hkkjr ljdkj /govt. of india) /ministry of railways yksdks

(dsoy dk;kZy; iz;ksx gsrq) (For official use only)

(Hkkjr ljdkj /Govt. of India) (jsy ea=ky; /Ministry of Railways)

yksdks ik;yVksa ds fy, WDM3A/ WDG3A yksdkseksfVo ij yxs

ekbØksizkslslj MEP-660 (Ver-2.0) ls lEcfU/kr Vªcy ’kwfVax xkbM

Trouble Shooting Guide for Loco pilots on

Microprocessor MEP-660 (Ver-2.0) WDM3A & WDG3A Locomotives

dseVsd@2011@Z,e @Z,e ih lh ,l- Vh,[email protected]

CAMTECH/2011/M/MPCS-TSG/1.0

April 2011

egkjktiqj, Xokfy;j & 474005

yksdks ik;yVksa ds fy,

WDM3A/ WDG3A yksdkseksfVo ij yxs ekbØksizkslslj MEP-660 (Ver-2.0) ls lEcfU/kr

Vªcy ’kwfVax xkbM

Trouble Shooting Guide for Loco pilots on

Microprocessor MEP-660 (Ver-2.0) WDM3A & WDG3A

Locomotives

i

FOREWORD

Microprocessor Based Control System have been introduced

recently on Diesel Electric Locomotives. Microprocessor

technology is new to our Loco pilots, therefore, it is necessary

that proper knowledge about troubles which a loco pilot faces

during run should be disseminated properly. Keeping this in

view, this Trouble Shooting directory has been prepared by

CAMTECH to disseminate knowledge about troubles related to

Microprocessor Based Control System.

I hope that this handbook will definitely enhance the knowledge

of concerned staff to do faster restoration of troubles being faced

on line.

Date: 30.04.2011 S. C. Singhal CAMTECH, Gwalior Executive Director

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ii PREFACE

Micro Processor Control System is the vital part of a diesel electric locomotive. This System is recently introduced on Indian Railways for ensuring higher reliability and better availability of locomotives. Proper knowledge of system and trouble shooting is necessary to ensure reliability and availability of locomotives in sheds as well as on line.

This book contains trouble shooting on Micro Processor based control system MEP 660 (Ver-2.0) fitted locomotives for diesel drivers during problems enroute. Loco pilots should understand the steps sequentially to save time during trouble shooting.

The purpose of this book is to enhance knowledge and competence of loco pilots in dealing with the problems of Diesel locomotive on run. This trouble shooting guide also contains the description of MEP660 (Ver-2.0) Micro processor system so that loco pilot can easily understand the microprocessor system.

This book will be useful to the maintenance staff and loco inspectors also for counselling running staff about MEP660 (Ver-2.0) Micro processor system.

It is clarified that this handbook does not supersede any existing procedures and practices laid down in the maintenance instructions issued by manufacturers or by RDSO/LKO.

Technological Upgradation and learning is a continuous process. Hence feel free to write to us for any addition / modification in this handbook or in case you have any suggestion to improve the handbook. Your contribution in this direction shall be highly appreciated. 30th April 2011 (K.P.Yadav) CAMTECH, GWALIOR Director/Mech

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iii CORRECTION SLIPS

The correction slips to be issued in future for this handbook will be numbered as follows:

CAMTECH/2011/M/MPCS-TSG/1.0/C.S. # XX date ----------------

Where “XX” is the serial number of the concerned correction slip (starting from 01 onwards). CORRECTION SLIPS ISSUED

Sr. No. of C. Slip

Date of issue

Page No. and Item no. modified

Remarks

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iv Contents

SNo. Description Page No.

i Forward i

ii Preface ii

iii Correction Slip iii

v Contents iv

1.0 Introduction of Excitation Control System 1

2.0 Introduction of Microprocessor based Control System

2

3.0 Salient Features of Microprocessor based Control System

3

4.0 Additional Features 5

5.0 Items removed from previous Control System 5

6.0 Description of some important Assemblies 6

7.0 Display Unit and Navigation through menus 10

8.0 Classification and Reset Procedure of Faults Messages

14

9.0 Do’s and Don’ts 15

10.0 Trouble Shootings 18 to 47

Code 1001

Engine Shuts down. Hot Engine LED glowing on LED panel and alarm bell ringing.

18

1002 Engine Shuts down with over speeding 20

1004 & 1005

LLOB Reset plunger tripped, Engine Shuts down

21

1006 Power cutting off with Hot Engine Alarm Indication & Engine Speed raised to 8th notch RPM.

23

v 1007 Engine Speed comes to idle due to Power

Ground 24

1008 Control Circuit Starting Ground Fault coming & Engine not cranking.

26

1015 Loco over Speeding & not moving in motoring 27

1018 Loco not responding to throttle, GF contactor not picking

28

1019 CCM Failure indication coming 31

1061 Battery is not charging, Battery voltage is low 33

1074 Loco is moving with Field shunting and Motoring prohibited in parallel combination.

35

1075 Motoring with field Shunting but motoring in parallel is prohibited

37

1140 Engine is not Cranking due to Cranking contactor stuck up.

40

1029 Motoring prohibited, Dynamic prohibited due to cranking contactor closed.

43

2000 No Battery charging, AG failed or AGFB or MB1 tripped

45

2029 Engine not cranking, when operator attempts cranking while ‘Cranking contactor stuck closed’

46

1153 VCD Applied Penalty Brake. Move Master Controller Handle to IDLE and press Reset to release Brake.

47

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Trouble shooting guide for Loco. Pilots 1

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1.0 INTRODUCTION OF EXCITATION CONTROL SYSTEM: Excitation control system regulates the exciter field current through a Transistor switch operated by the pulse width modulator basically a magnetic amplifier. The average current is decided by the ON to OFF ratio of the PWM which is controlled by the mixer reference network basically a resistor network with 02 saturable reactors & rectifiers. The mixer reference network receives proportionate feedback signals from TA voltage, TA current & engine speed. Based on the input signal levels it sends a controlling signal to the PWM, which controls the exciter field current and its output. The exciter output is directly connected to alternator field through GF Contactor, which is again controlled by propulsion control system. Thus traction alternator power is controlled to the required constant HP at each notch.

