GE MDS DS-EL806 User Manual
Train Chief® II LRCS
w/Lightweight OCU
(Brake &Throttle Industrial Version)
Failure to return the Warranty Registration document (enclosed) to
Control Chief within 30 days of purchase will void any warranty
responsibilities on behalf of Control Chief Corporation
Control Chief Corporation
200 Williams Street Bradford, PA 16701
814-362-6811 * 1-800-233-3016 * 814-368-4133
www.controlchief.com
(fax)
95-00-0-xxx-MAN
Control Chief Corporation, a world leader in wireless radio and infrared
remote control products has developed and expanded upon this powerful
technology. More than three decades of experience in designing,
manufacturing and installing state-of-the-art remote communication
systems emphasize Control Chief’s mission.
Our systems are tailored to virtually any environment or application.
Control Chief provides training, technical support, and comprehensive
system design to maximize performance. It is our honor to uphold this
reputation of innovative engineering and superior product performance.
Publication: 95-00-0-xxx Rev 000
Copyright © 2010 Control Chief Corporation
All Rights Reserved.
200 Williams Street, Bradford, Pennsylvania, 16701
Web Page: www.controlchief.com
Telephone: (814) 362-6811, FAX: (814) 368-4133
TRAIN CHIEF® II is a registered trademark of Control Chief Corporation.
Communicator® is a registered trademark of Control Chief Corporation.
SLC 500™ is a trademark of Rockwell Automation.
PanelView™ is a trademark of Rockwell Automation.
TRAIN CHIEF® II LRCS w/Lightweight OCU OWNER’S MANUAL
TABLE OF CONTENTS
CHAPTER 1 INTRODUCTION / SAFETY
Introduction 1-1
Common Acronyms 1-1
Receiver / Controller Unit (RCU) 1-1
Installation Kit 1-2
Lightweight Operator Control Unit (OCU-BTIND) 1-2
Reference Drawings 1-2
Safety 1-3
CHAPTER 2 SPECIFICATIONS
General Specifications 2-1
Lightweight OCU-DBT Specifications 2-1
RCU Specifications 2-1
CHAPTER 3 PHYSICAL DESCRIPTION AND INSTALLATION
The Lightweight OCU-BTIND 3-1
OCU-BTIND Control Groups 3-1
The RCU 3-7
RCU Mounting 3-13
Locomotive Interface 3-14
The Installation Kit 3-15
General Installation Practices 3-16
CHAPTER 4 START UP AND OPERATING PROCEDURES
Locomotive Stops (Definitions) 4-1
Brake Monitoring 4-2
Setup for Remote Control Operations 4-2
Transfer to Remote Control and PCS Reset 4-4
Air Brakes and Safety Features Test 4-5
Normal Locomotive Operation 4-6
Transferring from Remote to Manual 4-10
CHAPTER 5 OPTIONS
Special Features (Included Options) 5-1
OCU Two-Way Operational Messages 5-2
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CHAPTER 6 DETAILED COMPONENT DESCRIPTIONS
Lightweight OCU Features
IR Registration Process
OCU Controls
OCU Keypad, Indicators, and Display
Battery and Battery Charger Details
Typical; Locomotive Pneumatic Interfaces 6-10
CHAPTER 7 TROUBLESHOOTING
Lightweight OCU Troubleshooting 7-1
Transmitter Diagnostics 7-2
SLC 500™ Troubleshooting 7-5
Control Chief Specific PLC Modules 7-7
Troubleshooting Communications Faults 7-9
Electrical and Pneumatic System Troubleshooting 7-10
6-1
6-2
6-2
6-6
6-9
CHAPTER 8 PRODUCT SUPPORT & SPARE PARTS
Product Support 8-1
Returning OCU for Repair 8-1
Contacting Control Chief 8-1
Spare Parts and Accessories 8-2
CHAPTER 9 DETAILED MAINTENANCE PROCEDURES
Locomotive Antenna System 9-1
Pneumatic Filter Service Instructions 9-1
OCU Lithium-Ion Battery Maintenance 9-2
Control Chief Recommended Training Outline 9-3
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TRAIN CHIEF® II LRCS w/Lightweight OCU OWNER’S MANUAL
1 INTRODUCTION / SAFETY
Introduction
This Owner’s Manual provides operating and troubleshooting information for the installer and
end user of the Train Chief® II Locomotive Remote Control System (LRCS) with a Lightweight
Operator Control Unit (OCU) Brake & Throttle variant for Industry (BTIND).
