GT46MAC Locomotive - Brief Operating System

GT46MAC LocomotiveBrief Operating Reference

NoticeThis document, although bound with the GT46MACOperator’s Manual, is a separate document. It is printedon colored paper to distinguish it from the Operator’sManual, and is intended to be a handy reference forlocomotive crew members who are already familiar withthe Operator’s Manual. This document is not asubstitute for the Operator’s Manual. References tospecific Operator’s Manual pages or sections appear inparenthesis at the end of most steps in the followingprocedure.

Locomotive Operating Procedure1. Prepare the locomotive for service:

A. Inspect locomotive while walking around it atground level. (See page 3-3.) Also inspect No.2electrical control cabinet. (See page 3-4.)

B. Inspect starting fuse and battery switch box.(See page 3-4.)

C. Inspect locomotive cab. (See page 3-4 iflocomotive is to operate alone or lead a tandem.See page 3-5 if locomotive is to trail in consist.)

2. Inspect locomotive engine. (See page 3-6.)

3. Start locomotive engine. (If locomotive will operatealone or lead a tandem, see page 3-7. See Note atbottom of page 3-9 if locomotive will trail inconsist.)

4. Set locomotive on line. (See page 3-10.)

5. Take precautions (make last minute checks) beforeattempting to move locomotive. (See page 3-10.)

6. Pump up air if required. (See page 3-12.)

7. Couple locomotive to other locomotive or to train,

GT46MAC Brief Operating Reference 1

as required. [See page 3-11 for operatinglocomotive alone (“light”), and see pages 3-11 or3-12 for coupling locomotive.]

8. Perform brake pipe leakage test. (See page 3-13.)

9. Start the train -On level terrain (See page 3-13.)Up hill (See page 3-15.)On a bridge where tractive effort must be limited(See page 3-15.)

10. Accelerate locomotive/ train. (See page 3-16.)

11. Be careful about running locomotive(s) throughwater. (See page 3-16.)

12. WHEEL SLIP indicator may light. Ususally thisoccurs during normal wheel control operation, notwhen there is a problem. (See page 3-17.)

13. However, if a locked wheel is indicated by alocomotive computer display message, STOP thetrain. (See page 3-18.) If false locked wheelindication is found, disable the detection for thataxle. (See page 3-20.)

14. Observe Railway and locomotive(s) speed limits.(See pages 3-21 and 3-21.)

15. Operate in dynamic braking when necessary. (Seepages 3-12 and 3-22. See page 3-23 if BRAKE WARNlights.)

16. (For double heading operation, see page 3-21.)

17. (For operation in helper service, see page 3-22.)

18. (If inverter fault occurs, see page 3-24.)

19. (To isolate locomotive, see page 3-24.)

20. (To change tandem operating ends, see page 3-25.)

21. [If stopping engine(s), see pages 3-27 through 3-28.]

22. [If towing locomotive(s), see pages 3-28 thru 3-30.]

23. (If necessary to leave locomotive unattended, seepage 3-31.)

2 GT46MAC Operator’s Manual

ELECTRO-MOTIVEGT46MAC LOCOMOTIVE

OPERATOR’SMANUAL

Indian State RailwaysRoad Numbers 12001 - 12021

First Edition, March 1999EMD Part Number. O00350EP

A General Motors Locomotive Group Publication

Electro-Motive DivisionGeneral Motors Corporation

La Grange, Illinois 60525 USATelephone: 708-387-6000

NOTICEThis manual is an operating guide for the GT46MAClocomotive. The information in this manual was compiled forthe GT46MAC with basic equipment and requested extras.

Although minor variations are possible, the equipmentselected for coverage has been chosen to represent theGT46MAC model.

Minor differences between equipment description in thismanual and actual equipment on the locomotive may occur.Production changes made after the manual was sent topress can cause such differences.

When special extra equipment is involved, consult specificdrawings or instructions as provided by the railroad.

EMD Part No. O00356EPEMD Publication No. A0958647© Copyright 1999Electro-Motive Division, General Motors Corporation. Allrights reserved. Neither this document, nor any partsthereof, may be reprinted without the expressed writtenconsent of the General Motors Locomotive Group. ContactEMD Technical Publications Office.

Short Table of Contents

The following sections make up this manual. Acomplete section contents listing appears on thefirst page of each section.

Heading Page

Foreword, with Safety Precautionsfor GT46MAC Locomotive ....................................... v

Section 1. General Information ...........................1-1

Section 2. Controls and Indicating Devices.......2-1

Section 3. Operation ............................................3-1

Section 4. Troubleshooting .................................4-1

Alphabetic Index .................................................... I-1

Note: The Alphabetical Index provides thequickest way to find information in thismanual.

TABLE OF CONTENTS III

IV GT46MAC LOCOMOTIVE OPERATOR’S MANUAL

Foreword, includingSafety Precautions for the

GT46MAC Locomotive

CONTENTS OF THIS SECTIONHeading PageGT46MAC LOCOMOTIVESAFETY PRECAUTIONS ............................................................ vi

DC Link Voltage....................................................................... viAutomatic DC Link Discharge............................................... viiAttempting to Plug Traction Motorsin Extreme Emergencies....................................................... viii

INTRODUCTION TO MANUAL ................................................... ixCrew Member Terms Used in this Manual ............................. x

This manual is a guide for GT46MAC locomotive operatingpersonnel.

The manual includes information compiled for a typicalGT46MAC locomotive with basic equipment and certainextras. For special extra equipment, consult specificdrawings or instructions as provided by the railroad.

These instructions do not cover all details or variations inequipment, nor provide for every possible contingency. Iffurther information is required, or if problems arise which arenot covered sufficiently, contact an Electro-Motiverepresentative.

Information about adjustment, testing, and maintaininglocomotive equipment is provided in other Electro-Motivepublications such as the Locomotive Service Manual andvarious Maintenance Instructions.

Read the GT46MAC Locomotive Safety Precautions,starting on the next page first, before the rest of themanual. See manual Sections 1 and 2 for informationabout equipment described in the Safety Precautions.

The balance of this section starts on page ix, after the SafetyPrecautions.

Foreword, & Safety Precautions v

GT46MAC LOCOMOTIVESAFETY PRECAUTIONSThe GT46MAC locomotive has an AC electricaltransmission, and therefore includes special equipment notfound on locomotives having the usual DC electricaltransmissions. For safety’s sake, it is necessary to followcertain unique precautions before inspecting the equipmentor operating the locomotive. General areas of concern are:

• High voltage on shut down GT46MAC locomotives.• Towing dead GT46MAC locomotives in tandem.• Plugging GT46MAC traction motors in catastrophic

situations.Details follow.

DC Link VoltageThe DC link consists of all connections between the tractionalternator and the traction inverters, TCC1 and TCC2.

The TCC1 and TCC2 assemblies each include large inputcapacitors that filter the DC link voltage processed by theinverters. The TCC1 and TCC2 input capacitors operate atDC link potential, which can be as high as 3000 VDC.

High DC link voltage is a severe safety hazard to operatingand maintenance personnel. Normally, within ten secondsafter the standard GT46MAC locomotive shutdownprocedure, DC link voltage automatically discharges throughthe dynamic brake grids. However, if anything preventsautomatic discharging, the input capacitors retain theircharge for a long time after locomotive shutdown, holding theentire DC link at high voltage.

During normal locomotive operation, it is not necessaryto discharge the DC link. Except for those devices usedin normal operation, such as switches and circuit

WARNINGDC link voltage is present on all equipment connected tothe traction alternator output: traction alternator outputterminals, cabling connections, capacitor cabinets, andDCL switchgear.

vi GT46MAC Operator’s Manual

breakers, locomotive operating crew members must nottouch any electrical equipment in the #1 electricalcontrol cabinet, whether or not the engine is running.(Maintenance personnel who have read and whounderstand the separate “ Safety Precautions forGT46MAC Locomotives” document are permitted fullaccess to No.1 electrical control cabinet equipment.)

Automatic DC Link DischargeIn the normal course of shutting down the GT46MAClocomotive, the locomotive operating crew or maintenancepersonnel automatically discharge the DC link.

Upon shutdown, traction alternator excitation is cut off andtraction alternator output voltage therefore approaches zero,but the DC link input capacitors may still be retaining highvoltage. Perform the automatic DC link discharge as follows:

1. Through the locomotive computer (EM2000) screen,make sure that both inverters, TCC1 and TCC2, areCUT IN. If either inverter is cut out, use the display tocut it back in.

2. Set the Isolation switch in START/ STOP/ ISOLATE.EM2000 automatically connects the DC link across thedynamic brake grids, discharging the TCC1 and TCC2input capacitors through the grids.After 10 seconds, the DC link can be considereddischarged.

WARNINGIf a cut-out inverter cannot be cut in because of a faultin the control system, shut down the engine andwait at least 40 minutes before inspecting orperforming maintenance.

Foreword, & Safety Precautions vii

Attempting to Plug Traction Motorsin Extreme Emergencies

On diesel electric locomotives with DC traction motors, thetraction motors can be plugged by throwing the reverserhandle to the setting that opposes the direction of travel.Plugging DC traction motors causes them to suddenly applytremendous braking effort - but may seriously damage them.

The GT46MAC employs AC traction motors. The locomotivecontrol system does not plug the traction motors when thereverser handle is thrown to the opposite direction. Instead,when the reverser setting is reversed, the control systemapplies maximum dynamic braking.

Note: Since the reverser function is trainlined, any DClocomotives in tandem will plug their motors whenthe reverser on the lead locomotive is thrown to thesetting that opposes the direction of travel.

WARNINGIt is not possible to plug the traction motors on thislocomotive. If plugging is attempted, only dynamicbraking results.

viii GT46MAC Operator’s Manual

INTRODUCTION TO MANUALThis manual is intended for railroad personnel who operatethe General Motors GT46MAC diesel-electric locomotive.The GT46MAC is equipped with a microprocessor-basedcontrol system. In this manual, the microprocessor is calledeither “locomotive computer” or “EM2000.”

The EM2000 monitors and controls locomotive tractionpower and dynamic braking, records and indicates faults,and enables diagnostic testing of certain locomotivesystems.

The EM2000 display panel mounts in the locomotive cab, onthe #1 electrical control cabinet. This panel, which alsoincludes a keypad, is an important interface between thelocomotive crew and the locomotive control system.

This balance of this manual is divided into four sections:

Section 1. General InformationGeneral GT46MAC data and principal equipmentdescriptions

Section 2. Controls and Indicating DevicesDescribes GT46MAC engine starting controls, operatingcontrols, and indicating devices that monitor variouslocomotive systems.

Section 3. OperationGT46MAC locomotive operating procedures andguidelines

Section 4. TroubleshootingExplains how to use the GT46MAC locomotive computerdisplay system. Lists typical locomotive computer displaymessages. Explains control console indicator lights.

For greatest benefit, read the manual sections in numbersequence order.

Information concerning equipment maintenance,adjustment, and testing is contained in other Electro-MotiveGT46MAC publications. The GT46MAC Locomotive ServiceManual includes more detailed equipment descriptions.

Foreword, & Safety Precautions ix

Crew Member Terms Used in this ManualIn this manual, the crew member principally responsible forlocomotive operation is called the driver, and his helper iscalled the assistant.

Railroads may use various other names in place of driver,such as engineer or operator, and they may call his assistantthe helper, the conductor, the brakeman, the fireman, theassistant, the observer, the inspector - or variouscombinations of those terms.

x GT46MAC Operator’s Manual

Section 1General Information

CONTENTS OF THIS SECTION

Heading PageLOCOMOTIVE GENERAL DATA.............................................. 1-2

Power Plant............................................................................ 1-2Model TA17-CA6B Main Generator Assembly.................... 1-2AC Auxiliary Generator......................................................... 1-2Traction Motors ..................................................................... 1-2Traction Inverters .................................................................. 1-2Locomotive Batteries............................................................ 1-3Air Brake System................................................................... 1-3Air Compressor ..................................................................... 1-3Dynamic Brakes .................................................................... 1-3Supplies/ Capacities ............................................................. 1-3Major Dimensions (Nominal)................................................ 1-3Weight .................................................................................... 1-4Minimum Curve Negotiation................................................. 1-4Locomotive Speed Limitations ............................................ 1-4Tractive Effort ........................................................................ 1-4Dynamic Braking Effort ........................................................ 1-4

LOCOMOTIVE GENERAL DESCRIPTION ............................... 1-5Locomotive Operation ........................................................ 1-10

EQUIPMENT DESIGNATIONS ANDSYSTEM REFERENCES ......................................................... 1-15LOCOMOTIVE COMPUTER DISPLAY ................................... 1-15INTRODUCTION TO KNORR CCBCOMPUTERIZED AIR BRAKE SYSTEM................................ 1-16

General Information 1-1

LOCOMOTIVE GENERAL DATA

Locomotive Model Designation........GT46MACLocomotive Type........................................... (C-C) 0660Locomotive Power (Nominal) ...........4000 CV (3939 HP)

Power PlantEngine Type ................Turbocharged Two-stroke DieselModel..................................................................710G3BNumber of Cylinders.................................................... 16Full Speed ........................................................ 904 RPMIdle Speed, Normal........................................... 269 RPMIdle Speed, Low................................................ 200 RPM

Model TA17-CA6B Main Generator AssemblyTA17 Traction Alternator Rectified Output

Maximum Potential.................................... 2600 VDCMax. Continuous Current ................................1250 A

CA6B Companion Alternator OutputNominal Potential .........................................230 VAC

AC Auxiliary GeneratorModel................................................................. 5A-8147Nominal AC Voltage ............................................55 VACRectified Potential .............................................. 74 VDCMaximum Power Output........................................18 kW

Traction MotorsModel............................................................... 1TB2622Number.......................................................................... 6Type ............................................. 3 Phase AC InductionConfiguration .................................3 in parallel per bogie

Traction Inverters (TCC1, TCC2)Designation ................................................ TCC1, TCC2Model..................................................................1GE420Quantity ................................................2 (one per bogie)Type .......................................... Voltage Source Inverter

with Gate Turn-Off Thyristors

1-2 GT46MAC Operator’s Manual

Locomotive BatteriesModel ................................................. Surrette 16-CH-25Number ..........................................................................2Number of Cells (Each) ...............................................16Potential (Each Battery)......................................32 VDCRating (8 Hour) .......................................... 500 Amp. Hr.

Air Brake SystemModel ................................................Knorr (NYAB) CCBType................................................... Electro-Pneumatic

Air CompressorModel ....................................... WLNA9BB (Direct Drive)Type....................................................................2-StageNumber of Cylinders ......................................................3

Displacement @ 900 RPM ......................... 7.19 m3/Min.

(254 Ft.3/ Min.)Cooling Medium......................................Engine CoolantLube Oil Capacity .................. 9.98 litres (2.64 U.S. Gal.)

Dynamic BrakesType........... 8 Grid, AC Traction Motor Powered System

Supplies/ CapacitiesLube Oil Pan ..................................1457 litres (385 gal.)Engine Cooling Tank ..........................371 litres (99 gal.)

Sand .......................................... .0.34 m3 (0.04 m3/box)

[12 Ft.3 (1.5 Ft.3/box)]Fuel Tank.............................. 6000 litres (1600 U.S. Gal)

Major Dimensions (Nominal)HeightOver Cooling Hood ............................ 4.61 m (13' 7.75")Over Horn .............................................. 4.22 m (13' 10")Over Cab ............................................... 3.94 m (12' 11")

(Dimensions continued, next page)


WidthOver Handrails ......................................2.92 m (9' 7.12")Over Underframe........................................2.74 m (9' 0")Over Cab................................................... 2.74 m (9' 0")Over Brake Cylinder .................................3.07 m (10' 1")

LengthOver Coupler Pulling Faces ..............21.24 m (69' 8.38")

WeightTypically Equipped ................. 126010 kg (277,800 lbs.)Weight on Drivers.................................................... l00%

Minimum Curve NegotiationFollowing data is based on original equipment “F” typecouplers.Single Unit: ..........174 Meter (570.8’) Radius - 10° CurveTwo Units, Coupled: .............174 Meter (570.8’) Radius -

10° Curve

Locomotive Speed LimitationsLimits are based on original equipment, consisting of:

90:17 gear ratio1.092 m (43") new diameter wheels,50% Worn to 1.054 m (41.5 inches) diameter

Maximum Speed (protects loco. equipment).....120 km/hMinimum Continuous Speed

(@Max Continuous Tractive Effort).............22.5 km/h

Tractive EffortStall Limit.............................................................. 540 kNContinuous Limit................................................... 400 kNReduced TE Limit (Selected on Locomotive Computer

Display): ...................................... 294 kN (66,140 lbf)

Dynamic Braking EffortMaximum.........270 kN (from 40 km/h to near zero km/h)


LOCOMOTIVE GENERALDESCRIPTION

The Electro-Motive GT46MAC diesel-electric locomotive isequipped with a turbocharged 16 cylinder diesel engine,which drives the traction alternator. (The traction alternator isthe most important component of the main generatorassembly.) The traction alternator converts diesel enginemechanical power into alternating current electrical power.Internal rectifier banks in the main generator assemblyconvert traction alternator output alternating current to directcurrent. Refer to illustrations on pages 1-7 through 1-9 forequipment locations.

Rectified DC power produced by the traction alternator isdistributed through the DC link to DC/AC inverters in theTraction Control (TC) cabinet. Based on inputs from thelocomotive computer (EM2000), traction inverters supply3-phase AC power to six traction motors. The EM2000responds to input signals from operating controls andfeedback signals from the power equipment. Refer toFigure 1-4, page 1-11.

The term traction control converter (TCC) refers to anelectrical device that can convert AC to DC and invert DCinto AC (traction power). The terms converter and inverterare used interchangeably in this manual.

Each traction motor is geared directly, with a single pinion, toa pair of driving wheels. The maximum speed of thelocomotive is set by locomotive gear ratio (ratio of tractionmotor revolutions to wheel revolutions) and wheel size.

Although each GT46MAC locomotive is an independentpower source, a number of locomotives may be combined ina multiple-unit (MU) tandem to increase total load capacity.The locomotives in tandem may be equipped with either ACor DC traction motors. Operating control functions aretrainlined through a 27-conductor MU cable. This enablesthe lead unit to simultaneously control other locomotives intandem.


The GT46MAC short hood or cab end is considered the frontof the locomotive, although the GT46MAC can be operatedin either direction. The cab has two drivers consoles: oneforward facing and one rearward facing.

Note: When the GT46MAC is the lead unit, with the cab endleading, the left side (No.1) control console providesthe best view ahead for the driver. When thelocomotive is operated as the lead unit, with the cabend trailing, the #2 (right side) control consoleprovides the best view ahead. A trailing locomotivemay be oriented with the cab leading or trailing.

The front of the No.1 electrical control cabinet is the backwall of the locomotive cab. The EM2000 locomotivecomputer display, mounted on the front of the cabinet,indicates locomotive operating conditions, faults, andtroubleshooting information from the locomotive computer.


General Inform

ation1-7

(Qty. 4)2)

in Reservoirs

14. Bogies (3 axle, 3motor type) Qty. 2

15. Underframe16. Dynamic Brake Grids17. Dynamic Brake Fans (Qty. 2)

Figure 1-1.

GT

46MA

C Locom

otive General

Arrangem

ent - Side V

iew

GI4

19

57

1. Headlight2. Inertial Filter Air Inlet3. Starting Fuse & Battery

Knife Switch Box4. Handrails5. Cooling System Air Inlet6. Radiator & Fan Access

7. Couplers8. Sand Box9. Jacking Pads

10. Wheels (Qty. 111. Fuel Tank12. Air System Ma13. Battery Box

GI4

19

58

ent TankerFilteror

ool. Fans (Qty. 2)

19. Compressor Filter20. Lube Oil Filter Tank21. Lube Oil Strainer22. Lube Oil Sump23. Main Generator Assembly24. No.1 Elect. Cntrl. Cab’t Air Filt.25. Traction Motors (Qty. 6)

1-8G

T46M

AC

Operator’s

Manual

Figure 1-2.

GT

46MA

C Locom

otive General

Arrangem

ent - Internal View

1. #1 Electrical Control Cabinet2. Fuel Pump3. Engine Starting Motors (Qty. 2)4. Traction Control Cabinet5. Traction Motor Cooling Blower6. Main Gen. Assembly Blower7. Engine Exhaust Stack8. Engine Exhaust Manifold9. Diesel Engine

10. Governor11. Engineroom V12. Engine Water13. Lube Oil Cool14. Primary Fuel 15. Air Compress16. Radiators17. AC Radiator C18. Draft Gear

General Inform

ation1-9

Blower

nerator

11. Inertial FilterDust Bin Blower & Motor

12. #1 Electrical Control Cabinet13. No. 2 Control Console Seat

Figure 1-3.

