Rail Vehicle Systems

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IP-303
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Description and Maintenance Manual

CCBII Brake System
India Railways
WAG-12 Electric Locomotives

Form EN-14-3/10
 Maintenance Manual
CCBII India WAG-12 Doc. No.: IP-303
Rev. 2 (01-29-2020) - en

Contact Address
New York Air Brake LLC
748 Starbuck Avenue
Watertown, NY 13601
USA
Phone: +1 315 786 5200
Fax: +1 315 786 5676
[Link]

Knorr-Bremse India Private Ltd.

51/4 KMStone, Mathura Road
Vill. Baghola, Palwal, Haryana-121003
INDIA
Phone: +91 1275 222 402
Fax: +91 1275 222 755
[Link]

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Rev. 2 (01-29-2020) - en

Revision History
Rev Date Name Paragraph Description of Reason for
change Change

01 04/27/2018 S. Rajulapati ALL Initial Release For KB India

2 1/29/2020 N. Mathew 4.2.2 Added from IP-302 KBI request

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Rev. 2 (01-29-2020) - en

Table of Contents

1 General information 6
Technical changes 6
Target group for this document 6
Notes and warning messages 6

2 Safety Awareness 7
General Safety Awareness 7

3 General Description and Information 10

General Description 10
Air Brake Equipment Location 11
Component Descriptions 13

4 System Overview 29
System Power-Up 29
Air Brake Modes of Operation 29
Automatic Train brake Control 35
Independent Locomotive Brake Pipe Control 35
Brake Cylinder Control 36
Operating Pressures 37
Electrical Interface (Figure 4-1) 38
Pneumatic Interface 40

5 System Operation 41
Lead Unit 41
Trail Unit 61
Helper Unit (Banking Mode) 67
Dead Engine Operation 69

6 Maintaining the CCBII India Railways System 70

Periodic Maintenance 70

7 On-Locomotive System Test 75

General Information 75
Test Format for WAG-12 Electric Loco 75

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8 Troubleshooting Procedures and Diagnostic Code Descriptions for the CCBII India Railways
Electronic Air Brake System 100
Troubleshooting CCBII India Railways Electronic Air Brake System 100
CCBII India Railways System EBV Crew Messages 103
CCBII India Railways System EBV Crew Message Fault Code Diagnostics 104
Using the CCBII India Railways System Self-Test 113

9 Unscheduled Maintenance (Repairs) 123

10 Calibrating the CCBII India Railways System 131

Equipment Required 131
Setup of the System 131

11 Appendix 132
Appendix ‘A’ 132

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1 General information

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

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.

Notes and warning messages

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

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

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

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

2 Safety Awareness

General Safety Awareness

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

2.1.2 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.

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

[Link] Attach an approved WARNING tag to the open breaker

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

2.1.5 "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 per-
forming any work on these component parts.

2.1.6 The use of an air jet, which must be less than 30 PSIG (2.1 Kg/cm2), 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 air-
borne. 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.

2.1.7 If degreasing fluids are used for cleaning purposes, the current local safety regulations plus the safety precau-
tionary 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 materi-
als that produce harmful fumes.

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

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

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2.1.10 To ensure the correct functioning of each component, use only the manufacturers genuine spare parts as re-
placements.

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

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

2.1.13 Whenever a valve or system component is removed from a vehicle for any reason, and it is reinstalled or re-
placed 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.

2.1.14 When air pressure measurements are to be made for the purpose of pressure level verification and/or adjust-
ment, an air brake test gauge having an accuracy of ± 1 PSI (0.07 Kg/cm2) is required.

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3 General Description and Information

General Description
The CCBII India Railways System is designed to function specifically according to India Railways requirements.
The system is a microprocessor based electro-pneumatic brake control system. Equalizing Reservoir, Brake
Pipe Control, Brake Cylinder Pilot, and Direct Brake Pipe control are managed by computer electronics. Brake
Cylinder control is fully pneumatic.
Control of the Lead/Trail (Mode) functions and brake pipe cut-in and cut-out is accomplished through a Selec-
tor Switch on the Driver’s EBV (Electronic Brake Valve).

The CCBII India Railways System is designed to operate with pneumatic gauges and selector switches as the
operator interface.

The CCB II-IR system performs several diagnostic functions; Self- Test and Fault Flagging. Diagnostic
access is provided by means of portable test unit software (PTU Tool) which operates on a laptop PC.

Reference Documents:
Systems Parts List: PL – 2382
Systems Piping Diagram: PD – 2382
Systems Wiring Diagram: WD – 2382

FIGURE 3-1 AIR BRAKE CONTROL SYSTEM RACK ASSEMBLY

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Air Brake Equipment Location

Air Brake Control System Rack Assembly

The Air Brake Control System Rack provides a centralized mounting arrangement for the air brake electronic
and pneumatic controls as well as the auxiliary equipment controls. Reference Figures 3-2A and 3-2B for the
Air Brake Control System Rack assembly components and locations.

LON-ETHER-
NET CON-
VERTER
POWER SUPPLY
JUNCTION BOX RELAY
CONTROL
PORTION

E-Mechanic
Box

AUXILIARY
PANEL

ELECTRO-PNEU-
MATIC CONTROL
UNIT

FIGURE 3-2A AIR BRAKE CONTROL SYSTEM RACK ASSEMBLY

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FIGURE 3-2B AIR BRAKE CONTROL SYSTEM RACK ASSEMBLY

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Component Descriptions

Electronic Brake Valve (EBV) (Figures 3-3 and 3-4)

The EBV is a 'desktop' arranged, self-contained unit having all the controls required for operation of the loco-
motive's train brakes. The control levers are arranged for minimum arm and hand movement while providing
support of the arm during normal operation.

Direct Brake
Automatic Lever
Brake Lever

FIGURE 3-3 ELECTRONIC BRAKE VALVE

[Link] Operation

[Link].1 The EBV functions to indicate the handle positions to the Computer. No direct action is taken
other than initiation of an emergency brake application.

[Link].2 Refer to Figure 3-4. The 'knob' type handle located to the right is the INDEPENDENT BRAKE
lever. Movement of the handle away from the operator will command the computer, via network,
to apply the Independent brake variable from 'min' to 'max' application. The Independent brake
may be released in a like manner by pulling the handle toward the operator.

[Link].3 The 'BAIL-OFF' feature is activated by lifting up on the lower ring of the 'knob' on the Independent
brake lever.

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FIGURE 3-4 ELECTRONIC BRAKE VALVE DETENT POSITIONS

[Link].4 The handle located to the left is the AUTOMATIC BRAKE lever (see Figure 3-3). The Automatic
brake's handle commands the computer to the desired control of the brake pipe trainline. The
Automatic brake lever has five detented positions. They are Release (REL), a spring return to
Running (RUN), Minimum (MIN), Full Service (FS), and Emergency (EMER). When pushed to
the extreme detented emergency position, a vent valve is mechanically forced open to activate
the NB11 Emergency Valve to exhaust brake pipe and initiate an emergency brake application.

[Link].5 Redundant sensors are incorporated to provide failure protections. Some of these protections are
as follows:

Loss of Independent brake signal results in Independent brake release to protect against stuck brakes. Maxi-
mum application position will override. Redundant full release allows for a limp-in maximum and zero brake
due to this loss of Independent analog signal.

[Link] Handle Positions

The EBV has five handle positions, arranged from the closest to the operator (RELEASE), to the farthest away
from the operator (EMERGENCY), as shown in Figure 3-4, which perform the following functions.

[Link].1 Release (REL) Detent Position (1) - (Spring return)

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In this position a message is transmitted to the ERCP and BPCP to charge the brake pipe at a faster rate and
to release the train brakes quicker. A secondary response to Release position is to overcharge Brake Pipe to
a slight overcharge pressure to assure complete release of train brakes.

[Link].2 Running (RUN) Detent Position (2)

With the EBV handle moved to this position, a message is transmitted to the ERCP to recharge brake pipe to
the normal operating release pressure and to release locomotive and train brakes completely.

[Link].3 Minimum (MIN) Detent Position (3)

The minimum position provides for a pre-determined light brake pipe reduction to locomotive and train brakes
with a guaranteed brake cylinder pressure.

[Link].4 Service Zone - Area between MIN and FS detented Positions

The handle is placed in this zone to obtain a service brake application dependent on the position of the han-
dle, from minimum service to full service.

[Link].5 Full Service (FS) Detent Position (4)

When in the 'FS' position of this sector, a full service brake application is commanded. This position is also
used to recover a penalty brake application.

[Link].6 Emergency (EMER) Detent Position (5)

This position is located farthest away from the operator. An electrical and pneumatic emergency brake appli-
cation is initiated. This position must be used for making brake valve emergency brake applications and for
resetting after any emergency resulting from any cause other than a brake valve initiated emergency brake
application. The pneumatic portion of the brake valve is connected directly to an NB11 emergency valve to
cause a rapid venting of brake pipe for an emergency application.

[Link] Vent Valve Assembly (Figure 3-5)

FIGURE 3-5 EBV VENT VALVE ASSEMBLY

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A #21 Pipe Vent Valve is mounted directly to the EBV. When the Automatic handle is placed into the emer-
gency position, a plunger in the brake valve controller contacts the mushroom head of the vent valve. The
vent valve opens and vents pilot pressure from the NB11 emergency valve, initiating an emergency brake ap-
plication causing brake pipe to vent to atmosphere.

Electro-Pneumatic Control Unit (EPCU) (Figure 3-6)

FIGURE 3-6 ELECTRO-PNEUMATIC CONTROL UNIT

The CCBII India Railways System is comprised of distributed electronics that are linked via a network. The
electro-pneumatic control unit (EPCU) Figure 3-6, mounted in the locomotive brake bay, consists of modu-
larized line replaceable units (LRUs) that control the development of all pneumatic control pressures.

The EPCU includes the electronically controlled 16CP, 20CP, ERCP, and BPCP LRUs and the pneumatically
controlled BCCP and KE Valve. Also included are line filters to protect the LRUs from foreign piping contami-
nants. These devices are mounted on a bonded tri-plate manifold that provides all inter-valve connections,
minimizing external piping requirements.

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[Link] EQ Equalizing Reservoir Control Portion (ERCP) (Figure 3-7)

FIGURE 3-7 EQUALIZING RESERVOIR CONTROL PORTION

The ERCP electronically controls the equalizing reservoir pressure (ER) in response to EBV automatic handle
commands. The pneumatic and electrical control portions of the ERCP include emulation of the #3, #10, and
#26 pipes. Optional penalty magnet valves can be added to the #3 pipe port for suppressible penalties, and to
the #10 pipe port for non-suppressible penalties.

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[Link] Brake Pipe Control Portion (BPCP) (Figure 3-8)

FIGURE 3-8 BRAKE PIPE CONTROL PORTION

The BPCP electronically controls the supply, exhaust, maintaining and cut-off of trainline brake pipe. The
BPCP includes the brake pipe relay valve, emergency magnet valve and vent valve, and brake pipe cut-out
function as well as break-in-two detection and brake pipe pressure sensing.

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[Link] 16 Pipe Control Portion (16CP) (Figure 3-9)

FIGURE 3-9 16 PIPE CONTROL PORTION

The 16CP electronically develops brake cylinder control pilot pressure in response to brake pipe pressure re-
ductions, direct brake pipe pressure commands, and bail commands.

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[Link] 20 Pipe Control Portion (20CP) (Figure 3-10)

FIGURE 3-10 20 PIPE CONTROL PORTION

The 20CP electronically develops the Direct Brake Pipe pressure in response to EBV independent handle
commands. The 20CP includes the apply and release control valves, as well as lead/trail interlocks to enable
or disable pneumatic control.

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[Link] Brake Cylinder Control Portion (BCCP) (Figure 3-11)

FIGURE 3-11 BRAKE CYLINDER CONTROL PORTION

The BCCP is a pneumatically controlled valve that provides brake cylinder pressure based upon the level of
16 and 20 pipe pilot pressure at a 1:1 ratio. The BCCP includes a high capacity pneumatic relay valve, Brake
Cylinder Bail-off Magnet valve (BCBMV) and double check valve. The purpose of BCBMV is used for Auto BC
assurance.

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[Link] KE Distributor Valve (KEV) (Figure 3-12)

FIGURE 3-12 KE DISTRIBUTOR VALVE

The KEV develops brake cylinder pilot pressure (16TV) during service brake applications as a function of
brake pipe pressure reduction. The KEV provides a pneumatic backup of 16 pilot pressure to pilot the brake
cylinder relay in the event of electronic failure. The KEV charges auxiliary reservoir from brake pipe pressure.
Upon brake pipe pressure reduction, the KEV ports air from auxiliary to the 16TV passage to a level propor-
tional to the reduction.

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[Link] Pneumatic Equalizing Reservoir Actuator (PER COS) (Figure 3-13)

FIGURE 3-13 Pneumatic Equalizing Reservoir Cut-Out Switch (PER COS)

The PER is a manually actuated pneumatic selector valve, which conditions the equalizing reservoir control
from electronic control to back-up pneumatic control. The PER includes a selector knob and electronic feed-
back to identify the position of the valve.

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Relay Control Portion (RCP) (Figure 3-14)

FIGURE 3-14 RELAY CONTROL PORTION

The RCP houses two high current relays with two sets of contacts, capable of being wired normally open or
normally closed on each set of contacts. The RCP additionally houses five low current relays, single contact,
capable of being wired normally open or normally closed.

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Power Supply Junction Box Assembly (PSJB) (Figure 3-15)

FIGURE 3-15 POWER SUPPLY JUNCTION BOX ASSEMBLY

The PSJB provides an isolated electrical power source for the Modular CCB Brake System equipment. The
PSJB receives supply voltage from the locomotive low voltage battery system and develops regulated 24 VDC
supply voltage for the Modular CCB Brake System electrical components.

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Lon to Ethernet Converter (LEC) (Figure 3-16)

FIGURE 3-16 LON TO ETHERNET CONVERTER

The LON to ETHERNET Converter Assembly is a modular expansion element communicating with the core
CCB II-IR system via the Lon network. The converter translates Lon network communications to and from the
Ethernet communications provided by the Alstom Train Control Management System (TCMS).

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Driver’s Back-Up Valve (Figure 3-17)

Figure 3-17 Driver’s Brake Valve

The Driver’s Back-Up Brake Valve (BU-DBV) provides a pneumatic means to control the train brake in the
event that the CCB electronically controlled brake system is non-functional. The BU-DBV consists of a manu-
ally set PRESSURE REGULATOR and AUTOMATIC BRAKE lever (see Figure 3-20) to control pneumatic
equalizing reservoir pressure and as a result brake pipe pressure.

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[Link] Operation

Adjustment of pneumatic equalizing reservoir pressure is performed in the Release position by turning the
PRESSURE REGULATOR adjustment knob in the desired direction to achieve the desired pneumatic equal-
izing reservoir train brake release pressure. The self-lapping feature of the PRESSURE REGULATOR main-
tains the pneumatic equalizing reservoir pressure against leakage.

The AUTOMATIC BRAKE lever is manually controlled to charge and reduce pneumatic equalizing reservoir
pressure. The time duration that the brake lever is placed into the Release zone or Apply zone will determine
the amount of pneumatic equalizing reservoir pressure charge or reduction that will occur, respectively.

Handle Positions

[Link].1.1 Lap (Spring Centered) Position (III)

In this position, the supply and exhaust ports are closed preventing further charging and releasing of pneu-
matic equalizing reservoir pressure.

[Link].1.2 Release Zone

An 8º movement of the AUTOMATIC BRAKE lever into the Release Zone will connect the main reservoir sup-
ply pressure to the pneumatic equalizing reservoir pipe resulting in the continuous charging of pneumatic
equalizing reservoir pressure to increase the trainlined brake pipe pressure. Returning the brake lever to the
Lap position will terminate the charge.

[Link].1.3 Running (Detent) Position (II)

Movement of the AUTOMATIC BRAKE lever further into the Release Zone to the detented Running position
will continuously connect main reservoir supply pressure to the pneumatic equalizing reservoir pipe, resulting
in a continuous charge of pneumatic equalizing reservoir pressure to the regulator setting to release the train
brake.

[Link].1.4 Apply Zone

An 8º movement of the AUTOMATIC BRAKE lever into the Apply Zone will connect the pneumatic equalizing
reservoir pipe pressure to exhaust resulting in the continuous reduction of the pneumatic equalizing reservoir
to apply the train brake. The ER reduction rate will be increased the further the handle is advanced. Returning
the brake lever to the Lap position will terminate the reduction.

[Link].1.5 Emergency (Detent) Position (V)

Movement of the AUTOMATIC BRAKE lever further into the Apply Zone to the detented Emergency position
will connect pneumatic equalizing reservoir pipe pressure to exhaust through a larger port, resulting in a rapid
reduction of pneumatic equalizing reservoir and brake pipe pressure.

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Rev. 2 (01-29-2020) - en

4 System Overview

System Power-Up
4.1.1 Lead

The CCBII India Railways System will power-up in the mode that it was in when a power loss occurs. If the
system was in Lead when the power loss occurred, the Modular CCB Brake System will apply a Power-Up
Penalty Service Brake command. To recover the power-up penalty, the system must be fully initialized and then
the EBV automatic handle must be placed in the ’Full Service’ position for 10 seconds to reset the system. Once
the power-up penalty brake condition has cleared, the automatic handle can be moved to the Running position
to charge the train line brake pipe. In the power-up state, brake cylinder control defaults to pneumatic control.
Electronic control of brake cylinders will be achieved automatically when brake cylinder reaches zero pressure
upon the first brake release.

4.1.2 Trail

If the system is in Trail prior to the power loss, the Modular CCB Brake System will automatic condition to Trail
mode without delay upon power-up. Similar to Lead mode, brake cylinder control defaults to pneumatic control
with the transition to the electronic control upon the first release command.

Air Brake Modes of Operation

General Information

The CCBII India Railways System may be set-up in Lead, Trail, Helper, or Test Modes. The system is set-up
via the EBV’s four position selector switch.

There are six modes of operation for the CCBII India Railways System Electronic Air Brake (EAB) system. They
are:

LEAD CUT-IN or SINGLE UNIT – Direct brake control is available via the electronic brake valve (EBV) Inde-
pendent (Direct) 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 Run, ER
and brake pipe (BP) will charge to the ER release pressure determined during Air Brake setup.

