Bnsf Contract Ccb Brake Equipment Maintenance Manual

New York Air Brake CCB Brake System

BNSF CONTRACT CCB BRAKE EQUIPMENT MAINTENANCE MANUAL

IP-157-C

For the DASH 9 LOCOMOTIVE

Operated by BURLINGTON NORTHERN SANTA FE

JUNE 1999 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

INSERT LATEST CHANGED PAGES. DESTROY SUPERSEDED PAGES.

LIST OF EFFECTIVE PAGES NOTE: The portion of the text effected by the changes is indicated by a vertical line in the outer margin of the page.

The total number of pages in this Maintenance and Instruction Manual, is 310, consisting of:

PAGE NO. CHANGE NO. ISSUE

Title 1 June/99

A 1 June/99 B 1 June/99

i through vi 1 June/99

1-1 through 1-80 1 June/99

2-1 0 October/96 2-2 (Blank) 0 October/96

C.W. 135 1 January/83 C.W. 217 3 June/96 C.W. 218 1 April/94 C.W. 219 2 October/95 C.W. 220 2 October/95 C.W. 221 2 October/95 C.W. 222 2 October/95 C.W. 223 2 October/95 C.W. 224 2 June/96 C.W. 225 2 June/96 C.W. 226 3 June/96 C.W. 227 2 June/96 C.W. 228 2 June/96 C.W. 229 2 June/96 C.W. 230 2 June/96 C.W. 231 3 June/96 C.W. 232 1 April/94 C.W. 233 4 June/96 C.W. 236 2 October/95 C.W. 239 3 November/97 C.W. 243 3 June/96 C.W. 248 1 March/95 C.W. 249 1 March C.W. 250 1 June/95 C.W. 257 1 February/97 C.W. 259 1 April/97

ADDITIONAL COPIES OF THIS PUBLICATION MAY BE OBTAINED FROM:

NEW YORK AIR BRAKE CORPORATION The Change No. "0" indicate the Original Issue for Manual A KNORR BRAKE COMPANY The Change No. "1" indicates the Original Issue for NYR,NYT & CW 748 STARBUCK AVENUE The Change Letter "A" indicates the Original Issue for P/L,W/D,P/D WATERTOWN, NY 13601

IP-157-C A JUNE/99 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

INSERT LATEST CHANGED PAGES. DESTROY SUPERSEDED PAGES.

LIST OF EFFECTIVE PAGES NOTE: The portion of the text effected by the changes is indicated by a vertical line in the outer margin of the page.

The total number of pages in this Maintenance and Instruction Manual, is 310, consisting of:

PAGE NO. CHANGE NO. ISSUE

3-1 0 October/96 3-4 (Blank) 0 October/96

4-1 through 4-4 0 October/96

5-1 through 5-44 0 October/96

6-1 through 6-12 0 October/96 NYR - 380 1 October/96

7-1 through 7-1 0 October/96 7-2 (Blank) 0 October/96 P/L 1502 B April/96 P/D - 1502 B May/96 W/D - 1502 B May/96

8-1 through 8-6 0 October/96

ADDITIONAL COPIES OF THIS PUBLICATION MAY BE OBTAINED FROM:

JUNE/99 B IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

TABLE OF CONTENTS

CHAPT/SECT TITLE PAGE

1.0 OPERATING PROCEDURES 1-1

1.1 AIR BRAKE EQUIPMENT 1-1 1.1.1 AIR BRAKE EQUIPMENT IN AIR BRAKE COMPARTMENT 1-1 1.1.2 BRAKE VALVE 1-6 1.1.3 LOSS OF POWER MODE 1-8 1.1.4 POWER UP PENALTY 1-8

1.2 GENERAL INFORMATION 1-8 1.2.1 CCB INTRODUCTION 1-8 1.2.2 SYSTEM DESCRIPTION 1-10 1.2.3 OPERATION 1-12 A. RELEASE POSITION 1-12 B. BRAKE CYLINDER PRESSURE CONTROL 1-17 C. SERVICE APPLICATION-AUTOMATIC 1-20 D. BRAKE CYLINDER CONTROL-AUTOMATIC 1-26 E. SUPPRESSION POSITION 1-26 F. HANDLE-OFF POSITION 1-31 G. EMERGENCY APPLICATION-EMERGENCY 1-33 H. EMERGENCY APPLICATION-FIREMANS VALVE 1-41 I. EMERGENCY APPLICATION-TRAIN SEPARATION 1-41 J. AUTOMATIC APPLICATION-BAIL OFF 1-43 K. TRAIL POSITION-AUTOMATIC BRAKE 1-51 L. TRAIL POSITION-ANY EMERGENCY APPLICATION AND RELEASE 1-51 M. TRAIL OPERATION-BAIL OFF 1-51 N. INDEPENDENT APPLICATION AND RELEASE 1-53 O. TRAILING INDEPENDENT BRAKING 1-61 P. LOSS OF POWER OR DEFAULT MODE 1-61 Q. SERVICE PENALTY DEFAULT 1-61 R. INDEPENDENT - BACK UP TRAIL OPERATION 1-65 S. AUTOMATIC SERVICE APPLICATION BAIL OFF - 1-65 BACK UP TRAIL OPERATION T. EMERGECNY APPLICATION BAIL-OFF 1-65 BACK UP TRAIL OPERATION

2.0 EQUIPMENT DESCRIPTION 2-1

2.1 COMPONENT DESCRIPTIONS 2-1

3.0 PREPARATION FOR MAINTENANCE 3-1

3.1 GENERAL INFORMATION 3-1

3.2 SAFETY PRECAUTIONS

3.3 COMPONENT ASSEMBLY PRECAUTIONS 3-3

IP-157-C i JUNE/99 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

TABLE OF CONTENTS (Contd.)

CHAPT/SECT TITLE PAGE

4.0 SCHEDULED INSPECTION 4-1

4.1 GENERAL INFORMATION 4-1

4.2 INSPECTIONS 4-1

4.3 92 DAY INSPECTION 4-1

4.4 EQUIPMENT REPLACEMENT, REPAIR, AND OVERHAUL 4-4

5.0 CHECKOUT AND ANALYSIS 5-1

5.1 GENERAL INFORMATION 5-1

5.2 FUNCTION TESTING 5-1

5.2.1 On-Locomotive Single Car Test Procedure 5-1 (Ref. CCB Electric Brake Test Procedures SMR X-1000-12 Rev A.) 5.2.2 Code of Tests For Testing Locomotive Computer Controlled 5-14 Brake Equipment Subsystem Procedure For GE/CSX (Ref. NYT-1279-S)

5.3 TROUBLESHOOTING 5-23

5.3.1 General Information 5-23 5.3.2 Troubleshooting Chart 5-24

6.0 EQUIPMENT REPLACEMENT ** 6-1

6.1 General Information 6-1

6.2 Replacement Procedures 6-1 6.2.1 General Procedures 6-1 6.2.2 DIT Valve Replacement 6-2 6.2.3 Brake Valve Controller 6-8 6.2.4 Computer Relay Unit 6-9 6.2.5 Pneumatic Control Unit Replacement 6-12

7.0 SYSTEM EQUIPMENT 7-1

8.0 GE-BNSF FAULT CODES 8-1

JUNE/99 ii IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

LIST OF ABBREVIATIONS

ABCB ...... Air Brake Circuit Breaker AD...... Analog to Digital AE1 ...... Automatic Emergency Switch NO. 1, N.C. AE2 ...... Automatic Emergency Switch NO. 2, N.O. AP ...... Automatic Variable Handle Potentiometer AR...... Automatic Release Switch, N.O. AW4-ER...... Analog Converter Equalizing Reservoir AW4-16...... Analog Converter 16 Pipe (control Pipe) BAN...... Battery Negative BAP...... Battery Positive BC...... Brake Cylinder BCCO...... Brake Cylinder Cut-Out Pressure Switch BCT...... Brake Cylinder Transducer BEA...... Binary Input Output BO1...... Bail Off Switch, Automatic BO2...... Bail Off Switch, Independent BP ...... Brake Pipe BPCO...... Brake Pipe Cut-Off Valve BPT...... Brake Pipe Transducer BVJ1-BVJ2...... Brake Valve External Connectors C1 ...... Communicator Connector CCB ...... Computer Controlled Brake ° C...... Degree Centigrade COMM...... Communications Cont ...... Controller COR ...... Cut-Out Relay CP ...... Central Processor CRU ...... Computer Relay Unit DB1 ...... Magnet Valve Driver Board PCB DB2 ...... Relay Driver PCB dc ...... Direct Current DCV ...... Double Check Valve DI ...... Diagnostic PCB ELV ...... Emergency Limiting Valve

IP-157-C iii JUNE/99 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

LIST OF ABBREVIATIONS (Cont.)

EMER...... Emergency EPA1...... Automatic Application Analog Converter Driver PCB (AW4-ER) EPA2...... Control Pipe Analog Converter Driver PCB (AW4-16) ER...... Equalizing Reservoir ERT...... Equalizing Reservoir Transducer EXH...... Exhaust Magnet Valve ES ...... Emergency Sand Fig ...... Figure FLT...... Flow Transducer FOJ1 ...... Automatic Fiber Optic External Connector FOJ2 ...... Independent Fiber Optic External Connector FOR ...... Fiber Optic Receiver FS ...... Full Service ft-lbs...... Foot Pounds HO...... Handle Off IBS ...... Independent Brake Switch ID ...... Inner Diameter IM...... Independent Maximum Applied Switch, N.O. I/O ...... Input/Output IP...... Independent Variable Handle Potentiometer IR ...... Independent Release Switch, N.O. J1-J12 ...... PCB Internal Connectors K1ES...... Sanding Relay K2IBS...... Extended Dynamic Range Cut-Out Relay K3BCPS...... Dynamic Brake Cut-Out Relay (Spare) K4RLIS...... Rail Lubrication Relay (Spare) K5COR...... PCR Cut-Out Relay K6SPOT...... Spotted Relay K7BOBU ...... Bail Off Back Up Relay K12VA...... Brake Failure Alarm Relay kN...... Kilo Newtons lbs ...... Pounds mm...... Millimeter MIN ...... Minimum

JUNE/99 iv IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

LIST OF ABBREVIATIONS (Cont.)

MR ...... Main Reservoir MRT ...... Main Reservoir Transducer MVEM ...... Emergency Magnet Valve MVER...... Equalizing Reservoir Default Magnet Valve MV13E ...... Bail Off Exhaust Magnet Valve MV13S ...... Bail Off Supply Magnet Valve MV16T ...... 16 Pipe Default Magnet Valve MV20E ...... Independent Application Exhaust Magnet Valve MV20S ...... Independent Application Supply Magnet Valve MV20M...... Ind. Appl. Maintaining Magnet Valve 20T...... Ind. Appl. Pipe Transducer MV53...... Brake Pipe Cut-Off Pilot Magnet Valve N ...... Newtons Nm ...... Newton Meters PARA ...... Paragraph PCB...... Printed Circuit Board PCU ...... Pneumatic Control Unit Pg...... Page PSBP ...... Brake Pipe Pressure Switch PS13 ...... Actuating Pipe Pressure Switch psig ...... Pounds Per Square Inch, Gauge PVEM...... Emergency Pilot Air Valve Qty ...... Quantity R1 ...... Resistor R2 ...... Resistor REL ...... Release SC1 ...... Signal Conditioning PCB SC2 ...... Signal Conditioning PCB SS1 ...... Digital I/O PCB SS5 ...... Digital I/O PCB SUP...... Supply Magnet Valve SVJ ...... Computer Power Supply SV2 ...... Computer Power Supply TJB...... Transducer Jumper Board

IP-157-C v JUNE/99 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

LIST OF ABBREVIATIONS (Cont.)

TPBP...... Brake Pipe Test Fitting TPER ...... Equalizing Reservoir Test Fitting TPMR...... Main Reservoir Test Fitting TP13 ...... Actuation Pipe Test Fitting TP20 ...... 20 Pipe Test Fitting V...... Volts VA ...... Air Brake Alarm VCU ...... Voltage Conditioning Unit Vdc...... Volts Direct Current 16T...... Control Pipe Transducer 20CP ...... Independent Control Valve Limiting Valve

JUNE/99 vi IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

CHAPTER 1

OPERATING PROCEDURES

1.1 AIR BRAKE EQUIPMENT

The (Computer Controlled Brake) CCB equipment, arranged for single-end, multiple-unit operation, is used on this locomotive. The principal parts are as follows:

1.1.1 AIR BRAKE EQUIPMENT IN AIR BRAKE COMPARTMENT

See Fig. 1-1 for location of equipment in the air brake compartment. See Fig. 1-2 for the Brake Valve Controller handle positions. See Fig. 1-3 for the Pneumatic Control Unit Valve locations. See Fig. 1-4 for the Computer Relay Unit Component locations.

IP-157-C 1-1 JUNE/99 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-1 PCU/CRU RACK ASSEMBLY

JUNE/99 1-2 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-2 BRAKE VALVE CONTROLLER

IP-157-C 1-3 JUNE/99 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-3 PNEUMATIC CONTROL UNIT

JUNE/99 1-4 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-4 COMPUTER RELAY UNIT

IP-157-C 1-5 JUNE/99 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

1.1.2 BRAKE VALVE (Fig. 1-2)

1.1.2.1 OPERATING - AUTOMATIC HANDLE

The Brake Valve Controller handle operates through six detented control positions: RELEASE, MINIMUM REDUCTION, FULL SERVICE, SUPPRESSION, HANDLE OFF, and EMERGENCY. The service zone is between minimum reduction and full service positions. An indicating plate is provided indicating the six operating positions.

When charging a train or releasing an Automatic brake application, the automatic Brake Valve Controller handle must be placed in RELEASE position, which is the position closest to the engineer.

When making a Service brake application, move the automatic Brake Valve Controller handle away from the engineer against the first detent position of the quadrant. This is a minimum reduction position which will provide a 5-7 psi reduction. If necessary to increase the reduction, move the handle progressively away from the engineer, bearing in mind that the further the handle is moved into the service zone, the greater will be the reduction. The brake valve will self-lap at any point where movement of handle is stopped in the service zone and automatically maintain NORMAL brake pipe leakage.

Full service brake application is obtained by moving the Brake Valve Controller handle to the FULL SERVICE position against the second position of the quadrant. Brake Cylinder pressure at Full Service is 58-64 psi.

The third detent position is SUPPRESSION. In this position overspeed control and safety control penalty applications are suppressed. Equalizing Reservoir, Brake Pipe and BC pressures do not change from the full service position.

Self-lapping over-reductions are possible by moving the handle between SUPPRESSION position and HANDLE OFF position.

Placing the handle in HANDLE OFF, the fourth detent position reduces equalizing pressure to zero. B.C. pressure increases to the emergency setting.

An Emergency brake application is obtained by moving the Brake Valve Controller handle to the extreme rear of the quadrant, which is EMERGENCY position. Brake pipe reduces rapidly to zero psi. Equalizing Reservoir reduces to zero at a slower rate. B.C. pressure increases to the emergency setting.

Bail off of an automatic brake application on the locomotive can be accomplished by lifting the bail ring on the independent Brake Valve Controller handle. The locomotive brake cylinder pressure will be reduced to the value corresponding to the position of the independent handle.

1.1.2.2 OPERATING - INDEPENDENT BRAKE

When applying the locomotive independent brake, move the independent handle away from the engineer (Full Independent application is the extreme rear position), and when releasing, move the handle toward the engineer. The brake valve will self-lap at any point in the application zone where handle movement has been stopped.

To make an independent release of an Automatic brake application, lift the bail ring on the independent Brake Valve Controller handle. The locomotive brake cylinder pressure will be reduced to the value corresponding to the position of the independent handle.

