LOCOMOTIVE

SERVICE MANUAL

2nd Edition
April, 1972

1 7506

SERVICE DEPARTMENT

Electro-Motive Division I
La Grange, Illinois -
GM I
MARK OF EXCELLENCE

(
'
( )
 FOREWORD
This manual covers mechanical and electrical maintenance. Its purpose is
to provide instructions for what may be called "on-the-locomotive"
maintenance, and to provide under separate cover material for general
familiarization with locomotive components and systems.

Instructions for maintenance that requires deep involvement with com-

ponent repair, or instructions for rework that involves use of bench
apparatus, will be presented in the standard EMD Maintenance Instruction
form and in an electrical bench manual that covers repair and bench
setting of control system modules and other selected components.

Instructions covering the diesel engine appear in the EMD Engine Main-
tenance Manual. Certain engine mounted equipment may receive brief
mention in this locomotive service manual, but information in the engine
maintenance manual covering such equipment takes precedence.

SERVICE DATA PAGES

A Service Data page is included at the back of each section of the
Locomotive Service manual. This page provides the following:

1. Reference to applicable Maintenance Instructions and technical

manuals.

2. Reference to applicable replacement part numbers.

3. Reference to component manufacturer's technical literature.

4. Reference to applicable tool and testing apparatus numbers.

5. Reference to instructions file numbers for customer manufacturing of

testing apparatus.

6. Specific system values for operation or testing.

12S172
 )

LOCOMOTIVE SERVICE MANUAL

CONTENTS

Section No. Section Title

0 General lnforma tion

Fuel System And Engine Starting

2 Lubricating Oil System

3 Cooling System

4 Central Air System

5 Compressed Air System

6 Electrical Equipment, General Description

7 Guide To The Excitation And Power Control System

8 Inspection And Replacement Of Contact Tips For

Contactors And Motor Operated Transfer Switch

9 Load Test And Horsepower Standardization

10 Hi Potential Testing

11 Troubleshooting
A Qualification And Troubleshooting Guide
B Troubleshooting Outlines

12S472
 SECTION

®t
SERVICE DEPARTMENT
LOCOMOTIVE
SERVICE MANUAL
0

SD40-2 GENERAL INFORMATION

Model Designation . . SD40-2

Locomotive Type (C-C) 0660

Locomotive Horsepower . . . 3000

Loaded Weight On Rails

Minimum Basic 364,250
Maximum Basic 371,750

Diesel Engine
Model . . . . . . . 645E3
Operating Principle . Two Stroke Cycle
Number Of Cylinders . . . . . . . 16
Cylinder Arrangement . . . .. 45°-"V"
Compression Ratio . . . . . . 14.5: I
Rotation (Facing Flywheel End) Counterclockwise
Bore And Stroke 9-1/16" x IO"
Idle Speed 315 RPM
Full Speed . . . 900 RPM

Main Generator
Model ARI0A7
Maximum Continuous Current 4000
Maximum Voltage . . . . . . 1250

Auxiliary Alternator
Model . . . . . Dl4
Nominal Voltage AC 215
Number Of Poles . 16
Frequency At 900 RPM 120 Hz

Auxiliary Generator
Model - Basic A-7159
Voltage DC . . . 74
Rating . . . . 10 KW

Model - Extra A-8 I 02

Voltage DC . . . 74
Rating . . . 18 KW

Air Compressor
Type ..... . Water Cooled
Number Of Cylinders
Basic - Model WBO 3
Special - Model WBG 6
Lube Oil Capacity - Nominal
3-Cylinder Model 10 Gallons
6-Cylinder Model 18 Gallons

12S472 0-1
Section 0

SD40-2 GENERAL INFORMATION (CONT'D)

Compressor Displacement At 900 RPM

3-Cylinder Model 254 Cu. Ft./Min.
6-Cylinder Model . . . . . . . . . 400 Cu. Ft./Min.

Storage Battery
Model MS420
Number Of Cells . . . 32
Voltage . . . 64
Rating (8 Hour) 4 20 Ampere Hr.

Traction Motors
Model . . . . . . . . . . . . . D77
Type Direct current, series wound
axle hung with rubber nose
suspension to damp torque shock.
Current Rating
Maximum Continuous I 050 with 62: 15 Gearing
I 07 5 with 59: 18 Gearing

Gear Max. Minimum MPH Minimum Tractive Effort

Ratio Speed For Full Continuous At Minimum
Horsepower MPH Continuous Speed

Basic Performance Control - PF I 7

62: 15 65 - 11.1 83,100

61: 16 70 - 12.0 76,700
60:17 76 - 13.0 70,900
59: 18 82 - 14.0 65,900

Low Speed Extra Performance Control - PF 18

62:15 65 12.4 7.2 87,400

61: 16 70 13.4 7.8 80,700
60:17 76 14.5 8.5 74,650
59:18 82 15.6 9.1 69,300

Trucks -The HT-C truck is not interchangeable with previous SD truck models.
Model . . . . . HT-C
Wheel Diameter . . . 40"
Basic Bolster Solid
Basic Brake Rigging Single Composition Shoe
Basic Journal Boxes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . JEM
6-1/2" x 12" roller bearing with lateral thrust taken up by cushioning directly by
the box.
Traction Motor Orientation . . . . . . . . . . . . . . . . . . . . . . . . . . . . All in one direction
Rubber sandwich secondary suspension between truck and frame bolster.
Hydraulic shock absorber at center axle.
Dimensions )
Between Bolster Centers . . . . . , 43 I 6 11
Truck Wheel Base 163-3/8"
. Axle Spacing . . . . . 79-5/8 11 , 83-3/4 II

