Operator’s Manual

DUAL CAB LOCOMOTIVE

As Per
RDSO Spec No. MP.0.2400.67(Rev-00)
April' 2010

TYPE MAS696D

IM - 113 rev 0 MEDHA SERVO DRIVES PVT. LTD.

Information in this document is subject to change without notice.

Copyright © 2011 Medha Servo Drives Pvt. Ltd. All rights reserved.

This document contains confidential, proprietary information of Medha

Servo Drives Pvt. Ltd. Unauthorized copying, reproduction, or disclo-
sure of any portion of the contents of these materials by any means—
including printed or duplicated materials, on‑screen publication, or Web
documentation—is expressly forbidden.

Medha logo is Registered trademark of Medha Servo Drives Pvt. Ltd.

Any other trademarks are the property of their respective owners.

Document No: IM - 113 rev 0

Released : December 2012
 Table of Contents
P.No
Chapter 1
Introduction 5
Introduction 5
Chapter 2
Dual Cab Concept 9
ECC#4 Details 9
Control Console Details 13
Chapter 3
General Safety Precautions 17
Dual Cab Locomotive Safety Precautions 17
Automatic Discharge 17
Chapter 4
Starting The Engine 19
Before Cranking The Diesel Engine 19
While Starting The Dielsel Engine 19
Chapter 5
Stopping Procedure 23
Engine Stopping System 23
Chapter 6
Electrical Control Cabinet #1, 2, 3 & 4 25
Loco Pilot Accessible Panels 25
ECC#1 Internal Equipment 26
ECC#2 Internal Equipment 26
ECC#3 Internal Equipment 27
Circuit Breaker Panel On ECC#1 In Cab-1 28
Circuit Breaker Panel On ECC#4 In Cab-2 30
Test Panel 31
Engine Control Panel Of ECC#1 31
Engine Control Panel Of ECC#4 34
Chapter 7
Control Consoles 35
Locomotive Controller 35
Control And Operating Switch Panel In Cab-1&2 37
Speedometer 38
Tractive Effort/Dynamic Brake Effort Meter 38
Starting Fuse And Battery Switch Box 39
Chapter 8
Operation section 41
Preparation For Service 41
Starting Dual Cab Locomotive Engine 43
Setting Locomotive On Line 44
Precautions Before Moving Locomotive 45
Handling Light Locomotive 45
Coupling Locomotive Together 45
Dynamic Braking For Locomotive In Multiple Unit 46
Engine On Train 46
Pumping Up Air 46
Double Heading Service 46
Stopping Engines 47
Cab Selection Or Cab Changing From One Cab To Another Cab 47
 Table Of Contents
P.No
Chapter 9
Starting Train 49
Starting Locomotive Up Hill 50
Accelerating Train 50
Running Through Water 50
Wheel Control 50
Wheel Control Indications 51
Chapter 10
TFT LCD Unit And Navigation Through Menus 53
TFT LCD Display Introduction 53
TFT LCD Display Power ON 53
Default Screen 54
Main Menu Screen 55
Data Meters Screen 55
Self Tests Menu Screen 56
Auto Tests Screen From Self Test Menu 57
Air Brake Self Test From Auto Tests 57
Load Test Screen From Self Tests Menu 59
TM Cutout From Settings Menu 61
Fault Archive 63
Chapter 11
Advantages And Salient Features Of Dual Cab Locomotives 65
Advantages And Salient Features Of Dual Cab Locomotives 65
Chapter 12
Do’s And Do Not’s 67
Do’s And Do Not’s 67
Chapter 13
Crew Messages List 69
Crew Messages List 69
 Chapter 1

INTRODUCTION

1.1 Introduction
WDG4 and WDP4 series Diesel Electric locomotive of Indian Railways are
driven by 3-phase AC Traction Motors, employing AC-DC-AC power
transmission system. Medha Servo Drives Pvt. Ltd. has designed and
developed indigenously the AC-AC traction system type MAS 696 suitable to
the above said series of locomotives delivering up to 4500 HP.

MEDHA has designed and developed MAS696D system for the above class
of locomotives with Dual Cab control capability and is introduced in Indian
Railways by type WDP4D.

Diesel Engine drives the main generator assembly. The main generator
assembly has two Alternators which are Traction Alternator (MAIN ALT.) and
Companion Alternator. The main alternator converts the Diesel Engine
mechanical power into 3-Ø AC electrical power. The Alternator two winding
(left bank and right bank) outputs are connected to two air cooled Rectifier
Assemblies consists of high voltage, high current Silicon diodes with fuses in
3-Ø Full Wave Rectifier circuit which are internal parts of TA-17-CA-6B of
main generator assembly. The 3-Ø AC power is converted into DC power by
Rectifier Assembly. The two rectifier outputs are connected in series across
the DC LINK.

Rectified DC power supply is applied to DC LINK. When DCL switch gears

are close, the DC voltage applied to IGBT based Traction Inverters. Each
Traction Inverter has separate control module in the Traction Computer. The
Traction Computer monitors Traction Motor speed, Temperature, Voltage
and Current feedbacks for controlling the IGBTs to maintain required Torques
according to command received from Locomotive Control Computer.

Traction inverters main role is to control the 3-Ø induction motors. Traction
Inverters convert the DC power into 3-Ø AC power of variable voltage,
variable frequency using IGBT based technology. In TCC, six DC Link switch
gears are provided to provide DC power to six Traction Inverters, which are
controlled by Locomotive Control Computer (LCC) as shown in figure 1.1

Traction Control cabinet consists of six Traction Computers, six DCL switch
gears, six IGBT based Inverters, DC link capacitors, Brake Chopper and
Crow bar circuit. Based on the inputs received from Locomotive Computer
and analog feedback from traction motors, the Traction inverter converts the
DC power into 3-Ø AC power for the Traction motors. LCC receives the
operator request as digital inputs and analog signals from different sensors
and sends request to the Traction computer for converting required amount
of power during Motoring and Dynamic Braking modes. The term TCC refers
Chapter 1 - Introduction Medha Servo Drives Pvt Ltd.

to an Electrical device that converts DC power into 3-Ø AC power during

Motoring and 3-Ø AC power in to DC power during Dynamic Brake.
TM1 TM 3 TM 5 TM2 TM 4 TM 6

Engine Traction Traction

Computer
Traction Traction Traction Traction

Governor Grid
Computer Computer Computer Computer Computer
Propulsion
Control Traction
Inverter
Traction
Inverter
Traction
Inverter
Traction
Inverter
Traction
Inverter
Traction
Inverter
Resistors Control
TCC

Rectifier
Air Deisel
Alternator CA
Compressor Engine

(ZCD/GD)
Auxiliary Starting Excitation
Generator Motors Control

A.G.
Control

Locomotive
Battery Unit

Fig. 1.1 Block Diagram of Locomotive Control System

Traction Motors are 3-Ø AC Induction Motors. 3-Ø AC power from Inverters
are fed to the Traction Motors which are mounted on the Trucks, each
Traction Motor geared with a pair of wheels with the gear ratio 17:90 (MAC
loco) for Goods service and 17:77 (PAC loco) for passenger service. The
Traction Motors convert the electrical power into mechanical power to move
locomotive.

1.1.1 Auxiliary Generator

Auxiliary Generator is driven by the Diesel Engine gear train at three times of
engine speed. Its field winding current is controlled by LCC through AG PWM
module. AC power from Auxiliary Generator is supplied to an external 3-Ø
Full Wave Rectifier i.e., Battery Charging assembly, the Battery Charging
assembly is converted to 74V DC power for Companion Alternator field,
control system operation and Locomotive Battery charging. The Auxiliary
Generator also supplies 74V DC power for Fuel Pump Motor, Turbo lube oil
Pump circuits, Locomotive lighting and other miscellaneous equipments.

1.1.2 Companion Alternator

Companion Alternator is directly coupled to Traction Alternator with in the
main generator housing. Companion Alternator is physically connected but
Electrically independent of the Traction Alternator. Companion Alternator
consists of 16 field poles on the same rotor back to main generator field
poles. The rotating CA field poles receive low voltage current from Auxiliary
Generator through a pair of slip rings adjacent to the Main Alternator slip
rings. CA produces 3-Ø, 45V - 230V AC supply to excite Main Alternator field
through SCR assembly and power is fed to the Radiator Fans 1&2, Inertial
Blower motor, Traction Inverter Blowers.

1.1.3 Alerter / VCD System

The Alerter indicator light is mounted on the control console in both the cabs.
Alerter reset push button is mounted on the control console desktop surface
in both the Cabs. The Audible Alarm is mounted on both ECC#1 and ECC#4
Engine control panels. Alerter system is enabled/disabled through TFT

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Medha Servo Drives Pvt Ltd. MAS696D Operation Manual

Display Unit menu selection. When locomotive brakes are released, the
Alerter system requests an acknowledgment from the operator time to time.
If acknowledgment is not received from Active Cab within 60 seconds, the
Locomotive Control Computer drives a Digital Output DOP 43 ALT LT to flash
the Alerter light for 8 seconds in both the cabs. After lapse of 8 seconds, it
drives one more Digital Output DOP 44 ALT BEL to provide an audio alarm
sounds for 8 seconds. If still the Alerter request is not acknowledged, while
the Alerter light flashes or Alerter alarm sounds, the alarm stops sounding
and penalty brakes are applied for 34 seconds or until Locomotives speed
drops to zero, which ever occurs later. Then the penalty brake application
must be reset before resuming normal operation of train.

One must follow Railway rules and operating practices regarding use of
Alerter Equipment.

Pressing either Alerter reset button from Active Cab while the Alerter light is
flashing or the Alerter Alarm is sounding, resets the acknowledgment request
timing cycles. Usage of Automatic Brake handle resets the timing cycle. In
addition, movement of the Throttle Handle, Independent Brake handle or
Dynamic Brake handle also resets the timing cycle as well as pressing the
HORN or SAND button.

1.1.4 Auto Emergency Brake System

While traveling through a terrain with a considerable large down-gradient,
speed of the train needs to be kept under control. The AEB system does not
allow to enter in uncontrollable speed zone. Indian Railways have studied
and defined optimum speeds for every section. There is always a chance that
a manually controlled locomotive may exceed the section speed limit. This in
turn may cause for major accidents / loss / damage. To avoid this, Indian
Railways incorporated a system is called "Auto Emergency Brake System"
which by default initiates braking in the event of train / loco crossing the
permissible set speed. The system developed by M/S Medha Servo Drives
Pvt Ltd. has the AEB feature implemented on WDP4D locomotives. This
feature can be enabled or disabled through switch on the ECC#1 Engine
Control Panel in Cab-1 and ECC#4 Engine Control Panel in Cab-2.

1.1.5 Blended Brake System

MAS696D system locomotives are equipped with Blended Brake feature. It
simultaneously applies Dynamic Braking and Air Braking, when the loco pilot
operates the Automatic Air brake handle in the service zone. The KNORR
CCB Air Brake system controls the Air brake on the locomotives and cars
coupled in train, and request some amount of Dynamic Braking from LCC for
blended brake operation. This feature can be disabled or enabled in both
CABs through Blended Brake Cutout slide switch which is provided on
Engine Control panel.

1.1.6 Manual TE Limiting

To avoid stress on weak bridges, when locomotive is traversing them, a
manual TE Limiting option is developed to enable the operator to limit the
Tractive Effort through switch mounted on Engine control panel. The position
of the switch indicates to Railroad personnel that the feature has been turned
ON. active. The tractive effort limit may be imposed by train line input from

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Chapter 1 - Introduction Medha Servo Drives Pvt Ltd.

another locomotive equipped with this feature via the TEL relay. Manual TE
Limit switch is provided in both the Cabs on Engine Control Panel.

1.1.7 Auto Flasher

Auto flasher lights are applied automatically whenever Emergency / Penalty
brake application taken place, as indicated by the 'Loss of PCS' through the
PCR relay dropping by Computer Controlled Brake(CCB) system. The flasher
can still be turned ON manually so that if the operator has an emergency, that
did not drop PCS.

8
 Chapter 2

DUAL CAB CONCEPT

Dual Cab locomotives consists two loco pilot cabs. The existing cab at short
hood end, called Cab-1 and additional cab which is mounted at long hood
end, called Cab-2. Frame length is extended approximately 2.5 meters to
accommodate the additional Cab. The Dual Cab locomotive control is based
on BL Key concept like Electric Locomotives. Each Cab has one BL Key. BL
Key has two positions as OFF and ON. BL Key handle is allowed to insert or
remove in OFF position only. In ON position, it is locked. The locomotive
power is isolated, if both cab BL Keys are either in ON position or OFF
position for safety. The cab where BL key is inserted, it is treated as “Active
Cab”. The software logic is to accept the loco pilot commands from “Active
Cab” only based on BL key status. Miniature of Electrical Control Cabinet is
mounted in Cab-2 which is named as ECC#4. Some of the loco pilot
operating equipments are duplicated in ECC#4 are shown in figure 2.1.

CLASIFICATION
ISOLATION SW FP/ES LIGHT SW

CB PANEL

EFCO / ENG. STOP BL KEY ALERTER ALARM

O O
BB TELM
RAPB/AEB TELM MEMRY FREEZ

ECC#4

Figure 2.1

2.1 ECC#4 Details

ECC#4 have the following Circuit breakers and Switches:
Ÿ Computer Control Circuit Breaker
Ÿ Micro Air Brake Circuit Breaker
Ÿ Generator Field Circuit Breaker
Ÿ Cab Fans & Lights Circuit Breaker
Ÿ GRNTCO switch
Ÿ BL Key selection
Ÿ FP/ES switch
Ÿ Emergency Fuel Cut Off switch
Ÿ RAPB enable switch
Ÿ TE LIMIT switch
Ÿ Run / Isolate switch
Ÿ Classification Lights rotary switch
Ÿ Alerter Alarm
Ÿ Memory Freeze switch
Chapter 2 -Dual Cab Concepts Medha Servo Drives Pvt Ltd.

2.1.1 Computer Control Circuit Breaker

In Dual Cab locomotive, each Cab has one Computer Control Circuit breaker.
These two Circuit Breakers are connected in series and these CB's should
be ON for normal working. Recycling of Computer Control CB is possible
from any Active Cab.

2.1.2 Micro Air Brake CB and its related Crew Messages.

In Dual Cab locomotive, each Cab has one Micro Air Brake Circuit breaker.
These two Circuit Breakers are connected in series and these CB's should
be ON for normal working. Recycling of Micro Air Brake CB is possible from
any Active Cab. The messages are tabulated in table 1.
MAB CB CAB1 MAB CB CAB2 System Action Observation
Crew Message:
ON/OFF OFF
MAB CB OFF in CAB2
Crew Message:
OFF ON
MAB CB OFF in CAB1
ON ON Normal Working.

