ip-207-c nov 2012ip-207-c rev. 02 (11/20/12) -en service and troubleshooting guide ccb ii computer...

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R a i l V e h i c l e S y s t e m s

I P - 2 0 7 - CRev. 02 (11/20/12) -en

Service and Troubleshooting GuideCCB II Computer Controlled Brake for Pacific National Railways

CCB II Computer Controlled Brake Generation II Service and Troubleshooting Guide Doc. No. IP-207-C

Revision: 02 11/20/12-en

This document was originally written in English.

Knorr-Bremse Group / 92

Copyright 2009© NYAB. All rights reserved, including industrial property rights applications.NYAB retains any power of disposal, such as copying and transferring.

Contact address

New York Air Brake Corporation748 Starbuck AvenueWatertown, NY 13601USAPhone: +1 315 786 5200Fax: +1 315 786 5676www.nyab.com

CCB II Computer Controlled Brake Generation IIService and Troubleshooting Guide Doc. No. IP-207-C




Revision History

Rev. Date Name Para Description of Change

01 Jan/05 ALL Original Release

02 Nov/12 J. MarraALLSection 12.1.4 and 12.1.7

ReformattedLoctite 565 was 545





Table of contents

1 General Information 5

1.1 Technical changes 5

1.2 Target group for this document 5

1.3 Notes and warning messages 5

2 Introduction 7

2.1 Related documents 7

3 Safety Awareness 8

3.1 General Safety Awareness 8

4 General Description and Information 11

5 Setting Up the CCB II Brake System 14

6 Calibrating the CCB II Brake System 22

7 Using the CCB II Event Log 27

8 Troubleshooting CCB II Electronic Air Brake Systems 35

9 CCB II IPM Fault Corrective Actions 37

10 Using the CCB II Self Test 42

11 Using the CCB II Diagnostic "Trace" Messages 50

12 Maintaining the CCB II Brake System 55

13 Appendixes 71





1.1 Technical changes

NYAB reserves the right to change the equipment or this document at any time without giving special notice.

1.2 Target group for this document

This document is intended for use by NYAB trained service technicians who

have the skill, experience, safety awareness and professional ability:

to remove and install the equipment,

to inspect, maintain and debug the equipment,

have read and understood this document from start to finish, and

are familiar with the safety codes and accident prevention regulations for these activities.

1.3 Notes and warning messages

Warning messages are subdivided into the following hazard levels in this document:

1 General information

DANGERPlease read this document carefully from start to finish to ensure safety of operation and to avoid personal injuries and damage to equipment.

NOTEThis document will be useful to other target groups as well, e.g. project engineers.

However, it does not claim to provide complete information for such target groups.

DANGERPlease read this document carefully from start to finish to ensure safety of operation and to avoid personal injuries and damage to equipment.





Safety notes have a specific structure which is explained here for DANGER:

Notes do not contain any messages relevant to safety and are included only for the sake of complete-ness.

Warning messages in other parts of this Description draw your attention to the individual risks concern-ing your use of the product. Warning messages and notes generally precede the descriptions of the relevant applications.

WARNINGFailure to comply with these instructions may lead to irreversible physical injuries which may have fatal consequences.

CAUTIONFailure to comply with these instructions may lead to personal injuries and/or to damage to the unit or the environment.

DANGERSource of the danger

Consequences of the danger

Remedial measures

NOTENotes contain useful hints and additional information about the unit.





This description contains particulars specific to the CCB II Computer Controlled Brake application for Pacific National Railways and discusses installation and maintenace of the components.

2.1 Related documentsThe related installation drawings specific to each component must be consulted.

2 Introduction





3.1 General Safety Awareness

3.1.1 Observe all rules and regulations of the railroad where the equipment is being used. Whenever there is a conflict between the instructions in this manual and the instructions of the user railroad, the rules and regulations of the user railroad will govern.

3.1.2 When performing any test work on devices or equipment while they are on the vehicle (on vehicle test, etc.) special precautions must be taken to ensure that vehicle movement will not occur which could result in injury to personnel and/or damage to equipment. Make sure the handbrake is applied and that the wheels are chocked to prevent vehicle from moving.

3.1.3 Shut off power and open airbrake breaker whenever continuity is to be checked or when handling equipment connections. When shutting off power by means of knife or switch.

3.1.3.1 Attach an approved WARNING tag to the open breaker

3.1.4 De-pressurize air system before loosening connections or components. Before removing any component from its mountings, the train must be safely parked. To prevent personal injury, all main reservoir, brake supply reservoir, and brake cylinder on the affected vehicle must be vented.

3 Safety Awareness

WARNINGHigh Voltages (AC and/or DC) are present. Always exercise extreme care when working in close proximity to electrically energized appa-ratus or when making current measurments. To prevent receiving electrical shock when performing electrical tests, hands must be clear of electrical components, contacts, and housing. There must be no bodily contact with the work area.

Failure to comply with these instructions may lead to irreversible physical injuries which may have fatal consequences.

WARNINGEnsure that power and/or switches are turned off prior to making any electrical connections/disconnections.

Failure to comply with these instructions may lead to irreversible physical injuries which may have fatal consequences.





3.1.5 "Bottled" up air under pressure (even though air supply is cut off) may cause gaskets and/or particles of dirt to become airborne and an increase in sound level when any component part is removed from the equipment arrangement. Personal eye and ear protection must be worn and care taken to avoid possible injury when performing any work on these component parts.

3.1.6 The use of an air jet, which must be less than 30 PSIG, to blow parts clean or to blow them dry after being cleaned with a solvent will cause particles of dirt and/or droplets of the cleaning solvent to be airborne. These particles and droplets may cause skin and /or eye irritation. Personal eye protection must be worn to protect the eyes from possible injury. When using an air jet do not direct it toward another person.

3.1.7 If degreasing fluids are used for cleaning purposes, the current local safety regulations plus the safety precautionary statements of the manufacturer of the cleaning agent must be adhered to. Otherwise, physical harm could result from the inhalation of toxic fumes. Make sure the area is well ventilated when working with materials that produce harmful fumes.

3.1.8 Personal eye protection must be worn when doing any work to protect eyes from possible injury.

3.1.9 Where fasteners removed from the equipment are not satisfactory for reuse, care must be taken to select replacements that match the originals. Mismatched or incorrect fasteners can result in equipment damage or malfunction, or possible personal injury.

WARNINGCleaning using compressed air can cause particles to become air-borne, be sure to:

• Wear eye protection

• Do not exceed 30 PSI

Failure to observe these safety precautions can lead to injury.

WARNINGSolvents and solvent fumes can be harmful to health, when using solvents, be sure to:

• Wear eye, skin, and respiratory protection

• Work in a well-ventilated area

• Avoid repeated or prolonged contact

• Keep solvent container closed

• Keep solvent away from sparks, flames, and heat

Failure to observe these safety precauitons can lead to injury or intoxication.





3.1.10 To ensure the correct functioning of each component, use only the manufacturers genuine spare parts as replacements.

3.1.11 Appropriate tool selection is required when performing all maintenance operations to avoid personal injury.

3.1.12 Person(s) having the appropriate job skill level, as governed by the user railroad, are required when performing maintenance and/or operational tasks with the brake system and system components.

3.1.13 Whenever a valve or system component is removed from a vehicle for any reason, and it is reinstalled or replaced with a new or repaired and tested component, a stationary vehicle air brake test and an equipment test must be performed to ensure that the component functions properly within the system.

3.1.14 When air pressure measurements are to be made for the purpose of pressure level verification and/or adjustment, an air brake test gauge having an accuracy of ± 1 PSI is required.





The Second Generation Computer Controlled Brake System (CCB II) is designed for use on passenger and freight locomotives. The brake system is compatible with 26L type and electro-nic air brake (EAB) equipment.

The CCB II system is a microprocessor based electro-pneumatic brake control system. All logic, other than the initiation of an emergency brake application, is of computer control.

Control of the Lead/Trail functions and brake pipe cut-in and cut-out and Cab A/Cab B selec-tion is accomplished through the FIRE display menu selection located on the operator’s con-sole.

The CCB II system is comprised of distributed electronics that are linked via a network. The electro-pneumatic control unit (EPCU) Figure 4-1, mounted in the locomotive brake bay, con-sists of modularized line replaceable units (LRU’s) that control the development of all pneumatic control pressures.

On the EPCU, five of the LRU’s are ‘intelligent’ and communicate via the network. They are:

Brake Pipe Control Portion (BPCP) - Contains the brake pipe relay and provides cut-in and cut-out of brake pipe as well as emergency application.

Equalizing Reservoir Control Portion (ERCP) - Provides brake pipe control pressure.

13 Control Portion (13CP) - Provides bail off (actuating) pipe pressure.

16 Control Portion (16CP) - Provides brake cylinder control pressure.

20 Control Portion (20CP) - Provides independent application and release pipe pressure.

The EPCU also contains:

Brake Cylinder Control Portion (BCCP) - Houses the brake cylinder relay.

DB Triple Valve (DBTV) Portion - Provides pneumatic backup in the event of electronics failure.

Power Supply Junction Box (PSJB) - Contains the EPCU power supply.

4 General Description and Information





FIGURE 4-1 EPCU

Also, located in the locomotive brake bay is another ‘intelligent’ LRU:

Main Reservoir Equalizing Pipe (MREP) Control Portion – Contains flow reading function for the main reservoir equalizing pipe.

The operator commands the computer through the active Electronic Brake Valve Controller (EBV) Figure 4-2. The EBV is also on the network and signals the handle positions for Automatic an Independent braking. An exception is the initiation of an emergency brake application which is propagated mechanically through a vent valve by placing the automatic handle into the Emergency position.

FIGURE 4-2 Vertical (Bulkhead) EBV





The main computer for the CCB II system is the Integrated Processor Module (IPM) Figure 4-3. The IPM:

• Is generally mounted in the locomotive nose cab and performs all interfaces to thelocomotive computer (FIRE).

• Communicates with the ILC via High-Level Data Link Control (HDLC) and communica-tes with the EPCU and EBV’s via the network.

• Provides binary outputs to drive electro-mechanical relays for the locomotive interface.

• Communicates to the FIRE for Alerter messaging, crew messaging, and diagnostic faultmessaging.

FIGURE 4-3 IPM

The electro-mechanical relays are physically mounted in the Relay Interface Module (RIM) which is generally mounted in the nose cab.

The CCB II system performs several diagnostic functions: Self Test, Calibrations, and Fault Flagging.

The CCB II system provides a back-up pneumatic brake cylinder control in the event of compu-ter failure or loss of electrical supply. This function is provided by the manifold-mounted DB Triple Valve and will allow the normal operation of the locomotive under several failure modes.





The CCB II brake system may be set-up in Lead (brake pipe cut-in or cut-out) or in Trail (brake

pipe cut-out). The system is set-up via interface with the locomotive computer screens.

5.1 FIRE LOCOMOTIVE BRAKE - SETUP MODE OVERVIEW

There are six modes of operation for the CCB II Electronic Air Brake (EAB) system. They are:

LEAD CUT-IN or SINGLE UNIT - Independent brake control is available via the electronic

brake valve (EBV) Independent handle. Equalizing reservoir (ER) control is available via

the EBV Automatic handle. The brake pipe pressure is ‘Cut-In’ and follows equalizing reser-

voir pressure. When the Auto handle is moved to Release (REL), ER and brake pipe (BP)

will charge to the ER release pressure determined during Air Brake setup.

PASSENGER (if equipped) - Independent brake control is available via the electronic brake

valve (EBV) Independent handle. Equalizing reservoir (ER) control is available via the EBV

Automatic handle. The brake pipe pressure is ‘Cut-In’ and follows equalizing reservoir pres-

sure. When the Auto handle is moved toward Release (REL), ER and brake pipe (BP) will

charge and reduce BC pressure toward zero. Moving the Auto handle full to release will

charge ER and BP to the ER release pressure determined during EAB setup.

LEAD CUT-OUT - Independent brake control is available via the EBV Independent handle.

ER control is available via the EBV Automatic handle. The brake pipe pressure is ‘Cut-Out’

and is not controlled by equalizing reservoir pressure. Automatic brakes apply and release

in response to trainline brake pipe pressure reductions and increases.

TRAIL CUT-OUT - Equalizing reservoir is exhausted. The brake pipe pressure is ‘Cut-Out’

and is not controlled by equalizing reservoir pressure. Independent brakes apply only in

response to pressure in the Independent Application and Release (IA&R) pipe. The EBV

will not respond to handle movement except to create an emergency application when the

Auto handle is moved to ‘EMER’. Automatic brakes apply and release in response to

trainline brake pipe pressure reductions and increases.

DEAD-IN-TRAIN - The EAB system is unpowered and the locomotive is being towed in a

train (away from a controlling consist). Brakes will apply same as a freight car.

DEAD-IN-CONSIST - The EAB system is unpowered and the locomotive is within the cont-

rolling consist. Brakes will apply same as a freight car. Independent brakes will also apply

via IA&R pipe. Auto brakes may be bailed off.

5 Setting Up the CCB II Brake System





5.2 FIRE LOCOMOTIVE EAB SETUP MODES

A. LEAD CUT-IN or SINGLE UNIT

1. The default main operating screen displays current status of ’Auto’ and ’Ind’ Air Brake Setup.

2. Place Auto handle in Release ‘REL’ (this will ensure that an EMERGENCY application does not occur) and Independent handle in ‘FULL’ application.

3. Place Reverser handle in ‘Neutral’.

4. From main operating screen select ’Air Brake’. A ’CURRENT’ and a ’NEW’ setup line of information is displayed (see Figure 5-1).Turn Mode switch on EBV to indicate Lead.

FIGURE 5-1

NOTEIf Lead locomotive is in MU with other locomotives, ensure all trail-ing units are in ’TRAIL’ and not in ’Emergency’ before attempting toset lead locomotive up in ’LEAD’ operation.





5. Toggle ‘LEAD/TRAIL’ button to set Independent handle to ‘LEAD’ operation (LEAD

will be displayed on ‘NEW’ line of information).

6. Toggle ‘CUT IN/CUT OUT’ button to set Automatic handle to ‘CUT IN’ mode (CUT

IN will be displayed on ‘NEW’ line of information).

7. Select ‘Accept New/Confirm Selections’. Main operating screen opens.

8. Select ‘Air Brake’ and check for proper Equalizing Reservoir pressure (ER psi

should equal specified railroad operating pressure). If it doesn’t:

a. Select ‘ER Res Set Up’.

b. Select one of the pre-determined psi values or; ‘Increase’ to raise or; ‘Decrease’

to lower pressure as needed.

c. Select ‘Enter’ when desired psi is displayed on ‘EQ Res Set Up’ line.

9. Select ‘Accept New/Confirm Selections’. Main operating screen opens. Observe

Brake Pipe has charged to ER pressure (BP should be within 10 kPa of ER).

10. Independent and Automatic brakes are now ‘Cut-In’ and main operating screen

opens. Auto ‘Service’ brake, ‘Emergency’ application, and Independent handle

operation is now available.

B. PASSENGER

If Lead locomotive is in MU with other locomotives, ensure all trailing units are in ‘TRAIL’ and not in ‘Emergency’ before attempting to set lead locomotive up in ‘LEAD’ operation.

1. The default main operating screen displays current status of ‘Auto’ and ‘Ind’ Air Brake Setup.

NOTEThe CCB II systems employ a ‘Graceful Cut-In’ feature. The sys-tem will increase equalizing reservoir pressure to the brake pipepressure before cutting in. This prevents an emergency applicationfrom occurring. Once ‘Cut-In’, ER pressure will automatically adjustitself to equal pressure determined by the EBV Automatic handleposition.





2. Place Auto handle in Release ‘REL’ (this will ensure that an EMERGENCY applica-tion does not occur) and Independent handle in ‘FULL’ application.


4. From main operating screen select ‘Air Brake’. A ‘CURRENT’ and a ‘NEW’ setup line of information are displayed.

5. Toggle ‘LEAD/TRAIL’ button to set Independent handle to ‘LEAD’ operation (LEAD will be displayed on ‘NEW’ line of information).

6. Toggle ‘CUT IN/CUT OUT’ button to set Independent handle to ‘CUT IN’ mode (CUT IN will be displayed on ‘NEW’ line of information).

7. Toggle ‘PASS/FREIGHT’ button to ‘PASS’ mode (PASS will be displayed on ‘NEW’ line of information).


9. Select ‘Air Brake’ and check for proper Equalizing Reservoir pressure (ER psi

should equal specified railroad operating pressure). If it doesn’t:

a. Select ‘ER Res Set Up’.

b. Select one of the pre-determined psi values or; ‘Increase’ to raise or; ‘Decrease’

to lower pressure as needed.

c. Select ‘Enter’ when desired psi is displayed on ‘EQ Res Set Up’ line.

10. Select ‘Accept New/Confirm Selections’. Main operating screen opens. Observe

Brake Pipe has charged to ER pressure (BP should be within 10 kPa of ER).