0-2 12S172
 Section 0

SD40-2 GENERAL INFORMATION (CONT'D)

Characteristics
Static Wheel Load
(Basic locomotive weight of 368,000 Lbs.) - Nominally 30,760 Lbs.
Dynamic Wheel Loads
(Variation due to journal spring deflection ) - 7000 to 9000 Lbs.
Lateral Wheel-Rail Loads
Steady state net force between leading outside wheel and rail (dry rail, no
sanding) and without influence of lateral centerplate load due to coupler angle
and buff load level.
5° Curve . . . . . . . . . . . . . . . . . 8000 to I 0,000 Lbs.
I 0° Curve . . . . . . . . . . . . . . . . 13,000 to 15,000 Lbs.
Dynamic loads at rail joints or transient rail
irregularities on tangent track at 65 MPH Common - 10,000 to 12,000 Lbs.
Occasional - 15,000 to 20,000 Lbs.
Handbrake
Operator acts on one cylinder lever. Holds locomotive stationary on 4.2 percent
grade when 125 Lbs. of force is applied to the operating handle.
Air Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26L
Curve Negotiation Capability
193 Ft. Radius - 30° Curve - Represents minimum single unit curve negotiation for an
SD40-2 basic single shoe truck as limited by truck
negotiation.
193 Ft. Radius - 30° Curve - Represents minimum single unit curve negotation capability
for an SD40-2 equipped with clasp brake truck as limited
by truck negotiation.
262 Ft. Radius - 22° Curve - Represents minimum curve capability for two SD40-2 loco-
motives in multiple as limited by units with 15-3/4"
footboards.
359 Ft. Radius - I 6° Curve - Represents minimum curve capability of an SD40-2 coupled
to standard 50' box car as limited by car coupler swing.

All figures are based upon worst conditions with no lateral.

Supplies
Lube Oil Capacity
Basic Oil Pan . 243 Gal.
Increased Capacity Oil Pan . 395 Gal.
Usable Oil
(Volumn between "Full" and "Low" on dipstick)
Basic Oil Pan . . . . . . 47 Gal.
Increased Capacity Oil Pan 195 Gal.
Fuel Capacity
Basic ..... 3200 Gal.
Special Available 4000 Gal.
3600 Gal.
2600 Gal.
1700 Gal.
Cooling System Capacity 254 Gallons
Sand Capacity . . . . . . . 56 Cu. Ft.
Major Dimensions
11
Distance, pulling face of coupler to centerline of bolster 12' 8
Distance between bolster centers . . . . . . . . . . . . 43 I 6"

12S472 0-3
Section 0

GENERAL INFORMATION (CONT'D)

. (

Distance, pulling face front coupler to rear coupler .. 68' 10"

Width over cab sheeting .......... . .. . 10' 0"
Height, top of rail to top of cooling fan guards 15' 7-3/16"
Width over basic arm rests . . . . . . . . . . . . . 10' 4"

WEIGHTS
The weights as listed below are approximate and are intended as an aid in determining the handling
procedure to be used. Weights represent lbs. per unit as described.

l 6-645E3 Diesel Engine 32,500

Starter Motor . 80
Starter Motor Bracket .. 60
Engine Governor . 120
Turbocharger 1800
ARIO Main Generator Assembly 16,000
Auxiliary Generator And Blower Assembly 1000
Inertial Air Filter . . . . . . . . . . . . 600
Inertial Filter Screen . . . . . . . . . . . 35
Inertial Filter Compartment And Hatch 4700
Inertial Filter Hatch (Less Filters) . 500
Fuel Tank 3200 Gal. . . . . . . . . . 6650
Fuel Tank 4000 Gal. . . . . . . . . . 9940
Truck Assembly (Single Shoe; Solid Bolster) 57,200
Traction Motor 6000
Axle . . . . . 1325
Wheel . . . . . 1015
Gear 62 Tooth . 409
Bearing - Inner Race .. 33
Air Compressor 2325
Air Compressor Shaft 136
Air Compressor Shaft Guard . 68
Air Compressor Coupling . 48
Lube Oil Cooler . . . 845
Lube Oil Filter ---c 675
Fuel Pump Assembly . 81
Fuel Suction Strainer 8
AC Cabinet Assembly 250
Fuel Filter . . . . . 60
Temperature Switch Manifold . 20
Load Regulator Vane Motor . 36
Dynamic Brake Fan Assembly 760
Dynamic Brake Resistor Grid 385
Dynamic Brake Grid Shorting Contactor . 35
Fan Grill Assembly 190
Radiator Fan Assembly 700
Radiator Core 325
Cab Heater ..... . . 71
Storage Battery 289
SCR (Generator Excitation) . 29

0-4 12S472
 Section 0

GENERAL INFORMATION (CONT'D)

