(Govt. of India)
(Ministry of Railways) Draft- Hand Book
On Dual Cab (WDP4D) Locomotives (Medha Make Traction System)
(For official use only)
IRCAMTECH/M/GWL/16-17/Dual Cab October 2016
MAHARAJPUR, GWALIOR – 474005
egkjktiqj, Xokfy;j & 474005
IRCAMTECH/M/GWL/Dual cab 2
Hand Book
On
Dual Cab (WDP4D) Locomotives
(Medha Make Traction System)
IRCAMTECH/M/GWL/Dual cab 3
FOREWORD
The Hand book of Dual Cab has been prepared by CAMTECH
for loco running as well as Diesel shed maintenance staff.
The failure of Dual cab locomotive has a great impact on the
reliability of the diesel locomotives. Due to various
modifications and alterations, in existing WDP4 Locomotive
there is only one driver cabin has now being upgraded to Dual
cab (WDP4D) Locomotive with some additional features.
I hope that this Hand book will definitely enhance the knowledge
of concerned staff to do faster restoration of troubles pertaining
to Dual cab (WDP4D) Locomotive while working on line.
October- 2016 (A.R.Tupe))
EXECUTIVE DIRECTOR
CAMTECH/GWALIOR
IRCAMTECH/M/GWL/Dual cab 4
PPRREEFFAACCEE
Dual cab (WDP4D) Locomotive is the vital part of diesel electric
locomotives. Existing WDP4 Locomotive has now been
upgraded to Dual cab (WDP4D) Locomotive with additional
features. Knowledge of new Dual cab (WDP4D) Locomotive is
necessary to running/maintenance staff to ensure reliability and
availability of locomotives in sheds as well as on line.
The purpose of this book is to enhance knowledge and
competence of loco pilots in dealing with the problems of Dual
cab (WDP4D) Locomotive.
This book will be useful to the maintenance staff and loco
inspectors also for counseling running staff about Dual cab
(WDP4D) Locomotive
It is clarified that this Hand book does not supersede any existing
procedures and practices laid down in the maintenance
instructions issued by manufacturers or by RDSO/LKO.
October-2016
(K.P.Yadav)
Director/Mech
CAMTECH/ Gwalior
IRCAMTECH/M/GWL/Dual cab 5
CORRECTION SLIPS
The correction slips to be issued in future for this handbook
will be numbered as follows:
IRCAMTECH/M/GWL/16-17/Dual Cab-II/1.0/. # XX date --
-----------
Where “XX” is the serial number of the concerned correction
slip (starting from 01 onwards).
CORRECTION SLIPS ISSUED
Sr No. of
C. Slip
Date of issue Page No. and
I Item no.
m Modified
R Remarks
IRCAMTECH/M/GWL/Dual cab 6
Contents
S.No. D Description Page No.
1 Introduction 9
2.0 D Dual Cab Loco (WDP4D) 15
2.1 What is Dual Cab Loco (WDP4D) 1.5
2.2 General Technical Information of WDP4D 15
2. 3 Major Assemblies of DUAL CAB(WDP4D)
Locomotive 16
2.3.1 Electrical Control Cabinet #1 16
2.3.1(A) Circuit Breaker Panel on ECC#1 in CAB-1 17
2.3.1(B) Engine Control Panel of ECC # 1 21
2.3.1(C) Test Panel in ECC#1 25
2.3.2 Electrical Control Cabinet #2 25
2.3.3 Electrical Control Cabinet #3 26
2.3.4 Electrical Control Cabinet #4 27 27
2.3.4(A) Circuit Breaker Panel on ECC#4 in CAB-2 28
2.3.4(B) Engine Control Panel of ECC #4 29
2. 3.5 Traction Control Cabinet TCC (MCP 463) 30
2.3.6 Control Console 30 30
2.3.7 Control and Operating Switch Panel In
CAB-1&2 33
3 Speedometer 37
4 Tractive Effort /Dynamic Brake Effort
Meter
37
IRCAMTECH/M/GWL/Dual cab 7
5 Starting Fuse And Battery Knife Switch Box 38
6 Preparation for Service 39
6.1 Ground Inspection 39
6.2 Engine Room Inspection 39
6.3 Starting Fuse And Battery Box Inspection 40
6.4 Circuit Breaker Panel Inspection On Dual Cab
Locomotive 40
6.5 Control Consoles 41
6.6 Air Brake Equipment 41
7 Engine Starting Procedure of Dual Cab
Locomotive 42
8 Setting Locomotive On Line 46
9 Precautions Before Moving Locomotive 46
10 Handling Light Locomotive 46
11 Coupling Locomotive Together 47
12 Double Heading Service 48
13 Engine Stopping Procedure 48
14 Cab Selection or Cab Changing Procedure
From One Cab to Another Cab 50
15 TFT LCD Display 51
16 Advantages and Salient Features of Dual
Cab Locomotives 67
17 CREW Messages List 68
18 Some Important Crew Messages 73
IRCAMTECH/M/GWL/Dual cab 8
19 General Safety Precautions 75
20 Do’s And Do Not’s 78
IRCAMTECH/M/GWL/Dual cab 9
1. Introduction
WDP4D Diesel Electric locomotive of Indian Railways are
driven by 3-phase AC Traction Motors, employing AC-DC-
AC power transmission system. Medha Servo Drives Pvt.
Ltd. has designed and developed the AC-AC traction system
type MAS 696D suitable to the above locomotives
delivering up to 4500 HP.
Diesel Engine drives the main generator assembly. The main
generator assembly has two Alternators which are Traction
Alternator (MAIN ALT.) and Companion Alternator. The
main alternator converts the Diesel Engine mechanical
power into 3-Ø AC electrical power. The Alternator two
winding (left bank and right bank) outputs are connected to
two air cooled Rectifier Assemblies consists of high voltage,
high current Silicon diodes with fuses in 3-Ø Full Wave
Rectifier circuit which are internal parts of TA-17-CA-6B of
main generator assembly. The 3-Ø AC power is converted
into DC power by Rectifier Assembly. The two rectifier
outputs are connected in series across the DC LINK.
Rectified DC power supply is applied to DC LINK. When
DCL switch gears are close, the DC voltage applied to IGBT
based Traction Inverters. Each Traction Inverter has separate
control module in the Traction Computer. The Traction
Computer monitors Traction Motor speed, Temperature,
Voltage and Current feedbacks for controlling the IGBTs to
maintain required Torques according to command received
from Locomotive Control Computer.
Traction inverters main role is to control the 3-Ø induction
motors. Traction Inverters convert the DC power into 3-Ø
AC power of variable voltage, variable frequency using
IGBT based technology. In TCC, six DC Link switch gears
IRCAMTECH/M/GWL/Dual cab 10
are provided to provide DC power to six Traction Inverters,
which are controlled by Locomotive Control Computer
(LCC) as shown in figure.
Traction Control cabinet consists of six Traction Computers,
six DCL switch gears, six IGBT based Inverters, DC link
capacitors, Brake Chopper and Crow bar circuit. Based on
the inputs received from Locomotive Computer and analog
feedback from traction motors, the Traction inverter
converts the DC power into 3-Ø AC power for the Traction
motors. LCC receives the operator request as digital inputs
and analog signals from different sensors and sends request
to the Traction computer for converting required amount of
power during Motoring and Dynamic Braking modes. The
term TCC refers to an Electrical device that converts DC
power into 3-Ø AC power during Monitoring and 3-Ø AC
power in to DC power during Dynamic Brake.
Fig: Block Diagram of Locomotive Control System
Traction Motors are 3-Ø AC Induction Motors. 3-Ø AC
power from Inverters are fed to the Traction Motors which
IRCAMTECH/M/GWL/Dual cab 11
are mounted on the Trucks, each Traction Motor geared with
a pair of wheels with the gear ratio 17:90 (MAC loco) for
Goods service and 17:77 (PAC loco) for passenger service.
The Traction Motors convert the electrical power into
mechanical power to move locomotive.
1.1 Auxiliary Generator:- Auxiliary Generator is driven by the Diesel Engine gear
train at three times of engine speed. Its field winding
current is controlled by LCC through AG PWM module.
AC power from Auxiliary Generator is supplied to an
external 3-Ø Full Wave Rectifier i.e., Battery Charging
assembly, the Battery Charging assembly is converted to
74V DC power for Companion Alternator field, control
system operation and Locomotive Battery charging. The
Auxiliary Generator also supplies 74V DC power for Fuel
Pump Motor, Turbo lube oil Pump circuits, Locomotive
lighting and other miscellaneous equipments.
1.2 Companion Alternator
Companion Alternator is directly coupled to Traction
Alternator within the main generator housing. Companion
Alternator is physically connected but Electrically
independent of the Traction Alternator. Companion
Alternator consists of 16 field poles on the same rotor
back to main generator field poles. The rotating CA field
poles receive low voltage current from Auxiliary
Generator through a pair of slip rings adjacent to the
Main Alternator slip rings. CA produces 3-Ø, 45V - 230V
AC supply to excite Main Alternator field through SCR
assembly and power is fed to the Radiator Fans 1&2,
Inertial Blower motor, Traction Inverter Blowers.
1.3 Alerter / VCD System
IRCAMTECH/M/GWL/Dual cab 12
The Alerter indicator light is mounted on the control
console in both the cabs. Alerter reset push button is
mounted on the control console desktop surface in both
the Cabs. The Audible Alarm is mounted on both ECC#1
and ECC#4 Engine control panels. Alerter system is
enabled/disabled through TFT Display Unit menu
selection. When locomotive brakes are released, the
Alerter system requests an acknowledgment from the
operator time to time. If acknowledgment is not received
from Active Cab within 60 seconds, the Locomotive
Control Computer drives a Digital Output DOP 43 ALT
LT to flash the Alerter light for 8 seconds in both the
cabs. After lapse of 8 seconds, it drives one more Digital
Output DOP 44 ALT BEL to provide an audio alarm
sounds for 8 seconds. If still the Alerter request is not
acknowledged, while the Alerter light flashes or Alerter
alarm sounds, the alarm stops sounding and penalty
brakes are applied for 34 seconds or until Locomotives
speed drops to zero, which ever occurs later. Then the
penalty brake application must be reset before resuming
normal operation of train.
One must follow Railway rules and operating practices
regarding use of Alerter Equipment.
Pressing either Alerter reset button from Active Cab
while the Alerter light is flashing or the Alerter Alarm is
sounding, resets the acknowledgment request timing
cycles. Usage of Automatic Brake handle resets the
timing cycle. In addition, movement of the Throttle
Handle, Independent Brake handle or Dynamic Brake
handle also resets the timing cycle as well as pressing the
HORN or SAND button.
1.4 Auto Emergency Brake System
IRCAMTECH/M/GWL/Dual cab 13
While traveling through a terrain with a considerable
large down-gradient, speed of the train needs to be kept
under control. The AEB system does not allow to enter in
uncontrollable speed zone. Indian Railways have studied
and defined optimum speeds for every section. There is
always a chance that a manually controlled locomotive
may exceed the section speed limit. This in turn may
cause for major accidents / loss / damage. To avoid this,
Indian Railways incorporated a system is called "Auto
Emergency Brake System" which by default initiates
braking in the event of train / loco crossing the
permissible set speed. The system developed by M/S
Medha Servo Drives Pvt Ltd. has the AEB feature
implemented on WDP4D locomotives. This feature can
be enabled or disabled through switch on the ECC#1
Engine Control Panel in Cab-1 and ECC#4 Engine
Control Panel in Cab-2.