The Train Chief® II LRCS has been designed as a permanently installed (“fixed”) system,
directly interfaced to the appropriate locomotive electrical and pneumatic controls. The system
consists of the following main components: (1) - the Receiver / Controller Unit (RCU), (2) - the
wireless remote-control radio OCU, (3) - the installation kit.
Common Acronyms
CFR - Code of Federal Regulations RCL - Remote Control Locomotive
FRA - Federal Railroad Administration RCO - Remote Control Operator
LRCS - Locomotive Remote Control System RCU - Receiver / Controller Unit
OCU - Operator Control Unit RCT - Remote Control Transmitter
PTC - Positive Train Control RCR - Remote Control Receiver
PLC - Programmable Logic Controller
Receiver / Controller Unit
The RCU contains the main control electronics and pneumatic hardware of the remote control
system. This includes; the PLC controller (the Allen Bradley SLC 500™), the Control Chief
Communicator® module and Control Chief Watchdog module, analog and discrete interface
modules, pneumatic proportional control valves, air regulation, control relays, solenoid valves,
and pressure sensing devices.
The RCU interface to the locomotive involves both
electrical and pneumatic connections. The
electrical interface is primarily accomplished
through DC relay contact closures, wiring into the
locomotive’s existing electrical control system. The
pneumatic interface typically involves direct air
service tie-ins using the dedicated pneumatic
control devices in the RCU. A dedicated DC/DC
converter and line conditioning module are
provided to interface the locomotive’s existing DC
supply to the RCU.
Figure 1-1 – The Receiver / Controller Unit
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TRAIN CHIEF® II LRCS w/Lightweight OCU OWNER’S MANUAL
The Installation Kit
In order to effectively and reliably interface to the locomotive controls / operations, various kitted
items are provided to complete the installation. An antenna kit is provided with the components
necessary to allow the radio antenna to be mounted on the locomotive cab. Surge suppressors
are provided for installation on all inductive devices (i.e. solenoid coils, electrical contactor coils,
etc.) to minimize electro magnetic interference (EMI). Optional color-coded xenon strobe
indicator lights can be supplied to provide visual status indication to personnel during remote
control operation.
The Lightweight OCU-BTIND
The Lightweight OCU model DBT is specifically designed for industrial locomotive operations.
The model DBT is designed to meet the demanding requirements of locomotive operators by
providing an operator control unit that is easy to use, safe, rugged, dependable, and based on a
commonly recognized configuration. The Lightweight OCU meets these requirements with an
ergonomic shape that eliminates sharp corners and accommodates an easy reach of all control
switches. These features provide an intuitive operation scheme enabling operators to maintain
their focus on yard movements.
Figure 1-2: Lightweight OCU –Brake & Throttle Industrial configuration
Reference Drawings
The system drawing package contains the following typical drawings, which are referenced
throughout this document. These drawings will be specific to your system with exact
configuration details.
Note: “XXXX” references a Control Chief assigned system serial number.
Typical Drawing List
DRAWING NUMBER DESCRIPTION
E-9568-00-1 OCU ASSEMBLY / LAYOUT
E-9568-03-1 RECEIVER / CONTROLLER LAYOUT
E-9568-31-1 THRU -9
E-9568-33-1 AND E-9568-41-1 ELECTRICAL WIRING
E-9568-53-1 PNEUMATIC INTERFACE
E-9568-91-1 SYSTEM ACCESSORIES
E-9568-99-1 COMMUNICATIONS CONFIGURATION
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TRAIN CHIEF® II LRCS w/Lightweight OCU OWNER’S MANUAL
Safety
The safety guidelines in this manual are not intended to replace any rules or regulations or any
applicable local, state, or federal governing laws. The following information is to be used in
conjunction with all other rules and/or regulations already in existence. It is important to read all
safety information before operating any wireless radio remote control system. The Federal
Railroad Administration (FRA) has published a Notice of Safety Advisory 2001-1 (in the
Federal Register, Vol 66, #-31, Pg. 10340) addressing the establishment of recommended
minimal guidelines for the operation of remote control locomotives. A copy of all referenced FRA
regulations can be obtained directly from the FRA or contact Control Chief for help in obtaining
a copy of these regulations.
