
locomotive, and in the early portion of this section of this manual (See
Electrical Equipment Contents listing, starting on page 7-5.)
AN16 Annunciator Module
The AN16 module includes a Test /Reset switch and four identical
annunciator channels (circuits). The module operates on 74 V DC
power.
Each annunciator circuit on the AN16 module has a fault signal input
terminal. A simplified schematic diagram showing one annunciator
circuit is provided in Figure 7-85, above.

When a fault is detected, a +74 V DC signal is supplied to the
applicable input terminal. This signal is applied to the corresponding
magnetic latching annunciator relay (ANR). ANR pickup provides a
feed to the corresponding light emitting diode (LED), which lights to
indicate the fault. The fault is annunciated on the AN16 face plate.
Although correcting a fault or resetting protective devices will restore
locomotive operation, these actions will not reset AN16 annunciator
circuits. After pickup, the ANR remains latched until the fault signal is
removed and the Test/ Reset switch is set to Reset.
Annunciator module AN16 provides the following indications:
HOT ENGINE: Engine temperature switch ETS closes to provide a
feed to the THL relay when a hot engine fault is detected. THL pickup
provides a feed to AN16 module terminal 2.
ENGINE AIR FILTER: If the engine air filter becomes restricted, filter
vacuum switch FVS closes, to provide a feed to AN16 module input
terminal 3.
GROUND RELAY: Ground relay GR picks up to provide a feed to
AN16 module input terminal 4 when a high voltage ground fault is
detected, and/or when a group of 5 traction alternator diodes have
failed.
EXCITATION LIMIT: Traction alternator field excitation current is
monitored by excitation limit control module EL11, which, in turn,
provides a signal to AN16 module terminal 5 if excitation current rises
above a safe value.
GRID OVERCURRENT : Dynamic brake grid current is monitored by
the dynamic brake protection module DP. The DP module provides a
signal to AN16 module terminal 6 if braking grid current rises above a
safe value.
MOTOR EXCITATION : Traction motor field excitation voltage is
monitored by the dynamic brake protection module DP during
dynamic brake operation. The DP module provides a signal to AN16
module terminal 7 if traction motor field excitation voltage rises above
a safe value.
Test/Reset Switch: Toggling the Test/Reset switch lever to Test
position applies +74 V to the test line. This picks up all ANR relays on
the AN16 module, causing all ANR contacts to close, which provides a
feed to all AN16 module indicator lights. Therefore, a functional check
of all lights and relays on the module is performed. The indicator
lights remain On until the Test/Reset switch lever is toggled to Reset
position.
Toggling the Test/Reset switch to Reset position applies +74 V to the
reset line. This drops out all ANR relays on the AN16 module, causing
all ANR contacts to open, which switches Off all AN16 module
indicator lights.

Ground Relay Protection System
Introduction
The ground relay protection system protects the locomotive high
voltage system against grounding and certain other electrical faults to
prevent equipment damage and electrical fires. The high voltage
system consists of the traction alternator, traction motors, and high
voltage wiring.
To protect the high voltage system, the ground relay protection system
interrupts traction alternator field excitation when it detects an
electrical fault.
Figure Figure 7-86, next, is a simplified schematic diagram of the
ground fault detection circuit.
C25030
Reduced to 70%,
as used for Fig 8-81
in Ghana LSM
Figure 7-86. Ground Fault Detection Circuit Diagram

The ground relay protection system detects high voltage DC grounds,
traction alternator AC grounds, shorted windings, or loss of a single
phase group in the rectifier assembly. Each phase group consists of
five stator windings, five positive base diodes, and five negative base
diodes. Three phase groups are connected to each rectifier bank. For
simplification, only one stator winding, one positive base diode, and
one negative base diode represent each phase group on each rectifier
assembly bank in Figure 7-86, above.
Operation
The ground relay detection circuit connects between left and right
bank neutral. High voltage DC grounds, traction alternator AC
grounds, shorted windings, and losses of one phase group on either
rectifier bank all result in picking up ground relay GR (energizing the
GR relay pickup coil, shown in Figure 7-86).
GR pickup provides a feed to the GROUND RELAY circuit on the
AN16 module, and to the GROUND RELAY light at the control stand.
It also causes the GR relay to mechanically latch in the picked up state
and it sets up the GR reset coil circuit.

GR pickup immediately drops out the ER and GFD relays, as shown on
Figure 7-87, page 7-156.
ER dropout causes the alarm bell to sound and reduces engine speed to
idle.
GFD dropout inserts resistance in series with the traction alternator
field. When GFC drops out, the inserted resistance immediately
decreases traction alternator field current, rapidly decaying alternator
field strength. GFD dropout also drops out EQP, which in turn drops
out GFC. GFC dropout interrupts traction alternator field excitation.
GR pickup causes GR contacts to close and open, which lights the
GROUND RELAY indicators at the AN16 module and at the engine
control panel, interrupts traction alternator excitation, and sounds the
alarm bell. The feed to the alarm bell also energizes trainline T2, so
that the alarm bells sound on all units in tandem.
Six to ten seconds after GR picks up, automatic ground reset device
AGR energizes the GR relay RESET coil, resetting GR, unless too-
frequent GR pickups have caused AGR to lock out. However, if AGR is
locked out, operating the GR RELAY LOCKOUT RESET pushbutton
on the electrical control cabinet circuit breaker panel resets AGR and
resets (drops out) GR. However, if multiple GR RELAY LOCKOUT
RESETs are required, refer to railroad regulations.
For units not equipped with an automatic ground relay reset device,
manually reset the ground relay, following railroad regulation.

Figure 7-87. GR Relay Protection Circuit, Simplified Schematic
During certain shop maintenance inspections, the GROUND RELAY
CUT OUT switch on the electrical control cabinet circuit breaker panel
may be used to disable the ground fault detection circuit. The
GROUND RELAY CUT OUT switch is a multi-pole device. One pole
connects the GR relay to ground; the other pole completes the circuit
to the ER relay coil. ER dropout limits engine speed to idle.
Traction Alternator AC Ground Fault: The ground relay detection
circuit consists of RE3A, RE3B, GR, CR1 through CR4, as well as the
connection to ground through the ground relay cutout switch,
Figure 7-86, above. Current in the 0.750 to 0.825 A range through the
GR pickup coil picks up GR. Therefore, a voltage imbalance of
approximately 8.15 to 8.96 Volts, between left and right bank neutral
should pick up GR.

An imbalance between neutrals may be caused by an open phase group
on the left or right bank, or by shorted windings in a phase group on
the left or right bank. Current-to-ground leakage from a phase group
of the left or right bank will cause circulating current from ground,
through the ground fault detector circuit, to neutral. The circulating
current may not be sufficient to cause a noticeable unbalance between
left and right bank neutral. However, the circulating current from
ground through the ground fault detector circuit will pick up GR if the
leakage to ground occurs at a point which is 8.15 to 8.96 Volts, or
more, from neutral.
Right Bank Phase A Open: A voltage unbalance between left and
right bank neutral will occur whenever a left or a right bank phase
group is opened. The voltage imbalance results in a current flow
through the ground fault detector circuit.
Assume that the traction alternator is operating under a normal
balanced condition at the specific instant when left bank Phase A is
500 Volts positive, left bank Phase B is at 500 Volts negative, and left
bank Phase C is at zero Volts with respect to left bank neutral. Also
assume that these same conditions are true for the right bank. The
system is balanced and no current flows through the ground fault
detector circuit, Figure 7-88.
EC41033
65% of C25032
Was Fig 8-83
in Ghana LSM.
Figure 7-88. Ground Fault Detector Circuit - Showing Current Flow

During Normal Traction Alternator Operation
Now assume that all positive base diodes in right bank Phase A are
open (Figure 7-89). Current flows from left bank Phase A, through a
diode to the positive bus, from positive bus through the traction motor
to negative bus, from negative bus through a negative base diode to left
bank Phase B, through neutral, and back to left bank Phase A. Current
also flows from negative bus, through a negative base diode to right
bank Phase B, through Phase B and the ground fault detector circuit to
left bank neutral, and back to left bank Phase A. Current through the
ground fault detector circuit picks up GR.

EC41034
65% of C25034A
Was fig 8-84
in Ghana LSM.
Figure 7-89. Ground Fault Detector Circuit Operation - One Phase Lost
Shorted Turns in Right Bank Phase A: Shorted turns in any phase

group results in an unbalance between left and right bank neutral. The
imbalance causes GR to pickup.
Assume that the traction alternator is operating under a normal
balanced condition, and at a specific instant of time as shown in
Figure 7-88, page 7-157. The system is balanced, and no current flows
through the ground fault detector circuit.
Now assume that one half of the right bank Phase A turns becomes
shorted. This reduces right bank Phase A voltage to +250 Volts,
Figure 7-90, next. Under these conditions, left bank Phase A is the
most positive point. Current flows from left bank Phase A to positive
bus, through the traction motors to negative bus, and then from
negative bus, through left bank Phase B and right bank Phase B to left
bank neutral. This causes positive bus to be at +500 Volts, which in
turn, reverse biases positive base diodes in right bank Phase A. The
negative bus potential is -500 Volts, which reverse biases negative base
diodes in right bank Phase A, right bank Phase C, and left bank
Phase C. Therefore, no current flows through right bank Phase A,
right bank Phase C, or left bank Phase C. The current flow is limited
to the circuit, as shown in Figure 7-90, next. It picks up GR.
AC Grounds: How an AC ground affects the ground fault detection
circuit depends on the AC ground location.
Assume that a ground occurs at right bank neutral. This grounds each
side of the 50 Ohm resistor/ GR relay pickup coil circuit. There is no
difference in potential between the two grounds, or between left and
right bank neutral. Therefore, no current flows through the GR coil.

EC41035
65% of C25034B
Was fig 8-85 in
Ghana LSM.
Figure 7-90. Ground Fault Detector Circuit Operation -

Shorted Turns in One Phase
Assume that a ground occurs in right bank Phase A at a point that is
10 Volts positive with respect to right bank neutral, Figure 7-91, next.
This ground results in +10 Volts potential at point X in the ground fault
detection circuit with respect to right bank neutral. This difference in
potential causes current to pick up GR.
EC41036
65% of C25035
Was fig 8-86 in
Ghana LSM.
Figure 7-91. Ground Fault Detector Circuit - One Phase Grounded

The amount of current flow through the GR pickup coil is equal to
10 Volts, divided by 50.86 Ohms, or 0.197 Amperes. The GR Relay
requires 0.750 to 0.825 Amperes to pick up. Therefore, a ground at a
point +10 Volts from neutral will not cause GR to pick up.
Assume that GR picks up with a current flow of 0.788 A. In order to
pick up GR in this case, we must have a potential difference of
approximately 0.788 A times 50.86 Ohms, or 40.1 Volts, between
point X and right bank neutral. If the ground is in right bank Phase A,
current will flow from the grounded point, through normally-closed
GRCO contacts to point X, and from point X through RE3A, CR4, GR,
and CR1 to right bank neutral. This small amount of current is not
sufficient to cause an imbalance between the left and right bank
neutral.

Since the two neutrals are at the same potential, current will also flow
from point X to left bank neutral. The current flow from point X to left
bank neutral will be 40.1 Volts divided by 60 Ohms, or approximately
0.668 A. The total current from Phase A ground is equal to 0.788 plus
0.668, or approximately 1.456 A.
The ground fault detection system has a ground fault sensitivity rating
of 1.0 Ampere. This rating means that a ground, or insulation leakage
to ground, that permits 1.0 A current flow to ground should operate the
ground fault detection system.
If the ground occurs in left bank Phase A, current flows from the
grounded point, through the normally-closed GRCO contacts to point
X, and from X through RE3A and RE3B to left bank neutral. Current
also flows from point X, through RE3A and the GR relay circuit to
right bank neutral.
If a ground occurs in right bank Phase B, the grounded point is
negative with respect to right bank neutral. As a result, current flows
from right bank neutral, through the GR Relay circuit and RE3A to
point X, then from point X through the normally closed GRCO
contacts to ground. The grounded point is negative, with respect to left
bank neutral. Therefore, current flows from left neutral, through the
10 Ohm and 50 Ohm resistors and the normally-closed GRCO contacts,
to ground. In order to pick up the GR Relay, there must be
approximately 1.0 A current flow through the grounded point.
High Voltage DC Grounds: High voltage DC grounds may be caused
by traction motor flashover, by current leakage through insulation, or
by a positive or negative conductor touching a grounded object.
Traction motor flashover is usually caused by arcing between positive
and negative brushes on the traction motor. Such arcing ionizes air
near the arc. The ionized air is a low resistance path to the grounded
traction motor housing.
If a flashover to ground occurs near the negative brush, the potential at
the grounded point is negative with respect to left and right bank
neutral. This results in current flow from right bank neutral, through
CR2, GR, CR3, and RE3A, and then to ground, through the normally-
closed GRCO contacts. Current also flows from left bank neutral,
through the 10 and 50 Ohm resistors and the normally-closed GRCO
contacts to ground.
If a flashover to ground occurs near the positive brush, the potential at
the grounded point is positive with respect to the left and right bank
neutral. This results in current flow from ground, through the
normally-closed contacts of GRCO, and then through RE3A, CR4,
GR, and CR1, to right bank neutral. Current also flows through RE3A
and RE3B to left bank neutral.
If a ground occurs at the positive bus, or at one of the cables attached
to the positive bus, operation is the same as for a flashover near the
positive brush of a traction motor. If a ground occurs at the negative
brush, or at one of the cables attached to the negative bus, operation is
the same as for a flashover near the negative brush of a traction motor.

VR14 Voltage Regulator Module
The VR14 module, Figure 7-92, adjusts auxiliary generator excitation
to maintain auxiliary generator output at approximately 74 V DC.
Note: A rheostat, adjustable at the module faceplate, enables adjusting
VR14 output voltage. (Connect a meter across VR14 faceplate test
points 1 and 14.) The factory setting is 74 V DC, but the output can
be set anywhere in the 70-to-80 V DC range.
During engine and auxiliary generator starting, residual magnetism
enables the auxiliary generator to provide very low level output
voltage. The VR14 module applies all this low level voltage to the
auxiliary generator field, supplementing the residual magnetism. This
process continues until auxiliary generator output is great enough for
the VR14 voltage regulation circuit to take over, increasing or
decreasing auxiliary generator excitation to keep auxiliary generator
output voltage at the preset level.
EC41645
from Dwg WD04319 Sheet 26
Figure 7-92. VR14 Module (Virtual) and Associated Equipment, Simplified Schematic

The VR14 module incorporates over-voltage protection. If auxiliary
generator output rises above 90 V DC for more than 0.2 second, the
module OVERVOLTAGE TRIP circuit breaker opens, cutting off the
input to the module from the auxiliary generator. As a result, further
auxiliary generator excitation is halted, which halts further companion
alternator and traction alternator excitation. The OVERVOLTAGE TRIP
circuit breaker lever is accessible at the module faceplate.
CAUTION
Do not remove the VR14 module while the engine is running. Doing
so can cause module connector arcing, which may damage the
module.
Hot Engine Power Reduction

Engine temperature switch ETS mounts on the engine temperature
control manifold, on the equipment rack. Extremely high water
temperature will causes ETS to pick up (ETS contacts close). The
closed ETS contacts provide a feed to light the electrical control
cabinet engine control panel HOT ENGINE indicator circuit, and they
also provide a feed to pick up throttle limit relay THL.
THL pickup provides a feed to the alarm bell circuit, including
trainline T2, and to the HOT ENGINE annunciator circuit on the AN16
module. When the locomotive is operating in throttle notch 5, 6, 7, or
8, THL pickup also provides feeds to the D relay on the TH14 module,
and to the governor DV solenoid.
For some throttle settings, TH14 module D relay pickup causes a
reduction of approximately 18 Volts in the TH14 output voltage to rate
control module RC12. This reduction in output voltage results in
reduced excitation. Governor DV solenoid pickup decreases engine
speed by approximately 170 RPM in some throttle positions. For
typical values, refer to Table 7-7, next.
TABLE 7-7. HOT ENGINE CONDITION - ENGINE SPEED & POWER EFFECTS
Throttle Governor Solenoids Engine Speed TH Module

Position Energized RPM Output Volts
Normal Hot Eng. Normal Hot Eng. Normal Hot Eng.
5 BV-CV-DV BV-CV-DV 643 643 43.3 43.3

