GT46MAC Locomotive - Brief Operating System

GT46MAC Locomotive Brief Operating Reference
Notice
This document, although bound with the GT46MAC Operators Manual, is a separate document. It is printed on colored paper to distinguish it from the Operators Manual, and is intended to be a handy reference for locomotive crew members who are already familiar with the Operators Manual. This document is not a substitute for the Operators Manual. References to specic Operators Manual pages or sections appear in parenthesis at the end of most steps in the following procedure.
Locomotive Operating Procedure

1. Prepare the locomotive for service: A. Inspect locomotive while walking around it at ground level. (See page 3-3.) Also inspect No.2 electrical 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 if locomotive 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 operate alone or lead a tandem, see page 3-7. See Note at bottom of page 3-9 if locomotive will trail in consist.) 4. Set locomotive on line. (See page 3-10.) 5. Take precautions (make last minute checks) before attempting 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 operating locomotive alone (light), and see pages 3-11 or 3-12 for coupling locomotive.] 8. Perform brake pipe leakage test. (See page 3-13.) 9. Start the train On level terrain (See page 3-13.) Up hill (See page 3-15.) On a bridge where tractive effort must be limited (See page 3-15.) 10. Accelerate locomotive/ train. (See page 3-16.) 11. Be careful about running locomotive(s) through water. (See page 3-16.) 12. WHEEL SLIP indicator may light. Ususally this occurs during normal wheel control operation, not when there is a problem. (See page 3-17.) 13. However, if a locked wheel is indicated by a locomotive computer display message, STOP the train. (See page 3-18.) If false locked wheel indication is found, disable the detection for that axle. (See page 3-20.) 14. Observe Railway and locomotive(s) speed limits. (See pages 3-21 and 3-21.) 15. Operate in dynamic braking when necessary. (See pages 3-12 and 3-22. See page 3-23 if BRAKE WARN lights.) 16. (For double heading operation, see page 3-21.) 17. (For operation in helper service, see page 3-22.) 18. (If inverter fault occurs, see page 3-24.) 19. (To isolate locomotive, see page 3-24.) 20. (To change tandem operating ends, see page 3-25.) 21. [If stopping engine(s), see pages 3-27 through 3-28.] 22. [If towing locomotive(s), see pages 3-28 thru 3-30.] 23. (If necessary to leave locomotive unattended, see page 3-31.)
GT46MAC Operators Manual
ELECTRO-MOTIVE GT46MAC LOCOMOTIVE OPERATORS MANUAL

Indian State Railways Road Numbers 12001 - 12021
First Edition, March 1999

EMD Part Number. O00350EP
A General Motors Locomotive Group Publication
Electro-Motive Division General Motors Corporation La Grange, Illinois 60525 USA Telephone: 708-387-6000
NOTICE
This manual is an operating guide for the GT46MAC locomotive. The information in this manual was compiled for the GT46MAC with basic equipment and requested extras. Although minor variations are possible, the equipment selected for coverage has been chosen to represent the GT46MAC model. Minor differences between equipment description in this manual and actual equipment on the locomotive may occur. Production changes made after the manual was sent to press can cause such differences. When special extra equipment is involved, consult specific drawings or instructions as provided by the railroad.
EMD Part No. O00356EP EMD Publication No. A0958647 Copyright 1999 Electro-Motive Division, General Motors Corporation. All rights reserved. Neither this document, nor any parts thereof, may be reprinted without the expressed written consent of the General Motors Locomotive Group. Contact EMD Technical Publications Office.
Short Table of Contents

The following sections make up this manual. A complete section contents listing appears on the rst page of each section.
Heading Page
Foreword, with Safety Precautions for GT46MAC Locomotive ....................................... v Section 1. General Information ........................... 1-1 Section 2. Controls and Indicating Devices....... 2-1 Section 3. Operation ............................................ 3-1 Section 4. Troubleshooting ................................. 4-1 Alphabetic Index .................................................... I-1
Note: The Alphabetical Index provides the quickest way to nd information in this manual.
TABLE OF CONTENTS
III
IV
GT46MAC LOCOMOTIVE OPERATORS MANUAL
Foreword, including Safety Precautions for the GT46MAC Locomotive

CONTENTS OF THIS SECTION
Heading Page GT46MAC LOCOMOTIVE SAFETY PRECAUTIONS ............................................................ vi DC Link Voltage....................................................................... vi Automatic DC Link Discharge............................................... vii Attempting to Plug Traction Motors in Extreme Emergencies....................................................... viii INTRODUCTION TO MANUAL ................................................... ix Crew Member Terms Used in this Manual ............................. x
This manual is a guide for GT46MAC locomotive operating personnel. The manual includes information compiled for a typical GT46MAC locomotive with basic equipment and certain extras. For special extra equipment, consult specific drawings or instructions as provided by the railroad. These instructions do not cover all details or variations in equipment, nor provide for every possible contingency. If further information is required, or if problems arise which are not covered sufficiently, contact an Electro-Motive representative. Information about adjustment, testing, and maintaining locomotive equipment is provided in other Electro-Motive publications such as the Locomotive Service Manual and various Maintenance Instructions. Read the GT46MAC Locomotive Safety Precautions, starting on the next page first, before the rest of the manual. See manual Sections 1 and 2 for information about equipment described in the Safety Precautions. The balance of this section starts on page ix, after the Safety Precautions. Foreword, & Safety Precautions v
GT46MAC LOCOMOTIVE SAFETY PRECAUTIONS

The GT46MAC locomotive has an AC electrical transmission, and therefore includes special equipment not found on locomotives having the usual DC electrical transmissions. For safetys sake, it is necessary to follow certain unique precautions before inspecting the equipment or 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 Voltage
The DC link consists of all connections between the traction alternator and the traction inverters, TCC1 and TCC2.
WARNING
DC link voltage is present on all equipment connected to the traction alternator output: traction alternator output terminals, cabling connections, capacitor cabinets, and DCL switchgear. The TCC1 and TCC2 assemblies each include large input capacitors that filter the DC link voltage processed by the inverters. The TCC1 and TCC2 input capacitors operate at DC link potential, which can be as high as 3000 VDC. High DC link voltage is a severe safety hazard to operating and maintenance personnel. Normally, within ten seconds after the standard GT46MAC locomotive shutdown procedure, DC link voltage automatically discharges through the dynamic brake grids. However, if anything prevents automatic discharging, the input capacitors retain their charge for a long time after locomotive shutdown, holding the entire DC link at high voltage. During normal locomotive operation, it is not necessary to discharge the DC link. Except for those devices used in normal operation, such as switches and circuit vi GT46MAC Operators Manual
breakers, locomotive operating crew members must not touch any electrical equipment in the #1 electrical control cabinet, whether or not the engine is running. (Maintenance personnel who have read and who understand the separate Safety Precautions for GT46MAC Locomotives document are permitted full access to No.1 electrical control cabinet equipment.)
Automatic DC Link Discharge

In the normal course of shutting down the GT46MAC locomotive, the locomotive operating crew or maintenance personnel automatically discharge the DC link. Upon shutdown, traction alternator excitation is cut off and traction alternator output voltage therefore approaches zero, but the DC link input capacitors may still be retaining high voltage. Perform the automatic DC link discharge as follows: 1. Through the locomotive computer (EM2000) screen, make sure that both inverters, TCC1 and TCC2, are CUT IN. If either inverter is cut out, use the display to cut it back in.
WARNING
If a cut-out inverter cannot be cut in because of a fault in the control system, shut down the engine and wait at least 40 minutes before inspecting or performing maintenance. 2. Set the Isolation switch in START/ STOP/ ISOLATE. EM2000 automatically connects the DC link across the dynamic brake grids, discharging the TCC1 and TCC2 input capacitors through the grids. After 10 seconds, the DC link can be considered discharged.
Foreword, & Safety Precautions
vii
Attempting to Plug Traction Motors in Extreme Emergencies

WARNING It is not possible to plug the traction motors on this locomotive. If plugging is attempted, only dynamic braking results. On diesel electric locomotives with DC traction motors, the traction motors can be plugged by throwing the reverser handle to the setting that opposes the direction of travel. Plugging DC traction motors causes them to suddenly apply tremendous braking effort - but may seriously damage them. The GT46MAC employs AC traction motors. The locomotive control system does not plug the traction motors when the reverser handle is thrown to the opposite direction. Instead, when the reverser setting is reversed, the control system applies maximum dynamic braking. Note: Since the reverser function is trainlined, any DC locomotives in tandem will plug their motors when the reverser on the lead locomotive is thrown to the setting that opposes the direction of travel.
viii
INTRODUCTION TO MANUAL
This manual is intended for railroad personnel who operate the General Motors GT46MAC diesel-electric locomotive. The GT46MAC is equipped with a microprocessor-based control system. In this manual, the microprocessor is called either locomotive computer or EM2000. The EM2000 monitors and controls locomotive traction power and dynamic braking, records and indicates faults, and enables diagnostic testing of certain locomotive systems. The EM2000 display panel mounts in the locomotive cab, on the #1 electrical control cabinet. This panel, which also includes a keypad, is an important interface between the locomotive crew and the locomotive control system. This balance of this manual is divided into four sections: Section 1. General Information General GT46MAC data and principal equipment descriptions Section 2. Controls and Indicating Devices Describes GT46MAC engine starting controls, operating controls, and indicating devices that monitor various locomotive systems. Section 3. Operation GT46MAC locomotive operating procedures and guidelines Section 4. Troubleshooting Explains how to use the GT46MAC locomotive computer display system. Lists typical locomotive computer display messages. Explains control console indicator lights. For greatest benefit, read the manual sections in number sequence order. Information concerning equipment maintenance, adjustment, and testing is contained in other Electro-Motive GT46MAC publications. The GT46MAC Locomotive Service Manual includes more detailed equipment descriptions.
Foreword, & Safety Precautions
ix
Crew Member Terms Used in this Manual

In this manual, the crew member principally responsible for locomotive operation is called the driver, and his helper is called the assistant. Railroads may use various other names in place of driver, such as engineer or operator, and they may call his assistant the helper, the conductor, the brakeman, the fireman, the assistant, the observer, the inspector - or various combinations of those terms.
Section 1 General Information

Heading Page LOCOMOTIVE GENERAL DATA.............................................. 1-2 Power Plant............................................................................ 1-2 Model TA17-CA6B Main Generator Assembly.................... 1-2 AC Auxiliary Generator......................................................... 1-2 Traction Motors ..................................................................... 1-2 Traction Inverters .................................................................. 1-2 Locomotive Batteries............................................................ 1-3 Air Brake System................................................................... 1-3 Air Compressor ..................................................................... 1-3 Dynamic Brakes .................................................................... 1-3 Supplies/ Capacities ............................................................. 1-3 Major Dimensions (Nominal)................................................ 1-3 Weight .................................................................................... 1-4 Minimum Curve Negotiation................................................. 1-4 Locomotive Speed Limitations ............................................ 1-4 Tractive Effort ........................................................................ 1-4 Dynamic Braking Effort ........................................................ 1-4 LOCOMOTIVE GENERAL DESCRIPTION ............................... 1-5 Locomotive Operation ........................................................ 1-10 EQUIPMENT DESIGNATIONS AND SYSTEM REFERENCES ......................................................... 1-15 LOCOMOTIVE COMPUTER DISPLAY ................................... 1-15 INTRODUCTION TO KNORR CCB COMPUTERIZED AIR BRAKE SYSTEM................................ 1-16
General Information
1-1
LOCOMOTIVE GENERAL DATA

Locomotive Model Designation........ GT46MAC
Locomotive Type ........................................... (C-C) 0660 Locomotive Power (Nominal) ...........4000 CV (3939 HP)
Power Plant
Engine Type ................Turbocharged Two-stroke Diesel Model..................................................................710G3B Number of Cylinders.................................................... 16 Full Speed ........................................................ 904 RPM Idle Speed, Normal........................................... 269 RPM Idle Speed, Low................................................ 200 RPM
Model TA17-CA6B Main Generator Assembly

TA17 Traction Alternator Rectified Output Maximum Potential.................................... 2600 VDC Max. Continuous Current ................................1250 A CA6B Companion Alternator Output Nominal Potential .........................................230 VAC
AC Auxiliary Generator
Model................................................................. 5A-8147 Nominal AC Voltage ............................................55 VAC Rectified Potential .............................................. 74 VDC Maximum Power Output........................................18 kW
Traction Motors
Model............................................................... 1TB2622 Number.......................................................................... 6 Type ............................................. 3 Phase AC Induction Configuration .................................3 in parallel per bogie
Traction Inverters (TCC1, TCC2)

Designation ................................................ TCC1, TCC2 Model..................................................................1GE420 Quantity ................................................2 (one per bogie) Type .......................................... Voltage Source Inverter with Gate Turn-Off Thyristors 1-2 GT46MAC Operators Manual
Locomotive Batteries
Model ................................................. Surrette 16-CH-25 Number ..........................................................................2 Number of Cells (Each) ...............................................16 Potential (Each Battery)...................................... 32 VDC Rating (8 Hour) .......................................... 500 Amp. Hr.
Air Brake System

Model ................................................ Knorr (NYAB) CCB Type................................................... Electro-Pneumatic
Air Compressor
Model ....................................... WLNA9BB (Direct Drive) Type.................................................................... 2-Stage Number of Cylinders ......................................................3 Displacement @ 900 RPM ......................... 7.19 m3/Min. (254 Ft.3/ Min.) Cooling Medium...................................... Engine Coolant Lube Oil Capacity .................. 9.98 litres (2.64 U.S. Gal.)
Dynamic Brakes
Type........... 8 Grid, AC Traction Motor Powered System
Supplies/ Capacities
Lube Oil Pan ..................................1457 litres (385 gal.) Engine Cooling Tank ..........................371 litres (99 gal.) Sand .......................................... .0.34 m3 (0.04 m3/box) [12 Ft.3 (1.5 Ft.3/box)] Fuel Tank.............................. 6000 litres (1600 U.S. Gal)
Major Dimensions (Nominal)

Height Over 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)
General Information
1-3
Width Over Handrails ......................................2.92 m (9' 7.12") Over Underframe........................................2.74 m (9' 0") Over Cab ................................................... 2.74 m (9' 0") Over Brake Cylinder .................................3.07 m (10' 1") Length Over Coupler Pulling Faces ..............21.24 m (69' 8.38")
Weight
Typically Equipped ................. 126010 kg (277,800 lbs.) Weight on Drivers.................................................... l00%
Minimum Curve Negotiation

Following data is based on original equipment F type couplers. Single Unit: ..........174 Meter (570.8) Radius - 10 Curve Two Units, Coupled: .............174 Meter (570.8) Radius 10 Curve
Locomotive Speed Limitations

Limits are based on original equipment, consisting of: 90:17 gear ratio 1.092 m (43") new diameter wheels, 50% Worn to 1.054 m (41.5 inches) diameter Maximum Speed (protects loco. equipment).....120 km/h Minimum Continuous Speed (@Max Continuous Tractive Effort).............22.5 km/h
Tractive Effort
Stall Limit.............................................................. 540 kN Continuous Limit................................................... 400 kN Reduced TE Limit (Selected on Locomotive Computer Display): ...................................... 294 kN (66,140 lbf)
Dynamic Braking Effort

Maximum.........270 kN (from 40 km/h to near zero km/h)
1-4
LOCOMOTIVE GENERAL DESCRIPTION

