= RW-Locomotive = Features of the electrical circuit of TEM18DM diesel locomotives equipped with ESUVT and PKEP-802B switch with electric drive

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Features of the electrical circuit of TEM18DM diesel locomotives equipped with ESUVT and PKEP-802B switch with electric drive

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A.G. KHLYZOV,
Gubkin, Belgorod region

PURPOSE OF RELAYS AND INTERLOCKS
The breaking contact Ш2 between wires 248, 242 does not allow the RU7 relay to be turned on.
Time relay RV6 prevents simultaneous shutdown of contactors 1112, Ш1.
The breaking contact Sh1 between wires 4035, 4036 does not allow the RET relay to be turned on when the contactor Sh1 is turned on.
The intermediate relay RU40, together with the relay RV6, serves to reduce the current load on the output circuits of the control unit (BR), which generates this signal, as well as to implement a time delay when turning off the Sh1 contactor to reduce the arc on the main contacts of the Sh1 contactor.
The intermediate relay RU41 serves to reduce the current load on the output circuits of the control unit (BR), which generates this signal to turn on the Sh2 contactor.

FAN CONTROL AND AUTOMATIC COOLANT TEMPERATURE CONTROL
Control of the diesel automatic temperature control system (SART), i.e. fan and blinds of the refrigeration chamber, can be done either automatically or manually. For this purpose, the locomotive circuit includes temperature sensors-relays (thermal relays) and toggle switches on the driver and assistant control panel.
To enable the operation of the SART system and protect the circuits in the VVK, it is necessary to turn on the AB23 “SART Power Supply” machine, and on the PU1 remote control turn on the SA8 “Automatic refrigerator control” toggle switch. In this case, the circuit is assembled: “plus” AB cable 71 knife switch RB cable 72 fuse PP2 for 125 A cable 73 shunt LUA1 for 100 A -> cable 74 resistor SZB wire 107x2 -> choke DRS -> wire 6000 clamp 2/8 wire 523 closed contacts of the automatic machine AB23 wire 522 -> r.k. relay PMM2 -> wire 638 -> connector X7 (3) toggle switch SA8 “Automatic control of the refrigerator.”
Let's consider the operation of the diesel coolant circuit. Through the closed contact of the toggle switch SA8 “Automatic control of the refrigerator”, connector X6 (26), wire 446, connector P1OVS (13), wire 748, terminals 8/9,8/10, wire 836, power is supplied to the thermal relay PT1, which closes its contact at coolant temperature (+80 °C) and supplies power to relay RU19 through the circuit: closed contacts of thermal relay PT1 -> wire 832 -> clamp 8/11 wire 717 -> connector P10BC (10) -> wire 725 -> “plus” » RU19 coils, wire 502 -> “minus” of the 3/6 clamp.

