Ip-168-c

Rail Vehicle Systems

.................... .................... IP-168-C Rev. 08 (2/12/13) -en

.................... ....................

Service and Troubleshooting Guide CCB II Computer Controlled Brake Generation II

CCB II Computer Controlled Brake Generation II Service and Troubleshooting Guide Doc. No. IP-168-C Revision: 08 2/12/13-en

Contact address New York Air Brake Corporation 748 Starbuck Avenue Watertown, NY 13601 USA Phone: +1 315 786 5200 Fax: +1 315 786 5676 www.nyab.com

This document was originally written in English. Copyright 2009© NYAB. All rights reserved, including industrial property rights applications. NYAB retains any power of disposal, such as copying and transferring. Knorr-Bremse Group

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CCB II Computer Controlled Brake Generation II Service and Troubleshooting Guide Doc. No. IP-168-C Revision: 08 2/12/13-en

Revision History Rev.

Date

06

June/11

07

Jan/12

08

Jan/13

Name

Para

Description of Change

W. Chlumecky

ALL

Update and reformat document

W. Chlumecky

12.1.1 12.1.4

Loctite 565 was 545

W. Chlumecky

12.1.3

Added filter replacement kit P/N 789764

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CCB II Computer Controlled Brake Generation II Service and Troubleshooting Guide Doc. No. IP-168-C Revision: 08 2/12/13-en

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 2.1 3 3.1

Introduction Related documents Safety Awareness General Safety Awareness

7 7 8 8

4

General Description and Information

11

5

Setting Up the CCB II Brake System

14

6

Calibrating the CCB II Brake System

27

7

Using the CCB II Event Log

33

8

Troubleshooting CCB II Electronic Air Brake Systems

41

9

CCB II IPM Fault Corrective Actions

43

10 Using the CCB II Self Test

53

11 Using the CCB II Diagnostic "Trace" Messages

69

12 Maintaining the CCB II Brake System

76

M Fault Corrective Actions 13 Appendixes

91

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CCB II Computer Controlled Brake Generation II Service and Troubleshooting Guide Doc. No. IP-168-C Revision: 08 2/12/13-en

1

General information DANGER Please read this document carefully from start to finish to ensure safety of operation and to avoid personal injuries and damage to equipment.

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. NOTE This 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.

1.3

Notes and warning messages

Warning messages are subdivided into the following hazard levels in this document: DANGER Please read this document carefully from start to finish to ensure safety of operation and to avoid personal injuries and damage to equipment.

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CCB II Computer Controlled Brake Generation II Service and Troubleshooting Guide Doc. No. IP-168-C Revision: 08 2/12/13-en

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

CAUTION Failure to comply with these instructions may lead to personal injuries and/or to damage to the unit or the environment. Safety notes have a specific structure which is explained here for DANGER:

DANGER Source of the danger Consequences of the danger Remedial measures

Notes do not contain any messages relevant to safety and are included only for the sake of completeness. NOTE Notes contain useful hints and additional information about the unit. Warning messages in other parts of this Description draw your attention to the individual risks concerning your use of the product. Warning messages and notes generally precede the descriptions of the relevant applications.

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CCB II Computer Controlled Brake Generation II Service and Troubleshooting Guide Doc. No. IP-168-C Revision: 08 2/12/13-en

2

Introduction

This description contains particulars specific to the CCB II Computer Controlled Brake and discusses installation and maintenace of the components.

2.1

Related documents The related installation drawings specific to each component must be consulted.

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CCB II Computer Controlled Brake Generation II Service and Troubleshooting Guide Doc. No. IP-168-C Revision: 08 2/12/13-en

3

Safety Awareness

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. WARNING High Voltages (AC and/or DC) are present. Always exercise extreme care when working in close proximity to electrically energized apparatus 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.

WARNING Ensure 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. 3.1.3 3.1.3.1 3.1.4

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. Attach an approved WARNING tag to the open breaker 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.

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CCB II Computer Controlled Brake Generation II Service and Troubleshooting Guide Doc. No. IP-168-C Revision: 08 2/12/13-en

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. WARNING Cleaning using compressed air can cause particles to become airborne, be sure to: • Wear eye protection • Do not exceed 30 PSI Failure to observe these safety precautions can lead to injury.

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. WARNING Solvents 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.

3.1.8

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.

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CCB II Computer Controlled Brake Generation II Service and Troubleshooting Guide Doc. No. IP-168-C Revision: 08 2/12/13-en

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.

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CCB II Computer Controlled Brake Generation II Service and Troubleshooting Guide Doc. No. IP-168-C Revision: 08 2/12/13-en

4

General Description and Information 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 electronic 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 is accomplished through the Integrated Locomotive Computer (ILC) menu selection located on the operator’s console. 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, consists of modularized line replaceable units (LRU’s) that control the development of all pneumatic control pressures. 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 Portion (DBTV) - Provides pneumatic backup in the event of electronics failure. Power Supply Junction Box (PSJB) - Contains the EPCU power supply.

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CCB II Computer Controlled Brake Generation II Service and Troubleshooting Guide Doc. No. IP-168-C Revision: 08 2/12/13-en

FIGURE 4-1 The operator commands the computer through the 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.

Desktop EBV

Vertical (Bulkhead) EBV FIGURE 4-2

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CCB II Computer Controlled Brake Generation II Service and Troubleshooting Guide Doc. No. IP-168-C Revision: 08 2/12/13-en

The main computer for the CCB II system is the Integrated Processor Module (IPM) or Integrated Hub (IHUB) Figure 4-3. The IPM or IHUB:  Is generally mounted in the locomotive nose cab and performs all interfaces to the locomotive computer (ILC).  Communicates with the ILC via High-Level Data Link Control (HDLC) and communicates with the EPCU and EBV via the network.  Provides binary outputs to drive electro-mechanical relays for the locomotive interface.  Communicates to the ILC for Alerter messaging, crew messaging, and diagnostic fault messaging.

IPM

IHUB FIGURE 4-3

The CCB II system may be provided as part of an integrated package combining distributed power functionality with electronic air brake. The electro-mechanical relays may be physically mounted in the Relay Interface Module (RIM) which is generally mounted in the nose cab. Alternately, the locomotive may provide relays in another location, in which case no RIM is provided. 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 computer 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. A Locomotive Cab Display Module (LCDM) may be included where CCBII is applied to locomotives without OEM display. Refer to IP-235-C as applicable. Copyright 2009© NYAB. All rights reserved, including industrial property rights applications. NYAB retains any power of disposal, such as copying and transferring. Knorr-Bremse Group

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CCB II Computer Controlled Brake Generation II Service and Troubleshooting Guide Doc. No. IP-168-C Revision: 08 2/12/13-en

5

Setting Up the CCB II Brake System 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

GE and EMD 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 reservoir 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 pressure. 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 fully 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 ‘CutOut’ 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 controlling consist. Brakes will apply same as a freight car. Independent brakes will also apply via IA&R pipe. Auto brakes may be bailed off.

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CCB II Computer Controlled Brake Generation II Service and Troubleshooting Guide Doc. No. IP-168-C Revision: 08 2/12/13-en

5.2

GE Locomotive EAB Setup Modes (See section II for EMD EAB setup modes)

5.2.1

LEAD CUT-IN or SINGLE UNIT 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. 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 ‘Operator Functions/Air Brake Setup’. A ‘CURRENT’ setup line of information is displayed. Once a button is chosen from the console, a ‘CURRENT’ and a ‘CHANGE SETUP’ line of information appears. 5) Toggle ‘LEAD/TRAIL’ button to set Independent handle to ‘LEAD’ operation (LEAD will be displayed on ‘CHANGE SETUP’ line of information). 6) Toggle ‘CUT IN/CUT OUT’ button to set Automatic handle to ‘CUT IN’ mode (CUT IN will be displayed on ‘CHANGE SETUP’ line of information).

NOTE Some CCB II systems employ a ’Graceful Cut-In’ feature. If so equipped, the system will increase equalizing pressure to the brake pipe pressure before cutting in. This prevents an emergency application from occurring. Once ’Cut-In’, ER pressure will automatically adjust itself to equal pressure determined by the EBV Automatic Handle position.

7) Select ‘Save Changes/Confirm Changes’. Main operating screen opens. 8) Select ‘Air Brake Setup’ and check for proper Equalizing Reservoir pressure (ER psi should equal specified railroad operating pressure). If it doesn’t: a. Select ‘’ to raise or; ‘’ to lower pressure as needed.

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CCB II Computer Controlled Brake Generation II Service and Troubleshooting Guide Doc. No. IP-168-C Revision: 08 2/12/13-en

9) Select ‘Save Changes/Confirm Changes’. Main operating screen opens. Observe Brake Pipe has charged to ER pressure (BP should be within  1 psi 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.

5.2.2

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. 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 ‘Operator Functions/Air Brake Setup’. A ‘CURRENT:’ setup line of information is displayed. Once a button is chosen from the console, a ‘CURRENT’ and a ‘CHANGE SETUP’ line of information appears. 5) Toggle ‘FREIGHT/PASSENGER/TRAIL’ button to set locomotive to ‘PASS’ operation (PASS will be displayed on ‘CHANGE SETUP’ line of information). 6) Toggle ‘CUT IN/CUT OUT’ button to set Automatic handle to ‘CUT IN’ mode (CUT IN will be displayed on ‘CHANGE SETUP’ line of information).

NOTE Some CCB II systems employ a ’Graceful Cut-In’ feature. If so equipped, the system will increase equalizing pressure to the brake pipe pressure before cutting in. This prevents an emergency application from occurring. Once ’Cut-In’, ER pressure will automatically adjust itself to equal pressure determined by the EBV Automatic Handle position.

7) Select ‘Save Changes/Confirm Changes’. Main operating screen opens.

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CCB II Computer Controlled Brake Generation II Service and Troubleshooting Guide Doc. No. IP-168-C Revision: 08 2/12/13-en

8) Select ‘Air Brake Setup’ and check for proper Equalizing Reservoir pressure (ER psi should equal specified railroad operating pressure). If it doesn’t: a. Select ‘’ to raise or; ‘’ to lower pressure as needed. 9) Select ‘Save Changes/Confirm Changes’. Main operating screen opens. Observe Brake Pipe has charged to ER pressure (BP should be within  1 psi 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.

5.2.3

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 ‘CS/HO (Continuous Service/Handle Off)’ and Independent handle in FULL’ application. 3) Place Reverser handle in ‘Neutral’. 4) From main operating screen select ‘Operator Functions/Air Brake Setup’. A ‘CURRENT’ setup line of information is displayed. Once a button is chosen from the console, a ‘CURRENT’ and a ‘CHANGE SETUP’ line of information appears. 5) Toggle ‘LEAD/TRAIL’ button to set Independent handle to ‘LEAD’ operation (LEAD will be displayed on ‘CHANGE SETUP’ line of information). 6) Toggle ‘CUT IN/CUT OUT’ button to set Automatic handle to ‘CUT OUT’ mode (CUT OUT will be displayed on ‘CHANGE SETUP’ line of information). 7) Select ‘Save Changes/Confirm Changes’. Main operating screen opens. 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.

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CCB II Computer Controlled Brake Generation II Service and Troubleshooting Guide Doc. No. IP-168-C Revision: 08 2/12/13-en

5.2.4

TRAIL CUT-OUT 1) Ensure Throttle handle is in ‘IDLE’ position and Reverser handle is in ‘Neutral’. Remove Reverser handle.

NOTE If Reverser Handle is not centered, EAB will not accept request to setup in ’Trail’. If Reverser Handle is moved off center while EAB is in ’Trail’ mode, the EAB system will automatically switch to ’Lead Cut-Out’ mode.

2) Place Independent handle in ‘FULL ’ and Auto handle in ‘Handle Off (HO)’ position. 3) From main operating screen select ‘Operator Functions/Air Brake Setup’. A ‘CURRENT’ setup line of information is displayed. Once a button is chosen from the console, a ‘CURRENT’ and a ‘CHANGE SETUP’ line of information appears. 4) Toggle ‘LEAD/TRAIL’ button to set Independent handle to ‘TRAIL’ operation (TRAIL will be displayed on ‘CHANGE SETUP’ line of information). Observe ER pressure reduces to zero psi. 5) ‘CUT OUT’ will automatically be displayed on ‘CHANGE SETUP’ line of information. 6) Select ‘Save Changes/Confirm Changes’. Main operating screen opens. Auto and Independent brakes are now Cut-Out. Place Independent handle to Release ‘REL’.

