Draft- Hand Book On Dual Cab (WDP4D) Locomotives ......IRCAMTECH/M/GWL/Dual cab 6 Contents S.No. Description Page No. 91 Introduction 2.0 D Dual Cab Loco (WDP4D) 152.1 What is Dual

(Govt. of India)

(Ministry of Railways) Draft- Hand Book

On Dual Cab (WDP4D) Locomotives (Medha Make Traction System)

(For official use only)

IRCAMTECH/M/GWL/16-17/Dual Cab October 2016

MAHARAJPUR, GWALIOR – 474005

egkjktiqj, Xokfy;j & 474005

IRCAMTECH/M/GWL/Dual cab 2

Hand Book

On

Dual Cab (WDP4D) Locomotives

(Medha Make Traction System)


FOREWORD

The Hand book of Dual Cab has been prepared by CAMTECH

for loco running as well as Diesel shed maintenance staff.

The failure of Dual cab locomotive has a great impact on the

reliability of the diesel locomotives. Due to various

modifications and alterations, in existing WDP4 Locomotive

there is only one driver cabin has now being upgraded to Dual

cab (WDP4D) Locomotive with some additional features.

I hope that this Hand book will definitely enhance the knowledge

of concerned staff to do faster restoration of troubles pertaining

to Dual cab (WDP4D) Locomotive while working on line.

October- 2016 (A.R.Tupe))

EXECUTIVE DIRECTOR

CAMTECH/GWALIOR


PPRREEFFAACCEE

Dual cab (WDP4D) Locomotive is the vital part of diesel electric

locomotives. Existing WDP4 Locomotive has now been

upgraded to Dual cab (WDP4D) Locomotive with additional

features. Knowledge of new Dual cab (WDP4D) Locomotive is

necessary to running/maintenance staff to ensure reliability and

availability of locomotives in sheds as well as on line.

The purpose of this book is to enhance knowledge and

competence of loco pilots in dealing with the problems of Dual

cab (WDP4D) Locomotive.

This book will be useful to the maintenance staff and loco

inspectors also for counseling running staff about Dual cab

(WDP4D) Locomotive

It is clarified that this Hand book does not supersede any existing

procedures and practices laid down in the maintenance

instructions issued by manufacturers or by RDSO/LKO.

October-2016

(K.P.Yadav)

Director/Mech

CAMTECH/ Gwalior


CORRECTION SLIPS

The correction slips to be issued in future for this handbook

will be numbered as follows:

IRCAMTECH/M/GWL/16-17/Dual Cab-II/1.0/. # XX date --

-----------

Where “XX” is the serial number of the concerned correction

slip (starting from 01 onwards).

CORRECTION SLIPS ISSUED

Sr No. of

C. Slip

Date of issue Page No. and

I Item no.

m Modified

R Remarks


Contents

S.No. D Description Page No.

1 Introduction 9

2.0 D Dual Cab Loco (WDP4D) 15

2.1 What is Dual Cab Loco (WDP4D) 1.5

2.2 General Technical Information of WDP4D 15

2. 3 Major Assemblies of DUAL CAB(WDP4D)

Locomotive 16

2.3.1 Electrical Control Cabinet #1 16

2.3.1(A) Circuit Breaker Panel on ECC#1 in CAB-1 17

2.3.1(B) Engine Control Panel of ECC # 1 21

2.3.1(C) Test Panel in ECC#1 25



2.3.4 Electrical Control Cabinet #4 27 27

2.3.4(A) Circuit Breaker Panel on ECC#4 in CAB-2 28

2.3.4(B) Engine Control Panel of ECC #4 29

2. 3.5 Traction Control Cabinet TCC (MCP 463) 30

2.3.6 Control Console 30 30

2.3.7 Control and Operating Switch Panel In

CAB-1&2 33

3 Speedometer 37

4 Tractive Effort /Dynamic Brake Effort

Meter

37


5 Starting Fuse And Battery Knife Switch Box 38

6 Preparation for Service 39

6.1 Ground Inspection 39

6.2 Engine Room Inspection 39

6.3 Starting Fuse And Battery Box Inspection 40

6.4 Circuit Breaker Panel Inspection On Dual Cab

Locomotive 40

6.5 Control Consoles 41

6.6 Air Brake Equipment 41

7 Engine Starting Procedure of Dual Cab

Locomotive 42

8 Setting Locomotive On Line 46

9 Precautions Before Moving Locomotive 46

10 Handling Light Locomotive 46

11 Coupling Locomotive Together 47

12 Double Heading Service 48

13 Engine Stopping Procedure 48

14 Cab Selection or Cab Changing Procedure

From One Cab to Another Cab 50

15 TFT LCD Display 51

16 Advantages and Salient Features of Dual

Cab Locomotives 67

17 CREW Messages List 68

18 Some Important Crew Messages 73


19 General Safety Precautions 75

20 Do’s And Do Not’s 78


1. Introduction

WDP4D Diesel Electric locomotive of Indian Railways are

driven by 3-phase AC Traction Motors, employing AC-DC-

AC power transmission system. Medha Servo Drives Pvt.

Ltd. has designed and developed the AC-AC traction system

type MAS 696D suitable to the above locomotives

delivering up to 4500 HP.

Diesel Engine drives the main generator assembly. The main

generator assembly has two Alternators which are Traction

Alternator (MAIN ALT.) and Companion Alternator. The

main alternator converts the Diesel Engine mechanical

power into 3-Ø AC electrical power. The Alternator two

winding (left bank and right bank) outputs are connected to

two air cooled Rectifier Assemblies consists of high voltage,

high current Silicon diodes with fuses in 3-Ø Full Wave

Rectifier circuit which are internal parts of TA-17-CA-6B of

main generator assembly. The 3-Ø AC power is converted

into DC power by Rectifier Assembly. The two rectifier

outputs are connected in series across the DC LINK.

Rectified DC power supply is applied to DC LINK. When

DCL switch gears are close, the DC voltage applied to IGBT

based Traction Inverters. Each Traction Inverter has separate

control module in the Traction Computer. The Traction

Computer monitors Traction Motor speed, Temperature,

Voltage and Current feedbacks for controlling the IGBTs to

maintain required Torques according to command received

from Locomotive Control Computer.

Traction inverters main role is to control the 3-Ø induction

motors. Traction Inverters convert the DC power into 3-Ø

AC power of variable voltage, variable frequency using

IGBT based technology. In TCC, six DC Link switch gears


are provided to provide DC power to six Traction Inverters,

which are controlled by Locomotive Control Computer

(LCC) as shown in figure.

Traction Control cabinet consists of six Traction Computers,

six DCL switch gears, six IGBT based Inverters, DC link

capacitors, Brake Chopper and Crow bar circuit. Based on

the inputs received from Locomotive Computer and analog

feedback from traction motors, the Traction inverter

converts the DC power into 3-Ø AC power for the Traction

motors. LCC receives the operator request as digital inputs

and analog signals from different sensors and sends request

to the Traction computer for converting required amount of

power during Motoring and Dynamic Braking modes. The

term TCC refers to an Electrical device that converts DC

power into 3-Ø AC power during Monitoring and 3-Ø AC

power in to DC power during Dynamic Brake.

Fig: Block Diagram of Locomotive Control System

Traction Motors are 3-Ø AC Induction Motors. 3-Ø AC

power from Inverters are fed to the Traction Motors which


are mounted on the Trucks, each Traction Motor geared with

a pair of wheels with the gear ratio 17:90 (MAC loco) for

Goods service and 17:77 (PAC loco) for passenger service.

The Traction Motors convert the electrical power into

mechanical power to move locomotive.

1.1 Auxiliary Generator:- Auxiliary Generator is driven by the Diesel Engine gear

train at three times of engine speed. Its field winding

current is controlled by LCC through AG PWM module.

AC power from Auxiliary Generator is supplied to an

external 3-Ø Full Wave Rectifier i.e., Battery Charging

assembly, the Battery Charging assembly is converted to

74V DC power for Companion Alternator field, control

system operation and Locomotive Battery charging. The

Auxiliary Generator also supplies 74V DC power for Fuel

Pump Motor, Turbo lube oil Pump circuits, Locomotive

lighting and other miscellaneous equipments.

1.2 Companion Alternator

Companion Alternator is directly coupled to Traction

Alternator within the main generator housing. Companion

Alternator is physically connected but Electrically

independent of the Traction Alternator. Companion

Alternator consists of 16 field poles on the same rotor

back to main generator field poles. The rotating CA field

poles receive low voltage current from Auxiliary

Generator through a pair of slip rings adjacent to the

Main Alternator slip rings. CA produces 3-Ø, 45V - 230V

AC supply to excite Main Alternator field through SCR

assembly and power is fed to the Radiator Fans 1&2,

Inertial Blower motor, Traction Inverter Blowers.

1.3 Alerter / VCD System


The Alerter indicator light is mounted on the control

console in both the cabs. Alerter reset push button is

mounted on the control console desktop surface in both

the Cabs. The Audible Alarm is mounted on both ECC#1

and ECC#4 Engine control panels. Alerter system is

enabled/disabled through TFT Display Unit menu

selection. When locomotive brakes are released, the

Alerter system requests an acknowledgment from the

operator time to time. If acknowledgment is not received

from Active Cab within 60 seconds, the Locomotive

Control Computer drives a Digital Output DOP 43 ALT

LT to flash the Alerter light for 8 seconds in both the

cabs. After lapse of 8 seconds, it drives one more Digital

Output DOP 44 ALT BEL to provide an audio alarm

sounds for 8 seconds. If still the Alerter request is not

acknowledged, while the Alerter light flashes or Alerter

alarm sounds, the alarm stops sounding and penalty

brakes are applied for 34 seconds or until Locomotives

speed drops to zero, which ever occurs later. Then the

penalty brake application must be reset before resuming

normal operation of train.

One must follow Railway rules and operating practices

regarding use of Alerter Equipment.

Pressing either Alerter reset button from Active Cab

while the Alerter light is flashing or the Alerter Alarm is

sounding, resets the acknowledgment request timing

cycles. Usage of Automatic Brake handle resets the

timing cycle. In addition, movement of the Throttle

Handle, Independent Brake handle or Dynamic Brake

handle also resets the timing cycle as well as pressing the

HORN or SAND button.