Relay RU19 turns on and closes its interlocks:
V blocking RU19 in wires 513, 270 supplies power to valve VP1 “Water blinds” through the circuit: closed contacts of toggle switch SA8 “Automatic refrigerator control” -> connector X6 (28) wire 838 clamp 2/40 -> wire 513 -> closed contact RU19 wire 270 -> clamp 2/44 wire 435 -> connector P10BC (7) -> wire 475 -> clamp 8/5 -> wire 835 “plus” valve coil VP1 “Water blinds” wire 313 -> “minus” clamp 8/2;
/ blocking RU19 in wires 513, 410 supplies power to the valve VPZ “Upper blinds” through the circuit: clamp 2/40 wire 513 -> closed contact RU19 wire 410 -> clamp 2/43 wire 432 connector R10BC (6) wire 479 clamp 8 /6 wire 833 -> “plus” of the valve coil VPZ “Upper blinds” wires 483,484, 313 -> “minus” of clamp 8/2.
(End. For the beginning, see “Lokomotiv” No. 7 - 9, 2023)
As a result, the water shutters and the top shutters open. With a further increase in the temperature of the diesel coolant above 84 °C, the contacts of the thermal relay PT2 are closed and the power circuit of the intermediate relay PCT2 is assembled along the circuit: closed contacts of the toggle switch SA8 “Automatic control of the refrigerator” -> connector X6 (28) -> wire 838 clamp 2/40 - > wire 491 connector R10BC (9) -> wire 750 clamps 8/13, 8/14 -> wire 445 closed contacts of thermal relay TP2 (84 °C) wire 498 -> clamp 8/15 wire 511 -> “plus” intermediate coil relay PCT2 wire 9006 “minus” clamp 8/3.
Relay PCT2, when turned on, closes its contact and supplies power to valve VP4 “Fan clutch” via the following circuit: closed contacts of toggle switch SA8 “Automatic refrigerator control” -> connector X6 (28) -> wire 838 -> clamp 2/40 -> wire 491 connector P1 OVS (9) wire 750 clamp 8/13 wire 9007 closed contact PCT2 -> wire 9008 clamp 8/16 wire 9009 connector P1 OVS (11) -> wire 437 -> clamp 2/39 wire 1114^ connector X6 (27) closed contacts of toggle switch SA8 “Automatic refrigerator control” connector X6 (22) -> wire 576 closed relay contact KU17 wire 219 -> connector P10BC (8) wire 222 clamp 8/7 -> wire 822 -> “plus” coil valve VP4 “Fan clutch” wire 483,484,313 -> “minus” clamp 8/2.
As a result, the fan comes into operation. In this case, the HL1 “Fan Clutch” LEDs on both control panels PU1 and PU2 light up simultaneously. The fan turns off and the shutters close when the coolant temperature drops between 3 and 6 °C.
Let's consider the operation of the charge circuit coolant. At a coolant temperature of the charge circuit of 35 °C, the contacts of the thermal relay PT5 close and the intermediate relay PCT1 receives power through the circuit: closed contact of the toggle switch SA8 “Automatic control of the refrigerator” connector X6 (26) wire 446 connector P10BC (13) wire 748 clamps 8/9, 8/10 -> wire 487 -> closed contact of thermal relay PT5 wire 503 clamp 8/12 -> wire 9001 -> “plus” of the coil of the intermediate relay PCT1 -> wire 9002 -> “minus” of clamp 8/3.
Relay PCT1, when turned on, closes its contact and supplies power to valve VP5 “Air cooler water shutters” through the circuit: closed contact of toggle switch SA8 “Automatic refrigerator control” connector X6 (26) -> wire 446 -> connector P1 OVS (13) -> wire 748 clamp 8/9 wire 9003 closed contact PCT1 wire 9004 clamp 8/8 wire 485 -> “plus” valve coil VP5 wire 567 “minus” clamp 8/2, which leads to the opening of the side coolant shutters of the charge circuit.
With a further increase in temperature to 55 °C, the contacts of the thermal relay PT6 close and the intermediate relay PCT2 receives power through the circuit: closed contacts of the toggle switch SA8 “Automatic control of the refrigerator” connector X6 (28) wire 838 -> clamp 2/40 wire 491 connector P10BC (9) -> wire 750 clamps 8/13, 8/14 wire 499 -> closed contact of thermal relay PT6 -> wire 510 -> clamp 8/15 -> wire 511 “plus” of the PCT2 relay coil -> wire 9006 -> “minus” clamp 8/3.
Relay PCT2, when turned on, closes its contact and supplies power to valve VP4 through the circuit: closed contacts of toggle switch SA8 “Automatic refrigerator control” connector X6 (28) wire 838 clamp 2/40 -> wire 491 -> connector P10BC (9) -> wire 750 clamp 8/13 -> wire 9007 closed contact PCT2 wire 9008 -> clamp 8/16 wire 9009 -> connector P10BC (11) -> wire 437 clamp 2/39 wire 1114 -> connector X6 (27) closed toggle switch contacts SA8 “Automatic control of the refrigerator” -> connector X6 (22) wire 576 closed relay contact KU17 wire 219 -> connector P10BC (8) wire 222 -> clamp 8/7 wire 822 -> “plus” valve coil VP4 “Fan clutch” wires 483,484, 313 -> “minus” of clamp 8/2.
As a result, the fan comes into operation. At the same time, the valve VPZ “Upper blinds” receives power from clamp 2/39 through the circuit: clamp 2/39 -> wire 440 -> r.k. blocking relay RU19 -> wire 410 -> clamp 2/43 wire 432 connector R10BC (6) wire 479 -> clamp 8/6 wire 833 “plus” valve coil VPZ “Upper blinds” wires 483, 484, 313 -> “minus” » clamp 8/2. This chain will be used if the chain to the upper louvres from the diesel coolant circuit has not been previously assembled. When the fan is turned on, the HL1 “Fan Clutch” LEDs on the remote control PU1 and PU2 will light up. The fan turns off and the shutters close when the coolant temperature drops between 3 and 6 °C.
In the automatic operating mode of the SART, the toggle switches for manually turning on the blinds and fan are also active and can be used (for example, for forced cooling of a diesel engine). However, since turning on the toggle switch will have priority for opening the corresponding blinds or fan, after cooling the diesel engine, it is imperative to turn off this toggle switch to return to normal automatic control operation. If disturbances are detected in the operation of the automatic temperature control system for diesel coolants, it is permitted to switch to emergency manual mode and upon return to the depot, it is mandatory to identify and eliminate the malfunction. When switching to the manual operating mode, it is necessary to remove the seal, and after eliminating the malfunction, reseal the SA8 “Automatic refrigerator control” toggle switch. With manual control, diesel temperature control is carried out by the driver and temperature control is performed using the corresponding diagnostic screens on the driver’s display. After troubleshooting and when switching to automatic temperature control mode, you should turn on toggle switch SA3 “Automatic refrigerator control” again and be sure to move the toggle switches used for manual control to the off position.
In the circuit of valve VP4 “Fan Clutch” there is a blocking relay KU17, which prevents the supply of power to valve VP4 when the diesel engine is stopped. It is not recommended to turn on the fan without turning on the side and top blinds.

