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WDM2 / WDG3A / WDM3A LOCO TROUBLE SHOOTING GUIDE

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General Troubles:

1. Engine not starting (GE Gov. loco):

a) Engine not cranking:

In WDM2 loco:

Ensure Battery knife switch closed, MB1, MB2, MFPB1, MFPB2, FPB are ON condition and
FPC closed condition. Pack FPC, if not picked up.

1. CK1 & CK2 not picking up:

a. ECS may be in RUN or ECS N/C contact (50T-50C) may be defective.
b. Either S/H or L/H MUSD switch may be in STOP position.
c. ESR4 N/C interlock (71-50T) bad contact.
d. P22 N/C interlock (43-43A) bad contact.
e. S1 N/C interlock (43A-43B) bad contact.
f. START button may be defective.

2. CK1 picking up but CK2 not picking up:

a. CK1 interlock (43B-43C) bad contact.

3. CK1 & CK2 fluttering:

a. Weak Batteries.

4. CK1 & CK2 picking up but Engine not cranking:

a. CK1 / CK2 main contacts may not closing properly.
b. Main generator may be open circuited.
c. Main bearings may be seized.
d. Mechanical obstruction to rotate engine crank shaft.

In WDM3A / WDG3A loco:

Ensure Battery knife switch closed, MB1, MB2, MFPB1, MFPB2, FPB are ON condition and
FPC closed condition. Pack FPC, if not picked up.

1. CK1, CK2 & CK3 not picking up:

a. ECS may be in RUN.
b. Either S/H or L/H MUSD switch may be in STOP position.
c. GR2 may be in tripped condition.
d. Check CKC picked up or not,
i. If CKC picked up check main tips for proper contact.
ii. If CKC not picked up, check CKR1 picked up or not.
If CKR1 picked up, check for bad contact of CKR1 interlock (43E-43C) or GR2
interlock (71-43E).
If CKR1 not picked up, check for
ESR4 N/C interlock (71-50T) bad contact,
P22 N/C interlock (43-43A) bad contact,
S21 N/C interlock (43A-43B) bad contact,
ECS Idle contact (50T-50C) bad contact,
START button may be defective.

2. CK1 & CK2 picking up but CK3 not picking up:

a. CK1 interlock (71-43J) may be defective.
b. CK2 interlock (43J-43K) may be defective.
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3. CK1, CK2 & CK3 fluttering:

a. Weak Batteries.
4. CK1, CK2 & CK3 picking up but Engine not cranking:
a. CK3 main contacts may not closing properly.
b. Main bearings may be seized.
d. Mechanical obstruction to rotate engine crank shaft.

b) Engine not firing:

1. LWS may be operated, check for hot indication.
2. OSTA may be tripped.
3. Governor amphenol plug may be slack.
4. Governor linkage may be defective.
5. Governor may be defective.

c) Engine not holding:

1. Lube oil pressure may be less than 1.6 kg/cm2.
2. OPS may be defective if LOP is more than 1.6 kg/cm2 short 71-50K terminals at OPS.
3. SAR interlock may be defective, short 50K & 50D terminals at SAR.

2. Engine not starting (WW Gov. loco):

a) Engine not cranking:

In WDM2 loco:

Ensure Battery knife switch closed, MB1, MB2, MFPB1, MFPB2, FPB are ON condition and
FPC closed condition. Pack FPC, if not picked up.

1. CK1 & CK2 not picking up:

a. ECS may be in RUN or ECS N/C contact (50-50C) may be defective.
b. Either S/H or L/H MUSD switch may be in STOP position.
c. P22 N/C interlock (43-43A) bad contact.
d. S1 N/C interlock (43A-43B) bad contact.
e. BSR N/C interlock (43B-43C) bad contact.
f. START button may be defective (50C-43).

2. CK1 picking up but CK2 not picking up:

a. CK1 interlock (43C-43D) may be defective.

3. CK1 & CK2 fluttering:

a. Weak Batteries.

4. CK1 & CK2 picking up but Engine not cranking:

a. CK1 / CK2 main contacts may not closing properly.
b. Main generator may be open circuited.
c. Main bearings may be seized.
d. Mechanical obstruction to rotate engine crank shaft.