GENERAL DESCRIPTION Automatic temperature control is accomplished

by temperature sensing switches flange mounted
The diesel engine operates on a two-stroke cycle, on a manifold connected to the discharge side of
with power applied on each downward stroke. At the pumps. The switches control AC power from
the bottom of each downward stoke cylinders are the D 14 alternator to motor driven cooling fans
aspirated through cylinder wall ports opening to a at the radiators. The switches also control magnet
chamber that is supplied with pressurized air valves that supply compressed air to radiator
from a rotary impeller. The pressurized air scav- shutter operating pistons. A high temperature
enges spent gases from the cylinder through mul- switch in the manifold operates to sound an
tiple exhaust valves in the cylinder head. As the alarm and reduce locomotive power, when engine
piston moves upward the ports are closed off and temperature exceeds a predetermined maximum.
the exhaust valves close. Air is compressed in the
cylinder. At the top of the stroke fuel is injected The coolant storage tank is provided with a
into the cylinder and ignited by heat of com- "rattlesnake" type fill pipe equipped with a
pression to provide power to drive the piston manually operated valve, the handle of which
downward until the cylinder wall ports and the interlocks with the pressure cap handle to ensure
exhaust valves again open. release of system pressure through the fill pipe
before pressure cap removal is possible.
The exhaust gases from the cylinder pass through
a manifold and drive a turbine before leaving A positive displacement gear type scavenging oil
through the locomotive stack. When starting and pump draws oil from the engine sump and
at lower power levels there is insufficient exhaust through a strainer, then pumps it through filters
heat energy to drive the turbine and impeller and a cooler and to a seccnd strainer chamber. A
assembly fast enough to supply all the air neces- dual piston-cooling and lubricating oil pump re-
sary for combustion. At this time the engine ceives oil from the second strainer and delivers it
drives the turbocharger through a gear train, the to engine manifolds for engine lubrication and
available exhaust gas providing some assistance. piston cooling.
At high power levels, the heat energy in the
exhaust is sufficient to drive the turbocharger Additional filtration is provided in the circuit
without any assistance, and an overrunning clutch delivering oil to the turbocharger. A separate
in the gear train disengages the mechanical drive electrically driven pump and filter provide turbo-
from the engine. The air discharged from the charger lubrication and cooling at engine start
compressor assembly is routed through after- and after shutdown.
coolers before it enters the air box.
Engine fuel is drawn from the underframe
Two engine mounted gear driven centrifugal mounted tank through a wire mesh suction
pumps supply coolant to engine manifolds con- strainer to a gear type DC motor driven pump.
nected to cylinder head and liner jackets and to The pump forces fuel through a primary filter
the turbocharger aftercoolers. A coolant return assembly equipped with a dial indicator and
manifold encloses cylinder exhaust ducts. Heated pressure bypass that functions should the filter
coolant is piped from the engine through the plug. Engine mounted fuel filters provide sec-
radiators, and through an oil cooler before it ondary filtration before the fuel reaches the fuel
returns to the centrifugal pumps. Part of the injectors located at each cylinder. Excess fuel not
supply from the pumps is used for cab heating used by the injectors provides cooling before
and part is used for air compressor cooling. being returned to the tank.

The entire system is pressurized, with pressure Fuel injectors supply a precisely metered quantity
level maintained by a relief valve at the storage of atomized fuel to the engine cylinder at a
tank cap. A low water pressure detector is con- precise moment in the firing cycle. The engine
nected to the discharge side of the centrifugal governor operates injector gear racks to maintain
pumps to bring about engine shutdown should the proper amount of fuel needed for the engine
pump pressure fail. speed and power level called for.

12S172
0-5
Section 0

GENERAL INFORMATION ccoNT'D)

ELECTRICAL TRANSMISSION The control circuits are "packaged" in modular

form and can be inserted and removed by means
Power from the diesel engine is applied to a main of a handle affixed to the face of the module. All
generator consisting of a high power alternator modular circuits are bench set and require no
with integral rectifier assembly that changes the readjustment on the locomotive, therefore any
generated alternating current to direct current. modules bearing identical identification numbers
are completely interchangeable.
Main generator output is transmitted to traction
motors by means of heavy duty power contactors All circuit modules are provided with test points
and gang operated switchgear. The power con- at the face of the module to permit trouble-
tactors are rated at 1200 amperes and 1500 volts. shooting and qualification of the module.
They are equipped for flashover protection.
The gang operated switchgear uses a single motor The circuit modules accomplish all control func-
to drive the multiple poles. The poles all operate tions such as voltage regulation, throttle response,
together and will not drop out, since a positive power control, performance control, generator
feed is required to move the poles in either excitation regulation, matching of generator volt-
direction. Interlocks are provided for positive age and current feedback signals with a reference
coordination of devices. signal, excitation control, wheel slip control,
wheel overspeed protection, transition (if appli-
Direct current traction motors are directly geared cable), dynamic braking, sanding, and various
to each axle mounted in the locomotive trucks. protective and backup functions.
The motors turn the axles and wheels to provide
locomotive pulling power. The load regulator, however, is still the main
power controlling device. It modulates the voltage
LOCOMOTIVE CONTROL reference signal used by the control modules in
A direct current auxiliary generator driven from
order to maintain horsepower at a level related to
the engine gear train provides nominally 74 volts injector rack position by the linkage and valves in
DC for control circuits, battery charging, and the engine governor.
lighting. Auxiliary generator voltage is auto-
matically maintained at the desired level by a The horsepower demand of the main generator is
voltage regulator that uses solid state electronic maintained by varying the level of excitation
qevices to control the level of the auxiliary current in the main generator field coils. This
generator field excitation. current, provided by the D 14 auxiliary alternator,
is rectified by a controlled rectifier that is
74 volt DC is delivered from the auxiliary gener- triggered by the modular control circuits so that
ator to a reference voltage regulator that main- the needed value of excitation current is passed
tains very stable 68 volts DC at control circuits. by the rectifier.