1.4 Auto Emergency Brake System


While traveling through a terrain with a considerable

large down-gradient, speed of the train needs to be kept

under control. The AEB system does not allow to enter in

uncontrollable speed zone. Indian Railways have studied

and defined optimum speeds for every section. There is

always a chance that a manually controlled locomotive

may exceed the section speed limit. This in turn may

cause for major accidents / loss / damage. To avoid this,

Indian Railways incorporated a system is called "Auto

Emergency Brake System" which by default initiates

braking in the event of train / loco crossing the

permissible set speed. The system developed by M/S

Medha Servo Drives Pvt Ltd. has the AEB feature

implemented on WDP4D locomotives. This feature can

be enabled or disabled through switch on the ECC#1

Engine Control Panel in Cab-1 and ECC#4 Engine

Control Panel in Cab-2.

1.5 Blended Brake System

MAS696D system locomotives are equipped with

Blended Brake feature. It simultaneously applies

Dynamic Braking and Air Braking, when the loco pilot

operates the Automatic Air brake handle in the service

zone. The KNORR CCB Air Brake system controls the

Air brake on the locomotives and cars coupled in train,

and request some amount of Dynamic Braking from LCC

for blended brake operation. This feature can be disabled

or enabled in both CABs through Blended Brake Cutout

slide switch which is provided on Engine Control panel.

1.6 Manual TE Limiting

To avoid stress on weak bridges, when locomotive is

traversing them, a manual TE Limiting option is

developed to enable the operator to limit the Tractive

Effort through switch mounted on Engine control panel.

The position of the switch indicates to Railroad personnel


that the feature has been turned ON. active. The tractive

effort limit may be imposed by train line input from

another locomotive equipped with this feature via the

TEL relay. Manual TE Limit switch is provided in both

the Cabs on Engine Control Panel. 1.7 Auto Flasher

Auto flasher lights are applied automatically whenever

Emergency / Penalty brake application taken place, as

indicated by the 'Loss of PCS' through the PCR relay

dropping by Computer Controlled Brake (CCB) system.

The flasher can still be turned ON manually so that if the

operator has an emergency, that did not drop PCS.


2.0 Dual Cab Loco (WDP4D)

2.1 What is Dual Cab Loco (WDP4D): - WDP4D locomotive

has two driver cabins with one control console of each cabin.

SH side cabin is named as CAB#1, LH cabin is named as

CAB#2. The Dual cab Locomotive control is based on BL

Key concept of Electric Locomotives. Each CAB will have a

BL Key .The Cab in which, BL key is inserted and turned to

'ON', is called Active CAB other one Inactive cab. The

Locomotive can be operated from Active CAB only. Better

visibility to loco pilot, while driving as he can drive from

both the cabs. All the information required for running the

locomotive is available on the TFT LCD display which is in

front of loco pilot and assistant loco pilot in both cabs.

Similar arrangement of controls in both cabs for easier

operation of locomotives. Additional controls given to

Assistant loco pilot such as Horns, Emergency brake valve

for better control of locomotive.

2.2 General Technical Information of WDP4D :-

1. Wheel arrangement-Co-Co .

2. Gauge-1676 mm.

3. Axle load 20.5 ton.

4. Weight -123 ton.

5. Overall length-23m.

6. Wheel Diameter 1092 mm.


7. Gear ratio 77:17.

8. Maximum speed -135 kmph.

9. Diesel Engine Type -16-710G3B.

10. HP -4500.

11. Engine RPM -954.

12. Max. Tractive Effort -41 ton .

13. Brakes- Electronic air brake system (KNORR-NYAB-

CCB).

14. Fuel Tank capacity -5000 litters

15. Locomotive control- Micro-processor Control.

2.3 Major Assemblies of DUAL CAB (WDP4D) Locomotive:

2.3.1 Electrical Control Cabinet #1:- The electrical control

cabinet #1, houses some of the electrical and electronic

equipment needed to power and control the locomotive same as

WDP4 / WDG4 locomotive but following changes are

implemented for Dual CAB purpose.

VFD Display removed: - In place of that, 2 TFT displays

provided in each control console.

BL key switch added: - BL key logic implemented as same

as Electric loco.

TB's replaced with CPC connectors for ECC#1 to TCC

connections and extra CPC's added for CAB#2 connections.

ECC#1Equipment (Loco Pilot Accessible)

1. Circuit Breaker Panel in ECC#1.

2. Engine Control Panel in ECC#1.

3. Ground Relay Cut out switch in ECC#1 and Test panel in

ECC#1.

ECC#1 Internal Equipment (Loco Pilot Not Accessible)

1. Main Control Panel (High voltage area, Resistors etc.)

2. Locomotive Control Computer MLC 691.

3. ADB 1,2,3,4 and FDB.

4. Four braking Contactors (B1, B2, B3, B4)

5. Silicon Control Rectifier (SCR) Assembly


ECC #1(MCP-460D) FOR WDP4D

2.3.1(A) Circuit Breaker Panel on ECC#1 in CAB-1 ECC#1 cabinet Circuit Breaker panel has approximately 33

Circuit Breakers as shown in figure that are used in the control

and protection of Diesel Engine and Electrical systems. These

Breakers can operated as switches but trip open when an over

load or short circuit occurs.

1. LIGHTS Circuit Breaker: This 30A Circuit Breaker

must be switched ON (liver up) to power the switches that

control locomotive lights.

2. HDLTS Breaker: This 35A Circuit Breaker provides power

and protection to the cab end and hood end Head Light circuits.


Circuit Breaker Panel 3. CAB FANS Circuit Breaker: This 30A Circuit Breaker

provides power and protection for Cab Air circulating fan

motors and their control circuits.


4. AIR DRYER Circuit Breaker: This 15A Circuit Breaker

provides power and protection to the main Reservoir Air Filter

Dryer and associated circuit.

5. AC CONTROL Circuit Breaker: This 15A Circuit

Breaker provides CA power supply to ZCD circuit to detect

zero crossing and control excitation for Main Alternator.

6. CONTROL Circuit Breaker: This 40A Circuit Breaker sets

up the Fuel Pump and control circuits for engine starting. It

supplies Battery Power through battery knife switch before

engine starts. Once the engine is running, the Auxiliary

Generator supplies power through this breaker to main operating

control.

7. LOCAL CONTROL Circuit Breaker: This 30A Circuit

Breaker establishes local control with power from the

locomotive battery or Auxiliary Generator to operate heavy duty

switch gear, Magnetic valves, contactors , Blowers and Relays

etc.

8. FILTER BWR MTR Circuit Breaker: This 30A circuit

Breaker protects the inertial Filter Blower Motor circuit.

9. AUX GEN FIELD Circuit Breaker: This 10A circuit

Breaker protects the Auxiliary Generator Field circuit and is

equipped with auxiliary contact sets. One set is double pole

switch that protects AG PWM circuit.

10. FUEL PUMP Circuit Breaker: This 30A circuit

Breaker protects the Fuel

Pump Motor Circuit.

11. LRMS PS Circuit Breaker: This 5A Circuit Breaker

provides power to the LRMS power supply module. This

Circuit Breaker input is connected directly on battery terminal,

so that after opening battery knife switch LRMS PS also gets

power through this CB.

Note : If Filter Blower Motor breaker trips, continue loco operation

to the nearest maintenance point, and attend


12. TURBO Circuit Breaker: This 30A circuit breaker

provides power and protection to the turbo lube pump motor. It

must be switched ON before engine starting for pre lube and

after engine shutdown to remove residual heat from the Turbo

bearings. If the engine is running and this breaker is OFF the

TURBO CIRCUIT BREAKER IS NOT CLOSED message

appears on the display.

13. COMPUTER CONTROL Circuit Breaker: This 15A

Circuit Breaker powers

& protects Locomotive Control Computer operating power

supply. Computer Control CB Cab-1 and Computer Control CB

Cab-2 are connected in series and these two CBs must be ON for

working from any Cab.

14. MICRO AIR BRAKE Circuit Breaker: This 15A

circuit breaker provides operating power to the KNORR Air

Brake system and the Air Brake system cooling fans. Micro Air

Brake CB Cab-1 and Micro Air Brake CB Cab-2 are connected

in series and these two CBs must be ON for working from any

Cab.

15. DCL1 to DCL6 Circuit Breakers: This 3A circuit

Breaker protects the DC LINK isolation switch motor and

control circuits. A safety guard over the Breaker lever helps to

prevent ccidental operation. Six DCL Circuit Breakers are

provided for individual DCL Isolation switch Motor control.

16. TC1 COMPUTER TO TC6 COMPUTER Circuit

Breakers: This 5A Circuit Breaker provides power and

protection to Traction Computer#1 to #6 and associated circuits.

A safety guard CB's are provided on this to prevent accidental

CB operation.

17. GENERATOR FIELD Circuit Breaker: This 90A

Circuit Breaker protects the Traction Alternator Field circuit.

The Companion Alternator supplies the Traction Alternator

Field Excitation current through Silicon Controlled Rectifiers.

GEN. FLD. breaker protects SCRs, Traction Alternator,

Companion Alternator and other associated circuitry. If TA field


current over load occurs, the Breaker trips and the locomotive

computer displays the Crew Message “Main Gen. Field

Circuit Breaker is tripped under load”. A Gen. Fld. CB Cab-

1 and Gen. Fld. CB Cab-2 are connected in parallel. This Circuit

Breaker must be ON n Active Cab and must be OFF in Inactive

Cab.

18. TCC BLOWER 1 to TCC BLOWER 6 Circuit

Breakers: This 30A Circuit Breaker protects the TC Blower

Booster, Inverter, Motor and associated circuitry.

19. GROUND CUTOUT Switch: This toggle switch, when

open, disconnects ground protection sensors (Ground Leakage

Current sensors PGND MG, PGNDPI+VE, PGNDPI-VE) from

locomotive electrical circuits for maintenance inspection or

trouble shooting. When this switch is open, the LCC prevents

TA excitation. This switch normally locked in the closed

position by a pin that is safety-wired to bracket. This setting

arms the ground fault protection.

2.3.1(B) Engine Control Panel of ECC # 1:-

ECP has following equipments as shown in figure.

Control Panel in Cab – 1


1. ISOLATION Switch: This Rotary switch has two settings:

START/STOP/ISOLATE are in ONE position. RUN is in

SECOND position. In Dual cab locomotives, this

Run/Isolate switch is provided in both cabs. In any cab, if

the switch is kept in Isolate position, locomotive is

isolated and braking contactors pick up and DC Link voltage

discharges. START/STOP/ISOLATE: In this position

system allows the Diesel Engine to START. It doesn’t

develop power or respond to throttle control signals.

Engine runs at IDLE speed regardless of Throttle Handle

setting, except for engine speed increases for compressor

operation, low Engine temperature, turbo cool down cycle.

RUN: In this position locomotive responds to (Throttle

handle setting changes) Digital Inputs from operator

(local/train line) and develops POWER in normal

operation.

