HHP Locomotive Compartments and Parts Location: DTTC/GTL
HHP Locomotive Compartments and Parts Location: DTTC/GTL
HHP Locomotive Compartments and Parts Location: DTTC/GTL
LOCOMOTIVE
COMPARTMENTS
AND PARTS
LOCATION
DTTC/GTL Page 1
Compartments in Single Cab Locomotive
S.No. Loco Right Side Loco Left side
1 Nose Compartment Nose Compartment
2 Drivers Cab Drivers Cab
3 ECC-1 ECC-1
4 ECC-1 Back Panel ECC-1 Back Panel
5 TCC-1 TCC-1
6 TCC-2 TCC-2
Clean Air Main Alternator
7
Compartment Room
8 Main Alternator Room Engine Room
Engine Accessories
9 Engine Room
Room
Engine Accessories Equipment Room and
10
Room Compressor Room
11 ECC-3 Radiator Room
12 Compressor Room ---
13 Radiator Room ---
14 Dual Cab – Additional Compartments
15 CAB 2
16 ECC 4
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NOSE COMPARTMENT
CCB 1.5
CCB 2.0
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DRIVER’S CAB
SHORT HOOD CONSOLE
6 7
2 3 4 5
1
15 12
13
11
16
11.SAND TESTING BUTTON
12.BRAKE CONTROLLER UNIT
14 (AUTOMATIC BRAKE HANDLE)
15. LOCOMOTIVE CONTROLLER 13.INDEPENDENT BRAKE HANDLE
(THROTTLE HANDLE/SELECTOR HANDLE)
14.LEAD/TRAIL SWITCH
16.REVERSOR HANDLE (AIR BRAKE SELECTOR SWITCH)
DTTC/GTL Page 4
LONG HOOD CONSOLE SWITCHES
2
5
3
4
5.DYNAMIC BRAKING
4. GF SWITCH
CONTROL BREAKER
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BRAKERS PANEL
COMPUTER DISPLAY
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RELAYS PANEL, COMPUTER MODULE AND POWER SUPPLY MODULE
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ECC 1 BACK PANEL AND TCC COMPARTMENT
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MAIN ALTERNATOR ROOM
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ENGINE ROOM
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ENGINE ACCESSORIES ROOM
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HAND BRAKE
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ELECTRICAL CONTROL COMPARTMENT 3 (ECC 3)
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COMPRESSOR ROOM
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RADIATOR ROOM
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LOCO LEFT SIDE – COMPRESSOR & ENGINE EQUIPMENT ROOM
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LOCO LEFT SIDE - ENGINE ROOM
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BATTERY KNIFE SWITCH AND STARTING FUSE
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ELECTRICAL CONTROL COMPARTMENT 2 (ECC2)
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CUT OUT COCKS – LOCO RIGHT SIDE
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[
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HHP
LOCOMOTIVE
MECHANICAL
SYSTEMS
DTTC/GTL Page 32
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1.FUEL OIL SYSTEM
DTTC/GTL Page 34
glass). Normally this sight glass is to be empty. If found oil in this
glass, shed has to be informed, since it indicates spin on filters are
choked. To change the filter element in primary filter, a vent and
drain cock is provided; enable to drain the accumulated oil from the
filter to tank. Vent pipes are provided on both sides of the fuel tank,
to maintain air pressure during system is working and expel the air
from the tank to atmosphere during fueling.
Each system has individual pump for its working. The main
lube oil pump, piston cooling oil pump and scavenging oil pumps
are gear driven by the engine crank shaft. The main lube oil pump
and piston cooling oil pump is in single housing and driven by a
common drive shaft but the delivery is separate. The soak back or
turbo lube pump is driven by an electric motor.
DTTC/GTL Page 35
2.1 Scavenging Oil System
The main lube oil pump receives oil from a common suction
pipe from lube oil strainer fine mesh side and delivers to the main
lube oil manifold, which is located above the crankshaft inside the
engine block.
A pressure relief valve set at 125 PSI is provided between
the main lube oil pump and main lube oil manifold to release excess
oil back to the sump. From the main lube oil manifold through
individual oil tubes, main bearings receive oil on its upper portion.
From the rear end of the manifold oil enters Gear train
through the idle gear stub shaft. Oil passes in the stub shaft base is
DTTC/GTL Page 36
distributed to various parts through various passages. One passage
conducts oil to the left bank camshaft drive gear stub shaft bracket
through a jumper. Second passage conducts oil to the Right Bank
camshaft drive stub shaft bracket and also for turbo charger oil filter.
From the camshaft through radial holes oil is conducted to each
camshaft bearing. From each camshaft bearing through oil line, oil
DTTC/GTL Page 37
the sump. After filtration in the turbo charger oil filter, oil is send to
No.1 Idle Gear Stub shaft gear. Low lube oil pressure shut down
device in the Governor, which protects the engine from lack of
lubrication by brings the engine to shutdown when lube oil pressure
is dropped below 8-12 PSI at idle and 25-29 PSI at full speed. In the
pipe line leading to the Low lube oil pressure shut down device,
Safety devices Hot oil detector (HOD) and Engine protection
devices (EPD) are provided.
The HOD brings the engine to shut down, when lube oil
temperature reaches above 1240 C and EPD brings the engine to shut
down when water pump is failed or positive pressure developed
inside the crank case duly trips the Low water pressure or crank case
button respectively. Turbo oil manifold for turbo charger cooling
and lubricates turbo bearings, idler gear, planet gear assembly and
auxiliary drive bore. The turbo charger oil filter heads contains 2
check valves. One to prevent the entry of lube oil to main system
from the soak back system during soak back pump operation and the
another to prevent lube oil from main system to the soak back
system when the engine is running.
