Tower Wagon Manulas PDF

CAMTECH\2004\E\Trg.-Module\1.
0 1
TECHNICAL TRAINING MODULE

FOR
8 WHEELER TOWER WAGON
DRIVERS
Technical Training Module for 8 Wheeler Tower Wagon Drivers March, 2004
CAMTECH\2004\E\Trg.-Module\1.0 2
IPTION 36
8. MAINTENANCE OF ENGINE 90
9. TROUBLE SHOOTING 95
9.1 TROUBLE SHOOTING OF DIESEL ENGINE 95

9.2 TROUBLE SHOOTING OF TRANSMISSION 98
9.3 TROUBLE SHOOTING OF THE ELECTRICAL SYSTEMS 100
9.4 TROUBLE SHOOTING OF LIFTING AND SWIVELLING PLATFORM 105
10. DAILY CHECKs BY DRIVER 107
ANNEXURE- A - RECOMMENDED OILS/ LUBRICANTS 109
ANNEXURE- B - MONITORING OF ENGINE HOURS AND 110

ABNORMALITIES OF DIFFERENT EQUIPMENTS
ANNEXURE- C MAIN DIMENSIONS OF O.H.E. CAR (8-Wheeler) 111
RFERENCE 113
SYLLABUS
1. INTRODUCTION
Introduction and salient features of tower wagon
2. DETAILS OF COMPONENTS
Details of components of tower wagon, details of engine, transmission, axle drive,

lifting & swivelling platform, pantograph, carden shaft and flexible coupling, battery,
alternator, generator.
3. DRIVER’S SEQUENCE OF OPERATION
Driver’s sequence of operation such as cabin initialization, starting of engine,

charging of reservoirs, selection of direction, high range, low range, change of range
during movement of CAR, low forward to HI reverse, low reverse to high forward,
bringing engine to idle. Shutting off the engine, emergency engine stop, stopping Car,
OHE Car halt, change of cabin, by-pass system, Audio visual indication.
4. TESTING OF AIR BRAKE SYSTEM
Preparation of OHE CAR to ensure proper function of the air brake, air brake
charging system, air brake leakage test, setting of N-1 reducing valve, SA9 independent
brake valve test, A-9 automatic brake valve test, distribution valve testing, emergency
brake valve testing, parking brake valve, deadman’s feature test, power cut off test.
5. OPERATING PROCEDURE FOR LIFTING AND SWIVELLING PLATFORM
Introduction and operating procedure of lifting and swivelling platform.
6. PNEUMATIC SYSTEM
Introduction, description of operation of compressed air charging and compressor

governing, brake pipe charging, automatic braking and co-ordinate air brakes on trailing
stock, emergency braking, auxiliary devices, deadman’s features, parking brakes,
inoperating cab, reverse charging of auxiliary reservoir, independent braking, important
valves.
viii
7. ELECTRICAL CIRCUIT DESCRIPTION
Electrical circuit description,110V system, 24V system, cabin initilisation,

starting of engine, emergency engine raise, selection of direction, speed time distance
recorder, propulsion, high range propulsion, operation of transmission control circuit in
high range, interlocks in high speed, inter cock with lifting platform, safety of engine and
transmission, indication, OHE sensing, by-pass system, gauges, unloading system,
pantograph operation, head lights, tail light & marker light, flasher light, intercom
system, Genset.
8. MAINTENANCE OF ENGINE
‘A’ check every day, ‘B’ check, ‘C’ check, ‘D’ check, ‘E’ check.
9. TROUBLE SHOOTING
Trouble shooting of diesel engine, transmission, electrical system, lifting and

swivelling platform.
10. DAILY CHECK BY DRIVER’S
Daily check by driver’s before/ after starting the engine, under slung equipment
examination, checking working of important items.
TOWER WAGON DRIVER’S SHOULD ALSO BE TRAINED TO

OPERATE FIRE EXTINGUISHER TO TACKLE ANY
EMERGENCY.
Period of training - 2 week

Theortical - 1½ week
Practical - ½ week
********
ISSUE OF CORRECTION SLIPS
The correction slips to be issued in future for this handbook will be numbered as follows:
CAMTECH/2004/E/Trg-Module/1.0 # XX date-----------
Where “XX” is the serial number of the concerned correction slip (starting from 01
onwards).
CORRECTION SLIPS ISSUED
S. No. Date of issue Page no. and Item no. modified Remarks
CHAPTER 1
INTRODUCTION
8 Wheeler Tower Wagon is self propelled bi-directional, 4 axle vehicle used for
periodical inspection, patrolling and maintenance of traction over head equipment. It is
also used for attending breakdowns, restoration of damaged OHE etc. It is also required
to erect small length of catenary and contact wires.
It is powered by 2 x 285 HP underslung, horizontal engines. Hydraulic

transmission and final drive units are employed to provide high and smooth acceleration.
Safety devices of electrical and electro-pneumatic control system is provided to protect
the engine and transmission from operational hazards. The OHE car include a roof top
elevating platform, engine cooling system, air brake system and driving cabs at both
ends. Elevating platform with swivelling capability of 90 degree on each side provides
access to the OHE.
1.1 SALIENT FEATURES OF 8 WHEELER OHE CAR
S.No Name Specification/ Description

1. Type 8 Wheeler OHE car.
2. Specification RDSO's specification No. ETI/OHE/59/(7/93)
3. Layout diagram M/s ICF's Drg. No. DHTC-9-0-001 Rev.'E'
4. Type of bogie All coil ICF bogie
5. Track Gauge 1676 mm Gauge (B.G.)
6. Service a) Periodical inspection traction patrolling and
maintenance of OHE.
b) Attending to site of break down and restoration of
damaged OHE.
c) Erection of small length of OHE.
7. Engine NT 855 R of Cummins India Ltd, Pune.
8. Transmission SAN CRTUP 102 (using HM CRT5633)
9. Coupling Kussel 3 K 045152 1121.

10. Carden shaft
10.1 Transmission to final drive
Kussel Part No. P0013-1367.1094.1065
San Part No. 12301770
10.2 Engine to transmission
Kussel Part No. P0011-4369.1085.0540
San Part No. 12301560
11. Axle drive SAN (Gear Ratio 3.824:1)
12. Axle capacity 20 T
13. Brake System Compressed air brakes of RPIL, Hosur. Drg. No.
35819100. Alt. Nil ( M/s SAN Engg. & Loco.)
14. Suspension Two stage helical springs with shock absorber
15. Wheel tread 952 mm (New)
diameter
16. Number of axles Four (Two powered and two non powered)
17. Axle box bearing FAG 22928 self aligning roller type
18. Draw and buffer Draw gear arrangement to RDSO Sk. No. 79061, Side
gears buffer arrangement to RDSO Sk. No. 79046 and screw
coupling arrangement to RDSO Sk. No. 79067 as per IRS
R-10.
19. Flooring 3 mm thick aluminum chequered plate on 12 thick
approved quality plywood over the corrugated floor.
20. Thermal 25 to 50 thick glass wool (side wall, end wall and roof)
insulation
21. Paneling
1. Roof a) 1 mm thick IS:1079-1988, MS plates
b) 1.5 mm thick natural fiber composite material with
thermoset resin to RDSO specification No. C-9511.
2. Side wall and a) 1.0 & 1.6 mm, IS:1079-1988, MS plate
partitions b) 3 mm L.P. sheet to RDSO Spec. C-8625
22. Max. operating 110 kmph
speed
23. Alternator 24V/30A- Lucas TVS make
110/4.5 KW, KEL make
24. Generator set 230 V single Phase, 2.1/2.4 KVA of Shriram Honda

25. Lifting and Model: TPS-01, to drg. No. J-15/96-00-00, Alt : nil, Make :
swivelling M/s Bemco
platform
26. Pantograph Type: AM 12 of M/s Stone India, to Drg. No. 22110201
with foot insulators and actuating mechanism
27. Tare weight 56.8 tonnes
28. OHE sensing Rail Power, UK
device (make)
*****
CHAPTER 2
DETAILS OF COMPONENTS
2.0 8 Wheeler Tower Wagon has following components :
1. Engine
2. Transmission
3. Axle Drive
4. Lifting and Swivelling Platform
5. Pantograph
6. Carden Shaft and Flexible Coupling
7. Battery
8. Alternator
9. Generator
2.1 ENGINE 2x285 HP under slungs horizontal
engines are provided to drive the tower
wagon.
Technical Details
Engine and Cooling System FIGURE 2.1 DIESEL ENGINE
Type NT 855 R of Cummins India Ltd, 6 cylinder, 4 stroke,

Turbocharged, horizontal, inline & water cooled.
Bore & Stroke 142 mm x 152mm
Power 285 hp @ 2100 rpm
Idle rpm 700 rpm
Rating Continuous
Compression Ratio 14.1 : 1
The engine is supplied with engine mounted compressor (13.2 cfm @ 7kg/sqcm) driven
by engine. The air inlet is from intake manifold of engine.
Cooling Cooling system is roof-mounted radiator with hydrostatic fan
drives.
2.2 TRANSMISSION
Transmission is used for transmit the power from engine to wheel through carden
shaft and axle drive
Make/Type
Hindustan motors, model CRTUP102.It is modified
version of CRT 5633, with TC 580 torque converter and
planetary type gear box .
Max. input power 320 kw (430 hp)
Max. input torque 900 lb-ft (1220 N-m)
Output rpm
(at Max. input power) 2290
Gear ratios FWD 3.040:1, 1.510:1, 0.760:1
REV 3.162:1, 1.570:1, 0.790:1 FIGURE 2.2
TRANSMISSION
2.3 AXLE DRIVE
Technical Details
Make : M/s. SAN
Model : 2625
Reduction Ratio : 3:824:1
Weight of axle drive
with axle and wheel including oil : 2350 kg.
Sump capacity : App. 32 ltr FIGURE 2.3
Type of oil : EP 90 or HP 90 AXLE DRIVE
2.4 LIFTING AND SWIVELLING PLATFORM

Technical specification for Hydraulic lifting & swivelling platforms
1. Make M/s BEMCO JACKS

2. Lifting platform model TPS-01
3. Lifting platform assy. Drg. No. J-15/96-00-00
4. Cylinder unit Assy. Drg. No. J-15/96-03-00/R1
5. SAN Engg. References drg. No. 35812012
6. Lifting capacity 0.5T uniformly distributed
7. Total collapsed height of platform from coach 2955mm
floor
8. Max. platform height from coach floor 4955mm
9. Height of collapsible railings 800mm
10. Working platform (basket) size (lxb) 5700mm x 1500mm
11. Max overhang from centre line 4200 mm
12. Size of outer tele structure (boom) 350mm square
13. Rotation of platform ± 90°
14. Motor for swivelling 0.37 kW(0.5 HP), 750 rpm
3 phase, 50HZ, 440V
15. Lifting time to max. height 45 sec.
16. Swivel time from 0° to ± 90 ° 18 sec.
17. Lifting boom arrangement 2 stage telescopic
2.5 PANTOGRAPH
Pantograph is similar to that used for AC loco .It is mounted on the centre line
along the roof of the tower wagon at the other end. The height of the panto is adjusted
suitably to meet the requirement of overhead equipment
On panto pan the marking of stagger is done which facilitates recording of the
stagger
FIGURE 2.4 PANTOGRAPH LOWERED CONDITION
Details of figure 2.4 and 2.5 FIGURE 2.5 PANTOGRAPH RAISED CONDITION
S.No. Details S.No. Details

1. Base 10. Joint of upper tube
2. Horizontal Spindle 11. Spring Box
3. Lower Arm 12. Positioning Link
4. Yoke 13. Lifting Spring
5. Tube 14. Servo Motor
6. Upper Tube 15. Tie rod insulator horn
7. Thrust Rod 16. Collector
8. Pivot point 17. Insulated Horn
9. Transverse Tube 18. Support Insulator
2.6 CARDEN SHAFT AND FLEXIBLE COUPLING

Carden Shaft
Carden shaft is used between engine and transmission and between transmission and final
drive.
Flexible coupling connects engine flywheel & transmission through carden shaft.
1 Manufacturer M/s Kusel Antriebe, Germany

2 Max. torque (T Kmax) 6300 Nm
3 Dynamic torsional strength (T Dyn) 9433 Nm/rad
4 Share hardness 50°
5 Mating carden shaft SAN code No. 12301240 (Kusel -
make)
5.1 Flange diameter 180 mm
5.2 No. of Holes 8
5.3 Pitch circle dia 155.5 mm
5.4 Hole diameter 14 C 12mm
5.5 Pilot bore diameter 110mm
6 Fly wheel butting surface
6.1 Outer diameter 466.725mm
6.2 No. of holes 8
6.3 Pitch circle dia 438.2± 0.2
6.4 Hole diameter 14mm
7 Width 89mm
8 Qty per powerpack 1 No
9 Weight 31.7 Kgs
2.7 BATTERY
I. 3 x 8V, 290 AH
II. 110 V, 120 AH
2.8 ALTERNATOR
I. 24 Volt, 30 Amp.
II. 110 Volt, 4.5 kW.
2.9 GENERATOR
8 KVA, 415 Volt, 3 Phase, 50 Hz.
*****
CHAPTER 3
DRIVER SEQUENCE OF OPERATION
3.1 DRIVER’S SEQUENCE OF OPERATION
3.1.1 CABIN INITIALIZATION
• Ensure all switches/ driver/s controls are in "OFF"/"O"/"STOP" position.

• Insert driver's key and turn "ON" driver's key switch.
• Press reset and initialisation push button, hooter beeps and stops after 5 seconds.
"Control supply ON" indication glows on the driver's desk.
• Press "LAMP TEST" switch to ensure healthy condition of indication lamps.
• Ensure all driver's brake valves handles are in release and running position.
• Check for the functioning of "HEAD LIGHT", "TAIL LIGHT", "MARKER LIGHT"
and "FLASHER LIGHT" from both driver's cabins of the car.
• Ensure " forward/reverse" switch in "stop" position.
• Ensure "range selector" switch in "HI" position.
3.1.2 STARTING OF ENGINE
• Press deadman's foot pedal (the foot pedal should be pressed continuously for all the
remaining sequences).
• Ensure "ENGINE THROTTLE" handle in "0" (Zero) position, ensure "FORWARD/
REVERSE" switch in "STOP" position and ensure "RANGE SELECTOR" switch in
"HI" position.
• Press fuel solenoid push button and simultaneously turn "ENGINE START/ STOP"
switch to position 1 (position 2) to start pantograph end engine (radiator end engine)
and release "ENGINE START/STOP" switch after engine sustains to run.
• Release fuel solenoid push button after "ENGINE STOP" indication extinguishes
3.1.3 CHARGING OF RESERVOIRS
• Ensure throttle handle in "0" Zero position, ensure "forward / reverse" switch in
"stop" position, ensure "range selector" switch in "HI" position and continuously
press the deadman's foot pedal.
• In case MR pressure drops below lower setting of compressor i.e. 7kg/cm, if required.
Engine speed can be raised for quick charging. by pressing "Emergency Engine
Raise" push button (push button should be kept pressed continuously during this
process) till the desired pressure is reached.
• After the MR pressure reaches 7.5 kg/sqcm, release the "Emergency engine raise"
push button.
• Open the following isolating cocks:
a) MR LINE
b) BP LINE
c) BPC LINE
d) HORN LINE in the active driver's cabin.
3.1.4 SELECTION OF DIRECTION

Note:-Selection of direction possible only in stand still condition (0- 2KMPH) of the
vehicle.
• Ensure all driver's brake valve's handles are in release and running position.
• Ensure M.R. pressure within compressor governor setting i.e. between 7 to 8

kg/sq.cm & BP pressure of 5.0 kg/sq.cm.
• BC1 & BC2 to be 'ZERO', if not pull the manual release of distributor valve for a
short while, till the pressures BC1 & BC2 read 'ZERO'.
• Ensure working of horn & wipers.
• Ensure throttle handle in "0" (Zero) position, ensure "range selector" switch in "HI"
position and continuously press the dead-man's foot pedal.
• Select "FORWARD" or "REVERSE" direction using "FORWARD" or

"REVERSE" switch and ensure "DIRECTOR ENGAGED" indication glow.
• Change of direction during the movement of the car is not possible. However it can
be done only in standstill condition of the vehicle (0-2 kmph) repeating above two
steps.
3.1.5 HIGH RANGE
• Ensure the lifting platform is lowered and locked condition (for high speed only),
direction selection to FORWARD.
• Release parking brake (open the parking brake isolating cock) "BRAKES APPLIED"
indication extinguishes.
• Ensure the "RANGE SELECTOR" position in "HI".
• Move the "ENGINE THROTTLE" handle to different positions of the throttle switch.
Car moves with speed depending upon the position of the throttle handle.
• Movement of car in reverse direction is not possible in "HI" range.
3.1.6 LOW RANGE

• Ensure parking brake isolating cock is in "Open codnition", thereby "BRAKES
APPLIED" indication extinguishes.
• Select FORWARD or REVERSE as desired for low speed operation, select "LO"
range in the RANGE SELECTOR switch. The vehicle starts moving immediately
with the engine's idle power only. ("ENGINE THROTTLE" is inactive in this range).
• "LO" range selection gives the option of moving the car both in forward and reverse
direction at a maximum vehicle speed for 08 kmph.
3.1.7 CHANGE OF RANGE DURING MOVEMENT OF CAR
• "HI" to "LO".
• Ensure vehicle speed below 10 kmph.
• Bring the "ENGINE THROTTLE" handle to "0" (ZERO) position.
• Select "LO" in the "RANGE SELECTOR", the car continues to move in the same
direction, but now in "LO" range mode and throttle gets disabled.
3.1.8 "LO-FORWARD" to "HI-REVERS".
• Bring "FORWARD / REVERSE" switch to "STOP" position.

• Select "HI" in range selector.
• Ensure "Engine THROTTLE" handle in "0" (ZERO) throttle.
• Select "FORWARD" in "FORWARD / REVERSE" switch.
• Move the "Engine THROTTLE" handle to different positions as desired. Car starts
moving.
3.1.9 "LO-REVERSE" to "HI-FORWARD"
• ENSURE STANDSTILL CONDITION OF THE VEHICLE.

• Ensure throttle handle in "0" (ZERO) position, ensure "range selector" switch in
"high" position and continuously press the deadman's foot pedal.
• Select "FORWARD" direction using " FORWARD/REVERSE" switch and ensure
"DIRECTION ENGAGED" indication glows.
3.1.10 BRINGING ENGINES TO IDLE
• Bring the engine Throttle handle to "0" (zero) position. One or both the engines come
to low idle.
CAUTION : Do not raise the lifting platform in the "HI" Range mode. If raised, the
engines comes to low idle.
3.1.11 SHUTTING OFF THE ENGINES
• Individual shutting off the engine while the vehicle is in standstill/running;

• Ensure :ENGINE THROTTLE" handle in "0" (zero) position.
• Ensure "Forward/reverse" switch in "stop" position.
• Ensure "Range selector" in "HI" position.
• Turn the "Engine start/stop" switch to position 1 or position 2 to put off the
corresponding engine.
• "Engine stop" visual indication of the corresponding power pack is seen on the
drivers desk, simultaneously hooter hoots as an audio indication.
3.1.12 EMERGENCY E NGINE STOP;

• Emergency stop of both the engines can be done by pressing the "Emergency Engine
Stop" push button in any operating condition of the the vehicle.
• "Engine Stop" visual indication of the corresponding power pack is seen on the
driver's desk, simultaneously hooter as an audio indication.
3.1.13 STOPPING THE CAR (standstill condition)
• Apply the brakes (service/ standby) the vehicle comes to a halt with in a duration the
emergency upon the speed. "BRAKES APPLIED" indication glows.
• In case of emergency or in the event of the failure of service/ standby brake, the
emergency brake can be applied which results in faster application of brake. "Brakes
Applied" indication glows.
3.1.14 . OHE CAR HALT (Parked condition)

In the above condition of the car (point 9) can be brought to a total halt by
the following sequence.
3.1.14 .1 Switch Off both the engines
3.1.14 .2 Apply parking brake (“close” the isolating cock marked “PARKING BRAKE”).
Ensure “BRAKES APPLIED” indication glows.
3.1.14 .3 ”CLOSE” the following isolating cocks placed under the driver’s desk.
a. ”M.R. LINE
b. B.P. line
c. B.P.C line
d. HORN line
3.1.14 .4 Switch off the cabin by turning “OFF” the driver’s key switch. Control supply ON
indication extingushes. This brings the OHE CAR to a total halt condition.
3.1.14 .5 Remove the driver’s key from the key from the key switch.
3.1.15 . CHANGE OF CABIN
3.1.15.1 Repeat steps of driver’s instruction mention above.
3.2 BY-PASS SYSTEM
Seven by-pass switches are provided in control cubicle to by-pass certain critical
functions in case of emergency. This should be used only to clear the track in case if the
vehicle stalls. Between any two stations due to malfunctioning. Those critical functions
for which by-pass system provided are :
3.2 .1. Eventuality : The direction engaged indication does not glow even after selecting the
direction :
S.No. Probable Cause By pass Switch to be Used.

