Locomotive electrical systems simulator

US010354545B2
(12) United States Patent ( 10) Patent No.: US 10 , 354,545 B2

Douglas et al. (45) Date of Patent: Jul. 16 , 2019
(54) LOCOMOTIVE ELECTRICAL SYSTEMS (58 ) Field of Classification Search
SIMULATOR CPC . GO9B 9 /04 ; GO9B 9 /00 ; B60W 10 /08 ; B60L
2200 /26 ; B60L 15 /20
(71 ) Applicant: BNSF Railway Company, Fort Worth , See application file for complete search history.
TX (US ) (56 ) References Cited
(72) Inventors : Ronnie Joe Douglas, Tonganoxie , KS U . S . PATENT DOCUMENTS
(US); Bennie Ray Fortner , Lenexa, KS
(US ) 3,629 ,676 A * 12 /1971 Ephraim , Jr. ............ BOOL 3/ 12
318 / 144
(73 ) Assignee : BNSF Railway Company, Fort Worth , 3,691,446 A * 9/1972 Ephraim , Jr. ........... HO2H 6 / 00
318 /472
TX (US)
(Continued )
( * ) Notice: Subject to any disclaimer, the term of this FOREIGN PATENT DOCUMENTS
patent is extended or adjusted under 35
U .S .C . 154 (b ) by 582 days. FR 2801403 A1 5 /2001
RU 2550105 Ci 5 /2015
(21) Appl. No.: 15 /071,625
( 22 ) Filed : Mar. 16 , 2016 OTHER PUBLICATIONS
Witten Opinion of the International Searching Authority dated Nov .
(65 ) Prior Publication Data 16 , 2016 in connection with International Patent Application No.
US 2017 /0061811 A1 Mar. 2 , 2017 PCT/US2016 /049841.
(Continued )
Related U .S . Application Data Primary Examiner — Jerry - Daryl Fletcher
(60 ) Provisional application No. 62/212 ,794 , filed on Sep . (57 ) ABSTRACT
1 , 2015 . A system for simulating electrical systems of a diesel
electric locomotive comprising includes a first electric motor
(51) Int. Cl. for simulating a locomotive diesel engine and a generator
GO9B 9 /04 ( 2006 .01) coupled to the electric motor for simulating a locomotive
GO9B 9 /00 ( 2006 .01) main generator in a main generator operating mode . A
BOOL 7 / 12 (2006 .01) second electric motor is driven by an electrical output of the
B60L 50 / 15 ( 2019.01) generator in the main generator operating mode and simu
B61C 5 /00 ( 2006 .01) lates a locomotive traction motor. A third electric motor is
coupled to the second electric motor and operates as a
(52) U .S. CI. generator providing a load on the second electric motor
CPC . ....... .. ......... G09B 9/00 (2013.01); B60L 7 /12 during simulated locomotive motoring operations .
(2013.01); B60L 50/ 15 ( 2019 .02 ); G09B 9/04
(2013.01 ); B61C 5700 (2013 .01) 21 Claims, 54 Drawing Sheets
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US 10 ,Page
354,2545 B2
(56) References Cited

U . S . PATENT DOCUMENTS
2005/0045058 A1 * 3/2005 Donnelly .... ........ B60L 3 /0046
105/ 26 .05
2005/0228620 Al * 10/ 2005 Convert ........... GO9B 9 /04
703 / 1
2015/0088344 A1* 3/2015 Shakal ................. B61C 17 / 12
701/20
OTHER PUBLICATIONS
International Search Report dated Nov . 16 , 2016 in connection with
International Patent Application No. PCT/US2016 /049841.
* cited by examiner
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atent Jul. 16 , 2019 Sheet 40 of 54 US 10, 354 ,545 B2
1703
FPTB 80
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U . S . Patent Jul. 16 , 2019 Sheet 42 of 54 US 10,354,545 B2
127
PS3
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SWITCHES
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TO FIG . 28C
FIG . 28B
U . S . Patent Jul 16,2018
Jul. 16 , 2019 Sheet 47 of 54 US 10 , 354 , 545 B2
FROM FIG . 28B

MWAN
EFCO3
| PWM 90VDC MOTOR 143 AG /MG

L - - - - - SPEED CONTROL
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atent Jul. 16 , 2019 Sheet 48 of 54 US 10 ,354 ,545 B2
REAR
MU
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FAULT
SWITCHES
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109 - ST MTR
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FROM FIG . 29B
EFCO2 –
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— — — — — — — —
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3001 START SWITCH

TO START
3000
3002
Y DID STN O
ENERGIZE ?
YES
3004 4.2V APPLIED
TO 9OV MOTOR OV APPLIED TO 90V MOTOR 3003
CONTROLLER (0 -10V) CONTROLLER (0- 10V INPUT)
3005
CRANKED >
3. 9 SECONDS ?
OV APPLIED TO 90V MOTOR 3006
YES CONTROLLER (0- 10V INPUT)
3007
3008 QUITS FUEL PUMP NEVER
RUNNING ?
COV APPLIED TO 90V OV APPLIED TO 90V MOTOR 3009
MOTOR CONTROLLER YES CONTROLLER (0 - 10V INPUT)
AFTER 15 SECONDS
(0 - 10V INPUT) 3013 3010
ANY TH CIRCUITS DIESEL ENGINE NO
ENERGIZED ? RUNNING ?
0 - 10V INPUT YES | YES DISABLE PS2
ADJUSTED TO GET 20V AUXILLARY
APPLIED TO MOTOR . ENABLE PS2, AUXILLARY GENERATOR
= 4 .8V (IDLE / N1) GENERATOR OUTPUT OUTPUT
ONLY YES
3014 TL3 / DV ? 3011 3012
3015 NO OV APPLIED TO 9OV MOTOR
CONTROLLER (0 - 10V INPUT) 3016
THROTTLE CALL VALVE INPUTS CTR Vs
NOTCH 2 AV 5 .36V
CONTROL ENGINE NOTCH 3 CV 5 .78V
SPEEDS FROM NOTCH 4 AV , CV 6 .33V
3017 VALUE INPUTS NOTCH 5 BV, CV , DV 6 .93V
NOTCH 6 AV, BV , CV ,DV 7.74V
NOTCH 7 BV , CV 8 .72V
DISPLAY ENGINE RPM NOTCH 8 AV ,BV, CV 10 .0V
3018 AND FUEL DEMAND
3019
FIG . 30
3109
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9
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11
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ENGINE CO LINGCIR UIT )
17
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(
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22
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.
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8
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11
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(
EFNATUELRSDIYNSTEMOS INSTRUCO REPLACINGWCOMIPTNEHSOFANULETSY

