12.

Electrical System

Introduction

The Major component in DEMU Electrical system is the “Electrical Control Panel”. It controls all electrical operations
of DEMU. For simplicity, this section is divided into two parts as follows :

Part - 1 : General Information on Electrical Panel & its functions in brief and
Part - 2 : Details of all components, its circuitry & Trouble-shooting.

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 PART - I
Part -1 has been compiled as a summary for the users to get awareness of electrical panel & its components, so that
a quick look on the same can help users to find the fault & decide rectification. It is essential that, everybody who uses
& maintains DEMU reads this Part for understanding of all the functions of Control Panel, in general.

Abbreviations :

CD Crank Disconnect (self starter)

ECC Electronic Control Card
FSDV Engine Fuel Shut Down Valve
HBT High Alternator Bearing Temperature (Trip)
HOFF Hydraulic Oil Flow Fault (Trip and No Cranking)
HWT1 High Water Temperature condition - 1 (93 ° C) (Alarm).
HWT2 High Water Temperature condition - 2 (96 ° C) (Trip)
L/R Local /Remote selector switch
LCWL Low Cooling Water Level (Trip)
LHOL Low Hydraulic Oil Level (Trip)
LLOP Low Lubricating Oil Pressure (Trip)
LLR Liquid (Coolant & Hydraulic oil) Level Relays
MCB Miniature Circuit Breaker
MPU Magnetic Pick Up (Speed Signal).
MS Magnetic Switch of self starter
NC Normally Closed type switch
NO Normally Open type switch
OS Engine Overspeed Stop (Trip )
TS Terminal Strip

12.1.1 Functions of Electrical Panel:

Electrical panel consists of electronic & electro-mechanical logic to achieve following purposes :

1. To start & stop the engine from Local Station (From the panel) or from the Remote Station (From the Cab of
DEMU).

2. To monitor engine parameters and indicate them by audio-visuals in case of abnormality.

3. To monitor all safe operations of the engine and prevent starting / running the engine under unsafe conditions.

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12.1.2 Components on the door of Control Panel:

Components of the Control panel are mounted on the door of the panel & also inside the enclosure.

Ref No. Item Description Part No.

1 Circuit breaker for the 24 VDC supply Refer Part II
2 Circuit breaker for the 1 10 VDC supply Refer Part II
3 Local / Off/ Remote selection switch Refer Part II
4 Start push button 3166712
5 Stop push button 3166711
6 Test push button 3166712
7 Reset push button 3166711
8 Accept push button 3166711
9 Digital Tachometer 3166710
10 Hourmeter 3231403
11 LED annunciator (indication) panel 3166689
12 Relay unit for LCWL function 3396268
13 Relay unit for LHOL function 3392268

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12.1.3 Components inside the Enclosure of Control Panel:

Ref No. Item Description Part No.

1 24 VDC contactors : 10 numbers (R1 - R10) Refer Part II
2 1 10 VDC contactors : 3 numbers (R1 1 -R13) Refer Part II
3 Electronic Control Card (ECC) 3166690-01
4 Wiring Harness 3166709

74
12.1.4 Functions of each Contactor :

Every contactor is numbered physically (Viz R1 .... R13) and also their connections have been shown
on CIL Engine Wiring Diagram 3167007. (wiring diagram is attached at the end of this section. )

R1 Activates when user selects Remote Station

R2 Activates when user selects the Local Station
R3 De-energizes engine fuel shut down valve, i.e. Stops the engine
R4 Spare Relay, can be used in case R1-R10 relay failure
R5 Activates the Magnetic switch, i.e. Cranks the engine
R6 Activates on LLOP fault signal
R7 Activates on HWT1 fault signal
R8 Activates on LCWL/LHOL/HOFF fault signal
R9 Activates on HWT2 fault signal
R10 Operates on MPU signal i.e. signifies engine running

R11 Stops the engine from remote station

R12 Ensures 110 VDC supply to the panel
R13 Starts the engine from remote station

12.1.5 Connections to the Panel:

In the Left Hand Side of the panel, following items (mounted on engine) are connected. Please refer
Part-II Section 12.2.7 for connection details. You may also refer CIL engine Wiring Diagram No. 3167007
(sheet 1) for pictorial details.

Item Description Location on the engine Part No.

MPU Flywheel Housing 213272
Fuel Shutdown Valve On fuel pump -
Magnetic switch On self starter 216537
LLOP switch On Flywheel Housing 3873945
HWT1 switch * On engine intefcooler LB 3392887
HWT2 switch * On engine intercooler LB 3392887
LCWL sensor On Coolant Expansion tank 3392265
LHOL sensor On Hydraulic tank 3392266
HOFF switch On Hydraulic tank -
LCWL Relay Control Panel 3392268
LHOL Relay Control Panel 3392268
LOP Sensor On Engine Block LB 3874264
WT Sensor On Engine water manifold 3874267
LOT Sensor On engine oil pan 3874267

* These two switches are common but they have two different terminals for alarm & trip inside the switch.

75
 In the Right Hand Side of the panel, following items (mounted on vehicle dash-boards) are connected.

Please refer Part-II Section 12.2.7 for actual connection details.

• 110 VDC supply

• Remote stop switch
• Remote Start switch
• Potential Free contacts for various indications
• Wires to electric gauges for WT, LOT and LOP
• HBT contact
• MPU buffer for Remote Tachometers

12.1.6 Functions of Electronic Control Card :

Electronic Control Card is the brain centre of complete Control Panel. However, its functions can be
summarized as follows :

• It ensures regulated power supply for all electronic components used in the control panel.

• It ensures amplified output for all techometers connected to control panel locally or at remote stations.

• It has a electronic timer (T1) which bypasses LLOP switch during engine starting and stopping
operations for 20 seconds. (Restarting the engine within 20 seconds after pressing the Stop button
is not possible without pressing reset switch)

• It has other electronic timer (T2), which closes FSDV for 15 seconds in the event of touching the
stop button by operator. This ensures normal engine shut down. The timer avoids pressing of the
stop button for longer duration to stop the engine

• Overspeed Trip switch is a part of ECC. No additional engine mounted switch is required. It trips the
engine when engine speed exceeds 2000 RPM.

• It disconnects the self starter once engine speed goes above 350 RPM while starting. This is
accomplished by CD contacts of ECC.

• Audio Visual Annunciation on the ECC indicates various fault conditions.

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12.1.7 Terminals on ECC :

ECC operates on various electrical inputs & outputs, which are elaborated in the following table. This
helps to understand operation of ECC to achieve functions stated in 12.7.