Diesel Engine

Traction Alternator

Rectifier Panel

Power Contactor

Traction Motors

Aux.Gen

Governor

Exciter

Engine Control

Control Desk

AG Control

Propulsion Control

Excitation Control


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2.0 INTRODUCTION OF MICROPROCESSOR BASED CONTROL SYSTEM The MEP-660 is a complete locomotive control system consisting engine cranking, loco propulsion control, excitation control, Auxiliary generator control and continuous monitoring of safety devices on the locomotive. Some of the improved features are Self Load Test of locomotive and inbuilt event recorder designed and developed as per RDSO specifications. MEP-660 loco control system is designed to replace the existing propulsion and E-type Excitation system.

MEP660 control system • Eliminates mech. interlocking (Sequential /Timing) • Uses microprocessor to control the locomotive

through software logic.

Diesel Engine

Traction Alternator

Rectifier Panel

Power Contactor

Traction Motors

Aux.Gen

Governor

Exciter

Engine Control

Control Desk

AG Control

Propulsion Control

Excitation Control

MICRO PROCESSOR CONTROL SYSTEM


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3.0 SALIENT FEATURES OF MICROPROCESSOR BASED CONTROL SYSTEM

A). Fault diagnostics: Microprocessor-based system has Fault Diagnostic capabilities. The system continuously monitors various operational parameters and checks for abnormalities in the functioning of various traction equipments. The fault is displayed on the Display Unit along with restrictions imposed because of the fault, for information of the driver. The fault code along with Real Time and date stamp is logged in the Error Log Memory.

B). Self Diagnostics: This system keeps on monitoring its own modules and sensors, continually for their healthiness.

C) Fault tolerance: Fault tolerance capabilities are also in this system for certain faults. In such cases the operation of the locomotive continues in the normal way and the fault is logged in the error log with data packs for later analysis

D) Automatic fault recovery: For most of the faults, the recovery conditions are identified and whenever the fault ceases to exist, the fault recovery is recognized and displayed to the driver on the display unit, and the event is registered in the error log.

E) Short term rating of Traction Motors: The

equipment automatically takes care of, short-term traction motor current ratings and does not depend upon the driver, for protection of the equipment,

F) Self-test to digital inputs and Outputs: MEP660 has self-test facility for all digital inputs, outputs and


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out put devices, which enable the maintenance staff in identification of wiring faults quickly.

G) Self-Load Box Test:. A simple load test can be carried out to know the performance of the engine and entire control system.

H) Event Recorders: The system records the data on a compact nonvolatile Flash Memory Unit that does not need any electrical power to retain the data in the memory.

In the short-term memory, the various datas are recorded in one-second interval. Latest 45 hours data is available at any time to download.

In the long-term memory, only speed and distance along with date and time are recorded in 20 seconds interval. Latest 225 days of data is available at any time to download.

I) Multi Reset Vigilance Control Device / Alerter: This Control System (MEP 660) is equipped with vigilance control to enhance the safety of the locomotive operation.

The multi reset vigilance control device provided in MEP 660 recognizes the following loco operations performed by the driver and assumes he is vigilant.

1. Change of notch position 2. Application / release of Dynamic brake 3. Application / release of brakes through A9 4. Operation of sand buttons 5. Operation of Elec. Horn buttons 6. Change of locomotive direction through RH 7. Operation of GF switches 8. Sufficient increase / decrease of Dy. Brake level


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(20%) through master handle 9. Operation of VCD reset switch.

If the driver performs none of the above operations within 60 seconds, the MEP660 system initially alerts the driver with visual indication (blinking LED provided on each control stand) for a period of 17 seconds.

J) Auto Flasher: The MEP 660 Control System switches ON the train's Flasher light automatically during Train Parting or driver applies driver emergency brake.In addition, driver can also switch ON Flasher lights whenever needed.

K) Auto Emergency Brake system: This feature is provided in locomotive to apply penalty brakes while working in the ghat sections.

4.0 ADDITIONAL FEATURES: • Engine shut down with Failure of Crank case breaker. • Limitation of Power to 4th notch with Failure of RBB

or Diode HOT: • Power De-ration from T3 setting to T4 setting (90 to

95° C): The engine power is de-rated by 20% of the notch power for every degree raised from 90° onwards.

• 8th notch RPM at hottest Temperature: When the Engine temperature reached to T4 setting (95°C), Engine RPMs are raised to 8th notch automatically by cutting of power for faster cooling of engine.

• Low Idle feature: When the locomotive is in IDLE for more than 10 minutes, the engine RPM is reduced to 350 for reducing the fuel oil consumption.

5.0 ITEM REMOVED FROM PREVIOUS CONTROL

SYSTEM

• Control Panels:


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– Excitation Control Panel(EXCP) – Engine Control Panel(ECP) – Voltage Regulator Panel(VRP) – Transition Regulator Panel(TRP)

• Resistor Panels: Wheel slip resistor panel (WSRR1& 2) Wheel slip control resistors WR8, WR9 & WR10 Oscillator Voltage Dividing panel (OVDR) Generator Voltage Dividing panel (GVDR/VDP) Tacho generator load resistor panel (TGLR) Braking limiting resistor panel (BKER1 & 2)

• Relays: 12 Relays have been removed and remaining 11 relays retained.

• Rotating machines: Axle Alternator Tacho Generator 6 TM Speed sensors ESS

• Miscellaneous items: – Transition Excitation Transformer (TET) – Armature Current control reactor (ACCR) – Stabilizing panel (Stab. Panel) – Voltage regulator current limiting shunt – Load ammeter shunt (LAS) – Engine Temperature Switches

6.0 DESCRIPTION OF SOME IMPORTANT

ASSEMBLIES: The Microprocessor based Locomotive Control System MEP 660 consists of the following sub assemblies.