BYAEITHER OR
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CORETLYFISAOULTE
US 10 ,354 ,545 B2
LOCOMOTIVE ELECTRICAL SYSTEMS simulate a locomotive throttle handle switch and provide
SIMULATOR inputs to a simulated electronic governor provided to the
motor speed controller, which includes a switched voltage
CROSS -REFERENCE TO RELATED divider for selectively setting the control voltage in response
APPLICATION 5 to the inputs from the plurality of throttle setting switches.
A generator driven by the electrical motor of the simulated
The present application claims the benefit of U .S. Provi diesel engine subsystem operates in two modes . In a main
sional Application Ser. No. 62 /212 ,794, filed Sep . 1 , 2015 , generator mode, the generator simulates a locomotive main
which is incorporated herein by reference for all purposes. 10
generator and in an auxiliary generator mode , simulates a
locomotive auxiliary generator. Excitation control circuitry
FIELD OF INVENTION controls the excitation of the field winding of the generator
The present invention relates in general to railroad loco
in response to user inputs .
The exemplary locomotive electrical simulation system
motive maintenance and maintenance training , and in par s also includes a simulated traction motor subsystem includ
ticular to a locomotive electrical systems simulator. ing first and second simulated traction motors and switching
BACKGROUND OF INVENTION circuitry for selectively electrically coupling the first and
second simulated traction motors with the generator during
The electrical systems of typical railroad locomotives simulated motoring in the main generator mode and to a
have a substantial number of common subsystems and 20 resistive load during simulated dynamic braking. First and
circuits, which are based on the same or similar theories of second control motors operate as generators respectively
operation . A thorough knowledge of these subsystems and loading the first and second simulated traction motors during
circuits is crucial to the proper maintenance and operation of simulated motoring and operate as motors respectively turn
locomotives. Therefore , if a locomotive maintenance stu - ing the first and second simulated traction motors simulated
dent or locomotive electrician can grasp the concept ofhow 25 during dynamic braking. Switching circuitry selectively
each subsystem or circuit works, that student or electrician electrically couples the generator to a auxiliary generator
need not be trained on every make and model of locomotive , load in the auxiliary generator mode .
yet still be able qualified to address a wide range of Particular embodiments of the present principles include
maintenance and operational problems encountered during a simulated interlock system , simulated fuel pump system ,
railroad operations. 30 simulated pneumatic system , and simulated cooling system ,
The typical locomotive electrical system training curri- among other things .
cula generally consists of both instructor- led training and Advantageously , the present principles may be practiced
hands -on training . The hands-on portion of the training is in compact locomotive electrical systems simulators , which
normally accomplished through locomotive electrical sys - allow a railroad to make available multiple simulators for
tems simulators , which are typically constructed from actual 35 each training class and ensure that each student is provided
locomotive electrical cabinets with programmable logic with hands - on simulator training . At the same time, the
controllers simulating the signals found in an actual loco - preferred embodiments of the present principles provide for
comprehensive training and troubleshooting monitoring on
motive .
Current locomotive electrical systems simulators are sub - the basic electrical systems common to all locomotives ,
ject to some significant disadvantages . Among other things, 40 including hands-on experience with electrical motors and
these simulators lack generators and motors , which are the electrical generators .
main components that allow diesel-electric locomotives to Moreover, locomotive electrical system simulation sys
move . Consequently , students are not provided with first tems embodying the principles of the present invention
hand experience with regards to important locomotive elec - ensure that fault emulation by the instructors is consistent
trical operations such as generator field excitation , electrical 45 and that every student receives the same training. Safety is
loading on the main generator by the traction motors under incorporated into these simulator systems, as well, since
varying conditions, and dynamic braking . Furthermore, the students will be working with only low voltage circuits, with
number of simulators available to a typical class is normally 42 V being the highest voltage students will be exposed to
limited . Such the hands -on time available to each student is under normal circumstances. Notwithstanding the limited
consequently limited . 50 voltages , embodiments of the present locomotive electrical
In addition , in conventional simulator systems, the ability simulator systems still introduce students to the safety
of the instructor to emulate faults typically found during the exposures associated with actual locomotives , such as elec
operation of actual locomotive electrical systems is also trical hazards and rotating equipment
limited . While each instructor can place faults within a given
electrical subsystem or circuitry in the simulator, the ability 55
BRIEF DESCRIPTION OF DRAWINGS
to consistently emulate actual locomotive electrical system
faults suffers, a consequently the training of the students , as
For a more complete understanding of the present inven
well . tion , and the advantages thereof, reference is now made to
the following descriptions taken in conjunction with the
SUMMARY OF INVENTION 60 accompanying drawings , in which :
FIG . 1 is a high level block diagram of the primary
One exemplary embodiment of the principles of the subsystems of a locomotive electrical systems simulator
present invention is a locomotive electrical systems simu - system according to a preferred embodiment of the prin
lation system including a simulated diesel engine subsystem c iples of the present invention ;
including an electric motor and a motor speed controller for 65 FIG . 2 is block diagram emphasizing the diesel engine
controlling the speed of the electrical motor in response to speed control emulation subsystem of the simulator system
a control voltage . A plurality of throttle setting switches FIG . 1 ;
US 10 ,354 ,545 B2
FIG . 3 is a block diagram emphasizing the dual auxiliary FIGS. 25A -25D are diagrams of the panels of a lower
main generator emulation subsystem of the simulator system front section of the exemplary training rack ;
of FIG . 1 ; FIGS. 26A - 26D are diagrams of the panels of a lower rear
FIG . 4 is a block diagram emphasizing the blind motor section of the exemplary training rack ;
subsystem of the simulator system of FIG . 1 ; 5 FIGS . 27A - 27B are diagrams of the panels of an upper
FIGS. 5A and 5B are electrical schematic diagramsof the rear section of the exemplary training rack ;
traction motor (high voltage) emulation subsystem of the of FIGS . 28A -28C are diagrams of the panels of a right side
the exemplary training rack ;
simulator system of FIG . 1 ;
FIG . 6 is an electrical schematic diagram of the compan FIGS. 29A -29C are diagrams of the panels of a left side
ion alternator output, radiator blower motor and main gen- 10 of FIG
the exemplary training rack ;
. 30 is a flow chart of an exemplary training procedure
erator field emulation subsystems of the simulator system of
FIG . 1 ; for operating the diesel engine speed controls of the simu
FIG . 7 is an electrical schematic diagram of the battery lator
FIG
system of FIG . 1;
. 31 is a flow chart of an exemplary training procedure
emulation subsystem of the simulator system of FIG . 1; 15 for operating
FIG . 8 is an electrical schematic diagram of the starter generator of thethesimulator
emulated dual auxiliary generator/main
system of FIG . 1;
motor control emulation subsystem of the simulator system FIG . 32 is a flow chart of an exemplary training procedure
of FIG . 1 ; for controlling the blind motors of the simulator system of
FIG . 9 is an electrical schematic diagram of the headlight FIG . 1 : and
control emulation subsystem of the simulator system of FIG . 20 FIG . 33 is a flow chart of an exemplary procedure for
general troubleshooting of locomotive electrical systems
FIG . 10 is an electrical schematic diagram of the transfer using the simulator system of FIG . 1 .
switches emulation subsystem of the system of FIG . 1 ;
FIG . 11 is an electrical schematic diagram of the fuel DETAILED DESCRIPTION OF THE
pump control emulation subsystem of the simulator system 25 INVENTION
of FIG . 1;
FIG . 12 is an electrical schematic diagram of the auxiliary The principles of the present invention and their advan
generator, companion alternator field , and air compressor tages are best understood by referring to the illustrated
motor emulation subsystems of the simulator system of FIG . embodiment depicted in FIGS. 1 -33 of the drawings.
30 FIG . 1 is a high level functional block diagram of a
FIG . 13 is an electrical schematic diagram of the engine locomotive electrical system training rack (“ locomotive
stop / start emulation subsystem and the ground relay warning electrical system simulator " or " simulator system " ) 100
circuit of the simulator system of FIG . 1 ; embodying the principles of the present invention . Gener
FIG . 14 is an electrical schematic diagram illustrating ally , simulator 100 emulates operations of each of the
emulated battery loading on the dual -mode auxiliary gen - 35 primary electrical systems of a typical locomotive, including
erator /main generator, as well as emulated field control the low voltage control systems, the diesel engine , the
while operating in the auxiliary generator mode ; traction motors, the main and auxiliary generators, and the
FIGS. 15A - 15C are electrical schematic diagrams of the high voltage systems. Advantageously , simulator 100 can
motor connection control emulation subsystem of the system emulate locomotive electrical system states corresponding
of FIG . 1; 40 to forward and reverse locomotive movements , dynamic
FIG . 16 is an electrical schematic diagram of the transi - braking conditions, changes in notches (i.e., locomotive
tion control and load test control emulation subsystems of speed ), changes in drag on a moving locomotive (i.e .,
the simulator system of FIG . 1 ; changes in grade ), and different loading (e.g ., coal trains,
FIG . 17A - 17B are electrical schematic diagrams of the intermodal trains).
diesel engine cooling control emulation subsystem of the 45 In the embodiment FIG . 1 , the primary subsystems
simulator system of FIG . 1 ; include emulated low voltage subsystems 101, emulated
FIG . 18 is an electrical schematic diagram of the engine diesel engine subsystem 102, emulated traction motors
run , alarm , and compressor control emulation subsystems of subsystem 103 , dual auxiliary /main generator 107, and blind
the simulator system of FIG . 1 ; ( control) motor subsystems 105 . Auxiliary generator /main
FIG . 19 is an electrical schematic diagram of the genera - 50 generator (AG /MG ) switch 109 allows dual auxiliary /main
tor field control emulation subsystem of the simulator sys - generator 107 to emulate either a typical locomotive main
tem of FIG . 1 ; generator or a typical locomotive auxiliary generator .
FIG . 20 is an electrical schematic diagram of the genera - In particularly when operating in the main generator
tor field control emulation subsystem of the simulator sys mode, generator field control circuitry 104 allows dual
tem of FIG . 1 ; 55 auxiliary /main generator 107 to operate as a separately
FIG . 21 is an electrical schematic diagram of the direction excited generator driving emulated traction motors 103
(reverser ) control emulation subsystem of the simulator through switch gear 108 . In the auxiliary generator mode,
system of FIG . 1 ; self -excited generator /voltage regulator simulator circuits
FIGS . 22A -22C are electrical schematic diagrams of the 106 , allow dual auxiliary /main generator 107 to emulate a
engine governor control and dynamic braking control emu - 60 typical self- excited locomotive auxiliary generator .
lation subsystems of the simulator system of FIG . 1 ; Switch gear 108 allows emulated traction motors 103 to
FIG . 23 is an electrical schematic diagram of the blind operate during simulated motoring in either a forward or
motor speed control emulation subsystem of the simulator reverse direction and either in series or in parallel. In
system of FIG . 1 ; addition , switch gear 108 allows traction motors 103 to
FIGS. 24A - 24E are diagrams of the panels of an upper 65 operate in a simulated dynamic braking mode .
front section of an exemplary training rack housing the Locomotives typically employ 74 volt low voltage sys
simulator system of FIG . 1 ; tems for operational control. In the illustrated embodiment
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of FIG . 1, emulated locomotive low voltage systems 101 potentiometer 120 and the resulting PWM signal applied for
include two twelve ( 12 ) volt power supplies 110 (PS1) and to the blind motor field windings . The electrical output from
112 (PS2 ) for emulating a typical locomotive battery and traction motors 116a - 116b is dissipated by braking resistors
charging system , which supplies the power needed to start 117 .
the diesel engine and operate the low voltage control sys - 5 Traction motors 116a - 116b and blind motors 123a - 123b
tems. As described in further detail below , emulated low advantageously allow students to study generator and motor
voltage control systems 111 include fuel pump motor cir - operating characteristics, learn how locomotive high voltage
cuits , engine starting circuits , battery charging circuits, circuits operate in series and parallel modes , and learn the
engine run & alarm bell circuits, air compressor control importance of monitoring generator voltage , amperage and
circuits , diesel engine speed control circuits , engine cooling 10 field current. Prior to simulator 100 , these capabilities were
control circuits, headlight circuits , locomotive directional not available in a simulation system .
control circuits, and motoring /dynamic brake control cir - FIG . 2 shows the interrelationship between emulated
cuits . diesel engine (DC motor ) 114 , variable speed motor con
In the illustrated embodiment of simulator system 100 , troller 115 , and engine governor control circuitry 113 in
emulated diesel engine 102 is based on a 90 volt permanent 15 further detail. Generally , engine governor control circuitry
magnet DC motor 114 and a motor speed controller 115 , 113 and variable speed motor controller 115 cause DC motor
discussed in further detail below . 114 operate as an actual locomotive diesel engine would in
The emulated locomotive high voltage systems include response to actual locomotive low voltage control circuits .
dual purpose auxiliary /main generator 107, which in the In particular, in order for DC motor 114 to spin , there must
illustrated is a 36V DC series wound motor operating as a 20 be a start request from a start switch and a starting circuit
generator mechanically coupled to DC motor 114 . In the must be applying power to an emulated starter motor (i.e.,
illustrated embodiment, emulated traction motors 103 , the coil of simulator starting (SST) contactor 205 must be
which are electrically coupled to dual auxiliary /main gen energized and its A and B contacts closed ). Aswith an actual
erator 107 in the main generatormode , include two 36V DC locomotive , the emulated starter motor must crank for
series wound motors 116a and 116b . Braking resistors 117 25 greater than 3 . 9 seconds before DC motor 114 will continue
allow for the simulation of dynamic braking conditions, to run (i. e., the coil of engine running relay (ERUN ) 206
under the control of switch gear 108 . In the illustrated energized and its contact closed .
embodiment, switch gear 108 includes a pair of motorized An actual diesel engine requires fuel to run , therefore
multi- contact switches , one for directional control and one simulator 100 includes circuitry that emulates fuel pump
for power /braking control, as described in detail below . 30 operations. ERUN relay 206 is supplied through control
Other switches within switch gear 108 connect emulated circuitry 207 ( described in detail below ), which emulates
traction motors 116a and 116b in either a series or parallel fuel pump motor operations. If the emulated fuel pump
arrangement. motor is not energized , the Revolutions Per Minute ( RPM )
Generator field control circuitry 104 includes a micropro - of DC motor 114 falls to 0 , as indicated on display 208 ,
cessor 118 , excitation strength potentiometer 119 , and train 35 which communicates with variable speed motor controller
drag/speed potentiometer 120 . Microprocessor 118 controls 115 through isolation circuitry 209 . If the emulated fuel
the field coil 128 of dual auxiliary generator/main generator pump runs , but then quits running, the RPM of DC motor
107 through a pulse width modulation (PWM ) driver 121 . 114 falls to 0 after a 15 second time delay .
As discussed further below , generator field control circuitry Once the DC motor 114 and the emulated fuel pump
104, allows students to vary the excitation current to gen - 40 motor are running, engine governor control circuitry 113
erator field coil 128 using excitation strength potentiometer enables the output of PS2 112 ( FIG . 1 ), which represents the
119 for both auxiliary generator and main generator modes auxiliary generator output.
of operation . As discussed further below , a standard locomotive throttle
In the illustrated embodiment, blind motors 105 include handle switch ( THS) is emulated by a set of throttle setting
blind motor 1 123a , which is mechanically coupled to 45 toggle switches, which control a set of relays 201 (i. e ., the
traction motor 1 116a , and blind motor 2 123b , which is A , B , C , and D relays ) and four throttle circuits ( AV , BV , CV,
mechanically coupled to traction motor 1 116b . (Motors & DV ) shown generally at 202 in FIG . 2 . The setting of the
123a and 123b are “ blind ” to the extent they are not be seen simulated THS determines the RPM of DC motor 114 .
by the students under normal circumstances ). Microproces . During starting, the 0 - 10 v control input to motor speed
sor 118 controls the fields blind motors 123a - 123b through 50 controller 115 is set by potentiometer 204 to a predetermined
