16-Reference 05- UTA EFI Conversion - Operators Manual 2019Nov.pdf

MotivePower A Wabtec Company

MP36PH-3C

EFI Conversion Units

OPERATOR’S MANUAL

U T A i

MP36PH-3C Foreword

UTA EFI Conversion, November 2019

October 2019

MotivePower Inc.

4600 Apple Street

Boise, Idaho 83716 Telephone: (208) 947-4800

OPERATOR’S

MANUAL

MP36PH-3C Locomotive

UTA

EFI Conversion Units

Foreword MP36PH-3C ii UTA EFI Conversion, November 2019

© Copyright 2009, 2019 by MotivePower, Inc.

All rights reserved. First edition published 2009 Second edition 2019

Neither this document, nor any part thereof, may be printed without the expressed written consent of MotivePower, Inc.

Contact MotivePower, Inc., 4600 Apple Street, Boise, Idaho 83716, Telephone: (208) 947-4800.

iii

MP36PH-3C Foreword

UTA EFI Conversion, November 2019

Foreword

The MP36PH-3C locomotive was originally manufactured by MotivePower, Inc., in Boise, Idaho. Some have been modified with an EFI conversion kit to meet more stringent emission standards.

This manual contains a detailed description of the MP36PH-3C locomotives that have had the EFI conversion kit applied. It is a guide to the operation of these locomotives and their equipment. The information herein is compiled for these con-verted locomotives and supplements other applicable railroad handling instructions.

The information contained in this Operator’s Manual is based on the original MP36PH-3C locomotives, as modified with the EFI conversion kits. It may not address modifications made by others.

Purpose

The purpose of this manual is to familiarize the operating crew with the MP36PH- 3C locomotive systems, operation, and troubleshooting procedures. Locomotive familiarization increases dispatch reliability and safety, and reduces downtime.

Foreword MP36PH-3C iv UTA EFI Conversion, November 2019

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MP36PH-3C Foreword

UTA EFI Conversion, November 2019

TABLE OF CONTENTS

Description Page

Section 1 - General Description

1.2 General Description 1-12

1.3 Locomotive Propulsion 1-13

Foreword MP36PH-3C vi UTA EFI Conversion, November 2019

Section 2 - Operation

2.1 Operation - General 2-2

2.2 Ground Inspection 2-2

2.3 Lead Unit Cab Inspection 2-3

2.4 Engine Room Inspection 2-4

2.5 Engine Inspection 2-5

2.6 Trailing Unit Cab Inspection 2-5

2.8 Starting The Diesel Engine 2-20

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MP36PH-3C Foreword

UTA EFI Conversion, November 2019

2.9 Starting Trailing Unit Diesel Engine 2-26

2.10 Placing Units “On Line” 2-26

2.11 Precautions Before Moving Locomotive 2-27

2.12 Handling A Light Locomotive 2-28

2.13 Draining Main Air Reservoirs 2-29

2.14 Coupling Locomotive Units Together 2-29

2.15 Coupling Locomotive To Train 2-31

2.16 Starting A Train 2-32

2.17 Accelerating A Train 2-33

2.18 Air Braking With Power 2-34

2.19 Operating Over Rail Crossing 2-34

2.20 Running Through Water 2-34

2.21 Wheel Slip Correction 2-35

2.22 Locomotive Speed Limit 2-35

2.23 Mixed Gear Ratio Operation 2-36

2.24 Double Heading 2-36

2.25 Operation In Helper Service 2-36

2.26 Blended Braking 2-37

2.27 Blended Brake Wheel Slip Control 2-39

2.28 Isolating a Unit 2-39

2.29 Changing Operating Ends 2-39

2.30 Stopping Engine (Propulsion) 2-42

2.31 Freezing Weather Precautions 2-43

Foreword MP36PH-3C viii UTA EFI Conversion, November 2019

2.32 Draining The Cooling System 2-44

2.33 Towing The Locomotive In Consist 2-45

2.34 Lead Unit Hep Operation With Dead (Towed)

Trailing Unit 2-46

2.36 Layover Protection 2-53

2.37 Communications System Operation 2-55

Section 3 - Troubleshooting

3.1 Troubleshooting Introduction 3-2

3.2 QES-III Alarms And Messages 3-2

3.3 Troubleshooting Charts 3-26

1-1

MP36PH-3C Section 1 - General Description

UTA EFI Conversion, November 2019

SECTION 1

GENERAL DESCRIPTION

Section 1 - General Description MP36PH-3C

1-2 UTA EFI Conversion, November 2019

1.1 General Data

Head End Power System (HEP):

1-3

MP36PH-3C Section 1 - General Description

UTA EFI Conversion, November 2019

Storage Battery

Major Dimensions

Supplies

Sand Capacity:

Curve Negotiation Capability

Top Speed (based on overspeed setting) 79 MPH

Section 1 - General Description MP36PH-3C

1-4 UTA EFI Conversion, November 2019

Fi gu re

-1

M P3

6P H

-3 C

L oc om ot iv e

To p

Vi ew

1.

N um be r B oa rd

2.

C ro ss in g Li gh t &

M ar ke r L ig ht

3.

H ea dl ig ht 4.

Sa nd F ill 5.

R ad io

A nt en na

6.

B lo w er

V en t 7.

Si le nc er H at ch

8.