Table 1

2.1.3 Generator Field Circuit Breaker and its related Crew Messages
In Dual Cab locomotive, each Cab have one Generator Field Circuit Breaker.
These two CB's are connected in Parallel. For normal working, Active Cab
CB must be ON and Inactive Cab Generator Field CB must be OFF. These
CB's related Crew messages are linked with Active Cab BL key.

GF CB Fault Messages
These CB's related Fault messages are linked with Active Cab BL key.
Ÿ If GF CB is tripped in Cab-1 MCC logs a Fault: Gen. Fld. CB tripped under
load in Cab-1.
Ÿ If GF CB is tripped in Cab-2 MCC logs a Fault: Gen. Fld. CB tripped under
load in Cab-2.

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Medha Servo Drives Pvt Ltd. MAS696D Operation Manual

2.1.4 BL Key and GF CB related Crew Messages.

GFCB GFCB
BL Key1 BL Key2 System Action
CAB1 CAB2
Brake Contactors ON, GF OFF.
OFF OFF ON/OFF ON/OFF
Crew Message: BL Key Removed In Both CABs
Normal Working from CAB1
ON OFF ON OFF
Crew Message: CAB1 is Active
GF OFF.
ON OFF OFF OFF Crew Message: CAB1 is Active
Crew Message: GFCB Open in CAB1
GF OFF.
ON OFF ON/OFF ON Crew Message: CAB1 is Active
Crew Message: GFCB should be OFF in CAB2
GF OFF
OFF ON ON ON/OFF Crew Message: CAB2 is Active
Crew Message: GFCB should be OFF in CAB1
Normal Working from CAB2
OFF ON OFF ON
Crew Message: CAB2 is Active
GF OFF
OFF ON OFF OFF Crew Message: CAB2 is Active
Crew Message: GFCB Open in CAB2
Brake Contactors ON.
ON ON ON/OFF ON/OFF
Crew Message: BL Key Inserted In Both CABs
Table 2

2.1.5 Cab Fans & Lights CB

In Cab-1, separate CB's are provided for Cab fans and Cab lights. But in
Cab-2, Fans & Lights circuits are connected in one CB called Cab Fans &
Lights CB.

2.1.6 GRNTCO
In Dual cab locomotives, this switch is provided in both Cabs in series. Both
switches must be closed to enable the Ground protection scheme. If any one
switch is opened, “NO LOAD, NO DB-POWER GROUND PROTECTION
DISABLED” Crew message is displayed and fault logs. During Megger and
Hi-pot test, this can be opened in any one Cab.

2.1.7 BL Key
In Dual cab locomotives, this BL key is provided in both Cabs. This key is a
ten pole switch. It is mounted on the ECC#1 and ECC#4 in Engine Control
Panel. This key has two positions as OFF and ON. BL key handle is allowed
to insert and remove in OFF position only. Where the BL key is inserted and
kept in ON position that is called Active Cab. If the BL key is removed in both
cabs, treat it as locomotive isolated. If BL key is inserted and turned ON in
both the cabs also treated as locomotive isolated.

BL key interlock is provided for the following circuits to avoid the unauthorized
operations from inactive cab.
Ÿ Alerter Reset push button input
Ÿ RAPB/AEB switch Enable input
Ÿ TE Limit switch Enable input
Ÿ GF request input

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Chapter 2 -Dual Cab Concepts Medha Servo Drives Pvt Ltd.

Ÿ Horn push button input (for event recorded data)

Ÿ Throttle and Reverser handle Inputs
Ÿ Manual Sand switch input

2.1.8 FP / ES (Fuel Prime & Engine Start switch)

In Dual Cab locomotive, FP/ES is provided in both the Cabs in parallel. If any
switch is kept in prime position, MCC gets prime input and runs the Fuel
Pump Motor. When this switch is kept in Start position, MCC gets Start input
and picks up the STA contactor for cranking the engine. From any cab loco
can be cranked.

2.1.9 EFCO / ENG. STOP (Emergency Fuel cut off push button)
In Dual Cab locomotive, each cab is provided with one EFCO/ENG. STOP
push button for shutdown the locomotive from any cab without BL Key in ON
position. Two more EFCO push buttons are provided near Fuel Filling Cap at
both sides of locomotive. If any one of this operated, EFCO relay drops, its
N/O contact cuts off the negative supply to the FPR and its N/C contact
provides negative supply to DV solenoid to shutdown the locomotive.

2.1.10 RAPB / AEB Enable switch.

In Dual Cab locomotives, this switch is provided in both Cabs in parallel
through BL Key interlock. In any Cab, if it is ON and corresponding BL Key is
inserted turns to ON position, then MCC gets RAPB / AEB Digital input and
enables the Auto Emergency Brake system.

2.1.11 TELM (Tractive Effort Limit switch)

In Dual cab locomotives, this switch is provided in both the Cabs in parallel
through BL Key. In any Cab, if it is made ON and corresponding BL Key is
inserted, then MCC gets TE Limit switch Digital input.

2.1.12 Run / Isolate switch

In Dual Cab locomotives, this switch is provided in both Cabs. In any Cab, if
this switch is kept in isolate position, locomotive power is isolated and brake
contactors pick up and DC Link voltage discharges.

Run/Isolate switch Cab-1 Run/Isolate switch Cab-2 System Action

Isolate position Run position Locomotive Isolated
Run position Isolate position Locomotive Isolated
Isolate position Isolate position Locomotive Isolated
Run position Run position Normal working
Table 3

2.1.13 Classification Lights switch

This Rotary switch has three settings as L/H Forward, OFF and Cab End
Forward”. In Dual cab locomotives, it is provided in both cabs.

Ÿ In Cab1, if this switch is kept in cab End Forward (Cab-1 End) position, Cab-1
side white light and Cab-2 side Red light turns ON.

Ÿ In Cab2, if this switch is kept in cab End Forward (Cab-2 End) position, Cab-2
side white light and Cab-1 side Red light turns ON.

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Medha Servo Drives Pvt Ltd. MAS696D Operation Manual

2.1.14 Alerter Alarm

In Dual Cab locomotives, Alerter Alarm is provided in both Cabs. In Vigilance
Control system, when T2 cycle starts Alerter Alarm gives audio sound in both
cabs to alert loco pilots. This can be reset by pressing the Alerter reset push
button in active cab only.

2.1.15 Memory Freeze

In Dual Cab locomotives, Memory Freeze switch is provided in both the Cabs
to Freeze the “Short Term Memory”, from any cab it is possible.

2.2 Control Console details

The Control Console in both cabs are identical. The Digital Inputs from
Control Console to the locomotive Control Computer is functional (active).
Each Cab Control Console has following items:
Ÿ Alerter Light
Ÿ Alerter Reset Push Button
Ÿ AEB Reset Push Button
Ÿ Attendant Call Push Button
Ÿ Control & FP Switch
Ÿ Dynamic Brake Circuit Breaker
Ÿ Engine Run Switch
Ÿ Generator Field Switch
Ÿ Horn Push Buttons
Ÿ Head Light Rotary Switches
Ÿ Manual Sand Switch
Ÿ Manual Flasher Light Switch
Ÿ MU Engine Stop
Ÿ TFT Displays

2.2.1 Alerter Light

Alerter Light is provided in both cabs. Whenever T0 Cycle (60 sec.) is
completed, computer drives a Digital output to the Alerter light to alert the
operator. Both cabs Alerter lights blink at a time, but Alerter reset is possible
from Active cab only.

2.2.2 Alerter Reset Push Button

Alerter Reset Push Button is provided in both cabs. This Reset option is
interlocked through BL Key. Where ever the BL Key is inserted and kept in
ON position from that Cab only it is possible to reset the Alerter cycle. From
inactive Cab, it does not reset.

2.2.3 AEB Reset Push Button

AEB reset push button is provided in both cabs. This option is interlocked
through BL Key, where ever the BL Key is inserted and kept in ON position
from that cab only it is possible to reset the AEB. From inactive Cab it does
not get reset.

2.2.4 Attendant Call Push Button

Attendant Call Push Button is provided in both cabs in parallel. In any cab, if
it is pressed, the Alarm gang rings and computer gets Train line 2 (Alarm)
input.

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Chapter 2 -Dual Cab Concepts Medha Servo Drives Pvt Ltd.

2.2.5 Control & FP switch

This switch is provided in both cabs in parallel. In the active cab, this switch
must be in ON, then only the important circuits which are connected through
BL Key gets powered up. When this switch is ON, it provides power to low
voltage control circuits, and it enables the locomotive computer to pick up fuel
pump control relay FPR, and it enables diesel engine starting.

2.2.6 Dynamic Brake Circuit Breaker

This Circuit Breaker is provided in both cabs in parallel. In active cab, this
switch must be in ON then only the MCC gets TL24 Analog input.

2.2.7 Engine Run Switch

Engine Run Switch is provided in both cabs in parallel. In active cab, this
switch must be in ON, then only MCC gets Train line 16 (Eng. Run) input. In
inactive cab, this switch must be in OFF position.

2.2.8 Generator Field Switch

Generator Field Switch is provided in both cabs in parallel. In active cab, this
switch must be in ON position, then only MCC gets Train line 6 (GF request)
input.

2.2.9 Horn Push Button

Horn push buttons are provided in both cabs. Each cab has four switches,
two for LP and two for ALP. In any cab, Horns work, but Horn Digital input for
“Event Recorder data logging” gets from active cab only.

2.2.10 Headlight Rotary switch

Headlight Rotary switches are provided in both cabs. Each cab has two rotary
switches, one for cab-1 end Head lights and another one for cab-2 end Head
lights.

TE Head lights Circuit Breaker is provided only in Cab-1

NO and it must be in ON for working from any Cab.

2.2.11 Manual Sand Switch

Manual Sand switch is provided in both cabs. This switch is interlocked
through BL key, so from active cab only Manual sanders request Train line
23 (Mnsw<) input goes to Computer.

2.2.12 Manual Flasher Light switches

Manual Flasher Light switches are provided in both cabs. In each cab, two
switches are provided on Control Console. From any cab Flasher Lights can
be made ON.

2.2.13 MU Engine Stop

MU Engine Stop button is provided in both cabs in parallel. From any cab, if
this button is pressed, SDR energizes virtually and all MU consist
locomotives shutdown. This is the result of the pickup of SDR relay. When
SDR is picked up, EFCO relay is dropped, its N/C interlock provides negative
supply to energize Governor DV solenoid and fuel rack comes to no fuel
position.

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Medha Servo Drives Pvt Ltd. MAS696D Operation Manual

2.2.14 TFT Display

TFT Displays are provided in both cabs. In each cab, two TFT displays are
provided, one is kept in front of loco pilot and other one is kept in front of
assistant loco pilot. Loco pilots can view any screen in any display from both
cabs. User can set the system related settings like Test Modes, Crew Reset,
Fault Reset, Trip data settings and TM's disable through active cab display
only.

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Chapter 2 -Dual Cab Concepts Medha Servo Drives Pvt Ltd.

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16
 Chapter 3

GENERAL SAFETY PRECAUTIONS

3.1 Dual Cab Locomotive Safety Precautions:

Dual Cab locomotive has AC Electrical transmission system and therefore
includes special equipment which is not found on locomotive having usual
DC/DC or AC/DC transmissions. For safety sake, it is necessary to follow
certain extra precautions before inspecting the equipment or operating the
locomotive.

Locomotive pilots should not access any device within ECC#1 due to high
voltage. Access within ECC#1 is limited to maintenance staff of the WDG4 /
WDP4B / WDP4D locomotives. High voltage capacitors are located in each
traction converter to filter main generator voltage. These capacitors operate
at DC Link voltage from 600V to 3400V DC. When locomotive is shutdown,
these capacitors could retain high voltage causing severe injury or death to
the operating and maintenance staff.

A procedure has been developed to discharge this high voltage into Dynamic
Brake Grids or by other means to prevent the possibility of injury. They are:

Ÿ Before shutting down the locomotive, keep RUN/ ISOLATE switch in

ISOLATE position in both cabs and then shutdown the locomotive.
All 'BRAKING CONTACTORS' pick up and discharge the DC LINK
capacitors through grid resistors in one second. After 20 seconds all
DC LINK Isolation switches will be driven to shorting position.

3.2 Automatic Discharge

DCL voltage is discharged automatically, when loco pilot takes manual action
to shutdown the locomotive. There are three general ways to discharge the
DC LINK capacitors and other components prior to servicing and 4th method
is to maintain the short.

1. REVERSER IN CENTER POSITION (Through Bleeder Resistors):

Each Traction Inverter has Bleeder resistors (400 KΩ/200 W) across the
DC link. When locomotive operator moves the reverser from forward or
reverse to centered, main generator excitation stops. If no further action is
taken, Bleeder resistors discharges the DC link < 90 volts in approximately
50 minutes. Although very reliable, the bleeder resistors do not guarantee
the discharge since the resistor could be interrupted internally or the
external connection to the capacitors.

2. ISOLATION SWITCH IN ISOLATE (Through Dynamic Brake grids):

The normal way to discharge the DC LINK capacitors is through two
Dynamic Brake grids which are connected in parallel. When locomotive
operator turns Isolation switch in any cab from RUN to ISOLATE (or the
Chapter 3 - General Safety Precautions Medha Servo Drives Pvt Ltd.

LCC loses RUN digital Input signal), the parallel brake grid path is
connected to DC LINK by four Braking contactors (B1, B2, B3, B4). This
method discharges the DC LINK capacitors in less than ONE second.

TE If the Braking Grids are shorted or grounded, or any

NO one grid path open circuited, the grids would still
discharge the DC LINK. Only if both grid paths are
Failed, the DC link does not discharge by this method.

3. BRAKE CHOPPER AND HARD CROW BAR:

Whenever the DCLV ≥ 2800V, Brake Chopper fires to bring the DCLV to ≤
2600V, if the DCLV ≥ 3000V Locomotive Control Computer cuts off
excitation, TCC stops the operation of inverters, and when DCLV ≥ 3400V
MCC fires Hard Crowbar and at DCLV ≥ 3600V, Hardware fires Hard
Crowbar. DC Link voltage discharges in the Crowbar resistor. In case of
crow bar fire, engine shuts down automatically and re-crank for normal
operation.

4. After the DC link has been discharged by braking grids or the brake chopper
or crow bar, the DC link contactors moves to the open position. Moving all
DC link switch gears to the open position causes all Traction Inverters to be
shorted and grounded.
Ÿ When the engine is shutdown (regardless of the Isolation switch
position), the control computer picks up all the Braking contactors, the
DC link voltage dissipate through grid resistors. Once the DC link
capacitors are discharged, DCL contactor moves to open position.