The term “Remotely Controlled Locomotives” or “Remote Control Locomotives” (RCL) refers to
a locomotive, which, through use of a wireless radio operator control unit and receiver system,
can be operated by a person not physically located at the controls within the confines of the
locomotive cab. The wireless Remote Control Operator (RCO) must exercise extreme caution
and be alert at all times.
Only properly trained persons (certified and qualified in accordance with 49 CFR Part 240, as
conventional operation of a locomotive under the same circumstances would require) should be
operating RCLs. RCLs should not be operated by any person who cannot read or understand
signs, notices and operating instructions that pertain to the locomotive operation.
Any person operating a remote controlled locomotive should possess the following knowledge
and/or skills:
Current certification on methods of safe train handling, operating rules, conditions of
equipment, personal safety practices
Knowledge/training on hazards specific to locomotive operation
Knowledge/training of safety rules for RCLs
Knowledge of the radio transmitter/receiver equipment/system
Knowledge/training on all required inspections and testing
Knowledge on transferring control from one operator to another
Reporting unsafe or unusual operating conditions
Upon going off duty, each RCO should place the RCL in manual operation and properly secure
it and the OCU to prevent unauthorized operation. The recommended practice for OCU security
includes the designation of a dedicated, lockable location for OCU storage, which can have
access controlled to only appropriately trained / knowledgeable personnel.
When operating a RCL, the RCO should NOT:
Ride on a freight car under any circumstances
Mount or dismount moving equipment
Operate any other type of machinery
Stand or walk within the gage of the track or foul the track on which the movement is
occurring
When the using the OCU the RCO should always wear a 4-point breakaway vest.
RCOs should ensure that the track is clear and properly aligned ahead of the remotely
controlled movement. Therefore, RCL operations should be operated at restricted speed not to
exceed a speed that will enable stopping the movement within half the range of vision assuring
that all movements are protected.
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Strict procedures must be followed to ensure that there can only be one RCT in active
control of the RCL at any one time.
Prior to performing any function (as prescribed in 49 CFR 218.22.c.5) the RCO should apply
three-point protections; (1) fully apply the locomotive and train brakes, (2) center the reverser,
and (3) place the generator field switch to the OFF position.
Passenger trains should NOT be operated by use of a remote control device.
The following security procedures are recommended:
Have instructions for the proper storage, handling and security of RCTs when not in use or
in the operator’s possession.
Operation control handles located in the RCL cab should be removed or pinned in place to
prevent accidental or intentional movement while the RCL is being operated in remote.
Have strict procedures in place to ensure that only the intended RCT is assigned to the
appropriate RCL.
All inspections and calibrations must be performed as required.
Each RCL should have a tag placed on the control stand throttle indicating the locomotive is
being used in a remote control mode. The tag should be removed when the locomotive is
placed back in manual mode.
In areas where RCL operations are being conducted, warning signs should be posted indicating
that there are remote control locomotives in use. These warning signs should be highly visible
and posted at conspicuous locations so as to maximize their exposure to those most likely to
encounter RCL operations.
Whenever worker protection is required (according to 49 CFR Part 218) the locomotive should
be placed in manual mode and be properly secured. The appropriate blue signal protection
should then be provided.
All accidents and/or incidents (described in 49 CFR Part 225) must be reported to FRA using
the appropriate “remote control” reporting codes.
CAUTION
THE RECEIVER UNIT OR RELAYS ARE NOT RATED AS EXPLOSION PROOF. THE
RECEIVER UNIT MUST NOT BE INSTALLED OR OPERATED IN EXPLOSIVE
ENVIRONMENTS UNLESS APPROPRIATE SECONDARY ENCLOSURE MEASURES ARE
TAKEN.
WARNING
THE UNIT MUST BE WIRED TO THE CORRECT VOLTAGE; FAILURE TO DO SO MAY
DAMAGE THE SYSTEM.
