ELECTRONIC LOCOMOTIVE CONTROL SYSTEM IIA Caterpillar

Installation

Usage:

4.1: Overview

Diagram 1 in "4.12: Installation Diagrams" shows an overview of the electrical components of the Caterpillar Locomotive Engine and Generator Package. This consists of a mixture of pre-wired and ship loose components that must be wired by the customer. Some of these components must be located in a clean environment. It is the customer's responsibility to properly engineer a suitable housing or location on the locomotive for such components. Diagram 1 shows the typical locations of the electrical components.

4.2: Applications

The 3500 Locomotive Engine and generator package has been designed primarily for use on four axle locomotives, with and without dynamic brakes. The traction generators (two types available) are rated so that four traction motors can be wired in parallel across the generator. Although the wheelslip module can measure up to six traction motor currents, the presently available software packages are limited to four axle locomotives as follows:

NOTE: The current rating is the intermittent rating, not the continuous rating of the generator.

Other configurations such as six axle locomotives (with transition) and slug operation are anticipated for the future. Consult Caterpillar marketing or the locomotive application engineering department to determine what additional software packages are available.

4.3: Transductors

Transductors are used to measure individual traction motor currents. On locomotives equipped with dynamic brakes one is also used to measure grid current and grid cooling fan motor current.

All the control hardware for accepting the output signals from the transductors are included in the engine and generator package. The transductors are not included. It is recommended that the following transductors be used:

Magnetics Div.

Spang Industries Inc.

Part No. E7112

They must be 1000:1 ratio and be rated for measuring up to 1500 Amps. These recommended transductors are rated at 105°C (221°F).

The transductors are excited by three phase auxiliary power; phase to phase changes from 73.3 volts RMS (40 Hz) at idle speed (600 rpm) to 220 volts RMS (120 Hz) at rated speed (1800 rpm).

4.4: Emergency Shutdown Annunciation

This is not part of the locomotive package. It must be provided by the re-builder. The start and shutdown logic does provide output signals for annunciating the emergency shutdown conditions.

NOTE: Although the shutdown conditions are latched, the annunciation signals are not all latched. The annunciation panel must include latching circuitry if the customer requires it.

4.5: Pre-Wired Engine Mounted Components

The engine includes the following pre-wired components:

* Overspeed switch magnetic speed pick-up

* Engine mounted tachometer magnetic speed pick-up

* Engine mounted tachometer

* Engine mounted hour meter

* Starting aid coolant temperature switch

* Electronic governor system magnetic speed pick-up

* Electronic governor system rack position sensor

* Electronic governor system coolant temperature sensor

* Electronic governor system coolant temperature switch

* Electronic governor system temperature interface module

* Electronic governor system rack actuator

* Low speed low oil pressure shutdown switch

* High speed low oil pressure shutdown switch

* High crankcase pressure shutdown switch (3516 only)

* High coolant temperature alarm switch

The wiring harness is run through flexible, waterproof conduit. Except for the engine mounted tachometer and its speed sensor (which do not connect outside the engine harness), the wiring to these components terminates at two terminal blocks (TB251 and TB252) located in a junction box on the right rear side of the engine.

All the connections to the electronic governor are made through TB251. All the connections to the start and shutdown logic are made through TB252.

4.6: Customer Wired Engine Mounted Components

The engine also includes mounted, non-wired components. The starter motors are standard on every engine. The magnetic switches and ether bottles are options. On the 3516 locomotive engine there are two ether bottles. On the 3512 and 3508 locomotive engines there is one ether bottle.

The ether lines to the air inlet system of the engine are factory installed. The electrical connections for the ether starting function are the customers responsibility.

4.7: Generators

4.7.1: Traction Generators

The traction generators are brushless in design. They require an excitation current of less than 10 Amps DC. They are driven directly by the Electronic Governor System which uses a pulse width modulated drive circuit (using the 64 volt battery for power).

The generators are three phase AC alternators with built-in full wave rectifier diodes that provide the DC traction power.

At the AC sections (ahead of the rectifiers) there are conventional potential transformers (PT) and current transformers (CT) that provide generator voltage and current sense signals for the electronic governor system. These transformers are installed by the generator manufacturer and the primary connections are factory wired. The customer must wire the secondary connections.

Ground Fault Detection System

Neither Caterpillar nor the generator manufacturer provide a ground fault detection system. The traction ground fault detection system is the responsibility of the re-builder.

4.7.2: Auxiliary Alternator

The auxiliary alternator is a dual mode alternator that provides a battery charging function (non essential DC power) and three phase 220 volt power for cooling fans, air compressors, etc.

The excitation of the field coil of the battery charging section must be performed by a customer supplied voltage regulator.

The excitation of the AC section is built into the alternator and provides a fixed (1.83) Volts/Hz.

4.8: Ship Loose Components

These items fall into two main groups; those that locate in the main high voltage electrical cabinet, and those that locate somewhere in the engine compartment.

4.8.1: Located In The High Voltage Electrical Cabinet

These components are part of the Electronic Governing System. They are:

Main Mounting Group:

* Main Governing Box

* Personality Module

* Derate Module

The customer connections are via TB391 and TB392. Refer to Diagram 2 in "4.12: Installation Diagrams" for further installation information.

Wheelslip Mounting Group:

* Wheelslip Module

* Transductor Input Module (1 per motor)

* Grid Overcurrent Alarm Relay (for D.B.)

* Grid Cooling Fan Failure Alarm Relay (for D.B. and self load)

The customer connections are via the transductor input modules and TB393 and TB394. Refer to Diagram 3 in "4.12: Installation Diagrams" for further installation information.

Refer to Diagram 4 in "4.12: Installation Diagrams" for details of adding the optional control group hardware to this wheelslip group for dynamic brake operation.

Scaling Network

The customer connections are via TB399. Refer to Diagram 5 in "4.12: Installation Diagrams" for further installation information.

PEEC Interface Relay (PIR)

These components all employ fast-on, or screw-on terminal strip connections. If they are not located in the high voltage electrical cabinet, they must be housed in a dry, clean environment.

NOTE: The Electronic Governing System contains a barometric sensor that is used to provide an altitude derate function. This sensor is located inside the derate module which is an integral part of the main mounting group of the Electronic Governing System (refer to Diagram 2 in "4.12: Installation Diagrams"). It is necessary therefore to ensure that this sensor is monitoring the correct static, barometric pressure. The module has a "7/16-20 No.4 O-ring port" for this purpose. It is recommended that this port is connected to the air inlet passage of the engine so that power derate will occur if the air filters become clogged.

Refer to Diagram 6 in "4.12: Installation Diagrams" for installation information.

3516 Engines

The 3516 engines use a remote, chassis mounted air cleaner system. A convenient tapping point is on the air inlet elbow attached to the turbocharger inlet; thread size is M16X1.5 (metric).

3512 and 3508 Engines

The 3512 and 3508 engines use engine mounted air cleaners. There is a convenient tapping point on the inner (closest to the engine) side of either air cleaner housing; thread size is 1/8 (inch) NPT.

4.8.2: Located In The Engine Compartment

This comprises of one component which is a remote mounted Junction Box that houses relays and an overspeed switch that are part of the start and shutdown system.

4.9: Detailed Wiring

4.9.1: Starting Motors

The starting motors are 32 volt motors and must be wired in series. Diagram 7 in "4.12: Installation Diagrams" and the wiring diagrams in "4.13: Wiring Diagrams" show the recommended method of hook-up using two magnetic switches. Diagram 8 in "4.12: Installation Diagrams" shows an alternate method if the customer prefers one magnetic switch rather than two magnetic switches. Both wiring configurations will ensure that a hung starter will inhibit an engaged starting motor from being energized.

4.9.2: Start And Shutdown Logic

The wiring diagrams in "4.13: Wiring Diagrams" show the installation wiring. The bulk of the logic is defined by the relay logic in the remote mounted start stop logic box. Some of the logic is defined by customer wiring in the locomotive.