2. DYNAMIC BRAKE CUT IN/CUT OUT Switch: This

switch has two positions as CUT IN and CUT OUT. If this

slide switch is set in cut out (slider down), locomotive does

not operate in Dynamic Brake mode. Locomotive operates in

power with normal Air Braking and other loco in tandem

does also effect. Cutting out Dynamic Braking on selected

loco in tandem limits total Dynamic Brake effort. Cutting

out Dynamic Brake does not effect normal power operation

and does not effect the Air Brake system. This lever of this

switch is normally safety wired in the CUT IN (lever up)

setting to prevent accidental Dynamic Brake CUT OUT.

This Cut out switch is provided on ECC#1 Engine Control

Panel only and is not provided on ECC#4 Engine Control

Panel.

3. BLENDED BRAKE CUT IN / CUT OUT Switch: When

this slider switch is set in CUT OUT (slider down) position,

locomotive does not operate in Blended Brake mode when

the operator moves the Automatic Brake Handle in to the


service application zone. Normal Air Brake applies on the

locomotive dynamic braking is still available when the

controller throttle/dynamic braking handle is moved in the

Dynamic Braking Zone. This Cut out Switch is provided on

ECC#1 Engine Control Panel only and is not provided on

ECC#4 Engine Control Panel.

4. EXTERIOR LIGHTS Switch: This slide switch provides

ON/OFF control of the fuel filler lights on both sides of the

locomotive. With the slider in the ON position, Power is

supplied to these lights, provided that the battery knife

switch is closed and LIGHTS Breaker is ON in Cab-1.

5. MAINTENANCE R O O M LIGHTS Switch: This

slide switch provides ON/OFF control of the engine room

maintenance lights. With the slider in the ON setting, power

is supplied to these lights provided that the battery knife

switch is closed and maintenance lights switch is ON. This

maintenance room lights switch is provided in cab-1 only.

6. EMERGENCY FUEL CUTOFF & ENGINE STOP

Switch: When this switch is pressed for approximately 0.5

seconds, red push button. It requests Locomotive Computer

to stop Diesel engine. The push button need not be held in

until engine stops. However, pushing button for 0.5 second

ensures that the computer recognizes the switch actuation as

a proper shutdown request. One more additional EFCO/Eng.

Stop switch is provided on ECC#4 Engine Control panel in

cab-2.

7. FP / ES (Fuel Prime & Engine Start switch)

In this locomotive, FP/ES is provided in both cabs in

parallel. If any switch is kept in Prime position, MCC gets

prime input and run the Fuel Pump motor. When this

switch is kept in Start position, MCC gets start input and

pick & up the STA contactor for cranking the Engine. From

any cab loco can be cranked.

8. BATTERY AMMETER: This Analog meter indicates the

locomotive batteries Charging / Discharging rate. It does not


indicate Auxiliary Generator output or engine cranking

current during start-up. This Battery Ammeter is provided in

cab-1 only.

9. CLASSIFICATION LIGHTS Switch: This Rotary switch

has three settings LONG HOOD FORWARD, OFF and

CAB END FORWARD.

In Dual Cab locomotives, it is provided in both cabs. If

in cab-1, if this switch is kept in cCab End Forward (cab-1

end) position cab-1 side white lights and cab-2 side red lights

become ON. In cab-2, this switch is kept in cab End

Forward (Cab-2 end) position, the cab-2 side white lights

and cab-1 side red lights become ON.

10. ALERTER ALARM: Alerter Alarm sounds, If the loco

pilot has not acknowledged the flashing of the console

Alerter indicate lights for 8 seconds. When the Alerter

sounds the loco pilot must acknowledge it within the next 8

seconds to avoid a penalty brake application.

11. RAPB: Restricted Air penalty Brake switch provided on

Engine Control Panel to enable the AEB system.

12. TELM SW: Tractive Effort Limit switch provided on

Engine Control Panel to enable the Tractive Effort Limit

while working on Weak/Lengthy Bridges.

13. BL Key: This BL key is provided in both cabs. BL key is a

Master Handle for cab selection in Dual cab locomotive. BL

key is a ten pole switch. It is mounted on ECC#1 in cab-1

and ECC#4 in cab-2 on Engine control panel. BL key has

two positions, OFF and ON. BL key handle is allowed to

insert and remove in OFF position only. Where the BL key

is inserted and kept in ON position that is called Active Cab.

If BL key is removed in both babs, it is treated as locomotive

isolated. If BL key is inserted and turned ON in both cabs is

also treated as locomotive isolate.


BL key interlock is provided for following circuits. So without

BL key in ON position, following operations are not possible:

Alerter Reset push button Input

RAPB/AEB switch Enable Input

TE Limit switch Enable Input

GF request Input

Horn push button Input(for event recorded data)

Throttle and Reverser handle Inputs

Manual Sand switch Input

2.3.1(C).Test Panel in ECC#1 Test panel jacks are provided on Circuit

Breaker panel to conveniently check the

following voltages by Maintenance staff:

1. Main Generator (Traction Alternator) Field voltage

2. Companion Alternator Output voltage 3 Phase AC

3. Load Regulator voltage

4. Loco Battery voltage (BP-BN)

2.3.2 Electrical Control Cabinet #2 : ECC#2 contains starting motor circuit(contactor STA & ST) and Battery charging circuit same as WDP4 / WDG4 locomotive, there is no change in ECC#2 for Dual CAB purpose. ECC#2 Equipment (Loco Pilot Accessible) 1.Auxiliary Generator (250 A) CB in ECC#2.

ECC#2 Internal Equipment (Loco Pilot Not Accessible)

1.Battery Charging Assembly(BCA)

2.ST &STA contactors.

3.TB 61A &TB 62A


ECC#2

2.3.3 Electrical Control Cabinet #3:- ECC#3 contains 2 Radiator

fan control circuits same as WDP4 / WDG4 locomotive. 823C

connector is removed.

ECC#3 (MCP – 462D)

ECC#3 Equipment (Loco Pilot Accessible) 1. Radiator fan control Circuit Breakers.

ECC# 3 Internal Equipment (Loco Pilot Not Accessible)

1. Fan contactors FCS1, FCS2, FCF1A, FCF1B, FCF2A, and

FCF2B.

823C Connector

removed

(Dummy)


2. TBs 83A, 83B, 83C.

3. MRPT (Main Reservoir Pressure Transducer)

4. Connectors 823A, 823B, 823C, 823D, 833A, 833B, 833C,

and 833D

ECC#3 Internal View

2.3.4 Electrical Control Cabinet #4 : Provided in CAB-2

ECC#4


ECC#4 Equipment (Loco Pilot Accessible)

1. Circuit Breaker Panel in ECC#4.

2. Engine Control Panel in ECC#4.

3. Ground Relay Cut out switch in ECC#4.

2.3.4. (A) Circuit Breaker Panel on ECC#4 in CAB-2

From Cab-1 following CBs are duplicated and mounted in Cab-

2:

1. Computer Control Circuit Breaker: This CB is provided

in both cabs and connected in series with cab-1 CB. For normal

working of both cabs, CBs must be in 'ON'. LCC can restart

from any cab.

2. Micro Air Brake Circuit Breaker: This CB is provided

in both cabs and connected in series with cab-1 CB. For normal

working of both cabs, CBs must be in 'ON'. Air Brake Computer

(CCB) can restart from any cab.

3. Generator Field Circuit Breaker: This CB is provided

in both cabs and connected in parallel with cab-1 CB. For

normal working, set the Generator Field CB in 'ON' in active

cab and set this CB in 'OFF' in inactive cab.

4. Cab Lights and Fans Circuit Breaker: One additional

Circuit Breaker is provided for cab-2 lights and fans only.

Maintenance lights and engine room lights work with cab-1

lights CB.

5. GRNT CO SWITCH: This switch is provided in both

cabs in series. Both switches must be closed (liver up) to

enable the ground protection


Circuit Breaker Panel on ECC#4 in CAB-2

2.3.4(B) Engine Control Panel of ECC #4

Following items are duplicated from cab-1 and mounted in

cab-2. ECC#4

Engine Control panel items operation and functions are

similar to cab-1

Engine Control panel.

Run / Isolation Switch

Fuel Prime / Eng. Start Switch

Classification Lights Switch

Emergency Fuel Cut off & Eng. Stop

BL Key

Alerter Alarm

RAPB & TELM Switches


Engine Control Panel in Cab - 2

2.3.5. Traction Control Cabinet TCC (MCP 463): TCC contains

electrical and electronic equipment needed to power and control

the traction motors. Same as WDP4 / WDG4 locomotive, there is

no change in TCC for Dual Cab purpose. Harness cables from

ECC#1 to TCC changed.

2.3.6 Control Console: Each cab has one Control Console as

Cab-1 Control Console and Cab-2 Control Console. Operation

point of view both are identical. Two TFT displays are provided

on each Control Console, one for Loco-pilot and other one for

Assistant Loco-pilot. Top of the control desk is flat surface

closest to the loco pilot when seated at the control console as

shown in figure.


Control Console

Each CAB Control console has the following items:

1. Alerter Light

2. Alerter Reset Push Button

3. AEB Reset Push Button

4. Attendant call Push Button

5. Control & FP switch

6. Dy. Brake Circuit Breaker

7. Eng. Run switch

8. Gen. Fld. Switch

9. Horn Push Buttons

10. Head Light Rotary switches

11. Manual Sand switch

12. Manual Flasher Light switch

13. MU Eng. Stop

14. TFT Displays

Alerter Light

Alerter Light is provided in both the Cabs. Whenever T-0 Cycle

(60 sec.) is completed, Computer drives a Digital output to the

Alerter light for alertness the operator. Both Cabs Alerter Lights

will blink at a time but Alerter Reset is possible from Active

Cab only.


Alerter Reset Push Button

Alerter Reset Push Button is provided in both the Cabs. This

Reset option is interlocked through BL Key, where ever the BL

Key is inserted and kept in ON position from that Cab only

possible to reset the Alerter cycle. From Inactive Cab it will not

reset.

AEB Reset Push Button AEB reset push button is provided in both the Cabs. This Reset

option is interlocked through BL Key, where ever the BL Key is

inserted and kept in ON position from that Cab only possible to

reset the AEB. From Inactive Cab it will not reset.

Attendant Call Push Button

Attendant Call push button is provided in both the Cabs in

parallel. In any Cab if it is pressed the Alarm gang will ring and

Computer will get one Train line 2 (Alarm) Input.

Control & FP switch

Cont. & FP switch is provided in both the Cabs in parallel. In

the Active Cab this switch must be in ON, then only the

important circuits which are connected through BL Key will get

power supply.