6.1 CONTROL UNIT TYPE MEP 660


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This is main control equipment of the Microprocessor system. The control unit consists 18+1(spare) plug in module type cards in dust proof enclosures. These modules are provided with proper identification number both on the module and as well on the control unit of each slot. 6.1.1 Control Card MEP-CC The MEP_CC card is the main control card having a micro controller along with its programmed software, various circuits and interface circuits. All the digital, analog and frequency inputs are connected to this card 6.1.2 Control Card MAU-CC The MAU-CC card is the second control card having a micro controller along with its programmed software, various interface circuits. This card controls the Auxiliary Generator field current to regulate the terminal voltage at 72±1V (set limit). 6.1.3. Control card MWS-CC The MWS-CC card is the third control having a micro controller along with its programmed software. This card detects the wheel slip and communicates to the MEP_CC card to control the power during wheel slip. 6.1.4. Digital Input Cards (MDIP16 / MIDIP16) These digital input cards consist the hardware required for converting the high voltage signals of nominal 72V DC from the locomotive circuits to isolated low voltage signals of 5V DC required for the microprocessor of the system. The Green color LED’s provided on this card indicates presence of 72 VDC voltage on that particular channel. The Yellow LED’s indicate the signal being sent to Micro controller after isolation and signal conditioning. 6.1.5 Digital Output cards (MLSD16 & MHSD16/

MIHSD16)


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The digital output card converts 5V digital signals generated by the microcontroller system (MEP-CC card) to 72VCD power signals required for driving relays, contactors, solenoids, indication lamps etc. in the locomotive circuits. These cards provide electrical isolation, between locomotive circuits and micro controller circuits. Each card can process 16 output signals. There are two types of Digital Output cards. 6.1.5.1 High Side drive CArdMHSD16/ MIHSD16) 6.1.5.2 Low Side Drive Card MLSD16 6.1.6. Analog Input Cards The MEP-660 system continuously monitors various parameters like voltages, currents, pressures, and temperatures of various equipments in the locomotive through different sensors. 6.1.6.1. Analog Input card MAIP8 -AU This card MAIP8_AU card is connected between MAUCC card and ADB1 Parameters pertaining to Auxiliary generator and Battery charging is mainly connected to this card. 6.1.6.2. Analog Input Card MAIP8_WS This card MAIP8_WS card is connected between MWS_CC card and ADB2 Individual traction motor current signals are mainly connected to this card. 6.1.6.3. Analog Input card MAIP8_EP This card MAIP8_EP card is connected between MEP_CC card and ADB3 All the excitation related parameters are mainly connected to this card. 6.1.6..4. Improved Analog Input card MAIP16 / MIAI


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This Card MAIP16 / MIAI (Modified analog input card) process the signals received from BPP, BCP, FOP, BAP, and LOP sensors. 6.1.7 Frequency Input Card (MFIP16) This card consists of the hardware required for converting the signals generated by speed sensors of Traction motors and diesel engine 6.1.8. Pulse Width Modulator Card (MPWM2) The PWM card converts the low voltage pulse width modulated signals generated by the micro controller system to a high power 72V output for controlling the exciter field current and auxiliary generator field current. 6.1. 9 Excitation and Propulsion - Power Supply Card (MEPPS) This module supplies various regulated power supplies of ±9V, ±12V and ±15V required for the operation of all the cards in the control unit.

6.2 Display Unit - MDS 733 This sub assembly consists of a 40 character X 4 line alphanumeric vacuum fluorescent display (VFD). It also consists of a keyboard for data entry by the operator, and an acknowledge switch to silence the built in Buzzer (Hooter) and Alarm Gong (ALG) during fault massage display.

6.3. Analog Distribution Box (ADB) - MDB 701 The Analog Distribution Box provides regulated DC power to various sensors that are connected to the ADB. It also collects output signals from these sensors and transmits them to the main control unit. There are 4 ADBs per loco.

6.4. RPM Distribution Box (RDB) - MDB 702 The RPM Distribution Box (RDB) supplies power to all the speed sensors connected to the RDB. It also collects speed


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signals from these sensors and transmits these signals to the main control unit.

6.5. Motor Cut Out Switch Box - MSP 707 This module is a traction motor isolation box used to isolate any defective traction motor in service. Six toggle switches are provided on the box with an ear marking of MCOS1 to MCOS6.


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6.6. VCD Magnet Valve – Type: 3332-10-4G VCD magnet valve is direct operated electro Pneumatic valve used to apply penalty brakes whenever any safety devices like VCD / AEB / Fire Alert are operated in the locomotive.

6.7 BREAKERS AND SWITCHES The nomenclature of all the breakers and switches

almost same as conventional WDG3A locomotive.

EXISTING BREAKERS. MB1 – Main Breaker 1 MB2 – Main Breaker 2 AGFB - Auxiliary Generator Field Breaker MFPB1&2 - Master Fuel Pump Breakers MCB1&2 - Master Control Breakers FPB – Fuel Pump Breaker CEB – Crankcase Exhauster Breaker DEB (Eng) - Dust Exhauster Breaker (Eng. Side) DEB (Carb) - Dust Exhauster Breaker (Carb. Side) RBB - Rectifier Blower Breaker RFCB - Radiator Fan Clutch Breaker (ERF) LPB1,2, HLPB, DLCB-Lighting Circuit breakers

EXTRA BREAKERS ( NEW) MPCB - Microprocessor circuit breaker PLPB - Pre lubrication Pump Breaker

7.0 DISPLAY UNIT & NAVIGATION THROUGH MENUS

The display unit is the main interface between the user and the equipment. Normally a group of parameters are displayed in real time, on the display unit. Different groups of such parameters are available for selection. The parameters are grouped functionally e.g. excitation related parameters, auxiliary generator related parameters, wheel RPMs and


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traction motor currents etc. User can select anyone of the groups for display and record the required locomotive parameters while testing the locomotive. By default the display unit is in 'Driver Display' mode. In addition to loco parameters, warning messages are also displayed during fault occurrence with or without audio based on the severity of the fault.

The main menu, submenus and display mode are illustrated below for quick reference. To select a. Menu / Sub-Menu, operator has to simply press either Menu Option Number or down arrow key till the required option is high lighted

7.1. Faults

i) View Active faults Registered faults if any will be displayed User can navigate through the faults using down arrow key until 'No more faults logged' message is

1). Main menu 1) Sub – Menu – 1 1). Sub – Menu – 2 1). Sub Menu – 3

Display parameters


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displayed.

Press 'MENU' key to select 'Exit' option.

ii) Clear Active faults "Use '0' to clear faults" Message will be displayed. After few seconds Logged faults are displayed one by one. After noting down the faults, to clear fault Press '0' key and down arrow key to see next fault.. Continue the above till all faults are cleared. Press 'MENU' key to select exit option.

7.2. Display Mode

1) Excitation

2) Auxiliary


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3) Wheel Slip

4) Mixed

5) Driver Display The driver/ default display has got three screens. a) IDLE screen, b.) Motoring screen, c.) Braking screen.

Respective screens are changed automatically based on the control stand signals while the locomotive operation is being set by the driver. In each screen relative parameters are displayed as shown below.