HELPER – Direct brake control is available via the EBV Independent (Direct) handle. The brake pipe pressure
is ‘Cut-Out’ and is not controlled by equalizing reservoir pressure. Automatic brakes apply and release in re-
sponse to trainline brake pipe pressure reductions and increases. ER pressure is exhausted to zero.

TRAIL CUT-OUT – Equalizing reservoir is exhausted. The brake pipe pressure is ‘Cut-Out’ and is not controlled
by equalizing reservoir pressure. Independent (Direct) brakes apply only in response to pressure in the Direct
Brake 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 pres-
sure reductions and increases.

TEST – The brake pipe pressure is ’Cut-Out’ and is not controlled by ER pressure. ER control is available via
the EBV automatic handle. Independent (Direct) brake is automatically applied.

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.
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DEAD-IN-CONSIST – The EAB system is unpowered and the locomotive is within the con- trolling consist.
Brakes will apply same as a freight car. Independent (Direct) brakes will also apply via Direct Brake Pipe.

Mode Set-Up

[Link] CCBII Mode Selection

 Auto brake set-up for freight Lead, Test, Trail and Helper
 Set-up selection via rotary switch mounted on EBV
 Only one Brake Controller may be active at any time.

Configuration Sec 1 Sec 2 Sec 1 Sec 2

Single Locomotive LEAD TRAIL x x
Wired Multiple Unit LEAD TRAIL TRAIL TRAIL

Mode Selection Switch Position on a single locomotive with no cars attached

Set up Section 1 Section 2 Set up Status Description
This is a CAB mismatch penalty annunciated at active
Set up 1 Lead Lead Incorrect*
EBV Section
Set up 2 Lead Trail Correct Active EBV at Section 1 and Inactive EBV at Section 2
This is a CAB mismatch penalty annunciated at active
Set up 3 Lead Helper Incorrect*
EBV Section
This is a CAB mismatch penalty annunciated at active
Set up 4 Lead Test Incorrect*
EBV Section
Set up 5 Trail Lead Incorrect* Inactive EBV at Section 1 and Active EBV at Section 2
One EBV will always be active. The EBV that was ac-
tive before setting its mode switch to Trail will remain
Set up 6 Trail Trail Correct
active. The EBV that was inactive before setting the
active EBV mode switch to trail will remain inactive
Set up 7 Trail Helper Correct Inactive EBV at Section 1 and Active EBV at Section 2
Set up 8 Trail Test Correct Inactive EBV at Section 1 and Active EBV at Section 2

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Rev. 2 (01-29-2020) - en

Set up Section 1 Section 2 Set up Status Description

This is a CAB mismatch penalty annunciated at active
Set up 9 Helper Lead Incorrect*
EBV Section
Set up
Helper Trail Correct Active EBV at Section 1 and Inactive EBV at Section 2
10
Set up This is a CAB mismatch penalty annunciated at active
Helper Helper Incorrect*
11 EBV Section
Set up This is a CAB mismatch penalty annunciated at last
Helper Test Incorrect*
12 active EBV Section
Set up This is a CAB mismatch penalty annunciated at last
Test Lead Incorrect*
13 active EBV Section
Set up
Test Trail Correct Active EBV at Section 1 and Inactive EBV at Section 2
14
Set up This is a CAB mismatch penalty annunciated at last
Test Helper Incorrect*
15 active EBV Section
Set up This is a CAB mismatch penalty annunciated at last
Test Test Incorrect*
16 active EBV Section

*Will result in Cab mismatch fault on EBV and penalty with ER reduction to zero.
Note: Change in mode position during motion will result in a fault penalty #146 (Refer to Section #9)

Lead or Single Unit

1. Ensure that the mode select switch on the EBV in the unoccupied driver’s station is set to ’TRAIL’, and
that the auto handle is in ’FS’. The auto brake handle on the unoccupied EBV should be locked by
inserting the provided lock pin into position.

2. At the operating driver’s station, place Auto handle in ’RUN’ (this will ensure that an EMERGENCY
application does not occur) and Independent (Direct) handle in ‘FULL’ application.

3. Place the reverser in the operative cab to ’NEUTRAL’ condition.

4. Turn Mode switch on EBV in the operating driver’s station to indicate Lead.

5. The EBV screen displays the following message: “MODE CHANGE; MODE =LEAD.

6. Check for proper Equalizing Reservoir pressure on EBV screen display (ER Kg/ cm²) should equal
specified railroad operating pressure).
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7. Observe Brake Pipe Pressure has charged to ER pressure (within tolerance).

8. Independent (Direct) and Automatic brakes are now ’Cut-In’. Auto ’Service’ brake, ’Emergency’ appli-
cation and Independent (Direct) handle operation is now available.

Helper (Banking)

1. Ensure that the mode select switch on the EBV in the unoccupied driver’s station is set to ’TRAIL’,
and that the auto handle is in ’FS’. The auto brake handle in the unoccupied EBV should be locked by
inserting the provided lock pin into position

2. At the operating driver’s station place Auto handle in ’FS’ (Full Service) and Independent (Direct)
handle in ’FULL’ application.

3. Place Reverser Handle in ‘Neutral’.

4. Turn Mode switch on EBV in the operating driver’s station to indicate HELPER.

5. The EBV screen displays the following message: “MODE CHANGE;MODE = HLPR".

6. Independent (Direct) brakes are now ‘Cut-In’ and Automatic Brakes are ‘Cut-Out’. Auto ‘Service’
brake is disconnected but an ‘Emergency’ application and Independent (Direct) handle operation are
still available.

Trail Cut-Out (Multi Unit Loco Consist)

Ensure Throttle handle is in Idle and Reverser handle in Neutral. Remove Reverser handle and apply
Park Brake/Hand Brake.

1. Place the IND handle to "FULL" position on both EBV controllers.

2. Place the Auto handle to ’FS’ position on both EBV controllers.

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Rev. 2 (01-29-2020) - en

3. Lock both handles using lock pins.

4. Turn Mode selector switch on both EBV brake controllers to Trail position.

5. The EBV screen displays the following message: “MODE CHANGE;MODE =TRAIL CUT-OUT”.

6. Observe ER pressure reduces to zero Kg/cm2.

7. Auto and Independent (Direct) brakes are now Cut-Out.

8. Ensure MU hoses are connected.

9. Open BP, FP, Direct Brake Pipe and MREP coupling cocks starting at the head unit and continuing
on down the consist until all remaining cocks are open.

10. Loco is now ready to be used in a multi-unit loco consist with all pipes and MU jumper cable con-
nected.

11. Release park brake from LEAD locomotive.

Test

1. Ensure that the mode select switch on the EBV in the unoccupied driver’s station is set to ’TRAIL’,
and that the auto handle is in ’FS’. The auto brake handle on the unoccupied EBV should be locked
by inserting the provided lock pin into position.

2. At the operating driver’s station place Auto handle in ’FS’ (Full Service) and Independent (Direct)
handle in ’FULL’ application.

3. Place BL key in the inoperative cab to ’OFF’ condition, ’ON’ in active cab.

4. Turn Mode switch on EBV in operating driver’s station to indicate TEST.

5. The EBV screen displays the following message: “MODE CHANGE; MODE = TEST”.

6. Independent (Direct) brakes are now ‘Cut-In’ and Automatic Brakes are ‘Cut-Out’. Auto ‘Service’
brake is disconnected. Only Independent (Direct) BC will be applied automatically. However,
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Rev. 2 (01-29-2020) - en

Emergency application is available.

7. Test mode is used for testing BP leakage in formation or locomotive. BC pressure equivalent to MAX
Independent (Direct) will be applied in this mode.

Dead in Train
1. Ensure Throttle handle is in ‘IDLE’ and Reverser handle is in ‘Neutral’. Remove Reverser handle.

2. Place both EBV’s Independent (Direct) handle in Release ‘REL‘ and Auto handle in ‘Full Service
(FS)’ on both EBVs.

3. Set handbrake, turn AB circuit breaker off and make sure that Brake Pipe is connected to preceding
unit.

4. Drain MR air pressure.

5. Cut wire or release locking mechanism on ERCP dead engine fixture handle, and switch it to
‘IN/OPEN’ position.

6. Slowly open BP angle cock to prevent an ‘Emergency’ application. MR will charge (15-20 minutes) to
a preset pressure determined by the railroad.

7. Release handbrake.

8. Open MREP and DBP cut out cock at one end on Dead Loco.

Dead In Consist

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

2. Place both EBV’s Independent (Direct) handle in Release ‘REL’ and Auto handle in ‘Full Service
(FS)’.

3. Turn AB circuit breaker off and make sure that brake pipe is connected to preceding unit.

4. Ensure MREP, BP, FP and DBP hoses are connected.

5. Open all cut out cocks between locos in consist.

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Rev. 2 (01-29-2020) - en

6. Release handbrake.

Changing CABS/DRIVER STATIONS

At unoccupied driver’s station:

1. Place the IND handle to "FULL" position on EBV controller.

2. Place the Auto handle to ’FS’ position on EBV controller. The auto brake handle in the unoccupied
EBV should be locked by inserting the provided lock pin into position

3. Set the Mode Select Switch to ’TRAIL’ position on EBV controller.

4. Place the Independent (Direct) handle to ’REL’ position on EBV controller.

5. At the driver’s station which will become occupied, select the desired operating mode as described in
Sections 5.1 - 5.4 above.

Automatic Train brake Control

The Modular CCB Brake System controls the train brake and locomotive brake through changes in brake pipe
pressure. Control of brake pipe pressure is accomplished by control- ling the equalizing pressure via the EBV
automatic handle. The equalizing reservoir serves as the pilot pressure to the BP Relay Valve which charges
or vents train line brake pipe pressure at high capacity. Placement of the EBV automatic handle into a charg-
ing or reduction position will increase or decrease equalizing reservoir at a service brake rate. Service rate
reductions in brake pipe pressure will transition the train brake controls to an apply state. A brake pipe rise in
pressure will transition the train brake controls to a release state. Rapid reduction in brake pipe pressure will
transition the train brake to an emergency state. Freight train automatic brakes are graduated application and
release.

Independent Locomotive Brake Pipe Control

The Modular CCB Brake System also controls the locomotive brake through changes in direct brake pipe
pressure. Control of direct brake pipe pressure is accomplished via the EBV independent handle. Placement
of the EBV independent handle into an apply or release position will increase or decrease the direct brake pipe
command pressure to apply or release brake cylinder pressure. An increase in direct brake pipe pressure will
transition the locomotive brake controls to an apply state. A decrease in direct brake pipe pressure to zero
pressure will transition the locomotive brake controls to a release state. Freight locomotive independent
brakes are graduated application and release.

The Modular CCB Brake System also provides a feature to bail-off the locomotive brake cylinder pressure de-
veloped by the train brake command. When the EBV Bail command is actuated, brake cylinder pressure de-
veloped as a result of train brake command will be released on the locomotive consist while maintaining the
train brake to the commanded state. The Bail command will not release an Independent Brake command.

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Brake Cylinder Control

Locomotive Automatic Brake

The Modular CCB Brake System will generate automatic brake cylinder pressure proportional to brake pipe
pressure reduction unless conditioned by bail, dynamic brake interlock, or brake blending commands. When
the bail command is active, brake cylinder pressure will reduce to zero pressure. The brake cylinder will re-
main at zero pressure until the bail command is removed and a further 0.28 kg/cm2 brake pipe reduction oc-
curs, at which time the brake cylinder pressure will increase to its originally commanded state. When the dy-
namic brake interlock command is active, brake cylinder pressure will reduce to zero pressure and then return
to the previously commanded pressure when the dynamic brake command is removed.

The locomotive regenerative brake system provides the primary brake function for the loco- motive. If the re-
generative brake system fails, it will provide a proportional command to the Modular CCB Brake System to
apply brake cylinder pressure according to the level of demanded regenerative brake command.

Locomotive Independent Brake

The Modular CCB Brake System will generate independent brake cylinder pressure at an approximate rate of
1:1 of direct brake pipe pressure unconditioned by bail, dynamic brake interlock, or brake blending commands.
The greater of the independent command or conditioned automatic brake cylinder command will dictate the
amount of brake cylinder development on the locomotive.

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Operating Pressures

Brake Cylin- Brake

Equalizing Brake Direct
der Cylinder
EBV Handle Positions Reservoir Pipe Pipe
WAG9/WAP7 WAP5
(kg/cm2) (kg/cm2) (kg/cm2)
(kg/cm2) (kg/cm2)
Automatic Brake
• Running 5.5 +/-0.05 5.5 +/-0.07 0 0 0
• Release 5.0 +/-0.05 5.0 +/-0.07 0 0 0
• Minimum Service 0.40 reduction 0.40 reduction 0 0.4 +/-0.10 0.76 +/-0.15
• Full Service 1.65 reduction 1.65 reduction 0 2.5 +/-0.10 5.15 +/-0.15
• Emergency 0 <1.0 0 2.5 +/-0.10 5.15 +/-0.15
Direct Brake
• Release n/a n/a 0 0 0
• Full Service n/a n/a 3.5 +/-0.05 3.5 +/-0.10 5.15 +/-0.15

Other:
Dead Engine Regulator: 5 +/-0.1 kg/cm2
Main Reservoir: 8 to 10 kg/cm2

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Electrical Interface (Figure 4-1)

LON NODE

ERCP
NODE LON
Operator

L/T SW

EBV (Section - I)
IND Handle
MV53
AUTO Handle

NODE LON LON NODE

PCS 16DOUT1

MV53 MV53
LOCAL OPERATING NETWORK

BPCP
Locomotive I/O

ACMV
RCP
PER EMV

PCS

DINO

16BMV
PER

LON NODE

PER 16BMV 16CP

16DOUT1

LON

TCMS
LON-ETHERNET LON NODE

CONVERTER
20CP
16BMV

16DOUT1 BPCP

BCBMV

FIGURE 4-1 ELECTRICAL INTERFACE

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Locomotive

Bail – Discrete input that when energized, commands the CCB system to set automatic brake
control pressure to zero

BP C/O – Discrete output that when energized, indicates that the CCB system is set to brake pipe
cut-out to discontinue brake pipe charging

BC Req – Analog input received from locomotive control computer to command brake cylinder to a
specified pressure during regenerative brake blending operation

CCB Health – Discrete output that when de-energized reports a CCB system fault penalty event is ac-
tive. Indicates the CCB is not functional.

DBI – Discrete input that when energized commands the CCB system to set dynamic brake
interlock and automatically vent brake cylinder pressure to zero

EFR – Discrete output that when energized indicates that air flow into Brake Pipe is less than or
equal to: 1100 LPM. When de-energized, indicates that air flow into Brake Pipe is greater
than or equal to: 1200 LPM.

EIE – (Not used)

ER-T E D/B – Analog output which indicates the handle position of the brake system to the locomotive
control computer for blending purposes

PCS – Discrete output to command the locomotive control system to cut traction power

ZSPD – Discrete input that when energized reports that locomotive speed is less than 1.5 Kph

[Link] CCB Sub-System

ACMV – Discrete command that is energized when the automatic handle is placed into the Re-
lease position to open the accelerated charge magnet valve and provide a fast brake
pipe recharge rate.

EMV – Not used on this system - Provided for future expansion/interface to safety systems

LON – The internal local communication network that links the nodes of each CCB control por-
tion for transmission of subsystem commands and status feedback

MV26 – Discrete command that is energized when the automatic handle is placed into the FS
position to open the 26 magnet valve and suppress the penalty brake control system.

MV53 – Discrete command that when energized when the system mode switch is set to Lead,
Cut-Out, Test, or Trail positions, closes the MV53 magnet valve to cut-out brake pipe
charging

PCS – Discrete output command that when de-energized, commands the locomotive control
system to cut traction power
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PER – Discrete command that when de-energized, identifies pneumatic equalization reservoir
control is in effect

16BMV – Discrete command that is energized when a bail-off command is activated to open the
16B magnet valve and cut-off and vent service brake control pressure to zero. (Also bails
off locomotive brakes in Back-Up mode.)

Pneumatic Interface

Locomotive

 Brake Pipe (BP) – Train line pipe providing air supply and train brake commands to the trailing stock.
All locomotives and all cars (freight wagons) of the train are connected on the brake pipe. To transmit
a brake application, the pressure in the brake pipe is decreased.

 Brake Pipe Vent Valve Pipe (BPVV) – EPCU pressure tap to monitor brake pipe pressure.

 Brake Cylinder Pipe (BC) – High capacity supply pipe to apply and release the truck mounted brake
rigging.

 Brake Cylinder Cut-out Pipe (BCCO) – Pilot line to sense actual BC pipe pressure downstream of the
brake cylinder cut-out cock.

 Direct Brake Pipe (DBP) (20P) – Locomotive multiple unit pipe providing locomotive brake for inde-
pendent apply and release commands. All the locomotives for a locomotive consist are connected on
this pipe. It is not possible to connect DBP to a wagon or a coach. The Independent Brake includes
graduated application and release. Independent Brake Cylinder pressure is position dependent ac-
cording to the position of the EBV Independent handle.

 Feed Pipe (FP) – Locomotive multiple unit pipe providing regulated supply pressure to trailing stock.
This pipe supplies a large volume of air exclusively for the Auxiliary Reservoirs of the twin pipe air
brake equipped rolling stock to provide a volume of air for quick/repetitive application of brakes.

 Flow Pipe (FL) – EPCU pressure tap to monitor brake pipe flow.

 Main Reservoir #1 Pipe (MR1) – Primary compressed, dried air supply reservoir, MR1.

 Main Reservoir #2 Pipe (MR2) – Compressed air supply reservoir, MR2.

 Main Reservoir Equalizing Pipe (MREP) – Locomotive multiple unit pipe providing multiple unit opera-
tion for whenever there is a high demand of compressed air or the lead locomotive compressor is out
of order. On this pipe are connected all the locomotives for a locomotive consist.

 Pneumatic Equalizing Reservoir Pipe (PER) – Pilot line to connect the back-up driver’s brake valve to
the BP relay during straight pneumatic operation.