D yn am ic

B ra ke F an s

9.

M ai n C oo lin g Fa ns

B lo w er V en t

H

EP

C oo lin g

Fa n

H

EP

E ng in e

Ex ha us t

R ea r P la tfo rm

Pl at fo rm

L ig ht

14 15

1-5

MP36PH-3C Section 1 - General Description

UTA EFI Conversion, November 2019

Fi gu re

-2

M P3

6P H

-3 C

L oc om ot iv e

Ri gh t S id e Vi ew

1.

F

-ty pe

C ou pl er

2.

H an dr ai ls

3.

P la tfo rm L ig ht

4.

R ea r H ea dl ig ht s 5.

G ra b Ir on s

6.

H

EP

C om pa rtm en t D oo rs

En gi ne

R oo m D oo rs io A nt en na

F ill

. F ro nt

H ea dl ig ht s

. C ro ss in g/

M ar ke r L ig ht s

. N um be r B oa rd

H or n

Su bb as e C om pa rtm en t D oo r

2-

A xl e Tr uc k

A ir

D ry er

M ai n A ir R es er vo irs

Em er ge nc y Fu el C ut -o ff Sw itc h

Fu el

T an k

Sa nd T ra p

C om pa rtm en t

C ab

D oo r

R ea r D oo r

St ep s

11 12

Section 1 - General Description MP36PH-3C

1-6 UTA EFI Conversion, November 2019

Fi gu re

-3

M P3

6P H

-3 C

L oc om ot iv e

Le ft

Si de

V ie w

1.

H

-ty pe

C ou pl er

2.

N um be r B oa rd 3.

C ro ss in g/ M ar ke r L ig ht s

4.

F ro nt

H ea dl ig ht 5.

S an d Fi ll 6.

C ab

D oo r 7.

R ad io A nt en na 8.

P er so nn el D oo r

A cc es so ry R ac k

D oo rs

G ra b

Ir on s

H or n

Sa nd

N oz zl e

2- A xl e

Tr uc k

Fu el T an k

Fu el

F ill er

Em er ge nc y

Fu el

C ut

-o ff

Sw itc h

B at te ry

C om pa rtm en t

St ai rs to

P er so nn el /C ab D oo rs

A ir

D ry er

Su bb as e (H

VA

C

) C om pa rtm en t D oo r

El ec tro ni c B el l

C ab

S ig na l P ic k

U p

C oi l

G ra b

Ir on

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MP36PH-3C Section 1 - General Description

UTA EFI Conversion, November 2019

Fi gu re

-4

M P3

6P H

-3 C

L oc om ot iv e

Le ft

Si de

V ie w

Sh ow in g

Eq ui pm en t)

2 13

5 31

1.

um be r B oa rd

2.

ro ss in g/ M ar ke r L ig ht

3.

Fr on t H ea dl ig ht

4.

ol lis io n Po st 5.

F ill 6.

O pe ra to r's

C on so

U pp er C on so ab D oo r ig h Vo lta ge

C ab in et

. R ad io

A nt en na

. I ne rti al F ilt er

. I ne rti al F ilt er

B lo w er

. A ux ili ar y

G en er at or

. S ile nc er

. D yn am ic B ra ke

F an s ( 2)

. 6

F3

B D ie se l E ng in e

. D yn am ic B ra ke

R es is to r G rid s

. E ng in e

C oo lin g

Fa ns

(3

. R ad ia to r B an ks

(2

. M ai n

Ex pa ns io n Ta nk

. O il

C oo le r

. A ir C om pr es so r

. H

EP

F ilt er B lo w er

. D us t B in

B lo w er

. H

EP

C oo lin g Fa n

. H

EP

E ng in e

M uf fle r A ss em bl y

. H

EP

A lte rn at or

. H

EP

E xp an si on

T an k

. H

EP

D ie se l E ng in e

. S an d Tr ap A cc es s

. F -T yp e

C ou pl er

. H an d

B ra ke

. S an d N oz zl e

. H

EP

R el ay C ab in et

. H

EP

C ab in et

A ir

Fi lte r B ox

. H

EP

C on ta ct or

C ab in et

. 2

-A xl e Tr uc k

. K

IM

H ot st ar t

. F ue l F ilt er

A ss em bl y

. L ub e O il Fi lte r

. F ue l T an k

. F ue l D ia l G au ge

. F ue l F ill er a nd

S ig ht G la ss

. B at te ry B ox

. E ng in e

St ar te r M ot or s

. A ir

R es er vo irs (2

. A ir

D ry er

. A R

/C

A

A lte rn at or

. H V

C F ilt er

B ox

. H or n

. E le ct ro ni c B el l

. S no w

P lo w

. C ab

S ig na l P ic k

U p

C oi l

Section 1 - General Description MP36PH-3C

1-8 UTA EFI Conversion, November 2019

Figure 1-5: MP36PH-3C Locomotive Front End View

Figure 1-6: MP36PH-3C Locomotive Rear End View

Receptacle (red)

6. 27-Pin Loco MU

10. Sand Fill

11. Rear Carbody Door

12. Handrails

13. Safety Chain

14. F-Type Coupler

11. Grab Iron

12. Snow Plow

13. F-Type coupler

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MP36PH-3C Section 1 - General Description

UTA EFI Conversion, November 2019

Figure 1-7: Cab Arrangement, Front View from Inside Cab

11. HEP Trainline Setup Switch

4 6 7 8

5 11

HEP

ENGINE

OFF

AC

POWER

ON

AC

POWER

OFF RUN

PHASE

LIGHT A

PHASE

LIGHT C

FILTER

MOTOR

TRIP

HEP

T.L.