In WDM3A / WDG3A loco:

Ensure Battery knife switch closed, MB1, MB2, MFPB1, MFPB2, CEB & FPB are ON
condition.

1. CK1, CK2 & CK3 not picking up:

a. ECS may be in RUN
b. Either S/H or L/H MUSD switch may be in STOP position.
c. GR2 may be in tripped condition.
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d. Check CKC picked up or not,
i. If CKC picked up check main tips for proper contact.
ii. If CKC not picked up, check CKR1 picked up or not.
If CKR1 picked up, check for bad contact of CKR1 interlock (43F-43G) or GR2
interlock (71-43F).
If CKR1 not picked up, check for
BSR N/C interlock (71-43) bad contact,
ECS Idle contact (43-43A) bad contact,
P22 N/C interlock (43A-43AA) bad contact,
S1 N/C interlock (43AA-43B) bad contact,
START button (43B-43E) may be
defective.

2. CK1 & CK2 picking up but CK3 not picking up:

a. CK1 interlock (71-43J) may be defective.
b. CK2 interlock (43J-43K) may be defective.

3. CK1, CK2 & CK3 fluttering:

a. Weak Batteries.

4. CK1, CK2 & CK3 picking up but Engine not cranking:

a. CK3 main contacts may not closing properly.
b. Main bearings may be seized.
d. Mechanical obstruction to rotate engine crank shaft.

b) Engine not firing:

1. LWS may be operated, check for hot Engine indication.
2. OSTA may be tripped.
3. Stop button may be stuckup.
4. Governor linkage may be defective.
5. Governor may be defective.

c) Engine not holding:

1. Lube oil pressure may be less than 1.6 kg/cm2.
2. Governor may be defective.

3. No Battery charging or BA showing discharging:

a. Check AGFB - Reset if tripped.
b. Check VRP fuse - Renew with spare if doubtful.
c. Check BX-BN cards for any slackness.
d. Check VRP base for loose or cut wire and tighten/connect.
e. Replace defective BX/ BN/ Base.
f. Check Aux. Gen. brush gear and brushes.

In AC/DC locos in addition to above,

g. Check TDR N/C interlocks (49B-49BB) & (TB1F-AGF3) for bad contact.
h. Check CKR2 N/C interlocks (49BB-TB1A) & (AGF1-AGF3) for bad contact.

4. BA showing ‘Zero’ on run:

a. MB1 may be tripped – Reset if tripped.
b. Battery Ammeter may be defective.
c. Batteries may be open circuited.

5. Throttle not responding or Engine speed not raising:

In GE gov. loco:
a. Check ECS, it should be RUN condition.
b. Check GR1/ GFOLR condition – reset if tripped.
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c. Check BP pressure, it should be above 4 kg/ cm2.
d. Check DMR picked up or not. If not picked up
i. Switch ‘ON’ MCB1 & MCB2 if they are in OFF/ Tripped condition.
II. Keep both control stands TH in IDLE position & SH in motoring position..
iii. If air brake system is normal, short 16PD & 30K terminals at PCS or switch on
PCS/DMR toggle switch provided in front control panel.
iv. CPR diode (16PC-16PD) may be opened.
v. PCS1N/C contact (30K-162) bad contact (in dual brake loco only)
vi. PR3 interlock (162-4) may be defective.
e. If DMR dropping in 1st notch, check DMR self interlocks (16-16F & 16F-16) for bad contact.
f. Check ESRs picked up or not, if not:
i. Control stand may be defective, notch up from other control stand.
ii. MUSD switches RUN contacts may be defective.

