SOUTHERN RAILWAY

STUDY MATERIAL AND TROUBLE SHOOTING GUIDE

FOR 3 PHASE LOCOS
(WAP5/WAP7/WAG9 & 9H)

ZONAL ELECTRIC TRACTION TRAINING CENTRE.

AVADI, CHENNAI -109
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INDEX

Page
Technical Data 5
Abbreviations 7
General features of 3-phase electric loco 9
Advantages of 3-phase electric locomotives 12
Mechanical features of 3-phase electric loco 13
System description 16
Potential transformer 16
Main transformer 16
Traction power circuit 19
Auxiliary converter: 20
Auxiliary power circuit 21
Single – Ph.415 v/110 v aux. Circuit 25
Battery 27
Pneumatic circuit of WAG9 28
Brake system 31
Automatic train brake- (A-9) 31
Direct brake -(SA-9) 35
Anti spin brakes 39
Brakes through blending valve 39
Proportional Loco Brakes 39
Parking brake 40
Failure of brake electronics 41
Regenerating braking 41
Pantograph 42
Main reservoir 42
Memotel 43
Sanding 43
Control Electronics 43
Resetting of MCB 44
Flasher light 44
KNORR’S Computer Control Brake System 45
Do’s and Don’ts 52
Protective Measures: 54
Catenary voltage out of range 54
Temperature protection 54
Primary over current protection 54
Train Parting 54
Fire Alarm 54
Alarm chain Pulling 55
Cab and machine room panels 56
A panel 57
B panel 58
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C panel 59
Machine room layout 60
HB-1 61
HB-2 62
SB-1 63
SB-2 64
Rotary Switches inSB-1 65
Operating instruction 66
Energing loco 68
Operation of BL key 69
Driving mode 69
Self hold mode 69
Switching off - control electronics 69
Cooling mode 70
Operation of Reverser 70
Driving 70
Braking 70
Operation of throttle 71
Failure mode operation 71
Loco brake testing 71
How to change the cab 72
Banking mode 72
Constant speed controller 73
Emergency stop push button 73
Vigilance control device 74
Passing neutral section 75
Fault Diagnostics 76
Display screen 76
Screen structure 77
Faults with priority-1 77
Faults with priority-2 77
Status code 79
Fault message 79
Display of subsystem status 80
List of subsystems 81
List of isolation messages 81
List of information messages 82
Multiple unit 84
Dead loco movement 88
Loco Earthing 93
Continuity test 93
Failure of equipments 94
Three phase TSD 95
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Chapter – 1

TECHNICAL DATA

Technical Data WAP-5 WAP-7 WAG-9

Type of Service Passenger Passenger Freight
Axle Arrangement Bo-Bo Co-Co Co-Co
Gear Ratio 1:3.65 1:3.6 1:5.133
Gauge 1676 mm 1676 mm 1676 mm
Length over 18162 mm 20562 mm 20562 mm
Buffer
Overall Width 3142 mm 3100 mm 3152 mm
Maximum Height 4255 mm 4255 mm 4255 mm
with Pantograph
Locked
Wheel Diameter
New 1092 mm 1092 mm 1092 mm
Worn 1016 mm 1016 mm 1016 mm
Total Weight 78 T 123 T 123 T
OHE Voltage
Nominal 25 KV 25 KV 25 KV
Minimum 17.5 KV 17.5 KV 17.5 KV
30 KV
Maximum 30 KV 30 KV
OHE Frequency
Nominal 50 Hz 50 Hz 50 Hz
Minimum 45 Hz 45 Hz 45 Hz
Maximum 55 Hz 55 Hz 55 Hz

Power Supply to 415 V  10% 0 to 59 Hz 415 V  10% 0 to 59 Hz 415 V  10%

Auxiliary Aux. Converter. 1,2,3 Aux. Converter. 1,2,3 0 to 59 Hz
Frequency Aux.
No. of Auxiliary Converter.
Converter 1,2,3.
Battery Voltage 110 V 110 V 110 V
Power Supply to 2180 V 2180 V 2180 V
Traction Motors
No. Of Power 2 2 2
Converters
Type of Traction Three phase Induction Three phase Induction Three phase
Motor Motor Motor Induction
Motor
No. of Traction 4 6 6
Motors 6FXA7059 6FRA6068 6FRA6068
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Power of Traction 1563HP 1156 HP 1156 HP

Motor
Tractive Effort 258 KN 322.6 KN 458 KN
Braking Regenerative, Pneumatic, Regenerative, Pneumatic, Regenerative,
Parking, Pneumatic,
Anti Spin Anti Spin Parking,
Anti Spin
Braking Effort 160 KN 182 KN 260 KN
Parking Brakes: Wheel No. 1, 4, 5 & 8 Hand Brake Wheel No Wheel No. 2,
2& 4 6, 7 & 11
Horse Power 5440 HP 6120 HP 6120 HP
Maximum Speed 160 Kmph 130 Kmph 100 Kmph
Main Reservoir 3 nos 2 nos. 2 nos
Hotel Load Available Not available Not available
Loco brakes On Disc On Wheel On Wheel
5 kg/cm2 3.5 kg/cm2 3.5 kg/cm2
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Chapter- 2

ABBREVIATIONS
ALG Drive Control Unit - Drive Inverter and Line Converter Control
ASC Loco pilot Converter Control
ASR Drive Converter
BL Key switch
BLCP Spring-loaded switch for Main compressors
BLDJ Spring-loaded switch for Main circuit breaker
BLHO Spring-loaded switch for Hotel load (not active on WAG-9)
BLPR Switch Headlights
BPCS Illuminated push-button, green for Constant Speed Control
BPFA Illuminated push-button for Fault Acknowledgement.
BPFL Illuminated rotating switch for Flasher Light
BPPB Illuminated red push-button for Parking Brake
BPVG Push-button, green for Vigilance
BPVR Push-button, illuminated yellow for resetting vigilance
BUR Auxiliary Converter
BZ-V-O-F Buzzer for vigilance, over speed and fire
CEL Central Electronics
CSC Constant Speed Control
DDS Diagnostic Data Set
FLG Vehicle Control Unit
GTO Gate Turn Off thyristors
HB Cubicle Auxiliary Circuits
HBB Processor
HRA Switch Cab blower/heating
LSAF Indication lamp, red for Train Parting
LSCE Indication lamp, amber for Over Temperature in CEL
LSDJ Indication lamp, red for Main Circuit Breaker
LSFI indication lamp, red for Fault Message, Priority 1
LSHO Indication lamp for Hotel load (Not active on WAG-9)
LSP Indication lamp for Wheel Slipping
LSVW Indication lamp for Vigilance Warning
MCB Main Circuit Breaker
MCE MICAS-S2 Control Electronics
MEMOTEL Speed Recorder and Indicator
MR Machine Room
MUB Over Voltage Protection Unit
NSR Line Converter
Pan Pantograph
PCLH Socket Hand Lamp
PP Pneumatic Panel
SB Cubicle Control Circuits
SLG Converter Control Unit
SR Traction Converter
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SS Subsystem
STB Low Voltage Cubicle Control
TE/BE Tractive / Braking effort
UBA Voltmeter Battery Voltage
VCB Vacuum Circuit Breaker - Main Circuit Breaker
ZBAN Switch for Banking operation
ZBV Train Bus Administrator
ZLC Switch for Loco pilot’s cab lighting
ZLDA Switch for Assistant Loco pilot’s desk Illumination
ZLDD Switch for Loco pilot’s desk illumination
ZLFR Switch for Marker lights, red
ZLFW Switch for Marker lights, white
ZLH Switch for Socket hand lamp
ZLI Switch for Instrument lighting
ZPRD Switch for Headlights, intensity
ZPT Spring-loaded switch for Pantograph
ZTEL Switch for Maximum Traction limitation
ZK DC link

***
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Chapter- 3

GENERAL FEATURES OF THE 3-PHASE AC LOCO

Advanced Technological Features: -

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

1. Digital electronics based real time traction control system: -

To exercise precise control over the tractive effort and speed in the normal mode and
also in the constant speed control mode of operation respectively.

2. Electrical weight transfer control system: -

To automatically reduce the tractive effort in the leading bogie and increase the same
in the trailing bogie, to take care of weight transfer effect especially while starting.

3. Anti-spin protection: -
When the ratio of applied and required tractive effort goes below 0.5, anti spin
protection is initiated, which reduces the TE and apply loco brakes to stop wheel
spinning.

4. On-board fault diagnostics system: -

To eliminate elaborate trouble-shooting by engine crew and also to help maintenance
staff to trace faults. The fault diagnostics system provides for automatic isolation of
faulty equipment/ subsystems.

5. Simulation mode of operation: -

To facilitate a complete functional testing of the locomotive without raising the
pantograph.

6. An exclusive harmonic filter circuit: -

To reduce harmful harmonics in the AC supply in the loco.

7. Static auxiliary converter: -

To supply auxiliary 3-phase motors. The auxiliary converter, depending on the
traction load, operates at an optimum frequency to minimize the power consumed by
auxiliaries

8. Electronic speedometer: -
Paperless speed recording system. Has an in-built over speed alarm.

9. Electronic energy meter: -

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For information of the energy consumed by the loco and the energy generated.

10. Fire detection and alarm system: -

An exclusive fire detection and alarm system to protect the machine room
equipments.

11. Low Traction Bar arrangement between bogie and body to reduce Weight
transfer:-
Unidirectional mounting of traction motors to further reduce the ‘Weight
Transfer’ effect.

12. Ergonomically designed and spacious driving cabs: -

To provide comfort and relief to the working crew.

13. Use of dust filters: -

Pressurized machine room to prevent entry of dust into the sensitive equipments in
the machine room.

14. Electronic brake system: -

For precise and fast control of braking effort, blending between the electrical brake
and pneumatic brakes on the locomotive.

1. Tri-plate pneumatic brake panel: -

To minimize piping and provide a single- place location of all pneumatic equipment.

16. Use of tread brake units: -

To reduce maintenance and fast turn around of the loco.

17. Spring loaded parking brake system

Instead of handbrakes, spring loaded parking brakes are provided on these locos.
Parking brakes can be operated from the loco cab and remain in applied condition by
spring action even without BC pressure.

18. Over-charge feature in the brake system for quick release of brakes
For faster release of train brakes after recreation, BP is charged to 5.4 kg/ cm2 for a
short time with restricted dropping rate to 5.0 kg/cm2 in the insensitive range.

19. Electronics controlled vigilance system

To keep the loco pilot alert, a Vigilance Warning system is provided. As per this
system, loco pilot has to do a predetermined task once within 60 seconds. Otherwise
VCD will apply emergency braking.
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20. Wheel Flange lubrication system: -

To reduce energy consumption and wheel wear. (Not in use)

21. Under-slung compressors: -

To eliminate oil fumes and oil spillage inside the machine room.
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Chapter- 4

ADVANTAGES OF 3-PHASE LOCOMOTIVES

The merits of 3-phase locomotives over conventional locomotives are summarized

below.

1. The size of traction motor for the same output power is much less in case of a 3-
phase induction motor compared to the DC motor. Therefore, with the permissible
axle load and available space in a bogie, realization of a much higher-powered
loco motive is possible.
2. Maintenance cost of a 3-phase locomotive is less due to absence of brush-gear/
commutator in the traction motors and switchgears in the power circuit.
3. Induction motors are very robust. Consequently reliability of a 3-phase
locomotive is higher.
4. The rated power of a D.C.-motored locomotive reduces beyond the field
weakening range. In case of 3-phase locomotives, full power is available up to the
maximum speed.
5. Overload capabilities in 3-phase locomotives are more liberal.
6. Regeneration of power is possible in 3-phase locomotives. Regenerative braking
effort is available from full speed till dead stop. Consequently, the overall
efficiency of the loco operation is higher.
7. Due to superior drop characteristics of ‘Speed Vs. Torque’ and the fact that the
motor speed is limited by the synchronous speed, a much improved adhesion is
available in the 3-phase locomotive and thus higher tractive efforts can be realized
within permissible axle load limits.
8. 3-phase locomotive operates at near unity power factor throughout the speed
range except at very low speeds.

9. Due to the lesser weight of the traction motors, the un-sprung masses in 3-phase
locomotive are very low. This reduces the track forces and consequently
minimizes the wear on the rails and disturbances to track geometry.

****
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Chapter- 5

Mechanical features of 3-phase AC loco.

The three axles, three motor Co-Co bogie assemblies, is one of the major parts of the
locomotive. Two bogie assemblies support the entire weight of the 3-phase locomotive
and provide a means for transmission of the tractive effort to the rails.

The bogies are designed to withstand the stresses and vibrations resulting from normal
rolling stock applications. An important function of the bogie is to absorb and isolate the
shocks caused by variations in the track bed. The suspension systems minimize the
transmission of these shocks to the locomotive under frame.

The traction motors are suspended in the bogie frame at one end and on the individual
axles at the other end. The motors transmit their energy to the driving axles through a
gearbox mounted on the driving axle. The force from the driving axles is transmitted to
the contact point between the wheel tread and the rail. The Traction force, is in-turn is
transmitted through the axle journal boxes and wheel set guide rods to the bogie frame.
The traction link connected between the bogie transom and loco under frame, transmits
the tractive forces to the loco body.

Like the tractive effort, braking effort is also transmitted to the bogie frame by the axle
journal boxes and guide rods and from the bogie frame to the locomotive by the traction
links.

Isolation and absorption of shock loads and vibrations is performed by the primary and
secondary suspensions. Movement between the loco body and bogie is smoothly
controlled by the primary and secondary suspension. Although the springs permit free
movement in any direction, lateral buffers and dampers limit the amount and rate of
lateral movement. Rebound limit chains and vertical dampers limit the amount the rate
of vertical rebound of the locomotive loco body.

Yaw (longitudinal) dampers control the loco body pitch rate. Wheel set Guide rods
control the fore and aft movement between the axles and the bogie frame, while the
traction link controls the fore and aft movement between the bogies and the loco body.

Primary suspension, located between the axles and the bogie frame, is provided by twin
coil springs on the axle journal box fore and aft of the axle line. Vertical hydraulic
dampers are used to dampen the rebound rate of the springs. This “Flexi coil”
arrangement permits lateral movement of the axle. Longitudinal control of the axle, and
the transmission of tractive and braking effort to the bogie frame, is provided by guide
rods connected between the axle journal boxes and bogie frame. Spheribloc rubber
bushes in the guide rods allow the axle lateral movement without undue restriction.

Secondary suspension is also provided by coil springs and vertical hydraulic dampers
located between the bogie frame and the locomotive under frame on each side of the
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bogie. The weight of the loco body is carried by the secondary suspension springs. The
“Flexi Float” arrangement of the secondary suspension allows the loco body to move
both laterally and vertically within certain limits, relative to the bogies.
Bogie layout

1 Sanding box 2 Wheel flange lubrication nozzle

3 Primary suspension damper 4 Secondary suspension yaw damper
5 Wheel flange lubrication reservoir 6 Secondary suspension spring
7 Safety chain 8 Secondary suspension vertical damper
9 Horizontal damper 10 Wheel set guide
11 Bogie frame 12 Sanding box
13 Wheel set 14 Wheel
15 Brake blocks 16 Brake lever
17 Brake cylinder 18 Brake rod
19 Primary suspension spring 20 Wheel flange
21 Sanding pipe 22 Traction link
23 Anti compounding valve
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Chapter- 6

SYSTEM DESCRIPTION
Potential transformer.

The primary voltage transformer is located on the loco roof and attached to the
pantograph via the roofline. The primary voltage transformer reduces the catenary voltage from
25 KV to approximately 200 volts AC. A resistor is placed across the output of the primary
voltage transformer to provide a reference load. The output signal is used in three ways:
1) Main converter electronics = 4 volt AC
2) Catenary voltmeters on both cab ‘A’ Panels = 10 volt DC (After converting the AC to DC)
3) Minimum voltage relay = 200 V AC.
A 2 Amps fuse is provided in the PT circuit for protection and is physically located in the
SB-1 panel. In case if this fuse is melted, Line Voltmeter will not show the OHE voltage when
pantograph is raised and consequently the VCB cannot be closed.
When pantograph is raised, this potential transformer feeds Line Voltmeter (U) and the U
meter shows the OHE supply in Loco pilot’s cab.
Hence the availability of OHE supply can be ensured by the LP before closing DJ and
this also ensures that the pantograph has risen. However LP has to visually check the condition
of the pantograph.

Main Transformer
General:
25 KV, single phase AC supply is taken from OHE contact wire through the pantograph,
roof equipments and VCB. The same supply is fed to charge the Main Transformer where it is
stepped down to a lower operating voltage which is used for different purposes in the loco.