0-6 12S172
 Section 0

GENERAL INFORMATION (CONT'D)

DGX Dynamic Grid Excitation Relay

GENERAL LEGEND OF
ELECTRICAL REFERENCE DG- Dynamic Brake Grid Protection
Module
In the following general legend of reference desig-
nations, the long dash "--" means that a numeral DP-- Dynamic Brake Protective Module
or numerals will appear when the designation is
used in a specific wiring diagram. The symbols DP-- Dynamic Brake Pilot Relay
appear in alpha/numeric order with letters of the
alphabet taking first position followed by numer- DR- Dynamic Brake Regulator Module
als (Represented by the long dash "--"). The list
is general, and all of the reference designations do EBT Electric Blowdown Timer
not necessarily appear on a given wiring diagram.
EFL Engine Filter Latching Relay
ALT Auxiliary (Dl4) Alternator
EFS Engine Filter Switch
AGR Automatic Ground Reset Relay
ELT Excitation Limit Transductor
AN Annunciator Module
EL- Excitation Limit Module
ASR Alarm Silence Relay
EQP Equipment Protective Relay
B Brake Power Contactor
ER Engine Run Relay
BATT Storage Battery (64 V DC)
ESR Engine Stop Relay
BCT Brake Current Transductor
ESS Emergency Sanding Switch
BR- Brake Relay
ETS Engine Temperature Switch
CA- Capacitor
FCR Fan Contactor Relay
CCR Compressor Control Relay
FCT Field Current Transductor
CCS Compressor Control Switch
FC- Fan Contactor
CDR Contactor Delay Relay
FFS Fuel Filter Switch
COR Motor Cutout Relay
FOR Forward Directional Relay
CR-- Rectifier
FPC Fuel Pump Contactor
CR-BC Battery Charging Rectifier
FPCR Fuel Pump Control Relay
CR-GR Ground Relay Rectifier
FP-ES Fuel Prime - Engine Start Switch
CRL Compressor Relay
FPR Fuel Pump Relay
CT-- Current Transformer
FSR Field Shunt Relay
DC- Braking Grid Shorting Contactor
FSRA Field Shunt Auxiliary Relay
DE-- Extended Range Dynamic Brake
Control Module FS-- Field Shunt Contactor

DGT Dynamic Brake Grid Transductor FS-- Field Shunt Module

14S272 0-7
Section 0

GENERAL INFORMATION (CONT'D)

FTX Forward Transition Auxiliary Relay MV- -SF Forward Sanding Magnet Valve

FVS Filter Vacuum Switch MV-- -SR Reverse Sanding Magnet Valve

GFA Generator Field Auxiliary Contactor NLL No Load Limit Relay

GFC Generator Field Contactor NLLD No Load Limit Delay Relay

GFD Generator Field Decay Contactor NVR No (AC) Voltage Relay

GFX Generator Field Auxiliary Relay OCP Open Grid Circuit Protective Relay

GPT Generator Potential Transformer ORS Overriding Solenoid

GR Ground Relay PCR Pneumatic Control Relay

GV- Generator Voltage Module PCS Pneumatic Control Switch

GX- Generator Excitation Module PF- Performance Control Module

JPS Independent Pressure Switch PR Parallel Relay

LOT Lube Oil Transfer Relay PRA Parallel Relay Auxiliary

LR Load Regulator P- Parallel Power Contactor

LSC Locomotive Spotting Contactor R Radiator Spray Relay

LTT- Load Test Transfer Switch RC- Rate Control Module

MB- Motor-Brake 'F::ansfer Switch RE- Resistor

MCOX Motor Cutout Auxiliary Relay RE-BC Battery Charging Resistor

MCO- Motor Cutout Relay RE-DB Dynamic Brake Control Resistor

MR Motoring Relay RE-GRD Dynamic Braking Resistor

MRD Motoring Relay Delay Relay RER Reverse Directional Relay

MSS Manual Sanding Switch RHS Reverser Handle Switch

MV-AH Air Horn Magnet Valve RH- Rheostat

MV-CC Compressor Control Magnet Valve RLR Rated Load Relay

MV-DBI Dynamic Brake Interlock Magnet RLTD Rated Load Time Delay Relay
Valve
RS Radiator Spray Relay
MV-OS Overspeed Magnet Valve
RVF Transfer Switch Forward Relay
MV-SH Shutter Control Magnet Valve
RV- Directional Transfer Switch
MV-818 Filter Blowdown Magnet Valves
-824 SA- Sanding Module
-880

0-8 145272
 Section 0

GENERAL INFORMATION (CONT'D)