6 AV-BV-CV-DV AV-BV-CV-DV 724 724 51.2 51.2
7 BV-CV BV-CV-DV 820 643 61.4 43.3
8 AV-BV-CV AV-BV-CV-DV 904 724 68.0 51.2

SECTION 8. LOAD TEST & HORSEPOWER STANDARDIZATION
Contents of Section
HEADING PAGE
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3
PREPARATIONS FOR LOAD TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3
SET-UP FOR LOAD TEST ON LOAD BOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4
LOAD TESTING UNIT ON LOAD BOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-5
CALCULATIONS AND HORSEPOWER STANDARDIZATION . . . . . . . . . . . . . . . . . . . . . . . 8-6
SERVICE DATA - LOAD TEST AND
HORSEPOWER STANDARDIZATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-7
REFERENCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-7
LOAD TESTING PARTS AND EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-7
THERMOMETERS REQUIRED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-7
SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8
FORMULAS: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8
LOAD TEST 8-1

INTRODUCTION
This section contains procedures for load testing the SDL50
locomotive, calculating horsepower produced during the load test, and
standardizing the results of the horsepower calculations. Accurate and
standardized horsepower data can be used to evaluate engine and
auxiliary equipment performance, and to indicate possible
malfunctions or excessive horsepower output. Malfunction corrections
improve engine performance. Operation at normal horsepower
minimizes engine wear.
Note: Although the load testing described in this section is a useful check
on engine output, it is not precise enough to evaluate fuel
consumption.
PREPARATIONS FOR LOAD TEST

1. Stop diesel engine.
2. Remove starting fuse and open GENERATOR FIELD circuit
breaker.
3. Make sure that fuel tank contains at least 947 litres (250 gallons)
of fuel to run engine during load test (approximately 90 minutes).
Fuel must comply with M.I. 1750 specifications.
4. Check oil level at following locations:
A. Engine oil pan
B. Air compressor
C. Engine governor
5. Make sure that coolant level is at the TOP FULL mark on water
tank sight gauge.
6. Perform engine air box inspection. Check condition of piston rings
and cylinder walls.
7. Perform generator air box inspection. Replace any blown fuses and
shorted diodes.
Note: All engine room doors must remain closed during load testing.
8. Suspend thermometer, shielded from sun, to measure ambient air
temperature.
9. Remove plug from engine-mounted fuel filter, then install dial
thermometer to read fuel oil temperature. See Figure 8-1, page 8-4.
10. Fill thermometer well in water pump discharge elbow with oil, and
insert glass thermometer for measuring engine water inlet
temperature. See Figure 8-1.
11. Suspend caged glass thermometer below oil level in lube oil
strainer housing to measure engine oil inlet temperature. See
Figure 8-1.
12. Make sure that air compressor will not load. Lock down
compressor control magnet valve MV-CC by means of its manual
override T-lever.
13. Make sure that locomotive hand brake is set.
Note: Air brake may also be applied, if desired, for extra security.
Realize, however, that air compressor is unloaded during load test.
14. Proceed with Test Set-up on page 8-4.
LOAD TEST 8-3

15. Remove TR module by pulling it half way out.
Figure 8-1. Thermometer Placement for Load Test
SET-UP FOR LOAD TEST ON LOAD BOX

1. Complete the PREPARATIONS FOR LOAD TEST, page 8-3.
2. Make sure that the diesel engine is shut down.
3. Determine temporary load test cable requirements. How many
cables are required? What size cables are required? Consider the
following when deciding:
A. Maximum total traction alternator output current expected
during load test. Refer to traction alternator loading chart,
Figure 8-4, page 8-10.
B. At electrical control cabinet, cables will connect to meter shunt
and to GN bus; see step 5 and Figure 8-2, page 8-5.
C. Power connections on load box; see steps 7 and 8.
D. * RECOMMENDED CABLE FOR LOAD TESTING DUTY table,
page 8-7.
4. Remove GS/GP busbar.
5. Connect one end of meter shunt to GP bus; leave other end of
shunt open. Meter shunt should be rated 4000 A/ 50 mV, and meter
shunt accuracy should be 0.5%, or better. SERVICE DATA, starting
on page 8-7, lists GM part number for suitable meter shunt.
6. Connect a 0-75 or 0-50 millivolt/ 0.5% meter to the meter shunt.
7. Connect cables from the open end of the meter shunt to load box
positive.
8. Connect cables from load box negative to GN bus bar.
9. Connect 0-1500 V DC meter to the MAIN GEN. VOLTS (GP, GN)
test points on the electrical control cabinet test panel.
10. Set load box resistance. See Figure 8-4, page 8-10.
11. Proceed with LOAD TESTING UNIT ON LOAD BOX, page 8-5.

LT38939
Figure 8-2. Facilities for Connecting Load Test Shunt and Temporary Cables
LOAD TESTING UNIT ON LOAD BOX

When preceding set-up has been completed, proceed as follows:
1. Replace starting fuse and close GENERATOR FIELD and
AC Control circuit breakers.
2. Start diesel engine. Allow sufficient time for it to warm up.
CAUTION
Do not load unit above throttle 3 until water temperature rises to at
least 57° C (155° F). If engine has been idling in cold weather,
apply load gradually when raising engine temperature.
3. Set locomotive controls for power operation, but leave throttle in
IDLE.
4. Center reverser handle.
5. Set TEST switch in LOAD TEST. (This switch is on the test sub-
panel of the circuit breaker and test compartment, on the electrical
control cabinet.)
6. Advance throttle to notch 1.
7. Check for following:
A. Satisfactory engine oil pressure.
B. No fuel, oil, or water leaks.
C. Load box fan(s) operating.
D. Traction alternator output volts, amperes registering properly.
8. Advance throttle, one step at a time, to full engine speed and load
(throttle 8). At full speed and load, check radiator fan operation,
and verify that load regulator is at balance point (approximately
10 o'clock), not at MAXIMUM.
LOAD TEST 8-5

9. Operate TH14 module Test switch. Load regulator should move
quickly to MINIMUM field position. When Test switch is released,
load regulator should return to balance point (approximately 10
o'clock).
10. Close all engineroom doors, and allow engine to run at full load
until conditions stabilize (about 30 minutes for horsepower check,
but at least one full hour for oil cooler performance check).
11. Periodically check engine water temperature, until there is no
difference between one temperature reading and the next one,
taken 15 minutes later.
Note: Opening engine room doors to take temperature readings can
affect stability of conditions. Always allow time for conditions
to stabilize before taking a second reading.
12. When stable conditions have been verified, observe and record all
values and conditions (including traction alternator output current
and voltage). Take a second set of readings after 10 or 15 minutes,
and a third set 10 or 15 minutes after the second.
CAUTION
Never return Test switch to NORMAL while loading traction
alternator.
CALCULATIONS AND HORSEPOWER STANDARDIZATION

1. From observed data recorded during load testing, calculate
corrected brake horsepower, using formulae, correction factors,
and auxiliary horsepower values, starting on page 8-8.
2. If total horsepower adjusted to standard conditions does not fall
within allowable limits listed for Total Horsepower, Adjusted to
Standard Conditions, on page 8-8, check rack setting, injector
timing, valve timing, governor setting, injector calibration, air
filter cleanliness, power assembly condition, and generator
excitation to determine cause of horsepower discrepancy.

SERVICE DATA - LOAD TEST AND
HORSEPOWER STANDARDIZATION
References
The locomotive Wiring Running List, which includes an electrical parts
list, is referenced on the lower right area of the first sheet of the
locomotive schematic/ wiring diagram.
16-645F3B ENGINE MAINTENANCE MANUAL
LUBE OIL COOLERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M.I. 927
LUBRICATING OIL COOLER SERVICE LIMITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M.I. 928
Load Testing Parts and Equipment
METER SHUNT, 4000 AMP/ 50 MV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8464090
VOLT-MILLIVOLT-MILLIAMMETER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 218 499
1100/24 CABLE (444,400 CIRCULAR MILLS):
ETHYLENE PROPYLENE DIENE WITH HYPALON JACKET . . . . . . . . . . . . . . . . . . . . . . . . . . 8 421 211
TERMINAL LUGS FOR 1100/24 CABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 118 062
TERMINAL LUGS 1325/24 CABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 160 274
ETHYLENE PROPYLENE DIENE WITH HYPALON JACKET . . . . . . . . . . . . . . . . . . . . . . . . . 8 421 210
TERMINAL LUGS FOR 775/24 CABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 118 061
TERMINAL LUGS FOR 550/24 CABLE:
LUGS DRILLED TO ACCEPT 3/8" BOLT OR STUD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 197 509
BLANK LUGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 118 060
* RECOMMENDED CABLE FOR LOAD TESTING DUTY

Size Amperes Size Amperes
550/24 660 1325/24 1190
775/24 810 1600/24 1370
1100/24 1020 1925/24 1520
*Based on four conductors spaced 1/2" (12.7 mm) apart in open air
to keep temperature within 120° C (248° F) rise.
Thermometers Required
Dial indicating thermometer:
0° to 66 ° C (32° to 150° F), with 1/4" N.P.T. threaded stud.
Glass thermometer:
0° to 66° C (32° to 150° F).
Glass thermometer:
38° to 120° C (100° to 250° F), Bulb 6 mm (1/4") maximum
diameter.
Caged Glass thermometer:
38° to 120°C (100° to 250°F).
LOAD TEST 8-7

Specifications
Governor Rack: 0.80
Engine RPM: 904
Total Horsepower, Adjusted to AAR Conditions: 3195-3500
Formulas:
Diesel engine brake horsepower (BHP) means observable diesel
engine power as calculated using the formula:
Input to generator = generator horsepower = main generator volts x
main generator amps divided by generator efficiency.
Horsepower Calculation:
Main Gen. Volts x Main Gen. Amps
Generator Efficiency Factor*
* GM recommends a factor of 700.
Horse Power (Nominal = 3500 HP)
Total Horsepower Adjusted to Standard Conditions =

Gen. HP + Auxiliary HP
AxBxCxD
Where:
A = Correction Factor for Air Temperature (See Note, below):
Standard Air Temperature = 15.5° C (60° F).
B = Correction Factor for Altitude (Barometric Pressure):
(See Note, below):
Standard Barometric Pressure at Sea Level =
760 mm (29.9 inches Hg.)
C = Correction Factor for Fuel Density (See Note, below):
Standard Fuel Density = 0.845 Specific Gravity.
D = Correction Factor for Fuel Temperature:
Standard Fuel Temperature = 15.5° C (60° F)
Note: Obtain correction factor values from Figure 8-3 charts, on page 8-9.
Air temperature and turbocharger inlet temperature are related
as explained by *note for left column of Figure 8-3.
AUXILIARY HORSEPOWER
Equipment Horsepower
Auxiliary Generator 4.0
Traction Motor Blower* 151.5
9-Blade Cooling Fans, Each Fan: 49.7
Dust Bin Blower* 8.6
Air Compressor - Unloaded 16.3
Total Auxiliary HP (three fans running) 329.5
*At 0.00112 gram/cm3 (0.070 lb/ft3) Ambient Air Density

LT41646
Figure 8-3. Horsepower Correction Factor Charts
LOAD TEST 8-9

LT41647
Figure 8-4. 3500 HP Loading Graph with 17EM89 Load Box Resistance Lines

SECTION 9. HIGH POTENTIAL TESTS FOR
LOCOMOTIVES IN SERVICE
Contents of Section
HEADING PAGE
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3
TEST EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3
SAFETY PRECAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3
INSULATION RESISTANCE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-4
HIGH POTENTIAL TEST PRELIMINARY PROTECTIVE PROCEDURE . . . . . . . . . . . . . . . . 9-4
HIGH POTENTIAL TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-5
CIRCUITS TO BE TESTED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-5
HIGH VOLTAGE DC CIRCUITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-5
HIGH VOLTAGE AC CIRCUITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-5
LOW VOLTAGE DC CIRCUITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-5
TEST PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-5
SERVICE DATA - HIGH POTENTIAL TESTS FOR
LOCOMOTIVES IN SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-7
HI POT TEST 9-1

INTRODUCTION
Locomotive electrical circuits and equipment are insulated sufficiently
to withstand potentials much greater than those experienced during
normal operation. To verify that this margin of safety is still present,
periodically check the insulation dielectric strength as instructed here.
During high potential testing, wiring and equipment are subjected to
higher than normal potentials (voltages) that are applied for specific
periods of time. For circuits to qualify, there must be no breakdown of
insulation to ground. Insulation dielectric strength is then considered
satisfactory. On the other hand, a breakdown to ground during testing
indicates that circuit insulation must be improved or replaced.
High voltage developed during high potential testing can damage
certain circuits and equipment. This section includes instructions for
protecting the circuits/ equipment before testing.
TEST EQUIPMENT
It is extremely important to use a reliable high potential testing
machine that is in verified proper operating condition. Adequate tests
can then be made safely, without unnecessarily overstressing
insulation during testing.
The high potential testing machine should have the following
characteristics:
Wave Form: Voltages specified for high potential testing are root-
mean-square (RMS) AC voltages with wave form limited to 5% third
harmonic. This limitation fixes the RMS peak voltage. Testing
apparatus capacity relative to tested equipment size may affect wave
form.
Surges: Changing primary voltage must not create harmful surges.
Regulation: Secondary voltage drop must not exceed 20% under
actual test conditions.
SAFETY PRECAUTIONS
• Make sure that equipment and circuits meet the qualifications
described in INSULATION RESISTANCE TEST, page 9-4, before
performing high potential tests.
• Whenever possible, only one person should perform high
potential tests. Keep all others off the locomotive and away from
the test area. Rope off the area around the locomotive and post
the appropriate DANGER signs.
• It is essential that the person performing the tests thoroughly
understands the circuits, equipment, and procedures involved.
Make sure that tests are performed correctly.
• Prevent dangerous overvoltage surges by firmly connecting test
electrodes to the circuit or item before the voltage is applied, and
reduce test voltage to zero before removing the test electrodes.
• After disconnecting the high potential tester from the circuit
being tested, clear the item of residual voltage by discharging it
to ground with a suitably insulated conductor.
HI POT TEST 9-3

INSULATION RESISTANCE TEST
Before making any high potential tests, check insulation resistance to
ground with a 500 V DC megohmmeter.
Megohmmeter readings are most useful when compared to previous
readings. Therefore, record all insulation resistance readings in a
locomotive maintenance log. A reading of one megohm or more
indicates satisfactory insulation resistance. Do not perform high
potential tests if insulation resistance readings are less than one
megohm.
Applying high potential to a circuit that has less than one megohm
insulation resistance may cause the insulation to break down. To
reduce this possibility, determine and correct the cause of the low
megohmmeter readings. Do so by dividing the circuit concerned into
smaller circuits. The smaller circuits may then be isolated and checked
separately. In this way, the circuit portion or equipment which caused
the low reading can be found. Correction may often be made by
thoroughly cleaning and drying the affected areas.
HIGH POTENTIAL TEST PRELIMINARY PROTECTIVE PROCEDURE

Before starting tests, all circuits containing electronic components
such as transistors and silicon rectifiers must be disconnected or
shorted. Do not perform high potential tests on temperature probes.
Use the following steps as a guideline to determine what equipment
should be protected:
1. Verify that locomotive brakes are set.
2. Ensure that all fuses are in place, and that covers are on electrical
devices.
3. Open battery knife switch.
4. Open Ground Relay Cutout switch.
5. Close all control switches.
6. To fully disconnect circuit modules from locomotive circuitry, pull
all circuit modules halfway out of slots.
7. Completely remove FP13 module. At module terminal rack for
FP13, jumper pins 15 and 16 to pin 17.
8. Jumper positive to negative at battery charging rectifier CR-BC.
9. Jumper out ground relay rectifier circuit diodes CR1 through CR4.
10. At SCR assembly, jumper AC1 to AC2, AC2 to AC3, AC3 to
Negative Bus, Negative Bus to Positive Bus, and Positive Bus to
DC+.
11. At traction alternator rectifier bank DC output, jumper all positive
and negative buses together.
12. Disconnect or short out any electronic equipment such as meters,
speed recorder/ indicator and associated equipment, vigilance
control panel, etc.

