Final Book
Final Book
Final Book
STUDY MATERIAL ON
DIESEL LOCOMOTIVES FOR
RUNNING STAFF
MESSAGE
B. LACHIRAM
IRSME
PREFACE
This study material has been made keeping in view in the requirements
of the drivers and assistant drivers of diesel- electrical locomotives. This
includes mechanical and electrical and running portion of the Diesel
electric locomotives in brief. Additional items like TRAIN HANDLING
METHODS, DRIVING TECHNIQUES, SPEEDOMETERS, AUTOFLASHERS, TWIN
BEAM HEAD LIGHT, AC/DC LOCO MOTIVES, MCBG GOVERNORS,
MICRO-PROCESSOR CONTROL SYSTEM, WDG-4, WDP-4 LOCOMOTIVES,
RAKSHAKAVACH, FIRE FIGHTING, YOGA AND ALCHOLISM have been
include for guidance of crews.
Care has been taken while preparing the study material. However,
any suggestion for improvement will be heartily welcomed.
This is only a guide for crews and contents of this booklet do not
supersede any instructions issued by RDSO, DLW, ZONAL HEAD
QUARTERS, DIVISIONAL HEAD QUARTERS, RAILWAY BOARD and CAM
TECH.
E. Prasad
INDEX
MECHANICAL
Page No.
1.
ENGINE BASICS
1-10
2.
11-15
3.
16-22
4.
23-27
5.
28-32
6.
EXPRESSOR
33-38
7.
39-43
8.
BRAKE SYSTEM
44-53
9.
GOVERNOR
54
10.
UNDER TRUCK
55-59
11.
60-62
12.
WDG4 / P4
63-65
66-69
70-72
73-75
ELECTRICAL
1.
FUNDAMENTALS OF ELECTRICITY
77-84
2.
LOCOMOTIVE BATTERIES
85-88
3.
89-97
4.
SWITCHES
98-103
5.
BREAKERS
104-105
6.
RELAYS
106-109
7.
CONTACTORS
110-113
8.
CONTROL PANELS
114-115
9.
GOVERNOR
116
10.
ELECTRICAL CIRCUITS
117-128
11.
129-144
12.
COMPARISON
145-149
13.
ACDCLOCOS (WDP1)
150-155
14.
AUTOFLASHER LIGHT
156-161
15.
162
16.
SPEEDOMETERS
163-177
17.
MCBG / MCS
178-197
18.
RAKSHAKAVACH
198-199
19.
WDG4/P4
o
Basic features
200-205
206-207
208-210
211-212
RUNNING
1.
LOCOMOTIVE COMPARTMENTS
213-215
2.
OPERATIN G
216-235
3.
236-238
4.
SAFETY EQUIPMENTS
239-241
5.
TEN TESTS
242-244
6.
MULTIPLE UNIT
245-247
7.
TRAIN HANDLING
248-267
8.
FIRE FIGHTING
268-270
9.
271-273
10.
WDG4/P4
- Locomotive compartments
274-294
295-332
11.
WDP1
333-336
12.
ALCHOLISIM
337-338
Compiled by:
MECHANICAL
Sri. K.Fayazuddin,
DDI/Mech
DTTC/GUNTAKAL
ELECTRICAL
Sri. A.Prasadu,
DDI/Elec
DTTC/GUNTAKAL
RUNNING
Sri. Syed Khaja Hussain
DDI/RNG
DTTC/GUNTAKAL
RUNNING
Sri.M.M.Haq,
DDI/RNG
DTTC/GUNTAKAL
G. RANGAIAH
CHOS
DTTC/GUNTAKAL
MECHANICAL
When the fuel is burning outside the engine cylinders is called external
combustion engine. For example, steam locomotive. In steam locomotive, the coal
(fuel) is burnt in boiler which convert water into steam pressure and this is
applied on piston inside the cylinder to create reciprocating movement. This
reciprocating movement is called LOCO MOTION. This loco motion is converted
into rotational force.
When the fuel is burnt inside the engine cylinder is called INTERNAL
COMBUSTION ENGINE. In this type of engine burning of fuel causes
development of huge hot gases and there by exerted pressure on piston to
thrust piston downwards. This reciprocating movement is converted into rotary
motion by crankshaft.
Depending upon the ignition system used, the I C engines are further
divided as:
1.
2.
DESCRIPTION
S.I ENGINES
Basic cycle
Constant Volume
cycle
Fuel
Gasoline/Petrol
Induction of
fuel
C.I ENGINES
Constant pressure
Cycle
Diesel oil
Direct fuel
Injection at the end
of comp. stroke
Sl.
No.
DESCRIPTION
S.I ENGINES
Load control
Throttle
Controls
quantity of
mixture.
Ignition
Spark
ignition
Compression
Ratio
C.I ENGINES
Compression
ignition
6 to 10
12 to 20
Speed
High speed
engine
Low speed
engines.
Thermal
efficiency
Low
High
Lighter
Heavier.
Weight
02.
FOUR STROKE
TWO STROKE
03.
04.
Less cooling
requirement.
05.
06.
07.
08.
09.
Used where
efficiency is more
important.
Depending upon the number of cylinders, the I C engines are further divided as:
1. Single cylinder engine.
2. Multi cylinder engine.
Depending upon the placement of cylinders, the I C engines are divided as:
1. Horizontal inline cylinders engine .
2. Vertical inline cylinders engine.
3. V- type cylinders engine.
4. Star type cylinders engine.
Depending upon the Air intake to engine cylinders, the I C engines are divided
as:
1. Naturally aspirated engines.
2. Super charged engines.
Depending upon the cooling system , the I C engines are divided as:
1. Air cooled engines
2. Water cooled engines.
3
SUCTION
COMPRESSION
POWER
10
EXHAUST
CYLINDER LINER
2.
PISTON
3.
CONNECTING ROD
4.
CRANK SHAFT
5.
COMBUSTION CHAMBER
6.
INLET MANIFOLD
7.
EXHAUST MANIFOLD
8.
INJECTOR
9.
INLET VALVE
10.
EXHAUST VALVE
SUCTION
POWER
COMPRESSION
EXHAUST
10
Then the battery current will go to the Fuel Pump Motor (FPM)located in
Expresser Room and motor starts working. This fuel pump motor is connected to fuel
booster pump ((FBP) through love joy coupling.
As the fuel pump motor starts revolving , the pump will work and sucks the
diesel oil from the tank . The drawn oil from the tank will pass through the fuel trap
and fuel oil primary filter and get purified .Then it will enter in to the booster pump
getting pressurized and delivered in to the discharge pipe line. At the out let of the
pump, the relief valve is provided and it is set at 5 to 5.3 kg/cm2 . Due to this if the
discharge pressure is more than setting value, the excess oil will go back to the fuel
tank duly protecting the booster pump . The normal path of the oil is from booster
pump to secondary filter. After getting cleaned in the secondary filter , the oil will
further goes to the engine right side fuel header pipe. From this header pipe line , the
oil is fed to the right bank 8 ( eight ) cylinder locations Fuel injection pumps (FIP)
through individual fuel jumper pipes. The same oil will go to the left side fuel header
pipe through a flexible cross over pipe. Similar to the right bank here also the fuel oil
is supplied to 8 FIPs through individual jumper pipes .
After filling of the right side and left side header pipes , through a flexible
pipe , the oil is further touching to a regulating valve is set at 3.8 to 4.2 kg/cm2. In
case more pressure is developed (to maintain constant pressure ) in the system, excess
oil will return to the fuel tank by the operation of this regulating valve. At the bottom
of this regulating valve , a small branch connection is taken to connect it to the fuel oil
pressure gauge located in the drivers cab to indicate the fuel oil pressure in the system
When the engine is cranked each FIP will start working from cam & FIP support
and further pressurizes (app. 4000 PSI) the fuel oil. This High Pressure Oil will
discharge into a High Pressure pipe line (HP pipe), which is connected to Fuel Injector
provided inside the cylinder head. The injector will discharge this oil in a fine atomized
form into the combustion chamber. When this sprayed fuel oil mixed with already
compressed air in the combustion chamber develops huge hot gases and produces
power.
11
The unused / balance oil left behind in the injector will be collected back through
individual leak-off pipes in to the leak off gallery or drain channel on the right and left
bank will return back to the fuel tank.
FUEL TANK
FUEL FILLING CAP WITH STRAINER
GLO ROD GAUGE WITH SCALE
INDIRECT VENT PIPES
DRAIN DUMMY
SUCTION PIPE
FUEL TRAP
FUEL OIL PRIMARY FILTER
FUEL BOOSTER PUMP
FUEL OIL RELIEF VALVE
FUEL OIL SECONDARY FILTER
RIGHT SIDE FUEL OIL HEADER
FLEXIBLE CROSS OVER PIPE
LEFT SIDE FUEL HEADER
FUEL OIL REGULATING VALVE
FOP GAUGE WITH PIPE LINE
FUEL JUMPER
FUEL BANZO BOLT
FUEL INJECTION PUMP
FUEL OIL HIGH PRESSURE PIPE ( HP PIPE )
FUEL INJECTOR
FUEL LEAK OFF PIPE
LEAK OFF GALLARY ( DRAIN CHANNEL )(RIGHT)
LEAK OFF GALLARY ( DRAIN CHANNEL )(LEFT)
RETURN PIPE TO TANK ( FLEXIBLE )
LOVE JOY COUPLING
FUEL PUMP MOTOR ( FPM )
12
13
14
Fuel tank
Fuel glo-rod
gauge
Indirect vent
pipe (s)
01.
01.a
01.b
Drain dummy
Suction pipe
Fuel trap
Fuel primary
filter
Fuel booster
pump
01.d
02.
03.
04.
05.
01.c
Name of the
item
Sl. no
Expressor room
---
Location
---
---
---
---
---
Connected in between
15
08.
12.
14.
15.
16.
13.
11.
10.
07.
09.
06.
Engine room
Engine room
On engine block
towards free end of
the engine block.
Inside the engine
block on right side.
On the engine block
towards power
take-off end
Inside the engine
block on left side.
Engine room left
side towards free
end
In side the Drs
cab.
Engine room
---
---
---
---
The lube oil system in the loco is of forced feed system i.e., the oil is supplied under
pressure. For this purpose a good amount of lube oil is stored in sump. The capacity of
the sump is varied for different locos and it is as follows:
Type of Loco
Capacity
Dip stick
reading (H-L)
1. WDM2 loco
910 Ltrs.
400 Ltrs.
2. WDM3A LOCO
1110 Ltrs.
600 Ltrs.
3. WDG3A loco
1025 Ltrs.
600 Ltrs.
4. WDP1 loco
760 Ltrs.
320 Ltrs.
A lube oil pump is provided on free end of the engine towards right side. It is
driven by a gear on the crank shaft extension shaft. The pump is of gear type (positive
displacement type). The pump sucks the oil from sump through suction pipe which will
be delivered into the discharge pipe . On this pipe line a relief valve is provided and is
set at 130 PSI (9kg/cm2). In the event of excess pressure, this valve will open and
sends the excess pressure back to the lube oil sump. Through discharge pipe line the oil
will go to the lube oil filter drum located in the radiator compartment. This filter drum
is having 8 paper type filters. Lube oil while crossing through the filter drum will get
cleaned. This oil is further allowed to go to lube oil cooler which is also located in
radiator compartment. Lube oil entering into the cooler will get cooled due to the
indirect contact with the coolant water. This helps in maintaining lube oil viscosity
within the limits. The oil will further enter into the lube oil strainer. A branch pipe is
drawn between the cooler and strainer to connect it to the lube oil regulating valve
which is set at 110 PSI (7.7 kg/cm2). This valve will maintain the system pressure by
sending the excess pressure back to the lube oil sump in case it is exceeded. In the
lube oil strainer the oil is allowed to get down through a fine micronic mesh and thus
cleaning the oil. Further the oil is allowed into the lube oil main header which is located
at left side of the engine base.
From the main header, the oil which is entering into the main header pipe will go
to the main bearings through 'S' type jumper pipes. After lubricating the main
bearings this oil will find its passage to connecting rod big end bearings through drilled
passages in crank shaft. From inside of the connecting rod, the oil will further go to the
small end of connecting rod to lubricate piston pin bearing. From here the oil will find
its passage into the piston crown. After absorbing temperature from crown it will try
to drop back into the sump. While dropping, this oil will splash back and fall on the
cylinder liner walls to lubricate between liner and piston rings.
16
17
18
From the main header inlet connection one small branch pipe is taken to connect it to
the lube oil pressure gauge and to the safety device (OPS/ LLOB). There are two
branch connections from main header inlet- one is leading to right bank and other to
left bank. From the right branch one connection is given to right side auxiliary header
pipe mounted on top of the engine block. This aux. header will supply oil to valve lever
mechanisms on top of cylinder heads and to FIP support mechanisms and also to right
side cam gear through spray nozzle pipe. Before aux. header connection, one more
connection is taken to supply oil to OSTA and right side cam shaft bearings. Similar
connections were given on left side of engine also to supply oil to valve lever
mechanisms and FIP supports and L/side cam gear as well as to left cam shaft bearings.
From the bottom of the regulating valve, a flexible pipe connection is taken to supply
the oil to turbo super charger (TSC). After lubricating the turbo, the oil is drained
back to the sump through the flexible pipe. All the oil supplied to different parts will
reach back to sump by gravity and ready for re-circulation. To protect the engine from
low lube oil pressure damages, the safety device (in GE governor locomotives , OPS1 &
OPS2- set at 1.6/1.3 Kg/cm2 and 3.5/3.2 kg/cm2 respectively / in WW governor
locomotives LLOP set at 1.3kg/cm2 in idle and 3.5Kg/cm2 in 8th notch, depends upon the
notch working ) will come in to operation and makes engine to shut down.
NOTE: The drain cocks provided by the side of the filter drum and strainer unit should
always be kept in close and sealed with sealing wire.
LUBRICANTS ARE USED IN DIFFERENT PLACES OF THE LOCOMOTIVE:
1. Engine sump
2. Expressor or compressor
3. Right angle gear box.
4. Air maize bath filter
5. Generator gear case
6. GD80 D filter
7.GD80 E filter
8. Centre pivot & Side bearers
9. Nose caps
10. Governor
11. RTTM blower
12. Universal shaft.
13. Buffers
14. Axle boxes
15. Fast coupling
16. Gear case.
5.
Water contaminating with lube oil - reasons may be cylinder liner crack or
engine block may be crack.
Lube oil contaminating with water lube oil cooler tubes may be damage.
Lube oil contaminating with fuel cylinder head may be crack.
Fuel oil contaminating with lube oil reasons may be injector dribbling or fuel
drain channel may be crack.
Water contamination with fuel - reasons may be fuel filling cap not provided
properly during raining or cylinder head sleeve may be crack.
19
20
3.
4.
5.
6.
7.
8.
1.
2.
NAME OF THE
ITEM
SUMP
Suction pipe
SL.NO
Expressor
room on loco
left side.
Radiator
room
Radiator
room
At the
bottom of
filter drum.
Crank case
Inside the
sump
Engine free
end towards
right side
Expressor
room on loco
left side.
LOCATION
---
---
CONNECTED IN
BETWEEN
--Sump and lube oil pump
21
L/Oil connection to
OSTA & right side cam
shaft bearings
L/Oil connection to left
side cam shaft bearings
Connection to valve
lever mechanism
Connection to FIP
support mechanism
Spray nozzle pipe to
cam gears (R&L)
Lube Oil Pressure
gauge with gauge pipe
line
10.
11.
12.
13.
15.
18.
17.
16.
14.
9.
SL.NO
DRs cab.
---
---
---
---
On top of the
engine block (R&L)
Inside of E/ room
on left side
towards free end.
Bottom of strainer
LOCATION
---
---
---
---
---
---
---
---
CONNECTED
IN BETWEEN
---
22
22.
21.
20.
19.
SL.NO
NAME OF THE
ITEM
Oil Pressure Switch
(OPS)
Turbo lube oil Drain
pipe (flexible)
Spring loaded
explosion door
Engine left
side.
On both
sides of
engine sump.
On right
sight of
sump.
DRs cab
LOCATION
---
---
CONNECTED IN
BETWEEN
---
23
24
25
After cooling of engine block left portion and cylinder liners on left bank the water is
further flowing into cylinder heads through individual water jumper pipes. After cooling
the cylinder heads the hot water is allowed to rise in water riser pipes and collected
into the left side water return header pipe. This very hot water while passing through
water return header will cross through a bubble collector located on this piping. Here
the bubbles/steam/hot gases available in water will be separated and vent out to
expansion tanks through a flexible vent pipe. After this the water will pass into loco
right side radiators. Here the water will cool due to indirect contact with atmospheric
air while passing through several horizontal tubes. Then this water will be collected in
to the suction pipe. The water entered into the engine right bank will cool the right
side engine block, 8 cylinder liners and 8 cylinder heads. Then this water is collected
into right side water return header pipe through individual water riser pipes. On this
right side water return pipe one more bubble collector is provided to separate bubbles
from the hot water. This hot water before going to cool in loco left radiators will touch
to water temperature column pipe provided in expressor room. On this column
Temperature switches- TS1, TS2 & ETS and also one water temperature gauge. The
TS1 set at 68 Deg. C and TS2 set at 74 Deg. C will help in operation of radiator fan
through R1 & R2 contactors. The ETS which is set at 90 Deg. C will act as a safety
device by giving Hot Engine alarm indication. Due to this safety device operation there
will be no effect on engine RPM. After cooling of the water in loco left radiators, it is
allowed to pass in lube oil cooler unit. Then this water will find its passage to suction
side of water pump. To compensate the loss of water in system either due to
evaporation or due to minor leakages, there is a stored water in water expansion tanks.
These tanks are mounted in radiator room hood. The tank available towards expressor
room is called main expansion or No.1 tank. And the other tank towards long hood side
is called auxiliary or No.2 tank. Both the tank levels are equalized with two equalizing
pipes to maintain same levels in tanks. From the main expansion tank one make-up pipe
line is connected to suction pipe. From this pipe line water is constantly added into
system to avoid air lock. The same expansion tanks will have all the vent pipe
connections from different points (bubble collectors from right & left bank and turbo
outlet as well from after cooler outlet & radiator inlet pipes) to collect steam or hot
gases. To protect the system from low water damages, a safety device is provided on
main water expansion tank called Low Water Switch (LWS). A small pipe line is
connected from main tank to LWS float chamber through a COC. As far as water level
is maintained in tank to at least 1" level above from bottom of tank the LWS float ball
will lift and make the micro switch in N/C condition. If the water in tank is reduced or
when LWS COC is closed (for testing) then this float chamber will become empty and
float will drop. Due to this the micro switch connection will reverse and makes the
engine to shut down with Hot Engine Alarm indication.
26
A water level Glo-Rod gauge is provided on auxiliary expansion tank to check the
water level. On the same expansion tank top, a pressure cap assembly is provided. It
should be ensured that the cap is properly seated on expansion tank to avoid water
siphoning out.
NOTE : Do Not Dummy the Flexible Vent Pipes.
27
28
This Booster air will develop from 4th/ 5th notch RPM on load (train working) only. At
8th notch full load the developed hot gases will rotate turbine rotor at 18,000 to
21,000 RPM depends upon the TSC design and develops BAP up to 1.6 to 2.4 Kg/cm2
according TSC. To indicate the BAP there is a gauge pipe connection on V channel and
gauge is provided in Drivers cab. In case WW governor locos, a branch connection is
taken to WW governor also to operate over riding function in governor.
CYCLONIC AIR FILTERS
These are fitted in new locos, in place of air maze oil bath filters. Where ever these
filters are available, make sure that DUST EXHAUSTER MOTORS are working.
TURBO RUNDOWN (TRD) TIME TEST
This test is conducted on Diesel Electric locomotives, to understand the functioning of
turbo super charger in case of BAP not building up/ hauling power poor/ lube oil throw
from turbo chimney or unusual sound from turbo unit.
In this test, the time taken by the turbine rotor to STOP on its OWN is measured
after complete stopping of Engine crank shaft.
PROCEDURE FOR CONDUCTING TRD TEST:
1. Before going to conduct TRD test, SAFETY should be observed:
a) there should not be OHE (AC traction) lines in section.
b) the loco/train should be secured properly as per the procedure.
2. Keep GFCO switch in OFF, 'RH' in neutral.
3. Keep the engine in IDLE, observe engine. It should be normal.
4. Observe for any leakages of exhaust gases.
5. After that keep the engine in stipulated notch depending on type of turbo in the
loco.
6. Shutdown the engine at that notch using MUSD switch.
7. Wait for engine crank shaft to STOP by observing fast coupling.
8. Then observe the turbine rotor rotation from exhaust chimney for its STOP.
9. Note down the time taken by turbine rotor to stop after engine crank shaft stopping.
It should be within the limits as prescribed for that particular type of turbo.
10.If it is less than the prescribed values, then fail the locomotive by giving message
with the prevailed trouble in turbo.
29
30
31
32
04.
05.
ABB
2600 or 3100 HP
GE
350C
720 A/ ALCO
NAPIER
2600 or 3100 HP
01.
02.
03.
TYPE OF TURBO
Sl.
No.
YDM4 &4A
-do-
WDM2
WDM2
(mod.)
WDM3A
WDG3A
WDP1
WDP2
-do-
LOCOS ON
WHICH
PROVIDED
1. No OHE lines
2. Loco/train to
be secured as
per procedure.
3. Engine
condition
Normal.
4. No exhaust
manifold
leakages.
5. No BAP
leakages
6. Radiator fan
should be in
stopped
condition.
7. Turbine rotor
in rotation
PRELIMINARY
CONDITIONS FOR
TRD TEST
-----90-180
120-200
4TH notch
------8TH NOTCH
90-180
20-65
NOTCH AT
WHICH
ENGINE TO
BE
SHUTDOWN
4TH notch
IDLE
TRD
TIME
IN SEC.
REMARKS
EXPRESSOR
The combined unit of exhausters and compressor is called the expressor unit.
This unit runs through engine crank shaft which is connected to it with a fast coupling.
The expressor of 6CD-3UC model consists of 6 cylinders out of which 3 cylinders will
work as exhauster cylinders and 3 cylinders will work as compressor cylinders
( 6 CD-4UC type expressor will have 4 exhausters & 2 compressors). The large
compressor cylinders are Low pressure cylinders. And small compressor Cylinder. is
High pressure cylinder.
IMPORTANT COMPONENTS IN EXPRESSOR: (6CD-3UC)
1. EXPRESSOR CRANK CASE
2. EXHAUSTER CYLINDERS (3)
3. LP COMPRESSOR CYL.(2)
4. HP COMPRESSOR CYL.(1)
5. CYLINDER HEADS
6. INLET MANIFOLD PIPE
7. DISCHARGE MANIFOLD PIPE
8. AIR INTAKE FILTER
9. INTER COOLER;
10. I/COOLER SAFETY VALVE
11. INTER COOLER FAN
12. PISTONS (EXH., LP & HP)
13. CONNECTING RODS
14. INLET VALVES(EXH., LP & HP)
15.DISCHARGE VALVES
16. UNLOADER VALVES(ON THE INLET VALVES OF COMPRESSOR LP & HP)
17. BRASS SPINDLE UNIT
18. CRANK CASE BREATHER VALVE
WORKING OF EXHAUSTERS:
During the running of exhauster cylinders, all the 3 cylinders will suck-in air from
vacuum train pipe and simply discharges this air into atmosphere so as to create vacuum
in VTP.
33
34
35
WORKING OF COMPRESSORS:
During the running of compressor cylinders the LP cylinder draws the atmospheric air
through air intake filter. The discharge of the LP cylinder is sent into an INTER
COOLER. Here the air is getting cooled with the help of inter cooler fan mounted on
expressor crank shaft. Further this air is sent into HP comp. cylinder. Due to the
working of HP cylinder., further the air pressure is increased and discharged into MR1
air reservoir through MR cooling coils.
An inter cooler safety valve is provided at the outlet of inter cooler (set at 4.2 Kg/cm2)
to save the inter cooler tubes from damages.
