Tsg_igbt_emd.pdf

TSG#: 07-025 REVISION: Release REVISION DATE: ISSUE DATE: March 14, 2008 AUTHOR: Asjad Lateef APPROVED BY: Aaron Vath Customer Engineering • Electro-Motive Diesel, Inc. • 9301 W. 55th Street • LaGrange, IL 60525

TROUBLESHOOTING GUIDE - IGBT Inverter System Form CEF-013 Rev B, 01/07/2008

Table of Contents Table of Contents............................................................................................................................................1 Introduction.....................................................................................................................................................2 Locomotives Affected.....................................................................................................................................2 Recommended Tooling...................................................................................................................................2 Documents Referenced ...................................................................................................................................2 Theory of Operation .......................................................................................................................................2 Standard Operating Description .....................................................................................................................4 Fault Codes Addressed ...................................................................................................................................7 Troubleshooting Procedures .........................................................................................................................11 IGBT Monitoring Faults – Procedure #1...................................................................................................11 IGBT Power Supply Faults – Procedure #2 ..............................................................................................20 Control Power Supply Faults – Procedure #3............................................................................................21 Inverter Interface Board Connector Faults – Procedure #4 .......................................................................24 Phase Module Temperature Faults – Procedure #5 ...................................................................................25 Speed Sensor Faults – Procedure #6..........................................................................................................27 Unbalanced AC Current Faults – Procedure #7 ........................................................................................32 TCC DC Link Overvoltage Faults – Procedure #8....................................................................................35 TCC DC Link Undervoltage Faults – Procedure #9..................................................................................36 TCC Inverter Output Overcurrent Faults – Procedure #10 .......................................................................42 Traction Motor Lead Miswire Faults – Procedure #11 .............................................................................43 Wheel Mismatch Faults – Procedure #12 ..................................................................................................45 Speed Sensor Wrong Rotation Faults – Procedure #13.............................................................................46 MPU Hardware/Software Faults – Procedure #14 ....................................................................................47 Help Desk Troubleshooting..........................................................................................................................49 Appendix A: Programming an EM2000 Data Meter Screen........................................................................50 Appendix B: Phase Module Qualification Procedure...................................................................................51 Appendix C: Connector Check Circuit Diagram..........................................................................................54 Feedback Form .............................................................................................................................................56

NOTE: The troubleshooting procedures contained in this guide are intended as general guidelines. If any specific step within this guide causes a violation of railroad or local safety rules, do not perform that specific step and contact your local EMD rep for troubleshooting guidance.

Page 1 Copyright © Electro-Motive Diesel, Inc.. All rights reserved. Neither this document, nor any part thereof, may be reproduced or reprinted without the prior written consent of the Electro-Motive Diesel, Inc.. Contact EMD SDO office.

TSG#: 07-025 REVISION: Release REVISION DATE: ISSUE DATE: March 14, 2008 AUTHOR: Asjad Lateef APPROVED BY: Aaron Vath Customer Engineering • Electro-Motive Diesel, Inc. • 9301 W. 55th Street • LaGrange, IL 60525

TROUBLESHOOTING GUIDE - IGBT Inverter System Form CEF-013 Rev B, 01/07/2008

Introduction This Troubleshooting Guide (TSG) is issued to provide an overview and troubleshooting guidelines for the IGBT inverter system. Locomotives Affected • JT56ACe • SD70ACe Recommended Tooling The tools and sockets listed below are for use on the interface module CN plugs • Insertion tool: P/N 40118461 • Extraction tool: P/N 40118483 • Crimper: P/N 40052278 • Contact Male: Positronic Industries P/N MC120N • Contact Female: P/N: 40108612 Documents Referenced • SD70ACe IGBT Inverter Safety Manual (EMD p/n: G00027EP) • JT56ACe Locomotive Service Manual (EMD p/n: S00227EP) • SA 05-025 Procedure to Validate Functionality of Radar on the Locomotive • TSG 01-002 EMDEC SRS Faults and Radial Bracket Adjustment • TSG 02-001 SD70ACe and SD70M-2 Fuel System • TSG 07-009 APC Troubleshooting • TSG 07-010 Chopper Troubleshooting • TSG 07-021 Surrette Battery Qualification Theory of Operation The purpose of the IGBT inverter system is to convert the DC output of the traction alternator to a 3-phase alternating current to drive the traction motors. The inverter system for each truck consists of a voltage source (DC Link), three-phase modules to perform the switching of DC Link for inversion to AC, an MPU module, an interface module and an IGBT power supply. Figure 1 shows JT56ACe IGBT inverter power and control block diagram. The SD70ACe block diagram is same as JT56ACe expect for location of the phase modules. The main components of the inverter system are as follows:

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TSG#: 07-025 REVISION: Release REVISION DATE: ISSUE DATE: March 14, 2008 AUTHOR: Asjad Lateef APPROVED BY: Aaron Vath Customer Engineering • Electro-Motive Diesel, Inc. • 9301 W. 55th Street • LaGrange, IL 60525

TROUBLESHOOTING GUIDE - IGBT Inverter System Form CEF-013 Rev B, 01/07/2008

Phase Modules (3 per TCC) • The IGBTs of three-phase modules combine to create a three-phase AC feed to the traction motors. By varying the switching patterns of the IGBTs, the inverter controls the amplitude and the frequency of the AC waveforms. • On the SD70ACe, the phase modules are located outside the electrical locker on the conductor’s side of the locomotive. • On the JT56ACe, the phase modules are located on top of the electrical locker. MPU Modules (1 per TCC) • Functions as the interface between the EM2000 computer and the interface module. • Performs all inverter control functions. • Located inside the EM2000 chassis. • Connects to the Interface Module via two 25-cable connectors per MPU. Interface Module (1 per locomotive) • Functions as the interface between the phase modules and the MPU modules. • Performs all optical to electrical and electrical to optical operations and conversions • Receives and conditions speed signals, voltage signals and current signals that are used by the MPU to both control and protect the inverter. IGBT Power Supply (1 per TCC) • Provides 24VAC power for the IGBT gate drive and crowbar control board. • May also be referred to as the Gate Drive Power Supply.

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TSG#: 07-025 REVISION: Release REVISION DATE: ISSUE DATE: March 14, 2008 AUTHOR: Asjad Lateef APPROVED BY: Aaron Vath Customer Engineering • Electro-Motive Diesel, Inc. • 9301 W. 55th Street • LaGrange, IL 60525

TROUBLESHOOTING GUIDE - IGBT Inverter System Form CEF-013 Rev B, 01/07/2008

Upper electrical locker

Lower electrical

Traction Alternator

DC Switchgea

Rectifie

IGB Inverte

B Contacto Brakin Resisto

DC Switchgea

B Contacto

EM200

MPU

200

Tractio Alternato

Chop &

MPU VME

I N T E R F A C E

B Contacto Brakin Resisto

DC Switchgea IGBT Inverte

Rectifie B Contacto DC Switchgea

Figure 1: JT56ACe IGBT Inverter Power and Control Block Diagram

Standard Operating Description Descriptions of signals which are referenced in this troubleshooting guide are provided in Table 1 below. These signals can be viewed by building a programmable meter screen and are included in the appropriate fault data packs. See Appendix A: Programming an EM2000 Data Meter Screen for instructions on building a programmable meter screen. Note: throughout this TSG, the use of a lowercase “n” in the EM2000 signals indicates that the signal could apply to TCC1 or TCC2. For example: the signal TnFirst could represent T1First for TCC1 or T2First for TCC2 depending on the TCC affected by the fault condition. Table 1: Signals to Monitor

Signal CAV

Description Companion Alternator Voltage

Normal Operation 235-245 volts in Throttle 8

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TSG#: 07-025 REVISION: Release REVISION DATE: ISSUE DATE: March 14, 2008 AUTHOR: Asjad Lateef APPROVED BY: Aaron Vath Customer Engineering • Electro-Motive Diesel, Inc. • 9301 W. 55th Street • LaGrange, IL 60525

TROUBLESHOOTING GUIDE - IGBT Inverter System Form CEF-013 Rev B, 01/07/2008

Signal ChpDty

DCLnV

EEngRPM EngineR

EngRPM MGFA Rf MGFld A No IPS< Op Mode

PCS

RdrStFg TnDCLV

Description Chopper duty cycle

Voltage across the DC Link as measured on the generator side of the DC Link. On the locomotive schematic and on the locomotive itself, this sensor is physically labeled VDCL1 or VDCL2 Engine RPM as determined from the EMDEC engine timing sensors Engine Ratio: The engine ratio as generated by EMDEC to indicate % engine load. Same as the “governor rack setting” Engine RPM as determined from the companion alternator frequency feedback Main generator field current reference. Main Generator Field Current. A derived signal indicating the state of the independent brakes Operation Mode

Pneumatic Control Switch: A value of “ON” indicates that an emergency brake or a penalty brake application has NOT been activated Radar State Flag signal. Indicates the status of the radar Voltage across the DC link as measured on the inverter side of the DC Link. On the locomotive schematic and on the locomotive itself, this sensor is physically labeled VDCL3 or VDCL4

Normal Operation Range 0.1 – 1 1 = max excitation (100% ON) 0.5 = 50% ON 0.1 = min excitation (10% ON) ~600V with the reverser thrown and throttle in idle

Variable based on engine speed <0.87

Variable based on engine speed ~90 amps in Throttle 8 85-95 amps in Throttle 8 ON with brakes released Indicates operating mode of the locomotive, for example “PWR” = Power “PROP” = Propulsion “DB” = Dynamic Brake etc.

ON with brakes released

0 or 1 needed for recalibration ~600V with the reverser thrown and throttle in idle

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TSG#: 07-025 REVISION: Release REVISION DATE: ISSUE DATE: March 14, 2008 AUTHOR: Asjad Lateef APPROVED BY: Aaron Vath Customer Engineering • Electro-Motive Diesel, Inc. • 9301 W. 55th Street • LaGrange, IL 60525

TROUBLESHOOTING GUIDE - IGBT Inverter System Form CEF-013 Rev B, 01/07/2008

Signal TnFirst

TnIU TnIV TnIW TnPMI15 TnPMTU

TnPMTV

TnPMTW

TnPPI15

Description Indicates which IGBT first reported a fault. Can have values of: “U+” “U-“ “V+” “V-“ “W+” “W-“ “ALL” ” 0“ (indicates no fault) TCC phase U current TCC phase V current TCC phase W current Indication of a fault on the 15V power supply (for sensors) Temperature of the phase module U heat sink. Used on This temperature is read directly by the EM2000 ADA module Temperature of the phase module V heat sink. Used on This temperature is read directly by the EM2000 ADA module Temperature of the phase module W heat sink. Used on This temperature is read directly by the EM2000 ADA module Indication of a fault on the 5V power supply

TnPSGDL

Indication of a fault on the Gate Drive Power Supply

TnPSM15

Indication of a fault on the –15V power supply (for interface module) Indication of a fault on the +15V power supply (for interface module) Indication of a fault on the +5V power supply (for interface module) Indication of a fault on the Sspeed sensor power supply

TnPSP15 TnPSP5 TnPSPG

Normal Operation 0

Varying between ±300 Varying between ±300 Varying between ±300 OFF if no fault is active ON if fault is activeOFF -40C to 80C

-40C to 80C

-40C to 80C

OFF if no fault is active ON if fault is activeOFF OFF if no fault is active ON if fault is activeOFF OFF if no fault is active ON if fault is activeOFF OFF if no fault is active ON if fault is activeOFF OFF if no fault is active ON if fault is activeOFF OFF if no fault is active ON if fault is active