Notch Idle Engine RPM xxx.x Kmph xxx.x LOT xxx.x VCD Contr. xxxx Gross HP xxx x BAAmps +xxx BA Volts xx.x Eng Temp xx.x LOP xx.x LOCO STATUS EXCITATION

Notch x Engine RPM xxxx Kmph xxx.x T A Amps xxxx TA Volts xxxxx Gross HP xxx x

IDLE Screen

Motoring Screen


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BA Amps +xxx AG Volts xxx.x Eng Temp xx.x TM Amps xx.x LOCO STATUS EXCITATION STATUS

6) MCBG Status

8.0 CLASSIFICATION AND RESET PROCEDURE OF FAULT MESSAGES The faults are classified into three levels such as high, medium and low priority, based on the severity of the effect of the fault on locomotive operation. These faults (irrespective of their priority level) are permitted to be cleared by the driver. By pressing the “MENU” key. Driver can reset the fault by operating the keys available on the display unit in the following sequence. A) Press ‘Menu’ key, The following Main Menu appears 1) Faults 2) Display Mode 3) Test Mode

Braking Screen


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4) Exit B) Press key ‘1’ to select ‘Faults’ The following submenu appears 1) View active Faults

2) Clear Active Faults C) Press key ‘2’ to select ‘Clear Active Faults’ ‘Use 0 key to clear faults’ message appears first on the screen. After some time the registered faults are shown one by one based on the priority of the faults. Press key ‘0’ once and then ‘Enter’ key to clear the fault displayed on the screen. The fault is cleared and next fault is displayed.

9.0 DOS AND DON’TS

DOS DON’TS 1. Keep always TE Limit

switch in ‘Normal’ position unless and until required.

2. Keep MCOS switches always in ON position for normal operation.

3. Make a habit to check position of these TE Limit and MCOS switches while taking overcharge.

4. Switch OFF Circuit breakers MCB1 and MCB2 on control desks while cranking.

5. Press start button till

1. Do not keep TE Limit switch in ‘Limit’ position unnecessarily when not required.

2. Do not keep MCOS in OFF position while all motors are working.

3. Do not start the loco with out ensuring these switch position.

4. Do not crank the engine

with MCB1 & MCB2 in ON position. Otherwise penalty brakes are applied if BCP is not build up within 94 seconds.

5. Do not release the start


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cranking contactors picks up. (more than 60 sec. if pre lube feature is available.)

6. Switch ON circuit breaker CEB within 30 minutes while checking lube oil level.

7. Switch OFF circuit breakers MCB1 & MCB2 in case of Rear Locomotive to avoid VCD function.

8. Keep EPG cutout

Switch in OFF position in trail / dead locos.

9. Apply loco brakes

through SA9 and ensure BCP is more than 2Kg./Sq.Cm. while loco is stabled

10. During continuous

wheel slip and total power reduction, act as in the case of wheel slip with conventional Locos.

11. Apply brakes and do fast pumping on 8th notch if loco stalled

button in between. Otherwise the time starts again.

6. Do not switch OFF

Circuit breaker CEB and then do complete loco checking.

7. Do not keep MCB1 & MCB2 in ON position in rear locomotive. Otherwise load meter does not respond in rear loco.

8. Do not keep the EPG cutout switch in ON position in rear / dead locos. Otherwise MR pressure reduces.

9. Do not release loco brakes while loco is stabled. Otherwise VCD apply penalty brakes.

10. Do not reduce notch for

momentary wheel slip and loco is moving.

11. Do not reduce notch for

the message ‘TM# Excess Current’ while the


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with message ‘TM # Excess current’.

12. Apply loco brakes

when total power is reduced at 95 deg. Centigrade to avoid roll back.

13. Press VCD Reset when

the VCD Lamp blinks 14. Reset penalty brakes

only when 1.Loco speed is zero and 2.Throttle is in IDLE

and 3. VCD lamp stops

blinking.

loco is moving unless and until warranted by railroad signals.

12. Do not release brakes till the locomotive is ready to move. (@ 90 deg. Centigrade of engine temperature.)

13. Do not isolate VCD

magnet valve cutout cock unless and until the valve is leaking.

14. Do not try to reset penalty brakes if

1. Loco is moving, or 2. Throttle is in notch / Dy.

brake 3. VCD lamp is blinking.


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10.0 Trouble Shooting: 1. Engine Shuts down. Hot Engine LED glowing on

LED panel and alarm bell ringing. Fault Code 1001 Fault Message Low Water Level. Restrictions Engine Shuts down. Hot Engine LED will

Glow on LED panel Alarm Bell Continuous ON for 30 seconds Reset level Low, Medium

Clear the fault in clear active mode. After manual reset if the fault still present, the fault will be generated again.

Probable Cause

1. LWS operated due to low water level. 2. Faulty micro switch, bellow, float. etc. in the LWS unit. 3. Wire No. TO1 is open circuit in LWS wiring from LWS to MEP660.

Action by Loco Pilot

1. Check Water level. If water is less add water. Reset the fault.

2. If water is full, Check operation of the LWS by operating the LWS cock. The number 4 green and yellow LEDs on MDIP-16 card in slot 11 indicate the status of LWS feed back signal. Both LEDs glow with LWS normal position (full water) and both LEDs are OFF with LWS operated (low water).

3. If electronics LWS is provided and water level is sufficient, bypass it with the help of toggle switch of electronic water level indicator

4. Put remark in the loco log book and advise


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Power controller For Maintenance Staff

A. If both LEDS are not ON with LWS normal position (full water),

i) Check Voltage at wire No. TO1 on backside TB. Observe for any disconnected wires. If so reconnect. ii) If voltage at wire No. TO1 is zero

a) Check voltage at wire No. 51 at backside TB. Observe for any disconnected wires at the terminal. If so reconnect.

b) If voltage is >65V. i. Either LWS wiring or LWS faulty • Check wiring continuity of wire 51

from backside TB to LWS. • Check wiring continuity of wire

No. TO1 from LWS to backside TB.

• Check for any disconnected wires at LWS.

• If wire continuity is good, LWS micro switch is defective. Replace and check.

ii) If the Voltage at back side TB on wire No. TO1 is > 65V

a) Check the wiring continuity of wire No. TO1 from backside TB to MEP-660 by removing the coupler (DI32- DI47) - (Pin. E). If no continuity replace the cable.

b. If only Green LED is glowing, and yellow LED is not glowing, it indicates that the LWS feed back input is available upto digital input card and the DI card in slot 11 is defective. Replace the card.


