GE

Transportation

Electrical Systems, it on
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BrightStart Siriust l(BSS)
In
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Doc No. SMI−07022, Rev. D
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GE
SMI−07022D, BSS / Siriust Microprocessor Electrical Systems

© 2008 General Electric Company. All rights reserved. The information contained in this
publication is the property of General Electric Company and is disclosed in confidence. This
publication is intended for use by GE customers solely for purposes of operating and maintaining
purchased or licensed GE products, and it shall not be reproduced, redistributed, retransmitted,
translated, abridged, adapted, condensed, revised or otherwise modified, in any form, in whole or in
part, or used for any other purpose, or disclosed to any other party, without the express written
consent of GE.

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GE and its customer agree that the information contained herein does not purport to cover all

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details or variations in GE products or to provide for every possible contingency with installation,

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operation or maintenance. Should further information be desired or should particular problems

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arise that are not covered sufficiently for the user’s purposes, the matter should be referred to

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General Electric Company. Any applicable Federal, State or local regulations or company safety or
operating rules must take precedence over any information or instructions given in the Technical

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Documentation. GE has no obligation to keep the material up to date after the original publication.

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GENERAL ELECTRIC COMPANY EXPLICITLY DISCLAIMS ALL WARRANTIES OF ACCURACY,

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MERCHANTABILITY OR FITNESS FOR ANY PURPOSE IN CONNECTION WITH THE TECHNICAL
DOCUMENTATION AND USE THEREOF.
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GE

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 BSS / Siriust Microprocessor Electrical Systems, SMI−07022D

CONTENTS
Page
1. INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. MICROCOMPUTER SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2.1. MICROCOMPUTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
2.2. LOCOMOTIVE MONITORING AND OPERATOR DISPLAY PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
3. ELECTRICAL SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
3.1. FUEL PUMP AND DIESEL ENGINE CRANKING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
3.2. BATTERY CHARGING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
4. PROPULSION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
5. EXCITATION CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
6. ADHESION CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

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6.1. WHEELSLIP OPERATION IN MOTORING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
6.2. SAND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
6.3. WHEEL SLIP OPERATION IN BRAKING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
a
7. DYNAMIC BRAKING SYSTEM (optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

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8. MOTOR TRANSITION (optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20

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9. ALTERNATOR TRANSITION (optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

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10. RADIATOR FAN SPEED CONTROL (optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

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11. ELECTRONIC FUEL INJECTION (EFI) SYSTEM (optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
12. MOTOR THERMAL PROTECTION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
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13. COLD WATER AUTOMATIC DRAIN SYSTEM (optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

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14. ALERTER (optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
15. AUTO ENGINE START/STOP (AESS) SYSTEM (optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

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1. INTRODUCTION
Cof the Electrical Systems used on General Electric locomotives
d
This publication provides a functional description
equipped with BrightStart Siriust. Each system
a n operation will aid in diagnosing system faults and simplify repair
is discussed in terms of how individual components contribute to

ry
overall system operation. Understanding system
procedures.
a
t for use with SMI−00750−042 BrightStar Sirius Monitor Parameters and the
ie
Locomotive Faults AnalysisrManual or diskette during troubleshooting procedures.
This publication is also intended

p
owhile
P r
It should be noted that many locomotive control systems are similar in operation, variations may exist
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because of options that are available.
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Functional descriptions have been made easier to understand through use of simplified block diagrams. A detailed
systems analysis is beyond the scope of this publication.

2. MICROCOMPUTER SYSTEM
The BrightStart Siriust system consists of one microcomputer called BSS, and an operator display panel called
Diagnostic Display Panel (DID). All of the other locomotive systems depend on the microcomputer system for control.
Figure 1 provides a block diagram of the microcomputer system.

The microcomputer system continually monitors and regulates locomotive performance and automatically makes
adjustments based on operating requests and locomotive conditions. In addition, the microcomputer can provide
troubleshooting diagnostics as well as a self−test capability.

Revisions are indicated by margin bars.

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SMI−07022D, BSS / Siriust Microprocessor Electrical Systems

DID−R*
BSS
CONTROLLER

CPS DID
COMPUTER POWER

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SUPPLY INPUT AND
RETURN AND 5
VOLT FEEDBACK

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+
TRAINLINE 74 V DRIVERS

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LOCAL 74V RELAY DRIVERS:

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−
ALARM BELL RELAY (BLR)
LOCKED AXLE ALARM RELAY (LAR)

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TRAINLINE SIGNALS (MU WIRES)

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WHEELSLIP ALARM RELAY (WSR)

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FILTER DRAIN VALVES (FDV1 AND 2)*
MANUAL SWITCH INPUTS:
RESERVOIR DRAIN VALVE (RDV1 & 2)*

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DIAGNOSTIC ACCESS
WATER FILL RELAY (WFR)*

f
REQUEST (DAS)
BELL MAGNET VALVE (BMV)*

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ENG. CRANK REQUEST (EC)

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FUEL PRIME (EST) FRONT CAB SELECT RELAY (FCSR)*

C
ISOLATE (EC) REAR CAB SELECT RELAY (RCSR)*

d
LOCKED AXLE

an
WARNING C/O (LACS)
ALERTER*
MOTOR C/O SWITCHES
4 AXLES (MCO1−4)*

ry
6 AXLES (MCO1−6)
REVERSER HANDLE

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NOT CENTERED (CAM−W)

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RUN (EC)

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START (CRANK) (EC)
BATTERY JOG (JGR)*

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BATTERY JOG (SET−UP)
BELL PUSH BUTTON
(EC)*
(BP)*

GE
HORN PUSH BUTTON (HB)*
HUMP/SLOW SPEED
REQUEST (PRS/PSR)*
POWER LIMIT
SWITCH (N7) (PLS)*
RADIATOR FAN
REVERSE (FRB)*
SELF LOAD (LBSS)*
SELF LOAD (LBTS)*
SPEED SENSOR C/O (SCO)*
WATER DRAIN CB OPEN (WDCB)* SERIAL
FRONT CAB SELECT (KZ1)* COMMUNICATIONS
REAR CAB SELECT (KZ2)* LINK

OTHER SWITCH INPUTS: LOCOMOTIVE

AIR BRAKE APPLIED (IBS) CONTROL
ENGINE STOP COMMAND (FPR) WIRING
ENG. AIR FILTERS
PLUGGED (EFPS)*

* OPTIONAL, MAY NOT BE AVAILABLE DEPENDING ON LOCOMOTIVE CONFIGURATION.

E−44412B

Figure 1. BSS Microprocessor (Part 1 of 3).

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 BSS / Siriust Microprocessor Electrical Systems, SMI−07022D

EXCITATION
CONTROL

BATTERY
CHARGE
CONTROL
BSS

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CONTROLLER

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RELAY DRIVERS:

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AUX. GEN. VOLTAGE FEEDBACK (T1) COMPRESSOR MAGNET VALVE (CMV)

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DIESEL ENGINE CRANKSHAFT SPEED (DSS) ENGINE CONTROL GOV.