COMPL

HEP

SYS

GRND

GEN

FAIL

FEED THRU

TRAIN COUPLED

TO F END

OR BOTH ENDS

TRAIN COUPLED

TO B END

ONLY

HEP TRAINLINE SETUP

CENTER RIGHT RIGHT

LOCOMOTIVE

HEP

LOCOMOTIVE

HEP

LAYOVER

SWITCH

HVAC

OFF

LOW

VENT

HIGH

COOL

COOL

LOW

HIGH

HEAT

HEAT

MED

HIGH

VENT

HEAT

LOW

LOW

OFF HIGH

ENG AUX HEATER

BBL

RESET

ON

OFF

LEFT CENTER LEFT

DANGER

HIGH VOLTAGE

WITHIN

FULLY EQUIPED

FRA PART 223

GLAZING

CONTROL

& FUEL

GEN

FIELD

ENG

RUN

MARKER

LIGHTSLIGHTS

GAUGEWINDOW

DEFROST

DOOR DYN

BRAKEBYPASSBYPASS

ZERO SPEED

GAUGE LTS

TMS

CLOSE

MAIN

BRK

ENG

FAIL

ATS

IN

OUT

ON

OFF

HEP/EL

IDLE

Section 1 - General Description MP36PH-3C

1-10 UTA EFI Conversion, November 2019

Figure 1-8: Cab Arrangement, View of Rear Wall from Inside Cab

QES

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MP36PH-3C Section 1 - General Description

UTA EFI Conversion, November 2019

Figure 1-9: Cab Arrangement, Plan View

1. Refrigerator

2. Left Cab Door

3. Fire Extinguisher

4. Helper’s Seat

5. Helper’s Console

6. Emergency Brake Handle

7. Sand Boxes

8. Air Brake Equipment

9. Cab Signal

10. Operator’s Console

11. Throttle

12. Brake Handle Unit

13. Operator’s Seat

14. Strip Heaters

15. Access Trap Doors

16. Right Cab Door

17. Engine Room Door

8 9

Section 1 - General Description MP36PH-3C

1-12 UTA EFI Conversion, November 2019

1.2 General Description

The MP36PH-3C, illustrated in Figure 1-1 through 1-9, is a new diesel-electric lo-comotive developed for passenger service. The locomotive has a sleek aerodynamic cab/nose that provides a modern, comfortable environment for the crew. The cab is well insulated for temperature and noise control, with the noise controlled to not exceed 82 dBA. The operator’s position features a console control station.

The MP36PH-3C is equipped with a turbocharged 16 cylinder diesel engine that develops 3600 horsepower at maximum RPM. The main generator converts this mechanical energy into electrical energy which is distributed through the high voltage cabinet to the traction motors. Each of the four traction motors is directly geared to a pair of driving wheels. This model has 60:17 gearing and a maximum operating speed limit of 79 MPH.

The MP36PH-3C is equipped with a 425 kW Head End Power (HEP) generating system consisting of a Caterpillar C18 Series diesel engine driving a Stamford AC generator. Adjacent electrical cabinets house all HEP related control equipment and switchgear.

The HEP system generates AC power for electric heating, air conditioning and car lighting for the entire train. The operating controls and appropriate warning lights for this equipment are located on the upper door of the HEP control cabinet in the HEP compartment. An additional set of HEP system switches and warning lights are also located on the HEP remote control panel in the cab, as well as the 2-position HEP Trainline Setup switch that controls the transfer of the trainlined AC power load.

While each locomotive is an independent power source, several may be combined in multiple operation to increase load capacity. The operating controls on each unit are jumpered or “trainlined” to allow all the locomotives to be simultaneously controlled from the lead unit. Control system interlocking prevents paralleling of HEP systems between locomotives.

Figure 1-4 shows the general arrangement of the locomotive and identifies the major components.

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MP36PH-3C Section 1 - General Description

UTA EFI Conversion, November 2019

1.3 Locomotive Propulsion

The main diesel engine is the source of locomotive power. Unitized storage bat-teries provide the energy required to start the diesel engine. The engine start switch controls battery power to the two starting motor solenoids mounted at the lower rear right side of the engine. These electrical solenoids engage the starting motor pinions with the engine ring gear. When both pinions are engaged, battery power is applied to the starting motors to crank the diesel engine.

The QES-III microprocessor locomotive control system will automatically control the purge operation during initial starting. However, if the engine should hydrauli-cally lock up during engine purge, then the cylinder test valves must be manually opened and the engine cranked over through one complete revolution. This ac-tion will purge any undesired liquids that may have collected in the cylinders and prevent damage to the piston assembly. After manual purging, the cylinder test valves must be closed before starting the engine.

The diesel engine also must be primed with fuel prior to starting. The QES-III system automatically primes the engine when the START pushbutton is pressed by applying battery power to the fuel pump which pressurizes the injector system with fuel. The fuel pump moves the fuel from the fuel tank under the locomotive to the injectors. After the entire system has been supplied fuel, and the injector racks positioned, the cylinder will fire when the engine is cranked. With the engine running, the fuel pump motor is powered directly by the auxiliary generator.