TRANSITION RULES WHEN CHANGING THE CONTROL PANEL
To switch from the control panel PU1 to the control panel PU2, you must perform the following steps:

• J on the PU1 remote control, move the handle of the auxiliary brake valve No. 254 to position VI until pressure appears in the TC of at least 3.5 kgf/cm2, at the same time the pressure alarm CD2, located on the auxiliary brake line (MBT) pipeline, is activated, which closes its blocking and supplies power to the VNZ valve (VV-32); when turned on, the VNZ valve unlocks the VCU1 switch by supplying air from the supply line to the VCU1;
• J the driver's crane handle No. 395 must be in position II on PU1 to create the ability to control the brakes using the driver's crane No. 205 on PU2;
• J on PU2, move the handle of the auxiliary brake valve No. 254 to position VI until a pressure in the TC appears at least 3.5 kgf/cm2 (in this case, there will be no air leaks during the transition);
• J turn the VCU1 switch on the PU1 remote control to position “3” and remove the key;
• J insert the key and turn the VCU2 switch on PU2 to position “1”;
• J move the handle of valve No. 254 on PU1 to position II.

After completing all of the above steps, you can control the brakes from the assistant driver’s console using crane No. 205.
When transferring the control panel from PU2 to the driver's console PU1, you must:

• 0 move the handle of valve No. 205 to position II;
• 0 move the handle of valve No. 254 to position VI on PU2 to a pressure of not lower than 3 - 3.5 kgf/cm2, and the pressure alarm SD1 will go off, which will power the valve VN4 (when turned on, it unlocks the VCU2 switch by supplying air from the supply highway to VCU2);
• 0 move the handle of valve No. 254 on PU1 to position VI until pressure appears in the TC of at least 3.5 kgf/cm2;
• 0 turn the VCU2 switch on PU2 to position “3” and remove the key;
• 0 set the handle of valve No. 254 on PU2 to position II;
• 0 insert the key and turn the VCU1 switch on PU1 to position “1”.