Connection Type Function

Points on ECC In/Out
24 V supply Input Supply to the ECC
MPU Input MPU input for engine speed
MPU Buffer Output Output for various tachometers
Start Input Triggers input for T1 (LLOP bypass) timer
Stop Input Triggers input for T2 (Stop) timer
LLOP Input Input for LLOP audio-visual alarm
HWT1 Input Input for HWT1 audio-visual alarm
LCWL Input Input for LCWL audio-visual alarm
R8 Output Output for LCWL/LHOL/HOFF fault relay
LHOL/HOFF Input Input for common LHOL/HOFF audio-visual alarm
HWT2 Input Input for HWT2 audio-visual alarm
Reset Input Clears Overspeed Trip hold position
Test Input Lights all the lamps and sounds the buzzer
CDA/B Output Relay outputs for Crank Disconnect
OSTA/B Output Relay output for Overspeed Trip
MPU A/B Output Relay output for MPU OK (Engine Running signal)
T1 A/B Output Relay output for T1 timer
T2A/B Output Relay output for T2 timer

12.1.8 How to start the engine ?

While starting the engine, following points should be kept in mind :

• Select either Local or Remote position, as required

• Engine can not be started within 15 seconds after pressing the stop button unless Reset button is
operated
• In case of any trip under fault condition occurred earlier, operate Reset button before starting

Following sequence happens at the time of starting the engine automatically when engine start
button is pressed :

• Engine start button directly energizes R5 contactor.

• NO contact of R5 (which now closes) energizes FSDV directly & at the same time, activates magnetic
switch (MS), which engages self starter to crank the engine.

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 • Once the engine begins to turn, the R10 contactor picks up as the MPU is now producing signal. The
NO contact of R10 now additionally holds the supply to the FSDV, thus it is essential to have MPU
signal to keep engine running. Engine does not start without MPU signal.

• As it is mentioned earlier, R5 is also supplying voltage to FSDV (along with R10) - but it automatically
gets de-energized when

- start button is released by the operator or

- engine speed exceeds 350 RPM; this is accomplished by CD contacts on ECC electronically.

• MS de-energizes & starter pinion returns back to the position when engine lub oil pressure reaches
1 Kg/Sq.cm or when R5 de-energizes.

• The supply to FSDV from R10 NO contact is routed through NC contact of R3 which disconnects the
supply to FSDV under fault condition like LLOP, HWT, LHOL etc. Any mal-functioning of these switches
may not close NC contact of R3 and engine may stop immediately after start. However, mal-functioning
will be indicated by LED display and one can check the specific switch against the fault and correct.

• Please note that FSDV has no voltage supply across its terminals when the engine is at
standstill.

12.1.9 How to stop the engine ?

All the time, the engine stops by the operation of R3 contactor which switches off the supply to
the FSDV.

The R3 contactor will operate due to the following conditions:

• By the action of the stop switch on the panel (It is a Normal Shut Down)

• By the action of the HBT contact of the Temperature Scanner (this does not have any A/V
display. Please refer Section 12.1.14 for more details)

• By the operation of the R8 (LCWL/LHOL/HOFF) contactor, which gives audio-visual alarm

• By the action of R12 due to absence of 110 VDC (when in the Remote mode operation only)

• By the action of R11 when engine is stopped from Remote Station

• By the operation of R6 (LLOP) contactor

• By the direct operation of the Overspeed Trip relay on the ECC

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12.1.10 When you get Audio-Visual Alarm ?
Several engine performance conditions cause alarm to operator but they do not trip the operation of the engine. The
alarm is raised on the LED panel + Buzzer or activating potential free (PF) contacts which are used to light alarm
lamps fitted on operator’s dash-board. These indications can be cleared after the fault is removed & by pressing the
reset switch.

Condition when active LED + Buzzer * PF contacts availability

Battery Voltage less than approximately 22 VDC ü û
Water Temp more than 92 ° C (HWT1) ü û
Water Temp more than 97 ° C (HWT2), causes ü û
the Alternator Excitation to be suppressed &
vehicle does not move.

* PF contacts light the lamp on operator dash-board in both Local & Remote stations.

12.1.11 When engine trips under fault condition ?

The engine trips when FSDV stops getting supply. The tripping conditions are indicated on the LED panel + Buzzer, or
on LHOL and LCWL relay units or activating potential free (PF) contacts which are used to light indicating lamp fitted
on operator’s dash-board. These indications can be cleared after the fault is removed by operating the reset switch.

Condition when active LED + Buzzer Common PF Liquid Level relay

contacts for user

When low oil pressure is detected

on a running engine (LLOP). ü û û

Low water level detected,

operates common R8 contactor (LCWL) ü ü ü

Low Hydraulic oil or Hydraulic Oil ü ü ü

Flow Fault. (LHOL/HOFF) Only for LHOL

Overspeeding; when engine

speed exceeds 2000 RPM (OS) ü û û

Note :

Please note that LLOP & OS trip conditions are NOT indicated in operator’s dash-board; though operator
gets engine stop signal on the dash-board.

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12.1.12 Liquid Level Relays :

• The liquid levels i.e. water and oil (LCWL and LHOL) are detected by float switches fitted on coolant & hydraulic
tank respectively. . The LLRs serve to boost the current output of this float switch.

• There are six terminals in the LLRS unit:

24 VDC supply (2 nos)

Sensor (2 nos)
NO contact (2 nos)

• When the sensor terminals are shorted together (by the float switch at the event of drop in liquid level), the NO
contact of an internal higher capacity relay closes, thus boosting the current output of the float switch.

• When the sensor terminals are shorted by the float switch, the LED display on the face of the LLR flashes the
word ‘LO’, indicating low liquid level.

• The relay output of the LLR switch is used to trigger LCWL or LHOL fault in the panel.

• Under normal conditions, when levels are OK, one observes two LED lamps on the display of LLR unit. This
indicates presence of 24 VDC power supply and proper liquid levels.

12.1.13 T1&T2 timers:

There are two timers in ECC which need additional understanding for user while attending fault of electric control
panel. These two timers accomplish timing related requirements at the time of starting & stopping the engine. T1
& T2 are completely electronically operated units; they can not be separated out from the basic printed circuit
board of ECC. It means that in the event of any operational fault of T1 or T2, one needs to replace complete ECC.

Functions of T1 :

T1 timer is triggered by start contactor (R5) or stop contactor (R3) as per the operational requirement. Both the
times its function, is to bypass the LLOP switch for first & last 20 seconds of engine operation. It does not allow
LLOP contactor (R6) to de-activate R3 at the time of starting for 20 seconds so that engine can start freely &
establish lub oil pressure. At the time of stopping, it once again disables R6 for 15 seconds so that LLOP audio-
visual alarm does not operate because of low lub oil pressure of engine at the time of stopping. T1 timer is factory
set & adjustable.

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Functions of T2:

T2 is a normally energized type device which gets de-energized when triggered. Normally such timers are called Off-
timers. T2 is triggered off when stop button is pressed to stop the engine from Local or Remote Station. It ensures,
FSDV can not get any supply for 15 seconds after stop button is pressed so that engine has a positive shut-down. T2
gets triggered by Local stop button & Remote stop button (R12 contactor). T2 timer is factory set & adjustable.

12.1.14 Special Condition of HBT to watch out for :

The panel does not have any indication for the HBT fault. The panel is looped through NC contact of HBT scanner. If
the connection to the scanner breaks or not connected at all, or scanner relay mal-functions, the engine will shut down
without any indication on the LED panel. If you attempt to re-start the engine, it may not stop unless stop button is
continuously pressed till engine comes to stand still because at this moment, T2 timer is not operational. The only
indication of the absence of the HBT connection is that the Stop LED on the ECC (which is normally on) will be
permanently off. Please watch out for this indication.

• Thus if the engine stops suddenly without any indication, check the HBT connections.