DTTC/GTL Page 38
2.5 Lube oil System – Points to be Remember
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At the rear end of both water inlet manifolds, water is taken to after
coolers to cool the booster air and then collected in the water outlet
manifold.
The outlet of both the pumps are connected together and
taken to compressor to cool the compressor cylinders and the
compressed air inside the inter cooler. The collected water in the
water outlet manifold is taken to radiators, which are located in a
hatch at the top of the long hood of the loco.
A bye-pass line is provided between the inlet and outlet
lines of the radiators in order to reduce velocity in the radiator tubes.
To cool the water in the radiator, two electrical motor operated
radiator fans are used and controlled by the Locomotive control
computer (LCC). The LCC maintain the water temperature between
79 and 850 C. Two Engine Temperature probes (ETP1 and ETP2)
are provided to measure the water temperature.
Among the sensors, the higher value is taken as reference by
the LCC. To simulate water temperature (up to 520C), LCC
increases the engine speed automatically. If water temperature
increases above 960 C, maximum loco power will restrict to sixth
notch limit but RPM is according to the throttle position. If water
temperature increases above1010 C, engine speed comes to idle.
To make up water level in the system, from the expansion
tank, Equalizing pipes are provided to the inlet of compressor and
both water pumps. To protect the engine from lack of cooling Low
water Switch (LWS) and Low water pressure button (LWP in EPD)
is provided in this system. LWS is available in WDP4 Locos in the
left side of the expansion tank. It brings the engine to shutdown
when water level is low. LWP is available in all locos in the EPD
and connected with the system at the outlet of the left water pump
through a three way cock. It brings the engine to shutdown when
water pressure is low in the system.
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4. AIR INTAKE SYSTEM
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material and coated with oil) and delivered to after cooler on both
sides of the engine. Cooled air from the after cooler is collected in
the respective air boxes and from there enters combustion chamber
through inlet ports.
Traction motor Blowers, which is gear driven by the aux generator
drive shaft creates partial vacuum in the clean air compartment. The
reduction in pressure in the clean air compartment causes outside air
to rush through the cyclonic filter tubes and stationary vanes in the
intake throats, which imparts a spinning motion to the air. Due to
the centrifugal force developed by spinning motion, dirt particles are
thrown to the outer wall of the tube and carried to the dustbin
(bleeds duct), where they are removed by dustbin blower and
thrown out from the locomotive. The resulting clean air enters in the
air compartment. In addition to clean the filters, the dust bin blower
increases their efficiency by increasing the velocity of the air
passing from the filter tubes. The Traction Generator blower draws
air from the clean air compartment and used for cooling the
Companion alternator and Traction Alternator. The Traction Motor
blower draws air from the clean air compartment and Charge the air
ducts which is in the loco chassis.
Charged air from the air ducts is utilized for various purposes
1) Cool the traction Motors
2) Pressurize the ECC1 and ECC3to avoid dust accumulation
3) Compressor air system
DTTC/GTL Page 44
5 .COMPRESSED AIR SYSTEM
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Compressor crankshaft is coupled with main crank shaft
through flexible coupling. It has two low pressure and one high
pressure cylinder. It is a two stage (low-pressure and high-pressure)
water-cooled reciprocating type compressor. The compressor has its
own internal gear driven oil pump and pressure lubricating system
for its lubrication. A dipstick is provided in the compressor
crankcase to check oil level. It has Full and Low mark. Normally it
should be at full mark or between Full and Low mark, when engine
is in Idle. When it reaches Low mark, inform shed. The two low
pressure cylinders draw air from Air duct through pamic air filters
and compress it. After compression air passes through an
intercooler, where it is cooled by cooling water. After cooled in
intercooler air passes to high pressure cylinder, where it is again
compressed to main reservoir pressure, cooled in cooling coils and
then charged in Main reservoir-1(MR1). A safety valve set at 4.2
kg/cm2 is provided in the intercooler to protect its cooling tubes
from burst, when HP cylinder inlet port is stuck up.
From MR1 air is sent to
1) MR Equaliser
2) Air drier unit to remove oil particles and moisture.
3) Through a MRPT COC and a quick connector to Main reservoir
pressure transducer (MRPT), which converts pneumatic pressure in
to electrical signal and feed to the LCC to control the compressor
loading and unloading for maintaining the MR between 8.4 and 9.8
kg/cm2.
A safety valve is set at 10.5 kg/cm2 is provided between the
MR1 and Air drier, to protect the system components from high
pressure when compressor is failed during loading.
From Air Drier air is sent through a non return valve to
1) Main reservoir - 2 (MR2)
2) Through a COC and a feed valve to FP Equalizer
3) Through a COC and a J-Filter for various magnetic
valves (Horn, Wiper, Sander, Radar cleaning, Electronic blow down
(EBT) timer and Compressor controller (MVCC). From MR2 air is
supplied to CCB unit through a COC and a J-Filter. The MR
Equalizer pressure is sensed by the Main reservoir equalizer
pressure transducer and feedback is given to CCB unit, which is
displayed in the Display unit.
DTTC/GTL Page 46
5.1 AIR SYSTEM MAIN CONCEPTS
Unloading : 9.8 Kg/cm2
Loading : 8.4 Kg/cm2
MR Safety valve : 10.5 Kg/cm2
Computer breaker off position : Continuous loading Every 60
Seconds Auto blow down valve will blow by the operation of
Electronic Blow down Timer (EBT).
REASON REMEDY
MRPT COC is closed Keep MRPT COC in open.
Moisture in MR1 Close MRPT COC and drain moisture by
Pressure sensing pressing the pressure relief valve (quick
system connector stem)
DTTC/GTL Page 47
Put off Air drier breaker and
disconnect electrical coupler.
Leakage in Air Drier If not rectified shut down the engine,
drain out MR1 completely and
dummy the purge valve.