The diesel engine, when running, directly drives three electrical generators and their associated cooling fans, a multi-cylinder air compressor, traction motor blowers, and the water and lube oil pumps. The engine-driven components of the locomo-tive system must convert the engine power to other forms of energy to perform their individual functions.

1. The AR10 main alternator rotates at engine speed generating alternating cur-rent (AC) power. This power is then converted to direct current (DC) power by internal rectifier banks and directed to the traction motors.

Section 1 - General Description MP36PH-3C

1-14 UTA EFI Conversion, November 2019

2. The CA5 companion alternator is physically coupled to the AR10 main alter-nator. It supplies current to excite the main generator field and to power the radiator cooling fans, the inertial filter blower and various transductors and control devices.

3. The AC auxiliary generator is driven by the engine gear train at three times engine speed. It provides 55 volt AC power which is rectifed through a full wave bridge to 74 VDC for excitation current to the CA5 companion alternator.

The auxiliary generator also supplies the 74 volt power needed for locomotive control, cab strip heaters, locomotive lighting, and battery charging circuits.

4. The air compressor, located directly behind the accessory rack, supplies the necessary air pressure for brakes and other pneumatic devices such as sanders, windshield wipers, shutter operating cylinders, and horns.

5. The engine gear train drives two centrifugal water pumps which circulate coolant through the engine.

6. The lube oil pumps are also connected in the engine gear train. They supply lubricating oil to critical operating surfaces throughout the engine.

Major components of the diesel-electric power system take power from the diesel engine. The electrical nature of this system is seen in the conversion, application, and control of that power.

The AR10 main generator supplies electrical energy to the high voltage control cabinet. This cabinet controls the distribution of power to the traction motors by means of its internal switchgear. The switchgear consists of power contactors, relays, and switches which direct the flow of power as dictated by the control circuits. The control circuits are low voltage (74 volt DC) devices that respond to the operating controls in the cab and to operating conditions.

A major part of the locomotive control system involves the interrelated functions of the throttle, QES-III, and the Electronic Fuel Injection (EFI) system. To provide the smooth start-up acceleration associated with passenger operation, the traction motors are connected in full parallel.The throttle controls AR10 excitation current, and the EFI maintains the set speed in each throttle position.

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MP36PH-3C Section 1 - General Description

UTA EFI Conversion, November 2019

As the throttle is advanced to a higher position, the engine speed increases, and the electrical system causes a larger current to flow in the AR10 field. This increased excitation current results in an increase in power to the traction motors. Thus, the locomotive power is increased progressively in throttle steps as the engine speed increases.

The EFI controller holds the engine speed at a constant RPM as set by the throttle. It does this by varying as required the fuel injected to each cylinder. Actual operating conditions create varying train loads. When the load changes, the load regulator (QES-III software routine) acts to vary alternator excitation.

The MP36PH-3C has four DC traction motors located in the trucks under the loco-motive. Each traction motor is geared directly to the axle on which it is mounted.

These motors are supplied power through the high voltage control cabinet at the rear of the cab.

Section 1 - General Description MP36PH-3C

1-16 UTA EFI Conversion, November 2019

1.4 Locomotive Equipment

This section provides a brief description of the controls and indicating devices used by the locomotive operator. The majority of these controls and indicators are located in the locomotive cab (Figure 1-7 through 1-9).

An exception is the ENGINE START switch—one is located on the engine control panel in the cab, and the other is located at the equipment rack in the engine room on the right side of the locomotive. One of the two HEP Idle-Run switches is an-other exception; the primary switch is located on the HEP remote control panel in the cab, and the secondary switch is located on the HEP relay cabinet in the HEP equipment room at the rear of the locomotive. Both switches must be in the HEP RUN position for proper operation of the HEP system. All other basic control equip ment used during locomotive operation are found within the cab. The controls and indicating devices are grouped by area or system as follows:

• Operator’s Control Console

• Upper Console

• Helper’s Console and Area

• Short Hood Equipment

• High Voltage Cabinet

• Subbase Compartment Equipment

• Accessory Rack

• Layover Protection System

• Head End Power System

• Microprocessor Systems

1-17

MP36PH-3C Section 1 - General Description

UTA EFI Conversion, November 2019

1.4.1 Operator’s Control Console

The operator’s control console (Figure 1-10) contains switches, gauges, and equip-ment for operation of the locomotive. The individual components are described, together with their functions, in the following paragraphs.

Figure 1-10: Operator’s Control Console

Shown)

Light

18. Emergency Strobe Switch

24. Alarm Silencer Switch

25. Counter

26. Cab Signal

27. Conductor Buzzer

28. Cab Signal Cutout (key switched)

Front View

4 6

10111213

Left Side View

16 17

21201918 22

PENALTY

AMPS DC X 10

25 2

Section 1 - General Description MP36PH-3C

1-18 UTA EFI Conversion, November 2019

1.4.1.1 Operator’s Console - Left Side

ALARM SILENCER Switch - This red pushbutton switch will silence the alarm bell. The light will remain on to acknowledge the alarm until the condition is corrected.

M.U. EMERG. STOP Switch - This red pushbutton emergency stop switch will shut down the locomotive diesel engine and all other locomotive engines in consist.

