THREE PHASE LOCO MATERIAL

THREE PHASE LOCOS

MATERIAL

PREPARED BY
SHAIK SUBHANI
SR.INSTRUCTOR/ETTC/BZA

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 THREE PHASE LOCO MATERIAL

INDEX

Sl.No. Topic Pages

01 TECHNICAL DATA 2
02 ABBREVIATIONS 3-4
03 FEATRES OF THREE PHASE LOCOS 5-7
04 EQUIPMENT OF LOCO 8-18
05 POWER CIRCUIT 19-28
06 BATTERIES 29
07 CONTROL ELECTRONICS IN GTO 30-31
LOCOS
08 LOCO OPERATING 32-50
09 HOTEL LOAD, FDU, GROUNDING 51-60
ETC
10 PNEUMATIC SYSTEM 61-72
11 IGBT LOCOS 73-74
12 MULTIPLE OPERATION 75-78
13 TROUBLE SHOOTING 79-92
14 ADDITIONAL INSTRUCTIONS 93-95
15 BOGIE DESCRIPTION 96-97
16 WAP 7 PUSH-PULL OPERATION 98-101
17 WAG12B TECHNICAL DATA 102-103

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 THREE PHASE LOCO MATERIAL

TECHNICAL DATA
DATA WAP 5 WAP 7 WAG 9 WAG 9H
From 30201 From 31000 ...
.... From 32000 ...
SERIES NUMBER 30000-30200 From 37000 From 34000 ...
.... From 41000 ...
From 39000 From 91000 ...
....
Type of Service Passenger Passenger Freight Freight
Axle arrangement Bo-Bo Co-Co Co-Co Co-Co
Gear Ratio 17:35:67 20:72 15:77 / 21:107
21:107
Gauge 1676 mm 1676 mm 1676 mm 1676 mm
Length over Buffer 18162 mm 20562 mm 20562 mm 20562 mm
Overall Width 3142 mm 3100 mm 3152 mm 3152 mm
Max. Height with 4255 mm 4255 mm 4255 mm 4255 mm
Pantograph Locked
Wheel Diameter
New 1092 mm 1092 mm 1092 mm 1092 mm
Worn 1016 mm 1016 mm 1016 mm 1016 mm
Total Weight 78 T 123 T 123 T 132T
OHE Voltage
Nominal 25 KV 25 KV 25 KV 25 KV
Minimum 17.5 KV 17.5 KV 17.5 KV 17.5 KV
Maximum 30 KV 30 KV 30 KV 30 KV
OHE Frequency
Nominal 50 Hz 50 Hz 50 Hz 50 Hz
Minimum 45 Hz 45 Hz 45 Hz 45 Hz
Maximum 55 Hz 55 Hz 55 Hz 55 Hz
Power Supply to 415 V  10% 415 V  10% 415 V  10% 415 V  10%
Auxiliary Frequency 0 to 59 Hz 0 to 59 Hz 0 to 59 Hz 0 to 59 Hz
No. of Auxiliary Aux. Conv. Aux. Conv. Aux. Conv. Aux. Conv.
converters 1,2,3 1,2,3 1,2,3 1,2,3
Battery Voltage 110 V 110 V 110 V 110 V
Power Supply to 2180 V 2180 V 2180 V 2180 V
TMs
No. of Power 2 2 2 2
Converters
Type of Traction 3 Ø Induction 3 Ø Induction 3 Ø Induction 3 Ø Induction
Motor Motor Motors Motor Motor

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 THREE PHASE LOCO MATERIAL
No. of Traction 4 (6FXA7059) 6 6 6
Motors (6FRA6068) (6FRA6068) (6FRA6068HT
)
Power of TM 1563HP 1156 HP 1156 HP 1156 HP
Tractive Effort 258 KN 322.6 KN 458 KN 520KN
Braking Regenerative Regenerative Regenerative Regenerative,
, Pneumatic, , Pneumatic, , Pneumatic, Pneumatic,
Parking, Hand brake Parking, Parking,
Braking Effort 160 KN 260 KN 260 KN 260KN
Parking Brakes: Wheel No. 1, (hand brake Wheel No. 2, 6, Wheel No. 2, 6,
4, 5 &8 provided.) 7 & 11. 7 & 11.
Some locos Some locos
hand brake hand brake
provided provided
Horse Power 5440 HP 6120 HP 6120 HP 6120 HP
Maximum Speed 160 Kmph 140 Kmph 100 Kmph 90 Kmph
Main Reservoir 3 Nos 2 Nos 2 Nos 2 Nos
Hotel Load Available Few locos Not available Not available
available
Loco brakes On Disc On Wheel On Wheel On Wheel
5kg/cm2 3.5 kg/cm2 3.5 kg/cm2 3.5 kg/cm2

ABBREVIATIONS
ALG Drive Control Unit - Drive Inverter and Line converter Control
ASC Converter Control
ASR Drive Converter
BL Key switch
BLCP Semi Spring-loaded switch for Main compressors
BLDJ Spring-loaded switch for Main circuit breaker
BLHO Spring-loaded switch for Hotel load (not active on WAG-9)
BLPR Switch Headlights
BPCS Illuminated push-button, green for Constant speed control
Illuminated push-button, yellow for acknowledgement all fault
BPFA
Messages
BPFL Illuminated push-button, yellow Emergency flashlight
BPPB Illuminated push-button, red for parking brake
BPVG Push-button, green for Vigilance
BPVR Push-button, illuminated yellow for resetting vigilance
BUR Auxiliary Converter
BZ-V-O- F Buzzer for vigilance, over speed and fire
CEL Central Electronics
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 THREE PHASE LOCO MATERIAL
CSC Constant Speed Control
DDS Diagnostic Data Set
DIA Diagnostic Control- Fault generation and fault log.
FBV Vehicle Bus Administrator-routing signals
FLG Vehicle Control Unit
GTO Gate Turn Off
HB Cubicle Auxiliary Circuits
HBB Processor
HRA Switch Cab blower/heating
LSAF Indication lamp, red for Train parting
LSCE Indication lamp, amber for over temperature CEL
LSDJ Indication lamp, red for Main Circuit Breaker
LSFI indication lamp, red for Fault message, priority 1
LSHO Indication lamp, yellow Hotel load (Not active on WAG-9)
LSP Indication lamp, yellow for Wheel slipping
LSVW Indication lamp, yellow for Vigilance Warning
MCB Main Circuit Breaker
MCE MICAS-S2 Control Electronics
MEMOTEL Speed Recorder and Indicator
MR Machine Room
MUB Over voltage Protection Unit
NSR Line Converter
Pan Pantograph
PCLH Socket Hand Lamp
PP Pneumatic Panel
SB Cubicle Control Circuits
SLG Converter Control Unit
SR Traction Converter
SS Subsystem
STB Low Voltage Cubicle Control
TCN Train configuration net work
TE/BE Tractive / braking effort
UBA Voltmeter Battery Voltage
VCB Vacuum Circuit Breaker - Main Circuit Breaker
VCU Vehicle Control Unit
ZBAN Switch- Banking operation
ZBV Train Bus Administrator
ZLC Switch for Loco pilot’s cab lighting

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 THREE PHASE LOCO MATERIAL
ZLDA Switch for Assistant Loco pilot’s desk Illumination
ZLDD Switch for Loco pilot’s desk illumination
ZLFR Switch for Marker lights, red
ZLFW Switch for Marker lights, white
ZLH Switch for Socket hand lamp
ZLI Switch for Instrument lighting
ZPRD Switch for Headlights, intensity
ZPT Spring-loaded switch for Pantograph
ZTEL Switch for Maximum Traction limitation
ZK DC link

FEATURES OF THREE PHASE LOCO

Advanced Technological Features: -

In addition to the provision of latest 3-phase traction drive system; the 3-phase
locomotives have certain improved technical features as compared to the
conventional locomotives so being used on IR. Some major features are listed
below.

1. Digital electronics based real time traction control System:

To obtain precise control over tractive effort and speed in the normal mode and
constant speed control mode of operation respectively.
2. Electrical weight transfer control system:
To automatically reduce the tractive effort in the leading bogie and increase the
same in the trailing bogie to take care of weight transfer effect.
3. On-board fault diagnostics system:
To eliminate/ elaborate trouble-shooting by engine crew and also to help
maintenance staff to trace faults. The fault diagnostics system provides for
automatic isolation of faulty equipment/ subsystems.
4. Simulation mode of operation:
To facilitate a complete functional testing of the locomotive without raising
pantograph.
5. An exclusive harmonic filter circuit:
To reduce harmonics in the loco power ciruit.
6. Static auxiliary converter:
To supply auxiliary 3-phase motors. The auxiliary converter, depending on then
traction load, operates at an optimum frequency to minimize power consumed by
auxiliaries
7. Electronic speedometer: - Paperless speed recording system. An over speed
alarm system is built in.
8. Electronic energy meter:

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 THREE PHASE LOCO MATERIAL
For information of energy generated and energy consumed
9. Fire detection and alarm system: For the machine room.
10. Low traction bar arrangement between bogie and body to reduce
weight transfer:
Unidirectional mounting of traction motors to further reduce weight transfer
effect.
11. Ergonomically designed and spacious driving cabs:
To provide comfort and relief to crew.
12. Use of dust filters: -
Pressurized machine room to prevent entry of dust into sensitive equipment in the
machine room.
13. Electronic brake system: -
For precise and fast control of braking effort, blending between electrical brake
and pneumatic brake on the locomotive.
14. Triplet pneumatic brake panel :
To minimize piping and provide single- place location of all pneumatic
equipment.
15. Use of tread brake units: (In WAP 7 removed and some of WAG9 also
removed)
To reduce maintenance
16. Spring loaded parking brake system (In WAP 7 removed and some of
WAG9 also removed)
Instead of handbrakes, spring loaded parking brakes are provided on this loco,
these brakes can be operated from loco and remain applied without pressure by
spring.
17. Over-charge feature in the brake system for quick release of brakes
For faster release of train brakes after recreation, BP is charged to 5.5 kg/ cm2 for
short time with restricted dropping rate to 5.0 kg/cm2.
18. Electronic controlled vigilance system
To keep the loco pilot alert Vigilance system is provided, As per this system,
loco pilot has to do predetermined task once within 60 seconds, otherwise VCD
will apply emergency braking.
19. Wheel Flange lubrication systemRemoved)
To reduce energy consumption and wheel wear.
20. Under-slung compressors:
To eliminate oil fumes and oil spillage inside the machine room, which is
potential cause for fire hazards.

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 THREE PHASE LOCO MATERIAL

Mechanical Features of 3 Ø AC Loco

 Two bogie assemblies support the entire weight of the 3-phase locomotive and
provide a means for transmission of the tractive effort to the rails.
 An important function of the bogie is to absorb and isolate shock caused by
variations in the track bed.
 Traction force developed by TMs is in turn transmitted through the axle journal
boxes and wheel set guide rods to the bogie frame.
 The traction link connected between the bogie transom and loco under frame,
transmits the tractive and braking forces to the loco body.
 Isolation and absorption of shock loads and vibration is performed by the primary
and secondary suspension.
 Movement between the loco body and bogie is smoothly controlled by the primary
and secondary suspension. Although the springs permit free movement in any
direction, lateral buffers and dampers limit the amount and rate of lateral
movement. Rebound limit chains and vertical dampers limit the amount the
rate of vertical rebound of the locomotive loco body.
 Yaw (longitudinal) dampers control the loco body pitch rate.
 Primary suspension, located between the axles and the bogie frame, is provided
by twin coil springs on the axle journal box fore and aft of the axle line.
 Vertical hydraulic dampers are used to dampen the rebound rate of the springs.
 Secondary suspension is also provided by coil springs and vertical hydraulic
dampers located between the bogie frame and the locomotive under frame on each
side of the bogie.
 The weight of the loco body is carried by the secondary suspension springs. The
“Flexi Float” arrangement of the secondary suspension allows the loco body to
move both laterally and vertically within certain limits relative to the bogies.

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 THREE PHASE LOCO MATERIAL

EQUIPMENT OF LOCO
Bogie equipment:

1. Bogie frame
2. Safety chain
3. Secondary vertical damper
4. Anti compounding valve
5. Sand box
6. Brake blocks
7. Wheel set guide rod
8. Brake guide rod
9. Safety link
10. Primary helical springs
11. Primary vertical damper
12. Secondary horizontal damper
13. Secondary helical springs

Under frame 1. Bogie isolation

equipment: cock
2. MCP
Under MR-1,
3. Transformer
From Cab-1 to oil tank
Cab-2: 4. TFP pump
 Behind cattle guard; 5. BA Box
DBE and MRE 6. Traction link
7. Unloader
additional cocks.
valves
 Air dryer with D-IN, D-
isolation cocks
OFF, D-OUT COCs
8. TBU unit
 MCP1 9. PB Cylinder
 Bogie isolation vent 10. Additional
cock -1, Cocks
 BA Box-1 11. MCB 112
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 THREE PHASE LOCO MATERIAL
 Transformer oil pump-1
 BP and FP addl. cocks behind cattle guard
Between two bogies:
#Traction link one end to loco body and other end connected to bogie- 2 nos.
# Transformer oil tank
Under MR-2 , From Cab-1 to Cab-2:
1. Behind cattle guard; DBE and MRE additional cock.
2. BA Box-2
3. Unloader valves isolation cocks
4. MCB112
5. Transformer oil pump-2
6. MCP-2
7. Bogie isolation vent cock-2
8. BP and FP addl. cocks behind cattle guard

ROOF LAYOUT

1 Main circuit breaker 2 Potential transformer

3 Pantograph 4 Resistor harmonic filter
5 Surge arrestor 6 Roof line

1. OCB air filter

2. HOM earthing
handle
3. Potential
transformer
4. Middle roof bar
5. FB resistances
6. HPT link
7. GLSA, ET1
8. VCB
9. GLSA, ET2

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 THREE PHASE LOCO MATERIAL

In front of loco Both

sides
 Flasher light
 Horn Hooters
 Head light
 Marker lights White & Red
 UIC socket
 Cattle guard
 Rail Guard
 CBC with TS coupling
 CBC operating handle
 BP & FP hose pipes
 MRE & BCE pipes
 Hotel load connectors in WAP5& WAP7 locos (Modified)

CAB OVER VIEW: Cab equipment is divided into four parts:

1. PB gauge
2. Panel ‘B’
(Pn.Gauges)
3. Panel ’A’
4. Panel ‘C’
5. Memotel
6. A9 Socket
(E70 )
7. SA9 Handle
8. Horn knob
9. Reverser
10. Throttle
11. Foot switches

 Panel-A
 Panel-B
 Panel-C
 Panel-D
Inaddition to above panels other equipment provided are
1. Brake handle direct loco brake (SA9)
2. Brake handle automatic train brake (A9) Removable in E70 brake system( Fixed with
locking device in CCB2.0 brake system with electronic display)
3. Mode switch in CCB2.0 brake system.
4. PTDC in CCB2.0 brake system
5. Crew fan LP & ALP side
6. Desk lamp LP & ALP side
7. Horn knob LP & ALP side with High & Low tones

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 THREE PHASE LOCO MATERIAL
8. Rotary switch (cab heater/Coolling blower); ALP side
9. TE/BE Throttle
10. Reverser
11. Foot switches: from left side PSA, PVEF and PVCD
12. Wipers operating knob with Osc & park, ALP side
13. MEMOTEL
14. RTIS in modified locos in cab 1
15. Behind ALP, cubicle for CO2 25 Kg fire extinguisher and spare small F/E & hose
pipes etc.
PANEL-A

1 UBA BA Voltmeter
2 U OHE Voltmeter
3 BOGIE 1 TE/BE meter - Traction / braking effort, bogie 1
BOGIE 2 TE/BE meter - Traction / braking effort, bogie 2
4 LSDJ Indication lamp, red - Main circuit breaker
5 LSHO Indication lamp, yellow - Hotel load “ON” (In WAG 9
locos used for sanders)
6 LSP Indication lamp, yellow - Wheel slipping
7 LSAF Indication lamp, red - Train parting
8 ZBAN Spring loaded switch – Banking operation “ON” / “OFF”
9 LSVW Indication lamp, yellow - Vigilance warning
10 LSCE Lamp, amber - Over temperature CEL
11 BL Key switch - Activation of Loco pilot’s cab
12 ZPT Spring—loaded switch – UP & DN Pantograph
13 BLDJ Spring—loaded switch – VCB “ON” / “OFF”
14 BLCP Semi Spring-loaded switch - Main compressors AUTO ,
MAN & OFF(W/O spring)
15 BLHO Spring loaded switch, Hotel load ‘On’& ‘OFF’(In active
in WAG9 loco.

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 THREE PHASE LOCO MATERIAL
16 ZTEL Switch - Max. Traction limitation
17 BPCS Illuminated pushbutton – green-constant Speed control
18 BPPB Illuminated push—button- red - Parking brake (Removed
in WAP 7 locos)
19 BPVR/VCK Push—button, yellow Resetting vigilance/VCD Ack also in
Ack modified locos.
20 ESPB Red color, Emergency stop

PANEL-B (Pn.Gauges)
1 BC Gauge
2 MR&FP Gauge
3 Air Flow Meter
4 BP gauge
# In Wag 9 locos PB gauge also provided.

PANEL-C

1 Screen Display of messages & diagnosis

2 LSFI Indication lamp, red - Fault message, priority 1
3 BPFA Push - button, yellow - Acknowledgement all fault messages
& P2 message
4 ZLC Switch - Loco pilot’s cab lighting OFF&ON
5 ZLI Switch - Instrument lighting, OFF&ON
6 ZLDD Switch - Loco pilot’s desk illumination, OFF&ON
7 BZ-V-O-F- Buzzer - Warning signal, 3 frequencies
8 BLPR Switch - Head Light, Bright, OFF, F & R
9 ZPRD Switch - Headlights, Dim, FULL & DIM
10 ZLFW Switch - Marker lights, white, OFF&ON
11 ZLFR Switch - Marker lights, red, OFF&ON
12 BPFL Rotating switch, yellow – for flasher light

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PANEL-D
Asstt Loco pilot Desk Lamp
Vigilance Ack push button (Removed)
110V DC socket
110 V socket ON/OFF button
PT PHONE ( WAP-5 LOCOs)
VCU/MCE reset PB switch in some locos.

OTHER EQUIPMENT IN CAB:

From left: 1. EBV with PTDC handle in CCB2.0; 2.A9 in E70locos;3.PB gauge;4.
Pedal switches;5.SA9 in E70 locos; 6.Throttle & Reverser handle; 7.Memotel SPM;
8. Modified display

MACHINE ROOM LAYOUT :

Machine Room-1 Equipment:

From cab-1 to Cab-2:
MR1: Main Reservoir-1(In hotel load
WAP7 locos shifted to MR-2, from Cab-
1)
HB-1 Cubicle (In hotel load WAP7
locos shifted to MR-2, from Cab-1)
SB-1 cubicle
Bur-1: Auxiliary converter-1
Machine room blower-1
1Ø Scavanging blower-1
Traction converter-1
Traction converter oil pump-1
Oil cooling unit-1
Pneumatic panel (E-70/CCB2.0)
WAG 9/WAP 7 WAP 5
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 THREE PHASE LOCO MATERIAL
MCPA
3Ø Scavenging blower-1
Traction Motor Blower-2
AR: Auxiliary reservoir (Behind HB2 in hotel load locos)
# Before SB-1 hotel load converter-1provided in WAP7 locos.

Machine Room-2
Equipment:
From cab-2 to Cab-1:
MR2:Main Reservoir-2 (In hotel
load WAP7 locos shifted to MR-1,
from Cab-2)
HB-2 Cubicle (In hotel load WAP7
locos shifted to MR-1, from Cab-2
SB-2 cubicle
Bur-2: Auxiliary converter-2&3 From left: 1.Aux. reservoir 2.TM Blower 3.MR
Machine room blower-2 blower 4.Main reservoir 5.Oil Cooling unit 6.SR
1Ø Scavanging blower-2 cubicle 7. SR pump in IGBT locos 8.HOM
Traction converter-2
Traction converter oil pump-2
Oil cooling unit-2
Harmonic filter cubicle
3Ø Scavenging blower-2
Traction Motor Blower-1
# Before SB-2 hotel load converter provided in WAP7 locos.

Cubicle HB-1: MCBs provided in HB-1

Three phase 415 Volt Aux. circuit
breaker
1. 62.1/1 : Transformer oil pump-1
2. 63.1/1 : Traction Converter oil pump-1
3. 47.1/1 : Main compressor-1
4. 53.1/1 : Traction motor blower-1
5. 55.1/1 : 3Ø scavenging blower-1
6. 59.1/1 : Oil cooling Blower-1

Single phase 415 /110 Volt Aux.

circuit breaker
1. 54.1/1 : Machine room blower-1
2. 56.1/1 : 1Ø scavenge blower-1
3. 69.61 : Cab ventilation for both cabs
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 THREE PHASE LOCO MATERIAL
4. 69.62 : Cab heaters for both cabs
5. 69.71 : Crew fan for both cabs
Other equipment
1. 1000/415 V 1Ø Transformer
2. 52/4 and 52/5 power contactors
3. Earth fault relay 1Ø circuit
4. 52.3/4 and 52.3/5 110 V DC auxiliary contactors for 52/4 and 52/5.
5. 47.2/1 MCP-1 power contactor.
NOTE: In some locos MRB-2 is changed as three phase auxiliary.