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 Chapter 4

STARTING THE ENGINE

WDP4D locomotive is equipped with dual DC startors for cranking the Diesel
Engine at left side near the engine ring gear. Diesel engine fuel oil must be
circulated through fuel system before engine starts. When the FP / ES switch
in any Cab is held in PRIME (left), the locomotive computer starts the fuel
pump motor, after ensuring the return fuel sight glass clear without bubbles
(Approximately 20 seconds), turn the FP/ ES switch to START (right)
position. These starters run with battery supply which is available on
locomotive to start the Diesel Engine.

4.1 Before Cranking the Diesel Engine:

Before Cranking the Engine, ensure the following:
1. Ensure that the Throttle Handle of both Cabs control console are in IDLE,
Reverser handle in Center, RUN/ ISOLATE switch in ISOLATE position.
2. Ensure that the Compressor Oil level, Engine Lube Oil and Governor Oil is
sufficient.
3. Ensure that the Coolant Water level in the water tank ( Engine dead – Full) is
sufficient.
4. Ensure that no one is working on the Engine, Generator room, Compressor
room in the other Cab etc., and all doors are closed.
5. Ensure that the MU Engine Stop button in both Cabs are in RUN position (For
RUN press Green portion inside).
6. Ensure that the Engine Over Speed mechanism (OST) is reset.
7. Ensure that the Governor Low Lube Oil Button (LLOB ) is reset.
8. Ensure that the Crank case (oil pan) pressure and low water pressure
detector reset buttons are reset (pressed inside). If any button found ejected,
press and hold it for 15 seconds immediately after Engine starts.

Check Date & Time of loco shutdown from Engine

TE
NO logbook, If loco has been shutdown more than 48
hours. Don't start the Engine and contact home shed
for advice.

Engine should be Pre-Lubricated, If it has been shut down more than 48

hours. See Engine Maintenance Manual for Pre-Lubrication procedure.

4.2 While Starting the Engine:

While starting the engine, follow the below procedure:
1. Close the battery knife switch.
Ensure that the starting fuse is installed in good condition and is rated
correct as 800 Amps for WDG4/WDP4B/WDP4D locomotives.
2. Switch ON Control and Local Control circuit breakers on cab-1 Circuit
Breaker panel.
3. Switch “ON” TURBO lube pump Circuit Breaker to pick up “TLPR” when turbo
lubrication is required.
Chapter 4 - Starting The Engine Medha Servo Drives Pvt Ltd.

4. Switch 'ON' DCL1CB, DCL2 CB, DCL3 CB, DCL4 CB, DCL5 CB and DCL6
CB on cab-1 Circuit Breaker panel to control DCL switch gear motor for
closing and opening the DCL Isolation switches.
5. Switch ON all Traction Computer circuit breakers TC-1 CB, TC-2 CB, TC-3
CB, TC-4 CB, TC-5 CB and TC-6 CB, which in turns initializes all Traction
Computers and power ON self check is done.
6. Switch ON COMPUTER CONTROL Circuit Breakers in both Cabs, the MAS
696D system initializes and power ON self check is done. If any abnormality
is found the same message is informed through TFT Display Unit for
correction, other wise the MAIN MENU is displayed.
7. Switch ON all Traction Computer Blower circuit breakers TCC BLWR1 CB,
TCC BLWR2 CB, TCC BLWR3 CB, TCC BLWR4 CB,TCC BLWR5 CB and
TCC BLWR6 CB to control and protect TC blowers.
8. Switch ON the CONTROL & FP slide switch in active cab control console.
This allows fuel pump to RUN when FP/ES switch is in Fuel prime or engine
start position.
9. Switch ON FUEL PUMP Circuit Breaker.
10. Switch ON AC CONTROL Circuit Beaker.
11. Switch ON Governor Booster Pump Circuit Breaker.

If Governor Booster pump is not provided on

TE
NO locomotive, advance the Governor linkage Lay shaft
gently while cranking till the Engine runs.

Verify that the Ground Relay CUT OUT switch is

TE
NO closed (lever up ) and sealed properly in both cabs. It
is located on the Circuit Breaker Panel in ECC#1 and
ECC#4.

Never discharge batteries excessively by repeated

TE
NO cranking. If first two or three attempts are failed,
identify the fault or check and reset safety devices like
OSTA / LLOB etc. If any one is tripped recheck the
cranking procedure.

TE Ensure that MU Engine Stop button not operated in

NO both Cabs and in the consist locomotives.

TE Follow the correct Cranking & Shutdown procedure to

NO enhance Engine and Turbo life.

12. Turn the FP / ES switch lever to PRIME and hold it there(normally 10 - 20 sec
then release it.) until the fuel flows clear and free from bubbles in the return
fuel sight glass.
13. Turn the FP / ES switch lever to ENGINE START and hold it there until the
engine starts and speed increases to Low Idle RPM 200. Do not crank for
more than 20 seconds.

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Medha Servo Drives Pvt Ltd. MAS696D Operation Manual

To prevent over heating of starting Motors, which may damage

them, do not allow Engine cranking for more than 20 seconds. If
Engine fails to start after cranking for 20 seconds, wait for
2 minutes to cool starting Motors before cranking Engine again.

14. After holding the engine RPM above 200, release the FP / ES button.
15. Check Low water pressure detector reset button on EPD after Engine start.
If detector is not reset, engine shuts down after a short time delay. If detector
trips, press it continuously for 15 seconds.

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

NO the ISOLATION switch to RUN position immediately
to avoid automatic shutdown due to low water and low
LUBE OIL Pressure. After six minutes automatically
Engine speed increases for Air compressor operation
or Low water temperature.

TE Ensure that the Batteries are charging on the TFT

NO Display in the Aux. Gen. Screen and Battery Ammeter
is showing charging side (Green zone in Cab-1 on
Engine Control Panel).

TE Do not apply load before Engine water inlet

NO temperature has been reached to 49º C .

16. Lube time parameter in case of Cranking is prohibited due to pre lubrication.
17. Follow specified standard Railroad precautions in setting of LEAD / TRAIL
switch for safe operation.
18. Follow correct Air Brake equipment setup procedure to avoid delay and
incorrect operation.
19. To perform Air Brake System normal working, keep LEAD/TRAIL switch in
LEAD position on required active Cab control console, in other Inactive Cab
control console, it must be in TRAIL only.
20. Check the TFT Display for CREW MESSAGES one by one and clear as per
the Computer advice.
21. Keep Auto Brake Handle in Full Service on working control console, and
observe the following message after 10 seconds.

Message: “To restore normal Air Brake operation, keep Auto Brake Handle
in RUN position”.

21
Chapter 4 - Starting The Engine Medha Servo Drives Pvt Ltd.

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 Chapter 5

STOPPING THE ENGINE

5.1 Engine Stopping System

The normal way to shutdown a Diesel engine is to make the engine Governor
to bring the fuel injector to the NO FUEL position.

There are several ways to make the Governor to bring the fuel injectors to NO
FUEL position including operating the following switches:
1. EFCO/STOP in Cab-1: The Emergency Fuel Cutoff & Engine Stop push
button switch is mounted on the ECC#1 engine control panel in Cab-1.
2. EFCO/STOP in Cab-2: The Emergency Fuel Cutoff & Engine Stop push
Button switch is mounted on the ECC#4 engine control panel in Cab-2.
3. EFCO 2: The emergency fuel cutoff push button switch is mounted on the left
side of the locomotive just above the fuel tank filler.
4. EFCO 3: The emergency fuel cutoff push button switch is mounted on the
right side of the Locomotive just above the fuel tank filler.
5. MU ENGINE STOP in Cab-1 & Cab-2: The multiple Engine Stop/Run switch
is mounted on the Control Consoles in both Cabs. Pressing the STOP portion
of this switch stops all engines in the consists. This is the result of pickup of
the SDR relay, when SDR is picked up, Governor DV solenoid energizes and
Fuel Rack comes to No Fuel position. SDR NO2 interlock opens EFCO circuit
and virtually de-energizes Fuel Pump Relay. The EFCO/STOP and MU
Engine stop switches are shown in figure 5.1a & b respectively.
6. The Governor also brings the fuel injectors to the NO FUEL position, if any of
the following conditions occur.
Ÿ Engine lube oil pressure is too low.
Ÿ Engine lube oil is too Hot.
Ÿ Engine coolant water pressure is too low.
Ÿ Engine crank case pressure is too high.
7. After shutting down the locomotive, let the COMP. CONTROL CB (In both
Cabs) and TURBO LUBE PUMP Circuit Breaker remains in ON position.
These three CB's are required to perform Post Lubrication for Turbo Super
Charger for 35 minutes (max).

Figure 5.1a: EFCO/STOP

Figure 5.1b: MU ENGINE STOP
Chapter 5 - Stopping Procedure Medha Servo Drives Pvt Ltd.

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 Chapter 6

ELECTRICAL CONTROL CABINET #

1, 2, 3 & 4

ECC#1 is located in the drivers cab-1. It houses equipments that controls and
powers the locomotive. ECC#1 is modified for MAS696D system, following
changes are made in MAS696D system from the existing MAS696 system:

1. Locomotive Control Computer (LCC) called MLC 691 is modified for 4 TFT
Displays and RS485 communication ports as Display Cab-1 loco pilot,
Display Cab-1 Assistant loco pilot, Display Cab-2 loco pilot, Display Cab-2
Assistant loco pilot.
2. Two MDS740 TFT Display Units are located in Cab-1 Control Console and
two MDS740 TFT Display Units are located in Cab-2 Control Console.
3. Circuit Breaker numbers are extended to 33 numbers. Computer Control,
Micro Air Brake, Gen. Field and Cab Lights/Fans Circuit Breakers are
duplicated and shifted to ECC#4 in Cab-2, remaining are located on the
same panel on ECC#1 Cab-1.
4. Engine Control Panel items are duplicated and shifted to ECC#4 in Cab-2.
5. BL Key is provided on Engine Control Panel in both Cabs.
6. Individual DCL Control Circuit Breakers are provided on the ECC#1 Breaker
panel.
7. Individual Traction Computer control circuit breakers are provided on ECC#1
Breaker panel.
8. Individual Traction Inverter blower motor circuit breakers are provided on
ECC#1 Breaker panel.
9. MLRM PS Circuit Breaker is provided on ECC#1 breaker panel.
10. CA voltage sensor is provided in ECC#1 to measure Companion Alternator
voltage.
11. GRNTCO switch is duplicated and added on ECC#4 in cab-2.
12. ADB1, ADB2, ADB3, ADB4 and FDB are added in ECC#1 cabinet to provide
power to various sensors.
13. Communication between LCC to TCC is through Optical Fiber cables for
main communication & redundant communication.
14. TFT Display Communication (RS 485) Cable is provided from ECC#1 to
Control Console Cab-1 & Control Console Cab-2.

6.1 Loco Pilot Accessible Panels

1. Circuit Breaker Panel in ECC#1&4.
2. Engine Control Panel in ECC#1&4.
3. Ground Relay Cut out switch in ECC#1&4 and Test panel in ECC#1.
4. MDS 740 TFT Display Unit for TM Cutout, viewing Crew messages and Fault
Archive and to enter loco pilot ID, Train no., Section name, Train Load, etc.
in both Cabs.
5. Auxiliary Generator (250 A) CB in ECC# 2.
6. Radiator Fan Motor Circuit Breakers in ECC# 3.
Chapter 6 - Electrical Control Cabinets # 1, 2, 3 & 4 Medha Servo Drives Pvt Ltd.

6.2 ECC#1 Internal Equipment (Not Accessible)

1. Main Control Panel (High voltage area, Resistors etc.)
2. Locomotive Control Computer MLC 691.
3. ADB 1,2,3,4 and FDB.
4. Brake Contactors (B1, B2, B3, B4)
5. Silicon Control Rectifier (SCR)

Figure 6.1: ECC#1

6.3 ECC# 2 Internal Equipment (Not Accessible)

1. BCA: Battery Charging Assembly.
2. ST & STA contactors.
3. TB 61A & TB 62A.

Figure 6.2: ECC#2

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Medha Servo Drives Pvt Ltd. MAS696D Operation Manual

Figure 6.3: Circuit Breaker Panel For Aux. Generator

6.4 ECC# 3 Internal Equipment (Not Accessible)

1. Fan contactors FCS1, FCS2, FCF1A, FCF1B, FCF2A, and FCF2B.
2. TBs 83A, 83B, 83C.
3. MRPT (Main Reservoir Pressure Transducer)
4. Connectors 823A, 823B, 823C, 823D, 833A, 833B, 833C, and 833D.

Figure 6.4: ECC#3

27
Chapter 6 - Electrical Control Cabinets # 1, 2, 3 & 4 Medha Servo Drives Pvt Ltd.

6.5 Circuit Breaker Panel On ECC#1 In CAB-1

ECC#1 cabinet Circuit Breaker panel has approximately 33 Circuit Breakers
as shown in figure 6.5, that are used in the control and protection of Diesel
Engine and Electrical systems. These Breakers can operated as switches but
trip open when an over load or short circuit occurs.

1. LIGHTS Circuit Breaker: This 30A Circuit Breaker must be switched ON

(liver up) to power the switches that control locomotive lights.
2. HDLTS Breaker: This 35A Circuit Breaker provides power and protection to
the cab end and hood end Head Light circuits.
3. CAB FANS Circuit Breaker: This 30A Circuit Breaker provides power and
protection for Cab Air circulating fan motors and their control circuits.
4. AIR DRYER Circuit Breaker: This 15A Circuit Breaker provides power and
protection to the main Reservoir Air Filter Dryer and associated circuit.
5. AC CONTROL Circuit Breaker: This 15A Circuit Breaker provides CA
power supply to ZCD circuit to detect zero crossing and control excitation for
Main Alternator.
6. CONTROL Circuit Breaker: This 40A Circuit Breaker sets up the Fuel Pump
and control circuits for engine starting. It supplies Battery Power through
battery knife switch before engine starts. Once the engine is running, the
Auxiliary Generator supplies power through this breaker to main operating
control.
7. LOCAL CONTROL Circuit Breaker: This 30A Circuit Breaker establishes
local control with power from the locomotive battery or Auxiliary Generator to
operate heavy duty switch gear, Magnetic valves, contactors , Blowers and
Relays etc.
8. FILTER BWR MTR Circuit Breaker: This 30A circuit Breaker protects the
inertial Filter Blower Motor circuit.