End of Part - I

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 PART - II

Part II has been compiled as detailed reference of all components & systems used in Electrical Control Panel
P/N 3392117-03. This write-up has been made In reference to revision 03 of control panel and wiring drawing
No. 3167007-01 & 3167007-02 revisions.

12.2.1 Construction & Physical appearance of the panel:

• The panel is fabricated from MS sheet and powder coated.

• Various switches, LED indication lamps and the Digital Tachometer, Hour meter , LCWL and LHOL indicators are
mounted on the door of the panel.

• Inside the panel are 13 numbers of DC contactors and the Electronic Control Card.

• Two bays of connections are located on the left and right side of the panel. Each of these connection bays houses
three terminal strips each. When facing the panel, bay on left hand side interfaces engine controls and bay on
right hand side interfaces cabin controls.

• The wiring to the panel is via 40 mm Æ cable entries located below the connection bays.

12.2.2 Specifications:

• Name : Engine Control Panel for DEMU

• CIL part : 20/3392117-03 (revision 3)

• Wiring Diagram : 3167007-01 and 3167007-02

(enclosed at the end of this section)

• Supply Voltage : For the panel - 24 VDC +12 /- 6 VDC

For the remote operation - 110 VDC ±10%

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12.2.3 Connections:

The panel is connected as under (Refer to CIL wiring diagram no. 3167007-02 )

Terminal Terminal Wire Designation Connection / Description

Strip Strip No: Ferrule
Number
TS1 1 1 E+ 24 VDC +VE
TS1 2 — — Not in Use.
TS1 3 0 E- 24 VDC -VE
TS1 4 — — Not in Use.
TS1 5 2 E1, MPU Magnetic Pickup Signal
TS1 6 3 E2, MPU Magnetic Pickup Ground
TS1 7 — — Not in Use.
TS1 8 4 E3, FSDV- Fuel Solenoid Valve -ve supply
TS1 9 — Not in Use.
TS1 10 5 E4, FSDV+ Fuel Solenoid Valve +ve supply
TS1 11 6 E5, LLOP+ LLOP switch
TS1 12 7 E6, LLOP+ LLOP switch
TS2 13 8 E7, MS+ Magnetic switch
TS2 14 — — Not Connected
TS2 15 9 E8, MS- Magnetic switch
TS2 16 — — Not Connected
TS2 17 10 E9, HWT1+ HWT 1 switch common
TS2 18 11 E10, HWT1+ HWT1 switch
TS2 19 12 98, LCWL+ LCWL switch
TS2 20 13 E12, HOFF+ HOFF switch
TS2 21 14 E13, LOPS-P Sensor for Oil pressure Gauge
TS2 22 15 E14,WTS-P Sensor for Water temp. Gauge
TS2 23 16 E15, OTS-P Sensor for Oil temp. Gauge
TS2 24 13 101, LHOL+ LHOL switch
TS3 25 10 E17, HWT2+ HWT 2 switch common
TS3 26 17 E18, HWT2+ HWT 2 switch
TS3 27 96 E19 LCWL Sensor wire
TS3 28 97 E20 LCWL Sensor wire
TS3 29 99 E21 LHOL Sensor wire
TS3 30 100 E22 LHOL Sensor wire

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Terminal Terminal Wire Designation Connection / Description
Strip Strip No: Ferrule
Number
TS4 37 19 — 110 VDC +
TS4 38 — — Not Connected
TS4 39 0 — 110 VDC -
TS4 40 — — Not Connected
TS4 41 20 — SWITCH COMMON
TS4 42 21 — START SWITCH ‘NO’ POLE (REMOTE)
TS4 43 20 — SWITCH COMMON
TS4 44 22 — STOP SWITCH ‘NO’ POLE (REMOTE)
TS4 45 23 COMMON PFC COMMON (REMOTE)
TS4 46 24 RUN PFC FOR RUN INDICATION (REMOTE)
TS4 47 25 STOP PFC FOR STOP INDICATON (REMOTE)
TS4 48 26 FAULT PFC FOR COMMON FAULT
INDICATION (REMOTE)
TS5 49 — — Not Connected
TS5 50 — — Not Connected
TS5 51 28 231 LOP GUAGE (24 VDC)
TS5 52 29 232 WT GUAGE (24 VDC)
TS5 53 30 233 OT GUAGE (24 VDC)
TS5 54 31 — HBT CONTACT, TO NC OF THE HBT
SCANNER
TS5 55 32 — HBT CONTACT, FROM NC OF THE HBT
SCANNER
TS5 56 — — Not Connected
TS5 57 33 43 EXITATION SUPPRESION OF THE
LCC GOVERNOR
TS5 58 34 61 EXITATION SUPPRESION OF THE
LCC GOVERNOR
TS5 59 — — Not Connected
TS5 60 — — Not Connected
TS6 61 82 41 MPU BUFFER OUTPUT SIGNAL
TS6 62 83 42 MPU BUFFER GROUND

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 Tabulated connections as
per application
Terminal Terminal NGEF BHEU BHEL Connection/ Description
Strip Strip No: DPC CGL DETC
DPC
TS6 63 J108 16 16 110 +
CL+
TS6 64 108 320 320 110-
BL-
TS6 65 — — 1641 COMMON
TS6 66 L103 1654 1644 START +
A
TS6 67 — — 1641 COMMON +
TS6 68 L105 1657 1646 STOP +
A
TS6 69 P103 1608 — COMMON PFC
B
TS6 70 P103 1811 — RUN IL
G
TS3 71 P123 1673 — STOP IL
B
TS6 72 P222 1825 — FAULT
A

12.2.3 Electronic Control Card :

This is a PCB (printed circuit board) assembly fitted inside the panel.

• It consist of a relay card on which a logic card is attached at right angles.

• The relay card has input and output termination and operating relays to provide potential free contacts for five
conditions. Each function has a pair of relay to offer two pole changeover action.

• The ECC has been provided wrth LED lamps to indicated the presence of supply at the various inputs and to
indicate the on status of the relays.

• The ECC has also been provided with voltage test points.

• The LED lamps and the voltage test points facilitate easy diagnostics and setting up procedure easy.

The functions and features of the ECC are as under :

• Regulated power supply:

• Provides filtered and regulated 12 VDC to all the components of the electronic logic including relays and LED
lamps

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• T1 timer:

• This timer is triggered by applying 24 VDC to the ‘Start’ terminal of the ECC. This timer’s contacts T1/A and T1/B
are used to by-pass the LLOP switch (for 15 seconds) during the engine starting and stopping. This by-passes
the LLOP condition during engine starting and stopping operation.

• T2 timer:

• This timer is triggered by removing 24 VDC from the ‘Stop’ terminal of the ECC Hence the ‘Stop’ terminal is kept
continuously energised while in the standby state This timer’s contacts T2/A and T2/B are used to implement ‘One
Touch’ stopping.

• Just a momentary operation of the Stop switch latches the command and holds the stop sequence for about 15
seconds, thus bringing the engine to a standstill Note that the T2 timer’s relays are also normally in an
energised state and that they switch off during the period when the timer is running.

• MPU related function :

• The MPU is used to drive multiple functions related to engine speed

à The feeble signal of the MPU is buffered and supplied to a local Tachometer on the panel for engine speed
indication. The same buffered signal also drives a second tachometer in the Driver’s cab of the DEMU / DETC
to indicate engine speed.