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TSG#: 07-025 REVISION: Release REVISION DATE: ISSUE DATE: March 14, 2008 AUTHOR: Asjad Lateef APPROVED BY: Aaron Vath Customer Engineering • Electro-Motive Diesel, Inc. • 9301 W. 55th Street • LaGrange, IL 60525

TROUBLESHOOTING GUIDE - IGBT Inverter System Form CEF-013 Rev B, 01/07/2008

Fault Codes Addressed The fault codes listed below in Table 2 are addressed by this troubleshooting guide. Table 2: Fault Codes

Fault Code 765 766 810 811 1009 1010 1011 1012 1013 1014 3591 3592 3593 3594 3595 3596 3597 3598 3599 3600 3601 3602 3603 3604

Description TCC #1 Torque Reduction – Wheel Diameter Mismatch TCC #2 Torque Reduction – Wheel Diameter Mismatch TCC #1 Warning – Wheel Mismatch Warning TCC #2 Warning – Wheel Mismatch Warning Failed Feedback – TM1 RPM Failed Feedback – TM2 RPM Failed Feedback – TM3 RPM Failed Feedback – TM4 RPM Failed Feedback – TM5 RPM Failed Feedback – TM6 RPM TCC #1 Lockout – Cut Out Truck #1 IGBT Monitoring Fault TCC #2 Lockout – Cut Out Truck #2 IGBT Monitoring Fault TCC #1 Reset – No Control Power Supply TCC #2 Reset – No Control Power Supply TCC #1 Reset – IGBT Power Supply Undervoltage TCC #2 Reset – IGBT Power Supply Undervoltage TCC #1 Reset - MPU Hardware Watchdog TCC #2 Reset - MPU Hardware Watchdog TCC #1 Reset – IGBT Monitoring Fault TCC #2 Reset – IGBT Monitoring Fault TCC #1 Internal Reset – Inverter Output Overcurrent TCC #2 Internal Reset – Inverter Output Overcurrent TCC #1 Reset – DC Link Overvoltage TCC #2 Reset – DC Link Overvoltage

Troubleshooting Procedure # 12 12 12 12 6 6 6 6 6 6 1 1 3 3 2 2 14 14 1 1 10 10 8 8

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TSG#: 07-025 REVISION: Release REVISION DATE: ISSUE DATE: March 14, 2008 AUTHOR: Asjad Lateef APPROVED BY: Aaron Vath Customer Engineering • Electro-Motive Diesel, Inc. • 9301 W. 55th Street • LaGrange, IL 60525

TROUBLESHOOTING GUIDE - IGBT Inverter System Form CEF-013 Rev B, 01/07/2008

3605 3606 3617 3618 3619 3620 3621 3622 3629 3630 3631 3632 3633 3634 3718 3719 3720 3721 3722 3723 3724 3725 3726

TCC #1 Internal Reset – Phase Module Over Temperature TCC #2 Internal Reset – Phase Module Over Temperature TCC #1 Warning – Speed Sensor Fault Axle #1 TCC #1 Warning – Speed Sensor Fault Axle #2 TCC #1 Warning – Speed Sensor Fault Axle #3 TCC #2 Warning – Speed Sensor Fault Axle #1 TCC #2 Warning – Speed Sensor Fault Axle #2 TCC #2 Warning – Speed Sensor Fault Axle #3 Failed Feedback – TCC1 Phase U Temp Feedback is Out of Range Failed Feedback – TCC1 Phase V Temp Feedback is Out of Range Failed Feedback – TCC1 Phase W Temp Feedback is Out of Range Failed Feedback – TCC2 Phase U Temp Feedback is Out of Range Failed Feedback – TCC2 Phase V Temp Feedback is Out of Range Failed Feedback – TCC2 Phase W Temp Feedback is Out of Range TCC #1 Lockout – Cut Out Truck #1 – DC Link Overvoltage, Crowbar Fired TCC #2 Lockout – Cut Out Truck #2 – DC Link Overvoltage, Crowbar Fired TCC #1 Reset – DC Link Overvoltage Crowbar Fired TCC #2 Reset – DC Link Overvoltage Crowbar Fired TCC #1 Internal Reset – Unbalanced AC Current System TCC #2 Internal Reset – Unbalanced AC Current System TCC #1 Temporary Torque Reduction – Phase Module Over Temperature TCC #2 Temporary Torque Reduction – Phase Module Over Temperature TCC #1 Internal Reset – No Speed Detectable

5 5 6 6 6 6 6 6 5 5 5 5 5 5 8 8 8 8 7 7 5 5 6

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TSG#: 07-025 REVISION: Release REVISION DATE: ISSUE DATE: March 14, 2008 AUTHOR: Asjad Lateef APPROVED BY: Aaron Vath Customer Engineering • Electro-Motive Diesel, Inc. • 9301 W. 55th Street • LaGrange, IL 60525

TROUBLESHOOTING GUIDE - IGBT Inverter System Form CEF-013 Rev B, 01/07/2008

3727 3728 3729 3849 3850 3859 3860 3868 3869 3870 3871 3872 3873 3874 4117 4118 4119 4120 4278 4279 4280

TCC #2 Internal Reset – No Speed Detectable TCC #1 Internal Reset – DC Link Undervoltage TCC #2 Internal Reset – DC Link Undervoltage TCC #1 Warning – Inverter Interface Board Connector Fault TCC #2 Warning – Inverter Interface Board Connector Fault TCC #1 Lockout – Cut Out Truck #1 – Incorrect MPU Software TCC #2 Lockout – Cut Out Truck #2 – Incorrect MPU Software Wrong Rotation Indicated – Check All TM Speed Sensor Wiring Axle #1 Wrong Rotation Indicated – Check #1 Speed Sensor Wiring Axle #2 Wrong Rotation Indicated – Check #1 Speed Sensor Wiring Axle #3 Wrong Rotation Indicated – Check #1 Speed Sensor Wiring Axle #4 Wrong Rotation Indicated – Check #1 Speed Sensor Wiring Axle #5 Wrong Rotation Indicated – Check #1 Speed Sensor Wiring Axle #6 Wrong Rotation Indicated – Check #1 Speed Sensor Wiring TCC #1 Lockout – Cutout Truck #1 – Possible Traction Motor Lead Miswire TCC #2 Lockout – Cutout Truck #2 – Possible Traction Motor Lead Miswire TCC #1 Reset – Possible Traction Motor Lead Miswire TCC #2 Reset – Possible Traction Motor Lead Miswire TCC #1 Reduced Load – Inverter Output Overcurrent TCC #2 Reduced Load – Inverter Output Overcurrent TCC #1 Reduced Load – Phase Module Over Temperature

6 9 9 4 4 14 14 13 13 13 13 13 13 13 11 11 11 11 10 10 5

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TSG#: 07-025 REVISION: Release REVISION DATE: ISSUE DATE: March 14, 2008 AUTHOR: Asjad Lateef APPROVED BY: Aaron Vath Customer Engineering • Electro-Motive Diesel, Inc. • 9301 W. 55th Street • LaGrange, IL 60525

TROUBLESHOOTING GUIDE - IGBT Inverter System Form CEF-013 Rev B, 01/07/2008

4281 4282 4283

TCC #2 Reduced Load – Phase Module Over Temperature TCC #1 Reduced Load – No Direction Detectable TCC #2 Reduced Load – No Direction Detectable

5 6 6

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TSG#: 07-025 REVISION: Release REVISION DATE: ISSUE DATE: March 14, 2008 AUTHOR: Asjad Lateef APPROVED BY: Aaron Vath Customer Engineering • Electro-Motive Diesel, Inc. • 9301 W. 55th Street • LaGrange, IL 60525

TROUBLESHOOTING GUIDE - IGBT Inverter System Form CEF-013 Rev B, 01/07/2008

Troubleshooting Procedures CAUTION: Before following the procedures below, make sure the locomotive is properly locked out and flagged per your local procedures. Ensure the proper job briefing, safety procedures and Personal Protective Equipment required for the task was discussed. Review the SD70ACe IGBT Traction Inverter safety manual Part Number G00027EP: SD70ACe IGBT Traction Inverter - Safety Manual and the appropriate section of the JT56ACe LSM for safety precautions relating to the DC Link.

CAUTION: ENSURE THE DC LINK IS FULLY DISCHARED BEFORE PERFORMING ANY OF THE TROUBLESHOOTING STEPS LISTED IN THIS GUIDE. REFER TO THE “SD70ACe IGBT Inverter Safety Manual” (Part No. G00027EP) OR THE APPROPRIATE SECTION OF THE JT56ACE LSM. Note: Before you disconnect or connect any plugs from the interface module, make sure to open the Traction Control circuit breaker. IGBT Monitoring Faults – Procedure #1 The phase modules used in the inverter contain an integrated gate drive that monitors the operation of the IGBT. In the case of a phase module problem, or communication failure, the gate drive sends a feedback signal to the MPU module to indicate the fault. When this feedback is received, the MPU shuts down the inverter and fires the crowbar automatically. It also informs the CPM module of the fault so that the fault can be archived. The MPU also attempts to determine the phase module that first indicated the fault, so this information can be archived with the fault.

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TSG#: 07-025 REVISION: Release REVISION DATE: ISSUE DATE: March 14, 2008 AUTHOR: Asjad Lateef APPROVED BY: Aaron Vath Customer Engineering • Electro-Motive Diesel, Inc. • 9301 W. 55th Street • LaGrange, IL 60525

TROUBLESHOOTING GUIDE - IGBT Inverter System Form CEF-013 Rev B, 01/07/2008

Table 3: IGBT Monitoring Fault Troubleshooting Steps

Step 1

2

Action Attempt to load the locomotive.

Results/Notes Repair and verify that the IGBT monitoring faults no longer occur when the reverser is If the fault occurs on both inverters immediately thrown in any direction with engine running, after the reverser is thrown (OP MODE is “Idle” isolation switch in RUN and GEN FLD switch just before the fault), and the TnFirst has a value up. If no problems are found, go to step 2. of “ALL”, check that the interface module is connected to the 74V power. Ensure the Traction Control circuit breaker is closed. Qualify the circuit between the circuit breaker and the PS1 connector on the interface module. Verify that the cables between the interface Repair any defects noted and verify the IGBT module and the EM2000 chassis are properly faults no longer occur. connected. Visually inspect the P1&, P3 plugs on the interface module and the 9A & 10A plugs on the EM2000 chassis.

3

Look for pushed back, corroded or burnt pins or sockets. Ensure all wires are tightly crimped to the connectors and are tight within the plug body. If the fault only occurs on one TCC immediately after the reverser is thrown (OP MODE is “Idle” just before the fault), and TnFirst has a value of “ALL”.

Repair/correct if any defects are found. Otherwise go to IGBT Power Supply Faults troubleshooting section for additional information.

Ensure that the appropriate IGBT power supply circuit breaker is closed and the “Green LED” on the power supply is ON. Check the wiring connections between the IGBT power supply and the phase modules.

