ip-242 operation instruction manual - nyab · ilc integrated locomotive computer ipm integrated...

. . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . .

R a i l V e h i c l e S y s t e m s

I P - 2 4 2Rev. 02 (7/27/10) -en

Operation Instruction ManualWireDP® Wire-based Distributed Power System

WireDP® Wire-based Distributed Power SystemOperation Instruction Manual Doc. No. IP-242

Revision: 02 7/27/10-en

This document was originally written in English.

Knorr-Bremse Group / 103

Copyright 2008© NYAB. All rights reserved, including industrial property rights applications.NYAB retains any power of disposal, such as copying and transferring.

Contact addressNew York Air Brake Corporation748 Starbuck AvenueWatertown, NY 13601USAPhone: +1 315 786 5200Fax: +1 315 786 5676www.nyab.com





Revision History

Rev. Date Name Para Description of Change

01 March/08 Original Release ALL

02 July/10 ALL Updated document





Table of contents

1 General information 61.1 Technical changes 6

1.2 Target group for this document 6

1.3 Notes and warning messages 7

2 Introduction 82.1 Scope 8

2.2 Terminology 8

3 Description 113.1 General Description 11

3.2 Inter-Operability 11

3.3 ECP Interaction 11

3.4 Radio DP Interlock 11

3.5 Locomotive Interface 12

3.6 System Physical Description 15

4 Operator Interface 194.1 Main Operating Screen 19

4.2 Description of Remote Operating Status 21

5 Remote Locomotive Set-Up 255.1 Operator’s Control Stand Set-Up 25

5.2 Remote Locomotive as ECP-EOT 26

5.3 WDP Remote Set-Up 26

6 Lead Locomotive Set-Up 316.1 Operator’s Stand Set-Up 31

6.2 ECP Lead Set-Up 32

6.3 DP Lead Set-Up 32

6.4 Brake Pipe Continuity Test 39

6.5 DP System Mode Selection 41

6.6 DP Lead Set-Up (Alternate Method) 43

7 Exiting WDP Mode 517.1 Ending DP at ITC-Lead Locomotive 51

7.2 Ending DP at ITC-Controlled Locomotive(s) 52





8 Control Functions 548.1 System Operating Mode 54

8.2 Remote Unit Operating Mode 58

8.3 Synchronous Operation 61

8.4 Independent Operation 62

8.5 Brake Control 65

9 Tower Mode 679.1 General 67

9.2 Safety 68

9.3 Set-Up 68

9.4 Tower Operation 73

9.5 Description of Tower Controller Operating Status 74

9.6 Discrete Notch Control 74

9.7 Speed Control 74

9.8 Locomotive Independent Brake Control 74

9.9 Train Brake Control 75

9.10 Penalty Brake 75

9.11 Pneumatic Emergency Brake 75

9.12 Index Mode 75

10 ECP Switch Mode Limitations/Differences 76

11 Informational Logs 7711.1 DP Alarm Log Menu 78

11.2 System Log Menu 79

11.3 Maintenance Menu 80

11.4 Event Log 81

12 Special Operating Conditions 8212.1 Adding an ITC-Controlled Locomotive to a WDP Train 82

12.2 Removing an ITC-Controlled Locomotive from a WDP Train 82

12.3 WDP Back-to-Back Testing without ECP Equipped Cars 83

12.4 Brake Pipe Train-Line Continuity Test 84

13 Troubleshooting 8513.1 General 85

14 Special Railroad Specific Features 96





1.1 Technical changesNYAB reserves the right to change the equipment or this document at any time without giving special notice.

1.2 Target group for this documentThis document is intended for use by NYAB trained technicians and end users who

have the skill, experience, safety awareness and professional ability:

• operate and debug the equipment,

have read and understood this document from start to finish, and

are familiar with the safety codes and accident prevention regulations for these activities.

1 General information

DANGERPlease read this document carefully from start to finish to ensure safety of operation and to avoid personal injuries and damage to equipment.

NOTEThis document will be useful to other target groups as well, e.g. project engineers and road crews.However, it does not claim to provide complete information for such target groups.





1.3 Notes and warning messagesWarning messages are subdivided into the following hazard levels in this document:

Safety notes have a specific structure which is explained here for DANGER:

Notes do not contain any messages relevant to safety and are included only for the sake of complete-ness.

Warning messages in other parts of this Description draw your attention to the individual risks concern-ing your use of the product. Warning messages and notes generally precede the descriptions of the relevant applications.

DANGERPlease read this document carefully from start to finish to ensure safety of operation and to avoid personal injuries and damage to equipment.

WARNINGFailure to comply with these instructions may lead to irreversible physical injuries which may have fatal consequences.

CAUTIONFailure to comply with these instructions may lead to personal injuries and/or to damage to the unit or the environment.

DANGERSource of the dangerConsequences of the dangerRemedial measures

NOTENotes contain useful hints and additional information about the unit.





2.1 ScopeThis document identifies the user requirements for the New York Air Brake WireDP® wire-based distributive power (WDP) locomotive control system.

2.2 Terminology

2 Introduction

NOTEItalic text identifies system description for future capability that are currently not supported by the WireDP® system.

AAR Association of American Railroads

BC Brake cylinder

BP Brake pipe

BV Brake valve

C-EOT Combined conventional pneumatic EOT and ECP-EOT device

CTE/FTE Controlled tractive effort (CTE) is a propulsion control feature to limit the tractive effort. When inactive, the propulsion state is returned to full tractive effort (FTE)

DM-DP Dual Mode-Distributed Power (Radio and Wire capable)

EAB Electronic air brake system

ECP Electrically controlled pneumatic brake system as defined in AAR Standard S-4200

EMD FIRE® Electro-Motive Diesel Operator Control and Display

EMV DP-IPM controlled emergency magnet valve

EOT End-of-train Device

EP-60® Registered trademark for NYAB electronically controlled pneumatic brake system

EPCU Electro-Pneumatic Control Unit

GERS General Electric Rail Solutions

GETS-CCA® General Electric Transportation System Operator Control and Display





2.2 Terminology (cont’d.)

HEU Head end unit used as the ECP lead controller in an ECP brake system as defined in AAR Standard S-4200

ID Identification

ILC Integrated Locomotive Computer

IPM Integrated Processor Module

ITC Intra-Train Communications (ITC) system as defined in AAR Standard S-4200

Klbs. Kilo-pounds

LBF Pounds-Force

LCC Locomotive Control Computer

LCDM NYAB Operator Control and Display

LCM The locomotive control module (LCM) is the WDP communication/control device that interfaces the individual locomotive control and monitoring systems to the ITC communication network as defined in AAR Standard S-4250

LSI Locomotive system integration

MMI Man-machine interface that provides the input control, feedback display and alarm mechanisms to the operator

MPH Miles per hour

MR Main reservoir

MU Multiple units, controlled via the inter-locomotive electrical cable and pneumatic hoses

NYAB New York Air Brake Corporation, A Unit of Knorr Bremse

OIM Operator Interface Module

PCS Power (pneumatic) control switch - EAB controlled power knock-down

PIR Power interrupt relay - WDP controlled power knock-down

PSI Pounds per square inch

RDP Radio-based distributed power

RF Radio frequency communications

RM Radio Module





2.2 Terminology (cont’d.)

S-4200 AAR Specification, Electronically Controlled Pneumatic Cable-Based Brake Systems - Performance Requirements

S-4230 AAR Specification, Intra-Train Communication Specification for Cable-Based Freight Train Control Systems

S-4250 AAR Specification, Performance Requirements for the ITC Locomotive Controlled Cable-Based Distributed Power System

S-5509 AAR Specification, Locomotive Dynamic Brake Status Reporting

SEL Select (as in SEL CTE, SEL FTE)

TCC Train-line Communications Controller

TIM Train-line Interface Module

TL Train-line

TPS Train-line Power Supply

VCB Vacuum Circuit Breaker

WDP Wired (cable) - based distributed power as defined in AAR Standard S-4250

WireDP® Registered trademark for the NYAB wired distributed power system





3.1 General Description

The WireDP® system is a wire-based distributed power control system that provides syn-chronous and independent (a-synchronous) control of remotely located locomotives in a train for throttle, dynamic brake, and locomotive air brake. The system supports a maximum of one lead (ITC-lead) and 4 remotely positioned (ITC-controlled) locomotives with associa-ted trailing units in the train. The combined total of ITC-lead, ITC-controlled, and ITC-moni-tored locomotives must not exceed a maximum of 16 total locomotives in a train.

3.2 Inter-Operability

The WireDP® system is compliant with AAR S-4250 and S-4230 specifications, and there-fore inter-operable with other systems meeting these standards.

3.3 ECP Interaction

The WireDP® system is integrated with the New York Air Brake EP-60® electronically con-trolled pneumatic train brake system to provide seamless train traction and brake control. Refer to NYAB IP-237, EP-60 Operator's Manual, for further information.

3.4 Radio DP Interlock

The WireDP® system may be installed on locomotives that also include radio-based distribu-ted power. The simultaneous operation of both wire-based and radio-based systems is pro-hibited through system set-up interlocks and event handling. Locomotives equipped with both RDP and WDP are identified as DM-DP (Dual Mode - Distributed Power) equipped.

3 Description

NOTEWhen operating in WDP mode, the ITC-lead locomotive consist operates as would a standard head-end power only train. WDP operation provides the ability to control remotely located locomotives without influencing ITC-lead standard operation and performance.





3.5 Locomotive Interface

The WireDP® system interfaces to the locomotive traction controls through various methods dependent on the locomotive type. LSI-based systems interface the locomotive's Integrated Locomotive Computer (ILC) via the AAR LSI communications link (refer to Figure 3-1). TIM-based systems interface directly to the locomotive's MU train-line via the Train-line Interface Module (TIM) (refer to Figure 3-2). Additionally, other systems interface directly to the loco-motive's Locomotive Control Computer (LCC) or equivalent (refer to Figure 3-3).

Figure 3-1 LSI Based System





Figure 3-2 TIM Based System





Figure 3-3 Other Locomotive Interface Systems





3.6 System Physical Description

The WireDP® system software package is distributed between the Train-line Communicati-ons Controller (TCC) and the Integrated Processor Module (IPM).

3.6.1 TCC

The TCC provides the WDP Integrated Train-line Communications (ITC) control, locomotive pneumatic brake control and ECP train brake interface (refer to Figure 3-4).

Figure 3-4 TCC





3.6.2 IPM

The IPM provides the locomotive traction control interface, DP mode control, and operator interface functionality (refer to Figure 3-5).

Figure 3-5 IPM





3.6.3 TIM

The TIM provides the interface between the WireDP® system and the locomotive MU electri-cal train-lines (refer to Figure 3-6). The Power Interrupt Relay (PIR) is included within the TIM.

Figure 3-6 TIM





3.6.4 ID Module

As a component of the EP60 system, the ID Module provides the ECP locomotive configura-tion information and orientation circuitry (refer to Figure 3-7).

Figure 3-7 ID Module

3.6.5 Power Interrupt Relay (PIR)

The power interrupt relay provides the WireDP® the ability to isolate the traction controls from the MU power control (PC) circuit and in doing so, remove supply voltage to the traction circuits. The PIR, similar to the power-cut switch (PCS) in emergency and penalty brake conditions, is controlled by the WDP system during system set-up, fault conditions, and reduced mode operation.

Application Specific Option:

• If the PIR is not installed on the locomotive, the PIR function will be coupled to the on-board PCS control circuits. For this option, if a train brake related event or a WDP related event requires the isolation of the power control circuit, the PCS relay will service both control sources.





4.1 Main Operating Screen

The WireDP® operator interface is the responsibility of the operator's display supplier. The WireDP® system can be supported by each of the following display systems: the GETS CCA, the EMD FIRE, and the NYAB LCDM.

4.1.1 CCA

Figure 4-1 CCA Display

4 Operator Interface





4.1.2 FIRE

Figure 4-2 FIRE Display





4.1.3 LCDM

Figure 4-3 LCDM Display

4.2 Description of Remote Operating Status

4.2.1 Locomotive Identification

The consist designator associated within the locomotive road number is used to identify each column of locomotive operating status. For example, A-1111 represents the ITC-lead locomotive identification number, B-2222 through E-5555 represents each ITC-controlled locomotive identification number as ordered in the train where consist B is located after con-sist A, consist C is located after consist B, and so on (refer to Figure 4-4).





4.2.2 Propulsion Status

The propulsion status includes the locomotive throttle command and resulting tractive effort of the specific locomotive and consists (refer to Figure 4-4).

4.2.2.1 Throttle

The WireDP® system relays the ITC-controlled locomotives reported throttle/dynamic brake command status unconditioned to the ITC-lead for operator display purposes.

Appliction Specific Option:

• "If the standard default applies, then the WireDP® system will transmit the throttle sta-tus to the operator's display formatted for standard notch command (i.e. Notch T1, T2, T3, and B1, B2, B3, etc.)."

• "If the percentage option applies, then the WireDP® system will transmit the throttle status to the operator's display formatted for percentage of maximum command (i.e. T10%, T20%, T30%, B10%, B20%, B30%, etc)."

