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ABCD

11-00-003 MARCH

25 / 2005

DRIVING MANUAL

LOCOMOTIVE AD43C

Iranian Railways

ABCD LOCOMOTIVE AD43C

LIST OF REVISIONS 11-00-003 MARCH

25 / 2005

LIST OF REVISIONS REVISION PURPOSE INSERTED

N° MODIFICATION CHAPTER / page DATE BY 1 First issue 2 Added manual purge of reservoirs before

starting and at standstill Added soft modification 7105 Added modification 7135 Added soft modification 7184 Added Viking’s alarm and status codes (according to ‘Specification For Regulateurs Europa No48BRB Communications Protocol’issue 9) Added soft modification 7190 Added soft modification 7193 Modified troubleshooting guide

Page 101 Pages 43, 44 Pages 23, 25, 33 Pages 50, 51, 61 Appendix A Page 60 Page 60 Pages 302 to 314 02/2005 COMIDOC


LIST OF REVISIONS 11-00-003 MARCH

25 / 2005

TABLE OF CONTENTS DESCRIPTION AND OPERATION

1. GENERAL REMARKS ................................................................................................................. 1 A. Characteristics ............................................................................................................................ 1 B. Preamble..................................................................................................................................... 1 C. Characteristics ............................................................................................................................ 1 D. Performances.............................................................................................................................. 6 E. Curves ........................................................................................................................................ 7 F. Locomotive breakdown............................................................................................................ 15

2. CONTROL DEVICES DETAILS ................................................................................................. 23 A. Control devices in the cab........................................................................................................ 23 B. Electrical cabinet control devices (see Figure 38) ................................................................... 64 C. Thermal control devices........................................................................................................... 69 D. Isolation cocks.......................................................................................................................... 73

STARTING UP 1. INTRODUCTION...................................................................................................................... 101 2. LOCOMOTIVE STARTING UP (SINGLE UNIT) ....................................................................... 101

A. Inspections and checking before starting up .......................................................................... 101 B. Driving equipment starting up ............................................................................................... 104 C. Braking system checking ....................................................................................................... 108

3. LOCOMOTIVE STARTING UP IN MULTIPLE UNITS (MU) ..................................................... 112 A. Several locomotives coupling ................................................................................................ 112 B. Diesel engine starting up........................................................................................................ 112

4. DEAD LOCOMOTIVE .............................................................................................................. 113 A. Inspections and checking before starting up .......................................................................... 113 B. Locomotive coupling ............................................................................................................. 113 C. Parking brakes isolation ......................................................................................................... 113

5. LOCOMOTIVE AT STANDSTILL (single UNIT)........................................................................ 114 A. Standstill................................................................................................................................. 114 B. At the locomotive shed .......................................................................................................... 114

6. LOCOMOTIVE MULTIPLE UNITS (MU) STANDSTILL ............................................................ 115 A. Standstill................................................................................................................................. 115

PUT THE LOCOMOTIVE ON LINE 1. PUT LOCOMOTIVE ON THE LINE .......................................................................................... 201

A. Brakes release ........................................................................................................................ 201 B. Train starting up ..................................................................................................................... 201 C. Wheel slip .............................................................................................................................. 202 D. Inverters isolation................................................................................................................... 202 E. Driver’s vigilance................................................................................................................... 202 F. Train braking.......................................................................................................................... 203

2. LOCOMOTIVE MULTIPLE UNITS (MU)................................................................................... 206 A. Locomotive driving................................................................................................................ 206 B. Automatic alarm and irregularity........................................................................................... 206 C. Cab change............................................................................................................................. 206

TROUBLESHOOTING GUIDE 1. INTRODUCTION...................................................................................................................... 301 2. DEFECTS EXPLOITATION..................................................................................................... 302

VIKING’S ALARMS AND STATUS CODES LEGEND Appendix A.......................................................................................................................................A-1


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DESCRIPTION AND OPERATION

1. GENERAL REMARKS

A. Characteristics

(1) Locomotive

B. Preamble The locomotive AD43C exists in three versions (called A, B and C) with specific characteristics for three different uses: - Locomotive A = Passenger version 20.5 metric tonnes per axle, - Locomotive B = Freight version 20.5 metric tonnes per axle, - Locomotive C = Freight version 25 metric tonnes per axle, The freight versions (Locomotives B and C) have a limited maximum speed of 110 km/h. The passenger version (Locomotive A) has a limited maximum speed of 150 km/h.

C. Characteristics

(1) Locomotive

Locomotive versions A and B C Model designation AD 43 C AD 43 C Axle arrangement Co Co Co Co Weight of basic locomotive, in working

order 123 metric tonnes

+/- 2% with 5 000 l of fuel

and 8 X 60 l of sand

150 metric tonnes +/- 2%

with 9200 l of fuel and 8 X 80 l of sand

Basic axle load 20,5 metric tonnes 25 metric tonnes Maximum axle load with additional ballast

(ballast not supplied by ALSTOM TRANSPOR Tin the basic locomotive )

25 metric tonnes

Number of driving cab 2 Position of driving desk Right-hand side

Multi Unit (MU) capability 3 Units of the same type Transmission type AC / AC Brake system Air brake

Fuel tank maximum capacity 9 200 l Capacity of sand box (One) located near the

locomotive ends Minimum 80 l

for the sand box Minimum 80 l

for the sand box Capacity of sand box (One) located near the

locomotive center Minimum 60 l

for the sand box Minimum 80 l

for the sand box



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Dimensions A and B C

Distance between end beams 22 790 mm To be defined

Body width 2 850 mm To be defined

Overall height (with new wheels) 4 280 mm To be defined

Min. clearance to top of rail with worn wheels 80 mm To be defined

(2) Diesel engine

Manufacturer MAN RUSTON

Diesel engine model 16 RK 215 T

Power at UIC condition 3 160 kW (4 300 metric HP)

Power at site condition ( 1 400 m and 45°C ) 2 880 kW (3 917 metric HP)

Nominal rotational speed 1 000 rpm

Idle speed 450 rpm

(3) Transmission and traction system

Main and auxiliary alternators ALSTOM

Type AT 14 + AT 34

Bearing Single bearing

Ventilation Forced

Excitation of the main alternator By external source

Traction motor ALSTOM

Type 6 FRA 4564

Number 6

Ventilation Forced

Suspension “ Nose suspended ” type on cannon box

Gear ratio (Locomotive B and C) 79/18 for freight

Gear ratio (Locomotive A) 74/23 for passenger

Main rectifier ALSTOM

Type 6xdiodes in Graëtz bridge

Inverter ALSTOM

Type ONIX 1500 IGBT



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Number 2

Cooling system Water

Inlet water temperature of IGBT circuit 70 °C

Braking chopper

Type ONIX 1500

Number 2

(4) Control command

Inverter control unit (CRT-01 and CRT-02)

Type “AGATE CONTROL”

Number 2 (1 per bogie)

Locomotive control (MPU)

Number 1 per locomotive

(5) Auxiliaries

Drives mode

Mechanical alternator, air compressor

Electrical (three phase asynchronous motor) : cooling unit fans

traction motors blowers

alternator blowers

dust exhaust blowers

air conditioning

dynamic brake

Electrical (direct current motor) : engine room cooling fans

Electrical sources:

Auxiliary alternator

Nominal speed 1000 rpm

Nominal voltage 400 V

Nominal frequency 50 Hz

Battery

Type of cells Cd-Ni

Capacity 190 Ah

Nominal voltage 72 V



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(6) Ventilation equipments

Cooling unit

Number of fans 3

Fan type axial

Drive asynchronous motor (400 V – 50 Hz)

Traction motors

Number of blowers 2

Blower type centrifugal


Alternators

Number of blowers 1



Dust exhaust blowers

Number of blowers 2



Dynamic brake

Number of fans 2

Fan type axial


Engine room cooling fans

Number of fans 2

Fan type axial

Drive Direct voltage motor 72V



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(7) Pneumatic equipment

Air compressor

Manufacturer Gardner-Denver Number 1 Cylinders 3 in W

Air flow at nominal speed 6 500 l / min

Speed (nominal) 1 000 rpm Cooling Water Normal pressure control range 7,8 – 9 bar Safety valve pressure 11 bar Main air reservoirs: Number 2 Main reservoir (RP) 400 l Supply reservoir (RCA) 400 l

Drain Automatic and manual

on the main reservoir (RP) Manual only on the supply reservoir

(RCA)

Pneumatic braking system

Locomotive brake compressed air Train brakes compressed air Braking equipment: - automatic brake gradually

adjustable application and release - independent brake -emergency brake -parking brake

Pneumatic auxiliaries

Sanding device 4 per bogie Wheel flange lubricator 2 per bogie Horns 1 low-pitch, 1 high-pitch

at each end of the locomotive



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(8) Bogie

Type ALSTOM / Co Number 2 Track gauge 1 435 mm Wheel base 1 900 + 1 900 mm Type of wheel Solid wheel New wheel diameter 1 067 mm Half worn wheel diameter 1 029 mm

Locomotive versions A B and C

Gear ratio For the Passenger locomotive A For the Freight locomotives B and C

74 / 23 = 3.217

79 / 18 = 4.39

Wheel flange lubricator Number 2 per bogie Control system Automatic

D. Performances

(1) Traction performance ( A: Passenger 20,5 T per axle / B: Freight 20,5 T per axle / C Freight 25 T per axle )

Locomotive versions A B C

Traction power input main alternator (at 1 000 rpm) at site condition: 1 400 m, 45 °C 2 650 kW*

Traction power input main alternator ( at 1 000 rpm ) at UIC condition 2 940 kW*

Available starting effort at wheel rim 48 250 daN

54 200 daN

66 200 daN

Theoretical corresponding adhesion coefficient 40%

45% 45 %

Continuous effort at wheel rim 36 200 daN

42 200 daN 51 500 daN

99%, all weather adhesion 35 % for freight loco

Maximum commercial locomotive speed For the Passenger Loco. ( A ) For the Freight Loco. ( B and C )

150 km/h

110 km/h

110 km/h

(2) Performances in dynamic braking

Locomotive versions A B C Power in resistor grids 3 000 kW

Dynamic braking effort at wheel rim 21 700 daN 21700 daN

26 500 daN

Practical Corresponding adhesion coefficient 18%

Approximate corresponding speed range 6 to 54 km/h

6 to 54 km/h 6 to 44 km/h



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E. Curves

Traction effort versus speed curve Locomotive A

AD 43 C Passager locomotive 20.5 Tonnes

0

10 000

20 000

30 000

40 000

50 000

60 000

0 20 40 60 80 100 120 140 160Speed [Km/h]

Trac

tion

effo

rt [d

aN]

Input power of the main alternator: 2650 kW At site conditions 1400 m and 45°C 6 asynchronous traction motors Half worn wheel diameter: 1029 mm Axle load 20.5 t CR: 36 200 daN



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AD 43 C Passager locomotive 20.5 Tonnes

0

5 000

10 000

15 000

20 000

25 000

30 000

0 50 100 150Speed [Km/h]

Dyn

amic

bra

king

effo

rt [d

aN]

Input resistance power : 3 000 kWAt site conditions 1 400 m and 45°C6 asynchronous traction motorsHalf worn wheel diameter : 1 029 mm

Dynamic braking effort versus speed curve Locomotive A



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Traction effort versus speed curve Locomotive B

AD 43 C Freight locomotive 20.5 Tonnes

0

10 000

20 000

30 000

40 000

50 000

60 000

0 20 40 60 80 100 120 140 160

Speed [Km/h]

Trac

tion

effo

rt [d

aN]

Input power of the main alternator: 2650 kW At site conditions 1400 m and 45°C 6 asynchronous traction motors Half worn wheel diameter: 1029 mm Axle load 20.5 t CR: 42 200 daN


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Dynamic braking effort versus speed curve Locomotive B

AD 43 C Freight locomotive 20.5 Tonnes

0

5 000

10 000

15 000

20 000

25 000

30 000

0 50 100 150

Speed [Km/h]

Dyn

amic

bra

king

effo

rt [d

aN]



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Traction effort versus speed curve Locomotive C

AD 43 C Freight locomotive 25 Tonnes

0

10 000

20 000

30 000

40 000

50 000

60 000

70 000

0 20 40 60 80 100 120 140 160

Speed [Km/h]

Trac

tion

effo

rt [d

aN]

Input power of the main alternator: 2650 kW At site conditions 1400 m and 45°C 6 asynchronous traction motors Half worn wheel diameter: 1029 mm Axle load 25 t CR: 51 500 daN


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Dynamic braking effort versus speed curve Locomotive C

AD 43 C Freight locomotive 25 Tonnes

0

5 000

10 000

15 000

20 000

25 000

30 000

0 50 100 150

Speed [Km/h]

Dyn

amic

bra

king

effo

rt [d

aN]



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Locomotive characteristics

Figure 1


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PAGE INTENTIONALLY LEFT BLANK


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F. Locomotive breakdown The locomotive is divided into six functional parts: The cabs, The electric part, The pneumatic part, The thermal part, The bogies, The ventilation circuits. (1) Cab (see Figure 3)

The locomotive has two cabs, the equipments of both cabs are identical. Nevertheless, the cab 1 is provided with supplementary equipments (a refrigerator, a hot plate, a tool box, and a coupling jumper for multiple unit (MU)).