The transformer tank is filled with mineral oil to increase the insulation strength and to
dissipate the heat of the transformer core and the windings. The TFR oil level can be checked
through a spy glass provided in each machine room near the TFR oil expansion tank. The oil
level of the transformer oil should be between minimum and maximum.

There are three main secondary windings:

a. Converter secondary winding/Traction winding. (4 nos.)
b. Auxiliary Converter secondary windings. (1 no.)
c. Harmonic filter secondary winding. (1 no.)
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ROOF LAYOUT

1 Main circuit breaker 2 Potential transformer

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

LIGHTING AND OUTSIDE

CONNECTIONS
1 Signal horn
2 Emergency flash light
3 Headlights
4 Marker light, white
5 Marker light, red
6 End Cock direct brake (DB, yellow)
7 End Cock main reservoir (MR, red)
8 End Cock brake pipe (BP, green)
9 End Cock feed pipe (FP, white)
10 Coupling, UIC cable

POWER CIRCUIT OF THE 3 PHASE LOCO

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Power Circuit (WAG-9 & WAP-7)

Traction Power Circuit.

Power supply from the OHE energizes the main transformer via the pantograph and the
VCB. The 25 KV OHE supply is stepped down in the primary/secondary of the main
transformer. Four secondary traction windings feed two traction converters. The two traction
converters in turn supply six traction motors.

Traction Converter: (SR)

Traction converters convert single-phase into 3 phase AC, with Variable Voltage (max
2180 V) and Variable Frequency (from 65 to 132 Hz) while in traction mode and feeds it to the
traction motor groups.
As such, there are two traction converters. Traction converter-1 for TM 1-2-3 and Traction
converter-2 for TM 4-5-6. In case of WAP-5, traction converter-1 for TM 1-2 and Traction
converter-2 for TM-3-4.
During regenerative braking, the traction motors work as generators and feed the generated 3-
phase supply to the Traction Converter (SR). This converter now acts in a reverse manner i.e. it
converts 3 phase AC supply into single phase AC supply and feeds it to the Transformer with
matched frequency. Further, the main transformer steps up this supply and feeds it back to OHE.
In this way, 3 phase loco works as a small powerhouse, which generates supply and share the
load by feeding it back to OHE.
The SR is cooled by a separate oil cooling unit.
The traction converter has three main sub parts:
1) Line Converter 2) Intermediate DC link and 3) Drive converter.
One spyglass is provided on each SR to check the oil level.

Line Converter :(NSR)

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

DC Link:
The intermediate DC-Link performs two main tasks. 1) It smoothens the direct current
that flows through it and 2) It performs the storage function thus covering the peak current
demand of the line converter or of the motor. It works as an electrical buffer between ASR and
NSR

Drive Converter- (ASR):

The drive converter converts the direct current from the intermediate DC-Link into three-
phase current for the drive motors (motoring). Conversely, it also converts the three-phase
current generated by the drive motors into direct current during dynamic braking. The
construction of the motor inverter valve set is identical to that of the line converter. The complete
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assembly of Line converter, DC link and Drive converter is termed as “TRACTION

CONVERTER”

Technical Data Of the Traction Converter

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

Traction Motor:
There are a total of 6 traction motors provided in the WAG-9 / WAP-7 loco. TM 1-2-3
are mounted in bogie-1 and are fed from traction converter -1. TM 4-5-6 are mounted in bogie-2
and are fed from traction converter -2. In case of WAP-5, there are only 4 traction motors. The
traction converter-1 feeds TM-1 & 2 and traction converter-2 feeds TM 3 & 4.
Individual TM cannot be isolated in this loco and only a group isolation (Bogie Isolation)
is possible. For isolation of one bogie (3 Traction Motors), a Bogie Cut-Out Switch No. 154 is
provided in SB-1, its normal position being ‘Norm’.

In WAP-7 & WAG-9, the traction motors are forced air cooled and intended for
transverse installation in a 3-motor bogie. The power transmission is effected via a spur-wheel
gear. In WAP-5, the TM is fully suspended and connected with the gear by Hurth coupling by
which power is transmitted.

The traction motor is suspended on the axle by axle cap at one end and on a link at the
other end. To check the oil in the gear case, one spyglass is provided on gear case.To monitor the
temperature & speed, sensors are provided in the stator assembly.

Harmonic Filter:
Line harmonic filter is connected with the primary winding of main transformer which
consists of resistances and capacitors. This harmonic filter reduces/suppresses the high frequency
harmonics to avoid disturbances in signaling.
If the harmonic filter is isolated due to any reason, the speed of the loco / train will be
automatically restricted up maximum 40 KMPH by CE. The train can be worked in full speed
with isolation of one Traction converter.

Technical Data Of Traction Motor:

WAG-9 / WAP-7
Type 6FRA 6068
Kind of motor 6 - poles/alternating current
Asynchronous motor, 3-phase
Cooling Forced air-cooling
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Power supply Current fed converter

Temperature recording 2 thermal resistance elements installed in the stator
teeth.
OUTPUT P (KW) Continuous 850 Max. 850
VOLTAGE U (V) Continuous 2180 Max. 2180
Current Intensity I (A) Continuous 270 Max. 370
Frequency (Hz) Continuous 65 Max. 132

WAP-5
Type 6FXA 7059
Kind of motor 6 - poles/alternating current
Asynchronous motor 3-phase
Cooling Forced air-cooling
Power supply Current fed converter
Temperature recording- Two thermal resistance elements installed in each
stator tooth
OUTPUT P (KW) Continuous 850 Max. 1150
VOLTAGE U (V) Continuous 2180 Max. 2180
Current Intensity I (A) Continuous 370 Max. 540
Frequency (Hz) Continuous 65 Max. 80

Auxiliary power circuit

Auxiliary Converters:
There are three auxiliary converters for supplying three phase AC supply to the 12
number of auxiliary motors and one battery charger. The auxiliary converters receive single
phase 1000 volts AC supply from auxiliary winding of the main transformer. The converter
converts the single phase AC supply to three phase AC supply and feeds it to the auxiliaries and
one battery charger at 415 V. Three phase squirrel cage motors are used for all of the
auxiliaries.
The Auxiliaries :
There are twelve number of auxiliaries in the loco. They work on various capacities as
compressors; Oil cooling blowers; TM cooling blowers; TFR oil pumps; Converter oil pumps;
scavenging blowers etc.
Two following points are to be noted at this juncture:
 The oil cooling blowers (OCB) are run only when required. The control
electronics adjusts the blower speeds depending on the measured operating
temperature of the oil, the nominal traction values and speed.
 On the other hand, the transformer oil pumps and the traction converter oil pumps
along with the traction motor blowers work continuously at a constant speed
whenever the auxiliary converters are operating.
The compressors work according to the locomotives’ MR air pressure.
Auxiliary converter-1 otherwise called as BUR-1 is placed in machine room one. Aux
converter no. 2 & 3 which are otherwise called as BUR-2 and BUR-3 are placed in machine
room two.
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3-phase, 415 volt Auxiliaries

The following 3-phase, 415-volt auxiliary motors are provided on this loco, which are fed from
Auxiliary converters no. 1, 2 and 3. A CHBA is also provided to charge the batteries.

Auxiliary Location Function MCB

Load on Auxiliary Converter no.- 1
Oil Cooling Blower-1 Machine Room-1 To cool transformer and SR-1 59.1/1
(OCB-1) oil in cooling unit-1 In HB-1
Oil Cooling Blower-2 Machine Room-2 To cool transformer and SR-2 59.1/2
(OCB-2) oil in cooling unit-1 In HB-2
Load on Auxiliary Converter no.- 2
Tr. Motor Blower-1 Machine Room-2 To cool TM 1, 2, 3 by forced air. 53.1/1
(TMB-1) In HB-1
Tr. Motor Blower-2 Machine Room-1 To cool TM 4, 5, 6 by forced air. 53.1/2
(TMB-2) In HB-2
Transformer oil Transformer tank To circulate oil from TFP to 62.1/1
pump-1 side under Cooling Unit-1 & back In HB-1
machine room-1
Transformer Transformer tank To circulate oil from TFP to 62.1/2
oil pump-2 side under Cooling Unit-2 & back In HB-2
machine room-2
Traction Converter Machine Room-1 To circulate oil from SR-1 to 63.1/1
Oil Pump-1 Near SR-1 Cooling Unit-1 & back In HB-1
Traction Converter Machine Room-2 To circulate oil from SR-1 to 63.1/2
Oil Pump-2 Near SR-2 Cooling Unit-2 & back In HB-2
Load on Auxiliary Converter no.- 3
Main Compressor-1 Under Truck To create MR pressure to 10.0 47.1/1
(MCP-1) below Machine kg/cm2 In HB-1
room-1
Main Compressor-2 Under Truck To create MR pressure to 10.0 47.1/2
(MCP-2) below kg/cm2 In HB-2
Machine room-2
Scavenging Blower-1 Machine Room-2 To clean dust from air filters of 55.1/1
Near TMB-1 TMB-1 & OCB-2 In HB-1
Scavenging Blower-2 Machine Room-1 To clean dust from air filters of 55.1/2
Near TMB-2 TMB-2 & OCB-1 In HB-2
Battery Charger Within Auxiliary To charge the batteries. MCB100 in
Converter Cubicle HB2 (input)
MCB110 in
SB-2 (output)

Load Sharing
All the 3 Auxiliary converters are loaded equally. If one auxiliary converter fails, the other two
converters share the total load. If two auxiliary converters fail, main power will be isolated.
 24

Load sharing after isolation of any auxiliary converter.

Aux.Conv-1 Load Oil cooling blower 1 & 2,Tr. Motor blower 1 & 2
isolated on Aux.Conv-2 Scavenging blower 1 & 2
Load on MCP 1 & 2, Transformer pump 1 & 2 Converter pump 1
Aux. Conv.-3 & 2 and Battery Charger
Aux.Conv-2 Load Oil cooling blower 1 & 2,Tr. Motor blower 1 & 2
Isolated on Aux.Conv-1 Scavenging blower 1 & 2
Load on MCP 1 & 2, Transformer pump 1 & 2 Converter pump 1
Aux. Conv.-3 & 2 and Battery Charger
Aux.Conv-3 Load Oil cooling blower 1 & 2,Tr. Motor blower 1 & 2
Isolated on Aux.Conv-1 Scavenging blower 1 & 2
Load on MCP 1& 2, Transformer pump 1 & 2 Converter pump 1 &
Aux. Conv.-2 2 and Battery Charger

Note:

1. The Oil pump for transformer; the Converter oil pump; the TM blowers and the Scavenging
blowers work continuously during operation of the converter.
2. Oil cooling blowers are run as per requirement.
3. During failure of one converter and load sharing, frequency of the blower group motors drops
from 50 Hz to 37Hz.
4. The control electronics adjusts the selected stage of measured operating temperature of the oil.
According to the measured temperature of the oil, the oil cooling blowers (OCB) are run in two
speed ranges - moderate and maximum.

Main Compressor 1 & 2

The main compressor governor RGCP is set between 8.0 kg/cm² and 10.0 kg/cm²
For starting the main compressor, a spring-loaded switch (BLCP) is provided on panel, ‘A’ and
has 3 positions.

1. ‘OFF’ position - For stopping both the compressors.

2. ‘AUTO’ Position - Compressors 1&2 will work according
to cut in and out of cycle.
3. ‘MAN’ Position - Compressors work continuously irrespective of
MR pressure. This is a spring-loaded unstable position.
Auto Position
1. If air pressure goes below 8 kg/cm2 both compressors start working till MR pressure rises to
10 kg/cm2.
2. If air pressure goes below 5.6 kg/cm²: “Low pressure, main reservoir” message appears on the
screen with Priority-1 fault along with LSFI flickering indication.
No TE/BE is possible till MR pressure climbs up to 6.4 kg/cm2. Both compressors will
continuously work till MR pressure reaches to 10 kg/cm2.
 25

SINGLE - PHASE 415 V/110 V AUX. CIRCUIT:

Four single phase motors are provided to cool and scavenge the machine room. Hence
one single phase Auxiliary transformer is located in the bottom of HB-1, which is provided to
supply to those four motors. The Auxiliary transformer also supplies to the cab heaters, cab
ventilation blowers and cab fans. The input/output voltage of this auxiliary transformer is
1000v/415v/110v.
This single phase circuit is independent of control electronics (CE) and all the above
auxiliaries work in ‘Driving’ as well as ‘Cooling Mode’ and start as soon as the VCB closed.

SINGLE PHASE 415 v

Machine Room Machine To cool machine room by ducting 54.1/1 In HB-1
Blower-1 Room-1 and limit the temperature of control
electronics below 700C
Machine Room Machine -do- 54.1/2 In HB-2
Blower-2 Room-2
Scavenging Machine To clean dust from air filters of 56.1/1 In HB-1
Blower for Room-1 Machine Room Blower-1
Machine room
Blower-1
Scavenging Machine To clean dust from air filters of 56.1/2 In HB-2
Blower for Room-2 Machine Room Blower-2
Machine room
Blower-2
Heater Element In Both cabs. To deliver heat for keeping the cab 69.62 In HB-1
Inside the Desk warm
Single phase 110 Volts
Crew Fan: 4 nos. 2nos. in Both Crew ventilation 69.71 In HB-1
cabs
Cab Ventilation One in Both To expel heat of heater element into 69.61 In HB-1
Blower- 2 nos. cabs the cab.
Inside Desk
 26

6.6 COOLING CONCEPT

 27

Battery
In 3 phase locos, Ni-Cd Batteries are used. There are a total of 26 batteries which are
placed in 2 boxes of 13 each in either side of the locomotive. The battery box below machine
room one is BA box-1 and the battery box below machine room two is BA box-2. Each battery
contains three cells and each cell produces 1.42 V approximately. Hence each battery produces
1.42 x 3 = 4.26 V and the total voltage thus produced is 4.26 V x 26 = 110V.
Capacity of the battery is 199 A-H and its output is 110 V. To charge the battery, one
battery charger (CHBA) is provided. The CHBA input circuit breaker is MCB100 which is
provided in HB-2 and the output circuit breaker on DC side is MCB110 which is located in SB2.
The main switch for battery is MCB112 which is placed in a separate box attached to the
battery box -2 . For control circuit supply, one MCB 112.1 is provided in SB2. The UBA meter
provided in either cab in ‘A’ Panel will read the BA/CHBA voltage only when BL is on ‘C’ or
‘D’ Mode.
Note:-
1. If battery voltage drops to 92V and is stable at 92 V for more than 10 seconds, a P-2 Fault
will appear on the screen. Loco can work for 30 minutes.
2. If charging current is reduced by 10 A, P-2 fault will appear on screen.
3. If battery voltage is reduced below 86 V, P-1 message will appear in the display and loco
can work for only 5 minutes.
4. If battery voltage drops to 82V, loco will shutdown immediately.
5. If CHBA is not working and if battery alone is supplying the CE, then loco can work for 5
hours.
6. If cab is activated and pantograph is not raised, CE will switch OFF after 10 minutes
automatically.
7. Machine room light glows when BL key is D or C position only.
Technical Specification:
Cell model = SBL-199
Cell type = Nickel/Cadmium
Number of cells per battery =3
Number of batteries per battery box = 13
Number of battery boxes =2
Total nominal capacity = 199 Ah
Nominal voltage of each cell = 1.4 V
Total battery voltage = 1.4 x 3 x 26 =110 V
 Pneumatic Circuit of WAG9.

Auxiliary compressor (MCPA)

The MCPA or the baby compressor will start automatically as soon as the BL key is
inserted and turned to ‘D’ or ‘C’ position. As the baby compressor works, it creates pressure in
the RS for the initial raising of pantograph and closing the VCB. A control governor RGCPA is
provided to ensure that the RS pressure does not fall below 6.4 kg/cm². In case if the RS pressure
falls below 6.4 kg/cm², MCPA starts automatically. No separate switch is provided to start the
MCPA. MCB 48.1 protects the MCPA circuit.

Main Compressors 1 & 2

Two compressors work and create the required pressure in MR-1, MR-2 and the AR.
The system pressure is stabilized between 8.0 kg/cm² to 10.0 kg/cm².
The air from the compressors is allowed to pass through an inbuilt after cooler before
being stored in MR1. Pressure from MR-1 passes through an air dryer to eliminate the moisture.
From the air dryer, pressure is taken to MR-2 and the AR through an NRV. A safety valve, set at
10.5 kg/cm² is provided between MR1 & MR2.
A pressure governor is provided after MR-1 to regulate the pressure between 8 kg/cm² to
10 kg/cm². As soon as the MR pressure reaches 10 kg/cm², the governor stops the working of the
MCP. When the pressure drops below 8 kg/cm², the governor starts both the MCP for raising the
pressure back to 10 kg/cm².
Low Pressure Governor ( RGLP) is provided to safe guard against low pressure. If the
MR pressure drops below 6.4 kg/cm², the governor picks up and stops the traction with a P-1
fault message to the LP.
A System Safety valve, set at 11.5 kg/cm² is provided between each compressor and
main reservoirs.