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ENGINE LOAD ABILITY (LCP) SOLENOIDS (AV,BV,CV,DV)

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FUEL PUMP RELAY COIL VOLTAGE (FPR) FUEL PUMP RELAY (FPR)
LOW OIL PRESSURE (OPS) OVERSPEED MAGNET VALVE (OSV)*

id
MAIN ALT. VOLTS (RECTIFIED) (SCM)
OPERATING AIR INPUT SIGNAL
TRACTION MOTOR CURRENTS ♦
(CRL)
(SCM)
n f OUTPUT TO LOADMETER

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OUTPUT TO GE SPEEDOMETER*

C
AIR COMPRESSOR SYNCHRONIZATION (T/L22) AIR DRYER*
COMPRESSOR GOVERNOR (CGS)*
DYN. BRAKE BLOWER MOTOR
SPEED #1
n
(BMS1)* d SAND CONTROL VALVES: (FSCV1 & 2,

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RSCV1 & 2)
DYN. BRAKE BLOWER MOTOR
SPEED #2
r y
(BMS2)* GOVERNOR OR EFI*

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DYN. BRAKE AND SLOW SPEED LEVEL
REQUEST (T/L 24)* SPEED CONTROL (AV,BV,CV,DV)
LOW WATER PRESSURE/LEVEL

r ie (WPS/LWL)*
LOW OIL PRESSURE (LOP)

op
MOTORING OR DYNAMIC BRAKING CALL(BR1)*
OVERSPEED GOVERNOR (LOW OIL ENGINE LOAD ABILITY (LCP)
PRESS)

Pr
OVERSPEED CIRCUIT BREAKER OPEN
(EOPS)* LOW WATER PRESSURE
EFI SYSTEM FAULT
(LWP)*
(CHECK ENG.)*

GE
PROPULSION RECTIFIER OVERTEMP.
TRACTION MOTOR FIELD CURRENT
(DYNAMIC BRAKE) (SCM)*
TRACTION MOTOR SPEED♦

DRIVERS
CONTACTORS:
GENERATOR FIELD CONTACTOR (GF)

♦ ONE SIGNAL PER TRACTION MOTOR

* OPTIONAL, MAY NOT BE AVAILABLE DEPENDING ON LOCOMOTIVE CONFIGURATION.

E−44412B

Figure 1. BSS Microprocessor (Part 2 of 3).

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SMI−07022D, BSS / Siriust Microprocessor Electrical Systems

BSS

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CONTROLLER

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DRIVES:

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BATTERY JOG RELAY (JGR)*
AMBIENT AIR TEMPERATURE (AT) WATER FLOW MAGNET

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BAROMETRIC PRESSURE (BPT) VALVE (WFMV)*
ENGINE LUBE OIL TEMPERATURE (LOT) EDDY CURRENT CLUTCH

on
ENGINE WATER DISCHARGE TEMP. (EWT) RELAYS (ECR1,2)*

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BATTERY JOG CONTACT. STATUS (BJ+, BJ−)*

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CRANKCASE OVERPRESSURE (COP)*

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ENGINE MANIFOLD AIR PRESSURE (MAPS)*
OIL PRESSURE
FUEL PRESSURE
y a(LOP)*
(FOP)*

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STATUS DRIVERS

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CONTACTORS:

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BRAKING, MOTOR FIELD (B1)

P
CRANKING CONTACT. (GS+, GS−)

GE
PROPULSION :
4 AXLE LOCOMOTIVE P1−P4, S1−S2*
6 AXLE LOCOMOTIVE P1−P6, S14, S25, S36
OTHER POWER EQUIPMENT:
BRAKING SWITCH (BKT)*
REVERSING SWITCH (REV)
EXTENDED RANGE BRAKING:
DB1 DB12*
SELF LOAD BOX:
4 AXLE LOCOMOTIVE LBS1−LBS4*
6 AXLE LOCOMOTIVE LBS1, LBS2, LBS3*

* OPTIONAL, MAY NOT BE AVAILABLE DEPENDING ON LOCOMOTIVE CONFIGURATION.

E−44412B

Figure 1. BSS Microprocessor (Part 3 of 3).

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 BSS / Siriust Microprocessor Electrical Systems, SMI−07022D

2.1. MICROCOMPUTER

The major components of the microcomputer are described as follows:

1. Central Processing Unit − this unit is a general purpose computer processor that is customized for a specific
application by programming. It is a program−controlled device; that is, it steps through and executes a series of
instructions that make up its program.

2. Input/Output Circuits − these circuits provide an interface between the internal central processing unit and ex-
ternal locomotive components. The input/output circuits receive status signals from various locomotive com-
ponents for the central processing unit to monitor and output control or drive signals from the central processing
unit to control various locomotive components.

3.
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Serial Communications Interfaces (serial links) − these interfaces or links are used to transfer information be-

a
tween the microcomputers and the operator display panel. The term “serial” means that one piece of informa-

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tion at a time is sent over the link, much the same way as dots and dashes (Morse code) are sent over a tele-

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graph line.

2.1.1. BrightStart / Siriust (BSS) Controller

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The BrightStart Siriust (BSS) receives operating commands from the operator and the locomotive trainline

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wires. A block diagram of BSS input/output is shown in Figure 1.

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BSS determines locomotive operating requests such as motoring, dynamic braking and self−load. BSS also

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stores and retrieves diagnostic information and locomotive FAULT history.

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BSS controls traction alternator field excitation, radiator fan speed through the eddy current clutch relays, and
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various locomotive control relays.
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BSS controls locomotive auxiliary excitation and battery charging.

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BSS also receives excitation control system feedback signals that enable it to monitor locomotive excitation and
o
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relay/contactor drivers and to make necessary adjustments.
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GE
In addition, BSS provides output signals that control the diesel engine − and hence engine speed − in accordance
with the position of the Throttle handle. BSS also controls the air compressor loading and unloading.

BSS receives auxiliary control feedback signals such as temperature and pressure sensor. BSS uses these inputs
to compute traction motor temperatures.

BSS also controls the power, braking, extended range, self−load and cranking contactors as well as the braking
switch, reverser and various relays. Engine cranking and engine cooling water flow are also controlled by BSS.

2.2. LOCOMOTIVE MONITORING AND OPERATOR DISPLAY PANEL

Inputs from the various locomotive systems are continually analyzed by BSS. Many types of sensor inputs are
used to monitor locomotive voltages, currents, speeds, temperatures, pressures and the status of various devices and
contactors. If an abnormality (FAULT) is found, the microcomputer will take appropriate action to insure system
protection. An attempt will be made to either cut out a faulty component, such as a traction motor or radiator fan motor,
or to reduce locomotive tractive effort. Through the microcomputer’s programming, emphasis is placed on continued
use of the locomotive with a reduced amount of horsepower without shutting it down.

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SMI−07022D, BSS / Siriust Microprocessor Electrical Systems

Some of the capabilities of BSS include:

1. Detection of FAULTS that will cause the locomotive to be removed from the MOTORING mode. These
FAULTS are displayed on the DID panel.

2. Detection of FAULTS that will cause the locomotive to be removed from the DYNAMIC BRAKING mode.
These FAULTS are displayed on the DID panel.

There are three major categories that result in action being taken if a FAULT occurs. They are presented in
increasing order of severity as follows:

1. Those that cause a reduction of excitation and tractive effort due to the unit’s lessened capabilities.

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2. Those that cause the engine to unload and return to idle.

3. Those that cause the engine to unload and shut down.

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m
FAULTS that result in tractive effort reduction or loss will be accompanied by anralarm bell that operates for 30

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I alarm bell.
seconds, after that the bell is automatically silenced.

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t
FAULTS that result in engine shutdown are accompanied by a continuous

e n the DID, and stored in BSS for later review

FAULT information is also passed on to the locomotive operator, through
by the maintainer.
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2.2.1. Diagnostic Display Panel (DID)
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a n
The Diagnostic Display Panel (DID) is usually located on the engine control panel at the long−hood end of the

ry Other FAULTS require more extensive knowledge to troubleshoot

operator’s cab. This panel’s two−line display (Figure 2) provides a description of the FAULT that has occurred. Certain

or to clear and reset; these must be left a

FAULTS may be cleared and reset by the operator.

ie t to maintenance personnel.

p r from BSS’s memory by using the DID keypad. The DID Panel is capable of
FAULT information can be recalled
displaying, upon request, up too
r 1000 FAULT messages. When the maintainer asks to look at stored FAULT data, BSS
decodes the stored FAULTPinformation and passes it to the DID where it is displayed.

GEalso use the DID Panel to monitor various locomotive operating conditions as well as run
The Maintainer can
diagnostic self−tests on the locomotive.

The DID Panel is intended to reduce the time required to find a faulty component and replace it. With the use of this
panel, turn−around time for the locomotive can be considerably shortened, minimizing costly locomotive down−time.
The repair of the faulty component can be accomplished after the locomotive has returned to service.

For a more extensive explanation of features and operation of the Diagnostic Display Panel (DID), refer to
SMI−00750−042 BrightStar Sirius Monitor Parameters.