GT

46MA

C Locom

otive General

Arrangem

ent - Top View

GI41959

1. Air Brake Rack2. No.1 Control Console3. Cab Door4. Traction Control Cabinets5. Inertial Air Filter

6. TCC Electronics7. Engine Air Filter8. Radiators9. Engine

10. AC Auxiliary Ge

Locomotive OperationDiesel engine fuel oil must be circulated through the fuelsystem before the engine will start. When the engine startswitch is held in PRIME, the locomotive computer starts thefuel pump. The fuel pump moves fuel from the fuel tank,located beneath the locomotive underframe, to the fuelinjectors, pressurizing the injectors. After the entire systemhas been supplied with fuel and the fuel injectors areproperly set, the engine can be started by holding thePrime/Start switch in START.

Holding the FUEL PRIME/ ENGINE START switch in STARTprovides a START signal input to the locomotive computer.The locomotive computer initiates engine cranking by twostarting motors.

Storage batteries provide energy to the starting motors. Twostarting motor solenoids are mounted at the lower rear righthand side of the engine. The solenoids engage the startingmotor pinions with the engine ring gear. When both pinionsare engaged, full battery power is applied to the startingmotors to crank the diesel engine. Starting motor torqueincreases and the diesel engine cranking speed increasesuntil the engine starts. The FUEL PRIME/ ENGINE START switchis released when the engine starts. When the engine isrunning, the auxiliary generator motor supplies fuel pumpoperating power.

Major components of the diesel-electric power system takepower from the diesel engine.

The traction alternator supplies high voltage electricalenergy to the No.1 electrical control cabinet. This cabinetcontrols power distribution to the traction inverters by meansof motor-operated switches. Relays and control devices inthe cabinet direct the power flow as directed by thelocomotive computer. Locomotive operating conditions andcab control settings determine the computer directions.

Rectified DC output from the traction alternator is DC linkvoltage. It is applied to two traction inverters. DC link voltagevaries with throttle position from 600 VDC at IDLE to2600VDC at TH8. Refer to Figure 1-4, page 1-11.

(Continues on page 1-12.)


ution Diagram

General Inform

ation1-11

Figure 1-4. Power Distrib

There is one traction inverter for each set of three paralleltraction motors (one inverter per bogie). Traction inverterTCC1 (front bogie) and traction inverter TCC2 (rear bogie)invert the DC link voltage into variable voltage, variablefrequency, 3-phase AC power that is applied to the tractionmotors. Each inverter is controlled by its own tractioncomputer.

Both inverters are, in turn, controlled by the locomotivecomputer, which displays control system information on thedisplay panel in the cab. Each traction computer is mountedin its TCC cabinet along with the inverter that it controls.

Reducing excitation prevents an overload condition,regardless of the engine power level set by the throttlehandle. The governor holds engine speed constant for eachthrottle setting by controlling the amount of fuel delivered tothe injectors.

Advancing the throttle handle to a higher setting causes thegovernor to raise engine speed. At the same time, thelocomotive computer allows more current through thetraction alternator field. Increased excitation current resultsin increased DC link voltage, which supplies more power tothe traction inverters. An increase in traction inverter powerincreases AC power to the traction motors. In this way,engine speed and DC link power increase progressively inthrottle steps.

Actual operating conditions create varying tractive loadrequirements. A computer-controlled load managementsystem balances electrical load with available mechanicaldiesel engine power by modifying engine speed, regardlessof throttle position, or by changing generator excitation.

In dynamic braking, the energy of a moving train is translatedinto traction motor rotating energy. The traction motorsoperate as generators. AC motor energy is converted to DCby the traction inverters (converters) and provided to the DClink. DC link voltage is then applied to brake grids whichdissipate the electrical power in the form of heat. This loss ofenergy causes the train to slow down (brake). The invertercomputers (TCC1,TCC2) monitor and control each inverterto maintain the braking effort requested by the locomotive


computer, EM2000. EM2000, in turn, maintains the brakingeffort requested by the driver.

Other control and protective functions are programmed intoEM2000 - it monitors critical functions in the locomotivepower system and, if a fault occurs, provides a displaymessage, and in some cases an audible alarm. EM2000 alsochanges diesel engine speed in response to certainabnormal operating conditions such as low coolanttemperature or low main reservoir pressure. EM2000restores engine speed and power if transient conditions arecorrected.

Each of the six axle-hung AC traction motors is geareddirectly to the axle on which mounts. The traction inverterssupply AC power to the traction motors - one traction inverterfor each 3-motor bogie.

Note: AC traction motors are much more resistant tomechanical shock than DC traction motors becausethey do not employ commutators or brushes.Therefore, locomotives with AC traction motors, suchas the GT46MAC, do not need to slow down for railcrossings. Refer to Section 3, Operation, for moreinformation.

The diesel engine is the prime source of locomotive power.When the engine is running, it directly drives three electricalgenerators with associated cooling fans, a multi-cylinder aircompressor, a traction motor blower, and the water and lubeoil pumps. The engine-driven components in the locomotiveconvert the engine mechanical power to other forms toperform their individual functions:

1. The traction alternator rotates at engine speed,generating alternating current AC power. The AC poweris converted to DC power by rectifier banks within thegenerator assembly. The DC power is applied to the DClink. Switchgear and contactors apply DC link voltage totraction inverter circuits. The traction inverters convertDC link voltage to 3-phase AC power for the tractionmotors.

2. The companion alternator couples directly to thetraction alternator within the main generator housing. Itsupplies current to excite the traction alternator field,and to power the radiator cooling fans, inertial filter


blower, traction inverter blowers, and varioustransductors and control devices.

3. The auxiliary generator is driven by the engine geartrain at three times engine speed. AC power from theauxiliary generator is supplied to an external 3-phasefull-wave rectifier in the battery charging assembly.There it is converted to 74 volt DC power for companionalternator excitation, control system operation, andlocomotive battery charging. The auxiliary generatoralso supplies 74 VDC power for the fuel pump motorand turbocharger lube oil pump motor circuits,locomotive lighting, and other miscellaneousequipment.

4. The air compressor supplies air to the main airreservoirs for locomotive and train brakes, sanders,windshield wipers, shutter operating cylinders, and thelocomotive horn.

5. The engine gear train drives two centrifugal waterpumps, which circulate coolant through the dieselengine, the turbocharger aftercoolers, the lube oilcooler, the air compressor and the engine radiators.

6. The lube oil pumps are coupled to the engine gear trainto supply lubricating oil to critical operating surfacesthroughout the engine.

A major part of locomotive control system operation involvesthe interrelated functions of the throttle, engine speed(governor) control, and load (regulator) control. Thesefunctions are:

• By controlling the amount of fuel injected into the enginecylinders, the engine governor holds engine speedconstant at the speed appropriate for the throttle setting.

• Changing operating conditions create change in thediesel engine loading level. When engine load changes orengine output power level changes, engine speedtemporarily changes. The load regulator acts to balanceengine loading with available engine power.

• As the driver advances the throttle, the electrical controlsystem causes more current to flow through the traction


alternator field. Increasing excitation current results inincreasing power supplied to the traction motors.Therefore, locomotive power and engine speed increasesprogressively as the throttle advances from one notch tothe next.

Most control and protective functions are programmed intoEM2000, which monitors critical functions in the locomotivepower system and displays a message if a fault occurs. Forserious faults the EM2000 also sounds the alarm bell andtakes corrective action.

EQUIPMENT DESIGNATIONS ANDSYSTEM REFERENCES

B1, B2, B3, B4: Brake Contactors

DCL 123,456: DC Link Transfer Switches

CCB: Knorr Computerized Air Brake system

EM2000: Locomotive Computer

GFC: Generator Field Contactor

GTO: Gate Turn Off Thyristor

PCR: Pneumatic Control Relay

PCS: Pneumatic Control (Power Cut-Off) Switch

RE GRID 1,2,3,4,5,6,7,8: - Dynamic Brake Grids

TA17: Traction Alternator

TCC1,TCC2: - Traction Control Converters

LOCOMOTIVE COMPUTER DISPLAYThe EM2000 (locomotive computer) display is mounted onthe No.1 electrical control cabinet. See Section 4 for detailedinformation about the display.


INTRODUCTION TO KNORR CCBCOMPUTERIZED AIR BRAKE SYSTEMMany new equipment items are provided as part of thecomputer-controlled air brake system. To simplify text anddrawing nomenclature, component designations are derivedfrom the initials of the device names. Some of thedesignations are listed below with their system applicationsin brackets:

BCU - Brake Handle Controller Unit {A/B}

CCB - Computer Controlled Air Brake {A/B}

CCU - Cab Control Unit (Brake Valve) {A/B}

CRU - Computer Relay Unit {A/B}

PCU - Pneumatic Control Unit {A/B}

VCU - Voltage Conditioning Unit {A/B}.

{A/B}=Knorr Air Brake System

This locomotive model is equipped with a Knorr CCBmicroprocessor (computer) controlled air brake system, anelectro-pneumatic system that controls air brakes onlocomotives and cars coupled in trains. See Figure 1-5, page1-17, an overview of the system.

The reason for using a computer (microprocessor) to controlthe air brake system is to eliminate as many discreteelectrical and pneumatic devices as possible, which reducesperiodic maintenance and simplifies troubleshooting.

Pneumatic relays and control valves are replaced by thepneumatic control unit (PCU) in the locomotive nose, on theright side. The PCU is an interface for electrical andpneumatic devices and is controlled directly by the CCB airbrake computer. Physically, the PCU is a secure panel formounting of most pneumatic devices that formerly weremounted at scattered locations on the locomotive. The PCU,controlled by the Knorr computer, is capable of connectingits inputs together in different ways.

The driver controls the independent and automatic brakesystem with the control console cab control unit (CCU).


Figure 1-5. Locomotive Air Brake System Diagram

GI42639


Section 2Controls and Indicating

Devices


Heading PageINTRODUCTION........................................................................ 2-5CAB EQUIPMENT ..................................................................... 2-6

Cab Circulating Fans ............................................................ 2-6Cab Lights.............................................................................. 2-6Control Consoles .................................................................. 2-7

Console Lower Left Front Surface ................................... 2-8CAB FAN Switch ............................................................ 2-8GAUGE LIGHTS Switch ................................................. 2-8ATTENDANT CALL Switch ............................................ 2-8DIMMER - GAUGE LIGHTS Rheostat............................ 2-9FLASHER LAMP CAB HOOD END Switches ............... 2-9Emergency Brake Valve Lever...................................... 2-9

Console Instrument Panel ................................................ 2-9WSW - FRONT, WSW - REAR Controls ........................ 2-9Duplex Air Pressure Gauges......................................... 2-9AIR FLOW Indicator ..................................................... 2-10Speedometer ................................................................ 2-11Tractive/Dynamic Brake Effort Meter, ........................ 2-11Indicating Lights Panel,............................................... 2-12Alerter Light:................................................................. 2-16

Console Desk Top Equipment........................................ 2-16Locomotive Controller................................................. 2-16Mechanical Interlocks on Controller .......................... 2-19Cab Control Unit (CCU) ............................................... 2-19Alerter (Vigilance) RESET Switch............................... 2-23SAND Switch ................................................................ 2-24HORN - CAB and L/H END Switches .......................... 2-24HDLT. - CAB L/H END Switches.................................. 2-24Clipboard ...................................................................... 2-24

MU ENG STOP Switch ..................................................... 2-24Control and Operating Switch Panel ............................. 2-25

ENGINE RUN Switch .................................................... 2-26GEN FIELD Switch ....................................................... 2-26CONTROL & FP Switch................................................ 2-26DYN BRK CONT CB ..................................................... 2-26

Alerter (Vigilance) System.................................................. 2-27

Controls & Indicators 2-1

No.1 Electrical Control Cabinet..........................................2-28Circuit Breaker Panel.......................................................2-29

LIGHTS Breaker ............................................................2-29HDLTS Breaker .............................................................2-29RADIO Breaker..............................................................2-29EVENT RECORDER Breaker........................................2-29CAB FANS Breaker.......................................................2-29AIR DRYER Breaker .....................................................2-29A.C. CONTROL Breaker ...............................................2-29CONTROL Breaker .......................................................2-30LOCAL CONTROL Breaker ..........................................2-30DCL CONTROL Breaker ...............................................2-30FILTER BLOWER MTR Breaker...................................2-31AC GTO #1 PWR SUPPLY Breaker .............................2-31AC GTO #2 PWR SUPPLY Breaker .............................2-31AUX. GEN. FLD Breaker...............................................2-31AUX. GEN. F.B. Breaker ...............................................2-31FUEL PUMP Breaker ....................................................2-31TCC1 COMPUTER Breaker ..........................................2-31TCC2 COMPUTER Breaker ..........................................2-31TURBO Breaker ............................................................2-31COMPUTER CONTROL Breaker..................................2-32TCC ELECT BLW MTR Breaker ...................................2-32MICRO AIR BRAKE Breaker ........................................2-32GROUND RELAY CUTOUT Switch..............................2-32

Circuit Breaker and Test Panel .......................................2-33GEN FLD Breaker .........................................................2-33TCC1 BLOWER Breaker...............................................2-34TCC2 BLOWER Breaker...............................................2-34

Engine Control Panel.......................................................2-34ISOLATION Switch .......................................................2-34DYN BRAKE CUT IN/ CUT OUT Switch.......................2-35EXTERIOR LIGHTS Switch ..........................................2-35MAINT ROOM LIGHTS Switch .....................................2-36EMERGENCY FUEL CUTOFF &ENGINE STOP Switch ..................................................2-36Battery Charging Ammeter..........................................2-36CLASSIFICATION LIGHTS Switch...............................2-36ALERTER ALARM.........................................................2-36

AIR BRAKE EQUIPMENT .......................................................2-37Dead Engine Cutout Cock...................................................2-37

ENGINEROOM EQUIPMENT ..................................................2-38FUEL PRIME /ENGINE START Switch................................2-39Injector Rack Manual Control Lever (Layshaft) ................2-39Water Level Sight Gauge ....................................................2-39Fuel Filter Pressures ...........................................................2-39Air Pressure Transducer.....................................................2-40Governor Low Oil Trip Reset Plunger................................2-40


Engine Overspeed Trip Reset Lever.................................. 2-41MISCELLANEOUS EQUIPMENT............................................ 2-42

No. 2 Electrical Control Cabinet ......................................... 2-42AUX. GEN. Breaker .......................................................... 2-43

Handbrake............................................................................ 2-43Fire Extinguishers ............................................................... 2-43Starting Fuse and Battery Switch Box .............................. 2-43

BATT SW (Battery Knife Switch) .................................... 2-43STARTING Fuse ............................................................... 2-43


INTRODUCTIONThis section briefly describes controls and indicating devicesused by the locomotive operating crew. Descriptions ofcertain other equipment, not required for normal operation, isalso included in this section for reference.

Most of the controls and indicating devices used by thelocomotive operating crew are in the locomotive cab.


CAB EQUIPMENTMost operating equipment is located on the engine controlpanel and the two control consoles.

The No.1 control console is on the left side of the cab, asshown in Figure 2-1, below. The No.2 control console,Figure 2-2, page 2-7, is on the right side of the cab.

The view from the seat at the No.1 console is through the leftfront windshield and through the side windows. The viewfrom the seat at the No.2 console is through the right sidedoor window and through the side windows.

Figure 2-1. No.1 Control Console

Cab Circulating FansCab air circulating fans (two per cab) are mounted above thecontrol consoles. Figure 2-1 illustrates one of the fans. TheCAB FAN toggle switch, page 2-8, on each control consoleprovides On/Off control of the fan above that console.

Cab LightsA cab light and switch assembly mounts above each controlconsole. Each assembly includes an On/Off control switch.

Ref. Photo #d97-345

Fig. “G”

Art # F41966


Figure 2-2. No.2 Control Console(Instrument Panel and Desk Top portions)

Control ConsolesThere are two very similar control consoles on thislocomotive. Most gauges, controls, indicator lights, andswitches used by the locomotive driver during normaloperation are located on the control consoles. With twoexceptions, the consoles are identical. The exceptions are:

– Certain device locations or names are reversedbecause the consoles face in opposite directions.

– Control console No.2 has some equipment on the rightside that console No.1 does not.

Control console driver equipment is described under thefollowing headings:

• Console Lower Left Front Surface , page 2-8

• Console Instrument Panel , page 2-9

• Console Desk Top , page 2-16

• Console MU ENG. STOP Switch(right side of No.2 console only), page 2-24

• Console Control & Operating Switch Panel(right side of No.2 console only), page 2-25

Ref. Photo #d97-329

Fig. “H”

Art # F41967


Console Lower Left Front SurfaceThe lower left front surface of each control console,Figure 2-3, below, mounts the following equipment:

CAB FAN Switch: This On/Off toggle switch controls thecab air circulating fan mounted above the console.

GAUGE LIGHTS Switch: This On/Off toggle switch controlsall control console device lighting, including the instrumentpanel gauges, the control and operating switches, and thecontroller handle position indicator light.

Figure 2-3. Console Lower Left Front Surface

ATTENDANT CALL Switch: when operated, thismomentary pushbutton switch sounds the alarm in this unit’scab, as well as in the cabs of all trainlined units in tandem.

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DIMMER - GAUGE LIGHTS Rheostat: This device controlsconsole gauge lighting intensity.

FLASHER LAMP CAB END and HOOD END Switches:These two On/Off switches individually control the flasherlamps at the ends of the locomotive.

Emergency Brake Handle: This lever is directly below theFLASHER LAMP switches. When lifted to its upper setting, itopens the emergency brake valve, initiating emergency airbraking.

Console Instrument PanelThe instrument panel is the control console upper section - itslants slightly away from the driver. (See Figures 2-1, 2-2,pages 2-6, 2-7.) The instrument panel includes two windowwiper controls, five gauges, and an indicator light panel.

WSW - FRONT, WSW - REAR Controls: Valves control airflow to the wiper air motors. There are two valves, one valvefor the front windshield wipers and another for the rearwindow wipers.

Turning a wiper control clockwise opens the valve,increasing air flow to the associated wiper motors; turningthe control counterclockwise decreases air to the wipermotors. The wipers move faster when air flow increases,slower when air flow decreases, and stop when air is cut off.

To stop window wiping, park the wipers by turning thecontrols fully counterclockwise, cutting off the air supply tothe air motors.

Duplex Air Pressure Gauges: Two duplex air pressuregauges, Figure 2-4, page 2-10, are on the consoleinstrument panel, to the right of the windshield wipercontrols. The gauges indicate the following air pressures:


The left gauge indicates, in both kg/cm2 and lb./in.2 units:Red Hand : Main Reservoir PressureWhite Hand : Equalizing Reservoir Pressure

The right gauge indicates, in both kg/cm2 and lb./in.2 units:Red Hand : Brake Cylinder PressureWhite Hand : Brake Pipe Pressure

Figure 2-4. Duplex Air Pressure Gauges

AIR FLOW Indicator: The air flow gauge, mounted betweenthe duplex air gauges and the speedometer, indicates brakesystem charging as well as abnormal air supply leakage,break-in-two, or rear end-of-train brake applications.

Figure 2-5. Air Flow Indicator

F42493


Speedometer: An analog speedometer, Figure 2-6, next,mounts to the right of the air flow indicator. The speedometerscale is 0 to 120 kilometres per hour (km/h).

Figure 2-6. Speedometer

Tractive/Dynamic Brake Effort Meter, Figure 2-7, page2-12, mounts to right of speedometer, and indicates totallocomotive drawbar force. When locomotive is not loading,meter pointer is centered. Pointer moves clockwise fortractive effort, and moves counterclockwise for dynamicbraking effort. The tractive meter scale is 0 to 550 kN(kilonewtons). The dynamic brake effort scale is 0 to 300 kN.

This meter also includes a High Motor TE indicator (yellow)LED that lights when tractive effort is high. Tractive effort ishigh enough to light the indicator when it is 400 kN or morewith both inverters (all traction motors) cut in. If one inverteris cut out, the indicator lights when tractive effort reaches200 kN.

Ref. photo #d97-332

Fig. “I”

Art# F41968


Figure 2-7. Tractive Effort Meter

Indicating Lights Panel, Figure 2-8, page 2-13, mounts onfar right side of instrument panel, has lights that indicateoperation of various locomotive systems.Note: Each of the following indicator lights has the

push-to-test feature, which allows testing the lightcircuit alone. This test determines if the light circuit isworking properly. Pressing the lens cap appliessupply voltage to the light circuit. After a one seconddelay the light should switch On.