1.5 Blended Brake System
MAS696D system locomotives are equipped with
Blended Brake feature. It simultaneously applies
Dynamic Braking and Air Braking, when the loco pilot
operates the Automatic Air brake handle in the service
zone. The KNORR CCB Air Brake system controls the
Air brake on the locomotives and cars coupled in train,
and request some amount of Dynamic Braking from LCC
for blended brake operation. This feature can be disabled
or enabled in both CABs through Blended Brake Cutout
slide switch which is provided on Engine Control panel.
1.6 Manual TE Limiting
To avoid stress on weak bridges, when locomotive is
traversing them, a manual TE Limiting option is
developed to enable the operator to limit the Tractive
Effort through switch mounted on Engine control panel.
The position of the switch indicates to Railroad personnel
IRCAMTECH/M/GWL/Dual cab 14
that the feature has been turned ON. active. The tractive
effort limit may be imposed by train line input from
another locomotive equipped with this feature via the
TEL relay. Manual TE Limit switch is provided in both
the Cabs on Engine Control Panel. 1.7 Auto Flasher
Auto flasher lights are applied automatically whenever
Emergency / Penalty brake application taken place, as
indicated by the 'Loss of PCS' through the PCR relay
dropping by Computer Controlled Brake (CCB) system.
The flasher can still be turned ON manually so that if the
operator has an emergency, that did not drop PCS.
IRCAMTECH/M/GWL/Dual cab 15
2.0 Dual Cab Loco (WDP4D)
2.1 What is Dual Cab Loco (WDP4D): - WDP4D locomotive
has two driver cabins with one control console of each cabin.
SH side cabin is named as CAB#1, LH cabin is named as
CAB#2. The Dual cab Locomotive control is based on BL
Key concept of Electric Locomotives. Each CAB will have a
BL Key .The Cab in which, BL key is inserted and turned to
'ON', is called Active CAB other one Inactive cab. The
Locomotive can be operated from Active CAB only. Better
visibility to loco pilot, while driving as he can drive from
both the cabs. All the information required for running the
locomotive is available on the TFT LCD display which is in
front of loco pilot and assistant loco pilot in both cabs.
Similar arrangement of controls in both cabs for easier
operation of locomotives. Additional controls given to
Assistant loco pilot such as Horns, Emergency brake valve
for better control of locomotive.
2.2 General Technical Information of WDP4D :-
1. Wheel arrangement-Co-Co .
2. Gauge-1676 mm.
3. Axle load 20.5 ton.
4. Weight -123 ton.
5. Overall length-23m.
6. Wheel Diameter 1092 mm.
IRCAMTECH/M/GWL/Dual cab 16
7. Gear ratio 77:17.
8. Maximum speed -135 kmph.
9. Diesel Engine Type -16-710G3B.
10. HP -4500.
11. Engine RPM -954.
12. Max. Tractive Effort -41 ton .
13. Brakes- Electronic air brake system (KNORR-NYAB-
CCB).
14. Fuel Tank capacity -5000 litters
15. Locomotive control- Micro-processor Control.
2.3 Major Assemblies of DUAL CAB (WDP4D) Locomotive:
2.3.1 Electrical Control Cabinet #1:- The electrical control
cabinet #1, houses some of the electrical and electronic
equipment needed to power and control the locomotive same as
WDP4 / WDG4 locomotive but following changes are
implemented for Dual CAB purpose.
VFD Display removed: - In place of that, 2 TFT displays
provided in each control console.
BL key switch added: - BL key logic implemented as same
as Electric loco.
TB's replaced with CPC connectors for ECC#1 to TCC
connections and extra CPC's added for CAB#2 connections.
ECC#1Equipment (Loco Pilot Accessible)
1. Circuit Breaker Panel in ECC#1.
2. Engine Control Panel in ECC#1.
3. Ground Relay Cut out switch in ECC#1 and Test panel in
ECC#1.
ECC#1 Internal Equipment (Loco Pilot Not Accessible)
1. Main Control Panel (High voltage area, Resistors etc.)
2. Locomotive Control Computer MLC 691.
3. ADB 1,2,3,4 and FDB.
4. Four braking Contactors (B1, B2, B3, B4)
5. Silicon Control Rectifier (SCR) Assembly
IRCAMTECH/M/GWL/Dual cab 17
ECC #1(MCP-460D) FOR WDP4D
2.3.1(A) Circuit Breaker Panel on ECC#1 in CAB-1 ECC#1 cabinet Circuit Breaker panel has approximately 33
Circuit Breakers as shown in figure that are used in the control
and protection of Diesel Engine and Electrical systems. These
Breakers can operated as switches but trip open when an over
load or short circuit occurs.
1. LIGHTS Circuit Breaker: This 30A Circuit Breaker
must be switched ON (liver up) to power the switches that
control locomotive lights.
2. HDLTS Breaker: This 35A Circuit Breaker provides power
and protection to the cab end and hood end Head Light circuits.
IRCAMTECH/M/GWL/Dual cab 18
Circuit Breaker Panel 3. CAB FANS Circuit Breaker: This 30A Circuit Breaker
provides power and protection for Cab Air circulating fan
motors and their control circuits.
IRCAMTECH/M/GWL/Dual cab 19
4. AIR DRYER Circuit Breaker: This 15A Circuit Breaker
provides power and protection to the main Reservoir Air Filter
Dryer and associated circuit.
5. AC CONTROL Circuit Breaker: This 15A Circuit
Breaker provides CA power supply to ZCD circuit to detect
zero crossing and control excitation for Main Alternator.
6. CONTROL Circuit Breaker: This 40A Circuit Breaker sets
up the Fuel Pump and control circuits for engine starting. It
supplies Battery Power through battery knife switch before
engine starts. Once the engine is running, the Auxiliary
Generator supplies power through this breaker to main operating
control.
7. LOCAL CONTROL Circuit Breaker: This 30A Circuit
Breaker establishes local control with power from the
locomotive battery or Auxiliary Generator to operate heavy duty
switch gear, Magnetic valves, contactors , Blowers and Relays
etc.
8. FILTER BWR MTR Circuit Breaker: This 30A circuit
Breaker protects the inertial Filter Blower Motor circuit.
9. AUX GEN FIELD Circuit Breaker: This 10A circuit
Breaker protects the Auxiliary Generator Field circuit and is
equipped with auxiliary contact sets. One set is double pole
switch that protects AG PWM circuit.
10. FUEL PUMP Circuit Breaker: This 30A circuit
Breaker protects the Fuel
Pump Motor Circuit.
11. LRMS PS Circuit Breaker: This 5A Circuit Breaker
provides power to the LRMS power supply module. This
Circuit Breaker input is connected directly on battery terminal,
so that after opening battery knife switch LRMS PS also gets
power through this CB.
Note : If Filter Blower Motor breaker trips, continue loco operation
to the nearest maintenance point, and attend
IRCAMTECH/M/GWL/Dual cab 20
12. TURBO Circuit Breaker: This 30A circuit breaker
provides power and protection to the turbo lube pump motor. It
must be switched ON before engine starting for pre lube and
after engine shutdown to remove residual heat from the Turbo
bearings. If the engine is running and this breaker is OFF the
TURBO CIRCUIT BREAKER IS NOT CLOSED message
appears on the display.
13. COMPUTER CONTROL Circuit Breaker: This 15A
Circuit Breaker powers
& protects Locomotive Control Computer operating power
supply. Computer Control CB Cab-1 and Computer Control CB
Cab-2 are connected in series and these two CBs must be ON for
working from any Cab.
14. MICRO AIR BRAKE Circuit Breaker: This 15A
circuit breaker provides operating power to the KNORR Air
Brake system and the Air Brake system cooling fans. Micro Air
Brake CB Cab-1 and Micro Air Brake CB Cab-2 are connected
in series and these two CBs must be ON for working from any
Cab.
15. DCL1 to DCL6 Circuit Breakers: This 3A circuit
Breaker protects the DC LINK isolation switch motor and
control circuits. A safety guard over the Breaker lever helps to
prevent ccidental operation. Six DCL Circuit Breakers are
provided for individual DCL Isolation switch Motor control.
16. TC1 COMPUTER TO TC6 COMPUTER Circuit
Breakers: This 5A Circuit Breaker provides power and
protection to Traction Computer#1 to #6 and associated circuits.
A safety guard CB's are provided on this to prevent accidental
CB operation.
17. GENERATOR FIELD Circuit Breaker: This 90A
Circuit Breaker protects the Traction Alternator Field circuit.
The Companion Alternator supplies the Traction Alternator
Field Excitation current through Silicon Controlled Rectifiers.
GEN. FLD. breaker protects SCRs, Traction Alternator,
Companion Alternator and other associated circuitry. If TA field
IRCAMTECH/M/GWL/Dual cab 21
current over load occurs, the Breaker trips and the locomotive
computer displays the Crew Message “Main Gen. Field
Circuit Breaker is tripped under load”. A Gen. Fld. CB Cab-
1 and Gen. Fld. CB Cab-2 are connected in parallel. This Circuit
Breaker must be ON n Active Cab and must be OFF in Inactive
Cab.
18. TCC BLOWER 1 to TCC BLOWER 6 Circuit
Breakers: This 30A Circuit Breaker protects the TC Blower
Booster, Inverter, Motor and associated circuitry.
19. GROUND CUTOUT Switch: This toggle switch, when
open, disconnects ground protection sensors (Ground Leakage
Current sensors PGND MG, PGNDPI+VE, PGNDPI-VE) from
locomotive electrical circuits for maintenance inspection or
trouble shooting. When this switch is open, the LCC prevents
TA excitation. This switch normally locked in the closed
position by a pin that is safety-wired to bracket. This setting
arms the ground fault protection.
2.3.1(B) Engine Control Panel of ECC # 1:-
ECP has following equipments as shown in figure.
Control Panel in Cab – 1
IRCAMTECH/M/GWL/Dual cab 22
1. ISOLATION Switch: This Rotary switch has two settings:
START/STOP/ISOLATE are in ONE position. RUN is in
SECOND position. In Dual cab locomotives, this
Run/Isolate switch is provided in both cabs. In any cab, if
the switch is kept in Isolate position, locomotive is
isolated and braking contactors pick up and DC Link voltage
discharges. START/STOP/ISOLATE: In this position
system allows the Diesel Engine to START. It doesn’t
develop power or respond to throttle control signals.
Engine runs at IDLE speed regardless of Throttle Handle
setting, except for engine speed increases for compressor
operation, low Engine temperature, turbo cool down cycle.
RUN: In this position locomotive responds to (Throttle
handle setting changes) Digital Inputs from operator
(local/train line) and develops POWER in normal
operation.