3. ELECTRICAL SYSTEMS
3.1. FUEL PUMP AND DIESEL ENGINE CRANKING SYSTEM

Before pressing the Engine Start (EST) push button to start the diesel engine, the fuel pump motor must be
activated to feed fuel to the engine. This is accomplished by closing the Battery Switch (BS) and the Fuel Pump Circuit

6
 BSS / Siriust Microprocessor Electrical Systems, SMI−07022D

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n Display Panel (DID).
E−33575A

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Figure 2. Diagnostic
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d
Breaker (FPCB), placing the Engine Control Switch (ECS) in START position, and pressing the Fuel Pump Reset
n
Push Button (FPRB), shown in Figure 3.
a
y through the Battery Switch, the FPCB, and ECS to FPRB and back to the
a r
A circuit is established from the battery
battery through the Battery [Link] to Figure 3 (2). When FPRB is pressed, current will flow through the push
r ieFuel Pump Relay (FPR).
op the two FPR contacts will close and the fuel transfer pump motor will run to pump
button switch and the coil of the

When FPR becomes renergized,

E P Refer to Figure 3 (3). The coil of FPR will remain energized after FPRB is released because
fuel to the diesel engine.

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one contact (the FPR contact shown on Figure 3, above the FPR coil, next to FPRB) acts as a holding contact to keep
the FPR coil energized. Thus, the fuel pump motor will continue to run, after the Fuel Pump Reset push button is
released, for 60 seconds or until the engine is running.

Current from the battery will flow through ECS and FPRB to the Engine Start (EST) push button. Refer to Figure 3
(4). When EST is pressed, the two Engine Start Contactor (GS+ and GS−) coils will be energized. The engine will not
crank if the Barring Over Switch (BOS) is in place to prevent injury; verify BOS is removed from the engine. The GS+
contact in the auxiliary generator circuit and the GS− contact in the exciter circuit will close and current will flow from the
battery to the cranking windings in the auxiliary generator and exciter. The diesel engine should now start.

The BSS will automatically terminate cranking after the engine reaches 200 RPM.

NOTE: The FPR, GS+, and GS− drivers in the BSS are normally conducting drivers. This means that even
with the BSS panel off, the diesel engine can be started.

7
SMI−07022D, BSS / Siriust Microprocessor Electrical Systems

BP BP
ENGINE
FUEL PUMP (ECS) CONTROL
CIRCUIT SWITCH
BREAKER GS+
(FPCB)
FUEL PUMP
BATTERY RESET
SWITCH PUSH BUTTON
(BS) FPR FPR (FPRB) DIESEL
AUX. ENGINE
GEN. EXCITER CRANKING
FRONT CAB REAR CAB MOTOR
FUEL SELECT SELECT
M TRANSFER RELAY RELAY
BATTERY PUMP (FSCR)* (RSCR)*

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74 VDC MOTOR
FRONT ENGINE REAR ENGINE
START PUSH START PUSH

a
GS−
BUTTON (FEST)* BUTTON (REST)*

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BATTERY
SWITCH
(BS)
FUEL
PUMP GS+ GS− ENGINE START
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CONTACTORS
RELAY
(FPR)
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*OPTIONAL, MAY NOT BE AVAILABLE DEPENDING ON LOCOMOTIVE CONFIGURATION. E−44415A

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Figure 3. Simplified Fuel Pump and Diesel Engine Cranking System (Part 1 of 4).

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BP BP

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ENGINE

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FUEL PUMP (ECS) CONTROL

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CIRCUIT SWITCH

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BREAKER GS+

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(FPCB)

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FUEL PUMP

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BATTERY RESET
SWITCH PUSH BUTTON

GE
(BS) FPR FPR (FPRB) DIESEL
AUX. ENGINE
GEN. EXCITER CRANKING
FRONT CAB REAR CAB MOTOR
FUEL SELECT SELECT
M TRANSFER RELAY RELAY
BATTERY PUMP (FSCR)* (RSCR)*
74 VDC MOTOR
FRONT ENGINE REAR ENGINE
START PUSH START PUSH GS−
BUTTON (FEST)* BUTTON (REST)*

BATTERY
SWITCH
(BS)
FUEL ENGINE START
PUMP GS+ GS−
RELAY CONTACTORS
(FPR)
N N
*OPTIONAL, MAY NOT BE AVAILABLE DEPENDING ON LOCOMOTIVE CONFIGURATION. E−44415A

Figure 3. Simplified Fuel Pump and Diesel Engine Cranking System (Part 2 of 4).

8
 BSS / Siriust Microprocessor Electrical Systems, SMI−07022D

BP BP
ENGINE
FUEL PUMP (ECS) CONTROL
CIRCUIT SWITCH
BREAKER GS+
(FPCB)
FUEL PUMP
BATTERY RESET
SWITCH PUSH BUTTON
(BS) FPR FPR (FPRB) DIESEL
AUX. ENGINE
GEN. EXCITER CRANKING
FRONT CAB REAR CAB MOTOR
FUEL SELECT SELECT
M TRANSFER RELAY RELAY

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BATTERY PUMP (FSCR)* (RSCR)*
74 VDC MOTOR
FRONT ENGINE REAR ENGINE

a
START PUSH START PUSH GS−
BUTTON (FEST)* BUTTON (REST)*

m
BATTERY
f or
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SWITCH
(BS)
FUEL ENGINE START

ia
PUMP GS+ GS−
CONTACTORS

t
RELAY

en
(FPR)

id
N N

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*OPTIONAL, MAY NOT BE AVAILABLE DEPENDING ON LOCOMOTIVE CONFIGURATION. E−44415A

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Figure 3. Simplified Fuel Pump and Diesel Engine Cranking System (Part 3 of 4).

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BP
y a BP

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ENGINE

t
FUEL PUMP (ECS) CONTROL

ie
CIRCUIT SWITCH

r
BREAKER GS+

p
(FPCB)

o
FUEL PUMP

r
BATTERY RESET

P
SWITCH PUSH BUTTON
(BS) FPR FPR (FPRB) DIESEL

GE
AUX. ENGINE
GEN. EXCITER CRANKING
FRONT CAB REAR CAB MOTOR
FUEL SELECT SELECT
M TRANSFER RELAY RELAY
BATTERY PUMP (FSCR)* (RSCR)*
74 VDC MOTOR
FRONT ENGINE REAR ENGINE
START PUSH START PUSH GS−
BUTTON (FEST)* BUTTON (REST)*

BATTERY
SWITCH
(BS)
FUEL ENGINE START
PUMP GS+ GS−
CONTACTORS
RELAY
(FPR)
N N

*OPTIONAL, MAY NOT BE AVAILABLE DEPENDING ON LOCOMOTIVE CONFIGURATION. E−44415A

Figure 3. Simplified Fuel Pump and Diesel Engine Cranking System (Part 4 of 4).

9
SMI−07022D, BSS / Siriust Microprocessor Electrical Systems

AUXILIARY
GENERATOR AGCB
VOLTAGE
AUXILIARY
GENERATOR
CIRCUIT
BREAKER
GS+, GS−

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id Block Diagram.
E−40711

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Figure 4. Battery Charging and Cranking
3.2. BATTERY CHARGING SYSTEM
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The Battery Charging System (Figure 4) consists
n d of the battery, auxiliary generator, voltage regulator and
reverse−current diode panel.
y a
r engine cranking and auxiliary electrical power when the diesel engine
The battery supplies electric power foradiesel

ie t
r
is shutdown. Both the exciter and auxiliary generator are used for cranking the engine. After the diesel engine has

op
started and reached running speed, the auxiliary generator, driven by gears mounted on the traction alternator,
provides dc current.
r
P controls the output from the auxiliary generator by sensing the output voltage and
E
The BSS Voltage Regulator
G to maintain +74 vdc under various conditions of load and of diesel engine rpm. This 74 volts
adjusting the field current
is used by the electrical panels and devices. It also supplies current for battery charging.

The Reverse−Current Diode Panel acts as a blocking device to prevent a reverse flow of electrical current in the
circuit, possibly discharging the battery.

The Voltage Regulator function can be provided by the BSS panel, a separate Voltage Regulator (such as a FH23),
or both. Note that if a separate VR is present, the BSS panel can be off, and batteries will continue to charge through
the separate VR.