Control Cubicle- SB1: Switches in SB1:

Switch Name of Positions Purpose
switch
152 Failure mode 0 &1 0: Normal; fine mode
operation 1; failure mode (Throttle)
154 Bogie cut-out NORM, I,II & NORM: Both bogies in service
I+II I: Bogie-1 isolated
II: Bogie-2 isolated
I+II: Both bogies isolated
160 Configuration 1 &0 1: Normal, normal speed
0: 15 kmph speed only
237.1 VCD 1&0 1: VCD in service
0: VCD byepassed

MCBs provided in SB1:

1. 127.9/1 Central electronics, supply to FLG1, STB1
2. 127.9/2 Central electronics, supply to HBB1
3. 127.22/1 Electronics, Auxiliary converter-1
4. 127.2/1 Monitoring aux. contactors of HB1 MCBs and
harmonic filter
5. 127.11/1 Power supply Gate Units related to SR-1
6. 127.1/1 Electronics Traction converter-1

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 THREE PHASE LOCO MATERIAL
7. 310.1/1 Cab-1 Head light
8. 127.91/1 Power supply 24V/48V, cab-1 pilot lamps, VCD
buzzer & desk lamps
9. 127.12 Pantograph/VCB Control
10. 127.3/1 Cab-1 BL switches
11. RTIS RTIS MCB (newly provided)
Contactors in SB1:
1. 136.4 Auxiliary contactor VCB
2. 126.7/1 Power supply cab-1
contactor
3. 218 Control electronics
contactor
4. 126 Control circuits
contactor
5. 338.1 Cab-1, Head light
contactor
6. 126.5 CE ‘OFF’ contactor
7. 136.3 Time relay for VCB

Other equipment:
1. PT fuse ; 2amp.(Glass tube), In
some locos HRC type provided.
2. Spare fuses
3. VCU/MCE reset PB switch. In some
locos.
4. Simulation socket
5. Configuration PB switch(161).( Not in
use)
6. Minimum Voltage relay (MVR 86)
7. Over current relay (OCR 78) with target.
8. Earth fault relay of control circuits, 89.7
9. ECPSW switch: Whenever HBB2 fails to
run compressors. MVR 86 & OCR 78
10. 411: Central electronics-1
11. Train Bus.

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 THREE PHASE LOCO MATERIAL

Cubicle HB-2: Circuit breakers provided in HB-2

Three phase 415 Volt Aux. circuit breaker
1. 62.1/2 : Transformer oil pump-2
2. 63.1/2 : Traction Converter oil pump-2
3. 47.1/2 : Main compressor-2
4. 53.1/2 : Traction motor blower-2
5. 55.1/2 : 3Ø scavenging blower for
traction motor blower and oil cooling
6. 59.1/2 : Oil cooling Blower-2
7. 100 : CHBA input MCB (in IGBT locos
provided on BUR-2)
8. Cab AC MCB also provided in few locos
# In ABB make IGBT locos MCB 100 not
provided outside.
Single phase 415 /110 Volt Aux.
circuit breaker
1. 54.1/2 : Machine room blower-2
2. 56.1/2 : 1Ø scavenge blower-2
Other equipment:
1. 52.4/1 and 52.4/2 power contactors of 3Ø scavenging blowers
2. 52.5/1 and 52.5/2 power contactors for oil pumps
3. 47.2/2 power contactor , MCP-2
4. 52.6/1 and 52.6/2 110 v DC auxiliary contactors to 52.4 and 52.5

Cubicle SB-2: MCBs provided in SB-2

1. 127.81 Circuit breaker 126 Commissioning 1, cab1&2
activation contactors 126.7/1 & 126.7/2
2. 127.15 Vigilance control (VCD)
3. 127.7 Pneumatic panel (Brake electronics)
4. 127.82 Commissioning 2-48.2 control, LSCE, VCD
5. 48.1 Auxiliary compressor (MCPA)
6. 127.3/2 Cab-2 BL switches
7. 127.91/2 Power supply 24V/48 V, cab-2 pilot lamps, FDU,
VCD buzzer and DC fans of MCE
8. 310.7 Marker lights both sides
9. 310.1/2 Cab-2 Head light
10. 310.4 Machine room lights
11. 127.1/2 Electronics traction converter-2
12. 127.11/2 Power supply Gate Units of SR-2
13. 127.2/2 Monitoring aux. contactors of HB2 MCBs.
14. 127.22/2 Electronics auxiliary converter-2

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 THREE PHASE LOCO MATERIAL
15. 127.22/3 Electronics auxiliary converter-3
16. 127.9/3 Central electronics supply to FLG2 & STB2
17. 127.9/4 Central electronics supply to HBB2
18. 127.92 MEMOTEL (speedometer)
19. 110 CHBA output breaker
20. 112.1 Control circuits, locomotive
21. 128.1 Air dryer
22. 129.1 Hotel load in WAP 7 locos
Contactors in SB-2:
1 126.7/2 Power supply driver's cab-2
2 130.1 Pantograph
3 48.2 Auxiliary compressor
4 338/2 Head light
5 211 Temp. control of CE
6 126.6 CE ’ON’ contactor

Others:
1. 212: Fire detection equipment
2. 412: Central electronics-2

PNEUMATIC PANEL:

KNORR BRAKE CCB2.0 LOCO E-70 LOCO

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 THREE PHASE LOCO MATERIAL

POWER CIRCUIT (WAG9 & WAP7):

# WAG 9 locos- No hotel load.

Power circuit equipment:

1. Pantographs-2
2. Roof bars-3
3. HPT links-2
4. Potential transformer
5. ET1 & ET2 Gap less surge arrestors
6. HOM
7. Vaccum circuit breaker
8. Over current relay, OCR 78

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 THREE PHASE LOCO MATERIAL
9. Main transformer winding
10. Secondary windings of traction converters and auxiliary converters.
11. Harmonic filter
12. Traction converters-2
13. Auxiliary converters-3
14. Hotel load
15. 1Ø aux, transformer winding
16. 3Ø Ac squirelcage induction motors-6
17. Battery charger

Description of power circuit

Pantographs:
1. Two pantographs are provided on loco roof and same design as conventional loco.
2. One spring loaded switch ZPT with UP & DN positions on LP’s desk and panto
selector switch (Auto, I & II) provided on Pn.Panel.
In ‘AUTO’ position irrespective of cab only rear panto raises.
In ‘I’ position only cab-1 side panto raises (Panto-2 will isolate).
In ‘II’ position only cab-2 side panto raises (Panto-1 will isolate).
3. To EP valves & PT1&2 Pn. COC provided on Pn. panel. Normal position is
horizontal.i.e. open position.
4. IG-38 key is provided on Pn.panel. Normal position is horizontal. i.e. open
position. (In CCB2.0 Brake system it is vertical position)
5. A gauge is provided on Pn.Panel to indicate panto reservoir pressure.
6. Raising pantograph:
Ensure loco is under OHE. When BL is kept on ‘D’ mode if pressure is less in
PR, MCPA starts automatically. Pressure should be above 7.0 Kg/cm2.
When FLG 504 Node information appears on Display screen then LP has to
press ZPT downside (UP) and releases.(In cooling mode no node information
since CE OFF)
Now rear panto raises provided PSS on ‘AUTO’ position and PT COC kept
open.
After giving command by ZPT, If panto is not raising, by pressing panto
contactor 130.1 (in SB-2) panto can be raised.( Ensure PR pressure is above
5.5 kg/cm2)

HPT links: To isolate damaged panto electrically two HPT links provided to
middle roof bar towards both pantos.

Roof bars: Three roof bars are provided on loco roof to receive the OHE supply
from panto and to connect to VCB.

20
 THREE PHASE LOCO MATERIAL

Vaccum Circuit breaker:

Construction and operating is same
To close VCB; In ‘D’ mode FLG 550 node information should appear.
To close VCB, On Pn. Panel VCB Pn.COC should be open condition
To close and open VCB in Panel A, spring loaded switch BLDJ with ON & OFF
positions, is provided.
To close VCB LP should press BLDJ down (ON) for 1 sec.
When VCB closes LSDJ lamp extinguishes.
After giving command by BLDJ, If VCB is not closing, by pressing VCB contactor
136.4 (in SB-1) VCB can be closed.( Ensure panto is raised condition)
In ‘C’ mode also VCB can be closed.

Potential transformer:
It is located on loco roof and connected to middle roof bar.
It step down the 25 KV into 200-230 V AC.
2 amps. Fuse is provided in SB-1, with spare fuses.
Out put of PT is given to
o Main converter electronics = 4 volt AC
o Catenary voltmeters on the Loco pilot’s console = 10 volt DC
o Minimum voltage relay, 86.
When panto is raised and touched to OHE through Potential transformer U meter
deviates and shows OHE voltage.
If PT fuse is required to change ensure panto is lowered fully.

Main Transformer:
General: 25 KV, 1-phase, AC Supply is taken from OHE catenary/ contact wire
through pantograph, roof equipment and VCB (DJ). The same supply is fed to
charge the “parallel induction transformer” where it is stepped down to different
operating voltage. The tank is filled with transformer oil in order to increase the
insulation strength and to dissipate the heat.
A spy glass is provided in each machine room to check the oil level of transformer
oil.
There are 6/8 secondary winding:
a. Convertor secondary winding/Traction winding.(4 Nos.)
b. Aux. Convertor secondary windings.(1 Nos.)
c. Harmonic filter secondary winding.(1 Nos.)
d. Hotel load (2 no.) in WAP-5 & some WAP-7 locos.
Transformer Oil Temperature Action:
1. T<47°C Ventilation OFF
2. T=50°C (ON) Ventilation Level 1 ( merged with
T=47°C (OFF) Level 2)

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 THREE PHASE LOCO MATERIAL
3. T=55°C (ON),T=52°C (OFF) Ventilation Level 2
4. T=60°C (ON) T=57°C (OFF) Ventilation Level 3
5. T<80°C) TE/BE 100%
6. 80°C<T<84°C Linear reduction of the TE/BE from
100% to 0%
7. T> = 84°C GTO pulsing inhibited
8. T> = 84°C longer than 10 sec VCB OFF

Traction Converter: (SR)

Traction converter converts single-phase 25 KV AC supply into 3 phase AC, with
Variable Voltage (max 2180 V) and frequency (from 65 to 132 Hz) while in
traction mode and feeds it to traction motor group.
There are two traction converters i.e. Traction converter-1 for TM 1-2-3 and
Traction converter-2 for TM 4-5-6 (In case of WAP-5 , traction converter-1 for TM
1-2 and Traction converter-2 for TM-3-4)
During regenerative braking the traction motors work as generators and feeds

generated 3-phase supply to Traction converter. This converter now acts in

reverse manner i.e. it converts 3 phase AC supply into single phase AC supply and
feeds it to Transformer. Further main transformer steps up this supply and feeds
back to OHE. In this way 3 phase loco works as a small powerhouse, which
generates supply and share the load by feeding it back to OHE.
SR is cooled by separate oil cooling unit.
The traction converter has three main sub parts:
1) Line Converter 2) Intermediate DC link and 3) Drive converter.
One spy glass is provided on each SR to check the oil level.
# In IGBT locos SR is cooled by water coolant and side of SR, one gauge is
provided with Min. and Max. levels.

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 THREE PHASE LOCO MATERIAL

SR Oil Temperature:
1. T<42°C Ventilation OFF
2. T=45°C (ON) T=42°C (OFF)
Ventilation Level 1( merged with Level 2)
3. T=50°C (ON) T=47°C (OFF)
Ventilation Level 2
4. T=55°C (ON) T=52°C (OFF)
Ventilation Level 3
5. T<62°C) TE/BE 100%
6. 64°C<T<66°C Linear reduction of the TE/BE from 100%
to 0%
7. T> = 66°C GTO pulsing inhibited
8. T> = 80°C longer than 10 VCB OFF
sec

Line Converter : (NSR)

The line converter converts the alternating current supplied from the main
transformer into direct current (motoring) and forwards this direct current to the
intermediate DC-Link. However, it is also able to convert direct current from the
intermediate DC-Link into alternating current and to supply this alternating current
in turn to the main transformer (braking). Both functions are activated by the
traction converter control electronics.

DC Link:
The intermediate DC-Link performs two main tasks. It smoothens the direct current
that flows through and, it also performs the storage function, thus covering the
peak current demand of the line converter or of the motor. It works as a electrical
buffer between ASR and NSR.

Drive Converter- (ASR):

The drive converter converts the direct current from the intermediate DC-Link into
three-phase current for the drive motors (motoring). Conversely, it also converts
the three-phase current generated by the drive motors into direct current for
braking.

Technical Data Of Traction Converter

Coolant oil : SHELL DIALA DX
Input voltage (RMS) : 2 x 1,269 Volt
Input current (RMS) : 2 x 1,142 Amp
Input frequency : 50Hz
DC-Link circuit nominal voltage( Ud) : 2,800 Volt
Output voltage (line-line voltage, RMS) : 2,180 Volt
Output current (per phase, RMS) : 740 Amp
Output power : 2,105 kW
Out put frequency : 65-132 Hz
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 THREE PHASE LOCO MATERIAL

Traction Motor:
There are total 6 traction motors provided in WAG-9 / WAP-7 loco.
TM 1-2-3 are mounted in bogie-1 and are fed from traction converter -1 where as
TM 4-5-6 are mounted in bogie -2 and are fed from traction converter -2. In case
of WAP-5 there are 4 traction motors in which, Traction converter-1 feeds to TM-
1-2 where as traction converter-2 feeds to TM3-4.
Unlike conventional WAG-5/7 individual TM cannot be isolated in this loco only a
group isolation is possible.
For isolation of TM group one rotating switch No. 154 is provided in SB-1, its
normal position is “ NORM”.
In WAP-7 & WAG-9, the traction motor is cooled by TM blower.
The power transmission is effected via a spur-wheel gear.
Traction motor is suspended on axle, by axle cap at one end and on link at
another end.
To check the oil in gear case one spy glass is provided on gear case.
To monitor the temperature & speed, sensors are provided in the stator assembly.
# In IGBT locos if any problem arises in TM, particular TM will be isolated
automatically. No manual isolation of independent TM.

Technical Data Of Traction Motor: (WAG-9 / WAP-7)

Type : 6FRA 6068
Kind of motor : 6 poles/alternating current Asynchronous motor, 3 Ø
Cooling : Forced air cooling
Power supply : Current fed converter
Temperature recording : 2 thermal resistance elements installed in a stator tooth
OUTPUT P (KW) : Continuous 850; Maximum 850
VOLTAGE U (V) : Continuous 2180; Maximum 2180
Current Intensity I (A) : Continuous 270; Maximum 370
Frequency (Hz) : Continuous 65; Maximum 132
WAP-5
Type : 6FXA 7059
Kind of motor : 6 poles/alternating current Asynchronous motor, 3 Ø
Cooling : Forced air-cooling
Power supply : Current fed converter
Temperature recording : 2 thermal resistance elements installed in a stator tooth
OUTPUT P (KW) : Continuous 850; Maximum 1150
VOLTAGE U (V) : Continuous 2180; Maximum 2180
Current Intensity I (A) : Continuous 370; Maximum 540
Frequency (Hz) : Continuous 65; Maximum80

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 THREE PHASE LOCO MATERIAL

AUXILIARY CONVERTERS
General:
Three auxiliary converters are provided.
Each Auxiliary converter receives 1Ø AC 1000 volts supply from auxiliary winding
kept parallel to main transformer and converts into 3Ø AC 415 Volts.
This 3Ø AC 415 Volts supply is fed to 12 auxiliaries and one battery charger.
Auxiliary converter-1 is placed in cubicle called BUR-1 situated in machine room No-
1 where as aux converter No. 2 and 3 are placed in cubicle BUR-2, which is situated
in machine room No.2.
The traction motor and oil cooling blowers run only when required. The control
electronics adjusts the blower speeds depending on operating temperature, nominal
traction values and speed.
Transformer and traction converter oil pumps work continuously whenever the
auxiliary converters are operating.

3 phase, 415 volt Auxiliaries:

Following 3-phase, 415-volt auxiliaries are provided on this loco, which are fed from
Auxiliary converter No.1, 2 and 3.

Auxiliary Location Function MCB

Load on Auxiliary Converter No. 1
To cool transformer and
Oil Cooling 59.1/1
Machine Room-1 SR 1 oil in cooling unit 1
Blower-1 (OCB-1) In HB 1
by taking air from roof
To cool transformer and
Oil Cooling 59.1/2
Machine Room-2 SR 2 oil in cooling unit 2
Blower-2 (OCB-2) In HB 2
by taking air from roof
Load on Auxiliary Converter No. 2
To cool bogie 1 TM group 53.1/1
TM Blower 1 Machine Room 2
by forced air In HB 1
To cool bogie 2 TM group 53.1/2
TM Blower 2 Machine Room 1
by forced air In HB 2
Under Truck To circulate oil from TFP
Transformer oil 62.1/1
Below Machine room oil tank to Cooling Unit 1
pump 1 In HB 1
1 & back
Under Truck To circulate oil from TFP
Transformer 62.1/2
Below Machine oil tank to Cooling Unit 2
oil pump 2 In HB 2
room 2 & back
Tr. Converter Machine Room 1 To circulate oil from SR 1 63.1/1
Oil Pump 1 Near SR 1 to Cooling Unit 1 & back In HB 1
Tr. Converter Machine Room 2 To circulate oil from SR 2 63.1/2

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 THREE PHASE LOCO MATERIAL
Oil Pump 2 Near SR 2 to Cooling Unit 2 & back In HB 2
Load on Auxiliary Converter No. 3
Main Compressor Under Truck below 47.1/1
To create MR pressure
1 Machine room-1 In HB 1
Main Compressor Under Truck below 47.1/2
To create MR pressure
2 Machine room 2 In HB-2
Scavenging Machine Room 2 To clean dust from air 55.1/1
Blower 1 Near TMB 1 filters of TMB 1 & OCB 2 In HB 1
Scavenging Machine Room 1 To clean dust from air 55.1/2
Blower 2 Near TMB 2 filters of TMB 2 & OCB 1 In HB 2
100 in HB2 &
Within Auxiliary To charge battery & feed
Battery Charger 110
Converter Cubicle control circuits
In SB 2

NOTE: MCB 100 is relocated on Bur-II in IGBT locos.

In some IGBT locos MRB-2 is getting 3 ph. AC supply from AC-2.
AC equipment also getting supply from AC-2.
In LGD based locos 3Ø Sc. Blowers getting supply from AC-2.

Load Sharing in case of any AC isolated:

In case of failure of any converter another converter shares its load.
Load sharing after isolation of any auxiliary converter.
Oil cooling blower 1, 2, Tr. Motor blower 1, 2
Load on Aux.Conv-2
Aux.Conv- Scavenging blower 1-2
1 isolated MCP 1, 2, Transformer pump 1, 2,
Load on Aux. Conv.-3
Converter pump 1, 2, Battery Charger
Oil cooling blower 1, 2,Tr. Motor blower 1, 2
Load on Aux.Conv-1
Aux.Conv- Scavenging blower 1, 2
2 Isolated MCP 1, 2, Transformer pump 1, 2
Load on Aux. Conv.-3
Converter pump 1, 2, Battery Charger
Oil cooling blower 1, 2, Tr. Motor blower 1, 2
Load on Aux.Conv-1
Aux.Conv- Scavenging blower 1, 2
3 Isolated MCP 1, 2, Transformer pump 1, 2
Load on Aux. Conv.-2
Converter pump 1, 2, Battery Charger

NOTE: If any AC is isolated, Blowers works on 37 Hz frequency

Oil pumps and compressors works with 50 hz frequency
If any Aux.Conv. is isolated, AC will not work.

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 THREE PHASE LOCO MATERIAL

SINGLE - PHASE 415 V/110 V AUXILIARIES:

The auxiliary transformer is located in cubicle-1 (HB-1) and supplies following

systems with 1-phase power.
This circuit is independent of CE and all these auxiliaries work in Driving as well as
cooling mode and start as soon as VCB closed.
Single phase 415 Volts
To cool machine room by
Machine Room ducting and limit the 54.1/1 In
Machine Room-1
Blower-1 temperature of control HB-1
electronics parts below 700C
Machine Room 54.1/2 In
Machine Room-2 -do-
Blower-2 HB-2
Scavenging
To clean dust from air filters of 56.1/1
Blower for Machine Machine Room-1
Machine Room Blower-1 In HB-1
room Blower-1

Scavenging
To clean dust from air filters of 56.1/2
Blower for Machine Machine Room-2
Machine Room Blower-2 In HB-2
room Blower-2
In Both cab. To deliver heat for keeping the 69.62
Heater Element
Inside Desk cab warm In HB-1
Single phase 110 Volts
69.71
Crew Fan: 4 Nos. 2 Nos. in Both cabs Crew ventilation
In HB-1
Cab Ventilation One in Both cab To expel heat of heater element 69.61
Blower- 2 Nos. Inside Desk into the cab& cab ventilation In HB-1

 In some locos both MRBs are converted as three phase auxiliaries and
cooling mode is deactivated.