HIGH POTENTIAL TEST
To help eliminate moisture that may accumulate when the unit has
been idling or shut down for an extended period, perform high
potential tests immediately after the unit has completed a run, while
equipment is still warm and dry.
CAUTION
Test each circuit individually. Before high potential testing a circuit,
check the circuit resistance as instructed on page 9-4. If the circuit
passes the insulation resistance text, perform the high potential test
in accordance with values specified in Service Data, on page 9-7.
Circuits To Be Tested
To comply with established regulations, perform high potential tests
on all locomotive high voltage DC and AC circuits.
High Voltage DC Circuits
High voltage circuits include the traction alternator, the rectifier
banks, and all equipment and wiring connected to the rectifier banks
output.
High Voltage AC Circuits
AC circuits include the traction alternator field, the companion
alternator armature, and all wiring and equipment connected to the
companion alternator output: cooling fan motors, inertial filter blower
motor, various control circuit transductors and transformers, excitation
equipment, and associated wiring.
Low Voltage DC Circuits
Low voltage DC circuits include all controls, equipment, and wiring
connected to the locomotive auxiliary generator and to the locomotive
battery.
High potential tests are not required for low voltage circuits and
equipment. However, it is good practice to check insulation resistance
to ground.
Test Procedures
When preparations have been completed, perform high potential tests
as follows:
Testing High Voltage DC Circuits:
1. Ground low voltage (74 V DC) circuits and companion alternator
circuits. Perform high potential tests on high voltage DC circuits
and equipment, as outlined in Steps 6 through 13. Refer to
locomotive wiring diagrams. Do not perform high potential tests
on engine cranking (starting) motor circuits.
2. Make certain that tester is not connected to power supply, control
knob is set at zero (0), and control switch is OFF.
3. Connect one electrode firmly in contact with insulated conductor
of circuit being tested. Refer to wiring diagrams for suitable points
of connection.
4. Firmly connect other electrode to a ground such as the locomotive
underframe.
HI POT TEST 9-5
5. Make certain that circuits other than the one being tested have been
isolated and grounded.
6. Connect high potential tester to an operating power supply, and
turn control switch ON.
7. Firmly press ON button down and, while holding it down, slowly
turn control knob to test voltage specified in Service Data.
8. After applying specified voltage for required period of time, still
holding ON button down, slowly turn control knob back to zero
(0).
9. Release ON button and set control switch OFF.
10. Before removing electrodes, discharge tested circuit to ground.
11. Repeat preceding steps 2 through 11 for other circuits involved in
test.
Testing High Voltage AC Circuits:
Disconnect companion alternator ground applied in step 1. Ground the
traction alternator output. Verify that low voltage (74 V DC) circuits are
still grounded.
Perform high potential tests on companion alternator circuits and
equipment, as outlined above in steps 2 through 11.
12. When tests have been completed, be sure to remove all shorting
and grounding jumpers. Use procedure for applying jumpers as
checklist to make sure that all jumpers have been removed.
13. Return all controls and switches to normal standby condition.

SERVICE DATA - HIGH POTENTIAL TESTS FOR
LOCOMOTIVES IN SERVICE
HIGH VOLTAGE CIRCUITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1000 VOLTS RMS FOR 1 MINUTE

MAXIMUM OUTPUT CURRENT: 330 MILLIAMPERES
COMPANION ALTERNATOR CIRCUITS . . . . . . . . . . . . . . . . . . . . . . . . . 500 VOLTS RMS FOR 1 MINUTE
LOW VOLTAGE (74 V DC) CIRCUITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MEGOHMMETER TEST ONLY

(100 VOLT DC MAXIMUM)
HI POT TEST 9-7

0
SECTION 10. TROUBLESHOOTING
INTRODUCTION
Information in Section 10 and sub-sections 10A, 10B, and 10C may
be used as a guide in qualifying and troubleshooting locomotives. The
locomotive troubleshooting section and sub-sections are generic.
When troubleshooting, always refer to the specific wiring diagram
for a given locomotive order. The Sub-Sections are listed below.
10A - OPERATING FUNCTIONS AT MODULE TEST POINTS
This section contains a brief description of each module and the oper-
ating function of each frontal test point of the modules.
10B - TROUBLESHOOTING GUIDE - POWER CONTROL SYSTEM
1. Qualification
This guide lists checks that can be performed when no specific
trouble is reported or indicated. The checks can be performed to
qualify a locomotive for service.
2. Troubleshooting
Various types of problems can occur that will require more thor-
ough investigation than the procedures covered in this section.
These guides are intended for only the most probable, and easiest
to locate types of electrical problems.
10C - TROUBLESHOOTING OUTLINES
This text, in outline form, provides a guide to finding and correcting

reported problems of a specific nature. As an aid in locating the appli-
cable text, letter symbols are provided. These symbols are generally
similar to an abbreviation of the word, or words, commonly used to
describe a component or a trouble, for example:
“CT” indicates Current Transformer.
“FIL” indicates Filter.
“OL” indicates Overloading.
A reference column is provided on the right hand side of the trouble-
shooting guide outlines. These references identify publications, which
may be of help in identifying and correcting troubles.
TROUBLESHOOTING 10-1
Some examples of these references are as follows:
M.I. 000 Electro-Motive Diesel, Inc. - Maintenance Instruction.
LSM-9 Locomotive Service Manual - Section 9
EMM-6 Engine Maintenance Manual - Section 6
MODULAR ARRANGEMENT OF CIRCUITS

Most locomotive control and protective circuits are designed with solid
state components and small relays. These allow the placement of essential
circuit components and wiring on a standard size circuit board. Each cir-
cuit board is fitted with a handle, and with a standard arrangement of ter-
minal receptacles. When a circuit board is inserted, and pressed into place
in the appropriate guideway in the locomotive module compartment, the
receptacles on the board make contact with stationary pins that are fas-
tened firmly in the electrical cabinet. Faston terminals, which are con-
nected to wires, complete the circuits to other pins or components.
A faceplate is also fastened to the front of the terminal board. Receptacles
that accept the standard 0.185" banana plug are located on the faceplate.
(The module faceplates may also contain switches and test lights). For test
purposes, the receptacles are connected in specific circuit points. In order
to identify the type of voltage appearing at a circuit point, the receptacles
are color-coded, as follows:
Orange 71 - 78 VDC positive.
Blue Control circuits. Generally low DC voltage.
Yellow AC voltage, either from the Companion Alternator, or
from the traction alternator feedback transformers.
Red Main generator DC output, or dynamic brake motor
armature output.
Black Control circuits. 74 VDC negative.
Green Main Generator Field.
10-2 SDL50 Locomotive Service Manual

0
WARNING
Never disconnect a Module during locomotive operation. Do not
operate test switches during locomotive operation without a thor-
ough familiarity with the circuits involved, and a firm understand-
ing of the results of such action.
Prior to performing tests on a moving locomotive, always consider
the particular set of conditions under which the locomotive is oper-
ating.
When performing standstill tests, always disconnect control jumper
cables between units. When performing extensive checking of con-
trol circuit voltages, the ER Relay should be disabled whenever pos-
sible during high-throttle, no-load, testing.
The LOAD TEST and CIRCUIT CHECK positions of the Test
Panel Rotary Switch do not preclude excitation of the Main Gener-
ator. The LOAD TEST position will open-circuit the Main Genera-
tor on units not equipped for automatic self-loading. The CIRCUIT
CHECK position will open-circuit the Main Generator on all units,
even those with self-load test grids. Do not exceed Throttle No. 1
with a Main Generator open-circuit. Never return the Test Switch
to the NORMAL position while the unit is being loaded.
TROUBLESHOOTING INSTRUMENTS
VOLTMETERS - OHMMETERS
In general, a Voltmeter and an Ohmmeter will be the only instruments

required for basic electrical troubleshooting. These meters, and any
shunts, should have at least 0.5% accuracy. All readings should be
taken at the upper 1/3 of the meter scale.
The sensitivity of the Voltmeter should be a minimum of 20,000
Ohms per Volt. With the locomotive engine running, verify the accu-
racy of the 0-100 range on the Voltmeter. This may be accomplished
by reading the voltage from TP10 to TP14 at the Throttle Response
and Voltage Reference Module, TH14. The Voltmeter should indicate
68 +/- 0.2 VDC.
NOTE
For the location of test points in the system, refer to the Excitation
System Block Diagram, Figure 10-1, page 10-5.
MANOMETER
A simple water Manometer will be required to measure the differential in

air pressure across various devices.
CAUTION
When troubleshooting modular or solid state control circuits, never
use a test lamp, bell ringer, or megohmmeter. A lamp may overload
the circuits, and a bell ringer or megohmmeter may produce
destructive voltages.

0
Figure 10-1. Excitation System, Simplified Diagram
0
SECTION 10A. OPERATING FUNCTIONS AT MODULE

TEST POINTS
INTRODUCTION
This Section contains a brief description of each Module, as well as the
operating functions of the frontal test points on the Modules. The
following information lists each Module in alphabetical order.
Figure 10A-1. AN16 Module
ANNUNCIATOR MODULE - AN16
The Annunciator Module receives signals from various fault detecting

devices. When a fault signal has been received, the applicable fault Light
Emitting Diode (LED) remains ON until after the fault signal has ceased,
and the Test/Reset Switch has been operated to the “Reset” position.
OPERATING FUNCTIONS AT MODULE TEST POINTS 10A-1

The AN16 Module contains the following indications:
HOT ENGINE Indicates a high temperature at the engine
coolant inlet. The Engine Temperature
Switch, ETS, will pick up at approximately
102°C (215°F), and will drop out at 96°C
(205°F).
ENG. AIR FLT. Indicates plugged engine air filters.
GROUND RELAYIndicates a high voltage path to locomotive
ground, or a group of failed diodes in the
main generator.
EXCIT. LIMIT Indicates excessive Main Generator field
current.
GRID OVERCURRENT
Indicates excessive Brake Grid current during
dynamic braking.
MOTOR EXCITATION
Indicates excessive Traction Motor Field excitation
voltage during dynamic braking.
TEST/RESET Switch
Energizes all LEDs when in the “Test”

position. Deenergizes all lights in the “Reset”
position, provided that the alarm condition
has been eliminated.
10A-2 SDL50 Locomotive Service Manual

0
Figure 10A-2. DP12 Module
DYNAMIC BRAKE PROTECTION - DP12
The first function receives voltage signal from braking grids and
interrupts feed to EQP coil when limiting value is reached. Provides back-
up protection against a DR or control circuit failure.
Second function receives voltage from generator during dynamic brake.
Interrupts feed to EQP coil when limiting value is reached. Provides
protection against hot motor fields, open field circuit, or control circuit
failure.
1 Control circuit DC positive input; feed to EQP relay
operating coil thru protective interlocking.
2 Same as TP3, but used on four motor unit.
3 Main Gen DC pos during braking. Motor field
protective circuit input; six motor unit.
5, 7 & 9 Used only for standstill test as indicated in
qualification section of this manual.
8 & 10 D14 AC voltage power supply to BWR circuit.
12 Main Gen DC neg during braking. Motor field
protective circuit input.

14 Control circuit DC negative; NA.
15 74 VDC output to EQP coil. NC interlocks of MFP
and BWR, under fault conditions, regulate the main
generator output by dropping the gen. field and
discharging the rate control capacitors.
20 On units with extended range dynamic brakes,
negative input from dynamic brake grids provided
only during pickup of grid shorting contactors to
disable grid protection circuitry.
22 Pos input from traction motor armature and brake
grids to brake warning circuit.
24 Same as TP22.
26 Same as TP22.
28 Negative input from traction motor armature and
dynamic brake grids to the brake warning circuit.

0
Figure 10A-3. DR13 Module
DYNAMIC BRAKE REGULATOR
The DR13 module receives a signal (from braking grids) proportional to

braking current. Provides grid current limit by reducing RC module
output (reference voltage) when grid signal indicates maximum
permissible grid current.
1 Positive high voltage input from dynamic braking
grids.
2 Reference current from TM1 armature through grids.
3 Input from anticipation capacitor that functions to
smooth out regulation and minimize overshoot.
4&5 Not used.
6 Output from DR which shuts the 24T signal at the
base of the rate control transistor to NA negative
when DR operates. This brings about discharge of
the rate control capacitors at a predetermined rate
not related to braking handle position.
7&9 Not used.
8 & 10 AC control circuit.
13 Negative high voltage DC input from dynamic
braking grid.
14 Control circuit DC negative; NA.
TS32113 from INDONESIA LSM
Figure 10A-4. EL11 Module
EXCITATION LIMIT CONTROL MODULE - EL11

The Excitation Limit Control Module provides backup protection against
excitation control failure. At terminals 8 and 10, it receives an input signal
from the ELT. This input signal is proportional to alternator field current.
If excessive field current is reached, the feed to the EQP coil will be
interrupted.
1 Control circuit for the 74 VDC positive feed to the
ELR and ELRA coils, within the EL11 Module.
2 Positive 74 VDC feed through the TEST Switch, to
energize the test coil of Transductor, ELT.
5&6 Interlock in the circuit to the Equipment Protection
Relay, EQP, coil.
8 Input, generator field current. AC Voltage signal
from the ELT Transductor.
10 AC Voltage from companion alternator.
14 Negative 74 VDC control circuit.
TEST Switch Simulates excessive generator field excitation
current.

0
TS41696
Figure 10A-5. FP26 Module
FEEDBACK AND PERFORMANCE MODULE - FP26
The Feedback and Performance Module receives signals, which are

proportional to the Main Generator voltage from GPT1 and Main
Generator current from CTA, CTB, and CTC. It compares the sum of
these voltages to the Load Regulator reference voltage. Based on this
comparison, the Module controls current through the SE13 magamp
control winding.
7 Reference voltage input signal from the Load
Regulator, via the WS Module.
9 Input from the SE13 Module magamp control
winding.
8, 10 & 12 AC feedback signal from Generator Potential
Transformer, GPT1.
14 DC negative control circuit.
15, 16 & 17 AC feedback signal from Current Transformers
CTA, CTB, CTC.
18 Main Generator current plus voltage feedback signal,
used during low speed operation.
21 +68 VDC input.

TS36222
Figure 10A-6. GV11 Module
GENERATOR VOLTAGE REGULATOR MODULE - GV11
By interrupting the current at the control winding in the Sensor Module,

SE13, the Generator Voltage Regulator Module provides a safe limit to
the Main Generator voltage. The Module receives a signal, which is
proportional to Main Generator voltage, from the Generator Potential
Transformer, GPT.
2, 3 & 6 Generator voltage input signal from the Generator
Potential Transformer, GPT.
4 Current output to the control windings in the SE13
Module.
8 Current input from the TH14 Module through FP26,
SE13, and GX2.
10 & 12 Connections to internal Transformer, T3, from the
Companion Alternator AC power supply.

0
TS32117
Figure 10A-7. GX2 Module
GENERATOR EXCITATION REGULATOR MODULE - GX2
By interrupting the current to the SE13 control winding, the Generator

Excitation Regulator Module provides a safe limit to the Main Generator
field current. The Module receives a signal, which is proportional to field
current, from the Field Current Transductor, FCT.
2 AC Voltage, generator field current input signal from
the FCT Transductor.
4 Current output to sensor control windings by way of
the GV11 Module.
8 Sensor current input to the GX2 Module, from the
current limiting resistor on the FP26 Module.
10 & 12 AC power supply from the Companion Alternator.

TS36223
Figure 10A-8. RC12 Module

RATE CONTROL MODULE - RC12
By ramping the reference signal between TH14 and the Load Regulator,
the Rate Control Module provides for a smooth, rather than a sudden
increase in power. It receives a stepped input voltage from the TH14
Module, and provides a reference voltage to the Load Regulator with a
rate of buildup.
The reference voltage will be shut off when terminals 4 or 6 are connected
to N or NA.
2 AC Voltage, generator field current input signal from
the FCT Transductor.
4 Current output to sensor control windings by way of
the GV11 Module.
8 Sensor current input to the GX2 Module, from the
current limiting resistor on the FP26 Module.
10 & 12 AC power supply from the Companion Alternator.

0
TS36224
Figure 10A-9. SE13 Module
SENSOR MODULE - SE13

The Sensor Module controls the excitation current level of the Main
Generator field. It provides gating pulses to the SCR at the proper time, as
determined by the current in the control windings. The primary control
winding is connected between terminals 13 & 14.
5 Output to the gate of SCR1.
6, 8 & 10 AC power supply from the Companion Alternator.
11 Common point for gate outputs, cathodes (k) of the
SCRs.
13 Input to the internal Magamp control winding.
14 Output from the Magamp control winding.

TS32120
Figure 10A-10. TH14 Module
THROTTLE RESPONSE & VOLTAGE REGULATOR MODULE - TH14

The Throttle Response and Voltage Reference Regulator Module provides
a closely regulated, reference control voltage to GV11, GX2, SE13, and
FP26. The TH14 Throttle Response circuit modifies the output voltage, so
that it increases to 68 VDC in Throttle 8 position.
1 74 VDC input to the Voltage Reference Regulator
circuit, VRR.
2 Input to the Throttle Response circuit.
4 Input to TH14 from throttle position 2, 4, 6, and 8
(AV solenoid).
5 Input to TH14 from throttle position 5 through 8 (BV
solenoid).
6 Input to TH14 from throttle position 3 through 8 (CV
solenoid).
7 Input to TH14 from throttle positions 5, and 6 (DV
solenoid).
10 68 VDC output from the Voltage Reference
Regulator circuit (VRR).
13 Negative output, from the Throttle Response circuit.
14 Negative output, from the Voltage Reference
Regulator circuit (VRR).
TEST Switch When operated, drives the Load Regulator toward
the MINIMUM field position.
0
ts41697
Figure 10A-11. VR14 Module
VOLTAGE REGULATOR MODULE - VR14
Regulates auxiliary generator rectified voltage by controlling auxiliary

generator field current. The Module contains a Battery Charging Voltage
adjustment, as well as an over voltage Trip Reset.
1 74 VDC positive rectified output of the Auxiliary
Generator.
4) AC.
6) VR11, VR13 AC or VR10 FLD.
8 Auxiliary Generator Field circuit.
10) AC.
14 74 VDC negative rectified output of the Auxiliary
Generator.
CAUTION
Do not install or remove the VR Module unless the locomotive
engine is completely stopped.