TE If Filter Blower Motor breaker trips, continue loco

NO operation to the nearest maintenance point, and attend

9. AUX GEN FIELD Circuit Breaker: This 10A circuit Breaker protects the
Auxiliary Generator Field circuit and is equipped with auxiliary contact sets.
One set is double pole switch that protects AG PWM circuit.
10. FUEL PUMP Circuit Breaker: This 30A circuit Breaker protects the Fuel
Pump Motor Circuit.
11. LRMS PS Circuit Breaker: This 5A Circuit Breaker provides power to the
LRMS power supply module. This Circuit Breaker input is connected directly
on battery terminal, so that after opening battery knife switch LRMS PS also
gets power through this CB.
12. TURBO Circuit Breaker: This 30A circuit breaker provides power and
protection to the turbo lube pump motor. It must be switched ON before
engine starting for pre lube and after engine shutdown to remove residual
heat from the Turbo bearings. If the engine is running and this breaker is OFF
the TURBO CIRCUIT BREAKER IS NOT CLOSED message appears on the
display.
13. COMPUTER CONTROL Circuit Breaker: This 15A Circuit Breaker powers
& protects Locomotive Control Computer operating power supply.

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Medha Servo Drives Pvt Ltd. MAS696D Operation Manual

TE Computer Control CB Cab-1 and Computer Control

NO CB Cab-2 are connected in series and these two CBs
must be ON for working from any Cab.

14. MICRO AIR BRAKE Circuit Breaker: This 15A circuit breaker provides
operating power to the KNORR Air Brake system and the Air Brake system
cooling fans.

TE Micro Air Brake CB Cab-1 and Micro Air Brake CB

NO Cab-2 are connected in series and these two CBs must be
ON for working from any Cab.
15. DCL1 to DCL6 Circuit Breakers: This 3A circuit Breaker protects the DC
LINK isolation switch motor and control circuits.

TE A safety guard over the Breaker lever helps to prevent

NO accidental operation. Six DCL Circuit Breakers are
provided for individual DCL Isolation switch Motor
control.

16. TC1 COMPUTER TO TC6 COMPUTER Circuit Breakers: This 5A Circuit

Breaker provides power and protection to Traction Computer#1 to #6 and
associated circuits. A safety guard CB's are provided on this to prevent
accidental CB operation.
17. GENERATOR FIELD Circuit Breaker: This 90A Circuit Breaker protects the
Traction Alternator Field circuit. The Companion Alternator supplies the
Traction Alternator Field Excitation current through Silicon Controlled
Rectifiers. GEN. FLD. breaker protects SCRs, Traction Alternator,
Companion Alternator and other associated circuitry. If TA field current over
load occurs, the Breaker trips and the locomotive computer displays the
Crew Message “Main Gen. Field Circuit Breaker is tripped under load”.

TE A Gen. Fld. CB Cab-1 and Gen. Fld. CB Cab-2 are

NO connected in parallel. This Circuit Breaker must be ON
in Active Cab and must be OFF in Inactive Cab.

18. TCC BLOWER 1 to TCC BLOWER 6 Circuit Breakers: This 30A Circuit
Breaker protects the TC Blower Booster, Inverter, Motor and associated
circuitry.
19. GROUND CUTOUT Switch: This toggle switch, when open, disconnects
ground protection sensors (Ground Leakage Current sensors PGND MG,
PGNDPI+VE, PGNDPI-VE) from locomotive electrical circuits for
maintenance inspection or trouble shooting. When this switch is open, the
LCC prevents TA excitation. This switch normally locked in the closed
position by a pin that is safety-wired to bracket. This setting arms the ground
fault protection.

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Chapter 6 - Electrical Control Cabinets # 1, 2, 3 & 4 Medha Servo Drives Pvt Ltd.

Figure 6.5: Circuit Breaker Panel

6.6 Circuit Breaker Panel On ECC#4 In CAB-2

Following CBs are duplicated from Cab-1 and mounted in Cab-2:

1. Computer Control Circuit Breaker: This CB is provided in both cabs and

connected in series with cab-1 CB. For normal working of both cabs, CBs
must be in 'ON'. LCC can restart from any cab.
2. Micro Air Brake Circuit Breaker: This CB is provided in both cabs and
connected in series with cab-1 CB. For normal working of both cabs, CBs
must be in 'ON'. Air Brake Computer (CCB) can restart from any cab.
3. Generator Field Circuit Breaker: This CB is provided in both cabs and
connected in parallel with cab-1 CB. For normal working, set the Generator
Field CB in 'ON' in active cab and set this CB in 'OFF' in inactive cab.
4. Cab Lights and Fans Circuit Breaker: One additional Circuit Breaker is
provided for cab-2 lights and fans only. Maintenance lights and engine room
lights work with cab-1 lights CB.
5. GRNT CO SWITCH: This switch is provided in both cabs in series. Both
switches must be closed (liver up) to enable the ground protection.

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Medha Servo Drives Pvt Ltd. MAS696D Operation Manual

Figure 6.6: Circuit Breaker Panel on ECC#4 in CAB-2

6.7 Test Panel
Test panel jacks which are shown in figure 6.7 are
provided on Circuit Breaker panel to conveniently check
the following voltages by Maintenance personnel:

1. Main Generator (Traction Alternator) Field voltage

2. Companion Alternator Output voltage 3 Phase AC
3. Load Regulator voltage
4. Loco Battery voltage (BP-BN)

Figure 6.7: Test Panel

6.8 Engine Control Panel Of ECC # 1
Engine Control panel which is shown in figure 6.8 has following control
equipments for setting up locomotive operation:

Figure 6.8: Engine Control Panel in Cab - 1 31

Chapter 6 - Electrical Control Cabinets # 1, 2, 3 & 4 Medha Servo Drives Pvt Ltd.

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

START/STOP/ISOLATE are in ONE position. RUN is in SECOND position.
In Dual cab locomotives, this Run/Isolate switch is provided in both cabs.
In any cab, if the switch is kept in Isolate position, locomotive is isolated
and braking contactors pick up and DC Link voltage discharges.
START/STOP/ISOLATE: In this position system allows the Diesel
Engine to START. It doesn’t develop power or respond to throttle control
signals. Engine runs at IDLE speed regardless of Throttle Handle setting,
except for engine speed increases for compressor operation, low Engine
temperature, turbo cool down cycle.
RUN: In this position locomotive responds to (Throttle handle setting
changes) Digital Inputs from operator (local/train line) and develops
POWER in normal operation.

2. DYNAMIC BRAKE CUT IN/CUT OUT Switch: This switch has two positions
as CUT IN and CUT OUT. If this slide switch is set in cut out (slider down),
locomotive does not operate in Dynamic Brake mode. Locomotive operates
in power with normal Air Braking and other loco in tandem does also effect.
Cutting out Dynamic Braking on selected loco in tandem limits total Dynamic
Brake effort. Cutting out Dynamic Brake does not effect normal power
operation and does not effect the Air Brake system. This lever of this switch
is normally safety wired in the CUT IN (lever up) setting to prevent accidental
Dynamic Brake CUT OUT.

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

TE
NO Panel only and is not provided on ECC#4 Engine Control
Panel.

3. BLENDED BRAKE CUT IN / CUT OUT Switch: When this slider switch is
set in CUT OUT (slider down) position, locomotive does not operate in
Blended Brake mode when the operator moves the Automatic Brake Handle
in to the service application zone. Normal Air Brake applies on the locomotive
dynamic braking is still available when the controller throttle/dynamic braking
handle is moved in the Dynamic Braking Zone.

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

TE
NO Panel only and is not provided on ECC#4 Engine Control
Panel.

4. EXTERIOR LIGHTS Switch: This slide switch provides ON/OFF control of

the fuel filler lights on both sides of the locomotive. With the slider in the ON
position, Power is supplied to these lights, provided that the battery knife
switch is closed and LIGHTS Breaker is ON in Cab-1.

5. MAINTENANCE ROOM LIGHTS Switch: This slide switch provides

ON/OFF control of the engine room maintenance lights. With the slider in the
ON setting, power is supplied to these lights provided that the battery knife
switch is closed and maintenance lights switch is ON. This maintenance
room lights switch is provided in cab-1 only.

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Medha Servo Drives Pvt Ltd. MAS696D Operation Manual

6. EMERGENCY FUEL CUTOFF & ENGINE STOP Switch: When this switch
is pressed for approximately 0.5 seconds, red push button. It requests
Locomotive Computer to stop Diesel engine. The push button need not be
held in until engine stops. However, pushing button for 0.5 second ensures
that the computer recognizes the switch actuation as a proper shutdown
request. One more additional EFCO/Eng. Stop switch is provided on ECC#4
Engine Control panel in cab-2.

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

In this locomotive, FP/ES is provided in both cabs in parallel. If any
switch is kept in Prime position, MCC gets prime input and run the Fuel
Pump motor. When this switch is kept in Start position, MCC gets start
input and pick & up the STA contactor for cranking the Engine. From any
cab loco can be cranked.

8. BATTERY AMMETER: This Analog meter indicates the locomotive batteries

Charging / Discharging rate. It does not indicate Auxiliary Generator output
or engine cranking current during start-up. This Battery Ammeter is provided
in cab-1 only.

9. CLASSIFICATION LIGHTS Switch: This Rotary switch has three settings

LONG HOOD FORWARD, OFF and CAB END FORWARD.

In Dual Cab locomotives, it is provided in both cabs. If in cab-1, if this

switch is kept in cCab End Forward (cab-1 end) position cab-1 side white
lights and cab-2 side red lights become ON. In cab-2, this switch is kept in
cab End Forward (Cab-2 end) position, the cab-2 side white lights and
cab-1 side red lights become ON.

10. ALERTER ALARM: Alerter Alarm sounds, If the loco pilot has not
acknowledged the flashing of the console Alerter indicate lights for 8
seconds. When the Alerter sounds the loco pilot must acknowledge it within
the next 8 seconds to avoid a penalty brake application.

11. RAPB: Restricted Air penalty Brake switch provided on Engine Control
Panel to enable the AEB system.

12. TELM SW: Tractive Effort Limit switch provided on Engine Control Panel to
enable the Tractive Effort Limit while working on Weak/Lengthy Bridges.

13. BL Key: This BL key is provided in both cabs. BL key is a Master Handle for
cab selection in Dual cab locomotive. BL key is a ten pole switch. It is
mounted on ECC#1 in cab-1 and ECC#4 in cab-2 on Engine control panel.
BL key has two positions, OFF and ON. BL key handle is allowed to insert
and remove in OFF position only. Where the BL key is inserted and kept in
ON position that is called Active Cab. If BL key is removed in both babs, it is
treated as locomotive isolated. If BL key is inserted and turned ON in both
cabs is also treated as locomotive isolate.

BL key interlock is provided for following circuits. So without BL key in ON

position, following operations are not possible:
Ÿ Alerter Reset push button Input
Ÿ RAPB/AEB switch Enable Input

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Chapter 6 - Electrical Control Cabinets # 1, 2, 3 & 4 Medha Servo Drives Pvt Ltd.

Ÿ TE Limit switch Enable Input

Ÿ GF request Input
Ÿ Horn push button Input(for event recorded data)
Ÿ Throttle and Reverser handle Inputs
Ÿ Manual Sand switch Input

6.9 Engine Control Panel of ECC # 4

Following items are duplicated from cab-1 and mounted in cab-2. ECC#4
Engine Control panel items operation and functions are similar to cab-1
Engine Control panel.
Ÿ Run / Isolation Switch
Ÿ Fuel Prime / Eng. Start Switch
Ÿ Classification Lights Switch
Ÿ Emergency Fuel Cut off & Eng. Stop
Ÿ BL Key
Ÿ Alerter Alarm
Ÿ RAPB & TELM Switches

Figure 6.9: Engine Control Panel in Cab - 2

34
 Chapter 7

CONTROL CONSOLES

Each cab has one Control Console as Cab-1 Control Console and Cab-2
Control Console. Operation point of view both are identical. Two TFT displays
are provided on each Control Console, one for Loco-pilot and other one for
Assistant Loco-pilot. Top of the control desk is flat surface closest to the loco
pilot when seated at the control console as shown in figure 7.1.

Fig 7.1: Control Console

7.1 Locomotive Controller

The Locomotive Controller at the far left of the console desktop has two
operating controls which control three different functions. The left control
called the Reverser/Directional Handle which controls the direction in which
the locomotive moves. The right control called the POWER (or Throttle)/ DYN
BRAKE handle which controls throttle and dynamic brake response.

For simplicity in this manual, the POWER/ DYN BRAKE

TE
NO handle may be called either “throttle handle” or “dynamic
brake handle,” depending on context method.

REVERSER (Directional Handle): The reverser has three unmarked

positions: NEUTRAL (centered), FORWARD (points away from loco pilot)
and REVERSE (points towards loco pilot). The traction motors attempt to
move the locomotive in the direction that the reverser points when traction
power is applied. For example, if the loco pilot inserts the reverser in the
Cab-1 (left) console and sets it FORWARD (pointing toward the Cab-1 end),
the Cab-1 end of the locomotive leads, but, if the loco pilot sets the reverser
FORWARD in the Cab-2 console, the Cab-2 end of the locomotive leads.
With the reverser centered, mechanical interlocking prevents moving the
throttle/ dynamic brake handle into dynamic brake, but the throttle/ dynamic
brake handle can be set in a throttle notch. However, with the reverser
centered, power cannot be applied to the traction motors. Throttle handle can
be set up to 8th notch in Self Load test mode.
Chapter 7 - Control Console Medha Servo Drives Pvt Ltd.

Mechanical interlocking assures that the reverser setting

TE
NO cannot be changed unless the THROTTLE/ DYNAMIC
BRAKE handle is in IDLE. Center the reverser and
remove it from the controller to lock the Throttle/ Dynamic
Brake handle in IDLE position.

POWER / DYN BRAKE Handle, DB Sector: The power (throttle)/ dynamic

brake handle has two setting zones (sectors): POWER and DYN BRAKE,
separated by a gate. To move the handle from power to dynamic brake or
from dynamic brake to power, the handle must pass through the gate. To
move into the gate, move the handle to the right, then forward or backward,
as required. An illuminated window to the right of the handle indicates the
handle setting.

Controller POWER/DYN BRAKE Handle, POWER Sector: The POWER

(throttle) sector has nine detente settings (notches): IDLE, and throttle
notches 1 through 8. From IDLE, against the gate, pull the handle back to
increase engine speed and locomotive power.

Mechanical interlocking assures that the handle can be

TE
NO moved from throttle IDLE to a DYN BRAKE setting only
when the reverser is set in either FORWARD or REVERSE.

Controller POWER/DYN BRAKE Handle, DYN BRAKE Sector: The DYN

BRAKE sector has one detent setting, SET-UP, and a setting range of 1
through 8, through which the handle moves freely without notching. To
request minimal dynamic braking, the loco pilot pushes the handle forward
from the SET-UP (against door), into 1. Pushing the handle forward, to
higher-numbered settings, requests increased dynamic braking effort.
Setting 8 requests full dynamic brake effort.

Mechanical Interlocks on Controller

Reverser Centered (in Neutral) -
Ÿ POWER/ DYN BRAKE handle can only be set in POWER (throttle).
Ÿ DYN BRAKE is not accessible.
Ÿ Reverser can be removed from controller if POWER/ DYN BRAKE handle is
in IDLE.