4. PROPULSION SYSTEM
The propulsion system for a typical BrightStar Sirius−equipped locomotive is illustrated by the block diagram
shown in Figure 5.

The diesel engine crankshaft is mechanically coupled to the traction alternator rotor. As the rotor turns, it converts
engine mechanical energy into 3−phase VAC. This VAC is fed to the power rectifiers where it is rectified to VDC. The

10
 BSS / Siriust Microprocessor Electrical Systems, SMI−07022D

TO OTHER
MOTORS
(PARALLEL)

RECTIFIERS TM
AMPS
GF
TM
BSS SPEED
P
TRACT. ALT. CONTACT
FIELD REG. RECTIFIER
TEMP.
OUTPUT
TM

it on
ARMATURE
TRACTION
ALTERNATOR
REVERSER

a (FORWARD)

rm
MAIN ALTERNATOR
DRIVEN BY DIESEL ENGINE

nfo TM

lI
FIELD

ia
TM

t VOLTS

en
fid
FROM
OTHER

n
MOTORS

C o E−34834C

n d
Figure 5. Simplified Propulsion System Diagram.

y
VDC flows through power contactors, a Reversera and Braking switch to the traction motors. The traction motors are
mechanically connected to the wheels r
t athen
through reduction gearing. The VDC applied to the traction motors causes the

ie
traction motors to rotate. The wheels are turned through the reduction gearing.
rthe means for applying and removing power to the traction motors. The reverser
p
roof the the
Power contactors provide

P
provides the means for reversing current to the traction motor field windings, which reverses the traction motors,

GE responding to signals from the operator or locomotive trainline controls.

thus reversing the direction locomotive. The power contactors and reverser are controlled remotely through the
control system electronics,

11
SMI−07022D, BSS / Siriust Microprocessor Electrical Systems

5. EXCITATION CONTROL SYSTEM

The BSS locomotive uses an excitation control system called “Micro−CHEC.” This is a constant horsepower type
of excitation system and is similar to that used on earlier Series−7 model locomotives. The main difference between
the two control systems is that the BSS control system utilizes a microcomputer to optimize performance and provide
on−board diagnostics.

A simplified block diagram of the excitation control system, shown in Figure 6, illustrates signal flow between
excitation control system components. Traction alternator excitation is initiated in response to the Throttle Notch
signals (controlled by the operator by manually moving the Throttle handle or controlled by the trainline control wires)
that request certain horsepower levels.

it on
To accomplish constant horsepower operation as train speed varies, several interactive control loops are used.
Refer to Figure 7.
a
rm
The primary functions of the Traction alternator excitation control system are as follows:

1.
n fo
Initiate and regulate the output voltage and current of the traction alternator
I
2. Reduce power (tractive effort), when required, to provide maximum ladhesion.
t a power circuit grounds
ifrom
3. Reduce or remove output voltage to prevent equipment damage
e n
4. Reduce output current to prevent overheating of tractionid
n f motors.
Speed related feedbacks are as follows:
C o
n
1. Traction motor speed signal used in the excitation d control system.
y a
2. Train overspeed (optional).
r
a(optional).
3. Extended range dynamic braking
e t
i(optional).
r
op 6. ADHESION CONTROL SYSTEM
4. Motor or alternator transition

P r
G E
The BSS locomotive Adhesion Control System referred to as “Micro−Sentry” is a traction motor speed regulating
control system. That is, it monitors the speed of each traction motor and attempts to regulate the maximum differential
between axle speeds within an allowable limit. To do this, the speed of each traction motor armature is measured with
a magnetic Speed Sensor (SS). The sensor is magnetically pulsed as the teeth of a special 60−tooth gear, mounted on
the commutator end of the traction motor, pass through the sensor’s magnetic field. The AC pulse train signal from the
speed sensor is fed directly to the BSS where it is used to indicate the speed of each axle.

The speed sensor signals are automatically calibrated to compensate for differences in wheel diameters due to
wear. This calibration procedure is automatically initiated whenever:

1. the average speed of all traction motors is greater than seven mph,

2. and the throttle handle is in IDLE,

3. and the dynamic brake handle is OFF,

4. and air brakes are not applied.

12
 BSS / Siriust Microprocessor Electrical Systems, SMI−07022D

M−U LINES

ELECTRONIC CONTROLS AND

GOVERNING TRAINLINES INPUT
UNIT (EGU)*

DYNAMIC
SIGNAL

BRAKING
NOTCH
it on
SPEED COMMAND
LOAD CONTROL SIGNAL

a
ENGINE
GOVERNOR* POWER PISTON POSITION*

rm
fo
FUEL
INJECTOR*

lI n
SPEED (CRANKSHAFT) BSS
CONTROLLER
DIESEL

ia
ENGINE

t
MECHANICALLY AUX GEN

en
LINKED FIELD CONTROL
AUX GEN/EXCITER

id
EXCITER FIELD CONTROL

n f
TRACTION
ALTERNATOR
C o
n d
y a
ar
POWER

t
RECTIFIERS

ie
RECTIFIED ALTERNATOR VOLTAGE SIGNAL

pr TRACTION MOTOR CURRENT SIGNALS

o
TRACTION MOTOR

r CURRENT SHUNT TRACTION MOTOR FIELD CURRENT IN DYNAMIC BRAKING

P
GE POWER
CONTACTORS

REVERSER AND BKT

TRACTION
MOTORS
SPEED SENSOR SIGNALS
SPEED SENSORS

SANDING VALVE SIGNAL

SANDERS
NOTE: POWER SUPPLIES, SYSTEMS MONITORING AND PROTECTION,
CONTACTOR POSITION STATUS AND OTHER MICROPROCESSORS
CONNECTIONS ARE OMITTED FOR SIMPLICITY

* OPTIONAL, MAY NOT BE AVAILABLE DEPENDING ON LOCOMOTIVE CONFIGURATION.

E−34320E

Figure 6. Simplified Excitation System Block Diagram.

13
14
AUX. ALTERNATOR NO. OF BAROMETRIC PRESSURE
HORSEPOWER ACTIVE
(AUX. CONTROLLER) TRACTION
MOTORS MANIFOLD PRESSURE

ENGINE SPEED

−
+
COMPEN−

+
POWER COMPEN−

+
HORSEPOWER REFERENCE SATION SATION
REFERENCE GENERATOR e POWER II e
− POWER I
TABLE
−
*POWER

GE
DERATION WHEELSLIP
FACTOR CONTROL

P
KILLOWATT

r
COMPUTATION
PER MOTOR

o p
S

r
M

+
CURRENT, RATE LIMIT
NOTCH CALL VOLTAGE VOLT COMPEN− A EXCITER
V/SEC SATION L

ie
(CAB REFERENCE INCREASE SCALE e FIELD
L

t
CONTROLLER) TABLE − VOLTAGE I REGULATOR
E I REF
POWER S

ar
CIRCUIT T
GROUND
SIGNAL

a
y +
n
+
COMPEN−

d
CURRENT COMPEN−
e SATION e SATION
SCALE
CURRENT II − CURRENT I

C
ENGINE −

o
SPEED HOT TRACTION MOTOR
SELECTION SIGNAL (FROM AUX)

n f id
GOVERNOR
SMI−07022D, BSS / Siriust Microprocessor Electrical Systems

SOLENOIDS
K1

en
D.C. VOLTS 1 + T1 S
t ia
K2
lI

I T.M. NO. 1
n

TRUCK
1 + T2 S T.M. I MAX
POWER
fo

CONTROL
FEEDBACKS
K2
I T.M. NO. 2
rm

1 + T2 S
a

K2
I T.M. NO. 3
it on

* POWER DERATION FACTORS ARE COMPOSED OF:

1 + T2 S
LOAD CONTROL POT
T.M. NO. 4 WATER TEMPERATURE
LUBE OIL TEMPERATURE
HUMP CONTROL / PACESETTER
T.M. NO. 5 MOTOR CUTOUT

T.M. NO. 6 E−44421

Figure 7. Constant Horsepower Block Diagram.

 BSS / Siriust Microprocessor Electrical Systems, SMI−07022D

When this automatic calibration procedure takes place, the BSS adjusts stored values of gain for each of the other
axles so that all axles appear to have the same speed.