The Electro-Motive GT46MAC diesel-electric locomotive is equipped with a turbocharged 16 cylinder diesel engine, which drives the traction alternator. (The traction alternator is the most important component of the main generator assembly.) The traction alternator converts diesel engine mechanical power into alternating current electrical power. Internal rectifier banks in the main generator assembly convert traction alternator output alternating current to direct current. Refer to illustrations on pages 1-7 through 1-9 for equipment locations. Rectified DC power produced by the traction alternator is distributed through the DC link to DC/AC inverters in the Traction Control (TC) cabinet. Based on inputs from the locomotive computer (EM2000), traction inverters supply 3-phase AC power to six traction motors. The EM2000 responds to input signals from operating controls and feedback signals from the power equipment. Refer to Figure 1-4, page 1-11. The term traction control converter (TCC) refers to an electrical device that can convert AC to DC and invert DC into AC (traction power). The terms converter and inverter are used interchangeably in this manual. Each traction motor is geared directly, with a single pinion, to a pair of driving wheels. The maximum speed of the locomotive is set by locomotive gear ratio (ratio of traction motor revolutions to wheel revolutions) and wheel size. Although each GT46MAC locomotive is an independent power source, a number of locomotives may be combined in a multiple-unit (MU) tandem to increase total load capacity. The locomotives in tandem may be equipped with either AC or DC traction motors. Operating control functions are trainlined through a 27-conductor MU cable. This enables the lead unit to simultaneously control other locomotives in tandem.
General Information
1-5
The GT46MAC short hood or cab end is considered the front of the locomotive, although the GT46MAC can be operated in either direction. The cab has two drivers consoles: one forward facing and one rearward facing. Note: When the GT46MAC is the lead unit, with the cab end leading, the left side (No.1) control console provides the best view ahead for the driver. When the locomotive is operated as the lead unit, with the cab end trailing, the #2 (right side) control console provides the best view ahead. A trailing locomotive may be oriented with the cab leading or trailing. The front of the No.1 electrical control cabinet is the back wall of the locomotive cab. The EM2000 locomotive computer display, mounted on the front of the cabinet, indicates locomotive operating conditions, faults, and troubleshooting information from the locomotive computer.
1-6
Figure 1-1. GT46MAC Locomotive General Arrangement - Side View
GI41957
General Information 1-7
1. Headlight 2. Inertial Filter Air Inlet 3. Starting Fuse & Battery Knife Switch Box 4. Handrails 5. Cooling System Air Inlet 6. Radiator & Fan Access
7. 8. 9. 10. 11. 12. 13.
Couplers Sand Box Jacking Pads (Qty. 4) Wheels (Qty. 12) Fuel Tank Air System Main Reservoirs Battery Box
14. Bogies (3 axle, 3 motor type) Qty. 2 15. Underframe 16. Dynamic Brake Grids 17. Dynamic Brake Fans (Qty. 2)
1-8 GT46MAC Operators Manual
Figure 1-2. GT46MAC Locomotive General Arrangement - Internal View
GI41958
1. 2. 3. 4. 5. 6. 7. 8. 9.
#1 Electrical Control Cabinet Fuel Pump Engine Starting Motors (Qty. 2) Traction Control Cabinet Traction Motor Cooling Blower Main Gen. Assembly Blower Engine Exhaust Stack Engine Exhaust Manifold Diesel Engine
10. 11. 12. 13. 14. 15. 16. 17. 18.
Governor Engineroom Vent Engine Water Tank Lube Oil Cooler Primary Fuel Filter Air Compressor Radiators AC Radiator Cool. Fans (Qty. 2) Draft Gear
19. 20. 21. 22. 23. 24. 25.
Compressor Filter Lube Oil Filter Tank Lube Oil Strainer Lube Oil Sump Main Generator Assembly No.1 Elect. Cntrl. Cabt Air Filt. Traction Motors (Qty. 6)
Figure 1-3. GT46MAC Locomotive General Arrangement - Top View
GI41959
General Information 1-9
1. 2. 3. 4. 5.
Air Brake Rack No.1 Control Console Cab Door Traction Control Cabinets Inertial Air Filter
6. 7. 8. 9. 10.
TCC Electronics Blower Engine Air Filter Radiators Engine AC Auxiliary Generator
11. Inertial Filter Dust Bin Blower & Motor 12. #1 Electrical Control Cabinet 13. No. 2 Control Console Seat
Locomotive Operation
Diesel engine fuel oil must be circulated through the fuel system before the engine will start. When the engine start switch is held in PRIME, the locomotive computer starts the fuel pump. The fuel pump moves fuel from the fuel tank, located beneath the locomotive underframe, to the fuel injectors, pressurizing the injectors. After the entire system has been supplied with fuel and the fuel injectors are properly set, the engine can be started by holding the Prime/Start switch in START. Holding the FUEL PRIME/ ENGINE START switch in START provides a START signal input to the locomotive computer. The locomotive computer initiates engine cranking by two starting motors. Storage batteries provide energy to the starting motors. Two starting motor solenoids are mounted at the lower rear right hand side of the engine. The solenoids engage the starting motor pinions with the engine ring gear. When both pinions are engaged, full battery power is applied to the starting motors to crank the diesel engine. Starting motor torque increases and the diesel engine cranking speed increases until the engine starts. The FUEL PRIME/ ENGINE START switch is released when the engine starts. When the engine is running, the auxiliary generator motor supplies fuel pump operating power. Major components of the diesel-electric power system take power from the diesel engine. The traction alternator supplies high voltage electrical energy to the No.1 electrical control cabinet. This cabinet controls power distribution to the traction inverters by means of motor-operated switches. Relays and control devices in the cabinet direct the power flow as directed by the locomotive computer. Locomotive operating conditions and cab control settings determine the computer directions. Rectified DC output from the traction alternator is DC link voltage. It is applied to two traction inverters. DC link voltage varies with throttle position from 600 VDC at IDLE to 2600VDC at TH8. Refer to Figure 1-4, page 1-11. (Continues on page 1-12.) 1-10 GT46MAC Operators Manual
General Information 1-11 Figure 1-4. Power Distribution Diagram
There is one traction inverter for each set of three parallel traction motors (one inverter per bogie). Traction inverter TCC1 (front bogie) and traction inverter TCC2 (rear bogie) invert the DC link voltage into variable voltage, variable frequency, 3-phase AC power that is applied to the traction motors. Each inverter is controlled by its own traction computer. Both inverters are, in turn, controlled by the locomotive computer, which displays control system information on the display panel in the cab. Each traction computer is mounted in its TCC cabinet along with the inverter that it controls. Reducing excitation prevents an overload condition, regardless of the engine power level set by the throttle handle. The governor holds engine speed constant for each throttle setting by controlling the amount of fuel delivered to the injectors. Advancing the throttle handle to a higher setting causes the governor to raise engine speed. At the same time, the locomotive computer allows more current through the traction alternator field. Increased excitation current results in increased DC link voltage, which supplies more power to the traction inverters. An increase in traction inverter power increases AC power to the traction motors. In this way, engine speed and DC link power increase progressively in throttle steps. Actual operating conditions create varying tractive load requirements. A computer-controlled load management system balances electrical load with available mechanical diesel engine power by modifying engine speed, regardless of throttle position, or by changing generator excitation. In dynamic braking, the energy of a moving train is translated into traction motor rotating energy. The traction motors operate as generators. AC motor energy is converted to DC by the traction inverters (converters) and provided to the DC link. DC link voltage is then applied to brake grids which dissipate the electrical power in the form of heat. This loss of energy causes the train to slow down (brake). The inverter computers (TCC1,TCC2) monitor and control each inverter to maintain the braking effort requested by the locomotive 1-12 GT46MAC Operators Manual
computer, EM2000. EM2000, in turn, maintains the braking effort requested by the driver. Other control and protective functions are programmed into EM2000 - it monitors critical functions in the locomotive power system and, if a fault occurs, provides a display message, and in some cases an audible alarm. EM2000 also changes diesel engine speed in response to certain abnormal operating conditions such as low coolant temperature or low main reservoir pressure. EM2000 restores engine speed and power if transient conditions are corrected. Each of the six axle-hung AC traction motors is geared directly to the axle on which mounts. The traction inverters supply AC power to the traction motors - one traction inverter for each 3-motor bogie. Note: AC traction motors are much more resistant to mechanical shock than DC traction motors because they do not employ commutators or brushes. Therefore, locomotives with AC traction motors, such as the GT46MAC, do not need to slow down for rail crossings. Refer to Section 3, Operation, for more information. The diesel engine is the prime source of locomotive power. When the engine is running, it directly drives three electrical generators with associated cooling fans, a multi-cylinder air compressor, a traction motor blower, and the water and lube oil pumps. The engine-driven components in the locomotive convert the engine mechanical power to other forms to perform their individual functions: 1. The traction alternator rotates at engine speed, generating alternating current AC power. The AC power is converted to DC power by rectier banks within the generator assembly. The DC power is applied to the DC link. Switchgear and contactors apply DC link voltage to traction inverter circuits. The traction inverters convert DC link voltage to 3-phase AC power for the traction motors. 2. The companion alternator couples directly to the traction alternator within the main generator housing. It supplies current to excite the traction alternator eld, and to power the radiator cooling fans, inertial lter General Information 1-13
3.
4.
5.
6.
blower, traction inverter blowers, and various transductors and control devices. The auxiliary generator is driven by the engine gear train at three times engine speed. AC power from the auxiliary generator is supplied to an external 3-phase full-wave rectier in the battery charging assembly. There it is converted to 74 volt DC power for companion alternator excitation, control system operation, and locomotive battery charging. The auxiliary generator also supplies 74 VDC power for the fuel pump motor and turbocharger lube oil pump motor circuits, locomotive lighting, and other miscellaneous equipment. The air compressor supplies air to the main air reservoirs for locomotive and train brakes, sanders, windshield wipers, shutter operating cylinders, and the locomotive horn. The engine gear train drives two centrifugal water pumps, which circulate coolant through the diesel engine, the turbocharger aftercoolers, the lube oil cooler, the air compressor and the engine radiators. The lube oil pumps are coupled to the engine gear train to supply lubricating oil to critical operating surfaces throughout the engine.
A major part of locomotive control system operation involves the interrelated functions of the throttle, engine speed (governor) control, and load (regulator) control. These functions are: By controlling the amount of fuel injected into the engine cylinders, the engine governor holds engine speed constant at the speed appropriate for the throttle setting. Changing operating conditions create change in the diesel engine loading level. When engine load changes or engine output power level changes, engine speed temporarily changes. The load regulator acts to balance engine loading with available engine power. As the driver advances the throttle, the electrical control system causes more current to ow through the traction 1-14 GT46MAC Operators Manual
alternator eld. Increasing excitation current results in increasing power supplied to the traction motors. Therefore, locomotive power and engine speed increases progressively as the throttle advances from one notch to the next. Most control and protective functions are programmed into EM2000, which monitors critical functions in the locomotive power system and displays a message if a fault occurs. For serious faults the EM2000 also sounds the alarm bell and takes corrective action.
EQUIPMENT DESIGNATIONS AND SYSTEM 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 DISPLAY

The EM2000 (locomotive computer) display is mounted on the No.1 electrical control cabinet. See Section 4 for detailed information about the display.
General Information
1-15
INTRODUCTION TO KNORR CCB COMPUTERIZED AIR BRAKE SYSTEM

Many new equipment items are provided as part of the computer-controlled air brake system. To simplify text and drawing nomenclature, component designations are derived from the initials of the device names. Some of the designations are listed below with their system applications in 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 CCB microprocessor (computer) controlled air brake system, an electro-pneumatic system that controls air brakes on locomotives and cars coupled in trains. See Figure 1-5, page 1-17, an overview of the system. The reason for using a computer (microprocessor) to control the air brake system is to eliminate as many discrete electrical and pneumatic devices as possible, which reduces periodic maintenance and simplifies troubleshooting. Pneumatic relays and control valves are replaced by the pneumatic control unit (PCU) in the locomotive nose, on the right side. The PCU is an interface for electrical and pneumatic devices and is controlled directly by the CCB air brake computer. Physically, the PCU is a secure panel for mounting of most pneumatic devices that formerly were mounted at scattered locations on the locomotive. The PCU, controlled by the Knorr computer, is capable of connecting its inputs together in different ways. The driver controls the independent and automatic brake system with the control console cab control unit (CCU).
1-16
GI42639
Figure 1-5. Locomotive Air Brake System Diagram
General Information
1-17
1-18
Section 2 Controls and Indicating Devices

Heading Page INTRODUCTION........................................................................ 2-5 CAB EQUIPMENT ..................................................................... 2-6 Cab Circulating Fans ............................................................ 2-6 Cab Lights.............................................................................. 2-6 Control Consoles .................................................................. 2-7 Console Lower Left Front Surface ................................... 2-8 CAB FAN Switch ............................................................ 2-8 GAUGE LIGHTS Switch ................................................. 2-8 ATTENDANT CALL Switch ............................................ 2-8 DIMMER - GAUGE LIGHTS Rheostat............................ 2-9 FLASHER LAMP CAB HOOD END Switches ............... 2-9 Emergency Brake Valve Lever...................................... 2-9 Console Instrument Panel ................................................ 2-9 WSW - FRONT, WSW - REAR Controls ........................ 2-9 Duplex Air Pressure Gauges......................................... 2-9 AIR FLOW Indicator ..................................................... 2-10 Speedometer ................................................................ 2-11 Tractive/Dynamic Brake Effort Meter, ........................ 2-11 Indicating Lights Panel,............................................... 2-12 Alerter Light:................................................................. 2-16 Console Desk Top Equipment........................................ 2-16 Locomotive Controller................................................. 2-16 Mechanical Interlocks on Controller .......................... 2-19 Cab Control Unit (CCU) ............................................... 2-19 Alerter (Vigilance) RESET Switch............................... 2-23 SAND Switch ................................................................ 2-24 HORN - CAB and L/H END Switches .......................... 2-24 HDLT. - CAB L/H END Switches.................................. 2-24 Clipboard ...................................................................... 2-24 MU ENG STOP Switch ..................................................... 2-24 Control and Operating Switch Panel ............................. 2-25 ENGINE RUN Switch .................................................... 2-26 GEN FIELD Switch ....................................................... 2-26 CONTROL & FP Switch................................................ 2-26 DYN BRK CONT CB ..................................................... 2-26 Alerter (Vigilance) System.................................................. 2-27
Controls & Indicators
2-1
No.1 Electrical Control Cabinet..........................................2-28 Circuit Breaker Panel.......................................................2-29 LIGHTS Breaker ............................................................2-29 HDLTS Breaker .............................................................2-29 RADIO Breaker..............................................................2-29 EVENT RECORDER Breaker........................................2-29 CAB FANS Breaker.......................................................2-29 AIR DRYER Breaker .....................................................2-29 A.C. CONTROL Breaker ...............................................2-29 CONTROL Breaker .......................................................2-30 LOCAL CONTROL Breaker ..........................................2-30 DCL CONTROL Breaker ...............................................2-30 FILTER BLOWER MTR Breaker...................................2-31 AC GTO #1 PWR SUPPLY Breaker .............................2-31 AC GTO #2 PWR SUPPLY Breaker .............................2-31 AUX. GEN. FLD Breaker...............................................2-31 AUX. GEN. F.B. Breaker ...............................................2-31 FUEL PUMP Breaker ....................................................2-31 TCC1 COMPUTER Breaker ..........................................2-31 TCC2 COMPUTER Breaker ..........................................2-31 TURBO Breaker ............................................................2-31 COMPUTER CONTROL Breaker..................................2-32 TCC ELECT BLW MTR Breaker ...................................2-32 MICRO AIR BRAKE Breaker ........................................2-32 GROUND RELAY CUTOUT Switch..............................2-32 Circuit Breaker and Test Panel .......................................2-33 GEN FLD Breaker .........................................................2-33 TCC1 BLOWER Breaker...............................................2-34 TCC2 BLOWER Breaker...............................................2-34 Engine Control Panel.......................................................2-34 ISOLATION Switch .......................................................2-34 DYN BRAKE CUT IN/ CUT OUT Switch.......................2-35 EXTERIOR LIGHTS Switch ..........................................2-35 MAINT ROOM LIGHTS Switch .....................................2-36 EMERGENCY FUEL CUTOFF & ENGINE STOP Switch ..................................................2-36 Battery Charging Ammeter..........................................2-36 CLASSIFICATION LIGHTS Switch...............................2-36 ALERTER ALARM.........................................................2-36 AIR BRAKE EQUIPMENT .......................................................2-37 Dead Engine Cutout Cock...................................................2-37 ENGINEROOM EQUIPMENT ..................................................2-38 FUEL PRIME /ENGINE START Switch................................2-39 Injector Rack Manual Control Lever (Layshaft) ................2-39 Water Level Sight Gauge ....................................................2-39 Fuel Filter Pressures ...........................................................2-39 Air Pressure Transducer.....................................................2-40 Governor Low Oil Trip Reset Plunger................................2-40
2-2
Engine Overspeed Trip Reset Lever.................................. 2-41 MISCELLANEOUS EQUIPMENT............................................ 2-42 No. 2 Electrical Control Cabinet ......................................... 2-42 AUX. GEN. Breaker .......................................................... 2-43 Handbrake............................................................................ 2-43 Fire Extinguishers ............................................................... 2-43 Starting Fuse and Battery Switch Box .............................. 2-43 BATT SW (Battery Knife Switch) .................................... 2-43 STARTING Fuse ............................................................... 2-43
2-3
2-4
INTRODUCTION
This section briefly describes controls and indicating devices used by the locomotive operating crew. Descriptions of certain other equipment, not required for normal operation, is also included in this section for reference. Most of the controls and indicating devices used by the locomotive operating crew are in the locomotive cab.
2-5
CAB EQUIPMENT
Most operating equipment is located on the engine control panel and the two control consoles. The No.1 control console is on the left side of the cab, as shown in Figure 2-1, below. The No.2 control console, Figure 2-2, page 2-7, is on the right side of the cab. The view from the seat at the No.1 console is through the left front windshield and through the side windows. The view from the seat at the No.2 console is through the right side door window and through the side windows.
Ref. Photo #d97-345 Fig. G Art # F41966
Figure 2-1. No.1 Control Console
Cab Circulating Fans

Cab air circulating fans (two per cab) are mounted above the control consoles. Figure 2-1 illustrates one of the fans. The CAB FAN toggle switch, page 2-8, on each control console provides On/Off control of the fan above that console.
Cab Lights
A cab light and switch assembly mounts above each control console. Each assembly includes an On/Off control switch.
2-6
Ref. Photo #d97-329
Fig. H Art # F41967
Figure 2-2. No.2 Control Console (Instrument Panel and Desk Top portions)
Control Consoles
There are two very similar control consoles on this locomotive. Most gauges, controls, indicator lights, and switches used by the locomotive driver during normal operation are located on the control consoles. With two exceptions, the consoles are identical. The exceptions are: Certain device locations or names are reversed because the consoles face in opposite directions. Control console No.2 has some equipment on the right side that console No.1 does not. Control console driver equipment is described under the following headings: Console Lower Left Front Surface, page 2-8 Console Instrument Panel, page 2-9 Console Desk Top, page 2-16 Console MU ENG. STOP Switch (right side of No.2 console only), page 2-24 Console Control & Operating Switch Panel (right side of No.2 console only), page 2-25 Controls & Indicators 2-7
Console Lower Left Front Surface

The 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 the cab air circulating fan mounted above the console. GAUGE LIGHTS Switch: This On/Off toggle switch controls all control console device lighting, including the instrument panel gauges, the control and operating switches, and the controller handle position indicator light.
CT42492
Figure 2-3. Console Lower Left Front Surface ATTENDANT CALL Switch: when operated, this momentary pushbutton switch sounds the alarm in this units cab, as well as in the cabs of all trainlined units in tandem.
2-8
DIMMER - GAUGE LIGHTS Rheostat: This device controls console gauge lighting intensity. FLASHER LAMP CAB END and HOOD END Switches: These two On/Off switches individually control the flasher lamps at the ends of the locomotive. Emergency Brake Handle: This lever is directly below the FLASHER LAMP switches. When lifted to its upper setting, it opens the emergency brake valve, initiating emergency air braking.
Console Instrument Panel