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 THREE PHASE LOCO MATERIAL
 In some locos only MRB-2 converted as three phase auxiliary and works
in only driving mode.
 MRB-1 works in driving and cooling mode.

Harmonic Filter:
Harmonic filter is connected with primary winding of main transformer which
consist of contactors, resistances and capacitor and inductive coil.
This harmonic filter reduces/suppresses the high frequency harmonics to avoid
disturbances in signaling.
Harmonic Resistances are kept on roof and cooled naturally.
If the harmonic filter get bypassed by the system, the speed of the loco / train
will be automatically restricted to maximum 40 KMPH by CE.
Harmonic filter consists of two EP contactors and one EM contactor. For EP
contactors pressure comes from Pn.Panel.
On Pn.Panel COC is provided and it should be kept open always.
These EP contacors are monitored by SR1 and SR2 electronics.
If Harmonic filter is isolated isolate SR1/SR2 and switch OFF CE to bring back
harmonic filter into service.

Protective equipment to power circuit:

OCR78: To protect from over current or earth fault in main transformer Over
Current Relay (OCR) 78 is provided in SB-1 cubicle. It is having Mech. Locking.
(In case of OCR is acted, Action to be taken is discussed in T/shooting)

ET1 & ET2 Gapless surge arrestors: These are located on loco roof.
ET1 protects roof equipment from surge voltage when VCB is opened condition.
ET2 protects main transformer from surge voltage when VCB is closed condition.

HOM: (LOCO GROUNDING SWITCH)

Location: Underneath of loco roof, middle of Machine room corridor.
Loco should be grounded only before climbing loco roof to attend any trouble on loco
roof like removing foreign body, securing damaged pantograph etc.(Grounding
procedure is discussed in Loco operating chapter)

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 THREE PHASE LOCO MATERIAL

Batteries
In 3Ø locos Ni-Cd Battery is used.
Total 26 Batteries kept in two boxes and
mounted on under frame of loco body.
Each BA having 3 cells and each cell
voltage is 1.4 V.
Total 26 Batteries Voltage is
26×3×1.4=109.2(110) v., capacity is 199 Left to right;
MCB 112,
A-H BA Box-2,
To show the battery voltage UBA is UBA, MCB
provided in either cab. Main switch for 110 & MCB
112.1
battery is MCB 112 which is kept in a box
provided near BA box No. 2.
To charge the battery, one battery charger
is provided with MCB100 (Input) in HB2 and MCB 110 (output) in SB2.
For control circuit supply MCB 112.1 is provided in SB2.
Note:-
If battery voltage is 92 V for more than 30 seconds, P-2 Fault will appear on the
screen.
If battery voltage is reduced below 86V, P-1 message will appear , if BV drops to
82V loco will shutdown.
If charging current is reduced by 10 A, P-2 fault will appear on screen.
If cab is activated and panto is not raised, CE will switch OFF after 10 minutes
automatically.
Loco CE get power supply directly from battery and can supply upto maximum 5
hours.

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 THREE PHASE LOCO MATERIAL

CONTROL ELECTRONICS-GTO LOCOS

Bus Stations : A control electronics level with at least one computer and a
connection to the vehicle bus is defined as a bus station.

SR Traction Converter
ALG Drive Control Unit –controls GTOs in the SR
SLG Converter Control Unit – converter operation
ASC Drive Converter Control –Motor side GTOs controls
NSC Line Converter Control-TFR side GTOs controls
BUR Auxiliary Converter Control- BUR processor
HBB Auxiliary Cubicle Control- Cab control processor
STB Low Voltage Cubicle Control- Cab control processor
FLG Vehicle Control Unit- Master control of Loco
FBV Vehicle Bus Administrator-routing signals
ZBV Train Bus Administrator- MU operation
DIA Diagnostic Control- Fault generation and fault log
DDA Display Data Control- cab display control

Third Party Control Electronics

The following third party systems are operated by their own control
electronics and independent from the above mentioned bus concept: Example Brake
Electronics, VCD, and FDU &SPM electronics.

30
THREE PHASE LOCO MATERIAL

31
 THREE PHASE LOCO MATERIAL

LOCO OPERATING

32
 THREE PHASE LOCO MATERIAL

Loco Inspection
1. In front Of Cab:
Ensure that loco is standing on the rail and under the OHE.
Ensure that both side MRE, BCE, BP, FP hoses are connected properly and their
angle COCs are as per requirement. Also ensure that hoses are not hanging.
Ensure no damages to rail guard and cattle guard.
Ensure that CBC having no abnormalities and locking pin is available and provided
with operating handle.
Ensure that UIC connector sockets are covered.
Ensure that both look out glasses are clean.

2. Below Machine Room No. 1 (Cab 1 To Cab 2)

Ensure that all sand boxes are filled with dry fine sand, and sand pipes are
aligned correctly.
Ensure that additional COC of MRE & BCE are opened behind cattle guard..
Ensure that Air dryer unit is in service that (D-in open, D- out open & D-off
closed).
Ensure that all suspension dampers; helical springs having no abnormalities like,
crack, hanging etc.
Guide rod is fitted properly and its bolts are tightened.
All brake rigging; brake block, brake shoe, sleeve rod, assembly hanger
arrangement are OK.
Wheels are not skidded.
Return current bush are connected properly.
Parking brakes cylinders are provided with manual releaser hook, if provided.
Traction link is fitted properly and their all 6+6 bolts are tightened and safety
slings provision.
Oil level in MCP-1 is above min mark, also ensure that CP mounting bolts are
tightened and safety sling is slack.
Bogie brake -1 COC is in open condition.
Battery box cover is fixed properly.
Safety chain is intact.
BP and FP additional COC are in open condition behind cattle guard.
3. Below Machine Room No. 2 (Cab 2 To Cab 1)
Ensure that all sand boxes are filled with dry fine sand and sand pipes are aligned
correctly.
Ensure that additional COCs of MRE & BCE are opened behind cattle guard.
Ensure the all suspension dampers, helical springs having no abnormalities like,
crack, displacement, hanging etc.
Guide rods are fitted properly and its bolts are tightened.
All brake rigging; brake block, brake shoe, sleeve rod, assembly hanger
arrangement are OK.
33
 THREE PHASE LOCO MATERIAL
Wheels are no skidded.
Return current bush are connected properly.
Parking brakes cylinders are provided with manual releaser hook, if provided.
Traction link is fitted properly and their all 6+6 bolts are tightened and safety
slings are provided.
Oil level in MCP-2 is above min mark; also ensure that CP mounting bolts are
tightened and safety sling is slack.
Bogie brake -2 COC is in open condition.
Battery box cover is fixed properly.
Safety chains are intact.
BP and FP additional COC are in open condition behind cattle guard.

4. In Cab
Cab and look out glasses are clean.
All switches are normal, ZBAN-OFF, ZTEL-OFF and BLCP-AUTO position.
Emergency exhaust Cocks are normal.
Water is filled up in windshield washer unit.
Spare hoses, wooden wedges are provided in side locker.
Fixed and handy both fire extinguisher are in good condition and filled with gas.
Ensure that emergency push button is released.

5. In Machine Room
Control and power Circuit breakers in cubicle SB-1 / SB-2, HB-1 / HB-2 are normal
in ( UP/ ‘ON’) position.
Switches provided in SB-1 are in normal (vertical) position.
Oil level/water level of Conv-1/2 and transformer-1/2 are above min mark.
Ensure outer cover of any power equipment is not opened.

6. Pneumatic Panel
Panto selector switch is in “auto” position.
COC 70, 74, 136 are in open condition and COC 47 is in close position.
COC of panto 1, panto 2, VCB and sanders are in open condition.
Distributor valve is in service.
IG 38 Key is inserted and kept ‘ON’.
CPA drain Cock is in closed position.
Parking brake apply/release plungers are not in locked condition.

34
 THREE PHASE LOCO MATERIAL

LOCO ENERGISATION
1. Put battery additional circuit breaker No.112.1 to ‘ON’ position in cubicle SB-2.
Also ensure that CHBA circuit breaker No. 110 (SB-2) is at ON position.

MCB 110 & 112.1 in SB-2, Inserting A9 handle in E-70 locos & A9,
Mode switch & SA9 in ccb2.0 loco

2. Ensure MCB 100 in HB2 or above BUR 2 is ON.

3. Go in operating cab with A9 handle in case of E70 brake system and BL key.
4. Insert A-9 handle at ‘Neutral’ position and bring to ‘RUN’ position by lifting lock.
(In CCB 2.0 brake system A9 is fixed and keep in ‘Full service’ and Mode switch in
‘LEAD’ position.)
5. Insert ‘BL’ key at ‘OFF’ position and turn it to ‘D’ position. Then
Light of screen (panel-C) and Memotel will get ON.
MCPA will start (if pressure is less).
UBA will deviate and shows BA voltage . It should be above 92 V.
LSDJ will glow.
6. All above indications indicates that Control
Electronics is ‘ON’.
7. The message “Loco is in configuration,
please wait” will appear on the screen and
self testing is done for 10 seconds.
8. During self testing, all pilot lamps will glow
and extinguish except LSDJ, Bogies-1 & 2
meter needle will deviate both in BE/ TE
mode and come to -0.
9. After completion of testing, Node No. FLG
504 will be displayed on the screen. Now
press ‘ZPT’ in ‘UP’ mode for raising of
pantograph and confirm the touching of
panto with contact wire by seeing
physically and also U-meter will deviate
and indicate the OHE voltage.
10. After few seconds Node No. FLG 550 will display on the screen, now press BLDJ
for closing VCB. Now DJ will close and ‘LSDJ’ will be extinguished.

35
 THREE PHASE LOCO MATERIAL
11. Loco will energize and all the auxiliary motors will start automatically.
12. Ensure that BLCP is at AUTO position.
13. Node No. FLG 570 will appear on the screen.
14. After building of MR pressure to 6.4 kg/cm2, set Reverser to F/R as per
requirement. (FLG 590 will show on the screen.)
15. Apply loco brakes. Now release the parking brakes.
16. Ensure BP pressure is 5 kg/cm2 and ensure AFI is at Zero.
(In CCB 2.0 brake system keep A9 in full service and Mode switch in ‘Lead’. Wait
till ‘OK to RUN’ message in LCD screen on EBV (Provided on A9) and then bring
to RUN position. Now BP charges to 5 kg/cm2.)
17. Set the screen in ‘Simulation Mode’.
18. Now operate throttle in TE direction. FLG 596 Node display on screen indicates
traction converters are ready for traction.
19. Both TE /BE meters will deviate in TE side, and FLG 596 will appear continuously
on the screen. TE/BE will be shown in KN in simulation screen.
20. Check the loco brake power (should not move upto 150/100 KN).
21. Now Loco is ready to work.
22. After loco energization and MR pressure is above 5.0 Kg/cm2 check sanders, horns
and wipers working.
23. Check both side Head light glowing.
Note:
Priority -1 message will appear on the screen: -
If Reverser is put on position F or R when MR pressure is below 6.4
kg/cm2
If throttle is operated without releasing parking brakes.
If throttle is operated without recharging BP to 5 kg/cm2.
ZPT & Panto raising:

ZPT, PSS, PT1& 2 cocks & PT1&2 EP valves in E-

70, IG38 Key,
PSS&PT1&2 cocks & IG-38 key in CCB2.0
130.1 Contactor in SB-2

 It is spring loaded switch provided for Pantograph.

 It is having ‘0’,’UP’ and ‘DN’ positions.
 Panto selector switch is provided on Pn.Panel, having ‘AUTO’, ‘I’ and ‘II’.

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 THREE PHASE LOCO MATERIAL
 In ‘AUTO’ position only rear pantograph raises and is monitored by MCE.
 In ‘I’ position irrespective of cab only panto-1 raises.(Panto-2 isolated)
 In ‘II’ position irrespective of cab only panto-2 raises.(Panto-1 is isolated)
 I & II positions are not monitored by MCE.
 For panto/VCB control circuit MCB 127.12 provided in SB-1.
 Both pantographs are controlled by IG-38 key provided in Pn.panel.
 Two panto isolation cocks are provided on pn.panel and normally horizontal
position.
 In E70 locos IG-38 key normal position is ‘Horizontal’ and in CCB2.0 locos ‘Vertical’.
 To give feed back about panto pressure to MCE in panto pipe line two pressure
switches provided in E70 locos as well as CCB2.0 locos.
 130.1 Aux.Contactor is provided in panto control circuit and is provided in
SB2.
 To raise panto in ‘Driving mode’ after observing FLG 504 node on display press ZPT
down side(UP) and rear panto raises provided PSS on ‘AUTO’ position.
 Panto can be raised in cooling mode also, but no node appears since display OFF.
 To lower panto operate ZPT upwards (DN) position.

BLDJ & Closing of VCB:

 BLDJ is spring loaded switch.
 BLDJ positions are ‘0’, ‘OFF’ and ‘ON’
 For panto/VCB control circuit MCB 127.12 provided
in SB-1
 One VCB isolation cock is provided on Pn.panel
136.4
normally horizontal position.
contact
 In VCB control circuit 136.4 aux.contactor is or in
provided in SB-1. SB-1
 VCB can be closed in driving and cooling mode. panel
 In driving mode, after FLG 550 node press BLDJ
towards down side(ON) and release., VCB closes and LSDJ lamp extinguishes.
 In cooling mode no node information but LSDJ lamp extinguishes when VCB closes.
 To open VCB operate BLDJ upwards (OFF).

BLCP and MCPs starting:

 BLCP is semi spring loaded switch.
 Normal position is ‘AUTO’ and down side
spring loaded ‘MAN’ and up side ‘OFF’
position.
 In ‘AUTO’ position both compressors will
work initially from 0-10 kg/cm2 and later
from 8-10 kg/cm2.
 In ‘MAN’ mode both MCPs work continuously till pressed in ‘MAN’ position.
 In ‘OFF’ position both MCPs will OFF.
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 THREE PHASE LOCO MATERIAL

Checking of Head light, marker light and flasher light:

Whenever loco taken over charge head light, marker lights and
flasher light glowing to be checked by crew.

H/L & M/L switches, BPFL

switch, FLCU, Both side FL
on top, H/Ls in middle,
White(Top) & Red(Bottom)
marker lights

Switching On marker lights:

 Without cab activation also marker lights can be switched ON in any cab.
 Marker lights MCB is 310.7 available in SB-2.
 o put on white marker lights switch ON ‘ZLFW’.
 To put on Red marker lights switch ON ‘ZLFR’.
 Marker lights gets supply directly from BA and MCB112 should be good condition.
To put ON Head light:
 In both cab BLPR and ZPRD switches provided in Panel ‘c’.
 For cab-1 side head light MCB 310.1/1 and contactor 338.1 provided in SB-1
cubicle.
 For cab-2 side head light MCB 310.1/2 and contactor 338.2 provided in SB-2
cubicle.
 BLPR switch is having ‘F’ ‘OFF’ and ‘R’ positions.
 To glow front side Head light put BLPR in “F’ position and glows bright in ZPRD
switch in ‘FULL’. To dim front head light keep ZPRD in ‘DIM’ position.
 To test rear head light put BLPR switch on ‘R’ position.

Testing of Flasher light:

 Flasher light control unit is same as conventional loco and kept at ALP side.
 On flasher light two toggle switches are provided.
 One toggle switch is provided with ‘AUTO’ and ‘ON’ positions and another provided
with ‘MAIN’ and ‘STANDBY’.

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 THREE PHASE LOCO MATERIAL
 One rotating switch ‘BPFL’ is provided in Panel ‘C’ to check the working of Flasher
light.
 Before checking Flasher light keep first toggle switch at ‘ON’ position and operate
BPFL. Check the flasher light in ‘standby mode’ also.
 After checking FL keep first toggle switch on ‘AUTO’ mode.
 If FL is not working in both modes check fuse provided on FL unit.
 AFL can not be tested in loco stand still condition.
 Whenever BP pressure drops on run AFL comes along with ACP message.

Checking of HORNS:
 Above loco roof beside FL two horn hooters are provided facing front and rear.
 In both cabs on LP and ALP side one horn knob is provided with ‘LOW’ and ‘HIGH’
tones.
 Below LP’s desk two isolation cocks are provided and they should be open
condition.
 After loco energisation check working of horns at LP and ALP side.
 Horns works after MR pressure build up more than 5.0 Kg/cm2.
Checking of Sanders:
 Whenever loco taken over charge sanders working to be
checked by loco crew, if not working immediately to be
informed to TLC and act accordingly.

 For sanding PSA pedal switch is provided in both cabs.

 Two isolation cocks are provided on Pn.Panel.
 Before starting a train ensure sanders are working and dry sand available in
sand boxes. Keep one spare bag also inside the loco.
 This PSA can be used for VCD ack. also. But do not use since sand will be
wasted.
 PSA should operate with a interval of 10-12 sec. since continue sanding is not
available in this loco.
 When sanders EV are energized sand drops in front of wheels of leading axles of
both bogies.
 Sanders works after MR pressure build up more than 5.0 Kg/cm2.
 If PSA pressed continuously for one min. VCD will go in dead man’s mode and
penalty brakes will apply.
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 THREE PHASE LOCO MATERIAL

Checking of Wipers:
 To operate wipers ALP side operating knob provided.
 It is having ‘neutral’ ‘Operate’ and ‘parking’ positions with speed
control knob.
 To operate washer press and hold on ‘operate’.

Operation of BL Key
BL key is operated in the following modes:
1. DRIVING MODE : Off - D
2. SELF HOLD MODE : D - Off
3. Switching OFF control electronics : D - Off - C – Off
4. COOLING MODE : D - Off - C - Off - C

Operation Of Reverser :
Reverser has following 3 positions.
Position ‘F’ : Forward
Position ‘O’ : Neutral
Position ‘R’ : Reverse
Throttle and reverser are interlocked mechanically.
Reverser to be operated after FLG node 570
information in display and MR pressure should be
above 6.4 Kg/cm2. If reverser operated below 6.4
Kg/cm2 protective action will be taken by MCE and Priority-1 fault message
displays.
NOTE:
Whenever BP pressure drops due to train parting or ACP or keep
reverser on ’0’ after stopping the train. After attaching loco and
making BP hose pipe through also keep Reverser on ‘o’.
Reverser to be operated in train stand still condition only.
Operation of Throttle:

The TE/BE throttle controls traction and the electric braking effort of the
locomotive with an angle transmitter and auxiliary
contacts.
For angular transmitter switch 152 (0&1 positions)
provided in SB-1.
Position ‘0’ : Fine control through out the
range by angle transmitter.
Position ‘1’ : Fine control in steps though
auxiliary contacts.
The % TE/BE will be shown in TE/BE meters on the
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 THREE PHASE LOCO MATERIAL
panel A.
TE/BE handle also works in three steps during failure of Angle Transmitter’, ie.,
33%, 66% and 100%.

Loco Brake Testing:

 While taken over charge and before moving any loco LP should
conduct loco brake power test and if it is not as per standard
instructions immediately contact TLC.
Procedure of conducting Loco Brake power Test.
Apply loco brakes by SA-9.
Ensure that BC gauge showing 3.5 kg/cm2.
Physically ensure the brake blocks are touching to the wheels and no
person/loco is in front .
Set the screen in simulation mode.
Release parking brakes/hand brake and keep A 9 on RUN position.
Ensure MR pressure is above 6.4 kg/cm2, Operate reverser to forward.
Operate throttle gradually towards TE side and ensure loco should not move
up to 150 KN in WAG-9 & WAP-7 locos and 100 KN in WAP-5 locos.
After conducting loco brake power test keep TE/BE handle in ‘o’ position.

Parking Brakes:
 This is mechanical brake and remained
applied indefinite time once applied.
 The parking brakes provided to wheel no.
2,6,7&11 in WAG9 and 1,4,5 & 8 in WAP5.
 Parking brakes can be applied below 5 Kmph
but only after stopping the train/loco PB
brakes to be applied.
 In WAP 7 locos Parking brakes are removed
and hand brake is provided in Machine room
2 towards Cab-1.
 Parking brakes applies with same brake
blocks of TBU brakes.
 To apply/release PB in panel ‘A’ BPPB push
button switch and one solenoid valve with application and release plunger is
provided on Pn.panel.
 In E70 locos application and release plungers are having locking provision
whereas CCB2.0 locos auto latching facility is provided.
 To release PB manually a hook is provided to the PB activator at the above
wheels.