NOTE ’EMERGENCY’ is the only handle position that is functional on the EBV.

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

5.2.5

DEAD IN TRAIN 1) Place throttle handle in ‘IDLE’ position and Reverser handle in ‘Neutral’. Remove Reverser handle.

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CCB II Computer Controlled Brake Generation II Service and Troubleshooting Guide Doc. No. IP-168-C Revision: 08 2/12/13-en

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 connected to preceding unit.

WARNING Angle 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.

NOTE At this point, engine should be run as a ’Dead’ locomotive per railroad guidelines.

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.

NOTE ’EMERGENCY’ is the only handle position that is functional on the EBV.

5.2.6

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 preceding unit.

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CCB II Computer Controlled Brake Generation II Service and Troubleshooting Guide Doc. No. IP-168-C Revision: 08 2/12/13-en

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

5.3

EMD Locomotive EAB Setup Modes

5.3.1

LEAD CUT-IN or SINGLE UNIT 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. 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).

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CCB II Computer Controlled Brake Generation II Service and Troubleshooting Guide Doc. No. IP-168-C Revision: 08 2/12/13-en

FIGURE 5-1 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).

NOTE Some CCB II systems employ a ’Graceful Cut-In’ feature. If so equipped, the system will increase equalizing pressure to the brake pipe pressure before cutting in. This prevents an emergency application from occurring. Once ’Cut-In’, ER pressure will automatically adjust itself to equal pressure determined by the EBV Automatic Handle position.

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

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CCB II Computer Controlled Brake Generation II Service and Troubleshooting Guide Doc. No. IP-168-C Revision: 08 2/12/13-en

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  1 psi 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. 5.3.2

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. 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 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).

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NOTE Some CCB II systems employ a ’Graceful Cut-In’ feature. If so equipped, the system will increase equalizing reservoir pressure to the brake pipe pressure before cutting in. This prevents an emergency application from occurring. Once ’Cut-In’, ER pressure will automatically adjust itself to equal pressure determined by the EBV Automatic Handle position.

8) Select ‘Accept New/Confirm Selections’. Main operating screen opens. 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  1 psi of ER). 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.

5.3.3

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 ‘CS/HO (Continuous Service/Handle Off)’ 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 are displayed.

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

5.3.4

TRAIL UNIT 1) Ensure Throttle handle is in ‘IDLE’ position and Reverser handle is in ‘Neutral’. Remove Reverser handle.

NOTE If Reverser Handle is not centered, EAB will not accept request to setup in ’Trail’. If Reverser Handle is moved off center while EAB is in ’Trail’ mode, the EAB system will automatically switch to ’Lead Cut-Out’ mode.

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’.

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NOTE ’EMERGENCY’ is the only handle position that is functional on the EBV.

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

5.3.5

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 connected to preceding unit.

WARNING Angle 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.

NOTE At this point, engine should be run as a ’Dead’ locomotive per railroad guidelines.

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.

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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.

NOTE ’EMERGENCY’ is the only handle position that is functional on the EBV.

5.3.6

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

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4.0 MAINTENANCE

6

Calibrating the CCB II Brake System 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 calibration, 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 per FRA requirements.

6.2

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 Integrated Locomotive Computer (ILC) circuit breakers are in the ‘ON’ position.

NOTE The circuit breaker that provides power to the CCB II main computer (IPM) is most commonly labeled ’LEB’ or ’LECB’. Alternatively, it may be ’DPCB’, ’MTB’, ’IHCB’, or ’IHUB’.

3) Disable Distributed Power (DP). DP must be disabled to run calibration test. 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) Make sure the Throttle handle is in the ‘IDLE' position and the Reverser handle is in the ‘Neutral’ position. 6) 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 set above 90 psi).

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6.3

Running the Calibration procedures from the Engineer’s Locomotive Console NOTE The Calibration 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. The following calibration procedures can be performed singularly or in any sequence determined by the technician.

6.3.1

Flow Calibration

NOTE Calibration of the MRT and/or FLT transducers will affect the flow calibration. If either transducer is calibrated, the flow calibration routine should be conducted after completion. 1) Verify flow orifice serial number and install calibration flow orifice onto the brake pipe hose glad 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. For GE systems: Select ‘Operator Functions (F3) /Air Brake Setup (F2) / Remote Session (F6)’ and ‘Air Brake Main Menu/Remote Sessions’ screen appears with ‘Air Brake Remote Session’ options available at the bottom of the screen. For EMD systems: 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 ‘Accept’. The ‘Flow Calibration’ screen opens (see Figure 6-1, Page 29). 4) Secure BP hose, and slowly open brake pipe angle cock (open cock slowly to prevent an Emergency application). If an Emergency application does occur, place the Automatic brake handle in ‘Emergency’. Recover Emergency by waiting for the Emergency message to ‘time-out’ on the Main Operating screen and then place the Auto brake handle to ‘Release’.

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NOTE While 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 necessary adjustment to feed valve setting in order to achieve BP pressure of exactly 90 psi (see Section 5.2.1 (GE) or 5.3.1 (EMD) Step 8).

FIGURE 6-1 5) Observe flow indication on the Calibration screen. If flow reads 58-62 Cubic feet per minute (CFM) at 130 psi main reservoir, select ’Exit’. If flow indicator is not within 58-62 CFM, continue calibration. 6) When MR equals 130 psi on increasing pressure, push ‘Calc’. 7) Flow indication is now adjusted to 60 CFM. 8) Select ‘Save’ and note new flow reading is now on the GE operator’s display. Close brake pipe angle cock.

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9) Select ‘Main Menu’ to perform other calibration procedures or select ‘Exit’ to return to normal operations screen. 6.3.2

Flow Auto Zero 1) In lieu of calibrating the two transducers that read flow, a routine for automatically zeroing the flow (differential) is implemented. 2) This system has a "flow auto zero" feature. Whenever the system is set to a LEAD CUTOUT mode for approximately 60 seconds, the system will assume actual flow is zero and apply an offset so that the downstream transducer is read equal to the upstream transducer. Then when the system is placed back in lead cut-in, there should be no erroneous flow.

6.3.3

Gauge Calibration 1) From the ‘Air Brake Main Menu/Remote Sessions’ screen select ‘Gauge Cal’. The ‘Gauge Calibration’ screen opens (see Figure 6-2).

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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).

FIGURE 6-3 4) Select ‘Lo Limit’ and the desired gauge indication should reduce to 0 psi.

NOTE When 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 reopened.

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NOTE Calibration of the MRT and/or FLT transducers will affect the flow calibration. If either transducer is calibrated, the flow calibration routine should be conducted after completion.

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 pressure 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.

6.3.4

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’.

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7

Using the CCB II Event Log 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.

7.1

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: For GE systems: Select ‘Operator Functions (F3) /Air Brake Setup (F2) / Remote Session (F6)’ and ‘Air Brake Main Menu/Remote Sessions’ screen appears with ‘Air Brake Remote Session’ options available at the bottom of the screen (see Fig. 7-1, Page 33).

F

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For EMD systems: 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, Page 33). 7.2

Select ‘Event Log’ and the ‘Event Log’ screen displays the following events (see Figure 7-2, Page 34): 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.

F I G U

FIGURE 7-2

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7.3

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, pressures, 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 circumstances.)

7.4

The Event Log is a circular buffer and will store a maximum of 499 events.

7.5

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

White on Red White on Green

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 "D&T" Factory Code: "FACTORY CODE"

White on Red

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

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NOTE In general, these factory codes are not 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: Identity Code 1 2 3 4 5 6 7 14

LRU Name EBV1 EBV2 ERCP BPCP 20CP 13CP 16CP IPM

3) Emergency "D&T" Emergency: "EMERGENCY SOURCE"

Yellow on Black

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: Reset 13:53:25 Jul 30 1998 Emergency: Trainline 4) Penalty "D&T" Penalty: "PENALTY SOURCE"

Yellow on Black

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: Reset 13:53:25 Jul 30 1998 Penalty: Alerter

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5) Mode Change "D&T" Operating Mode: "abcd efg" a. “abcd efg” is a shorthand notation for the current operating mode: a b c d e f g

"F", "P", or "-" "T" or "L" "O" (oh) or "I" "M" or "N" "R", "L", or "-" "K", "U", or "-" "T" or "-"

Freight, Passenger, or neither (Trail) Trail or Lead Cut-Out or Cut-In BP Maintaining or BP Non-Maintaining DP Remote, DP Lead, or Neither (Conventional) DP Linked, DP Unlinked, or Neither (Conventional) DP Tower or not

For example: 21:40:12 Mar 20 2011 Operating Mode: FLIM --18:53:50 Jan 01 2011 Operating Mode: FLOM LU10:09:08 Dec 25 1998 Operating Mode: FLOM LKT 11:17:24 Oct 22 2011 Operating Mode: -TOM --06:31:25 Oct 23 2011 Operating Mode: FLIM RU6) Backup Mode Change

"D&T" Backup Mode: "aa,bb,cc,dd,ee,ff" a. “aa,bb,cc,dd,ee,ff” is a shorthand notation for the current backup mode:

aa bb cc dd ee ff

"None" "BC" or "--" "ER" or "--" "20" or "--" "BPT" or "---" "MRT" or "---" "ER0" or "---"

If no backup modes are active BC backup or not ER backup or not MVLT off or on BP transducer backup or not (BPT primary) MR transducer backup or not (MRT primary) Emergency ER pressure to 0 (backup MV53) or not

For example: 12:13:14 Jul 30 1998 Backup Mode: None 12:13:14 Jul 30 1998 Backup Mode: BC,--,--,---,---,ER0 12:13:14 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,---

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

White on Green White on Red

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).

b)

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

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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 only) "D&T" Calibrated: "DEVICE NAME" (Default) "D&T" Calibrated: "DEVICE NAME" (Manual) a. “DEVICE NAME” is the name of the device that was calibrated. Default indicates 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 "D&T" Powered Up: "ID NAME" a. “ID NAME” is the name of the device or subsystem that powered up. For example: 13:53:25 Jul 30 1998 Powered Up: IPM 13:42:06 Jul 30 1998 Powered Up: EPCU 13:31:12 Jul 30 1998 Powered Up: ILC 10) Comm Timeout (ILC and DPM only) "D&T" Comm OK: "ID NAME" "D&T" Comm Lost: "ID NAME" 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: ILC 13:28:57 Jul 30 1998 Comm Lost: ILC

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

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8

Troubleshooting CCB II Electronic Air Brake System 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 10 for self test fault code corrective actions.

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 The crew message fault display will include a four digit failure code (immediately self test. 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 11 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.

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Symptom Cannot charge brake pipe (cont’d)

Troubleshooting Steps 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. 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 1) Ensure Actuating pipe angle cocks are closed. cannot be bailed 2) Run CCBII self test (refer to Chapter 10, section 10.2). If self test passes, off on the locomotive. replace EBV (probable bail switch/harness failure). If self test fails, refer to corrective actions for the reported failure code in Chapter 10, section 10.3. Automatic brake 1) Charge brake pipe to operating pressure, wait for charge, and then apply a full doesn't bail off service brake application. when dynamic braking is 2) Put locomotive in dynamic brake position 1 and ensure voltage is present at achieved. 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). 3) 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 1) Ensure a minimum of 25 psi of brake cylinder pressure is applied. the air brake remote session 2) Check to ensure locomotive speed is registering less than 1 mph. (self test, calibration, event log, etc. For Further Technical Assistance Contact Our Technical Support Operation Center (TSOC) at 1-800-645-4564 Copyright 2009© NYAB. All rights reserved, including industrial property rights applications. NYAB retains any power of disposal, such as copying and transferring. Knorr-Bremse Group

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9

CCB II IPM Fault Corrective Actions 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: AIR BRAKE FAULT BACKUP MODE ENGAGED – REDUCED IND BRK - 001 would indicate fault code ‘001’. Refer to table ‘A’ for corrective actions. NOTE Only 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.