Dynamic Brake Circuit Breaker

Dynamic Brake Circuit Breaker is provided in both the Cabs in

parallel. In the Active Cab this switch must be in ON, then only

the MCC gets TL24 Analog Input.

Engine Run Switch

Engine Run switch is provided in both the Cabs in parallel. In

the Active Cab this switch must be in ON, then only the MCC

will get Train line 16 (Eng. Run) Input. In the Inactive Cab this

switch must be in OFF.


Gen. Fld. Switch

Gen. Fle. Switch is provided in both the Cabs in parallel. In the

Active Cab this switch must be ON, then only the MCC will get

Train line 6 (GF request) Input.

Horn Push Button

Horn push buttons are provided in both the Cabs. Each Cab is

having four switches two for LP and two fro ALP. In any Cab

Horns will work but Horn Digital Input for “Event Recorder

data logging” will get from Active Cab only.

Headlight Rotary switch

Headlight Rotary switches are provided in both the Cabs. In

each Cab have two Rotary switches one is for Cab-1 end

Headlights and another two switches for Cab-2 end Headlights.

Note: Headlights Circuit Breaker is provided only in Cab-1, it

must be in ON for working from any Cab.

Manual Sand Switch

Manual Sand switch is provided in both the Cabs. This switch is

interlocked through BL Key so from Active Cab only Manual

sanders request Train line 23 (Mnsw<) Input will go to

Computer.

Manual Flasher Light switches

Manual Flasher Light switches are provided in both the Cab. In

each Cab two switches are provided on Control Console. From

any Cab Flasher Lights can made ON.

2.37. Control and Operating Switch Panel in CAB-1&2: Control and Operating Switch panel which is shown in figure

consists of Engine Run, Control & Fuel Pump, Generator Field

slide switches and Dynamic Brake Control Circuit Breaker,


which are mounted in both the Cabs on Control console just

beside the Display Unit.

Operating Switch Panel in CAB-1&2 1. ENGINE RUN SWITCH: The Engine Run switch is

provided in both cabs and are connected in parallel. Set this

switch in ON position on Control and Operating Switch Panel in

Active Cab, it should be OFF in the Inactive Cab. The switch is

ON, when its slider is up. When the Engine Run switch is ON,

the Locomotive control system controls the Diesel Engine

speed according to Throttle Position. When the Engine Run

switch is OFF (slider down) Engine speed does not respond to

Throttle Handle position, except during Load Test Mode.

Note: During MU operation, keep the switch in ON position in

Active Cab only. If the locomotive is in LEAD, set this switch

to OFF in both cabs. If the locomotive is in TRAIL or if it has to

be moved as dead.

2. GENERATOR FIELD SWITCH: This switch is provided

in both cabs and are connected in parallel. Keep the switch in

ON position in Active Cab and should be OFF in the Inactive

cab. This switch is 'ON' when its slider is up and switch is 'OFF'

when slider is down.


In WDP4D locomotives main generator output power is fed to

Traction Inverters which in turns energizes the Traction Motors.

In Active Cab, Gen. Field switch must be 'ON' to enable

Traction Inverters to power the Traction Motors. If Gen. Field

switch is 'OFF', Traction Alternator excitation still continue to

produce DC Link output. But the Traction Inverters stop the

operation of AC power to the Traction Motors. This switch is

train lined.

Note: During MU operation, keep the switch in 'ON' position in

Active Cab only, if the Locomotive is in LEAD. Keep the

switch 'OFF' in both Cabs, If locomotive is in TRAIL or

if it is to be moved as dead

3. CONTROL & FP SWITCH: The Control & FP switch is

provided in both cabs and are connected in parallel. Keep the

switch in 'ON' position in Active Cab and should be OFF in the

“Inactive Cab”. The switch is ON when its slider is up. When

CONT&FP switch is ON, it provides power to Low Voltage

control circuit and enables the Loco computer to pickup Fuel

Pump Control Relay FPR and enables Diesel Engine starting.

Note: During MU operation, set this switch in 'ON' position on

Control and Operating Switch Panel in Active Cab only, if the

Locomotive is to LEAD in tandem. Set this switch 'OFF' in both

Cabs, if the Locomotive is to TRAIL in tandem or if it is to be

sent as dead in tandem.

4. DYNAMIC BRAKE CONTROL CB: This Circuit Breaker

is provided in both Cabs and connected in parallel. Circuit

breaker protects against a faulty operating or test setup. The

circuit breaker should be in 'ON' (up) position in both cabs for

normal operation. A tripped circuit breaker generally indicates

that, during dynamic brake testing, more than one dynamic

brake handle in a consist is out of OFF position. The safety


guard covering for this breaker lever prevents accidental

switching of breaker to ON or OFF position.


3. Speedometer Analog Speedometer is mounted on both control console

instrument panels. This speedometer receives analog signals

from LCC, which are based on TM speed sensors signals or from

RADAR. The speedometer scale ranges from 0 to 180 KMPH as

shown in figure.

Fig : Analog Speedometer

4. Tractive Effort / Dynamic Brake Effort Meter TE/ BE meter is mounted on both control console instrument

panels just to the right side of speedometer. This meter indicates

the sum of all active traction motors torque. When locomotive is

not in Power mode or Dynamic Brake mode, meter pointer

shows to null (indicates zero) as shown in figure . When the

locomotive is in power mode, pointer moves clockwise for

Tractive Effort and when the locomotive is in Dynamic Brake

mode, pointer moves counter clockwise for Dynamic Braking

Effort. Tractive Effort meter scale ranges from 0 to 550 KN (Kilo

Newtons) and Dynamic Brake effort scale ranges from 0 to 300

KN.

This meter also includes a high motor tractive effort indicator

(Yellow) LED that lights when Tractive Effort is high. When TE

> 400 KN, Yellow LED glows with all traction motors are active.

If any traction motor is cutout, this LED glows in proportionate

to the active traction motor’s tractive effort.


Tractive Effort/Dynamic Brake Effort Meter

5. Starting Fuse and Battery Knife Switch Box Starting Fuse and Battery knife switch box is located on the

left side of the locomotive.

This box includes the following:

1. BATTERY SWITCH (Battery Knife Switch): When this

switch is closed, it connects the locomotive batteries to the

locomotive low voltage electrical system. The Battery switch

must be closed all times during its operation.

2. STARTING FUSE: The 800A starting fuse is in use only

during starting of Diesel engine. Battery current flows through

the fuse and the starting contactor to the starting Motors. The

starting fuse protects the Motors from current overload.

A defective starting fuse can be detected while attempting to

start the engine. If the engine start switch does not crank the

Engine, then check the fuse.


6. Preparation for Service 6.1 Ground Inspection

Check for the following and correct them when necessary:

Leakage of fuel oil, Lube oil, Water or Air

Loose or dragging parts

Proper installation of Electrical cables and Air Brake

house connections to train

Proper setting of angle cocks and shutoff valves

Air “cut in” to bogie brake cylinder

Satisfactory of Brake shoes

Adequate Fuel supply

Verify the Aux. Gen. Circuit Breaker is closed in ECC#2.

6.2 Engine Room Inspection Engine room equipment is inspected and operated by opening

access doors along the sides of locomotive. Check for the

following and correct them when necessary.

Check Lube oil level

Check Air compressor Oil level

Check Governor Oil level

Check water level in water tank sight glass. It should be

nearer to FULL (Engine Running ) mark

Note: Recheck water level when Engine is running. It should

be nearer to FULL (Engine running) mark

Check Head lights, Flasher Lights, Classification

lights etc.

Check all Valves for proper setting.

Check for leakage of Fuel oil, Water, Lube oil or Air.

Note: A proper filled Engine lube oil system coats the oil

gauge above the FULL mark when the Engine is stopped.

To obtain an accurate check, recheck the level when the

Engine is Idling and at normal operating temperature.


6.3 Starting Fuse and Battery Box Inspection

Verify that main Battery Knife switch is closed

Verify that Staring Fuse is installed in good

condition and its correct rating.

6.4 Circuit Breaker Panel Inspection on Dual Cab

Locomotive

On the Dual Cab locomotive, two Circuit Breaker panels are

provided. Cab-1 CB Panel is the main Panel. Cab-2 CB

Panel is duplicated for four CB's. While working from Cab-

1, all Circuit Breakers must be ON in Cab-1 CB Panel and

also Comp. Control, Micro Air Brake CB's in Cab-2. While

working from Cab-2 Generator, Field CB must be OFF in

Cab-1 CB panel and Generator Field CB must be ON in

Cab-2 CB panel. a. The following Circuit Breakers must be ON for

locomotive running:

AC CONTROL

CONTROL

LOCAL CONTROL

AUX.GEN.FLD

FUEL PUMP

COMP.CONTROL in both CABS

MICRO AIR BRAKE in both CABS

DCL1 TO DCL6 ( ALL SIX CIRCUIT BREAKERS)

TC 1 COMPTR to TC 6 COMPTR. ( ALL SIX

CIRCUIT BREAKERS)

GEN. FIELD CB in the “ACTIVE CAB”

TCC BLW 1 to TCC BLW 6 (ALL SIX CIRCUIT

BREAKERS)

b. The other Circuit Breakers ON as required:

LIGHTS

HEAD LIGHTS


CAB FANS

AIR DRYER

FILTER BLOWER MTR

c. In Circuit Breaker panel verify that GROUND

RELAY CUTOUT switch is closed ( lever up) and sealed

in both Cabs.

ENGINE CONTROL PANEL:

ISOLATION switch in START / STOP / ISOLATE

position in the Active Cab. Miscellaneous switches set as required.

Note: Electrical control cabinet must be securely closed

during Locomotive operation for proper cooling.

6.5 Control Consoles Set control console devices as follows:

Set CONTROL & FP switch ON (slider up) in the

Active Cab. When the CONTROL & FP (control

and fuel pump) switch is ON, it provides power to

low voltage control circuits, and it enables the

locomotive computer to pick up fuel pump control

relay FPR, and it enables diesel engine starting.

Set Engine Run switch and Gen. Field switch to

'OFF' in both Cabs (slider down during cranking)

Set Light switches and other switches as desired.

Set Throttle Handle in IDLE. Center Reverser

(neutral) and remove it.

6 . 6 Air Brake Equipment Set Air Brake controller Automatic Brake Handle in

FS (full service). This nullifies any safety control

brake application.

Set Air Brake controller Independent Brake valve

Handle in FULL (full application)


Set Air Brake controller setup (LEAD/TRAIL

SWITCH) in LEAD position in the Active Cab and in

the Inactive Cab, it must be “TRAIL” position.