The instrument panel is the control console upper section - it slants slightly away from the driver. (See Figures 2-1, 2-2, pages 2-6, 2-7.) The instrument panel includes two window wiper controls, five gauges, and an indicator light panel. WSW - FRONT, WSW - REAR Controls: Valves control air flow to the wiper air motors. There are two valves, one valve for the front windshield wipers and another for the rear window wipers. Turning a wiper control clockwise opens the valve, increasing air flow to the associated wiper motors; turning the control counterclockwise decreases air to the wiper motors. 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 the controls fully counterclockwise, cutting off the air supply to the air motors. Duplex Air Pressure Gauges: Two duplex air pressure gauges, Figure 2-4, page 2-10, are on the console instrument panel, to the right of the windshield wiper controls. The gauges indicate the following air pressures:
2-9
The left gauge indicates, in both kg/cm2 and lb./in.2 units: Red Hand: Main Reservoir Pressure White Hand: Equalizing Reservoir Pressure The right gauge indicates, in both kg/cm2 and lb./in.2 units: Red Hand: Brake Cylinder Pressure White Hand: Brake Pipe Pressure
Figure 2-4. Duplex Air Pressure Gauges
AIR FLOW Indicator: The air flow gauge, mounted between the duplex air gauges and the speedometer, indicates brake system charging as well as abnormal air supply leakage, break-in-two, or rear end-of-train brake applications.
F42493
Figure 2-5. Air Flow Indicator 2-10 GT46MAC Operators Manual
Speedometer: An analog speedometer, Figure 2-6, next, mounts to the right of the air flow indicator. The speedometer scale is 0 to 120 kilometres per hour (km/h).
Ref. photo #d97-332
Fig. I Art# F41968
Figure 2-6. Speedometer
Tractive/Dynamic Brake Effort Meter, Figure 2-7, page 2-12, mounts to right of speedometer, and indicates total locomotive drawbar force. When locomotive is not loading, meter pointer is centered. Pointer moves clockwise for tractive effort, and moves counterclockwise for dynamic braking effort. The tractive meter scale is 0 to 550 kN (kilonewtons). The dynamic brake effort scale is 0 to 300 kN. This meter also includes a High Motor TE indicator (yellow) LED that lights when tractive effort is high. Tractive effort is high enough to light the indicator when it is 400 kN or more with both inverters (all traction motors) cut in. If one inverter is cut out, the indicator lights when tractive effort reaches 200 kN.
2-11
Ref. photo #d97-330
Fig. J Art # F41969
Figure 2-7. Tractive Effort Meter Indicating Lights Panel, Figure 2-8, page 2-13, mounts on far right side of instrument panel, has lights that indicate operation of various locomotive systems. Note: Each of the following indicator lights has the push-to-test feature, which allows testing the light circuit alone. This test determines if the light circuit is working properly. Pressing the lens cap applies supply voltage to the light circuit. After a one second delay the light should switch On. TE LIMIT Light indicates tractive effort limiting has been activated from the EM2000 display on this locomotive or on another locomotive that is trainlined with this one. SAND Light indicates that a sanding request has been made to the locomotive computer by means of a SAND switch actuation on this locomotive or on any locomotive trainlined to this locomotive. Other sanding requests are made by the automatic sanding function (to help wheel creep or wheel slip control) and the emergency air brake applications. WHEEL SLIP Light Four conditions cause the wheel slip light to switch On. One of these, Locked Wheel, is dangerous, and requires immediate action by the crew. The others do not require immediate crew action. These four 2-12 GT46MAC Operators Manual
conditions are listed following Figure 2-8. Note: WHEEL SLIP annunciation is trainlined. Anything that causes a wheel slip warning on any trainlined locomotive causes the WHEEL SLIP light to switch On on this locomotive.
Art No. F41973 Ref. Photo d97-330
Fig. K
Figure 2-8. Indicating Lights Panel 1. Locked Wheel Condition. Note: Refer to, and follow Indian State Railways regulations concerning Locked Wheel faults. Locomotive computer immediately lights WHEEL SLIP indicator and drops load when Siemens system detects locked wheel. After 10 second delay, (20 if air brakes are applied), locomotive computer sets fault, sounds alarm bell, continues WHEEL SLIP light, and displays following message:
#n LOCKED WHEEL - STOP TRAIN AND THEN CHECK IF THE WHEELS TURN FREELY.
Fault indications above continue until driver uses locomotive computer display panel to reset fault. WARNING Locked wheels on moving locomotives are very dangerous. If locked wheel is indicated, perform the following steps.
2-13
a. Stop train and set throttle handle in IDLE. b. Find the locomotive with the Locked Wheel indications. c. Slowly roll the unit with indication past an observer watching for sliding wheels and listening for unusual noises from traction motors and gearcases. Are any wheels sliding and/or traction motors or gear cases making unusual noises? Yes - Go to Step d. No - Go to Step e. d. Take appropriate action specied by Indian State Railways rules and regulations concerning Locked Wheel. WARNING Do not, under any circumstances tow a locomotive having sliding /locked wheels, or move such a locomotive in tandem. e. Reset fault by pressing RESET key on locomotive computer display (Locked Wheel fault message screen). f. Has this fault occurred previously and no problem was found? Yes - Go to Step g. No - Go to Step h. g. On the locomotive computer display, disable Locked Wheel detection for the faulty axle(s) as directed on page 3-20. h. Continue monitoring for Locked Wheel fault recurrences. Report or shop locomotive at the next maintenance point for Locked Wheel system problem. (End of Locked Wheel Procedure) 2. Wheel Slip Condition. While starting a train when rail conditions are exceptionally poor, an occasional ash of the light indicates normal wheelslip control. Automatic sanding may also occur. Do not reduce 2-14 GT46MAC Operators Manual
throttle setting unless severe lurching threatens to break train. Note:When rail conditions are poor and the locomotive is operating in power above 2.4 km/h (1.5 MPH), occasional, irregular WHEEL SLIP light flashing may indicate a wheel creep system failure. Operation may continue, but report condition to authorized maintenance personnel. 3. Wheel Slip Condition on Other Locomotive. If another locomotive in tandem, connected by MU jumpers to this locomotive, detects any condition that causes it to light its WHEEL SLIP indicator, it energizes the trainline that lights the WHEEL SLIP indicator on this locomotive. 4. Wheel Overspeed Condition. The indicator light ashes On and Off to indicate wheel (and traction motor) overspeed, which can be caused by excessive track speed or by simultaneous slipping of all locomotive wheels. In either case, the system automatically corrects by adjusting traction alternator output. FLSHR LAMP Light flashes On/Off when either outside flasher lamp (at cab end or at long hood end) is flashing, provided that outside flasher lamp is not burned out and LIGHTS circuit breaker is closed. Flashes at the same rate as the outside flasher lamp. PCS OPEN Light: The air brake system trips locomotive control system pneumatic control relay PCR whenever it initiates a safety control or emergency air brake application. When PCR trips, it switches On the PCS OPEN light, and the locomotive control system stops traction alternator excitation, interrupting locomotive power/dynamic brake operation. To restore locomotive power after safety control or emergency brake conditions end, reset PCR: set throttle handle in IDLE, then set automatic brake handle in EM (Emergency) for 60 seconds, then move it to REL (Release).
2-15
BRAKE WARN Light indicates excessive dynamic braking current on this locomotive or on a trainlined locomotive in tandem. See BRAKE WARN Light, page 3-23, for more information.
Alerter Light: This large yellow indicator mounts below the 6-indicator panel. It lights when there is an apparent lack of driver activity. See page 2-27 for more information.
Console Desk Top Equipment

The 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 the far left of the console desk top, Figure 2-2, page 2-7, has two operating controls which control three different functions. The left control, called the Reverser or Directional Handle, controls the direction in which the locomotive moves. The right control, called the POWER (or Throttle)/ DYN BRAKE handle, 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), and Reverse (points toward driver). The locomotive attempts to move in the direction that the reverser points when traction power is applied. For example, if the driver inserts the reverser in the No.1 (left) console, and sets it Forward (pointing toward the windshield), the windshield end of the locomotive leads, but, if the driver sets the reverser Forward in the No.2 console, the long hood end of the locomotive leads. With the reverser centered, mechanical interlocking prevents moving the throttle/ dynamic brake handle into dynamic brake, but the throttle/ dynamic brake handle can be set in a throttle notch. However, with the reverser centered, power cannot be applied to the traction motors.
2-16
cc33484
Figure 2-9. Controller Reverser (Directional Handle) Note: Mechanical interlocking assures that the reverser setting cannot be changed unless the THROTTLE/ DYNAMIC BRAKE handle is in IDLE. CAUTION Do not reverse the reverser setting while the locomotive is moving because doing so may damage trailing DC locomotive traction motors. Reverse the reverser setting, from Forward to Reverse, or from Reverse to forward, only when the locomotive is completely stopped. Center the reverser and remove it from the controller to lock the Throttle/ Dynamic Brake handle in IDLE. Note: Reverser must be removed when locomotive is trailing in tandem.
POWER / DYN BRAKE Handle: The power (throttle)/ dynamic brake handle, Figure 2-10, page 2-18, has two setting zones (sectors): POWER and DYN BRAKE, separated by a gate. To move the handle from power to dynamic brake or from dynamic brake to power, the handle must pass through the gate. To move into the gate, move the handle to the right, then forward or backward, as required. An illuminated window to the right of the handle indicates the handle setting. See CAUTION, next.
Controls & Indicators 2-17
CAUTION
During locomotive operation in tandem with trailing DC locomotives, when transferring the GT46MAC from power to dynamic brake, set the handle in IDLE for 10 seconds before advancing it to SET-UP. This prevents sudden surges of braking effort with possible train slack run-in or DC traction motor flashovers.
Controller POWER/DYN BRAKE Handle, POWER Sector:
The POWER (throttle) sector has nine detent settings (notches): IDLE, and throttle notches 1 through 8. From IDLE, against the gate, pull the handle back to increase engine speed and locomotive power. Note: Mechanical interlocking assures that the handle can be moved from throttle IDLE to a DYN BRAKE setting only when the reverser is set in either FORWARD or REVERSE.
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 handle moves freely without notching. To request minimal dynamic braking, the driver pushes the handle forward from the SET-UP (against gate), into 1. Pushing the handle forward, to higher-numbered settings, 2-18 GT46MAC Operators Manual
requests increased dynamic braking effort. Setting 8 requests full dynamic brake effort. Mechanical Interlocks on Controller
Reverser Centered (in Neutral) -
POWER/ DYN BRAKE handle can only be set in POWER (throttle) sector. DYN BRAKE sector is not accessible. Reverser can be removed from controller if POWER/ DYN BRAKE handle is in IDLE.
Reverser removed from controller -
POWER/ DYN BRAKE handle is locked in IDLE. DYN BRAKE sector is not accessible.
Reverser in FORWARD or REVERSE-
POWER/ DYN BRAKE handle can be set anywhere in POWER or DYN BRAKE sectors. While THROTTLE/ DYNAMIC BRAKE handle is in DYN BRAKE sector, reverser is locked in either Forward or Reverse. While POWER/ DYN BRAKE handle is in POWER sector, reverser is locked in either Forward or Reverse. While POWER/ DYN BRAKE handle is in IDLE, reverser can be set in Forward or Reverse, or, if centered (Neutral), reverser can be removed, locking POWER/ DYN BRAKE handle in IDLE. Cab Control Unit (CCU): The cab control unit, Figure 2-11, page 2-20, provides conventional independent and automatic brake control functions. The handles for these brake functions are arranged in a standard console desk top configuration. Each handle adjusts a variable resistor that provides input signals to the CCB computer. The handles are operated in by moving them forwards and backwards. The brakes are released at the backward-most setting (handle toward driver). Operating settings are detented. The CCU includes a three-setting air brake set up switch. Controls & Indicators 2-19
Fig. L Ref. d97-342 Art # F41970
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 brake application and release. This valve is pressuremaintaining: it holds the selected brake pipe pressure constant against normal brake pipe leakage. AUTO BRAKE handle operating setting/ setting zone descriptions follow the note below. Note: Descriptions assume that train brake system is cut in and fully charged. REL (Release) setting: handle in rst detent (closest to driver); charges brake equipment and releases both locomotive and train brakes. (Releases brakes at faster rate than RUN.) When handle is released in this setting, spring pressure returns it to RUN. RUN (Running) setting: handle in detent between REL and MIN; also charges brake equipment and releases locomotive and train brakes. MIN (Minimum Reduction) setting: handle in detent forward of RUN. Obtains minimum braking effort 0.35 to 0.49kg/cm2 (5 to 7psi) reduction.
2-20
SERVICE ZONE: MIN to FS sector. As handle advances through SERVICE ZONE, brake pipe reduction (braking effort) increases from minimum reduction to maximum reduction for full service application.
CT42494
Figure 2-12. CCU AUTO BRAKE Handle and Trail/Lead Air Brake Set Up Switch FS (Full Service) setting: handle in third detent. Obtains full service brake pipe reduction (full service braking). In addition, suppresses overspeed control and safety control (penalty) applications. EMER (Emergency) setting: handle in detent at extreme forward position (away from driver). Initiates emergency brake application (with brake valve cut in or cut out). This setting is used in resetting brake system after any penalty (safety) or emergency brake application. Note: There is an emergency brake valve handle on each console, as shown on Figure 2-3, page 2-8. Controls & Indicators 2-21
Trail/Lead Air Brake Set-up Switch : The trail/lead air brake setup switch, lower part of Figure 2-12, page 2-21, mounts next to the Independent (DIR) Brake Handle. This switch has the following three settings. TRAIL - Sets up air brake system for locomotive that is trailing in tandem. LEAD IN - Sets up air brake system for locomotive to lead or control tandem. Air brake system on this locomotive, and on rest of tandem, responds to air brake handle movements. LEAD OUT - For brake pipe leakage testing. DIR BRAKE (Independent) Handle: The DIR BRAKE (Independent) Handle, Figure 2-13, page 2-22, is directly to the right of the AUTO BRAKE handle. This handle controls locomotive braking effort independent of train braking effort. The DIR (independent) brake valve is self-lapping: it holds brake applications at a value corresponding to handle setting against leakage. Descriptions of the four handle operating settings/zones follow Figure 2-13.
CT42495
Figure 2-13. DIR BRAKE (Independent) Handle REL (Release) Setting: handle closest to driver. This setting releases air brakes on locomotive, and on other locomotives in tandem, provided that the automatic brake handle is also in REL. 2-22 GT46MAC Operators Manual
Application Sector: forward (away from driver) of REL setting. As handle advances forward through the zone, air braking effort increases. FULL (Full Application) Setting: handle at extreme forward setting (furthest from driver). Full independent air brake cylinder pressure is obtained. BAIL or ACTUATE Function: Pulling up the lower part of the independent brake handle knob when the handle is in REL releases any existing automatic air brake application that exceeds the independent brake setting. Alerter (Vigilance) RESET Switch: When pressed after a control system alertness (vigilance) indication, this orange mushroom-head pushbutton switch resets the system. Note: To reset the system, it is necessary to hold down this switch for a moment before releasing it. A quick smash does not work. See page 2-27 for more detailed system information. Use this equipment only in accordance with Railway rules and operating practices. SAND Switch: This yellow pushbutton switch is also known as the manual sand switch. Pressing this switch does all four of the following: Lights SAND indicator. Requests locomotive computer to apply sand to rails. Energizes sanding request trainline for other locomotives in tandem. Resets alerter (vigilance) system On locomotives that have wheel creep control systems, such as the GT46MAC, pressing the SAND switch or receiving a trainlined manual sand request causes the locomotive computer to activate sanding only if both of the following are true: Reverser is thrown to either Forward or Reverse (locomotive in power or dynamic brake mode). Locomotive speed is not faster than 19.3km/h (12MPH), except in dynamic braking. Note: GT46MAC manual sanding is available in dynamic braking at all speeds. Controls & Indicators 2-23
HORN - CAB END and HORN - L/H END Switches: These switches activate the locomotive air horns. Each has a non-latching blue pushbutton. Pressing the CAB-END or L/H (long hood) - END pushbutton causes the corresponding locomotive horn to sound until the button is released. HDLT. - CAB END and HDLT. - L/H END Switches: These rotary switches control the headlights at the cab end and the rear (long hood) end of the locomotive. Each switch has the following three settings: OFF: Headlights are Off. LOW: Headlights On dimly. HIGH: Headlights On at maximum intensity. Note: HEADLIGHTS breaker on the No. 1 circuit breaker panel in the No.1 electrical control cabinet must be On (lever up) to operate either the cab end or long hood end headlights. Clipboard: For the drivers convenience, a clipboard is mounted on the control console top surface next to the headlight switches.
MU ENG STOP Switch

The MU ENG STOP (multiple-unit engine stop) switch mounts on the right side of the No.2 control console (side of console closest to locomotive centerline), as shown on Figure 2-14, page 2-25. The switch operating mechanism is a push-On/push-Off type, and has two independent sections. Pressing the red STOP section shuts down all locomotives in tandem, provided that they are set up as active trailing locomotives - Isolation switches in RUN, Throttle handles in IDLE. Before attempting to start the locomotive engine, press the green RUN section of the MU ENG Stop switch. Refer to SETTING LOCOMOTIVES ON LINE, page 3-10. Of course, during locomotive operation, leave the switch in the RUN state.
2-24
Ref. Photo d97-339
Fig. O Art # F41971
Figure 2-14. MU ENGINE STOP Switch (top), and Control & Operating Switch Panel with DYN BRAKE CONT CB (bottom)
Control and Operating Switch Panel

Control and operating switches as well as the dynamic brake control circuit breaker are located on a panel, mounted on the right side of the No.2 control console (side of console closest to locomotive centerline), just below the MU ENG STOP switch, as shown in Figure 2-14, above. Panel device descriptions appear on following pages. ENGINE RUN Switch: Set this switch On if the locomotive is to lead in tandem; set it Off if the locomotive is to trail in tandem, or if it is to be hauled dead in tandem. The switch is On when its slider is Up. When the ENGINE RUN switch is On, the locomotive control system controls diesel engine speed according to throttle handle position. When the ENGINE RUN switch is Off (down), engine speed is not affected by throttle handle position, except during a load test. GEN FIELD Switch: Set this switch On if the locomotive is to lead in tandem; set it Off if the locomotive is to trail in tandem, or if it is to be hauled dead in tandem. The switch is On when its slider is Up. Controls & Indicators 2-25
The GT46MAC locomotive setup differs from the conventional DC locomotive setup, where main generator output directly powers traction motors, and setting the GEN FIELD switch Off prevents main generator excitation. On the GT46MAC locomotive, main generator (traction alternator) output powers the DC link and the traction control convertors (TCC1 & TCC2), which power the traction motors. The lead locomotive GEN FIELD switch must be On to enable the TCCs to power the traction motors. If the GEN FIELD switch is Off, traction alternator excitation may still be On, but the traction motors will not operate. The GT46MAC locomotive GEN FIELD switch circuit is trainlined: if it is Off, main generator excitation on trailing DC locomotives is Off. CONTROL & FP Switch : Set this switch On if the locomotive is to lead in tandem; set it Off if the locomotive is to trail in tandem, or if it is to be hauled dead in tandem. The switch is On when its slider is Up. When the CONTROL & FP (control and fuel pump) switch is On, it provides power to key low voltage control circuits, and it enables the locomotive computer to pick up fuel pump control relay FPR, and it enables diesel engine starting. DYN BRK CONT CB: This slider-type circuit breaker protects the dynamic brake control rheostat circuit against faulty operating or test setups. Set this breaker On (slider Up) for normal operation. A tripped breaker usually indicates that more than one dynamic brake handle in the locomotive tandem was out of the Off setting during dynamic braking or a short circuit in an MU jumper cable. The safety guard covering this breaker lever prevents accidentally switching the breaker On or Off.
2-26
Alerter (Vigilance) System

The alerter indicator light mounts on the control console instrument panel, below the indicator light panel. The orange alerter RESET pushbutton mounts on the control console desktop surface, in front of the air brake controller. The audible ALERTER ALARM mounts on the No.1 electrical control cabinet engine control panel. When locomotive brakes are released, the alerter system requests an acknowledgment from the locomotive operator from time to time. The acknowledgment request is never more frequent than once per 60 seconds. If the acknowledgment request is not answered, the locomotive computer initiates a penalty brake application. The acknowledgment request consists of: 1. Alerter lights ashing for 17 seconds, then 2. ALERTER ALARM sounds for 17 seconds. (Lights continue ashing.) Pressing either alerter RESET button while the alerter lights are flashing or the ALERTER ALARM is sounding resets the acknowledgement request timing cycle. Using the automatic brake handle to moderately reduce brake pipe pressure also resets the timing cycle. In addition, movement of the throttle handle, independent brake handle, or dynamic brake handle will also reset the timing cycle, as will pressing the HORN or SAND button. If the alerter system request is not acknowledged while the alerter light is flashing or the ALERTER ALARM is sounding, the alarm stops sounding and a penalty brake application occurs. The penalty brake application must be reset before normal train operation can continue. Use of alerter equipment must be in accordance with Railway rules and operating practices.
2-27
No.1 Electrical Control Cabinet

The No.1 electrical control cabinet (ECC1), Figure 2-15 below, forms the back wall of the locomotive cab. It houses equipment that controls and powers the locomotive.
Ref d97-385
Fig. P Art # F41972
Figure 2-15. No.1 Electrical Control Cabinet (ECC1)
WARNING
Keep out of the electrical control and traction control cabinets (TCC and ECCs), except for driver-accessible equipment, such as listed below. High voltage and current may be present within electrical control and traction control cabinets (TCC and ECCs). No.1 electrical control cabinet includes: Driver-accessible panels Circuit Breaker Panel Engine Control Panel Circuit Breaker and Test Panel EM2000 Display Panel Miscellaneous internal equipment (not driver-accessible) Main Control Panel (relays, resistors, etc.) Locomotive Control Computer (EM2000) Computer Power Supply Digital Voltage Regulator Module (DVR) 2-28 GT46MAC Operators Manual
GTO Power Supply Excitation Panel 4 Brake Contactors (B1,B2,B3,B4,) DC Link Transfer Switch (DCL 123,456) Silicon Controlled Rectier (SCR)
Circuit Breaker Panel