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TSG#: 07-025 REVISION: Release REVISION DATE: ISSUE DATE: March 14, 2008 AUTHOR: Asjad Lateef APPROVED BY: Aaron Vath Customer Engineering • Electro-Motive Diesel, Inc. • 9301 W. 55th Street • LaGrange, IL 60525

TROUBLESHOOTING GUIDE - IGBT Inverter System Form CEF-013 Rev B, 01/07/2008

Step 4

Action Fault occurs on only one TCC when the throttle handle is pulled out from IDLE (Op Mode is “PROP” just before the fault and TnDCLV is >500V just before the fault), and the TnFirst has any value of “U+”, “U-“, etc, indicating a problem with a specific phase module. Check that the appropriate EO and OE fiberoptic connectors are properly and securely connected to the interface. Refer to the chart below for EO/OE connections on the interface module: IGBT U+ UV+ VW+ WCrowbar

TCC1 EO1/OE1 EO2/OE2 EO3/OE3 EO4/OE4 EO5/OE5 EO6/OE6 EO7

Results/Notes Repair/correct the problem. Otherwise go to step 5.

NOTE: Observe the “Caution Label” (Figure 4) on the Interface Module for Proper Handling of the Fiber Optic Connections. No tools are to be used when disconnecting the optical connectors.

TCC2 EO8/OE8 EO9/OE9 EO10/OE10 EO11/OE11 EO12/OE12 EO13/OE13 EO14

Ensure the EO and OE connections, indicated by the TnFirst value, are not swapped at the interface module.

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TSG#: 07-025 REVISION: Release REVISION DATE: ISSUE DATE: March 14, 2008 AUTHOR: Asjad Lateef APPROVED BY: Aaron Vath Customer Engineering • Electro-Motive Diesel, Inc. • 9301 W. 55th Street • LaGrange, IL 60525

TROUBLESHOOTING GUIDE - IGBT Inverter System Form CEF-013 Rev B, 01/07/2008

Step 5

Action Inspect the CN hybrid circular plug (Figure 2) that carries both the optical and electrical signals on the appropriate phase module. This circular, quick disconnect connector is keyed and uses a twist on-twist off ring. • Disconnect the plug and visually inspect the connectors (both optical and electrical). • Specifically look for any pushed back electrical connectors or loose optical connectors. • Inspect the receptacle on the phase module for any defects or damage. • Reconnect the plug and ensure it is seated well and is securely connected.

Results/Notes Repair/correct if any problems are found with the plug. Otherwise go to step 6.

Figure 2

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TSG#: 07-025 REVISION: Release REVISION DATE: ISSUE DATE: March 14, 2008 AUTHOR: Asjad Lateef APPROVED BY: Aaron Vath Customer Engineering • Electro-Motive Diesel, Inc. • 9301 W. 55th Street • LaGrange, IL 60525

TROUBLESHOOTING GUIDE - IGBT Inverter System Form CEF-013 Rev B, 01/07/2008

Step 6

Action In this step, you will check the integrity of the appropriate fiber optic cables. Make sure that the circuit breakers for the IGBT Power Supplies and the Traction Control are closed. This is to ensure that the power supplies are working and the interface module is powered up. NOTE: Observe the “Caution Label” (Figure 4) on the Interface Module for Proper Handling of the Fiber Optic Connections. No tools are to be used when disconnecting the optical connectors.

Results/Notes IF the red light does not appear on the feedback OE fiber connector, it is most likely due to the broken or damaged fiber optic cable. A good cable assembly should give bright red light feedback indicating good light intensity. Before you replace the bad cable assembly, continue with step 7 to firmly establish if the cable assembly is bad.

At the interface module, carefully disconnect a pair of corresponding EO and OE optical cable connectors. Using a flashlight, shine it into the EO cable by holding it against the EO connector. You should see a red light appear on the OE cable connector as a feedback from the phase module. Reconnect the EO and OE connectors before proceeding. Note: The flashlight must be in good working condition with relatively new batteries.

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TSG#: 07-025 REVISION: Release REVISION DATE: ISSUE DATE: March 14, 2008 AUTHOR: Asjad Lateef APPROVED BY: Aaron Vath Customer Engineering • Electro-Motive Diesel, Inc. • 9301 W. 55th Street • LaGrange, IL 60525

TROUBLESHOOTING GUIDE - IGBT Inverter System Form CEF-013 Rev B, 01/07/2008

Step 7

Action Results/Notes On the interface module, disconnect the P1 plug Go to the next step if the problem is on TCC #1 or the P3 plug if the problem is on TCC #2. In this step, you will gate the appropriate IGBT and check for the feedback voltage using a voltmeter. Refer to the table below and jumper the appropriate pin to the common. For instance, if the problem is on TCC#1 “U+”, connect a jumper wire between pin “15” and the common pin “1” or “14” of the P1 on the interface module. See Figure 3 below for reference. IGBT U+ UV+ VW+ WCommon

Pin 15 2 16 3 17 4 1 or 14

Figure 3

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TSG#: 07-025 REVISION: Release REVISION DATE: ISSUE DATE: March 14, 2008 AUTHOR: Asjad Lateef APPROVED BY: Aaron Vath Customer Engineering • Electro-Motive Diesel, Inc. • 9301 W. 55th Street • LaGrange, IL 60525

TROUBLESHOOTING GUIDE - IGBT Inverter System Form CEF-013 Rev B, 01/07/2008

Step 8

Action With jumper wire connected between the pin and the common, refer to the table below check for feedback voltage on the appropriate pins using a voltmeter. For instance, if the problem is with TCC #1 “U+”, check the voltage across pin 19 and the common pin 1 or 14. IGBT U+ UV+ VW+ WCommon

9

10

Pin 19 7 20 8 21 9 1 or 14

With the appropriate IGBT gate turned on from step 7 by placing a jumper wire between the pins, disconnect the appropriate EO cable connector from the interface module. With the EO cable connector out of way, look inside the EO connector on the interface module.

Re-connect the EO cable connector back on the interface module. Now disconnect the appropriate OE cable connector and look for the red light feedback in the cable connector.

Results/Notes If you see the feedback voltage >3 V, both the fiber optic cable assembly and the interface module are good. If you see the feedback voltage <1 V, it could be either the bad fiber optic cable assembly or the bad interface module. To determine which part is bad, go to the next step.

If you see red light emitting from the EO connector on the interface module, the interface module is probably good. Go to the next step. If you don’t see red light emitting from the EO connector on the interface module AND the fiber optic cables passed the flash light test in step 6, the interface module is bad. Replace the interface module and verify the problem no longer occurs. If you don’t see the red light emitting from the OE cable connector AND the cable assembly failed the flash light test in step 6, the fiber cable assembly is bad. Replace the bad cable assembly. Otherwise to the step 11.

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TSG#: 07-025 REVISION: Release REVISION DATE: ISSUE DATE: March 14, 2008 AUTHOR: Asjad Lateef APPROVED BY: Aaron Vath Customer Engineering • Electro-Motive Diesel, Inc. • 9301 W. 55th Street • LaGrange, IL 60525

TROUBLESHOOTING GUIDE - IGBT Inverter System Form CEF-013 Rev B, 01/07/2008

Step 11

Action If both the interface module and the fiber optic cable assembly prove to be good, it is most likely that the phase module is bad.

Results/Notes Replace the bad phase module.

Follow the diode check provided in Appendix B: Phase Module Qualification Procedure to confirm the phase module failure.

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TSG#: 07-025 REVISION: Release REVISION DATE: ISSUE DATE: March 14, 2008 AUTHOR: Asjad Lateef APPROVED BY: Aaron Vath Customer Engineering • Electro-Motive Diesel, Inc. • 9301 W. 55th Street • LaGrange, IL 60525

TROUBLESHOOTING GUIDE - IGBT Inverter System Form CEF-013 Rev B, 01/07/2008

Figure 4: Fiber Optic Connector Instructions

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TSG#: 07-025 REVISION: Release REVISION DATE: ISSUE DATE: March 14, 2008 AUTHOR: Asjad Lateef APPROVED BY: Aaron Vath Customer Engineering • Electro-Motive Diesel, Inc. • 9301 W. 55th Street • LaGrange, IL 60525

TROUBLESHOOTING GUIDE - IGBT Inverter System Form CEF-013 Rev B, 01/07/2008

IGBT Power Supply Faults – Procedure #2 There are two IGBT power supplies on the locomotive, one for each TCC. Each IGBT power supply is connected to the 74 VDC battery supply via its own circuit breaker. The 24VAC output of each IGBT power supply feeds the Interface Module (via the CN6 plug), the crowbar assembly and the phase module for activation of the IGBT gates. The IGBT power supplies may also be referred to as the Gate Drive power supplies. Table 4: IGBT Power Supply Undervoltage Fault Troubleshooting Steps

Step 1

Action Is the fault currently active?

Results/Notes If yes, go to step 3 If no, go to the next step

2

Was a Connector check (FC 3849 or 3850) fault logged in the EM2000 fault archive?

3

If only one TCC is logging gate drive power supply fault, check the 74V power feed to the power supply. Each power supply is fed by its own circuit breaker. There is a green LED on the power supply that is on when the power supply is on. The following signals can be viewed using a programmable meter screen.

If this fault was logged in the archive, check the CN6 plug on the interface module and ensure it is securely connected. See Connector Faults section for additional troubleshooting. Repair/correct the problems as needed.

TnPSGDL = ON, indicates an active fault

4

In rare circumstances, the power supply itself may be bad but very unlikely. Qualify the output of the power supply. Is 24VAC present at the output of the power supply? Ensure this same voltage exists at the input to the interface module at the CN6 plug. Reference the appropriate locomotive schematic for plug pin-outs.

Repair/correct the problems as needed.

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TSG#: 07-025 REVISION: Release REVISION DATE: ISSUE DATE: March 14, 2008 AUTHOR: Asjad Lateef APPROVED BY: Aaron Vath Customer Engineering • Electro-Motive Diesel, Inc. • 9301 W. 55th Street • LaGrange, IL 60525

TROUBLESHOOTING GUIDE - IGBT Inverter System Form CEF-013 Rev B, 01/07/2008

Step 5

Action If 24VAC is present at the input to the interface module, it will be necessary to qualify the feedback circuit for the undervoltage fault signal. This feedback is generated by the interface module and is fed to the MPU module in the EM2000 chassis. Create a programmable meter screen with the TnPSGDL value so it can be monitored during troubleshooting. Perform the steps listed to the right

6

If both power supplies are logging faults, check the CN6 plug on the interface module. Ensure the plug is securely connected.

Results/Notes a) Swap the MPU modules to see if the fault transfers. If the fault swaps to the other TCC, replace the MPU module. b) Disconnect the P2 plug if the fault is on TCC1 or the P4 plug if the fault is on TCC2. The fault signal is supplied via pin 9 of these plugs to the MPU module. If the fault clears, replace the interface module. c) Reconnect the P2 or P4 plug and disconnect the 9B (TCC1) or 10B (TCC2) plug on the back of the EM2000 chassis. Check for 5 volts between pin 9 and pin 1 of this plug. If 5 volts is not present, replace the EM2000 chassis. d) If 5 volts was present in the step above, there is a short in the wiring harness. Qualify the harness. Repair/correct the problems as needed.

Control Power Supply Faults – Procedure #3 There are three power supplies used in the control system of the inverter. The +/-15V power supply feeds the speed probe circuits. The isolated +/-15V power supply feeds the voltage and current sensor interface and pulse generator interface circuits. The 5V power supply feeds the fiber optic input and output circuits and all the interface circuits to MPU. The output voltages from these power supplies are essential for these circuits to work properly, and therefore are closely monitored. Any outputs outside the specification of one power supply will trigger the corresponding low voltage detection fault. There are two fault detection signals, a raw signal and a latched signal, for each power supply output. The raw values are used to verify that it is okay to start the inverter and the latched ones are used to shut down the inverter and respond to the fault. See Table 1 Signals to Monitor for power supply signal descriptions and expected readings.