à Presence of the MPU signal activates a continuous ‘MPU OK’ signal to indicate that the engine is running.
This signal’s presence or absence turns on the ‘Engine Running’ and the ‘Engine Stop’ lamps on the LED
annunciator, as the condition is, respectively The MPU OK signal also activates contacts MPU/A and MPU/ B
on the ECC

à The MPU signal also is used to perform the ‘Crank Disconnect’ function, whereby the CD/A and CD/B contacts
on the ECC switch off once the engine exceeds 350 RPM. This function prevents the starter motor remaining
engaged at higher speeds beyond 350 RPM.

à The MPU signal is also used to detect the engine overspeeding If the speed is found to be over 2000 RPM,
then the OS/A and OS/B contacts on the ECC close and cause the engine to shut down. The Overspeed Trip
latch can be cleared by operating the Reset switch on the panel. Overspeed trip is indicated on the LED lamp
on the annunciator.

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• Annunciator :

• The ECC drives separate LED lamps and a common audio buzzer to provide indications of normal and abnormal
conditions of the engine The following indications are provided:

LED Colour Flashing/Steady Buzzer for the Comments

Lamp indication (Indicates)
24V Green Steady when Beeping when the 24 Volts is the OK/LOW battery
voltage > 22 VDC, battery is low voltage indicator
Flashing when the
voltage is lower
than 22 VDC
LLOP Red Flashing Beeping when the LLOP is the Low Lube oil pressure
LLOP LED is lit trip indicator
HWT1 Red Flashing Beeping when the HWT 1 is the High water
HWT 1 LED is lit temperature 1 alarm indicator
LCWL Red Flashing Beeping when the LCWL is the Low Cooling water
LCWL LED is lit alarm indicator
LHOL/H Red Flashing Beeping when the LHOL /HOFF is the Low Hyd Oil
OFF LHOL/.HOFF LED level / Hyd. Oil flow fault alarm
is lit indicator
HWT2 Red Flashing Beeping when the HWT 2 is the High Water temperature
HWT 2 LED is lit 2 trip indicator
OS Trip Red Flashing Beeping when the OS Trip is the Overspeed Trip
OS LED is lit indicator
Engine Green Steady No Engine Run indicates that the MPU
Run is producing valid signal
Engine Yellow Steady No Engine Stop indicates that the MPU
Stop is not producing signal

• Tabulated ECC terminal information with functions: Applicable to the part no 3366690 -01 (card for 3rd revision
panels)

Terminals on the input side

Terminal Function LED LED lamp on Buzzer on Relay Comments
lamp annunciator annun- related
relating to the ciator to the
function function
+VE Positive No Steady green Beeping No Provides 24 VDC supply
Supply when voltage is when the to all the components
to the card ok. flashing supply is of the ECC
when the low
voltage is
below 23 VDC
GND Negative No Same as above Same as Same as Provides the ground /
Supply to the above above Negative supply to all
card components of the ECC

87
 Terminals on the input side
Terminal Function LED LED lamp on Buzzer on Relay Comments
lamp annunciator annun- related
relating to the ciator to the
function function
MPUG MPU Ground No Yes. No MPU OK Ground of the MPU
Engine Run relay
(steady green)
and Engine
Stop (steady
yellow) LEDs
MPU + MPU Signal No Same as above No Same as Signal of the MPU
above
BUFF Buffer Output No No No No Buffer output to drive
tachometers
GND Buffer No No No No Buffer output ground
Ground
START Trigger Yes No No T1 timer T1 timer relays gets
terminal for relay energised for 15 seconds
T1 (LLOP once the Start terminal has
bypass) timer been given 24 VDC
STOP Trigger Yes No No T2 timer T2 timer relay gets de-
terminal for relay energised for 15 seconds
T2 (Stopping) once 24 VDC is removed
timer from the Stop terminal
LLOP LLOP input Yes Yes Yes No Operates the LLOP
Beeping annunciator when given
when LED 24 VDC
is flashing
HWT1 HWT1 input Yes Yes Yes No Operates the HWT1
Beeping annunciator when given
when LED 24 VDC
is flashing
LCWL LCWL input Yes Yes Yes No Operates the LCWL
annunciator when given
24 VDC. Additionally the
R8 contactor is operated
when 24 VDC is given to
this terminal.
R8 Connection No No No No R8 is the
to the coil of LCWL/LHOL/HOFF
the R8 contactor. This terminal is the
contactor common point which sources
24 VDC when any of the
three signals are activated.
Thus the R8 contactor coil is
to be connected to this
terminal.
LHOL LHOL/LCWL Yes Yes Yes No The LHOL/HOFF switches
/HOFF input Beeping areconnected in parallel,
when LED hence there is only one
is flashing terminal for the annunciator
of the LHOL and HOFF
functions. Additionally the
R8 contactor is operated
when 24 VDC is given to
this terminal.

88
 Terminals on the input side
Terminal Function LED LED lamp on Buzzer on Relay Comments
lamp annunciator annun- related
relating to the ciator to the
function function
HWT2 HWT 2 input Yes Yes Yes No Operates the HWT 2
Beeping annunciator when given 24
when LED VDC
is flashing
RST Reset No No No No Operates the Reset
Terminal 1 function of the ECC
whereby the Overspeed
Trip Latch is cleared when
the two ‘RST’ terminals are
shorted using a potential
free NO switch.
RST Reset No No No No Second terminal of the
Terminal 2 reset function
TEST Lamp test No No No No Operates the Lamp Test
terminal 1 function of the ECC
whereby all the annunciator
LEDs and the buzzer is
activated when the two
‘TEST’ terminals are
shorted using a potential
free NO switch
TEST Lamp Test No No No No Second terminal of the
terminal 2 Lamp test function
24V Diode m No No No No This is the contactors coil
Diode series with 24 end of the diode. It
Anode VDC prevents the Flyback
contactors diodes across the coils from
damage if the supply is
reversed.
24V Diode in No No No No This terminal is to be
Diode series with 24 connected to the 24 V
Cathode VDC negative supply
contactors
110V Diode in No No No No This is the contactors coil
Diode series with j end of the chode. It
Anode 110VDC prevents the Flyback
contactors diodes across the coils from
damage if the supply is
reversed.
110V Diode in No No No No This terminal is to be
Diode series with connected to the 110 V
Cathode 110 VDC negative supply
contactors

89
 Terminals on the output side
Terminal Function LED LED lamp on Buzzer on Comments
lamp annunciator annunciat
near relating to the or
termi- function
nal
CD /A Crank Yes No No Relay contacts are closed when the
&CD/B Disconnect engine speed is below 350 RPM.
Contact 1 & 2
OS /A Overspeed Yes Yes Yes Relay contacts close after 2000 RPM
&OS/B Trip Contact Flashing Red Beeping has been detected. The contacts
1&2 when LED remain latched till the Reset switch is
is flashing operated
MPU/A & MPUOK Yes Yes No Relay contacts close once the MPU
MPU/B Contact 1 & 2 starts producing valid pulses.
Indicates that the engine is running
T1 /A& T1 timer Yes No No Start timer relay contacts are used to
T1 /B Contact 1 & 2 by- pass the LLOP switch.
T2/A& T2 timer Yes No No Stop timer relay contacts used to
T2/B Contact 1 & 2 latch the Stop command for
‘One Touch’ stopping.

