00:00engine control. The automatic starting process is just one of many computer
00:07controlled operations on the AC-6000.
00:22Now we'll take an in-depth look at the video information displays on the GE AC-6000 locomotive.
00:29The front of the operator's cab looks similar to other wide-body cabs in the fleet, but again there are some differences.
00:38The operator's console contains two video information displays or vids.
00:44Each display has two rows of keys directly below its screen.
00:49The top keys are yellow. The keys on the bottom rows are off-white.
00:55Pressing the menu key on the top left-hand corner of the key rows displays the AC-6000 menu screen.
01:04Press F1, the home key, to return the display to the main operating screen.
01:10Pressing the menu key twice on any screen brings up the gauge screen.
01:17The F1 through F8 keys correspond to the top row of choices on the screen menu.
01:23The F1 through F8 keys select the bottom row menu choices that are determined by the action being performed.
01:30The F0 through F9 keys are also used to input numbers.
01:36The display on the crew's console is the auxiliary display.
01:42On power-up, the crew's screen is similar to the operator's right display.
01:48The crew display is a look-only screen.
01:51Gauges and locomotive condition reports can be noted, but no changes to the locomotive setup can be made.
01:58The right display screen on the operator's console is called the engineer's right display.
02:05It powers up with operating gauges.
02:08This screen contains information that the engineer needs to know when operating the locomotive.
02:14This screen may be viewed on any of the displays in the cab.
02:19The left display on the operator's console is referred to as the engineer's left display.
02:27It powers up as the MMI, man-machine interface.
02:32In most cases, no gauges appear on this display.
02:37Locomonitor F8 can be accessed by this display and by the crew display,
02:43but not by the default engineer's right display.
02:48As we've said, the right screen on the operator's console powers up, that is, defaults to the operating display,
02:55and the screen on the left defaults to the man-machine interface display, the MMI.
03:02The operator may choose to switch the location of the displays,
03:06and have the operating display on the left and the MMI display on the right.
03:13In the rare instance of a screen malfunction,
03:16it's the operator's responsibility to switch the remaining display to the operating display.
03:22Pressing any display's menu key twice always causes the gauges to appear.
03:29This arrangement allows the engineer to have the additional screen displaying support information as an MMI display,
03:37while also allowing that screen to be a true backup to the operating display in the event of a problem.
03:44We'll take a closer look at the screens, starting with the operating display.
03:51The operating display is the top level, or first screen.
03:57Air brake information is located in the top left-hand corner of the display.
04:02When the air brake system loses communication with the control system,
04:06all of these boxes contain asterisks and a penalty brake application will occur.
04:11ER stands for Equalizing Reservoir Pressure.
04:15The BP indicates brake pipe pressure.
04:19Equalizing reservoir information and brake pipe pressure information are also available in bar graphs
04:25immediately to the right of the digital readings.
04:28The blue pointers indicate the regulating valve setting,
04:32also known as the feed valve setting.
04:35Rear represents the brake pipe train line pressure information received from the end-of-train EOT device.
04:43If a reading of less than 45 psi is received,
04:47the box turns red and the audio alarm panel beeps six times.
04:52If the EOT is off,
04:54or if communication between the EOT and the locomotive is lost for an extended period,
04:59the reading will be three asterisks.
05:03The next status marker, or box, is labeled flow.
05:07Like the other areas in the air brake section of the display,
05:11a loss of communication results in this box displaying three asterisks.
05:16However, unlike the other areas,
05:18the readings in the flow box refer to the cubic feet per minute flowing to the brake pipe,
05:24rather than pounds per square inch of pressure.
05:28BC stands for Brake Cylinder Pressure.
05:31Main is Main Reservoir Pressure.
05:34If the main reservoir pressure falls to within 15 psi of the equalizing reservoir setting,
05:41the box turns red.
05:46The speed indicator occupies the center of the top of the display.
05:52The analog segment has a scale of 0 to 80 miles per hour.
05:57The digital reading also indicates locomotive speed in miles per hour.
06:04This display has three ranges.
06:06Low scale from 0 to 4.99 miles per hour,
06:11in increments of 0.01 miles per hour.
06:15Medium scale from 5 to 9.9 miles per hour,
06:20in 1 tenth mile per hour steps,
06:23and high scale above 10 miles per hour in 1 mile per hour segments
06:27when accelerating and decelerating.
06:30When traveling above 5 miles per hour,
06:33an accelerometer appears adjacent to the digital readout.
06:37This indicator is green when you are accelerating,
06:41and yellow when you are decelerating.
06:44The distance box is to the right of the speed indicator.
06:48Enter the desired number from the distance setup screen.
06:53The next box contains the railroad name and road number.
06:58The tractive effort bar graph indicates the average tractive effort in green
07:03from 0 to 180 kilopounds,
07:06and the average braking effort in yellow from 0 to 120 kilopounds.
07:13The effort kilopounds box is located immediately below the center of the tractive effort bar graph.
07:20This provides the engineer with a digital readout of the bar graph information.
07:25With the same range as the bar above,
07:28tractive effort when motoring is displayed numerically in green,
07:33and braking when in dynamic braking is displayed in yellow.
07:38The reverser position box is to the left of the tractive effort bar graph.
07:44It indicates whether the reverser handle is moved to forward, centered, or to reverse.
07:51When in trail, the reverser handle should be removed.
07:55It should be noted that whenever the handle is moved to forward or reverse,
08:00the independent is automatically cut into lead.
08:05This is a safety feature ensuring independent brake control is available when the reverser is moved.