NOTEThe CCB II systems employ a ‘Graceful Cut-In’ feature. The sys-tem will increase equalizing reservoir pressure to the brake pipepressure before cutting in. This prevents an emergency applicationfrom occurring. Once ‘Cut-In’, ER pressure will automatically adjustitself to equal pressure determined by the EBV Automatic handleposition.





11. Independent and Automatic brakes are now ‘Cut-In’ and main operating screen

opens. Auto ‘Service’ brake, ‘Emergency’ application, and Independent handle

operation is now available.

C. LEAD CUT-OUT or HELPER UNIT

Ensure all units are in ‘TRAIL’ and not in ‘Emergency’ before attempting to set up in

LEAD CUT-OUT. Make sure BP, MR, A&R, and Actuating hoses are connected between

Lead Cut-Out unit and trailing units.

1. Main operating screen displays current status of ‘Auto’ and ‘Ind’ Air Brake Setup.

2. Place Auto handle in ‘HO (Handle Off)’ and Independent handle in FULL’ applica-

tion.


4. From main operating screen select ‘Air Brake’. A ‘CURRENT’ and a ‘NEW’ setup

line of information are displayed.

5. Toggle ‘LEAD/TRAIL’ button to set Independent handle to ‘LEAD’ operation (LEAD

will be displayed on ‘NEW’ line of information).

6. Toggle ‘CUT IN/CUT OUT’ button to set Automatic handle to ‘CUT OUT’ mode

(CUT OUT will be displayed on ‘NEW’ line of information).


8. Independent brakes are now ‘Cut-In’ and Automatic Brakes are ‘Cut-Out’ and main

operating screen opens. Auto ‘Service’ brake is disconnected but an ‘Emergency’

application and Independent handle operation are still available.





D. TRAIL UNIT

1. Ensure Throttle handle is in ‘IDLE’ position and Reverser handle is in ‘Neutral’.

Remove Reverser handle.

2. Place Independent handle in ‘FULL ’ and Auto handle in ‘Handle Off (HO)’ position.

3. From main operating screen select ‘Air Brake’. A ‘CURRENT’ and a ‘NEW’ setup

line of information are displayed.

4. Toggle ‘LEAD/TRAIL’ button to set Independent handle to ‘TRAIL’ operation (TRAIL

will be displayed on ‘NEW’ line of information). Observe ER pressure reduces to

zero psi.

5. ‘CUT OUT’ will automatically be displayed on ‘NEW’ line of information.

6. Select ‘Accept New/Confirm Selections’. Main operating screen opens. Auto and

Independent brakes are now Cut-Out. Place Independent handle to Release ‘REL’.

7. Ensure BP, MR, A&R and Actuating hoses are connected.

8. Open BP, MR, A&R, and Actuating ball valves starting at the head unit and continu-

ing on down the consist until all remaining ball valves are open.

NOTEIf Reverser handle is not centered, EAB will not accept request toset up in ‘Trail’. If Reverser is moved off center while EAB is in‘Trail’ mode, the EAB system will automatically switch to ‘Lead Cut-Out’ mode.

NOTE’EMERGENCY’ is the only handle position that is functional on theEBV. Brakes will apply same as a freight car.





E. DEAD IN TRAIN

1. Place throttle handle in ‘IDLE’ position and Reverser handle in ‘Neutral’. Remove

Reverser handle.

2. Place Independent handle in Release ‘REL ‘ and Auto handle in ‘Handle Off (HO)’.

3. Set handbrake, turn AB circuit breaker off and make sure that brake pipe is con-

nected to preceding unit.

4. Drain MR air pressure.

5. Open brake bay door and drain all quick disconnect nipples on all control portions.

6. Cut wire or release locking mechanism on ERCP dead engine fixture handle, and

switch it to ‘IN/OPEN’ position.

7. Slowly open BP angle cock to prevent a ‘Emergency’ application. MR will charge

(approximately 15-20 minutes) to a preset pressure determined by the railroad.

8. Release handbrake.

WARNINGAngle cocks on independent application and release (20 Pipe) and Actuating (13 Pipe) must be open to prevent trapping air pressure that can cause an undesired brake application.

NOTEAt this point, engine should be run as a ’Dead’ locomotive per rail-road guidelines.

NOTE’EMERGENCY’ is the only handle position that is functional on theEBV. Brakes will apply same as a freight car.





F. DEAD IN CONSIST

1. Place throttle handle in ‘IDLE’ position and Reverser handle in ‘Neutral’. Remove

Reverser handle.

2. Turn AB circuit breaker off and make sure that brake pipe is connected to preced-

ing unit.

3. Ensure BP, MR, A&R and Actuating hoses are connected.





4.0 MAINTENANCE

The following instructions are intended to familiarize the user with the calibration procedures

for CCB II EAB (Electronic Air Brake) System. They include: Flow calibration, Gauge calibra-

tion, and Electronic Brake Valve (EBV) Controller calibration instructions.

6.1 Equipment Required:

1) Wheel Chocks.

2) Calibrated Air Gauge (Digital, 1-200 psi ‘or’ Analog, 0-160 psi w/1 psi increments)

3) Calibrated Flow Orifice (0.220" - 0.228").

6.2 Setup Of The System

1) Set the hand brake and chock the locomotive’s wheels.

2) Ensure that the Air Brake (AB) and the FIRE circuit breakers are in the ‘ON’ position.

3) Isolate the locomotive by removing Trainline Multiple Unit (MU) Cable and closing all MUTrain end cocks. Set locomotive to ‘Lead \ Cut-In’ operation.

4) Make sure the Throttle handle is in the ‘IDLE' position and the Reverser handle is in the‘Neutral’ position.

5) Ensure that the locomotive compressor is operative, Main Reservoir is charged (130 psi,minimum) and brake pipe (BP) is charged to 90 psi (this may require feed valve to be setabove 90 psi).

6 Calibrating the CCB II Brake System

NOTEThe circuit breaker that provides power to the CCB II main com-puter (IPM) is most commonly labeled ’LEB’ or ’LECB’.





6.3 Running the Calibration Procedures from the Engineer’s Locomotive Console

6.3.1 Flow Calibration

1) Verify flow orifice serial number and install calibration flow orifice onto the brake pipe hoseglad hand on short hood end of locomotive. Set Independent EBV controller handle to‘FULL’ and Auto handle to ‘REL’.

2) Go to the ’Air Brake Main Menu/Remote Sessions’ screen.

Select ‘More Menu/Main’. Enter four-digit authorization code and select ‘Enter’. Select ‘Air Brake Diag/Air Brake Data’ and the ‘Air Brake Main Menu/Remote Sessions’ screen opens.

3) Select ‘Flow Cal’ and a password screen opens. Enter numeric password, then select ‘Ac-cept’. The ‘Flow Calibration’ screen opens (see Figure 6-1)

FIGURE 6-1

NOTEThe Calibration Test must be run from one of the Engineer’s loco-motive console screens. The following calibration procedures can be performed singularly or in any sequence determined by the tech-nician.





4) Secure BP hose, and slowly open brake pipe angle cock (open cock slowly to prevent anEmergency application). If an Emergency application does occur, place the Automaticbrake handle in ‘Emergency’. Recover Emergency by waiting for the Emergency mes-sage to ‘time-out’ on the Main Operating screen and then place the Auto brake handle to’Release’.

5) Observe flow indication on the Calibration screen. If flow reads 58-62 cubic feet per mi-nute (CFM) at 130 psi main reservoir, select ’Exit’. If flow indicator is not within 58-62CFM, continue calibration.

6) When MR equals 130 psi on decreasing pressure, push ’Calc’.

7) Flow indication is now adjusted to 60 CFM.

8) Select ‘Save’ and note new flow reading is now on the IFC operator’s display. Close

brake pipe angle cock.

9) Select ‘Main Menu’ to perform other calibration procedures or select ‘Exit’ to return to

normal operations screen.

6.3.2 Gauge Calibration

1) From the ‘Air Brake Main Menu/Remote Sessions’ screen select ‘Gauge Cal’. The

‘Gauge Calibration’ screen opens (see Figure 6-2).

2) Select ‘More’ to view additional gauge selections at bottom of screen. Select ‘More’ to

return to original list.

3) Select the appropriate keypad button located under the desired gauge to be calibrated

and install a calibrated air gauge on to the corresponding unit test fitting. Enter numeric

password, then select ‘Accept’. The ‘XXX Gauge Calibration “ screen opens (see Figure

6-3).

4) Select ‘Lo Limit’ and the desired gauge indication should reduce to 0 psi.

NOTEWhile brake pipe angle cock is open, make sure that BP pressure is set to 90 psi on the Flow Calibration screen. If it is not, make nec-essary adjustment to feed valve setting in order to achieve BP pres-sure of exactly 90 psi (see Chapter 5, Section 5.2, Item 8).





FIGURE 6-2

FIGURE 6-3





5) Make sure that the selected units’ pressure goes all the way to zero, and then select

‘Read’. An ‘X’ should appear under Checklist readout: ex. [X] Lower Limit OKAY

6) Select ‘Hi Limit’ and allow gauge indication display to stabilize. Select ‘Read’ and new

menu keys are displayed. Listed under ‘Message Area’ is the current psi that is associated

with the unit being calibrated. If the displayed psi number does not match the output pres-

sure being displayed by the test gauge, use the ‘Count Up’ or ‘Count Down’ buttons to

match the correct pressure on the calibrated test gauge to the digital display on the screen.

7) Select ‘Accept’. An ‘X’ should appear under Checklist readout:

ex. [X] Upper limit OKAY. Select ’Save’.

8) Either select ‘Gauge Menu’ to calibrate additional transducers and repeat steps 4 thru 7 or

Select ‘Exit’ to return to ‘Main Menu’ screen.

6.3.3 EBV Controller Calibration

1) From ‘Air Brake Main Menu/Remote Sessions’ screen select ‘Control Cal’. The ‘Handle

Calibration’ menu screen opens.

2) Select ‘Auto’ to open automatic handle calibration menu. Enter numeric password, then

select ‘Accept’.

3) Place Automatic EBV handle to ‘Emergency’ position. Select ‘EMER’. An ‘X’ should

appear under Checklist readout: ex. [X] Handle limit OKAY at EMER. If potentiometer is

not within calibration limits, a fault message will be displayed under the ‘Message Area”.

4) Place Automatic EBV handle to ‘Release’ position. Select ‘REL’. An ‘X’ should appear

under Checklist readout: ex. [X] Handle limit OKAY at REL. If potentiometer is not within

calibration limits, a fault message will be displayed under the ‘Message Area’.

NOTEWhen calibrating Flow and Main Reservoir Transducers (FLT/ MRT), it is required to manually close the ball valve that separates Main Reservoir from the manifold once ‘Lo Limit’ has been selected. Once ‘Hi Limit’ has been selected, the ball valve must be re-opened.





The CCB II electronic air brake (EAB) system features an Event/Fault log. The log captures a snapshot of locomotive operating conditions at the occurrence of each significant event. The log is useful in determining the state of the locomotive and brake subsystem at the time of the fault creation or initiation of penalties and emergencies. This document outlines the operation of the event/fault log and describes how to access its saved data.

A. The air brake EVENT LOG can be accessed from the Locomotive operator screens via the air brake ‘Remote Session’ screen (see Figure 7-1). Generally, the locomotive must be stopped, the Independent brake handle placed in the ‘FULL’ position, and brake cylinder pressure must be at least 25 psi, in order for Remote Sessions to operate .

To get to ‘Air Brake Main Menu/Remote Sessions’ screen:

Select ‘More Menu/Main’. Enter four-digit authorization code and select ‘Enter’. Select ‘Air Brake Diag/Air Brake Data’ and the ‘Air Brake Main Menu/ Remote Sessions’ screen opens (see Fig. 7-1).

FIGURE 7-1

7 Using the CCB II Event Log





B. Select ‘Event Log’ and the ‘Event Log’ screen displays the following events (see Figure 7-2):

1. Date and time of Event/Fault.

2. Detection of air brake failures.

3. Mode changes.

4. Penalties and Emergencies.

5. Self Test passes and failures.

6. Flow Calibration.

FIGURE 7-2

C. An air brake “snapshot” is also logged with each event. This snapshot data, which can only be viewed using a PTU (portable test unit) tool connected to the Integrated Processor Module (IPM) serial port, is a collection of various air brake information (train speed, pres-





sures, etc.) from approximately one (1) second prior to the event; (the average snapshot age varies from 1.0 to 1.5 seconds old, and may be even older under some circum-stances.)

D. The Event Log is a circular buffer and will store a maximum of 200 events.

E. In the following descriptions of EAB events, “D&T” is the date and time of the event. All event colors are White on a Black background unless noted otherwise.

1. LRU Fault

a. “FAULT CODE” is a three (3) digit fault code.

b. “FAULT TEXT” is a short description of the fault.

c. “ID NAME” is the failed LRU (optional).

For example:13:53:25 Sep 22 1998 P:001-ERCN Fault (ER)11:41:06 Sep 21 1998 F:001-ERCN Fault (ER)03:28:51 Aug 10 1998 F:098-Double BPT Fault

d. The failed LRU, if any, is logged with the fault instead of being logged as a separate line item. Red indicates a failing (F) LRU fault event, green indicates a passing (P) LRU fault event.

2. Factory Code

a. “FACTORY CODE” is a four (4) to five (5) digit number identifying the factory code.

For example:13:53:25 Jul 30 1998 Factory Code: 5130

"D&T" F:"FAULT CODE"-"FAULT TEXT" [("ID NAME")] White on Red"D&T" P:"FAULT CODE"-"FAULT TEXT" [("ID NAME")] White on Green

"D&T" Factory Code: "FACTORY CODE" White on Red

NOTEIn general these factory codes are field decodable - that is they are meaningful only to NYAB Engineering.





b. The LRU that signaled the factory code – obtained by dividing the factory code by 1000, e.g., 5130/1000 = 5 – is an Identity Code. The Identity Code identifies the “source” of the factory code.

The following table shows the relevant Identity Codes:

3. Emergency

a. “EMERGENCY SOURCE” is the source of the emergency, or Reset when the emergency is reset.

For example:13:54:30 Jul 30 1998 Emergency: Reset13:53:25 Jul 30 1998 Emergency: Trainline

4. Penalty

a. “PENALTY SOURCE” is the source of the emergency, or Reset when the penalty is reset.

For example:13:54:30 Jul 30 1998 Penalty: Reset13:53:25 Jul 30 1998 Penalty: Alerter

5 .Mode Change

a. “abcd efg” is a shorthand notation for the current operating mode:

Identity Code LRU Name 1 EBV1 2 EBV2 3 ERCP 4 BPCP 5 20CP 6 13CP 7 16CP14 IPM

"D&T" Emergency: "EMERGENCY SOURCE" Yellow on Black

"D&T" Penalty: "PENALTY SOURCE" Yellow on Black

"D&T" Operating Mode: "abcd efg"





For example:

21:40:12 Mar 20 1997 Operating Mode: FLIM ---18:53:50 Jan 01 1997 Operating Mode: FLOM LU-10:09:08 Dec 25 1998 Operating Mode: FLOM LKT17:11:39 Jun 13 1997 Operating Mode: PLIN ---11:17:24 Oct 22 1997 Operating Mode: -TOM ---06:31:25 Oct 23 1997 Operating Mode: FLIM RU-

6. Backup Mode Change

a. “aa,bb,cc,dd,ee,ff” is a shorthand notation for the current backup mode:

For example:

12:13:14 Jul 30 1998 Backup Mode: None12:13:14 Jul 30 1998 Backup Mode: BC,--,--,---,---,ER012:13:14 Jul 30 1998 Backup Mode: BC,ER,--,---,---,---12:13:14 Jul 30 1998 Backup Mode: BC,ER,--,---,---,---12:13:14 Jul 30 1998 Backup Mode: BC,ER,20,BPT,MRT,---

a "F", "P", or "-" Freight, Passenger, or neither (Trail)b "T" or "L" Trail or Leadc "O" (oh) or "I" Cut-Out or Cut-Ind "M" or "N" BP Maintaining or BP Non-Maintaininge "R", "L", or "-" DP Remote, DP Lead, or Neither (Conventional)f "K", "U", or "-" DP Linked, DP Unlinked, or Neither (Conventional)g "T" or "-" DP Tower or not

"D&T" Backup Mode: "aa,bb,cc,dd,ee,ff"

"None" If no backup modes are activeaa "BC" or "--" BC backup or notbb "ER" or "--" ER backup or notcc "20" or "--" MVLT off or ondd "BPT" or "---" BP transducer backup or not (BPT primary)ee "MRT" or "---" MR transducer backup or not (MRT primary)ff "ER0" or "---" Emergency ER pressure to 0 (backup MV53) or not





7. Self Test

a. “ST FAULT CODE” is a four (4) digit self test fault code.

b. “ST ID NAME” is the name of the failed LRU.

For example:12:13:14 Jul 30 1998 Self Test: Fault 1104 (ER)17:36:46 Jul 29 1998 Self Test: Passed

c. The rules for Self Test event logging are as follows:

1) An event can be logged if all supported LRU tests are selected (the default unless changed in the SETUP option on the remote session Single-Unit Self Test screen); no event will be logged if all supported LRU tests are not selected (because the validity of each tests depends upon the successful completion of the preceding tests).