2. DYNAMIC BRAKE CUT IN/CUT OUT Switch: This
switch has two positions as CUT IN and CUT OUT. If this
slide switch is set in cut out (slider down), locomotive does
not operate in Dynamic Brake mode. Locomotive operates in
power with normal Air Braking and other loco in tandem
does also effect. Cutting out Dynamic Braking on selected
loco in tandem limits total Dynamic Brake effort. Cutting
out Dynamic Brake does not effect normal power operation
and does not effect the Air Brake system. This lever of this
switch is normally safety wired in the CUT IN (lever up)
setting to prevent accidental Dynamic Brake CUT OUT.
This Cut out switch is provided on ECC#1 Engine Control
Panel only and is not provided on ECC#4 Engine Control
Panel.
3. BLENDED BRAKE CUT IN / CUT OUT Switch: When
this slider switch is set in CUT OUT (slider down) position,
locomotive does not operate in Blended Brake mode when
the operator moves the Automatic Brake Handle in to the
IRCAMTECH/M/GWL/Dual cab 23
service application zone. Normal Air Brake applies on the
locomotive dynamic braking is still available when the
controller throttle/dynamic braking handle is moved in the
Dynamic Braking Zone. This Cut out Switch is provided on
ECC#1 Engine Control Panel only and is not provided on
ECC#4 Engine Control Panel.
4. EXTERIOR LIGHTS Switch: This slide switch provides
ON/OFF control of the fuel filler lights on both sides of the
locomotive. With the slider in the ON position, Power is
supplied to these lights, provided that the battery knife
switch is closed and LIGHTS Breaker is ON in Cab-1.
5. MAINTENANCE R O O M LIGHTS Switch: This
slide switch provides ON/OFF control of the engine room
maintenance lights. With the slider in the ON setting, power
is supplied to these lights provided that the battery knife
switch is closed and maintenance lights switch is ON. This
maintenance room lights switch is provided in cab-1 only.
6. EMERGENCY FUEL CUTOFF & ENGINE STOP
Switch: When this switch is pressed for approximately 0.5
seconds, red push button. It requests Locomotive Computer
to stop Diesel engine. The push button need not be held in
until engine stops. However, pushing button for 0.5 second
ensures that the computer recognizes the switch actuation as
a proper shutdown request. One more additional EFCO/Eng.
Stop switch is provided on ECC#4 Engine Control panel in
cab-2.
7. FP / ES (Fuel Prime & Engine Start switch)
In this locomotive, FP/ES is provided in both cabs in
parallel. If any switch is kept in Prime position, MCC gets
prime input and run the Fuel Pump motor. When this
switch is kept in Start position, MCC gets start input and
pick & up the STA contactor for cranking the Engine. From
any cab loco can be cranked.
8. BATTERY AMMETER: This Analog meter indicates the
locomotive batteries Charging / Discharging rate. It does not
IRCAMTECH/M/GWL/Dual cab 24
indicate Auxiliary Generator output or engine cranking
current during start-up. This Battery Ammeter is provided in
cab-1 only.
9. CLASSIFICATION LIGHTS Switch: This Rotary switch
has three settings LONG HOOD FORWARD, OFF and
CAB END FORWARD.
In Dual Cab locomotives, it is provided in both cabs. If
in cab-1, if this switch is kept in cCab End Forward (cab-1
end) position cab-1 side white lights and cab-2 side red lights
become ON. In cab-2, this switch is kept in cab End
Forward (Cab-2 end) position, the cab-2 side white lights
and cab-1 side red lights become ON.
10. ALERTER ALARM: Alerter Alarm sounds, If the loco
pilot has not acknowledged the flashing of the console
Alerter indicate lights for 8 seconds. When the Alerter
sounds the loco pilot must acknowledge it within the next 8
seconds to avoid a penalty brake application.
11. RAPB: Restricted Air penalty Brake switch provided on
Engine Control Panel to enable the AEB system.
12. TELM SW: Tractive Effort Limit switch provided on
Engine Control Panel to enable the Tractive Effort Limit
while working on Weak/Lengthy Bridges.
13. BL Key: This BL key is provided in both cabs. BL key is a
Master Handle for cab selection in Dual cab locomotive. BL
key is a ten pole switch. It is mounted on ECC#1 in cab-1
and ECC#4 in cab-2 on Engine control panel. BL key has
two positions, OFF and ON. BL key handle is allowed to
insert and remove in OFF position only. Where the BL key
is inserted and kept in ON position that is called Active Cab.
If BL key is removed in both babs, it is treated as locomotive
isolated. If BL key is inserted and turned ON in both cabs is
also treated as locomotive isolate.
IRCAMTECH/M/GWL/Dual cab 25
BL key interlock is provided for following circuits. So without
BL key in ON position, following operations are not possible:
Alerter Reset push button Input
RAPB/AEB switch Enable Input
TE Limit switch Enable Input
GF request Input
Horn push button Input(for event recorded data)
Throttle and Reverser handle Inputs
Manual Sand switch Input
2.3.1(C).Test Panel in ECC#1 Test panel jacks are provided on Circuit
Breaker panel to conveniently check the
following voltages by Maintenance staff:
1. Main Generator (Traction Alternator) Field voltage
2. Companion Alternator Output voltage 3 Phase AC
3. Load Regulator voltage
4. Loco Battery voltage (BP-BN)
2.3.2 Electrical Control Cabinet #2 : ECC#2 contains starting motor circuit(contactor STA & ST) and Battery charging circuit same as WDP4 / WDG4 locomotive, there is no change in ECC#2 for Dual CAB purpose. ECC#2 Equipment (Loco Pilot Accessible) 1.Auxiliary Generator (250 A) CB in ECC#2.
ECC#2 Internal Equipment (Loco Pilot Not Accessible)
1.Battery Charging Assembly(BCA)
2.ST &STA contactors.
3.TB 61A &TB 62A
IRCAMTECH/M/GWL/Dual cab 26
ECC#2
2.3.3 Electrical Control Cabinet #3:- ECC#3 contains 2 Radiator
fan control circuits same as WDP4 / WDG4 locomotive. 823C
connector is removed.
ECC#3 (MCP – 462D)
ECC#3 Equipment (Loco Pilot Accessible) 1. Radiator fan control Circuit Breakers.
ECC# 3 Internal Equipment (Loco Pilot Not Accessible)
1. Fan contactors FCS1, FCS2, FCF1A, FCF1B, FCF2A, and
FCF2B.
823C Connector
removed
(Dummy)
IRCAMTECH/M/GWL/Dual cab 27
2. TBs 83A, 83B, 83C.
3. MRPT (Main Reservoir Pressure Transducer)
4. Connectors 823A, 823B, 823C, 823D, 833A, 833B, 833C,
and 833D
ECC#3 Internal View
2.3.4 Electrical Control Cabinet #4 : Provided in CAB-2
ECC#4
IRCAMTECH/M/GWL/Dual cab 28
ECC#4 Equipment (Loco Pilot Accessible)
1. Circuit Breaker Panel in ECC#4.
2. Engine Control Panel in ECC#4.
3. Ground Relay Cut out switch in ECC#4.
2.3.4. (A) Circuit Breaker Panel on ECC#4 in CAB-2
From Cab-1 following CBs are duplicated and mounted in Cab-
2:
1. Computer Control Circuit Breaker: This CB is provided
in both cabs and connected in series with cab-1 CB. For normal
working of both cabs, CBs must be in 'ON'. LCC can restart
from any cab.
2. Micro Air Brake Circuit Breaker: This CB is provided
in both cabs and connected in series with cab-1 CB. For normal
working of both cabs, CBs must be in 'ON'. Air Brake Computer
(CCB) can restart from any cab.
3. Generator Field Circuit Breaker: This CB is provided
in both cabs and connected in parallel with cab-1 CB. For
normal working, set the Generator Field CB in 'ON' in active
cab and set this CB in 'OFF' in inactive cab.
4. Cab Lights and Fans Circuit Breaker: One additional
Circuit Breaker is provided for cab-2 lights and fans only.
Maintenance lights and engine room lights work with cab-1
lights CB.
5. GRNT CO SWITCH: This switch is provided in both
cabs in series. Both switches must be closed (liver up) to
enable the ground protection
IRCAMTECH/M/GWL/Dual cab 29
Circuit Breaker Panel on ECC#4 in CAB-2
2.3.4(B) Engine Control Panel of ECC #4
Following items are duplicated from cab-1 and mounted in
cab-2. ECC#4
Engine Control panel items operation and functions are
similar to cab-1
Engine Control panel.
Run / Isolation Switch
Fuel Prime / Eng. Start Switch
Classification Lights Switch
Emergency Fuel Cut off & Eng. Stop
BL Key
Alerter Alarm
RAPB & TELM Switches
IRCAMTECH/M/GWL/Dual cab 30
Engine Control Panel in Cab - 2
2.3.5. Traction Control Cabinet TCC (MCP 463): TCC contains
electrical and electronic equipment needed to power and control
the traction motors. Same as WDP4 / WDG4 locomotive, there is
no change in TCC for Dual Cab purpose. Harness cables from
ECC#1 to TCC changed.
2.3.6 Control Console: Each cab has one Control Console as
Cab-1 Control Console and Cab-2 Control Console. Operation
point of view both are identical. Two TFT displays are provided
on each Control Console, one for Loco-pilot and other one for
Assistant Loco-pilot. Top of the control desk is flat surface
closest to the loco pilot when seated at the control console as
shown in figure.
IRCAMTECH/M/GWL/Dual cab 31
Control Console
Each CAB Control console has the following items:
1. Alerter Light
2. Alerter Reset Push Button
3. AEB Reset Push Button
4. Attendant call Push Button
5. Control & FP switch
6. Dy. Brake Circuit Breaker
7. Eng. Run switch
8. Gen. Fld. Switch
9. Horn Push Buttons
10. Head Light Rotary switches
11. Manual Sand switch
12. Manual Flasher Light switch
13. MU Eng. Stop
14. TFT Displays
Alerter Light
Alerter Light is provided in both the Cabs. Whenever T-0 Cycle
(60 sec.) is completed, Computer drives a Digital output to the
Alerter light for alertness the operator. Both Cabs Alerter Lights
will blink at a time but Alerter Reset is possible from Active
Cab only.
IRCAMTECH/M/GWL/Dual cab 32
Alerter Reset Push Button
Alerter Reset Push Button is provided in both the Cabs. This
Reset option is interlocked through BL Key, where ever the BL
Key is inserted and kept in ON position from that Cab only
possible to reset the Alerter cycle. From Inactive Cab it will not
reset.
AEB Reset Push Button AEB reset push button is provided in both the Cabs. This Reset
option is interlocked through BL Key, where ever the BL Key is
inserted and kept in ON position from that Cab only possible to
reset the AEB. From Inactive Cab it will not reset.
Attendant Call Push Button
Attendant Call push button is provided in both the Cabs in
parallel. In any Cab if it is pressed the Alarm gang will ring and
Computer will get one Train line 2 (Alarm) Input.
Control & FP switch
Cont. & FP switch is provided in both the Cabs in parallel. In
the Active Cab this switch must be in ON, then only the
important circuits which are connected through BL Key will get
power supply.