Close MR1 J Filter COC and drain
Sander or horn valves MR1 J Filter and open the MR1 J
blowing continuously Filter COC, when MR safety valve
starts bowing.
DTTC/GTL Page 48
6. COMPUTER CONTROLLED BRAKE SYSTEM
DTTC/GTL Page 49
6.1 MAIN CONCEPTS
This is an Electro Pneumatic Brake system. Since the brake
equipments are controlled by electro pneumatic operation, for the
working of the system
DTTC/GTL Page 50
a) Brake Valve Controller (BVC)
b) Computer Relay Unit (CRU
c) Pneumatic Control Unit (PCU)
d) Voltage Conditioning Unit (VCU
e) Pneumatic back up (KE valve)
f) Diagnostic
This valve controls the BP Pressure and has five positions and they
are
DTTC/GTL Page 51
Position Function and Purpose
1) Set up air brake system for locomotive to lead
2) To select the console from which operation to be
LEAD carried.
3) Auto and Direct brake handles will function
normally
1) Set up air brake system for locomotives in trail.
TRAIL 2) Disable the Auto brake handle except Emergency.
3) Disable the Direct Brake handle operation.
1) Cut off BP Charging, Holds BP and ER Pressure for
BP leakage test
TEST 2) Full application of direct brake will be done
automatically irrespective of Direct brakes handle
position to secure the loco.
1) Brings ER Pressure to zero to avoid system Penalty.
2) Cut off BP Pipe to avoid dual braking /Release
HELPER 3) Disable the Auto brake handle except Emergency
and allows the Direct Brake handle operation
DTTC/GTL Page 52
a) Exhaust the BP at service rate
b) Automatic lap of BP, BC and BC Equaliser pressure for Trail
operation.
c) Pneumatic control of Brake Cylinder pressure instead of
electronic control.
DTTC/GTL Page 53
signals from locomotive control system it initiates penalty brake
application at service rate.
This unit has a Pass / Goods selection switch and 12 printed circuit
boards for processing and a mother board to feed memory for the
CCB working.
1. DB1 - Supplies power for magnet valves and relay
2. SV2 - Supplies power for Air Brake Computer
3. SVJ - Supplies power to (MVER, MVEM, MVBP, MV53)
4. SS9A - Supplies power to Short Hood Console
5. SS9B - Supplies power to Long Hood Console
6. DIZ - Displays the fault code
7. COM - Mother Board (For working memory)
8. CPZ - Central processing unit
9. EPA1 - Equalising Reservoir Control
10. EPA2 - Brake Cylinder Control
11. AD / ADZ - Analog /Digital converter
12. EPA3 - Direct Brake Control (BC-Equaliser)
13. FOR - Fiber Optic Receiver
6.7 DIAGNOSTIC
a) It identifies the probable device, which cause the fault and
displays the information to the operator and send to main loco
computer.
b) Monitor the braking system and applies penalty brake if
critical fault is detected.
c) Allows the operator to scrutinize the brake system by
conducting self test to restore itself or to confirm the working status
of the loco.
DTTC/GTL Page 54
6.8 PENALTY BRAKE
It is a brake applied automatically by the system to ensure safety
and It is two types.
a) Emergency Penalty
b) Full service penalty
6.8.1 EFFECT
a) BP and ER pressure drops to ‘Zero’
b) TE Meter drops to zero
c) Message will be displayed in the Display
6.8.2 OCCASION
Emergency Penalty Full Service Penalty
1. After self test 1. After recycling ‘LCC’ or
‘MAB’
2. Auto brake emergency 2. VCD / Alerter operation
3. BP Drops below 2.8 3. Wrong set up of LT Switch
kg/cm² due to Train
parting or ACP Pulling or
Emergency brake valve
application
4. BP pipe cut, D1 4. Applied by ‘CCB’ for safety
Emergency application
DTTC/GTL Page 55
MAB Off / Power Air brake power interruption
2
Failure in CCB Unit keep handle in FS for 10 sec
Wrong position of LT Lead Trail mode selection failure
3
Switch in working Loco or Improper set up of LT Switch
Wrong position of LT
4 Switch in Lead and Air brake failure
Trail Locos.
Auto brake moved to Air brake Emergency keep
5
emergency handle in Emergency for 60 sec
Loss of Train line pressure
BP Dropped below 2.8
6 emergency keep handle in
kg/cm2.
Emergency for 60 seconds
DTTC/GTL Page 56
Direct Full (For Release
brake stopping)
and
Release
(For
moving)
LT HLPR Trail
Switch
Auto Full Full
brake service Service
MU-Banker /
Direct Full (For Release
Assisting
brake stopping)
(Lead Loco)
and
Release
4 (For
moving)
LT - No Trail
MU-Banker/ Switch working
Assisting (Trail control
Loco) (Both control stand -
Auto Full
stands are non brake Service
working only) Direct Release
brake
DTTC/GTL Page 57
i) When the train speed reaches 3 kmph, PCS will
knock out (BC pressure will not develop), But message “No
load –PCS open, recover the Air brake system to reset PCS”
will appear in the display.
ii) Stop the Train and Bring Throttle Handle to IDLE, message
will change as: “Air brake penalty – place handle in Full
service for 10 seconds”.
iii) Place Auto handle in FS for 10 secs, PCS will reset and
message change as “To restore normal air brake operation-
place auto handle in Run”.
iv) Bring the Auto handle to Run once and immediately move
the Auto handle to FS which is the correct position for Banker
operation.