4.2.2.2 Tractive Effort (Load)

The tractive effort field displays the tractive effort of the reporting locomotive(s). The WireDP® system relays the ITC-controlled locomotives reported tractive effort status unconditioned to the ITC-lead for operator display purposes.


• "If the standard default applies, then the tractive effort of each ITC-controlled locomo-tive will be displayed."

• "If the consist option applies, then the tractive effort of each ITC-controlled locomotive will be displayed, in addition to the tractive effort of each remote consist." This option supports "Dynamic Brake Monitor" requirements as specified per AAR S-5509.


• The WireDP® system will display tractive effort in units of amps, kilo-pound force, kilo-Newton, or percentage of maximum available effort.

4.2.3 Air Brake Status

The WireDP® system relays the ITC-controlled locomotives reported air brake status uncon-ditioned to the ITC-lead for operator display purposes. These statuses include brake pipe pressure, brake pipe flow, equalization reservoir pressure, brake cylinder pressure, main reservoir pressure, and brake valve cut-in/out (refer to Figure 4-4).





4.2.4 DP System Status

4.2.4.1 DP System Mode

The WireDP® system provides the ITC-lead DP system mode status for operator display purposes. The system mode status range includes: Idle, Run, Run-FTE, Run-CTE, Speed, and Tower.

4.2.4.2 ITC-controlled Locomotive Unit Mode (Remote)

The WireDP® system relays the ITC-controlled locomotives reported DP unit mode status to the ITC-lead for operator display purposes. The unit mode status range includes: Nor-mal, Idle, Brake Valve Cut-out, Isolate, Engine Stop, and Set-out.

4.2.4.3 Warning Indicators

The WireDP® system provides system warning and alarm information for operator dis-play purposes. The DP Alarm and DP System indicators identify to the operator that a new event has been written to the DP Alarm log or System log. The Communications indicator identifies to the operator that the ITC-lead has lost DP communications with an ITC-controlled locomotive.

The WireDP® system relays the ITC-controlled locomotives reported local MU alarm sta-tus unconditioned to the ITC-lead for operator display purposes. The reported alarm will be accompanied by an A, B, C, D, or E representing the reporting consists from which the alarm is originating.

The WireDP® system supports the following standard alarms: Wheelslip, Locked Axle, Dynamic Brake Warning, Unit Alarm, Manual Sanding, PCS Open, Ground Fault Relay, Engine Shutdown, and Automatic Traction Mode Cut-out.

Appliction Specific Option:

The WireDP® system also suports various alarms for electric locomotives such as: VCB Open, Neutral Section, Pantograph Down, and Half Power.

4.2.4.4 Front/Back Group

The WireDP® system provides the location of the virtual fence to identify which ITC con-trolled locomotives are positioned in the front group, back group, or in transition as rela-ted to independent operation. See also paragraph 8.4, Independent Operation. The virtual fence is identified as a vertical line positioned between the assigned locomotive statuses columns.





Figure 4-4 Typical WDP Operator’s Screen





Each ITC-controlled locomotive must be manually enabled for WDP operation prior to setting up the ITC-lead locomotive for WDP operation.

5.1 Operator's Control Stand Set-up

The local cab control switches and circuit-breakers of each ITC-controlled locomotive must be pre-configured for WDP remote operation. The following table provides a sample of devices that require attention for a diesel-electric locomotive.

5 Remote Locomotive Set-Up

NOTEDependent on the locomotive type, the locomotive control switches and circuit breakers may vary.

Table 5-1 Operator’s Control Stand Device Position

1. Fuel Pump circuit breaker On2. Dynamic Brake circuit breaker On3. Air Brake circuit breaker On4. Data Radio circuit breaker On or Off

5. ECP circuit breaker On6. ECP TPS circuit breaker On7. Engine Run switch Off8. Dynamic Brake Cut-out switch Cut-in9. Generator Field switch Off10. Unit Isolation switch Run11. Control and Fuel Pump switch On12. Reverser position Neutral (handle removed)13. Dynamic Brake handle Off14. Throttle handle Idle15. Automatic Brake handle Continuous Service / Handle off16. Independent Brake handle Release17. Air Brake set-up Lead Cut-in or Cut-out18. ECP set-up Not Lead19. Local penalty state Inactive20. Local emergency state Inactive





5.2 Remote Locomotive as ECP-EOTThe ITC-controlled locomotive can be manually enabled as the ECP-EOT if the locomotive is positioned at the rear most position of the train. Alternately, another ECP equipped loco-motive can be selected, or a separate C-EOT device can be used. Refer to NYAB IP-237, EP-60 Operator’s Manual, for further information.

5.3 WDP Remote Set-upThe ITC-controlled unit can be set-up for WDP operation in a conventional operation state prior to the enabling of ECP or can be set-up for WDP operation if the ECP system has been previously enabled.

5.3.1 ECP Inactive

5.3.1.1 Select the DISTIBUTED POWER key. The display will transition to the DP Main Menu.

Figure 5-1 DP Main Menu

NOTETo enable a locomotive as an EOT, the ECP equipped locomotive must detect ITC Network termination. The locomotive as EOT can be disabled manually or automatically by detecting a loss of termination.

NOTEThe placement of ITC-controlled locomotives within the train must be deter-mined by the operating railroad. The WireDP® system does not prohibit the selected placement of locomotives in the train, other than the ITC-lead must be placed physically at the lead of the ITC Network and the ITC-controlled locomotives must be placed between the ITC-lead and ECP-EOT. ITC-controlled locomotives placed adjacent to one another are not prohibited.

NOTEEach ITC-controlled locomotive must be manually enabled as a DP remote per the following instructions.






• If the locomotive is configured for both RDP and WDP capability (DM-DP), the RADIO LEAD and RADIO REMOTE keys will be present. If DM-DP is not provided, then the radio keys will not be present.

TABLE 5-2 (Refer to Figure 5-1 DP Main Menu)

Key Description

RADIO LEAD Enabled if the locomotive is radio distributed power equipped, ECP is inactive, the DP system is disabled and unlinked, locomotive is stopped, and brake cylinder pressure is greater than 25 psi (172 kPa).

Transitions display to the RDP lead set-up screen.

RADIO REMOTE Enabled if the locomotive is radio distributed power equipped, ECP is inactive, the DP system is disabled and unlinked, locomotive is stopped, and brake cylinder pressure is greater than 25 psi (172 kPa).

Transitions display to the RDP remote set-up screen.

WIRED LEAD(not shown)

Enabled if ECP lead mode is active, the DP system is disabled and unlinked, locomotive is stopped, and brake cylinder pressure is greater than 25 psi (172 kPa).

Transitions display to the WDP lead set-up screen.

WIRED REMOTE Enabled if RDP is inactive, ECP is active or inactive, the DP system is disabled and unlinked, locomotive is stopped, and brake cylinder pressure is greater than 25 psi (172 kPa).

Transitions display to the WDP remote set-up screen.

MAINT MENU Always enabled.

Transition display to the WDP Maintenance screen.

EXIT Always enabled.

Transition display back to the main operation screen.





5.3.1.2 Select the WIRED REMOTE key. The display will transition to the DP Remote Setup Menu.

Figure 5-2 WDP Remote Setup Menu

TABLE 5-3 (Refer to Figure 5-2 and 5-3 WDP Remote Setup Menu)

Key Description

SAME DIR’N Enabled when the locomotive orientation is not positioned same as the lead, or the orientation is unknown.Configures the remote unit for operation in the same direction orientation as the lead locomotive.

OPPOSITE DIR’N Enabled when the locomotive orientation is not positioned opposite from the lead, or the orientation is unknown.Configures the remote unit for operation in the opposite direc-tion orientation as the lead locomotive.

DONE Enabled when a directional orientation has been selectedCompletes the remote enabling process.

EXIT Always enabled.Transition window back to the main operation screen.





5.3.1.3 Select the SAME DIR’N or OPPOSITE DIR’N to establish the physical orientation of the ITC-controlled locomotive to that of the ITC-lead locomotive.

Figure 5-3 WDP Remote Setup Menu

5.3.1.4 Select the DONE key to complete the ITC-controlled locomotive WDP set-up.

NOTEDP crew messages will indicate to place the automatic train brake handle into the handle-off (or continuous service) position if not otherwise positioned.

NOTEDP crew messages will indicate to place the locomotive indepen-dent handle into the release position if not otherwise positioned.

NOTEDP crew messages will indicate to place the reverser handle to the neutral position (and removed) if not otherwise positioned.





5.3.1.5 After the ITC-controlled locomotive is set-up, review the DP System, DP Alarm and DP Event logs to identify if any unwarranted events are active or have recently occurred, and if so, have the issues investigated before train departure. Select the DP Main Menu to access logs. Refer to the Informational Logs section of this manual for additional information.

Figure 5-4 WDP Main Menu

5.3.2 ECP Active

If ECP is active when setting a remote locomotive to ITC controlled mode, the same process as described in ECP Inactive (above) is followed, except the RADIO LEAD and RADIO REMOTE keys will be disabled.





6.1 Operator’s Stand Set-up

The local cab control switches and circuit-breakers of each ITC-lead locomotive must be pre-configured for WDP lead operation. The following table provides a sample of devices that require attention for a diesel-electric locomotive.

6 Lead Locomotive Set-Up

NOTEDependent on the locomotive type, the locomotive control switches and circuit breakers listed below may vary.

TABLE 6-1Operator’s Control Stand Device Position

1. Fuel Pump circuit breaker On

2. Dynamic Brake circuit breaker On

3. Air Brake circuit breaker On

4. Data Radio circuit breaker On (if tower mode equipped), otherwise On or Off

5. ECP circuit breaker On

6. ECP TPS circuit breaker On

7. Engine Run switch On

8. Dynamic Brake Cut-out switch Cut-in

9. Generator Field switch On

10. Unit Isolation switch Run

11. Control and Fuel Pump switch On

12. Reverser position Neutral (handle removed)

13. Dynamic Brake handle Off

14. Throttle handle Idle

15. Automatic Brake handle Any service position

16. Independent Brake handle Full

17. Air Brake set-up Lead Cut-in

18. ECP set-up Lead Run (or Switch) mode, see note.

19. Local penalty state Inactive or active

20. Local emergency state Inactive or active, see note.





6.2 ECP Lead Set-up

The ITC-lead locomotive must be positioned at the front consist of the train. Prior to entering ITC-lead mode, the local ECP system must be enabled as ECP Lead. Refer to NYAB IP-237, EP-60 Operator’s Manual, for further information.

6.3 DP Lead Set-up

6.3.1 Select the DISTRIBUTED POWER key. The display will transition to the DP Main Menu.

Figure 6-1 DP Main Menu

NOTEIf ECP Switch mode is active, WDP will be limited to only synchronous operation

NOTEITC-lead set-up is allowed if a pneumatic emergency condition is active, but this condition must be cleared and brake pipe recharged at some point to allow the completion of the BP test.





6.3.2 Automated WDP Make-up

6.3.2.1 Select the WIRED LEAD key and then the EXECUTE key. The display will transition to the WDP Lead Setup Menu. The WDP make-up process will automatically initiate electronically to find each WDP enabled ITC-controlled locomotive in the train, the relative ordering, and the directional orientation as compared to the ITC-lead locomotive (refer to Figure 6-2). The joint interactions of the WireDP® system in conjunction with the previously established EP-60® data-base will provide this information.

TABLE 6-2 (reference Figure 6-1 DP Main Menu)

Key Description

WIRED LEAD Enabled if ECP lead mode is active, the DP system is unlinked, locomotive is stopped, and brake cylinder pressure is greater than 25 psi (172 kPa).Transitions display to the WDP lead set-up pending.

EXECUTE(not shown)

Enabled if the wired lead command is pending.Initiates the pending command.

CANCEL(not shown)

Enabled if the wired lead command is pending.Cancels the pending command.

MAINT MENU Always enabled.Transition display to the WDP Maintenance screen.

EXIT Always enabled.Transition display back to the main operation screen.

NOTEIf ECP Sequencing has not been performed, the ITC-controlled set-up information will require manual entry. Refer to DP Lead Set-Up (Alternate Method).





Figure 6-2 WDP Lead Setup

6.3.2.2 If the EP-60 train sequencing process has been successfully completed and Wired Lead has been selected, the remote consist information will appears as shown below.






6.3.2.3 If the WireDP® system detects an error in the reported fields, the data will be displayed in reveres video as noted within Figure 6-3 SAME. If the data is incorrect or not identified, then the operator must input the necessary corrections by selecting the CHANGE DATA key.

6.3.2.3.1 Unit ID Not Found or Incorrectly Found

The WDP System will not allow the operator to manually add, adjust or delete the reported ITC-controlled locomotive numbers. Refer to Troubleshooting section of this document if locomotive number is incorrect.

6.3.2.3.2 Unit Direction Incorrect

• If a mismatch between the manually entered direction of the ITC-controlled locomo-tive and the information as identified by the automated make-up process is present, the direction will be highlighted in reverse video as SAME or OPPOSITE as noted within Figure 6-3.

