Transcript
SERVICE MANUAL 6008-A
Description, Installation and Maintenance
COMPOSITE CAB SIGNAL AND SPEED CONTROL SYSTEM
THIS !>OCUM[NT AND ITS CONTENTS AR[ THE PROPERTY OF SWIJCI!
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SIGNAL
INC.
THEY
ARl
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IURNISIIED
YOU
UNION
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tOU.OWING CONDITIONS:
NO IUGtH OR LICENSE IN RESPECT OF HUS DOCUMENT OR ITS CONTENIS IS GIVf.N 011 WAIVED IN SUPPLYING THE DOCUMENI DOCUMLNI OR
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ANY MANNlR INCONSISTENT Willi Tttl RIGMTS
01 UNION
& SIGNAL INC OR TO ITS DETRIMENT AND ARE NOi
REPROO\JCED,
10 YOU.
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CONlENTS ARE NOT TO BE USED OR IREATED
DISCLOSED 10 OTHERS,
OR
IN
SWITCH
10 BE COPIED,
DISPOSED
01
EXCEPT
Wirt! 1111 PRIOR WRITTEN CONStNT Of THE UNDERSl(,NEO
UNION SWITCH & SIGNAL INC 5800 CORPORATE DRIVE PITTSBURGH, PA 15237
UNION SWITCH & SIGNAL INC. A meml>er ol lhe! ANSALOO!Group
~llOO CORPORA TE DRIVE PITTSBURGH. PA 152:17
November, 1980 ID0216F-DN0072F 8·80·50-1908-5 COPYRIGHT 1988, UNION SWITCH & SIGNAL INC PRINTED IN USA
CONTENTS SECTION
DESCRIPTION
PAGE
I.
COMPOSITE CAB SIGNAL-SPEED CONTROL SYSTEM
1
1.1 1.2 1.3
PURPOSE GENERAL DESCRIPTION THEORY OF OPERATION
1 1
II.
DESCRIPTION OF CONTROLS AND INDICATIONS
3
2.1 2.2 2.3 2.4 2.5
CAB INDICATOR SEALED SPEED CONTROL SWITCH CONTROL STAND CONTROLS WITHIN THE EQUIPMENT BOX MISCELLANEOUS
3 3 3 5 6
III.
MODES OF OPERATION
7
3.1 3.2 3.3 3.4
CUT-OUT MODE NON-SIGNALED TERRITORY MODE EMERGENCY MODE OPERATION OVER SPECIFIC RAILROADS (SIGNALED TERRITORY)
7 7 7
IV.
DESCRIPTION OF EQUIPMENT
8
4.1 4.2 4.3 4.4 4.5 4.6 4.7 4.8 4.9 4.10
8 8 8 8 9
4.13
TRACK RECEIVERS EQUIPMENT BOX AMPLIFIER UNTUNED 75 CODE DECODING UNIT TUNED 120 AND 180 CODE DECODING UNIT MASTER RELAY PN-59 RELAYS 9 A", •R•, AND "L 9 PN-159B RELAYS NON-VITAL PLUG IN RELAYS SPEED CONTROL PRINTED CIRCUIT BOARDS MAGNETIC AXLE GENERATOR CAB IND I CAT OR EPMV
4.11 4.12
1
7
9 9 9
10 10 1l
11 11 11 11
4 .14
WV
4.15 4.16 4.17 4.18
ACKNOWLEDGING SWITCH BRAKE SUPPRESSION PRESSURE SWITCH H5A RELAY AIR VALVE WITH 125 SPRING ELECTRO-PNEUMATIC CUT-OUT PRESSURE SWITCH
11 12
v.
OPERATIONAL DESCRIPTION
13
5.1 5.2 5.3 5.4
TRAIN CONTROL BRAKE APPLICATION CHANGE OF CAB INDICATOR POSITION OPERATING CHARACTERISTICS DECODING AND ACKNOWLEDGING RELAY LOGIC
13 13 16
i
12
17
CONTENTS Cont'd. SECTION
DESCRIPTION
PAGE
VI.
ADJUSTMENTS
19
6.1
AMPLIFIER
19
VII.
TROUBLE ANALYSIS
21
7.1 7.2
GENERAL LOCALIZATION
21 21
VIII.
EQUIPMENT REFERENCE
70
LIST OF ILLUSTRATIONS Figure 2-1 5-1 7-1 8-1 8-2 8-3 8-4 8-5 8-6 8-7 8-8 8-9
Typical Equipment Layout Diagram Simplified System Block Diagram Simplified Cab Aspect Diagram Circuit Schematic Series II
II
n
II
II
.
II
II
II
n
n
n
system Wiring Diagrams n
n
II
Equipment Box Parts and Assembly Application of Axle Generator
4
15 23 73/74 75/76 77/78 79/80 81/82 83/84 85/86 87/88 89/90
LIST OF TABLES Tables 5-1 7-1 7-2 7-3 7-4 7-5 7-6
cab Signal and Speed Limits Decoding Relay current Speed Filter Test Data Sequential Operation RF&P Sequential Operation NYNH&H and PCTC Sequential Operation ICG Sequential Operation UPRR
ii
14 24 35 37 /38 39/40 41/42 43/44
"
SECTION I COMPOSITE CAB SIGNAL-SPEED CONTROL SYSTEM 1.1
PURPOSE
To provide the engineman with a continuous display of signal aspects so that he may operate the train at a safe speed. In addition, will give warning; and finally act as an automatic override, by applying braking, if for some reason appropriate corrective action is not taken to obey the signals. The equipment is designed to operate as a cab signal with speed control system. When the speed control is cut out, the equipment is designed to operate as a cab signal with •train stop• system. 1.2
GENERAL DESCRIPTION
The composite Cab Signal-Speed Control system provides a continuous display of the signal aspect being transmitted toward the locomotive, thereby informing the engineman of conditions and changes in condition of blocks ahead. Furthermore, if aspect(s) ahead are upgraded he is informed instantly; possibly before the next wayside signal is in sight. When the signal aspect in the Cab changes to a more restrictive aspect, the warning whistle will blow and the engineman must acknowledge this change, by means of a switch. If he is overspeed, a suppression brake application must also be made. If the engineman fails to acknowledge within a specified time, a full service brake application will automatically result; the warning whistle will sound and an overspeed indication lamp will flash if an overspeed condition exists. If the engineman fails to initiate a suppression brake application within a specified time, a brake application will automatically be made. 1.3
THEORY OF OPERATION
The theory of the operation of the cab signal system involves the inductive coupling of an information signal between the rails and locomotive carried coils mounted in front of the leading truck. Thus, the track conditions ahead are continually displayed in the cab. Two carrier frequencies are used in this system to match the frequencies used by the roads over which the system will operate. These are 60 Hz and 100 Hz. The actual conditions of the signal system are put on the carrier in the form of pulse modulation. The three code rates used are 180, 120, and 75 pulses per minute. energy is also used in some systems.
Steady
Actual speed information of the locomotive is derived from an axle driven magnetic generator that is mounted on a locomotive journal box.
6008-A, p. 1
The speed-frequency related signal is passed through a filter network and if che speed is greater than that allowed by the track conditions ahead, either the engineman must make a suppression brake application, or a full service brake application will be made automatically. once an automatic brake application has been initiated, a penalty stop must be made before a release of the automatic application can be made.
6008-A, p. 2
SECTION II DESCRIPTION OF CONTROLS AND INDICATIONS 2.1
CAB INDICATOR
2.1.1 The Mode Selector switch is a seven position rotary switch located on the top of the cab signal indicator. Switch position is indicated by a window above the signal aspect display. The mode selector switch provides the proper visual display of the cab signal aspect as selected according to the railroads being operated upon. Switch positions are: R.F.&P., N.Y.N.H.&H., P.C.T.c., I.C.G., U.P.RR, CUTOUT, CUTOUT. 2.1.2 Cab Signal Aspects are displayed on the front of the cab indicator. Aspects are keyed according to Mode Selector Switch position (see Table 5-1 for details of displayed aspects). 2.1.3 The Loss of Speed Signal Indicator is located at the right side of the Cab Indicator (on the engineman's side). This blue LSSK lamp will be illuminated whenever the train speed is below 3 MPH (see also paragraph 4.11). 2.2
SEALED SPEED CONTROL SWITCH
2.2.1 The Sealed Speed Control Cut-out (SCCO) switch is a two position rotary switch located on top of the equipment box. Switch positions are •IN• and •ouT•. With this switch in the •ouT• position, all speed limitations are removed and the engineman is required only to acknowledge a more restrictive cab signal aspect to avoid a penalty brake application. This switch also provides circuitry to light the white INOPERATIVE EQUIPMENT LIGHT when in the •ouT• position. 2.3
CONTROL STAND
2.3.1 The Speed control switch is a two position switch located on the control Stand. The positions are •oN• and •opp•. •oN• is the normal cab signal-speed control position and "OFF" is used when""t°he locomotive is operated in non-signaled territory. The locomotive may be operated with the speed control switch in the •opp• position which imposes a maximum speed limitation of 79 MPH. Operation in the •opp• position provides circuitry to illuminate the white •INOPERATIVE EQUIPMENT LIGHT•.
6008-A, p. 3
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2.3.2 The Acknowledging Switch is a two position, spring return switch located on the control Stand. This switch is spring loaded to return to the •Normal• position. The engineman must push this switch to the •Acknowledge• position whenever a cab signal aspect changes to a more restrictive aspect, or otherwise be penalized by an automatic brake application. 2.3.3. The overspeed Indication Lamp (OSK Lamp) is located on the control stand. This lamp flashes when there is a change to a more restrictive aspect, which requires acknowledgement. The lamp will continue to flash if the locomotive is overspeed in regard to the new signal aspect. This indication will go to steady illumination when a brake application is made (either manual or penalty application). Similarly, the lamp will be lit steady if the aoor on the cab indicator is open and the locomotive is in motion (3 MPH or greater). 2.3.4 The White Inoperative Equipment Indication (IEK) lamp is located on the control Stand. The IEK lamp will be lit for any of the following reasons: MODE SELECTOR SWITCH in either of the two •cUTOUT 9 positions, the sealed SPEED CONTROL CUTOUT (SCCO) switch in the •ouT• position, the SPEED CONTROL SWITCH (SCSW) in the 9 0FF 9 position, or, the SEALED CUTOUT COCK in the 9 CUTOUT 9 position. 2.4
CONTROLS WITHIN THE EQUIPMENT BOX
2.4.1 The Wheel Wear switch is a three position toggle switch located on the panel to the left of the overspeed card file in the equipment box. The uppermost position is the·~· or 38-inch wheel position, the center position •40• for a 40-inch wheel and the bottom position·~· for a 39-inch wheel. This switch provides a means to correct for wheel diameter reduction due to wear or grinding. 2.4.2 The Power switch is located in the center of the aforementioned panel. It is a two position toggle switch. The uppermost position is the "ON• position which supplies 32 volt power to the entire cab Signal-Speed control system and the down position, •oFF• removes power from the system. This D.P.S.T. switch interrupts both sides of the regulated 32 volts. When closed, it applies power through two-5 ampere fuses, located on this same panel, from which the fused positive and negative 32 volt source is supplied to the system. 2.4.3 The Lock switch (MODE UNLOCK) is located on the lower portion of this same panel. This is a two position toggle switch; the up position is the "oN• position and down the •Q!!• position. When on, this switch applies power, provided the locomotive is below 3 MPH, to the solenoid which unlocks the MODE SELECTOR SWITCH.