1 Failure of signal converter to sense the Switch ON stand still detection
standstill condition of the vehicle. bypass switch.
2 Failure of brake pressure governor Switch ON brake pressure bypass
switch. switch.
3 Malfunctioning of Forward/Reverse Switch ON bypass direction
pressure switches. switch.
3.2 2. Eventuality : Both the engines fails to start, bringing the OHE car to a total halt.
S.No. Probable Cause By pass Switch to be Used

1 Defective lub oil pressure switch, defective Switch ON “Power Pack1”
transmission oil pressure switch, both the bypass switch.
radiators run out of water during movement.
2 Defective lub oil pressure switch defective Switch ON “Power Pack 2”
transmission oil pressure switch both the bypass switch.
radiators run out of water during movement.
3.2 3. Eventuality : Cabin do not get initialised or gets deinitialised during movement bringing
OHE car to a total halt.
S.No. Probable cause Bypass switch to be used

1. Defective cabin-1 relay CR1. Switch ON bypass switch CR1 relay.
2. Defective cabin-2 relay CR2. Switch on bypass switch CR2 relay.
NOTE : if any of the bypass switches are ON, a common indication “BYPASS
INITIATED” is seen on the driver’s desk.
3.3 AUDIO VISUAL INDICATION
3.3.1 POWER PACK-1

a. WATER/TRANS OIL HIGH TEMPERATURE
1. When the water temperature of engine-1 goes beyond a preset value (95°
C) visual indication is seen on the driver’s desk. Simultaneously the hooter
hoots giving an audio indication.
2. When the transmission-1 oil temperature goes beyond a preset value
(125°C) visual indication is seen on the driver’s desk. Simultaneously the
hooter hoots giving an audio indication.
NOTE : In high temperature faults engine come to low idle, disengaging
the transmission.
b. LOW WATER LEVEL
When the cooling water level in radiator-1 goes below minimum operating
level, visual indication is seen on the driver’s desk. Simultaneously the hooter
NOTE : This fault shuts off the engine-1.
c. ENGINE STOP/LOW LUBRICATING OIL PRESSURE
1. If the rpm of the engine over shoots the maximum rated rpm, engine-1
stops. Visual indication is seen on the driver’s desk. Simultaneously the
NOTE : Clearing of this fault requires manual resetting of OVER
SPEED SWITCH.
2. Low transmission oil pressure in transmission-1 stops engine-1. Visual
indication is seen on the driver’s desk. Simultaneously the hooter hoots
giving an audio indication.
3. Low lubricating oil pressure in Engine-1 stops engine-1. Visual indication
is seen on the driver’s desk. Simultaneously the hooter hoots giving an
audio indication.
NOTE : When ever the engine stops the transmission gets disengaged.
3.3.2 POWER PACK-2
a. WATER/TRANS OIL HIGH TEMPERATURE
1. When the water temperature of engine-2 goes beyond a preset valve

2. When the transmission-2 oil temperature goes beyond a preset value

NOTE : In high temperature faults engine come to low idle,
disengaging the transmission.
b. LOW WATER LEVEL
When the cooling water level in radiator-2 goes below minimum operating
level, visual indication is seen on the driver’s desk. Simultaneously the hooter
NOTE : This fault shuts off the engine-2.
c. ENGINE STOP/LOW LUBRICATING OIL PRESSURE
1. If the rpm of the engine over shoots the maximum rated rpm, engine-2
stops. Visual indication is seen on the driver’s desk. Simultaneously the
NOTE : Clearing of this fault requires manual resetting of OVER

SPEED SWITCH.
2. Low transmission oil pressure in transmission-2 stops engine-2. Visual

indication is seen on the driver’s desk. Simultaneously the hooter hoots
giving an audio indication.
3. Low lubricating oil pressure in Engine-2 stops engine-2. Visual indication

is seen on the driver’s desk. Simultaneously the hooter hoots giving an
audio indication.
NOTE : When ever the engine stops the transmission gets disengaged.
3.3.3 COMMON TO BOTH POWER PACKS
a. LOW HYDRAULIC OIL LEVEL
When the hydraulic oil level comes below a predetermined level, visual
indication is seen on the driver’s desk. Simultaneously.
This fault causes both the engines to shut down.
3.4 OTHER VISUAL INDICATIONS
a. OHE LIVE
When the live condition of the overhead conductors is sensed by the

antenna and the device, a visual indication is seen on the driver’s desk./
b. ALTERNATOR-1 FAILED
When alternator-1/rectifier-regulator-1 fails to give it’s output, a

visual indication is seen on the driver’s desk.
c. ALTERNATOR-2 FAILED
When alternator-2 rectifier-regulator-2 fails to give its output a

visual indication is seen on the driver’s desk.
d. BRAKES APPLIED
When any of the brakes are applied then a visual indication is seen
on the driver’s desk.
e. CONTROL SUPPLY ON
Explained under cabin initiallisation.
f. DIRECTION ENGAGED
Explained under selection of direction.
g. BYPASS INITIATED
Explained under bypass system.
*****
CHAPTER 4
TESTING OF THE AIR BRAKE SYSTEM
4.1 PREPARATION OF OHE CAR TO ENSURE PROPER FUNCTION OF THE

AIR BRAKE
i. Ensure that all the cut-off cocks (C.O.C.) are open.
ii. Ensure cut off angle cock at either ends are closed and hose coupling ends kept
with dummy.
iii. Check for free handle movement of all driver’s brake valves and place their
handle in release position.
iv. Drain cocks of after-cooler, main reservoir, Aux. Reservoir, J-filter and
centrifugal dirt collector present in the pneumatic system are kept in closed
position, after a few operations, in order to drain the condensate.
v. Keep the dead man’s pedal in pressed condition.
vi. Maintain the required gap between the brake block and wheel tread on all the
wheels. Adjust the slag adjuster if necessary to achieve the required gap.
vii. Non-operative control stand.
a. Place Driver’s brake valve isolating C.O.C. in closed position.
b. Parking brake application C.O.C. in closed position.
viii. Operative control stand
a. Driver’s brake valve isolating C.O.C. in open position.
b. Parking brake application C.O.C. in open position.
4.2 AIR BRAKE CHARGING SYSTEM
4.2.1 Reservoir Charging Time
Close brake pipe charging C.O.C. Isolate electro pneumatic compressor governor.
Start the engine. Move throttle handle to full throttle position and note the following.
Test Result Specified
Time required for MR pressure built up from 0 to 8 kg/cm2 = 6 minutes.
4.2.2 Compressor Governor Setting
Bring the engine to idle condition. Reduce the MR pressure by opening the MR2
drain cock upto 6 kg/cm2. To check compressor governor setting EPG should be in ‘ON’
position.
Now allow the MR pressure to rise and note down the pressure at which the
compressor cuts out. At the same time also note the automatic drain valve opening
time. As compressor is in unloading condition, MR pressure will start to drop. Note the
pressure at which compressor is again loaded.
Test Result Specified
a. Compressor cut out - 8.0 ± 0.1 kg/cm2
b. Compressor cut in - 7.0 ± 0.1 kg/cm2
c. Autodrain valve opening time - 6-9 sec.
4.2.3 J-1 Safety Valve

Check the working of J-1 safety valve with engine running at higher throttle
position. Isolate EPG compressor governor. Note the pressure at which safety valve
blows and closes.
Test result
a. Safety valve blow at 8.5 ± 0.1 kg/cm2
b. Safety valve close at 7.5 to 7.8 kg/cm2
4.3 AIR BRAKE SYSTEM LEAKAGE TEST
4.3.1 MR Line Leakage Test

Bring EPG in ‘ON’ position.
Maintain MR pressure at 6kg/cm2. Stop the engine and note pressure drop in MR
pressure gauge for a period of 5 minutes.
Test result Specified
Maximum permissible drop in MR pressure in 5 min - 0.7 kg/cm2.
4.3.2 BC Line Leakage Test

Charge the system fully.
Move SA—9 independent brake valve handle to application position. Adjust the knob
of the SA-9 brake valve to get brake cylinder pressure 1.5 kg/cm2 max.
Close cut off cocks provided on port no. 5 of A-9 and port no. 30 of SA-9 in
operative cab.
Note pressure drop in BC gauge for 5 minutes.
Maximum permissible drop in 5 minutes - 0.7 kg/cm2.
4.3.3 B.P. Line Leakage Test

Open brake pipe charging C.O.C. provided between BP charging C2 relay valve and
brake pipe. Charge the system fully. Allow sufficient time to charge the distributor
valve control reservoir.
Now make 0.6 kg/cm2 reduction in BP pressure by partially applying A9 auto brake
valve. Close BP charging C.O.C. and note pressure drop in BP pressure gauge for 5
minutes.
a. Pressure drop in BP pressure in 5 minutes - 0.7 kg/cm2.
4.3.4 Check Valve Test

Charge the system and then shut down the engine. Close cut off cock provided just
after the MR-2.
Drain MR-1 and note the pressure drop in MR pressure gauge to be provided in drain
hole of MR-2.

Maximum permissible MR pressure drop in 5 min. - 0.4 kg/cm2.
4.4 SETTING OF N-1 REDUCING VALVE
4.4.1 N-1 Reducing Valve Provided Between MR2 & Aux. Reservoir.
The reducing valve should be set at 6 ± 1 kg/cm2 and the pressure will be checked
on the gauge to be provided in drain hole of aux. Reservoir.
4.4.2 N-1 Reducing Valve Provided in Distributor Valve Delivery Line
Apply full brake through A-9 auto brake valve and note that the BC pressure
should not increased from 1.5 ± 0.1 kg/cm2.
4.5 SA-9 INDEPENDENT BRAKE VALVE TEST
Bringing the engine to idle condition, check SA-9 for gradual application and release
with handle movement.
Move the handle of the SA-9 independent brake valve to full application position in
operative cab.
Record max. BC pressure and time taken for BC pressure to built up.
Move handle of the SA-9 to release position and note time taken for the drop in BC
pressure.

a. Max. BC pressure - 1.5 ± 0.1 kg/cm2
b. BC pressure development time (0 to 1.5 kg/cm2) - 4-6 seconds
2
c. BC pressure drop time (1.5 to 0.0 kg/cm ) - 10-15 seconds
4.6 A-9 AUTOMATIC BRAKE VALVE TEST

Keeping the brake valve handle in release position note that the brake pipe (BP)
pressure rises to and remain steady at 5.0 ± 0.1 kg/cm2.
Move A-9 automatic brake valve handle quickly from release to emergency position.
Check that BP pressure falls to zero within 1 to 2 seconds.
Move A-9 brake valve handle to release position.
4.6.1 Full Service Application

Move the handle of the automatic brake valve to full application position.
Record BP pressure drop, time taken in drop, BC developed and time for BC pressure
development.

a. BP stablising pressure - 3.2 to 3.4 kg/cm2.
b. Time for BP pressure stablising - 3-5 seconds.
2
c. Time for BC development (from 0 to 1.5 kg/cm )- 4-6 seconds.
d. Max. BC pressure - 1.5 ± 0.1 kg/cm2.
Release from full service application
Move the handle of A-9 in release position and record the following
2
a. Time for BP to charge upto 5.0 kg/cm - 2-4 seconds
2
b. Time for BC pressure to drop from 1.5 to 0 kg/cm - 10-15 seconds.
4.6.2 Emergency Application
Make emergency application by A-9 automatic brake valve and note the following:

a. Time for BP pressure to drop from 5.0 kg/cm2 to zero - 1 to 2 seconds.
b. Time for BC pressure to built 0 to 1.5 ± 0.1 kg/cm2 - 4-6 seconds.
c. Max. BC pressure - 1.5 ± 0.1 kg/cm2
Move A-9 brake valve to release position and note:

a. Time for BP charging upto 5.0 kg/cm2 - 3-6 seconds.
b. Time for BC pressure to drop to zero - 15-20 seconds.
4.7 DISTRIBUTION VALVE TESTING
Set N-1 reducing valve provided in BC line to 3.8 ± 0.1 kg/cm2 (Temporary)
4.7.1 Proportionality of C3W Distributor Valve (DV)
Move handle of A-9 auto brake valve from release to application and then to release
position and note the BC pressure correspondent to BP pressure in steps.
Test results
BP pressure in kg/cm2 Brake Cylinder Pressure in kg/cm2
Application Release
5.0
4.5
4.0
3.5
4.7.2 Leakage in Control Reservoir of DV
Move A-9 automatic brake valve handle to emergency position. Note BC (3.8 ± 0.1
kg/cm2 temporarily). Observe for drop in BC pressure gauge for 10 minutes.
Permissible max. drop in BC pressure gauge in 10 minutes - 0.0 kg/cm2

Re-set N-1 reducing valve to 1.5 ± 0.1 kg/cm2
4.8 EMERGENCY BRAKE VALVE TEST

Placing A-9 auto brake valve in release position charge the system and run the
engine at higher throttle position.
Move the operating lever of emergency brake valve to open position quickly and
record the following parameters.

a. Time for BP for pressure to drop from 5 to 2.5 kg/cm2 - 2-4 seconds
b. Time for BC pressure to built from 0 to 1.5 ± 0.1 kg/cm2 - 4-6 seconds.
c. Max. BC pressure - 1.5± 1.0 kg/cm2
4.9 PARKING BRAKE VALVE

Close parking brake circuit C.O.C. in operative cab.
Brake should apply on 4 wheels where the brake cylinder is connected to the spring
brake chamber. There should be no pressure built up in the BC pressure gauge.
Open the cut off cock of the parking brake circuit in the operative cab.
Brake should release on all the wheels. Ensure that the brake blocks are free from
the wheel tread.
Record the cut in and out pressure for parking brake indication lamp.

Cut in – 4 kg/cm2
Cut out – 5.5 kg/cm2
Again close cut off cock of the parking brake in operative cab.
Pull the lever on the quick release mechanism, the brake should release on all
wheels. Ensure that brake blocks are free from the wheel tread.
4.10 DEADMAN’S FEATURE TEST

Placing A-9 & SA-9 brake valve handle in release position charge the system.
Release the deadman’s pedal. Brake should get applied and power should come to
idle.
Press the deadman’s pedal brake should get released.
4.11 POWER CUT OFF TEST

Ensure that engine comes to idle on application of brake through A-9 SA-9 &
emergency brake valve.

Power should come to idle at 0.7 kg/cm2 BC pressure.
¾ All the tests should be conducted by making one cab operative another non-
operative and vice-versa.
CHAPTER 5
OPERATING PROCEDURE FOR LIFTING AND SWIVELING

PLATFORM
5.1 INTRODUCTION
Lifting and swiveling platform measuring with in the permissible limits is

mounted on the one end of the roof for raising its height and rotating it by 90° on both
side. The arrangement is such that when the maintenance staff has to work near the
structure , the platform can be rotated so that it reaches the structure and facilitates the
working of the staff. Similarly height of the platform can be adjusted to suit the working
spot on overhead equipment.
5.2 OPERATING PROCEDURE
Switch on the isolator switch on main control panel fixed on the outer boom.
"Mains On" lamp blows. Lock the door of the control panel when platform is to be
operated from top the working platform.
Enter on to the platform and pull up each segment of telescopic railing till you
hear the clicking of the locking pin.
Take push button pendent out of storage case below platform and hook on to the
railing at convenient place.
Press 'CONTROLS ON' push button to energise control circuit.
Press 'UP' button for going up. Solenoid gets energised. Keep the button pressed
till the required height it reached. When the push button is released the lifting stops and
so does the motor and pump.
To swivel the platform to the right or left side, press 'RIGHT' or 'LEFT' button
respectively. When basket rotates to about 900 the limit switch gets actuated and rotation
stops automatically. From this position basket can be rotated only in opposite direction by
pressing the other slewing button.
To come down, press 'DOWN' button. The pump continues to operate to open the
pilot operated check valve till button is released.
In case platform motion continues even after releasing any button, press the
'EMERGENCY STOP' button.
To operate platform again, release the Emergency stop button by turning it. Press '
CONTROLS ON' button to start next operation.
Emergency Lowering
In case the platform does not come down in-spite of pressing 'DOWN' button due
to any reason, such as power failure, fault in the hydraulic or electrical circuit etc.
proceed as follows:
(a) Open the shut-off valve fitted between the cylinder outlet and hand pump.
(b) Open the release valve on hand-pump. Oil from the cylinder returns back to reservoir
through hand pump while ram lowers by gravity.
Emergency Lifting
(a) Open the shut-off valve fitted between the cylinder outlet and hand-pump.
(b) Close release valve on the hand pump.
(c) Operate the hand-pump. Ram moves up very slowly to raise the platform in loaded
condition as well.
Emergency Swivelling
In case there is any fault in the system when platform is raised and swivelled out,
proceed as follows :
(a) Lower the platform (as explained above) such that the pinion fitted on the gear box
comes within the reach of the person standing on the roof.
(b) Unscrew hex bolt and grub screw fitted with pinion assembly. Remove the pinion
from gear box shaft.
(c) Now the platform is free to rotate in any direction. Manually rotate the working
platform to normal position.
(d) Lower it completely to bring to its normal retracted position.
******
CHAPTER 6
PNEUMATIC SYSTEM
6.1 INTRODUCTION
The salient features of this system are :

a. Provision of self-lapping, pressure maintaining hand operated driver’s brake valve,
ensuring graduated application and release of brakes, capable of controlling from
both ends of the cabins.
b. Provision to bring about a quicker application of both the car and trailing stock
brakes, by applying an emergency brake.
c. Provision of self-lapping, pressure maintaining hand operated independent brake

valve, which can be used to apply brakes, without depleting the brake pipe pressure.
Incidentally, this feature can be used to apply brakes on the OHE car alone, without
actuating the brakes on the trailing stock.
d. Automatic cutting off of traction power, on application of any type of brakes.
e. Provision of “deadman’s feature”.
f. Provision of parking brakes for four axles, one wheel per axle.
6.2 DESCRIPTION OF OPERATION
The operation of the brake system is described for the various braking functions
and safety features, in separates sections as given below. Refer figure no. 6.1
1. Compressed air charging and compressor governing.
2. Brake pipe charging.
3. Automatic braking and co-ordinate air brakes on trailing stock.
4. Emergency braking.
5. Auxiliary devices.
6. Deadman’s feature.
7. Parking brakes.
8. Inoperative cab.
9. Reverse charging of Auxiliary reservoir.
10. Independent (Stand-by) braking.
Figure 6.1
6.3 COMPRESSED AIR CHARGING AND COMPRESSOR GOVERNING
6.3.1 Compressed air from the compressors charged through the respective after cooler (34),
hoses(45), check valves (21), and the centrifugal dirt collector (20), into two main
reservoirs (13) of 175 lts, capacity each, from where it goes into the J-1 Filter with drain
cock (19) which filters and removes foreign particles detriment to the operating
equipment. The J-1 safety valve (9) provided immediately after the second main reservoir
(13) is set to blow-off at 8.5 kg/sq.cm., in case the pressure switch (8) (located between
the two main reservoirs), fails to respond. The pressure switch, when it cuts out energizes
the normally closed magnet valve (39), working on 110V DC, to connect main reservoir
pressure at its inlet to its delivery to actuate D-1 auto drain valve (7). A branch off from
this line can be taken to actuate the unloader.
6.4 BRAKE PIPE CHARGING
6.4.1 The main reservoir air from the J-1 filter (19) charges into both the A-9 Automatic brake
valve (1), arranged one in each driving cab, through the respective inlet ports 30. The A-9
has an adjusting handle, which is used to set the pressure of air-delivered at its port no.5
to be at 70 psi., at all times. At the in operative cabin, the inlet as well as the delivery
pipes at port no. 30 and 5 of the A-9 brake valve, are to be closed by cut off cocks, 26 &
25 respectively. The delivery pressure from the operating brake valve is piped to port no.
2 of the C2W relay valve (2), where it acts on the underside of the diaphragm assy., and
causes the supply valve to lift off its seat. The 3 lts. Volume reservoir (15) in the signal
port no.2 of the C2W relay valve (2) is for the purpose of cushioning the variations in the
delivery pressure of the brake valve.
6.4.2 In this condition, main reservoir air connected at port no.1 of the C2W relay valve (2)
passes into port no.3 of the relay and charges into the car brake pipe. When the pressure
in the brake pipe reaches the same level as that of the signal in port no.2 of the relay, the
diaphragm assy., of the relay valve moves down to lap position re-seating the supply
valve. Thus, the relay valve maintains the brake pipe pressure at the same level as the
signal pressure from A-9, against normal leakage.
6.4.3 Filtered air from the J-1 filter (19) charges the auxiliary reservoir (14) of 100 lts capacity
through the N-1 reducing valve (5) set at 6 kg/sq.cm., 1” BSP check valve (21). This
pressure acting continuously at the auxiliary reservoir port of the distributor valve will be
readily available for brake applications. The auxiliary reservoir is provided with drain
cock (17) for periodical, manual draining of the condensate.
6.5 AUTOMATIC BRAKING AND CO-ORDINATE AIR BRAKES ON TRAINING

STOCK.
6.5.1 Co-ordinate air brakes on trailing stock.
6.5.1.1 The compressed air charged into brake pipe, passes through cut off angle cock (16) and
hose assembly (22) kept open on the train side of the car into the brake pipe of the trailing
stock, where it charges into the distributor valves provided in each wagon/coach, the cut
off angle cock in the farthest end of the last vehicle of the train, having been closed.
When the brake pipe in the complete train is charged to 5 kg/sq.cm., the control valves in
the trailing stock move to connect the brake cylinder in each trailing vehicle to
atmosphere at the distributor valve exhaust and keeps the trains brakes released.
6.5.2 Automatic application – service
6.5.2.1 When it is desired to apply the car and the train brakes, the handle of the A-9 automatic
brake valve (1) is moved into the service brake application zone, permitting brake pipe air
pressure to drop at a service rate at the exhaust port of the brake valve under operation.
Decreasing delivery pressure from the brake valve causes the C2W relay valve (2), also
to respond similarly by connecting the brake pipe to atmosphere through its exhaust port.
The relay has a caliberated choke fitted in its exhaust to control the rate of release of
pressure from the brake pipe.
6.5.2.2 The C3W distributor valve (12) responds to the loss of pressure in its brake pipe port in
comparison to the level of its reference air pressure in its control reservoir (6 lts) and
sends signal air pressure at port no.2 of the two C-2 W relay valves (28) through the
double check valve (33). The max. signal pressure that can be fed to the two C-2-W relay
valves (28) is controlled by the N-1 reducing valve (49), which is set at 1.5 kg/sq.cm. The
J-1 safety valve (35) is set to blow off at 1.8 kg/sq.cm., in the event of mal-functioning of
the N-1 reducing valve (49). Since brake shoes of high friction co-efficient values are
intended to be used, the maximum brake cylinder pressure is controlled at 1.5kg/ sq. cm.,
to prevent wheel locking condition and at the same time achieving the stipulated
emergency brake distance, during a brake application. The C-2-W relay valves, thus
charge the eight brake cylinders (10 & 30), in proportion to the air pressure available at
its signal port. Two nos. of ½‫ ״‬cut off cock with vent (3) suggested before the brake
cylinders are provided to isolated them, during overhauling.
6.5.2.3 For air-braked trailing stock, reduction of pressure in the brake pipe as caused by the A-9
driver’s brake valve will propagate throughout the length of the brake pipe in the trailing
stock. Then the individual distributor valves connected to the brake pipe in each trailing
stock will respond to the brake pipe pressure depletion in that region and move to
application position. Thus, the air brakes are held applied by the distributor valves, which
ultimately reach a lap position for any stabilized pressure in the brake pipe, after the
reductions.
6.5.3 Stabilization after application
6.5.3.1 After the desired brake pipe pressure reduction has been achieved, the A-9 Automatic
brake valve (1) will lap itself at a pressure level as governed by the position of its handle.
6.5.3.2 If the trailing stock is air-braked, the stabilization of brake pipe pressure after the desired
reduction causes the C3W distributor valves in the trailing stock also to reach a lap
position, after the brake application.
6.5.4 Graduated application
6.5.4.1 Further steps in brake application with increased intensity are realised by moving the
brake valve handle deeper into the application zone, which causes greater reductions in
the brake pipe pressure.
6.5.4.2 In air-braked trains, the intensity of the brake cylinder pressure delivered by the C3W
distributor valves both in the car and in the trailing stock also increases proportionately to
the degree of handle movement of the A-9 Automatic brake valve in the application zone.
6.5.4.3 Following are the approximate values of the brake pipe output pressures at various
positions of the handle of the A-9 automatic brake valve and the corresponding brake
cylinder pressures.
Position of handle of A-9 automatic BP pressure (kg/sq.cm) BC pressure (kg/sq.cm)

