An item which was part of the mobile simulator unit used for the DPU training classes was a North American Cab controller which used two of the latest items to come to locomotive technology: the integrated display screens and electronic air brake control system. This month's column will be dealing with the integrated displays. You will also read about some actual situations which have been encountered, and their whys and their ways to be handled.
Integrated Display: Histories and Applications
To the transportation industry overall, the use of integrated display readouts is not entirely new, as for the past few years, this technology has been used on both aircraft and military equipment.
Earlier in this decade, these type of applications began seeing their way onto locomotives. In both instances, the firsts occurred with UP power; it began with SD60M unit No. 6268, which was constructed in November of 1990 by General Motors.
This was also the first road freight locomotive to be equipped with both the E-Brake system and integrated electronics. Then in October of 1991, General Electric constructed C41-8W unit No. 9480; it became a first in two ways as well; the first GE integrated screen displays unit, along with the first to have the E3102 E-Brake system. This version allowed for programming the air brake setups thru the integrated display screens via selection of the air brake menu.
The E3101 system, which was the original version used on unit 6268, performed these tasks via use of a function keypad directly on the cab control unit (this is the format used on the 9300 series C40-8 units, but the keypad was a more extensive model that what is now in use).
Unit 6268 has now been retrofited with the E3102 brake system, and air brake setup changes are performed thru the integrated screens.
ICE and IFD: What they are:
ICE and IFD are acronyms for Integrated Cab Electronics and Integrated Function Displays. ICE is used on the GM units, and the IFD is found on the GE product.
Both systems allow for the consolidation of train situation and warning indicators onto interactive display units. This makes for a better cab environment, as there is now no clutter from separate boxes, such as for the E-O-T and pacesetter control systems.
A format for what the operator may expect was standardized on by the AAR; as examples, the upper left hand corner will have the air brake gauges, the right hand corner will have the amperage/tractive effort meter and throttle position. The speedometer will be in the top center portion of the screen; it may be either the digital or the gauge face type of displays.
In the case of the Conrail SD60M units, many of you have notice their use of a bar graph type of screen; this was a move done by their company to standardize on the same type of format GE was using when they initially introduced their integrated display system. Now, their units are being changed over to the AAR standard format. Display Screen Failure:
In the event that there is a loss of all display screens, the condition will trigger an alarm bell to warn you of this fact. The locomotive air brakes will then go into what is called a failure penalty brake application.
During this time, the locomotive air brakes will not be capable of actuating the application, so extreme care must be exercised when this event occurs.
Should you be unable to regain the screens via rebooting the screen display circuit breaker, you must then place the locomotive as a trailing unit.
Be sure to place on the circuit breaker switch a non complying tag to alert others of this situation.
Real Life Situations Q & A:
So far, we have covered the integrated displays being used in conjunction with the E-Brake system. So now, let me throw this interesting question to you.
Is it possible to have a locomotive equipped with integrated displays, but have the older pneumatic air brake control system? If you said yes, you got the right answer. About two years ago, I go to see this first hand on Norfolk Southern SD60 unit No. 6696.
In order for these two systems to be able to work together, an interpreter device called a Locomotive Control Concentrator has to be used so that the pneumatic air brake operations can be translated into an electronic readout for the display. This device is not necessary if the E-Brake system is in use.
Real Life Troubleshooting Situations:
Yes, I have had some interesting moments with regards to troubleshooting some of the malfunctions which have surfaced on some of these type of equipped locomotives: here is one which happened here just last year which involved aConrail ICE & EPIC equipped SD60M coupled up to a Dash 8 unit.
When the Dash 8 unit was being cranked, a strong signal was sent thru the jumper cables to the ICE unit. The ICE system sensed this as a power surge which could overload and burn out the electronics, so this activated a protection circuit which dropped out the normal screen displays and placed on them in red letters the message INITIALIZATION DATA NOT FINALIZED.
What this means is that the ICE screens are not "talking" to the computer as a result of the computer unit being tripped out from the surge. To restore the screens, reboot the ICE circuit breaker, and they should come back.
If these types of locomotives are going to be used together, and they are not as yet cranked up, then start them before connecting the jumper cables between them. In a future issue of CROSSROADS, I will attempt to bring you an update on whether a cure for this has been found.
Situation No. 2:
A GE unit comes in as a trailing motor of a consist; the screen displays have at the top the message of WAITING FOR INITIALIZATION FROM IFC. What does this indicate? This message is also indicating that there is no communication between the displays and the computer system, due to the main controller to the IFC going down. In this particular instance I had, cycling the display screen circuit breaker did not bring back the display screens, so possibly, there was already corruption or destruction of the computer system.
This condition will not affect operation of the locomotive while it is in a trailing mode, except for the following: if the unit has the E-Brake system, you will only have a maximum independent brake cylinder pressure amount of 45 lbs.; due to the screen failure, it now places the E-Brake system into a failure mode, so aside from this, all other operating functions of the E-Brake system will remain in effect.
Situation No. 3:
While stopped at a siding north of Denison, Texas, I go back to look at the second out of three unit powering a loaded coal train, it was a Conrail SD60M. In noticing that the ICE screens would not come up after touching soft keys on the controls,
I noticed that the ICE circuit breaker had been turned off. When I turned it back on, the unit started blowing air into the cab and the electronics were doing all kinds of things. But the key item I noted as to why this was done was that it was believed the unit could be placed into the trailing mode.
The item which transpired as a result of turning the breaker back on was the activation of a memory in the computer which can recall what status the screens and air brakes were in when the breaker was shut off. You cannot place the E-Brake system into a cutout, trailing mode by turning off the ICE circuit breaker. So please, don't get that impression.
A Sneak Preview: Next month's article will focus more in-depth on the E-Brake control system. It will also outline some of its operations, along with some of the actual experiences I have been through which I will pass along to you.
A look at other locomotive world happenings:
SD90MAC Report-- The SD70MAC units of the Burlington Northern railroad are beginning to make more frequent appearances on the run-thru coal trains going to Pryor, Oklahoma. They are operating in pairs along with one or two of UP's locomotives.
SD90MAC Report-- There have been occasional appearances into Fort Worth of these locomotives. Up to press time, they had not been officially been released into systemwide service; however, once they are, they will be going into coal train service.
Unit 8008 was in Fort Worth for 10 days to do orientation classes for the diesel shop personnel. It's next scheduled stop for these training sessions is slated to be Kansas City.
Questions and Answers:
Q. In a penalty or emergency brake application condition, will the AC Traction model locomotives retain dynamic braking capability?
A. Yes. They are also equipped with the 20 second power throttle knockdown delay system for when any emergency application occurs from any source except for the conductors emergency valve or initiation by the engineer.
A Closing Thought: A brother engineer asked if I would pass along to you the following thought: "Do your work with enthusiasm?" Work as if you were serving the Lord, not as if you were serving only men and women. Remember that the Lord will give a reward to everyone, slave or free, for doing good. Masters, in the same way, be good to your people. Do not threaten them, Remember that the One who is your Master and their Master is in Heaven, and He treats everyone alike." (Eph. 6:7-9).
Be safe, and thank you for reading.
Marcell is a locomotive engineer working out of Fort Worth.