READING LIGHT Switch - This sliding switch illuminates the overhead reading light above the operator.

NO CODE PROCEED Counter - The counter keeps a running total of the number of times No Code Proceed mode has been entered.

SAND Switches - There are two sand switches. The on-off toggle SAND - MAIN- TAIN switch activates continuous sanding of the rail in front of the lead trucks when the switch is in the ON position. The SAND - MOMENTARY switch is a pushbutton switch that activates lead truck sanding for as long as the button is depressed.

Operator’s Console Indicator Lights

These indicator lights (Figure 1-11) are push-to-test lights. This feature allows testing of the lamp circuit alone, isolated from its operation in the power control system. When the lens cap is depressed, voltage is supplied to the lamp circuit.

After a one-second delay, the light should illuminate. Indicator lights indicate the status of various mechanical and electrical conditions and are identified below.

LAYOVER Light - White light indicates the layover system is in operation.

WSD DEF Light - White light indicates that the windshield defrosters are on.

Figure 1-11: Operator’s Console Indicator Lights

LAY

OVER

WSD

DEF

HOT

ENG

FIL

MOTOR

TRIP

DB

CUT

OUT

BLEND

BRAKE

L.O.

SAND PCS

OPEN

WHEEL

SLIP

GOV

6TH

KD

NO

POWER

CHRG

TURBO

PUMP

BRAKE

WARN

GRD

RELAY

AIR

COMP

DOOR

BY

PASS

DOOR

CLOSE

ZERO

SPEED

BYP

IND LT PAN #1 IND LT PAN #2 IND LT PAN #3

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MP36PH-3C Section 1 - General Description

UTA EFI Conversion, November 2019

HOT ENG Light - Red light indicates an overheat condition in the 645F3B main diesel engine. This trips at the point set by the QES-III microprocessor alarm set-tings.

FILTER MOTOR TRIP Light - White light indicates that the inertial filter blower motor circuit breaker has tripped. This circuit is monitored by the QES-III microprocessor.

DB CUTOUT Light - White light indicates the dynamic brake cutout switch is in the cutout position and dynamic braking is unavailable.

BLEND BRAKE L.O. Light - White light indicates that blended brake operation is locked out and unavailable. This protective function is monitored by the QES- III microprocessor.

SAND Light - White light indicates that sand is being applied to the rail.

PCS OPEN Light - Red light comes on to indicate a safety control or emergency air brake application. The power control relay (PCR) functions to cut power au-tomatically to the traction motors in the event of a safety control or emergency air brake application.

Locomotive power is restored by resetting of the PCR relay. This occurs automati-cally, provided that:

2. The throttle is returned to IDLE position.

WHEEL SLIP Light - White light indicates a wheel slip condition exists.

WARNING

Never operate the locomotive with a continuous wheel slip light (locked wheel indication). If circuit difficulty is suspected, stop the locomotive and carefully inspect to ascertain that there are no locked (sliding) wheels before proceeding.

Section 1 - General Description MP36PH-3C

1-20 UTA EFI Conversion, November 2019

Intermittent flashing of the wheel slip light (white) indicates moderate to severe wheel slip. The wheel slip control system is doing its job and is correcting the slips. The throttle (locomotive power) should not be reduced unless severe lurch-ing threatens to break apart the train.

NOTE

Minor slips will not activate the wheel slip light, but automatic sanding may take place along with regulation of power. Do not misinterpret this power control as loss of power due to a fault.

Continuous wheel slip light accompanied by the alarm bell could indicate a locked wheel or failure in the wheel slip system.

GOV 6TH KD Light - Amber light indicates the presence of a problem such as hot engine or plugged air filters which has caused the QES-III control system to limit the 645F3B engine to notch 6 operation.

NO POWER/CHG Light - Blue light indicates that there is no output from the auxiliary generator which, in turn, excites the CA5 companion alternator, which may be the result of a tripped or open circuit breaker.

TURBO PUMP Light - White light will come on as soon as the battery switch and turbo lube pump circuit breaker are closed. It indicates that the turbocharger auxiliary lube oil pump is supplying lube oil to the turbocharger. It will remain on for approximately 35 minutes after the battery switch is closed. When the engine start switch is operated after the 35-minute period, the time cycle is again re-established and the light remains on for another 35 minutes.

The light will also come on and remain on for approximately 35 minutes after the engine is stopped. It provides an indication that the auxiliary lube oil pump is supplying oil to cool the turbocharger bearings.

If the power supply to the turbo pump motor is open, the engine will not start, and the light will fail to come on when a starting attempt is made.

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MP36PH-3C Section 1 - General Description

UTA EFI Conversion, November 2019

BRAKE WARN Light - Red light indicates excessive dynamic braking current.

Whenever the light comes on, it should not remain on longer than a few seconds.

If the brake warning indication repeats, place the blended and dynamic brake cut out switch on the engine control panel of the affected unit in the CUT OUT posi-tion. The unit will then operate normally under power.

DOOR BYPASS Light - Red light indicates the door bypass switch is in the override position which allows the excitation of the alternator and movement of the locomotive in a situation where a car door is open or the external car door loop circuit is incomplete.

ZERO SPEED BYP Light - Blue light indicates the zero speed bypass switch is in the override position which allows the car doors to be opened when non-zero speed is detected on the locomotive.