DTTC/GTL Page 58
d) Move Auto Brake Handle From FS to Run (EQ and BP Pr. builds
to kg/cm2)
DTTC/GTL Page 59
a) First attach the loco with formation and ensure CBC is properly
locked.
b) In the working control stand keep Auto brake in Run and Direct
brake in Full position.
c) Press down and move the Lead trail switch to Test position.
d) Connect Loco and Formation BP hose pipe.
e) Open BP Angle cocks (First formation then Loco side).
f) Change Lead Trial switch to Lead position.
g) Charge BP pressure to 5.2 Kg/cm2
h) In case of Twin pipe, Connect Loco and Formation FP hose pipe.
i) Open FP Angle cocks (First formation then Loco side).
DTTC/GTL Page 60
COC Position is to be ascertained for proper position or BC
Equaliser metal pipe may be provided with dummy.
e) If FP pipe is connected and C2N or F2 valve is used for FP
Charging ensure the inlet and outlet COC of C2N valve is kept
closed.
Note:
1) If air is trapped inside the MR Equaliser of dead loco, loco brake
will not get apply.
2) If air is trapped inside the BC Equaliser of dead loco, loco brake
will not get released.
DTTC/GTL Page 61
05 Buss Access Error CPZ failure, loco failure
No problem, no effect in
06 Message Overrun Error
working of loco
No problem, no effect in
08 Message Framing Error
working of loco
No problem, no effect in
09 Communication Break Received
working of loco
Conduct Air Brake Self-
10 Air Brake Self-Test
Test
No chance to log, till date
11 Air Brake Watchdog Time-out
not logged in the locos
7.2 Brake Controller Faults-Do Not Conduct Self-Test for this Fault.
DTTC/GTL Page 62
controller from the
C1 Automatic Emergency Switch bottom back. It can be
26
Stuck Closed accessed by opening
C1 Independent Handle the console cover near
27 Frequency Low the foot step)
C1 Independent Handle
28 Frequency High
connector from the
defective controller,
C1 Independent Release Switch
29 Stuck Open
Put A9 handle to
emergency and
C1 Independent Release Switch
recreate BP and work
2A Stuck Closed
from other console.
C1 Independent Max Switch
2B Stuck Open If BP not creating
Recycle the air brake
C1 Independent Max Switch computer breaker.
2C Stuck Closed Even after recycling BP
not creating, fail the
loco.
2D C1 Bail-Off Switch Stuck Closed
30 C2 Controller Missing When these faults
C2 Automatic Handle Frequency logged, air brake self
31 test not pass .If self test
Low
C2 Automatic Handle Frequency conducted the test will
32 fail and air brake failure
High
C2 Automatic Release Switch message will log.
33
Stuck Open
C2 Automatic Release Switch Whenever controller
34 fault came along with
Stuck Closed
system fault (fault start
C2 Automatic Emergency Switch
35 with 6, 7, 8) apply A9
Stuck Open
handle to emergency
C2 Automatic Emergency Switch and recover BP.
36
Stuck Closed
C2 Independent Handle If BP not recreating,
37
Frequency Low conduct self-test by
DTTC/GTL Page 63
C2 Independent Handle keeping both handles at
38
Frequency High mid position. Still
C2 Independent Release Switch problem exists fail the
39
Stuck Open loco.
C2 Independent Release Switch
3A
Stuck Closed Do not try to conduct
C2 Independent Max Switch Stuck self test when this
3B faults are active.
Open
C2 Independent Max Switch Stuck
3C
Closed
DTTC/GTL Page 64
7.4 System faults - To clear these fault, conduct self-test.
Defective ER
60
Transducer
No ER Exhaust
62
Control
Brake Pipe Cut-Off Do self-test and recover BP. if not recover, fail the
65
Valve Stuck Closed loco.
Brake Pipe Cut-Off
No system effect. Recover BP by putting A9 in
66 Magnet Valve Stuck
emergency. Loco work only in lead.
Off
Defective BP
69 Check sensor connector. Fail the loco
Transducer
DTTC/GTL Page 65
Do self-test. Put A9 in emergency and recover. If
Brake Pipe Control
6A not fail the loco. Ensure BP COC to be closed
Self-Test Failure
while self-test.
Brake Pipe Leakage
6B Put A9 in emergency and recover.
Self-Test Failure
Emergency Magnet
Self-test failure. Recover BP by keeping A9 in
6E Valve Self-Test
emergency. Still not recover, fail loco.
Failure
Defective 20
70
Transducer
No 20 Exhaust
72
Control
20 Control Magnet Self-test fault. Try to recover by keeping A9 in
74 Valve Stuck Off Self- emergency position. If not recover, fail the loco.
Test Failure
20 Control Magnet Loco work in lead only. No system affected in
75 Valve Stuck On Self- lead operation. Put A9 in emergency and recover.
Test Failure Problem due to BCEQ pipe leak.
Defective 16
80
Transducer
No 16 Exhaust
82
Control
DTTC/GTL Page 66
No Electronic BC
Self-test will fail. Recover BP, check BC COC
83 Control Self-Test
closed. No problem in loco working
Failure
Defective BC
89 No problem, no action
Transducer
KE Distributor Valve
No effect on loco working, but self-test fail,
8E Application Self-Test
recover BP.
Failure
Open Air brake computer (CRU) cover and check the front cable
connectors (black coloured -6 no) are seated properly. Just press inside.
Check any couplers are slack below the airbrake rack.
Whenever Airbrake or EM2000 is recycled, keep A9 handle in FS
position for 10 secs and to RUN position. This will restore BP.
Keep LT switch in Test position while attaching to formation.
When BP is dropping automatically, check air flow indication is
shooting UP. This shows BP is leaking
DTTC/GTL Page 67
If not
corrected,
ER > 120 or Place mode switch in must be used
pressure not TRAIL, Automatic in Trail
ERCP AW4
002 ER within +/- 0.35 handle in EMER, and Mode until
Fault
Kg/ cm2 (5 psi) Independent handle in repair.
in 10 seconds. FULL to clear fault. Replace
ERCP at
Shed.