NOTE
IN AN EMERGENCY, PUSH “E-STOP” TO STOP WIRELESS RADIO CONTROLLED
EQUIPMENT
The antenna(s) to be used with this module must be installed with consideration to the
guidelines for RF exposure risk to all nearby personnel, and must not be co-located or operating
in conjunction with any other antenna or transmitter.
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2 SPECIFICATIONS
WARNING:
CHANGES OR MODIFICATIONS NOT EXPRESSLY APPROVED BY
!
FCC Part 15 and Industry Canada RSS Notice
This device complies with Part 15 of the FCC Rules and Industry Canada licenseexempt RSS standard(s). Operation is subject to the following two conditions: (1)
this device may not cause interference, and (2) this device must accept any
interference that may cause undesired operation of the device
RSS FCC Partie 15 et du Canada Avis à Industrie
Cet appareil est conforme à la Partie 15 des règlements de la FCC et Industrie Canada
exempts de licence standard RSS (s). Son fonctionnement est soumis aux deux
conditions suivantes: (1) cet appareil ne peut pas provoquer d'interférences et (2) cet
appareil doit accepter toute interférence pouvant causer un mauvais fonctionnement du
CONTROL CHIEF® CORPORATION COULD VOID THE USER’S
AUTHORITY TO OPERATE THE EQUIPMENT.
The Control Chief Lightweight OCU Family model(s) comply with FCC and Industry
Canada RF exposure requirements when used as described in this manual. Only use
authorized accessories to hold the device to the body while operating the device.
Le contrôle en chef léger OCU famille modèle (s) se conformer à la FCC et exigences
d'Industrie Canada d'exposition RF lorsqu'il est utilisé comme décrit dans ce manuel.
N'utilisez que des accessoires autorisés à placer l'appareil sur le corps pendant le
fonctionnement du dispositif.
General Specifications
Frequency 902-928 MHz (FCC Part 15)
Operating Range 2500 feet (1.06km) environment dependent
Temperature Range -20 to +140 F (-30 to +60 C)
System Diagnostics Various LED indicators
System Address Capacity 65,000 +
Encoding/Decoding Method Microprocessor/software based
Data Security Real time 16 bit CRC
OCU registers with Locomotive via Infra-Red
Communication Security
Modulation CPFSK (Continuous Phase Freq Shift keying)
communication port to exchange and
establish RF network addresses
Response Time 250 milliseconds
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Lightweight OCU Specifications
Dimensions
Weight 3.9 lbs (1.8 Kg) with battery
Carrying Method Four point vest-harness, break-away style
Environmental Conditioning Weatherproof (IP-65)
OCU Diagnostics 2-line 16 character display
Switches Push buttons, toggle switches, knobs.
Supply Voltage
Battery Life 12 hours continuous duty
RF Power Output 1 watt
Antenna Type Internal, Di-pole
6”(h) x 5”(d) x 10”(w)
(15.2cm x 12.7cm x 25.4cm)
7.4 V Lithium-Ion rechargeable battery
pack
Receiver / Controller Specifications
Enclosure NEMA 12 dust tight
Weight Approximately 95 lbs (~36 Kg)
Dimensions 30.0 x 20.0 x 11.0” (76.2 x 51 x 30 cm)
Electrical Interface Connection Various cable connections
Pneumatic Interface Connection Various push-in type tubing connections
Mounting Provisions Top/bottom tabs @ 16” centers
Power Source Required Locomotive DC supply
Pneumatic Source Required
Due to Control Chief Corporation’s commitment to continuous improvement, the above
specifications are subject to change without notice.
Locomotive main air reservoir; Max 150 psig
Min 90 psig
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TRAIN CHIEF® II LRCS w/Lightweight OCU OWNER’S MANUAL
r
3 PHYSICAL DESCRIPTION AND INSTALLATION
The Lightweight OCU-BTIND
Train Chief® II equipped locomotives are controlled by using one or two Lightweight OCU’s.
Each OCU is a small 3.9 lb hand operated device that gives an operator complete throttle and
braking control of the locomotive up to 2500 feet away. Control of the locomotive can be
passed between two OCU’s when the optional Selective Dual Control feature is installed.