AIR SYSTEM:
The air charged in the MR1 reservoir is further sent into MR2 reservoir through a
Non- Return valve. Also the MR1 air is utilized directly for 1. horns 2. wipers 3.
sanders 4. To control circuit through a N1 reducing valve ( set at 5 kg./cm2) for the
operation of BKT, REV and Power contactors. 5. MR equalizing pipe through a duplex
check valve. 6. Feed pipe through a 1 FP COC and Feed valve (set at 6 Kg/cm2) . 7. One
connection for working of AC Governor. From the MR2 air reservoir the air is utilized
for the brake system through a J filter and COC.
AIR COMPRESSOR GOVERNOR
This governor is provided in the expressor room. A pipe line is connected from MR1
outlet through a COC to this governor. It controls the MR air pressure in the
reservoirs between 10 and 8 Kg/cm2. When the MR air reaches 10Kg/cm2, this
governor will not allow the compressor to charge the reservoirs by keeping the un
loader valves pressed provided on inlet side of both LP and HP cylinders. Mean time
due to the utilization of air in the system, the MR pressure will drop to 8Kg/cm2. Then
this governor stops operating un loader valves. As usual the compressor charges the
MR air reservoirs. This process is called loading and unloading of compressor.
AUTO DRAIN VALVE(ABD VALVE)
The same AC governor also actuates the ABD valve provided on MR air reservoirs. This
valve is meant for discharging the moisture from MR reservoirs during unloading and
loading of compressor. A COC is provided for ABD valve which should be always kept in
open condition. In case the MR air is continuously blowing COC may kept in closed
condition.
36
7.
8.
9.
37
38
Type Of
Expressor/
Compressor
6CD-4UC
6CD- 3 UC
or
KE-6
Pure air
compressor
( ELGI3CDB)
(KCW523/623)
Sl.
No.
01.
02.
03.
WDM2 (mod.)
WDM3A (dual
brake)
WDG3A
(dual brake)
WDP1
WDM2B
WDG3A
(IRAB1)
WDM3A
(IRAB1)
WDM2/ YDM4
&4A
Locos On Which
Provided
-NIL-
03
No.
Of
Exh.
Cyl.
04
03
(2LP & 1HP)
03
(2LP & 1HP)
02
(1LP & 1HP)
No. Of
comp.
Cyl.
A breather pipe is
provided on crank
case to maintain
vacuum in side the
sump.
-do-
The expressor
crank case is
connected to one
side exhauster
cylinders through
BREATHER valve
and copper pipe.
Crank case
vacuum system
One extra
after cooler is
provided ( on
engine side)
between HP
outlet and MR
cooling coils.
---
---
Other
Modifications
BP pressure
Vacuum in VTP
01.
02.
03.
04.
05.
5 Kg/cm2
4.5 Kg/cm2
3.5- 3.8 Kg/cm2
2.5-2.8 Kg/cm2
0 Kg/cm2
56 cm.
43-38 cm.
25 cm.
0 cm.
0 cm.
Release
Min. reduction
Full service
Over reduction
Emergency
3. MU2B VALVE:
This valve is provided in Short Hood control stand in WDM2 locos and in nose
compartment in modified locos. It has two positions Lead and Trail/Dead. In a
single loco it should be in Lead position. If not neither BP nor BC pressure and
also vacuum will not create. On the trailing unit of MU locos and in Dead loco
attachment also it should be in Trail/Dead position to set up proper sequence of
brake system in MU operation.
4. VA1 RELEASE VALVE:
This valve sets up according to the MU2B valve position and is located inside the
nose compartment. When MU2B valve is in Lead, MR pressure will supply at the
bottom of valve and opens it. Thereby communication between VA1B valve and
VTP. When MU2B valve is in Trail/Dead, it close down due to spring tension. In
MU trail loco this valve will be operated by A1 Differential valve.
39
GD 80D FILTER:
This filter is located inside the Nose Compartment. This filter is meant for
filtering the atmospheric air sent into the train pipe through the VAIB Control
valve during vacuum brake application. In some modified Locos a red cap is
provided on the atmospheric line of this filter. When such Locos are hauled dead,
the red cap must be fitted on the atmospheric Line. If not, there will be no
creation of vacuum on the train.
40
9. GD 80E FILTER
This filter is also located inside the Nose compartment. It is meant for
filtering the train pipe air drawn by the VAIB Control valve during creation of
vacuum, when sufficient vacuum is not created, this filter must also be examined
for any Air Leakage and must be arrested.
10. SA9 INDEPENDENT BRAKE VALVE:
The Locomotive independent air brake are applied and released by the SA9
Independent air brake handle located below A-9 handle on the control stand. This
handle has 3 positions.
1.Release 2.application 3. Quick release.
RELEASE : This is the running position. The LOCO air brakes releases in
this position.
APPLICATION : When SA9 is moved to this position LOCO air brake is
applied to the desired pressure to a maximum of 3 kg/cm2.
QUICK RELEASE : This position is a special feature of this valve. When
this handle is pushed to quick release position, the LOCO brake working
in conjunction with Vacuum destruction is nullified.
ADJUSTMENT OF LOCO BRAKE CYLINDER PRESSURE WITH SA9:
1.
2.
3.
5.
6.
41
12.
C2 RELAY VALVE:
This valve is fitted underneath the chassis on right side just below drivers
cab in WDM2 locos and in modified locos inside the nose compartment. Its
function is to relay brake cylinder pressure either initiated by SA9 valve or
28 VB/C3W distributor valve.
42
43
DESCRIPTION :
The functional details of the various main WABCO valves used in the system are
individually described. However, general working of the 28-LAV-1 brake system is given
below.
A9 AUTOMATIC BRAKE WORKING system :
At all times, the Expressor supplies compressed air through the Main Reservoir to
A-9 Automatic Brake Valves, C-2 Relay valve, additional C-2-W Relay valve. And in lead
position of the MU-2B valve, the main reservoir air is supplied to VA-1 Release valve to
connect vacuum brake pipe to VA-1-B control valve port 6. In a similar manner, the
exhauster portion of Expressor is connected to vacuum train pipe through VA-1-B
control valve port 7 to create vacuum in the train pipe.
BP CHARGING :
In release position of the A-9 automatic brake valve, which is used for controlling
locomotive and train brakes, main reservoir air flows to its regulating portion, which it
is reduced to a predetermined pressure of 5 kg/cm2. The regulated air pressure flows
through the A-9 brake valve, MU-2B valve and then to the control port of additional
C-2-W relay valve. The air brake pipe (BP) is charged rapidly through the additional
C-2-W relay valve, to 5 kg/cm2. The main reservoir air charges the feed pipe (FP)
through D-24-B Feed valve set at 6 kg/cm2 and it remains charged throughout all the
processes of brake application and release. With the air brake pipe charged VA-1-B
control valve is actuated and the control valve piston is moved downward to connect the
exhauster pipe to the vacuum train pipe. The 28-VB control valve connected to the
vacuum train pipe is thus positioned in release position connecting the brake cylinder
control pipe to C-2 relay valve to exhaust, and thus releases locomotive brake via
C-2 Relay valve exhaust.
The HS-4 control air valve is provided for adjusting the degree of vacuum desired in
the vacuum train pipe.
44
45
46
SERVICE :
When it is desired to apply simultaneously the locomotive and the train brakes, the
Automatic brake valve is moved into the service brake zone permitting control air
pressure to drop at a service rate at the automatic brake valve exhaust port. This
operates the additional C-2-W relay valve to deplete the brake pipe air at a faster
rate. The reduction in brake pipe pressure operates the VA-1-B control valve and moves
up to admit the atmospheric air into the vacuum train pipe. The destruction of vacuum
in vacuum train pipe is in proportion to the brake pipe pressure reduction made. The
28-VB control valve respond to the loss of vacuum in the vacuum train pipe to apply
locomotive brakes through C-2 relay valve, simultaneously, the vacuum brakes in the
trailing stock are applied due to the destruction of vacuum via the VA-1-B control valve
and on air braked trailing stock the brakes are applied due to depletion of brake pipe
pressure. A limiting valve set at 1.8 kg/cm2 is also provided in this circuit so that brake
cylinder pressure on locomotive does not increase this value during automatic brake
application. After the desired brake pipe reduction has been made, the Automatic
brake valve and additional C-2-W relay valve will lap. In lap position of the valves the
brakes are held applied through out the train until the further brake pipe reduction or
charging is made and the A-9 brake valve and the additional C-2-W relay valve exhaust
ports to atmosphere are closed, stopping further reduction in brake pipe pressure. At
the VA-1-B control valve the control piston moves down to close the vacuum train pipe
port 6 from atmosphere. With the force equalized on both sides of 28-VB control valve
large diaphragm, the inlet valve seats under the action of its spring. Thus cuts off air
supply from the main reservoir to the brake cylinder control pipe. At the C-2 relay
valve control pipe pressure will open the supply valve and permit main reservoir air to
flow to the brake cylinders until equalization is achieved across the diaphragm of C-2
relay valve. When equalization is achieved, the supply valve will be closed, cutting of if
main reservoir supply air to brake cylinder. In the event of leakage in brake cylinder,
the diaphragm piston of C-2 relay valve will again move to allow main reservoir supply air
to recharge brake cylinder to maintain pressure at the desired level.
RELEASE AND RECHARGE :
To release the brakes after brake application the A-9 automatic brake valve is moved
to release position opening the inlet valve of the regulating portion of A-9 brake valve
to supply air to the control pipe of additional C-2-W relay valve which in turn will
operate and supply air at a faster rate to the brake pipe, as described before, The
increase in brake pipe pressure operates the VA-1B control valve which actuates 28-VB
control valve. The release of the brake cylinder control pipe pressure at the 28-VB
control valve causes the C-2 relay valve to open the exhaust port. Thus, brake cylinder
pressure will flow to exhaust at the C-2 relay valve exhaust port.
47
On the vacuum braked train, the increase in brake pipe pressure operates the VA-1-B
control valve to connect the vacuum train pipe to the exhauster portion of the
expressor for evacuating the entire train pipe and thus releasing the vacuum brakes
throughout the train.
EMERGENCY :
When it is desired to make the shortest, possible stop, the Automatic Brake valve is
moved to "Emergency" position, opening the air brake pipe directly to atmosphere at
the brake valve vent valve. The rapid reduction in the brake pipe pressure operates the
VA-1-B control valve and thereby the 28-VB control valve to quickly connect regulated
air pressure to the locomotive brake cylinders and also applies the brakes on air braked
train. On the vacuum braked train, the rapid drop in air brake pipe pressure causes a
quicker movement of the VA-1-B control valve into application in the trailing stock than
in a full service application is obtained.
Release after emergency takes place in the same way as described under "Release and
Recharge"
SA-9 INDEPENDENT BRAKE :
The locomotive brakes may be operated independent of the train brakes at any time by
proper movement of the SA-9 independent brake valve handle. The SA-9 independent
brake valve is connected through a double check valve to the C-2 relay valve that
controls brake cylinder pressure build up.
APPLICATION :
If it is desired to apply the locomotive brakes only, the SA-9 Independent brake
handle is moved to the application zone. This allows main reservoir supply air to flow
through double check valve, separating the two SA-9 Independent brake valves, the
independent application and release pipe and through the double check valve to actuate
the C-2 relay valve which will supply air pressure to the brake cylinders in proportion to
brake valve handle movement.
RELEASE :
To release the locomotive brakes the SA-9 independent brake valve is moved towards
release position venting the air in the brake cylinder control pipe to the C-2 relay valve,
at the independent brake vale, in proportion to brake handle movements, thus allowing
C-2 relay valve to connect the brake cylinder air pressure to exhaust at the C-2 relay
vale. Thus, the locomotive brakes may be gradually applied or released with the SA-9
independent brake valve without affecting the train brakes.
48
49
50
51
52
53
54
55
The bogie frame is secured the chassis by collar pins provided on both sides of
centre pivot and a "U" bracket.
Movable axle journal boxes are mounted in pedestals cast integral with the
frame. The movement of the boxes in the pedestals obtains the lateral play for negotiating passage over curves and turnouts.
The bogie frame consists of 4 brake cylinder units on corners of bogie to
operate brake rigging mechanism. Clasp brakes are provided for wheels (two brake
blocks on each wheel). Manually operated slack adjusters (palm type or screw type) are
fitted to adjust for wheel and brake shoe wear. The truck also consisting of brake
cylinder pipes to supply air to brake cylinders.
The design features of this bogie are oriented towards simplicity; the absence
of the secondary suspension has resulted in a lowering of the centre of gravity while
the 3 - point , widely spaced, loading helps to keep weight transfer to a minimum. Side
equalisation is conducive to riding stability over indifferently maintained secondary
tracks. This bogie is inherently suitable for freight and medium speed passenger
operation.
The trucks are so positioned under the locomotive that the larger pad is located
towards the centre of the locomotive. The pads thus form a three point support which
carries the total load on each truck.
The lateral spacing of the pads afford stability against the tipping forces of the
locomotive on a curve, and the frictional resistance of the pads prevents nosing at high
speed.
The following important items and safety fittings are to be examined while working
with this type of trucks:
1.
Both trucks 4 collar pins and two U brackets should be intact in position.
2.
Oil must be available in 2 Centre Pivot oil cups and 4 side bearer oil cups.
3.
Check 8 pairs of compensating beams for any external cracks on split ends.
Roller pins must be seated properly on end axle boxes. Each beam tie-rod
with cotter and spring seater U clamp must be intact. No rubbing of
equalising beams with bogie frame.
4.
56
5.
Axle boxes should be checked for hotness. No splashing of grease from axle
boxes. Horn cheek & Axle box liner plates must be intact. The stay plates
must be held in position under each axle box with two bolts and nuts.
6.
7.
Check for intactness of gear case bolts (both horizontal & vertical) and
sealed.
8.
9.
10.
Resilient pads must be seated properly on bogie and stay bolts are intact.
11.
Check for any external cracks on bogie frame near axle box horn cheeks and
at cross beams.
12.
Check for brake hanger pins intactness and pull rod safety clamps.
13.
Check axle driven alternator and speedometer pulse generator/ speed sensor
intactness on axle boxes.
14.
All brake block cotters should be intact and pull rod safety bracket should
not be missing.
15.
57
In addition to the normal checks done on conventional bogies, the following extra
checks to be done on these trucks:
1. Proper position of compensating beam (Observe for any drooping of beam to
any one side).
2. Check for intactness of all equalising beam pins under axle boxes, links and
compensating beams.
3. Check for availability of vertical stops under axle box horn cheeks.
4. Check for vertical and horizontal hydraulic dampers connecting bolts and
their safety cotters intactness.
5. Check for any damage on sand-witch side load pads and their dislocation
from position.
6. Check for intactness of 'D' shackles connected between chassis and bogie
frame on four corners of bogie.
7. Check for any loose/ hanging/missing parts.
58
59
TROUBLE SHOOTING
I.
Reasons for fuel oil pressure dropping even though fuel pump motor working
1. Less fuel oil in the tank.
2. Fuel trap may be dirty.
3. Primary and secondary filters may be chock.
4. Suction pipes may be air drawing.
5. Relief & regulating valves may be struck up in open condition.
6. Love joy coupling may be slack.
7. Delivery pipes may be leaking.
8. Fuel booster pump may be defective.
9. Gauge pipe line may be damaged.
10. Fuel oil pressure gauge may be defective.
11. Water contaminated with fuel.
II.
III.
12.
13.
14.
15.
16.
17.
IV.
V.
VI.
Reasons for booster air pressure dropping or hauling power poor (mechanical
reasons) :
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
VII.
1.
2.
3.
4.
5.
6.
7.
61
1.
2.
3.
4.
5.
6.
7.
8.
9.
62
63
64
65
66
Engine sump
Scavenging oil pump
Lube oil filter tank
Lube oil cooler
Lube oil strainer
Main Lube oil and piston cooling oil pump
Soak back oil pump
Oil separator and
Hot oil detector
1.Engine Sump:
Engine sump in WDG4 is an extended type sump to help this
locomotive to extend the periodicity of the schedule. Total oil capacity of lube oil
system in WDG4 is 1457 liters and the difference between high mark and low mark of
dipstick is 600 liters. Each line is 25 liters. Dipstick is provided on both banks.
High mark to low mark in WDP4 is 167 liters and each dot is 16.7 liters lube oil
dipstick is provided on the right bank of the engine.
2. Scavenging oil pump: Scavenging oil pump is a gear type pump and driven by engine
crank shaft and is mounted at the right free end side of the engine block. Scavenging
pump draws oil from engine sump through a coarse mesh strainer (single element) where
lube oil is filtered and pumps lube oil filter tank, which is placed horizontally on engine
equipment rack.
3. Lube oil filter tank: Lube oil filter consists of 5 paper type filter elements which
filters engine lube oil and oil is forced to lube oil cooler. A filter tank bye-pass valve is
provided across the fuel tank, but directly mounted on the filter tank which is set to
40 PSI to bye-pass the oil from filter tank whenever the filters are clogged when the
difference of pressure reaches 40 PSI differential pressure gauge is provided parallel
to Bye-pass valve across the filter tank which indicates the lube filters condition in the
filter tank. The gauge is marked with green and red zones needle. In green zone
indicates the filters in the filter tank are in good condition and needle is red zone
indicates that the bye-pass valve is opened the filters need to be changed.
4.Lube oil cooler: Oil from filter tank enters the lube oil cooler which is placed
inclined on engine equipment rack above the filter tank lube oil is cooled by the water
and it enters the lube oil strainer.
67
5. Lube oil strainer: Oil from the lube oil cooler enters the lube oil strainer housing
which is having of fine mesh strainer elements where the final filtration being done.
Then oil enters to piston cooling or pump and main lube oil pump.
6. Main lube oil pump and Piston cooling oil pump: A seimazed oil pump which is
located at the left end side of the loco consists a main lube oil pumps and piston oil
pump i.e., Twin pump in one housing.
a) Main lube oil system: Oil from main lube oil pump enters main lube oil manifold is a
pipeline through out the length of the engine block located above the crank shaft. A
lube oil pressure relief valve is provided at the beginning of main lube oil manifold which
is set to 120 PSI. A branch line is taken from the entry of main lube oil manifold to
lubricate the free end gear train and stub shafts. Lube oil from main lube oil manifold
is taken to individual main bearings through oil tubes to the upper half of the main
crank shaft bearings.
Drilled passages in the crank shafts supplies the oil to the connecting rod
bearings, tort ional damper and accessory drive gear at the front of the crank shaft,
leak off oil from adjacent main bearings lubricates the crank shaft thrust bearings.
Oil from the manifold at the power take off ( Generator end) end enters the
gear train and lubricates all gear train stub shaft and gears.
Two oil passages are taken to both bank cam shaft drive gear stub shafts and oil
enters to the drilled passages of the cam shafts. From the cam shafts drilled through
passages oil lubricates all crank shaft bush bearings and then enters to valve lever
mechanism through a oil pipe line connected between each cam bush and valve lever
shaft, oil from the valve lever shaft lubricates rocker arm bushings, valves, springs and
lash adjusters and returns to sump.
A passage from general end oil manifold is taken to Turbo charger oil filter.
Filtered oil from the Turbo oil filter enters the turbo charger oil system to lubricates
the ideal gears, stub shafts and Turbo.
One passage is taken to Governor loco lube oil button. Hot oil detector and EPD
(engine protecting device) oil pressure in the lube oil system 8 to 12 PSI in ideal and a
minimum of 25 to 29 PSI at full speed.
A hot oil detector which is set 255 deg F senses continuously the engine lube oil
temperature and shuts the engine whenever the engine oil temperature 255F through
Wood Ward Governor and the locomotive will display the cause of the engine SHUT
DOWN.
68
b) Piston cooling oil system: The system cooling oil pump receives oil from the
common section with main lube oil pump and delivers oil two piston cooling oil manifold
extending the length the engine on each bank. A piston cooling oil pump at each
cylinder directs a stream of oil the piston crown to cool the underneath piston and the
ring belt, piston pin bearing and drains back to sump.
7. Soak Back Oil Pump: To ensure lubrication of Turbo charger bearings prior to
engine start and the removal of residual heat from the turbo after engine shut down.
A separate lube oil pump called SOAK BACK OIL PUMP is provided which is driven by a
electrically operated motor indirectly controlled by locomotive main computer. The
Soak Back Pump draws oil directly from the engine sump through a soak back filter and
then supplies oil to Turbo through turbo filter element.
This Soak Back pump automatically starts working whenever all the circuit
breaker, turbo and main computer breaker input on.
This pump works for 15 minutes before starting the engine to lubricate the
turbo bearings before cranking the engine since turbo starts working at a speed of
approximately 3400 RPM immediately after cranking. To avoid damages to the Turbo
bearings this pump starts working to lubricate.
This pump works automatically for 35 minutes maximum after shutting down the
engine to take out the heat remained in the turbo bearings after working to avoid
thermal stressing and wear in the bearings. A 55 PSI pressure relief valve located in
the head of the turbo oil filter controls the turbo system pressure. A by pass valve of
70 PSI is also provided across the Turbo filter to supply oil to turbo incase of filter
choke.
8. Lube oil separator: The engine crank is vacuum created by the turbo exhaust gas
with the help of an educator tube in this locomotive, the educator tube exhaust stack
creates suction in the engine crank case and maintain crank case vacuum. While doing
so it draws some oil which will be collected in dome is called lube oil separator which
collects the oil and drops back to sump. The lube oil separator is provided at left
generator end of the engine near turbo.
69
70
9. RADIATOR
1. ENGINE BLOCK
10. EXPANSION TANK
2. CYLINDERS
11. LUBE OIL COOLER
3. CYLINDER HEADS
12. TEMPERATURE
4. AFTER COOLER
SWITCH MANIFOLD
5. TURBO
6. WATER PUMPS(2NOS)
13. AIR COMPRESSOR
7. WATER INLET
14. WATER DRAIN
MANIFOLD(2NOS)
COCK
8. WATER OUTLET
MANIFOLD(1NO)
Water from both bank water inlet manifold is also taken to both bank after coolers at
the power take off end. After circulating in the after cooler water is piped to
discharge manifold from both after coolers. Water from discharge manifold is divided
in to two ways and directed to both side radiators, through water discharge Y pipe.
Two heavy duty radiators are provided on top of radiator compartment of either sides.
Two AC motor driven radiator fan cools the hot water in the radiation by the fans
which are provided underneath the radiators. These fans are controlled by locomotive
computer which logically operates each fan at two different speeds (Slow and High
speed ) according to the requirement in order to control the engine temperature with in
the range of normal operating temperature of 80 to 85 deg centigrade.
Water from both radiators will enter lube oil cooler which is provided on engine
equipment rack and cools the engine lube oil and then the outlet of lube oil cooler joins
with the water expansion tank outlet and these outlets are connected to both bank
water pump and the circulation cycle continues in the system. The expansion tank is
placed on the top of lube oil cooler on engine equipment rack. A water level indicating
glass tube is provided by the side of water expansion tank to monitor the water level in
the expansion tank in engine DEAD/RUN. Water level should be maintained near to full
mark. The pipe line from both water pumps outlet is taken to air compressor which is a
water cooled type compressor. Water enters the air compressor cylinder liner jackets,
circulates through liner & cylinder head, inter cooler and cools the compressed air and
then returns back to water expansion tank.
71
Two engine temperature probes are provided on engine left bank water pump
inlet header to sense the water temperature to give feed back to locomotive computer.
Based on the feed back computer logically operates either one of both the fans at slow
or full speed according to the requirement. When ever the engine temperature is not
controlled due to non working of radiator fans or any other problem in cooling water
system the computer will display HOT ENGINE- THROTTLE-6 limit
Computer automatically limits the power to sixth notch only though the throttle
handle is in 7th of 8 notch. When the temperature is reduced this message will
disappear and full power will be obtained automatically.
72
AR
GE
73
N
AI
TR
4.Turbo Charger; The turbo charger is basically provided to increase the engine horsepower
output to it maximum extent and provide better fuel economy. The turbo
charger provided in this locomotive is of a special type single stage turbine,
which maintain constant air to fuel ratio through out the engine operation.