If there are two keys on the locomotive, when changing the control panel, the keys VCU1 and VCU2 should not be removed from their sockets.
Let's consider what will happen in the electrical circuit when the driver changes the control panel. First, let’s look at the operation of the circuit when controlled from the remote control PU1 after switching the VCU1 switch to position “1”. In this case, a power circuit is created on the relay PMM1 of the driver’s location along the circuit: clamp 1/6 wire 863 connector X11 (7) -> closed contacts of the VCU1 switch
connector X11 (8) -> wires 763, 319 -E r.k. blocking PMM2 -> wire 352 “plus” relay coil PMM1 wire 396 “minus” clamp 3/12.
At the same time, from wire 763 and resistors SL42, SL43 they will receive power on the right side of the driver’s location lamp L42, L43.
After turning on the PMM1 relay:

• lock PMM1 opens in wires 7331, 7330 and disconnects PU2 from automatic control of the refrigerator;
• the PMM1 lock in wires 342,309 is opened and does not allow the PMM2 relay to be turned on, which prohibits simultaneous operation from both remote controls;
• the PMM1 interlock is closed in wires 673, 2591, which prepares the power circuit for toggle switches SA2 “Machine Control” and SA3 “Transition Control” on the control panel PU1;
• the next blocking VCU1 is closed on PU1 in wires EZ-E4 and prepares the power circuit for the SB “Brake Release” button;
• another interlock VCU1 is closed and relay RU31 and LED HL2 (the location of the driver at PU1) are supplied with power via the circuit: “plus” AB cable 71 -> switch blade RB -> wire 720 and from machine AB4 to wire 4817 and then through closed contacts of the AB16 machine “Brake equipment” -> wires 4826, 4827 -> contact 9 of connector X11 -> closed contact VCU1.

From VCU1, LED HL2 (driver's location at PU1) is powered by one wire: pin 11 of connector X11, wire 4853, clamp 2/54 of wire 4825.651 -E knife switch RB -> cable 105 “minus” AB.
The other wire supplies power to the RU31 relay through the circuit: closed contact VCU1, contact 10 of connector X11 -> wire 4839 -> “plus” relay coil RU31, wires 4838.4885 -E terminals 2/53, 2/54 wires 4825.651 -E knife switch RB cable 105 “minus” AB.