PWM driver 122 and switch gear 124a - 124b switch gear value ( e .g ., approximately 4 . 2 v ). After a successful start , the
124a -125b also allows blind motors 123a - 123b to operate in voltage at the 0 - 10 v input to motor speed controller 115 is
power /motoring and dynamic braking modes . controlled by the setting of the AV, BV, CV, and DV throttle
In the power/motoring mode blind motors 123a - 123b are circuits and the toggle switches emulating the locomotive
connected as generators to traction motors 116a - 116b , with 55 THS.
power supply 3 (PS3 ) 127 providing the generator excitation In the illustrated embodiment, if no speed input signals
current under the control of microprocessor 118 . In this case , are provided through the throttle setting switches , engine
blind motors 123a - 123b load traction motors 116a - 116b to governor control circuitry 113 signals variable speed DC
simulate the drag on a locomotive from an actual train , with motor controller 115 to operate 90 V DC motor 114 at 20
the amount of loading set by selecting either a coal train 125 60 volts, which represents the Idle & Notch 1 speed of 1 RPM .
or intermodal train 126 electrical load through switch con On the other hand, if only the DV throttle circuit is ener
tacts 128a - 128b and the setting of train speed / drag potenti- gized , then engine governor control circuitry 113 opens the
ometer 120 to vary conditions such as changes in grade . ERUN relay 206 , which sends 0 volts to variable speed DC
In the dynamic brake mode , blind motors 123a - 123b are motor controller 115 and the rotation ofDC motor 114 falls
connected as motors to PS3 127 and spin traction motors 65 to 0 RPM (i.e ., engine shut down ).
116a - 116b . In this case , the speed of the motors blind motors Other inputs through the throttle setting switches emulat
123a- 1236 is controlled by the position of train drag /speed ing change the RPM of DC motor 114 by changing the 0 - 10
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V input voltage to variable speed DC motor controller 115 , traction motors 116a- 116b and during dynamic braking ,
which simulates the governor valve settings and notches of drive traction motors 116a - 116b .
an actual locomotive. In the illustrated embodiment, the In the following discussion of the electrical schematic
energized valves represent: AV = Notch 2 RPM ; CV = Notch 3 diagrams of FIGS. 5 -23 , the primary switch settings and
RPM ; AV & CV = Notch 4 RPM ; BV, CV & DV = Notch 5 5 voltages are set out in the tables provided in the Appendix .
RPM ; AV , BV, CV, & DV = Notch 6 RPM ; BV & CV = Notch Generally, Table 1 gives the settings for the toggle switches
7 RPM ; and AV, BV & CV = Notch 8 RPM . emulating the locomotive THS, along with the correspond
Currentmeter 210 monitors the amperage being provided ing control voltages provided to motor speed controller 115
to DC motor 114 , which represents the simulated fuel and DC motor 114 . Table 2 shows the settings for the
demand of an actual diesel engine. In the illustrated embodi- primary switches, relays, and contactors under various simu
ment, currentmeter 210 which operates at lower power, is lated locomotive operating conditions. Table 3 illustrates the
isolated from the higher voltage /current path to DC motor settings and terminal connections for the test switch ( TS )
114 by an isolation circuit 211 . under various simulated locomotive operating conditions .
FIG . 3 illustrates the dual auxiliary generator/main gen - 15 Tables 4 and 5 do the same for fuel prime/engine start
erator emulation subsystem in further detail. In the preferred (FP/ES) switch and the isolation switch (IS ) respectively .
embodiment, a dual-purpose auxiliary /main generator 107 is The switch positions and corresponding locomotive speed
mechanically coupled to diesel engine emulator DC motor notches for the emulated THS are also shown in Table 6 ,
114 . Depending on the state of AG /MG switch 109 , either a along with the contacts making the electrical connections .
voltage regulated self-excited generator auxiliary generator 20 Table 7 shows the positions of the front and rear headline
or a voltage , current, and power limited separately excited control switches. Finally , Table shows the positions of the
main generator can be demonstrated . A generator voltmeter remote headlights switch (RHS) .
circuit 301, coupled to auxiliary /main generator 107 through FIGS. 5A and 5B are electrical schematic diagrams of
isolation circuitry 302 , and a generator ammeter circuit 303 , emulated traction motor control subsystem 103 (i. e ., the
coupled to auxiliary /main generator 107 through isolator 25 emulated high voltage circuits ) in further detail. When the A
circuitry 304 , allow students to monitor the generator output and
and B contacts of AG /MG control switch 109 are set in the
voltage and current under varying conditions . main generator (MG ) mode, dual -purpose generator 107
Generally , operations powered by the auxiliary generator drives emulated traction motors 116a and 116b .
in a typical locomotive are powered by PS2 112 (FIG . 1 ), as A shunt 501 allows for monitoring of the current output
described below in conjunction with the electrical schematic 30U from emulated main generator 107 with ammeter 303.
diagrams. In addition , self- excited generator/voltage regu Reverser control is simulated by motor- actuated multiple
lator simulation circuitry 106 (FIG . 1 ), includes switches for contact directional transfer switch 502 , which includes
demonstrating how residual magnetism starts the output of reverser control contacts RV1 502a , which control the
an actual self-excited generator, as well as switches allowing direction of current flow through the field 503a of traction
an instructor to create faults for the student to troubleshoot. 35
When AG /MG switch 109 is in the AG (auxiliary gen motor 1 116a, and reverser control contacts (RV2 ) 502b ,
erator) position , the output of auxiliary/main generator 107 which control the direction of current flow through the field
is loaded with a potentiometer , which simulates the charging 503b of traction motor 2 116b .
current to the locomotive batteries. The field current to field Motoring/braking is controlled by motor -actuated mul
winding 128 (FIG . 1), of auxiliary /main generator 107 in the 40 tiple -contact motor/braking (MB ) control transfer switch
auxiliary generatormode is provided by PS2 112 to emulate 504 , which includes MB contacts B and T for selectively
a self-excited generator. This field current is controlled by coupling traction motors 116a and 116b to the RV1 and RV2
PWM driver 121 and microprocessor 118 such that voltage contacts of reverser transfer switch 502 in the motoring
regulator operation may be demonstrated by student control mode and resistive load (emulated braking grid resistors )
of excitation strength potentiometer 119 . (Given that simu - 45 117 in the dynamic braking mode. ( A preferred structure of
lator 100 does not have an actual AG generator but a power directional control transfer switch 502 and motor/braking
supply instead , circuitry is provided for demonstrating why control transfer switch 504 is shown in FIG . 23A ) .
a reverse current diode is installed in all charging circuits .) In FIGS. 5A and 5B , the RV1 and RV2 directional control
In addition , voltage regulator response may demonstrated by transfer switch 502 are shown in the forward mode and the
changing the RPM of auxiliary /main generator 107 by 50 B and T contacts motor /braking control transfer switch 504
setting the throttle setting switches and changing the RPM of is shown in the motoring mode .
DC motor 114 . The A contacts of S12 contactor 507 are closed during
When AG /MG switch 109 is in the MG (main generator ) series operation of emulated traction motors 116a - 116b and
position , auxiliary /main generator 107 is connected as a open during parallel operations of emulated traction motors
locomotive main generator, and powers emulated traction 55 116a - 116b . Conversely, the A contacts of parallel power
motors 116a and 116b . If simulator 100 is calling for power contactors (P1, P2) 508 and 509 are closed during parallel
either in the motoring or dynamic brake modes, the student traction motor operations and open during series traction
can control the output of auxiliary /main generator 107 using motor operations .
excitation potentiometer 119 . In either the auxiliary genera - In the dynamic braking mode , the A contacts of braking
tor mode and or the main generator mode, the student may 60 (B ) relay 511 are closed . Load test transfer switch 510 ,
view the generator output voltage and amperage out of the which includes A and B contacts , supports load testing
generator using meters 301 and 303 . through braking resistors 117 . While AG /MG switch 109 is
FIG . 4 illustrates the circuitry associated with blind in the MG position , and switch 517 is closed , the coil of
motors 123a - 123b in further detail. Operation of these ground relay (GR ) 513 can be energized if a jumper is placed
circuits in the preferred embodiment of simulator 100 is also 65 on the positive or negative input of the main generator.
discussed in detail in conjunction with FIG . 23 . Generally , Switch 517 is used to isolate a simulated ground . ( The high
during simulated monitoring , blind motors 123a - 123b load voltage circuits of a locomotive are isolated from ground
US 10 ,354 ,545 B2
10
and the GR relay monitors current leakage and halts high PS1 110 in FIGURE land by the pair ofback - to -back diodes
voltage circuit operations if the leakage current exceeds a at the output of PS1 110 in FIG . 7 , provide extra protection
predetermined level.) when PS1 110 and PS2 112 are operating in parallel. ( In an
The current load on auxiliary /main generator 107 pre actual locomotive, the current is reversed such that the
sented by traction motors 116a - 116b is monitored by a shunt 5 auxiliary generator charges the batteries ).
and load (current) meter 514 . The speed of a DC motor is Throughout the following discussion of the electrical
proportionate to the applied voltage , so variations in emu- schematic diagrams, BP (battery positive ) represents the
lated traction motor speed in response to changes in the power supply rail, which is sourced by the positive terminal
control inputs may be monitored by the student, for both the of PS1 when emulated diesel engine 114 is not running and
motoring and dynamic braking modes , depending on the 10 by V + 2 positive terminal of PS2 112 when emulated diesel
setting of switch 515 . In the motoring mode, switch 515 is engine 114 is running. BN (battery negative ) represents a
set to measure the voltage across traction motor 2 116b , power supply return to power supplies PS1 110 and PS2 112 .
while in the dynamic braking mode, switch 515 is set to For the locomotive battery system emulated by PS1 110 ,
measure the voltage across blind motor 2 123b (see FIG . 23 ). as shown in FIG . 7 , the power flow through the positive and
FIG . 6 illustrates the emulated companion alternator 15 negative terminals of power supply 1 is controlled by the A
output, radiator blower motor subsystem and parts of the and B contacts of battery switch 704 . A double pole , double
auxiliary /main generator 107 field control subsystem Con - throw (on -off -on ) switch 703 allows a student to indicate
ventional 115 V AC power is supplied to a tapped trans - that an exercise on simulator system 100 has been done ,
former 600, which emulates the output of the companion through a white LED 702, or that assistance from an
alternator, and a fault switch 601 (FLTSW 1 ). Generally, 20 instructor is needed , through a red LED 701. Fault switch
simulator 100 includes a set of fault switches (FLTSW ) , 706 (FLTSW 2 ) allows power to the emulated starter motor
including fault switch 601 , which allow an instructor to control circuitry of FIG . 8 to be selectively disrupted for
introduce faults into the simulated locomotive electrical troubleshooting training .
system for troubleshooting exercises by the students. In a typical EMD locomotive , two 32 V starter motors
The AC power is also controlled by simulator running 25 operate from the locomotive battery to crank the diesel
(SRUN ) relay 602. In the illustrated embodiment, the loco - engine during the diesel engine start sequence .Normally, the
motive radiator blower motors (RBL 1 and RBL 2 ) are fuel prime/ engine start (FP /ES ) switch , discussed below in
emulated by a pair of 12 VDC fans 604 and 606 , with DC conjunction with FIG . 11 ,must be held in the start position
power pulsed to emulate AC power. ( A diode provides the for at least 3 . 9 seconds to allow the diesel engine to
rough 12V DC power for running fans 604 and 606 , 30 sufficiently crank .
although this power will appear as AC power to a voltmeter.) In simulator 100 , the starter motor control circuitry of
Fan control relay (FC1) 603 controls the power to emulated FIG . 8 operates in conjunction with engine governor control
radiator blower motor 604 and fan control relay (FC2 ) 605 circuitry 113 to provide the voltages to the 10V , 0 - 10V , and
controls the power to emulated radiator blower motor 606 . return inputs to motor speed controller 115 during a simu
The coils of fan control relays 603 and 603 are energized by 35 lated start sequence . More specifically , the circuitry shown
the cooling control emulation circuitry shown in FIGS. 17A in FIG . 8 controls the coil to SST contactor 205 . As
and 17B , discussed below . discussed further in conjunction with FIG . 23 , power is
The generator field circuit breakers 607 and generator switched to the current paths of SST 205 engine running
field contactor (GFC ) 608 contacts A and B are also shown delay relay (ERDR ) 1201, which introduces a delay of
in FIG . 6 . The energizing of the SLOAD relay coil 612 40 approximately 4 seconds into the simulated start sequence to
through GFC 608 closes a normally open SLOAD relay, emulate the required crank time of an actual diesel engine.
which signals microprocessor 118 to apply the generator The coil of ERDR 1201 is controlled by the current paths of
field current to generator field coil 128 . ( The coil ofGFC is engine running relay (ERUN ) 206 and fuel pump running
controlled by the generator field control circuitry discussed relay (FPPR ) 2218, such that there must be battery power
below in conjunction with FIG . 20 ). 45 applied and the simulated fuel pump motor must be running .
Multiple - deck rotary test switch 610 allows for circuit The emulated starter motor control circuitry shown in
checking and controls the voltage to the coil of no voltage FIG . 8 includes the A and B contacts and the coil of starting
relay (NVR ) 611 (the contacts of NVR relay 611 are (ST) contactor 801 , the A , B , and C contacts starting
discussed below in conjunction with FIG . 13 ) . NVR 611 auxiliary (STA ) contactor 802 , the A and B contacts and 6
senses for a failure in AC power , which an actual locomotive 50 volt coil of starter motor relay 1 (SM1) 805 and the A and
powers such critical subsystems as the traction motor blow - B contacts and 6 volt coil of starter motor relay 2 (SM2) 805 .
ers and the indicator blowers . In particular, terminals 14 and Yellow LEDs 803 and 812 represent the pick -up coils in the
17 of deck A and 10 and 13 of deck B are connected in the starter motor solenoids, green LEDs 813 and 814 represent
normal mode, terminals 14 and 15 of deck A and 10 and 11 starter motor 1 and 2 engagement, and the red LEDs 804 and
of deck B are connected in the load test mode , and terminals 55 811 represent current flowing through starter motors 1 and 2 .
16 and 17 of deck A and 12 and 13 of deck B are connected Potentiometers 808 and 809 emulate the current through the
in the circuit test mode. starter motors .
FIG . 7 shows power supply 1 (PS1) 110 , which emulates Generally, STA contactor 802 controls the interlock
the locomotive battery system , in further detail. PS1 110 sequence , which closes the contacts of ST contactor 801.
supplies low voltage systems 111 when emulated diesel 60 When the contacts of ST contactor 801 are closed , the coil
engine 114 is not running . When emulated diesel engine 114 of SST contactor 206 is energized .
is running, and the engine running relay (ERR ) coil is In a simulated starting sequence, the fuel prime/engine
energized , PS2 112 , which emulates the locomotive auxil start (FP /ES) switch , with the fuel pump motor running,
iary generator, supplies low voltage systems 112 , as dis - energizes the coil of STA contactor 802 (FIG . 13 ) and the A ,
cussed further below in conjunction with FIG . 12 . The 65 B , and C contacts ofSTA contactor 802 close, which in turn
output voltage of PS1 110 is set below the output voltage of energizes parallel paths, one path including yellow LED ' s
PS2 and diodes , represented by the diode at the output of 803 , 812 and red LED ' s 804 , 811 , the other path including
US 10 ,354 ,545 B2
11 12
the coils of starter motor relay 1 805 and starter motor relay The reverser has three positions: forward , reverse , and
2 806 . The A contacts of starter motor relays 805 and 806 centered , and is shown in the forward position in FIG . 10 .
close and the B contacts of starter motor relays 805 and 806 FIG . 10 also shows the A and B limit contacts of motoring
open . The green LEDs 813 , 814 illuminate indicating both braking transfer switch 504 . Motoring /braking transfer
motors have the starter motor gears engaged fully with the 5 switch 504 has three positions; motoring, braking, and
engine flywheel. Current flows through the coil of ST centered, and is shown in FIG . 10 in the motoring position .
contactor 801 and the C contacts of STA contactor 802, such The directional control signal path includes the A contacts
that the A and B contacts of ST contactor 801 close . of transfer switch relay ( TSR ) 1001 and the A and B contacts
When the contacts of ST contactor 801 close , the coil ofof forward direction relay (FOR ) 1002 and reverse direction
SST relay 205 is energized simulating engagement of the 10 relay (RER ) 1003 . ( The coil for TSR 1001 is shown in FIG .
starter motor. SST relay 205 contacts Aand B now will cause 15A , and is active when the locomotive is not in motion ,
electronic governor control 113 to control the output of the with the ends of the P1, P2, S12 , and B contractors of FIG .
motor speed controller 115 to produce rotation of the diesel 15A de -energized ). The coils for FOR 1002 and RER 1003
engine emulator 114 . Red LEDs 804 and 811 indicate that are shown in directional control circuitry of FIG . 21 , which
current is flowing through ST contactor 801 and STA 15 are discussed further below ) . Also shown are reverser con
contactor 802 . trol circuit breakers 1004a and 1004b . Directional control
Green LEDs 813 and 814 indicate that the emulated switch 502 allows the simulated locomotive to be switched