12.2.5 Switches on the Panel :

• Circuit Breakers: There are two numbers of double pole circuit breaker for switching off the supply and to
automatically disconnect the source in case of an overload inside the panel or in the engine mounted components.
The capacity is 6 A for 110 VDC and 10 A for 24 VDC.

• Local /Off/ Remote (L/O/R) switch: This rotary switch selects the operation from Local station (using the switches
on the panel) or Remote station (using the switches in the DEMU cab).

à In the local mode the engine can be started and stopped only from the panel.

à In the remote mode the engine can be started only from the remote switch but can be stopped from either
local or remote switch.

à When the switch is in the Off position, the engine cannot be started / stopped from any position. Hence, do
not keep this selector switch in off condition while engine is started / in running condition.

à If the engine is started in the local or remote mode, bringing the L/O/R switch to the other mode will not stop
the engine.

à NOTE !!! that once the engine is running, then it may not stop in any mode, if the L/O/R switch is left in the Off
position.

• Accept switch: This is a spare switch.

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• Reset switch: This switch is used to clear all the safety like Overspeed Trip, LLOP, HWT1, HWT2 etc after the
fault has been cleared. Operating the Reset switch also suppresses the MPU OK signal.

• Test switch: This switch causes all the LEDs to light and to sound the buzzer to check for their working condition.

• Start switch: This is the local start switch to crank the engine .

• Stop switch: This is the local stop switch to shut down the engine.

12.2.6 Functions of the contactors :

There are 13 contactors inside the panel to meet various function as detailed below :

No. of Coil Function

contactor Voltage
R1 24 VDC Remote station selection contactor
R2 24 VDC Local station selection contactor
R3 24 VOC Engine Stopping contactor
R4 24 VDC Spare contactor
R5 24 VDC Engine Starting contactor
R6 24 VOC LLOP contactor
R7 24 VDC HWT1 contactor
R8 24VDC LHOL/HOFF contactor
R9 24VDC HWT2 contactor
R10 24 VDC MPU OK contactor
R11 110 VDC Remote stop contactor
R12 110 VDC 110V monitoring contactor
R13 110 VDC Remote start contactor

12.2.7 Logical Functions of the Panel :

For the sake of dear functional analysis, the panel circuit is represented in the form of a ‘Ladder diagram’, attached
at the end. Please refer to the ladder diagram while going through the text below for thorough step by step
understanding.

• Supply : The Power supply is connect to the panel via a double pole breaker.

à All the electrical loads of the engine and within the panel are protected by the circuit breaker of 24 VDC,
10 Amps.

à All the electrical loads of Panel through double pole breaker of 110 VDC supply required for remote operation.

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 à Note the diodes in the negative (return) lines of the contactors. These diodes prevent the ‘Flyback’ diodes
(placed across the coils of the contactors) from short circuit currents if the either 24V or 110V supply is
connected in the reverse by mistake.

• Local /Off /Remote Selection Logic: (R1 & R2 Contactors)

à The change over to Local/Off/Remote switch allows either R1 (remote) / None / R2 (local) to get selected.

à Additionally the NC contact of the other contactor (R1 or R2 as the case is) ensures that only one out of R1
or R2 can be selected at time i.e remote or local

à In the Off position neither of the contactors are selected.

à This circuit is powered via the NC contact of the Reset switch. This causes both R1 and R2 to de-energise
when the Reset switch is operated.

à The momentary interruption of the supply sourced through R1 or R2 de-energises some of the contactors
like LLOP, LCWL etc which latch up during fault

à One pole of the L/O/R changeover switch is available as spare.

• Stopping Logic: (R3 Contactor)

One NC contact of the R3 contactor provides the 24 VDC power to the Fuel Solenoid Valve. Thus if R3 operates
due to any reason, the engine will stop. There are number of ways in which the R3 can operate resulting engine
to stop:

à By the action of local Stop NO switch: Note the parallel combination of R12 and R2 NO contacts. R12 will be
on only when 110 VDC is actually present, thus ensuring the presence of 110 VDC which is important during
remote operation R2 is on during local operations. The supply through the parallel contacts is given to the
local Stop switch NO contact. Thus when the Stop switch is operated, the R3 contactor is directly energised,
thus bringing the engine to a stop irrespective of mode of operations (Local or Remote).

à By the action of the T2 timer. The supply from the R12 parallel R2 contact is also supplied to the HBT scanner
contact, which is closed when the temperature is normal. This supply returns from the closed contact of the
HBT scanner and is given to the NC contact of the local stop switch, further it is given to the T2 trigger (Stop)
terminal of the ECC. The T2 timer is triggered by removing the 24 VDC supply from the Stop terminal of the
ECC. Thus either the detection of high temperature by the scanner or the operation of the local stop switch
triggers the T2 timer. The T2 NC contact now close for about 15 seconds energising the R3 and stopping the
engine.

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 à By the presence of the low water/hydraulic level and hydraulic oil flow fault: Operation of R8 by the action of
the LCWL or by the action of the LHOL/HOFF switch in turn energises the R3 thus stopping the engine.

à By the absence of 110 VDC while in the remote mode : If 110 VDC is absent (R12 is off) when in the remote
mode (R1 is on) then the R3 operates, thus stopping the engine.

à By the presence of LLOP fault: Operation of R6 by the action of LLOP switch, operates the R3 and stops the
engine.

à By the Overspeed trip fault: The OST (Overspeed Trip) contact of the ECC operates on detection of 2000
RPM, in turn operating the R3 and stopping the engine.

• R4 contactor: R4 contactor is spare contactor.

• FSDV supply : (R5 and / or R10 Contactor) The Fuel Solenoid Valve is to be kept continuously energised for the
fuel to flow and the engine to run.

à The FSDV is powered through the NC of R3 and operates via parallel contacts of R5 (on when the engine is
being cranked) and R10(On when the MPU OK signal is present).

à The R5 contactor energises the FSDV while the engine is being cranked.

à Once the engine starts, the MPU OK signal holds the supply to the FSDV through R10.

à The R10 contact ensures that the engine shuts down if the MPU signal is defective / weak.

à The R3 NC contact will interrupt the supply to the FSDV and shut the engine down if it operates due to any of
the reasons mentioned under stop Logic.

• Magnetic switch supply: (R5 Contactor) R5 contactor operates the Magnetic switch (MS) to in turn operate the
starter motor.

à If the panel is in the local mode (R2 is on), then the local Start switch controls the R5. Thus local start is
ensured by R2 NO contact which is in series with the local start switch NO pole.

à If the panel is in the remote mode (R1 is on), then the operation of R13 (remote start contactor) controls the
R5 This is due to the action of R1 NO contact which is in series with R13NO.

à The safety features which are common for local and remote starting are as follows:

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 à Safety feature no. 1 : T2 NO should be closed. T2 (Stop) timer’s contacts are normally closed while engine not
working. The contact opens for the period of the timer and then re-close. Thus R5 will operate only if T2 timer
is not active, i.e. the stop sequence is not energised.