6008-A, p. 5
2.5
MISCELLANEOUS
2.5.1 The WHISTLE is a warning device actuated by the electro-pneumatic whistle valve. The whistle will sound when a change to a more restrictive aspect occurs. The whistle will also sound when the authorized speed has been exceeded for a given aspect (except when operating with the SEALED SPEED CONTROL CUT-OUT SWITCH in the •cUT-OuT• position).
6008-A, p. 6
SECTION III MODES OF OPERATION 3.1
CUT-OUT MODE
The cab signal speed control system may be entirely cut-out by positioning the MODE SELECTOR Switch in either cut-out position. 3.2
NON-SIGNALED TERRITORY MODE
A second mode is with the MODE SELECTOR Switch in a position other than CUT-OUT and with the SPEED CONTROL Switch, mounted on the Control Stand, in the •oFF• position. This position allows the locomotive to be operated over non-signaled territory with the cab indicator in a position other than CUT-OUT. The engineman must move the SPEED CONTROL Switch to the 9 0FF 9 position and push the acknowledging switch. With the SPEED CONTROL switch in this position, the energization of the A, R, or L relay will open the circuit to the LRK relay. When this happens, the SPEED CONTROL Switch must be placed in the •oN• position and an acknowledgement made. The speed of the locomotive must be under that imposed by the cab signal received, otherwise a brake application must also be made. 3.3
EMERGENCY MODE
A third method of operation is available to the engineman. A sealed Speed control cut-out Switch is located on top of the equipment box. When the seal is broken and the switch is moved to the •cUT-OUT position, all speed control limitations are removed, but it is necessary to acknowledge the receipt of a change to a more restrictive cab signal. Failure to acknowledge will result in a penalty brake. application. However the overspeed light will flash any time an overspeed condition exists. 3.4
OPERATION OVER SPECIFIC RAILROADS (SIGNALED TERRITORY)
The Composite Cab Signal-Overspeed System described in this manual has been designed to operate over the following railroads: 1.
R.F.&P. -- Four-Indication, Three-Speed Coded Continuous
2.
N.Y.N.H.&H. -- Four-Indication, Three-Speed Coded Continuous
3.
P.C.T.C. -- Four-Indication, Three-Speed Coded Continuous
4.
r.c.G.
Two-Indication, Two-Speed Non-coded continuous
5.
U.P.RR
Three Indication, Three-Speed Coded Continuous
These roads all have different signal systems signal aspects, and speed limits. Selection of the Road is made by rotating the MODE SELECTOR Switch in the cab indicator. This switch will make electrical connections so that the equipment will function correctly and the proper aspects will be available to the engineman in the cab. The exact electrical characteristics of each Road's system are more completely specified in the sections of this manual applying to the specific Road.
6008-A, p. 7
SECTION IV DESCRIPTION OF EQUIPMENT The electrical equipment on the locomotive is shown in schematic circuit form in the 5 folded insert sheets at the back of this manual and includes the following: 4.1
TRACK RECEIVERS (Service Manual 6008-C)
The track receivers are laminated iron bars inserted through coils and mounted over the rail in front of the leading truck. Magnetic flux produced by current flowing in rails is inductively coupled to the receiving coils. These coils are connected in series so that the voltages in them are additive. The center of each coil is positioned inside each rail and the bottom of the fiberglass receiver housing is 3-1/4 to 6-1/4 inches above the top of rail. 4.2
EQUIPMENT BOX
The equipment box houses the amplifier, decoding units, control relays, speed control printed circuit boards, timing resistor-capacitor combinations, fuses, and terminal boards. All of these items are shelf-mounted and the shelf is supported at the top and bottom on compression-type rubber mountings designed to afford maximum protection from shock and vibration. The equipment box is of welded steel construction and is dirtproof and watertight when close~. 4.3
AMPLIFIER (Service Manual 6008-B)
This plug-in unit is a multi-input amplifier with provisions for operation on the various Roads. Both 60 and 100 Hz inputs are available and at different levels of rail currents. Switching of the input and sensitivity is accomplished by the positioning of the cab indicator MODE SELECTOR switch. When the system is operated over steady energy systems, a code modulator that is included in the amplifier provides a 180 coded output for driving the master relay. 4.4
UNTUNED 75 CODE DECODING UNIT (Service Manual 5684-B)
This plug-in unit includes a master transformer, reactor, and rectifier. rt is untuned and supplies power for energizing the L relay any time the master relay operates. Power for operating the 120 and 180 decoding units is also supplied by the master transformer in the 75 decoding unit. Therefore, the 75 decoding unit must be in place on the shelf if either the 180 or 120 decoding units is to operate.
6008-A, p. 8
4.5
TUNED 120 AND 180 CODE DECODING UNIT (Service Manual 5684-A)
These are tuned units and respond only when the master relay is operating at their respective code frequency. The 180 unit supplies energy to the A relay and the 120 code unit supplies energy to the R relay. 4.6
MASTER RELAY (Service Manual 5683-A)
The master relay is a d-c polar - stick relay. Its armature will be held in the position occupied when last energized. Reversal of current in the relay coil will change its position. 4.7
PN-59 RELAYS "A•, ·R·, AND
8
L8 (Service Manual 5624-A)
These are dynamically balanced d.c. relays with two 20-ohm special slow acting coils that are connected in series for operation from the decoding units. They are powered by the decoding units. 4.8
PN-1598 RELAYS (Service Manual 4551-W) CAUTION The bolts (R451299-0102) which secure the PN-159B relays to their mounting bases should be tightened, using a torque wrench, to 25 in. lbs • .±,5 in. lbs. If this torque is exceeded, it will cause a change in electrical timing characteristics of the unit.
These relays are magnetically biased relays and function as follows: BR
Normally Energized-Supplies power to the EP magnet valve - It has a minimum of 4 and a maximum of 6 seconds delay of drop away after removal of energy.
LRK
Deenergized when an acknowledgement is required. Energized after an acknowledgement has be.en made. Supplies energy to the whistle magnet valve and overspeed light when deenergized. Interrupts power to the BR circuit if deenergized.
SP
Acknowledgement relay for a change from an approach to a restricting signal. Energized when an acknowledgement is made. Retained until a less restricting signal is received.
LP
Acknowledgement relay for a change from an approach medium to an approach signal. Energization and retention is the same as for the SP.
RP
Acknowledgement relay for a change from a clear to an approach medium signal. Energization and retention is the same as for the SP and LP.
6008-A, p. 9
4.9
~SR
Mode selector relay. This relay will be energized anytime the door on the cab indicator is closed. It can also be energized with the door open if the vz relay is energized. This arrangement insures that the Mode Selector Switch cannot be changed unless the locomotive is stopped. A contact of the MSR is included in the circuit to the BR relay so that if the door of the cab indicator is opened while the locomotive is moving, the MSR can only be reenergized by making a full stop and allowing relay vz to pickupo
vz
Zero velocity relay. This relay becomes energized any time the speed of the locomotive is below 3 MPH. This relay must be energized when the door of the cab indicator is opened. Otherwise, a penalty brake application will be initiated. Relay vz must be energized before a change in position of the MODE SELECTOR Switch in the cab indicator can be made. vz must be energized before the BR can be reset following a penalty brake application.
NON-VITAL PLUG IN RELAYS US
This relay is energized any time the speed of the locomotive is under that imposed by the system. One back contact of this relay provides energy to the whistle valve as long as it is de-energized. A second back contact is included in the steady energy path for the overspeed indication light after a suppression brake application has been made.
SPK
This relay is energized any time a suppression brake application is made. Steady energy is supplied to the overspeed indication (OSK) lamp through a contact of this relay.
4.10 SPEED CONTROL PRINTED CIRCUIT BOARDS SHAPER LIMITER BOARD, N451404-5101 - This board, as its name implies, shapes the signal as received from the magnetic axle generator. The board also produces a signal at a velocity below approximately 3 MPH that is fed to the level detector-relay driver board. Level Detector Board, N451404-5001 - This board limits the zero velocity signal and provides a drive signal for energizing the VZ relay. Speed Governor Board, N451404-8302 and 8303 - These two boards provide limiter and filter action and provide relay power for energizing the BR relay as long as the speed of the locomotive is below that allowed by the position of the decoding relay. Flasher Board, N451404-2601 - This board delivers pulsating power to the overspeed indication light until an alternate path to the indication light is provided.
6008-A, p. 10
4.11 MAGNETIC AXLE GENERATOR (Service Manual 6008-D) An a.c. signal is produced by the Magnetic Axle Generator as the locomotive wheels rotate. The output approximates a sinusoidal wave form and the frequency is proportional to speed. Also, if the axle generator circuit opens, the BR relay will be de-energized. The blue LSSK (Loss of Speed Signal Indication) lamp on the Engineers side of the cab indicator will become lighted whenever the output frequency is below approximately 15 Hz. This indicates train speed is below 3 MPH or drive to the magnetic axle generator has become defective. 4.12 CAB INDICATOR (Service Manual 6008-E) This system component provides a visual display in the cab of the signal aspect, selects the correct aspects to suit the railroad-being operated over, and switches the speed Governor board filters to the correct speeds. switching of amplifier input and filtering is also accomplished by the MODE SELECTOR Switch in the cab indicator. Included in the cab Indicator is an electrical locking feature that insures that the locomotive is stopped before a change in the MODE SELECTOR switch can be made. 4.13 EPMV The Electro-pneumatic Magnet valve will open when de-energized and vent air through port 11 of the H5A relay air valve. This will result in a penalty brake application at a full service rate. 4.14 WV The whistle magnet valve will sound the whistle any time the LRK or us relay is de-energized and warns the engineman to take corrective action. The whistle will stop sounding in the event that the BR relay becomes de-energized. 4.15 ACKNOWLEDGING SWITCH The actuation of this switch, located on locomotive control console, closes the pick-up circuits to the acknowledging relays and breaks the circuit to the LRK relay coil. 4.16 BRAKE SUPPRESSION PRESSURE SWITCH When an overspeed condition exists and a suppression of a train control brake application has been made, pressure in the suppression pipe will build up and the switch will close at 35 PSI. Steady energy will be supplied to the •s• coil of the BR relay. ~
6008-A, p. 11
4.17 HSA RELAY AIR VALVE WITH 251 SPRING This valve provides isolation between the train control pneumatic system and the braking system. 4.18 ELECTRO-PNEUMATIC CUT-OUT PRESSURE SWITCH This pressure switch provides a circuit to light the in-operative equipment light any time the 3-way sealed cut-out cock is in the cut-out position.