Output
Must be used in Trail
feedback
006 MVER Fault ER Mode until repair.
indicates MV
Replace ERCP.
fault
If fault remains after
recycling AB circuit
Xdcr output
breaker, replace BPCP
voltage > 4.5 or
010 BPT Fault BP at next Shed.
<
Set power off and use
0.5.
in trail in pneumatic
backup until repair.
Check for
yellow light
on BP control
node.
If steady or
blinking,
Inspect LON cable
reprogram or
connection to BPCP
Loss of BPCN replace
RCP, ER, on the EPCU and
016 BPCN Fault heartbeat for 5 BPCP. If red
20, EBV tighten as needed.
seconds. light remains
Cycle AB circuit
on after
breaker.
power cycle,
replace
BPCP. Must
be used in
Trail Mode
until repair.
DTTC/GTL Page 68
Fault Descrip Detected Reason For
Corrective Action If Still Bad, Try:
Code tion By Fault
If not corrected,
automatic BC
Pressure not pressure may be
Place mode switch to
within +/- 0.35 TRAIL, Automatic direct release
16CP
only. No blending
036 AW4 16 Kg/ cm2 (5 handle in EMER, and
or other special
Fault psi) in 10 Independent handle in
BC controls will
seconds FULL to clear fault.
be active.
Replace 16CP at
Shed.
Automatic BC pressure
Output may be direct release
MV16 feedback only. No blending or
039 16
Fault indicates MV other special BC
fault. controls will be active.
Replace 16CP at Shed.
If not corrected,
automatic BC
pressure may be
Inspect LON cable is
Loss of 16 direct release
16CN positively seated at
052 RCP, 20 heartbeat for 5 only. No blending
Fault 16CP. recycle AB
seconds or other special
circuit breaker.
BC controls will
be active. Replace
16CP at Shed.
DTTC/GTL Page 69
Insure LON
cable is
Check for yellow
positively
light on 20 control
seated at 20CP.
mode. If steady or
Cycle AB
Loss of 20CN blinking, reprogram
EBV, ER, circuit breaker.
062 20CN Fault heartbeat for 5 or replace
BP, RCP If fault
seconds 20CP. If red light
remains, set
remains on after
ABCB off and
power cycle, replace
use in trail on
20CP.
pneumatic
backup.
Set to TRAIL.
Replace EBV.
May result in
Emergency.
If faults results
Potentiometer
AUTO in stuck in
075 EBV output voltage
HANDLE OPEN emergency, set
< minimum
power off and
use in trailing
pneumatic
back- up until
repair.
Potentiomet
INDEP
er output Set to TRAIL.
076 HANDLE EBV
voltage < Replace EBV.
OPEN
minimum
Check for yellow
Insure LON light on EBV
cable is control node. if
positively steady or blinking,
Loss of EBV
ER, BP. seated at EBV reprogram or
085 EBV CN Fault CN heartbeat
20, RCP connector and replace EBV. If
for 5 seconds
PSJB J100. red light remains
Cycle AB on after power
circuit breaker. cycle, replace
EBV.
DTTC/GTL Page 70
Fault Detected Reason For Corrective
Description If Still Bad, Try:
Code By Fault Action
Both cab
switches are
If not corrected,
set to switch
Correct setup, must be used in
Cab Mismatch position and
108 RCP recover Trail mode until
Fault one of them is
penalty. repair. Replace
not in the
EBV at Shed.
"TRAIL"
position
Must be used
Loss of RCP
BP, 20, in Trail Mode
118 RCP CN Fault heartbeat for 5
EBV until repair.
seconds
Replace RCP.
Output Must be used
MV26 De- feedback in Trail Mode
125 ER
energized indicates MV until repair.
fault Replace ERCP
Automatic BC
pressure may
Xdcr output be direct
voltage > 4.5 release only.
136 16CP BPT Fault 16 No blending or
or <
0.5 other special
BC controls
will be active.
Replace 16CP
AW4
at Shed.
diagnostics are
Xdcr output
disabled. Loss
voltage > 4.5
of MR pressure
MR/FL Dual or <
140 BP indication for
Transducer Fault 0.5 for both
display (if
MRT
equipped).
and FLT
Replace BPCP
at Shed.
DTTC/GTL Page 71
8. AIR BRAKE SELF TEST
DTTC/GTL Page 72
8.3 EMD LOCOS - AIR BRAKE SELF TEST:
DTTC/GTL Page 73
ENTRY CONDITIONS FOR AIR BRAKE TEST WILL BE
DISPLAYED ON THE SCREEN, WHICH ARE ALREADY
FULFILLED.
PRESS “F1” KEY TO CONTINUE TEST.
DTTC/GTL Page 74
ON COMPLETION OF TEST, ‘SUCCESSFUL TEST COMPLETED,
NO DEFECTS FOUND’ WILL BE DISPLAYED ON EM – 2000
SCREEN.
THEN PRESS F4 KEY TO ‘END TEST’.
DTTC/GTL Page 75
AFTER KEEPING AUTO BRAKE HANDLE IN EMERGENCY
POSITION FOR 60 SECONDS, A MESSAGE `KEEP AUTO BRAKE
HANDLE TO RUN POSITION’ WILL BE DISPLAYED. THEN
PRESS F4 TO EXIT.
DTTC/GTL Page 76
ENTER PASS WORD 12345 AND PRESS F3 OR ENTER KEY.
DTTC/GTL Page 77
FULL FILL ABOVE CONDITIONS AND PRESS F3.
DTTC/GTL Page 78
AIR BRAKE TEST IS UNDER PROGRESS.
DTTC/GTL Page 79
IN CREW MESSAGE, `LOSS OF TRAIN LINE PRESSURE.