7. Engine Starting Procedure of Dual Cab Locomotive

The Diesel Engine may be started from any cab after the

following inspection has been completed.

WDP4D locomotive is equipped with dual DC startors for cranking

the Diesel Engine at left side near the engine ring gear. Diesel

engine fuel oil must be circulated through fuel system before

engine starts. When the FP / ES switch in any Cab is held in

PRIME (left), the locomotive computer starts the fuel pump motor,

after ensuring the return fuel sight glass clear without bubbles

(Approximately 20 seconds), turn the FP/ ES switch to START

(right) position. These starters run with battery supply which is

available on locomotive to start the Diesel Engine.

(a) Engine Inspection Ensure that the Throttle Handle of both Cabs control console

in IDLE, Reverser handle center, RUN/ ISOLATE switch in

ISOLATE position .

Ensure that the level of Compressor oil, Engine sump Lube Oil and Governor Oil is sufficient .

Ensure that the Coolant Water level in the water tank ( Engine dead – Full) is sufficient.

Ensure that no one is working on the Engine, Generator

Room, Compressor Room in the other Cab etc. and all doors

are closed.

Ensure that the MU Engine Stop button is in RUN position in both Cabs on Control Console (For reset press Green portion inside).

Ensure that the engine over speed mechanism is reset.

Ensure that the Governor Low Lube Oil Button ( LLOB ) is reset.

Ensure that the Crank case (oil pan) pressure and Low water

pressure detector reset buttons are in reset (pressed in side).

If the button is ejected while cranking, press and hold it for 15

seconds immediately after Engine starts.


Note:Check Date & Time of loco shutdown from Engine

logbook, If loco has been shutdown more than 48 hours. Don't

start the Engine and contact home shed for advice.

(b) Engine Starting Procedure After the preceding inspections have been completed, the Diesel

Engine may be started.

Note: Engine should be Pre - Lubricated, If it has been shut

down more than 48 hrs. See Engine Maintenance Manual for

Pre - Lubrication procedure.

1. Close the battery knife switch.

Ensure that the starting fuse is installed in good condition

and is rated correct as 800 Amps for WDG4/WDP4B/WDP4D

locomotives.

2. Switch ON Control and Local Control circuit breakers on cab-1 Circuit Breaker panel. 3. Switch “ON” TURBO lube pump Circuit Breaker to pick up

“TLPR” when turbo lubrication is required.

4. Switch 'ON' DCL1CB, DCL2 CB, DCL3 CB, DCL4 CB, DCL5 CB and DCL6 CB on cab-1 Circuit Breaker panel to control DCL switch gear motor for closing and opening the DCL Isolation switches. 5. Switch ON all Traction Computer circuit breakers TC-1 CB, TC-2 CB, TC-3 CB, TC-4 CB, TC-5 CB and TC-6 CB, which in turns initializes all Traction Computers and power ON self check is done.

6. Switch ON COMPUTER CONTROL Circuit Breakers in both Cabs, the MAS 696D system initializes and power ON self check is done. If any abnormality is found the same message is informed through TFT Display Unit for correction, other wise the MAIN MENU is displayed. 7. Switch ON all Traction Computer Blower circuit breakers

TCC BLWR1 CB, TCC BLWR2 CB, TCC BLWR3 CB, TCC

BLWR4 CB,TCC BLWR5 CB and TCC BLWR6 CB to control

and protect TC blowers.

8. Switch ON the CONTROL & FP slide switch in active cab control console.This allows fuel pump to RUN when FP/ES switch is in Fuel prime or engine start position. 9. Switch ON FUEL PUMP Circuit Breaker.

10. Switch ON AC CONTROL Circuit Beaker.


11. Switch ON Governor Booster Pump Circuit Breaker.

Note: If Governor Booster pump is not provided on locomotive,

advance the Governor linkage Lay shaft gently while cranking till

the Engine runs.

Note: Verify that the Ground Relay CUT OUT switch is closed

(lever up ) and sealed properly in both cabs. It is located on the

Circuit Breaker Panel in ECC#1 and ECC#4.

Note: Never discharge batteries excessively by repeated

cranking. If first two or three attempts are failed, identify the fault

or check and reset safety devices like OSTA / LLOB etc. If any

one is tripped recheck the cranking procedure.

Note: Ensure that MU Engine Stop button not operated in both

Cabs and in the consist locomotives.

Note: Follow the correct Cranking & Shutdown procedure to

enhance Engine and Turbo life.

12. Turn the FP / ES switch lever to PRIME and hold it there

(normally 10 - 20 sec then release it.) until the fuel flows clear

and free from bubbles in the return fuel sight glass.

13. Turn the FP / ES switch lever to ENGINE START and

hold it there until the engine starts and speed increases to Low

Idle RPM 200. Do not crank for more than 20 seconds.

Note:

To prevent over heating of starting Motors, which may damage

them, do not allow Engine cranking for more than 20 seconds. If

Engine fails to start after cranking for 20 seconds, wait for

2 minutes to cool starting Motors before cranking Engine

again.

14. After holding the engine RPM above 200, release the FP / ES button.

15. Check Low water pressure detector reset button on EPD after Engine start. If detector is not reset, engine shuts down


after a short time delay. If detector trips, press it continuously for 15 seconds.

Note: Keep the Engine at Low Idle for 6 minutes, Don't shift the

ISOLATION switch to RUN position immediately to avoid

automatic shutdown due to low water and low LUBE OIL

Pressure. After six minutes automatically Engine speed

increases for Air compressor operation or Low water

temperature.

Note : Ensure that the Batteries are charging on the TFT

Display in the Aux. Gen. Screen and Battery Ammeter is

showing charging side (Green zone in Cab-1 on Engine Control

Panel).

Note: Do not apply load before Engine water inlet temperature

has been reached to 49º C.

16. Lube time parameter in case of Cranking is prohibited due to pre lubrication.

17. Follow specified standard Railroad precautions in setting of LEAD / TRAIL switch for safe operation.

18. Follow correct Air Brake equipment setup procedure to

avoid delay and incorrect operation.

19. To perform Air Brake System normal working, keep

LEAD/TRAIL switch in LEAD position on required active Cab

control console, in other Inactive Cab control console, it must

be in TRAIL only.

20. Check the TFT Display for CREW MESSAGES one by

one and clear as per the Computer advice.

21. Keep Auto Brake Handle in Full Service on working

control console, and observe the following message after 10

seconds.

Message: “To restore normal Air Brake operation, keep Auto

Brake Handle in RUN position”.


8. Setting Locomotive On Line After the Diesel Engine is started and inspected, set the

locomotive on line by setting the ISOLATION switch in RUN.

When a locomotive is on line, it can respond to operator

controls and develop Tractive effort / Braking effort. The

Locomotive Computer changes Diesel Engine speed in

response to certain operating conditions, such as low Main

Reservoir pressure, causes PCS OPEN by Air Brake

Computer or Hot Engine-extended time, TH limit to 6 notch. In

these circumstances, Diesel Engine speed is not precisely

related to throttle setting.

9. Precautions Before Moving Locomotive Before attempting to move the locomotive under its own

power, carefully follow these precautions:

Make sure that main Reservoir Air pressure is normal.

Make sure that the Brake system is set up as LEAD on Active Cab Control Console and TRAIL on Inactive Cab Control Console.

Check for proper Air Brakes application and

release. Observe Brake cylinder and Brake rigging.

Release Hand Brake and remove any wheel blocking (wooden wedges).

Note : Engine water temperature should be 49ºC or high before full load is applied to Engine.

10. Handling Light Locomotive After starting the Engine, Place Locomotive on line and

preceding inspections and precautions are completed, the

Locomotive is handled as follows:

Set the ENGINE RUN and GENERATOR FIELD switches "ON" on Control & operating switch panel in Active Cab.

Set the Air Brake system in Active Cab for LEAD position.

Insert the Reverser Handle (Direction Handle) and set

in the direction of travel, Forward or Reverse. (Engine


speed increases from low Idle to throttle 1 speed, as

soon as the Reverser handle is thrown) Release the Air Brakes.

Note : Locomotive response to throttle movements is almost immediate. There is little delay in power build up. Do not operate Reverser Handle, Reverse to Forward or Forward to Reverse when the Locomotive is moving.

Advance the throttle handle as needed to move

Locomotive at desired speed.

Switch Headlights and other lights ON as needed.

11. Coupling Locomotive Together Use the following procedure when coupling locomotives together for Multiple Unit operation.

Couple and stretch locomotive to ensure that the

couplers are locked properly.

Install 27 conductor electrical control cables between locomotives.

Perform ground, engine room and engine

inspections as outlined in preceding pages.

Set Cab controls for trailing Unit operation. Remove

Reverser from all controllers to lock controls.

Connect Air Brake hoses between Locomotives. Open required Air hose cutout cocks on each

Locomotive. Using Lead locomotive Air Brake Cab Control Unit

(CCU), make an automatic brake application to determine if brakes apply on each locomotive. Release the automatic application, then make sure that the brakes on each locomotive are released

Follow the same procedure to check independent brake

application. Also, release automatic brake service application

by pulling up the independent brake handle bail-release ring.

Inspect all brakes in the tandem to verify that they are

released.


12. Double Heading Service In double heading service, an extra locomotive is temporarily

coupled to the lead end of the Lead Locomotive, air brake pipes are

connected between them, but MU jumper electrical cable are not

provided. There is a loco pilot in each locomotive. Prior to Double

Heading behind another locomotive, make a full service brake pipe

reduction with the Automatic brake valve and set the brake system

in the Lead-out (Trail) mode.

The operation of the throttle is normal, but the brakes are controlled

from the lead locomotive. An Emergency Air Brake application

may be made however, from the Automatic Brake Valve of the

second unit. Also, the Automatic Brake on this locomotive may be

released by pulling up Bail-off release ring on the Independent

Brake Handle, while Automatic and Independent Brake handles are

set in REL (release).

13. Engine Stopping Procedure

The normal way to shutdown a Diesel engine is to make the

engine Governor to bring the fuel injector to the NO FUEL

position.

There are several ways to make the Governor to bring the fuel

injectors to NO FUEL position including operating the

following switches:

1. EFCO/STOP in Cab-1: The Emergency Fuel Cutoff

& Engine Stop push button switch is mounted on the

ECC#1 engine control panel in Cab-1.

2. EFCO/STOP in Cab-2: The Emergency Fuel Cutoff

& Engine Stop push Button switch is mounted on the

ECC#4 engine control panel in Cab-2.

3. EFCO 2: The emergency fuel cutoff push button switch

is mounted on the left side of the locomotive just above the

fuel tank filler.