JUNE/99 1-6 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

The independent Brake Valve Controller handle should always be in RELEASE position (closest to engineer) when the unit is a trailing unit in a multiple-unit consist or is being towed DEAD.

1.1.2.3 AIR BRAKE SET-UP

The function of conditioning the Locomotive for LEAD CUT IN/LEAD CUT OUT, or TRAIL is accomplished through the function keys of the IFC computer.

A. For Set-Up as Lead or Single Unit

If unit is in MU with other locomotives, ensure all units are in TRAIL before attempting to set up locomotive in LEAD.

1. Place Automatic Brake in release and Independent Brake in full application.

2. Go to Air Brake Set-Up on IDU screen by pressing F3 key to get Operator Function Screen, then press F2 key for Air Brake Set-Up options.

3. Press F4 to set Independent Brake for LEAD. Save and confirm selection by pressing F7 twice and ensure Brake Cylinder pressure increases.

4. Again enter Air Brake Set-Up screen and check for proper Feed Valve pressure. Press F1 to raise pressure or F2 to lower pressure as required.

5. Ensure Equalizing Reservoir pressure is greater than Brake Pipe pressure and CUT- IN Automatic Brake by pressing F3. Save and confirm selection by pressing F7 twice and observe Brake Pipe pressure has charged to Equalizing Reservoir pressure.

6. Independent and Automatic Brakes are now cut-in. Press F8 to exit and return to initial IDU screen.

7. Continue normal set-up by replacing reverser handle and positioning pertinent switches for "LEAD" locomotive operation.

B. For Set-Up as Trail Unit

1. Ensure Throttle handle is in idle position and Reverser handle removed.

2. Fully apply Independent Brake and place Automatic Brake in Full Service.

3. While Equalizing Reservoir and Brake Pipe pressures are exhausting, go to Air Brake Set-Up on IDU screen by pressing F3 key to get Operator Function Screen, then press F2 for Air Brake Set-Up options.

4. After Brake Pipe exhaust ceases, place Independent Brake in full release and select TRAIL by pressing F4. Save and confirm selection by pressing F7 twice.

5. Automatic and Independent Brakes are now cut-out. Press F8 to return to initial IDU screen and place Automatic Brake handle in Handle Off position.

6. Continue normal set-up by positioning pertinent switches for "TRAIL" locomotive trail operation.

NOTE: DO NOT turn off breaker for Computer Controlled Brake (CCB).

IP-157-C 1-7 JUNE/99 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

1.1.3 LOSS OF POWER MODE

If it is determined that the CCB equipment must be placed in DEAD-IN-TOW and the unit must be operated in a DEAD-IN-TOW position, open the AB circuit breaker located in the Engine Control Panel. The CCB system automatically conditions itself for TRAIL operation-NO MANUAL SETUP is required. The automatic pneumatic back-up control valve, DIT Valve, functions to provide Automatic Service braking, Bail Off, and Independent Braking. The Pneumatic Control Unit (PCU) provides the pneumatic Emergency Braking.

WARNING: AUTOMATIC SERVICE BRAKING OPERATES IN A DEGRADED MODE. BRAKE CYLINDER PRESSURE WILL BE LESS THAN IN NORMAL CCB OPERATION FOR A FULL SERVICE BRAKE APPLICATION AND BAIL-OFF MUST BE HELD DEPRESSED FOR 20 SECONDS.

1.1.4 POWER UP PENALTY

Whenever the Air Brake circuit breaker is first closed in a 'LEAD' mode, the CCB system applies a PENALTY service brake for 30 seconds. Equalizing Reservoir reduces to zero and brake pipe reduces to about 10 psi. Place the Brake Valve Controller handle into SUPPRESSION position. The Brake Valve Controller handle must remain in SUPPRESSION position for 10 seconds to reset the system (in addition to the original 30 seconds. Then move the Brake Valve Controller handle to RELEASE position to recharge the brake system. Brake cylinder pressure must reduce to zero psi before the computer regains control of the brake cylinders.

1.2 GENERAL INFORMATION

1.2.1 CCB INTRODUCTION

The CCB, Computer Controlled Brake Equipment is a complete microprocessor brake control system for main line locomotives and switchers. The equipment is fully compatible with 26L brake schedule equipment while providing flexibility and the capability of future expansions. All logic, other than emergency brake initiation, is computer controlled.

Refer to Figure 1-5

The operator commands the computer through the CCB brake Controller. The brake controller is mainly electronic and signals the computer as to the position for automatic and independent braking. Lead/Trail and Brake Pipe Cut-Out modes are set up through the IFC onboard computer. Regulating Valve setting is factory set by the computer software and can be adjusted by the IFC screen between 60 and 110 psi. The only pneumatic valve contained in the brake valve is the mechanically actuated emergency vent valve. The vent valve is open in emergency position.

The Computer interprets the signals of the brake controller and controls the Pneumatic Control Unit for the actual development of pressure.

All control pressures are developed in this manner: brake pipe, independent application and release pipe, actuating pipe and brake cylinder.

The Computer also controls locomotive interface relays to provide power knockout, dynamic interlock, emergency sanding and spotter control.

The voltage conditioning circuitry isolates the locomotive battery supply from the system as well as providing for extreme power operating characteristics.

The DIT Valve is a back-up BC control that operates to provide service automatic brake cylinder pressure when the Air Brake circuit breaker is open. JUNE/99 1-8 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-5 CCB CONFIGURATION

IP-157-C 1-9 JUNE/99 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

1.2.2 SYSTEM DESCRIPTION

Computer controlled Brake (CCB) equipment is compatible with conventional 26L brake systems in function and operation. Handle positions, locomotive set-up and pressure development flowrates, remain the same. The changes from 26L occur in how the air pressure is controlled and the type of equipment used to control the brakes. Also, a major enhancement is the ability to diagnose problems.

A. System Operating Pressures –

M.R. 130-140 E.R. 90 +/- 1 psi B.P. +/- 1 psi of E.R. B.C. 58-64 psi Full Service - Normal (Back-Up System 48-51 psi) B.C. 75-79 psi Emergency (Back-Up System 54-57 psi)

B. Automatic Brake System Features As with 26L brake systems the CCB system controls the locomotive and train brakes through control of trainline brake pipe pressure. Control of brake pipe pressure permits the development of brake cylinder pressure on both locomotive and train.

Control of brake pipe pressure is accomplished by control of a smaller volume called Equalizing Reservoir. E.R. pressure is reduced to apply brakes and increased directly to the regulating valve setting to fully release brakes. Brake cylinder pressure develops at a controlled rate 2 1/2 times the amount of brake pipe reduction.

The CCB system utilizes 2 distinct control circuits to apply and release an automatic brake i.e.: Brake pipe control circuit increases or decreases the brake pipe pressure according to the pressure commanded by ER. Brake cylinder control circuit controls the increase or decrease of brake cylinder pressure commanded by the computer.

JUNE/99 1-10 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

Refer to Figure 1-6 (90 PSI Regulating Valve Setting)

Release - E.R. and Brake pipe 89-91 psi, BCP = 0

Minimum Service - E.R. and B.P. reduce by 6-8 psi, BCP = 10-14 psi

Service Zone - 83 psi to 64 psi, E.R./B.P. E.R. and B.P. reduce to between 83 and 64 psi (self-lapping) B.C. pressure increases to between 14 and 58.

Full Service - E.R. and B.P. 64-67 psi, B.C. = 58-64 psi

Suppression - E.R. and B.P. 64-67 psi, B.C. = 58-64 psi

Over Reduction Zone - 64 psi to ≈ 30 psi, ER/BP self-lapping, BC = 58-64 psi

Handle off- 30 psi to zero E.R. reduces to zero B.P. reduces to less than 12 psi B.C. increases to 75-79 psi

Emergency - E.R. reduces to 0 psi, BC = 75-79 psi B.P. reduces to less than 12 psi. Wait 60 seconds for emergency reset.

NOTE: Equalizing Reservoir and Brake Pipe are maintained against leakage in all positions above handle off.

Ind = Full brake position, BC = 71-73 psi max - Normal (Backup System 45 psi)

20 pipe = 45-48 psi max

FIGURE 1-6 BRAKE VALVE OPERATION/SERVICE APPLICATION VALVE POSITIONS

IP-157-C 1-11 JUNE/99 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

1.2.3 OPERATION

For the following discussion the Locomotive is considered to be in lead cut-in position. To operate the brake system the air brake circuit breaker must be closed. When power is first applied, the CCB system assumes a penalty brake application mode. Equalizing Reservoir reduces to zero psi and brake pipe pressure if any exists reduces to approximately 10 psi. The operator must move the automatic Brake Valve Controller handle to "SUPP" position to recover the penalty brake application. Approximately 10 to 40 seconds time delay is required to reset depending how soon the brake handle is moved to "SUPP" position. A minimum of 10 seconds will always be required after the handle is in "SUPP" position. This assures that the penalty brake does occur should the breaker be opened, then closed, or a momentary power loss occurs.

A. RELEASE POSITION

Refer to Figure 1-7

When the Automatic Brake Valve Controller handle is placed in Release position, a frequency is generated by the internal electronic circuitry of the Brake Valve and transmitted to the FOR PCB via a fiber optic cable. This frequency is decoded by the FOR board and sent to the CP (Central Processor) board where the handle position is identified. The computer reads this input and calculates the Equalizing Reservoir pressure for that handle position. The CP commands the EPA-1 board to the level of output pressure required.

The EPA-1 board outputs a PWM signal to the ER Analog Converter that opens the normally closed supply magnet valve connecting main reservoir supply air to the equalizing reservoir circuit at a controlled rate determined by the computer. The ER transducer (ERT) feeds back a voltage proportional to the ER pressure. When ER pressure reaches the commanded pressure, the EPA-1 de-energizes the supply magnet valve and maintains the pressure level constant through control of the Analog Converter's magnet valves and feedback from the ER transducer.

Refer to Figure 1-8

The Equalizing Reservoir pressure pilots the KR-5EO relay which connects main reservoir supply air to the brake pipe circuit. When Brake Pipe Pressure reaches the pressure dictated by the Equalizing Reservoir, the KR-5EO relay moves to "LAP" position.

JUNE/99 1-12 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

Refer to Figure 1-9

Main Reservoir air flows thru the open Analog Converter (AW4-ER) Supply Magnet Valve to the Equalizing Reservoir Transducer (ERT) and to the closed Analog converter (AW4- ER) Exhaust Magnet Valve. Air then passes thru the open Equalizing Reservoir Magnet Valve (MVER) to charge Equalizing Reservoir (ER). ER pressure pilots the high capacity Brake Pipe Relay Valve (KR-5EO). The Brake Pipe Relay Valve KR-5EO opens and allows main reservoir air to flow to the normally open Brake Pipe Cut-Off Magnet Valve (MV53) to the pilot port of the Brake Pipe Cut-Off Valve (BPCO). On initial charging (BP=zero psi) the brake pipe cut-off valve is closed. BPCO opens at approximately 25 psi. BP air is able to pass thru the BPCO to the double check valve and on to the PVE as a pilot pressure. BP air also flows to the PVEM and onto the Brake Valve Controller Vent Valve and the Emergency Magnet Valve. BP air flows thru BP Filter to charge BP Trainline. Brake Pipe continues to charge to within 1 psi of Equalizing Reservoir pressure. The KR5-EO Relay Valve is a self-lapping pressure maintaining valve that will maintain brake pipe pressure at the proper operating level in the locomotive consist and train under acceptable leakage conditions similar to the 26C Brake Valve.

Refer to Figure 1-8

The Brake Pipe Transducer (BPT) and Brake Pipe Pressure Switch (PS-BP) monitor BP trainline. The BPT provides a feedback signal to the computer proportional to the pressure of BP trainline. The PS-BP indicates to the computer that there is 25 psi or more of BP, or 22 psi or less of BP.

IP-157-C 1-13 JUNE/99 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-7 ER CONTROL CIRCUIT - RELEASE POSITION - LEAD/CUT-IN

JUNE/99 1-14 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-8 BP CHARGING - BRAKE VALVE IN RELEASE - LEAD/CUT-IN

IP-157-C 1-15 JUNE/99 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-9 AUTOMATIC RELEASE AND CHARGING - EQUALIZING RESERVOIR AND BRAKE PIPE

JUNE/99 1-16 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

B. BRAKE CYLINDER PRESSURE CONTROL

Refer to Figure 1-10

Brake cylinder pressure is directly controlled by the J-1 Relay Valve which in turn is controlled by pressure in the #16 control volume. The #16 control volume is pressurized by a second Analog Converter (identical to the E.R. Converter) controlled by EPA-2 PCB.

The brake pipe pressure is monitored by the brake pipe transducer, BPT, which outputs a voltage to the CP board via the ADZ board (Analog to Digital). The computer calculates the brake cylinder pressure based on the level of brake pipe pressure. When brake pipe decreases, the CP commands the EPA-2 PCB to put pressure in the brake cylinders. The rate of change for #16 pipe is controlled by an algorithm residing in the computer program which ramps the command to the EPA board up or down at a predetermined rate until the target pressure is commanded.

Refer to Figure 1-11

The Analog Converter (AW4-16) Supply Magnet Valve is closed and the AW4-16 Exhaust Magnet Valve is open exhausting the #16 Control Volume from the open Control Pipe Magnet Valve (MV16T) thru the double check valve of the Emergency Valve and Check Valve (PVE) and the pilot port of the J-1 Relay Valve. This exhausting of air allows the J-1 Relay Valve piston to move and vent the brake cylinder air to atmosphere.

The supply magnet valve remains closed allowing the #16 control volume to exhaust. With the #16 pipe decreasing, the J-1 Relay Valve exhausts brake cylinder pressure at a rate controlled by the #16 control volume until brake cylinder pressure is zero.

IP-157-C 1-17 JUNE/99 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-10 #16 PIPE CONTROL CIRCUIT - RELEASE POSITION

JUNE/99 1-18 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-11 AUTOMATIC RELEASE - BRAKE CYLINDER PRESSURE CONTROL

IP-157-C 1-19 JUNE/99 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

C. SERVICE APPLICATION - AUTOMATIC

Refer to Figure 1-13 thru 1-15

There are several positions of the Brake Valve Controller handle that control locomotive and train brake applications.

When the automatic Brake Valve Controller handle is moved from Release to any of the service positions from Minimum Service to Full Service, Equalizing Reservoir and Brake Pipe will be reduced by an amount proportional to handle movement. In each position of the Automatic Brake Valve a different frequency is generated by the electronic circuitry identifying the level of Equalizing Reservoir pressure commanded.

This frequency is transmitted through a fiber optic cable isolated from electrical interference to the Fiber Optic Board (FOR) in the computer rack. As explained in "RELEASE" the computer reads the FOR, calculates the ER pressure and commands the EPA-1 board to energize the Exhaust Magnet Valve of the ER Analog Converter. The supply magnet valve remains closed. The computer controls the flow rate of Equalizing Reservoir to exhaust by changing the command pressure to the EPA -1 relative to elapsed time. Since the Analog Converter magnet valves are soft seat type, the valves need not be fully open or fully closed. As the pressure approaches the commanded level of pressure, the EPA compares pressure demand with the output voltage of the Equalizing Reservoir Transducer (ERT) located on the Analog Converter. The EPA slowly closes the Supply Magnet Valve until the desired pressure is reached. This action avoids undesired valve chatter and pressure fluctuations normally inherent to digitally controlled systems.

Refer to Figure 1-16

ER reduces thru the energized magnet valve (MVER) and the open exhaust magnet of the analog converter (AW4-ER) at a controlled rate. With ER reducing, ER air is removed from the control port of the BP Relay Valve (KR-5EO). The piston in the relay valve moves and BP reduces through exhaust port of the Relay Valve (KR-5EO) at a controlled rate by the relay exhaust choke and the brake pipe volume of the locomotive and train consist. This action is totally pneumatic. When brake pipe pressure is equal or slightly less than Equalizing Reservoir pressure acting on the Relay diaphragm, the valve slowly moves to a "LAP" position closing the exhaust port. Since the Relay is a maintaining type valve brake pipe pressure will be maintained to the level of Equalizing Reservoir for acceptable train brake leakage conditions.