EMERGENCY. PLACE AUTO BRAKE IN EMERGENCY FOR 60
SECONDS’. KEEP AUTO BRAKE IN EMERGENCY FOR 60
SECONDS.
DTTC/GTL Page 80
Siemens Display Screen
Press Key No : 7
DTTC/GTL Page 81
Select AIR BRAKE By using Down Arrow Key
DTTC/GTL Page 82
Press ENTER Key “ E “Key ” to conduct AB self Test
DTTC/GTL Page 83
After Air Brake Self Test accomplished Sucessfully
“No Faults detected message” displayed on Screen
Press CONT Key No. 7 Button to finish the Air Brake Self Test
DTTC/GTL Page 84
8.6 WDP4D – DUAL CAB MEDHA AIR BRAKE SELF TEST
DTTC/GTL Page 85
ENTER PASSWORD 12345. PRESS KEY `E’ (ENTER KEY) TO
CONTINUE.
DTTC/GTL Page 86
SELECT AUTO TEST BY PRESSING KEY NUMBER 1 OR KEY
`E’(ENTER KEY)
[AW
DTTC/GTL Page 87
AIR BRAKE TEST IS IN PROGRESS.
DTTC/GTL Page 88
IN CREW MESSAGE `LOSS OF TRAIN LINE PRESSURE. EMERGENCY.
PLACE AUTO BRAKE HANDLE IN EMERGENCY FOR 60 SECONDS’.
KEEP THE AUTO BRAKE HANDLE IN EMERGENCY FOR 60 SECONDS.
AFTER 60 SECONDS, CREW MESSAGE WILL DISPLAY `TO RESTORE
NORMAL AIR BRAKE OPERATION, KEEP AUTO BRAKE IN RUNNING’.
KEEP AUTO BRAKE IN RUN AND RECOVER THE BP.
[
8.7 WDP4D – DUAL CAB – SIEMENS – AIR BRAKE SELF TEST
DTTC/GTL Page 89
[
SELECT AIR BRAKE BY USING DOWN ARROW KEY. PRESS `E’ (ENTER
KEY). AIR BRAKE SELF TEST WILL PROGRESS AFTER COMPLETION OF
AIR BRAKE SELF TEST, RESULT WILL DISPLAY AS `AIR BRAKE SELF
TEST ACCOMPLISHED SUCCESSFULLY. NO FAULTS DETECTED’.
DTTC/GTL Page 90
[
DTTC/GTL Page 91
2 LLOB If Tripped
During cranking engine will not
crank
During running engine will shut
down.
Message in the display
In EMD - “Engine protection shut
down”.
In Medha - “Low Engine oil
pressure”
Remedy - Ascertain the reason,
reset LLOB, ensure Low Water
Button and Crank case buttons
are in set then re-crank the loco.
3 Low Water Button in If Tripped
EPD During cranking engine gets hold
and shut down automatically
within 180 seconds.
During running engine will shut
down immediately if the engine
speed is above third notch. If
engine speed is below third notch
engine will shut down
automatically within 180
seconds..
Message in the display
Normally no separate message.
When it trips engine lube oil
going to the LLOB are drained,
leads LLOB tripping and
message generated for LLOB
Trip.
Remedy - Ascertain the reason,
reset LLOB and Low Water
Button duly
ensure Low Water Button test
COC is in open then re-crank the
loco. If repeats inform shed.
4 Crank case in EPD If Tripped
During cranking engine gets hold
DTTC/GTL Page 92
and shut down automatically
within 180 seconds.
During running engine will shut
down immediately if the engine
speed is above third notch. If
engine speed is below third notch
will shut down automatically
within 180 seconds..
Message in the display
Normally no separate message.
When it trips engine lube oil
going to the LLOB are drained,
leads LLOB tripping and
message generated for LLOB
Trip.
Remedy – Inform shed.
5 Hot Oil Detector It will get operated when engine
lube oil temperature reaches
above 124 0 C and loco come to
shut down.
It will happen after experience
high water temperature and
extended time. Remedy - Fail the
Loco and inform shed.
DTTC/GTL Page 93
10. WDP4 / WDG4 Locomotive Cranking Procedure
1 . Ensure that start Fuse is in position and close the battery knife
switch (ON)
DTTC/GTL Page 94
2. On the circuit breaker panel Put on BLACK labelled circuit
breakers. White labelled circuit breakers as applicable. Yellow
labelled circuit breakers (Turbo & Computer)
DTTC/GTL Page 95
8. Caution: Excessive pressing of the lay shaft will over speed the
engine and OSTA will trip causing the engine to shut down.
DTTC/GTL Page 96
6. Remove the Reverser make entry of shutdown time and
date in the log book.
7. Wait till TLPR goes OFF. (Turbo Cooling cycle competes)
8. Put off Turbo lube pump circuit breaker and computer
circuit breaker.
DTTC/GTL Page 97
connection of wagon /coaches. At times it is found that small stone
or plastic pieces flow back to Emergency vent valve.
15) Clear fault codes of Controller Failure i.e. 40, 41, 42 etc. before
banker operation.
16) When experienced Crow bar firing or Radiator fan breaker trips
stop the train and immediately take corrective action, since it may
cause shutting down of loco.
17) Water filling cock is to be operated in clock wise only.
18) Do not carry out any operation inside the ECC-1 unless Isolation
Switch is moved to Start/Stop/Isolate/ position.
19) While starting if automatic DB comes, stop the train, move
reverser to center then moved to the required direction. During
restart, apply Direct brake fully, move Throttle to the required
notch, ensure TE/BE Meter shoots up then gradually release the
Direct brake.
20) Ensure pre-lubrication of the engine (to be done by
maintenance staff) if the engine has not been cranked for
more than 48 hours.
21) Follow correct cranking and shut down
procedures to enhance engine and turbo life.
22) DO- Ensure all brakes are released properly before moving
the locomotive.