brake valve
Release 5 0
Minimum reduction 4.5 to 4.7 0.7 to 1.2
Full service 3.2 to 3.4 3.8+/-0.1
Over reduction 1.8 to 2.6 3.8+/-0.1
Emergency 0 3.8+/-0.1
In the absence of N-1 reducing valve, the above pressures are realisable in the
brake cylinders. The provision of N-1 reducing valve at the BC line restricts the build-up
of pressure in BC beyond 1.5 kg/sq.cm. this maximum brake cylinder pressure will be
reached on reduction of brake pipe pressure to app. 4.2 kg/sq.cm. (i.e.) immediately after
the handle is moved beyond the “Minimum Reduction” position. Hence, when the handle
is moved to “Full Service”, over reduction and emergency positions, the BC pressure will
not build up beyond 1.5 kg/sq.cm. the rate of venting of air pressure from BP will be
much faster, when the handle is positioned in emergency, resulting in quicker build up of
BC pressure, consequently reducing the emergency brake distance appreciably. It is to be
noted that the N-1 reducing valve truncates the signal pressure for BC and does not
graduate it corresponding to the entire range of BP reductions.
6.5.5 Release and recharge
6.5.5.1 When the A-9 automatic brake valve handle is moved to “Release” position to release the
brakes, the main reservoir at its port no. 30 is connected to port no. 5, from where it
charges into port no.2 ofm the C2W relay valve (2). The C2W relay valve, thus allows
main reservoir air connected at its port no.1 to be connected to the brake pipe through its
port no.3, thereby causing the brake pipe pressure to rise to the level of the signal
pressure in its port no.2.
6.5.5.2 In air-brake trailing stock, increase in pressure in the brake pipe causes the C3W
distributor valve in the car as well as those in the trailing stock, to move to “Release”
position and connect the brake cylinder pressure to atmosphere, in proportion to the rise
in pressure of the brake pipe. Due to this the C3W distributor valve withdraws the brake
cylinder signal pressure and vents it at its exhaust port. Due to depletion of air at signal
port no.2 of the two C2W Relay Valves (28), the brake cylinder pressure is exhausted at
the exhaust ports of these two relay valves. Thus, the brakes are fully released.
6.6 EMERGENCY BRAKING
6.6.1 When it is desired to make the shortest possible stop, the A-9 Automatic brake valve
handle is moved to emergency position, which opens the air brake pipe connected at port
no. 1 directly to atmosphere at the vent valve of the A-9 brake valve, in addition to the
normal exhaust of air pressure from the delivery pipe no.5, at the brake valve exhaust.
6.6.2 The process of brake application and release will be same as explained above.
6.6.3 Emergency braking can also be initiated from the emergency air brake valve (4),
provided one in each cab. When the operating lever of the emergency air brake valve is
pulled open, it vents the brake pipe pressure to atmosphere, through its large port
opening, bringing about a very quick brake application of maximum intensity in the car
as well as in the air braked trailing stock. The operating lever of the emergency air brake
valve stays in open position, until it is moved back to close the valve.
6.7 AUXILIARY DEVICE
6.7.1 Air for operating auxiliary devices, (such as Horns, Wipers, Pantograph and
Transmission control) are tapped at positions shown in the circuit.
6.8 DEADMAN’S FEATURES
6.8.1 Deadman’s features is provided as part of the brake circuit to ensure the alertness of
driver. In trhe event of driver not being alert, this equipment would apply an emergency
brake to halt the OHE car.
6.8.2 This feature consists of one magnet valve (59) controlled by two Deadman’s pedal (43)
(Provided one in each cab) and an E-3 emergency brake application valve (40). Both the
magnet valve and the E-3 emergency brake application valve are connected in the brake
pipe circuit. The electrical terminals of the magnet valve (39) are connected to those in
the Deadman’s pedal. During running condition, the driver has to continuously keep the
Deadman’s pedal in a pressed condition. This energizes the magnet valve. Hence, the
brake pipe connected at inlet port of the magnet valve is routed through its delivery to act
on the signal port of the E-3 emergency brake application valve (40).
With brake pipe connection also made at its inlet port simultaneously, the E-3
emergency brake application valve will remain in lap position, during the normal running
of the train. When the force on the deadman’s pedal is released, the magnet valve is de-
energized, causing the delivery pressure from the signal port of the E-3 emergency brake
application valve (40) to be withdrawn and vented at the magnet valve exhaust. This
moves the E-3 emergency brake application valve to an application position to vent the
brake pipe to atmosphere at its exhaust port. The exhaust port and the brake pipe
connection at the E-3 are of sufficiently large diameter to cause a rapid are of sufficiently
large diameter to cause a rapid destruction of brake pressure, in he same way as during an
emergency application.
6.9 POWER CUT OFF
One pressure switch (48) is provided at the inlet to the brake cylinders. This has
to be suitably set with respect to the BC pressure. When the brakes are applied, the signal
generated by the pressure switch (during cutting-out) is to be connected to the power
control mechanism of the engine to cut off the power.
6.10 PARKING BRAKES
6.10.1 Parking brake facility is provided on all the four axles of the OHE car. The four brake
cylinders (30) provided with hand brake trunnions, are actuated by the respective spring
brake chambers (31) through separate linkages (6). The spring brake chamber is of spring
applied and air released type. Therefore, during normal running, the ½” BSP cut off cock
with vent (3) (vent hole size φ 3.2mm) should be always kept in open position. In the
absence of air, parking brake can be released manually by pulling the lever provided on
quick released mechanism (11). The application time for parking brake is 3 to 5 sec.
Approx. (on vehicle) and estimated release time on “vehicle” is 13-15 sec.
6.10.1.1 The following sequence of operation is to be carried out for application of parking
brake.
a. Conventional brakes to be applied, either through A-9 or SA-9 brake valve.
b. Move the handle of ½” BSP cut off cock/w/vent (3) to closed position to vent the
air from spring brake chambers (31) to atmosphere.
c. Conventional brakes applied earlier through A-9 or SA-9 can be released.
6.11 INOPERATIVE CAB
6.11.1 The position of cut off cocks and brake valves, kept in the inoperative cabin should be as
follows.
a. Cut off cocks 3 (for parking brake), 25 (for brake pipe), 26 (for MR) & 38 (for
brake pipe) “Close” position.
b. A-9, SA-9 and air emergency brake valves-brake release position.
6.12 REVERSE CHARGING OF AUXILIARY RESERVOIR
When the OHE car is hauled inoperative, the brake application and release
functions are performed in the same way as detailed mention above, but for the
following.
When the OHE car is powered, auxiliary reservoir (14) gets continuous air supply
from the main reservoir (13). But when it is hauled inoperative and connected in an air
brake train formation, cut off cocks (38) are to be closed and brake pipe pressure
generated from the locomotive is charged into the distributor valve (12) through the open
cut off angle cock (16) and the centrifugal dirt collector (18). The distributor valve thus
charges the control reservoir and auxiliary reservoir (12) to the same pressure level, as
available in the brake pipe, during running. Thus, air pressure of 5 kg/sq.cm. is also
charged upto port no.1 of the two C2W relay valves (28). However a built-in check valve
in the distributor valve prevents the flow back of the auxiliary reservoir air pressure back
to brake pipe. Hence the air pressure of kg/sq.cm. will be entrapped in the Auxiliary
Reservoir and the built-in check valve in the Distributor valve, and acts at the MR ports
(port no.1) of the two relay valves (28).
During a brake application, auxiliary reservoir feeds port no. 1 directly and port
no.2 (through distributor valve, double check valve and N-1 reducing valve) of the two
C2W relay valves, air at pressures of 5 kg/sq.cm. and 1.5 kg/sq.cm. respectively.
However after every brake application this air pressure gets depleted in the Auxiliary
Reservoir and during the brake release, is recharged by distributor valve like any other
single pipe graduated release air brake system.
6.13 INDEPENDENT BRAKES
When 8 wheeler tower wagon running without trailing stock and automatic
(service) braking fails, (due to faulty C3W distributor valve) independent(stand-by)
brakes prove handy. SA-9 brake valve is used for this purpose. Port no.30 of the SA9
brake valve is connected to the main reservoir line, port no.20 is connected to the two
relay valves (28) (through double check valves (33) and N-1 reducing valve (49) set at
1.5 kg/sq.cm.) and ports 1 & 7 are plugged. The SA-9 has an adjusting handle, which is
used to set the pressure of air delivered at its port no.20 to be at 70 psi. approx.
6.13.1 APPLICATION OF INDEPENDENT BRAKES
When independent brake is to be applied the handle of SA-9 independent brake

valve is moved into the application zone. This results in MR pressure (8 bar) from inlet
port 30 to be fed into port 20.
The air coming out of SA-9 valve is at a pressure preset in the valve. This is
propagated to the port no.2 of the two C2W relay valves (through the two double check
valves (33) and N-1 reducing valve (49). On sensing the signal at the port 2, the C2W
relay valves, charge the eight brake cylinders (10 & 30) (of only the coach and not the
trailing stock), in proportion to the air pressure available at its signal port. It may be
noted that the process of application does not deplete the Brake pipe pressure and it
totally by passes the C3W distributor valve.
6.13.2 RELEASE OF INDEPENDENT BRAKES
In order to release the applied brakes, the handle of SA-9 independent brake valve
is brought to the release position. Due to this the SA-9 valve withdraws the brake
cylinder signal pressure (at port no. 2 of C2W relay valves (28) and vents it at its exhaust
port. Due to depletion of air at signal port (port no. 2) of the two C2W relay valves (28),
the brake cylinder pressure is exhausted at the exhaust ports of these two relay valves.
thus, the brakes are fully released. For quick release the handle is moved to the extreme
release position (the last 15° of release) which results in the faster depletion of signal
pressure at signal port of C2W relay valves (28), hence quicker depletion of brake
cylinder pressure at the exhaust of relay valves. (28).
FIGURE 6.2
6.14 TRANSMISSION CONTROL
Air for the pneumatic control of transmission is tapped at position as indicated in

the figure no. 6.2. The direction (forward-reverse), range selector and Clutch Cut off
valves are operated using the pneumatic cylinders (item 5, 6 & 9 respectively).
To engage the transmission forward, the piston in pneumatic cylinder mounted on

the transmission for controlling direction valve, is operated to move forward, by the
electrically operated solenoid valve (110V DC). Similarly the transmission is engaged
reverse by operating another solenoid valve resulting in the backward movement of the
piston of the same cylinder.
The OHE car is always started in the second gear (intermediate range) position of
the range selector valve. Hence the requirement for change of speed range lies in;
i. Shifting of range valve from second gear to first gear for slow speed (0-10 kmph
only).
ii. Shifting of range valve from second gear to third gear for high speed (over 58
kmph of vehicle speed.
To select slow speed range of the transmission the piston in pneumatic cylinder
mounted on the transmission for controlling range selector valve, is operated to move
forward, by the electrically operated solenoid valve (110V DC). Similarly the
transmission is engaged to high speed by operating another solenoid valve resulting in the
backward movement of the piston of the same cylinder. The clutch cut off valve is also
operated using pneumatic cylinder. To engage the clutch the air pressure is continuously
applied against the spring valve. To disense the clutch air pressure is withdrawn. The
spring loaded piston pushes back the piston rod
resulting in clutch cut off (disengagement).
6.15 IMPORTANT VALVES
6.15.1 A-9 Automatic Brake Valve
It is valve by which drivers can apply the brake to the

tower car as well as release the brake to run the
vehicle (Tower car)
Description
The A-9 Automatic Brake Valve is a compact self-
lapping, pressure maintaining brake valve which is
capable of graduating in application or release of tower
wagon brakes. The A-9 Automatic Brake valve has five positions: Release, minimum
Reduction, Full service, Over - reduction and emergency. The full service application
position is preceded by a zone in which brake pipe air is supplied or exhausted in
proportion to brake valve handle movement through this zone, thus providing the
graduation of an automatic application or release of the tower wagon brakes.
The A-9 Automatic Brake Valve consists of a self-lapping regulating portion,

which supplies or exhausts the brake pipe pressure and a vent valve which is actuated
only when the brake valve handle is placed in Emergency position for the purpose of
venting brake pipe pressure at an emergency rate.
6.15.2 C3W Distributor Valve
The C3W distributor valve is a diaphragm

operated, self-lapping valve that functions to supply and
exhaust compressed air in proportion to the control air
pressure in the signal port.
Operation
The compressed air from brake pipe charges into

(CR) control reservoir of the C3W valve and auxiliary reservoir (AR) through cut off
valves. when the BP pressure is reduced by the Driver's brake valve due to differential
pressure across the main valve diaphragm, the hollow stem lefts and allow AR pressure
into B.C (brake cylinder) through in shot valve. The B.C pressure also acts on top of the
upper diaphragm bringing the main diaphragm assembly down wards and finally to cap
position. In this position B.C pressure is held against permissible leaks. Every time B.P.
pressure is reduced in steps this phenomenon repeats.
The quick service valve helps in quick propagation of B.P (Brake pressure)
reduction through the length of the train also. When the B.P. (Brake pipe pressure) is
increased by Driver's brake valve, the hollow stem of main valve is brought to normal
position by neutralizing the pressure differential across the main valve diaphragm and the
B.C. pressure is released through the hollow stem to the atmosphere. As in the
application, the upper diaphragm balance against upward force and comes to the lap
position. Everytime B.P. pressure is increased in steps, this phenomenon repeats.
There is on lever provided in C3W valve, by pulling it, the brakes can be released
manually. The passenger freight change over device helps to achieve required brake
application and release timings depending on the type of service either frieght on
passenger.
6.15.3 SA-9 Independent Brake Valve
The SA-9 independent brake valve is a compact, self-lapping pressure maintaining

straight air brake valve which performs the function of graduating the application or
release of the OHE CAR air brakes.
6.15.4 D-1 Auto Drain Valve
The D-1 automatic drain valve automatically

discharges condensate and moisture from a
reservoir with each opening cycle of the
compressor control device.
6.15.5 J-1 Safety Valve
The J-1 safety valve, when properly installed in the main

reservoir piping, functions to prevent the excessive build up of
main reservoir pressure by venting the excess pressure to
atmosphere as soon as the pressure reaches the predetermined
setting.
6.15.6 N-1 Reducing Valve
The N-1 reducing valve is a small capacity, self-

lapping diaphragm operated type regulating valve
and functions to reduce an air supply pressure, to
that of a lower delivery pressure.
6.15.7 Double Check Valve
Function
To charge a central line in a selected manner
from two independent sources.
Operation
When a pressure differential exists between the two end ports, the higher air
pressure forces the check valve over to seal against its seat on the low-pressure side. This
closes the passage between the low pressure port and the common port in the body. Air
then flows from the high-pressure port through the common port to the device under
control.
*****
CHAPTER 7
ELECTRICAL CIRCUIT DESCRIPTION
7.1 110V SYSTEM
a. 110V 120 AH BATTERY : 6V batteries, 9 in each in a battery box are housed on

either side of the OHE car. These two battery boxes contituting 18 batteries are
connected in series, the 110V –ve cable (618) starts from radiator end battery box
and 110V +ve cable (616) is taken at the panto end battery box. Both the +ve and
–ve are routed to equipment panel in separate pipe for termination. From
equipment panel it is routed to work bench for control purposes.
One each battery charging socket housed in a box are mounted on either
side of the car for external charging. One battery charging socket is attached
beneath the equipment panel on RHS of battery box 110V (panto end) and other
battery charging socket is mounted on the LHA of the Rectifier – Reg.2.
b. 110V – ALTERNATOR – RECTIFIER – REGULATOR
110V battery is charged by engine driven 110V rectifier regulator system.

These alternators are foot mounted type and are driven from each engine. 3 phase
output is fed to a 4.5 kW rectifier regulator. One regulator unit is mounted on
either side of the car. Output of the rectifier regulator is 120V, 37.5 Amps. The
alternator/ rectifier gives the full load output from the idle speed of the engine i.e.,
700 rpm. These alternator-rectifier regulator charge the 110V battery. The
selection of alternators can be done by alternator selector switch RSA mounted
under the work bench. The RSA is a four way cam operated rotary switch (refer
chart for switching sequence). During external charging of 110V battery the
selector should be kept in battery position i.e., both the alternators isolated.
Since both rectifiers charge the battery parallely, power blocking diodes
(PDA1), (PDA2) are provided to avoid the entry of power from one rectifier to
another. To separate the alternator voltage from battery voltage blocking diode
PDB is used. The alternator voltage is fed to L&F panel for lights and fans. Since
part of L & F circuit works on alternator and part of it works on battery i.e.,
emergency circuit. When the alternators are ‘ON’ the entire load comes on the
alternator and when alternator stops the emergency circuit is live on battery
power. All the power blocking circuit (Diode mounted with heat sink) which
comes on 110V are mounted under the work bench.
7.2 24V SYSTEM
a. 24V 290AH BATTERY : 3, 8V batteries are connected in series to form 24V, are
housed in a box is mounted near the engine 2 (next to fuel tank). 95 Sq. mm cable
both +ve and –ve are directly connected from battery to starter motor with +ve
controlled through two knife switch (one for each engine) next to fuel tank.
BATTERY
1 1 3 5 7 9 11 13 15 17 19
1
4 2 ALT2 ALT 1
4 2
3 2 4 6 8 10 12 14 16 18 20 3
SW ANG – 90°
ALT 1 & 2
SW POSITION
PROGRAMMABLE ROTARY SWITCH
1
CAMTECH\2004\E\Trg.-Module\1.0
1 3 5 7
1 BATTERY
ALT1 WITH BATT

2
2
ALT 1 & 2 WITH BATT
3
Technical Training Module for 8 Wheeler Tower Wagon Drivers

4 ALT 2 WITH BATT
3 2 4 6 8
1 3 5 7
2 4 6 8
4
ALTERNATOR SELECTOR SWITCH
March, 2004
CHART FOR SWITCHING SEQUENCE
37
One 24V charging socket attached to LHS of 24V battery box and another
24V charging socket is attached to RHS of Rectifier Reg-2 for external charging.
b. 24V ALTERNATOR-RECTIFIER-REGULATOR
The 24V battery is internally charged by the two engine mounted 24V
alternator rectifier – regulator. One 24V alternator rectifier regulator of 30 Amps
capacity is mounted on each engine. These are belt driven. This charges the 24V
battery. Power from the regulator unit is taken through the power blocking diodes
PDTI and PDT2. These 2 diodes are housed in a box mounted next to 24V battery
box.
The main 24V is switched to the control circuit through power contactor
CT1 (CT2). When the cabin initialised the power contactor CT1 (CT2) placed in
the cabin are switched on with their cabin power (110V). therefore either CT1 or
CT2 will switch on depending on which cabin is energised and their main
contacts switch the 24V power to control circuit through an ammeter in the
respective cabin.
7.3 CABIN INITIALISATION
NOTE : 1. Panto end is cabin one and radiator end is cabin two.
2. Similarly power pack one is panto end and power pack two is radiator end
with respect to car centre line.
1. Battery power emergency positive comes from CB2-BC2/1 CR2/1 (CB26-BC1/1-

cr1/1) to Driver key switch DKS1 (DKS2) in cabin.
2. Turn on DKS1 (DKS2/1), power is switched to deadman’s foot switches DFS1/

(DFS2/1) FR1/N3 (FR2/N3), CR1/4 (CR2/4)
3. Ensure deadman’s foot pedal is not pressed and forward reverse switch in stop
position. This will switch power to reset and initialisation push button R1P1
(R1P2).
4. Press R1P1 (R1P2). This will switch power to the coil of CR1 (CR2) and reset
relays RS1 and RS2 release R1P1 (R1P2).
5. The CR1 (CR2) is a cabin initialisation relay. By energising CR1 (CR2) relay
following events happen:
a. CR1 (CR2) relay latches power from its own contact CR1/4 (CR2/4).
b. It inhibits the other cabin through (opens the power for Driver key switch
in other cabin) CR1/1 (CR2/1).
c. Through CR1/3 (CR2/3) it switches power contactor ‘ON’ CA1 (CA2)
which in turn switches power for its own cabin operation CR1/3 (CR2/3).
d. It closes the fuel solenoid line which earlier was open by its contact CR1/2
(CR2/2).
e. It closes the F/R line which is used for energising VPR relay by CR1/6
(CR2/6).
f. It also closes the line for hooter by CR1/8 (CR2/8).
g. It also closes the deadman’s line used for sensing the alertness of the
Driver’s through CR1/5 (CR2/5).
Cabin power (wire No. 521 (921) switches power contactor CT1 (CT2).
The main poles of these power contactor switch 24V power to their respective
cabin.
Closing the lines by energising cabin relay makes sure that power from
one cabin does not enter the other cabin. Since the other cabin relay will be in de-
energised state.
6. The momentary energisation of reset relays RS1 and RS2 will make the safety
relays WT1, WL1, HLR, WT2, WL2 relays to latch on their own contact with
RS1/1, RS1/3, RS1/4 & RS2/4, RS2/1, RS2/3 respectively through their normally
closed safety switches.
7. At this moment only alternator failure and engine shut down indications of both
power packs can be observed on the driver desk.
Control supply on indication also is seen. This being a healthy indication,

it is to be ensured that this indication comes on for further operation in the cabin.
7.4 STARTING OF ENGINE
1. After energising the cabin, deadman’s foot switch needs to be pressed for all other
controls and constant press on the foot switch to propel the car.
2. Press deadman’s foot switch DFS1 (DFS2) continuously and ensure zero position
of throttle handle ETS1 (ETS2), stop position of F/R switch, low range switch
LRS1 (LRS2) in HI position. This will take LRS1 (LRS2) the power upto engine
start switch ESS1 (ESS2).
3. Engine start switch ESS1 (ESS2) is a two way with spring return to centre off.
This type of switch allows (1-0-2) only one engine to be cranked/stopped at a
time.
4. Press fuel solenoid push button FSP1 (FSP2) till engine shut down indication
extinguishes. Relay FSR gets energised through ESP1 contact.
5. Crank engine one by turning the ESS1 (ESS2) knob towards ‘1’ (towards ‘2’ for
2nd engine) relay ER1 (ER2) gets energised and release the knob after 3-4
seconds.
6. The contact of ER1 (ER2) in series with the contact of FSR i.e. ER1/2 & FSR/2
(ER2/2 and FSR/4) power relay TRC i.e., LP1/6 and TRC/1 (LP2/6 & TRC/2).
24V power is switched to MG1 (MG2) through LP2/6, ER2/2, FSR/4 TRC/2.
7. At the same time the contact FSR also by passes the fuel solenoid line and
energised fuel solenoid through FSR/1 (FSR/3).
8. After the set delay, TRC energises and opens the magnetic switch line as a safety
measure to avoid over load of starter motor.
9. Once the Eng1 (Eng2) sustains, relay LP1 (LP2) gets energised and the contact of
LP1/6 (LP2/6) permanently opens the magnetic switch line as long as the engine
is on. This safety interlock avoids damage of start motor and its pinion.
10. Contact LP1/5 (LP2/5) holds the fuel solenoid line and contact LP1/2 (LP2/2)
closes the line for relay ET1 (ET2).
11. For starting Eng2, press fuel solenoid push button FSP1 (FSP2) till “engine shut
down indication” extinguishes. Relay FSR gets energised, and turn the engine
start/stop knob towards 2.
Afterwards set 6 to 10 repeats internally.
7.5 EMERGENCY ENGINE RAISE
NOTE : After any one or both the engines are started and if the pressure in MR line is
observed to be below 5 bar, the car cannot be moved. Then following operation
can be conducted to fill the main reservoir upto 8 bar if filling of reservoir is
required in short time.
This operation is not required if MR is fully charged. Hence optional.
1. Ensure throttle handle in zero position with deadman’s pedal pressed.
2. Ensure Forward/Reverse switch in STOP position and range selector in

high position LRS1 (LRS2).
3. Press emergency raise push button continuously ERP1 (ERP2).
4. Relay ERR energises closing its contact ERR/1 and ERR/2 and switches
24V power to SS11 (SS12).
5. Fast charging of MR can be observed in the gauge.
6. Once sufficient air pressure is built, push button emergency raise can be
released.
7.6 SELECTION OF DIRECTION
1. Keep deadman’s pedal pressed and ensure throttle handle is zero position.
2. Ensure low range switch LRS1 (LRS2) in “HI” position.
3. Power from the zero contact of throttle switch ETS1 (ETS2) and NC contact of
LRS1 (LRS2) enters forward reverse switch FR1 (FR2).
4. Select forward for reverse as desired in the F/R switch FR1 (FR2) the following
events takes place when forward is selected from cab1.
NOTE :
a. Relay RF acts as forward relay when forward direction is selected from
cabin one and acts as reverse relay when reverse is selected from cabin 2.
b. Relay RR acts as reverse relay when reverse is selected from cabin one
and acts as forward relay when forward is selected from cabin 2.
c. Selection of direction can be done only when vehicle speed is below 2
kmph.
d. Ensure pneumatic system pressure is built above 5.5 bar.
e. Brakes are released and “BRAKES APPLIED” indication extinguishes.
5. Forward relay RF gets energised through BD6, CT1, 02R/2, RR/3. Relay RF cuts
off the power supply to solenoid. SF12, SR11 and relay RR. This makes sure that
when vehicle is not in stanstill (i.e above 2 KMPH) direction interchange is not
possible.
6. Forward solenoid of power pack 1 transmission SF11 and reverse solenoid of

power pack 2 transmission SR12 gets energised.
7. Forward and reverse pressure switches FP1 and RP2 of transmission 1 & 2
respectively close to energised vehicle propulsion relay VPR (BPG already closed
as the pneumatic system pressure built above 5.5 bar.).
8. VPR/3 (VPR/4) contacts close to give direction engaged indication.
9. VPR/5 (VPR/6) closes the contact to energise relay ET1 and ET2. The contact
ET1/3 and ET2/3 closes the line for clutch cut off valve CV1 and CV2
respectively. This keeps the clutch cut off valve already to engage the
transmission with engine either for low range propulsion or high range propulsion.
10. The contacts VPR/1 (VPR/2) by passes the contacts of zero notch of throttle and
low range switch (range selector in series with the contacts PBR/1 (PBR/2).
11. When brakes are released relay PBR get energised and closes PBR/1 (PBR/2) the
series contact with VPR to forward/reverse switch. At the same time the contact
PBR/3 (PBR/4) opens to extinguish the brake applied indication.
7.7 SPEED TIME DISTANCE RECORDER
To indicate the vehicle speed, speedometers are placed on the Driver’s desk.
Speedometer placed in cabin 1 is called Tachograph. It has two extra function other than
indicating the vehicle speed i.e., (1) record of number of Kilometers run (2) Paper
recording of speed, time and distance.
Speedometer kept in cabin 2 is only an indicator of the vehicle speed.
The initial signal to sense the speed is taken from a Tachogene (optical) mounted
on the panto end axle. The signal taken from the tachogene is processed for 3
applications in signal converter placed under the work bench :
1. Tachograph – RT12 type
2. Indicator – A28E
3. To sense the speed of the vehicle and gives four contacts at different KMPH
(speed dependent contact).
The four contacts operate at 0-2 KMPH, 10KMPH, 15KMPH and 58KMPH.
a. The 2 KMPH contact is used to detect the stand still condition of the
vehicle i.e., between 0 to 2 KMPH speed of the vehicle is considered as
the standstill speed. Henceforth wherever standstill is referred, the speed
of the vehicle to be taken between 0 to 2 KMPH.
b. The 10 KMPH contacts are used to cut off the low range solenoid beyond
vehicle speed of 10 kmph.
c. The 15 KMPH contact is used to cut off deadman’s brakes solenoid in the
low range mode when vehicle speed exceeds 15 kmph. This applies brakes
and brings the vehicle to a halt.
d. The 58 KMPH contact is used to shift from intermediate gear to high gear
of the transmission in high range mode of operation. This is possible only
in high range.
The signal for all the three above said applications are taken from tacho
generator and is input to signal converter. Speed judgement takes place in the
signal converter. The output of the signal converter is taken to tachograph,
indicator and controls as shown in the figure.
7.8 PROPULSION OF CAR
OHE car can be propelled in two Modes:
1. Low” range mode: Here car moves with the engine’s idle power.
2. ”HI” range : Here engines needs to be throttle to different notches.
FIGURE 7.3
Low range propulsion : This is achieved by switching on the low range switch LRS1
(LRS2) to LO position only after the confirmation of direction
engaged indication ‘ON’ and also brakes released. Direction of
selection to be done as given in “SELECTION OF
DIRECTION”.
When low range switch LRS1 (LRS2) is turned from high to low the following
events happen:
1. Power from zero notch contact to Forward reverse is opened by LRS1/3.3