1 - Air conditioning unit 5 - Seats 2 - Hot plate and refrigerator 6 - Driver's desk 3 - Diesel engine governor 7 - Toolbox and MU coupling jumper 4 - Extinguishers

Cab 1 assembly Figure 3


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(2) Electric part (see Figure 4)

The electric part is composed of the following equipments: The main alternator and the rectifier that give the traction power, The auxiliary alternator that supplies the power to the auxiliaries (ventilation, battery …), The batteries that supply the low voltage circuit,

The electrical cabinet which is contains the traction inverters and the monitoring system, The rheostat that dissipates the energy transmitted by the dynamic brake.

1 - Main alternator 4 - Rectifier block 2 - Auxiliary alternator 5 - Rheostatic roof 3 - Electrical cabinet 6 - Batteries box

Electric part

Figure 4


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(3) Pneumatic part (see Figure 5)

The pneumatic part is composed of the following equipments: The air compressor The pneumatic block The compressed air reservoir.

1 - Pneumatic block 3 - Air compressor 2 - Compressed air reservoir

Pneumatic part Figure 5


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(a) The pneumatic block (see Figure 6)

This block controls all the pneumatic functions of the locomotive. It is composed of:

- The driver's brake valve panel, which allows to supply the brake pipe (CG). This panel controls the pneumatic braking of the locomotive and the train - The bogie brake panel, is composed of the brake cylinders control devices of the locomotive - The auxiliary reservoir (RA) of the bogie brake panel The following functions are also ensured by the pneumatic block: - The driver’s vigilance function, - The parking brake, - The wheel flange lubrication function, - The wheel sanding function.


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1 - Driver’s brake control panel 4 - Bogie brake control panel 2 - Electrical plugs 5 - Pneumatic connections 3 - Reservoir (RA) 25L

The pneumatic block Figure 6


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(4) The thermal part (see Figure 7) The thermal block is composed of:

- The diesel engine that drives the alternators and the air compressor, - The fuel tank, - The expansion tank, - The cooling unit roof,

- The diesel engine room cooling fans ensure the cooling of diesel engine room when the diesel engine is stopped.

1 - Fuel tank 4 - Diesel engine 2 - Extinguishers 5 - Cooling unit roof 3 - Water expansion tank 6 - Diesel engine room cooling fans

The thermal part Figure 7


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(5) The bogies (see Figure 8) Every bogie has three axles, each of them equipped with a traction motor (6) and two braking blocks (1). The end axles are equipped with a parking brake block. A flange lubricator (4) with its tank (9) allows to reduce the wheels wear. The sand spraying allows to increase the adhesion factor.

1 - Brake block 9 - Flange lubricating tank 2 - Pneumatic installation 10 - Damper 3 - Gearbox 11 - Sand nozzle and stone-guard 4 - Flanges lubricator 12 - Axle box 5 - Cannon box 13 - Wheel 6 - Traction motor 14 - Plates 7 - Primary suspension 15 - Parking brake manual release 8 - Secondary suspension

Bogies Figure 8


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(6) Ventilation circuits (see Figure 9) The locomotive is equipped with several ventilation types:

(a) The equipped filtration roof A blower (2) drains in the ambient air through the primary filters and ventilates the alternators. Two blowers (5) drains in the impurities contained in the filters and rejects them under the locomotive.

(b) Traction motors ventilation Two blowers (1) ensure with a forced air flux the cooling of both bogies traction motors. The blower near bogie one, also ensures the electrical cabinet ventilation. The blower near bogie two, also ensures the pneumatic block ventilation.

1 - Traction motors blower 4 - Secondary filters 2 - Alternators blower 5 - Dust exhaust blower 3 - Primary filters

Ventilation circuits Figure 9


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2. CONTROL DEVICES DETAILS

A. Control devices in the cab

(1) Driver's desk (see Figure 10) This driving desk is divided into three parts:

The locomotive driving zone (1) contains: • Modules 1 to 5 • Left and right tablets • Driver’s vigilance push button The consoles plates zone (2) contains: • Left and right consoles The lower zone (3) contains: • Two boxes and two pedals

Driver's desk Figure 10


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(a) Driving zone The driving zone is composed of the control and follow up elements assembly that allow the locomotive control. 1 Devices part list (see Figure 11)

1 - Central tablet 2 - Double horn lever 3 - Automatic brake handle 4 - Independent brake handle 5 - Driver’s vigilance push button 6 - Engine start push button 7 - Engine stop push button 8 - Multiple unit engine stop push button 9 - Demister switch 10 - Headlights switch 11 - Red lights switch 12 - White lights switch 13 - Main display 14 - Driver's vigilance push button 15 - Reverser lever 16 - Traction and dynamic brake lever 17 - Emergency display 18 - Emergency display switch 19 - Windscreen wiper switch 20 - Windscreen cleaner push button 21 - Brake neutral luminous push button 22 - Brake overcharge luminous push button 23 - Parking brake push button 24 - Sanding push button 25 - Emergency brake valve


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Driving zone Figure 11

18


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2 Left tablet (see Figure 12)

- Emergency brake valve (BP(URG)) (1)

The emergency brake valve is used in case of an emergency. Once it is operated, it vents the brake pipe (CG ) to the atmosphere. As a consequence, full braking is engaged and traction stops.

- Traction / dynamic braking lever and reverser lever (MPT1 for cab1 or MPT2 for cab2) (2 & 3)

The traction / dynamic braking lever controls the traction and electrical braking effort of the locomotive.

NOTA : The traction / dynamic braking lever cannot be operated if the

reverser lever is in position "0". It has three stable positions: Position "0" (rest position) Position "TRACTION" (traction operation) Position "DYNAMIC BRAKE" (braking operation) In position "TRACTION": The master controller has 2 unstable positions. A pulse toward one of these two positions modified the diesel engine speed, there are eight notches from the idle speed to the maximum speed of the diesel motor. In position "DYNAMIC BRAKE": The master controller has 2 unstable engine positions. The application time on either position determines the braking effort setting from 0 % to 100%.

The reverser lever allows to select the locomotive forward/reverse directions.

It has three stable positions: The position "FORDWARD" corresponds to the locomotive forward direction.

The position "0" is a neutral position that allows the diesel engine starting up.

The position "REVERSER" corresponds to the locomotive reverse motion. The reverser lever cannot be operated if the traction/dynamic brake lever is not in position "0".

- Driver’s vigilance push button (BP1-VA) (4)

This push button is used for the driver’s vigilance. The driver has to push and release periodically the push button.


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Left tablet Figure 12


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3 Right tablet (see Figure 13)

- Double horns lever (MP-AVER) (1) This lever controls the external horns. Two unstable positions allows two different tones, low pitch whistle and high pitch whistle.

- Automatic brake handle (MP-F) (2) The automatic brake handle allows a graduated application and release of the pneumatic brake. It must be used to brake the train and the locomotive, it is independent from the dynamic braking.

- Independent brake handle (MP-FD) (3) This handle is an electrical controller. It allows the independent braking without using the brake pipe pressure (CG). It is usually used when the locomotive is running alone. In the unmanned driving cab this handle shall be in RELEASE positions.


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Right tablet Figure 13


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4 Module 1 (see Figure 14)

- Brake overcharge luminous push button (ZL(SUR)) (1) It is used to release quickly the long train brakes by increasing the pressure in the brake pipe (CG) from 5 to 5.4 bars. The switch becomes luminous to indicate the position "overcharge". In order to stop the overcharge command, press it a second time.

- Driver's desk lighting and deflector (2)

- Brake neutral luminous push button (Z(N)) (3) It is used to check the brake pipe tightness (CG). A pressing on the neutral switch isolates the brake pipe (CG) from the supply pipe (CA). The switch becomes luminous to indicate the position "neutral".

- Windscreen wiper switch (Z-EV) (4) Switch three positions: - Position "0" off, - Position "1" low speed, - Position "2" high speed.

- Sanding push button (BP-SA) (5) The sanding is used in case of wheel slip or wheel slip risk, to increase the locomotive adhesion.

- Parking brake push button (BP-FS) (6) Once the train is stopped, the driver closes the parking brake by pressing the push button (BP-FS).

CAUTION : DURING DRIVING, IF THE PARKING BRAKE IS OPERATED IT INDUCES AN EMERGENCY BRAKING.

- Windscreen cleaner push button (BP-LV) (7)

A pressing on the push button operates the windscreen wiper.


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Module 1 Figure 14


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5 Module 2 and module 4 (see Figure 15)

- Main display unit (1) It allows to visualise all the elements necessary to the locomotive driving (brake pressures, braking and traction effort, locomotive speed, diesel engine rating etc.). The upper part of the display has two LEDs:

- left LED (POWER) lights on when the display is powered up, - right LED (TEMP) lights on when the temperature is out of range. In case of cold temperature, an automatic heating system starts up until proper temperature is reached.

The display unit operation is detailed in paragraph 2-A-(2)

- Emergency display unit (2) The emergency display is operated with the switch if there is a breakdown of the main display unit (Z AFF-SEC) The emergency display is detailed in the paragraph 2-A-(3)


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Module 2 and Module 4 Figure 15

Emergency display unit Main display unit


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6 Module 5 (see Figure 16)

- Red light signal switch (Z-LFR) (1) It switches on or off the red signal of the locomotive. Two positions switch: Position "0" switched off light, Position "1" switched on light.

- Diesel starting up push button (BP(L)D) (2) The push button allows to start up the diesel engine. A first pressing starts the diesel pre-lubricating. A second pressing starts the diesel engine. (see detail of the procedure in chapter "starting up")

- Driver's desk lighting and deflector (3)

- Trailed locomotive diesel engine stopping push button (BP(A)D-AL) (4) This push button is used in the multiple unit (MU) configuration. A driver located in the "leading" or "trailed" locomotive, can send a diesel engine stopping request to the other locomotives by pressing this push button (BP(A)D-AL).

- Diesel engine stopping push button (BP1(A)D) (5) A pressing on the push button stops the diesel engine of the locomotive.

- Headlights switches (Z-LPRF1 and Z-LPRF2) (6) Allows to adjust the headlights light intensity: First position: "0" switched off, Second position: Low (DIM), Third position: High (Bright).

- White light signal switch (Z-LF) (7) Switches on or off the locomotive white light signal: Position "0", switched off, Position "1", switched on.

- Demister switch (BP(L)DMIST) (8) Switch on or off the demister of the windscreen.


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Module 5 Figure 16


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(b) The consoles plates zone (see Figure 17)

The consoles plates zone allows the driver to control the different functions: Lighting Air conditioning Heating

Consoles plates zone Figure 17

1 - Engine room lighting 6 - Temperature air conditioning switch 2 - Driver's desk lighting 7 - Foot heater switch 3 - Cab lighting 8 - Driver’s desk service switch 4 - Ashtray 9 - Display test plug 5 - Air cooling system rate switch


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1 Left console plate (see Figure 18)

- Display unit test plug (1) It is the display unit interface with the PC which is used for maintenance of the display.

- Foot heater switch (Z-RCH) (2) This switch allows the feet heating starting up. It has two positions:

Position "0", switched off, Position "1", switched on.

- Temperature selection switch (Z-T-CLM) (3) This switch allows to regulate the air conditioning temperature. It has three positions: Position (+), Position (0), Position (-).

- Air conditioning rating switch (Z-CLM) (4) This switch allows to regulate the air conditioning rating. It has four positions: Position "0", switched off, Position "1", ventilation, Position "2", heating, Position "3", cold.

- Ash tray (5)

Left console plate Figure 18


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2 Right console plate (see Figure 19)

- Cab lighting switch (Z-LC) (1) This switch allows the cab lighting. It has three positions: Position "0", switched off, Position "1", half lighting, Position "2", full lighting.

- Driver's desk lighting switch (Z-LP) (2) This switch allows the driver's desk lighting. It has two positions: Position "0", switched off, Position "1", switched on.