At the beginning stage turbo is directly driven by the engine through a gear
train approximately with gear ratio of 1:18 and after reaching 6th notch in
load, turbo mechanical drive will be disengaged by over riding clutch since
the energy in exhaust gases from the engine is sufficient to drive the turbo.
Air then is compressed by the turbo impeller and is directed to after coolers
through diffuser casing.
5. After Coolers: Two after cooler are provided in this locomotive one on either bank of
engine. After cooler is water-cooled type to take out heat from the
compressed engine intake air to supply high dense air for complete
combustion of the fuel in combustion chamber. The water for after cooler is
taken from the engine cooling water system.
6. Air Boxes: Air boxes are provided one on each bank of the engine to supply the high
dense clean air for the engine requirement. Air from the air box is taken into
individual cylinder through cylinder liner port openings during suction stroke
when piston uncovers the inlet force.
The huge air box on either side of the engine helps to cool the cylinder
continuously since the compressed and after cooled air is surrounded the
cylinders. A common drain from both bank air boxes is provided down in
between two trucks, which drains. The water or oil, which is collected in the
air boxes. Drivers or crew are required to see this air box drain pipe and
report to shed if they found water traces which is the symptom of water
leakage in the air intake system.
75
ELECTRICAL
FUNDAMENTALS OF ELECTRICITY
ELECTRICITY IS A GOOD SERVANT BUT, WHEN IT BECOMES MASTER IT
TREATS YOU VERY CRUELLY.
ELECTRICITY
ELECTROMOTIVE
FORCE
CURRENT
RESISTANCE
CONDUCTOR
INSULATOR
CIRCUIT
OPEN CIRCUIT
Open Circuit
Circuit
PD
S
L
:
:
:
Protecting Device
Controlling Device
Load
77
CLOSED CIRCUIT
SHORT CIRCUIT
Short Circuit
Closed Circuit
R = R 1 + R 2+ R 3+ R 4
V = V 1+ V 2+ V 3+ V 4
I = I 1= I 2= I 3=I 4
78
1
Disadvantage:
Advantage:
2. Parallel Circuit: It is that in which all the resistances are connected across a
source of supply (or) several resistances are joined in such a way
to supply.
Advantage:
Disadvantage:
79
3. Compound Circuit:
OHMS LAW :
V VOLTAGE
(POWER) P = V x I= VI watts
I - CURRENT
R RESISTANCE.
Effects of Current :
1.
2.
3.
4.
Magnetic Effect
Heating Effect
Chemical Effect
Physiology or Physical Effect.
80
BATTERIES
Cell : It is a device in which the chemical energy is converted into electrical energy.
Cells are classified into two types.
1. Primary Cells
2. Secondary Cells
1. Primary Cells :
2. Secondary Cells :
Battery
Functions of Batteries :
1. To work as stand by power source in absence of electrical supply.
2. It is used for lighting.
3. It is used for starting of the automobile engines.
81
DC GENERATORS
Generator is a machine which converts mechanical energy into electrical energy.
Principle :
Whenever a conductor cuts the magnetic lines of force an EMF is induced in it
or vice-versa.
If any D.C. machine wants to work as a generator the following things are
required.
1. Field (Magnetic field).
2. Armature (conductor).
3. Prime mover.
In generators mainly there are two types. They are
1. Separately excited generator.
2. Self excited generator.
1.
2.
Field coils are going to get electrical power from other sources
like battery or any other generator.
Permanent magnets are used for magnetic field
Self Excited Generator: Field coils are getting current from its own armature.
82
D.C. MOTOR
Motor is a machine, which converts electrical energy into mechanical energy.
Principle :
Whenever current carrying conductor is placed in the magnetic field the
conductor tends to move.
If any D.C. machine wants to work as a motor the following things are required.
1. Field (Magnetic Field).
2. Armature (conductor).
3. Current to the Armature (conductor).
83
A
DC SUPPLY
DC SUPPLY
F1
F2
SERIES MOTOR
SHUNT MOTOR
A : ARMATURE
F1
DC SUPPLY
F1 : SHUNT FIELD
F2
COMPOUND MOTOR
84
F2 : SERIES FIELD
LOCOMOTIVE BATTERIES
In a locomotive there are 8 batteries and in each battery there are 4 cells.
Total cells in the locomotive is 8 X 4 = 32.
Each cell voltage is 2.2 volts. (Fully charged)
Each battery voltage is 2.2 X 4 = 8.8 volts.
Total batteries voltage is 2.2 X 32 = 70.4 volts.
Total Batteries Capacity = 450 ampere hours
Location:
Purpose :
No. 1,2 & 3 batteries are located in battery box which are kept left side of
the loco near generator room.
No. 4,5 & 6 batteries are located in battery box which are kept right side
of the loco near generator room
No. 7 & 8 batteries are located in battery box, which are kept at right side
of the loco near nose compartment .
1.
2.
3.
In engine shut down condition batteries will give supply for all the
control circuits.
During engine starting batteries will give supply to the main
generator to work as a motor to crank the diesel engine.
During engine running if auxiliary generator fails batteries will
supply for all the control circuits for 4 hours to run the
locomotive in normal working.
85
CHARGING:
If Battery ammeter is showing below 10 Amps in charging side continuously then
battery charging system is in normal.
DISCHARGING:
If Battery ammeter showing towards discharge side (more than 1 amp)
Reasons: a) Auxiliary Generator may be failed.
b) VRP may be failed (maintaining 0 or below Battery Voltage)
c) BX-BN cards in VRP may be slack.
d) VRP fuse may be blown
c) AGFB may be tripped
If it is not possible to rectify, work normal for 4 hours following the
precautions of Engine should not be shutdown or should not allow for automatic
shutdown.
Over Charging:
If Battery Ammeter is showing more than 20 amps in charging side
continuously, then Batteries are getting overcharging.
Reasons:
a)
b)
a)
b)
c)
86
SYMBOL
ACCR
AGFB
ALG
BA
BAS
BDL
BKR
BKG
BKT
BKBL
BKIV
BS
CK1,CK2
CCEB
CCEM
CVR
DMR
DLC
DEM
DEB
ECP
ECS
ESR1,2,3,4.
ERR
ETS
ESLP
FPC
FPB
FS21-26
FSR
FSRR
GFC
GFCO
GR
GRCO
GFOLR
87
LOCATION
Front panel
Front Panel
Front Panel
Front panel
Front Panel
Front panel
Front Panel
Nose Compartment
Front panel
Nose Compartment
S/H Control stand
Nose Compartment
Front Panel
Front panel
Engine Room
Front Panel
Front Panel
Front panel
Under chassis both sides
of radiator room
Front panel
Front Panel
Front Panel
Front Panel
Front Panel
Expressor Room
Front panel
Front Panel
Front panel
Back Panel
Front Panel
Back Panel
Front Panel
Both control stands
Front panel
Front Panel
Front Panel
SL.NO
37
38
39
40
41
42
43
44
45
46
47
SYMBOL
HLB
HLC
LA
LAS
LCR
LWS
MB1
MB2
MCB
MFPB
MUSD
LOCATION
Front panel
Back Panel or Drs cab
Control Stands (Both)
Front panel
Inside Governor
Expressor Room
Front panel
Front panel
Both Control Stands
Both Control Stands
Both Control Stands
48
49
Back panel
Front Panel
50
51
52
53
R1,R2
P1,P21,P31
P2,P22,P32
PCS
RCD
ECC
REV
54
55
56
57
58
59
60
61
62
63
64
65
66
67
Reverser Handle
RH
Series Power Contactors
S1,S21,S31
Safety Auxiliary Relay
SAR
Selector Handle
SH
Signal Relay
SR
Transition Relay
TR
Temperature Switches
TS1 & TS2
Transition Panel
TRP
Transition Excitation Transformer TET
Throttle Handle
TH
Traction Motors
TM
Time Delay Relay
TDR
Voltage Regulating Panel
VRP
Voltage Regulating Current Limiting VRCLS
Shunt
Wheel Slip Buzzer
WSB
Wheel Slip Relay
WSR
Wheel Slip Relay Resistance
WSRR
68
69
70
88
89
Auxiliary Generator :
It is provided in generator room fitted on generator gear case. It is driven by
generator bull gear. It is a self excited generator
Purpose :
1.During working induced voltage is utilized for battery charging.
2. For all control circuits.
The field is controlled by voltage regulating panel (VRP) to get constant voltage 72 1,
irrespective of notch position and engine speed and field is protected by AGFB.
Effects on Failure: Battery ammeter will show discharging (Batteries and control
circuits will not get power and control circuits gets current from battery)
Exciter Generator :
It is provided in generator room and is driven by generator bull gear. It is a separately
excited generator. Its field is excited by Auxiliary Generator/ Battery
90
GE GOVERNOR
Purpose : It produces 3 phase AC supply. It sends speed signals to GE governor and
excitation system through ECP.
Effect On failure : In GE Governor :
1. During engine starting engine will crank, fire, with over speed, OSTA
will trip and engine comes to shut down.
2. On run engine will shutdown without indication through SAR.
In Wood Ward Governor:
Purpose :In this locos it will give speed signal to excitation system only.
91
Purpose : It will give locomotive speed signal to auto transition through TET & TRP.
Effects On Failure : Auto transition will not work.
Loco can work with manual transition by taking precaution of removing all the 04 TRP
cards.
92
TRACTION MOTOR
Location : It is suspended on the axle through the suspension bearings and rested on
the bogie with resilience pad
Type: It is a D.C. Series Motor.
Purpose :
1. During motoring these motors are getting current from main generator through
BKT, Reverser and Power Contactors (Switch Gear Unit) and works as motor to move
the Locomotive.
2. During dynamic braking these motor fields will get excitation from main generator
through switch gear unit and motors are going to work as generators by the rotation of
axle (Wheels). The generated supply will be fed to dynamic brake grids.
Effects On Failure :
1. If any one motor defective WSR will operate and load meter will drop to zero.
We can isolate the defective motor and work further with five motors but dynamic
brake effectiveness will be zero.
93
Working : Fuel Pump Motor will gets supply from Batteries during Engine shutdown and
on run from Auxiliary Generator.
Purpose :
In G.E Governor locomotives
Fuel pump motor will have two booster pumps. Towards engine side is Fuel booster
pump and towards radiator room side is Governor booster pump. Both pumps are
connected to motor with Love-Joy couplings.
Fuel oil is for engine working (up to FIP). Governor oil is for governor hydraulic
pressure.
In Wood Ward Governor Locomotives:
Fuel pump motor will have only one pump towards engine side is fuel booster pump and
this is for fuel oil pressure (up to FIP) for engine working. This is also connected with
Love-Joy coupling.
Effects On Failure :
1. While engine starting if fuel pump motor is in defective engine will be cranking but
firing will not take place. (Same problem even any Booster Pump failure and love-joy
coupling failure)
2. While on run if fuel pump motor fails engine will come to shut down.
(Same problem even any Booster Pump failure and love-joy coupling failure)
84
95
Purpose :
In running loco during dynamic braking this motor will work and drive two
blowers, which are mounted on the either side of motor shaft, left side blower will cool
six grids and right side blower will cool another six grids.
Effects on failure :
If it fails grids will not get cooled and there by grids are over heated and
melted. Dynamic brake effectiveness will become poor.
EDDY CURRENT CLUTCH
Location : It is located in radiator room. It is fitted in between extension crank shaft
(horizontal shaft) and right angle gear box.
It has got two drums outer drum and
inner drum. Outer drum is connected to extension crank shaft (horizontal shaft) and
inner drum is connected to right angle gear box.
Working : It is getting current from auxiliary generator through R1 or R2 contactors.
Purpose : Whenever engine cooling
water temperature
raises 68/74 degree
centigrade TS1/TS2 switches will close and R1/R2 contactors will close. E.C.C will get
energized and
helps radiator fan to start and engine cooling water is cooled in
radiators.
96
Effects on failure : If E.C.C fails radiator fan will not work, there by water
temperature will raise and makes to pick up ETS at 90C. It causes Hot engine
indication with alarm on the locomotive. There is no change in engine speed and also
locomotive speed.
ALTERNATOR
It is a machine to generate AC supply by taking mechanical power. These types of
Alternators are used in AC/DC Electrical Transmission Locomotives.
Normally in this Alternator Rotor (magnetic field) will be rotating and Stator
(armature) will be stationary and it has got only two slip rings and 4 brushes.
STATOR: Induced power can be taken directly from stator easily without Commutator
/ slip rings and brushes.
ROTOR: Field excited from external source through slip rings / brushes, because field
is rotating.
ADVANTAGES: Because of not having Commutator and brushes, problems will be very
less. There will not be any copper dust and carbon dust inside the machine
automatically power grounds will be minimum.
DISADVANTAGES: This alternator will not be used for engine cranking. Because
machine is AC and available power in locomotive is Battery DC supply. For that auxiliary
and exciter generators are used for cranking the diesel engine.
97
ELECTRICAL SWITCHES
Switch: Switch is an electrical control device to make & break, on & 'off', to open &
close and energies & de-energies the circuits. There are two types of switches used in
locomotives.
2. Automatically operated switches
i. Pressure switch (Oil & Pneumatic)
ii. Thermal switch
iii. Floating switch
i. Knife switch : It is manually operated switch. In this there are two numbers.
a. Battery Switch(BS) :
Location : It is in the nose compartment.
Purpose : Connecting battery supply to the external circuits in front panel.
If fails : a) During engine starting if it is in open Engine will not crank
b) During engine running if it is in open battery ammeter will read Zero,
No problem for Engine
98
99
Purpose: It is used to start the diesel engine, to raise the diesel engine speed, to move
the locomotive, to get dynamic brake operation. On Run during emergency, it will bring
engine to idle and load meter to zero.
It will have two positions
1. Idle
2.Run.
b. Head light Switch: It is used to control the headlights for dim, bright, off totally
two switches are located on control stands. (One on each control stand)
c. Motor Isolation Switch (Motor cut out switch): Out of 6 traction motors as if any
one motor goes defective by this switch we can isolate and work further.
It is available in few locomotives, this switch is located on Front Panel.
v. Generator field cut out switch(GFCO) : (Manually operated switch).
Double pole with on and off switch. Both GFCOs on control stands are connected in
series.
Location : Sides of both control stands in between MFPB & MCB breakers.
Purpose : It is used to close the generator field contactor. Because both are double
pole switches if any one goes defective other switch will make circuit to close. This
switch is going to be operated number of times by the driver during each trip.
100
vi. Multiple unit shut down switch (MUSD) : Manually operated with double pole
switch. Out of two poles in one position one switch will be in closed and other will be in
open condition, in the second position closed switch will be open and open switch will be
closed condition. There by we should not call 'on'/'off' switch. In MUSD switch two
positions are RUN/STOP
(i)
101
Oil pressure switch (OPS-2): On 7th & 8th notches if Lube oil
pressure is above 3.7 kg/cm2 it will pick up and it drops below
3.5kg/cm2 . and makes engine to shut down
(ii)
c.
Location: There are three switches located in Expressor room and these are connected
in Engine cooling water system.
Purpose:
i.
ii.
iii.
102
d.
Low water switch (LWS): It is connected with LWS 3-way cut out cock to expansion
tank. If water level is sufficient,(In expansion tank from the bottom above 1) this
switch will be in normal and allows to run the engine. Whenever water level in expansion
tank reduces below 1 from the bottom of the expansion tank, this switch is going to
operate and makes engine to shutdown with hot engine indication with alarm.
During engine starting with low water, Engine will crank but firing will not takes place.
For both LWS and ETS operations indication will be Hot engine with alarm. To
identify if engine shuts down with HEA, LWS may be operated, if engine is in
running with HEA, ETS may be operated.
103
BREAKERS
Circuit Breakers: It is a device used to make and break the circuits with protection. It is going to
work as a protecting device for electrical circuits. If the circuits are exceeding its rated
current, then breaker will trip and protect the equipments, wiring and switches. Normally these
will have three positions On, Off & Trip. Once breaker tripped to reset first keep in "Off" and
then switch on.
Sl Name Of
Location
Energizing/
Energizing /
Effect on
Effect on
No the
Protecting in
protecting in
Tripping in shut tripping in
Breaker
shut down
engine running down
engine running
1
Battery
Breaker
(MB1)
On control No effect in
panel
shut down
condition
Only battery
circuit
(charging/
discharging)
All control
circuits
(Negative
energizing)
Fuel pump
contactor &
other control
circuits
Engine not
cranking (control
circuits will not
energize)
Engine not
cranking (control
circuits will not
energize)
Engine not
cranking, FPC
will not close &
control circuits
will not energize
FP motor and
Engine not
engine starting cranking starting
circuits, Engine circuits will not
Governor &
energize
radiator fan
circuits
CCEM motor
Crankcase
exhauster motor breaker failure
working
indication
Battery
ammeter shows
'0'(zero)
Automatic
engine shutdown
Automatic
engine shutdown
Automatic
engine shutdown
(GOV circuits
De energizing
and FP motor
Off
Spring loaded
explosive doors
opening after
some time. No
change on engine
running.
Auxiliary
No effect on
Battery
generator
engine during
ammeter will
armature supply starting/working. show discharge.
is connected to
Aux Gen Field
through VRP
104
Sl Name Of
No the
Breaker
Location
Master
On control
control
stand
breaker 1 & 1 & 2
2 (MCB1 &
MCB 2)
No effect on
Engine speed
engine during
circuit (DMR,
starting.
ESR1, 2, 3, 4)
(ERR AV, BV, CV
& DV Solenoids)
Head light
breaker
(HLB)
Engine speed
circuit (DMR,
ESR1, 2, 3, 4, )
(ERR, AV, BV,
CV & DV
Solenoids)
On control Head lights will
panel
glow through
switches
Lighting
Breaker
All locomotive
Lights will not
lights will work glow
through
switches
Only Dome light Dome Light will
will glow through not glow
switches
Dust exhauster
motors will come
to off
If any defective
in original
breaker these
duplicate
breaker will
make to
energize the
circuit
If duplicate
breaker also
going to trip
particular
circuit may be
defective
10 Dome light
breaker
11
Dust
Exhauster
motor
breaker
12 Duplicate
Breakers
a)MFPB' SHCS
b)'MCB' LHCS
c) 'FPB' On panel
d)'AGFB'do e) 'CCEB' do f) 'ERFB' do -
Energizing/Prot Energizing
ecting in shut /protecting in
down
engine running
105
Effect on
Effect on
Tripping in shut tripping in
down
engine running
If duplicate
breaker also
going to trip
particular circuit
may be defective
RELAYS
These are electromagnetic and remotely controlled switch devices, which are
making and breaking control circuits. In this, normally open and normally closed interlocks are there. If relay is operated normally open (N/O) will close and normally closed
(N/C) will open.
The following are the relays used in the locomotives.
1. Signal Relay:
Location: In Front Panel.
Purpose: During safety devices (like OPS, LWS, ETS GR & GFOLR) operation
this relay is going to energize and make the alarm gong (bell) to operate.
If it fails: Alarm gong (bell) will not operate during safety devices operation.
2. Dead Mans Relay (DMR):
Location: In Front Panel.
Purpose: It is controlled and protected by MCB 1 & 2 breakers. During A9
emergency or fireman emergency application, in brake system either vacuum
failure or BP failure HB5 or PCS 2 will operate, this makes the PCS to knock out
(open) and DMR relay to de-energize (drop) due to this engine RPM will return to
idle.
If it fails: Throttle will not respond.
3. Engine Speed relay (ESR1, ESR2, ESR3, ESR4):
Location: On Front Panel. These are available in G.E.Governor
Locomotives only. There are four ESR relays in locomotive.
Purpose: According to throttle handle position, these relays are going to
Energize and de-energize for engine speed changing.
1.
2.
3.
4.
5.
6.
7.
8.
9.
Idle
1st Notch
2nd Notch
3rd Notch
4th Notch
5th Notch
6th Notch
7th Notch
8th Notch
106
107
WSR 1
TM Nos 1 & 4
TM Nos 1 & 5
WSR 2
TM Nos 2 & 5
TM Nos 2 &3
WSR 3
TM Nos 3 & 6
TM Nos 4 & 6
108
109
CONTACTORS
Contactor: It is an electromagnetic device used in various types of ( High current
rating ) electrical circuits to make and break the circuits. In this, there are two types
of contactors.
1. Electromagnetic contactors.
2. Electromagnetic & pneumatic contactors.
ELECTROMAGNETIC CONTACTORS: When coil of these contactors are energized,
the core gets magnetized and movable tip moves on fixed tip. When the current is with
drawn to the coil, the core is de-magnetized and movable contact opens from fixed
contact due to spring action.
1. Fuel pump contactor (FPC) : It is located in Front Panel. Whenever MFPB1 & MFPB2
switched ON FPC will close.
Purpose: To energize many control circuits especially engine starting and running
circuits.
If Fails : During starting if it is not closed engine will not crank. During running, if it
fails engine will come to shut down.
On emergency FPC can be packed and work onwards.
2. Cranking contactors : (CK1 & CK2) : It is located in Front Panel. Whenever start
button is pressed these contactors will close.
Purpose : If CK1 closes positive (+ve) supply goes to main generator and if CK2 closes
negative (-ve) supply goes to main generator. It is having interlocks for controlling some
other control circuits.
If Fails : If contactors defective engine will not crank & interlocks defective, mainly
GF contactor will not close.
3. Generator Field Contactors (GFC) : It is located in Front Panel. Whenever both
GFCO switched ON from both control stands GF contactor will close.
Purpose : To connect exciter generator supply to main generator field for field
excitation.
If Fails : Load meter will drop to zero (or) Load meter will not respond.
On emergency GFC can be packed and work onwards
110
4. Radiator fan Contactors : (R1 & R2) : These are located on Back Panel. Whenever
engine cooling water temperature raises (68 & 74 degrees), TS.1 & TS.2 will close. If
TS.1 closes R1 contactor and if TS.2 closes R2 contactor will be closed.
Purpose : To give auxiliary generator supply to eddy current clutch for rotating
radiator fan.
If Fails : If there is no supply to ECC, Radiator fan will not work. Engine water
temperature will raise to 90oC and engine temperature switch (ETS) will pick up. Hot
engine indication and alarm will come, no change in the engine speed. Then put ON ERF
breaker.
5. Field Shunting Contactors (F.S.C) : These are located in back Panel. During 1st and
3rd transition field shunting relay will energize and makes six (6) F.S. contactors (FS 21
to 26) to close.
Purpose : To divert traction motor field current (or) weakening traction motor field
current and to get acceleration in Traction Motor.
If Fails :
a)
During first transition if any FS contactor is not closing (picking up) and another
five contactors closes continuously wheel slip relay will operate.
To work further, Apply manual II nd transition all FS contactors will drop.
Again, at III rd transition, same problem will arise. To work further remove
210 3 card III rd transition will not pickup.
b)
While starting the Loco if any FS contactor is welded continuously wheel slip
relay will operate.
To work further; Start the Loco with direct I st transition remaining five FS
contactors will also close. Again at II nd transition, same problem will arise. To
work further apply manual III rd transition remaining five contactors will also
close.
111
112
113
CONTROL PANELS
1. Engine Control Panel: (ECP): It is located in Front Panel. It is getting supply from
Tacho Generator. 3 phase A.C. supply.
Purpose:
1.
2.
In WW.
1.
GE. Governor:
To give engine speed signal to governor.
To give engine speed signal to excitation system.
Governor:
To give engine speed signal to excitation system.
If It Fails : Auto transition problem will come work with manual by removing all the
four cards.
114
BX.Card
BN Card
Power Card.
Control Card.
And also it is having one fuse to protect VRP and regulating knob to adjust Auxiliary
Generator voltage to 72 1 volts.
Purpose : It controls the auxiliary generator field to get auxiliary generator voltage
constant. (72 1) irrespective of notch position (engine speed).
If it Fails : If it maintains less than Battery voltage Battery ammeter will show
discharge, if it maintains more than 72 1Volts Battery ammeter will
read overcharge.