(LRS2/3).
2. Power to engine control circuit breaker CB4 (CB28) is opened by LRS1/3.2

(LSR2/3.2).
3. Power to LRR relay is closed by LRS1/3.1 (LRS2/3.1) through relay contacts
15R/3, 10R/3 relay.
4. The LRR relay cuts off relay TC1 (TC2) by opening LRR/1 (LRR/2). Hence
throttle is not possible.
5. The LRR contact LRR/7 9LRR/8) by passes the relay contact PBR/1 (PBR/2) in Forward/reverse
line. This assures when brakes are applied forward of reverse line does not drop and keeps the
clutch engaged in low range mode.
6. LRR contact LRR/3 closes to energise gear one solenoid (low range actuator).
7. Another contact of LRR LRR/4 energise relay TCE through NC contacts of

10R/2, 15R/2 and PBR/5.
8. TCE relay in turn engages the clutch cut off valve by closing TCE/1.
9. When brakes are applied PBR/5 opens its contact PBR/5 and disengages the
transmission by de-energising the clutch cut off valve.
7.9 INTERLOCKS IN LOW RANGE PROPULSION
1. If the speed of the vehicle exceeds 10 KMPH in the low range mode, the contact
10R/2 opens power to TCE which inturn opens its contact TCE/1 to disengage the
clutch cut off valve CV1 & CV2.
2. Even if 10R relay fails to operate or due to gradient if the vehicle speed exceeds
15 KMPH then 15R relay takes care of cutting off clutch cut off valve CV1 and
CV2 by opening 15R/2 and at the same time de-energised dead man’s brake
solenoid to apply brake by opening 15R/1.
3. When low range switch is turned ‘LO’ the LRR/1 (LRR/2) relay contacts cuts off
throttle control relay TC1 (TC2). This ensures that engine remains in idle during
low range propulsion.
8
7
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0
4. The selection of range selector from HI range low range propels the car
immediately. Therefore, this selection should always take place only after
direction selection. If selected earlier, direction selection is not possible.
5. The contact of low range relay LRR/7 9LRR/8) by passes the relay contact of
PBR in the forward reverse line. This ensures that when brakes are applied
forward reverse does not drop in low range mode.
6. Throttle switch ETS1 (ETS2) shall remain in ‘0’ notch. Disturbing ETS1 (ETS2)
any other position cuts off F/R selection.
7.10 HIGH RANGE PROPULSION
The high range propulsion is possible only in forward direction since power to
throttle switch is taken from the forward contact FR1/F3 (FR3/F3) of forward reverse
switch FR1 (FR2).
1. Ensure throttle handle in zero position ETS1 (ETS2) and range selector LRS1
(LRS2) in “HI” position.
2. Keep deadman’s pedal DFS1 (DFS2) pressed continuously.
3. Now through the contact of forward FR1/F3 (FR2/F3) power is available for
throttle switch.
4. Move the throttle switch to different notches refer chart 2 for/notch sequence.
5. The relays NRA upto get energised notches refer upon the notches. (refer chart.)
6. The contacts of NRA upto NRD energises the engine speed solenoids of MUTC.
These 4 solenoids have different orifice for the regulation of fuel. Depending on
the on the combination of solenoids energised the power is delivered to
transmission. Hence the vehicle reaches high speeds.
7.11 OPERATION OF TRANSMISSION CONTROL CIRCUIT IN HIGH RANGE
Supply to transmission control circuit is taken from the continuous notch of the
throttle switch i.e., 1 to 7.
When TC1 (TC2) is energised the power from 517 (917) is closed to 463. Since
range selector is in high position the ‘NC’ contact of LRR/6 makes the power from 463
to 422. Through NC contact of 58 R relay (58R/2) the power goes to coil of TRB (Timer
relay). After the set delay TRB/1 closes the power to the coil of TCE (Timer relay)
TCE/1 closes supply to clutch. Operation of TRA, TRB, TCE is significant only during
the shift from either intermediate to high or high to intermediate gears of the
transmission.
The sequence of operation follows as mentioned below when transmission shifts

from intermediate to high.
1. Dis-engage clutch cut off valve: 58R/2 opens when vehicle speed reaches 58
KMPH and 58R relay gets energised. Also 58/3 KMPH and 58R relay gets
energised. Also 58/3 supplies power to relay TRA simultaneously.
2. Delay of 0.3 Sec. : 58R/3 closes power to relay TRA (Timer). After the set delay
of 0.3 Sec. TRA/2 closes.
3. Energise high gear solenoid GS3 : TRA/2 energises the solenoid gear shift to high
speed takes place.
4. Delay of 0.3 Sec : TRA/1 closes power to relay TCE through relay contact 58R/1.
5. Engage clutch cut off valve CV1 & CV2:
The contact of TCE/1 closes power to CV1 and CV2 after set delay of 0.3 Sec.
Sequence of operation when transmission shifts from high gear to intermediate.
1. Dis-engage clutch cut off valve : 58R/1 opens when vehicle speed goes
below 58 KMPH. Hence power supply to clutch cut off solenoid CV1,
CV2 is cut off through 58R/3 de-energises, TRA is still latched by its own
contacts through TRA/1, TRB/2, TRA/2.
2. Delay of 0.3 Sec : Since 58R relay has de-energised, 58R/2 closes to
energise relay TRB. After the set delay of 0.3 Sec TRB energises.
3. Dis-engage high colenoid GS3 : after the set delay 0.3 sec to TRB, TRB/2
opens to de-energise the solenoid GS3 and also TRA gets detached.
4. Delay of 0.3 Sec.: TRB/1 closes power to TCE relay. After the set delay
0.3 sec TCE operates.
5. Energise clutch cut off valve CV1 & CV2. The contact TCE/1 energises
the CV1 and CV2
Whenever the relay TCE de-energises to disenengage the transmission by de-

energising CV1 and CV2 the contact TCE/2 and TCE/3 opens the power to speed
solenoids to bring both the engines to idle. Hence during the shift of gears, the
engagement of transmission and raise of engine speed synchronizes.
7.12 INTERLOCKS IN HIGH SPEED
1. In high mode (i.e. if vehicle speed is above 15 kmph) range selector is not allowed
to change to low range. If it is done, brakes are applied by de-energising the
deadman’s brake solenoid 15R/1 opens in brake solenoid line.
2. Reverse direction is not possible in high range. Only forward direction is possible
since power to throttle switch is taken from forward contact FR1/F3 (FR2/F3) of
forward reverse switch FR1 (FR2).
3. While change over takes place from one notch to another notch in engine throttle
switch ETS1 (ETS2), the transition period between the notches might bring the
engine to idle speed for a small duration. To restore the previous notch conditions
till the next notch physically takes place, interlocking between the engine notch
relays NRA to NRD are provided through their NC contacts.
7.13. INTERLOCK WITH LIFTING PLATFORM
Two limit switches LL1 (LL2) one for each cabin control is placed under the
lifting platform over the roof. The lowest position of the lifting platform, the limit switch
closes. This NC contact is in series with the line of relay TC1 (TC2) under any
circumstances if the lifting platform is raised, the contacts LL1 (LL2) opens to de-
energise relay TC1 (TC2). This will bring both the engines to idle. Therefore movement
of car when lifting platform is raised should be done only in LO propulsion mode.
7.14 SAFETY OF ENGINE AND TRANSMISSION

a. Power pack 1 water/trans oil temperature safety :
1. The relay WT1 is initially energised by RS1/1 contact. When cabin is

initialised or the reset/initialise push button is operated (possible only
when F/R is in stop position WT1/1 latches its own relay through NC
contacts TS1 (transmission oil temperature switch) and WS1 (water
temperature switch). If transmission 1 oil temperature goes beyond a
predetermined value of 125°C, the TS1 opens and de-energises relay WT1.
2. The contact WT1/2 opens and de-energises relay ET1.
3. The contact ET1/2 opens to cut off power to speed solenoid. This brings
the engine to idle; ET1/3 opens to dis-engage transmission.
4. Similarly when the water temperature crosses a predetermined temperature

of 93°C, WS1 (water temperature switch) opens to de-energise relay WT1.
Afterwards step 2 & 3 repeats.
Audio visual indication:
5. WT1/3 (WT1/4) comes to NC tapping the cabin power to give visual
indication in the respective cabin when temperature is high. WT1/5 closes
to give signal to hooter which gives Audio warning for pre determined
period of 5 seconds. But visual indication remains constantly till the fault
is cleared and reset switch R1P1 is operated.
b. Powerpack one water level safety :
1. During reset or initialisation, relay RS1 and RS2 operates and the contact
RS1/3 closes initially to energises relay WL1 on its own contact WL1/1
through its safety switch LS1.
2. When the water level goes down below a certain level the level monitor
relay switch LS1 open to de-energise relay WL1.
3. WL1/2 opens to de-energise relay LP1 which inturn opens contact LP1/5
to shut off the engine by cutting off power to main fuel solenoid FS1.
4. LP1/2 opens to de-energise relay ET1 and dis-engage the transmission by

opening ET1/3.
Audio visual Indication
5. Contact LP1/3 (LP1/4) comes to NC indicating visually that engine shut

and low lube oil pressure LP1/3 (LP1/4) through diode BD13 (BD14)
gives signal to hooter which gives audio indication for pre determined 5
seconds
6. WL1/3 (WL1/4) comes to NC visually indicating low water level

constantly till fault is cleared and reset R1P1 is operated.
c. Power pack 2 water temperature/trans oil temp safety:
1. RS2/1 initially energises the relay WT2. The contact WT2/1 closes the
latch relay WT2 on its own contact through NC contact WS2 (water
temperature switch-engine 2) and TS2 (transmission oil temp-trans-2).
2. When transmission oil temperature goes above 125°C then the TS2 opens
and de-energises relay WT2.
3. WT2/2 opens and de-energises relay ET2.
4. ET2/2 opens to cut off power to speed solenoids, this will bring the engine
to idle.
5. ET2/3 opens to de-energise clutch cut off valve CV2 to dis engage
transmission.
6. Similarly when water temperature crosses 93°C, WS2 opens to de-

energise WT2. Afterwards step 3 to 5 repeats.
7. Audio visual indication : In either case transmission oil or water

temperature goes high, WT2/3 (WT2/4) comes to NC tapping the cabin
power to visually indicate in the respective cabin. WT2/5 closes to give
signal to hooter which gives audio alarm for 5 seconds. Visual indication
remains steady till fault is cleared and reset R1P1 is operated.
d. Power pack two water level safety:
1. During reset and initialisation relays RS1 and RS2 operates and RS2/3
closes initially to energise relay WL2 and the contact WL2/1 latch the
power to its own relay WL2 through NC contact of LS2 (water level
switch).
2. When water level comes below a predetermined level then LS2 opens and
de-energises relay WL2.
3. WL2/2 opens to de-energise relay LP2.
4. LP2/5 opens to shut off the engine by cutting off power to main fuel
solenoid FS2.
5. LP2/2 opens to de-energise relay relay ET2 which in turn opens ET2/3 to
dis-engage transmission.
6. Audio visual indication : WL2/3 (WL2/4) comes to NC to visually

indicate low water level.
LP2/3 (LP2/4) comes to NC to indicate engine shut and low lube oil
pressure.
LP2/3 (LP2/4) through diode BD15 (BD16) gives signal to hooter which
gives audio indication for 5 seconds. Visual indication remains steady till
the fault is cleared and reset is done.
E. Engine over speed, low engine lube oil pressure, transmission oil pressure
safety for power pack one.
1. Maximum engine speed is 2350 rpm. If the engine speed crosses 2350
rpm, overspeed switch OS1 opens to de-energise relay LP1. Once the
overspeed switch operates, it has to be set to operation manually only.
2. LP1/5 open to shut off the engine by opening power to main fuel solenoid
FS1.
3. LP1/2 opens to de-energise relay ET1 and in turn ET1/3 dis engages the
transmission.
4. In case of low lube oil pressure and trans oil pressure, the safety switches PS1 and
TP1 open to de-energise relay LP1. Afterwards step 2, 3 & 5 repeats
5. Audio visual indication : LP1/3 comes to NC to visually indicate engine shut and
low lube oil pressure. LP1/3 (LP2/4) through diode BD13 (BD14) gives signal to
hooter which gives audio visual indication for 5 seconds. Visual indication
remains steady till the fault is cleared and reset the system.
Similar safety is provided for power pack two & similar sequence takes place for
power pack two. LP2 operates here
Audio visual indication : When OS2 (over speed switch), PS2 (lube oil pressure
switch) and TP2 (transmission oil pressure switch) opens, LP2/3 (LP2/4) comes to ‘NC’
to give visual indication & LP2/3 (LP2/4) through
diodes BD15 (BD16) gives signal to hooter which gives audio indication for 5
seconds. Visual indication remains steady till the fault is cleared and reset.
COMMON TO BOTH POWER PACK
E Hydraulic oil level safety
1. The contact RS1/4 & RS2/4 parallely close to energise HLR relay on its
own contact through HLR/5.
2. When hydraulic oil level goes below a certain predentermined level, then
HS1 (hydraulic level switch) opens to de-energise relay HLR.
3. HLR/1, HLR/2 opens to de-energise relays LP1 and LP2 for Eng-1 and
Eng-2 respectively.
4. Contact LP1/2 and LP2/2 opens to de-energise relay ET1 and ET2.
5. ET1/3 & 2/3 opens to dis-engage transmission by de-energising CV1 and

CV2 for trans 1 and trans 2 respectively.
6. Audio visual indication : The contact HLR/3 (HLR/4) comes to NC

indication low hydraulic oil level. The contact LP1/3 (LP1/4 and LP2/3
(LP2/4) comes to NC to indicate that both engines are stopped. LP1/3
(LP1/4) through diodes BD13 (BD14) & LP2/3 LP2/4) through diodes
BD13 (BD14) gives signal to hooter which gives audio indication for 5
seconds. Visual indication remains steady till fault is cleared.
7.15 INDICATIONS
Audio visual indications concerning to the safety controls are covered under the
heading safety of engine and transmission. Other visual indications are :
1. Control supply on : Once cabin gets initialised the respective cabin supply is
given to this lamp to indicate that control supply as on.
2. Brakes applied : Any of the brakes in the car, if applied, the relay PBR gets de-
energised and PBR/3 (PBR/4) close to give brakes applied indication.
3. OHE live indication : An antenna is mounted on the roof top to sense the OHE
live condition. The output of antenna is given as a input to a sensing device placed
under the work bench. The device switches 110V for indication. This is only
indication which can be seen in both the cabins simultaneously.
4. By pass initiated : Seven by-pass switches are provided for by-passing of certain
critical functions. Any of these switches are operated in control cubicle, then
indication to driver is seen over the driver’s desk. This indicates that he has
operated one or more of the by-pass switches.
5. Alternator 1 failed :When engines are run, 110V alternator is driven by engine and
110V DC is delivered out of rectifier regulator. That 110V DC is tapped before
the blocking diode and fed to relay AR1. When AR1 relay gets energised this
indication extinguishes. When engine is off or rectifier 1/alternator 1 fails to give
its output then relay AR1 de-energises and AR/1 closes to give indication as
alternator one has failed.
6. Alternator 2 failed : Similar to the above one, the output of rectifier 2 is fed to
relasy AR2. When AR2 gets energised, the alternator 2 failed indication
extingushes. When engine 2 is shut or rectifier 2/alternator 2 fails to gives its
output, then AR2 gets de-energised. AR2/1 (AR2/2) closed to give alternator 2
failed indication.
7. Direction engaged : When forward or reverse direction is selected from cabin, the
relay VPR gets energised. The contact VPR/3 (VPR/4) closes to give an
indication that direction clutch has engaged.
7.16 DEADMAN’S CONTROL CIRCUIT
When the vehicle is in motion (above 2 kmph), if the pressure on the deadman’s
foot pedal is released then after the set delay of 10 sec brakes needs to applied
automatically. But during all these 10 sec hooter will hoot indicating to the driver that
deadman’s foot pedal is not pressed. The sequence of operation of the deadman’s circuit
to achieve the above is as follows:
1. When deadman’s foot pedal is left unpressed DFS1/2 (DFS2/2) opens and bring
both the engines to idle, at the same time dis-engages the transmission by
dropping forward/reverse solenoids.
2. DFS1/1 (DFS2/1) takes the power from key switch, sends the power to relay
DMR (Deadman’s relay timer) through the contact CR1/5 (CR2/5).
3. DMR is a delay ‘ON’ relay set for 10 sec. Therefore the contacts of DMR relay do
not operate during these 10 sec.
4. Power through DMR/3 and 02R/5 reaches the hooter line (wire No. 471).
5. Depending upon the cabin initialised, the signal will reach the hooter in that
particular cabin. This gives an audio indication that pressure on deadman’s foot
pedal is released. Hooter power from wire No. 471 reaches hooter through CR1/8
(CR2/8) to cabin.
6. After the set delay of 10 sec. if the driver has not pressed the deadman’s foot
pedal, then DMR/3 opens and hooter stops.
7. DMR/1 opens to de-energise deadman’s brake solenoid DMS to apply brake.
8. At the same time DMR/2 closes to give power to deadman’s vigilance counter
(DVC). This counter is an impulse electronic type but analog read out. Therefore
whenever DMR/2 operates with power, the counter counts as a record the number
of times the drivers fails to operate deadman’s pedal when vehicle is in motion.
7.16 OHE SENSING
Four ‘L’ angles are rigidly welded on to roof of cabin two at Right angles,
separated at a distance of approximately 300mm. At the top, each ‘L’ angle is fixed with
a porcelain insulator in the form of bobin. Three sides of this arrangement, bare wire go
round the bobin. Therefore this bare ware is totally isolated from coach body. When the
OHE conductor is live, then field surrounding the antenna is taken as a signal through the
bare wire and is given as a input to OHE sensing device placed under the work bench.
The sensing device has a ‘LED DSIPLAY’ on the device itself indicating ‘ON’ or ‘OFF’.
In addition, a contact operateswhen the signal is sensed. This contact is used for
indication.
7.17 BY-PASS SYSTEM
Seven by-pass switches are provided in control cubical to by-pass certain critical
functions in case of emergency. This should be used only to clear the track in case if the
vehicle stalls between any two stations due to malfunctioning. Those critical functions for
which by-pass system issued are :
1. Stand still detection : IF the signal converter fails to detect the stand still condition
of vehicle, then the 02R relay cannot get energised between 0-2 kmph. Then by-
pass switch ‘BSSD’ can be switched on before selecting the direction. When
BSSD is switched, it by-passes the contact stand still detection in the signal
converter.
2. Power pack 1 by-pass : By passing of power pack is possible only when both the
power pack have failed (i.e. both engines cannot be started). In such a situation,
any one or both the power packs can be by-passed.
To by-pass power pack one switch on BPS1. This directly taps the power
from fuel solenoid line and supply power to relay ET1 through the contact of
VPR/5. During the movement of the car, fuel solenoid push button FSP1 (FSP2)
to be kept pressed continuously.
3. Power pack 2 by-pass: In the above situation, if desired, power pack two can be
by passed by switching on BPS2. This directly taps the powerfrom fuel solenoid
line (409) and give supply to relay ET2 through VPR/6.
4. Cabin 1 relay by-pass : If cabin 1 relay ‘CR1’ fails to operate then cabin 1 does
not get initialised. In this case by –pass switch BSC1 can be switched on and
initialise the cabin in the usual manner. This makes the relay BC1 to energise and
duplicates the job of cabin relay CR1.
5. Cabin 2 relay by-pass : If cabin 2 relay CR2 fails to operate, then cabin 2 does not
get initialised. In this case, by-pass switch BC2 can be switched on and initialise
the cabin in the usual manner. This makes the relay BC2 to energise and
duplicates the job of cabin relay CR2.
6. By-pass BPG: Normally pressure switch BPG checks for minimum of 5.5 bar
system pressure below which controls do not allow propulsion of vehicle. If the
sufficient brake pipe pressure is present which is verified by gauge and if brake
pressure governor (BPG) fails to operate. Then by-pass switch (BSBP) can be
switched on to by-pass the BPG switch. If the pneumatic system pressure does not
raise to minimum of 5.5 bar due to failure of pneumatic system components, then
also BPG does not allow the movement of car. In this condition if the car is
moved by by-passing BPG, it is to be born in mind that braking efforts of the
system are not normal and some times may totally be nil.
7. By-pass of direction switch : If forward reverse pressure switches fails to operate,

then the by-pass switch (BPDS) can be switched ON to by-pass the pressure
switches. This will energise relay VPR when direction is selected.
In all the seven cases, an common indication in the energised cabin can be noticed
over the Driver’s Desk.
By-pass switches are of TPST type. The 3rd contact always by-passes the
function, 2nd contact always switches power from cabin 2 and 1st contact switches power
in cabin 1. The contact 1 & 2 close only for indication purpose.
7.18 GAUGES
Since there are two cabins, the signal from the sender unit of engine and
transmission sensors needs to be switched for the energised cabin. Therefore all the
signals from sender unit are routed through a relay GR1A, GR1B and GR2A, GR2B.
when cabin one is energised, relay GR1A and GR1B gets energised and switches all the
sender units signal to cabin .
1. When cabin 2 is energised, relay GR2A, GR2B gets energised and switches all the
sender units signal to cabin.
2. Transmission oil temperature, lube oil temperature, water temperature oil pressure
guage, lub oil pressure gauge, transmission oil pressure guage are provided power
packs wise. Other than theese gauges fuel gauge to sense the level of the fuel and
ammeter to monitor charging and discharging current of the 24V battery are
provided over the desk.
7.19 UNLOADING SYSTEM
Once system pressure exceeds 8.5 bar, then unloader pressure switch ‘UPS’
closes to energise unloader solenoid valve ‘USV’. The energisation of USV opens a out
let of pump before NRU till the pressure comes down to 7.5 bar in MR. Additionally a
pneumatic unloader is provided as a safety whose function is described in pneumatic
system.
7.20 PANTOGRAPH OPERATION
To avoid unauthorised use of pantograph, the pneumatic supply which is

governing the pantograph operation is controlled through a electrically operated solenoid
PGS. The supply to this is through a key switch PKS. The key should be operated by the
operator ensuring that mechanical locks are released. When key switch is turned on, the
solenoid energises and opens a pneumatic port for raising the panto. As a safety measure,
the pantograph pan is solidly earthed.
7.21 HEAD LIGHTS

Head lights for vehicle are provided at both ends of car. The head light unit has
provision for two lamps. The one in the centre is the main head light of 250W which
operates on 32V D.C. the input to this lamp is given from a DC-DC converter (refer
separate product manual) which operates on 110V D.C. and gives 32 V D.C.output. The
lamp above the main head light is a 60 watt 110V bulb called emergency head light bulb.
This can be used in case the main head light fails to glow due to any reason.
Controls for both the head lights independently are given on the Driver’s Desk.
To switch on main head light, that particular cabin needs to be energised since power
supply is taken through the power contractors CA1 (CA2). Power to emergency head
light comes directly from emergency positive line. This lamp can be switched on even
without energising the cabin.
7.22 TAIL LIGHT & MARKER LIGHT

When head light is switched on from the energised cabin, the 2 tail light glows at
the other end of the car.
Marker lights can be switched on by MLS1 (MLS2) even without energising the
cabin. (i.e., tapped from emergency positive). When any one marker light switch is
closed, 2 marker lamp glows at each end (i.e., all marker lamp).
One marker lamp and one tail lamp are mounted in the same unit with proper
isolation. Two such units are mounted on each end of the car. The lamp holders and
terminal blocks for termination are provided inside the unit.
7.23 FLASHER LIGHT