USAGE OF MR1:

The MR-1 pressure, after the air dryer supplies the following:
a) Charges the BP pipe line through E70 valve.
b) Charges the 6 kg/cm² feed pipe through a feed cum relay valve.
c) Charges the Auxiliary reservoir.
d) The MR-1 pressure is connected to Break Away Protection valve.
e) MR-1 feed is connected to the EP valves of sanders, WFL, Pneumatic contactors in
the SR-1, SR-2 and Harmonic Filter cubicles.
f) Also charges the RS for continuous maintaining of pantograph and VCB.

USAGE OF MR2

The MR-2 pressure, supplies the following:

a) Air pressure is supplied to independent air brake system (SA-9) through 94 COC.
b) MR-2 pressure is also used as the feed pressure for conjunction brakes through the
C2RV ( Direct Brake. )
 29

c) MR-2 pressure is used for blending brakes application also.

USES OF AUXILIARY RESERVOIR.

From MR1, air supply is taken to Auxiliary reservoir through an NRV.

a) From the auxiliary reservoir, air pressure is supplied to C3WDV & C2RV for conjunction
brake application.
b) It also supplies to the parking brake cylinders through solenoid 30 after limiting it to 6
kg/cm².
c) The AR is also charged with BP pressure through 47 COC during dead loco operation.
Normally 47 COC should be in closed condition.
Brake System:

Five types of brakes are available on this loco.

1. Automatic Train Brake

2. Direct Brake
3. Parking Brake (Spring Loaded)
4. Anti Spin Brake.
5. Regeneration Brakes.(Elect)

Note: All the brake system functions are monitored by brake electronics and if there is any
wrong configuration, the brake electronics initiates protective action, along with P-1 message
on screen. One circuit breaker MCB 127.7 is provided in SB-2 for brake electronics. In case
of failure of brake electronics, the crew should check this MCB.

Automatic Train Brake (A-9)

The Loco pilot’s automatic train brake valve (A9) is provided in both the cabs.
Basically the A-9 is a potentiometer which can change voltage output when handle is moving
between Release and Emergency. A pneumatic valve is also inbuilt into the A-9 for
emergency application. The A-9 will remain active in the working cab only according to the
cab activation. If the BL key is switched off, A-9 cannot be activated except in emergency
position. The A-9 handle has the following positions:

Handle position Pressure (kg/cm2)

Release 5.5 ± 0.05
Running 5 ± 0.05
Initial Application 4.60 ± 0.05 Variable
Full Service 3.35 ± 0.10
Emergency 0
Neutral 0

BP Charging

E-70 Control Unit is the valve which is responsible for charging maintaining and
discharging the pressure of the Brake Pipe. Six EP valves are mounted on the E-70 control
unit.

 EP Valve 15 Full Bore EP valve To charge BP quickly.

 EP Valve 16 Release EP valve To charge the control reservoir.
 EPValve 17 Application EP valve To destroy the control reservoir pressure.
 EP Valve 18 Low Pressure Overcharging Release valve.
 EP Valve 19 Running EP valve To charge BP normally.
 EP Valve 36 Isolating Valve To isolate BP charging from both cabs.
 32

Introduction

The brake pipe control unit is an electro-pneumatic unit. It consists of valves, pressure
switches and control relays necessary to produce a variation in brake pipe pressure
corresponding to the electrical signals from A9. A9 is a potentiometer which can
produce variable voltage proportional to its position.
The pressure control is a self-lapping system and the transmission valve is self
maintaining. A control reservoir is charged with air pressure proportional to the
electrical signal from A9. The air in the control reservoir represents the brake pipe
pressure and acting as pilot pressure to create BP pressure. Pressure in the control
reservoir is measured using an electronic pressure transducer. The demand signal from
the A9 is transmitted as a voltage signal and it is compared with the signal from
transducer in the brake electronic unit. Any difference in these two signals will initiate
the ‘Switching on/off’ of the Application or Release EP valve which raises or lower the
control reservoir pressure. Hence A9 is controlling the control reservoir pressure or the
pilot air pressure required as reference air pressure for creating BP.

Three phase loco note

A9- ‘RUN’ POSITION
When A9 is on ‘RUN’ position, the control electronics will switch on the Release EP
valve. As Release EP valve is energised, the MR pressure charges the control reservoir (CR)
to 5.0 kg/cm². The CR pressure of 5 kg/cm² is the pilot air pressure and acts on the bottom
(10) of the Transmission valve (same function of a C2 Relay valve). The Transmission valve
is lifted up and the MR pressure waiting in the Transmission valve, charges the BP pipe
through the restricted path ( BP Charging normally) which is open by Running EP valve .
When BP is created to the required 5 kg/cm², same amount of pressure is charged on top (7)
of the transmission valve. Now the transmission valve is balanced and the further charging of
the BP pipe line is stopped.
The control reservoir pressure which acts on the transmission valve is the pilot
pressure. Through a transducer, the control reservoir pressure is converted into an electrical
voltage and is sent a feed back to the brake electronics. Now the signal from A-9 and pressure
transducer are compared by the electronics. If there is any difference in the value of these two
signals or if these two signals do not match, it results in either BP creation or BP destruction,
till both the signals match.

A9- RELEASE POSITION

When A9 handle in ‘RELEASE’ position, the Full Bore EP Valve is in energized
condition. This opens the path of quick charging and BP charges at a higher rate. Release EP
valve is also energized, which allows CR pressure to increase to 5.6 kg/cm². BP also
overcharges to 5.6 kg/cm² pressure. Now the brake electronics keeps the LPO overcharging
Release valve in energized condition for about 40 to 60 seconds to facilitate overcharging.
After 60 sec, the bleed down period is started i.e. venting of CR from Low Pressure
Overcharging Release valve in a controlled manner within 180 sec (+/- 20 sec) by energizing
and de-energizing of LPO overcharging release valve. After complete LPO is over, BP
slowly comes down to 5.0 kg/cm². The excess 0.6 kg/cm² of CR pressure is vented out slowly
and gradually in the insensitivity range so as not to disturb the Distributor Valve in the
wagons/coaches. If LPO cycle is interrupted before completion, it can be once again initiated
by dropping BP through A-9 and moving the A-9 handle back to ‘RELEASE’ position.

B.P. DESTRUCTION: A9 - APPLICATION

When A9 is moved to application position, Application EP valve is opened and
pressure is vented out from Application EP valve, which reduces CR pressure to a desired
level as demanded through A9. This reduction in the CR pressure actuate transmission valve
and pressure in the BP pipe is vented through exhaust port of E70.

The isolating EP valve (EP-36) is provided on the top of E-70 control valve. This will be
normally in de-energised condition when 1) If any one of the cab is selected and 2) When
control electronics is ‘ON’. When both the cabs are in ‘OFF’ position, this valve is energised,
and closes the path of E-70 BP charging system and the brake pipe. This is also used when
 34

Three phase loco note

 35

loco is in multiple operation as well as in banking operation. This valve is also energised
when ‘ZBAN’ switch is ‘ON’ which is provided on ‘A’ panel.

A9 EMERGENCY OPERATION.
When A-9 is moved to ‘Emergency’ position, one cam operates inside the A-9 and all
EP valves are de-energised. At the same time, a pilot valve inside the A-9 opens and vents
out the operating air pressure above the piston in the ‘Emergency Exhaust’ valve provided in
the BP pipe line. As soon as the operating pressure is exhausted, the ‘Emergency Exhaust’
valve opens and heavily vents out BP pressure directly to the atmosphere.

A9-NEUTRAL:
When the handle of the brake controller is in the ‘Neutral’ position, the cam operated
switches within the controller cut off the power supply to all the E.P valves. The handle of
the A-9 can be removed only in this position.

EMERGENCY EXHAUST VALVE

The Emergency brake exhaust valve drops BP pressure when 1) The vigilance
warning is not acknowledged, 2) During maximum speed of the loco being exceeded, 3)
Actuation of emergency stop button and 4) Failure of Brake electronics.
Note:
If the electronic brake control system fails, a priority-1 message will be displayed on the
screen and an emergency brake will be triggered automatically.

Air Flow valve and Ventury valve.

Function: The purpose of the flow meter and Ventury is to indicate the rate of flow of air to
the brake pipe via E-70. The function of these valves are the same as Air flow measuring
valve and R6 relay valve in the conventional system.
Direct Brake (SA-9):
To apply loco brakes, the Loco Pilot’s direct air Brake Valve (SA-9) is provided in both
the cabs. The operation of this system is near about the same as in the case of WAG-5/7.
There are no manually operated COC on inlet as well as on the outlet pipes of SA-9. Instead
of COC, EP valves are provided which keep the SA-9 in service only in the active cab
automatically. The handle of SA-9 in rear cab should be kept in release position.
In active cab this EP valve will be in de-energised condition to open the valve and in
deactivated cab, the EP valve is in energized condition to close the valve.
A separate relay valve is provided for loco brakes through SA-9 and another relay valve
is provided for conjunction brakes when A-9 is applied.
The SA-9 has two positions: 1) APPLICATION and 2) RELEASE
Application:
When the SA-9 is moved to the application position, pressure from the MR which is
reduced to 3.5 kg/cm² is sent into the braking relay valve 58. This pressure operates the relay
valve 58. Now the relay valve allows the MR pressure waiting at its port to the brake
cylinders through a DCV and bogie isolating COC. The applied Brake cylinder pressure can
be seen in the gauges provided in both the cabs.
Release:
When the SA-9 handle is moved towards the ‘RELEASE’ position, it isolates the main
reservoir pressure from the relay valve. Simultaneously, it allows the pressure from the relay

Three phase loco note

 36

Three phase loco note

 37

valve to escape to the atmosphere through its exhaust port. As the pressure from relay valve
gets exhausted, relay valve disconnects the pressure flow from MR to brake cylinder.
Simultaneously the brake cylinder pressure is exhausted to the atmosphere through the
exhaust port of the relay valve.
Any desired releasing stage for the brake cylinder pressure may be obtained according to
the position of the SA-9 handle.
The direct brakes are used to apply loco brakes. In WAP5, direct brakes apply on the
wheel disk with the pressure of 5 kg/cm2 whereas in WAG-9/WAP-7 it is applied on wheel
tyre the with a pressure of 3.5 kg/cm2. The brake handle remains active only in the active
Cab.
If the throttle is on power and the speed being above 10 kmph, on application of direct
brakes to the amount of 0.6 kg/cm2 then TE/BE will come to zero through the Start/running
interlock.
For isolation of brakes of a particular bogie, bogie COC is provided. COC for bogie 1 is
provided below machine room -1 above MCP-1, where as COC for bogie -2 is provided
below machine room -2 above MCP-2
In dead loco AR will be charged by BP pressure from the live loco, provided that COC 47
should be in open condition. This AR pressure is utilized for conjunction loco braking and
Parking brakes in the dead loco.
Brake cylinder gets air supply from following:

1. From SA-9 through C-2 (58) relay valve (3.5 kg/cm2)

2. From C3W DV in conj. working through C-2(57) relay valve (2.5 kg/cm2)
3. From Anti spin device (Wheel slip) (0.6 kg/cm2 to 1.0 kg/cm2)
4. From blending valve (DBR cut off) : in proportion

Three phase loco note

 38
PNEUMATIC PANEL CUT OUT COCKS AND NORMAL POSITION

COC-74 - Emergency exhaust (Open)

COC-70 - BP charging (Open)
COC-136 - FP charging (Open)
COC-47 - AR charging in Dead loco (close)
PAN-1 Cock - Panto -1 pneumatic isolation (Open)
PAN-2 Cock - Panto -2 pneumatic isolation (Open)
VCB Cock - VCB pneumatic isolation (open)
Sand-1&2 Cock - Sander pneumatic isolation (Open)
Solenoid -30 - Parking brake solenoid valve.
IG-38 key - Pneumatic control both pantograph key.(Open)
E-70 - BP charging valve
C3W - Distributor valve.

COC 74 70 136 47
Open Open Open Close
LIVE -SU
Horizontal Horizontal Vertical Horizontal
DEAD Close Close Close Open
( Towed) Vertical Vertical Horizontal Vertical
Open Close Close Close
As Banker
Horizontal Vertical Horizontal Horizontal

Three phase loco note

 39

Anti Spin Brakes:

The principle of the anti-spin brake is to provide the traction equipment,

with means to obtain a rapid light brake application to the driving wheels. The
friction thus generated between the brake shoes and the tyres immediately
absorbs the torque, which is in excess of the value that can be absorbed by the
normal adhesion between the tyre and railhead. The net result is to prevent any
increase of existing wheel slip.
The main advantages are that the slip is prevented or controlled, so
avoiding the possibility of damaging the traction equipment, and at the same time
it normally enables the traction power to be maintained so improving and
simplifying the control of the locomotive when operating under conditions which
may cause wheel slip.
The anti-spin brake can give an improved adhesion condition between the
rail and tyre, due to the cleaning effect of the brake shoe when used with ‘On
tread’ braking.
A further important advantage of the anti-slip brake is that its use often
enables a reduction in the use of sanding.
This device is provided on each bogie behind MCP.
The automatic anti - spin protection is initiated as soon as the ratio between
effective tractive/braking effort and requested tractive/braking effort is less than
0.5
As required, one or more of the following actions is/are initiated:
- Sanders start
- LSP glows
- TE/BE difference is reduced by control electronics.
- If necessary required braking force is given to wheel by applying loco
brakes by control electronics- you can see that BC needle ups and down.
(Which is limited to 0.6 kg/cm2 to 1.0 kg/cm2)
Note :
 If anti spin brakes are not applied at the time of wheel slipping, then
wheels will get off loaded and to avoid further spinning, CE will reduce
tractive effort. This will affect the hauling of load
 When train is in motion with speed more than 10 KMPH, Start/Run
interlock get activated if BC pressure rushes above 0.6 kg/cm2 and TE
becomes 0.On run during anti spin brakes, 0.6 kg/cm2 to 1.0 kg/cm2
pressure rushes in brake cylinder. So as per above, due to this 0.7
2
kg/cm pressure TE get reduced to 0 affecting haulage of load.

Brakes through the Blending Valve:

If train is running in regenerative (DBR) mode and if suddenly

regenerative braking is cut off automatically due to internal fault or VCB
tripping, to compensate the regenerative braking, blending valve sends the MR
pressure into the brake cylinder in proportion. This pressure activates the relay
valve (57). Further, this relay valve allows MR pressure into the Brake
Cylinders for brake application.
Three phase loco note
 40

Proportional loco brakes:

Whenever BP pressure drops, the distributor valve is activated and allows
MR pressure to activate relay valve (57). Further, this relay valve allows 2.5
kg/cm2 AR pressure to rush into the brake cylinder. When BP is restored, DV is
balanced and releases the loco brakes accordingly. When PVEF is pressed, VEF
will energise and nullifies the conjunction brakes.

Parking Brake
In WAG9 & WAP5 locos parking brakes are provided instead of hand
brake. The great feature of the parking brake is that, it remains applied for an
indefinite period of time as per requirement in the absence of air pressure. Its
function is just opposite to that of the conventional brakes. It remains released
when there is 6 kg/cm2 pressure in parking brake activator and is applied when
pressure is exhausted below 3.8 kg/cm2 in the parking brake activator. But the
brakes are applied through the same brake blocks. Wheel no: 2, 6,7,11 in WAG-9
and on wheel no. 1,4,5,8 in WAP-5 loco. In WAP7 locos ordinary hand brakes
are provided.

Applying Parking Brake

1. Press self illuminated push button BPPB (In ‘A’ panel). The self
illuminated red lamp will glow. Now, the 6 kg/cm2 air in parking
brake activator will be exhausted and the PB gauge will show ‘0’
kg/cm2. This indicates the application of P.B. (this is possible
only when CE is ON)
Note: If PB applied after application of Loco Brakes, the Loco
brake cylinder pressure admits air in to the PB actuator via Anti-
Compounding Valve and nullifies the PB force and brakes apply
through only SA9. After exhausting pressure in Loco brake
cylinders, P.B will apply.

2. Press the left side plunger (APPLY) of the parking brake solenoid
No 30/23. If CE is ‘ON’, BPPB will illuminate and PB pressure
gauge shows ‘0’ kg/cm2. Now PB is applied. (This is possible
when there is MR / AR pressure in the loco)

3. When ‘BL’ key is moved from ‘D’ to ‘OFF’, parking brakes will
be automatically applied through control electronics. BPPB will
not be illuminated since CE is in OFF condition but Parking Brake
Gauge will show “0” kg/cm2

Releasing Parking Brakes:

1. Press BPPB self-illuminated red button once. The red lamp will be
extinguished and 6 kg/cm2 pressure will enter into parking activators via
solenoid 30 and ACV. This can be seen in PB gauge, indicating that PB
are released
OR
2. Press the right side plunger (RELEASE PLUNGER) of the parking brake
solenoid 30. BPPB red lamp will be extinguished. Air will be admitted in
Three phase loco note
 41
parking activator via solenoid 30 and ACV and gauge will show 6 kg/cm²
pressure
OR
3. Manually pull the “parking brake release handle” provided on the PB
cylinder on parking brake provided wheels.
The lock of the PB will open and piston will return to the release position
due to re-setting of the spring. Release sound can be heard.