starter motor is engaged . The instructor can introduce faults so long as the simulated locomotive is neither calling for
into the emulated starter motor control system using fault power nor braking .
switch 3 (FLTSW 3) 807 and fault switch 4 (FLTSW 4 ) 810 . 20 The motoring/braking control signal path includes the B
FIG . 8 also depicts fuse test switch 812 and fuse test lamp contacts of TSR 1001 , and the A and B contacts of brake
813 . relay 2 ( BR 2 ) 1005 and brake transfer control circuit
Representative circuitry for emulating the locomotive breakers 1006? and 1006b. ( The coil for BR 2 1005 is shown
headline control subsystem is shown in FIG . 9 . A four in the dynamic braking control circuitry of FIG . 22B ,
position , single layer rotary switch 901 and associated 25 discussed below .) A switch between motoring and braking
tapped resistor 903a simulate the off, dim (Li) , medium can only be made when the coils of the P1, P2, S12, and B
(L2), and bright (L3) front headlight locomotive settings . contactors of FIG . 15A are de- energized and the B contact
Similarly , a four-position , single layer switch 902 and asso
ciated tapped resistor 903b simulate the off, dim (L1) , Preferred circuitry for emulating the locomotive fuel
medium (L2), and bright (L3) back headlight locomotive 30 pump controls are shown in FIG . 11 . In the illustrated
settings . Front headlights switch 901 and rear headlights embodiment of simulator system 100 , the fuel pump 1101 is
switch 902 are shown in the off position in FIG . 9 . emulated with a 12 V permanentmagnetmotor. Fault switch
A four- gang rotary switch 907 emulates the locomotive 5 (FLTSW 5 ) 1102 allows an instructor to introduce a fault
remote headlight switch (RHS), which includes positions for into the emulated fuel pump controls for training purposes
single unit/ intermediate unit , controlling with unit coupled 35 The instructor inserts one of two fuel pump contactors
at hood end , controlling with unit coupled at cab end , and (FPC ) 1103 and FPC (blue ) 1104 into the fuel pump control
controlled by another unit coupled to either end . RHS switch circuitry of FIG . 11 to demonstrate normal operation and
907 is shown in the single unit /intermediate unit position . operation under fault conditions . To demonstrate normal
Table 8 provides the preferred settings for RHS 907. operations, the instructor inserts FPC 1103 , which controls
The locomotive rear headlights are emulated by tapped 40 the electrical power supplied to emulated fuel pump 1101 in
resistors 904a - 904b and lamps 905a - 905b . Tapped resistors response to fuel pump /engine start ( FP /ES ) rotary switch
904c - 904d and lamps 904c- 904d emulate the locomotive 1105 , which has engine prime, start, and off ( engine running )
front headlights. FIG . 9 also depicts headlight circuit break - positions.
ers 906? and 906b . Lines T / L 11 (front ) and T /L 11 ( rear ) In FIG . 11 , the FP /ES switch is shown in the off ( engine
emulate the locomotive front and rear train line 11 connec - 45 running ) position , with the signal path through the 1 - 2
tions . terminals open and the signal path through the 5 - 6 terminals
When RHS 907 is set for single or intermediate unit closed . In this case , the coil of FPC 1103 energized through
operations, front headlights switch 901 controls front lamps the A contacts of fuel pump control relay ( FPCR ) 1106 and
905c-905d , the back headlights switch 902 controls rear fuel pump relay ( FPR ) 1107 . The coil of FPCR is shown in
lamps 905a - 905b , and neither front or rear T /L 11 is ener - 50 FIG . 13 and is armed by FP /ES on engine start. The coil of
gized . When RHS 907 is set for controlling with unit FPR 19 is shown in FIG . 19 and is energized when battery
coupled at hood end , front headlights switch 901 controls power available .
front lamps 9050 - 905d , rear headlights switch 902 controls In the prime and start modes , the signal path between the
the voltage on T /L rear , and rear lamps 905a - 905b are 1 - 2 terminals of FP /ES switch 1105 is closed and the signal
inactive. When RHS 907 is set for controlling with unit 55 path through the 5 -6 terminals is open . In this state , the coil
coupled at cab end , front headlights switch 901 controls the of FPC 1103 is energized directly from the battery voltage
voltage on T / L front, rear headlights switch controls rear supply rail.
lamps 905a - 905b, and T /L 11 rear and front lamps 905c - Engine governor control 113 monitors the voltage applied
905d are inactive . In the controlled by another unit coupled to the emulated fuel pump motor 1101 and controls the coil
to either end , RHS 907 disables front headlights switch 901 60 of fuel pump running relay (FPRR ) 1111 (i.e ., DC Motor 114
and rear headlights switch 902 , such that rear lamps 905a - will stop if the fuel pump is not running .). Emulated loco
905b can be controlled by the voltage on T /L 11 front and motive return sight glass 1109 is based on a resistor and an
front lamps 9050 -905d can be controlled by the voltage on LED /capacitor and monitors electrical voltage applied to the
T /L 11 rear. emulated fuel pump 1101 . Fault switch 6 (FLTSW 6 ) 1110
FIG . 10 illustrates the emulated locomotive transfer 65 allows an instructor to simulate a fault with the locomotive
switches , including the A and B limit contacts of the reverser fuel return sight glass . FIG . 11 also shows fuel pump circuit
directional control transfer switch 502 (FIGS. 5A and 5B ). breakers 1108a - 1108c .
US 10 ,354 ,545 B2
13 14
In the illustrated embodiment, FPC (blue ) 1104 has a blue switch 1301 is open during the start mode and closed during
base with a cut movable , which will never dose notwith the run mode. The path through the 7 - 8 terminals of FP / ES
standing the state of FPC coil 1103 . Consequently, when the switch 1105 is closed during the start mode . The B contact
instructor replaces FPC 1103 with FPC (blue) 104 , emulated of fuel pump relay (FPR ) 1107 is closed as long as battery
fuel pump motor 1101 does not run , no power is applied to 5 power is available .
emulated fuel return sight glass 1109, and engine governor When isolation switch 1301 and FP /ES switch 1105 are
control 113 does not energize the coil of FPRR 1111 . (As set to the engine start mode , the coil of STA contactor 802
discussed below in conjunction with FIG . 22C , unless the is energized , and latched by the D contract of STA 802 ,
coil of FPRR 1111 is energized , DC motor 114 (FIG . 1 ) which initiates operations of the emulated starter motor
emulating the locomotive diesel engine will not start .) 10 circuit previously described in conjunction with FIG . 8 .
FIG . 12 illustrates the preferred auxiliary generator emu- The coil of fuel pump control relay (FPCR ) 1106 is
lation circuitry 106 , which is based on power supply 2 ( PS2 ) energized through the signal path including the normally
112 of FIG . 1, along with emulated companion alternator closed spring -actuated engine fuel cutoff (EFCO ) switches
circuitry 600, and the emulated compressor motor circuitry. 1303a, 1303b and 1303c , the B contacts of FPCR 1106 , in
The V + 2 output of PS2 112 drives the coil of SRUN relay 15 the running mode . During start, the 9 - 10 terminals of FP /ES
602 through engine run delay relay ( ERDR ) 1201 . ( The coil switch 1105 energize the coil of FPRC 1106 . After start, if
of ERDR 1201 is shown in FIG . 22C and is energized only any one of the EFCO Switches 1303 is depressed , opened ,
after a successful diesel engine start and FPRR 1111 indi the coil of FPCR 1106 is de-energized , which opens the A
cates that the fuel pump motor is running and an approxi contacts of FPCR 1106 and de - energizes the coil of FPC
mate 4 second delay emulating the minimum actual time to 20 relay 1103 , shutting down emulated fuel pump 1101 and the
start a diesel engine ). In addition , the coil of engine running emulated diesel engine .
relay (ERR ) 1203 is driven through the C contacts of SRUN FIG . 13 also depicts the A contacts of ground relay (GR )
relay 602 by the V + 2 output of PS2 112 . Fault switch 1202 517 and ground warning lamp 1305 . (The coil for GR 517
(FLTSW7) allow an instructor in simulate a fault in the is shown in FIG . 5 ). Fault switches 1307 - 1310 (FLTSW 8 ,
emulated auxiliary alternator circuitry. 25 FLTSW 9 , FLTSW 10 , FLTSW 11 ) allow an instructor to
On a typical locomotive , the compressor motor is always introduce simulated faults into the engine stop / start circuitry .
running during locomotive operations and the compressor FIG . 14 shows the circuitry that controls the generator
stages are either loaded (i.e . compressing air ) or unload (i.e . field coil 128 of dual-purpose auxiliary generator /main
not compressing air .). The loading and unloading of the generator 107. In FIG . 14 , AG /MG switch 109 is set in the
compressor is controlled by air pressure from the compres - 30 AG mode , where power is supplied to generator exciter coil
sor control magnetic value (MVCC ), discussed further 128 from the V + 1 input of PS2 112 as pulsed by PWM driver
below . 121 under the control ofmicroprocessor 118 and excitation
In simulator 100 , the compressor unloader line switch potentiometer 119 ( FIG . 1). Ammeter 303 allows students to
(CULS ) 1204 and B contacts of ERR couple the V + 1 output monitor the generator field current .
of PS2 112 to emulated air compressor 1205 . In the illus - 35 In the MG mode , power passes through the A and B
trated embodiment, emulated air compressor 1205 is a one contacts of generator field decay (GFD ) contactor 1405 . In
stage compressor which emulates the typical two- stage the MG mode, with the contacts of GFD 1405 open , the
compressor of an actual locomotive . CULS 1204 responds voltage on field winding 128 decays through resistor 1407
to air pressure from MVCC 1807 of FIG . 18 . FIG . 12 also during dynamic braking. The coil ofGFD contactor 1405 is
depicts auxiliary generator fuses 1207a and compressor 40 discussed in conjunction with FIG . 15A .
motor fuse 1207b. Arheostat 1408, coupled through a resistor 1409 and fuse
Pulldown resistor 1206 , which is coupled to the V + 2 1410 , allows the loading on dual -purpose generator 107 to
output of PS2 112 through the A contacts of ERR 1203,pulls be increased or decreased in the AG mode, which emulates
down the V + 2 output to simulate an actual generator when the battery charge in an actual locomotive . Fault switches
not turning . 45 1411 , 1412 , 1413 , and 1414 ( FLTSW 12 , FLTSW 13 ,
FIG . 12 also shows the A contact of auxiliary generator FLTSW 14 , and FLTSW 15 , respectively ) allow an instruc
relay ( AGR ) 1208 . The B contact and coil of AGR are shown tor in introduce various faults into the generator field control
in FIG . 14 and discussed further below . When Aux/Main circuitry .
generator 107 is operating in the main generator (MG ) mode The preferred emulated motor connection controls are
and DC motor 114 emulating the locomotive diesel engine 50 shown in the electrical schematic diagrams FIGS. 15A - 15C .
is running , the A contact of AGR 1209 is normally closed The coil of TSR 1001 ( A and B contacts shown in FIG . 10 ) ,
and provides the voltage to test point VR1. Test point VR1 is energized when the normally closed B contact of B relay
( see FIG . 25B ) emulates the voltage regulator (VR ) test 511 , the B contact of S12 contactor 507, the B contact of P1
point on an actual locomotive, which is used to set the contactor 508 , and the B contacts of P2 contactor 509 all
voltage regulator. 55 remain closed ( i. e ., the coils of the P1, P2, and S12 contac
Preferred emulated locomotive engine stop / start circuitry tors and the B relay shown in FIG . 15C are de - energized
is shown in FIG . 13 . The contacts of NVR 611 and NVR the locomotive is not in motion ).
(yellow )611 are closed so long as AC power is available and FIG . 14 shows the coil and B contact of AGR 1209 . When
the NVR 611 coil of FIG . 6 is de- energized . auxiliary /main generator 107 is operating in the auxiliary
The engine start control circuitry also includes the paths 60 generator ( AG ) mode , the A contact of AGR 1209 is open
between the A - B and N -P terminals of isolation switch 1301, and the B contact is closed . The voltage generated by
the path through the D contact of STA contactor 802 , the auxiliary /main generator 107 is presented at test point VR1,
path through the B contacts of FPR 1107 , and the path which allows students to troubleshoot faults emulating
through the 7 -8 terminals of FP / ES switch 1108 . faulty battery charging .
The path through the A -B terminals of isolation switch 65 FIG . 15A depicts the S - T contacts of isolation switch
1301 is closed in the start mode and open during the run 1301 , which are closed in the run mode and open in the start
mode. The path through the N -P terminals of isolation mode. In the run mode, the signal path is controlled by the
US 10 ,354 ,545 B2
15 16
normally -closed B contact of GR 1306 (coil shown in FIG .
nd The sequence of events is similar in the dynamic braking
5B ). Brake relay 1 (BR1) 1502 ( coil shown in the dynamic mode, reverse direction , except that the signal passed
braking control circuitry of FIG . 22B ) is closed during through the C contacts of RER 1003 and the F contacts of
motoring and open during dynamic braking . RV transfer switch 502, rather than through the C contacts
The coil ofGFD contactor 1405 ( A and B contacts shown 5 of FOR 1002 and the E contacts of RV transfer switch 502.
When the CDR 1504 coil of FIG . 15B is energized , the
in FIG . 14 ) is controlled by the A contact of BR1 1502 (open associated
during braking, closed during motoring ) and the D contact B and C contacts of CDR 1504 shown in FIG .
of MB switch 504 (open during braking , closed during normally 15C close . During series traction motor operations , the
motoring). ( The GFD coil is energized during motoring and 10 shown in closed A contact of parallel relay (PR ) 1514 ( coil
transition control circuitry of FIG . 16 ) and the
de-energized during dynamic braking ). A capacitor sets a normally closed contact of parallel relay P1 auxiliary (P1A )
time constant for the energizing and de- energizing of the
GFD contactor coil, which delays the opening and closing of relay 1515 ( coil FIG . 15C ) . The coils of S12A contactor
1503 and S12 contactors 507 are energized . As shown in
GFD contactor 1405 by a predetermined amount of time. FIGS . 5A -5B , with the coil of S12 contactor 507 energized ,
GFD contactor 1405 drops out if a high voltage ground is ntac ct ects
detected and slows the decay of the main generator field traction motors 116a - 116b in series with AG /MG generator
collapse to prevent spikes in the high voltage circuits and 107 .
further damage. On an actual locomotive , the GFD coil is During parallel traction motor operations , the G contact of
large and the capacitor is used for suppression . MB transfer switch is normally closed (i. e . motoring mode )
The coil of generator field auxiliary relay (GFX ) 1501 is 20 and the C contact of S12A contactor 1503 is normally
controlled by the C contacts of GFC 608 (GFC coil shown closed . The S12 and S12A coils are de -energized . When the
in the generator field control circuitry of FIG . 20 ). B contact of PR 1514 closes with the energizing of its coil
As shown in FIG . 15B , the H -G contacts of isolation by the transition control circuitry of FIG . 16 , the coils of P1
switch 1301 are open during start and connected in the run auxiliary (P1A ) contactor 1515 and P1 contactor 508 ener
mode. The 7 - 8 contacts of test switch 601 are connected in 25 gize . The contacts of P1 contactor 508 in turn close an
the test mode and the 7 - 9 contacts are connected in the energizes the coil of P2 contactor 509 and the contacts of P2
normal mode. When test switch 1301 is set to the test mode , contactor 509 close . As shown in FIGS. 5A -5B , with the P1
test lamp 1512 is illuminated . and P2 contactors closed , traction motors 116a and 116b are
In the run mode, while motoring in the forward direction , electrically coupled in parallel with single auxiliary /main
the coil of contact delay relay (CDR ) 1504 is energized 30 generator 107.
through the C contact of FOR 1002 (coil shown in FIG . 21 A resistor 1518 and a capacitor 1519 set a time constant
as part of the direction control circuitry ), the E contact of RV for the energizing and de - energizing of the coils shown in
transfer switch 502 , the E contacts of MB transfer switch FIG . 15C .
504, the A contacts of MR 1506 ( coil shown in the generator The transition control circuitry and load test control
field control circuitry of FIG . 20 ), and the normally closed 35 circuitry of simulator 100 are shown in detail in FIG . 16 . The
D contacts ofBR2 1007 (coil shown in the dynamic braking transition control circuitry includes a transition module 1601
control circuitry of FIG . 22B ). having a backwards transition (BTR ) toggle switch 1602 and
A capacitor and resistor circuit 1513 sets the time constant forward transition (FTR ) toggle switch 1603. During motor
for de-energizing of CDR 1504 , which delays the opening of ing, the B contact of MR relay 1506 is closed . If a ground
the contacts of CDR 1513 by a predetermined amount. This 40 relay operation happens when the high voltage is configured
delay in drop -out allows for the energy in the high voltage in parallel by the PR relay being energized , the C contact of
circuitry to collapse before the contacts of CDR 1513 open . GR 1306 keeps the PR relay energized when the BTR opens
While motoring in the reverse direction , CDR 1505 is on TR module 1601.
energized through the C contact of RER 1003 (coil shown in During series traction motor operation , the coils of S12
the directional control circuitry of FIG . 21 ) , the F contact of 45 contactor 507 and S12A contactor 1503 are energized and
RV transfer switch 502 , the E contact ofMB transfer switch the A contacts of S12 contactor 507 of FIG . 5A are closed .
504, the A contacts ofMR 1506 , and the normally closed D The coils of P1 contactor 508 , P2 contactor 509, and P1A
contacts of BR2 1007 . In both forward and reverse operation contactor 1515 are de- energized such that the contacts of P1
the A contact of CDR 1504 prevents power contactors from contactor 508 and P2 contactor 509 shown in FIGS. 5A and
dropping out when the throttle is placed in idle . (MR 1506 50 5B are open .
opens when the throttle is in idle ). For a forward transition from series to parallel traction
In the motoring mode, the coils of B relay 511 and brake motor operation , BTR switch 1602 and FTX switch 1603 are
auxiliary (BA ) relay 1507 are de - energized for both direc - closed . Transition module 1601 energizes the coil of FTX
tions of movement. relay 1516 , which causes the A and B contacts of FTX relay