One flasher light is mounted externally on each end of the cabin. The flasing
action is obtained from a electronic flasher unit mounted under the Driver’s desk. The
flasher O/P is a 24V pulsed output which causes the flashing action. The input to flasher
unit is 110V D.C. the lamp unit contains bulb with holder along with one spare lamp
provided inside the lamp unit itself.
7.24 INTERCOM SYSTEM

Intercom system is provided in the car for inter communication purpose. The
intercom can cater to 4 line (telephone handsets). The handsets are placed one in cabin1,
cabin2, 3 berther cabin and panto observation dome. A parallel point tapped from
materials cabin is provided on the roof with plug and socket arrangement. The handset to
this is given as a loose item with its end connected with plug. The intercom operates on
24V D.C.
GENSETS
1. One 8 KVA genset is mounted by the side of lifting platform ram. This is a 3 phase 415
V diesel genset. Where engine is coupled to an 3 phase alternator. This gen set operation
fuel is “Diesel”.
The output supply from this is taken for lifting platform operation & drilling
machine mounted over the work bench. 3 phase power can be tapped for any other
general application within the specified load by making use of the power points provided
on the junction box with sockets.
SYMBOLS FOR ELECTRICAL CIRCUIT
- CABIN – 1
- CABIN – 2
- WORK BENCH
- CONTROL CUBICLE
- UNDER SLUNG
- EXTERNAL FITTINGS
Figure 7.5 DRIVER DESK CABIN – I CONTROLS
Figure 7.6 DRIVER DESK CABIN-2 CONTROLS
Figure 7.7 DRIVER DESK CABIN-2 CONTROLS
Figure 7.8 CABIN – I CONTROL
CABIN-1 CONTROLS
Figure 7.9
Figure 7.10 CABIN CONTROLS
Figure 7.11 CABIN 2 CONTROLS
ENGINES START/ STOP & CRANK TERMINATION

Figure 7.12
Figure 7.13 ENGINE THROTTLE & EMERGENCY RAISE
FIGURE 7.14 TRANS CONTROL CIRCUIT
Figure 7.15 TRANSMISSION CONREOLS
FORWARD REVERSE
Figure 7.16
FIGURE 7.17 24 V POWER CIRCUIT
Figure 7.18 ENG-I MAGNETIC SWITCH AND SOLENOID CONTROL
Figure 7.19 SAFETY & BYPASS OF POWER PACK-I
Figure 7.20 ENG-2 MAGNETIC SWITCH & SOLENOID CONTROLS
Figure 7.21 SAFETY & BYPASS OF POWER PACK
Figure 7.22 HOOTER AND DEAD MAN’S CONTROLS
Figure 7.23 AUXILIARY CONTROLS
Figure 7.24 110 VOLTS POWER CIRCUIT
CABIN-1, INDICATIONS
Figure 7.24
Figure 7.25 CABIN-1 INDICATIONS
Figure 7.28 POWER PACK – 1 GAUGES SENSOR SWITCHING
Figure 7.29 POWER PACK-2 GAUGES SENSOR SWITCHING
Figure 7.30 CAB-1, PP-1 GAUGES
Figure 7.31 CABIN-1, PP2 GAUGES
Figure 7.32 CABIN-2, PP-1 GAUGES
Figure 7.33 CABIN-2, PP2 GAUGES
CABIN-1 LIGHTING
Figure 7.34
Figure 7.35 CABIN-2 LIGHTING
CHAPTER 8
MAINTENANCE OF ENGINE
‘A’ CHECK EVERY DAY
S. No Maintenance Steps Remarks

Check previous day’s engine
1. Correct as required.
logbook.
Drain water and sediment from fuel
2. Before starting the engine.
filter through drain cock.
Check engine oil level and top up if

3.
necessary. Must be slightly less than or equal to ‘H’
mark on dip stick when engine is stopped
and has stood for 20 minutes or more
(must be measured after all oil is drained
back into oil pan).
4. Check for fuel, oil, water and Correct if leaking.
exhaust leaks.
5. Fill radiator/surge tank with treated Radiator cap must be firmly tightened
water (chromate concentration 3500 back into the radiator/surge tank neck.
PPM) Engine must not be operated without the
aeration and overheating of the coolant.
Check engine radiator water level.
6. Check air cleaner oil level and Use clean engine oil.
change oil, if required (If oil bath
type). Clean dustpan and pre-
cleaner of dry type air cleaner.
7. Check airline connections for leaks. Correct as required.
8. Remove and clean air compressor Fill with clean oil upto the mark.
breather, if equipped.
9. Drain air receiver tank at the
beginning of every day and then
close the drain cock.
10. Clean crankcase breather. Discard paper type element if clogged.
Check oil level in hydraulic Check for leaks. Use engine oil for
11.
governor, if provided topping up (as shown in fig. 8.1)
FIGURE 8.1 CHECKING OF OIL LEVEL
S. No Maintenance Steps Remarks

12. Start the engine and note If there is a change in oil pressure from that recorded
the oil pressure both at in the log book on earlier occasion then stop engine
idling and maximum and check through trouble shooting technique the
speed. cause for oil pressure change and correct if necessary
(for assistance in diagnosing the change in oil
pressure call your service representative if necessary.
13. Record oil pressure. Refer operation and maintenance manual for lub oil
pressure limits.
14. Fill fuel tank at the end Use clean fuel and a strainer. Also clean the cap and
of the day. surrounding area before opening the filler cap. Fill
fuel at end of the day allowing diesel to settle. Drain
sediment from fuel filter water separator bowl.
‘B’ CHECK EVERY 300 HOURS or 6 MONTHS WHICH EVER IS EARLIER
S.No Maintenance Steps Remarks

1. Repeat all maintenance steps of --
‘A’check
2. Change engine oil. When lub oil is examined through lub oil analysis
in a laboratory, oil change period may be extended.
In such cases, refer to your service representative.
3. Fit new lubricating oil full flow Inspect the changed filter element and check for
filter element. metal particles and oil sludging/oxidation.
4. Remove, clean and inspect dry Blow out dust with compressed air in the opposite
type air cleaner element. Remove direction of the normal air flow. If very dirty ,
and clean dustpan. Inspect wash in
element for holes and tears. solution of warm water.
Check (48.9°C-60°C) and non
Gaskets and sludging detergent.
‘O’ rings for Allow it to dry first then use
damage. compressed air. Replace if
washed two times. FIG. 8.2 AIR CLEANER
FIG. 8.3
ELEMENT Caution : Excess air pressure will damage paper.
CHECKING Air nozzle must be kept at least 20.32 cm from the
WITH ELECTRIC element. Must not be used if even one pin hole
BULB exists. Discard element if punctured and also
change gasket along with element.
S.
No
Maintenance Steps Remarks
5. Clean oil bath air cleaner tray screen. -----

Change lubricating oil by-pass filter
6. Record oil pressure
element and gasket if provided.
Clean float tank and/or main fuel tank
7. -----
breather.
8. (i) Check coolant PH value/
concentration of DCA/chromate
concentration (3500 PPM).
(ii) Borex base CAC used as coolant-
Change corrosion resistor element if PH
(a) Check coolant for CAC with test
value is below normal range 8.5 – 10.5.
strip. Add CAC if PH value less
Check chromate concentration at 3500
than 0.6.
PPM.
(b) (i) If coolant is pink, the PH is
with in limit (8.5 – 10.0)
(ii) If colourless, add CAC to
maintain concentration.
9. Check magnesium plate in assembly Check magnesium plate for pitting or
corrosion resistor. Change water filter being eaten away. Change if more than
element. 50% of area is lost. Use DCA service
element or chromate element bags AR
95679 if concentration is low.
10. Change fuel filter element washer and Clean shell fuel filter. Change element
‘O’ ring on mounting bolt. when restriction exceeds vacuum 8‫ ״‬of
mercury.
11. Check oil in aneroid control, If equipped. Use same oil as used in oil pan.
Tighten belt tension (use ST – 1293)
Check and adjust belts. New belts will

12. stretch within one hour of use. They must FIG. 8.4 CHECK BELT
be readjusted. TENSION
Tighten foundation bolts and flexible

13. -----
coupling bolts of engine and alternator.
Check all air cleaner connections for
Correct as required.
14. cracks-chafing etc. Tighten all air intake
connections.
Use special tool no. ST 845 or ST 893
15. Check fan hub and drive.
for tightening the fan hub nut.
Clean/change air compressor breather Change element for naturally aspirated
16.
element. engine. Clean screen for turbo engine.
17. Check throttle linkage. -----
‘C’ CHECK EVERY 1500 HOURS or 1 YEAR WHICH EVER IS EARLIER

1. Repeat all maintenance steps of
----
checks ‘A’ & ‘B’.
2. It should start opening and open fully within
range 73.9°C and 79.5°C or 76.6°C and 85° C.
Check thermostat operation.
Discard and fit new thermostat if operation is
not satisfactory.
3. Check fan hub and drive. Check mounting bolts and bearing end play.
4. Check impeller water pump for
Correct if necessary.
play.
5. Check for turbocharger oil leaks. Correct as required.
6. Tighten turbocharger mounting Tighten to the specified torque. Do not tighten
nuts. when engine is hot.
7. Check after cleaning dry type air cleaner
Check inlet air restriction. element . If restriction in excess of 25‫״‬water, a
new element must be fitted.
8. Remove complete assembly and clean
Clean oil bath air cleaner.
inclusive of fixed screens.
9. Clean and tighten all electrical -----
connections.
10. Check generator brushes and Replace and clean as required.
commutators.
11. Clean entire engine. High pressure and soap water mixture
preferred after spraying engine with cleanser
taking care of protecting electrical system.
12. Tighten all mounting bolts and Tighten as required. Over tightening may
nuts. result in distortion or damage.
13. Clean aneroid air breather. Replace breather if necessary.
If provided.
14. Check engine blowby. Readings in excess of recommended limits.
Corrective action must be taken through
analysis with the help of trouble shooting
chart.
15. Clean radiator. Blow air through the radiator core in opposite
direction to the normal flow of air, if working
under dusty/dirty condition.(Reverse flushing
operation)
16. Check air compressor Check shaft and clearance.
Adjust injectors and valves. Clean fuel inlet connection screens. Final
adjustments must be carried out with engine
hot and with correct torque as specified (Refer
17.
O & M manual).
Change hydraulic governor Use engine lubricating oil.

18.
oil/aneroid oil.

Check wobble and eccentricity/alignment
19. Check vibration damper. marks on rubber type. Discard damper if
misalignment is more than .16 cm.
‘D’ CHECK EVERY 6000 HOURS or 2 YEARS WHICH EVER IS EARLIER

1. Repeat all maintenance steps of --
checks ‘A’, ‘B’ & ‘C’.
2. Check exhaust and inlet --
manifold nuts and capscrews.
3. Tighten all mounting bolts and --
nuts.
4. Clean turbocharger diffuser and --
impeller and check end float.
5. Check turbocharger bearing Only end float on semi floating bearing if in
clearances. excess of limits, replace it.
6. Check crankshaft end float. If in excess of recommended limits, corrective
action is indicated.
7. Clean injector inlet screens Must be done only if a performance
deterioration is evident. Some of the
indications for performance deterioration are.
1. Black smoke.
2. Change in fuel manifold pressure.
3. Loss of power.
Malfunction of aneroid.
Clean and calibrate all injectors.
Check fuel pump calibration.
Replace aneroid bellows and calibrate
11. Replace fuel pump filter screen --
and magnet.
12. Steam clean engine. If steam is not available, then use clean soap
water solution as outlined in ‘C’ check item –
11.
'E' CHECK -
Overhauling Of Engine After Two 'D' Check.
*****
CHAPTER 9
TROUBLE SHOOTING
9.1 TROUBLE SHOOTING OF DIESEL ENGINE
9.1.1 Hard starting or failure to start

• Improper use of starter aid/air temperature
• Out of fuel or fuel shut off closed
• Poor quality of fuel / grade fuel
• Air leaks in suction lines
• Restricted fuel lines
• Broke fuel pump drive shaft
• Scored gear pump or worn gears
• Cracked injector body or cup
• Water in fuel and/or waxing
• AFC calibration incorrect
• Long idle periods
• Gasket blow by or leakage
• Valve leakage / adjustment bad
• Broken or worn piston rings
• Engine due for overhaul
• Incorrect valve and injection timing.
9.1.2 Engine Misses

• Plugged injector spray holes
• Damaged injector O-ring
• Water in fuel water/or waxing
• Injector flow incorrect
• Gasket blow -by or leakage
• Injectors valve and injection timing
9.1.3 Excessive black smoke at ideal

• Struck drain valve
• Wrong injector cups
• Faulty cylinder oil control
• Worn or scored liners or pistons
• Broken/bent push rod or cam box
9.1.4 Low power or loss of power
• Restricted air intake

• High exhaust back pressure
• Thin air in hot weather or high attitude
• Air leaks between cleaner and engine
• Dirty turbocharger compressor
• Scored gear pump or worn gears
• Wrong injector cups
• Damaged injector O-ring
• Throttle linkage or adjustment
• High speed Governor set too low
• AFC calibration incorrect
• Fuel pump calibration incorrect
• Injector flow incorrect
• AFC air leak, bellows
• Oil level too high
• Dirty filters/screens/breather
• Engine overloaded
• Incorrect bearing clearance
• Engine due for overhaul
• Incorrect valve and injection timing
• Worn or scored liners or pistons
• Injectors need adjustment
9.1.5 Low air output
• Restricted air intake

• Thin air in hot weather or high attitude
• Air leaks between cleaner and engine
• Dirty turbocharger compressor
9.1.6 Low oil pressure
• External and internal oil leaks

• Dirty oil filter
• Clogged oil drillings
• Oil suction line restriction
• Faulty oil pressure regulator
• Crankcase low or out of oil
• Wrong grade oil for weather conditions
9.1.7 Coolant temperature too low
• Faulty thermostats
• Coolent temperature low
9.1.8 Coolant temperature too high

• Crank case low or out of oil
• Insufficient coolant/worn pump
• Damaged hose/loose belts
• Exterior leaks/air in system
• Low coolant capacity/dirty radiator
• Engine exterior dirty
9.1.9 Oil temperature too high
• Crank case low or out of oil

• Oil level too high
• Insufficient coolant/worn pump
• Damaged hose/loose belts
• Clogged oil cooler or water passages
• Exterior leaks/air in system
• Low coolant capacity/dirty radiator
• Engine exterior dirty
9.2 TROUBLE SHOOTING OF TRANSMISSION
TROUBLE SHOOTING FOR CRT 5633

S.No CAUSE REMEDY
I. LOW CONVERTER OUT PRESSURE
1 Low oil level Add oil to proper level
2 Oil line leakage Check for leaks
3 Clogged oil strainer Clean oil strainer
4 Defective oil pump Rebuild oil pump assembly
5 Aerated oil Leaks in suction passages
II. HIGH OIL TEMPERATURE
1 Low Or High Oil Level Restore oil to proper level
2 Low Coolant Level Add coolant. Check for leaks
3 Low Convertor out pressure Refer "A"
4 Cooler line kinked or clogged Clean or replace cooler lines
5 Operating in too high for eqpt. Speed Downshift to lower range
6 Torque convertor starter locked Check converter components
7 Engine overheating Refer engine manual
III. HIGH STALL SPEED
1 Oil level low Add oil to proper level
2 Low conv. Out pressure Refer to "A"
3 High oil temperature Refer to "B"
4 Clutch slipping Overhaul transmission
IV. LOW STALL SPEED
1 Low engine output Refer engine manual
2 Broken convertor parts Replace convertor assembly
3 Stato reversed or rollers Assembly stator correctly
S.No CAUSE REMEDY

V. LOSS OF TORQUE AT TRANSMISSION OUTPUT
1 Stator reversed or rollers not installed Assemble stator correctly
2 Low conv. Out pressure Refer to "A"
3 Low engine power Refer to "D"
4 Clutch slippage Refer to "G"
5 Linkage not adjusted installed. Adjust linkage
VI. NO POWER AT TRANSMISSION OUTPUT
1 Linkage Not Adjusted Adjust linkage
2 Low Clutch Pressure Refer to "G"
3 Mechanical Failure Overhaul transmission
VII. LOW CLUTCH PRESSURE
1 Low oil level Add oil to proper level
2 Aerated oil Refer to "A-5"
3 Oil leakage Check for leakage
4 Main pressure regulator valve Overhaul valve assembly
defective
5 Defective oil pump assy. Rebuild oil pump assembly
6 Linkage not adjusted Adjust linkage
VIII. NO POWER TRANSMITTED IN ONE GEAR RANGE
1 Range clutch failed Overhaul transmission
IX. HIGH CONVERTOR OUT PRESSURE
1 Restricted cooler line Check cooler circuit for blockage
2 Lubrication regulator valve sticking Inspect valve components correct
fault
X. VEHICLE OPERATES IN LOW RANGE FORWARD OR REVERSE
BUT STALLS IN OTHER RANGES
1. Failed low range clutch Overhaul transmission
XI. VEHICLE OPERATED IN INTERMEDIATE RANGE FORWARD OR
REVERSE BUT STALLS IN OTHER RANGES.
1. Failed int. range clutch Overhaul transmission
XIL.VEHICLE OPERATES IN HIGH RANGE FORWARD OR REVERSE
BUT STALLS IN OTHER RANGES
1. Failed high range clutch Overhaul transmission
XIV. VEHICLE OPERATES IN FORWARD BUT STALLS IN REVERSE
1. Failed forward clutch Overhaul transmission
XV. VEHICLE OPERATES IN REVERSE BUT STALLS IN FORWARD
1 Failed reverse clutch Overhaul transmission
9.3 TROUBLE SHOOTING OF THE ELECTRICAL SYSTEMS
9.3.1 Trouble Shooting of the Starter Motor
Failure of the engine to start may be attributed (treated) not only to the faulty
starter motor but also to other system faults such as battery, switches, wiring connections,
ignition systems or fuel supply etc.
Make sure that the trouble does not lie elsewhere before attempting to test the
starter motor.
The following are some useful hints for dealing with trouble limited to starter
motor, such as
Defect 1: When starter motor is operated its shaft fails to rotate or rotates slowly
and the starter motor does not crank the engine through pinion has
engaged with ring gear.
Cause Action - Remedy
a) Discharge/defective battery. Recharge battery/substitute a fully
charged battery.
b) Defective/loose connections. Tighten all connections.
c) Dirty, oily or badly burnt commutator Remove the starter for further
inspection.
d) Starter terminal or brush box having - do -
an earth fault.
e) Defective, solenoid switch. - do -
f) Defective armature field coils. - do -
Defect 2: Armature rotates but pinion fails to engage.

a) Improper pinion engagement Clean it.
b) Burr formation on pinion or ring gear Deburr it by filling
c) Defective auxiliary coil. Change auxiliary coil.
d) Loose mounting. Tighten mounting/units
e) Worn commutator end/drive end bush Change the bush
f) Commutator bearing pin loose. Check the tightness of bearing pin
fixing screw.
Defect 3: Starter motor continuous running after release of ENGINE START

switch.
a) Sticky starting switch. Open starter motor isolating knife switch
immediately and repair/replace switch.
b) Short in wiring harness Replace faulty wiring.
c) Dry-drive end bush Trace cause and lubricate
d) Sticky solenoid switch contacts. Remove the starter for solenoid inspection.
e) Bush in pinion seized on shaft. Remove the starter for inspection.
f) Pinion/ring gear fouled or Clean thoroughly, deburring of pinion and ring
damage. gear by filling.
Defect 4: Pinion engage but starter motor does not crank the engine (whining noise
is heard)
a) In sufficiently charged Recharge the battery/clean terminal and smear
battery/corroded terminals. petroleum jelly.
b) In sufficient pressure on carbon Change the brush springs/brushes.
brushes or worn out brushes.
c) Shorted/earthing armature Change armature
d) Slipping clutch assembly Change clutch assembly.
e) Partially earthing field coil. Change starter motor
f) Solenoid contact bad. Re-set solenoid and replace spring.
Defect 5: Engine is not cranking

a) Weakened battery Check the voltage of the battery charge it if
required.
b) Inoperative ENGINE START Check and replace if necessary.
switch
c) Faulty fuel solenoid Check and replace if necessary.
d) Faulty magnetic switch Check and replace if necessary.
e) Faulty starting motor solenoid Check and replace if necessary.
f) Faulty starter motor Check and replace if necessary.
g) Faulty ER1 (ER2) relay Check and replace if necessary.
or Faulty FSR relay
Using the Starter Motor
The following points should be strongly observed while starting the engine-
1) Make sure that all engine controls are correctly adjusted.
2) Press the FUEL SOLENOID PUSH BUTTON and turn the ENGINE
START/STOP switch in to "1" (2") position firmly and release it soon after the
engine fires.
3) If the engine does not fire at once, allow it to come to rest before another attempt
to start.
4) Do not run the battery down by repeated operations when engine refuses to start.
Ascertain the causes of failure to start.
5) On no account should the starter motor be operated when engine is running,

otherwise serious damage would occur both to starter motor and to flywheel teeth.
However built in safety is provided to safe guard the starter motor is limited to
avoid continuous long cranking.
CAUTION: Do not operate the starter motor more than 10 seconds. If any of above
defects found, system needs thorough inspection.
Defect 6: RELAYS ER1\ER2/TRC/FSR DOES NOT OPERATE.
a) Low control voltage Check the control voltage
b) Large voltage drop Check the loose connection
c) Control circuit incorrectly Check and correct the control circuit and coil
wired. connection. Check the marking of cables and
connect accordingly.
Defect 7: RELAY CHATTERS ER1/ER2/TRC\FSR

a) Low control voltage Check the control voltage
b) Large voltage drop Check the loose connections. Clean the contact
tips of main and auxiliary contacts.
c) Broken shading ring on the The mechanical life of contactor is over.
magnet pole.
Defect 8: HUMMING OF IRON CORE OR NOISE MAGNET

a) Rust or dust or other Rub off rust with fine emery paper or clean the
substance is on contacting surface with cloth.
surface of iron core.
b) Broken shadding rings Mechanical life of contactor is over.
c) Magnet faces not mating Mechanical life of contactor is over.
d) Dirt or rust on magnet faces Clean lightly with fine emery paper or dry cloth or
use compressor air.
Defect 9: RELAY FAILURE TO PICKUP AND CLOSE ER1/ER2/TRC/FSR

a) Low voltage Check control voltage
b) Coil open shorted Replace the coil
c) Mechanical obstruction Clean and check the free movement
of contact assembly.
Defect 10: RELAY FAILURE TO DROP OUT (OPEN) ER1/ER2/TRC/FSR

a) Coil not disconnect from supply. Check wiring of the coil circuit
b) Worn or rusted parts causing binding Replace such parts.
c) Residual magnetism due to lack of air gap The mechanical life of relay is over.
in magnet path
Defect 11: OVERHEATING OF COIL

a) Over voltage or under voltage Check and correct the control voltage.
b) Inter turns short circuit caused by Replace coil
mechanical damage in coil.
c) Dirt or rust on pole faces increasing the Clean pole faces with very fine emery
air gap. paper or dry cloth.
Defect 12: OVERCHARGING BATTERY GASES

a) Sensing lost Check circuitry and restore sensing connections.
b) Faulty regulator Check the regulator, replace if necessary.
c) Rotor shorted to earth on Rectify and replace rotor assembly
negative side.
Defect 13: ENGINE DOES NOT STOP

a) Faulty ENGINE/START-STOP switch Check and replace if necessary.
Defect 14: EVEN THOUGH LUB OIL PRESSURE IS MORE, ENGINE DOES NOT
SUSTAIN (STOPS AFTER RELEASING THE START PUSH BUTTON)
a) Faulty low water level switch Check and replace if necessary.
b) Faulty low water level relay Check and replace if necessary
c) Faulty over speed switch Check and replace if necessary.
d) Faulty lub oil pressure relay Check and replace if necessary
e) Faulty low hydraulic oil level Check and replace if necessary.
f) Faulty HLR relay Check and replace if necessary
Defect 15: ENGINE THROTTLES IN HIGH RANGE BUT CAR DOES NOT MOVE
(TRANSMISSION DO NOT ENGAGE)
Probable Cause Remedy
a) Defective timer relay TCE1 Check and replace.
b) Defective clutch cut off valve Check and replace
Defect 16: BRAKE APPLIED INDICATION DOES NOT EXTINGUISH EVEN
AFTER ALL THE BRAKES ARE RELEASED.
a) Defective service brake pressure switch Check and replace
b) Defective parking brake pressure switch Check and replace
c) Disturbed pressure settings in pressure switch Check and verify for proper
settings.
Defect 17: EMERGENCY RAISE OF ENGINE DOES NOT TAKE PLACE I.E.
ENGINE REMAINS IDLE WHEN EMERGENCY RAISE PUSH
BUTTON IS RAISED.
a) Defective push button switch Check and replace
b) Defective ERR relay Check and replace
Defect 18: ENGINE THROTTLE DOES NOT TAKE PLACE EVEN AFTER THE
THROTTLE HANDLE IS MOVED TO DIFFERENT NOTCH
POSITIONS
a) Defective ET1 (ET2) relay Check and replace
b) Defective timer relay TCE2 Check and replace
c) Defective MUTC solenoid Check and replace
d) Defective speed relays (NRA-NRD) Check and replace
Defect 19: CAR DOES NOT MOVE WHEN SELECTED "LO" IN THE "RANGE
SELECTOR" EVEN AFTER DIRECTION ENGAGED INDICATION IS
CONFIRMED
a) Defective LRR relay Check and replace
b) Defective TCE1 timer relay Check and replace
c) Defective GEAR1 solenoid Check and replace
d) Defective clutch cut off valves Check and replace
Defect 20: FORWARD/REVERSE SOLENOID FAILS TO GET ENERGISED EVEN