BP pressure also reduces at the DB-10 Control Valve on the Back Up Brake System (DIT). Auxiliary reservoir is unable to reduce through a calibrated charging choke within the valve as fast as BP therefore creating a pressure differential across the valves service piston. The DB-10 moves to APPLY position connecting the Auxiliary Reservoir to the #16 Pipe Volume, through the double check valve to the TV port of the PCU and finally to the MV16T Magnet Valve. At this point flow is terminated. The back up system is always operative and should a failure occur that renders the CCB system unable to apply brakes, the back up system will supply #16 pipe pressure (at a lower value) to the J-1 Relay for development of Brake Cylinder pressure.

JUNE/99 1-20 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-12 ANALOG CONVERTER CONTROL

IP-157-C 1-21 JUNE/99 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-13 ER CONTROL CIRCUIT - MINIMUM SERVICE POSITION- LEAD/CUT-IN

JUNE/99 1-22 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-14 ER CONTROL CIRCUIT - FULL SERVICE POSITION - LEAD/CUT-IN

IP-157-C 1-23 JUNE/99 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-15 ER CONTROL CIRCUIT - SERVICE LAP POSITION - LEAD/CUT-IN

JUNE/99 1-24 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-16 AUTOMATIC SERVICE APPLICATION - EQUALIZING RESERVOIR AND BRAKE PIPE CIRCUITS

IP-157-C 1-25 JUNE/99 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

D. BRAKE CYLINDER CONTROL - AUTOMATIC

Refer to Figure 1-17 thru 1-19

At the same time the Brake Pipe Transducer (BPT) detects the reduction of brake pipe which is read by the central processor (CP) via the Analog/Digital circuit (ADZ). The computer calculates the required brake cylinder pressure and commands the #16 Analog Converter via the EPA-2 board the desired rate and pressure level.

The EPA-2 board responds by controlling the Analog Converter's magnet valves to developing #16 pipe volume pressure from M.R. supply. In this closed loop system #16 pipe pressure is monitored by the Analog Converter's Transducer (16T). When #16 pressure equals the demand pressure, the EPA-2 board slowly closes the Supply Magnet Valve.

Again #16 control pressure will be maintained by the Analog Converter by comparing the 16T Transducer feedback to the EPA2 output.

Refer to Figure 1-20

Main Reservoir air flows thru the open supply magnet valve of Analog Converter (AW4- 16) thru open magnet valve (MV16T) thru double check valve of the PVE and to the #16 Reservoir and the pilot port of the high capacity Relay Valve (J-1). The #16 Reservoir air acting on the Relay Valve (J-1) piston moves piston and allows Main Reservoir air to pass thru the Relay Valve and supply air to the Brake Cylinders. Brake cylinder pressure increases until it matches the #16 pipe control pressure. Similar in operating to the KR- 5EO relay, the J-1 moves to LAP position closing off the supply of M.R. pressure to the brake cylinders. The application is complete and brake cylinder pressure will be maintained at the level commanded until the Brake Valve Controller handle is again moved.

At this point the engineer can make a further reduction by moving the Automatic Brake Valve Controller handle toward Full service position where a 25 psi Brake Pipe reduction is attained and maximum service brake cylinder pressure achieved.

E. SUPPRESSION POSITION

This Service position provides for nullification of penalty applications normally created by Safety Control systems and Overspeed control circuits. In this position Brake Pipe is reduced to the level of FULL SERVICE position.

JUNE/99 1-26 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-17 #16 PIPE CONTROL CIRCUIT - MINIMUM SERVICE POSITION

IP-157-C 1-27 JUNE/99 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-18 #16 PIPE CONTROL CIRCUIT - FULL SERVICE OR SUPPRESSION POSITION

JUNE/99 1-28 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-19 #16 PIPE CONTROL CIRCUIT - LAP POSITION

IP-157-C 1-29 JUNE/99 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-20 AUTOMATIC APPLICATION - BRAKE CYLINDER CONTROL

JUNE/99 1-30 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

F. HANDLE OFF POSITION

Refer to Figure 1-21

In 26L Brake Systems this position was used when the locomotive was set-up for TRAIL or DEAD operation. The handle was normally removed. With CCB equipment the handle is not removed.

The exhaust magnet valve of Analog Converter (AW4-ER) and Magnet Valve (MVER) are open, venting ER to zero psi. With ER and the pilot port of the Relay Valve (KR-5EO) venting, the Relay Valve Piston moves, reducing BP air. When BP reduces to 10 psi the brake pipe cut-off (BPCO) closes trapping 9-11 psi of brake pipe in trainline and will be shown on the CAB display.

IP-157-C 1-31 JUNE/99 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-21 ER CONTROL CIRCUIT - HANDLE OFF POSITION/CS – LEAD CUT-IN

JUNE/99 1-32 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

G. EMERGENCY APPLICATION - EMERGENCY

Refer to Figure 1-22 thru 24

An Emergency Application means to apply brakes at a very fast rate and increases the level of braking rate by increasing the brake cylinder pressure level.

When the Brake Valve is placed into Emergency position several actions take place to insure an Emergency Application occurs.

1) As with Service braking a frequency is generated that is read by the computer via the Fiber Optics board.

2) The AE-1 switch opens sending an emergency input signal to the computer via the SS-1 circuit board.

Both of the above signals tell the computer to energize the Emergency Magnet Valve (MV-EM) via the EPA-2 board and Driver Board (DB-1).

3) In Emergency position the brake valve mechanically opens a vent valve that exhausts the #21 pipe connected directly to the pilot port on the Pneumatic Emergency Valve providing a backup actuating mechanism should the Emergency Magnet Valve fail to energize.

To insure an Emergency rate of brake reduction brake pipe charging must be suspended. With the handle in Emergency position a cam movement closes AE-2 microswitch: This action energizes Brake Pipe Cut-Off Magnet Valve MV53 via FL- 1 electrical filter. (Note: The filter provides EMI isolation between Brake Valve and Magnet Valve.).

Refer to Figure 1-25

Equalizing Reservoir reduces to zero at a faster than service rate through the Analog Converter. This causes the KR-5EO brake pipe relay to open brake pipe to exhaust assuring no rise in brake pipe can occur even if the cut-off valve leaks.

With a brake valve emergency the Analog Converter exhaust magnet valve (AW4-ER), Brake Pipe Cut-Off Magnet Valve (MV53) and Emergency Magnet Valve (MVEM) are commanded to energize. The opening of the analog converter exhaust magnet valve (AW4-ER) allows ER air from the BP relay valve (KR-5EO) and ER to flow thru the open ER magnet valve (MVER) and to open analog converter exhaust magnet valve (AW4- ER), to vent to atmosphere. With BP-CO Magnet Valve (MV53) open, the BP-CO valve pilot port vents, forcing the valve to lose communication between Brake Pipe Relay (KR- 5EO) and trainline brake pipe. The opening of the Emergency Magnet Valve (MVEM) vents the pilot port of the high capacity pneumatic valve (PVEM). PVEM vents brake pipe at a rapid rate tripping two No. 8 Vent Valves located at each end of the locomotive, propagating an emergency brake application through the train.

IP-157-C 1-33 JUNE/99 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-22 BP VENTING - BRAKE VALVE IN EMERGENCY - LEAD CUT-IN

JUNE/99 1-34 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-23 EMERGENCY CIRCUIT - EMERGENCY POSITION

IP-157-C 1-35 JUNE/99 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-24 EMERGENCY CIRCUIT - RELEASE POSITION

JUNE/99 1-36 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-25 ANY EMERGENCY APPLICATION - BRAKE PIPE CONTROL

IP-157-C 1-37 JUNE/99 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

#16 CONTROL CIRCUIT

Refer to Figure 1-26

At the same time the Brake Pipe Transducer (BPT) detects the reduction of brake pipe which is read by the central processor (CP) via the Analog/Digital circuit (ADZ). The computer calculates the required brake cylinder pressure and commands to the #16 Analog Converter via the EPA-2 board the desired rate and pressure level.

Again #16 control pressure will be maintained by the Analog Converter by comparing the 16T Transducer feedback to the EPA2 output.

Refer to Figure 1-27

With BP vented to zero, air is removed from the pilot port of the PVE valve allowing the PVE to move to its normally open position. Main Reservoir pressure flows through high capacity regulating valve (ELV-set to 79 psi) through PVE double check valve to the J-1 Relay. #16 Control Pressure rises quickly to 79 psi piloting the J-1 relay to develop 79 psi in the brake cylinders. This is the primary system for emergency brake cylinder pressure and is totally pneumatic. The Analog Converter (AW4-16) is also supplying 16 pipe pressure at 79 psi to the opposite side of the double check valve of the PVE.

A Brake Valve or Fireman's Emergency Valve emergency application provide immediate power or dynamic brake knock down by de-energization of the cut-off Relay (COR) through the computer program logic. If a train separation occurs, brake pipe vents rapidly to zero causing an emergency brake throughout the train and the COR relay drops out.

JUNE/99 1-38 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-26 #16 PIPE CONTROL CIRCUIT – HANDLE OFF OR EMERGENCY POSITION

IP-157-C 1-39 JUNE/99 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-27 EMERGENCY APPLICATION BRAKE CYLINDER CONTROL

JUNE/99 1-40 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

H. EMERGENCY APPLICATION - Fireman's Valve

Refer to Figure 1-28

With the Brake Valve in Release or Service position and Brake Pipe above 50 psi an emergency application will occur by actuating the Fireman's Brake Valve. An emergency rate of brake reduction occurs. The Brake Pipe Transducer (BPT) senses the rate of brake pipe drop and outputs a signal to the computer via the ADZ board. The central processor (CP) identifies the input as an emergency application and energizes the Brake Pipe Cut-Off Magnet Valve MV-53. COR Relay deenergizes; locomotive power is reduced to IDLE.

I. EMERGENCY APPLICATION - Train Separation

Refer to Figure 1-28

Same as Fireman's Vale Emergency, except the COR relay does not deenergize for 20 seconds. Locomotive power reduces to IDLE when COR deenergizes.

IP-157-C 1-41 JUNE/99 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-28 FIREMAN’S EMERGENCY AND/OR TRAIN SEPARATION - BRAKE VALVE IN RELEASE, SERVICE OR SUPPRESSION

JUNE/99 1-42 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

J. AUTOMATIC APPLICATION - BAIL OFF

Refer to Figure 1-29 thru 32

When an automatic brake application is on, lifting the bail ring on the independent brake handle in any position will direct main reservoir pressure at a rapid rate to the trainline Actuating Pipe (#13 Pipe.)

When actuated, the brake valve independent handle bail ring closes a microswitch sending a signal input to the SS-1 PCB. An isolated output is fed by computer (CP) PCB Via the BEA and DB-1 PCB's, that commands MV-13S to energize and MV13E to deenergize. Main Reservoir pressure is directed through MV-13S to the 13-CO cut-off valve. When Main Reservoir exceeds 10 psi, 13-CO cut-off valve opens connecting main reservoir to and through MV-13E Exhaust Valve and filter to the Actuating Pipe where pressure quickly charges to 130-140 psi. This air travels to the TRAILING units with traditional 26L equipment, where the 26F control valve actuating valves are piloted to quickly release the brakes. If the TRAILING UNIT is equipped with CCB equipment, the pressure would be sensed by pressure switch PS-13. Contacts of PS-13 close at 25 psi increasing pressure sending a signal to the computer via the BEA-PCB to release the automatic brake.

On the LEAD UNIT the central processor commands the EPA-2 PCB to release the #16 pipe pressure through the Analog Converter Exhaust magnet valve which in turn drives the J-1 Relay to Release. (Refer to Automatic Brake Release for operation.) As long as the Independent Brake Valve bail ring is lifted, reservoir pressure will exist in the Actuating Pipe.

NOTE: If the Bail-Off continues for longer than 40 seconds, the Actuating pipe will be vented and brake cylinder pressure restored. This prevents tampering with the Bail-Off ring.

When the BAIL-RING is released the BAIL-OFF switch opens signaling the computer to deenergize MV-13S and energize MV-13E. Actuating Pipe quickly vents through the exhaust port of MV-13E to atmosphere. Pressure between MV-13E and 13-CO Cut-Off Valve is vented through 13-CO and MV13S to exhaust. When this pressure reduces to below 7-8 psi 13-CO cut-off Valve closes isolating the Actuating pipe from exhaust. Brake cylinder pressure is not restored.

IP-157-C 1-43 JUNE/99 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-29 AUTOMATIC BAIL OFF - LEAD UNIT - BAIL OFF ACTUATED - SERVICE OR EMERGENCY APPLICATION - NORMAL POSITION

JUNE/99 1-44 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-30 AUTOMATIC BAIL OFF - LEAD UNIT - BAIL OFF RELEASED- SERVICE OR EMERGENCY APPLICATION - NORMAL POSITION

IP-157-C 1-45 JUNE/99 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-31 AUTOMATIC BAIL OFF - ACTUATING PIPE PRESSURIZED - LEAD UNIT

JUNE/99 1-46 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-32 AUTOMATIC BAIL OFF - ACTUATING PIPE VENTED - LEAD UNIT

IP-157-C 1-47 JUNE/99 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

K. TRAIL POSITION - AUTOMATIC BRAKE

Refer to Figure 1-33

As with 26L Brake Equipment, the CCB System responds to changes in Brake Pipe pressure. Brakes release on pressure increase and apply on pressure decrease. But with CCB equipment, the Brake Pipe Transducer (BPT) reads the Brake Pipe pressure and directs the system to apply or release brake cylinder pressure.

L. TRAIL POSITION - ANY EMERGENCY APPLICATION AND RELEASE

As with Automatic Service Brake operation in TRAIL mode, the Brake Pipe Transducer reads the Brake Pipe pressure rate of drop and determines that an Emergency Application has been made on this Unit.

Brake cylinder pressure develops the same as a LEAD Unit. Release is the same as LEAD Unit.

M. TRAIL OPERATION - BAIL-OFF

Refer to Figure 1-34 thru 1-36

As a Trailing Unit MV-13E Magnet Valve would be deenergized by the computer. This allows pressure to increase to the 13-CO pneumatic valve, which is normally closed. When pressure reaches 25 psi, PS-13 pressure closes signaling the computer to bail-off the brakes on this unit via the #16 pipe circuit.

JUNE/99 1-48 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-33 ER RESERVOIR CONTROL CIRCUIT - HANDLE OFF POSITION - TRAIL

IP-157-C 1-49 JUNE/99 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-34 AUTOMATIC BAIL OFF - TRAIL UNIT - BAIL OFF RELEASED - SERVICE APPLICATION

JUNE/99 1-50 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-35 AUTOMATIC BAIL OFF - TRAIL UNIT

IP-157-C 1-51 JUNE/99 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-36 AUTOMATIC BAIL OFF - BACK UP TRAIL OPERATION - BC CONTROL

JUNE/99 1-52 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

N. INDEPENDENT APPLICATION AND RELEASE

Refer to Figures 1-37 thru 1-43

As its name implies, Independent Braking applies and releases locomotive brakes independent of the Automatic Brake. The CCB system uses three high capacity magnet valves to accomplish this. These magnet valves are located on the #20 Block and control pressure to and from the Independent Application and Release Pipe (#20 pipe) only.

Similar to the operation of the Automatic Brake the Independent Brake Handle on the CCB Brake Valve outputs a frequency to the computer proportional to handle position. The Independent Brake is a closed Loop system similar to the Automatic Brake. Moving the handle between Release position to Maximum brake produces a variable pressure output from 0 to 45 psi in the Independent Application and Release Pipe (#20 pipe). The system is pressure maintaining at all pressure levels.