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2. Engine Shuts down with over speeding. Fault Code 1002 Fault Message “Engine Over Speed”. Restriction Engine Shuts down Alarm Bell 30 seconds Probable Causes

1. OSTA tripped 2. Faulty wiring from Tacho generator to

MEP-660/MCBG Gov. if provided 3. Faulty tacho generator, if provided 4. Defect in ESS connectors on Cam gear

cover. Improper continuity from sensor unit to back penal.

5. Faulty governor / sticky racks. Fuel rake stucking or fuel injection pump defective


1. If OSTA is tripped, reset it. Crank the engine.

2. Ensure that there are no sticky racks or fuel injection pumps.

3. Check the notch wise engine RPM. For Maintenance Staff

Check the notch wise engine RPM. A. If the RPM is not correct

a) Check up with the governor and set the notch wise engine RPMs with in limits.

B. If the displayed RPM is correct a) Check up with tacho generator wiring from

tacho generator terminal board to backside TB to MEP-660 for any open circuit or loose connections.

b) Check up tacho generator frequency (engine RPM) with conventional

RPM meter as used in conventional WDM3A locomotives.


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c) If notch wise readings are not stable and heavy fluctuation is noticed, check for tacho generator and replace.


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3. LLOB Reset plunger tripped, Engine Shuts down.

Fault Code 1004 & 1005 Fault Message LLOB trip, Reset plunger at engine off. Restrictions Engine Cranking Prohibited Alarm Bell Continuous ON Fault Recovery

Reset WW Gov. plunger. Fault will disappear after 20 seconds

Probable causes

1. Low Lube Oil Button might have tripped in the Woodward governor.

OR 2. The feedback input wire OPSFB is getting wrong supply. 3. Less lube oil level in the Sump


1. Check the Low Lube Oil Button position on the Woodward governor.

2. If tripped (projecting outside). A. Press the button inside to reset. B. Reset the Fault manually and crank the engine.

3. If LLOB is not in tripped position A. Pull the knob outside and reset once again. B. Check the OPS (LLOB) feed back signal level with Number 5 Green and Yellow LEDs on Digital Input card MDIP-16 in 11th slot.

With LLOB in normal position, both LEDs are OFF. With LLOB in tripped position, both LEDs are ON.

For Maintenance

C. If both LEDs are ON with LLOB in normal position


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Staff For Maintenance Staff

a) Check voltage at wire No. 1B at the back side TB.

b) If voltage is > 65V c) Disconnect the wires 1B and identify

which wire is getting supply. d) If the wire is from governor amphonal

plug, then the micro switch in the Governor is shorted. Replace the micro switch.

e) If the wire is from loco side, there may be a wrong feed back from indication panel side. Check up and isolate the supply.

Note: Most probably this fault is accompanied with a Fault message ‘LLOB Trip. Reset Plunger’ (Fault code 1005). Driver might have reset the fault on the display with out resetting the LLOB on the Governor


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4. Power cutting off with Hot Engine Alarm Indication & Engine Speed raised to 8th notch RPM.

Fault Code 1006 Fault Message Hot Engine. Can’t Power Up.

Restrictions Power cutting off & engine RPM raised to 8th

notch. Motoring and Dynamic Brake are prohibited.

Alarm bell Continuous for 30 seconds

Fault Recovery

Automatic when the engine temperature is less than 90°C.

Probable causes

1. Engine water temperature is increased more than 95°C.


1. Check water level in display/ gauge 2. Before this message, message comes as

“Engine temperature is high, reduce power”

3. Put GF in Off observing Load & Road & allow the engine to cool till temperature is reduced below 90°C.


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5. Engine Speed comes to idle due to Power Ground

Fault Code 1007 Fault Message Power Circuit Ground Fault. Restrictions Motoring and Dynamic Brake Prohibited.

Engine speed comes to Idle. Alarm bell Continuous ON Fault Recovery

Automatic when the traction alternator neutral to ground leakage current value is reduced below the set limit and Master Handle is brought to IDLE.

Probable causes

1. The fault may be transient or permanent. 2. The Fault is automatically recovered after 15 seconds once the throttle is brought to Idle.(Driver can work further without any trouble.) 3. If the fault is recording for more than 3 times in one hour, it indicates fault is persisting and needs attention. 5. The fault is logged due to A. Moisture in Traction Motors. B. Flash over in Traction Motors C. Cracked insulators on traction Alternators / Traction Motors / Power Rectifier / Dynamic brake grids / BKT / REV / power contactors. D. Any external metal parts touching to power terminals. E. Any power circuit cables are rubbing to body and insulation is damaged.


If the fault is recurring: Put throttle handle on idle, GF switch off put TM isolation toggle switch in off & isolate Traction motors one by one for rectification. If


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no success - 1. Apply Loco brakes and ensure locomotive brakes are physically applied. 2. Set the display mode to ‘Mixed’ through Display Menu setup.

3. Set the locomotive operation to motoring mode and notch to 1. 4. Observe the traction alternator leakage current sensor (TANGI) on the display.

For Maintenance Staff

5. If the leakage current is more than set (0.4 Amps) value, then there is a real ground. A. Inspect traction alternator power circuit cables for any rubbing to loco body. If so isolate the cables. B. Inspect traction motor cables for any rubbing to loco body. If so isolate the cables. C. Check for any cracked insulators in the equipments as mentioned above. D. Check for any flash over / burnt marks in the power rectifier and connected cables.


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6. Control Circuit Starting Ground Fault coming &

Engine not cranking. Fault Code 1008 Fault Message

“Control Circuit Ground Fault”.

Restrictions Cranking prohibited. Alarm bell Continuous ON & buzzer for 30 seconds Fault Recovery

Automatic when the control circuit negative to ground leakage current value is reduced below the set limit and 15 seconds lapsed with Master Handle in Idle. Automatic Fault reset is permitted for 3 times in an hour and after that manually reset is required.

Probable causes

1. Any control circuit wiring is grounded. 2. Any equipments like dust blower motors, sander coils, lighting circuit etc. connected in control circuits are having low / zero insulation resistance value. 3. CGR is open circuited.


1. If CGR is open circuited, open seal of GRCO2 and put it off, now start cranking of engine. After successful start of engine, provide GRCO2 in place.


1. Identify the control circuit having low/zero Insulation Resistance (IR) value. 2. Isolate the low insulation either replacing the equipment or by insulating the grounded wires. Note: This fault is logged during cranking only.