AFTER DIRECTION IS SELECTED.
a) Defective ADD ON block CT1 (CT2) power contactor. Check and replace
b) Check 02R relay for its operation. Power to this relay comes Check and replace
from signal converter.
c) Defective SIGNAL CONVERTER Check and replace
d) Defective FORWARD/REVERSE solenoid Check and replace
Defect 21: CABIN DOES NOT GET INITIALISED

a) Defective RESET AND Check and replace
INITIALISATION push button.
b) Defective cabin relay - a) Check and replace.
CR1 - CABIN1 b) Use stand by relay by switching on cabin
BY-PASS switches in control cubicle.
CR2 - CABIN2
c) Defective DRIVERS KEY SWITCH Check and replace
Defect 22: HEAD LIGHT DOES NOT GLOW

a) Defective head light switch Check and replace
b) Defective diode stack unit Check and replace diode in that particular
fault line.
c) Defective relay contact Check and replace relay/and on block.
9.4 TROUBLE SHOOTING OF LIFTING AND SWIVELLING PLATFORM
Sr. Trouble Solution

No.
1 Electrical motor a) Check whether all the 3 phases are 'ON'.
not running. b) If the 'MAIN ON' lamp does not blow, check the voltage
afer the transformer and bridge rectifier. Repair or replace
transformer or bridge, if found faulty.
c) Check the working of electrical contacts of contractors as
per the electrical circuit. Replace the contractors, if found
faulty to ensure motor running.
d) Check the fuses and replace if burnt.
e) Check the settings of overload relays. Reset depending on
motor capacity if required.
Sr. Trouble Solution

No
2 Oil not a) Check direction of rotation of pump and correct it to
delivered. clockwise when seen from motor non-drive end.
b) Check oil level & top up if required.
c) Check suction strainer & clean if clogged.
d) If oil flow is not observed, open the DC valve, clean the
spool and re-assemble the valve.
e) Keep the respective push button pressed and check oil
flow from outlets.
f) If there is no oil flow, check the contractor. If the
contractor is working, check solenoid coil. If burnt
replaced new coil.
3 Cylinder upward a) Check the setting of relief valve fitted on manifold block
motion jerky, and if required rotate the set screw in clockwise direction
takes more than to increase the pressure and in anticlockwise direction to
45 to 48 seconds decrease the pressure. Tighten the check nut and replace
to complete rubber cap as it was.
stroke. b) Remove the air lock from the pump. Remove the air
bleeding screw or delivery line coupling and run the
Cylinder not pump till the flow of oil is continuous and smooth.
lifting the load c) Tighten (close) shut off valve and release valve of
and power pack handpump.
not building the d) Piston seals worn out. Replaced them.
pressure.
4 Power pack Check the pressure (load) indicated by the pressure gauge. If
(motor) stops. the load is more, the overload relay trips and motor gets
switched off automatically. Reduce the pressure by rotating
the relief valve set screw anti-clockwise. Reduce the load on
the platform. Overload relay is self setting type which will
automatically reset.
5 Platform lowers Increase the setting of relief valve provided in the return line.
with jerks. This increases the pilot pressure.
Takes more than
65 seconds to
lower
completely.
6 Platform not a) If motor is not running, check electrical contactors.
swivelling. Replace whichever is faulty.
b) Check the gap between the flanges of electro-magnetic
clutch & adjust it to 3 mm approx., when the platform is
not loaded. It should be min. 0.5 mm when the platform is
loaded uniformly with additional tip load.
c) Coil burnt. Replace the coil or clutch.
CHAPTER 10
DAILY CHECK BY DRIVERS
In addition to testing of air brake system as described in chapter 4 , following daily

checks are also to be carried out by driver. If any deficiencies/ defects are noticed during
inspection, same should be reported to depot in charge to take remedial action immediately to
rectify the deficiencies/defects.
Before/After Starting The Engine
S.No. Details
1. Check Fuel oil level and leakage if any.

2. Check engine lub oil level and leakage if any.
3. Check transmission oil level and leakage if any.
4. Check axle drive oil level and leakage if any.
5. Check compressor oil and level and leakage if any.
6. Check radiator water level and leakage if any.
7. Check battery voltage 24 V
8. Check electrolyte level 20 mm above the safe guard
9. Check belt condition
10. Check dynamo
11. Check water pump belt
12. Check radiator fan
13. Check alternator
Under slung equipment examination
S.No. Details
1. Check engine base securing bolt & nut
2. Check transmission joint bolt & nut
3. Check carden shaft joint bolt & nut
4. Check axle box cover fixing bolt & nut
5. Check axle drive housing fixing bolt & nut
6. Check palm pull rod cotter pins
7. Check hanger pin & split pins
8. Check compressor base bolt and nut
9. Check cattle guard fixing bolt & nut
10. Check buffer fixing bolt & nut
11. Check brake cylinder fixing bolt & nut
12. Check all pneumatic pipe lines & oil pipe line connections for any
leakage.
13. Check helical spring
Check Working Condition Of The Following
S.No. Details
1. Brake valve A9
2. Distributor valve C3
3. Parking brake
4. Brake cylinders
5. Parking brake cylinder
6. Pressure gauges
7. Horn
8. Wiper
9. Pantograph
10. Swivelling Platform
11. Automatic drain valve
12. J-1 safety valve
Check Operation Of Following
S.No. Details
1 Head light
2 Parking light
3 Tail light
4 Lights and fans
5 Panel board's indication light
6 Throttle switch
7 Forward /reverse switch
8 RPM meter
9 Speedo meter
10 Pressure and temperature gauges
*****
ANNEXURE- A
RECOMMENDED OILS / LUBRICANTS

1 ENGINE
(i) Make/Model NT - 855R

(ii) Oil Grade/Make : SERVO PREMIUM CF4 15 W – 40 (IOCL)
: MAK CF4 15 W40 (BPCL)
: HYLUBE Milcy Power (HPCL)
(iii) Qty per Eqpt : 40 lts
2 TRANSMISSION
(i) Make/ Model : (CRT UP 102)

(ii) Oil Grade/make
Manufacture Brand Name Type

1) HPCL Power Clide C3-SAE 10
C3-SAE 10
2) IOC SERVO transmission C3 or C4 SAE 10
C3 or C4 SAE 30
3) TIDE water oil Co. TIDE WATER TRANS GEAR C3 - SAE 10
C3 - SAE 30
4) HPCL HYDRAULIC C3 - SAE 10
TRANSMISSION FLUID C3 - SAE 30
5) CEHVRON CHAMPLIN S-3 Motor Oil C3 - SAE 10
PETROLEUM C3 - SAE 30
6) SHELL SHELL OIL S-9400
INTERNATIONAL
7) CALTEX CALTEX TEXMATIC FLUID DEXRON IID 21588
PETROLEUM
8) CHEMOLEUM TRANSMISSION FLUID C4-SAE 10
C4-SAE 30
(iii) Qty per equipment : Initial fill 49.2 lts

Refil 42.6 lts.
3 FINAL DRIVE
(i) Make/Model : SAN
(ii) Oil Grade/ Make : SERVO Gear HP 90
: BHARAT SPIROL 90
: HP Gear oil EP - 90
(iii) Qty per Eqp : Initial fill 25 lts
Refill 18 lts
4 COOLING SYSTEM
(i) Make/ Model : Cummins India Ltd

(ii) Oil grade/ Make : SERVO 68
(iii) Qty per equipment : 250 lts.
ANNEXURE-B
Training Module for 8 Wheeler Tower Wagon
CAMTECH\2004\E\Trg.-Module\1.0
I MONITORING OF ENGINE HOURS & MAINTENANCE CHECK OF ENGINE
Date Checking
& at section Monitoring of engine hours for maintenance checks
Time /Depot
Initial Final Nature of check due
Cumulative Action taken Action taken by
reading of reading of Information given by
reading of by Depot maintenance
engine engine driver to depot
engine hours A B C D E in-charge Supervisor
hours hours
II MONITORING OF ABNORMALITIES OF DIFFERENT EQUIPMENTS
Date Checking
& at section Abnormalities noticed in the components
Time /Depot
Action Action taken Signature

Transmis Axel Control Air Plat- Any other
Engine Pantograph Battery taken by by Depot of
sion drive/gear system break form defect
driver In-charge Supervisor
March, 2004
110
ANNEXURE ‘C’
3,886
273
991
1,676
MAIN DIMENSIONS OF O.H.E. CAR (8 WHEELER) FRONT ELEVATION

(All dimensions are in mm)
Technical Training Module for 8 Wheeler Tower Wagon Drivers
CAMTECH/2004/E/Trg-Module/1.0
21,027
21,337
22,297
MAIN DIMENSIONS OF O.H.E. CAR (8-WHEELER) SIDE ELEVATION

All dimensions are in mm)
March, 2004
112
REFERENCE
1. Operation and maintenance manual (bulletin No 3243773 - 02) of M/s Cummins India Ltd
2. Manual on Transmission CRT 5633 Series of M/s Hindustan Motors.
3. Instruction, operation and maintenance manual for 8 wheeler O.H.E. car of M/s SAN
Engineering and locomotive company Ltd. Banglore.
4. Railway Products (India)Ltd.Drg no 35819100 Alt.Nil for"Air brake system for SAN make 8
wheeler OHE car"
5. Papers presented during the seminar at CAMTECH on "Maintenance of 8 Wheeler Tower

Wagon"
OUR OBJIVECTIVE
To upgrade maintenance technologies and

methodologies and achieve improvement in
productivity, performance of all Railway
assets and manpower which inter-alia would
cover reliability, availability, utilisation and
efficiency.
If you have any suggestions and any specific Comments

please write to us.
Contact person : Shri Randhawa Suhag

Director (Elect.)
Postal Address : Indian railways

Centre for Advanced
Maintenance technology,
Maharajpur, Gwalior.
Pin code – 474 020
Phone : 0751 – 2470740

0751 – 2470803
Fax : 0751 - 2470841
CHAPTER 1
INTRODUCTION
Tower wagon has a key role in the maintenance of OHE and for attending of
breakdown, restoration of damaged OHE equipment and erection of small length catenary
and contact wires. It is also used for inspection, patrolling and maintenance of overhead
equipment. The satisfactory up keep of tower wagon is therefore of utmost importance. It
is the direct responsibility of tower wagon incharge to ensure that the tower wagon is
maintained satisfactorily and is available always for attending OHE maintenance and for
use in the event of OHE breakdown. This handbook deals with details of schedule
maintenance to be carried out by OHE depots.
POH facilities are not available in OHE depots and therefore POH of complete
tower wagon including engine, running gear arrangement, brake rigging, wheel and axle,
roller bearing, pneumatic valves, lifting and swiveling platform, hydraulic transmission,
axle drive, bogie, electrical equipment and all under frame equipment shall be carried out
at an interval of three years in an EMU shop/ Electric Loco shed/ Electric Loco workshop
as decided by CEE. This handbook does not include details of work to be carried during
POH of tower wagon in EMU shop/Electric Loco shed/Electric Loco workshop. Similarly
work to be carried out by TXR during monthly examination is not included in this
handbook as this handbook is intended for the staff of OHE depots only.
1.1 BODY STRUCTURE
The body of the tower wagon is built up by iron sheets supported on the large
frame work erected on the under frame.
Tower wagon’s inside is divided into two driving cabs with seating arrangement for
driver and supervisor and central portion. The central portion is having various racks and
pigeon holes on one side and lattice enclosure on the other side. A space is left at the centre
for the staff to work.
All the enclosures are used for preserving the materials and tools for attending
OHE maintenance and breakdowns.
The roof of the tower wagon is mounted with iron corrugated sheet and strengthen
for staff to work on the top. It is also mounted with lifting and swiveling platform at one
end while the other end is having pantograph.
*****
CHAPTER 2
LIFTING AND SWIVELING PLATFORM AND

PANTOGRAPH
Lifting and swiveling platform measuring with in the permissible limits is mounted on the
one end of the roof for raising its height and rotating it by 360°. The arrangement is such that
when the maintenance staff has to work near the structure , the platform can be rotated so that it
reaches the structure and facilitates the working of the staff. Similarly height of the platform
can be adjusted to suit the working spot on overhead equipment. This has got the chain pulley and
gear system and having its operating arrangement on the top by means of a handle.
The platform is surrounded from all the three sides (other than panto side) with collapsible
railing of pipe. These railings can be lifted up as and when the staff works on the roof otherwise
these are normally kept lowered on the platform and thus the moving dimensions are maintained.
2.1 PANTO GRAPH
Pantograph is similar to that used for AC loco but having spring control only.
The required pressure of panto is adjusted by means of control springs at the

bottom. It is mounted on the centre line along the roof of the tower wagon at the other end.
The height of the panto is adjusted suitably to meet the requirement of overhead equipment
On panto pan the marking of stagger is done. Similarly the height gauge is also
fitted to the pantograph. This facilitates recording of the stagger and height of the contact
wire respectively.
FIGURE 2.1 PANTOGRAPH LOWERED CONDITION
FIGURE 2.2 PANTOGRAPH RAISED CONDITION
Details of figure 2.1 and 2.2
S. Details S. Details
1. Base 10. Joint of upper tube
2. Horizontal Spindle 11. Spring Box
3. Lower Arm 12. Positioning Link
4. Yoke 13. Lifting Spring
5. Tube 14. Servo Motor
6. Upper Tube 15. Tie rod insulator horn
7. Thrust Rod 16. Collector
8. Pivot point 17. Insulated Horn
9. Transverse Tube 18. Support Insulator
*****
CHAPTER 3
MAINTENANCE OF ENGINE
3.1 ‘A’ CHECK EVERY DAY

S.
No
Check previous day’s

1. Correct as required.
engine log book.
Drain water and
sediment from fuel Before starting the
2.
filter through drain engine.
cock.
Check engine oil level Must be slightly less than

3. and top up if or equal to ‘H’ mark on
necessary. dip stick when engine is
stopped and has stood for
20 minutes or more (must
be measured after all oil
is drained back into oil
pan).
S. Maintenance Steps Remarks
No
4. Check for fuel, oil, Correct if leaking.
water and exhaust
leaks.
5. Fill radiator/surge tank Radiator cap must be
with treated water firmly tightened back
(chromate into the radiator/surge
concentration 3500 tank neck. Engine must
PPM) not be operated without
the aeration and
overheating of the
coolant. Check engine
radiator water level.
6. Check air cleaner oil Use clean engine oil.
level and change oil, if
required (If oil bath
type). Clean dustpan

and pre- cleaner of dry
type air cleaner.
7. Check air line Correct as required.
connections for leaks.
8. Remove and clean air Fill with clean oil upto
compressor breather, if the mark.
equipped.
9. Drain air receiver tank
at the beginning of
every day and then
close the drain cock.
S.
No
Clean crankcase Discard paper type
10.
breather. element if clogged.
Check oil level in Check for leaks. Use
11. hydraulic governor, if engine oil for topping up
provided (as shown in fig. 3.1)
FIGURE 3.1 CHECKING OF OIL LEVEL
S. Maintenance Remarks
No Steps
12. Start the engine If there is a change in oil
and note the oil pressure from that recorded in
pressure both at the log book on earlier occasion
idling and then stop engine and check
maximum through trouble shooting
speed. technique the cause for oil
pressure change and correct if
necessary (for assistance in
diagnosing the change in oil
pressure call your service
representative if necessary.
No
13. Record oil pressure. Refer operation and
maintenance manual for lub
oil pressure limits.

14. Fill fuel tank at the Use clean fuel and a
end of the day. strainer. Also clean the cap
and surrounding area before
opening the filler cap. Fill
fuel at end of the day
allowing diesel to settle.
Drain sediment from fuel
filter water separator bowl.
3.2 ‘B’ CHECK EVERY 300 HOURS or 6 MONTHS WHICH EVER IS EARLIER
S.
No
1. Repeat all maintenance --
steps of ‘A’check
2. Change engine oil. When lub oil is examined
through lub oil analysis in a
laboratory, oil change period
may be extended. In such
cases, refer to your service
representative.
3. Fit new lubricating oil Inspect the changed filter
full flow filter element. element and check for metal
particles and oil
sludging/oxidation.

No
4.
Remove, clean and
inspect dry type air
cleaner element.
Remove and clean
dustpan. Inspect
element for holes and FIG. 3.2 AIR CLEANER
tears. Check gaskets
and ‘O’ rings for Blow out dust with
damage. compressed air in the opposite
direction of the normal air
flow. If very dirty , wash in
solution of warm water.
(48.9°C-60°C) and non
sludging detergent. Allow it to
dry first then use compressed
air. Replace if washed two
times.
Caution : Excess air pressure
will damage paper. Air nozzle
must be kept at least 8” from
FIG. 3.3 ELEMENT the element. Must not be used
CHECKING if even one pin hole exists.
WITH Discard element if punctured
ELECTRIC and also change gasket along
BULB
with element.
Clean oil bath air
5. -----
cleaner tray screen.
S.
No
Change lubricating
oil by-pass filter
6. Record oil pressure
element and gasket if
provided.
Clean float tank
7. and/or main fuel tank -----
breather.
8.
Check coolant PH Change corrosion resistor
value/concentration element if PH calue is
of DCA/chromate below normal range 8.5 –
concentration (3500 10.5. Check chromate
PPM). concentration at 3500 PPM.
9. Check magnesium Check magnesium plate for
plate in assembly pitting or being eaten away.
corrosion resistor. Change if more than 50% of
Change water filter area is lost. Use DCA
element. service element or chromate

element bags AR 95679 if
concentration is low.
10. Change fuel filter Clean shell fuel filter.
element washer and Change element when
‘O’ ring on mounting restriction exceeds vacuum
bolt. 20.32cm of mercury.
11. Check oil in aneroid Use same oil as used in oil
control, If equipped. pan.
S.
No
Tighten belt tension (use
ST – 1293)
Check and adjust belts.
New belts will stretch
12.
within one hour of use.
They must be readjusted.
FIG. 3.4 CHECK BELT
TENSION
Tighten foundation bolts

and flexible coupling
13. -----
bolts of engine and
alternator.
Check all air cleaner
connections for cracks- Correct as required.
14.
chafing etc. Tighten all
air intake connections.
Use special tool no. ST
845 or ST 893 for
15. Check fan hub and drive.
tightening the fan hub
nut.
Change element for
Clean/change air
naturally aspirated
16. compressor breather
engine. Clean screen for
element.
turbo engine.
17. Check throttle linkage. -----
3.3 ‘C’ CHECK EVERY 1500 HOURS or 1 YEAR WHICH EVER IS EARLIER
S.
No
1. Repeat all maintenance
steps of checks ‘A’ & ----
‘B’.
2. It should start opening and
open fully within range
73.9°C and 79.5°C or
Check thermostat
76.6°C and 85° C. Discard
operation.
and fit new thermostat if
operation is not
satisfactory.
3. Check fan hub and Check mounting bolts and
drive. bearing end play.
4. Check impeller water
Correct if necessary.
pump for play.
5. Check for turbocharger

Correct as required.
oil leaks.
6. Tighten to the specified
Tighten turbocharger
torque. Do not tighten
mounting nuts.
when engine is hot.
7. Check after cleaning dry
type air cleaner element . If
Check inlet air
restriction in excess of
restriction.
63.5cm water, a new
element must be fitted.
8. Remove complete
Clean oil bath air
assembly and clean
cleaner.
inclusive of fixed screens.
No
9. Clean and tighten all -----
electrical connections.
10. Check generator Replace and clean as
brushes and required.
commutators.
11. Clean entire engine. High pressure and soap
water mixture preferred
after spraying engine with
cleanser taking care of
protecting electrical
system.
12. Tighten all mounting Tighten as required. Over
bolts and nuts. tightening may result in
distortion or damage.
13. Clean aneroid air Replace breather if
breather. necessary.
14. Check engine blowby. Readings in excess of

recommended limits.
Corrective action must be
taken through analysis with
the help of trouble shooting
chart.
15. Clean radiator. Blow air through the
radiator core in opposite
direction to the normal
flow of air, if working
under dusty/dirty
condition.(Reverse
flushing operation)
No
16. Check air compressor Check shaft and clearance.
Adjust injectors and Clean fuel inlet connection

valves. screens. Final adjustments
must be carried out with
17. engine hot and with correct
torque as specified (Refer
O & M manual).
Change hydraulic
Use engine lubricating oil.
18. governor oil/aneroid
oil.
Check wobble and
eccentricity/alignment
Check vibration marks on rubber type.
19.
damper. Discard damper if
misalignment is more than
0 .16 cm.
3.4 ‘D’ CHECK EVERY 6000 HOURS or 2 YEARS WHICH EVER IS EARLIER

No
1. Repeat all maintenance --
steps of checks ‘A’, ‘B’
& ‘C’.
2. Check exhaust and inlet --
manifold nuts and
capscrews.
3. Tighten all mounting --
bolts and nuts.
4. Clean turbocharger --
diffuser and impeller
and check end float.
5. Check turbocharger Only end float on semi
bearing clearances. floating bearing if in
excess of limits, replace
it.
6. Check crankshaft end If in excess of
float. recommended limits,
corrective action is
indicated.
7. Clean injector inlet Must be done only if a

screens performance
deterioration is evident.
Some of the indications
for performance
deterioration are.
1. Black smoke.