TE LIMIT Light indicates tractive effort limiting has beenactivated from the EM2000 display on this locomotive or onanother locomotive that is trainlined with this one.

SAND Light indicates that a sanding request has beenmade to the locomotive computer by means of a SANDswitch actuation on this locomotive or on any locomotivetrainlined to this locomotive. Other sanding requests aremade by the automatic sanding function (to help wheel creepor wheel slip control) and the emergency air brakeapplications.

WHEEL SLIP Light Four conditions cause the wheel sliplight to switch On. One of these, Locked Wheel, isdangerous, and requires immediate action by the crew. Theothers do not require immediate crew action. These four

Ref. photo #d97-330

Fig. “J”

Art # F41969


conditions are listed following Figure 2-8.Note: WHEEL SLIP annunciation is trainlined. Anything

that causes a wheel slip warning on any trainlinedlocomotive causes the WHEEL SLIP light to switchOn on this locomotive.

Figure 2-8. Indicating Lights Panel

1. Locked Wheel Condition .Note: Refer to, and follow Indian State Railways

regulations concerning Locked Wheel faults.

Locomotive computer immediately lights WHEEL SLIPindicator and drops load when Siemens systemdetects locked wheel. After 10 second delay, (20 if airbrakes are applied), locomotive computer sets fault,sounds alarm bell, continues WHEEL SLIP light, anddisplays following message:#n LOCKED WHEEL - STOP TRAIN AND THENCHECK IF THE WHEELS TURN FREELY.Fault indications above continue until driver useslocomotive computer display panel to reset fault.

WARNINGLocked wheels on moving locomotives are verydangerous. If locked wheel is indicated, performthe following steps .

Art No. F41973

Ref. Photo d97-330

Fig. “K

”


a. Stop train and set throttle handle in IDLE.b. Find the locomotive with the Locked Wheel

indications.c. Slowly roll the unit with indication past an

observer watching for sliding wheels andlistening for unusual noises from tractionmotors and gearcases.Are any wheels sliding and/or traction motorsor gear cases making unusual noises?

Yes - Go to Step d.No - Go to Step e.

d. Take appropriate action specified byIndian State Railways rules andregulations concerning Locked Wheel.

e. Reset fault by pressing RESET key onlocomotive computer display (Locked Wheelfault message screen).

f. Has this fault occurred previously and noproblem was found?

Yes - Go to Step g.No - Go to Step h.

g. On the locomotive computer display, disableLocked Wheel detection for the faulty axle(s)as directed on page 3-20.

h. Continue monitoring for Locked Wheel faultrecurrences.Report or shop locomotive at the nextmaintenance point for Locked Wheel systemproblem.

(End of Locked Wheel Procedure)

2. Wheel Slip Condition . While starting a train when railconditions are exceptionally poor, an occasional flashof the light indicates normal wheelslip control.Automatic sanding may also occur. Do not reduce

WARNINGDo not, under any circumstances tow alocomotive having sliding /locked wheels,or move such a locomotive in tandem.


throttle setting unless severe lurching threatens tobreak train.Note: When rail conditions are poor and the locomotive

is operating in power above 2.4 km/h(1.5 MPH), occasional, irregular WHEEL SLIPlight flashing may indicate a wheel creepsystem failure. Operation may continue, butreport condition to authorized maintenancepersonnel.

3. Wheel Slip Condition on Other Locomotive . Ifanother locomotive in tandem, connected by MUjumpers to this locomotive, detects any condition thatcauses it to light its WHEEL SLIP indicator, itenergizes the trainline that lights the WHEEL SLIPindicator on this locomotive.

4. Wheel Overspeed Condition . The indicator lightflashes On and Off to indicate wheel (and tractionmotor) overspeed, which can be caused by excessivetrack speed or by simultaneous slipping of alllocomotive wheels. In either case, the systemautomatically corrects by adjusting traction alternatoroutput.

FLSHR LAMP Light flashes On/Off when either outsideflasher lamp (at cab end or at long hood end) is flashing,provided that outside flasher lamp is not burned out andLIGHTS circuit breaker is closed. Flashes at the same rateas the outside flasher lamp.

PCS OPEN Light: The air brake system trips locomotivecontrol system pneumatic control relay PCR whenever itinitiates a safety control or emergency air brake application.When PCR trips, it switches On the PCS OPEN light, and thelocomotive control system stops traction alternatorexcitation, interrupting locomotive power/dynamic brakeoperation.To restore locomotive power after safety control oremergency brake conditions end, reset PCR: set throttlehandle in IDLE, then set automatic brake handle in EM

(Emergency) for 60 seconds, then move it to REL (Release).


BRAKE WARN Light indicates excessive dynamic brakingcurrent on this locomotive or on a trainlined locomotive intandem. See “BRAKE WARN Light,” page 3-23, for moreinformation.

Alerter Light: This large yellow indicator mounts below the6-indicator panel. It lights when there is an apparent lack ofdriver activity. See page 2-27 for more information.

Console Desk Top EquipmentThe desk top is the slanting surface closest to the driver,when seated at the console, Figure 2-2, page 2-7.

Locomotive Controller: The locomotive controller, at thefar left of the console desk top, Figure 2-2, page 2-7, has twooperating controls which control three different functions.

The left control, called the Reverser or Directional Handle,controls the direction in which the locomotive moves. Theright control, called the POWER (or Throttle)/ DYN BRAKEhandle, controls throttle and dynamic brake response.Note: For simplicity in this manual, the POWER/ DYN

BRAKE handle may be called either “throttle handle”or “dynamic brake handle,” depending on context.

REVERSER (Directional Handle): The reverser, Figure 2-9,page 2-17, has three detented and unmarked settings:Neutral (centered), Forward (points away from driver), andReverse (points toward driver). The locomotive attempts tomove in the direction that the reverser points when tractionpower is applied.

For example, if the driver inserts the reverser in the No.1(left) console, and sets it Forward (pointing toward thewindshield), the windshield end of the locomotive leads, but,if the driver sets the reverser Forward in the No.2 console,the long hood end of the locomotive leads.

With the reverser centered, mechanical interlockingprevents moving the throttle/ dynamic brake handle intodynamic brake, but the throttle/ dynamic brake handle canbe set in a throttle notch. However, with the reversercentered, power cannot be applied to the traction motors.


Figure 2-9. Controller Reverser (Directional Handle)Note: Mechanical interlocking assures that the reverser

setting cannot be changed unless the THROTTLE/DYNAMIC BRAKE handle is in IDLE.

Center the reverser and remove it from the controller to lockthe Throttle/ Dynamic Brake handle in IDLE.Note: Reverser must be removed when locomotive is

trailing in tandem.

POWER / DYN BRAKE Handle: The power (throttle)/dynamic brake handle, Figure 2-10, page 2-18, has twosetting zones (sectors): POWER and DYN BRAKE,separated by a gate. To move the handle from power todynamic brake or from dynamic brake to power, the handlemust pass through the gate. To move into the gate, move thehandle to the right, then forward or backward, as required.An illuminated window to the right of the handle indicates thehandle setting. See CAUTION, next.

CAUTIONDo not reverse the reverser setting while the locomotive ismoving because doing so may damage trailing DClocomotive traction motors. Reverse the reverser setting,from Forward to Reverse, or from Reverse to forward, onlywhen the locomotive is completely stopped.

cc33484


Controller POWER/DYN BRAKE Handle, POWER Sector:The POWER (throttle) sector has nine detent settings(notches): IDLE, and throttle notches 1 through 8. FromIDLE, against the gate, pull the handle back to increaseengine speed and locomotive power.Note: Mechanical interlocking assures that the handle can

be moved from throttle IDLE to a DYN BRAKEsetting only when the reverser is set in eitherFORWARD or REVERSE.

Figure 2-10. Controller POWER/ DYN BRAKE Handle

Controller POWER/DYN BRAKE Handle, DYN BRAKE Sector:

The DYN BRAKE sector has one detent setting, SET-UP,and a setting range of 1 through 8, through which the handlemoves freely without notching.

To request minimal dynamic braking, the driver pushes thehandle forward from the SET-UP (against gate), into 1.Pushing the handle forward, to higher-numbered settings,

CAUTIONDuring locomotive operation in tandem with trailing DClocomotives, when transferring the GT46MAC from powerto dynamic brake, set the handle in IDLE for 10 secondsbefore advancing it to SET-UP. This prevents suddensurges of braking effort with possible train slack run-in orDC traction motor flashovers.


requests increased dynamic braking effort. Setting 8requests full dynamic brake effort.

Mechanical Interlocks on Controller

Reverser Centered (in Neutral) -

• POWER/ DYN BRAKE handle can only be set inPOWER (throttle) sector.

• DYN BRAKE sector is not accessible.

• Reverser can be removed from controller ifPOWER/ DYN BRAKE handle is in IDLE.

Reverser removed from controller -

• POWER/ DYN BRAKE handle is locked in IDLE.

• DYN BRAKE sector is not accessible.

Reverser in FORWARD or REVERSE-

• POWER/ DYN BRAKE handle can be set anywherein POWER or DYN BRAKE sectors.

• While THROTTLE/ DYNAMIC BRAKE handle is inDYN BRAKE sector, reverser is locked in eitherForward or Reverse.

• While POWER/ DYN BRAKE handle is in POWERsector, reverser is locked in either Forward orReverse.

• While POWER/ DYN BRAKE handle is in IDLE,reverser can be set in Forward or Reverse, or, ifcentered (Neutral), reverser can be removed, lockingPOWER/ DYN BRAKE handle in IDLE.

Cab Control Unit (CCU): The cab control unit, Figure 2-11,page 2-20, provides conventional independent andautomatic brake control functions. The handles for thesebrake functions are arranged in a standard console desk topconfiguration. Each handle adjusts a variable resistor thatprovides input signals to the CCB computer. The handles areoperated in by moving them forwards and backwards. Thebrakes are released at the backward-most setting (handletoward driver). Operating settings are detented. The CCUincludes a three-setting air brake set up switch.


Figure 2-11. Air Brakes Cab Control Unit (CCU)

CCU AUTO BRAKE Handle: The AUTO BRAKE handle,Figure 2-12, page 2-21, controls locomotive and train brakeapplication and release. This valve is “pressure-maintaining:” it holds the selected brake pipe pressureconstant against normal brake pipe leakage. AUTO BRAKEhandle operating setting/ setting zone descriptions follow thenote below.Note: Descriptions assume that train brake system is cut in

and fully charged.• REL (Release) setting: handle in first detent (closest to

driver); charges brake equipment and releases bothlocomotive and train brakes. (Releases brakes at fasterrate than RUN.) When handle is released in this setting,spring pressure returns it to RUN.

• RUN (Running) setting: handle in detent between RELand MIN; also charges brake equipment and releaseslocomotive and train brakes.

• MIN (Minimum Reduction) setting: handle in detentforward of RUN. Obtains minimum braking effort0.35 to 0.49kg/cm2 (5 to 7psi) reduction.

Fig. “L”

Ref. d97-342

Art # F41970


• SERVICE ZONE: MIN to FS sector. As handle advancesthrough SERVICE ZONE, brake pipe reduction (brakingeffort) increases from minimum reduction to maximumreduction for full service application.

Figure 2-12. CCU AUTO BRAKE Handle andTrail/Lead Air Brake Set Up Switch

• FS (Full Service) setting: handle in third detent. Obtainsfull service brake pipe reduction (full service braking). Inaddition, suppresses overspeed control and safetycontrol (penalty) applications.

• EMER (Emergency) setting: handle in detent at extremeforward position (away from driver). Initiates emergencybrake application (with brake valve cut in or cut out). Thissetting is used in resetting brake system after anypenalty (safety) or emergency brake application.Note : There is an emergency brake valve handle on

each console, as shown on Figure 2-3, page 2-8.

CT42494


Trail/Lead Air Brake Set-up Switch : The trail/ lead air brakesetup switch, lower part of Figure 2-12, page 2-21, mountsnext to the Independent (DIR) Brake Handle. This switch hasthe following three settings.

• TRAIL - Sets up air brake system for locomotive that istrailing in tandem.

• LEAD IN - Sets up air brake system for locomotive tolead or control tandem. Air brake system on thislocomotive, and on rest of tandem, responds to air brakehandle movements.

• LEAD OUT - For brake pipe leakage testing.

DIR BRAKE (Independent) Handle: The DIR BRAKE(Independent) Handle, Figure 2-13, page 2-22, is directly tothe right of the AUTO BRAKE handle. This handle controlslocomotive braking effort independent of train braking effort.The DIR (independent) brake valve is self-lapping: it holdsbrake applications at a value corresponding to handle settingagainst leakage. Descriptions of the four handle operatingsettings/zones follow Figure 2-13.

Figure 2-13. DIR BRAKE (Independent) Handle• REL (Release) Setting: handle closest to driver. This

setting releases air brakes on locomotive, and on otherlocomotives in tandem, provided that the automaticbrake handle is also in REL.

CT42495


• Application Sector: forward (away from driver) of RELsetting. As handle advances forward through the zone,air braking effort increases.

• FULL (Full Application) Setting: handle at extremeforward setting (furthest from driver). Full independentair brake cylinder pressure is obtained.

• BAIL or ACTUATE Function: Pulling up the lower part ofthe independent brake handle knob when the handle isin REL releases any existing automatic air brakeapplication that exceeds the independent brake setting.

Alerter (Vigilance) RESET Switch: When pressed after acontrol system alertness (vigilance) indication, this orangemushroom-head pushbutton switch resets the system.Note: To reset the system, it is necessary to hold down this

switch for a moment before releasing it. A quicksmash does not work.

See page 2-27 for more detailed system information. Usethis equipment only in accordance with Railway rulesand operating practices.

SAND Switch: This yellow pushbutton switch is also knownas the “manual sand” switch. Pressing this switch does allfour of the following:

– Lights SAND indicator.– Requests locomotive computer to apply sand to rails.– Energizes sanding request trainline for other

locomotives in tandem.– Resets alerter (vigilance) system

On locomotives that have wheel creep control systems, suchas the GT46MAC, pressing the SAND switch or receiving atrainlined “manual sand” request causes the locomotivecomputer to activate sanding only if both of the following aretrue:

– Reverser is thrown to either Forward or Reverse(locomotive in power or dynamic brake mode).

– Locomotive speed is not faster than 19.3km/h(12MPH), except in dynamic braking.Note: GT46MAC manual sanding is available in

dynamic braking at all speeds.


HORN - CAB END and HORN - L/H END Switches:These switches activate the locomotive air horns. Each hasa non-latching blue pushbutton. Pressing the CAB-END or L/H(long hood) - END pushbutton causes the correspondinglocomotive horn to sound until the button is released.

HDLT. - CAB END and HDLT. - L/H END Switches: Theserotary switches control the headlights at the cab end and therear (long hood) end of the locomotive.

Each switch has the following three settings:

• OFF: Headlights are Off.

• LOW: Headlights On dimly.

• HIGH: Headlights On at maximum intensity.Note: HEADLIGHTS breaker on the No. 1 circuit breaker

panel in the No.1 electrical control cabinet must beOn (lever up) to operate either the cab end or longhood end headlights.

Clipboard: For the driver’s convenience, a clipboard ismounted on the control console top surface next to theheadlight switches.

MU ENG STOP SwitchThe MU ENG STOP (multiple-unit engine stop) switchmounts on the right side of the No.2 control console (side ofconsole closest to locomotive centerline), as shown onFigure 2-14, page 2-25. The switch operating mechanism isa push-On/push-Off type, and has two independent sections.Pressing the red STOP section shuts down all locomotivesin tandem, provided that they are set up as active trailinglocomotives - Isolation switches in RUN, Throttle handles inIDLE.

Before attempting to start the locomotive engine, press thegreen RUN section of the MU ENG Stop switch. Refer to“SETTING LOCOMOTIVES ON LINE,” page 3-10. Ofcourse, during locomotive operation, leave the switch in theRUN state.


Figure 2-14. MU ENGINE STOP Switch (top), andControl & Operating Switch Panel withDYN BRAKE CONT CB (bottom)

Control and Operating Switch PanelControl and operating switches as well as the dynamic brakecontrol circuit breaker are located on a panel, mounted onthe right side of the No.2 control console (side of consoleclosest to locomotive centerline), just below the MU ENGSTOP switch, as shown in Figure 2-14, above. Panel devicedescriptions appear on following pages.

ENGINE RUN Switch: Set this switch On if the locomotive isto lead in tandem; set it Off if the locomotive is to trail intandem, or if it is to be hauled dead in tandem. The switch isOn when its slider is Up.

When the ENGINE RUN switch is On, the locomotive controlsystem controls diesel engine speed according to throttlehandle position. When the ENGINE RUN switch is Off(down), engine speed is not affected by throttle handleposition, except during a load test.

GEN FIELD Switch: Set this switch On if the locomotive isto lead in tandem; set it Off if the locomotive is to trail intandem, or if it is to be hauled dead in tandem. The switch isOn when its slider is Up.

Ref. Photo d97-339

Fig. “O”

Art # F41971


The GT46MAC locomotive setup differs from theconventional DC locomotive setup, where main generatoroutput directly powers traction motors, and setting theGEN FIELD switch Off prevents main generator excitation.

On the GT46MAC locomotive, main generator (tractionalternator) output powers the DC link and the traction controlconvertors (TCC1 & TCC2), which power the tractionmotors. The lead locomotive GEN FIELD switch must be Onto enable the TCCs to power the traction motors. If the GENFIELD switch is Off, traction alternator excitation may still beOn, but the traction motors will not operate.

The GT46MAC locomotive GEN FIELD switch circuit istrainlined: if it is Off, main generator excitation on trailing DClocomotives is Off.

CONTROL & FP Switch : Set this switch On if thelocomotive is to lead in tandem; set it Off if the locomotive isto trail in tandem, or if it is to be hauled dead in tandem. Theswitch is On when its slider is Up.

When the CONTROL & FP (control and fuel pump) switch isOn, it provides power to key low voltage control circuits, andit enables the locomotive computer to pick up fuel pumpcontrol relay FPR, and it enables diesel engine starting.

DYN BRK CONT CB: This slider-type circuit breakerprotects the dynamic brake control rheostat circuit againstfaulty operating or test setups. Set this breaker On (sliderUp) for normal operation. A tripped breaker usually indicatesthat more than one dynamic brake handle in the locomotivetandem was out of the Off setting during dynamic braking ora short circuit in an MU jumper cable. The safety guardcovering this breaker lever prevents accidentally switchingthe breaker On or Off.


Alerter (Vigilance) SystemThe alerter indicator light mounts on the control consoleinstrument panel, below the indicator light panel.

The orange alerter RESET pushbutton mounts on the controlconsole desktop surface, in front of the air brake controller.The audible ALERTER ALARM mounts on the No.1 electricalcontrol cabinet engine control panel.When locomotive brakes are released, the alerter systemrequests an acknowledgment from the locomotive operatorfrom time to time. The acknowledgment request is nevermore frequent than once per 60 seconds. If theacknowledgment request is not answered, the locomotivecomputer initiates a penalty brake application.The acknowledgment request consists of:1. Alerter lights flashing for 17 seconds, then2. ALERTER ALARM sounds for 17 seconds. (Lights

continue flashing.)Pressing either alerter RESET button while the alerter lightsare flashing or the ALERTER ALARM is sounding resets theacknowledgement request timing cycle. Using the automaticbrake handle to moderately reduce brake pipe pressure alsoresets the timing cycle. In addition, movement of the throttlehandle, independent brake handle, or dynamic brake handlewill also reset the timing cycle, as will pressing the HORN orSAND button.If the alerter system request is not acknowledged while thealerter light is flashing or the ALERTER ALARM is sounding,the alarm stops sounding and a penalty brake applicationoccurs. The penalty brake application must be reset beforenormal train operation can continue.Use of alerter equipment must be in accordance withRailway rules and operating practices.


No.1 Electrical Control CabinetThe No.1 electrical control cabinet (ECC1), Figure 2-15below, forms the back wall of the locomotive cab. It housesequipment that controls and powers the locomotive.

Figure 2-15. No.1 Electrical Control Cabinet(ECC1)

No.1 electrical control cabinet includes:

Driver-accessible panels -• Circuit Breaker Panel• Engine Control Panel• Circuit Breaker and Test Panel• EM2000 Display Panel

Miscellaneous internal equipment (not driver-accessible) -• Main Control Panel (relays, resistors, etc.)• Locomotive Control Computer (EM2000)• Computer Power Supply• Digital Voltage Regulator Module (DVR)

WARNINGKeep out of the electrical control and traction controlcabinets (TCC and ECCs), except for driver-accessibleequipment, such as listed below. High voltage andcurrent may be present within electrical control andtraction control cabinets (TCC and ECCs).