TS32207
Figure 10A-12. WS10 Module
WHEEL SLIP MODULE - WS10
The Wheel Slip Module receives signals from the Wheel Slip
Transductors (WSTs), and from the motor voltage bridge circuit. It
provides various corrections to the reference signal. Under certain
conditions, the Module initiates sanding via SA10, and activates the
Wheel SLIP Light, and the Governor Overriding Solenoid, ORS.
1 74 VDC control circuit, 13T feed to the internal
Wheel Slip Relays RAA and RAB.
8 AC power supply from the Companion Alternator.
10 AC power supply from Companion Alternator.
11 Output to the base of the FP26 internal transistor
(Positive polarity).
12 Output to the load regulator wiper arm.
13 DC negative control circuit, N.
14 DC negative control circuit, NM.
15 Input to energize the “U” Relay of WS10, and
recalibrate the wheel slip control at moderate and
high track speed.
18 Output to the operating coil of the Wheel SLIP Light
Relay, WL.
0
19 Output to the Governor Overriding Solenoid, ORS.

20 RC12 Module rate capacitor discharge by action of
the WS10 Module.
21 AC input from Wheel Slip Transductors.
22 13T, 74 VDC input to the TEST Switch.
23 Not used.
TEST Switch - With the throttle in IDLE, or the unit isolated, the
Test Switch activates the WS10 test circuits and test
lamps.
When the Test Switch is operated, and held, the GREEN Test Lamp
indicates satisfactory WS10 Module action.
The RED Test Light comes on to indicate a faulty WS10 Module when
the Test Switch is operated.

0
SECTION 10B. ELECTRICAL QUALIFICATIONS AT

STANDSTILL
GENERAL
PURPOSE OF QUALIFI-
ACTION RESPONSE
CHECK CATION
TEST SETUP
Checking Power setup; Place throttle in No. 1 Load current indicating meter rises
excitation Engine slowly to between 130 and 150
system running; Amps, and then stops.
response to Reverser Momentarily place throttle in No. 2 No wheel slip indication should
throttle. Fwd; Air position. occur.
brake set.
Return throttle to IDLE, change Same response as above.
reverser handle position, and repeat
tests.
Checking With throttle in IDLE, engine Red lamp flashes on and off. Green
WS module running, operate WS module test test lamp comes on and remains on
response and switch. while switch in held, and wheel slip
wheel slip light comes on and remains on
correction. NOTE while switch is held. Load regulator
Control CB must be closed. moves toward minimum field.
Release WS test switch. Wheel slip light and WS module
test light go out.
Change reverser position and repeat Same response as above.
test.
Checking Connect jumper from WS-TP1 to
power WS-TP22.
response to Throttle Run 1. Operate WS Load indicating meter needle dips
WS test. module test switch. slightly. Also same response as
above.
Release WS test switch and return CAUTION
throttle to idle. Remove jumper
wire. DO NOT EXCEED RUN 1
WITH JUMPER IN PLACE.
ELECTRICAL QUALIFICATION AT STANDSTILL 10B-1

GENERAL
PURPOSE OF QUALIFI-
ACTION RESPONSE
CHECK CATION
TEST SETUP
Checking Power setup; Connect voltmeter positive to FP- Meter must indicate 68 +/- 1 VDC.
reference Engine TP21; negative to TH-TP14. If reading is incorrect, replace
voltages, running; meter with a qualified meter.
rate, and Gen. field Connect voltmeter positive to VR- Meter should indicate between 72
engine speed circuit TP1; negative to TH-TP14. Throttle and 78 VDC (Depending on
response to breaker OFF; Run 8. ambient temperature).
throttle. Test panel
test switch in Connect voltmeter positive to RC- Voltage should increase in steps;
CIRCUIT TP3; Negative to TH-TP14. Open Zero volts at idle, and above 65
CHECK throttle in steps from idle to Run 8. volts in Run 8. Engine speed
position; increases with each step, from
Reverser Run 2 through Run8.
Fwd. Return throttle to idle.
Connect voltmeter positive to RC- Voltage should increase with rate.
TP13; negative to TH-TP14. Wipe Zero volts at idle, and from 40 to 50
throttle to Run 8. VDC in Run 8. (about 18 to 36
seconds build up time.)
Return throttle to idle. NOTE
If FP module has been pulled,
50 VDC will be present in
throttle no. 8.
WARNING
DO NOT CLOSE THE MAIN GENERATOR FIELD CIRCUIT BREAKER
UNTIL THE THROTTLE IS IN IDLE POSITION. THE CIRCUIT CHECK
POSITION OF THE TEST PANEL TEST SWITCH DOES NOT PREVENT
EXCITATION OF THE MAIN GENERATOR.
Checking Power setup; Connect voltmeter positive to FP- Voltmeter indicates between 40 and
load Engine TP7; negative to TH-TP14. Place 50 VDC.
regulator running; throttle in No. 8.
response. Generator Operate test switch on TH module Voltage drops to zero.
field circuit to energize ORS and drive the load
breaker OFF; regulator to minimum field
Test panel position.
test switch in
CIRCUIT Release TH test switch. Voltage increases slowly to above
CHECK value.
position; Return throttle to IDLE. Voltage drops to zero.
Reverser
Fwd.
10B-2 SDL50 Locomotive Service Manual

0
GENERAL
PURPOSE OF QUALIFI-
ACTION RESPONSE
CHECK CATION
TEST SETUP
EL module Pull out FP Operate and hold the EL module EQP relay drops out. AN module
field current module. test switch. EXCIT. LIMIT light comes on.
limit Engine Ohmmeter indication goes from
protection; running; low to high resistance.
Main Power setup; Release EL test switch. Ohmmeter goes to low resistance;
generator Air brake EQP picks up.
current limit set; Throttle
protection by IDLE; Reset AN module. EXCIT. LIMIT light goes out.
GX module. Reverser
Fwd;
Ohmmeter
positive at
GX-TP8
negative at
GX-TP4.
Checking Engine Pull out FP module.
GV module running; Ohmmeter on low resistance (R x Ohmmeter should show low
for high Power setup;
100) scale. Lead of positive polarity resistance.
generator Generator at GV- TP8; lead of negative
voltage field circuit polarity at GV-TP4.
protection. breaker OFF;
Test panel Pull out the GV module. Ohmmeter indicates high
test switch in resistance.
CIRCUIT Disconnect ohmmeter. Reinstall
CHECK GV and FP modules.
position;
Reverser
Fwd;
Throttle
IDLE.

GENERAL
PURPOSE OF QUALIFI-
ACTION RESPONSE
CHECK CATION
TEST SETUP
Checking Power setup; Connect 5 amp fused jumper wire

ground relay Engine from generator positive to
protective running; locomotive ground.
circuit. Gen. field
circuit
breaker ON.
Reverser
centered;
Test panel
test switch in
LOAD
TEST. 0-500
DC
voltmeter
spade lugs
tightly
secured at
test panel GP
(3) and GN
(4)
terminals.
CAUTION Open throttle to Run 1. Ground relay should pick up
between 75 and 125 volts.
MAIN GENERATOR IS
OPEN CIRCUITED. DO Throttle idle; Move jumper from Same pickup as above.
NOT EXCEED main generator positive to main
THROTTLE 1 generator negative; Reset Ground
POSITION. Relay, and Repeat check.
Throttle idle; Remove jumper and
meter; Return test panel test switch
to NORMAL position.

0
TROUBLESHOOTING GUIDE
TROUBLE POSSIBLE
RECOMMENDED TEST OR CORRECTIVE ACTION
REPORT CAUSE
OVERLOA FAILED NOTE

DING COMPONEN The following must be performed in sequence to be valid.
T
IN THROTTLE 1 STALL CURRENT HIGHER THAN 350
EXCITATION AMPERES. If locomotive is at a safe test site, momentarily place
SYSTEM throttle in Run 2 position to verify that wheel slip will not occur.
Return throttle to idle.
a. Remove SE module; Place throttle in Run 1. If load current is
over 50 amperes, replace SCR with a qualified SCR and retest.
b. Return throttle to idle. Connect jumper wire from FP-TP21 to
FP-TP18 and FP-TP1. Reinstall SE module. Throttle Run 1. If
load current is over 50 amperes, replace SE module with a
qualified SE and retest.
c. Return throttle to idle. Remove jumper wires between FP-TP21
and FP-TP18 and FP-TP1. Throttle Run 1. With stall current over
350 amperes, read voltage from FP-TP7 to FP-TP18, and from
FP-TP7 to FP-TP1. If either reading is over 5 volts, check AC
voltage balance between FP-TP15 to FP-TP16, TP16 to TP17,
and TP17 to TP15. If all readings are not within 5 VAC, check
wiring to AR6 current transformers CTA, CTB, CTC. If readings
are in balance, replace FP module with a qualified FP and retest.
d. With throttle in Run 1, operate and hold the test switch on the TH
module. Load current should go to zero in about 2 to 5 seconds as
the load regulator goes to minimum position. If load current
remains over 50 amperes, check for load regulator open on the
negative side.
e. If Steps (a.) through (d.) above indicated no failure, and throttle 1
stall current is still over 350 amperes, replace TH module with a
qualified TH and retest.
ENGINE OR An incorrectly adjusted governor or engine can cause overloading.
GOVERNOR
PROBLEMS

TROUBLE POSSIBLE
REPORT CAUSE
UNDERLO COMPONEN NOTE

ADING OR T FAILED IN The following must be performed in sequence to be valid.
NOT EXCITATION
LOADING SYSTEM PART 1 OF 3 PARTS
Engine running; Controls and switches set up for power operation;
Test panel test switch in CIRCUIT CHECK position; Generator
field circuit breaker open. 0-75 DC voltmeter positive at TP11 and
negative at TP12 on test panel. Place throttle in Run 8.
a. About 46 VDC: Momentarily pull out FP module. If voltage
rises, perform Part 2 of 3 parts. If voltage does not rise, perform
step “f.” of Part 2.
b. Zero or much less than 46 VDC; Perform Part 3 of 3 parts.
PART 2 OF 3 PARTS
Air brakes set; control and switches set up for power operation. Test
panel test switch in CIRCUIT CHECK position; Generator field
circuit breaker open. Throttle Run 8. Obtain voltages test point to
test point. The first test point is positive. If the voltages indicate
failure, replace the affected module with a qualified module and
test.
a. FP-TP21 to FP-TP14 should be 68 VDC. If less than 65 VDC:
Failed TH module.
b. GX-TP8 to GX-TP4, and GV-TP8 to GV-TP4 - If more than 5
VDC: Failed GX or GV.
c. SE-TP13 to SE-TP14 - If more than 5 VDC: Failed SE.
d. FP-TP9 to FP-TP18 - If more than 65 VDC: Failed FP.
e. FP-TP9 to FP-TP1 - If more than 65 VDC: Failed FP.
f. FP-TP1 to FP-TP14, and FP-TP18 to FP-TP14 - Voltages less
than 10 VDC. If voltage is more than 10 VDC or if there is no
voltage: Failed FP.
g. Check for equal voltages (approximately 75 VAC with engine at
idle speed) SE-TP6 to SETP8 to SE -TP8 to SE-TP10, and SE-
TP10 to SE-TP6. If voltages do balance: Failed SE.
WARNING
DO NOT PLACE GENERATOR FIELD CIRCUIT BREAKER IN THE ON
POSITION UNTIL THE THROTTLE IS IN IDLE POSITION. THE CIRCUIT
CHECK POSITION OF THE TEST PANEL TEST SWITCH DOES NOT
PREVENT EXCITATION OF THE MAIN GENERATOR.

0
TROUBLE POSSIBLE
REPORT CAUSE
PART 3 OF 3 PARTS
Zero or much less than 46 VDC; TP11 to TP12 on test panel.
Controls and switches set up for power operation; Test panel test
switch in CIRCUIT CHECK position. Generator field circuit
breaker open. Throttle Run 8.
a. TH-TP1 to TH-TP14 - If not 74 VDC, check wiring to TH-TP1.
b. TH-TP10 to TH-TP14 - If less than 65 VDC, failed TH.
c. TH-TP3 to TH-TP14 - If less than 65 VDC, failed TH, or wiring
error from TH-TP10 to THTP2.
d. RC-TP3 to TH-TP14 - If less than 65 VDC, check wiring
between TH and RC.
e. RC-TP3 to RC-TP14 - If less than 40 VDC, remove FP. If voltage
increases to more than 65 VDC, go to step “f”. If voltage does
not increase, make certain that RC-TP6, TP4, and TP7 to
negative are open. If they are open, RC is failed.
f. Replace FP. Check FP-TP7 to RC-TP14 - If less than 40 VDC,
failed FP or shorted load regulator, bad load regulator brushes,
jammed load regulator.
g. Check voltage RC-TP6 to RC-TP14 - If less than 40 VDC, failed
WS relay.
LOSS OF NORMAL No action required. The wheel slip control system responds under
POWER CORRECTIV severe conditions to maintain power at an optimum level for
REPORTED E ACTION adhesion conditions. The lowering of the power level under severe
UNDER BY WHEEL conditions should not be misinterpreted as a fault.
SEVERE SLIP
TRACK CONTROL
AND SYSTEM
GRADE
CONDITIO
NS
LACK OF WS MODULE Refer to General Qualifications procedures to verify WS module
ADHESION FAILURE function. Refer to Troubleshooting Outlines for WST and WS
AND qualification.
WHEEL
SLIP
CORRECTI
ON
REPORTED

TROUBLE POSSIBLE
REPORT CAUSE
H.V. MOISTURE Dry out wet area.

GROUND/ GROUND
FAULT
GROUNDED Repair or replace.
CABLE OR
DEVICE
TRACTION Inspect, clean and repair flashed motor if required. Refer to General
MOTOR Qualification procedures to verify GV module action.
FLASHOVER
Refer to General Qualification procedures to verify WS module
action; Troubleshooting Outlines for WS and WST function.
MAIN Inspect main generator for blown fuses and shorted diodes. Inspect
GENERATOR for bad capacitors and resistors. M.I. 3317-2. Qualify GV module
FAULT in the event of multiple diode failure. Refer to Grid Load Checks in
Troubleshooting Outlines.

0
GENERAL TROUBLE GUIDE

GOVERNOR
OPERATING HP LOAD TYPE OF
ENGINE RACK
OR TEST VxA REGULATOR TROUBLE TO
SPEED POSITION
CONDITION 700 POSITION SUSPECT
INDICATOR
Load test or Normal LOW OR NO LONG Max. Field ELECTRICAL

road LOAD
operation TH
8 over 40 km/
h (25 MPH)
Load test or Possibly Variable HUNTING HUNTING ELECTRICAL
road Variable or
operation MECHANICAL
Load test or Normal LOW NORMAL BALANCED MECHANICAL
road
operation TH
8
Load test or Normal LOW LONG Balanced, but MECHANICAL
road toward - Gov. ENGINE
operation TH minimum. AIR
8 field.
Load test or Normal LOW or SHORT BALANCED MECHANICAL
road HIGH - Gov.
operation the
8
Load test or LOW LOW or SHORT MINIMUM ELECTRICAL
road HIGH
operation TH
8

GOVERNOR AND GOVERNOR RELATED TROUBLESHOOTING
RECOMMENDED TEST OR
TROUBLE REPORT POSSIBLE CAUSE
CORRECTIVE ACTION
Insufficient travel of 1.Wrong terminal shaft lever 1. Change terminal shaft lever.
injector adjusting link to applied to governor. Lever should measure 10.6 cm
obtain correct injector rack (4- 3/16”) between hole centers.
setting.
2. Terminal shaft lever improperly 2. If lever has no double serration,
applied to governor. apply new lever. Lever should
have double width serration
matched with missing serration
of terminal shaft.
3. Wrong terminal shaft on 3. Replace governor. Missing
governor. serration should be at 3 o’clock
position.
4. Wrong terminal shaft scale on 4. Replace governor. Scale should
governor. be graduated from 3.15 to 1 cm
(1.96” to.62”).
5. Terminal shaft scale quadrant 5. Scale should indicate 3.16 cm
mislocated. (1.96”) with engine shut down.
Relocate quadrant and tighten
clamp screw.
Governor low oil plunger 1. Governor low oil time delay too 1. Reset governor low oil plunger
trips when starting engine. short, or engine slow in immediately, and crank engine
developing oil pressure. again. With engine operating at
idle, check and reset time delay,
if necessary. See EMM
Governor Section.
2. Low water or crankcase pressure 2. Check detector reset buttons to
detector tripped. ensure they are in the set
position.
3. Engine oil pressure line to 3. Replace oil line.
governor broken or crimped.
4. Hot oil shutdown valve stuck 4. Replace valve if defective. See
open or leading. LSM Lubricating Oil Section.
5. True low engine oil pressure. 5. See EMM Lubricating Oil
Section.