No
2. Change in fuel
manifold pressure.
3. Loss of power.
4. Malfunction of
aneroid.
5. Clean and calibrate
all injectors.
6. Check fuel pump
calibration.
7. Replace aneroid
bellows and
calibrate
8. Replace fuel pump --
filter screen and
magnet.
9. Steam clean engine. If steam is not available,
then use clean soap water
solution as outlined in ‘C’
check item – 11.
3.5 'E' CHECK -
Overhauling Of Engine After Two 'D' Check
******
CHAPTER 4
TRANSMISSION
The transmission and control equipment were supplied by two firms viz. M/s Kirloskar
Pneumatic Co. Ltd., Pune and M/s Venkateswara transmission private Ltd. (VENTRA)
Hyderabad. Hydraulic transmission offered by M/S KPC is of their own design and that of M/s
Ventra is of Hindustan Motors. However five numbers 4 wheeler tower wagons were provided
with Voith transmission system.
A common power pack is used for both the two designs. A Kirloskar Cummins Ltd. model
N-743-L naturally aspirated diesel engine developing 210 horsepower at 2100 rpm has been used.
The transmission of both powers from diesel engine to wheels is by means of hydrodynamic
system incorporating torque converter and gears.
The final power transmission in both designs is through carden shaft and axle drives. In the
KPC design the transmission output is directly connected to the axle drive on the rear axle by
means of a long cardan shaft using axle drives of two different overall gear ratios. This
transmission also incorporates reversing arrangements with the use of plate clutch unit.
In the VENTRA design the transmission output is connected to the axle drive through an
intermediate gearbox of a differential gear unit and a hydrodynamic torque converter
incorporating speed change provision. The final drive from diesel engine is through a slip- clutch
assembly properly aligned with in the engine fly-- wheel housing.
4.1 MAINTENANCE OF VOITH HYDRAULIC TRANSMISSION
4.1.1 Maintenance Schedules
Maintenance interval Work to be performed

20,000 km Check oil level
300,000 km Oil change, inspection of control
parts, replacement of filter,
replacement of disposable filter.
900,000 km Major overhaul
4.1.1.1 Maintenance after 20,000 km
Check the oil level.
4.1.1.2 Maintenance after 300,000 km
a) Oil change
Under normal operating conditions, the oil filling lasts for a distance of
approx.. 300,000km . This period can be extended if the oil sample is still with in
the tolerance of the specification for new oil.
For changing the oil, drain it from valve while it is at operating temperature
and drain the oil cooler too. If oil of a different approved brand is to be filled in,
flush the transmission and cooling system with half the quantity of the new oil
needed for a complete fill.
b) Replace all filters. For this purpose, drain off the oil first, then remove the filters,
take off the caps and remove filter elements.
c) Check control parts such as governor, standstill detector valve, operating cylinder,
and main control valve for proper operation, leakage and wear.
4.1.1.3 Major Overhaul
A major over haul of the transmission is recommended after approx. 900,000 km of

operation, depending on operating conditions and duty. During this over haul, the
transmission is stripped as far as necessary. Bearing labyrinth rings, shaft seats etc. are
inspected and damaged parts are replaced.
4.2 MAINTENANCE OF HINDUSTAN MOTOR HYDRAULIC TRANSMISSION
4.2.1 Control Linkage
Check the transmission shift control linkage and the directional linkage to ensure
that the linkages are free and that the selector levers are properly positioned. The Shift
levers should engage in all shift tower positions freely. Inspect the linkages for binding,
wear, cracks, breaks or defective cotter pins.
4.2.2 Cold Oil Level Check

The cold check (engine not running) is made to determine if there is sufficient oil
to safely start the engine - especially if the vehicle has been idle. The oil level should be at
or near the full-level check plug. Some transmissions have one plug, others have two
plugs, an ADD and a FULL plug.
4.2.3 Hot Level Check
Oil level must be checked with the engine running at 1000 rpm, transmission in
neutral and with the transmission at normal operating temperature (82.3°C - 93.4°C). The
upper check plug (if there are two plugs) indicates the full oil level while the lower plug is
the add level. The oil must be maintained at the FULL level. If there is only one check
plug, the oil level must be maintained at this level. Add oil if necessary to bring the level to
the FULL mark.
4.2.4 Oil, Filter Change
The oil should be changed every 1000 hours of operation or sooner, depending
upon operating conditions. Also, the oil must be changed whenever there are traces of dirt
or evidence of high temperature indicated by discoloration or strong odor. The filter screen
in the sump should be removed and cleaned with mineral spirits at each oil change.
The filter elements should be replaced at each oil change and at 200 hour intervals
between oil changes. The filter shells should be cleaned. New gaskets and seal rings must
be used when replacing filter elements. After installation, check the filter for oil leakage
while the vehicle engine is running.
4.2.5 Keeping oil clean

It is absolutely necessary that the oil put in the transmission be clean. Oil must be
handled in clean containers, filler etc., to prevent foreign material from entering the
system.
4.2.6 Filling Transmission

At temperature above -23.3°C, pour hydraulic transmission fluid type C-2 into
filler opening. At temperature below -23.3°C, an auxiliary preheat is required to raise the
temperature in the sump. Use only C-2 fluids from approved manufacturers.
4.2.7 Care of Breather
The breather should be kept clean at all times. It should be checked and cleaned
regularly and as frequently as necessary, depending upon the operating conditions. A badly
corroded or plugged breather restricts proper breathing, causing oil leaks.
4.2.8 Control Linkage Adjustment
Manual shift linkage must be adjusted so that the operator's control is positioned to
exactly match the detent position of the selector valve on the transmission. Adjust the
linkage so that it can be freely connected without moving either the valve or the operator's
control. Then operate the range selector lever, the directional selector lever and the output
disconnect (if applicable) through each position. Make minor adjustments, if necessary, to
insure that each of the selector levers seats in each position of the operator's control. Then
inspect the control linkage for binding wear or breaks.
4.3 TROUBLE SHOOTING OF HM HYDRAULIC TRANSMISSION
Causes Remedy
A. LOW CLUTCH APPLY PRESSURE
1. Low oil level Add oil to correct level
2. Clogged oil strainer Clean strainer
3. Clogged oil filter Replace filter element
4. Inching control Check, adjust linkage
adjustment not fully
retracted
5. Air leak at intake side of
Check pump mounting
oil pump bolts.
6. External oil leakage Tighten bolts or replace
gaskets
7. Brake hydraulic (or air) Check brake residual
pressure applying clutch pressure (brakes
cutoff valve released); check brakes
for full release.
8. Internal failure Overhaul transmission,
or repair subassembly
B. OVERHEATING
1. High oil Restore proper oil level
2. Clutch failed Rebuild transmission
Causes Remedy
3. Vehicle overloaded Reduce load
4. Low clutch apply Refer to A.
pressure
5. Engine water overheated Correct engine
overheating
6. Cooler oil water line Clean or replace line
kinked or clogged
C. AERATED (foaming) OIL
1. Incorrect type oil used Change oil; use proper
type
2. High oil level Restore proper oil level
3. Low oil level Restore proper oil level
4. Air entering suction side Check oil pump bolts
of oil pump and gasket
5. Air entering at clutch Check plug seal and
cutoff valve (air seal ring of valve.
actuated)
D. VEHICLE WILL NOT TRAVEL
1. Low clutch apply pressure Refer at A
2. Selector linkage broken or Repair or connect
disconnected linkage
3. Internal mechanical Overhaul
failure transmission
E. VEHICLE TRAVELS IN NEUTRAL WHEN
ENGINE IS ACCELERATED
1. Selector linkage out of Adjust linkage
adjustment
2. Clutch failed (won't Overhaul
release) transmission
Causes Remedy
F. VEHICLE LACKS POWER AND
ACCELERATION AT LOW SPEED
1. Low clutch apply Refer to A
pressure
2. Low converter out Refer to A
pressure
3. Engine malfunction Check engine; refer to
engine service manual
4. Aerated oil Refer to C
G. CLUTCH CUTOFF VALVE INEFFECTIVE
1. Valve or plug sticking Rebuild control valve
body assembly
2. Brake apply hydraulic Check pressure at control

pressure incorrect valve (min-max limit -
9.15 kg/cm2 -140.7
2
kg/cm )
3. Brake apply air Check air cylinder (15.85
pressure not reaching kg force required to
air cylinder stroke valve)
4. Plunger sticking in air Check operation of air
cylinder cylinder
5. Air entering at valve Check operation of air
(air actuated) cylinder (seals)
4.4 MAINTENANCE OF VENTRA DROP GEAR BOX
General
Ventra drop gearbox is a single --stage gearbox, all the bearing and gear s are
adequately rated to give a longer life. This gearbox transmits the power from converter/
transmission to the rear axle drive gearbox through carden shaft of adequate design.
Description
The input flange is key mounted on the input pinion shaft, which runs on the
spherical roller bearings. The input pinion is meshed with out put gear, which is key
mounted on the out put shaft. The out put flange is key mounted on out put shaft. The out
put shaft runs on spherical roller bearings. The gears and bearing are lubricated through
pipe by means of a Hypo pump mounted on the output shaft. Oil seals are provided at input
and out put end to prevent the oil oozing through the end covers
Maintenance
1. Daily oil level to be checked through the level plug /indicator, if necessary, top up the
oil.
2. Daily check the oil leakage through input, out put oil seals, through the end cover s and
through housing joints etc. if so, rectify the oil leakage by changing the new oil seals or
by tightening the respective bolts and nuts.
3. Once in a week take out the magnetic drain plug from the gear boxes and check for any
wear out particles or debris, if heavier particles found, the gear box has to be opened
and checked.
4. For the new gears, first oil changing period is one month Then once in three months,
the specified oil to be changed
Note-- Before changing the equivalent oil, clean the gearbox with kerosene or diesel.
Then pour the equivalent oil and drain out 1/2 to 1 litre of the same oil through the
drain plug. Then put the oil little above the level plug / indicator
5. Breather must be cleaned thoroughly once in three months.
4.5 VENTRA AXLE DRIVE MAINTENANCE SCHEDULE
The final drive to the tower wagon is affected by the axle mounted right angle drive
gear box. The input and intermediate shaft run spherical roller bearing. The axle also run
on spherical roller bearing the gear box housings have been provided with oil pockets and
gears and bearings get abundant lubrication. The bottom housing serves as the oil sump.
Level, drain plug and inspection door have been provided for regular maintenance.
1. Daily oil level to be checked through the level plug and if necessary top up
with the same oil (please refer oil chart for quantity/grade).
2. Check for oil

leakage through oil seals and housing
joints. Seal are to be replaces or housings
are to be tightened according to the
prescribed tightened torque, if necessary.
3. Once in a
fortnightly take out the magnetic drain plug
from the gear box and check for any
wear particles or debris; if heavier
particles are found the gear box has to be
inspected by opening the cover at the top.
Note For Changing Oil
For a new gear box, first oil change shall be done after one month. During
changing, clean the gear box with kerosene or diesel after draining out the sump. Pour the
recommended/equivalent oil and drain out 1/2 to 1 litre oil again. Close the drain. Fill the
sump with specified quality.
Period of changing oil - every three months.
4.6 MAINTENANCE OF KPC HYDRAULIC TRANSMISSION
4.6.1 Maintenance
4.6.1.1 Hydraulic system

a. The oil capacity of transmission is 20 litres.
b. Oil level should be checked daily through the oil
level gauge in transmission. Oil level should
be checked at idling engine speed, it should be
between high & low marks.
c. Oil must be changed after 1000 Hrs. of operation.
d. Drain valve is provided for draining the oil without loss. Connect hose to the drain
valve and then open the valve.
e. Fill the oil in transmission through breather cap hole. Run the engine and check the
oil level. Replace the breather cap or alternatively, remove plug provided on cover
top & fill oil. Refit plug after oil filling.
f. Replace filter element as per recommendations. Remove the filter cover and
replace filter element. Use new gasket, if necessary, for the filter cover.
g. Suction strainer: Unscrew plug on top of strainer housing for strainer removal.
Clean strainer throughly by flushing in clean diesel oil. All foreign particles must
be removed from the strainer before refitting it. Ensure air tightness after replacing
plug on housing strainer. Thread sealing compound may be used to avoid leakage
of air in to the circuit.
h. Remove the breather assembly every 1000 Hrs. of operation. Flush the oil breather
assembly.
4.6.1.2 Inspection - Daily
a. Check oil level. Add if necessary.
b. Check all pipelines, end connections

for leakages. Replace damaged parts to
stop leakages.
c. Check all pressure/ temperature

gauges for proper functioning. Replace
damaged gauge immediately.
d. Check oil leakage from oil seal bolted joints. Replace damaged oil seals. Tighten
loose bolts/ screw to stop leakages from joints.
4.6.1.3. Inspection - Weekly
a Check strainer and clean.
b Check filters element and clean if

necessary.
c Check and tighten all bolted joints including

mounting bolts.
4.6.1.4 Inspection After Each 1000hrs Of Operation
a Change oil in the sump and fill new recommended oil
b Clean selector valve.
c Check all gauges for their correctness.
4.6.1.5 Periodic Overhaul
A complete over haul of the transmission should be done simultaneously with

overhauling of engine . The period is aproximately4000Hrs . of operation or 18 month
whichever is earlier.
4.6.2 TROUBLE SHOOTING OF KPC HYDRAULIC TRANSMISSION
Symptom Cause Remedy

Overheating a. Insufficient a) Install heat
heat exchanger exchanger of
capacity. sufficient capacity.
b. Insufficient b) Check pipe lines
cooling water and heat exchanger
flow. for clogging.
Check correctness
of pipe size used.
c. Clutch slipping. c) Low clutch oil
pressure (see low
oil pressure).
d. Oil level too d) Correct oil level.
high.
e. Improper oil . e) Use only
recommended oils.
f. Clutch plates f) Replace clutch
warped plates.
Low oil a) Clogged a) Remove & clean
pressure strainer. strainer .
b) Stuck pressure b) Remove selector
regulation valve assembly
piston in and clean piston.
selector valve
assembly.
c) Broken piston c) Disassemble
rings in clutches and
clutches. replace piston
rings.

d) Damaged or d) Remove oil pump.
worn oil pump Replace damaged
assly. /worn assly.
e) Clogged or e) Remove orifice
plugged orifice plate and clean .
plate in
selector valve
assembly.
f) Low oil level. f) Add. oil to
maintain proper oil
level.
g) Foamed oil. g) Check for air leak
in suction line.
No oil a) Faulty pressure a) Replace pressure
pressure gauge . gauge .
b) Low oil level b) Check
or emply sump gasekets,seals for
. leakage. Replace
parts causing
leakage. Maintain
correct oil level.
c) Fully clogged c) Remove &clean it.
oil strainer.
d) Damaged oil d) Replace oil pump.
pump.
Poor a) Low oil a) Add oil to
performance pressure. maintain oil level.
b) Use recommended
b) Improper oil. oil .

c) Clutch slipping c) Disassemble clutch
assemblies. check
clutch plates and
replace worn-out
or damaged plates.
Excessive a) Air leak in a) Check and tighten
Noise suction line of all joints. Replace
the sump. damaged end
fittings/hoses
/pipes.
b) Bearing failure b) Disassemble
transmission.
Replace damaged
bearings.
Neutral a) clutch plates a) Replace clutch

warped. plates.
4.7 KPC AXLE DRIVE MAINTENANCE SCHEDULE

1. Periodic maintenance
Daily - Check oil level daily. It should be at
the upper mark. Refill the oil, if the level has dropped
below the minimum mark. Be sure to use the same
oil brand.
Check the bolts and screws and re-tighten if necessary. Inspect the torque
reaction rod assembly and its mounting to base frame.
2. Every 375,000 Kms
Subject all parts to an intermediate inspection. Check the bearing pattern on
the bevel gear drive. Check the taper roller bearings for proper axial clearances.
3. Every 750,000 Kms.
Subject all components to a major inspection and replace if necessary.
4. Oil Change
After a new axle drive has been in use for 50 Hrs., the oil must be changed.
Further oil change must be made after every 6000 Hours of operation.
Remove the oil drain plug to drain the oil from the drive. If excessive metal
particle are detected on the magnetic plug or in the oil, it shows that some
components have rubbed each other. Open the axle drive and inspect, Remove the
plunger type pump and clean pump strainer.
Clean the housing from oil sludge. Replace the drain plug. Fill with new
filtered oil through the filler neck.
5. Axial clearance check, Tapered Roller Bearings:
Proceed in accordance with the guidelines and instructions. The bearing
clearance must be maintained.
6. Check of Bearing Pattern, Bevel Gear Drive:
To enable this inspection the axle drive must be opened. Lightly coat three
or four teeth on bevel pinion with blue colouring. Rotate the driven gear by hand.
Check the bearing pattern on the contact surfaces. The bearing pattern should be
centered on the working surface or pointing a little toward the minor diameter. If
the bearing pattern falls short of this requirement, readjust.
*****
CHAPTER 5
BRAKE SYSTEM
5.1 AIR PRESSURE SYSTEM
5.1.1 Introduction
Air pressure system in the Tower car mark III carried out the following operations -
i) Operation of the brake cylinders

ii) Control system
iii) Signal Horns
iv) Parking brake
When the power pack of tower car works, the entire air pressure system is charged
by the integrated diesel engine air compressor. The main reservoir pressure is kept between
7 to 8 kg/cm2 with the help of governor, time relay auto drain valve (fitted with main
reservoir) and unloader. There is one another Safety valve set at 9.5 kg/cm2 which can
save the air pressure system in the worst case, when the usual safety valve (unloader and
auto drain valve with time relay) fails.
Duplex pressure gauges have been provided in both the Dr cabins which will show
the M.R. and B.P. of the air pressure system. Two nos. gauges have been also provided in
the Driver's cabin to show the Brake cylinder pressure when brake is applied. Another two
nos. gauge have been provided for control system (one in each Dr.’s cabin) One no. of
pressure gauge has been provided on control box. Which will show the actual pressure
receiving by the control system. There is one air pressure oiler fitted with service pipe line
to control box to facilitate the lubrication of pneumatic valves and equipment fitted in
control board.
Condemned water from the system can be removed by means of drainage valve
provided in air supply tanks. There are 4 nos. of brake cylinders (one for each wheel) to
facilitate perfect brake on the tread of wheels from both sides.
There are two spring brake actuators provided specially for parking brake. It can
park the Tower car where there is no air in the system. In the normal running condition due
to air pressure brake are in the released condition.
It will function as emergency brakes when the air pressure drops below the spring
brake hold off pressure, the spring pushes the piston and the push rod out to apply the
brakes.
5.1.2 Important valves and their functions.
5.1.2.1. C3W distributor valve
The C3W distributor valve consists of the following major parts.
i) Main valve
ii) Quiere service valve
iii) Inshot valve
iv) Cut off valve
v) Double release valve
vi) Auxiliary reservoir check valve
vii) Freight to passenger change over device or lock.
viii) Application and release chokes.
5.1.2.2 Operation
The compressed air from brake pipe charges into (CR) control reservoir of the
C3W valve and auxiliary reservoir (AR) through cut off valves. when the BP pressure is
reduced by the Driver's brake valve due to differential pressure across the main valve
diaphragm, the hollow stem lefts and allow AR pressure into B.C (brake cylinder) through
inshot valve. The B.C pressure also acts.on top of the upper diaphragm bringing the main
diaphragm assembly down wards and finally to cap position. In this position B.C pressure
is held against permissible leaks. Every time B.P. pressure is reduced in steps this
phenomenon repeats.
The quick service valve helps in quick propagation of B.P (Brake pressure)
reduction through the length of the train also. When the B.P. (Brake pipe pressure) is
increased by Driver's brake valve, the hollow stem of main valve is brought to normal
position by neutralizing the pressure differential across the main valve diaphragm and the
B.C. pressure is released through the hollow stem to the atmosphere. As in the application,
the upper diaphragm balance against upward force and comes to the lap position.
Everytime B.P. pressure is increased in steps, this phenomenon repeats.
There is on lever provided in C3W valve, by pulling it, the brakes can be released
manually. The passenger freight change over device helps to achieve required brake
application and release timings depending on the type of service either frieght on
passenger.
5.1.2.3. Spring brake actuator
Function
To produce braking forces at the wheel for parking brake.
Operation
In the normal running condition the chamber air is pressurized and the piston
compresses the spring and the brakes are in released condition.
5.1.2.4 Spring brake application (Parking brake)
When the air pressure in the Chamber is depleted, the spring pushes the piston and
thereby the push rod out and applies the brakes through the slack adjuster.
5.1.2.5 Emergency brake
When the system air pressure drops below the spring brake hold off pressure, the
spring pushes the piston and the push rod out to apply the brakes through the slack
adjuster.
Mechanical Release
To release the brake temporarily for towing the vehicle, the wind off nut is
unscrewed after loosening the lock nut, thus retracting the push rod.
Brake Cylinder
In tower car 4 nos. of brake cylinders have been used which have been fitted at rear
end and front end. One brake cylinder works on each wheel.
When C3W valve BC lines operates, the air pressure rush into the cylinder and
compress the spring and ultimately push out the piston and apply the brake on wheels
treads from both sides with the help of mechanical levers and brakes shoes. If the driver
release the brake with the help of auto brake valve A9,the pressure is released by C3W
valve as well as through shut off vent type.
5.1.2.6 Auto Brake Valve (A-9 Automatic Valve)
It is valve by which drivers can apply the brake to the tower car as well as release
the brake to run the vehicle (Tower car)
Description
The A-9 Automatic Brake Valve is a compact self-

lapping, pressure maintaining brake valve which
is capable of graduating in application or release of tower
wagon brakes. The A-9 Automatic Brake valve has five
positions: Release, minimum Reduction, Full
service, Over - reduction and emergency. The full
service application position is preceded by a zone
in which brake pipe air is supplied or exhausted in
proportion to brake valve handle movement through this
zone, thus providing the graduation of an automatic
application or release of the tower wagon brakes.
The A-9 Automatic Brake Valve consists of a self-
lapping regulating portion, which supplies or exhausts the brake pipe pressure and a vent
valve which is actuated only when the brake valve handle is placed in Emergency position
for the purpose of venting brake pipe pressure at an emergency rate.
5.1.2.7 Double check valve
Function
To charge a central line in a selected manner from two independent sources.

Operation
When a pressure differential exists between the two end ports, the higher air
pressure forces the check valve over to seal against its seat on the low-pressure side. This
closes the passage between the low pressure port and the common port in the body. Air
then flows from the high-pressure port through the common port to the device under
control.
5.1.2.8 A1 Check valve
Check valves are used in pneumatic brake system to allow -compressed air to flow
in one direction only. The A1 check valve is metal seated check valve and is used in
compressor delivery line. When compressed air flows in the right direction, the valve of
the check valve lifts by the upward air force acting underneath the valve and allows air to
pass through the outlet connection. In case of reverse flow, the valve is pressed on its seat
tightly due to air pressure acting on top face of the valve.
5.1.2.9 J1 Safety Valve

The J1 safety valve is installed vertically in the main reservoir system, vents
pressure at a pre determine setting to atmosphere in order to prevent excessive main
reservoir pressure build up.
5.1.2.10 Automatic Drain Valve

The automatic drain valve automatically discharges precipitated moisture from a
reservoir with each operating cycle of the control device.
5.1.2.11 J air filter
The J-air filter function to assist in preventing the
passage of dirt and moisture which may be mixed with
the air flowing from the main reservoir into the air brake
equipment.
5.2 MAINTENANACE OF THE VALVES

5.2.1 Cleaning, Inspecting andRepairing
• With the brake valve completely disassembled, all parts must be cleaned and inspected.
• All the parts (excepting rubber parts) must be washed in a suitable solvent that will
dissolve oil or grease and permit all the parts to be thoroughly cleaned without
abrasion. The exterior of the body must be thoroughly cleaned by means of a cloth or
rag saturated with a suitable solvent.
• All Gasket, Diaphragms, and "O" rings must be replaced.

• All Packing rings should be replaced.
• Clean all springs using a wire brush and suitable solvent and inspect for pitted marks
distortion, or permanent set. Replace where necessary.
• Replace all parts that are cracked, broken, worn excessively, damaged or in such a
condition as would result in unsatisfactory operation.
• The spring may be wire brushed to assist in the removal of rust and scale. After
cleaning, blow all metal parts with a low pressure jet of clean and dry air.
• Promptly blow the parts dry with low pressure jet of clean and dry air.
• Discard the filter unit and replace with a new one.
• Inspect all other parts. Reject and replace any part that is cracked, cut damaged, worn
excessively or is in such a condition that would result in unsatisfactorily operation.
• The spring must be replaced if it is rusted, distorted or has taken a permanent set.
• Frequency of overhauling of valves is to be decided by depots depending upon the
utilization of tower wagon. However overhauling is to be carried out at least once in
year.
NOTE : All the gauges and meters are to be caliberated once a year.
CHAPTER 6
TXR CHECKING
A general inspection of brake, control, wheel and axle and suspension should be
done by depot's staff before going on trip. A monthly inspection of running gear,
soundness and conditions of wheels and axle, underframe, undergear fittings, buffer
height, brake rigging, roller bearing, axle box, laminated springs, horn check gap and
wheel line gauge should be done by the TXR as per the relevant drawings issued by
Jamalpur workshop of Eastern Railway.
******
CHAPTER 7
ELECTRICAL MAINTENANCE
ELECTRICAL ITEMS (OTHER THAN BATTERIES)
7.1 TRIP SCHEDULE

7.1.1 Condition - Diesel engine running
General examination
a. Check for high temperature, unusual sound and odour of the following:
• Alternator
• Lube oil pump
• Engine tachometer
• Starting equipment
b. Ensure the working of hour meter and battery charging:

7.1.2 Condition - Diesel engine stopped
General examination
Make visual examination of junction boxes, distributors, electrical control

equipment and instruction for dirt, flashover, overheating, loose covers and screws, leads
and wiring connections for tightness, presence of moisture and incipient damage due to
rubbing and other defects.
Lights
Check operation of:

a. Head and buffer lights
b. Cab lights
c. Gauge lights
d. Warning and indicating lights
e. Inspection lights
f. Dimmer lights
g. Flasher lights
7.2 FORTNIGHTLY SCHEDULE
• Check insulation resistance of reversible protected type plugs and ensure for earthing.
• Check the condition and ensure proper working of all relays, pressure and tumbler
switches, rectifiers and contactors etc. Adjust if required.
• Clean and inspect contacts of engine starting press keys.
7.3 MONTHLY SCHEDULE
7.3.1. Condition - Diesel engine stopped
• Open cabinet doors of pneumatic and electrical control and blow out with clean and
dry compressed air. Ensure that the equipment is dry sand clean.
• Check starter motor, alternator and engine tachometer. Blow off dirt with compressed
air. Inspect carbon brushes, holders and commutators. Check brush pigtail.
7.4 QUARTERLY SCHEDULE
7.4.1 Condition - Diesel engine running
• Check and adjust alternator
• Check engine tachometer with a master tachometer for correct and accurate operation.
7.4.2 Condition Diesel Stopped
• Check the complete circuit and wiring and rectify as required.
• The alternator and self starter may be removed and inspected, connections checked and
their working may also be checked.
7.5 HALF YEARLY SCHEDULE
Remove and repair alternator if condition warrants.
7.6 YEARLY SCHEDULE
7.6.1.1 Remove and overhaul the following electrical machines
• Self starter
• Alternator
• Engine tachometer generator
*****
CHAPTER 8
MAINTENANCE OF BATTERY
The following simple instructions will, if observed have to obtain long life built
into battery.
• Keep Clamps and terminals clean

Corrosion product has high resistance, cause power loss, and prevent full charging
back.
• Smear Terminals with Vaseline
Vaseline film prevents corrosion (grease may contain metal soaps which attack
lead and should not be used).
• Top Up Regularly
Water is lost during charging as gas or by evaporation. Low level of electrolyte will
damage, 'dry', top of plates, make acid stronger and more destructive to plates.
• Keep Vent plug tight

To prevent electrolyte evaporation or splash.
• Keep battery top clean and dry
Dirt and moisture cause surface current leaks between top metal resulting in battery
running down.
• Use distilled or deionised water only.