TABLE 6-3 (reference Figure 6-3 WDP Lead Setup)

Key DescriptionCHANGE DATA Always enabled.

Provide the operator the ability to manually change the ITC-controlled setup configurations and transitions display to the manual setup menu.

ACCEPT ALL Enabled if all consist direction and orientation is electronically known.Accepts the ITC-controlled setup configuration information for each locomotive and transitions display to the Link All menu



WARNINGThe operator must confirm the remote consist information provided for Unit ID, Direction, WDP Consist (Application specific option - Physical Consist), and WDP Type is correct before proceeding. If correct, then the operator must select the ACCEPT ALL key to continue with the set-up process. If the remote set-up information is incorrect, train operation may result in equipment damage, injury, or both. If incorrect, the operator must select CHANGE DATA key to make appropriate adjustments. Refer to DP Lead Set-Up (Alternate method).





• If the direction is not electronically known, the field will be displayed in reverse video as “---“.

• If the direction is incorrect or not known, the operator is allowed to manually adjust this field. Refer to DP Lead Set-up (Alternate Method).

6.3.2.3.3 WDP Consist Designator Incorrect

• If the WDP consist designator is not electronically known, the field will be displayed in reverse video as “---“.

• If the WDP designator is incorrect or not known, the operator is allowed to manually adjust this field. Refer to DP Lead Set-up (Alternate Method).

6.3.2.3.4 Physical Consist Designator Incorrect (not shown)

• If the physical consist designator is not electronically known, the field will be dis-played in reverse video as “---“.

• If the physical consist designator is incorrect or not known, the operator is allowed to manually adjust this field. Refer to DP Lead Set-up (Alternate Method).

6.3.2.3.5 WDP Unit Type Incorrect

The WireDP® system will not allow the operator to manually adjust the WDP Unit Type. Refer to Troubleshooting section of this document if the WDP Unit Type is incorrect.

6.3.2.4 If the set-up information is correct, select the ACCEPT ALL key. The DP Lead Setup Menu will then allow the operator to perform the linking process to establish network communications between the ITC-lead and each ITC-controlled locomotive(s).






6.3.2.5 Select the LINK ALL key. The WireDP® system will then begin the link process and report the link status of each ITC-controlled locomotive as; Linking, Link Fail, Linked OK, or Unlinked.



Key DescriptionCANCEL Always enabled.

Transitions display back to the previous menu.

LINK ALL Enabled when the makeup is complete and accepted.

Initiates the systematic process to link all ITC-controlled locomotives with the ITC-lead locomotive.







6.3.2.6 Select the DONE key. The display will transition to the DP System Log Menu to perform the brake pipe train-line continuity test.

Figure 6-6 WDP Power System Log


Key DescriptionDONE Enabled when the first locomotive is linked.

Completes the lead enabling and linking process.

Note: This key should be selected only after all desired remote locomotives have been linked.

UNLINK ALL Enabled when the linking process is complete.

Unlink all ITC-controlled locomotives from the ITC-lead locomotive.


Transitions display back to the main operation screen.





6.4 Brake Pipe Continuity Test

TABLE 6-5 (reference Figure 6-6 WDP Power System Log)

Key Description

PAGE DOWN(not shown)

Enabled if the oldest data page is not displayed.

Transitions display to next page of older events.

PAGE UP(not shown)

Enabled if the newest data page is not displayed.

Transitions display to next page of newer events.

BRK PIPE TEST Enabled if DP lead enabled and linked to a minimum of one ITC-controlled locomotive, train is stopped, brake pipe is charged, and the ITC-controlled air brake system is operational.Transitions system to brake pipe test pending.

UNLINK ALL Enabled if a minimum of one remote locomotive is linked to the ITC-lead locomotive and the train is stopped.Transitions system to unlink all pending.

EXECUTE(not shown)

Enabled if the unlink all command or the brake pipe test command is pending.Initiates the pending command.

CANCEL(not shown)

Enabled if the unlink all command or the brake pipe test command is pending.Cancels the pending command.

DP MAIN MENU Always enabled, except if BP Test is in progress.

Transitions display to the DP Main Menu.


Transition display to the main operation screen.

CAUTIONThe Brake Pipe (BP) Continuity Test is required to confirm BP continuity between the ITC-Lead Locomotive to the ECP-EOT device. The ECP system will enforce a Full Service Brake Applica-tion until the initial WDP Setup Process and successful completion of the BP Continuity Test has been completed.





6.4.1 Select the BRK PIPE TEST key and then the EXECUTE key. The brake pipe train-line continuity test will be initiated. The WireDP® system will then initiate a 15 psi brake pipe reduction and then recharge to verify that the brake pipe is continuously open from the ITC-lead locomotive to the remote ECP EOT device. The following DP crew messages will be displayed indicating the current stage of the process:

• BP Test: Verifying Remote BV(s) Cut-Out

• BP Test: BP Reducing Wait xxx Seconds

• BP Test: BP Charging in Process

6.4.2 The WireDP® system will identify the outcome of the test to the operator as a DP System Log entry, which includes the following descriptions:

• WDP BP Test OK

• WDP BP Test Cancel

• WDP BP Test Fail

6.4.3 If the brake pipe test fails, the WireDP® system will identify the potential problem source and locomotive ID number to the operator. The following DP crew messages are possible, indicating potential problem areas:

• BP Test: Remote “Loco ID” BV(s) not Cut-Out

• BP Test: Remote “Loco ID” BP Press Invalid

• BP Test: EOT BP Press Invalid

• BP Test: Check BP Ahead of Remote – “Loco ID”

• BP Test: Remote “Loco ID” BV(s) not Cut-In

• BP Test: Check BP Ahead of EOT Device

• BP Test: Incorrect Locomotive Ordering

NOTEThe BP Test confirms that the BP train-line pipe is continuously open from the ITC-lead to the ECP-EOT device and that all ITC-controlled locomotives brake valves cut-in and cut-out to command properly. Each ITC-controlled brake valve will cut-in upon the local detection of a 4 psi (27.5 kPa) increase of BP pressure.

NOTEIf at any time during the BP Test process the test screen is exited, the BP Test will automatically cancel.





6.4.4 Once the brake pipe test has been successfully competed during the initial ITC-lead set-up process, the brake pipe test can be repeated for follow-up train checking purposes. If the brake test fails during a follow-up test, the event will be identified to the operator as previously described, but the ECP system will not enforce a train brake applied command, allowing for the train brake to be released upon operator command and train movement, if required. Upon successful completion of the BP test, the WireDP® system shall post a crew message to select WDP System Mode: Run.

Figure 6-7 WDP System Log

6.5 DP System Mode Selection

6.5.1 Select the DP MAIN MENU key and then the MODE key. Then select then the RUN and EXECUTE keys.

NOTEUpon initial entry into ITC-lead mode, the brake pipe test must be successfully completed. If not, the ECP system will not allow the train brake to be released.





Figure 6-8 WDP Mode Screen

6.5.2 Before departing the locomotive, review the DP System, DP Alarm and DP Event logs to identify if any unwarranted events are active, and if so, have the issues corrected before train departure. Refer to the Event Logs section of this document for further information.

TABLE 6-6 (reference Figure 6-8 WDP Mode Screen)

Key Description

IDLE(not shown)

Enabled when the DP System Mode: Run is active.

Transitions system to System Mode: Idle pending.

RUN Enabled when the DP System Mode: Idle is active.

Transitions system to System Mode: Run pending.

EXECUTE(not shown)

Enabled if the System Mode: Idle or Run command is pending

Initiates the pending command.

CANCEL(not shown)

Enabled if the System Mode: Idle or Run command is pending

Cancels the pending command.

DP MAIN MENU Always enabled.

Transitions display to the DP Main Menu.







6.5.3 The DP system is now enabled for operation. Select the EXIT key to return to the DP Main Operating Screen.

6.6 DP Lead Set-up (Alternate Method)

6.6.1 Manual DP Make-up

6.6.1.1 If the CHANGE DATA key is selected, the DP Lead Setup Menu will appear as shown below. The operator will have the ability to change the ITC-controlled locomotive direction, consist designation, and (Application specific option – physical consist designation, not shown). The locomotive Unit ID and WDP Type cannot be manually changed by the operator.


WARNINGDo not leave locomotives enabled and linked in WDP operation unattended as this is an unsafe and dangerous practice. Failure to do so may result in equipment damage or injury or both. Follow local railroad operating rules when operating in WDP mode.





TABLE 6-7 (reference Figure 6-9 WDP Lead Set-Up)

Key Description

SELECT UNIT(not shown)

Enabled when multiple ITC-controlled locomotives are linked to the ITC-lead.

If selected, this key transitions the ability to change set-up data to the next ITC-controlled locomotive as indicated by the pointer “>”.

DIR’N

Always enabled.

If selected, this key toggles the direction orientation of the selected ITC-controlled locomotive to same direction or opposite direction.

Note: The decision to change direction orientation in this menu will override the previous operator’s set-up decision at the remote and the ECP assigned direction.

WDP CONSIST(not shown)

Always enabled.

If selected, this key toggles the consist designator assignment of the selected ITC-controlled locomotive to a new selection.

Note: The decision to change consist assignment in this menu will override the ECP assignment.

PHYSICAL CONSIST(not-shown)

Application specific option:If the WDP application supports physical consist functionality, then;

Enabled when change data key is selected for a given remote locomotive.

If selected, this key toggles physical consist assignment of the selected ITC-controlled locomotive to a new selection.

Note: The decision to change physical consist assignment in this menu will override the assignment as identified by the ECP system.

ACCEPT UNIT Enabled after all set-up data for a given ITC-controlled locomotive has been entered.

If selected, the currently selected ITC-controlled locomotive will be allowed to link.


If selected, this key will transition window back to the main operation screen and terminate the setup process.





6.6.2 Select the DIRECTION key. The display will transition to the change direction menu.



Key DescriptionOPPOSITE DIR’N Enabled when SAME DIR’N mode is reported.

Re-configures the remote unit for operation in the opposite direction orientation as the lead locomotive.

SAME DIR’N(not shown)

Enabled when OPPOSITE DIR’N mode is reported.

Re-configures the remote unit for operation in the same direction orientation as the lead locomotive.

ACCEPT Enabled when a valid direction variable is reported.

If selected, the currently selected ITC-controlled locomotive direction will be accepted.

NOTE: The decision to change direction assignment in this menu will override the assignment as identified by the ECP system and remote manual entry.


If selected, this key will transition window back to the main operation screen and terminate the WDP setup process.





6.6.3 Select the WDP CONSIST key. The display will transition to the change WDP consist menu.


TABLE 6-9 (reference Figure 6-11 WDP Lead Setup)Key DescriptionB CONSIST(not shown)

Enabled when consist C or greater is reported and the selected consist is not currently assigned B.

Re-configures the remote unit for operation as consist B.C CONSIST Enabled when consist C or greater is reported and the

selected consist is not currently assigned C.

Re-configures the remote unit for operation as consist C.D CONSIST(not shown)

Enabled when consist D or greater is reported and the selected consist is not currently assigned D.

Re-configures the remote unit for operation as consist D.E CONSIST(not shown)

Enabled when consist E is reported and the selected consist is not currently assigned E.

Re-configures the remote unit for operation as consist E.ACCEPT Enabled after the consist assignment variable of a given ITC-

controlled locomotive has been changed.

If selected, the currently selected ITC-controlled locomotive consist assignment will be changed.

Note: The decision to change the WDP consist assignment in this menu will override the assignment as identified by the ECP system.


If selected, this key will transition window back to the main operation screen.





6.6.4 Select the PHYSICAL CONSIST key. The display will transition to the change WDP physical consist menu.

Figure 6-12 WDP Physical Consist Menu

TABLE 6-10 (reference Figure 6-12)Key DescriptionCONSIST 1 (not shown)

Enabled when consist B or greater is reported and the selected consist is not currently assigned 1.Re-configures the remote unit for operation as physical consist 1.

CONSIST 2 Enabled when consist B or greater is reported and the selected consist is not currently assigned 2.Re-configures the remote unit for operation as physical consist 1.

CONSIST 3(not shown)

Enabled when consist C or greater is reported and the selected consist is not currently assigned 3.Re-configures the remote unit for operation as physical consist 3.


Enabled when consist D or greater is reported and the selected consist in not currently assigned 4.Re-configures the remote unit for operation as physical consist 4.


Enabled when consist E or greater is reported and the selected consist is not currently assigned 5.Re-configures the remote unit for operation as physical consist 5.

ACCEPT Enabled after the physical consist assignment variable of a given ITC-controlled locomotive has been changed.If selected, the currently selected ITC-controlled locomotive physical consist assignment will be changed.Note: The decision to change the physical consist assignment in this menu will override the assignment as identified by the ECP system.

EXIT Always enabled.If selected, this key will transition window back to the main operation screen.





6.6.5 Select the ACCEPT UNIT key. The display will transition to the link unit menu.

Figure 6-13 Link Unit Menu

TABLE 6-11 (reference Figure 6-13 Link Unit Menu)

Key DescriptionCANCEL Always enabled.