23) DON’T– Spill tea / coffee or other eatables on control stand or
cab. (The sensitive air brake equipment in control stand and air
brake compartment may malfunction)
24) DON’T- Permit bad quality sand or wet sand to be added
in the sand boxes.
25) DON’T– Stable the locomotive without applying the hand
brake
26) In Dual cab loco,
a) Do not keep ER and GF Switches in both cabs in “ON” position.
It will lead no propulsion without message in Medha locos.
b) Do not switch off Turbo breaker in ECC-I, and Computer control
breakers in ECC-1 and ECC- 4 after shut down.
c) The pause time for recycling of breaker is one minute.
d) While operating from CAB -1, Flasher lights are controlled
through LIGHTS Breaker.
e) While operating from CAB -2, Flasher lights are controlled
through LIGHTS Breaker in ECC-1 and Cab Fan//Lights Breaker of
CAB-2.
DTTC/GTL Page 98
12. LIST OF THE IMPORTANT CREW MESSAGES
WITH CODE
Following are some common potential crew messages.
CODE CREW MESSAGES
241 DYNAMIC BRAKE GRID OVERCURRENT
309 ENGINE AIR FILTERS DIRTY
14 ENGINE AIR FILTERS DIRTY-THROTTLE 6 LIMIT
0 ENGINE DEAD - UNIT NOT ISOLATED
73 ENGINE DIED WHILE ISOLATED
206 ENGINE IS NOT RUNNING
322 ENGINE PROTECTION SHUTDOWN
76 ENGINE SPEED INCREASE – Turbo COOL
DOWN
77 ENGINE
CYCLE SPEED INCREASE - LOW AIR PRESSURE
311 ENGINE SPEED INCREASE - LOW WATER
TEMPERATURE
240 ENGINE S P E E D I N C R E A S E - TRACTION
M O T O R COOLING
512 FILTER B L O W E R M O T O R C I R C U I T
BREAKER IS
96 FORCED
OPEN IDLE - ENGINE RUN SWITCH DOWN
281 FUEL PUMP IS NOT RUNNING
124 GENERATOR FIELD OVEREXCITATION
61 GROUND RELAY - DYNAMIC BRAKE
319 GROUND RELAY – POWER
302 HOT ENGINE - THROTTLE 6 LIMIT
15 #n LOCKED WHEEL
494 #n LOCKED WHEEL DETECTION DISABLED
NO ACTIVE CREW MESSAGES
172 NO DYNAMIC BRAKE - DYNAMIC BRAKE CUTOUT
600 NO DYNAMIC BRAKE - GROUND RELAY
174 LOCKOUT
NO LOAD - ENGINE TEMP FEEDBACK FAILURE
176 NO LOAD - GENERATOR FIELD SWITCH DOWN
OR
178 NO
SDRLOAD
RELAY- GROUND RELAY
IS PICKED UP CUTOUT
192 NO LOAD - IMPROPER B CONTACTOR STATUS
179 NO LOAD - IMPROPER GFC STATUS
200 NO LOAD - IMPROPER GFD STATUS
DTTC/GTL Page 99
CODE CREW MESSAGES
453 NO LOAD - NO COMPANION ALTERNATOR
456 OUTPUT
NO LOAD - PCS OPEN
221 NO LOAD - SIMULTANEOUS FORWARD/
REVERSE
131 NO LOAD - SIMULTANEOUS POWER/SLOW
REQUEST
SPEED
125 NO LOAD - UNIT IS ISOLATED
REQUEST
8 NO LOAD TEST, DYNAMIC BRAKE - EXCESSIVE
GRID BLOWER #n CURRENT
4 NO LOAD TEST, DYNAMIC BRAKE - GRID
BLOWER
2 NO LOAD
#n GRID TEST, DYNAMIC BRAKE - GRID
FAILURE
CURRENT
10 NO L O A D T E ST , DYNAMIC BRAKE - GRID
IMBALANCE
OPEN
11 NO LOAD TEST, DYNAMIC BRAKE - GRID
CIRCUIT
OVERCURRENT
7 NO LOAD TEST, DYNAMIC BRAKE - NO
GRID
59 NO POWER
BLOWER #n-CURRENT
GROUND RELAY LOCKOUT
127 REDUCED DYNAMIC BRAKE - ENGINE SPEED UP
FAILURE
22 REDUCED POWER, DYNAMIC BRAKE -
TRACTION
130 SIMULTANEOUS
MOTOR POWER/DYNAMIC BRAKE
BLOWER #n FAULT
REQUEST
133 STARTER MOTOR OVERLOAD
149 TRAINLINE ALARM BELL
222 TURBOCHARGER CIRCUIT BREAKER OPEN
521 TURBOCHARGER LUBE PUMP NOT RUNNING
The control
consoles each
incorporate a six-
indicator light
assembly. Each
indicator is
imprinted with a
word or phrase
that conveys a
message for the
locomotive
driver.
a) TE LIMIT This light with glow when TE limit switch on ECP
made in On condition or Limit position and restrict the
Tractive Effort to 294KN or 29.4T.
b) SAND - It indicates the sander operation during manual and
automatic actuation by the locomotive Computer due to
Manual Sand switch is actuated on working (Leading)
Locomotive or any Train line (MU) Locomotive. (Manual
sanding will be allowed up to the speed of 19.6 Kmph). Other
Sanding request made by the Automatic function (to help
wheel creep or wheel slip control), Emergency Air Brake
application on run.
c) WHEEL SLIP : Locked wheel due to mechanically locked
Pinion. Wheel Slipping momentarily due to Rail conditions.