à Safety feature no. 2 : CD (crank disconnect) contacts are closed. The CD contacts remain closes upto a
speed of 350 RPM. Thus R5 will operated if the CD contact is closed i.e. speeds are below 350 RPM When
engine RPM is above 350 RPM then cranking is disabled.

à Safety Feature no. 3 : OST (Over speed trip) has to be off for the R5 to operate. R5 will not pick up if the engine
has exceeded 2000 RPM and the over speed trip contact has operated.

à Safety Feature no. 4 : R5 will operate only if R3 is off, i.e. the engine stop command is not active due to any
reason.

à For additional safety, the R5 is isolated from the return side, by the action of R1 NO contact parallel R2 NO
contact. Thus R5 can activate only if either local or remote mode has been selected.

• Resettable supply: (R1 & R2 Contactor)

à The parallel contact of R1 and R2 ensure that the external switches like LLOP, HWT1, HWT2 etc operate only
when either remote (R1) or local (R2) mode is selected.

à This supply also can be momentarily interrupted by the action of Reset switch to clear any latched contactors.

à This supply through the parallel contact of R1 and R2 is referred to as resettable supply in all the engine
mounted switch circuits mentioned below.

• LLOP logic: R6 contactor energises if the LLOP condition is detected.

à As the oil pressure is indeed low at engine startup and shutdown, a logical interlock of contact ensures that
the R6 operates only when a genuine fault occurs, i.e. when the engine is running and the oil pressure is low.

à The T1 timer is used to bypass the LLOP switch for the first and last 15 seconds of the engine operation.

à The T1 is triggered by the R5 operating due to the start command.

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 à The contacts of this timer prevent the R6 from operating when the R10 contactor (MPU OK) closes as the
engine begins to turn.

à If the oil pressure builds up within 15 seconds after start up, then the LLOP switch opens and the R6 is
prevented from tripping when the T1 contacts return to normal.

à During shut down, the oil pressure drops and the LLOP switch may close while the engine is still turning
(MPU is still Ok and R10 is picked up).

à The T1 contact again opens up the supply to R6 coil when shut down from remote station.

à The resettable supply returns from the engine mounted LLOP switch (NC when the engine is not running) to
the R10 NO and the T1 NC.

à This supply is then given to the R6 coil.

à As the oil pressure is absent, the LLOP switch is closed at engine start up. When the start command is given
(R5 is on), the T1 gets triggered and its NC contact opens.

à The R10 contacts close as the MPU begins to give pulses.

à For 15 seconds the T1 contact open the path to the R6 coil, by which time the oil pressure has built up and the
LLOP switch has also opened.

à If the LLOP switch is still closed (oil pressure is low) at the end of the T1 period, then the R6 operates and its
contact operate the R3 thus tripping the engine.

à The R6 is latched by the action of the hold on contact and keeps the R3 operated until the reset switch is
operated.

à During running if LLOP switch closes due to any reason, the engine will stop as the R6 trips.

à R6 NO contact operates the LLOP lamp and buzzer on the annunciator of the ECC.

• Start prevention logic: Supply is taken from the closed LLOP switch (engine at standstill) and given to the R5 NO
contact to the R8 NC contact to the Magnetic switch Coil. Thus as the engine is being cranked (R5 is on), it is
ensured that the oil pressure is low (engine is at standstill) and that the liquid level/flow conditions are healthy (R8
is off). This is the start prevention rung.

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• HWT1 logic: R7 is the HWT1 contactor. The HWT1 switch is supplied through resettable supply as mentioned
above. It directly drives the R7 contactor coil if the HWT1 switch is closed. The R7 is latched by the action of the
hold on contact and provides the fault indication until the reset switch is operated. One R7 NO contact is used for
the potential free ‘Fault’ indication between wire 23 and 26 on the TS4. One R7 NO contact also operates the
HWT1 LED and Buzzer on the annunciator of the ECC

• Liquid levels and flow logic: The R8 contactor is the LCWL/LHOL/HOFF contactor

à The LCWL fault is provided a separate LED indication on the annunciator of the ECC, whereas the LHOL/
HOFF has a common indication LED lamp.

à The LCWL is wired separately while the LHOL and the HOFF switches are wired in parallel.

à The common of the three switches is from the resettable supply.

à The outputs of the switches drive the R8 coil via diodes on the ECC PCB

à Once the R8 operates, it is latched by the hold on contact and can be cleared only by the operation of the
reset switch.

à The operation of R8 causes the R3 to operate, thus preventing running and starting of the engine.

à One R8 NO contact is used for the potential free ‘Fault 1 indication between wire 23 , and 26 on the TS4.

à In addition to above,2 nos. level indicators are fitted on panel door to indicate the abnormal condition of water
of hydraulic oil level. Under normal level one can observe 2 nos. LFP glowing on the relay. When the level is
low there will be LO indication which shall be blinking till level is restored back to normal.

• HWT2 logic: The R9 contactor is the HWT2 contactor.

à The common of the HWT2 switch is through the resettable supply as mentioned above.

à It directly drives the R9 contactor coil if the HWT2 switch is closed.

à The R9 is latched by the action of the hold on contact and provides the indication until the reset switch is
operated.

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 à One R9 NO contact is used for Exitation suppression function of the LCC governor between wire 33 and 34
on TS 5.

à One R9 NO contact also operates the HWT2 LED and Buzzer on the annunciator of the ECC.

• MPU OK Logic: The R10 is the MPU OK contactor driven by the NO contact of the MPU OK relay of the ECC.
The R10 contacts are used in various interlocks and also supplies the Yenkay make electro - mechanical
Hourmeter / Totalizer.

• Remote Stop logic: The R11 is the 110 VDC contactor used for remote stop operations.

à The remote NO switch connects the 110 VDC supply to the R11 coil.

à The R11 NC contact is in series with the R12 coil.

à This ensures that the R12 switches off whenever the R11 operates.

à This causes the engine to stop while in the remote mode, by directly operating the R3.

• 110 V monitor logic: The R12 is the 110 VDC monitoring contactor.

à Its function is ensure the presence of 110 VDC while in the remote mode and is always on when the 110
VDG is present.

à It can be switched off by operating the R11 using the remote stop switch or by the absence of the 110 VDC
supply.

à The de-energised R12’s NC contact operates the R3 (only when in the remote mode), thus stopping the
engine.

• Remote start logic: The R13 is the remote start contactor

à It is energised by the NO pole of the remote start switch

à However the following conditions are also required to switch on the R13:

à R6 should be off, LLOP should have not caused tripping.

à CD contacts should be closed, the speed should be betow 350 RPM.

à The R10 NC contact ensures momentary operation of the R13 which in turn causes R5 to operate. This
triggers the T1 timer into operation.

à T1 contacts should closed, T1 should be running after being triggered as mentioned above.

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 à Once the engine begins to turn, the MPU action causes the R10 NC contact to open and the T1 contact holds
the supply to R13 coil for a period of 15 seconds.

à If the engine does not start within 15 seconds, then the T1 contact opens and the R13 turns off

à This is the ‘crank termination’ function, which does not allow an engine to be continuously cranked for more
than 15 seconds from the remote station.

à Finally the R12 NO should be closed, i.e. the 110 VDC supply is actually present and the stop command is not
being issued for the R13 to operate and the engine to start from the remote location.

• T1 trigger logic: The T1 timer is used to bypass the action of the LLOP switch at the start up and shut down of the
engine.