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CCB II Computer Controlled Brake Generation II Service and Troubleshooting Guide Doc. No. IP-168-C Revision: 08 2/12/13-en

9.1 Fault Code

IPM Diagnostic/Fault Codes:

Description

Detected By

Reason For Fault

Corrective Action

If Still Bad, Try:

Loss of ERCN heartbeat for 5 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.

001

ERCN Fault (ER Comm Loss)

IPM

002

ERCP AW4 Fault (AW4ER 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 ER reservoir 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 Deenergized Closed

ERCP

Output feedback indicates deenergized

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

MVER Energized Open

ERCP

Output feedback indicates energized

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

MRT Fault2 (MRTBackup)

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.

008

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Fault Code

Description

Detected By

Reason For Fault

Corrective Action

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 Deenergized Open

BPCP

Loss of continuity.

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

MV53 Energized Closed

BPCP

Output feedback indicates energized.

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

Loss of BPCN heartbeat for 5 seconds.

Cycle AB circuit breaker.

016

BPCN Fault (BP Comm Loss)

018

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.

MVEM Deenergized Closed

BPCP

Output feedback indicates deenergized.

Loco may be operated until shopping, but back-up method of generating emergency is NOT available. Replace BPCP.

13T Stuck High

13CP

Transducer output voltage > 4.5

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

023

IPM

If Still Bad, Try:

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.

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Fault Code

Description

Detected By

Reason For Fault

Corrective Action

If Still Bad, Try:

024

13T Stuck Low

13CP

Transducer output voltage < 0.5

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

026

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.

MV13S Deenergized Closed

13CP

Output feedback indicates deenergized.

Use in trail until shopping. Replace 13CP.

MV13E Energized Closed

13CP

Output feedback indicates energized.

Use in trail until shopping. Replace 13CP.

MV13E Deenergized Open

13CP

Output feedback indicates deenergized.

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

16CP

Output feedback indicates energized.

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.

MVERBU Deenergized Closed

16CP

Output feedback indicates deenergized.

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.

028

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Fault Code

Description

Detected By

Reason For Fault

Corrective Action

036

16CP AW4 Fault (AW416 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.

May be used as a lead loco in backup mode until shopping. Replace 16CP.

039

MPV16 Energized Open

16CP

Output feedback indicates energized.

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

MPV16 Deenergized Closed

16CP

Output feedback indicates deenergized.

May be used as a lead loco in backup mode until shopping. Replace 16CP.

048

BPT Fault2 (BPT Backup)

16CP

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. If fault is logged again after power cycle, replace 16CP.

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 until shopping. 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 until shopping. Recommend use in trail until shopping. Replace 16CP. Insure LON cable is positively seated at 16CP. Cycle AB circuit breaker.

If Still Bad, Try:

Check 16 reservoir on rear of manifold.

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.

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Fault Code

Description

Detected By

Reason For Fault

Corrective Action

If Still Bad, Try:

055

20CP AW4 Fault (AW-420 Fault)

20CP

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

Check that set-up is proper and Check 20 reservoir on rear of manifold. locomotive is isolated (IA&R cock closed). 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.

058

MVLT Energized Open

20CP

Output feedback indicates energized.

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.

MVLT Deenergized Closed

20CP

Output feedback indicates deenergized.

Set to trail. Replace 20CP at shopping.

062

20CN Fault (20 Comm Loss)

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.

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

EBV Limit Switch Open

EBV

EBV limit switches on either Auto or Ind Handle faulty

Move handle out of and back into position where fault occurs.

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

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.

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Fault Code

Description

Detected By

085

EBVCN Fault

IPM

090

IPMCN Fault (LON Comm Loss)

098

Reason For Fault

Corrective Action

If Still Bad, Try:

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.

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.

BPT and BPT2 Fault

IPM

BPT and BPTbackup have failed.

Cycle power on EPCU (ABCB) and IPM (LEB, DP, or MTB circuit breaker). If fault is relogged, 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 combined with faults 036, 037 or 052

16CP

ER Backup and a 036, 037 or 052 fault.

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

101

Cab Signal Cut-out Fault

IPM

102

Analog Voltage Fault

16CP

Input voltage < 0.25 Insure on-board computer is on or > 9.5. and operational. May be used as a lead loco until shopping, but blended brake is NOT available.

Check LON cable integrity/ connections.

Check voltage output from OBC. Replace BBN node if voltage is in range.

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Fault Code

Description

Detected By

Reason For Fault

Corrective Action

If Still Bad, Try:

Reprogram or replace BBN node.

103

Blended Brake Node (BBN) Loss of Comm

16CP

Loss of BBN heartbeat for 6 seconds

May be used as a lead loco until shopping, but blended brake is NOT available. Insure cables are positively seated at EBV, BBN, LWN (if applied) and PSJB J100. Cycle AB circuit breaker.

104

Rear Truck BC Cut-out

16CP

No BC pressure detected at rear truck despite presence of pilot (16) pressure.

Insure BC truck cut-out is open. If BC pressure present Verify actuation of brake at cylinders and fault cylinders. persists, replace 16CP.

106

ECP TBC Verification

IPM

TBC percent received from TCC is not equal to or greater than the percent brake call or brake enforcement sent to the TCC.

May be used as a trail loco until shopping, but ECP trail and remote modes are NOT available. Insure cables are positively seated at IPM and TCC. Cycle AB circuit breaker.

Reprogram or replace TCC.

107

ECP TCC Comm Loss

IPM

Loss of TCC heartbeat for 5 seconds.

May be used as a trail loco until shopping, but ECP trail and remote modes are NOT available. Insure cables are positively seated at IPM and TCC. Cycle AB circuit breaker.

Reprogram or replace TCC.

108

Cab A/B Equip Mismatch

IPM

Both cab ID discrete Inspect cab ID discrete signals signals to CCB II from locomotive to CCB II system are high. system for proper operation.

Replace IPM.

109

WSP Fault

The WSP system has detected a failure

Cycle power on IPM (LEB, DP or Wheel Slide system circuit breaker). If fault remains, set to trail.

Check WSP operation. Check wiring from WSP to IPM. Check IPM

110

Cab Signal Configuration Fault

IPM

CSP1 and/or CSP2 inputs are detected and CS Configuration input is not detected.

Cycle power on IPM (LEB, DP or Cab Signal system circuit breaker). If fault remains, set to trail.

Check Cab Signal functionality. Check wiring from Cab Signal source. Check IPM.

111

Cab Signal Cut-out Input Fault

IPM

CSP1 and/or CSP2 inputs are detected and CS Cut-out input is detected.

Cycle power on IPM (LEB, DP or Cab Signal system circuit breaker). If fault remains, set to trail.

Check Cab Signal functionality. Check wiring from Cab Signal source. Check IPM.

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Fault Code

Description

Detected By IPM

Reason For Fault

Corrective Action

If Still Bad, Try:

CSP1 and CSP2 input mismatch detected while cab signal is cut-in or cut-out

Cycle power IPM (LEB, DP or Cab Signal system circuit breaker). If fault remains, set to trail.

Check Cab Signal functionality. Check wiring from Cab Signal source. Check IPM.

112

CSP Input Mismatch

120

BBN/16 Compatibility Fault

121

Penalty Loopback Fault

IPM

Brake pipe pressure has not reduced by at lease 20 psi within 10 seconds of a penalty initiation in lead modes (FRT or PASS).

122

EBV Mode Switch Invalid

EBV

The EBV mode is Replace EBV. reading an invalid code from the mode selector switch

127

VPT (VBP) Out of Range

13CP

Transducer output voltage > 4.5 or < 0.5

May be used as a lead loco until shopping, but Vacuum mode is NOT available. Replace 13CPat next shopping.

128

VRT (VMR) Out of Range Fault

13CP

Transducer output voltage > 4.5 or < 0.5

May be used as a lead loco until shopping, but Vacuum mode is NOT available. Replace 13CP at next shopping.

129

Alerter Input Mismatch

IPM

131

Load Weigh Node (LWN) Voltage Out of Range

16CP

16CP

Software revision Install correct software in BBN levels for BBN and and/or 16CP as required. 16CP are not same.

Replace BBM and/or 16CP as required.

Troubleshoot reason for failure to reduce brake pipe pressure. Check set-up; insure no other DMU is in lead mode.

Insure brake pipe relay is functioning properly by making service reductions in lead mode.

IPM detected a Check Alerter functionality. mismatch in the Check wiring from Alerter inputs of the Alerter. source. Check IPM. Transducer output voltage > 9.75

May be used as a lead loco until shopping, but load weigh compensation is disabled. if fault remains after power cycle, replace LWN.

Replace LWN

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Fault Code

Description

Detected By

Reason For Fault

Corrective Action

If Still Bad, Try:

Reprogram or replace May be used as a lead loco LWN node. until shopping, but load weigh compensation is disabled. Insure cables are positively seated at EBV, BBN (if applied), LWN and PSJB J100. Cycle AB circuit breaker.

132

Load Weigh Node (LWN) Loss of Comm

16CP

Loss of LWN heartbeat for 5 seconds.

133

LWN/16 Compatibility Fault

16CP

Software revision Install correct software in LWN levels for LWN and and/or 16CP as required. 16CP are not same.

134

OBC Input Mismatch

IPM

IPM detected a mismatch in the inputs of the OBC

Check OBC operation. Check wiring from OBC to IPM. Check IPM.

135

MPIO Comm Loss

IPM

Loss of MPIO heartbeat for 6 seconds

Check cable connection from EBV to MPIO node

Replace LWM and/or 16CP as required.

Replace MPIO node.

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10 Using the CCB II Self Test 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 status screen. This document describes each of the failure codes and its corrective action.

10.1

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 Integrated Locomotive Computer (ILC) circuit breakers are in the ‘ON’ position. 3) Ensure that the locomotive compressor is operative and Main Reservoir is charged to a minimum of 120 psi. 4) Disable Distributive Power (DP). DP must be disabled to run self test. 5) Isolate the locomotive by removing Trainline Multiple Unit (MU) Cable and closing all MU train end cocks. Set locomotive to ‘Lead \ Cut-In’ operation. 6) 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). 7) Make sure the Throttle handle is in the ‘Idle' position and the Reverser handle is in the ‘Neutral’ position.

NOTE Self-Test will automatically ABORT under several conditions such as: placing the handle in emergency, locomotive taking speed, or low main reservoir.

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10.2

Running the Self-Test from the Engineer’s Locomotive Console NOTE The 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.

NOTE If 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: For GE systems; Select ‘Operator Functions (F3) /Air Brake Setup (F2) / Remote Session (F6)’ and ‘Air Brake Main Menu’ screen appears with ‘Air Brake Remote Session’ options available at the bottom of the screen. For EMD systems; 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’.

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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.

NOTE The ‘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 10.3 for corrective actions).

4) To run a self test on selected LRUs: a. Select ‘Setup’ and ‘Single-Unit Self Test’ screen appears (Figure 10-2).

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FIGURE 10-2 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).

NOTE If ‘Loop Continuously’ was chosen, the computer will run a self test on the selected LRU(s) unless the ‘Abort’ button is pressed (a message 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. If ‘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.

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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.

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10.3

Step

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

Test Performed

1

Print “TESTING ER LRU”

2

ER Release Print “ER RELEASE” Cut-out BP, Set ER = FV. Wait 17 seconds. Verify ER is in (FV-2, FV+2) psi.

3

ER Drift at Release For 5 seconds, verify ER is in (X-1, X+1) psi (no drift), where X is step 2 pressure.

4

ER Full Service Print “ER FULL SVC” Set ER = FV-26. wait 10 seconds. Verify ER is in (FV-262, FV-26+2).

5

ER Drift At Full Service. For 5 seconds, verify ER is in (X-1, X+1) psi (no drift), where X is step 4 pressure.

Reason for Failure

Resulting Fail Code

Most Probable Cause

Corrective Action

If Still Bad, Try:

1102 ER not within +/- 2 psi of FV pressure. ER Control Error at Release.

AW4 malfunction 'or' control node fault on ERCP

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

Check hoses (if applied) and reservoirs on rear of manifold. Leak at ER test fitting.

1103 ER not within +/- 1 psi of ER Drifted at step 2 Release. pressure (Drifted).

AW4 malfunction 'or' control node fault on ERCP.

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

Check hoses (if applied) and reservoirs on rear of manifold. Leak at ER test fitting.

1104 ER not within +/- 2 of (FVER Control Error 26 psi) at Full Service. pressure.

AW4 malfunction 'or' control node fault on ER.

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

Check hoses (if applied) and reservoirs on rear of manifold. Leak at ER test fitting.

1105 ER not within +/- 1 psi of step 4 ER Drifted at Full pressure Service. (Drifted).

AW4 malfunction 'or' control node fault on ER.

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

Check hoses (if applied) and reservoirs on rear of manifold. Leak at ER test fitting.

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CCB II Computer Controlled Brake Generation II Service and Troubleshooting Guide Doc. No. IP-168-C Revision: 08 2/12/13-en

Step 6A

Reason for Failure

Resulting Fail Code

Print “MVER: ER valve off, MVER= energized”. Halt pneumatic penalty. Wait 2 seconds. Calculate and verify ER is in (X-7, X+7) psi, where X is expected pressure.

MVER exhaust rate is not within +/- 7 of expected pressure, where the expected pressure varies with FV setting. For FV = 90 psi, the expected pressure is 45 psi.

1106

MVER Energized.

Leakage (Maintaining 1107 ER not within AW4 circuit is not +/- 3 psi of MVER Energized activated). step 6B Test. pressure (Drifted).

Test Performed

Most Probable Cause

Corrective Action

If Still Bad, Try:

MVER Deenergized Print “MVER: ER valve off, MVER= deenergized”. Turn ER valve off, set pneumatic penalty. Wait 5 seconds.

6B

7

Wait 18 seconds. Verify ER is in (X-3, X+3) psi (no drift), where X is step 6B pressure. 7.1

MVER Deenergized 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 (if applied) and reservoirs on rear of manifold. Leak at ER test fitting. Replace 13CP.

Check for leak at Check for leakage on ERCP and 13CP ERCP test fitting. Replace ERCP. manifold gaskets. Leaks on hoses (if applied) and reservoirs on rear of manifold.

Print (if step 7 passed) “MVER ok: ER=n.n is within [X-7, X+7] psi”, where X is step 6B expected pressure.

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CCB II Computer Controlled Brake Generation II Service and Troubleshooting Guide Doc. No. IP-168-C Revision: 08 2/12/13-en

Step

Test Performed

8

Print “TESTING BP LRU”.

9

Graceful Cut-in

Reason for Failure

Resulting Fail Code

BP not in +/2 psi of (FV40 psi) air pressure.

1205

Most Probable Cause

Corrective Action

If Still Bad, Try:

If ER
BP Charging Print “BP CHG: Setting BP=FV40”. Set ER =FV-40. Wait 31 seconds; verify BP is in (FV-402, FV-40+2). MV53/BPCO

12

MV53/BPCO Print MV53/ BPCO: Cut in BP”. Cut-in BP. Wait 5 seconds. Verify BP > (FV30) psi.

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

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

MV53/BPCO will not cut out

Check locomotive BP leakage and correct any leak greater than 0.5 psi/ minute. Calibrate ERT and BPT in EAB remote session. Re-run self test while monitoring trace messages. If BP is higher than allowable range.

MV53/BPCO will not cut in.

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

BP Control Error (Charge)

1207 BP not in +3/8 psi of (FVMV53/BPCO Will 40 psi) Print “MV53/ Not Cut Out BPCO: Cut out pressure (allow 0.5 psi BP, setting ER=FV”. Cut-out /sec BP leakage). BP, Set ER = FV. Verify BP is in (FV-40-8, FV40+3).

11

BP leakage. ERT or BP Calibration off.

1208 MV53/BPCO Will Not Cut In.

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

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CCB II Computer Controlled Brake Generation II Service and Troubleshooting Guide Doc. No. IP-168-C Revision: 08 2/12/13-en

Step 13

14

Test Performed

Wait 5 seconds. BP not in +/3 psi of ER Verify BP is in pressure. (ER-3, ER+3) psi.

Low BP BPCO Print “LOW BP BPCO: Setting ER=0”. Set ER = 0. Wait 60 seconds. Verify BP is in (8.0, 14) psi.

15

Reason for Failure

MVEM

Print “Wait for VV reset”. Wait 25 or 70 seconds. Cut-in BP.

17

EMV Print “EMV”, then “Wait for VV recharge”. Set BP = 40. Wait 5 or 40 seconds. Cutout BP, set EMV on. verify BP < 5 psi.

18

1206

Most Probable Cause BP leakage. ERT or BPT Calibration off.

BP Control Error at Release

Corrective Action

If Still Bad, Try:

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

BPCO did not cut-out BP is not 1209 at low BP pressure. within 8 to 14 psi. BPCO No Cut Out at Low Psi.

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

BP is greater than 5 psi.

MVEM Fault. PVEM failure. Locomotive vent valves.

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

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

Ring out cables from Check cabling and connectors. Replace IPM to RIM to PSJB. IPM, RIM. If still bad, Replace PSJB. replace BPCP.

1210 MVEM Fault

Print “MVEM”. Set BP = 40. Wait 5 or 40 seconds. Cutout BP, set MVEM on. Wait 5 seconds; verify BP <5 psi. 16

Resulting Fail Code

BP is greater than 5 psi.

1211 EMV Fault

Replace BPCP

Print “Wait for VV reset”. Wait 25 or 70 seconds. Cut-in BP.

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Page 61 / 111

CCB II Computer Controlled Brake Generation II Service and Troubleshooting Guide Doc. No. IP-168-C Revision: 08 2/12/13-en

Step

Test Performed

19

Print “TESTING 20 LRU”.

20

20 Charge Print “20 CHG”. Set to Lead, 20 = 55. Wait 7 seconds. Verify 20 is in (50, 60) psi.

21

20 Exhaust

22

MVLT

Reason for Failure

Resulting Fail Code

Most Probable Cause

20 pipe pressure is not between 50-60 psi.

1301

AW4 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 (if applied) and reservoirs on rear of manifold. Leak at 20 test fitting.

AW4 malfunction 'or' control node fault on 20CP.

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.

No 20 Charge

1302 20 pipe pressure is Print “20 EXH”. greater than 5 No 20 Exhaust. Exhaust 20 pipe psi. pressure. Wait 7 seconds. Verify 20 is < 5 psi.

Print “MVLT”. Set 20 = 55. Turn 20 valve off. Wait 5 seconds. Set to Trail. Wait 2 seconds. Set AW4-20 REL to off. Verify 20 ≥ 50 psi. 23

Set to Lead, turn 20 valve on

24

Print “Testing 13 LRU”.

25

Print “13 Setup”. Set MV53 off, MVLT on, 20 = 0, MVEM off, MVER on, ERBU off. Wait 3 seconds.

26

13 Charge

20 pipe pressure is less than 50 psi.

1303 MVLT Stuck In Lead.

Corrective Action

MVLT failure or PVLT Ensure end cocks stuck in lead. are closed, no 20 Leakage. leak. Check for leakage in 20 pipe, 20CP manifold gasket.

If Still Bad, Try:

Replace 20CP.

Print “13 CHG”. Set 13 = MR. Wait 5 seconds.

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Page 62 / 111

CCB II Computer Controlled Brake Generation II Service and Troubleshooting Guide Doc. No. IP-168-C Revision: 08 2/12/13-en

Step

Test Performed

Reason for Failure

26.1

Verify MR ≥ 100 MR pressure is less than psi. 100 psi. If Fails, print “13 LRU: NO 13 CHARGE TEST ABORTED” and proceed to step 27. If passes, proceed to step 26.2.

26.2

Verify 13 ≥ 80 psi.

27

28

13 pipe pressure is less than 80.

13 pipe pressure is Print “13 EXH”. greater than Set 13 = 0. Wait 10 psi. 24-28 seconds, verify 13 ≤ 10 psi.

13 Exhaust

13 Exhaust (Unpowered) Print “13 EXH (UNPOWERED). Set 13 = MR. Wait 5 seconds. Exhaust 13 through MV13S/ 13CO. Wait 2023 seconds, verify 13 ≤15 psi.

29

Print “TESTING 16 LRU”.

30

Print “Setting #20=0, #13=MR, ER=90”. Release Independent brake. Bail off any Emergency brake. Release Automatic brake.

13 pipe pressure is greater than 15 psi.

Resulting Fail Code

Most Probable Cause

NONE

Low of MR pressure on locomotive. MRT calibration off. ERCP failure.

Insure MR pressure Replace ERCP. is > 100 psi. Calibrate MRT/FLT in EAB remote session. Re-run selftest.

13T calibration off. 13CP failure.

Calibrate 13T in EAB Replace 13CP. remote session. Rerun self-test.

13T calibration off. MV13E failure.

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

13T calibration off. Restricted vents/ chokes.

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

1401 No 13 Charge 1403 No 13 Exhaust

1402 No Unpowered Exhaust.

Corrective Action

If Still Bad, Try:

Replace 13CP.

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Page 63 / 111

CCB II Computer Controlled Brake Generation II Service and Troubleshooting Guide Doc. No. IP-168-C Revision: 08 2/12/13-en

Step

Test Performed

31

Wait 5 seconds. Print “Setting BP=AUX=ER”. Cut-in BP.

32

16/BC Charging

Reason for Failure

Resulting Fail Code

Most Probable Cause

Corrective Action

If Still Bad, Try:

Print “16 CHG: 16=74 BC CHG: BC=72”. Set 16 = 74. (Typical pressures for test). Wait 10 seconds. 32.1

Verify 16 is in (71, 77) psi. (Typical pressure range).

1503 16 pipe pressure is not between No 16 Charge. 71 and 77 psi. (Typical range).

AW4 malfunction 'or' control node fault on 16CP.

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

Check hoses (if applied) and reservoirs on rear of manifold. Leak at 16 test fitting.

32.2

Verify BC is in (69, 75) psi. (Typical pressure range).

BC is not between 69 and 75 psi. (Typical range).

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

If passed 1503 but failed 1600, replace BCCP.

Check hoses (if applied) and reservoirs on rear of manifold. Leak at 16 test fitting.

33

1600 No BC Charge

16/BC Exhaust Print “16 EXH: 16=31 BC EXH: BC=30”. Set 16 = 31. (Typical pressures for test). Wait 5 seconds.

33.1

Verify 16 is in (28, 34) psi. (Typical pressure range).

1504 16 pipe pressure is not between No 16 Exhaust. 28 and 34 psi. (Typical range).

AW4 malfunction 'or' control node fault on 16CP.

33.2

Verify BC is in (27, 33) psi. (Typical pressure range).

BC is not between 27 and 33 psi. (Typical range).

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

1601 No BC Exhaust.

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

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

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CCB II Computer Controlled Brake Generation II Service and Troubleshooting Guide Doc. No. IP-168-C Revision: 08 2/12/13-en

Step 36

Test Performed

Reason for Failure

Resulting Fail Code

Most Probable Cause

Corrective Action

If Still Bad, Try:

BC Backup Print “BC BKUP: Charging AUX to ~FV”. Set BP = FV

37

BC Backup Service Print “BC BKUP SVC: #13=0”. Set no bail off. Wait 30 seconds, or 120 seconds if 16 self-test is the first test being run or is being run by itself.

38

BC Backup Service Print “BC BKUP SVC: BP~=40”. Turn ER valve off. Reduce BP. Wait 10 seconds.

39

BC Backup Service

BC is less than 30 psi.

1506 No Backup BC

Print “BC BKUP SVC: Switch to BC Backup”. (16TV to 16 Vol.). Wait 5 seconds. Verify BC > 30 psi. 40

DBTV failure. Leaking type 2 DBIMV on BCCP or BCCP failure.

Calibration off. 1505 16 pipe pressure is Print “16 EXH”. greater than 2 No 16 Exhaust To Zero. Set 16 = 0. Wait psi. 5 seconds, verify 16 < 2.0 psi.

16 Exhaust

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

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

Calibrate 16T and BCT. Re-run selftest.

Replace 16CP.

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CCB II Computer Controlled Brake Generation II Service and Troubleshooting Guide Doc. No. IP-168-C Revision: 08 2/12/13-en

Step 41

Test Performed

Reason for Failure

Resulting Fail Code

BC Backup Bail Off

BC is greater than 5 psi.

1507

Corrective Action

No Back-Up BC

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

ELV setting drift or failure.

Replace 16CP.

No Backup BC Bail-off.

Print “BC BKUP. Bail Off”. Set 13 = MR, wait 15 seconds. Verify BC ≤ 5 psi. Set 13 = 0. Wait 2428 seconds. 42

Most Probable Cause

If Still Bad, Try:

BCBU Emergency (ELV) Print “Draining Aux <<ELV setting”. Set BP = ELV set pressure. Drain Aux < ELV setting by repeatedly bailing off for 20 to 120 seconds.

43

Print AUX << ELV Setting”. Set 13 = 0.

44

Print “BC BKUP EMER”. Cut-out BP, set MVEM on. Wait 20 seconds. Verify BC is within 5 psi of ELV setting.

45

Print “Wait for VV Reset”. Set MVEM off. Wait 20 seconds.

46

Print “TESTING 16/13 LRU (ERBU)”.

BC is not within +/- 5 psi of ELV setting. Typical setting is 62 psi.

1508 ELV Fault.

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CCB II Computer Controlled Brake Generation II Service and Troubleshooting Guide Doc. No. IP-168-C Revision: 08 2/12/13-en

Step 47

Test Performed

Reason for Failure

Resulting Fail Code

BP is not less than 15 psi.

1204

Most Probable Cause

Corrective Action

If Still Bad, Try:

ER Backup Print “ERBU: Setting BP~=0, BC~=0”. Set BP=0 and BC=0. Wait 60 seconds.

47.1

Verify BP < 15 psi.

Fault on ERCP or BPCP. BPT fault

Re-run self-test from beginning.

Fault on 13CP, 16CP, 20CP or BCCP. BCT fault

Re-run self-test from beginning.

No BP Exhaust 47.2

Verify BC < 2 psi.

BC is not less than 2 psi.

1601 No BC Exhaust

48

ERBU Energized Print “ERBU: Setting BP=30 via ERBU”. Switch to BC backup, turn ER valve off, switch to ER backup. Set ER = 30. Wait 10 seconds.

48.1

48.2

49

Print “Expect BP=30”. Verify BP ≥ 25 psi

BP is less than 25 psi

Print “Expect BC=0”. Verify BC ≤ 2 psi.

BC is greater than 2 psi.

1509 ERBU Will Not Energize.

1509 ERBU Will Not Energize.

Calibration off. ERBU Calibrate BPT, BCT, Replace 16CP will not energize. and 16T in EAB remote session. If still bad, replace 13CP. Calibration off. ERBU Calibrate BPT, BCT, Replace 16CP will not energize. and 16T in EAB remote session. If still bad, replace 13CP.

ERBU Deenergized Print “Remove ER Backup”. Cut-out BP, End ER and BC backup. Wait 10 seconds.

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CCB II Computer Controlled Brake Generation II Service and Troubleshooting Guide Doc. No. IP-168-C Revision: 08 2/12/13-en

Step 49.1

49.2

Reason for Failure

Resulting Fail Code

Print “Expect ER=0”. Verify ER ≤ 5 psi.

ER is greater than 5 psi.

1510

Print “Expect BC>25”. Verify BC ≥ 25 psi.

BC is less than 25 psi.

Test Performed

ERBU Will Not De-energize. 1510 ERBU Will Not De-energize.

Most Probable Cause

Corrective Action

If Still Bad, Try:

ERBU will not deenergize or leaking/ low brake cylinder pressure.

Replace 16CP. Replace 13 CP or repair brake cylinder leakage.

ERBU Will Not deenergize or leaking/ low brake cylinder pressure.

Replace 16CP. Replace 13 CP or repair brake cylinder leakage.

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CCB II Computer Controlled Brake Generation II Service and Troubleshooting Guide Doc. No. IP-168-C Revision: 08 2/12/13-en

11 Using the CCB II Diagnostic "Trace" Messages 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 computer to the Integrated Processor Module (IPM) or Integrated Hub (IHUB). 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 troubleshooting 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. CAUTION The IPM watchdog function is disabled when the 9 pin serial cable is connected to IPM J2. Do not operate locomotive in this condition.

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 .................. 9600 Data Bits ................... 8 Stop Bits .................... 1 Flow Control............... Xon/Xoff Parity.......................... None The following table lists several important trace messages alphabetically and explains their significance.

NOTE Some 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.

NOTE Trace messages are for diagnostic purposes only and are subject to change. The trace messages listed below are representative of some of the possible trace messages that may appear. Not all systems have the same trace messages or format.

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CCB II Computer Controlled Brake Generation II Service and Troubleshooting Guide Doc. No. IP-168-C Revision: 08 2/12/13-en

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.

<<
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. The following table lists the current NYAB system numbers that correspond to the SYS CFG numbers: SYS CFG 4 5 6

NYAB System Number 1516 - GETS/NS field test 1521 - GETS/UP field test 1522 - Clyde/QR field test

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CCB II Computer Controlled Brake Generation II Service and Troubleshooting Guide Doc. No. IP-168-C Revision: 08 2/12/13-en

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

SIGNIFICANCE SYS CFG 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46

NYAB System Number 1525 - GETS/NS 1526 - EMD/BNSF 1527 - EMD/UP SD90MAC 1529 - GETS/UP 1539 - GETS/TFM 1541 - GETS/BNSF 1537 - GETS/QNS&L 1530 - GETS/CSX (AC6000 ICON) 1547 - GETS/CP 1538 - GETS/BHP 1545 - Clyde(EMD)/QR 1555 - GETS/CSX (AC4400 IPM) 1552 - GETS/Ferronorte 1559 - EMD/UP 1570 - GETS/Ferro Mex 1569 - EMD/CP 1585 - GETS/CVRD-FCA 1585 - FCA 1585 - CVRD/DDM 1585 - CVRD/Dash 9 1585 - CVRD/Dash 9 1605 - GETS/QCM 1609 - GETS/BC 1660 - GETS/Ferronorte/CVRD Carajas 1632 - EMD/Spoornet 1651 - GETS/CRM 1669 - GETS/CSX/AC4400 1695 - EMD/CSX 1706 - EMD/ALASKA 1707 - CHINA - MOR 1747 - GETS/QTR 1726 - EMD/Pacific National 1761 - Siemens MOR (HXD1) 1738 - Spoornet OREX Class 9E Electric 1739 - Spoornet OREX Class 34-500 Diesel 1688 - Spoornet Class 37 1804 - Iron Horse/JRW 1842 - FMG 1687 - Transnet Class 19E Loco 1771 - Transnet Class 39 Diesel

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CCB II Computer Controlled Brake Generation II Service and Troubleshooting Guide Doc. No. IP-168-C Revision: 08 2/12/13-en

TRACE MESSAGES

SIGNIFICANCE

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

SYS CFG

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).

47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79

NYAB System Number 1844 - NS with ECP 1864 - GETS/Pacific National 1875 - P&L 1850 - Spoornet Class 15E 1809 - EMD Fire Integration 1784 - Qishuyan/GETS 1863 - GETS/CRM 1865 - GETS/CRM 1892 - EMD/Pacific National with ECP 1731 - Dalian 1712 - EMD/FRA Tech Train 1493 - GETS/BNSF 1766 - Dalian/EMD-Qishuyan/GETS 1921 - EMD/BHP Iron Ore 1916 - Siemens EAB 1906 - GETS/CP ECP Dual Mode 1841 - UP ECP Conversion 1890 - ZELC/Siemens 6-axle 1895 - Dalian/Bombardier 6-axle 1600 - CVRD VALE 1928 - EMD/BNSF FIRE 1971 - ZELC 6-axle 7200KW 1996 - Dalian/Toshiba 7200KW 1939 - EMD/Saudi 2052 - GETS/CN 2058 - Dalian/Toshiba HXD3C 1834 - Transnet Class 40 2059 - ZELC Passenger 2020 - EMD/Indonesia 1951 - GETS/Mittal Steel Liberia 2079 - GERS/CML DP upgrade 2094 - Qishuyan 2077 - EMD/SNIM Mauitania

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CCB II Computer Controlled Brake Generation II Service and Troubleshooting Guide Doc. No. IP-168-C Revision: 08 2/12/13-en

TRACE MESSAGES

SIGNIFICANCE

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 seven programmed LRUs of the brake system (16CP, ERCP, BPCP, 20CP, 13CP, EBV, 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 deactivated. 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.

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TRACE MESSAGES

SIGNIFICANCE

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

This message type occurs during power up 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.

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TRACE MESSAGES

SIGNIFICANCE

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 part number for the IPM software. The last three digits are the GE 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.

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12 Maintaining the CCB II Brake System 12.1

Periodic Maintenance The CCB II Brake system requires little periodic maintenance. To keep the system performing optimally, the following periodic maintenance requirements must be performed. For Unscheduled Maintenance see Section 12-2. 92 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. An EAB System Functional Test may be performed at the discretion of the railroad (See Appendix A). Alternatively, the EAB Self Test may be performed to check System health. (Refer to Chapter 10). ANNUAL MAINTENANCE Remove and replace MR, brake pipe (BP), 13 pipe and 20 pipe filters (see section 12-1-1). Run EAB System Functional Test (see Appendix A). FIVE YEAR MAINTENANCE (or as Required by regulatory agency) All pneumatic components must be overhauled. NYAB also recommends overhaul of the EBV for maximum reliability. For spare parts, contact New York Air Brake at 1-888-TENNYAB (836-6922).

12.1.1

MR, BP, 13 and 20 Pipe filter Replacement 1) TOOLS AND LUBRICANTS REQUIRED 1. 2. 3. 4. 5. 6. 7. 8.

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

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12.1.2

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: a. While using a socket wrench with a 12" extension and 7/8" socket to hold on to 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 from BP filter housing (15) and 13 and 20 filter housings (17). Remove BP, 13, and 20 filter assemblies from manifold (22).

NOTE If the BP Filter Housing (15) is the newer (larger) model which is represented by the dashed lines in Fig. 12-1, it requires shorter capscrews (14) than those used on the 13 and 20 filter housings (17). These shorter screws (14) should also be removed in step 1.

2. Remove and discard filter elements (18), spring (20), screen (21), and ring gaskets (19) from filter housings (15 and 17).

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NOTE In addition to the parts previously described in filter housings (17), the newer (larger) model BP Filter housing (15), which is represented by the dashed lines in Fig. 12-1, also contains a filter element (23), filter retainer (24), and O-ring (25). If newer model BP filter is in use, go to step 3.

3. Unscrew filter retainer (24). Remove and discard filter element (23) and O-ring (25) from filter housing (15).

12.1.3

Cleaning, Inspecting, and Repairing (See Figure 12-1) 1. To order replacement parts, refer to the NYAB applicable Parts Catalog. For BP, MR, 13 and 20 pipe filter replacement, use kit P/N789764 for EPCU part numbers 786605, 786692, 788847, 788971, 789506, 789507, 789514, and 789976, otherwise use filter replacement kit P/N 777047.

CAUTION Danger 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.

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).

CAUTION Danger of personal injury exists. When using compressed air, be sure to:  Wear eye protection.  Do not exceed 30 psi.

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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. 12.1.4

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 (19) and to end and ID of both ends of new filter elements (18). Insert ring gaskets (19) and filter elements (18) into housing (17).

2.

Fasten 13 and 20 filter assemblies (17) to manifold (22) using longer (4") hex head cap screws (16). Tighten longer (4") hex head cap screws (16) 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 ends of new filter element (23) before inserting it into housing (15). Apply loctite 565 to threads of filter retainer (24) 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 (19) and new Oring (25). Insert ring gasket (19), O-ring (25), new spring (20), and new filter screen (21) into housing (15).