In Release position the Exhaust Magnet Valve is energized all the time keeping the #20 pipe vented. The Supply and Maintaining Magnet Valves remain deenergized blocking Main Reservoir to #20 pipe. The #20 Block also includes a Limiting Valve set 10 psi above the 20 pipe operating pressure to prevent excessive brake cylinder pressure should a failure occur.

When the Independent Brake Valve Controller handle is moved into Service position a change of frequency is read by the computer. Pressure level is calculated and the computer commands the Supply Magnet Valve to energize and the Exhaust M.V. to deenergize via the BEA and DB1 PCB's connecting main reservoir supply to the #20 pipe. As the pressure approaches the Demand pressure the Maintaining Magnet Valve energizes connecting a calibrated orifice in series with the Supply Magnet Valve decrease flow rate to the #20 pipe. This prevents undesired cycling of the magnet valves. When #20 pipe pressure equals demand pressure the #20 pipe transducer (20T) feeds back a signal for the computer to deenergize the Supply Magnet Valve and Maintaining Magnet Valve. Should leakage occur in the #20 pipe increasing or decreasing pressure the transducer outputs a voltage the computer to energize or deenergize the appropriate Magnet Valve for pressure level compensation.

The system allows for graduating on or off the levels of #20 pipe pressure by moving the Brake Valve Controller handle in the appropriate direction. The system responds by controlling the appropriate #20 Block magnet valves.

Simultaneous with the 20 pipe control, the computer reads the level of 20 pipe pressure via the 20T Transducer and commands the AW4-16 Analog Converter to output a #16 pipe pressure equivalent to 160% of the #20 pipe pressure to the J-1 Relay. The J-1 relay in turn applies this pressure to the brake cylinders.

Upon movement of the Independent handle toward Release position, as #20 pipe is reduced the 20T Transducer signals the computer to command a release signal to the AW4-16 to reduce pressure in the #16 control volume proportionate to the #20 pipe. In summary the CCB system uses two circuits to control brake cylinder pressure i.e.: the #20 pipe control circuit and the 16 pipe control circuit. The #20 pipe circuit controls Independent Application and Release trainline pipe for control of trailing unit locomotive brakes as well as a signal to control the #16 pipe circuit on the LEAD locomotive

IP-157-C 1-53 JUNE/99 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-37 INDEPENDENT RELEASE - 20 PIPE - LEAD UNIT

JUNE/99 1-54 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-38 INDEPENDENT APPLICATION - 20 PIPE - LEAD UNIT - MAX. BRAKE

IP-157-C 1-55 JUNE/99 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-39 INDEPENDENT APPLICATION - 20 PIPE - LEAD UNIT - SERVICE ZONE/MAINTAINING WITH 20 PIPE LEAKAGE

JUNE/99 1-56 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-40 #16 PIPE CONTROL CIRCUIT APPLICATION POSITION/IND

IP-157-C 1-57 JUNE/99 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-41 #16 PIPE CONTROL CIRCUIT - RELEASE POSITION/IND

JUNE/99 1-58 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-42 INDEPENDENT APPLICATION - #20 (IND.) PIPE AND BC CONTROL

IP-157-C 1-59 JUNE/99 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-43 INDEPENDENT RELEASE - BRAKE CYLINDER CONTROL

JUNE/99 1-60 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

O. TRAILING INDEPENDENT BRAKING Refer to Figure 1-45

On a CCB Trailing Locomotive Independent Application and Release Pipe pressure enters the PCU though the #20 port and pressurizes the #20 core where it is blanked at the normally closed MV-20S and MV20E supply and exhaust magnet valves. The 20T Transducer reads the pressure and inputs the analog signal to the computer via the ADZ PCB's. The computer commands the AW4-16 Analog Converter to apply and release the brakes identical to the LEAD Unit.

P. LOSS OF POWER OR DEFAULT MODE

Features are incorporated in the CCB system to enhance safety and minimize special procedures due to fault conditions or power loss.

Q. SERVICE PENALTY DEFAULT Refer to Figure 1-44 and 46

Default or penalty Magnet Valve MV-ER will be deenergized by the computer command when loss of power occurs. Equalizing Reservoir reduces to zero psi at a service rate of reduction. Brake pipe reduces to approximately 10 psi at a service rate.

With no power applied to the computer the AW4-16 Analog Converter is inoperative and unable to generate #16 pipe control pressure.

Magnet valve (MV-16T) will deenergize connecting auxiliary BC Pressure (from the DIT Valve) to the J-1 Relay Valve via the PVE Valve. As brake pipe reduces the pressure increases in the Auxiliary BC pipe commanding the J-1 Relay Valve to develop more BC pressure. When Brake Pipe pressure reduces below 18 psi the PVE changes state and the pressure of the ELV valve (set to emergency pressure) overrides the pressure from the DIT Valve. This pressure differential will force the double check to move and block off the DIT valve pressure and allow the ELV pressure to command the J-1 relay for emergency brake cylinder pressure. Under this condition dynamic brake is inhibited.

As with any Service brake application the DIT Backup Valve operates to develop #16 pipe pressure. In this case however, the pressure developed by the ELV Valve is higher and supersedes the backup valve.

A unique Brake Pipe Cut off circuit design provides for suspension of Brake Pipe charging automatically through the Brake Pipe piloted BP-CO Pneumatic Cut-Off Valve described earlier. No manual cut-out required.

The Independent Application and Release Pipe is captured by normally closed magnet valves on the #20 Block.

The Actuating Pipe is automatically exhausted, then captured by a specially designed circuit similar to the Brake Pipe Cut-Off circuit. With power off MV-13E Exhaust Magnet Valve is deenergized connecting the #13 pipe to the 13CO Cut-off valve. If air exits in the Actuating (#13 pipe) pipe when power is lost, pressure is allowed to vent down to the 13- CO setting of 7-8 psi. When 13-CO closes, the remaining pilot pressure on the 13-CO Valve vents through Magnet Valve MV-13S. The pressure remaining in the Actuating pipe is too low to cause Bail-Off on other locomotives in the Consist.

In summary, this unit is automatically conditioned for TRAIL service with unexpected loss of power. The Air Brake circuit breaker should be opened if the Unit continues in TRAIL service. There is no other manual operation to be performed.

IP-157-C 1-61 JUNE/99 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-44 SERVICE DEFAULT

JUNE/99 1-62 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-45 TRAIL POSITION - AUTOMATIC BRAKE - INDEPENDENT BRAKE

IP-157-C 1-63 JUNE/99 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-46 SERVICE PENALTY DEFAULT - BRAKE PIPE AND BRAKE CYLINDER

JUNE/99 1-64 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

R. INDEPENDENT - BACK UP TRAIL OPERATION

Refer to Figure 1-48

When an Independent Application is made by the LEAD unit, the Independent Application and Release Pipe (#20 pipe) is pressurized. Air flows to the DIT Valve on the inoperative Trailing Unit through the double check Valve to the MV16T default magnet valve.

With no power to this magnet valve Independent brake pressure flows to the J-1 Relay via double check valve in the PVE. Main Reservoir is allowed to flow thru the BC Relay (J-1) and buildup brake cylinder pressure to the desired pressure determined by the pilot pressure. Independent brakes are released through the same path back through Independent brake valve or CCB system of the LEAD unit.

S. AUTOMATIC SERVICE APPLICATION BAIL OFF - BACK UP TRAIL OPERATION

Refer to Figure 1-35

With the Automatic Brake applied via the DIT valve on the inoperative TRAIL UNIT, the brakes can be bailed off on this unit in the same manner as conventional 26L brake equipment.

The Actuating Pipe #13 Pressure (M.R.) from the LEAD unit enters the DIT valve through port 13 and moves the Actuating Valve to Release position. Auxiliary Reservoir is quickly reduced. Brake Pipe pressure opposing Auxiliary Reservoir across the DB-10 control valve Service piston moves the valve to Release position connecting the #16 control volume at the J-1 Relay to Exhaust through port 10 of the DB-10. Brake Cylinder pressure exhausts to atmosphere through the J-1 Relay to zero.

When the Independent handle on the lead loco is released from the bail off position the Trainline Actuating Pipe is vented. The Actuating Pipe is vented at the LEAD unit. The Actuating Portion of the DIT Valve resets, blanking Exhaust port 10 to the Auxiliary Reservoir. Brake pipe pressure will slowly recharge the Auxiliary Reservoir to the level of brake pipe.

A further reduction of brake pipe from a Service application will reapply the brakes on this locomotive. Brakes may again be bailed off.

T. EMERGENCY APPLICATION BAIL-OFF BACK UP TRAIL OPERATION (Refer to Figure 1-47)

In emergency the PVE valve has moved due to brake pipe pressure below nominally 18 psi. In this position the emergency regulating valve is connected directly to the J-1 Relay and cannot be bailed-off as described above. In order to bail off an emergency application, the PVE must be shuttled back to its normal service position. This is accomplished by supplying actuating pipe #13 pressure through a double check valve to the PVE valve. The PVE resets allowing #16 pipe pressure to vent as described under service bail-off. When the independent handle on the lead loco is released from the bail off position the brakes will reapply to the normal emergency pressure.

IP-157-C 1-65 JUNE/99 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

BACK UP BRAKE SYSTEM (DIT/DEAD-IN-TOW VALVE)

The DIT Valve is always cut-in to the brake system, although not controlling brake cylinder. Each time brake pipe reduces as just described, the DIT valve responds by moving to its Service Position. Auxiliary Reservoir is connected to the #16 control reservoir via calibrated orifice 53D at a service rate of flow.

The reservoirs are sized to produce about a 2 1/2 to 1 control volume pressure to brake pipe reduction. If the CCB system is operative MV-16T magnet valve will be energized closing the path between the back-up valve (DIT) and J-1 relay.

During Service braking MV-53 magnet valve remains de-energized to supply brake pipe pressure to the BP-CO pneumatic brake pipe cut-off valve. Thus, the high capacity cut- off valve connects the Brake Pipe Relay exhaust to brake pipe trainline permitting application of train brakes.

JUNE/99 1-66 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-47 EMERGENCY APPLICATION - BAIL-OFF - BACK UP - TRAIL OPERATION

IP-157-C 1-67 JUNE/99 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-48 INDEPENDENT APPLICATION - BACK UP - TRAIL OPERATION - DIT VALVE AND BC PIPE

JUNE/99 1-68 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

NOTE: The following tables and diagrams (Figures 1-49 thru Figures 1-56) are various Inputs and Outputs that interface from the CCB Computer to the Locomotive Computer and Locomotive Trainlines and back to the CCB Computer.

LOCOMOTIVE INPUT/OUTPUT INTERFACE

INPUTS

NAME ABBR INPUT BOARDS FUNCTION

ALERTER AL SC1/SS5 Loss of 74VDC causes Penalty Brake

ALERTER CUT OUT ALCO SC1/SS5 Signal High to cut out alerter

BATTERY NEGATIVE BAN SC1/SC2 74 R Reference for SC-1 and SC-2

BATTERY POSITIVE BAP SC1/SS5 + 74 VDC reference for BCCO and FVPS pressure switches

TRAINLINE SIGNAL BG SC2/SS5 Type Two Inhibit Locomotive Air Brake

REVERSER SIGNAL Cam SCI/BEA Reverser Position Indicator W-WA

COMMUNICATIONS COMM RS422 interface to IFC

FIREMAN'S VALVE FVPS SC2/SS5 Immediate PC PRESSURE SWITCH

EMERGENCY MVEM SC2/SS5 Signal high for emergency indication MAGNET VALVE

OVERSPEED OSCO SC1/SS5 Signal high to cut out overspeed CUT OUT

IP-157-C 1-69 JUNE/99 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

LOCOMOTIVE INPUT/OUTPUT INTERFACE

OUTPUTS

NAME ABBR BOARD RELAY FUNCTION

EMERGENCY SAND ES SS5/DB2/ K1 Timed Emergency Sanding-60 SEC-LEAD or TRAIL

IND. BRK. APPLY IBS SS5/DB2/K2 Dynamic Brake Inhibit

SPARE K3

SPARE K4

CUT-OUT RELAY COR BEA/DB2/K5 Knocks down locomotive power in emergency 20 Sec. time delay in BIT

SPOTTER SPOT EPA2/DB2/K6 Cuts in Spotter when M.R. is 60 psi and above

SPARE K7

AIR BRAKE ALARM VA EPA-2/DB2/K12 Drives AB Fault and Trainline Alarm when Computer fails

BAIL OFF BACK-UP BOBU K7 Normally energized for computer bail off De-energized for bail off back-up

JUNE/99 1-70 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-49 AIR BRAKE ALARM OUTPUT

IP-157-C 1-71 JUNE/99 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-50 REVERSER - TRAIL MODE INHIBIT

JUNE/99 1-72 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-51 ALERTER INPUT

IP-157-C 1-73 JUNE/99 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-52 CONDUCTOR EMERGENCY

JUNE/99 1-74 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-53 EMERGENCY SAND OUTPUT

IP-157-C 1-75 JUNE/99 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-54 PC RESET OUTPUT

JUNE/99 1-76 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-55 INDEPENDENT BRAKE APPLY OUTPUT

IP-157-C 1-77 JUNE/99 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-56 SPOTTER CONTROL OUTPUT

JUNE/99 1-78 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-57 POWER DISTRIBUTION

IP-157-C 1-79 JUNE/99 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

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JUNE/99 1-80 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

CHAPTER 2

COMPONENT DESCRIPTIONS

2.1 COMPONENT DESCRIPTION

The following provides information regarding the construction, function and/or other important features of the major components that make up the CCB/BNSF Brake System.

COMPONENT P/D DES. P/N C.W. NO.

J-1 RELAY VALVE ...... BC Relay 735690 C.W. 135 PRESSURE TRANSDUCER...... MRT, BPT, 774007 C.W. 217 FLT, BCT TEST COUPLING...... TPMR, TP 16 772815 C.W. 218 TP 13, TPBC TPBP, TPER TP 20 ANALOG CONVERTER ...... AW4-ER, AW4-16 774009 C.W. 219 MAGNET VALVE WMV1-ZEST ...... MVER, MV13S, 770950 C.W. 220 MV13E, MV16T RELAY VALVE KR-5EO ...... BP Relay 770954 C.W. 221 MAGNET VALVE WMV02-ZT ...... MV53 770952 C.W. 222 CUT-OFF VALVE WKV3000-TS...... BPCO 770955 C.W. 223 AIR FILTER LF-19T...... BP FILTER 770956 C.W. 224 20 FILTER 13 FILTER OVERFLOW VALVE ...... 13CO 773796 C.W. 225 REDUCING VALVE ASSEMBLY DMV-15 ...... ELV 770958 C.W. 226 PISTON VALVE (V309-4A-T)...... ACT. VLV. 770959 C.W. 227 DOUBLE CHECK VALVE DRV-7-T ...... DCV 770960 C.W. 228 EMERGENCY VALVE ASSEMBLY NB11-T ...... PVEM 770961 C.W. 229 MAGNET VALVE WMV01-ZEST ...... MVEM 770951 C.W. 230 RESERVOIR...... 16 RES. 767134 C.W. 231 DB-10 SERVICE PORTION ...... DB10 TV 769140 C.W. 232 20 PIPE PORTION ASSEMBLY...... 20CP 770558 C.W. 233 BRAKE VALVE CONTROLLER ...... 774418 C.W. 236 DIT VALVE ...... DIT 772506 C.W. 239 EMERGENCY VALVE AND DOUBLE CHECK VALVE ...... PVE 773306 C.W. 243 RESERVOIR...... Aux. Res. 435 cu. in 705161 C.W. 248 RESERVOIR...... #16 Pipe 90 cu.in. 767134 C.W. 249 PRESSURE SWITCH ...... PS-BP. PS-13 772732 C.W. 250 COMPUTER RELAY UNIT...... CRU 774424 C.W. 257 PNEUMATIC CONTROL UNIT ...... PCU 774422 C.W. 259

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OCT/96 2-2 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

CHAPTER 3

PREPARATION FOR MAINTENANCE

3.1 General Information

This chapter covers the safety and assembly precautions that must be taken at all times when performing the work procedures described in Chapter 4 of this Manual.