In WW gov. loco:

a. Check ECS, it should be RUN condition.

b. Check GR1/ GFOLR condition – reset if tripped.
c. Check BP pressure, it should be above 4 kg/ cm2.
d. Check DMR picked up or not. If not picked up
i. Switch ‘ON’ MCB1 & MCB2 if they are in OFF/ Tripped condition.
II. Keep both control stands TH in IDLE position & SH in motoring position..
iii. If air brake system is normal, short 16PD & 30K terminals at PCS or switch on
PCS/DMR toggle switch provided in front control panel.
iv. CPR diode (16PC-16PD) may be opened.
v. PCS1N/C contact (30K-162) bad contact (in dual brake loco only)
vi. PR3 interlock (162-4) may be defective.
vi. If DMR dropping in 1st notch, check DMR self interlocks (16-16F & 16F-16).
b. If DMR dropping in 1st notch, check DMR self interlocks (16-16F & 16F-16) for bad contact.
c. Check ERR picked up or not, if not picked up
i. ECS RUN contact (16BB-16B) may be defective.
ii. GFOLR N/C interlock (16-16BB) may be defective.
iii. GR1 interlock (16B-16C) may be defective.
iv. STOP button N/C contact (16C-16E) may be defective.
v. LWS N/C contact (16E-16 H) may be defective.
c. Control stand may be defective, notch up from other control stand.
d. Check governor amphenol plug for slackness.

6. Engine hunting:
a. Dirty Gov. Oil
b. Foaming of Gov. Oil
c. Stab. Rheostat dirty or brush arm loose.
d. Wire on ECP or Gov. broken
e. Cam of ECS broken
f. ESR2 interlock open (50L-50P).

7. Load Meter not responding:

I) Loco moving;
i. LM defective.
ii. Wire cut at LAS.
iii.TM 5 is in isolated position.
iv. S1 power contactor not picking up.

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II) Loco not moving i.e. No power:

a. Ensure ECS in RUN position, GR1/GFOLR in normal position & both GF switches
are
in ON position.

b. Both S1, S21, S31 & GFC are not picking up:
i. Either GF switch may be defective.
ii. Control stand may be defective, operate from other control stand.

c. S1, S21 & S31 power contactors are not picking up:
i. Ensure control air pressure 5 Kg/ cm2.
ii. Ensure BKT moved to motoring side and REV moved as per RH direction, if
not operate manually.
iii. Check for BKT interlock (8AA-8E) & REV interlock (0/8-8A) for proper
contact.
iv. Check BKR3 (8A-8C) and BKR1 (8C-8D) interlocks for proper contact.
v. Check for bad contact of ECS RUN contact (8D-8AA).
vi. Check for bad contact of TR & GF interlocks (8E-8F).
vii. Check MCO may be disturbed position, keep it correctly.
viii. Check for bad contact of P1 interlock (8FF-8M).

d. GF Contactor not picking up:

i. Check for bad contact of BKT interlocks (6-6A) & (6D-6E).
ii. Check for bad contact of ECS RUN contact (6A-6B).
iii. Check for bad contact of TR interlock (6E-6F).
iv. Check for bad contact of CK1 (6E-6F) or CK2 (6F-6H) interlock.
CK3 (6F-6H) for AC/DC locos.
If above all OK, pack GFC.

e. S1, S21, S31& GFC picking up but LM not responding:

i. Check all excitation cards for slackness.
ii. Excitation cards 253 or 186 or 188 or 293 may be defective.
iii. FCP wire may get disconnected or burnt.
iv. BKR interlocks (22E-32D) and (32C-32D) may have bad contact.
v. LCR in governor may not be touching with commutator causing reference
voltage to increase and excitation become zero.
vi. N/O interlock of WSRs may be welded condition.
vii. Exciter may be defective.

In A/C dc loco in addition to above,

i. Check slip ring condition for any cable cut or burnt.
ii. Check Brushes condition, replace if necessary.

8. Loco starting with Heavy Jerk or LM shooting or Excess 1st notch current:

a. Check GF N/C interlock (61E-61EE) for bad contact.

b. Check CK1 (44N-44P) / Ck2 (44M-44N) interlocks for bad contact or wire cut.
c. 254 card (power transistor short) may be defective.
d. 188 card (D 20 & D21 short) may be defective.
e. 187 card (XR16 open) may be defective.
f. 253 card may be defective.
g. ER15 may be open circuited.
h. BKR2 interlock (6B-61E) may be defective.
i. CKR1 interlock (61A-61AA) may be defective (AC/DC locos only).
j. EC1 & EC2 capacitors (Stab.panel) may be defective.
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9. Auto Transition not picking up:

WDM2 LOCO:

DEFECT CAUSE REMEDY

st
1 . Transition not picking up
Operation of six FS contactors is the indication of 1st transition. But to operate them, FSR must operate.