DOOR CLSD Light - Green light indicates all the doors on the passenger cars in the train are closed and the loop circuit detecting door position is completed.

Headlights and Crossing Lights

There are three switches on the lower half of the lights and switch panel on the left side of the operator’s console that control the front and rear headlights, and the crossing lights.

HDLTS REAR and HDLTS FRONT Switches - The three-position HDLTS REAR switch can be set in the OFF, DIM, or BRIGHT position. The four-posi-tion HDLTS FRONT switch can be set in the OFF, DIM, BRIGHT or BRIGHT w/CROSSING LIGHTS position. Before the switches will function, the headlight circuit breaker (included in the circuit breaker panel #1 in the high voltage cabinet) must be in the ON position.

NOTE

The HEADLIGHT CONTROL switch on the engine control panel should be set to correspond with the locomotive position in the consist.

PULSE CROSSING LIGHTS Switch - Pushbutton switch causes the crossing lights to alternate (pulse) between the left and right light for a 10-second period to provide additional warning visibility. The HDLTS FRONT switch must be in the BRIGHT w/CROSSING LIGHTS position for the crossing lights to be operational. Operation of the horn or bell will also activate the crossing puls-ing when the front headlight switch is in the BRIGHT w/CROSSING LIGHTS position.

Section 1 - General Description MP36PH-3C

1-22 UTA EFI Conversion, November 2019

1.4.1.2 Operator’s Console - Left Corner Panel

Aspect Display Unit (ADU)

Ultra Cab II is a solid-state cab signalling system that provides real-time outboard reception of wayside signals. The cab signal system provides safe train operation and signal speed enforcement across the UTA running territory. Wayside signal information is transmitted through the rails.

The cab signal system provides decoding of signalling information, the display of signal aspects on the Aspect Display Unit (Figure 1-12), the enforcement of overspeed protection, and the the enforcement of UTA operating rules.

The ADU has:

Figure 1-12: Aspect Display Unit (ADU)

1 2 3 4 5 6

1. SELF TEST Indicator/Button (Green)

2. SYSTEM CHECK Indicator (Red)

3. 0 MPH (Stop) Aspect (Red)

4. Main Line Aspects (Color/Speed Varies)

5. YARD Aspect

6. NO CODE PROCEED Indicator/Button (Red)

7. Overspeed Indicator Bar (Red)

SELF

TEST

NO

CODE

PROC.

YARDSYSTEM

CHECK

MPH

MPH

MPH

MPH

MPH

MPH

Self Test button:

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15 MPH Amber

30 MPH Blue

45 MPH White

60 MPH Orange

79 MPH Green

Yard Aspect:

speed limit in this area is in accordance with railway rules and special instructions.

No Code Proceed Indicator/Button:

When the locomotive is in non cab signal territory, UCII displays a 0 MPH aspect, and brakes are applied, press the No Code Proceed button to enter this mode.

The “No Code Proceed Counter” (Figure 1-16) is located on the operator left side panel. The counter keeps a running total of the number of times No Code Proceed mode has been entered.

System Check indicator:

0 MPH aspect:

must be stopped.

Main Line Aspects:

• illuminates when UCII receives a cab signal from the wayside signal system to change speeds.

Section 1 - General Description MP36PH-3C

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Figure 1-13: Radio

Overspeed Indicator Bar:

limit.

Overspeed alarm;

of an aspect

• if a penalty brake application occurs, overspeed alarm is silenced.

Radio

The radio system is owner-provided and installed. Figure 1-12 shows the radio system.

Radio and PA Speakers

Radio

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UTA EFI Conversion, November 2019

Figure 1-13: Radio (Continued)

Radio and PA Microphones

Radio and PA Push-to-Talk Foot Pedals

Section 1 - General Description MP36PH-3C

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1.4.1.3 Operator’s Console - Front Desktop Panel

Air Gauges - There are two air gauges (Figure 1-14). The left gauge indicates main and equalizing reservoir pressures, and the right gauge indicates brake cylinder and brake pipe pressure.

Figure 1-14: Air Gauges

1600 GAUGE

No. xxx-xx

RED - MAIN RESERVOIR

WHITE - EQUALIZING RESERVOIR

RED - BRAKE CYLINDER

WHITE - BRAKE PIPE

1600 GAUGE

No. xxx-xx

Reservoir Pressure Gauge - The red needle on this gauge indicates main reservoir pressure which normally will be 130 to 140 PSI. The white needle shows equalizing reservoir pressure which is normally the same pressure as the brake pipe, 90 or 110 PSI, when the brake system is charged and the brakes released. Equalizing pressure reduces when the automatic brake valve is used to apply brakes.

Brake Pressure Gauge - Red needle indicates the brake cylinder pressure. The needle will indicate 0 PSI when the brakes are released. The pressure will increase as brakes are applied with either automatic brake valve or independent brake valve.

A full-service brake application will indicate 62 PSI. The maximum application of the independent brake valve will indicate 72 PSI. The white needle shows brake pipe pressure. This pressure is normally 90 or 110 PSI when the brake system is charged and the brakes released. Brake pipe pressure reduces along with the equalizing reservoir when the automatic brake valve is used to apply brakes.