4. EFCO 3: The emergency fuel cutoff push button

switch is mounted on the right side of the Locomotive just

above the fuel tank filler.


5. MU ENGINE STOP in Cab-1 & Cab-2: The multiple

Engine Stop/Run switch is mounted on the Control Consoles

in both Cabs. Pressing the STOP portion of this switch stops

all engines in the consists. This is the result of pickup of the

SDR relay, when SDR is picked up, Governor DV solenoid

energizes and Fuel Rack comes to No Fuel position. SDR

NO2 interlock opens EFCO circuit and virtually de-energizes

Fuel Pump Relay. The EFCO/STOP and MU Engine stop

switches are shown in 2 figure respectively.

6. The Governor also brings the fuel injectors to the NO

FUEL position, if any of the following conditions occur.

Engine lube oil pressure is too low.

Engine lube oil is too Hot.

Engine coolant water pressure is too low.

Engine crank case pressure is too high.

7. After shutting down the locomotive, let the COMP.

CONTROL CB (In both Cabs) and TURBO LUBE PUMP

Circuit Breaker remains in ON position. These three CB's

are required to perform Post Lubrication for Turbo Super

Charger for 35 minutes (max).

EFCO/STOP MU ENGINE STOP


14. Cab Selection Or Cab Changing Procedure From One

Cab To Another Cab While taking over charge on Dual Cab locomotive for Cab

selection follow the Instructions given below. First decide the

Cab in which direction you have to work either Cab-1 end or

Cab-2 end.

Keep the following switches and Circuit Breakers as shown in

table 1 to work from CAB#1 as driving cab.

Table 1


Keep the following switches and Circuit Breakers as shown in

table 2 to work from CAB#2 as driving cab.

Table 2

15. TFT LCD Display

Introduction The multifunction TFT LCD display for loco pilot's cab type

MDS740 is used in locomotive as man machine interface for

guiding the operator to control the locomotive. It communicates

with the Microprocessor based Locomotive Control System

through RS485 link. It displays the data sent by the

Microprocessor based Locomotive Control System in symbolic

as well as text format. The data received from the

microprocessor based locomotive control system is displayed

on analog circular dial with indicator hand, Linear dial with an

indicator hand, Linear dial without indicator hand, Simple

numerical value in designated place. The information about the

status of inputs and outputs are received from the locomotive

control system is displayed as different colored LEDs on the

display screen. The fault messages, maintenance remedy


messages, any other relevant information is displayed in the

specified display area in the simple text format. Also, it

receives data from the operator through inbuilt keyboard for

configuration and operator related parameters.

TFT LCD is available for both locomotive operation and

locomotive service functions. Locomotive operation includes

certain service-related procedures, such as traction motor

cutout and fault reset. All self tests can conduct from Active

Cab Displays.

1. Operation – Locomotive crew members can only use

Crew Message screens to monitor unusual operating or fault

conditions and TM cutout or reset faults.

2. Service – Maintenance personnel can use two types of screens:

Crew Message screens to examine fault conditions.

Main Menu screens to load test the locomotive, self

tests for certain locomotive systems, meter screens

and other trouble shooting through fault data.

The display screens are programmable and the layout of display screen can be customized to suit various locomotive models. Viewing of any screen from any display is possible in both Cabs. System related settings like Test Modes, Crew Reset, Fault Reset, Trip data settings and TM's Disable are possible from Active Cab Display only. Power ON

When Computer Control CB kept in ON, TFT LCD gets 74V

DC power from loco battery. TFT Display is single board

computer, takes 60 seconds for initialization and if any Crew

messages or Fault messages are found in the system, the

concerned screen is displayed or else Main Menu is

displayed after initialization.

When Application starts, it takes 60 secs time for

loading the application.

After loading, the communication link check

is initiated, if the communication is OK, then

Default screen is displayed.


All TFT screen's dimensions are 800 X 600

(Best fit resolution).

The default screen is given in screen 1.

Default Screen

Screen1


In general the screen navigation and hot keys are as given in table

Table 1: Keys Functionality in the Default Screen

KEYS FUNCTIONALITY

1 Main Menu Screen can be selected by pressing No.1 key

2 Crew Messages Screen can be selected by pressing No.2 key

3 Driver ID entry Screen can be selected by pressing No.3 key

4 Train No. entry Screen can be selected by pressing No.4 key

5 Train Load entry Screen can be selected by pressing No.5 key

6 Section name entry Screen can be selected by pressing No.6 key

7 Settings Screen can be selected by pressing No.7 key

8 Data Meters Screen can be selected by pressing No.6 key

9 Not Applicable

0 Print port data can be taken by pressing No.0 key

C Navigate to Previous Screen can be done by pressing "C" key

◄ (Left) Used to navigate the left menu options in the Menu Screens.

►(Right) Used to navigate the right menu options in the Menu Screens

▲ (Up) Used to Move Up in menu Screen

▼ (Down)

Used to Move Down in menu Screen

E Enter Key shall Display the selected Screen

M Display the Default Screen

F Displays All Faults Active screen


Main Menu Screen

Screen 2

User Programmable Screen: In this sub menu 8 user

programmable screens are given as shown in screen 2 to

select the required parameters to view the status.

The default screen is pre defined parameters for Loco-pilot to

view the status of Loco condition on run. In this screen status

bars given for some parameters like Brake Pipe Pressure,

Brake Cylinder Pressure, Equalizing Reservoir Pressure, MR

Pressure, Battery Charging / Discharging Status and Air Flow

Indicator.


Data Meters Screen

Any screen can be selected by pressing keys from 1-9.

Screen 3

Key functionality in the Data Meters Screen

KEYS FUNCTIONALITY 1 Motoring & Dy.Brake Screen can be selected by pressing No.1 key

2 Aux. Gen., Excitation & HP status Screen can be selected by pressing No.2 key 3 Starting & Cooling system Screen can be selected by pressing No.3 key

4 TM1&2 Parameters Screen can be selected by pressing No.4 key

5 TM3&4 Parameters Screen can be selected by pressing No.5 key

6 TM5&6 Parameters Screen can be select by pressing No.6 key

7 CCB & DPC status Screen can be select by pressing No.7 key

8 Spare

9 Spare

0 Not applicable

Table 2: Keys Functionality in the Data Meters Screen


Self Tests Menu Screen

Screen 4 Self Tests sub-menu screen is selected by pressing key 3


Auto Tests Screen From Self Test Menu

Screen 5

From Self Tests Menu Auto Tests can select by pressing No.1 key

Air Brake Self Test From Auto Tests

Screen 6

Press 1 key to perform the Air Brake self test


Follow the Entry conditions to perform Air Brake self test as

shown in screen 7.

Screen 7

Then the screen appears with message “Air Brake Test is

going on...” as shown in screen 8.

Screen 8


Then screen shows “Air Brake Test is Success” message

as shown in screen 9.

Screen 9

Load Test Screen From Self Tests Menu From Self Tests menu, select Load Test option by pressing 4

Key as shown in screen 10.

Screen 10


Then the screen shows Load Test Conditions as shown in screen

11.

Screen 11

Then the screen shows Load Box Test screen as shown in screen 12.

Screen 12


In this screen, user can view all parameters that are related to Engine Efficiency, Main Generator, Aux. Gen., Grid path 1&2, Cooling Fans status, LT1 and LT2.

KEYS FUNCTIONALITY

1 LT2 Screen can be selected by pressing No.1 key

2 Crew Messages status Screen can be selected by pressing No.2 key

3 Data Meters Screen can be selected by pressing No.3 key

4 Not applicable

5 Not applicable

6 Not applicable

7 Not applicable

8 Not applicable

9 Exit from Load Test by pressing No.9 Key

0 Load Test Screens Print port data can be taken in to Laptop by pressing this key

Table 3

The Keys functionality during Load Box Test is listed in table 3.

Screen 13


TM Cutout from Settings Menu To select Settings menu screen, press 9 key on the Main Menu screen as shown in screen 13

To select TM Cutout, press 1 key in Crew Menu as shown in screen 14.

Screen 14

Then TM Cutout Mode status screen appears as shown in screen 15.


Screen 15

TM Previous status, Current/Changed status shows as in

screen 16, then press enter to change the status.

Screen 16


Fault Archive

Fault Archive sub-menu is selected by pressing 3 key as shown in screen 17.

Screen 17

Entire Archive faults are selected by pressing 1 key as shown in screen 18.


Screen 18

Then Entire Archive menu with faults are displayed as shown in screen 19.

Screen 19


16. Advantages And Salient Features Of Dual Cab

Locomotives

The Advantages and Salient features of Dual Cab locomotive are given below:

1. Better visibility to loco pilot while driving as one can drive from both the cabs.

2. All the information required for running the locomotive is

available on the TFT LCD display which is in front of loco pilot

and assistant loco pilot in both cabs, unlike VFD display which

is located behind the loco pilot when working from short hood

control stand in existing locomotive.

3. TFT LCD display on each control console displays the

data sent by the Microprocessor based Locomotive Control

System in symbolic as well as text format.

4. Similar arrangement of controls in both cabs for easier

operation of locomotives, additional controls given to Assistant

loco pilot such as Horns, Emergency brake valve for better

control of locomotive.

5. Widely used BL key based selection of Active control

Cab safety aspect, which is similar to Electric locomotive.

6. All necessary switches and breakers are duplicated on ECC#4 of CAB -2 also.

7. In each cab, two TFT displays are provided, one can see

all parameters on displays of both CABs simultaneously.

8. Recycling of LCC and CCB system is given in both CABs.

9. Locomotive can be isolated from any CAB.

10. EFCO switch and MU Engine Stop switch are provided in

both the CABs to shutdown the engine from any CAB.

11. Fuel Prime/Engine Start switch is provided in both the

CABs in parallel. From any CAB Engine starts.

12. In each CAB, provision is given to insert BL Key. If BL key

is ON in any one CAB, that is treated as Active CAB. If BL key

is inserted and kept in ON position in both the Cabs or BL key

is not inserted in both the Cabs, then system is isolated and

corresponding “Crew Message” is displayed.

13. Generator Field CB is provided in both the Cabs in

parallel. In active CAB, CB should be closed and in Inactive

CAB, this CB should be open. If both are made ON

simultaneously, the excitation is cut off and locomotive goes to

“No Load” condition with appropriate message.


14. GRNTCO SW: This switch is provided in both the cabs. If

both the switches are closed then only system gets the digital

input and treats GR protection scheme is enabled.

15. Dual Cab locomotive (WDP4D) is a prestigious product for Indian Railways.

16. From Indian Railways history, this is the first locomotive with two cabins in 4500HP diesel type of locomotive.

17. Dual cab locomotive is 2.5 meters longer compared to

normal WDG4/WDP4 locomotives.