In the dynamic braking mode, forward direction , the coil 55 1516 to close . The coil of PR 1514 is energized , which
of CDR 1504 is energized through the signal path including closes the C contact of PR 1514 , latching the PR coil in an
the C contact of FOR 1002, the E contact of RV transfer energized state . The A contact of PR 1514 (FIG . 15C ) opens
switch 502 , the F contacts of MB transfer switch 504, and and the B contact of PR 1514 closes in preparation for the
the C contact of BR2 1007. Energizing the coil of CDR transition .
1504 , along with the interlock circuitry of FIG . 15C , closes 60 At the same time, when the coil of PR 1514 energizes , the
the A contact of S12 auxiliary (S12A ) relay 1503 when D contact of PR 1514 (FIG . 20 ) opens, which de- energizes
traction motors 116a - 116b are connected in series . The coils the coil of GFC 608 and interrupts the output of auxiliary /
of B relay and BA relay 1507 are energized through nor main generator 107. The coils of S12 contactor 507 and
mally closed dynamic braking cut-out switch 1508 , the B S12A contactor 1503 remain energized through the A con
contact of BR1 1502 , and the A contact of S12A relay 1503 . 65 tact of FTX relay 1516 , the B contact of S12A contactor
The A contact of BA relay 1507 closes when the BA relay 1503, and P1A contactor 1515 ( FIG . 15C ) . Transfer module
coil is energized . 1601 then releases the coil of FTX relay 1516 , after a delay
US 10 ,354 ,545 B2
17 18
which simulates the voltage decay in the main generator relay 605 . Spring-return pushbutton switch 1704 allows
output voltage during forward transitioning in an actual testing of the FC2 605 coil and the radiator blower motor
locomotive . (RBL 2 ) control path .
The FTX A contact opens and the coils of S12 contactor The coil of THL 1710 is controlled by ETS 1705 , which
507 and S12A contactor 1503 de -energize. The S12A C 5 also illuminates hot engine lamp 1708 . Spring- return push
contact closes and the coils of P1 contactor 508 , P2 con button switch 1706 allows testing of the THL coil 1701 and
tactor 509 , and P1A contactor 1515 energize . In the genera the coils
THL control path . An LED 1709 illuminates when the
of FC1 relay 603 and FC2 relay 605 are both de
tor field control circuitry of FIG . 20 , the C contact ofS12A energized , which emulates the condition where the locomo
1514 opens and the coil ofGFC 608 is re -energized through
10
the E contact of PR 1514 , the B contact of P1A 1515 , and off . tive shutters are closed and the radiator blower motors are
the B contacts of P2 contactor 509 . A potentiometer 1711 and control circuitry 1713 simulate
The transition from series to parallel traction motor opera changes in diesel engine temperature and control of the
tion is complete . As shown in FIGS. 5A and 5B , the A radiator control motors and the throttle limit relay in an
contacts of the S12 contactor open and the contacts of the P1 15 actual locomotive. A volt meter 1712 emulates the locomo
and P2 contactors close such that emulated traction motors tive temperature gauge . Fault switches 1714a (FLT SW 17 )
116a - 116b now operate in parallel . and 1741b ( FLT SW 18 ) allow an instructor to introduce
After the forward transition , the coil of PR 1514 remains faults into the emulated engine cooling system .
latched by C contact of PR 1514 . A backwards transition is Under the control of potentiometer 1711 , control circuitry
initiated by BTR 1602 opening, which cuts the current flow 20 1713 selectively activates and de-activates the coils of TA
to the coil of PR 1514 . ( The C contact of GR 1306 remains relay 1701, TB relay 1703, and ETS 1705 at simulated
normally open and provides protection when a ground relay engine temperatures . In the illustrated embodiment, TA relay
occurs during parallel traction motor operations.) The PR 1701 closes when the simulated temperature increases to at
coil de -energizes and the C contact of PR 1514 opens. or above 174° F. and opens when the simulated temperature
When the coil of PR 1514 de - energizes, the A contact of 25 decreases to at or below 159° F ., while TB relay 1703 closes
PR 1514 closes and the B contact of PR 1514 opens . The when the simulated temperature increases to at or above
coils of P1A contactor 1515 and P1 contactor 508 de - 182° F . and opens when the simulated temperature decreases
energizes . With the contacts of P1 contactor 508 open , the to at or below 167° F . Generally , with increasing tempera
coil of P2 contactor 509 also de - energizes . In the generator ture, the coil of FC1 relay 603 energizes first to activate
field control circuitry of FIG . 20 , the E contact of PR 1514 30 emulated radiator blower 1 (RBL 1 ) 604 (FIG . 6A ), followed
opens, which de -energizes the coil of GFC 608 and inter - by the energizing of the coil of FC2 relay 605 and the
rupts the output of auxiliary /main generator 107 . activation of emulated radiator blower motor 2 (RBL 2 ) 606
The coils of S12 507 and S12A 1503 energize and The (FIG . 6A ) (i.e ., both radiator blower motors are active ). On
S12A B contact closes and the S12A C contact opens . The decreasing temperature, generally , the coil of FC2 relay 605
coil ofGFC 608 re -energizes through the normally closed D 35 de - energizes first, shutting off RBL 2 , followed by the
contact of PR 1514 and the now closed C contact of S12A de - activation of the coil of FC1 relay 603 , which shuts off
1503 . RBL 1 .
The backwards transition from parallel to series traction In the illustrated embodiment ofsimulator 100 , the coil of
motor operation is now complete . As shown in FIGS. 5A and ETS 1705 energizes when the simulated temperature
5B , the A contacts of the S12 contactor close and the 40 increases to at or above 215° F. and de -energizes when the
contacts of the P1 and P2 contactors open such that emulated simulated temperature decreases to at or below 205° F .
traction motors 116a - 116b now operate in series. The emulated engine run controls of simulator 100 are
FIG . 16 also shows the load test control circuitry of shown in FIG . 18 . Engine run switch 1801 is controlled by
simulator 100 . In FIG . 16 , test switch 601 is shown in the the operator on the operator stand and the J and K contacts
normal operating mode, with contacts 4 and 6 connected . In 45 of isolation switch 1301 are connected . The coil of ER 1203
the load test mode , contacts 4 and 5 of test switch 601 are is not energized under certain conditions to prevent an
connected and the coils of LTT relay 510 and LTT auxiliary increase of engine speed , as discussed below in conjunction
(LTTA ) relay 1510 are energized through the C contacts of with FIG . 22A . Contact D of GR 1306 is normally closed
TSR 1001 (the TSR coil shown in FIG . 15A is energized and allows the coil of ER 1203 to energize as long as the coil
when the locomotive is not in motion ) . The B contacts of 50 ofGR 1306 (FIG . 5B ) is not energized (i. e ., no high voltage
LTTA relay 1510 close and the coils of LTT relay 510 and ground detected ). Contact B of NVR 611 is normally open
LTTA relay 1510 are held in an energized state so long as the and the coil of ER 1203 cannot not be energized until the
contact of GFX relay 1501 is closed (coil in FIG . 15A ) . NVR 611 coil ( FIG . 6 ) is energized . The C contact of FPCR
FIGS . 17A and 17B illustrate the emulated cooling con - 1106 and the FPCR 1106 coil ( FIG . 11 ) must be energized
trol systems of the illustrated embodiment of simulator 100 . 55 before the ER 1203 coil is energized , which ensures that DC
Generally , the emulated cooling control systems simulate motor 114 emulating the locomotive diesel engine is running
diesel engine temperatures and selectively activate the coils before engine governor 113 will respond to throttle inputs
controlling fan control relays 603 (FC1) and 605 (FC2 ) of (i.e., the THS inputs discussed below ). The A contactGRCO
FIG . 6 , as well as the coil controlling the throttle limit relay 1802 assures that the ground relay protection is active .
( THL ) 1710 . 60 The coil of engine run relay 1203 is de - energized and
The coil of FC1 603 ofFIG . 6 is controlled by temperature alarm bell 1808 sounds when any of the following occur : ( 1 )
switch A ( TA ) 1701. The FC1 relay coil and radiator blower a high voltage ground is detected , which opens the D contact
motor 1 (RBL 1) control path are tested with spring -return ofGR 1306 ; (2 ) a failure of the AC power, which opens the
pushbutton switch 1702. The coil of FC2 relay 605 is B contact of NVR 610 ; ( 3 ) ground relay protection has been
initially controlled by temperature control switch B ( TB ) 65 disabled , which opens the A contact of GRCO 1802 ; or (4 )
1703 or engine temperature switch (ETS ) 1705 and then one of the emergency stop buttons of FIG . 13 is pressed ,
held energized by the C contacts of FC1 relay 603 and FC2 which opens the C contact of FPCR 1106 .
US 10 ,354 ,545 B2
19 20
Alarm bell 1804 also sounds in response to engine over - FIG . 19 . FIG . 19 also illustrates the emulated pneumatic
heating and closure of the contacts of THL 1710 and the control circuitry of the illustrated embodiment of simulator
attention call button 1803 being depressed . 100 .
FIG . 18 also depicts preferred emulated compressor syn As discussed above , the notches of the throttle handle
chronization control circuitry of simulator 100 . Compressor 5 switch ( THS ) are emulated in simulator 100 by a series of
control is based triggered by the air pressure within main toggle switches. These include THS idle switch 1901 (FIG .
19 ), THS 1 - 8 switch 2001 (FIG . 20 ). THS Stop , 5 , 6 switch
tank 2701 (FIG . 27 ) .
Without a trainline request , the compressor synchroniza 2201 (FIG . 22A ), THS 3 - 8 switch 2202 (FIG . 22A ), THS
tion control circuitry operates in stage 1. If the pressure 10 5 - 8Generally
switch 2203 (FIG . 22A ), and THS 2 , 4 , 6 , 8 switch 2204 .
, power is supplied to the THS switches so long
within main tank 2701 falls below 60 psi (representing 130 10 as the pressure within main tank 2701 remains above 60 psi
psi in an actual locomotive ), the A contact of compressor
control switch (CCS) 1808 closes and the B contact of CCS (and e . g .,
pneumatic control switch (PCS ) 1902 remains closed
emulating safe air system operating conditions in an
1808 opens . The coil of compressor relay (CRL ) 1805 is actual locomotive ) and the THS idle switch A contacts
energized ,which de -energizes the coil of compressor control 15 remain normally closed (locomotive out of idle ). In normal
magnetic value (MVCC ) 1807 . In turn , air is removed from operating conditions, the coil of pneumatic control relay
the compressor unloader line, which allows air compressor (PCR ) 1509 is energized and the B and C contacts of PCR
1205 ( FIG . 12 ) to run . (In simulator system 100, removing 1509 are closed . In an actual locomotive , the PCS switch
compressor air from the unloader line is the equivalent of no monitors the train brakes and the brake pipe pressure , which
air being applied to CULS 1204 of FIG . 12 , in which case 20 is normally at 90 psi. An emergency occurs if the brake pipe
the normally closed contact of CULS 1204 provides power pressure falls rapidly. The illustrated embodiment of simu
to air compressor 1205 motor as long as engine running lator system 100 does not include an emulated brake system ;
relay ( ERR ) 1203 coil is energized and the B contact of ERR however, by turning PCS 1902 off, emergency conditions
1203 is closed .) can be simulated .
When the pressure in the main tank reaches 70 psi ( 140 25 In particular, in the off state , PCS 1902 opens , emulating
psi in an actual locomotive), the A contact of CCS 1808 unsafe locomotive operating conditions (e .g ., the brake pipe
opens,which de -energizes the coil of CRL 1805 and the coil inPCRa desired
1509 de
or undesired emergency condition ), the coil of
-energizes, the PCR B and C contacts open , and
of MVCC 1807 is energized . MVCC 1807 then applies air the PCR A contact re - closes , which illuminates PCS lamp
to the compressor unloader line, which in simulator system
100 is the application of air to CULS 1204 of FIG . 12 . The 30 1903 . The THS toggle switches are disabled and the loading
contact of CULS 1204 opens and cuts -off power to themotor on themain generator is released , as discussed below . A reset
of the pneumatic control circuitry of FIG . 19 is then required
of compressor 1205 .
In response to a trainline request ( T /L 22 in FIG . 18 ), the to During
resume normal locomotive operations .
coil of CCR 1806 is energized , which de -energizes the ne coil
coll z state , with PCbothreset
35 the
, the diesel engine must be in the idle
A the contacts of THS idle switch 1901
of MVCC 1807 . Air is removed from the compressor and the contacts of PCS 1902 closed . The coil of PCR 1509
unloader line , CULS 1204 closes, and the motor of com is again energized , the PCR B and C contacts close , the PCR
pressor 1205 runs . The compressor synchronization control Acontact opens, and PCS lamp 1903 turns off. The B contact
circuitry now operates in stage 2 . of PCR 1509 holds the PCR coil energized if the THS idle
If the main tank reaches 75 psi ( 145 psi in an actual 40 switch 1901 is taken out of idle , during normal locomotive
locomotive), the B contact doses, which energizes the coil of operations . The C contact of PCR 1509 sources power to the
MV -CC 1807 . The coil of CCR 1806 is energized by the generator field controls ( FIG . 20 ) and the engine governor
trainline ( T /L 22 ) and the coil of MVCC 1807 is energized controls (FIG . 22A ).
by the B contact of CCS 1808 . MVCC 1807 then applies air FIG . 20 illustrates the emulated generator field control
to the compressor unloader line, which in simulator system 45 circuitry of simulator 100 . In the normal operating mode,
100 is the application of air to CULS 1204 of FIG . 12 . The with PCS 1902 closed and current flowing through the C
contact of CULS 1204 opens and cuts -off power to the motor contact of PCR 1509 , the coil of MR (motoring relay ) 1506
of compressor 1205 . is energized when the B contacts of THS 1 - 8 switch 2001 are
When the main tank pressure falls to 65 psi in simulator closed , the generator field pushbutton switch 2002 is closed ,
system 100 , the B contact of CCS 1808 will open . The coil 50 and the L and M contacts of isolation switch 1301 are
of CRL 1805 is de- energized and the coil of CCR 1806 is connected . Fault switch 2003 (FLTSW 22) allows simulated
energized by T /L 22 . The coil of MVCC 1807 is de- faults to be introduced into the motoring relay control path .
energized with the opening of the B contact of CCS 1808 . During load testing, the B contact of BR1 1502 is nor
Air is removed from the compressor unloader line, CULS mally closed and the E and F contacts of isolation switch
1204 closes , and the motor of compressor 1205 runs . 55 1301 are connected and the 1 and 3 contacts of test switch
Fault switches 1810 ( FLTSW 19 ), 1811 (FLTSW 20), and 1301 are connected . The coil of GFC (generator field
1812 (FLTSW 21 ) allow an instructor to emulate faults in a contactor ) 608 is energized through the normally closed D
locomotive compressor control electrical subsystem . In par - contact of FOR 1002, the normally closed C contact of RER
ticular , normally open FLTSW 20 is set to introduce a fault, 1003 , the C contact of LTTA 1510 (the LTTA coil of FIG . 16
which in turn energizes the coil of (MVCLFT) 1809 . With 60 is energized ), and the E contacts ofGFD 1405 (the GFD coil
the coil of MVCLFT 1809 energized , air to CULS 1204 is of FIG . 15A energized ).
interrupted such that the motor of air compressor 1205 In the motoring modes , the B contact of BR1 1502 is
continuously runs. This emulates a faulty air compressor, closed and the E and F contacts of isolation switch 1301 are
where the unloader line has air on it but does not unload the connected. The 1 and 3 contacts of test switch 1301 are
compressor. 65 connected. As discussed above with regards to transactions,
The coil for fuel pump relay 1107, which is always during series traction motor operations , the coil ofGFC 608
energized as long as there is low voltage power , is shown in is energized through the normally closed D contact of PR
US 10 ,354 ,545 B2
21 22
1514 , the closed contact of S12A 1503 (the S12A coil of Stop , 5 , 6 switch 2201 are closed . In the dynamic braking
FIG . 15C is energized ), the C contacts of RV transfer switch mode , the B contact of THS Idle 1901 is closed , BKS BG
502, and the E contact ofFOR 1002 during forward move 2217 is closed , the B contact of BA 1507 is closed , such that
ment or the D contact of RER 1003 during reverse move the coil of BV 2206 is energized through the E contact of ER
ment . 5 1203.
During parallel traction motor operations, the coil of GFC As shown in FIG . 22C , the main paths of the AV, BV, CV ,
608 is energized through the E contact of PR 1514 (the PR and DV relays control a switched ( variable output ) voltage
coil of FIG . 16 is energized ), P1A contractor 1515 (the P1A divider including resistor 2115 and switched potentiometers
coil of FIG . 15C is energized ), the B contacts of P2 2216a -2216d, which set the voltage of the control signal (W )
contractor 509 (the P2 coil of FIG . 15C is energized ), the C 10 ofmotor speed controller 115 .
contacts of RV transfer switch 502 , and the E contact of FOR During starting of DC motor 114 , the A and B contacts of
1002 during forward movement or the D contact of RER SST (simulator starting ) contactor 205 close (SST 205 coil
1003 during reverse movement. Fault switch 2005 (FLTSW of FIG . 8 is energized ). The voltage at the control input W
23) allows for the introduction of faults in the GFC coil (0 - 10V ) of motor speed controller 115 is set by potentiom
control path . 15 eter 204 . The engine running (ERUN ) relay 206 and fuel
In the dynamic braking mode, the coil of GFC 608 is pump running relay (FPRR ) 1111 close and the coil of
energized when the B contact of THS Idle switch 1901, the engine run delay relay (ERDR ) 1201 energizes . The B
contact of BKS BG 2217 , and the B contact of BA 1507 are contacts of ERDR close after a delay of approximately 3 to
all closed ( see FIG . 2A ). In FIG . 20 , the energizing path for 4 seconds to simulate diesel engine cranking and the A and
the GFC coil , in the forward direction , include the C contact 20 B contacts of SST contactor 205 open .
of BR1 1502 , the E - F terminals of isolation switch 1301 , the In the illustrated embodiment, the HI input to motor speed
B contact of GRCO 1802 , the D contact of PR 1514 , the C controller is set to approximately 10 volts and the LO
contact of S12A 1503 , the RV 502 , FLTSW 23 2007 , the E (return ) input is set to approximately 0 Volts . The control
contact of FOR 1002, and the E contact ofGFD 1405 . A voltage at the control input ( w ) ranges between approxi