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TSG#: 07-025 REVISION: Release REVISION DATE: ISSUE DATE: March 14, 2008 AUTHOR: Asjad Lateef APPROVED BY: Aaron Vath Customer Engineering • Electro-Motive Diesel, Inc. • 9301 W. 55th Street • LaGrange, IL 60525

TROUBLESHOOTING GUIDE - IGBT Inverter System Form CEF-013 Rev B, 01/07/2008

Table 5: Control Power Supply Fault Troubleshooting Steps

Step 1

2

Action Control Power Supply faults indicate a problem with one of the power supplies in the interface module. Note that both TCCs share these power supplies, so these faults should simultaneously occur on both TCCs. Check the power supply fault data pack to see which power supply is reporting the fault. For TnPPI15 or TnPMI15, the problem is likely a miswired voltage or current sensor that is shorting out the power supply.

Results/Notes

Correct/repair the problem as needed.

a) Set up a programmable meter screen with the power supply signals TnPPI15 or TnPMI15. b) Disconnect first CN1 and then CN2 from the interface module, noting which one causes the power supply fault to clear (Changes TnPPI15 or TnPMI15 signal values from “ON” to “OFF” on the screen) c) Check the wiring on the cable connecting to CN1 or CN2 as appropriate. d) If no defects are found in the wiring, disconnect the voltage and current transducers in the appropriate TCC until the fault clears. If the transducer wiring is correct, then the transducer itself may be bad. e) If the fault remains even when CN1 and CN2 are removed from the interface module, the problem may be internal to the interface module.

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TSG#: 07-025 REVISION: Release REVISION DATE: ISSUE DATE: March 14, 2008 AUTHOR: Asjad Lateef APPROVED BY: Aaron Vath Customer Engineering • Electro-Motive Diesel, Inc. • 9301 W. 55th Street • LaGrange, IL 60525

TROUBLESHOOTING GUIDE - IGBT Inverter System Form CEF-013 Rev B, 01/07/2008

Step 3

Action For TnPSPG, the problem is likely a miswired speed probe.

Results/Notes Correct/repair the problem as needed.

a) Set up a programmable meter screen with signal TnPSPG. b) Disconnect first CN3 and then CN4 from the interface module, noting which one causes the power supply fault to clear (changes TnPSPG signal value from “ON” to “OFF’ on the screen). c) Check the wiring on the cable connecting to CN3 or CN4 as appropriate. Make sure the wiring connections at the appropriate CN plug are according to the locomotive schematic. d) If no defects are found in the wiring, disconnect the speed probes on the appropriate truck one at a time until the fault clears. To disconnect a speed probe from the appropriate CN plug, gently push out the contacts crimped on the “OR” (+15V) and the “GN” (Common) wires. You must use the following tools in order to properly extract and insert the contacts. Not using the proper tool will permanently damage the contacts. • Insertion tool: P/N 40118461 • Extraction tool: P/N 40118483 After you disconnect the probe, reconnect the CN plug back on the interface module to see if the problem goes away. If the fault clears just by disconnecting one of the speed probes, the offending probe must be replaced. e) If the fault remains even when CN3 and CN4 are removed from the interface module, the problem may be internal to the interface module. Page 23 Copyright © Electro-Motive Diesel, Inc.. All rights reserved. Neither this document, nor any part thereof, may be reproduced or reprinted without the prior written consent of the Electro-Motive Diesel, Inc.. Contact EMD SDO office.

TSG#: 07-025 REVISION: Release REVISION DATE: ISSUE DATE: March 14, 2008 AUTHOR: Asjad Lateef APPROVED BY: Aaron Vath Customer Engineering • Electro-Motive Diesel, Inc. • 9301 W. 55th Street • LaGrange, IL 60525

TROUBLESHOOTING GUIDE - IGBT Inverter System Form CEF-013 Rev B, 01/07/2008

Step 4

Action TnPSM15, TnPSP15, and TnPSP5 indicate a problem with a power supply that is used internally by the interface module only.

Results/Notes Replace the interface module and make sure the problem is fixed.

Inverter Interface Board Connector Faults – Procedure #4 The MPU module provides a continuity check that will indicate if any of the non-fiber optic connections to the interface board are missing. This functionality should be helpful in isolating inverter problems caused by loose, poorly connected or disconnected plugs. When one of the electrical connectors on the interface board comes loose or falls out, the MPU will detect a discontinuity in the connector circuit. This discontinuity will generate an inverter interface board connector fault See the connector check circuit diagram in Appendix C – Connector Check Circuit Diagram for an illustration of this circuit. Table 6: Inverter Interface Board Connector Fault Troubleshooting Steps

Step 1

2

3

Action Interface Module Connector faults indicate the jumper keying on CN1-CN6 on the interface module is not correct. This could indicate that two connectors are swapped (CN1 and CN2, for example) or that the jumpers are not installed correctly. This fault does not prevent loading, however the locomotive may not load correctly if connectors are not correctly connected. This fault is archived only and not displayed as a crew message. If only TCC1 is logging this fault, check CN1 and CN3 on the interface module. If only TCC2 is logging this fault, check CN2 and CN4. If both are logging this fault, check CN5 and CN6, and make sure that CN1/2 or CN3/4 are not swapped Ensure that the P1, P2, P3 and P4 plugs on the interface module are in the correct sockets

Results/Notes

Correct as needed.

Correct as needed.

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TSG#: 07-025 REVISION: Release REVISION DATE: ISSUE DATE: March 14, 2008 AUTHOR: Asjad Lateef APPROVED BY: Aaron Vath Customer Engineering • Electro-Motive Diesel, Inc. • 9301 W. 55th Street • LaGrange, IL 60525

TROUBLESHOOTING GUIDE - IGBT Inverter System Form CEF-013 Rev B, 01/07/2008

Step 4

5

6

Action Results/Notes Ensure the 9A, 9B, 10A and 10B plugs on the Correct as needed. back of the EM2000 chassis are in the correct sockets. Verify continuity through the connector check Correct any defects noted circuit shown in Appendix C: Connector Check Circuit Diagram. Open the computer control circuit breaker and There should be 5 volts across the pins. remove the 9A plug if the fault is on TCC1 or • If there is not 5 volts, swap MPU modules 10A if the fault is on TCC2. Close the computer to see if the problem transfers. If it does control circuit breaker. not transfer, replace the EM2000 chassis. Measure the voltage between pins 1 and 6 on the back of the EM2000 chassis at the removed plug receptacle.

7

Note: be sure not to short pin 1 to other pins on the chassis with the multi-meter test lead Open the computer control circuit breaker and remove the 9B plug if the fault is on TCC1 or 10B if the fault is on TCC2. On the back of the EM2000 chassis, connect a jumper between pin 6 of the “A” receptacle and pin 17 of the “B” receptacle.

8

•

If there is 5 volts between the pins, continue with the next step

Jumpering these two pins should complete the check circuit and clear the fault. Did the fault go inactive? • If no, swap MPU modules and see if the problem transfers. If it does not transfer, replace the EM2000 chassis • If yes, the fault is in the connector check circuit wiring.

Close the computer control circuit breaker. Recheck the circuit continuity and ensure 5 volts throughout the circuit.

Phase Module Temperature Faults – Procedure #5 The temperature of the phase modules has to be maintained between –40°C and 80°C for the IGBTs to work properly in normal operation. Tunnel mode temporarily extends the working temperature range to 100°C. Phase module temperature is monitored by an internal sensor which provides a feedback directly to the EM2000 ADA module. The EM2000 computer is responsible for responding to hot phase modules. A torque reduction will be enforced when the phase module temperatures reach 80°C and loading will be prohibited when the phase module temperature reaches 100°C. Page 25 Copyright © Electro-Motive Diesel, Inc.. All rights reserved. Neither this document, nor any part thereof, may be reproduced or reprinted without the prior written consent of the Electro-Motive Diesel, Inc.. Contact EMD SDO office.

TSG#: 07-025 REVISION: Release REVISION DATE: ISSUE DATE: March 14, 2008 AUTHOR: Asjad Lateef APPROVED BY: Aaron Vath Customer Engineering • Electro-Motive Diesel, Inc. • 9301 W. 55th Street • LaGrange, IL 60525

TROUBLESHOOTING GUIDE - IGBT Inverter System Form CEF-013 Rev B, 01/07/2008

On the SD70ACe locomotive, the #1 traction motor blower pulls air across the phase module cooling fins. This blower is mounted on the floor of the generator room. Table 7: Phase Module Temperature Sensor Fault Troubleshooting Steps

Step Action 1. Was a single “Feedback Out of Range” fault logged? 2. Review the EM2000 phase module temperature fault. View the six phase module temperature values in the fault data pack. Are all 6 phase module temperature values reading high? 3. Is the ambient temperature reading also abnormally high at the time of the fault?

4. Ensure that the #1 truck blower is operating properly. Perform a truck blower self test and verify that the blower operates in high and low speed and that air is exhausting from the traction motors on truck 1. 5. Qualify the feedback circuit between the temperature sensor and the EM2000 computer. The feedback is routed through the cannon plug on the phase module, through the power distribution panel (PDP) to the ADA module and into the EM2000 chassis.

• •

Results/Notes If yes, go to step 5. If no, go to the next step.

• •

If yes, go to the next step If no, go to step 5.

•

If yes, the locomotive was most likely operating in a tunnel at the time. Verify that the fault condition was only active for a short period of time and did not repeat. Track test the locomotive and ensure the phase module temperatures do not climb excessively. • If no, continue with the next step. Troubleshoot blower for proper rotational direction if blower is turning, but no air is exhausting.

Possible causes: • Poor connection at plug pins or sockets • Shorted wiring harness • PDP panel • ADA module • EM2000 chassis

Note: It is possible to swap plugs on the PDP panel in order to determine “which half” of the circuit is the problem.

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TSG#: 07-025 REVISION: Release REVISION DATE: ISSUE DATE: March 14, 2008 AUTHOR: Asjad Lateef APPROVED BY: Aaron Vath Customer Engineering • Electro-Motive Diesel, Inc. • 9301 W. 55th Street • LaGrange, IL 60525

TROUBLESHOOTING GUIDE - IGBT Inverter System Form CEF-013 Rev B, 01/07/2008

Step Action 6. Qualify the temperature sensor in the phase module. Reference the appropriate locomotive schematic for the specific pins to meter. The sensor resistance at specific temperatures is shown below. Temp (ºF) 50 60 70 77 85

Temp (ºC) 10 15 20 25 30

Resistance (Ω) 1039 ±3 1058 ±3 1078 ±3 1097 ±3 1117 ±3

7. Inspect the phase module cooling fins for obstructions. Inspect the air supply duct for the phase module. Ensure there are no air flow restrictions 8. Inspect the phase module for any signs of coolant leakage.

Results/Notes If the temperature sensor does not match the resistance table, the phase module will need to be replaced. It is not possible to replace the sensor. If the sensor does match the resistance table, the sensor is within specifications and the problem is elsewhere.

Clean as necessary.

If leakage is evident, replace the phase module.