Note:
- If PB is released through the manual lever, BPPB will not be extinguished
in the energized loco and loco pilot may get an indication of application
of PB and throttle will not respond. In such cases, press BPPB to release
PB even though PB is already released manually.
- Ensure releasing of PB by physically shaking the brake blocks.
- In dead loco, even though there is no air pressure, the PB will remain in
applied condition. But once if the brakes are released, then PB cannot be
applied again until the loco builds up pressure. So, while shunting dead
locos and stabling it there after, this fact should be kept in mind and loco
should be secured properly by wooden wedges as hand brakes are not
provided in the loco.
Locking Of Parking Brakes:
 Parking brakes can be locked in applied or in released condition. For this
purpose, a locking arrangement is provided on the release and application
plungers of the solenoid valve 30.
 If plunger is pressed and then rotated, it will remain in that condition until
you unlock it by again rotating it back and releasing out the plunger.

FAILURE OF BRAKE ELECTRONICS:

Whenever brake control electronics fail, a P-1 message (F1001P1) will appear on
the screen along with emergency brake application.

Regenerative Braking:
This is an electrical braking system in which braking torque developed on
traction motors and train speed reduced.
1. Brake blocks do not apply on the wheel and hence wheel and brake block
wear is eliminated.
2. Reliable braking.
3. Smooth controlling.
4. Energy generated during braking is fed back to OHE, Now loco is
working as a power generating station and helps in energy conservation.
5. Braking is available up to dead stop.

When throttle is put to the BE side, traction motors work as generators

generating 3-phase AC supply which is then converted into DC supply by
traction converter and fed to the line converter through the DC link. In
the line converter, this DC supply is again converted into single phase/AC
supply and fed back to the OHE through the transformer with matched
OHE frequency.
At the time of Regenerative braking, the TE / BE meter will deviate down
wards in the BE side.
Three phase loco note
 42
- If the Regenerative Braking fails during braking operation, the
independent loco brakes automatically takes over its function in
proportion to RB force through the blending valve.
- Regenerative braking can be used from full speed to dead stop.
- While using Regenerative brakes, it should be remembered that the RB
can stop the loco/train but cannot hold it in the stop position. Hence
application of loco brakes should follow the RB after the loco/train comes
to a stop.
- As already explained, since the RB feeds energy back to OHE during
regeneration, it is advised to use RB as much as possible.

Emergency Braking Operation

Emergency brakes will apply through brake electronics when:
1. Response from the Vigilance module
2. Permitted maximum speed being exceeded
3. Moving of the A-9 EMERGENCY [automatic train brake]
4. Actuation of the ALP emergency
5. Actuation of the emergency stop push button on the panel A
6. Failure of the electronic brake control system
7. Train parting
Note:
The emergency stop button is only active in the activated loco pilot’s cab.
However its function is not dependent on the speed of the locomotive. When the
emergency stop button is pressed, the VCB opens and the pantograph is lowered
along with dropping of BP and TE/BE comes to ‘0’.
Emergency braking is actuated directly in all cases and is not controlled
by the CE. However, the CE responds to emergency braking by reducing tractive
effort to 0. If an emergency braking operation is triggered in multiple operations,
it is transferred to the slave locomotive also.

Miscellaneous

Pantograph:
Two pantographs are provided on loco. Design of the pantograph is same
as of the other AC locos. For raising and lowering of pantograph, one switch
‘ZPT’ is provided on panel ‘A’ having 3 positions, 0, UP and DOWN.
When ZPT is pressed downwards from ‘0’ and released - pantograph will raise.
When ZPT is pressed upwards from ‘0’ and released - pantograph will lower.
The rear pantograph in relation to the active cab will rise automatically when
Pantograph Selector Switch is in AUTO position.
Selection of Pantograph:-
Pantograph Selector Switch is provided on Pneumatic Panel in machine Room
Position:
Auto - Normal position (only rear pantograph will raise)
I - Pantograph above Cab-1 will be selected (2 will be isolated electrically)
II - Pantograph above Cab-2 will be selected (1 will be isolated electrically)

Panto-1 can be isolated by closing PAN-1 cock in the pneumatic panel.

Panto-2 can be isolated by closing PAN-2 cock in the pneumatic panel.

Three phase loco note

 43
MCB 127.12 (Panto /VCB) located in SB-1 cubicle should be in “ON” condition
for raising Pantographs.
Key IG-38 is provided on pneumatic panel to control the air pressure to
pantographs. For air passage to be open to pantograph pipe line, this key should
be kept in ON position (horizontal)

Memotel (Speedometer)
For indicating the speed of the loco, a memotel type speedometer is provided in
both the cabs. Speed is indicated by the needle as well as through a LCD digital
display screen of the SPM.
For Data entry, one push button “A” is provided on SPM
When push button ‘A’ is pressed repeatedly, the following parameters will
appear (8 digits) in sequence.
1. Speed : KMPH
2 Time : HH:MM:SS
3. Date : DD: MM: YY
4. Distance covered : Km
5. Encoded fault message : --------
Approximately 10 seconds after releasing push button ‘A’, time or speed is
displayed automatically.

Sanding:
Sanding is done automatically on leading wheels when
1. PSA is pressed.
2. Anti spin device activated.
Note:
Don’t press PSA continuously, but press and release it. Continuous sanding is
not possible. If PSA is pressed continuously for more than 1 minute, then dead
man’s penalty brakes will apply (VCD will act). A 10-12 sec pause is required
between two operations of PSA.
Control Electronics [Micas-S2]( Micro Computer Automatic System)
All functions of the locomotive are controlled by the control electronics.
It takes the form of Bus Stations with processors. Each Bus Station is nothing but
a processor which monitors/controls one system or one specific unit.
These Bus Stations communicate with each other via fiber optic cables which
are resistant to the effects of Electro Magnetic Interference [EMI]. The
diagnostic equipment comprises a diagnostic computer with a monitor and
keyboard in the Loco pilot’s cab. This provides an effective support for the duties
of the locomotive Loco pilot and maintenance personnel.

Active functions in the rear cab or a deactivated cab

When a cab is deactivated, the following functions remain operative:
1. MEMOTEL functions
2. Catenary voltage display
3. Emergency brake Cock on ALP side
4. Cab and desk lighting
Three phase loco note
 44
5. Windshield wipers
6. Fault display screen
7. Marker lights
8. Cab venting and heating
9. Crew fans
10. Hand lamp socket

Resetting of MCB
Sometimes MCB trips due to overcurrent. Loco pilots should try to reset MCB
once. Different types of MCB such as ABB, Merlin Gerin, Schneider are using.

When an ABB-
MCB with two positions
has to be reset, the
marking in the tripping
mechanism below the
switch knob should be
made vertical for all the
three phases before
resetting the MCB.

For MCB with three position such as ON, OFF

and TRIP (MG ABB and Schneider), for resetting a
tripped breaker, first move the switch to ‘OFF’ position
and then switch it ‘ON’.
NOTE
 The normal switch position of an MCB is in ‘UP’
direction.
 For switching ‘OFF’ a breaker, move the switch to
‘DOWN’ position.
 The breakers in the HB-1 and HB-2 cubicles can
be switched On/Off/Reset only after opening the
VCB.
 The SB-1 and SB-2 cubicle breakers can be switched ‘On’ / ‘Off’/ Reset
only after switching ‘OFF’ control electronics.

Flasher light
1. An automatic flasher light system is provided.
2. This is independent of the CE.
3. The flasher light unit has been provided in the ALP side. Ensure that the
switch provided on the unit is switched ‘ON’
4. To switch on the flasher, rotate the self-illuminated switch provided in the
C-panel
5. Flasher light will work only if BL key is in ‘C’ or ‘D’ mode.
6. The auto-flasher will not work when loco is in stand still condition.

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KNORR Computer Controlled Brake System

In some WAG-9 locos, KNORR type brake system is provided which is

different from the E-70 brake system.
In E-70 provided locos, if brake electronics fail, loco fails on the spot.
But in the KNORR system, in case of brake electronics failure, block section can
be cleared with 10 KMPH in PTDC (Pneumatic Time Dependent Control) mode.

CHANGES IN THE CAB

Changes in Auto brakes and Direct Brakes:

In case of the E-70system, A-9 / SA-9 handle has to be operated from left to
right. But in this system, handle has to be operated forward and backward like a
throttle. Both valves are provided on left side of the LP on the control stand.
a) SA-9 Direct Brake:
SA-9 has two positions. They are: Apply and Release.
One spring loaded clip called “Bail Ring” is provided in the handle of the SA-9.
If this clip is pulled and released, then conjunction brakes are released at a faster
rate than being released by pressing PVEF.

b) A-9 Auto brake:

A special key is provided to lock or unlock A9 in the FS position. In the
rear cab, A-9 should be kept in the FS position and locked. In the driving cab, A9
should be unlocked by the key and the handle to be kept in RUN position. In the
driving cab, A-9 should be kept in RUN condition. While clearing loco as dead,
both cab A-9 have to be kept in the FS position and locked.
The A-9 handle in the KNORR system has the following 5 positions :
i) REL-Release: This position is used for quick charging of BP.
In this position, initially BP pressure is over charged to 5.5 kg/cm2
Subsequently it drops down to 5 kg/cm2 automatically in a controlled
manner.
ii) RUN: This is the normal position of A-9 on which BP is charged to
5.0 kg/cm2. At the time of recharging after application, BP is overcharged
by 0.2 kg/cm2 at this position for a short time.
iii) MIN.(Minimum Reduction): BP pressure remains 4.5 kg/cm2.
iv) FS (Full Service): BP pressure drops to 3.0 kg/cm2. A-9 handle
can be locked or unlocked in this position.
v) EMER. (Emergency): BP drops to zero kg/cm2 on this position.

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c) Mode switch: One rotating switch called the ‘Mode Switch’ is provided
in each cab below the SA-9 valve. This is a spring-loaded switch and can be
operated by ‘Press-and-Rotate’. This switch has the following 4 positions:
i) HLPR: While using the loco as a banker, this switch should be kept in
the Help position, in addition to ZBAN at ON.
ii) TRL (TRAIL): In non-driving cab (SU / MU), this switch should be
kept on TRL position.
iii) LEAD: In driving cab (SU / MU), this switch should be kept on
LEAD position. Only then, BP will be charged to 5.0 kg/cm2.
iv) TEST: In this position, the BP leakage test is done. When this switch
is kept on TEST position, loco brakes will be applied. The Mode switch
should be kept in the LEAD position immediately after testing.
NOTE :

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 47
Before disconnecting the BP pipes from the formation, Mode switch
should be kept in ‘Test’ position or keep A-9 in emergency position. If it
is not done, CE will display P-1 fault message. To normalize, CE should
be switched ‘OFF/ON’.

d) Pneumatic Time Dependent Control (PTDC):

If brake electronics fail, train can be worked with a speed of 10 KMPH to
clear section in PTDC mode. A PTDC operating handle is provided in each
cab near A-9 / SA-9 and has the following 2 positions.
i) Release
ii) Apply.
The PTDC COC should always be in open condition.
Procedure for clearing block section by using PTDC:
 Bring throttle to “0”
 Open the VCB, lower the pantograph and switch ‘OFF’ CE.
 Switch off the pneumatic panel MCB 127.7 (SB-2) and ensure that
Vigilance MCB 127.15 (SB-2) is in ON condition.
 Close PB-BUS cock & PER-COS cock, by turning from horizontal to
vertical position.
 Keep A-9 of the working cab on RUN position.
 If BPFA is glowing, then acknowledge the fault.
 Switch on CE and raise Pantograph. Close VCB
 Keep PTDC on release position and ensure that BP is 5.0 kg/cm2 and BC
is ‘0’ kg/cm2.
 If BC pressure does not come to ‘0’, then release loco brakes by releasing
the distributor valve.
 To apply / release auto brakes, keep PTDC handle to apply or release as
per requirement and clear the block section with a speed of 10 KMPH.

CHANGES IN UNDER TRUCK:

The brake cylinder cut out cocks, BC-1 & BC-2 are provided in the
pneumatic panel. These cut out cocks are black in color and provided at the
bottom of the brake manifold in the machine room. Normally these cut out cocks
should be in vertical (Open) position.
2 CHANGES IN PNEUMATIC PANEL IN MACHINE ROOM:
Pneumatic panel is divided into two parts.
 Air Brake Manifold.
 Auxiliary manifold.

1 Air Brake Manifold:

a) Parking Brake Back Up Switch – (PB-BUS):

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 48
Normally this switch should be in horizontal position. In PTDC mode or
clearing loco as dead, this switch should be kept closed (Vertical) to
release the parking brakes.
B) Pneumatic Equalizing Reservoir Cut Off Switch – (PER-COS):
Normally this switch should be in horizontal condition. In PTDC mode
this switch should be kept vertical position to charge BP.
C) Parking Brake Reservoir Cut Off Switch – (PBR-COS):
This switch should be in horizontal position. When this switch is vertical
it drains AR pressure for maintenance purpose.
D) Parking Brake Pneumatic Disable switch- (PB-PDS)
This switch should be in horizontal position. In case of parking brakes
malfunctioning, maintenance staff uses this switch and has to be kept in
vertical position along with PBR - COS. Then manually release PB
E) SIFA-74 (Vigilance exhaust COC):
This is yellow colored cut out cock. Normally this cock should be kept in
downwards position. But while clearing loco as dead, this cock should be kept in
upward position.
F) BC-1 & BC-2 COC:
These are bogie-isolating cocks.
G) DV (Distributor valve)
2 Auxiliary Manifold:
Following cut out cocks are provided on this manifold.
a) WFL: Pressure switch for wheel flange lubrication.
b) TC1 & TC2: Pressure switch for traction converter-1 & 2
c) KABA KEY: Loco grounding key.
d) FC: Harmonic filter contactor pressure switch.
e) PAN 1&2: Pressure switch for Panto1 & panto2.
f) VCB: Pressure switch for VCB.
g) VESA1 & VESA2: Pressure switch for sanders.
h) 136: Pressure cut out cock for Feed Pipe.
i) 47: Cock for dead loco. (Below auxiliary manifold.)
j) Panto selector switch: For selection of pantographs.
Note : COC number 70 of BP is not provided in this loco.

IMPORTANT INSTRUCTIONS:
1 Energizing of the loco:
I. Unlock the A-9 handle in the working cab using the Brake Controller Key
II. A-9 handle of the driving cab should be kept in RUN position.
III. In the non-driving cab the A-9 handle should be in FS and in locked
condition.
IV. Mode switch should be in LEAD position in the driving cab and in
TRAIL position in all non-driving cabs.
Three phase loco note
 49
V. Energize the loco as per normal procedure.
VI. For charging BP, move the A-9 to FS for 10 seconds and then keep it in
RUN position. BP will be charged by 3.0 kg/cm2
VII. Ensure that parking brakes are released, if not, then press BPPB.
VIII. Again keep A-9 from RUN to FS. Wait for 10 seconds, then again keep it
to RUN and ensure that BP is charged to 5.0 kg/cm2.
IX. Every time while charging, BP will overcharge to 5.5 kg/cm2 in
RELEASE position and then after some time BP will drop gradually to
5.0 kg/cm2.
X. For releasing conjunction brakes use Bail Ring for quick release or use
PVEF for normal release.

2. Procedure of Cab Changing:

1. Keep A-9 handle in FS, lock it and remove the key.
2. Keep the SA-9 in release position and turn the MODE switch to trail
position.
3. Open VCB and lower the pantograph.
4. Switch off the CE. Remove the BL key and go to the other cab.
5. In the other cab, unlock A-9 handle and keep it in RUN position.
6. Press and turn the Mode switch from TRAIL to LEAD.
7. Switch on CE and energise the loco.

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 50
8. While charging BP, initially BP will rise only to 3 kg/cm2 and after
releasing parking brakes, it again rises to 5 kg/cm2.

Knoor auxiliary panel

A COC provided between Main panel and auxiliary panel supplies MR

pressure to auxiliary panel. This COC should be in open condition
always.

3. Parking brake – application & release.

Whenever parking brakes are applied by CE or manually, penalty auto
brakes will also be applied along with the parking brakes. BP will drop to 3
kg/cm2 and loco brakes will be applied up to 2.5 kg/cm2 with P-1 message on
screen.
For recharging BP pressure, first release parking brakes and keep A-9 in
FS position for 10 seconds. Again keep A-9 in RUN position and ensure that BP
is recharged to 5.0 kg/cm2. Acknowledge the fault and work further.
For applying parking brakes manually, rotate switch PB-Bus from
horizontal to vertical and for releasing vertical to horizontal.
4. Vigilance Penalty Brakes:
In this loco, BP pressure is dropped by 3.0 kg/cm2 on application of
vigilance penalty brakes.
For resetting vigilance penalty brakes:
a) Bring Throttle to ‘0’
b) Bring Reverser to Neutral.
c) Wait for 3 minutes.
d) Keep A-9 in FS, press BPVR for acknowledging fault message.
e) Keep A-9 in RUN position and ensure that BP is charged to 5.0 kg/cm2
f) Acknowledge the fault by pressing BPFA and proceed further after
ensuring pressure.
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 51
5. Action to be taken after Emergency Brake Application:
Emergency penalty brakes are applied when:
 Emergency push button is pressed
 Due to over speeding
 Due to emergency application by A-9
 Operation of ALP Emergency valve
In all the above cases BP pressure drops to ‘0’.
For releasing penalty brakes, keep A-9 to Emergency for 10 seconds and again
bring it back to RUN position. BP will charge to 5.0 kg/cm2. Acknowledge the
fault message and work further.
6. Service penalty brakes:
Service penalty brakes apply automatically in the following conditions in
which, BP is dropped to 3.0 kg/cm2
 If BC-1 & BC-2 are isolated when loco is in “LEAD” mode, then penalty
brakes will apply.
 If parking brake is applied through BPPB if any one of the cut out cocks
of PB-PDS, PB-BUS, and PB-R-COS is closed, then penalty brakes will
apply.
 To release service penalty brakes, normalize the above cut out cocks;
bring A-9 to FS for 10 seconds and then again move it to RUN position
and ensure BP to charge at 5.0 kg/cm2.
7. DEAD LOCO MOVEMENT.
 Couple the working loco with the dead loco and also couple the
BP/FP pipes .
 In the dead loco, ensure that the throttle is at “0”. Open the VCB,
lower the Pantographs.
 Remove the BL key after switching ‘OFF’ the CE.
 Keep the A-9 of both the cabs in FS position and remove the key
after locking it.
 Keep both the SA-9 handles in RELEASE position and change the
MODE switch to TRAIL.
 Open COC 47 (Dead loco) provided just below the auxiliary
manifold.
 Close COC 136 (FP) provided on the auxiliary manifold.
 Close PAN-1 & 2 COC in the Auxiliary manifold by turning it to
vertical position.
 Close COC 74 SIFA (Vigilance COC) provided on the pneumatic
manifold by turning its handle to the upward position.
 Switch OFF both MCB 112.1 and 310.4 in SB-2 cubicle.
 Drain out the MR & AR. Open BP and FP angle COC
 Turn PB-BUS COC to vertical position in order to release the
parking brakes.
Three phase loco note
 52
 Check the pressure in the PB gauge is 5 kg/cm2 . BC pressure
should be ‘0’ in the dead loco. If not, then release the C3WDV.

Chapter-7
DOs and DON’Ts for Loco Pilots

DO

1. Acknowledge VCD once in 60 sec.

2. Use regenerative braking to the maximum extent possible. It will not
only control the train, but also generates power.
3. In case of any trouble, as a last step, switch off the CE for 5 minutes and
then switch on CE and try
4. In CE off condition, to switch on the Flasher, use the cooling mode.
5. In case of sudden drop of BP, immediately switch on Flasher Light and
act as per GR & SR.
6. In an emergency situation, use emergency stop push button to stop the
train.
7. Deactivate the Constant Speed Control through throttle if the TE/BE
needle is in the opposite direction to throttle position.
8. Before regenerative braking, bunch the load.
9. While moving a dead loco, ensure that conjunction brakes are working in
the dead loco.
10. While moving a dead loco, ensure that parking brakes and the pneumatic
brakes are released in the dead loco.
11. If a fault is displayed, first note down the fault message and then
acknowledge the fault.
12. During failure mode operation, use throttle carefully.
13. Reset the tripped MCB as per procedure.
14. The SA-9 handles of all non-working cabs to be kept in release position.
15. Apply parking brakes when the train is stationary.

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 53
DON’Ts

1. Don’t operate the BL when loco is in motion.

2. Don’t completely rely on the U-meter, ensure the pantograph is raised.
3. Don’t press PSA continuously. Use intermittently.
4. Don’t allow any unauthorized person in the rear cab.
5. Don’t lower the pantograph for more than 10 minutes otherwise CE will
switch off.
6. Don’t forget to acknowledge the fault message.
7. Don’t use Constant Speed Control in an undulating section.
8. Don’t isolate VCD unnecessarily.
9. Don’t switch off CE in the running train.
10. Don’t smoke in the loco.
11. Don’t use quick release position of A-9 frequently and unnecessarily.
13. Don’t operate MPJ to F/R, if MR pressure is less than 6.4 kg/cm2,

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Chapter – 8
PROTECTION SCHEME
Protective measures by control electronics:
Initiation of protective measure in a dangerous situation is controlled by the
Control Electronics. Micas Control Electronics monitors a range of values such
as voltage, current, temperature, pressure and other signals.

Catenary voltage out of range

When catenary voltage drops down below 17.0 KV or rises above 30
KV, VCB will open automatically.
Temperature protection
If the temperature of the Transformer oil exceeds beyond 84 degree
centigrade for more than 10 sec, VCB will trip.

Primary over Current Protection (OCR78)

The protection relay OCR78 will act in the following circumstances:
1. Disturbance in measurement of primary current.
2. Fault in the converters.
3. Short circuit in transformer windings
If any abnormality is noticed, ask for relief loco.
If VCB trips during ‘C’ mode, then check the oil level of the transformer and
converters. Also check the OCR78. If any abnormality is noticed, ask for relief
loco.
Train Parting:
Whenever train parts or if the air flow increases, then AFMV is activated. This
results in glowing of LSAF and sounding of a warning buzzer. Also a fault
message of ALARM CHAIN PULLING will appear on screen.
Due to uncoupling / parting, the BP pressure will drop at a very fast rate,
resulting in sudden drop in MR pressure which will lead to Priority -1 message
on screen entitled “Low Pressure Main reservoir”. Switch on FL first.
Fire Alarm:
A Fire Detection Unit (FDU) is provided in SB2 cubicle. Two smoke detectors
are provided to detect the smoke in machine room. Air sucking fan in FDU sucks
air sample from machine room.
When one detector detects the smoke –
1. Buzzer will sound
2. Priority-2 message (F15 02 P2) will appear on screen.
When both detectors detect the smoke –
1. Priority-1 message (F15 01 P1) will appear on the screen.
2. TE/ BE will become ‘0’
3. Buzzer (B-Z-VOF) will sound at a high frequency.

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 55
Resetting Of Fire Alarm:
1. Press Reset button on fire detection equipment provided in Machine
Room (SB-2)
2. Press BPFA.
Action to be taken by the Loco pilot
1. Inspect the Machine room and take necessary action. In case of fire on
loco, close the machine room first. Trip VCB and lower pantograph.
Switch OFF CE. Use the big fire extinguisher provided in the rack behind
ALP side in the cab. To operate this fire extinguisher, open the COC and
release the gas by rotating the wheel valve. Now CO2 gas will be fill in
the machine room through nozzles and extinguish the fire in the machine
room. In addition to this, two numbers of portable fire extinguishers are
also provided on the loco, which should be used accordingly as per
requirement.
2. To reset the FDU, press the reset knob provided on it. To acknowledge
the fault, press BPFA. Resume normal traction if possible or contact
TLC.
Note:- In case of defect in FDU, P-2 fault message will appear on the
screen without an actual fire. After inspecting the machine room, reset
the reset knob on the FDU. Acknowledge the fault and keep a watch on
the machine room.
Alarm Chain Pulling:
In case of ACP or Guards Brake has been applied, airflow increases.
Following indications appear.
1. Air Flow Indicator needle will deviate.
2. LSAF will glow.
3. Buzzer will sound.
4. BPFA will illuminate with P-2 message (F10 02 P2).
5. Auto flasher will start flashing.
ACTION TO BE TAKEN:
1. Stop the train.
2. Check the formation for any ACP or leakage.
3. Reset the ACP or arrest the leakage.
4. Buzzer will sound continuously until the leakage/ACP is arrested.
5. To stop the sounding of the buzzer, press BPFA.
6. If ACP/leakage is not arrested buzzer will start once again.
7. If all ACP / leakages are reset, all indications will disappear, Press BPFA

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Chapter – 9
CAB AND MACHINE ROOM PANELS
CAB OVER VIEW

CAB OVER VIEW

1 Crew fan 14 Control lever for horn
2 Lamp Loco pilot’s desk illumination 15 Panel ‘D’
3 Pneumatic horn 16 Operation of window
4 Emergency flash light wipers/washers
5 Lamp assistant Loco pilot’s desk 17 Rotary switch cab heater/fan
device illumination 18 Brake handle direct loco brake
6 Crew fan 19 Brake handle automatic train
brake
7 Panel B 20 Foot switch SANDING”
8 Control lever for horn 21 Foot switch “PVEF” for
release of loco brake
9 Panel A
10 Reverser 22 Foot switch “VIGILANCE”

11 TE/BE Throttle 23 Emergency brake Cock

12 PaneI C 24 Parking Brake (PB) gauge
13 MEMOTEL 25 Wiper motor

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 57
PANEL- A

TE/BE METER

LSDJ LSHO LSP LSAF

BA
U
OFF ZBAN LSVW
C

LSCE BL
ZPT BLDJ BLCP BLHO ZTEL BPCS BPPB BPVR

1 UBA Battery Voltmeter

2 U Line Voltmeter
3 BOGIE 1 TE/BE meter - Traction / braking effort, bogie 1
4 BOGIE 2 TE/BE meter - Traction / braking effort, bogie 2
5 ZBAN Spring loaded switch – Banking operation.
6 LSDJ Indication lamp, Red, for Main circuit breaker .
7 LSHO Indication lamp, Yellow, Hotel load (Inactive
on WAG—9)
8 LSP Indication lamp, Yellow - Wheel slipping indication.
9 LSAF Indication lamp, Red - Train parting
10 LSVW Indication lamp, Yellow - Vigilance warning
11 LSCE Lamp, Amber - Over temperature in control electronics.
12 BL Key switch - Activation of Loco pilot’s cab
13 ZPT Spring loaded switch - Raise or Lower Pantograph
14 BLDJ Spring loaded switch - Main circuit breaker “ON” / “OFF”
15 BLCP Spring loaded switch - Main compressors
AUTO mode “ON” / “OFF”
16 BLHO Spring loaded switch - Hotel load “ON” / “OFF”
(Inactive in WAG—9)
17 ZTEL Switch - Max. Traction limitation
18 BPCS Illuminated pushbutton switch - Green-constant Speed control
19 BPPB Illuminated push button switch - Red - Parking brake
20 BPVR Push button, Yellow - Resetting vigilance
21 Emergency Stop button – Red - Emergency stop

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 58

GAUGES – PANEL-B

1 Pressure Brake Cylinder Bogie 1+2

2 Pressure Brake Feed Pipe/Main Reservoir

3 Air Flow Meter

4 Pressure Brake Pipe

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 59

ZLC ZLI ZLDD

BZ-V-O-F

LSFI

BPFA BPFL
BLPR ZPRD ZLFW ZLFR

PANEL-C

1 Screen Display screen.

2 LSFI Indication lamp, Red - Fault message, priority 1
3 ZLC Switch for cab lighting
4 ZLI Switch for Instrument lighting
5 ZLDD Switch for Loco pilot’s desk illumination
6 B-Z-V-O-F Buzzer - Vigilance-Over speed-Fire, with 3 different frequency

7 BPFA Illuminated push button, Yellow – for acknowledging fault

messages
8 BLPR Switch - Head Light, Bright
9 ZPRD Switch - Headlights, Dim
10 ZLFW Switch - Marker lights, white
11 ZLFR Switch - Marker lights, red
12 BPFL Illuminated push button, Yellow - Emergency Flasher Light

PANEL-D

1. ALP Desk Lamp

2. Vigilance Acknowledgement push button
3. 110V socket
4. 110 V socket ON/OFF button

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 60

MACHINE ROOM LAYOUT

WAG-9/WAP-7 WAP-5

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 61
Circuit breakers provided in HB-1

HB-1

62.1/1 63.1/1 55.1/1

47.1/1 53.1/1 59.1/1
TRAN. CONV. SCAV.
MCP-1 TMB-1 OCB-1
PUMP-1 PUMP-1 TMB-1
+OCB-2

54.1/1 56.1/1 CAB CAB

CAB
SCAV. FAN
MRB-1 MRB-1 VENT HEATER

Three phase 415 Volt Aux. Circuit breakers

1. 62.1/1 Circuit breaker, oil pump transformer
2. 63.1/1 Circuit breaker, oil pump converter
3. 47.1/1 Circuit breaker, main compressor (MCP-1)
4. 53.1/1 Circuit breaker, traction motor blower (TMB-1)
5. 55.1/1 Circuit breaker, scavenge blower for TMB and OCB
6. 59.1/1 Circuit breaker, oil cooling unit for transformer/
converter (OCB-1)
Single phase 415 /110 Volt Aux. circuit breaker
1. 54.1/1 Circuit breaker, machine room blower. 415V
2. 56.1/1 Circuit breaker, scavenge blower for machine room blower. 415V
3. 69.61 Circuit breaker, cab ventilation. 110V
4. 69.62 Circuit breaker, cab heater. 415V
5. 69.71 Circuit breaker, crew fan. 110V

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 62

62.1/2 63.1/2 47.1/2 53.1/2 55.1/2 59.1/2

54.1/2 56.1/2 100

Circuit breakers provided in HB-2

Three phase 415 Volt Aux. circuit breakers

1. 62.1/2 Circuit breaker, oil pump transformer
2. 63.1/2 Circuit breaker, oil pump converter
3. 47.1/2 Circuit breaker, main compressor (MCP-2)
4. 53.1/2 Circuit breaker, traction motor blower (TMB-2)
5. 55.1/2 Circuit breaker, scavenge blower for TMB and OCB
6. 59.1/2 Circuit breaker, oil cooling unit, transformer/ converter

Single phase 415 /110 Volt Aux. circuit breakers

1. 54.1/2 Circuit breaker, machine room blower
2. 56.1/2 Circuit breaker, scavenger blower for machine room blower
3. 100 Battery Charger

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 63

SB-1
Mini Circuit breakers provided in SB-1
1 127.3/1 Circuit breaker, Loco pilot’s cab
2 127.12 Circuit breaker, Pantograph, VCB Control
3 127.91/1 Circuit breaker, Power supply 24V/48V
4 310.1/1 Circuit breaker, Lighting front (Head Light Cab-1)
5 127.1/1 Circuit breaker, Electronics traction converter
6 127.1 1/1 Circuit breaker, Power supply Gate Units
7 127.2/1 Circuit breaker, Monitoring
8 127.22/1 Circuit breaker, Electronics, auxiliary converter-1
9 127.9/1 Circuit breaker, Central electronics
10 127.9/2 Circuit breaker, Central electronics

Rotating Switches
11 152 Rotary switch Failure mode operation
12 154 Rotary switch Bogie cut-out
13 160 Rotary switch Configuration
14 237.1 Rotary switch Vigilance device cut-off
15 78 Relay Over Current Relay

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SB-2 panel

Mini Circuit breakers provided in SB-2

1 127.81 Circuit breaker Commissioning-1
2 127.15 Circuit breaker Vigilance control
3 127.7 Circuit breaker Pneumatic panel ( Brake Electronics)
4 127.82 Circuit breaker Commissioning -2
5 48.1 Circuit breaker Auxiliary compressor
6 127.3/2 Circuit breaker Loco pilot’s cab
7 127.91/2 Circuit breaker Power supply 24V/48 V
8 31 0.7/1 Circuit breaker Marker lights
9 310.1/2 Circuit breaker Lighting front ( Head Light Cab-2)
10 310.4 Circuit breaker Lighting machine room
128.1 Air Dryer
11 127.1/2 Circuit breaker Electronics traction converter
12 127.1 1/2 Circuit breaker Power supply Gate Units
13 127.2/2 Circuit breaker Monitoring
14 127.22/2 Circuit breaker Electronics auxiliary converter-2
15 127.22/3 Circuit breaker Electronics auxiliary converter-3
16 127.9/3 Circuit breaker Central electronics
17 127.9/4 Circuit breaker Central electronics
18 127.92 Circuit breaker MEMOTEL speedometer
19 110 Circuit breaker out put battery charger
20 112.1 Circuit breaker control circuit locomotive
21 212 Fire detection equipment
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Rotary Switches provided in SB-1

152 Failure mode operation

This switch is used when angle transmitter of throttle is failed with fault
message F1703P1 or 1803P1. To operate this switch bring throttle to 0 and keep
in 1 position.

0 - Normal Position- Fine control throughout the range

1 - Failure mode- Fine control in steps through auxiliary contacts

154 Bogie cut-out

This switch is used to isolate bogie for any reason.
To operate this switch, open VCB, MPJ F or R, and place this switch in required
position. After 10 second bogie will be isolated.

NORM : Traction converter-1 & 2 ( All TM) in service

I Traction converter-1 isolated

TM 1,2,3 in WAG-9/WAP-7 & TM1,2 WAP-5
II Traction converter-2 isolated
TM 4,5,6 in WAG-9/WAP-7 & TM 3-4 WAP-5
I+II Traction converter-1 & 2 isolated

Isolated bogie cannot bring back to service by placing this switch to normal
position. For bringing back the isolated bogie, Switch off CE and place the
switch in required position and switch ON control electronics.

160 Configuration

This switch is used to select Normal speed or 15 KMPH

1 : Normal Normal speed
0 : Shunting Maximum Speed 15 KMPH

During shunt movement this switch should keep in ‘0’ position. If the switch is 0
position, while moving throttle a message “Loco speed restricted to 15 KMPH”
will display with fault message F1106P2. After shunt movement this should
place in 1 position for normal speed. Before operating this switch stop the loco,
Place MPJ-0

237.1 Vigilance device cut-off

This switch used for isolating VCD during failure

1 : Normal VCD is in service
0 : VCD is isolated

If vigilance system malfunctioning and train comes to a stop, place this switch in
‘0’ position. Fault message F1105P2 will display on screen.

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Chapter – 9
Operating Instructions
Loco Preparation And Inspection:
Before commencement of the journey, perform an inspection check of the
locomotive and through the machine room. In particular, check the following
items:

1. In front Of the Cab:

1. Ensure that the loco is on the rail and under the OHE
2. Ensure that both side MRE, BCE BP, FP hoses are connected properly and
their angle COC are as per requirement. Also ensure that hoses are not
hanging.
3. Ensure that rail guard, cattle guard, has not any damages
4 Ensure that the CBC is having no abnormalities and the locking pin is
available and it is provided with the operating handle.
5. Ensure that the UIC connector sockets are covered.
6. Ensure that the Flasher Light, marker lights, headlights are glowing properly
and their glasses are clean.
8. Ensure that both look out glasses are clean and wipers are wiping properly.

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

1. Ensure that all the sand boxes are filled with dry fine sand and sanders are
working properly.
2. Ensure that the additional angle COC of MRE & BCE are opened.
3. Ensure that Air dryer unit is in service and that D-in open, D- out open & D-
off closed.
4. Ensure that all suspension dampers and helical springs have no abnormalities
like cracks etc.
5. Guide rods are fitted properly and its bolts are tightened.
6. All brake riggings; brake blocks, brake shoes, sleeve rods, assembly hanger
arrangements are OK.
7. Wheels are not skidded.
8. Return current bushes are connected properly.
9. Parking brake cylinders are provided with manual release hook.
10. Traction link is fitted properly and their all 6+6 bolts are tightened.
11. Oil level in CP is above minimum mark; also ensure that CP foundation bolts
are tightened.
12. Bogie brake -1 COC is in open condition.
13. Battery box cover is locked.
14. Safety chains are intact.
15. BP and FP additional COC are in open condition.

3. Below Machine Room No. 2

1. Ensure that all sand boxes are filled with dry fine sand and sanders are
working properly.
2. Ensure that additional angle COC of MRE & BCE are opened.
3. Ensure the all suspension dampers and helical springs have no abnormalities
like cracks etc.
4. Guide rods are fitted properly and its bolts are tightened.
5. All brake riggings; brake blocks, brake shoes, sleeve rods, assembly hanger
arrangements are proper.
6. Wheels are not skidded.
7. Return current bushes are connected properly.
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8. Parking brake cylinders are provided with manual release hook.
9. Traction link is fitted properly and their all 6+6 bolts are tightened.
10. Oil level in CP is above minimum mark; also ensure that CP foundation bolts
are tightened.
11. Bogie brake -2 COC is in open condition.
12. Battery box cover is locked.
13. Safety chains are intact.
14. BP and FP additional COC are in open condition.

4 Cab
1. Cab and look out glasses are clean.
2. All switches are normal, ZBAN-OFF, BLCP-AUTO
3. Emergency exhaust cocks are normal.
4. Water is filled up in the windshield washer unit.
5. Spare hoses, wooden wedges are provided in side locker.
6. Both the fixed and hand-held fire extinguishers are in good condition and
filled with gas.
9. Ensure that the emergency push button is released.

5. Machine Room
1. Control and power Circuit breakers in cubicle SB-1 , SB-2 , HB-1 and HB-2
are normal
2. Switches provided in SB-1 are in normal position.
3. Oil levels of conv-1/2 and transformer-1/2 are above min mark.
4. All fittings and connections are normal.
5. Outer cover of any power equipment is not opened.

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

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Chapter – 10
How To Energise The Loco:
1. Check the machine room and cubicle HB1/2,SB1/2 and pneumatic panel
and ensure that all Circuit breakers, rotating switches and cocks in the
Pneumatic Panel are in Normal position and ensure that key ‘IG-38’ is
provided on pneumatic panel. Also ensure that panto selector switch is at
normal position.
2. Operate battery circuit breaker No.112.1 to ‘ON’ position in cubicle SB-
2. Also ensure that CHBA circuit breaker no. 110 (SB-2) is at ON
position.
4. Enter the operating cab.
5. Insert A-9 handle at ‘Neutral’ position and move it to ’RUN’ position by
lifting the lock.
6. Insert ‘BL’ key in ‘OFF’ position and turn it to ‘D’ position.
a. Display screen and Speedometer will be switched on.
b. MCPA will automatically start (if pressure is less).
c. UBA will deviate to 110 volts.
d. LSDJ will glow.
All above indications indicates that Control Electronics is ‘ON’.
7. The message “Loco is in configuration, please wait” will appear on the
screen and self testing is done for 10 seconds.
8. During testing, all pilot lamps will glow and extinguish. Bogie-1 & 2
meters will deviate both in TE/BE mode and come to 0
9. After testing, display will show node FLG No. 504.
10. Now press ‘ZPT’ in ‘UP’ mode for rising of pantograph. Node FLG 550
will display. Confirm the touching of pantograph with contact wire.
10. U-meter will deviate and indicate the value of OHE voltage.
11. Now close VCB by pressing BLDJ.
13. If LSDJ extinguishes release BLDJ. Node FLG 570 will appear on the
screen. Loco is energized.
14. All the auxiliary motors will start automatically.
11. Ensure that BLCP is at AUTO position.
12. After building up of MR pressure to 6.4 kg/cm2, set Reverser to F/R as
per requirement. Now node FLG 590 will display.)
14. Check effective brake application.
15. Now operate throttle in TE direction.
16. TE /BE meter will deviate in TE side indicating that traction is available.
Node FLG 596 will appear on the screen.
17. Check the loco brake power. Release loco brakes.
18. Now train/loco can be moved.

Note:
Priority -1 message will appear on the screen if: -
1. If Reverser is moved to position F or R when MR pressure is below 6.4
kg/cm2
2 If throttle is operated without releasing parking brakes.
3. If throttle is operated without recharging BP to 5 kg/cm2.

Information message will appear on the screen:-

1. If throttle is operated before node information No. 590.
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Operation Of BL Key
BL key is operated in the following modes:
1. DRIVING MODE: (Off to D)
2. SELF HOLD MODE. (D to Off)
3. Switching OFF control electronics: (D to Off to C to Off)
4. COOLING MODE: (D to Off to C to Off to C)

Driving Mode:
This mode is used to drive the loco. To achieve this mode Loco pilot has to:
1) Insert BL key in ‘OFF’ position.
2) Turn it clockwise from ‘OFF’ to ‘D’
3) By doing so, following indications will confirm the driving mode:
a) LSDJ will glow
b) UBA will show the battery voltage.
c) Display screen will be activated.
d) Speedometer screen will be activated.
e) Control electronics will be switched ON.
f) All pilot lamps will glow and extinguish, bogie meters will deviate
and FL will be tested.
Self Hold Mode:
1) This mode is used for changing cabs.
2) Open DJ and lower the pantograph
3) Rotate ‘BL-key’ from ’D’ to ‘OFF’. Now control electronics will remain
‘ON’ for 10 minutes and then it will become ‘OFF’ automatically.
4) Within this 10 minutes cab to be changed.

Switching Off - Control Electronics:

Loco pilot has to switch off control electronics in many cases like;
a) Making the loco dead.
b) During troubleshooting.
c) For taking the isolated sub system into service.
d) Before resetting tripped circuit breakers or before rotating any switch.

To switch off the control electronics, do the following:

1) Stop and secure the train by applying A9 and SA9
2) Open the DJ and lower the pantograph.
3) Operate BL-key from ‘D’ to ‘Off’ (wait for 2 sec.)
4) Operate BL-key from ‘Off’ to ‘C’ and wait until display screen, LSDJ,
and UBA are switched off.
5) This indicates that CE has been switched ‘OFF’.
6) For removing BL key, rotate it from ‘C’ to ‘OFF’.

Note:
1) C.E. will be ‘off’ automatically after 10 minutes in driving mode, if the
pantograph remains in lowered position for more than 10 minutes.
2) If the key switch is moved from “D” to “Off” without opening VCB and
lowering pantograph, results in automatic shutdown of the loco.

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Cooling Mode:
Whenever temperature of control electronics is increases above 70 0 then lamp
LSCE glows on ‘A’ Panel and throttle will not respond.

1. Try to coast in to a station or stop the train at a suitable place.

2. Inform TLC regarding the cooling procedure.
3. Keep the throttle on ‘0’.
4. Keep SA9- in applied condition and A-9 to emergency.
5. Open VCB and lower the pantograph.
6. Move BL key from ‘D’ to ‘OFF’ to ‘C’ to ‘OFF’ to ‘C’
7) Ensure that UBA shows battery voltage and LSDJ glows.
8). Now raise the pantograph and close the VCB.
9). LSDJ will extinguish and loco will energize in the cooling mode.
10. Machine room blowers & scavenging blowers of the MRB will start
automatically to cool the machine room. Ensure the working of machine
room blowers.
11. When the control electronics temperature goes below 70OC, then LSCE will
extinguish.
12. Now Open the VCB, lower the pantograph.
13. Put BL from ‘C’ to ‘Off’ and ‘off’ to ‘D’ and energize loco & resume
traction.

Operation Of Reverser :
Reverser has the following 3 positions.
Position ‘F’ = Forward
Position ‘O’ = Neutral
Position ‘R’ = Reverse
Throttle and reverser are interlocked mechanically.

Driving:
1. After creating MR pressure above 6.4 kg/cm2, move the
reverser into desired position.
3. Release the parking brake if applied.
4. Put A9 to ‘RUN’ position & ensure BP 5 kg/cm2
5. Check AFI is normal.
6) Put SA9 handle to ‘RELEASE’ position.
7) Set the TE/BE throttle to the desired position.
8) In order to increase the adhesion and to avoid wheel slipping, use sanders.
9. Bogie 1 & 2 meters will show in TE side and loco will start moving.

Braking:
 Move the TE/BE throttle to - ‘0’ and ensure bogie 1 & 2 meters come to
zero.
 Use regenerative brake to control the train by moving throttle to BE side.
 Move A9 from ‘RUN’ to ‘Initial Application’. If more brake force is
required, move the A9 handle to the desired position between ‘Initial
Application’ and ‘ Full Service’ & vice versa gradually.
 Regenerative Braking is possible up to 0 KMPH.
 When train stops, apply SA9.
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 71
 Maximum dynamic brake force is 260 KN in WAG-9/WAP-7 & 160 KN
in WAP-5.

Note :- Train brakes can be applied along with Regenerating brakes but Loco
brakes should not be applied simultaneously with Regenerating brakes.

Operation Of Throttle:
TE/BE Throttle
The TE/BE throttle controls traction and the electric braking effort of the
locomotive with an angle transmitter and auxiliary contacts.
The TE/BE throttle has the following three positions:
For Traction
Position 1/3 33% tractive effort
Position 2/3 67% tractive effort
Position TE max 100% tractive effort
Position “0” No tractive / No braking effort
For Regenerative Braking effort
Position 1/3 33% braking effort
Position 2/3 67% braking effort
Position TE max 100% braking effort
NOTE:
If TE doesn’t increase beyond 300 KN in WAG-9/WAP-7 & 150KN in WAP-5
then Loco pilot should check ZTEL switch on ‘A’ Panel. Ensure ZTEL should be
kept in ‘OFF’.
The percentage of the tractive/braking effort is indicated on the two-
tractive/braking meters on ‘A’ panel.

Failure Mode Operation

This mode allows the locomotive to operate even if the angle transmitter of the
TE/BE throttle has failed. (Fault No F1703P1 or F1803P1)
In this mode, driving and electrical braking are controlled by the auxiliary
contacts on the TE/BE throttle.
Driving in failure mode
Driving in failure mode becomes necessary if the difference between auxiliary
contacts and the absolute value of the angle transmitter is greater than 25% of the
full range because of a defective master controller.
The following steps are initiated with a time delay of 2 sec:
1. Traction is set to 0 by the MCE.
2. A priority 1-fault message is displayed.
3. The Loco pilot must now move the rotary switch “152-Failure Mode
Operation” in SB1 into position ‘1’.This deactivates the angle transmitter.
4. The Loco pilot must move the TE/BE throttle into position “0”.
5. The Loco pilot must acknowledge the fault message.
6. The Loco pilot can now select a new TE/BE throttle value carefully.
Position ‘0’ - Fine control though out the range by angle transmitter.
Position ‘1’ - Fine control in steps though auxiliary contacts.

Loco Brake Testing:

1. Apply loco brakes by SA-9.
2. Ensure that brake cylinders are showing 3.5 kg/cm2
Three phase loco note
 72
3. Release parking brakes and release A-9.
4. Operate reverser to forward.
5. Select simulation mode in display panel
6. Move throttle in traction and give 150KN in WAG9&WAP7 and 100 KN
in WAP5 loco.
7. Loco should not move.

How to Change Cabs:

Single Unit
1. Apply loco brakes by SA-9
2. Open VCB
3. Lower the pantograph
4. Remove A9 handle
5. Operate BL key from ‘D’ to ‘off’ and remove it. (CE will remain ON for
10”)
6. Release SA-9.
7. Go to the other cab and energize the loco.

Note:
1) If BL key is switched ‘OFF’ without opening DJ and lowering pantograph,
loco will be shutdown as emergency shutdown procedures will be
initiated.
2) During normal driving, if BL key is switched ‘OFF’, emergency brakes will
be applied as emergency shutdown procedure will be initiated.
3) After moving the BL key switch from ‘D’ to ‘OFF’, the MCE will remain
active for a further 10 minutes. The cab changing should take place within this
time.

Multiple units
1. Switch ‘OFF’ CE in the leading loco and remove the key.
2. Set automatic brake controller to the ‘NEUTRAL’ position and remove the
handle.
3. Release SA-9.
4. Close 70 COC.
5. Go to the other loco and open the 70 COC.
6. Apply SA-9
7. Insert BL key and switch on CE.
8. Insert A-9 handle in ‘NEUTRAL’ and move it ‘RUN’..
9. Energize the MU.

Note:
Change the cabs within the 10 minute period of the self-hold mode or CE
will be switched ‘OFF’.

Banking Mode
When it is required to use the loco as a banker, loco should be operated in the
‘Banking’ mode.
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 73
Procedure:
1) Attach the banking loco to the formation.
2) Trip the VCB and switch on “ZBAN” (A Panel).
3) Initially BP pressure will drop to 0,
4) Close COC 70 & 136 provided on the pneumatic panel.
5) Energise the loco.
6) Couple the BP hose pipe to the formation.
7) Ensure that BP rises to approximately 5 kg/cm².
Note: Loco pilot will receive a priority-2 message (F10 01 P2) that banking
mode is active. It should be acknowledged.

Constant Speed Controller:

This system enables the train to maintain a constant speed automatically and can
be activated at any speed above 5 KMPH by pressing the self-illuminated push
button ‘BPCS’ in the A Panel. If BPCS is pressed, then the loco/train goes into
the constant speed mode.
The control electronics ensures a constant speed by giving tractive or braking
effort to the TM as per the requirement of the road and load irrespective of the
position of the throttle.
The actions of CSC are cancelled in following conditions.
1. Moving of throttle.
2. Pressing ‘BPCS’ while CSC is active, lamp will be extinguished.
3 A drop in ‘BP’ by 0.25 kg/cm2 or above.
4. If BC pressure rises above 0.6 kg/cm2
CSC is activated only when
1. Speed is more than 5 KMPH
2. Throttle in either TE or BE side.
3. Train brakes and loco brakes are not applied
4. If BPCS is pressed once, the self-illuminated green lamp will be lit.

NOTE:
 CSC should be set only when the speed and bogie meters stabilize.
 CSC will maintain the speed only up to the max TE / BE. Speed may vary
if required TE / BE is more than loco capacity. So, in an undulating area
the speed may vary +/- 10 kmph to the preset value.
 So, in such areas, BPCS should be pressed at the required speed allowing
for a margin of 10 KMPH.
 Where the LP’s skill is the predominant factor in driving the train, avoid
using CSC and use your driving skills.
 While canceling CSC, ensure that the needle position of TE/BE meter and
throttle are not in opposite modes. If it so, first bring the throttle to zero
which automatically cancels CSC.

Emergency Stop Push Button

BPEMS (emergency stop) is provided on ‘A’ Panel. In case of an
emergency which threatens the life and property, then LP or ALP to press this
button. If BPEMS is pressed, then the following actions are initiated:

 VCB trips.
Three phase loco note
 74
 TE/BE comes to ‘0’
 Pantograph is lowered
 BP drops to 0 kg/cm2.
 Flasher light will flash.
 Train/Loco brakes applied.
 LSFI will flickers
 BPFA glows
 Fault message ‘F1008 P-1’ appears.
 Train stops on emergency brakes.

BPEMS Resetting Procedure

1) Bring TE/BE throttle to ‘0’.
2) Rotate BPEMS clockwise as per arrow indication on it.
3) Press BPFA and acknowledge the fault.
4) Energise the loco and work the train as per the procedure given.

Automatic Vigilance Control System:

VCD is a fail safe device which is meant for checking and keeping the LP alert.
A foot switch of VCD is provided below Loco pilot’s desk in each cab. Also a
press button ‘BPVG’ is provided on Loco pilots’ desk on the Asst. side. For
VCD to act, the speed of train should be more than 1.5 KMPH.
Loco pilot/Asst. Loco pilot is expected to acknowledge VCD once within
every 60 seconds interval by activating one of the following:
1. Press VCD “Foot switch”
2. Press BPVG
3. Operate throttle in TE/BE with a 3% difference.
4. Operate ‘Sanders’.
If one of the above exercises is done, the Loco pilot is considered to be alert and
the 60 seconds cycle is reset.
If none of the above activities are done once within the 60 seconds cycle, then
buzzer will sound and ‘LSVW’ will glow for the next 8 seconds.
Within these 8 seconds LP or ALP should acknowledge the VCD by pressing
either ‘Vigilance footswitch’ or ‘BPVG’. If not acknowledged, VCD will initiate
penalty emergency braking; TE/BE will become ‘0’ & BP pressure will drop to
2.5 to 3.0 kg/cm2. Fault message F1003 P-1 will be displayed.

Dead Man’s Mode:

If VCD foot switch or if the sanders pedal remains pressed for more than 60
seconds continuously, the system will go automatically into the “Dead Man’s”
mode. A buzzer will sound and lamp LSVW will glow to alert the crew. If
pressed switches are not released within the next 8 seconds, VCD penalty will be
initiated with emergency braking. Fault message F1003 P-1 will be displayed.

Resetting Of VCD Penalty Brakes:

 Bring throttle to ‘0’ and Reverser to neutral.
 A-9 to be kept in application position.
 Wait for 3 minutes.
 Press “BPVR” to reset VCD.
Three phase loco note
 75
 LSVW will extinguish and the buzzer will stop.
 Press ‘BPFA’ for acknowledging the fault message.
 MR/BP pressure would come back to normal
 Resume ‘Normal” traction.

Isolation of VCD:
If VCD penalty brakes apply even if the Loco pilot is acknowledging VCD
correctly as per the procedure, it is assumed that VCD is malfunctioning. In such
cases stop the train, take safety measures. VCD should be bypassed by keeping
switch no. 237.1 (SB-1) on ‘0’ position. Same to be logged in the log book.
Proceed carefully, duly informing TLC.

PASSING NEUTRAL SECTION ( SU )

Before approaching the neutral section:
1. Ensure that MR pressure is between 8.5 to 10 kg/cm²
2. Bring TE / BE throttle to ‘0” gradually before 250M board.
3. At the DJ open board, open VCB. LSDJ will glow.
4. U meter will continue to show OHE supply.
5. At the actual Dead Section, U meter will drop down to “0” and will again
shoot up after passing the Dead Section.
6. In PTFE type neutral sections, at higher speeds, needle will just seen to
fluctuate.
7. At DJ Closing board, close VCB and resume normal traction.

In case of MU operation:
 The command from the master locomotive to switch the main circuit breaker
“ON”, “OFF” also controls the main circuit breaker on the slave loco.
 The VCB of the slave loco is switched on after a delay of 0.5 seconds
following the switch on of the master loco. When switching off, there is no
delay.
 While passing neutral section follow the procedure mentioned for SU, but
VCB should be closed after passing one mast after DJ close board.

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 76

Chapter-11
FAULTS DIAGNOSTICS
Display Screen

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 77
Screen Structure

Faults With Priority.1(P-1):

 LSFI will flicker.

 BPFA will glow.
 A protective action is initiated:
 TE/BE will come to zero
 VCB may open.
 Priority-1 message will be displayed.
 The action to be taken is clear.
 The action to be taken must be initiated immediately.
Faults with Priority-2 (P-2)
 The action to be taken is not entirely clear.
 The action to be taken does not have to be initiated immediately.
 The faults can be remedied manually by Loco pilot.
 BPFA will glow.
 P-2 message will appear on screen.
 If a P-2 message is ignored, it may lead to a P-1 fault.

NOTE :
Three phase loco note
 78

 If a fault message appears on the screen, the yellow self-illuminated push

button “BPFA” lights up. If this is fault of P-1, the red indication lamp
“LSFI” starts flashing at the same time.
 If a fault message with P-1 is displayed, a fault message with P-2 will be
suppressed on the screen.
 A fault message with P-2 remains on the screen, until it is overwritten by
a fault message with P-1 or by a subsequent P-2 fault.

Isolation of a Sub System:

A constant P-1 fault or P-2 fault occurring twice within a 30 minute
period causes the appropriate subsystem to be isolated automatically.
If a sub-system has been isolated, it does not issue any more fault
messages or signals. Only the LSFI remains glowing.

Acknowledgement of a Fault Message:

P-1 Fault :
If a P-1 fault occurs, the fault message must be acknowledged by pressing
BPFA before the loco can travel further. If the Loco Pilot fails to acknowledge
the fault, the protective measures introduced will remain in force and the fault is
also not remedied.
- Fault message can be acknowledged by pressing BPFA. After
acknowledgement, if LSFI extinguishes, it indicates that the loco is normal.
But even after acknowledgement, if LSFI continues to glow steadily, it
indicates the isolation of the faulty sub-system.
P-2 Fault:
P-2 faults are also acknowledged by pressing BPFA. Even if it is not
acknowledged, the locomotive will be able to operate. The fault message will
remain visible on the screen until it is over written by a P-1 fault message or by a
subsequent P-2 fault message.

Indication and Recognition of faults:

Self-Illuminated Push Button for Fault Acknowledgement (BPFA):

On occurrence of any fault, the illuminated push button for fault
acknowledgement will light up and fault message will appear on the display. The
Loco pilot is required to acknowledge the fault by pressing BPFA. On
acknowledgement, BPFA will be extinguished and the display will be cleared.

Signaling Lamp for Fault Indication (Red) (LSFI):

In case of a P-1 fault, the fault status lamp LSFI will start blinking. Additionally,
BPFA will glow continuously. On acknowledgement of the fault, both the lamps
will be extinguished. But if any subsystem is isolated, then LSFI will glow
continuously.

Automatic display of diagnostic messages:

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 79
The fault or isolation messages include following information:
• Locomotive number on which the fault or the subsystem isolation has occurred
• Name of the subsystem affected (SS01 to SS19)
• Type of fault /subsystem isolation and the related consequences
• Instructions to the Loco pilot.

STATUS CODE:

Status Code
First Digit Second Digit
0- No Sub system is isolated. 0- No fault with priority -1 or 2.

9- At least one subsystem is 1- At least one priority 1 fault.

isolated
2- At least one priority 2 fault
00 - No sub system is isolated and no fault.

01 - No sub system is isolated but at least one P-1 fault.

02 - No sub system is isolated but at least one P-2 fault.

90 - At least one sub system is isolated but no other faults.

91 - At least one sub system is isolated and at least one P-1 fault.

92 - At least one sub system is isolated and at least one P-2 fault.

FAULT MESSAGE

DISPLAY OF SUBSYSTEM STATUS

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 80
Using the keys in the display unit, the Loco pilot can see the status of all the
subsystems of all locomotives (MU) within the train composition.
• Checking the status of all locomotives within the train composition: The status
of each individual locomotive is indicated by a two-digit number.
• Checking the status of the subsystems within one locomotive: The status of the
individual subsystem is indicated by a two-digit number.

Browse Mode
This mode helps Loco pilots in retrieving the existing fault in the display in the
even if it had disappeared after acknowledgement. If the train composition
consists of two locomotives, the Loco pilot can select the locomotive that he
wants to process first.
To access the ‘Browse Mode’:
 Press Home.
 Select Vehicle Diagnostics
 Select Browse Mode.

Diagnostic Messages
Three types of messages are displayed on the display screen in the cab:
1. Information messages
2. Fault messages
3. Isolation messages
Fault & Isolation Message Structure

List of Subsystem
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SS01 Main power

SS02 Traction Bogie 1
SS03 Traction Bogie 2
SS04 Harmonic filter
SS05 Hotel load
SS06 Aux Converter 1
SS07 Aux Converter 2
SS08 Aux Converter 3
SS09 Battery System
SS10 Brake System
SS11 Auxiliaries HB1
SS12 Auxiliaries HB2
SS13 Cab 1
SS14 Cab 2
SS15 Fire detection
SS16 Speedometer
SS17 Processor FLG1
SS18 Processor FLG2

List of Isolation Messages

SS01: Main power

MAIN POWER ISOLATED; VCB inhibited
Loco is dead. Ask for relief loco

SS02: Traction bogie 1

BOGIE 1 ISOLATED; Only half traction and braking power
available
Inform to TLC and make a remark in the log book.

SS03: Traction bogie 2

BOGIE 2 ISOLATED; Only half traction and braking power
available.
Inform to TLC and make a remark in the log book

SS04: Harmonic Filter

HARMONIC FILTER ISOLATED
Speak to TLC. Reduce speed below 40 km/h
Inform to TLC and make a remark in the log book

SS06: Aux. Converter 1

AUXILIARY CONVERTER 1 ISOLATED
Driving still possible. Max. Ventilation level will be reduced
Inform to TLC and make a remark in the log book

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SS07: Aux. Converter
AUXILIARY CONVERTER 2 ISOLATED
Driving still possible. Max. Ventilation level will be reduced
Inform to TLC and make a remark in the log book

SS08: Aux. Converter

AUXILIARY CONVERTER 3 ISOLATED
Driving still possible. Max. Ventilation level will be reduced
Inform to TLC and make a remark in the log book
SS13: Cab 1
CAB 1 ISOLATED Drive from Cab 2 . Change to Cab2
Inform to TLC and make a remark in the log book

SS14: Cab 2
CAB 2 ISOLATED Drive from Cab 1 Change to cab-1
Inform to TLC and make a remark in the log book
SS17: FLG 1
FLG1 ISOLATED
No multiple operations possible, Inform to TLC and make a
remark in the log book
SS18: FLG 2
FLG2 ISOLATED
No electrical brake power available, Inform to TLC and make a
remark in the log book
SS19: Train bus
TRAINBUS ISOLATED
Multiple operations not possible, Inform to TLC and make a
remark in the log book

List Of Information Messages

Information 001
SELF HOLD MODE ACTIVE
After 10 min MCE will switch off.

Information 002
MORE THAN ONE CAB ACTIVE
Deactivate non-driving cab
Otherwise after 10 min MCE switches off

Information 003
TRACTION MAY NOT BE AVAILABLE ON THIS LOCO OR ON THE
SLAVE LOCO
Bring throttle to 0. Then set again.

Information 004
TRAINBUS CONFIGURATION RUNNING
Please wait

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Information 005
FULL TE/BE RESTORED

Information 006
PANTO RAISING
Please wait

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Chapter - 12
Multiple Unit Operation
Multiple operation with two locomotives
In multiple operations, a maximum of two locomotives can be operated. Both
must be directly coupled to one another.
While in motion, the front Loco pilot’s cab is usually activated.
When linking up or in unusual situations, it is also possible to control the
locomotives from the rear Loco pilot’s cab.
The train bus configuration for multiple operations is only possible from the
Loco pilot’s cab at the uncoupled ends. A configuration from a rear Loco pilot’s
cab is referred to as single-unit traction. The train bus automatically checks the
configuration:
The leading locomotive is called the Master Locomotive and the trailing loco is
called the Slave Locomotive.
The two locomotives are said to be properly coupled together, if it is
mechanically and pneumatically connected along with the UIC cable. all
Commands are transmitted down the UIC cable.

Energizing MU loco

1. Switch ON MCB 112.1 and ensure MCB 110 in ON in both locomotives.

2. If both locomotives are in deactivated condition first enter into Slave loco
and switch ON control electronics.
3. After FLG 504 appear on screen, remove the BL key in self hold mode from
the slave loco.
4. Close the 70 COC of the slave locomotive.
5. Proceed to master loco and switch ON control electronics and now both the
locos will be configured.
6. After the configuration procedure, DDS will display loco numbers of the
master and slave locomotives.
Example :
Train configuration
Loco 31001
Loco 31002

Note :
If configuration proves impossible (or if no locomotive is available)
locomotive number 00000 appears.
7. While pressing ZPT both distant pantograph will raise.
8. While pressing BLDJ leading loco VCB will close first and slave loco VCB
will close after delay of 0.5 seconds.
If more than one Cab is activated, one loco will shutdown and a
corresponding message displays in both locomotives.

Uncoupling
Master and slave locomotives are available and both are ready.
1. Shut down both locomotives in accordance with regulations (VCB switched
off, pantograph lowered).

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2. Remove the UIC cable and disconnect the locomotives pneumatically and
mechanically.
3. Both the locomotives are now ready for setting up as a single locomotive.
Note:
If for any reason the train bus link is interrupted, or if both locomotives
are set up or in motion, the system protection initiates a monitored shut down of
the slave locomotive.
Reaction:
The pantograph of the slave locomotive is lowered and a corresponding
fault message appears on the screen of the master locomotive.
Sanding
Sanding on both locos can be initiated by the Loco pilot by pressing the sanding
foot switch on the master loco.

Pantograph
In multiple operations, both the most distant pantographs are raised if
“pantograph selector switch” in both the locomotives are in “AUTO” position.
The train bus connections define the free end of each locomotive.
The command from the master locomotive to raise/lower the pantographs also
controls the pantographs on the slave locomotive.

Main circuit breaker

The command from the master locomotive to close the VCB of the master
loco also closes the VCB on the slave locomotive.
The VCB on the slave locomotive is closed after a delay of 0.5 seconds. When
opening VCB, there is no delay.
Note:
If the VCB on the slave locomotive cannot be closed due to any fault, an
appropriate fault message appears on the screen.

Regenerative brake
During multiple operation, there is a limitation on the regenerative brake on the
slave locomotive. This limitation reduces forces on the loco buffers (prevention
of derailing).

Constant Speed Control (CSC)

During multiple operations, the constant speed control of the slave locomotive is
inactive. The train bus transmits the selected tractive/braking effort from the
master locomotive to the slave locomotive. The master loco performs all speed
controlling functions, demanding TE/BE on both locos.

Compressor control
The compressors are able to operate in three different modes.
These modes can be selected with the spring-loaded switch BLCP

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“Off” Both Compressors switched off.
“Auto” Automatic pressure monitoring.
“Man” Both Compressors switched on (manual monitoring).
The selected position of the compressor switch is transmitted to
the slave locomotive.
In the “Man” and “Off” positions, all main compressors in both
locomotives are controlled directly.
In the position “Auto”, If main reservoir pressure reaches 8 kg/cm2 on the
master or slave locomotive activates both compressors on both locomotives.
When pressure reaches 10kg/cm² all compressors will stop.

Parking brake
The multiple unit cannot drive if one of the parking brakes is applied.
Note:
An activated parking brake on the master or slave locomotive is indicated
in the activated Loco pilot’s cab of the master locomotive by the red illuminated
push button “BPPB”.