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 THREE PHASE LOCO MATERIAL

Application of parking brakes

During CE ON – Press BPPB. Or Press application plunger in SV.30
 Red illumination glows in BPPB and PB Gauge reads ‘0’ Kg/cm2
 Parking Brakes will apply.
 When ‘BL’ key is moved from ‘D’ to ‘OFF’,
 Parking Brake Gauge reads ‘0’Kg/cm2
 Parking Brakes will apply and BPPB lamp will not glow
 MR pressure drops below 3.5 Kg/cm2 also PB applies.

Releasing of Parking brake:

 During CE ON - Press illuminated BPPB. Or Press Releasing
plunger in SV.30
 Red illumination goes off in BPPB and PB Gauge shows 6 Kg/cm2
 Parking Brakes get released.
 Apply SA9 and ensure BC gauge 3.5 Kg/cm2
 Pull manual release hook at all PB cylinders.
 Parking Brakes get released and a Releasing sound of locking mechanism
is heard.
 Gauge will show ‘0’ Kg/cm2 only and BPPB will not extinguish if glowing.
 To take traction again press illuminated BPPB.
Driving Mode:
1. This mode is used to drive the loco. To achieve this mode Loco pilot has to
Insert BL key in ‘OFF’ position. Turn it clockwise from ‘OFF’ to ‘D’
2. By doing so, following indications will confirm the driving mode:
LSDJ will glow
UBA will show battery voltage.
Display & Memotel screen will activate.
Control electronics will ON.
Cab will activate.
MCPA start if less pressure.

Driving:
Energise loco as per procedure.
After creating MR pressure above 6.4 kg/cm2 and node information No. 570.
Move the reverser into desired position.
Release the parking brake/hand brake if applied.
Put A9 to ‘RUN’ position & ensure BP 5 kg/cm2
Ensure AFI is on ‘0’.
Set the TE/BE throttle to desire position.
Release SA9. BC gauge shows 0 Kg/cm2.
In order to increase adhesion and to avoid wheel slipping use sanders.
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 THREE PHASE LOCO MATERIAL
Bogies 1 & 2 meters will show in TE side and loco starts moving.
In simulation mode TE/BE shows in ‘KN’

NOTE:
While on run, if bogie meter suddenly not respond, trip VCB and reclose VCB.
While on run, if reduction in traction effort with LSP without any proper reason,
isolate bogie-2, work up to convenient place, switch off CE and switch on CE to
bring isolated bogie in to service.
While on run, if bogie isolated without any message, at convenient place, switch
off CE and switch on CE, to bring isolated bogie in to service.
While on run, after two or three attempts of reclosing of VCB while attending
any fault, bogie may get isolated, at convenient place, switch off CE and switch
on CE, to bring isolated bogie in to service.

Regenerative braking & Controlling train:

 To use regenerative brake move throttle towards braking side as per
requirement and control the train.
 Max. Brake force is 260 KN in WAG-9/WAP-7 & 160 KN in WAP-5. Regenerative
Braking is possible up to 0 KMPH.
 Use the Sanders if required while stopping in up gradient.
 Move A9 from ‘RUN’ to ‘Initial Application’. If more brake force is required move
the A9 handle to desire position between ‘Initial Application’ and ‘Full Service’ &
vice versa gradually.
 When train stops, apply SA9. Use pneumatic brakes during shunting.
Note:
 While stopping the train use A9 only.
 While RB in service do not use SA9.
 Whenever VCB tripped during RB or RB is failed loco brakes will apply proportional
to RB percentage. More than 90%, max.2.5 Kg/cm2 BC pressure went into loco BCs.
 In E70 locos only loco brakes will apply so immediately press PVEF to avoid wheel
skidding and control the train with A9 if required.
 In CCB2.0 locos along with loco brakes
emergency brakes will apply if loco BC pressure
exceeds 2.25 Kg/cm2

Automatic Vigilance Control System:

VCD is meant for keeping the Loco crew alert.

It is a safety device. VCD comes into service
when the speed of train is more than 1.5
KMPH.

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 THREE PHASE LOCO MATERIAL
LP only has to ack VCD for every 60 seconds interval by anyone of the following
ways.
Press VCD “ Foot switch”.
Press VCD ack/BPVR switch.
Operate throttle in TE/BE with difference of more than 3%.
Operate ‘Sanders’.
If anyone of the above exercises is done, the Loco crew is considered alert and
the 60 seconds cycle get reset.
If none of the above activities are done once within 60 sec, In E 70 locos, buzzer
will sound and ‘LSVW’ will glow for next 8 sec ie., from 61 to 68 sec.
Within these 8 sec. VCD should be acknowledged. If not acknowledged, VCD will
apply penalty brakes ie.
 TE/BE will come to ‘0’.
 BP pressure will drop to 2.5 to 3.0 kg/cm2 and P1 Message F10 03 P1 will
be displayed on the screen.
 LSVW glowing and buzzer sound continues.
Dead Man’s Mode:
If VCD ‘Foot switch’ or VCD Ack. button remain pressed for more than 60
sec. then the system will go automatically in “Dead Mans” mode, buzzer will sound
& LSVW will glow. If not released within next 8 sec. VCD penalty brakes will be
applied.
(In CCB2.0 locos, after 60 sec, next 8 sec ’LSVW’ blinks and next 8 sec. buzzer
sound also comes. If LP not acknowledged within 60+8+8 sec.; penalty brakes
will apply. BP pressure drops to ‘0’ along with loco brakes application, max.3.8
Kg/cm2. “Train- line Emergency – Keep Handle in EMER”. Message
displays on EBV and F 10 03 P1 message displays in DDU.)

Resetting Of VCD Penalty Brakes:

After stopping the train, keep throttle to ‘0’ and reverser on ‘0’.
Apply Direct brake max. Keep A9 on Full Service/Emergency to avoid MR pressure
dropping.
Wait for 120 sec. in E70 locos.(In case of CCB 2.0 locos wait for 32 sec.)
Press “BPVR” to reset VCD, LSVW will extinguish and buzzer sound stops.
Press and release VCD “Foot switch”.
Press ‘BPFA’ for acknowledging fault message.
Release auto brakes.
Resume normal traction after charging MR and BP pressure.
Inform to TLC and write remark in loco log book.

Isolation Of VCD:
If Loco pilot is acknowledging VCD correctly as per procedure, but still VCD
penalty is applying, it is assumed that VCD is malfunctioning.

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 THREE PHASE LOCO MATERIAL
After stopping the train, to isolate VCD, keep 237.1 on ‘0’ position without
‘switching OFF’ MCE. Message F11 05 P2 displays. Ack. the fault message. Inform
to TLC and write remark in loco log book.
To normalize VCD, stop the train. Normalize 237.1. F 10 03 P1 message displays.
BP pressure drops to ‘0’ . Ack. the fault. BP pressure again charges to 5.0 Kg/cm2

Constant Speed Controller:

This system enables the train to maintain a constant speed automatically and
can be activated at any speed above 5 KMPH by pressing push button ‘BPCS’.
The control electronics controls the constant speed by giving tractive or braking
effort to the TM as per requirement irrespective of position of throttle i.e. TE/BE
.
CSC is activated only when
Speed is more than 5 KMPH
Throttle in either TE or BE side ie., not in ‘0’ position.
Train Br. and loco Br. are not applied
BPCS is pressed once, green lamp will glow.
CSC can be cancelled in following conditions.
Pressing illuminated ‘BPCS’.
Moving of throttle by 3%.
Drop in ‘BP’ by 0.25 kg/cm2 and above.
BC pressure more than 0.6 kg/cm2.
By doing any one of above actions CSC will be cancelled and lamp in BPCS will
extinguish.
Note:
BPCS switch should not be pressed for more than 5 Sec. It shall give switch
struck up message and became non functional.
In C-DAC VCU locos due to malfunctioning of soft ware BPCS is not cancelling as
per procedure.
o If Constant speed not cancelling immediately open VCB and control the
train if required.
o After stopping the train switch OFF MCE and switch On &Try.
o Still BPCS lamp not extinguishing try from rear cab.
# Most of CDAC VCU locos BPCS is deactivated.
To minimize oscillation, the CSC should be set during a slow acceleration phase.
CSC will maintain the speed only up to max TE / BE.
Speed may vary+/- in undulated area, according to TE/BE handle angle. So to
maintain constant speed of set speed the TE/BE handle to be kept nearer to ‘o’
position after setting the required speed.
While working full loaded trains better to avoid CSC. LP has to implement best
driving technics in undulated area.

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 THREE PHASE LOCO MATERIAL
If CSC is used in undulated area, the loco will trigger for TE to BE and BE to TE
very frequently with heavy amplitude, which is not good as far as driving
technique is concerned.
While nullifying CSC ensure that needle position of TE/BE meter and throttle are
not just opposite. If so, first bring the throttle to ‘o’.

Banking Mode:
When it is required to use loco as a banker i.e use of TE / BE without
charging BP, at that time loco should be operate in banking mode.
Procedure:
Attach the banker loco in rear of the
formation.
Ensure CBC is locked properly.
Keep SA9 on max.; throttle on ‘0’ and
reverser on ‘0’.
Couple the BP and FP hose pipes, but
their Angle COC should not be opened
till loco set up in ‘Banking Mode’.
Trip the VCB and keep the switch
“ZBAN” to “ON” position (Panel A). In
E70 locos, Close 70 & 136 COCs
provided on pn. panel.
BP pressure drops to ‘0’ and F10 04 P1 message displays. Ack. the message.
(In CCB2.0 locos keep mode switch in ‘HLPR’ mode after keeping A9 in ‘FS’ and
close 136 cock on Pn.panel. then switch ON ZBAN. BP pressure drops only after
keeping Mode switch on ‘HLPR’.)
Close VCB.
Now open the FP and BP Angle COCs , FP and BP pressure will rush from the
leading loco into FP & BP pipe of banker loco and both gauges shows the
pressures. (FP: 5.8/5.7 and BP 4.8/4.7 kg/cm2)
Auto brake will not work in banker loco expect in emergency position.
When train stops SA9 can be applied.
Note: In case of CCB 2.0 locos, if traction is not coming, keep A9 in ‘FS’ and try.

Self Hold Mode:

This mode is used while changing the cab.
Stop the train/loco. Apply SA9 and ensure BC is showing 3.5 Kg/cm2.
Keep throttle on ‘0’ and reverser on ‘0’.
Open DJ , lower the pantograph.
Rotate ‘BL-key’ from ’D’ to ‘OFF’: Now control electronics will remain ‘ON’ for 10
minutes.
PB applies automatically if provided. (gauge shows ‘0’ and BPPB shall not glow)

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 THREE PHASE LOCO MATERIAL
Screen will display the message as “Self hold mode active. After 10mins MCE will
switch OFF”.

Switching Off - Control Electronics:

Control electronics to be switched OFF in following occasions:
To make loco dead.
Before grounding loco.
During troubleshooting.
To bring back the isolated sub system into service.
Before resetting circuit breakers in SB-1/2 panel except 48.1, 127.91/1,127.91/2,
310.7, 310.1/1, 310.1/2, 310.4, 128.1 & 129.1
Before going to cooling mode.

Procedure of switching OFF CE:

Stop the loco/train and secure the loco/train.
Keep A9 in emergency. Open the VCB and lower the pantograph.
Operate BL-key from ‘D’ to ‘Off’ (wait for 2 sec.)
LSDJ, and UBA goes off.
Operate BL-key from ‘Off’ to ‘C’ and wait until display screen, Memotel SPM
LEDs, goes OFF.
It indicates that CE is ’OFF’ and now rotate BL key from ‘C’ to ‘OFF’.
Note :
CE gets automatically ‘off’ after 10 minutes if BL-key is rotate from ’D’ to ‘OFF’
(as explained in self hold mode)
C.E. will get ‘off’ automatically after 10 minutes in driving mode also, if panto is
remained in lowered position for more than 10 minutes.

Modified procedure of CE OFF:

Stop the train and secure the train.
Open BLDJ and lower the panto.
Press VCU reset button in SB-1 or in ‘D’ panel for 3-5 sec.
Now display will OFF and reboot again. (BP pressure will not drop, only
CE will switch OFF)
Now close VCB as per procedure.
NOTE: On run also VCU reset button can be used, Follow the instructions
displayed in cab.
Cooling Mode:
0
1. Whenever temperature of control electronics increases above 70 C then lamp
LSCE glows on Panel ‘A’.
2. Clear the block section and stop the train.
3. Inform TLC/SCOR regarding cooling.
4. Open VCB and lower the pantograph.
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 THREE PHASE LOCO MATERIAL
5. Switch off CE as per procedure.
6. Move ‘BL’ key from ‘C’ to OFF.
7. Again move ‘BL key’ from ‘Off’ to ‘C’ and ensure that UBA shows battery voltage
and LSDJ glows, Screen is Off - no node information and Memotel SPM LEDs will
not glow (Note: CE is OFF).
8. Now raise the panto, close the VCB- LSDJ will extinguish and loco will energize
in cooling mode.
9. Machine room blowers & their scavenging blowers will start automatically to cool
the machine room.
10. Ensure working of machine room blowers.
11. When the machine room temperature goes below 700 C then LSCE will
extinguish.
12. Now Open the VCB, lower the pantograph.
13. Put BL from ‘C’ to ‘Off’ and ‘off’ to ‘D’ and energize loco & resume traction.
NOTE:
During Cooling Mode observe UBA meter frequently. If battery voltage drops to
92V, stop cooling mode and try to energise the loco in driving mode to charge
the batteries (CHBA will not work in cooling mode).
If LSCE lamp does not extinguish after 10-15 mins, keep BL key in Driving Mode
and try. If ‘Driving Mode’ possible, ignore LSCE and work further.
Latest instructions:
 Do not go for cooling mode immediately. Clear the block section.
 If LSCE not extinguished within 10-15 min, again change to Driving mode
and press 218 contactor till FLG 504 Node comes.
 Then energise the loco in driving mode
 Ignore LSCE. Work further.
 In some locos cooling mode is inactive.
 Machine room blowers converted as 3Ø aux and works in driving
mode only.

Failure Mode Operation

This mode allows the locomotive to operate even if the angle transmitter of the
throttle is failed.
Whenever throttle not responding; the following steps are initiated with a time
delay of 2 sec.
Traction is set to 0 by the MCE.
A priority 2-fault message (F 17 03 P1/F 18 03 P1) is displayed.
The Loco pilot should bring the TE/BE throttle to ‘0’.
No need to stop the train.
Now move the rotary switch “152-Failure Mode Operation” in (SB1) from ‘0’
to’1’ position. This deactivates the angle transmitter.
Now acknowledge the fault message.

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 THREE PHASE LOCO MATERIAL
Now the TE/BE handle will respond in three position only i.e., 33%, 66% and
100%.
While driving loaded goods train be cautious.
Inform to TLC after clearing block section
Modified procedure of bogie isolation:

A) If the loco is running.

Bring the throttle to ‘0’ position.
Open the VCB. Ensure Node No.
550.
Keep switch No. 154 in required
position.
Required bogie will be isolated
after 10 seconds.
B) If the loco is stand still.
Bring the throttle to ‘0’ position. Ensure Node No.590.
Keep switch No. 154 in required position.
Required bogie will be isolated after 10 seconds.
Press ‘ENTER’ button after isolation message comes. LSFI glows continuously.
NOTE: If wrong operation done switch OFF MCE, Normalise 154 switch and keep
154 on required position and switch ON MCE.

Emergency Stop Push Button

One red colored push button is provided on panel ‘A’
in such a place that LP as well as ALP can operate it.
In normal condition it’s button remain projected out.
In case of an emergency if LP/ALP press this button,
button will go inside and remain pressed and
following actions initiated.
1. VCB will open.
2. TE/BE comes to ‘0’.
3. Pantograph will lower.
4. BP drops to 0 and Train & Loco brakes will apply.
5. LSFI blinks & BPFA glow with message (F10 08 P1).
6. “Emergency shutdown on the loco” appears on screen and train will stop with
emergency brakes.

ESPB Resetting:
Bring TE/BE throttle to ‘0’. Keep A9 in emergency position.
Press “emergency stop push button” slightly and rotate it clockwise as per arrow
indication on it, the button will comes out from pressed condition.
Press BPFA and acknowledge the fault and node information will appear.
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 THREE PHASE LOCO MATERIAL
Energise the loco and work the train as per procedure.

Procedure of Cab Changing: Single Loco

1. Stop the train/loco.
2. Apply direct brake and ensure loco BC gauge is showing 3.5 kg/cm2.
3. Build up maximum MR pressure by pressing BLCP in ‘MAN’ position.
4. Open ‘VCB’ and ensure LSDJ is glowing.
5. Lower the pantograph. Physically ensure it.
6. Move automatic brake (A-9) handle to Emergency and ensure BP dropped.
7. Remove the automatic brake (A-9) handle form ‘Neutral’ position in E-70
locos.
8. (In CCB2.0 locos, Keep A9 in ‘FS’ and Mode switch on ‘TRL’)
9. Operate BL key from ‘D’ to ‘OFF’ and extract it.
a. CE will remain ON for 10mins. (In display ‘self hold mode active’ message
appears.)
b. Parking brakes will apply if provided.
10. Keep SA9 in applied position only.
11. Close the doors and window shutters.
12. Go to the other cab.
13. Apply direct brake SA9.
14. Insert the automatic brake (A-9) handle and keep in ‘Run’ position.
15. (In CCB2.0 locos Keep A9 on ‘FS’ and Mode switch on ‘LEAD’. Bring A9
handle to RUN position after observing ‘OK to RUN’ message on EBV)
16. Operate BL key from ‘OFF’ to ‘D’.
17. Raise pantograph and close VCB as per procedure.
18. Ensure BC gauge is showing 3.5kgs/cm2. Release SA9 handle partially and apply
. Ensure BC pressure dropping and again raising to max.
19. Now go to rear cab and release SA9.
20. Conduct loco brake power test as per procedure.

INCHING MODE
For making engine on train, INCHING MODE feature is
provided in the three phase loco.(Active in WAG9 loco only)
In Inching mode loco will move at a speed of max. 1.5 kmph
in E70 locos and 2.0 Kmph in CCB2.0 locos.
Procedure for using inching mode:
1. Keep Throttle in ‘0’
2. Keep Automatic train brake, parking brake in release and Direct brake in
applied position.
3. Press menu, opt for “3. Process information”
4. Opt for “3. Motor temp. / Soft ware / Inching”
5. Opt for “Inching mode” The following message will appear on the screen

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 THREE PHASE LOCO MATERIAL
INCHING MODE ACTIVE : 0
ACTUAL SPEED : 0.00 KMPH
SET SPEED : 0.8 KMPH
MODIFY SET SPEED BY UP AND DOWN KEYS

6. Now use curser up and curser down keys to modify the set speed. (Min: 0.5
kmph & Max: 1.5 kmph)(In CCB 2.0 max.speed is 2.0 Kmph)
7. Close ZTEL and release loco brakes. Loco will start moving maximum with
set speed.
8. To stop the loco apply direct brake and after completing of loco coupling
and CBC locking test , open ZTEL.
Note:
Throttle need not be operated for inching mode.
While moving the loco with 1.5/2.0 kmph, if ZTEL is opened due to any reason,
set speed will come back to preset ie., 0.8 kmph speed.
VCD need not acknowledge during inching mode in E70 locos.

HOTEL LOAD
HOTEL LOAD MEANS
In coaching trains passengers needs
such as
 Coach lighting
 Fans
 Mobile and laptop charger,
 Air conditioning equipment,
 Water raising pumps,
 Pantry loads such as bottle coolers,
water boiler, refrigerators
 Other equipment such as battery charger for emergency light etc.
These loads are collectively described as Hotel Load.
 In WAP 5 and modified WAP 7 locos hotel load facility provided to give power
supply to coaches.
 Two separate hotel load windings of 622.5 KVA each, at nominal voltage of
960 V 1Ø, kept parallel to main transformer winding.
 This 960 V 1Ø supply is fed to the Hotel load converter, which gives 750 V,
3Ø, 50 Hz supply as output, for feeding the hotel load of the train.
 Nowadays most of the trains hotel load supply is given from above locos.
 Two converters are provided in machine room 1& 2.
 Both side in front of cab two hotel load couplers and two UIC sockets are
provided.
 While checking ensure covers for these.
 MCB 129.1 provided in SB2 cubicle.
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 THREE PHASE LOCO MATERIAL
 In Panel A spring loaded switch BLHO provided.
 In Panel A signalling lamp ‘LSHO’ is provided.