FSR not operating Close P2 6T-6V (NC)

(If still not working, operate FSR manually because, fault is
inside first 210 card)
FSR picking up but FS
Contactors are not picking up
FS21 & FS25 are operating
rests are not operating
2nd. Transition not picking up
Operation of six parallel contactors is the indication of 2nd Transition. For their operation TR must
operate.
TR not picking up
TR operating but PCs not
operating
Parallel PCs are operating but
GF not picking up
3rd. Transition not picking up
Operation of FS contactors is the indication of 3rd transition.
FSR not operating
If still FSR not picking up, defect is in 3rd 210 Card.
Close S21 6V-6W (NO)
Close TR 6W-6X (NC)
Clean FSR 6-19H (NO) (contact
can also be changed with
spare)
FS21 13-19J (NO) is to be
cleaned and broken wire etc. to
be connected.
Fault inside 2nd. 210 card.
Operate TR manually. (If
Manual switch is there, use
that.)
Clean and make TR
NO contact 8E-8L
Make sure that P32 6C-6E (NO)
closing
Adjust if required
Clean and make TR
6V-6X (NO) contact

AC/DC loco:

Check TR picking up or not, if TR not picking up

a. ADA may be defective.
b. In TRP 210 or 207 card may be defective.
If TR picking up but PCs not picking up,
a. Check TR interlock (8E-8L) for bad contact.
b. Check S31 (8l-8S) and GF (8L-8R) interlocks for bad contact.
If PCs picking up but GF contactor not picking up,
a. Check P32 and P2 interlocks (6D-6F) for bad contact.

10. DB not working:

Ensure BKRs picking up when SH kept in ‘OFF’ position. If not operate from other control
stand.

1. BKT not throwing to braking side when SH kept in Big ‘B’ position:
a. Check DMR picked up or not, if not troubleshoot.
b. Check P22 (23-23B) or P2 (23B-23C) N/C interlocks for bad contact.
c. If above are OK, operate from other control stand.

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2. If BKT moved to braking side but PCs not picking up check,
a. MCO may be isolated position.
b. Bad contact of BKT (23A-6A) interlock.
c. Bad contact of BKR1 (6B-8D) interlock.
d. Bad contact of BKT (8AA-8S) interlock.
3. P1, P21 & P31 picking up but S1 & P32 not picking up check,
a. Bad contact of BKT (6D-8P) interlock.
b. Bad contact of P1 (8P-8M) interlock.
4. If P32 alone not picking up, check
a. Bad contact of S1 (8M-8Y) interlock.
b. Bad contact of BKR3 (8Y-8V) interlock.
5. PCs picking up but GF contactor not picking up:
a. Bad contact of P32 (6D-6F) interlock.

11. Loco jerk during Dynamic Braking:

a. BKT interlock (61E-61DD) may have bad contact.

b. EC9 capacitor may be opened.
c. TA voltage setting may be more than 2 volts in Big ‘B’ position.
d. BKCP (Brush not touching properly) may be defective.

12. LM Showing Excess current during DB:

a. BKER may be opened.

b. R23 / R24 Wire cut at Grids.
c. Defective 292 / 492 card.

13. Poor Hauling Power or Low HP:

In maximum cases, such indication is due to inability of the engine. However, due to
defect or mull-operation of the circuits, sometimes, may cause such problems. By checking the
rack movement at 8th. notch on load, cause of low HP can be pin pointed. If the rack movement is
not maximum as specified (29.5mm in WDM2), then electrical may be held responsible.
Of course in case of PG Woodward governor the argument will not stand because
insufficient booster pressure or even wrong adjustment inside the governor may also force the
rack not to move full. If the rack movement is less than the limit in 8th notch, then check the
following:

a. In motoring condition, BKR contact 32D-22E should remain closed. Contact can be
assured cleaning the contact tip.
b. Breakage of FCP wire may cause the same problem
c. Movement (unwanted) of LCP in PG Governor causes this problem.
d. If the LCP brush-arm of GE Gov. becomes loose, same problem occurs. The mounting
screw is to be tightened then.