A series of computational steps (or algorithm) within the Adhesion Control System provides for the detection of
wheel slips and applies an appropriate corrective action when required. Typical responses include Automatic
Sanding, Variable Power Reduction, and a trainlined Wheelslip Indication.

6.1. WHEELSLIP OPERATION IN MOTORING

Speed Sensor inputs are continuously monitored by the BSS. When operating in Motoring, the acceleration and
speed of all axles are compared.

it on
If differential wheel speeds and/or accelerations are greater than preset limits, corrective action will be taken by the
wheelslip control algorithm as shown in Figure 8. All wheelslip corrections are applied in the power control loop of
a
Figure 7 as a constraint to the traction alternator voltage. Basic Wheelslip Derations are provided by the Integrator

rm
Function. Additional corrective action, which is dependent upon the magnitude of the maximum speed excursion

fo
and/or the maximum wheel acceleration, is provided by the Proportional Adders. To insure smooth control, all
n
lI
corrections are applied to the excitation control system using a proportional plus integral voltage regulator loop.

t ia
Once the wheelslip is under control, recovery of the excitation system is provided by the Recovery Function, which

en
gradually increases the value of the traction alternator voltage constraint.

id
n f
REFERENCE
C o
d
SPEED

a n
GAIN
r y RECOVERY

ta
FUNCTION FUNCTION VOLTAGE SNAPSHOT
(TRACTION VOLTAGE

r ie PRIOR TO WHEELSLIP)

ȍo
p
r
MAXIMUM + − +
DERATE/ ȍ
P− INTEGRATOR VOLTAGE
WHEEL RECOVERY CLAMP

E
SPEED −

G PROPORTIONAL
+ ADDERS
REFERENCE ȍ
SPEED
−

MAXIMUM
ACCELERATION
DIFF − SPEED
FUNCTION

E−37803A

Figure 8. Wheelslip Control Steps or Algorithm.

15
SMI−07022D, BSS / Siriust Microprocessor Electrical Systems

A locked axle or motor overspeed condition will cause output power to be driven to zero, and will be accompanied
by a trainlined wheelslip indication and bell alarm. Power will be reapplied per the engine load rate schedule once the
condition is corrected.

6.2. SAND

If poor wheel to rail adhesion causes the output of the locomotive to fall below a preset percentage of that requested
by the throttle position, or if a large differential in traction motor speeds is detected, or if a synchronous slip is detected,
sand will automatically be applied.

6.3. WHEEL SLIP OPERATION IN BRAKING

it on
In braking, the amount of correction of wheelslip is determined by the amount of slide and is accomplished in
several stages:
a
6.3.1. Stage 1 − Sand
rm
nfo
lI
Sand is automatically applied to the leading axles of the locomotive if a small difference in motor speeds is

ia
detected. Sanding continues for three seconds after the slip is corrected.
t
6.3.2. Stage 2 − Small Power Reduction
id en
n f
When the Stage 1 limit is exceeded, a small power reduction goes into effect and sanding continues.

6.3.3. Stage 3 − Moderate Power Reduction C o

n d
a
When the Stage 2 limit of wheelslip is exceeded, a moderate power reduction goes into effect and sanding
y
ar
continues.

6.3.4. Stage 4 − Complete Power Removal

ie t
pr
o
If a large difference in wheel speeds is detected, power output is quickly removed and is accompanied by a
r
P
trainlined wheelslip indication.

GE 7. DYNAMIC BRAKING SYSTEM (optional)

The Dynamic Braking System operates to control train speed on down−grades and to reduce train speed when
stopping. This is accomplished by converting train motion energy (speed) into electrical energy. In dynamic braking,
the traction motors become generators, which are turned by the locomotives wheels, to produce electrical power
(braking current). This electrical energy is dissipated in the form of heat in the grid resistors. The grid blower motors
are connected across a tap of some of the grid resistors in order to provide the blower motors with electrical power.

The sequence of events that occur when setting up and going into Dynamic Braking is shown in Figure 9.

Connecting the traction motor circuits for dynamic braking is accomplished by moving the Throttle handle to the
IDLE position and the Dynamic Braking handle to the SET−UP position. This changes the Braking switch from
MOTORING to BRAKING, connects the traction motor fields in series, and connects the traction motor armatures to
the grid resistors.

16
 BSS / Siriust Microprocessor Electrical Systems, SMI−07022D

DROP OUT
THROTTLE DISABLE EXCITER ALT. FIELD
HANDLE FIELD REGULATOR CONTACTOR
TO IDLE (GF)
BSS CONTROLLER
COMMAND ENGINE
SOLENOIDS TO IDLE

WAIT FOR TRACTION

MOTOR CURRENT TO DECAY
THEN DROP OUT POWER
CONTACTORS

BRAKING SWITCH
BRAKE WAIT FOR TRACTION SHORT TIME DELAY (BKT) TO BRAKE
MOTOR CURRENT LESS LESS THAN

it on
HANDLE
TO SET−UP THAN 15 AMPS 3 SECONDS
PICK UP POWER
CONTACTORS

a
rm
APPLY 74 VDC TO TRACTION MOTOR
FIELDS CONNECTED

fo
BRAKING CONTROL IN SERIES
POT. (BCP)

lI n TRACTION MOTOR

ia
ARMATURES

t
DISCONNECTED

en
FROM SERIES FIELDS
AND CONNECTED TO
BRAKING GRIDS

f id
DYNAMIC *
n
Co
BRAKE HANDLE BRAKE EXCITER FIELD BRAKING
TO MINIMUM CONTACTOR REGULATOR CURRENT
BRAKE

d
(B1) PICK UP TURN ON BUILD−UP

n
ALTERNATOR FIELD

a
CONTACTOR (GF)
PICK UP

ary ENGINE TO SPEED

PROPORTIONAL TO RADIATOR *

t BRAKE HANDLE FAN

ie
POSITION COOLS GRIDS

r
r op
P
EXCITATION CONTROLLER WHEEL SPEEDS

GE TRACTION MOTOR
CURRENT SHUNTS

BRAKE GENERATE
HANDLE TRACTION MOTOR RECTIFY THREE−
BETWEEN FIELD CURRENT CONTROL TRACTION PHASE OUTPUT
MIN. MAX. LIMIT REFERENCE EXCITER FIELD FROM TRACTION
RANGE REGULATOR ALTERNATOR
CURRENT
GENERATE GRID
CURRENT LIMIT ENERGIZE
REFERENCE TRACTION MOTOR
FIELDS

TRACTION
MOTOR
TRAIN ARMATURES
MOTION

* OPTIONAL, MAY NOT BE AVAILABLE DEPENDING ON RUN DISSIPATE

LOCOMOTIVE CONFIGURATION. GRID ENERGY
BLOWERS IN GRID
E−44422

Figure 9. Dynamic Braking Sequence Block Diagram.

17
SMI−07022D, BSS / Siriust Microprocessor Electrical Systems

Placing the Dynamic Brake handle in the MINIMUM position causes the Braking Contactor (B1) and the Power (P)
contactors to close, which applies rectified traction alternator voltage to the traction motor fields. (P contactors close
the motor armature circuits.) The traction motors become generators to produce braking current.

The amount of dynamic braking is selected by setting the Dynamic Brake handle between the MINIMUM and
MAXIMUM positions. A Braking Control Potentiometer (BCP), located in the Brake Controller, converts the setting of
the Brake handle to an electrical signal that is used to establish the desired level of dynamic braking.

Low Voltage Feedback signals from the traction motor current shunts are used to measure braking current in the
resistor grids. At high train speeds, braking current is held constant at maximum braking effort. Maximum braking
effort is determined by:

it on
1. Traction motor commutation limits.

