Since the implementation of Distributed Power train operations on the Texas corridors earlier this year, I have played host to many interesting comments and questions with regards to this technique. Not all too long ago, I was asked by another engineer about the format known as Integrated Distributed Power (IDP); his specific concerns were with what it is about.
For this month's edition of CROSSROADS, I will be taking care of two items with one swing; along with the answer to that question, this will serve in some way as an introduction to the IDP system. Like with models of locomotives, you will see similarities and differences with IDP from the stand alone control console format now in operation on the current fleet of DPU equipped units on the UP.
The portion which contains the main programming is called the DLCP (Distributive Locomotive Control Processor); it is a module which has DPU condensed into it. Along with the DLCP module, an IDP equipped locomotive requires application of the integrated display screens and a main locomotive control computer having the capability and additional capacity to handle them.
Although the majority of units which so far have received IDP installations have been the AC Traction models, a DC model unit can also qualify. The DPU operations displays will not appear on the screens until the DLCP module receives a power supply.
In addition to the lead consist, IDP has the capability of controlling up to six remote locomotive consists, compared to four with the current system. The operating methods you have become acquainted with on DPU trains is not altered with the IDP system.
IDP takes advantage of the eight soft keys below the screens for labeling the functions; however, keep in mind that there are dozens of operational options with this system (the dependent factor is with what functions the operator is performing at any specific time). Not to worry, though; the computer changes the labels on the keys to make available only the functions you will need at the time. As an IDP operator, you will perform procedures along with have operating information on both the left and right screens at the engineers control stand, so you will need to be alert to both displays.
Like with the current format units, you have run the consist brake tests, and hostled them to their places in the train. You are now ready to set them up for IDP; as is the standard procedure, you will begin from the rear most consist and work toward the lead. On the remote units, it will require as part of the conditions:
1. The Data Radios circuit breaker turned on.
2. The isolation switch in Run position. 3. The dynamic brake cutout switch is in the cutin position.
4. On the locomotive control stand, have only the Control and Fuel Pump switch turned on.
5. The reverser in neutral and the handle removed.
6. The throttle/dynamic brake combination handle in idle.
7. The automatic brake handle is in the release position.
8. In the air brake display portion on the right display screen, verify that the status is in Lead Cutin.
9. Have the independent brake in the full application position. This is necessary in order to be able to get the IDP display screen.
Since they are now part of the integration, you do not have to worry with a separate control box containing the Electronic, Relay and Radio circuit breakers nor will you have the special Conventional-Locotrol manifold switch.
The right side screen is the one used to setup the locomotive for IDP. From it, select the function DIST POWER from the main menu. This will produce a relatively small display box on the screen, and offer at the soft keys the choice for setting up the unit as a leader or a remote (in this case, select the REMOTE SETUP key).
This will now be reflected in the display box, along with prompting you to put in the unit initials and number of the lead consist. You will also have displayed the keys for setting up the appropriate direction of the remote in comparison to that of the lead unit (NOTE: As information, if the wrong direction is inputted, the system will see this as mixed signals and not allow the locomotive to load up; this can also occur with the current DPU system.
To correct this will require you to go back to the affected consist and place the switch in the right position). Once all the information is correct, press the ACCEPT key. This will produce the following actions:
1. The automatic brake will reduce at a service down to 15 lbs.; after 70 seconds, it will then go into emergency. This will not have any effect on the linking or, when doing so, the unlinking process (with the stand alone system when the manifold switch is placed into the DP position, you will immediately go into emergency).
2. The screen will then show the status messages of LEAD CUTIN and DP REMOTE EMABLED. You can now release the independent brake and place the automatic brake into the handle off position.
For the lead consist setup: in addition to having the above listed conditions in effect, the Generator Field switch must be off, and the Engine Run and Control and Fuel Pump switches turned on. Again, the right side display screen is used for the setup procedure.
This time, the LEAD SETUP key is the one used. Upon its selection, the small display box will appear for entering the unit number and initials of the first remote consist. After inputting this data and pressing the LINK key, you will see the message of Linking in the small box.
In addition, the automatic air brake will be drawn down at a service rate just as it was with the remotes, and a message prompt of GO TO SUPPRESSION will appear; move the automatic brake handle to that position, but leave it there. When radio contact has been established, the screen will say Linked OK, and then prompt you for the next remote unit number.
Once all consists have been linked, press the ACCEPT key.
Brake Pipe Continuity Test
The purpose for this test is to link the brake pipe to the DPU controls (in this case, the IDP system). The left display screen is where this procedure is performed. You will see message prompts appearing on this screen which will assist in guiding you through what to do (The stand alone system will also do this). As with the stand alone box, once the function of BP TEST is pressed, it will begin to flash on the display, asking you if you wish to EXECUTE or CANCEL this test.