3.2 Safety Precautions

To prevent physical injury or death, all personnel directly or indirectly involved with the maintenance, repair, overhaul and /or inspection of the equipment described in this Manual must conform to the following:

3.2.1 Observe all BNSF rules and regulations. Whenever there is a conflict between the instructions given below and in this manual, BNSF rules and regulations will govern.

3.2.2 When performing any test work on devices or equipment while they are on the vehicle (on locomotive 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 hand brake is applied and that the wheels are chocked to prevent vehicle from moving.

3.2.3 Dangerous voltages are present throughout the locomotive. Always exercise extreme care when working in close proximity to electrically-energized apparatus or when making current measurements. To prevent receiving electrical shock when performing electrical tests, hands must be clear of electrical components, contacts and housing, and there must be no bodily contact with the work area. Failure to heed this warning could result in severe injury or death.

Shut off locomotive 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:

(a) Attach an approved WARNING tag to the open breaker.

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

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

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

3-1 OCT/96 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

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

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

3.2.8 When performing maintenance procedures on system components, assemblies may be under a spring load. Exercise caution during disassembly so that no parts "Fly Out" and cause bodily injury.

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

3.2.10 Follow all WARNING, CAUTIONS, and NOTES found throughout this Manual. If you must use a work procedure or tool which is not recommended, you must first satisfy yourself that neither your safety, your fellow workers safety, nor that of the equipment will be jeopardized by the method selected.

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

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

OCT/96 3-2 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

3.3 Component Assembly Precautions

To prevent accidental damage to or the malfunction of the system components or entire brake system, the following must be adhered to:

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

3.3.2 Although the component parts of identical valves are interchangeable, it is generally preferable to refit serviceable used parts in the valve from which they have been dismantled. When possible, the component parts of each valve should be grouped together after dismantling, cleaning, etc.

3.3.3 The solvent used for cleaning the metal parts MUST be an aliphatic organic solution, such as mineral spirits or naphtha, that will dissolve oil or grease and that will permit all parts to be cleaned without abrasion.

3.3.4 Many of the component parts have a fine surface finish and must be handled carefully to avoid accidental damage. A clean well lit work bench is essential. A lino topped wooden work bench provides an ideal working surface. If a metal topped work bench is used, some form of protection must be provided in order to avoid brushing any metal parts which might accidentally strike the bench top.

3.3.5 The work area should be clean. The locomotive equipment must be clean and located in the assigned maintenance area.

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

3.3.7 Before a valve or system component is installed on a vehicle, the valve or component must have successfully passed an approved code of tests for that valve component when such is required.

3.3.8 Appropriate tool selection is required when performing maintenance operations to avoid unwarranted equipment damage.

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

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OCT/96 3-4 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

CHAPTER 4

SCHEDULED INSPECTION

4.1 General Information

This chapter provides recommendations regarding scheduled maintenance to be performed on the CCB Brake System.

4.2 Inspections

The CCB brake system must be inspected at the intervals prescribed in this section.

The preventative maintenance schedule as established by BNSF consists of an inspection performed at 92 day intervals.

WARNING: BEFORE ATTEMPTING TO SERVICE, INSPECT, TROUBLE-SHOOT, REMOVE OR REPAIR ANY COMPONENTS OF THE BRAKE SYSTEM, THE SAFETY PRECAUTIONS OUTLINED IN CHAPTER 3 MUST BE ADHERED TO.

4.3 92 Day Inspection

Identification and location of components is shown on figures 4-1 and 4-2.

4.3.1 Air Pressure Test

Reference chapter 5 Section 5.2.1.

IP-157-C 4-1 OCT/96 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 4-1 PNEUMATIC CONTROL UNIT

OCT/96 4-2 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 4-2 COMPUTER RELAY UNIT

IP-157-C 4-3 OCT/96 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

4.4 EQUIPMENT REPLACEMENT, REPAIR AND OVERHAUL

4.4.1 Equipment Replacement

In the event that a component of the BNSF Brake System requires removal and/or replacement, the procedures given in Chapter 6, Equipment Replacement should be followed.

The suggested guidelines for component overhaul of the BNSF Brake System are listed in the schedule below.

4.4.1.1 Annual

Clean Air Filter or replace if damaged

4.4.1.2 5 Years (Per FRA waiver H-95-3)

Brake Controller - Overhaul Pneumatic Control Unit - Overhaul DIT Valve - Overhaul

4.4.1.3 Unscheduled

If a failure occurs or when the CCB diagnostics indicates a valve rebuild cycle. The two digit display on the DI board will indicate PF when a rebuild cycle is necessary. To identify a failure, the top button on the DI board must be depressed to show the fault 3 digit code. The DI panel should be checked every 92 days.

OCT/96 4-4 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

CHAPTER 5

ON-LOCOMOTIVE EQUIPMENT CHECKOUT AND ANALYSIS

5.1 General Information

This chapter provides recommendations regarding equipment checkout and analysis to be performed on the CCB/GE/BNSF Brake System. Whenever there is a suspected brake problem or degraded brake performance, it is necessary for that locomotive to have an equipment checkout and analysis performed to locate and correct the problem. The following instructions should also be used when normal equipment inspections are performed.

5.2 Functional Testing

The purpose of Chapter 5, Section 5.2, is to functionally check out the Brake equipment.

5.2.1 On-Locomotive Single Car Test Procedure (Ref. CCB Electric Brake Test Procedures SMR X- 1000-12 REV.A)

A. Tooling

1. Test Air Gages, 0-160 psi, with 1/4" mi. ID hose and Female Parker Hannifin #H2- 60 Test Fittings

2. 60 CFM Certified Orifice

3. Time Piece with Minute and Second Indications

4. Lap Top Computer with Serial Cable

5. NYAB CCB Program Disk

IP-157-C 5-1 OCT/96 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 5-1 GAGE PANEL

OCT/96 5-2 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

5.2.1.1 Preliminary Set-Up

A. Locomotive is to be running to Supply DC power and adequate air pressure to CCB system. Insure unit is properly chocked, and air conditioning is off to eliminate exhaust air flow from air conditioner through brake compartment.

B. Check position of Cut-Out Cocks as follows:

1. All Main Reservoir Drain Cocks - CLOSED

2. Dead Engine Cut-Out Cock - CLOSED

3. All Cocks at both ends of Brake Pipe, M.R. Equalizing Pipe, Independent Application and Release Pipe, and Actuating Pipe - CLOSED

4. Brake Cylinder Cut-out Cocks OPEN

5. Main Reservoir cut-out Cock OPEN

C. Assure both vent valves are NOT plugged.

D. Assure Throttle is in "IDLE" and Reverser is removed.

E. Place EC switch to "RUN".

F. Check Control and Engine Run switches are CLOSED.

G. Check Locomotive computer Circuit Breaker is closed and IFC System is operating.

H. Place Automatic handle to "HO" position.

I. Place Independent handle to "REL" position.

J. Check AIR BRAKE Circuit Breaker is ON. If not, close and, wait 30 seconds for complete power-up. Move Automatic Brake handle to SUPPRESSION for 10 seconds to reset penalty brake after power-up.

K. Set Brake system to "LEAD" and "CUT-IN"

L. Place automatic handle to "REL" position and allow system to fully charge for two (2) minutes. ER and BP gage displays should be approximately 90 psi and BC gage display should reduce to 0 poi. BC gage-display MUST reduce to zero for CCB to take control of brake cylinder pressure.

NOTE: Before continuing with air brake testing, air gage displays must be qualified for proper calibration as described in following procedure.

5.2.1.2 AIR GAGE DISPLAY QUALIFICATION

A. Connect calibration test gages with hose and female Parkin Hannifin test fittings to appropriate PCU test point for brake cylinder, brake pipe, main reservoir, and equalizing reservoir. (This procedure may be performed one pressure at a time with one gage if four gages are not available).

B. With Automatic Brake in RELEASE position, check IDU gage display for each pressure. Display readings must be no more than ±12 psi of test gage indication.

IP-157-C 5-3 OCT/96 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

C. Move Automatic Brake handle to FULL SERVICE and check each IDU display against test gage. Pressure readings must be no more than ±2 psi of test gage.

D. Return Automatic Brake to RELEASE and Check ER gage display for feed valve setting of 89 -91 psi and BP gage display is ±1 psi of ER display

E. Gages rather than IFD should be used for all response/time tests.

5.2.1.3 MAIN RESERVOIR

A. Main Reservoir Pressure Settings

1. Insure main reservoir pressure cycles between 130 and 140 psi.

B. Main Reservoir J-1 Safety Valve Test

1. De-energize air compressor governor to allow compressor to pump uncontrolled to 150 psi.

2. While observing main reservoir gage display, listen for J-1 Safety Valve to exhaust at 150 to 155 psi. If valve does not pop between those pressures, replace valve.

3. Return control to compressor governor and allow main reservoir pressure to stabilize, 130 to 140 psi.

C. Main Reservoir Leakage Tests

1. Shut down engine to remove source of air supply to main reservoir and close automatic drain valves.

2. With qualified teat gage connected to main reservoir equalizing hose, open main reservoir MU cutout cock to read main reservoir pressure on test gage.

3. Vent No- 1 main reservoir until pressure is 84 psi.

4. Observe test gage for leakage not to exceed 3 psi per minute for 3 minutes.

5. Observe main reservoir pressure gage display in cab does not decrease more than 3 psi per minute leakage. (This verifies integrity of the No. 2 main reservoir check valve.)

6. Open automatic blow down drain on No 2 main reservoir and allow pressure to reduce to 84 psi an observed on main reservoir pressure gage display in cab.

7. Observe main reservoir gage display for leakage not to exceed 3 psi per minute for 3 minutes.

8. If any leakage measurement exceeds specifications, find and correct source of leaks, then repeat test.

9. Reset automatic drain valves to automatic position.

10. Close main reservoir MU cock and remove test adapter from MR hose. Insure all pressure is released from hose before removing test gauge.

OCT/96 5-4 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

5.2.1.4 LEAKAGE

A. Brake Cylinder

1. Place test gage in side outlet of truck cut-out cock in brake cylinder line.

2. Move Automatic Brake handle to "FS" Position and note BC gauge display increases to 58 - 64 psi.

3. Close truck cut-out cock to trap air in brake cylinder.

4. Place Automatic Brake handle in "REL" position to remove supply pressure from brake cylinder.

5. Observe gage to note brake cylinder leakage. No more than 5 psi drop per minute is allowed.

6. Open truck cut-out cock and remove test gage.

7. Repeat test at other truck.

B. Brake Pipe- And Equalizing Reservoir Leakage

1. 'With brake system fully charged, move Automatic handle gradually into the service Position until ER gage display has reduced to 75 psi, then stop

2. Note BP gage display reduces to within ±1 psi of ER gage.

3. Set Automatic Brake to "CUT-OUT" using IFD Screen.

4. Place Automatic handle to "FS" position and note ER gage pressure of 64-67 psi.

5. Observe BP and ER gage displays for one (1) minute and note:

a. BP pressure drop must not exceed I poi.

b. BP Pressure must not increase.

c. ER pressure should remain-64-67 psi.

6. Place Automatic handle to the "REL" position and note ER gage pressure of 89-91 psi.

7. Observe BP gage display for one (1) minute and note BP pressure must not increase.

8. Set Automatic Brake IFD Screen to "CUT-IN".

IP-157-C 5-5 OCT/96 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

5.2.1.5 AUTOMATIC BRAKE OPERATION

A. Allow brake system to recharge for one (1) minute and Note:

1. ER gage display is 89 - 91 psi.

2. BP gage display is ±1 psi of ER.

3. BC gage display is 0 psi.

4. PC indicator is NOT displayed.

B. Place Automatic Brake handle to "MIN" position and note:

1. BP reduces 6 - 8 psi.

2. BC applies to 10 - 14 psi.

C. Move Automatic handle in steps toward "FS"" position, pausing at each step and note:

1. Each step results in reduction of ER and BP gage displays.

2. BP is ±1 psi of ER gage.

3. With each decreasing step of ER and BP, a corresponding increase of BC pressure occurs.

D. With Automatic Brake handle in "FS" position, note:

1. ER gage display indicates to 64 - 67 psi.

2. BP gage display is ±1 psi of ER.

3. BC gage display is 58 - 64 psi.

E. Slowly move Automatic handle to "REL" position and note:

1. ER and BP gage display does not increase until handle has reached "REL" position.

2. BC gage pressure does not reduce until handle has reached "REL'" position.

F. Allow one (1) minute for the system to fully recharge.

G. Place Automatic handle directly to "FS" position and note:

1. ER gage display reduces to 64 - 67 psi in 3.5 to 7 sec.

2. BC gage display increases from 0 to 50 psi in 5 to 7.5 seconds and continues to 58 - 64 psi.

H. Place Automatic handle in "Supp" position and note:

1. ER gage display remains 64 - 67 psi.

2. BP gage display remains ±1 psi of SR.

3. BC gage display remains 58 - 64 psi.

OCT/96 5-6 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

I. Place Automatic handle to "HO" position and note:

1. ER gage display reduces to 0 psi.

2. BP gage reduces to 7 to 13 psi.

3. BC gage increases to 75 - 79 psi at approximately 20 psi BP.

4. PC Indicator is NOT displayed.

J. Place Automatic handle to "REL" position AND allow one (1) minute for system to fully recharge.

K. Place Automatic handle to "EMER" position and note:

1. BP rapidly reduces to 0 psi.

2. PC indicator la displayed.

3. ER reduces to 0 psi.

4. BC gage display increases from 0 to 50 psi in 4.5 to 7.5 seconds and continues to 75 - 79 psi.

5. Trainline sand is ON for 60 ± 5 seconds.

6. Wait 60 seconds for emergency reset.

L. Place Automatic handle to "REL" position, allow one (1) minute for system to fully recharge and note.

1. ER gage display is 89 - 91 psi.

2. BP gage display is ±1 psi of ER.

3. BC gage display is 0 psi.

4. PC indicator is NOT displayed.

M. Operate Auxiliary emergency brake valve and note:

1. BP rapidly reduces to 0 psi.

2. PC indicator IS displayed.

3. BC increases to 72 - 79 psi.

4. Trainline sand is ON for 60 ±5 seconds.

N. Close auxiliary emergency brake valve and move automatic handle to 'EMER' position, then to "REL" position.

IP-157-C 5-7 OCT/96 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

0. With generator field switch OFF to prevent unit from loading

1. Advance throttle to # 3 position.

2. Open a brake pipe angle cock to simulate break-in-two.

3. Note a 2 second delay before PC activates.

4. Close angle cock and return throttle handle to idle.

P. Place Automatic handle into "EMER" position, then to "REL" position, allow two (2) minutes for the system to fully recharge and note:

1. ER gage display is 89 - 91 psi.

2. BP gage display is 11 psi of ER.

3. BC gage display is 0 psi.

4. PC indicator is NOT displayed.

5.2.1.6 INDEPENDENT BRAKE OPERATION

A. Move Independent handle in steps toward "FULL" position, pausing at each step and note BC gage display increases in steps.

B. Move Independent handle into "FULL" position and note BC gage display in 71 - 73 psi.

C. Move independent handle in steps toward "REL" position, pausing at each step to note BC gage display decreases in steps.