2. Traction motor or braking grid current limits.

a
rm
fo
Above a preset train speed, maximum braking current is reduced (tapered) by the control system (Figure 10). This

n
is to prevent traction motor damage (flashovers) that could occur because the motors would be operating above their

lI
commutation limits. As train speed slows, dynamic braking is allowed to increase to its maximum level.

ia
t
en
The standard braking control system, sometimes called “Flat” or “Field Current Control,” limits both motor field
current and motor armature current as a function of the handle position. Thus, at less than Full Brake handle position,

f id
both field and grid current limits are less than maximum at all speeds.

o n
C
An optional control system (Figure 11) called “Tapered” or “Grid Current Control,” provides a fixed grid current limit

d
with the field current limit only a function of Brake handle position.
n
a
BSS calculates the amount of traction alternator excitation needed to produce the required dynamic braking
y
ar
current. At any setting of the Dynamic Braking handle, the Low Voltage Feedback signal is compared with a

t
Reference signal set by the Dynamic Braking handle position. An excitation signal is sent to the Exciter Field to modify
ie
r
the traction alternator excitation accordingly.
p
r o
Extended Range Dynamic Braking functions to maintain high braking current levels as train speed decreases
P
toward zero. Refer to Figure 12. This feature sequentially picks up the extended range contactors to short−circuit

GE
sections of the grid resistors in order to obtain less grid resistance.

E−33433

Figure 10. Typical Braking Curve.

18
 BSS / Siriust Microprocessor Electrical Systems, SMI−07022D

E−33434A

it on
Figure 11. Typical Braking Curve for Five Levels of Dynamic Braking Using the Optional System.

a
rm
nfo
lI
BRAKING EFFORT

t ia
iden
n f
C o LOCOMOTIVE SPEED E−38200

n dRange Dynamic Braking Curve (If Equipped).

Figure 12. Typical Extended

y a grid current curve and the maximum field current curve intersect.
Peak braking effort occurs where the maximum

t ar this
As the locomotive speed decreases from point, braking effort will also decrease. Sections of the grid resistor are

ie speeds.
shorted together to increase grid current and to regain braking effort. This is performed in several steps to regain
r
opthe braking grid resistor sections are controlled by BSS. The sequencing occurs at
braking effort at successively lower

r
P to give optimum step size.
The contactors that short

E
specific locomotive speeds

G are cooled by the grid blowers or by the radiator fan. The grid blowers are connected across a
The braking grids
portion of the grid resistance and obtain their power from the voltage developed across the resistance. As current
goes up, so does the available voltage to run the blowers, and the blowers run faster. As current goes down, so does
the available voltage, and the blowers run slower (Figure 13).

1000
AMPS
CURRENT
GRID

BLOWER SPEED
3000 RPM E−33436

Figure 13. Typical Grid Blower Speed/Grid Current Relationship (If Equipped).

19
SMI−07022D, BSS / Siriust Microprocessor Electrical Systems

8. MOTOR TRANSITION (optional)

Motor transition is one scheme employed to aid in achieving full horsepower utilization throughout the speed range
intended for a locomotive. This is accomplished by changing motor connections at a pre−determined speed. Two
such motor arrangements are used. At low speeds, the motors are connected in the series−parallel configuration
shown in Figure 14. When the locomotive reaches a pre−determined speed, the motors are reconnected in the
full−parallel configuration shown in Figure 14.

it on
a
rm
nfo
ia lI
t FULL−PARALLEL, 6P

id en
SERIES−PARALLEL, 2S−3P
n f
C o E−44055

n d
Figure 14. Motor Transition Configurations.

a
from full−parallel to series−parallel occurs raty23 mph when locomotive speed is decreasing.
Transition from series−parallel to full−parallel occurs at 26 mph when locomotive speed is increasing. Transition

a
t on the characteristics of electrical rotating machinery. The following
r i
Justification of transition is basede
p
rtoovoltage drop across each traction motor.
characteristics apply:

E
1. Speed is proportional P
2. Tractive effortG is proportional to the current flow in each traction motor.

3. Horsepower is proportional to the product of volts and amps.

Any rotating machine must be designed for maximum current. These can respectively be seen as the mechanical
ability of the machine to withstand high rotational speeds and the ability of the machine to withstand the heat generated
by high currents.

In addition, it is important to remember that the diesel engine is a constant speed − constant horsepower machine.
Since horsepower is proportional to the product of volts and amps, the output characteristics of the diesel engine may
be represented as volts x amps equals a constant.

20
 BSS / Siriust Microprocessor Electrical Systems, SMI−07022D

9. ALTERNATOR TRANSITION (optional)

With alternator transition, the traction motors are permanently connected in parallel, thus a minor wheel slip of one
motor does not take voltage from another as when two motors are in series. Since the motors are always in parallel, the
locomotive develops higher adhesion at low locomotive speed and is less likely to stall the train on a hill.

The alternator is a three−phase machine with two separate sets of windings. Since the output is ac, the windings
can be connected in parallel or series only if proper attention is given to matching the phase of the six windings. The
proper phasing is T1 and T11; T2 and T12; and T3 and T13. The polarity of the windings and the phasing are
established since both sets of windings are Y−connected and in the same stator.

The following steps explain the principles of Alternator Transition by showing the system switching from high
current, low voltage to lower current, higher voltage and the reverse:
io n
NOTE: “High” or “higher” indicates twice or double the output of one alternator,
a t either current or volt-
rm bus (Figure 15A). In this
age.

o
f on the same stator and in phase.
n
1. Start with two identical alternators connected in parallel, feeding an ac, three−phase
I
it al six rectifier panels are necessary (Fig-
case the two identical alternators are part of the same machine, wound

ure 15B) to supply dc power by rectifying the output of thentwo alternators. The connection of the two sets of
2. The alternators provide ac power, but dc power is required. Therefore,

i d eHowever, the voltage is not doubled, since the wind-

ings are in parallel.
n f
windings at the rectifiers provides a high current output.

C
3. The objective now is to switch the two alternator
o outputs so double voltage is available at lower current. To
n d linesNext,arebreak
accomplish this, six more rectifiers are added. the circuit in half (Figure 15C). This provides two
separate dc power sources when the a phase connected with two new dc buses.

a ry (Figure 15D), the two sets of windings are in series, satisfying the re-
t and lower current. Note the three phases are connected together at their mid-
4. If these two new buses are connected

i
quirement for double voltage
r e
points.
p
o circuit redrawn to show all six points still connected. Now, if the two bus bars between
5. Figure 15E is the rsame
P
parallel andE
the three−phase lines were removed, it would be electrically the same as Figure 15B, with two alternators in
G the rectified output producing high current, low voltage.
6. Thus, if two contactors were installed in place of the two removed bus bars, the contactors could interchange
the current and voltage levels by simply opening or closing. This is the function of contactors AS1 and AS2
(Figure 15F). The contactors switch, or “make transition,” by reconnecting the rectified outputs of the two alter-
nator windings to make possible the change from high current, low voltage to lower current, higher voltage.

7. When AS1 and AS2 OPEN or CLOSE, there is a quarter second difference in timing to soften the action. The
alternator is not disconnected but remains coupled to the engine during transition. The stabilizing circuit in the
excitation system is momentarily disconnected to prevent unwanted stabilizing and a quick power adjustment
is made by way of the wheel slip system. After transition is complete, stabilizing is resumed for the new connec-
tion at the same current and voltage as before. Since transition operates on the field or rotor of the alternator, it
has the same affect on the windings in either connection.

21
SMI−07022D, BSS / Siriust Microprocessor Electrical Systems

it on
a
rm
nfo
ia lI
t
id en
n f
C o
n d
y a
t ar
r ie
o p
Pr
GE
E−32366

Figure 15. Step−By−Step Development of Alternator Transition.

By connecting the three phases together with the two contactors, AS1 and AS2, a change or transition is made.
Although the traction motors remain in the full-parallel connection, twice as much current is available to each traction
motor when starting a train and then twice as much voltage is available when required for high train speed operation,
above transition speed, or 38.5 mph (62 kph) for 83:20 gearing. Figure 16 shows simplified alternator transition
diagrams for both low and high speed operations.

10. RADIATOR FAN SPEED CONTROL (optional)

Some General Electric locomotives use a “dry radiator” cooling system. That is, as long as engine cooling water
temperature remains below a preset limit, no radiator cooling is required, therefore, no water is diverted to the radiator
and radiator cooling fan operation is not required.