DUTIES OF CREW:
 Before coupling hotel load couplers Power car manning staff (C&W) will give
memo to LP to lower pantograph.
 After receiving memo build up max. pressure by pressing BLCP.
 Open VCB and lower panto.
 Trip Hotel load MCB 129.1.
 The Hotel load couplers shall be coupled by power car manning staff, only after
ensuring that both pantos are lowered condition.
 After coupling LP shall be informed by power car manning staff that couplers
have been fixed and locked and Hotel load can be switched “ON”.
(In case of any trouble in coupling, the train shall work with
power car without trying further.)
 Loco Pilot shall switch on MCB 129.1.
 Raise the panto, close VCB and switch ON BLHO switch and ensure that LSHO
lamp is glowing.
ON RUN:
In case of loco /OHE failure,
 LP shall inform to Guard, in turn Guard shall inform to power car manning
staff.
 Then they switch over to DG set.
 LP shall inform TLC at suitable place.
 AT N/S no need to open BLHO. (Hotel Load Converter will get switch off
automatically due to tripping of VCB)
HOG can not be switched ‘ON’ in the following condition
 MR pressure below 6.4 kg/cm2. If LP tried to switch ON HOG, a fault “F10
02P1” message will be displayed even MPJ on “0”.
 Transformer oil Pressure not OK (F01 02 P2)
 STB1 fails -HOG cannot be switched on from both cabs.
 STB2 fails -HOG cannot be switched on from cab2.
At Destination:
 Before dis-connecting the Hotel load couplers LP/Shunter shall switch OFF the
BLHO, Trip 129.1 MCB.
 Open VCB & lower panto.
 Power car manning staff shall disconnect the Hotel load couplers from
Locomotive.
 LP/Shunter to ensure that Hotel load couplers are disconnected before raising
Panto & detaching the locomotive.

HOTEL LOAD FAULTS:

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 THREE PHASE LOCO MATERIAL

F 05 03 P1
 Earth Fault In Hotel Load Circuit. Hotel load will be isolated
 LSDJ & BPFA will glow, LSFI will start blinking
F 05 04 P1
 Over current in Hotel load circuit. Try to close the VCB again
 LSDJ & BPFA will glow, LSFI will start blinking
 Acknowledge fault by pressing BPFA. Press BLDJ to close VCB.
 Hotel Load is isolated
F 05 01 P2
 Hotel Load Contactor Stuck OFF, Hotel load not available.
 BPFA will glow. Acknowledge fault by pressing BPFA.
F 05 02 P2
 Hotel Load Contactor Stuck ON, For un/coupling hotel load trip VCB
 BPFA will glow. Acknowledge fault by pressing BPFA.
# In case of any above fault encountered on run, isolate Hotel load and inform
to Guard.
 Make a remark in loco log book.
 Inform to TLC.

Active functions with deactivated Loco pilot’s cab:

While the cab deactivated, the following functions remain operative.

1. MEMOTEL (SPM) functions

2. U Meter
3. RS on ALP side
4. Cab and desk lighting
5. Windshield wipers
6. Fault display screen
7. Cab venting and heating
8. Crew fans
9. Hand lamp socket.
10. GAUGES.
11. Marker lights switches.

Grounding
procedure: For LP it
is required to ground
the loco to climb on
loco roof only.

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 THREE PHASE LOCO MATERIAL
1. Stop the train at convenient place and secure the train.
2. Open VCB and lower pantograph.
3. Switch OFF CE as per procedure. Put OFF MCB 112.1.
4. Rotate IG-38 in anti clockwise direction and extract the key.
5. Insert the key in empty socket of HOM box and rotate in clock wise direction.
6. Operate HOM handle by 180 degrees by taking it out from latch.
7. Rotate yellow KABA key in clock wise direction and extract the key and keep in
personal custody.
8. Loco roof to be attended only after power block taken by TRD staff and OHE is
grounded both side of loco.

Protective measures by control electronics:

Initiation of protective measure in dangerous situation are controlled by Control
Electronics. MCE monitors a range of values such as voltage, current, temperature,
pressure and other signals.

1. Catenary voltage out of range: When catenary voltage drops down below
17.5 KV and raise above 30.5 KV VCB will open automatically.
2. Temperature protection: When temp of Transformer exceeds beyond 84
degree C, for more than 10 sec, VCB will trip.
3. Primary Over Current Protection (QLM): Reason for over current.
1. Disturbance in measurement of primary current.
2. Fault in converter.
3. Short circuit in transformer winding
4. Insufficient cooling of transformer oil due to pump/blower failed.

Fire Detecting Unit

Fire detention unit is provided in SB2.
There are two smoke detectors provided to detect the smoke in machine room.
Each machine room is equipped with one detector.
When one detector detects the smoke –
Buzzer will sound
Priority-2 message will appear on screen.
When both detectors detect the smoke
Priority-1 message will appear on the
screen.
Tractive/Braking effort becomes ‘0’
Buzzer will sound.

Action to be taken by Crew:

Inspect Machine room. Found smoke or
fire, use small fire extinguisher.

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 THREE PHASE LOCO MATERIAL
It is big fire, use big fire extinguisher provided in cab ALP side ( back cubicle)
To operate big F/E, open the cock and release the gas by rotating adjusting
knob, gas will expel and extinguish the fire at appropriate places in machine
room.
After extinguishing of fire, reset the FDU by pressing the white knob provided on
it.
To acknowledge the fault press BPFA. Resume normal traction.
Note:- In case of defect in FDU, P-2 fault message will appear on the screen. After
inspecting the machine room, reset the white knob on the FDU. Acknowledge the
fault and keep watch on machine room. Inform to TLC and make a remark.
If 127.91/2 tripped FDU will not work(Cab-2 pilot lamps also will not
work)

Alarm Chain Pulling:

When airflow increases without initiation of Loco pilot or CE i.e. in case of
ACP/Guards brake applied/RS applied/ heavy leakage in train etc.
Following indications appear.
Air Flow Indicator needle will deviate.
LSAF will glow.
Buzzer will sound.
BPFA will illuminate with F 10 02 P2 message.
Auto flasher light will start flashing.
To reset,
Attend the ACP.
To ack fault message press BPFA.

FAULT DIAGNOSIS
MODIFIED DISPLAYS:

MEDHA ARC MAKE

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 THREE PHASE LOCO MATERIAL

Advanced Rail Controls-II

Display
O/C PRIMARY – Over current primary,
indication glow with F 01 08 P1 and relay
OCR -78 (SB1) acts.
E/F POWER – Earth fault power circuit,
indication glow with F 02 01 P2 or F 03 01
P2.
E/F AUXILIARY – Earth fault auxiliary circuit, indication glow with F 01 03 P2.
E/F CONTROL – Earth fault in BA circuit, indication glow with F 09 05 P2.

BHEL MAKE DISPLAY

Loco status checking:

No fault: Loco pic displays in Green

colour and all sub systems displays
Green colour.

P2 fault: Loco photo displays in Red

colour and faulty sub system displays
brown colour.
P1 fault: Loco pic displays in Red colour and faulty sub system displays red
colour.
SS isolation: Loco pic displays Red colour and isolated sub system displays
Black colour.

OLD MODEL - DISPLAY IN

PANEL ‘C’

Faults with Priority-1:

The action to be taken is entirely
SCREEN STRUCTURE
clear.
The action to be taken must be initiated immediately.

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 THREE PHASE LOCO MATERIAL
A protective action is initiated (VCB opens or pantograph lowers or TE/BE comes
to ‘0’ or BP drops or all the above ).
BPFA will glow
LSFI will flicker.
Priority 1 message will display on the screen.
# If any subsystem is isolated LSFI lamp glows continuously.
Faults with Priority-2:
The action to be taken is not entirely clear.
The action to be taken does not initiated immediately.
The faults can be remedied manually by Loco pilot.
BPFA only will glow.
Priority 2 message will appear on screen.
Note:
A fault message with priority-2 remains on the screen until it is overwritten by a
fault message with priority-1 or by subsequent fault with priority-2.
Before acknowledging fault message note down the fault number with time of
occurrence.

Note down the fault number and press BPFA.

The illuminated lamps will extinguish and message disappears.
According to message action to be taken.

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 THREE PHASE LOCO MATERIAL

List of Subsystems
Subsystems Equipment & controlling
SS01 Main power- Panto, P.T, VCB, Transformer & CEL
SS02 Traction Bogie 1 SR1, TM 1, 2 & 3.
SS03 Traction Bogie 2 SR2, TM 4, 5 & 6
SS04 Harmonic filter 8.1, 8.2 & Harmonic
SS05 Hotel load Hotel Contactor
SS06 Aux Converter 1 BUR-1
SS07 Aux Converter 2 BUR-2
SS08 Aux Converter 3 BUR-3
SS09 Battery System BA
SS10 Brake System MR, BP, Loco Brakes
SS11 AUXILIARIES HB1 MCBS IN HB-1 PANEL, 160 & 237.1
SS12 AUXILIARIES HB2 MCBS IN HB-2 PANEL
SS13 CAB 1 STB1, HBB1 & REVERSER
SS14 CAB 2 STB2, HBB2 & REVERSER
SS15 FIRE DETECTION FDU
SS16 SPEEDOMETER SPM & EXCESS SPEED
SS17 PROCESSOR FLG1 CAB-1 ANGLE TRANSMITTER AND BOGIE METERS,
LOCO CONTROL & MU OPERATION
SS18 PROCESSOR FLG2 CAB-2 ANGLE TRANSMITTER, BOGIE
METERS & R.B
SS19 TRAIN BUS MU OPERATION

OPERATING INSTRUCTIONS FOR FIXED 22.5 KG CO2 F/ES

 Stop the train, open VCB, lower panto and
secure the train.
 Rotate the valve of fixed F/E after ensuring
both the corridor doors are closed and nobody
is inside the machine room.
 Check the operating pressure by observing the
needle in the gauge provided
 Now, remove the latch (lock) (if provided) and
open the cut out cock.
 CO2 gas will enter and spreads in the machine
room.
 If the fire is not controlled with one fixed F/E,
use the other in the same way.
 If the fire is uncontrollable, give information to
TLC/ section controller/DY SS to arrange fire
brigade and observe G & SR.

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 THREE PHASE LOCO MATERIAL

QUICK EXAMINATION DURING SHORT STOPPAGE

 Drain out moisture from MR and AR reservoirs.
 Check the temperature of axle boxes.
 Check the condition of helical springs, dampers, guide rods, traction links with
safety slings, torque arm bolts, sand pipes, brake rigging, speedometer gear
case fittings.
 Check for any oil leakage from TFP tank, gear cases and condition of air bellows
for any leakage.
 Check the proper working of MCPs, its bed bolts and safety slings are intact.
 Condition of battery boxes covers.
 Check the cattle guards, rail guards & buffers for any abnormality.
 Ensure front coupling is secured in the hook and rear CBC coupling is tight and
safety pin is intact.
 In case of exp./pass. Trains ensure U clamp is intact in case of T/S coupling.

STABLING OF LOCO:
Before moving the loco ensure that stabling line is provided with OHE and
in case of hand brake provided locos ensure hand brake is in working
condition.
 Bring throttle to ‘0’ and Stop the loco.
 Apply SA9 and ensure BC gauge is showing 3.5 Kg/cm2.
 Keep reverser on ‘0’.
 Place four wooden wedges.
 Apply hand brake in WAP7 & WAG9 (if PB not available).
 Open VCB and lower the pantograph.
 Remove A9 handle in E-70 locos & switch off CE as per procedure.
 (in Knorr CCB2.0 locos keep A9 in ‘FS’ and lock it.)
 Switch off cab lights & corridor lights if glowing.
 Switch off the MCB 112.1 in SB2 panel.
 Close the doors and shutters on both sides.
 Hand over BL key & A9 handle and log book to authorized person.
 Enter in ‘stable load register’ at DY/SS.

Hauling 3-Phase loco as a dead loco.

3Ø locos in dead condition can be hauled both by conventional and 3Ø locos.

Making loco dead and precautions to be taken:

Stop the loco and apply SA9.
Open VCB and lower pantograph.

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 THREE PHASE LOCO MATERIAL
Keep A9 in ‘Neutral’ position and extract the handle and keep in safe custody in
case of E70 locos. (In CCB2.0 locos keep A9 handle in ‘FS’ and lock it. Keep Mode
switch in ‘TRL’)
Switch off the control electronics.
Switch off MCB 112.1 in SB2 panel.
Couple the dead loco with live conventional or 3Ø loco.
Release SA9 and ensure rear cab SA9 also released condition in dead loco.
Drain out the MR and AR pressures.
In Pn.Panel close 70,74 and 136 COC and open 47 COC. (In CCB2.0 locos 70 cock is
not provided)
Connect both BP and FP hose pipes and open both side angle COCs.
The aux. reservoir on dead locomotive will be charged from BP pressure of working
loco.
If parking brakes are provided apply and lock with SV30/23 plunger.
Release PB manually. (This procedure is safe to avoid brake binding and
condensation of moisture in the parking brake cylinder)
Apply A9 in the working locomotive and check that loco brakes on both the
locomotives are getting applied. (In E70 locos max. loco BC pressure during
proportional braking is 2.5 kg/cm2 and in CCB2.0 loco in dead condition max. BC
pressure is 3.8 Kg/cm2)
Release A9 in the working loco and check that loco brakes are released on both the
locomotives. In dead loco it takes about 1 minute to release.

As a final check, run the coupled locos for about 500 meters and feel for any
abnormal rise in temperature of wheels of dead loco and also check same at
subsequent stop during journey.

Detaching dead loco:

After reaching the destination, before detaching the working loco, In dead loco;
Unlock the application plunger of PBSV. 30/23.(If applied)
Press the release button of PBSV 30/22. This will charge parking brake accelerator
with 5 kg/cm2.
Again apply parking brakes on dead locomotive with application plunger of PBSV
30/23. Then detach the dead loco.
If parking brakes not available, apply hand brake then detach the dead loco.

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 THREE PHASE LOCO MATERIAL

PNEUMATIC SYSTEM

PR pressure building up:

As soon as BL is turned to either ‘D’ or ‘C’ mode Contactor 126 closes and feed
DC supply to all control circuits.
If Panto Reservoir pressure less than 7 Kg/cm2 , 48.2 contactor closes and its
interlock closes in the MCPA circuit.
MCPA starts functioning provided MCB 48.1 on ‘ON’ condition and stops as soon
as pressure reaches to 8 Kg/cm2.
The auxiliary pressure goes to volume Reservoir (RS) via air strainer and NRV
24 and will be blocked at NRV 25 connected to MR2 pipe line.
The auxiliary pressure further goes to VCB unit and both the PT EP valves as
pilot pressure.
When LP operated ZPT to ‘UP’ (Down position) contactor130.1 closes and rear
PT EP valve energises, provided PSS at ‘AUTO’ and both PT cocks are ‘OPEN’,
and allows RS pressure to rear SMPT and rear panto raises.
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 THREE PHASE LOCO MATERIAL
There are two pressure switches of pantographs 130.4/1 (in E-70 locos PS
9.1/In CCB2.0 locos PAN1-PS)) is for monitoring the air pressure for pantograph
1. Similarly 130.4/2 (in E-70 locos PS 9.2/In CCB2.0 locos PAN2-PS ) is for
pantograph 2. (raising 5.4 Kg/cm2 & Lowering 4.5 Kg/cm2)
Throttle valve is provided for gradual raising and lowering of pantograph.
Cut in and cut out of MCPA depends on pressure switch setting, i.e. PS-26 in E-
70 locos/PANS-PS in CCB2.0 locos (172.4) and pressure switch No.9 feeds back
to loco software if pick up pressure is reached.
NRV 25 will not allow RS pressure to MR circuit. It allows only MR 2 pressure to
DJ & both pantos after VCB is closed and MR pressure build up.

In CCB2.0 locos
Panto 1&2 isolation cocks are provided before EP valves.
PR gauge connected after IG-38 key.
IG 38key normal position is ‘vertical’.
SS1 blows at 8.7 Kg/cm2.
Pans PS (172.4) setting is 7.0 to 8.0 Kg/cm2
To monitor panto pressure ‘PAN1&2 PS’ are provided.
ULV connected to RS circuit also.
One more safety valve connected to RS circuit and blows at 10.7 Kg/cm2

MR pressure- Description
There are two main compressors provided and mounted under slung loco body.
These are three stage reciprocating compressors.
MCBs are 47.1/1 and 47.1/2 provided in HB1 and HB2 respectively.
MCPs are getting supply from AC3. In case of AC3 failed AC2 supply will be given
automatically.
There is a CP independent safety valve in each of the compressor legs to protect
the system in the event of a check valve blockage and there is an unloader valve
also in each leg.
The unloader is operated from an electro-pneumatic valve EP26(E-70 loco)
mounted on the brake frame.
This auto drain valve is operated from the same signal line that operates the
unloader valves.
Two 450 liters capacity Main Reservoirs vertically mounted in machine rooms.
One AR 240 liters also provided in machine room.(In WAP5 three main reservoirs
are provided)

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 THREE PHASE LOCO MATERIAL
Ha
ving
passed
through
the water
separator
the air
passes
into two
main
reservoir
s and
both
fitted with a manual drain cock and an auto drain valve .
Twin tower air dryer is provided between two MRs.
MR Safety valve is provided at MR1 and blows when MR pressure reaches 10.5
kg/cm2
Two compressor governors are provided near AR.
PS 36(172.3) being for operation of both compressors between 8 kg/cm2 and 10
kg/cm2.
The low main reservoir PS37 (269.4) is also in this part of the circuit and is used
to interlock with traction in the event of the main reservoir pressure falling below
its set point. (5.6 Kg/cm2)

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 THREE PHASE LOCO MATERIAL

E-70 Loco Pn. circuit:

MR 1 Pressure usage :
MR equalising pipe
Horns
Wipers
Sanders
BP Charging
Air flow meter
Feed pipe
SA9 control pressure
Auxiliary reservoir
Parking brakes
VCB and both pantos and RS.
SA9 pilot pressure.
BC equalizing
MR2 pressure utilisation:
Blending circuit
SA9 circuit .

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 THREE PHASE LOCO MATERIAL

AUX RESERVOIR pressure:

This tank is charged by the air of MR-1 Tank. This tank is a buffer for auto brake
circuit (C3W brakes).
AR pressure is used for releasing parking brakes also.
In dead movement, this tank is charged by the BP pressure of lead loco via cock
47 and check valve 48 ( located on C3W manifold).
In dead loco, AR pressure is used for conjunction braking and PB releasing also.
In CCB2.0 Locos MR2 feed all equipment (Pressure from MR1 goes to MR2
and as pilot pressure for brake relay valve)
CCB2.0 Loco, Pn circuit:

Brake System:
There are 5 types of brakes available on this loco.
1. Automatic Train Brake (Pn)
2. Direct Brake (Pn)
3. Parking Brake (Spring Loaded)
4. Anti Spin Brake.(Pn) (Not in service)
5. Regeneration Brakes.(Elect)
Note: All the brake system functions are monitored by brake electronics and if
there is any wrong configuration, the brake electronics do protective action along
with P-1 message on screen. One circuit breaker is also provided in SB-2 for this
brake electronics. In case of failure of brake electronics, crew should check this MCB
127.7.

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 THREE PHASE LOCO MATERIAL

Supporting brakes:
ESPB (emergency stop push button), Blending valve & ALP Emergency.

Automatic Train Brake (A-9)- E70 Brake system:

A9 handle is
removable.
One locking device
also provided.
To take out move
A9 handle to
emergency then lift
the locking device
and rotate to
‘Neutral’ and
remove.
Two potential
meters are
provided in A9 unit.
By operation of A9
handle at desired
position, it gives
different voltage by
potential meter to
control card of
brake electronics
for application and
releasing of brakes
by dropping and
charging of brake
pipe.
One air connection is connected to emergency exhaust valve and vents on
emergency application by A9.
Both potential meters are operated at a time, but if one fails then A9 will initiate
full brakes as a emergency to avoid line failure.
This valve has following 6 positions.
Handle position Pressure (kg/cm2)
 Release : 5.4 ± 0.05
 Running : 5 ± 0.05
 Initial Application : 4.60 ± 0.05 Variable
 Full Service : 3.35 ± 0.10
 Emergency : 0
 Neutral : 0

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 THREE PHASE LOCO MATERIAL
Note:
The handle of A-9 can be removed and inserted in neutral position and can be
locked by locking device.
If the electronic brake control system fails, a priority-1 message (F10 01 P1)
display on the screen and an emergency brake is triggered.

E-70, LOCO Brake cylinder gets supply from following:

1. From SA-9 through 58 D2 relay valve (3.5 kg/cm2)
2. During proportional braking, through 57 D2 relay valve (Max. 2.5 kg/cm2)
3. From Anti spin device (Wheel slip) (0.6 kg/cm2 to 1.0 kg/cm2) – Not in service
4. From blending valve (DBR cut off) : in proportion to RB.
To separate these different pressure paths different DCVs are provided in the path.