à The T1 trigger is operated by the resettable supply.

à During the start up the operation of the R5 contactor triggers the T1 for 15 seconds

à During shut down, it is triggered by the R3 NO contact which is closed under the Stop command and the
closing NC contact of the R10 as the MPU just ceases to give pulses.

12.2.8 Precautions:

• Ensure that the 24 VDC does not come in any contact with the 110 VDC to prevent shock / fire hazard and to avoid
components failure.

• Ensure that the remote tachometer’s MPU + (connect to wire no 82) and MPU Ground (connect to wire no 83) are
connected to the correct wires. If the wires from the MPU Buffer are reversed, then it will fail the indication on local
as well as the remote tachometer This happens because the buffer outputs gets shorted to ground as now it is
connected to MPU Ground. Although this short does not harm the buffer, it would fail the indication on both
tachometers.

• Do not use the MCBs as regular power switches. This is to ensure long life as per the recommendation of the
manufacturers.

• Note that the FSDV will have no supply across it, when at rest. The supply will be available only when either R5
(Start) or R10 (MPU OK) contactors are picked up.

• Operation of the Reset switch suppresses the ‘MPU OK’ signal for a few seconds. Hence if the engine is running,
the operation of the Reset switch will cause the R10 to drop out and stop the engine.

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12.2.9 Normal Observations :

This list is used to define the normal observations during the various phases of the panel operation. Specially refer the
comments column where ‘***’ is marked.

Activity Contactor Switches LED activity Comments

operation operated on ECC

Engine yet to • R2 or R1 • L/O/R in • STOP Conditions when engine Is yet to be started LLOP and HBT
be started • R12 either Local • T2 contacts are in the closed position. Both the 24 V and 110 V
or Remote • CD supplies are connected.
position

Engine • R2 • L/O/R in • STOP R5 will automatically switch off after 350 RPM due to the action
started from • R12 the Local • START of CD, even If the start switch is held closed.
the local • R5 *** position • CD*** MPU relay will pick up once MPU starts producing signal
mode • R10 *** • Local start • MPU*** R10 will pick up once the MPU relay is on
switch is • T1*** CD will go out once 350 RPM has been exceeded
operated T1 LED will fight for 15 seconds

Engine • R1 • L/O/R in • STOP R5 will automatically switch off after 350 RPM due to the action
started from • R12 the • START of CD, even if the start switch is held closed
the Remote • R13 *** Remote • CD *** MPU relay win pick up once MPU starts producing signal
mode • R5 *** position • MPU *** R10 will pick up once the MPU relay is on
• R10 *** • Remote • T1*** CD will go out once 350 RPM has been exceeded
start switch T1 LED will light for 15 seconds
is operated Apart from the above points the R13 operates due to the action
of the Remote start switch. It will switch off as soon as CD
switches off or as soon as T1 switches off.

Engine • R2 or R1 • L/O/R in • STOP Normal running condition

Running • R12 either Local • T2
• R10 or Remote • MPU
position

Engine • R2 or R1 • L/O/R in • STOP The engine stop cycle can be initiated by using the local Stop
Stopped from • R12 either Local *** switch in either local or remote mode
Local stop • R10*** or Remote • T2*** R10 will drop out once the MPU stops giving the signal
switch • R3 *** position • MPU *** R3 will operate by the action of the local switch and with be held
• Local stop • CD *** in the on condition for 15 seconds by the T2 timer
switch is Stop LED will go out for the period the local Stop switch is
operated operated
T2 LED will go out for the period of 15 seconds from the
beginning of the Stop command
MPU LED will go out as soon as the MPU will stop producing
valid signal
CD LED will light as soon as the speed drops below 350 RPM

Engine • 1 • L/O/R is in • STOP The engine stop cycle can be initiated by using the remote
Stopped from • 11*** either *** Stop switch only the Remote mode
Remote stop • 12*** Remote • T2 *** R10 will drop out once the MPU stops giving the signal
switch • R10*** position • MPU*** R3 will operate by the action of the remote switch (by switching
• R3*** • Remote • CD *** off R12 contactor) and will be held In the on condition for 15
stop switch seconds by the T2 timer
is operated Stop LED will go out for the period the remote Stop switch is
operated.
T2 LED will go out for the period of 15 seconds from the
beginning of the Stop command.
MPU LED will go out as soon as the MPU will stop producing
valid signal.
CD LED will light as soon as the speed drops below 350 RPM
R1 1 will switch on for the period when the remote stop switch is
operated.
R1 2 will switch off for the period when the remote stop switch is
operated.

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12.2.10 Diagnostics & Calibration Procedure :

• The ECC has been provided with LED lamp indicators and voltage measuring Test points to make fault finding
procedure easy

LED lamp indicators on the ECC

LED legend Indication

START Lit when the R5 is on, and the T1 timer is triggered
STOP Normally lit, the LED switches off only when the Stop switch is opened and the T2 is
triggered.
LLOP Lit when the LLOP switch is closed
HWT1 Lit when the HWT1 switch is closed
LCWL Lit when the LCWL switch is closed
LHOL/HOFF Lit when either LHOL or HOFF switch is closed
HWT2 Lit when the HWT2 switch is closed
CD Lit when the engine speed is below 350 RPM
OST Lit when the engine has crossed 2000 RPM
MPU Lit when the MPU is producing valid signal
T1 Lit when the T1 timer is running
T2 Normally lit, the LED will shut off when the T2 timer is running

Test points on the ECC

• All readings should be observed with a Digital Multi meter (DMM) in an appropriate DC voltage range.

• All voltage readings are with respect to the GND test point.

• The ECC consists of a relay card and a logic card soldered at right angles to it.

• All the test points are located on the top edge of the logic card which is at right angles to the relay card.

• Engine speeds may be simulated by a frequency generator. Frequency should be calculated bearing in mind that
the DEMU engine has 142 teeth on the flywheel. The amplitude of the signal should be 8 VPP during testing.

100
• Changing battery voltage may be simulated by a variable DC power supply.

Test Function Voltage Conditions Comments and observations

point to be
observed

GND This is the point where the Common point for all voltage readings
negative (black wire) of the
DMM is to be connected

BATT Reads the Low Battery 5 VDC When the supply 24 V LEO just stop to flash on the annunciator
setting voltage is 23 VDC

OS Reads the Overspeed Trip 4 VDC always Setting scale Is 2000 RPM = 4 VDC
SET setting

OS Reads the Overspeed Trip 4 VDC when the engine • Calibrates circuit to give 4 VDC at 2000 RPM
CAL calibration speed is 2000 RPM • Observe Overspeed Trip LEO on the Relay card as
the engine speed exceeds 2000 RPM
• Observe Overspeed indication on the annunciator

CD Reads the Crank 3.5 VDC always Setting scale Is 3.5 VDC at 350 RPM
SET Disconnect setting

CD Reads Crank Disconnect 3.5 VDC When the engine • Calibrates circuit to give 3.5 VDC at 350 RPM
CAL calibration speed is 350 RPM • Observe Crank Disconnect LED go out on the Relay
car as the engine speed exceeds 350 RPM

Calibration procedure of the ECC.