If selected, this key will transition the window back to the change data menu.

LINK UNIT Enabled when ACCEPT key is selected for a given ITC-controlled locomotive.

If selected, this key will begin the process to link the selected ITC-controlled locomotive with the ITC-lead.


If selected, this key will transition the window back to the main operation screen and terminates the WDP setup process.





6.6.6 Select the LINK UNIT key. The display will transition to the WDP change data menu.

Figure 6-14 WDP Change Data Menu

TABLE 6-12 (reference Figure 6-14 WDP Change Data Menu)

Key DescriptionSELECT UNIT(not shown)

Enabled when multiple ITC-controlled locomotives are linked to the ITC-lead.

If selected, this key transitions the ability to change set-up data to the next ITC-controlled locomotive as indicated by the pointer “>”.

DONE Enabled when the first locomotive is linked.

If selected, this key completes the lead link process.

Note: This key should be selected only after all desired remote locomotives have been linked. If the DONE key is prematurely selected, the ITC-lead setup process must be restarted from the beginning. This will force the operator to end DP mode and then restart the setup process.

UNLINK ALL Enabled when the first locomotive is linked.

Transitions system to unlink all pending


If selected, this key will transition window back to the main operation screen and terminates the WDP setup process.

EXECUTE (not shown)

Enabled if the Unlink All command is pending. Initiates the pending command.

CANCEL (not shown)

Enabled if the Unlink All command is pending.Cancels the pending command.





6.6.7 After each ITC-controlled locomotive has been successfully linked to the ITC-lead locomotive, select the DONE key. The display will transition to the DP System Log Menu to perform the brake pipe train-line continuity test as described in the pervious paragraphs.





7.1 Ending DP at ITC-Lead Locomotive

7.1.1 Select the DP Main Menu screen.

Figure 7-1 WDP Main Screen


7 Exiting WDP Mode

WARNINGWhen unlinking and ending WDP operation, the train brake will not automatically apply. The operator must follow required railroad operating rules to manually apply the train brake, locomotive brake, and handbrakes as required to properly secure the train.

NOTEFollow standard railroad operating procedures when resetting circuit breakers, switches, and controls when removing WDP locomotives from the train.





7.1.2 Select the END DIST PWR key and then the EXECUTE key. The DP system will unlink from each ITC-controlled locomotive and then exit ITC-lead distributed power mode.

7.2 Ending DP at ITC-Controlled Locomotive(s)

TABLE 7-1 (reference Figure 7-1 WDP Main Menu)

Key DescriptionSYSTEM Always enabled.

Transitions display to System Menu.

MODE Always enabled at the ITC-lead only.

Transitions display to Mode menu.

ALARM LOG Always enabled.

Transitions display to DP Alarm Log menu.


Transition display to the WDP Maintenance menu.

END DIST PWR Enabled if locomotive is stopped and brake cylinder pressure is 25 psi (172 kPa) or greater.

Transition system to End DP pending.EXECUTE(not shown)

Enabled if the End DP command is pending.

Initiates the pending command.CANCEL(not shown)





NOTEAlthough the ITC-lead has unlinked from the ITC-controlled locomo-tives, it is required to manually exit distributed power at each ITC-controlled locomotive.

NOTEThe ITC-controlled locomotive should be unlinked from the ITC-lead prior to ending WDP. Ending WDP at the ITC-controlled locomotive prior to unlinking will result in the erroneous logging of ITC-lead detected ITC-controlled communication loss events.





7.2.1 Select the DP Main Menu.

7.2.2 Select the END DIST PWR key and then the EXECUTE key. The DP system will exit ITC-controlled distributed power mode.

7.2.3 Repeat this process at each ITC-controlling locomotive.

CAUTIONIf WDP is ended at the ITC-lead, but remains active at the ITC-con-trolled locomotive, the ITC-controlled locomotive will locally react differently dependent on the state of the ECP train-line control:

If ECP remains active - The local locomotive controls will default to reverser neutral, throttle idle, locomotive independent brake release, and bail-off inactive. The locomotive will respond normally to the ECP train-line brake commands to apply and release the automatic brake cylinder pressure. Failure to end WDP at the remote will not prevent movement of the locomotive or train, but caution should be used as the locomotive brake will be allowed to reach maximum service and emergency brake cylinder pressures.

If ECP transitions to inactive - The local locomotive controls will default to reverser neutral, throttle idle, locomotive independent brake full, and bail-off inactive. The locomotive will respond similar to loss of ECP brake command (loss of HEU Beacon) by applying the remote emergency brake cylinder pressure. Failure to end WDP at the remote may lead to locomotive wheel damage if the train is moved due to the brake applied condition of the locomotive.

NOTEECP inactive includes either of the following:

The condition where ECP is ended at the lead and ECP equipped cars release the electronic brake, relying strictly on pneumatic brake control

or

The condition where ECP train-line communication is lost and the ECP equipped cars automatically apply the electronic brake.





8.1 System Operating Mode

WireDP® system operating modes pertains to the ITC-lead locomotive of the train. The WireDP® system primary operating modes includes the following modes: Initialization, Idle and Run. Additionally, the following optional modes include: Speed Control, Controlled Trac-tive Effort, and Tower Control.

Figure 8-1 System Operating Mode

8 Control Functions

TABLE 8-1 (reference Figure 8-1 System Operating Mode)

Key DescriptionIDLE Enabled if not in System Mode: Idle.

Transitions system immediately to system mode: idle.RUN(not shown)

Enabled if not in System Mode: RUN.

Transitions system mode: run pending.SEL CTE(not shown)

Enabled if CTE option is provided and the RUN FTE key is enabled.

Transitions the RUN FTE key to RUN CTE.SEL FTE(not shown)

Enabled if CTE option is provided and the RUN CTE key is enabled.

Transitions the RUN CTE key to RUN FTE.





8.1.1 Initialization

WDP System Initialization mode is active when the WDP make-up and linking process is performed. Initialization mode is exited when the make-up and linking process is complete, or if the ITC controlled locomotive transitions to unlinked state, or if the ITC-lead WireDP® system losses communication with the lead-HEU EP60 system.

8.1.2 Idle

WDP System Idle mode is the default mode of the WireDP® system. While in WDP System Idle mode, the ITC lead unit shall deliver locomotive air brake commands (independent brake, brake valve and bail-off control) to the ITC-controlled units which shall perform the commanded action. However, the ITC-Lead unit shall restrict throttle commands to the ITC-controlled locomotive to idle.

The WireDP® system shall remain in System Idle Mode unless manually commanded by the operator and the BP continuity test has been successfully completed.

8.1.3 Run

WDP System Run mode is the normal system operating mode. In WDP System Run mode, all ITC-controlled locomotives shall perform motoring, dynamic braking and locomotive air brake functions as commanded by the ITC-lead.

RUN CTE(not shown)

Enabled if CTE option is provided and if not in System Mode: RUN CTE.Transitions system mode: run CTE pending.

RUN FTE(not shown)

Enabled if CTE option is provided and if not in System Mode: RUN FTE.Transitions system mode: run FTE pending.

SPEED CONTROL(not shown)

Enabled if the speed control option is provided and if not in System Mode: SPEED.Transitions system mode: speed pending.

TOWER SETUP(not shown)

Enabled if the tower control option is provided and if not in System Mode: TOWER.Transitions system mode: tower pending.

CANCEL(not shown)

Enabled if new mode command is pending.Cancels the pending command.

EXECUTE(not shown)

Enabled if new mode command is pending.Executes the pending command.

DP MAIN MENU Always enabled.Transitions display to DP Main Menu.

EXIT Always enabled.Transitions display back to the main operation screen.





8.1.4 Controlled Tractive Effort (CTE)

Application specific option:

• If the standard default applies, CTE mode is not provided

• If the CTE mode option applies, CTE mode will provide the operator the ability to limit tractive effort (throttle) of all CTE equipped ITC-controlled locomotives in the train to a maximum predetermined value of 110, 000 lbf of tractive effort.

• The CTE mode train-wide command will be exited upon operator manual request or if WDP mode is exited. An ITC controlled locomotive will also exit CTE mode if commu-nications is lost with the ITC-lead.

• The CTE mode provides an optional default setting to enter CTE mode. If the default is set for "before initialization", then the selection must be made upon initial entry. If the default is set to "after initialization", then the selection can be made any-time after initial set-up and linking has been completed.

• The CTE mode provides an optional default setting to configure the WDP system to either CTE mode or FTE (Full Tractive Effort) mode upon initial entry to WDP mode. If defaulted to FTE, then CTE must be manually selected. If defaulted to CTE, then FTE mode must be manually selected.

8.1.5 Speed Control


• If the standard default applies, then speed control is not provided

• If the speed control option applies, then speed control mode provides the ability to maintain a train at a fixed speed through interfacing with a separate speed control system. The WDP system provides the ability to transmit the speed control com-mands to remote locomotives so equipped only when the system is in WDP System Run mode. When in synchronous operation, the ITC-lead unit transmits speed control commands synchronously to all ITC-controlled locomotives in the train. When in inde-pendent operation, the ITC-lead transmits speed control commands only to ITC-con-trolled locomotives in the front group. ITC-controlled units in the back group will be controlled independently of speed control for standard throttle and dynamic brake commands through the operator’s independent mode controller

8.1.6 Tower Mode


• If the standard default applies, then tower control is not provided

• If this option is provided, refer to the Tower Mode section of this document for a com-plete description.





8.1.7 Auxiliary

8.1.7.1 Quick Charge

This is an optional feature that is currently not available.

8.1.7.2 Winter Isolate


8.1.7.3 Manual Sanding


• If the standard default applies, then remote manual sanding is not provided

• If the manual sand option applies, then upon operator request, the ITC-lead shall com-mand all ITC-controlled units to perform manual sanding.





8.2 Remote Unit Operating Mode (Reduced)

The operator has the ability to manually set any remote ITC-controlled locomotive to either Unit mode: normal or a reduced mode of operation. The WireDP® system reduced modes include; normal, idle, brake valve out, isolate, engine stop, and set out.

Figure 8-2

TABLE 8-2 (reference Figure 8-2)

Key DescriptionSELECT REMOTE Enabled when more than one ITC-controlled locomotive is

linked to the ITC-lead.Selects the next ITC-controlled locomotive.

IDLE Enabled if unit mode: idle is not active.Immediately transitions the selected ITC-controlled consist to throttle idle.





8.2.1 Normal Mode

Unit mode: normal shall be the default mode of the ITC-controlled locomotive. In this mode, the ITC-controlled locomotive will not inhibit the local control of throttle, dynamic brake, or air brake functions for the remote consist.

To return to unit mode: normal from a reduced mode, the operator must manually make this request by selecting the NORMAL key and then the EXECUTE key.

NORMAL Enabled if unit mode: normal is not active.

Transitions the selected ITC-controlled consist to unit mode: normal pending.

BRK VLV OUT Enabled if unit mode: brake valve out is not active.

Transitions the selected ITC-controlled consist to unit mode: brake valve out pending.

ISOLATE Enabled if unit mode: isolate is not active.

Transitions the selected ITC-controlled consist to unit mode: isolate pending.

SET OUT Enabled if unit mode: set out is not active.

Transitions the selected ITC-controlled consist to unit mode: set out pending.

ENGINE STOP Enabled if unit mode: engine stop is not active.

Transitions the selected ITC-controlled consist to unit mode: engine stop pending.

CANCEL(not shown)

Enabled if a new unit mode command is pending.

Cancels the pending command.EXECUTE(not shown)

Enabled if a new unit mode command is pending.

Executes the pending command.GROUP CONTROL(not shown)

Applicable only to LCDM display.

Always enabled.

Transitions display to DP Group Control menu.MAIN MENU Applicable only to CCA and FIRE displays.

Always enabled.

Transition display to the DP Main menu.





8.2.2 Reduced Modes

A reduced mode of operation may be entered as a result of an operator request or automati-cally as a fault-handling function. The reduced mode will over-ride the normal operation of a selected ITC-controlled locomotive. For instance, if the operator commands an ITC-control-led locomotive to Unit mode: brake valve cut-out, and the fault handling function of that unit commands Unit mode: idle, the ITC-controlled locomotive will transition to Unit mode: iso-late.

8.2.2.1 Idle

Unit mode: idle commands the selected ITC-controlled consist to throttle idle, direction neutral and will open the power-interrupt relay (or equivalent). The local brake pipe char-ging function will not be affected. Unit mode: idle will be exited when another unit mode is manually selected or a more restrictive unit mode is automatically selected.


• If the immediate idle option applies, then when unit mode: idle is commanded, the selec-ted ITC-controlled command will set throttle idle immediately.

• If the stepped idle option applies, then when unit mode: idle is commanded, the selected ITC-controlled command will step to throttle idle in three (3) second per step intervals.

8.2.2.2 Brake Valve Cut-out

Unit mode: brake valve-out commands the selected ITC-controlled consist to cut-out local brake pipe charging. The local throttle and dynamic brake control functions will not be affected. Unit mode: brake valve cut-out will be exited when another unit mode is manu-ally selected or a more restrictive unit mode is automatically selected.