After turning on relay RU31:
> the interlock is closed between wires 4001,428 and power is supplied to the main BEL set pointer via the circuit: clamp 1/8 of wire 2757, 428 -> closed interlock RU31 -> wire 4001 -> contact 6 “main set point” BEL (in this case the BEL itself becomes active controller and toggle switches);
> the interlock is closed between wires 4826,4835 and power is supplied to the coil of the BO2 release valve of the driver's crane attachment No. 395M-7 via the circuit: wire 4826 -> closed contact RU31
wire 4835 pin 21 of connector X11 -> wire 232 pin 2 of connector X2 -E coil B02 and at the same time the LED B02 lights up;
> the interlock is closed between wires 4826,4832 and power is supplied to the coil of the brake valve VT5 of the driver's crane attachment No. 395M-7 via the circuit: wire 4826 closed contact RU31
wire 4832 pin 22 of connector X11 wire 233 -> pin 5 of connector X2 coil VT5 and at the same time the LED VT5 lights up;
> the interlock is closed between wires 4871,4864 and prepares the power circuit for the emergency relay of the RKA crane;
> the interlock between wires 4827,4841 opens and does not allow the RU32 relay to be turned on through the interlock of the driver controller contact No. 395 when controlled from the PU1 remote control;
> the blockage between wires 4826,4822 is opened and does not allow power supply to the driver’s tap No. 205 at PU2 when controlled from the PU1 remote control.
Let us now consider the operation of the circuit when controlled from the remote control PU2 after switching the VCU2 switch to position “1”. In this case, a power circuit is created on the PMM2 relay of the driver's location along the circuit: clamp 1/6 wire 862 -> connector X7 (33) -E closed contacts of the switch VCU2 -> connector X7 (34) -E wire 7343,342 r.k. blocking PMM1 wire 309 -E “plus” relay coil PMM2 wire 346,396 -> “minus” clamp 3/12.
At the same time, from wire 7343, resistors SL40, SL41 they will receive power on the left side of the driver’s location lamp L40, L41.
After turning on the PMM2 relay:
the PMM2 lock in wires 522, 638 opens and disconnects PU1 from the automatic control of the refrigerator;
< the PMM2 lock in wires 319,352 opens and does not allow the PMM1 relay to turn on, which prohibits the simultaneous operation of both remote controls;
the PMM2 interlock is closed in wires 7351,7350, which prepares the power circuit for the SA2 “Machine Control” and ZAZ “Transition Control” toggle switches on the PU2 console;
< another interlock VCU2 is closed and relay RU32 and LED HL5 (driver location at PU2) receive power via the circuit: “plus” AB -> cable 71 knife switch RB, wire 720 and from the AB4 machine to wire 4817 and then through the closed contacts of the AB16 machine “ Brake equipment" wires 4826,4827 r.k. relay RU31 wire 4841 pin 15 of connector X11 wire 210 -> pin 9 of connector X1 -E through the driver's crane handle closed in position II No. 395 wire 209 pin 14 of connector X11 -> wire 4869 clamp 2/52 -> wire 4870 pin 35 of connector X2 PU2 -> closed contact VCU2.