6008-A, p. 12
SECTION V OPERATIONAL DESCRIPTION 5.1
TRAIN CONTROL BRAKE APPLICATION
Each road that this system has been designed to operate over has specific maximum allowable speeds for each cab signal aspect. These are shown in Table 5-1. Each time a more restricting cab signal is received, the whistle will sound and an acknowledgement must be made. If the speed is over that allowed by the indication being displayed, a suppression brake application must be made. If an acknowledgement is not made within 5 seconds, the BR relay will be de-energized and a brake application at a full service rate will result. Once this penalty brake application has started, a full stop must be made and the VZ relay re-energized via the zero velocity circuit, before a brake release can be made. A second cause for a train control brake application is the opening of the lid on the cab indicator when the velocity is not zero (VZ relay not energized). In this case, the locomotive has an enforced stop in order to energize the vz relay. This will inturn energize the MSR-Mode Selector Relay and allow release of the train control application. When the locomotive is operated with the SPEED CONTROL SWITCH in the "OFF· position, the SP relay will be energized by the B coil receiving energy over the Speed control Switch in the •opp• position. This is the condition when the locomotive is operated in reverse or in non-signal territory. LRK is energized over a back contact of all three decoding relays in series and the energization of ei~her A, R, or L relays will break the circuit to the LRK and sound the warning whistle. A suppression must be made until such time as the decoding relay becomes de-energized or the SPEED CONTROL SWITCH is moved to the •oN• position and an acknowledgement made. A 79 MPH speed limit is imposed any time the SPEED CONTROL SWITCH is in the "OFF" position. When the locomotive is opeated with the SEALED SPEED CONTROL CUT-OUT SWITCH (SCCO SW) in the OUT position, all speed limitations are removed and only an acknowledgement of a change to a more restrictive cab signal is required to avoid a penalty brake application. However, the overspeed light will flash any time the speed exceeds that permitted by the cab signal indication. 5.2
CHANGE OF CAB INDICATOR POSITION
The position of the MODE SELECTOR Switch in the cab indicator is mechanically locked and can only be changed by energizing the unlocking solenoid in the indicator. Energy for this solenoid is supplied over the "LOCK" toggle switch, the vz and MSR relay contacts. When the vz relay is energized, the lid on the cab indicator may be opened and the mode selector set to the desired position. As the selector switch is rotated to move the aspect display panels, the RP&P position is the extreme counter-clockwise position when the switch is viewed from the top. The other positions are as shown in Table 5-1.
6008-A, p. 13
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5.3
OPERATING CHARACTERISTICS
5.3.1
Over Specific Railroad
5.3.1.1.
R.F.& P.
With the cab indicator MODE SELECTOR SWITCH in this position, the amplifier is responsive to a rail current frequency of 60 Hz and the amplifier must drive the master relay with a-rail current in the range of 1.3 to 1.6 amperes. Code rates used on this road are 180, 120, 75 and no code. Speed limits imposed by these rail signal conditions are as shown by Table 5-1 with the 180 code applying to the clear indication. 5.3.1.2
N.Y.N.H. & H. and P.C.T.c.
These two positions of the cab indicator provide the same electrical characteristics, but the aspects are different. A.c. rail currents for these two roads are 100 Hz with some areas being 91-2/3 Hz. Rail current for operation of the master relay is in the range of 1.3 to 1.6 amperes. Code rates used are 180, 120 and 75. 5.3.1.3
I.C.G.
Rail current for this road is 100 Hz and unlike the other roads is non-coded. For a clear indication, rail currents in the range of 0.25 to 0.3 Amps or more will cause the master relay to operate at 180 code. The steady energy received from track receivers is modulated at a 180 code rate by the code modulator in the amplifier. The restrictive aspect is displayed when no rail current exists. 5.3.1.4
U.P. R.R.
Frequency of the rail current for this road is 60 Hz and the minimum pick-up level is 0.45 to 0.55 amperes of rail current. The cab indicator will show the same aspect when either 75 code or no code is received on the locomotive, but the indication will be in a different aperture in the indicator. 5.3.2
Cut-Out
When the MODE SELECTOR Switch in the cab indicator is positioned in either of the two cut-out positions, the overspeed system is still functional and is set to limit the maximum speed to 79 MPH.
6008-A, p. 16
After changing the MODE SELECTOR Switch, to the cut-out position, an acknowledgement must be made. This action will energize the SP, LP, RP, and LRK. It is necessary to energize the LRK relay so that energy will be applied to the BR relay. Once the acknowledging relays have been energized over the circuits through the acknowledging switch, they will remain energized and no further acknowledgement will be required. The overspeed of 79 MPH will be functional and any time this speed is exceeded, the us relay will be de-energized and the warning whistle will blow. A suppression application must be made within 4 seconds, otherwise a penalty brake application will occur. If this is allowed to happen, then the locomotive must be brought to a stop and relay VZ energized before the BR relay will become re-energized. Energy for the BR relay in the cut-out mode is derived from the •high• speed governor board. Flow of current will be from c through a set of NC (2D-2E) contacts on the sealed scco SW to terminal 151 in the equipment box. From terminal 51 a connection is made to the +A coil terminal on the BR relay. From the -A coil terminal of the BR, current flows through 13 Front on the LRK and a second set of NC contacts (2A-2L) of the sealed scco SW to terminal 149. From terminal 149, the circuit is through i3F-i3H on the BR relay to #SF on the MSR. ilF-ilH of the VZ relay is in parallel with the i3BR contact. This vz contact provides the circuit for re-energizing the BR once it has become de-energized. continuing the tracing of the BR circuit, t5H of the MSR is connected to pin 2 of the speed governor boards. A connection from pin 8 on the speed governor board to pin 4 on the shaper board is provided through the selector switch deck 7-0-G, a normally closed contact (lL-lA) on the speed control switch, and t3B-t3H contacts on the L, R, and A relays to pin 4 on the shaper board. 5.4
DECODING AND ACKNOWLEGING RELAY LOGIC
Each time a cab acknowledgement required by the must be made in
signal changes to a more restrictive indication, an must be made. If the speed of the locomotive is above that more restrictive signal, then a suppression brake application addition to an acknowledgement.
Consider a typical case where the system is receiving 180 code. Under this condition, the A and L relays are energized and R, RP, LP, and SP are de-energized. The LRK is also energized. The path for energy to the LRK is from 832, ilF of the A relay, t3 back of RP, 13 back of LP, 12 back of the SP to the +A coil on the LRK through the acknowledging switch in the normal position. -A coil is connected to +Bon the LRK. -Bon the LRK is connected to common through the acknowledging switch normal, i3 back on the SP, #4 back on the LP, t4 back on the RP, and 12 Front of the A relay to c.
6008-A, p. 17
When a code change from 180 to 120 ts rec.eived, the A relay will the R will pick...,up. When the A releases, the circuit to the LRK broken and the LRK will release. With the LRK de-energized, the magnet valve will be energized from B32, t4 front contact of the back of the LRK.
release and will be whistle BR and #4
When the acknowledgement switch is pushed in to acknowledge, a circuit to all three acknowledgement relays coil +A is made. A return to common from the -A coil terminal on these relays is made through a second set of contacts on the acknowledging switch. With the A relay de-energized, a circuit is made through fl back on the A relay from B32 fl front on the RP to the +B coil of the RP. The -B coil is connected to c through a NC (2I-2H) contact of the speed control switch. The energization of the B coil on the RP will hold the RP relay energized when the acknowledging switch is released. LP and RP will release when the acknowledging switch is released since no energy is being delivered to their B coil. LRK will become energized as soon as the acknowleging switch is returned to normal. The path for energy to the LRK is from 832, fl back of A, 11 Front of R, 13 Front of RP, 13 back of LP, 12 back of SP, a N.c. contact of the acknowledging switch to the +A coil on the LRK. The return to c is through a N.C. contact on the ACK Switch, 13 back on the SP, 14 back on the LP, 14 front of the RP, 12 front on the R, and 12 back on the A. The circuitry associated with the receipt of other more restrictive indications will be very similar to the foregoing description. It should be remembered that the LRK will be released any time the acknowledging switch is depressed and since a front contact of the LRK is included in the circuit to the BR coil, a penalty brake application will occur if the ACK Switch is held in longer than the delayed release time on the BR. Also, all acknowledging relays will be energized each time the acknowledging switch is pushed. However, only those relays with energy on the B coil will be retained energized when the acknowledging switch is released. Reference should be made to the •sEQUENTIAt• Table 7-3.
6008-A, p. 18
SECTION VI ADJUSTMENTS 6.1
AMPLIFIER
It is necessary to perform sensitivity adjustments of the Amplifier before the Composite Cab Signal-Speed control system can be placed into regular operation. 6.1.1
6.1.2
Primary Checks 1)
Turn POWER SWITCH to "ON".
2)
Measure voltage between 832 and c terminals on the equipment box terminal board. Should measure between the limits of 30 and 34 voe. (If not consult Section VII, Paragraph 7.2.1 and 7.2.2.)
Amplifier Adjustment
Pick-up adjustment is made by means of potentiometers located on the front of the Amplifier-Code Modulator. The shafts on these potentiometers are slotted for screwdriver adjustment and are locked in position by a locking nut. Whenever an adjustment is required, the locking nut must be loosened and then retightened following adjustment. If the required pick-up sensitivity cannot be obtained with the adjustment on the front of the amplifier, a second adjustment is provided under the amplifier cover. These inside adjustments are marked by an R number. See the table below.
I
Railroad
Minimum Pick-up (Amperes)
R.F.
1.3
P.C.T.C. & N.Y.N.H.&H.
1.3
I.C.G.
0.25 - 0.30
100
Rl2
U.P. R.R.
0.45 - 0.55
60
R20
&
P.
Frequency {Hertz)
Internal Adj. Resistor No.
- 1.6
60
R18
- 1.6
100
I
Rl4
Table 6-1
6008-A, p. 19
To check and adjust the amplifer sensitivity, the following procedure should be used: 1.
Position the receiving coils over a suitable test loop or track circuit so that energy from the loop is coupled into the receiver coils. (The receive coils should be 6-1/2 to 9-1/2 inches above the rails -- the bottom of the receiver housing will be 3-1/4 to 6-1/4 inches above the rails.
2.
Move the MODE SELECTOR switch to the desired position (see paragraph 5.2).
3.
Set the code selector switch on the test set to deliver a clear signal (180 Code) to the receiver coils. (Make sure proper frequency is used.)
4.
Depress "Steady current" pushbutton switch on test set and read rail current. This value of current should not be less than the minimum figure shown in Table 6-1, nor more than the maximum. If the pick-up is outside these limits, it may be increased by turning the Pick-Up Adjustment shaft clockwise and decreased by counterclockwise rotation.
Check that master relay operates on other codes, when used, with the rail current adjusted to the figures shown in Table 6-1. If the pick-up test of the cab signal equipment cannot be brought within the limits shown in the table by using the two pick-up adjustment, it may be that the amplifier is defective. This should be determined by replacing it with an amplifier known to be in good operating condition and if this results in the pick-up being brought within proper limits, the defective amplifier should be sent to the repair shop for further tests and investigation. Three test jacks are provided on the amplifier, the one at the bottom is for measuring swings of master relay coil current and the middle one is used to measure 2nd stage collector current. The top Jack, Jl, permits measurement of collector current in the code-modulator transistor collector circuit.
6008-A, p. 20
SECTION VII TROUBLE ANALYSIS 7.1
GENERAL
Trouble analysis of the equipment used in this system necessitates that maintenance personnel have a working background in electronics, including theory and fundamental troubleshooting procedures. The following test equipment, or equivalent, is required for equipment troubleshooting. Test Equipment
Manufacturer
Model i
Code Test set
US&S Inc.
N451088-1901
PX-50 Milliammeter
US&S Inc.
J620886
Audio Oscillator
Hewlett Packard
209
Multimeter
Simpson
260
AF Frequency counter
ATEK
5A35
Ammeter zero counter +50 Ma. See foldout circuit sheets at the rear of this manual for detailed circuit analysis. 7.2
LOCALIZATION
The composite Cab Signal-Speed control system is composed of three sub-systems: an independent cab aspect display system, a dependent train stop system and a dependent speed control system. Symptom analysis should be applied to this concept to limit the defect to the appropriate subsystem. Best results will be obtained if one person reads instructions while another makes the tests. 7.2.1
Main Power
Regulated 32 voe is supplied to the system through a o.P.D.T. switch (Power switch). The entire equipment is protected by two 5-ampere fuses of the glass-enclosed removable cartridge type in tubular holders, flush-mounted on the upper terminal board support. These fuses are in the 32-volt de supply circuit and can readily be extracted from their holders for examination by unscrewing the threaded cap marked •Fuse•. Replacement fuses may be ordered as US&S J071165.