series resistance and capacitance 2006 sets the ramping -up 25 mately 0 and 10 volts and sets the speed of DC motor 114 .
and ramping-down of the input to GFC coil 608 . During start , the control voltage is set by the tap of poten
The directional control circuitry of FIG . 21 controls the tiometer 204 . In the illustrated embodiment, potentiometer
energizing of the coils of FOR ( forward direction relay ) 204 has a total resistance of approximately 10k and the tap
1002 and RER ( reverse direction relay ) 1003 in response to is set at the point where the low voltage side resistance at
the setting of the emulated reverse handle switch (RHS) 30 approximately 4 .2 k2 and the high voltage side resistance is
2002, which in the illustrated embodiment is a toggle switch . approximately 5 .8 k22 , which sets the control voltage during
When the RHS 2002 is set to the forward direction , the FOR starting at approximately 4 . 2V .
coil is energized through the normally closed E contact of During engine running, the control voltage is set by the
RER 1003. The E contact of FOR 1002 opens, such that the voltage divider output at the node between potentiometer R1
RER coil is de - energized . When the RHS 2002 is set to the 35 and the switched resistor ladder formed by potentiometers
reverse direction , the RER coil is energized through the RA , RB , RC , and RD . When AV coil 2205 is energized ,
normally closed E contact of FOR 1002 . The E contact of potentiometer RA 2216a is bypassed , when BV coil 2206 is
RER 1003 opens , such that the FOR coil is de -energized . energized , potentiometer RB 2216b is bypassed , and when
The emulated engine governor and braking control cir CV coil 2207 is energized , potentiometer RC 2216c is
cuitry of simulator 100 are shown in FIGS. 22A -22C . 40 bypassed . In contrast, potentiometer RD 2216d is normally
Generally, the engine governor controls emulate the AV , CV, bypassed within the voltage divider and is switched into the
BV, and DV solenoids of an actual locomotive , which voltage divider when DV coil 2208 is energized. (When DV
respond to the THS notch settings from the throttle handle coil 2208 is energized , but CV coil 2207 is de -energized ,
switch . In simulator 100 , the toggle switches emulating the motor 114 is stopped .)
THS control the coils to a set of emulated engine governor 45 R1 has a nominal resistance of 10 k22 , RA has a nominal
solenoids, which in turn control the voltages applied to resistance of 1 .620 k22 , RB has a nominal resistance of 6 . 480
motor speed controller 115 and set the speed of DC motor k22 , RC has a nominal resistance of 3 . 240 k2, and RD has
114 . a nominal resistance of 3 .420 k22 , for the illustrated embodi
As shown in FIG . 22A , the emulated engine governor ment. ( The resistance values for potentiometer 204 , and
controls include AV coil 2205 , BV coil 2206 , CV coil 2207 , 50 resistors R1, RA , RB , RC , and RD are exemplary and may
and DV coil 2208 . The contacts of these coils control voltage varying in alternate embodiments.)
divider discussed below in conjunction with FIG . 22C . In the illustrated embodiment, the HI, LO , and control
During motoring , As long as the air brake system is not in ( W ) voltages can be set to provide the nominal voltages
emergency , (PCS 1902 closed and PCR coil 1509 energized ) shown in Table 1 with the following procedure . First, the
PCR - C 1509 is closed (FIG . 19 ) and the D , E , and F contacts 55 THS switches are set for Notch 8 operation , such that AV,
of ER (engine relay ) 2103 are all closed ( ER coil of FIG . 18 BV, and CV coils are energized and resistors RA , RB , RC ,
energized diesel engine running ). The D contact of FPCR and RD are all bypassed . With the nominal voltage between
(fuel pump control relay ) 1106 is open ( FPRC coil of FIG . the HI and LO terminals set to 10 volts nominal, the motor
13 is energized - fuel pump motor running ). The D and C speed controller 115 output is set to produce a nominal
contacts of isolation switch 1301 are connected in the run 60 output voltage of 90 V with a potentiometer ( not shown ).
mode. Next, the THS switches are set to notch 6 (AV, BV, CV,
Under these conditions (motoring and load test ), the coil DV energized ), and potentiometer RD is adjusted to set a
of AV 2205 is energized when THS 2 , 4 , 6 , 8 switch 2204 is control voltage W of approximately 8 .5 volts, which results
closed , the coil of BV 2206 is energized when the B contacts in a motor speed controller 115 output of approximately 72 .4
THS 5 - 8 switch 2203 are closed , the coil of CV 2207 is 65 volts . Then , the THS switches are set to notch 7 (BV, CV
energized when the THS 3 - 8 switch 2202 is closed , and the energized ) and potentiometer RA is adjusted to set a control
coil of DV 2208 is energized the A and B contacts of THS voltage W of approximately 9.6 volts , which results in a
US 10 ,354 ,545 B2
23 24
motor speed controller output voltage of approximately 82.0 is realized , through switches 128a - 128b , with a pair of 192
volts . The THS switches are then set to notch 4 (AV , CV resistors 125a - 125b and the A and B contacts of BP relay
energized ) and potentiometer RB adjusted to set the control 2303.
voltage W to approximately 6 .9 volts, which produces a Simulator 100 is preferably assembled as a single rack
motor speed output voltage of approximately 56 .9 volts . 5 system , although this is not a strict requirement for practic
Finally, the THS switches are set to idle and potentiometer ing the present principles . One particular exemplary rack
is adjusted to set control voltage W to approximately 30 system and component layout is shown in FIGS. 24 - 29. In
volts . particular, FIGS. 24A - 24E show the panels of the upper
The dynamic braking control circuitry of simulator 100 is
shown in FIG . 22B . Dynamic braking is enabled when the 10 front section of the exemplary training rack , and FIGS .
locomotive is out of the motoring mode , and the D contact 25A - 25D show the panels of the corresponding lower front
section . FIGS. 26A - 26D show the panels of the lower rear
of MR 1506 is dosed (the MR coil of FIG . 20 is de
energized ). Dynamic braking is selected by closing switch section
show the
of the exemplary training rack , and FIGS. 27A -27B
panels ofthe corresponding upper rear section . The
2214, which in the illustrated embodiment is a toggle switch .
panels of a right side of the exemplary training rack are
When dynamic braking is enabled and selected , the coils of 15 pan
BR1 1502 and BR2 1007 are energized, which de - energizes shown in FIGS. 28A - 28C and the panels of the left side are
the GFC coil and interrupts power from DC motor 114 . shown in FIGS. 29A - 28C .
When coming from motoring, THS -idle 1901 is turned FIG . 30 is a flow chart of a procedure 3000 , illustrating
off ,GFC 608 drops out. When operator turns on BKS , the A simulated diesel engine operations during typical training
contact of BKS 2214 closes and the coils of BR1 1502 and 20 session using simulator 100 . At Block 3001 , the engine start
BR2 1007 are energized . In turn , the coil of CDR 1504 is switch (FP / ES 1105) is set to the start position . If starting
de -energized and the coils of power contactors S12 507 and contactor (ST ) 205 (FIG . 2 ) does not energize , then 0 volts
S12A 1503 de -energize (FIG . 15C ). The B contact of S12 are applied to the 0 - 10 V input of motor speed controller 115
contactor 507 returns to normally closed and the coil of TSR (Block 3003 ). On the other hand, if starting contactor 205
1001 is energized (FIG . 10 ). 25 energizes, then 4 .2 volts are applied to the 0 -10 V input of
When the coil of TSR 1001 energizes , the A and B motor speed controller 115 (Block 3004).
contacts of TSR 1001 dose , which causes the motor /brake The 4 . 2 volts must be applied to DC motor 114 for at least
switch (MB /MOT) 504 to move from the motoring position 3.9 seconds, at Block 3005 , which simulates the cranking of
to braking position ( FIG . 10 ) . The F contact of MB/MOT an actual locomotive diesel engine . If the 4 . 2 volts are not
closes and the coil of CDR relay 1504 to energize through 30 sustained for at least 3 . 9 seconds, then 0 volts are applied to
the C contact of BR2 1007 (FIG . 15B ). The coils of the 0 - 10 V input ofmotor speed controller 115 (Block 3006 ).
contactors S12 507 and S12A 1503 energize which cause the If the simulated diesel engine successfully cranks, then a
coil of TSR 1001 to de- energize . When the operator closes determination is made at Block 3007 as to whether the fuel
BKS-BG switch 2017 (FIG . 22A ) the coil of GFC 608 (FIG . pump is running. If the fuel pump starts, but then quits, then
20 ) energizes . 35 at Block 3008 , 0 volts are applied to the 0 - 10 V input of
FIG . 23 shows the blind motor control circuitry 105 of motor speed controller 115 after a delay of 15 seconds. If the
FIG . 1 in further detail. As discussed above , during simu- fuel pump never starts , then at Block 3009 , 0 volts are
lated motoring , blind motors 123a and 123b act as genera - applied to the 0 - 10 V input ofmotor speed controller 115 .
tors applying a load to traction motors 1160 and 116b . If the fuel pump is operating , then a determination is made
During simulated dynamic braking, blind motors 123a and 40 at Block 3010 as to whether the simulated diesel engine is
123 operate as motors running off of PS3 127 . Train drag running . If the simulated diesel engine is running, then PS2
speed potentiometer 120 sets the simulated amount of drag 112 ( the auxiliary generator output ) is enabled (Block 3011 ).
applied by the blind motors during motoring and sets the Otherwise , PS2 112 is disabled ( Block 3012 ).
blind motor speed during dynamic braking . In response to At Block 3013 , a determination is made as to whether any
the potentiometer setting microprocessor 118 applies a cor - 45 of the throttle handle ( TH ) circuits are energized (i.e ., any of
responding pulse width modulated signal to the blind motor the THS toggle switches are set ). If not, then DC motor is in
circuit through PWM driver 122 . the idle /notch 1 state at Block 3014 , and the 0 - 10 V input to
When simulator system 100 is in the motoring mode , motor speed controller 115 is adjusted to approximately 4 . 8
microprocessor 118 controls the current through the fields of V such that DC motor 114 operates with a nominal 20 V
blind motors 123a - 123b , which are arranged in a series 50 input . Otherwise , at Block 3015 , a determination is made as
configuration with PS3 127 . When simulator system 100 is to whether only the coil of DV 2208 ( FIG . 22A ) is activated
in the dynamic braking mode , the power from PS3 127 goes (i. e., THS Stop , 5 , 6 toggle switch 2201 is set.)
through the fields and armatures of blind motors 123a - 123b , If only the coil of DV 2208 is energized , then 0 volts are
which are arranged in a series configuration. applied to the 0 - 10 V input to motor speed controller 115
Power /braking switch gear 124a - 124b of FIG . 1 includes 55 (Block 3016 ). Otherwise , the engine speed is controlled
a multiple -contact auxiliary directional control switch using the THS toggle switches at Blocks 3017 and 3018 . At
( AREV ) 2301 and multiple - contact auxiliary motoring/brak - Block 3018, the speed of the emulated diesel engine (i.e .,
ing control switch (AMB ) 2302. As shown in FIG . 23 , the DC motor 114 ) is displayed on display 208 and the simulated
A and B contacts of AREV 2301 are set for forward fuel demand is displayed on display 210 (FIG . 2 ) .
movement and the A , B and C contacts of AMB 2302 are set 60 Procedure 3100 of FIG . 31 illustrates exemplary dual
for motoring ( i. e., blind motors 123a - 123b acting as gen - auxiliary /main generator 107 operations during typical train
erators ). ing sessions using simulator 100. At Block 3101, the simu
During simulated motoring, electrical loading is placed on lated diesel engine starting operations are executed , similar
blind motors 123a -123b through switches 128a- 128b In to those discussed above in conjunction with FIG . 30 . The
FIG . 23 , the loading is configured for the intermodal 65 position of AG /MG switch 109 is then set for either main
( freight) mode , which is realized with a 5022 resistor 126 generator (MG ) operations or auxiliary generator ( AG )
connected to the blind motor armatures. The coal train mode operations at Block 3102 .
US 10 ,354 ,545 B2
25 26
When MG operations are selected , dual auxiliary genera at Block 3215 , drag /speed potentiometer 120 is rotated in the
tor /main generator 107 is connected to the high voltage clockwise direction . To spin blind motors 116a- 116b slower,
circuits, as shown in FIGS. 5A -5B , and configured for at Block 3216 , drag /speed potentiometer 120 is rotated in the
separate excitation (Block 3103 ). The generator output volt counter-clockwise direction .
age, current, and power is regulated , and the instructor 5 FIG . 33 provides an overall summary of the troubleshoot
enables any built- in faults for troubleshooting by the stu ing procedures that can implemented during training on
dent .
During MG operations , procedure 3100 loops - back to simulator 100 . Generally , a student is either guided through
Block 3103 until there is a call for main generator excitation an electrical circuit or subsystem or is given a report of a
at Block 3104. The position of excitation potentiometer 119 10 fault emulated within simulator 100 , which the studentmust
(FIG . 1) is checked at Block 3105 . If less main generator correctly isolate . Faults are implemented by the instructor
output is required , then potentiometer 119 is turned in the using the fault switches discussed above and /or by replacing
counter -clockwise direction (Block 3106 ). If more main good electrical components with faulty ones. FIG . 33 also
generator output is required , then potentiometer 119 is cross -references the schematics discussed above as part of
turned in the clockwise direction (Block 3108 ). The genera - 15 the overall fault diagnosis process .
tor voltage is displayed , at Block 3107, on generator voltage Although the invention has been described with reference
display 301 and the corresponding amperage on generator to specific embodiments . these descriptions are notmeant to
amperage display 303 (FIG . 3) . be construed in a limiting sense. Variousmodifications of the
When AG /MG switch 109 is set for AG operations, at
Block 3102 , then at Block 3109, dual auxiliary generator / 20 disclosed embodiments, as well as alternative embodiments
of the invention , will become apparent to persons skilled in
main generator 107 is connected as a self- exciting generator,
with the output voltage limited . The instructor enables any the art upon reference to the description of the invention . It
built -in faults for troubleshooting training by the student. should be appreciated by those skilled in the art that the
At Block 3110 , the position of excitation potentiometer conception and the specific embodiment disclosed mightbe
quired ., 2525
119 is checked . If less auxiliary generator output is required readily uti
readily utilized as a basis for modifying or designing other
then potentiometer 119 is turned in the counter -clockwise structures for carrying out the same purposes of the present
direction (Block 3112 ). If more auxiliary generator output is invention . It should also be realized by those skilled in the
required , then potentiometer 119 is turned in the clockwise art that such equivalent constructions do not depart from the
direction (Block 3113 ). The generator voltage is displayed , spirit and scope of the invention as set forth in the appended
at Block 3111, on generator voltage display 301 and the 30 claims.
corresponding amperage on generator amperage display It is therefore contemplated that the claims will cover any
303. such modifications or embodiments that fall within the true
Procedure 3200 of FIG . 32 illustrates typical operations of
blind motor circuitry 105 during the operation of simulator scope of the invention .
100 . At Block 3201, the simulated diesel engine starting 35
operations are executed , similar to those discussed above in APPENDIX
conjunction with FIG . 30 . If the simulated diesel engine is
in a dead ( stopped ) or idling state , then no power is provided
to blind motors 116a - 116b . Otherwise , at Block 3203 , a TABLE 1
determination is made as to whether simulator 100 is oper - 40 Governor Nominal Nominal DC
ating in the simulated power (motoring ) mode or in the Solenoid Control Motor Voltage
simulated braking mode . Notch Energized Switches Set Voltage (V ) (V )
In the simulated power (motoring ) mode , at Block 3204 ,
switch gear 124a - 124b ( FIGS. 1 and 23 ) configures blind Stop — THS Stop 5 -6 0
Idle DV Idle 4 .8
motors 116a - 116b as generators . At Block 3205 , the train 45 THS 5-8
drag is controlled by train drag /speed potentiometer 120 and 1 DV THS 1- 8 4 .8
microprocessor 118 , which provide a PWM signal to the 2 AV
THS
THS
5 -8
1 -8 5 . 36 37 . 1
fields of blind motors 116a - 116b . More specifically , if at THS 2 , 4 , 6 , 8
Block 3206 , more train drag is required, then potentiometer THS 1 - 8 5 .78 49.3
120 is moved in the clockwise direction (Block 3207). If less 50 THS 3 - 8
train drag is required , then potentiometer 120 is moved in AV, CV THS 1 - 8 6 . 33 56 . 9
THS 3 - 8
the counter- clockwise direction (Block 3208 ). THS 2 , 4 , 6 , 8
At Block 3209 , the simulated train loading is selected 5 BV, CV , DV THS 1 - 8 6 .93 64 . 3
using switches 126 and 128 ( FIGS. 1 and 23 ). For a THS 3 - 8
simulated coal train , a heavier electrical load is applied to 55 THS 5 - 8
THS Stop 5 - 6
the generator outputs of blind motors 116a - 116b . For a 6 AV, BV, CV, THS 1 - 8 7 . 74 72 . 4
simulated intermodal ( freight) train , a lighter electrical load DV THS 3 - 8
is applied to the generator outputs of blind motors 116a THS 5 - 8
116b . THS Stop 5 - 6
When simulator 100 is operating in the simulated 60 THS 2 , 4 , 6 , 8
7 BV, CV THS 1 - 8 8 .72
dynamic braking mode , switch gear 124a - 124b configures THS 3 - 8
blind motors 3212 into a series motor configuration 3212. In THS 5 - 8
this configuration , the train speed set by train drag/speed 8 AV, BV, CV THS 1 - 8 10 .01
potentiometer 120 , which controls the PWM signal applied THS 3 - 8
THS 5 - 8
to blind motors 116a- 116b by microprocessor 118 . 65 THS 2 , 4 , 6 , 8
At Block 3214 , the setting of train drag / speed potentiom
eter 120 is observed . To spin blind motors 116a - 116b faster,
US 10 ,354 ,545 B2
27
TABLE 2
28
ENGINE CONTROL GENERATOR & TM CONTROL
CONDI- FP / CONTROL FP P1,
TION ES IS RHS BKS THS MTR PCR FPC ST ER AV BV CV DV GFA GFC MR B BR P2 S12
PRIME 1 ISO - OFF OFF IDLE
TAT
START LATE
IDLE POS
2 FOR
RUN RUN REV + +
+ +
+ +
+ +
+ +
+ +
STOP
AT*OWvNaAu .
+
+
+
PAR 1 -8
SER 1-8
PAR
BRAKE
BRAKE 1 -8
ENERGIZED
+ CONDITIONAL
* STOP
BRAKE SET-UP
TABLE 3 TABLE 5 - continued