18. The Vigilance Control Device (VCD/Alerter) reset is possible from Active Cab only.

17. CREW MESSAGES LIST

MESSAGE CODE

MESSAGE

TEXT

93 FILTER BLOWER MOTOR CIRCUIT BREAKER IS NOT CLOSED

1672 FUEL PUMP CIRCUIT BREAKER IS NOT CLOSED

1673 NO START FUEL PUMP IS NOT RUNNING -CHECK FP RELAY AND CB

296 FUEL PUMP IS NOT RUNNING -CHECK FP RELAY AND CB

963 NO AUX. GEN. OUT PUT - CHECK AUX. GEN. FLD CIRCUIT BREAKER

637 NO LOAD-NO CA OUTPUT CHECK AUX. GEN. FLD CIRCUIT BREAKER

2352 NO LOAD AUX.GEN.FLD BREAKER TRIPPED MANUAL RESET REQUIRED

1022 NO LOAD - AC CONTROL CIRCUIT BRREAKER IS NOT CLOSED

792 LOCAL CONT. CIRCUIT BREAKER IS NOT CLOSED / BATT. KNIFE SWITCH

IS OPEN

223 NO START - CONT. CIRCUIT BREAKER OR CONT & FP SWITCH DOWN

795 NO LOAD - CONT. CIRCUIT BREAKER IS NOT CLOSED

230 TURBO LUBE PUMP CIRCUIT BREAKER IS NOT CLOSED

2354 NO LUBRICATION ALLOWED - TURBO LUBE PUMP CB IS NOT CLOSED

2420 AIR BRAKE CIRCUIT BREAKER IS NOT CLOSED

5001 FILTER VACUME SWICH TRIPPED - ENGINE AIR FILTERS MAY BE DIRTY

14 ENGINE FILTERS ARE DIRTY CHANGE OUT REQUIRED - POWER MAY BE

LIMIT TO THROTTLE 6

97 FVS/EFS SWITCH AND / OR WIRING FAILURE


66 ENGINE DEAD LOCOMOTIVE IS NOT ISOLATED

135 NO START - LOCOMOTIVE IS NOT ISOLATED

136 FORCED MINIMUM ENGINE SPEED - LOCOMOTIVE IS ISOLATED

915 LOW ENGINE WATER LEVEL DETECTED

1227 ENGINE WILL NOT START - LOW ENGINE WATER LEVEL DETECTED

203 CONTROL / FUEL PUMP SWITCH IS DOWN

2329 CONTROL / FUEL PUMP SWITCH IS DOWN - ENGINE WILL SHUTDOWN WITH

IN 10 MINUTES

149 TRAINLINE ALARM BELL

2493 ALERTER OR VIGILANCE SYSTEM HAS MADE A PENALITY BRAKE

APPLICATION

1070 NO LOCAL SANDING - SPEED TOO HIGH, TRAIN LINE LOCOMOTIVE MAY BE

SANDING

2324 NO PRE-LUBRICATION ALLOWED ENGINE IS RUNNING

1081 NO ENGINE START - TURBO PUMP NOT RUNNING, RUN PUMP FOR 15 MINUTES

1833 ENGINE PRE-LUBRICATION FAILURE ENGINE CAN BE STARTED

1056 ENGINE SHUTDOWN - ENGINE OVER SPEED CONDITION

3077 REDUCED LOAD - TURBO OVER SPEED

67 EMERGENCY FUEL CUTOFF ACTIVATED

587 MU ENGINE STOP REQUESTED

994 ENGINE SHUTDOW - LOW ENGINE OIL PRESSURE

1080 NO START - START FUSE IS OPEN OR MISSING

96 FORCED MINIMUM ENGINE SPEED - ENG. RUN SWITCH IS DOWN

176 NO LOAD - GEN. FIELD SWITCH IS DOWN OR SDR RELAY IS PICKED UP

727 REDUCED LOAD - ENGINE SPEED FAULURE

228 NO LOAD - SIMULTANEOUS FORWARD AND REQUEST

130 NO LOAD - SIMULTANEOUS POWER AND DY. BRAKE REQUEST

1031 IMPROPER TRAINLINE THROTTLE IN DY. BRAKE

806F PGND MG SENSOR OPEN OR FAULTY

8071 PGND PHASE IMBALANCE POSITIVE SIDE SENSOR OPEN OR FAULTY

1067 ENGINE SHUTDOW - LOW ENGINE WATER LEVEL

1104 ENGINE SPEED INCREASE - HIGH AUX. GEN. LOAD

8075 PGND PHASE IMBALANCE NEGATIVE SIDE SENSOR OPEN OR FAULTY


3320 COLD ENGINE - THROTTLE 2 LIMIT

53 HOT ENGINE - THROTTLE 6 LIMIT

319 NO LOAD - HOT ENGINE THROTTLE 6 LIMIT EXTENDED TIME

83 BOTH ENGINE TEMPERATURE PROBES ARE FAILURE

938 ENGINE SPEED INCREASE - LOW WATER TEMPERATURE

5037

AEB APPLIED PENALITY BRAKE MOVE THROTTLE TO IDLE AND PRESS

AEBRST SWITCH TO RELEASE BRAKES

5038 PENALITY APPLIED BY MU LOCO MOTORING PROHIBITED

5039 INVALID NOTCH

61

POWER GROUND FAULT MOVE THROTTLE TO IDLE AND KEEP

REVERSER IN CENTER

59 NO DB, NO LOAD TEST POWER GROUND FAULT LOCKOUT

5040 POWER GROUND FAULT

5042 NO LOAD POWER GROUND FAULT LOCKOUT

5043 GROUND FAULT MAIN GEN. POSITIVE HALF SIDE PHASE IMBALANCE

5044 NO LOAD -MG POSITIVE HALF SIDE PHASE IMBALANCE LOCKOUT

5045 GROUND FAULT MAIN GEN. NEGATIVE HALF SIDE PHASE IMBALANCE

5046 NO LOAD -MG NEGATIVE HALF SIDE PHASE IMBALANCE LOCKOUT

77 ENGINE SPEED INCREASE FOR AIR COMPRESSOR OPERATION

1069 MRPT FAULURE FORCED AIR COMPRESSOR LOADING

2495 NO LOAD LOCO OVER SPEED BRING THROTTLE TO IDLE

88 EPU SENSOR FAULTY

221 FP RELAY FAILED TO PICK UP

352 FP RELAY FAILED TO DROP OUT

1961 GFD FAILED TO DROP OUT

1963 GFC FAILED TO DROP OUT

1960 GFD FAILED TO PICK UP

1962 GFC FAILED TO PICK UP

2060 B1 FAILED TO PICK UP




226 NO START - STARTER MOTOR ABUTMENT CONDITION

5074 NO LOAD NO DB POWER GROUND PROTECTION DISABLED

5075 UNABLE TO BUILD DCLV 600 VOLTS


80B0 NO DB AND LOAD TEST GRID CURRENT IMBALANCE

80B1 REDUCED DB, NO LOAD TEST GRID OVER CURRENT

80B2 NO DB AND LOAD TEST GRID OVER CURRENT

80B3 NO DB AND LOAD TEST GRID OVER CURRENT LOCKOUT

80B4 REDUCED DB AND NO LOAD TEST - RESISTANCE OF GRID PATH-1 IS TOO

HIGH

80B5

REDUCED DB AND NO LOAD TEST - RESISTANCE OF GRID PATH-2 IS TOO

HIGH

80B6 REDUCED DB AND NO LOAD TEST - RESISTANCE OF GRID PATH-1 IS TOO

LOW

80B7

REDUCED DB AND NO LOAD TEST - RESISTANCE OF GRID PATH-2 IS TOO

LOW

B0C4 NO LOAD - BOTH DCLV SENSORS FAULTY

80C6 DCLV CROSSED MAX LIMIT BRING THROTTLE TO IDLE AND KEEP

REVERSER IN CENTER

2984 LOSS OF TRAINLINE PRESSURE - PLACE AUTO BRAKE HANDLE IN

EMERGENCY FOR 60 SECONDS

2975 AIR BRAKE FAILURE - USE LOCOMOTIVE IN TRAIL ONLY

2977 LOW MAIN RESERVOIR PRESSURE - USE LOCOMOTIVE IN TRAIL ONLY

2983

AIR BRAKE POWER INTERRUPTION PENALTY - PLACE AUTO HANDLE IN

FULL SERVICE FOR 10 SECONDS

2986

AIR BRAKE PENALITY - PLACE AUTO HANDLE IN FULL SERVICE FOR 10 SECONDS

2987

TO RESTORE NORMAL AIR BRAKE OPERATION PLACE AUTOMATIC

HANDLE IN RUNNING

0 COMMUNICATION FAILURE BETWEEN LCC AND CCB

810F COMMUNICATION FAILURE BETWEEN LCC AND DPC

76 ENGINE SPEED INCREASE - TURBO COOLDOWN CYCLE

15 #1 LOCKED WHEEL / SPEED SENSOR FAULT - STOP TRAIN AND VERIFY

AXLE ROTATE

16 #2 LOCKED WHEEL / SPEED SENSOR FAULT - STOP TRAIN AND VERIFY

AXLE ROTATE

17 #3 LOCKED WHEEL / SPEED SENSOR FAULT -STOP TRAIN AND VERIFY AXLE

ROTATE

18 #4 LOCKED WHEEL / SPEED SENSOR FAULT - STOP TRAIN AND VERIFY AXLE

ROTATE

19

#5 LOCKED WHEEL / SPEED SENSOR FAULT - STOP TRAIN AND VERIFY AXLE

ROTATE


20 #6 LOCKED WHEEL / SPEED SENSOR FAULT - STOP TRAIN AND VERIFY AXLE

ROTATE

5122 GENERATOR FIELD CIRCUIT BREAKER OPEN OR TRIPPED

5127 ENGINE SPEED INCREASE EXCITATION CONTROL

5128 HOT ENGINE SOFT DERATED POWER LIMIT TO THROTTLE 6

6860 MCC FIRED BRAKE CHOPPER

6864 BRAKE CHOPPER POWER SUPPLY FAILED OR OFC DISCONNECTED

5132 HARD CROWBAR FIRED BY MCC BRING THROTTLE TO IDLE

814D

PLEASE SHUTDOWN AND RE START THE ENGINE TO POWER UP

MOTORS, DUE TO CROWBAR FIRED

5133 HARD CROWBAR POWER SUPPLY FAILED OR OFC DISCONNECTED

818B MICRO AIR BRAKE CB NOT CLOSED IN CAB-1

818C MICRO AIR BRAKE CB NOT CLOSED IN CAB-2

818D BL KEY REMOVED IN BOTH CABS

818E BL KEY INSERTED IN BOTH CABS

818F CAB-1 IS ACTIVE

8190 CAB-2 IS ACTIVE

8191 GF CB SHOULD BE OPEN IN CAB-1

8192 GF CB SHOULD BE OPEN IN CAB-2

8193 GF CB NOT CLOSED IN CAB-1

8194 GF CB NOT CLOSED IN CAB-2

819D

ENGINE SHUTDOWN DUE TO MECHANICAL OVER SPEED RESET OSTA

BEFORE START THE ENGINE

819E ENGINE SHUTDOWN UNEXPECTEDLY

81A3 WRONG ENGINE RPM CHECK GOVERNOR PLUG

81A1 POWER GROUND CONNECTOR OPEN


18. Some Important Crew Messages

Micro Air Brake CB Related Crew Messages

MAB CB CAB1 MAB CB CAB2 System Action Observation

ON/OFF

OFF Crew Message: MAB CB OFF in CAB2

OFF

ON Crew Message: MAB CB OFF in CAB1

ON ON Normal Working.