Dynamic Brake Circuit Breaker
Dynamic Brake Circuit Breaker is provided in both the Cabs in
parallel. In the Active Cab this switch must be in ON, then only
the MCC gets TL24 Analog Input.
Engine Run Switch
Engine Run switch is provided in both the Cabs in parallel. In
the Active Cab this switch must be in ON, then only the MCC
will get Train line 16 (Eng. Run) Input. In the Inactive Cab this
switch must be in OFF.
IRCAMTECH/M/GWL/Dual cab 33
Gen. Fld. Switch
Gen. Fle. Switch is provided in both the Cabs in parallel. In the
Active Cab this switch must be ON, then only the MCC will get
Train line 6 (GF request) Input.
Horn Push Button
Horn push buttons are provided in both the Cabs. Each Cab is
having four switches two for LP and two fro ALP. In any Cab
Horns will work but Horn Digital Input for “Event Recorder
data logging” will get from Active Cab only.
Headlight Rotary switch
Headlight Rotary switches are provided in both the Cabs. In
each Cab have two Rotary switches one is for Cab-1 end
Headlights and another two switches for Cab-2 end Headlights.
Note: Headlights Circuit Breaker is provided only in Cab-1, it
must be in ON for working from any Cab.
Manual Sand Switch
Manual Sand switch is provided in both the Cabs. This switch is
interlocked through BL Key so from Active Cab only Manual
sanders request Train line 23 (Mnsw<) Input will go to
Computer.
Manual Flasher Light switches
Manual Flasher Light switches are provided in both the Cab. In
each Cab two switches are provided on Control Console. From
any Cab Flasher Lights can made ON.
2.37. Control and Operating Switch Panel in CAB-1&2: Control and Operating Switch panel which is shown in figure
consists of Engine Run, Control & Fuel Pump, Generator Field
slide switches and Dynamic Brake Control Circuit Breaker,
IRCAMTECH/M/GWL/Dual cab 34
which are mounted in both the Cabs on Control console just
beside the Display Unit.
Operating Switch Panel in CAB-1&2 1. ENGINE RUN SWITCH: The Engine Run switch is
provided in both cabs and are connected in parallel. Set this
switch in ON position on Control and Operating Switch Panel in
Active Cab, it should be OFF in the Inactive Cab. The switch is
ON, when its slider is up. When the Engine Run switch is ON,
the Locomotive control system controls the Diesel Engine
speed according to Throttle Position. When the Engine Run
switch is OFF (slider down) Engine speed does not respond to
Throttle Handle position, except during Load Test Mode.
Note: During MU operation, keep the switch in ON position in
Active Cab only. If the locomotive is in LEAD, set this switch
to OFF in both cabs. If the locomotive is in TRAIL or if it has to
be moved as dead.
2. GENERATOR FIELD SWITCH: This switch is provided
in both cabs and are connected in parallel. Keep the switch in
ON position in Active Cab and should be OFF in the Inactive
cab. This switch is 'ON' when its slider is up and switch is 'OFF'
when slider is down.
IRCAMTECH/M/GWL/Dual cab 35
In WDP4D locomotives main generator output power is fed to
Traction Inverters which in turns energizes the Traction Motors.
In Active Cab, Gen. Field switch must be 'ON' to enable
Traction Inverters to power the Traction Motors. If Gen. Field
switch is 'OFF', Traction Alternator excitation still continue to
produce DC Link output. But the Traction Inverters stop the
operation of AC power to the Traction Motors. This switch is
train lined.
Note: During MU operation, keep the switch in 'ON' position in
Active Cab only, if the Locomotive is in LEAD. Keep the
switch 'OFF' in both Cabs, If locomotive is in TRAIL or
if it is to be moved as dead
3. CONTROL & FP SWITCH: The Control & FP switch is
provided in both cabs and are connected in parallel. Keep the
switch in 'ON' position in Active Cab and should be OFF in the
“Inactive Cab”. The switch is ON when its slider is up. When
CONT&FP switch is ON, it provides power to Low Voltage
control circuit and enables the Loco computer to pickup Fuel
Pump Control Relay FPR and enables Diesel Engine starting.
Note: During MU operation, set this switch in 'ON' position on
Control and Operating Switch Panel in Active Cab only, if the
Locomotive is to LEAD in tandem. Set this switch 'OFF' in both
Cabs, if the Locomotive is to TRAIL in tandem or if it is to be
sent as dead in tandem.
4. DYNAMIC BRAKE CONTROL CB: This Circuit Breaker
is provided in both Cabs and connected in parallel. Circuit
breaker protects against a faulty operating or test setup. The
circuit breaker should be in 'ON' (up) position in both cabs for
normal operation. A tripped circuit breaker generally indicates
that, during dynamic brake testing, more than one dynamic
brake handle in a consist is out of OFF position. The safety
IRCAMTECH/M/GWL/Dual cab 36
guard covering for this breaker lever prevents accidental
switching of breaker to ON or OFF position.
IRCAMTECH/M/GWL/Dual cab 37
3. Speedometer Analog Speedometer is mounted on both control console
instrument panels. This speedometer receives analog signals
from LCC, which are based on TM speed sensors signals or from
RADAR. The speedometer scale ranges from 0 to 180 KMPH as
shown in figure.
Fig : Analog Speedometer
4. Tractive Effort / Dynamic Brake Effort Meter TE/ BE meter is mounted on both control console instrument
panels just to the right side of speedometer. This meter indicates
the sum of all active traction motors torque. When locomotive is
not in Power mode or Dynamic Brake mode, meter pointer
shows to null (indicates zero) as shown in figure . When the
locomotive is in power mode, pointer moves clockwise for
Tractive Effort and when the locomotive is in Dynamic Brake
mode, pointer moves counter clockwise for Dynamic Braking
Effort. Tractive Effort meter scale ranges from 0 to 550 KN (Kilo
Newtons) and Dynamic Brake effort scale ranges from 0 to 300
KN.
This meter also includes a high motor tractive effort indicator
(Yellow) LED that lights when Tractive Effort is high. When TE
> 400 KN, Yellow LED glows with all traction motors are active.
If any traction motor is cutout, this LED glows in proportionate
to the active traction motor’s tractive effort.
IRCAMTECH/M/GWL/Dual cab 38
Tractive Effort/Dynamic Brake Effort Meter
5. Starting Fuse and Battery Knife Switch Box Starting Fuse and Battery knife switch box is located on the
left side of the locomotive.
This box includes the following:
1. BATTERY SWITCH (Battery Knife Switch): When this
switch is closed, it connects the locomotive batteries to the
locomotive low voltage electrical system. The Battery switch
must be closed all times during its operation.
2. STARTING FUSE: The 800A starting fuse is in use only
during starting of Diesel engine. Battery current flows through
the fuse and the starting contactor to the starting Motors. The
starting fuse protects the Motors from current overload.
A defective starting fuse can be detected while attempting to
start the engine. If the engine start switch does not crank the
Engine, then check the fuse.
IRCAMTECH/M/GWL/Dual cab 39
6. Preparation for Service 6.1 Ground Inspection
Check for the following and correct them when necessary:
Leakage of fuel oil, Lube oil, Water or Air
Loose or dragging parts
Proper installation of Electrical cables and Air Brake
house connections to train
Proper setting of angle cocks and shutoff valves
Air “cut in” to bogie brake cylinder
Satisfactory of Brake shoes
Adequate Fuel supply
Verify the Aux. Gen. Circuit Breaker is closed in ECC#2.
6.2 Engine Room Inspection Engine room equipment is inspected and operated by opening
access doors along the sides of locomotive. Check for the
following and correct them when necessary.
Check Lube oil level
Check Air compressor Oil level
Check Governor Oil level
Check water level in water tank sight glass. It should be
nearer to FULL (Engine Running ) mark
Note: Recheck water level when Engine is running. It should
be nearer to FULL (Engine running) mark
Check Head lights, Flasher Lights, Classification
lights etc.
Check all Valves for proper setting.
Check for leakage of Fuel oil, Water, Lube oil or Air.
Note: A proper filled Engine lube oil system coats the oil
gauge above the FULL mark when the Engine is stopped.
To obtain an accurate check, recheck the level when the
Engine is Idling and at normal operating temperature.
IRCAMTECH/M/GWL/Dual cab 40
6.3 Starting Fuse and Battery Box Inspection
Verify that main Battery Knife switch is closed
Verify that Staring Fuse is installed in good
condition and its correct rating.
6.4 Circuit Breaker Panel Inspection on Dual Cab
Locomotive
On the Dual Cab locomotive, two Circuit Breaker panels are
provided. Cab-1 CB Panel is the main Panel. Cab-2 CB
Panel is duplicated for four CB's. While working from Cab-
1, all Circuit Breakers must be ON in Cab-1 CB Panel and
also Comp. Control, Micro Air Brake CB's in Cab-2. While
working from Cab-2 Generator, Field CB must be OFF in
Cab-1 CB panel and Generator Field CB must be ON in
Cab-2 CB panel. a. The following Circuit Breakers must be ON for
locomotive running:
AC CONTROL
CONTROL
LOCAL CONTROL
AUX.GEN.FLD
FUEL PUMP
COMP.CONTROL in both CABS
MICRO AIR BRAKE in both CABS
DCL1 TO DCL6 ( ALL SIX CIRCUIT BREAKERS)
TC 1 COMPTR to TC 6 COMPTR. ( ALL SIX
CIRCUIT BREAKERS)
GEN. FIELD CB in the “ACTIVE CAB”
TCC BLW 1 to TCC BLW 6 (ALL SIX CIRCUIT
BREAKERS)
b. The other Circuit Breakers ON as required:
LIGHTS
HEAD LIGHTS
IRCAMTECH/M/GWL/Dual cab 41
CAB FANS
AIR DRYER
FILTER BLOWER MTR
c. In Circuit Breaker panel verify that GROUND
RELAY CUTOUT switch is closed ( lever up) and sealed
in both Cabs.
ENGINE CONTROL PANEL:
ISOLATION switch in START / STOP / ISOLATE
position in the Active Cab. Miscellaneous switches set as required.
Note: Electrical control cabinet must be securely closed
during Locomotive operation for proper cooling.
6.5 Control Consoles Set control console devices as follows:
Set CONTROL & FP switch ON (slider up) in the
Active Cab. When the CONTROL & FP (control
and fuel pump) switch is ON, it provides power to
low voltage control circuits, and it enables the
locomotive computer to pick up fuel pump control
relay FPR, and it enables diesel engine starting.
Set Engine Run switch and Gen. Field switch to
'OFF' in both Cabs (slider down during cranking)
Set Light switches and other switches as desired.
Set Throttle Handle in IDLE. Center Reverser
(neutral) and remove it.
6 . 6 Air Brake Equipment Set Air Brake controller Automatic Brake Handle in
FS (full service). This nullifies any safety control
brake application.
Set Air Brake controller Independent Brake valve
Handle in FULL (full application)
IRCAMTECH/M/GWL/Dual cab 42
Set Air Brake controller setup (LEAD/TRAIL
SWITCH) in LEAD position in the Active Cab and in
the Inactive Cab, it must be “TRAIL” position.