Ensure water will cause self-discharge or attack plates due to the impurities present
in it.
• Keep cable connection tight.

Because loose connections cause power loss.
• Keep hold downs firmly secured

To prevent bouncing, container abrasion and damage.
8.1 HYDROMETER READING AND BATTERY CONDITION

Hydrometer reading Battery Condition
Correct at 27° C
1.250 ± 0.005 Fully Charged
1.170 ± 0.005 75 % Charged
1.120 ± 0.005 50 % charged
1.100 or below must be recharged
Keep return record of daily and monthly inspection. The monthly inspection
included gravity and voltage readings of all shells, flushing down the battery, checking
connectors and compartment vents.
CHAPTER 9
IMPORTANT OPERATING
AND MAINTENANCE INSTRUCTIONS FOR
DRIVERS OF O.H.E. CAR.
9.1 DESCRIPTION AND OPERATING PRINCIPLE
The following components are used in electro pneumatic system -
9.1.1 Station Selection Key Switch (CSI)
A station selection switch is provided in both the drivers' cabin, which is key
operated. Only one key is to be used for both the cabins so that the control system can be
operated from only one cabin at a time.
9.1.2 MCB (CSO)
A 15 ampere capacity Miniature Circuit Breaker (MCB) is provided in control

system as a MAINS if due to any fault, current in the control system exceeds than 15
ampere, it will trip the control circuit automatically.
9.1.3 Engine Operation Mode Selection Switch (Cs2)
The engine mode selection switch is provided to select the engine mode of
operation i.e. 1) Test 2) off 3) run. The engine can be started only in test mode and clutch
selection is possible only in run mode.
9.1.4 Direction selection switch (CS4)
The direction switch is provided to select the desired direction by engaging

correspondence clutch. The switch has three positions i.e. Forward-Neutral-Reverse. The
direction selection from neutral is possible only when the engine is operating in run mode.
9.1.5 Speed selector switch (CS5)
Engine speed selector switch with 8 positions is provided to select the speed of
engine. This can be rotated through 320 from position 0 to 7 in clockwise direction. To
decrease the speed rotate it anticlock wise. No attempt should be made to rotate the switch
from position 7 to 0 in clockwise direction.
9.1.6 Stand still detector (SSD)
The stand still detector mounted on axle drive is provided to detect the stand still
condition of OHE CAR. The clutch cannot be engaged in either direction unless OHE
CAR is stationary.
9.1.7 Clutch actuating cylinder (CAC)
The clutch actuating cylinder mounted on transmission is provided for shifting the
lever of selector valve to forward, neutral and reverse position. This is a pivot mounted
double acting and spring centered air actuator. The rod of the cylinder is connected to the
lever of selector valve of transmission. When operated the rod shifts the lever as per
direction selection and hence the respective clutch is engaged.
9.1.8 Solenoid valve (SOV. 5)
Its function is to start and run the engine. The coil of valve is energized by 24 volt
DC supply. It can also be operated manually by tightening the screw provided on it.
9.1.9 Solenoid Valves (Sov. 1 to 4)
These are also operated by 24 volts DC supply and used for speed control of engine
with the help of CS3.
9.1.10 Solenoid Valve (SOV. 6)
3/2 way solenoid operated valve is used for supplying air to stand still detector
when energised by 24 volt DC supply.
9.1.11 Solenoid valve (SOV. 7 & 8)
A 5/3 way solenoid operated valve is used for supplying air to the desired port of
clutch actuating cylinder by energizing the corresponding solenoid. This in turn controls
the movement of selector valve lever.
9.1.12 Flow control valves
Flow control valve FC1, FC2, & FC3 are used as time delay valves in pneumatic
circuit.
9.1.13 Pressure switches
Pressure switches PS2 & PS3 are for forward/reverse clutch pressure for the safety
of transmission .If the clutch pressure is below the set value 10Kg/cm2 on a pressure
switch, it will not allow the operation of engine speed control switch even if speed is
selected after clutch engagement. Pressure switch PS1 is pneumatically operated by 3/2
way solenoid valve through SSD. It is used for avoiding the clutch engagement without
achieving the stand still condition of OHE car.
9.1.14 Lubricating oil pressure switch
It is mounted on engine. It will stop the engine if the engine lubricating oil pressure
is below 0.842 kg/cm2.
9.1.15 Water temperature switch
It is also mounted on engine and will bring down the engine RPM to idle from high
if the engine cooling water temperature reaches above set value 204° F on it.
9.2 STATIONARY CONDITION
On entering the Driver’s Cab, the Driver should check and observe the following:
• Check visually all equipment for

any visible defects as leakage in
water, fuel, luboil, TC oil line or
pneumatic pipe lines, loose joints,
etc. and rectify. Clean. Driver's cave
inside and wind shields.
• Ensure that the handle of the
Driver’s brake Valve of the rear cabin is in “ISOLATING POSITION”.
• Handle of the FIGURE 9.1 CONTROL PANEL Driver’s Brake valve
of the Driving Cabin should be in
release and running position.
• Start the engine as follows:
• Switch on the ignition key.
• Press the button (pink) for oil indication and simultaneously press the starter (green)
push button, release the button once the engine starts.
• Ensure F/R (forward/ Reverse) switch is in Neutral position.
• Move the engine throttle to higher notch for fast charging of the MR/BP.
• Pressure build up time : Check that MR pressure is build up from 0 to 7.5 kg/cm2 in 10
minutes.
• Ensure MR pressure between 7 to 8kg/cm2.
• Check brake pipe pressure to 5 kg/cm2.
• Observe the brake cylinder pressure to be ‘zero’. If not, pull the manual release valve
of the distributor valve for a short while.
• Apply leak hole test : In this test mild steel plate of 8mm dia hole is to be provided at
the end of BP pipe and ensure that pressure drop of BP is not more than 0.5 ±0.1
kg/cm2 in 5 minutes and pressure drop in MR is not more than 0.7kg/cm2 in 5 minutes.
• Check proper
FIGURE 9.1belt tension manually.
CHECKING BELT TENSION
• Check the working of horn, wipers before moving the car.
• Once the system is charged then apply emergency brake application and observe BC
pressure to be 3.8 kg, ± 0.1 kg/cm2 and BP 0 kg/ cm2.
• Release the brake and recharge the system.
• Ensure that brake application time is 6 to 9 sec. and brake releasing time is 10 to 15
sec.
• Check graduated application and release of brakes for proper lapping and number of
steps (Minimum 6 Nos.)
• All the BC Isolating cock should be open and outer most angle cock of wagons & OHE
car should be kept closed.
• Every time driver should ensure charging of BP by seeing the pressure gauge readings
as well handle position. After BP is charged, he should wait for 5 minutes for complete
charging of brake system including CR pressure and AR pressure etc.
• Driver must confirm availability of service brakes before moving the car.
• Isolating valve handle of R-Charger must be in down ward position; otherwise
charging of distributor valve will not take place.
• Whenever quick release valve is operated for manual release of brake, driver should
wait for recharging of brake system and confirm the availability of brakes again by
bringing the handle to application position.
9.3 RUNNING CONDITION
• During the run, if brake application is required to reduce the speed, the handle of the
Driver’s brake valve should be brought to Ist notch in the application range. Driver
should reduce the BP to minimum value, as reduction of BP by 1.4 kg/cm2 will give
full brake cylinder pressure of 3.8 kg/cm2.
• To operate the car on down gradient, short application and release of air brakes is
recommended to maintain the specified speed and brake power.
• Spare sub assemblies. Should be made available in the OHE car for unit exchange
basis in case of an emergency. This include BP hose, angle cock, Distributor Valve,
relay valve etc.
• Independent emergency brake valve is provided in the cab (both ends facilitate the
guard to initiate an emergency brake in case of emergency.
9.4 CHANGE OF CABIN
Apply emergency application and then remove the driver’s brake valve handle by
bringing it quickly to isolating position. Switch off the ignition key. Change the cabin and
repeat all the checks given under heading 9.2
*****
CHAPTER 10
DO’S AND DON’TS
10.1 DO's
1. Do keep the engine clean.
2. Do pay particular attention to lubrication.
3. Do use only approved grades of lubricating oil.
4. Do keep all bolts and nuts tight.
5. Do eliminate all air from the fuel system and keep all fuel oil unions air
tight
6. Do examine engine oil level in sump daily and replace if necessary.
7. Do completely change engine oil in accordance with periodical attentions.
8. Do renew element in lubricating oil filter in accordance with periodical
attention.
9. Do keep a check on the temperature of the cooling water
10. Do attend immediately to fuel and lubricating oil leaks.
11. Do keep essential spare in store.
12. Do drain radiator if engine is being left idle in frosty weather.
13. Do remove pressurized radiator filter cap (where fitted) before draining the
coolant system.
10.2 DON’Ts
1. Do not neglect the routine maintenance.

2. Do not race the engine in neutral.
3. Do not run the engine unless the gauge shows oil pressure.
4. Do not unnecessarily interfere with any adjustments.
5. Do not continue to run the engine if the cooling water boils.
6. Do not forget to keep the fan belt adjusted.
7. Do not continue to run the engine if black smoke is coming from the
exhaust.
8. Do not omit to wipe the engine occasionally with a clean rag.
9. Do not use cotton waste or any fluffy cloth when cleaning.
10. Do not use unapproved brands of lubricating oil.
11. Do not store fuel oil in a galvanised container.
12. Do not subject the engine or vehicle to continuous overloading.
13. Do not load the vehicle beyond the stipulated payload.
14. Do not coast when travelling down hill.
10.3 SUGGESTION FOR ACHIEVING ZERO FAILURES
• Engine should run idle for 3 to 5 minutes before shutting it off after a full load
operation.This allows adequate cool down of pistons, cylinder liners, bearing &
turbocharger components.
• Do not idle the engine for excessively long periods.
• If the engine coolant temperature becomes too low, 60° C, raw fuel will wash the
lubricating oil off the cylinder walls and dilute the crankcase oil. All the moving parts
of the engine will not receive correct amount of lubrication.
• Operate engine only on electrical mode & ensure all safety controls are functioning.
• Do not over load the engine.
• Do not remove radiator cap when engine is in operation or immediately after stopping
the engine.
• Perform periodic maintenance as per recommendations.
• Ensure trained person carries out the schedule maintenance.
• Ensure periodic health checks by experts.
• Ensure quality of lubricants and fuel as per standards.
• Correct problems when they are minor.
• Use proper tools.
• Use only CF4 grade lube oil for engine lubrication.
• Do not operate the engine without thermostat
• Do not crank the engine for more than 5-7 seconds .
• Use only genuine parts while repairs/maintenance.
10.4 MAINTENANCE STEPS FOR ENGINE
• keep dirt out of engine.

• Maintain a lubricating film on all bearing surfaces.
• Regulate the engine fuel.
• Control operating temperatures.
• Guard against corrosion.
• Let the engine breath.
• Prevent over speeding
• Know your engines condition
• Correct troubles while they are simple.
• Schedule and control your maintenance.
*****
ANNEXURE - 'A'
TECHNICAL SPECIFICATION OF TOWER WAGON
Model : OHE Tower Car Mark - III

Type : Diesel Hydraulic
Track Gauge : 1676 mm
Axle classification : O - B' - O
No. of axles : Driven/carrying
: Two/One/One
Nominal axle load : 16t max.
Tractive Effort vs
Speed Curve No. : VT/G-490
Adhesion factor : 0.3
Maximum speed : 70 kmph
Wheel dia : 904.5 (Half worn)
Fuel tank capacity : 300 litres
1. POWER PACK
1.1 Diesel Engine
Make : Kirloskar Cummins Limited

Model : N - 743
Installed Power : 212 HP @ 2100 rpm
Governed speed : 2100 rpm
Operating cycles : four
No. of cylinders : Six
Bore & Stroke : 130 x 152
Formation : In line
Engine breathing : Naturally aspirated
2. TRANSMISSION
2.1 TECHNICAL DATA OF VENTRA TOWER WAGON
2.1.1 HYDRAULIC TRANSMISSION
Make : Hindustan Motors Limited
Model : Allison CRT - 5633

Type : Torque converter, three speed forward & reverse power shift transmission
with drop gear box.
Ratio : Forward I speed 3.95 : 1
II speed 1.96 :1
III speed 0.99 : 1
Reverse I speed 4.11 : 1
II speed 2.04 : 1
III speed 1.04 : 1
2.1.1.1 Drop gear Box
Make : VENTRA
Model : GBM 0081
Ratio : 2.41 : 1
2.1.1.2. Axle drive gear box
Make : VENTRA
Model : GBM 0063
Ratio : 1.71 : 1
2.1.1.3 Carden shafts
a. Make : Twindisc, USA

Model : J - 230 - TS
Between transmission & drop gear box output and axle drive gear box input
2.1.1.4 Compressor
Make : Kirloskar Cummins

Model : Single cylinder
Engine : Engine mounted
(13.2 cfm 100 PSI)
2.2 TECHNICAL DATA OF KPC HYDRAULIC TRANSMISSION

Model : KTC 100.20
Specifications
Spec. Number : 780.430
Converter : 8-1600
M.S.Value : 330
RatioF/R : 1.333 : 1
Housing : Suitable for SAE - 1
Flyweel housing
Dry weight : 500 Kg Approximately
Sump capacity : 20 Litres (excluding pipe lines,
heat exchanger)
Pump capacity : 52 Litres/min. at engine
speed of 1400 rpm
2.2.1 Operating pressure at 2100 rpm engine speed
a. Converter base pressure : 2.0 to 4.5 kg/cm2
b. Clutch engagement pr. : 13.0 to

16.0 Kg/cm2
: 12.0Kg/cm2
minimum
c. Clutch neutral pressure : 4.5 Kg/cm2
: 3.0 Kg/cm2 minimum
2.2.2 Operating temperature : 80°C to 110°C
2.2.3 Oil change interval : Replace every 1000 hours

of operation or 3 months
whichever is earlier.
2.2.4. Main filter element change: First change after 60 Hrs.

interval of operation
: Thereafter every 1000 Hrs.
of operation.
2.2.5 Suction strainer cleaning : Every 10 -15 Hrs operation

initially and once a week
thereafter.
2.2.6 Recommended oils & Grease,

Oils
a. Hindustan petroleum : ENKLO NX 32
b. Indian Oil Corp. : Servo Torque 10
Grease
a. Hindustan petroleum : Multipurpose

Grease H
b. Bharat : Bharat MP Grease2
c. Veedol : Veedol AP Grease
Recommended torque tightening values for bolts/screws.
Thread Torque in M-Kg

(Lubricated threads)
M10 4.2
M12 7.0
M14 10.8
M16 16.2
All bolts must be tightened to its specified torque value. Use appropriate torque wrench for
it.
2.3 TECHNICAL DATA OF KPC AXLE DRIVE
Dry weight of axle drive exclusive

of axle shaft 670 kg
Oil capacity 12 Lit.
Max. oil level below axle centre line 145 mm.
Min. oil level below axle centre line 155 mm.
Normal - axle load capacity 18 T. Max.
2.3.1 Gear ratio
Total reduction Ratio 4.289 : 1
2.3.2 Torque Value
Torque values for fastener tightening when threads are not lubricated while fitting
(if lubricated use values lower by 20%)
S. Description Approx.
N Torque M-
Kg.
1 M 12 X 1.75 x Screw Socket 12
35 Head
2 M 14 x 2 Bolt Hex. hd 14
3 M 16 x 2 x 50 Screw Hex. hd 21
4 M 20 x 2 Bolt Hex. Fitted 41
5 M20 x 1.5 x 140 Bolt Hex. hd. 46
6 M24 x 1.5 x 170 -- " -- 46
7 M24 x 3 x 330 -- " -- 71
8 M24 x 3 x 270 -- " -- 71
9 M10 x 2 x 60 -- " -- 21
10 M14 x 2 x 35 -- " -- 14
2.3.3 Recommended Oils for the Axle Drive
S.N Name of Petroleum Co. Grade of Oil

1 Hindustan Petroleum HP Gear Oil EP 90
2 Bharat Petroleum Bharat Spirol 90 EP
3 Indrol Hypod C 80 W/90
4 Indial Oil Servo gear HP 90
3. CONTROL EQUIPMENT & INSTRUMENTS
In the Tower Car there are two cabins and two control desks. The operator can
drive the car from any one cabin in whichever direction he desires to travel.
Adequate controls including gauges, instruments and safety devices are provided
for safe and satisfactory operation of the car. The equipment is so arranged on the driver's
desk and it is within easy reach.
3.1 Controls
a. Engine start & stop

b. Engine throtle control
c. Forward/reverse
d. Speed changer
e. Horn
f. Provision for air brake and parking brake.
3.2 Instruments & Gauges
a. Engine RPM meter

b. Engine Hour meter
c. Engine oil pressure gauge
d. Engine oil temp. gauge
e. Engine cooling water temp. gauge
f. Ammeter
g. Transmission temperature gauge
h. Transmission pressure gauge
i. Air pressure gauges
j. Speedometer
3.3 Indication & warning lights
a. Engine on indication
b. Battery charge indication
c. Air on indication
d. Forward/reverse/neutral-cum-speed indication
3.4 Safety devices
a. Water temperature too high.

b. Transmission oil temperature too high.
c. Low lubricating oil pressure
d. Engine speed too high.
e. Low radiator water level.
3.5 Electrical Equipment
a. 24VElectrical system complete with batteries, alternator/rectifier and starter

motor provided.
b. Switch for light provided.
3.6 Storage Batteries
24V Lead acid batteries - one set is provided.
*****
ANNEXURE 'B'
OIL CHART
Description Capacit Hindustan Indian Caster Bharat

y Petroleum Oil Oil Petroleu
Corpn. m Corpn.
Ltd.
Diesel 300 High High High High
Engine Ltrs. Speed Speed Speed Speed
Fuel/ Lube 32 Ltrs. Diesel diesel Diesel Diesel
Oil Hy-Lube servo Deus OL Bharat
- Extra super 20 W - Actuma
20W - 40 20W - 40 20 W - 40
40
CRT - 42 Ltrs Power Servo -- --
5633 Glide C - Transm
Transmissi 3 ission
on C - 310 or
C4
C - 330
SAE 30
DROP 10 Ltrs. EP - 140
SERVO -- Bharat
GEAR GR.OIL
GEAR Spiral
BOX HP - 140 EP
140
Axle drive 40 Ltrs. EP - 140 Servo -- Bharat
gear box for each GR oil Gear spiral 140
gear box HP - EP
140
1. Operating and maintenance manual bulletin 3243773 - 02 Cummmins India

Ltd.
2. Instruction and Maintenance Manual
By Kirloskar Pneumatic Co. Ltd.
i. Electro Pneumatic control of 4 wheeler OHE Car
ii. Hydraulic Transmission KTC 100 - 20
iii. Axle Drive V - 1719.
3. Operating and Maintenance Manual of VENTRA Locomotive Ltd.

4. Allison Transmission CRT 5633
By Hindustan Motors
5. Papers presented during the seminar at CAMTECH on maintenance of
Tower Wagon.
*****

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CAMTECH\2004\E\Trg.-Module\1.

TECHNICAL TRAINING MODULE

9.1 TROUBLE SHOOTING OF DIESEL ENGINE 95

10. DAILY CHECKs BY DRIVER 107

ANNEXURE- A - RECOMMENDED OILS/ LUBRICANTS 109

ANNEXURE- B - MONITORING OF ENGINE HOURS AND 110

ANNEXURE- C MAIN DIMENSIONS OF O.H.E. CAR (8-Wheeler) 111

Introduction and salient features of tower wagon

Details of components of tower wagon, details of engine, transmission, axle drive,

3. DRIVER’S SEQUENCE OF OPERATION

Driver’s sequence of operation such as cabin initialization, starting of engine,

4. TESTING OF AIR BRAKE SYSTEM

5. OPERATING PROCEDURE FOR LIFTING AND SWIVELLING PLATFORM

Introduction and operating procedure of lifting and swivelling platform.

Introduction, description of operation of compressed air charging and compressor

7. ELECTRICAL CIRCUIT DESCRIPTION

Electrical circuit description,110V system, 24V system, cabin initilisation,

Trouble shooting of diesel engine, transmission, electrical system, lifting and

10. DAILY CHECK BY DRIVER’S

TOWER WAGON DRIVER’S SHOULD ALSO BE TRAINED TO

Period of training - 2 week

ISSUE OF CORRECTION SLIPS

CORRECTION SLIPS ISSUED

It is powered by 2 x 285 HP underslung, horizontal engines. Hydraulic

1.1 SALIENT FEATURES OF 8 WHEELER OHE CAR

S.No Name Specification/ Description

S.No Name Specification/ Description

S.No Name Specification/ Description

Type NT 855 R of Cummins India Ltd, 6 cylinder, 4 stroke,

2.3 AXLE DRIVE

2.4 LIFTING AND SWIVELLING PLATFORM

1. Make M/s BEMCO JACKS

FIGURE 2.4 PANTOGRAPH LOWERED CONDITION

S.No. Details S.No. Details

2.6 CARDEN SHAFT AND FLEXIBLE COUPLING

1 Manufacturer M/s Kusel Antriebe, Germany

DRIVER SEQUENCE OF OPERATION

3.1 DRIVER’S SEQUENCE OF OPERATION

3.1.1 CABIN INITIALIZATION

• Ensure all switches/ driver/s controls are in "OFF"/"O"/"STOP" position.

3.1.2 STARTING OF ENGINE

3.1.3 CHARGING OF RESERVOIRS

3.1.4 SELECTION OF DIRECTION

• Ensure M.R. pressure within compressor governor setting i.e. between 7 to 8

• Ensure working of horn & wipers.

• Select "FORWARD" or "REVERSE" direction using "FORWARD" or

3.1.5 HIGH RANGE

• Ensure the "RANGE SELECTOR" position in "HI".

• Movement of car in reverse direction is not possible in "HI" range.

3.1.6 LOW RANGE

3.1.7 CHANGE OF RANGE DURING MOVEMENT OF CAR

3.1.8 "LO-FORWARD" to "HI-REVERS".

• Bring "FORWARD / REVERSE" switch to "STOP" position.

3.1.9 "LO-REVERSE" to "HI-FORWARD"

• ENSURE STANDSTILL CONDITION OF THE VEHICLE.

3.1.10 BRINGING ENGINES TO IDLE

3.1.11 SHUTTING OFF THE ENGINES

• Individual shutting off the engine while the vehicle is in standstill/running;

3.1.12 EMERGENCY E NGINE STOP;

3.1.13 STOPPING THE CAR (standstill condition)

3.1.14 . OHE CAR HALT (Parked condition)

3.1.14 .1 Switch Off both the engines

Move A-9 brake valve to release position and note: