(Govt. of India) (Ministry of Railways) Hand Book On Dual Cab (WDP4D) Locomotives (Medha Make Traction System) (For official use only) IRCAMTECH/M/GWL/16-17/Dual Cab October 2016 MAHARAJPUR, GWALIOR – 474005 egkjktiqj, Xokfy;j & 474005
IRCAMTECH/M/GWL/Dual cab 2 Hand Book On Dual Cab (WDP4D) Locomotives (Medha Make Traction System)
IRCAMTECH/M/GWL/Dual cab 3 FOREWORD The Hand book of Dual Cab has been prepared by CAMTECH for loco running as well as Diesel shed maintenance staff. The failure of Dual cab locomotive has a great impact on the reliability of the diesel locomotives. Due to various modifications and alterations, in existing WDP4 Locomotive there is only one driver cabin has now being upgraded to Dual cab (WDP4D) Locomotive with some additional features. I hope that this Hand book will definitely enhance the knowledge of concerned staff to do faster restoration of troubles pertaining to Dual cab (WDP4D) Locomotive while working on line. October- 2016 (A.R.Tupe) EXECUTIVE DIRECTOR CAMTECH/GWALIOR
IRCAMTECH/M/GWL/Dual cab 4 PREFACE Dual cab (WDP4D) Locomotive is the vital part of diesel electric locomotives. Existing WDP4 Locomotive has now been upgraded to Dual cab (WDP4D) Locomotive with additional features. Knowledge of new Dual cab (WDP4D) Locomotive is necessary to running/maintenance staff to ensure reliability and availability of locomotives in sheds as well as on line. The purpose of this book is to enhance knowledge and competence of loco pilots in dealing with the problems of Dual cab (WDP4D) Locomotive. This book will be useful to the maintenance staff and loco inspectors also for counseling running staff about Dual cab (WDP4D) Locomotive It is clarified that this Hand book does not supersede any existing procedures and practices laid down in the maintenance instructions issued by manufacturers or by RDSO/LKO. October-2016 (K.P.Yadav) Director/Mech CAMTECH/ Gwalior
IRCAMTECH/M/GWL/Dual cab 5 CORRECTION SLIPS The correction slips to be issued in future for this handbook will be numbered as follows: IRCAMTECH/M/GWL/16-17/Dual Cab-II/1.0/. # XX date -- ----------- Where “XX” is the serial number of the concerned correction slip (starting from 01 onwards). CORRECTION SLIPS ISSUED No. of Date of issue Page No. and Remarks Slip Item no. Modified
IRCAMTECH/M/GWL/Dual cab 6 Contents S.No. Description Page No. 1 Introduction 9 15 2.0 Dual Cab Loco (WDP4D) 1.5 15 2.1 What is Dual Cab Loco (WDP4D) 16 2.2 General Technical Information of WDP4D 16 2. 3 17 Major Assemblies of DUAL CAB(WDP4D) 21 2.3.1 Locomotive 25 25 Electrical Control Cabinet #1 26 27 2.3.1(A) Circuit Breaker Panel on ECC#1 in CAB-1 28 29 2.3.1(B) Engine Control Panel of ECC # 1 30 30 2.3.1(C) Test Panel in ECC#1 33 2.3.2 Electrical Control Cabinet #2 37 37 2.3.3 Electrical Control Cabinet #3 2.3.4 Electrical Control Cabinet #4 2.3.4(A) Circuit Breaker Panel on ECC#4 in CAB-2 2.3.4(B) Engine Control Panel of ECC #4 2. 3.5 Traction Control Cabinet TCC (MCP 463) 2.3.6 Control Console 2.3.7 Control and Operating Switch Panel In CAB-1&2 3 Speedometer 4 Tractive Effort /Dynamic Brake Effort Meter
IRCAMTECH/M/GWL/Dual cab 7 5 Starting Fuse And Battery Knife Switch Box 38 6 Preparation for Service 39 6.1 Ground Inspection 39 6.2 Engine Room Inspection 39 6.3 Starting Fuse And Battery Box Inspection 40 6.4 Circuit Breaker Panel Inspection On Dual Cab 40 41 Locomotive 41 6.5 Control Consoles 42 46 6.6 Air Brake Equipment 46 46 7 Engine Starting Procedure of Dual Cab 47 Locomotive 48 48 8 Setting Locomotive On Line 50 51 9 Precautions Before Moving Locomotive 67 68 10 Handling Light Locomotive 73 11 Coupling Locomotive Together 12 Double Heading Service 13 Engine Stopping Procedure 14 Cab Selection or Cab Changing Procedure From One Cab to Another Cab 15 TFT LCD Display 16 Advantages and Salient Features of Dual Cab Locomotives 17 CREW Messages List 18 Some Important Crew Messages
IRCAMTECH/M/GWL/Dual cab 8 19 General Safety Precautions 75 20 Do’s And Do Not’s 78
IRCAMTECH/M/GWL/Dual cab 9 1. Introduction WDP4D Diesel Electric locomotive of Indian Railways are driven by 3-phase AC Traction Motors, employing AC-DC- AC power transmission system. Medha Servo Drives Pvt. Ltd. has designed and developed the AC-AC traction system type MAS 696D suitable to the above locomotives delivering up to 4500 HP. Diesel Engine drives the main generator assembly. The main generator assembly has two Alternators which are Traction Alternator (MAIN ALT.) and Companion Alternator. The main alternator converts the Diesel Engine mechanical power into 3-Ø AC electrical power. The Alternator two winding (left bank and right bank) outputs are connected to two air cooled Rectifier Assemblies consists of high voltage, high current Silicon diodes with fuses in 3-Ø Full Wave Rectifier circuit which are internal parts of TA-17-CA-6B of main generator assembly. The 3-Ø AC power is converted into DC power by Rectifier Assembly. The two rectifier outputs are connected in series across the DC LINK. Rectified DC power supply is applied to DC LINK. When DCL switch gears are close, the DC voltage applied to IGBT based Traction Inverters. Each Traction Inverter has separate control module in the Traction Computer. The Traction Computer monitors Traction Motor speed, Temperature, Voltage and Current feedbacks for controlling the IGBTs to maintain required Torques according to command received from Locomotive Control Computer. Traction inverters main role is to control the 3-Ø induction motors. Traction Inverters convert the DC power into 3-Ø AC power of variable voltage, variable frequency using IGBT based technology. In TCC, six DC Link switch gears
IRCAMTECH/M/GWL/Dual cab 10 are provided to provide DC power to six Traction Inverters, which are controlled by Locomotive Control Computer (LCC) as shown in figure. Traction Control cabinet consists of six Traction Computers, six DCL switch gears, six IGBT based Inverters, DC link capacitors, Brake Chopper and Crow bar circuit. Based on the inputs received from Locomotive Computer and analog feedback from traction motors, the Traction inverter converts the DC power into 3-Ø AC power for the Traction motors. LCC receives the operator request as digital inputs and analog signals from different sensors and sends request to the Traction computer for converting required amount of power during Motoring and Dynamic Braking modes. The term TCC refers to an Electrical device that converts DC power into 3-Ø AC power during Monitoring and 3-Ø AC power in to DC power during Dynamic Brake. Fig: Block Diagram of Locomotive Control System Traction Motors are 3-Ø AC Induction Motors. 3-Ø AC power from Inverters are fed to the Traction Motors which