- Machine room lighting switch (Z-LM) (3) This switch allows the machines room lighting. It has two positions: Position "0", switched off, Position "1", switched on

- Service switch (Z(MES)) (4) This switch allows to select the driver’s desk which is used with a removable key It has two positions: Position "Isolated",

Position "Service".

Right console plate Figure 19


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(c) Lower zone (see Figure 20) The lower zone is composed by the bogie brake cylinder drain pedal and the driver’s vigilance pedal.

Lower zone Figure 20

1 - Bogie brake release pedal 2 - Driver’s vigilance pedal 3 - Driver's desk electrical and pneumatic access doors

- Bogie brake cylinder drain pedal (P-VE(IS)FR) (1) It isolates only the locomotive pneumatic braking. The driver operates the pedal during the operations or during an important pneumatic braking to avoid flats on wheels.

NOTA : The isolation of the locomotive brake is done automatically till the dynamic braking is operational.

- Driver’s vigilance pedal (P-VA) (2) This pedal is used for the driver’s vigilance. The driver has to push and release periodically the pedal.


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- Driver's desk electrical and pneumatic access doors (3) The toolbox and the multiple unit coupling jumper are behind the left door. The external horns’ isolation cock is behind the right door (see chapter 2-D for more information on isolation cocks).

Horns isolation cock Figure 21


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(2) Main display unit There’s two different display configurations:

- Driving configuration - Maintenance configuration

These two configurations define the accessibility to the different menus. Architecture of the display unit area (see Figure 22).

Architecture of the display unit Figure 22


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NOTA : The upper part of the display has two LEDs: - left LED (POWER) lights on when the display is powered up, - right LED (TEMP.) lights on when the temperature is out of range. In case of cold temperature, an automatic heating system starts up until proper temperature is reached. Once the display unit is under voltage and while the network FIP is waited to be set, “init in progress” is shown (Figure 23) in the display centre:

Initialisation Figure 23

In case of network FIP temporary loss, the hour display is blocked, the 2 points do not appear anymore. Normally, when the network FIP operates, the 2 points twinkle at 1 second frequency. In case of definitive loss of the network FIP, the display is deleted and “Network failure” appears. Once the network FIP is set, the display unit shows the "OPTIONS" display (see Figure 26). See the figure 24 to have an overview of the display unit menus.

INIT IN PROGRESS


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Display unit menus Figure 24

F2

F12

F3

F4

F5

F8

F12

F12

F12

F12

F12

F8

F6 F6

F6

F12

OPTIONS

LOCOMOTIVE OVERVIEW

START ENGINE

DEPARTURE TEST

MENU

TROUBLE SHOOTING GUIDE

DEPARTURE DIESEL DRIVING

TIME SETTING

MAINTENANCE CODE

(NECESSARY ACCESS CODE)


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(a) MENU display

MENU display Figure 25

From this display the driver can access the different display necessary to his mission. One pressing on the keys: F2 : Operates the OPTIONS display F3 : Operates the LOCOMOTIVE OVERVIEW display F4 : Operates the DIESEL ENGINE STARTING display F5 : Operates the DEPARTURE TESTS display F6 : Operates the DRIVING display F8 : Operates the TROUBLESHOOTING GUIDE display F9 : Operates the MAINTENANCE display F10 : Reset isolations

NOTA : The keys F1, F7, F11, F12 are not used on this display.

NOTA : When the locomotive is no more stopped, the display unit shows automatically the "DRIVING" display.


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(b) OPTIONS display (MENU F2)

OPTIONS display Figure 26

One pressing on the key: F5 : Operates the Maintenance code display (authorized technician only). F8 : Set time if necessary. F9 : Set Brightness F12: Go back to the "MENU" display.

NOTA : The keys F1,F2, F3 F4, F6, F7, F10, F11 are not used in this display.


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(c) TIME SETTING display (MENU F2 F8)

TIME SETTING display Figure 27

One pressing on the button: F2 : Moves the date cursor towards the left. F3 : Moves the left cursor towards the date. F4 : Moves the hour cursor towards the left. F5 : Moves the hour cursor towards the right. F6 : Invalidates the hour and date keyboarding and returns to the

"OPTIONS" display. F8 : Increases the value located over the date cursor. F9 : Decreases the value located over the date cursor. F10: Increases the value located over the hour cursor. F11: Decreases the value located over the hour cursor. F12: Validates the hour change and returns to the menu "OPTIONS".

NOTA : The keys F1 and F7 are not used in this display.


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(d) LOCOMOTIVE OVERVIEW display (MENU F3)

LOCOMOTIVE OVERVIEW display Figure 28

One pressing on the key: F2 : Inverter switch defect performance (H1 and H2) F3 : Defects scrolling up F4 : Defects scrolling down F5 : Air compressor regulation isolation F6 : Allows to update the display F7 : Diesel engine governor reset if there is a defect F8 : Fans and blowers thermal relays reset in case of defect F9 : Forcing of the cooling units fans of the cooling circuit in case of

defect F10: Flanges lubrification isolation F12: Allows to come back to the display "MENU"

NOTA : The key F11 is not used on this display.


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(e) DIESEL ENGINE STARTING display (MENU F4)

DIESEL ENGINE STARTING display

Figure 29

The diesel engine starting up is realised with the push button (BP(L)D) of the driver's desk, this display is used to visualise the engine rating and the main pipe pressure (CP). A pressing on the key F12 allows to come back to the "MENU" display.


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(f) DEPARTURE TESTS display (MENU F5)

DEPARTURE TEST display

Figure 30

A pressing on the key: F8 : Allows to realise the driver’s vigilance test. F11: Allows to operate the chronometer. F12: Allows to come back to the "MENU" display.

NOTA : During the driver's vigilance test, the Key is no more usable.

NOTA : The key F1, F2, F3, F4, F5, F6, F7, F9, F10 are not used on this display.


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(g) DRIVING display (MENU F6)

DRIVING display Figure 31

1 - Equalizing reservoir (ER) and brake pipe pressure (BP)

5 - Speed indicator (changes according to the locomotive type, freight or passenger)

2 - Main pipe flowmeter 6- Master controller traction notches and dynamic brake range indicator

3 - Brakes cylinders pressures 7 – Viking regulator status 4 - Odometer

One pressing on the key: F1 : Warning bell performance. F2 : Inverter switch defect performance (H1 and H2) F3 : Main pipe flowmeter. F5 : Air compressor regulation isolation. F6 : Switch from the "DRIVING" display to the "DIESEL DRIVING " display F7 : Diesel engine governor reset. F8 : Fans thermal relays reset. F9 : Forcing of the cooling units fans. F10: Flanges lubrification isolation. F11: Automatic sanding isolation. F12: Allows to come back to the "MENU" display.

4

61

2

3 5

7


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(h) DIESEL DRIVING display (MENU F6 F6)

DIESEL DRIVING display Figure 32

The function keys of this display and the information shown are the same as the “DRIVING" display. The pictograms band is replaced by the diesel band that has the information about: - the temperature and pressure of charge air and oil. - the pressure of fuel. - the temperature of engine HT and LT water circuits.


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(i) TROUBLESHOOTING GUIDE display (MENU F8)

TROUBLESHOOTING GUIDE display Figure 33

This display gives to the driver the operations detail to be realised in case of defect. The text of the trouble shooting guide is detailed in the chapter "TROUBLESHOOTING GUIDE". A pressing on the keys: F3 et F4 : Allows to make the text scrolled. F2 et F5 : Allows to reach respectively the first and the last guide page. F12 : Allows to come back to the "MENU" display

NOTA : The keys F1, F6, F7, F8, F9, F10, F11 are not used on this display.


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(j) DEFECTS DISPLAY

DEFECTS DISPLAY Figure 34

This band appears when a defect is detected and a warning bell rings. It displays: The defect wording, Comment line 1 Comment line 2 The class pictogram:

Warning bell performance picto Text zone

Class pictogram

DEFECT WORDING Comment line 1 Comment line 2

The driver stops the warning bell with the key F1. At the end of the pressing the band is deleted apart from the driving and diesel driving displays.


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1 Classes definition: Class A: Required emergency stopping Class B: Driver’s operation after stopping the train Class C: Driver operation when running

Pictogram of class A

Pictogram class B and C

The wording and comments of the band defects are described in the hereafter board:

NOTA : The defects registered on the band are also memorised on the "Locomotive status" display, the highlighted lines only appears on the locomotive status display.

CLASS DEFECT WORDING COMMENT LINE 1 COMMENT LINE 2

A Emergency braking Set the control handles to 0

B Auxiliaries fault (No 1) Wait until fault is no longer present

Set the control handles to 0

B CRT-02 out of line (No 2) Isolate bogie 2

C Trailed locomotive out of line (No 3) Check the wiring of the MU jumper cable

C Several leading locomotives (No 4) Set only one locomotive as leading

C Frame earth faults (No 5) See troubleshooting

B Fire on trailed locomotive (No 6) Stop the train Check the other locomotives

C Lube oil fault (MU) (No 7) Check the lube oil level on the other locomotives

B Engine fault: Stop (No 8) See troubleshooting

C Engine fault: Idle (No 9) Check the engine temperatures

then reset governor (Press F7)

B Fan motor fault (MU) (No 10) Wait until fault is no longer present


Water tank empty (MU) (No 11)

B Electrical fault (No 12) Wait until fault is no longer present


B Temperature fault (MU) (No 13) Reduce the engine speed

B 2 driving cabs in service (No 14) Set only one driving cab in service

Circuit breaker open (No 15)

Fan motor input fault (No 16)

Required emergency stopping

Class B (red colour), requires a train stopping (out of emergency stopping) to realise the corrective operations. Class C (yellow colour), allows to realise the corrective operations without stopping the locomotive.


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Safety device fault (No 17)

MU input fault (No 18)

BP sensor fault (No 19)

Sensor pressure fault (No 20)

Engine sensor fault (No 21)

Parking brake fault (MU) (No 22)

Dirty engine air filter (No 23)

C Fan motor fault (No 24) Reset the thermal relay (F8)

C Request for T/B handle to 0 (No 25) Set the T/B handle to 0

VE(IS)FR control fault (No 26)

VE(URG) control fault (No 27)

Fire detection fault (No 28)

B Battery C. B. open (No 29) Reset Circuit Breaker

B Fire detection (No 30) Stop the train

Control handle fault (No 31)

B Dead man device fault (No 32) STOP then Isolate dead man device

C OVER SPEED (No 33) Slow down

Speed measurement fault (No 34)

A OVER SPEED (No 35) Emergency Braking Set the control handles to 0

Parking brake fault (No 36)

B Bog. 1 Isolat. switch fault (No 37) You may try once to close the

isolation switch by pressing F2

B Bog.2 Isolat. switch fault (No 38) You may try once to close the

isolation switch by pressing F2

B FAIL TO STOP (No 39) DIESEL ENGINE Emergency stop

Air flap Closed (No 40)

Gov. serial link fault (No 41)

Lube oil pressure fault (stop) (No 42)

C Lube oil pressure fault (No 43) Add lube oil

B Engine Governor fault (No 44) Check the Circuit breaker of the Governor

Water tank empty (No 45)

Water temp. fault (stop) (No 46)

Lube oil temperature (stop) (No 47)

C Lube oil temperature alarm (No 48) Reduce the engine speed

C Bog. 2 fan motor Ctrl fault (No 49)

C Exhaust blower Ctrl fault (No 50) Reset the thermal relay (F8)

C Rad. 1 fan motor Ctrl. Fault (No 51) Reset the thermal relay (F8) Force the fan to run (F9)

C Rad. 2 fan motor Ctrl. Fault (No 51) Reset the thermal relay (F8) Force the fan to run (F9)


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C Rad. 3 fan motor Ctrl. fault (No 52) Reset the thermal relay (F8) Force the fan to run (F9)

C Bog. 2 fan motor fault (No 53)

C Exhaust blower fan fault (No 54) Reset the thermal relay (F8)

C Rad. 1 fan motor fault (No 55) Reset the thermal relay (F8) Force the fan to run (F9)



C MP Pressure low (No 57) Isolate the compressor control (Press F5)

B Air compressor oil pres. fault (No 58) Add compressor oil

CRT-01 out of line (No 59)

C Restrited Notch (MU) (No 60) Water high temperature Traction limited

C Restrited Notch (No 61) Water high temperature Traction limited

B HT low pressure fault (No 62)

B LT low pressure fault (No 63)

C Water Temperature alarm (No 64)

B Invert. water tank empty. (No 65) (Engine Idle)

B Invert Pump Thermal Relay (No 66) Water Inverter Pump relay open (Engine Idle)

Water Inv.Sensor failure (No 67)

B Water Invert. Pres. Over Range (No 68) Over pressure on the Water Inverter Pump (Engine Idle)

LT water Temperature alarm (No 69)

HT water Temperature alarm (No 70)


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Signalling pictograms descriptions These pictograms inform about the locomotive status.