6008-A, p. 21
The voltage measured between the B32 and c terminals on the equipment box terminal board should lie between the limits of 30 and 34 volts. 7.2.2
Power-Overspeed Protection Electronics
Most relay circuits, Code Modulator/Amplifier and Decoding units receive power directly from B32 and c. However, the overspeed protection circuits (V=O/Shaper, level detector and speed governor boards) derive their power over an R-C filter (resistor and 4 lead capacitor) network located on a circuit board inside the Code Modulator/Amplifier. When B32 and care taken through this network, they become Band Cl respectively. 7.2.3
Cab Signal Aspect Subsystem
This cab Signal subsystem, as mentioned earlier, is an independent subsystem, that is, it is capable of operating without an input from the overspeed circuits. Therefore, whenever power is applied, a coded rail current should result in the display of the appropriate cab signal aspect. The hardware items that compose this system are: 1. 2. 3. 4. 5.
6.
7.
Track Receivers (2) Junction Box Code Modulator/Amplifier Master Relay Decoding Units 75 code (untuned) 120 code (tuned) 180 code (tuned) Decoding Relays •L• - Anycode •R• - 120 code •A• - 180 code Cab Indicator with rotary Mode Selector Switch
6008-A, p. 22
•
IJNTUt.JED
"L
,sou
AMPLll='IER M~TEQ l~necµng _w:i~ing be:tw~en MTB #15 and "M" on deck 2 of the Mode Selector Switch and from MTB #16 to "K" on deck 2. Check wiring from common (c) to "E" on deck 2 and check the Mode Selector Switch itself. Go to Step S7A.
S6A.
If the reading obtained in Step S3A was: About OQ--Check for short in track receiver junction box, or twisted pair from junction box. Infinite (oo)--Check for open in wiring between main terminal board (MTB) and deck 1 of the Mode Selector Switch, from deck 1 through reverser switch to junction box, check individual track receiver leads, and from junction box back to MTB #10. If wiring checks out problem is a track re·ceiver. Substitute another set for originals. See Service Manual 6008-C for installation details. Lower than 936--Check for corrosion or foreign conductive material across junction box terminals or breakdown in wiring (twisted pair from junction box in particular). If wiring tests out,substitute another set of track receivers (see SM 6008-C). Higher than 1144--Check for high resistance connection especially at all connections (junction box, main terminal board, reverser switch and deck 1 of the mode selector switch). Check both switches also (Reverser switch and deck 1 of the Mode Selector Switch. LOCATE defect and go to Step 57A.
57A.
Make the necessary repair. Disconnect multimeter from equipment. Replace any equipment used in substitution that was not defective. Restore all equipment to an operational state.
6008-A, p. 30
7.2.3.4
Cab Aspect Checkout for Illinois Central Gulf RR
lB.
Make preliminary test checkout as described in Para. 7.2.3.2 Set the Code Selector Switch to the zero code position. Go to Step 2B.
2B.
Turn the Power Switch on the Code Test Set to "OFF".
3B.
Is a Restricting aspect being displayed? If: Yes--Go to Step 4B. No --Go to Seep 3SB.
4B.
Turn Power Switch on the Code Test Set to "ON". Leave Code Selector switch at zero code position. Go to Step SB.
SB.
Is the "MR" relay following 180 code? If: Yes--Go to Step 6B. No --Go to Step SB. (This code is generated in the Code Modulator/Amplifier when rail current is present and the Mode Selector Switch is in the ICG position etc.}
6B.
Is the "A" relay energized? If: Yes--Go to Step 7B. No --Go to Step 26B.
7B.
Is a Clear aspect being displayed? If: Yes--Cab Aspect Display Sub-system is Operative-Checkout complete. No --Go to Step 3SB.
STOP.
SB.
Substitute original "MR 11 (Master) relay with another which is known to be good. Go to Step 9B.
9B.
Does the substitute "MR" relay follow the code? If: Yes--Go to Step lOB. No --Go to Step llB.
lOB.
Send defective "MR" relay to the shop for repair. {See Service Manual S683-A). Go to Step 6B.
llB.
Substitute Code Modulator/Amplifier with another which is known to be operational. Go to Step l2B.
12B.
Does the "MR" relay now follow the code? If: Yes--Go to Step 13B. No --Go to Step 17B.
13B.
Difficulty is within the Code Modulator/Amplifier, see Service Manual 6008-B. Proceed to Step 14B.
14B.
Replace original "MR" relay.
Go to Step lSB •
....
6008-A, p. 31
lSB.
Recheck--Does original "MR" relay follow the code? If: Yes--Go to Step 6B. · No --Go to Step 16B.
16B.
Put the substitute master relay back in place. Send original "MR" to shop for repair (see Service Manual 5683-A). Go to Step 6B.
17B.
Place a sensitive AC voltmeter, set at 3 VAC (or less) across terminals #9 and #10 on the main terminal board.
18B.
Is a slight reading obtained? If: Yes--Go to Step 19B. No --Go to Step 22B.
19B.
Remove the clip lead from terminal #9 on the Main Terminal Board and place it on terminal ill. Go to Step 20B.
20B.
Is a slight reading obtained? If: Yes--Go to Step 21B. No --Go to Step 23B.
21B.
Check all wiring from Code Modulator/Amplifier to deck 2 of the Mode Selector switch and also to deck 8. Check Mode Selector Switch also (see Service Manual 6008-E) for details of Mode Selector Switch and Cab Indicator. When fault is found, and repair is complete, go to Step 24B.
22B.
Make a continuity check for open Reverser Switch. If Reverser Switch checks out good, fault is either with interconnecting wiring or Track Receivers. For testing of Track Receivers see Service Manual 6008-C. When problem is located and corrected Go to Step 24B.
23B.
Check operation of deck 1 of the Mode Selector Switch (Service Manual 6008-E) and all interconnecting wiring between deck 1 and the Main Terminal Board. When repair is completed go to Step 24B.
24B.
To confirm that the fault or faults were corrected observe the "MR" relay. Is it following the 180 code? If: Yes--Go to Step 25B. No --Go back to the last procedure you performed and check for another fault.
25B.
With the repair completed replace, one at a time, any_ original equipment removed during substitution that was not defective. Return to Step lB.
26B.
Plug DC millimeter into Jack on 180 code Decoding Unit. (Start at 100 ma scale then decrease). Go to Step 27B.
6008-A, p. 32
27B.
Is a zero current reading obtained? If: Yes--Go to Step 28B. No --Go to Step 31B.
28B.
Substitute the "A" relay with another PN-59 relay which is known to be operational. Go to Step 29B.
29B.
Does the "A" relay pick-up (energize)? If: Yes--Go to Step 30B. No --Go to Step 31B.
30B.
Send original "A" relay to the shop for repair (See Service Manual 5624-A). Go to Step 7B.
31B.
Substitute another decoding unit with the same Part Number (N326919) for the original 180 D.U. Go to Step 32B.
32B.
Does the "A" relay now pick-up? If: Yes--Go to Step 33B. No --Go to Step 34B.
33B.
Send original 180 decoding unit to the shop for·repair (see Service Manual 5684-A). Replace, one at a time, any original equipment removed in substitution that was not defective. Go to Step 7B.
34B.
See foldout circuit sheets at the rear of this manual. Check all associated wiring and connections for good electrical continuity and possible shorts. Make the necessary repair. When complete, replace, one at at time, any original equipment removed during substitution that was not defective. Return to Step 2B.
35B.
The fault is either a defective lamp or its wiring. Make the corrective action as set forth in Service Manual 6008-E Cab Indicator. If the difficulty was with an inoperative: Restricting Aspect Clear Aspect
7.2.4
Go to Step 4B • Checkout is now complete.
STOP.
Speed Control and Train Stop Sub-System
The Speed Control sub-system, as mentioned earlier, is a dependent sub-system, because in addition to its own actual speed input {Magnetic Axle Generator) it is dependent upon a maximum allowable speed input from the Cab Signal Aspect Subsystem (A, R, or L energization) as predetermined by each railroad.
6008-A, p. 33
Similarly, the Train Stop Sub-System is a dependent system actuated by a failure to acknowledge a change to a more restrictive signal aspect within a specified period of time (range 4-6 sec.). le.
Position locomotive over test loop or test track.
2C.
Set controls on locomotive as follows: Mode Selector Switch* to appropriate R.R. ·position Speed Control Switch to "ON" Sealed Speed Control Cutout (SCCO) Switch to "IN" Power Switch to "ON" Set Wheel Diameter Switch to "40" Reverser Switch in "FORWARD" Position * Operable only via Mode Unlock Switch.
3C.
Make initial adjustment of code test set (SM-5940).
4C.
Set code test set to proper frequency. 100 Hz for I.C.G., N.Y.N.H&H., and P.C.T.C. 60 Hz for R.F.&P. and U.P. RR
SC.
Connect the Audio Frequency Signal Generator in Multiple (Parallel) with the Frequency Counter and Voltmeter Connect the input leads in series with a o.s Henry inductor (less than 20 ohms) de resistance to terminal #77 on the Main Terminal Board. Connect common leads to terminal #78 on Main Terminal Board.
6C.
Set the frequency to 10 Hz and adjust the output until the voltmeter reads 0.5 Vrms.
7C.
Press and release the Acknowledging Switch.
8C.
Speed Filter Check: Before a functional check of the overspeed system is made, a check must be made to assure that the speed filters respond· at the proper frequency. This may be accomplished by selecting a mode selector position and rail current code rate that has speed limit as indicated in the Table shown on 0451276, Sheet 2804. With the audio oscillator connected to terminals 77 and 78 through a 0.5 henry reactor, its frequency should be gradually increased until the overspeed light flashes. The frequency at which the red overspeed light starts to flash must be within the limits shown in Table 7-2. When tll_e frequency .t~lls .. outside t~e limits, of Tab+e 7-2, t~e rcB associated with that speed, N451404-8302 or N451404-8303, must be replaced with a board known to be
6()98-A, p. 34
in calibration. ~he defective board should be returned to the factory for repair. (Note: the frequencies shown in Table 7-2 allow for a speed tolerance of -0, +3 MPH}. SPEED FILTER TEST DATA SPEED (MPH) 20 30 40 45 70
..
FREQUENCY (HZ) 112 168 224 252 393
-
SPEED (MPH)
129 185 241 269 409
79 90 100 120
TABLE
FREQUENCY (HZ) 443 505 561 673
-
460 522 578 690
7-2
9C.
Using the appropriate sequential operation table make observations for proper relay operation and other indications as shown. Use code rate and AF Signal Generator frequencies shown. Start at the zero code (OFF for I.C.G.) rate position at the top of the appropriate sequential operation table (1st row)· and continue across. Set AF Signal Generator at frequency shown and continue across for relay operation. Proceed then down to the 75 code row (2nd row) and its associated AF Generator setting • • • etc. Continue on until an inoperative relay or indication is found.
lOC.