2) If an event can be logged, then one or more events will be logged when the self test terminates for any reason (except an IPM power cycle). The Self Test events are:

3) Self Test: Passed will be logged if no faults were detected and at least one loop was completed (If not at least one loop was completed, logging a pass is not meaningful because it would imply to the user that all tests passed.)

4) Self Test: Fault nnnn (lru) will be logged if any fault was detected. (“nnnn” is the self test fault code of the first error detected, and “lru” is the failed LRU.)

5) Self Test: Aborted will be logged if the self test terminates for any of these reasons:

a) Self Test: Aborted (Operator): operator presses the ABORT or EXIT key, or if the remote session ends for some reason (e.g., ILC terminates it).

"D&T" Self Test: Passed White on Green"D&T" Self Test: Fault "ST FAULT CODE" ("ST ID NAME") White on Red"D&T" Self Test: Aborted (Operator)"D&T" Self Test: Aborted (Errors)"D&T" Self Test: Aborted (Lockout)





b) Self Test: Aborted (Lockout): the train is moving.

c) Self Test: Aborted (Lockout): the Automatic handle is in Emergency.

d) Self Test: Aborted (Errors): an excessive number of errors were detected.

8. Device Calibration (Flow Transducer only)

a. “DEVICE NAME” is the name of the device that was calibrated. Default indica-tes the calibration was performed by pressing the DEFAULT and SAVE keys in the Air Brake Remote Session, and Manual indicates a non-default manual calibration was performed.

For example:12:13:14 Jul 30 1998 Calibrated: Flow (Manual)

9. Power Up Event

a. “ID NAME” is the name of the device or subsystem that powered up.

For example:13:53:25 Jul 30 1998 Powered Up: IPM13:42:06 Jul 30 1998 Powered Up: EPCU13:31:12 Jul 30 1998 Powered Up: ILC

10. Comm Timeout (ILC and DPM only)

a. “ID NAME” is the name of the device that lost or resumed communication with the EAB software in the IPM.

For example:13:31:12 Jul 30 1998 Comm OK: ILC13:28:57 Jul 30 1998 Comm Lost: ILC

"D&T" Calibrated: "DEVICE NAME" (Default)"D&T" Calibrated: "DEVICE NAME" (Manual)

"D&T" Powered Up: "ID NAME"

"D&T" Comm OK: "ID NAME""D&T" Comm Lost: "ID NAME"





b. Only the ILC and DPM (distributive power module) comm timeouts are detected and logged for this event. Note that comm timeouts for the LON network (fault 090) and EPCU/EBV modules (faults 001, 016, 031, 052, 062, 085) are logged as LRU Fault events.

11. Penalty Source Cut In/Out (Cab Signal 1 and Cab Signal 2 only)

a. “PENALTY SOURCE” is the penalty source that was cut in or out.

For example:13:28:57 Jul 30 1998 Cut In: Cab Signal 1 Penalty Source

"D&T" Cut In: "PENALTY SOURCE" Penalty Source"D&T" Cut Out: "PENALTY SOURCE" Penalty Source





The following table identifies locomotive trouble symptoms related to Electronic Air Brake (EAB) operation. Troubleshooting steps are listed for each symptom and should be followed in numbered sequence.

See Chapter 9 for Integrated Processor Module (IPM) fault code corrective actions or Chapter 7 for self test fault code corrective actions.

8 Troubleshooting CCB II Electronic Air Brake Systems

Symptom Troubleshooting Steps

An ‘Air Brake Fault’ is posted on the locomotive display screen.

The crew message fault display will include a three digit failure code (immediately following text). Note the three digit failure code and refer to Chapter 9 for corrective actions. A description of the crew message itself can be found in the ‘Crew Message Glossary’ at the end of the Guide.

The system fails self test.

The crew message fault display will include a four digit failure code (immediately following text). Note the four digit failure code and refer to Chapter 10 for corrective actions.

Power cutoff switch (PCS) does not clear.

Or

Cannot release brakes.

1) Place Automatic brake handle in Suppression (SUP) and wait for penalty to clear. If a ’Penalty Source Still Present’ message appears, it will be necessary to reset the source of the penalty (cab signal, ATP, alerter, etc.). After any penalties are reset, move the Automatic brake handle to Release (REL). Check to see if both ER and BP pressures rise. If ER rises and BP does not, see symptom ‘Cannot charge brake pipe’. If ER and BP do rise, or if neither ER nor BP rise, go to step 2.

2) Ensure throttle handle is in ‘IDLE’ position and reverser handle is centered. Place the Automatic handle in Suppression (SUP) and monitor the diagnostic trace messages (see Chapter 8 for instructions). Power cycle the Integrated Processor Module (IPM). Check to see if ‘PCS Negated’ message occurs during the IPM power up. If ‘PCS Negated’ shows up on trace messages, but the locomotive PCS light is still on, replace the IPM. If problem persists, replace relay interface module (RIM) and check continuity of wiring from IPM through RIM to locomotive PCS. If ‘PCS Negated’ message does not occur in trace messages, an ‘Emergency’ or ‘Penalty’ source is active and must be cleared.

Cannot charge brake pipe.

1) Ensure locomotive set-up is ‘Lead Cut-In’ (see Chapter 5 for Set-Up instructions). Move Automatic brake handle to release (REL). Ensure ER charges to release setting (60 - 110 psi). If ER does not charge, see symptom ‘Power cutoff switch (PCS) does not clear’.

2) Isolate locomotive (close end angle cocks) and repeat step 1. If BP charges now but wouldn’t before, check train for leakage or de-coupling.

3) Place Electronic Brake Valve (EBV) Automatic handle ‘sharply’ into and out of emergency ‘EMER’ position at least ten times. Reset emergency and move Automatic brake handle to release (REL). If BP pressure rises, the problem was a stuck 21 vent valve on the EBV.





Symptom Troubleshooting Steps

Cannot charge brake pipe.(cont’d.)

4) If BP rises partially toward ER but fails to reach ER (and a blow of air is heard at EPCU), replace BPCP (there may be contamination in the relay). If BP does not rise at all, replace IPM (probable binary output failure).

Automatic brake cannot be bailed off on the locomotive.

1) Ensure Actuating pipe angle cocks are closed.

2) Run CCBII self test (refer to Chapter 10, section A). If self test passes, replace EBV (probable bail switch/harness failure). If self test fails, refer to corrective actions for the reported failure code in Chapter 10, section C.

Automatic brake doesn't bail off when dynamic braking is achieved.

1) Put locomotive in dynamic brake position 1 and ensure voltage is present at power supply junction box (PSJB). Measure voltage at cable connector to J102, pins ‘C’ and ‘E’. If no voltage is present, problem is outside of air brake system. If voltage is present, replace 16CP (probable digital input failure).

2) If problem persists, replace PSJB (MOV failure) or LON cable.Cannot build brake cylinder pressure.

1) Ensure locomotive is set-up to ‘Lead Cut-In’ (see Chapter 5 for Set-Up instructions). Ensure truck brake cylinders are cut-in (angle cocks).

2) Make a brake application with the Automatic brake handle. Note that brake pipe pressure reduces.

3) Check for blow of air at the brake cylinder control portion (BCCP). If no leakage is heard, check integrity of locomotive piping from manifold of EPCU to truck brake cylinders.

Cannot access the air brake remote session (self test, calibration, event log, etc.

1) Ensure a minimum of 25 psi of brake cylinder pressure is applied.

2) Check to ensure locomotive speed is registering less than 1 mph.

For Further Technical AssistanceContact Our

Technical Support Operation Center(TSOC)

at

IN USA: 1-800-645-4564or

OUTSIDE USA: 011-816-650-6171





This document describes the CCB II diagnostic fault codes, which are reported to the operator on the locomotive screens. The three digit fault codes may be seen in the Event/Fault log or may be displayed as part of an air brake crew message. This document describes each fault code and its corrective action.

IPM fault codes are displayed at the end of a crew message. For example: the following crew message:

would indicate fault code ‘001’. Refer to table ‘A’ for corrective actions.

FIGURE 9-1

9 CCB II IPM Fault Corrective Actions

AIR BRAKE FAULTBACKUP MODE ENGAGED – REDUCED IND BRK - 001

NOTEOnly one ‘Fault’ can be displayed in a crew message at any given time, even though multiple faults may be active. The user can access the ‘LRU Fault Summary’ list (see Figure 9-1) from the ‘Air Brake Main Menu/ Remote Sessions’ screen to verify which LRUs have active faults.





A. IPM Diagnostic/Fault Codes:

Fault Code Description

Detected By Reason For Fault Corrective Action If Still Bad, Try:

001 ERCN Fault IPM Loss of ERCN heartbeat for 4 seconds.

May be used as a lead loco in backup mode until shopping. Insure LON cable is positively seated at ERCP. Cycle AB circuit breaker.

Check for yellow light on ER control node. If steady or blinking, reprogram or replace ERCP. If red light remains on after power cycle, replace ERCP.

002 ERCP AW4 Fault

ERCP ER > 120 or pressure not within +/- 5 psi in 10 seconds.

May be used as a lead loco in backup mode until shopping. Run ER self test. If passes, cycle AB circuit breaker to clear backup mode. If not, replace ERCP.

Check hoses and reservoirs on rear of manifold.

003 ERT Fault ERCP Transducer output voltage > 4.5 or < 0.5

May be used as a lead loco in backup mode until shopping. Cycle AB circuit breaker.

Replace ERCP

004 MRT Fault ERCP Transducer output voltage > 4.5 or < 0.5, or IPM detects Transducer stopped transmitting for 15 seconds.

May be used as a lead loco in backup mode until shopping. Cycle AB circuit breaker.

Replace ERCP

006 MVER De-energized Closed

ERCP Output feedback indicates de-energized

May be used as a lead loco in backup mode until shopping. Replace ERCP.

008 MRT Fault2 (MRT-Backup)

BPCP Transducer output voltage > 4.5 or < 0.5, or IPM detects Transducer stopped transmitting for 15 seconds.

System may be operated with no flow indication. Replace BPCP at next shopping.

009 FLT Fault BPCP Transducer output voltage > 4.5 or < 0.5

System may be operated with no flow indication. Replace BPCP at next shopping.

010 BPT Fault BPCP Transducer output voltage > 4.5 or < 0.5, or IPM detects Transducer stopped transmitting for 15 seconds.

System will operate on backup transducer. If fault remains after power cycling AB circuit breaker, replace BPCP at next shopping.

014 MV53 De-energized Open

BPCP Loss of continuity. Set ABCB off and use in trail in pneumatic backup. Replace BPCP.

016 BPCN Fault (BP Comm Loss)

IPM Loss of BPCN heartbeat for 4 seconds.

Cycle AB circuit breaker. Check for yellow light on BP control node. If steady or blinking, reprogram or replace BPCP. If red light remains on after power cycle, replace BPCP.







017 MVEM Energized Open

BPCP Output feedback indicates energized.

If system is stuck in emergency set ABCB off and attempt to use in trail on pneumatic backup. Replace BPCP.

018 MVEM De-energized Closed

BPCP Output feedback indicates de-energized.

Back-up method of generating emergency is in fault. Loco may be operated until shopping. Replace BPCP.

023 13T Stuck High

13CP Transducer output voltage > 4.5

May be used as a lead loco in backup mode until shopping. Replace 13CP.

024 13T Stuck Low

13CP Transducer output voltage < 0.5


025 MV13S Energized Open

13CP Output feedback indicates energized.

Check to see if loco is being bailed. If so, set ABCB off and use in trail on pneumatic backup. If not loco may be used in lead until next shopping. Replace 13CP.

026 MV13S De-energized Closed

13CP Output feedback indicates de-energized.

Use in trail until shopping. Replace 13CP.

027 MV13E Energized Closed


Use in trail until shopping. Replace 13CP.

028 MV13E De-energized Open


May be used as a lead loco in backup mode until shopping. Replace 13CP at next shopping.

031 13CN Fault (13 Comm Loss)

IPM Loss of 13CN heartbeat for 10 seconds.

Check to see if loco will bail off. If so, may be used as a lead loco in backup mode until shopping. Insure LON cable is positively seated at 13CP. Cycle AB circuit breaker.

Check for yellow light on 13 control node. If steady or blinking, reprogram or replace LRU. If red light remains on after power cycle, replace 13CP.

032 MVERBU Energized Open


May be used as a lead loco in backup mode until shopping. If fault is logged again after power cycle, replace 16CP.

Replace 13CP. If fault is still logged after replacing 16CP and 13CP, check LON cable.

033 MVERBU De-energized Closed



Replace 13CP. If fault is still logged after replacing 16CP and 13CP, check LON cable.

036 16CP AW4 Fault (AW4-16 Fault)

16CP 16 > 100 or pressure not within +/- 5 psi in 10 seconds.

May be used as a lead loco in backup mode until shopping. Run 16 self test. If passes, cycle AB circuit breaker to clear backup mode. If not, replace 16CP.








037 16T Fault 16CP Transducer output voltage > 4.5 or < 0.5, or IPM detects Transducer stopped transmitting for 15 seconds.


038 MPV16 Energized Open



039 MPV16 De-energized Closed



048 BPT Fault2 (BPT Backup)

16CP Transducer output voltage > 4.5 or < 0.5, or IPM detects Transducer stopped transmitting for 15 seconds.


049 BCT Fault 16CP Transducer output voltage > 4.5 or < 0.5

Loco may be used in backup at operator discretion with no BC gage. Recommend use in trail until shopping. Replace 16CP.

052 16CN Fault (16 Comm Loss)

IPM Loss of 16CN heartbeat for 4 seconds,

Loco may be used in backup at operator discretion with no BC gage. Recommend use in trail until shopping. Replace 16CP. Insure LON cable is positively seated at 16CP. Cycle AB circuit breaker.

Check for yellow light on 16 control node. If steady or blinking, reprogram or replace 16CP. If red light remains on after power cycle, replace 16CP.

055 20CP AW4 Fault (AW-4-20 Fault)

20CP Pressure not within +/- 5 psi in 10 seconds.

Run 20 self test. If passes, cycle AB circuit breaker to clear backup mode. If not, set to trail. Replace 20CP at shopping.


056 20T Fault (20T/Trail Fault)

20CP Transducer output voltage > 4.5 or < 0.5

Cycle AB circuit breaker. If fault remains set to trail with ABCB off. Replace 20CP at shopping.

057 MVLT Energized Open


May be used as a lead loco in backup mode until shopping. Use in lead until shopping. If fault remains after power cycle, replace 20CP.

058 MVLT De-energized Closed


Set to trail. Replace 20CP at shopping.

062 20CN Fault IPM Loss of 20CN heartbeat for 4 seconds.

Insure LON cable is positively seated at 20CP. Cycle AB circuit breaker. If fault remains, set ABCB off and use in trail on pneumatic backup.

Check for yellow light on 20 control node. If steady or blinking, reprogram or replace 20CP. If red light remains on after power cycle, replace 20CP.







075 Auto Handle Open

EBV Potentiometer output voltage < min.

Set to trail. Replace EBV

076 Ind Handle Open

EBV Potentiometer output voltage < min.

Set to trail. Replace EBV

077 Limit Switch Open

EBV Handle limit switch failure

Set to trail. Replace EBV.

080 EBV BO1 Switch Short

EBV Switch closed > 3 min.

Fault logs (on some systems) if bail is held > 3 minutes. Release bail and reactivate bail to clear fault.

Replace EBV

085 EBVCN Fault IPM Loss of EBVCN heartbeat for 6 seconds.

Insure LON cable is positively seated at EBV connector and PSJB J100. Cycle AB circuit breaker.

Check for yellow light on EBV control node. If steady or blinking, reprogram or replace EBV. If red light remains on after power cycle, replace EBV.

090 IPMCN Fault (LON Comm Loss)

IPM Loss of all LON messages for 1.5 seconds.

Cycle power on EPCU (ABCB) and IPM (LEB, DP, or MTB circuit breaker).

Check cables from IPM to RIM to PSJB. Replace IPM if cables are OK.

098 BPT and BPT2 Fault

IPM BPT and BPT-backup have failed.

Cycle power on EPCU (ABCB) and IPM (LEB, DP, or MTB circuit breaker). If fault is re-logged, set ABCB off and use in trail on pneumatic backup.

Check for yellow lights on control node(s). If steady or blinking, reprogram or replace affected LRUs. Check LON cable connections. Replace BPCP and 16CP as necessary.

099 20TL Fault (20T/Lead Fault)

20CP Transducer output voltage > 4.5 or < 0.5

Cycle AB circuit breaker. If fault remains, set to trail with ABCB off. Replace 20CP at shopping.

100 ER Backup Failure

IPM Failure of ERCP and 16CP unable to back up.

Set to trail. Replace ERCP and 16CP as required at shopping.

Check LON cable integrity/connections.





The following instructions are intended to familiarize the user with the setup and operation of the self-test procedure for CCB II EAB (Electronic Air Brake) System. This document also describes the CCB II self test failure codes that are reported to the operator on the locomotive screens. The four digit failure codes may be seen in the Event/Fault log or on the self test sta-tus screen. This document describes each of the failure codes and its corrective action.

A. Set Up Of The System

1. Set the hand brake and chock the locomotive’s wheels.

2. Ensure that the Air Brake (AB), Locotrol Electronic Brake (LEB), and the FIRE circuit breakers are in the ‘ON’ position.

3. Ensure that the locomotive compressor is operative and Main Reservoir is charged.

4. Isolate the locomotive by removing Trainline Multiple Unit (MU) Cable and closing all MU train end cocks. Set locomotive to ‘Lead \ Cut-In’ operation.

5. Place the Automatic and Independent Brake handles to the ‘Release' position. Once the system resets, place the Independent handle to the ‘FULL’ position (BC must exceed 25 psi in order to run self test).

6. Make sure the Throttle handle is in the ‘Idle' position and the Reverser handle is in the ‘Neutral’ position.

B. Running the Self-Test from the Engineer’s Locomotive console:

10 Using the CCB II Self Test

NOTEThe Self-Test must be run from one of the Engineer’s locomotive console screens. It cannot be run from the Conductor’s locomotive screen or a laptop.

NOTEIf desired, see Chapter 11 for instructions on how to monitor ’trace’ messages during the self test loop.





1. Self-test must be run from the ‘Air Brake Main Menu/Remote Sessions’ screen. To get to this screen;

Select ‘More Menu/Main’. Enter four-digit authorization code and select ‘Enter’. Select ‘Air Brake Diag/Air Brake Data’ and the ‘Air Brake Main Menu/Remote Sessions’ screen opens.

2. Select ‘Self Test’ and the ‘Self Test Authorization’ screen appears (Figure 10-1). Type ‘Password’ then select ‘Accept’ and ‘Single-Unit Self Test’ screen appears.

At this point, there are two options to choose from. Either: select ‘RUN’ which will run a single loop self test on ALL LRUs, or select ‘SETUP’ which allows the operator to choose which LRU(s) are to be tested (only the LRUs that have an ‘X’ next to them will be tested). By default, all LRUs are selected when you enter the ‘Single-Unit Self Test’ screen from the ‘Main Menu’. You can also choose ‘Loop Continuously’ from the

Setup screen options by placing an ‘X’ in the box next to where it reads ‘Loop Continuously’.

FIGURE 10-1





3. To run a self-test on All LRUs:

a) Select ‘Run’. The system automatically starts the self test and the ‘Abort’ option becomes available in case one wants to stop the self test at any time, for any reason.

4. To run a self test on selected LRUs:

a) Select ‘Setup’ and ‘Single-Unit Self Test’ screen appears (Figure 10-2).

FIGURE 10-2

NOTEThe ‘Self Test’ will test every LRU once. If all LRUs pass self test, a ‘No Faults Detected’ and a ‘Self Test Passed’ message will appear. If a self test failure occurs at any point in the test, the test is aborted. A failure code number and a description are posted (see section C for corrective actions).





b) Select which LRU(s) you want to be self tested by putting an ‘X’ in the box next to where the LRU is listed. Select ‘Loop Continuously’ if you want the self test to run continuously (follow the keyboard commands listed under ‘Setup Options’ to choose desired setup).

c) Once the desired setup is entered, select ‘Accept’ and ‘Single-Unit Self Test’ screen reappears.

d) Select ‘Run’ to start the self test of the custom setup that was just chosen. The system starts the self test. The ‘Abort’ option is available to stop the self test at any time.

NOTEIf ‘Loop Continuously’ was chosen, the computer will run a self test on the selected LRU(s) unless the ‘Abort’ button is pressed (a mes-sage will appear indicating how many loops the self test completed and how many errors were detected during the self test procedure). The ‘Loop Continuously’ cycle will also abort if five (5) consecutive, identical errors have been logged on any LRU.

NOTEIf ‘Loop Continuously’ was NOT chosen, a single self test on the selected LRU(s) will be performed. If all selected LRU(s) pass, a ‘No Faults Detected’ and ‘Self Test Passed’ message will appear. If an LRU fails a self test, the test immediately aborts and a failure code number and description appear.





C. EAB Self Test Steps, Failure Codes, and Corrective Actions:

Step Test Performed Reason For FailureResulting Fail

CodeMost Probable

Cause Corrective Action If Still Bad, Try:

1 ER Release.Charge ER to Feed Valve pressure.

ER not within +/- 2 psi of Feed Valve (FV) pressure.

1102

ER Control Error @ Release.

AW-4 malfunction 'or' control node fault on ERCP

Calibrate ERT in EAB remote session. If still bad, replace ERCP.

Check hoses and reservoirs on rear of manifold. Leak at ER test fitting.

2 ER Drift at Release. For 5 seconds, verify ER +1, -1.

ER not within +/- 1 psi of step 1 pressure (Drifted).

1103

ER Drifted @ Release.

AW-4 malfunction 'or' control node fault on ERCP.



3 ER Full SVC. Set ER = FV-26.

ER not within +/- 2 of (FV-26 psi) air pressure.

1104

ER Control Error @ FS.

AW-4 malfunction 'or' control node fault on ER.



4 ER Drift At Full Service. For 5 seconds, verify ER +1, -1.

ER not within +/- 1 psi of step 3 air pressure reading. (Drift @ FS)

1105

ER Drifted @ FS.

AW-4 malfunction 'or' control node fault on ER.



5 MVER de-energized for 5 seconds, then MVER = energized. Wait 2 seconds for ERT pressure reading

MVER exhaust rate is not within limits.

1106

MVER De-energized Test(Service Rate

Reduction)

Plugged choke on 13CP 'or' MVER stuck.

Check 13CP exhaust choke (bottom). If clear, replace ERCP and calibrate ERT.

Check hoses and reservoirs on rear of manifold. Leak at ER test fitting. Replace 13CP.

6 MVER Energized. Wait 18 seconds; verify ER +3, -3.

ER pressure has drifted +/- 3 psi from step 5 air pressure.

1107

MVER Energized Test.

Leakage (Maintaining AW-4 circuit is not activated).

Check for leakage on ERCP and 13CP manifold gaskets. Leaks on hoses and reservoirs on rear of manifold.

Check for leak at ERCP test fitting. Replace ERCP.

7 Print “TESTING BP LRU”.

8 Graceful Cut-in.ER target: BP+5, MV53 de-energized.

9 BP CHG. Set ER = FV-40. Wait 30 seconds; verify BP +2, -2.

BP not in +/- 2 psi of (FV-40 psi) air pressure.

1205

BP Control Error (Charge)

BP leakage. ERT or BPT Calibration off.

Ensure end cocks are closed, and then calibrate ERT and BPT in EAB remote session. Check BPCP for leakage.

Replace BPCP.






CodeMost Probable


10 MV53/BPCO. Cut-out BP, Set ER = FV. BP should not increase with ER.

BP not in +3/-8 psi of (FV-40 psi) pressure (allow 0.5 psi /sec. BP leakage).

1207

MV53/BPCO Will Not Cut Out.

MV53/BPCO will not cut out.

Calibrate ERT and BPT in EAB remote session. Re-run self test while monitoring trace messages. If BP is higher than allowable range, replace BPCP.

If BP is lower than allowable range, find BP leak on CCB II or locomotive.

11 MV53/BPCO. Cut-in BP, verify BP > (FV-30) psi.

BP is not greater than (FV-30 psi) air pressure.

1208MV53/BPCO Will

Not Cut In.

MV53/BPCO will not cut in.

Ensure MR is above FV pressure. Ensure end cocks are closed.

Replace BPCP

12 Wait 5 seconds.BP finish charge, verify BP = ER +3, -3.

BP not in +/- 3 psi of ER pressure.

1206

BP Control Error @ Release

BP leakage. ERT or BPT Calibration off.

Calibrate ERT and BPT. Re-run self-test. Ensure end cocks are closed. No BP or BPCP leakage.

13 Low BP BPCO. Set ER = 0. Wait 60 seconds; verify BP is in (8.0, 14) psi.

BP is not within 8 to 14 psi.

1209

BPCO No Cut Out @ Low Psi.

BPCO did not cut-out @ low BP pressure.

Calibrate BPT. Ensure end cocks are closed. No BP or BPCP leakage.

Replace BPCP

14 MVEM. Set BP = 40.Cut-out BP. Energize MVEM to create Emergency. Wait 5 seconds; verify BP <5 psi.

BP is greater than 5 psi.

1210

MVEM Fault

MVEM Fault. PVEM failure. Locomotive vent valves.

If BP went to zero psi and vent valves didn't trip, check vent valves.

Replace BPCP

15 Wait 25 seconds for Vent Valves to reset.

16 EMV. Set BP = 40. Wait 5 seconds; verify BP <5 psi.

BP is greater than 5 psi.

1211

EMV Fault

EMV fault. PVEM failure. IPM I/O failure, cabling fault.

Check cabling and connectors. Replace IPM, RIM. If still bad, replace BPCP.

Ring out cables from IPM to RIM to PSJB. Replace PSJB.

17 Wait 25 seconds for Vent Valves to reset.

18 Print “TESTING 20 LRU”. Set 20 pressure to 55 psi.Wait 7 seconds for 20 to stabilize.

20 pipe pressure is not between 50-60 psi.

1301

No 20 Charge

AW-4 malfunction 'or' control node fault on 20CP.

Ensure end cocks are closed, no 20 leak. Calibrate 20T in EAB remote session. If still bad, replace 20CP.

Check hoses and reservoirs on rear of manifold. Leak at 20 test fitting.

19 Exhaust 20 pipe pressure.

Wait 7 seconds for 20 to exhaust.

20 pipe pressure is greater than 5 psi.

1302

No 20 Exhaust.


Ensure end cocks are closed. Calibrate 20T in EAB remote session. If still bad, replace 20CP.

Possible manifold cross-port leak. Check normal operation outside remote session.






CodeMost Probable


20 MVLT. Set 20 = 55. Set to trail. Exhaust 20 AW4 pressure. Wait 5 seconds, read 20TT, verify >50 psi.

20 pipe pressure is less than 50 psi.

1303

MVLT Stuck In Lead.

MVLT failure or PVLT stuck in lead. Leakage.

Ensure end cocks are closed, no 20 leak. Check for leakage in 20 pipe, 20CP manifold gasket.

Replace 20CP.

21 20 Line Exh.

22 Testing 13 LRU. 13 CHG. Set 13 = MR.Wait 5 seconds, verify 13 > MR -5 psi.

13 pipe pressure is less than (MR-5 psi) pressure.

1401

No 13 Charge

13T or MR calibration off. 13CP failure.

Calibrate MRT and 13T in EAB remote session. Re-run self-test.

Replace 13CP.

23 13 EXH. Set 13 = 0.Wait 5 seconds, verify 13 <10 psi.


1403

No 13 Exhaust

13T calibration off. MV13E failure.

Calibrate 13T. Re-run self-test. Check vents/chokes on bottom of 13CP.

Replace 13CP.

24 13 Exh. (Unpowered).Wait 15 seconds, verify 13 <15 psi.


1402

No Unpowered Exhaust.

13T calibration off. Restricted vents/chokes.

Calibrate 13T in EAB remote session. Re-run self-test. Check vents/chokes on bottom of 13CP.

Replace 13CP.

25 Print “TESTING 16 LRU”. Release Auto and Ind. brakes. Set ER = 90 psi.

26 16/BC CHG. Set BC = 72.Wait 5 seconds; verify 16 is in (71, 77) psi range.

16 pipe pressure is not between 71 and 77 psi.

1503

No 16 Charge.


Calibrate 16T and BCT. Re-run self test. If still bad, replace 16CP.


27 16/BC CHG. Set BC = 72.Verify BC is in (69, 75) psi.

BC is not between 69 and 75 psi.

1600

No BC Charge

AW-4 malfunction 'or' control node fault on BCCP. BCT fault


If passed 1503 but failed 1600, replace BCCP.

28 16/BC EXH. Set BC = 30.Wait 5 seconds; verify 16 is in (28,34) psi range.

16 pipe pressure is not between 28 and 34 psi.

1504

No 16 Exhaust.




29 16/BC EXH. Set BC = 30.Verify BC is in (27, 33) psi.

BC pressure is not between 27 and 33 psi.

1601

No BC Exhaust.

AW-4 malfunction 'or' control node fault on BCCP. BCT fault.

Check for leakage at brake cylinders. Calibrate 16T and BCT. Re-run Self Test. If still bad, replace 16CP.

Check hoses and reservoirs on rear of manifold. Leak at BC test fitting, or replace BCCP.





Step Test Performed Reason For Failure

Resulting Fail Code

Most Probable Cause

Corrective Action If Still Bad, Try:

30 Set ER=Feed valve + 1.De-energize MVER. Pneumatic Penalty applies. Energize MVER. De-energize MV16 to switch to BC backup.

31 BC BKUP SVC.Switch to BC Backup (16TV to 16 Vol.).Wait 5 seconds, verify BC >35 psi.

BC is less than 35 psi.

1506

No Backup BC

DBTV failure. Leaking type 2 DBI-MV on BCCP or BCCP failure.

Replace DBTV. Ensure that the system is not in Dynamic Braking. Replace BCCP.

Check hoses and reservoirs on rear of manifold. Leak at 16 and/or BC test fittings.

32 16 EXH.Wait 5 seconds, verify 16 <2.0 psi.


1505

No 16 Exhaust To Zero.

Calibration off. Calibrate 16T and BCT. Re-run self-test.

Replace 16CP.

33 BC BKUP. Bail Off.Set 13 = MR, wait 10 seconds.Set 13 = 0; verify BC <5 psi.

BC is greater than 5 psi.

1507

No Backup BC Bailoff.

No BackUp BC Bailoff. 13 pressure may not be greater than 25 psi.

Ensure end cocks are closed, run 13CP self-test. If it passes, replace DBTV.

34 Draining Aux <<ELV setting by repeatedly bailing off.

35 Aux << ELV Setting.Cut Out BP, Assert MVEM.Wait 20 seconds; verify BC is within 5 psi of ELV setting.

BC is not within +/- 5 psi of ELV setting.

1508ELV Fault.

(typical setting is 62 psi).

ELV setting drift or failure.

Replace 16CP.

36 Wait 20 seconds for Vent Valves to reset. Print “TESTING BC LRU”.

37 Energize MVER and MV16.Set BP=0, BC=0, and apply bail.

38 Set BP = 30 via ERBU (ERBU ON, MV16 OFF).

Wait 10 seconds.

BP is not greater than 25 psi or BC is not less than 2 psi.

1509ERBU Will Not

Energize.Expect BP =

<30>, BC = <0>

Calibration off. ERBU will not energize.

Calibrate BPT, BCT, and 16T in EAB remote session. If still bad, replace 13CP.

Replace 16CP

39 Remove ER Backup (MV16 ON, ERBU OFF).Wait 10 seconds.

ER is greater than 5 psi or BC is less than 25 psi.

1510ERBU Will Not De-energize.Expect ER = <0>, BC >25.

ERBU Will Not Deenergize.-or- Leaking or low brake cylinder pressure.

Replace 13 CP.

-or-

Repair brake cylinder leakage.

Replace 16CP.

NOTEOnly one ’Fault’ can be displayed in an EBV crew message at any given time, even though multiple faults may be active.





The CCB II system allows external monitoring of the system’s operational state in real time. Service/Engineering personnel can access the monitoring system by connecting a laptop com-puter to the Integrated Processor Module (IPM). Once a terminal is connected, System State changes, input/output changes, faults, penalties, and other valuable diagnostic messages can be observed under real time circumstances. Many of these messages are significant in trou-bleshooting the CCB II system.

The air brake Trace Messages can be accessed from a laptop computer or PC by using a 9 pin cable connected from the laptop’s Comm port to the IPMs J2 connection.

When setting up a new file, either in Windows Terminal, ProComm, or some other applicable program on the laptop, use the following Communication Parameters;

Baud Rate........................ 9600Data Bits .......................... 8Stop Bits .......................... 1Flow Control..................... Xon/XoffParity................................ None

The following table lists several important trace messages alphabetically and explains their significance.

11 Using the CCB II Diagnostic "Trace" Messages

NOTESome systems require that a specified character be entered from the terminal in order to activate the trace messaging. If necessary, the user will be prompted as to which character to use.

TRACE MESSAGES SIGNIFICANCE

*** EPCU/EBV Powerup Detected*** The IPM has detected that a majority of the Line Replaceable Units (LRUs) on the Electro-Pneumatic Control Unit (EPCU) have powered up.

***<<< EAB SYSTEM READY TO GO! >>> ***

The brake system has successfully completed power up tests including the LRU compatibility check.

<<<FACTORY CODE 2141 <<<<<<<<<<< There are several different factory codes. The presence of a factory code generally indicates a problem with Local Operating Network (LON) software corruption or improper loading.