8.2.2.3 Isolate

Unit mode: isolate commands the selected ITC-controlled consist to Unit mode: idle and Unit mode: brake valve cut-out. Unit mode: isolate will be exited when another unit mode is manually selected or a more restrictive unit mode is automatically selected.

8.2.2.4 Engine Stop

Unit mode: engine stop commands the selected ITC-controlled consist to shutdown all diesel engines within the remote consist. When commanded to Unit mode: engine stop, the ITC-controlled consist is set to idle and the brake valve is cut-out. Unit mode: engine stop will be exited when another unit mode is manually selected and the engines are manually re-started.






• If the standard default applies, then ITC-controlled will remain in unit mode: engine stop until another unit mode is manually selected.

• If the 120 second enforcement option applies, then ITC-controlled will remain in unit mode: engine stop for a minimum of 120 seconds before allowing a new unit mode to be manually selected.

• If the 60 second transition to isolate option applies, then ITC-controlled will remain in unit mode: engine stop for 60 seconds and then automatically transition to unit mode: iso-late by ITC-lead command. Then to restart the engines, only the manual restart opera-tion must be performed.

8.2.2.5 Set Out

Unit mode: set out commands the selected ITC-controlled consist to set the local throttle to idle, direction neutral, brake valve cut-out, and the local independent brake to full (maximum). In this state, the train-wide ECP brake and the front segment locomotive independent brake can be released to allow the front segment of the train to be pulled away from the set-out train segment. Refer to the Special operating Conditions of this document to obtain detailed instructions to setting-out a train segment. Unit mode: set out will be exited when another unit mode is manually selected or the selected ITC-controlled unit transitions to unlinked state or exits WDP mode.

8.2.3 Auxiliary Functions

8.2.3.1 Fuel Saver


8.3 Synchronous Operation

Synchronous operation commands all ITC-controlled locomotives within the train equiva-lently to the throttle and dynamic brake commands of the ITC-lead locomotive. If operating in ECP Switch mode, the WireDP® system will be limited to synchronous operation only. If in WDP independent operation and ECP switch mode is selected, the WireDP® system will automatically transition to synchronous operation.

8.3.1 Direction

The WireDP® system shall command the direction of the ITC-lead locomotive train-wide to all ITC-controlled locomotives within the train. The direction commands are limited to neu-tral, forward, and reverse.

Upon receipt of the train-wide direction command at the ITC-controlled locomotive, the local direction command is conditioned based on the orientation of the ITC-controlled locomotive





to that of the ITC lead locomotive. If orientated “same as” the lead, then the local direction will be commanded as per the lead. If orientated “opposite” the lead, then the local direction will be commanded opposite the lead.

8.3.2 Throttle Control

The WireDP® system shall relay the throttle command of the ITC-lead locomotive train-wide unconditioned to all ITC-controlled locomotives within the train.

The WireDP® system provides optional features to support standard notch controller com-mands; Throttle Idle, Throttle 1 to 8, or alternate resolution designs (e.g. Throttle 10% to 100%).

8.3.3 Dynamic Brake Control

The WireDP® system shall relay the dynamic brake command of the ITC-lead locomotive train-wide unconditioned to all ITC-controlled locomotives within the train.

The WireDP® system provides optional features to support standard notch controller com-mands; Dynamic Brake Set-up, Dynamic Brake 1 to 8, or alternate resolution designs (e.g. Dynamic Brake 10% to 100%).

8.4 Independent Operation

Independent operation provides the operator the ability to establish a front group and a back group of locomotives from which throttle and dynamic brake can be controlled independently for each group. The front group will be controlled synchronously with the lead via the normal lead control stand. The back group will be controlled via a separate controller (e.g. ITC-lead WDP operator’s display screen). By setting the “fence” in front of a ITC-controlled locomo-tive, the operator establishes the back group.

8.4.1 Direction

The direction command is not affected by independent operation. See synchronous mode.

8.4.2 Throttle / Dynamic Brake Control

The WireDP® system will command the selected ITC-controlled locomotives in the back group as requested by the operator on the WDP independent operations screen.





Figure 8-3 WDP Independent Operations Screen

TABLE 8-3 (eference Figure 8-3 WDP Independent Operations Screen)Key DescriptionMOVE TO FRONT Enabled when any consist is in the back group.

Transitions the next consist from the back group to the front group. If this action results in a throttle change through Idle, then the consist remains in Throttle Idle for ten seconds and until this key is pressed a second time.

MOVE TO BACK Enabled when any consist is in the front group.

Transitions the next consist from the front group to the back group. If this action results in a throttle change through Idle, then the consist remains in Throttle Idle for ten seconds and until this key is pressed a second time.

TRACTION Enabled when any consist is in the back group, throttle mode is not active, and the front group is in throttle mode or direction forward.

DYNAMIC BRAKE Enabled when any consist is in the back group, dynamic brake is not active, and the front group is in dynamic brake mode or direction reverse.





8.4.3 Transitions

8.4.3.1 Direction Transition

The ITC-lead relays the local propulsion's direction command unconditioned train-wide to all ITC-controlled locomotives. In situation where the direction command transitions from forward to reverse or reverse to forward, the following options apply:


• If the standard default applies, the ITC-controlled WireDP® system does not enforce a directional transitions delay and therefore relies on the local propulsion system to per-form direction change conditioning.

• If 10 second enforced option applies, then the ITC-controlled WireDP® system will maintain neutral for 10 seconds when the received ITC-lead command changes from forward to reverse or reverse to forward.

8.4.3.2 Throttle / Dynamic Brake Transition

The ITC-lead prohibits the operator from placing the train in a stretch condition (i.e. front group in throttle and back group in dynamic brake with reverser set to forward or front group in dynamic brake and back group in throttle with reverser set to reverse). If attemp-ted, the WireDP® system will immediately force the back group to throttle idle and/or disable control menu functions keys on the operator independent control menu to prevent placing the train in tension.

IDLE Enabled when any consist is in the back group.

Immediately commands the back group to Throttle Idle.LESS TRACTION Enabled when any consist is in the back group and the current

throttle command is greater than Throttle Idle.MORE TRACTION Enabled when any consist is in the back group and the current

throttle command is less then maximum (e.g. Throttle 8).LESS DYNAMIC BRAKE

Enabled when any consist is in the back group and the current dynamic brake command is greater than Dynamic Brake Set-up.

MORE DYNAMIC BRAKE

Enabled when any consist is in the back group and the current dynamic brake command is less then the maximum (e.g. Dynamic Brake 8).

EXECUTE(not shown)

Enabled when a command change is pending.

Executes the pending command.CANCEL(not shown)

Enabled when a command change is pending.






If the ITC-controlled locomotive receives a propulsion mode change from throttle to dyna-mic brake or dynamic brake to throttle that is allowed, the ITC-controlled locomotive will locally command throttle idle for 10 seconds before transitioning to the new command.

8.4.3.3 Group Transition

When an ITC-controlled consist is requested to be moved from one group to another, the affected ITC-controlled consist may be required to transition to the most current throttle/dynamic brake command of the new group. The affected ITC-controlled consist shall step the throttle/dynamic brake command at a rate of three (3) seconds per step until the new command is reached. If the propulsion command transitions through throttle idle, the ITC-controlled will pause at throttle idle for 10 second, and then continue stepping to the new command.

8.5 Brake Control

8.5.1 Train Brake

8.5.1.1 Service

All ITC-lead, ITC-controlled, and ITC-trail locomotives apply and release brake cylinder pressure in response to the ECP HEU train brake command. The train brake command can be the operator’s request via the lead automatic brake valve handle, or automatically initiated by a penalty or emergency brake command. Refer to the EP-60 operations manual for further information. The service, penalty and emergency brake cylinder pres-sure setting are controlled by the local air brake system.

8.5.1.2 Penalty / Emergency

The responsibility of penalty and emergency brake control resides within the EP-60 system. The WireDP® ITC-lead responsibility is to relay power knockdown commands to all ITC-controlled locomotives throughout the train.

In response to a penalty or emergency brake command received from the EP-60 system, the ITC-controlled locomotive will apply brake cylinder pressure limiting. The operator’s ability to bail-off the ITC-controlled locomotive’s brake cylinder pressure is disabled when a penalty or emergency brake condition is active.

The WireDP® system provides optional features to support differing brake cylinder pres-sure limiting settings based on the required brake ratio of the locomotive. The default set-ting is 45 psi.

Emergency brake applications that include a pneumatic reduction of brake will energize emergency magnet valves located on the ITC-lead and all ITC-controlled locomotives.





8.5.2 Locomotive Brake

8.5.2.1 Independent

The WireDP® system shall relay the independent brake command of the ITC-lead loco-motive train-wide to all ITC-controlled locomotives within the train.

8.5.2.2 Bail-Off

The WireDP® system shall relay the bail-off command of the ITC-lead locomotive train-wide to all ITC-controlled locomotives within the train. Upon receipt of a Bail-off command from the ITC-lead, the ITC-controlled locomotive will the locally set the Bail-off command for a minimum of 20 continuous seconds and until the ITC-lead command is terminated. Bail-off control is disabled on the ITC-controlled locomotive when a penalty or emergency is active.

8.5.2.3 Brake Pipe Pressure Set-Point

The ITC-train brake pipe pressure set-point is established by the lead ECP HEU commu-nicated train-wide to all trailing ECP equipped vehicles. The ITC-controlled locomotive receives the required BP set point from the local ECP system.

8.5.2.4 Brake Cylinder Pressure Setting

The brake cylinder pressure limits for automatic and independent brake control are esta-blished by the local air brake system.

8.5.2.5 Emergency Sanding

ITC-lead and ITC-controlled emergency sanding is controlled by the local air brake system.





9.1 General

9.1.1 System Mode: Tower provides the ability to control and monitor a WireDP® equipped train from an off-board location for the purpose of low speed train loading/unloading, yard moves, and other similar operations. Through the interaction of the GE Rail Solution (GERS) Tower Controller and RF tower to train communications with the WireDP® system, train throttle commands, brake commands, and statuses are communicated to and from the WDP train.

Figure 9-1 Tower Mode System

9 Tower Mode

NOTETower Mode is limited to WDP operation. Tower Mode is prohibited in ECP only operation with only head end power.

NOTEFor detailed information specific to the tower control equipment and operation, the user must refer to GERS provided information.

DP-IPM

ITC Network: ECP per S-4230

DP-TCCEP-TCC

Propulsion System AB-IPM

ITC Network: WDP per S-4230

Lon2 DP Lon2 EPSerial

DiscreteOther

D/O: EMV, PIR D/O: MVEM

Locomotive

EPCULon1 AB

D/O: PCS, BOD

Tower Controller

RF

RM

RM

4-1





9.2 Safety

The safe operating procedures for Tower Control include, but are not limited to the following:

9.2.1 User must follow operational rules and procedures as specified by the tower controller supplier (GERS) and the operating authority.

9.2.2 Operating track must be clear of personal and other obstacles.

9.2.3 Hazardous materials must be stores clear of the tower control operational zone.

9.2.4 Yard containment system must be functional at all times while the train is operating in tower mode. Yard containment systems such as derailer system, on-board operator, or other such system to over-ride tower operation, may be used to prevent the train from exiting the tower control operational zone.

9.2.5 The tower operator must maintain visual contact with the tower-controlled train at all time, either through direct sight, video images, or verbal communication with another observer.

9.3 Set-up

CAUTIONThe Tower Control System must not be used to spot cars in the load or unloading zone.

WARNINGOnly properly trained crew and tower operators authorized by the railroad or governing authority can operate trains in Tower mode.

WARNINGTower mode operation may result in unexpected abrupt stops and starts. As such, onboard personnel should take the necessary pre-cautions to avoid injury.

NOTEThe ITC-lead and ITC-controlled locomotives must be WDP enabled and linked prior to entering Tower Mode.





9.3.1 Lead Locomotive Set-up

9.3.1.1 Select the TOWER SETUP and EXECUTE keys on the System Mode Menu. The ITC-lead locomotive is now conditioned in tower mode readied for the Tower Controlled link process. In this state, the WDP system will automatically command a 120% ECP train brake application and locomotive independent brake to full.

CAUTIONTower Mode operation is limited to WDP synchronous operation. If the WDP system is set to independent operation upon entry to tower mode, the WDP system will automatically transition to synchronous operation.

NOTEThe ITC-lead locomotive must be set to System Mode: Idle, Throt-tle, and Direction Neutral with the train stationary and brake cylinder pressure applied to 25 psi (172 kPa) or greater to enable the TOWER SETUP key.

NOTEDP crew messages will indicate to place the locomotive indepen-dent brake handle to release position if not otherwise positioned.

NOTEDP crew messages will indicate to place the automatic train brake handle to handle-off (continuous service) position if not otherwise positioned.

NOTEDP crew messages will indicate to place the reverser handle to the neutral position (and remove) if not otherwise positioned.