0
RECOMMENDED TEST OR
CORRECTIVE ACTION
Governor fails to control 1. Insufficient fuel. (Terminal shaft 1. Replace fuel filter elements.
engine speed when starting goes to full-fuel position). Clean fuel strainer element if
engine. applicable.
2. Insufficient oil in governor. 2. Check governor sight glass for
(Terminal shaft goes to no-fuel proper oil level. See EMM
position). Governor Section for procedure
and M.I. 1754 for correct
lubricating oil.
3. Governor shutdown adjusting 3. Remove governor cover and
screw clearance at Idle too close. check to see that shutdown rod
(Terminal shaft goes to no fuel and nuts are free and that speed
position). indicator pointer is at IDLE. See
EMM Governor Section.
4. Defective governor. (Terminal 4. Remove governor cover and
shaft goes to no-fuel position). check to see that speed indicator
pointer moves from STOP to
IDLE position when cranking
engine. Replace governor if
speed indicating pointer does
not move.
5. Incorrect injector rack setting. 5. Reset injector racks. See EMM
Fuel Section.
Idle speed approximately The cap under the “D” solenoid is Install parts correctly or replace
50 RPM low. cocked or the spring around the governor. See EMM Governor
“D” solenoid plunger rod is not Section.
installed correctly.

RECOMMENDED TEST OR
CORRECTIVE ACTION
Governor hunts. 1. Compensating needle valve not 1. See EMM Governor Section.
properly adjusted.
2. Too much or too little oil in 2. See EMM Governor Section for
governor. procedure, and M.I. 1754 for
correct oil.
3. Governor hunts for a short time 3. Run engine for a short period of
when engine oil and governor oil time to warm the oil.
are cold.
4. Insufficient fuel. 4. Fuel return sight glass must be
full and relatively clear at all
speeds and loads. Replace fuel
filter elements and clean fuel
strainer element if applicable.
Check that fuel pump is of
adequate capacity.
5. Binding injector control shaft 5. Make certain that all control
linkage or sticking injector. shaft linkage is free. (Replace
sticking injector or free up
linkage).
6. Wheel slip action due to 6. Match wheel diameters.
variations in locomotive wheel
diameter.
7. Governor binding internally. 7. Replace governor.
Governor hunts only at full 1. Insufficient fuel to maintain 1. Replace fuel filter elements.
load. engine speed at full load. Partial Clean fuel strainer element if
fuel restriction. applicable. Fuel return sight
glass must be full.
2. Defective load regulator 2. Qualify rheostat.
rheostat.
3. Other electrical problems. 3. See LSM Section 10B -
Electrical Qualification.
Engine overloaded. 1. Insufficient fuel. 1. Check fuel filter and strainer if
Governor terminal shaft at applicable. Return fuel sight
full fuel position, but glass must be full.
engine speed bogs down.
2. Over excitation of main 2. See LSM Section 10B -
Load regulator in minimum
generator. Fault in power control Electrical Qualification.
field position.
circuits.

0
RECOMMENDED TEST OR
CORRECTIVE ACTION
Engine underloaded. (Not Underexcitation of the main See LSM Section 10B - Electrical
producing proper generator. Fault in power control Qualification.
horsepower). Engine at circuits.
rated speed
Governor terminal shaft at
longer than specified rack,
and load regulator in
maximum field position.
Engine is loaded and runs 1. Governor terminal shaft 1. With engine shut down,
at rated speed, but governor quadrant off location. quadrant scale should indicate
terminal shaft is at longer 3.16 cm (1.96”). Relocate
than specified rack length. quadrant and reset injector
Load regulator is balanced. racks.
2. Improperly set governor. 2. Reset governor balance point.
See EMM Governor Section.
Load regulator stays in 1. Insufficient fuel. 1. Check fuel filters and strainer if
minimum field position applicable. Return fuel sight
with the engine at idle. glass must be full.
2. One or more injectors defective. 2. Qualify injectors. See EMM
Fuel Section.
3. Governor overriding solenoid 3. Replace governor.
stuck, or spring under overriding
solenoid plunger broken.
4. Injector rack length not properly 4. Reset injector rack length. See
set at 2.54 cm (1.00”) on EMM Fuel Section.
governor terminal shaft scale.
5. Governor to load regulator lines 5. Reapply lines correctly.
reversed.
Governor fills with oil. 1. Ruptured low oil pressure 1. Replace diaphragm or change
diaphragm. out governor.
2. Defective seal on load control 2. Replace governor.
pilot valve plunger.
3. Porous column casting. 3. Replace governor.
Governor loses oil. 1. Defective drive shaft seal. 1. Replace drive shaft seal or
replace governor.
2. Defective terminal shaft seal. 2. Replace governor.

RECOMMENDED TEST OR
CORRECTIVE ACTION
Governor does not change 1. Loose governor plug. 1. Check governor plug for
speed when throttle is looseness. Replace governor.
changed.
2. Solenoids do not respond to 2. Replace governor. Make certain
throttle setting. that control circuits are
providing power to energize
solenoids.
3. Locomotive in consist does not 3. Correct control circuit problem.
reduce engine speed for
corresponding throttle reduction.
Low voltage feed in trainline
holds solenoid(s) in once
energized.
Engine speed will not 1. Engine air filters clogged. 1. Replace engine air filter
increase beyond 6th elements.
throttle speed.
2. Engine filter switch defective. 2. Replace engine air filter switch.
3. Reset EFL (Latching Relay)

SECTION 10C. TROUBLESHOOTING OUTLINES
The Troubleshooting Outlines provide a guide to finding and correcting reported problems of a
specific nature. In order to identify sections or publications which may be of assistance in identi-
fying and correcting problems, an Instruction Reference column is provided on the right hand side
of the Troubleshooting Outlines.
The following Reference Symbols are listed in alphabetical order. These symbols consist of one
or more letters, and are generally similar to the common words which describe a component or
problem. The Reference Symbols used in this text, as well as the pages on which they are located,
are as follows:
LEGEND OF REFERENCE SYMBOLS Page

BATT Battery 10C-2
CB Circuit Breaker 10C-3
CP Crankcase (Oil Pan) Pressure 10C-5
CT Current Transformer 10C-6
DP Dyn. Brake Protection 10C-7
DR Dyn. Brake Regulator 10C-8
EL Main Generator Field Excitation Limit Module 10C-10
EMM Engine Maintenance Manual
FP Feedback Performance Module 10C-11
FZ Fuse 10C-13
GL Grid Load Check 10C-14
GOV Governor 10C-17
GPT Generator Potential Transformer 10C-18
GR Ground Relay 10C-19
GV Generator Voltage Module 10C-22
GX Generator Excitation Module 10C-23
HDL Headlights 10C-25
HOT Hot Engine 10C-26
LO Low Oil Pressure 10C-29
LR Load Regulator 10C-30
MFP Motor Field Protetion 10C-31
NVR No Voltage Relay
(Auxiliary Generator, Companion Alternator) 10C-32
RC Rate Control Module 10C-33
SCR Main Generator Excitation Controlled Rectifier 10C-34
SE Sensor Module 10C-35
TH Throttle Response And Reference
Voltage Regulator Module 10C-36
TR Transition Module 10C-37
UL Underloading/Unloading 10C-38
VR Voltage Regulator Module 10C-40
WS Wheel Slip Module 10C-41
WST Wheel Slip Transductor 10C-42
TROUBLESHOOT ING OUTLINES 10C-1

GENERAL TROUBLESHOOTING OUTLINE
TROUBLE - POSSIBLE CAUSE AND SYMPTOM

Test Procedure
Instruction
Reference
Reference
Normal Indication For Test Setup Or Operating Condition
Symbol
Fault Indication And Corrective Step

*(Asterick Indicates Most Probable Fault)
BATT EXCESSIVE USE OF BATTERY WATER
Check voltage between VR-TP1 positive, and VR-TP14 nega-

tive.
74 VDC (+/- 0.5 Volts)
If voltage is higher than the allowable range, manipulate

the adjustment screw on the face of the VR Module to bring
the voltage within tolerance. If the voltage is still out of tol-
erance, replace the VR Module with a qualified module, and
retest. VR
Reset the new regulator to the voltage required by the rail-
road for proper battery charging characteristics.
CAUTION
An Auxiliary Generator voltage of less than 72 Volts
may result in marginal excitation of the Companion
Alternator. The fast speed pickup of the cooling fan
motor may not be obtained.
BATT BATTERY CHARGE LOW
Battery charging indicator shows a high charging rate. Check the

specific gravity. Check voltage between the left side, and right
side of the main battery switch.
74 VDC (+/- 0.5 Volts)
By using the adjustment on the face of the VR Module (if

equipped), adjust the charging voltage as required to obtain
a satisfactory charging rate.
CAUTION
Unless the diesel engine is completely stopped, do not
remove or install the VR Module.
10C-2 SDL50 Locomotive Service Manual


Test Procedure
Instruction
Reference
Reference
Symbol

CB AUX. GEN. FIELD BREAKER TRIPPED
Engine shut down and isolated. Pull out the VR Module and
open the Auxiliary Generator Circuit Breaker. Check the Auxil-
iary Generator for shorts and grounds.
Possible cause of a tripped breaker could be an Auxiliary

Generator ground or short. *
If the Auxiliary Generator tests good, replace the VR Mod-
ule, and retest. VR
Also, check the Aux. Gen. Circuit Breaker. CB
CAUTION
The engine must be completely stopped when removing
or installing the VR Module.
CB GEN. FIELD CIRCUIT BREAKER TRIPPED
Check for the following defects:
a. Defective SCR Assembly. SCR*

b. Defective Sensor SE. SE
c. Defective Excitation Limit circuit EL. EL
d. Defective Voltage Regulator GV. GV
e. Short AR10 Slip Ring Brushes
Refer to specific instructions for the component.
NOTE
There is no Companion Alternator Field Circuit Breaker or fuse. In order
to minimize any voltage drop in the cabling, and thus maintain full
alternator excitation and ensured rapid fan motor starting, the alternator
field is connected directly across the output of the Auxiliary Generator. If
a short circuit appears across the output of the Auxiliary Generator, the
machine (being self-excited) will not support the short. Voltage will
decrease, and the alternator will not be harmed. A “no power” alarm will
be given, and engine speed and power will be reduced to IDLE.
TROUBLESHOOTING OUTLINES 10C-3


Test Procedure
Instruction
Reference
Reference
Symbol

CB AUXILIARY GENERATOR CIRCUIT BREAKER OPEN

No power alarm reported. Engine at IDLE speed.
As a precaution, first measure voltage from the upper two termi-

nals of the Circuit Breaker, to the negative (right) side of the
main battery switch.
Voltage Zero, or close to Zero.
Voltage at, or near 64 VDC, indicates a shorted Battery

Charging Rectifier.
If the voltage is Zero, or nearly Zero, remove the Auxiliary

Generator Circuit Breaker, and verify that it is working
properly. Disconnect the VR Module.
CAUTION
The engine must be completely stopped when removing
or installing the VR Module.
Check the BN string for shorts or grounds. If the circuit is

satisfactory, the VR Module is probably defective. Replace
the VR Module with qualified module, and reset the Auxil-
iary Generator Circuit Breaker. Start the engine, and check
for proper operation. VR*
Check the headlights. These may have burned out from high
voltage, prior to the Circuit Breaker being opened.


Test Procedure
Instruction
Reference
Reference
Symbol

CP CRANKCASE PRESSURE DETECTOR SUSPECTED DEFECTIVE

Any time a true crankcase pressure trip has occurred, or is suspected to have
occurred:
Using a metering device comparable to that illustrated below in

Figure 10C-1, check the crankcase (oil pan) pressure detector
trip valve.
Shut the engine down. Operate the device to trip the detector.
Then, reset the detector. Ignore the first trip value. Slowly
operate the vacuum metering device again. The crankcase
pressure detector trip button should pop out at a maximum of
6.35 cm (2.5”) water, with increasing vacuum at the vent open-
ing. Minimum of 2 cm (0.8”) water.
If the detector does not trip when maximum value is

reached, replace the detector with a qualified detector. The
detector may be qualified with bench apparatus. M.I. 259
TS41695 ( Ref. 23789)
Figure 10C-1. Typical Metering Device


Test Procedure
Instruction
Reference
Reference
Symbol

CT CTA, CTB, CTC, CURRENT TRANSFORMERS SUSPECTED DEFECTIVE

Underloading UL
Check CT’s (Current Transformers of MG)
Check CT’s with unit in throttle 1 stall or Throttle 1 when con-

nected to load box. With meter on AC volts check for balance
between pins (15 and 16), pins (15 and 17) and pins (16 and 17)
on the FP module. Voltage readings should be with 10% of each
other. Readings not within 10% indicate a bad current trans-
former in Main Gen.
If the Current Transformers are not defective, verify that a

fault does not exist in the generator wiring.


Test Procedure
Instruction
Reference
Reference
Symbol

DP DP MODULE SUSPECTED FAULTY
At the back of the electrical cabinet, disconnect the BB13 wire

from terminal 22 of the DP terminal strip. In the cab connect a 0-
100 DC voltmeter to test panel GP and GN terminals. Using a
motor generator set, connect DC positive at DP-TP28.
Engine running: Controls and switches set up for dynamic

braking; move dynamic braking handle to maximum braking
position. Voltmeter at GP-GN will jump, then settle to a lower
value within a few seconds.
Slowly apply and increase MG set voltage.
The DP module should regulate and main generator voltage

drop off when MG set voltage is between 270 and 330 volts,
with cold grids. (Normally 315 volts when grids are hot.)
If correct regulation does not occur, replace the DP module

and repeat the test. GL
If retests fails, qualify the RC module. RC
DP DP MODULE SUSPECTED FAULTY
Check motor field protection MFP

NOTE
The above instructions for checking only. Settings are to be made only
with bench test equipment.


Test Procedure
Instruction
Reference
Reference
Symbol

DR DR MODULE SUSPECTED FAULTY GL

Engine running; Independent brake fully set (to open IPS switch
when applicable); Controls and switches set up for dynamic
brake operation; Brake handle at maximum position. Measure
the voltage RC-TP13 to TP14, then connect a jumper from
DR-TP4 to TP5.
Voltage should decrease very slowly to less than 1 VDC.
If voltage RC-TP13 to TP14 does NOT decrease, replace the

DR module with a qualified DR module and retest. If retest
fails, qualify the RC module. RC
NOTE
A satisfactory indication on the above test does not by
itself qualify the DR module. Various portions of the DR
circuits are not tested by the above test. Refer to the other
test. DR-2
DE
GL


Test Procedure
Instruction
Reference
Reference
Symbol

DR DR MODULE SUSPECTED FAULTY
Disconnect wire (BKF6) from L2 terminal of MR and connect the

positive output terminal of an MG set to the wire. Disconnect
wires (BKY1) from L1 terminal of MR and connect the negative
output terminal of an MG set to the wire. Connect a voltmeter to
indicate MG set output voltage (about 300 Volts). Connect a
1-100 volt DC voltmeter at test panel GP and GN terminals.
Engine running; controls and switches set up for dynamic

braking; Move the dynamic braking lever to maximum braking
position. Voltmeter at GP-GN will jump, then settle at lower value
within a few seconds.
Slowly apply MG set voltage.
The DR module should regulate and main generator voltage

should drop off when MG set voltage is between 295 and 310
volts.
Return MG set voltage to zero.
Main generator volts will return to the former value.
On units equipped for “Grid Current Trainlined Control” of

dynamic brakes reference DR covering grid current control
checks. DR
If correct indications do not occur, replace DR module with
a qualified module and repeat the tests. If retest fails,
qualify the RC module. RC
GL
NOTE
The above instructions are for checking only. Settings are
to be made only with bench test equipment


Test Procedure
Instruction
Reference
Reference
Symbol

EL EL MODULE SUSPECTED FAULTY
With the Isolation Switch in RUN, The Generator Field Switch

OFF, the Reverser Handle centered in NEUTRAL, and the Throt-
tle in IDLE, operate the EL Test Switch.
The EXCIT. LIMIT Light on the AN Module comes on. The

EQP Relay drops out.
If the EQP Relay fails to drop out, and the AN Light fails to
come on, advance the Throttle to Notch 2 (or Notch 3, if nec-
essary) and again operate the Test Switch. If the EQP Relay
still fails to drop out, and the AN Light fails to come on,
replace the EL Module, and retest. If the replacement mod-
ule fails to respond to the Test Switch, qualify the Excitation
Limit Transductor, ELT.
Reset the AN Module.
EL EL MODULE OR ELT TRANSDUCTOR SUSPECTED FAULTY
Short circuit the main generator by connecting cables from each

positive generator terminal to the right side of the main generator
shunt panel bus. Disconnect the ARP1 cable from the front nega-
tive terminal of GFD, and bolt one side of a 300 Ampere 75 Milli-
volt shunt to the terminal. Connect the ARP1 cable to the other
end of the shunt. Connect a 0-75 Millivolt meter to the shunt.
With the engine running, and controls set up for power operation,
advance the Throttle as required.
When the Main Generator field current is at the pickup value,
the ELR Relay in the EL Module should pick up to drop out
EQP and GFC. Field current will rise and fall as EL picks up
and drops out. (Peak at nominally 154 Amperes).
The current should now peak at a higher value (Nominally 154
Amperes).
If improper regulation is obtained, replace the EL Module
with a qualified EL Module, and retest.
If the retest fails, replace the ELT Transductor with a quali-
fied transductor, and retest.
Reset the AN Module.