IRCAMTECH/M/GWL/Dual cab 11 are mounted on the Trucks, each Traction Motor geared with a pair of wheels with the gear ratio 17:90 (MAC loco) for Goods service and 17:77 (PAC loco) for passenger service. The Traction Motors convert the electrical power into mechanical power to move locomotive. 1.1 Auxiliary Generator:- Auxiliary Generator is driven by the Diesel Engine gear train at three times of engine speed. Its field winding current is controlled by LCC through AG PWM module. AC power from Auxiliary Generator is supplied to an external 3-Ø Full Wave Rectifier i.e., Battery Charging assembly, the Battery Charging assembly is converted to 74V DC power for Companion Alternator field, control system operation and Locomotive Battery charging. The Auxiliary Generator also supplies 74V DC power for Fuel Pump Motor, Turbo lube oil Pump circuits, Locomotive lighting and other miscellaneous equipments. 1.2 Companion Alternator Companion Alternator is directly coupled to Traction Alternator within the main generator housing. Companion Alternator is physically connected but Electrically independent of the Traction Alternator. Companion Alternator consists of 16 field poles on the same rotor back to main generator field poles. The rotating CA field poles receive low voltage current from Auxiliary Generator through a pair of slip rings adjacent to the Main Alternator slip rings. CA produces 3-Ø, 45V - 230V AC supply to excite Main Alternator field through SCR assembly and power is fed to the Radiator Fans 1&2, Inertial Blower motor, Traction Inverter Blowers. 1.3 Alerter / VCD System
IRCAMTECH/M/GWL/Dual cab 12 The Alerter indicator light is mounted on the control console in both the cabs. Alerter reset push button is mounted on the control console desktop surface in both the Cabs. The Audible Alarm is mounted on both ECC#1 and ECC#4 Engine control panels. Alerter system is enabled/disabled through TFT Display Unit menu selection. When locomotive brakes are released, the Alerter system requests an acknowledgment from the operator time to time. If acknowledgment is not received from Active Cab within 60 seconds, the Locomotive Control Computer drives a Digital Output DOP 43 ALT LT to flash the Alerter light for 8 seconds in both the cabs. After lapse of 8 seconds, it drives one more Digital Output DOP 44 ALT BEL to provide an audio alarm sounds for 8 seconds. If still the Alerter request is not acknowledged, while the Alerter light flashes or Alerter alarm sounds, the alarm stops sounding and penalty brakes are applied for 34 seconds or until Locomotives speed drops to zero, which ever occurs later. Then the penalty brake application must be reset before resuming normal operation of train. One must follow Railway rules and operating practices regarding use of Alerter Equipment. Pressing either Alerter reset button from Active Cab while the Alerter light is flashing or the Alerter Alarm is sounding, resets the acknowledgment request timing cycles. Usage of Automatic Brake handle resets the timing cycle. In addition, movement of the Throttle Handle, Independent Brake handle or Dynamic Brake handle also resets the timing cycle as well as pressing the HORN or SAND button. 1.4 Auto Emergency Brake System
IRCAMTECH/M/GWL/Dual cab 13 While traveling through a terrain with a considerable large down-gradient, speed of the train needs to be kept under control. The AEB system does not allow to enter in uncontrollable speed zone. Indian Railways have studied and defined optimum speeds for every section. There is always a chance that a manually controlled locomotive may exceed the section speed limit. This in turn may cause for major accidents / loss / damage. To avoid this, Indian Railways incorporated a system is called \"Auto Emergency Brake System\" which by default initiates braking in the event of train / loco crossing the permissible set speed. The system developed by M/S Medha Servo Drives Pvt Ltd. has the AEB feature implemented on WDP4D locomotives. This feature can be enabled or disabled through switch on the ECC#1 Engine Control Panel in Cab-1 and ECC#4 Engine Control Panel in Cab-2. 1.5 Blended Brake System MAS696D system locomotives are equipped with Blended Brake feature. It simultaneously applies Dynamic Braking and Air Braking, when the loco pilot operates the Automatic Air brake handle in the service zone. The KNORR CCB Air Brake system controls the Air brake on the locomotives and cars coupled in train, and request some amount of Dynamic Braking from LCC for blended brake operation. This feature can be disabled or enabled in both CABs through Blended Brake Cutout slide switch which is provided on Engine Control panel. 1.6 Manual TE Limiting To avoid stress on weak bridges, when locomotive is traversing them, a manual TE Limiting option is developed to enable the operator to limit the Tractive Effort through switch mounted on Engine control panel. The position of the switch indicates to Railroad personnel
IRCAMTECH/M/GWL/Dual cab 14 that the feature has been turned ON. active. The tractive effort limit may be imposed by train line input from another locomotive equipped with this feature via the TEL relay. Manual TE Limit switch is provided in both the Cabs on Engine Control Panel. 1.7 Auto Flasher Auto flasher lights are applied automatically whenever Emergency / Penalty brake application taken place, as indicated by the 'Loss of PCS' through the PCR relay dropping by Computer Controlled Brake (CCB) system. The flasher can still be turned ON manually so that if the operator has an emergency, that did not drop PCS.
IRCAMTECH/M/GWL/Dual cab 15 2.0 Dual Cab Loco (WDP4D) 2.1 What is Dual Cab Loco (WDP4D): - WDP4D locomotive has two driver cabins with one control console of each cabin. SH side cabin is named as CAB#1, LH cabin is named as CAB#2. The Dual cab Locomotive control is based on BL Key concept of Electric Locomotives. Each CAB will have a BL Key .The Cab in which, BL key is inserted and turned to 'ON', is called Active CAB other one Inactive cab. The Locomotive can be operated from Active CAB only. Better visibility to loco pilot, while driving as he can drive from both the cabs. All the information required for running the locomotive is available on the TFT LCD display which is in front of loco pilot and assistant loco pilot in both cabs. Similar arrangement of controls in both cabs for easier operation of locomotives. Additional controls given to Assistant loco pilot such as Horns, Emergency brake valve for better control of locomotive. 2.2 General Technical Information of WDP4D :- 1. Wheel arrangement-Co-Co . 2. Gauge-1676 mm. 3. Axle load 20.5 ton. 4. Weight -123 ton. 5. Overall length-23m. 6. Wheel Diameter 1092 mm.