The No.1 electrical control cabinet (ECC1) circuit breaker panel, Figure 2-16, page 2-30, has approximately 22 circuit breakers (breakers) that are used in the control and protection of the diesel engine and electrical systems. These breakers can be operated as switches but will trip open when an overload occurs. Breakers in the black-labelled panel areas must be On (lever Up) during locomotive operation. Breakers in the white-labelled areas are On as conditions require. Brief descriptions of the circuit breakers on this panel are provided, starting next. LIGHTS Breaker: This 30A breaker must be On (lever Up) to power the switches that control miscellaneous locomotive lights. HDLTS Breaker: This 35A breaker provides power and protection to the cab end and hood end headlight circuits. RADIO Breaker: This 15A breaker, between the radio mounting rack and the locomotive battery, is used to protect the radio communications equipment. EVENT RECORDER Breaker: This 3A breaker provides power and protection to the event recorder circuit. CAB FANS Breaker: This 30A breaker provides power and protection for cab air circulating fan motors and their control circuits. AIR DRYER Breaker: This 15A breaker provides power and protection to the main reservoir air filter (desiccant) dryer and associated circuitry. A.C. CONTROL Breaker: This 15A breaker protects the control circuits that operate on companion alternator power, including traction alternator excitation and ground relay hardware.
2-29
Fig. Q Ref. d97-311 Art # F42001
Figure 2-16. ECC1 Circuit Breaker Panel CONTROL Breaker: This 40A breaker sets up the fuel pump and control circuits for engine starting. It is supplied battery power through the battery knife switch before an engine start. Once the engine is running, the auxiliary generator supplies power through this breaker to maintain operating control. LOCAL CONTROL Breaker: This 30A circuit breaker establishes local (vs. trainlined) control with power from the locomotive battery or auxiliary generator to operate heavyduty switchgear, magnet valves, contactors, blowers, and miscellaneous relays. DCL CONTROL Breaker: This 3A circuit breaker protects the DC Link (DCL) transfer switch motor and control circuits.
2-30
A safety guard over the breaker lever helps prevent accidental breaker operation. FILTER BLOWER MTR Breaker: This 30A breaker protects the inertial filter blower motor circuit. The blower evacuates dirt-laden air from central air compartment inertial filters. If this breaker trips open, or is inadvertently left Off, the FILTER BLOWER MOTOR CB OPEN message appears on the locomotive computer display. Note: If the FILTER BLOWER MTR breaker trips (Off), continue locomotive operation to the nearest maintenance point. AC GTO #1 PWR SUPPLY Breaker: This 15A breaker protects GTO power supply PS GTO1, which provides the GTO DC supply input for the #1 inverter (TCC1). AC GTO #2 PWR SUPPLY Breaker: This 15A breaker protects GTO power supply PS GTO2, which provides the GTO DC supply input for the #2 inverter (TCC2). AUX. GEN. FLD Breaker: This 10A breaker protects the auxiliary generator field circuit and is equipped with auxiliary contact sets. One set is a double-pole switch that protects the DVR module. AUX. GEN. F.B. Breaker: This 10A breaker protects the traction alternator field firing control circuit (FCD). FUEL PUMP Breaker: This 30A breaker protects the fuel pump motor circuit. TCC1 COMPUTER Breaker: This 10A breaker provides power and protection to the #1 bogie traction inverter (TCC1) computer and associated circuits. A safety guard is used over this breaker to prevent accidental breaker operation. TCC2 COMPUTER Breaker: This 10A breaker provides power and protection to the #2 bogie traction inverter (TCC2) computer and associated circuits. A safety guard is used over this breaker to prevent accidental breaker operation. TURBO Breaker: This 30A breaker provides power and protection to the turbo lube pump motor. It must be ON (lever up) before engine start for prelube and after engine shutdown to remove residual heat from the turbo bearings. If
2-31
the engine is running and this breaker is Off (lever Down), the TURBO CIRCUIT BREAKER DOWN message appears on the locomotive computer display. A safety guard is used over this breaker to prevent accidental breaker operation.
CAUTION
The TURBO breaker and the COMPUTER CONTROL breaker must remain On (lever up) for 35 minutes after engine shutdown following load operation. This enables the turbo lube pump to continue operating, cooling down the turbocharger bearings, after engine shutdown. COMPUTER CONTROL Breaker: This 15A breaker protects the locomotive control computer operating power supply.
CAUTION
Both the COMPUTER CONTROL and TURBO circuit breakers must remain On (lever Up) for 35 minutes after engine shutdown following load operation. This enables the turbo lube pump to continue operating, cooling down the turbocharger bearings, after engine shutdown TCC ELECT BLW MTR Breaker: This 30A breaker protects the TCC electronics blower motor circuit. The blower cools TCC cabinet electronics equipment. MICRO AIR BRAKE Breaker: This 15A breaker provides operating power to the Knorr air brake system and the air brake system electrical/ electronics cooling fans. GROUND RELAY CUTOUT Switch: This toggle switch, when open (lever Down), disconnects ground protection relay GR from the locomotive electrical circuits for maintenance inspection or trouble-shooting. When the switch is open, the locomotive computer prevents traction alternator excitation. This switch normally is locked in the closed (lever Up) setting by a pin that is safety-wired to a bracket. This setting arms the ground fault protection system.
2-32
Circuit Breaker and Test Panel

Test panel jacks, Figure 2-17, below, enable maintenance personnel 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 the panel just below the voltage test panel.
Fig. R Ref. d97-310 Art # F42002
Figure 2-17. Circuit Breaker and Test Panel GEN FLD Breaker: This 90A breaker protects the traction alternator field circuit. The companion alternator supplies traction alternator field excitation current through silicon controlled rectifiers (SCRs). The GEN FLD breaker protects the SCRs, the traction alternator, the companion alternator, and other associated circuitry. If traction alternator field current overload occurs, the breaker trips and the locomotive computer displays the message Controls & Indicators 2-33
EXCESSIVE GENERATOR FIELD CURRENT. The message disappears when field current drops to a safe level, but to continue operation, the breaker must be reset. Note: Unlike most other circuit breakers on the No.1 electrical control cabinet, which trip to the full Off position, the GEN FLD breaker trips to the center position. To reset the GEN FLD breaker, wait for the traction alternator eld to cool, pull the breaker lever down to the full Off setting, then pull it back up to On.
TCC1 BLOWER Breaker: This 30A breaker protects the traction control converter #1 (TCC1) blower motor. TCC2 BLOWER Breaker: This 30A breaker protects the traction control converter #2 (TCC2) blower motor.
Engine Control Panel

The Engine Control Panel, Figure 2-18, page 2-35, has control equipment for setting up locomotive operation. A brief description of each device follows ISOLATION Switch: This rotary switch has two settings: START/ STOP/ ISOLATE, and RUN. The setting functions are: 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 speed regardless of throttle handle setting. Silences alarm caused by locomotive computer-determined NO POWER condition. Does not silence alarm caused by hot engine or traction motor alarm. RUN Setting Puts unit on line: locomotive will respond to control (for example, will respond to throttle handle setting changes, local or trainlined) and will develop power in normal operation.
2-34
Fig. S Ref. d97-338 Art # F42003
Figure 2-18. Typical Engine Control Panel on ECC1 DYN BRAKE CUT IN/ CUT OUT Switch: If this slide switch is set in CUT OUT (slider Down), the locomotive will not operate in dynamic brake. The locomotive will operate in power with normal air braking - no other locomotives in tandem are affected. Cutting out dynamic braking on selected locomotives in a tandem limits total tandem dynamic brake effort. Cutting out dynamic braking does not affect normal power (traction) operation, and does not affect the air brake system. This lever of this switch is normally safety wired in the CUT IN (lever up) setting to prevent accidental dynamic brake cut out. EXTERIOR LIGHTS Switch: This slide switch provides On/Off control of the platform light at the rear of the locomotive and the fuel filler lights on both sides of the
2-35
locomotive. With the slider in the On (Up) setting, power is supplied to these lights, provided that the battery knife switch is closed and the LIGHTS breaker is On. MAINT ROOM LIGHTS Switch: This slide switch provides On/Off control of the engineroom maintenance lights. With the slider in the On (Up) setting, power is supplied to these lights, provided that the battery knife switch is closed and the LIGHTS breaker is On. EMERGENCY FUEL CUTOFF & ENGINE STOP Switch: When pressed for approximately one second, this large red pushbutton switch requests the locomotive computer to stop the locomotive diesel engine. The pushbutton need not be held in until the engine stops. However, holding button in for one second ensures that the computer recognizes the switch actuation as a proper shutdown request. Battery Charging Ammeter: This meter indicates the locomotive battery charging/ discharging rate. It does not indicate auxiliary generator output or engine cranking current during start-up. CLASSIFICATION LIGHTS Switch: This rotary switch has three settings: LONG HOOD FORWARD, OFF, and CAB END FORWARD. The functions of these settings are: CAB END FORWARD Setting Lights white cab end class lights and red long end class lights. OFF Setting Turns off class lights at both ends of the locomotive. LONG HOOD FORWARD Setting Lights white long hood end class lights and red cab end class lights. ALERTER ALARM: The ALERTER ALARM sounds if the driver has not acknowledged the flashing of the console Alerter indicator lights for 17 seconds. When the ALERTER ALARM sounds, the driver must acknowledge it within the next 17 seconds to avoid a penalty brake application. [See Alerter (Vigilance) System, page 2-27 for acknowledgement methods.]
2-36
AIR BRAKE EQUIPMENT

The locomotive is equipped with a computer-controlled air brake (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 with an air brake set-up switch. Most brake pneumatic equipment mounts on the air brake rack pneumatic control unit (PCU). The air brake rack is mounted beneath the front head lights and between the front class lights. The PCU is an interface for electrical and pneumatic devices, and is controlled by the CCB air brake computer. The locomotive computer displays certain useful messages related to time delays that occur during recovery from emergency brake applications.
Dead Engine Cutout Cock

The dead engine cutout cock, mounted on the air brake rack at the front of the locomotive, limits air braking effort on a locomotive being hauled dead in a train. When the cutout cock is set for a dead locomotive, the pressure regulator, set at 1.8kg/cm2 (25 psi), charges the #2 main reservoir at 1.8kg/cm2 from the brake pipe, thus limiting brake cylinder pressure to 1.8kg/cm2. Refer to CCB computer braking system set-up plate for setting. Note: Before changing the dead end cutout cock setting, shut down the diesel engine and open all locomotive MU air connections. Reconnect the hoses after completing the change.
2-37
ENGINEROOM EQUIPMENT
CT42496
1. Water Level Sight Gauge 2. Diesel Engine Governor 3. Primary Fuel Filter Bypass Gauge 4. Layshaft (Manual Injection Control Lever) 5. Engine Protector (Low Water and Crankcase Pressure Reset Buttons) 6. Water Filler 7. Fuel Prime/ Engine Start Switch (Behind Lockable Cover) - . Spin-On Fuel Filters Bypass Sight Glass (Not Shown Other Side of Engine, at Governor Bottom Level)
Figure 2-19. Figure 2-19 illustrates engineroom equipment locations. Engine cooling water, lube oil, and fuel oil pressures and temperatures are monitored by sensors on the engine and equipment rack. Some of these values are sent to the locomotive computer; some are available for display on the locomotive computer display. 2-38 GT46MAC Operators Manual
FUEL PRIME/ ENGINE START Switch

This 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) Setting When released, lever is spring-returned to this setting. FUEL PRIME Setting (Lever turned to counter-clockwise stop.) Primes engine with fuel to ready it for starting. Energizes fuel pump, but not starter motors. Also energizes auxiliary turbocharger lube oil pump, ensuring supply of lube oil under pressure to turbocharger bearings during engine startup. ENGINE START Setting (Lever turned to clockwise stop.) Applies locomotive battery power to fuel pump and starting motors. Starting motor pinions engage engine ring gear, then starting motors crank engine 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, directly operates the engine fuel injector setting racks. Pushing the lever increases fuel injection; pulling it does the opposite.
Water Level Sight Gauge

An instruction plate mounts next to the water tank sight glass. To check the water level, open the round valve handle at the bottom of the gauge. Sight the water level against the gauge, then close the valve. To avoid a false reading when using the gauge the next time, drain the sight glass by means of small drain cock at the bottom of the gauge. Be sure to close the drain cock after draining the sight glass.
Fuel Filter Pressures

Pressure relief valves are located at the primary fuel filter and the engine mounted fuel filters. If the pressure across the primary filter element exceeds 2.1kg/cm2 (30psi), a bypass valve begins to open, bypassing the primary fuel filter. Bypassing the primary fuel filter imposes greater burden on the engine-mounted spin-on fuel filters, shortening their Controls & Indicators 2-39
service life. As the spin-on filters become plugged, fuel pressure at the spin-on filters input rises. When it reaches 4.2kg/cm2 (60psi), the spin-on filters bypass valve opens fully, and fuel bypasses the engine, returning to the fuel tank. If fuel appears in the sight glass on top of the spin-on filter further from the engine, Figure 3-1, page 3-8, it means that fuel is bypassing the spin-on filters.
Governor Low Oil Trip Reset Plunger

The diesel engine governor includes a mechanism that detects lube oil pressure within the governor. Under normal operating conditions, the engine lube system supplies oil to the governor at engine lube system pressure. If oil pressure at the governor drops too low, a small plunger on the side of the governor body pops out, indicating that the low oil detector has tripped. See Figure 2-20, page 2-41. When the mechanism trips, the locomotive computer displays a GOVERNOR SHUTDOWN message and, several seconds later, it acts to shut down the diesel engine. (At IDLE, and in lower throttle settings, there is a longer delay before 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 of the engine protector, Figure 2-21, page 2-42. If a governor shutdown occurs, the cause must be determined. Check the engine protector. The device with the protruding button is the one that tripped. If neither button protrudes, either the hot oil detector activated or true low oil pressure occurred. See WARNING, next.
2-40
WARNING If crankcase pressure detector has tripped, make no further engineroom inspections. Do not attempt to restart engine. Isolate locomotive. Drain cooling system in accordance with Railway regulations if freezing conditions are possible. If neither crankcase pressure nor low water pressure detector has tripped, and engine oil level is satisfactory, but hot engine condition is apparent, do not attempt to restart engine. Report engine shutdown circumstances to maintenance personnel.
To Reset
Halftone #29233
Overspeed Tripped
1 2
1. Low Oil Plunger (Push In To Set) 2. Low Oil Level Sight Glass
F29233
Figure 2-20. Governor Low Oil Trip Plunger and Engine Overspeed Trip Reset Lever
Engine Overspeed Trip Reset Lever

Figure 2-20, below, illustrates the diesel engine overspeed reset lever location. If engine speed rises above the overspeed mechanism setpoint, the mechanism trips, halting fuel injection. Lack of fuel immediately shuts down Controls & Indicators 2-41
the engine, ENGINE NOT RUNNING message appears on locomotive computer display, and alarm bell sounds. To reset the engine overspeed mechanism, pull the reset lever to the counter-clockwise stop.
Halftone #30066
4 3
1. 2. 3. 4.
Low Water Reset Crankcase Pressure Reset Test Cock Vent and Test Fitting
F30066
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 bogie and the fuel tank. The AUX GEN circuit breaker mounts in this cabinet.
2-42
AUX. GEN. Breaker

This breaker supplies auxiliary generator power to locomotive low voltage DC circuits. It protects against excessive current demands. Since the low voltage DC system provides companion alternator excitation, if the breaker opens, the locomotive computer displays the
NO LOAD - NO COMPANION ALTERNATOR OUTPUT
message and sounds the alarm.
Handbrake
The lever-type handbrake is located on the outside of the long hood, along the walkway on the right side of the locomotive, just past (to the rear of) the No. 2 bogie inboard sand box. Comply with Railway rules and regulations when applying or releasing the handbrake.
Fire Extinguishers
There are two dry chemical fire extinguishers on the locomotive. One mounts in the cab, and the other mounts next to the air compressor in the long hood.
Starting Fuse and Battery Switch Box

The starting fuse and battery switch box, Figure 2-22, page 2-44, is located on the left side of the locomotive, along the walkway, as shown by item 3 on Figure 1-1, page 1-7. The box includes the equipment described in the following paragraphs.
BATT SW (Battery Knife Switch)

When closed, the battery knife switch connects the locomotive batteries to the locomotive low voltage (64/74 VDC) electrical system. The battery switch must be closed at all times during locomotive operation.
STARTING Fuse
The 800A starting fuse is in use only during diesel engine starting. Battery current flows through the fuse and the starting contactor to the starting motors. The starting fuse protects the motors from current overload. Although the fuse should be in good condition and always left in place, it has no effect on locomotive operation other than for engine starting. A defective starting fuse can be Controls & Indicators 2-43
detected when attempting to start the engine. If the engine start switch does not crank the engine, then check the fuse.
CAUTION
This locomotive uses an 800 Ampere starting fuse. Similar locomotives, with different starting motor connections, may use a 400 Ampere starting fuse. The two fuses look identical, except for markings. Do not use a fuse rated at 400 Amperes for starting this locomotive.
Fig. T Ref 10632217 Art # ct42000
Figure 2-22. Starting Fuse and Battery Switch Box
2-44
Section 3 Operation
Heading Page INTRODUCTION........................................................................ 3-3 PREPARATION FOR SERVICE................................................ 3-3 Ground Inspection ................................................................ 3-3 Engineroom Inspection ........................................................ 3-4 Starting Fuse and Battery Switch Box Inspection ............. 3-4 Lead Locomotive Cab Inspection ........................................ 3-4 Circuit Breaker Panels ...................................................... 3-4 Engine Control Panel ........................................................ 3-4 Control Consoles............................................................... 3-5 Air Brake Equipment...................................................... 3-5 Trailing Locomotive Cab Inspection ................................... 3-5 Starting Fuse and Battery Switch Box............................. 3-5 Circuit Breaker Panel ........................................................ 3-5 Engine Control Panel ........................................................ 3-5 Control Consoles............................................................... 3-6 Console Air Brake Equipment ...................................... 3-6 STARTING LEAD LOCOMOTIVE ENGINE .............................. 3-6 Engine Inspection ................................................................. 3-6 Engine Starting Procedure ................................................... 3-7 STARTING TRAILING DIESEL ENGINES................................ 3-9 SETTING LOCOMOTIVES ON LINE....................................... 3-10 PRECAUTIONS BEFORE MOVING LOCOMOTIVE .............. 3-10 HANDLING LIGHT LOCOMOTIVE ......................................... 3-11 COUPLING LOCOMOTIVES TOGETHER.............................. 3-11 DYNAMIC BRAKING FOR LOCOMOTIVES IN TANDEM...... 3-12 COUPLING LOCOMOTIVE TO TRAIN ................................... 3-12 PUMPING UP AIR ................................................................... 3-12 BRAKE PIPE LEAKAGE TEST............................................... 3-13 STARTING TRAIN ................................................................... 3-13 STARTING LOCOMOTIVE UP HILL....................................... 3-15 STARTING LOCOMOTIVE ON BRIDGE (TE LIMIT) .............. 3-15 ACCELERATING TRAIN......................................................... 3-16 RUNNING THROUGH WATER ............................................... 3-16
Operation
3-1
Wheel Control .........................................................................3-16 WHEEL CONTROL INDICATIONS..........................................3-17 Locked Wheel Detection Disabling/ Enabling...................3-19 LOCOMOTIVE SPEED LIMIT ..................................................3-20 MIXED GEAR RATIO OPERATION ........................................3-21 DOUBLE HEADING SERVICE ................................................3-21 HELPER SERVICE ..................................................................3-22 DYNAMIC BRAKING ...............................................................3-22 BRAKE WARN Light ............................................................3-23 ISOLATING LOCOMOTIVE .....................................................3-24 INVERTER FAULTS ................................................................3-24 CHANGING OPERATING ENDS.............................................3-25 On End Being Cut Out.........................................................3-25 On End Being Cut In............................................................3-26 STOPPING ENGINES ..............................................................3-26 Freezing Weather Precautions ..............................................3-28 Draining the Cooling System..............................................3-28 TOWING LOCOMOTIVE IN TRAIN WITH ENGINE RUNNING ........................................................3-28 TOWING LOCOMOTIVE IN TRAIN WITH ENGINE SHUT DOWN...................................................3-29 TOWING LOCOMOTIVE DEAD IN TANDEM...................................................................3-30 LEAVING LOCOMOTIVE UNATTENDED...............................3-31
3-2
INTRODUCTION
This section includes recommended procedures for setup, service preparation, and general locomotive operation. The procedures are brief and do not contain detailed descriptions of equipment location or function. See the Locomotive Service Manual for more specic descriptions. Always comply with Railway rules and instructions regarding locomotive operation or inspection. This section is arranged as follows Preparation for Service Ground Inspection Engineroom Inspection Starting Fuse & Battery Switch Box Inspection Lead Locomotive Cab Inspection Trailing Locomotive Cab Inspection Starting Lead Locomotive Engine Engine Inspection Engine Starting Starting Trailing Locomotive Engines Various other operating procedures Stopping Engines Towing Locomotive Leaving Locomotive Unattended
PREPARATION FOR SERVICE