Speed Sensor Faults – Procedure #6 Accurate measurement of both speed and direction of rotation is essential for proper control of the AC traction motors in a traction application. Accordingly, each traction motor is equipped with a dual-output speed sensor. The two outputs, or feedback channels, are off-set with respect to each other in order to allow the control system to determine both speed and direction. On a locomotive equipped with IGBT inverter systems, the traction motor speed probes feed into the interface module and are then passed to the MPU module. The speed probe feedbacks enter the interface module via the CN3 plug (TCC1) and the CN4 plug (TCC2) and are then passed to the MPU module for the respective TCC. The speed probes are driven off the 15-volt power supply, which is internal to the interface module. There are a variety of faults that may be logged due to different speed sensor issues. These faults and their causes are briefly described below and are addressed by the troubleshooting procedures in table 9.

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TSG#: 07-025 REVISION: Release REVISION DATE: ISSUE DATE: March 14, 2008 AUTHOR: Asjad Lateef APPROVED BY: Aaron Vath Customer Engineering • Electro-Motive Diesel, Inc. • 9301 W. 55th Street • LaGrange, IL 60525

TROUBLESHOOTING GUIDE - IGBT Inverter System Form CEF-013 Rev B, 01/07/2008

• • • •

FC 1009-1014: Failed Feedback – TMn RPM. This fault is logged when both channels of an individual speed probe fail and no feedback whatsoever is received by the MPU module. This fault may also be accompanied by a locked axle fault. FC 3617-3622: TCC #n Warning – Speed Sensor Fault Axle n. This fault is logged if one feedback channel of an individual speed probe fails. FC 3726, 3727 – TCC Internal Reset – No Speed Detectable. This fault will be logged if all three probes on a truck have a failure of both feedback channels. This fault will cause the locomotive to drop load as the computer is unable to determine the motor speeds. FC 4282, 4283 – Reduced Load – No Direction Detectable. This fault will be logged if one feedback channel fails on all speed probes within a truck. In this case, the computer is still able to determine speed, but is unable to determine direction. Table 8: Speed Sensor Fault Troubleshooting Steps

Step Action 1. Was a Connector check (FC 3849 or 3850) fault logged in the EM2000 fault archive?

2.

Was a fault for No Control Power Supply logged (FC 3593 or 3594)? The speed sensors are powered by a 15-volt supply internal to the interface module 3. Were faults logged for all six speed probes at the same time? This most likely indicates a loss of the 15-volt power supply.

Results/Notes If this fault was logged in the archive, check the CN3 and CN4 plugs on the interface module and ensure they are securely connected. See Connector Faults section for additional troubleshooting. See Control Power Supply Faults section for troubleshooting of these faults.

See Control Power Supply Faults section for troubleshooting of these faults.

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TSG#: 07-025 REVISION: Release REVISION DATE: ISSUE DATE: March 14, 2008 AUTHOR: Asjad Lateef APPROVED BY: Aaron Vath Customer Engineering • Electro-Motive Diesel, Inc. • 9301 W. 55th Street • LaGrange, IL 60525

TROUBLESHOOTING GUIDE - IGBT Inverter System Form CEF-013 Rev B, 01/07/2008

Step Action 4. Were faults logged for all three speed sensors within the TCC?

Results/Notes Check the appropriate CN connector on the interface module for that truck. Visually inspect for any pushed back pins or sockets within the plug or on the interface module. Verify that all pins are tightly crimped to the wires. Should it be necessary to extract a pin from the CN plug, it is imperative to use the proper tooling. Not using the proper tool will permanently damage the contacts. • Insertion tool: P/N 40118461 • Extraction tool: P/N 40118483

5. Apply the independent brake and perform a throttle 1 stall test. While performing this test, view the pre-programmed Speed Meter data screen. Ensure that all TM speed feedbacks read 0. If any show speed, there is most likely a slipped pinion condition. 6. If the fault was only logged on one speed sensor, qualify the 15-volt supply to the speed probe by removing the CN3 or CN4 connector and metering between the following pins on the interface module. Depending upon the motor position: • The positive feed is on pin E, L or S • The common is on pin B, H or N Reference the appropriate locomotive schematic.

Perform steps 8 & 9 and if no defects are noted, replace the affected motor.

If the voltage feed does not exist, replace the interface module. If the voltage is present, go to the next step

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TSG#: 07-025 REVISION: Release REVISION DATE: ISSUE DATE: March 14, 2008 AUTHOR: Asjad Lateef APPROVED BY: Aaron Vath Customer Engineering • Electro-Motive Diesel, Inc. • 9301 W. 55th Street • LaGrange, IL 60525

TROUBLESHOOTING GUIDE - IGBT Inverter System Form CEF-013 Rev B, 01/07/2008

Step Action 7. Visually inspect the application of the speed probe at the traction motor end cover. The speed probe flange must lay flat against the end cover. It is also possible, to bolt the speed probe in backwards on the end cover. Unbolt the probe and ensure the guide pin on the probe mounting face is correctly oriented and mates with the hole in the end cover. 8. Visually inspect to ensure that the speed probe cable is not run parallel to the traction motor power cables under the locomotive. It is acceptable for the speed probe cable to intersect the traction motor cables and to be tiewrapped to the power cables with a spacer inbetween 9. Visually inspect to ensure that the speed probe cable is not bundled with the traction motor power cables along the outside of the under frame. 10 Swap the CN3 and CN4 plugs on the interface module and track test the locomotive. Verify if the faulty speed signal swaps to the other truck. While swapping the plugs, visually inspect for any pushed back pins or sockets within the plug or on the interface module. Verify that all pins are tightly crimped to the wires.

Results/Notes Correct the speed probe application

Correct the speed probe cable application

Correct the speed probe cable application

If the faulty signal swapped to the other truck, replace the speed probe. If the fault signal did not swap, go to the next step.

Note: With the CN3 and CN4 plugs swapped, a Connector Fault will be logged. It will not prevent loading of the locomotive. After you complete this step, you must return CN3 and CN4 to their respective positions.

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TSG#: 07-025 REVISION: Release REVISION DATE: ISSUE DATE: March 14, 2008 AUTHOR: Asjad Lateef APPROVED BY: Aaron Vath Customer Engineering • Electro-Motive Diesel, Inc. • 9301 W. 55th Street • LaGrange, IL 60525

TROUBLESHOOTING GUIDE - IGBT Inverter System Form CEF-013 Rev B, 01/07/2008

Step Action 11 Swap the MPU modules and track test the locomotive. Verify if the faulty speed signal swaps to the other truck.

12 Verify continuity of the speed probe wiring between the interface module and the MPU module. Use the chart below to determine the correct wiring.

Results/Notes If the faulty signal swapped to the other truck, replace the MPU module. If the fault signal did not swap, go to the next step. Repair any defects. Visually inspect all plugs for pushed back pins or sockets within the plug or on the receptacle. Verify that all pins are tightly crimped to the wires.

Table 8A: Speed Probe Wiring Running List

From P1-10 P1-11 P1-12 P1-22 P1-23 P1-24 P3-10 P3-11 P3-12 P3-22 P3-23 P3-24

To 9A-10 9A-11 9A-12 9A-22 9A-23 9A-24 10A-10 10A-11 10A-12 10A-22 10A-23 10A-24

Color YBK BRBK BKR BKO RDO BLO YBK BRBK BKR BKO RDO BLO

Function Speed signal B for axle #1 Speed signal B for axle #2 Speed signal B for axle #3 Speed signal A for axle #1 Speed signal A for axle #2 Speed signal A for axle #3 Speed signal B for axle #4 Speed signal B for axle #5 Speed signal B for axle #6 Speed signal A for axle #4 Speed signal A for axle #5 Speed signal A for axle #6

13 If no wiring defects are noted, replace the interface module

Retest the locomotive

14 If a replacement interface module does not rectify the problem, replace the EM2000 chassis.

Retest the locomotive

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TSG#: 07-025 REVISION: Release REVISION DATE: ISSUE DATE: March 14, 2008 AUTHOR: Asjad Lateef APPROVED BY: Aaron Vath Customer Engineering • Electro-Motive Diesel, Inc. • 9301 W. 55th Street • LaGrange, IL 60525

TROUBLESHOOTING GUIDE - IGBT Inverter System Form CEF-013 Rev B, 01/07/2008

Unbalanced AC Current Faults – Procedure #7 Ideally, the three phase inverter output currents would be balanced and the RMS values would be the same. However, in real applications due to variations in load and environmental conditions, the three phase currents are actually not balanced. Excessive phase imbalance indicates a problem in the motor, a phase of the inverter or a current sensor feedback. Table 9: Unbalanced AC Current Fault Troubleshooting Steps

Step 1

Action Determine which TCC is logging the fault. Then program the following signals on the programmable meter screen: • • •

Results/Notes After you identify the bad feedback (TnIU, TnIV or TnIW), go to the next step.

TnIU TnIV TnIW

Now perform throttle 1 stall test and observe the above signals. Normally the signals should be varying approximately between +/-300. All sensors feedbacks should have about the same min and max values. Please note that the values are out of phase and normally all three should add up to close to zero (0).

2

The bad phase will either read zero (0) or show a value that is completely out of range. This will help you identify with of the three current sensors needs to be troubleshoot. Open the traction control circuit breaker. Disconnect the appropriate CN plug from the interface module. Inspect the appropriate pins inside the plug and make sure contacts are crimped securely and seated well. Please see the locomotive schematic to identify the CN plug and the contacts within the plug that corresponds to the TCC current sensor.

Repair as needed. Damaged contacts must be replaced. Reference the Recommended Tooling section for replacement contacts and tooling. If no problems are found, go the next step.

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TSG#: 07-025 REVISION: Release REVISION DATE: ISSUE DATE: March 14, 2008 AUTHOR: Asjad Lateef APPROVED BY: Aaron Vath Customer Engineering • Electro-Motive Diesel, Inc. • 9301 W. 55th Street • LaGrange, IL 60525

TROUBLESHOOTING GUIDE - IGBT Inverter System Form CEF-013 Rev B, 01/07/2008

Step 3

4

Action Follow the procedure listed in the SD70ACe Inverter Safety Manual or JT56ACe LSM and ensure the DC Link is fully discharged. Open the traction control circuit breaker. Now gain access to the suspect phase current sensor. The sensor is located immediately in front of the phase module on the AC bus bar. Disconnect the connecter from the current sensor and inspect the contacts. Look for recessed or damaged contacts. Please note that you must not insert the meter probes in the connector as it will permanently damage the contacts. Note: Before you disconnect or connect any plugs from the interface module, make sure to open the Traction Control circuit breaker.

Results/Notes Repair as needed. Damaged contacts must be replaced. If no defects are found, go to the next step.

If voltage is not present between any of the pins, replace the interface module. Otherwise go the next step.

Disconnect the appropriate CN plug (CN1 or CN2) and check all the electrical contacts. Make sure the contacts that belong to the current sensors are seated well and crimped securely. Qualify the +/-15-volt supply to the current sensors by removing the CN1 or CN2 connector and metering between the pins in the table below on the interface module. Make sure the Traction Control circuit breaker is closed. Pin H J M N S T

Pin F F L L R R

Voltage +15V -15V +15V -15V +15V -15V

Reference the appropriate locomotive schematic. Page 33 Copyright © Electro-Motive Diesel, Inc.. All rights reserved. Neither this document, nor any part thereof, may be reproduced or reprinted without the prior written consent of the Electro-Motive Diesel, Inc.. Contact EMD SDO office.