SB-- Sensor Bypass Module TH- Throttle Response Module

SCR Gen. Excitation Controlled Rectifier TLPA Turbo Lube Pump Auxiliary Relay

SE- Sensor Module TLPR Turbo Lube Pump Relay

SHS Selector Handle Switch TLTD Turbo Lube Time Delay Relay

SLR Signal Light Reset Relay TLP Turbo Lube Pump Motor

SM-- Starting Motor TM- Traction Motor

SPX, SPY Series-Parallel Auxiliary Relays TR- Transition Control Module

ST Starting Con tactor TSR Transfer Switch Relay

STA Starting Auxiliary Contactor T- Transformer

S- Series Power Contactor VR- Voltage Regulator Module

TA, TB, TC Temperature Sensing Switches WL Wheel Slip Light Relay

TDLO Time Delay Lube Oil Transfer Relay WO- Wheel Overspeed Module

TDR Transition Delay Relay WS- Wheel Slip Control Module

THL Throttle Limit Relay WST- Wheel Slip Transd uctor

THS Throttle Handle Switch

145272 0-9
•
 GENERAL TROUBLESHOOTING OUTLINE HOT
Section 1 lB

TROUBLE - POSSIBLE CAUSE AND SYMPTOM C

Cl) 0 Cl)
u
c -
. - - - - - - Test Procedure ·- u
+-' C
u
1 - - - Normal Indication For Test Setup Or Operating Condition
Q.) 0 Cl)
..... ..0 ::J .....
~E
Cl)>
I - - - - Fault Indication And Corrective Step .....
+-' 4-
(/)
Cl)
Cl)
0:(1) .E: 0:
I Asterisk Indicates Most Probable Fault-*
I

HOT HOT OIL DETECTOR QUALIFICATION TEST

Remove detector from engine and test as follows:

1. Connect air lines to and from valve.

2. Immerse valve in heated thoroughly agitated liquid bath.

Temperature increase not to exceed 1° F. per minute over
240° F.

3. Apply 50 psi air pressure, and observe for leaks. None

acceptable.

4. At 250° F ., maximum air passage to be 10 standard cubic

feet of air per hour.

5. Turn off air to avoid chilling.

6. Raise temperature to 258° F.

7. Turn on air. Minimum air passage to be 10 standard cubic

feet of air per hour.

12S172 HOT-2
LO GENERAL TROUBLESHOOTING OUTLINE
Section 11B

TROUBLE - POSSIBLE CAUSE AND SYMPTOM C

(I) 0 (I)
u
c -
------Test Procedure ·-+-' Cu
u (I)
1 - - - Norma l Ind ication For Test Setup Or Operating Condition
(1) 0
I... .0 :::i I...

~E
(I)>
I - - - - Fault Indication And Corrective Step I...
+-'-+-
(/)
(I)
(I)

0:: c.n ..::: 0::

I Asterisk Indicates Most Probable Fault-*
I

LO GOVERNOR SHUTDOWN Light On.

Low Oil
Plugged Oil Filters - - - - - - - - - - - - - - - - - - - - - - - _ _ . . _ *
Hot Oil HOT
I
• Check oi l level. If level is satisfactory, check oi l pressure at plug
i-----.-----,,
1
1
in lube oil filter assembly door. Engine speed at Run 8, no load,
and wate r tempe rature at least 130° F.
1
I
.___....,- - - . . -
1
If proper water temperature cannot be obtained befo re engine
shutdown, change out t he turbocharger lube oil filter and make
1
1
the check.
I- -- - ---+- Less than 30 psi.

- - - . . - Pressure at lube oil filter tank is 30 psi or more, indicates

that main lube oil filters are plugged and are bypassing
unfiltered oil which is plugging the turbocharger lube oil
filter element.

Since engine oil pressure at the gauge and governor is

sensed after the turbocharger filter element, a plugged
element will result in engine shutdown.

L0-1 12S172
 GENERAL TROUBLESHOOTING OUTLINE PF17
Section 11 B

TROUBLE - POSSIBLE CAUSE AND SYMPTOM

r Cl)
u
c -
(1) 0
._ _o
...------- Test Procedure
1- - - Normal Indication For Test Setup Or Operating Condition
C
0

u
:J ._
._
Cl)
·-+-- Cu
Cl)
Cl)
2E I - - - - Fault Indication And Corrective Step +-- '+-
(/) Cl)
Cl)>
a:(/) ~a:
I Asterisk Indicates Most Probable Fault-*
I

PF17 PF17 MODULE SUSPECTED FAULTY

Faulty feedback signal causes overloading or underloading.

I,____ _.,___.,_ Pull out PF module and test with an ohmmeter .

.....,_ _,... Low reading indicates shorted component.

- - - -• Infinite reading indicates open component.

NOTE: Verify polarity of ohmmeter leads.

+ Indicates that uncertain forward resistance of

diodes must be added to the reading. Diode
forward resistance will vary with the meter scale
used and with the individual diode.

On straight resistance readings allow 5 to 10%

meter tolerance.

Ohmmeter Nominal
Polarity Reading
Pas Neg

5 3 300
21 19 290
19 23 490
19 11 53
19 13 88
19 14 491
8 19 1000+
10 19 1000+
12 19 1000+
21 8 290+
21 10 290+
21 12 290+
15 14 490+
16 14 490+
17 14 490+
23 15 980+
23 16 980+
23 17 980+

12$472 PF-2
PF18 GENERAL TROUBLESHOOTING OUTLINE
Section 11 B

TROUBLE - POSSIBLE CAUSE AND SYMPTOM C

Q) 0 Q)
u .------Test Procedure ·- u
c -
Q) 0
..... .D
r- - - Normal Indication For Test Setup Or Operating Condition
+- C
u Q)
::, .....
~E
Q) >
I - - - - Fault Indication And Corrective Step .....
+-'-+-
(/)
Q)
Q)
a: U) ~a:
Asterisk Indicates Most Probable Fault-*
I

PF18 PF18 MODULE SUSPECTED FAULTY

Faulty feedback signal causes overloading or underloading.