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5 System Operation

Lead Unit

Train Brake Release

[Link] Equalizing Reservoir and Brake Pipe Control

T P-ER

TP-MR

ERCP BPCP
EX

RELAY
BP

(9mm)
C2
TP-BP

TP- FL
CV2

ERT
#52
C2
REL

P
V

EX
EX

BPR

MR
EX
ER
5.4mm
10T

P
MVER

A1

A2

PVSU
V

A2

A1
APP

BCT

P
A3

A3

ACMV
EX

BPT

EX
P

(#60)
V

C3
#72
C3

DCV
FILTER

(.3075)
C1

MVEM
CV1

MRT

P
( .125)
C1

PVEM
MV26
DER

BPCO
FLT

P
PV26

MV53
DE

EX

EMV
74V
BPT

P
V
1
3

5
4

#21
BPVV
MR

MR IN

BP
10 PIPE

FL MR

BPVV

BP
Z02
ERG

BP-AUX
3

MR

FL BP
26

821VV
(60 CU IN)

(90 CU IN)
EX

EX
VOLUME

VOLUME
1.5L
1L

BP SCREEN
AND FILTER
BLOCK
MR FILTER MR1(AUX) FL 21 BP
ASSY

1-1/4" TRAINLINE BP

FIGURE 5-1 BRAKE PIPE CHARGING

[Link] Brake Pipe Charging (Fig. 5-1)

Placing the EBV automatic handle into the Run position will generate a train brake release command on the
CCB Local Operating Network (LON) to the Equalizing Reservoir Control Portion (ERCP) and the Brake Pipe
Control Portion (BPCP). The ERCP Control Node will then command the ER Apply Magnet Valve (ER-APP) to
the open position. The BPCP Control Node will also command the #53 Magnet Valve

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(MV53) located on the BPCP to the open position. Under normal operating conditions, the ERCP continuously
commands the Equalizing Reservoir Magnet Valve (MVER) to the open position, allowing Main Reservoir
(MR) air to open the MVER Pilot Valve.

MR air flows to the ERCP, passing through the open MVER to open the MVER pilot valve. MR air also passes
through the open ER-APP, to the closed ER Release Magnet Valve (ER-REL), to the Equalizing Reservoir
Transducer (ERT), and to the open MVER Pilot Valve. MR air then passes through the open MVER Pilot
Valve to charge the 1.5L (90 cu. in.) Equalizing Reservoir (ER), ER Gauge Line (ERG), and Brake Pipe (BP)
Relay pilot port on the BPCP. MR air also flows via choke C2 and Check Valve (CV2) to charge #10 Pipe and
further via open SU Pilot Valve (PVSU) to charge #3 Pipe.

In the Run Position, ER pressure will be charged to and maintained at 5 Kg/cm2. ERT feedback to the ER
Control Node instructs the processor to open and/or close the ER- APP and ER-REL magnet valves to
achieve the targeted pressure.

When ER pilot pressure to the BP Relay increases slightly above the BP Relay BP feedback pressure, the BP
Relay will open, allowing MR air to pass through the open BP Relay, to the open MV53 and the BP Cut-Out
Valve (BPCO). MR air passes through the open MV53 to the BPCO pilot port. When the BPCO pilot pressure is
approximately

0.7 Kg/cm² or greater, the BPCO will open allowing MR air to pass through the BPCO and BP Filter and
charge the BP passages and train line pipe. The BP Relay will maintain BP pressure at the BP target pressure
by either opening the MR supply port or the BP exhaust port if changes in BP pressure are detected.

The charging rate of BP pressure is controlled by limiting the flow of MR supply air to the BP Relay through two
BPCP inline orifices (C1 and C4). The train operator is provided a flow meter to monitor the BP drop across
C1. By monitoring this pressure drop, the train operator can determine if the BP train line is leaking excessively
due to train separation.

BP air also flows through to the closed PVEM, through BPCP orifice C3 to the closed Emergency Magnet
Valves (MVEM and EMV) and to charge the #21 port.

Additionally, BP air flow to the NB11 Valve through an internal orifice to the #21 Pipe to the EBV.

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Rev. 01 (04-27-2018) - en

[Link] BP Fast Charge (Fig. 5-2)

TP-ER

TP-MR
SE-5164
(BP PORTION )

EX

RELAY
BP

( 9mm)
C2
TP-BP

TP- FL
ERT

P
V

EX
EX

BPR

MR
EX
ER
5.4mm
10T

PVSU
V

A2

A1
BCT

P
V

A3

ACMV
BPT

EX
P

(#60)
V

C3
DCV

(.3075)
C1

MVEM
CV1

MRT

P
( .125)
C1

PVEM
MV26
DER

BPCO
FLT

P
PV26

MV53
DE

EX

EMV
74V
BPT

P
V

BPVV
MR IN

#21

BP
P

FL MR

BPVV
Z02

BP-AUX
MR

FL BP

821VV

EX
1-1/4" TRAINLINE BP
A

BP SCREEN
AND FILTER
BLOCK
MR FILTER
ASSY MR1(AUX) FL 21 BP

FIGURE 5-2 BRAKE PIPE FAST CHARGE

Placing the EBV automatic handle into the Release position will generate a fast charge command on the LON
to the BPCP. The BPCP Control Node will then command the Accelerated Charge Magnet Valve (ACMV) to
the open position allowing MR air to pass through the open ACMV to open the ACMV pilot valve. When the
ACMV pilot valve is open, MR air is allowed to bypass the BPCP C4 orifice, resulting in a higher flow rate of
MR air to the BP Relay to charge the BP train line. By charging the BP train line faster, the train brake can be
released sooner.

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Form EN-14-3/10
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Rev. 01 (04-27-2018) - en

[Link] BP Overcharge and Assimilation (Fig. 5-3)

T P-ER

TP-MR
ERCP BPCP

EX

RELAY
BP

(9mm)
C2
TP-BP

TP-FL
CV2

ERT
#52
C2
REL

P
V

EX
EX

BPR

MR
EX
ER
5.4mm

10T

P
MVER

A1

A2

PVSU
V

A2

A1
APP

BCT

P
A3

A3

ACMV
EX

BPT

EX
P

(#60)
V

C3
#72
C3

DCV
FILTER

(.3075)
C1

MVEM
CV1

MRT

P
(.125)
C1

PVEM
MV26
DER

BPCO
FLT

P
PV26

MV53
DE

EX

EMV
74V
BPT

P
V
1
3

5
4

#21
BPVV
MR

MR IN

BP
10 PIPE

FL MR

BPVV

BP
Z02
ERG

BP-AUX
3

MR

FL BP
26

821VV
(60 CU IN)

(90 CU IN)
EX

EX
VOLUME

VOLUME
1.5L
1L

BP SCREEN
AND FILTER
BLOCK
MR FILTER MR1(AUX) FL 21 BP
ASSY

1-1/4" TRAINLINE BP

FIGURE 5-3 BRAKE PIPE OVERCHARGE AND ASSIMILATION

Placing the EBV automatic handle into the Release position for a minimum of 3 seconds will also generate an
overcharge/assimilation command on the LON to the ERCP. The assimilation command allows the manual
initiation of a BP overcharge cycle to a maximum of 0.5 Kg/cm².

Once and overcharge cycle is initiated, the ER and BP pressure will increase to the normal release pressure,
plus 0.5 Kg/cm² (or 5.5 Kg/cm²). After a 60 second dwell period, the BP pressure will slowly reduce (or assimi-
late) down to the normal release pressure of 5.0 Kg/cm² without causing the train brake to apply.

If the EBV automatic handle is moved into a service position at any time prior to the completion of the over-
charge cycle, normal BP control will be resumed with the exception that all subsequent pressures will be ad-
justed upward by the amount of over- charge pressure in affect at the time of the service request. This adjust-
ment will remain in effect until the automatic handle is placed into the Run position and the existing over-
charge pressure is allowed to assimilate back to the normal release pressure, or a new overcharge cycle is
initiated.

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Rev. 01 (04-27-2018) - en

[Link] #16 Passage and Brake Cylinder Control (Fig. 5-4)

TP - BC
TP - 16
V O LU M E
0. 35 L
( 21 C U. I N . )

16CP

TP - ER

- R
TP M
A1

ERCP
A2

EX
P V TV
R EL

A3

16 T

C V2
P

E RT
C2
#52
BCCP

R EL

P
V
D C V2

EX

P
10T
A1

A2

V
M V ER

P VS U
PVE
M V 16

A2

A1
AP P
A1

A2

BC CP
EX

A3

P
BC T
C1

V
EX

A3
A3

1 6B M V
P V 16
A PP

EX

B PT

P
V
C3
#72
EX

D CV
FI LTE R

CV 1

( .1 25)
C1
( BC BM V )

MV 26
DE R
MRE P T
P

D CV 1
D B11

PV 26
DE

EX
BP T
P

V
MR

5
4

4
1 50 L V O L

15 0L V O L
M RE P
16T V

16 TV
16

BC C O

BC
BP

20
16
M R EP
EX

(2 3 C U I N )
V O LU M E

150 L V O L
0 .3 7L

F I LT E R

BC
MR2

BCCO

FIGURE 5-4 #16 PASSAGE AND BRAKE CYLINDER CONTROL

BP transducer (BPT) feedback to the 16CP Control Node indicating a BP rise instructs the processor to com-
mand an automatic brake release. The 16CP will then command the 16-APP to the closed position and the 16-
REL to the open position. #16 passage is then allowed to vent to atmosphere through open 16B Magnet Valve
(16BMV), open Triple Valve Pilot Valve (PVTV), open #16 Pilot Valve (PV16), and open 16-REL. Under nor-
mal operating conditions, the 16CP continuously commands the #16 Magnet Valve MV16 to the open position,
allowing MR air to flow to the PV16 and PVTV pilot ports allowing the PV16 and PVTV to remain open.

The venting of #16 passage and 0.35L #16 Reservoir air pressure, allows air pressure to also vent from the
Brake Cylinder (BC) Relay pilot port, through #1 Double Check Valve (DCV1) to atmosphere. When the 16
pilot pressure to the BC Relay decreases slightly below the BC Relay BC feedback pressure, the BC Relay
exhaust passage will open, venting BC Cut-Out (BCCO) pipe pressure to atmosphere at high capacity.

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Rev. 01 (04-27-2018) - en

Train Brake Apply

[Link] Equalizing Reservoir and Brake Pipe Control

Service Application (Fig. 5-5)

T P-ER

TP-MR
ERCP BPCP

EX

RELAY
BP

( 9mm)
C2
TP-BP

TP- FL
CV2

ERT
#52
C2
REL

P
V

EX
EX

BPR

MR
EX
ER
5.4mm

10T

P
MVER

A1

A2

PVSU
V

A2

A1
APP

BCT

P
A3

A3

ACMV
EX

BPT

EX
P

(#60)
V

C3
#72
C3

DCV
FILTER

(.3075)
C1

MVEM
CV1

MRT

P
( .125)
C1

PVEM
MV26
DER

BPCO
FLT

P
PV26

MV53
DE

EX

EMV
74V
BPT

P
V
1
3

5
4

#21
BPVV
MR

MR IN

BP
10 PIPE

MR1(AUX)
FL MR

BPVV

FL
Z02
ERG

BP-AUX
3

FL BP
MR

21
26

821VV
(60 CU IN)

(90 CU IN)
EX

EX
VOLUME

VOLUME
1.5L
1L

BP SCREEN
AND FILTER
BLOCK
MR FILTER BP
ASSY

1-1/4" TRAINLINE BP

FIGURE 5-5 SERVICE APPLICATION

Movement of the EBV automatic handle from the Running position to any service position from Minimum Ser-
vice to Full Service will generate a train brake apply command, which will reduce ER and BP pressure propor-
tional to automatic handle placement within the service brake zone.

Placing the EBV automatic handle into a service brake position will generate a proportional train brake apply
command on the CCB LON to the ERCP. The ERCP Control Node will then command the ER-APP to the
closed position and the ER-REL to the open position to reduce ER pressure at a controlled (service) rate to the
targeted value. ER pressure will be vented from the BP Relay pilot port, through the open MVER pilot valve
and REL valve to atmosphere. ERT feedback to the ER Control Node instructs the processor to open and/or
close the APP and REL magnet valves to achieve the targeted pressure.

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Rev. 01 (04-27-2018) - en

When ER pilot pressure to the BP Relay decreases slightly below the BP Relay BP feedback pressure, the BP
Relay will open the exhaust port, allowing BP air to pass through the open BP Relay, to atmosphere through
BPCP orifice C2 at a controlled rate. When BP feedback pressure is approximately equal to the ER target
pressure, the BP Relay will transition to the lap position where both the MR supply and the BP exhaust ports
are closed. The BP Relay will maintain BP pressure at the ER target pressure by either opening the MR supply
port or the BP exhaust port if changes in BP pressure are detected.

Penalty Application

Not applicable

Emergency Application (Fig. 5-6)

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Rev. 01 (04-27-2018) - en

FIGURE 5-6 EMERGENCY APPLICATION

Movement of the EBV automatic handle from any position to any the Emergency position will result in the
rapid reduction of brake pipe pressure through several devices.

Placing the EBV automatic handle into the emergency brake position will generate an emergency train brake
apply command on the CCB LON to the ERCP and the BPCP.

The ERCP Control Node will then command the ER-APP to the closed position and the ER-REL to the open
position to reduce ER pressure at a controlled (emergency) rate to the targeted value 0 Kg/cm². ER pressure
will be vented from the BP Relay pilot port, through the open MVER pilot valve and ER-REL valve to atmos-
phere. ERT feedback to the ER Control Node instructs the processor to open and/or close the ER-APP and
ER-REL magnet valves to achieve the targeted pressure. With ER pilot pressure remaining at 0 Kg/cm², the
BP Relay will remain open to atmosphere.

In addition to the ERCP actions, the BPCP Control Node will command the MVEM to the open position, result-
ing in #21 Pipe air to vent through the open MVEM to atmosphere. This action will vent the pilot pressure from
the PVEM, opening the PVEM to vent BP air at high capacity to atmosphere.

The BPCP Control Node will also command the MV53 located on the BPCP to the closed position to prevent
further BP charging. Additionally, when the EBV automatic handle is placed in the Emergency position, an
electrical contact within the EBV will close to send a 24v signal directly to MV53 to command the MV53 to the
closed position.

The placement of the EBV automatic handle to the emergency position also mechanically opens the EBV
valve to vent #21 pipe pressure to atmosphere. The venting of #21 Pipe air will force the NB11 and #821 Vent
Valves to the open position to vent BP air at high capacity to atmosphere.

[Link] #16 Passage and Brake Cylinder Control

Service Application (Fig. 5-7)

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Rev. 01 (04-27-2018) - en

FIGURE 5-7 SERVICE APPLICATION

BPT feedback to the 16CP Control Node indicating a BP reduction instructs the processor to command an
automatic brake apply. The processor calculates the required 16 Control pressure command based the BP
reduction detected. The 16CP Control Node will then command the 16-APP to the open position and the 16-
REL to the closed position. MR air flows through the open 16-APP to the 16 Transducer (16T) and closed 16-
REL, through the open MV16T, open PVTV, DCV2, open 16BMV to charge 0.35L volume (21 cu. in.) and 16
passage and through DCV1 and to the BC Relay pilot port. 16T feedback to the 16CP Control Node instructs
the processor to open and/or close the 16-APP and 16-REL magnet valves to achieve the targeted pressure.

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Rev. 01 (04-27-2018) - en

When the 16 pilot pressure to the BC Relay increases slightly above the BC Relay BC feedback pressure, the
BC Relay supply passage will open, allowing MR air to flow to the BC pipe at high capacity. The BC Relay will
maintain BC pressure at the 16 target pressure by either opening the MR supply port or the BC exhaust port if
changes in 16 pilot pressure are detected.

Penalty Application

Not applicable

Emergency Application

The electronic control of #16 Passage pressure for an emergency application is similar to a service application
described in Section [Link].1.

Locomotive Brake Apply

[Link] Direct Brake Pipe Control (Fig. 5-8)

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Rev. 01 (04-27-2018) - en

FIGURE 5-8 LOCOMOTIVE BRAKE APPLY - DIRECT BRAKE PIPE CONTROL

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The Direct Brake Pipe Control applies and releases the locomotive brake independent of the automatic train
brake control. Movement of the EBV Independent handle from the Release position to any position up to Full
position will generate an independent brake apply command, which will increase 20P passage and Direct
Brake Pipe pressure proportional to independent handle placement within the service zone.

Placing the EBV Independent handle into a service position will generate a proportional independent brake
apply command on the CCB LON to the 20 Pipe Control Portion (20CP). The 20CP Control Node will then
command the 20-APP to the open position and the 20-REL to the closed position to charge 20P pressure at a
controlled rate to the targeted value.

MR air flows to the 20CP, passing through the open 20-APP, to the 1L (60 cu. in.) volume, to the closed 20-
REL, through open Lead-Trail Magnet Valve (MVLT) to the 20 Lead Transducer (20TL) and on to the 20 Re-
lay (20R) pilot port.

When the 20 pilot pressure to the 20R increases slightly above the 20R 20 passages feedback pressure, the
20R supply passage will open, allowing MR air to flow through the open Lead-Trail Pilot Valve (PVLT), through
the 20 Pipe Filter to the Direct Brake Pipe at high capacity. The 20R will maintain Direct Brake Pipe pressure
at the 20 target pressure by either opening the MR supply port or the 20 exhaust port if a change in 20 pilot
pressure is detected.

20 passage air also flows to the BCCP, through the DCV1 to the BC Relay pilot port. The BC Relay will main-
tain BC pressure at the 20P target pressure by either opening the MR supply port or the BC exhaust port if a
change in 20 pilot pressure is detected.

The 20CP Control Node will command the MVLT to the open position when the CCB sys- tem is set to lead
mode and will command the MVLT to the closed position when the CCB system is set to trail mode. When in
lead mode, the MR air is allowed to flow through the open MVLT to open the MVLT pilot valve and the PVLT
to condition the 20CP to lead control.

[Link] #16 Passage and Brake Cylinder Control

The #16 Passage and Brake Cylinder Control for locomotive brake apply functions the same as described in
Section [Link].1.

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Rev. 01 (04-27-2018) - en

Locomotive Brake Release

[Link] Direct Brake Pipe Control (Fig. 5-9)

FIGURE 5-9 LOCOMOTIVE BRAKE RELEASE - DIRECT BRAKE PIPE CONTROL

Movement of the EBV Independent handle from an apply position towards or to Release position, will generate
a reduced independent brake apply command or full release command, which will decrease 20P passage and
Direct Brake Pipe pressure proportional to Independent handle placement within the service zone to the re-
lease position.

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Rev. 01 (04-27-2018) - en

Placing the EBV Independent handle into the direct release position will generate an independent brake re-
lease command on the CCB LON to the 20CP. The 20CP Control Node will then command the 20-APP to the
closed position and the 20-REL to the open position to vent 20P pressure at a controlled rate to 0 Kg/cm². 20R
pilot pressure will vent through the open MVLT and open REL to atmosphere.