D. Move Independent handle to "REL" position and note BC gage display in 0 psi.

E. Place Independent handle directly to "FULL", position and note BC gage display increases to 60 psi in 2 - 5 seconds and continues to increase to 71 - 73 psi.

F. Place independent handle directly to "REL" position and note BC gage display reduces to 10 psi in 2 - 5 seconds and continues to 0 psi.

G. Check Quick Release of automatic brake in following manner:

1. Move Automatic handle to Minimum Service position.

2. Press push button on independent handle, noting BC gage display rapidly reduces to 0 psi, and release button.

3. Move Automatic handle to "FS" position and note BC gage display increases.

4. Move independent handle to "FULL" Position.

5. Press push button on independent handle for four (4) seconds, release, and note BC pressure does not decrease from full application.

6. Move Independent handle to "REL" position and note BC gage display reduces to 0 psi.

7. Move Automatic handle to "REL" position.

OCT/96 5-8 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

5.2.1.8 SAFETY FUNCTIONS

A. Alerter Penalty Brake

1. Place Independent and Automatic handles to "REL".

2. Allow approximately two (2) minutes for alertness device to sound and expire, noting:

a. ER gage display starts to decrease after 5-7 seconds and reduces to 0 psi.

b. PC Indicator is immediately displayed.

c. BP gage display reduces to approximately 10 psi.

d. BC gage increases to approximately 60 psi, then increases to approximately 80 psi as BP reduces to less than 20 psi.

3. Move Automatic handle to "SUPP" position and note PC Indicator is NOT lit after approximately 10 seconds.

4. Move Automatic handle to "REL" position, noting ER and BP recharge and BC reduces to 0 psi.

5. Move Independent handle to "FULL" position. Allow approximately two (2) minutes and note Alertness device does not sound.

B. "IFC" Communication Loss

1. Place EC Switch in "START" position.

2. Move Independent and Automatic handle to "REL".

3. Open Locomotive Computer System breaker to shut down "IFC" System and note:

a) Exhaust of BP occurs approximately 15 seconds after loss of IFC.

b) Brake cylinders apply.

4. Wait one minute, close Locomotive Computer System breaker and note:

a) ER gage display is 0 psi. b) BP gage display is 7 to 13 psi. c) BC gage display is 72 to 79 psi.

5. Move Independent handle to "FULL" position.

6. Have Automatic handle to "SUPP" position for 10 sec. and note PC Indicator is NOT displayed.

7. Move Automatic handle to "REL" and note.

a) ER gage display increases to approximately 90 psi. b) BP gage display increases to ± 1 psi of ER. c) BC gage reduces to 71 - 73 psi.

IP-157-C 5-9 OCT/96 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

C. Power Loss Penalty

1. Place Independent Brake handle in "REL".

2. Open Air Brake Computer circuit breaker and note:

a. Exhausting of BP begins immediately at a service rate.

b. Brake cylinders apply.

3. Press push button on Independent handle and hold, noting brake cylinders release.

4. Release button on Independent handle, noting brake cylinders re-apply.

5. Move Automatic handle to "SUPP" position.

6. Close Air Brake Computer circuit breaker and note:

a. ER gage display is 0 psi.

b. BP gage display is 7 to 13 psi.

c. BC gage display is 72 to 79 psi.

d. PC indicator is NOT displayed after 40 sec.

7. Move Independent handle to "FULL" position.

8. Move Automatic handle to "REL" and note:

a) ER gage display increases to approx. 90 psi. b) BP gage display increases to ±1 psi of ER. c) BC gage reduces to 44 - 47 psi.

9. Move Independent handle to "REL" Position and allow BC gage to reduce to 0 psi, then move to "FULL" and note BC gage display increases to 71 - 73 psi.

5.2.1.9 DEAD-IN-TOW FEATURE

A. Disconnect MV16T magnet Valve Plug, move Independent to "REL" position and allow BC gage to reduce to 0 psi.

B. Automatic Brake operation

1. Move Automatic handle to "MIN" reduction position and note BC applies.

2. Move Automatic handle to "FS" position and note BC gage display increases to 48 - 51 psi.

3. Move Automatic handle to "HO" position, reduce ER and BP to approximately 50 psi, move handle to "SUPP" and note BC gage display is 54 - 57 psi."

4. Move Automatic handle to "REL" position and allow one (1) minute for system to charge.

OCT/96 5-10 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

C. Independent Brake Operation

1. Move Independent handle in steps toward "FULL" position, pausing at each step to note BC gage display increases in steps.

2. Move Independent handle into "FULL" position and note BC gage display is 44-46 psi.

3. Move Independent handle in steps toward "REL" position, pausing at each step to note BC gage display decreases in steps.

4. Move Independent handle to "REL" position and note BC gage display is 0 psi.

D. Quick Release of Automatic Brake

1. Move Automatic Brake handle gradually into service position until ER gage display has reduced to 70 psi and note BC gage display of approximately 28 psi.

2. Press button on Automatic handle and note BC gage display reduces to 0 psi. Release push button.

3. Wait one minute and note BC display remains at 0 psi.

4. Move Automatic handle to "FS" Position and note BC gage display increases to approximately 16 psi.

5. Move automatic handle to "REL" position and allow system to charge for one (1) minute.

E. Emergency

Move Automatic handle directly to "EMER" position and note BC gage display increases to 75 - 79 psi.

F. Connect MV16T Magnet Valve Plug

G. After 60 seconds, place Automatic handle to "REL" position and allow system to charge for one (1) minute.

H. Place independent handle to "FULL" position.

5.2.1.10 AIR FLOW INDICATOR

A. Perform air flow-test.

1. Apply certified 60 CFM orifice to front BP hose, and verify MR test gage is plugged into MR test point on PCU. (make MR readings from test gage and not IFD).

2. Slowly open BP angle cock for air flow through orifice.

3. On IFD screen, go to AIR BRAKE SET UP.

4. Adjust FEED) VALVE setting to maintain 90 psi brake pipe pressure when Main reservoir pressure is 130 psi on test gage. (Feed Valve will be approximately 93 psi).

5. Observe BP pressure does not decrease more than 2 psi below Equalizing Reservoir pressure.

IP-157-C 5-11 OCT/96 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

6. Observe Air Flow display on IFD screen when MR test gage reads 130 psi and BP reads 90 psi for indication of 57 to 63 CFM.

7. If air flow is not within specification, calibration of air flow indicator must be performed- See Appendix A for calibration procedure.

8. If air flow is within specification!

a. Slowly close BP angle cook.

b. Remove orifice from BP hose.

c. Replace all covers and close doors to brake compartment.

d. Adjust FEED VALVE setting to normal 90 psi.

5.2.1.11 COMPLETION OF TEST

Upon completion of tests check the following before leaving locomotive:

A. Independent brake fully applied and unit secure from rolling.

B. Reverser centered and handle removed.

C. Automatic brake handle in "REL" position.

D. All test gages, fixtures, or adapters removed.

E. All faults are cleared.

P. All access panels and doors are closed.

G. Both main reservoir drains in automatic position and operating.

5.2.1.12 APPENDIX A - CCB AIR FLOW CALIBRATION PROCEDURE

1. This calibration procedure is performed with locomotive set up for normal air flow test described in Part X.A, 1-7, and test gage plugged into MR test point on PCU.

2. Remove access panel from Electronic control unit (ECU) Connect lap top computer with serial cable to DI board.

3. Insert PTU disk into computer, access drive containing program.

4. TYPE "CCBPTU" and press enter. (CCB portable test unit screen should appear).

S. Type "L" to log on and press "enter" key.

6. Program will ask for password, press "Enter" again.

7. Test screen will appear, select "Calibrate, Flow" using arrow keys and press "ENTER".

8. Flow calibration screen will now appear.

OCT/96 5-12 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

9. Monitor IFD screen for 90 psi BP. When Main Reservoir pressure reduces exactly to 130 psi according to test gage, type "F" on computer keyboard. The word "Working" will appear in lower right corner of computer screen, then after a few seconds a number will appear.

10. Type "S" to save calibration change.

11. Observe air flow display on IFC screen with 90 psi BP and when MR test gage is 130 psi.

a. If air flow is 57 - 63 CFM, exit test program (Type "C" select "File", then "Exit" with Arrow Key. and "ENTER". Type "Y" for Yes to reset CCB.) Disconnect computer.

b. If air flow is not 57-63 CFM, repeat calibration procedure.

12. Upon completing calibration procedure, return to Part X.A.8 for continuation of test procedure.

IP-157-C 5-13 OCT/96 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

5.2.2 Code Of Tests For Testing Locomotive Computer Controlled Brake Equipment Subsystem Procedure For GE/BNSF (REF. NYT-XXXX-C)

PRELIMINARY

NOTE 1: This procedure may be used to isolate and/or analyze specific subsystems and/or components of the CCB circuit. It may also be used to familiarize personnel with how the CCB system operates.

NOTE 2: Analog test gage readings should be within ± 2 psi of the Laptop Computer screen indications.

A. Test Equipment Required:

1. Laptop Computer with RS232 cable.

2. PCU Test Gage Rack w/Test Point Adapters

3. Wheel Chocks

4. Piping and Wiring Diagram - 1502

B. Set Up:

1. Connect Test Points of PCU to Test Gage Rack.

2. Insure that the locomotive compressor is operative and Main Reservoir is charged.

3. Insure that the AB circuit breaker is in the closed position.

4. Isolate the locomotive by removing Trainline MU Cable and closing all MU Train end cocks.

5. Place the Automatic and Independent handles to the "Release" position.

6. Set the handbrake.

C. USING THE LAPTOP

1. Insert CCB PTU Program Disc into the Laptop.

2. Connect Laptop Computer to Communication Port of DI board.

3. Turn ON the Laptop Computer.

4. Select 'LOG ON' and "Enter' (twice).

5. Enter "Password"

6. 'Arrow' over and select (from the main menu selection) 'TEST'.

NOTE: Do NOT turn Laptop OFF or program will have to be re-started.

OCT/96 5-14 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

7. After selecting 'TEST' from the main menu selection, subsystems/components of the CCB can be checked by pressing the appropriate key of the corresponding item you want to test.

a. The screen will display the following items that you can check:

EPA1 - Brake Pipe Control EPA2 - Brake Cylinder Control BEA1 - #20 and #13 Control Circuits SS5 - Relay Interface Unit (RIU) Driver Circuits SS1 - Controller Frequencies

b. For example, select EPA1 and the screen will display options available to you with a corresponding "key" to select for that circuit. Also, the Laptop screen will tell you what "state" a certain valve is in (whether on or off, etc.)

c. To perform tests out of the chronological order listed above, select EPA1 (Brake Pipe Control), select 'A' and turn MVER to the 'ON' position, select 'B and C' (MV53 and MVEM) and turn to the 'OFF' position, insure that 5 volts is shown under Voltage and ER and BP are approximately 74 psi before starting any series of tests.

d. Select 'esc' to return to the menu, then make selection.

D. EPA1-BRAKE PIPE CONTROL

"A" corresponds to MVER "B" corresponds to MV53 "C" corresponds to MVEM "D" corresponds to PRESSURE "E" corresponds to VOLTAGE

1. Commence test with MR charged.

2. ER Analog Converter (AW4-ER)

a. Select 'A, B and/or C' on the Laptop keyboard, note that 'ON' or 'OFF" will be displayed at 'A, B and/or C' on the Laptop screen to indicate that magnet valves state. Select 'A and C' to set MVER and MVEM to the 'OFF' condition and select 'B' and set MV53 to the 'ON' condition.

b. Select 'E' for voltage. Select '5' and 'Enter' and note that 5 volts is displayed on screen.

c. Select 'E' for voltage. Select '0' and 'Enter' and note that there is a blow at the exhaust of the AW4-ER.

d. Alternate '5' and 'Enter' and '0' and 'Enter' and assure that AW4-ER is applying and releasing pressure.

e. Finally, select 'E' for voltage, then select '5' and 'Enter' and note that approximately 5 volts is displayed on the screen (supply magnet of the AW4- ER analog converter is energized).

3. ER Magnet Valve (MVER)

a. Commence test with 'A and C' (MVER and MVEM) 'OFF', 'B' (MV53) 'ON' and 5 volts displayed on the screen. IP-157-C 5-15 OCT/96 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

b. Select 'A' (MVER) and note:

1) 'ON' is displayed under 'A and B' on the screen.

2) ER pressure charges at TP-ER Gage to 74 ± .5 psi.

c. Select 'A' again and note:

1) 'OFF' is displayed under 'A and C' on the screen and 'ON' is displayed under 'B'.

2) There is an exhaust at rear of PCU at location of MVER.

3) ER pressure reduces at TP-ER Gage to 0 psi.

d. Select 'A' (MVER) again and note:

1) 'ON' is displayed under 'A and B' on the screen.

2) ER pressure charges at TP-ER Gage to 74 ± .5 psi.

e. Select 'E' for voltage. Select '0' and 'Enter' and note

1) '0' is depicted under Voltage on the screen.

2) There is a blow at the exhaust of AW4-ER.

3) ER pressure reduces at TP-ER Gage to 0 psi.

f. Select 'E' for voltage. Select '5' and 'Enter' and note:

1) 5 volts is shown on the screen.

2) ER pressure charges at TP-ER Gage to 74 psi ± .5.

4. Brake Pipe Cut-Off (MV53)

a. Commence test with 'C' (MVEM) 'OFF', 'A and B' (MVER and MV53) 'ON' and 5 volts displayed on the screen.

b. Select 'B' (MV53) and note:

1) 'OFF' is displayed under 'B and C' on the screen and 'ON' is displayed under 'A'.

2) BP pressure charges at TP-BP Gage to within ± 1 psi of ER pressure.

c. Select 'E' for voltage, select '4' and 'Enter' and note:

1) Voltage on laptop screen decreases.

2) ER and BP pressures decrease at their respective TP Gage.

d. Repeat for decreasing voltage and note for every corresponding decrease in voltage, ER and BP also decrease.

e. Select 'E', select '5' and 'Enter' and charge ER to 74 ± .5 psi and BP to ± 1 psi of ER. OCT/96 5-16 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

5. Emergency Magnet Valve (MVEM)

a. Commence test with 'B and C' (MV53 and MVEM) 'OFF', 'A' (MVER) is 'ON' and 5 volts displayed on the screen.

b. Select 'B' (MV53) and note that 'ON' is displayed under 'A and B' on the screen.

c. Select 'C' (MVEM) and note:

1) 'ON' is displayed under 'C'.

2) There is a blow at the rear of the PCU behind the Emergency Pneumatic Valve (PVEM).

3) BP pressure reduces rapidly to less than 15 psi at TP-BP Gage (wait one minute).

d. Select 'C' (MVEM) and note:

1) 'OFF' is displayed under 'C' on the screen.

e. Select 'B' (MV53) and note:

2) 'OFF' is indicated under 'B and C' on the screen.

3) BP pressure increases to ± 1 psi of ER pressure.

Note that at completion of this test that 5 volts is shown under Voltage, 'ON' is displayed under 'A', 'OFF' is displayed under 'B and C' and ER and BP are approximately 74 psi before starting next series of tests.

Select 'esc' to return to the menu, then select EPA2 selection.

E. EPA2-BRAKE CYLINDER CONTROL

1. Conditions from Test 1: 'B and C' (MV53 and MVEM) are 'OFF', 'A' (MVER) is 'ON' and 5 volts is displayed on the screen (ER and BP must be charged to approximately 74 psi).

"A" corresponds to MV16T "B" corresponds to VA RELAY "C" corresponds to SPOT RELAY "D" corresponds to PRESSURE "E" corresponds to VOLTAGE

2. #16 Analog Converter (AW4-16)

a. Select 'A' (MV16T) and note 'ON' under A on the screen.

b. Select 'E', select '5' and 'Enter' and note that 5 Volts is shown on the screen.

c. Brake Cylinder pressure will charge.

d. Select 'E', select '0' and 'Enter' and note that there is a blow at the exhaust of the AW4-16.