I~---- Pul l out PF module and test with an ohmmeter .

.....,_ _.,._ Low reading indicates shorted component.

- - - - ~ Infinite reading indicates open component.

NOTE: Verify polarity of ohmmeter leads.

+Indicates that uncertain forward resistance of

diodes must be added to the reading. Diode
forward resistance will vary with the meter scale
used and with the individual diode.

On straight resistance readings allow 5 to 10%

meter tolerance.

Ohmmeter Nominal Ohmmeter Nominal

Polarity Reading Polarity Reading
Pos Neg Pos Neg

5 3 295 2 18 810+
28 20 410 4 18 810+
28 21 710 6 18 810+
28 27 1000 18 2 200+
28 19 1410 18 4 200+
18 23 675 18 6 200+
18 19 265 15 13 150+
18 11 315 16 13 150+
18 13 350 17 13 150+
18 14 763 19 15 500+
8 19 1410+ 19 16 500+
10 19 1410+ 19 17 500+
12 19 1410+
20 8 1000+
20 10 1000+
20 12 1000+

PF-3 12S472
 GENERAL TROUBLESHOOTING OUTLINE TH
Section l IB

TROUBLE - POSSIBLE CAUSE AND SYMPTOM C

Q) 0 Q)
u . - - - - - - - Test Procedure ·- u
c - +-' C
u
1 - - - Normal Indication For Test Setup Or Operating Condition
Q) 0 Q)
I.. .D ::J I..

~E
Q) >
I - - - - Fault Indication And Corrective Step I.. Q)
+-' '+-
(/) Q)

0::: (./) Eo:::

I Asterisk Indicates Most Probable Fault-*
I

TH TH MODULE THROTTLE RESPONSE OR REFERENCE

VOLTAGE REGULATION SUSPECTED FAULTY
I
Engine running and warm; Open the Generator Field circuit
1
I breaker; Place test panel rotary switch in CIRCUIT CHECK
position; Pull out SB module; Set up controls for power
I operation; Throttle Run 1.
I
,- - - ----+ Voltage TH-TP2 to TP14; 67.8 to 68.2 V DC.
Voltage TH-TP3 to TP14; Approx. 9 V DC.

Advance throttle to Run 8. Voltage TH-TP3 to TP14

increases in steps to 67.8 to 68.2 V DC .

....,_ _..._ Voltage out of tolerance; Qualify VR module. -----4+ VR

If voltage TH-TPI to TPl4 is satisfactory (71 to 77 V DC)

but voltage TH-TP3 to TPJ 4 is out of tolerance, replace
TH module with a qualified module and retest.

1---------Throttle Run 8; Press the TH test button.

- ._ - ----+ Voltage - load regulator "B" to minus at the test panel

terminals drops to zero as load regulator goes to minimum
field position in from 4 to 10 seconds.

_ _ _.,.._ Incorrect timing or voltage, qualify the load regulator, - ~ LR

governor, or rate control module RC. RC
GOV

14S272 TH-I
TR GENERAL TROUBLESHOOTING OUTLINE
Section 11 B

TROUBLE - POSSIBLE CAUSE AND SYMPTOM C

Q) 0 Q.J
u
c -
.-------Test Procedure ·- u
+-' C

1 - - -
Q) 0 Normal Indication For Test Setup Or Operating Condition u Q.J
.... .0 :J ....
~E I - - - - Fault Indication And Corrective Step .... Q)
+-' ' i -
Q.J > Vl Q.J
0: (/) ~o:
I Asterisk Indicates Most Probable Fault-*
I

I
TR TR MODULE SUSPECTED FAUL TY
I
---• Engine running; Generator field circuit breaker OFF; Test
I
switch in Cl RCUIT TEST position; Controls and switches set up
I
for power operation; Reverser forward or reverse; Throttle 1.
I
I- - - • Operate and hold the TR module test switch.
I
I-
,.. - --+- FTX and PR relays pick up; GFC drops out.
I
I
I- - - • Release TR test switch.
,--
I
- --+ FTX drops out; "S" contactors drop out; "P" contactors
pick up; TOR and PRA relays pick up; GFC contactor again
I
I
picks up.
Ir---t----,,• Immediately after GFC picks up again, operate and hold the TR
I
I module test switch.
I-
,.. - --+- After a time delay, FTX picks up; EQP drops out; Wheel slip
I
light on.
I
I
- - - , - Release TR test switch.
I
I - ,.. - ----+ EQP picks up, and wheel slip light goes out; PR drops out,
and the transition circuits sequence back to series-parallel
motor connection.

------!• qualified
ff indications are incorrect, replace TR module with a
module and retest.

TR-I 12S172
 GENERAL TROUBLESHOOT ING OUTLINE UL-D
Section 1 lB

TROUBLE - POSSIBLE CAUSE AND SYMPTOM C

Q) 0 Q)
u .....- - - - - Test Procedure ·- u
c -
Q) 0
I.... .D
r- - - Normal Indication For Test Setup Or Operating Condition
+-' C
u Q)
:JI....