When an inoperative relay, or relays, is found, make note of them and refer to the inoperative relay (group of relays) in the left hand column of the Inoperative-Instructions, which follows the sequential operations. START AT STEP 1 and follow instructions given until the problem is found, and at which point that sequence of instructions will end with the word *STOP*. DO NOT continue to the next step for it belongs to a separate sequence (not related to your problem). Turn System Power Switch to "OFF" before making a substitution and "ON" after the substitution is made. NOTE Before the MODE SELECTOR SWITCH can be unlocked with the LOCK SWITCH; the A.F. Signal Generator must be set at or below 10 Hz, turned OFF, or disconnected from the circuit. Since the generator is acting as a speed signal it will keep the "Vz" relay de-energized and thereby keep de-energized the.unlock solenoid. The cab indicator door must be closed before applying a speed signal in order to energize the "BR" relay. 6008-A, p. 35
INOPERATIVE All Relays Any Aspect
- See Main Power Section 7.2.1 - see Section 7.2.3.3 or 7.2.3.4
•A• Relay •R• Relay •t• Relay
- See Section 7.2.3.3 or 7.2.3.4 - see Section 7.2.3.3 or 7.2.3.4 - See section 7.2.3.3 or 7.2.3.4
6008-A, p. 36
SEQUENTIAL OPERATION RF &P
** with 40" Dia. Wheel CODE
..
SPEED
SEQ. FREQ. A 0 . 75 u .p '1.20 w 180 180 A R D ·180 I
,. '
180 120
D 0
M. P.H • Under 30 Under 30 Under 40 Under 70 Over 70
**INPUT SPEED SIGNAL HZ 160 160 220 385 410
Over 70
ACK. SW. POSITION
RELAY OR INDICATION
*See Table 5-1
E-ENERGIZED
D-OEENERGIZED
R D D E D D
L D E E E E
RP E E E D D
LP E E D D D
SP E D D D D
LRK E E E E E
us
NOR NOR NOR NOR NOR
A D D D E E
E D
SPK D D D D D
410
NOR-SUPP
E
D
E
D
D
D
E
D
E
Under 70 Under 40
385 220
NOR NOR
E D
D E
E E
D D
D D
D E
E D
E E
D D
Under 40
220
ACK
D
E
E
E
E
E
D
E
D
Under 40
220
NOR
D
E
E
E
D
D
E
E
D
Under 30
160
NOR
D
D
E
E
D
D
D
E
D
Under 30
160
ACK
D
D
E
E
E
E
D
E
D
Under 30 Over 30
160 185
NOR NOR
D D
·o·
·E
E
D .. ,E''···E
D
D
E
E
D
D
D
D D
Over 30
185
ACK
D
D
D
E
E
E
D
D
D
Over 30 Under 30 Under 30
185 160 160
NOR & SUPP NOR & SUPP
D D D
D D D
D D D
E·
E· "E". E' E E E E E E
D
E E
E E E
w N
w
,
A R D
'
75
0
NOR
E E
.. E.
E E
D
BR E E
E E D TD 4-6S E
F-FLASHING
WV D D D D E
EPMV E E E E E
CAB SIGNAL ASPECT IEK D D D D D
OSK D D D D E-F
E
E
D
E
E D TD 4-6S D TD 4-6S E
D E
E E
D D
D FrF
E
E
D
FrF
D
E
D
D
D TD 4-6S D TD 4-6S
E
E
D
E-F
E
E
D
E-F
·E·· D
.. E
D E TD 4-6S D E TD 4-6S
E
D D
D E-F
E
D
E-F
E E E
D D D
E D D
···E E E
E E D
•
Restricting Approach App. Med • Clear
App. Med.
Approach
Restricting
TABLE 7-3
6008-A, p. 37/38
SEQUENTIAL OPERATION ,•
NYNH &H AND PCTC
** with 40" Dia. Wheel
*See Table 5-1 '
SPEED
CODE SEQ. FREQ.. 0 u 75 p w 120 A 180 R 180 ', D
D 0
M. P.H. Under 20 Under 30 Under 45 Under 80 Over 80
w
,,
440 460
RELAY OR INDICATION E-ENERGIZED
ACK. SW. PosmoN
NOR NOR NOR
A D D D
R D D E
NOR NOR
E E
D D
E E
RP E E E
LP E E D
E E
D D
D D
L D
us
D D
LRK E E E
.E E E
SPK D D D
D D
E E
E D
D D
SP E
180
Over 80
460
NOR-SUPP
E
D
E
D
D
D
E
D
E
180
Under 80 Under 45
440 245
NOR NOR
E
D
D E
E E
D D
D D
D D
E D
E E
D D
Under 45
245
ACK
D
E
E
E
E
E
D
E
D
Under 45
245
NOR
D
E
E
E
D
D
E
E
D
Under 30
160
NOR
D
D
E
E
D
D
D
E
D
w
N
**INPUT SPEED SIGNAL HZ 105 160 245
120
A R D 75
0
Under 30
160
ACK
D
D
E
E
E
E
D
E
D
Under 30
160
NOR
D
D
E
E
E
D
E
E
D
Over
20
130
NOR
D
D
D
E
E
D
D
D
D
Over
20
130
ACK
D
D
D
E
E
E
D
D
D
Over 20 Under 20 Under 20
130 105 105
N'JR-SUPP NOR-SUPP NOR
D D D
D D D
D D D
E E E
E E E
E E E
E E E
D E E
E E D
D-DEENERGIZED
F-FLASHING
BR E E E
WV D D
EPMV E E E
E D TD 4-6S E
D E
E E
E
E
D
E
E D TD 4-68 D TD 4-6S E
D E
E E
D D
D E-F
E
E
D
E-F
D
E
D
D
D TD 4-6S D TD 4-6S E
E
E
D
E-F
D TD 4-6S D TD 4-6S E E E
D
IEK D D D ·D D
CAB SIGNAL ASPECT*
OSK D D D
iI
·i
I
I
i
I
I
Restricting Approach · Approach Med
D E-F
l
\
Clear
'
App. Med.
'
E
E
D
E-F
D
E
D
D
E
E
D
E-F
E
E
D
E-F
E E D
E E E
D D D
E D D
Approach
Restricting
TABLE 7-4
,6008-A, p. 39 / 40
SEQUENTIAL OPERATION ICG
** with 40" Dia. Wheel I
RAIL CURRENT ON OR OFF
SEQ.
¥
1
w A R
D
R
;
'
R D
1
SPEED M. P.H.
OFF ON ON ON ON OFF
Under 20 Under 100 over 100 Under 100
OFF
Over 20 Over 20 Under 20
Under 100 over 20
**INPUT SPEED SIGNAL
ACK. SW. POSITION
130 130:. 105
D-DEENERGIZED
RELAY OR INDICATION E-ENERGIZED
CAB SIGNAL ASPECT*
F-FLASHim
A
R
L
RP
LP
SP
LRK
us
SPK
BR
WV
EPMV
IEK
OSK
NOR NOR NOR-SUPP NOR NOR NOR
D E E E E D
D D D D D D
D E E E E D
E D D D D D
E D D D D D
E D D D D D
E E E E E D
E E D E E D
D D E D
E E E E
D D E D
E E E E
D D D D
D D E D
D D
E D TD
D E
E E
D D
D E-F
ACK-SUPP NOR-SUPP NOR
D D D
D D D
D D D
E E E
E E E
E E E
D E E
D D E
E E D
E D D
E E E
D D D
E E D
HZ 105 550 580 580 550 130
* See Table 5-1
4-68 E E E
Restricting Clear
Restricting
6008-A, p. 41/42
** with 40"
Dia. Wheel SPEED
CODE
SEQ. FREQ. u 0 p 75 w 120 A 180 R 180
M.P.H. Under 20 Under 20 Under 40 Under 90 Over 90
,o D 0
w N
RELAY OR INDICATION E-ENERGIZED D-DEENERGIZED
ACK. SW. POSITION
NOR NOR NORNOR NOR
D D
R D D E
E E
D D
A D
L D E E E E
RP E E E
LP E E D
D
D
D
D
SP E D D D D
LRK E E E E E
us E E E E D
SPK D D D D D
Over 90
520
NOR-SUPP
E
D
E
D
D
D
E
D
E
180
Under 90 Under 40
500 220
NOR NOR
E D
D
E E
D D
D D
D D
E D
E E
D D
E
120
A R 75
0 .
**INPUT SPEED SIGNAL HZ 105 105 220 500 520
*See Table 5-1
180
w
·~ D
SEQUENTIAL OPERATION UPRR
CAB SIGNAL ASPECT*
F-FLASHING
WV D D D D E
EPMV E E E E E
IEK D D D D D
E
E
D
E
E D TD 4-6S
D E
E E
D D
D D
BR E E E E D
TD 4-68 E
OSK D D D D E-F
Appr. Med.
220 220
ACK NOR
D D
E E
E E
E E
E D
E D
D E
E E
D D
E E
E D
E E
D D
D D
Under 20 Under 20 Over 20
105 105 130
NOR ACK NOR
D
D
D D
D D
E E E
E E E
D E E
D E D
D D E
E E D
D D D
E E D TD 4-6S
E D E
E E E
D D D
D D E-F
Over Over Over Under
130 130 130 105
NOR-SUPP ACK-SUPP NOR-SUPP NOR
D D
D D D D
D D D D
E E E E
E E E E
D E E E
D D E E
D D D E
E E E D
E E E E
E E E D
E E E E
D D D D
E E E
D D
11
Clear
Under 40 Under 40
20 20 20 20
Restricting Approach App. Med.
Approach
Restricting
D
TABLE 7-6
6008-A, p. 43/44
WABCC
~'V'" INOPERATIVE II RP" Relay
- lD.
INSTRUCTIONS Does "RP" pick up with "ACKNOWLEDGING SWITCH". If: Yes - Go to Step 4D. No - Go to Step 2D.
2D.
Place a voltmeter across MTB #36 (+) and #37 (-). Press the "ACKNOWLEDGING SWITCH". Does the meter read approximately 32 VDC? If: Yes - Go to Step 3D. No - Check switch and wiring. Make necessary repair.
3D.
Turn system power "OFF" substitute another PN-159B Relay (for "RP") which is known to be operational. Turn system power on press and release acknowledging push button. If this does not restore operation check wiring from "RP" coil to M.TB 36 & 37. *STOP*
II
RP II STICK CIRCUIT 4D.
Turn system power "OFF" substitute another PN-159B Relay (for "RP") which is known to be operational. Turn system power "ON" Press and Release Acknowledging pushbutton. Go to Step SD.
SD.
Does "RP" now operate? If not check for open circuit by taking voltage reading, at the -B coil terminal through the "SPEED CONTROL" switch ·to common, and from +B coil terminal through #1 stick contact of "RP" through the #1 back contact of "A" to positive supply B32. *STOP* INSTRUCTIONS
INOPERATIVE "LP" Relay
lE.
Does "LP" pick up with "ACKNOWLEDGING SWITCH". If: Yes - Go to Step 4E. No - Go to Step 2E.
2E.
Place a voltmeter across MTB #36 (+) and #37 (-). Press the "ACKNOWLEDGING SWITCH". Does the meter read approximately 32 VDC? If: Yes - Go to Step 3E. No Check switch & wiring. Make necessary repair. 6008-A, p. 45
WABCO ~
3E.
Turn System Power Switch "OFF". Substitute another PN-1S9B Relay (For "LP 11 ) which is known to be operational. Turn System Power "ON" - Press and Release Acknowledging Pushbutton. If this does not restore operation check wiring from "LP" coil to MTB 36 & 37. *STOP*
"LP" STICK CIRCUIT 4E.
Turn System Power "OFF". Substitute another PN-1S9B Relay (for "LP") which is known to be operational. Turn System Power ON - Press and release Acknowledging Pushbutton. Got to Step SE.
SE.