IRCAMTECH/M/GWL/Dual cab 16 7. Gear ratio 77:17. 8. Maximum speed -135 kmph. 9. Diesel Engine Type -16-710G3B. 10. HP -4500. 11. Engine RPM -954. 12. Max. Tractive Effort -41 ton . 13. Brakes- Electronic air brake system (KNORR-NYAB- CCB). 14. Fuel Tank capacity -5000 litters 15. Locomotive control- Micro-processor Control. 2.3 Major Assemblies of DUAL CAB (WDP4D) Locomotive: 2.3.1 Electrical Control Cabinet #1:- The electrical control cabinet #1, houses some of the electrical and electronic equipment needed to power and control the locomotive same as WDP4 / WDG4 locomotive but following changes are implemented for Dual CAB purpose. • VFD Display removed: - In place of that, 2 TFT displays provided in each control console. • BL key switch added: - BL key logic implemented as same as Electric loco. • TB's replaced with CPC connectors for ECC#1 to TCC connections and extra CPC's added for CAB#2 connections. ECC#1Equipment (Loco Pilot Accessible) 1. Circuit Breaker Panel in ECC#1. 2. Engine Control Panel in ECC#1. 3. Ground Relay Cut out switch in ECC#1 and Test panel in ECC#1. ECC#1 Internal Equipment (Loco Pilot Not Accessible) 1. Main Control Panel (High voltage area, Resistors etc.) 2. Locomotive Control Computer MLC 691. 3. ADB 1,2,3,4 and FDB. 4. Four braking Contactors (B1, B2, B3, B4) 5. Silicon Control Rectifier (SCR) Assembly
IRCAMTECH/M/GWL/Dual cab 17 ECC #1(MCP-460D) FOR WDP4D 2.3.1(A) Circuit Breaker Panel on ECC#1 in CAB-1 ECC#1 cabinet Circuit Breaker panel has approximately 33 Circuit Breakers as shown in figure that are used in the control and protection of Diesel Engine and Electrical systems. These Breakers can operated as switches but trip open when an over load or short circuit occurs. 1. LIGHTS Circuit Breaker: This 30A Circuit Breaker must be switched ON (liver up) to power the switches that control locomotive lights. 2. HDLTS Breaker: This 35A Circuit Breaker provides power and protection to the cab end and hood end Head Light circuits.
IRCAMTECH/M/GWL/Dual cab 18 Circuit Breaker Panel 3. CAB FANS Circuit Breaker: This 30A Circuit Breaker provides power and protection for Cab Air circulating fan motors and their control circuits.
IRCAMTECH/M/GWL/Dual cab 19 4. AIR DRYER Circuit Breaker: This 15A Circuit Breaker provides power and protection to the main Reservoir Air Filter Dryer and associated circuit. 5. AC CONTROL Circuit Breaker: This 15A Circuit Breaker provides CA power supply to ZCD circuit to detect zero crossing and control excitation for Main Alternator. 6. CONTROL Circuit Breaker: This 40A Circuit Breaker sets up the Fuel Pump and control circuits for engine starting. It supplies Battery Power through battery knife switch before engine starts. Once the engine is running, the Auxiliary Generator supplies power through this breaker to main operating control. 7. LOCAL CONTROL Circuit Breaker: This 30A Circuit Breaker establishes local control with power from the locomotive battery or Auxiliary Generator to operate heavy duty switch gear, Magnetic valves, contactors , Blowers and Relays etc. 8. FILTER BWR MTR Circuit Breaker: This 30A circuit Breaker protects the inertial Filter Blower Motor circuit. Note : If Filter Blower Motor breaker trips, continue loco operation to the nearest maintenance point, and attend 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.
IRCAMTECH/M/GWL/Dual cab 20 12. TURBO Circuit Breaker: This 30A circuit breaker provides power and protection to the turbo lube pump motor. It must be switched ON before engine starting for pre lube and after engine shutdown to remove residual heat from the Turbo bearings. If the engine is running and this breaker is OFF the TURBO CIRCUIT BREAKER IS NOT CLOSED message appears on the display. 13. COMPUTER CONTROL Circuit Breaker: This 15A Circuit Breaker powers & protects Locomotive Control Computer operating power supply. Computer Control CB Cab-1 and Computer Control CB Cab-2 are connected in series and these two CBs must be ON for working from any Cab. 14. MICRO AIR BRAKE Circuit Breaker: This 15A circuit breaker provides operating power to the KNORR Air Brake system and the Air Brake system cooling fans. Micro Air Brake CB Cab-1 and Micro Air Brake CB Cab-2 are connected in series and these two CBs must be ON for working from any Cab. 15. DCL1 to DCL6 Circuit Breakers: This 3A circuit Breaker protects the DC LINK isolation switch motor and control circuits. A safety guard over the Breaker lever helps to prevent ccidental operation. Six DCL Circuit Breakers are provided for individual DCL Isolation switch Motor control. 16. TC1 COMPUTER TO TC6 COMPUTER Circuit Breakers: This 5A Circuit Breaker provides power and protection to Traction Computer#1 to #6 and associated circuits. A safety guard CB's are provided on this to prevent accidental CB operation. 17. GENERATOR FIELD Circuit Breaker: This 90A Circuit Breaker protects the Traction Alternator Field circuit. The Companion Alternator supplies the Traction Alternator Field Excitation current through Silicon Controlled Rectifiers. GEN. FLD. breaker protects SCRs, Traction Alternator, Companion Alternator and other associated circuitry. If TA field
IRCAMTECH/M/GWL/Dual cab 21 current over load occurs, the Breaker trips and the locomotive computer displays the Crew Message “Main Gen. Field Circuit Breaker is tripped under load”. A Gen. Fld. CB Cab- 1 and Gen. Fld. CB Cab-2 are connected in parallel. This Circuit Breaker must be ON n Active Cab and must be OFF in Inactive Cab. 18. TCC BLOWER 1 to TCC BLOWER 6 Circuit Breakers: This 30A Circuit Breaker protects the TC Blower Booster, Inverter, Motor and associated circuitry. 19. GROUND CUTOUT Switch: This toggle switch, when open, disconnects ground protection sensors (Ground Leakage Current sensors PGND MG, PGNDPI+VE, PGNDPI-VE) from locomotive electrical circuits for maintenance inspection or trouble shooting. When this switch is open, the LCC prevents TA excitation. This switch normally locked in the closed position by a pin that is safety-wired to bracket. This setting arms the ground fault protection. 2.3.1(B) Engine Control Panel of ECC # 1:- ECP has following equipments as shown in figure. Control Panel in Cab – 1