Ref d97-385

Fig. “P”

Art # F41972


• GTO Power Supply• Excitation Panel• 4 Brake Contactors (B1,B2,B3,B4,)• DC Link Transfer Switch (DCL 123,456)• Silicon Controlled Rectifier (SCR)

Circuit Breaker PanelThe No.1 electrical control cabinet (ECC1) circuit breakerpanel, Figure 2-16, page 2-30, has approximately 22 circuitbreakers (breakers) that are used in the control andprotection of the diesel engine and electrical systems. Thesebreakers can be operated as switches but will trip open whenan overload occurs. Breakers in the black-labelled panelareas must be On (lever Up) during locomotive operation.Breakers in the white-labelled areas are On as conditionsrequire. Brief descriptions of the circuit breakers on thispanel are provided, starting next.

LIGHTS Breaker: This 30A breaker must be On (lever Up)to power the switches that control miscellaneous locomotivelights.

HDLTS Breaker: This 35A breaker provides power andprotection to the cab end and hood end headlight circuits.

RADIO Breaker: This 15A breaker, between the radiomounting rack and the locomotive battery, is used to protectthe radio communications equipment.

EVENT RECORDER Breaker: This 3A breaker providespower and protection to the event recorder circuit.

CAB FANS Breaker: This 30A breaker provides power andprotection for cab air circulating fan motors and their controlcircuits.

AIR DRYER Breaker: This 15A breaker provides power andprotection to the main reservoir air filter (desiccant) dryer andassociated circuitry.

A.C. CONTROL Breaker: This 15A breaker protects thecontrol circuits that operate on companion alternator power,including traction alternator excitation and ground relayhardware.


Figure 2-16. ECC1 Circuit Breaker Panel

CONTROL Breaker: This 40A breaker sets up the fuelpump and control circuits for engine starting. It is suppliedbattery power through the battery knife switch before anengine start. Once the engine is running, the auxiliarygenerator supplies power through this breaker to maintainoperating control.

LOCAL CONTROL Breaker: This 30A circuit breakerestablishes local (vs. trainlined) control with power from thelocomotive battery or auxiliary generator to operate heavy-duty switchgear, magnet valves, contactors, blowers, andmiscellaneous relays.

DCL CONTROL Breaker: This 3A circuit breaker protectsthe DC Link (DCL) transfer switch motor and control circuits.

Fig. “Q”

Ref. d97-311

Art # F42001


A safety guard over the breaker lever helps preventaccidental breaker operation.

FILTER BLOWER MTR Breaker: This 30A breaker protectsthe inertial filter blower motor circuit. The blower evacuatesdirt-laden air from central air compartment inertial filters. Ifthis breaker trips open, or is inadvertently left Off, theFILTER BLOWER MOTOR CB OPEN message appears on thelocomotive computer display.Note: If the FILTER BLOWER MTR breaker trips (Off),

continue locomotive operation to the nearestmaintenance point.

AC GTO #1 PWR SUPPLY Breaker: This 15A breakerprotects GTO power supply PS GTO1, which provides theGTO DC supply input for the #1 inverter (TCC1).

AC GTO #2 PWR SUPPLY Breaker: This 15A breakerprotects GTO power supply PS GTO2, which provides theGTO DC supply input for the #2 inverter (TCC2).

AUX. GEN. FLD Breaker: This 10A breaker protects theauxiliary generator field circuit and is equipped with auxiliarycontact sets. One set is a double-pole switch that protectsthe DVR module.

AUX. GEN. F.B. Breaker: This 10A breaker protects thetraction alternator field firing control circuit (FCD).

FUEL PUMP Breaker: This 30A breaker protects the fuelpump motor circuit.

TCC1 COMPUTER Breaker: This 10A breaker providespower and protection to the #1 bogie traction inverter (TCC1)computer and associated circuits. A safety guard is usedover this breaker to prevent accidental breaker operation.

TCC2 COMPUTER Breaker: This 10A breaker providespower and protection to the #2 bogie traction inverter (TCC2)computer and associated circuits. A safety guard is usedover this breaker to prevent accidental breaker operation.

TURBO Breaker: This 30A breaker provides power andprotection to the turbo lube pump motor. It must be ON (leverup) before engine start for prelube and after engineshutdown to remove residual heat from the turbo bearings. If


the engine is running and this breaker is Off (lever Down),the TURBO CIRCUIT BREAKER DOWN message appears onthe locomotive computer display.

A safety guard is used over this breaker to preventaccidental breaker operation.

COMPUTER CONTROL Breaker: This 15A breakerprotects the locomotive control computer operating powersupply.

TCC ELECT BLW MTR Breaker: This 30A breaker protectsthe TCC electronics blower motor circuit. The blower coolsTCC cabinet electronics equipment.

MICRO AIR BRAKE Breaker: This 15A breaker providesoperating power to the Knorr air brake system and the airbrake system electrical/ electronics cooling fans.

GROUND RELAY CUTOUT Switch: This toggle switch,when open (lever Down), disconnects ground protectionrelay GR from the locomotive electrical circuits formaintenance inspection or trouble-shooting. When theswitch is open, the locomotive computer prevents tractionalternator excitation. This switch normally is locked in theclosed (lever Up) setting by a pin that is safety-wired to abracket. This setting arms the ground fault protectionsystem.

CAUTIONThe TURBO breaker and the COMPUTER CONTROLbreaker must remain On (lever up) for 35 minutes afterengine shutdown following load operation. This enablesthe turbo lube pump to continue operating, cooling downthe turbocharger bearings, after engine shutdown.

CAUTIONBoth the COMPUTER CONTROL and TURBO circuitbreakers must remain On (lever Up) for 35 minutes afterengine shutdown following load operation. This enablesthe turbo lube pump to continue operating, cooling downthe turbocharger bearings, after engine shutdown


Circuit Breaker and Test PanelTest panel jacks, Figure 2-17, below, enable maintenancepersonnel to conveniently check the following voltages:

• Main Generator (Traction Alternator) Field• Companion Alternator Output• Load Regulator• Main Battery

The three breakers listed after Figure 2-17 mount on thepanel just below the voltage test panel.

Figure 2-17. Circuit Breaker and Test Panel

GEN FLD Breaker: This 90A breaker protects the tractionalternator field circuit. The companion alternator suppliestraction alternator field excitation current through siliconcontrolled rectifiers (SCRs). The GEN FLD breaker protectsthe SCRs, the traction alternator, the companion alternator,and other associated circuitry. If traction alternator fieldcurrent overload occurs, the breaker trips and the locomotivecomputer displays the message -

Fig. “R”

Ref. d97-310

Art # F42002


EXCESSIVE GENERATOR FIELD CURRENT.The message disappears when field current drops to a safelevel, but to continue operation, the breaker must be reset.Note: Unlike most other circuit breakers on the No.1

electrical control cabinet, which trip to the full Offposition, the GEN FLD breaker trips to the centerposition. To reset the GEN FLD breaker, wait for thetraction alternator field to cool, pull the breaker leverdown to the full Off setting, then pull it back up to On.

TCC1 BLOWER Breaker: This 30A breaker protects thetraction control converter #1 (TCC1) blower motor.

TCC2 BLOWER Breaker: This 30A breaker protects thetraction control converter #2 (TCC2) blower motor.

Engine Control PanelThe Engine Control Panel, Figure 2-18, page 2-35, hascontrol equipment for setting up locomotive operation. A briefdescription of each device follows -

ISOLATION Switch: This rotary switch has two settings:START/ STOP/ ISOLATE, and RUN. The setting functionsare:

START/ STOP/ ISOLATE Setting

• Enables diesel engine priming and starting .• Isolates unit. When isolated, unit does not develop power

or respond to controls; engine runs at idle speedregardless of throttle handle setting.

• Silences alarm caused by locomotivecomputer-determined NO POWER condition. Does notsilence alarm caused by hot engine or traction motoralarm.

RUN Setting

• Puts unit on line: locomotive will respond to control (forexample, will respond to throttle handle setting changes,local or trainlined) and will develop power in normaloperation.


Figure 2-18. Typical Engine Control Panel on ECC1

DYN BRAKE CUT IN/ CUT OUT Switch: If this slide switchis set in CUT OUT (slider Down), the locomotive will notoperate in dynamic brake. The locomotive will operate inpower with normal air braking - no other locomotives intandem are affected.

Cutting out dynamic braking on selected locomotives in atandem limits total tandem dynamic brake effort.

Cutting out dynamic braking does not affect normal power(traction) operation, and does not affect the air brake system.

This lever of this switch is normally safety wired in theCUT IN (lever up) setting to prevent accidental dynamicbrake cut out.

EXTERIOR LIGHTS Switch: This slide switch providesOn/Off control of the platform light at the rear of thelocomotive and the fuel filler lights on both sides of the

Fig. “S”

Ref. d97-338

Art # F42003


locomotive. With the slider in the On (Up) setting, power issupplied to these lights, provided that the battery knife switchis closed and the LIGHTS breaker is On.

MAINT ROOM LIGHTS Switch: This slide switch providesOn/Off control of the engineroom maintenance lights. Withthe slider in the On (Up) setting, power is supplied to theselights, provided that the battery knife switch is closed and theLIGHTS breaker is On.

EMERGENCY FUEL CUTOFF & ENGINE STOP Switch:

When pressed for approximately one second, this large redpushbutton switch requests the locomotive computer to stopthe locomotive diesel engine. The pushbutton need not beheld in until the engine stops. However, holding button in forone second ensures that the computer recognizes the switchactuation as a proper shutdown request.

Battery Charging Ammeter: This meter indicates thelocomotive battery charging/ discharging rate. It does notindicate auxiliary generator output or engine cranking currentduring start-up.

CLASSIFICATION LIGHTS Switch: This rotary switch hasthree settings: LONG HOOD FORWARD, OFF, and CABEND FORWARD. The functions of these settings are:

CAB END FORWARD SettingLights white cab end class lights andred long end class lights.

OFF SettingTurns off class lights at both ends of the locomotive.

LONG HOOD FORWARD SettingLights white long hood end class lights andred cab end class lights.

ALERTER ALARM: The ALERTER ALARM sounds if thedriver has not acknowledged the flashing of the consoleAlerter indicator lights for 17 seconds.

When the ALERTER ALARM sounds, the driver mustacknowledge it within the next 17 seconds to avoid a penaltybrake application. [See “Alerter (Vigilance) System,” page2-27 for acknowledgement methods.]


AIR BRAKE EQUIPMENTThe locomotive is equipped with a computer-controlled airbrake (CCB) system. The driver uses a cab control unit(CCU) to control the CCB system. Each control console,Figures 2-1 and 2-2, pages 2-6 and 2-7, includes a CCU withan air brake set-up switch. Most brake pneumatic equipmentmounts on the air brake rack pneumatic control unit (PCU).The air brake rack is mounted beneath the front head lightsand between the front class lights. The PCU is an interfacefor electrical and pneumatic devices, and is controlled by theCCB air brake computer.

The locomotive computer displays certain useful messagesrelated to time delays that occur during recovery fromemergency brake applications.

Dead Engine Cutout CockThe dead engine cutout cock, mounted on the air brake rackat the front of the locomotive, limits air braking effort on alocomotive being hauled dead in a train. When the cutoutcock is set for a dead locomotive, the pressure regulator, setat 1.8kg/cm2 (25 psi), charges the #2 main reservoir at1.8kg/cm2 from the brake pipe, thus limiting brake cylinderpressure to 1.8kg/cm2. Refer to CCB computer brakingsystem set-up plate for setting.Note: Before changing the dead end cutout cock setting,

shut down the diesel engine and open all locomotiveMU air connections. Reconnect the hoses aftercompleting the change.


ENGINEROOM EQUIPMENT

Figure 2-19.Figure 2-19 illustrates engineroom equipment locations.Engine cooling water, lube oil, and fuel oil pressures andtemperatures are monitored by sensors on the engine andequipment rack. Some of these values are sent to thelocomotive computer; some are available for display on thelocomotive computer display.

CT42496

1. Water Level Sight Gauge

2. Diesel Engine Governor

3. Primary Fuel Filter Bypass Gauge

4. Layshaft (Manual Injection Control Lever)

5. Engine Protector (Low Water and Crankcase PressureReset Buttons)

6. Water Filler

7. Fuel Prime/ Engine Start Switch (Behind Lockable Cover)

- . Spin-On Fuel Filters Bypass Sight Glass (Not Shown -Other Side of Engine, at Governor Bottom Level)


FUEL PRIME/ ENGINE START SwitchThis rotary switch, also known by its electrical designation,FP/ES, mounts on a box on the side of the equipment rack,accessible through doors on the right side of the long hood.The three FP/ES settings are:

Centered (Off) SettingWhen released, lever is spring-returned to this setting.

FUEL PRIME Setting(Lever turned to counter-clockwise stop.) Primes engine withfuel to ready it for starting. Energizes fuel pump, but notstarter motors. Also energizes auxiliary turbocharger lube oilpump, ensuring supply of lube oil under pressure toturbocharger bearings during engine startup.

ENGINE START Setting(Lever turned to clockwise stop.) Applies locomotive batterypower to fuel pump and starting motors. Starting motorpinions engage engine ring gear, then starting motors crankengine until engine starts and FP/ES switch is released.

Injector Rack Manual Control Lever (Layshaft)This lever, on the engine near the FP/ES switch, directlyoperates the engine fuel injector setting racks. Pushing thelever increases fuel injection; pulling it does the opposite.

Water Level Sight GaugeAn instruction plate mounts next to the water tank sightglass. To check the water level, open the round valve handleat the bottom of the gauge. Sight the water level against thegauge, then close the valve. To avoid a false reading whenusing the gauge the next time, drain the sight glass by meansof small drain cock at the bottom of the gauge. Be sure toclose the drain cock after draining the sight glass.

Fuel Filter PressuresPressure relief valves are located at the primary fuel filterand the engine mounted fuel filters. If the pressure acrossthe primary filter element exceeds 2.1kg/cm2 (30psi), abypass valve begins to open, bypassing the primary fuelfilter.

Bypassing the primary fuel filter imposes greater burden onthe engine-mounted spin-on fuel filters, shortening their


service life. As the spin-on filters become plugged, fuelpressure at the spin-on filters input rises. When it reaches4.2kg/cm2 (60psi), the spin-on filters bypass valve opensfully, and fuel bypasses the engine, returning to the fuel tank.If fuel appears in the sight glass on top of the spin-on filterfurther from the engine, Figure 3-1, page 3-8, it means thatfuel is bypassing the spin-on filters.

Governor Low Oil Trip Reset PlungerThe diesel engine governor includes a mechanism thatdetects lube oil pressure within the governor. Under normaloperating conditions, the engine lube system supplies oil tothe governor at engine lube system pressure.

If oil pressure at the governor drops too low, a small plungeron the side of the governor body pops out, indicating that thelow oil detector has tripped. See Figure 2-20, page 2-41.

When the mechanism trips, the locomotive computerdisplays a GOVERNOR SHUTDOWN message and, severalseconds later, it acts to shut down the diesel engine. (AtIDLE, and in lower throttle settings, there is a longer delaybefore engine shutdown.

The engine is also equipped with three other devices that,when activated, can trip the governor low oil detector,causing an engine shutdown:

– Low coolant water pressure (low water) detector– Crankcase pressure detector– Engine lube oil overheat (hot oil) detector.

The low water and crankcase pressure detectors are part ofthe engine protector, Figure 2-21, page 2-42.

If a governor shutdown occurs, the cause must bedetermined. Check the engine protector. The device with theprotruding button is the one that tripped. If neither buttonprotrudes, either the hot oil detector activated or true low oilpressure occurred. See WARNING, next.


Figure 2-20. Governor Low Oil Trip Plunger andEngine Overspeed Trip Reset Lever

Engine Overspeed Trip Reset LeverFigure 2-20, below, illustrates the diesel engine overspeedreset lever location. If engine speed rises above theoverspeed mechanism setpoint, the mechanism trips,halting fuel injection. Lack of fuel immediately shuts down

WARNINGIf crankcase pressure detector has tripped, make nofurther engineroom inspections. Do not attempt torestart engine. Isolate locomotive. Drain cooling systemin accordance with Railway regulations if freezingconditions are possible.If neither crankcase pressure nor low water pressuredetector has tripped, and engine oil level is satisfactory,but hot engine condition is apparent, do not attempt torestart engine. Report engine shutdown circumstancesto maintenance personnel.

Halftone #29233

To Reset

OverspeedTripped

1

2

1. Low Oil Plunger (Push In To Set)2. Low Oil Level Sight Glass F29233


the engine, ENGINE NOT RUNNING message appears onlocomotive computer display, and alarm bell sounds.

To reset the engine overspeed mechanism, pull the resetlever to the counter-clockwise stop.

Figure 2-21. Engine Protector

MISCELLANEOUS EQUIPMENT

No. 2 Electrical Control Cabinet (ECC2)This cabinet mounts on the right side of the locomotive,under the locomotive underframe, between the No.1 bogieand the fuel tank. The AUX GEN circuit breaker mounts inthis cabinet.

Halftone #30066

F30066

1. Low Water Reset2. Crankcase Pressure Reset3. Test Cock4. Vent and Test Fitting

2

1

34


AUX. GEN. BreakerThis breaker supplies auxiliary generator power tolocomotive low voltage DC circuits. It protects againstexcessive current demands. Since the low voltage DCsystem provides companion alternator excitation, if thebreaker opens, the locomotive computer displays theNO LOAD - NO COMPANION ALTERNATOR OUTPUTmessage and sounds the alarm.

HandbrakeThe lever-type handbrake is located on the outside of thelong hood, along the walkway on the right side of thelocomotive, just past (to the rear of) the No. 2 bogie inboardsand box. Comply with Railway rules and regulations whenapplying or releasing the handbrake.

Fire ExtinguishersThere are two dry chemical fire extinguishers on thelocomotive. One mounts in the cab, and the other mountsnext to the air compressor in the long hood.

Starting Fuse and Battery Switch BoxThe starting fuse and battery switch box, Figure 2-22, page2-44, is located on the left side of the locomotive, along thewalkway, as shown by item 3 on Figure 1-1, page 1-7. Thebox includes the equipment described in the followingparagraphs.

BATT SW (Battery Knife Switch)When closed, the battery knife switch connects thelocomotive batteries to the locomotive low voltage(64/74 VDC) electrical system. The battery switch must beclosed at all times during locomotive operation.

STARTING FuseThe 800A starting fuse is in use only during diesel enginestarting. Battery current flows through the fuse and thestarting contactor to the starting motors. The starting fuseprotects the motors from current overload.

Although the fuse should be in good condition and alwaysleft in place, it has no effect on locomotive operation otherthan for engine starting. A defective starting fuse can be


detected when attempting to start the engine. If the enginestart switch does not crank the engine, then check the fuse.

Figure 2-22. Starting Fuse and Battery Switch Box

CAUTIONThis locomotive uses an 800 Ampere starting fuse.Similar locomotives, with different starting motorconnections, may use a 400 Ampere starting fuse. Thetwo fuses look identical, except for markings. Do not usea fuse rated at 400 Amperes for starting thislocomotive.