Ground Inspection
Check 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 brake hose connections between locomotives in multiple unit tandem, 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 Inspection
Engineroom equipment can be inspected and operated by opening access doors along the sides of the long hood. Check for the following and correct when necessary: Check air compressor lube oil supply. Check water level in water tank sight glass. It should be near FULL (ENGINE DEAD) mark. Note: Recheck water level when engine is running. It should be near FULL (ENGINE RUNNING) mark. Check all valves for proper settings. Check for leakage of fuel oil, lube oil, water, or air. Note: A properly filled engine lube oil system coats the oil gauge above the FULL mark when the engine is stopped. To obtain an accurate check, recheck the level when the engine is idling and at normal operating temperature.
Starting Fuse and Battery Switch Box Inspection

1. 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 Inspection

On the lead or control unit, check the control locations described in Section 3. Set the equipment for operation as follows:
Circuit Breaker Panels

1. All breakers in black (shaded) area of panel(s) - On. 2. Other breakers On as required. 3. At circuit breaker panel, verify that GROUND RELAY CUTOUT switch is closed (lever Up) and sealed.

1. Isolation switch in START. 2. Miscellaneous switches set as required. Note: Electrical control cabinets must be securely closed during locomotive operation for proper cooling. 3-4 GT46MAC Operators Manual
Control Consoles
Set control console devices as follows: 1. Set CONTROL & FP switch On (slider Up). This allows fuel pump to start and run when FP/ES switch is in FUEL PRIME or ENGINE START. 2. Set ENGINE RUN switch and the GEN FIELD switch Off (sliders Down). 3. Set light switches and other switches as desired. 4. Set throttle handle in IDLE. Center reverser (neutral), and remove it. Air Brake Equipment 1. Set air brake controller automatic brake handle in FS (full service). This nullies any safety control brake application. 2. Set air brake controller independent brake valve handle in FULL (full application). 3. Set air brake controller set-up valve in LEAD-IN.
Trailing Locomotive Cab Inspection

Check the following trailing locomotive cab device settings. correct them as required.
Starting Fuse and Battery Switch Box

1. Main battery knife switch should be closed. 2. Starting fuse should be installed, in good condition, and correctly rated.
Circuit Breaker Panel

1. 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 the GROUND RELAY CUTOUT switch is closed and sealed.

1. 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 Consoles
Set control console devices as follows: 1. CONTROL & FP switch, GEN FIELD switch, and ENGINE RUN switch must be Off (sliders Down). Note: This step presumes that electrical MU cables are previously installed. 2. Set throttle in IDLE. Center reverser (neutral setting) and remove it to lock throttle handle in IDLE. 3. Set light switches and other switches as required. Console Air Brake Equipment 1. Set automatic brake handle in RUN (Running). 2. Set independent brake handle in REL (Release). 3. Set brake controller LEAD/TRAIL cutout switch in TRAIL.
STARTING LEAD LOCOMOTIVE ENGINE

The diesel engine may be started after the following inspections have been completed.
Engine Inspection
Inspect the engine before as well as after starting. 1. Make sure that overspeed mechanism is Reset. 2. Make sure that the governor low oil pressure trip plunger is reset, and that oil is visible in the governor sight glass. 3. Make sure that the crankcase (oil pan) pressure and low water pressure detector reset buttons are reset (pressed in). If either button protrudes, press and hold it for 5 seconds immediately after engine starts. 4. Make sure that engine top deck, air box and oil pan inspection covers are in place and securely closed. 5. Check engine lube oil lter tank sight gauge, if the tank has one. If gauge is full, proceed to next step. If gauge is empty or does not exist, make certain that oil strainer housing is full. The oil level should be maintained up to the overow outlet of the housing.
3-6
6. Pull out oil level gauge (dipstick) from side of engine oil pan. Oil gauge should be coated with lube oil. Note: A properly lled engine lube oil system will coat the oil gauge above the FULL mark when the engine is stopped. To obtain an accurate check, recheck level, when the engine is idling and at normal operating temperature. 7. Check for liquid trapped in engine cylinders as follows: A) Open all 16 cylinder test valves (test cocks). B) Bar over the engine at least one revolution. C) Close all the cylinder test valves (test cocks), checking for leakage from each. Note: If any evidence of leakage from cylinder test valves is found, do not start engine. Report the leakage to maintenance personnel.
Engine Starting Procedure

After the preceding inspections have been completed, the diesel engine may be started. Note: Engine should be prelubricated if it has been shut down for more than 48 hours. See Engine Maintenance Manual for prelubrication procedures. Proceed as follows: 1. Make sure that starting fuse is installed, in good condition, and correctly rated. Verify that main battery knife switch is closed. 2. At the circuit breaker panel, make sure that all breakers in the black (shaded) areas are On and GROUND RELAY CUTOUT switch is closed and sealed. 3. At the No.2 control console, make certain that the GEN FIELD and ENG RUN switches are Off (Down). Verify that the CONTROL & FP switch is On (Up). Note: When starting trailing locomotive diesel engines that have control cables connected between locomotives, leave the CONTROL & FP switch Off. 4. At the engine control panel, verify that the isolation switch is set in START.
Operation
3-7
F27505
3
1. Return Fuel Sight Glass (Normally Full) 2. Bypass Sight Glass (Normally Empty) 3. Filter Elements
F27505
Figure 3-1. Fuel Oil Sight Glasses 5. At the equipment rack, turn the FP/ ES switch lever to FUEL PRIME and hold it there until fuel ows in the return fuel sight glass (closer to engine) clear and free of bubbles - normally 10 to 15 seconds - then release it. See Figure 3-1, above. Note: Fuel sight glasses are on other side of engine from FP/ ES switch. 6. Turn the FP/ ES switch lever to ENGINE START and hold it there while the engine is cranked until the engine res and speed increases. Do not crank for more than 20 seconds. (See CAUTION, next.) 3-8 GT46MAC Operators Manual
CAUTION
To prevent overheating starting motors, which may damage them, do not allow engine cranking to continue for more than 20 seconds. If engine fails to start after cranking for 20 seconds, wait 2 minutes to cool starting motors before cranking engine again. 7. Check low water pressure detector reset button immediately after engine starts. If tripped, press button and hold for 5 seconds to reset. (If detector is tripped and not reset, engine will shut down shortly.) 8. Check the following with the engine running and at a normal operating temperature [49 C (120 F)], and correct if necessary. A) Coolant level is near FULL (ENGINE RUNNING) BOTTOM mark limits on water level instruction plate. B) Engine lube oil level is near FULL mark on oil level gauge (dipstick). C) Governor oil level is near upper mark on sight glass. D) Compressor lube oil level is within normal range. 9. After engine has been started and is operating normally, check to be sure that all engine room access doors are securely closed. Note: Do not apply load before engine water inlet temperature has reached 49C (120F).
STARTING TRAILING DIESEL ENGINES

Start trailing units engines in the same manner as the engine in the lead unit. Refer to STARTING LEAD LOCOMOTIVE ENGINE, page 3-6. Note: If MU jumper cables are already connected between locomotives, make sure that these trailing locomotive switches are Off (sliders Down): CONTROL & FP, GEN FIELD, and ENGINE RUN. This will allow these systems to be controlled from the lead unit.
Operation
3-9
SETTING LOCOMOTIVES ON LINE

WARNING
Verify that the throttle handle is in IDLE on all locomotives in tandem before setting a locomotive on line. After the diesel engine is started and inspected, set the locomotive on line by setting the isolation switch in RUN. When a locomotive is on line, it can respond to operator controls 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 modies diesel engine speed in response to certain operating conditions, such as low main reservoir pressure. In these circumstances, diesel engine speed is not precisely related to throttle setting.
PRECAUTIONS BEFORE MOVING LOCOMOTIVE

Before attempting to move the locomotive under its own power, 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-IN on a single or lead locomotive, and TRAIL on a trailing locomotive. 3. Check for proper air brakes application and release observe brake cylinder and brake rigging. 4. Release hand brake and remove any wheel blocking.
CAUTION
Engine water temperature should be 49C (120F) or higher before full load is applied to engine. After idling at ambient temperature below -18C (0F), increase to full load gradually.
3-10
HANDLING LIGHT LOCOMOTIVE

With engine started, unit placed on-line, and preceding inspections and precautions completed, the locomotive is handled as follows: 1. Set the ENGINE RUN and GEN FIELD switches On. 2. Set the air brake system on single or leading units for LEAD-IN. 3. Switch headlights and other lights On as needed. 4. Insert the reverser (directional handle) and set it in the desired direction of travel, Forward or Reverse. (Engine speed increases from low idle to throttle 1 speed as soon as reverser is thrown.) 5. Release the air brakes. 6. Advance the throttle handle as needed to move locomotive at desired speed. Note: Locomotive response to throttle movement is almost immediate. There is little delay in power buildup. Do not reverse reverser setting (Forward to Reverse, or Reverse to Forward) when locomotive wheels are turning.
COUPLING LOCOMOTIVES TOGETHER

Use the following procedure when coupling locomotives together for multiple unit operation: 1. Couple and stretch locomotives to ensure couplers are locked. 2. Install 27 conductor electrical control cable between locomotives. 3. Perform ground, engineroom, and engine inspections outlined in preceding pages. 4. Set cab controls for trailing unit operation as directed in preceding pages. Remove reversers (directional handles) from all controllers to lock controls. 5. Connect air brake hoses between locomotives. 6. Open required air hose cutout cocks on each locomotive. Operation 3-11
7. Using the lead locomotive air brake cab control unit (CCU), make an automatic brake application to determine if brakes apply on each locomotive. Release the automatic application, then make sure the brakes on each locomotive release. 8. Follow the same procedure to check an independent brake application. Also, release an automatic brake service application by pulling up the independent brake handle bail-release ring. Inspect all brakes in the tandem to verify they have released.
DYNAMIC BRAKING FOR LOCOMOTIVES IN TANDEM

The dynamic brake handle operates the dynamic brake rheostat. The locomotive computer uses the voltage level signal produced by the rheostat to control dynamic braking effort. The rheostat voltage level appears on a trainlined wire that controls the dynamic braking effort of all locomotives in a tandem that are equipped with dynamic braking. The total braking effort of a multi-unit tandem can become quite high. Observe Railway rules regarding multiple unit dynamic braking.
COUPLING LOCOMOTIVE TO TRAIN

Be just as careful when coupling locomotive(s) to a train as taken when coupling locomotives together. After coupling, perform the following checks: 1. Make sure that couplers are locked by stretching the connection. 2. Connect the air brake hoses. 3. Slowly open the air valves on the locomotive and the train to cut in the brakes. 4. Pump up air using the following procedure:
PUMPING UP AIR
After cutting in air brakes on train, note the reaction of the control console MAIN RESERVOIR pressure gauge. If pressure falls too low, the locomotive computer 3-12 GT46MAC Operators Manual
automatically increases engine speed to throttle notch 2, and displays the ENGINE SPEED INCREASE - LOW AIR PRESSURE message, provided that the Isolation switch is in RUN. To pump up air in a reasonable amount of time on a long train, it may be necessary to increase engine speed higher than notch 2. Proceed as follows: 1. Set Generator Field switch Off (Down). 2. Center reverser (set it in neutral). 3. Advance throttle to speed up engine. Note: Engine is virtually unloaded. Do not advance throttle past notch 5.
BRAKE PIPE LEAKAGE TEST

For specic instructions, refer to Railway train handling rules and guidelines.
STARTING TRAIN
The method selected for starting a train depends upon many factors - such as train type, weight, length, amount of slack, track condition, grade, and weather conditions. Since these factors are variable, specic train starting instructions cannot be provided; it is up to the driver to use good judgment in properly applying power to suit requirements. There are, however, certain general considerations that should be observed - as outlined in the following paragraphs. Proper throttle handling is important when starting trains because it bears directly on tractive effort. As the throttle advances, tractive effort increases almost immediately. Therefore it is advisable to advance the throttle one notch at a time when starting a train. Start the train in as low a throttle setting as possible. This practice keeps locomotive speed at a minimum until all slack has been removed - the train has been completely stretched. Sometimes it is advisable to reduce the throttle a notch or two at the moment the locomotive begins to move - to prevent stretching slack too quickly, or to avoid slipping. (Continues.) Operation 3-13
The following general procedure is recommended for ready starting the train. 1. Set Isolation switch in RUN. 2. Set reverser (directional handle) in the desired direction of motion, Forward or Reverse. 3. Set ENGINE RUN and GEN FIELD switches On. 4. Release both automatic and independent air brakes. Note: The AC transmission on this locomotive enables the throttle to be advanced to start the train while the air brakes the brakes are applied. AC traction motors can remain at zero speed while power is applied to them for extended periods without damage. 5. Advance the throttle one notch at a time, as required: a. To notch 1 - Loading stops increasing at a specic low value. This can be seen on the tractive effort meter. If total train weight is low, or the train is not on an ascending grade, the train may begin moving in throttle notch 1. Note: On this locomotive, it not necessary to manipulate the throttle between notch 1 and IDLE during train starting. b. To notch 2, 3, or higher until locomotive moves. After train is stretched, advance throttle as desired. Note: When operating at full throttle to climb a hill, or to accelerate, the wheel slip control system reacts so rapidly to correct minor slips by means of power reduction and sanding that the wheel slip light seldom comes on to indicate severe slips. Sustained wheel slip correction may be seen at the tractive effort meter as a steady reduction below what is normally expected at full throttle at the existing locomotive speed. Do not misinterpret such power reduction as a fault - the wheel slip control system is maintaining tractive effort at the maximum level possible for the existing conditions.
3-14
STARTING LOCOMOTIVE UPHILL

Note: Unlike many DC locomotives, backwards GT46MAC movement while set up for forward traction, or vice versa, does not cause a fault, and no power lockout occurs. If reverser (directional handle) is set to oppose locomotive movement, locomotive computer applies full dynamic braking until locomotive almost stops. When starting a train up a hill, apply independent brake and advance throttle until forward effort develops sufcient to prevent backwards rolling. Then release the independent brake and advance the throttle as required.
STARTING LOCOMOTIVE ON BRIDGE (TE LIMIT)

It may be necessary to limit tractive effort when starting a locomotive on certain bridges, according to Railway rules. To do so, follow this procedure: 1. On locomotive computer display panel, bring up Main 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 changes to TE Maximum Tractive Effort = REDUCED. Also, control console TE LIMIT light switches On.) Locomotive control system on this locomotive, as well as on other locomotives in tandem connected through MU 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. (Statement changes to TE Maximum Tractive Effort = MAXIMUM. Also, control console TE LIMIT light switches Off.) Locomotive control system on this locomotive, as well as on other locomotives in tandem connected through MU jumper cables, is now set up for normal tractive effort. Operation 3-15
ACCELERATING TRAIN
After the train has started moving, advance the throttle as rapidly as desired to accelerate the train consistent with Railway train handling rules. The control console tractive effort indicator is a useful guide when accelerating a train. The pointer advances to the right, denoting increased tractive effort, as the throttle is advanced. When train speed increases, the pointer begins dropping back to the left, indicating decreasing tractive effort. At that time, the throttle may again be advanced. Thus, for maximum smooth acceleration after the train has initially started moving, advance the throttle one notch each time the pointer begins moving to the left until full power develops in throttle 8.
RUNNING THROUGH WATER

CAUTION
Follow all Railway rules regarding operation of locomotives/ trains through water. This locomotive has AC traction motors, which are relatively water tolerant compared to DC traction motors. It is possible to operate this locomotive through water no deeper than 10cm (3.9 inches) above the top of the rail at speeds up to 5km/h (3.1 MPH). However, if operating this locomotive in tandem with locomotives having DC traction motors, the tandem must not be operated through water deep enough to touch the bottom of the motors, or through water at speeds greater than 4km/h (2.5 MPH).
WHEEL CONTROL
The locomotive computer wheel control function consists of two sub-functions: the wheel creep control function, and the back-up to wheel creep control, the wheel slip control function. Wheel Creep Control - is ready to operate at all times in motoring and dynamic braking. It improves tractive effort under adverse rail conditions by adjusting wheel speed to 3-16 GT46MAC Operators Manual
maximize motor current. The locomotive radar transceiver provides crucial information to the locomotive computer for wheel creep control. Wheel creep control enables the fastest turning wheelset to rotate at a rate slightly faster than ground speed (it allows wheel creep) if more traction can be gained by doing so. Note: Wheel creep operation is common when the rails are wet or oily. Do not be alarmed by the low frequency vibration and/or squealing noise which often accompanies wheel creep operation. Wheel Slip Control - operates if a wheel creep control failure occurs (radar failure, for example) or if rail conditions are too poor for successful wheel creep control. The locomotive computer selects the appropriate wheel control to suit the operating conditions. It also applies sand if severe rail conditions exist. Operation of the wheel control function may cause the control console WHEEL SLIP indicator to ash or light steadily. See WARNING, next.
WARNING
Some possibly dangerous fault conditions can cause the WHEEL SLIP indicator to flash persistently or light steadily. See the following information.
WHEEL CONTROL INDICATIONS