7. Engine Starting Procedure of Dual Cab Locomotive
The Diesel Engine may be started from any cab after the
following inspection has been completed.
WDP4D locomotive is equipped with dual DC startors for cranking
the Diesel Engine at left side near the engine ring gear. Diesel
engine fuel oil must be circulated through fuel system before
engine starts. When the FP / ES switch in any Cab is held in
PRIME (left), the locomotive computer starts the fuel pump motor,
after ensuring the return fuel sight glass clear without bubbles
(Approximately 20 seconds), turn the FP/ ES switch to START
(right) position. These starters run with battery supply which is
available on locomotive to start the Diesel Engine.
(a) Engine Inspection Ensure that the Throttle Handle of both Cabs control console
in IDLE, Reverser handle center, RUN/ ISOLATE switch in
ISOLATE position .
Ensure that the level of Compressor oil, Engine sump Lube Oil and Governor Oil is sufficient .
Ensure that the Coolant Water level in the water tank ( Engine dead – Full) is sufficient.
Ensure that no one is working on the Engine, Generator
Room, Compressor Room in the other Cab etc. and all doors
are closed.
Ensure that the MU Engine Stop button is in RUN position in both Cabs on Control Console (For reset press Green portion inside).
Ensure that the engine over speed mechanism is reset.
Ensure that the Governor Low Lube Oil Button ( LLOB ) is reset.
Ensure that the Crank case (oil pan) pressure and Low water
pressure detector reset buttons are in reset (pressed in side).
If the button is ejected while cranking, press and hold it for 15
seconds immediately after Engine starts.
IRCAMTECH/M/GWL/Dual cab 43
Note:Check Date & Time of loco shutdown from Engine
logbook, If loco has been shutdown more than 48 hours. Don't
start the Engine and contact home shed for advice.
(b) Engine Starting Procedure After the preceding inspections have been completed, the Diesel
Engine may be started.
Note: Engine should be Pre - Lubricated, If it has been shut
down more than 48 hrs. See Engine Maintenance Manual for
Pre - Lubrication procedure.
1. Close the battery knife switch.
Ensure that the starting fuse is installed in good condition
and is rated correct as 800 Amps for WDG4/WDP4B/WDP4D
locomotives.
2. Switch ON Control and Local Control circuit breakers on cab-1 Circuit Breaker panel. 3. Switch “ON” TURBO lube pump Circuit Breaker to pick up
“TLPR” when turbo lubrication is required.
4. Switch 'ON' DCL1CB, DCL2 CB, DCL3 CB, DCL4 CB, DCL5 CB and DCL6 CB on cab-1 Circuit Breaker panel to control DCL switch gear motor for closing and opening the DCL Isolation switches. 5. Switch ON all Traction Computer circuit breakers TC-1 CB, TC-2 CB, TC-3 CB, TC-4 CB, TC-5 CB and TC-6 CB, which in turns initializes all Traction Computers and power ON self check is done.
6. Switch ON COMPUTER CONTROL Circuit Breakers in both Cabs, the MAS 696D system initializes and power ON self check is done. If any abnormality is found the same message is informed through TFT Display Unit for correction, other wise the MAIN MENU is displayed. 7. Switch ON all Traction Computer Blower circuit breakers
TCC BLWR1 CB, TCC BLWR2 CB, TCC BLWR3 CB, TCC
BLWR4 CB,TCC BLWR5 CB and TCC BLWR6 CB to control
and protect TC blowers.
8. Switch ON the CONTROL & FP slide switch in active cab control console.This allows fuel pump to RUN when FP/ES switch is in Fuel prime or engine start position. 9. Switch ON FUEL PUMP Circuit Breaker.
10. Switch ON AC CONTROL Circuit Beaker.
IRCAMTECH/M/GWL/Dual cab 44
11. Switch ON Governor Booster Pump Circuit Breaker.
Note: If Governor Booster pump is not provided on locomotive,
advance the Governor linkage Lay shaft gently while cranking till
the Engine runs.
Note: Verify that the Ground Relay CUT OUT switch is closed
(lever up ) and sealed properly in both cabs. It is located on the
Circuit Breaker Panel in ECC#1 and ECC#4.
Note: Never discharge batteries excessively by repeated
cranking. If first two or three attempts are failed, identify the fault
or check and reset safety devices like OSTA / LLOB etc. If any
one is tripped recheck the cranking procedure.
Note: Ensure that MU Engine Stop button not operated in both
Cabs and in the consist locomotives.
Note: Follow the correct Cranking & Shutdown procedure to
enhance Engine and Turbo life.
12. Turn the FP / ES switch lever to PRIME and hold it there
(normally 10 - 20 sec then release it.) until the fuel flows clear
and free from bubbles in the return fuel sight glass.
13. Turn the FP / ES switch lever to ENGINE START and
hold it there until the engine starts and speed increases to Low
Idle RPM 200. Do not crank for more than 20 seconds.
Note:
To prevent over heating of starting Motors, which may damage
them, do not allow Engine cranking for more than 20 seconds. If
Engine fails to start after cranking for 20 seconds, wait for
2 minutes to cool starting Motors before cranking Engine
again.
14. After holding the engine RPM above 200, release the FP / ES button.
15. Check Low water pressure detector reset button on EPD after Engine start. If detector is not reset, engine shuts down
IRCAMTECH/M/GWL/Dual cab 45
after a short time delay. If detector trips, press it continuously for 15 seconds.
Note: Keep the Engine at Low Idle for 6 minutes, Don't shift the
ISOLATION switch to RUN position immediately to avoid
automatic shutdown due to low water and low LUBE OIL
Pressure. After six minutes automatically Engine speed
increases for Air compressor operation or Low water
temperature.
Note : Ensure that the Batteries are charging on the TFT
Display in the Aux. Gen. Screen and Battery Ammeter is
showing charging side (Green zone in Cab-1 on Engine Control
Panel).
Note: Do not apply load before Engine water inlet temperature
has been reached to 49º C.
16. Lube time parameter in case of Cranking is prohibited due to pre lubrication.
17. Follow specified standard Railroad precautions in setting of LEAD / TRAIL switch for safe operation.
18. Follow correct Air Brake equipment setup procedure to
avoid delay and incorrect operation.
19. To perform Air Brake System normal working, keep
LEAD/TRAIL switch in LEAD position on required active Cab
control console, in other Inactive Cab control console, it must
be in TRAIL only.
20. Check the TFT Display for CREW MESSAGES one by
one and clear as per the Computer advice.
21. Keep Auto Brake Handle in Full Service on working
control console, and observe the following message after 10
seconds.
Message: “To restore normal Air Brake operation, keep Auto
Brake Handle in RUN position”.
IRCAMTECH/M/GWL/Dual cab 46
8. Setting Locomotive On Line After the Diesel Engine is started and inspected, set the
locomotive on line by setting the ISOLATION switch in RUN.
When a locomotive is on line, it can respond to operator
controls and develop Tractive effort / Braking effort. The
Locomotive Computer changes Diesel Engine speed in
response to certain operating conditions, such as low Main
Reservoir pressure, causes PCS OPEN by Air Brake
Computer or Hot Engine-extended time, TH limit to 6 notch. In
these circumstances, Diesel Engine speed is not precisely
related to throttle setting.
9. Precautions Before Moving Locomotive Before attempting to move the locomotive under its own
power, carefully follow these precautions:
Make sure that main Reservoir Air pressure is normal.
Make sure that the Brake system is set up as LEAD on Active Cab Control Console and TRAIL on Inactive Cab Control Console.
Check for proper Air Brakes application and
release. Observe Brake cylinder and Brake rigging.
Release Hand Brake and remove any wheel blocking (wooden wedges).
Note : Engine water temperature should be 49ºC or high before full load is applied to Engine.
10. Handling Light Locomotive After starting the Engine, Place Locomotive on line and
preceding inspections and precautions are completed, the
Locomotive is handled as follows:
Set the ENGINE RUN and GENERATOR FIELD switches "ON" on Control & operating switch panel in Active Cab.
Set the Air Brake system in Active Cab for LEAD position.
Insert the Reverser Handle (Direction Handle) and set
in the direction of travel, Forward or Reverse. (Engine
IRCAMTECH/M/GWL/Dual cab 47
speed increases from low Idle to throttle 1 speed, as
soon as the Reverser handle is thrown) Release the Air Brakes.
Note : Locomotive response to throttle movements is almost immediate. There is little delay in power build up. Do not operate Reverser Handle, Reverse to Forward or Forward to Reverse when the Locomotive is moving.
Advance the throttle handle as needed to move
Locomotive at desired speed.
Switch Headlights and other lights ON as needed.
11. Coupling Locomotive Together Use the following procedure when coupling locomotives together for Multiple Unit operation.
Couple and stretch locomotive to ensure that the
couplers are locked properly.
Install 27 conductor electrical control cables between locomotives.
Perform ground, engine room and engine
inspections as outlined in preceding pages.
Set Cab controls for trailing Unit operation. Remove
Reverser from all controllers to lock controls.
Connect Air Brake hoses between Locomotives. Open required Air hose cutout cocks on each
Locomotive. Using Lead locomotive Air Brake Cab Control Unit
(CCU), make an automatic brake application to determine if brakes apply on each locomotive. Release the automatic application, then make sure that the brakes on each locomotive are released
Follow the same procedure to check independent brake
application. Also, release automatic brake service application
by pulling up the independent brake handle bail-release ring.
Inspect all brakes in the tandem to verify that they are
released.
IRCAMTECH/M/GWL/Dual cab 48
12. Double Heading Service In double heading service, an extra locomotive is temporarily
coupled to the lead end of the Lead Locomotive, air brake pipes are
connected between them, but MU jumper electrical cable are not
provided. There is a loco pilot in each locomotive. Prior to Double
Heading behind another locomotive, make a full service brake pipe
reduction with the Automatic brake valve and set the brake system
in the Lead-out (Trail) mode.
The operation of the throttle is normal, but the brakes are controlled
from the lead locomotive. An Emergency Air Brake application
may be made however, from the Automatic Brake Valve of the
second unit. Also, the Automatic Brake on this locomotive may be
released by pulling up Bail-off release ring on the Independent
Brake Handle, while Automatic and Independent Brake handles are
set in REL (release).
13. Engine Stopping Procedure
The normal way to shutdown a Diesel engine is to make the
engine Governor to bring the fuel injector to the NO FUEL
position.
There are several ways to make the Governor to bring the fuel
injectors to NO FUEL position including operating the
following switches:
1. EFCO/STOP in Cab-1: The Emergency Fuel Cutoff
& Engine Stop push button switch is mounted on the
ECC#1 engine control panel in Cab-1.
2. EFCO/STOP in Cab-2: The Emergency Fuel Cutoff
& Engine Stop push Button switch is mounted on the
ECC#4 engine control panel in Cab-2.
3. EFCO 2: The emergency fuel cutoff push button switch
is mounted on the left side of the locomotive just above the
fuel tank filler.
4. EFCO 3: The emergency fuel cutoff push button
switch is mounted on the right side of the Locomotive just
above the fuel tank filler.