115
GOVERNOR
An Engine Governor is commonly a speed sensitive device that automatically controls
the speed of the Engine by adjusting the amount of fuel fed to the engine.
Location: Engine Right side Power takes off end.
Functions:
116
CK2
GCC
TG
44
BS
(-)
(+)
BS
VRP
MB1
AGFB
BDL
13C
50
13
70
FPC
FPB
70A
CCEM
CCEM
FAILURE
CONTROL
MB2
FPC
AUX
GEN
RCD
BA
50
MFPB1
MFPB2
BAS
FPM
71
50T
50C
S1
P22
71
43C
43B
43A
43
STOP
50P
50V
ESR3
ACCR
EARTH
36B
GRCO
CK1
8 BATTERIES
GR
CP FIELD
STARTING
FIELD
49
FIELD
CCEB
ESR4
ECS'I'
CK1
START
LWS
CLUTCH COIL
50D
SAR
50J
50N
CRT2
CK2
STAB COIL
START
CK1
CK2
50K
50M
ESLPR
ESLP
OPS
CRT1
ECSR
SR
LLOB
117
37
1F
1B
1A
SR
13
50F
71
50
ALG
Result :
Switch on all the lighting breakers and switches (except doom light
and flasher light) , lamps will glow.
FPC contactor coil will be energized and with click sound contactor
will close.
e.
Result:
f.
Result:
g.
Result:
i) Fuel pump motor will start and fuel oil pressure will build up to
3.8 kg/cm2.
ii) Engine starting lamp will glow.
In governor, stabilizing coil will energize with click sound.
h.
ECS to be kept in run position for 3 times.
Result:
With low lube oil indication SR will energize and bell will ring.
118
i.
j.
k.
Result:
2.
Fuel racks will move towards Fuel increasing and engine will
get firing.
3. Holding:
If engine starting lamp goes off, leave start button. Engine will
run on its own then it is called Holding.
a)
SAR will pick up whenever engine speed reaches more than
220 RPM.
b)
OPS will pickup whenever lube oil pressure builds up 1.6
kg/cm2
Result:
Clutch coil will get permanent supply and engine will hold.
119
120
NOTCH POSITION
2, 4, 6, 8
5, 6, 7, 8
3, 4, 5, 6, 7, 8
5, 6
Throttle handle 1, 2, 3, 4 notches engine speed is not raising and in 5th notch
engine is shutting down MUSD1 or MUSD2 switches may be defective or wire
cut.
121
(W. W. GOVERNOR)
122
123
124
125
4
8A
13
BKT1
ECS(R)
8D
S21
8K
S31
8U 8W 8V
8HH
P21
S1 S21 S31
P32
8L TR
P1
GF
8E
6B
BKT1
6C
S1
8M
BKT1
P1
8F 8P
GFCO-B
30CC
8Y
8H
BKT2
S1
P1 P21 P31 P2 P22 P32
8S
8K
GF
S31
8R
BKT2
8L
BKT1
18A
8C
BKR
30C
GFCO-A
TH1-8
REV2
TH1-8
30EE
30E
TH1-8
TH1-8
13
RH'F'
13
R 0A 8J F
REV1
REV2
BKT2
13A
RH'R'
8C
SH
OFF
B
SH
1,2,3,4
13
6
8G
S31
S21
P31
8Z
P21
BKT1
P32
FS
23
GF
COIL
6H
CK2
6F
CK1
6E
TR
6D
BKT2
6C
GR
6B
23B
6A
ECS'R'
BKT1 BKT2
SH
'B'
13D
6
DMR
23
SH
'B'
23
13
17
17 19H
FSR
SH
OFF
6AA
'B'
17BB
RH RH
R-F R-F
SH
OFF
'B'
c
13
19J
FS21
71
GF CONTACTOR CLOSING
1.
2
3.
4.
5.
6.
7.
8.
9.
10.
126
2.
3.
1.
127
POWER CIRCUIT
128
A
A
A:
1. OPS may be struck up in pick up position (switch in open condition)
or defective switch (71 50F)
2. CRT2 may be open circuited (50F 50N)
3. CK2 N/C bridge inter lock may be defective (50N 50M) or in open.
4. Amphinol plug (GE Gov.) may be slack (50M 4)
B:
1. Start button may not be closing properly or defective (71 50D)
2. LWS may be defective or low water in expansion tank (50D 50J)
3. After energizing CK2 its bridge interlock may not be opened (50N 50M)
C:
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
130
1.
2.
3.
4.
131
132
not
not
not
not
With this circuit we can get generator field excitation and main generator induced
EMF connected to traction motors through BKT, REV and Power contactors.
1. LOAD METER NOT RESPONDING.
This may be due to following reasons.
a. Generator field contactor not closing (GFC)
b. S1, S21, S31 power contactors not closing
c. Excitation cards slack or defective
GENERATOR FIELD CONTACTOR NOT CLOSING
Control air pressure may be less than 5 Kg/CM2
a. Throttle handle interlocks in working control stand may be defective or open
b. GF switch No. 1 or No. 2 may be defective or wire cut
c. BKT 1 or BKT 2 May not be thrown properly or its inter lock may be defective
d. ECS may be in idle or defective switch
e. GR may be tripped or defective
f. Transition relay inter lock may be defective
g. CK 1 welded or bridge inter lock may be defective
h. CK 2 welded or bridge inter lock may be defective
i. GF contactor may be defective
133
Note : If BKT 1 or 2 operating towards motoring properly, even then GFC not closing
Pack GFC and work on wards. Before packing GFC ensure that CK 1 & CK 2 must be in
deenergized condition (open).
S1, S21, S31 Power contactors not closing
a. Reversed handle not thrown properly or its interlocks may be defective
b. Reverser 1 & 2 May not be thrown properly or its interlocks may be defective.
c. BKT 1 or BKT 2 interlocks may be defective
d. ECS inter lock may be defective
e. BKR inter lock may be defective
f. TR & GFC inter lock may be defective
g. P1 power contactor may be welded or its inter lock may be defective
S21 Alone not picking up
P21 Power contactor may be welded or inter lock may be defective
S31 Alone not picking up
P31 Power contactor may be welded or inter lock may be defective
EXCITATION CARDS SLACK
a. Remove safety bar from the excitation panel.
b. Slack all the 7 Excitation cards and press for proper fitment
LOAD METER NOT RESPONDING AFTERPICKING UP 2nd TRANSITION
a. P32 power contactor may not be closed (not energized)
b. P32 power contactor interlock may be defective
LOAD METER NOT RESPONDING DURING MOTORING AFTER WORKING
DYNAMIC BRAKE
1. BKT 1 or BKT 2 may not thrown properly towards motoring
2. BKT 1 or BKT 2 interlocks may be defective
LOAD METER NOT RESPONDING IN ONE DIRECTION
a. Working control stand reverser handle defective
b. Non working control stand with or with out reverser handle kept in one direction
c. REV 1 & 2 may not thrown properly on one direction
d. REV 1 & 2 interlock may be defective.
LOAD METER NOT INDICATING: (But power available)
1 During Loco starting (Moving) S1 power contactor is not picking up.
2 TM1 or TM4 may be defective
3 LAS may be defective
5. Load ammeters and its circuit may be defective.
6. After picking up IInd transition P2 Power contactor is not picking up.
134
135
GROUND RELAY
2.GROUND RELAY: GR is fitted in front panel right side of the control compartment.
When ever power circuit gets earth fault during running or whenever control circuit
gets earth fault during engine starting this relay will energize.
136
137
4. a.) OIL PRESSURE SWITCH 1: These are fitted in GE governor locomotives only.
It is located in drivers cab. On run if TH handle is below 6th notch if lube oil pressure
drops below 1.3 kg/cm2 this switch will drop. Its closed interlock will open, and clutch
coil will be de-energized. There by `A` and `B` arms will separate and `B` arm will
come to no fuel position. Engine will come to shut down. OPS open interlock will close
and low lube oil indication with bell will come. (Audio and visual indication) .OPS picks up
at 1.6 kg/cm2.
b.) OIL PRESSURE SWITCH 2: On run if TH handle is above 7th notch if lube oil
pressure drops below 3.5 kg/cm2 this switch will drop. Its closed interlock will open,
and clutch coil will be de-energized. There by `A` and `B` arms will separate and `B`
arm will come to no fuel position. Engine will come to shut down. OPS open interlock will
close and low lube oil indication with bell will come. (Audio and visual indication) .
OPS picks up at 3.7 kg/cm2.
138
5.LOW WATER SWITCH: LWS is fitted in cooling water system and located in
compressor/expressor room. It is connected in series with Governor clutch coil by its
closed switch. (If cooling water level is above 1 from the bottom of expansion tank)
Whenever water level is reduced below 1 from the bottom in expansion tank, LWS will
operate and its closed interlock will open and cut off supply to Governor clutch coil.
`A` arm `B` arm will be separated `B` arm will come to no fuel position and engine
comes to shutdown. LWS open interlock will close and hot engine indication with alarm
will come. (Audio and visual indication)
139
140
7. WHEEL SLIP RELAY: In the locomotive all the six wheels are powered by six
individual traction motors coupled through a gear, if any one of the wheel is slipped due
to loss of adhesive or not rotating due to locked axle, the wheel will skid and has to be
machined. To detect the locked axle or pinion slip or wheel slipping on the track, a
safety device is called WSR is provided to operate. If any potential difference takes
place between any two Traction motors this relay will operate and T.G. Field excitation
will be reduced (nullified) and load meter drops to zero, wheel slip indication with
buzzer and auto sand application will takes place.
To identify the particular motor there are two WSR coils in each relay. One is in series
parallel combination another is in parallel combination.
141
142
causing
In parallel picking up of
WSR relay
WSR 1
WSR 2
WSR 2
WSR 3
WSR 1
WSR 3
143
144
145
Brake System
Length in Meters
Weight in Tonnes
MPS in KMPH
Engine RPM in Idle
Engine RPM (8th
Notch)
OSTA Tripping RPM
Air Filtration
9)
7)
8)
2)
3)
4)
5)
6)
S. Description
No
1) Service
5000
1110
1210
GEG/WWG
2750
910
1210
GEG/WWG
2400
IRAB1
28LAV1 &
IRAB1
5000
1160-1200
Cyclonic with
bigger size of
filters and
paper type
secondary
filters
Goods/
Coaching
17.12
112.8
120
400
1050
Goods/
Coaching
17.12
112.8
120
400
1000
1110-1150
Panel
type/Cyclonic
with paper
type
secondary
filters
WDM3A
WDM2
GEG/WWG
2750
1210
1110
IRAB1 &
28LAV 1
6000
1160-1200
Cyclonic with
bigger size of
filters and
paper type
secondary
filters
19.15
123
100
400
1050
Goods
WDG3A
GEG/WWG
2000
1210
760
3000
1110-1150
Cyclonic
with bigger
size of
filters and
paper type
secondary
filters
28LAV1
16.09
80
120
400
1000
Coaching
WDP1
WWG
1200
530
530
3000
28 LV 1
1210-1250
Air maize
oil bath
filters
Goods/
Coaching
13.82
72
96
400
1100
YDM4/4A
WWG
3726
1045
950
6000
960-1045
Cyclonic
type
primary
and Baggy
type
secondary
filters
CCB
21.24
117
160
269
904
Coaching
WDP4
WWG
3726
1154
1457
6000
960-1045
Cyclonic
type
primary
and Baggy
type
secondary
filters
CCB
21.24
128.5
100
269
904
Goods
WDG4
146
S. Description
No
15) Tractive effort
Maximum in KGs
16) Adhesion
17) Weight transfer to
wheels through
27%
Centre Pivot
60%
Side bearer
40%
27%
Centre Pivot
60%
Side bearer
40%
AC/DC
Exciter and
Aux.
Generator
working as
Motors
Left Hand
DC/DC
Generator
working as
Motor
Right Hand
LLR/LRR
LLR/LRR
18.8
Cast
18:65
28050
28050
18.8
Cast
18:65
WDM3A
WDM2
Exciter and
Aux.
Generator
working as
Motors
Left Hand
AC/DC
LLL/RRR
20.5
Fabricated
18:74
30.8%
Side load
pads 100%
37884
WDG3A
Exciter and
Aux.
Generator
working as
Motors
Left Hand
AC/DC
LR/RL
20
Fabricated
18;65
Side Spring
Groups
100%
WDP1
53000
WDG4
Two
Starter
Motors
(DC)
AC/AC
LL/RR
19.5
HTSC
17;77
Left Hand
Two
Starter
Motors
(DC)
AC/AC
LLL/RRR
21.42
HTSC
17:90
43%
43%
Side
Side
rubber
rubber
resilient
resilient
pads 100% pads 100%
27550
WDP4
Generator
working as
Motor
DC/DC
LLR/LRR
26.3%
YDM4
CP-60%
SB-40%
YDM4A
SB-100%
12
Cast
19;92
18935
YDM4/4A
147
Dynamic
Brake Facility
TM Isolation
27)
30)
29)
Type of
Engine
4 Stroke V-16
Turbo super
charged diesel
engine
Defective TM
can be Isolated
Available
3 (with Field
Shunting)
WDM2
Alco model
Handle with
TH/DB and
reverser handle
Available
WDM3A
UIC model
hand wheel
with TH/DB
and reverser
handle
1 (No Field
Shunting)
Available
4 Stroke V-16
Turbo super
charged
diesel engine
4 Stroke V-16
Turbo super
charged diesel
engine
Defective
TM can be
Isolated
Will not
function
YDM4/4A
Alco model
Handle with
TH/DB and
reverser
handle
1 (SP to P)
1 (Field
shunting)
Available
4 Stroke V- 4 Stroke , 6
12 Turbo
Cylinder
super charged inline, Turbo
diesel engine
charged
diesel engine
Defective TM
can be
Isolated
Not
Applicable
Not Available
WDG3A
WDP1
UIC model
UIC model hand
wheel with TH/
hand wheel
DB selector and with Throttle
reverser handle and reverser
handle
1 (No Field
1 ( with field
Shunting)
shunting)
Defective TM Defective TM
can be
can be Isolated
Isolated
In case of TM Will not function
Will not
Will not
Isolation D.B.
function
function
Transition
26)
28)
Description
Master
controller
S.No
25)
WDG4
Handle with
TH/DB and
reverser
handle
Particular
Truck to be
Isolated
Will function
for working
truck
Available
Particular
Truck to be
Isolated
Will function
for working
truck
Available
No Transition No Transition
WDP4
Handle with
TH/DB and
reverser
handle
148
Working of
Turbo
Type of Truck
Expressor /
Compressor
cooling
Fuel Injection
System
32)
33)
34)
36)
35)
Description
Type of Turbo
used
S.No
31)
Through
separate fuel
injection
pumps and
injectors
Air cooled
Side bearers
centre pivot
co-co type
Exhaust gas
driven Turbo
WDM3A
ABB/
NAPIER
Through
separate fuel
injection pumps
and injectors
Air cooled
Side bearers
centre pivot coco type
Exhaust gas
driven Turbo
WDM2
720A/ABB/
NAPIER
Through
separate fuel
injection pumps
and injectors
Air cooled
Exhaust gas
driven Turbo
WDG3A
ABB/ NAPIER
Through
separate fuel
injection
pumps and
injectors
Air cooled
Side Spring
Groups,
Center pivot,
BO-BO Type
Exhaust gas
driven Turbo
WDP1
ABB/ NAPIER
WDP4
GM
WDG4
GM
Through
separate
fuel
injection
pumps and
injectors
One lube oil
pump, gear
driven for
entire lube
oil system
Air cooled
Direct fuel
injection by
Unit
Injectors
Water
cooled.
4 lube oil
4 lube oil
pumps,
pumps,
3 gear driven, 3 gear driven,
1 Electrical
1 Electrical
motor driven motor driven
Direct fuel
injection by
Unit
Injectors
Water cooled.
YDM4/4A
350C
149
Cooling
Water
System
Lube oil
consumption
per every
100 Lts of
Fuel Oil
Consumption
Minimum
Radius of
Curvature
(Meters)
Minimum
continous
Speed
(KMPH)
37)
38)
40)
39)
Description
S.No
18
73.2
1.5 Liters
One Water
pump, gear
driven, one
radiator fan
driven by Engine
through ECC
WDM2
22.8
73.2
One Water
pump, gear
driven, one
radiator fan
driven by
Engine
through ECC
1.5 Liters
WDM3A
73.2
One Water
pump, gear
driven, one
radiator fan
driven by
Engine through
ECC
1.5 Liters
WDG3A
73.2
One Water
pump, gear
driven, one
radiator fan
driven by
Engine
through ECC
1.5 Liters
WDP1
WDP4
11.6
45.75
22.5
64.92
Two water
One Water
pumps gear
pump, gear
driven, two
driven, one
radiator fan radiator fans
driven by
driven by
ELE. Motors
Engine
through ECC
1.5 Liters
0.5 Liters
YDM4/4A
22.5
64.92
0.5 Liters
Two water
pumps gear
driven, two
radiator fans
driven by
ELE. Motors
WDG4
150
9.
RECTIFIER PANEL :
Location : Back panel (IN WDM3A & WDP1), In between back panel and
Main Generator ( IN WDG3A)
Purpose : To convert Main Generator AC voltage to DC voltage for
traction motors. It is cooled by FTTM blower and in some
locomotives separate motor driven blower is provided.
10.
Location :
Purpose :
12.
LAS (LOAD AMMETER SHUNT) :
Location: Side of BKT.
13 .
1.
2.
3.
4.
14.
Purpose :
151
15.
EPG Governor:
On SH control stand toggle switch (Main switch ), In nose
compartment pressure switch and in compressor room
Governor will be there.
WDM3A, WDG3A, WDP1, GE GOVERNOR
ENGINE STARTING CIRCUIT
Cranking:
1.
2.
3.
4.
5.
152
6.
7.
8.
9.
10.
Engine will crank through CK1, CK2 & CK3 contactors closing.
153
Firing:
1.
2.
3.
Holding:
1.
When ever lube oil pressure reaches 1.6 kg/cm2 OPS will
pick up (71-50K)
2.
When ever engine speed reaches more than 220 RPM SAR
relay will energize and SAR interlock will close (50K-50D).
Now clutch coil will energize permanently. Now release the start button.
CKR1, CKR2, CKC, CK1, CK2, CK3 will drop but TDR will not drop. After
1.5 sec TDR will drop, till such time bell will ring with contact tip welded
indication.(Auxiliary and Exciter generator circuit will be in open)
154
155
134
Release run
Magnet valve
SP2
156
171
147
N/O
Interlock
PR2
146
SP1
N/C
interlock of
FL
PR2
(GP Realy)
Loco wire
13
SW1
SW2
145
144
143
142
N/C
interlock of
FL
N/C
Interlock of
PR 2
Buzzer
Buzzer
171
N/C
interlock of
FL
LED indication on
Both control stands
133
171
171
PR 1
Off time
delay
realy
131
P1
171
Loco wire 13
D4
17BB
13
132A
139
Loco wire 4
138
D1
ON
Loco wire 4
Flasher
unit of
short hood
FL2
FL1
140
141
N/C
Interlock of
PR 2
D2
148
OFF
REV
N/O
Interlock
of PR3
135
N/C
interlock of
FL
N/O
Interlock
of PR3
to BKR 1,2&3
171
D5
Loco wire 50
171
17B
PR3 (GP
Relay)
13
RH
F-R
N/C
interlock
of PR1
132
P2
171
RH
F-R
OFF
ON
Flasher
unit of long
hood
FL2
FL1
PCS2
16PD
16PC
DMR
FL GP
Relay
N/C
interlock of
PR3
162
PCS1
30K
D3
16
50
MB1 ON
Loco wire 50
16F
N/O
interlock of
DMR
50 N/O
interlock
of DMR
Loco wire 16
SWITCHES :
(a) P1
(b) P2
(c) PCS 1
(d) PCS2
(e) SW1 & SW2
(f) SP1 & SP2
RELAYS:a. FL Relay
b.PR3 Relay
c. PR2Relay
d.PR1Relay
ROTEX VALVE: CHOKE:- 5.5mm
QUICK CHARGE of BP ( Magnet valve pipe)
Switches position:P1 closes below 4.5 kg/cm2 BP
P1 opens above 4.8 kg/cm2 BP
P2 closes below 4.4 kg/cm2 BP
P2 opens above 4.7 kg/cm2 BP
PCS1 closes below 6.5 kg/cm2 MR from HB5 valve
PCS1 opens above 7.5 kg/cm2 MR from HB5 valve
PCS2 closes above 4 kg/cm2 BP
PCS2 opens below 2.8 kg/cm2 BP
RELAYS POSITION:FL, PR2 & PR3 General Purpose Relays
PR1 Time Delay Relay (Off Time Delay for 60 sec after disconnecting the supply)
157
I.
II.
158
159
160
161
162
SPEEDOMETERS
AUTOMETERS ALLIANCE LTD
TELPRO-DL
Display functions :
o
o
o
o
163
PARTS :
SL
No
1.
2.
3
4
5
Memory freeze
switch(In side glass
cover)
LCD Display
Key Board
10
Memory card
connector
9 Pin D- type male
connector
Push-to-on switch
11
Door assembly
12
Lock assembly
Functions
Indicates speed crossing the set over speed
limit
Indicates memory full, external memory
absent and fault in TELPRO system.
Displays speed in KMPH
Produces audio alarm with over speed
indication
To stop recording in short - term memory in
case of accident/emergency.
Displays time, date, speed, distance and other
parameters
To set various parameters by pressing keys,
also to display these parameters
For compact flash memory card connection.
Used for RS 232 communication and speed
pointer setting.
Used for configuration and parameter
setting.
To prevent unauthorized access to the
system.
To prevent unauthorized access to the
system
164
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
Driver ID
Train Load
Wheel diameter
Max. Speed alarm
Loco No
Digital speed
Memory free (In %)
Distance traveled by present driver (DT by PD)
Error messages
Memory freeze indication (MF)
Stepper motor error indication (SE)
Display also provides assistance in configuration of the system through
the keypad.
Keyboard and its functions:
2
ABC
3
DEF
4
GHI
5
JKL
6
MNO
7
PQRS
8
TUV
9
WXYZ
0
SPACE
TRAIN
NO.
DRIVER
ID
TRAIN
LOAD
CANCEL
DIS
PLAY
ENTER
No Of Keys
:
16
Colour
:
Black and Yellow
Pictorial view of key board and its inscriptions as used TELPRO is shown above.
Descriptions of each key provided on the keyboard are as follows;
Key 0 to 9 and A to Z
Key 0
Key 1
Key 9
Key Train No
Key Driver ID
165
Key Cancel
Key Display
Key Enter
Facilities
Medha
MRT MRT
912 912M
Graph roll
Yes Yes
availability
Memory
capacity
MRT
912 C
MRT
918VI
No
No
MRT RT9 SP
918VII
90S
No
Yes
No
No
Driver/train ID No
entry
Facility
No
No
No
Yes
Laxven
TELPRO
LAXVEN
2000
No
No
Memory
No
freezer switch
Digital speed
display
Auto meter
60 Days
Yes
Yes
No
Yes
Yes
Yes
Yes
Yes
Yes
No
No
Yes
Yes
Yes
Yes
Yes
No
Yes
Yes
Yes
166
8
2
9
Chart Recorder Parts
1.
2.
3.
4.
5.
6.
7.
8.
9.
167
Instructions :
1.
2.
3.
4.
SP 90S
Indicator with static memory, SP-90S has the following features:
PARTS :
1. Over speed alarm
2. Over speed LED
3. Six Digit Odometer
4. Display
5. Key Board
6. Loco No. Thumbwheel switch
7. Max. Speed thumbwheel switch
168
8.
9.
10.
11.
12.
13.
169
TRAIN NUMBER
1.
2.
3.
4.
DRIVER IDENTIFICATION
1.
2.
3.
4.
170
PARAMETERS
1. Date in DD:MM:YY format
2. Distance traveled by the locomotive in KM/Hr
3. Speed limit in KM/Hr
4. Wheel dia meter in mm
5. Memory fill in %
6. Train No.
7. Driver No.
8. Train load in tones
9. Locomotive No.
10. Dynamic brake status
11. Dynamic brake duration
12. Dynamic brake distance
13. Coasting status
14. Coasting duration
15. Coasting distance
16. Current distance by a present driver
PARTS :
A.