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CAUTION Hex Head Cap Screws (14) used on the BP Filter are shorter (3-1/2") than used on the 13 and 20 Filter Assemblies (4"). Do not use the Hex Head Cap Screws (16) from the 13 and 20 Filter Assemblies on the BP Filter. Failure to follow this caution will result in permanent damage to the manifold assembly.

3. Fasten BP filter assembly (15, 19, 20 and 21) to manifold (22) 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).

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FIGURE 12-1 CCB II Filter Assemblies

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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. 2. 3. 4. 5.

12.2.2

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

Removal and Installation

NOTE To order replacement parts, refer to the NYAB Parts Catalog for your EPCU part number. The EPCU part number is stamped on a legend plate mounted on the upper right corner of the EPCU manifold (Figure 12-2, item 1).

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

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.

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

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

FRONT SIDE OF EPCU (See Figure #12-2) 1.

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

b.

2.

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).

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).

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).

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(3)

Remove and discard ring gaskets (13) from filter housings (11). NOTE Newer model BP Filter blocks are larger than the earlier models and contain additonal parts. If working on the newer style BP Filter, refer to Section 12.1.2.

(4)

b.

Remove and discard filter elements (12), screen (20), and spring (19) from filter housings (11).

Installation 13 and 20 FILTER ASSEMBLIES: (1)

Apply Dow Corning #4 Lubricant to end and ID of both ends of new filter elements (12). Insert ring gaskets (13) and filter elements (12) into housing (11).

(2)

Fasten 13 and 20 filter assemblies (11, 12 & 13) 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 (13), new spring (19), and new filter screen (20) into housing (15). If applicable, insert additional parts into housing (15) (see 12.1.1).

CAUTION Hex Head Cap Screws (14) used on the larger BP Filter are shorter (3-1/2") than used on the 13 and 20 Filter Assemblies (4"). Do not use the Hex Head Cap Screws (10) from the 13 and 20 Filter Assemblies on the BP Filter. Failure to follow this caution will result in permanent damage to the manifold assembly.

(2)

Fasten BP filter assembly [11 thru 19 (and 15 if newer model)] to manifold (1) using shorter (3-1/2") hex head cap screws (14). Tighten shorter (3-1/2") hex head cap screws (14) to 55 ± 2 ft lb (dry torque).

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3.

BP Control Portion (BPCP), (Item 21), Qty. 1 a.

b.

4.

Removal (1)

Disconnect cable assembly connector (35) from BPCP (21).

(2)

Remove three hex nuts (7). Remove BPCP (21) from manifold (1).

(3)

Remove and inspect gasket (22). Discard gasket (22) if any tears, creases, abrasions, etc. are present.

Installation (1)

Ensure that gasket (22) is properly in place.

(2)

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

(3)

Connect cable assembly connector (35) to BPCP (21).

ER Control Portion (ERCP), (Item 25), Qty. 1 a.

b.

Removal (1)

Disconnect cable assembly connector (35) from ERCP (25) and BPCP (21).

(2)

Remove three hex nuts (7). Remove ERCP (25) from manifold (1).

(3)

Remove and inspect gasket (24). Discard gasket (24) if any tears, creases, abrasions, etc. are present.

Installation (1)

Ensure that gasket (24) is properly in place.

(2)

Install ERCP (25) to manifold (1) using three hex nuts (7). Tighten nuts (7) to 55 ± 2 ft lb (dry torque).

(3)

Connect cable assembly connector (35) to ERCP (25) and BPCP (21).

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5.

DB Triple Valve (DBTV) Portion, (Item 28), Qty. 1 a.

b.

6.

Removal (1)

Disconnect cable assembly connector (35) from ERCP (25) and 16CP (32). Disconnect DBI cable connector (36) from magnet valve located on top of DBTV Portion (28).

(2)

Remove two hex nuts (7). Remove DBTV CP (28) from manifold (1).

(3)

Remove and inspect gasket (29). Discard gasket (29) if any tears, creases, abrasions, etc. are present.

Installation (1)

Ensure that gasket (29) is properly in place.

(2)

Install DBTV (28) to manifold (1) using two hex nuts (7). Tighten nuts (7) to 55 ± 2 ft lb (dry torque).

(3)

Connect DBI cable connector (36) to magnet valve located on top of DBTV Portion (28). Connect cable assembly connector (35) to ERCP (25) and 16CP (32).

20 Control Portion (20CP), (Item 23), Qty. 1 a.

b.

Removal (1)

Disconnect cable assembly connector (35) from 20CP (23) and BPCP (21).

(2)

Remove three hex nuts (7). Remove 20CP (23) from manifold (1).

(3)

Remove and inspect gasket (24). Discard gasket (24) if any tears, creases, abrasions, etc. are present.

Installation (1)

Ensure that gasket (24) is properly in place.

(2)

Install 20CP (23) to manifold (1) using three hex nuts (7). Tighten nuts (7) to 55 ± 2 ft lb (dry torque).

(3)

Connect cable assembly connector (35) to 20CP (23) and BPCP (21).

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7.

Brake Cylinder Control Portion (BCCP), (Item 26), Qty. 1 a.

b.

8.

Removal (1)

Disconnect cable assembly connector (35) from 20CP (23) and 13CP (30).

(2)

Remove two hex nuts (7). Remove BCCP (26) from manifold (1).

(3)

Remove and inspect gasket (27). Discard gasket (27) if any tears, creases, abrasions, etc. are present.

Installation (1)

Ensure that gasket (27) is properly in place.

(2)

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

(3)

Connect cable assembly connector (35) to 20CP (23) and 13CP (30).

13 Control Portion (13CP), (Item 30), Qty. 1 a.

b.

Removal (1)

Disconnect cable assembly connector (35) from 13CP (30) and PSJB (34) port J103.

(2)

Disconnect DBI cable (36) from 13CP (30).

(3)

Remove three hex nuts (7). Remove 13CP (30) from manifold (1).

(4)

Remove and inspect gasket (31). Discard gasket (31) if any tears, creases, abrasions, etc. are present.

Installation (1)

Ensure that gasket (31) is properly in place.

(2)

Install 13CP (30) to manifold (1) using three hex nuts (7). Tighten nuts (7) to 55 ± 2 ft lb (dry torque).

(3)

Connect cable assembly connector (35) to 13CP (30) and PSJB (34) port J103.

(4)

Connect DBI cable (36) to 13CP (30).

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9.

Power Supply Junction Box (PSJB), (Item 34), Qty. 1 a.

b.

Removal (1)

Disconnect cable assembly connector (35) and any other electrical connectors that are affixed to PSJB (34).

(2)

Remove four elastic stop nuts (33) and washers (3). Remove PSJB (34) from manifold (1). Discard elastic stop nuts (33).

(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.

Installation (1)

Ensure that thermal gasket is properly in place.

(2)

Install PSJB (34) to manifold (1) using four new elastic stop nuts (33) and washers (3). Torque until first sign of waterseal gasket distortion (1/16" Max. allowable distortion).

(3)

Connect cable assembly connector (35) and any other electrical connectors that were affixed to PSJB (34), to PSJB (34).

NOTE Removal of components on back of EPCU is not necessary for periodic maintenance and is not recommended unless they are malfunctioning.

12.3

TESTING Open the cut-off cock to restore main reservoir air connection to the EPCU. Listen and feel for 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 Brake Valve that was previously replaced (refer to Chapter 10 for self-test instructions).

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KEY FOR FIGURE 12-2 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24. 25. 26. 27. 28. 29. 30. 31. 32. 33. 34. 35. 36.

Manifold Assembly Hex Head Cap Screw Washer Mounting Bracket (RH) Mounting Bracket (LH) Lock Washer Hex Nut MR Filter Assembly Ring Gasket Hex Head Cap Screw Filter Housing Filter Element Ring Gasket Hex Head Cap Screw BP Filter Assembly Filter Element Filter Retainer O-Ring Spring Filter Screen BP Control Portion Gasket 20 Control Portion Gasket ER Control Portion BC Control Portion Gasket DBTV Portion Gasket 13 Control Portion Gasket 16 Control Portion Elastic Stop Nut Power Supply Junction Box Assembly EPCU Cable Assembly DBI Cable

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FIGURE 12-2 CCB II Electro-Pneumatic Control Unit (Front) (Typical)

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12.4

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 Watertown, New York

(315) 786-5494 Phone (315) 786-5665 Fax

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13 Appendixes APPENDIX “A” EAB SYSTEM FUNCTIONAL TEST AAR GENERIC (NORTH AMERICAN ONLY)

EAB SYSTEM FUNCTIONAL TEST (92 Day and Annual) A. Test Equipment Required: 1.

Filtered shop air pressure of 120 psi, minimum (if the locomotive is not running).

2.

Single Car Test Device.

3.

Wheel chocks.

B. Preliminary Set Up Of the System: 1.

Propulsion must be cut-out.

2.

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

3.

Check to see that the compressor governor has been adjusted to OEM specifications or as specified by the railroad and adjust if necessary.

4.

Check to see that the brake cylinders have been tested for leakage in accordance with the OEM specifications, or as specified by the railroad (repair if necessary).

5.

Where the main engine cannot be operated during the tests, filtered shop line pressure of not less than 120 psi should be used.

6.

Check all LON cables to ensure that they are all tight and completely connected to the CCB.

7.

Main Reservoir Cut-Out Cock – Open.

8.

Dead Engine Cut-Out Cock – Closed.

9.

All Cocks at both ends of Brake Pipe, Actuating Pipe and Independent Application and Release Pipe – Closed.

10.

Brake Cylinder Cut-Out Cocks – Open.

11.

All Main Reservoir Drain Cocks – Closed.

12.

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

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13.

The main reservoir safety valve setting should be checked according to OEM or the individual railroad’s requirements.

14.

EBV Automatic handle - H.O. position.

15.

EBV Independent handle - Release position.

16.

EAB and DP circuit breakers - ON position.

17.

Locomotive set for Lead - Cut In.

18.

Locomotive in Isolate.

19.

Reverser Handle on Center.

20.

With MR pressurized, open the MR Filter drain cock and remove any moisture from the MR Filter then close the MR Filter drain cock.

C. SELF TEST: 1.

Perform Self Test (see Chapter 10).

2.

Note that there are no faults at the end of self test.

EBV AUTOMATIC HANDLE OPERATION: 1.

Move the Automatic Handle to Release and note that ER gage charges, brake pipe charges to +0/-1 psi of ER gage, and brake cylinder gage reduces to 0 psi.

2.

Wait two minutes for the 435 cu. in. Aux. Res. on the CCB manifold to charge completely.

3.

SERVICE BRAKE APPLICATION AND RELEASE: a.

Place the Automatic Brake handle into the MIN (Minimum Service Brake) position detent and note that ER and BP reduce and that BC charges.

b.

Continue to move the Automatic Brake handle toward the FULL SERV position in 3-5 psi step reductions of ER pausing at each step. Note that BP pressure follows ER and that a corresponding increase in BC pressure also occurs.

c.

When the handle has reached the FULL SERVICE detent, note that Full Service pressures have been attained.

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4.

SUPPRESSION: a.

5.

6.

Move Automatic Brake handle to SUPPRESSION position and note that all pressures remain from previous step ‘c’.

RELEASE: a.

Slowly move the Automatic Brake handle to RELEASE and note that BP does not increase and BC does not reduce until the handle has been placed into RELEASE position.

b.

With the handle in RELEASE note that ER is charged, BP is within 1 psi of ER and BC has reduced to 0 psi.

c.

Allow 30 seconds in RELEASE.

HANDLE OFF OPERATION: a.

Place the Automatic Brake handle into the HANDLE OFF position and note: 1) 2) 3)

b. 7.

ER reduces at a service rate to 0 psi. Brake Pipe Gage reduces with ER pressure to less than 13 psi. BC initially charges to 62 +/- 2 psi when BP gage pressure is greater than 20 psi. When BP pressure reduces to less than 20 psi, BC charges to 75 to 79 psi.

Place the Automatic Brake handle to RELEASE and recharge system for 1 minute.

EMERGENCY BRAKE OPERATION: a.

Place the Automatic Brake handle swiftly and directly into the EMERGENCY position and note: 1) 2) 3) 4)

b.