IRCAMTECH/M/GWL/Dual cab 49
5. MU ENGINE STOP in Cab-1 & Cab-2: The multiple
Engine Stop/Run switch is mounted on the Control Consoles
in both Cabs. Pressing the STOP portion of this switch stops
all engines in the consists. This is the result of pickup of the
SDR relay, when SDR is picked up, Governor DV solenoid
energizes and Fuel Rack comes to No Fuel position. SDR
NO2 interlock opens EFCO circuit and virtually de-energizes
Fuel Pump Relay. The EFCO/STOP and MU Engine stop
switches are shown in 2 figure respectively.
6. The Governor also brings the fuel injectors to the NO
FUEL position, if any of the following conditions occur.
Engine lube oil pressure is too low.
Engine lube oil is too Hot.
Engine coolant water pressure is too low.
Engine crank case pressure is too high.
7. After shutting down the locomotive, let the COMP.
CONTROL CB (In both Cabs) and TURBO LUBE PUMP
Circuit Breaker remains in ON position. These three CB's
are required to perform Post Lubrication for Turbo Super
Charger for 35 minutes (max).
EFCO/STOP MU ENGINE STOP
IRCAMTECH/M/GWL/Dual cab 50
14. Cab Selection Or Cab Changing Procedure From One
Cab To Another Cab While taking over charge on Dual Cab locomotive for Cab
selection follow the Instructions given below. First decide the
Cab in which direction you have to work either Cab-1 end or
Cab-2 end.
Keep the following switches and Circuit Breakers as shown in
table 1 to work from CAB#1 as driving cab.
Table 1
IRCAMTECH/M/GWL/Dual cab 51
Keep the following switches and Circuit Breakers as shown in
table 2 to work from CAB#2 as driving cab.
Table 2
15. TFT LCD Display
Introduction The multifunction TFT LCD display for loco pilot's cab type
MDS740 is used in locomotive as man machine interface for
guiding the operator to control the locomotive. It communicates
with the Microprocessor based Locomotive Control System
through RS485 link. It displays the data sent by the
Microprocessor based Locomotive Control System in symbolic
as well as text format. The data received from the
microprocessor based locomotive control system is displayed
on analog circular dial with indicator hand, Linear dial with an
indicator hand, Linear dial without indicator hand, Simple
numerical value in designated place. The information about the
status of inputs and outputs are received from the locomotive
control system is displayed as different colored LEDs on the
display screen. The fault messages, maintenance remedy
IRCAMTECH/M/GWL/Dual cab 52
messages, any other relevant information is displayed in the
specified display area in the simple text format. Also, it
receives data from the operator through inbuilt keyboard for
configuration and operator related parameters.
TFT LCD is available for both locomotive operation and
locomotive service functions. Locomotive operation includes
certain service-related procedures, such as traction motor
cutout and fault reset. All self tests can conduct from Active
Cab Displays.
1. Operation – Locomotive crew members can only use
Crew Message screens to monitor unusual operating or fault
conditions and TM cutout or reset faults.
2. Service – Maintenance personnel can use two types of screens:
Crew Message screens to examine fault conditions.
Main Menu screens to load test the locomotive, self
tests for certain locomotive systems, meter screens
and other trouble shooting through fault data.
The display screens are programmable and the layout of display screen can be customized to suit various locomotive models. Viewing of any screen from any display is possible in both Cabs. System related settings like Test Modes, Crew Reset, Fault Reset, Trip data settings and TM's Disable are possible from Active Cab Display only. Power ON
When Computer Control CB kept in ON, TFT LCD gets 74V
DC power from loco battery. TFT Display is single board
computer, takes 60 seconds for initialization and if any Crew
messages or Fault messages are found in the system, the
concerned screen is displayed or else Main Menu is
displayed after initialization.
When Application starts, it takes 60 secs time for
loading the application.
After loading, the communication link check
is initiated, if the communication is OK, then
Default screen is displayed.
IRCAMTECH/M/GWL/Dual cab 53
All TFT screen's dimensions are 800 X 600
(Best fit resolution).
The default screen is given in screen 1.
Default Screen
Screen1
IRCAMTECH/M/GWL/Dual cab 54
In general the screen navigation and hot keys are as given in table
Table 1: Keys Functionality in the Default Screen
KEYS FUNCTIONALITY
1 Main Menu Screen can be selected by pressing No.1 key
2 Crew Messages Screen can be selected by pressing No.2 key
3 Driver ID entry Screen can be selected by pressing No.3 key
4 Train No. entry Screen can be selected by pressing No.4 key
5 Train Load entry Screen can be selected by pressing No.5 key
6 Section name entry Screen can be selected by pressing No.6 key
7 Settings Screen can be selected by pressing No.7 key
8 Data Meters Screen can be selected by pressing No.6 key
9 Not Applicable
0 Print port data can be taken by pressing No.0 key
C Navigate to Previous Screen can be done by pressing "C" key
◄ (Left) Used to navigate the left menu options in the Menu Screens.
►(Right) Used to navigate the right menu options in the Menu Screens
▲ (Up) Used to Move Up in menu Screen
▼ (Down)
Used to Move Down in menu Screen
E Enter Key shall Display the selected Screen
M Display the Default Screen
F Displays All Faults Active screen
IRCAMTECH/M/GWL/Dual cab 55
Main Menu Screen
Screen 2
User Programmable Screen: In this sub menu 8 user
programmable screens are given as shown in screen 2 to
select the required parameters to view the status.
The default screen is pre defined parameters for Loco-pilot to
view the status of Loco condition on run. In this screen status
bars given for some parameters like Brake Pipe Pressure,
Brake Cylinder Pressure, Equalizing Reservoir Pressure, MR
Pressure, Battery Charging / Discharging Status and Air Flow
Indicator.
IRCAMTECH/M/GWL/Dual cab 56
Data Meters Screen
Any screen can be selected by pressing keys from 1-9.
Screen 3
Key functionality in the Data Meters Screen
KEYS FUNCTIONALITY 1 Motoring & Dy.Brake Screen can be selected by pressing No.1 key
2 Aux. Gen., Excitation & HP status Screen can be selected by pressing No.2 key 3 Starting & Cooling system Screen can be selected by pressing No.3 key
4 TM1&2 Parameters Screen can be selected by pressing No.4 key
5 TM3&4 Parameters Screen can be selected by pressing No.5 key
6 TM5&6 Parameters Screen can be select by pressing No.6 key
7 CCB & DPC status Screen can be select by pressing No.7 key
8 Spare
9 Spare
0 Not applicable
Table 2: Keys Functionality in the Data Meters Screen
IRCAMTECH/M/GWL/Dual cab 57
Self Tests Menu Screen
Screen 4 Self Tests sub-menu screen is selected by pressing key 3
IRCAMTECH/M/GWL/Dual cab 58
Auto Tests Screen From Self Test Menu
Screen 5
From Self Tests Menu Auto Tests can select by pressing No.1 key
Air Brake Self Test From Auto Tests
Screen 6
Press 1 key to perform the Air Brake self test
IRCAMTECH/M/GWL/Dual cab 59
Follow the Entry conditions to perform Air Brake self test as
shown in screen 7.
Screen 7
Then the screen appears with message “Air Brake Test is
going on...” as shown in screen 8.
Screen 8
IRCAMTECH/M/GWL/Dual cab 60
Then screen shows “Air Brake Test is Success” message
as shown in screen 9.
Screen 9
Load Test Screen From Self Tests Menu From Self Tests menu, select Load Test option by pressing 4
Key as shown in screen 10.
Screen 10
IRCAMTECH/M/GWL/Dual cab 61
Then the screen shows Load Test Conditions as shown in screen
11.
Screen 11
Then the screen shows Load Box Test screen as shown in screen 12.
Screen 12
IRCAMTECH/M/GWL/Dual cab 62
In this screen, user can view all parameters that are related to Engine Efficiency, Main Generator, Aux. Gen., Grid path 1&2, Cooling Fans status, LT1 and LT2.
KEYS FUNCTIONALITY
1 LT2 Screen can be selected by pressing No.1 key
2 Crew Messages status Screen can be selected by pressing No.2 key
3 Data Meters Screen can be selected by pressing No.3 key
4 Not applicable
5 Not applicable
6 Not applicable
7 Not applicable
8 Not applicable
9 Exit from Load Test by pressing No.9 Key
0 Load Test Screens Print port data can be taken in to Laptop by pressing this key
Table 3
The Keys functionality during Load Box Test is listed in table 3.
Screen 13
IRCAMTECH/M/GWL/Dual cab 63
TM Cutout from Settings Menu To select Settings menu screen, press 9 key on the Main Menu screen as shown in screen 13
To select TM Cutout, press 1 key in Crew Menu as shown in screen 14.
Screen 14
Then TM Cutout Mode status screen appears as shown in screen 15.
IRCAMTECH/M/GWL/Dual cab 64
Screen 15
TM Previous status, Current/Changed status shows as in
screen 16, then press enter to change the status.
Screen 16
IRCAMTECH/M/GWL/Dual cab 65
Fault Archive
Fault Archive sub-menu is selected by pressing 3 key as shown in screen 17.
Screen 17
Entire Archive faults are selected by pressing 1 key as shown in screen 18.
IRCAMTECH/M/GWL/Dual cab 66
Screen 18
Then Entire Archive menu with faults are displayed as shown in screen 19.
Screen 19
IRCAMTECH/M/GWL/Dual cab 67
16. Advantages And Salient Features Of Dual Cab
Locomotives
The Advantages and Salient features of Dual Cab locomotive are given below:
1. Better visibility to loco pilot while driving as one can drive from both the cabs.
2. All the information required for running the locomotive is
available on the TFT LCD display which is in front of loco pilot
and assistant loco pilot in both cabs, unlike VFD display which
is located behind the loco pilot when working from short hood
control stand in existing locomotive.
3. TFT LCD display on each control console displays the
data sent by the Microprocessor based Locomotive Control
System in symbolic as well as text format.
4. Similar arrangement of controls in both cabs for easier
operation of locomotives, additional controls given to Assistant
loco pilot such as Horns, Emergency brake valve for better
control of locomotive.
5. Widely used BL key based selection of Active control
Cab safety aspect, which is similar to Electric locomotive.
6. All necessary switches and breakers are duplicated on ECC#4 of CAB -2 also.
7. In each cab, two TFT displays are provided, one can see
all parameters on displays of both CABs simultaneously.
8. Recycling of LCC and CCB system is given in both CABs.
9. Locomotive can be isolated from any CAB.
10. EFCO switch and MU Engine Stop switch are provided in
both the CABs to shutdown the engine from any CAB.
11. Fuel Prime/Engine Start switch is provided in both the
CABs in parallel. From any CAB Engine starts.
12. In each CAB, provision is given to insert BL Key. If BL key
is ON in any one CAB, that is treated as Active CAB. If BL key
is inserted and kept in ON position in both the Cabs or BL key
is not inserted in both the Cabs, then system is isolated and
corresponding “Crew Message” is displayed.
13. Generator Field CB is provided in both the Cabs in
parallel. In active CAB, CB should be closed and in Inactive
CAB, this CB should be open. If both are made ON
simultaneously, the excitation is cut off and locomotive goes to
“No Load” condition with appropriate message.