9.3.2 Tower Controller Set-up

9.3.2.1 The Tower Control Operator Interface Module (OIM) main menu includes:

Figure 9-2 Operator Interface Module

CAUTIONThe Tower Controller set-up instructions are provided within this manual for reference purposes only, as the tower controller equip-ment is provided by GE Rail Solutions (GERS). Please refer to the GERS operation manual for the latest instructional information.

TABLE 9-1Key DescriptionTOWER SYSTEM Always enabled.

Transitions display to the Main Menu.

DATE/TIME Always enabled.

Password protected menu to set the OIM date and time.

TOWER CONFIG Always enabled.

Password protected menu to set the OIM tower configuration.

OIM INFO Always enabled.

Identifies the OIM software part number and tower identification.

INDEX Disabled.





9.3.2.2 Select the TOWER SYSTEM key. The display will transition to the Tower Main Menu (not shown).

9.3.2.3 Select the SETUP key. The display will transition to the Set-up Menu (not shown) to enter the ITC-lead locomotive identification number that will be linked to the tower controller.

TABLE 9-2Key DescriptionSETUP Always enabled.

Transitions display to the Set-up Tower System screen.


Transitions display to the DP Maintenance menu.



TABLE 9-3Key DescriptionCOUNT UP Always enabled.

Increments the selected character on the Set-up Screen by plus one for each time this key is selected.

COUNT DOWN Always enabled.

Increments the selected character on the Set-up Screen by minus one for each time this key is selected.

DIGIT LEFT Always enabled.

Increments the pending change location on the Set-up Screen one position to the left.

DIGIT RIGHT Always enabled.

Increments the pending change location on the Set-up Screen one position to the right.

LINK Enabled when a locomotive identification number is entered

This key will begin the process to link the selected ITC-lead locomotive with the tower controller.







9.3.2.4 Enter the ITC-lead identification number using the COUNT UP/DOWN and DIGIT LEFT/RIGHT keys.

9.3.2.5 Select the LINK key to initiate the Tower Controller to ITC-lead link process.

9.3.2.6 The Tower controller will indicate “Link OK” upon successful link to the ITC-controlled locomotive. The Tower Controller is now in control of the WDP equipped train and transmitting a Train Park and Train Stop brake command to the train.

9.3.2.7 When the tower mode setup penalty timer has expired, the tower operator will be prompted, “PRESS TRAIN BRAKE RELEASE TO RECOVER FROM THE PENALTY BRAKE”.

9.3.2.8 Select the EXIT key to transition to the Main Operating menu. The Tower Controller and ITC-lead locomotive is now readied for tower operation.

9.3.3 Exiting Tower Mode at the Tower Controller

9.3.3.1 Select the Tower Main Menu screen (not shown).

9.3.3.2 Select the UNLINK and EXECUTE keys. The Tower controller will unlink from the ITC-lead locomotive and exit tower mode.

TABLE 9-4Key DescriptionSYSTEM Always enabled.

Transitions display to System Menu.

UNIT STATUS Always enabled.

Transitions display to DP Locomotive Status screen.

ALARM LOG Always enabled.

Transitions display to DP Alarm Log menu.


Transition display to the WDP Maintenance menu.

UNLINK Always enabled.

Transitions system to Unlink pending.

EXECUTE Enabled if the Unlink command is pending.


CANCEL Enabled if the Unlink command is pending.








9.3.4 Exiting Tower Mode at the ITC-lead locomotive

9.3.4.1 Select the DP Main Menu screen.

9.3.4.2 Select the IDLE key. The DP system will exit System Mode: Tower and transition to System Mode: Idle.

9.3.4.3 From System Mode: Idle, the WDP system can be commanded to System Mode: Run to re-establish normal operation.

9.4 Tower Operation

9.4.1 Tower operation limits train operation to throttle notch 2 control or slow speed control. Brake control is limited to independent full or release, ECP 120% penalty or release, vigilance penalty, and pneumatic emergency. The Tower Controller Control Panel provides the tower operator interface for these commands:

Figure 9-3 Tower Controller Control Panel

9.4.2 The function for each switch is described in the following table:

TABLE 9-5

Switch DescriptionTRAIN STOP Momentary two-position switch that commands locomotive

independent brake to full in 20 psi (138 kPa) incremental steps and throttle to idle.

RUN FORWARDRUN REVERSE

Momentary three-position switch that commands locomotive independent brake to release, train brake to release, direction forward or reverse, and increases throttle command by one notch (maximum Notch 2).

TRAIN PARK Momentary two-position switch that commands an ECP emergency train brake application (TBC: 120%), locomotive independent brake to full, and throttle to idle.

TRAIN BRAKE RELEASE

Momentary two-position switch that commands a penalty or emergency reset and Train Stop.

EMERGENCY STOP Detented two-position switch that commands a pneumatic emergency brake application.





9.5 Description of Tower Controller Operating Status

9.5.1 Lead Locomotive Status

9.5.1.1 Includes the linked, throttle, load and the unit identification number status of the ITC-lead locomotive.

9.5.2 Lead Air Brake Status

9.5.2.1 Includes the brake pipe pressure, train brake command, brake cylinder pressure, and brake valve status of the ITC-lead locomotive.

9.5.3 Tower Command Status

9.5.3.1 Includes the tower mode, direction, throttle notch and train speed status of the ITC-lead locomotive.

9.5.4 Unit Status

9.5.4.1 Includes the throttle, load, brake pipe pressure, and brake pipe flow status of the ITC-lead and each ITC-controlled locomotive in the train. To access this information, select the UNIT STATUS key on the Tower Main Menu.

9.6 Discrete Notch Control

Traction control is provided using discrete notch 1, notch 2, and idle commands. Form idle, the operator can select a forward or reverse direction with the desired notch command.

9.7 Speed Control

Traction control is provided using the on-board speed control capability of the locomotives. From idle, the operator can select a forward or reverse direction with the desired set speed command.

9.8 Locomotive Independent Brake Control

The operator can apply the locomotive independent brake by selecting the TRAIN STOP or TRAIN PARK switch. When commanded, the locomotive brake cylinder pressure will increase in incremental steps to maximum pressure. This pressure can be configured per an application specific option. The range of operation is either release or full applied.

VIGILANCE/RESET Momentary two-position switch that resets the vigilance timer.

SPEED Momentary three-position switch that commands train set speed faster, slower, or no change.Switch defaults to no change.

INDEX Momentary two-position switch for indexer loading operation.





9.9 Train Brake Control

The operator can apply the train brake by selecting the TRAIN PARK switch. When selec-ted, an ECP 120% emergency train brake command with a 120 second reset timer is com-municated to the train to apply maximum brake pressure to the ECP equipped cars. The range of operation is either release or 120% applied.

When the reset timer expires, the operator will be allowed to clear the penalty and release the train brake as described in "Penalty Brake" (below).

9.10 Penalty Brake

9.10.1 Vigilance and Over-speed penalties will result in an ECP 120% emergency train brake command with a 120 second reset timer. When the initiating event clears and the reset timer expires, the tower operator will be prompted with “PRESS TRAIN BRAKE RELEASE TO RECOVER FROM THE PENALTY BRAKE”. At which time, the operator may clear the penalty and release the train brakes.

9.11 Pneumatic Emergency Brake

9.11.1 The capability to initiate a pneumatic emergency train brake command (brake pipe reduced to 0 psi at a rapid rate) is provided. When a pneumatic emergency is initiated, both the pneumatic controls and the ECP electronic controls (ECP 120% emergency) apply the emergency train brake.

9.11.2 The tower operator may initiate a pneumatic emergency command by actuating the EMERGENCY STOP switch on the Tower Controller Control Panel.

9.11.3 The WDP system may automatically initiate a pneumatic emergency command upon detecting a WDP Critical Fault or ECP Critical Fault. Refer to Troubleshooting section of this manual for additional information

9.12 Index Mode

9.12.1 Index Mode sets the train brake and locomotive independent brake to release, throttle to idle and reverser to neutral. When in this mode, the train can be mechanically moved by the wayside indexer.

WARNINGIndex Mode will disable the train brake control to allow indexer oper-ation. Follow all appropriate operating rules selection and operation in Indexer Mode.

CAUTIONThe train must be stopped to enter Index Mode. The train must be in Stop Mode or Park Mode to exit Index Mode.





There are two primary operating constraints associated with WDP operation in ECP switch mode.

• WDP operation is limited to synchronous operation if ECP switch mode is active.

• The identification of the ITC-controlled locomotive configurations must be entered manually by the operator when WDP mode is entered and the ECP sequencing has not been com-pleted.

10 ECP Switch Mode Limitations/Differences





The WireDP® system log screens can be accessed from the DP main menu.


11 Informational Logs

TABLE 11-1 (reference Figure 11-1 WDP Main Menu)

Key DescriptionSYSTEM Always enabled.

Transitions display to System Log menu.

MODE Always enabled at the ITC-lead only.Transitions display to Mode menu.

ALARM LOG Always enabled.Transitions display to DP Alarm Log menu.

MAINT MENU Always enabled.Transition display to the WDP Maintenance menu.

END DIST PWR Enabled if locomotive is stopped and brake cylinder pressure is 25 psi (172 kPa) or greater.

Transition system to End DP pending.EXECUTE(not shown)

Enabled if the End DP command is pending.Initiates the pending command.

CANCEL(not shown)









11.1 DP Alarm Log Menu

The Alarm Log captures the DP alarms and functional fault events with associated time tags that are important to the operator. Events that remain active will be highlighted. If the Alarm Log is selected, the display will transition to the DP Alarm Log Menu. Data presented on this screen is saved in volatile memory. All data is cleared upon IPM power-up.

The Alarm Log will display events in the order received. Each event will include the consist designator (e.g. A, B, C, D, E) followed by the event description and the time tag of the event.

Figure 11-2 WDP Alarm Log Menu

TABLE 11-2 (reference Figure 11-2 WDP Alarm Log Menu)

Key DescriptionPAGE DOWN(not shown)

Enabled when the oldest data is not displayed on the current screen.

PAGE UP(not shown)

Enabled when the newest data is not displayed on the current screen.

MAIN MENU Always enabled.

Transitions window back to the DP Main Menu.


Transition window back to the main operation screen.





11.2 System Log Menu

The System Log captures the DP system specific events with associated time tags that are important to the operator. If the System Log is selected, the display will transition to the DP System Log Menu. Data presented on this screen is saved in volatile memory. All data is cleared upon IPM power-up.

The System Log will display events in the order received. Each event will include the event description followed by the time tag of the event.

Figure 11-3 WDP System Log Screen

TABLE 11-3 (reference Figure 11-3 WDP System Log Screen)

Key DescriptionPAGE DOWN(not shown)

Enabled if the oldest data page is not displayed.Transitions display to next page of older events.

PAGE UP(not shown)

Enabled if the newest data page is not displayed.Transitions display to next page of newer events.

BRK PIPE TEST Enabled if DP lead enabled and linked to a minimum of one ITC-controlled locomotive, train is stopped, brake pipe is charged, and the ITC-controlled air brake system is operational.

Transitions system to brake pipe test pending.

UNLINK ALL Enabled if a minimum of one remote locomotive is linked the ITC-lead locomotive and the train is stopped.

Transitions system to unlink all pending.EXECUTE(not shown)

Enabled if the unlink all command or the brake pipe test command is pending.






11.3 Maintenance Menu

The maintenance screen provides IPM software version, checksum, and date information.

Figure 11-4 Maintenance Menu

CANCEL(not shown)

Enabled if the unlink all command or the brake pipe test command is pending.






TABLE 11-4 (reference Figure 11-4 Maintenance Menu)

Key DescriptionEVENT LOG Enabled if zero speed and brake cylinder pressure is 25 psi

(172 kPa) or greater.

Transitions display to event log menu.









11.4 Event Log

The Event Log captures all system specific events with associated time tags in non-volatile memory. If the Event Log is selected, the display will transition to the DP Event Log Menu. Data presented on this screen is saved in non-volatile memory. Data is only cleared when system software is uploaded to the IPM.

The Event Log will display events in order received. Each event description will include the event description followed by the time tag of the event.

Figure 11-5 DP Event Log

TABLE 11-5 (reference Figure 11-5 DP Event Log)

Key DescriptionPAGE DOWN Enabled when the oldest data is not displayed on the current

screen.PAGE UP(not shown)



Transitions display to the WDP Maintenance menu.




Transitions window back to the main operation screen.





12.1 Adding an ITC-Controlled Locomotive to a WDP Train

a. Set handbrake as required (per standard operating rules).

b. Set the ITC-lead to ECP Switch mode.

c. Disable “Locomotive as EOT” (or remove C-EOT) at the end of the train.

d. At the ITC-lead, turn off ECP train-line power

e. Mechanically couple train segments.

f. Connect and then slowly open the brake pipe angle cocks to charge (or equalize) the brake pipe between the added train segment.

g. Connect the inter-car connectors.

h. At the ITC-lead, re-establish ECP train-line power.

i. If necessary, set-up the ITC-controlled locomotive for distributed power mode as requi-red.

j. If the ITC-lead locomotive distributed power is enabled, end distributed power and re-enter ECP Run mode to identify and configure the ECP train and then WDP can be re-enabled.

k. Enter ECP Run mode.

l. Enter WDP Lead mode.

m. Release handbrakes (per standard operating rules).