Four conditions on this locomotive (local conditions) can cause the WHEEL SLIP light to turn On. Note: Any condition that lights the WHEEL SLIP indicator on a locomotive that is trainlined to this locomotive also lights this locomotives WHEEL SLIP indicator and causes this locomotives computer to display a message indicating that the source of the WHEEL SLIP indication is another locomotive. One local condition, LOCKED WHEEL, is a possibly dangerous fault requiring immediate crew action. The other three, WHEEL SLIP, WHEEL SLIDE, and WHEEL OVERSPEED, do not require immediate crew action. The four local conditions are: Operation 3-17
1. Locked Wheel Condition Note: Refer to, and follow Indian State Railways regulations concerning Locked Wheel faults. Locomotive computer immediately lights WHEEL SLIP indicator and drops load when Siemens system detects locked wheel. After 10 second delay, (20 if air brakes are applied), locomotive computer sets fault, sounds alarm bell, continues WHEEL SLIP light, and displays following message:
Fault indications above continue until driver uses locomotive computer display panel to reset fault. WARNING Locked wheels on moving locomotives are very dangerous. If locked wheel is indicated, perform the following procedure. Locked Wheel Procedure: a. Stop the train. b. Find the locomotive with the Locked Wheel indication. c. Slowly roll the unit with Locked Wheel indication past an observer watching for sliding wheels and listening for unusual noises from traction motors and gearcases. Are any wheels sliding and/or traction motors or gear cases making unusual noises? Yes - Go to Step d. No - Go to Step e. d. Take appropriate action specied by Indian State Railways rules and regulations concerning Locked Wheel. WARNING Do not, under any circumstances tow a locomotive having sliding /locked wheels, or move such a locomotive in tandem. e. Reset fault by pressing RESET key on locomotive computer display (Locked Wheel fault message screen). 3-18 GT46MAC Operators Manual
f. Has this fault occurred previously and no problem was found? Yes - Go to Step g. No - Go to Step h. g. On the locomotive computer display, disable Locked Wheel detection for the faulty axle(s) as directed on page 3-20. h. Continue monitoring for Locked Wheel fault recurrences. Report or shop locomotive at the next maintenance point for Locked Wheel system problem. (End of Locked Wheel Procedure) 2. Wheel Slip Condition While starting a train when rail conditions are exceptionally poor, an occasional WHEEL SLIP light ash indicates normal wheelslip control. Automatic sanding may also occur. Do not reduce throttle setting unless severe lurching threatens to break train. Note:When rail conditions are poor and the locomotive is operating in power above 2.4 km/h (1.5 MPH), occasional, irregular WHEEL SLIP light flashing may indicate wheel creep control failure. Operation may continue, but report condition to authorized maintenance personnel. 3. Wheel Slide Condition While operating in dynamic brake, intermittent WHEEL SLIP light ashing indicates normal wheelslide control. Automatic sanding may also occur. 4. Wheel Overspeed Condition The WHEEL SLIP indicator ashes On and Off to indicate wheel (and traction motor) overspeed, which can be caused by excessive track speed or by simultaneous slipping of all locomotive wheels. In either case, the system automatically corrects by adjusting traction alternator output.
Operation
3-19
Locked Wheel Detection Disabling/ Enabling

If false locked wheel detection has been diagnosed, Step f on page 3-19, and Railway rules permit, disable locked wheel detection on the diagnosed axle to enable continued operation to a maintenance point. Proceed as follows: 1. Bring up Main Menu on locomotive computer display. 2. Select Lock Wheel Detect. (Locked Wheel Detection Status screen appears, describing the locked wheel detection status for each locomotive axle - ENABLED or DISABLED, and providing the ENABLE or DISABLE designation for the F4 function key, depending on which axle is selected by the cursor.) 3. Using the display panel arrow keys, select the axle that was determined to have bad locked wheel detection. (Screen displays ENABLED status for that axle, and F4 key has DISABLE designation. 4. Press F4 key. (Axle status changes to DISABLED, and F4 designation changes to ENABLE.) 5. Press EXIT key. (Main Menu appears.) 6. Press EXIT key. (Main Menu disappears and following message appears for as long as detection is disabled on the axle:
#n MOTOR SPEED SENSOR DIABLED FOR LOCKED 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 Detection Status screen appears.) 3. Using the display panel arrow keys, select the axle that is to have locked wheel detection re-enabled. 4. Press F4 key. (Axle status changes to ENABLED, and F4 designation changes to DISABLE.) 5. Press EXIT key. (Main Menu appears.) 6. Press EXIT key. (Main Menu disappears, and #n MOTOR- - - - DETECTION message no longer displays for that axle. 3-20 GT46MAC Operators Manual
LOCOMOTIVE SPEED LIMIT

The maximum allowable speed is the speed at which the locomotive can operate without endangering the traction motors is determined by wheel circumference, traction motor-to-axle gear ratio (90:17) and mechanical traction motor characteristics. The maximum allowable speed for this locomotive is 120km/h (74.6MPH). If the locomotive exceeds 120km/h for more than ve seconds, the locomotive computer acts to reduce traction alternator output, which reduces locomotive speed, and initiates a penalty brake application. As locomotive wheels wear, their circumferences grow smaller, causing the wheels and traction motors to rotate faster at a given track speed. Therefore, the locomotive computer reduces the maximum allowable speed.
MIXED GEAR RATIO OPERATION

CAUTION
If locomotives in tandem have different gear ratios, do not operate the tandem at speeds exceeding the limit of the locomotive with the lowest maximum allowable speed. Similarly, full throttle operation should never be slower than the minimum continuous speed (or maximum tractive effort) for locomotives having established short time ratings.
DOUBLE HEADING SERVICE

In double heading service, an extra locomotive is temporarily coupled to the lead end of the lead locomotive, air brake pipes are connected between them, but MU jumper electrical cables are not. There is a driver in each locomotive. Prior to double heading behind another locomotive, make a full service brake pipe reduction with the automatic brake valve, and set the brake system in the LEAD-OUT mode. The operation of the throttle is normal, but the brakes are controlled from the lead locomotive. An emergency air brake Operation 3-21
application may be made however, from the automatic brake valve of the second unit. Also, the automatic brake on this locomotive may be released by pulling up the bail-release ring on the independent brake handle, while automatic and independent brake handles are set in REL (release).
HELPER SERVICE
In helper service, an extra locomotive is temporarily coupled to the rear of the train. Helper air brake system set-up is the same as for double heading. There is no basic difference in the instructions for operating the locomotive as a helper or with a helper. In most instances it is desirable to get over a grade in the shortest possible time. Refer to railroad operating rules and instructions.
DYNAMIC BRAKING
Dynamic braking provides valuable assistance to air braking in many phases of locomotive operation. On this locomotive the gear ratio is 90:17, providing peak dynamic braking force from near zero speed to approximately 40km/h (25MPH). As speed as speed increases above approximately 40km/h, dynamic braking effectiveness gradually declines. If an inverter (bogie) is cut out, the other bogie still can apply dynamic braking. To apply dynamic braking, proceed as follows: 1. Make sure that reverser (directional handle) is set in the direction of locomotive motion.
WARNING
The 10 second delay in Step 2 applies to both DC and AC locomotives. Failure to wait 10 seconds may result in a sudden surge of dynamic brake effort when dynamic brake handle is advanced out of SET UP. 2. Return throttle to IDLE, then wait for 10 seconds before proceeding. 3-22 GT46MAC Operators Manual
3. Set the dynamic brake handle in SET UP. This establishes dynamic brake control circuits and applies minimal dynamic braking effort. 4. After slack has bunched, advance the dynamic brake handle past SET UP to initiate service level dynamic braking. As the handle advances from dynamic brake 1 toward dynamic brake 8, dynamic braking effort increases. Maximum dynamic braking current is automatically limited by the locomotive computer, depending on dynamic brake handle position and adhesion control. Because the locomotive computer automatically regulates dynamic braking, the console BRAKE WARN indicator should rarely light. If it does switch On, however, stop advancing the handle until it switches Off. If the BRAKE WARN indicator fails to switch Off after several seconds, slowly move the handle back toward setting 1 until the indicator does switch Off. After the indicator switches Off, the handle may again be advanced. Note: See BRAKE WARN Light information, below. 5. After dynamic brake operation is completed, wait 10 seconds with handle in IDLE to allow control contactors to reset for power operation and train slack to properly adjust before advancing handle into the throttle sector.
BRAKE WARN Light

The BRAKE WARN indicator lights whenever this locomotive, and/or another locomotive in tandem with MU jumpers connected, is generating excessive dynamic braking current, regardless of tractive effort meter reading. If the light switches On, act to make sure that it does not remain On longer than a few seconds.
CAUTION
Failure to reduce dynamic braking current when the BRAKE WARN indicator has been On for more than a few seconds can result in major equipment damage and electrical fires. (Continues on next page.) Operation 3-23
The locomotive computer recognizes whether this locomotive originated the BRAKE WARN indication, or whether it came from another trainlined locomotive. If the warning is coming from a trainlined locomotive, this locomotive computer displays a message stating that fact. If BRAKE WARN indications are repeated, determine which locomotive is at fault, and take it out of dynamic braking service by setting its DYN BRAKE switch (on engine control panel) in CUT OUT. That locomotive then can operate normally under power, but cannot produce dynamic braking. If the faulty dynamic brake system is not cut out, and excessive braking effort continues for an extended period, an automatic dynamic brake lockout will occur.
ISOLATING LOCOMOTIVE
Observe the following if isolating the locomotive: 1. If the locomotive is operating in power in a multiple unit tandem, it may be isolated at any time, but be careful about when it is done, and make sure it really is necessary. 2. End dynamic braking operation before attempting to isolate the locomotive. Do so by reducing the lead locomotive dynamic brake handle setting to SETUP/IDLE, then setting isolation switch in START/ STOP/ ISOLATE to eliminate power and dynamic braking on that unit. When power or dynamic braking is resumed, locomotives that are not isolated will function normally.
INVERTER FAULTS
Most inverter fault conditions will cause the locomotive computer to display a fault message. Note: Certain faults cause the control computer of the affected TCC to automatically short out the TCC inverter output. This occurence, known as a crowbar, is very noticeable on the locomotive. It causes a loud THUMP, accompanied by a sudden vertical underframe jump. 3-24 GT46MAC Operators Manual
Inverter problems fall into three general classications based on fault severity and driver response Minor Faults - Locomotive computer corrects for fault by lowering excitation, and resets fault automatically. Intermediate Faults Driver resets fault by setting the throttle in IDLE and setting up for normal operation. Driver resets fault through the locomotive computer display. Refer to Fault Reset, page 4-9. Major Faults - Locomotive computer displays inverter or traction motor blower fault message. Driver can cut out faulted bogie as follows: 1. On the Crew Message screen displaying the fault message, press the CUT OUT key (F3), or, from the Main Menu select Traction Cutout. [Traction Status screen appears, describing each truck (bogie) as either ENABLED or DISABLED.] 2. On the Traction Status screen, select the truck (bogie) to be cut out. [The truck (bogie) status is ENABLED, and the F3 key designation is DISABLE.] 3. Press DISABLE key (F3) to cut out the selected truck (bogie). [Cutout process begins. During the process, which requires a few seconds, the truck (bogie) status changes to TRANSFER. When the process completes, the status changes to DISABLED and the locomotive computer displays a message stating that the cutout operation is completed.] 4. Press the EXIT key (F3) to return to the Main Menu, and press the EXIT key (F4) on the Main Menu.
CHANGING OPERATING ENDS

Use the following procedures to change the lead from the locomotive on one end of a tandem to the locomotive on the opposite end, presuming that the locomotives are equipped with 26L brakes.
Operation
3-25
On End Being Cut Out

1. Set independent brake in FULL (full application). 2. Set automatic brake handle in service zone, and make a 3. 4. 5. 6. 1.4kg/cm2 (20psi) reduction. After brake pipe exhaust sound stops, set control console brake system CCU set up valve in TRL (trail). Set independent brake handle in REL (release). Set automatic brake handle in RUN (running). With throttle/dynamic brake handle in IDLE, set reverser (directional handle) in NEUTRAL (center), then remove it to lock the controls. Set all Off. Make sure that the GEN FIELD switch and ENGINE RUN switch are Off. At the engine control panel, set switches On as needed. All circuit breakers in black areas, on No.1 and No.2 electrical control cabinet circuit breaker panels are to remain On (levers Up). After completing the preceding steps, move to the cab of the new lead unit.
7. 8. 9.
10.
On End Being Cut In

1. At the No.2 control console make sure the GEN FIELD switch is Off (slider Down). 2. Insert reverser (directional handle) and leave it in neutral (centered). 3. Set automatic brake handle in FS (full service) for at least 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 to 5.17kg/cm2 (73.5psi). c. Set brake system CCU set up valve in LEAD-IN. 3-26 GT46MAC Operators Manual
6. All circuit breakers in the black background areas of the No.1 and No.2 electrical control cabinet circuit breaker panels are to remain On (levers Up). 7. At the engine control panel, set switches On as needed. 8. Set ENGINE RUN, CONTROL & FP, and GEN FIELD switches On (sliders Up) and other switches as needed.
STOPPING ENGINES
There are six ways to stop the engine: 1. On the engine control panel, set the isolation switch in START/STOP/ISOLATE, then press the EMERGENCY FUEL CUTOFF & ENGINE STOP pushbutton switch. (This switch is also known by its electrical reference designator, EFCO/STOP.) Since control system reaction time after pressing the EFCO/STOP pushbutton is very quick, the pushbutton need not be held in until the engine stops. 2. Press one of the emergency fuel cutoff (EFCO) pushbuttons. One is located near each fuel ller, on the side of the locomotive underframe. These pushbuttons operate in the same manner as the engine control panel EFCO/STOP pushbutton, and need not be held in nor reset. 3. Pull the layshaft (injector rack manual control lever) outward, toward the right side of the locomotive, and hold it there until the engine stops completely. The layshaft overrides the engine governor, forcing the fuel injector racks into the no fuel setting. 4. Close the low water detector test cock (lever horizontal). After some engine coolant leaks down, the low water detector trips, oil dumps from the governor low oil shutdown device, and the governor stops the engine. 5. To simultaneously stop all on-line engines in a multiple-unit tandem from the cab of the lead unit, press the red STOP section of the MU STOP switch on the right side of the No.2 control console. (The switch remains in STOP until the green RUN switch section is pressed.) 6. Pull out low oil shutdown plunger on the side of the engine governor. Operation 3-27
FREEZING WEATHER PRECAUTIONS

As long as the diesel engine is running, the cooling system is warm enough to resist freezing, regardless of ambient temperatures. However, if the engine is shut down, or if it stops for any reason, and ambient temperatures at or below 0 C (32 F) are possible, the cooling system must be drained or otherwise protected against freezing.
Draining the Cooling System

When it is necessary to drain the cooling system, open the engine water drain valve in the pit between the engine and the accessory rack. This valve drains the engine, the water tank, the water cooled air compressor, and the associated piping.
CAUTION
After draining a hot engine, allow it to cool off before attempting to refill it with coolant.
TOWING LOCOMOTIVE IN TRAIN WITH ENGINE RUNNING

When the locomotive is to be towed in a train, set the control and air brake equipment as follows: 1. Set automatic brake handle in REL (release). 2. Set independent 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 circuit breaker 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. 3-28 GT46MAC Operators Manual
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 TRAIN WITH ENGINE SHUT DOWN

The computer air brake system uses locomotive battery power to operate when the diesel engine is not running. Therefore, when the locomotive is being shipped with the engine shut down, the MICRO AIR BRAKE circuit breaker in the No.1 electrical control cabinet must be Off (Open, lever Down) to prevent draining the locomotive batteries. With the MICRO AIR BRAKE circuit breaker Open, all air brake system operation 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 breaker or the battery knife switch isolates the brake system from the locomotive batteries. Set the control and air brake equipment as follows: 1. Set automatic brake handle in REL (release). 2. Set independent 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 and charge 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.

.
CAUTION
If there is danger of freezing, the engine cooling system should be drained. Refer to FREEZING WEATHER PRECAUTIONS, page 3-28.
TOWING LOCOMOTIVE DEAD IN TANDEM

If a locomotive is to be towed dead in tandem, set up control equipment as follows: 1. If locomotive is to be towed with all MU hoses connected to the tandem, set up the brake system for normal TRAIL operation. 2. If the locomotive is to ship without main reservoir equalizing, independent application and release, and actuating MU hoses connected to the tandem, then set up the locomotive as described in TOWING LOCOMOTIVE IN TRAIN WITH ENGINE SHUT DOWN, page 3-29. 3. Battery knife switch closed.
WARNING
When towing a dead locomotive The dead locomotive must be connected for MU operation. The battery switch must be closed and both CONTROL and COMPUTER CONTROL breakers must be On (levers Up) to provide locked wheel protection for the locomotive. TCC1 COMPUTER and TCC2 COMPUTER breakers must also be On (Up) to detect an unpowered locked wheel and alert the operator of this potentially dangerous condition. 4. All circuit breakers Off (levers Down) except CONTROL, COMPUTER CONTROL, TCC1 COMPUTER, and TCC2 COMPUTER which must be On (Up). See WARNING above. 5. Set all control switches OFF. 3-30 GT46MAC Operators Manual
6. Remove starting fuse. 7. Set throttle/dynamic brake handle in IDLE. Remove reverser (directional handle) from both controllers to lock the controls. 8. Install MU jumper cables on dead unit. Note: If there is danger of freezing, drain the engine cooling system. See FREEZING WEATHER PRECAUTIONS, page 3-28.
LEAVING LOCOMOTIVE UNATTENDED

If at any time it is necessary to leave the locomotive unattended while the engine is running, follow this procedure: 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. Remove reverser (directional handle) from both controllers to lock the controls. 5. Set the air brakes. 6. Set the parking brake.
Operation
3-31
3-32
Section 4 Troubleshooting
Heading Page INTRODUCTION........................................................................ 4-1 LOCOMOTIVE COMPUTER DISPLAY PANEL........................ 4-3 LOCOMOTIVE COMPUTER DISPLAY PANEL DETAILS ...................................................... 4-4 Display Panel Keypad ........................................................... 4-4 Display Panel Screen ............................................................ 4-5 Navigating the Menus ........................................................... 4-6 COMPUTER DISPLAY OPERATION........................................ 4-6 Display Power Up .................................................................. 4-7 Crew Messages ..................................................................... 4-8 Fault Reset ............................................................................. 4-9 Traction Inverter Cutout ....................................................... 4-9 Cutting Out or Cutting In a Traction Inverter or Bogie (Truck).................................. 4-11 Main Menu............................................................................ 4-12 Maintenance Menu .............................................................. 4-14 TE Limiting Menu ................................................................ 4-14 Meter Menu .......................................................................... 4-15 Blanking the Screen............................................................ 4-16 CREW MESSAGE LIST........................................................... 4-17 INDICATOR LIGHT MESSAGES ............................................ 4-20
INTRODUCTION
This section describes the EM2000 locomotive computer display panel and how it provides messages and other forms of information to the locomotive operating crew. It also describes how the locomotive operating crew can use the computer display panel to perform certain important non-routine functions. In addition, this section also describes various control console indicator lights and lists potential EM2000 display locomotive crew messages. Troubleshooting 4-1
4-2
LOCOMOTIVE COMPUTER DISPLAY PANEL