IRCAMTECH/M/GWL/Dual cab 68
14. GRNTCO SW: This switch is provided in both the cabs. If
both the switches are closed then only system gets the digital
input and treats GR protection scheme is enabled.
15. Dual Cab locomotive (WDP4D) is a prestigious product for Indian Railways.
16. From Indian Railways history, this is the first locomotive with two cabins in 4500HP diesel type of locomotive.
17. Dual cab locomotive is 2.5 meters longer compared to
normal WDG4/WDP4 locomotives.
18. The Vigilance Control Device (VCD/Alerter) reset is possible from Active Cab only.
17. CREW MESSAGES LIST
MESSAGE CODE
MESSAGE
TEXT
93 FILTER BLOWER MOTOR CIRCUIT BREAKER IS NOT CLOSED
1672 FUEL PUMP CIRCUIT BREAKER IS NOT CLOSED
1673 NO START FUEL PUMP IS NOT RUNNING -CHECK FP RELAY AND CB
296 FUEL PUMP IS NOT RUNNING -CHECK FP RELAY AND CB
963 NO AUX. GEN. OUT PUT - CHECK AUX. GEN. FLD CIRCUIT BREAKER
637 NO LOAD-NO CA OUTPUT CHECK AUX. GEN. FLD CIRCUIT BREAKER
2352 NO LOAD AUX.GEN.FLD BREAKER TRIPPED MANUAL RESET REQUIRED
1022 NO LOAD - AC CONTROL CIRCUIT BRREAKER IS NOT CLOSED
792 LOCAL CONT. CIRCUIT BREAKER IS NOT CLOSED / BATT. KNIFE SWITCH
IS OPEN
223 NO START - CONT. CIRCUIT BREAKER OR CONT & FP SWITCH DOWN
795 NO LOAD - CONT. CIRCUIT BREAKER IS NOT CLOSED
230 TURBO LUBE PUMP CIRCUIT BREAKER IS NOT CLOSED
2354 NO LUBRICATION ALLOWED - TURBO LUBE PUMP CB IS NOT CLOSED
2420 AIR BRAKE CIRCUIT BREAKER IS NOT CLOSED
5001 FILTER VACUME SWICH TRIPPED - ENGINE AIR FILTERS MAY BE DIRTY
14 ENGINE FILTERS ARE DIRTY CHANGE OUT REQUIRED - POWER MAY BE
LIMIT TO THROTTLE 6
97 FVS/EFS SWITCH AND / OR WIRING FAILURE
IRCAMTECH/M/GWL/Dual cab 69
66 ENGINE DEAD LOCOMOTIVE IS NOT ISOLATED
135 NO START - LOCOMOTIVE IS NOT ISOLATED
136 FORCED MINIMUM ENGINE SPEED - LOCOMOTIVE IS ISOLATED
915 LOW ENGINE WATER LEVEL DETECTED
1227 ENGINE WILL NOT START - LOW ENGINE WATER LEVEL DETECTED
203 CONTROL / FUEL PUMP SWITCH IS DOWN
2329 CONTROL / FUEL PUMP SWITCH IS DOWN - ENGINE WILL SHUTDOWN WITH
IN 10 MINUTES
149 TRAINLINE ALARM BELL
2493 ALERTER OR VIGILANCE SYSTEM HAS MADE A PENALITY BRAKE
APPLICATION
1070 NO LOCAL SANDING - SPEED TOO HIGH, TRAIN LINE LOCOMOTIVE MAY BE
SANDING
2324 NO PRE-LUBRICATION ALLOWED ENGINE IS RUNNING
1081 NO ENGINE START - TURBO PUMP NOT RUNNING, RUN PUMP FOR 15 MINUTES
1833 ENGINE PRE-LUBRICATION FAILURE ENGINE CAN BE STARTED
1056 ENGINE SHUTDOWN - ENGINE OVER SPEED CONDITION
3077 REDUCED LOAD - TURBO OVER SPEED
67 EMERGENCY FUEL CUTOFF ACTIVATED
587 MU ENGINE STOP REQUESTED
994 ENGINE SHUTDOW - LOW ENGINE OIL PRESSURE
1080 NO START - START FUSE IS OPEN OR MISSING
96 FORCED MINIMUM ENGINE SPEED - ENG. RUN SWITCH IS DOWN
176 NO LOAD - GEN. FIELD SWITCH IS DOWN OR SDR RELAY IS PICKED UP
727 REDUCED LOAD - ENGINE SPEED FAULURE
228 NO LOAD - SIMULTANEOUS FORWARD AND REQUEST
130 NO LOAD - SIMULTANEOUS POWER AND DY. BRAKE REQUEST
1031 IMPROPER TRAINLINE THROTTLE IN DY. BRAKE
806F PGND MG SENSOR OPEN OR FAULTY
8071 PGND PHASE IMBALANCE POSITIVE SIDE SENSOR OPEN OR FAULTY
1067 ENGINE SHUTDOW - LOW ENGINE WATER LEVEL
1104 ENGINE SPEED INCREASE - HIGH AUX. GEN. LOAD
8075 PGND PHASE IMBALANCE NEGATIVE SIDE SENSOR OPEN OR FAULTY
IRCAMTECH/M/GWL/Dual cab 70
3320 COLD ENGINE - THROTTLE 2 LIMIT
53 HOT ENGINE - THROTTLE 6 LIMIT
319 NO LOAD - HOT ENGINE THROTTLE 6 LIMIT EXTENDED TIME
83 BOTH ENGINE TEMPERATURE PROBES ARE FAILURE
938 ENGINE SPEED INCREASE - LOW WATER TEMPERATURE
5037
AEB APPLIED PENALITY BRAKE MOVE THROTTLE TO IDLE AND PRESS
AEBRST SWITCH TO RELEASE BRAKES
5038 PENALITY APPLIED BY MU LOCO MOTORING PROHIBITED
5039 INVALID NOTCH
61
POWER GROUND FAULT MOVE THROTTLE TO IDLE AND KEEP
REVERSER IN CENTER
59 NO DB, NO LOAD TEST POWER GROUND FAULT LOCKOUT
5040 POWER GROUND FAULT
5042 NO LOAD POWER GROUND FAULT LOCKOUT
5043 GROUND FAULT MAIN GEN. POSITIVE HALF SIDE PHASE IMBALANCE
5044 NO LOAD -MG POSITIVE HALF SIDE PHASE IMBALANCE LOCKOUT
5045 GROUND FAULT MAIN GEN. NEGATIVE HALF SIDE PHASE IMBALANCE
5046 NO LOAD -MG NEGATIVE HALF SIDE PHASE IMBALANCE LOCKOUT
77 ENGINE SPEED INCREASE FOR AIR COMPRESSOR OPERATION
1069 MRPT FAULURE FORCED AIR COMPRESSOR LOADING
2495 NO LOAD LOCO OVER SPEED BRING THROTTLE TO IDLE
88 EPU SENSOR FAULTY
221 FP RELAY FAILED TO PICK UP
352 FP RELAY FAILED TO DROP OUT
1961 GFD FAILED TO DROP OUT
1963 GFC FAILED TO DROP OUT
1960 GFD FAILED TO PICK UP
1962 GFC FAILED TO PICK UP
2060 B1 FAILED TO PICK UP
2062 B2 FAILED TO PICK UP
2051 B3 FAILED TO PICK UP
2049 B4 FAILED TO PICK UP
226 NO START - STARTER MOTOR ABUTMENT CONDITION
5074 NO LOAD NO DB POWER GROUND PROTECTION DISABLED
5075 UNABLE TO BUILD DCLV 600 VOLTS
IRCAMTECH/M/GWL/Dual cab 71
80B0 NO DB AND LOAD TEST GRID CURRENT IMBALANCE
80B1 REDUCED DB, NO LOAD TEST GRID OVER CURRENT
80B2 NO DB AND LOAD TEST GRID OVER CURRENT
80B3 NO DB AND LOAD TEST GRID OVER CURRENT LOCKOUT
80B4 REDUCED DB AND NO LOAD TEST - RESISTANCE OF GRID PATH-1 IS TOO
HIGH
80B5
REDUCED DB AND NO LOAD TEST - RESISTANCE OF GRID PATH-2 IS TOO
HIGH
80B6 REDUCED DB AND NO LOAD TEST - RESISTANCE OF GRID PATH-1 IS TOO
LOW
80B7
REDUCED DB AND NO LOAD TEST - RESISTANCE OF GRID PATH-2 IS TOO
LOW
B0C4 NO LOAD - BOTH DCLV SENSORS FAULTY
80C6 DCLV CROSSED MAX LIMIT BRING THROTTLE TO IDLE AND KEEP
REVERSER IN CENTER
2984 LOSS OF TRAINLINE PRESSURE - PLACE AUTO BRAKE HANDLE IN
EMERGENCY FOR 60 SECONDS
2975 AIR BRAKE FAILURE - USE LOCOMOTIVE IN TRAIL ONLY
2977 LOW MAIN RESERVOIR PRESSURE - USE LOCOMOTIVE IN TRAIL ONLY
2983
AIR BRAKE POWER INTERRUPTION PENALTY - PLACE AUTO HANDLE IN
FULL SERVICE FOR 10 SECONDS
2986
AIR BRAKE PENALITY - PLACE AUTO HANDLE IN FULL SERVICE FOR 10 SECONDS
2987
TO RESTORE NORMAL AIR BRAKE OPERATION PLACE AUTOMATIC
HANDLE IN RUNNING
0 COMMUNICATION FAILURE BETWEEN LCC AND CCB
810F COMMUNICATION FAILURE BETWEEN LCC AND DPC
76 ENGINE SPEED INCREASE - TURBO COOLDOWN CYCLE
15 #1 LOCKED WHEEL / SPEED SENSOR FAULT - STOP TRAIN AND VERIFY
AXLE ROTATE
16 #2 LOCKED WHEEL / SPEED SENSOR FAULT - STOP TRAIN AND VERIFY
AXLE ROTATE
17 #3 LOCKED WHEEL / SPEED SENSOR FAULT -STOP TRAIN AND VERIFY AXLE
ROTATE
18 #4 LOCKED WHEEL / SPEED SENSOR FAULT - STOP TRAIN AND VERIFY AXLE
ROTATE
19
#5 LOCKED WHEEL / SPEED SENSOR FAULT - STOP TRAIN AND VERIFY AXLE
ROTATE
IRCAMTECH/M/GWL/Dual cab 72
20 #6 LOCKED WHEEL / SPEED SENSOR FAULT - STOP TRAIN AND VERIFY AXLE
ROTATE
5122 GENERATOR FIELD CIRCUIT BREAKER OPEN OR TRIPPED
5127 ENGINE SPEED INCREASE EXCITATION CONTROL
5128 HOT ENGINE SOFT DERATED POWER LIMIT TO THROTTLE 6
6860 MCC FIRED BRAKE CHOPPER
6864 BRAKE CHOPPER POWER SUPPLY FAILED OR OFC DISCONNECTED
5132 HARD CROWBAR FIRED BY MCC BRING THROTTLE TO IDLE
814D
PLEASE SHUTDOWN AND RE START THE ENGINE TO POWER UP
MOTORS, DUE TO CROWBAR FIRED
5133 HARD CROWBAR POWER SUPPLY FAILED OR OFC DISCONNECTED
818B MICRO AIR BRAKE CB NOT CLOSED IN CAB-1
818C MICRO AIR BRAKE CB NOT CLOSED IN CAB-2
818D BL KEY REMOVED IN BOTH CABS
818E BL KEY INSERTED IN BOTH CABS
818F CAB-1 IS ACTIVE
8190 CAB-2 IS ACTIVE
8191 GF CB SHOULD BE OPEN IN CAB-1
8192 GF CB SHOULD BE OPEN IN CAB-2
8193 GF CB NOT CLOSED IN CAB-1
8194 GF CB NOT CLOSED IN CAB-2
819D
ENGINE SHUTDOWN DUE TO MECHANICAL OVER SPEED RESET OSTA
BEFORE START THE ENGINE
819E ENGINE SHUTDOWN UNEXPECTEDLY
81A3 WRONG ENGINE RPM CHECK GOVERNOR PLUG
81A1 POWER GROUND CONNECTOR OPEN
IRCAMTECH/M/GWL/Dual cab 73
18. Some Important Crew Messages
Micro Air Brake CB Related Crew Messages
MAB CB CAB1 MAB CB CAB2 System Action Observation
ON/OFF
OFF Crew Message: MAB CB OFF in CAB2
OFF
ON Crew Message: MAB CB OFF in CAB1
ON ON Normal Working.