B.
C.
D.
E.
F.
G.
H.
I.
J.
K.
L.
PROGRAMME SWITCH
LOCK
KEY PAD
PCMCIA CARD
PROTECTIVE COVER
MEMORY FREEZE SWITCH
DISPLAY
RS 232 PORT
MEMORY FREEZE LED
OVER SPEED LED
PROGRAMME ON LED
SYS/MEM FAIL LED
172
MEMORY FREEZE
A Memory freeze switch is provided on the front panel of the speed recording
system. A breakable glass is provided on the switch, incase the fine memory is to
be freezed , to access the written data and not to be over written, then the option
is to brake the glass and MEMORY FREEZE switch should be put to ON condition.
Once the switch is ON fine memory is freezed and system will not write or access
the fine memory area till the memory freeze s2witch is put to OFF condition as long
as the MEMORY IS FREEZED the fail indication appears on the display and a red
LED indication will appear in the memory freeze compartment.
Only fine memory will be freezed during the memory freeze switch is in ON
condition. Long term memory will however be written.
MEMORY FULL
As per the specification if the data in the memory is more than 85 % of occupancy,
then the systems should indicate the user as full memory and the caution the user
to down load the data at the earliest to avoid the loosing the earlier data because
of the looping format of the data structure.
During this time SYS/FAIL lights up and this is an indication to the user to verify
the memory capacity on the display and the necessary action to be taken to down
load the data.
In this case the SYS/FAIL does not mean the system is failed, but a warning signal
to the user. Please do not mis- understand this point.
173
MEDHA METERS
MRT 912
Knurled screw
Door Lock
Light Knob
Chart Viewing window
Over Speed Indicator
Paper End Indicator
ODO Meter
Buzzer
Memory Card Box
Instructions
1. During over speeding a preset-able Over Speed Audio Visual indication
provided to alert the driver,
2. PAPER END indication glows when graph when graph roll is exhausted.
3. Memory capacity 6 Hrs.
174
PARTS:
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
MEMORY INDICATION
TOP COVER LOCK
FAULT INDICATION
SM POINTER
16CH ALFA NUMERIC DISPLAY
PS 232 SERIAL PORT
SELECT PARAMETERS SWITCH
MEMORY FREEZE INDICATION
MEMORY CARD
MEMORY FREEZE SWITCH
KEY BOARD
MEM CARD BOARD
MEM CARD BOARD LOCK
175
Loco Load
Dial Illumination (10 to 90%)
Driver No.
Train No.
After setting the desired value press ENTER key to accept the new
value.
176
177
Actuator/Sensor unit:
The Actuator unit consists of the following items.
a)
b)
c)
d)
DC Servo motor for driving the fuel control shaft of the diesel engine
with inbuilt position sensor for measuring the servo motor output shaft
position.
Lube oil pressure (LOP) transmitter
Boost air pressure(BAP) transmitter
Fuel oil pressure (FOP) transmitter.
Location:
Items a to d are housed in an enclosure. The enclosure is to mounted in the engine
compartment at the existing location of Woodward/GE governors.
178
Controller/Display unit:
VACUUM FLUORESCENT
DISPLAY
LED INDICATION
RESET
KEY PAD
179
(MODIFIED)
a)
b)
c)
d)
e)
f)
g)
h)
180
181
Step 2.
Crank the engine normal way. Release the cranking start button in the driver's
cab, once the engine has fired. The MCBG will take control of the engine and regulate
the rpm at the "IDLE" rpm.
Status of front panel indications during LOPS:
If the engine shut down occurs due to LOPS, the "LOPS" LED, 'SHUTDOWN' LED
and the 'SPEED LOW' LED will become ON.
Status of front panel indications during OS TRIP:
If the engine shutdown occurs due to governor over speed trip mechanism, OS
TRIP LED, 'SHUT DOWN' LED and 'SPEED LOW' LEDs will become ON.
However, if the engine shuts down due to mechanical OST device, 'SHUT
DOWN' LED and SPEED LOW LEDs will be ON.
182
BREAKER
VACUUM
FLUORESCENT
DISPLAY
BUZZER
ACKNOWLEDGE
OVERSPEED TEST
BOOSTER AIR
CONTROL
RESET/START
PRESSURE SENSORS
a) Booster air pressure Sensor:
Working range is 0 to 3 kg/cm2 gauge.
b) Fuel Oil Pressure Sensor :
Working range is 0 to 5 kg/cm2 gauge
c) Lube oil pressure sensor :
Working range is 0 to 10 kg/cm2
Display :
20 characters X 4 line alpha numeric vacuum fluorescent display.
Following engine parameters are displayed while engine is running.
a)
b)
c)
d)
e)
f)
g)
Notch Position
Engine RPM
Fuel rack position in mm
Boost air pressure in kg/cm2
Lube oil pressure in kg/cm2
Fuel oil pressure in kg/cm2
LCP position in hours: minutes format.
System status messages and fault messages are also displayed as and when required.
SAILENT FEATURES
Engine RPM is controlled without hunting.
Effective control for complete combustion of fuel, thus improving fuel
efficiency and reducing pollution.
Load Control interface with Excitation system for constant Horse Power control.
User settable engine parameters for optimizing performance for different
classes of locomotives.
16-bit micro controller based design.
Stepper motor used for high precision position control of fuel rack.
Digital PID control,
Requires no adjustment through out its life, and no
potentiometer settings.
No need of individual tuning for each engine. Once tuned digitally for a given
class of locomotives, say WDM2, or WDG2 etc. the same parameters would be
entered numerically for all the engines of that class.
Continuous display of engine status parameters.
Online fault diagnostics and fault message display.
Error log with date and time stamp.
184
User settable engine horse power, RPM & LOPS levels for each notch.
User settable Booster Air Pressure Vs Fuel Limit curve.
Laptop computer used for tuning of parameters. User/friendly menu driven
software provided for laptop computer, for modifying any parameter/down
loading ERROR LOG.
Electro magnetic clutch used for automatic shutdown of engine, in case of power
failure and any major malfunctioning of the equipment.
Electronic and Mechanical Over speed trip testing through key lock switch.
Switch to bypass Boost Air pressure based Fuel Limit Control.
Functional plug in modules for ease of servicing.
Wiring minimized for high reliability.
No need of regular maintenance.
FAIL-SAFE FEATURES
Automatic Shutdown of engine in case of
Booster air pressure Sensor failure automatically disables air pressure based
fuel limiting.
185
SR. No.
DISPLAYED MESSAGE
Notch Fault
BAP Limit
HP Limit
Rack Poser
BAP Ld Control
INTERPRETATION
If any illegal combination of A, B, C, D
solenoid control inputs, is received, this
message is displayed.
Whenever Boost Air pressure sensing is
active and rack is limited due to available
boost air pressure this status message is
displayed.
Whenever load control action is enforced due
to Horse Power Limit set for the Notch, this
message is displayed.
This is displayed whenever fuel rack
movement is not as desired while engine is
running.
Whenever load control action is enforced due
to booster Air Pressure is
Less than the Limit set for
the fuel rack position, this message is
displayed. This feature can be disabled in user
settable parameters.
186
187
6. Provision of extended range dynamic brake system enables the driver even to
stop the train. Dynamic brake is effective even in lower speeds.
7. Microprocessor adjusts the input to traction duly taking into consideration of
the requirement for the auxiliary loads in order to ensure optimum utilization of
the engine power.
8. Microprocessor automatically controls the excitation system whenever it
encounters certain critical faults, which are detrimental
to the safety
functioning of the locomotive in general.
CHAPTER III
1.
2.
3.
4.
5.
BREAKER
CCB
COB
FPB1 & FPB2
ERS
CEB
EBB
LCCB
ECB
AFCB
ECCB
BCCB
DESCRIPTION
Battery charge circuit breaker
Main circuit breaker
Fuel pump breaker
Engine run switch
Crank case exhaust motor breaker
Exhaust blower breaker
Local control circuit breaker
Exciter field circuit breaker
Auxiliary generator field circuit breaker
Eddy current clutch circuit breaker
Battery charger CCT breaker
188
F1
F2
F3
F4
F5
F1
Shomore
F2
etc.,
F4
F3
F5
8. Keep the ECS in Start position ... (there are three positions Start, Isolate and
Run.
9. Move the engine start switch ( EST ) in prime position. Fuel pump motor starts
working and fuel oil pressure builds up.
10. Move and hold the engine start switch ( EST ) in start position till the engine
cranks, and then release.
11. During cranking observe that the GS+ and GS- contactors picks up and drops
after engine is cranked..
12. Put engine control switch ( ECS ) to run position and following display appears on
DID :
Load limited: cold engine
Set
F1
Shomore
F2
-etc-
F3
189
F4
F5
13. After the engine water temperature attains above 60 deg., following display
appears:
Ready
Set
I = 20 A
V = 72 V
P = 6.0 Kg/cm2
T = 60 C
Shomore
F1
-etc-
F2
F3
F4
F5
14. The engine speed and load is restricted according to the lube oil temperatures as
shown below :
Up to 30C
30.C to 32 C
32 C to 35 C
35 C to 49 C
49 C to 55 C
55 C to 60 C
-------
Idle
1st Notch
2nd Notch
3rd Notch
4th Notch
5th Notch
F1
Shomore
F2
-etc-
F3
F4
190
F5
CHAPTER-IV
FAULTS AND FAULT RESET IN MICROPROCESSOR
CONTROLLED LOCOMOTIVES
Any faults which occurs in locomotive, the microprocessor stores it as Automatic,
LEVEL 1, LEVEL2 or LEVEL3. The faults stored can be viewed on the DID panel.
The alarm bell rings depending on the fault.
1. Automatic faults are reset by the microprocessor itself
2. LEVEL1 faults are to be reset on DID panel by the operator pressing Reset
key.
3. LEVEL 2 faults can be reset after toggling DAS switch in control panel and
pressing the Reset key.
4. LEVEL 3 faults cant reset.
Microprocessor stores and displays the fault till fault is cleared and resetted.
Depending on the severity and duration, some faults changes from LEVEL 1 to
Automatic and LEVEL2 to Automatic.
1. Example- Resetting Automatic fault
Automatic reset faults are reset by the microprocessor itself when the fault
no longer exists.
F1
Newer
Older
F2
F3
Reset
F4
191
Exit
F5
Newer
F1
Older
F2
Reset?
F3
Exit
F4
F5
First, check the movement of Reversor and its interlocks, press F4 key.
The fault resets.
3. Example Resetting LEVEL 2 fault
The display appears on DID as:
E07D
Set
F1
TM NO.2 STALLED
Shomore
Reset?
F2
F3
-etc-
F4
F5
When the key F4 under word Reset? is pressed, following display appears:
UNABLE TO RESET AT THIS LEVEL
F1
F2
F3
F4
F5
Toggle the DAS switch in the control panel. Display appears on DID as:
E07D
Test
F1
TM NO.2
STALLED
Calib
Monitor
F2
F3
192
History
F4
-etc-
F5
This is a LEVEL 2 active fault and indicates Traction Motor No.2 is stalled.
Check for Brake Binding/Stalling of TM. No.2
To Reset the fault press F4 key under History. Display appears on DID as:
EO7D
TM NO.2 STALLED
TIME
NEWER
F1
OLDER
F2
RESET
F3
EXIT
F4
F5
NO NEWER FAULTS
TIME
OLDER
F1
F2
EXIT
F3
F4
F5
E120
Set
shomore
F1
F3
F2
-etc-
F4
This fault cant be reset by pressing F4 under Reset and DID display show it as
LEVEL3 fault.
193
F5
CHAPTER-V
COMMON FAULTS
For various cautions displayed in DID (Diagnostic Indications Display) following
actions are warranted by the LOCO Drivers.
(Note: Always toggle DAS switch before resetting the fault. Then press HISTORY
key on DID panel. Then RESET button will appear on DID )
SL.No.
DISPLAY
ACTION
1.
2.
3.
4.
Hi Resistance in TM n.
5.
6.
7.
194
8.
9.
10.
Chapter VI
SENSORS USED IN MICROPROCESSOR CONTROLLED LOCOMOTIVE
Sl No. Sensor description
1.
MR1 sensor.(Main
Reservoir pressure
Sensor)
2.
3.
4.
5.
Location
Nose Compt.
Purpose
This sensor senses the main compressor
reservoir pressure and give a feedback to
Microprocessor. This is used for controlling
the loading/unloading of compressor and
hence maintaining MR pressure between 8 to
10 kg/sq.cm
LOP sensor. (Lube
Nose compt.
This sensor measures the Engine lube oil
oil pressure sensor)
pressure and gives feedback to the
Microprocessor. The Microprocessor shuts
down the engine & gives indication if the
Lube oil pressure falls below specified limit.
FOP sensor. Fuel oill
Nose
This sensor measures the fuel pressure for
pressure sensor) Compartment
diesel engine. Microprocessor prohibits
cranking if fuel pressure is below 2.5
kg/sq.cm.
IBPS. (Independent
This is a switch that gives feedback to the
Nose
Brake pressure
Microprocessor whenever independent
compartment
switch)
brakes are applied.
BPT. (Barometric
Control panel This measures the barometric pressure to
pressure Sensor)
determine the altitude and based on this
input and ambient temperature,
microprocessor will de-rate the engine.
195
6.
7.
8.
9.
10.
11.
AT. (Ambient
temperature
Sensor)
EWT sensor
(Engine water
Temperature
sensor)
LOT sensor.
(Lube oil
Temperature
Sensor)
DSS (Diesel
engine speed
sensor)
TM Speed
sensors-SS1 to
SS6 (Six Nos.)
Control panel
Water
pipeline in
Expressor
room
Lube oil
pipeline in
Expressor
room
On Cam gear This monitors the Diesel engine speed and gives
cover
feedback to the microprocessor for appropriate
functioning
Traction
Six speed sensors are present for measuring the
individual TM speed and gives feedback to the
Motors
microprocessor. These are used to detect the
wheel slip/slide and calculate the loco speed
Position sensors On respective
These sensors are interlocks which provide
for
contactors
feedback to the microprocessor on status of
a ) Cranking
contactors i.e., whether they are open or close.
contactors.
For BKT it indicates motoring or braking.
b) Reverser
c) Braking
contactor
(BKT)
d) GF
contactor
e) Parallel
contactors6nos
f) Series
contactors3nos
196
CHAPTER-VII
COMMON PROBLEMS
SL.No.
PROBLEM
1.
2.
ACTION
197
RAKSHA KAVACH
(A NET WORK OF ANTI COLLISION DEVICE)
The commercial proto types of ACD system have been tested over the last 4 Yrs.
KONKAN Rly has developed this totally indigenous and economic system first time in
the world, which has been technically proven during the joint field trails with RDSO.
ANTI-COLLISION DEVICE (ACD): It is self-acting microprocessor based data
communication equipment designed and developed by KONKAN Rly. When installed on
Loco Motives (Along with the auto braking units), Guard vans/SLRs, station and level
crossing gates (Both manned as well as unmanned), the resultant network of ACD
system prevents high-speed collision in mid sections, station area and at level crossing
gates, there by saving lives of passengers and road users.
While entering the station area if Loco ACD detects the presence of a Train
standing or moving away on the main line, it automatically regulates its Train speed to
what is maximum permitted over turnouts, there by reducing possibility of high-speed
collision. Further if, Loco ACD after entering in station area detects presence of
another approaching train on the same track both Loco ACDs automatically apply brakes
to stop their respective trains.
While traveling in the mid sections, Loco ACDs remains in lookout for trains
present in the radius of 3 KMs to handle following potentially dangerous collision
like situations:
In case, Loco ACD detects that any other train has stopped on adjacent track
may be due to derailment, Loco failure, cattle run over, alarm chain pulling etc.,
it will automatically regulate the speed of its train till such time it crosses it
and will also warn the driver of the same. If the driver of the stopped train
presses CANCEL button after ensuring that there is no danger to movement of
trains on adjacent track, the speeds of other trains will not be regulated.
However, if he detects that there is an infringement to the adjacent track and
presses SOS (Save our soul) button, the other approaching trains will come to a
stop, thereby reducing the possibility either REAR END or SIDE Collisions.
In case, a train detects another train approaching it on the same track, the
Loco ACDs of both the trains apply brakes to bring the respective trains to a
stop, thereby reducing possibility of HEAD-ON collision.
In case of train detects another train moving ahead of it on the same track
its Loco ACD automatically applies the brakes to regulate the train speed, till
such time the separation distance between the two starts INCREASING again,
there by reducing possibility of REAR END collision.
198
Drivers of the train there by get DOOR DRISHTI (a 3kms range detection system
in all whether conditions, which a human eye is incapable of) through their Loco ACDs
to detect the presence of trains in their vicinity.
By acting independently, the Loco ACDs also acts like SAATHI companion for the
drivers. Further, incase a COLLISION-LIKE situation is perceived, the drivers get
empowerment to stop other approaching trains by sending DISTRESS messages
through pressing of twin SOS buttons, provided on their ACD consoles.
The guard ACD keeps monitoring the transmission of its LOCO ACD and acts as a
stand-by protection to train if Loco ACD stops radiating. In the event of TRAIN
PARTING or ROLLING BACK, in the mid section (Detected first by guard ACD) Both
Loco and Guard ACDs of the train shall radiate this information to prevent REAR-END
and / or SIDE collisions of their train that might have derailed and infringing the
adjacent track.
This RAKSHA KAVACH also empowers its other users to send SOS to Loco ACDs for
stoppage of trains, whenever a COLLISION-LIKE situation is perceived by them as
under.
Guard can send manual SOS through his guard ACD by pressing of twin SOS
buttons when he observes dragging of derailed coaches / wagons close to his
SLR/BRAKE van or notices a fire in the running train.
STATION MASTER can send manual SOS through his station ACD by pressing
of twin SOS buttons when he notices any thing unusual like hot axle/flat tire /
fire etc. in a train, while performing train passing duties.
199
BASIC FEATURES.
PERFORMANCE SPECIFICATIONS
4000 THP Locomotive
Higher Tractive & Braking effort capability,
12 % improvement in fuel efficiency over earlier.
RELIABILITY & SERVICEABILITY
90 day maintenance intervals,
AC motors doubles traction motor life,
No running maintenance required, No brushes, Commutator, or
rotor insulation No flashover/ground relays,
Truck inverter control- High level of reliability with fewer parts,
1 million mile overhaul with HTSC truck,
6-year engine overhaul period.
PERFORMANCE IMPACT
The GT46 MAC provides unit reduction, fuel savings and additional
revenue tonnage capability
Operation of fewer units results in significant maintenance and
operating savings
ENGINE
16 710G 3B
High efficiency turbocharger
Unit fuel injection
AC TRACTION TECHNOLOGY
SPECIFICATIONS
Total weight on rails, 129 Tonnes
Height top of rail to top of cooling fan 136 (4.12m)
Overall length; 69ft 9in. (21.3m)
Fuel capacity (6000ltrs)
200
201
PARAMETERS OF WDG4/WDP4.
1. LOCOMOTIVE
Model
Horse power
Input to traction
Maximum starting effort
Continuous Limit
Max. Dynamic Braking effort
2. DIESEL ENGINE
Engine Model
No. of cylinders
Engine type
Bore/stroke
Compression Ratio
Fuel Injection system
Cylinder arrangement
Crank shaft rotation
8th notch Engine RPM
Idle Engine RPM
Low Idle RPM
3. TURBO CHARGER
Model
Drive
Cooling
Gear ratio
202
4. MAIN GENERATOR
Model Number
Traction Alternator
Companion Alternator
Tr. Alternator rectifier
out put
Max. continuous current
Companion alternator output
:
:
:
TA 17 - CA 6B
(includes Rectifier) TA 17-6.
CA 6B.
:
:
:
2600V DC.
1250 Amps.
230V AC.
:
:
7. AUXILIARY GENERATOR
Model No
Type
:
:
:
:
:
5A - 8147
3 phase alternator with brush
less Excitation and rectified
output.
24HP (18KW).
55 Volts AC
74 Volts DC.
5. EXCITATION SYSTEM
Type
Rating
6. ENGINE GOVERNOR
8. TRACTION MOTORS
Model No
Quantity
Type
Rating (nominal)
Constant current
Constant Voltage
Gear ratio
: SIEMENS ITB-2622
: WDG4: 6 Nos.( 3 per truck in parallel)
WDP4: 4 Nos.( 2 per truck in parallel)
: 3 Phase AC induction motor.
: 670HP or 500 KW at 3220 RPM.
: 202 Amps AC
: 2600 V DC .
: 90:17 / 77:17, WDG4/WDP4(Bull Gear:
Pinion).
203
Quantity
10. TRUCKS
Model
Wheel Arrangement
Maximum Axle Load
Wheel Dia
Centre Pivot
Load pads
Brake rigging
:HTSC.
:CO-CO.
:21.42 T/19.5 Tonnes. (WDG4/WDP4)
:43 inches Max & 40 inches Min.
:1 per truck to transmit pulling and
Braking forces.
:4 sandwiched Rubber pads per truck
Shares the load of the loco. (100%)
:4 Brake cylinders per truck with
composite brake blocks.(06 per truck)
Drive
Lube oil sump capacity
:From engine
:9.98 liters.
204
WDP4
Model
: Ni-Cad/Saft-Nife SRX1500P
Quantity
: 10 nos. connected in series.
No.of cells
: 5 (per battery).
Cell Voltage
: 1.45 Volts DC
Battery Voltage
: 7.25 Volts DC
Potential across all Batteries:72.5 Volts DC
13. AIR BRAKE SYSTEM
Model
TYPE
14. CAPACITIES
Engine Lube Oil
Engine Cooling Water
Fuel Tank
Sand Box
: 1457 Ltrs,
: 1154 Ltrs,
: 6000 Ltrs
: 12 Cubic feet. for 8 boxes
: 4.16 M
: 3.07 M
: 21.24 M
: 19.97 M
:129 Tonnes
205
206
27. Then keep engine starting switch in engine starting. Automatically Governor
booster pump also getting energized, for engine firing (To get quick firing by
boosting of governor)
28. Before engine cranking close event recorder, Air drier and Governor Booster
Pump Breakers available on White Labeled Breakers panel.
COMPUTER FUNCTIONS
1. Excitation control Main Generator output in motoring and Dynamic Brake by
varying the timing of the getting pulses to the SCR assembly. These pulse
control the strength of the main generator field.
2. Logic monitor the position of control devices in the cab (throttle position and
switch position), and monitor and control ON/OFF devices on the locomotive
(e.g. Governor speed solenoids, contactors, relays and magnet valves) Display
accept inputs from the display panel, record data in achieve memory, display
information on the display screen and initiate diagnostic functions through the
display panel.
207
208
209
210
18
DESCRIPTION
WDG 4
WDP 4
Model
Service
Speed
Weight
No. of axles
No. of TMs
Under TCC 1
Under TCC 2
TM pinion to bull
gear ratio
Batteries
No. of batteries
No. of cells
Cell voltage
Total Voltage
Blended brake
Location
Engine starting
switch
GT 46 MAC
Goods
100 Kmph
126 Tonnes
6
6(each bogie 3)
1,2 & 3 Axle TMs
4,5&6 Axle TMs
17 : 90
GT 46 PAC
Passenger
160 Kmph
118.5 Tonnes
6
4 (each bogie 2)
1&2 Axle TMs
5&6 Axle TMs
17 :77
Nickel cadmium
10
50
1.45 Volts
72.5 Volts
Available
On engine control panel
Located in the engine
control panel
19
20
Radar system
211
SL
NO.
21
22
DESCRIPTION
WDG 4
WDP 4
Speedometer range
Cab light switch
0 to 120 Kmph
Near cab light
Not provided
24
Not provided
25
Colour code
No
26
Traction motor
cooling
TM HP
Indication panel
0 to 180 Kmph
In control stand side
switch panel
Provided in the engine
water system
Provided in the inlet line
to water pump
Blue (Cold), Green
(Normal) & Red (Hot)
No door direct air
Tractive effort
range in meter
Braking effort
range I meter
TE limit indication
940 HP / 1000 HP
Blended brake cut out in
No. 1 indication
0 to 300 Kilo newtons
0 to 300
0 to 200
In indication panel
23
27
28
29
30
31
212
OPERATING
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
1.