OCU Control Groups
The OCU has controls for:
1. Movement commands (direction, throttle and braking)
2. Miscellaneous locomotive commands (bell, horn, bail and sand)
3. OCU operations (power, reset, status, pitch, tilt time extend)
It also has visual and audio signals indicating the status of commands to the locomotive and
OCU operational status.
Movement Controls
Throttle
Selecto
Independent
Brakes
(Locomotive)
Reverser
Selector
EMERGENCY
Mushroom
Switch
Automatic
Brakes
(Train)
Figure 3-1: Lightweight OCU-BTIND Movement Controls
Reverser (Directional) Selector:
This 3-position switch selects locomotive movement direction
as Forward, Reverse, or Neutral.
Note: Train Chief® II does not allow you to change the direction of movement while the
locomotive is in motion. If attempted, Train Chief® II will automatically stop the
locomotive by commanding a Full-Application Locomotive Stop (see page 4-1).
EMERGENCY Mushroom Switch: Push in to activate an Emergency Locomotive Stop. See
page 4-1 for E-Stop actions. For normal operations the EMERGENCY switch must be pulled
out.
Note: E-Stop develops high brake cylinder pressures that increase the chance of sliding
wheels. Only use the EMERGENCY mushroom switch when absolutely necessary.
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Throttle Selector: Ten-position selector represents the throttle position available in the cab.
However, one additional feature of the OCU throttle is the HALT function.
• HALT: commands the throttle to idle, removes the generator field, and also gradually
applies independent brakes.
• IDLE: commands throttle to idle and removes generator field but does not apply brakes.
• The remaining positions, 1 through 8, command the same throttle settings as the control
cab console settings.
Automatic Brakes:
apply train brakes by reducing
This 3-position spring centered switch allows the operator to release or
brake pipe by the following pressures:
• Release 0-psi reduction
• Minimum 6-8 psi reduction
• Light 10 psi reduction
• Medium 18 psi reduction
• Full 26 psi reduction
• The Charge position is used to pressurize the air brake system.
The center switch position (LAP) maintains the last brake setting.
Each time the switch is pressed (must be held for 0.5 sec) the train brakes are incremented to
the next higher/lower setting.
On the First application of Auto Brake the locomotive brake portion of the train brake application
is automatically bailed off.
Whenever the switch is pulled (must be held for 2 sec) the train brakes immediately revert back
to Release position.
Independent Brakes:
This 6-position selector allows the operator to apply independent
locomotive brakes to achieve the desired stopping power. Some positions limit and override the
throttle control.
Selectable positions are:
• Release (0 psi): this is the normal operating position when operating in power mode
(Throttle positions 1-8). (Note RELEASE selection is indicated when all Independent
Brake LEDs are off.)
• B1: Applies 1/5 of the available independent brake pressure to the brake cylinders.
Throttle selections T1 to T8 are allowed.
• B2: Applies 2/5 of the available independent brake pressure to the brake cylinders.
Throttle selections T1 to T8 are allowed.
• B3: Applies 3/5 of the available independent brake pressure to the brake cylinders.
Throttle selections T1 to T3 are allowed. See notes 1 and 2.
• B4: Applies 4/5 of the available independent brake pressure to the brake cylinders.
Throttle selections T1 to T3 are allowed. See notes 1 and 2.
• FULL: Applies total available independent brake pressure to the brake cylinders.
Throttle selections T1 to T3 are allowed. See notes 1 and 2.
NOTE 1: If throttle is advanced T4 to T8 the default programming will reduce throttle to IDLE.
To recover throttle operations return throttle selector to IDLE.
NOTE 2: The threshold parameters for limiting throttle vs. brake settings B1 to FULL can be
adjusted per owners’ operating rules and requirements.
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TRAIN CHIEF® II LRCS w/Lightweight OCU OWNER’S MANUAL
Misc. Locomotive Controls
Bell / Horn
Reset & Sand
Reset & Bail
Optional
Functions:
Headlight or
Tilt Extend
Figure 3-2: Lightweight OCU-BTIND
Bell / Horn switch:
This is a 3-positon switch. It is latched at the rear (OFF) position and at the center (BELL)
position. The forward (HORN) position is spring loaded to return to BELL position when
released. Return the switch to the OFF position to silence the Bell.