Generator Field Circuit Breaker Related Crew Messages
GF CB Fault Messages
These CB's related Fault messages are linked with Active Cab BL key.
If GF CB is tripped in Cab-1 MCC logs a Fault: Gen.
Fld. CB tripped under load in Cab-1.
If GF CB is tripped in Cab-2 MCC logs a Fault: Gen.
Fld. CB tripped under load in Cab-2.
BL Key and GF CB related Crew Messages
BL Key1
BL Key2 GFCB CAB1
GFCB CAB2
System Action
OFF
OFF
ON/OFF
ON/OFF Brake Contactors ON, GF OFF.Crew Message: BL Key Removed In Both CABs
ON
OFF
ON
OFF Normal
Working from CAB1
Crew Message: CAB1 is Active
IRCAMTECH/M/GWL/Dual cab 74
ON
OFF
OFF
OFF
GF OFF. Crew Message: CAB1 is Active
Crew Message: GFCB Open in CAB1
ON
OFF
ON/OFF
ON
GF OFF. Crew Message: CAB1 is Active
Crew Message: GFCB should be OFF in CAB2
OFF
ON
ON
ON/OFF
GF OFF Crew Message: CAB2 is Active
Crew Message: GFCB should be OFF in CAB1
OFF
ON
OFF
ON Normal
Working from CAB2
Crew Message: CAB2 is Active
OFF
ON
OFF
OFF
GF OFF Crew Message: CAB2 is Active
Crew Message: GFCB Open in CAB2
ON
ON
ON/OFF
ON/OFF Brake
Contactors ON.
Crew Message: BL Key Inserted In Both CABs
IRCAMTECH/M/GWL/Dual cab 75
19. General Safety Precautions
Dual Cab Locomotive Safety Precautions:
Dual Cab locomotive has AC Electrical transmission system and
therefore includes special equipment which is not found on
locomotive having usual DC/DC or AC/DC transmissions. For
safety sake, it is necessary to follow certain extra precautions
before inspecting the equipment or operating the locomotive.
Locomotive pilots should not access any device within ECC#1
due to high voltage. Access within ECC#1 is limited to
maintenance staff of the WDG4 / WDP4B / WDP4D
locomotives. High voltage capacitors are located in each traction
converter to filter main generator voltage. These capacitors
operate at DC Link voltage from 600V to 3400V DC. When
locomotive is shutdown, these capacitors could retain high
voltage causing severe injury or death to the operating and
maintenance staff.
A procedure has been developed to discharge this high voltage
into Dynamic Brake Grids or by other means to prevent the
possibility of injury. They are:
Before shutting down the locomotive, keep RUN/
ISOLATE switch in ISOLATE position in both cabs and
then shutdown the locomotive. All 'BRAKING
CONTACTORS' pick up and discharge the DC LINK
capacitors through grid resistors in one second. After 20
seconds all DC LINK Isolation switches will be driven
to shorting position.
Automatic Discharge
DCL voltage is discharged automatically, when loco pilot takes
manual action to shutdown the locomotive. There are three
general ways to discharge the DC LINK capacitors and other
components prior to servicing and 4th method is to maintain the
short.
i. REVERSER IN CENTER POSITION (Through Bleeder
Resistors):
IRCAMTECH/M/GWL/Dual cab 76
Each Traction Inverter has Bleeder resistors (400 KΩ/200
W) across the DC link. When locomotive operator moves
the reverser from forward or reverse to centered, main
generator excitation stops. If no further action is taken,
Bleeder resistors discharges the DC link < 90 volts in
approximately 50 minutes. Although very reliable, the
bleeder resistors do not guarantee the discharge since the
resistor could be interrupted internally or the external
connection to the capacitors.
ii. ISOLATION SWITCH IN ISOLATE (Through
Dynamic Brake grids):
The normal way to discharge the DC LINK capacitors is
through two Dynamic Brake grids which are connected in
parallel. When locomotive operator turns Isolation switch
in any cab from RUN to ISOLATE (or the LCC loses
RUN digital Input signal), the parallel brake grid path
is connected to DC LINK by four Braking contactors (B1,
B2, B3, B4). This method discharges the DC LINK
capacitors in less than ONE second.
Note : If the Braking Grids are shorted or grounded, or any
one grid path open circuited, the grids would still discharge
the DC LINK. Only if both grid paths are Failed, the DC
link does not discharge by this method.
iii. BRAKE CHOPPER AND HARD CROW BAR:
Whenever the DCLV ≥ 2800V, Brake Chopper fires to
bring the DCLV to ≤2600V, if the DCLV ≥ 3000V
Locomotive Control Computer cuts off excitation, TCC
stops the operation of inverters, and when DCLV ≥ 3400V
MCC fires Hard Crowbar and at DCLV ≥ 3600V, Hardware
fires Hard Crowbar. DC Link voltage discharges in the
Crowbar resistor. In case of crow bar fire, engine shuts down
automatically and re-crank for normal operation.
IRCAMTECH/M/GWL/Dual cab 77
iv. After the DC link has been discharged by braking grids
or the brake chopper or crow bar, the DC link contactors
moves to the open position. Moving all DC link switch gears
to the open position causes all Traction Inverters to be
shorted and grounded.
When the engine is shutdown (regardless of the
Isolation switch position), the control computer picks
up all the Braking contactors, the DC link voltage
dissipate through grid resistors. Once the DC link
capacitors are discharged, DCL contactor moves to
open position.
IRCAMTECH/M/GWL/Dual cab 78
20. DOs AND DO NOTs
S.No. Dos DONTs
1 Always keep Gen. Field Circuit Breaker in OFF position in "Inactive Cab".
Do not keep Gen. Field Circuit Breaker in ON position in "Inactive Cab".
2 Always keep lights Circuit Breaker in ON position on ECC#1 CB panel, if you are working from any Cab. Since Flasher lights & Classification lights are connected from Cab-1 lights Circuit Breaker.
Do not keep lights Circuit Breaker in OFF position on ECC#1 CB panel, even you are working from Cab-2. Flasher lights & Classification Lights do not work from Cab-2 lights Circuit Breaker.
3 Keep Computer control CB and Micro Air Brake CB in ON position at both Cabs for normal working from any Active Cab.
Do not keep Computer control CB and Micro Air Brake CB in OFF position in the "Inactive Cab". Since these Cabs CB's are connected in series and both cabs must be in ON position to work from any Cab.
4 Insert and turn ON the BL Key in 'Active Cab' only.
Do not insert and turn ON BL key in "Inactive Cab".
5 Keep Run/Isolate switch in RUN position at both Cabs for normal working.
Do not keep Run/Isolate switch in ISOLATE position in "Inactive Cab". It must be in Run position in both Cab for normal working.
6 Keep MU Eng. Stop in Run position (green portion inside) at both Cabs before Cranking the Engine. Since both Cabs MU Eng. Stop buttons are connected in parallel.
Do not keep MU Eng. Stop in Stop position in any cabin while cranking the engine. To shutdown the engine, user can shutdown from any Cab.
7 Keep LEAD/TRAIL switch in LEAD position in "Active Cab" control console.
Do not keep LEAD/TRAIL switch in LEAD position in "Inactive Cab" control console.
8 Keep always TELM and RAPB toggle switches in normal position in both Cabs unless and until required.
Do not keep TELM and RAPB toggle switches in ENABLE position in any Cab unless and until required.
IRCAMTECH/M/GWL/Dual cab 79
9 Make a habit to check the TM CUTOUT status on TFT Display Unit, while taking over charge.
Do not start locomotive without ensuring the TM CUTOUT status on TFT display unit as per previous Driver Log Book entry.
10 Put OFF the ENG.RUN and GEN. Field switches in Inactive Cab.
Do not put ON the ENG. RUN and GEN. Field switches in Inactive Cab.
11 Apply loco brakes through Independent Brake Handle and ensure Brake Cylinder Pressure >1.8kg/cm2 to avoid Alerter Penalty Brake application while the train is stabled condition.
Do not release loco brakes while loco is stabled condition to avoid Alerter penalty brake application.
12 While cranking locomotive from any cab, keep Run/Isolate switch in isolate position at least in one Cab.
While Cranking the Locomotive Do not keep Run/Isolate switches in Run position at both Cabs.
13 When the engine speed increases for Compressor operation, Ensure no air leakages on Engine and Formation.
Do not Notch up beyond 5th for MR pressure build up without load. Automatically Engine speed increase to TH4 when MR pressure drops < 8 kg/ cm2.
14 Press Alerter Reset button when the Alerter light flashes or Audio bell sounds to avoid penalty Brake application from Active Cab only.
Do not Disable the Alerter system unless and until the system is malfunctioning. Do not Try to reset the Alerter / VCD from "Inactive Cab", Alerter/VCD does not reset from "Inactive Cab".
15 While re-cycling Computer Control Circuit Breaker, keep Reverser Handle center, TH Idle, Isolation switch in isolate position in "Active Cab".
Do not re-cycle Computer Control Circuit Breaker When the Reverser in a Direction, Isolation switch in Run position and TH in Notch 1-8 or DB mode.
If you have any suggestions and any specific comments, please write to us. Contact person : Director (Mech.) Postal address : Indian Railways, Centre for Advanced Maintenance Technology, Maharajpur, Gwalior. Pin code - 474 0050 Phone : 0751- 470890, 0751-2470803 Fax : 0751- 2470841
To upgrade maintenance technologies and methodologies and achieve improvement in productivity and performance of all Railway assets and man power which inter-alia would cover reliability, availability, utilization and efficiency?
OUR OBJECTIVE