Does "LP" now operate? If not check for open circuit by taking voltage readings at the -B coil terminal through the "SPEED CONTROL" Switch to common, and from +B coil terminal through the #1 back contact of "R" through the #1 back contact of "A" to positive supply B32. *STOP* INSTRUCTIONS
INOPERATIVE "SP" Relay
lF •
Does "SP II pick up with "ACKNOWLEDGING SWITCH. If: Yes - Go to Step 4F. No - Go to Step 2F.
2F.
Place a voltmeter across MTB #36 (+) and #37 (-). Press the "ACKNOWLEDGING SWITCH". Does the meter read approximately 32 VDC? If: Yes - Go to Step 3F. No - Check Switch and wiring. Make necessary repair.
3F.
Turn the System Power "OFF". Substitute another PN-1S9B Relay (for "SP") which is known to be operational. Turn the System Power "ON" - Press and release Acknowledging Pushbutton. If this does not restore operation check wiring from "SP" coil to MTB 36 and 37. *STOP*
6008-A,. p. 46
"SP" STICK CIRCUIT 4F.
Turn System Power "OFF". Substitute another PN-1S9B Relay (for "SP") which is known to be operational. Turn System Power "ON" Press and release Acknowledging Pushbutton. Go to Step SF.
SF.
Does "SP" now operate? If not check for open circuit by taking voltage readings at the -B coil to supply common, and from +B coil terminal through the #1 stick contact of "SP" through the SPEED CONTROL S\4?3:t,ch through the #1 back contact of "L" and "R" and "A" to positive supply (B32). *STOP*
INOPERATIVE "LRK"
INSTRUCTIONS lG.
Does the "LRK" de-energize for a short period on upgrade of aspect? If: Yes - Go to Step 3G. No - Go to Step 2G.
2G.
Are "A", "R", "L", "RP", "LP" and "SP" in the correct state (energized-deenergized) as shown in the sequential operation chart? If: Yes - Go to Step 4G. No - See the corresponding Inoperative-Instructions relay heading in this section for the relay.
3G.
Turn System Power "OFF". Check R-C snub across "LRK Coil" using an ohmmeter. NOTE:
Resistor-Capacitor Snub may be isolated from circuit by removing {temporarily) the "LRK" relay and depressing the "ACKNOWLEDGING SWITCH" during the test. Turn System Power "ON"--Press and release Acknowledging Pushbutton. Disconnect and reconnect the AF signal generator lead--this will energize the "MSR" and reestablish a path to the "BR" relay coil. *STOP* 6008-A, p. 47
"LRK" continued
4G. Is the 32 VDC supply voltage present across MTB #46 (+) and MTB #47 (-)? If: Yes - Go to Step 5G. No - Go to Step 8G • 5G. Turn System Power "OFF". Substitute another PN-1598 relay, which is known to be operational, for the "LRK". Turn System Power "ON" - Press and release Acknowledging Pushbutton. Disconnect and reconnect the AF signal generator lead - this will energize the "MSR" a,nd reestablish a path to the "BR" relay coil. Go to Step 6G. 6G. Does the "LRK" energize now? If: Yes - Go to Step 7G. No - Go to Step 14G. 7G. Send the original "LRK" to the shop for repair. *STOP* BG. Is the 32VDC Supply voltage present across MTB 35·(+) and MTB 42 (-)? If: Yes - Go to Step 9G. No - Go to Step lOG. 9G. Turn System Power "OFF". Check continuity of ACKNOWLEDGING SWITCH and wiring to the switch. From MTB #35, MTB #46, MTB #42 and MTB #47. *STOP* lOG. Turn System Power "OFF". Check series bl~cking d~ode co~tinuity. NOTE: Diode may be isolated by depressing the ACKNOWLEDGING Switch during the test. GO TO STEP 11<;. llG. Does the diode test show it to he operational? If:
6008-A, p. 48
Yes--Go to Step l?.G. No --Go to Step 13G.
"LRK" continued
12G. Circuit trace back toward B32 and C supply voltage with the de voltmeter to find the open in the circuit. *STOP* 13G. Replace the defective diode. *STOP* 14G. Turn System Power "OFF". Check continuity of wiring from +A on the relay coil to MTB #46, and from -A to +B, and from -B to MTB #47. GO TO STEP 15G 15G. Make the necessary repair. Replace original "LRK" relay. *STOP*
INOPERATIVE
INSTRUCTIONS
"US", "BR" and "VZ" (all de-energized) see Section 7. 2. 2. If Power source B, Cl tests operative see Overspeed Sub-system - Service !·ianual 6008-D. "VZ II
lH.
Is the AF Generator set at or below 10 Hz, turned off, or disconnected? If: Yes - Go to step 2H. No - Turn it off, or disconnect from Axle Generator, or set it at or below 10 Hz. Now proceed to Step 2H if the "VZ" is yet deenergized.
2H.
Remove LEVEL DETECTOR P. C. Board {-5001). Insert an extender card into it's position, however DO NOT re-insert LEVEL DETECTOR PCB:-~ To Step 3H.
3H.
Connect a test clip lead to Pin #3 on the extender card and connect the other end to MTB #7. Does "VZ" energize? If: Yes - Go to Step 7H. No - Go to Step 4H •
6008-A, p. 49
"VZ" Continued
4H.
Substitute for "VZ". If: Yes No -
another PN-159B relay Does it operate? Go to Step 6H. Go to Step SH.
SH. Remove test jumper and extender card. Remove the relay substitute for vz. Check all wiring and connections. Check diode snub across relay coil. When repair is made replace original "VZ" relay and LEVEL DETECTOR PCB. *STOP* 6H. Send original relay to the shop for repair. Go to Step SH. 7H. OVERSPEED SUBSYSTEM is not operating properly. Go to Step SH and then see Service Manual 6008-D. SH. Remove jumper test lead and extender card. Replace LEVEL DETECTOR P.C.B. *STOP* INOPERATIVE
INSTRUCTIONS
"BR" and "US" Both de-energized - Start at Step #24J under "US" Relay Inoperative Instructions. "US" Relay
lJ.
Connect the positive lead of the voltmeter to component board llA Pin #9, and the negative lead to Main Terminal Board (MTB-8). GO TO STEP 2J.
2J.
Does the voltmeter read +6 voe greater?
~
If: 3J.
Does the voltmeter read +12 VDC or less? If:
4J.
Yes - Go to Step 3J. No - Go to Step SJ.
Yes - Go to Step 4J. No - Go to Step llJ.
Replace the "US" Relay with another -which is known to be operational. *STOP*
6008-A, p. 50
"US" continued
SJ.
Disconnect the positive voltmeter lead from its previous position and connect it to component board llA Pin #6. GO TO STEP 6J.
6J.
Does the meter read the +32 voe Supply Voltage? If: Yes - Go to Step 9J. No - Go to Step 7J.
7J.
Move the positive voltmeter from pin #6 to pin #16 on component board llA. GO TO STEP SJ.
SJ.
Does the meter read the +32 voe Supply Voltage? If: Yes - Go to Step 4J. No - Go to Step lOJ. ·
9J.
Check for an "O!?EN" in the wiring between the "US" relay coil and the series resistor. *STOP*
lOJ. Check for an "OPEN" in the wiring between B32 and the "US" Relays coil terminal. *STOP* llJ. Disconnect the positive lead of the voltmeter from Pin #9 and connect it to pin #19 on component board. llA. GO TO STEP 12J. 12J. Does the voltmeter read +1.8 voe ~ higher? If: Yes - Go to Step 13J. No. - Go to Step lSJ. 13J. Is the Code Test Set's Code Rate Switch set at 180 code? If: Yes - Go to Step 14J. No Go to Step 19J.
6008-A, p. 51
•us• continued
14J.
Turn the system's Power Switch •opp•. Remove the Speed Governor -8303 P.c. Board and place an Extender Board into that position in the card file. Plug the -8303 Speed Governor P.C.B. into the enn of. the Extender Board. GO TO STEP 2 O,J •
!SJ.
Disconnect both voltmeter leads from the equipment. Now connect the positive lead to pin i9 on component board llA and connect the negative lead to pin 119 on component board llA. GO TO STEP 16J.
16J.
Does the voltmeter read greater than +lOVDC? If:
17J.
Yes - Go to Step 17J. No - Go to Step 18J.
The series resistor is •open• or has changed in value. Replace it with another having the correct value. *STOP*
18J.
See overspeed Subsystem Service Manual 6008-D. See, check for a defective Speed Governor Board. *STOP*
19J.
Turn the system's Power Switch •opp•. Remove the Speed Governor -8302 P.C. Board and place an Extender Board into that position in the card file. Plug the -8302 Speed Governor P.C.B. into the end of the Extender Board. GO TO STEP 20J.
20J.
Turn the System's Power Switch to •oN•. Measure the voltage at pin 13 on the Extender P.c. card. GO TO STEP 21J.
6008-A, p. 52
."US" continued
21J.
Does the voltmeter read greater than +2.2 VDC? If: Yes - Go to Step 22J. No - Go to Step 23J.
22J.
There is a high resistance connection or an open in the wiring between the PC card connector and the resistor. Locate and make the repair. Remove the Extender and replace the Speed Governor Board. *STOP*
23J.
Remove the Extender Board and replace the Speed Governor Board (into card file). Disconnect the Voltmeter from the equipment. GO TO STEP 24J.
24J.
Is the Mode Selector Switch in the "R. F. & P." position? If: Yes - Go to Step 25J. No - Go to Step 38J.
25J.
Turn system power switch to "ON". Is the Code Test Set's Code Rate Switch set at 180 code? If: Yes - Go to Step 26J. No ~Goto Step 28J.
26J.
Connect the voltmeter's positive lead to MTB #8 and the negative lead to MTB #69. Does the Voltmeter read 20 voe. If: Yes - Go to Step 65J. No - Go to Step 27J.
27J.
Disconnect the negative lead from the previous position and connect it to MTB #75. Does the voltmeter read 20 voe. If:
28J.
Yes - Go to Step 60J. No - Go to Step 61J.
Is the Code Test Set's Code Rate Switch set at 120 code? If: Yes - Go to step 29J. No - Go to Step 31J.
6008-A, p. 53
"US" continued
29J.
Connect the voltmeter's positive lead to MTB #8 and the negative lead to MTB #67. Does the voltmeter read 20 VDC? If: Yes - Go to Step 65J. No - Go to Step 30J.
30J.
Disconnect the negative lead from the previous position and connect it to MTB #76. Does the voltmeter read 20 VDC? If: Yes - Go to Step 60J. No - Go to Step 61J.
31J.
Is the Code Test Switch set at 75 If: Yes - Go to No - Go to
32J.
Connect the voltmeters positive lead to MTB #8 and the negative lead to MTB #66. Does the voltmeter read 20 VDC? If: Yes - Go to Step 65J. No - Go to Step 33J.
33J.
Disconnect the negative lead from the previous position and connect it to MTB #74. Does the voltmeter read 20VDC? If: Yes - Go to Step 60J. No - Go to Step 61J.
34J.
Is the Code Test Set's Code Rate Switch set at O Code? If:
6008-A, p. 54
Set's Code Rate Code? Step 32J. Step 34J.
Yes - Go to Step 35J.
35J.
Connect the voltmeters positive lead to MTB #8 and the negative lead to MTB #66. Does the voltmeter read 20 VDC? If: Yes - Go to Step 65J. No - Go to Step 36J.
36J.
Disconnect the negative lead from the previous positive and connect it to MTB #73. Does the voltmeter read 20 VDC? If: Yes - Go to Step 60J. NO - Go to Step 37J.