Brakes through Blending Valve:

If train is running in regenerative (DBR) mode and suddenly regenerative braking
gets cut off due to internal fault or VCB tripping, to compensate regenerative
braking, blending valve sends the MR pressure in the brake cylinder in proportion.
This pressure activates the relay valve (57), further this relay valve allows MR
pressure into BC (See figure of loco brake system).
If RB is more than 90% at the time of RB cut OFF , max 2.5 Kg/cm2 pressure enters
in loco brakes in E70 & CCB2.0 locos.
In CCB2.0 locos if BC pressure exceeds 2.25 Kg/cm2 train brakes also applies.
To avoid loco wheel skidding press PVEF.

Proportional loco brakes: Whenever BP pressure drops below its pre-

determined value (i.e.5 kg/cm2), distributor valve gets activated and allows MR
pressure to activate relay valve (57), further this relay valve allows MR pressure to
rush in brake cylinder (2.5 kg/cm2). When BP restores, DV gets balanced and
releases the loco brakes accordingly.

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 THREE PHASE LOCO MATERIAL

LOCO BRAKES CIRCUIT IN E-70:

Emergency Braking Operation

Emergency brakes will apply through brake electronics when:
1. Response from the Vigilance module
2. Permitted maximum speed being exceeded (10% MORE)
3. Moving of the automatic train brake handle to position EMERGENCY
4. Actuation of the emergency brake Cock on ALP side
5. Actuation of the emergency stop push button on the panel A
6. Failure of the electronic brake control system.
Note:
The emergency stop button is only active in the activated Loco pilot’s cab.
Emergency braking is actuated directly in all cases and is not controlled by the
MCE.
However, the MCE responds to emergency braking by reducing tractive effort to
0.
If an emergency braking operation is triggered in multiple operation, it is
transferred to the slave locomotive also.
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 THREE PHASE LOCO MATERIAL

KNORR’S CCB-2.0 BRAKE SYSTEM ON 3-PHASE LOCO

Some of 3-phase Locos provided with KNORR CCB-2.0 brake system, with minor
modifications in equipment and working system with existing knorr-brake system.
#Existing knorr brake(1.5) system is removed in all locos.
Equipment provided in CAB:
Auto brake (A-9):
A9 is not removable.
Automatic train brake handle can be
locked or unlocked in FS (full service)
position by a locking spindle provided in
both cabs.
Non driving cab auto train brake handle is to be kept in FS and locked condition
where as in working cab to be kept in run position.
While clearing loco as dead both cab handles are to be kept on FS and locked
condition.
This handle has 5 positions.
REL (release): in this position BP pressure is over charged to 5.5 kg/cm2 for
preset time, for quick charging of BP.
RUN: this is the normal position on which BP is charged to 5.0 kg/cm2. In this
position BP is overcharged by 0.2 kg/cm2 for preset time.
Minimum reduction: BP pressure drops to 4.5 kg/cm2.
FS (full service): BP pressure drops to 3.0 kg/cm2. The handle can be locked or
unlocked in this position.
Emergency: BP drops to 0 kg/cm2 on this position.

Direct brake (SA-9) : It has two positions, apply and release. One spring loaded
clip called “bail off ring” is provided below the handle for quick release of
proportional brake in loco.

MODE SWITCH: One rotating switch called mode switch is provided in each cab on
EBV. To operate this switch just press downward and rotate to required position.
This switch has following 4 positions.
HLPR: While working as banker this switch to be kept on ‘HLPR’.
TRL (TRAIL): In non working cab (SU/MU), this switch should be kept on ‘TRL’
position.
LEAD: In working cab (SU / MU), this switch should be kept on ‘LEAD’ position,
then only BP will charge.
TEST: In this position BP leakage / brake continuity tests to be conducted.
When this switch is kept on ‘TEST’ position , Loco brakes also get applied.
NOTE: Before operating ‘Mode’ switch keep A9 in “FS”.

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 THREE PHASE LOCO MATERIAL
LCD DISPLAY : On EBV small LCD display provided. It will show messages like
1. “Okay to Run”: Till this message comes A9 to be kept on FULL service.
Afterwards to be kept on ‘RUN’ and BP charges to 5 kg/cm2.
2. “Safety Penalty-Keep Handle in FS” :To recover this penalty brake, move A9
handle to FS and keep 10 sec and then ‘OK to RUN’ message comes then only
A9 to be bring back to RUN.
3. “Train-line Emergency–Keep Handle in EMER” : To recover Emergency
penalty, A9 handle should be moved to Emergency and keep 10 sec and then
OK to RUN message comes then only A9 to be bring back to RUN.
PARTS IN PNEMATIC PANEL :

1. SOLONOID VALVE FOR PARKING BRAKE: Same as E70 (Self latch)

2. COC NO 74 : working position open ( vertical) , while moving dead loco - Close
(horizontal).
3. C3W/DV HANDLE: Normal position vertical, Isolation Position horizontal.
4. PANTO SELECTOR SWITCH: with 3 positions AUTO, I, II positions.

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 THREE PHASE LOCO MATERIAL
5. COC-136 (FEED PIPE COC): Normal position open (horizontal), while moving
dead loco close (vertical).
6. COC- 47 :(Dead engine cock) Normal 450 , provided on ERCP. While moving this
loco as dead rotate to1350 i.e. open position.
7. PER-COS: Normal position horizontal, while moving loco in PTDC mode rotate to
vertical. Provided between ERCP and 20CP.
8. 20TP & 16 TP POINTS: If loco brakes not releases, remove the safety caps,
press and release these test points.
9. SANDER 1&2 COCs: Normal position working (vertical), sanders to be isolated
keep in horizontal position.
10. UNLOADER-COC: Normal position open (horizontal ) , in case of PR pressure is
not building up close this COC (to vertical) and try.
11. VCB COC: Normal position open (horizontal) for closing of VCB , for VCB isolation
close ( vertical).
12. IG-38 key : Normal position open (vertical) for raising of pantos , for grounding
keep it in horizontal.
13. PAN-1 COC: Normal position open (horizontal), in case of panto-1 isolation close
this COC (vertical).
14. PAN-2 COC: Normal position open (horizontal), in case of panto-2 isolation close
this COC (vertical).
15. SR-1, SR-2 COCs: Normal position open, for closing electro pneumatic contactor
of SR-1 & SR-2 (in GTO locos). In IGBT locos these are closed.
16. FB COC: Normal position is horizontal(open), for closing electro pneumatic
contactor of harmonic filter.
NOTE: 70 COC is not provided.

AUTO/A9 OPERATION:
To charge the BP, energize the Loco as normal 3 phase loco, Keep Auto/A9
handle in FS, wait to see the massage on LCD display of EBV as “Okay to Run”.
Move the Auto handle to RUN from FS position, BP will charge to 5 kg/cm2 and
BC will reduce to zero.
To overcharge the BP to 5.50 Kg/cm2, Keep Auto/A9 handle in REL (Release)
position for 3 seconds. Once BP starts overcharging, leave Auto/A9 handle. BP
will charge to 5.50 +/- 0.1 Kg/cm2.
Quick release of proportional brake in loco either can be performed by lifting
Bail-ring provided on Direct Brake/SA9 handle or by pressing PVEF Foot Switch.
.
RECOVERY OF PENALTY SERVICE BRAKE:
Penalty service brake would result into dropping of BP to 3 Kg/cm2 & crew message
will appear as “Safety Penalty – Keep Handle in FS”. To recover this penalty
brake, move Auto/A9 handle to FS and then back to RUN (Follow message on LCD
of Brake Controller). BP would charge to 5.0 Kg/cm2.

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 THREE PHASE LOCO MATERIAL
RECOVERY OF PENALTY EMERGENCY BRAKE:
Emergency penalty brake can also get applied by over speed relay or Emergency
stop button and also at the time of connection of Load with Locomotive & crew
message will appear as “Train-line Emergency – Keep Handle in EMER”. To
recover Emergency penalty, Auto/A9 handle should be moved to EMER and then
back to FS and then to RUN. (Follow crew message on Display of Brake
Controller).Then BP will charge to 5.0 Kg/cm2.

RECOVERY OF VIGILANCE PENALTY BRAKE:

Vigilance penalty would result into dropping BP to ‘0’ kg/cm2 and application of
full BC pressure & crew massage will appear as “Train-line Emergency – Keep
Handle in EMER”.
To recover vigilance penalty, bring throttle handle (TE/BE) to ‘0’, wait for 32
seconds. After that, move Auto/A9 handle to EMER and press BPVR on driver's
desk. To charge “BP” move Auto/A9 handle to RUN. BP will charge to 5.0 Kg/cm2.
Acknowledge the fault by pressing BPFA. Resume normal operation.

PARKING BRAKES : Parking brakes can be applied or released in three ways as

done in E70 brake system.

PTDC MODE (PN.TIME DEPENDENT CONTROL)

This feature has been provided in case of brake electrons failure in CCB
2.0 system.
By keeping the brake system in PTDC mode, loco / train can move at a restricted
speed of Max. 10 Kmph to clear the block section. (If any speed restriction is
stencilled in cab, follow same)
In both cabs PTDC handle is
provided.
It is having three positions;
Neutral, Release and Apply.
On Pn.Panel ‘PERCOS’ (Pn.
Equalising reservoir cut out
switch) is provided.

PROCEDURE:
After stopping the train keep
throttle to ‘0’. Reverser on ‘0’.
Open VCB and trip the MCB 127.7
(in SB 2).
On Pn. panel rotate PER-COS from horizontal to vertical position.

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 THREE PHASE LOCO MATERIAL
Acknowledge the fault one time. (the message of “Brake electronics failed” will not
come again)
Now close VCB as per procedure.
Keep PTDC on RELEASE position and ensure that BP is 5.0 kg/cm2. After charging
BP pressure keep PTDC handle on ‘Neutral’ position.
If BC pressure is not reducing to zero then give brief pulls to QRV provided at
bottom of DV. Ensure BC reduces to zero. (Note: If Loco Brake remains applied,
press 20 TP & 16TP on Pn. Panel)
Release parking brake by pressing illuminated BPPB (if provided) & take traction.
To apply brakes operate PTDC handle (give brief pulls) to application position .
For releasing pull release side.
Along with train brakes loco brakes also applies.
Clear the block section with 10 KMPH (Through CE gets only 10 Kmph)
@While working in PTDC mode ensure rear cab PTDC handle is in neutral position
for proper BP charging.

IGBT based SRs and BURs Locomotives:

The Electrical equipment for loco consists of Two water cooled Traction Converters
with 3 independent Motor Side inverters, (Medha, BHEL, Bombardier, ABB & CGL
makes)
BUR-1 with 1*130 kVA inverter. BUR-2 with 2*130 kVA inverter and 11 kW
battery charger & Two Vehicle control units.
Advantages of IGBT Locos:
In case of any problem in a TM, particular TM will be isolated automatically.
3.40% reduction in weight and compact in size compared to GTO equipment will
facilitate to install additional equipment like hotel load converter in the
locomotive.
Power loss reduction by approx. 50% in comparison with GTO loco equipment.
Water cooled system thus safer vis-à-vis oil cooled system.
Less harmonics because of high switching frequency.

NOTE:
SR1 and SR2 cut out cocks are in closed condition on pn.panel since converter
contactors are Electromagnetic/ Motorized Contactors.
Can isolate one SR by using 154 as like in GTO based SR provided Locos but in
case of any problem in TM, particular TM will be isolated by the system.
Due to space consistent the message for isolation of TM will be display in F04 &
F05 subsystem fault messages.

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 THREE PHASE LOCO MATERIAL

Cooling system:
The water cooling system is a closed loop system with water /glycol mixture as a
cooling medium in BHEL and ABB makes. In Bombardier make the coolant
mixture is water and Antifrogen N .
The cooling system comprises a pump, heat-exchanger and a expansion tank.
The Cooling pump is located inside the SR in ABB and Bombardier makes.
Ensure 3 way COC in proper position if provided for SR.
The level of the water can be viewed from sight glasses on the side wall of the
expansion tank, between min-max mark.
If water level decrease below Sensor level concern SR will isolate with fault
message numbers as F0206P1/ F0306P1.

IGBT Based General Description of Auxiliary Converter:

Three-phase IGBT-based inverter, 130kVA, cos (j)=0.8, 415V/50Hz.
The control Electronics supply is taken from the 110V DC battery.
The energy conservation feature through multi level ventilation/cooling is
adopted.
The speed is controlled in three steps (17Hz, 33Hz and 50Hz) for the traction
motor blowers, oil cooler blowers depending on the temperature of the traction
motors / cooling oil sensed by the temperature sensors in traction motor stator
winding and oil cooling circuit.
Aux Converter-3 operates at a fixed frequency of 50Hz. It enables soft starting
of the compressor motors by varying the voltage and frequency from zero at
start to full value.
Control Electronics:
 Controlled by TCN based network.
 The advancement in the processor speed which has paved the way for less
number of PCB cards (only 3 major cards compared to 17 in MICAS) with better
performance at the higher temperatures.
 Isolation of cab due to card failure will not take place.
 The card names and comparison between MICAS-S2 and TCN based network is
given below.

EQUALISING PROCESSORS:
S.No. MICAS BHEL-TCN MEDHA BTIL-TCMS
1 FLG1 ICP1 MCC1 CCUO
2 FLG2 ICP2 MCC2 CCUO1
3 BUR 1/2/3 ACI 1/2/3 ACC 1/2/3 BUR 1/2/3
4 SLG 1/2 VIU ½ LIC 1/2 SPIF
5 NSC 1/2 DCU ¼ LIC 3/4 DCUL
6 ASC1 DCU 2&3 TIC 1/2/3 DCUM
7 ASC 2 DCU 5&6 TIC 4/5/6 DCUM
8 STB1 RBU1 Not available Not available
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 THREE PHASE LOCO MATERIAL
Controlled by Controlled by
MCC1/2 CCUO
9 STB2 RBU3 Not available Not available
Controlled by Controlled by
MCC1/2 CCUO
10 HBB1 RBU2 ..do.. ..do..
11 HBB2 RBU4 ..do.. ..do..
12 DDA 1/2 DDU ½ DMC 1/2 HMI 1/2

MCC: Main control card: Vehicle operation includes both cab controls
LIC: Line inverter computer control/ Line converter control: SR1/2
TIC: Traction Inverter computer control: TM 1-6
ACC: Auxiliary converter computer: Bur 1,2 &3
DMC: Data management computer for both cabs display units
CCUO: Central control cubical operation
SPIF: Standard propulsion Inter phase
DCUL (Line side) converter operation & interphase to VCU
In C-DAC TCN; FLG-1= FLG1+STB1; HBB1=HBB1+DDA1;
FLG-2= FLG2+STB2; HBB2=HBB2+DDA2;

3Ø LOCO-Multiple Unit Operation

Preparation and energisation:

Maximum two locomotives are permitted.
Generally MU locos formed in shed only.
Leading loco called as ‘master locomotive’ and the rear loco is called as ‘slave
locomotive’.
Couple both locomotives mechanically, pneumatically.
Both locomotive must be deactivated and connect the UIC cable.
Secure both locos by keeping wooden wedges.
Go to slave loco and switch ON CE. When FLG504 node information appears move
the key from ‘D’ to ‘OFF’ and remove the key in self hold mode.
Now come to master loco and switch ON CE as per procedure within 10 min.
The control electronics starts to configure the train bus.
After the configuration procedure, screen on the display shows the both locos
Numbers.

Example:
Train configuration

Loco 31001 Loco 31002

Insert A9 in E70 brake system and keep in Run position in master loco.
In case of CCB2.0 Knorr brake system in master loco
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 THREE PHASE LOCO MATERIAL
o A9 in FS in leading cab. In trailing cab and both cabs of slave loco keep in FS
and lock the handle.
o Mode switch should be ‘LEAD’ in master loco leading cab and in trailing cab
and both cabs of slave loco in ‘TRAIL’ position.
As per Node information (both locos Node information should be equal) energise
the loco.
Before moving locos remove wooden wedges and apply SA9. Ensure BC gauge is
showing 3.5 Kg/cm2 and BP is 5 Kg/cm2. (In CCB2.0 locos bring A9 handle to RUN
position after showing ‘OK to RUN’ in EBV display)
Ensure loco brakes are working with proportional braking.
Conduct loco brake power test.
NOTE:
If configuration proves impossible, (or if no locomotive is available) locomotive
number 00000 appears.

E 70 Brake system Pn. COC position:

Knorr CCB 2.0 Brake system Pn.COC position:

Other observations/instructions:
When ZPT pressed to ‘UP’ most distant pantos (Leading loco leading side and in
trailing loco rear side) will raise if PSS switch is on ’AUTO’ position.
When BLDJ pressed to ’ON’ VCB closes without delay in master loco and with 0.5
sec delay in slave loco. When switched OFF no delay in opening of VCB.
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 THREE PHASE LOCO MATERIAL
There is a limitation on the regenerative brake (50%) on the slave locomotive.
This limitation reduces forces on the loco buffers (prevention of derailing).
The constant speed control of the slave locomotive is inactive. The train bus
transmits the selected tractive/braking effort from the master locomotive to the
slave locomotive.
Both locos main compressors will work as per master loco BLCP position.
If more than one Loco pilot’s cab is activated in both locomotive, one is shutdown
and a corresponding message appears on the displays in both locomotives.
In case of smoke/fire on the slave locomotive initiates an audio signal on the
master locomotive. In addition, the VCB on the slave locomotive is switched off and
a priority 1 fault message appears on the displays of both locomotives.
If the electrical brake on one of two locomotives fails, the electrical brake on the
other locomotive remains functional.
All emergency braking commands from the master loco transmits to slave loco.
At neutral sections open and close VCB as single loco.
Cab changing is also same as single loco.
Closing of VCB & raising pantograph not possible of Slave loco separately like
conventional Loco operation.
Fault message of both loco will appear on master loco display unit.
If FLG1 Failed, MU Operation not possible.
If FLG2 failed, Regenerative braking not possible.
During Angle Transmitter failed, 152 switch to be operated in master loco only.
Glowing of LSFI in leading loco indicates at least one Sub-system is isolated in
any locos. So, through Vehicle diagnosis, Find out how many subsystems are
isolated in which locos.
If harmonic filter fails on master or on slave loco traction or braking effort is
inhibited on the corresponding loco
If trailing loco panto is lowered on run with any fault/fatal error fault (F 01 10
P1) clear the block section within 10 min. Otherwise trailing loco MCE will OFF and
BP drops in leading loco.
If trailing loco VCB open but panto not lowered, if load permitted clear the block
section within 10 min.
If leading loco VCB opens with any fault message, LSDJ lamp will glow and node is
showing 715, Press BPFA and note node information and act accordingly.
In trailing loco VCB trips, LSDJ does not glow but node 715 will appear in leading
loco with fault message, acknowledge by pressing BPFA and note down the fault
no. and act accordingly.

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TRAILING MODE
 Trailing mode means operating ‘slave loco’ from Master loco even though no
tractive effort available in ‘Master loco’ ( both bogies are electrically isolated)
 The LP’s cab of the master locomotive still controls the slave locomotive.
 Conditions for trailing mode are
o Slave Loco present,
o Master loco is in node 504,
o Main Power isolated,
o Cab1 is not isolated,
o Cab2 is not isolated,
o Brakes are available, and
o Train bus is working.
Procedure of making trailing mode:
 Stop the loco. Switch OFF MCE as per procedure.
 Keep 154 on I+II.
 Again switch ‘ON’ MCE.(First trailing loco then leading loco). Leading loco node
information shows only 504, Slave loco node information changes.
 Energise the trailing loco from master loco.
 In master loco pantograph lowered and LSDJ remains glows.
 Fault message F 01 03 P1 (Low pressure /faulty panto) displays, ack. the fault.
 Release Parking brakes, keep reverser in required direction.
 Move throttle and release direct brakes.
Note: All equipment on the master locomotive are supplied by the battery and are
functional for a maximum of 1-2 hours or clear block section, if battery is fully
charged.
Uncoupling Procedure:
 Generally uncoupling is not permitted en-route.
 Stop the locos and apply SA9.
 Switch OFF MCE in both locomotives as per procedure.
 Remove the UIC cable and uncouple the locomotives pneumatically and
mechanically.
 Secure the both locos by keeping wooden wedges.
 If parking brakes available apply PB otherwise apply hand brakes in both locos, if
made stabled.

TRAIL DEAD PROCEDURE

Switch “OFF” MCE of both locos.
Put OFF MCB 112.1 in SB-2 panel of slave loco.
Close isolating cocks E-70, 74 & 136 . (In case of CCB2.0 close 74 & 136)
Release SA9 of both cabs, (In case of CCB 2.0 keep A9 in ‘FS’ and insert spindle &
Mode switch on ‘Trail’ in both cabs.)

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 THREE PHASE LOCO MATERIAL
Close BC and MR Equalizing COC. Open cock 47 (Dead engine cock), if moving as
‘Towed Dead’.
Manually release the parking brake. (Ensure loco brakes are released in slave loco).
Now switch “ON” MCE of leading loco and energise the loco.