Reverser removed from controller -

Ÿ POWER/ DYN BRAKE handle is locked in IDLE.
Ÿ DYN BRAKE is not accessible.

Reverser in FORWARD or REVERSE-

Ÿ POWER/ DYN BRAKE handle can be set anywhere in POWER or DYN
BRAKE.
Ÿ While THROTTLE/ DYNAMIC BRAKE handle is in DYN BRAKE, reverser is
locked in either Forward or Reverse.
Ÿ While POWER/ DYN BRAKE handle is in POWER, reverser is locked in
either Forward or Reverse.
Ÿ The Reverser can be moved to either Direction (Forward / Reverse) when
POWER/ DYN BRAKE handle is in IDLE. The Reverser can be removed
when it is centered and POWER/ DYN BRAKE handle in IDLE.

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Medha Servo Drives Pvt Ltd. MAS696D Operation Manual

7.2 Control And Operating Switch Panel In CAB-1&2:

Control and Operating Switch panel which is shown in figure 7.2 consists of
Engine Run, Control & Fuel Pump, Generator Field slide switches and
Dynamic Brake Control Circuit Breaker, which are mounted in both the Cabs
on Control console just beside the Display Unit.

1. ENGINE RUN SWITCH: The Engine Run switch is provided in both cabs and
are connected in parallel. Set this switch in ON position on Control and
Operating Switch Panel in Active Cab, it should be OFF in the Inactive Cab.
The switch is ON, when its slider is up. When the Engine Run switch is ON,
the Locomotive control system controls the Diesel Engine speed according
to Throttle Position. When the Engine Run switch is OFF (slider down)
Engine speed does not respond to Throttle Handle position, except during
Load Test Mode.

Fig 7.2: Operating Switch Panel In CAB-1&2

During MU operation, keep the switch in ON position in

TE
NO Active Cab only. If the locomotive is in LEAD, set this switch
to OFF in both cabs. If the locomotive is in TRAIL or if it has
to be moved as dead.

2. GENERATOR FIELD SWITCH: This switch is provided in both cabs and are
connected in parallel. Keep the switch in ON position in Active Cab and
should be OFF in the Inactive cab. This switch is 'ON' when its slider is up
and switch is 'OFF' when slider is down.

In WDP4D locomotives main generator output power is fed to Traction

Inverters which in turns energizes the Traction Motors. In Active Cab, Gen.
Field switch must be 'ON' to enable Traction Inverters to power the Traction
Motors. If Gen. Field switch is 'OFF', Traction Alternator excitation still
continue to produce DC Link output. But the Traction Inverters stop the
operation of AC power to the Traction Motors. This switch is train lined.

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

TE
NO Active Cab only, if the Locomotive is in LEAD. Keep the
switch 'OFF' in both Cabs, If locomotive is in TRAIL or
if it is to be moved as dead.

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Chapter 7 - Control Console Medha Servo Drives Pvt Ltd.

3. CONTROL & FP SWITCH: The Control & FP switch is provided in both cabs
and are connected in parallel. Keep the switch in 'ON' position in Active Cab
and should be OFF in the “Inactive Cab”. The switch is ON when its slider is
up. When CONT&FP switch is ON, it provides power to Low Voltage control
circuit and enables the Loco computer to pickup Fuel Pump Control Relay
FPR and enables Diesel Engine starting.

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

TE
NO and Operating Switch Panel in Active Cab only, if the Locomotive
is to LEAD in tandem. Set this switch 'OFF' in both Cabs, if the
Locomotive is to TRAIL in tandem or if it is to be sent as dead in
tandem.

4. DYNAMIC BRAKE CONTROL CB: This Circuit Breaker is provided in both

Cabs and connected in parallel. Circuit breaker protects against a faulty
operating or test setup. The circuit breaker should be in 'ON' (up) position in
both cabs for normal operation. A tripped circuit breaker generally indicates
that, during dynamic brake testing, more than one dynamic brake handle in
a consist is out of OFF position. The safety guard covering for this breaker
lever prevents accidental switching of breaker to ON or OFF position.

7.3 Speedometer
Analog Speedometer is mounted on both control console instrument panels.
This speedometer receives analog signals from LCC, which are based on TM
speed sensors signals or from RADAR. The speedometer scale ranges from
0 to 180 KMPH as shown in figure 7.3 .

Fig 7.3: Analog Speedometer

7.4 Tractive Effort / Dynamic Brake Effort Meter
TE/ BE meter is mounted on both control console instrument panels just to
the right side of speedometer. This meter indicates the sum of all active
traction motors torque. When locomotive is not in Power mode or Dynamic
Brake mode, meter pointer shows to null (indicates zero) as shown in figure
7.4. When the locomotive is in power mode, pointer moves clockwise for
Tractive Effort and when the locomotive is in Dynamic Brake mode, pointer
moves counter clockwise for Dynamic Braking Effort. Tractive Effort meter
scale ranges from 0 to 550 KN (Kilo Newtons) and Dynamic Brake effort scale
ranges from 0 to 300 KN.

This meter also includes a high motor tractive effort indicator (Yellow) LED
that lights when Tractive Effort is high. When TE > 400 KN, Yellow LED glows
with all traction motors are active. If any traction motor is cutout, this LED
glows in proportionate to the active traction motor’s tractive effort.

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Medha Servo Drives Pvt Ltd. MAS696D Operation Manual

Fig 7.4: Tractive Effort/Dynamic Brake Effort Meter

7.5 Starting Fuse And Battery Knife Switch Box

Starting Fuse and Battery knife switch box is located on the left side of the
locomotive.

This box includes the following:

1. BATTERY SWITCH (Battery Knife Switch): When this switch is closed,
it connects the locomotive batteries to the locomotive low voltage
electrical system. The Battery switch must be closed all times during its
operation.

2. STARTING FUSE: The 800A starting fuse is in use only during starting
of Diesel engine. Battery current flows through the fuse and the starting
contactor to the starting Motors. The starting fuse protects the Motors
from current overload.

A defective starting fuse can be detected while attempting to start the engine.
If the engine start switch does not crank the Engine, then check the fuse.

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Chapter 7 - Control Console Medha Servo Drives Pvt Ltd.

K
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40
 Chapter 8

OPERATION SECTION

This section includes recommended procedure for setup, service operations

and general locomotive operation. The procedures are brief and do not
contain detailed descriptions of equipment location or function. See the
locomotive service manual for more specific descriptions. Always comply with
railway rules and instructions regarding locomotive operation or inspection.

This section is arranged as follows:

1. Preparation for service
Ÿ Ground Inspections
Ÿ Engine Room Inspection
Ÿ Starting Fuse & Battery Knife Switch Box Inspection
Ÿ Lead Locomotive cab Inspection
Ÿ Trailing Locomotive cab Inspection if the Loco is in MU.
2. Starting Lead Locomotive Engine
Ÿ Engine Inspection
Ÿ Engine Starting
3. Starting Trailing Locomotive Diesel Engines
4. Various other operating procedures
5. Stopping Engines
6. Towing Locomotive
7. Leaving Locomotive Unattended

8.1 Preparation For Service

8.1.1 Ground Inspection
Check for the following and correct them when necessary:
Ÿ Leakage of fuel oil, Lube oil, Water or Air
Ÿ Loose or dragging parts
Ÿ Proper installation of Electrical cables and Air Brake house connections
to train
Ÿ Proper setting of angle cocks and shutoff valves
Ÿ Air “cut in” to bogie brake cylinder
Ÿ Satisfactory of Brake shoes
Ÿ Adequate Fuel supply
Ÿ Verify the Aux. Gen. Circuit Breaker is closed in ECC#2.

8.1.2 Engine Room Inspection

Engine room equipment is inspected and operated by opening access doors
along the sides of locomotive. Check for the following and correct them when
necessary.
Ÿ Check Lube oil level
Ÿ Check Air compressor Oil level
Ÿ Check Governor Oil level
Ÿ Check water level in water tank sight glass. It should be nearer to FULL
(Engine Dead ) mark.
Chapter 8 - Operation Section Medha Servo Drives Pvt Ltd.

TE Recheck water level when Engine is running. It should be

NO nearer to FULL ( Engine running) mark.
Check Head lights, Flasher Lights, Classification lights etc.
Check all Valves for proper setting.
Check for leakage of Fuel oil, Water, Lube oil or Air.
A proper filled Engine lube oil system coats the oil gauge
above the FULL mark when the Engine is stopped. To obtain
an accurate check, recheck the level when the Engine is
Idling and at normal operating temperature.

8.1.3 Starting Fuse And Battery Box Inspection

Ÿ Verify that main Battery Knife switch is closed
Ÿ Verify that Staring Fuse is installed in good condition and its correct
rating.

8.1.4 Circuit Breaker Panel Inspection On Dual Cab Locomotive

On the Dual Cab locomotive, two Circuit Breaker panels are provided. Cab-1
CB Panel is the main Panel. Cab-2 CB Panel is duplicated for four CB's.
While working from Cab-1, all Circuit Breakers must be ON in Cab-1 CB
Panel and also Comp. Control, Micro Air Brake CB's in Cab-2. While working
from Cab-2 Generator, Field CB must be OFF in Cab-1 CB panel and
Generator Field CB must be ON in Cab-2 CB panel.

a. The following Circuit Breakers must be ON for locomotive running:

Ÿ AC CONTROL
Ÿ CONTROL
Ÿ LOCAL CONTROL
Ÿ AUX.GEN.FLD
Ÿ FUEL PUMP
Ÿ COMP.CONTROL in both CABS
Ÿ MICRO AIR BRAKE in both CABS
Ÿ DCL1 TO DCL6 ( ALL SIX CIRCUIT BREAKERS)
Ÿ TC 1 COMPTR to TC 6 COMPTR. ( ALL SIX CIRCUIT BREAKERS)
Ÿ GEN. FIELD CB in the “ACTIVE CAB”
Ÿ TCC BLW 1 to TCC BLW 6 (ALL SIX CIRCUIT BREAKERS)

b. The other Circuit Breakers ON as required:

Ÿ LIGHTS
Ÿ HEAD LIGHTS
Ÿ CAB FANS
Ÿ AIR DRYER
Ÿ FILTER BLOWER MTR
c. In Circuit Breaker panel verify that GROUND RELAY CUTOUT switch is
closed ( lever up) and sealed in both Cabs.
Ÿ ENGINE CONTROL PANEL:
Ÿ ISOLATION switch in START / STOP / ISOLATE position in the Active Cab.
Miscellaneous switches set as required.

TE Electrical control cabinet must be securely closed

NO during Locomotive operation for proper cooling.

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Medha Servo Drives Pvt Ltd. MAS696D Operation Manual

8.1.5 Control Consoles

Set control console devices as follows:
Ÿ Set CONTROL & FP switch ON (slider up) in the Active Cab. When the
CONTROL & FP (control and fuel pump) switch is ON, it provides power
to low voltage control circuits, and it enables the locomotive computer to
pick up fuel pump control relay FPR, and it enables diesel engine starting.
Ÿ Set Engine Run switch and Gen. Field switch to 'OFF' in both Cabs (slider
down during cranking)
Ÿ Set Light switches and other switches as desired.
Ÿ Set Throttle Handle in IDLE. Center Reverser (neutral) and remove it.

8.1.6 Air Brake Equipment

Ÿ Set Air Brake controller Automatic Brake Handle in FS (full service). This
nullifies any safety control brake application.
Ÿ Set Air Brake controller Independent Brake valve Handle in FULL (full
application)
Ÿ Set Air Brake controller setup (LEAD/TRAIL SWITCH) in LEAD position in
the Active Cab and in the Inactive Cab, it must be “TRAIL” position.

8.2 Starting Dual Cab Locomotive Engine

Diesel Engine may be started from any cab after the following inspection has
been completed.

8.2.1 Engine Inspection

Ÿ Ensure that the Throttle Handle of both Cabs control console in IDLE,
Reverser handle center, RUN/ ISOLATE switch in ISOLATE position .
Ÿ Ensure that the level of Compressor oil, Engine sump Lube Oil and
Governor Oil is sufficient .
Ÿ Ensure that the Coolant Water level in the water tank ( Engine dead – Full)
is sufficient.
Ÿ Ensure that no one is working on the Engine, Generator Room,
Compressor Room in the other Cab etc. and all doors are closed.
Ÿ Ensure that the MU Engine Stop button is in RUN position in both Cabs on
Control Console (For reset press Green portion inside).
Ÿ Ensure that the engine over speed mechanism is reset.
Ÿ Ensure that the Governor Low Lube Oil Button ( LLOB ) is reset.
Ÿ Ensure that the Crank case (oil pan) pressure and Low water pressure
detector reset buttons are in reset (pressed in side). If the button is ejected
while cranking, press and hold it for 15 seconds immediately after Engine
starts.

8.2.2 Engine Starting Procedure

After the preceding inspections have been completed, the Diesel Engine may
be started.

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

TE
NO down more than 48 hrs. See Engine Maintenance
Manual for Pre - Lubrication procedure.

1. Make sure that starting fuse is installed is in good condition and correctly
rated. Verify that main Battery Knife Switch is closed.

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Chapter 8 - Operation Section Medha Servo Drives Pvt Ltd.

2. At the Circuit Breaker panel, make sure that following Breakers are 'ON' and
GROUND RELAY CUT OUT switch is closed and sealed.
Ÿ AC CONTROL
Ÿ CONTROL
Ÿ LOCAL CONTROL
Ÿ AUX.GEN.FLD
Ÿ FUEL PUMP
Ÿ COMP.CONTROL in both Cabs
Ÿ MICRO AIR BRAKE in both Cabs
Ÿ DCL1 TO DCL6 ( ALL SIX BREAKERS)
Ÿ TC 1 COMP to TC 6 COMP ( ALL SIX BREAKERS)
Ÿ GEN FIELD in the Active Cab
Ÿ TCC BLW 1 to TCC BLW 6 (ALL SIX BREAKERS)
3. At the Control Console, make sure that the GEN. FLD and ENG. RUN
switches are OFF (DOWN). Verify that the CONTROL & FP switch is O'N' in
the Active Cab.

TE When starting Diesel Engine, ensure that the MU

NO Engine stop is in reset condition in both Cabs. Press
Green portion inside to reset.