SIGNALLING BAND Figure 35


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Signalling pictograms meaning:

NAME PICTURE Meanning

AIR_FLAP The diesel engine air inlet flap is closed.

ARRET The diesel engine is not running on X locomotive. X equals 1 in single unit condition.

AUX-OPEN The switch of the auxiliairy alternator is open.

CEX-OPEN The switch of the main alternator is open.

CHARGBAT The battery charger is not operationnal

FREINSTA The parc brake is apply on x locomotive. X equals 1 in single unit condition.

INCENDIE Fire detection in the machine room.

INH-FE The dynamic brake is isolated on X bogies. X equals 1 or 2 in single unit condition.

ISO-BOG The traction motors are isolated on X bogies. X equals 1 or 2 in single unit condition.

ISO-FU The Emergency brake Magnet Valve is isolated.

ISO-MASS Earthing detection Isolated

ISO-VA Dead man device isolated.


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NAME PICTURE Meanning

LIMTF The power of traction motors is limited on X bogies. X equals 1 or 2 in single unit condition.

MD-FROI Diesel engine cooled : Engine Notch limited.

NIV-BE The IGBT cooling circuit level is low.

NIV-EAU The engine cooling circuit level is low.

PATINAGE Anti-slip or Anti-slide detection. Flicker when

moderated effort reduction, fix when important effort reduction.

PVENTIL Engine post-cooling

PRES-BV Baring gear engaged

RALENTI The diesel engine is on idle on X locomotive. X equals 1 in single unit condition.

SABLAGE Sanding is running

SIG-FU

Dead man Test

UM_LEAD The train is in Multiplie Unit Condition with X

locomotives. The number of the lead locomotive is nnn.

LIMT-D-R Power limitation due to important diameter difference between wheels of a same bogie


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(k) Functions keys pictograms description

These pictograms indicate the display keys function of the display unit.

FUNCTION KEY PICTOGRAM Figure 36

Function keys pictograms meaning:

No load selection. Displayed only in the driving and diesel driving displays. In this position the engine speed may be increased in no lad condition.

Air compressor regulation isolation. Displayed only in the driving and diesel driving displays.

Flow meter function Displayed only in the driving and diesel driving displays.

Flange lubricator isolation. Displayed only in the driving, locomotive status and diesel driving displays.


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Wheels sanding isolation. Displayed only in the driving and diesel driving displays.

Indicates the chronometer starting. Displayed only in the brake test display.

Indicates the clock modification key. Displayed only in the options display.

Diesel engine radiators fan sets forcing. Displayed only n the driving, status locomotive and diesel driving displays.

Diesel engine governor reset. Displayed only in the status locomotive, driving display, and diesel driving display.

Manual closing of the inverters of the Bogie 1 and bogie 2. Displayed only in the driving, locomotive status and diesel driving displays.

Fans thermal relays reset. Displayed only in the driving, locomotive status and diesel driving displays.

Displays permutation: Realises the permutation of the driving display and diesel driving display.

Goes back to the menu. Shown in most displays.


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(3) Emergency display

It is integrated in the driving desk, its starting up is ensured by the driver , through a switch, when this one considers that the console has not a sufficient operation level to go on with its use. Once it switched on, it displays the information necessary to the driving. The purpose is not to reproduce a console similar operation , but to finish the locomotive exploitation till the next maintenance operations.

The displayed data are:

- Locomotive speed, - Traction notch or brake level, - Brake pipe pressure, - The average pressure of the brake cylinders of the leading locomotive, - The status of the engine (Idle or stop engine), - The lines 2, 3, 4 display defaults and actions to be made.

Emergency display Figure 37

The keys F1 to F5 are always assigned to the same functions:

F1 Acknowledgement default bell F2 Diesel engine governor reset F3 Air compressor regulation isolation F4 Thermal relays reset F5 Diesel engine radiators fan sets forcing


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B. Electrical cabinet control devices (see Figure 38)

- The events recorder (1) It records the speed and some defects happened during the locomotive driving:

Engine speed measurement Recording of engine parameters Control of the lubricating system

- CRT-01 (for bogie 1) (2) Control and instrumentation of traction inverters and auxiliary choppers.

- CRT-02 (for bogie 2) (3) Control and instrumentation of traction inverters.

- MPU: (4) General control and instrumentation function of the locomotive (Driving commands, electric fan control, diesel engine management).

- Battery switch (H-BA) (5) The battery switch provides for complete isolation of all low tension circuits (positive and negative end) supplied from the battery. The cab lighting circuit could be isolated by the CC-LC circuit breaker and the uninterruptible clock of events recorder could be isolated by the CC-MEM-ENR situated on the low voltage panel (see figure 39).

- The hourmeter (CTH) (6) The hourmeter indicates the diesel engine servicing hours number.

- The battery voltmeter (V-BA) (7) It indicates the battery voltage once the isolating switch (H-BA) is closed.

- The low voltage panels (see figure 39) (8)


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Electrical cabinet Figure 38


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Low voltage panel (see Figure 39) This panel contains all the fuses that protect the low voltage circuits, and the isolation switches.

* MT= Magneto-thermal circuit breaker, T= Thermal circuit breaker

Diagrams designations Amperes Functions

Type of circuit

breaker* CC-LF 16A White lights signal MT CC-FRD 8A Refrigerator MT CC-EV1 8A Windshield wiper/washer circuit (cab1) MT CC-EV2 8A Windshield wiper/washer circuit (cab2) MT CC-LP 3A Cabs desk lighting MT CC-ENR 3A Events recorder MT CC-SUP 8A Supervisor Low Voltage input MT CC-RAD 8A Radio option (not used) MT CC-C1 8A Low voltage circuit 1 MT CC-C2 3A Low voltage circuit 2 MT CC1(C) 1A MVT-RH1 control relay supply MT CC2(C) 1A MVT-RH2 control relay supply MT CC-UM 1A MU circuit breaker MT CC-CRT-01 16A Agate CRT-01 supply MT CC-BT-CRT-01 1A CRT-01 Input/output MT CC-C3 8A Diesel engine push buttons and bogie switches MT CC-CVS-RG-MD 3A Diesel governor supply and over speed unit supply MT CC-CRT-02 16A Agate CRT-02 supply MT CC-BT-CRT-02 1A CRT-02 Input/output MT CC-LC 8A Cabs lighting MT CC-MEM-ENR 1A Continuous time clock supply MT CC1-LPRF-AV 10A Front headlight1 MT CC1-LPRF-AR 10A Rear headlight1 MT CC2-LPRF-AV 10A Front headlight2 MT CC2-LPRF-AR 10A Rear headlight2 MT CC-LFR 3A Red lights signal MT CC-VISU1 3A Visual display unit 1 MT CC-AFF-SEC1 3A Emergency display 1 MT CC-AL-SUP 5A MPU supervisor supply MT CC-VISU2 3A Main display unit 2 MT CC-AFF-SEC2 3A Emergency display 2 MT CC-PC 10A Engine compartment PC1, PC2, PC3 MT CC-CLM1 8A Air conditioning/air heating (cab1) MT CC-CLM2 8A Air conditioning/air heating (cab2) MT CC-FPB 8A Pneumatic brake MT CC-FD 8A Independent brake magnet valves MT CC-RCH-VN-PU 3A Drain magnet valves heating MT CC-PNEU 8A Pneumatic auxiliaries MT CC-RCH1CG 20A Cab1 air heating resistor (left side) MT CC-RCH2CG 20A Cab2 air heating resistor (left side) MT CC-RCH1CD 20A Cab1 air heating resistor (right side) MT CC-RCH2CD 20A Cab2 air heating resistor (right side) MT DJ(SI-0)BA 0,1A Signalling ground on low voltage circuit T CC-L 25A Engine compartment lighting MT


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Low voltage panel 1/2 Figure 39


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(a) (Z-VA): Isolation switch of the driver's vigilance system In case of driver's vigilance system defect the driver can isolate this one with the switch (Z-VA).

(b) (Z-UM): Multiple unit switch This key switch allows to determine the "leading" or "trailed" locomotive configuration. In "leading" position the switch frees the key which allows to start up the driving desk and the locomotive . In "trailed" position the key is blocked on the switch , none starting procedure can be operated.

NOTA : The key is defined for one particular locomotive. In multiple unit, the key of a locomotive must not be used in an another one.

(c) (Z(IS)BG1) & (Z(IS)BG2): Bogies isolation switch

In case of defect on one of the bogies, the driver can isolate through these switches the bogie 1 or the bogie 2.

(d) (Z(IS-0)HT): Ground detection isolation switch. In case of earth detection defect on the traction drive supply the high voltage supply is cut. The driver can reactivate it by isolating this one through the switch (Z(IS-0)HT).


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Diagrams designations Amperes Functions

CC-CHP 25A Hot plate CC-AL-AUX 16A Converter 72V/24V CC-DMIST 25A Demister CC-INDUS1 25A Option breaker CC-V-BA 1A Battery voltmeter CC-PH(PG) 60A Pre lubricating pump CC-BA 60A Battery circuit breaker CC-ALD1K 40A ALD1K supply

Low voltage panel 2/2 Figure 39


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C. Thermal control devices

(1) Diesel engine starting panel (see Figure 40)

- Diesel engine starting push button (BPL(L)D) (1) This luminous push button allows to begin the starting process of the diesel engine.

- Diesel engine stopping push button (BP2(A) D) (2) This push button allows to stop the diesel engine.

- Heat exhaust fan (Z-EAX) (3) This push button allows to switch on the heat exhaust fan of the engine compartment.

- Diesel engine emergency stopping push button (BP-AD-URG) (4) In case of problem on the diesel engine, this push button allows to make a diesel engine emergency stopping.

- Push button diesel engine governor resetting (BP-RS-RGMD) (5) In case of failure of the diesel engine governor, the driver can reset the governor only with a pressing.


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Diesel engine starting panel Figure 40


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(2) Air admission flap (see Figure 41)

In case of a diesel engine over speed , the air admission flap cuts the turbo air supply and the engine stops . For every power ups with the switch H-BA: Open the air admission with its wrench before starting up the diesel engine.

NOTA : The flap wrench is hung in the engine room.

Air admission flap Figure 41


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D. Isolation cocks

(1) Bogie brake control panel:

(a) Cock RB(IS)CG Cock RB(IS)CG isolates the CG distribution that comes from the driver's brake valve and drains it. It is mounted on the panel in "open" position (handle parallel to the body).

(b) Cocks RB(IS)CF1 and RB(IS)CF2

Cocks RB(IS)CF1 and RB(IS)CF2 isolate and drain the brake cylinders bogie by bogie. They are mounted on the panel in "open" position (handle parallel to the body).

(c) Cocks RB(IS)FS1 and RB(IS)FS2

Cocks RB(IS)FS1 and RB(IS)FS2 apply intentionally the parking brakes by draining their chamber, bogie by bogie. They are mounted on the panel in "open" position (handle parallel to the body).

(d) Cock RB(IS)SA Cock RB(IS)SA disables the sanding function by cutting the supply of the magnet valves VE1-SA and VE2-SA by the CP. It drains also the sanding circuit. It is mounted on the panel in "open" position (handle parallel to the body).

(e) Cock RB(IS)FD

Cock RB(IS)FD isolates the independent brake control and the drain of the control circuit of the independent brake is done. It is mounted on the panel in "open" position (handle parallel to the body).

(f) Cock RB(IS)GRB

Cock RB(IS)GRB disables the lubricating function of the wheel flanges by cutting the supply of the magnet valves VE1-GRB and VE2-GRB by the CP. It drains also the greasing circuit of the wheel flanges. It is mounted on the panel in "open" position (handle parallel to the body).


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BOGIE BRAKE CONTROL PANEL Figure 42

NOTA : The (Dist(UIC)) distributor has two positions (P and G), GOODS and PASSENGERS. Put the

handle in the required position according to the train configuration.