Test Procedure
Instruction
Reference
Reference
Symbol

FP FP MODULE SUSPECTED FAULTY

Abnormal current feedback signal.
Power setup, Air brake set, Throttle in Notch 1, Motors stalled.
Measure the AC Voltage between test points FP-TP15 to TP16,

TP16 to TP17, and TP17 to TP15. The lowest voltage reading
should be within 15% of the highest reading.
If voltage readings TP15 to TP16, TP16 to TP17, and TP17 to

TP15 are out of balance (15% or more), replace the FP Mod-
ule with a qualified FP, and retest. FP
Qualify Current Transformers CTA, CTB, CTC. Verify the accu-
racy of connections to the CTs. CT
CAUTION
If the Current Transformers are open circuited with the
Main Generator excited, extremely high and damaging
voltage will result.

Abnormal voltage feedback signal.
Place the Test Panel Rotary Switch in the LOAD TEST position,
and center the Reverser. With the engine running, and controls
set up for power operation, place the Throttle in Notch 1.
To read the GPT-1 output, measure the AC Voltage, (with a 0 -

150 AC Voltmeter) at the following points: FP-TP8 to TP10,
TP10 to TP12, and TP12 to TP8.
Also measure at FP-TP2 to TP4, TP4 to TP6, and TP6 to TP2.
The lowest reading from a single GPT should be within 10% of

the highest reading. VR
If voltage readings differ by more than 10%, use an Ohmme-
ter to check the FP Module. Verify the accuracy of connec-
tions to the GPT. FP
Qualify the GPT. GPT


Test Procedure
Instruction
Reference
Reference
Symbol


Faulty feedback signal causes overloading or unloading.
Pull out the FP Module, and test it with an Ohmmeter between

terminal connections.
A low reading indicates a shorted component.
An infinity reading indicates an open component.

NOTE
Verify the polarity of the Ohmmeter leads.
(+) Indicates that uncertain forward resistance of diodes

must be added to the reading. Diode forward resistance
will vary with the meter scale used, and with the individ-
ual diode.
On straight resistance readings, allow a 5% to 10%

meter tolerance.


Test Procedure
Instruction
Reference
Reference
Symbol

FZ RADIATOR FAN MOTOR FUSES BLOWN

Indicating Pin protrudes
Replace BOTH fuses in the fan motor circuit with qualified fuses.
NOTE
If an inspection reveals a single blown fuse in the fan
motor circuit, always replace BOTH fuses. This is neces-
sary, because the second fuse could have been in the pro-
cess of opening when the locomotive unit was shut down
for some other reason. Such a fuse would probably open
the next time the fan motor is called upon to start.
If for some reason good fuses are removed from a unit,

they should be removed in pairs from the individual motor
circuit, so that each motor involved becomes completely
isolated.
Check appropriate fan for open or grounded phases.
FZ AR10 RECTIFIER FUSES BLOWN
Check for the following defects:
a. Defective GV Module GV
b. Defective SCR SCR
c. Bad commutation resistors or capacitors M.I.3317-2*
d. Shorted diodes in same bank
Refer to specific instructions for the component.


Test Procedure
Instruction
Reference
Reference
Symbol

GL GRID LOAD CHECK OF MODULAR CIRCUITS
NOTE
The following generic instructions are for inspection
only. (Some locomotives may not be equipped for these
tests). Settings must be made with bench test equipment.
GV Regulation
GX Regulation
FP Characteristics
Stop the diesel engine.
Prepare the locomotive for Load Testing, as outlined in Sec-

tion 8 of this manual.
Connect one end of a 100 ohm 100 watt potentiometer to pos-

itive 74 volts. Connect the other end to negative.
Place the Test Panel Rotary Test Switch in the LOAD TEST posi-
tion. Start the diesel engine, and set up control for power opera-
tion with the Reverser CENTERED.
CAUTION
Do not exceed throttle No. 1 position on units not
equipped for automatic self loading.


Test Procedure
Instruction
Reference
Reference
Symbol

GL CHECKING GV REGULATION
NOTE
To be done only when connected to external load box.
Open the Throttle, one step at a time. Verify that the grid blower
is operating. If hot spots appear on the grids, IMMEDIATELY
STOP LOADING
The Load Regulator should remain at, or near MAXIMUM field

position at all throttle positions.
GV should regulate at 1250 Volts. Voltage appears across GV-

TP8 to TP4.
WARNING
If the Main Generator rectified voltage exceeds 1325
VDC, immediately return the Throttle to IDLE.
If regulation is incorrect, replace the GV Module with a

qualified GV and retest.
GL CHECKING GX REGULATION
Place the Throttle in IDLE. Connect a jumper from GV-TP8 to

GV-TP4.
Advance the Throttle, one step at a time, to Run 8.
The GX regulates, and voltage appears across GX-TP8 to

GX-TP4.
CAUTION
If the voltage exceeds 1250, immediately return the
Throttle to IDLE.
If regulation is incorrect, replace the GX Module with a quali-

fied GX, and retest. ELT


Test Procedure
Instruction
Reference
Reference
Symbol

GL FP MODULE OPERATING CHARACTERISTICS CHECK
NOTE
Use of the applicable Operating Characteristics Graph is
required during this check. The Characteristics Graph
number is referenced on the FP Module drawing.
Connect an external load box across the GP and GN buses.

(Connect the load box independently.)
Select external loading resistance, in steps, in order to obtain

values of total loading resistance which approximate the follow-
ing:
1. 0.016 Ohms
2. 0.022 Ohms
3. 0.296 Ohms
4. 0.42 Ohms
Connect meters to read the following:
1. Main Generator Voltage = Vg
2. Main Generator Current = Ig
3. Load Regulator Voltage (+ to -) = Vlr
4. Load Regulator Arm Voltage (arm to -) = Varm
To determine the Generator Voltage and Current points, within

the power control (feedback) lines on the Characteristics Graph
(grid load), apply the following formulae:
Vgfb = Vg (Vlr/Varm)
Igfb = Ig (Vlr/Varm)
Vgfb is the Generator Voltage that would result if Horsepower

were not controlled by the action of the Load Regulator.
Igfb is the Generator Current that would result if Horsepower

were not controlled by the action of the Load Regulator.


Test Procedure
Instruction
Reference
Reference
Symbol

GL (FP) continued from previous page

Each Vgfb - Igfb point should fall within the power control (feed-
back) lines on the Characteristics Graph (grid load portion).
If incorrect indications are obtained, check the various inputs

to the FP Module. GPT
If inputs are satisfactory, replace the FP Module with a quali-
fied FP, and retest. CTs
GOV LOAD REGULATOR TIMING SUSPECTED FAULTY
Engine running and warm, Generator Field Circuit Breaker open,

Throttle in Notch 3, Load Regulator in MAXIMUM position, Gov-
ernor cover removed.
To obtain warm oil lines, press and release the Test Switch on
TH Module several times.
To lift the pilot valve and fully uncover the unloading ports, insert
and twist a screwdriver blade. However, do not uncover the over-
riding solenoid dump slots. (The pilot valve pointer should be just
at the top of the letter “T” of the word “START”.)
The Load Regulator travels from MAXIMUM to MINIMUM

position in approximately 2 to 5 seconds.
Quickly release, and withdraw the screwdriver.
CAUTION
Make certain that the pilot valve scale pointer operator
does not slip under the washer on the pilot valve opera-
tor.
The Load Regulator travels from MINIMUM to MAXIMUM

position in approximately 16 to 25 seconds.
If the governor timing is incorrect, replace the governor

with a qualified governor, and retest.


Test Procedure
Instruction
Reference
Reference
Symbol

GPT GENERATOR POTENTIAL TRANSFORMER(S) SUSPECTED DEFECTIVE
Place the Test Panel Rotary Test Switch in the LOAD TEST posi-
tion, and center the Reverser. With the engine running, and con-
trols set up for power operation, place the Throttle in Notch 1.
Never advance past throttle 1 - unit is not equipped with self
load.
With a 0 - 300 AC Voltmeter, measure the AC Voltage from FP-

TP8 to TP10, TP8 to TP12, and TP10 to TP12.
The three readings should balance within 10% of each other.
Also read from FP-TP2 to TP4; TP2 to TP6; TP4 to TP6.
The three readings should balance within 10% of each other.
If the voltage readings differ by more than 10%, verify the

accuracy of connections to the GPT. Check for continuity of
the GPT and wiring.
Isolate the various GPT inputs to circuit modules, and repeat the
voltage balance checks.
CHECKING FOR FAULT IN GV
Pull out the GV Module, Connect a jumper from GX-TP4 to SE-

TP13. Open the Throttle as required.
Check the voltage balance from FP-TP8 to FP-TP10, FP-TP8 to

FP-TP12, and FP-TP10 to FP-TP12.
If the voltage readings balance when the GV is isolated,

replace the GV Module, and retest.
CAUTION
Do not exceed Throttle No. 1 on units not equipped for
automatic self loading.


Test Procedure
Instruction
Reference
Reference
Symbol

GR GROUND RELAY LIGHT

Traction motor flashover, Moisture ground, Insulation breakdown, Loose com-
ponent, Multiple Main Generator diode failure, Leaking capacitor.
Inspect motors for any indication of flashover or damage.
No heavy carbon tracks on motor commutator or riser, Brush

“pigtail” leads intact, Brushes in acceptable condition.
If flashover is indicated, repair flashover damage, and clean

the motor as required.
Visually inspect switchgear for burns, cuts, and evidence of
moisture.
Repair defects as required.

Visually inspect for multiple blown fuses in Main Generator recti-
fier assembly. Visually inspect for burned suppression resistors,
and damaged capacitors. M.I.3317-2
No indicator pins protrude from fuse, Capacitors not bulged,

Resistors not burned, Wires not burned or broken.
Wherever blown fuses are indicated, test fuses and diodes

for shorts and opens. Renew all faulty diodes and fuses.
Check for defective GV, SE, or FP Modules. Check SCR. M.I.3317-2
Check for grounded or shorted suppression capacitors, and

check for open or shorted resistors. M.I.3317-2


Test Procedure
Instruction
Reference
Reference
Symbol

GR GROUND RELAY LIGHT

Insulation breakdown suspected.
Isolate and stop the unit under test. Remove jumper cables from
between units. Perform megger or high potential tests for insula-
tion failure and electrical ground. The complete procedure is out-
lined in Section 10 of this Manual.
To determine the condition of circuits before making a high

potential test, test suspect circuits and components with a 500
Volt Megohmmeter for approximately one minute.
The normal Megohmmeter indication is 1 Megohm or more.
If under 1 Megohm, the circuit is suspect.

Test suspect circuits (except control circuits and the cranking
motor), and components with a high potential tester, @ 1050
Volts for 1 minute.
Normal indication should be less than 1/3 Ampere leakage.
A leakage of 1/3 Ampere, or more, indicates a fault.

WARNING
Observe personal safety precautions when working with
high voltage. Do not subject static electronic compo-
nents to Megohmmeter or High Potential Tests.


Test Procedure
Instruction
Reference
Reference
Symbol

GR GROUND RELAY LIGHT FAILS TO COME ON

GROUND RELAY LIGHT COMES ON UNNECESSARILY
Locomotive controls set up for power operation, Air brakes set,

Engine running, Reverser lever centered, Test Panel Test Switch
in LOAD TEST position.
WARNING
Do not exceed Throttle 1, and do not allow the Main
Generator voltage to exceed 800 VDC with the Main
Generator open circuited.
If the Main Generator contains a ground, hazardous
conditions can exist if the test ground is made by an
unfused heavy connector.
Connect a 5 Ampere fused jumper from generator positive to

locomotive ground. Connect a 0 - 500 VDC Voltmeter from GP to
GN. Press the Test Switch on the TH Module for five seconds to
drive the Load Regulator to the MINIMUM field position. Then,
open the Throttle to Notch 1 and release the TH Test Switch.
Return the Throttle to IDLE. Move the grounding jumper from
generator positive to generator negative, and repeat the test.
The Ground Relay should pick up between 125 and 150 Volts
DC across the Main Generator.
If Ground Relay action is faulty, check out the ground relay
resistors, rectifiers, and coil. Replace faulty components as
required.
If the Ground Relay fails to pick up during the test, shut the
engine down, and perform the following checks:
a. If the test fuse has blown, disconnect the 021 and 011
wires from the terminal board 31J at the back of the Elec-
trical Control Cabinet. Check for a ground in the wiring
which leads to the generator itself.
b. If the fuse did not blow, disconnect the 021 and 011 wires
from terminal board 31J at the back of the Electrical
Control Cabinet. Insulate, or fold back the wire ends, and
open the Ground Relay Cutout Switch. Apply 74 VDC
across TB31J-L4 and TB31J-R4. If the Relay fails to pick
up, a ground relay detection circuit component is faulty.


Test Procedure
Instruction
Reference
Reference
Symbol

GV GV MODULE SUSPECTED FAULTY

Unit not loading. GPT
Main Generator diodes failing.
Power setup, Air brakes set, Throttle in Notch 1, Motor stalled.

Ohmmeter at low resistance scale. Positive at GV-TP8; negative
at GV-TP4.
Normally Zero, or very low voltage, appears between GV-TP8

and GV-TP4.
If above normal voltage (over 10 VDC) appears at GV-TP8

to GV-TP4, a fault may exist in the GV or FP Modules.
SE Module pulled out, Engine running, Throttle IDLE. Ohmmeter
at low resistance scale. Positive at GV-TP8; negative at GV-TP4.
Ohmmeter should show very low resistance. Pull out the GV

Module. Ohmmeter should show very high resistance.
If resistance remains low when the GV Module is pulled out,

a shorted GV is indicated. Replace with a qualified GV, and
retest.
Throttle in IDLE. Disconnect the Ohmmeter. Reinstall the SE
and GV Modules. Open the AC control Circuit Breaker to isolate
the Companion Alternator coils. Alarm sounds, No Power Light
ON. Power setup, Air brakes set, Throttle 1.
With the Throttle in Notch 1, a full 68 VDC appears between

GV-TP8 and TP4. No load current.
Low voltage (less than 10 VDC) between GV-TP8 and TP4

indicates a shorted GV Module. Replace the GV Module
with qualified GV, and retest.


Test Procedure
Instruction
Reference
Reference
Symbol

GX GX MODULE OR FCT TRANSDUCTOR SUSPECTED FAULTY
Remove the generator bus at the base of the Electrical Control

Cabinet, and short circuit the Main Generator. Disconnect the
wires from the front negative terminal of the GFD Contactor. Bolt
one side of a 300 Ampere, 75 Millivolt shunt to the terminal. Bolt
the wires to the other side of the shunt. Connect a 0 - 75 Millivolt
meter to the shunt.
Connect a jumper from EL-TP5 to EL-TP6.
With the engine running and the controls set up for power opera-
tion, advance the Throttle as required.
The Alternator field current should regulate at nominally 108

Amperes.
If regulation is not correct, check the AC input at GX-TP2 to

TP12, and at GX-TP10 to TP12. If the AC input appears
correct, replace the GX Module with a qualified GX, and
retest.
If the retest fails, replace the FCT Transductor with a quali-

fied transductor, and retest.
CAUTION
Hold high field current levels for as short a time as
practicable.
Return the Throttle to IDLE.