4. Turn the FP/ES switch lever to PRIME and hold (Normally 10-20 sec) it there
until the fuel flows clear and free of bubbles in the return fuel sight glass and
then release it.
5. Turn the FP/ES switch lever to ENGINE START and hold it there until the
Engine start and speed increases to Low Idle RPM 200. Do not crank more
than 20 seconds.
6. In case the Low Lube Oil shutdown is noticed immediately after cranking,
check Low water Pressure detector (EPD) for trip. If the water pressure is
less, the engine shuts down after a short time delay .
7. If the detector trips, press continuously for 15 seconds to reset after ensuring
the water level and water pump are working.
8. Check the following while the engine is running and at a normal operating
temperature (49ºC) and correct it if necessary.
Ÿ Coolant water level is near to the FULL (Engine running) mark limits on
water level inspection plate.
Ÿ Engine Lube oil level is near FULL mark on oil level gauge (Lube oil
Dipstick).
Ÿ Governor oil level near upper mark on sight glass.
Ÿ Compressor Lube oil is with in normal range.
9. After Engine has been started and is operating normally, check and ensure
that all Engine room access doors are securely closed.

TE Do not apply load before Engine water inlet temperature

NO has reached to 49ºC.

8.3 Setting Locomotive On Line

After the Diesel Engine is started and inspected, set the locomotive on line
by setting the ISOLATION switch in RUN. When a locomotive is on line, it can
respond to operator controls and develop Tractive effort / Braking effort. The
Locomotive Computer changes Diesel Engine speed in response to certain
operating conditions, such as low Main Reservoir pressure, causes PCS

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Medha Servo Drives Pvt Ltd. MAS696D Operation Manual

OPEN by Air Brake Computer or Hot Engine-extended time, TH limit to 6

notch. In these circumstances, Diesel Engine speed is not precisely related
to throttle setting.

8.4 Precautions Before Moving Locomotive

Before attempting to move the locomotive under its own power, carefully
follow these precautions:
Ÿ Make sure that main Reservoir Air pressure is normal.
Ÿ Make sure that the Brake system is set up as LEAD on Active Cab Control
Console and TRAIL on Inactive Cab Control Console.
Ÿ Check for proper Air Brakes application and release. Observe Brake
cylinder and Brake rigging.

Engine water temperature should be 49ºC

or high before full load is applied to Engine.

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

8.5 Handling Light Locomotive

After starting the Engine, Place Locomotive on line and preceding inspections
and precautions are completed, the Locomotive is handled as follows:
Ÿ Set the ENGINE RUN and GENERATOR FIELD switches "ON" on Control
& operating switch panel in Active Cab.
Ÿ Set the Air Brake system in Active Cab for LEAD position.
Ÿ Insert the Reverser Handle (Direction Handle) and set in the direction of
travel, Forward or Reverse. (Engine speed increases from low Idle to
throttle 1 speed, as soon as the Reverser handle is thrown)
Ÿ Release the Air Brakes.

TE Locomotive response to throttle movements is almost

NO immediate. There is little delay in power build up. Do
not operate Reverser Handle, Reverse to Forward or
Forward to Reverse when the Locomotive is moving.

Ÿ Advance the throttle handle as needed to move Locomotive at desired

speed.
Ÿ Switch Headlights and other lights ON as needed.

8.6 Coupling Locomotive Together

Use the following procedure when coupling locomotives together for Multiple
Unit operation.

Ÿ Couple and stretch locomotive to ensure that the couplers are locked
properly.
Ÿ Install 27 conductor electrical control cables between locomotives.
Ÿ Perform ground, engine room and engine inspections as outlined in
preceding pages.
Ÿ Set Cab controls for trailing Unit operation. Remove Reverser from all
controllers to lock controls.
Ÿ Connect Air Brake hoses between Locomotives.
Ÿ Open required Air hose cutout cocks on each Locomotive.

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Chapter 8 - Operation Section Medha Servo Drives Pvt Ltd.

Ÿ Using Lead locomotive Air Brake Cab Control Unit (CCU), make an
automatic brake application to determine if brakes apply on each
locomotive. Release the automatic application, then make sure that the
brakes on each locomotive are released.

Follow the same procedure to check independent brake application. Also,

release automatic brake service application by pulling up the independent
brake handle bail-release ring. Inspect all brakes in the tandem to verify that
they are released.

8.7 Dynamic Braking For Locomotive In Multiple Unit

The Dynamic Brake Handle operates the Dynamic Brake Rheostat. The
Locomotive Computer uses the voltage level signal produced by Rheostat to
control Dynamic Braking effort. The Rheostat voltage level appears on a train
lined wire that controls the dynamic braking effort of all locomotives in a
tandem that are equipped with dynamic braking. The total braking effort of a
multi-unit tandem can become quite high. Observe Railway rules regarding
multiple unit Dynamic Braking.

8.8 Engine On Train ( Coupling Locomotive To Train )

Be careful when coupling locomotive to a train as taken when coupling
locomotives together.

After coupling, perform the following checks:

Ÿ Make sure that couplers are locked by stretching the connection.
Ÿ Connect the Air Brake hoses.
Ÿ Slowly open air valves on the locomotive and the train to cut in brakes.
Ÿ Pump up air.

8.9 Pumping Up Air

After cutting air brakes on train, note the reaction on the control console
MAIN RESERVOIR pressure gauge. If pressure falls too low, the Locomotive
Computer automatically increases engine speed to Notch 2 and displays the
Message: "Engine speed Increases – Air compressor operation". After
getting sufficient MR pressure, Engine speed comes back to Idle. If the MR
pressure falls < 8 kg cm2, the LCC automatically increases Engine speed to
Notch 4. After getting sufficient MR pressure, Engine speed comes to Idle.

8.10 Double Heading Service

Ÿ In double heading service, an extra locomotive is temporarily coupled to
the lead end of the Lead Locomotive, air brake pipes are connected
between them, but MU jumper electrical cable are not provided. There is a
loco pilot in each locomotive. Prior to Double Heading behind another
locomotive, make a full service brake pipe reduction with the Automatic
brake valve and set the brake system in the Lead-out (Trail) mode.

Ÿ The operation of the throttle is normal, but the brakes are controlled from
the lead locomotive. An Emergency Air Brake application may be made
however, from the Automatic Brake Valve of the second unit. Also, the
Automatic Brake on this locomotive may be released by pulling up Bail-off
release ring on the Independent Brake Handle, while Automatic and
Independent Brake handles are set in REL (release).

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Medha Servo Drives Pvt Ltd. MAS696D Operation Manual

8.11 Stopping Engines

There are six ways to stop the engine. They are:
1. On the Engine Control Panel, set the Isolation switch in START/STOP/
ISOLATE, then press the Emergency Fuel Cut Off & Engine Stop push button
switch (this switch is also known by its electrical reference designator,
EFCO/STOP). Since Control system reaction time after pressing the
EFCO/STOP push button is very quick, the push button need not to be held
until engine stops.

2. Press one of the Emergency Fuel Cut Off (EFCO) push button. One is
located near each fuel filler, on the side of the locomotive under frame. These
push button operates in the same manner as the Engine Control panel
EFCO/STOP push button and need not be held in nor reset.

3. Pull the Lay shaft (injector rack manual control lever) outward towards the
right side of the locomotive and hold it until the Engine stops completely. The
lay shaft over rides the engine Governor forcing the fuel injector racks into
the "No Fuel" setting.

4. Close the Low water detector test cock (lever horizontal). After some Engine
coolant leaks down, the low water detector trips, oil dumps from the Governor
low oil shutdown device and the Governor stops the Engine.

5. To simultaneously stop all On-line engines in a multiple-unit tandem from the

cab of the lead unit, press the Red STOP section of the MU STOP switch on
the right side of the Control Console (The switch remains in stop until the
Green RUN switch section is pressed).

6. Pull out Low Oil shutdown plunger on the side of the Engine Governor.

8.12 Cab Selection Or Cab Changing From One Cab To Another

Cab
While taking over charge on Dual Cab locomotive for Cab selection follow the
Instructions given below. First decide the Cab in which direction you have to
work either Cab-1 end or Cab-2 end.

Keep the following switches and Circuit Breakers as shown in table 1 to work
from CAB#1 as driving cab.

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Chapter 8 - Operation Section Medha Servo Drives Pvt Ltd.

SWITCH / CIRCUIT BREAKER SETTING INSTRUCTIONS

SWITCH / CIRCUIT
S. NO. LOCATION SETTING TO MAKE CAB#1 AS
BREAKER NAME
DRIVING / NON DRIVING /
ACTIVE CAB INACTIVE CAB
1 ENG RUN SW CONTROL STAND#1 ON OFF
2 CONT & FP SW CONTROL STAND#1 ON OFF
3 GEN FLD SW CONTROL STAND#1 ON OFF
4 DY. BRAKE CB CONTROL STAND#1 ON OFF
5 LEAD / TRL SW CONTROL STAND#1 LEAD TRL
6 ISOLATION SW ECC#1 RUN RUN
7 COMP. CONT. CB ECC#1 ON ON
8 MICRO AIR BRAKE CB ECC#1 ON ON
9 GEN FLD CB ECC#1 ON OFF
10 BL KEY ECC#1 ON OFF
11 CLASS LT SW ECC#1 ON OFF
12 CAB FANS&LT SW ECC#4 ON/OFF OFF
13 HDLT CB ECC#1 ON ON
14 LIGHTS CB ECC#1 ON ON

Table 1

Keep the following switches and Circuit Breakers as shown in table 2 to work
from CAB#2 as driving cab.
SWITCH / CIRCUIT BREAKER SETTING INSTRUCTIONS
SWITCH / CIRCUIT
S. NO. LOCATION SETTING TO MAKE CAB#2 AS
BREAKER NAME
DRIVING / NON DRIVING /
ACTIVE CAB INACTIVE CAB
1 ENG RUN SW CONTROL STAND#2 ON OFF
2 CONT & FP SW CONTROL STAND#2 ON OFF
3 GEN FLD SW CONTROL STAND#2 ON OFF
4 DY. BRAKE CB CONTROL STAND#2 ON OFF
5 LEAD /A1 TRL SW CONTROL STAND#2 LEAD TRL
6 ISOLATION SW ECC#4 RUN RUN
7 COMP. CONT. CB ECC#4 ON ON
8 MICRO AIR BRAKE CB ECC#4 ON ON
9 GEN FLD CB ECC#4 ON OFF
10 BL KEY ECC#4 ON OFF
11 CLASS LT SW ECC#4 ON OFF
12 CAB FANS&LT SW ECC#4 ON OFF
13 HDLT CB ECC#1 ON ON
14 LIGHTS CB ECC#1 ON ON

Table 2

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 Chapter 9

STARTING TRAIN

The method selected for starting a train depends upon many factors, such as
train type, weight, length, amount of slack, track condition, grade, and
weather conditions. Since these factors are variable, specific train starting
instructions cannot be provided; it is up to the loco pilot to use good judgment
in properly applying power to suit requirements.

There are, however, certain general considerations that should be observed

as outlined in the following paragraphs. Proper throttle handling is important
when starting trains because it bears directly on Tractive effort. As the throttle
advances, Tractive effort increases almost immediately. Therefore, it is
advisable to advance the throttle one notch at a time when starting a train.
Start the train in as low a throttle setting as possible. This practice keeps
locomotive speed at a minimum until all slack has been removed – the train
has been completely stretched. Sometimes it is advisable to reduce the
throttle a notch or two at the moment the locomotive begins to move - to
prevent stretching slack too quickly, or to avoid slipping.

The following general procedure is recommended for starting the train:

Ÿ Set Isolation switch in RUN in both Cabs.
Ÿ Set reverser (directional handle) in the desired direction of motion, Forward
or Reverse in the Active Cab.
Ÿ Set ENGINE RUN and GEN FIELD switches ON in Active Cab control
console.

The AC transmission on this locomotive enables the throttle

TE
NO to be advanced to start the train while the air brakes the
brakes are applied. AC traction motors can remain at zero
speed while power is applied to them for extended periods
without damage.

Ÿ Release both automatic and independent air brakes.

Ÿ Advance the throttle one notch at a time, as required:
A. To notch 1-Loading stops increasing at specific low value. This can be
seen on the tractive effort meter. If total train weight is low or the train is
not on an ascending grade, the train may begin moving in throttle notch 1.

On this locomotive, it not necessary to manipulate the

TE
NO throttle between notch 1 and IDLE during train starting.

B. To notch 2, 3, or higher until locomotive moves. After train is stretched,

advance throttle as desired.
Chapter 9 - Starting Train Medha Servo Drives Pvt Ltd.

TE When operating at full throttle to climb a hill or to accelerate, the wheel

NO slip control system reacts so rapidly to correct minor slips by means of
power reduction and sanding that the wheel slip light comes on to indicate
severe slips. Sustained wheel slip correction may be seen at the tractive
effort meter as a steady reduction below what is normally expected at full
throttle at the existing locomotive speed. Do not misinterpret such power
reduction as a fault - the wheel slip control system is maintaining tractive
effort at the maximum level possible for the existing conditions.

9.1 Starting Locomotive Up Hill

Unlike many DC locos, backwards WDG4 / WDP4B / WDP4D movement
while set up for forward traction or vice versa does not cause a fault and no
power lockout occurs.

If reverser (directional handle) is set to oppose locomotive movement,

locomotive computer applies full dynamic braking until locomotive almost
stops is called “Rollback Feature”.

When starting a train up a hill, apply independent brake and advance throttle
until forward effort develops sufficient to prevent backwards rolling. Then
release the independent brake and advance the throttle as required.

9.2 Accelerating Train

After the train starts moving, advance the throttle as rapidly as desired to
accelerate the train consistent with Railway train handling rules.

The control console Tractive effort indicator is a useful guide when

accelerating a train. The pointer advances to the right denoting increased
Tractive effort as the throttle is advanced. When train speed increases, the
pointer begins dropping back to the left indicating decreasing Tractive effort.
At that time the throttle may again be advanced. Thus, for maximum smooth
acceleration after the train has initially started moving advance the throttle
one notch each time the pointer begins move to the left until full power
develops in throttle

9.3 Running Through Water

This locomotive has AC traction motors which tolerate water better than DC
traction motors can do. It is possible to operate this locomotive through water
no deeper than 10cm (3.9 inches) above the top of the rail at speeds up to
5 km/h (3.1MPH).

Follow all Railway rules regarding operation of locomotives / trains

through water. However, if operating this locomotive in tandem with
locomotives having DC traction motors, the tandem must not be
operated through water deep enough to touch the bottom of the motors,
or through water at speeds greater than 4 km/h (2.5MPH).

9.4 Wheel Control

Locomotive Control Computer Wheel Control function consists of two sub-
functions: Wheel Creep control and Wheel Slip control.

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Medha Servo Drives Pvt Ltd. MAS696D Operation Manual

Ÿ Wheel Creep Control is ready to operate in all times in motoring and

dynamic braking modes. It improves Tractive Effort under adverse rail
conditions by adjusting wheel speed to maximize motor current. The
locomotive RADAR transceiver provides crucial information to the locomotive
computer for wheel creep control.

Wheel creep control enables the fastest turning wheel set to rotate at a rate
some what faster than ground speed (it allows “wheel creep”), if more traction
is gained by doing so.