TEST SW
30
IS
POSITION
CKT LOAD POSITO
TERM CHECK NORM TEST
1- 2 SW ST RUN
1 -3
4 -5
4 -6
7 -8
C -D
7 -9 E -F
10 - 11 G -H
10 - 13
J- K
12 - 13
14 - 15 L -M
14 - 17 N -P
16 -17
Q -R
S-T
TABLE 4
FP / ES TABLE 6
SW POSITION
OFF PRIME THS
1 -2 Position
3- 4
5 -6 55 SWS STOP IDLE 1 2 3 4 5 6 7 8
7 -8
9 - 10
IDLE C -D
TABLE 5
1 THRU 8
STOP 5 , 6
A -B
A -B
C -D
•• : : ••
60 3 THRU 8 C -D
5 THRU 8 A -B
C -D
- POSITO 2, 4 , 6 , 8 C -D
BRAKE 1 -8 A - B
swSW STST RUN
RUN
65 C -D
A -B
US 10 ,354 ,545 B2
29 30
TABLE 7 pling an electrical output of the generator to a resistive load
during simulated dynamic braking operations.
SW HDLT BK & FR 6 . The system of claim 5 , further wherein the third electric
POSITION motor comprises a field coil and the system further com
5 prises :
SWS
SWS OFF
OFF DIM
DIM MED
MED BRT a pulse width modulation driver providing a signal to the
L -1 field coil while the third electric motor is operating as
L -2 a motor, and
L -3 a microprocessor responsive to a user input for controlling
10 the signal provided by the pulse width modulation
driver to the field coil of the third electric motor to vary
TABLE 8 a rotation speed of the second and third motors during
simulated dynamic braking operations.
RHS (Remote Headlights Switch ) 7 . The system of claim 1 , further wherein the third electric
15 motor comprises a field coil and the system further com
POS FUNCTION CONNECTION prises:
1 SINGLE UNIT OR INTERMEDIATE 5 - 1 10 - 6 15 - 11 20 - 16 a pulse width modulation driver providing a signal to the
UNIT field coil while the third electric motor is operating as
CONTROLLING WITH UNIT 5 -2 10- 7 15 - 12 20 -17 a generator; and
COUPLED AT HOOD END
CONTROLLING WITH UNIT 5-3 10 - 8 15 - 13 20 - 18
20 a microprocessor responsive to a user input for controlling
COUPLED AT CAB END the signal provided by the pulse width modulation
4 CONTROLLED FROM ANOTHER
UNIT COUPLED AT EITHER END
5 -4 10 -9 15 - 14 20 -19 driver to the field coil of the third electric motor to vary
the load on the second electric motor during simulated
locomotive motoring operations.
25 8 . The system of claim 1, further comprising switchgear
selectively coupling the electrical output of the generator to
What is claimed is: the second electric motor to control a direction of rotation of
1. A system for simulating electrical systems of a diesel the second motor.
electric locomotive comprising: 9 . The system of claim 1, further comprising:
a first electric motor for simulating a locomotive diesel 30 a plurality of switches for simulating a locomotive throttle
engine; handle switch ;
a generator coupled to the first electric motor in a main a simulated electronic governor control responsive to
generator operating mode for simulating a locomotive inputs provided by the plurality of switches and includ
main generator ; ing a switched voltage divider for selectively generat
wherein the generator is further operable to simulate a 35 ing control voltages; and
locomotive auxiliary generator in an auxiliary genera a variable speed motor controller responsive to the control
tor operating mode and the system further comprises a voltages for varying a speed of the first electric motor
simulated electrical load selectively coupled to the in response to user input through the plurality of
generator in the auxiliary generator operating mode ; switches.
a second electric motor driven by an electrical output of 40 10 . The system of claim 1 , further comprising switching
the generator in the main generator operating mode for circuitry coupled to an output of the third electric motor for
simulating a locomotive traction motor; and applying a selected one of a first electrical load simulating
A third electric motor coupled to the second electric motor coal train operating conditions and a second electrical load
and operating as a generator providing a load on the simulating intermodal train operating conditions during
second electric motor during simulated locomotive 45 simulated motoring operations.
motoring operations. 11. A locomotive electrical systems simulation system
2 . The system of claim 1 , wherein the simulated electrical comprising:
load selectively comprises a simulated battery load for a simulated diesel engine subsystem including an electri
simulating a locomotive battery at a selected charge level. cal motor and a motor speed controller for controlling
3 . The system of claim 1 , wherein the generator comprises 50 a speed of the electrical motor in response to a control
a field coil and the system further comprises a power supply voltage ;
providing a current to the field coil of the generator in the a plurality of switches for simulating a locomotive throttle
auxiliary generator mode for simulating a self- excited gen handle switch ;
erator. a simulated electronic governor control responsive to
4 . The system of claim 1 ,wherein the generator comprises 55 inputs provided by the plurality of switches and includ
a field coil and the system further comprises: ing a switched voltage divider for selectively setting the
a pulse width modulation driver providing an excitation control voltage;
signal to the field coil of the generator ; and a generator driven by the electricalmotor of the simulated
a microprocessor responsive to a user input for controlling diesel engine subsystem and operable in a main gen
a strength of the excitation signal provided by the pulse 60 erator mode to simulate a locomotive main generator
width modulation driver to the field coil of the genera and in an auxiliary generator mode to simulate a
tor . locomotive auxiliary generator ;
5 . The system of claim 1 , wherein the third electric motor excitation control circuitry for controlling excitation of a
is selectively coupled to the second electric motor for field winding of the generator in response to a user
operating as a motor driving the second electric motor 65 input;
during simulated dynamic braking operations and the system a simulated traction motor subsystem comprising :
further comprises switching circuitry for selectively cou first and second simulated traction motors ;
US 10 ,354 ,545 B2
31 32
switching circuitry for selectively electrically coupling controlmotors to vary the loads on the first and second
the first and second simulated traction motors with simulated traction motors during simulated locomotive
the generator during motoring in the main generator motoring operations .
mode and to a resistive load during dynamic braking ; 17 . The system of claim 11, further comprising switching
first and second control motors operating as generators 5 circuitry coupled to the first and second control motors for
respectively loading the first and second simulated
traction motors during motoring and operating as selectively applying a selected one of a load simulating coal
motors respectively turning the first and second train operating conditions and a load simulating intermodal
simulated traction motors during dynamic braking ; train operating conditions during simulated motoring opera
and 10 tions.
switching circuitry for selectively electrically coupling 18 . The system of claim 11 , wherein the first and second
the generator to a auxiliary generator load in the controlmotors each comprise a field winding and the system
auxiliary generator mode. further comprises :
12 . The system of claim 11 , further comprising: a pulse width modulation driver providing a signal to the
a load resistance ; and 15 field windings of the first and second control motors
switching circuitry for electrically coupling the first and while are the first and second control motors are
second traction motors to the load resistance during operating as motors; and
dynamic braking .
13 . The system of claim 11 , further comprising switching a microprocessor responsive to a user input for controlling
circuitry operable to : electrically couple the first and second 20 the signal provided by the pulse width modulation
traction motors to the generator in series during series driver to the field windings of the first and second
motoring; and control motors to vary a rotation speed of the on the
electrically couple the first and second simulated traction first and second simulated traction motors during simu
motors with the generator in parallel during parallel lated locomotive dynamic braking operations .
motoring . 25 19 . The system of claim 11 , wherein the switching cir
14 . The system of claim 11, wherein the simulated aux - cuitry for selectively electrically coupling the first and
iliary generator load circuitry comprises a variable load for second simulated traction motors with the generator during
simulating a locomotive battery at a selected charge levels . motoring and to a resistive load during dynamic braking
15 . The system of claim 11 , further comprising switching comprises a motor-driven multiple - contact motor/braking
circuitry for coupling the field winding of the generator to a 30 switch .
power supply in the auxiliary generator mode for simulating 20 . The system of claim 11 , wherein the switching cir
a self - excited auxiliary generator. cuitry for selectively electrically coupling the first and
16 . The system of claim 11 , wherein the first and second second simulated traction motors with the generator during
control motors each comprise a field winding and the system motoring and to a resistive load during dynamic braking
further comprises: comprises switching circuitry for reversing a direction of
a pulse width modulation driver providing a signal to the rotation of the first and second simulated traction motors .
field windings of the first and second control motors 21. The system of claim 20 , wherein the switching cir
while the first and second controlmotors are operating cuitry for reversing the direction of rotation of the first and
as generators, and second simulated traction motors comprises a motor- driven
a microprocessor responsive to a user input for controlling 40 multiple
sec - contact reverser switch .
the signal provided by the pulse width modulation
driver to the field windings of the first and second * * * * *