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(2) Driver’s brake valve panel:

(a) Cocks RB(IS)DEC-CPR

Closing of the cock RB(IS)DEC-CPR enables drainage of the decompression drive of the air compressor. It is mounted on the panel in "open" position

(b) Cock RB(IS)FI-CA and RB-FI-CA If a problem occurs on the filter (FI-CA) (sealing, leakage etc.), there is a bad compressed air supply of the pneumatic circuit. It is possible to pass by this filter. For this, the driver closes the isolation cock (RB(IS)FI-CA) and opens the cock (RB-FI-CA) RB(IS)FI-CA is mounted on the panel in "open" position RB-FI-CA is mounted on the panel in "closed" position

(c) Cock RB(IS)Q(URG) The cock RB(IS)Q(URG) enables to prohibit the emergency braking function, and is equipped with a contact informing the driver of its state. It is mounted on the panel in "open" position

WARNING : BEFORE CLOSING THIS COCK COMPLY WITH THE RAILWAYS SAFETY RULES

DRIVER’S BRAKE VALVE PANEL

Figure 43


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(3) The isolation cock RB(IS)AVER (see Figure 44)

The isolation cock RB(IS)AVER isolates the horns circuit. It is located in the right box, under the driver's desk. It is mounted on the panel in "open" position

Horns circuit isolation cock Figure 44

(4) The pneumatic coupling cocks RB1(A)CP, RB2(A)CP, RB1(A)CG, RB2(A)CG These cocks must be in open position when the locomotive is coupled and in close position when it stands alone.

Pneumatic coupling cocks

Figure 45


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(5) Drain cock (RB(PU)RP) It allows to drain the main reservoir RP. The reservoir RP is located under the frame on the right side It is mounted on the panel in "closed" position

DRAIN COCK RESERVOIR RP Figure 46

(6) Drain cock (RB(PU)RCA) of the reservoir RCA It allows to drain the main reservoir RCA. The reservoir RCA is located under the frame on the left side. It is mounted on the panel in "closed" position

DRAIN COCK RESERVOIR RCA Figure 47


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(7) The isolation cock RB-VEH

Normally in “closed“ position. Dead locomotive configuration: The isolation cock RB-VEH is located near the auxiliary alternator on the chassis sheet. It allows to supply the reservoir RCA when there is no CP pressure. In MU, when engine is stopped and locomotive is led , the cock is in opened position (locomotive behave like a braked wagon).

WARNING : BEFORE OPENING THIS COCK COMPLY WITH THE RAILWAYS SAFETY RULES

RB-VEH cock

Figure 48


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(8) The isolation cock RB(IS)BE

The isolation cock RB(IS)BE is located in the electrical cabinet. It allows to isolate the pneumatic assistance of the isolation switches (H(IS)OND1 & 2) and the excitation contactors (C-EX and C-EX-AUX) located in the electrical cabinet.

Pneumatic assistance isolation cock Figure 49


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STARTING UP

1. INTRODUCTION This section of the manual covers recommended procedures for starting up the locomotive. The procedures are briefly outlined and do not contain detailed explanations of equipment location or function. The operating instructions include the main operations to be carried out by the driver. It is assumed that the latter is fully qualified to perform his duties and, in particular, that he is aware of every rule specific to the railroad and that the present instructions merely provide the necessary additional information appropriate to this type of locomotive.

2. LOCOMOTIVE STARTING UP (SINGLE UNIT)

A. Inspections and checking before starting up

(1) External inspection (a) Purge main and auxiliary air reservoirs by opening cocks RB(PU)RP and RB(PU)RCA

NOTA : Make sure that drain cocks RB(PU)RP and RB(PU)RCA are closed once the reservoirs are empty.

(b) Made by a qualified person all around the locomotive and beginning with the cab. The aim of the inspection is to visually detect: - Leakage on water, grease, oil, or air . - Released, broken, missing parts. - Shocks marks. - Defects on brake shoes as well as wheels. - Defects on air couplings and related cocks. - Fuel oil level with two indicators on both sides of the fuel oil tank. - Sanding box level. - Flange lubrication tanks level.

NOTA : If the levels are low, make them complete.


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(2) Electrical inspection

(a) Switch on the cab lighting with the switch (Z-LC) and the engine room lighting with the switch (Z-LM) from the driver's desk (only the cab lighting is on at this step)

(b) Before closing the battery isolation switch (H-BA), make sure that all the circuit breakers, located on the switches panel (see figure 39) are closed. If not, report which is opened on the locomotive logbook.

(c) Close the isolation switch (H-BA), check the machine room are well lighting.

(d) Make sure that the switches of the bogies isolation (Z(IS)BG1 and 2), of driver’s vigilance (Z-VA) and of ground detection (Z(IS-0)HT) are not in position "ISOLATED", otherwise, check on the locomotive logbook the reason of the isolation.

NOTA : Before putting the switches( Z(IS)BG1 and 2), (Z-VA) or (Z(IS-0)HT) on position isolated be conform to the railways safety rules.

(e) Check the battery load level with the voltmeter (V-BA). The voltage must be between 55V and 72V otherwise load the batteries.

(3) Battery load from an outside source: Under certain conditions, it is necessary to charge the battery before the diesel engine starting up. Connect the battery charger on the plug 72 V (located near the gas oil tank). The battery isolation switch (H-BA) can be "opened" or "closed".

The battery will be loaded up to the nominal value (72V), the load level can be checked on the voltmeter (V-BA) located in the electrical cabinet.

CAUTION : NEVER START UP THE DIESEL ENGINE WHILE THE BATTERIES ARE CHARGING.


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(4) Inside Inspection

(a) Open the diesel engine air admission flap .

(b) Make sure the different isolation cocks situated on the pneumatic block are not closed: • emergency braking function (RB(IS)Q(URG), • bogie brake (RB(IS)CG), • sanding (RB(IS)SA), • flanges lubricating (RB(IS)GRB), • air compressor decompression (RB(IS)DEC-CPR), • brake cylinders (RB(IS)CF1 and CF2), • parking brakes cylinders (RB(IS)FS1 and FS2), • supply pipe filter (RB(IS)FI-CA).

(c) Cock RB(IS)BE in the electrical cabinet must be on open position.

(d) Drain cock of the reservoir RP (RB(PU)RP) and RCA (RB(PU)RCA) must be on close position.

(e) Make sure the isolation cocks RB-VEH situated near the auxiliary alternator on the chassis sheet is closed.

(f) In the cab, the horn cock isolation (RB(IS)AVER) must be on open position.

(g) The events recorder is under tension and without fault detected

(h) The functioning of the equipment

NOTA : For every isolation be conform to the Railways safety rules .

NOTA : In the cab which does not operate, check the independent brake handle is on position "0".

(5) Levels checking

(a) Engine oil.

(b) Air compressor oil.

(c) Cooling liquid. Check the cooling liquid level by the optic level indicator situated on the expansion tank.

(6) Last checking

In case of restriction (an insulated bogie, insulated driver's vigilance, check the locomotive compatibility with the train characteristics pulled and the railways safety rules.


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B. Driving equipment starting up

(1) Driver 's desk starting up

(a) Put the multiple unit switch (Z(UM)) on position "LEADING".

(b) Remove the key and put the switch (Z(MES)) on position "SERVICE"

(2) Display starting up As soon as the driver's desk has been powered up, the display switches on. The text “Init in progress“ appears during the FIP network connection and till the connection is set, the "OPTIONS" display appears.

OPTIONS display Figure 50

(a) Adjust if necessary the time showed by key F8.

(b) When pressing key F12 of "OPTIONS" display, there can be three cases: First case, the "ENGINE STARTING" display moves. There is no defect in the locomotive, the diesel engine is stopped. Second case, the "LOCOMOTIVE STATUS" display moves if there is a defect in the locomotive Third case, the "DRIVING" display moves if the diesel engine is yet starting up.

NOTA : In case of display failure, the driver can use the emergency display, but the driver must respect the railways safety rules.


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(3) Diesel engine starting up

(a) From the display

DIESEL STARTING display Figure 51

On the line 1; appears the starting sequence 1 "Press the button to Prime" appears instead of "Engine starting Disabled",

the diesel starting up is allowed. 2 A first pressing on the push button (BP(L)D) located on the driver's desk operates

the engine pre lubrication. "Priming" appears instead of "Press the button to Prime".

3 Once the pre lubrication is finished "Press the button to start" appears and a new pressing on the push button (BP(L)D) starts the diesel engine. "Engine start in process" appears.

4 When the diesel engine overtakes 250 rpm "Engine Starting completed" appears. The idle speed is around 450 rpm.

5 Check the main pipe pressure, the correct value is between 7.9 and 9 bars.


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If the defect "air flap closed" appears on the display, open manually the admission flap. Make a diesel engine governor reset by pressing on the key F7.

NOTA : It is possible to stop the engine starting up, by pressing on the diesel stop push button

(BP-AD). On the line 2 appears the following information: "Fail to prime" appears if the pre-lubrication is not correctly made. "Fail to Start" appears in case of defect during the diesel engine starting up "Auxiliary OK" appears till the auxiliaries supply is operative.

NOTA : A pressing on the key F12 refer to "MENU" display. This key is active when the starting sequence is finished.

(b) From the starting up panel The diesel engine starting up authorisation is indicated by the luminous push button (BP(L)D) which is switched on. 1 A pressing on the push button (BP(L)D) starts up the pre-lubrication, the push button

(BP(L)D) switched off.

2 Once the pre-lubrication realised the push button (BP(L)D) twinkles (0,5 second switched on, 1 second switched off).

3 A second pressing on the push button (BP(L)D) starts up the engine starting up. During this starting phase the push button (BP(L)D) twinkles (1 second switched on, 0,5 second switched off).

4 As soon as the engine starts up the push button (BP(L)D) switches off.

If the diesel engine does not start up, the most probable reason is that the admission air flap is closed. Open manually the admission flap. Make a diesel engine governor reset by pressing the diesel starting up panel push button.

NOTA : In case of difficult diesel engine starting up, the driver (during the starting up phase) can

increase the engine injection with the actuator rack bar.


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(4) Locomotive status checking After diesel engine starting up, the driver can operate the "LOCOMOTIVE STATUS" from the key F3 of the display "MENU".

LOCOMOTIVE STATUS display Figure 52

With this display, the driver can check if there is locomotive malfunctioning or not. According to the failures or isolations shown on the display, the driver must take the necessary measures for the mission realisation, he could get help with the troubleshooting guide and the railways safety rules.


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C. Braking system checking The inspection and operating instructions given below enable to check the proper functioning of the air system and particularly the brake. This procedure is given for guidance and is not intended to contravene in any way the safety instructions and practices specific to various railroads as regards the "brake test" applicable to the locomotives before starting a train.

CAUTION : THIS CHECKING MUST BE REALISED BEFORE THE LOCOMOTIVE STARTING UP AND AFTER ANY MODIFICATION , WHATEVER IT IS, IN THE TRAIN COMPOSITION, TO ENSURE THE PERFECT OPERATION OF THE PNEUMATIC BRAKING SYSTEM.

(1) Braking system pressure rising

Select the " BRAKE TEST " display from the "MENU" display by pressing the key F5.

BRAKE TEST display Figure 53

(a) Control the pressure rising of the main pipe (CP) on the manometer (MP).

After some minutes the main pipe pressure reaches 8 to 9 bars. If not, check the air compressor operation, and if there is any leakage.

(b) Maintain the automatic brake handle (MP-F) on position "RELEASING".

(c) Check on the display the manometers (ER and BP), the pressure rising of the equalising reservoir (RE) and of the main pipe (CP). When the pressure of the equalising reservoir (RE) overtakes 4,8 bars, rest the handle (MP-F).

(d) The releasing reset is closed, The brake pipe (CG) and the equalising reservoir (RE) will be stabilised to 5 bars. There is no any pressure in the brakes cylinders (BC1 et BC2). The pressure in the brakes cylinders (BC1 and BC2) is equal to 0.


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(e) To completely release the train brakes, press on the overcharge switch ZL(SUR) (switched on). The brake pipe (CG) and the equalising reservoir pipe (RE) goes up to a pressure of 5,4 bars.

CAUTION : DON'T FORGET TO PRESS AGAIN THE OVERCHARGE SWITCH. (SWITCHED OFF)

(f) Open the overcharge switch. The pressure in the equalising reservoir (RE) and the brake pipe (CG) slowly goes down to 5 bars.

CAUTION : IF THE PARKING BRAKE IS JUST OR A LITTLE OPERATED AND IF THE LOCOMOTIVE IS ON A SLOPE (EVEN LIGHT), IT CAN MOVE.

(g) Put the independent brake handle (MP-(FD)) on position "APPLICATION".


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(2) Braking test

TEST BEFORE DEPARTURE display Figure 54

(a) Leakage research:

1 Operate the neutral switch (Z(N)). The brake pipe (CG) is no more supplied, so no important variation of pressure must be detected (BP manometer on the display).

CAUTION : IT IS POSSIBLE THAT A HIGH PRESSURE DOWN APPEARS, IT MEANS THAT THE PNEUMATIC SYSTEM IS NOT TIGHTENED. IN THIS CASE RESEARCH AND IDENTIFY THE LEAKAGE.