Fig. “T”

Ref 10632217

Art # ct42000


Section 3Operation


Heading PageINTRODUCTION........................................................................ 3-3PREPARATION FOR SERVICE................................................ 3-3

Ground Inspection ................................................................ 3-3Engineroom Inspection ........................................................ 3-4Starting Fuse and Battery Switch Box Inspection ............. 3-4Lead Locomotive Cab Inspection ........................................ 3-4

Circuit Breaker Panels ...................................................... 3-4Engine Control Panel ........................................................ 3-4Control Consoles............................................................... 3-5

Air Brake Equipment...................................................... 3-5Trailing Locomotive Cab Inspection ................................... 3-5

Starting Fuse and Battery Switch Box............................. 3-5Circuit Breaker Panel ........................................................ 3-5Engine Control Panel ........................................................ 3-5Control Consoles............................................................... 3-6

Console Air Brake Equipment ...................................... 3-6STARTING LEAD LOCOMOTIVE ENGINE .............................. 3-6

Engine Inspection ................................................................. 3-6Engine Starting Procedure ................................................... 3-7

STARTING TRAILING DIESEL ENGINES................................ 3-9SETTING LOCOMOTIVES ON LINE....................................... 3-10PRECAUTIONS BEFORE MOVING LOCOMOTIVE .............. 3-10HANDLING LIGHT LOCOMOTIVE ......................................... 3-11COUPLING LOCOMOTIVES TOGETHER.............................. 3-11DYNAMIC BRAKING FOR LOCOMOTIVES IN TANDEM...... 3-12COUPLING LOCOMOTIVE TO TRAIN ................................... 3-12PUMPING UP AIR ................................................................... 3-12BRAKE PIPE LEAKAGE TEST............................................... 3-13STARTING TRAIN ................................................................... 3-13STARTING LOCOMOTIVE UP HILL....................................... 3-15STARTING LOCOMOTIVE ON BRIDGE (TE LIMIT) .............. 3-15ACCELERATING TRAIN......................................................... 3-16RUNNING THROUGH WATER ............................................... 3-16

Operation 3-1

Wheel Control .........................................................................3-16WHEEL CONTROL INDICATIONS..........................................3-17

Locked Wheel Detection Disabling/ Enabling...................3-19LOCOMOTIVE SPEED LIMIT ..................................................3-20MIXED GEAR RATIO OPERATION ........................................3-21DOUBLE HEADING SERVICE ................................................3-21HELPER SERVICE ..................................................................3-22DYNAMIC BRAKING ...............................................................3-22

BRAKE WARN Light ............................................................3-23ISOLATING LOCOMOTIVE.....................................................3-24INVERTER FAULTS ................................................................3-24CHANGING OPERATING ENDS.............................................3-25

On End Being Cut Out.........................................................3-25On End Being Cut In............................................................3-26

STOPPING ENGINES..............................................................3-26Freezing Weather Precautions ..............................................3-28

Draining the Cooling System..............................................3-28TOWING LOCOMOTIVE IN TRAINWITH ENGINE RUNNING........................................................3-28TOWING LOCOMOTIVE IN TRAINWITH ENGINE SHUT DOWN...................................................3-29TOWING LOCOMOTIVEDEAD IN TANDEM...................................................................3-30LEAVING LOCOMOTIVE UNATTENDED...............................3-31


INTRODUCTIONThis section includes recommended procedures for setup,service preparation, and general locomotive operation. Theprocedures are brief and do not contain detaileddescriptions of equipment location or function. See theLocomotive Service Manual for more specific descriptions.Always comply with Railway rules and instructionsregarding locomotive operation or inspection.

This section is arranged as follows -• Preparation for Service

– Ground Inspection– Engineroom Inspection– Starting Fuse & Battery Switch Box Inspection– Lead Locomotive Cab Inspection– Trailing Locomotive Cab Inspection

• Starting Lead Locomotive Engine– Engine Inspection– Engine Starting

• Starting Trailing Locomotive Engines• Various other operating procedures• Stopping Engines• Towing Locomotive• Leaving Locomotive Unattended

PREPARATION FOR SERVICEGround InspectionCheck for the following and correct when necessary:

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

• Loose or dragging parts.

• Proper installation of electrical control cables and air brakehose connections between locomotives in multiple unittandem, and to train.

• Proper setting of angle cocks and shut-off valves.

• Air cut in to bogie brake cylinders.

• Satisfactory condition of brake shoes.

• Adequate fuel supply.

• In No.2 electrical control cabinet, verify that AUX. GEN.breaker is closed. (Under underframe, on right side.)

Operation 3-3

Engineroom InspectionEngineroom equipment can be inspected and operated byopening access doors along the sides of the long hood.Check for the following and correct when necessary:

• Check air compressor lube oil supply.

• Check water level in water tank sight glass. It should benear FULL (ENGINE DEAD) mark.

Note: Recheck water level when engine is running. Itshould be near FULL (ENGINE RUNNING) mark.

• Check all valves for proper settings.

• Check for leakage of fuel oil, lube oil, water, or air.Note: A properly filled engine lube oil system coats the oil

gauge above the FULL mark when the engine isstopped. To obtain an accurate check, recheck thelevel when the engine is idling and at normaloperating temperature.

Starting Fuse and Battery Switch BoxInspection1. Verify that main battery knife switch is closed.

2. Verify that starting fuse is installed in good condition,and is correct rating.

Lead Locomotive Cab InspectionOn the lead or control unit, check the control locationsdescribed in Section 3. Set the equipment for operation asfollows:

Circuit Breaker Panels1. All breakers in black (shaded) area of panel(s) - On.

2. Other breakers On as required.

3. At circuit breaker panel, verify that GROUND RELAYCUTOUT switch is closed (lever Up) and sealed.

Engine Control Panel1. Isolation switch in START.

2. Miscellaneous switches set as required.

Note: Electrical control cabinets must be securely closedduring locomotive operation for proper cooling.


Control ConsolesSet control console devices as follows:

1. Set CONTROL & FP switch On (slider Up). This allowsfuel pump to start and run when FP/ES switch is inFUEL PRIME or ENGINE START.

2. Set ENGINE RUN switch and the GEN FIELD switch Off(sliders Down).

3. Set light switches and other switches as desired.

4. Set throttle handle in IDLE. Center reverser (neutral),and remove it.

Air Brake Equipment1. Set air brake controller automatic brake handle in

FS (full service). This nullifies any safety control brakeapplication.

2. Set air brake controller independent brake valve handlein FULL (full application).

3. Set air brake controller set-up valve in LEAD-IN.

Trailing Locomotive Cab InspectionCheck the following trailing locomotive cab device settings.correct them as required.

Starting Fuse and Battery Switch Box1. Main battery knife switch should be closed.

2. Starting fuse should be installed, in good condition, andcorrectly rated.

Circuit Breaker Panel1. All breakers in the black (shaded) area of the circuit

breaker panel(s) should be On (levers Up).

2. Other circuit breakers should be On, as required.

3. At the circuit breaker panel, verify that theGROUND RELAY CUTOUT switch is closed and sealed.

Engine Control Panel1. Isolation switch should be in START.

2. Miscellaneous switches should be set as required.Note: Electrical control cabinet is pressurized with filtered

air. Keep cabinet doors closed during operation.

Operation 3-5

Control ConsolesSet control console devices as follows:

1. CONTROL & FP switch, GEN FIELD switch, andENGINE RUN switch must be Off (sliders Down).Note: This step presumes that electrical MU cables are

previously installed.

2. Set throttle in IDLE. Center reverser (neutral setting) andremove it to lock throttle handle in IDLE.

3. Set light switches and other switches as required.

Console Air Brake Equipment

1. Set automatic brake handle in RUN (Running).

2. Set independent brake handle in REL (Release).

3. Set brake controller LEAD/TRAIL cutout switch in TRAIL.

STARTING LEAD LOCOMOTIVEENGINEThe diesel engine may be started after the followinginspections have been completed.

Engine InspectionInspect the engine before as well as after starting.

1. Make sure that overspeed mechanism is Reset.

2. Make sure that the governor low oil pressure tripplunger is reset, and that oil is visible in the governorsight glass.

3. Make sure that the crankcase (oil pan) pressure and lowwater pressure detector reset buttons are reset(pressed in). If either button protrudes, press and hold itfor 5 seconds immediately after engine starts.

4. Make sure that engine top deck, air box and oil paninspection covers are in place and securely closed.

5. Check engine lube oil filter tank sight gauge, if the tankhas one. If gauge is full, proceed to next step. If gaugeis empty or does not exist, make certain that oil strainerhousing is full. The oil level should be maintained up tothe overflow outlet of the housing.


6. Pull out oil level gauge (dipstick) from side of engine oilpan. Oil gauge should be coated with lube oil.Note: A properly filled engine lube oil system will coat

the oil gauge above the FULL mark when theengine is stopped. To obtain an accurate check,recheck level, when the engine is idling and atnormal operating temperature.

7. Check for liquid trapped in engine cylinders as follows:A) Open all 16 cylinder test valves (test cocks).B) Bar over the engine at least one revolution.C) Close all the cylinder test valves (test cocks),

checking for leakage from each.Note: If any evidence of leakage from cylinder test

valves is found, do not start engine. Report theleakage to maintenance personnel.

Engine Starting ProcedureAfter the preceding inspections have been completed, thediesel engine may be started.Note: Engine should be prelubricated if it has been shut

down for more than 48 hours. See EngineMaintenance Manual for prelubrication procedures.

Proceed as follows:

1. Make sure that starting fuse is installed, in goodcondition, and correctly rated. Verify that main batteryknife switch is closed.

2. At the circuit breaker panel, make sure that all breakersin the black (shaded) areas are On and GROUND RELAYCUTOUT switch is closed and sealed.

3. At the No.2 control console, make certain that theGEN FIELD and ENG RUN switches are Off (Down).Verify that the CONTROL & FP switch is On (Up).

Note: When starting trailing locomotive diesel enginesthat have control cables connected betweenlocomotives, leave the CONTROL & FP switch Off.

4. At the engine control panel, verify that the isolationswitch is set in START.

Operation 3-7

Figure 3-1. Fuel Oil Sight Glasses

5. At the equipment rack, turn the FP/ ES switch lever toFUEL PRIME and hold it there until fuel flows in thereturn fuel sight glass (closer to engine) clear and freeof bubbles - normally 10 to 15 seconds - then release it.See Figure 3-1, above.Note: Fuel sight glasses are on other side of engine

from FP/ ES switch.

6. Turn the FP/ ES switch lever to ENGINE START and holdit there while the engine is cranked until the engine firesand speed increases. Do not crank for more than 20seconds. (See CAUTION, next.)

F27505

1. Return Fuel Sight Glass (Normally Full)2. Bypass Sight Glass (Normally Empty)3. Filter Elements

F27505

3

1 2


7. Check low water pressure detector reset buttonimmediately after engine starts. If tripped, press buttonand hold for 5 seconds to reset. (If detector is trippedand not reset, engine will shut down shortly.)

8. Check the following with the engine running and at anormal operating temperature [49°C (120°F)], andcorrect if necessary.A) Coolant level is near FULL (ENGINE RUNNING)

BOTTOM mark limits on water level instruction plate.B) Engine lube oil level is near FULL mark on oil level

gauge (dipstick).C) Governor oil level is near upper mark on sight glass.D) Compressor lube oil level is within normal range.

9. After engine has been started and is operating normally,check to be sure that all engine room access doors aresecurely closed.

Note: Do not apply load before engine water inlettemperature has reached 49°C (120°F).

STARTING TRAILING DIESEL ENGINESStart trailing units engines in the same manner as theengine in the lead unit. Refer to “STARTING LEADLOCOMOTIVE ENGINE,” page 3-6.Note: If MU jumper cables are already connected between

locomotives, make sure that these trailing locomotiveswitches are Off (sliders Down): CONTROL & FP,GEN FIELD, and ENGINE RUN. This will allow thesesystems to be controlled from the lead unit.

CAUTIONTo prevent overheating starting motors, which maydamage them, do not allow engine cranking tocontinue for more than 20 seconds. If engine fails tostart after cranking for 20 seconds, wait 2 minutes tocool starting motors before cranking engine again.

Operation 3-9

SETTING LOCOMOTIVES ON LINE

After the diesel engine is started and inspected, set thelocomotive on line by setting the isolation switch in RUN.

When a locomotive is on line, it can respond to operatorcontrols and develop tractive/ dynamic brake effort.

When on line, a trailing locomotive follows trainlined throttle/dynamic brake commands from the lead locomotive.

The locomotive computer modifies diesel engine speed inresponse to certain operating conditions, such as low mainreservoir pressure. In these circumstances, diesel enginespeed is not precisely related to throttle setting.

PRECAUTIONS BEFORE MOVINGLOCOMOTIVEBefore attempting to move the locomotive under its ownpower, carefully follow these precautions:

1. Make sure that main reservoir air pressure is normal.

2. Make sure that the brake system is set up as LEAD-INon a single or lead locomotive, and TRAIL on a trailinglocomotive.

3. Check for proper air brakes application and release -observe brake cylinder and brake rigging.

4. Release hand brake and remove any wheel blocking.

WARNINGVerify that the throttle handle is in IDLE on all locomotivesin tandem before setting a locomotive on line.

CAUTIONEngine water temperature should be 49°C (120°F) orhigher before full load is applied to engine. After idlingat ambient temperature below -18°C (0°F), increaseto full load gradually.


HANDLING LIGHT LOCOMOTIVEWith engine started, unit placed on-line, and precedinginspections and precautions completed, the locomotive ishandled as follows:

1. Set the ENGINE RUN and GEN FIELD switches On.

2. Set the air brake system on single or leading units forLEAD-IN.

3. Switch headlights and other lights On as needed.

4. Insert the reverser (directional handle) and set it in thedesired direction of travel, Forward or Reverse. (Enginespeed increases from low idle to throttle 1 speed assoon as reverser is thrown.)

5. Release the air brakes.

6. Advance the throttle handle as needed to movelocomotive at desired speed.Note: Locomotive response to throttle movement is

almost immediate. There is little delay in powerbuildup.

Do not reverse reverser setting (Forward to Reverse, orReverse to Forward) when locomotive wheels areturning.

COUPLING LOCOMOTIVES TOGETHERUse the following procedure when coupling locomotivestogether for multiple unit operation:

1. Couple and stretch locomotives to ensure couplers arelocked.

2. Install 27 conductor electrical control cable betweenlocomotives.

3. Perform ground, engineroom, and engine inspectionsoutlined in preceding pages.

4. Set cab controls for trailing unit operation as directed inpreceding pages. Remove reversers (directionalhandles) from all controllers to lock controls.

5. Connect air brake hoses between locomotives.

6. Open required air hose cutout cocks on eachlocomotive.

Operation 3-11

7. Using the lead locomotive air brake cab control unit(CCU), make an automatic brake application todetermine if brakes apply on each locomotive. Releasethe automatic application, then make sure the brakes oneach locomotive release.

8. Follow the same procedure to check an independentbrake application. Also, release an automatic brakeservice application by pulling up the independent brakehandle bail-release ring. Inspect all brakes in thetandem to verify they have released.

DYNAMIC BRAKING FORLOCOMOTIVES IN TANDEMThe dynamic brake handle operates the dynamic brakerheostat. The locomotive computer uses the voltage levelsignal produced by the rheostat to control dynamic brakingeffort. The rheostat voltage level appears on a trainlinedwire that controls the dynamic braking effort of alllocomotives in a tandem that are equipped with dynamicbraking. The total braking effort of a multi-unit tandem canbecome quite high. Observe Railway rules regardingmultiple unit dynamic braking.

COUPLING LOCOMOTIVE TO TRAINBe just as careful when coupling locomotive(s) to a train astaken when coupling locomotives together.

After coupling, perform the following checks:

1. Make sure that couplers are locked by stretching theconnection.

2. Connect the air brake hoses.

3. Slowly open the air valves on the locomotive and thetrain to cut in the brakes.

4. Pump up air using the following procedure:

PUMPING UP AIRAfter cutting in air brakes on train, note the reaction of thecontrol console MAIN RESERVOIR pressure gauge. Ifpressure falls too low, the locomotive computer


automatically increases engine speed to throttle notch 2,and displays the ENGINE SPEED INCREASE - LOW AIRPRESSURE message, provided that the Isolation switch is inRUN.

To pump up air in a reasonable amount of time on a longtrain, it may be necessary to increase engine speed higherthan notch 2. Proceed as follows:

1. Set Generator Field switch Off (Down).

2. Center reverser (set it in neutral).

3. Advance throttle to speed up engine.Note: Engine is virtually unloaded. Do not advance

throttle past notch 5.

BRAKE PIPE LEAKAGE TESTFor specific instructions, refer to Railway train handling rulesand guidelines.

STARTING TRAINThe method selected for starting a train depends uponmany factors - such as train type, weight, length, amount ofslack, track condition, grade, and weather conditions. Sincethese factors are variable, specific train starting instructionscannot be provided; it is up to the driver to use goodjudgment in properly applying power to suit requirements.There are, however, certain general considerations thatshould be observed - as outlined in the followingparagraphs.

Proper throttle handling is important when starting trainsbecause it bears directly on tractive effort. As the throttleadvances, tractive effort increases almost immediately.Therefore it is advisable to advance the throttle one notch ata time when starting a train. Start the train in as low athrottle setting as possible. This practice keeps locomotivespeed at a minimum until all slack has been removed - thetrain has been completely stretched. Sometimes it isadvisable to reduce the throttle a notch or two at themoment the locomotive begins to move - to preventstretching slack too quickly, or to avoid slipping.(Continues.)

Operation 3-13

The following general procedure is recommended for readystarting the train.

1. Set Isolation switch in RUN.

2. Set reverser (directional handle) in the desired directionof motion, Forward or Reverse.

3. Set ENGINE RUN and GEN FIELD switches On.

4. Release both automatic and independent air brakes.Note: The AC transmission on this locomotive enables

the throttle to be advanced to start the trainwhile the air brakes the brakes are applied.AC traction motors can remain at zero speedwhile power is applied to them for extendedperiods without damage.

5. Advance the throttle one notch at a time, as required:

a. To notch 1 - Loading stops increasing at a specificlow value. This can be seen on the tractive effortmeter. If total train weight is low, or the train is noton an ascending grade, the train may begin movingin throttle notch 1.Note: On this locomotive, it not necessary to

manipulate the throttle between notch 1and IDLE during train starting.

b. To notch 2, 3, or higher until locomotive moves.After train is stretched, advance throttle as desired.

Note: When operating at full throttle to climb a hill, or toaccelerate, the wheel slip control system reacts sorapidly to correct minor slips by means of powerreduction and sanding that the wheel slip lightseldom comes on to indicate severe slips. Sustainedwheel slip correction may be seen at the tractiveeffort meter as a steady reduction below what isnormally expected at full throttle at the existinglocomotive speed. Do not misinterpret such powerreduction as a fault - the wheel slip control system ismaintaining tractive effort at the maximum levelpossible for the existing conditions.


STARTING LOCOMOTIVE UPHILLNote: Unlike many DC locomotives, backwards GT46MAC

movement while set up for forward traction, or viceversa, does not cause a fault, and no power lockoutoccurs.If reverser (directional handle) is set to opposelocomotive movement, locomotive computer appliesfull dynamic braking until locomotive almost stops.

When starting a train up a hill, apply independent brake andadvance throttle until forward effort develops sufficient toprevent backwards rolling. Then release the independentbrake and advance the throttle as required.

STARTING LOCOMOTIVE ON BRIDGE(TE LIMIT)It may be necessary to limit tractive effort when starting alocomotive on certain bridges, according to Railway rules.To do so, follow this procedure:

1. On locomotive computer display panel, bring upMain Menu, then press NEXT (F2) to bring up page 2.

2. Select Maintenance. (Maintenance Menu appears.)

3. Select TE Limiting. (TE Limiting Menu appears, with“TE Maximum Tractive Effort = MAXIMUM” statement.)

4. Press CHANGE key (F1) on panel. (Statement changesto “TE Maximum Tractive Effort = REDUCED.” Also,control console TE LIMIT light switches On.)

Locomotive control system on this locomotive, as wellas on other locomotives in tandem connected throughMU jumper cables, is now set up to limit tractive effort.

5. Drive locomotive(s)/ train across bridge.

6. Press CHANGE key (F1) on display panel. (Statementchanges to “TE Maximum Tractive Effort = MAXIMUM.”Also, control console TE LIMIT light switches Off.)

Locomotive control system on this locomotive, as wellas on other locomotives in tandem connected throughMU jumper cables, is now set up for normal tractiveeffort.

Operation 3-15

ACCELERATING TRAINAfter the train has started moving, advance the throttle asrapidly as desired to accelerate the train consistent withRailway train handling rules.

The control console tractive effort indicator is a useful guidewhen accelerating a train. The pointer advances to the right,denoting increased tractive effort, as the throttle isadvanced. When train speed increases, the pointer beginsdropping back to the left, indicating decreasing tractiveeffort. At that time, the throttle may again be advanced.Thus, for maximum smooth acceleration after the train hasinitially started moving, advance the throttle one notch eachtime the pointer begins moving to the left until full powerdevelops in throttle 8.

RUNNING THROUGH WATER

This locomotive has AC traction motors, which are relativelywater tolerant compared to DC traction motors.It is possible to operate this locomotive through waterno deeper than 10cm (3.9 inches) above the top of the railat speeds up to 5km/h (3.1 MPH).

However, if operating this locomotive in tandem withlocomotives having DC traction motors, the tandem mustnot be operated through water deep enough to touch thebottom of the motors, or through water at speeds greaterthan 4km/h (2.5 MPH).