Brake Pipe Gage rapidly reduces to 0 psi. ER reduces at a slower rate to 0 psi. BC increases to 75 to 79 psi. Emergency crew message is displayed on operator screen.

Allow 60 seconds for emergency condition to reset. Move handle to RELEASE and note that ER and BP charge and BC reduces to 0 psi.

Allow system to charge for 30 seconds.

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EBV INDEPENDENT HANDLE OPERATION: 1.

Move the Independent handle towards MAXIMUM in steps and note that BC increases in steps.

2.

With the Independent handle in the MAX position, note that the maximum Independent BC pressure is attained.

3.

Move the Independent handle towards RELEASE in steps and note that BC reduces in steps.

4.

In RELEASE position note that BC is zero.

5.

Install a test gage to TP-20 located on the 20 LRU.

6.

Move the Independent handle to MAXIMUM and note that BC charges from 0 to 50 psi in 2 to 3 seconds.

7.

Move the Independent handle to RELEASE and note that BC reduces from 70 to 5 psi in 3 to 5 seconds and continues to 0 psi.

8.

Remove the test gage from TP-20.

QUICK RELEASE OF AUTOMATIC BRAKE: 1.

Move the Automatic Brake handle to reduce ER to approximately 80 psi and note that BC applies.

2.

Activate the Bail function of the Independent Brake Handle and note BC reduces to 0 psi.

3.

Release the Bail function of the Independent Handle.

4.

Move Automatic Brake handle to FULL SERVICE and note BC reapplies.

QUICK RELEASE AND APPLICATION OF EMERGENCY BRAKE: 1.

Place the Automatic Brake handle to EMERGENCY and note BP reduces to 0 psi and BC increases to approximately 60 to 78 psi.

2.

Activate the Bail function of the Independent Brake handle and note BC reduces to 0 psi.

3.

Release Bail function and note BC reapplies to approximately 60 to 78 psi.

4.

Place both EBV handles to the RELEASE position and charge for one minute.

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DYNAMIC BRAKE BAIL (For units so equipped with Dynamic Brake Interlock): 1.

Place the Automatic handle to the Service zone and reduce ER approximately 10 to 12 psi applying Brake Cylinder.

2.

Place the Throttle handle to the Dynamic Brake 1 Position and note that Brake Cylinder reduces to 0 psi. Place the throttle handle in ‘IDLE’. Brakes will re-apply on DBI ‘type 1’ systems. Brakes will NOT re-apply on ‘type 2’ systems.

3.

Place EBV Automatic handle to Release position and charge the system.

ALERTER PENALTY BRAKE: 1.

Place both EBV handles to the Release position, if not already there.

2.

Wait for the Alerter to count down and note that the CCB goes into a penalty brake application.

3.

Verify crew message on the display.

4.

Place EBV Automatic handle to Suppression position and reset the penalty brake.

5.

Place Automatic handle to Release position and charge the system.

CAB SIGNAL PENALTY BRAKE (For units so equipped): 1.

Open the Cab Signal circuit breaker.

2.

Cut in the Cab signal and note the CCB goes into a penalty brake.

3.

Cut out the Cab signal, close the Cab signal circuit breaker and reset the penalty brake.

POWER LOSS PENALTY BRAKE: 1.

Connect an external pressure hose to the actuating pipe, but do not open the end cock.

2.

Connect a gage to TP-BC located on the 16 LRU.

3.

Open the AB circuit breaker and note the CCB goes into penalty brake.

4.

Back up brake of 60 to 68 psi should be applied to the brake cylinders (check TPBC for pressure).

5.

Open the end cock at actuating pipe and note that the brakes bail off.

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6.

Remove the external pressure hose from actuating pipe, close the end cock, and then remove the test gage from TP-BC.

7.

Close the AB circuit breaker and reset the penalty brake.

BRAKE PIPE FLOW TEST: 1.

In Release, set feed valve pressure for 90 psi.

2.

Flow setting is accessed through the Remote Session in the air brake setup.

3.

With both EBV handles in Release, let the system charge for a minimum of three minutes.

4.

Install a certified calibrated flow orifice per FRA requirements.

5.

Place the Independent Brake Handle to the Full Apply position.

6.

Slowly open the Brake Pipe end cock to the full open position noting that pressure is being discharged through the flow orifice.

7.

Adjust Equalizing Reservoir pressure to maintain 90 psi Brake Pipe pressure on the display.

8.

Adjust the air flow reading on the display screen to read 60 CFM (+/- 1 CFM) with Main Reservoir pressure at 130 psi (the reading should be taken when MR pressure is increasing).

9.

Allow the compressor to complete 3 additional consecutive cycles and verify that flow is still +/- 1 CFM.

10.

Record the pressure differential displayed by the brake system on the Remote Session screen access in the air brake setup.

11.

After all tests are completed, verify the flow again. To obtain the 130 psi MR pressure you need to force the compressor to load by removing the Salem test fitting at the CGS.

12.

Close the end cock and remove the test fitting.

BACK UP BRAKE OPERATION: 1.

Connect a single car test device (set for 90 psi) to the brake pipe end hose.

2.

Open the AB circuit breaker reducing pressure to 0 psi (Brake Cylinder will charge to ELV setting).

3.

BACK UP BAIL OFF (for units so equipped)

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a.

Turn Locomotive ‘Control’ (trainline) switch/breaker ‘OFF’.

b.

Activate the Bail function and note Brake Cylinder Reservoir Gage does not reduce to 0 psi.

c.

Turn Locomotive ‘Control’ (trainline) switch/breaker ‘ON’, activate the Bail function and note Brake Cylinder Reservoir Gage reduces to 0 psi.

d.

Release the bail function and note BC recharges.

4.

Open the brake pipe end cock, place the Single Car Test device to Position No. 1 and charge Brake Pipe to 90 psi. Wait two minutes for the external 435 cu. in. reservoir located on the CCB manifold to charge.

5.

Note BC reduces to 0 psi.

6.

Move device handle to Position No. 5, reduce Brake Pipe to Full Service pressure, then move device handle to Position No. 3. Note Brake Cylinder charges to 58-68 psi.

7.

Move device handle to Position No. 1 and charge Brake Pipe, noting Brake Cylinder reduces to 0 psi.

DEAD ENGINE: 1.

Turn OFF the locomotive and/or remove the MR pressure source, isolate the main reservoirs, then drain all pressure from main reservoir.

2.

Cut IN the Dead Engine cut-out cock located on the ER-LRU and commence charging MR.

3.

Note MR charges slowly to regulator setting (+4/-2 psi), depending on railroad.

4.

Move device handle to Position No. 5, reduce Brake Pipe to Full Service pressure, then move device handle to Position No. 3. Note Brake Cylinder charges.

5.

Move device handle to Position No. 5 and reduce Brake Pipe to 0 psi, open the main reservoir drain cocks and vent the system to 0 psi.

6.

End of test.

FIREMAN’S VALVE: For locomotives equipped with a Fireman’s Valve, this test checks that the Fireman’s Valve switch circuit to the CCB is functioning properly: 1.

Place Automatic handle in Release and allow system to charge: ER/BP = 90 PSI.

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2.

Open the Fireman’s Valve and note: a. BP reduces to 0 immediately b. PCS opens immediately. c. Crew Message reads "Fireman’s Valve Emergency" or "Emergency Brake Valve Emergency" based on user requirements. NOTE If Crew Message does not read "Fireman’s Valve Emergency" or "Emergency Brake Valve Emergency" then the Fireman’s Valve switch input circuit is not properly connected and requires repair.

3.

Close the Fireman’s Valve and after emergency timer has expired, recover the brake system.

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APPENDIX “B” CREW MESSAGE GLOSSARY

The following table is intended to familiarize the user with the Crew messages associated with the CCBII EAB (Electronic Air Brake) System. DESCRIPTION

CREW MESSAGE 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.

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DESCRIPTION

CREW MESSAGE BACKUP MODE ENGAGEDXXX,

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 ENGAGEDThe brake system has had a partial computer failure but it may be REDUCED IND BRAKES-XXX, 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- The brake system has had a partial computer failure but it may be XXX, 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 threedigit 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.

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DESCRIPTION

CREW MESSAGE

CONSIST CONTINUOUS BAIL- An air brake failure has occurred which causes the actuating (bail) SET AB OFF-XXX, 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. DISTRIBUTED POWER EMERGENCY,

An emergency brake application has been applied while in distributed power mode.

DISTRIBUTED POWER PENALTY,

A penalty brake application has been applied while in distributed power mode.

EMERGENCY BRAKE VALVE EMERGENCY,

A crew-initiated emergency (made by activating the crew/fireman’s valve) is in effect.

EMERGENCY SOURCE STILL The emergency brake application cannot be released because the PRESENT, condition which caused it is still active (e.g. distributed power). 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 The automatic brake handle must be moved to the SUPP position SUPPRESSION TO RECOVER, 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.

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DESCRIPTION

CREW MESSAGE 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.

NO 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 TRAILXXX,

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 UNITSSET 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- An air brake failure has occurred which prevents pressurization of XXX, 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- An air brake failure has occurred which prevents pressurization of SET TRAIL-XXX, 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 nonsuppressible penalty by the locomotive computer (ILC). The source of the penalty was not specified.

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DESCRIPTION

CREW MESSAGE 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.

PLACE AUTOMATIC HANDLE TO HO (CS),

This message is posted to prompt the operator to place the automatic brake handle in the ‘HO’ or ‘CS’ position to prepare for setup in distributed power.

PLACE INDEPENDENT HANDLE TO RELEASE,

This message is posted to prompt the operator to place the independent brake handle in the ‘REL’ position to prepare for set-up in distributed power.

POWER 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.

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DESCRIPTION

CREW MESSAGE

TO CLEAR EMERGENCY, The operator must move the automatic brake handle to the MOVE HANDLE TO RELEASE, ‘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.

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.

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APPENDIX “C”

ABBREVIATIONS AND ACRONYMS

A/D ....................... ANALOG TO DIGITAL A&R ...................... APPLICATION AND RELEASE AAR ...................... ASSOCIATION OF AMERICAN RAILROADS ABCB .................... AIR BRAKE CIRCUIT BREAKER AD ........................ ANALOG TO DIGITAL AE1 ....................... AUTOMATIC EMERGENCY SWITCH NO. 1, Normally Closed AE2 ....................... AUTOMATIC EMERGENCY SWITCH NO. 2, Normally Open ALR ...................... ALARM RELAY APP ...................... APPLY AR ........................ AUTOMATIC RELEASE SWITCH ‘OR’ AUXILIARY RESERVOIR ATP ...................... AUTOMATIC TRAIN PROTECTION AW4-ER ............... ANALOG CONVERTER EQUALIZING RESERVOIR AW4-16 ................ ANALOG CONVERTER, 16 PIPE (CONTROL PIPE) AW4-20 ................ ANALOG CONVERTER, 20 PIPE (INDEPENDENT APPL. & REL. PIPE) BAN ...................... BATTERY NEGATIVE BAP ...................... BATTERY POSITIVE BAT ...................... BATTERY BOX BC ........................ BRAKE CYLINDER BCCO ................... BRAKE CYLINDER PIPE PRESSURE DOWNSTREAM OF CUT-OFF COCK BCCP ................... BRAKE CYLINDER CONTROL PORTION BCEP .................... BRAKE CYLINDER EQUALIZING PIPE BCPS .................... BRAKE CYLINDER PRESSURE SWITCH BCT ...................... BRAKE CYLINDER TRANSDUCER BCTP .................... BRAKE CYLINDER TEST POINT BG ........................ BRAKE GRID BO ........................ BAIL OFF BO1 ...................... BAIL OFF SWITCH, AUTOMATIC BO2 ...................... BAIL OFF SWITCH, INDEPENDENT BOBU ................... BAIL-OFF BACK-UP BOD ...................... BINARY OUTPUT DISABLE BP ......................... BRAKE PIPE BPCN ................... BRAKE PIPE CONTROL NODE BPCO ................... BRAKE PIPE CUT-OFF VALVE (CLOSES BP 11 PSI DECREASE) BPCP .................... BRAKE PIPE CONTROL PORTION BPG ...................... BRAKE PIPE GAUGE PORT BPT ...................... BRAKE PIPE TRANSDUCER BPR ...................... BRAKE PIPE RELAY BPVV .................... BRAKE PIPE PRESSURE AT LOCOMOTIVE VENT VALVE BU ........................ BACK UP