When the 20 pilot pressure to the 20R decreases slightly below the 20R 20 passages feedback pressure, the
20R supply passage will close and the 20R exhaust passage will open, allowing Direct Pipe air to flow through
the open PVLT, through the 20R to atmosphere at high capacity.

20 passage air will also vent from the BCCP BC Relay pilot port, through the DCV1. The BC Relay will reduce
BC pressure to the same level as 20P target pressure by opening the MR supply port.

[Link] #16 Passage and Brake Cylinder Control

The #16 Passage and Brake Cylinder Control for locomotive brake release functions the same as described in
Section [Link].

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 Maintenance Manual
CCBII India WAG-12 Doc. No.: IP-303
Rev. 01 (04-27-2018) - en

Train Separation

[Link] Equalizing Reservoir and Brake Pipe Control (Fig. 5-10)

FIGURE 5-10 TRAIN SEPARATION - EQUALIZING RESERVOIR AND BRAKE PIPE CONTROL

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Rev. 01 (04-27-2018) - en

In the event of a BP rupture due to train separation or similar event, BP charging will be automatically sus-
pended by energizing the MV53. Upon detection of an emergency rate of BP reduction through BPT feedback,
the BPCP Control Node will command the MV53 to the closed position. Pilot air is then allowed to flow through
the MV53 to exhaust, closing the BPCO, to cut-off the BP Relay output to BP trainline and prevent further
charging.

The BPCP Control Node will also command the MVEM to the open position, resulting in #21 Pipe air venting
through the open MVEM to atmosphere. This action will vent the pilot pressure from the PVEM, opening the
PVEM to vent BP air at high capacity to atmosphere.

Upon detection of an emergency rate of BP reduction, regardless of initiation source, power knockdown oc-
curs immediately without delay by opening of the Power Cut-out Switch (PCS) located within the Relay Control
Portion (RCP). Power knockdown occurs when ever BP pressure falls reduces below 3 Kg/cm².

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Rev. 01 (04-27-2018) - en

Consist Separation

[Link] #16 Passage and Direct Brake Pipe Control (Fig. 5-11)

FIGURE 5-11 CONSIST SEPARATION - #16 PASSAGE AND DIRECT BRAKE PIPE CONTROL

In the event of a Main Reservoir Equalizing Pipe (MREP) rupture due to consist separation or similar event,
MREP air will exhaust from the EPCU and the loss of pressure will be sensed by the MREPT in the 16CP. Di-
rect Pipe charging will be automatically suspended by de-energizing the MVLT. The PVE Pilot Valve in 16CP
will also open, insuring that pneumatically developed 16 pressure from KEOD is allowed to flow via 16TV pas-
sage, through open PVE and DCV2 to the BC relay pilot port.

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Rev. 01 (04-27-2018) - en

Loss of Power

[Link] Equalizing Reservoir and Brake Pipe Control (Fig. 5-12)

FIGURE 5-12 LOSS OF POWER - EQUALIZING RESERVOIR AND BRAKE PIPE CONTROL

Upon loss of power, the CCB system will automatically condition to vent ER and BP to atmosphere. The de-
energized MVER will vent ER pressure to the MVER pilot valve at a controlled (service) rate through the nor-
mally open Pneumatic Equalizing Reservoir Cut- Out Cock (PER-COS) and through ERCP orifice C4 to at-
mosphere. The ER pressure loss at the BPCP BP relay pilot port initiates a non-recoverable BP pressure re-
duction as described in service application.

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Rev. 01 (04-27-2018) - en

[Link] #16 Passage and Brake Cylinder Control (Fig. 5-13)

FIGURE 5-13 LOSS OF POWER - #16 PASSAGE AND BRAKE CYLINDER CONTROL

Upon loss of power, the CCB system will automatically condition to control 16 and BC pressure pneumatically
through the operation of the KEOD. The de-energized MV16 will vent 16 pressure from the PV16 and PVTV
pilot ports to atmosphere. The loss of PVTV pilot air will transition the 16 passage control from the 16-APP and
16-REL valve to the 16TV control from the KEOD. When the 16CP is condition to this state, BC service apply
and release and emergency control is performed pneumatically by the KEOD in response to BP pressure
change.

The development of BC pressure in response to BC Relay pilot port pressure is the same as described for ser-
vice applications.

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Rev. 01 (04-27-2018) - en

Loss of Brake Valve Controller (Pneumatic ER (PER) operating mode)

[Link] Equalizing Reservoir and Brake Pipe Control (Fig. 5-14)

FIGURE 5-14 LOSS OF BRAKE VALVE CONTROLLER - EQUALIZING RESERVOIR AND BRAKE PIPE
CONTROL

The locomotive brake control system is fitted with a Back-up Driver’s Brake Valve (BU- DBV). In the event of a
critical CCB fault, the operator can configure the CCB system for BU-DBV control. The BU-DBV is a manually
operated mechanical-pneumatic device that can regulate ER pressure for back-up operation. To control ER
pressure with the BU- DBV, the EPCU PER-COS must be manually set to the back-up position. In this position
the BU-DBV Pneumatic Equalizing Reservoir (PER) air is connected to the ERCP. PER air flows to and from
the open MVER to control ER pilot air to the BP Relay.

The development of BP pressure in response to BP Relay pilot pressure is the same as described for service
applications. Control pressure is provided pneumatically with CCB in a power off condition.

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Trail Unit

Train Brake Release

[Link] Equalizing Reservoir and Brake Pipe Control

Brake Pipe Charging (Fig. 5-15)

FIGURE 5-15 TRAIN BRAKE RELEASE - EQUALIZING RESERVOIR AND BRAKE PIPE CONTROL

Setting the CCB mode to Trail will generate a BP cut-cut command and an ER target command to zero pres-
sure on the CCB LON to the BPCP and ERCP, respectively.

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The BPCP Control Node will command the MV53 to vent the Brake Pipe Cut-Off Valve (BPCO) pilot port to
atmosphere. This action will force the BPCO to the closed position to prevent BP charging from the trail unit.

The ERCP Control Node will command the ER-APP to the closed position and the ER- REL to the open posi-
tion to vent ER pressure to a targeted value of 0 Kg/cm². ER control pressure will be vented from the BP Relay
pilot port, through the open MVER pilot valve and ER-REL valve to atmosphere. With ER pilot pressure re-
maining at 0 Kg/ cm², the BP Relay will remain in the non-charging position, open to atmosphere.

[Link] #16 Passage and Brake Cylinder Control

Refer to Section 5.1.1, Lead Unit Train Brake Release.

Train Brake Apply

[Link] Equalizing Reservoir and Brake Pipe Control

Service Application

Not applicable

Penalty Application

Not applicable

Emergency Application

Not applicable

[Link] #16 Passage and Brake Cylinder Control

Service Application

Refer to Section [Link].1, Lead Unit Train Brake Apply

Penalty Application

Not applicable

Emergency Application

Refer to Section [Link].1, Lead Unit Train Brake Apply Emergency Application.

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Locomotive Brake Apply

[Link] Direct Brake Pipe Control (Fig. 5-16)

FIGURE 5-16 LOCOMOTIVE BRAKE APPLY - DIRECT BRAKE PIPE CONTROL

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Setting the CCB mode to Trail will generate trail command on the CCB LON to the 20CP. The 20CP Control
Node will command the MVLT to vent the PVLT pilot port to atmosphere. This action will force the PVLT to the
closed position to prevent the charging and venting of the Direct Brake Pipe from the trail unit.

The MVLT will also vent the MVLT pilot port to atmosphere. 20 Pipe control pressure will be vented from the
20R pilot port through the MVLT pilot valve to atmosphere. With 20R pilot pressure remaining at 0 kg/cm², the
20 Relay will remain in the non-charging position, open to atmosphere.

Direct Brake Pipe apply commands initiated from the lead unit will enter the EPCU through the 20 Pipe Filter
to the 20TT pressure transducer and through DCV1 to the BCCP pilot port to apply brake cylinder pressure on
the trail unit. The closed PVLT will block lead commanded Direct Brake Pipe pressure from venting from the
20R exhaust port.

[Link] #16 Passage and Brake Cylinder Control

The #16 Passage and Brake Cylinder Control for locomotive brake apply functions the same as described in
Section [Link].1.

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Locomotive Brake Release

[Link] Direct Brake Pipe Control (Fig. 5-17)

FIGURE 5-17 LOCOMOTIVE BRAKE RELEASE - DIRECT BRAKE PIPE CONTROL

Direct Brake Pipe release commands initiated from the lead unit will enter the EPCU through the 20 Pipe Filter
to the 20TT pressure transducer and through DCV1 to the BCCP pilot port to apply brake cylinder pressure on
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the trail unit. The closed PVLT will block lead commanded Direct Brake Pipe pressure from venting from the
20R exhaust port.

[Link] #16 Passage and Brake Cylinder Control

Refer to Section [Link], Lead Unit Train Brake Release.

Consist Separation

[Link] #16 Passage and Main Reservoir Equalizing Pipe (MREP) (Fig. 5-18)

FIGURE 5-18 CONSIST SEPARATION - #16 PASSAGE AND MREP

In the event of a Main Reservoir Equalizing Pipe (MREP) rupture due to consist separation or similar event,
MREP air will exhaust from the EPCU and the loss of pressure will be sensed by the MREPT in the 16CP. The
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PVE Pilot Valve in 16CP will open, insuring that pneumatically developed 16 pressure from KEOD is allowed
to flow via 16TV passage, through open PVE and DCV2 to the BC relay pilot port.

Loss of Power

[Link] Equalizing Reservoir and Brake Pipe Control

Not applicable

[Link] #16 Passage and Brake Cylinder Control

Refer to Section [Link], Lead Unit Loss of Power.

Helper Unit (Banking Mode)

Locomotive Brake and Train Brake Control (Fig. 5-19)

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FIGURE 5-19 HELPER UNIT - LOCOMOTIVE BRAKE AND TRAIN BRAKE CONTROL
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When the locomotive is used as a helper unit (or pusher, or banker), the CCB system is set to HELPER mode
to enable lead independent brake handle control of the Direct Brake Pipe while local automatic brake handle
control of ER/BP remains disabled, similarly to trail mode.

[Link] #16 Passage and Brake Cylinder Control

The #16 passage and brake cylinder control responds to Direct Brake Pipe and Brake Pipe commands as
previously described in lead and trail modes.

Dead Engine Operation

Trail Unit (Fig. 5-20)

FIGURE 5-20 DEAD ENGINE OPERATION - TRAIL UNIT

Brake Pipe air enters the trailing unit EPCU through BP Filter and passes to the ERCP. BP then flows through
the open Dead Engine Cut-out Cock (DE), Dead Engine Regulator (DER), Check Valve (CV1) to charge the
240 L protected supply reservoir. MR2 pressure, regulated to 5 Kg/cm² via the DER, supplies stored air pres-
sure to the BC Relay supply port to provide a high capacity air pressure source to charge the brake cylinders.
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6 Maintaining the CCBII India Railways System

Periodic Maintenance
The CCBII India Railways System requires little periodic maintenance. To keep the system performing optimally,
the following periodic maintenance requirements must be performed. For Unscheduled Maintenance see Sec-
tion 10-2.

92 DAY MAINTENANCE

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 10-1).

An EAB System Functional Test may be performed at the discretion of the railroad (See Appendix A).

ANNUAL MAINTENANCE

Remove and replace MR, Brake Pipe (BP), MR2 and 20 pipe filter elements Kits (see section 10- 1-1). Run EAB
System Functional Test (see Chapter 8).

OVERHAUL

All pneumatic components must be overhauled periodically. The user must determine the proper overhaul in-
terval based on field testing of equipment, in conjunction with Knorr. Contact Knorr Bremse India for assistance.

MR, MR2, BP, and 20 Pipe filter Replacement

TOOLS AND LUBRICANTS REQUIRED

1. Wrench, Combination or Socket, 1/2"

2. Wrench, Combination or Socket, 3/4"

3. Oil Filter Wrench to fit 3-3/8" dia.

4. Socket wrench w/12" extension and 7/8" Socket

5. Vise

6. Dow Corning #4 Lubricant

7. Loctite PST pipe sealant (for manual drain valve replacement only)

8. Loctite 565 (for filter retainer on Newer BP Filter Assembly)

Disassembly (See Figure 6-1)

MR FILTER ASSEMBLY:
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1. Remove hex nuts (13) from filter head (1). Remove MR filter assembly (1 thru 11) and ring gaskets (12)
from manifold (23). 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. To remove Manual Drain Valve (7 thru 10) use a socket wrench with a 12 in. extension and 7/8 in.
socket to hold onto adapter (7), unscrew drain valve (10) and jam nut (9) from adapter (7).

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

BP, MR2, and 20 FILTER ASSEMBLIES:

1. Remove hex head cap screws (14) from MR2 and 20 filter housings (15). Remove hex head cap screws
(18) from BP filter housing (19). Remove BP, MR2, and 20 Filter assemblies from manifold (25). Take care
to keep hex head cap screws (18) and BP filter housing (19) separate from the other filter assemblies.

2. Remove and discard filter elements (16), spring (20), filter screen (21), and ring gaskets (17) from filter
housings (15 and 19).

3. Unscrew filter retainer (23). Remove and discard filter element (22) and O-ring (24) from BP filter housing
(19).

Cleaning, Inspecting, and Repairing (See Figure 6-1)

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

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 spir-
its).

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

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

5. Replace all parts previously discarded.

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

Lubrication and Assembly (See Figure 6-1)

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.

MR2 and 20 FILTER ASSEMBLY:

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

2. Fasten MR2 and 20 filter assembly (15) to manifold (25) using the longer (4") hex head cap screws (14).
Tighten hex head cap screws (14) to 55 ± 2 ft lb (dry torque).

BP FILTER ASSEMBLY:

1. Apply a thin film of Dow Corning #4 Lubricant to ID’s and ends of new filter element before inserting it into
housing (19). Apply Loctite 565 to threads of filter retainer and screw it into filter housing (19) so that it is
flush or below the surface of filter housing (19).

2. Apply a thin layer of Dow Corning #4 Lubricant to new ring gasket (17) and new O- ring (24). Insert ring
gasket (17), O-ring (24), new spring (20), and new filter screen (21) into housing (19).

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of permanent

3. Fasten BP filter assembly (17, and 19 thru 23) to manifold (25) using shorter (3-1/2") hex head cap screws
(18). Tighten shorter (3-1/2") hex head cap screws (18) to 55 ± 2 ft. lbs. (dry torque).

MR FILTER ASSEMBLY:

1. If manual drain valve assembly (7 thru 10) 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 (25) using hex nuts (13). Tighten hex nuts (13) to 55 ± 2
ft lb (dry torque).

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Figure 6-1 CCBII India Railways System Filter Assemblies

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7 On-Locomotive System Test

General Information
The following test instruction is to be used at Madhepura Alstom Locomotive Works for the purpose of com-
missioning the 3 Phase Electric Locomotive. This test instruction contains the on-locomotive test requirements
for the Modular CCB Air Brake Control System or test per IR test code.

Test Format for WAG-12 Electric Loco

Test Equipment Required

Filtered shop air supply with pressure of at least 8.4 kg/cm² (if the locomotive is not running).

Wheels must be chocked.

Parking Brake must be applied.

Traction must be cut-out.

LCC (Locomotive Control Computer) must be on-line and active.

3/16" (0.1875”) (4.8mm) Calibrated Orifice

Calibrated stop watch

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Glad Hand to fit BP Hose with pipe bushing to fit calibrated orifices listed above

Qty (2) Calibrated Digital Gauges with minimum 2 decimal place resolution and capability of displaying Kg/cm2
units and with couplers (or nipples, if extensions used) to fit test points

Qty (2) Calibrated Needle Gauges with capability of displaying Kg/cm2 units and with couplers (or nipples, if
extensions used) to fit test points

Pipe extensions to connect from Test Point fittings to Gauges (90 degree)

Hand held radios for communication between cabs and BCU.

Initial Set-Up

Check all Controller, LRU’s, PSJB, Lon-Ethernet Converter (LEC) and RCP cable connectors to ensure that
they are all tightly connected (cable connector ‘locked’ in place).

Check installation of brake system cables to ensure that they are properly secured and not coiled up or kinked.

CCB 2nd Main Reservoir Supply Cut-Out Cock - Open

Dead Engine Cut-Out Cock – Closed

PASS/GOODS Selector Switch on 16 CP in GOODS

PER-COS on PER Portion in Normal Mode (Vertical) position

All Cocks at both ends of Main Reservoir Equalizing Pipe, Feed Pipe, Brake Pipe and Direct Brake Pipe - Closed

Brake Cylinder Cut-Out Cocks - Open

All Main Reservoir Drain Cocks - Closed

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

EBV (SECTION-I):
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Automatic handle – FS position

Independent handle – FULL position

Selector Switch – TRL

EBV (SECTION-II):

Automatic handle – FS position

Independent handle – FULL position

Selector Switch - TRL

EPCU in SECTION-II - OFF

Air Brake Circuit Breaker (SECTION-I & Section -II)- OFF

Reverser Handle on Center

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

If the locomotive compressors are not active during testing, connect the unit to a clean and dry air supply that is
a minimum of 8.4 kg/cm² and is capable of meeting the air demands of the air system.

PRELIMINARY

The CCB- II equipment should be fully plumbed and wired per NYAB IP-221 procedures.

In whichever Cab is being tested, the:

- Cab Active (BL) key must be switched ‘ON’

- The Mode Switch (MS) on the EBV must be placed in LEAD mode

Apply a calibrated pressure test gauge at the ER pressure tap fitting on the Electro Pneumatic Control Unit.

Apply a calibrated pressure test gauge at the BP pressure tap fitting on the Electro Pneumatic Control Unit.

Apply a calibrated pressure test gauge at the 20 pressure tap fitting on the Electro Pneumatic Control Unit.

Apply a calibrated pressure test gauge at the BC pressure tap fitting on the Electro Pneumatic Control Unit.

TEST NO. 1 - Main Reservoir Leakage Test

1. If the compressor is running, the manual override of the air compressor magnet valve must be used to
keep the air compressor off.

2. Close A13 cock on Main Air Supply Unit.

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3. Monitor MR2 pressure for three (3) minutes. Leakage not to exceed 0.2 kg/cm²/min.