TSG#: 07-025 REVISION: Release REVISION DATE: ISSUE DATE: March 14, 2008 AUTHOR: Asjad Lateef APPROVED BY: Aaron Vath Customer Engineering • Electro-Motive Diesel, Inc. • 9301 W. 55th Street • LaGrange, IL 60525

TROUBLESHOOTING GUIDE - IGBT Inverter System Form CEF-013 Rev B, 01/07/2008

Step 5

6

Action It is possible but unlikely that the cable between the interface module and the current sensor is bad. In order to troubleshoot the cable, you must have AMP Tyco connecter P/N 178314-3. This AMP connector is the same matting connector that is on the current sensor, and it must be connected to the sensor cable connecter before checking the voltage with a meter. The connecter is needed to prevent damage to the contacts inside the connecter. If you don’t have the AMP connecter go the next step, otherwise perform the following:

Results/Notes If the voltage is not present, most likely the cable is bad and must be replaced. Otherwise, go to the next step.

Note: Both TCCs use one common power supply for all the current sensors. So, if the power supply is bad, it should affect all the phase module current sensors.

a) Open the traction control circuit breaker. b) Disconnect the connecter from the current sensor and connect the AMP mating connector on the connecter. c) Close the traction control circuit breaker. d) Set the meter to read DC and check for voltage across the following pins. Pin 4 is common so the black test lead should be connected to #4. i. Between pin 1 and pin 4, you should see about +15V. ii. Between pin 2 and pin 4, you should see about -15V Replace the phase module current sensor. Verify the problem no longer occurs. If the problem still remains, the problem could be either with the phase module or the traction motor. The possibility of this failure mode is highly unlikely. In this case, please contact your EMD service engineer for assistance.

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TSG#: 07-025 REVISION: Release REVISION DATE: ISSUE DATE: March 14, 2008 AUTHOR: Asjad Lateef APPROVED BY: Aaron Vath Customer Engineering • Electro-Motive Diesel, Inc. • 9301 W. 55th Street • LaGrange, IL 60525

TROUBLESHOOTING GUIDE - IGBT Inverter System Form CEF-013 Rev B, 01/07/2008

TCC DC Link Overvoltage Faults – Procedure #8 The DC link voltage must be maintained at the required level so that the inverter IGBT can be properly turned on and so the DC link can provide enough energy to meet the needs of motor load. Excessively high DC link voltage can damage insulation and decrease the life cycle of power components. To prevent damage to the system, the faulted inverter will drop load and enter the fault recovery procedure. Table 10: DC Link Overvoltage Fault Troubleshooting Steps

Step 1

Action See TSG 07-005 for DC Link Overvoltage troubleshooting steps

Results/Notes

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TSG#: 07-025 REVISION: Release REVISION DATE: ISSUE DATE: March 14, 2008 AUTHOR: Asjad Lateef APPROVED BY: Aaron Vath Customer Engineering • Electro-Motive Diesel, Inc. • 9301 W. 55th Street • LaGrange, IL 60525

TROUBLESHOOTING GUIDE - IGBT Inverter System Form CEF-013 Rev B, 01/07/2008

TCC DC Link Undervoltage Faults – Procedure #9 The TCC DC Link Undervoltage fault is triggered when the voltage feedback from T1DCLV or T2DCLV is less than 80% of the voltage reference from EM2000 (MgV Lmt). The most probable cause for this fault is either sagging engine rpm due to plugged fuel filters or engine timing sensor issues; or a bad voltage feedback. . Table 11: DC Link Undervoltage Fault Troubleshooting Steps

Step 1

Action It is first necessary to determine if the undervoltage was a true undervoltage or if the fault is due to an erroneous feedback. Were DC Link Undervoltage faults logged on both TCC’s at the same time? Often DC Link Undervoltage faults will be logged due to a drop in engine RPM. This will cause the DC Link voltage to droop, triggering the fault on both TCCs. In order to determine if the faults were logged due to external circumstances, review the signals for the indications described below and illustrated in Table 12A. • CAV – Companion alternator volts decline. • ChpDty – Chopper duty cycle increases rapidly and significantly in an attempt to maintain generator output. • DC Link voltage (DCLnV and TnDCLV) droop. • Engine RPM’s (EngRPM and EEngRPM) values droop • EngineR – Engine fuel ratio increases rapidly to maximum fuel in an attempt to maintain engine RPM. An additional description of these signals is provided in the Signals to Monitor Table.

Results/Notes If the conditions described are not evident in the fault data pack, continue with the next step. If the conditions described were observed in the fault data pack, the undervoltage condition was most likely due to an engine underloading problem. For some reason the engine is not able to maintain horsepower. Reference: • TSG 01-002 SD70ACe and SD70M Fuel Systems • TSG 01-003 EMDEC SRS Faults and Radial Bracket Adjustment.

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TSG#: 07-025 REVISION: Release REVISION DATE: ISSUE DATE: March 14, 2008 AUTHOR: Asjad Lateef APPROVED BY: Aaron Vath Customer Engineering • Electro-Motive Diesel, Inc. • 9301 W. 55th Street • LaGrange, IL 60525

TROUBLESHOOTING GUIDE - IGBT Inverter System Form CEF-013 Rev B, 01/07/2008

Step

Action

Results/Notes

Table 11A: DC Link Undervoltage Fault Data pack (partial) Signal Name Units T-0 Seconds T-1 Seconds T-2 Seconds T-3 Seconds T-4 Seconds T-5 Seconds CA V

V

ChpDty

78.1

95.7

99.2

99.3

99.3

99.2

1.000

1.000

0.800

0.593

0.545

0.667

DCL1V

V

919

1,035

1,106

1,104

1,106

1,106

DCL2V

V

907

1,021

1,092

1,090

1,090

1,090

EEngRPM

RPM

287

357

370

371

370

370

Eng RPM

RPM

EngineR

297

342

370

370

370

370

0.994

0.718

0.577

0.577

0.581

0.589

MGFA Rf

A

308.4

167.3

65.2

61.9

61.4

63.9

MGFld A

A

70.7

67.6

63.9

63.7

63.4

63.5

WPWR

PWR

PWR

PWR

PWR

PWR

Op Mode RadarMp

MPH

42.9

43.1

43.1

42.9

42.8

42.9

T1DCLV

V

890

1,021

1,074

1,073

1,072

1,073

-

-

-

-

-

-

906

1,028

1,085

1,083

1,083

1,083

-

-

-

-

-

-

T1First T2DCLV T2First

V

2

Looking at the fault data pack: • Does the main generator field amp reference (MGFA Rf) increase significantly without a corresponding increase in the main generator field amperage (MGFld A)? • Does the EngineR value decrease?

3

Review the DCLnV and TnDCLV readings in the fault data pack. Does one of the values decline while the others remain steady?

If yes, there is an electrical system problem on the locomotive. a) Perform an excitation self test to qualify the chopper and main generator excitation circuit. b) Qualify the batteries and charging rate using TSG 07-009 APC troubleshooting and TSG 07-021 Surrette Battery Qualification. If DCL1V or DCL2V show abnormal feedbacks, go to the next step. If T1DCLV or T2DCLV show abnormal feedbacks, go to step 7.

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TSG#: 07-025 REVISION: Release REVISION DATE: ISSUE DATE: March 14, 2008 AUTHOR: Asjad Lateef APPROVED BY: Aaron Vath Customer Engineering • Electro-Motive Diesel, Inc. • 9301 W. 55th Street • LaGrange, IL 60525

TROUBLESHOOTING GUIDE - IGBT Inverter System Form CEF-013 Rev B, 01/07/2008

Step 4

Action a) Create a programmable meter with DCL1V, DCL2V, MGFldA, MGFA Rf and ChpDty. Instructions for creating a programmable meter can be found in Appendix A: Programming an EM2000 Data Meter Screen. b) Perform a self-load test and monitor the feedbacks programmed above. Note: T1DCLV and T2DCLV will not show any voltage during load test. No DC Link voltage is applied to the inverters during load test.

Results/Notes In Throttle 8 load test, the values should show roughly the following readings Signal DCL1V DCL2V MGFldA MGFA Rf ChpDty

TH8 LT Value 2500-2600 volts 2500-2600 volts 85-95 amps ~90 amps <0.2

Generator excitation is based on the lesser of DCL1V or DCL2V, for trucks not cut out. If either of these is erratic it can affect the excitation control system. If one of these feedbacks is erratic, go to step 6. If the MGFldA or MGFA Rf signals are fluctuating more than 5 amps or the ChpDty signal is greater than 0.2 or is fluctuating by more than 0.1, there may be a problem elsewhere in the excitation system. Reference TSG 07-010 Chopper Troubleshooting Guide. If all readings are steady, go to the next step.

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TSG#: 07-025 REVISION: Release REVISION DATE: ISSUE DATE: March 14, 2008 AUTHOR: Asjad Lateef APPROVED BY: Aaron Vath Customer Engineering • Electro-Motive Diesel, Inc. • 9301 W. 55th Street • LaGrange, IL 60525

TROUBLESHOOTING GUIDE - IGBT Inverter System Form CEF-013 Rev B, 01/07/2008

Step 5

Action a) Add the following values to the programmable meter created in the step above: T1DCLV and T2DCLV. b) Perform one of the three tests described below and monitor the programmable meter for erratic or varying readings. Note: The last test option recommends a throttle 3-stall test. This test MUST BE performed with one truck cut out; otherwise the locomotive will start to move. In the steps below, follow the instructions regarding truck cut out carefully.

Results/Notes Monitor the programmable meter for erratic or varying readings. If DCL1V or DCL2V show abnormal feedbacks, go to the next step. If T1DCLV or T2DCLV show abnormal feedbacks, go to step 7.

1. Contact your local EMD Rep to perform the Crosstalk Voltage Reference script. 2. Track test the unit. Ensure that throttle 3 or higher is reached on the track test. 3. Perform a throttle 3 stall test. a) Cut out truck 2, apply full independent brake and then perform a throttle 3 stall test in order to qualify the voltage feedbacks from T1DCLV and DCL1V. b) Cut-in truck 2 and cut out truck 1. Apply full independent brake. Now perform a throttle 3 stall test in order to qualify feedbacks from T2DCLV and DCL2V.

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TSG#: 07-025 REVISION: Release REVISION DATE: ISSUE DATE: March 14, 2008 AUTHOR: Asjad Lateef APPROVED BY: Aaron Vath Customer Engineering • Electro-Motive Diesel, Inc. • 9301 W. 55th Street • LaGrange, IL 60525

TROUBLESHOOTING GUIDE - IGBT Inverter System Form CEF-013 Rev B, 01/07/2008

Step 6

Action If DCL1V or DCL2V show abnormal feedbacks, perform the steps to the right. The feedback path for these readings is from the sensor, through the PDP panel, to the ADA module.

Note: Steps a, c, f and g require that the Computer Control breaker be opened while disconnecting or reconnecting plugs or modules. Steps b, d and e require that the locomotive be shut down and the DC Link voltage discharged before performing. Perform the DC Link discharge procedure as listed in the SD70ACe IGBT Inverter Safety Manual. Step h requires all circuit breakers and the battery knife switch to be open.