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Speed Indicator - The speed indicator (Figure 1-15) has an LED analog scale that shows locomotive speed from 0 - 120 MPH in 2 MPH increments based on the input from the axle generator. The MP36PH-3C model has a maximum operating speed limit of 79 MPH.

Figure 1-15: Speed Indicator

PENALTY

bach-simpson

MPH

Section 1 - General Description MP36PH-3C

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Load Current Indicating Meter - Locomotive pulling force is indicated by the load current indicating meter (Figure 1-16) at the right side of the front desktop panel of the operator’s console. The meter is graduated to read amperes of electri-cal current. A red area on the meter face indicates when current levels are too high for continuous operation.

The maximum continuous current rating of the traction motors and the value given on the traction motor short time rating plate is applicable only when operating at throttle No. 8 engine speed. These values decrease as engine speed and cooling air is decreased.

NOTE

The load current output is an average of the current through the four traction motors. If a traction motor is cutout, the average current is taken from the remaining three motors. Whenever a traction motor is cut out, be certain the motor that is cut out rotates freely before proceeding.

The locomotives are equipped for dynamic braking, and a zero-center-type meter is applied. The meter needle swings to the right of zero to indicate load current during power operation, and it swings to the left of zero to indicate dynamic brak-ing current, with 800 amperes being the maximum reading on the braking portion of the meter.

Figure 1-16: Load Current Indicating Meter

AMPS DC X 10

EMD No 9085182

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MP36PH-3C Section 1 - General Description

UTA EFI Conversion, November 2019

1.4.1.4 Operator’s Console - Desktop

The desktop of the operator’s console houses the controls used most by the operator (e.g., throttle, reverser, brake handles, horn, bell, and alerter reset button).

Paper Catch - The Paper Catch is a spring-loaded clamp used to hold loose pa-perwork/train order forms that may be required by the operator.

HORN Lever - Two-intensity toggle switch with a spring-to-center OFF position.

Pushing forward will activate a full intensity tone from the 5-chime coupler mounted horn; pulling back will activate a lower tone. Operation of the horn switch will cause the crossing lights to flash alternately, at a rate of roughly one lamp per sec-ond when the HDLTS FRONT switch is in the BRIGHT w/CROSSING LIGHTS position. Flashing will continue for 10 seconds after the horn switch is released.

Operation of the horn will also cause the bell to sound; the bell push-off switch must be activated to stop the sounding of the bell.

BELL Switch - Yellow illuminated switch has push-on and push-off switches to activate the electronic bell. When the switch is in the ON position, the center por-tion of the switch will illuminate.

CONTROLLER - The controller (Figure 1-17) contains the primary operating handles for controlling the locomotive.

Throttle Handle

The throttle handle is moved backward to increase locomotive power. The throttle has nine detent positions: 0 (idle) and 1 through 8. Mechanical interlocking prevents the throttle handle from being moved out of IDLE into power positions when the reverser handle is centered and removed from the controller. The throttle has no STOP position.

The throttle handle also is used for dynamic brake operation. The indicator win-dow on the controller will indicate operation mode. From the “0” (idle) position, which is the center position on the controller, the handle is moved to the right and forward into the “S” or Dynamic Brake SET UP position.

Section 1 - General Description MP36PH-3C

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NOTE

During transfer from power operation to dynamic braking, the throttle must be left in the “0” (idle) position for 10 seconds before moving the dynamic brake handle to the SET UP position. This is to eliminate the possibility of a sudden surge of braking effort with run-in or motor flashover.

From the SET UP position, the handle can then be moved forward (away from the operator) into the dynamic brake control range. The greater the movement of the handle away from the operator the greater the dynamic braking effort becomes.

Reverser Handle

The reverser handle (Figure 1-17) is the left handle on the controller. It has three detent positions: FORWARD, CENTERED and REVERSE. When the handle is moved forward toward the short hood end of the unit, circuits are set up for the locomotive to move in that direction. When the handle is moved toward the long hood end, the locomotive will move in that direction when power is applied. With the reverser handle centered, the throttle handle can be moved; however, power will not be applied to the traction motors.

The reverser handle may be centered and removed from the controller to lock the throttle in 0 (idle) position.

Figure 1-17: Controller

Handle

Throttle Position Indicator (1-8)

Reverser Handle

Forward

Centered

Reversed

Dynamic Braking

D.B. Setup Idle

Engine Speed

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CAUTION

Traction motor damage may occur if reverser is moved from forward to reverse or from reverse to forward while the locomotives is in motion.

Therefore, the reverser direction should be changed only when the loco-motive is completely stopped.

Mechanical Interlocks on the Controller

The handles on the controller are interlocked so that:

position.

removed from the controller.

30A-CDW BRAKE VALVE - The 30A-CDW brake valve, Figure 1-18, houses all of the necessary components for the initiation of automatic brake, independent brake, and cut-off valve functions. The brake valve, independent brake, and cut-off valve handles are integrated into the same housing. This portion is intended to function as a basic pneumatic brake control operation.

The 30A-CDW brake valve itself is not entirely adequate for the total brake function and depends on the high air capacity 30-CW module or 30-CW module portion to complete a fundamental equipment arrangement.

Section 1 - General Description MP36PH-3C

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Automatic Brake Valve Handle

Six detented positions of the automatic brake valve handle, as it is manually moved forward or away from the operator are: RELEASE, MINIMUM REDUCTION, FULL SERVICE, SUPPRESSION, HANDLE OFF, and EMERGENCY. An es-cutcheon plate is provided indicating the six operating positions.