NOTA : For more important leakage, the driver has a chronometer,

A first pressing on the key F11 starts the chronometer, a second pressing on the key stops the chronometer and a third pressing reset chronometer.

WARNING : THE PRESSURE DOWN MUST NOT BE SUPERIOR TO 0,2 BARS WITHIN 2

MINUTES OTHERWISE REFER TO THE RAILWAYS SAFETY RULES.


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(b) Brakes resistance checking (releasing / application):

1 Brakes releasing

a Check that the brakes are maintained released (brake pipe pressure (CG) to 5 bars).

b Check that the braking release is effective.

c At the train end, open briefly the brake pipe cock (RB(A)CG) The pressure down in the brake pipe (CG) causes a train brakes application.

2 Brakes application

a Check again all along the train that the brakes application is effective.

b On the console display, check: - That the equalizing reservoir pressure (RE), and the brake pipe pressure (CG)

are at 3 bars - That the pressure in the brakes cylinders of both bogies is at 3,8 bars. (BC1

and BC2). c Open the neutral switch (Z(N)).

d Position the automatic handle (MP-F) on position "RELEASE". (c) Driver's vigilance test:

From the "TEST BEFORE MISSION" display, control the proper functioning of the driver’s vigilance system. 1 A first pressing on key F2 starts the driver's vigilance:

"Dead man test in progress" appears instead of " Dead man test ". The driver carries out the vigilance procedure.

2 A second pressing on key F2 stops the test, " Dead man test " appears instead of " Dead man test in progress ".

NOTA : The locomotive is ready to be put on the line (see chapter "Put on the line").


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3. LOCOMOTIVE STARTING UP IN MULTIPLE UNITS (MU)

A. Several locomotives coupling The mechanical coupling of several locomotives does not require specific conditions. Process according to the following: (1) Connect the cables.

(2) Check visually if they are well interlocked

(3) Connect the main pipe (CP) and brake pipe (CG) pipe half couplings (left side or right side)

(4) Open the isolation cocks of the main pipe (RB(IS)CP) and brake pipe (RB(IS)CG) pipes half couplings

NOTA : The locomotives coupling can be done with all the diesel engines started up.

B. Diesel engine starting up The inspections and checking before starting up are the same as the simple unit use. Refer to paragraph (3) (1) Locomotive "TRAILED"

(a) Close the battery isolation switch (H-BA).

(b) Check that the independent brake handle (MP(FD)) is in position "0".

(c) In the electrical cabinet, put the multiple units switch (Z(UM)) on position "LEAD”.

(d) On one of the driver's desk, with the specified key, put the switch (Z (MES)) on position "SERVICE".

(e) Start up the diesel engine as indicated in the single unit procedure (see paragraph 2.B(3)).

(f) Once the diesel engine started up: - switch off the switch (Z(MES)) and take off the key. - with this key, put again the multiple units switch (Z(UM)) on position "trailed".

(2) Locomotive "LEADING"

(a) Close the battery isolation switch (H-BA).

(b) Put the multiple units switch (Z(UM)) on position "LEADING".

(c) Start up the driver's desk as indicated in the single unit procedure (see paragraph 2.B(1)).

(d) Start up the diesel engine as indicated in the single unit procedure (see paragraph 2.B(3))

(e) After the diesel engine starting up, make the checking procedures of the simple unit locomotive.(see paragraph 2.C).

CAUTION : DONT FORGET THE BRAKE TEST (SEE CHAPTER "BRAKING SYSTEM CHECKING" (SEE PARAGRAPH 2.C)


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4. DEAD LOCOMOTIVE In this configuration, the locomotive is used as a simple wagon.

A. Inspections and checking before starting up

(1) External inspection The aim of the external inspection is to detect visually: Leakage on water, grease, oil, air. Released, broken, missing parts. Shock marks. Defects on brake shoes as well as wheels. Defects on air couplings and related cocks.

B. Locomotive coupling The mechanical coupling of the locomotive with the wagons does not require specific conditions according to the train configuration (brake pipe (CG) and main pipe (CP) or only the brake pipe) (CG): (1) Connect the brake pipe (CG) and the main pipe (CP).

(2) Open the isolation cocks of the brake pipe (RB(IS)CG) and the main pipe (RB(IS)CP).

If the train needs a main pipe (CP) and brake pipe (CG) coupling: Let the dead locomotive cock RB-VEH in position closed. If the train needs only the brake pipe (CG) coupling: Put the dead locomotive cock (RB-VEH) in position “opened". This one allows to the brake pipe (CG) to supply the compressed air to the supply pipe (CA) that leads to the different locomotive pneumatic panels.

C. Parking brakes isolation

(1) On the bogies Declutch mechanically the parking brakes cylinders of every bogie (two cylinders by bogie).

(2) On the pneumatic block Close the parking brakes isolation cocks (RB(IS)FS1) and (RB(IS)FS2) (bogie 1 and 2).


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5. LOCOMOTIVE AT STANDSTILL (single UNIT)

A. Standstill

(1) After locomotive stopping, close the parking brake switch (BP(FS)).

(2) Put the reverser lever and the master controller (MPT) in position "0".

CAUTION : BEFORE STOPPING THE DIESEL ENGINE, IT IS RECOMMENDED TO LET IT IDLE DURING FEW MINUTES PARTICULARLY IF THE ENGINE RAN FULL SPEED.

(3) Switch off the light

(4) Lock the doors and the windows

(5) Purge main and auxiliary air reservoirs by opening cocks RB(PU)RP and RB(PU)RCA, close it after the purge

NOTA : After stopping the diesel engine, the driver must check if the axles boxes temperature is not

excessive, report it to the maintenance agent.

If it is necessary to leave the locomotive during a long time with the diesel engine idling , proceed as following: Close the parking brake switch (BP(FS)). Put the reverser lever and the master controller (MPT) in position "0".

B. At the locomotive shed Upon arriving at the locomotive shed, do an inside and outside inspection in order to: Research any defect or failure (leaks, broken parts etc.), Research any outside shock mark, Check the different systems levels and complete if needed. Once the locomotive inspected: - Open the battery isolation switch (H-BA), - Place the wedges under the wheels when the locomotive is parked on a slope.


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6. LOCOMOTIVE MULTIPLE UNITS (MU) STANDSTILL

A. Standstill

(1) After stopping the locomotive close the parking brake switch (BP(FS)).

(2) Put the reverser lever and the master controller (MPT) in position "0".

NOTA : After stopping the diesel engine, the driver must check the heat coming from the bogies axles box. If the temperature difference is important between the axles boxes, report it to the maintenance agent.

(3) Stop the locomotive diesel engine "TRAILED" by pressing the button BP(A)D-AL (other locomotive stop).

(4) Stop the locomotive diesel engine "LEADING" by pressing the button BP(A)D.

CAUTION : BEFORE STOPPING THE DIESEL ENGINES, IT IS RECOMMENDED TO LET THEM IDLE DURING ABOUT ONE MINUTE PARTICULARLY IF THE ENGINES RUNNED FULL SPEED.

(5) Switch off the light

(6) Lock the doors and the windows

(7) Purge main and auxiliary air reservoirs on all the locomotives by opening cocks RB(PU)RP and RB(PU)RCA, close it after the purge


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PUT LOCOMOTIVE ON THE LINE 1. PUT LOCOMOTIVE ON THE LINE

For locomotive starting up refer to chapter "starting up".

CAUTION : TO PUT THE LOCOMOTIVE ON LINE IT IS NECESSARY TO ADAPT THE TRAIN DRIVING ACCORDING TO THE TYPE TRAIN, THE TRAIN WEIGHT, THE LINE CONDITIONS, THE SPEED LIMITATIONS, THE WEATHER CONDITIONS AND THE SAFETY MEASURES.

A. Brakes release

(1) Parking brakes

(a) Activate the driving display

(b) Release the parking brake by pressing the parking button (BP(FS)). The pictogram on the "DRIVING" display switches off.

NOTA : If the pictogram does not change, do an "application/ releasing" with the automatic brake handle (MP-F).

(c) Check again if the parking brake is well released.

(2) Automatic brake

(a) Check that the train brakes are well released with the automatic brake handle (MP-F) The equalising reservoir (RE) and brake pipe (CG) pressures are at 5 bars on the driving display.

NOTA : It is possible to drain the locomotive brake cylinders, by operating the brake drain pedal (P-VE (IS) FR). This action is possible during the brake application operated with the automatic brake.

(3) Independent brake Check that the independent brake handle (MP-(FD)) is in position "0" in both cabs.

NOTA : In the operating driver's desk: Maintain the independent brake handle (MP-(FD)) on the position "releasing" and check that the pressure falls at 0 when the pressure in the brake pipe (CG) is equal to 5 bars (see automatic brake). In the other case go to the other driver's desk and maintain the independent brake handle in the position "releasing".

B. Train starting up

(1) Starting up

(a) Operate the reverser lever according to the desired direction.

(b) Place the master controller (MPT) on "notch 1" The engine speed stays at 450 tr/mn, The traction drive is under voltage.


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Depending on the train load, the profile of the track, etc… the master controller will have to be pushed to whatever notch is required to start movement. The load current and the corresponding traction effort are smoothly developed. The traction effort is controlled by the electronic logic unit and the speed with which this effort is developed is as low as possible depending on the speed of notching up operation. Therefore, to start a heavy train on a severe grade, it is quite possible to push the master controller quickly to notch 8 and wait till the train moves. In case the train starts up a severe grade, it is recommended to process as follows:

- Leave the independent air brake applied, - Develop the traction power required, - Then, release the independent air brake

C. Wheel slip The wheel slip may occur at any time and during difficult starting due to the grades, important lading greasy or wet rails . Under these specific conditions, wheel slip can be prevented by ejecting sand on the rail by means of the sanding push button (BP-SA) provided to this end. However, when the wheel slip is detected, the wheel slip correction system operates as follows: The wheel slip light brightens on the driving display Automatic sanding is applied If required, it will become impossible to change the notches The traction power is suddenly reduced, then smoothly restored

NOTA : The driver can isolate the automatic sanding by pressing the key F11 of the "driving" display.

D. Inverters isolation The traction engines can be isolated bogie by bogie. The bogies are automatically isolated as soon as there is a defect on the traction drive or manually by the driver with the bogies isolation switches (Z (IS) BG1 and 2)

E. Driver’s vigilance

(1) Driver’s vigilance operation Up until 8 km/h speed the driver’s vigilance is not operated. From 8 km/h the driver’s vigilance is operative, a time delay of 8 seconds is started .

(2) Driver’s vigilance principle If there is no pressing after 8 seconds, a bell rings. Till pressing one of the push buttons or the vigilance pedal, a new time delay of 2 minutes starts. If the pressing is maintained after 2 minutes and if there is no driving operation, a bell

rings again. (3) Emergency braking

If the driver does not react to these bells, a time delay of 4 seconds starts. If there is no reaction detection the vigilance system cuts the traction drive supply by idling the diesel engine.


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The emergency braking is closed . The emergency braking is indicated by the warning band on whatever driving console display and by a bell. At this moment, the driver can stop the bell by pressing the key F1 of the console. The emergency braking is always operating, till the train complete stop, and the driver cannot intervene.

(4) Emergency exit To go out from emergency, it is necessary that: The locomotive is at standstill, The master controller (MPT) is at "0", The reverser lever is at "0", Till then, the brake pipe (CG) is no more to the atmosphere. The driver has just to release the train brakes with the automatic brake handle (MP-F) and to begin the starting up procedure.

CAUTION : IF THE DRIVER’S VIGILANCE OPERATION PRESENTS FAILURES, IT IS POSSIBLE TO ISOLATE THE OPERATION BY THE SWITCH (Z(IS)VA. BEFORE TO DO THIS, IT IS NECESSARY TO COMPLY WITH THE RAILROAD SAFETY RULES.

F. Train braking Several procedures may be used to slow down or stop a train, according to the type of the train, the nature of the track profile and particularly the nature of the required speed decrease. Three braking systems are provided on the locomotive: (1) The automatic braking

Electrically controlled by the automatic brake handle (MP-F).

(2) The rheostatic braking or dynamic braking (locomotive braking only) The locomotive is electrically braked with the master controller (MPT).

(3) The independent braking (locomotive braking only) The locomotive is pneumatically stopped with the independent brake handle (MP-(FD)) This brake acting on the locomotive, is particularly adapted when the locomotive is running light or during shunting operations. This brake is rapidly applied and released without any other interference than the driver's action. The pressure in the brakes cylinders on each bogie is indicated on the driving display. The independent brake can be used to reduce the speed of the train under particular conditions (when the dynamic brake is cut out for instance).

CAUTION : IN NO CASE THE INDEPENDENT BRAKING MUST BE USED TO STOP THE TRAIN.

(4) Dynamic braking controlled manually The dynamic brake is used to maintain the train speed on a slope or to progressively idle it. This braking operates only on the locomotive. The dynamic braking does not give mechanical wear on the brake shoes, it is controlled by the master controller (MPT). To idle or maintain the train speed, the driver put the master controller (MPT) on stable position "BRAKING".


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The system tips up in the braking mode and waits the first pulses "(+)" or "(-)" of the master controller (MPT). On the driving display of the console, a graphic bar indicates in percentage the braking effort.

(5) Blended automatic brake Mainly, the automatic braking controlled by the automatic brake handle (MP-F), allows to brake and stop a train. A pressure down is done in the brake pipe (CG) through the equalising reservoir (RE) and allows to brake the locomotive and the train. The automatic braking (graduated application and releasing) is done by short and repetitive pressings on the automatic brake handle (MP-F) in position "APPLICATION" or "RELEASE". The first pressing causes a pressure down (first pressure drop) the aim of which is to catch the brakes shoes gap. The driver adjusts, according to the circumstances and the required speed decrease, the pressure down of the brake pipe (CG) with the automatic brake handle (MP-F).

CAUTION : WHEN THE SPEED IS LOWER THAN 6 KM/H THE DYNAMIC BRAKE IS NO MORE EFFICIENT.

CAUTION : IF A DYNAMIC BRAKING IS ASKED AND A BRAKING DEFECT IS DETECTED, AN EMERGENCY BRAKING IS OPENED

If the master controller (MPT) is on a notch from 1 to 8, at every pressure down in the brake pipe (CG), the traction power is cut and the pneumatic braking is applied. To develop again the traction power, proceed as following: Release the automatic brake. Put the master controller (MPT) in position "0". Notch the master controller (MPT) up to develop power.

(6) Independent brake and automatic or rheostatic union The independent braking is independent from all the other braking systems. When the independent brake is asked, the brake cylinders pressure of the locomotive is equal to the greatest pressure value displayed. Therefore, do not provide additional power by means of the independent brake, as this would be liable to cause wheel slide.

(7) Wheels slide in the dynamic braking The wheels locking can be produced under some conditions during a dynamic braking. Till the wheels locking is detected by the data processing system, this one reduces and controls the brake effort and then starts it again progressively.


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(8) Emergency brake

In case of emergency (track obstructed, etc…), the driver may use a mushroom brake valve (BP(URG)) to empty the brake pipe very quickly and thus apply emergency braking. The emergency braking is automatically done, under the following conditions: A driver’s vigilance opening. A leading locomotive overspeed. A dynamic braking defect. A diesel engine idling or stopping during the dynamic braking. The parking brake is closed while the train runs. The emergency braking isolates the pneumatic braking of the locomotive to avoid the wheels locking.

NOTA : On the "passenger locomotives", the emergency braking consists of: The maximum air braking The safety dynamic braking (excitation of traction motors from battery) Should a malfunction occurs on the main dynamic braking circuit, and particularly on the resistors grids; the dynamic braking shall be cut out. Should this occurs; it is STRONGLY ADVISED to reduce the maximum train speed so as to comply with the safety braking distances required by the existing signalling system in accordance with the railroad safety rules and requirements.


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2. LOCOMOTIVE MULTIPLE UNITS (MU)

A. Locomotive driving In the configuration multiple units (MU) the locomotive driving "Leading/trailed" is not too much different from the only one locomotive driving (simple unit).

CAUTION : UNDER NORMAL CONDITIONS, THE INDEPENDENT BRAKE ACTIONS OPERATE ONLY ON THE "LEADING" LOCOMOTIVE AND MUST BE USED CONSEQUENTLY.

B. Automatic alarm and irregularity The irregularities on "Leading" or "trailed" are indicated through pictograms including a number situated on the "Driving" display. The numbers on the pictograms indicate the quantity of: Idling diesel engines, Stopping diesel engines, Isolated bogies , Traction limited bogies.

Two other pictograms indicate: The parking brake status, A fire detection.

NOTA : The oil, ventilation, temperature, parking brake and water tank defects, that can be displayed on the warning band of the console, do not inform from what locomotive they come from and about the locomotives quantity .

C. Cab change After train stopping, without diesel engine stopping, if the reverser lever is reversed, it is necessary to change the cab. The "trailed" locomotive becomes the "Leading".

In the leading locomotive (1) Put all the handles on position "0".

(2) Put the parking brake.

(3) Switch off the driving desk through the starting switch (Z(MES)). Remove the key.

(4) Put the multiple unit switch (Z(UM)) on position "trailed"

In the other locomotive: (5) Put the multiple unit switch (Z(UM)) on position "Leading". Remove the key.

(6) Put all the handles on position "0".

(7) Start the driving desk by putting the starting switch (Z(MES))

(8) Before the train starting up take off the parking brake.

NOTA : Don't use the locomotive key on the second locomotive because it would be interpreted as two locomotives "Leading". (the key is only liberated from the multiple unit switch (Z(UM)) in position "Leading").


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TROUBLESHOOTING GUIDE

1. INTRODUCTION

The aim of the trouble shooting guide is to indicate for every defect: Its category Its development conditions The locomotive overhauls conditions which must be showed on the ''TROUBLESHOOTING GUIDE '' display.

The troubleshooting guide is available only on the main display unit by means of a file containing the following texts pages.

"TROUBLESHOOTING GUIDE" display

The keys F3 and F4 allow to make the text scroll. The keys F1 and F6 allow respectively to reach the first and last guide page. The keys F12 allow to come back to the « Menu » display. The following pages summarise for every displayed defect the probable causes and the actions to be done by the driver to go on with its mission.


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2. DEFECTS EXPLOITATION

This board shows the defects exactly as they appear on the Troubleshooting Guide display.

---- N° 01 Auxiliaries fault Auxiliary fault. Reset the control handles to zero and wait for the fault to disappear. If the fault still exists, stop the train. Carry out procedure to place the locomotive out of service, then put back in service. If the fault persists, call for rescue. ---- N° 02 CRT2 out of line Loss of Traction Control Unit of bogie 2. Reset the control handles to zero, try to set train in motion again. If the fault still exists, stop the train. Carry out procedure to place the locomotive out of service, then put back in service. If the fault persists, isolate bogie 2 using the switch Z(IS)BG2 and apply the rules and specifications of the railway network. ---- N° 03 Trailed locomotive out of line Loss of switching network. Shut off the train’s battery, then reconnect. If the fault still exists, call for rescue and apply the safety rules and specifications of the railway network. ---- N° 04 Several leading locomotives No Z-UM switch on the train is positioned on ‘leading’. Or several Z-UM switches on the train are positioned on ‘leading’. Check the configuration of the train (only the Z-UM switch of the locomotive at the head of the train should be positioned on ‘leading’. The others should be positioned on ‘trailed’).


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---- N° 05 Frame earth faults Earthing of the high voltage circuit. If the fault appears regularly, it is possible to stop detection of the fault using the switch Z(IS-0V)HT. ---- N° 06 Fire on trailed locomotive (MU) Detection of a fire, or a leak in the fire detection circuit in one of the trailed locomotives. Apply the safety rules and specifications of the railway network. If there is no fire, check the status of the CC C1. If the fault still exists, notify maintenance. ---- N° 07 Lube oil fault (MU) Oil pressure fault in one of the trailed locomotives. If a engine stop is indicated, wait for the train to stop before investigating the problem in the relevant locomotive. ---- N° 08 Engine fault: Stop Triggering of a fault causing a diesel stoppage Check if one of the following faults exist and refer to the page in the trouble shooting chart which deals with this fault: N° 40, N° 42, N° 44, N° 45, N° 46, N° 47 ---- N° 09 Engine fault: Idle Temperature alarm of the low or high temp. water circuit, or fault in the governor/MPU serial link. Induce ventilation (press F9). Wait for the re cooling of the water circuit until the fault disappears. If the fault does not disappear, apply procedural rules of the railway network. ---- N° 10 Fan motor fault (MU) Fault in the Alternator motor fan, or Motor fan in traction engine of bogie 1, or Motor fan in traction engine of bogie 2 on one of the trailed locomotives. Reset the control handles to zero. If the fault still exists, go to the relevant locomotive to deal with the problem.


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---- N° 11 Water tank empty (MU) Following the detection of an empty water tank in one of the trailed locomotives, the diesel engine stops. Fill the tank if possible. Notify maintenance. ---- N° 12 Electrical fault Electrical fault. Reset the control handles to zero and wait for the fault to disappear. If the fault still exists, stop the train. Carry out procedure to place the locomotive out of service, then put back in service. If the fault persists, call for rescue. ---- N° 13 Temperature fault (MU) Water or oil temperature fault in the diesel engine in one of the trailed locomotives. If there is an idle (MU), then wait a few minutes, then momentarily reset the control handles to zero, to see if the fault disappears. If this fails, retry regularly. ---- N° 14 2 driving cabs in service One of the driver’s cabs is in service in a trailed locomotive. Neither of the driver’s cabs are in service or both cabs are in service in the leading locomotive. Check the position of the start up switches in all the train’s locomotives. ---- N° 15 Circuit breaker open Loss of supply to governor of the diesel engine or of a supply to the MPU outlets. Check the microswitch: CC SUP, CC CVS RG MD or CC RGMD. Re close the open CCs. If the fault persists, and one of the CCs remains open, call for rescue.


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---- N° 16 Fan motor input fault Supervision of one of the following inputs is no longer guaranteed: supply to alternator motor fan. supply to motor fan of the traction engine of bogie 1 and 2. thermal relaying of the motor fan of the alternator and traction engine of bogie 1 and 2. Ensure that the motor fans are revolving. Notify maintenance. ---- N° 17 Safety device fault Fault on Safety recorder. Failure of the alarm bells. Notify maintenance of the fault. Apply the safety rules and specifications of the railway network. ---- N° 18 MU input fault Supervision of one of the following inputs is no longer guaranteed: presence of the MU cables. Configuration of the train (leading/ trailed). Or start up fault in the train (several cabs in service / no cabs in service). If there is a start up fault, check that (Z-UM) is on ‘leading’ on the head locomotive and on ‘trailed’ on all the other locomotives on the train. Check that the MU cables are properly connected. In both cases, notify maintenance. ---- N° 19 BP sensor fault Fault in the measurement of the brake pipe pressure. malfunction of the brake pipe pressure sensor of bogie 1 or bogie 2. deviation in the measurement between the two brake pipe pressure sensors. Observe the brake cylinder and equalizing reservoir pressure. Apply the safety rules and specifications of the railway network. At the end of the job, notify maintenance. ---- N° 20 Sensor pressure fault If the diesel engine is at a standstill, supervision of the oil pressure regulator of the main compressor is no longer guaranteed. If not, then one of the following sensors is faulty: BC1 BC2 ER MP. If the fault concerns the MP sensor: induce the overall production of air,(key F5). If not, then apply the safety rules and specifications of the railway network.


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---- N° 21 Engine sensor fault Fault in one of the following sensors: Engine oil pressure sensor. Turbopressure sensor. Engine oil temperature sensor. Diesel engine speed sensor, Water level, Low temp. Water circuit temperature sensor, High temp. water circuit temperature sensor. Notify maintenance. ---- N° 22 Parking brake fault (MU) Discrepancy between the status of the solenoid valve control (VE FS) and the pressure switch of the parking brake (holding brake) on one of the trailed locomotives. Apply the safety rules and specifications of the railway network. ---- N° 23 Dirty engine air filter Inlet Air Filter of the diesel engine is dirty. Notify maintenance of the fault. ---- N° 24 Fan motor fault Fault in the following motor fans: Alternator motor fan, Motor fan of the traction engines of bogie 1, Motor fan of the traction engines of bogie 2. Reset the control handles to zero. See if there are other existing faults. ---- N° 25 Request for T/B handle to 0 Request for traction/braking handle to be reset to zero. Reset the control handle to zero (central position). ---- N° 26 VE(IS)FR control fault Isolation of the brake cylinders of the locomotive is impossible. Notify maintenance.


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---- N° 27 VE(URG) control fault Fault in the automatic emergency braking. If the brake is applied, isolate it by switching RB(IS)Q(URG) on pneumatic bloc, and apply the safety rules and specifications of the railway network. if not, do not use dynamic braking. In all cases, notify maintenance. ---- N° 28 Fire detection fault Fails on fire detection. Apply the safety rules and specifications of the railway network and notify maintenance. ---- N° 29 Battery C. B. open The CC BA is open. Attempt to re close the CC BA. If the CC BA cannot be re closed, do not stop the diesel engine before the end of the mission and notify maintenance. ---- N° 30 Fire detection Detection of a fire Or a leak in the fire detection circuit. Apply the safety rules and specifications of the railway network. If there is no fire check the status of the CC C1. If the fault still exists, notify maintenance. ---- N° 31 Control handle fault Fault in the control handle contactors. Reset the control handles to zero. Attempt to get train in motion again. If the fault still exists, call for rescue and apply the procedural rules of the railway network. ---- N° 32 Dead man device fault Dead man Input/Output fault. Set Z-VA on ‘isolated’. Notify maintenance of the fault. Apply the safety rules and specifications of the railway network.


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---- N° 33 OVER SPEED Slow down Train speed greater or equal to 125 Km/h. Slow the train’s speed to < 120 Km/h. Wait until speed drops below the max. speed of = 120 km/h. ---- N° 34 Speed measurement fault The speed data of bogies 1 and 2 is not accurate. Speed is indicated as ‘zero’. Notify maintenance of the fault and apply the safety rules and specifications of the railway network . ---- N° 35 OVER SPEED Braking Where locomotive overspeeding occurs, emergency braking cuts in. Reset the control handles to zero. Wait for the train to stop and the emergency braking to cut out. ---- N° 36 Parking brake fault Discrepancy between the status of the solenoid valve control (VE FS) and the pressure switch of the parking brake (holding brake). Apply the safety rules and specifications of the railway network. ---- N° 37 Bog. 1 Isolat. switch fault Fault in the switch H (IS) OND1 of the isolator of bogie 1. Rearm the switch using key F2 of the console. If the fault still exists, call for rescue. ---- N° 38 Bog.2 Isolat. switch fault Fault in the switch H (IS) OND2 of the isolator of bogie 2. Rearm the switch using key F2 of the console. If the fault still exists, call for rescue.


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---- N° 39 FAIL TO STOP The governor failed to stop the diesel engine. Set the control handles to zero. Press the stop engine button of the control desk. If the engine does not stop, Press the emergency stop engine button of starting panel or open the CC CVS RG MD. ---- N° 40 Air flap Closed The air inlet flap is closed. Probable causes: overspeed of the diesel engine, diesel emergency stop button was pressed. Before restarting the diesel engine, open the air inlet flap and reset the governor. ---- N° 41 Gov. serial link fault Serial link fault between the diesel engine governor and the MPU. Reset the control handles to zero and try to set the train in motion again. If the fault still exists, stop the train. Carry out procedure to place the train out of service then put it back in service. If the fault persists, call for rescue and apply the safety rules and specifications of the railway network. ---- N° 42 Lube oil pressure fault (stop) Following a fault in the oil pressure, the governor has stopped the diesel engine. Reset the governor and attempt to restart once again. If the fault still exists, call for rescue and apply the safety rules and specifications of the railway network. ---- N° 43 Lube oil pressure fault Low lube oil pressure alarm transmitted by the governor. Press F7 to reset the governor. Check the oil level and pressure. ---- N° 44 Engine Governor fault The diesel governor does not function. Check the supplies to the governor: CC SUP, CC CVS RG MD, CC RGMD. Attempt to re close the CCs. If the CCs are open once again, call for rescue and apply the safety rules and specifications of the railway network.


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---- N° 45 Water tank empty Following the detection of an empty water tank, the diesel engine stops. Fill the tank if possible. If not, call for rescue. ---- N° 46 Water temp. fault (stop) Following the detection of water overheating, the governor has stopped the diesel engine. Reset the control handles to zero and wait for the re cooling of the water circuit in the diesel engine, then Press F7 to reset the governor. ---- N° 47 Lube oil temperature (stop) The governor has stopped the diesel engine following overheating of the lube oil. Reset the control handles to zero and wait for the re cooling of the lube oil circuit, then Press F7 to reset the governor. ---- N° 48 Lube oil temperature alarm Oil temperature alarm transmitted by the governor of the diesel engine. Induce the traction motor fans and reduce the traction setting. Observe the oil temperature. ---- N° 49 Bog. 2 fan motor Ctrl fault Fault in the control circuit contactor of the motor fan of the traction engines of bogie 2. Reset the control handles to zero, then try to set train in motion again. ---- N° 50 Exhaust blower Ctrl fault A fault in the exhaust motor fans can limit the power of the diesel engine. Notify maintenance of the fault.


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---- N° 51 RA 1 or 2 fan motor ctrl. fault Fault in the control circuit contactor of fan motor 1 or 2 of the engine cooling circuit. Observe the water temperature and restrict traction. ---- N° 52 RA 3 fan motor ctrl. fault Fault in the control circuit contactor of fan motor 3. (High Temp. Water circuit and IGBT cooling circuit) Observe the water temperature and restrict traction. ---- N° 53 Bog. 2 fan motor fault Thermal relaying Q(TH)MT2 of motor fan of the traction engines of bogie 2 is open. Attempt rearming of the thermal relaying (key F8). Reset the control handles to zero. If the fault still exists, stop the train. Carry out procedure to place the locomotive out of service, the n put back in service. If the fault persists, isolate bogie 2 and apply the rules and specifications of the railway network. ---- N° 54 Exhaust blower fan fault A fault in the exhaust motor fans can limit the power of the diesel engine. Attempt to rearm the thermal relaying (key F8) Notify maintenance of the fault. ---- N° 55 Radiator 1 or 2 fan motor fault Thermal relaying of fan motor 1 or 2 of engine Water circuit is open. Attempt rearming of the thermal relaying (key F8). Reset the control handles to zero Reset the control handles to zero. If the fault still exists, stop the train. Carry out procedure to place the train out of service, then put back in service. If the fault still exists, Observe the water temperature and restrict traction. ---- N° 56 Radiator 3 Motor fan fault Thermal relaying of fan motor 3 is open. (High Temp. Water circuit and IGBT water circuit) Attempt rearming of the thermal relaying (key F8).


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Reset the control handles to zero. If the fault still exists, stop the train. Carry out procedure to place the train out of service, then put back in service. If the fault still exists, Observe the water temperature and restrict traction. ---- N° 57 MP Pressure low Detection of low MP pressure. Induce the overall production of air, press F5. If the fault persists, apply the safety rules and specifications of the railway network. ---- N° 58 Air compressor oil pres. Fault The oil pressure in the air compressor is too low. Try to restart the diesel engine. If the fault persists, call for rescue. ---- N° 59 CRT1 out of line Loss of Traction Control Unit of bogie 1. Reset the control handles to zero, try to set train in motion again. If the fault still exists, stop the train. Carry out procedure to place the locomotive out of service then put back in service. If the fault persists, call for rescue and apply the rules and specifications of the railway network. ---- N° 60 Restricted Notch (MU) The diesel engine is too hot in a trailed locomotive. The traction notch has been limited to prevent the engine ---- N° 61 Restricted Notch The diesel engine is too hot. The traction notch has been limited to prevent the engine ---- N° 62 HT low pressure fault An under low pressure in the engine high temperature cooling circuit is detected. The diesel engine has been shutdown. Check the water tank level.


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---- N° 63 LT low pressure fault An under low pressure in the engine Low temperature cooling circuit is detected. The diesel engine has been shutdown. Check the water tank level. ---- N° 64 Water Temperature alarm The diesel engine cooling circuit is too hot. Force the fan to run. Be careful of the engine temperature. ---- N° 65 Invert. water tank empty The tank of the IGBT(inverter) cooling circuit is empty. To prevent the inverter the traction power has been pull off. Check if there is any leak on the cooling circuit. Then fill up the circuit. ---- N° 66 Invert Pump Thermal Relay The thermal relay of the contactor of the cooling IGBT (Inverter) circuit pump has tripped. ---- N° 67 Water Inv. Sensor failure One of the next listed sensors on the inverters cooling circuit is giving a signal out of range: Pressure Sensor: CA(PRN) EPE-BE Pressure Sensor: CA(PRN) SPE-BE Temperature Sensor: CA(TP)E-BE ---- N° 68 Water Invert. Pres. Over Range Several under pressure have been detected on the inverter cooling circuit pump. The pump may not be functioning properly. The engine has been put down to idle.


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---- N° 69 LT water Temperature alarm The diesel engine cooling low temperature circuit is too hot. Force the fan to run. Be careful of the engine temperature. ---- N° 70 HT water Temperature alarm The diesel engine cooling high temperature circuit is too hot. Force the fan to run. Be careful of the engine temperature. ---- N° 71 DJ0BA fault If the auxiliary alternator is ON when the fault appears : if the DJ0BA cannot be rearm then the auxiliary alternator can not be run and the locomotive dead, call rescue If the auxiliary alternator is OFF when the fault appears : If the DJ0BA cannot be rearm then you are still to run the auxiliary alternator


Appendix A-1 11-00-003 MARCH

25 / 2005

APPENDIX A

VIKING’S ALARMS AND STATUS CODES LEGEND



25 / 2005

ALARM CODE DESCRIPTION STATUS CODE DESCRIPTION A1 High HT Cooling Water Temperature Alarm Status Display Format: “S,x,y,z” where:

A2 High Lub. Oil Temperature Alarm S = status display identifier (constant)

A3 Low Speed Low Lub. Oil Pressure Alarm x = function in control of setspeed (0-9,a-f)

A4 High Speed Low Lub. Oil Pressure Alarm y = function in control of fuel (0-9,a-f)

A11-20 Parameter Trip Level Shutdowns z = function in control of load (0-9,a-f)

A21 Barring Gear Engaged Alarm S000 Normal Running Condition where:

A31-40 Application Shutdowns LCU (remote serial) demand in control of setspeed

A41 Communications Alarm Speed governing function in control of fuel

A51-70 Transducer Failures Optimum torque function in control of load

A71-80 Pickup Errors

A81-90 Diagnostic Shutdowns

A91 Common Fuel Derate Active Alarm



25 / 2005

ALARM CODE DESCRIPTION STATUS CODE DESCRIPTION A11 High Crankcase Pressure Shutdown S,1,-,- not used

A12 High Jacket Water Temperature Shutdown S,2,-,- Local ECU raise / lower in control of setspeed

A13 High Lub. Oil Temperature Shutdown S,3,-,- Comms failure: force to default setspeed

A14 Overspeed Shutdown S,4,-,- not used

A15 FuturaA Bk BT S,5,-,- not used

A16 Low Speed Low Lub. Oil Pressure Shutdown S,6,-,- Transducer failure function in control of setspeed

A17 High Speed Low Lub. Oil Pressure Shutdown S,-,1,- Start limitation in control of fuel

A31 Fail To Prime S,-,2,- Stop enabled function in control of fuel

A32 Fail To Start S,-,3,- Manual force function in control of fuel

A33 Fail To Stop S,-,4,- Calibration function in control of fuel

A34 Emergency Stop S,-,5,- Torque limitation in control of fuel

A35 Air Flaps Closed S,-,6,- Boost limitation in control of fuel

A51 Charge Air Pressure Transducer Fail S,-,7,- HT cooling water temperature in control of fuel

A52 Lub. Oil Pressure Transducer Fail S,-,8,- Lubricating oil temperature in control of fuel

A53 Lub. Oil Temperature Transducer Fail S,-,9,- Comp. outlet temperature in control of fuel

A54 Compressor Outlet Temperature Transducer Fail S,-,a,- Turbine speed in control of fuel

A55 Turbo. Inlet A Bank Transducer Fail S,-,b,- Turbine inlet temperature in control of fuel

A56 Turbo. Inlet B Bank Transducer Fail S,-,c,- Max charge air pressure in control of fuel

A57 Turbine Speed Transducer Fail S,-,d,- not used

A58 Charge Air Temperature Transducer Fail S,-,e,- not used

A71 Pickup Fault S,-,f,- not used

A72 Pickup 1 Failure A73 Pickup 2 Failure S,-,-,1 Start limitation in control of load

A74 Pickup Changeover S,-,-,2 Stop enabled function in control of load

A81 Flash Memory Failure S,-,-,3 Manual force function in control of load

A82 Watchdog Error S,-,-,4 Calibration function in control of load

A83 Calib. Memory Error S,-,-,5 Torque envelope in control of load

A84 Speed Switch Fail Shutdown S,-,-,6 Min charge air pressure in control of load

A85 Actuator Wire Break S,-,-,7 HT cooling water temperature in control of load

S,-,-,8 Lubricating oil temperature in control of load

S,-,-,9 Comp. outlet temperature in control of load

S,-,-,a Turbine speed in control of load

S,-,-,b Turbine inlet temperature in control of load

S,-,-,c Max charge air pressure in control of load

S,-,-,d not used

S,-,-,e not used

S,-,-,f not used

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