Ÿ Wheel Slip Control operates, if wheel creep control failure occurs (RADAR
failure for example) or if rail conditions are too poor for successful wheel
creep control. Locomotive computer selects the appropriate wheel control to
suit the operating conditions. It also applies sand, if severe rail conditions
exist. Operation of the wheel control function may cause the control console
WHEEL SLIP indicator to flash or light steadily on TFT Display.

Wheel creep operation is common when the rails are wet

TE
NO or oily. Do not be alarmed by the low frequency vibration
and/or squealing noise which often accompanies wheel
creep operation.

Some possibly dangerous fault conditions can cause the WHEEL SLIP
indicator to flash persistently or light steadily. See the following information.

9.5 Wheel Control Indications

Four conditions on this locomotive (“local” conditions) can cause the WHEEL
SLIP light to turn ON. One local condition, LOCKED WHEEL, is possibly
dangerous fault requiring immediate crew action. The other three local
conditions, WHEEL SLIP, WHEEL SLIDE, and WHEEL OVER SPEED, does
not require immediate crew action. The four local conditions are:

TE Any conditions that lights the "wheel slip" Indicator on a

NO Locomotive, that is train lined to this Locomotive also lights
this Locomotive's "Wheel Slip" Indicator through TFT

1. Locked Wheel Condition

Refer and follow Indian Railways rules and regulations concerning Locked
Wheel faults. Locomotive computer immediately lights WHEEL SLIP
indicator and drops load when Medha system detects locked wheel. After 10
second delay, (20 if air brakes are applied), locomotive computer sets fault,
sounds alarm bell, continues WHEEL SLIP light, and displays following
message:

#n LOCKED WHEEL - STOP TRAIN AND THEN CHECK IF THE WHEELS

TURN FREELY.

Fault indications continue until loco pilot uses locomotive computer display
panel to reset fault.

51
Chapter 9 - Starting Train Medha Servo Drives Pvt Ltd.

Locked wheels on moving locomotives are very dangerous. If locked wheel is

indicated, perform the procedure as given below:

Locked Wheel Procedure:

a. Stop train and set throttle handle in IDLE.
b. Find the locomotive with the Locked Wheel indications.
c. Slowly roll unit with indication past an observer watching for sliding
wheels and listening for unusual noises from traction motors and gear
cases. Are any wheels sliding and/or traction motors or gear cases
making unusual noises?
Yes - Go to Step d.
No - Go to Step e.
d. Take appropriate action specified by Indian Railways rules and
regulations concerning Locked Wheel.

Do not move any loco under any circumstances having

sliding/locked wheels.

e. Reset fault by pressing RESET key on locomotive computer display

(Locked Wheel fault message screen).
f. Has this fault occurred previously and no problem was found?
Yes - Go to Step g.
No - Go to Step h.
g. On the locomotive computer display, disable Locked Wheel detection for
the faulty axle(s) as shown in Locked wheel detection screen.
h. Continue monitoring for Locked Wheel fault recurrences.
Report or shop locomotive at the next maintenance point for Locked
Wheel system problem. (End locked Wheel Procedure)

2. Wheel Slip Condition:

While starting a train, when rail conditions are exceptionally poor, an
occasional WHEEL SLIP light flash indicates normal wheel slip control.
Automatic sanding may also occur. Do not reduce throttle setting unless
severe lurching threatens to break train.

TE When rail conditions are poor and the locomotive is operating

NO in power above 2.4km/h (1.5 MPH), occasional, irregular
WHEEL SLIP light flashing may indicate wheel creep control
failure. Operation may continue, but report condition to
authorized maintenance personnel.

3. Wheel Slide Condition: While operating in dynamic brake, intermittent

WHEEL SLIP light flashing indicates normal wheel slide control. Automatic
sanding may also occur.
4. Wheel Over speed Condition: WHEEL SLIP indicator flashes ‘ON’ and
‘OFF’ to indicate wheel (and traction motor) over speed, which is caused by
excessive track speed or by simultaneous slipping of all locomotive wheels.
In either case, the system automatically corrects by adjusting Inverter output.
If the wheel speed is crossed the set limit (Loco speed 120 kmph) Loco
Control Computer stop the excitation and cut off the power mode.

52
 Chapter 10

TFT LCD UNIT AND NAVIGATION

THROUGH MENUS

10.1 TFT LCD Display Introduction

The multifunction TFT LCD display for loco pilot's cab type MDS740 is used
in locomotive as man machine interface for guiding the operator to control the
locomotive. It communicates with the Microprocessor based Locomotive
Control System through RS485 link. It displays the data sent by the
Microprocessor based Locomotive Control System in symbolic as well as text
format. The data received from the microprocessor based locomotive control
system is displayed on analog circular dial with indicator hand, Linear dial
with an indicator hand, Linear dial without indicator hand, Simple numerical
value in designated place. The information about the status of inputs and
outputs are received from the locomotive control system is displayed as
different colored LEDs on the display screen. The fault messages,
maintenance remedy messages, any other relevant information is displayed
in the specified display area in the simple text format. Also, it receives data
from the operator through inbuilt keyboard for configuration and operator
related parameters.

TFT LCD is available for both locomotive operation and locomotive service
functions. Locomotive operation includes certain service-related procedures,
such as traction motor cutout and fault reset. All self tests can conduct from
Active Cab Displays.

1. Operation – Locomotive crew members can only use Crew Message

screens to monitor unusual operating or fault conditions and TM cutout or
reset faults.
2. Service – Maintenance personnel can use two types of screens:
Ÿ Crew Message screens to examine fault conditions.
Ÿ Main Menu screens to load test the locomotive, self tests for certain
locomotive systems, meter screens and other trouble shooting through
fault data.

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

10.2 TFT LCD Display Power ON

When Computer Control CB kept in ON, TFT LCD gets 74V DC power from
loco battery. TFT Display is single board computer, takes 60 seconds for
initialization and if any Crew messages or Fault messages are found in the
Chapter 10 - TFT LCD Display Unit and Navigation Through Menus Medha Servo Drives Pvt Ltd.

system, the concerned screen is displayed or else Main Menu is displayed

after initialization.
Ÿ When Application starts, it takes 60 secs time for loading the application.
Ÿ After loading, the communication link check is initiated, if the
communication is OK, then Default screen is displayed.
Ÿ All TFT screen's dimensions are 800 X 600 (Best fit resolution).

The default screen is given in screen 1.

10.3 Default Screen

Screen 1
In general the screen navigation and hot keys are as given in table 1.

KEYS FUNCTIONALITY
1 Main Menu Screen can be selected by pressing No.1 key
2 Crew Messages Screen can be selected by pressing No.2 key
3 Driver ID entry Screen can be selected by pressing No.3 key
4 Train No. entry Screen can be selected by pressing No.4 key
5 Train Load entry Screen can be selected by pressing No.5 key
6 Section name entry Screen can be selected by pressing No.6 key
7 Settings Screen can be selected by pressing No.7 key
8 Data Meters Screencan be selected by pressing No.6 key
9 Not Applicable
0 Print port data can be taken by pressing No.0 key
C Navigate to Previous Screen can be done by pressing "C" key
◄ (Left) Used to navigate the left menu options in the Menu Screens.
►(Right) Used to navigate the right menu options in the Menu Screens
▲ (Up) Used to Move Up in menu Screen
▼
Used to Move Down in menu Screen
(Down)
E Enter Key shall Display the selected Screen
M Display the Default Screen
F Displays All Faults Active screen
Table 1: Keys Functionality in the Default Screen
54
Medha Servo Drives Pvt Ltd. MAS696D Operation Manual

10.4 Main Menu Screen

Screen 2

User Programmable Screen: In this sub menu 8 user programmable

screens are given as shown in screen 2 to select the required parameters to
view the status.

The default screen is pre defined parameters for Loco-pilot to view the status
of Loco condition on run. In this screen status bars given for some parameters
like Brake Pipe Pressure, Brake Cylinder Pressure, Equalizing Reservoir
Pressure, MR Pressure, Battery Charging / Discharging Status and Air Flow
Indicator.

10.5 Data Meters Screen

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

Screen 3
55
Chapter 10 - TFT LCD Display Unit and Navigation Through Menus Medha Servo Drives Pvt Ltd.

Key functionality in the Data Meters Screen

KEYS FUNCTIONALITY
1 Motoring & Dy.Brake Screen can be selected by pressing No.1 key
2 Aux. Gen., Excitation & HP status Screen can be selected by pressing No.2 key
3 Starting & Cooling system Screen can be selected by pressing No.3 key
4 TM1&2 Parameters Screen can be selected by pressing No.4 key
5 TM3&4 Parameters Screen can be selected by pressing No.5 key
6 TM5&6 Parameters Screen can be select by pressing No.6 key
7 CCB & DPC status Screen can be select by pressing No.7 key
8 Spare
9 Spare
0 Not applicable
Table 2: Keys Functionality in the Data Meters Screen

10.6 Self Tests Menu Screen

Screen 4

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

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Medha Servo Drives Pvt Ltd. MAS696D Operation Manual

10.7 Auto Tests Screen From Self Test Menu

Screen 5

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

10.8 Air Brake Self Test From Auto Tests

Screen 6
Press 1 key to perform the Air Brake self test

57
Chapter 10 - TFT LCD Display Unit and Navigation Through Menus Medha Servo Drives Pvt Ltd.

Follow the Entry conditions to perform Air Brake self test as shown in
screen 7.

Screen 7

Then the screen appears with message “Air Brake Test is going on...” as
shown in screen 8.

Screen 8

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Medha Servo Drives Pvt Ltd. MAS696D Operation Manual

Then screen shows “Air Brake Test is Success” message as shown inn
screen 9.

Screen 9

10.9 Load Test Screen From Self Tests Menu

From Self Tests menu, select Load Test option by pressing 4 Key as shown
in screen 10.

59
Screen 10
Chapter 10 - TFT LCD Display Unit and Navigation Through Menus Medha Servo Drives Pvt Ltd.

Then the screen shows Load Test Conditions as shown in screen 11.

Screen 11

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

Screen 12

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

60
Medha Servo Drives Pvt Ltd. MAS696D Operation Manual

KEYS FUNCTIONALITY
1 LT2 Screen can be selected by pressing No.1 key
2 Crew Messages status Screen can be selected by pressing No.2 key
3 Data Meters Screen can be selected by pressing No.3 key
4 Not applicable
5 Not applicable
6 Not applicable
7 Not applicable
8 Not applicable
9 Exit from Load Test by pressing No.9 Key
0 Load Test Screens Print port data can be taken in to Laptop by pressing this key
Table 3

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

Screen 13

10.10 TM Cutout From Settings Menu

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

61
Chapter 10 - TFT LCD Display Unit and Navigation Through Menus Medha Servo Drives Pvt Ltd.

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

Screen 14

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

Screen 15

62
Medha Servo Drives Pvt Ltd. MAS696D Operation Manual

TM Previous status, Current/Changed status shows as in screen 16, then

press enter to change the status.

Screen 16

10.11 Fault Archive

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

Screen 17

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Chapter 10 - TFT LCD Display Unit and Navigation Through Menus Medha Servo Drives Pvt Ltd.

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

Screen 18

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

Screen 19

64
 Chapter 11
ADVANTAGES AND SALIENT FEATURES OF
DUAL CAB LOCOMOTIVES

The Advantages and Salient features of Dual Cab locomotive are given below:
1. Better visibility to loco pilot while driving as one can drive from both the cabs.
2. All the information required for running the locomotive is available on the TFT
LCD display which is in front of loco pilot and assistant loco pilot in both cabs,
unlike VFD display which is located behind the loco pilot when working from
short hood control stand in existing locomotive.
3. TFT LCD display on each control console displays the data sent by the
Microprocessor based Locomotive Control System in symbolic as well as text
format.
4. Similar arrangement of controls in both cabs for easier operation of
locomotives, additional controls given to Assistant loco pilot such as Horns,
Emergency brake valve for better control of locomotive.
5. Widely used BL key based selection of Active control Cab safety aspect,
which is similar to Electric locomotive.
6. All necessary switches and breakers are duplicated on ECC#4 of CAB -2 also.
7. In each cab, two TFT displays are provided, one can see all parameters on
displays of both CABs simultaneously.
8. Recycling of LCC and CCB system is given in both CABs.
9. Locomotive can be isolated from any CAB.
10. EFCO switch and MU Engine Stop switch are provided in both the CABs to
shutdown the engine from any CAB.
11. Fuel Prime/Engine Start switch is provided in both the CABs in parallel. From
any CAB Engine starts.
12. In each CAB, provision is given to insert BL Key. If BL key is ON in any one
CAB, that is treated as Active CAB. If BL key is inserted and kept in ON
position in both the Cabs or BL key is not inserted in both the Cabs, then
system is isolated and corresponding “Crew Message” is displayed.
13. Generator Field CB is provided in both the Cabs in parallel. In active CAB,
CB should be closed and in Inactive CAB, this CB should be open. If both are
made ON simultaneously, the excitation is cut off and locomotive goes to “No
Load” condition with appropriate message.
14. GRNTCO SW: This switch is provided in both the cabs. If both the switches
are closed then only system gets the digital input and treats GR protection
scheme is enabled.
15. Dual Cab locomotive (WDP4D) is a prestigious product for Indian Railways.
16. From Indian Railways history, this is the first locomotive with two cabins in
4500HP diesel type of locomotive.
17. Dual cab locomotive is 2.5 meters longer compared to normal WDG4/WDP4
locomotives.
18. The Vigilance Control Device (VCD/Alerter) reset is possible from Active Cab
only.
Chapter 11 - Advantages & Salient Features of Dual Cab Locomotives Medha Servo Drives Pvt Ltd.