4. Restore main reservoir pressure and set MR automatic drain valves to function. (Open A13 cock).

TEST NO. 2 – Air Brake System Power Up

1. Assure that EBV (SECTION-I & -II), EPCU (SECTION-I & -II) are positioned as per initial set-up.

2. Set Air Break Circuit Breaker – ON.

3. Wait one (1) minute.

4. Ensure that the system is in NORMAL mode.

Device
EBV EBV EPCU EPCU
Power

Mode (SECTION-I) (SECTION-II) (SECTION-I) (SECTION-II)

NORMAL ON (LEAD) ON (TRAIL) ON OFF
REDUNDACY 1 ON (TRAIL) ON (LEAD) ON OFF

REDUNDACY 2 ON (LEAD) ON (TRAIL) OFF ON

REDUNDACY 3 ON (TRAIL) ON (LEAD) OFF ON

5. Set EBV (SECTION-I) Selector Switch - LEAD.

6. Set EBV (SECTION-II) Selector Switch - TRAIL.

7. Set EBV (SECTION-I) Automatic Handle - RUN and Independent Handle - REL.

a. ER increases to 5.0 ± 0.05 kg/cm²

b. BP increases to ER + 0.07 kg/cm²

c. BC reduces to < 0.4 kg/cm² Pass/Fail

d. DBP reduces to < 0.4 kg/cm² Pass/Fail

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If any Failure to charge air brake system or reduce BC, Check EBV
Display for any fault message. EBV should indicate: ‘Okay to Run’,
‘BP Target=5.00’.

8. Set EBV (SECTION-I) Independent Handle - FULL.

a. DBP increases to 3.77 ± 0.1 kg/cm²

b. BC increases to 3.77± 0.1 kg/cm²

9. Wait five (5) minutes to allow system to fully charge.

10. Set EBV (SECTION-I) Independent Handle - REL

a. BC reduces to < 0.4 kg/cm² Pass/Fail

b. DBP reduces to < 0.4 kg/cm² Pass/Fail

TEST NO. 3 – Brake Pipe Leakage Test

1. Set EBV (SECTION-I) Automatic Handle - MIN

a. ER reduces to approximately 4.6 ± 0.10 kg/cm²

b. BP reduces to approximately 4.6 ± 0.10 kg/cm²

2. Set EBV (SECTION-I) Selector Switch – TEST

a. BC develops to 3.77 ± 0.10 kg/cm² Pass/Fail

3. Set EBV (SECTION-I) Automatic Handle – FS

a. ER reduces to approximately 3.35 ± 0.10 kg/cm²

b. BP remains approximately 4.6 ± 0.10 kg/cm² Pass/Fail

4. Wait one (1) minute.

a. Monitor brake pipe pressure for two (2) minutes. Leakage not to exceed 0.07 kg/cm²/min.
Pass/Fail

5. Set EBV (SECTION-I) Automatic Handle – RUN

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a. ER increases to 5.0 ± 0.05 kg/cm² Pass/Fail

6. Wait one (1) minute.

a. BP must not increase. Pass/Fail

7. Set EBV (SECTION-I) Selector Switch – LEAD

a. BP increases to ER + 0.07 kg/cm² Pass/Fail

b. BC reduces to < 0.4 kg/cm² Pass/Fail

TEST NO. 4 – Direct Brake Pipe Leakage Test

1. Ensure EBV (SECTION-I) Automatic handle – FS, Independent Handle - REL

a. BC remains at < 3.77 kg/cm² Pass/Fail

b. DBP remains at < 0.4 kg/cm² Pass/Fail

2. Set EBV (SECTION-I) Selector Switch – HLPR

a. ER reduces to < 0.2 kg/cm² Pass/Fail

b. BP remains approximately 3.35 ± 0.10 kg/cm² Pass/Fail

c. BC remains < 3.77 + 0.10 kg/cm² Pass/Fail

d. DBP remains < 0.4 kg/cm² Pass/Fail

3. Set EBV (SECTION-I) Independent Handle – FULL

a. DBP increases to 3.77 ± 0.10 kg/cm²

b. BC increases to 3.77 ± 0.10 kg/cm²

4. Set EBV (SECTION-I) Selector Switch TRL then Independent Handle - REL

a. ER remains < 0.2 kg/cm² Pass/Fail

b. BP remains approximately 3.35 ± 0.10 kg/cm² Pass/Fail

c. BC remains 3.77 ± 0.10 kg/cm² Pass/Fail

d. DBP remains 3.77 ± 0.10 kg/cm² Pass/Fail

5. Wait one (1) minute.

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a. Monitor DBP pressure for two minutes. Leakage not to exceed 0.35 kg/cm²/min

Start End Pass/Fail

b. BC remains > 2.7 kg/cm² Pass/Fail

c. Set EBV (SECTION-I) Selector Switch to ‘LEAD’. Auto Handle to Run. BC reduces
to < 0.4 kg/cm² Pass/Fail

6. Set EBV (SECTION-I) Automatic Handle – RUN

a. ER increases to 5.0 ± 0.05 kg/cm² Pass/Fail

b. BP increases to ER + 0.07 kg/cm² Pass/Fail

c. BC remains < 0.4 kg/cm² Pass/Fail

d. DBP remains < 0.4 kg/cm² Pass/Fail

TEST NO. 5 – Automatic Brake Operation Test - Goods

This test is conducted on Section-I of the locomotive and per the NORMAL mode options. The test can be re-
peated for Section-II of the locomotive with below options to test ‘REDUNDANCY’ feature.

De-
vice EBV EBV EPCU EPCU
Power
Mode (SECTION-I) (SECTION-II) (SECTION-I) (SECTION-II)
NORMAL ON (LEAD) ON (TRAIL) ON OFF
REDUNDANCY 1 ON (TRAIL) ON (LEAD) ON OFF

REDUNDANCY 2 ON (LEAD) ON (TRAIL) OFF ON

REDUNDANCY 3 ON (TRAIL) ON (LEAD) OFF ON

[Link] Test No. 5A – Graduated Brake - Goods

1. Assure 16CP Selector Switch and KE lever are set to GOODS

2. Set EBV (SECTION-I) Automatic Handle – MIN

a. ER reduces to 4.6 ± 0.10 kg/cm²

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b. BP reduces to ER + 0.07 kg/cm²

c. BC increases to 0.81 ± 0.10 kg/cm²

3. Move EBV (SECTION-I) Automatic Handle toward FS to reduce ER in 0.2 - 0.3 kg/cm² increments, paus-
ing at each increment, until Handle is in FS position (3 – 5 steps) and note:

a. ER & BP reduce each step Pass/Fail

b. BC increases each step Pass/Fail

c. In FS; ER reduced to 3.35 ± 0.10 kg/cm²

d. In FS; BP reduced to ER + 0.07 kg/cm² Pass/Fail

e. In FS; BC increases to 3.77 ± 0.10 kg/cm²

4. Move EBV (SECTION-I) Automatic Handle toward MIN to increase ER in 0.2 - 0.3 kg/cm² increments,
pausing at each increment, until Handle is in MIN position (3 – 5 steps) and note:

a. ER & BP increase each step Pass/Fail

b. BC decreases each step Pass/Fail

c. In MIN; ER increased to 4.6 ± 0.10 kg/cm²

d. In MIN; BP increased to ER + 0.07 kg/cm² Pass/Fail

e. In MIN; BC decreases to 0.81 ± 0.10 kg/cm²

5. Move EBV (SECTION-I) Automatic Handle – RUN

a. ER increases to 5.0 ± 0.05 kg/cm² Pass/Fail

b. BP increases to ER +/- 0.07 kg/cm² Pass/Fail

c. BC reduces to < 0.4 kg/cm² Pass/Fail

[Link] TEST No. 5B – Automatic Response – Goods

The following times are from ‘movement’ of the pressure gauge needle.

1. Move EBV (SECTION-I) Automatic Handle directly to FS and time:

a. ER reduces to 3.35 kg/cm² in 6 to 10 seconds

b. ER reduces to 3.35 ± 0.10 kg/cm² Pass/Fail

c. BP reduces to ER + 0.07 kg/cm² Pass/Fail

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2. Move EBV (SECTION-I) Automatic Handle directly to RUN and time:

a. ER increases to 5.0 kg/cm² in < 3.5 seconds

b. ER increases to 5.0 ± 0.05 kg/cm² Pass/Fail

c. BP increases to ER + 0.07 kg/cm² Pass/Fail

3. Move EBV (SECTION-I) Automatic Handle directly to FS and time:

a. BC increases to 3.5 kg/cm² in 18 to 24 secs

b. BC increases to 3.77 ± 0.10 kg/cm². Pass/Fail

4. Move EBV (SECTION-I) Automatic Handle directly to RUN and time (from Handle movement):

a. BC decreases to 0.4 kg/cm² in 45 to 60 secs

b. BC decreases < 0.4 kg/cm² Pass/Fail

[Link] Test No. 5C – Controller Emergency Response – Goods

1. Move EBV (SECTION-I) Automatic Handle directly to EMER and time:

a. BP rapidly reduces < 1.0 kg/cm² (< 3 seconds)

b. ER rapidly reduces < 1.0 kg/cm² (< 6 seconds)

c. BC increases to 3.5 kg/cm² in 18 to 24 seconds

d. BC increases to 3.77 ± 0.10 kg/cm² Pass/Fail

2. Wait sixty (60) seconds

3. Move EBV (SECTION-I) Automatic Handle directly to RUN

a. ER increases to 4.8 kg/cm² in < 10 seconds

b. ER increases to 5.0 ± 0.05 kg/cm²

c. BP increases to ER + 0.07 kg/cm² Pass/Fail

d. BC decreases to 0.4 kg/cm² in 45 to 60 seconds

e. BC decreases < 0.4 kg/cm² Pass/Fail

[Link] Test No. 5D – Overcharge & Assimilation

1. Hold EBV (SECTION-I) Automatic Handle – REL; Start timer

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a. ER starts to increase after 3 seconds Pass/Fail

b. ER increases to 5.5 ± 0.05 kg/cm²

c. BP increases to ER + 0.07 kg/cm² Pass/Fail

d. Release Controller Handle to ‘RUN’ position (spring loaded)

e. ER starts to decrease after approximately 60 -80 seconds

f. Wait 180 + 20 seconds

g. ER has reduced back to 5.0 ± 0.05 kg/cm² Pass/Fail

h. BP has reduced to ER + 0.07 kg/cm² Pass/Fail

i. BC remains < 0.4 kg/cm² Pass/Fail

2. Move and hold EBV (SECTION-I) Automatic Handle – REL; Start timer

a. ER increases to 5.5 ± 0.05 kg/cm² Pass/Fail

b. Release Controller Handle to ‘RUN’ position (spring loaded)

c. Wait until ER reduces to 5.3 Kg/cm2

d. Move Auto Handle to MIN

BP reduces to 4.90 + 0.1 Kg/cm2

BC charges to 0.40 + 0.1 Kg/cm2

e. Wait 30 seconds, move Auto Handle to RUN

f. ER charges back to 5.3 ± 0.05 kg/cm² Pass/Fail

g. BC reduces to < 0.4 kg/cm² Pass/Fail

TEST NO. 6 – Independent Brake Operation Test Section-I

The following times are from ‘movement’ of pressure gauge needle.

1. Ensure EBV (SECTION-I) Independent Handle – REL

a. BC remains < 0.4 kg/cm² Pass/Fail

b. DBP remains < 0.4 kg/cm² Pass/Fail

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2. Move EBV (SECTION-I) Independent Handle toward FULL in increments, pausing at each increment, till
Handle is in FULL position (3 – 5 steps) and note:

a. BC and DBP increase each step Pass/Fail

b. ER remains approx. 5.0 ± 0.05 kg/cm² Pass/Fail

c. BP remains approx. ER ± 0.07 kg/cm² Pass/Fail

d. In FULL BC increased to 3.77 ± 0.10 kg/cm²

e. In FULL DBP increased to 3.77 ± 0.10 kg/cm²

3. Move EBV (SECTION-I) Independent Handle toward REL in increments, pausing at each increment, till
Handle is in REL position (3 – 5 steps) and note:

a. BC and DBP decrease each step Pass/Fail

b. ER remains approx. 5.0 ± 0.05 kg/cm² Pass/Fail

c. BP remains approx. ER ± 0.07 kg/cm² Pass/Fail

d. In REL; BC decreased < 0.4 kg/cm² Pass/Fail

e. In REL; DBP decreased < 0.4 kg/cm² Pass/Fail

4. Move EBV (SECTION-I) Independent Handle directly to FULL and time:

a. BC increases to 3.5 kg/cm² in max 8 secs

5. Move EBV (SECTION-I) Independent Handle directly to REL and time:

a. BC decreases to 0.4 kg/cm² in max 12 secs

6. Move EBV (SECTION-I) Independent Handle directly to FULL and time:

a. DBP increases to 3.5 kg/cm² in max 8 secs

7. Move EBV (SECTION-I) Independent Handle directly to REL and time:

a. DBP decreases to 0.4 kg/cm² in max 12 secs

TEST NO. 7 – Penalties

[Link] Test No. 7A – Air Brake Power Loss

1. EBV (SECTION-I) Automatic Handle – RUN, Independent Handle – REL, BP charged and BC released

2. ABCB Circuit Breaker – Open

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a. ER & BP reduce at service rate( not emergency venting) Pass/Fail

b. BC increases 3.77 ± 0.1 kg/cm²

c. ER reduces < 0.2 kg/cm² Pass/Fail

d. BP reduces < 1.1 kg/cm² Pass/Fail

3. ABCB Circuit Breaker – Close (Power ON) Wait 30 seconds

4. Move EBV (SECTION-I) Automatic Handle – FS

5. Move EBV (SECTION-I) Automatic Handle – RUN

a. ER increases approx. 5.0 ± 0.05 kg/cm² Pass/Fail

b. BP remain approx. ER ± 0.07 kg/cm² Pass/Fail

c. BC reduces < 0.4 kg/cm² Pass/Fail

TEST NO. 8 – Emergencies

[Link] Test No.8A – Driver Assistant Brake Valve(s)

The following assures proper piping and function of the Drivers Assistant Brake Valves.

1. EBV (SECTION-I) Automatic Handle – RUN, Independent Handle – REL, BP charge and BC released

2. Drivers Brake Valve #2 - Open

a. BP exhausts < 0.4 kg/cm² Pass/Fail

b. ER remains at approx. < 3.35 kg/cm² Pass/Fail

c. BC increases to 3.77 ± 0.10 kg/cm² Pass/Fail

3. Close Drivers Brake Valve #2, Place Auto Handle in Emergency

a. BP remains exhausted < 0.4 kg/cm² Pass/Fail

b. ER remains at approx. < 0.4 kg/cm² Pass/Fail

4. EBV (SECTION-I) Automatic Handle – EMER; Then – RUN

a. ER increases to 5.0 ± 0.05 kg/cm² Pass/Fail

b. BP remains approx. ER ± 0.07 kg/cm² Pass/Fail

c. BC reduces to < 0.4 kg/cm² Pass/Fail

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5. Drivers Brake Valve #1 – Open

a. BP exhausts < 0.4 kg/cm² Pass/Fail

b. ER remains at approx. 5.0 ± 0.05 kg/cm² Pass/Fail

c. BC increases to 3.77 ± 0.10 kg/cm² Pass/Fail

6. Close Drivers Brake Valve #1

a. BP remains exhausted < 0.4 kg/cm² Pass/Fail

b. ER remains at approx. 5.0 ± 0.05 kg/cm² Pass/Fail

7. EBV (SECTION-I) Automatic Handle – EMER; Then – RUN

a. ER increases to 5.0 ± 0.05 kg/cm² Pass/Fail

b. BP remains approx. ER ± 0.07 kg/cm² Pass/Fail

c. BC & DBP reduce to < 0.4 kg/cm² Pass/Fail

[Link] Test No. 8B – Controller Vent Valve(s)

The following assures proper piping and function of the Controller Vent Valves.

1. EBV (SECTION-I) Automatic Handle – RUN, Independent Handle – REL, BP charge and BC release.

2. EBV (SECTION-I) Selector Switch – TRL

a. ER reduces to < 0.2 kg/cm² Pass/Fail

b. BP remains 3.35 ± 0.10 kg/cm² Pass/Fail

c. BC remains released (< 0.4 kg/cm²) Pass/Fail

3. EBV (SECTION-I) Automatic Handle – EMER

a. BP rapidly reduces < 1.0 kg/cm² (< 6 seconds)

b. BC increases 3.77 ± 0.1 kg/cm²

4. EBV (SECTION-I) Selector Switch – LEAD; Auto Handle to RUN

a. ER increases to 5.0 ± 0.05 kg/cm² Pass/Fail

b. BP remains approx. ER ± 0.07 kg/cm² Pass/Fail

c. BC decreases < 0.4 kg/cm² Pass/Fail

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5. EBV (SECTION-I) Selector Switch – TRL

a. ER reduces to < 0.2 kg/cm² Pass/Fail

b. BP remains 5.0 ± 0.10 kg/cm² Pass/Fail

c. BC remains released (< 0.2 kg/cm²) Pass/Fail

6. EBV (SECTION-I) Automatic Handle – EMER

a. BP rapidly reduces < 1.0 kg/cm² (< 6 seconds) Pass/Fail

b. BC increases 3.77 ± 0.1 kg/cm²

7. EBV (SECTION-I) Automatic Handle to FS

8. EBV (SECTION-I) Selector Switch – LEAD; Auto Handle to RUN

a. ER increases to 5.0 ± 0.05 kg/cm² Pass/Fail

b. BP remains approx. ER ± 0.07 kg/cm² Pass/Fail

c. BC decreases < 0.4 kg/cm² Pass/Fail

TEST NO. 9 – Controller Set-Up

The purpose of the test is to assure proper Controller wiring and function of mode switch.