Wheel Slip Light due to other loco’s wheel slip in Train
line(MU). Wheel Over speed due to Mismatching of wheel
diameter.
d) FLSHR LAMP - If flasher light is switched on or Auto
flasher operation is initiated
e) PCS OPEN If BP Pressure is dropped below 2.8 kg/cm2
f) BRAKE WARN - DB limit is exceeded
g) BB C/O : Blended Brake Switch in Engine control panel is in
Cutout Position. While applying Auto Brake air braking alone
will apply without dynamic braking.
RESET LLOB
RESET OSTA
OSTA tripping
Note: If OSTA tripping, LLOB &
EPD may also trip. Check
LLOB & EPD buttons for
tripping if found trip. RESET
them.
pump
Ensure that m i n i m u m
1500 litres of diesel is
available in tank.
EM 2000 showing
"REDUCED POWER TCC
OVER TEMPERATURE" or
REDUCED POWER HOT
TRACTION MOTOR"
Check for throttle position in If E M 2000 d o e s n o t
EM 2000 display the same throttle
position as the actual throttle
position, change the control
stand and work further.
No Lube oil
No water
Reset it if tripped
Reset it if tripped
Check EFCO
Check MUSD
6.
Check if AEB circuit breaker
input ON
Check for normal operation of If it is continuously purging –
air dryer. Put OFF air dryer breaker and
work further -INFORM SHED.
PRESS MAIN
MENU
PRESS F3
PRESS KEY 5.
[
KEY 6.
DTTC/GTL Page 149
BRING CURSOR TO 1 AND PRESS F3 OR NUMERIC KEY 1.
TROUBLE
SHOOTING
(MECHANICAL)
REGULATING
Relief & Regulating valves VALVE
may be stuck up in open
condition, tap gently with
wooden piece.
FUEL TRAP
[[[[
Strainer casing
drain cock may be
partially open.
Close it.
DRAIN
COCK
not building up
during starting, do
not try to re crank GOVERNOR
several times. LINKAGE
Otherwise
Batteries may be
discharged. Press
Governor linkage
for quick firing.
recranking.
Otherwise engine
will crank but not
fire.
AMPHENOL
PLUG
Resetting of LLOB
LLOB
WW
GOVERNOR
LLOB
In
Set condition.
WW
GOVERNOR
LLOB
In
Tripped
condition.
Check Governor
linkage for free GOVERNOR
movement. LINKAGE
If exhaust joints
leaking, tight it, if
possible.
BREATHER
VALVE
COPPER
PIPE
INSPECTION
DOOR
[
AC governor may be
malfunctioning: Close the LWS COC
AC Governor cut out cock.
If MR builds up and MR
safety valve starts
blowing, then open MR1
manual drain cock EPG GOV.
partially. COC
[[
[[[[
MR Safety valve
blowing
continuously,
tap gently with
wooden piece. MR SAFETY
VALVE
Less MR
pressure. Attend
to build MR.
A-9 may be in
application, A9 VALVE
HANDLE
release A9.
Both side [[
control stand A9
COC may be
closed. Open in
the working
control stand.
On working A9 COC
control stand A9
valve may be
defective,
change the
control stand.
[
[
Firemen
emergency may
be in open
condition, close
the same. FIREMEN
EMERGENCY
Additional c-2
relay valve may
be stuck up.
Tap gently with
ADDL.
wooden piece.
C2 RELAY VALVE
A9 FEED
VALVE
Locomotive end
BP angular COC
may be open to
atmosphere. BP
Close the same. ANGLUAR
COC
Brake system
COC may be
close, open it. BRAKE
SYSTEM COC
MU 2B may be mal
functioning. Operate
MU2B knob 2-3 times
sharply and keep in
LEAD.
MU2B
Additional C2 relay
valve may be stuck up,
tap gently.
ADDL.
C2 RELAY VALVE
Ensure MR pressure.
Ensure MU2B in lead.
Ensure C2 Relay valve
not blowing. If so, drain
moisture and tap
gently.
Reset handle in
Trip condition OSTA RESET
HANDLE
[[[
Reset handle in
set condition OSTA RESET
HANDLE
Reset handle in
Trip condition OSTA RESET
HANDLE
[
Reset handle in
Set condition OSTA RESET
HANDLE
MR EQ & BC EQ COCs [
(SH&LH):
MR EQUA
For single loco, this COC’s COC
should be always in close
condition.
For MU locos, this COC’s
should be open towards
MU end.
Located in Under Truck BC EQUA
Loco left side near Foot COC
step.
BP Additional COC:
Painted in Green colour,
located in Under Truck in BP ADDL
COC
sealed condition, right side in
Short Hood and left side in
Long Hood.
To restrict the leakages at BP
angle cock like CROs, it should
be in closed condition.
FP Additional COC:
Painted in White colour,
located in Under Truck in
sealed condition, right side in
Short Hood and left side in
Long Hood.
To restrict the leakages at FP
angle cock like CROs, it should
be in closed condition. FP ADDL
COC
Wipers COC:
This is located in Nose
compartment.
Normal position of this COC is
OPEN.
If air leaking from any Wiper
connecting pipes, then close WIPER COC
this COC to avoid MR pressure
dropping.
LWS COC:
It is located in Compressor
Room.
Normal position is OPEN.
To check the functioning of
LWS during maintenance in LWS COC
Sheds.
EPG Governor:
It is located in Compressor
Room.
To control the loading and
unloading of Compressor.
EPG GOVERNOR
TROUBLE
SHOOTING
(ELECTRICAL)
Discharging:
If Battery ammeter showing
towards discharge side (more
than 1 amp)
Reasons:
BX-BN cards in VRP may be
slack. Press the cards
VRP fuse may be blown,
Replace the fuse.
Closing.
GR may be in tripped
condition, reset the GR.
the OSTA.
MEP 660
1.Indication A.G.Fail
Reset Message
Reason for --
indication
4. ECS is in idle
position.
SAFETY FEATURES