12.2 Removing an ITC-controlled Locomotive from a WDP Train

a. Set ITC-lead to ECP Switch mode

b. Set selected ITC-controlled locomotive to Unit Mode: Set-out. Refer to paragraph 7.2.2.5, Set-out, for detailed description.

c. Remote consists that are not set to Unit Mode: Set-Out will remain in distributed power, responding normally to ITC-lead commands.

d. Set handbrakes on rear segment (per standard operating rules).

12 Special Operating Conditions





e. Close the brake pipe angle cock on the vehicle to be pulled away in front of the selected unit to be set out, leaving the locomotive brake pipe cock in the open position on the set-out locomotive.

f. Release coupler in front of selected unit.

g. From the ITC-lead, release ECP train brake and pull lead train segment away from rear train segment.

h. Rear train segment should remain stationary, brake pipe should vent to zero as bake pipe hose is separated, and rear ECP equipment shall detect loss of ECP commands as ECP inter-car cables are separated.

i. ECP train brake shall apply on the rear train segment due to loss of ECP commands and loss of brake pipe pressure.

j. WDP remote units in rear train segment shall enforce idle due to loss of WDP commands and shall automatically unlink after 60 seconds.

k. Front train segment shall be capable of operating normally in ECP Switch mode with a speed restriction of 20 mph (32 kph).

12.3 WDP Back-to-Back Testing without ECP Equipped Cars

The WireDP® system allows static testing without cars connected to the locomotives. The WireDP® system allows ECP Run Mode to be entered and the train brake released provi-ding that the ITC-lead remains at zero speed. If motion is detected during back-to-back testing in ECP Run Mode without ECP equipped cars, then a 120% enforced train-wide brake application will be applied.

The MU electric cables and pneumatic hoses should be isolated between the ITC-lead and ITC-controlled locomotive. The ITC Network cable and brake pipe hose must be connected and open between the locomotives.

WARNINGIf ECP inter-car cables are manually separated, then the ECP 230 VDC trainline power must be turned off prior to separation. Failure to remove trainline power prior to separation may lead to physical injury which may have fatal consequences.

WARNINGWhen setting up ITC-lead and ITC-Controlled locomotives for test purposes, it is mandatory that all handbrakes be applied and the locomotives coupled together with the brake pipe hoses connected and the MU cables and hoses disconnected.





12.4 Brake Pipe Train-line Continuity Test

The BP test is used to verify that brake pipe train-line is continuously open from the ITC-lead brake valve to the ECP-EOT. To initially enter WDP mode, the BP test must be successfully passed to allow the ECP enforced train brake application to be released. Once WDP mode has been successfully entered, the BP Test can be re-performed at any time providing the train is held stationary. The primary difference is that, unlike initial entry, the enforced ECP train brake can be cleared and then released upon test cancellation, or test failure. The abi-lity to release the train brake provides the operator the freedom to perform the test while on the road for train-line validation and then, if required, cautiously move the train with the understanding that the BP train-line may not be continuous.





13.1 General

This section provides high-level troubleshooting information to support the WireDP® system. The provided information includes issues associated with system set-up, over-the-road ope-ration, system shut-down, and special operating conditions.

13 Troubleshooting

TABLE 13-1 SET-UP (ENTERING WDP MODE)

A. Set-Up Keys

Issue Potential Cause Recommended Action

RDP and WDP remote or lead set-up keys are not present on an individual locomotive

1. BC pressure is not 25 psi (172 kPa) or greater

2. speed source is indicating greater than 0 mph (0 kph)

1. increase BC pressure greater than 25 psi (172 kPa)

2. investigate speed signal source

RDP lead and RDP remote set-up keys not enabled

1. ECP mode is active3. BC pressure is not 25 psi (172 kPa)

or greater2. speed source is indicating greater

than 0 mph (0 kph)

1. exit ECP mode2. increase BC pressure greater

than 25 psi (172 kPa)3. investigate speed signal source

WDP Remote key not enabled

1. incorrect software loaded on any of the following modules; IPM, TCC, operator display

2. IPM not communicating with TCC3. IPM not communicating with

operator display4. RDP mode is active

1. check software part numbers and versions

2. check IPM to TCC comm. link and verify TCC is powered on

3. check IPM to operator display comm. link

4. exit RDP mode

WDP Lead key not present 1. ECP lead mode is not active2. incorrect software loaded on any of

the following modules; IPM, TCC, operator display

3. IPM not communicating with TCC4. IPM not communicating with

operator display5. RDP mode is active

1. enter ECP lead mode2. check software part numbers

and versions3. check IPM to TCC comm. link4. check IPM to operator display

comm. link5. exit RDP mode





B. ITC-Lead Set-Up Information


ITC-controlled ID number is not identified

ITC-controlled locomotive:1. software version is incompatible

with the ITC-lead software2. WDP not manually set-up correctly3. WDP not connected to ITC

Network4. DP-IPM is defective5. DP-TCC is defective

1. check ITC-lead and ITC-controlled software part numbers and versions

2. re-enter WDP mode at the ITC-controlled

3. check ITC-controlled ITC Network TL circuitry

4. replace IPM5. replace TCC

ITC-controlled ID number is incorrect

ITC-controlled locomotive:1. unit ID not properly assigned2. undesired remote unit is WDP

enabled

1. re-program ECP ID module to assign correct ID

2. exit DP mode

ID number is displayed in reverse video

ITC-controlled locomotive:1. DP-IPM locomotive ID

information received from locomotive display is incorrect

2. ECP ID Module locomotive ID is incorrect

1. modify locomotive ID number assigned to locomotive display

2. re-program ECP ID Module to assign correct ID

Direction is not identified ECP sequencing process has not been successfully completed

1. perform ECP sequencing2. enter direction data manually

Direction is incorrect(not displayed in reverse video)

ITC-controlled manual entry was entered incorrectly and ECP ID Module wiring is incorrect

1. re-enter direction at ITC-controlled

2. check ECP-IDM module circuit

3. change data by manual entry

Direction is displayed in reverse video

ITC-controlled manual entry and ECP sequencing process does not match

1. re-enter direction at ITC-controlled

2. check ECP-IDM module circuit

3. change data by manual entry





B. ITC-Lead Set-Up Information (continued)


Consist designator is not identified

ECP sequencing process has not been successfully completed

1. perform ECP sequencing2. enter data manually

Consist designator is incorrect

ECP sequencing process error 1. re-perform ECP sequencing2. enter data manually

Physical consist designator is not identified

ECP sequencing process has not been successfully completed

1. perform ECP sequencing2. enter data manually

Physical consist designator is incorrect

ECP sequencing process error 1. re-perform ECP sequencing2. enter data manually

ITC-controlled locomotive fails linking process

1. ITC-controlled unit identification is invalid

2. defective ITC-controlled IPM

1. re-perform ITC-lead setup process

2. replace IPM





TABLE 13-2 OVER-THE-ROAD ISSUES

A. Train-Line Communication


ITC-controlled locomotive DP status is not displayed and theSystem log includes any of the following:1. WDP Comm. Loss

Remote2. WDP TCC Comm.

Timeout3. WDP Data Invalid4. Brake Comm. Timeout5. DP LCC Comm.

Timeout

1. ITC-controlled has exited DP mode2. ITC-lead DP-IPM and DP-TCC are

not communicating3. ITC-controlled is not receiving DP

Beacon4. ITC-lead EPCU power loss or

communication loss5. ITC-controlled IPM defective or

associated circuitry6. ITC-controlled TCC defective or

associated circuitry

1. re-enter WDP mode at the ITC-controlled

2. check comm. link3. check ITC Network train-line

continuity (refer to ECP operations manual)

4. verify ITC-lead EPCU is powered on

5. replace IPM, repair circuitry6. replace TCC, repair circuitry

All ITC-controlled locomotives detect loss of WDP Beacon and theSystem log includes any of the following:1. Comm. Loss Idle Down2. System Unlinked

1. ITC-lead IPM defective2. ITC-lead TCC failure3. ITC Network train-line comm. loss

between consist A and B, etc.4. ITC-lead has exited DP mode

1. replace IPM2. replace TCC3. ITC Network TL open circuit4. re-perform set-up

B. All remotes set idle

All ITC-controlled throttle status is reporting Idle

1. ITC-lead throttle mode command received by the WDP system is invalid

2. ITC-lead direction command received by the WDP system is invalid

3. DP set to System Mode: Idle

1. check throttle control circuits are valid (e.g. MU train-lines GF, B, BG, F, R or equivalent)

2. check Engine Run and Gen Field circuits are set and reporting ON

3. change to System Mode: Run





B. All remotes set idle (continued)


All ITC-controlled locomotives step to throttle idle and then ITC-lead sets System Mode: IdleSystem log includes any of the following: 1. A-DP ILC Comm.

Timeout2. A-DP LCC Comm.

Timeout3. A-DP System Fail4. A-Propulsion Fail

ITC-lead DP-IPM:1. is not communicating with the

integrated locomotive computer (ILC)

2. is not communicating with the locomotive control computer (LCC)

3. detects invalid throttle mode

1. check comm. link with ILC2. check comm. link with LCC3. check lead propulsion system

throttle mode circuitry (e.g. MU-GF, B, BG, or equivalent)

All ITC-controlled locomotives remain throttle idle when commanding greater than idle

1. ITC-lead system mode is set to Idle2. ITC-lead WDP system is not

receiving Engine Run or Gen Field command

3. lead MU T/L input/output control circuit is defective

1. set System Mode: Run2. check engine run and generator

field switches are set correctly3. check MU T/L control circuits

C. One remote sets idle

ITC-controlled direction command incorrect and is forced to throttle idleDP Alarm log includes any of the following:1. Direction Reverse2. Direction Forward3. Direction Invalid

ITC-controlled direction status does not match command

check direction control circuits F, R

One ITC-controlled locomotives remains throttle idle when commanding greater than idleDP Alarm log includes any of the following: 1. Mode Traction2. Mode Dyn Brake Setup3. Mode Dynamic Brake4. Mode Invalid

1. ITC-controlled set to Unit Mode: Idle or Isolate

2. ITC-controlled Isolation switch not set to Run

3. ITC-controlled Power Interrupt Relay (PIR) contacts are open

4. lead MU input/output control circuit is defective

5. ITC-controlled throttle/dynamic brake mode status does not match mode command

1. set Unit Mode: Normal2. check isolation switch setting3. check PIR circuitry4. check MU input/output

circuitry5. check throttle circuits (GF, B,

BG or equivalent)





D. Traction


All ITC-controlled throttle status will not increase beyond T1

ITC-lead receives invalid traction mode check ITC-lead traction control circuits are valid (MU train-lines AV, BV, CV, DV or equivalent)

ITC-controlled detects throttle step command miscompare DP Alarm log includes: Traction Step x

ITC-controlled throttle status does not match local throttle step command

check throttle control circuits AV, BV, CV, DV or equivalent

All ITC-controlled locomotives do not follow ITC-lead throttle or dynamic brake commands

1. WDP system set to Independent Operation

2. ITC-lead WDP system is not receiving correct throttle or dynamic brake commands

1. exit independent mode2. check ITC-lead LCC

All ITC-controlled locomotives throttle up, but do not initiate traction when commanding greater than idle

ITC-lead WDP system is not receiving valid direction commands

check direction control circuits F, R

E. Dynamic Brake

ITC-controlled detects dynamic brake step command miscompareDP Alarm log includes: Dynamic Brake Step x

ITC-controlled dynamic brake status does not match local step command

check DB Excitation control circuits or equivalent

F. Air Brake

ITC-controlled locomotive brake cylinder pressure will not release DP Alarm log includes: WDP BC Pressure Error

ITC-controlled BC pressure is 5 psi (34.5 kPa) or greater when commanded to release

1. check local air brake system





F. Air Brake (continued)


ITC-controlled reported air brake status (BP, Flow, ER, BC, MR) are invalidDP Alarm log includes any of the following:

1. Air Brake Fail2. WDP-Brk Comm.

TimeoutDP System log includes:

1. Air Brake Fail

1. ITC-controlled IPM and EPCU are not communicating

2. EPCU circuit breaker is off

1. check IPM to EPCU comm. link

2. check circuit breaker

ITC-controlled reported MR pressure is lowDP Alarm log includes: Low MRDP System log includes: Low MR

ITC-controlled MR pressure is less than BP set point +15 psi (103.4 kPa)

1. check air compressor control circuit

2. check for excessive air leakage

ITC-controlled detects brake valve command miscompareDP Alarm log includes any of the following: 1. Brake Valve Cut-Out2. Brake Valve Cut-In