1. EBV (SECTION-I) Automatic Handle – RUN, Independent Handle – REL, & Selector Switch – LEAD

a. ER increases to 5.0 ± 0.05 kg/cm² Pass/Fail

b. BP remains approx. ER ± 0.07 kg/cm² Pass/Fail

c. BC fully released (< 0.4 kg/cm²) Pass/Fail

2. EBV (SECTION-I) Selector Switch – TEST

a. BC & DBP fully apply (3.77 ± 0.10 kg/cm²) Pass/Fail

b. ER increases to 5.0 ± 0.05 kg/cm² Pass/Fail

c. BP remains approx. ER ± 0.07 kg/cm² Pass/Fail

3. EBV (SECTION-I) Automatic Handle – FS

a. ER reduces to 3.25 ± 0.10 kg/cm²

b. BP remains charged (5.0 ± 0.10 kg/cm²) Pass/Fail

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c. BC & DBP remain applied (3.77 ± 0.10 kg/cm²) Pass/Fail

4. EBV (SECTION-I) Selector Switch – HLPR

a. ER fully exhausts (< 0.2 kg/cm²) Pass/Fail

b. BC & DBP fully release (< 0.4 kg/cm²) Pass/Fail

c. BP remains charged (5.0 ± 0.10 kg/cm²) Pass/Fail

5. EBV (SECTION-I) Selector Switch – TRL

a. ER remains exhausted (< 0.2 kg/cm²) Pass/Fail

b. BC & DBP remain fully released (< 0.4 kg/cm²) Pass/Fail

c. BP remains charged (5.0 ± 0.10 kg/cm²) Pass/Fail

6. EBV (SECTION-I) Automatic Handle – RUN, Independent Handle – REL; Then Selector Switch – LEAD

a. ER increases to 5.0 ± 0.05 kg/cm² Pass/Fail

b. BP remains approx. ER ± 0.07 kg/cm² Pass/Fail

c. BC & DBP remain fully released < 0.4 kg/cm² Pass/Fail

7. EBV (SECTION-II) Selector Switch – TEST

a. BC & DBP fully apply (3.77 ± 0.10 kg/cm²) Pass/Fail

b. ER remains charged (5.0 ± 0.05 kg/cm²) Pass/Fail

c. BP remains charged ER ± 0.07 kg/cm² Pass/Fail

8. EBV (SECTION-II) Automatic Handle – FS

a. ER reduces to 3.35 ± 0.2 kg/cm² Pass/Fail

b. BP remains charged (5.0 ± 0.10 kg/cm²) Pass/Fail

c. BC & DBP remain applied (3.77 ± 0.10 kg/cm²) Pass/Fail

9. EBV (SECTION-II) Selector Switch – HLPR

a. ER fully exhausts (< 0.2 kg/cm²) Pass/Fail

b. BC & DBP fully release (< 0.4 kg/cm²) Pass/Fail

c. BP remains charged (5.0 ± 0.10 kg/cm²) Pass/Fail

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10. EBV (SECTION-II) Selector Switch – TRL

a. ER remains exhausted (< 0.2 kg/cm²) Pass/Fail

b. BC & DBP remain fully released (< 0.4kg/cm²) Pass/Fail

c. BP remains charged (5.0 ± 0.10 kg/cm²) Pass/Fail

11. EBV (SECTION-II) Automatic Handle – EMER; Then – FS.

a. ER remains exhausted (< 0.2 kg/cm²) Pass/Fail

b. BP exhausts (< 1.0 kg/cm²) Pass/Fail

c. BC increases to 2.5 ± 0.1 kg/cm²) Pass/Fail

12. Set EBV (Section –I) selector switch to LEAD.

Test No. 10 – Blended Brake Test

[Link] Test No. 11A – From EBV (SECTION-I)

1. Move the Auto Brake handle to apply BC of 2 kg/cm²

2. Move the MASTER CONTROLLER handle to Position ‘0’. Note that BC pressure
becomes ‘0’ and reapplies to about 2 Kg/cm2. Pass/Fail

3. Move the Auto Brake handle to FS. Note that BC builds to 2.5 ± 0.1 kg/cm²

4. Move the MASTER CONTROLLER handle to position ‘0’.

5. Move the Auto Brake handle to RUN

6. Move the Direct Brake handle into the application zone until BC is about 1.0 Kg/cm².

7. Move the MASTER CONTROLLER handle to the 15 kN position in the BE zone

Note that BC does not reduce Pass/Fail

Note that Dynamic Braking does not occur Pass/Fail

8. Move the Direct brake handle towards REL until BC is less than 0.4 Kg/cm².

Note that Dynamic Braking begins Pass/Fail

**** With Alstom assistance, isolate HBB2 to disable REGEN Braking

9. Move the Direct Brake handle to REL. Note that BC is 0 Kg/cm²

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10. Move the MASTER CONTROLLER handle to about 50 % of full BE range

Note that BC builds to about 1.25 + 0.1Kg/cm² Pass/Fail

11. Move the MASTER CONTROLLER handle to about 80% of full BE range

Note that BC builds to about 2.0 + 0.1 Kg/cm² Pass/Fail

12. Move the MASTER CONTROLLER handle to ≥ 80% of full BE range

Note that BP drops to 3.0 ± 0.1 Kg/cm² & BC builds to about 2.5 + 0.1 Kg/cm² Pass/Fail

**** With Alstom assistance, switch HBB2 back on line

Test No. 11 – Pneumatic ER (PER) Control

The following assures proper piping and function of the Backup Driver’s Brake Valves.

Install Control Handles in both Backup DBVs, and set both to Pos III (Lap).

Open the ABCB.

Set PER Cut-Out Switch on EPCU to PER Mode (Horizontal)

1. Note ER Pressure for 5 minutes

a. ER remains < 0.2 kg/cm² Pass/Fail

2. DBV #2 Handle – Set to Pos II (Charge).

a. ER increases to 5.0 ± 0.05 kg/cm² Pass/Fail

b. BP remains approx. ER ± 0.07 kg/cm² Pass/Fail

3. Wait five (5) minutes to allow system to fully charge

4. DBV #2 Handle to Pos III (Lap)

5. Note ER Pressure for 5 minutes

a. ER remains ~ 5.0 kg/cm² Pass/Fail

6. Reduce ER to 3.5 kg/cm² in steps using DBV #2 Handle

a. ER reduces in steps Pass/Fail

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b. BC applies in steps Pass/Fail

7. DBV #2 to Pos V (Emergency)

a. ER/BP reduce to < 1.0 kg/cm² Pass/Fail

8. DBV #2 Handle to Pos III (Lap)

9. DBV #1 Handle – Set to Pos II (Charge).

a. ER increase to 5.0 ± 0.05 kg/cm² Pass/Fail

b. BP remains approx. ER ± 0.07 kg/cm² Pass/Fail

10. Wait five (5) minutes to allow system to fully charge

11. DBV #1 Handle to Pos III (Lap)

12. Note ER Pressure for 5 minutes

a. ER remains > 5.0 kg/cm² Pass/Fail

13. Reduce ER to 3.5 kg/cm² in steps using DBV #1 Handle

a. ER reduces in steps Pass/Fail

b. BC applies in steps Pass/Fail

14. DBV #1 to Pos V (Emergency)

a. ER/BP reduce to 0 kg/cm² Pass/Fail

15. Remove both DBV handles and stow in designated location

16. Close ABCB

a. Brake system does not power up Pass/Fail

17. Set PER Cut-Out Switch on EPCU to PER Mode (Vertical)

a. Brake system does power up Pass/Fail

TEST NO. 12 – BRAKE PIPE MAINTAINING

Ensure the power up penalty is cleared and Brake system is fully

charged.

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1. Install a Glad Hand containing a 3/16” (0.1875” – 4.8 mm) test orifice at the “F” end brake pipe end
connection hose.

2. Move the automatic brake handle into the SERVICE RANGE.

3. Slowly open the brake pipe angle cock with the test orifice and note the following:

a. That BP does not decrease by more than 0.2 to 0.3 kg/cm² (3 to 4 psi) Pass/Fail

b. That BC does not increase by more than 0.5 to 0.6 kg/cm² (7 to 9 psi) Pass/Fail

4. Close the brake pipe angle cock.

5. Move the automatic brake handle to RUN.

6. Remove the Glad Hand and test orifice from the brake pipe end connection hose.

7. Wait three (3) minutes to allow system to fully charge.

TEST NO. 13 – BREAK-IN-TWO PROTECTION

1. Disconnect filtered shop supply pressure if in use or if the compressors are running, the manual override
of the air compressor magnet valve must be used to keep the air compressor unloaded.

2. Open the end connection cut out cocks at either the “F” or “R” end of the locomotive in the following se-
quence: main reservoir equalizing pipe and brake pipe, and note the following:

a. BC increases to 3.5 to 3.77 kg/cm² (49.7 to 55 psi) Pass/Fail

b. DBP is zero kg/cm² Pass/Fail

c. Brakes remain applied for 5 minutes Pass/Fail

3. Move the Independent Handle to FULL

a. DBP remains at 0 Kg/cm2 Pass/Fail

4. Close the end connection cut out cocks for main reservoir equalizing pipe and brake pipe.

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5. Re-connect filtered shop supply pressure (if the locomotive is not running or if the engine is running) or
the manual override of the air compressor magnet valve must be disengaged for normal air compressor
operation.

6. Move the automatic brake handle to Emergency to reset, then move handle to Run. Move the Independ-
ent Handle to REL

7. Wait five (5) minutes to allow system to fully charge.

TEST NO. 14 – TRAINLINE EMERGENCY

1. Open the brake pipe end connection cut out cocks at either the “F” or “R” end of the locomotive and note
the following:

BC increases to 3.77 kg/cm² Pass/Fail

2. Close the end connection cut out cocks for brake pipe.

3. Move the automatic brake handle to Emergency to reset, then move handle to Run.

4. Wait five (5) minutes to allow system to fully charge.

TEST NO. 15 – AIR FLOW INDICATOR

1. Setup for Lead Cut-In operation and ensure brake system, including MR, is fully charged.

a. Note that the Flow Indicator needle is below approximately “2” (If the compressors are not run-
ning, it may be necessary to lightly tap the AFI to get the needle moving) Pass/Fail

2. Move auto brake handle to Full Service.

3. Wait for the application to take full effect.

4. Move auto brake handle to Run and note:

a. That the Flow Indicator needle indicates more than approximately “2” Pass/Fail

b. That if the pointer goes past “5”, the EFR indication goes OFF Pass/Fail

5. When brake pipe is fully recharged note:

a. The needle should return to position noted in step 1 above Pass/Fail

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6. Repeat test for the second control station.

TEST NO. 16 – SELF TEST

1. Perform Air Brake ‘Self’ Test via PTU tool

a. Self-Test must successfully pass Pass/Fail

TEST NO. 17 – TEST FOR REDUNDANCY FEATURE

To perform Redundancy feature on the WAG-12 locomotive ensure Section –I and Section-II of the locomotive
are powered down, brakes applied.

Ensure the Inter-car cable assembly (Alstom Scope of supply) between both sections of the locomotive is con-
nected and secured.

[Link] Test No. 17A – Normal Mode

1. Power ON EPCU and EBV of Section - I.

2. Ensure EBV in Section –II is powered ON along with Section –I power up. The EPCU in Section -II must
be powered OFF.

3. Set Speed to Zero Speed (if speed input exist) on both sections.

Ensure the power up penalty is cleared and Brake system is fully

charged.

4. EBV (Section - I) shall be

a. Set to LEAD Mode.

b. The Automatic Handle shall be in the RUN Position

c. The Direct Brake Handle shall be in the REL Position

5. EBV (Section – II) shall be

a. Set to TRL Mode

b. The Automatic Handle shall be in the FULL Service Position

c. The Direct Brake Handle shall be in the REL Position

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6. The Aux Reservoir (Section - I & Section – II) shall be full charged (wait 3 minutes from power up)

Wait for 1 Second

7. At Section – I:

a. Record ER Gage 5.0 ± 0.05 kg/cm²

b. Record BP Gage ER ± 0.07 kg/cm²

c. Record BC Gage 0 ± 2.00 kg/cm²

8. At Section – II:

a. Record ER Gage 0.00 ±1.00

b. Record BP Gage 5.0 ± 0.10 kg/cm²

9. At Section – I: Move EBV Automatic Handle to Full Service position.

a. Record ER Gage 3.35 ± 0.10 kg/cm²

b. Record BP Gage ER ± 0.07 kg/cm²

c. Record BC Gage 3.77 ± 0.10 kg/cm²

[Link] Test No. 17B – Redundancy Mode #1

1. Power ON EPCU and EBV of Section - I.

2. Ensure EBV in Section – II is powered ON along with Section –I power up. The EPCU in Section -II must
be powered OFF.

3. Set Speed to Zero Speed (if speed input exist) on both sections.

Ensure the power up penalty is cleared and Brake system is fully

charged.

4. The Aux Reservoir (Section - I & Section – II)shall be full charged (wait 3 minutes from power up)

Wait for 1 Second.

5. EBV at Section – I:

a. Set to TRL Mode.

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b. The Automatic Handle shall be in the FULL Service Position

c. The Direct Brake Handle shall be in the REL Position.

d. Record ER Gage 0.00 ± 1.00 kg/cm²

e. Record BP Gage 5.0 ± 0.10 kg/cm²

f. Record BC Gage 0 ± 2.00 kg/cm²

g. Record 20 Gage 0 ± 2.00 kg/cm²

6. EBV (Section – II) shall be

a. Set to LEAD Mode.

b. The Automatic Handle shall be in the RUN Position

c. The Direct Brake Handle shall be in the REL Position

d. Record ER Gage 5.0 ± 0.05 kg/cm²

e. Record BP Gage ER ± 0.07 kg/cm²

f. Record BC Gage 0 ± 2.00 kg/cm²

g. Record 20 Gage 0 ± 2.00 kg/cm²

7. At Section – II: Move EBV Automatic Handle to Full Service position.

a. Record ER Gage 3.35 ± 0.10 kg/cm²

b. Record BP Gage ER ± 0.07 kg/cm²

c. Record BC Gage 3.77 ± 0.10 kg/cm²

[Link] Test No. 17C – Redundancy Mode #2

1. Power ON EPCU and EBV of Section - II.

2. Ensure EBV in Section – I is powered ON along with Section –II power up. The EPCU in Section -I must
be powered OFF

3. Set Speed to Zero Speed (if speed input exist) on both sections.

Ensure the power up penalty is cleared and Brake system is fully

charged.

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4. The Aux Reservoir (Section - I & Section – II) shall be full charged (wait 3 minutes from power up).

Wait for 1 Second.

5. EBV (Section – II) shall be

a. Set to TRL Mode.

b. The Automatic Handle shall be in the FULL Service Position

c. The Direct Brake Handle shall be in the REL Position

d. Record ER Gage 0.00 ± 1.00 kg/cm²

e. Record BP Gage 5.0 ± 0.10 kg/cm²

f. Record BC Gage 0 ± 2.00 kg/cm²

g. Record 20 Gage 0 ± 2.00 kg/cm²

6. EBV (Section - I) shall be

a. Set to LEAD Mode.

b. The Automatic Handle shall be in the RUN Position.

c. The Direct Brake Handle shall be in the REL Position.

d. Record ER Gage 5.0 ± 0.05 kg/cm²

e. Record BP Gage ER ± 0.07 kg/cm²

f. Record BC Gage 0 ± 2.00 kg/cm²

g. Record 20 Gage 0 ± 2.00 kg/cm²

7. At Section – I: Move EBV Automatic Handle to Full Service position.

a. Record ER Gage 3.35 ± 0.10 kg/cm²

b. Record BP Gage ER ± 0.07 kg/cm²

c. Record BC Gage 3.77 ± 0.10 kg/cm².

[Link] Test No. 17D – Redundancy Mode #3

1. Power ON EPCU and EBV of Section - II.

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2. Ensure EBV in Section – I is powered ON along with Section –II power up. The EPCU in Section -I must
be powered OFF

3. Set Speed to Zero Speed (if speed input exist) on both sections.

Ensure the power up penalty is cleared and Brake system is fully

charged.

4. The Aux Reservoir (Section - I & Section – II)shall be full charged (wait 3 mins from power up)

Wait for 1 Second

5. EBV (Section - I) shall be

a. Set to TRL Mode

b. The Automatic Handle shall be in the FULL Service Position

c. The Direct Brake Handle shall be in the REL Position

d. Record ER Gage 0.00 ±1.00 kg/cm²

e. Record BP Gage 5.0 ± 0.10 kg/cm²

f. Record 20 Gage 0 ±2.00 kg/cm²

6. EBV (Section – II) shall be

a. Set to LEAD Mode.

b. The Automatic Handle shall be in the RUN Position

c. The Direct Brake Handle shall be in the REL Position

d. Record ER Gage 5.0 ± 0.05 kg/cm²

e. Record BP Gage ER ± 0.07 kg/cm²

f. Record BC Gage 0 ± 2.00 kg/cm²

7. At Section – II: Move EBV Automatic Handle to Full Service position.

a. Record ER Gage 3.35 ± 0.10 kg/cm²

b. Record BP Gage ER ± 0.07 kg/cm²

c. Record BC Gage 3.77 ± 0.10 kg/cm²

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Set-Up for Shipping Dead

1. Disconnect filtered shop supply pressure if in use or shut down locomotive.

2. Manually drain Main Reservoirs and Filters.

3. Move Auto brake handle to Full Service.

4. Move Independent/Direct brake handle to Release.

5. Setup the air brake system for Trail mode from both brake valve mode switches.

6. Turn off Air Brake Circuit Breaker.

7. Move Dead Engine COC on the ER Portion to Cut-In.

8. Open all DBP end connection cut out cocks.

9. Verify all manual MR and MR Filter drain valves are closed.

10. Verify both cab Emergency Brake Valves are closed.

11. Verify both truck BC cut out cocks are open.

8 Troubleshooting Procedures and Diagnostic Code Descriptions for the

CCBII India Railways Electronic Air Brake System

Troubleshooting CCBII India Railways 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 8 for EBV Crew Messages or Chapter 9 for Crew Message Fault Code Diagnostics.

Symptom Troubleshooting Steps

An ‘Air Brake The crew message fault display will include a three digit failure code (immedi-
Fault’ is posted ately following text). Note the three digit failure code and refer to Chapter 9 for
on the EBV’s corrective actions.
LCD display
screen.

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Symptom Troubleshooting Steps

Power cutoff 1) Place Automatic brake handle in Full Service (FS) and wait for penalty to
switch (PCS) clear. If a ’Fault XX Active’ message appears, it will be necessary to reset the
does not clear. source of the penalty (cab signal, ATP, Alerter, etc.). Check Main Reservoir
Gauge to insure air is being supplied to the brake system. After any penalties are
Or reset, move the Automatic brake handle to RUN. Check to see if both ER and BP
pressures rise. If ER rises and BP does not, see symptom ‘Cannot charge brake
Cannot release pipe’. If ER and BP rise, but PCS still does not reset, go to step 2.
brakes.
2) Ensure throttle handle is in ‘IDLE’ position and reverser handle is centered.
Place the Automatic handle in Full Service (FS). Power cycle the Electro- Pneu-
matic Control Unit (EPCU). If problem persists, an ‘Emergency’ or ‘Penalty’
source is active and must be cleared. If BP can be charged but PCS cannot reset,
replace the RCP. If problem persists, replace BPCP.