22
 BSS / Siriust Microprocessor Electrical Systems, SMI−07022D

it on
a
rm
nfo
ia lI
t
id en
n f
C o
n d
y a
t ar
r ie
o p
P r
G E E−31358A

Figure 16. Simplified Alternator Transition Diagrams for Low and High Speed Operation.

When the engine water temperature exceeds a preset limit, water is diverted to the radiators for cooling. During
this time, the amount of radiator cooling air required varies depending upon the water temperature and the loaded or
unloaded condition of the engine. To operate the cooling fan efficiently, the system is designed to monitor water
temperature and to select a cooling fan speed accordingly; higher temperatures cause higher cooling fan speeds as
shown in Table 1. This feature saves maintenance costs and enhances fuel economy.

The BSS Radiator Fan Motor operates at one of three levels:

1. Zero speed.

2. Low speed.

3. Full speed.

23
SMI−07022D, BSS / Siriust Microprocessor Electrical Systems

NOTE: All speeds are proportional to diesel engine speed.

The BSS panel controls operation of the Water Flow Magnet Valve and Eddy Current Clutch Relays, ECR1 and
ECR2. ECR1 is energized for Low Fan Speed; ECR2 is energized for Full Fan Speed.

Some GE locomotives are equipped with a “wet radiator” cooling system. In the wet system, water is always in the
radiators. Since water is always in the radiators, shutters are utilized (in colder climates) to prevent freeze damage.
The Shutter Magnet Valve takes the place of the Water Flow Magnet Valve from the dry system. In warmer climates,
where there is no risk of freeze damage, the shutters may be eliminated and a Water Diverter Valve is utilized to shunt
water through the engine and divert radiators; in this way the engine can be kept warm. on GE locomotives with an
Eddy Current Clutch and Dynamic Braking Grids in the radiator cab, a Clutch Failure Relay is used to ensure that there
is current in the Eddy Current Clutch; if the Clutch Failure Relay fails to energize, the BSS system will restrict dynamic
braking and self load in order to prevent grid burn−up.
io n
TABLE 1. TYPICAL WATER TEMPERATURE CONTROL RADIATOR FAN AND WATER at FLOW MAGNET
VALVE.
o rm
nf
RADIATOR FAN CONTROL
I
it al
Based on Water Temperature Sensor*
Readings, _F (_C)

e nRadiator Fan Speed

f id Off
n
Conditions Low Full
Rising Water
C o − 196 200

d
Temperature, _F (_C) (91) (93)
Falling Water
a n 182 190 −

ry
Temperature, _F (_C) (83) (88)

a
ir et − WATER FLOW MAGNET VALVE
WFMV

r op Water Temperature

Sensor isP
Water Temperature Sensor* is Bad,

Pick Up,
E OK
G Drop Out, Pick Up,
Use Oil Sensor
Drop Out,
_F (_C) _F (_C) _F (_C) _F (_C)
183 (84) 178 (81) 193 (89) 187 (86)
* If the water temperature sensor is bad, the
system will use a water temperature value
of approximately 210_F (99_C).

Some GE locomotives with dry radiators have no Eddy Current Clutch; these locomotives run the radiator fan at full
speed all the time through a right−angle gearbox. On these vehicles a Fluid Amplifier is used to divert water to the
radiators. There is no BSS control on these types of locomotives, as the Fluid Amplifier is a mechanical device.

24
 BSS / Siriust Microprocessor Electrical Systems, SMI−07022D

11. ELECTRONIC FUEL INJECTION (EFI) SYSTEM (optional)

The purpose of the EFI system (Figure 17) is to sequentially deliver an appropriate amount of fuel, at the appropriate
time, to each of the cylinders of the diesel engine. The EFI system monitors engine pressures, temperatures and shaft
speed to evaluate the quantity and timing of the fuel delivery.

CRANK
SENSOR
#1
(CNK1)
FUEL
CRANK INJECTION
SENSOR PULL FUEL
#2 BOX FUEL INJECTION
PUMPS

it on
(CNK2) (FIPB) INJECTION
CONNECTOR (FILP1−8,
ENGINE (FIP) FIRP1−8)

a
CAM
POSITION ELECTRONIC

rm
SENSOR GOVERNING
(EPS) UNIT

fo
(EGU)
DIESEL
SPEED
lI n
ia
SENSOR
TURBO

t
(DSS)
INTERCOOLER

en
FUEL TEMPERATURE
SENSOR INJECTION TO AUX

id
BOX: CONNECTOR
− FIOP1
− FIWPS
(FIS)

n f
− FIMAP
− FIMAT
− FIEWT
POP TEST
SWITCH
C o
d
(FIPTS)

an
74 VDC RETURN
E−42426

ary
Figure 17. EFI System (Bosch) Block Diagram.

ie t
r
Major functions of the EFI system include:

1.
r op
Engine Speed Control.

2.
E P Deceleration Rate Limiting.
Acceleration and

3. MaximumG Fuel Limiting (LVDT signal).

4. Engine Mode Control (cranking, running, shutdown, idle, stationary, stall and overspeed).

5. Engine Protection (overspeed, overload, smoke, low oil pressure and low water pressure).

6. Timing Control.

7. Diagnostics.

The EFI system monitors and identifies certain engine operating parameters, and if detected as being outside of
normal limits, will alert the microcomputer system to reduce engine speed and/or alternator load/excitation. These
operating parameters primarily relate to low water pressure, low oil pressure and fuel over demand conditions. The
low pressure indications will result in a series of notch/speed reductions until such time as normal pressure levels
resume. A fuel demand condition will result in the shedding of load from the alternator (reduced excitation) until such
time as fuel demand can be managed by fuel delivery.

25
SMI−07022D, BSS / Siriust Microprocessor Electrical Systems

The EFI system also sends the microcomputer system information relative to fuel levels and air intake manifold
conditions. The microcomputer system software utilizes this information to calculate air−to−fuel ratios and loading
rates.

12. MOTOR THERMAL PROTECTION SYSTEM

The BSS Adhesion Control System enables increased tractive effort, but without thermal protection, the result can
be overheated traction motors or rectifiers from excessive loading. The BSS protects the locomotive traction motors
from thermal overload damage by limiting the traction motor current.

The BSS calculates traction motor temperatures. When the temperature exceeds predetermined levels, a
current−limiting output signal limits traction motor current.

it on
Traction motor current limiting begins when any of the following components exceed the calculated temperature
listed:
a
Traction motor field 200_C (392_F)
rm
Traction motor armature 180_C (356_F)
nfo
lI
The current allowed decreases as the calculated temperature increases to keep the traction motors within their

ia
continuous rating at 220_C (428_F) for the field and 200_C (392_F) for the armature.
t
e n
When any calculated temperature rises past the limit beginning temperature, a “Load Limited: Hot Traction Motor”
summary message will appear on the DID.
f id
13. COLD WATER AUTOMATIC o nDRAIN SYSTEM (optional)
d C
The diesel engine Cooling Water Automatic Drain System (sometimes referred to as Cold Water Dump) provides

a n locomotive.
protection against cooling water system freeze−up. The system rapidly drains the cooling system when water

r y for the system to operate.

temperature drops below 40 _F (4 _C) on a shutdown The Water Drain Circuit Breaker (WDCB) must be

a Display Panel will displayWhen

WDCB is open (system is disabled), thetDiagnostic
closed AND compressed air must be available the computer is operating and the

r ie a FAULT message and an alarm bell will

opdiagram of the system.

sound.

P r
Figure 18 shows a schematic

E
G is supplied to WDV from the Water Drain Control valve (WDC), the WDV opens to drain
The Water Drain Valve (WDV) is an air−actuated valve that is normally closed to prevent engine cooling water from
draining. When air pressure
the engine cooling water.

When the engine is running, the contacts of the Lube−Oil Pressure Switch (ERPS) open to disable the system.
This prevents draining engine cooling water on an operating locomotive. When the locomotive is shut down, and
lube−oil pressure bleeds away, ERPS closes to arm the system.

The Water Drain Temperature switch (WDT) monitors cooling water temperature. When water temperature is
above 40 _F (4 _C), WDT is open. When water temperature drops below 40 _F (4 _C), WDT will close.