2.
3.
4.
5.
6.
7.
8.
213
Generator room
1.
2.
3.
4.
214
1. Horizontal shaft
2. Rear truck traction motor blower
(RTTM blower)
3. RTTM blower base
4. Drive pulley on horizontal shaft
5. RTTM blower driven pulley
6. 'V' belts (6 nos.)
7. Lube oil cooler
8. Loco left side radiators
9. Loco right side radiators
10. ECC guard
11. Eddy current clutch (ECC) outer
drum
12. ECC inner drum
13. ECC clutch coil
14. Slip rings for ECC
15. ECC brush gear
16. Right angle gear box
215
PREPERATION OF LOCOMOTIVE
Drivers Cab: There are two control stands in the Drivers Cab, they are:
1. Short Hood control stand and
2. Long Hood control stand.
In each control stand, the following operating handles are provided.
1. Throttle handle
2. Selector handle
3. There is only one reverser handle; A-9 handle & SA-9 handle which should be
fixed to operating control stand on boarding the loco.
Throttle:This handle has got an IDLE position & 8 running notches. When opened to
running notches, gradual rise in engine speed is obtained. The throttle should be moved
notch by notch with a time gap of 5 to 7 seconds. This handle cannot be moved from
zero when selector handle is at OFF position and also when the reverser handle is
removed from the control stand. Under no circumstances throttle handle should be
left in-between two notches.
Selector Handle:This handle has got three positions:
1) off 2) 1, 2, 3 &4 Motoring positions and 3) Big D & 15 small Ds knowing as
dynamic braking range.
OFF Position:In this position, the throttle handle is locked at zero mechanically.
1, 2, 3 &4 Motoring Ranges:In motoring No.1 position, the reversor handle can be moved to forward
or reverse position. In 2,3 &4 motoring positions of the selector, the reversor get
mechanically locked in forward or reverse position.
Whenever frequent change in reversor handle is needed, selector can be
kept in 1(i.e. during dynamic operation). When the train is worked in one direction, the
selector must be kept on motoring No.4 so that the reversor is locked in 4 particular
positions.
216
D & 15 Small Ds:When the selector is moved to D(Big D), the application of dynamic
brake stands on RUN moving the selector handle from Big D to Small Ds the
effect of the dynamic braking is increased. This handle can be moved to braking
only when throttle is at zero and reverser in either on forward or reverse.
Reverser Handle:This handle has got three positions.
1.
2.
3.
Neutral
Forward
Reverse
This handle meant for changing the direction of the loco. This handle can be
removed from the control stand only in neutral position. It should be inserted
only when necessary or otherwise, it must be under the safe custody of the
driver.
BRAKES:
The following are the brakes provided in the cab.
1. A9 Automatic brake: With the application of A9 brake valve, formation
and conjunctional brakes will come.
2. SA9 independent brake: With the application of SA9 brake valve, Loco
brakes only will come.
3. Hand brake: During securing the loco, by application of the Hand brake,
one brake cylinder will comes in to action and applies three brake blocks.
4. Dynamic brake: It is an electrical brake. By application of DB, traction
motors will work as generator and train speed will be controlled.
GAUGES IN THE CAB
LUBE OIL PRESSURE GAUGE:This gauge is provided on the short hood panel of the cab and indicated the lube
oil pressure in the system. It will be indicating the normal pressure of 2.5 Kg/Cm2 in
lower notches and 7.5 Kg/Cm2 higher notches.
217
This gauge also is provided on the short hood panel of the cab and indicates the
fuel oil pressure in the system. It will be indicating normally 3.8 4.2 Kg/Cm2
BOOSTER PRESSURE GAUGE:This gauge is also provided on the short hood panel of the cab and indicates the
air pressure inside the air manifold of the air intake system. It will indicate maximum
between 1.6 Kg/Cm2 to 2.4 Kg/Cm2 on 8th notch on load according to TSC.
ENGINE WATER TEMPERATURE GAUGE:This gauge is provided inside the engine room on any one of the water return
headers. On some locos, it is inside the expressor room on the water return headers.
It indicates the coolant water temperature of the engine.
NO.1 Gauge: This gauge has two pointers one indicating the brake pipe pressure and
the other indicating the brake cylinder pressure.
No.2 Gauge: This gauge indicates the main reservoir pressure the cutting-in of the
compressor governor at 8 kgs/cm2 and cutting-out 10 kgs/cm2 can be noticed in this
gauge.
NO.3 Gauge: This gauge indicates the vacuum train pipe pressure and vacuum reservoir
No.4 Gauge: This gauge is provided on the short hood control stand and indicates the
HS4 brake pipe control air pressure (24 psi or 1.7kg/cm2). It is a reference gauge
through which vacuum adjustment can be done as per our requirement.
218
UNDER TRUCK EXAMINATION :There are two trucks provided on diesel locomotive. The centre pivot
and two side bearers to bear the weight of top chassis. The following parts should
be examined in the trucks while taking over charge of the locomotive.
1.
Four coil springs on each side in each truck for proper position and condition.
2. Two sets of compensating beams [ inner & outer ] long & short must be examined
for any cracks and tie rod bolts securing both the pairs should be properly
secured with nut and split cotters.
3. Sand pipes should be properly aligned to the rails.
4. Two brake cylinder COC's provided on right side of loco one on each truck
should be in open position.
5. Oil must be available in both the side bearers and center pivot oil cups of each
truck.
6. Collar pins securing the top frame and truck must be properly secured.
7. Air bellows provided on each traction motor must be examined for their
condition.
8. Sander cut out COCk on each truck must be in open position.
9. The axle driven alternator provided on the left side no 2 axle must be examined
for no damages on cables.
10. The speedometer gear box [pulse generator / speed sensor] and cables on right
side no 2 axle must be intact.
11. The brake rigging pins and cotters must be intact and secured.
12. The piston travel on brake cylinders should not be more than 3" or 7 cm's.
13. The wheel must be checked for sharp flange or flat tire.
219
TRACTION MOTOR EXAMINATION:While TOC of the loco the following items must be examined inside the under
truck on each traction motor.
1.
2. Both the axle caps are properly secured to the axle with four bolts and nuts.
3. The wick pads should be properly secured with four screws and sealed.
4. TM inspection covers and dust covers are properly secured or not.
5. No leakage of cardium compound from the gear case should be ensured.
6. Seven gear case bolts securing the gear case to traction motor must be properly
provided and tightened. [4 vertical & 3 horizontal].
7. The four cables of the traction motor are properly hooked with wooden plugs
and not rubbing against any moving part.
8. The resilient block securing bed bolts must be intact.
9. The brake rigging safety brackets are properly fitted or not.
NOTE: - If there is no oil in the suspension oil cups the loco should not be moved
even as dead unless oil is filled. If any suspension bearing is running over warm also
loco should not be moved to avoid damages to the axles and suspension bearing.
220
221
222
223
4. If the Driver desires to leave the loco, he must remove the reversor handle and
keep it in safe custody. The Asst. must be in the loco as the engine is in running.
SHUTTING DOWN THE ENGINE
1. Ensure that the battery ammeter is on charging side, and radiator fan has
stopped.
2. Press the engine stop button till the lube oil pressure drops below 1.3 kgs/sq.cms
and the white starting indication light comes on.
3. Switch off MFPB, MCB on both control stands.
4. Also switch off FPB, CCEB, AGFB and Control breakers on the control panel.
Disconnect battery knife switch, apply hand brake, remove reversor handle and
keep it in safe custody
FLASHER LIGHT
It is safety fitting provided in DSL locomotives. It is fixed by the side
of the head light on either side. These are controlled by two numbers of
individual units provided in drivers cab.
PURPOSE: - These lights are provided to be used by the driver in case of
distress. When ever the driver wants to warn the approaching train in
opposite direction about any blockage / infringement of the track. It can be
even used when the driver wants the approaching train drivers assistants in
case of inability.
FUNCTION / OPERATION: - The flasher light bulbs are having two
numbers of filaments. If the first filament is fused by changing the switch
position the second filament can be used. The flasher light control unit
having two numbers of switches.
1. Master switch is having ON and OFF positions.
2. Filament selector switch with FL1 and FL2 positions.
While taking over charge of the loco the driver must ensure the flasher
lights at both sides for proper functioning.
TESTING: - first switch ON master switch to ON position and observe the
light glowing or not. Again change the filament selector switch to other
position and observe the light for glowing.
224
4. Running of double /triple headed is permissible on the section over which the
dead locomotive is to be hauled.
5. When a dead electric locomotive has to be moved on a non electrified section,
special check shall be made regarding its infringement to the schedule of
maximum moving dimensions. In the case of any infringement, the dead
locomotive shall also check it at subsequent staff during the journey.
Attaching /hauling of dead locomotives by passenger train:
1.
2.
3.
4.
226
7. During starting if load meter shoots rapidly, do not advance further and try for
another start.
8. Do not close the throttle to idle suddenly before restarting to the another
start.
9. Apply independent brake with throttle in first notch position and then close the
throttle to idle.
10. Before train starts moving, do not go more than four notches.
11. Do not allow more than 650 amps starting current with MU locos and double
head working.
12. While starting from curves and turn outs apply power smoothly.
13. While notching up observe the load meter for sudden changes.
14. Allow the forward and reverse transition at the possible lower notch.
15. Close the throttle gradually.
16. Apply dynamic brake and train brakes smoothly.
17. Whenever it is required to accelerate after slowing down ensure full creation of
vacuum/BP pressure level.
18. Ensure rising trend vacuum/BP pressure while stopping.
19. Do not apply independent brake before the train comes to dead stop.
COMBINED TRAIN REPORT (CTR/ T720)
Combined train report is a document jointly prepared in triplicate / by guard and driver
giving details of train operation.
These details help to study various statistics.
Such as GTK, NTK, load , pre departure detention , TE Kms, shunting and detentions at
stations and signals , loss/ gain in running train , cautious drive time taken , accident
,weather condition , stalling , parting , dividing ,ensure failure ,dead ensure movement,
assistant engine used ,home shed of the locos used ,type of locos ,type of coaches
,wagons ,fuel consumption and for payment of crew. Therefore it is a vital document
and all the relevant columns to be filled properly by the crew.
One copy of document goes for payment, one copy for statistical cell and one copy for
drivers fuel consumption study purpose.
If the CTR is missing ,the relevant
performance of the locomotive such as TE kilometers ,GTK , fuel consumption ,SFC
,average load , TE hours ,shunting hours , LE hours will not be accounted fuel issued to
locomotives will be accounted , resulting in under performance of the locomotives.
CTR is also essential for a enquiry conducted in the event of stalling, parting, accident,
ensure failure and time loss.
227
Over time of crew basing of duty hours and kilometers earn are also based on CTR. It
helps crew controller to utilize crew who worked less than stipulated hours, thus avoid
over time payment and proper utilization of crew.
The rail way performance depends on punctuality, net ton carried, GTK carried, average
load, speed LE Kms and idle hours etc.,which gives how asset are utilized . This statistic
will not give a correct figure in the event of CTR is missing. There fore LF/ running is
responsible for proper accounting of CTRs duly numbering the CTRs before issuing.
Column N of CTR is provided for this purpose. There are 22 columns are provided of
the CTR .
Various forms are used for fuel oil accountal purpose:
HSD 1:
HSD 3:
This will be prepared by IOC and sent to RCD. In this invoice particulars
of rail tanks allotted to RCD will be recorded.
It will be maintained at RCD in which the details of HSD oil rail tankers
are dealt with the RCD .
Monthly statement of en-route shortage due to pilferage.
HSD 4:
HSD 5 :
Daily stock register. This register shows the total transaction of day ie
total receipts with cumulative quantity and daily total issues and
cumulative totals with opening balance on daily basis and also closing
balance on daily basis.
HSD 6:
HSD 2:
HSD 7:
HSD 8:
HSD oil issued for miscellaneous purpose (of mechanical department) will
be recorded.
HSD 9:
HSD 10:
HSD 11:
Fuel clerk who makes issues to locomotives, maintain fuel checkers diary.
Contamination testing register.
228
F12:
Fuel voucher .This will prepared in triplicate by the fuel issuer. In this
incoming balance ,issued quantity, out going balance, no.of locos, loco
number , home shed will be entered duly making driver ,shunters
signature. One copy will issued to driver this is to be attached to the CTR
by the driver , second copy will sent to accounts and third
copy is office copy.
F25:
Survey report.
229
14. The driver should no about trip rations of his trains the section and able
to calculate trip ration correctly.
15. He should see that the guard should write the correct load particulars
and while HOC and TOC of HSD oil should be taken for correct
accountal of fuel oil consumption.
On one side of the Trip Sheet the crew has to enter the following details. i.e,
S.No., Date, Drivers Name / Home station. Train No., Service, single head MU
Triple. Time of loco on to train. Time of loco detached from train. Section From- toDivision. Distance. No. of vehicles load in tones.
On the other side of Trip Sheet the following particulars are to be entered by
the train crew. They are:Place, Duration in hours / minutes. Detention in yard station in hours minutes,
loco shutdown hours / minutes . Train hours Departure / Arrival. Fuel consumption
particulars. Taken over / En-route fueling / place of fueling / Handed over balance,
lube oil consumption particulars. Taken over Added en-route / place added handed
over balance , remarks, signature of the driver.
The inspecting officials carrying out footplate inspection shall check the trip
sheet and ensure that the crew fills in the columns properly and if required educate
the crew about how to fill the same and about its importance.
NTKM: Net tones means the weight of consignment.
KM means distance traveled. Therefore NTKM means weight of the
consignment x distance in km. Assuming tare weight (empty) of a wagon is 10 tones and
the consignment weight is 5 tons the total load as 15 tons. Therefore net tons help to
work out trailing load of a train. Further increasing NTKM means more loading of
consignments (such as iron ore, coal, cement etc.,) less NTKM means less loading.
230
GTK: means gross tone kilometers. Gross mea ns engine tone kms + train tone kms.
Therefore
GTK = (Engine weight x distance traveled) + (train w x distance)/1000
(GTK is generally is used in terms of 1000 GTK as one unit)
Increase in NTKM will increase in GTKM, therefore to increase or to decrease the
trains required to run depends on GTKM s . earned or to be earned . specific fuel
consumption is also studied basing on fuel consumption for carrying one thousand tones
to a distance of one km.
Home railway, foreign railway locos earned GTKMs separately worked out to give
credit to foreign railways for financial adjustments . more GTK in less no. of train
means increase in average load thus better utilization of assets (Engine ,crew , wagons
& fuel consumption).
SFC:- Specific fuel consumption is called SFC. Specific is refereed to certain
conditions /parameters. Generally SFC is used in terms fuel consumed in carrying 1000
tones to a distance of 1 km.. this is otherwise called as Liters consumed for 1000
GTK or SFC for 1000 GTK.
It is
seen from the above there are two
conditions/parameters laid down.. one is the load second is the distance . These
parameters / conditions are refer ed as Specific .
ENGINE KILOMETERS (EKM)
Kilometer earned by a locomotive is called Engine Kilometer. If a locomotives better
utilized it will earn more kilometer/thereby better utilization. If under utilized, it will
give less kilometers. Therefore average Engine utilization per day per Engine
Kilometers earn, when compared daily will gives us the performance of locomotive. This
can be verified, section wise and division wise and suitable action can be taken for
improving performance.
While working Mail/Express entire links K.M./Day/Loco should not be less than 500
K.Ms. If more than 500 K.Ms. it is better utilized. And if less than 500 K.ms. is under
utilized. Similarly target utilization and Goods all sections/divisions will give us the
performance, when compared daily utilization.
Engine Kilometers are maintained at
1. Control Office
2. Diesel sheds
3. Statistical Cells
231
232
233
234
235
2.
3.
FEED VALVE COC [1"COC]:- Provided on loco left side above MR1
should be in closed position. It should be opened only during working of
train in twin pipe operation.
4.
SANDER COC: - Available on loco right side one on each truck should be
in open position for working of sanders.
5.
6.
7.
BRAKE SYSTEM COC: - Available on loco right side near J-filter should
be in open position for working brake system.
8.
BRAKE CYLINDER COC: - Available on loco right side each one on each
truck should be in open condition so that particular truck brakes will be
applied.
9 .
10.
236
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
" COC: - Available in driver's cab near short hood control stand driver
seat, should be in open position. It should be closed in trailing loco of
MU and in banker loco while banking the AIR brake formation.
237
23.
24.
25.
26.
27.
238
Head light.
Flasher light.
Hand brake.
Horns
Speedometers
Look out glass
Wind shield wipers with motors
DI emergency ( fireman emergency)
SAFETY ITEMS IN DRIVERS CAB:
1.
2.
3.
4.
5.
6.
7.
8.
239
240
7. LOW LUBE OIL BUTTON (LLOB):LLOB is available in wood ward governor. In WW governor locomotives, LLOB
operation set at 1.3kg/cm2 in idle and 3.5Kg/cm2 in 8th notch. Depends upon the
notch working engine will shut down with indication .(bell and green light glowing on
LED panel).
8. L.W.S. [LOW WATER SWITCH]:- It is provided in expresser room. When
ever water level in the expansion tank drops to one inch below from the bottom
of the tank LWS will operate and makes engine to shut down with indication of
HEA in LED panel.
9. S.A.R. [SAFETY AUXILIARY RELAY ] :This is provided in control compartment. This relay will get current from
Tacho generator. It is provided in the G.E. governor locos only. When ever any
electrical disconnection in the speed circuit then this relay will protect the
engine from over speeding. This relay is connected in series with governor
speed coil. It will be in energized condition when the engine is in running. In case
of current reduction SAR will be de-energized and cut off the supply to the
clutch coil and engine comes to shut down with out any indication.
10. W.S.R. [WHEEL SLIP RELAY]:- There are three wheel slip relays are
provided in control compartment. These are connected in series parallel /
parallel to the traction motor combination. When ever uneven current flows to
the traction motors the particular WSR will be operated, power reduction in
load meter and audio visual indication will come to alert the driver. Sanders will
operate automatically. Immediately notches to be reduced as for as possible for
a lap of time.
11. EXPLOSION DOOR:-This is an operable door fitted on both the sides of the
engine crank case in place of sump inspection door. Bursting of explosion door
happens on two occasions.
A. when the crankcase exhauster failed and furthers it is neglected by the
driver for a long period of time.
B. when any hot bearing or any other moving parts gets over heated and emitting
heavy smoke inside the crankcase beyond the capacity of the crankcase
exhauster motor then explosion door get opened. It opens and closes since it is
a danger indication that some parts of engine over heated inside the crankcase.
12. ETS [ ENGINE TEMPERATURE SWITCH ] :- It is provided in expresser
room. When ever water temperature rises to 90`C this switch will operate and
makes bell to ring and HOT engine indication will come to alert the driver.
241
PURPOSE: - This test is done to check the condition of PCS2 there by the special
feature of the EMERGENCY position of A9 handle.
3. D1 EMERGENCY TEST: - Keep ECS in RUN position, reversor in neutral, GF
switch in OFF, selector in motoring 1 position, SA9 in application position. Advance
the throttle to higher notches and then open the D1 emergency valve lid. Vacuum
train pipe needle drops to ZERO. Vacuum reservoir needle drops to 25cms and
brake cylinder pressure rises to 2.5 KG/CM2 engine RPM will returns to IDLE
along with auto flasher lights. Move the throttle to IDLE, close the D1 emergency
valve lid, vacuum is restored PCS1 & DMR will pick up. If it is dual brake loco, for
vacuum dropping, emergency valve lid to be opened to 450 and for dropping of BP
this valve lid to be opened to 900.
242
PURPOSE: - This test is done to know the condition of PCS1 & P2 application
there by ensuring whether the loco is fit in safety aspect during any emergency
or train parting.
4. BRAKE POWER TEST: - Keep ECS in RUN, selector in motoring 1, GF switch in
ON position, reversor in required direction, A9 in release, SA9 in application
position. Open the throttle to first notch and watch the load meter, loco will
attempt to move, but not to move up to third notch as loco brakes are in applied
condition.
PURPOSE: - This test is done to ensure efficiency of the loco brakes and also
the load meter is responding or not.
5. SANDER TEST: - Keep SA9 in application, ECS in RUN, selector handle in
motoring 1, GF switch in ON position, reversor in working direction. Open the
throttle to first notch and close, now operate sander button on control stand.
Sanding should be done as per the direction of the reversor position. Change the
reversor position and repeat the same.
PURPOSE :- Ensure the sanding arrangement, the sander magnet valve are
working and sand hoses free from leakages or blockages and also BKT and REV
switches are functioning properly.
6. VACUUM EFFICIENCY TEST: - Keep SA9 in applied condition, GF switch in OFF
position, A9 in emergency position. Remove one side vacuum hose pipe from the
dummy. Place 5/16'' or 8mm leak hole test plate and then keep A9 handle in
release position. Vacuum train pipe will create 53 cm's of vacuum with in 3 to 5
seconds.
PURPOSE: - This test will indicate the efficiency of the VA1B control valve,
showing that the loco is capable of creating 53 cms of vacuum against the normal
leakages on the formation.
7.
BLOCKAGE TEST: - remove the vacuum hose pipe on one side of loco from
dummy and keep it open to atmosphere. Move the A9 handle to release position.
Vacuum should not be created more than 10 cm's. This will indicate that there is no
blockage in the system.
8. DYNAMIC BRAKE TEST: - Move the loco on power and close throttle. Move the
selector handle to braking side, loco speed should be reduced, load meter should
indicate, BKBL will starts working and engine speed will raise to 4th notch RPM. Move
A9 handle to over reduction position loco brakes should not get applied. This shows
that BKIV valve is functioning and loco brakes are nullified. Then move A9 handle to
emergency position then dynamic brake will cut-off and loco brakes will apply.
PURPOSE: - This test is conducted to check the dynamic brake equipments such as
BKT, BKBL, BKIV are functioning or not.
243
9. RADIATOR FAN TEST: - Allow the engine in higher notch for some time and
stipulate the temperature
and watch the water temperature gauge and R1 whether
picking up at the stipulated temperature.
PURPOSE: - After satisfying that the radiator fan is working, you can manually
operate the R2 to see that the fan speed is increases there by ensuring that R2 is in
good condition.
10. FLASHER LIGHT TEST: - Switch on both side flashers light switches and see
that the lights are glowing dim & bright alternatively. Ensure that the both
filaments of the flasher lights are in working order by switching on the filament
switches.
PURPOSE :- These lamps are provided on the loco to be used by the driver in case of
emergency. When ever the driver wants to warn the driver of the train coming in the
opposite direction, about any blockage or infringement of the track. It can be even
used when he wants his assistants in case of desirability of his loco. On seeing this
flasher light the driver of the opposite train will reduce the speed of his train and he
look forward for any obstruction.
244
Couple up the CBC coupling. And provide safety pin on both sides.
Couple up the vacuum hose pipe.
Couple up the MR equalizing hose pipe.
Couple up the Brake cylinder hose pipe.
Couple up the BP pipe.
Couple up the FP pipe. { for twin pipe working }
Couple up the electrical MU jumper cable.
ITEM NAME
LEADING LOCO
1
2
A9 HANDLE
A9 FEED
VALVE COC
3
4
SA9 HANDLE
MU2B VALVE
RELEASE
OPEN IN WORKING
CONTROL STAND
AND CLOSE IN
NON WORKING
CONTROL STAND
APPLICATION
LEAD
' COC OF BP
OPEN
1' COC OF
FEED VALVE
BP ANGULAR
COC
OPEN AT COUPLE
END AND CLOSE IN
FREE END
8
9
MR EQUALISING
COC
FEED PIPE
ANGULAR
COC
TRAILING
LOCO
RELEASE
CLOSE IN
BOTH
CONTROL
STAND
RELEASE
TRAIL /
DEAD
CLOSE
-- SAME --
OPEN IF
WORKING TWIN
PIPE PERATION]
OPEN AT
COUPLE
END AND
CLOSE IN
FREE END
-- SAME --
-- SAME --
-- SAME --
245
10
BRAKE CYLINDER
EQUALISING COC
REVERSOR
11
-- SAME --
-- SAME --
INSERT IN
OPERATING
CONTROL STAND
AND KEEP IT IN
NEUTRAL.