Results/Notes a) Swap the ADA module with a replacement. • Reference SA 06-076 Rev. A, if needed, to check the valid replacement for a given ADA module. • If the replacement ADA module appears to cure the problem, re-insert the “bad” module and ensure the problem returns. If the problem did not return, the module is most likely not at fault. Inspect for corroded or bent pins on the EM2000 chassis and continue with the steps below. b) Verify that the 15-volt feed supplied through the PDP panel is 15v ±5% when metering from positive to common and negative to common. This voltage will be doubled when metering from +15v to –15v at the sensor itself. c) Reference the appropriate locomotive schematic and disconnect the feedback plug at the PDP panel. Insert the Analog Circuit Splitter (PDP Cable) – EMD p/n: 40085567, into the circuit. Connect your meter to pin 5 of the splitter and verify the feedback signal is correct. This will require loading of the locomotive. The feedback signal is a milliamp signal with a conversion factor of 40 volts per milliamp. Ensure that the metered reading agrees with the reading displayed on the screen. If the reading does agree: d) Qualify the wiring between sensor and PDP. e) Replace the voltage sensor If the reading does not agree: f) Qualify wiring between PDP and ADA g) Replace the PDP panel h) Replace the EM2000 chassis

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TSG#: 07-025 REVISION: Release REVISION DATE: ISSUE DATE: March 14, 2008 AUTHOR: Asjad Lateef APPROVED BY: Aaron Vath Customer Engineering • Electro-Motive Diesel, Inc. • 9301 W. 55th Street • LaGrange, IL 60525

TROUBLESHOOTING GUIDE - IGBT Inverter System Form CEF-013 Rev B, 01/07/2008

Step 7

Action If T1DCLV or T2DCLV show abnormal feedbacks, perform the steps to the right.

a)

The feedback path for these readings is from the sensor through the Interface module to the MPU module.

8

Note: Step a requires that the Computer Control breaker be opened while disconnecting or reconnecting plugs or modules. Steps b, c and d require that the locomotive be shut down and the DC Link voltage discharged before performing. Perform the DC Link discharge procedure as listed in the SD70ACe IGBT Inverter Safety Manual. Open the IGBT Power Supply and Traction Control circuit breakers when disconnecting or reconnecting plugs. Step e requires the IGBT Power Supply, Traction Control and Computer Control circuit breakers to be open. Step f requires all breakers and the battery knife switch to be open. If no sensor or feedback defects are noted, inspect the affected DC Link circuit for a high resistance connection that may be dragging down the voltage.

b)

c)

d) e) f)

Results/Notes Swap the MPU modules and retest per step 6. If the abnormal feedbacks swap between TCC1 and TCC2, when the module is swapped, place the MPU’s back in their original slots and ensure the faulty feedback follows the suspect module. Replace the suspect MPU module. Verify the 15-volt feed to the sensor. Metering from +15v to –15v at the sensor should show 30volts ±5%. The 15-volt feed is supplied through 2 of the small wires that connect to the sensor. Reference the appropriate locomotive schematic for wire labels. Qualify the wiring between the feedback sensor and the CN1 or CN2 plug on the Interface module. Pay particular attention to the CN plug. Replace the voltage sensor Replace the Interface Module Replace the EM2000 chassis

Otherwise contact your EMD rep.

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TSG#: 07-025 REVISION: Release REVISION DATE: ISSUE DATE: March 14, 2008 AUTHOR: Asjad Lateef APPROVED BY: Aaron Vath Customer Engineering • Electro-Motive Diesel, Inc. • 9301 W. 55th Street • LaGrange, IL 60525

TROUBLESHOOTING GUIDE - IGBT Inverter System Form CEF-013 Rev B, 01/07/2008

TCC Inverter Output Overcurrent Faults – Procedure #10 The traction control system monitors each phase current (U, V and W) and triggers the inverter overcurrent fault if any of the phase currents exceed 2400A (instantaneous). Table 12: TCC Inverter Output Overcurrent Fault Troubleshooting Steps

Step Action 1. There are several causes of the inverter overcurrent faults, the first of these being excessive wheel slips. Look at the TM speeds in the fault data packs for evidence of excessive wheel slips. Control system improvements are being made to lessen or prevent this from taking place in the future. 2. View the TM speed signals in the fault archive data pack. If one of the speed signals is erratic but the remaining speed feedbacks appear steady, the most likely root cause of the problem is the bad speed feedback. The control systems handles bad speed sensor that is reading 0 very well but runs into control issues if the sensor reading swings out of control.

Results/Notes

Repair as needed and retest. Otherwise go the next step.

Investigate the affected speed probe as described in the Control Power Supply Faults section and the Speed Sensor Faults section.

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TSG#: 07-025 REVISION: Release REVISION DATE: ISSUE DATE: March 14, 2008 AUTHOR: Asjad Lateef APPROVED BY: Aaron Vath Customer Engineering • Electro-Motive Diesel, Inc. • 9301 W. 55th Street • LaGrange, IL 60525

TROUBLESHOOTING GUIDE - IGBT Inverter System Form CEF-013 Rev B, 01/07/2008

Step Action 3. Erratic engine RPM due to possible fuel issues or engine timing sensor issues can also result in inverter overcurrent faults. If sagging engine speed is evident in the fault data packs, see the following troubleshooting guides to find root cause of the problem:

Results/Notes Repair as needed. Otherwise go to the next step.

•

TSG 01-002 SD70ACe and SD70M Fuel Systems • TSG 01-003 EMDEC SRS Faults and Radial Bracket Adjustment. 4. Inspect the phase current sensors (TnIU, TnIV and TnIW) and related circuit on the affected truck.

Repair as needed.

Strictly follow instructions provided in Steps 2, 3, 4, 5 and 6 of Table 10 in the Unbalanced AC Current Faults section.

Traction Motor Lead Miswire Faults – Procedure #11 This faults is only logged during the power operation. This is a very serious fault and must be attended to at the first available opportunity. To clear the fault, the affected traction motor wiring must be corrected so it is properly connected to the phase modules. Miswiring typically occurs during motor replacement. Under normal conditions, the AC traction motors will run at a very low slip frequency (1-2% or less), which corresponds to high efficiency and low losses. If one of the motors is connected incorrectly, though, it will be operating at nearly 200% slip (turning backwards) and the motor losses will be extremely high.

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TSG#: 07-025 REVISION: Release REVISION DATE: ISSUE DATE: March 14, 2008 AUTHOR: Asjad Lateef APPROVED BY: Aaron Vath Customer Engineering • Electro-Motive Diesel, Inc. • 9301 W. 55th Street • LaGrange, IL 60525

TROUBLESHOOTING GUIDE - IGBT Inverter System Form CEF-013 Rev B, 01/07/2008

Table 13: Traction Motor Lead Miswire Fault Troubleshooting Steps

Step 1

Action Inspect cable connections on all three traction motors on affected truck. Each cable is labeled to indicate the phase connection along with a color code. See the table below and Figure 5. Phase U V W

Results/Notes Correct the cable connections on the affected traction motors.

Color Red White Blue

Figure 5: Traction Motor Cables showing Labels and Color Codes

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TSG#: 07-025 REVISION: Release REVISION DATE: ISSUE DATE: March 14, 2008 AUTHOR: Asjad Lateef APPROVED BY: Aaron Vath Customer Engineering • Electro-Motive Diesel, Inc. • 9301 W. 55th Street • LaGrange, IL 60525

TROUBLESHOOTING GUIDE - IGBT Inverter System Form CEF-013 Rev B, 01/07/2008

Wheel Mismatch Faults – Procedure #12 Controlling three separate traction motors with the same inverter requires that the wheel diameters of those motors be held in close proximity. As the diameters variation between axle’s increases, the load distribution between motors becomes uneven. With small diameter differences, the motors can compensate, but as the difference increases, the TE of the truck must be reduced. Wheel mismatch faults are logged as an indication that the variation in wheel diameters within a truck has reached the point where it can affect the operation of the inverter system. Initially a warning will be indicated, but if the condition is left to worsen, the computer system will begin to reduce load on the locomotive. The wheel diameter calculation is based on a calculation performed in which the computer compares the value read in by the speed sensor and the radar. Using these two values, the computer is able to determine wheel size. Table 14: Wheel Mismatch Fault Troubleshooting Steps

Step 1

2

Action Take wheel measurement readings of all wheels on the locomotive. If one truck is logging faults for wheel mismatch, there is a good chance the other truck may be approaching the allowable limits.

If the wheel measurements are within specification, inspect the fault archive for radar faults.

Results/Notes Cut the wheels to bring them within the limits stated below.

Wheels on the same axle Wheels on the same truck Wheels on the same locomotive

Radius 0.8 mm (1/32”) 3.2 mm (1/8”) 16 mm (5/8”)

Tapes 2 6 32

Repair or replace as necessary

Qualify the radar and associated wiring per SA 05-025 Procedure to Validate Functionality of Radar on the Locomotive

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TSG#: 07-025 REVISION: Release REVISION DATE: ISSUE DATE: March 14, 2008 AUTHOR: Asjad Lateef APPROVED BY: Aaron Vath Customer Engineering • Electro-Motive Diesel, Inc. • 9301 W. 55th Street • LaGrange, IL 60525

TROUBLESHOOTING GUIDE - IGBT Inverter System Form CEF-013 Rev B, 01/07/2008

Step 3

Action The wheel diameters are recalibrated by the computer when specific operational conditions are met.

Results/Notes The following conditions must be TRUE for 5 seconds for recalibration to occur: • Brakes not applied o PCS = ON It is possible that, due to a component or o No IPS< = ON feedback failure, one of these conditions may • Radar Speed > 8.1 KPH (5 MPH) not be met for a significant period of time. This • Locomotive not accelerating or decelerating could prevent the computer from recalibrating more than 0.16 KPH/sec (~0.1 MPH/sec) the wheel sizes and cause this fault to be logged. • Radar is not failed and is working: RdrStFg = 0 or 1 The conditions for recalibration are listed at • OpMode = IDLE, WPRP or PROP right. View these values on a programmable • Throttle in idle with reverser thrown meter screen. Ensure the conditions can be achieved and attempt to recalibrate the Note: Previous experience has show that a locomotive by moving it around the yard faulty No IPS< signal has prevented recalibration. Ensure this signal changes when the brakes are released.

Speed Sensor Wrong Rotation Faults – Procedure #13 Accurate measurement of both speed and direction of rotation is essential for proper control of the AC traction motors in a traction application. Accordingly, each traction motor is equipped with a dual-output speed sensor. The two outputs, or feedback channels, are off-set with respect to each other in order to allow the control system to determine both speed and direction. If the direction feedback from one of the probes does not agree with the others, a “Wrong Rotation” fault will be logged. These faults are most often logged after replacement of a speed sensor or traction motor and are due to improper application of the probe at the motor, or miswiring at the CN plug. Table 15: Wrong Rotation Fault Troubleshooting Steps

Step 1

Action Review the locomotive fault archive to determine which axle is logging the wrong direction faults. Was the speed sensor or traction motor recently replaced at that position

Results/Notes If yes, continue with the next step If no, go to step 4

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TSG#: 07-025 REVISION: Release REVISION DATE: ISSUE DATE: March 14, 2008 AUTHOR: Asjad Lateef APPROVED BY: Aaron Vath Customer Engineering • Electro-Motive Diesel, Inc. • 9301 W. 55th Street • LaGrange, IL 60525

TROUBLESHOOTING GUIDE - IGBT Inverter System Form CEF-013 Rev B, 01/07/2008

Step 2

3

4

Action If the speed sensor was recently replaced, open the Traction Control circuit breaker and disconnect the CN plug corresponding to that sensor at the interface module. Reference the appropriate locomotive schematic and confirm that the proper wires are connected at the specified terminals. Note: early versions of the SD70Ace locomotive have a junction box mounted on the outside of the under frame which the speed sensor wiring connects to. Verify the wiring here on those locomotives. If a traction motor was recently replaced, visually inspect the application of the speed probe at the traction motor end cover. The speed probe flange must lay flat against the end cover.