IP-157-C 5-17 OCT/96 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

e. Brake Cylinder pressure will reduce at the J relay.

f. Select 'E', then '5' and 'Enter' and assure that 5 volts is displayed on screen and Brake Cylinder is charged.

3. #16 Default Magnet Valve (MV16T)

a. Commence test with 'ON' displayed under 'A', pressure at TP-16 Gage is 74 psi ± .5, and BC pressure at TP-BC Gage is approximately 74 psi.

b. Select 'A' again and note:

1) 'OFF' is displayed under 'A' (MV16T) on the screen.

2) There is an exhaust at the DIT Valve #10 Port.

3) BC pressure decreases at TP-BC Gage to 0 psi.

c. Select 'A' again and note:

1) 'ON' is displayed under 'A' on the screen.

2) 16 pressure at TP-16 Gage is 74 psi ± .5.

3) BC pressure at TP-BC Gage is approximately 74 psi.

d. Select 'E', select '0' volts and 'Enter' and note:

1) '0' is displayed under Voltage on the screen.

2) There is a blow at the exhaust of AW4-16.

3) BC pressure decreases at TP-BC Gage to 0 psi.

e. Select 'E', select '5' volts and 'Enter' and note:

1) 5 volts is shown on the screen.

2) Pressure at TP-16 Gage charges to 74 psi ± .5.

3) BC pressure at TP-BC Gage charges to approximately 74 psi.

f. Select 'E', then '4' volts and 'Enter' and note:

1) Voltage on laptop screen decreases to 4 volts.

2) BC pressure at TP-BC Gage decreases.

3) Repeat for 3, 2 and 1 volts and note corresponding decrease in voltage and pressure.

4) Select 'E', select '0' volts and 'Enter' and reduce BC pressure to 0 psi.

g. Alternately select 'B' and 'Enter' and note:

1) 'ON' and 'OFF' is displayed under 'B' on the screen.

OCT/96 5-18 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

2) Relay K12 (VA) energizes and de-energizes. Finally, leave 'B' in the 'OFF' condition.

h. Alternately select 'C' and 'Enter' and note:

1) 'ON' and 'OFF' is displayed under 'C' on the screen.

2) Relay K6 (SPOT) energizes and de-energizes. Finally, leave 'C' in the 'OFF' condition.

i. At completion of this test, 0 volts is shown under Voltage, 'ON' is displayed under 'A', 'OFF' is displayed under 'B and C', ER with BP are approximately 74 psi and BC is 0 psi at TP-BC Gage.

j. Select 'esc' to return to Menu selection.

F. BEA1-#20 AND #13 CONTROL CIRCUITS

1. Conditions from Test 2: 'B and C' 'OFF', 'A' (MV16T) is 'ON', 5 volts is displayed on the screen, ER and BP must be charged to approximately 74 psi and BC must be at 0 psi.

"A" corresponds to COR RELAY "B" corresponds to MV20M "C" corresponds to MV20R "D" corresponds to MV20A "E" corresponds to MV13E "F" corresponds to MV13S

2. #20 Control Portion

a. Alternately select 'C' (MV20R) and note 'ON' (energized) and 'OFF' (de-energized) will be displayed on the screen. Leave 'C' (MV20R) in the 'OFF' condition.

b. Select 'D' (MV20A energized) and note:

1) 'ON' is displayed under 'MV20A'.

2) Pressure at TP-20 Gage charges rapidly to 55 ± 1 psi.

c. Select 'D' (MV20A de-energized) and note 'OFF' is displayed under 'MV20A'

d. Select 'C' (MV20R energized) and note:

1) 'ON' is displayed under 'MV20R'.

2) Pressure at TP-20 Gage reduces rapidly to 0 psi.

e. Allow pressure to fully exhaust to 0 psi, select 'C' (MV20R de-energized), then select 'B' (MV20M energized) and note 'ON' is displayed under 'MV20M'.

f. Select 'D' (MV20A energized) and note:

1) 'ON' is displayed under 'MV20M and MV20A.'

2) Pressure at TP-20 Gage commences to charge at a slower rate.

3) Allow pressure to charge to at least 30 ± 1 psi before continuing.

IP-157-C 5-19 OCT/96 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

g. Select 'D' (MV20A de-energized), then select 'C' (MV20R energized) and note:

1) 'ON' is displayed under 'MV20M and MV20R'.

2) Pressure reduces slowly at TP-20 Gage.

h. Select 'B' (MV20M de-energized) and note 'ON' is displayed on 'MV20R'.

i. Select 'C' (MV20R de-energized) and note 'OFF' is displayed on 'MV20R'.

j. Alternately select 'A' and note:

1) 'ON' and 'OFF' is displayed under 'A.'

2) Relay K5 (COR) energizes and de-energizes.

3. #13 Control

a. 'E' is 'ON' and F' is 'OFF'.

b. Note that PS-13 is 'OFF' (PS13 is Open).

c. Select 'E' (MV13E de-energized) and note:

1) 'OFF' is displayed at 'MV13E'.

d. Select 'F' (MV13S energized) and note:

1) 'ON' is displayed at 'MV13S'.

2) Pressure builds on TP-13 Gage.

3) 'PS13' changes to 'ON' (PS13 closes).

e. Select 'F' (MV13S de-energized) and note:

1) 'OFF' is displayed at 'MV13S'.

2) Pressure reduces at TP-13 Gage, and stabilizes below 13 psi.

3) 'PS13' changes to 'OFF' (PS13 opens).

f. Select 'E' (MV13E energized) and note:

1) 'ON' is displayed at 'MV13E'.

2) TP-13 Gage pressure reduces from previous stabilized pressure to 0 psi.

g. Select 'E' (MV13E de-energized) and note that 'OFF' is displayed at all magnet valves.

OCT/96 5-20 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

4. PSBP and BPCO Inputs

a. Note that 'ON' is displayed at 'PSBP' (Closed) and

1) 'OFF' is displayed at 'BPCO' (Open).

2) Note that at completion of Test B, Brake Pipe MUST be charged.

3) Press 'esc' to return to 'Main Menu' selection.

G. SS5-RIU DRIVER CIRCUITS

1. Select 'E' for SS5 Test.

a. Select 'A' and note:

1) 'ON' is displayed at Relay K1 (ES) and is energized.

b. Select 'A' and note:

2) 'OFF' is displayed at K1 (ES) and is de-energized.

c. Select 'B' and note:

3) 'ON' is displayed at Relay K2 (IBS) and is energized.

d. Select 'B' and note:

4) 'OFF' is displayed at K2 (IBS) and is de-energized.

e. Press 'esc' to return to 'Main Menu' selection.

H. SS1-CONTROLLER FREQUENCIES

1. Select 'D' for SS1 Test.

2. Automatic Brake Digital Inputs

a. Move Automatic handle from 'Release' to 'Emergency' position and note:

1) 'OFF' is displayed at 'AE1'.

b. Place Automatic handle to the 'H.O.' position and note:

1) 'ON' is displayed at 'AE1'.

c. Place Automatic handle to the 'Release' position and note:

1) 'ON' is displayed at 'AR and AE1'.

3. Independent Brake Digital Inputs

a. Move Independent handle from 'Release' into the 'Service' zone (not Maximum) and note:

1) 'IM and IR' are 'OFF'.

IP-157-C 5-21 OCT/96 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

b. Place Independent handle to the 'Release' position and note:

1) 'IR' is 'ON'.

c. Place Independent handle to the 'Maximum' position and note:

1) 'IM' is 'ON'.

d. Push Automatic handle 'Bail-Off' and note 'BO' is 'OFF', release the button and note 'BO' is 'ON'.

e. Push Independent handle 'Bail-Off' and note 'BO' is 'OFF', release the button and note 'BO' is 'ON'.

4. CPU CTC - Controller positions:

a. Enter 'esc' twice for Main Menu.

b. Arrow over to 'Monitor' then select 'Enter', then 'F'.

c. INDEPENDENT BRAKE

d. Place Independent handle to 'Release' position and note:

1) 11,025 Hz. Max. and 10,925 Hz. Min.

e. Place Independent handle to 'Maximum' position and note:

1) 3,443 Hz. Max. and 2,943 Hz. Min.

f. AUTOMATIC BRAKE

g. Place Automatic handle to 'Release' position and note:

1) 11,025 Hz. Max. and 10,925 Hz. Min.

h. Place Automatic handle to 'Min' position and note:

1) 10,300 Hz. Max. and 9,920 Hz. Min.

i. Place Automatic handle to 'F.S.' position and note:

1) 5,976 Hz. Max. and 5,596 Hz. Min.

j. Place Automatic handle to 'SUPP' position and note:

1) 5,112 Hz. Max. and 4,732 Hz. Min.

k. Place Automatic handle to 'H.O.' position and note:

1) 2,806 Hz. Max. and 2,426 Hz. Min.

l. Place Automatic handle to 'EMER' position and note:

1) 1,365 Hz. Max. and 985 Hz. Min.

2) Press 'esc' to return to Main Menu.

OCT/96 5-22 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

5.3 Troubleshooting

5.3.1 General Information

This Section provides information for use in diagnosing and correcting certain troubles which may occur in the CCB/GE/BNSF Brake System.

Before starting the troubleshooting procedure, perform a thorough visual inspection of the equipment to determine if the symptom is being caused by some obvious defect, such as loose fasteners, damaged components, etc. Otherwise, the troubleshooting procedure must follow a logical sequence which is designed to isolate the trouble to a single component.

NOTE

In all cases, the rules set forth by BNSF are to be followed and in those cases where such rules conflict with these recommendations, the Operating Property's instructions are overriding.

When evaluating the condition of a braking arrangement, safety must remain the most important consideration. In the event it becomes necessary to move a locomotive with an obvious equipment malfunction, the integral alternate control arrangement may be utilized or temporary repairs may be arranged to provide for braking of the locomotive. A locomotive with temporary repairs must be operated at restricted speed and must be "shopped" for corrective action at the first terminal point to prevent continued operation under unsafe condition.

Inability to readily identify the source of any problem associated with the proper functioning of the equipment arrangement indicates the necessity for repairs which the operator should not perform. Never attempt to remove and detail parts from the equipment arrangement; if repairs to valves or other details are necessary, such repairs must be done at a bench by competent personnel in the shop.

WARNING

WHENEVER ANY DEVICE, PORTION, VALVE OR COMPONENT PART IS REMOVED FROM THE AIR BRAKE EQUIPMENT ARRANGEMENT FOR ANY REASON, AND IT IS REPLACED WITH A NEW OR REPAIRED AND TESTED DEVICE, PORTION, VALVE OR COMPONENT PART, A STANDING OPERATIONAL TEST OF THE TOTAL BRAKE ARRANGEMENT OF THE VEHICLE IS REQUIRED BEFORE PERMITTING THE VEHICLE TO MOVE.

Before operating any locomotive with a suspected malfunction, verify the condition of the equipment arrangement by checking the appropriate operation.

IP-157-C 5-23 OCT/96 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

5.3.2 Troubleshooting Chart

The troubleshooting chart that follows does not list all the symptoms and probable causes; only those most probable. Various combinations of defects are also possible. Experienced personnel should learn to recognize and evaluate all symptoms to effect the appropriate corrective actions.

TROUBLESHOOTING GUIDE ABBREVIATION LEGEND

ABBREVIATION WORD OR PHRASE

20T 20 Pipe Transducer

Appl. Application

AW4-16 Analog Converter #16 Pipe

AW4-ER Analog Converter (Equalizing Reservoir)

B.C. Brake Cylinder

B.P. Brake Pipe

B.V. Brake Valve

BC Brake Cylinder

BCCO Brake Cylinder Cut-Out

BCT Brake Cylinder Transducer

BP-CO Brake Pipe Cut-Out Switch

BPT Brake Pipe Transducer

CRU Computer Relay Unit

DIT Dead In Tow

E.R. Equalizing Reservoir

EMER Emergency

Ex. Exhaust

FLT Flow Transducer

F.S. Full Service

IA&R Independent Application and Release

M.R. Main Reservoir

M.V. Magnet Valve

MIN Minimum

OCT/96 5-24 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

TROUBLESHOOTING GUIDE ABBREVIATION LEGEND

ABBREVIATION WORD OR PHRASE

(Cont)

MRT Main Reservoir Transducer

MV13E Bail Off Exhaust Magnet Valve

MV13S Bail Off Supply Magnet Valve

MV16T 16 Pipe Default Magnet Valve

MV53 Brake Pipe Cut-Out Magnet Valve

MVEM Emergency Magnet Valve

MVER Equalizing Reservoir Default Magnet Valve

PCU Pneumatic Control Unit

PS-13 Actuating Pipe Pressure Switch

PS-BP Brake Pipe Pressure Switch

PVE Emergency Detection Pilot Air Valve

PVEM Emergency Pilot Air Valve

REL Release

TPER Test Point Equalizing Reservoir

TPMR Test Point - Main Reservoir

TPBP Test Point - Brake Pipe

TPBC Test Point - Brake Cylinder

TP-20 Test Point - 20 Pipe

TP-16 Test Point - 16 Pipe

TP-13 Test Point - 13 Pipe

VCU Voltage Conditioning Unit

VDC Volts Direct Current

IP-157-C 5-25 OCT/96 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

TROUBLESHOOTING CHART SYMPTOM PROBABLE CAUSE CORRECTIVE ACTION

#1 (xxxx) 1. Defective "CP" PCB. 1. Replace "CP" PCB. "ROM Fault"

#2 (xxxx) 1. Defective "CP" PCB. 1. Replace "CP" PCB. "RAM Fault"

#10 (245E) 1. Brake Controller Connection 1. Check BVJ1 Connector. Brake Controller (BVJ1) Unplugged. Defective "Brake Vlv/FOR - No BV 2. Defective Automatic Potentiometer 2. Perform Automatic Brake Release" Frequency Test (5.2.2; H, 4, f thru l). Replace Brake Controller. 3. Defective Automatic Potentiometer Wiring. 3. Check Brake Valve Controller Wiring Circuit. 4. Defective "FOR" PCB. 4. Replace "FOR" PCB. 5. FO Cable Defective 5. Swap FO Cables At Controller And/Or "FOR" PCB - Does Problem Change To Independent). Replace FO Cable. 6. "SS1" Connector Unplugged. 6. Check "SS1" Connector. 7. Defective "SS1" PCB. 7. Replace "SS1" PCB.

#11 (245F) 1. Defective Release Switch (Stuck 1. Perform Automatic Brake Digital Brake Controller Open). Input Test (5.2.2; H, 2). Defective "Brake Replace Brake Controller. Vlv/SS1 - No BV Release" 2. FO Cable Defective 2. Swap FO Cables At Controller And/Or "FOR" PCB - Does Problem Change To Independent). Replace FO Cable.

3. Defective "SS1" PCB. 3. Replace "SS1" PCB.

OCT/96 5-26 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

TROUBLESHOOTING CHART SYMPTOM PROBABLE CAUSE CORRECTIVE ACTION

#12 (2460) 1. Defective AE1 Emergency Switch 1. Perform Automatic Brake Brake Controller (Stuck Open). Frequency Test (5.2.2; H, 2 and Defective "Brake 4, f thru l). Replace Brake Vlv/SS1 - BV Controller. Emer. Error" 2. FO Cable Defective 2. Swap FO Cables At Controller And/Or "FOR" PCB - Does Problem Change To Independent). Replace FO Cable.