Allow recovery from backup actions After “***EPCU/EBV Powerup Detected***”, this message indicates that the EPCU, if it was on backup, is about to come off of backup (ER, BC, “disable 20”, MRT, or BPT backup). Backup modes caused by faults are latched until the causative fault(s) have cleared, followed by power cycling the EPCU (or IPM - however, this message is not displayed for an IPM power cycle). This message should be followed by “EAB sent: BACKUP MODE=NONE”.

BPCP EV: PROG ERR 141 This message is a diagnostic event from a LRU. The first four characters indicate the LRU that reported the event. This message for example indicates a message from brake pipe control portion (BPCP). The ‘PROG ERR’ and a three-digit code generally indicate a problem with LON software (either corruption or improper loading).

BPCP NOT COMPATIBLE with EBV: SYS CFG 4 !=5

This message type occurs during Powerup if air brake subsystems have incompatible software installed in them. In this example, the BPCP is configured for system 4, but the EBV is configured for system 5. All LRUs must be configured (i.e., loaded) with the same system software to be compatible. This message can list any combination of LRUs.

COMPLETED LOOP #1: PASSED (0 errors)

This message is posted upon a successful completion of one ‘pass’ through self test.

EAB IPM software <<1522 QR, version 11/14/1997>>

Indicates the version of electronic air brake (EAB) software in the IPM (identified by NYAB four digit project number and date code.

EAB sent : BACKUP MODE = NONE ‘or’BACKUP MODE:NONE

Indicates that the brake system is in ‘normal’ mode (no backup modes are engaged).

EAB sent: BACKUP MODE = ER & BC ‘or’BACKUP MODE:BC,ER

Indicates that the listed backup modes have been engaged. In this example, ER and BC backup modes have been engaged.

EAB STANDBY COMPLETE Following IPM power up, this message indicates that the brake system has completed power up tests and is starting to process brake commands.

EAB SUBSYSTEMS COMPATIBLE Indicates that the nine programmed LRUs of the brake system (16CP, ERCP, BPCP, 20CP, 13CP, MREP, EBV-A, EBV-B and IPM) have compatible software loaded in them.

Emergency ABLE to recover Indicates that all conditions that would prevent emergency recovery actions have expired.






Emergency RESET ‘or’EMERGENCY:RESET

Indicates that the brake system is no longer in emergency status.

EMV asserted The emergency magnet valve (EMV) has been activated. This should cause an emergency brake application.Note: Not displayed if in DP mode.

EMV negated The emergency magnet valve (EMV) has been de-activated.Note: Not displayed if in DP mode.

ES asserted/negated Indicates that the brake system is requesting emergency sanding or that the sand request has ended, respectively.

Illegal or Bad Char Received on Aux I/F: 0xff

Occurs when a keystrike is performed on the monitor terminal. This has no effect on the system.

IPM=11/13/1997,LONmin=11/04/1997,LONmax=11/14/1997

This message identifies the system software by date codes. ‘IPM’ indicates the IPM software date code. ‘LONMIN’ indicates the date code of the oldest LRU software among the other six programmable LRUs. ‘LONMAX’ indicates the date code of the most recent LRU software among the other six programmable LRUs.

IPM NOT COMPATIBLE with 20CP: VER 12/05/1998 < 02/14/1999

This message type occurs during Powerup if air brake subsystems have incompatible software installed in them. In this example, the IPM is loaded with software dated 12//05/1998, but 20CP requires the IPM to have software dated 02/14/1999 or newer. All LRUs must be compatible with all other LRUs for the system to operate. This message can list any combination of LRUs.

LonTalk network DIED Indicates that the IPM has not received any LON messages from the EPCU/EBV for a period of 1.5 seconds.

LonTalk network RESURRECTED Indicates that LON communication has been restored between the IPM and EPCU/EBV following a loss of communication.

LOW BP asserted/negated Indicates ‘asserted’ when brake pipe pressure is less than the low BP threshold and ‘negated’ when brake pipe pressure exceeds high BP threshold. Some systems use this to activate power knockdown on the locomotive. Thresholds are system specific (typically 25-35 psi).






Module override = NONE Module override occurs when the IPM takes control of EPCU mounted magnets and solenoids directly, as in self test. This message indicates that no override is active.

Not yet enforcing NEW PENALTY Indicates that the IPM has commanded the EPCU to apply penalty brakes, but the EPCU has responded that it is not yet applying them. This typically occurs for suppressible penalties when the suppression conditions are met.

Operating Mode = Lead Freight Cut-In ‘or’Operating Mode:Flim---

Indicates that the brake system has changed to the indicated operating mode.

Posted emergency crew message Indicates that the brake system has sent a crew message to the locomotive computer. The message should be displayed on the operator screens.

POWERUP: 16CP ‘or’Powered Up: 16CP

Indicates that the IPM has detected that the indicated LRU has done an individual power up. This should not occur under normal operation.

Req MODULE ID During power up, this message indicates that the IPM is querying the LON to see which LRUs are present on the network.

Req PROGRAM ID During power up, this message indicates that the IPM is checking the program ID of each LRU present to insure compatibility. The program ID is the four digit project number that generally identifies the railroad for which the system was built.

Req PROGRAM REV During power up, this message indicates that the IPM is checking to ensure that each LRU has the proper revision level of software by date code.

SELF-TEST STARTED Indicates that the system is running self test.

Software Part Number: 100-9999-D01 Indicates the GE Harris part number for the IPM software.The last three digits are the GE Harris IPM software revision.

Start of NEW EMERGENCY ‘or’Emergency:Trainline

Indicates that the brake system has gone to emergency status. Emergency brake cylinder will apply and brake pipe will be vented. The second message type also identifies the source of the emergency (crew, operator, or trainline).

System: 1552 GETS/Fn. Ver:IPM/EAB=11/02/1998

Indicates the identity of the air brake portion of IPM software by four digit project code and date code.






TESTING ER LRU This message is posted during execution of self test to identify which of the LRUs is under test.

VA asserted/negated Indicates ‘asserted’ when the brake system is requesting that the locomotive alarm (TL2) be rung and indicates ‘negated’ when the request ends.

VERSION CHECKSUM = 0x1bf86b0 Indicates the checksum of the IPM software.





12.1 Periodic Maintenance

The CCB II Brake system requires little periodic maintenance. To keep the system perfor-ming optimally, the following periodic maintenance requirements must be performed. For Unscheduled Maintenance see Section 12-2.

RECOMMENDED MAINTENANCE SCHEDULE

To keep the Air brake system performing optimally, the following scheduled maintenance requirements must be met.

- 122 Day Service- Annual Service- COTS Service

12.1.1 122 DAY MAINTENANCE

1. Drain the Main Reservoir (MR) filter assembly by opening the manual drain valve (10) located at the bottom of the MR filter housing (11) (see Figure 12-1).

2. Run an EAB System SELF-TEST (See Section 10). Replace any component found failed during this testing.

12.1.2 ANNUAL MAINTENANCE

1. Run EAB System SELF- TEST on locomotive arrival, replace any component found faulty during Self Test.

2. Drain the Main Reservoir (MR) filter assembly by opening the manual drain valve,

remove and replace MR, brake pipe (BP), 13 pipe and 20 pipe filters (see Reference 1).

3. Carry out System Functionality Test (See Reference 2).

4. Run an EAB System SELF-TEST (See Reference 4) to validate Air brake operation.

12 Maintaining the CCB II Brake System

NOTEAn EAB System SELF-TEST should be carried out following any component change out.





12.1.3 CLEAN, OIL, STENCIL AND TEST (COTS) MAINTENANCE

(COTS shall be performed as determined by condition monitoring)

1. All LRU’s to be replaced as part of the COTS.

2. Drain MR filter assembly, remove and replace MR, BP, 13 pipe and 20 pipe filters

3. Carry out a System Functionality Test. (See Reference 2).

4. Run an EAB SELF-TEST (See Reference 4) to validate Air brake operation.

12.1.4 MR, BP, 13 and 20 Pipe Filter Replacement

1) TOOLS AND LUBRICANTS REQUIRED

1. Wrench, Combination or Socket, 1/2"2. Wrench, Combination or Socket, 3/4"3. Oil Filter Wrench to fit 3-3/8" dia.4. Socket wrench w/12" extension and 7/8" Socket5. Vise6. Dow Corning #4 Lubricant7. Loctite PST pipe sealant (for manual drain valve replacement only)8. Loctite 565 (for filter retainer on Newer BP Filter Assembly)

12.1.5 Disassembly (See Figure 12-1)

MR FILTER ASSEMBLY:

1. Remove hex nuts (13) from filter head (1). Remove MR filter assembly (1 thru 11) and ring gaskets (12) from manifold (22). Discard ring gaskets (12).

2. Secure filter head (1) in vise and use oil filter wrench to unscrew housing (11) from filter head (1).

3. Unscrew lock nut (6) from rod (3) and remove retainer (5), filter element (4), and O-ring (2) from filter head (1). Discard filter element (4) and O-ring (2).

4. Removal of manual drain valve (7 thru 10) is not recommended unless it is defective or it is being replaced as part of scheduled maintenance. If it is to be replaced:

NOTEAll tasks outlined in this instruction must be carried out in strict accordance with railroad safe working procedures.





a. To remove Manual Drain Valve (7 thru 10) use a socket wrench with a 12 in.extension and 7/8 in. socket to hold onto adapter (7), unscrew drain valve (10)and jam nut (9) from adapter (7).

b. Remove adapter (7) and O-ring (8) from housing (11). Discard manual drain valve assembly (7 thru 10).

BP, 13, and 20 FILTER ASSEMBLIES:

1. Remove hex head cap screws (14) from BP, 13, and 20 filter housings (15). Remove BP, 13, and 20 Filter assemblies from manifold (20).

2. Remove and discard filter elements (16), spring (28), screen (19), and ring gaskets (17) from filter housings (15).

3. Unscrew filter retainer (22). Remove and discard filter element (21) and O-ring (23) from filter housing (15).

12.1.6 Cleaning, Inspecting, and Repairing (See Figure 12-1)

1. To order replacement parts, refer to the applicable NYAB Parts Catalog. For BP, MR, 13 and 20 pipe filter replacement, use kit P/N 777047.

2. Wash all parts, except manual drain valve assembly (7 thru 10), and housing (11) in a suitable solvent that will dissolve oil and grease and permit all parts to be thoroughly cleaned without abrasion (i.e. mineral spirits).

NOTEIn addition to the parts previously described in filter housings (15), the newer (larger) model BP Filter housing (15), which is repre-sented by the dashed lines in Fig. 12-1, also contains a filter ele-ment (21), filter retainer (22), and O-ring (23). If newer model BP filter is in use, go to step 3.

CAUTIONDanger of personal injury exists. When using solvents, be sure to:

Wear eye, skin, and respiratory protection.

Work in a well ventilated area.

Avoid repeated or prolonged contact.

Keep solvent container closed.

Keep solvent away from sparks, flames, and heat.





3. Blow all parts dry using clean, dry, low pressure compressed air.

4. The housing (11) must be thoroughly cleaned by means of a cloth or rag saturated with a suitable solvent, i.e. mineral spirits, and blown dry with a jet of low pressure compressed air.

5. Replace all parts previously discarded.

6. Replace all parts that are cracked, broken, worn, damaged, or in such a condition as would result in unsatisfactory operation.

12.1.7 Lubrication and Assembly (See Figure 12-1)

1. During assembly, all rubber O-rings and ring gaskets, their grooves, and surfaces of components into which they are fitted should be lubricated individually with Dow Corning #4 lubricant. After installing the O-rings in their respective grooves, remove only the excess lubricant before inserting any assemblies into position.

13 and 20 FILTER ASSEMBLIES:

1. Apply Dow Corning #4 Lubricant to new ring gaskets (17) and to end and ID of both ends of new filter elements (16). Insert ring gaskets (17) and filter elements (16) into housing (15).

2. Fasten 13 and 20 filter assemblies (15 - 17) to manifold (20) using longer (4") hex head cap screws (14). Tighten longer (4") hex head cap screws (14) to 55 ± 2 ft lb (dry torque).

BP FILTER ASSEMBLY:

1. If newer (larger) filter housing (15) was disassembled, apply a thin film of Dow Corning #4 Lubricant to ID’s and end of new filter element (21) before inserting it into housing (15). Apply loctite 565 to threads of filter retainer (22) and screw it into housing (15) so that it is flush or below the surface of housing (15).

2. Apply a thin layer of Dow Corning #4 Lubricant to new ring gasket (17) and new O-ring (23). Insert ring gasket (17), O-ring (23), new spring (18), and new filter screen (19) into housing (15).

CAUTIONDanger of personal injury exists. When using compressed air, be sure to:

Wear eye protection.

Do not exceed 30 psi.





3. Fasten BP filter assembly (15 and 17 thru 23) to manifold (20) using shorter (3-1/2")hex head cap screws (14). Tighten shorter (3-1/2") hex head cap screws (14) to 55 ±2 ft. lbs. (dry torque).

MR FILTER ASSEMBLY:

1. If manual drain valve assembly was removed:

a. Install new lightly greased O-ring (8) onto new adapter (7). Insert adapter (7) into housing (11) and secure in place with new jam nut (9). Tighten jam nut (9) to 40-42 ft lb.

b. Apply Loctite PST pipe sealant to threads of new drain valve (10) and screw drain valve (10) into adapter (7) until it is firmly in place.

2. Install new lightly greased O-ring (2) into filter head (1).

3. Install new filter element (4) against shoulder in filter head (1). Place retainer (5) over bottom of new filter element (4) and secure in place with new lock nut (6). Tighten lock nut (6) until snug (over tightening may damage filter element).

4. Screw housing (11) into filter head (1) and tighten firmly in place (until it bottoms out) using oil filter wrench.

5. Apply Dow Corning #4 Lubricant to new ring gaskets (12). Insert ring gaskets (12) into housing (1).

6. Fasten MR filter assembly (1 thru 12) to manifold (22) using hex nuts (13). Tighten hex nuts (13) to 55 ± 2 ft lb (dry torque).

CAUTIONDanger of permanent manifold damage exists. Hex head capscrews (14) used on the BP Filter are shorter (3-1/2") than thehex head cap screws (14) (4") used on the 13 and 20 FilterAssemblies. Do not substitute the hex head cap screws (14) fromthe 13 and 20 Filter Assemblies on the BP Filter. Failure to followthis caution will result in permanent damage to the manifoldassembly.

NOTEOver tightening lock nut (6) may damage filter element (4).





FIGURE 12-1 CCB II Filter Assemblies





12.2 UNSCHEDULED MAINTENANCE (REPAIRS)

The CCB II Brake system is modularized for easy repair. Component replacement occurs at the Line Replaceable Unit (LRU) level. There are no user-serviceable parts below the LRU level.

12.2.1 Tools Required

1. Socket Wrench2. Socket, 3/4"3. Deep Well Socket, 3/4"4. Socket Wrench Extension, 10" minimum5. Wrench, Torque, Min. Range 60 ft lb.

12.2.2 Removal and Installation

Ensure that all pressure is removed from the electro-pneumatic control unit (EPCU) before removing valves.

[See System Pipe Diagram (P/D)]

1. Open Air Brake circuit breaker (ABCB).

2. Close the cut-off cock that supplies main reservoir (MR) air to the EPCU.

3. Drain the auxiliary reservoir by simultaneously venting 16TP and BCTP on the 16 Control Portion.

4. Open Independent Application and Release (IA&R) pipe end cock.

NOTETo order replacement parts, refer to the NYAB Parts Catalog foryour EPCU part number. The EPCU part number is stamped on alegend plate mounted on the upper right corner of the EPCUmanifold (Figure 12-2, item 1).

WARNINGBefore performing any maintenance on brake system, all electrical power and air pressures must be removed from each unit.





FRONT SIDE OF EPCU (See Figure #12-2)

1. MR Filter Assembly, (Item 8), Qty. 1

a. Removal

(1) Remove two hex nuts (7). Remove MR Filter Assembly (8).

(2) Remove and discard two ring gaskets (9) from MR Filter Assembly (8).

b. Installation

(1) MR Filter Assembly (8) should not be installed if filter housings (11) need to be removed.

(2) Ensure that two new ring gaskets (9) are properly in place.

(3) Install MR Filter Assembly (8) to manifold (1) using two hex nuts (7). Tighten nuts (7) to 55 +/-2 ft. lb. (dry torque).

2. BP, 13, and 20 Filter housings (Item 11), Qty. 3

a. Removal

(1) MR Filter Assembly (8) must be removed first to gain access to filter housings (11) (refer to Step 1).

(2) Remove hex head cap screws (10_ from BP, 13, and 20 filter housings (11). Remove BP, 13, and 20 filter assemblies (11) from manifold assembly (1).

(3) Remove and discard ring gaskets (12) from filter housings (11).

CAUTIONIA&R pipe brake hose must be secured to prevent injury due to hose movement during venting.

CAUTIONRemove nuts and bolts carefully to allow any residual air that may be trapped in valves to escape before removing valves.





(4) Remove and discard filter elements (15), screen (14), and spring (13) from filter housings (11).

b. Installation

13 and 20 FILTER ASSEMBLIES:

(1) Apply Dow Corning #4 Lubricant to end and ID of both ends of new filter elements (15). Insert ring gaskets (12) and filter elements (15) into housing (11).

(2) Fasten 13 and 20 filter assemblies (11, 12 & 15) to manifold (1) using longer (4") hex head cap screws (10). Tighten longer (4") hex head cap screws (10) to 55 ± 2 ft lb (dry torque).

BP FILTER ASSEMBLY:

(1) Insert new ring gasket (12), new spring (13), and new filter screen (14) into housing (11). If applicable, insert additional parts into housing (11) (see 12-1-1, section D).

(2) Fasten BP filter assembly [11 thru 14 (and 21 if newer model)] to manifold (1) using shorter (3-1/2") hex head cap screws (10). Tighten shorter (3-1/2" hex head cap screws (10) to 55 ± 2 ft lb (dry torque).

NOTENewer model BP filter blocks are larger than the earlier models andcontain additional parts. If working on the newer style BP filter, referto 12-1-4, Section B.

CAUTIONDanger of permanent manifold damage exists. Hex head capscrews (14) used on the BP Filter are shorter (3-1/2") than thehex head cap screws (14) (4") used on the 13 and 20 FilterAssemblies. Do not substitute the hex head cap screws (14) fromthe 13 and 20 Filter Assemblies on the BP Filter. Failure to followthis caution will result in permanent damage to the manifoldassembly.





3. BP Control Portion (BPCP), (Item 16), Qty. 1

a. Removal

(1) Disconnect cable assembly connector (6) from BPCP (16).

(2) Remove three hex nuts (7). Remove BPCP (16) from manifold (1).

(3) Remove and inspect gasket (17). Discard gasket (17) if any tears, creases, abrasions, etc. are present.

b. Installation

(1) Ensure that gasket (17) is properly in place.

(2) Install BPCP (16) to manifold (1) using three hex nuts (7). Tighten nuts (7) to 55 ± 2 ft lb (dry torque).

(3) Connect cable assembly connector (6) to BPCP (16).

4. ER Control Portion (ERCP), (Item 20), Qty. 1

a. Removal

(1) Disconnect cable assembly connector (6) from ERCP (20) and BPCP (16).

(2) Remove three hex nuts (7). Remove ERCP (20) from manifold (1).


b. Installation


(2) Install ERCP (20) to manifold (1) using three hex nuts (7). Tighten nuts (7) to 55 ± 2 ft lb (dry torque).

(3) Connect cable assembly connector (6) to ERCP (20) and BPCP (16).





5. DB Triple Valve Portion (DBTV), (Item 23), Qty. 1

a. Removal

(1) Disconnect cable assembly connector (6) from ERCP (20) and 16CP (25). Disconnect DBI cable connector (31) from magnet valve located on top of DBTV Portion (23).

(2) Remove two hex nuts (7). Remove DBTV CP (23) from manifold (1).


b. Installation


(2) Install DBTV CP (23) to manifold (1) using two hex nuts (7). Tighten nuts (7) to 55 ± 2 ft lb (dry torque).

(3) Connect DBI cable connector (31) to magnet valve located on top of DBTV Portion (23). Connect cable assembly connector (6) to ERCP (20) and 16CP (25).

6. 20 Control Portion (20CP), (Item 18), Qty. 1

a. Removal

(1) Disconnect cable assembly connector (6) from 20CP (18) and BPCP (16).

(2) Remove three hex nuts (7). Remove 20CP (18) from manifold (1).


b. Installation


(2) Install 20CP (18) to manifold (1) using three hex nuts (7). Tighten nuts (7) to 55 ± 2 ft lb (dry torque).

(3) Connect cable assembly connector (6) to 20CP (18) and BPCP (16).





7. Brake Cylinder Control Portion (BCCP), (Item 21), Qty. 1

a. Removal

(1) Remove two hex nuts (7). Remove BCCP (21) from manifold (1).


b. Installation


(2) Install BCCP (21) to manifold (1) using two hex nuts (7). Tighten nuts (7) to 55 ± 2 ft lb (dry torque).

8. 13 Control Portion (13CP), (Item 26), Qty. 1

a. Removal

(1) Disconnect cable assembly connector (6) from 13CP (26) and PSJB (29) port J103.

(2) Disconnect DBI cable (31) from 13CP (26).

(3) Remove three hex nuts (7). Remove 13CP (26) from manifold (1).


b. Installation


(2) Install 13CP (26) to manifold (1) using three hex nuts (7). Tighten nuts (7) to 55 ± 2 ft lb (dry torque).

(3) Connect cable assembly connector (6) to 13CP (26) and PSJB (29) port J103.

(4) Connect DBI cable (31) to 13CP (26).





9. Power Supply Junction Box (PSJB), (Item 29), Qty. 1

a. Removal

(1) Disconnect cable assembly connector (6) and any other electrical connectors that are affixed to PSJB (29).

(2) Remove four elastic stop nuts (28) and washers (3). Remove PSJB (29) from manifold (1). Discard elastic stop nuts (28).

(3) Inspect thermal gasket that is located between the back of the PSJB and the manifold (1). Discard thermal gasket if any tears, creases, abrasions, etc. are present.

b. Installation

(1) Ensure that thermal gasket is properly in place.

(2) Install PSJB (29) to manifold (1) using four new elastic stop nuts (28) and washers (3). Torque until first sign of waterseal gasket distortion (1/16" Max. allowable distortion).

(3) Connect cable assembly connector (6) and any other electrical connectors that were affixed to PSJB (29), to PSJB (29).

C. TESTING

Open the cut-off cock to restore main reservoir air connection to the EPCU. Listen and feelfor evidence of leaks around any LRU that was serviced/replaced.

Run a single self-test on any Control Portion, DB Triple Valve Portion, or Electronic BrakeValve that was previously replaced (refer to Chapter 10 for self-test instructions).

NOTERemoval of components on back of EPCU is not necessary forperiodic maintenance and is not recommended unless they aremalfunctioning.





KEY FOR FIGURE 12-2

1. Manifold Assembly2. Hex Head Cap Screw3. Washer4. Mounting Bracket (RH)5. Mounting Bracket (LH)6. Lockwasher7. Hex Nut8. Elastic Stop Nut9. MR Filter Assembly

10. Ring Gasket11. Hex Head Cap Screw12. Filter Housing13. Filter Element14. Ring Gasket15. Hex Head Cap Screw16. BP Filter Assembly17. Filter Element18. Filter Retainer19. O-Ring20. Spring21. Filter Screen22. BP Control Portion23. Gasket24. 20 Control Portion25. Gasket26. ER Control Portion27. BC Control Portion28. Gasket29. DBTV Portion30. Gasket31. 13 Pipe Portion32. Gasket33. 16 Pipe Portion34. Junction Box Assembly35. EPCU Cable Assembly36. DBI Cable Assembly





FIGURE 12-2 CCB II Electro-Pneumatic Control Unit (EPCU) (front) (typical)





12.3 RETURN MATERIAL AUTHORIZATION PROCESS

All material returned from the field to New York Air Brake (NYAB)/Knorr, must have a Return Material Authorization (RMA) number. A NYAB/Knorr representative will provide the RMA number. To receive a RMA number and to get additional information regarding the RMA process, call:

NYAB/KNORR (315) 786-5494 PhoneWatertown, New York (315) 786-5665 Fax

from outside USA: 011-816-650-6171





APPENDIX “A”

EAB SYSTEM FUNCTIONAL TEST AAR GENERIC (NORTH AMERICAN ONLY)

SYSTEM FUNCTIONAL TEST

A. Set-Up

1. Throttle to “Idle”, Direction Controller “Centered”.

2. Chock the locomotive’s wheels both directions.

3. Check all LON cable connectors to ensure that they are all tight and secure.

4. Main Reservoir Cut Out Cock – “Open”.

5. Dead Engine Cut Out Cock – Set to “Lead”

6. All headstock cocks i.e. B.P, MREP, # 3 & # 4 Pipes “Closed”. 7. Brake Cylinders and Park Brake Cut Out Cocks – “Open”.

8. All Main Reservoir Drain Cocks – “Closed”.

9. Ensure that the exhaust port(s) of the vent valve(s) are not plugged.

10. Automatic handle – Release position.

11. Independent handle - Release position.

12. Air Brake and ICE circuit breakers – “ON”.

13. Feed Valve set at 500 kpa (nominally).

14. Locomotive set up for “Lead-Cut In, Maintain.”

13 Appendixes

NOTEAll test pressure results are to be obtained from the Quick ConnectTest Point fittings on the brake rack control portions.





INDEPENDENT BRAKE TEST

Timing to commence with handle movement.

1. Move the Independent Brake Handle from “Release” to “Full” and ensure that:

a. BC increases to 300kpa in 3 - 5 seconds. (YES / NO) b. BC continues to 490 ± 7kpa. (YES / NO)c. Ensure brake cylinders are extended and brakes shoes are in contact with the wheelsd. Set Air Brake to “TRAIL”.e. Ensure BC remains at 490 ± 7kpa (YES / NO)f. Wait 5 minutes and check that BC pressure is greater than 350kpa. (YES / NO)

2. Set the locomotive to “Lead - Cut In, Maintain”. Move the Independent Brake handle from the “Full” to “Release” and ensure that:

a. BC decreases to 50kpa in 2 - 5 seconds. (YES / NO)b. BC continues to decrease to 0kpa. (YES / NO)

3. Move the Independent Brake Handle from “Release” to “Full’ in approximately 50kpa steps and ensure:

a. BC increases in approx. 50kpa steps. (YES / NO)

b. BC is 490 7kpa when handle is in “Full” position. (YES / NO)

4. Move the Independent Brake Handle from “Full” to “Release” in approximately 50kpa steps and ensure:

a. BC decreases in approx. 50kpa steps. (YES / NO) b. BC reduces to 0kpa when handle reaches the “Release” position. (YES / NO)





AUTOMATIC BRAKE LEAKAGE TEST

1. Move the Automatic Brake Handle to obtain a BP pressure of 400 5kpa and ensure:

a. ER is to = / greater than BP by no more than 10 kpa. (YES / NO)

b. BC increases to 250 25kpa. (YES / NO)c. PCS is not indicated. (YES / NO)

2. Set Air Brake to “Lead - Cut Out”. Move Automatic Brake Handle to the “FS” position.

a. ER reduces to 340 - 355kpa. (YES / NO)b. Note BP does not reduce. (YES / NO)

3. Wait one (1) minute and note BP pressure. BP start___________kpa

4. Wait three (3) minutes and ensure that::

a. ER remains 340 - 355 kpa. (YES / NO)

b. BP is equal to 400 20kpa. (YES / NO)c. BC is still applied. (YES / NO)

5. Move the Automatic Brake Handle to the “Release” position & ensure that:

a. ER increases to 505 7kpa. (YES / NO)b. BP does not increase. (YES / NO) BP end_________kpa. c. BC is still applied. (YES / NO)

6. Wait three (3) minutes and ensure that::

a. BP has not increased. (YES / NO)b. BC is still applied. (YES / NO)

7. Set Air Brake to “Lead – Cut In” & ensure that:

a. ER remains at 505 7kpa (YES / NO)b. BP increases to less than ER by no more than 10kpa. (YES / NO)c. BC reduces to 0kpa. (YES / NO)





AUTOMATIC BRAKE OPERATIONAL TEST

1. Move the Automatic Brake Handle to the “Min” position and ensure that::

a. BP reduces to 440 - 455kpa. (YES / NO)

b. BC increases to 90 10kpa. (YES / NO)c. PCS is not indicated. (YES / NO)

2. Wait five (5) minutes and ensure that:

a. BP remains 440 - 455kpa. (YES / NO) b. ER is = / greater than BP by no more than 10 kpa. (YES / NO)

c. BC 90 10kpa. (YES / NO)

3. Move the Automatic Brake Handle to the “FS” position and ensure that:

a. BP reduces to 340 - 355kpa. (YES / NO)b. ER is to = / greater than BP by no more than 10 kpa. (YES / NO)

c. BC increases to 330 10kpa. (YES / NO)

4. Move the Automatic Brake Handle to the “SUPP” position and ensure that:

a. BP remains 340 - 355kpa. (YES / NO)b. ER is to = / greater than BP by no more than 10 kpa. (YES / NO)

c. BC remains at 330 10kpa. (YES / NO)

5. Move the Automatic Brake Handle slowly past “SUPP” zone to obtain 260 – 290 kpa and ensure that:

a. PCS is indicated when BP is 300 ± 20kpa. (YES / NO) b. BC pressure is 330 ± 10kpa . (YES / NO)

6. Move the Automatic Brake Handle slowly back towards the “Release” position & ensure that the BP does not rise until Release position achieved.

a. BP remains at 260 - 290kpa until 500kpa. (YES / NO)b. ER is to = / greater than BP by no more than 10 kpa. (YES / NO) c. BC remains applied then releases. (YES / NO)

d. PCS is not indicated when BP is greater than 440 20kpa. (YES / NO)

7. Allow two (2) minutes prior to next test.

8. Move the Automatic Brake Handle directly into the “FS” position and ensure that::

a. ER reduces to 380kpa in 4 - 7 seconds, then on to 340 – 365 kpa. (YES / NO)

b. BC increases to 200kpa in 4 - 7 seconds, then on to 330 10 kpa. (YES/NO)

9. Move the Automatic Brake Handle directly into the “Release” position and ensure:

a. BC reduces to 50kpa in 4 - 7 seconds, then on to zero kpa. (YES / NO)

10. Testing completed, allow two (2) minutes prior to next test.





ACTUATING BAIL TEST

A. Automatic Service Bail

1. Move the Independent Brake Handle to achieve a BC pressure of 150kpa.

2. Move the Automatic Brake Handle to the “FS” position & ensure that:

a. BC increases to 330 10kpa. (YES / NO)

3. ‘Bail’ for five (5) seconds and ensure that:

a. BC decreases to 150 10kpa. (YES / NO)

B. Emergency Bail

1. Move the Automatic Brake Handle to the “Emergency” position and ensure that:

a. BC increases to 330 10kpa. (YES / NO)b. BP reduces to 0kpa. (YES / NO)

2. Depress the ‘Bail’ lever and ensure that:

a. BC reduces to 150 20kpa. (YES / NO)

3. Release the “Bail” lever and ensure that:

a. BC increases to 330 10 kpa. (YES / NO)

4. Move the Automatic Brake Handle to the “Release” position and allow recharge:

a. BP increases to 500 7kpa. (YES / NO)b. ER is to = / greater than BP by no more than 10 kpa. (YES / NO)

c. BC reduces to 150 30kpa. (YES / NO)

5. Wait two (2) minutes before next test.





EMERGENCY BRAKE TEST

A. Operator Emergency

1. Move the Independent Brake Handle to the “Release” position.

2. Note. Ensure you can hear vent valve operation to verify this test. Move the #1 Drivers station Automatic Brake Handle into the “Emergency” position and ensure that:

a. BP immediately reduces to 0 kpa. (YES / NO)b. PCS is immediately indicated. (YES / NO)c. Vent Valves operate. (YES / NO)d. BC increases to 200kpa in 3 - 5 seconds. (YES / NO)

e. BC continues to increase to 330 10kpa. (YES / NO)f. Operator Emergency message is displayed on DISPLAY. (YES / NO)

3. Wait for message prompt to move the Automatic Brake Handle to “Release” position.

4. Move the Automatic Brake Handle to the “HO” position and ensure that:

a. PCS is still indicated. (YES / NO)

5. Move the Automatic Brake Handle to the “Release” position and ensure that:

a. BP increases to 500 7kpa. (YES / NO) b. ER is to = / greater than BP by no more than 10 kpa. (YES / NO)b. PCS is not indicated when BP is greater than 440kpa. (YES / NO)c. BC continues to reduce to 0 kpa.


7. Leave the #1 Driver’s station “Cut In” and Automatic Brake Handle in “Release” for this next test.

8. Move the #2 Drivers station Automatic Brake Handle into the “Emergency” position and ensure that:

a. BP immediately reduces to 0 kpa. (YES / NO)b. PCS is immediately indicated. (YES / NO)c. Vent Valves open. (YES / NO)

d. BC continues to increase to 330 10kpa. (YES / NO) e. Operator Emergency message is displayed. (YES / NO)

9. Wait for prompt message to move Automatic Brake Handle to the “Release” position.


a. BP increases to 500 7kpa. (YES / NO) b. ER is to = / greater than BP by no more than 10 kpa. (YES / NO)c. PCS is not indicated when BP is greater than 440kpa. (YES / NO) d. BC continues to reduce to 0kpa. (YES / NO)






B. Fireman’s (D/A’s) Emergency

1. Fully open the Fireman’s (D/A’s) Emergency Valve and ensure that:

a. Vent Valves open. (YES / NO)b. BP immediately reduces to 0 kpa. (YES / NO)c. PCS is immediately indicated. (YES / NO)

d. ER remains 505 7kpa. (YES / NO)

e. BC increases to 330kpa 10kpa. (YES / NO)f. Emergency Brake message is displayed with prompt to place the Automatic Brake Handle

into the “Emergency” position.

2. Close the Emergency Brake Valve and move the Automatic Brake Handle into the “Emergency” position and ensure that:

a. ER reduces to 0kpa. (YES / NO)

3. Wait for prompt message to move the Automatic Brake Handle to the “Release” position.

4. Move the Automatic Brake Handle to the “HO” position and ensure that::

a. PCS is still indicated. (YES / NO)


a. BP increases to 500 7kap. (YES / NO) b. ER is to = / greater than BP by no more than 10 kpa. (YES / NO)

c. PCS is not indicated with BP greater than 440kpa. (YES / NO)d. BC reduces to 0 kpa. (YES / NO)






DYNAMIC BRAKE INTERLOCK

A. Automatic Service DBI

1. Move the Independent Brake Handle into the “Release” position.

2. Move the Automatic Brake Handle to achieve a BP pressure of 400 5kpa and ensure:

a. ER is to = / greater than BP by no more than 10 kpa. (YES / NO)

b. BC increases to 230 15kpa. (YES / NO)

3. Place the Direction Controller into “Forward” and the throttle handle into DYN Notch 1 and ensure that:

a. BC reduces to 0kpa. (YES / NO)

b. BP remains at 400 5kpa. (YES / NO)c. ER remains = / greater than BP by no more than 10 kpa. (YES / NO)

4. Move the throttle handle into the “DYN SET UP” position and ensure that:


b. BP remains at 400 5kpa. (YES / NO)c. ER is to = / greater than BP by no more than 10 kpa. (YES / NO)

B. Emergency DBI

1. Move the Automatic Brake Handle into the “Emergency” position and ensure that:

a. BP immediately reduces to 0 kpa. (YES / NO)b. PCS is immediately indicated. (YES / NO)

c. BC increases to 330 10kpa. (YES / NO)

2. Place the Direction Controller to “Forward” and the throttle handle into DB Notch 1 and ensure that:

a. BC remains at 330 10kpa. (YES / NO)

3. Place the throttle handle into the DB SET UP position and ensure that:

a. BC remains at 330 10kpa. (YES / NO)


a. BP increases to 500 7kpa. (YES / NO)b. ER is to = / greater than BP by no more than 10 kpa. (YES / NO)c. BC reduces to 0 kpa. (YES / NO)d. PCS is not indicated. (YES / NO)

5. Throttle to “Idle” and Direction Controller “Centered”.





FLOW

1. Air Brake must be set up as “Lead - Cut In, Maintain”, BP 500 7kpa & fully charged.

2. Place Flow Glad Hand fitted with a 4.0mm diameter orifice to Long Hood end brake pipe hose.

3. Slowly open the BP cock until fully open and ensure that:a. ER maintains 505 ± 7kpa. (YES / NO)b. BP maintains ER ± 10kpa. (YES / NO)

c. Air Flow on Driver’s display is 18 5kpad. (YES / NO) d. Ensure that BC does not increase more than 60kpa. (YES / NO)

BACK UP MODE

1. Start test with Air Brake Set Up as “Lead - Cut In, Maintain”, and the Automatic and Independent Brake Handles in the “Release” position.

a. BP is 500 ± 7kpa. (YES / NO)b. ER is to = / greater than BP by no more than 10 kpa. (YES / NO)c. BC is 0kpa. (YES / NO)d. PCS is not indicated. (YES / NO)

2. Disconnect the LON electrical connector cannon plug from the ERCP (Equalising Reservoir Control Portion located on the EPCU – brake rack) and ensure that:

a. PCS is indicated. (YES / NO)b. ER reduces to 0kpa at Service Rate. (YES / NO)

c. BP reduces to 75 10kpa at Service Rate. (YES / NO)

d. BC increases to 375 25kpa. (YES / NO)e. Air Brake Penalty Operator Message. (YES / NO)

3. Recover from the “Penalty” Brake application and ensure that:

a. BP increases to 500 7kpa. (YES / NO) b. ER is to = / greater than BP by no more than 10 kpa. (YES / NO)c. BC reduces to 0kpa. (YES / NO)

4. Move the Independent Brake Handle to the “Full” position and ensure that:

a. BC increases to 320 15kpa. (YES / NO) b. A crew message is displayed indicating the reduced BC pressure. (YES / NO)

5. Reconnect the LON electrical connector to the ERCP.

6. Cycle the AIR BRAKE circuit breaker to recover from “Back Up” mode.

7. Set Up the Air brake to “Lead - Cut In, Maintain”.





CAB STAND TRANSFER TO “B” CONTROLLER

1. Verify Cabstand “B” controller displays “Currently Inactive” message on EBV display.

2. Perform the cab stand transfer.

3. Verify Cabstand “B” now displays “ER Target KPA”.

4. Move the Independent Brake Handle to obtain approximately 150 kpa BC pressure.

5. Move the Automatic Brake Handle into the “FS” position and ensure that:

a. BC increases from 150kpa to 330 10kpa. (YES / NO)

6. Depress the “Bail” lever and maintain and ensure that:

a. BC decreases to approx. 150 10kpa. (YES / NO)


a. BC remains approx. 150 10kpa. (YES / NO)

8. Move the Automatic Brake Handle to the “Emergency” position and ensure that:


9. Depress the “Bail” lever and maintain, ensure that:

a. BC decreases to approx. 150kpa. (YES / NO)



11. When prompted by Display message move the Automatic Brake Handle to “Release” and ensure that:

a. BC decreases to approx. 150kpa. (YES / NO)

12. Move the Independent Brake Handle to the “Release” position and ensure that:

a. BC reduces to 0kpa. (YES / NO)

13. Return control to the Cab “A” controller

NOTEThis completes the required controller related testing. Thelocomotive must be setup as “LEAD”, “CUT-IN” and “MAINTAIN” tobe ready for traffic.





DEAD ENGINE OPERATION TESTING

1. Place the Auto Brake Handle into the “Handles Out” position & Independent Brake Handle to “Release”, wait 2 minutes for BP & ER pressures to stabilize.

2. Set the cab displays Air Brake menu option to “Trail/Cut out”.

3. Depress “Park Brake Off” button.

4. Shut down the locomotive engine.

5. Open locomotives battery knife switch.

6. Vent CP pressure.

7. Drain both Main Reservoirs to 0 Kpa.

8. Place Dead Engine Cock on brake rack to “Dead” or “Cut-in” position.

9. Connect another locomotives BP hose & open the cocks

10. Charge Brake Pipe pressure to 500 – 520 Kpa.

11. Main Reservoir should be > 370Kpa within 20 minutes.

12. With MR fully charged & the Auto brake handle on the Lead locomotive in Release position, check the brake blocks are not in contact with the wheels.

13. Move the attached locomotives Auto Brake Handle to the “Full Service” position.

14. Check that the brake blocks have contacted the wheels.

15. Move the attached locomotives Auto Brake Handle to “Release” to recharge BP & ER to 505 ± 7Kpa.

16. Check that the brake blocks no longer contact the wheels

17. Move the attached locomotives Auto Brake Handle to the “Emergency” position.

18. Check that the brake blocks have contacted the wheels.

19. Disconnect BP hoses & place Dead Engine Cock on Brake Rack back into the “Lead” or “Normal” position.





APPENDIX “B”

CREW MESSAGE GLOSSARY

The following table is intended to familiarize the user with the Crew messages associated with the CCB II EAB (Electronic Air Brake) System.

CREW MESSAGE DESCRIPTION

AIR BRAKE FAULT, The brake system has detected a maintenance problem using its self diagnostics. There will be a three-digit failure code at the end of the crew message. Refer to Chapter 6 for corrective action.

AIR BRAKE IS POWERING ON, The brake system is undergoing boot-up processes. The system takes approximately one minute to boot up if the IPM/IHUB has been power cycled.

ALERTER PENALTY, A penalty brake application has been made by the brake system because the crew failed to satisfy the crew alertness system.

ATP BRAKING IN EFFECT, The Automatic Train Protection (ATP) system has overridden control of the brake system and applied brakes.

ATP PENALTY, The Automatic Train Protection (ATP) system has applied a penalty brake application because the crew did not meet required speed conditions.

AUTO CAN'T RELEASE-SET AB OFF-XXX,

An air brake maintenance problem exists, so the automatic brake cannot be released. Shut the air brake circuit breaker OFF. Set the locomotive in trail position behind another leading locomotive. The “XXX” will be a three-digit failure code. Note this code and report it to maintenance personnel.

AUTO CAN'T RELEASE-SET TRAIL-XXX,

An air brake maintenance problem exists, so the automatic brake cannot be released while in lead mode. Set the locomotive to trail and use behind another leading locomotive. It is not necessary to shut off the air brake circuit breaker. The “XXX” will be a three-digit failure code. Note this code and report it to maintenance personnel.

AUTOMATIC BRAKE EMERGENCY,

An engineer-initiated emergency (made by moving the automatic brake handle to emergency) is in effect.

AUTOMATIC HANDLE IS IN EMERGENCY,

This is an advisory message, posted on trailing units if the automatic brake handle is in the EMERGENCY position.

BACK UP BC-NOTE-XXX, The brake system has had a partial computer failure but it may be operated in lead using its back-up pneumatic system. The changeover to backup is automatic. The “XXX” will be a three-digit failure code. Note this code and report it to maintenance personnel.





CREW MESSAGE DESCRIPTION

BACKUP MODE ENGAGED-XXX,

The brake system has had a partial computer failure but it may be operated in lead using its back-up pneumatic system. The changeover to backup is automatic. The “XXX” will be a three-digit failure code. Note this code and report it to maintenance personnel.

BACKUP MODE ENGAGED-REDUCED IND BRAKES-XXX,

The brake system has had a partial computer failure but it may be operated in lead using its back-up pneumatic system. The changeover to backup is automatic. Maximum independent braking is reduced from 72 psi to 45 psi while in this backup mode. The “XXX” will be a three-digit failure code. Note this code and report it to maintenance personnel.

BACKUP MODE-NO BAIL-XXX, The brake system has had a partial computer failure but it may be operated in lead using its back-up pneumatic system. The changeover to backup is automatic. No bail-off capability is available in this mode. The “XXX” will be a three-digit failure code. Note this code and report it to maintenance personnel.

BACKUP MODE-NO BC GAGE-XXX,

The brake system has had a partial computer failure but it may be operated in lead using its back-up pneumatic system. The changeover to backup is automatic. No brake cylinder pressure indication (on screen) is available in this mode. The “XXX” will be a three-digit failure code. Note this code and report it to maintenance personnel.

BACKUP MODE-REDUCED IND BRK, NO BAIL-XXX,

The brake system has had a partial computer failure but it may be operated in lead using its back-up pneumatic system. The changeover to backup is automatic. Maximum independent braking is reduced from 72 psi to 45 psi while in this backup mode. Also, no bail-off of automatic brakes is possible. The “XXX” will be a three-digit failure code. Note this code and report it to maintenance personnel.

BACKUP MODE-REDUCED IND BRK, NO BC GAGE-XXX,

The brake system has had a partial computer failure but it may be operated in lead using its back-up pneumatic system. The changeover to backup is automatic. Maximum independent braking is reduced from 72 psi to 45 psi while in this backup mode. Also, no brake cylinder pressure indication (on screen) is available. The “XXX” will be a three-digit failure code. Note this code and report it to maintenance personnel.

CAB SIGNAL PENALTY, The Cab Signal system has applied a penalty brake application because the crew did not meet required speed/block conditions.

CDU TIME-OUT EMERGENCY, The brake system has applied an emergency brake application due to loss of communication with the Cab Display Unit (CDU). Check to insure that the CDU is powered on.





CREW MESSAGE DESCRIPTIONCONSIST CONTINUOUS BAIL-SET AB OFF-XXX,

An air brake failure has occurred which causes the actuating (bail) pipe to be continuously pressurized, thereby bailing off automatic brakes. Open the air brake circuit breaker and use the unit in trail behind another leading unit. The “XXX” will be a three-digit failure code. Note this code and report it to maintenance personnel.

EMERGENCY BRAKE VALVE EMERGENCY,

A crew-initiated emergency (made by activating the crew/fireman’s valve) is in effect.

EMERGENCY SOURCE STILL PRESENT,

The emergency brake application cannot be released because the condition which caused it is still active (e.g. distributed power).

FAULT EMERGENCY, A maintenance problem has been found by the air brake system self diagnostics. An emergency brake application has been applied to safely stop the train.

FAULT PENALTY, A maintenance problem has been found by the air brake system self diagnostics. A penalty brake application has been applied to safely stop the train.

FIREMAN EMERGENCY, A crew-initiated emergency (made by activating the crew/fireman’s valve) is in effect.

HANDLE MUST BE IN EMERGENCY TO RECOVER,

The automatic brake handle must be moved to the EMERGENCY position before the emergency brake application can be released.

HANDLE MUST BE IN SUPPRESSION TO RECOVER,

The automatic brake handle must be moved to the SUPP position before the penalty brake application can be released.

ILC TIME-OUT PENALTY, The brake system has applied a penalty brake application due to loss of communication with the Integrated Locomotive Computer (ILC). Check to insure that the ILC is powered on.

INCOMPATIBLE EAB SUBSYSTEMS,

One or more LRU(s) have been installed on the brake system, which have incompatible software with the rest of the system.

IND FULL OR REL ONLY-SET TRAIL-XXX,

The Electronic Brake Valve (EBV) or “controller” has a mechanical problem. The independent brakes can only be fully applied or fully released. The “XXX” will be a three-digit failure code. Note this code and report it to maintenance personnel.

KEEP HANDLE IN EMERGENCY,

The automatic handle must be kept in the ‘EMERGENCY’ position while the emergency source resets.

KEEP HANDLE IN EMERGENCY FOR XX SECONDS,

The brake system is enforcing the minimum emergency brake application timing (usually 60 seconds). The automatic brake handle must be kept in the ‘EMERGENCY’ position during this time in order for the emergency brake application to be reset.

KEEP HANDLE IN SUPPRESSION FOR XX SECONDS,

The brake system is enforcing the minimum penalty brake application timing (usually 8 - 10 seconds). The automatic brake handle must be kept in the ‘SUPP’ position during this time in order for the penalty brake application to be reset.

MOVE HANDLE TO SUPPRESSION,

The operator must move the automatic brake handle to the ‘SUPP’ position in order to recover from a penalty brake application.





CREW MESSAGE DESCRIPTIONNO BC GAGE-NOTE-XXX, The brake system has had a partial computer failure but it may be

operated in lead using its back-up pneumatic system. The changeover to backup is automatic. No brake cylinder pressure indication (on screen) is available. The “XXX” will be a three-digit failure code. Note this code and report it to maintenance personnel.

NO BP CUT OFF-SET TRAIL-XXX,

An air brake failure has occurred which prevents brake pipe cut-out (an emergency brake application cannot be assured). Set the unit in trail behind another leading locomotive. Do not open the air brake circuit breaker. The “XXX” will be a three-digit failure code. Note this code and report it to maintenance personnel.

NO BRAKE ON TRAIL UNITS-SET TRAIL-XXX,

An air brake failure has occurred which prevents pressurization of the brake cylinder equalizing pipe (Universal/Single Pipe Systems Only). Set the unit in trail behind another leading loco. Do not open the air brake circuit breaker. The “XXX” will be a three-digit failure code. Note this code and report it to maintenance personnel.

NO CONSIST BAIL-SET TRAIL-XXX,

An air brake failure has occurred which prevents pressurization of the actuating pipe. Set the unit in trail behind another leading locomotive. Do not open the air brake circuit breaker. The “XXX” will be a three-digit failure code. Note this code and report it to maintenance personnel.

NO FLOW GAGE-NOTE-XXX, The flow indication (on-screen) is inoperative due to a transducer failure. The locomotive may be used with no flow gauge at the operator’s discretion. The “XXX” will be a three-digit failure code. Note this code and report it to maintenance personnel.

NO IND BRK ON TRAIL UNITS-SET TRAIL-XXX,

An air brake failure has occurred which prevents pressurization of the Independent Application and Release (IA&R) pipe. Set the unit in trail behind another leading loco. Do not open the air brake circuit breaker. The “XXX” will be a three-digit failure code. Note this code and report it to maintenance personnel.

NON-SUPPRESSIBLE PENALTY,

The brake system has been commanded to apply a non-suppressible penalty by the locomotive computer (ILC). The source of the penalty was not specified.

OPERATOR EMERGENCY, An engineer-initiated emergency (made by moving the automatic brake handle to emergency) is in effect.

OVERSPEED PENALTY, A penalty brake application has been initiated because the maximum locomotive speed was exceeded. To recover, slow the locomotive below maximum speed and place automatic brake handle in ‘SUPP’.

PENALTY SOURCE STILL PRESENT,

A penalty brake application has been made. The penalty brake cannot be released because the source that requested the penalty, e.g. cab signal, overspeed, etc., is still enforcing it.

POWER UP EMERGENCY, The brake system is enforcing an emergency brake application until it finishes its boot-up sequence (approximately one minute).