When WDT closes, the WDR relay picks up. A set of WDR contacts also picks up the Water Drain Control (WDC)
magnet valve coil, which, in turn, supplies air pressure to the water drain valve to drain engine cooling water.

A second set of WDR contacts “lock” WDR in the PICKED−UP position. This ensures that once water dumping has
begun, all water will be drained and will not stop as warmer water from other areas of the water system reaches WDT.
This prevents cycling of the system.

26
 BSS / Siriust Microprocessor Electrical Systems, SMI−07022D

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a
rm
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ia lI
t
id en
n f
C o
n d
y a
t ar
r ie
o p
Pr
GE E−34326A

Figure 18. Automatic Engine Water Drain (Optional).

To reset WDR, the Water Fill Switch (WFS) may be pushed, or the Engine Start Switch (EST) may be moved to the
START position, or the Water Drain Circuit Breaker (WDCB) may be cycled OFF and ON.

Filling a drained system with water that is below 40 _F (4 _C) is accomplished by pushing the Water Fill Switch
(WFS). This causes the Water Fill Relay (WFR) to pick up. A set of WFR contacts will close to lock WFR in this
position. Another set of WFR contacts, in series with the WDR coil, will open to de−energize WDR. A set of WDR
contacts, in turn, will open to keep WDC de−energized. After 10 minutes, the delay module WFRDM will time out and
short the coil of WFR, causing WFR to drop out and enabling the system. The 100 ohm resistor (R76) prevents the
turning on of WFRDM from causing a short circuit. When WFR drops out, the path through WFRDM is interrupted and
the load from WFRDM is removed.

27
SMI−07022D, BSS / Siriust Microprocessor Electrical Systems

14. ALERTER (optional)

The Alerter promotes safe train operation by monitoring various operator movements to ensure the alertness of the
crew. If a proper control movement is not detected within a predetermined Reset time period, an audible alarm
sequence is started requesting an acknowledgement. Lack of response to the system during this time will result in a
penalty brake application by de−energizing the Safety Control Magnet Valve (SCMV). This action will command a full
service brake application which will bring the train to stop. De−energizing SCMV also trips the Pneumatic Control
Switch (PCS) which removes power. The two states of Alerter operation are the active (Enabled) state and the
inactive (Disabled) state. The Alerter is Disabled if:

1. Locomotive Air Brakes are applied as indicated by the Independent Brake Pressure Switch (IBPS) AND loco-
motive speed is 0 mph −OR−

2.
it on
the sealed Alerter Cutout Switch is toggled such that the operator manually disables the Alerter −OR−

a
rm
3. the Alerter has entered the Alarm phase but the PCS switch has not tripped (indicating the locomotive is in Trail

fo
position and the Alerter cannot command a penalty brake application; the system will reset and try again when-

n
ever locomotive speed is 0 mph)

l I During the Reset mode the function

ia the Manual Reset switch, causing it to
While enabled, the Alerter is in one of three modes: Reset, Alarm, or Penalty.

change state. An event reset occurs when the operator causes one of n
t
looks for an operator reset. A manual reset occurs when the operator operates

id e the signals or devices listed in Table 2 to change

state:
f
noperator reset while generating an audible alarm that is
During the Alarm mode, the Alerter continues to look foro
Cthe Alerter immediately exits the Alarm mode and re−enters
an

the Reset mode. If no reset occurs before the Alarmdmode expires (within 6 seconds of start of audible alarm), the
output from the Sonalert (SONA). Upon receiving a reset,

a n
ryfull service brake by de−energizing the SCMV. The audible alarm is
Alerter enters the Penalty mode.

a
tOpen” light will occur. The Alerter then waits for a minimum penalty time
In the Penalty mode, the Alerter applies
disabled. A visual alarm via the ”PCS
ie
r the SCMV and exiting the Penalty mode. The operator can now remove
p
(typically 10 seconds) before re−energizing
the service brake application. o
P r
G E Alarm,
Upon exit from the Reset,
an enable/disable decision.
or Penalty mode via a proper reset or penalty time−out, the Alerter again perform
If the function remains enabled, the time length of the next Reset mode must be
established. Locomotive speed affects the reset time as shown in Figure 19.

28
 BSS / Siriust Microprocessor Electrical Systems, SMI−07022D

TABLE 2. ALERTER RESETS.

Reset Event Event Signal to BSS Input Type

Manual Reset Switch Digital
Throttle Idle to N1 GF Digital
Throttle Movement N1 thru N8 AV Digital
Reverser Handle Movement Cam−W (REV not Centered) Digital
Brake Set−Up B Digital
Brake Start BG or KG Digital
Brake Potentiometer XB (every 12%) Analog

it onDigital
Air Brake Application IBPS Digital
Crossing Bell Button (optional) BSS−B26
Horn Button (optional) BSS−B29 a Digital
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100

ia
90

t
Reset Mode Time (sec.)

80
70

id en
f
60
50
o n
40
30
d C
20
a n
10
y
0
t ar 20
ie
0 10 30 40 50 60 70 80 90 100

p r Locomotive Speed (MPH)

Figure [Link]
E−44424

P Alterer Reset, Locomotive Speed vs Reset Time (Optional, If Equipped).

E AUTO ENGINE START/STOP (AESS) SYSTEM (optional)

G15.
The AESS System enhances fuel savings by automatically shutting down the diesel engine during periods of
inactivity. The system monitors certain locomotive parameters and restarts the engine as needed. When this system
is active, the diesel engine may start and stop without operator intervention.

WARNING: This locomotive may be equipped with Auto Engine Start/Stop. The diesel engine may start
without operator action. Exercise caution when working around the diesel engine, traction alternator, or
Radiator Cab. Verify that the Auto Start/Stop Disable Switch (ASDS) in CA1 is set to OFF before performing
any maintenance on the locomotive. Failure to do so may result in death or serious personal injury.

The diesel engine will only shut down automatically during inactivity (parked idle) periods. Any powered operation
or movement of the locomotive will prevent the AESS system from shutting down the diesel engine.

29
SMI−07022D, BSS / Siriust Microprocessor Electrical Systems

To activate the AESS System, the Auto Start/Stop Disable Switch (ASDS) in CA1 must be in the ON position, then
the diesel engine must be started. AESS may also be activated by setting ASDS to ON while the diesel engine is
running. AESS will not restart the engine after a manual shutdown.

To deactivate the AESS System, ASDS in CA1 must be in the OFF position. Pressing an Engine Stop switch when
the locomotive is in an automatic shutdown period will not deactivate the AESS System.

The following conditions must exist for 30 minutes prior to automatic engine shutdown. This interval is 10 minutes
for subsequent shutdowns.

1. All AESS permissions (certain locomotive system parameters) are within limits.
2. ASDS in CA1 is in the ON position.
3. The Reverser is in the CENTER position.
it on
4. The Throttle handle is in the IDLE position.
a
5. The Engine Control (EC) switch is in any position except JOG.
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6. The independent brakes are fully applied.
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7. Locomotive speed is zero.
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8. The auxiliary cab door is closed.
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Any AESS trigger (certain locomotive system parameters) outsideeof its limits will initiate Automatic Start Up as long
f id
as the following conditions are also met:
o n
1. ASDS in CA1 is in the ON position.

d C
n use of the Jog function.
2. Engine stop was from an automatic shutdown.
3. The locomotive has not been moved through
y a
4. The auxiliary cab door has not beenropened.
a
t has not been used.
5. Self−test mode from the DID panel
ie
r to operating and maintenance personnel that an automatic engine start or
p
oalso sounds to signal error conditions. The AESS warning bell is located on the outside
The AESS System provides warnings

P r
stop is about to occur. The bell

NOT the bell that rings E

of the rear wall of the Auxiliary Cab, near the traction alternator, on the operator’s (right) side of the locomotive. It is
G in the Operating Cab.
The AESS System requires use of electrically controlled, pneumatically activated Main Reservoir Drain Valves.
The drain valves (spitters) allow moisture to be removed from the main reservoirs. During AESS engine shutdown, the
drain valves are de−activated to maximize fuel savings.

NEW 06−00, GMD REV 10−08, JTL

REV 02−02, GMD
REV 06−04, RSH
REV 03−07, MDJ

30