1. Bell function only: whenever the locomotive is stopped and the Throttle Selector is moved
from Halt to some movement position, Train Chief® II sounds the bell for 5 seconds.
2. Horn function only: The horn function is also used to acknowledge or accept a “Pitch”
from a transferring OCU.
Optional Functions: (OCU-BTIND only)
This button can control headlights or act as an additional TILT EXTEND button. See Chapter 5
for full description of options.
Reset / Bail button:
When depressed briefly the button acts as a RESET for several functions.
1. It resets the ALERT warning. See page 4-7 for description of ALERT function.
2. It allows the RCU to allow a brake release when the operator moves the Throttle selector
out of the HALT position.
When depressed for longer than 2 seconds the second function of BAIL is activated. The BAIL
function allows the independent brakes to be released while the train brake continues to be
applied.
Reset / Sand button:
When depressed briefly the button acts as a RESET for several functions.
1. It resets the ALERT warning. See page 4-7 for description of ALERT function.
2. It allows the RCU to allow a brake release when the operator moves the Throttle selector
out of the HALT position.
When depressed for longer than 2 seconds it activates the sanders in the direction of
movement.
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TRAIN CHIEF® II LRCS w/Lightweight OCU OWNER’S MANUAL
OCU Operation Controls and Associated Functions
Pitch
IR Port
Power
Tilt Time Extend (F1) Status (F4)
Figure 3-3: Lightweight OCU-BTIND Controls
Power Button:
Push-On / Push-Off switch to apply power to the OCU. Power is supplied from the battery pack
and the power bridge. Depending on the charge state of the power bridge, the OCU may
activate for a short time without an installed battery. See page 6-2.
Pitch button:
The PITCH button is used to transfer movement control of the locomotive from one OCU to
another. Refer to page 4-2 in this manual describing the Selective Dual Control feature.
Tilt Time Extend (F1):
The Tilt Time Extend button extends the allowable tilt time to 60 seconds. To activate this
command the operator must depress the F1 button for 2 seconds until the OCU beeps to
acknowledge the command.
Status (F4):
Depressing the F4 key causes the OCU to initiate a status report from the locomotive or activate
a status menu that will be shown on the OCU display. Refer to the OCU display section on
page 6-8 for more details.
IR Port:
The IR port is used when registering the OCU to the locomotive. Aligning the IR ports of the
OCU and RCU during setup allows specific information to be exchanged between them. This
creates a secure communications link between them for the duration of the remote control
session. See Chapter 4 for complete registration procedures.
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TRAIN CHIEF® II LRCS w/Lightweight OCU OWNER’S MANUAL
OCU Keypad, Indicators and Display
The location of the LEDs, Character-display, and Intensity sensor are shown in the diagram
below. All LEDs will illuminate during the power on sequence to allow detection of inoperative
LEDs.
B
A
J
G
C
D
E
F
Figure 3-4: Display Panel for Brake-Throttle Unit
[A] Independent Brakes [E] Headlight Bright Indicator
[B] Auto Brakes [F] 16 Character Display
[C] Reverser [G] Low Battery Indicator
[D] Throttle [H] OCU A / B Indicator
[J] Ambient Light Sensor
Steady LEDs at the respective locations in the above figure show the selected positions of the
OCU controls.
Battery Compartment
The 7.4 volt Lithium-Ion battery is secured in the
compartment by its own locking lip and does not require
a latching cover. Additional details are described on
page 6-1.
Fig 3-5: Battery and Battery Well
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TRAIN CHIEF® II LRCS w/Lightweight OCU OWNER’S MANUAL
OCU Harness
The harness system is an integral part of the LRCS. With the many situations encountered in
rail equipment operations it is imperative the OCU does not constantly occupy an operator’s
hands. Control Chief has combined the OCU support harness with a high visibility safety vest to
avoid the operating gear and safety gear conflicts that are sometimes present when having to
don separate items.
• The Control Chief Break-away Safety Vest uses hookand-loop material at the shoulders and waist belts to be
easily opened and release the operator in the event of
being entangled.
o The hook and loop fabric also allows size
adjustment for secure fit and carry of the OCU.