WHEEL CONTROLThe locomotive computer wheel control function consists oftwo sub-functions: the wheel creep control function, and theback-up to wheel creep control, the wheel slip controlfunction.

• Wheel Creep Control - is ready to operate at all times inmotoring and dynamic braking. It improves tractive effortunder adverse rail conditions by adjusting wheel speed to

CAUTIONFollow all Railway rules regarding operation oflocomotives/ trains through water.


maximize motor current. The locomotive radar transceiverprovides crucial information to the locomotive computer forwheel creep control.Wheel creep control enables the fastest turning wheelsetto rotate at a rate slightly faster than ground speed (itallows “wheel creep”) if more traction can be gained bydoing so.Note: Wheel creep operation is common when the rails

are wet or oily. Do not be alarmed by the lowfrequency vibration and/or squealing noise whichoften accompanies wheel creep operation.

• Wheel Slip Control - operates if a wheel creep controlfailure occurs (radar failure, for example) or if railconditions are too poor for successful wheel creep control.

The locomotive computer selects the appropriate wheelcontrol to suit the operating conditions. It also applies sandif severe rail conditions exist.

Operation of the wheel control function may cause thecontrol console WHEEL SLIP indicator to flash or lightsteadily. See WARNING, next.

WHEEL CONTROL INDICATIONSFour conditions on this locomotive (“local” conditions) cancause the WHEEL SLIP light to turn On.Note: Any condition that lights the WHEEL SLIP

indicator on a locomotive that is trainlined to thislocomotive also lights this locomotive’s WHEELSLIP indicator and causes this locomotive’scomputer to display a message indicating thatthe source of the WHEEL SLIP indication isanother locomotive.

One local condition, LOCKED WHEEL, is a possiblydangerous fault requiring immediate crew action. The otherthree, WHEEL SLIP, WHEEL SLIDE, and WHEEL OVERSPEED,do not require immediate crew action. The four localconditions are:

WARNINGSome possibly dangerous fault conditions can causethe WHEEL SLIP indicator to flash persistently or lightsteadily. See the following information .

Operation 3-17

1. Locked Wheel ConditionNote: Refer to, and follow Indian State Railways

regulations concerning Locked Wheel faults.

Locomotive computer immediately lights WHEEL SLIPindicator and drops load when Siemens system detectslocked wheel. After 10 second delay, (20 if air brakesare applied), locomotive computer sets fault, soundsalarm bell, continues WHEEL SLIP light, and displaysfollowing message:#n LOCKED WHEEL - STOP TRAIN AND THENCHECK IF THE WHEELS TURN FREELY.Fault indications above continue until driver useslocomotive computer display panel to reset fault.

Loc ked Wheel Pr ocedure:

a. Stop the train.b. Find the locomotive with the Locked Wheel

indication.c. Slowly roll the unit with Locked Wheel

indication past an observer watching forsliding wheels and listening for unusualnoises from traction motors and gearcases.Are any wheels sliding and/or traction motorsor gear cases making unusual noises?

Yes - Go to Step d.No - Go to Step e.

d. Take appropriate action specified byIndian State Railways rules andregulations concerning Locked Wheel.

e. Reset fault by pressing RESET key onlocomotive computer display (Locked Wheelfault message screen).

WARNINGLocked wheels on moving locomotives are verydangerous. If locked wheel is indicated, performthe following procedure .

WARNINGDo not, under any circumstances tow alocomotive having sliding /locked wheels,or move such a locomotive in tandem.


f. Has this fault occurred previously and noproblem was found?

Yes - Go to Step g.No - Go to Step h.

g. On the locomotive computer display, disableLocked Wheel detection for the faulty axle(s)as directed on page 3-20.

h. Continue monitoring for Locked Wheel faultrecurrences.Report or shop locomotive at the nextmaintenance point for Locked Wheel systemproblem.

(End of Locked Wheel Procedure)

2. Wheel Slip Condition While starting a train when railconditions are exceptionally poor, an occasional WHEELSLIP light flash indicates normal wheelslip control.Automatic sanding may also occur. Do not reducethrottle setting unless severe lurching threatens to breaktrain.

Note: When rail conditions are poor and the locomotiveis operating in power above 2.4km/h (1.5MPH),occasional, irregular WHEEL SLIP light flashingmay indicate wheel creep control failure.Operation may continue, but report condition toauthorized maintenance personnel.

3. Wheel Slide Condition While operating in dynamicbrake, intermittent WHEEL SLIP light flashing indicatesnormal wheelslide control. Automatic sanding may alsooccur.

4. Wheel Overspeed Condition The WHEEL SLIPindicator flashes On and Off to indicate wheel (andtraction motor) overspeed, which can be caused byexcessive track speed or by simultaneous slipping of alllocomotive wheels. In either case, the systemautomatically corrects by adjusting traction alternatoroutput.

Operation 3-19

Locked Wheel Detection Disabling/ EnablingIf false locked wheel detection has been diagnosed, Step fon page 3-19, and Railway rules permit, disable lockedwheel detection on the diagnosed axle to enable continuedoperation to a maintenance point. Proceed as follows:

1. Bring up Main Menu on locomotive computer display.

2. Select “Lock Wheel Detect.” (Locked Wheel DetectionStatus screen appears, describing the locked wheeldetection status for each locomotive axle - ENABLED orDISABLED, and providing the ENABLE or DISABLEdesignation for the F4 function key, depending on whichaxle is selected by the cursor.)

3. Using the display panel arrow keys, select the axle thatwas determined to have bad locked wheel detection.(Screen displays ENABLED status for that axle, and F4key has DISABLE designation.

4. Press F4 key. (Axle status changes to DISABLED, andF4 designation changes to ENABLE.)

5. Press EXIT key. (Main Menu appears.)

6. Press EXIT key. (Main Menu disappears and followingmessage appears for as long as detection is disabledon the axle:#n MOTOR SPEED SENSOR DIABLED FORLOCKED WHEEL DETECTION.

To re-enable locked wheel detection on an axle:

1. Bring up Main Menu on locomotive computer display.

2. Select “Lock Wheel Detect.” (Locked Wheel DetectionStatus screen appears.)

3. Using the display panel arrow keys, select the axle thatis to have locked wheel detection re-enabled.

4. Press F4 key. (Axle status changes to ENABLED, and F4designation changes to DISABLE.)

5. Press EXIT key. (Main Menu appears.)

6. Press EXIT key. (Main Menu disappears, and#n MOTOR- - - - DETECTION message no longer displaysfor that axle.


LOCOMOTIVE SPEED LIMITThe maximum allowable speed is the speed at which thelocomotive can operate without endangering the tractionmotors is determined by wheel circumference, tractionmotor-to-axle gear ratio (90:17) and mechanical tractionmotor characteristics. The maximum allowable speed forthis locomotive is 120km/h (74.6MPH). If the locomotiveexceeds 120km/h for more than five seconds, thelocomotive computer acts to reduce traction alternatoroutput, which reduces locomotive speed, and initiates apenalty brake application.

As locomotive wheels wear, their circumferences growsmaller, causing the wheels and traction motors to rotatefaster at a given track speed. Therefore, the locomotivecomputer reduces the maximum allowable speed.

MIXED GEAR RATIO OPERATION

DOUBLE HEADING SERVICEIn double heading service, an extra locomotive istemporarily coupled to the lead end of the lead locomotive,air brake pipes are connected between them, but MU jumperelectrical cables are not. There is a driver in eachlocomotive.

Prior to double heading behind another locomotive, make afull service brake pipe reduction with the automatic brakevalve, and set the brake system in the LEAD-OUT mode.

The operation of the throttle is normal, but the brakes arecontrolled from the lead locomotive. An emergency air brake

CAUTIONIf locomotives in tandem have different gear ratios, do notoperate the tandem at speeds exceeding the limit of thelocomotive with the lowest maximum allowable speed.Similarly, full throttle operation should never be slowerthan the minimum continuous speed (or maximum tractiveeffort) for locomotives having established short timeratings.

Operation 3-21

application may be made however, from the automatic brakevalve of the second unit. Also, the automatic brake on thislocomotive may be released by pulling up the bail-releasering on the independent brake handle, while automatic andindependent brake handles are set in REL (release).

HELPER SERVICEIn helper service, an extra locomotive is temporarily coupledto the rear of the train.

Helper air brake system set-up is the same as for doubleheading.

There is no basic difference in the instructions for operatingthe locomotive as a helper or with a helper. In mostinstances it is desirable to get over a grade in the shortestpossible time. Refer to railroad operating rules andinstructions.

DYNAMIC BRAKINGDynamic braking provides valuable assistance to air brakingin many phases of locomotive operation. On this locomotivethe gear ratio is 90:17, providing peak dynamic brakingforce from near zero speed to approximately 40km/h(25MPH). As speed as speed increases aboveapproximately 40km/h, dynamic braking effectivenessgradually declines.If an inverter (bogie) is cut out, the other bogie still canapply dynamic braking .

To apply dynamic braking, proceed as follows:

1. Make sure that reverser (directional handle) is set in thedirection of locomotive motion.

2. Return throttle to IDLE, then wait for 10 secondsbefore proceeding .

WARNINGThe 10 second delay in Step 2 applies to both DC andAC locomotives. Failure to wait 10 seconds may result ina sudden surge of dynamic brake effort when dynamicbrake handle is advanced out of SET UP.


3. Set the dynamic brake handle in SET UP. Thisestablishes dynamic brake control circuits and appliesminimal dynamic braking effort.

4. After slack has bunched, advance the dynamic brakehandle past SET UP to initiate service level dynamicbraking.

As the handle advances from dynamic brake 1 towarddynamic brake 8, dynamic braking effort increases.

Maximum dynamic braking current is automaticallylimited by the locomotive computer, depending ondynamic brake handle position and adhesion control.

Because the locomotive computer automaticallyregulates dynamic braking, the console BRAKE WARNindicator should rarely light. If it does switch On,however, stop advancing the handle until it switches Off.If the BRAKE WARN indicator fails to switch Off afterseveral seconds, slowly move the handle back towardsetting 1 until the indicator does switch Off. After theindicator switches Off, the handle may again beadvanced.Note: See “BRAKE WARN Light” information, below.

5. After dynamic brake operation is completed, wait 10seconds with handle in IDLE to allow control contactorsto reset for power operation and train slack to properlyadjust before advancing handle into the throttle sector.

BRAKE WARN LightThe BRAKE WARN indicator lights whenever this locomotive,and/or another locomotive in tandem with MU jumpersconnected, is generating excessive dynamic brakingcurrent, regardless of tractive effort meter reading. If thelight switches On, act to make sure that it does not remainOn longer than a few seconds.

(Continues on next page.)

CAUTIONFailure to reduce dynamic braking current when theBRAKE WARN indicator has been On for more than a fewseconds can result in major equipment damage andelectrical fires.

Operation 3-23

The locomotive computer recognizes whether thislocomotive originated the BRAKE WARN indication, orwhether it came from another trainlined locomotive. If thewarning is coming from a trainlined locomotive, thislocomotive computer displays a message stating that fact.

If BRAKE WARN indications are repeated, determine whichlocomotive is at fault, and take it out of dynamic brakingservice by setting its DYN BRAKE switch (on engine controlpanel) in CUT OUT. That locomotive then can operatenormally under power, but cannot produce dynamic braking.

If the faulty dynamic brake system is not cut out, andexcessive braking effort continues for an extended period,an automatic dynamic brake lockout will occur.

ISOLATING LOCOMOTIVEObserve the following if isolating the locomotive:

1. If the locomotive is operating in power in a multiple unittandem, it may be isolated at any time, but be carefulabout when it is done, and make sure it really isnecessary.

2. End dynamic braking operation before attempting toisolate the locomotive. Do so by reducing the leadlocomotive dynamic brake handle setting toSETUP/IDLE, then setting isolation switch in START/STOP/ ISOLATE to eliminate power and dynamic brakingon that unit. When power or dynamic braking isresumed, locomotives that are not isolated will functionnormally.

INVERTER FAULTSMost inverter fault conditions will cause the locomotivecomputer to display a fault message.Note: Certain faults cause the control computer of the

affected TCC to automatically short out the TCCinverter output. This occurence, known as a“crowbar ,” is very noticeable on the locomotive. Itcauses a loud THUMP, accompanied by a suddenvertical underframe jump.


Inverter problems fall into three general classificationsbased on fault severity and driver response -

• Minor Faults - Locomotive computer corrects for fault bylowering excitation, and resets fault automatically.

• Intermediate Faults -– Driver resets fault by setting the throttle in IDLE and

setting up for normal operation.– Driver resets fault through the locomotive computer

display. Refer to “Fault Reset,” page 4-9.

• Major Faults - Locomotive computer displays inverter ortraction motor blower fault message. Driver can cut outfaulted bogie as follows:

1. On the Crew Message screen displaying the faultmessage, press the CUT OUT key (F3), or, from the MainMenu select Traction Cutout. [Traction Status screenappears, describing each truck (bogie) as eitherENABLED or DISABLED.]

2. On the Traction Status screen, select the truck (bogie)to be cut out. [The truck (bogie) status is ENABLED,and the F3 key designation is DISABLE.]

3. Press DISABLE key (F3) to cut out the selected truck(bogie). [Cutout process begins. During the process,which requires a few seconds, the truck (bogie) statuschanges to TRANSFER. When the process completes,the status changes to DISABLED and the locomotivecomputer displays a message stating that the cutoutoperation is completed.]

4. Press the EXIT key (F3) to return to the Main Menu, andpress the EXIT key (F4) on the Main Menu.

CHANGING OPERATING ENDSUse the following procedures to change the lead from thelocomotive on one end of a tandem to the locomotive on theopposite end, presuming that the locomotives are equippedwith 26L brakes.

Operation 3-25

On End Being Cut Out1. Set independent brake in FULL (full application).

2. Set automatic brake handle in service zone, and make a

1.4kg/cm2 (20psi) reduction.

3. After brake pipe exhaust sound stops, set controlconsole brake system CCU set up valve in TRL (trail).

4. Set independent brake handle in REL (release).

5. Set automatic brake handle in RUN (running).

6. With throttle/dynamic brake handle in IDLE, set reverser(directional handle) in NEUTRAL (center), then remove itto lock the controls.

7. Set all Off. Make sure that the GEN FIELD switch andENGINE RUN switch are Off.

8. At the engine control panel, set switches On as needed.

9. All circuit breakers in black areas, on No.1 and No.2electrical control cabinet circuit breaker panels are toremain On (levers Up).

10. After completing the preceding steps, move to the cabof the new lead unit.

On End Being Cut In1. At the No.2 control console make sure the GEN FIELD

switch is Off (slider Down).

2. Insert reverser (directional handle) and leave it inneutral (centered).

3. Set automatic brake handle in FS (full service) for atleast 10 seconds to clear any power-up penalty.

4. Set independent brake in FULL (full application).

5. To avoid an emergency brake application:a. Set control console brake system CCU set up valve

in LEAD-OUT.b. Set automatic brake handle in REL (release), then

wait for equalizing reservoir air pressure to rise to5.17kg/cm2 (73.5psi).

c. Set brake system CCU set up valve in LEAD-IN.


6. All circuit breakers in the black background areas of theNo.1 and No.2 electrical control cabinet circuit breakerpanels are to remain On (levers Up).

7. At the engine control panel, set switches On as needed.

8. Set ENGINE RUN, CONTROL & FP, and GEN FIELDswitches On (sliders Up) and other switches as needed.

STOPPING ENGINESThere are six ways to stop the engine:

1. On the engine control panel, set the isolation switch inSTART/STOP/ISOLATE, then press the EMERGENCYFUEL CUTOFF & ENGINE STOP pushbutton switch. (Thisswitch is also known by its electrical referencedesignator, EFCO/STOP.) Since control system reactiontime after pressing the EFCO/STOP pushbutton is veryquick, the pushbutton need not be held in until theengine stops.

2. Press one of the emergency fuel cutoff (EFCO)pushbuttons. One is located near each fuel filler, on theside of the locomotive underframe.

These pushbuttons operate in the same manner as theengine control panel EFCO/STOP pushbutton, and neednot be held in nor reset.

3. Pull the layshaft (injector rack manual control lever)outward, toward the right side of the locomotive, andhold it there until the engine stops completely. Thelayshaft overrides the engine governor, forcing the fuelinjector racks into the “no fuel” setting.

4. Close the low water detector test cock (lever horizontal).After some engine coolant leaks down, the low waterdetector trips, oil dumps from the governor low oilshutdown device, and the governor stops the engine.

5. To simultaneously stop all on-line engines in amultiple-unit tandem from the cab of the lead unit, pressthe red STOP section of the MU STOP switch on the rightside of the No.2 control console. (The switch remains inSTOP until the green RUN switch section is pressed.)

6. Pull out low oil shutdown plunger on the side of theengine governor.

Operation 3-27

FREEZING WEATHER PRECAUTIONSAs long as the diesel engine is running, the cooling systemis warm enough to resist freezing, regardless of ambienttemperatures. However, if the engine is shut down, or if itstops for any reason, and ambient temperatures at or below0˚C (32˚F) are possible, the cooling system must bedrained or otherwise protected against freezing.

Draining the Cooling SystemWhen it is necessary to drain the cooling system, open theengine water drain valve in the pit between the engine andthe accessory rack. This valve drains the engine, the watertank, the water cooled air compressor, and the associatedpiping.

TOWING LOCOMOTIVE IN TRAINWITH ENGINE RUNNINGWhen the locomotive is to be towed in a train, set the controland air brake equipment as follows:

1. Set automatic brake handle in REL (release).


3. Set the lead/trail valves on the control consoles in TRL(trail), and make sure the MICRO AIR BRAKE circuitbreaker is closed (lever Up).

4. Set switches as follows:• Isolation switch - START/ STOP/ ISOLATE.• Battery knife switch - Closed• GROUND RELAY CUTOUT switch - Closed (Lever Up)• GENERATOR FIELD circuit breaker OFF (down).• All breakers in black circuit breaker panel areas -

On (levers Up)• CONTROL & FUEL PUMP switch On (lever Up).• FUEL PUMP circuit breaker On (lever Up).• Throttle/Dynamic Brake handle - IDLE.• Reversers - Removed to lock controls.

CAUTIONAfter draining a hot engine, allow it to cool off beforeattempting to refill it with coolant.


5. From the controlling locomotive -A. Test brakes - Make a 1.4kg/cm2 (20psi) brake pipe

reduction, then check for brake cylinder application.B. Increase brake pipe pressure to release.

TOWING LOCOMOTIVE IN TRAINWITH ENGINE SHUT DOWNThe computer air brake system uses locomotive batterypower to operate when the diesel engine is not running.Therefore, when the locomotive is being shipped with theengine shut down, the MICRO AIR BRAKE circuit breaker inthe No.1 electrical control cabinet must be Off (Open, leverDown) to prevent draining the locomotive batteries. With theMICRO AIR BRAKE circuit breaker Open, all air brake systemoperation is controlled by the pneumatic backup system.Note: The computer air brake system connects to the

battery through the battery knife switch. Therefore,opening either the MICRO AIR BRAKE circuit breakeror the battery knife switch isolates the brake systemfrom the locomotive batteries.

Set the control and air brake equipment as follows:

1. Set automatic brake handle in REL (release).


3. Close emergency brake valves at both consoles.

4. Isolate all safety control devices if possible.

5. Open all brake cylinder cutout cocks.

6. Open all end connection cutout cocks.

7. Open the dead engine cutout cock.

8. Open main reservoir drain valves to drain main reservoir

pressure to approximately 1.4kg/cm2 (20psi).

9. Close main reservoir drain valves.

10. Connect locomotive brake pipe to train brake line andcharge brake system. Main Reservoir (#2 MR) charges

to a maximum of 1.8kg/cm2 (25psi).

11. From the controlling locomotive -A. Test brakes - Make a 1.4kg/cm2 (20psi) brake pipe

reduction, then check for brake cylinder application.

Operation 3-29

B. Increase brake pipe pressure to release..

TOWING LOCOMOTIVEDEAD IN TANDEMIf a locomotive is to be towed dead in tandem, set up controlequipment as follows:

1. If locomotive is to be towed with all MU hosesconnected to the tandem, set up the brake system fornormal TRAIL operation.

2. If the locomotive is to ship without main reservoirequalizing, independent application and release, andactuating MU hoses connected to the tandem, then setup the locomotive as described in “TOWINGLOCOMOTIVE IN TRAIN WITH ENGINE SHUTDOWN,” page 3-29.

3. Battery knife switch closed.

4. All circuit breakers Off (levers Down) except CONTROL,COMPUTER CONTROL, TCC1 COMPUTER, and TCC2COMPUTER which must be On (Up). See WARNINGabove.