From VCU2, one wire receives power from the HL5 LED (driver location at PU2) via the circuit: pin 32 of connector X7 -> wire 4855, clamps 2/53, 2/54 wires 4825.651 knife switch RB cable 105 “minus” AB.
The other wire supplies power to the RU32 relay through the circuit: closed contact VCU2, contact 36 of connector X7, wire 4842 “plus” relay coils RU32, wire 4885 -> terminals 2/53, 2/54 wires 4825.651 knife switch RB cable 105 “minus” AB.
After turning on relay RU32:
❖ the RU32 interlock is closed between wires 4002, 2757 and power is supplied to the additional BEL master via the circuit: clamp 1/8 wire 2757 closed RU32 interlock -> wire 4002 -E contact 7 “additional master” BEL (in this case the master itself and the toggle switches become active );
❖ the RU32 interlock is closed between wires 4822, 4821 and power is supplied to the driver’s tap No. 205 at PU2 via the circuit: wire 4817 through the closed contacts of the AB16 “Brake equipment” machine, wire 4826 r.k. blocking RU31 wire 4822 closed blocking RU32 wire 4821 -> pin 8 of connector X6-E wire 8 -> pin 8 of driver's crane No. 205;
❖ the RU32 interlock is closed between wires 4836, 4834, 4835 and power is supplied to the coil of the BO2 release valve when
operator crane rates No. 395M-7 along the circuit: wire 4836 closed contact RU32 -> wires 4834, 4835 -> contact 21 of connector X11
wire 232 contact 2 connectors X2 coil BO2 contact 6 connectors X2 wires 240,236 contact 25 connector X11 on PU1 -E wire 4845 -E terminals 2/53, 2/54 -> wires 4825, 651 “minus AB” (at the same time the BO2 LED lights up) ;
❖ the interlock is closed between wires 4833.4831 and power is supplied to the coil of the brake valve VT5 of the driver's crane attachment No. 395M-7 through the circuit: wire 4833 -E closed contact RU32 wires 4831.4832 contact 22 connector X11 -E wire 233 -> contact 5 connector X2 -> coil VT5 pin 6 of connector X2 -E wires 240, 236 -E pin 25 of connector X11 on PU1 wire 4845 clamps 2/53, 2/54 -> wires 4825, 651 “minus” AB (at the same time the VT5 LED lights up);
❖ the RU32 interlock is closed between wires 4871, 4880 and prepares the power circuit for the emergency relay of the RKA crane;
❖ the RU32 interlock opens between wires 4828,4840 and does not allow the RU31 relay to be turned on through the contact interlocks of the driver controller No. 395 when controlled from the PU2 remote control.
When controlling tap No. 205 and placing the handle in position VI from the PU2 remote control, a circuit is assembled: a closed contact in position VI of the handle of tap No. 205 contact 6 of the tap wire 6 contact 6 connector X6-E wire 4847 RPR coil wires 4846,4838,4885 clamps 2/ 53.2/54 wires 4825.651 “minus” AB.
After switching on, the RPR relay closes its blocking in wires 4828, 4874 and assembles a power circuit to the emergency braking valve of the ET (KS) through the circuit: wire 4817 closed contact AB16 “Brake equipment” -> wires 4826, 4827, 4828 -E closed contact RPR - > wire 4874 -> connector P11 (5) wire 4830 -> connector 1 valve coil ET connector 2 wire 4829 connector P11 (6) -> wire 4875 -> clamp 2/54 -> wires 4825.651 -> “minus” AB . The HM is discharged through the KS valve into the atmosphere.
At the same time, another RPR interlock closes and receives power from the RKA relay (emergency brake control relay) through the circuit: clamp 1/3 wire 925 connector X7 (13) -E through the closed contacts of the toggle switch SA10 “Relay switch RU14” connector X7 (16) wire 4863 clamp 2/46 wire 4890 closed contact RPR wire 4867 relay coil RKA wire 4865 “minus” clamp 3/6.
When turned on, the RKA relay collects the following circuits:
it becomes self-powered through its own RKA blocking in wires 2801.4867;
the RKA lock is closed in wires 4860.4861 and receives power from the RU 14 relay through the circuit: clamp 1/3 wire 925 -E connector X7 (13) through the closed contacts of the toggle switch SA10 “RU14 relay switch” connector X7 (16) wire 4863 clamp 2/ 46 -E wires 4890, 2801 -E closed interlock RKA wire 4861 clamp 2/47 wire 4881 -> “plus” relay coil RU14 -> wire 924 “minus” clamp 3/5.
When turned on, relay RU14 disassembles and assembles the following circuits:
□ opens its blocking RU14 in the power supply circuit of the contactor KV and RKV, and the locomotive’s movement pattern is analyzed;
□ closes its blocking RU14 in wires 903,902 and valve KP1 receives power (sand is supplied under the 1st wheel pair); if at the same time toggle switch SA17 “Full supply of sand” is turned on at PU1, then through another closed interlock RU14 in wires 200,209 sand will be supplied to other wheel sets;
□ closes the interlock in wires 903, 928 and supplies power to the typhon valve.
The same process will occur with the supply of sand and with the supply of the Typhon signal when using emergency braking with crane No. 395 (the RK relay is turned on in the RKA circuit) and when manually acting on the KAET button (the KAET lock is closed in the RKA circuit), as well as when the EPC is activated ( the lower contacts of the pneumatic relay are closed in wires 952, 926 EPK and power is supplied to the relay RU14).

To stop the supply of sand and turn off the Typhon signal, it is necessary to move the toggle switch SA17 “RU14 relay switch” on the PU1 remote control, which will turn off the RU14 relay.
When the handle of tap No. 205 is moved to position I, the charging valve KZO4 (KEO) receives power through the circuit: contact 1 of the driver's tap handle No. 205, closed in position 1, wire 1 -> contact 1 of connector X6 -> wires 4843, 4856 -> coil valve KZO4 -> wire 4857 clamp 2/54 -E wires 4825, 651 -> “minus” AB. The KEO valve is activated and allows air from the PM into the TM, as a result of which the brakes are charged.
The PU2 remote control has a KAET emergency braking button. When it is pressed, the air from the diesel locomotive's engine escapes through the compressor chamber into the atmosphere and emergency braking occurs.