Generator Field Circuit Breaker Related Crew Messages

GF CB Fault Messages

These CB's related Fault messages are linked with Active Cab BL key.

If GF CB is tripped in Cab-1 MCC logs a Fault: Gen.

Fld. CB tripped under load in Cab-1.

If GF CB is tripped in Cab-2 MCC logs a Fault: Gen.

Fld. CB tripped under load in Cab-2.

BL Key and GF CB related Crew Messages

BL Key1

BL Key2 GFCB CAB1

GFCB CAB2

System Action

OFF

OFF

ON/OFF

ON/OFF Brake Contactors ON, GF OFF.Crew Message: BL Key Removed In Both CABs

ON

OFF

ON

OFF Normal

Working from CAB1

Crew Message: CAB1 is Active


ON

OFF

OFF

OFF

GF OFF. Crew Message: CAB1 is Active

Crew Message: GFCB Open in CAB1

ON

OFF

ON/OFF

ON

GF OFF. Crew Message: CAB1 is Active

Crew Message: GFCB should be OFF in CAB2

OFF

ON

ON

ON/OFF

GF OFF Crew Message: CAB2 is Active

Crew Message: GFCB should be OFF in CAB1

OFF

ON

OFF

ON Normal

Working from CAB2

Crew Message: CAB2 is Active

OFF

ON

OFF

OFF

GF OFF Crew Message: CAB2 is Active

Crew Message: GFCB Open in CAB2

ON

ON

ON/OFF

ON/OFF Brake

Contactors ON.

Crew Message: BL Key Inserted In Both CABs


19. General Safety Precautions

Dual Cab Locomotive Safety Precautions:

Dual Cab locomotive has AC Electrical transmission system and

therefore includes special equipment which is not found on

locomotive having usual DC/DC or AC/DC transmissions. For

safety sake, it is necessary to follow certain extra precautions

before inspecting the equipment or operating the locomotive.

Locomotive pilots should not access any device within ECC#1

due to high voltage. Access within ECC#1 is limited to

maintenance staff of the WDG4 / WDP4B / WDP4D

locomotives. High voltage capacitors are located in each traction

converter to filter main generator voltage. These capacitors

operate at DC Link voltage from 600V to 3400V DC. When

locomotive is shutdown, these capacitors could retain high

voltage causing severe injury or death to the operating and

maintenance staff.

A procedure has been developed to discharge this high voltage

into Dynamic Brake Grids or by other means to prevent the

possibility of injury. They are:

Before shutting down the locomotive, keep RUN/

ISOLATE switch in ISOLATE position in both cabs and

then shutdown the locomotive. All 'BRAKING

CONTACTORS' pick up and discharge the DC LINK

capacitors through grid resistors in one second. After 20

seconds all DC LINK Isolation switches will be driven

to shorting position.

Automatic Discharge

DCL voltage is discharged automatically, when loco pilot takes

manual action to shutdown the locomotive. There are three

general ways to discharge the DC LINK capacitors and other

components prior to servicing and 4th method is to maintain the

short.

i. REVERSER IN CENTER POSITION (Through Bleeder

Resistors):


Each Traction Inverter has Bleeder resistors (400 KΩ/200

W) across the DC link. When locomotive operator moves

the reverser from forward or reverse to centered, main

generator excitation stops. If no further action is taken,

Bleeder resistors discharges the DC link < 90 volts in

approximately 50 minutes. Although very reliable, the

bleeder resistors do not guarantee the discharge since the

resistor could be interrupted internally or the external

connection to the capacitors.

ii. ISOLATION SWITCH IN ISOLATE (Through

Dynamic Brake grids):

The normal way to discharge the DC LINK capacitors is

through two Dynamic Brake grids which are connected in

parallel. When locomotive operator turns Isolation switch

in any cab from RUN to ISOLATE (or the LCC loses

RUN digital Input signal), the parallel brake grid path

is connected to DC LINK by four Braking contactors (B1,

B2, B3, B4). This method discharges the DC LINK

capacitors in less than ONE second.

Note : If the Braking Grids are shorted or grounded, or any

one grid path open circuited, the grids would still discharge

the DC LINK. Only if both grid paths are Failed, the DC

link does not discharge by this method.

iii. BRAKE CHOPPER AND HARD CROW BAR:

Whenever the DCLV ≥ 2800V, Brake Chopper fires to

bring the DCLV to ≤2600V, if the DCLV ≥ 3000V

Locomotive Control Computer cuts off excitation, TCC

stops the operation of inverters, and when DCLV ≥ 3400V

MCC fires Hard Crowbar and at DCLV ≥ 3600V, Hardware

fires Hard Crowbar. DC Link voltage discharges in the

Crowbar resistor. In case of crow bar fire, engine shuts down

automatically and re-crank for normal operation.


iv. After the DC link has been discharged by braking grids

or the brake chopper or crow bar, the DC link contactors

moves to the open position. Moving all DC link switch gears

to the open position causes all Traction Inverters to be

shorted and grounded.

When the engine is shutdown (regardless of the

Isolation switch position), the control computer picks

up all the Braking contactors, the DC link voltage

dissipate through grid resistors. Once the DC link

capacitors are discharged, DCL contactor moves to

open position.


20. DOs AND DO NOTs

S.No. Dos DONTs

1 Always keep Gen. Field Circuit Breaker in OFF position in "Inactive Cab".

Do not keep Gen. Field Circuit Breaker in ON position in "Inactive Cab".

2 Always keep lights Circuit Breaker in ON position on ECC#1 CB panel, if you are working from any Cab. Since Flasher lights & Classification lights are connected from Cab-1 lights Circuit Breaker.

Do not keep lights Circuit Breaker in OFF position on ECC#1 CB panel, even you are working from Cab-2. Flasher lights & Classification Lights do not work from Cab-2 lights Circuit Breaker.

3 Keep Computer control CB and Micro Air Brake CB in ON position at both Cabs for normal working from any Active Cab.

Do not keep Computer control CB and Micro Air Brake CB in OFF position in the "Inactive Cab". Since these Cabs CB's are connected in series and both cabs must be in ON position to work from any Cab.

4 Insert and turn ON the BL Key in 'Active Cab' only.

Do not insert and turn ON BL key in "Inactive Cab".

5 Keep Run/Isolate switch in RUN position at both Cabs for normal working.

Do not keep Run/Isolate switch in ISOLATE position in "Inactive Cab". It must be in Run position in both Cab for normal working.

6 Keep MU Eng. Stop in Run position (green portion inside) at both Cabs before Cranking the Engine. Since both Cabs MU Eng. Stop buttons are connected in parallel.

Do not keep MU Eng. Stop in Stop position in any cabin while cranking the engine. To shutdown the engine, user can shutdown from any Cab.

7 Keep LEAD/TRAIL switch in LEAD position in "Active Cab" control console.

Do not keep LEAD/TRAIL switch in LEAD position in "Inactive Cab" control console.

8 Keep always TELM and RAPB toggle switches in normal position in both Cabs unless and until required.

Do not keep TELM and RAPB toggle switches in ENABLE position in any Cab unless and until required.


9 Make a habit to check the TM CUTOUT status on TFT Display Unit, while taking over charge.

Do not start locomotive without ensuring the TM CUTOUT status on TFT display unit as per previous Driver Log Book entry.

10 Put OFF the ENG.RUN and GEN. Field switches in Inactive Cab.

Do not put ON the ENG. RUN and GEN. Field switches in Inactive Cab.

11 Apply loco brakes through Independent Brake Handle and ensure Brake Cylinder Pressure >1.8kg/cm2 to avoid Alerter Penalty Brake application while the train is stabled condition.

Do not release loco brakes while loco is stabled condition to avoid Alerter penalty brake application.

12 While cranking locomotive from any cab, keep Run/Isolate switch in isolate position at least in one Cab.

While Cranking the Locomotive Do not keep Run/Isolate switches in Run position at both Cabs.

13 When the engine speed increases for Compressor operation, Ensure no air leakages on Engine and Formation.

Do not Notch up beyond 5th for MR pressure build up without load. Automatically Engine speed increase to TH4 when MR pressure drops < 8 kg/ cm2.

14 Press Alerter Reset button when the Alerter light flashes or Audio bell sounds to avoid penalty Brake application from Active Cab only.

Do not Disable the Alerter system unless and until the system is malfunctioning. Do not Try to reset the Alerter / VCD from "Inactive Cab", Alerter/VCD does not reset from "Inactive Cab".

15 While re-cycling Computer Control Circuit Breaker, keep Reverser Handle center, TH Idle, Isolation switch in isolate position in "Active Cab".

Do not re-cycle Computer Control Circuit Breaker When the Reverser in a Direction, Isolation switch in Run position and TH in Notch 1-8 or DB mode.

If you have any suggestions and any specific comments, please write to us. Contact person : Director (Mech.) Postal address : Indian Railways, Centre for Advanced Maintenance Technology, Maharajpur, Gwalior. Pin code - 474 0050 Phone : 0751- 470890, 0751-2470803 Fax : 0751- 2470841

To upgrade maintenance technologies and methodologies and achieve improvement in productivity and performance of all Railway assets and man power which inter-alia would cover reliability, availability, utilization and efficiency?

OUR OBJECTIVE

Documents

Draft- Hand Book On Dual Cab (WDP4D) Locomotives ......IRCAMTECH/M/GWL/Dual cab 6 Contents S.No. Description Page No. 91 Introduction 2.0 D Dual Cab Loco (WDP4D) 152.1 What is Dual