The independent brake valve handle has two positions: RELEASE, at the extreme front of the valve close to the operator, and FULL APPLICATION at the extreme rear of the valve away from the operator. The further the handle is moved from the RELEASE position through the application zone toward the FULL APPLICATION position, the greater will be the independent brake pressure until the full application pressure is obtained at the extreme FULL APPLICATION position.

NOTE

A unit-manifold 26-LU-L panel is located under the cab in the subbase air brake compartment on the right side of the locomotive. The opera-tion and configuration of the 26-LU-L panel is described later in this section. A dead engine cutout cock is also part of the 26-L equipment. It is located in the air brake compartment on the right side of the 26-LU-L manifold panel.

Figure 1-18: 30A-CDW Brake Valve

EM

HO

SUP

FS

MIN

O U T

F R T

P A S S

A P P L I C A T I O N

APP

REL

F U L L

WABCO

A WABTEC COMPANYCutoff

Pilot Handle

Automatic Brake Valve Handle

Independent Brake Valve Handle

REL

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MP36PH-3C Section 1 - General Description

UTA EFI Conversion, November 2019

Manual operation of the brake valve handle, Figure 1-19, through its various positions initiates the charging or exhausting of equalizing reservoir pressure for the purpose of applying or releasing the brakes throughout the train. It also con-ditions the 30A-CDW brake valve to direct air to or exhaust air from the various pipe bracket ports to provide positional logic as controlled by the position of the suppression valve cam.

Release Position - Normal charging position which permits a complete brake pipe recharge and release of the train brakes.

Equalizing reservoir pressure is adjusted in this position to maintain brake pipe pressure at a constant level of pressure from 90 to 110 PSI.

WARNING

This method of pressure adjustment should not be employed while the train is moving over the rail since undesired brake action and personal injury may result.

Minimum Reduction Position - This handle position provides a reduction of 5½ to 7 PSI pressure in the equalizing reservoir. With the “30-CW” module properly installed, this equalizing reservoir reduction is reflected in a similar brake pipe reduction by the relay valve.

Figure 1-19: Automatic Brake Valve Handle Positions

IND. FULL

APPLICATION

B.V. EMERGENCY

B.V. HANDLE OFF

IND. RELEASE

B.V. FULL SERVICE

B.V. SUPPRESSION

B.V. MIN REDUCTION

B.V. RELEASE

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WARNING

Minimum reduction of less than 5 PSI may cause the train brakes to release, and is not recommended.

Full Service Position - Movement of the brake valve handle from the minimun reduction position into the service sector will cause an increasing degree of equal-izing reservoir pressure reduction until the handle is moved into full service position, and total equalizing reservoir reduction of from 24 to 26 PSI has been obtained.

With the “30-CW” module properly installed, a similar reduction in brake pipe pressure is obtained at the module.

Suppression Position - Movement of the brake valve handle from full service position to suppression position has no effect on equalizing reservoir pressure.

Pressure entering port 30A is directed through the suppression valve into pas-sageway #26.

Handle Off Position - This position is used when the operator of the locomotive moves to another operating station or when the locomotive is used in Trail service behind another locomotive or towed dead in a train.

Movement of the brake valve handle from the suppression position into the sector between suppression and handle off positions will cause an increasing degree of equalizing reservoir pressure over reduction, until, with the handle in handle off position, equalizing reservoir is reduced to zero at a service rate. With the “30- CW” module properly installed, brake pipe pressure will reduce to 8 to 10 PSI at a service rate.

Emergency Position - Movement of the brake valve handle into the emergency position will cause equalizing reservoir pressure to vent to zero at a service rate as in handle off position.

The vent valve in the 30-CW module is also conditioned to exhaust brake pipe pressure at an emergency rate.

This position is also used to reset after a cab-initiated emergency or a break-in-two.

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Independent Brake Valve Handle

The independent brake valve (Figure 1-20) provides a means for independent control of the locomotive brake cylinder pressure irrespective of the automatic brake. The brake valve is self-lapping and will hold the brakes applied. A brief description of the operating positions follows:

Release Position - Located with the handle at the extreme front of the quadrant.

This position releases the locomotive brakes, provided the automatic brake handle is also in release position.

Full Application Position - Located with the handle at the extreme rear of the quadrant. In moving the handle from front to rear through the service zone the degree of locomotive braking effort is increased until full application braking ef-fort is obtained.

Moving to the right with the independent brake handle whenever the handle is in release position will cause the release of any automatic brake application existing on the locomotive. The independent brake handle when in the service zone will release the automatic application of the locomotive brakes to the value correspond-ing to the position of the independent brake handle.

Figure 1-20: Independent Brake Valve Handle Positions

IND. FULL

APPLICATION

IND. RELEASE

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Cutoff Pilot Valve

The cutoff pilot valve is located on the brake valve housing to the left of the auto-matic brake valve handle. The valve has the following three positions:

To operate the locomotive as the controlling unit, the cutoff valve knob must be pulled out and rotated to the FRT or PASS positions. The OUT position is used when hauling the locomotive “dead” or as a trailing unit in consist or measuring brake pipe leakage.

26-LU-L Air Brake…