ITC-controlled brake valve status does not match local command

check local air brake system

G. Alarm Indicators

Wheel slip indicator is activeDP Alarm log includes: Wheel Slip

reporting locomotive identifies wheel slip is active

follow standard operating practices

Locked axle indicator is activeDP Alarm log includes: Locked Axle

reporting locomotive identifies locked axle is active


Dynamic brake warning indicator is activeDP Alarm log includes: Dynamic Brake Warning

reporting locomotive identifies dynamic brake warning is active






G. Alarm Indicators (continued)


Unit alarm bell indicator is activeDP Alarm log includes: Alarm

reporting locomotive identifies unit alarm bell is active


Manual sanding indicator is activeDP Alarm log includes: none

reporting locomotive identifies manual sanding is active


Power control switch indicator is activeDP Alarm log includes: PCSDP System log includes: PC

1. reporting locomotive identifies power PCS is active

2. ITC-lead IPM and EPCU are not communicating

3. penalty or emergency brake state is active

1. check PCS control circuitry2. verify ITC-lead EPCU is

powered on3. clear penalty or emergency

state when ready

Ground fault indicator is active DP Alarm log includes: Ground

reporting locomotive identifies ground fault is active

Follow standard operating practices

Engine shutdown indicator is activeDP Alarm log includes: Engine Shutdown

reporting locomotive identifies engine shutdown is active


Automatic traction motor cutout indicator is activeDP Alarm log includes: Automatic Traction Motor Cutout

reporting locomotive identifies automatic traction motor cutout is active


TABLE 13-3 SHUT-DOWN (Exiting WDP Mode)

Set-Up Keys


End DP key not enabled 1. BC pressure is not 25 psi (172 kPa) or greater

2. speed source is indicating greater than 0 mph (0 kph)

1. increase BC pressure greater than 25 psi (172 kPa)

2. investigate speed signal source





TABLE 13-4 SPECIAL CONDITIONS


DP crew msg. received: NO TIM POWER SENSED, CHECK TRAIN-LINE CIRCUIT BREAKERDP Alarm log includes: WDP Subsystem Fail DP System log includes: No TIM Power

supply voltage to the Train-line Interface Module (TIM) is low or lost on reporting locomotive

1. check circuit breaker2. check TIM J3 circuit

Local DP emergency magnet valve does not energize.DP Alarm log includes: DP EMV MiscompareDP System log includes: DP EMV Fail

WDP EMV control circuit inspect IPM to ECPU EMV circuit

CTE Mode

ITC-controlled unit identified with CTE-Error event

ITC-controlled locomotive not CTE capable

verify ITC-controlled propulsion control is CTE equipped

ITC-controlled locomotive detects CTE miscompare in CTE or FTE mode

ITC-controlled locomotive detects incorrect propulsion command status for MU TL 18 and 19

verify MU TL 18 and 19 are energized in CTE mode and de-energized in FTE mode

Limited T4 Alarm ITC-controlled locomotive sets throttle notch 4 (or equivalent) in response to propulsion system not responding to CTE mode command

verify MU TL 18 and 19 are energized in CTE mode and de-energized in FTE mode





Speed Mode


ITC-controlled locomotive is reporting speed control fault

ITC-controlled locomotive detects the propulsion system is not responding to speed control command

verify propulsion control is speed control equipped

Tower Mode

Tower controller will not link with ITC-lead locomotive

refer to Tower Controller supplier information

Stop Fault-Tower detects train not stopping in stop mode


Park Fault-Tower detects train not stopping in park mode


Speed Fault-Tower detects over-speed condition


WDP Critical Fault ITC-lead locomotive:1. ECP exited tower mode2. ECP invalid train brake command3. WDP to ECP communication loss

1. re-establish ECP and WDP mode

2. check EP-60 brake control3. check IPM to TCC

communication link and modules

Locomotive BC Applied Fault

ITC-lead and or ITC-controlled brake cylinder pressure is greater than 5 psi (34.5 kPa)

1. check local air brake system2. check ECP brake control

Tower to ITC-lead communication loss


Tower detects lead air brake failure






Tower Mode (continued)


ECP Critical Fault ITC train-line network communication or train-line power control issue.

check ITC Network train-line continuity and power control (refer to ECP operations manual)

Un-commanded pneumatic emergency (rapid reduction of train-lined brake pipe pressure)

1. Park Fault detected2. Speed Fault detected3. WDP Critical Failure detected4. ECP Critical Failure detected 5. defective ITC-lead or ITC-

controlled EMV or MVEM6. defective tower controller

Emergency Stop Switch7. ruptured train-lined brake pipe

1. refer to Tower controller supplier information

2. refer to Tower controller supplier information

3. check IPM to TCC communication link and modules

4. check ITC Network train-line continuity and power control

5. refer to CCBII operations manual

6. refer to Tower Controller supplier information

7. repair brake pipe

Pantograph control

ITC-lead detects pantograph-up miscompare at an ITC-controlled locomotiveDP System log includes: Pantograph miscompare

ITC-controlled pantograph system does not report:

1. PanUp and VCB closed status when commanded up

2. PanDown status when commanded down

3. PanUp status when commanded up

check reporting pantograph control functionality

Pantograph indicator is active

pantograph system is reporting pantograph is down on reporting locomotive


VCB open indicator is active

pantograph system is reporting VCB is open on reporting locomotive


Neutral Section indicator is active

pantograph system is reporting neutral section on reporting locomotive


Half Power indicator active propulsion system is reporting half-power mode is active on reporting locomotive

check reporting propulsion system control functionality





14.1 General

The WireDP® system can be configured to support specialized (non-standard) locomotive control requirements. This section provides a brief description of specialized options to sup-port these features. These options create inter-operability requirements that are not suppor-ted by the AAR.

14.2 Diesel-Electric and Electric-Electric Locomotive Interoperability


• If this option applies, the WireDP® system is configured to allow mixed locomotive trac-tive power. ITC-lead train-line commands and ITC-controlled reported status are uniquely interpreted for inter-operation between diesel-electric and electric-electric powered locomotives. Each WDP equipped locomotive type is indentified via speciali-zed ECP reporting marks. Diesel-electric locomotives fitted with this control option are capable of controlling and interpreting unique features associated with electric-electric locomotives such as remote pantograph control.

14.3 Adjacent Consist Control


• If this option applies, the WireDP® system prohibits the placement of the independent control fence between adjoining consists. For situations where the locomotives within a consist cannot be MU-ed, each unit can be set-up as an ITC-controlled locomotive and respond synchronously to ITC-lead commands with in the consist. With this fea-ture, the independent control feature for placement of the fence will automatically skip the over the adjacent consists.

14 Special Railroad Specific Features

NOTEIf desired, the WireDP® system does provide the operator the ability to override this feature by manually setting the WDP physical con-sist identifications during the DP lead set-up process.





14.4 Remote Pantograph Control


• If this option applies, the ITC-lead locomotive (diesel-electric or electric-electric) will provide the command and status reporting features to control ITC-controlled locomo-tive pantograph systems. The operator has the ability to raise and lower any ITC-con-trolled locomotive's pantograph system.

This control is provided train-wide, where the command of the ITC-lead pantograph system will be transmitted to each ITC-controlled locomotive, or the control can be iso-lated to a preselected ITC-controlled locomotive via the remote unit operating mode menu.

WARNINGRefer to the specific locomotive pantograph control system instruc-tions for specific definition of the pantograph operation and safety instructions.

NOTEThe train-wide pantograph control is commanded to each ITC-con-trolled locomotive sequentially to minimize centenary loading to one consist at a time.

NOTEThe commanding of a train-wide engine stop command will result in the lowering of the pantograph on an ITC-controlled electric-electric locomotive.

NOTEThe commanding of a train-wide emergency pantograph down com-mand will result in an engine shut-down on an ITC-controlled diesel-electric locomotive.





Figure 14-1 Remote Pantograph Control

Table 14-1 (reference Figure 14-1)

Key Description

SELECT REMOTE(not shown)

Enabled when more than one ITC-controlled locomotive is linked to the ITC-lead.Selects the next ITC-controlled locomotive.

SETOUT Enabled if unit mode: set out is not active.

Immediately transitions the selected ITC-controlled consist to set out pending.

PAN UP(not shown)

Enabled if the selected ITC-controlled unit is reporting pantograph down status.Transitions the selected ITC-controlled consist to pantograph up pending.

PAN DOWN Enabled if the selected ITC-controlled unit is reporting pantograph up status.Transitions the selected ITC-controlled consist to pantograph down pending.





14.4.1 Remote Pantograph Up Mode

Unit mode: pantograph up commands the selected ITC-controlled consist to pantograph up mode. This command does not affect the standard remote unit modes, e.g. normal, idle, and isolate, etc. Pantograph up mode will be exited when pantograph down mode command is received or the local pantograph system transitions to pantograph down.

14.4.2 Remote Pantograph Down Mode

Unit mode: pantograph down commands the selected ITC-controlled consist to pantograph down mode. This command does not affect the standard remote unit modes, e.g. normal, idle, and isolate, etc. Pantograph down mode will be exited when pantograph up mode com-mand is received or the local pantograph system transitions to pantograph up.

14.5 Support Information Transfer

The WireDP® system accommodates additional ITC Network information that is train-lined between the ITC-lead and all ITC-controlled locomotives. When only transferring information as is the case for the following features, the WireDP® system does not provide any control or conditioning, but only communicates the received commands and reported status from other on-board subsystems.

DP REMOTE MENU-1 Always enabled if menu-2 is active.

Transitions the WireDP® menu to the remote unit operating mode main menu.

DP REMOTE MENU-2(not shown)

Always enabled if menu-1 is active.

Transitions the WireDP menu to the remote unit operating mode secondary menu.

CANCEL(not shown)

Enabled if new unit mode command is pending.


EXECUTE(not shown)

Enabled if new unit mode command is pending.

Executes the pending command.

GROUP CONTROL(not shown)

Applicable only to LCDM display.

Always enabled.

Transitions display to DP Group Control menu





14.5.1 Electric Release


• If this option applies, the WireDP® system communicates the ITC-lead air brake system electric release command to all ITC-controlled locomotives unconditioned and the ITC-controlled reported status to the ITC-lead locomotive. Refer to air brake system instructions for specific definition of this feature.

14.5.2 Half Power


• If this option applies, the WireDP® system communicates the ITC-lead propulsion system half-power command to all ITC-controlled locomotives unconditioned and the ITC-controlled reported status to the ITC-lead locomotive. Refer to propulsion system instructions for specific definition of this feature.

14.5.3 Park Brake


• If this option applies, the WireDP® system communicates the ITC-lead park brake system command to all ITC-controlled locomotives unconditioned and the ITC-control-led reported status to the ITC-lead locomotive. Refer to park brake system instructions for specific definition of this feature.

14.5.4 Data Logger Interface


• If this option applies, the WireDP® system continuously transfers local EAB, ECP and WDP system status unconditioned directly to an on-board data logging device via a MVB, RS-485, or RS-422 communication link, etc.

The EAB data includes; brake pipe pressure, main reservoir pressure, brake cylinder pressure, equalizing reservoir pressure and brake pipe flow.

The ECP information includes; train brake call, train brake command, train brake effort, EOT status, train-line power status, percent operable, EOT brake pipe pressure, empty/load status, zero speed status, 20 mph (32.2 km/h) active, power knock-down status, and ECP operator emergency.

The WDP information includes; throttle reference, motoring state, dynamic brake state and UFC's driver reset for each ITC-controlled locomotive.





14.5.5 Universal Fault Code


• If this option applies, the WireDP® system communicates the ITC-controlled locomo-tive control system's universal fault code events to the ITC-lead locomotive where they will accessible by the operator via a special log screen. Universal fault codes are railroad specifically assigned locomotive control system events.

A "Remote Fault" alarm will be enabled to identify to the operator that a new UFC event requires viewing. Select the REMOTE FAULT key, located on the SYSTEM log menu to view the UFC Fault log (Figure 14-2).

Figure 14-2 Universal Fault Code

When enabled, this screen will provide the ability for the operator to scan the logged events, acknowledge that each event has been observed by the operator by selecting the ACK FAULT key, and then when all active events have been acknowledged, transmit a "reset" command to the ITC-controlled systems by selecting the SEND RESET key. The "reset" command is transmitted train-wide to all ITC-controlled locomotives to reset all active events. Events that have not been acknowledged will be displayed with a highlighted back-ground within the fault log (Figure 14-3).





Figure 14-3 Remote Fault Screen

Table 14-2

Key Description

System Log screen (Refer to Figure 14-2)

REMOTE FAULT Enabled when the System Mode menu is active.

Transitions display to the Remote Fault screen.

Remote Fault screen (Refer to Figure 14-3)

PAGE DOWN(not shown)

Enabled when the oldest data is not displayed on the current screen.

Transitions the display to the next oldest series of events.

PAGE UP(not shown)


Transitions the display to the next newest series of events.

ACK FAULT Enabled if an event has been received and has not been individually acknowledged by the operator.

Acknowledges that the operator has observed the event.





SEND RESET(not shown)

Enabled if an event has been received and all received events have been acknowledged.

Transmits a reset command to all ITC-controlled systems.


Transitions display back to the DP Main Menu.



NOTERefer to the specific locomotive control system instructions for specific definition of the recorded universal fault code events.

ip-242 operation instruction manual - nyab · ilc integrated locomotive computer ipm integrated...

Documents