TROUBLE SHOOTING

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Failure of processors in modified locos

Failure of HBB1:
 Cab-1 will not isolate
 Auxiliary motor MCB in HB1 and earth fault relay 415/110 V and its HRC fuses will
not monitor.
 Isolate Hotel load.
Failure of HBB2:
 Cab-2 will not isolate
 RB, Sanders and PT1 will not work. 47.1/2 will not be monitored
 Pressure switches BC1&2; BP, train parting, Low pressure-MR will not be monitored.
 Parking brakes will apply and release through SV30.
 Isolate VCD.
Failure of STB1:
 Cab-1 will not isolate
 Hotel load, Air dryer and switches 152, 154 and 160 will not function.
 47.1/1 will not be monitored
Failure of STB2:
 Cab-2 will not isolate
 The following equipment will not monitor
Auxiliary MCB in HB2, over speed, BUR earth fault relay fire detection alarm in
master loco when fire arises in slave loco. VCD Buzzor
Failure of FLG1: The following equipment will not work
 Cab-1 Angle transmitter
 TE/BE meters in cab-1
 Multiple operation
Failure of FLG2: The following equipment will not work
 Cab-2 Angle transmitter
 TE/BE meters in cab-2
 Regenerative brake will not work.

MR Pressure not maintaining: ( See t/shooting for F10 02 P1

message)
Ensure BLCP in ‘AUTO’ position
Ensure MCPs are working. If MCPs not working check their MCBs 47.1/1 &
47.1/2 in HB1 & HB2.
If tripped open VCB and reset. If repeatedly tripping switch OFF CE and isolate
BUR 3 (127.22/3 to be kept OFF in SB2).
MCPs are working but MR pressure not maintaining:
o Continuous using of sanders leads to MR pressure dropping. Ensure no
sanders valve is energised. If continue sanders are working close sanders
cocks on Pn.panel.

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 THREE PHASE LOCO MATERIAL
o Ensure no air leakage from AFI gauge glass.
o Ensure no air leakage from Un loader valves. If found close the ULV COCs
above BA Box 2. In CCB2.0 locos close ULV cock on pn.panel also.
o Ensure no air leakage in the system.
o Ensure all drain cocks are closed.
Ensure no VCD action. If VCD acted keep A9 handle in FS to avoid MR pressure
dropping.
Isolate FP and try in twin pipe brake system.
May be due to defective Air dryer. Isolate air dryer and try.

NOTE:
Other than A9 operation if BP pressure drops keep A9 in emergency to avoid MR
pressure dropping.
Before switching of CE, Keep A-9 to emergency, to avoid MR dropping.

BP pressure is not charging in E70 brake system:

Ensure MR pressure is between 8 to 10 Kg/cm2
Ensure A9 is on RUN position. Press to ‘REL’ position and try.
Ensure ZBAN is ‘OFF’ position in working cab.
Ensure brake electronics MCB127.7 in ON position.( If tripped F10 01 P1message
comes)
Ensure 70 and 74 COC are open (Horizontal) position. (If 70 COC is closed
wrong configuration message comes)
Ensure in both cabs RS is closed .
Ensure both side BP Angle COC are closed in case of Light engine. In case of
train formation side to be opened.
Ensure both side Addl BP COC is opened.
Ensure no air leakage in train formation. If found arrest.
If it is happened after cab changing ensure rear cab A9 handle removed
properly.
Still unsuccessful switch OFF CE and Switch ON CE & Try.

BP PRESSURE IS NOT CHARGING IN CCB2.0 BRAKE SYSTEM:

Ensure MR pressure 8 to 10 kg/cm2.
Ensure both side BP angle COCs in closed position.
Ensure both side additional BP cocks open.
Ensure lead cab A-9 in FS position, rear cab A-9 in FS and locked by pin.
Ensure both side RS COCs closed position.
Ensure MODE switch in leading cab LEAD position, in trailing cab in TRAIL
position.
Ensure Z-BAN switch in off position in working cab.
Ensure both side PTDC handles in neutral position.

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 THREE PHASE LOCO MATERIAL
Initially to charge the BP, energize the Loco as normal 3 phase loco, Keep
Auto/A9 handle in FS, wait to see the massage on LCD display of EBV as
“Okay to Run”. Move the Auto handle to RUN from FS position, BP would
charge to 5 kg/cm2 and BC would reduce to zero if SA9 released.
Ensure there is no VCD action or emergency brake application.
For messages “Safety Penalty–Keep Handle in FS” or “Train-line Emergency–
Keep Handle in EMER”. Keep A9 handle in FS or Emergency for 10 sec or ‘OK to
RUN’ message comes and then bring A9 handle to RUN position to charge BP 5
Kg/cm2.
Still BP is not charging switch OFF & ON CE and try.
Still BP is not changing contact TLC.

PROCEDURE OF RESETTING MCBS:

Switching OFF CE is required to reset MCBs in SB 1 & 2 except
 48.1; 127.91/1; 127.91/2; 310.1/1; 310.1/2; 310.4, 310.7,128.1 & 129.1 (For
these only trip VCB)
To reset MCB s in HB1 & HB2; trip VCB.
ABB make MCB:
NORMAL position:
 Operating handle upwards.
 Below the handle screw grove is vertical.
 Beside the screw red indication displays.
TRIPPED position:
 Handle comes to downwards
 Below the handle Screw turned to horizontal
 Red indicator turns to green
RESETTING procedure:
 First turn the screw to vertical if changed to horizontal.
 Lift the handle upwards
 Green indication turns to Red.

ABB-MS132 type:
 Normal position; Knob vertical(‘1’
position)
 Tripped position: knob rotates 450
left.(‘TRIP’ position)
 OFF position: Rotate the knob to 900
left.(‘0’ position)
 To Reset, Rotate the knob first to ‘0’ and then rotate clock wise to ‘1’ position.

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 THREE PHASE LOCO MATERIAL

Schneider make MCB:

 Normal position; Operating Knob
upward
 Tripped position: knob comes to middle
position
 OFF position: operating knob fully
downward.
 To Reset, first press the operating knob to OFF and then lift to Normal position.

Schneider make MCB with Red &

Green buttons:
 Normal position; Green/Black button
pressed condition. Red button projected.
 Tripped position: Red button pressed and
Green button projected
 To Reset, Press Green/Black button.

M G Make MCB:
 Normal position; Operating Knob upward.
 Tripped position: knob comes to middle
position.
 OFF position: operating knob fully downward.
 To Reset, first press the operating knob to
OFF and then lift to Normal position.

LT (SUPERNOVA) MAKE
MCB:
 ON position: Knob pressed
towards ‘1’ position.
 Tripped position: Knob comes to
middle position and moves freely.
 OFF position: Press the knob towards ‘0’ position.
 To Reset; first press towards ‘0’ and then press towards ‘1’ position.
GE Make Rotary type
MCB:
 Normal position: Knob
vertical
 Tripped position: knob
0
rotates 45 left.
 OFF position: Rotate the knob to 900 left.(9’o clock position)

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 THREE PHASE LOCO MATERIAL
 To Reset, Rotate the knob first to 9’0 clock position and then rotate to 12’o clock
position.

Operating EM Contactors
(Used in 110 V DC
circuits)
## To operate 48.2, 338.1/338.2,
126 & 218 Contactors press and
hold the contactor knob
 If MCPA not working though
pressure is less press and hold
the knob of 48.2 contactor. EM Contactor-OPEN EM Contactor - Close
 Cab-1 head light is not working
wedge 338.1 contactor.
 Cab-2 head light is not working wedge 338.2 contactor.
 If CE is not getting ON wedge 126 and 218 contactors. (126 contactor closes
either D or C mode)

Speed Troubles
1 Kmph Problem:
Fault message: DEMANDED SPEED CAN NOT BE ACHIEVED (F 01 07 P2)
Effect: Speed not increasing more than 1 KMPH and Loco moving with heavy jerk
above 50 % of TE; LSP glows for few sec.at the time of jerk. BPFA glows.

T/Shooting: Check DDS message

 Isolate Bogie1/2 by 154-I for ASC1 0052/0053/0054 or for ASC 2
0052/0053/0054 by 154-II for as the case may be.
 Work with one Bogie in service if load permits.
 ASC1:0052 Error Tacho Generator 1 - TM-1,
 ASC1:0053 Error Tacho Generator 2 - TM-2,
 ASC1:0054 Error Tacho Generator 3 - TM-3
 ASC2:0052 Error Tacho Generator 1 - TM-4
 ASC2:0053 Error Tacho Generator 2 - TM-5,
 ASC2:0054 Error Tacho Generator 3 - TM-6
 If unsuccessful, ask for relief / banker Loco.

# In IGBT locos independent TM will isolate and message will be displayed in

SS04/SS05

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 THREE PHASE LOCO MATERIAL

If the DDS message is ‘Warning Loco creeping’.

 Apply sanders & try to overcome the creeping problem.
 Operate Throttle gradually and pick up speed more than 11 KMPH. The logic will
reset after 11kmph.
 If train stalls or unable to start in up gradient, secure the train & bring throttle
‘0’ wait for 2 minutes.
 Ensure there is no brake binding on formation, oil/ grease or wet rails & both
converters are in service.
 Operate Throttle gradually duly pressing PSA and try.

10 Kmph Problem:
Fault message: TRACTION NOT ALLOWED WITH APPLIED BRAKE - F10 09
P1 (Loco brake is applied)

This fault messages is generated when BC pressure is more than 0.65 Kg/cm2,
throttle is at TE side or BE side and speed is over 10 kmph or Alarm Chain pulling
(BP drop more than 0.6 kg/cm2 ) with the above conditions .

Action to be taken:
 Bring TE/BE handle to ‘0’ position.
 Ensure B P pressure is 5 Kg/cm2.
 Ensure rear Cab SA9 in release.
 If Loco brakes are applied, release loco brakes by pulling QRV at DV.
 Lift Bail ring & try in CCB2.0 brake system.
 Still loco brakes are not releasing, Press 20 TP and 16 TP nipples on pn. panel in
CCB2.0 loco.
 Gently tap pressure switches No. 269.6/1 & 269.6/2 located on side wall near
AR.
 Still un successful switch OFF and ON MCE & try.
 Press ‘BPFA’ for acknowledging fault message and resume traction.
 Inform to TLC and Record in Log book.

Loco brakes released and still getting same message

 Switch OFF & ON MCE.

 Unsuccessful, Contact TLC and disconnect cables at 269.6/1 and 269.6/2 and
secure.

15 Kmph Problem
If the speed is not increasing more than 15 kmph
 Keep throttle on ‘0’.
 Stop the train/Loco and apply SA9.

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 THREE PHASE LOCO MATERIAL
 Bring Reverser to 0. Observe 570 node.
 Go to SB1 cubicle and ensure 160 switch on ‘1’. If not keep on ‘1’ position.
 Now loco/train can work in normal speed.

40 Kmph Problem: This problem comes during ‘Harmonic filter isolation’.

Harmonic filter will isolate if HARMONIC FILTER CURRENT TOO HIGH (F 04 01
P1) or HARMONIC FILTER CONTACTOR (S) STUCK OFF /ON (F 04 02 P1)
trouble exists.

If harmonic filter isolated due to F 04 02 P1 problem, check 127.2/1 in SB1, if

tripped, reset it once after switching OFF & ON MCE.( While checking loco ensure
FB Cock on Pn.panel is open. i.e. Horizontal position.)

How to work further:

 Resume Traction and clear the block section with 40 kmph.
 After clearing the block section, inform to TLC and switch OFF & ON MCE.
 If Harmonic filter comes in service, resume normal traction with normal speed.
 If Harmonic filter not comes in service-
 For full loaded trains work with 40 kmph duly informing to TLC.
 For light loads keep 154 on ‘1’ and switch OFF & ON MCE and work with
normal speed.
 If harmonic filter not come in service switch OFF MCE, normalise bogie I and
isolate Bogie II, & switch ON MCE and work with normal speed, with one bogie
in service.

OTHER FAULTS:

LOW PRESSURE PANTO/ FAULTY PANTO ( F 01 03 P1)

Effect: LSDJ & BPFA will glow, LSFI will start blinking; Panto will not raise (will
lower if raised condition)
Action to betaken:
 Stop the train. Keep throttle on ‘0’ and reverse on ‘0’.
 Acknowledge the fault by pressing BPFA.
 Ensure FLG-504 and press “ZPT” to ‘DN’.
If panto is not raising,
 Check the Panto reservoir pressure (more than 7 Kg/cm2) in the gauge provided
on pneumatic panel.
If pressure is low,
 Ensure that MCPA is working & its D/C (Parallel to pipe) is closed.

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 THREE PHASE LOCO MATERIAL
 In case of CCB-2 Locos - Press "PANS-TP" (test Point) on Pn.panel to drain out
the moisture & try. Close ULV / CP1&2 ULV cocks and try. Open after energising
the loco.
 If MCPA not working, Check the MCB 48.1 “ON” (in SB2).If tripped reset the
same.
 Check the contactor 48.2, if it is not closed, tap the pressure switch 26 (PS
172.4) in E70 ("PANS-PS" in CCB2).
 Press 48.2 contactor knob down and hold till pressure reaches 7.0 Kg/cm2
If pressure is available,
 Operate IG-38 key two times (Horizontal in E70 and vertical in CCB2) and ensure
Pan 1 & 2 cocks are in horizontal position .
 Press 130.1 aux. contactor in SB-2 & try.
 Change the position of panto selector Switch (85) on pn. panel and try to raise
other pantograph.
If both Pantos are not raising Switch OFF & ON MCE and try.
If Panto is raising and message appears ,
 Gently tap the pressure switch no.9.1 or 9.2 (130.4/1 & 130.4/2 available in E70
panel) & ‘PAN1 PS & PAN2 PS’ in CCB2 panel.
 Switch OFF & ON MCE & Try.
 Try by changing the cab.
 Inform to TLC & Record in Log book.
NOTE: If VCB closes and then trips with the above message, may be due to
Pressure dropping through VCB after closing VCB.
 If the above pressure switch is not picking up within 35 sec causes to disable
VCB or if VCB closes it will open after 2 seconds.

CATENARY VOLTAGE OUT OF LIMIT (F 01 04 P1)

Effect: VCB trips (Range: OHE voltage 17.5 kV to 30.0 kV); LSDJ & BPFA glows,
LSFI flickers
T/Shooting:
 Bring throttle to ‘0’ position.
 If BP pressure drops suddenly switch on flasher light if AFL not comes and act
as per G&SR .
 Acknowledge the fault by BPFA.
If ‘U’ meter is not deviating then either no tension or PT fuse blown off.
Lower Panto once and raise the panto.
 When panto touches OHE, a minor spark indicates Tension is available. Stop the
train and conform with TLC/TPC .
If there is no OHE wait for catenary voltage to raise above17.5 KV but less
than 29 KV.

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 THREE PHASE LOCO MATERIAL
 Ensure OHE voltage in Simulation Screen, If it is above 29 KV inform to TPC/TLC
to reduce.
 After OHE voltage gets restored, reclose the VCB and resume traction.
If OHE is available and ‘U’ meter not deviating,
 Lower Panto and replce PT fuse in SB1 panel.
If U meter deviates & F 01 04 P1 message displays
 Check DDS message.
 If DDS message is SLG1-0020 isolate SR-1 by opening MCB 127.1/1 in SB1 &
keep 154 switch -1 or if the message is SLG2-0020 isolate SR-2 by opening MCB
127.1/2 in SB2 and keep 154 switch -II position and try.
 If the message from both SLG1 0020 & SLG2 0020 it may be OHE problem.

If OHE supply is normal, Switch OFF & ON MCE and try.

 Try by changing panto & Cab.
If unsuccessful, Contact TLC & Record in Log book.

PRIMARY OVER CURRENT (F 01 08 P1)

Effect: VCB trips, LSDJ & BPFA will glow, LSFI will start blinking.
T/Shooting:
 Bring throttle to ‘0’ position and press BPFA.
 Don’t close VCB until you check OCR 78 & oil points in the Machine Room.
 Try to clear the block section by Coasting & bring the loco / train to stop.
 Check the OCR 78 & Check the oil levels in oil expansion tanks of transformer
and SRs
 for sign of overheating
 any abnormal raise
 colour change (black)
 oil splash through vent pipe of transformer and Machine room.
 Check smoke/smell/fire from VCB unit, SRs and in machine room
 Check for oil leakage any at TFP oil tank or oil splash surrounding tank.
 If any abnormality is noticed shut down the Loco, use fire extinguishers if
required and ask relief Loco.
 If no abnormality is noticed reset OCR 78.
 Close VCB and work onwards.
 If not successful after making one attempt then VCB will be inhibited.
 Ask for relief Loco without losing time and make a remark in Log book.

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EARTH FAULT AUX. WINDING CIRCUIT (F 01 03 P2)

Effect: No effect, Normal operation can continue.

How to work further:
1. Check visually machine room for smoke / burning smell of Auxiliaries. If found,
trip MCB of that Aux.
2. Inform to TLC and record in the Log book.
3. If fault repeats, trouble shoot as per additional instruction given as follows.

Auxiliary converter -1 isolated followed by Auxiliary converter-

2: Earth fault in OCB-1/OCB-2
Auxiliary converter -2 isolated followed by Auxiliary converter-
1: Earth fault in TMB-1/TMB-2
Auxiliary converter -2 isolated followed by Auxiliary converter-
3: Earth fault in SR Pump-1/SR pump-2/TFP pump-1/TFP pump-2.
Auxiliary converter -3 isolated followed by Auxiliary converter-
2: Earth fault in MCP-1/MCP -2
Auxiliary converter -3 isolated followed by Auxiliary converter-
1: Earth fault in Sc.Blower-1/Sc. Blower -2
NOTE: In LGD base locos 3Ø Sc.Blowers load is shifted to AC_2.

Auxiliary converter -1 isolated followed by Auxiliary converter-

2:
Reason: Earth fault in OCB-1/OCB-2
T/Shooting:
 Check OCB1&2 MCBs.
 If MCB No. 59.1/1 or 59.1/2 trips due to faulty motor of OCB.
 Do not reset MCB.
 Isolate the concerned Bogie by Bogie cut out switch No.154
 Half TE/BE will be available. Continue traction with one bogie if load permits,
otherwise ask for assisting loco.

If there is no tripping of MCB No. 59.1/1 or 59.1/2, follow the

procedure.
 Isolate OCB-1 by tripping MCB no. 59.1/1 located in HB-1.
 Close VCB.
 Check for following message.
 F 06 01 P1- Disturbance in processor BUR-1
 F 06 02 P1- Fault in Auxiliary converter -1
 F 01 03 P2- Earth fault Auxiliary winding circuit.
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If there is no message, then faulty OCB has been isolated.

 Isolate Bogie -1 by operating Bogie cut out switch No. 154.
 Half TE/BE will be available. Continue traction with one bogie if load permits,
otherwise ask for assisting loco.

If above messages are displayed, then

 Normalise 59.1/1 in HB-1 panel.
 Isolate OCB-2 by tripping MCB 59.1/2 located in HB-2.
 Then isolate bogie -2 by Bogie cut out switch 154.
 Close VCB as per procedure.
 Half TE/BE will be available. Continue traction with one bogie if load permits,
otherwise ask for assisting loco.

NOTE:
 Trouble shoot for other auxiliary converters also as per above procedure.
 For TMB1/2 isolation, isolate bogie also
 For SR pump1/2 isolation, isolate bogie also.
 For TFP pump1/2 isolation, work further 70% of reduced tractive effort.
 For Sc.Blowers isolation inform to TLC and make a remark in loco logbook.

DISTURBANCE IN CONVERTER -1 (F 02 01 P1)

Effect: VCB trips, LSFI starts blinking & BPFA glows.

Action to be taken:
 Bring Throttle to ‘0’. Acknowledge the fault message through BPFA
 Press BLDJ to close VCB.
 If the message repeats bogie-1 may or may not get isolated automatically.
 Check DDS messages.
In case of NSC1: Error PS hardware followed , NSC1: Error PS hardware CGP –
close DJ and work onwards
In case of ASC1: Error PS hardware followed by either ASC1: Error PS Fault
storage CGP or ASC1: Error PS Fault storage GBC, NSC1: Error PS hardware
followed NSC1: Error PS Fault storage GBC.
 For the above messages or if Bogie I is isolated, place 154 on ‘I’ after opening
VCB if train is running. Close VCB and try to work on words with one bogie or
clear section if possible.
 If bogie-1 isolation message comes, press ‘Enter’ button.(LSFI glows
continuously)
 Check MCB (127.1/1) in SB-1. If tripped, reset it once after switching OFF MCE
and try.
 If not tripped also, try by switching OFF & ON MCE.
 Still bogie isolation message repeats, clear the section with half TE/BE.
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 THREE PHASE LOCO MATERIAL
 If both bogies are required - For other than above messages, normalise 154 and
Switch ‘OFF’ MCE for 5 minutes and switch ‘ON’ & try.
 If unsuccessful, inform Background messages to TLC and act as per instructions.
Record in the loco log book.
 For the following background messages sometimes bogie will be get isolated.
 Bogie needs to be isolated through its MCB 127.1/1 for following messages.( In
IGBT locos trip 127.11/1 also)
 ASC1:0078 Error MVB,
 NSC1:0078 Error MVB,
 Life sign missing from SLG-1,
 ASC1:0085: Error calibration,
 NSC1:0085: Error Calibration,
 Primary voltage below Minimum,
 SLG1: 0077 Protective turn off ALG extn.
 ASC1:0042: Error BS/MUB over load.
 SLG1:0042-Disturbance MUB test.