CREW MESSAGE DESCRIPTIONPOWER UP PENALTY, The brake system is enforcing a penalty brake application until it

finishes its boot-up sequence (approximately one minute).PROXIMITY DETECTION PENALTY,

A penalty brake application has been applied because the Proximity Detection Device (PDD) has requested it.

PTU HAS OVERRIDDEN, The Portable Test Unit (PTU) has been attached to the brake system and is controlling the braking commands. Locomotive should be chocked with hand brake applied.

RECOVER AIR BRAKE FROM LEAD/CUT-IN UNIT,

This trail unit is in an emergency or penalty brake application. In order to recover the brake system, the brake pipe must be charged by releasing the brakes on an attached leading unit. Alternatively, this unit may be switched to lead mode and recovered.

REMOTE SESSION HAS OVERRIDDEN,

The operator has accessed the brake system computer. In this mode, it is possible to override the brake controller. The locomotive should be chocked with the parking brake set.

REVERSER NOT CENTERED, The locomotive reverser is not centered. It must be centered (usually) to allow air brake mode change to ‘TRAIL’.

SUPPRESSIBLE PENALTY, The brake system has been commanded to apply a suppressible penalty by the locomotive computer (ILC). The source of the penalty was not specified.

TO CLEAR ATP, MOVE HANDLE TO SUPPRESSION,

The operator must move the automatic brake handle to the ‘SUPP’ position in order to reset the penalty brake application that was originated by the Automatic Train Protection (ATP) system.

TO CLEAR EMERGENCY, MOVE HANDLE TO RELEASE,

The operator must move the automatic brake handle to the ‘RELEASE’ position in order to release the emergency brake application.

TO CLEAR PENALTY, MOVE HANDLE TO SUPPRESSION,

The operator must move the automatic brake handle to the ‘SUPP’ position in order to reset a penalty brake application.

TO TERMINATE, POWER CYCLE THE IPM,

To clear this operating mode or fault, turn the IPM OFF, and then back ON. The IPM is generally on the LECB, DPCB, or MTB circuit breaker.

TRAINLINE EMERGENCY, An emergency brake application has been applied due to the rapid exhaust of brake pipe pressure somewhere in the train.

VIGILANCE EMERGENCY, An emergency brake application has been applied because the crew failed to satisfy the requirements of the vigilance system.

WAIT XX SECONDS, This message is posted at various times to notify the operator to wait for various timers to expire before taking further action.

WARNING-AIR BRAKES IN MANUFACTURING TEST MODE,

The brake system is in manufacturing test mode and will not respond to normal inputs. This message cannot occur on a normal running system. Open the air brake circuit breaker and inform maintenance.

ATP PENALTY The brake system is enforcing a penalty brake application due to Automatic Train Protection (ATP) command.

ATP EMERGENCY The brake system is in an emergency state and the ATP system is indicating that it was an ATP commanded emergency.





APPENDIX “C”

ABBREVIATIONS AND ACRONYMS

A/D ....................... ANALOG TO DIGITALA&R ...................... APPLICATION AND RELEASEAAR ...................... ASSOCIATION OF AMERICAN RAILROADSABCB .................... AIR BRAKE CIRCUIT BREAKER

AD ........................ ANALOG TO DIGITALAE1 ....................... AUTOMATIC EMERGENCY SWITCH NO. 1, Normally ClosedAE2 ....................... AUTOMATIC EMERGENCY SWITCH NO. 2, Normally OpenALR ...................... ALARM RELAYAPP ...................... APPLYAR ........................ AUTOMATIC RELEASE SWITCH ‘OR’ AUXILIARY RESERVOIR

ATP ...................... AUTOMATIC TRAIN PROTECTIONAW4-ER ............... ANALOG CONVERTER EQUALIZING RESERVOIRAW4-16 ................ ANALOG CONVERTER, 16 PIPE (CONTROL PIPE) AW4-20 ................ ANALOG CONVERTER, 20 PIPE (INDEPENDENT APPL. & REL. PIPE)

BAN ...................... BATTERY NEGATIVE

BAP ...................... BATTERY POSITIVEBAT ...................... BATTERY BOXBC ........................ BRAKE CYLINDERBCCO ................... BRAKE CYLINDER PIPE PRESSURE DOWNSTREAM OF CUT-OFF COCKBCCP ................... BRAKE CYLINDER CONTROL PORTIONBCEP .................... BRAKE CYLINDER EQUALIZING PIPEBCPS .................... BRAKE CYLINDER PRESSURE SWITCH

BCT ...................... BRAKE CYLINDER TRANSDUCERBCTP .................... BRAKE CYLINDER TEST POINTBG ........................ BRAKE GRIDBO ........................ BAIL OFFBO1 ...................... BAIL OFF SWITCH, AUTOMATICBO2 ...................... BAIL OFF SWITCH, INDEPENDENT

BOBU ................... BAIL-OFF BACK-UPBOD ...................... BINARY OUTPUT DISABLEBP ......................... BRAKE PIPEBPCN ................... BRAKE PIPE CONTROL NODEBPCO ................... BRAKE PIPE CUT-OFF VALVE (CLOSES BP 11 PSI DECREASE)BPCP .................... BRAKE PIPE CONTROL PORTION

BPG ...................... BRAKE PIPE GAUGE PORTBPT ...................... BRAKE PIPE TRANSDUCERBPR ...................... BRAKE PIPE RELAYBPVV .................... BRAKE PIPE PRESSURE AT LOCOMOTIVE VENT VALVEBU ........................ BACK UP





C1 ......................... PNEUMATIC CHOKE 1C2 ......................... CHOKE #2CCB II ................... COMPUTER CONTROLLED BRAKE - SECOND GENERATIONCCC ...................... COMPUTER CONTROLLED CAB CARS ‘OR’ CAB CONSOLIDATION COMPUTERCCPS ................... COMPRESSOR CONTROL PRESSURE SWITCHCDU ...................... CAB DISPLAY UNIT

CFM ...................... CUBIC FEET PER MINUTECN ........................ CONTROL NODECOC ..................... CUT OFF COCKCOMM ................. COMMUNICATIONCONT ................... CONTROLLERCOT&S ................. CLEAN, OIL, TEST, AND STENCILCOR ..................... CUT-OFF RELAYCOS ...................... CUTOFF SWITCH

CPU ...................... CENTRAL PROCESSOR UNITCS ........................ CAB SIGNALCSP ...................... CAB SIGNAL PENALTYCU IN .................... CUBIC INCHES

D/A ....................... DIGITAL TO ANALOG

D&T ...................... DATE AND TIME

DB ......................... GERMAN FEDERAL RAILWAYS "DEUTSCHE BUNDESBAHN"DBCO ................... DYNAMIC BRAKE CUTOFF SWITCHDBI ....................... DYNAMIC BRAKE INTERLOCKDBM ..................... DYNAMIC BRAKE MAGNETDBTV .................... PNEUMATIC BACKUP TRIPLE VALVE PORTIONdc .......................... DIRECT CURRENT

DCV ...................... DOUBLE CHECK VALVEDEF ...................... DEAD ENGINE FIXTUREDER ...................... DEAD ENGINE REGULATORDP ......................... DISTRIBUTED POWERDPC....................... DISTRIBUTED POWER CONTROLDPM ...................... DISTRIBUTED POWER MODULE

E-IPM .................... EXTENDED INTEGRATED PROCESSOR MODULEE/C ....................... ENERGIZED CLOSEDE/O ....................... ENERGIZED/OPENEAB ...................... ELECTRONIC AIR BRAKEEBV ...................... ELECTRONIC BRAKE VALVE

ELV ....................... EMERGENCY LIMITING VALVE

EM2000 ................. PROPULSION CONTROL COMPUTER (EMD)EMD ..................... ELECTRO-MOTIVE DIVISIONEMER ................... EMERGENCYEMV ...................... EMERGENCY MAGNET VALVEEPA ...................... CLOSED LOOP CONTROL CIRCUIT FOR AW4 CONVERTER

EPCU ................... ELECTRO-PNEUMATIC CONTROL UNITER ........................ EQUALIZING RESERVOIR





ERBU ................... EQUALIZING RESERVOIR BACKUPERCP ................... EQUALIZING RESERVOIR CONTROL PORTIONERCN ................... EQUALIZING RESERVOIR CONTROL NODEERG ...................... EQUALIZING RESERVOIR GAUGE PORT

ERT ...................... EQUALIZING RESERVOIR TRANSDUCERERTP .................... EQUALIZING RESERVOIR TEST POINTES ......................... EMERGENCY SANDESR ...................... EMERGENCY SAND RELAYEX ......................... EXHAUSTEXH ...................... EXHAUST MAGNET VALVE

F/LY ...................... FAILURES PER LOCOMOTIVE YEARFIG ....................... FIGUREFLIM ......................FREIGHT LEAD IN MODEFLOM ....................FREIGHT LEAD OUT MODEFLT ........................FLOW TRANSDUCER

FMI ........................FIELD MODIFICATION INSTRUCTIONSFRA .......................FEDERAL RAILROAD ADMINISTRATIONFS ..........................FULL SERVICEft lb .........................FOOT POUNDSFV ..........................FEED VALVEFVPS .....................FIREMAN’S VALVE PRESSURE SWITCH

GETS .....................GENERAL ELECTRIC TRANSPORTATION SYSTEMSGEHRE...................GENERAL ELECTRIC HARRIS RAILWAY ELECTRONICS

HDLC .....................HIGH-LEVEL DATA LINK CONTROLHEBV .....................HELPER’S EMERGENCY BRAKE VALVEHMI ........................HUMAN - MACHINE INTERFACE

HO .........................HANDLE OFFHz ..........................HERTZ (CYCLES PER SECOND)

I/O ..........................I N PUT/OUTPUTIA&R ......................INDEPENDENT APPLICATION AND RELEASEIBR ........................INDEPENDENT BRAKE RELAY

IBS .........................INDEPENDENT BRAKE SWITCHICE ........................INTEGRATED CAB ELECTRONICS (EMD)IFC .........................INTEGRATED FUNCTION COMPUTERIFD .........................INTEGRATED FUNCTION DISPLAYIHUB ......................INTEGRATED HUBILC .........................INTEGRATED LOCOMOTIVE COMPUTER

IM ..........................INDEPENDENT MAXIMUM ALLOWED SWITCH, Normally Open.IND ........................INDEPENDENTIPM .........................INTEGRATED PROCESSOR MODULEIR ...........................INDEPENDENT RELEASE SWITCH, N.O.

JB ..........................JUNCTION BOX





KBL ........................KNORR BRAKE LIMITED

L/T .........................LEAD/TRAILL-EB ......................LOCOTROL - ELECTRONIC BRAKELOCO.YEAR ..........8766 HOURS

LOCO ....................LOCOMOTIVELOCOTROL ........... IMPLEMENTATION OF DISTRIBUTED POWER VIA AN RF COMMUNICATION LINKLON .......................LOCAL OPERATING NETWORKLPC .......................LOCOMOTIVE PROCESS CONTROLLERLRU .......................LINE REPLACEABLE UNITLSI .........................LOCOMOTIVE SYSTEM INTEGRATION

LY ..........................LOCOMOTIVE YEAR (8766 HOURS)

MIN ........................MINIMUMMIP .........................MICRO PROCESSOR INTERFACE PROGRAMMPV16....................MAGNET/PILOT VALVE 16 PORTIONMR .........................MAIN RESERVOIR

MREP ....................MAIN RESERVOIR EQUALIZING PIPEMRT .......................MAIN RESERVOIR TRANSDUCERMTB .......................MULTI-TASK CIRCUIT BREAKERMTBCF ..................MEAN TIME BETWEEN CRITICAL FAILURESMTBF .....................MEAN TIME BETWEEN FAILURESMTBUS .................MEAN TIME BETWEEN UNSCHEDULED SHOPPINGSMTTR ....................MEAN TIME TO REPAIRMU .........................MULTIPLE UNITMVEM ....................EMERGENCY MAGNET VALVEMVER ....................EQUALIZING RESERVOIR DEFAULT MAGNET VALVE

MVEREX ...............EQUALIZING RESERVOIR DEFAULT MAGNET VALVE EXHAUSTMVLT .....................LEAD - TRAIL MAGNET VALVEMV13E ...................13 PIPE EXHAUST MAGNET VALVEMV13S ...................13 PIPE SUPPLY MAGNET VALVEMV16T....................16 PIPE DEFAULT MAGNET VALVEMV20E ...................INDEPENDENT APPLICATION EXHAUST MAGNET VALVE

MV20S ...................INDEPENDENT APPLICATION SUPPLY MAGNET VALVEMV53 .....................BRAKE PIPE CUT-OFF PILOT MAGNET VALVE

N.C ........................NORMALLY CLOSEDN.O ........................NORMALLY OPENNTF .......................NO TROUBLE FOUNDNYR .......................NEW YORK REPAIR CODE

NYS .......................NEW YORK SERVICE INSTRUCTIONNYT .......................NEW YORK TEST CODE

OEM ......................ORIGINAL EQUIPMENT MANUFACTURING

PCB .......................PRINTED CIRCUIT BOARD





PCS ....................... PNEUMATIC CUTOFF (KNOCKDOWN) SWITCH ‘OR’ POWER CONTROL SWITCHPDD .......................PROXIMITY DETECTION DEVICEPG .........................PAGEPIR ........................POWER INTERLOCK RELAYPOV .......................PILOT OPERATED VALVEPSIG ......................POUNDS PER SQUARE INCH GAUGE

PSJB .....................POWER SUPPLY & JUNCTION BOXPTU .......................PORTABLE TEST UNITPV ..........................PILOT VALVEPVE .......................EMERGENCY DETECTION PILOT AIR VALVEPVEM ....................EMERGENCY PILOT AIR VALVEPVLT .....................LEAD-TRAIL PNEUMATIC VALVE

PWM ......................PULSE WIDTH MODULATION

REL .......................RELEASERES .......................RESERVOIRREV .......................REVERSERRF ..........................RADIO FREQUENCYRIM.........................RELAY INTERFACE MODULERLIS ......................RAIL LUBE INHIBIT (or) INDICATOR SWITCHRM..........................RADIO MODULERMA ......................RETURN MATERIAL AUTHORIZATIONRMPS .....................RADIO MODULE POWER SUPPLYRU .........................REPLACEABLE UNIT

SCFM ....................STANDARD CUBIC FEET PER MINUTE (FLOW)SOP .......................STANDARD OPERATING PROCEDURESPOT .....................SPOTTER OPERATIONSPR .......................SPOTTER RELAY

SUP .......................SUPPLY

TF/LY .....................TOTAL FAILURES PER LOCOMOTIVE YEARTIM ........................TRAINLINE INTERFACE MODULETL ..........................TRAIN LINETPBC .....................BC TEST PORT FITTINGTPBP .....................BRAKE PIPE TEST PORT FITTINGTPER .....................EQUALIZING RESERVOIR TEST PORT FITTINGTPMR ....................MAIN RESERVOIR TEST PORT FITTINGTP16 ......................16 PORT TEST FITTING

TP20 ......................20 PORT TEST FITTINGTSI .........................TRAIN SITUATION INDICATORTSOC ....................TECHNICAL SUPPORT OPERATIONS CENTERTV ..........................TRIPLE VALVETVB .......................TRIPLE VALVE BAILTVBM ....................TRIPLE VALVE BAIL MAGNET

TVCP .....................TRIPLE VALVE CONTROL PORTION





UDE .......................UNDESIRED EMERGENCY APPLICATIONSUIC ........................UNION INTERNATIONALE des CHEMINS de FER

V ............................VOLTSVA ..........................VISUAL AIR BRAKE ALARM

Vdc ........................VOLTS DIRECT CURRENTVID ........................VIDEO INFORMATION DISPLAYVOL .......................VOLUMEVPC .......................VIDEO PROCESS CONTROLLER

XDCR ....................TRANSDUCER

13CN .....................13 CONTROL NODE13CP .....................13 PIPE CONTROL PORTION13F ........................ACTUATING PIPE FILTERED13T ........................13 PIPE TRANSDUCER

16CN ......................16 CONTROL NODE16CP .....................16 PIPE CONTROL PORTION16 RES ..................16 RESERVOIR16E .........................16 EXHAUST MAGNET VALVE16S .........................16 SUPPLY MAGNET VALVE16T .........................16 PORT TRANSDUCER

20CP .....................20 PIPE CONTROL PORTION20F ........................20 PIPE TRAINLINE FILTER20R ........................20 PIPE RELAY VALVE20T ........................20 PIPE TRANSDUCER26L ........................INDUSTRY STANDARD PNEUMATIC BRAKE

#16 PIPE ...............BC APPLICATION PIPE (TO RELAY VALVE)#20 PIPE ............... INDEPENDENT (DIRECT) APPLICATION AND RELEASE PIPE (LOCO ONLY)#21 PIPE ...............SAFETY CONTROL PIPE TO EBV PILOT VALVE (Pneu. Emerg. Controller)

ip-207-c nov 2012ip-207-c rev. 02 (11/20/12) -en service and troubleshooting guide ccb ii computer...

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