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7. Loco over Speeding & not moving in motoring

Fault Code 1015 Fault Message Loco over speed. Move Master Controller

Handle to IDLE.

Restrictions Motoring prohibited.

Alarm Bell 30 Seconds.

Reset Level Low, Manual After manual reset if the fault still present, the fault will be generated again.

Fault Recovery Automatic when loco speed is below the set limit and Master Handle is brought to IDLE.

Probable causes

1. Locomotive speed is high.


1. Put throttle handle on Idle. 2. Let the speed of loco come within set

limit 3. Do braking by A-9 if required, 4. Maintain the locomotive set speed.


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8. Loco not responding to throttle, GF contactor not

picking. Fault code. 1018 Fault message

GF stuck open, . Run Auto / Manual tests Can't Power UP: Electrical Control Problem

Restrictions Can’t power up Alarm bell 30 Seconds Fault recovery

Automatic when GF contactor found closed.

Probable causes

1. Defective GF contactor. 2. GF coil burnt. 3. Defective GFCO 4. Wiring fault from MEP-660 to GF contactor

coil. 5. Positive supply to GF contactor operating

coil is missing. Action by Loco Pilot

1. Check wire terminal from MEPP-660 to GF contactor coil. 2. Check operation of GF contactor 3. Check GF contactor coil 4. Check operation of GFCOs 5. Set the Display to ‘Manual Tests for Outputs’ mode through Test Mode Menu and satisfy the initial conditions required to run manual test as prompted on the display unit. 6. Press 13 + ‘Enter Key’+1 to energize GF contactor. 7. If GF contactor energizes, then A. Check up for proper closing of main contact tips and Auxiliary contacts. B. The status of GF Aux. Contact 1 can be checked through 0 number Green and Yellow LEDs on digital input card MDIP-16 in slot 11.


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C. The status of GF Aux. Contact 2 can be checked through 1 numbered Green and Yellow LEDs on Digital Input card MDIP-16 in slot No. 12. D. All the 4 LEDs should glow. 8. Press ‘0’ key to deenegize the GF contactor. A. All the 4 LEDs in both the digital input cards should be OFF.


B. If LEDs are not as per the sequence and remains always OFF, then a) Check voltage on wire No. 51 at the GF contactor auxiliary contacts 1 and 2 with respect to wire No. 4 b) If the voltage is zero, then 1) Wiring loop of wire No. 51 is open circuited. Identify the open circuit and ensure supply at the terminal 51 on Aux. Contact of GF contactor is available. c) If Voltage is greater than 65V, then 1) Check voltage at the wire terminals FCD and FCE on Auxiliary contacts of GF contactor. 2) If Voltage is zero, then the Aux. Contacts of GF contactors are bad. Check, clean and adjust the auxiliary contacts. If necessary replace them. 3) If voltage is greater than 65V, then wiring between GF contactor and MEP-660 is open circuited. Identify and replace the cable. C. If the GF contactor is not energizing as per the test sequence, then a) Connect Voltmeter across the operating coil


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of the GF contactor and switch ON GF contactor by pressing 1 key. b) If the Voltage is more than 65V, then 1) The GF contactor-operating coil is open circuited internally or there may be a physical obstruction in the contactor operation. Check and replace the GF contactor if necessary. c) If the voltage is zero, then d) Check the voltage on coil terminal wire No. 13 and 4. 1) If Voltage is zero, then wire loop 13 connected to GF operating coil is open circuited. Identify and replace. 2) If the voltage is more than 65V, then negative feed is not coming to GF contactor operating coil. 3) This may be due to cable fault or digital output card defective. 4) Check the cable continuity from MEP-660 to GF contactor coil. If necessary replace the cable. 5) If continuity is available, replace the digital output card. And check the operations of GF contactor.


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9. CCM Failure indication coming Fault code. 1019 Fault message

CEB Breaker OFF.

Restrictions No restrictions, only indication. Alarm bell Continuous ON Fault recovery

Automatic when CEB breaker is switched ON.

Probable causes

1. Crank Case Exhauster Motor is not getting supply due to CEB tripped or switched OFF. 2. Crank case Exhauster Breaker Feed Back (CEB FB) status is low as sensed by MEP-660.


1. Check working of Crank Case Motor personally.

2. Check wire terminal & tap motor slightly. 3. If Breaker is in tripped/OFF position, reset

/ switch ON the breaker. 4. The high level status of the Crankcase

Exhauster Breaker Feed Back is indicated by 7 Numbered Green and Yellow LEDs on digital input card MDIP-16 in slot No. 13.

5. With CEB in ON position, CCEM fail indication LEDs on both control desks should be OFF. Both 7 numbered Green and Yellow LEDs on the Digital Input card in slot 13 should be ON. A. If the indications LEDs on both the control desks are ON, then the breaker is defective and the CCEM is not working. Replace the breaker. B. If 7 numbered Green LED is OFF on


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digital input card in slot 13, then wiring from CEB breaker to MEP-660 open circuited. Check and replace wiring. C. If 7-numberED Green LED is ON and 7-numbered Yellow LED is OFF, the digital input card in slot 13 is defective. Replace and check.


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10. Battery is not charging, Battery voltage is low.

Fault code 1061 Fault message

Battery Voltage LOW Warning: Loco may stall

Restrictions Loco may stall

Alarm bell Buzzer sound for 30 seconds for every 10 minutes

Reset level Low, Manual After manual reset if the fault still present, the fault will be generated again.

Fault recovery

Automatic when the battery voltage is more than 62 V for 5 seconds.

Probable causes

1. Auxiliary generator failed to develop voltage and Batteries are not charging.

2. This is a warning message indicating Batteries are getting discharged. Normally this message is followed by Fault message ‘Aux. Gen. output open circuited.’ Fault code 1145 or Fault message ‘Aux. Gen Field circuit open / shorted’ Fault code 1146


1. Check for tripped AGFB and MB1 circuit breakers on front panel.

2. Check the tightness of ESS connector at ESS.


1. If none of the above faults are logged, prior to this fault message:

A. Change the display mode to ‘Auxiliary’


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B. Measure Voltage with a voltmeter at the BATV battery voltage sensor (wire No. 51 and 4) and voltage at AGAV Voltage sensor (wire No. 49 and 44D).

C. If the measured voltages are tallying with the displayed parameters and really battery voltage is low and battery charging current is zero, Then RCD is open circuited. Replace RCD.

D. If the measured battery voltage is higher than displayed voltage the voltage sensor or its wiring is defect. Check and identify.

2. If the ‘Aux. Gen. output open circuited.’ Fault message is also logged trouble shoot to find open circuit in the Aux. Gen. output circuit. Refer Fault code 1145.

3. If Aux. Gen. Field Circuit open / Shorted’ message is also logged trouble shoot to find open circuit in the Auxiliary Generator field circuit. Refer fault log No. 1146. ‘Aux. Gen. Field Circuit Open or Short’.


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11. Loco is moving with Field shunting and Motoring

prohibited in parallel combination. Fault code. 1074 Fault message

Field Shunting Relay FSR or FS Contactor FS2X Stuck Closed.

Restrictions Motoring always with field shunting. Motoring in parallel prohibited.

Alarm bell 30 seconds Fault recovery

Automatic when the stuck closed relay/contactor is detected as open.

Probable causes

1. Welded FS contactors. 2. Defective FSR Relay 3. Defective wiring. 4. Defective output card.


1. Check weld of FS contactor and remove it. 2. Check the status of Green LED 10 and

yellow LED 10 on the digital input card in slot 12.

3. If both the LEDs are glowing, check the status of FSR relay.

4. If FSR is energized, a) Check the condition of FSR relay for any dislocated springs. If necessary, got changed the relay.

For Maintenance staff

a) Check the condition of FSR relay for any dislocated springs. If necessary, change the relay.

b) The digital output card in slot 15 might be defective. Replace the card.

5. If FSR is in de-energized position, check FS contactors for any welded contact tips. If


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found welded contactors, separate the tips and clean them. The LEDs should be OFF. 6. If still LEDs are glowing, FSFB wire is getting wrongly supply due to wrong wiring / shorted wiring. Identify and rectify. 7. If both the LEDs are not glowing but the fault is logged, check operation of FS contactors for proper operation. Delayed dropout of any FS contactor can log this fault and later on it is recovered.

Note: This Error message will be generated only if either “Series Field Shunting” or “Parallel Field Shunting” ENABLED flags are set (√).


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12. Motoring with field Shunting but motoring in parallel is prohibited

Fault code. 1075 Fault message “Field Shunting Relay FSR circuit open.” Restrictions Motoring with field shunting and Motoring in

parallel prohibited. Alarm bell Ringing Continuously for 30 seconds Fault recovery

Automatic when the Master handle is brought to IDLE. Automatic reset is permitted for 3 times after which manual reset is required.

Probable causes

1. Defective FSR relay. 2. Defective digital output card 3. Defective wiring of FS contactor feed back. 4. Defective digital input card.


Put master handle in Idle position. 1. Set the display mode to ‘Manual Test for

outputs’ under Test Mode menu. 2. Enter 24 and press ‘Enter’ key to test the

FSR operation. 3. Press ‘1’ key to switch on FSR relay. 4. FSR relay should pickup and along with that

FS contactors also should pick up.. For Maintenance staff

5. If FSR relay not picking up check Voltage across FSR relay coil with a voltmeter. A. If voltage is more than 65V, then the

Relay is defective. Replace the relay. 6. If voltage is zero, check voltage at FSR coil

terminal (Wire No. 13) with respect to locomotive 4 wire with a voltmeter. A. If voltage is zero, check the continuity of

13-wire loop connected to FSR relay. Check and replaced the open circuited wires.


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7. If Voltage is more than 65V, check the voltage between Locomotive 13 wire and wire FSRCL at FSR relay coil terminal. A. If the voltage is zero: a) Check slackness of connector of cable

ID: AZ at MEP660 control unit. If slack tighten the connector.

b) Check continuity of FSRCL wire from FSR coil terminal to MEP- 660 (Cable ID: AZ, Pin-J). If necessary replace the cable.

c) If continuity is available, the digital output card 2 in slot No. 15 is defective. Replace the card and recheck.

8. If FSR relay is picking up and FS contactors are not picking up:

A. Bad interlock of FSR relay. Replace the FSR relay.

B. There is no 13-wire supply at FSR relay interlocks. Check up continuity of 13-wire loop. Replace any open circuited wires.

9. If FS contactors are picking up: 10. Check the status of Green LED 10 on the

Digital input card in slot No. 12. The LED should glow.

11. If the Green LED 10 is not glowing, check voltage at incoming wire 51 at FS contactor auxiliary contacts with respective to locomotive 4 wire.

A. If the voltage is zero, check continuity of 51-wire loop. Replace any open circuited wires/ wrong connections.

12. If voltage is more than 65V, Check the voltage at FS contactor auxiliary contact


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(wire No. FSFB) with respective locomotive 4 wire.

A. If the Voltage is more than 65V, check continuity of wire FSFB from FS 26 contactor Auxiliary contact to MEP-660. (Cable ID: AW, Pin-L). If necessary replace the cable.

13. If the Green LED is glowing and corresponding yellow LED is not glowing, the digital input card in slot 12 is defective.

14. Replace the card and check once again


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13. Engine is not Cranking due to Cranking contactor stuck up.

Fault code. 1140 Fault message

Cranking Contactor Stuck Open. Engine may not Cranking.

Restrictions Engine cranking prohibited Alarm bell For 5 Seconds. Fault recovery

Automatic when CK1/CK2/CK3 auxiliary contacts open.

Probable causes

1. Defective CKC contactor. 2. Defective output card MLSD-16 card in slot

14. 3. Connector of cable ID: AY is slack at MEP-

660. 4. Defective wiring. 5. Defective cranking contactor. 6. Defective digital input card MDIP 16 in slot

10. Action by Loco Pilot

This message will be logged during cranking only. 1. Open the battery knife switch. 2. Manually operate and check free operation of

CKC contactor and all the three cranking contactors. Ensure there is no mechanical obstruction to operate.