• The vest should be kept clean to maintain high
visibility.
o Hand cleaning with mild detergent soap (non-
abrasive) or citrus cleaner is recommended.
o The vest can be machine washed with common
laundry detergents but useful service life will be
Fig 3-6
Breakaway Safety Vest
with Integral Harness
reduced.
o Use of petroleum solvents (diesel fuel,
kerosene, alcohol) is not
o Use of chlorinated cleaners (bleach, powders,
etc) is not
o Use of machine dryers is not
recommended.
recommended.
recommended.
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The Receiver / Controller Unit (RCU)
The RCU consists of the control electronic and pneumatic components. The electronic
components consist of the programmable logic controller (the SLC 500™ PLC) with various I/O
and specialty modules, the transfer switch and various DC relays. The pneumatic components
consist of proportional air control valves, solenoid ON/OFF valves, pressure switches, pressure
transducers and pressure regulators, all mounted on specifically designed manifolds. The RCU
is mounted inside the locomotive cab on a dedicated rail system (Unistrut). The RCU is then
interfaced to the locomotive system(s) via cable wiring and DOT rated plastic tubing as per the
specific pneumatic and electrical requirements.
For more details on the configuration of your system please refer to your system drawing
package, specifically, drawing number E-9568-03-1 RECEIVER / CONTROLLER LAYOUT.
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Figure 3-7: Typical RCU Layout
Transfer Switch, Intermediate Relays and DC Conditioning Module
The transfer switch is used to select between MANUAL and REMOTE operations. This switch
utilizes a switch-block arrangement that allows for various hardwired control functions.
The intermediate relays are used to control a number of auxiliary electrical devices such as
status lights, horn, sanding, and others depending on the locomotive requirements. The
intermediate relays may be located inside the enclosure or on the enclosure door. Refer to your
system prints for details specific to your system.
The DC conditioning module is used to condition the wheel slip and E-Stop inputs from 74VDC
down to 24VDC prior to going to the PLC input module. A DC-to-DC solid state isolated
voltage converter is provided to reduce the locomotive DC battery voltage to regulated 24VDC.
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Programmable Logic Controller - SLC 500™System
The SLC 500™ is the control center for the Train Chief® II system. The SLC 500™ incorporates
the necessary I/O modules to control the various locomotive interfaces based on a ladder logic
program, specifically, developed for locomotive remote control and tuned for your particular
application.
1746-P3 POWER SUPPLY
Allen-Bradley SLC 500™ power supply modules include a LED that illuminates when the
power supply is functioning properly. Power supplies are designed to withstand a brief
power loss (brown-out) for a period of between 0.02 to 3 seconds, depending upon loading
conditions. The P3 fuse is accessible by opening the module’s front panel located to the
upper left of the input terminal block. A replacement fuse can be obtained from your local AB
distributor or through Control Chief Customer Service.
CHASSIS
The chassis houses the P3 power supply, processor, and all the I/O modules. All
components slide easily into the chassis along guides formed into the chassis. No tools are
required to insert or remove the processor or I/O modules. The power supply and removable
terminal strips on the I/O modules do require a philips screwdriver for removal and
installation.
SLC 500™ PROCESSOR
The SLC 500™ processor utilized in the Train Chief® II system contains the primary control
program. The processor is programmed using ladder logic which is uniquely suited for
control applications. For troubleshooting purposes the processor provides several LED
indicators; RUN, FAULT, and BATT (other modules will have additional indicators, but the
ones listed are the most important).
MEMORY MODULE
The memory module is a plug-in to the processor module and provides non-volatile and
secure program storage for the specific ladder program for your particular application.
ANALOG MODULE(S)
The analog modules incorporate high-resolution providing for precision control of analog
outputs, which are typically used to control the proportional pneumatic valves for locomotive
brake, trainline brakes, and where applicable, pneumatically controlled locomotive throttle.
The modules also incorporate high resolution inputs to precisely monitor the controlled
pressures. The modules feature input filtering providing high immunity to electrical noise.
OUTPUT MODULE(S)
The output module(s) provide the means with which to actuate the various functions on the
locomotive system. Typical functions controlled by the output modules include; generator
field, reverser directional selection, sand, horn, bell, throttle position, and indicator
lights/strobe. Intermediate relays are used (located in the locomotive interface panel) where
a control function current rating may exceed the rating of an output module. All output
modules provide LED indicators for each output point. The LED’s illuminate when the
processor applies power to an output terminal.