The locomotive computer display panel, Figure 4-1, consists of a 6-line, 40-column vacuum uorescent display with a 16-key back-lit keypad.
Figure 4-1. This display panel is an interactive device that is an interface between the locomotive computer (EM2000) and the locomotive operating crew. The crew can read the display and input information to the computer through the keypad. The computer directs operator input through messages it displays. Note: This manual is intended primarily for locomotive operation. Refer to the Locomotive Service Manual for locomotive maintenance. Some illustrations in this section are simulations of the display screen they may not be 100% accurate representations of the screen appearance. However, we have attempted to accurately convey the content of all screen text. Troubleshooting 4-3
LOCOMOTIVE COMPUTER DISPLAY PANEL DETAILS

Display Panel Keypad
CT42509
Figure 4-2. The locomotive computer display panel keypad, Figure 4-1, page 4-3, is equipped with 16 keys. They are defined below. F1, F2, F3, F4 Keys are called function keys. They have functions that vary with each screen. Pressing a function key typically requests the locomotive computer to perform a function - reset a fault, cut out an inverter, display stored data, etc. The function keys are directly below the display screen. The bottom line on the screen names the function that each function key can perform. If no function appears above a function key, it has no function on that screen. ON / OFF Key controls display panel operating power. MAIN MENU Key returns screen to main menu. BRIGHT/DIM Key controls screen intensity. HE POWER Key Not used. Arrow Keys ( , , ) move the screen cursor. , SELECT Key selects the item at the cursor location. CREW Key returns screen to crew messages display. SLOW SPEED Key Not used. HELP Key Not used. 4-4 GT46MAC Operators Manual
Display Panel Screen

The display screen has six horizontal lines which are designated for reference as shown on Figure 4-3, page 4-5.
. . . . . . . . . . line 1 . . . . . . . . . . . . . . . . . . . . line 2 . . . . . . . . . . . . . . . . . . . . line 3 . . . . . . . . . . . . . . . . . . . . line 4 . . . . . . . . . . . . . . . . . . . . line 5 . . . . . . . . . . . . . . . . . . . . line 6 . . . . . . . . . .
36680
Figure 4-3. Display Screen Layout There are three major locomotive computer display screen classifications: Crew Message Screens - Replace annunciator module and local engine indicator lights used on previous model locomotives. Note: Crew Messages describe normal operating conditions and various locomotive problems. Examples of conditions and problems described by crew messages: Engine speeds up because water temperature is too low. Locomotive is not properly set up for the requested mode of operation. Traction power is being limited for some reason. Some locomotive equipment or system has failed, and a protective function is active. Menu Screens - Offer choices such as various service functions routinely performed by the operating crew: fault reset, system cutout, etc. Blank Screens - Reduce annoying screen illumination when screen is not in use.
Troubleshooting
4-5
Navigating the Menus

The locomotive computer display has a cursor-driven menu system. The cursor consists of two inward-pointing arrowheads, 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 bottom of one column to the top of the column to the right. To select a menu item, move the on-screen cursor to the item, then press the SELECT function key. Often, selecting one menu item causes a sub-menu to appear o the display. To activate certain menu items, it is necessary to press a function key, such as CUT OUT.
COMPUTER DISPLAY OPERATION

The locomotive computer display is available for both locomotive operation and locomotive service functions. Locomotive operation includes certain service-related procedures, such as traction motor cutout and fault reset. 1. Operation - Locomotive crew members use only Crew Message screens to monitor unusual operating or fault conditions and cut out motors or reset faults. 2. Service - Maintenance personnel use two types of screens: Crew Message screens to examine fault conditions. Main Menu screens to load test the locomotive, self-tests for certain locomotive systems, meter screens, and other troubleshooting data. Some of these locomotive computer display operating modes are described in greater detail later in this section. Note: The GT46MAC locomotive is equipped for traction inverter cutout. Cutting out traction inverter #1 cuts off power for all three bogie #1 traction motors. Cutting out traction inverter #2 cuts off power for all three bogie #2 traction motors. If a traction inverter or its 4-6 GT46MAC Operators Manual
blower fails, the fault causes bogie power lockout and a crew message. To continue operation, cut out the traction inverter for that bogie.
Display Power Up
When the locomotive computer and its display panel initially power up after a shutdown, the computer displays the following on the screen: 1. Fault messages that occurred since the fault annunciator was last reset are stored in locomotive computer archive memory. The MAINTENANCE INFORMATION STORED message appears at the top of the screen for ten seconds after power up if there are any messages in the annunciator. 2. If there are no stored (archived) fault messages and there are active crew messages, then the computer will display them on the Crew Message screen. For more information refer to page 4-8. Note: Only one message is displayed on the screen at a time. Each message has a specific priority for display. Priority is set in order of importance to the operator and the locomotive. The locomotive computer uses the priority to determine the message display order. 3. If there are no active crew messages, then the locomotive computer displays the Main Menu screen, Figure 4-7, page 4-13.
Troubleshooting
4-7
Crew Messages
The Crew Message screen, Figure 4-4, next, annunciates fault conditions that require immediate attention - important crew messages interrupt the other display functions. Typical crew messages are listed starting on page 4-17.
Crew Message #x of y alarm status crew message line 1 crew message line 2 | - - - - - function key assignments - - - - - |
F1
F2
F3
F4
36681
Line 1 - x = Message Number y = Number of Available Messages Line 2 - Blank or ALARM (if message caused alarm) Lines 3 & 4 - Crew Message Line 5 - Blank Line 6 - Function Key (F1, F2, F3, F4) assignments: - RESET: Resets faulted/locked out functions. - CUTOUT: Cuts out devices. - NEXT: Displays next lower priority message. - PREVIOUS: Displays next higher priority message. Figure 4-4. Crew Message Format
4-8
Fault Reset
Figure 4-5, next, illustrates a typical crew message: a grid overcurrent fault is annunciated. Pressing function key F3, resets this fault, provided that the fault condition is not still present.
.
Crew Message #1 of 3
ALARM REDUCED DYNAMIC BRAKE GRID OVERCURRENT RESET
F1
F2
F3
F4
36682
Figure 4-5. Typical Crew Message
Traction Inverter Cutout

The traction inverter cutout function replaces the engine control panel traction motor cutout switch on previous locomotive models. This function enables the locomotive crew to view the status of both traction inverters on the EM2000 display, and enables them to cut out or cut in either traction inverter with the display. This locomotive has separate cooling air blowers for each traction inverter. If one of the blowers fail, then it is advantageous to cut out the traction inverter associated with that blower, which enables the locomotive to be powered by the other traction inverter. The entire bogie (truck) can be electrically disabled or enabled through the display. Traction inverter disable/enable functions can be performed from the Traction Status display screen, Figure 4-6, next. This screen covers bogie 1 and bogie 2 (trucks 1 and 2). Troubleshooting 4-9
Note: The locomotive must be unloaded while attempting to disable/enable a traction inverter. Access the Traction Status screen in either of two ways Select TRACTION CUT OUT on the Main Menu. Operate the CUT OUT function key on a Crew Message screen indicating a faulted device. - Traction Status Truck 1: Truck 2: aaaaa bbbbb TRACTION TRACTION
v v
Key Stat
EXIT
F1
F2
F3
F4
aaaaa and bbbbb = DISABLED or ENABLED or FAIL DSBL or FAIL ENBL or TRANSFER Key Stat = DISABLED or ENABLED or FAIL DSBL or FAIL ENBL Function Key F3 denition: - If cursor is on a truck (bogie) with FAIL DSBL (cut out failed) or DISABLED status, F3 is ENABLE. - If cursor is on a truck (bogie) with FAIL DSBL (cut in failed) or ENABLED status, F3 is DISABLED.
Figure 4-6. Truck (Bogie) Electrical Status Note: In order to continue operation after a fault causes power lockout (crew message appears), it is necessary to disable a truck (bogie).
4-10
Cutting Out or Cutting In a Traction Inverter or Bogie (Truck)

Changes in traction status usually must be made because of a fault condition that is indicated by a crew message on the locomotive computer display. The following are traction status changes: Disabling a bogie (truck): all motors on a bogie and the associated blower motor are cut out. Enabling a bogie (truck): all motors on a bogie and the associated blower motor are cut back in. For each fault condition, a crew message is displayed that identies the fault and assigns it to a bogie. A failure of the a traction inverter blower produces a crew message TRACTION INVERTER BLOWER #1 IS NOT TURNING, for example. If the CUT OUT key (F2) on the Crew Message screen is pressed, the screen changes to the Traction Status screen, Figure 4-6, page 4-10, to enable the bogie to be cut out. Proceed as follows to cut out an inverter or bogie: 1. The CUT OUT designation is above the F3 key on the Crew Message screen with the fault message. 2. Isolate the locomotive. (Set isolation switch in START/STOP/ISOLATE.) 3. Press the CUT OUT function key (F3) to bring up the Traction Status screen. (Figure 4-6, page 4-10.) Note: The Traction Status screen is also accessible directly from the Main Menu screen by selecting the Traction Cut Out option. 4. On the Traction Status screen the Key Stat function key (F3) is designated ENABLE or DISABLE for a faulted bogie blower. Moving the cursor to the faulty bogie causes the function key designation to indicate the status of that device. 5. The status of the bogie (truck) displays. Troubleshooting 4-11
6. If the cursor is at Truck 1, and bogie 1 is ENABLED, only the DISABLE and EXIT functions are available because this bogie is already enabled. 7. Press DISABLE key (F3) to cut out the #1 bogie. During cutout process, truck (bogie) status changes to TRANSFER. (No function keys are designated during cutout process.) If cutout process is successful, Truck 1 (bogie 1) status changes to DISABLED on the display. Note: If just interrogating computer for bogie status, make sure both bogies are cut in before operating locomotive.
Main Menu
To bring up the Main Menu screen, Figure 4-7, page 4-13, press the MAIN MENU key once, or press the EXIT key on other screens as many times as necessary. The Main Menu screen is the primary access to the locomotive computer for locomotive service and service-type driver functions. Starting at the Main Menu screen, service personnel have multiple screen options available for evaluating performance, testing subsystems, and troubleshooting equipment and circuitry. The cursor in Figure 4-7 is set at Data Meter. If the SELECT function key, F3, is pressed, the displayed screen changes to the meter menu screen, Figure 4-11, page 4-16. If the NEXT function key, F2, is pressed while Page 1 of the Main Menu screen displays, Figure 4-7, Main Menu Page 2, appears - Figure 4-8, page 4-13.
4-12
- Main Menu 1:2 Data Meter Fault archive Self Tests Running totals Unit Information English/metric Traction cutout Lock Wheel Detect
NEXT
v
Figure 4-7. Main Menu Screen (Page 1 of 2)
PREVIOUS
Figure 4-8. Main Menu Screen (Page 2 of 2)
v v
SELECT
EXIT
F1
F2
F3
F4
- Main Menu Maintenance
2:2
SELECT
EXIT
F1
F2
F3
F4
Troubleshooting
4-13
Maintenance Menu
Pressing NEXT key on Main Menu page 1 brings up Main Menu page 2, Figure 4-8, above. Selecting MAINTENANCE then brings up the Maintenance Menu, Figure 4-9, next.
- Maintenance Menu Air Test Setup TE Limiting

v
Figure 4-9. Maintenance Menu Screen
TE Limiting Menu
Selecting TE Limiting on Maintenance Menu, Figure 4-8, above, brings up the TE Limiting Menu, Figure 4-10, page 4-15. Pressing the CHANGE key, F1, toggles the Maximum Tractive Effort <value> term between MAXIMUM and REDUCED. See STARTING LOCOMOTIVE ON BRIDGE (TE LIMIT), page 3-15, for usage information.
SELECT
EXIT
F1
F2
F3
F4
4-14
- TE Limiting Menu This option reduces locomotive Maximum Tractive Effort. Press CHANGE to increase or reduce TE. Maximum Tractive Effort = <value>
CHANGE
EXIT
F1
F2
F3
F4
Figure 4-10. TE Limiting Menu Screen
Meter Menu
Selecting DATA METER on the Main Menu brings up the Meter Menu screen, Figure 4-11, page 4-16. Information related to any of the meter menu items can be found by highlighting the meter menu item, then pressing the SELECT key, F3.
Troubleshooting
4-15
- Meter Menu Program Meter Power Data Dynamic brake Creep Control Starting system Cooling System Digital I/O Speed Meter
NEXT
v
Figure 4-11.Meter Menu Screen Format
Blanking the Screen

Screen blanking eliminates all screen text from the locomotive computer display when it is not needed. Screen blanking actuates when either of the following conditions is true: 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 been blanked, press the ON key (on display panel keypad) no later than 10 minutes after the screen was blanked. During locomotive operation, the display screen is blank most of the time because there are no locomotive fault conditions and the locomotive crew has not used the keypad for 30 minutes. 4-16 GT46MAC Operators Manual
SELECT
EXIT
F1
F2
F3
F4
CREW MESSAGE LIST

Because of operating manual space limitations, it is impractical to present troubleshooting procedures for every possible on this locomotive. The information presented in this section described only the basics of the system, including display keypad and screen characteristics, some information about operations and manipulations available through the locomotive computer screen menus - and nally, starting below, a list of some common potential crew messages. Note, however, that some messages that appear in this list may not be available on this order of GT46MAC locomotives because they are associated with accessories and/ 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 FILTER PRESSURE 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
Troubleshooting
4-17
ENGINE SHUTDOWN - ENGINE OIL TEMPERATURE ENGINE SPEED FAILURE ENGINE SPEED INCREASE - COOL DOWN CYCLE ENGINE SPEED INCREASE - LOW AIR PRESSURE ENGINE SPEED INCREASE - LOW WATER TEMPERATURE ENGINE SPEED INCREASE - MANUAL LOW IDLE OVERRIDE ENGINE SPEED INCREASE - TRACTION MOTOR COOLING ENGINE SPEED INCREASE - LOW AIR PRESSURE EXCEEDED MOTOR SHORT-TIME RATING FILTER BLOWER MOTOR CIRCUIT BREAKER IS OPEN FORCED IDLE - ENGINE RUN SWITCH DOWN FUEL PUMP NOT RUNNING GENERATOR FIELD OVEREXCITATION GOVERNOR SHUTDOWN GROUND RELAY - DYNAMIC BRAKE GROUND RELAY - POWER HOT ENGINE - LEAD UNIT NULLIFICATION HOT ENGINE - THROTTLE 6 LIMIT #n LOCKED POWER WHEEL #n LOCKED WHEEL #n LOCKED WHEEL DETECTION DISABLED #n LOCKED WHEEL PROTECTION ENABLED LOW HORSEPOWER INDICATION LUBE OIL FILTER BYPASSED MEM MODULE IS MISSING MOTOR IS CUTOUT DUE TO A FAULT MOTOR #n SLIPPED PINION NO ACTIVE CREW MESSAGES NO DYNAMIC BRAKE - DYNAMIC BRAKE CUTOUT NO DYNAMIC BRAKE - GROUND RELAY LOCKOUT NO DYNAMIC BRAKE - TRACTION MOTOR CUTOUT NO DYNAMIC BRAKE TRACTION MOTOR #n FLASHOVER GROUND RELAY LOCKOUT NO LOAD - COMPUTER HARDWARE FAILURE NO LOAD - ENGINE TEMPERATURE FEEDBACK FAILURE NO LOAD - FORCED STOP NO LOAD - GENERATOR FIELD SWITCH DOWN OR SDR RELAY IS PICKED UP
4-18
NO LOAD - GROUND RELAY CUTOUT NO LOAD - IMPROPER B CONTACTOR STATUS NO LOAD - IMPROPER GFC STATUS NO LOAD - IMPROPER GFD STATUS NO LOAD - MB SWITCHGEAR NOT CORRECT NO LOAD - NO COMPANION ALTERNATOR OUTPUT NO LOAD - PCS OPEN NO LOAD - RV SWITCHGEAR NOT CORRECT NO LOAD - SIMULTANEOUS FORWARD/ REVERSE REQUEST NO LOAD - SIMULTANEOUS POWER/SLOW SPEED REQUEST NO LOAD - THROTTLE NOT RESET NO LOAD - UNIT IS ISOLATED NO LOAD TEST, DYNAMIC BRAKE EXCESSIVE GRID BLOWER #n CURRENT NO LOAD TEST, DYNAMIC BRAKE GRID BLOWER #n GRID FAILURE NO LOAD TEST, DYNAMIC BRAKE GRID CURRENT IMBALANCE NO LOAD TEST, DYNAMIC BRAKE - GRID OPEN CIRCUIT NO LOAD TEST, DYNAMIC BRAKE - GRID OVERCURRENT NO LOAD TEST, DYNAMIC BRAKE - GRID SECTION SHORTED NO LOAD TEST, DYNAMIC BRAKE NO GRID BLOWER #n CURRENT NO POWER - GROUND RELAY LOCKOUT NO START - CONTROL CIRCUIT BREAKER OR CONTROL/FUEL PUMP SWITCH DOWN NO START - EPC FAILED TO PICK UP REDUCED DYNAMIC BRAKE - ENGINE SPEED UP FAILURE REDUCED LOAD - THROTTLE 3 LIMIT, HIGH AIR/OIL TEMPERATURE REDUCED LOAD - THROTTLE 6 LIMIT, FAILED/OPEN OIL PRESSURE SENSOR REDUCED LOAD - THROTTLE 6 LIMIT, AILED/OPEN OIL TEMPERATURE SENSOR REDUCED LOAD - THROTTLE 6 LIMIT, HIGH FUEL PRESSURE INTO THE ENGINE REDUCED LOAD - THROTTLE 6 LIMIT, HIGH FUEL TEMPERATURE INTO THE ENGINE REDUCED LOAD - THROTTLE 6 LIMIT, LOW FUEL PRESSURE INTO THE ENGINE
Troubleshooting
4-19
REDUCED LOAD - THROTTLE 6 LIMIT, FAILED/OPEN WATER PRESSURE SENSOR REDUCED POWER, DYNAMIC BRAKE TRACTION MOTOR BLOWER #n FAULT REDUCED TRACTIVE EFFORT - TRACTION MOTOR OVERLOAD REVERSER HANDLE CENTERED SIMULTANEOUS POWER/DYNAMIC BRAKE REQUEST STARTER MOTOR OVERLOAD TRACTION MOTOR #n CUTOUT TRACTION MOTOR #n FLASHOVER TRAINLINE ALARM BELL TURBOCHARGER CIRCUIT BREAKER OPEN TURBOCHARGER LUBE PUMP NOT RUNNING VOLTAGE LIMITING DUE TO GROUND RELAY WATER DRAIN DISABLED OR CIRCUIT BREAKER OPEN WHEEL OVERSPEED
INDICATOR LIGHT MESSAGES