KEEP IT IN
NEUTRAL
AND
REMOVE
HANDLE
ELECTRICAL
PUT 'ON' ON BOTH
CONTROL STANDS
MFPB 1 & 2
GF SWITCH
MCB 1 & 2
PUT 'OFF' ON
BOTH
CONTROL
STANDS
PUT 'OFF' ON
BOTH
CONTROL
STANDS
PUT 'OFF' ON
BOTH
CONTROL
STANDS
246
6. Close the angular COCs of BP, FP and MR & brake cylinder equalizing at
the couple end of the pipes to be disconnected and secure the same.
7. Un couple the vacuum hose pipes and secure it on the dummy.
8. Un couple the MU electrical jumper cable.
9. Now detach the loco to work single unit.
247
The train driver should feel the following to handle the train smoothly.
LEVEL TERRAIN
General: Grades of less than 1 in 400 are termed as level terrain. Terrain of this type
does not produce significant in train forces. However, high in train forces can occur due
to improper use of throttle, automatic brake, independent brake and dynamic brake.
248
Starting:
1.
2.
3.
4.
5.
Accelerating
1.
2.
3.
4.
1. Once the desired/balanced speed is achieved, reduce the notch to maintain the
speed
2. Adjust the notch to maintain the speed
3. Frequent adjustment of notch is not advisable
Slowing
Stopping
249
This can be done with either dynamic brake alone or with dynamic brake and
automatic
brake.
General: Grades of less than 1 in 100 are termed as Light Ascending Grade. Slack
stretched method of stopping prevents sudden high in train forces roll out when brakes
are released.
250
Starting :
Accelerating:
1. Advance throttle until sufficient power is produced for train to reach the
desired or balanced speed
2. Keep the train in slack stretch
Negotiating:
Slowing:
1. Reduce throttle slowly to keep the train stretched
2. As the throttle is reduced to one or two notch position, train speed will slow
down
3. If throttle reduction alone is sufficient apply train brakes duly closing throttle
to idle
Stopping:
1. Use throttle reduction method as follows:
Reduce throttle gradually
After the grade stalls the train, fully apply independent brakes
Application of independent brake will allow the slack to stretch
2. Use automatic brake as follows:
Make minimum reduction application as soon as the throttle is closed
Make additional brake application as required
Apply independent brake fully after the train comes to dead stop
Stop the train with vacuum raising.
251
General: Grades of less than one in 100 are termed as Light Descending Grades.
Balance/desired speed can be reached.
control the train speed.
Starting:
1.
2.
3.
4.
Accelerating:
1. If the train is fully loaded, maintain the slack in bunched state with the help of
dynamic brake and allow the train to accelerate.
2. In the above situation improper use of dynamic brake will cause run-out and runin.
3. If the train is empty, sufficiently notch up, keeping the slack stretched.
Negotiating:
1. For loaded train, dynamic brake can be used for steady running.
2. In the above case automatic brake can also be supplemented to control speed.
3. For empty train, steady running can be maintained by lower notch.
252
Slowing:
Stopping:
General:
Starting:
1.
2.
3.
4.
5.
6.
7.
253
Accelerating:
1. Advance throttle to higher notch duly observing load meter.
2. Too fast notching up will result in high draw bar pull.
Negotiating:
1. Maintain free running in the slack stretched condition.
2. Make notch change slowly.
3. Do not change notch frequently.
Slowing:
1.
2.
3.
4.
Stopping:
1.
2.
3.
4.
General: Grades of more than 1 in 100 is termed as heavy descending grade. Train
should be kept and controlled be slack bunch method. Load and speed of the train
should be carefully considered to maintain the speed.
254
Starting:
1. For loaded train move the selector handle to big B or D and then release the
independent brake slowly.
2. For empty train, release the independent brake slowly and then apply dynamic
brake gradually.
3. As the train starts moving, apply both dynamic and automatic brake to the
required extent.
Accelerating:
1. Allow the train to accelerate by suitably releasing the automatic brake and
dynamic brake.
2. Slack bunch should be maintained to avoid run out.
Negotiating:
1. Allow free run in dynamic brake mode operation to maintain the slack bunch.
2. Supplementary the automatic brake application with dynamic brake is maintained
the speed.
Slowing:
1. Slack bunch braking method is to be used to slow down.
2. Cyclic application of automatic brake is required to keep the train under control.
Stopping:
1. Use slack bunch and cyclic braking method.
2. Do not allow vacuum (or) brake pipe pressure to build up to initial level, before
the train comes to dead stop.
3. However, allow the vacuum or brake pipe pressure in the raising trend, when the
train comes to dead stop.
Cyclic Braking:
Cyclic Braking is used to maintain train speed by alternatively applying and
releasing train brake. The application of brake should be sufficient to control the train
speed with subsequent release for adequate changing of brake system.
255
CRESTING GRADE
General:
Starting:
1.
2.
3.
4.
Accelerating:
1. As the head end of the train crest the grade, the weight of the locomotive and
those vehicles, which crested, had to the tractive effort of the locomotive.
2. The weight and resistance of the rear portion appose the sum of these two
effects, which is still in ascending gradient.
3. Due to this, draw bar pull is increased to exceed coupler strength at the top of
the grade.
4. The throttle should be adjusted gradually to avoid excessive draw bar pull.
5. When the rear end of the train passes over the crest, the tendency for slack to
run in should also be adjusted by throttle.
Negotiating:
256
Slowing:
Stopping:
257
HUMP TERRITORY
ELEVATION
Hump Territory. The slack condition with in the train will change due to change in
speed of vehicles with in the train.
DISTANCE
Starting:
Accelerating:
1. Gradually increase the throttle duly considering the slack with in the train.
2. Sudden increase of throttle may result in parting.
Negotiating:
1. As the loco starts up the hump, increase the throttle to avoid slack bunching.
2. As the loco passes the hump, reduce throttle to reduce slack stretch.
3. As the rear portion of the train starts down the descending side of hump, slack
will tend to run-in and then followed by a run-out at the bottom of the hump.
4. Higher notch as practicable to be maintained to reduce run-in.
5. Lower notch as practicable to be maintained to reduce run-out.
Slowing:
1. When approaching a hump, with throttle in power mode - using train brake slack
stretched slow down may be used.
2. When approaching a hump with dynamic brake mode using dynamic brake and
train brake, slack bunch slow down may be used.
258
Stopping:
Slack stretched method of braking is normally advisable for stopping to avoid harsh
bunching of slack.
General: Descending grade followed by an ascending grade is termed as Sag (or) Dip
ELEVATION
Territory. Train operating through a sag has a tendency for the head and to
decelerate when entering a level or ascending grade, while the portion of the train is
still on the descending grade resulting in run-in of slack.
DISTANCE
Starting:
Accelerating:
Negotiating:
1. Reduce the speed when approaching the sag, use train brake if required.
2. Reduce the throttle when head portion descends into the sag.
3. Just before the head portion, reaches the ascending grade advance the
throttle.
4. Continue to advance the throttle until the rear portion approaches the bottom
of the sag. This will prevent heavy slack run-in from the rear of the train.
5. Reduce throttle sufficiently as the rear portion starts damping up the ascending
grade to permit slack to adjust.
259
Slowing:
1. When approaching sag with power mode with train brake, slack stretched slow
down may be used.
2. When approaching sag with dynamic brake mode using dynamic brake and train
brake, slack bunch slow down may be used.
Stopping:
Slack adjust method of braking is normally advisable for stopping to avoid harsh
bunching of slack.
UNDULATING GRADE
General: A track profile with grade changing so often that an average train passing
over the track has some vehicles on alternative ascending and descending grades. Train
slack is constantly changing and vehicles on descending grade tend to run-in and those
on ascending grade tends to run-out.
Train handling in this type of territory depends on the following:
Train make-up.
Train speed.
Train length.
Train load.
Train features.
ELEVATION
1.
2.
3.
4.
5.
DISTANCE
Starting:
260
Accelerating:
Negotiating:
Slowing:
Stopping:
CURVATURE:
Special care must be observed in negotiating curves in excess or two degree,
especially those of four degree and more.
261
Starting In Curve:
Always avoid throttle manipulation, dynamic braking or air brake application near
the beginning, within, or near the end of any cock.
Speed should normally to be reduced to the prescribed speed or lower, prior to
entering the curve.
Stopping in curve:
GHAT SECTION
Starting:
a. Ascending:
Ensure train brakes are fully released.
Advance the throttle sufficient to hold the train.
b. Descending:
Ensure the brake power continuity on formation on formation.
Apply dynamic brake and release independent brake so as to start the train in
slack bunched condition.
As the train starts rolling, control the train in bunched mode by the manipulation
of dynamic brake.
262
Note:
9 Ensure the brake power of train at the first opportunity.
9 If auto-emergency brakes(AEB) provided in loco, ensure its function for
the set speed in the section.
Negotiating:
a. Ascending:
Maintain free running in slack stretched condition.
Maintain the section speed and do not change the notch frequently to avoid
Heavy in train forces, and
Wheel slip/stalling.
b. Descending:
Keep on control over the train running within the speed limits by the maximum
efforts of dynamic brake application along with automatic brake application, if
necessary.
Train speed should be controlled/reduced by cyclic brake application.
Stopping:
a. Ascending:
By reducing the throttle to lower notches so as to stop & hold the train in a
stretched condition.
Fully apply the independent brake and formation and formation brake to
minimum reduction to avoid roll back.
Bring the throttle to idle.
b. Descending:
Along with dynamic brake application apply train brakes to bring train to dead
stop.
Apply independent brakes fully.
If necessary apply train brakes to minimum reduction to avoid pushing.
Special Note:
To avoid rolling back of the train at the time of engine failure (loco shut down)
immediately apply train brakes fully and take precautions as per the instructions in
force.
263
BANKER OPERATION
1. Banker loco is attached next to the train engine. This type of working is also
called Double Head Working or Assisting Loco Working.
2. Banker loco is attached next to the brake van.
In both types of working, the banker loco should be isolated from creating
vacuum/brake pipe pressure.
The banker Driver should keenly watch the
vacuum/brake pipe pressure gauge, load meter and speedometer for effective
banking. Walkie-talkie may be used liberally to get better co-ordination between
the leading and banker Drivers.
Starting:
1. When the train is ready to start in all respects, the leading Driver should blow
the starting whistle and communicate through walkie-talkie.
2. The banker Driver should first start the train duly considering the train
conditions.
Accelerating:
Banker Driver can open the throttle notch by notch duly watching the gauges
and speedometer.
Negotiating:
1.
According to the terrain condition, the banker Driver can assist the leading
Driver in motoring mode of operation.
2. In case of double head working, the assisting Driver can also use dynamic brake
to maintain the speed.
3. In case of banker attached next to the brake van, the banker Driver should not
use the dynamic brake.
Slowing:
1. The leading Driver should give indication to the banker Driver by sharply
applying train brake well in time.
2. In double head working, the assisting Driver, can use dynamic brake to slow
down in descending grades.
3. In banker working from the rear of the brake van, the banker Driver should
suitably reduce throttle to slow down.
4. In both double head and rear brake van banking the leading Driver alone should
have the control over charging and discharging vacuum/brake pipe pressure.
264
Stopping:
1. The leading Driver should control the train speed well in advance.
2. In double head working, the assisting Driver can keep the dynamic brake ON till
the train stops in slack bunch braking.
3. In rear brake van banking, the banker Driver can reduce throttle suitably duly
avoiding stalling and roll back.
4. In double head working, the assisting Driver can apply independent brake to hold
the train in descending grade.
5. in rear brake van banking, the banker Driver should not apply independent brake.
However in case of roll brake, he can open the emergency brake valve to stop
the train.
MU OPERATION
Preparation:
Do the following tests from leading loco, and ensure that rear loco also responds
to the tests.
Engine RPM test
A-9 and D1 emergency brake valve test
Loco brake power test
Dynamic brake test
Load meter responds the forward and reverse direction test
Dog pulling test
265
Working:
Create required level of vacuum/brake pipe pressure before starting the train.
Do not go beyond third notch while starting the train.
Allow sufficient pause between notches.
Use dynamic brake at the maximum extent.
Use the power shutter switch, if provided.
Shut down the rear loco, if the train is less loaded.
In case of GE traction motor provided loco in the lead and the BHEL traction
motor in the rear, treat the load meter reading of 980 amps as the restricted
zone.
In case, if any trouble in the rear loco, only bell or buzzer (as the case may be)
indication will come in the lead loco.
On each stopping, the rear loco should be checked for the battery charging,
CCEM working, brass spindle projecting out and for any other abnormality.
General: The train parting is an unforeseen dividing of a train into two or more portions
while the train is on run or just on the move.
Train parting happens mainly due to draw bar components. They break at the
weakest section, especially under shock loads. Though sufficient amount of factor of
safety is provided to draw bar components to with stand normal working conditions.
However, they may fail due to spontaneous and momentary heavy forces i.e., shock load
acting on them under unusual operating conditions. Proper train handling techniques can
reduce the shock loads to great extent. The different handling methods are discussed
below.
While Starting:
1.
2.
3.
4.
5.
6.
7.
Ensure the authorized load on the train and coupling with hose connections.
Ensure that the train is free from brake binding. Also ensure the correct
vacuum/BP level.
In case of CBC coupling, before starting push back the train for approximately
half a wagon length to make the CBC logs to fall on its locking position.
While pushing back, do not allow rolling back.
Move the train forward; only after the rear movement of the train has stopped.
In case of screw coupling, release the independent brake after opening the
throttle to first notch.
During starting, if load meter shoots up rapidly, do not advance the throttle
further and try for another start.
266
8.
Do not close the throttle to idle suddenly before restarting to the another
start.
9. Apply independent brake with throttle with throttle in first notch position and
then close the throttle to idle.
10. Before the train starts moving do not open more than four notches.
11. Do not allow more than 650 amps starting current in MU locos and double head
working.
12. While starting from curves and turn outs apply power smoothly.
While Accelerating:
1. While notching up, observe the load meter for sudden changes.
2. Allow the forward and reverse at the lower notch possible.
Negotiating:
While coasting run, keep the train in either slack stretch or slack bunched mode.
Slowing:
Stopping:
1. Do not apply independent brake before train comes to dead stop.
2. Ensure raising trend vacuum/BP while stopping
267
FIRE FIGHTING
FIRE: Active rapid burning and oxidation process accompanied by heat, light and
poisonous gases /smoke/carbon dioxide gas due to combustion is called fire.
CAUSES OF FIRE :
LAPSE IN SAFETY ACTS: Several acts of negligence, carelessness usually
accumulate and increase fire hazard e.g., lack of house keeping, leakages
neglected, poor maintenance etc.,
HUMAN ERROR/ NEGLIGENCE: Lack of awareness and lack of training.
ELECTRIC ARCS, FLASHOVERS, SPARKS: Loose connections, flashovers,
electric arcs.
ELECTRIC SHORT CIRCUITS: Any short circuit in electrical equipment will
cause fire.
OVER LOAD: Over loading of equipment will cause over heating and fire may
takes place.
FAILURE OF COOLING SYSTEM.
LIGHTENING STROKES.
OPEN FLAMES.
EXHAUST GAS LEAKAGES.
FUEL AND LUBE OIL LEAKAGES.
Brief Note about fire extinguisher:
1. The DCP type fire extinguisher which are using in our Diesel locomotives are
having capacity of 5 kg.
2. It is one of the safety item in the drivers cabin.
3. Normally two numbers of fire extinguishers are available in the locomotive while
working a train.
4. While TOC of the locomotive crew should ensure that the safety clip provided
on the strike knob and also ensure the date of expiry.
5. When it is operated , the dry chemical powder will come for a period of 15 to
20 seconds without stop.
Once it is operated , it will not stop till the complete powder exhaust from the
barrel.
268
I
II
II. Foam type: On fires of oils only.
DCP type fire extinguisher can also be used when foam type is not available in time.
How to use:
1.
2.
3.
4.
III. Dry Powder (DCP) type: For use on all kinds of fires inclusive of fires on
electrical and chemicals etc.,
How to use:
1. Keep fire extinguisher upright.
2. Unwind discharge tube.
3. Hold nozzle in hand.
4. Remove safety clip & strike knob.
5. Press the discharge nozzle handle
6. Direct stream at base of fire.
269
III
IV
IV.
Carbon -Di-oxide (CO2)type: For use on fires of electrical , chemical and some
chemical fires.
How to use:
1. Screw handle to be turned to slack side
2. direct the jet through horn provided on to the fire.
V. Halon type:
For use on electrical, electronic and important equipments. At
present these are provided in computer rooms, buildings and AC carriages.
How to use:
1. Remove the safety pin,
2. squeeze the operating lever
3. aim at the base of the fire.
Ventilate the area after using this type of fire extinguisher.
NOTE: Do not use Water on oils and electrical fires.
How to use DCP fire extinguisher:
1.
2.
3.
4.
5.
6.
270
271
272
Dont:
CONSUME ALCOHOLIC DRINKS BEFORE COMING FOR DUTY OR WHILE ON
DUTY,
START YOUR TRAIN BEFORE BUILDING UP OF REQUIRED PRESSURES AND
COMPLETE RELEASING OF BRAKES ON TRAIN,
LEAVE THE LOCO UNMANNED,
NEGLECT LOOSE/HANGING PARTS IN LOCO,
MOVE DEAD LOCO WITHOUT ATTACHING REQUIRED PIPES TO THE
WORKING LOCO,
DETACH A LOCO FROM THE FORMATION IN BLOCK SECTION WITHOUT
SECURING FORMATION,
ALLOW / KEEP INFLAMMABLE ARTICLES IN DRIVERS CAB,
APPLY SA9 BRAKE VALVE WHILE TRAIN IS ON RUN,
ENTER INTO THE RADIATOR ROOM WHILE ENGINE IS IN RUN,
EXCEED THE MAXIMUM PERMISSIBLE SPEED (MPS)
NEGLECT LEAKAGES OF FUEL, LUBE, WATER AND AIR HOWEVER SMALL IT
IS
DO FAST NOTCHING UP,
SHUT DOWN THE ENGINE WHEN BA SHOWING DISCHARGE,
ENTER THE READINGS IN LOG BOOK WITHOUT OBSERVING METERS AND
GAUGES,
BYE-PASS ANY SAFETY DEVICE,
SWITCH ON EMERGENCY SWITCHES/BREAKERS UNNECESSARILY
UTILIZE MANUAL TRANSITION WHEN AUTO TRANSITION IS IN
NORMAL WORKING CONDITION.
273
LOCOMOTIVE COMPARTMENTS.
274
275
276
277
I.
II.
NOSE COMPARTMENT
DRIVERS CAB
: 2 Nos
B)
C)
278
279
In Trail position
In Lead position
In Test position
Two
280
281
1)
2)
3)
4)
5)
6)
282
C)
III.
283
:
:
3) RADIO breaker
4) EVENT RECORDER BREAKER
:
:
2) CONTROL Breaker
284
:
:
285
286
287
Change,
Next,
Select
Exit.
1. Isolation switch
288
i)
ii)
iii)
8. Alerter alarm
289
consists of
TCC1 ,
TCC2 ,
Dynamic Braking Grids ( 8 numbers)
Dynamic Grids Cooling fans( two nos.),
TCC electronic blowers ( two nos.) for TCC1 and TCC2, and
Blower for inertial filters (Dust Bin Blowers).
A)
B)
C)
D)
E)
F)
G)
H)
290
b. Main Lube oil pump: For piston cooling and engine lubrication.
D)
E)
291
F)
G)
H)
I)
J)
K)
L)
M)
N)
O)
P)
Q)
R)
OST Handle is located which should be 45 degree towards loco left side.
292
IX.RADIATOR COMPARTMENT:
A)
B)
C)
293
294
295
BP PIPE
BC EQ.PIPE
FIBRE OPTIC
RECEIVER
DIRECT
BRAKE
VALVE
MR
MR
CCB
COMPUTER
BPT
ERT
MV-53
BP RELAY
VALVE
MVER
BP ANALOG
CONVERTER
BP ANALOG
CONVERTER
DRIVE
BP CIRCUIT
MR
MR
BC
BCT
BC RELAY
VALVE
MV 16T
BC ANALOG
CONVERTER
BC ANALOG
CONVERTER
DRIVE
BC CIRCUIT
MR
MR
BC EQ.CIRCUIT
BC EQ.T
BC EQ RELAY
VALVE
MV LT
BC EQ
ANALOG
CONVERTER
BC EQ
ANALOG
CONVERTER
DRIVE
BRAKE
CONTROLLER
AUTO
BRAKE
VALVE
296
297
On the lead unit, the CCB computer commands the BC analog converter to release the
BC pilot air pressure which in turned drives the BC relay valve to release the BC
pressure. If an emergency brake had been made the brakes would re apply to maximum
as soon as the bail-off ring is released.
NOTE: If the bail-off continuous for longer than 50 seconds, the BC pressure will be
restored and a fault will be displayed on the EM-2000 display screen.
The crew message is the center point of display and it will indicate fault condition that
required immediate attention.
INDEPENDENT BRAKE OPERATION: According to the independent brake valve
controller handle position, signals from the brake valve handle will go to fiber optic
receiver ( FOR) then to the computer. Computer will sends signals to the BC analog
converter. The analog converter operates magnet valves provided in it and from these
magnet valves, pilot air will go to another BC main magnet valve. The out put pressure
of the BC main magnet valve works as a pilot air pressure for the BC Relay valve.
BC Relay valve is a self lapping, pressure maintaining pneumatic valve which maintains BC
pressures in the Brake Cylinders of the loco according to the piloting air pressure
supplied by the BC main magnet valve which in turn controlled by CCB computer.
Any leakages in BC pipe will be noticed by the BC Transducer (BCT) and the feed back
signals will go to CCB computer. Then computer will in turn take corrective action to
maintain BC pressure. The BC equalizing pipe (BCEP) is used to supply air to all trailing
units of the locomotive consists to controlled application and release of both automatic
and independent brakes. The only exception to this operation is locomotive consists
separation.
According to the service positions of the brake controller valve handles, CCB computer
gets signals from the FOR. Then the computer sends the signals to BCEP analog
converter to supply piloting air pressure to BCEP Relay valve.
When the BC pressure equalizes BCEP, the BCEP Relay valve moves to LAP position.
Maximum BCEP = 5.2 kg/cm2.
299
300
LOCOMOTIVE SEPERATION TRAIL UNIT : The trail unit is also detects the loss
of MREP through its own MREP transducer. The MREP transducer sends the signals to
CCB computer about the loss of MREP pressure and then the computer commands the
brake cylinder analog converter circuit to operate the same as the lead unit, brakes are
applied by the computer control system to an emergency level. In both the above cases
MREP must be re-stored to 8.4 kg/cm2 and above to re stored normal brake operation.
AIR BRAKE SELF TEST PROCEDURE ON WDG4 & WDP4 LOCOMOTIVE
Air brake self test is to be conducted on WDG4 and WDP4 locomotive under following
conditions.
1. Failure of control stand selection( Change of control stand if wrongly done)
2. During any Air brake failure on run.
Step. 1
Following safety precautions are to be strictly followed before conducting air brake
self test.
1.
2.
3.
4.
5.
6.
7.
301
302
Note:- After operation of the every item, observe the needle stabilization and
sound to be stopped then only operate other item.