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INPUT MODULE(S)
The input module(s) provide a means to monitor critical functional states of the locomotive
system. Typical system parameters monitored are the manual throttle, manual reverser,
external E-Stop switches, pressure switches, and wheel slip. The module features input
filtering, optical isolation, and built-in surge protection. All input modules provide LED
indicators for each input point. The LED’s illuminate when the proper signal is received at an
input terminal.
REMOTE CONTROL WITH ALLEN-BRADLEY SLC 500™
SLC 500™ remote control is facilitated by the implementation of Control Chief’s
Communicator® module and Watchdog relay module. This advanced technology is a result
of Control Chief’s partnership with Rockwell Automation to develop remote control capability
for the SLC 500™. The following paragraphs discuss how the remote control capability is
implemented in the Train Chief® II system providing safe and reliable operation.
Figure 3-8: SLC 500™ PLC
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WATCHDOG SYSTEM
Remote control systems based on the SLC 500™ controller with the Communicator®
module will utilize a multiple feature watchdog safety system. The first watchdog circuit is
built into the wireless Communicator® module and monitors the operation of the module
CPU. Should this watchdog time out, then an automatic interrupt is generated which faults
the SLC 500™ CPU and clears all SLC output tables. An additional watchdog feature within
the module will clear the module I/O image table if communication with the remote unit is
lost.
The High Current Relay/Watchdog module incorporates two (2) additional watchdog safety
systems. Each watchdog safety system consists of a circuit that drives a dedicated output
relay. Each circuit monitors a critical system function to verify proper system operation. The
dedicated watchdog relay outputs are used to control the E-Stop relay in the locomotive
interface panel.
DEVICENET SCANNER MODULE
The DeviceNet scanner module included in this Train Chief® II system provides the
standard field bus data interface to the Control Chief Triad® Module. DeviceNet is the field
bus protocol used in this system. This interface provides for a 2-way data exchange
between the Triad ® processor and the PLC backplane I/O map.
THE CONTROL CHIEF TRIAD® MODULE.
the PLC rack assembly, but is directly wired to the PLC through the DeviceNet scanner. This
module consists of three (3) sub units (hence the name Triad) all working together to receive
radio data (radio sub unit), decode and format the data, and transfer the data over
DeviceNet to the PLC (field bus sub unit). This module also includes a safety watchdog sub
unit. This sub unit is monitors various watchdog heartbeats as well as the RF link to ensure
the proper operation of all controller sub systems.
The Control Chief Triad® Module is not part of
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Pneumatic Components
The following pneumatic components comprise the pneumatic control and interface for the Train
Chief® II system and are included in the RCU, mounted on the specifically designed enclosure
back plate.
PROPORTIONAL VALVES AND MANIFOLD
Manifolds have been specifically designed to integrate the brake pneumatic components.
Referred to as the “proportional valve manifold”, one manifold integrates all components
used both normal and emergency brake control with the required regulators. Another
proportional valve manifold is used for normal and emergency trainline brakes, when
present.
PRESSURE REGULATORS
Supply air from the locomotive main reservoir is controlled using a 0-100-psi regulator, for
the pneumatic components used in the Train Chief® II system. A second stage 0-100-psi
regulator is used to further control the air used for emergency brake system. Both regulators
are located at the supply end of one of the proportional valve manifolds.
PRESSURE MONITORING
Main reservoir pressure is monitored by a dedicated transducer on the solenoid valve
manifold. Brakes and Trainline pressures are monitored by feedback from a dedicated
transducer fed from the actual application points on the locomotive.
EMERGENCY SOLENOIDS
The Brake Emergency Stop (BKES) solenoid is used to apply air for independent
emergency brake application. Additional a dedicated (TLES & TL DUMP) solenoid valves
are used to dump brake pipe air for emergency trainline brake application
SOLENOIDS VALVES
Solenoid valve(s) are provided (and integrated on a dedicated manifold) that are used to
control additional locomotive functions such as horn/bell, sanding, and uncoupling. Refer to
your system specific documentation to find which features are included on your system.
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Figure 3-9: Typical Pneumatic Components
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