OPERATION OF THE BRAKE LINE WARNING SYSTEM
On air distributor No. 483, between the working chamber and the main part, a pneumoelectric sensor DPE No. 418 is installed. The operating principle of the brake line break alarm is as follows. In the event of a train brake line break or an end valve opening (break), additional discharge quickly spreads to the locomotive. The appearance of compressed air pressure in the additional discharge channel triggers the additional discharge sensor DDR and supplies power to the RU15 relay through the circuit: automatic SF1 “General control” connector X6 (44) wire 856 closed power contact of the KBU contactor wire 2780-E terminals 14/1, 14/2 -E wires 1955, 1868 clamp 14/15 -> wire 1867 through closed contact DDR -> r.k. contact DTC wire 1860 -> clamp 14/17 -> wire 1859 -E “plus” relay coil RU 15 wire 413,2576 “minus” clamp 14/8.
When activated, the RU15 relay closes its interlocks and assembles the following circuits:
/ closes the RU15 lock in wires 1955, 3644, 3645 and supplies power to the HL5 “Brake Line Broken” LEDs on PU1 and to the HL9 “Brake Line Broken” LED on the PU2 remote control;
/ closes the RU15 interlock and switches to self-supply via the circuit: wire 1955 -> closed interlock RU15 -E wire 1958 diode DR12 -E wire 1865 clamp 14/16 -> r.k. DTC -> wire 1860, clamp 14/17 -E wire 1859 and supplies power to the “plus” of the RU15 coil;
V simultaneously, through the blocking RU 15, a signal is sent to the BR (USTA) via wire 5150, which leads to the appearance of an information message about a break in the brake line;
V, the RU1.5 lock in wires 1972,1973 in the power supply circuit of the HF contactor is simultaneously opened, which leads to the removal of the load from the traction generator.
To restore the traction circuit and turn off the RU15 relay, it is necessary to move the handle of the driver’s auxiliary brake valve No. 254 to the braking position. In this case, the DTC lock will open, the RU15 relay will lose power and the traction circuit will be restored. At the same time, the signal to the USTA control unit will disappear and the information message will disappear. To ensure normal operation of the alarm, the DDR contacts must close when the pressure in the TM decreases by 0.02 - 0.03 kgf/cm2, and the DTC contacts open when the pressure further decreases by 0.04 - 0.08 kgf/cm2. When the operator's crane handle No. 395 is further moved to position I, and then position II, sensor No. 418 should not be triggered. During service braking, the RU15 relay is briefly activated, which signals that the system is working.

USE OF A BACKUP CONTROLLER IN THE EVENT OF BEL FAILURE
In the event of a failure of the electronic unit of the BEL controller or the position setter, a backup driver controller KMR (PRIF.648152.004-01) is provided to allow continued operation and the arrival of the diesel locomotive at the locomotive depot. The use of this controller is an emergency mode only to ensure the operation of the diesel locomotive upon arrival at the locomotive depot or to ensure the need for warming up during the cold season. Normal operation of a diesel locomotive using this controller is strictly prohibited!

To connect a backup controller, you must perform the following steps:
“> turn off the AB switch;
on the BEL unit, disconnect the XP1 connector of the external locomotive circuits and connect the connector of the driver’s backup controller to the connector of the locomotive harness.
In this case, the diesel locomotive is controlled as follows. Changing the direction of movement is done by switching the switch to the “Forward” or “Backward” position. The “Traction/Idle” toggle switch is used to switch between the corresponding modes. Changing positions is carried out using the “Digator position number” switch.
To start the diesel engine, it is necessary to set the mode toggle switch to the “Idling” position, and the position dial switch to the “0” position.
When using the driver's backup controller, the electrodynamic brake mode and the manifold burning mode become unavailable. Also, in this case, power is lost from the IT temperature meter, and therefore temperature readings will not be displayed on the driver’s display (the CART system will continue to work, since it is controlled by relay sensors).