IRCAMTECH/M/GWL/Dual cab 22 1. ISOLATION Switch: This Rotary switch has two settings: START/STOP/ISOLATE are in ONE position. RUN is in SECOND position. In Dual cab locomotives, this Run/Isolate switch is provided in both cabs. In any cab, if the switch is kept in Isolate position, locomotive is isolated and braking contactors pick up and DC Link voltage discharges. START/STOP/ISOLATE: In this position system allows the Diesel Engine to START. It doesn’t develop power or respond to throttle control signals. Engine runs at IDLE speed regardless of Throttle Handle setting, except for engine speed increases for compressor operation, low Engine temperature, turbo cool down cycle. RUN: In this position locomotive responds to (Throttle handle setting changes) Digital Inputs from operator (local/train line) and develops POWER in normal operation. 2. DYNAMIC BRAKE CUT IN/CUT OUT Switch: This switch has two positions as CUT IN and CUT OUT. If this slide switch is set in cut out (slider down), locomotive does not operate in Dynamic Brake mode. Locomotive operates in power with normal Air Braking and other loco in tandem does also effect. Cutting out Dynamic Braking on selected loco in tandem limits total Dynamic Brake effort. Cutting out Dynamic Brake does not effect normal power operation and does not effect the Air Brake system. This lever of this switch is normally safety wired in the CUT IN (lever up) setting to prevent accidental Dynamic Brake CUT OUT. This Cut out switch is provided on ECC#1 Engine Control Panel only and is not provided on ECC#4 Engine Control Panel. 3. BLENDED BRAKE CUT IN / CUT OUT Switch: When this slider switch is set in CUT OUT (slider down) position, locomotive does not operate in Blended Brake mode when the operator moves the Automatic Brake Handle in to the
IRCAMTECH/M/GWL/Dual cab 23 service application zone. Normal Air Brake applies on the locomotive dynamic braking is still available when the controller throttle/dynamic braking handle is moved in the Dynamic Braking Zone. This Cut out Switch is provided on ECC#1 Engine Control Panel only and is not provided on ECC#4 Engine Control Panel. 4. EXTERIOR LIGHTS Switch: This slide switch provides ON/OFF control of the fuel filler lights on both sides of the locomotive. With the slider in the ON position, Power is supplied to these lights, provided that the battery knife switch is closed and LIGHTS Breaker is ON in Cab-1. 5. MAINTENANCE R O O M LIGHTS Switch: This slide switch provides ON/OFF control of the engine room maintenance lights. With the slider in the ON setting, power is supplied to these lights provided that the battery knife switch is closed and maintenance lights switch is ON. This maintenance room lights switch is provided in cab-1 only. 6. EMERGENCY FUEL CUTOFF & ENGINE STOP Switch: When this switch is pressed for approximately 0.5 seconds, red push button. It requests Locomotive Computer to stop Diesel engine. The push button need not be held in until engine stops. However, pushing button for 0.5 second ensures that the computer recognizes the switch actuation as a proper shutdown request. One more additional EFCO/Eng. Stop switch is provided on ECC#4 Engine Control panel in cab-2. 7. FP / ES (Fuel Prime & Engine Start switch) In this locomotive, FP/ES is provided in both cabs in parallel. If any switch is kept in Prime position, MCC gets prime input and run the Fuel Pump motor. When this switch is kept in Start position, MCC gets start input and pick & up the STA contactor for cranking the Engine. From any cab loco can be cranked. 8. BATTERY AMMETER: This Analog meter indicates the locomotive batteries Charging / Discharging rate. It does not
IRCAMTECH/M/GWL/Dual cab 24 indicate Auxiliary Generator output or engine cranking current during start-up. This Battery Ammeter is provided in cab-1 only. 9. CLASSIFICATION LIGHTS Switch: This Rotary switch has three settings LONG HOOD FORWARD, OFF and CAB END FORWARD. In Dual Cab locomotives, it is provided in both cabs. If in cab-1, if this switch is kept in cCab End Forward (cab-1 end) position cab-1 side white lights and cab-2 side red lights become ON. In cab-2, this switch is kept in cab End Forward (Cab-2 end) position, the cab-2 side white lights and cab-1 side red lights become ON. 10. ALERTER ALARM: Alerter Alarm sounds, If the loco pilot has not acknowledged the flashing of the console Alerter indicate lights for 8 seconds. When the Alerter sounds the loco pilot must acknowledge it within the next 8 seconds to avoid a penalty brake application. 11. RAPB: Restricted Air penalty Brake switch provided on Engine Control Panel to enable the AEB system. 12. TELM SW: Tractive Effort Limit switch provided on Engine Control Panel to enable the Tractive Effort Limit while working on Weak/Lengthy Bridges. 13. BL Key: This BL key is provided in both cabs. BL key is a Master Handle for cab selection in Dual cab locomotive. BL key is a ten pole switch. It is mounted on ECC#1 in cab-1 and ECC#4 in cab-2 on Engine control panel. BL key has two positions, OFF and ON. BL key handle is allowed to insert and remove in OFF position only. Where the BL key is inserted and kept in ON position that is called Active Cab. If BL key is removed in both babs, it is treated as locomotive isolated. If BL key is inserted and turned ON in both cabs is also treated as locomotive isolate.
IRCAMTECH/M/GWL/Dual cab 25 BL key interlock is provided for following circuits. So without BL key in ON position, following operations are not possible: Alerter Reset push button Input RAPB/AEB switch Enable Input TE Limit switch Enable Input GF request Input Horn push button Input(for event recorded data) Throttle and Reverser handle Inputs Manual Sand switch Input 2.3.1(C).Test Panel in ECC#1 Test panel jacks are provided on Circuit Breaker panel to conveniently check the following voltages by Maintenance staff: 1. Main Generator (Traction Alternator) Field voltage 2. Companion Alternator Output voltage 3 Phase AC 3. Load Regulator voltage 4. Loco Battery voltage (BP-BN) 2.3.2 Electrical Control Cabinet #2 : ECC#2 contains starting motor circuit(contactor STA & ST) and Battery charging circuit same as WDP4 / WDG4 locomotive, there is no change in ECC#2 for Dual CAB purpose. ECC#2 Equipment (Loco Pilot Accessible) 1.Auxiliary Generator (250 A) CB in ECC#2. ECC#2 Internal Equipment (Loco Pilot Not Accessible) 1.Battery Charging Assembly(BCA) 2.ST &STA contactors. 3.TB 61A &TB 62A
IRCAMTECH/M/GWL/Dual cab 26 ECC#2 2.3.3 Electrical Control Cabinet #3:- ECC#3 contains 2 Radiator fan control circuits same as WDP4 / WDG4 locomotive. 823C connector is removed. 823C Connector removed (Dummy) 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.