14. Engine bogs down under load:

N/C interlock of BKR1 (32C-32D) may have bad contact.

15. AFL coming during A-9 operation:

a. P1 Switch may be defective.
b. P1 switch setting may be less than P2 switch setting.
c. OTDR may be defective.

16. Loco shutdown with OSTA tripping:

a. Engine over speed during up transition and down transition at 8th notch.
b. OSTA setting may be less.
c. OSTA plunger may be defective.
d. Governor may be defective.
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17. Loco shutdown in 7th and 8th notches in OPS2 fitted locos.
a. Lube oil pressure may less than 3.5 kg / cm2.
b. OPS2 may be defective.
c. OTDR may be defective.
Note: To isolate the OPS2 from circuit give a loop to 50D& 50D24 at ESR2 or terminal board.

17. GR Tripping:

DEFECT CAUSE REMEDY

GR operation:- Explosive: check the source:-
The operation may be - if from main generator
during engine starting. (a) Dirty commutator Clean surface with 00 sand
Such ground fault is paper.
commonly known as (b) Brushes are sticky inside polish brushes
starting ground and is pockets
difficult to rectify without (c) Pig tails worked out of brush Cut the pigtail and throw out
adequate facility enroute. and touching ground
The loco may be allowed to (d) Foreign particle on Throw it out
run with this fault. But if it is commutator
a power ground
- if from power contactor
The loco fails positively if (a) Metal deposition inside arc Replace with parallel cont. arc
not rectified. chute chute. (Loco should run at
First check whether slow speed so that parallel
explosive or non- contactors do not operate.
explosive (b) Sluggish operation of Power Disconnecting the mgt. valve
Conts. one or two motor may be by-
passed if load permits.
(c) Foreign particles Throw it out.
If from Traction Motor(s)
(a) Commutator dirty Clean
(b) Broken or sticky carbon brush Attend as T/Gen.
(c) Foreign material Attend as T/Gen.
If from FS contactors
(To be attended as power
contactors excepting magnet
valve portion).
Non-Explosive:-
(A man with knowledge of power circuit can only rectify this type of ground fault with adequate
facility e.g. Megger, Avometer etc. However, some effort still can be made to find out the faulty
member and rectify, if possible, as stated below).
Foreign material inside Main Gen, Throw out the foreign material
Traction motor, BKTs, REVs,
PCs, FS Conts, WSRR, WSRs,
FCP etc.
Any broken wire touching ground Isolate or cut out the piece if
possible.
Traction motor cable(s) rubbing Separate them and tieing with
with motor cap(s) and the rope so that rubbing avoided
insulation is damaged (cut).

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18. Wheel slip relay operation:

DEFECT CAUSE REMEDY

Wheel slip indication
(First locate, which relay is getting energised and at what speed to understand the motor combinations
(transition).
For 0 to 30KMPH
(1st. Transition)
One or some of the FS Separate them manually. Also clean
contactors got welded. the tips.
WSR1 Unequal current flow in TM No. Check BKT1, REV1 and S1 for proper
1&4 operation.
Try to make them manually OK if any
fault is noticed.
WSR2 Unequal current in TM No. 2 & 5 Check BKT2, REV1 and S31 for
proper operation.
Attend as above.
WSR3 Unequal current in TM No. 3 & 6 Check BKT1, REV1 and S21 for
correct operation.
Attend as above.
All the relays operating one WSRR open circuited Connect the broken wire if possible.
after another
NOTE In case of pinion slip and locked axle due to axle bearing / TM bearing sieze, wheel slip
indication will be experienced. And also in case due to brake binding, wrong adjustment of slack
adjuster, inadequate brake cyl. travel, oil dropping on particular wheel etc., wheel slip is experienced.
They are also to be checked. Also and can be found out on checking only.
Wheel slip experienced at One or some of the FS Check for Mechanical blocking. Check
speed range of 30 KMPH contactors are not operating. broken wire of opt. coil.
to 47 KMPH or at30
KMPH only. FS22, 23, 24 & 26 not Check FS21 interlock for closing during
operating. operation.
Check broken wire from opt.
Coil & inter- lock.
Wheel slip at a speed of
47 KMPH and above
WSR1 operating Either P2 or P31 not operating Check leakages on magnet valves.
WSR2 operating Either P22 or P32 not operating Check leakages on magnet valves.
WSR3 operating Either P1 or P21 not operating Check leakages on magnet valves.