• The single turn and multiturn potentiometers mentioned below set many important parameters of the ECC.
• Some of the settings can be observed as voltage on the test points mentioned above.
• Use a small screwdriver (an electrical [neon] tester is ideal) for adjusting the potentiometers.
• All readings should be observed with a Digital Multi meter (DMM) in an appropriate DC voltage range.
• The setting procedure is for your information only It should be carried out only by the manufacturer or by personnel
specifically trained by them. Note that the wrong settings can have serious effects on the performance of
the panel.
• ST = Single Turn potentiometer, MT = Multiturn potentiometer

Potentio- Type Location Settings Test Comments and Observations

meter Points
if any

BATT ST On the relay Adjust such that the 24 V BATT Sets low battery settings of the ECC
card near the LED on the annunciator Observe the 24 V LED on the
+ve and GND just stops flashing (and annunciator
inputs the buzzer stops beeping)
when the supply voltage is
above 23 VDC

101
 T1 set ST On the solder T1 timer is triggered by No Sets the T1 timer settings, required to
side of the applying 24 VDC to the by-pass the LLOP switch during
logic card (at ‘Start’ terminal of the engine start and shut down
right angles ECC The T1 timer can be set between 3 to
to the relay Adjust the T1 settings 30 seconds
card) such that the T1 LED on Observe the T1 LED on the ECC light
the ECC lights up for 15 for 1 5 seconds
seconds after triggering.

T2 set ST On the solder T2 timer is triggered by No Sets the T2 timer

side of the removing 24 VDC from Observe the T2 LED on the ECC
logic card (at the ‘Stop’ terminal of the switch off for 1 5 seconds
right angles ECC
to the relay The T2 LED on the ECC
card) is normally lit when in the
standby state
Adjust the T2 settings
such that the T2 LED on
the ECC shuts off 15
seconds after the Start
terminal has been given
24 VDC.
Adjust such that the T2
LED on the ECC (which
is normally lit) will shut
off for 15 seconds after
the 24 VDC to the Stop
terminal has been
removed

OS SET MT On the top Adjust the pot using the OS This is the setting at which the
edge of the test point voltage as a SET overspeed trip will operate
logic card (at guidance Setting can be done without any
right angles The scale is 2000 RPM = signal at the MPU input
to the relay 4VDC
card)

OSCAL MT On the top Adjust the pot using the OS This setting is required to calibrate
edge of the test point voltage as a CAL the circuit to read 4 VDC at 2000
logic card (at guidance RPM
right angles Adjust the potentiometer It can be set only when a frequency
to the relay to give 4 VDC at 2000 signal equivalent to 2000 RPM is fed
card) RPM to the MPU input

CDCAL MT On the top Adjust the pot using the CD This setting is required to calibrate
edge of the test point voltage as a CAL the circuit to read 3.5 VDC at 350
logic card (at guidance RPM
right angles Adjust the potentiometer It can be set only when a frequency
to the relay to give 3.5 VDC at 350 signal equivalent to 350 RPM is fed to
card) RPM the MPU input

CD SET MT On the top Adjust the pot using the CD This is the setting at which the crank
edge of the test point voltage as a SET disconnect will operate
logic card (at guidance Setting can be done without any
right angles The scale is 350 RPM = signal at the MPU input
to the relay 3.5 VDC
card)

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12.2.11 List of Replacement Parts:

• Contactors : Siemens make DC contactors

No. of Coil Type of Manufacturer’s catalogue number

contactor Voltage contactor
R1 24VDC 4 NO + 4 NC 3 TH82 44 - OBB4 24V
R2 24VDC 4 NO + 4 NC 3 TH82 44 - OBB4 24V
R3 24VDC 2 NO + 2NC 3TH80 22 - OB B4 24 V
R4 24VDC 3 NO + 1 NC 3 TH80 31 - OBB4 24 V
R5 24VDC 3 NO + 1 NC 3 TH80 31 - OBB4 24 V
R6 24VDC 4 NO + 4 NC 3 TH82 44 - OBB4 24V
R7 24VDC 3 NO + 1 NC 3 TH80 31 - OBB4 24 V
R8 24VDC 3 NO + 1 NC 3 TH80 31 - OBB4 24 V
R9 24VDC 3 NO + 1 NC 3 TH80 31 - OBB4 24 V
R10 24VDC 4 NO + 4 NC 3 TH82 44 - OBB4 24V
R11 110VDC 3 NO +1 NC 3 TH80 31 - OBF4 110V
R12 110VDC 3 NO + 1 NC 3 TH80 31 - OBF4 110V
R13 110VDC 3 NO + 1 NC 3 TH80 31 - OBF4 110V

• Switches and terminal blocks:

Function of Rating Manufacturer Mgf s catalogue no Qty per panel

switch /CIL part no:
Local/Off Rotary 6 Amps Salzer/Larsen & SG 91 C, 1
Remote 2 pole change over Toubro (Programme: 61026)
selector centre off
Accept 4 Amps NO CIL 3166712 1
Reset 4 Amps + 4 Amps CIL 3166711 1
(parallel contacts) 1
NO + 1 NC
Test 4 Amps NO CIL 3166712 1
Start 4 Amps NO CIL 3166712 1
Stop 4 Amps + 4 Amps CIL 3166711 1
(parallel contacts)
1 NO + 1 NC
24 VDC MCB 10A, DoubtePote MDS*** Tripstar T 162 B/10R 1
110 VDC MCB 6 A, Double Pole MDS*** Tripstar T 162 B/06R 1
Terminal 30 Amps, 12 way. NEI/EISEN TPB-30/12 6
Blocks in the High Barrier
connection
bays

NOTE :
Panel serial numbers 03-41-297, 03-42-297 and 03-43-297 use SR switchgear make SR3 Hydro Magnetic double pote circuit
breaker of the same current rating. This however has been discontinued.

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12.2.12 OPERATING INSTRUCTIONS :

• Switch on both the MCBs.

• Check 24 V LED & Engine Stop LED on the panel. No other fault indications are on.

• Observe the Tachometer indicating ‘000’ on the display.

• Select Local or Remote station from the L/O/R switch

• If the Local station is selected, then use the ‘Start’ switch from panel to crank the engine.

• Engine may be stopped by using Stop switch on panel in either Local or Remote mode only.

• If the Remote station is selected, then Start switch in the CAB is to be used for starting.

• The engine may be stopped using the Stop switch in the cab when the panel is in the Remote mode only.

• The following conditions indicated on the annunciator are for alarm only. The engine will start and run inspite of the
indications:

à 24 V (Low Battery alarm only)

à HWT1 (alarm only)
à HWT2 (will cause the LCC governor to cease excitation)

• The following indicated on the annunciator will not allow the engine to be cranked and run. The engine will shut
down, if they occur during the engine run condition:

à LLOP
à LCWL
à LHOL/HOFF
à OST

• Watch out for the Engine Run/Stop lamps. During the engine start, the Engine Stop will be lit. As soon as the
engine starts, the Engine Run lamp must come on. The engine will not run on a defective or out of adjustment
MPU. With a defective MPU, the engine may start but immediately strut down. This is because the FSDV receives
the supply from the R5 contactor during the start command, But once the start switch is released, the R10 (MPU
OK) contactor will not pick up and the supply to the FSDV will be cut off.

END OF PART II

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