IRCAMTECH/M/GWL/Dual cab 27 2. TBs 83A, 83B, 83C. 3. MRPT (Main Reservoir Pressure Transducer) 4. Connectors 823A, 823B, 823C, 823D, 833A, 833B, 833C, and 833D ECC#3 Internal View 2.3.4 Electrical Control Cabinet #4 : Provided in CAB-2 ECC#4
IRCAMTECH/M/GWL/Dual cab 28 ECC#4 Equipment (Loco Pilot Accessible) 1. Circuit Breaker Panel in ECC#4. 2. Engine Control Panel in ECC#4. 3. Ground Relay Cut out switch in ECC#4. 2.3.4. (A) Circuit Breaker Panel on ECC#4 in CAB-2 From Cab-1 following CBs are duplicated and mounted in Cab- 2: 1. Computer Control Circuit Breaker: This CB is provided in both cabs and connected in series with cab-1 CB. For normal working of both cabs, CBs must be in 'ON'. LCC can restart from any cab. 2. Micro Air Brake Circuit Breaker: This CB is provided in both cabs and connected in series with cab-1 CB. For normal working of both cabs, CBs must be in 'ON'. Air Brake Computer (CCB) can restart from any cab. 3. Generator Field Circuit Breaker: This CB is provided in both cabs and connected in parallel with cab-1 CB. For normal working, set the Generator Field CB in 'ON' in active cab and set this CB in 'OFF' in inactive cab. 4. Cab Lights and Fans Circuit Breaker: One additional Circuit Breaker is provided for cab-2 lights and fans only. Maintenance lights and engine room lights work with cab-1 lights CB. 5. GRNT CO SWITCH: This switch is provided in both cabs in series. Both switches must be closed (liver up) to enable the ground protection
IRCAMTECH/M/GWL/Dual cab 29 Circuit Breaker Panel on ECC#4 in CAB-2 2.3.4(B) Engine Control Panel of ECC #4 Following items are duplicated from cab-1 and mounted in cab-2. ECC#4 Engine Control panel items operation and functions are similar to cab-1 Engine Control panel. Run / Isolation Switch Fuel Prime / Eng. Start Switch Classification Lights Switch Emergency Fuel Cut off & Eng. Stop BL Key Alerter Alarm RAPB & TELM Switches
IRCAMTECH/M/GWL/Dual cab 30 Engine Control Panel in Cab - 2 2.3.5. Traction Control Cabinet TCC (MCP 463): TCC contains electrical and electronic equipment needed to power and control the traction motors. Same as WDP4 / WDG4 locomotive, there is no change in TCC for Dual Cab purpose. Harness cables from ECC#1 to TCC changed. 2.3.6 Control Console: Each cab has one Control Console as Cab-1 Control Console and Cab-2 Control Console. Operation point of view both are identical. Two TFT displays are provided on each Control Console, one for Loco-pilot and other one for Assistant Loco-pilot. Top of the control desk is flat surface closest to the loco pilot when seated at the control console as shown in figure.
IRCAMTECH/M/GWL/Dual cab 31 Control Console Each CAB Control console has the following items: 1. Alerter Light 2. Alerter Reset Push Button 3. AEB Reset Push Button 4. Attendant call Push Button 5. Control & FP switch 6. Dy. Brake Circuit Breaker 7. Eng. Run switch 8. Gen. Fld. Switch 9. Horn Push Buttons 10. Head Light Rotary switches 11. Manual Sand switch 12. Manual Flasher Light switch 13. MU Eng. Stop 14. TFT Displays Alerter Light Alerter Light is provided in both the Cabs. Whenever T-0 Cycle (60 sec.) is completed, Computer drives a Digital output to the Alerter light for alertness the operator. Both Cabs Alerter Lights will blink at a time but Alerter Reset is possible from Active Cab only.
IRCAMTECH/M/GWL/Dual cab 32 Alerter Reset Push Button Alerter Reset Push Button is provided in both the Cabs. This Reset option is interlocked through BL Key, where ever the BL Key is inserted and kept in ON position from that Cab only possible to reset the Alerter cycle. From Inactive Cab it will not reset. AEB Reset Push Button AEB reset push button is provided in both the Cabs. This Reset option is interlocked through BL Key, where ever the BL Key is inserted and kept in ON position from that Cab only possible to reset the AEB. From Inactive Cab it will not reset. Attendant Call Push Button Attendant Call push button is provided in both the Cabs in parallel. In any Cab if it is pressed the Alarm gang will ring and Computer will get one Train line 2 (Alarm) Input. Control & FP switch Cont. & FP switch is provided in both the Cabs in parallel. In the Active Cab this switch must be in ON, then only the important circuits which are connected through BL Key will get power supply. Dynamic Brake Circuit Breaker Dynamic Brake Circuit Breaker is provided in both the Cabs in parallel. In the Active Cab this switch must be in ON, then only the MCC gets TL24 Analog Input. Engine Run Switch Engine Run switch is provided in both the Cabs in parallel. In the Active Cab this switch must be in ON, then only the MCC will get Train line 16 (Eng. Run) Input. In the Inactive Cab this switch must be in OFF.
IRCAMTECH/M/GWL/Dual cab 33 Gen. Fld. Switch Gen. Fle. Switch is provided in both the Cabs in parallel. In the Active Cab this switch must be ON, then only the MCC will get Train line 6 (GF request) Input. Horn Push Button Horn push buttons are provided in both the Cabs. Each Cab is having four switches two for LP and two fro ALP. In any Cab Horns will work but Horn Digital Input for “Event Recorder data logging” will get from Active Cab only. Headlight Rotary switch Headlight Rotary switches are provided in both the Cabs. In each Cab have two Rotary switches one is for Cab-1 end Headlights and another two switches for Cab-2 end Headlights. Note: Headlights Circuit Breaker is provided only in Cab-1, it must be in ON for working from any Cab. Manual Sand Switch Manual Sand switch is provided in both the Cabs. This switch is interlocked through BL Key so from Active Cab only Manual sanders request Train line 23 (Mnsw<) Input will go to Computer. Manual Flasher Light switches Manual Flasher Light switches are provided in both the Cab. In each Cab two switches are provided on Control Console. From any Cab Flasher Lights can made ON. 2.37. Control and Operating Switch Panel in CAB-1&2: Control and Operating Switch panel which is shown in figure consists of Engine Run, Control & Fuel Pump, Generator Field slide switches and Dynamic Brake Control Circuit Breaker,
IRCAMTECH/M/GWL/Dual cab 34 which are mounted in both the Cabs on Control console just beside the Display Unit. Operating Switch Panel in CAB-1&2 1. ENGINE RUN SWITCH: The Engine Run switch is provided in both cabs and are connected in parallel. Set this switch in ON position on Control and Operating Switch Panel in Active Cab, it should be OFF in the Inactive Cab. The switch is ON, when its slider is up. When the Engine Run switch is ON, the Locomotive control system controls the Diesel Engine speed according to Throttle Position. When the Engine Run switch is OFF (slider down) Engine speed does not respond to Throttle Handle position, except during Load Test Mode. Note: During MU operation, keep the switch in ON position in Active Cab only. If the locomotive is in LEAD, set this switch to OFF in both cabs. If the locomotive is in TRAIL or if it has to be moved as dead. 2. GENERATOR FIELD SWITCH: This switch is provided in both cabs and are connected in parallel. Keep the switch in ON position in Active Cab and should be OFF in the Inactive cab. This switch is 'ON' when its slider is up and switch is 'OFF' when slider is down.
IRCAMTECH/M/GWL/Dual cab 35 In WDP4D locomotives main generator output power is fed to Traction Inverters which in turns energizes the Traction Motors. In Active Cab, Gen. Field switch must be 'ON' to enable Traction Inverters to power the Traction Motors. If Gen. Field switch is 'OFF', Traction Alternator excitation still continue to produce DC Link output. But the Traction Inverters stop the operation of AC power to the Traction Motors. This switch is train lined. Note: During MU operation, keep the switch in 'ON' position in Active Cab only, if the Locomotive is in LEAD. Keep the switch 'OFF' in both Cabs, If locomotive is in TRAIL or if it is to be moved as dead 3. CONTROL & FP SWITCH: The Control & FP switch is provided in both cabs and are connected in parallel. Keep the switch in 'ON' position in Active Cab and should be OFF in the “Inactive Cab”. The switch is ON when its slider is up. When CONT&FP switch is ON, it provides power to Low Voltage control circuit and enables the Loco computer to pickup Fuel Pump Control Relay FPR and enables Diesel Engine starting. Note: During MU operation, set this switch in 'ON' position on Control and Operating Switch Panel in Active Cab only, if the Locomotive is to LEAD in tandem. Set this switch 'OFF' in both Cabs, if the Locomotive is to TRAIL in tandem or if it is to be sent as dead in tandem. 4. DYNAMIC BRAKE CONTROL CB: This Circuit Breaker is provided in both Cabs and connected in parallel. Circuit breaker protects against a faulty operating or test setup. The circuit breaker should be in 'ON' (up) position in both cabs for normal operation. A tripped circuit breaker generally indicates that, during dynamic brake testing, more than one dynamic brake handle in a consist is out of OFF position. The safety
IRCAMTECH/M/GWL/Dual cab 36 guard covering for this breaker lever prevents accidental switching of breaker to ON or OFF position.
IRCAMTECH/M/GWL/Dual cab 37 3. Speedometer Analog Speedometer is mounted on both control console instrument panels. This speedometer receives analog signals from LCC, which are based on TM speed sensors signals or from RADAR. The speedometer scale ranges from 0 to 180 KMPH as shown in figure. Fig : Analog Speedometer 4. Tractive Effort / Dynamic Brake Effort Meter TE/ BE meter is mounted on both control console instrument panels just to the right side of speedometer. This meter indicates the sum of all active traction motors torque. When locomotive is not in Power mode or Dynamic Brake mode, meter pointer shows to null (indicates zero) as shown in figure . When the locomotive is in power mode, pointer moves clockwise for Tractive Effort and when the locomotive is in Dynamic Brake mode, pointer moves counter clockwise for Dynamic Braking Effort. Tractive Effort meter scale ranges from 0 to 550 KN (Kilo Newtons) and Dynamic Brake effort scale ranges from 0 to 300 KN. This meter also includes a high motor tractive effort indicator (Yellow) LED that lights when Tractive Effort is high. When TE > 400 KN, Yellow LED glows with all traction motors are active. If any traction motor is cutout, this LED glows in proportionate to the active traction motor’s tractive effort.
IRCAMTECH/M/GWL/Dual cab 38 Tractive Effort/Dynamic Brake Effort Meter 5. Starting Fuse and Battery Knife Switch Box Starting Fuse and Battery knife switch box is located on the left side of the locomotive. This box includes the following: 1. BATTERY SWITCH (Battery Knife Switch): When this switch is closed, it connects the locomotive batteries to the locomotive low voltage electrical system. The Battery switch must be closed all times during its operation. 2. STARTING FUSE: The 800A starting fuse is in use only during starting of Diesel engine. Battery current flows through the fuse and the starting contactor to the starting Motors. The starting fuse protects the Motors from current overload. A defective starting fuse can be detected while attempting to start the engine. If the engine start switch does not crank the Engine, then check the fuse.
IRCAMTECH/M/GWL/Dual cab 39 6. Preparation for Service 6.1 Ground Inspection Check for the following and correct them when necessary: Leakage of fuel oil, Lube oil, Water or Air Loose or dragging parts Proper installation of Electrical cables and Air Brake house connections to train Proper setting of angle cocks and shutoff valves Air “cut in” to bogie brake cylinder Satisfactory of Brake shoes Adequate Fuel supply Verify the Aux. Gen. Circuit Breaker is closed in ECC#2. 6.2 Engine Room Inspection Engine room equipment is inspected and operated by opening access doors along the sides of locomotive. Check for the following and correct them when necessary. Check Lube oil level Check Air compressor Oil level Check Governor Oil level Check water level in water tank sight glass. It should be nearer to FULL (Engine Running ) mark Note: Recheck water level when Engine is running. It should be nearer to FULL (Engine running) mark Check Head lights, Flasher Lights, Classification lights etc. Check all Valves for proper setting. Check for leakage of Fuel oil, Water, Lube oil or Air. Note: A proper filled Engine lube oil system coats the oil gauge above the FULL mark when the Engine is stopped. To obtain an accurate check, recheck the level when the Engine is Idling and at normal operating temperature.
IRCAMTECH/M/GWL/Dual cab 40 6.3 Starting Fuse and Battery Box Inspection Verify that main Battery Knife switch is closed Verify that Staring Fuse is installed in good condition and its correct rating. 6.4 Circuit Breaker Panel Inspection on Dual Cab Locomotive On the Dual Cab locomotive, two Circuit Breaker panels are provided. Cab-1 CB Panel is the main Panel. Cab-2 CB Panel is duplicated for four CB's. While working from Cab- 1, all Circuit Breakers must be ON in Cab-1 CB Panel and also Comp. Control, Micro Air Brake CB's in Cab-2. While working from Cab-2 Generator, Field CB must be OFF in Cab-1 CB panel and Generator Field CB must be ON in Cab-2 CB panel. a. The following Circuit Breakers must be ON for locomotive running: AC CONTROL CONTROL LOCAL CONTROL AUX.GEN.FLD FUEL PUMP COMP.CONTROL in both CABS MICRO AIR BRAKE in both CABS DCL1 TO DCL6 ( ALL SIX CIRCUIT BREAKERS) TC 1 COMPTR to TC 6 COMPTR. ( ALL SIX CIRCUIT BREAKERS) GEN. FIELD CB in the “ACTIVE CAB” TCC BLW 1 to TCC BLW 6 (ALL SIX CIRCUIT BREAKERS) b. The other Circuit Breakers ON as required: LIGHTS HEAD LIGHTS
IRCAMTECH/M/GWL/Dual cab 41 CAB FANS AIR DRYER FILTER BLOWER MTR c. In Circuit Breaker panel verify that GROUND RELAY CUTOUT switch is closed ( lever up) and sealed in both Cabs. ENGINE CONTROL PANEL: ISOLATION switch in START / STOP / ISOLATE position in the Active Cab. Miscellaneous switches set as required. Note: Electrical control cabinet must be securely closed during Locomotive operation for proper cooling. 6.5 Control Consoles Set control console devices as follows: Set CONTROL & FP switch ON (slider up) in the Active Cab. When the CONTROL & FP (control and fuel pump) switch is ON, it provides power to low voltage control circuits, and it enables the locomotive computer to pick up fuel pump control relay FPR, and it enables diesel engine starting. Set Engine Run switch and Gen. Field switch to 'OFF' in both Cabs (slider down during cranking) Set Light switches and other switches as desired. Set Throttle Handle in IDLE. Center Reverser (neutral) and remove it. 6 . 6 Air Brake Equipment Set Air Brake controller Automatic Brake Handle in FS (full service). This nullifies any safety control brake application. Set Air Brake controller Independent Brake valve Handle in FULL (full application)
IRCAMTECH/M/GWL/Dual cab 42 Set Air Brake controller setup (LEAD/TRAIL SWITCH) in LEAD position in the Active Cab and in the Inactive Cab, it must be “TRAIL” position. 7. Engine Starting Procedure of Dual Cab Locomotive The Diesel Engine may be started from any cab after the following inspection has been completed. WDP4D locomotive is equipped with dual DC startors for cranking the Diesel Engine at left side near the engine ring gear. Diesel engine fuel oil must be circulated through fuel system before engine starts. When the FP / ES switch in any Cab is held in PRIME (left), the locomotive computer starts the fuel pump motor, after ensuring the return fuel sight glass clear without bubbles (Approximately 20 seconds), turn the FP/ ES switch to START (right) position. These starters run with battery supply which is available on locomotive to start the Diesel Engine. (a) Engine Inspection Ensure that the Throttle Handle of both Cabs control console in IDLE, Reverser handle center, RUN/ ISOLATE switch in ISOLATE position . Ensure that the level of Compressor oil, Engine sump Lube Oil and Governor Oil is sufficient . Ensure that the Coolant Water level in the water tank ( Engine dead – Full) is sufficient. Ensure that no one is working on the Engine, Generator Room, Compressor Room in the other Cab etc. and all doors are closed. Ensure that the MU Engine Stop button is in RUN position in both Cabs on Control Console (For reset press Green portion inside). Ensure that the engine over speed mechanism is reset. Ensure that the Governor Low Lube Oil Button ( LLOB ) is reset. Ensure that the Crank case (oil pan) pressure and Low water pressure detector reset buttons are in reset (pressed in side). If the button is ejected while cranking, press and hold it for 15 seconds immediately after Engine starts.
IRCAMTECH/M/GWL/Dual cab 43 Note:Check Date & Time of loco shutdown from Engine logbook, If loco has been shutdown more than 48 hours. Don't start the Engine and contact home shed for advice. (b) Engine Starting Procedure After the preceding inspections have been completed, the Diesel Engine may be started. Note: Engine should be Pre - Lubricated, If it has been shut down more than 48 hrs. See Engine Maintenance Manual for Pre - Lubrication procedure. 1. Close the battery knife switch. Ensure that the starting fuse is installed in good condition and is rated correct as 800 Amps for WDG4/WDP4B/WDP4D locomotives. 2. Switch ON Control and Local Control circuit breakers on cab-1 Circuit Breaker panel. 3. Switch “ON” TURBO lube pump Circuit Breaker to pick up “TLPR” when turbo lubrication is required. 4. Switch 'ON' DCL1CB, DCL2 CB, DCL3 CB, DCL4 CB, DCL5 CB and DCL6 CB on cab-1 Circuit Breaker panel to control DCL switch gear motor for closing and opening the DCL Isolation switches. 5. Switch ON all Traction Computer circuit breakers TC-1 CB, TC-2 CB, TC-3 CB, TC-4 CB, TC-5 CB and TC-6 CB, which in turns initializes all Traction Computers and power ON self check is done. 6. Switch ON COMPUTER CONTROL Circuit Breakers in both Cabs, the MAS 696D system initializes and power ON self check is done. If any abnormality is found the same message is informed through TFT Display Unit for correction, other wise the MAIN MENU is displayed. 7. Switch ON all Traction Computer Blower circuit breakers TCC BLWR1 CB, TCC BLWR2 CB, TCC BLWR3 CB, TCC BLWR4 CB,TCC BLWR5 CB and TCC BLWR6 CB to control and protect TC blowers. 8. Switch ON the CONTROL & FP slide switch in active cab control console.This allows fuel pump to RUN when FP/ES switch is in Fuel prime or engine start position. 9. Switch ON FUEL PUMP Circuit Breaker. 10. Switch ON AC CONTROL Circuit Beaker.
IRCAMTECH/M/GWL/Dual cab 44 11. Switch ON Governor Booster Pump Circuit Breaker. Note: If Governor Booster pump is not provided on locomotive, advance the Governor linkage Lay shaft gently while cranking till the Engine runs. Note: Verify that the Ground Relay CUT OUT switch is closed (lever up ) and sealed properly in both cabs. It is located on the Circuit Breaker Panel in ECC#1 and ECC#4. Note: Never discharge batteries excessively by repeated cranking. If first two or three attempts are failed, identify the fault or check and reset safety devices like OSTA / LLOB etc. If any one is tripped recheck the cranking procedure. Note: Ensure that MU Engine Stop button not operated in both Cabs and in the consist locomotives. Note: Follow the correct Cranking & Shutdown procedure to enhance Engine and Turbo life. 12. Turn the FP / ES switch lever to PRIME and hold it there (normally 10 - 20 sec then release it.) until the fuel flows clear and free from bubbles in the return fuel sight glass. 13. Turn the FP / ES switch lever to ENGINE START and hold it there until the engine starts and speed increases to Low Idle RPM 200. Do not crank for more than 20 seconds. Note: To prevent over heating of starting Motors, which may damage them, do not allow Engine cranking for more than 20 seconds. If Engine fails to start after cranking for 20 seconds, wait for 2 minutes to cool starting Motors before cranking Engine again. 14. After holding the engine RPM above 200, release the FP / ES button. 15. Check Low water pressure detector reset button on EPD after Engine start. If detector is not reset, engine shuts down
IRCAMTECH/M/GWL/Dual cab 45 after a short time delay. If detector trips, press it continuously for 15 seconds. Note: Keep the Engine at Low Idle for 6 minutes, Don't shift the ISOLATION switch to RUN position immediately to avoid automatic shutdown due to low water and low LUBE OIL Pressure. After six minutes automatically Engine speed increases for Air compressor operation or Low water temperature. Note : Ensure that the Batteries are charging on the TFT Display in the Aux. Gen. Screen and Battery Ammeter is showing charging side (Green zone in Cab-1 on Engine Control Panel). Note: Do not apply load before Engine water inlet temperature has been reached to 49º C. 16. Lube time parameter in case of Cranking is prohibited due to pre lubrication. 17. Follow specified standard Railroad precautions in setting of LEAD / TRAIL switch for safe operation. 18. Follow correct Air Brake equipment setup procedure to avoid delay and incorrect operation. 19. To perform Air Brake System normal working, keep LEAD/TRAIL switch in LEAD position on required active Cab control console, in other Inactive Cab control console, it must be in TRAIL only. 20. Check the TFT Display for CREW MESSAGES one by one and clear as per the Computer advice. 21. Keep Auto Brake Handle in Full Service on working control console, and observe the following message after 10 seconds. Message: “To restore normal Air Brake operation, keep Auto Brake Handle in RUN position”.