Other than these, if any of the six motors got defective, two motors can be isolated and loco
can be run with four motors. In that case, S1 or S21 or S31 can be dumied putting wedge inside
concerned magnet valve. Following chart will help to locate the concerned contactor for any motor
with different WSR operations.

Contactor Motors WSRs

S1 1&4 1
Series Parallel S21 3&6 3
S31 2&5 2
P1 4 3
P21 6
Parallel P31 5 1
P2 1
P22 3 2
P32 2

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Finding out a faulty motor
Say, in one locomotive, in series parallel circuit (0 to 47 Kmph) WSR1 is getting operated. S1
magnet valve is to be disconnected or wedged first. If load permits, train speed increase. Transitions
will take normally. But when it will attain a speed of 47 Kmph. and second transition will pick up,
wheel slip will again be experienced. Check the relay getting operated. If WSR1 is getting operated
again, then TM1 is faulty. Disconnect or wedge P2 magnet valve. Above 47 Kmph, the locomotive will
run with 5 Motors. If WSR3 operates during parallel transition (above 47 Kmph), isolate TM4 wedging
or disconnecting P1 magnet valve. This type of isolation helps in Mail/Express services, where loco
runs with lesser loads.

19. Operation of power contactors are erratic:

Operation of PCs is dependent on magnet valve operation. Find out the faulty contactor and
operate manually by wedging respective magnet valve armature. If it operates, then check the circuit
if given:
DEFECT CAUSE REMEDY
S1 not operating BKR 8C-8D (NC) open Make them close or clean
ECS 8D-18A (RUN) or contact
P1 8F-8M (NC) open
S21 not operating P21 8M-8Z (NC) open Make them close or clean
but S1 operating contact
S31 not operating P31 8M-8G (NC) open Make them close or clean
S1&S21 operating contact
P1 P21 & P31 not S31 8L-8S (NC) open Make them close or clean
Operating contact
P2 not operating S1 8K-8U (NC) open Make them close or clean
P22&P32 operating contact
P22 not operating S21 8K-8W (NC) open Make them close or clean
P2&P32 operating contact
P32 not operating S31 8K-8W (NC) open Make them close or clean
P2&P22 operating contact
P2, P22 & P32 not GF 8L-8R (NC) open Adjust gap (not more than 1/8”)
operating and P21 8E-8K (NO) and ensure proper operation.
Excessive gap

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Sometimes reverser magnet valves do not operate due to loss of contact in control stand. In
that case, driver should work from other control stand. Driver should also try to operate from other
control stand, in case of any trouble experienced in controlling engine speed etc.

20. HOT ENGINES

It is experienced in summer season to the maximum extent. Normally locos do not fail enroute
due to hot engine. But if the locomotive is equipped with ETR, the diesel engine comes to IDLE after
ETS operation. As the viscosity of lube oil goes down with increase in temperature, due to sudden fall
in engine speed, the lube oil pressure drops below the drop out setting pressure of OPS. As a result
engine shuts down and could not be restarted, till the temperature of the diesel engine comes down,
and the viscosity of lube oil goes up. Normally most of the sheds bypassed the ETR so that after
operation of ETS, engine speed does not drop to idle. Driver gets the audio-visual indication only.
Getting this indication, driver should notch down to 6th notch or so and slowly pass the blocked
section. The alarm gong will go on sounding. As soon as he reaches the next station, he should
notch down to 3rd notch and not to IDLE. GF switch should be put off on 3rd notch itself, so that the
lube oil pressure is maintained at its safe value. After putting off GF, he should start FAST
PUMPING. In summer, if engine gets shut down causing low lube oil pressure, it normally takes 1
hour or more to cool in a state when radiator fan does not work, and leads to loco failure.

Amal/STI DTTC/DSL/KZJ