It is important that the customer adheres to the configuration shown in the wiring diagrams which require three external relays. If this is not done it is possible that some of the failsafe features outlined in section two of this manual will not function properly.

4.9.3: Electronic Governing System

Detailed wiring of the electronic governing system is provided by the following diagrams. There are several configurations depending on which generator the engine is equipped with and whether the locomotive is equipped with dynamic brakes and/or motor cutout.

NOTE: For completeness, and to assist in commissioning and troubleshooting, these diagrams contain details of the engine harness in addition to the details of the customer wiring.

4 Axle-Dynamic Brakes 1250 Volt Generator

Diagram 9 in "4.12: Installation Diagrams" shows the wiring between TB391, TB399, Traction Generator Exciter, PT's and CT's (located in the Traction Generator) and the locomotive's operator controls.

4 Axle-No Dynamic Brakes 700 Volt Generator

Diagram 10 in "4.12: Installation Diagrams" shows the wiring between TB391, TB399, Traction Generator Exciter, PT's and CT's (located in the Traction Generator) and the locomotive's operator controls.

4 Axle-Dynamic Brakes And Motor Cutout

Diagram 11 in "4.12: Installation Diagrams" shows the wiring between TB392, TB399, TB393, TB394, TB251, Transductors, PIR and the locomotive's electrical system.

4 Axle-Dynamic Brakes

Diagram 12 in "4.12: Installation Diagrams" shows the wiring between TB392, TB399, TB393, TB394, TB251, Transductors, PIR and the locomotive's electrical system.

4 Axle-Motor Cutout

Diagram 13 in "4.12: Installation Diagrams" shows the wiring between TB392, TB399, TB393, TB394, TB251, Transductors, PIR and the locomotive's electrical system.

4 Axle

Diagram 14 in "4.12: Installation Diagrams" shows the wiring between TB392, TB399, TB393, TB394, TB251, Transductors, PIR and the locomotive's electrical system.

4.9.4: Ether Starting Aid

The wiring for this system is shown on the wiring diagrams in "4.13: Wiring Diagrams".

4.10: Transductor Location

The standard software package uses either four or five transductors. Four of these are for monitoring the traction motor currents. If the locomotive is equipped with dynamic brakes, it will require a fifth transductor for measuring the grid cooling fan current. The standard wheelslip group is configured for four axles only. It must be updated with an optional group if the locomotive is equipped with dynamic brakes. Refer to Diagram 4 in "4.12: Installation Diagrams" for details.

The traction power is wired in different configurations in different locomotives. It should be noted that the Caterpillar Locomotive Engine Package and the software in the Electronic Governing System for a four axle locomotive is only compatible with straight parallel connections of the traction motors.

Diagram 15 in "4.12: Installation Diagrams" shows the location of the transductors in the traction power wiring in motoring mode.

In self load mode (if equipped) at least one transductor should be located such that it measures one of the grid currents. Refer to Diagram 16 in "4.12: Installation Diagrams".

In dynamic brake mode the traction power can also be wired in different configurations in different locomotives.

Diagram 17 in "4.12: Installation Diagrams" shows the preferred dynamic brake mode wiring configuration and the location of the transductors. This configuration is superior in terms of wheelslip control and does not require a "truck slide relay".

Many locomotives have the dynamic brake mode wiring configuration shown in Diagram 18 in "4.12: Installation Diagrams". This is inherently inferior to the configuration shown in Diagram 17 and requires a truck slide relay as shown in Diagram 18.

NOTE: Diagrams 11 and 12 in "4.12: Installation Diagrams" show how the contacts of the truck slide relay are wired.

4.11: Extended Range Dynamic Brakes

The electronic governing system is compatible with extended range dynamic brakes but has no provision for driving the power contactors to change ranges.

An external control module must be provided by the customer for changing ranges. The only requirement is that the range changing strategy provides a momentary "generator unload" signal on TB391-L1 during the range change. Refer to Diagram 3 in "4.12: Installation Diagrams".

Diagrams 19 and 20 in "4.12: Installation Diagrams" show typical wiring configurations and the required locations of the transductors.