When executed, you will be prompted to make the minimum brake pipe reduction with the automatic brake handle (NOTE: On the units with the stand alone box and pneumatic air brakes, the minimum reduction will be done automatically). The message of a pass or fail will appear in the small box on the right side display screen.
Leakage Test
The leakage test is also done from the left side display screen. Again, you will receive message prompts which will be of aid. When LEAKAGE and EXECUTE are pressed, the reduction in brake pipe pressure will occur automatically.
When the test is completed, you will get a pass or fail message displayed on the right side display screen.
Mode Function
The leakage test procedure must be performed with the IDP system in the Idle mode (This is essentially the same as having all consists in remote position with the Generator Field switch turned off). So in order to allow the remote units to load up, the Mode function must be exercised. To so this requires going back to the right side display screen, as the function for this is contained there.
It is accessed by first selecting the DP MAIN MENU key; the menu will appear in the display box. From this, select MODE. Then, as with the stand alone system, press the buttons RUN and EXECUTE. The word RUN will now be displayed in the box, while on the left side screen, you will now see the word RUN instead of IDLE shown in the upper left corner.
Left Side Screen Notes
The display on the left side will be the one in which you will spend much of your operating time, as it will serve as the SUMMARY screen. It will contain all the operating information on all consists, as the screen displays for the TRAIN and UNIT display screens have consolidated onto the one display.
From here, you will have available the menu keys for setting up the consists for Front and Back groups operations as well as synchronous operations. The system is very user friendly, so don't get nervous. The key of REMOTE MENU is the one which, when selected, will give you the Remote menu functions such as NORMAL, BRAKE VALVE OUT, ISOLATE, SETOUT, and ENGINE STOP. Operations when on these screens will be much like the stand alone system you are now employing.
Screen Display Failure
From those of you who attended DPU training classes, you may remember that there are safeguards which have been incorporated into the DPU system which provide valuable assistance in the event of a failure. With the IDP system, this includes the rare possibility of display screen failure.
Should this occur, it is possible to combine needed information and control functions onto one screen. This is done by way of the display select switch on the control stand.
Whenever the combination screen is used, you can bring back the DPU display and controls by pressing a key called RESUME DIST PWR. After pressing this, the Summary screen, along with the FRONT and BACK group keys will appear.
This yellow wording indicates you are in the 45 second interval by which the system is attempting to regain contact and take out the COMM message. But if after that time, contact is still not regained, the word COMM will turn red to now indicate there is in effect a major alarm condition.
This is done by selecting the DIST PWR key; it will produce an option menu display. From this, select the SYSTEM key; this will bring up the screen display containing the UNLINK and EXECUTE functions.
After this has been done, the message prompt will indicate on the lead IDP unit that it now leads for zero (0) remotes. Now the operator goes back to the left side display screen; it will give you a message prompt on what is taking place.
No information regarding the remote units will be displayed, and the display screen will show the system status message of IDLE in the left corner. When the automatic brake has been fully applied, the left screen will then return to its conventional operational menu selection list.
Now, the operator goes back to the right side display; it will contain a message prompt to go to the suppression position with the automatic brake valve. Perform this, then follow the message prompt guidelines.
Eventually, you will press the keys labeled END DIST PWR and EXECUTE. This will then return the unit to the conventional display screen operation.
On the remote units, go to the right side screen and press the END DIST PWR and EXECUTE keys.
This will cause the unit to go back into the conventional format of operation; however, a key item you will need to note in this case is the status of the air brakes, which will say TRAIL in the summary field.
Well, there you have it. A rather comprehensive sneak preview at the forthcoming IDP system. It is my hope that on both fronts, that the questions about this feature have been answered to your satisfaction.
Now to wrap things up, here is a look at what's been going on lately with the SD90MAC units.
1. There now has been constructed an SD90MAC with a 6000 horsepower engine. It is slated to appear at the LMOA show in September in Chicago. Following this event, its next stop will be the AAR-TTC in Pueblo for developmental testing.
2. Between Chicago and Portland, there are two SD90MACs (units 8003 and 8029) teamed up with a C44-9DC operating in intermodal train service. With the advent of 6000 horsepower engine production, these two units are now out getting high speed mileage put on them while still being outfitted with the current 4300 horsepower engines.
Items being looked at include the levels of vibration along with the ride quality at high speed of these units. Also being looked at is whether or not the problems with the CNW ATC system operations while at high speeds have been resolved.
As as added note: For a brief time, unit 8017 pinch hit for the 8027 when it had some troubles at Chicago.
And finally, I was asked to bring you the following report regarding fuel use across the system: July was a very good month for us as far as fuel use per revenue ton mileage.
To keep the trend going, there are ways you can assist in helping with this effort. For more on how this may be accomplished, look in TCS at the message SW USE 060596X UPONLINE.
Thanks for reading; we will do this again in September.
Marcel is a Fort Worth based locomotive engineer.