~E I - - - - Fault Indication And Corrective Step I.... Q)

+-' 4--
(/') Q)
Q) >
0:: (/) .E:o::
I Asterisk Indicates Most Probable Fault-*
I

UL-D UNLOADING
Unit reported not loading or unstable in dynamic brake.
I I
'---+- - - - - - • Engine running; Controls and switches set up for dynamic brake
1
operation; Brake handle in maximum dynamic braking position.
1
I Voltage RC-TP2 to TP14 verified. RC
I
-- - ----+- Voltage RC-TP13 to TP14, 42 to 52 V DC. If this voltage is
correct, the DR module is satisfactory. The excitation system
should be checked.

_ _ _.,._Voltage RC-TP13 to TP14 lower than 42 V DC or at zero.

Withdraw to disconnect the DR module. If voltage

increases to the correct value, perform the following:

1. Replace the defective DR. Voltage should decrease

slowly. If voltage dumps immediately, replace the RC
( module with a qualified RC before replacing DR with a
qualified module.

2. Replace the defective DR module with a qualified

module and retest. DR

If disconnecting the DR module did not correct the

RC-TP13 to TP14 voltage, the excitation system
should be checked.

12S172 UL-D-1
VR GENERAL TROUBLESHOOTING OUTLINE
Section 11B

TROUBLE - POSSIBLE CAUSE AND SYMPTOM C

Q) 0 Q)
u .-------Test Procedure ·- u
c -
Q) 0
I.... ..0
r- - - Normal Indication For Test Setup Or Operating Condition
+-'C
u Q)
::J I....

~E
Q) >
I - - - - Fault Indication And Corrective Step I....
+-' 4-
(/)
Q)
Q)
cc(/) ~cc
I Asterisk Indicates Most Probable Fault-*
I

VR VOLTAGE REGULATOR VR SUSPECTED DEFECTIVE -

NOTE: The VR module does not provide reference voltage for

the excitation system. The reference voltage regulator is
part of another module.

, Gen. Field CB open; Power setup; Air brake set; 0-100 DC

voltmeter positive connected at aux il iary generator fuse;
negative at main battery switch.

With engine running, read voltage at Run 1 speed and Run 8

speed.
- ,__ - Voltage at Run 8, at value within the 71 - 77 V DC range
desired by the railroad for battery charging purposes.

Voltage at Run 1 within 1 volt of Run 8 voltage .

..,__ _...,. Voltage at any throttle position not within 1 volt of

selected value within 71 - 77 volt range. Replace VR
module with a qualified module if adjustment cannot be
made.

WARNING: Do not close the Gen. Field CB until the

throttle is in idle position. Do not remove or
install VR module until engine is completely
stopped.

VR VOLTAGE REGULATOR VR SUSPECTED DEFECTIVE

I I
.__~,----- Locomotive idling or in service.
I - I- -
-+ Voltage measured from positive at auxiliary generator fuse;
negative at main battery switch; 71 - 77 V DC .

...___..,,• Replace VR with qualified module if any of the following

conditions are observed.

Voltage fluctuates between 20 and 40 V DC.

No regulation. Auxiliary generator fuse blows.

No voltage.

Voltage oscillates between 80 and 85 volts.

Low voltage can not be brought up by adjusting screw.

VR-1 125172
 GENERAL TROUBLESHOOTING OUTLINE
WST
Section l IB

TROUBLE - POSSIBLE CAUSE AND SYMPTOM C

0 Q)
Q) ·-
() Test Procedure +-'
()
C
c - () Q)
Q) 0
'-- ..0
r - - - Normal Indication For Test Setup Or Operating Condition
Fault Indication And Corrective Step
::i '--
'-- Q)
+-' 4-
2E> V) Q)
Q)
a:(/) I ~a:
I Asterisk Indicates Most Probable Fault-*
I

I (WST checks continued)

I
I
Engine running; Locomotive controls and switches set up for
I
power operation; Air brakes set; Throttle idle. Open the AC
I
Control CB and disconnect the following wires:
I
I
I AXD 1 from TB48B 1
AXD2 from TB48B2
I AXD4 from TB48B3
I
I
I Insulate wire ends.
I
I WST24 CHECK
I
I
~
Reconnect wire AXD 1 to TB48B 1. Using the procedure given
on page WST-1, center switch module RV1/L3.

Close the AC Control CB.

Place throttle in Run 1.

- - ~ Current rises to a level.

Throttle Run 2.

- ~ - -+- Load current rises to a level, then falls off as wheel slip
control system operates. Current then rises again and cycling
continues.

Throttle Run 3.
I
I- - - ~ Same response as for Run 2.

Throttle idle. Return reverser handle to reverse position. Center

RV2/L2. Repeat above throttle 1, 2, and 3 checks.