Cannot charge 1) Ensure locomotive set-up is ‘Lead’ (see Chapter 5 for Set-Up instructions),
brake pipe. and isolated from other locomotives and cars. Move Automatic brake handle to
RUN. Ensure ER charges to release setting. If ER does not charge, see symptom
‘Power cutoff switch (PCS) does not clear’.

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

3) Place Electronic Brake Valve (EBV) Automatic handle ‘sharply’ into and out
of emergency ‘EMER’ position at least ten times. Reset emergency and move
Automatic brake handle to RUN. 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 or emer-
gency valve). If problem persists, replace locomotive vent valve.

Automatic brake 1) Ensure EBV’s mode selector switch is set to "Lead".

cannot be bailed
off on the locomo- 2) Replace EBV. If problem persists, replace 16CP.
tive.

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Symptom Troubleshooting Steps

Cannot build 1) Ensure locomotive is set-up to ‘Lead’ (see Chapter 5 for Set-Up instructions).
brake cylinder Ensure truck brake cylinders are cut-in (angle cocks).
pressure.
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 leak-
age is heard, check integrity of locomotive piping from manifold of EPCU to truck
brake cylinders.

For Further Technical Assistance Contact Our

Technical Support

Knorr-Bremse India Private Limited at

0 129 419 14 01

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CCBII India Railways System EBV Crew Messages

The following messages are transmitted to the EBV display. These crew messages are pro- vided to assist
the operator in operating the brake system. They are not intended to be maintenance instructions.

Line 1 Line 2 Meaning

Wait Powering Up The system is booting up.
Set Hand Brake PTU is ON PTU disabled the brakes
Unable to Boot Service xxCP During power-up a problem was
detected with the xxCP. Perform
maintenance.
Unable to Boot S/W Mismatch Display when software version check
fails on power-up.
Fireman Emer Put Auto in Emer Display if emer and handle < emer
Operator Emer Put Auto in Emer Display if emer and handle < emer
Trainline Emer Put Auto in Emer Display if emer and handle < emer
Fireman Emer Wait Display if in emergency and handle in
Emer., and timer < 60 sec.
Operator Emer Wait Display if in emergency and handle in
Emer., and timer < 60 sec.
Trainline Emer Wait Display if in emergency and handle in
Emer., and timer < 60 sec.
Fault Penalty Put Auto in FS Display if penalty and auto is < FS
Safety Penalty Put Auto in FS Display if penalty and auto is < FS
Fault Penalty Keep in FS Display if in penalty and handle in FS,
and timer < 10 seconds
Safety Penalty Keep in FS Display if in penalty and handle in FS.,
and timer < 10 seconds
Fault xx Active Shut AB Off
Fault xx Active Check BC Gauge Display when fault 23 is active
Fault xx Active Trail Use Only Display when a disabling fault is active
Fault xx Active IND (Direct)Full or Rel Display when fault 20 is active.
2
Okay to Run Service Soon – Kg/cm Display when a non-critical fault is
active.

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Line 1 Line 2 Meaning

Wait: Recharging Reservoirs Display until auxiliary reservoir is 98%
charged, based on formula developed
from actual hardware performance.
Only displayed while auto = REL.

Okay to Run BP Target = x Kg/cm2 This is the default screen.

Unable to Boot Factory Code: ??? Indicates computer problem contact

field service.
Initializing System...

CCBII India Railways System EBV Crew Message Fault Code Diagnostics
CCBII India Railways System diagnostic fault codes are reported to the operator on the EBV’s LCD display
screen. The three digit fault codes will be displayed as part of an air brake crew message. Fault codes are
displayed at the end of a crew message on Brake Controller display on ICE screen. For example: the follow-
ing crew message:

AIR BRAKE FAULT TRAIL

USE ONLY - 001

This indicates fault code ‘001’. Refer to table ‘A’ for corrective actions.

Diagnostics will be incorporated in accordance with the table below. Crew messaging will be limited to those
listed in Chapter 8.

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EBV Crew Message Fault Codes:

Fault Code Description EBV Detected By Reason For Corrective If Still Bad, Try:
Message Fault Action

001 ERCN Fault Unable to RCP,BP Loss of Insure LON If not corrected, must be
Boot ERCN heart- cable is posi- used in Trail Mode until
Service beat for 4 tively seated repair.
ERCP seconds. at ERCP. Replace ERCP at shop.
Cycle AB cir-
cuit breaker.

002 ERCP AW4 Fault 002 Ac- ERCP ER > 120 or Place mode If not corrected, must be
Fault tive pressure not switch in used in Trail Mode until
Trail Use within +/- 0.35 TRAIL, Auto- repair.
Only Kg/cm2 in 10 matic handle Replace ERCP at shop.
seconds. in EMER, and
Independent
(Direct) han-
dle in FULL to
clear fault.

003 ERT Fault Fault 003 Ac- ERCP ER Trans- Must be used Cycle Air Brake Circuit
tive ducer Fault in Trail Mode Breaker. If fault is still
Trail Use until repair. active, power off Air
Only Replace Brake Circuit Breaker
ERCP. and use
in Trail until ERCP can
be replaced.

006 MVER Fault Fault 006 Ac- ERCP Output feed- Must be used
tive back indi- in Trail Mode
Trail Use cates MV until repair.
Only fault Replace
ERCP.

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Fault Code Description EBV Detected By Reason For Corrective If Still Bad, Try:
Message Fault Action

010 BPT Fault Fault 010 Ac- BPCP Transducer If the fault re-
tive output voltage mains after
Trail Use > 4.5 or < 0.5. power cycling
Only AB circuit
breaker, re-
place BPCP
at next shop-
ping.
Set power off
and use in
trail in pneu-
matic backup
until repair.

014 MV53 Fault Fault 014 Ac- BP Output feed- Must be used
tive back indi- in Trail Mode
Trail Use cates MV until repair.
Only fault Replace
BPCP.

016 BPCN Fault Unable to RCP Loss of BPCN Inspect LON Check for yellow light on
Boot heartbeat for cable connec- BP control node. If
Service 4 seconds. tion to BPCP steady or blinking, repro-
BPCP on the EPCU gram or replace BPCP.
and tighten If red light remains on af-
as needed. ter power cycle, replace
Cycle AB cir- BPCP. Must be used in
cuit breaker. Trail Mode until repair.

036 16CP AW4 Fault 036 Ac- 16CP Pressure not Place mode If not corrected, auto-
Fault tive within +/- 0.4 switch to matic BC pressure may
Trail Use Kg/cm2 in 10 TRAIL, Auto- be direct release only.
Only seconds matic handle No blending or other
in EMER, and special BC controls will
Independent be active.
(Direct) han- Replace 16CP at shop.
dle in FULL to
clear fault.

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Fault Code Description EBV Detected By Reason For Corrective If Still Bad, Try:
Message Fault Action

037 16T Fault Fault 014 Ac- 16CP 16 Trans- OK to run, but
tive ducer Fault BC on unit
will fully re-
lease on
graduated in-
creases of BP
(direct re-
lease).
Replace
16CP at next
service.

039 MV16 Fault Fault 039 Ac- 16CP Output feed- Automatic BC
tive back indi- pressure may
cates MV be direct re-
fault. lease only.
No blending
or other spe-
cial BC con-
trols will be
active.
Replace
16CP at
shop.

052 16CN Fault Unable to RCP Loss of 16 Inspect LON If not corrected, auto-
Boot heartbeat for cable is posi- matic BC pressure may
Service 16CP 4 seconds tively seated be direct release only.
at 16CP. Cy- No blending or other
cle AB circuit special BC controls will
breaker. be active.
Replace 16CP at shop.

055 20CP AW4 Fault 055 Ac- 20CP Pressure not Place Mode If fault remains, use in
Fault tive within +/- 0.4 switch to Trail Mode until repair.
Trail Use Kg/cm2 in 10 TRAIL, Auto- Replace 20 CP.
Only seconds matic handle
in EMER, and
Independent
(Direct) han-
dle in FULL to
clear fault.

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Fault Code Description EBV Detected By Reason For Corrective If Still Bad, Try:
Message Fault Action

058 MVLT Fault Fault 058 Ac- 20CP 20TT Trans- Power off Air
tive ducer Fault Brake Circuit
Trail Use Breaker and
Only use in Trail
until 20CP
can be re-
placed.

062 20CN Fault Unable to EBV Loss of 20CN Insure LON Check for yellow light on
Boot heartbeat for cable is posi- 20 control Node . If
Service 20CP 4 seconds tively seated steady or blinking, repro-
at 20CP. Cy- gram or replace 20CP.
cle AB circuit If red light remains on af-
breaker. If ter power cycle, replace
fault remains, 20CP.
set ABCB off
and use in
trail on pneu-
matic backup.

075 AUTO HAN- Fault 075 Ac- EBV Potentiometer Set to TRAIL.
DLE OPEN tive output voltage Replace EBV.
Trail Use < minimum
Only

076 INDEP HAN- Fault 076 Ac- EBV Potentiometer Set to TRAIL.
DLE OPEN tive output voltage Replace EBV.
Ind Full or < minimum
Rel

085 EBV CN Unable to ER, BP Loss of EBV Insure LON Check for yellow light on
Fault Boot CN heartbeat cable is posi- EBV control node. if
Service for 6 seconds tively seated steady or blinking, repro-
EBVCP at EBV con- gram or replace EBV. If
nector and red light remains on after
PSJB J100. power cycle, replace
Cycle AB cir- EBV.
cuit breaker.

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Fault Code Description EBV Detected By Reason For Corrective If Still Bad, Try:
Message Fault Action

099 20TL Fault Fault 099 Ac- 20CP 20TL Trans- Power off Air
tive ducer Fault Brake Circuit
Trail Use Breaker and
Only use in Trail
until 20CP
can be re-
placed.

108 EBV Mis- Fault 108 Ac- RCP Both EBV Correct If not corrected, must be
match Fault tive switches are setup, re- used in Trail mode until
Check Setup set to switch cover penalty. repair. Replace EBV at
position and shop.
one of them is
not in the
"TRAIL" posi-
tion

113 10T Trans- Fault 113 Ac- ERCP 10T Trans- Cycle Air
ducer Fault tive ducer Fault Brake Circuit
Breaker. If
fault is still
active, power
off Air Brake
Circuit
Breaker and
use
in Trail until
ERCP can be
replaced.

118 RCP CN Unable to BPCP Loss of RCP Must be used

Fault Boot heartbeat for in Trail Mode
Service RCP 4 seconds until repair.
Replace
RCP.

125 MV26 De- Fault 125 Ac- ERCP Output feed- Must be used
energized tive back indi- in Trail Mode
Trail Use cates MV until repair.
Only fault Replace
ERCP

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Fault Code Description EBV Detected By Reason For Corrective If Still Bad, Try:
Message Fault Action

130 ROL Transi- Fault 130 Ac- Remote Op- No fault ac- Emergency ensures
tion Fault tive erated Loco- tion defined. stopping train from ab-
motive Tran- normal termination
sition fault of ROL with no one on
board to take control

136 16CP BPT Fault 136 Ac- 16CP Xdcr output Automatic BC
Fault tive voltage > 4.5 pressure may
or < 0.5 be direct re-
lease only.
No blending
or other spe-
cial BC con-
trols will be
active.
Replace
16CP at
shop.

137 MREPT Fault 137 Ac- 16CP Xdcr output Replace

Transducer tive voltage > 4.5 16CP at shop
Fault or < 0.5

138 ACMV Fault Fault 138 Ac- BPCP Output feed- Overcharge
tive back indi- and Assimila-
cates MV tion will not
fault function cor-
rectly. Re-
place BPCP
at shop.

140 MR/FL Dual Fault 140 Ac- BPCP Xdcr output AW4 diag-
Transducer tive voltage > 4.5 nostics are
Fault or < 0.5 for disabled.
both MRT Loss of MR
and FLT pressure indi-
cation for dis-
play (if
equipped).
Replace
BPCP at
shop.

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Fault Code Description EBV Detected By Reason For Corrective If Still Bad, Try:
Message Fault Action

141 LCI Comm Unable to RCP Loss of LCI Ensure that Replace LCI
Loss Boot heartbeat LON Cable is
Service LCI message for properly
5 seconds seated at
LON Con-
verter and
LCC. Cycle
AB Circuit
Breaker. Re-
place LON
Converter.

146 EBV Fault 146 Ac- RCP 1. The EBV A Penalty Replace the EBV
Operating tive ’MODE’ Brake will be
Mode Switch switch has applied. Re-
Change at been cover the
Speed changed from Penalty, then
its current po- re-set the
sition while ’MODE’
the locomo- switch back
tive is moving to its original
greater than 3 (or desired)
Km/hr. state

2. The EBV
’MODE’
switch has
failed.

153 BBM Request Fault 153 Ac- BBM A blending re- Fault gets
Out of Range tive quest ≥ 90% cleared when
Fault Trail Use requires disa- the blending
Only bling of blend- request is <
ing 89%
function and a
penalty brake
application

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Using the CCBII India Railways System Self-Test

The following instructions are intended to familiarize the user with the setup and operation of the self-
test procedure for CCB EAB (Electronic Air Brake) System. This document also describes the CCBII
India Railways System self-test failure codes that are reported to the operator in the PTU Tool on the
laptop computer. The four digit failure codes may be seen on the laptop’s Self-Test Display Screen in
the "Last Self-Test Failure" drop down box. This document describes each of the failure codes and its
corrective action.

Set up of the System

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

2. Ensure that the Air Brake (AB) circuit breaker is in the ‘ON’ position.

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

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

5. Place the Automatic and Independent (Direct) Brake handles to the ‘Run' position.

6. Make sure the Throttle handle is in the ‘0' position and the Reverser handle is in the ‘Neutral’
position.

Running Self-Test from the CCBII India Railways System PTU Tool

1) Connect the laptop using one of two methods:

a. PCMCIA Lon Adapter Card w/PCMCIA card to PSJB adapter cable (kit #781599)

b. USB Lon Adapter (#783971) and USB Lon Adapter to PSJB adapter cable (#784295)

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2) Start the CCBII India Railways System PTU tool.

FIGURE 8-1
3) Initiate a "Net Scan" and verify that all nodes were successfully found and loaded with the correct
software as shown under "REVISION".

FIGURE 8-2
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4) Select ’CCB Self-Test’ and the ’Self-Test’ screen appears.

FIGURE 8-3
5) Run Self-Test on All LRUs:
If you intend to run more than a single loop of Self-test, check the “Loop Self-test” box, then select
the number of loops to run from the drop down box.

FIGURE 8-4
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a. Messages will appear in the text box at the bottom of the PTU screen and faults will appear
in the box at the bottom of the PTU window and the “Last Self-Test Failure” drop down box.

FIGURE 8-5
b. The ‘Abort’ option becomes available to stop the Self-test.
c. The “Current Loop Count” is incremented for each test loop completed.

FIGURE 8-6

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the

d. Errors detected during the Self-test procedure will be displayed in the lower window.
e. The number of errors detected is displayed in red in the upper window, beside “Number of
Failures”.

f. The ‘Self-Test Duration’ timer updates to show the length of time Self-test has been running.

g. To save data from the test, click "DATA SAVE" and choose a location for the file.

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EAB Self-Test Failure Codes and Corrective Actions:

ST Fail Code ST Fail Reason for Most Probable Corrective If Still Bad Try
Description Failure Cause Action

1000 EBV CP com- Communication Loose connector Check Connec- Replace EBV
munication fail- cannot be es- or CP failure. tions to EBV CP
ure tablished. CP.

1100 ERCP commu- Communication Loose connector Check Connec- Replace ER CP

nication failure cannot be es- or CP failure. tions to ER CP.
tablished.

1102 ERCP ER ER not within +/- Excess ER leak- Check for leak Replace ERCP.
CONTROL ER- 0.15 Kg/cm2 of age, AW-4 mal- at ER test point,
ROR @ REL Release Target. function, or con- ER gauge or
trol node fault piping to gauge.
on ERCP

1104 ERCP: ER ER not within +/- Excess ER leak- Check for leak Replace ERCP.
CONTROL ER- 0.15 Kg/cm2 of age, AW-4 mal- at ER test point,
ROR AT FS Release Target. function, or con- or piping to
trol node fault gauge.
on ERCP

1106 ERCP:MVER ER not within +/- MVER malfunc- Check for leak Replace ERCP
DE- ENER- 0.4 Kg/cm2 of tion ‘or’ ER leak- at ER test point, and/or 13CP
GIZED TEST MVER off timed age or missing ER gauge or
target pressure. or plugged piping to gauge.
choke in 13CP

1110 ERCP ER ER not within Excess leakage Set to Trail and Replace ERCP.
CONTROL ER- the range of 0- into ER, AW-4 check that ER
ROR AT 0 0.21 Kg/cm2 malfunction, or pressure
when the ER control node reaches<0.21
target is 0 fault on ERCP Kg/cm2.
Kg/cm2.

1200 BPCP commu- Communication Loose connector Check Connec- Replace BP CP

nication failure cannot be estab- 'or' CP failure. tions to BP CP.
lished.

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ST Fail Code ST Fail Reason for Most Probable Corrective If Still Bad Try
Description Failure Cause Action

1205 BPCP: BP BP not within +/- BP leakage. Ensure end Replace BPCP.
CONTROL ER- 0.21 Kg/cm2 of ERT or BPT cal- cocks are
ROR AT FS Full Service test ibration off. closed. Check
pressure. BPCP and
brake pipe for
leakage.

1206 BPCP: BP BP is not within BP leakage. Ensure end Replace BPCP.

CONTROL ER- +0.15/-0.3 ERT or BPT cal- cocks are
ROR AT REL Kg/cm2 of ER ibration off. closed. Check
target pressure. BPCP and
brake pipe for
leakage.

1207 BPCP: MV53/ BP not within MV53/BPCO will Replace BP.

BPCO WILL the range 0-0.42 not cut out.
NOT CUT OUT Kg/cm2.

1208 BPCP: MV53/ BP does not MV53/BPCO will Ensure end Replace BPCP.
BPCO WILL charge to within not cut in. cocks are
NOT CUT IN 1.4 Kg/cm2 of closed, locomo-
ER. tive is isolated
from other units.

1210 BPCP: MVEM BP is not within MVEM Fault. If BP went to Replace BPCP.
FAULT the range of 0- PVEM failure. zero Kg/cm2 and
0.42 Kg/cm2. Locomotive vent vent valves did
valves. not trip, check
vent valves.