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CCB II Computer Controlled Brake Generation II Service and Troubleshooting Guide Doc. No. IP-168-C Revision: 08 2/12/13-en

C1 ......................... PNEUMATIC CHOKE 1 C2 ......................... CHOKE #2 CCB II ................... COMPUTER CONTROLLED BRAKE - SECOND GENERATION CCC ...................... COMPUTER CONTROLLED CAB CARS ‘OR’ CAB CONSOLIDATION COMPUTER CCPS ................... COMPRESSOR CONTROL PRESSURE SWITCH CDU ...................... CAB DISPLAY UNIT CFM ...................... CUBIC FEET PER MINUTE CN ........................ CONTROL NODE COC ..................... CUT OFF COCK COMM ................. COMMUNICATION CONT ................... CONTROLLER COT&S ................. CLEAN, OIL, TEST, AND STENCIL COR ..................... CUT-OFF RELAY COS ...................... CUTOFF SWITCH CPU ...................... CENTRAL PROCESSOR UNIT CS ........................ CAB SIGNAL CSP ...................... CAB SIGNAL PENALTY CU IN .................... CUBIC INCHES D/A ....................... DIGITAL TO ANALOG D&T ...................... DATE AND TIME DB ........................ GERMAN FEDERAL RAILWAYS “DEUTSCHE BUNDESBAHN” DBCO ................... DYNAMIC BRAKE CUTOFF SWITCH DBI ....................... DYNAMIC BRAKE INTERLOCK DBM ..................... DYNAMIC BRAKE MAGNET DBTV .................... PNEUMATIC BACKUP TRIPLE VALVE PORTION dc .......................... DIRECT CURRENT DCV ...................... DOUBLE CHECK VALVE DEF ...................... DEAD ENGINE FIXTURE DER ...................... DEAD ENGINE REGULATOR DP ........................ DISTRIBUTED POWER DPC ...................... DISTRIBUTED POWER CONTROL DPM ..................... DISTRIBUTED POWER MODULE E-IPM ................... EXTENDED INTEGRATED PROCESSOR MODULE E/C ....................... ENERGIZED CLOSED E/O ....................... ENERGIZED/OPEN EAB ...................... ELECTRONIC AIR BRAKE EBV ...................... ELECTRONIC BRAKE VALVE ELV ....................... EMERGENCY LIMITING VALVE EM2000 ................ PROPULSION CONTROL COMPUTER (EMD) EMD ..................... ELECTRO-MOTIVE DIVISION EMER ................... EMERGENCY EMV ...................... EMERGENCY MAGNET VALVE EPA ...................... CLOSED LOOP CONTROL CIRCUIT FOR AW4 CONVERTER EPCU ................... ELECTRO-PNEUMATIC CONTROL UNIT ER ........................ EQUALIZING RESERVOIR

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CCB II Computer Controlled Brake Generation II Service and Troubleshooting Guide Doc. No. IP-168-C Revision: 08 2/12/13-en

ERBU ................... EQUALIZING RESERVOIR BACKUP ERCP ................... EQUALIZING RESERVOIR CONTROL PORTION ERCN ................... EQUALIZING RESERVOIR CONTROL NODE ERG ...................... EQUALIZING RESERVOIR GAUGE PORT ERT ...................... EQUALIZING RESERVOIR TRANSDUCER ERTP .................... EQUALIZING RESERVOIR TEST POINT ES ......................... EMERGENCY SAND ESR ...................... EMERGENCY SAND RELAY EX ......................... EXHAUST EXH ...................... EXHAUST MAGNET VALVE F/LY ...................... FAILURES PER LOCOMOTIVE YEAR FIG ....................... FIGURE FLIM ......................FREIGHT LEAD IN MODE FLOM ....................FREIGHT LEAD OUT MODE FLT ........................FLOW TRANSDUCER FMI ........................FIELD MODIFICATION INSTRUCTIONS FRA .......................FEDERAL RAILROAD ADMINISTRATION FS ..........................FULL SERVICE ft lb .........................FOOT POUNDS FV ..........................FEED VALVE FVPS .....................FIREMAN’S VALVE PRESSURE SWITCH GETS .....................GENERAL ELECTRIC TRANSPORTATION SYSTEMS HDLC .....................HIGH-LEVEL DATA LINK CONTROL HEBV .....................HELPER’S EMERGENCY BRAKE VALVE HMI ........................HUMAN - MACHINE INTERFACE HO .........................HANDLE OFF Hz ..........................HERTZ (CYCLES PER SECOND) I/O ..........................I N PUT/OUTPUT IA&R ......................INDEPENDENT APPLICATION AND RELEASE IBR ........................INDEPENDENT BRAKE RELAY IBS .........................INDEPENDENT BRAKE SWITCH ICE ........................INTEGRATED CAB ELECTRONICS (EMD) IFC .........................INTEGRATED FUNCTION COMPUTER IFD .........................INTEGRATED FUNCTION DISPLAY IHUB ......................INTEGRATED HUB ILC .........................INTEGRATED LOCOMOTIVE COMPUTER IM ..........................INDEPENDENT MAXIMUM ALLOWED SWITCH, Normally Open. IND ........................INDEPENDENT IPM ........................INTEGRATED PROCESSOR MODULE IR ...........................INDEPENDENT RELEASE SWITCH, N.O. JB ..........................JUNCTION BOX

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CCB II Computer Controlled Brake Generation II Service and Troubleshooting Guide Doc. No. IP-168-C Revision: 08 2/12/13-en

KBL ........................KNORR BRAKE LIMITED L/T .........................LEAD/TRAIL L-EB ......................LOCOTROL - ELECTRONIC BRAKE LOCO.YEAR ..........8766 HOURS LOCO ....................LOCOMOTIVE LOCOTROL ........... IMPLEMENTATION OF DISTRIBUTED POWER VIA AN RF COMMUNICATION LINK LON .......................LOCAL OPERATING NETWORK LPC .......................LOCOMOTIVE PROCESS CONTROLLER LRU .......................LINE REPLACEABLE UNIT LSI .........................LOCOMOTIVE SYSTEM INTEGRATION LY ..........................LOCOMOTIVE YEAR (8766 HOURS) MIN ........................MINIMUM MIP ........................MICRO PROCESSOR INTERFACE PROGRAM MPV16 ...................MAGNET/PILOT VALVE 16 PORTION MR .........................MAIN RESERVOIR MREP ....................MAIN RESERVOIR EQUALIZING PIPE MRT .......................MAIN RESERVOIR TRANSDUCER MTB .......................MULTI-TASK CIRCUIT BREAKER MTBCF ..................MEAN TIME BETWEEN CRITICAL FAILURES MTBF .....................MEAN TIME BETWEEN FAILURES MTBUS .................MEAN TIME BETWEEN UNSCHEDULED SHOPPINGS MTTR ....................MEAN TIME TO REPAIR MU .........................MULTIPLE UNIT MVEM ....................EMERGENCY MAGNET VALVE MVER ....................EQUALIZING RESERVOIR DEFAULT MAGNET VALVE MVEREX ...............EQUALIZING RESERVOIR DEFAULT MAGNET VALVE EXHAUST MVLT .....................LEAD - TRAIL MAGNET VALVE MV13E ...................13 PIPE EXHAUST MAGNET VALVE MV13S ...................13 PIPE SUPPLY MAGNET VALVE MV16T ...................16 PIPE DEFAULT MAGNET VALVE MV20E ...................INDEPENDENT APPLICATION EXHAUST MAGNET VALVE MV20S ...................INDEPENDENT APPLICATION SUPPLY MAGNET VALVE MV53 .....................BRAKE PIPE CUT-OFF PILOT MAGNET VALVE N.C ........................NORMALLY CLOSED N.O ........................NORMALLY OPEN NTF .......................NO TROUBLE FOUND NYR .......................NEW YORK REPAIR CODE NYS .......................NEW YORK SERVICE INSTRUCTION NYT .......................NEW YORK TEST CODE OEM ......................ORIGINAL EQUIPMENT MANUFACTURING PCB .......................PRINTED CIRCUIT BOARD PCS ....................... PNEUMATIC CUTOFF (KNOCKDOWN) SWITCH ‘OR’ POWER CONTROL SWITCH PDD .......................PROXIMITY DETECTION DEVICE

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CCB II Computer Controlled Brake Generation II Service and Troubleshooting Guide Doc. No. IP-168-C Revision: 08 2/12/13-en

PG .........................PAGE PIR ........................POWER INTERLOCK RELAY POV .......................PILOT OPERATED VALVE PSIG ......................POUNDS PER SQUARE INCH GAUGE PSJB .....................POWER SUPPLY & JUNCTION BOX PTU .......................PORTABLE TEST UNIT PV ..........................PILOT VALVE PVE .......................EMERGENCY DETECTION PILOT AIR VALVE PVEM ....................EMERGENCY PILOT AIR VALVE PVLT .....................LEAD-TRAIL PNEUMATIC VALVE PWM ......................PULSE WIDTH MODULATION REL .......................RELEASE RES .......................RESERVOIR REV .......................REVERSER RF ..........................RADIO FREQUENCY RIM ........................RELAY INTERFACE MODULE RLIS ......................RAIL LUBE INHIBIT (or) INDICATOR SWITCH RM .........................RADIO MODULE RMA ......................RETURN MATERIAL AUTHORIZATION RMPS ....................RADIO MODULE POWER SUPPLY RU .........................REPLACEABLE UNIT SCFM ....................STANDARD CUBIC FEET PER MINUTE (FLOW) SOP .......................STANDARD OPERATING PROCEDURE SPOT .....................SPOTTER OPERATION SPR .......................SPOTTER RELAY SUP .......................SUPPLY TF/LY .....................TOTAL FAILURES PER LOCOMOTIVE YEAR TIM ........................TRAINLINE INTERFACE MODULE TL ..........................TRAIN LINE TPBC .....................BC TEST PORT FITTING TPBP .....................BRAKE PIPE TEST PORT FITTING TPER .....................EQUALIZING RESERVOIR TEST PORT FITTING TPMR ....................MAIN RESERVOIR TEST PORT FITTING TP16 ......................16 PORT TEST FITTING TP20 ......................20 PORT TEST FITTING TSI .........................TRAIN SITUATION INDICATOR TSOC ....................TECHNICAL SUPPORT OPERATIONS CENTER TV ..........................TRIPLE VALVE TVB .......................TRIPLE VALVE BAIL TVBM ....................TRIPLE VALVE BAIL MAGNET TVCP .....................TRIPLE VALVE CONTROL PORTION UDE .......................UNDESIRED EMERGENCY APPLICATIONS UIC ........................UNION INTERNATIONALE des CHEMINS de FER

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CCB II Computer Controlled Brake Generation II Service and Troubleshooting Guide Doc. No. IP-168-C Revision: 08 2/12/13-en

V ............................VOLTS VA ..........................VISUAL AIR BRAKE ALARM Vdc ........................VOLTS DIRECT CURRENT VID ........................VIDEO INFORMATION DISPLAY VOL .......................VOLUME VPC .......................VIDEO PROCESS CONTROLLER XDCR ....................TRANSDUCER 13CN .....................13 CONTROL NODE 13CP .....................13 PIPE CONTROL PORTION 13F ........................ACTUATING PIPE FILTERED 13T ........................13 PIPE TRANSDUCER 16CN .....................16 CONTROL NODE 16CP .....................16 PIPE CONTROL PORTION 16 RES ..................16 RESERVOIR 16E ........................EXHAUST MAGNET VALVE 16S ........................SUPPLY MAGNET VALVE 16T ........................16 PORT TRANSDUCER 20CP .....................20 PIPE CONTROL PORTION 20F ........................20 PIPE TRAINLINE FILTER 20R ........................20 PIPE RELAY VALVE 20T ........................20 PIPE TRANSDUCER 26L ........................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)

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