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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 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:

Page 2
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

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 conductors 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.

Page 3
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

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

Page 4
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

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

Page 5
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

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

Page 6
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

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

Page 7
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

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

Page 8
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

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

Page 9
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

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

Page 10
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

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.

Page 11
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

Table 3: IGBT Monitoring Fault Troubleshooting Steps

Step
1

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.

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.

Page 12
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
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.

Page 13
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

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

Page 14
Copyright Electro-Motive Diesel, Inc.. All rights reserved. Neither this document, nor any part thereof, may be reproduced or reprinted without the prior written
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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.

Page 15
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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

Page 16
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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

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 dont 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 dont 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.

Page 17
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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.

Page 18
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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 4: Fiber Optic Connector Instructions

Page 19
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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

Was a Connector check (FC 3849 or 3850) fault


logged in the EM2000 fault archive?

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

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.

Page 20
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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

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.

Page 21
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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

Table 5: Control Power Supply Fault Troubleshooting Steps

Step
1

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.

Page 22
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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
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
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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

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.

Page 24
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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
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.

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.

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 40C and 80C for the IGBTs to
work properly in normal operation. Tunnel mode temporarily extends the working temperature range to
100C. 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 80C and loading will be
prohibited when the phase module temperature reaches 100C.
Page 25
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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.

Page 26
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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
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 (F)
50
60
70
77
85

Temp (C)
10
15
20
25
30

Resistance ()
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.

Page 27
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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

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.

Page 28
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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

Page 29
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
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.

Page 30
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
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

Page 31
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

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).

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.

Page 32
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
3

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

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 dont 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.

Page 34
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

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

Page 35
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

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 TCCs
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 RPMs (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.

Page 36
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

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

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

919

1,035

1,106

1,104

1,106

1,106

DCL2V

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

308.4

167.3

65.2

61.9

61.4

63.9

MGFld 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

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

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?

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.

Page 37
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
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.

Page 38
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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

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.

Page 39
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
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

Page 40
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
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.

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 MPUs 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.

Page 41
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

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.

Page 42
Copyright Electro-Motive Diesel, Inc.. All rights reserved. Neither this document, nor any part thereof, may be reproduced or reprinted without the prior written
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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.

Page 43
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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 axles 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

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

Page 45
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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

Page 46
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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
2

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.

Page 47
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
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)

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

Page 48
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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

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

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

Page 49
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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 MetersProgram 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 MoreSaveExit
Highlight the meter that was just programmed and push View

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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 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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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

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
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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
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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

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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

Feedback Form
Please use this form to provide feedback with regard to this Troubleshooting Guide. Feedback provided
will be used to improve future revisions of this guide.
Name:

Location:

Contact Info:

Railroad:

Unit #:

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If the root cause was not listed, please provide a description of the repair that was made and any
troubleshooting steps performed beyond those listed in this guide:

Please provide any other feedback you may have:

Please email your comments to: Troubleshooting@EMDiesels.com


Or fax this form to: (708) 387-5795 (Attn: Troubleshooting Coordinator)
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