Emergency Brake
An emergency brake on the slave locomotive can only be initiated in the
following manner:
1. By actuating the brake handle of the automatic train brake to “Emergency”
position.
2. By actuating the emergency brake cock on the assistant Loco pilot’s side. If
the pressures switch 269.1 on the master or slave locomotive registers
actuation of the emergency brake, the ensuing command for emergency
braking applies to both locomotives.
The master for all other emergency braking commands is the master for all other
emergency braking commands is the master locomotive in the double
(multiple)Unit.

Other Brake functions

If the pressure switch 269.6 registers a pressure in the brake cylinder of
any bogie and if speed exceeds 10 km/h, tractive effort is set to 0.

Note:
If the electrical brake on one of two locomotives fails, the electrical brake
on the other locomotive remains functional.

Sanding
Sanding on both locos can be initiated by the Loco pilot by pressing the sanding
foot switch on the master loco.

Fire alarm
Fire detection on the slave locomotive initiates an audio signal on the master
locomotive.

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In addition, the VCB on the slave locomotive is opened and a P-1fault message
appears on the displays of both the locomotives.
Trailing mode
Trailing mode means that on the master locomotive, in a multiple unit, if no
tractive effort is available and if both bogies are electrically isolated, the Loco
pilot’s cab of the master locomotive still controls the slave locomotive.
The status of the master locomotive is as follows:
1. VCB switched off.
2. Pantograph is lowered.
3. Train bus is working correctly.
4. Pneumatic brake system is working correctly.
5. Brakes are controlled from the master locomotive.
6. The TE/BE meters show the values for the slave locomotive only.

Note:
All equipments on the master locomotive are supplied by the battery and
are functional for a maximum of 5 hours, if battery is fully charged.

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Chapter - 14
DEAD LOCO MOVEMENT

(FOR DETAILS, REFER RAILWAY BOARD LETTER No. 2000 /M (L)

/466/803/Pt. dated 28.06.2006)
Hauling 3-Phase loco fitted with E-70 brake system as a dead loco.
These locomotives are fitted with electro pneumatic E-70 brake system. These
locomotives in dead condition can be hauled both by locomotives fitted with
IRAB-1/28LAV-1 brake system and locomotives fitted with E-70 brake system.
If these locos are coupled with conventional A.C. locos as a dead, then direct
loco brake application is not possible by SA-9 since MRE & BCE can not be
coupled but if BP is dropped from the live loco, conjunction loco brake
application will take place in the dead loco.

A) Hauling dead WAP-5/WAG-9 electric locomotive fitted with E-70 brake

pipe control system in a train.
1. Switch off BLDJ and lower the pantograph of the loco to be sent as dead.
Isolate the pantograph through panel isolating Cock on pneumatic panel.
2. Switch off CEL as follows:
a) Operate BL-key from ‘D’ to ‘Off’ (wait for 2 sec.)
b) Operate BL-key from ‘Off’ to ‘C’ and wait until display screen,
LSDJ, and UBA goes off.
c) It indicates that CE is get’ OFF’ and now rotate BL from ‘C’ to ‘OFF’.
Switch off the ‘circuit breaker control circuit locomotive’ (112.1) in SB2
panel.
3. Couple the dead loco in the train.
4. Put auto brake controller (A9) in “Neutral” position in both cabs of dead
loco.
5. Put the direct brake controller (SA9) in “Release” position in both cabs of
dead locomotive.
6. Drain the Main and Aux. reservoirs of dead locomotive completely. After
draining out, close the drain Cock of main reservoir and aux. reservoir.
7. If loco brake in the dead locomotive have not got released, which can be
verified by observing the BC pressure gauge, then release the same in the
following steps.
ii) Manual handle of distributor valve at pneumatic panel should be
operated manually to release control pressure. BC pressure shall
automatically vent through D2 relay valve to release loco brakes.
iii) In case residual BC pressure remains in brake cylinder line, the BC
pressure should be released through bogie isolating Cock of both bogies.
Make bogie-isolating Cocks in ‘Normal’ position after releasing the BC
pressure
8. In the dead locomotive, ensure isolating Cock position in the pneumatic
panel as follows. (Towed dead):

Cock 47 74 136 70
(Dead (Emergenc (Brake (E-70

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 89
Engine) y/ Feed Pipe) brake pipe)
Vigilance)
Position Open Closed Closed Closed

9. Connect BP pipe of the dead loco to the BP pipes of load and open BP
angle Cock of both of loco and load side. The aux. reservoir on dead
locomotive will get charged from BP supply. Check the BP pressure
gauge in the cab of dead loco. It should show the same pressure as that of
the load in case of load (In case of locos are to be attached on a train
having twin pipe i.e. both BP and FP then FP of dead locos should also
connected and its angle Cock should be opened.)
10. Release the parking brakes of dead loco by Release push button. Lock
the parking brakes in release condition and ensure parking brake are
released and PB gauge will show 6 Kg/Cm2.
The parking brake units are fitted on the following wheels:

LOCO TYPE WHEEL POSITION OF PARKING BRAKE

UNITS
WAP5 1 4 5 8
WAG9/WAP7 2 6 7 11

11. Apply auto brakes (A9) in the working locomotive and check that loco
brakes on both the locomotives are getting applied. Then release the auto
brake in the working loco and check that loco brakes are getting released on
both the locomotives. Rear locomotive (WAG-9 / WAP-5 dead) takes about
1 minute to release.
12. As a final check, run the coupled loco for about 500 metres and feel for any
abnormal rise in temperature of wheels of dead loco and also check if at
subsequent stop during journey.
13. Remember that in the dead locomotive, the loco brakes takes about 1 minute
to release after auto brake application from the live loco. Hence after every
auto brake application and release wait for adequate time (minimum 1
minute) for release of loco brakes in dead locomotive before resuming
traction
14. After reaching the destination, before detaching the working loco,
a) Unlock the Release plunger of parking brake solenoid valve no. 30.
b) Apply parking brakes on dead locomotive by application plunger of
parking brake solenoid valve no. 30.

B) Hauling dead WAP5/WAG-9 locomotive fitted with E-70 brake pipe

control system when attached next to leading working locomotive:
1. Switch off BLDJ and lower the pantograph of the loco to be sent as dead.
Isolate the pantograph through panel isolating Cock on pneumatic panel.
2. Switch off CEL as follows:
a) Operate BL-key from ‘D’ to ‘Off’ (wait for 2 sec.)
b) Operate BL-key from ‘Off’ to ‘C’ and wait until display screen,
LSDJ, and UBA goes off.
c) It indicates that CE is get’ OFF’ and now rotate BL from ‘C’ to ‘OFF’.

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 90
Switch off the ‘circuit breaker control circuit locomotive’ (112.1) in SB2
panel.
3. Couple the dead loco in rear of the working loco.
4. Put auto brake controller (A9) in “Neutral” position in both cabs of dead
loco.
5. Put the direct brake controller (SA9) in “Release” position in both cabs of
dead locomotive
6. Drain the Main and Aux. reservoirs of dead locomotive completely. After
draining out, close the drain Cock of main reservoir and aux. reservoir
7. If loco brake in the dead locomotive have not got released, which can be
verified by observing the BC pressure gauge, then release the same in the
following steps.
i) Manual handle of distributor valve at pneumatic panel should be
operated manually to release control pressure. BC pressure shall
automatically vent through D2 relay valve to release loco brakes.
ii) In case residual BC pressure remains in brake cylinder line, the BC
pressure should be released through bogie isolating Cock of both
bogies. Make bogie-isolating Cocks in ‘Normal’ position after
releasing the BC pressure

8. In the dead locomotive, ensure isolating Cock position in the pneumatic

panel as follows. (Towed dead):

Cock 47 74 136 70
(Dead (Emergency/ (Brake (E-70
Engine) Vigilance) Feed brake pipe)
Pipe)
Position Open Closed Closed Closed

9. Connect BP pipe of the dead loco to the BP pipe of working loco and open
BP angle Cock of both the locos. The aux. reservoir on dead locomotive will
get charged from BP supply of the working locomotive. Check the BP
pressure gauge in the cab of dead loco. It should show the same pressure as
that of the live locomotive (In case of locos are to be attached on a train
having twin pipe i.e. both BP and FP then FP of both the locos should also
connected and its angle Cock should be opened.)
10. Release the parking brakes of dead loco by Release push button. Lock
the parking brakes in release condition and ensure parking brake are
released and PB gauge will show 6 Kg/Cm2.
The parking brake units are fitted on the following wheels:

LOCO WHEEL POSITION OF PARKING BRAKE

TYPE UNITS
WAP5 1 4 5 8
WAG9 2 6 7 11

11. Apply auto brakes (A9) in the working locomotive and check that loco
brakes on both the locomotives are getting applied. Then release the auto
brake in the working loco and check that loco brakes are getting released on

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both the locomotives. Rear locomotive (WAG-9 / WAP-5 dead) takes about
1 minute to release.
12. As a final check, run the coupled loco for about 500 meters and feel for any
abnormal rise in temperature of wheels of dead loco and also check if at
subsequent stop during journey.
13. . After reaching the destination, before detaching the working loco,
c) Unlock the Release plunger of parking brake solenoid valve no. 30.
d) Apply parking brakes on dead locomotive by application plunger of
parking brake solenoid valve no. 30.

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 92
C) Hauling dead locomotive fitted with IRAB-1/28LAV-1 brake system by
WAP-5/WAG-9 locomotive

1. Set up the IRAB-1/28LAV-1 locomotives for hauling dead in normal

condition.
2. Connect BP pipe of the dead loco to the BP pipes of working loco and open
BP angle Cock of both of loco and load side. The aux. reservoir on dead
locomotive will get charged from BP supply. Check the BP pressure gauge
in the cab of dead loco. It should show the same pressure as that of the live
locomotive (In case of locos are to be attached on a train having twin pipe
i.e. both BP and FP then FP of both the locos should also connected and its
angle Cock should be opened.)
3. Check the release of parking brakes/hand brakes of dead loco by moving the
parking brake/hand brakes unit by hand and observing the clearance between
the brake blocks/pads and the wheels wheel disc.
4. Apply auto brake (A9) in the working locomotive and check that loco brakes
on both the locomotives are getting applied. Then release the auto brake in
the working loco and check that loco brakes are getting released on both the
locomotives.
5. As a final check, run the coupled loco for about 500 meters and feel for any
abnormal rise in temperature of wheels of dead loco and also check if at
subsequent stop during journey.
6. After reaching destination, before detaching the working loco, apply parking
brake/hand brake on dead locomotive.

MICELLANEOUS
Protection of Transformer oil temperature:
1. When the transformer oil temperature exceeds 90
degrees tractive effort comes to zero.
2. When the transformer oil temperature exceeds 95
degrees tractive effort comes to zero and GTO stops.
3. When the transformer oil temperature exceeds 100
degrees VCB opens.

THE SUMMARY OF THE RB LETTER REGARDING DEAD LOCO

MOVEMENT
• De-energize the loco and switch off control electronics, Switch off 112.1.
• Remove A9 handle and keep SA9 in release position
• Drain out Main and AR reservoir pressure
• Ensure loco brake is released. If not, release distributor valve. If still not
released, close BC and release the brakes. Finally open BC cocks.
• Close 74,136,70 cocks and open 47 cock
• Connect BP & FP pipes of leading loco to the dead loco
• Lock the parking brakes in released condition and ensure PB is released.
• Release manually if required by pulling release handle of each cylinder.
• Apply and release A9 in working loco and ensure loco brake is released.
Give more time to release dead loco brakes.
• After running 500 m stop and check if the dead loco brakes are released.
Three phase loco note
 93
• In TPWS provided loco close TPWS cocks in both cab provided below
A9.

• LOCO GROUNDING: Loco should be grounded while climbing loco

roof to attend any trouble on loco body like removing foreign body,
securing damaged pantograph etc.
•
• PROCEDURE:
• 1. Stop the train at convenient place and secure the train.
• 2. Open VCB and lower pantograph.
• 3. Rotate IG-38 in anti clockwise direction and extract key.
• 4. Insert the key in empty socket of HOM box and rotate in clock wise
direction.
• 5. Operate HOM handle by 180 degrees by taking it out from latch.
• 6. Rotate yellow KABA key in clock wise direction and extract the key
and keep in personal custody.

Continuity Test for Goods Train:

1. Ensure BP pressure is charged 5 kg/cm² in loco and 4.8 Kg/cm² in Guard
van.
2. Bring A9 handle to application and drop BP pressure to 4 kg/cm² and
close 70 cock.
3. Keep Mode switch in Test position for Knorr brake system.
4. Guard to open the emergency brake valve until all the air pressure is
exhausted. Close the valve after complete BP destruction.
5. In case the BV is not the rear most vehicle, open the BP angle cock on the
rear end of the last vehicle until all air is exhausted and then close the
angle cock.
6. LP to ensure BP pressure has dropped to '0' and does not commence to
rise again.
7. If the BP pressure does not fall to '0' in the loco, check the formation for
any fault such as closing of BP angle cocks in between the vehicles of the
train.
8. Normalize the A9 and 70 cock or Mode switch in case of Knorr brake
system locos and ensure BP pressure is charged in the loco to 5 kg/cm²
and 4.8 Kg/cm² in Guard van.

Continuity test Pass/Express Trains:

1. Ensure BP is 5 kg/cm² and FP pressure is 6 kg/cm² pressure in loco.
Three phase loco note
 94
2. Guard to ensure 4.8 kg/cm² of BP and 5.8 kg/cm² FP pressure in the rear
BV.
3. Bring A9 handle to application so as to drop BP pressure to 4 kg/cm²and
confirm from the Guard that pressure in BP Gauge in the rear BV is
between 3.6 to 4.0 kg/cm².
4. Bring A9 handle to release position and ensure BP pressure recharges to 5
kg/cm²and 4.8 kg/cm2 in Loco and BV respectively.
5. Close 70 cock and inform guard to open the Emergency brake valve until
BP pressure drops to 3.6 kg/cm² and then Guard Emergency brake valve
to be closed.
6. The Guard must confirm from Loco Pilot that the BP pressure dropped to
3.6 to 4.0 kg/cm² in the Loco.
7. In case the BV is not the rear most vehicle, open the BP angle cock on the
rear end of the last vehicle.
8. If the BP pressure does not drop to3.6 to 4.0 kg/cm² in the loco, check the
formation for closing of any BP angle cocks in between the vehicles of
the train.
9. After rectifying the fault, further continuity test must be carried out.
10. Open 70 cock and ensure BP pressure recharges to 5 kg/cm²and 4.8
kg/cm² in Loco and rear BV respectively.

Failure of equipments

Certain important systems are double or installed with redundancy to ensure

locomotive remains as functional as possible when ever fault occurs.
Power circuit
Every bogie is equipped with separate converter. If one converter failed loco can
work with other bogie.

Auxiliary circuits

If one BUR fails, the other two BUR can continue to supply the auxiliary
circuits. If two BUR fails loco cannot function.

Central Electronics
The CEL contains the processors FLG1&2, HBB 1&2, and STB 1&2. Failure of
processor has the following consequences.
Failure of HBB-1
Cab -1 is isolated. Change of cab is necessary if working from Cab-1.
Monitoring of MCB will not function.
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 95
Monitoring of earth fault relay 415/110V will not function.
Monitoring of fuse auxiliaries 415/110V will not function

Failure of HBB-2

Cab-2 is isolated. Change of cab is necessary if working from cab-2

In addition the following functions fail
1. Parking brake can only be released manually on the Pneumatic panel
2. Regenerative braking not available
3. VCD to be isolated manually using 237.1
4. Pantograph -1 not operative, use pantograph -2
Monitoring of following pressure switches is not available
1. Direct brake
2. Pantograph 1&2
3. Train parting
4. Low pressure main reservoir- Keep BLCP in MAN position if pressure
drops.
5. Feed pipe pressure
6. Brake cylinder bogie 1&2

Failure of STB-1

Cab-1 and hotel load will be isolated. Change driving cab if working from cab-1
Air dryer, Hotel load, Switch failure mode operation, Switch bogie cut out will
not function.

Failure of STB-2

Cab -2 is isolated. Change cab if working from Cab-2

The following functions also fail
1. Monitoring of MCB of Oil pumps, OCB, TMB and scavenge blowers.
2. Over speed protection,
3. Alarm Speed-o-meter,
4. Fire alarm in master locomotive if any fire in slave loco,
5. VCD Buzzer

Failure of FLG-1
Angle transmitter of Cab -1, TE/BE meter, Multiple operation are failed.
Use failure mode operation using 152.

Failure of FLG-2

Angle transmitter of cab-2, Regenerative brake and TE/BE meter are failed.
Use failure mode operation using 152

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Three phase loco note