5. Set all control switches OFF.

CAUTIONIf there is danger of freezing, the engine cooling systemshould be drained. Refer to “FREEZING WEATHERPRECAUTIONS,” page 3-28.

WARNINGWhen towing a dead locomotive -• The dead locomotive must be connected for MU

operation.• The battery switch must be closed and both CONTROL

and COMPUTER CONTROL breakers must be On (leversUp) to provide locked wheel protection for thelocomotive.

• TCC1 COMPUTER and TCC2 COMPUTER breakers mustalso be On (Up) to detect an unpowered locked wheeland alert the operator of this potentially dangerouscondition.


6. Remove starting fuse.

7. Set throttle/dynamic brake handle in IDLE. Removereverser (directional handle) from both controllers tolock the controls.

8. Install MU jumper cables on dead unit.Note: If there is danger of freezing, drain the engine

cooling system. See “FREEZING WEATHERPRECAUTIONS,” page 3-28.

LEAVING LOCOMOTIVE UNATTENDEDIf at any time it is necessary to leave the locomotiveunattended while the engine is running, follow thisprocedure:

1. Observe all Railway safety precautions.

2. Isolate the locomotive.

3. Set ENGINE RUN and GEN FIELD switches Off(sliders Down).

4. Set the throttle/dynamic brake handle in IDLE. Removereverser (directional handle) from both controllers tolock the controls.

5. Set the air brakes.

6. Set the parking brake.

Operation 3-31

Section 4Troubleshooting


Heading PageINTRODUCTION........................................................................ 4-1LOCOMOTIVE COMPUTER DISPLAY PANEL........................ 4-3LOCOMOTIVE COMPUTERDISPLAY PANEL DETAILS ...................................................... 4-4

Display Panel Keypad ........................................................... 4-4Display Panel Screen ............................................................ 4-5Navigating the Menus ........................................................... 4-6

COMPUTER DISPLAY OPERATION........................................ 4-6Display Power Up .................................................................. 4-7Crew Messages ..................................................................... 4-8Fault Reset ............................................................................. 4-9Traction Inverter Cutout ....................................................... 4-9

Cutting Out or Cutting In aTraction Inverter or Bogie (Truck).................................. 4-11

Main Menu............................................................................ 4-12Maintenance Menu .............................................................. 4-14TE Limiting Menu ................................................................ 4-14Meter Menu .......................................................................... 4-15Blanking the Screen............................................................ 4-16

CREW MESSAGE LIST........................................................... 4-17INDICATOR LIGHT MESSAGES ............................................ 4-20

INTRODUCTIONThis section describes the EM2000 locomotive computerdisplay panel and how it provides messages and otherforms of information to the locomotive operating crew. It alsodescribes how the locomotive operating crew can use thecomputer display panel to perform certain importantnon-routine functions. In addition, this section alsodescribes various control console indicator lights and listspotential EM2000 display locomotive crew messages.

Troubleshooting 4-1

LOCOMOTIVE COMPUTER DISPLAYPANEL

The locomotive computer display panel, Figure 4-1, consistsof a 6-line, 40-column vacuum fluorescent display with a16-key back-lit keypad.

Figure 4-1.

This display panel is an interactive device that is aninterface between the locomotive computer (EM2000) andthe locomotive operating crew. The crew can read thedisplay and input information to the computer through thekeypad. The computer directs operator input throughmessages it displays.

Note: This manual is intended primarily for locomotiveoperation. Refer to the Locomotive Service Manualfor locomotive maintenance. Some illustrations inthis section are simulations of the display screen -they may not be 100% accurate representations ofthe screen appearance. However, we haveattempted to accurately convey the content of allscreen text.

Troubleshooting 4-3

LOCOMOTIVE COMPUTERDISPLAY PANEL DETAILSDisplay Panel Keypad

Figure 4-2.The locomotive computer display panel keypad, Figure 4-1,page 4-3, is equipped with 16 keys. They are defined below.

• F1, F2, F3, F4 Keys are called function keys. They havefunctions that vary with each screen.Pressing a function key typically requests the locomotivecomputer to perform a function - reset a fault, cut out aninverter, display stored data, etc.The function keys are directly below the display screen.The bottom line on the screen names the function thateach function key can perform. If no function appearsabove a function key, it has no function on that screen.

• ON / OFF Key controls display panel operating power.

• MAIN MENU Key returns screen to main menu.

• BRIGHT/DIM Key controls screen intensity.

• HE POWER Key Not used.

• Arrow Keys ( ↑,→, ↓, ← ) move the screen cursor.

• SELECT Key selects the item at the cursor location.

• CREW Key returns screen to crew messages display.

• SLOW SPEED Key Not used.

• HELP Key Not used.

CT42509


Display Panel ScreenThe display screen has six horizontal lines which aredesignated for reference as shown on Figure 4-3, page 4-5.

Figure 4-3. Display Screen Layout

There are three major locomotive computer display screenclassifications:

• Crew Message Screens - Replace annunciator moduleand local engine indicator lights used on previous modellocomotives.Note: Crew Messages describe normal operating

conditions and various locomotive problems.Examples of conditions and problems described bycrew messages:– Engine speeds up because water temperature is

too low.– Locomotive is not properly set up for the

requested mode of operation.– Traction power is being limited for some reason.– Some locomotive equipment or system has

failed, and a protective function is active.

• Menu Screens - Offer choices such as various servicefunctions routinely performed by the operating crew:fault reset, system cutout, etc.

• Blank Screens - Reduce annoying screen illuminationwhen screen is not in use.

. . . . . . . . . . line 1 . . . . . . . . . .

. . . . . . . . . . line 2 . . . . . . . . . .

. . . . . . . . . . line 3 . . . . . . . . . .

. . . . . . . . . . line 4 . . . . . . . . . .

. . . . . . . . . . line 5 . . . . . . . . . .

. . . . . . . . . . line 6 . . . . . . . . . .

36680

Troubleshooting 4-5

Navigating the MenusThe locomotive computer display has a cursor-driven menusystem. The cursor consists of two inward-pointingarrowheads, as shown below.

Menu items appear between the two cursor arrowheads,in the “. . . . . . . . . . . . . .” space above.

Move the cursor with the keypad arrow keys: ↑, →, ↓,and ← . Press the ↓ key to move the cursor from the bottomof one column to the top of the column to the right.

To select a menu item, move the on-screen cursor to theitem, then press the SELECT function key. Often, selectingone menu item causes a sub-menu to appear o the display.

To activate certain menu items, it is necessary to press afunction key, such as CUT OUT.

COMPUTER DISPLAY OPERATIONThe locomotive computer display is available for bothlocomotive operation and locomotive service functions.Locomotive operation includes certain service-relatedprocedures, such as traction motor cutout and fault reset.

1. Operation - Locomotive crew members use only CrewMessage screens to monitor unusual operating or faultconditions and cut out motors or reset faults.

2. Service - Maintenance personnel use two types ofscreens:• Crew Message screens to examine fault conditions.• Main Menu screens to load test the locomotive,

self-tests for certain locomotive systems, meterscreens, and other troubleshooting data.

Some of these locomotive computer display operatingmodes are described in greater detail later in this section.

Note: The GT46MAC locomotive is equipped for tractioninverter cutout. Cutting out traction inverter #1 cuts offpower for all three bogie #1 traction motors. Cuttingout traction inverter #2 cuts off power for all threebogie #2 traction motors. If a traction inverter or its

. . . . . . . . . . . . . .


blower fails, the fault causes bogie power lockout anda crew message. To continue operation, cut out thetraction inverter for that bogie.

Display Power UpWhen the locomotive computer and its display panel initiallypower up after a shutdown, the computer displays thefollowing on the screen:

1. Fault messages that occurred since the faultannunciator was last reset are stored in locomotivecomputer archive memory. The MAINTENANCEINFORMATION STORED message appears at the top ofthe screen for ten seconds after power up if there areany messages in the annunciator.

2. If there are no stored (archived) fault messages andthere are active crew messages, then the computer willdisplay them on the Crew Message screen. For moreinformation refer to page 4-8.Note: Only one message is displayed on the screen at

a time. Each message has a specific priority fordisplay. Priority is set in order of importance tothe operator and the locomotive. Thelocomotive computer uses the priority todetermine the message display order.

3. If there are no active crew messages, then thelocomotive computer displays the Main Menu screen,Figure 4-7, page 4-13.

Troubleshooting 4-7

Crew MessagesThe Crew Message screen, Figure 4-4, next, annunciatesfault conditions that require immediate attention - importantcrew messages interrupt the other display functions. Typicalcrew messages are listed starting on page 4-17.

Figure 4-4. Crew Message Format

Crew Message #x of y

alarm statuscrew message line 1crew message line 2

| - - - - - function key assignments - - - - - |

36681

Line 1 - x = Message Numbery = Number of Available Messages

Line 2 - Blank or ALARM (if message caused alarm)

Lines 3 & 4 - Crew Message

Line 5 - Blank

Line 6 - Function Key (F1, F2, F3, F4) assignments:- RESET: Resets faulted/locked out functions.- CUTOUT: Cuts out devices.- NEXT: Displays next lower priority message.- PREVIOUS: Displays next higher priority message.

F1 F2 F3 F4


Fault ResetFigure 4-5, next, illustrates a typical crew message: a gridovercurrent fault is annunciated. Pressing function key F3,resets this fault, provided that the fault condition is not stillpresent..

Figure 4-5. Typical Crew Message

Traction Inverter CutoutThe traction inverter cutout function replaces the enginecontrol panel traction motor cutout switch on previouslocomotive models. This function enables the locomotivecrew to view the status of both traction inverters on theEM2000 display, and enables them to cut out or cut in eithertraction inverter with the display.

This locomotive has separate cooling air blowers for eachtraction inverter. If one of the blowers fail, then it isadvantageous to cut out the traction inverter associated withthat blower, which enables the locomotive to be powered bythe other traction inverter. The entire bogie (truck) can beelectrically disabled or enabled through the display.

Traction inverter disable/enable functions can be performedfrom the Traction Status display screen, Figure 4-6, next.This screen covers bogie 1 and bogie 2 (trucks 1 and 2).

Crew Message #1 of 3

ALARMREDUCED DYNAMIC BRAKEGRID OVERCURRENT

F4

RESET

F3F2F1

36682

Troubleshooting 4-9

Note: The locomotive must be unloaded while attemptingto disable/enable a traction inverter.

Access the Traction Status screen in either of two ways -

– Select TRACTION CUT OUT on the Main Menu.

– Operate the CUT OUT function key on a CrewMessage screen indicating a faulted device.

Figure 4-6. Truck (Bogie) Electrical Status

Note: In order to continue operation after a fault causespower lockout (crew message appears), it isnecessary to disable a truck (bogie).

Truck 1:Truck 2:

F4F3F2F1

EXIT

aaaaabbbbb

- Traction Status -

Key Stat

▲

▲ TRACTIONTRACTION

aaaaa and bbbbb = DISABLED or ENABLEDor FAIL DSBL or FAIL ENBLor TRANSFER

Key Stat = DISABLED or ENABLEDor FAIL DSBL or FAIL ENBL

Function Key F3 definition:- If cursor is on a truck (bogie) with FAIL DSBL

(cut out failed) or DISABLED status, F3 is ENABLE.- If cursor is on a truck (bogie) with FAIL DSBL

(cut in failed) or ENABLED status, F3 is DISABLED.


Cutting Out or Cutting In a Traction Inverter orBogie (Truck)Changes in traction status usually must be made because ofa fault condition that is indicated by a crew message on thelocomotive computer display. The following are tractionstatus changes:

• Disabling a bogie (truck): all motors on a bogie and theassociated blower motor are cut out.

• Enabling a bogie (truck): all motors on a bogie and theassociated blower motor are cut back in.

For each fault condition, a crew message is displayed thatidentifies the fault and assigns it to a bogie.

A failure of the a traction inverter blower produces a crewmessage -TRACTION INVERTER BLOWER #1 IS NOT TURNING,for example. If the CUT OUT key (F2) on the Crew Messagescreen is pressed, the screen changes to the TractionStatus screen, Figure 4-6, page 4-10, to enable the bogie tobe cut out.

Proceed as follows to cut out an inverter or bogie:

1. The CUT OUT designation is above the F3 key on theCrew Message screen with the fault message.

2. Isolate the locomotive. (Set isolation switch inSTART/STOP/ISOLATE.)

3. Press the CUT OUT function key (F3) to bring up theTraction Status screen. (Figure 4-6, page 4-10.)Note: The Traction Status screen is also accessible

directly from the Main Menu screen by selectingthe Traction Cut Out option.

4. On the Traction Status screen the Key Stat function key(F3) is designated ENABLE or DISABLE for a faultedbogie blower.

Moving the cursor to the faulty bogie causes thefunction key designation to indicate the status of thatdevice.

5. The status of the bogie (truck) displays.

Troubleshooting 4-11

6. If the cursor is at Truck 1, and bogie 1 is ENABLED, onlythe DISABLE and EXIT functions are available becausethis bogie is already enabled.

7. Press DISABLE key (F3) to cut out the #1 bogie.

• During cutout process, truck (bogie) status changesto TRANSFER. (No function keys are designatedduring cutout process.)

• If cutout process is successful, Truck 1 (bogie 1)status changes to DISABLED on the display.

Note: If just interrogating computer for bogie status, makesure both bogies are cut in before operatinglocomotive.

Main MenuTo bring up the Main Menu screen, Figure 4-7, page 4-13,press the MAIN MENU key once, or press the EXIT key onother screens as many times as necessary.

The Main Menu screen is the primary access to thelocomotive computer for locomotive service andservice-type driver functions. Starting at the Main Menuscreen, service personnel have multiple screen optionsavailable for evaluating performance, testing subsystems,and troubleshooting equipment and circuitry.

The cursor in Figure 4-7 is set at Data Meter. If the SELECT

function key, F3, is pressed, the displayed screen changesto the meter menu screen, Figure 4-11, page 4-16.

If the NEXT function key, F2, is pressed while Page 1 of theMain Menu screen displays, Figure 4-7, Main Menu Page 2,appears - Figure 4-8, page 4-13.


Figure 4-7. Main Menu Screen (Page 1 of 2)

Figure 4-8. Main Menu Screen (Page 2 of 2)

- Main Menu -Data Meter Fault archiveSelf Tests Running totalsUnit Information English/metricTraction cutout Lock Wheel Detect

F4

SELECT EXIT

F3F2F1

▲

▲

NEXT

1:2

- Main Menu -Maintenance

F4

SELECT EXIT

F3F2F1

▲

▲

PREVIOUS

2:2


Maintenance MenuPressing NEXT key on Main Menu page 1 brings up MainMenu page 2, Figure 4-8, above. Selecting MAINTENANCE

then brings up the Maintenance Menu, Figure 4-9, next.

Figure 4-9. Maintenance Menu Screen

TE Limiting MenuSelecting TE Limiting on Maintenance Menu, Figure 4-8,above, brings up the TE Limiting Menu, Figure 4-10, page4-15.

Pressing the CHANGE key, F1, toggles the Maximum TractiveEffort <value> term between MAXIMUM and REDUCED.

See “STARTING LOCOMOTIVE ON BRIDGE (TE LIMIT),”page 3-15, for usage information.

- Maintenance Menu -Air Test SetupTE Limiting

F4

SELECT EXIT

F3F2F1

▲

▲


Figure 4-10. TE Limiting Menu Screen

Meter MenuSelecting DATA METER on the Main Menu brings up theMeter Menu screen, Figure 4-11, page 4-16. Informationrelated to any of the meter menu items can be found byhighlighting the meter menu item, then pressing the SELECT

key, F3.

- TE Limiting Menu -This option reduces locomotive Maximum TractiveEffort. Press CHANGE to increase or reduce TE.Maximum Tractive Effort = <value>

F4

CHANGE EXIT

F3F2F1


Figure 4-11.Meter Menu Screen Format

Blanking the ScreenScreen blanking eliminates all screen text from thelocomotive computer display when it is not needed. Screenblanking actuates when either of the following conditions istrue:

• OFF key on keypad is operated.• There has been no keypad usage for the past 30 minutes

provided that:– There are no active crew messages,and– No locomotive system self-test or device cut-out

process is running.To return to the previous screen after the screen has beenblanked, press the ON key (on display panel keypad) nolater than 10 minutes after the screen was blanked.

During locomotive operation, the display screen is blankmost of the time because there are no locomotive faultconditions and the locomotive crew has not used the keypadfor 30 minutes.

- Meter Menu -Program Meter Power DataDynamic brake Creep ControlStarting system Cooling SystemDigital I/O Speed Meter

F4

SELECT EXIT

F3F2F1

▲

▲NEXT


CREW MESSAGE LISTBecause of operating manual space limitations, it isimpractical to present troubleshooting procedures for everypossible on this locomotive. The information presented inthis section described only the basics of the system,including display keypad and screen characteristics, someinformation about operations and manipulations availablethrough the locomotive computer screen menus - andfinally, starting below, a list of some common potential crewmessages. Note, however, that some messages that appearin this list may not be available on this order of GT46MAClocomotives because they are associated with accessoriesand/ or special equipment that were not provided.• ADA #n MODULE IS MISSING