If response is incorrect, check cabling thru transduc tors, WST-4

and qualify the transductors. WST-6

(Continued)

145272 WST-2
WST GENERAL TROUBLESHOOTING OUTLINE
Section 1 lB

TROUBLE - POSSIBLE CAUSE AND SYMPTOM C

Q) 0 Q)
u
c -
Q) 0
,._ .0
~E
Q) >
,--- Test Procedure
Norma l Ind ication For Test Setup Or Operating Condition
Fault Indication And Corrective Step
·- u
+-- C
u Q)
::J ,._
,._ Q)
+-' 4 -

a: C/)
I ti) Q)
.E: a:
I Asterisk Indicates Most Probable Fault-*
I

I (Continued from WST24 check)

I
I
WST35 CHECK
I
I
Throttle idle; Open the AC Control CB. Disconnect the AXD1
I wire from TB48B1. Insulate the end. Reconnect the AXD2 wi re
I to TB48B2. Close the AC Control CB.
I
I Open throttle to Run 1, 2, 3.
I
- ,__ - ~ Same response as for WST24 check .

Throttle idle. Move reverser handle to reverse position. Center

RV3/L 1. Move throttle to Run 1, 2, 3.

-, If response is incorrect, check cabling thru transduc tors,

and qualify the transductors. WST-4
WST-6
WST16 CHECK

Throttle idle; AC Contro l CB open. Disconnect the AXD2 wire

from TB48B2. Insulate the wire end. Reconnect t he AXD4 wire
to TB48B3. RV3/L 1 remains centered. Close the AC Contro l
CB.

Open throttle to Run 1, 2, 3.

- - - -+- Same response as for WST35 check.

Throttle idle. Return reverser hand le to reverse position. Center

RV 1/L3. Repeat throttle Run 1, 2, 3 checks.

- If response is incorrect, check cabling thru transductors,

and qualify the transductors. WST-4
WST-6
Return circuits to norma l operating condition.

WST-3 12S172
 GENERAL TROUBLESHOOTING OUTLINE WST
Section l IB

r Q)
u
c -
TROUBLE - POSSIBLE CAUSE AND SYMPTOM
- - - - - - T e s t Procedure
0
C
·- u
+-'C
Q)

u::i ,._
1 - - - Normal Indication For Test Setup Or Operating Condition
Q) 0 Q)
,._ ..0 ,._ Q)
~E I - - - - Fault Indication And Corrective Step +-' '+-
(/) Q)
Q) >
a:(/) Ea:
I Asterisk Indicates Most Probable Fault-*
I

WST TRANSDUCTOR CHARACTERISTICS CHECKS

CHECK 1
I I
Engine running; Generator field circuit breaker open; Test
panel rotary test switch in CIRCUIT CHECK position.

Place throttle in Run 3, Measure and compare AC voltage

from X 1 to C and from X2 to C at each transductor under
test.
1
--- - ~A sizeable voltage difference can exist between
measurements taken on a good transductor. If the voltage,
difference appears significant, perform further checks
indicated below.

..__ _~ If the voltage drop across one coil is three times greater
than the voltage drop across the second coil, replace the
( transductor with a qualified transductor and retest_

(Continued)

145272 WST-6
WST GENERAL THOUBLESHOOT1ING OUTLINE
Section 11 B

TROUBLE - POSSml!E C.AUSE ANO SYMPTOM C

(l) 0 (l)
u
c -
- - - - - T,e st Pr.ooed-urn ·- u
+-c
)

(l) 0
\.... .D
r- - - Norma,I ~1rndicat~on For Test Setlrlp Or Ope.rating Condition .....,_
u (l)
::J \....
2E> I - - - - Fauit !indication And Corrective S1ep \....
(/)
(l)
(l)
(l)
a:(/) ~a:
Asterisk fndicat,es Most Probable Fault-*

(WST characteristics checks continued)

CHECK 2

Throttle idle; Engine run switch off; Open the AC Control

circuit breaker, and disconnect wires AXD 1, AXD2, and
.AXD4 from TB48B 1 thru 83. Insufate wfr,e ends.

Connect ;a jU1mprer nm WS-TiP21 to WS-TP8 to short out 1:he

WS module and RE6 .

Connect a small rectifier bridge and a DC mi ll iammeter in

series with the transductor under test as indicated in the
illustration below.
For Check 3, wrap 4 turns of
No . 14 wire. Short wire ends
together .

.----
___,.....:.W=S=T:c ~ R

D14

J
I- TP!~nnect
Jumper

G
Rectifier ws
8397927 B TP8
Recommended

~~-;:c 17754

'---1---1--- Close engine run switch, and AC Control circuit breaker. Place
throttle in Run 3.

-+- If mil liammeter reading is less than 0.020 ampere, proceed

to Check 3.

- - - -• Jf milliammeter reading is 0.020 or more, replace the

transductor under test with a qualified transductor.

Check 4 may be performed to verify transductor

condition before replacement is undertaken.

', I

(Continued)

WST-7 14S272
 GENERAL TROUBLESHOOTING OUTLINE WST
Section 1 lB

(WST characteristics checks continued)

900
WHEEL SLIP
Wheel Slip Transductor Qualification Curve
Transductor - 8465002
Zero Burden
D14 Supply - All Engine Speeds
800

700

(/)
(.9
z 600
0
z
s:
a:
0
I-
u 500
:::,
0
(/)
z
<(
a:
I-
z
400
(/)
UJ
a:
UJ
a..
2:
<(
_J
_J
300
2:
u
0

200

100

0
100 200 300 400 500 600 700
AMPERES - MOTOR CURRENT DIFFERENTIAL
17764

145272 WST-12
(