Results/Notes Correct any defects noted using the tools listed in the Recommended Tooling section.

Correct the speed probe application

It is also possible, to bolt the speed probe in backwards on the end cover. Ensure that the guide pin on the speed probe mounting face is correctly oriented and mates with the hole in the end cover. Perform steps 10-14 of the Speed Sensor Faults section.

MPU Hardware/Software Faults – Procedure #14 Table 16: MPU Hardware/Watchdog Fault Troubleshooting Steps

Step 1

Action Is an MPU hardware watchdog fault currently active in the fault archive?

Results/Notes If yes, replace the MPU module.

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TSG#: 07-025 REVISION: Release REVISION DATE: ISSUE DATE: March 14, 2008 AUTHOR: Asjad Lateef APPROVED BY: Aaron Vath Customer Engineering • Electro-Motive Diesel, Inc. • 9301 W. 55th Street • LaGrange, IL 60525

TROUBLESHOOTING GUIDE - IGBT Inverter System Form CEF-013 Rev B, 01/07/2008

Step 2

Action Is an MPU software fault currently active in the fault archive?

Results/Notes Cycle the EM2000 circuit breaker and wait 10 minutes to see if the MPU will reprogram. It is also possible to force the software to the MPU module typing the following commands at the Empath 16> prompt (This can only be done by an EMD Rep) • call mpu1prg (for MPU1) • call mpu2prg (for MPU2)

3

4

5

If a significant amount of data exists in the EM2000 fault archive, it can inhibit programming of the MPU software during a new software upload. Clear the EM2000 fault archive and attempt to reload the EM2000 software. Ensure the 9A and 10A plugs are secure and in the correct locations. Each plug has a jumper to indicate TCC location (1 or 2) to the MPU module

Cycle the EM2000 circuit breaker and wait 10 minutes to see if the MPU will reprogram. It is also possible to force the software to the MPU module typing the following commands at the Empath 16> prompt (This can only be done by an EMD Rep) • call mpu1prg (for MPU1) • call mpu2prg (for MPU2)

If the MPU module fails to program, or continues to log faults, replace the module

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TSG#: 07-025 REVISION: Release REVISION DATE: ISSUE DATE: March 14, 2008 AUTHOR: Asjad Lateef APPROVED BY: Aaron Vath Customer Engineering • Electro-Motive Diesel, Inc. • 9301 W. 55th Street • LaGrange, IL 60525

TROUBLESHOOTING GUIDE - IGBT Inverter System Form CEF-013 Rev B, 01/07/2008

Help Desk Troubleshooting The following section lists actions a railroad mechanical help desk can ask the locomotive crew to perform in an attempt to prevent a road failure. Table 17: Help Desk Troubleshooting Steps

Step 1

2

Action If the locomotive is logging a fault for a locked axle or failed speed probe, stop the train and then visually ensure the affected wheel rolls freely by moving the locomotive a short distance. If the locomotive is logging a TCC fault, stop the train and cut out the affected truck. This can be done using the “Traction Cutout” option on the computer display.

Results/Notes If the wheel rolls freely without binding or grinding noises, cut out the affected speed probe. Do not cut out the entire truck for speed probe problems

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TSG#: 07-025 REVISION: Release REVISION DATE: ISSUE DATE: March 14, 2008 AUTHOR: Asjad Lateef APPROVED BY: Aaron Vath Customer Engineering • Electro-Motive Diesel, Inc. • 9301 W. 55th Street • LaGrange, IL 60525

TROUBLESHOOTING GUIDE - IGBT Inverter System Form CEF-013 Rev B, 01/07/2008

Appendix A: Programming an EM2000 Data Meter Screen In order to view a feedback signal on the computer display follow the steps listed below: • Select the Locomotive Data button on the FIRE display screen • Select “Data Meters”→”Program Meter” • Delete one of the existing meters and then select that meter • Select the “Add” button • Scroll down through the listing of values until you come to the desired signal • Highlight and select this value • Continue selecting signals until all are programmed • Select “More”→”Save”→“Exit” • Highlight the meter that was just programmed and push “View”

Page 50 Copyright © Electro-Motive Diesel, Inc.. All rights reserved. Neither this document, nor any part thereof, may be reproduced or reprinted without the prior written consent of the Electro-Motive Diesel, Inc.. Contact EMD SDO office.

TSG#: 07-025 REVISION: Release REVISION DATE: ISSUE DATE: March 14, 2008 AUTHOR: Asjad Lateef APPROVED BY: Aaron Vath Customer Engineering • Electro-Motive Diesel, Inc. • 9301 W. 55th Street • LaGrange, IL 60525

TROUBLESHOOTING GUIDE - IGBT Inverter System Form CEF-013 Rev B, 01/07/2008

Appendix B: Phase Module Qualification Procedure The test consists of three parts: 1. Diode check with both the positive and negative IGBT gate signals turned off 2. Diode check with positive IGBT gate turned on 3. Diode check with negative IGBT gate turned on Note: 1. 2. 3. 4.

Set your meter at the diode position to check the diode values. Please allow time (at least one minute) for the readings to stabilize. Please note that the overload (O.L) condition on the meter indicates an open circuit. If the bus bars that connect to the phase modules are disconnected, it is important to take the diode readings at the phase module surface where the bus bar mates the phase module. A diode reading may be invalid if made at the threads for bolts that connect the bus bars to the phase modules.

Following steps must be completed before performing the test: 1. Diesel engine must be shutdown. 2. Follow the DC Link Discharge Procedure and ensure that the DC link has fully discharged. 3. Disconnect and isolate cable “TM123A” from the “P” bus bar at the W1 Phase Module in order to check the diode values of Inverter 1 Phase Modules. 4. Disconnect and isolate cable “TM456A” from the “P” bus bar at W2 Phase Module in order to check the diode values of Inverter 2 Phase Modules. 5. Disconnect and isolate the bus bar connected to the AC bur bar of the phase module that needs to be qualified. Note: Torque bolts to 30 ft-lbs when you reconnect the cables and the AC bus bars that were disconnected in steps 3, 4 and 5 above. Diode Check with Both the Positive and Negative IGBT Gate Signals Turned Off Measurement Points P to AC AC to P N to AC AC to N

Diode Check Reading (Volts) O.L. < 0.7 < 0.7 O.L.

Phase U1

Phase V1

Phase W1

Phase U2

Phase V2

Phase W2

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TSG#: 07-025 REVISION: Release REVISION DATE: ISSUE DATE: March 14, 2008 AUTHOR: Asjad Lateef APPROVED BY: Aaron Vath Customer Engineering • Electro-Motive Diesel, Inc. • 9301 W. 55th Street • LaGrange, IL 60525

TROUBLESHOOTING GUIDE - IGBT Inverter System Form CEF-013 Rev B, 01/07/2008

Verify the following before proceeding further: 1. Verify that the IGBT SUPP#1 and IGBT SUPP#2 Circuit Breakers are closed. Green LED on each of the IGBT power supply indicates that power supply is working. 2. Verify that the Traction Control Circuit breaker is closed. Diode Check with the Positive IGBT Gate Turned On: Apply a jumper wire between the appropriate pin and the common pin of the P1 (TCC #1) or P3 (TCC #2) connector on the interface module (see Figure 3 for reference) to turn the positive gate on. Refer to the table below: IGBT U+ V+ W+ Common

Pin 15 16 17 1 or 14

With the positive gate turned on, take the diode measurements at the appropriate phase module: Measurement Points P to AC AC to P N to AC AC to N

Diode Check Reading (Volts) < 0.5 < 0.5 < 0.7 O.L.

Phase U1

Phase V1

Phase W1

Phase U2

Phase V2

Phase W2

Diode Check with the Negative IGBT Gate Turned On: Apply a jumper wire between the appropriate pin and the common pin of the P1 (TCC #1) or P3 (TCC #2) connector on the interface module (see Figure 2 for reference) to turn the negative gate on. Refer to the table below: IGBT UVWCommon

Pin 2 3 4 1 or 14

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TSG#: 07-025 REVISION: Release REVISION DATE: ISSUE DATE: March 14, 2008 AUTHOR: Asjad Lateef APPROVED BY: Aaron Vath Customer Engineering • Electro-Motive Diesel, Inc. • 9301 W. 55th Street • LaGrange, IL 60525

TROUBLESHOOTING GUIDE - IGBT Inverter System Form CEF-013 Rev B, 01/07/2008

With the negative gate turned on, take the diode measurements at the appropriate phase module: Measurement Points P to AC AC to P N to AC AC to N

Diode Check Reading (Volts) O.L. < 0.7 < 0.5 < 0.5

Phase U1

Phase V1

Phase W1

Phase U2

Phase V2

Phase W2

Page 53 Copyright © Electro-Motive Diesel, Inc.. All rights reserved. Neither this document, nor any part thereof, may be reproduced or reprinted without the prior written consent of the Electro-Motive Diesel, Inc.. Contact EMD SDO office.

TSG#: 07-025 REVISION: Release REVISION DATE: ISSUE DATE: March 14, 2008 AUTHOR: Asjad Lateef APPROVED BY: Aaron Vath Customer Engineering • Electro-Motive Diesel, Inc. • 9301 W. 55th Street • LaGrange, IL 60525

TROUBLESHOOTING GUIDE - IGBT Inverter System Form CEF-013 Rev B, 01/07/2008

Appendix C: Connector Check Circuit Diagram

Figure 6: CN Plug Verification Circuit

Page 54 Copyright © Electro-Motive Diesel, Inc.. All rights reserved. Neither this document, nor any part thereof, may be reproduced or reprinted without the prior written consent of the Electro-Motive Diesel, Inc.. Contact EMD SDO office.

TSG#: 07-025 REVISION: Release REVISION DATE: ISSUE DATE: March 14, 2008 AUTHOR: Asjad Lateef APPROVED BY: Aaron Vath Customer Engineering • Electro-Motive Diesel, Inc. • 9301 W. 55th Street • LaGrange, IL 60525

TROUBLESHOOTING GUIDE - IGBT Inverter System Form CEF-013 Rev B, 01/07/2008

Figure 7: Interface Module to MPU Module Connector Verification Circuit

Page 55 Copyright © Electro-Motive Diesel, Inc.. All rights reserved. Neither this document, nor any part thereof, may be reproduced or reprinted without the prior written consent of the Electro-Motive Diesel, Inc.. Contact EMD SDO office.

TSG#: 07-025 REVISION: Release REVISION DATE: ISSUE DATE: March 14, 2008 AUTHOR: Asjad Lateef APPROVED BY: Aaron Vath Customer Engineering • Electro-Motive Diesel, Inc. • 9301 W. 55th Street • LaGrange, IL 60525

TROUBLESHOOTING GUIDE - IGBT Inverter System Form CEF-013 Rev B, 01/07/2008

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Please email your comments to: [email protected] Or fax this form to: (708) 387-5795 (Attn: Troubleshooting Coordinator) Page 56 Copyright © Electro-Motive Diesel, Inc.. All rights reserved. Neither this document, nor any part thereof, may be reproduced or reprinted without the prior written consent of the Electro-Motive Diesel, Inc.. Contact EMD SDO office.