Test Procedure
Instruction
Reference
Reference
Symbol

GX MODULE SUSPECTED FAULTY

Unit not loading.
Excitation Limit Annunciator Light reported. EL
Connect a jumper from C1 to C2 of GFX, and from EL-TP5 to
EL-TP6. Connect a 0 - 74 VDC Voltmeter from GX-TP4 to FP-
TP14.
Controls set up for power operation, Throttle No. 1, Motor

stalled.
Operate the EL Module Test Switch.
The Voltmeter reading should drop to Zero (or near Zero), and
the load meter at the Control Console should drop to Zero, or
near Zero.
If readings are incorrect:
a. Check the AC input at GX-TP10 to TP12.
b. Check the AC input at GX-TP2 to TP12, and again press

the EL Test Switch. The AC Voltage reading should
increase. If the reading does not increase, perform FCT
checks. GX-2
c. If the AC inputs are correct, replace the GX Module with
a qualified GX, and retest.


Test Procedure
Instruction
Reference
Reference
Symbol

HDL HEADLIGHTS FLARE BRIGHT, THEN EXTINGUISH
If the engine continues to run, check the Auxiliary Generator out-

put voltage VR-TP1 to VRTP14.
A normal indication is 74 VDC (+/- 0.5 Volts)
If the voltage is high, adjust to NORMAL with the adjust-

ment Rheostat on the faceplate of the VR14 Module. If the
voltage cannot be set to NORMAL, stop the engine and
replace the VR Module with a qualified VR. Check the bat-
tery water level. VR*
If the engine stops, check the Auxiliary Generator Circuit
Breaker.
Reset the Circuit Breaker if it is open, and replace the VR

Module with a qualified VR, and test.
CAUTION
Do not remove, or install the VR Module unless the
engine is completely stopped.


Test Procedure
Instruction
Reference
Reference
Symbol

HOT HOT ENGINE TEMPERATURE
Check the water level on the tank sight glass.
Water level satisfactory. No evidence of water loss.
If water is low, inspect for leaks or overheating.
a. Check the oil level.
b. Press the Test Button on each Temperature Switch, to

verify fan and shutter operation.
c. Visually inspect piping, pumps, and the radiator for leaks.
d. Visually inspect the engine top deck and air box for evi-
dence of water leaks.
e. Inspect the exhaust stack, for evidence of chromate in the

exhaust system.
f. Test the oil for the presence of water.
If standard checks fail to reveal the source of repeated water

loss, extended engine loading, system pressurization, and
engine teardown may be required to reveal the source of the
leak.
WARNING
Do not subject the water tank to pressures greater than
345 kPa (50 psi). If pressure in excess of 345 kPa (50
psi) is required to test the engine, isolate the engine by
using blanking plates at the water pump connections
and at the discharge “Y”. As an added safety precaution
during testing, maintain the greatest volume of water,
and the smallest volume of air practicable in the system
or engine.
If the water level is not low, verify the operation of the

engine low water detector, as well as the operation of the
low oil shutdown plunger on the engine Governor.


Test Procedure
Instruction
Reference
Reference
Symbol

HOT COOLING SYSTEM TEMPERATURE SWITCHES SUSPECTED DEFECTIVE

Hot engine alarm. HOT
Large movement of governor rack scale pointer as fans come in.
D14 failure
Place thermometer in well of temperature switch manifold filled

with oil. Road or load box under full power.
Temperature switches operate fan contactors in sequence.
}
TA - FC1 - 174°F
P.U. TB - FC2 - 182°F Verify temp indicated
TC - FC3 - 190°F on switch nameplate.
ETS - THL - 215°F
Special Switch Settings
D.O.
TA - FC1 - 159°F
TB - FC2 - 167°F
TC - FC3 - 175°F
ETS - THL - 205°F
} Verify temp indicated
on switch nameplate.
Fans come up to full speed within 15 seconds.
Two fan contactors pick up within a few seconds of each HOT

other. Shut the unit down immediately. Inspect and megger
the D14, the fan motors, and fan cables. Check temperature
switch part numbers. Replace any switch suspected
defective.
Third fan fails to come up to speed within 15 seconds. Verify

that voltage from auxiliary generator fuse to BN in
minimum 72 VDC.


Test Procedure
Instruction
Reference
Reference
Symbol

HOT HOT OIL DETECTOR QUALIFICATION TEST
Remove detector from engine and test as follows:
1. Connect air lines to and from valve so that flow is in direction

of arrow.
2. Place valve in thoroughly agitated liquid bath so that half the
valve body is immersed. (Dow glycerine, USP grade 96%
recommended.)
3. Heat the bath. After 235°F is obtained, the rate of rise must
not exceed 1°F per minute.
4. Apply 50 psi air pressure and observe for leaks. No leaks
between valve body and cap are acceptable.
5. At 250°F, maximum rate of leakage to be 10 SCFH.
(Standard cubic feet of air per hour)
6. Turn off air to avoid chilling.
7. Raise temperature to 258°F.
8. Turn on air. Minimum rate of flow to be 20 SCFH


Test Procedure
Instruction
Reference
Reference
Symbol

LO LUBE OIL FILTERS SUSPECTED PLUGGED
Check the oil pressure at the quick-disconnect fitting, or at the

plug in the lube oil filter assembly door. The engine should be
running at no load, and lube oil temperature at least 66øC
(150øF), with a 54øC (130øF) water temperature into the
engine.
Less than 172 kPa (25 psi) in Notch 8, or 48 kPa (7 psi) at

IDLE.
A pressure of 172 kPa (25 psi) in Throttle 8, or 48 kPa (7

psi) in IDLE, indicates that the lube oil filters are becoming
plugged. A pressure of 210 kPa in Notch 8, or 56 kPa in
IDLE, indicates that the main lube oil filters are already
plugged, and are bypassing unfiltered oil.
NOTE
Short filter life can be caused by heavy dirt load or water
leaks.
Readings taken at Throttle 8 speed are the most reliable.

If a marginal reading is obtained at IDLE speed, verify
the condition of the filter element at Throttle 8 engine
speed.


Test Procedure
Instruction
Reference
Reference
Symbol

LR LOAD REGULATOR SUSPECTED DEFECTIVE
The engine should be running, and controls and switches set up

for power operation. With the Generator Field Circuit Breaker
OPEN, and the Test Panel Test Switch in the CIRCUIT CHECK
position, place the Throttle in Notch 8. Connect a 0 - 75 VDC
Voltmeter positive at Test Panel Load Regulator B, and the nega-
tive at Load Regulator (-).
The voltage at the Test Panel should be between 40 and 50

VDC.
If voltage is less than 40 VDC, check for the following:
a. Open Load Regulator connections.
b. Bad Load Regulator brush.
c. Seized Load Regulator.

Return the Throttle to IDLE. Disconnect the FP, WS, and RC
Modules. Connect a jumper from Test Panel Load Regulator (+)
to a convenient +74 VDC source. Press the Test Switch on the
TH Module. The meter needle should fall to Zero in approxi-
mately 5 seconds. While closely observing the meter, release
the TH Test Switch.
The meter indication should increase slowly, from Zero to 74

VDC.
After the TH Module Test Switch is released, a momentary

meter needle deflection toward Zero at any time indicates
an open Load Regulator rheostat contact button. Replace
the Load Regulator rheostat with a qualified rheostat.
A sudden jump in the meter reading, from Zero to 74 VDC at

any time after the TH Test Switch has been released, indi-
cates an open Load Regulator rheostat.
CAUTION
Remove the 74 VDC source before reinstalling the RC,
WS, and FP Modules.


Test Procedure
Instruction
Reference
Reference
Symbol

MFP MOTOR FIELD PROTECTION SUSPECTED FAULTY
Engine running; Throttle-idle; Dynamic brake OFF; Reverser in

reverse position.
Apply upward pressure on the tip of transfer switch RV1/L3
contact carrier, Fig MFP-1, and operate the reverser handle to
forward position. THe contact carrier will disengage from the
main lever assembly as the transfer switch operates. The
movable contact assembly of that switch module is left in a
centered position. Other RV switch modules complete their
travel.
Place braking handle i9n SET-UP position. Open engine run
switch to prevent engine speed increase.
Connect a jumper for DP-TP9 to DP-TP14 to discharge a
capacitor. Connect a 0-150 DC voltmeter positive at DP-TP3;
negative at DP-TP12. Remove jumper then advance dynamic
braking handle slowly as required.
MFP relay in DP module picks up as generator voltage rises.
MPF pickup along with EQP dropout should occur between 73
and 79 VDC. EQP cycles in and out.
CAUTION
Immediately wipe handle to OFF if meter goes to full
scale.
If pickup is incorrect, replace DP module with a qualified
DP and reset.
After the test operate the reverser to re-engage the contact
carrier and the main lever assembly. Open the dynamic braking
handle to verify that voltage then settles at a smaller value.
Contact
Carrier
Apply Upward
Pressure
Main Lever
Assembly


Test Procedure
Instruction
Reference
Reference
Symbol

NVR NO AC VOLTAGE RELAY, NVR, DROPPED OUT

Alarm sounds, No Power light on, Engine running.
Check for a tripped Generator Field CB. If tripped, turn the Test
Panel Test Switch to the CIRCUIT CHECK position.
NVR picks up, and Companion Alternator output is satisfac-

tory.
Check for a shorted SCR. SCR*

Check for a tripped AC Control CB.
AC Control Breaker tripped. Pull out Circuit Modules SE,

DR, GV, EL, DP, GX, and WS. Visually inspect for evidence
of a fault.
Disconnect the AX wire from the Number 10 pin at the GX

terminal strip. Close the AC Control Circuit Breaker. If the
NVR Relay picks up, and the Breaker trips again, check for
faulty wiring to Transductors WST, ELT, FCT, and BCT.
NO AC VOLTAGE RELAY DROPOUT REPORTED
Alarm sounds, No Power Light on, Engine running, Hot engine. HOT
Check for a locked or binding cooling fan motor rotor. This could
cause low Companion Alternator voltage.
If breaker is tripped, check for grounded field.

NO AC VOLTAGE RELAY DROPPED OUT
Alarm sounds, No Power light on, Engine stopped.
Check for tripped Auxiliary Generator Field Circuit Breaker.
If the Auxiliary Generator CB is OPEN, check for burned

out headlights, and for a shorted CR-BC.
If the CR-BC is not shorted, replace the VR Module with a

qualified module, and check the Auxiliary Generator volt-
age. VR
CAUTION
Make certain that the engine is completely stopped,
before removing, or inserting a VR Module.


Test Procedure
Instruction
Reference
Reference
Symbol

RC RC MODULE SUSPECTED DEFECTIVE

Rate Control Function suspected defective.
Engine running and warm, Throttle in IDLE, Controls and

switches set up for power operation, Generator Field Circuit
Breaker OPEN, Test Panel Test Switch in CIRCUIT CHECK
position. Pull out the FP Module.
Wipe the Throttle to the Notch 8 position.
The voltage from RC-TP13 to RC-TP14 should increase from

Zero to about 50 VDC in approximately 18 to 36 seconds.
When voltage reaches full value, connect jumpers (as indicated

below) to check the discharge rate. After a jumper is connected
and the discharge rate has been observed, remove the jumper
and allow the voltage to return to full value.
Connect a jumper from RC-TP4 to RC-TP14.
The voltage decays very slowly to Zero (1 to 4 minutes).

Remove the jumper, and allow the voltage to become stable.
The voltage decays at a rapid rate (3 to 7 VDC). Remove the

jumper, and allow the voltage to become stable.
The voltage decays at a rapid rate to near Zero.
If incorrect indications are obtained, replace the RC Mod-

ule with a qualified RC, and retest.


Test Procedure
Instruction
Reference
Reference
Symbol

SCR MAIN GENERATOR EXCITATION RECTIFIER SCR SUSPECTED FAULTY
NOTE
Most SCR failures result in a shorted SCR. This will be
seen as a tripped Generator Field Circuit Breaker, or as a
lack of power control.
If in doubt about the condition of the SCR, perform SE

checks. SE
SE SE MODULE SUSPECTED DEFECTIVE

AC failure. UL
Engine running, Throttle in IDLE, or unit isolated.
SE voltage from TP6 to TP8, TP8 to TP10, and TP10 to TP6

should be balanced, at a value between 65 and 80 VAC.
If voltage is incorrect, or unbalanced, check for the

following:
a. AC Control, or Generator Field Circuit Breaker OPEN.

b. Open wiring, or defective connection.


Test Procedure
Instruction
Reference
Reference
Symbol

SE CHECK SCR’S GATING ON SENSOR MODULE
Engine running, Air brakes set, Controls and switches set up for
power operation.
With DC voltage meter hooked up to main generator field test

points at test panel, apply a 4 prong jumper at test pins 5, 7, 9
(SCR gates) and test pin 11 (SCR gate common) on the SE
module. Load unit throttle 1 stall, there should be no load
indicated on load meter and voltage at main generator field
should be 0 volts DC.
Remove jumper from pin 5, main generator volts should go to

about 24.9 V DC and there should be 150 amps on load meter.
Knock loading off, apply jumper back to pin 5. Load unit to
throttle 1 stall, remove jumper from pin 7, again unit should load
(150 amps) and have about 24.9 V DC on main generator field.
Knock load off, apply jumper to pin 7. Load unit to throttle 1 stall,
remove jumper from pin 9, again unit should load (150 amps)
with 24.9 V DC on main generator field. Knock load off, remove
jumpers.
NOTE
With any one of the jumpers removed and unit does not
load, we then have an open SCR.
With jumper applied and unit loads, we then have a
shorted SCR.
Figure 10C-2. Typical Terminal Jumper


Test Procedure
Instruction
Reference
Reference
Symbol

TH TH MODULE THROTTLE RESPONSE, OR REFERENCE VOLTAGE

REGULATION SUSPECTED FAULTY
Engine running and warm. Open the Generator Field Circuit

Breaker. Place the Test Panel Rotary Switch in the CIRCUIT
CHECK position. Set up the controls for power operation, with
the Throttle in Notch 1.
Voltage from TH-TP10 to TP14 should be 67.7 to 68.2 VDC.
Voltage from TH-TP3 to TP14 should be approximately 12.5

VDC.
Advance the Throttle to Notch 8. The voltage from TH-TP3 to

TP14 increases in steps to approximately 68 VDC.
If voltage is out of tolerance, qualify the VR Module. VR

If voltage from TH-TP1 to TP14 is satisfactory (74 VDC)
but the voltage from TH-TP3 to TP14 is out of tolerance,
replace the TH Module with a qualified module, and retest.
Place the Throttle in Notch 8. Press the TH Test Switch.
As the Load Regulator goes to the MINIMUM field position,

the voltage, from Load Regulator “B” to negative (-) at the Test
Panel terminals, drops to Zero in from 4 to 10 seconds.
If incorrect timing or voltage is evident, qualify the Load

Regulator, Governor, or Rate Control Module, RC. LR
RC
GOV


Test Procedure
Instruction
Reference
Reference
Symbol

TR TR MODULE SUSPECTED FAULTY OR TRANSITION TROUBLE
Engine dead; Generator field circuit breaker ON. Controls and

switches set up for power operation; Reverser forward or
reverse; Throttle 1.
Operate and hold the TR module test switch.
FTX and PR relays pick up; GFC and GFX drop out
Release TR test switch
FTX drops out; “S” contactors drop out; “P” contactors pick up;
TDR and PRA relays pick up; GFC contactor again picks up.
GFX picks up.
Immediately after GFC picks up again, operate and hold the TR

module test switch.
After a time delay, FTX picks up; EOP drops out; Wheel slip
light on.
Release TR test switch.
EQP picks up, and wheel slip light goes out; PR drops out and
the transition circuits sequence back to series-parallel motor
connection.
If indications are incorrect, replace TR module with a

qualified module and retest.
NOTE
If problem is with contactors, refer to schematic sheet
33F


Test Procedure
Instruction
Reference
Reference
Symbol

UL UNDERLOADING
No Main Generator Output, Or Output Lower Than Normal
1. Verify that the GFC, GFD, and EQP Contactors pick up,
and that the Generator Field Circuit Breaker is
CLOSED.
2. Check the output voltage at the TH and RC Modules for

all Throttle positions.
3. Check the position of the Load Regulator. It should be at

a balance point.
4. The resistance of the Load Regulator should be 1500 +/-

0.25% Ohms.
5. Check the wiring to all terminal boards.
6. Check for a proper AC supply to all modules.
7. Check Main Generator, and Companion Alternator slip

ring brushes.
8. Check for correct engine speed, and for correct Governor

power piston balance point. EMM
9. Check for plugged fuel filters. LSM
10. Perform the NOT LOADING, or UNLOADING checks in
Section 11A of the Troubleshooting Guide.
11. Do throttle 1 stall to check contactor pick-up. If GFX

picked up, contactors are functional.
12. If GFX picked up, go to locomotive test panel. Check main

generator voltage at green test points for field excitation.
With DC voltmeter (watch polarity) there should be
fluctuating 24-26 volts in field. If voltage is present at
field, but unit still does not load, there is a problem in the
generator. (Slip rings, brushes etc.)