303
15. Sanders
16. Fire Extinguishers
17. Brake block keys
18. Axle Thrust pads
19. Truck Safety links
20. Air flow indicator
21. Pressure Gauges (BP,FP, BC)
22. Brake Cylinders
23. Head lights
24. Classification lights
25. Flasher lights
26. Event Recorder
27. Coil springs
28. Wheel Assembly
29. Bogie frame
30. Wind shield glass, cab door glass and window glass
31. Side Buffers
32. Brake controller
33. Voltage conditioning unit of CCB
34. Computer relay unit of CCB
35. Pneumatic Relay unit of CCB
36. Magnet valves of CCB
37. Engine Mans Emergency Valve.
304
CAUSE / DEFECT
1.
MR Pressure Dropping
REMDDIAL ACTION
1. Check for air leakages from FP,BP,BC,Auto Drain, Air
Dryer, Radar Blow, Sanders and Cooling coils.
2. After attending ensure engine RPM coming to idle (During
air leakages, engine RPM will increase due to AIR
Compressor operation)
1. Check for correct compressor oil level if found less than
low mark shut down the loco and inform shed.
2. If any unusual sound from LP and HP cylinder inter coolers
and safety valve or any air leakage inform shed to take
advice whether to continue working or not.
1. Close MR1 J filter COC and drain out the trapped
moisture in MR1 system through MR1 J filter drain cock ,
when MR safety valve starts blowing keep MR1 COC to
normal open condition.
2. Close MRPT COC drain and trapped moisture by pressing
the spring loaded MRPT quick connector stem, ensure
increase in ENG RPM with blowing of MR safety valve and
then kept MRPT COC to normal open position
3. If the trouble still continues close MRPT COC and clear
section take advise from shed for further movement.
4. Recycle computer control circuit breaker the trouble may
set right.
5. MVCC stuck up, improper loading press and release the T
handle on the MVCC unit.
1. Check AIR FLOW indication for needle shooting
2. Check the leakages on the formation and arrest the same
3. Check for any air leakage from both consoles. This may be
due to stuck up Automatic or Fireman Emergency air valves.
4. If Automatic brake Emergency valve is stuck up in open
position, throw A/B handle to emergency sharply 2 or 3
times and then bring to Run position to RESET.
5. If A/B emergency valve air leakage continues, Dummy the
air passage with dummy cap of BC equalizing pipe.
6. Check if AEB circuit breaker input ON
1. Recycle MAS (MICRO)AIR BRAKE as per recycling
procedure
2. Conduct Air Brake self test
3. If problem still continues
4. Air brake failure use locomotive in trial only.
305
Note: At time SELF TEST may fail but Air Brake system works normally in such case
give message and work up to destination.
S.No
1.
Type of Trouble
MR pressure dropping with
EM-2000 crew message
LOW MAIN RESERVOIR
EQUALISING
PRESSURE
USE
LOCOMOTIVE IN TRIAL
ONLY FC 2977 in lead
working loco
If MR pressure dropping
other than LEAD loco
BC EQ _ Hose pipe burst
causing MR pressure
dropping
AIR BRAKE FAILURE USE
LOCOMOTIVE IN TRIAL
ONLY
FC
2975
in
LEAD/HLPR
loco
if
experienced
with
BP
leaking
Air brake failure other
than LEAD/HLPR mode
locos in MUs (or) TLC
Air Brake failure in the MU
HLPR mode loco (down the
ghat (or) TLC (up the ghat)
Air brake penalty not
getting reset even after
keeping auto brake handle
10 seconds in FS or 60
seconds
in
emergency
position.
306
S.No
Type of Trouble
At any situation 2 control
stands in one MU consist
the L/T switch should not
be kept in LEAD/HLPR
Mode.
To make LEAD MODE MU
consists to couple with
another MU consist any one
control stand to be kept in
HLPR MODE only.
Fault
Items to be
checked
Check for LLOB
tripping
Check for EPD
tripping
a.
If EPD trips, RESET
button and also RESET LLOB
button
Note: Whenever EPD button trips, it will always be
accompanied with the tripping of LLOB
button
OSTA Tripping
RESET OSTA
Note: In case of OSTA tripping, it is likely that
LLOB and EPD may also trip. Hence, also check
the LLOB and EPD buttons. In case they are
tripped, RESET them also.
AUTOMATIC
SHUT
Check for mal- Check throttle position in the
DOWN OF THE ENGINE
functioning
of EM 2000 display. If it shows
master controller STOP change control stand
and work. If the position is
not
rectified, check for
tightness of the couplers
543AB and C in Short hood
control console.
Check
for If it is accidentally pressed
position of MU RESET it
stop button
Note: In this case, computer shall display MU
STOP REQUEST
307
Check
for
tightness of rack
physically moving
lay shaft
308
S.No.
Fault
Items to be
checked
Check for
bubbles in return
sight glass i.e.
fuel sight glass
nearer to the
engine
Check for
radiator fans not
working
REDUCED POWER/
POWER NOT COMING
AS PER THE NOTCH
a.
RESET radiator fan
breaker if provided.
b. Check for any visible loose
connection in radiator fan
circuit in ECC3.
c. Swap DIO 1 and 3
d. Radiator fan fuse might
have blown, nothing can be
done, work in lower notches if
the
train
load
permits,
INFORM SHED.
NOTE: If radiator fans are not working, EM 2000
shall display REDUCED POWER THROTTLE 6
LIMIT.
Check for TCC Work in lower notches if
over temperature possible, else wait for a while
and allow TCC temperature to
come down, then work further.
If the message appears only in
one TCC, that particular TCC
can be isolated, if the train
load permits.
Check
for Work in lower notches if
Traction Motor possible, else wait for a while
over temperature and allow TM to cool down,
then start again.
Note: In case of TCC over temperature and TM
over temperature, message shall be logged in EM
2000 showing REDUCED POWER TCC OVER
TEMPERATURE or REDUCED POWER HOT
TRACTION MOTOR
309
Check
for If EM 2000 does not display
throttle position same throttle position as the
in EM 2000
actual
throttle
position,
change the control stand and
work further.
tightness
of
Check for speed Ensure
and
power AMPHENOL
plug
in
the
fluctuation
Governor.
If the problem persists, seek
advice from the shed.
Note: Full ENG HP will not be achieved at lower
speeds since load regulation is based on Tractive
Effort. Full HP will be achieved at about 25
KMPH.
S.No.
Fault
TRACTIVE EFFORT
METER NOT
RESPONDING (LOAD
METER NOT
RESPONDING)
Items to be
checked
Check PCS in
knocked out
NO
AUXILIARY
GENERATOR
OUTPUT
Check
for
AG
field/feed
back
breaker tripping in
breakers panel
Check
for
AG
circuit breaker in
ECC2
Check for position
of isolation switch.
Check for position
of GF switch
Check
for
GF
breaker
in
breakers panel
Check for crew
message
Check for reverser
input in power data
in data meters.
This will be shown
in OPMODE This
should show PROP
S.No.
Fault
GROUND RELAY
TRIPPING
Items to be
checked
Check for crew
message. If it
shows GR-Power
311
If
the
crew
message
shows
GR-DB. Load test
Check
crew
message
TCC
internal RESET...
TCC RELATED
PROBLEMS
LOCKED WHEEL
SPEED SENSOR FAULT
TCC communication
link failure
TCC failed to
acknowledge DB
request
TCC failed to
acknowledge LOAD
request
TCC failed to
acknowledge
DIRECTION
request
TCC internal
RESET NO speed
detectable
TCC #n lock out.
Nothing is required to be
done and train will work
normally
Recycle the TCC computer
breaker. If the message
disappears, work further. If
the message continues to
appear,
isolate
the
particular truck, if the train
load permits
Verify
free If it freely rotates, disable
rotation of the that particular speed sensor
wheel by moving and work further
locomotive
Note: If the message does not disappear even
after disabling the speed sensor, dis-engage the
speed sensor connector on the TM.
After
disabling the speed sensor computer will show
TCC # n speed sensor disabled for locked wheel
detection. IGNORE THE MESSAGE & WORK
FURTHER
In case for any reasons, recycling of computers is
done, speed sensor becomes enabled automatically.
Hence, it is required to be disabled again after
312
TCC BLOWER
CONTACTOR PROBLEM
EXPERIENCING JERKS
IN UNDER TRUCK
recycling.
Also compare the axle bearing temperature with
the adjacent wheels. If there is no abnormal
difference, it is safe to work duly disabling the
speed sensor
Also the speeds of Traction Motors in terms of
RPM can be checked in SPEED METER screen in
data meters. There should not be any abnormal
variation.
Check crew message, Check for tripping of
Reduced Load TCC #n TCC computer breaker or
blower
computer TCC blower breaker. If
breaker is not closed
tripped, RESET.
If blower breaker is Open the circuit breaker
repeatedly tripping
panel and by pass the
feed
back
interlock
wires (Wire Nos. MULA
7 & MULAX for TCC1,
MULB7 & MULBX for
TCC2) The wires are to
be removed from the
interlock terminals and
joined
together
&
insulated.
INFORM
SHED.
TCC
#n
blower Isolate that particular
contactor failed to truck and work further.
pick up
If the load does not
permit to work on single
truck, contact the shed
& seek advice.
Check
the
speed Isolate defective speed
sensor fault. It will be sensor duly ensuring free
indicated in EM 2000 rotation of the wheel and
display screen.
work further.
TCC problem, it will Isolate the particular
be indicated in EM truck as indicated in EM
2000 screen
2000 display screen &
work further.
Select creep control in Check for cleanliness of
data meters and check Radar face plate. If it is
for the value of N + dirty clean it. Also check
dN during run. If it for
tightness
and
313
indicates3600 on free
run.
Check
for
proper
working of sanders
10
DIGITAL INPUT
SYSTEM FAILURE
Jerk during DB
Check
for
crew
message Digital input
system failure check
mux circuit.
314
315
Loco
brake
not
releasing
Check for any external
leakage in air flow
indicator
Check
for
unusual
sound from compressor
valves
Check for normal
operation of air dryer
11
MR PRESSURE
DROPPING
Pneumatic pipe
connecting MRPT in
compressor
compartment may be
clogged with moisture
316
CONSULT SHED
If it is continuously
pumping put OFF air
dryer breaker and work
further INFORM
SHED
If after putting OFF
beaker also, it is
continuously pumping,
shut down loco. Drain
MR1 and plug the
defective purge valve
using a coin and then recrank the loco.
Bring the plunger in
manual position and drain
MR manually at every
train stoppage.
Close the cut out cock
and drain moisture from
test plug. Open the cut
out cock and again give
blow down. Finally open
cut out cock and work
further.
Close MR1 cut out cock
and drain out trapped
pressure through MR1 J
filter. Open MR1 cut out
cock and work further.
12
SIMULTANEOUS
FORWARD/REVERSE
REQUEST
13
SIMULTANEOUS
POWER / DB REQUEST
317
14
15
FLASHER LIGHT
WORKING
CONTINUOUSLY
16
WHITE SMOKE IN
EXHAUST
17
WATER LEVEL
REDUCING
ISOLATION OF TRUCK
When it becomes necessary for any reason like power ground etc. to isolate a
truck the following procedure to be followed:
1)
Stop the loco
2)
Secure the control stand:
a) Reverser
- Neutral
b) Throttle
- Idle
c) ER & GF
- OFF
d) Isolation Switch
- Isolate Position
On computer select
1). Main Menu
2). Traction cut out
Data Meter
Self test
Unit information
>Traction cut out<
MAIN MENU
Fault archive
Running totals
English/Metric
Lock wheel detect
Select
exit
F3
< Truck 1
< Truck 2
TRACTION STATUS
< TRACTION
ENABLED
< TRACTION
ENABLED
DISABLE
EXIT
F3
TRACTION STATUS
< Truck 1 < TRACTION
DIABLED
Truck 2
TRACTION
ENABLED
ENABLE
EXIT
319
LOCKED WHEEL
When locked wheel takes place it may be due to actual locked wheel or it may
be a speed sensor fault. The loco pilot will experience the following indications.
1)
Alarm
}
Alarm
2)
TE Meter drops
} Observe computer
Screen
3)
No Load
No Load
# 4 lock wheel detected
- Idle
3) ER & GF
- OFF
4) Isolation switch
- Isolation side
On computer select
1) Main menu
2) Locked wheel detect
LOCKED WHEEL STATUS
AXLE 1
ENABLED >
AXLE 4
ENABLED <
AXLE 2
ENABLED
AXLE 5
ENABLED
AXLE 3
DISABLE
ENABLED
AXLE 6
ENABLED
F1
Locked wheel status displays on computer screen. Now keeping cursor on required axle
speed sensor to be cut out use F1 function key to cut out Particular speed sensor.
After disabling speed sensor Computer displays as below
320
ENABLED >
AXLE 4
DISABLED <
AXLE 2
ENABLED
AXLE 5
ENABLED
AXLE 3
ENABLED
ENABLED
AXLE 6
ENABLED
F1
Note: WDP4 locos are having only two traction motors per truck; hence only one speed
sensor per truck can be disabled. WDG4 locos are having 3 traction motors per truck;
hence any two speed sensor per truck can be disabled. One speed sensor per truck is
always required for reference to computer
POWER GROUND
A power ground takes place when there is any grounding of the electrical power circuit.
On WDP4 & WDG4 locos there are two types of power grounds
1.Ground relay
2.Ground relay
- Dynamic brake
- Power
In the first case when ground relay dynamic brake takes place, the loco pilot gets the
following indications
1) Alarm
}
2) No load
} Observe on
computer
screen
3) TE meter drops }
Action by Loco Pilot:
Keep
1) Reverser Neutral
2) Throttle -Idle
321
In such case cut out DYNAMIC BRAKE white slide switch on control panel and
work onwards with out dynamic brake duly informing shed. Pass necessary remark in
repair book.
In this Second case when Ground RelayPower takes place the Loco Pilot gets
the following indications
1) Alarm
}
GROUNDRELAYPOWER
2) No load
} Observe computer
RESET
Screen
3) TE Meter drops }
F3
Action taken by Loco Pilot: Secure the control stand by keeping
1) Reverser
- Neutral
GROUND RELAYPOWER
2) Throttle
- Idle
RESET
3) ER & GF
- OFF
4) Isolation Switch
- Isolate Side
F3
After securing the control stand computer will display
RESET option above F3, Press F3 function key to RESET the fault
Note: 1) In this way you can RESET two times
2) But, if three Power Grounds takes place within ten minutes computer will display
NO POWER GROUND RELAY-LOCK OUT. This means there could be a problem
existing in any one of the trucks.
NO POWER
GROUND RELAY- LOCK OUT
3) Disable one truck at time and move loco on power to identify defective truck, and
clear section with one truck.
4)
Check under truck for any shorting and smoking from traction motors cables
5)
If trouble still exists after cutting out both trucks one at a time it means the
problem could be with the ALTERNATOR
6)
Check for any water accumulation in generator room or ECC 2 compartment and
remove the same.
322
2) No load
} Observe on
CODE 620
computer screen
NO Load
3) TE meter drops }
} Observe
computer screen
3) TE meter drops }
323
NO LOAD
TCC 1-Resistive Crow bar fired
Alarm
2) No load
} Observe
computer screen
3) TE meter drops }
CODE: 637
No communication Alternator
3)
4)
5)
6)
324
WDP4 / WDG4
Locomotive Cranking Procedure
ENSURE THE FOLLOWING CONDITIONS BEFORE CRANKING:
1. Put on the hand brake.
2. Check oil and coolant water levels.
3. Make sure that LLOB on Governor, Low water and Low crank case pressure reset
buttons are pressed in.
4. Make sure that Engine Over Speed Trip Reset Lever (OSTA) is in Reset Position
(Handle should be tilted towards left side of locomotive in Reset position)
5. Make sure that the isolate / Run switch is in isolate position.
6. On the Long hood console Ensure
Engine Run switch is down (OFF)
Control & FP breaker is up (ON)
Generator filed switch is down (OFF)
MU shut down RUN button is pressed in.
7. On working console
Ensure Reverser handle in Neutral
Throttle handle in idle.
Keep Auto brake handle in RUN position.
Keep independent brake handle in Full application position
Keep Lead / Trail switch in Lead position.
8. On Non Working console
Ensure Reverser handle is removed.
Throttle handle in idle.
Auto brake handle is FS (Full service) position.
Independent brake handle in released position.
Lead / Trail switch is in Trail Position.
9. Ensure all circuit breakers on circuit breaker panel are in OFF position(Before
cranking).
325
CRANKING PROCEDURE:
10.Ensure that start Fuse is in position and close the battery knife switch (ON)
11. On the circuit breaker panel
Put on BLACK labeled circuit breakers.
White labeled circuit breakers as applicable.
Yellow labeled circuit breakers (Turbo & Computer)
12. On computer select starting system
Main Menu,
Data Meter
Starting system
13. TLPR shows on (Turbo Cooling Cycle Starts) Now engine is ready for cranking.
14. Go to the FUEL PRIME / ENGINE START switch and turn the switch to FUEL
PRIME side (left side) if the shut down procedure was followed properly earlier,
the fuel pump motor will start (the motor sound can be heard). If the fuel pump
motor does not start, wait for 15-20 minutes and try again.
15. Keep holding the Engine PRIME / ENGINE START to prime side and see that
the fuel secondary sight glass is full of fuel and shows no bubbles. Out of the two
sight glasses, the one closest to engine block should be full with out any air bubbles
and one away form the engine block should be empty.
16.Turn the Engine PRIME / ENGINE START switch to ENGINE START side and
press the lay shaft gently to crank the engine. Release the lay shaft and the switch
when you feel the lay shaft being pulled from your hand (only for WDG4
Locomotive) In case of WDP4 locomotives, start switch can be released when engine
RPM goes above 160-180, which can be readily seen on the starting system screen
on EM 2000. EPU RPM.
17. Caution: Excessive pressing of the lay shaft will over speed the engine and OST
will trip causing the engine to shut down.
326
WDP4 / WDG4
LOCMOTIVE SHUT DOWN PROCEDURE
ENSURE THE FOLLOWING CONDITIONS BEFORE SHUT DOWN:
1. Put on the hand brake.
2. Turn isolate / Run switch to isolate position.
3. On the long hood console, keep
Engine Run Switch down (OFF)
Control & FP breaker up (ON)
Generator field switch down (OFF)
4. On the working console
Keep Throttle handle in idle.
Keep reverser handle in neutral and remove the handle.
Auto brake handle in released position.
Apply independent brake to full application position.
Ensure Lead/ Trail switch is in Lead.
5. On the non-working console Ensure
Auto Brake is in full service position.
Independent brake is released.
Lead / Trail switch is in Trail Position.
SHUT DOWN PROCEDURE:
6. Select Starting system o computer to watch the status of TLPR. (Shows off)
7. Press EFCO (Red) button on the Control panel till the engine stops. (TLPR shows
ON)
8. Make sure that the Turbo lube pump motor is running
9. Switch off all circuit breaker on the circuit breaker panel except turbo lube pump
circuit breaker and computer circuit breaker.
10. Open battery knife switch.
11. Remove the Reverser and hand over to reliever or CCC.
12. Wait till TLPR goes OFF. (Turbo Cooling cycle competes)
13. Put off Turbo lube pump circuit breaker and computer circuit breaker.
327
DISPLAY MESSAGES:
MESSAGE : 1. GROUND REALY-- POWER RESET
Stop The Train
329
330
MESSAGE: 11. NO ENGINE START TURBO PUMP NOT RUNNING RUN PUMP
FOR 15 MIN TO COOL TURBO
Action to be taken
Put OFF Computer Control breaker
Wait for 20sec
Put ON Computer Control breaker
Turbo lube pump will run wait 15MIN then crank the loco
Keep Isolation switch ------ Isolation (only when carrying the loco in
idle condition).
332
Description
LENGTH OF THE LOCOMOTIVE
HEIGHT OF THE LOCO
WIDTH OF THE LOCO
WEIGHT OF LOCO
AXLE LOAD
WHEEL DIA NEW
WHEEL DIA (HALF WORN)
WHEEL ARRANGEMENT
SERVICE
BRAKE SYSTEM
BRAKE ARRANGEMENTS
CONTINUOUS
SPEED(MINIMUM)
MAXIMUM SPEED
T.M. COMBINATION
EXCITATION CONTROL
IDLE R.P.M
8TH NOTCH RPM
OSTA
DSL ENGINE HP
INPUT TO TRACTION ON 8TH
Values/ data
14810mm
4180mm
2864mm
80 tonnes
20 tonnes
1092mm
1055 mm
Bo-Bo type
Passenger traffic
28 lav1
TBU type (along with parking
brake)
29 kmph
140 kmph
Direct parallel
e- type
400
1000
1120 (40, 10)
2300 hp
2150 hp / 1950 hp
NOTCH
21
22
MAXIMUM TRACTION ON
RAIL(STARTING)
MAXIMUM TRACTIVE EFFORT
20000 kg
16400 kg
ON RAIL
23
24
25
( CONTINUOUS)
TYPE OF ENGINE
CYCLE
FIRING ORDER (D.E)
333
26
27
28
29
30
31
32
6cd-3uc (ke-6)
Ac/Dc
3000 ltrs
760 ltrs
1210 ltrs
Napier bap 19
Near long hood head light
ADVANTAGES OF WDP1
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
334
6
7.
8
ABBREVIATIONS
TBU
TDR
GFOLR
LAS
ACCR
BAS
ETR
OVD
RCD
EPG
FWD
VDP
GFR
LCR
ASR
CKC
MODIFICATIONS IN WDP1
1.
3.
4.
5.
No dynamic braking.
6.
7.
335
8.
No BKT
9.
No M&B handle
10.
11.
No sand gear
12.
4no.s of T.M
13.
14.
15.
16.
17.
PCs, hs4 are also mounted on the brake system panel in nose compartment
18.
19.
1 and 3 traction motors gear cases are on the left side and 2 and 4
traction motor gear cases are on the right side
20.
336
ALCOHOLISM
No railway servant shall while on duty, whether he is directly connected with the
working of trains or not be in a state of intoxication or in a state in which, by reason of
his having taken or used any alcoholic drinks, sedative, narcotic or stimulant drugs or
preparation, his capacity to perform his duty impaired.
No railway servant directly connected with working shall take or use any
alcoholic drink, sedative, narcotic or stimulant drug or preparation with in 8 hours
before the commencement of his duty or take or use any such drink, drug or
preparation while on duty.
It shall be obligatory on the part of the every supervisor to ensure that any
staff working under his control or not allowed to join duty if they are in a state of
intoxication or under the influence of alcohol.
At the crew/Guard booking points the in charge shall ensure that the
Driver/Dsl. Asst./Guard are subjected to Breath analyzer test while signing on as well
as signing off duty.
Alcoholism is a decease caused by continual heavy drinking alcohol. It is a
decease in which a person has on overwhelming desire to desire to drink alcoholic
beverages. The person who has the decease is called as alcoholic. A person may drink
occasionally but they do not make him an alcoholic, as alcoholic feels to force to drink.
Effects:
Alcohol is a drug that lowers the activity of the nerves system. Specifically
alcohol affects the control circle of the brain. As a result, intoxicated people may
loose the self-control and behave in ways that are unacceptable to others. They may
experience mental confusion and inability to perform duties steadily.
Heavy drinking of alcohol can produce more serious effects such as,
Physical
Mental confusion
Violent trembling
Hallucinations (visions)
Paralyzes the hands and feet
Loosing memory
Damage to lever, kidney and finally they end in very painful death.
337
Social
Family problems
Drinking by obtaining loans from friends and neighbors giving so many false
reasons.
Mental disorder.
Mental fear.
Reporting late for duty.
Eager to leave duty early.
Improper HOC/TOC.
Adopting short cut methods.
Not able to do the simple normal work like buttoning shirt, zipping and tying his
dhoti.
Alcoholism may lead even a good Driver to commit mistakes. The train handling skill of
the good Driver will also deteriorate due to mental and physical in balance.
Drunkenness on Duty.
All train operating staff please note.
Indian conditions the following safety limits are laid down for the presence
alcoholic in blood and urine.
1. Between 01- 20 mg/100ml The person concerned will not be allowed to
perform duty
2. Between 21 40 mg/100ml blood is dangerous.
3. Between 41 70 mg/100ml blood is very dangerous.
4. Beyond 70 my/100ml blood requires immediate action.
* * *