The control consoles each incorporate a six-indicator light assembly. Each indicator is imprinted with a word or phrase that conveys a message for the locomotive driver. WHEEL SLIP Light, Continuous or Flashing Regularly Locked Powered Wheel Condition: Note: Refer to, and follow Indian State Railways regulations concerning Locked Wheel faults. Locomotive computer immediately lights WHEEL SLIP indicator and drops load when Siemens system detects locked wheel. After 10 second delay, (20 if air brakes are applied), locomotive computer sets fault, sounds alarm bell, continues WHEEL SLIP light, and displays following message:
Fault indications above continue until driver uses locomotive computer display panel to reset fault. See WARNING, next.
4-20
WARNING Locked wheels on moving locomotives are very dangerous. If locked wheel is indicated, do the following:
Action Required: Stop the train and set the throttle handle in IDLE. Then follow the procedure provided for Locked Wheel Condition on page 2-14.
WHEEL SLIP Light, Flashing Irregularly or Occasionally For this locomotive, or for any locomotive connected to this locomotive by train jumpers, the conditions listed below can activate the control console WHEEL SLIP light. Startup/Slow Conditions: Speed under 2.4km/h (1.5 MPH); normal startup wheelslip correction operation. Action Required: No action required. Do not reduce throttle unless slipping threatens to break the train. Normal Running Conditions: Speed over 2.4km/h (1.5 MPH); backup of Super Series wheel creep control operation. Possible failure of Super Series. May also indicate normal wheelslip detection/ control on trainlined non-Super Series units. Action Required: No action required. Do not reduce throttle unless slipping threatens to break the train. Overspeed Conditions: Wheel overspeed detected by computer. The indicator light ashes - 3 seconds On/ 3 seconds Off - to indicate wheel (and traction motor) overspeed, and locomotive computer displays WHEEL OVERSPEED message. Cause may be excessive track speed or simultaneous slipping of all locomotive wheels. In either case, the system automatically corrects by regulating traction alternator output (power drops out until speed drops, then picks up again). Locomotive computer message and indicator light ashing automatically cancel after recovery. Action Required: Reduce throttle setting.
Troubleshooting
4-21
PCS OPEN Light On Conditions: Penalty or emergency brake application and loss of power. Computer displays NO LOAD - PCS OPEN message, motoring/ dynamic braking power is cut off, and diesel engine is limited to throttle 1 speed. Action Required: Set throttle in IDLE. Set automatic brake in EM (Emergency), wait 60 seconds, then set in REL (Release). Reset Train Monitoring system with drivers pushbutton signal switch. BRAKE WARN Light On Conditions: Excessive dynamic brake current on this locomotive or on a trainlined locomotive. Action Required: Reduce dynamic brake handle setting immediately. If light stays On, set DYN BRAKE cutout switch on engine control panel in CUT OUT (slider Down). Computer then displays NO DYNAMIC BRAKE - DYNAMIC BRAKE IS CUT OUT message. TE LIMIT Light On Conditions: This light indicates REDUCED tractive effort has been selected from the locomotive computer display on this locomotive or on a trainlined locomotive. Action Required: Select MAXIMUM tractive effort from locomotive computer display when REDUCED tractive effort no longer is required. See page 4-14. SAND Light On Conditions: This light indicates locomotive sanding is active on this locomotive and on trainlined locomotives for any of various reasons (SAND switch operated, automatic sanding initiated for wheel creep enhancement, etc.). Action Required: None. FLSHR LAMP Light Conditions: This light flashes On/Off when either outside flasher lamp (at cab end or at long hood end) is flashing, provided that outside flasher lamp is not burned out and LIGHTS breaker is closed. Flashes at same rate as outside flasher lamp. Action Required: Open asher light switch when asher light operation is no longer required. 4-22 GT46MAC Operators Manual
Alphabetic Index
A
A.C. CONTROL Breaker pg. 2-29 AC GTO #1 & #2 PWR SUPPLY Breakers - pg. 2-31 Accelerating a Train - pg. 3-16 air brake cab control unit pg. 2-37 Air Brake Equipment - pg. 2-37, - pg. 3-5 air brake gauges, console pg. 2-9 air brake system - pg. 1-3 Air Compressor - pg. 1-3 AIR DRYER Breaker - pg. 2-29 air flow indicator - pg. 2-10 Alerter Alarm - pg. 2-36 Alerter Light - pg. 2-16 Alerter Reset Switch - pg. 2-23 Alerter System - pg. 2-27 Attendant Call Switch - pg. 2-8 Automatic Brake Handle pg. 2-20 Automatic DC Link Discharge pg. vii automatic discharge, DC link pg. vii AUX. GEN. Breaker - pg. 2-43 AUX. GEN. F.B. Breaker pg. 2-31 AUX. GEN. FLD Breaker pg. 2-31 auxiliary gen. output - pg. 1-2 auxiliary generator feedback breaker - pg. 2-31 auxiliary generator field breaker - pg. 2-31 Battery Charging Ammeter pg. 2-36 Battery Knife Switch - pg. 2-43 blanking the computer display screen - pg. 4-16 Bogie Cutout - pg. 4-9 Bogie Electrical Status pg. 4-10 Brake Pipe Leak Test - pg. 3-13 BRAKE WARN Light - pg. 2-16, - pg. 3-23, - pg. 4-22
C
CA6B - pg. 1-2 Cab Circulating Fans - pg. 2-6 Cab Control Unit, air brake pg. 2-19 Cab Equipment - pg. 2-6 Cab Fan Switch - pg. 2-8 CAB FANS Breaker - pg. 2-29 Cab Lights - pg. 2-6 Capacities - pg. 1-3 CCB air brake computer pg. 2-37 CCB system - pg. 2-37 CCU - pg. 2-19, - pg. 2-37 Changing Operating Ends pg. 3-25 Circuit Breaker and Test Panel pg. 2-33 Circuit Breaker Panel - pg. 3-5 Circuit Breaker Panel, No.1 electrical control cabt. pg. 2-29 Circuit Breaker Panels - pg. 3-4 Class Lights Switch - pg. 2-36 companion alt. output - pg. 1-2 Computer Control Breaker pg. 2-32 Computer Display Operation pg. 4-6 Computer Display Power Up pg. 4-7
B
BATT SW - pg. 2-43 batteries - pg. 1-3
ALPHABETIC INDEX
I-1
Console Air Brake Equipment pg. 3-6 CONTROL & FP Switch pg. 2-26 control and operating switches pg. 2-25 CONTROL Breaker - pg. 2-30 Control Consoles - pg. 3-5, pg. 3-6 Coupling Locomotive to Train pg. 3-12 Coupling Locomotives Together - pg. 3-11 crankcase pressure detector tripped - pg. 2-41 Crew member terms in this manual - pg. x Crew Message List - pg. 4-17 Crew Messages - pg. 4-8 crowbar - pg. 3-24 curve negotiation - pg. 1-4
Dynamic Braking - pg. 3-22 Dynamic Braking Effort - pg. 1-4 Dynamic Braking Locomotives in Tandem - pg. 3-12
E
ECC1 - pg. 2-28 ECC2 - pg. 2-42 EM2000 - pg. ix Emergency Fuel Cutoff & Engine Stop Switch - pg. 2-36 Engine Control Panel - pg. 2-34, - pg. 3-4, - pg. 3-5 Engine Inspection - pg. 3-6 engine overspeed reset lever pg. 2-41 Engine Protector - pg. 2-42 Engine Run Switch - pg. 2-25 Engine Starting Procedure pg. 3-7 engine stop switch - pg. 2-24 Engineroom Equipment pg. 2-38 Engineroom Inspection - pg. 3-4 engineroom lights switch pg. 2-36 equipment locations - pg. 1-7 EVENT RECORDER Breaker pg. 2-29 Exterior Lights Switch - pg. 2-35
D
DC link breaker - pg. 2-30 DC link definition - pg. vi DC link discharge - pg. vii DC Link Voltage - pg. vi DCL CONTROL Breaker pg. 2-30 dead engine cutout cock pg. 2-37 dimensions, locomotive - pg. 1-3 Dimmer - Gauge Lights - pg. 2-9 Direct Brake Handle - pg. 2-22 discharge DC link - pg. vii Display Panel Keypad - pg. 4-4 Display Panel Screen - pg. 4-5 display power-up - pg. 4-7 Double Heading Service pg. 3-21 Draining Cooling System pg. 3-28 Dyn Brake Cut Out Switch pg. 2-35 DYN BRK CONT CB - pg. 2-26 dynamic brake control breaker pg. 2-26 Dynamic Brakes - pg. 1-3
F
Fault Reset (thru computer display) - pg. 4-9 FILTER BLOWER MTR Breaker - pg. 2-31 Flasher Lamp switches - pg. 2-9 FLSHR LAMP Light - pg. 2-15, pg. 4-22 FP/ES switch - pg. 2-39 Freezing weather Precautions pg. 3-28 front end, definition - pg. 1-6 Fuel Filter Pressures - pg. 2-39 Fuel Oil Sight Glasses - pg. 3-8 Fuel Prime/ Engine Start switch pg. 2-39 FUEL PUMP Breaker - pg. 2-31
I-2
fuel pump switch - pg. 2-26 function keys, locomotive computer display - pg. 4-4 Fuse and Switch Compartment pg. 3-4
Isolating Locomotive - pg. 3-24 Isolation Switch - pg. 2-34
K
Knife Switch - pg. 2-43 Knorr (NYAB) system - pg. 1-3 Knorr air brake sys. breaker pg. 2-32
G
gauge lights dimmer - pg. 2-9 Gauge Lights Switch - pg. 2-8 gauges, air brake, console pg. 2-9 GEN FIELD Switch - pg. 2-25 GEN FLD Breaker - pg. 2-33 general arrangement - pg. 1-7 general description, locomotive pg. 1-5 general locomotive data pg. 1-2 Generator Field Breaker pg. 2-33 generator field switch - pg. 2-25 Governor Low Oil Trip Reset Plunger - pg. 2-40 Ground Inspection - pg. 3-3 Ground Relay Cutout Switch pg. 2-32
L
Layshaft - pg. 2-39 Lead Unit Cab Inspection pg. 3-4 Leaving Locomotive Unattended - pg. 3-31 light locomotive handling pg. 3-11 LIGHTS Breaker - pg. 2-29 LOCAL CONTROL Breaker pg. 2-30 Locked Powered Wheel Condition - pg. 4-20 Locked Wheel Condition pg. 2-13, - pg. 3-18 Locked Wheel Detection Disabling/ Enabling - pg. 3-20 Locked Wheel Procedure pg. 3-18 locked wheel procedure pg. 2-14 locomotive batteries - pg. 1-3 locomotive computer - pg. ix Locomotive Computer Display Panel - pg. 4-3 Locomotive Controller - pg. 2-16 locomotive curve negotiation pg. 1-4 locomotive dimensions - pg. 1-3 locomotive dyn. brake effort pg. 1-4 Locomotive General Arrangement - Side View pg. 1-7 Locomotive General Data pg. 1-2 Locomotive General Description - pg. 1-5 Locomotive Speed Limit pg. 3-21
H
Handling Light Locomotive pg. 3-11 HDLT. Switches - pg. 2-24 HDLTS Breaker - pg. 2-29 headlight switches - pg. 2-24 Helper Service - pg. 3-22 High Motor TE indicator pg. 2-11 Horn Switches - pg. 2-24
I
Independent Brake Handle pg. 2-22 Indicating Lights Panel, console - pg. 2-12 Indicator Lights - pg. 4-20 Injector Rack Manual Control Lever - pg. 2-39 input capacitors, TCC - pg. vi Inverter Faults - pg. 3-24 inverter vs. converter - pg. 1-5
ALPHABETIC INDEX
I-3
locomotive speed limits - pg. 1-4 locomotive tractive effort pg. 1-4 locomotive weight - pg. 1-4
M
Main Generator Assembly pg. 1-2 Main Menu on computer display - pg. 4-12 MAINT ROOM LIGHTS Switch pg. 2-36 Maintenance Menu on computer display - pg. 4-14 manual Sand switch - pg. 2-23 Mechanical Interlocks on Controller - pg. 2-19 Meter Menu on computer display - pg. 4-15 MICRO AIR BRAKE Breaker pg. 2-32 Miscellaneous Equipment pg. 2-42 Mixed Gear Ratio Operation pg. 3-21 MU - pg. 1-5 MU ENG STOP switch pg. 2-24
Power / Dyn Brake Handle pg. 2-17 PRECAUTIONS - pg. 3-10 Precautions Before Moving Locomotive - pg. 3-10 Preparation for Service - pg. 3-3 Pumping Up Air - pg. 3-12
R
RADIO Breaker - pg. 2-29 resetting faults thru computer display - pg. 4-9 REVERSER (Directional Handle) - pg. 2-16 Running throiugh Water pg. 3-16 Running Through Water pg. 3-16
S
Safety Precautions, GT46MAC pg. vi SAND Light - pg. 2-12 SAND Light On - pg. 4-22 Sand Switch - pg. 2-23 Setting Locomotives On Line pg. 3-10 speed limits - pg. 1-4 Speedometer - pg. 2-11 Starting Fuse - pg. 2-43 Starting Fuse and Battery Knife Switch Box - pg. 2-43 Starting Fuse and Battery Switch Box - pg. 3-5 starting lead engine - pg. 3-7 Starting Locomotive on a Bridge (TE Limit) - pg. 3-15 Starting Locomotive Uphill pg. 3-15 Starting the Engine - pg. 3-6 starting trailing engines - pg. 3-9 Starting Train - pg. 3-13 Startup/Slow Conditions pg. 4-21 Stopping Engines - pg. 3-27 Supplies/ Capacities - pg. 1-3
N
Navigating Computer Display Menus - pg. 4-6 No. 1 Electrical Control Cabinet pg. 2-28 No. 2 Electrical Control Cabinet pg. 2-42 No. 2 Electrical Control Cabinet (ECC2) - pg. 3-3 Normal Running Conditions pg. 4-21
O
overheating starting motors pg. 3-9 overspeed trip reset - pg. 2-41
P
PCS OPEN Light - pg. 2-15, pg. 4-22 plugging traction motors - pg. viii
T
TA17 - pg. 1-2
I-4
tandem - pg. 1-5 TCC definition - pg. 1-5 TCC Electronics Blower Motor Breaker - pg. 2-32 TCC1 & TCC2 BLOWER Breakers - pg. 2-34 TCC1 and TCC2 Computer Breakers - pg. 2-31 TCCs - pg. 1-2 TE limit - pg. 3-15 TE LIMIT Light - pg. 2-12, pg. 4-22 TE Limiting Menu on computer display - pg. 4-14 TE meter - pg. 2-11 throttle handle - pg. 2-17 Towing Locomotive Dead in Tandem - pg. 3-30 Towing Locomotive in Train with Engine Running - pg. 3-28 Towing Locomotive in Train with Engine Shut Down - pg. 3-29 traction alt. output - pg. 1-2 traction alternator field breaker pg. 2-33 traction control computer breakers - pg. 2-31 Traction Inverter Cutout - pg. 4-9 traction inverters - pg. 1-2 traction motor plugging - pg. viii traction motors - pg. 1-2 Tractive Effort - pg. 1-4 tractive effort limit - pg. 3-15 Tractive/Dynamic Brake Effort Meter - pg. 2-11 Trail/ Lead Air Brake Set-up Switch - pg. 2-22 Trailing Locomotive Cab Inspection - pg. 3-5 TURBO Breaker - pg. 2-31
W
Water Level Sight Gauge pg. 2-39 water on rail - pg. 3-16 weight, locomotive - pg. 1-4 Wheel Control - pg. 3-16 Wheel Control Indications pg. 3-17 Wheel Creep Control - pg. 3-16 Wheel Overspeed Condition pg. 2-15, - pg. 3-19 Wheel Overspeed Conditions pg. 4-21 Wheel Slide Condition - pg. 3-19 Wheel Slip Condition - pg. 2-14, - pg. 3-19 Wheel Slip Control - pg. 3-17 WHEEL SLIP Light - pg. 2-12 WHEEL SLIP Light, Continuous or Flashing Regularly pg. 4-20 WHEEL SLIP Light, Flashing Irregularly or Occasionally pg. 4-21 Windshield Wiper Controls pg. 2-9
U
uphill starting - pg. 3-15
V
Vigilance Reset Switch pg. 2-23 vigilance system - pg. 2-27
ALPHABETIC INDEX
I-5
I-6

GT46MAC Locomotive - Brief Operating System

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GT46MAC Locomotive - Brief Operating System

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GT46MAC Locomotive Brief Operating Reference

Locomotive Operating Procedure

GT46MAC Operators Manual

ELECTRO-MOTIVE GT46MAC LOCOMOTIVE OPERATORS MANUAL

First Edition, March 1999

A General Motors Locomotive Group Publication

Short Table of Contents

GT46MAC LOCOMOTIVE OPERATORS MANUAL

Foreword, including Safety Precautions for the GT46MAC Locomotive

GT46MAC LOCOMOTIVE SAFETY PRECAUTIONS

Automatic DC Link Discharge

Foreword, & Safety Precautions

Attempting to Plug Traction Motors in Extreme Emergencies

GT46MAC Operators Manual

Foreword, & Safety Precautions

Crew Member Terms Used in this Manual

GT46MAC Operators Manual

Section 1 General Information

LOCOMOTIVE GENERAL DATA

Model TA17-CA6B Main Generator Assembly

Traction Inverters (TCC1, TCC2)

Air Brake System

Major Dimensions (Nominal)

Minimum Curve Negotiation

Locomotive Speed Limitations

Dynamic Braking Effort

GT46MAC Operators Manual

LOCOMOTIVE GENERAL DESCRIPTION

GT46MAC Operators Manual

Figure 1-1. GT46MAC Locomotive General Arrangement - Side View

General Information 1-7

7. 8. 9. 10. 11. 12. 13.

1-8 GT46MAC Operators Manual

Figure 1-2. GT46MAC Locomotive General Arrangement - Internal View

10. 11. 12. 13. 14. 15. 16. 17. 18.

19. 20. 21. 22. 23. 24. 25.

Figure 1-3. GT46MAC Locomotive General Arrangement - Top View

General Information 1-9

General Information 1-11 Figure 1-4. Power Distribution Diagram

EQUIPMENT DESIGNATIONS AND SYSTEM REFERENCES

LOCOMOTIVE COMPUTER DISPLAY

INTRODUCTION TO KNORR CCB COMPUTERIZED AIR BRAKE SYSTEM

GT46MAC Operators Manual

Figure 1-5. Locomotive Air Brake System Diagram

GT46MAC Operators Manual

Section 2 Controls and Indicating Devices

Controls & Indicators

GT46MAC Operators Manual

Controls & Indicators

GT46MAC Operators Manual

Controls & Indicators

Ref. Photo #d97-345 Fig. G Art # F41966

Figure 2-1. No.1 Control Console

Cab Circulating Fans

GT46MAC Operators Manual

Ref. Photo #d97-329

Fig. H Art # F41967

Console Lower Left Front Surface

GT46MAC Operators Manual

Console Instrument Panel

Controls & Indicators

Figure 2-4. Duplex Air Pressure Gauges

Figure 2-5. Air Flow Indicator 2-10 GT46MAC Operators Manual