• AIR COMPRESSOR - LOW OIL PRESSURE

• AIR COMPRESSOR FAILURE - NOT OPERATING

• CHECK ENGINE - FAILED/OPEN ENGINE -IN FUEL PRESSURE SENSOR

• CHECK ENGINE - FAILED/OPEN ENGINE -OUT FUEL PRESSURE SENSOR

• CHECK ENGINE - FAILED/OPEN FUEL TEMPERATURE SENSOR

• CHECK ENGINE - FAILED/OPEN FUEL FILTER PRESSURE SENSOR

• CHECK ENGINE - FAILED/OPEN LUBE OIL FILTERPRESSURE SENSOR

• CHECK SPIN-ON FUEL FILTERS -HIGH FUEL PRESSURE INTO ENGINE

• CIRCUIT BREAKERS IN BLACK AREA ARE NOT ALL CLOSED

• DIO #n MODULE IS MISSING

• DYNAMIC BRAKE GRID OVERCURRENT

• DYNAMIC BRAKE MOTOR FIELD OVEREXCITATION

• ENGINE AIR FILTERS DIRTY

• ENGINE AIR FILTERS DIRTY - THROTTLE 6 LIMIT

• ENGINE DEAD - UNIT NOT ISOLATED

• ENGINE DIED WHILE ISOLATED

• ENGINE NOT RUNNING

• ENGINE PROTECTION SHUTDOWN

• ENGINE SHUTDOWN - ENGINE COOLANT PRESSURE

• ENGINE SHUTDOWN - ENGINE CRANKCASE PRESSURE

• ENGINE SHUTDOWN - ENGINE OIL PRESSURE


• ENGINE SHUTDOWN - ENGINE OIL TEMPERATURE

• ENGINE SPEED FAILURE

• ENGINE SPEED INCREASE - COOL DOWN CYCLE

• ENGINE SPEED INCREASE - LOW AIR PRESSURE

• ENGINE SPEED INCREASE - LOW WATER TEMPERATURE

• ENGINE SPEED INCREASE - MANUAL LOW IDLE OVERRIDE

• ENGINE SPEED INCREASE - TRACTION MOTOR COOLING

• ENGINE SPEED INCREASE - LOW AIR PRESSURE

• EXCEEDED MOTOR SHORT-TIME RATING

• FILTER BLOWER MOTOR CIRCUIT BREAKER IS OPEN

• FORCED IDLE - ENGINE RUN SWITCH DOWN

• FUEL PUMP NOT RUNNING

• GENERATOR FIELD OVEREXCITATION

• GOVERNOR SHUTDOWN

• GROUND RELAY - DYNAMIC BRAKE

• GROUND RELAY - POWER

• HOT ENGINE - LEAD UNIT NULLIFICATION

• HOT ENGINE - THROTTLE 6 LIMIT

• #n LOCKED POWER WHEEL

• #n LOCKED WHEEL

• #n LOCKED WHEEL DETECTION DISABLED

• #n LOCKED WHEEL PROTECTION ENABLED

• LOW HORSEPOWER INDICATION

• LUBE OIL FILTER BYPASSED

• MEM MODULE IS MISSING

• MOTOR IS CUTOUT DUE TO A FAULT

• MOTOR #n SLIPPED PINION

• NO ACTIVE CREW MESSAGES

• NO DYNAMIC BRAKE - DYNAMIC BRAKE CUTOUT

• NO DYNAMIC BRAKE - GROUND RELAY LOCKOUT

• NO DYNAMIC BRAKE - TRACTION MOTOR CUTOUT

• NO DYNAMIC BRAKE -TRACTION MOTOR #n FLASHOVER GROUND RELAY LOCKOUT

• NO LOAD - COMPUTER HARDWARE FAILURE

• NO LOAD - ENGINE TEMPERATURE FEEDBACK FAILURE

• NO LOAD - FORCED STOP

• NO LOAD - GENERATOR FIELD SWITCH DOWN ORSDR RELAY IS PICKED UP


• NO LOAD - GROUND RELAY CUTOUT

• NO LOAD - IMPROPER B CONTACTOR STATUS

• NO LOAD - IMPROPER GFC STATUS

• NO LOAD - IMPROPER GFD STATUS

• NO LOAD - MB SWITCHGEAR NOT CORRECT

• NO LOAD - NO COMPANION ALTERNATOR OUTPUT

• NO LOAD - PCS OPEN

• NO LOAD - RV SWITCHGEAR NOT CORRECT

• NO LOAD - SIMULTANEOUS FORWARD/ REVERSE REQUEST

• NO LOAD - SIMULTANEOUS POWER/SLOW SPEED REQUEST

• NO LOAD - THROTTLE NOT RESET

• NO LOAD - UNIT IS ISOLATED

• NO LOAD TEST, DYNAMIC BRAKE -EXCESSIVE GRID BLOWER #n CURRENT

• NO LOAD TEST, DYNAMIC BRAKE -GRID BLOWER #n GRID FAILURE

• NO LOAD TEST, DYNAMIC BRAKE -GRID CURRENT IMBALANCE

• NO LOAD TEST, DYNAMIC BRAKE - GRID OPEN CIRCUIT

• NO LOAD TEST, DYNAMIC BRAKE - GRID OVERCURRENT

• NO LOAD TEST, DYNAMIC BRAKE - GRID SECTION SHORTED

• NO LOAD TEST, DYNAMIC BRAKE -NO GRID BLOWER #n CURRENT

• NO POWER - GROUND RELAY LOCKOUT

• NO START - CONTROL CIRCUIT BREAKER ORCONTROL/FUEL PUMP SWITCH DOWN

• NO START - EPC FAILED TO PICK UP

• REDUCED DYNAMIC BRAKE - ENGINE SPEED UP FAILURE

• REDUCED LOAD - THROTTLE 3 LIMIT,HIGH AIR/OIL TEMPERATURE

• REDUCED LOAD - THROTTLE 6 LIMIT,FAILED/OPEN OIL PRESSURE SENSOR

• REDUCED LOAD - THROTTLE 6 LIMIT,AILED/OPEN OIL TEMPERATURE SENSOR

• REDUCED LOAD - THROTTLE 6 LIMIT,HIGH FUEL PRESSURE INTO THE ENGINE

• REDUCED LOAD - THROTTLE 6 LIMIT,HIGH FUEL TEMPERATURE INTO THE ENGINE

• REDUCED LOAD - THROTTLE 6 LIMIT,LOW FUEL PRESSURE INTO THE ENGINE


• REDUCED LOAD - THROTTLE 6 LIMIT,FAILED/OPEN WATER PRESSURE SENSOR

• REDUCED POWER, DYNAMIC BRAKE -TRACTION MOTOR BLOWER #n FAULT

• REDUCED TRACTIVE EFFORT - TRACTION MOTOR OVERLOAD

• REVERSER HANDLE CENTERED

• SIMULTANEOUS POWER/DYNAMIC BRAKE REQUEST

• STARTER MOTOR OVERLOAD

• TRACTION MOTOR #n CUTOUT

• TRACTION MOTOR #n FLASHOVER

• TRAINLINE ALARM BELL

• TURBOCHARGER CIRCUIT BREAKER OPEN

• TURBOCHARGER LUBE PUMP NOT RUNNING

• VOLTAGE LIMITING DUE TO GROUND RELAY

• WATER DRAIN DISABLED OR CIRCUIT BREAKER OPEN

• WHEEL OVERSPEED

INDICATOR LIGHT MESSAGESThe control consoles each incorporate a six-indicator lightassembly. Each indicator is imprinted with a word or phrasethat conveys a message for the locomotive driver.

WHEEL SLIP Light, Continuous or Flashing RegularlyLocked Powered Wheel Condition:Note: Refer to, and follow Indian State Railways

regulations concerning Locked Wheelfaults.

Locomotive computer immediately lights WHEELSLIP indicator and drops load when Siemenssystem detects locked wheel. After 10 seconddelay, (20 if air brakes are applied), locomotivecomputer sets fault, sounds alarm bell, continuesWHEEL SLIP light, and displays following message:#n LOCKED WHEEL - STOP TRAIN AND THENCHECK IF THE WHEELS TURN FREELY.

Fault indications above continue until driver useslocomotive computer display panel to reset fault.

See WARNING, next.


Action Required: Stop the train and set the throttlehandle in IDLE. Then follow the procedure providedfor Locked Wheel Condition on page 2-14.

WHEEL SLIP Light, Flashing Irregularly or OccasionallyFor this locomotive, or for any locomotive connectedto this locomotive by train jumpers, the conditionslisted below can activate the control consoleWHEEL SLIP light.

Startup/Slow Conditions: Speed under 2.4km/h(1.5 MPH); normal startup wheelslip correctionoperation. Action Required: No action required.Do not reduce throttle unless slipping threatens tobreak the train.

Normal Running Conditions: Speed over 2.4km/h(1.5 MPH); backup of Super Series wheel creepcontrol operation. Possible failure of Super Series.May also indicate normal wheelslip detection/control on trainlined non-Super Series units.Action Required: No action required. Do notreduce throttle unless slipping threatens to breakthe train.

Overspeed Conditions: Wheel overspeeddetected by computer. The indicator light flashes - 3seconds On/ 3 seconds Off - to indicate wheel (andtraction motor) overspeed, and locomotivecomputer displays WHEEL OVERSPEED message.Cause may be excessive track speed orsimultaneous slipping of all locomotive wheels. Ineither case, the system automatically corrects byregulating traction alternator output (power dropsout until speed drops, then picks up again).Locomotive computer message and indicator lightflashing automatically cancel after recovery.Action Required: Reduce throttle setting.

WARNINGLocked wheels on moving locomotives arevery dangerous. If locked wheel is indicated,do the following:


PCS OPEN Light OnConditions: Penalty or emergency brakeapplication and loss of power. Computer displaysNO LOAD - PCS OPEN message, motoring/ dynamicbraking power is cut off, and diesel engine is limitedto throttle 1 speed.Action Required: Set throttle in IDLE. Set automaticbrake in EM (Emergency), wait 60 seconds, then setin REL (Release). Reset Train Monitoring systemwith driver’s pushbutton signal switch.

BRAKE WARN Light OnConditions: Excessive dynamic brake current onthis locomotive or on a trainlined locomotive.Action Required: Reduce dynamic brake handlesetting immediately. If light stays On, set DYN BRAKE

cutout switch on engine control panel in CUT OUT

(slider Down). Computer then displays NO DYNAMIC

BRAKE - DYNAMIC BRAKE IS CUT OUT message.TE LIMIT Light On

Conditions: This light indicates REDUCED tractiveeffort has been selected from the locomotivecomputer display on this locomotive or on atrainlined locomotive. Action Required: SelectMAXIMUM tractive effort from locomotive computerdisplay when REDUCED tractive effort no longer isrequired. See page 4-14.

SAND Light OnConditions: This light indicates locomotive sandingis active on this locomotive and on trainlinedlocomotives for any of various reasons (SANDswitch operated, automatic sanding initiated forwheel creep enhancement, etc.).Action Required: None.

FLSHR LAMP LightConditions: This light flashes On/Off when eitheroutside flasher lamp (at cab end or at long hoodend) is flashing, provided that outside flasher lampis not burned out and LIGHTS breaker is closed.Flashes at same rate as outside flasher lamp.Action Required: Open flasher light switch whenflasher light operation is no longer required.


Alphabetic Index

AA.C. CONTROL Breaker -

pg. 2-29AC GTO #1 & #2 PWR SUPPLY

Breakers - pg. 2-31Accelerating a Train - pg. 3-16air brake cab control unit -

pg. 2-37Air Brake Equipment - pg. 2-37,

- pg. 3-5air brake gauges, console -

pg. 2-9air brake system - pg. 1-3Air Compressor - pg. 1-3AIR DRYER Breaker - pg. 2-29air flow indicator - pg. 2-10Alerter Alarm - pg. 2-36Alerter Light - pg. 2-16Alerter Reset Switch - pg. 2-23Alerter System - pg. 2-27Attendant Call Switch - pg. 2-8Automatic Brake Handle -

pg. 2-20Automatic DC Link Discharge -

pg. viiautomatic discharge, DC link -

pg. viiAUX. GEN. Breaker - pg. 2-43AUX. GEN. F.B. Breaker -

pg. 2-31AUX. GEN. FLD Breaker -

pg. 2-31auxiliary gen. output - pg. 1-2auxiliary generator feedback

breaker - pg. 2-31auxiliary generator field breaker

- pg. 2-31

BBATT SW - pg. 2-43batteries - pg. 1-3

Battery Charging Ammeter -pg. 2-36

Battery Knife Switch - pg. 2-43blanking the computer display

screen - pg. 4-16Bogie Cutout - pg. 4-9Bogie Electrical Status -

pg. 4-10Brake Pipe Leak Test - pg. 3-13BRAKE WARN Light - pg. 2-16,

- pg. 3-23, - pg. 4-22

CCA6B - pg. 1-2Cab Circulating Fans - pg. 2-6Cab Control Unit, air brake -

pg. 2-19Cab Equipment - pg. 2-6Cab Fan Switch - pg. 2-8CAB FANS Breaker - pg. 2-29Cab Lights - pg. 2-6Capacities - pg. 1-3CCB air brake computer -

pg. 2-37CCB system - pg. 2-37CCU - pg. 2-19, - pg. 2-37Changing Operating Ends -

pg. 3-25Circuit Breaker and Test Panel -

pg. 2-33Circuit Breaker Panel - pg. 3-5Circuit Breaker Panel, No.1

electrical control cab’t. -pg. 2-29

Circuit Breaker Panels - pg. 3-4Class Lights Switch - pg. 2-36companion alt. output - pg. 1-2Computer Control Breaker -

pg. 2-32Computer Display Operation -

pg. 4-6Computer Display Power Up -

pg. 4-7

ALPHABETIC INDEX I-1

Console Air Brake Equipment -pg. 3-6

CONTROL & FP Switch -pg. 2-26

control and operating switches -pg. 2-25

CONTROL Breaker - pg. 2-30Control Consoles - pg. 3-5, -

pg. 3-6Coupling Locomotive to Train -

pg. 3-12Coupling Locomotives Together

- pg. 3-11crankcase pressure detector

tripped - pg. 2-41Crew member terms in this

manual - pg. xCrew Message List - pg. 4-17Crew Messages - pg. 4-8crowbar - pg. 3-24curve negotiation - pg. 1-4

DDC link breaker - pg. 2-30DC link definition - pg. viDC link discharge - pg. viiDC Link Voltage - pg. viDCL CONTROL Breaker -

pg. 2-30dead engine cutout cock -

pg. 2-37dimensions, locomotive - pg. 1-3Dimmer - Gauge Lights - pg. 2-9Direct Brake Handle - pg. 2-22discharge DC link - pg. viiDisplay Panel Keypad - pg. 4-4Display Panel Screen - pg. 4-5display power-up - pg. 4-7Double Heading Service -

pg. 3-21Draining Cooling System -

pg. 3-28Dyn Brake Cut Out Switch -

pg. 2-35DYN BRK CONT CB - pg. 2-26dynamic brake control breaker -

pg. 2-26Dynamic Brakes - pg. 1-3

Dynamic Braking - pg. 3-22Dynamic Braking Effort - pg. 1-4Dynamic Braking Locomotives

in Tandem - pg. 3-12

EECC1 - pg. 2-28ECC2 - pg. 2-42EM2000 - pg. ixEmergency Fuel Cutoff &

Engine Stop Switch - pg. 2-36Engine Control Panel - pg. 2-34,

- pg. 3-4, - pg. 3-5Engine Inspection - pg. 3-6engine overspeed reset lever -

pg. 2-41Engine Protector - pg. 2-42Engine Run Switch - pg. 2-25Engine Starting Procedure -

pg. 3-7engine stop switch - pg. 2-24Engineroom Equipment -

pg. 2-38Engineroom Inspection - pg. 3-4engineroom lights switch -

pg. 2-36equipment locations - pg. 1-7EVENT RECORDER Breaker -

pg. 2-29Exterior Lights Switch - pg. 2-35

FFault Reset (thru computer

display) - pg. 4-9FILTER BLOWER MTR Breaker

- pg. 2-31Flasher Lamp switches - pg. 2-9FLSHR LAMP Light - pg. 2-15, -

pg. 4-22FP/ES switch - pg. 2-39Freezing weather Precautions -

pg. 3-28front end, definition - pg. 1-6Fuel Filter Pressures - pg. 2-39Fuel Oil Sight Glasses - pg. 3-8Fuel Prime/ Engine Start switch -

pg. 2-39FUEL PUMP Breaker - pg. 2-31

I-2 GT46MAC Operator’s Manual

fuel pump switch - pg. 2-26function keys, locomotive

computer display - pg. 4-4Fuse and Switch Compartment -

pg. 3-4

Ggauge lights dimmer - pg. 2-9Gauge Lights Switch - pg. 2-8gauges, air brake, console -

pg. 2-9GEN FIELD Switch - pg. 2-25GEN FLD Breaker - pg. 2-33general arrangement - pg. 1-7general description, locomotive -

pg. 1-5general locomotive data -

pg. 1-2Generator Field Breaker -

pg. 2-33generator field switch - pg. 2-25Governor Low Oil Trip Reset

Plunger - pg. 2-40Ground Inspection - pg. 3-3Ground Relay Cutout Switch -

pg. 2-32

HHandling Light Locomotive -

pg. 3-11HDLT. Switches - pg. 2-24HDLTS Breaker - pg. 2-29headlight switches - pg. 2-24Helper Service - pg. 3-22High Motor TE indicator -

pg. 2-11Horn Switches - pg. 2-24

IIndependent Brake Handle -

pg. 2-22Indicating Lights Panel, console

- pg. 2-12Indicator Lights - pg. 4-20Injector Rack Manual Control

Lever - pg. 2-39input capacitors, TCC - pg. viInverter Faults - pg. 3-24inverter vs. converter - pg. 1-5

Isolating Locomotive - pg. 3-24Isolation Switch - pg. 2-34

KKnife Switch - pg. 2-43Knorr (NYAB) system - pg. 1-3Knorr air brake sys. breaker -

pg. 2-32

LLayshaft - pg. 2-39Lead Unit Cab Inspection -

pg. 3-4Leaving Locomotive Unattended

- pg. 3-31light locomotive handling -

pg. 3-11LIGHTS Breaker - pg. 2-29LOCAL CONTROL Breaker -

pg. 2-30Locked Powered Wheel

Condition - pg. 4-20Locked Wheel Condition -

pg. 2-13, - pg. 3-18Locked Wheel Detection

Disabling/ Enabling - pg. 3-20Locked Wheel Procedure -

pg. 3-18locked wheel procedure -

pg. 2-14locomotive batteries - pg. 1-3locomotive computer - pg. ixLocomotive Computer Display

Panel - pg. 4-3Locomotive Controller - pg. 2-16locomotive curve negotiation -

pg. 1-4locomotive dimensions - pg. 1-3locomotive dyn. brake effort -

pg. 1-4Locomotive General

Arrangement - Side View -pg. 1-7

Locomotive General Data -pg. 1-2

Locomotive General Description- pg. 1-5

Locomotive Speed Limit -pg. 3-21


locomotive speed limits - pg. 1-4locomotive tractive effort -

pg. 1-4locomotive weight - pg. 1-4

MMain Generator Assembly -

pg. 1-2Main Menu on computer display

- pg. 4-12MAINT ROOM LIGHTS Switch -

pg. 2-36Maintenance Menu on computer

display - pg. 4-14manual Sand switch - pg. 2-23Mechanical Interlocks on

Controller - pg. 2-19Meter Menu on computer

display - pg. 4-15MICRO AIR BRAKE Breaker -

pg. 2-32Miscellaneous Equipment -

pg. 2-42Mixed Gear Ratio Operation -

pg. 3-21MU - pg. 1-5MU ENG STOP switch -

pg. 2-24

NNavigating Computer Display

Menus - pg. 4-6No. 1 Electrical Control Cabinet -

pg. 2-28No. 2 Electrical Control Cabinet -

pg. 2-42No. 2 Electrical Control Cabinet

(ECC2) - pg. 3-3Normal Running Conditions -

pg. 4-21

Ooverheating starting motors -

pg. 3-9overspeed trip reset - pg. 2-41

PPCS OPEN Light - pg. 2-15, -

pg. 4-22plugging traction motors - pg. viii

Power / Dyn Brake Handle -pg. 2-17

PRECAUTIONS - pg. 3-10Precautions Before Moving

Locomotive - pg. 3-10Preparation for Service - pg. 3-3Pumping Up Air - pg. 3-12

RRADIO Breaker - pg. 2-29resetting faults thru computer

display - pg. 4-9REVERSER (Directional

Handle) - pg. 2-16Running throiugh Water -

pg. 3-16Running Through Water -

pg. 3-16

SSafety Precautions, GT46MAC -

pg. viSAND Light - pg. 2-12SAND Light On - pg. 4-22Sand Switch - pg. 2-23Setting Locomotives On Line -

pg. 3-10speed limits - pg. 1-4Speedometer - pg. 2-11Starting Fuse - pg. 2-43Starting Fuse and Battery Knife

Switch Box - pg. 2-43Starting Fuse and Battery

Switch Box - pg. 3-5starting lead engine - pg. 3-7Starting Locomotive on a Bridge

(TE Limit) - pg. 3-15Starting Locomotive Uphill -

pg. 3-15Starting the Engine - pg. 3-6starting trailing engines - pg. 3-9Starting Train - pg. 3-13Startup/Slow Conditions -

pg. 4-21Stopping Engines - pg. 3-27Supplies/ Capacities - pg. 1-3

TTA17 - pg. 1-2


tandem - pg. 1-5TCC definition - pg. 1-5TCC Electronics Blower Motor

Breaker - pg. 2-32TCC1 & TCC2 BLOWER

Breakers - pg. 2-34TCC1 and TCC2 Computer

Breakers - pg. 2-31TCCs - pg. 1-2TE limit - pg. 3-15TE LIMIT Light - pg. 2-12, -

pg. 4-22TE Limiting Menu on computer

display - pg. 4-14TE meter - pg. 2-11throttle handle - pg. 2-17Towing Locomotive Dead in

Tandem - pg. 3-30Towing Locomotive in Train with

Engine Running - pg. 3-28Towing Locomotive in Train with

Engine Shut Down - pg. 3-29traction alt. output - pg. 1-2traction alternator field breaker -

pg. 2-33traction control computer

breakers - pg. 2-31Traction Inverter Cutout - pg. 4-9traction inverters - pg. 1-2traction motor plugging - pg. viiitraction motors - pg. 1-2Tractive Effort - pg. 1-4tractive effort limit - pg. 3-15Tractive/Dynamic Brake Effort

Meter - pg. 2-11Trail/ Lead Air Brake Set-up

Switch - pg. 2-22Trailing Locomotive Cab

Inspection - pg. 3-5TURBO Breaker - pg. 2-31

Uuphill starting - pg. 3-15

VVigilance Reset Switch -

pg. 2-23vigilance system - pg. 2-27

WWater Level Sight Gauge -

pg. 2-39water on rail - pg. 3-16weight, locomotive - pg. 1-4Wheel Control - pg. 3-16Wheel Control Indications -

pg. 3-17Wheel Creep Control - pg. 3-16Wheel Overspeed Condition -

pg. 2-15, - pg. 3-19Wheel Overspeed Conditions -

pg. 4-21Wheel Slide Condition - pg. 3-19Wheel Slip Condition - pg. 2-14,

- pg. 3-19Wheel Slip Control - pg. 3-17WHEEL SLIP Light - pg. 2-12WHEEL SLIP Light, Continuous

or Flashing Regularly -pg. 4-20

WHEEL SLIP Light, FlashingIrregularly or Occasionally -pg. 4-21

Windshield Wiper Controls -pg. 2-9


GT46MAC Locomotive - Brief Operating System

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Transcript of GT46MAC Locomotive - Brief Operating System