IRCAMTECH/M/GWL/Dual cab 46 8. Setting Locomotive On Line After the Diesel Engine is started and inspected, set the locomotive on line by setting the ISOLATION switch in RUN. When a locomotive is on line, it can respond to operator controls and develop Tractive effort / Braking effort. The Locomotive Computer changes Diesel Engine speed in response to certain operating conditions, such as low Main Reservoir pressure, causes PCS OPEN by Air Brake Computer or Hot Engine-extended time, TH limit to 6 notch. In these circumstances, Diesel Engine speed is not precisely related to throttle setting. 9. Precautions Before Moving Locomotive Before attempting to move the locomotive under its own power, carefully follow these precautions: Make sure that main Reservoir Air pressure is normal. Make sure that the Brake system is set up as LEAD on Active Cab Control Console and TRAIL on Inactive Cab Control Console. Check for proper Air Brakes application and release. Observe Brake cylinder and Brake rigging. Release Hand Brake and remove any wheel blocking (wooden wedges). Note : Engine water temperature should be 49ºC or high before full load is applied to Engine. 10. Handling Light Locomotive After starting the Engine, Place Locomotive on line and preceding inspections and precautions are completed, the Locomotive is handled as follows: Set the ENGINE RUN and GENERATOR FIELD switches \"ON\" on Control & operating switch panel in Active Cab. Set the Air Brake system in Active Cab for LEAD position. Insert the Reverser Handle (Direction Handle) and set in the direction of travel, Forward or Reverse. (Engine
IRCAMTECH/M/GWL/Dual cab 47 speed increases from low Idle to throttle 1 speed, as soon as the Reverser handle is thrown) Release the Air Brakes. Note : Locomotive response to throttle movements is almost immediate. There is little delay in power build up. Do not operate Reverser Handle, Reverse to Forward or Forward to Reverse when the Locomotive is moving. Advance the throttle handle as needed to move Locomotive at desired speed. Switch Headlights and other lights ON as needed. 11.Coupling Locomotive Together Use the following procedure when coupling locomotives together for Multiple Unit operation. Couple and stretch locomotive to ensure that the couplers are locked properly. Install 27 conductor electrical control cables between locomotives. Perform ground, engine room and engine inspections as outlined in preceding pages. Set Cab controls for trailing Unit operation. Remove Reverser from all controllers to lock controls. Connect Air Brake hoses between Locomotives. Open required Air hose cutout cocks on each Locomotive. Using Lead locomotive Air Brake Cab Control Unit (CCU), make an automatic brake application to determine if brakes apply on each locomotive. Release the automatic application, then make sure that the brakes on each locomotive are released Follow the same procedure to check independent brake application. Also, release automatic brake service application by pulling up the independent brake handle bail-release ring. Inspect all brakes in the tandem to verify that they are released.
IRCAMTECH/M/GWL/Dual cab 48 12. Double Heading Service In double heading service, an extra locomotive is temporarily coupled to the lead end of the Lead Locomotive, air brake pipes are connected between them, but MU jumper electrical cable are not provided. There is a loco pilot in each locomotive. Prior to Double Heading behind another locomotive, make a full service brake pipe reduction with the Automatic brake valve and set the brake system in the Lead-out (Trail) mode. The operation of the throttle is normal, but the brakes are controlled from the lead locomotive. An Emergency Air Brake application may be made however, from the Automatic Brake Valve of the second unit. Also, the Automatic Brake on this locomotive may be released by pulling up Bail-off release ring on the Independent Brake Handle, while Automatic and Independent Brake handles are set in REL (release). 13. Engine Stopping Procedure The normal way to shutdown a Diesel engine is to make the engine Governor to bring the fuel injector to the NO FUEL position. There are several ways to make the Governor to bring the fuel injectors to NO FUEL position including operating the following switches: 1. EFCO/STOP in Cab-1: The Emergency Fuel Cutoff & Engine Stop push button switch is mounted on the ECC#1 engine control panel in Cab-1. 2. EFCO/STOP in Cab-2: The Emergency Fuel Cutoff & Engine Stop push Button switch is mounted on the ECC#4 engine control panel in Cab-2. 3. EFCO 2: The emergency fuel cutoff push button switch is mounted on the left side of the locomotive just above the fuel tank filler. 4. EFCO 3: The emergency fuel cutoff push button switch is mounted on the right side of the Locomotive just above the fuel tank filler.
IRCAMTECH/M/GWL/Dual cab 49 5. MU ENGINE STOP in Cab-1 & Cab-2: The multiple Engine Stop/Run switch is mounted on the Control Consoles in both Cabs. Pressing the STOP portion of this switch stops all engines in the consists. This is the result of pickup of the SDR relay, when SDR is picked up, Governor DV solenoid energizes and Fuel Rack comes to No Fuel position. SDR NO2 interlock opens EFCO circuit and virtually de-energizes Fuel Pump Relay. The EFCO/STOP and MU Engine stop switches are shown in 2 figure respectively. 6. The Governor also brings the fuel injectors to the NO FUEL position, if any of the following conditions occur. Engine lube oil pressure is too low. Engine lube oil is too Hot. Engine coolant water pressure is too low. Engine crank case pressure is too high. 7. After shutting down the locomotive, let the COMP. CONTROL CB (In both Cabs) and TURBO LUBE PUMP Circuit Breaker remains in ON position. These three CB's are required to perform Post Lubrication for Turbo Super Charger for 35 minutes (max). EFCO/STOP MU ENGINE STOP
IRCAMTECH/M/GWL/Dual cab 50 14. Cab Selection Or Cab Changing Procedure From One Cab To Another Cab While taking over charge on Dual Cab locomotive for Cab selection follow the Instructions given below. First decide the Cab in which direction you have to work either Cab-1 end or Cab-2 end. Keep the following switches and Circuit Breakers as shown in table 1 to work from CAB#1 as driving cab. Table 1
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