Test Procedure
Instruction
Reference
Reference
Symbol

UL UNDERLOADING
Difficult to obtain High Current Readings (such as when using the low resis-
tance position on a loading resistor grid, or when checking settings under short
circuit conditions).LSM
1. Check current at terminal 13 or 14 at the SE Module. This cur-

rent should not exceed 1.4 Milliamperes, at 4000 Amperes in
Run 8.
2. If the current at terminal 13 or 14 is high, verify the proper

SCR phase rotation with the engine at IDLE speed, by using
the test setup as illustrated below. The lamp must be bright. If
the light is dim or not lit, there are faulty wiring connections.
3. Check phase rotation at SCR, and at terminal boards.
4. Check the SCR assembly. SCR
TS41693 (Ref. 26711)
Figure 10C-3. Typical Test Setup


Test Procedure
Instruction
Reference
Reference
Symbol

VR VOLTAGE REGULATOR, VR, SUSPECTED DEFECTIVE
NOTE
The VR Module does not provide reference voltage for the
excitation system. The reference voltage regulator is part
of another module.
The Generator Field Circuit Breaker OPEN, Power setup, Air

brake set.
Connect a 0 - 100 DC Voltmeter positive at the Auxiliary Genera-

tor Circuit Breaker, and the negative at the main Battery Switch.
With the engine running, read the voltage at Throttle 1 speed,

and at Throttle 8 speed.
Voltage at Throttle 8 should be within the 74 VDC (+/- 0.5

Volts) range, which is necessary for battery charging. If the
voltage is not within the required range, adjust the voltage by
means of the Rheostat on the VR14 Module faceplate.
The voltage at Throttle 1 should be within 1 Volt of the Throttle

8 voltage.
If the voltage at any Throttle position is not within 1 Volt of

the selected value (74 VDC), replace the VR Module with a
qualified module.
WARNING
Do not close the Generator Field Circuit Breaker until
the Throttle is in the IDLE position. Do not remove, or
install the VR Module unless the engine is completely
stopped.


Test Procedure
Instruction
Reference
Reference
Symbol

VOLTAGE REGULATOR SUSPECTED DEFECTIVE
Locomotive idling, or in service.
Voltage measured from positive at Auxiliary Generator Circuit

Breaker, and from negative at main battery switch, should be
74 VDC. Check output at VR14 TP1 & TP14 should be 74 +/-
0.5 Volts.
If any of the following conditions are observed, replace the

VR Module with qualified module:
Voltage fluctuates between 20 and 40 VDC.
No regulation. Auxiliary Generator Circuit Breaker OPEN.
No voltage.
Voltage oscillates between 80 and 85 Volts.
Low voltage cannot be corrected by the adjusting screw.
WS EXCESSIVE WHEEL SLIP ACTION REPORTED
Check for fault in motor circuits.
Position the unit under test against other locomotive units,

against a bumping post, or against some other restraining
arrangement. Set the air brakes on all units.
With the engine running and warm, and the controls and
switches set up for power operation, advance the Throttle, one
step at a time, to Notch 3. As soon as the current stabilizes in
Throttle 3, return the Throttle to IDLE.
No wheel slip action will occur if motor circuits are in balance.
If a wheel slip action occurs, the motor circuits are out of

balance. Check individual Wheel Slip Transductors. Open
the AC control circuit breaker and disconnect the following:
A x D1 from TB48B1
A x D2 from TB48B2
A x D4 from TB48B3
}Sheet 20F of Schematic
Insulate wire ends. Reconnect one of the above wires
independently to its proper TB48 terminal. Close the AC
control CB and repeat the stall current checks. Perform the
checks for each transductor independently connected.
Wheel Slip response with a given transductors connected
will narrow the fault down to one of the motor circuits.


Test Procedure
Instruction
Reference
Reference
Symbol

WST WHEEL SLIP TRANSDUCTOR SUSPECTED FAULTY
NOTE
In order to check an individual WST transductor, the
motor circuit that contains the WST must first be opened.
The AC power supply to the remaining WST Transductors
is then interrupted by disconnecting wires leading to the
transductor coils.
CAUTION
Do not place insulating material between the Power
Contactor or Transfer Switch main contact tips. The
presence of foreign material at contact tips could lead to
failure of the device.
To open a motor circuit, use the following procedure for centering
individual Transfer Switch modules.
Engine running, Controls and switches set up for power opera-

tion, Reverser handle in REVERSE position.
As illustrated in Figure 10C-5, apply upward pressure on the tip

of one Transfer Switch contact carrier, and operate the Reverser
to the FORWARD position. The contact carrier will disengage
from the main lever assembly as the transfer switch operates.
The movable contact assembly of that switch module is left in a
centered position. Other switch modules in the same assembly
will complete their travel.
F17635
F17635
Figure 10C-4. Transfer Switch Contact Carrier
Proceed with WST transductor checks.


Test Procedure
Instruction
Reference
Reference
Symbol

WST12 CHECK
Engine running, Locomotive controls and switches set up for

power operation, Air brakes set, Throttle in IDLE. Open the AC
Control Circuit Breaker, and disconnect the following wires:
AXD3 and AXD1 from WST 16, and connect together.
AXD2 and AXD4 from WST 56, and connect together.
AXD4 from WST 34.
Insulate the wire ends.
Using the previously outlined procedure, center Transfer Switch

RVF12.
Close the AC Control Circuit Breaker, and place the Throttle in

Notch 1.
Load Current increases
Place the Throttle Run 2.
Load current increases, and then falls off as the Wheel Slip
Control System operates. Current again rises, and cycling
continues.
Place the Throttle in Run 3.
Same response as for Run 2.
Place the Throttle in the IDLE position. Return the Reverser

Handle to the REVERSE position.
Center Transfer Switch RVF12, and repeat the above Throttle 1,

2 and 3 checks.
If the response is incorrect, check the cabling through the

Transductors, and qualify the Transductors. WST


Test Procedure
Instruction
Reference
Reference
Symbol

WST12 CHECK
With the Throttle in IDLE, and the AC Control CB OPEN, Discon-

nect the AXD3 and AXD1 wires from WST 16. Insulate the wire
ends. Reconnect the AXD1 and AXD2 wires to WST 12. RVF12
will remain centered. Close the AC Control Circuit Breaker.
Open the Throttle to Notch 1, 2, 3.
Same response as for WST16 check.
With the Throttle in IDLE, and the Reverser Handle in the

REVERSE position, center RVR21. Repeat the Throttle Notch 1,
2, and 3 Checks.

Return all circuits to a normal operating condition.
WST56 CHECK
With the Throttle in IDLE, open the AC Control Circuit Breaker.

Disconnect the AXD1 and AXD2 wires from WST12. Insulate the
end of the wire. Reconnect the AXD2 and AXD4 wires to
WST56. Transfer Switch RVF56 remains centered. Close the AC
Control Circuit Breaker.
Open the Throttle to Run 1, 2, 3.
Same response as for WST12 Check.
With the Throttle in IDLE, move the Reverser Handle to the

REVERSE position. Center Transfer Switch RVR65. Move the
Throttle to Run 1, 2, 3.



Test Procedure
Instruction
Reference
Reference
Symbol

WST34 CHECK
With the Throttle in IDLE, open the AC Control Circuit Breaker.

Disconnect the AXD2 and AXD4 wires from WST56. Insulate the
end of the wire. Reconnect the AXD4 wire to WST34. Transfer
Switch RVF34 remains centered. Close the AC Control Circuit
Breaker.
Open the Throttle to Run 1, 2, 3.
Same response as for WST56 Check.
With the Throttle in IDLE, move the Reverser Handle to the

REVERSE position. Center Transfer Switch RVR43. Move the
Throttle to Run 1, 2, 3.



Test Procedure
Instruction
Reference
Reference
Symbol

WST WST QUALIFICATION CHECK
Engine running, Throttle in IDLE, Air brakes set, Controls and

switches set up for power operation, AC Control Circuit Breaker
OPEN.
Pull out the WS Module and connect an AC Voltmeter to WS

receptacle pins 21 and 8. The meter should have a scale to
accept 100 Volts, and a scale to accurately measure low voltage.
Disconnect wires AXD1 and AXD2, AXD3 and AXD4 from the
WSTs. Connect the wires together, and insulate the wire ends,
except for AXD3.
WST16 CHECK
Reconnect AXD3 to WST16, and close the AC Control Circuit

Breaker. The Voltmeter should be on the high scale.
Place the Throttle in the Notch 2 position.
The Voltmeter should indicate between 1 and 5 VAC.
More than 80 Volts indicates an open RE6, or a shorted

WST. Zero Volts indicates an open circuit. If the result is not
conclusive, retest with the Throttle in Notch 8. Return the
Throttle to IDLE.
WST12, WST56, WST34 CHECKS
Refer to Figure 10C-6 on Page 10C-41. Perform checks for each

Transductor, with the other Transductors isolated.
After tests have been completed, return all controls and circuits
to their normal standby condition. WST


Test Procedure
Instruction
Reference
Reference
Symbol

WST WST QUALIFICATION CHECK
TS34639 from previous TAIWAN LSM
Figure 10C-5. WST Coil Connections for Qualification Checks


Test Procedure
Instruction
Reference
Reference
Symbol

WST TRANSDUCTOR CHARACTERISTICS CHECKS
CHECK 1
Engine running, Generator Field Circuit Breaker OPEN, Test

Panel Rotary Test Switch in CIRCUIT CHECK position.
Place the Throttle in Notch 3. Measure and compare the AC

Voltage from X1 to C, and from X2 to C, at each Transductor
under test.
A sizeable voltage difference can exist between measure-

ments taken on a good Transductor.
Unless the voltage difference across one coil is approximately

three times (x 3) greater than the voltage drop across the sec-
ond coil, no further testing is required.
If the voltage drop across one coil is three times greater

than the differential voltage across the second coil, replace
the Transductor with a qualified Transductor, and retest.


Test Procedure
Instruction
Reference
Reference
Symbol

CHECK 2
With the Throttle in IDLE and the Engine RUN Switch OFF, open
the AC Control Circuit Breaker, and disconnect wires AXD1,
AXD2, AXD3, and AXD4 from the WSTs. Connect wires
together, and insulate ends.
In order to short out the WS Module and RE6, connect a jumper

from WS-TP21 to WS-TP8.
As illustrated below in Figure 10C-7, connect a small rectifier

bridge and a DC Milliammeter in series with the Transductor
under test.
TS41698(REF TS36230 & 27127)
Figure 10C-6. Typical Rectifier Bridge
Close the Engine RUN Switch, and the AC Control Circuit

Breaker. Place the Throttle in Notch 3.
If the Milliammeter reading is less than 0.020 Amperes, pro-

ceed to Check 3.
If the Milliammeter reading is 20 mA or more, replace the

Transductor under test with a qualified Transductor.
Check 4 may be carried out to verify the condition of a

Transductor, before replacement is undertaken.


Test Procedure
Instruction
Reference
Reference
Symbol

CHECK 3
With the Throttle in IDLE, open the Engine RUN Switch, and the
AC Control Circuit Breaker.
With reference to Figure 10C-7, wrap four turns of No. 14 wire

around both Transductor cores. This is done to compensate for
meter tolerances and test conditions.
Close the Engine RUN Switch, and the AC Control Circuit

Breaker. Place the Throttle in Notch 3.
The Milliammeter reading should be less than 20 mA.
If the Milliammeter reading is 20 mA, or more, replace the

Transductor under test with a qualified Transductor, and
retest.
Check 4 may be performed, to verify Transductor condition

before replacement is undertaken.


Test Procedure
Instruction
Reference
Reference
Symbol

CHECK 4
Throttle idle; Air brakes set; Engine run switch off; Open the AC
Control circuit breaker; Close the generator field circuit breaker,
and return test panel rotary test switch to NORMAL position.
If four turns of No. 14-wire were wrapped at the transductor (Fig-

ure 10C-7), disconnect the wire ends.
Connect a millivolt meter of 0.5% accuracy to the 1000 ampere

50 millivolt load indicating meter shunt to indicate current in the
No. 2 traction motor circuit.
NOTE
Stall current should be essentially equal in all motor cir-
cuits.
WST16 CHECK
Using the previously outlined procedure, center Transfer

Switches RVF12 and RVR21 simultaneously.
Connect wire AXD3 to WST16. Disconnect all other wires, and

insulate ends.
power operation. Close the AC Control CB, and open the Throt-
tle to Run 1. Observe the indication of current through the meter
shunt and the Transductors.
Compare the readings with the Wheel Slip Transductor Qualifi-

cation Graph, Figure 10C-8.
Readings fall within the tolerance band.
If readings fall outside the tolerance band, replace the Wheel

Slip Transductor with a qualified Transductor, and retest.


Test Procedure
Instruction
Reference
Reference
Symbol

WST12CHECK


insulate ends.


WST34 CHECK


insulate ends.




Test Procedure
Instruction
Reference
Reference
Symbol

WST56 CHECK


insulate ends.




Test Procedure
Instruction
Reference
Reference
Symbol


WST QUALIFICATION CHECK
TS34640 from TAIWAN LSM
Figure 10C-7. Wheel Slip Transductor Qualification Graph

SDL50 Service Manual

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

SDL50 Service Manual

Uploaded by

Copyright:

Available Formats

SDL50

LOCOMOTIVE SERVICE MANUAL

Electro-Motive Diesel, Inc.

SERVICE DATA PAGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . V

METRIC CONVERSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VII

(See Contents on pages listed below.)

SECTION 1. ENGINE START / STOP CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

SERVICE DATA PAGES

6 SDL50 LOCOMOTIVE SERVICE MANUAL

MAJOR DIMENSIONS Meters Feet

8 SDL50 LOCOMOTIVE SERVICE MANUAL

The weight information listed below is approximate, and is intended to

Component kg. (Lbs.)

10 SDL50 LOCOMOTIVE SERVICE MANUAL

12 SDL50 LOCOMOTIVE SERVICE MANUAL

1. Coupler 30. Inertial Air Filters

2. Handbrake Lever 31. Exhaust Stack

3. Headlights 32. Turbocharger

5. Air Conditioner 34. Exhaust Manifold

6. Dust Bin Blower Air Discharge 35. Diesel Engine Governor

8. Dynamic Brake Grids 37. Engine Coolant Water Tank

9. Handrail (underframe mounted) 38. Primary Fuel Filter

11. Cooling System Air Inlet 40. Air Compressor

12. Ladder (Roof Access) 41. Draft Gear

13. Journal Boxes 42. Lube Oil Filter

14. Brake Shoes 43. Lube Oil Cooler

15. Fuel Tank 44. Fuel Pump

16. Main Air Reservoir 45. Lube Oil Strainer

17. Traction Motor Cooling Air Duct 46. Engine

18. Electrical Control Cabinet 47. Engine Starting Motors

19. Electrical Cabinet Air Filters 48. Auxiliary Generator

21. Jacking Pads 50. Generator/ Alternator Blower

22. Wheels 51. Traction Motor Blower

24. Battery Access 53. Traction Motors

25. Air Brake Equipment Access 54. GC Type Trucks

27. Clean Air Compartment Access 56. Engine Access Doors

28. Diesel Engine Air Filter 57. Engine Oil Pan

AC Alternating Current ENGINE STOP

BATT Storage Battery (64 VDC) FC -- Fan Contactor

GR CO RBL-- Radiator Blower Motor

ORS Overriding Solenoid T -- Transformer

16 SDL50 LOCOMOTIVE SERVICE MANUAL

THS Throttle Handle Switch

WD Wheel Delay Relay

ENGINE START / STOP 1-1

New Art No. ES41533

Figure 1-1. Diesel Engine Starting Circuit, Simplified Schematic, Typical

1-2 SDL50 LOCOMOTIVE SERVICE MANUAL

ENGINE START / STOP 1-3

Figure 1-2. Engineroom Equipment

1-4 SDL50 LOCOMOTIVE SERVICE MANUAL

1. Low Oil Plunger (Push In To Set)

ENGINE START / STOP 1-5

1. Low Water Reset

Figure 1-4. Low Water and Crankcase Pressure Detector

Engine Starting Procedure

Figure 1-5. Electrical Control Cabinet (Upper-Half)

ENGINE START / STOP 1-7

1-8 SDL50 LOCOMOTIVE SERVICE MANUAL

ENGINE START / STOP 1-9

FUEL SYSTEM 2-1

Figure 2-1. Fuel Oil System

FUEL SUCTION STRAINER

FUEL SYSTEM 2-3