"US" continued
37J.
Disconnect the negative lead from the previous position and connect it to MTB #61. Does the voltmeter read 20 VDC? If: Yes - Go to Step 66J. No - Go to Step 61J.
38J.
Is the Mode Selector Switch in the N.Y.N.H. & H. Position? If: Yes - Go to Step 39J. No - Go to Step 46J.
39J.
Is the Code Test Set's Code Rate Switch set at 180 Code? If: Yes - Go to Step 40J. No - Go to Step 41J.
40J.
Connect the voltmeter positive lead to MTB #8 and the negative lead to MTB #70. Does the voltmeter read 20VDC? If: Yes - Go to Step 65J. No - Go to Step 27J.
41J.
Is the Code Test Switch set a 120 If: Yes - Go to No - Go to
42J.
Connect the voltmeters lead to MTB #8 and the lead to MTB #68. Does meter read 20 VDC? If: Yes - Go to Step No - Go to Step
43J.
positive negative the volt65J. 30J.
Is the Code Test Set's Code Rate Switch set at 75 Code? If:
44J.
Set's Code Rate Code? Step 42J. Step 13J.
Yes - Go to Step 32J. No - Go to Step 44J.
The Code Test Set's Code Rate
Switch is set at O Code. 45J.
GO TO STEP 65J. Connect the voltmeters lead to MTB #8 and the lead to MTB #65. Does meter read 20 VDC? If: Yes - Go to Step No - Go to Step
positive negative the volt65J. 36J. 6008-A, p. 55
"US" continued
46J.
Is the Mode Selector Switch in the P.C.T.C. position? If: Yes - Go to Step 39J. No - Go to Step 47J.
47J.
Is the Mode Selector Switch in the I.C.G. position? If: Yes - Go to Step 48J. No - Go to Step 53J.
48J.
Is the Code Test Set turned on carrier only? If: Yes - Go to Step 49J. No - Go to Step 51J.
49J.
Connect the voltmeters positive lead to MTB #8 and the negative lead to MTB #71. Does the voltmeter read 20 VDC? If: Yes - Go to Step 65J. No - Go to Step 50J.
50J.
Disconnect the negative lead from the previous position and connect it to MTB #75. Does the voltmeter read 20VDC? If: Yes - Go to Step 60J. No - Go to Step 61J.
51J. The Code Test Set is turned "OFF". (No carrier No code). GO TO STEP 52J.
6008-A, p. 56
52J.
Connect the voltmeters positive lead to MTB #8 and the negative lead to MTB #65. Does the voltmeter read 20 VDC? If: Yes - Go to Step 65J. No - Go to Step 36J.
5 3J.
Is the Mode Selector Switch in the U.P. Position. If: Yes - Go to Step 54J. No - Go to Step 67J.
54J.
Is the Code Test Set's Code Rate Switch set at 180 Code? If: Yes Go to Step 55J. No - Go to Step 56J.
"US" continued
SSJ.
Connect the voltmeters positive lead to HTB #8 and the negative lead to X1TB #72. Does the voltmeter read 20 VDC? If:
Yes - Go to Step 65J. No - Go to Step 27J.
56J.
Is the Code Test Set's Code Rate Switch set at 120 Code? If: Yes - Go to Step 24J. No - Go to Step 57J.
57J.
Is the Code Test Set's Code Rate Switch set at 75 Code? If: Yes - Go to Step 58J. No - Go to Step 59J.
58J.
Connect the voltmeters positive lead to .MTB #8 and the negative lead to X:lTB #65. Does the veltmeter read 20 VDC? If: Yes - Go to Step 65J. No - Go to Step 33J.
59J.
The Code Test Set's Code Rate is O Code. Go to Step 45J.
60J.
Check for open circuit in Cab Indicator's Mode Selector Manual 6008-E. *STOP*
6 lJ.
Remove the Shaper Limiter PCB (-5101) and insert an Extender PCB. Plug the Shaper Limiter into the Extender Board. GO TO STEP 62J.
6 2J.
Disconnect the voltmeter from the circuit. Connect the Positive Voltmeter lead to MTB # 8 and the negative lead to pin #4 on the Extender P.C.B. Go to Step 63J.
6 3J
Does the voltmeter read 20VDC?
#
If:
Yes - Go to Step 64J. No - Go to Step 65J.
6008-A, p. 57
"US II continued
64J.
Check for a high resistance or an "open" in the wiring between the Shaper Limiter and the relay logic ("A"-"R"-"L"}or between the relay logic and the Hain Terminal Board. *STOP*
65J.
Component failure has occured within the Overspeed Sub System - See Service Manual 6008-D. *STOP*
66J.
Check Speed Control switch (lA-lB) and connecting wiring to Main Terminal Board for "open" circuit. *STOP*
67J.
Be certain that the Code Selector switch is in the Zero code position. If it is proceed to Step 68J.
68J.
Connect the voltmeters positive lead to MTB #8 and the negative lead to MTB #70. Does the voltmeter read 20 VDC? If:
Yes - Go to Step 65J. No - Go to Step 36J.
INOPERATIVE
INSTRUCTIONS
"BR" Relay NOTE
The •aR• Relay will be de-energized if a penalty brake application was imposed due to either an uncorrected overspeed condition or failure to acknowledge a more restricting aspect (downward move on sequential operation chart) within the specified time {between 4-6 sec.). Therefore, be certain that proper code rate, A.F. Signal Generator frequencie~, and operator response was employed during tests.
6008-A, p. 58
NOTE (CONTINUED) Once the "BR" relay is de-energized the "VZ" and "LRK" must be energized, and the "HSR" must be energized and held over its own stick contact with the Cab Indicator door closed before the speed signal frequency can be increased above 10 Hz. This is accomplished by setting the A.F. Generator at or below 10 Hz, closing the Cab Indicator door, and pressing and releasing .the "ACKNOWLEDGING" Pushbutton (if required) to energize "LRK I I . The "BR" relay has an R-C network across its A coil to achieve the 4 to 6 second delayed drop away (time from removal of energy until relay drops-away). If release time is not correct this network should be checked for open resistor or an open leaky, or shorted capacitor.
lK.
Does the "BR" relay energize initially, but de-energize in spite of a suppression brake application when overspeea? If:
Yes - Go to Step 2K. No - Go to Step 4K.
2K.
Does this occur also with a change to a more restrictive aspect despite Acknowledging with the specified time? If: Yes - Go to Step 3K. No - Go to Step 27K.
3K-
Check the Resistor Capacitor (RC) network that is in parallel with the "BR" relay's A coil. Test for an open, leaky or shorted capacitor or for an open or changed value resistor. Check also continuity of wiring from component board to plug-in relay receptacle • *STOP*
600A-1l
n
c::a
"BR" continued
4K.
Is the "LRK" relay energized? If: Yes - Go to Step 34 K. No - Go to Step llK.
SK.
Set the Sealed II SPEED CONTROL Cut-Out" {SCCO) Switch to the OUT position. Go to Step 6K.
GK.
Is the "BR" relay now energized? If: Yes - Go to Step 7K. No - Go to Step 16K.
7K.
Return II SCCO" Switch to the IN position. Go to Step 8K.
SK.
Connect a DC Voltmeter's Positive lead to MTB 51 and the Negative ~e~d to MTB 49. Go to Step 9K.
9K.
Does the voltmeter read 15 voe or greater? If: Yes - Go to Step lOK. No - Go to Step 17K.
!OK.
Check II SPEED CONTROL CUT-OUT" (SCCO) switch at terminals 2A2L, 2D-2E, and associated wiring for a high resistance connection or "open". *STOP*
llK.
Press and release the Acknowledging Pushbutton. Go to Step 12K.
12K.
Is the "LRK" energized now? If: Yes - Go to Step 13K. No - Go to Step 15K.
13K.
Is the "BR" energized now? If: Yes - Go to Step 14K. No - Go to Step 16K.
14K.
Equipment is operating properly and "BR" should de-energize. Read NOTE which preceeds Step lK on the Inoperative Instructions for the "BR" relay. *STOP*
6008-A, p. 60
.,.
"BR" continued 15K. See "LRK" heading of Inoperative Instructions. *STOP* 16K. Check continuity of series diode. Check also continuity of wiring from MTB #50 through LRK (#3 Front and Heel) to -A terminal on "BR" and from MTB #51 to component board 11 pin 3 and from pin 13 of the same board to +A terminal on the BR relay. *STOP* 17K. Are both the "MSR" and "VZ" relays energized? If: Yes - Go to Step 18K. No - Go to Step 41K. 18K.
Is the Code Test Set transmitting at 180 code rate? If: Yes - Go to Step 19K. No - Go to Step 23K.
19K. Remove the -8303 Speed Governor P.C. Board and insert the Extender board into its place. Insert the -8303 Speed Governor board into the end of the Extender Board. Go to Step 20K. 20K. Disconnect the voltmeter from the previous position. Connect the negative lead to MTB #8 and the positive lead to Pin #2 on the Extender Board. Go to Step 21K. 21K.
Does the voltmeter indicate 15 voe or greater? If: Yes - Go to Step 22K. No - Go to Step 26K.
22K. Check for open in circuit or high resistance connection between PC card Pin #2 and MTB #50. *STOP* 6008-A, p. 61
"BR" continued
23K.
Remove the -8302 Speed Governor P.c. Board and insert the Extender board into its place. Insert the -8302 Speed Governor board into the end of the Extender Board. Go to Step 24K.
24K. Disconnect the voltmeter from the previous position. Connect the negative lead to MTB #8 and the positive lead to pin #2 on the Extender Board. Go to Step 25K. 25K. Does the voltmeter indicate 15 VDC or greater? If: Yes - Go to Step 22K. No - Go to Step 26K. 26K. Some component in the Overspeed Sub-System is inoperative see Service Manual 6008-D. *STOP* 27K. Temporarily set the Brake Control Handle to the SUPPRESSION position. Go to Step 28K. 28K. Connect a DC Voltmeter as follows: Positive lead to MTB #52 and the negative lead to MTB #53. Go to step 29K. 29K. Does the voltmeter measure 32 VDC (Supply Voltage)? If: ·Yes - Go to St~-30K • . - No -..: Go~ t-o~Ste12_ _32K-. 30K. Substitute another PN-159B relay which is known to be operational for the "BR" relay. Does it operate? If: Yes - Go to Step 3lK. No - Go to Step 33K. 31K. Send the defective relay to the shop for repair. *STOP*
600 8-A, p. 62
"BR" continued
32K. Check the Suppression Indication Pressure Switch and the wiring from supply to the contacts and from the contacts to MTB 52 and 53. *STOP* · 33K. Check wiring between "BR" relay's B coil and Main Terminal Board (MTB 52 and 53). *STOP* 34K. Is the "MSR" relay energized? If: Yes - Go.to Stee 35K. No Go to Step 36K. 35K. Is the"VZ" relay energized? If: Yes - Go to Step SK. No - Go to· stei> ·36K. 36K. Disconnect the AF Signal Generator output lead. Go to Step 37K. 37K. Is the VZ energized now? If: Yes - Go to Step 38K. No - Go to Step 39K. 38K.
Is the "MSR" energized now? If: Yes - Reconnect AF Generator output Lead and. Proceed . to_ SJ;:~R-..Sl< •. __ _ If: No - Go to" Ste:g 40K.