3. Ensure that both Green and Yellow LEDs 0, 1 and 2 on the digital input card MDIP-16 in slot 10 are glowing.

4. If all the three LEDs are glowing: A. Manually open the Auxiliary contacts of CK1, CK2 and CK3. B. Corresponding Green and Yellow LED should go off. 5. Close Battery knife switch and prepare loco


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for cranking. 6. Press start button 7. CKC contactor should pick up


C. If corresponding LED is not going OFF, a) Check the supply voltage on the corresponding feedback wire (CK1FB/CK2FB/CK3FB) with respective to locomotive 4 wire. b) If the supply is zero while the auxiliary contact is opened manually and still the Green/Yellow LED is glowing, then the digital input card MDIP 16 card in slot 10 is defective. Replace the card. c) If the supply voltage is more than 65V, then wiring mistake. Identify from where the supply is feeding and rectify. 5. Close the battery knife switch and prepare the loco for cranking. 6. Pack the CK1, CK2, and CK3 contacts with an insulating sheet so that auxiliary contacts open when they operate and no battery supply is going to Aux. Machines. 7. Press start button. 8. CKC should pick up. 9. If CKC is not picking up. A. Check the voltage at the operating coil of

CKC. B. If the voltage is more than 65 Volts and still

CKC is not picking up, then CKC is defective. Replace the CKC.

C. If the voltage is zero, then check the voltage at wire No. 71 with respect loco wire No. 4.


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D. If the voltage is zero check the wire continuity of wire 71 connected to CKC coil.

E. If the Voltage is more than 65 volts at wire 71, then check the voltage between loco wire 13 and wire CKCCL at CKC coil.


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15. Motoring prohibited, Dynamic prohibited due to

cranking contactor closed. Fault code 1029 Fault message

Cranking Contactor CK Stuck Closed.

Restrictions Motoring Prohibited. Dynamic Brake Prohibited.

Alarm bell Continuous

Fault recovery

Automatic on releasing of stuck condition as sensed through Auxiliary contacts of CK1/CK2/CK3.

Probable causes

1. CK1/CK2/CK3 contactor main tips are welded.

2. Defective wiring. (Wiring from these auxiliary interlocks disconnected)

3. Defective MDIP16 card. Action by Loco Pilot

1. Shut down the engine. 2. Open battery knife switch 3. Check the status of CK1/CK2/CK3

feedback LEDs on the MDIP-16 card in slot 10 and green LEDs numbered 0,1,2.

4. Whichever the LED is not glowing, corresponding cranking contactor is welded or interlock is bad.

5. LED 0 for CK1, LED 1 for CK2 and LED 2 for CK3. on MDIP16 card in slot 10.

6. Check for any weld condition of the contactors. Release the main tips with a wooden stick & clean it.

7. After the tips are separated, alarm bell stops & the reset message is displayed “


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Cranking contactor stuck closed FAULT RECOVERED”

8. Now close Battery knife switch

For maintenance staff

9. If there is no welding of contactors, check and clean the concerned N/C interlocks of that particular contactor.

10. If interlock is good, check the voltage between CK#FB and locomotive 4 wire.

11. If the Voltage is more than 65V, A. Check the slackness of the connector of

cable ID: AU at control unit. If slack press the connector towards the control unit and tighten the connector.

B. If connector is tight and still the green LED is not glowing

a) MDIP16 card might be defective.


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16. No Battery charging, AG failed or AGFB or MB1 tripped

Fault code 2000 Fault message No Battery charging due to major Faults. Message code 1062, 1063, 1141, 1142, 1143, 1144, 1145,

1146 Restriction Battery not charging Description of Fault

This message is displayed for 30 seconds (5 seconds ON and 5 seconds OFF) when Batteries are not charging and battery voltage is less than 60V for every 10 minutes to alert the driver.

Display buzzer ON duration

Buzzer for 30 seconds for every 10 minutes

Alarm Gong ON duration

None

Probable Causes

1. Auxiliary Generator failed to develop voltage and batteries are not charging

Action by Loco pilot

1. Check AGFB circuit breaker and MB1 for tripping.

2. Insure proper tightness of ESS Connector on ESS.

The following faults will also be displayed as warning since loco running on batteries. 1062--- Battery Voltage is high 1063 -- AG field drive short 1141 – AG output high fault 1142 – Battery charging current high . 1143 –AG Output over current fault 1144 – AG field over Current 1145 –AG output open circuit fault. 1146 –AG field circuit open or short


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17. Engine not cranking, when operator attempts

cranking while ‘Cranking contactor stuck closed’

Fault code 2029 Fault message

Cranking Contactor Stuck Closed.

Restrictions: Cranking Prohibited. Description of Fault

This message is shown when operator attempts cranking while ‘Cranking contactor stuck closed’ Fault is already logged in the system.

Displayed message duration

5 Seconds

Display buzzer ON duration

5 Seconds

Alarm Gong ON duration

None

Fault Recovery

Automatically recovers when feedbacks of CK1, CK2 & CK3 main or auxiliary contacts are comes to normal condition as sensed by the system through their respective inputs.

Probable causes

Main tips of cranking contactor CK1, CK2, CK3 might have welded.


1. Shut down the engine. 2. Open battery knife switch 3. Check for any weld condition of the

contactors. Release the main tips with a wooden stick & clean it.

4. After the tips are separated, alarm bell stops & the reset message is displayed “ Cranking contactor stuck closed FAULT


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17. Engine not cranking, when operator attempts cranking while ‘Cranking contactor stuck closed’

RECOVERED” 5. Now close Battery knife switch


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18. VCD Applied Penalty Brake. Move Master

Controller Handle to IDLE and press Reset to release Brake.

Fault code. 1153 Fault message

VCD Applied Penalty Brake. Move Master Controller Handle to IDLE and press Reset to release Brake.

Restrictions Motoring not permitted till the master handle is brought to IDLE and loco speed is dropped to zero and blinking LED should stop.

Alarm bell 05 seconds Fault recovery

Automatic when the loco speed is zero, master handle is brought to IDLE, blinking LED stopped and Pressed VCD reset button.

Probable causes

1. VCD operated due to improper operation of loco.

2. Failed to press VCD reset switch 3. Defective VCD unit

(Driver should perform any loco operation or press alerter reset switch once in 94 sec. to avoid penalty brakes).


1. Bring the master handle to IDLE, wait till loco speed is dropped to zero,

2. Wait till VCD LED blinking is stopped. 3. Press VCD reset push button to release

penalty brakes.

To Upgrade Maintenance Technologies and Methodologies and achieve Improvement in Productivity and Performance of all Railway Assets and Manpower which Interalia would cover Reliability, Availability, Utilisation and Efficiency.

OUR OBJECTIVE

If you have any suggestions and any specific comments, please write to us : Contact Person : Director (Mech) Postal Address : Indian Railways , Centre for Advanced

Maintenance Technology, Maharajpur,Gwalior. Pin Code : 474005 Phone : 0751-2470803, 2470890 Fax : 0751-2470841

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