Locomotive electrical systems simulator

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Locomotive electrical systems simulator

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US010354545B2

(12) United States Patent ( 10) Patent No.: US 10 , 354,545 B2

104 103 SWITCHGEAR

(56) References Cited

SWITCH GEAR POWER /BRAKE

DIRECTION SERIES /PARALLEL

ELCTRONI GOVERNO CONTROL 113

208 RPMENGINE SIMULATEDDFEUMEANLD 210

113 10VDC 90VDC

123a BLIND MOT R 2

109 303 107

605 603 III

FUSE TEST SW 812

CSTONTACTOR to ottatt POT

904a RESITOR RESITOR - 904b

9052 9050 19050

1002 FOR TRERT J

502 ?RV/FORSTWRIETRCTH ABILTI ]

FUSE 1207aAUXILARY GENRATO

1202 1208 FUSE 1207b MOT R

PS2(EMULATED AUXILARY )GEN RATOR 112

ENGINE STOP /START GROUND

101 ACMB 303 AMPS SHUNT

AUXILIARY GENERATOR /MAIN GENERATOR FIELD

MOTOR CONNECTION CONTROL

W o wwww .. .. .. ... .... .. .

MOTOR CONNECTION CONTROL

1515 1004 150

tBPobot 141 601

1516 FTX COIL IPRI COIL 1514 ITLT A COIL 10 -

TRANSIO CONTROL TLEOSATD CONTROL

ww 702 704 603

ENGINE TEMPRAUE RESITOR 1705 ETS COIL

CCRCoil MVC COIL )

RUNENGINE ALARM CCOMPRES ONTROL

1902 PCS FLTSWBY"191-

1506 MRT COIL 608 GFC i +

1502 BR1 COIL BR2 COIL 1007 FIG

DYNAMIC BRAKING CONTROL

120 123a 125a

FRONT HDLT HELP /DONE

FUSE AUXGEN FUSE START TEST

MR PSI PCS HELP

FRONT DYNAMIC BRAKE

HELP/DONE ISOLATIN 1301 )

90520 GOVSHUTDOWN 6THTHRT.

1005 BRK TR CONT | LOCAL CONT

FPCR 1106 FTX 1516 P1A 1515

BR2 1007 CDR 1504 S12A 1503

HELP OFF DONE 120

FREIGHT COAL SWTRAIN

2201 2 02 2 030 2204

FIG . 25B | | GENERATOR

ZONE 31 FOR MOT

GENRATO GENRATO GENRATO

ENGINE ENG TEMP

FIG . 26B CRL CCR casCCS

PS1 PSZ PS3

TEMPENG potCONTROL cas7 CCS 1808

ENGINE TEMPRAUE SHUTERS ClLiOgShEDt

PS1 110 FUSE

HRDELATR P906UQ 27B

- - - * **** * *** * * * * * * ** * * * * *** w