K
AN
BL
FT
LE
LY
N AL
TIO
EN
NT
IS I
GE
IS PA
TH

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 Chapter 12

DOs AND DO NOTs

DOs and DO NOTs

S.No. DOs DONTs
1 Always keep Gen. Field Circuit Breaker Do not keep Gen. Field Circuit Breaker in ON
in OFF position in "Inactive Cab". position in "Inactive Cab".
2 Always keep lights Circuit Breaker in Do not keep lights Circuit Breaker in OFF
ON position on ECC#1 CB panel, if you position on ECC#1 CB panel, even you are
are working from any Cab. Since working from Cab-2. Flasher lights &
Flasher lights & Classification lights are Classification Lights do not work from Cab-2
connected from Cab-1 lights Circuit lights Circuit Breaker.
Breaker.
3 Keep Computer control CB and Micro Do not keep Computer control CB and Micro
Air Brake CB in ON position at both Air Brake CB in OFF position in the "Inactive
Cabs for normal working from any Cab". Since these Cabs CB's are connected in
Active Cab. series and both cabs must be in ON position to
work from any Cab.
4 Insert and turn ON the BL Key in 'Active Do not insert and turn ON BL key in "Inactive
Cab' only. Cab".
5 Keep Run/Isolate switch in RUN Do not keep Run/Isolate switch in ISOLATE
position at both Cabs for normal position in "Inactive Cab". It must be in Run
working. position in both Cab for normal working.
6 Keep MU Eng. Stop in Run position Do not keep MU Eng. Stop in Stop position in
(green portion inside) at both Cabs any cabin while cranking the engine. To
before Cranking the Engine. Since both shutdown the engine, user can shutdown from
Cabs MU Eng. Stop buttons are any Cab.
connected in parallel.
7 Keep LEAD/TRAIL switch in LEAD Do not keep LEAD/TRAIL switch in LEAD
position in "Active Cab" control console. position in "Inactive Cab" control console.
8 Keep always TELM and RAPB toggle Do not keep TELM and RAPB toggle switches
switches in normal position in both Cabs in ENABLE position in any Cab unless and until
unless and until required. required.
9 Make a habit to check the TM CUTOUT Do not start locomotive without ensuring the TM
status on TFT Display Unit, while taking CUTOUT status on TFT display unit as per
over charge. previous Driver Log Book entry.
10 Put OFF the ENG.RUN and GEN. Field Do not put ON the ENG. RUN and GEN. Field
switches in Inactive Cab. switches in Inactive Cab.
11 Apply loco brakes through Independent Do not release loco brakes while loco is stabled
Brake Handle and ensure Brake condition to avoid Alerter penalty brake
Cylinder Pressure >1.8kg/cm2 to avoid application.
Alerter Penalty Brake application while
the train is stabled condition.
Chapter 12 - Introduction Medha Servo Drives Pvt Ltd.

12 While cranking locomotive from any While Cranking the Locomotive Do not keep
cab, keep Run/Isolate switch in Run/Isolate switches in Run position at both
isolate position at least in one Cab. Cabs.
13 When the engine speed increases for Do not Notch up beyond 5th for MR pressure
Compressor operation, Ensure no air build up without load. Automatically Engine
leakages on Engine and Formation. speed increase to TH4 when MR pressure
drops < 8 kg/ cm2.
14 Press Alerter Reset button when the Do not Disable the Alerter system unless and
Alerter light flashes or Audio bell until the system is malfunctioning. Do not Try
sounds to avoid penalty Brake to reset the Alerter / VCD from "Inactive Cab",
application from Active Cab only. Alerter/VCD does not reset from "Inactive
Cab".
15 While re-cycling Computer Control Do not re-cycle Computer Control Circuit
Circuit Breaker, keep Reverser Breaker When the Reverser in a Direction,
Handle center, TH Idle, Isolation Isolation switch in Run position and TH in
switch in isolate position in "Active Notch 1-8 or DB mode.
Cab".

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 Chapter 13

CREW MESSAGES LIST

MESSAGE
MESSAGE TEXT
CODE
93 FILTER BLOWER MOTOR CIRCUIT BREAKER IS NOT CLOSED
1672 FUEL PUMP CIRCUIT BREAKER IS NOT CLOSED
1673 NO START FUEL PUMP IS NOT RUNNING -CHECK FP RELAY AND CB
296 FUEL PUMP IS NOT RUNNING -CHECK FP RELAY AND CB
963 NO AUX. GEN. OUT PUT - CHECK AUX. GEN. FLD CIRCUIT BREAKER
637 NO LOAD-NO CA OUTPUT CHECK AUX. GEN. FLD CIRCUIT BREAKER
2352 NO LOAD AUX.GEN.FLD BREAKER TRIPPED MANUAL RESET REQUIRED
1022 NO LOAD - AC CONTROL CIRCUIT BRREAKER IS NOT CLOSED
792 LOCAL CONT. CIRCUIT BREAKER IS NOT CLOSED / BATT. KNIFE SWITCH
IS OPEN
223 NO START - CONT. CIRCUIT BREAKER OR CONT & FP SWITCH DOWN
795 NO LOAD - CONT. CIRCUIT BREAKER IS NOT CLOSED
230 TURBO LUBE PUMP CIRCUIT BREAKER IS NOT CLOSED
2354 NO LUBRICATION ALLOWED - TURBO LUBE PUMP CB IS NOT CLOSED
2420 AIR BRAKE CIRCUIT BREAKER IS NOT CLOSED
5001 FILTER VACUME SWICH TRIPPED - ENGINE AIR FILTERS MAY BE DIRTY
14 ENGINE FILTERS ARE DIRTY CHANGE OUT REQUIRED - POWER MAY BE
LIMIT TO THROTTLE 6
97 FVS/EFS SWITCH AND / OR WIRING FAILURE
66 ENGINE DEAD LOCOMOTIVE IS NOT ISOLATED
135 NO START - LOCOMOTIVE IS NOT ISOLATED
136 FORCED MINIMUM ENGINE SPEED - LOCOMOTIVE IS ISOLATED
915 LOW ENGINE WATER LEVEL DETECTED
1227 ENGINE WILL NOT START - LOW ENGINE WATER LEVEL DETECTED
203 CONTROL / FUEL PUMP SWITCH IS DOWN
2329 CONTROL / FUEL PUMP SWITCH IS DOWN - ENGINE WILL SHUTDOWN WITH
IN 10 MINUTES
149 TRAINLINE ALARM BELL
2493 ALERTER OR VIGILANCE SYSTEM HAS MADE A PENALITY BRAKE
APPLICATION
1070 NO LOCAL SANDING - SPEED TOO HIGH, TRAIN LINE LOCOMOTIVE MAY BE
SANDING
2324 NO PRE-LUBRICATION ALLOWED ENGINE IS RUNNING
1081 NO ENGINE START - TURBO PUMP NOT RUNNING, RUN PUMP FOR 15
MINUTES
1833 ENGINE PRE-LUBRICATION FAILURE ENGINE CAN BE STARTED
1056 ENGINE SHUTDOWN - ENGINE OVER SPEED CONDITION
3077 REDUCED LOAD - TURBO OVER SPEED
67 EMERGENCY FUEL CUTOFF ACTIVATED
Chapter 13 - Crew Messages Medha Servo Drives Pvt Ltd.

MESSAGE
MESSAGE TEXT
CODE
587 MU ENGINE STOP REQUESTED
994 ENGINE SHUTDOW - LOW ENGINE OIL PRESSURE
1080 NO START - START FUSE IS OPEN OR MISSING
96 FORCED MINIMUM ENGINE SPEED - ENG. RUN SWITCH IS DOWN
176 NO LOAD - GEN. FIELD SWITCH IS DOWN OR SDR RELAY IS PICKED UP
727 REDUCED LOAD - ENGINE SPEED FAULURE
228 NO LOAD - SIMULTANEOUS FORWARD AND REQUEST
130 NO LOAD - SIMULTANEOUS POWER AND DY. BRAKE REQUEST
1031 IMPROPER TRAINLINE THROTTLE IN DY. BRAKE
806F PGND MG SENSOR OPEN OR FAULTY
8071 PGND PHASE IMBALANCE POSITIVE SIDE SENSOR OPEN OR FAULTY
1067 ENGINE SHUTDOW - LOW ENGINE WATER LEVEL
1104 ENGINE SPEED INCREASE - HIGH AUX. GEN. LOAD
8075 PGND PHASE IMBALANCE NEGATIVE SIDE SENSOR OPEN OR FAULTY
3320 COLD ENGINE - THROTTLE 2 LIMIT
53 HOT ENGINE - THROTTLE 6 LIMIT
319 NO LOAD - HOT ENGINE THROTTLE 6 LIMIT EXTENDED TIME
83 BOTH ENGINE TEMPERATURE PROBES ARE FAILURE
938 ENGINE SPEED INCREASE - LOW WATER TEMPERATURE
AEB APPLIED PENALITY BRAKE MOVE THROTTLE TO IDLE AND PRESS
5037
AEBRST SWITCH TO RELEASE BRAKES
5038 PENALITY APPLIED BY MU LOCO MOTORING PROHIBITED
5039 INVALID NOTCH
POWER GROUND FAULT MOVE THROTTLE TO IDLE AND KEEP
61
REVERSER IN CENTER
59 NO DB, NO LOAD TEST POWER GROUND FAULT LOCKOUT
5040 POWER GROUND FAULT
5042 NO LOAD POWER GROUND FAULT LOCKOUT
5043 GROUND FAULT MAIN GEN. POSITIVE HALF SIDE PHASE IMBALANCE
5044 NO LOAD -MG POSITIVE HALF SIDE PHASE IMBALANCE LOCKOUT
5045 GROUND FAULT MAIN GEN. NEGATIVE HALF SIDE PHASE IMBALANCE
5046 NO LOAD -MG NEGATIVE HALF SIDE PHASE IMBALANCE LOCKOUT
77 ENGINE SPEED INCREASE FOR AIR COMPRESSOR OPERATION
1069 MRPT FAULURE FORCED AIR COMPRESSOR LOADING
2495 NO LOAD LOCO OVER SPEED BRING THROTTLE TO IDLE
88 EPU SENSOR FAULTY
221 FP RELAY FAILED TO PICK UP
352 FP RELAY FAILED TO DROP OUT
1961 GFD FAILED TO DROP OUT
1963 GFC FAILED TO DROP OUT
1960 GFD FAILED TO PICK UP
1962 GFC FAILED TO PICK UP
2060 B1 FAILED TO PICK UP
2062 B2 FAILED TO PICK UP
2051 B3 FAILED TO PICK UP
2049 B4 FAILED TO PICK UP
226 NO START - STARTER MOTOR ABUTMENT CONDITION

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Medha Servo Drives Pvt Ltd. MAS696D Operation Manual

MESSAGE
MESSAGE TEXT
CODE
5074 NO LOAD NO DB POWER GROUND PROTECTION DISABLED
5075 UNABLE TO BUILD DCLV 600 VOLTS
80B0 NO DB AND LOAD TEST GRID CURRENT IMBALANCE
80B1 REDUCED DB, NO LOAD TEST GRID OVER CURRENT
80B2 NO DB AND LOAD TEST GRID OVER CURRENT
80B3 NO DB AND LOAD TEST GRID OVER CURRENT LOCKOUT
REDUCED DB AND NO LOAD TEST - RESISTANCE OF GRID PATH-1 IS TOO
80B4
HIGH
REDUCED DB AND NO LOAD TEST - RESISTANCE OF GRID PATH-2 IS TOO
80B5
HIGH
REDUCED DB AND NO LOAD TEST - RESISTANCE OF GRID PATH-1 IS TOO
80B6
LOW
REDUCED DB AND NO LOAD TEST - RESISTANCE OF GRID PATH-2 IS TOO
80B7
LOW
B0C4 NO LOAD - BOTH DCLV SENSORS FAULTY
DCLV CROSSED MAX LIMIT BRING THROTTLE TO IDLE AND KEEP
80C6
REVERSER IN CENTER
LOSS OF TRAINLINE PRESSURE - PLACE AUTO BRAKE HANDLE IN
2984
EMERGENCY FOR 60 SECONDS
2975 AIR BRAKE FAILURE - USE LOCOMOTIVE IN TRAIL ONLY
2977 LOW MAIN RESERVOIR PRESSURE - USE LOCOMOTIVE IN TRAIL ONLY
AIR BRAKE POWER INTERRUPTION PENALTY - PLACE AUTO HANDLE IN
2983
FULL SERVICE FOR 10 SECONDS
AIR BRAKE PENALITY - PLACE AUTO HANDLE IN FULL SERVICE FOR 10
2986
SECONDS
TO RESTORE NORMAL AIR BRAKE OPERATION PLACE AUTOMATIC
2987
HANDLE IN RUNNING
0 COMMUNICATION FAILURE BETWEEN LCC AND CCB
810F COMMUNICATION FAILURE BETWEEN LCC AND DPC
76 ENGINE SPEED INCREASE - TURBO COOLDOWN CYCLE
#1 LOCKED WHEEL / SPEED SENSOR FAULT - STOP TRAIN AND VERIFY
15
AXLE ROTATE
#2 LOCKED WHEEL / SPEED SENSOR FAULT - STOP TRAIN AND VERIFY
16
AXLE ROTATE
#3 LOCKED WHEEL / SPEED SENSOR FAULT -STOP TRAIN AND VERIFY
17
AXLE ROTATE
#4 LOCKED WHEEL / SPEED SENSOR FAULT - STOP TRAIN AND VERIFY
18
AXLE ROTATE
#5 LOCKED WHEEL / SPEED SENSOR FAULT - STOP TRAIN AND VERIFY
19
AXLE ROTATE
#6 LOCKED WHEEL / SPEED SENSOR FAULT - STOP TRAIN AND VERIFY
20
AXLE ROTATE
5122 GENERATOR FIELD CIRCUIT BREAKER OPEN OR TRIPPED
5127 ENGINE SPEED INCREASE EXCITATION CONTROL
5128 HOT ENGINE SOFT DERATED POWER LIMIT TO THROTTLE 6

71
Chapter 13 - Crew Messages Medha Servo Drives Pvt Ltd.

MESSAGE
MESSAGE TEXT
CODE
6860 MCC FIRED BRAKE CHOPPER
6864 BRAKE CHOPPER POWER SUPPLY FAILED OR OFC DISCONNECTED
5132 HARD CROWBAR FIRED BY MCC BRING THROTTLE TO IDLE
PLEASE SHUTDOWN AND RE START THE ENGINE TO POWER UP
814D
MOTORS, DUE TO CROWBAR FIRED
5133 HARD CROWBAR POWER SUPPLY FAILED OR OFC DISCONNECTED
818B MICRO AIR BRAKE CB NOT CLOSED IN CAB-1
818C MICRO AIR BRAKE CB NOT CLOSED IN CAB-2
818D BL KEY REMOVED IN BOTH CABS
818E BL KEY INSERTED IN BOTH CABS
818F CAB-1 IS ACTIVE
8190 CAB-2 IS ACTIVE
8191 GF CB SHOULD BE OPEN IN CAB-1
8192 GF CB SHOULD BE OPEN IN CAB-2
8193 GF CB NOT CLOSED IN CAB-1
8194 GF CB NOT CLOSED IN CAB-2
ENGINE SHUTDOWN DUE TO MECHANICAL OVER SPEED RESET OSTA
819D
BEFORE START THE ENGINE
819E ENGINE SHUTDOWN UNEXPECTEDLY
81A3 WRONG ENGINE RPM CHECK GOVERNOR PLUG
81A1 POWER GROUND CONNECTOR OPEN

72
Operator’s Manual
DUAL CAB LOCOMOTIVES

TYPE MAS696D

Medha Servo Drives Pvt. Ltd.

P- 4/5 B, I.D.A., Nacharam, Hyderabad - 500076. India.
www.medhaindia.com