08:12The throttle box is on the other side of the effort kilopounds readout.
08:17It displays in green the position of the combined power handle from idle to notch 1 through notch 8 in motoring,
08:25and in yellow from setup to B1 through B8 in braking.
08:32As we move down the operating display we come to the indicating lights or alarm lights.
08:37Starting at the left we find the wheel slip light.
08:40This indicator gives the engineer information through the train line that the wheels on one or more of the locomotives in the consist are slipping or sliding.
08:50PCS open lights when an emergency or penalty air brake application has occurred with the unit's power limited to idle.
08:58Dynamic braking will continue to function after an emergency or penalty application of the air brakes.
09:05Sand comes on when the unit is applying sand.
09:09It lights during manual and automatic sanding.
09:13Brake warn flashes yellow to tell the engineer that a locomotive in the consist is encountering excessive dynamic braking current.
09:22If this condition occurs you must use the combined power handle to reduce the dynamic braking demand of that locomotive.
09:30Dynamic braking is reduced in the entire consist.
09:34The alerter displays a countdown to penalty brake application.
09:39The MU alarm indicates a train line alarm.
09:43The EOT system marker displays EOT Bat W on a yellow background when the EOT battery is weak.
09:52The display changes to EOT Bat D when the battery is dead.
09:57EOT valve appears if there is a failure in the EOT emergency valve circuit.
10:06If communication is lost between the locomotive and the EOT device, EOT FR COM and EOT RF COM indicate the direction of COM loss.
10:19The rear box in the air brake information area will display three asterisks.
10:29EOT motion on the end of the marker light row indicates if the EOT is stopped or moving.
10:38On the left hand side of the screen beneath the marker lights we come to the air brake message window.
10:45This area is not visible until it is needed.
10:49It's important to follow the instructions listed to recover from an undesired brake application.
10:57Directly below is the EOT status area.
11:00The top line in the area is labeled marker.
11:04On indicates that the EOT marker light is blinking.
11:09When the display changes to off, it is an indication that the marker light is not blinking.
11:17The lower line in the EOT status section is labeled EM. EM stands for emergency.
11:24This readout tells the engineer the two-way EOT status.
11:29It may read enabled, disabled, or in the case of extended communication loss, three asterisks.
11:40The automatic brake box reports whether the automatic brake is cut in or cut out.
11:46The independent brake box indicates whether the independent brake is set for lead cut in or trail cut out.
11:55The fuel status area uses a bar graph and a digital readout to tell the engineer how much fuel remains in the fuel tank.
12:03When the level drops below 550 gallons, both indicators turn yellow.
12:08Remember, when the fuel level falls below 1,000 gallons, you must notify the train dispatcher that the unit is low on fuel.
12:17The operator message window, where summary messages and reports appear, replaces the DID panel.
12:26That completes our look at the main operating vid screen.
12:30Now let's go through the air brake setup procedure.
12:46Note, before setting up the air brakes, remember that the locomotive must be stopped.
12:52The reverser must be removed.
12:55And the generator field breaker must be off.
12:59This, like most other setups, is performed from the top screen of the operating display.
13:05Let's press air brake setup, the one key.
13:09To change the air brake setup, you must press change setup F3.
13:15The top information line beneath the screen title displays the current air brake setup.
13:22The line designated as desired settings updates as you make your changes.
13:28F1 and F2 change the feed valve setting.
13:33When the unit is set for lead operation, pressing F4 toggles the automatic brake between cut in and cut out.
13:42F6 toggles the independent brake between lead and trail operation.
13:48To save your new setup, press F7, save setup.
13:53Remember, before saving, review your desired settings.
13:58If you choose to leave the air brake setup screen without saving your changes,
14:02pressing F8, cancel, returns you to the previous electronic air brake setup screen.
14:09Caution!
14:10If CONSIST starts to move, place the reverser in the direction of travel to cut in the independent brake.
14:19Now that we've seen how the basic changes are made to the air brake setup,
14:23let's go step by step through the procedure to change ends.
14:28To operate the locomotive in the lead position, you should set all of the other locomotives in the trail position.
14:35Place the independent brake handle in the full application position.
14:41Place the automatic brake handle in the release position.
14:46From the air brake setup screen, press F3.
14:53Press F6, lead.
14:57Use the F1 and F2 keys to adjust the pressure for the equalizing reservoir.
15:03When the equalizing reservoir is at the required pressure, press F4 to cut in the automatic brake.
15:10Press F7 to save the setup.
15:14The locomotive is set for lead operation.
15:18Press F8 to return to the main menu on the operating display.
15:23Now let's set up the unit for trail operation.
15:29Make sure that the combined power handle is in idle.
15:33The reverser is removed and that the engine run, generator field, and control breakers are off.
15:40Fully apply the independent brake.
15:43Make a full service brake pipe reduction.
15:46After the equalizing reservoir and the brake pipe have stopped exhausting, go to the air brake setup screen and press F6, trail.
15:56Then press F7 to save the new setup.
16:05The independent brake and the automatic brake are now cut out.
16:10Press F8 to return to the main menu on the operating display.
16:15To complete the setup, move the automatic brake handle to the handle off position and set the appropriate switches for trail operation.
16:38This procedure covers setting up the EOT device.
16:42From the operating display, press 2 on the bottom row of keys.
16:46You are looking at the end of train setup.
16:49Press modify ID F3 to enter the end of train device number.
16:56Using the number keys on the bottom row, enter the 5-digit key.
17:01You are looking at the center of
17:21input registration.
