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I am an individual who has been called many names (some good, and some not quite so nice); among them has been the term of expert. Goodness knows I'm far from this status level (for believe me, there are still many things which remain not known to me), and I know that this degree, I'll still fall short of. However; today, you are going to be dealing with an item which does take on the name of expert. It is the EMD Expert diagnostic program aboard the SD90/43AC locomotives.
EMD EXPERT is an onboard system which works in conjunction with the Integrated Condition Monitoring (ICM) system. It is a Windows type of program which is "loaded" into the EM2000 Locomotive Control Computer system.
This system provides the user with step by step instructions for performing troubleshooting on the locomotive. The data provided by EMD EXPERT is more extensive than the data contained in the LOCO DATA menu selection program of the EM2000 LCC.
This program can prove itself valuable with assisting either operating crews or maintenance personnel who use it. EMD EXPERT does not require a password or similarly formatted code in order to gain access into it.
Among the information categories EMD EXPERT contains are:
1, More in-depth description of fault conditions.
2. Definitions of input/output signals and acronyms.
3. Identification of probable causes for fault conditions.
4. Steps to take to qualify components on the locomotive.
5. Troubleshooting instructions to determine the cause of a fault.
6. Corrective action procedures for repairing or replacing defective
components in the EM2000 LCC, EMDEC (electronic fuel injection) computers,
and the SIBAS 16 inverter control systems.
With assistance from Rockwell electronics (the manufacturer of the ICE system), it allows for use of the left ICE screen at the engineers control console as the location to access this program; it is accomplished by selecting EMD EXPERT from the main operations menu.
The data contained in the memory equipment aboard the locomotive can be downloaded onto a laptop computer; in addition, the EMD EXPERT program is also available for installation onto a personal computer as well as being a full time laptop computer feature.
The Union Pacific is the first railroad to receive applications of the EMD EXPERT computer onto a locomotive. Whenever SD90/43AC locomotives in series No. 8000, to and including unit No. 8074, come into North Platte for periodic inspections, the EMD EXPERT program will then be installed. All new SD90/43AC and SD90AC locomotives will be outfitted with this feature by GM prior to their departing the assembly plant facilities.
Any type of locomotive which is outfitted with the EM2000 and ICE systems may qualify for the application of the EMD EXPERT program. So in the case of UP's SD60M locomotive No. 6268 (the first ever prototype with ICE), the EMD EXPERT program is not really designed or is setup for operations with the older MOD3 microprocessor control system. Why?: Because the MOD3 is not really setup for this program, nor does it have the capability of supplying to EMD EXPERT the type of information needed for the program's format.
Onboard the locomotive is another separate board which is like a PC within the EM2000 system. It has a 200 meg hard drive, a processor, and a video drive. The EMD EXPERT program then is "run" on a separate portion of the ICE screen by this board. The TSI soft key is the GM selection to get the ICE screen display to revert back to the normal main menu display status.
Accompanying most crew messages that indicate fault conditions (they
will show up during locomotive operations, or they may be pulled up
from the annunciator log on the left ICE screen) will be a fault code
identification number. This number is one of 2300 code numbers in the
present EMD EXPERT program; of those, 500 of them are fully
archived. After initial start up of the EMD EXPERT program, you will
then need to go to its main selection menu. There you will find three
subject headings:
1. List of All Faults.
2. List of All Symptoms.
3. List of All Probable Causes.
The All Fault listings will contain the code numbers, along with a description of their meanings.
The All Symptoms will tell you what effects the fault will produce.
The Probable Causes will direct you toward what areas to examine.
To "open up" the data bases, use the ICE screen soft keys to move your cursor and highlight one of these selections (NOTE: In submenus you can now access when the NEXT selection is chosen, you can highlight certain topics there and access additional data). The program is very user friendly; the ICE screen soft keys are used to allow highlighting or scrolling through and going back through the topics selections.
To get out of the EMD EXPERT program once you are done with it, go back to the screen which contains the soft key selection of TSI; this is GM's key which will take the screen display back to the normal main operating menu status display.
I, along with others, had an instance in which the EMD EXPERT program
would, without prior warning, get itself into a no response condition
to the ICE screen soft keys. The cause for this situation is a minor
glitch of some type. GM and Rockwell electronics are aware of this
problem and are working on a correction. In the meantime; if you
should incur an EMD EXPERT display screen lockup condition, you can
unfreeze it by performing the following technique:
Go to the Train Enclosure Unit located in the compartment across from
the restroom (it will be a big black box) and open the right side
door. Behind it in the lower right will be a beige box containing
three breakers; they are the power supply to the three ICE screens.
Momentarily turn off for 5 seconds the breaker to the No. 2 ICE
screen, then turn it back on,. This process will reboot the screen
and return it back to the main operating menu status display.
Last month's edition of CROSSROADS featured three articles authored by this correspondent. In the feature titled Distributed Power Update, I stated that I attempt to have available right up to press the latest data for your information. So what will be covered as my wrap up to this month will be information received after our wonderful folks at the printing offices made that, along with every issue of CROSSROADS, into a wonderfully finished production.
There was a question which was worded as follows: With the GE AC Traction locomotives, if you have a DID panel or VID screen display messages of Reduced Dynamic Brake: Auto or Manual Motor(s) C/O, along with TE Limited: Auto or Manual Motor(s) C/O, what effect will this have on the locomotive's operation?
A better clarification was provided to me by one of the many supporters and friends to myself and this publication. The answer is: If you have one traction motor cutout, the total maximum tractive effort available in power is 150,000 lbs.. If you have two traction motors cutout, the total maximum tractive effort available in power is 120, 000 lbs.. This is a critical factor on high tonnage, bulk trains on severe ascending grades.
I might have left some of you confused regarding an item which appeared in the heading dealing with performance of the Train Check testing procedure. The specific comment was regarding how long to wait before releasing the brakes at the lead consist to insure getting a pass message on the System screen.
Another longtime friend and supporter for CROSSROADS and my work supplied this correction for me: It is only necessary to wait until the brake pipe quits reducing, and has settled. This is not a fixed time, but waiting until the blow stops plus about 20 seconds has been working very well.
Also: On a train of any length, the Train Check OK message should not appear until more than 30 seconds after the brake handle is placed into the release position, as it takes time for the air pressure to run through the train and for the remote(s) to open their brake valve and report back to the lead.
I forgot to include the totals on one of the three unit coal loads which featured an SD90/43AC unit leading a consist of mixed AC-DC locomotives. The train was the CROHS-19 which had units No. 8005, C40-8 No. 9196 and SD60M unit No. 6348. This train transported 114 loads, 0 empties, and 14,892 tons.