NOTE: For disturbance in traction converter-2 also trouble shoot as above

procedure.

FAULT IN BRAKE ELECTRONICS (F10 01 P1)

EFFECT: LSFI Flickers & BPFA Will glow, TE/BE comes to ‘0’, Emergency brake
applied, No traction allowed

Action to be taken:
 Bring Throttle to ‘0’. Keep A9 in ‘Emergency’ and apply SA9.
 Check MCB 127.7 in SB2. If tripped, reset once.
 Acknowledge through BPFA.
 Release parking Brake through SV30 release plunger, avoid the operation of
sanders and work on wards.
 If MCB not tripped, switch off & on MCE & try.
 If unsuccessful try from rear cab.
 If the same message repeats, ask for relief loco in case of E-70 locos and write
remark in loco Log book.

In case of Knorr’s Bresme Brake system (CCB2.0)

 If rear cab A9 in Emergency bring it to FS & lock it and mode switch in trail
position.
 If unsuccessful clear section with PTDC mode.

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 THREE PHASE LOCO MATERIAL

LOW PRESSURE MAIN RESERVOIR (F 10 02 P1)

EFFECT: LSFI Flickers & BPFA will glow, TE/BE comes to‘0’
 No traction allowed till pressure reaches 6.4 kg/cm2
Action to be taken:
 Bring Throttle to ‘0’, Stop the train and secure the train.
 Keep MPJ on ‘0’. Press BPFA
 Press BLCP to MAN position & try.
 Check the working of MCPs, if not working,
 Check the MCBs 47.1/1 & 47.1/2 . If tripped reset the MCB after opening VCB
and try.
 If MCBs are normal, isolate BUR3 (open 127.22/3 in SB2 panel) and try.
 If unsuccessful, Switch OFF MCE, normalise 127.22/3 and switch on MCE. & try.

If compressors are working and MR pressure is not building up.

 If BP pressure drops and causes drop in MR pressure , isolate VCD/SPM & try.
 Close TPWS COCs in TPWS locos ( both cabs below SA9) .
 Ensure ALP Emergency cock closed in both cabs.
 FP pressure drops, close 136 COC and try.
 Any Air Leakage in the front side, close corresponding Addl.cock behind cattle
guard & work on wards .
 For any other Air leakages, attend the same
 Ensure no air leakage at AFI meter.
 If Air leaks through Un-loader valves at BA Box2, close COCs and try. (In case of
CCB2.0 locos close ULV cock on Pn.Panel also). After MR charging, normalize the
cocks.
 Try from rear cab. If success, clear section.
 If there is no leakage from Auto drain valve & un- loader valves. Bypass Air
dryer. If MR charges, Normalize Air dryer once & try.
MR pressure is available and message F 10 02 P1 displays
 Contact TLC and short both the cables of 269.4.
 If not successful trip 127.9/4 in SB2 .
 Isolate VCD and release PB manually and change to Cab-1 if driving from cab-2.
 In cab redundancy locos still driving is possible from same cab.
 Work the MCPs in ‘MAN’ mode. If ECPSW is provided change the position (MCPs
will work in ‘AUTO’ mode.)
 Make a remark in loco logbook.

WORKING WRONG CONFIGURATION BRAKE SYSTEM (F 10 04

P1)
Generally this message generates if 70 cock is closed or ZBAN is switched ON/Kept
Mode switch on HLPR position.
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 THREE PHASE LOCO MATERIAL

Action to be taken:
 Check E70 COC & ZBAN & Mode switch also.
 E70 cock is normal, operate once/twice and keep horizontal.
 Reg. E70: It may be improper sensing of 70 COC by HBB2 from both cabs
 If Cab redundancy locos; Trip 127.9/4; Isolate VCD and release PB manually
& Drive from same cab. Inform to TLC.
 Reg. ZBAN; Driving from Cab-1, It may be due to improper sensing of ZBAN ‘ON’
position by HBB1 processor.
 If Cab redundancy not available - trip 127.9/2 in SB2 and work from Cab-
1.
 Driving from Cab-2, It may be due to improper sensing of ZBAN ‘ON’ position by
HBB2 processor.
 In Cab redundant locos - Trip 127.9/4; Isolate VCD and release PB manually
and work from Cab-2
 Inform to TLC & Make a remark in loco log book.

NOTE: For all other faults go through TSD. Any fault message
appears on screen first note down fault No., Message with time
and trouble shoot as per TSD.

ADDITIONAL INSTRUCTIONS
 Corridor lights will be switched off automatically after 10 Min of loco shut down
to avoid battery discharge, if corridor lights are required, BL key to be kept in
“C” mode.
 If loco is unmanned and OHE is failed for short time, it leads to battery
discharge through continuous working of MCPA. Do not unman the loco.
 In TPWS provided loco, while working in non TPWS area, ensure Battery control
switch in ‘OFF’ position, TPWS Isolation switch in ‘ON’ position on TPWS unit.
(Operating knobs are horizontal in
isolation position)
 Pneumatic isolation COCs in closed
condition in both Cabs, provided under
the driver brake controller (A-9). (one
window is provided for opening and
closing of this COC ).

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 THREE PHASE LOCO MATERIAL
 If loco brakes not
releasing, close and
open 94 COC and try
in E 70 brake system.
 If loco brakes not
releasing in KNORR-
CCB2.0 brake locos,
press gently test
points 16 and 20 on
brake manifold of pneumatic panel

 In case BL key giving trouble, try by pulling the key up slightly.

 C-DAC VCU modified locos, in case of messages like F1301P1, F1302P1,
F1401P1, F1402P1, cab will not isolate and can work from same cab with
precautions.
 In case of CPs working continuously, trip DJ and isolate CPs one by one using
MCBs 47.1/1 and 47.1/2. At convenient location MCB shall be reset duly tripping
DJ.
 In WAP7 locos, Bogie-II isolated on run and further DJ not holding with F 01 04
P1 (OHE voltage out of range), trip MCB 127.1/2 in SB2 panel to close the DJ.
 If CE is not getting OFF, open 112.1 breaker in SB-2
 If CE is not getting on,
CE can be switched on
by pressing 126 and
218 contactor knobs in
SB1 panel at a time.
 If MCPA not getting
on, MCPA can be
started by pressing
48.2 contactor knob in
SB2 panel.
 If both Head Lights are not working from cab-1 check MCB 310.1/1(SB-1), from
cab-2 check 310.1/2 (SB-2) and ensure not in tripped condition.
 If Head Light is not getting on, H/L can ON by wedging 338.1 or 338.2
contactors knob in
SB1 & SB2 panel
respectively.

 If Panto is not
raised, it can be
raised by pressing
130.1 contactor
knob in SB2 panel

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 THREE PHASE LOCO MATERIAL
after opening door.
 If VCB is not closed, it can be closed by pressing 136.4 contactor knob in SB1
panel.

 In IGBT locos, in case of problem F0201P1, isolate bogie1 duly tripping MCBs
127.1/1 & 127.11/1 respectively. In case of problem F0301P1, isolate bogie2
duly tripping MCBs 127.1/2 & 127.11/2. and ack. the fault by pressing BPFA.
 In case of FLG-1 detecting all processors life sign missing and main power
getting off, then trip MCB 127.9/1 (central electrons-1) in SB-1 Panel.
 In case “ equipment temp high” message there is no need to isolate bogie.
Drive cautiously with reduced tractive to enable system to restore TE/BE.
 In ECPSW (Emergency compressor switch) provided locos, keep this switch from
‘0’ to ‘1’, available in SB-1, to start CPs automatically in case of 127.9/4 tripped
or HBB-2 processor failed.
 In modified locos MCE reset button provided in SB-1 panel/Panel’D’, to bring
back isolated Sub-system into service, trip VCB, Lower panto, press push button
for 3-5 sec (Follow shed instructions).
 In some of LGD locos MRB2 is converted as 3Ø auxillary and supply is given
from AC2 , MRB-1 works with single phase supply. In driving mode both will
work, in cooling mode only MRB-1 will work.
 FDU will not work if MCB no.127.91/2 is off.
 Any fault message should not be acknowledge without read and note down.
 MCB 127.7 in SB2, to be checked first during brake electrons failure.
 Timely action to P2 message, avoid failure of loco with P1 message.
 Isolate SR-1 and SR-2, by 127.1/1 or 127.1/2, in case of faults like F0104P1,
F0107P1, and F0107P2.
 If regenerative brake fail on run, press PVEF and apply A-9 .for application of
brakes and to avoid wheel skidding.
 In case fault message with F020101 P1, F0301P1, if need CE off, switch on CE
after 5 minutes only.
 If any repeated tripping of MCB in HB-1 or HB-2 try by isolating concern auxiliary
converter.

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 THREE PHASE LOCO MATERIAL

CO-CO FLEXI COIL BOGIE ( WAP 7 / WAG 9 LOCOS ):

1. This loco is provided with CO-CO flexi coil Mark-I bogie.

2. This bogie has two stages of suspensions. Primary & secondary suspension
3. Primary suspension (Axle box to bogie frame).
 On each wheel set, one pair of helical springs are provided and called as primary
springs
 The springs provided in middle wheel set are provided with inner spring.
 On these primary springs bogie frame is mounted.
 Between end axle box and bogie frame vertical dampers are provided and called
as primary suspension vertical dampers.
# in WAG9H in primary suspension outer and inner helical springs are provided at
all axle boxes.
 For all axle boxes wheel set guide rods are provided. One end connected to Axle
box and another end connected to bogie frame.
 Middle axles are provided with safety link.
4. Secondary suspension: Bogie frame to loco body.
 Near middle axle one pair of helical springs are provided in each side of bogie
and called as secondary springs.
 On these secondary springs loco body is mounted
 Between bogie frame and loco body two ‘Yaw dampers’ 2 Nos. are provided one
in each side of bogie. Yaw (longitudinal) dampers control the loco body pitch
rate.
 Near middle axle, between bogie frame and loco body two horizontal dampers
are provided one in each side of bogie.
 Near middle axle box and loco body vertical damper one in each side is provided
and called as secondary suspension vertical dampers.
5. Wheel set Guide rods control the fore and aft movement between the axles and the
bogie frame
6. Between two side beams of bogie frame, four cross beams are provided and called
as ‘Transoms’.
7. Middle transoms are used for holding the traction motors. The transom towards
the centre of the loco is provided with ‘Traction link’. The traction link connected
between the bogie transom and loco under frame, transmits the tractive forces to
the loco body and braking force is transmitted vice versa.
8. The traction motors are suspended in the bogie frame and on the individual axles.
The motors transmit their energy to the driving axles through a gearbox mounted
on the driving axle.
9. Two lateral buffers are provided to limit the lateral movement.
10. Safety chain is provided between bogie frame and loco body and provided at centre
axle.

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 THREE PHASE LOCO MATERIAL
11. 12 No.TBU brakes and 4 No. parking brakes are provided.in WAP7 conventional BCs
and hand brake is provided. In some WAG 9 locos also conventional BCs and hand
brake is provided.

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 THREE PHASE LOCO MATERIAL

OPERATION OF WAP7 LOCOMOTIVES IN PUSH PULL MODE

 In push-pull operation two locomotives are operated in MU mode with the rake
in-between the front and rear locomotives.
 The communication between front and rear locomotives is established through
wired media laid on the coaches.
 For this purpose 22 core cables laid throughout the rake.
 At present only 18 core cables are used and 4 cables are kept as spare for
future extension.
 Out of total 18 core
 3 wires for MU operation,
 8 wires for BL key duplication,
 7 wires for LED indication signal and fault acknowledge.
 In Push Pull mode one loco is in front of rake called Master loco and another
loco is in rear of rake called slave loco.
 The modification for push pull operation
involves provision of additional BL switch,
additional BPFA and additional LSDJ on ‘A’
panel in each cab of both master and slave
loco.(In some locos these are providedon
pane ‘D’.
 ZTEL switch provided on ‘A’ panel is
renamed as ZNN switch and is used for negotiating of neutral section.
 WAP-7 locos are provided with four couplers on each cab front side.
 IV Couplers- 2 Nos. for power connection of Hotel load. ‘ON’ command pins of
hotel load converter are also provided
in IV Coupler only.
 LP side IV Coupler (Male) for HLC-B.
 ALP side IV Coupler (Male) for HLC-A.
 UIC couplers – 2 Nos.
 LP side coupler(Female) for Push Pull
operation
 ALP side coupler(Female) for Hotel load
converter
 On rake side each power car is having male sockets at both sides (LH & RH) for
Push Pull operation. Both these sockets are connected in parallel.
 For Push Pull operation one flexible jumper having male& female couplers at
either end is required. One end of flexible jumper (male) is inserted in LP side
female socket on loco cab and another end of jumper (female) is inserted in
either of the two male sockets provided on power car for push pull operation.
 Similar jumper is to be provided between rear power car and slave loco. Here it
is pointed out that both jumpers (one used between master loco and front

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 THREE PHASE LOCO MATERIAL
power car and another used between slave loco and rear power car) appears to
be similar.
 Even though both jumpers are 18 pin, internal wire connection is different. One
jumper is called straight jumper and another jumper is called cross jumper.
In push pull operation one straight and one cross jumper is must.
 Location wise if straight jumper is provided between master loco and front
power car then cross jumper has to be provided between slave loco and rear
power car and vice-versa.

SET-UP FOR PUSH PULL OPERATION:

 Master and slave locos should be attached with the rake in front and rear.
 Ensure flexible jumpers ONE STRAIGHT AND ONE CROSS JUMPER for push
pull operation are connected.
 Hotel Load Converters: In Push pull operation, Hotel load converters of
master loco only will be in service. Therefore, IVC coupler & UIC coupler of Hotel
load of master loco only, to be provided with jumpers from front power car.
 Note: No IVC & UIC jumper of hotel load converter to be
connected between slave loco & rear power car.
 Connect BP and FP pipe of both locos with BP & FP pipe with train rake and
open angle cocks.

Cock and switch position of master and slave loco:

S.No. Name of cock/ Switch Master loco Slave loco

1 Panto selector switch (85) Auto mode Auto mode

2 Feed pipe charging cock (136) Open Close
3 BP charging cock (70) Open Open
4 Emergency exhaust cock (74) Open Open
5 Dead movement cock (47) Close Close
6 Kaba key (IG 38) Open Open
# 70cokck is not provided in CCB2.0 locos
Note: If Panto selector switch (85) is in Auto mode for both master & slave locos,
then front panto of master loco & rear panto of slave loco will rise in Push pull
similar to MU operation.
 However, it is preferable to rise rear panto of master loco by using panto
selector switch (85).
 Connect BP and FP pipe of both locos with BP & FP pipe with train rake and
open angle cocks.

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 THREE PHASE LOCO MATERIAL

CAB ACTIVATION
Activating Slave Loco from Master
Loco:
Insert BL key in additional BL switch
provided on ‘A/D’ panel and move it from
‘OFF’ to ‘D’ mode.
Now additional LSDJ glows which
indicates Slave loco is activated.
After around 35-40 seconds slave loco will be on 504 node and additional BPFA
provided on ‘A/D’ panel in master loco will glow. (This indicates VCU boot up
process completed in slave loco)
Move additional BL key from ‘D’ to ‘OFF’ and take it out.
Now 612 node will display for slave loco in DDU. Now slave loco is in ‘Self-hold’
mode.
Activating master Loco:
Insert BL key in ‘A’ panel and move from ‘OFF’ to ‘D’ and wait for 35-40
seconds. DDU will display 504 node for both master and slave loco in Node
information screen.
LOCO ENERGISATION
Now energize the both locomotive pair of push pull combination from master loco
as is done normally for single WAP-7 loco.
Push pull combination of locos can be checked from train configuration screen.

ZNN switch:
Normal position is OFF.
Operate ZNN Switch to ‘ON’ position during Neutral Section negotiation, only.

INSTRUCTIONS FOR NEUTRAL SECTION :

At 250 m board bring throttle to ‘0’ and switch ‘ON’ ZNN.
At DJ open board, switch ‘OFF’ BLDJ and ensure LSDJ lamp is glowing.
At DJ close board, switch on BLDJ and ensure extinguishing of LSDJ.
Additional BLDJ provided on ‘A/D’ panel of master loco will remain in
extinguished condition continuously.
The logic used for negotiating of neutral section in push pull operation is as
follows.
When DJ open command is given while front loco passing the neutral section, DJ
gets opened in front loco only and the rear loco DJ will open after travelling the
pre-defined distance which was set at 330 meters (Considering minimum rake
length)
After closing VCB of master loco, VCB of slave loco closes after 750 meters.
(Considering maximum rake length)

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Note: Opening and closing of VCB in slave loco can be checked from Node
information screen in DDU of Master loco.
In Push Pull operation fault messages will be poped up on DDU of master loco
with LSFI glowing but along with loco No.
From loco no. crew has to understand whether fault is in master loco or slave
loco and take corrective action as per TSD.
In case of communication failure between master and slave loco, message of
“COMMUNICATION DISTURBANCE” is displayed in DDU of master loco and
following action takes place automatically.
 VCB tripping in master loco.
 VCB tripping and lowering of Panto in slave loco.
 Master loco can be worked normally by closing VCB.
 After communication failure and tripping of VCB and lowering of Pantograph
in slave loco, it remains in self-hold mode for 100 min. only.
 During this 100 min. period, at any convenient Stop, following procedure is
to be followed.
 Ensure ZNN (ZTEL) Switch in Off Condition.
 Re-configure master and slave loco combination.
 If not Succeeded, slave loco is to be made dead as per TSD after observing
the procedure of Towed Dead Mode operation.
 Drive from Master Loco in independent mode.

ISSUES IN PUSH PULL SCHEME:

 Addl. LSDJ lamp is not glowing as the 24 volts supply is not getting extended
in the rear locomotive through 126.7 contactor interlock since both the CABs
are inactive in rear locomotive. Additional loop has been given to enable
Addl. LSDJ lamp to glow in front locomotive. Enabling this loop through
software/control wiring may be required.
 Additional BPFA is serving the purpose of indicating the MCE is on in the rear
loco (lamp glows) after which the BL key to be removed. However, it is not
indicating any other condition after key removal.
 Working of single compressor in each loco: In case of failure of rear
locomotive and due to modification of CP logic, then only single CP works as
the 7.5 kg detecting RGCP has been permanently disabled as per RDSO
scheme. It is difficult to haul LHB loads with single CP as air requirement is
more due to CDTS and air spring.

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 THREE PHASE LOCO MATERIAL

WAG12 B LOCOMOTIVE (M/S ALSTOM MAKE)

TECHNICAL DATA OF WAG12B LOCOMOTIVE

Description Specification
Type of vehicle Freight locomotive
Horsepower 12000 Hp
No. of Sections 2 (Section-1, Section-2)
(Section-A, Section-B)
Axial arrangement BO-BO
Number of axles 8
Rail gauge 1,676 mm
Mass of locomotive 180 t for 22.5 Tonne/axle
200 t for 25 Tonne/axle
Length 38,400 mm
Width 3,058 mm
Height 4,150 mm
Wheelbase 2,600 mm
1,250 mm (New Wheel)
Diameter of Wheel 1,207 mm (Half Worn)
1,164 mm (Fully Worn)
Maximum speed 100 km/h (upgradable to 120 km/h)
Continuous speed 60 km/h
Gearbox ratio 110/23
Nominal: 22.5 kV, 50 Hz, single phase AC
OHE Voltage Maximum:31kV
Minimum: 17kV
Traction power in continuous 9,000 kW
rating mode
Maximum starting tractive 705 Kn
effort at 22.5 t/axle load
Maximum starting tractive 785 kN
effort at 25 t/axle load
Tractive effort at maximum 270 kN
operating speed 120 km/h
Maximum tractive effort 115.149 kN/motor
Maximum braking effort 79.315 kN/motor
Low voltage supply 110 V DC
Auxiliaries voltage supply 415 V, 3–phase AC
DC Link voltage: 1800 V DC± 3% Permanent
O/P current DC Side: 1535 A
Convertor Permanent I/P current AC side: 2000 A Rms
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 THREE PHASE LOCO MATERIAL
DC Link voltage: 1800 VDC± 3% Permanent
Inverter O/P current AC side: 850 A rms
Permanent I/P current DC side: 1200 A
Multiple unit operation 2 Locomotives
Suitability for remote multiple
unit operation 2 Locomotives
Cattle Guard 196 mm above rail level
Stone Deflector 40 mm above rail level
Side Buffer 968 mm above rail level

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