39K. See "VZ" heading under Inoperative-Instructions. *STOP* 40K. See "MSR" heading under Inoperative Instructions *STOP* 41K. Read the NOTE preceeding Step P< of-''_BR'.~·_·relay ~~~~~nq_urider Inoperative Instructions. If Note's instructions don't give satisfactory results see VZ (continued next page) 6008-A, p. 6 3
"BR" continued
h~~din,g if eitjler vz-or-vz and MSR are de-energized. See MSR heading if MSR is de-energized and VZ is energized. *STOP*
INOPERATIVE
INSTRUCTIONS
" SPK" Re lay lL. Connect a test jumper from MTB #53 to MTB #8. Does the "SPK" Relay now energize? If: Yes - Go to Step 2L. No - Go to Step 3L. 2L.
Check Suppression Indication Pressure Switch and associated wiring from Cl through contact to MTB #53. Make repair then go to Step lOL.
3L. Connect a DC Voltmeter with the positive lead on Pin 20 of component board llA, and the negative lead on Pin 10 of the same board. Go to Step 4L. 4L.
Does the DC Voltmeter read greater than 12 VDC? If: Yes - Go to Step SL. No - Go to Step 6L.
SL. Diode is shorted or resistor is open (32VDC) or resistor has changed value significantly. Check each. Replace with one of the correct (original) value. Go to Step lOL when repair is made. 6L. Disconnect the DC Voltmeter from its previous position. Connect the positive lead to component board llA pin 17 and the negative lead to pin 7 on the same board. Go to Step 7L. 7L.
6008-A, p. 64
Does the meter read 20 voe or greater? If: Yes - Go to Step 8L. No - Go to Step 9L.
"SPK" continued
SL. Relay is Defective replace with another of the same type. Go to Step lOL. 9L. Check all interconnecting wiring for an open or high resistance connection. Make the necessary repair and go to Step lOL. lOL. When repair is made remove meter and test jumper. Restore all equipment to operational state and close equipment box.
INOPERATIVE "MSR" Relay
INSTRUCTIONS lM.
Is the Cab Indicator door closed? If: Yes - Go to Step 3r·1. Ho - Go to Step 21-l.
2M.
Close the Cab Indicator door securely. Go to Step 3H.
3M.
Decrease the AF Signal Generator frequency to 10 Hz. or disconnect its output lead from the circuit. VZ will energize. Go to S_t~p 4M.
4M.
Is the "MSR" energized now? If: Yes - Go to Step SH. No - Go to Step 6H.
SM.
"MSR" is operating properly. The Cab Indicator door must be closed for it to remain energized. *STOP*
6M.
Connect a DC Voltmeter's positive lead to MTB #26 and negative lead to MTB #27, Go to Step 7i·1.
7M.
Does the meter read the 32 voe Supply Voltage? If: Yes - Go to Step 8r1. No - Go to Step 11..H. 6008-A, p. 65
"MSR" continued
SM.
Disconnect the voltmeter fr,:om its previous position. Connect the positive lead to circuit board 11 - pin 7 and the negative lead to pin 17 on the same board. Go to Step 91-1.
9M.
Does the meter indicate the 32 VDC supply voltage? If: Yes - Go to Step !Oil. No - Go to Step 121·1.
10.M.
Replace the "MSR" relay with another PN-159B which is known to be operational. *STOP*
llM.
Check Cab Indicator door switch and all wiring from supply (B32,C) to the door switch and from the switch to MTB #26 an the positive side and MTB #27 on the negative side. *STOP*
12M.
7.2.5
Check all wiring and connections (including coil A to coil B jumper) and from +A and -B back to MTB #26 and MTB #27.
FIELD EXPEDIENT MAINTENANCE
The following is a quick reference chart for use when a breakdown occurs at a place where test equipment is not readily available and when the locomotive must be made operable. The indicated substitution(s) may restore operation in order to move the locomotive to a test track where a dynamic checkout using simulated track code and speed signal can be performed.
6008-A, p. 66
..
SYMPTOM/POSSIBILITY CHART IMPROPER OPERATION OBSERVED POSSIBLE CAUSES ON
ASPECT DISPLAY ONLY
CLEAR ONLY APPR. MED ONLY APPRO. ONLY RESTR. ONLY
LAMP OR LAMP WIRING
4SPECT & CORRESPONDING SPEED LIMITATION
CLEAR ONLY APPR. MED ONLY APPR. ONLY CLEAR,APPR.MED AND APPR.
DIFFICULTY WITH "A" RELAY OR 180 D.U. OR (ASSOC. WIRING) DIFFICULTY WITH ''R" RELAY OR 120 D.U. OR (ASSOC. WIRING} DIFFICULTY WITH "L" RELAY OR p::, D. U. OR (ASSOC. WIRJ.~G> DIFFICULTY WITH TRACK RECEIVER, MASTER RELAY, REVERSER SWITCH OR ASSOC. WIRING
STAGE Whistle
O'\
0 0 CX)
.
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INOPERATIVE ON
OBSERVATION Whistle
WHEN On Appr. Med. Onlv on AoProach On.Lv On Restricting Only
ACTION TAKEN Acknowledging or Speed Reduction
POSSIBLE CAUSES "RP" Relav--Circuitrv "LP" Relay--C1rcuitry "SP" Relav--Circuitrv
Then
Sounds
When power turned on Fails to Stop the & occurs on all aspects. Whistle and
Shaper PCB, "LRK", or LRK blocking diode open.
Braking
Continuously
On Apr Med, Appr. Rest. On Clear Only
Shaper or Speed Filt #1 Shaper or Speed Filt #2
Braking occurs after 4 to 6 seconds.
°'0 0
Q)
SYMPTOM/POSSIBILITY CHART {cont'd)
I ~
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STAGE
OBSERVATION
WHEN
POSSIBLE CAUSES
ACTION TAKEN
•
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B~ake Suppression Pressure Switch contacts or binding mechanically.
Brakes Come On
4-6 Sec. after an overspeed condition
Brake Suppression Application was made by engineman.
Brakes Come On
4-6 Sec. after a change to a more restrictive aspect
Acknowledgement made Brake Suppression and brake suppression Pressure Switch Contacts or binding made. mechanically substitute another relay for "LRK" {#3 Front & Heel Contact).
After a penalty brake application
Initally - None
Check "VZ" and "BR" check also "LRK" if penalty was due to change to a more restricting aspect.
On initial startup when power is turned "ON"
Power switch turned "ON"
Shaper {V=O), Level Det., either Speed Filter, B-Cl source filter in amplifier, "MSR" "BR" "VZ" or "SCCO" switch.
When overspeed or a change to a more restrictive aspect
Overspeed--Braking Aspect--Acknowledgement and BraKing.
Resistor--CapacitorCapacitor Network across "BR" relay coil.
BRAKING
ONLY UNABLE TO RELEASE BRAKES
Penalty Braking occurs too soon/ too late.
~
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OBSERVATION
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Neither "ACKNOWLEDGING" Nor speed reduction stops whistle
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Not Operational
ALWAYS or INTERMITTANTLY
-----
'Whist., Valve, "SCCO", "US", "BR"
Short Bursts
With Upgrade of Aspects
None Required
R-C Network across "LRK"
Actual overspeed limit too high or too low
Duri~g Operation
-----
ONLY
O"I 0 0
POSSIBLE CAUSES
Continues to Sound WHISTLE
OVERSPEED
ACTION TAKEN
Measure locomotive wheel diameter, then check wheel dia. switch setting. (Check sw. itself)
SECTION VIII EQUIPMENT REFERENCE Circuit Plans are included at back of Pamphlet PAMPHLET NUMBER
EQUIPMENT Equipment Box Shelf for Box Fuse - 5 Amp Amplifier Master Relay 180 Decoding Unit 120 Decoding Unit 75 Decoding Unit Style PN-59 Relay ( .3 required) Non-Vital Relay (2 required) Style PN-159B Relay ( 7 required) Receiver mounting Bracket Speed Control Switch Blue "VO" Lamp Cab Indicator Cab Indicator lamps Bulb Remover Left Hand Track Receiver Complete Right Hand Track :i:teceiver Complete
PIECE NUI-IBER
SM-6008-B SM-5683-A SM-5684-A SM-5684-A SM-5684-B
N451088-l 701 N451463-0101 "J71165 N451463-0101 N326921 N326919 N332690 N326920
SM-5624-A
N273665 J726153-0019 N436788 Ml99455
SM-4551-W
J725707-0067 J714241
SM-6008-C
N451461-0201 J714279 M451151-0601 N437215
SM-6008-C
N437215-001
SM-6008-E
Each Track Receiver include of·the following: 1 - Angle Top 1 - Angle Bottom 2 Bracket 1 - Receiver Bar Complete with coil
6008-A, p. 70
UM437201 UM.437202 UM199455 UN396278-002
Additional Parts List for Shelf and Box. EQUIPMENT Fuse holder Capacitor 1000 MFD 50V Capacitor 10,000 Mfd, 75V Capacitor 5900 Mfd. 75V Bottom Shock Absorber Top Shock Absorber Wheel Wear Switch Bar, Hold Down for Printed Circuit Boards Nut 5/16-24-Hold down for PN-59 relay Nut-10-32 Hex Hold down for Master relay Switch Power or Lock Bolt Hold down for PN-159B Switch Sealed Speed Control Cut-Out Latch For Plug-In Units Thumb Screw for latch Over Speed System SM 6008-D Flasher Printed Circuit Board Shaper Printed Circuit Board Level Detector Printed Circutt Board Speed Governor Printed Circuit Board #1 ~peed Governor Printed Circuit Board #2 Magnetic Axle Generator Complete (SM 6008-D) · Including the following: Generator · Drive Shaft Junction Box Cable only with Connector EPUV Whistle Magnet Valve Whistle Acknowledging Push Button Actuator only Acknowledging Actuator Contact Block (2 req'd} Speed Control Switch Pressure Switch NO Switch Close at 35 P.S.I. {suppression Pipe} Open at 20 P.S.I. Pressure Switch N.C. Switch Open at 40 P.S.I. (EP CUT-OUT) Close at 20 P.S.I. H5A Relay Air Valve 25# Spring 3-Way Vented Sealed Cock
PIECE NUMBER J717016 J670744 J709145-0210 J709145-0209 J751303 J751302 J725707-0078 N451158-7603 J48192 J04172 J725534 R451299-0104 J725707-0068 N326753 M326736 N451404-2601 N451404-5101 N451404-5001 N451404-83()2 'N451404-8303 'X451350-1301 iN451125-7003 N451125-7901 rN285017 rN451125-5501 ;J337374 rJ337375 rN253924 fJ725829 iJ725707-0069 'J725707-0067 'J725707-0066 "J725 707-0065 .J337143 'J321081
6008-A, p. 71/72
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FIGURE 8-2
TYPE EL CAB SIGNAL ANO OVERSPEEO
6008-A, p. 75/76
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0451276-2803
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NOTE: IN WIRING WABCO TRAIN CONTROL AND/OR CAB SIGNAL EQUIPMENT, ALL WIRING EXTERNAL TO THIS EQUIPMENT SHALL BE RUN SO THAT ISOLATION IS OBTAINED FROM OTHER LOCOMOTIVE WIRING TO PREVENT MIS-OPERATION OF THE TRAIN CONTROL AND/OR CAB SIGNAL SYSTEM FROM INTERFERENCE.
STANDARD CIRCUITS
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0451276-2804 TYPE EL CAB SIGNAL ANO OVERSPEEO STANDARD CIRCUITS
FIGURE 8-4 6008-A, p. 79/80
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FIGURE 8-5
6008-.A, p. 81/82
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