1213 BPCP: MV53/ BP does not MV53/BPCO will Ensure end Replace BPCP.
BPCO WILL charge to not cut in. cocks are
NOT CUT IN greater than 1.4 closed, locomo-
AT BPCO Kg/cm2. tive is isolated
SETUP from other units.

1214 BPCP: MRT MR Transducer MRT failure, Check MR Pres- Replace BPCP.
FAILURE value is invalid. Loose con- sure is greater
nector, or CP than 8.5 Kg/cm2,
failure. Check connec-
tions to BPCP.

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ST Fail Code ST Fail Reason for Most Probable Corrective If Still Bad Try
Description Failure Cause Action

1215 LOW MR MR Pressure is Low MR Pres- Check MR Pres- Replace BPCP.

PRESSURE, below 8.5 sure. sure is greater
CHECK MR Kg/cm2 than 8.5 Kg/cm2,
GAUGE Check connec-
tions to BPCP.

1300 20CP commu- Communication Loose connector Check Connec- Replace 20 CP

nication failure cannot be es- 'or' CP failure. tions to 20 CP.
tablished.

1301 20CP: NO 20 20 pipe pres- AW-4 malfunc- Ensure end Check hoses on
CHARGE sure is not tion 'or' control cocks are rear of manifold.
within +/- 0.21 node fault on closed. Check Leak at 20 test
Kg/cm2 of the 20 20CP 20CP and IA&R fitting.
target pressure. pipe for leakage.
If still bad re-
place 20CP.

1302 20CP: NO 20 20 pipe pres- AW-4 malfunc- Ensure end Possible mani-
EXHAUST sure is not be- tion 'or' control cocks are fold cross port
low 0.35 node fault on closed. Check leak. Check nor-
Kg/cm2. 20CP 20CP for leak- mal operation
age. If still bad, outside of PTU
replace 20CP. tool.

1303 20CP: MVLT 20 pipe pres- MVLT failure or Ensure end Replace 20 CP
STUCK IN sure is more PVLT stuck in cocks are
LEAD than 0.7 Kg/cm2 lead. Leakage. closed. Check
below the 20 20CP and IA&R
target pressure. pipe for leakage.
Check 20 CP
manifold gasket
for leakage.

1304 20CP: MVLT 20 pipe pres- MVLT failure or Replace 20 CP.

STUCK IN sure is not be- PVLT stuck in
TRAIL low 0.35 trail.
Kg/cm2.

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ST Fail Code ST Fail Reason for Most Probable Corrective If Still Bad Try
Description Failure Cause Action

1305 20CP: NO 20 20 pipe pres- AW-4 malfunc- Ensure end Check hoses on
CHARGE AT sure is not tion 'or' control cocks are rear of manifold.
MVLT TEST within +/-0.35 node fault on closed. Check Leak at 20 test
Kg/cm2 of the 20 20CP 20CP and IA&R fitting.
target pressure. pipe for leakage.
If still bad re-
place 20CP.

1500 16CP commu- Communication Loose connector Check Connec- Replace 16 CP

nication failure cannot be es- 'or' CP failure. tions to 16 CP.
tablished.

1503 16CP: NO 16 BC is below KE Failure, If 16CP contains Replace BC CP

CHARGE, Typ- minimum pres- 16CP failure, a node, Replace
ically shared sure value. BC CP failure, 16CP, if not, re-
with fault 1600 or failure of place KE.
BCT.

1504 16CP: NO 16 BC pressure is KE Failure, If 16CP contains Replace BC CP,

EXHAUST, not below 0.21 16CP failure, a node, Replace Check for leaks
Shared with Kg/cm2. BC CP failure, 16CP, if not, re- at 16, BC test
fault 1601 or failure of place KE. fittings, and rear
BCT. of manifold.

1600 BCCP: NO BC BC is below KE Failure, If 16CP contains Replace BC CP,

CHARGE, Typ- minimum pres- 16CP failure, a node, Replace Check for leaks
ically shared sure value. BC CP failure, 16CP, if not, re- at 16, BC test
with fault 1503 or failure of place KE. fittings, and rear
BCT. of manifold.

1601 BCCP: NO BC pressure is KE Failure, If 16CP contains Replace BCCP.

BC EXHAUST not below 0.21 16CP failure, a node, Replace
Kg/cm2. BC CP failure, 16CP, if not, re-
or failure of place KE.
BCT.

1700 RCP communi- Communication Loose connector Check Connec- Replace RCP
cation failure cannot be estab- 'or' CP failure. tions to RCP.
lished.

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ST Fail Code ST Fail Reason for Most Probable Corrective If Still Bad Try
Description Failure Cause Action

1802 KE LRU NO BC is below Leakage, KE Check for leaks Replace KE,

BC CHARGE minimum pres- Failure, or at 16, BC test and then BCCP
AT FS sure value. BCCP failure. fittings, and rear is issue re-
of manifold. mains.

1803 KE/BCCP BC pressure is KE Failure, Replace KE. Replace BCCP.

BRAKES WILL not below 0.28 BCCP failure, or
NOT RELEASE Kg/cm2 failure of BCT.

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9 Unscheduled Maintenance (Repairs)

The CCB II-IR 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. Upon
completion of LRU replacement, perform CCB Self-Test.

Tools Required
1. Socket Wrench
2. Socket, 3/4"
3. Deep Well Socket, 3/4"
4. Socket Wrench Extension, 10" minimum
5. Wrench, Torque, Max. Range 81.35 Nm (60 ft lb)

Removal and Installation

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

[See System Pipe Diagram]

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 Con-
trol Portion.

4. Open Brake Pipe (BP) end cock.

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FRONT SIDE OF EPCU (See Figure #9-1)

1. MR Filter Assembly, (Item 3), Qty. 1

a. Removal (see Section 9.1.2)

b. Installation (see Section 9.1.4)

2. MR2, BP, and 20 Filter housings (Items 6 and 16)

a. Removal (see Section 9.1.2)

b. Installation (see Section 9.1.4)

3. BP Control Portion (BPCP) (32)

a. Removal

(1) Disconnect EPCU cable assembly connector from BPCP (32).

(2) Remove three hex nuts (2). Remove BPCP (32) from manifold (1).

(3) Remove and inspect gasket (33). Discard gasket (33) if any tears, creases, abrasions,
etc. are present.

b. Installation

(1) Ensure that gasket (33) is properly in place.

(2) Install BPCP (32) to manifold (1) using three hex nuts (2). Tighten nuts (2) to 55 ± 2 ft
lb (dry torque).

(3) Connect EPCU cable assembly connector BPCP (32).

4. ER Control Portion (ERCP) (34)

a. Removal
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(1) Disconnect EPCU cable assembly connector from ERCP (34) and BPCP (32).

(2) Remove three hex nuts (2). Remove ERCP (34) from manifold (1).

(3) Remove and inspect gasket (35). Discard gasket (35) if any tears, creases, abrasions,
etc. are present.

b. Installation

(1) Ensure that gasket (35) is properly in place.

(2) Install ERCP (34) to manifold (1) using three hex nuts (2). Tighten nuts (2) to 55 ± 2 ft
lb (dry torque).

(3) Connect EPCU cable assembly connector to ERCP (34) and BPCP (32).

5. KE Distributor Valve (KEV) (11)

a. Removal

(1) Remove four hex nuts (2). Remove KEV (11) from manifold (1).

(2) Remove and discard O-rings (12, 13, and 14).

b. Installation

(1) Ensure that new O-rings (12, 13, and 14) are properly in place.

(2) Install KEV (11) to manifold (1) using four hex nuts (2). Tighten nuts (2) to 55 ± 2 ft lb
(dry torque).

6. 20 Control Portion (20CP) (31)

a. Removal

(1) Disconnect EPCU cable from 20CP (31).

(2) Remove three hex nuts (2). Remove 20CP (31) from manifold (1).

(3) Remove and inspect gasket (10). Discard gasket (10) if any tears, creases, abrasions,
etc. are present.

b. Installation

(1) Ensure that gasket (10) is properly in place.

(2) Install 20CP (31) to manifold (1) using three hex nuts (2). Tighten nuts (2) to 55 ± 2 ft lb
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(dry torque).

(3) Connect EPCU cable to 20CP (31).

7. Brake Cylinder Control Portion (BCCP) (29)

a. Removal

(1) Remove two hex nuts (2). Remove BCCP (29) from manifold (1).

(2) Remove and inspect gasket (30). Discard gasket (30) if any tears, creases, abrasions,
etc. are present.

b. Installation

(1) Ensure that gasket (30) is properly in place.

(2) Install BCCP (29) to manifold (1) using two hex nuts (2). Tighten nuts (2) to 55 ± 2 ft lb
(dry torque).

8. Pneumatic Equalizing Reservoir Control Cut-Off (PER) (25)

a. Removal

(1) Disconnect EPCU cable from PER (25).

(2) Remove two socket head cap screws (23) and two lock washers (24). Remove PER (25)
from PER adaptor block (27).

(3) Remove and inspect all three O-rings within PER (25). Discard O-rings if any tears,
creases, abrasions, etc. are present.

b. Installation

(1) Ensure that all three O-rings are properly in place within PER (25).

(2) Install PER (25) to PER adaptor block (27) using two socket head cap screws (23) and
two lock washers (24). Tighten socket head cap screws (23) to 55 ± 2 ft lb (dry torque).

(3) Connect EPCU cable to the PER (25).

9. 16 Control Portion (16CP) (9)

a. Removal

(1) Remove three hex nuts (2). Remove 16CP (9) from manifold (1).

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(2) Remove and inspect gasket (10). Discard gasket (10) if any tears, creases, abrasions,
etc. are present.

b. Installation

(1) Ensure that gasket (10) is properly in place.

(2) Install 16CP (9) to manifold (1) using three hex nuts (2). Tighten nuts (2) to 55 ± 2 ft lb
(dry torque).

10. Power Supply Junction Box (PSJB) (36) (Reference Figure 9-2)

a. Removal

(1) Disconnect PSJB cables going from the PSJB (36) to the EPCU, Auxiliary Manifold As-
sembly, EPCU cable and any other electrical connectors that are affixed to PSJB (36).

(2) Loosen two thumb screws at base of PSJB (36). Slide PSJB (36) forward to remove
from mounting tray.

b. Installation

(1) Install PSJB (36) to mounting tray by sliding rearward to engage aligning pins on rear
side of PSJB (36). Tighten thumbscrews onto front mounting feet.

(2) Connect EPCU cable and any other electrical connectors that were affixed to PSJB
(36).

11. Lon Ethernet Converter (LEC) (37) (Reference Figure 9-2)

a. Removal

(1) Disconnect EPCU cable and any other electrical connectors that are affixed to LEC (37).

(2) Loosen two thumb screws at base of LEC. Slide LEC forward to remove from mounting
tray.

b. Installation

(1) Install LEC (37) to mounting tray by sliding rearward to engage aligning pins on rear
side of LEC (37). Tighten thumbscrews onto front mounting feet.

(2) Connect EPCU cable and any other electrical connectors that were affixed to LEC (37).

12. Relay Control Portion (RCP) (38) (Reference Figure 9-2)

a. Removal
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(1) Disconnect EPCU cable and any other electrical connectors that are affixed to RCP (38).

(2) Loosen two thumb screws at base of RCP Slide RCP forward to remove from mounting
tray.

b. Installation

(1) Install RCP (38) to mounting tray by sliding rearward to engage aligning pins on rear
side of RCP (38). Tighten thumbscrews onto front mounting feet.

(2) Connect EPCU cable and any other electrical connectors that were affixed to RCP (38).

KEY FOR FIGURES 9-1 and 9-2

1. Manifold Assembly 20. O-Ring
2. Hex Nut 21. Spring
3. MR Filter Assembly 22. Filter Screen
4. Ring Gasket 23. Socket Head Screw
5. Hex Head Cap Screw 24. Lock washer
6. Filter Housing 25. PER Actuator
7. Filter Element 26. Socket Head Screw
8. Ring Gasket 27. PER Adapter
9. 16 Control Portion 28. O-Ring
10. Gasket 29. BC Control Portion
11. KE Distributor Valve 30. Gasket
12. O-Ring 31. 20 Control Portion
13. O-Ring 32. BP High Temperature Control Portion
14. O-Ring 33. Gasket
15. Hex Head Cap Screw 34. ER Control Portion
16. BP Filter Assembly 35. Gasket
17. Filter Element 36. Power Supply Junction Box
18. O-Ring 37. LON Ethernet Converter
19. Filter Pilot 38. Relay Control Portion

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FIGURE 9-1: CCBII INDIA RAILWAYS SYSTEM ELECTRO-PNEUMATIC CONTROL UNIT (EPCU)
(FRONT) (TYPICAL)

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LEC RCP
PSJB
(37) (38)
(36)

FIGURE 9-2: CCBII INDIA RAILWAYS SYSTEM AIR BRAKE CONTROL SYSTEM

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10 Calibrating the CCBII India Railways System

The following instructions are intended to familiarize the user with the calibration procedures for the
CCBII India Railways System EAB (Electronic Air Brake) System. They include: Flow calibration,
Gauge calibration, and Electronic Brake Valve (EBV) Controller calibration instructions.

Equipment Required
1. Wheel Chocks
2. Calibrated Air Gauges: (2) digital, (2) analog 0-10 Kg/cm2 with 0.05 Kg/cm2 resolution.
3. Flow Orifice Glad hand with 0.257" choke

Setup of the System

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

2. Ensure that the Air Brake (AB) circuit breaker is in the ‘ON’ position.

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

4. Make sure the Throttle handle is in the ‘0' position and the Reverser handle is in the ‘Neutral’ posi-
tion.

5. Ensure that the locomotive compressor is operative, Main Reservoir is charged and brake pipe
(BP) is charged to 5 Kg/cm2.

Gauge Calibration

1. Install reference digital gauge on ERTP fitting on ERCP.

2. Place Automatic handle in REL.

3. Compare digital gauge to operator gauge. Recalibrate as necessary per standard railroad opera-
tional procedure.

4. Repeat comparing TP-BP to BP operator gauge and TP-BC to BC operator gauge.

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11 Appendix

Appendix ‘A’
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
AW4-20 ................ ANALOG CONVERTER, 20 PIPE (INDEPENDENT APPL. & REL. PIPE)

BAN...................... BATTERY NEGATIVE

BAP...................... BATTERY POSITIVE
BAT...................... BATTERY BOX
BC........................ BRAKE CYLINDER
BCBMV.................BRAKE CYLINDER BLOCKING MAGNET VALVE
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
The original document was issued in English language.

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Page 132 / 137

Form EN-14-3/10
 Maintenance Manual
CCBII India WAG-12 Doc. No.: IP-303
Rev. 01 (04-27-2018) - en

C1......................... PNEUMATIC CHOKE 1

C2......................... CHOKE #2
CCB...................... COMPUTER CONTROLLED BRAKE
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
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

E/C....................... ENERGIZED CLOSED

E/O....................... ENERGIZED/OPEN
EAB...................... ELECTRONIC AIR BRAKE
EBV...................... ELECTRONIC BRAKE VALVE
ELV....................... EMERGENCY LIMITING VALVE
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
ERBU................... EQUALIZING RESERVOIR BACKUP
ERCP................... EQUALIZING RESERVOIR CONTROL PORTION
The original document was issued in English language.

Copyright © Knorr-Bremse AG. All rights reserved, including industrial property rights applications.
Knorr-Bremse AG retains any power of disposal, such as copying and transferring.
Page 133 / 137

Form EN-14-3/10
 Maintenance Manual
CCBII India WAG-12 Doc. No.: IP-303
Rev. 01 (04-27-2018) - en

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

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
IR ...........................INDEPENDENT RELEASE SWITCH, N.O.

JB ..........................JUNCTION BOX

The original document was issued in English language.

Copyright © Knorr-Bremse AG. All rights reserved, including industrial property rights applications.
Knorr-Bremse AG retains any power of disposal, such as copying and transferring.
Page 134 / 137

Form EN-14-3/10
 Maintenance Manual
CCBII India WAG-12 Doc. No.: IP-303
Rev. 01 (04-27-2018) - en

KBL ........................KNORR BRAKE LIMITED

KBI ........................KNORR BREMSE – INDIA
KBM ........................KNORR BREMSE – MUNICH

L/T.........................LEAD/TRAIL
L-EB ......................LOCOTROL - ELECTRONIC BRAKE
[Link] ..........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
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
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
The original document was issued in English language.

Copyright © Knorr-Bremse AG. All rights reserved, including industrial property rights applications.
Knorr-Bremse AG retains any power of disposal, such as copying and transferring.
Page 135 / 137

Form EN-14-3/10
 Maintenance Manual
CCBII India WAG-12 Doc. No.: IP-303
Rev. 01 (04-27-2018) - en

OEM ......................ORIGINAL EQUIPMENT MANUFACTURING

PCB .......................PRINTED CIRCUIT BOARD

PCS....................... PNEUMATIC CUTOFF (KNOCKDOWN) SWITCH ‘OR’ POWER CONTROL SWITCH
PDD .......................PROXIMITY DETECTION DEVICE
PER ......................PNEUMATIC EQUALIZING RESERVOIR
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

RCP........................RELAY CONTROL PORTION

REL .......................RELEASE
RES .......................RESERVOIR
REV .......................REVERSER
RF ..........................RADIO FREQUENCY
RLIS ......................RAIL LUBE INHIBIT (or) INDICATOR SWITCH
RMA ......................RETURN MATERIAL AUTHORIZATION
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
The original document was issued in English language.

Copyright © Knorr-Bremse AG. All rights reserved, including industrial property rights applications.
Knorr-Bremse AG retains any power of disposal, such as copying and transferring.
Page 136 / 137

Form EN-14-3/10
 Maintenance Manual
CCBII India WAG-12 Doc. No.: IP-303
Rev. 01 (04-27-2018) - en

TVBM ....................TRIPLE VALVE BAIL MAGNET

TVCP .....................TRIPLE VALVE CONTROL PORTION

UDE .......................UNDESIRED EMERGENCY APPLICATIONS

UIC ........................UNION INTERNATIONALE des CHEMINS de FER

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
16CP .....................16 PIPE CONTROL PORTION
16 RES ..................16 RESERVOIR
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)

The original document was issued in English language.

Copyright © Knorr-Bremse AG. All rights reserved, including industrial property rights applications.
Knorr-Bremse AG retains any power of disposal, such as copying and transferring.
Page 137 / 137

Form EN-14-3/10