3. Defective "SS1" PCB. 3. Replace "SS1" PCB.

#13 (2461) 1. Defective Automatic Potentiometer 1. Perform Automatic Brake Brake Controller Frequency Test (5.2.2; H, 4, f Defective "Brake thru l). Replace Brake Vlv/FOR - Controller. Improper Auto" 2. Defective Automatic Potentiometer Wiring. 2. Check Brake Valve Controller Wiring Circuit. 3. Defective "FOR" PCB. 3. Replace "FOR" PCB. 4. FO Cable Defective 4. Swap FO Cables At Controller And "FOR" PCB - Does Problem Change To Independent). Replace FO Cable.

#14 (2462) 1. Defective Automatic Release 1. Perform Automatic Brake Digital Brake Controller Switch (Stuck Closed Other Than Input Test (5.2.2; H, 2). Defective "Brake Release). Replace Brake Controller. Vlv/SS1 - No Release Verify" 2. Defective Automatic Release 2. Check Brake Valve Controller Switch Wiring. Wiring Circuit.

3. Defective "SS1" PCB. 3. Replace "SS1" PCB.

#15 (2463) 1. Defective (AE1) Automatic 1. Perform Automatic Brake Digital Brake Controller Emergency Switch. (Stuck Closed Input Test (5.2.2; H, 2). Defective "Brake In Emergency). Replace Brake Controller. Vlv/SS1 - No Emer Verify" 2. Defective (AE1) Automatic 2. Check Brake Valve Controller Emergency Switch Wiring. Wiring Circuit.

3. Defective "SS1" PCB. 3. Replace "SS1" PCB.

IP-157-C 5-27 OCT/96 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

TROUBLESHOOTING CHART SYMPTOM PROBABLE CAUSE CORRECTIVE ACTION

#20 (2468) 1. Defective Independent 1. Perform Independent Brake Brake Controller Potentiometer Frequency Test (5.2.2; H, 4, c Defective "Brake thru e). Replace Brake Vlv/FOR - Ind Max Controller. From Rel" 2. Defective Automatic Potentiometer 2. Check Brake Valve Controller Wiring. Wiring Circuit.

3. Defective "FOR" PCB. 3. Replace "FOR" PCB.

4. FO Cable Defective 4. Swap FO Cables At Controller And "FOR" PCB - Does Problem Change To Automatic). Replace FO Cable.

5. Brake Controller Connector (BVJ1) 5. Check (BVJ1) Connector. Unplugged.

6. Defective "SS1" PCB. 6. Replace "SS1" PCB.

#21 (2469) 1. Defective Independent Release 1. Perform Independent Brake Brake Controller Switch (Closed Other Than Rel). Digital Input Test (5.2.2; H, 3, a Defective "Brake thru c). Replace Brake Vlv/SS1 - Ind Max Controller. Only" 2. Defective Independent Release 2. Check Brake Controller Wiring Switch Wiring. Circuit.

3. Defective "SS1" PCB 3. Replace "SS1" PCB.

#22 (246A) 1. Defective Independent Max. 1. Perform Independent Brake Brake Controller Switch (Stuck Closed). Digital Input Test (5.2.2; H, 3, a Defective "Brake and b). Replace Brake Vlv/SS1 - Ind Max Controller. Only" 2. Defective Independent Max. 2. Check Brake Controller Wiring Switch Wiring. Circuit.

3. Defective "SS1" PCB 3. Replace "SS1" PCB.

OCT/96 5-28 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

TROUBLESHOOTING CHART SYMPTOM PROBABLE CAUSE CORRECTIVE ACTION

#23 (246B) 1. Defective Independent 1. Perform Independent Brake Brake Controller Potentiometer Frequency Test (5.2.2; H, 4, c Defective "Brake thru e). Replace Brake Vlv/FOR - Controller. Improper Ind Apply" 2. Defective Independent 2. Check Brake Valve Controller Potentiometer Wiring. Wiring Circuit.

3. Defective "FOR" PCB. 3. Replace "FOR" PCB.

4. FO Cable Defective 4. Swap FO Cables At Controller And "FOR" PCB - Does Problem Change To Automatic). Replace FO Cable.

#24 (246C) 1. Defective "BO" Switch (Stuck 1. Perform Independent Brake Brake Controller Closed). Digital Input Test (5.2.2; H, 3, d Defective "Brake and e). Replace Brake Vlv/SS1 - No Bail Controller. Off" 2. Defective "BO" Switch Wiring. 2. Check Brake Controller Wiring Circuit.

3. Defective "SS1" PCB 3. Replace "SS1" PCB.

4. Defective "BEA" PCB. 4. Perform BEA Control Circuit Test (5.2.2; F, 3, a thru g). Replace "BEA" PCB.

5. Defective "DB1" PCB. 5. Replace "DB1" PCB.

6. Defective K-7 Relay. 6. Replace K-7 Relay.

#25 (246D) 1. Defective Independent Max Switch 1. Perform Independent Brake Brake Controller (IM). (Stuck Open In Max. Digital Input Test (5.2.2; H, 3). Defective "Brake Position). Replace Brake Controller. Vlv/SS1 - No Max Ind Verify" 2. Check Brake Valve Controller 2. Defective Independent Max Switch Wiring Circuit. Wiring. 3. Replace "SS1" PCB. 3. Defective "SS1" PCB.

IP-157-C 5-29 OCT/96 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

TROUBLESHOOTING CHART SYMPTOM PROBABLE CAUSE CORRECTIVE ACTION

#26 (246E) 1. Defective Independent Release 1. Perform Independent Brake Brake Controller Switch (Stuck Open In Rel). Digital Input Test (5.2.2; H, 3, Defective "Brake b). Replace Brake Controller. Vlv/SS1 - No Rel Ind Verify" 2. Defective Independent Release 2. Check Brake Controller Wiring Switch Wiring. Circuit.

3. Defective "SS1" PCB 3. Replace "SS1" PCB.

#28 (2470) 1. Defective ER Analog Converter 1. Check Voltage Of ER Analog "AW4-ER/EPA1 - Apply Magnet Valve (ERS) Stuck Converter Apply Magnet Valve Improper ER PSI" Energized. (ERS). Brake Controller Auto Handle In Release, 23±1 volts At 90±1 PSI ER Gage. Brake Controller Auto Handle In Emergency, 0 Volts at 0 PSI ER Gage. Replace Analog Converter If Improper Voltage.

2. Defective ER Analog Converter 2. Check Voltage Of ER Analog Exhaust Magnet Valve (ERE) Converter Exhaust Magnet Stuck Energized. Valve (ERE) Across A Good Ground And Pin '1'. Brake Controller Auto Handle In Release, 0 volts At 90±1 PSI ER Gage. Brake Controller Auto Handle In Emergency, 23±1 Volts at 0 PSI ER Gage. Replace Analog Converter If Improper Voltage.

3. Improper Voltage Output From ER 3. Check Voltage Of ER Transducer (ERT). Transducer (2 Volts At 0 PSI ER Gage And 8.21 Volts At 90±1 PSI ER Gage). Replace AW4-ER Analog Converter Transducer (ERT). Replace Analog Converter If Improper Voltage.

#30 (2472) 1. Defective Brake Pipe Pressure 1. Check Brake Pipe Pressure "PS-BP/BEA - Switch (PS-BP) (Stuck Closed). Switch (PS-BP) With The PTU. Switch Stuck Go To The Monitor Menu And Closed" Pull Down The Brake Pipe Circuit. PS-BP To Be 'ON' With More Than 25±1 PSI BP Pressure And PS-BP To Be 'OFF' With Less Than 22±1 PSI BP Pressure. Replace Brake Pipe Pressure Switch.

OCT/96 5-30 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

TROUBLESHOOTING CHART SYMPTOM PROBABLE CAUSE CORRECTIVE ACTION

#30 (2472) 2. Defective Brake Pipe Pressure 2. Check Brake Pipe Pressure "PS-BP/BEA - Switch (PS-BP) Wiring. Switch (PS-BP) Wiring Circuit. Switch Stuck Closed" (Cont) 3. Defective "BEA" PCB. 3. Replace "BEA" PCB.

#31 (2473) 1. Defective Brake Pipe Pressure 1. Check Brake Pipe Pressure "PS-BP/BEA - Switch (PS-BP) (Stuck Open). Switch (PS-BP) With The PTU. Switch Stuck Go To The Monitor Menu And Open" Pull Down The Brake Pipe Circuit. PS-BP To Be 'ON' With More Than 25±1 PSI BP Pressure And PS-BP To Be 'OFF' With Less Than 22±1 PSI BP Pressure. Replace Brake Pipe Pressure Switch.

2. Defective Brake Pipe Pressure 2. Check Brake Pipe Pressure Switch (PS-BP) Wiring. Switch (PS-BP) Wiring Circuit.

3. Defective "BEA" PCB. 3. Replace "BEA" PCB.

#32 (2474) 1. Defective Magnet Valve (MV53) 1. Perform Brake Pipe Cut-Off "MV53/DB1/EPA1 (Stuck De-energized). (MV53) Test (5.2.2; D, 4). - No BP Cut Off" Replace Magnet Valve (MV53).

NOTE: Locomotive To 2. Defective Magnet Valve (MV53) 2. Check Magnet Valve (MV53) Be In Cut-Out Wiring. Wiring Circuit.

3. Defective BP-CO Switch (Stuck 3. Check Brake Pipe Pressure Open). Switch (PS-BP) With The PTU. Go To The Monitor Menu And Pull Down The Brake Pipe Circuit. PS-BP To Be 'ON' With More Than 25±1 PSI BP Pressure And PS-BP To Be 'OFF' With Less Than 22±1 PSI BP Pressure. Replace Brake Pipe Pressure Switch.

4. Defective BP-CO Wiring. 4. Check BP-CO Wiring Circuit.

5. Defective "DB1" PCB. 5. Replace "DB1" PCB.

6. Defective "EPA1" PCB. 6. Replace "EPA1" PCB.

#34 (2476) "AW4-ER/EPA1 - No ER 1. AW4-ER Analog Converter Apply 1. Check AW4-ER Analog Supply" Magnet Valve (ERS) Connector Converter Apply Magnet Valve Unplugged. (ERS) Connector.

IP-157-C 5-31 OCT/96 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

TROUBLESHOOTING CHART SYMPTOM PROBABLE CAUSE CORRECTIVE ACTION

#34 (2476) 2. Defective AW4-ER Analog 2. Perform ER Analog Converter "AW4-ER/EPA1 - Converter Apply Magnet Valve Test (5.2.2; D, 2). Replace No ER Supply" (ERS). AW4-ER Analog Converter (Cont) Apply Magnet Valve (ERS).

3. Defective AW4-ER Analog 3. Check AW4-ER Analog Converter Apply Magnet Valve Converter Apply Magnet Valve (ERS) Wiring. (ERS) Wiring Circuit.

4. Defective AW4-ER Analog 4. Check Voltage Of ER Converter ER Transducer (ERT). Transducer Across Pin '1' (BLK) And Pin '3' (WHT) (2 Volts At 0 PSI ER And 8.21 ± 0.17 Volts At 90±1 PSI ER). Replace AW4-ER Analog Converter Transducer (ERT).

5. Defective AW4-ER Analog 5. Check AW4-ER Analog Converter ER Transducer (ERT) Converter Transducer (ERT) Wiring. Wiring Circuit.

6. Defective "EPA1" PCB. 6. Replace "EPA1" PCB.

#35 (2477) 1. Defective MVER Magnet Valve 1. Perform ER Magnet Valve "MVER/DB1/EPA1 (Stuck De-energized). (MVER) Test (5.2.2; D, 3). - ER 0 PSI Replace MVER Magnet Valve. Default" 2. Defective MVER Magnet Valve 2. Check MVER Magnet Valve Wiring. Wiring Circuit.

3. Defective MV53 Magnet Valve 3. Perform Brake Pipe Cut-Off (Stuck Energized). Magnet Valve Test (5.2.2; D, 4). Replace MV53 Magnet Valve.

4. Defective MV53 Magnet Valve 4. Check MV53 Magnet Valve Wiring. Wiring Circuit.

5. Defective Brake Controller "AE2" 5. Perform Brake Controller Digital Switch (Stuck Closed). Input Test (5.2.2; H, 2, a).

6. Defective Brake Controller "AE2" 6. Check Brake Controller "AE2" Switch Wiring. Switch Wiring Circuit.

7. Defective "DB1" PCB. 7. Replace "DB1" PCB.

8. Defective "EPA1" PCB. 8. Replace "EPA1" PCB.

OCT/96 5-32 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

TROUBLESHOOTING CHART SYMPTOM PROBABLE CAUSE CORRECTIVE ACTION

#36 (2478) 1. Defective BP-CO Switch (Stuck 1. Check Brake Pipe Cut Off "BP-CO/BEA - No Open). Switch (BP-CO) With The PTU. BP-CO Cut Off" Go To The Monitor Menu And Pull Down The Brake Pipe Circuit. BP-CO To Be 'ON' With More Than 25±1 PSI BP Pressure And BP-CO To Be 'OFF' With Less Than 22±1 PSI BP Pressure. Replace Brake Pipe Cut Off Valve. 2. Defective BP-CO Wiring. 2. Check BP-CO Wiring Circuit.

3. Defective "BEA" PCB. 3. Replace "BEA" PCB.

4. Defective MV53 Magnet Valve 4. Perform Brake Pipe Cut-Off (Stuck De-energized). Fault Magnet Valve Test (5.2.2; D, 4). Occurs In Selftest. Replace MV53 Magnet Valve.

5. Defective MV53 Magnet Valve 5. Check MV53 Magnet Valve Wiring. Wiring Circuit.

#38 (247A) 1. AW4-ER Analog Converter 1. Check AW4-ER Analog "AW4-ER/EPA1 - Exhaust Magnet Valve (ERE) Converter Exhaust Magnet No ER Exhaust" Connector Unplugged. Valve (ERE) Connector.

2. Defective ER Analog Converter 2. Perform ER Analog Converter (AW4-ER) Exhaust Magnet Valve. (AW4-ER) Test (5.2.2; D, 2). Replace AW4-ER Analog Converter.

3. Defective ER Analog Converter 3. Check ER Analog Converter (AW4-ER) Wiring. (AW4-ER) Wiring Circuit.

4. Defective "EPA1" PCB. 4. Replace "EPA1" PCB.

#40 (247C) 1. AW4-16 Analog Converter Apply 1. Check AW4-16 Analog "AW4-16/EPA2 - Magnet Valve (16S) Connector Converter Apply Magnet Valve No BC Supply" Unplugged. (16S) Connector.

2. Defective AW4-16 Analog 2. Perform ER Analog Converter Converter Apply Magnet Valve Test (5.2.2; D, 2). Replace (16S). AW4-16 Analog Converter Apply Magnet Valve (16S).

3. Defective AW4-16 Analog 3. Check AW4-16 Analog Converter Apply Magnet Valve Converter Apply Magnet Valve (16S) Wiring. (16S) Wiring Circuit.

IP-157-C 5-33 OCT/96 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

TROUBLESHOOTING CHART SYMPTOM PROBABLE CAUSE CORRECTIVE ACTION

#40 (247C) 4. Defective AW4-16 Analog 4. Check Voltage Of 16 "AW4-16/EPA2 - Converter 16 Transducer (16T). Transducer Across Pin '1' (BLK) No BC Supply" And Pin '3' (WHT) (2 Volts At 0 (Cont) PSI BC And 6.35 ± 0.17 Volts At 63±1 PSI BC). Replace AW4-16 Analog Converter Transducer (16T).

5. Defective AW4-16 Analog 5. Check AW4-16 Analog Converter 16 Transducer (16T) Converter Transducer (16T) Wiring. Wiring Circuit.

6. Defective "EPA2" PCB. 6. Replace "EPA2" PCB.

#41 (247D) 1. AW4-16 Analog Converter Exhaust 1. Check AW4-16 Analog "AW4-16/EPA2 - Magnet Valve (16E) Connector Converter Exhaust Magnet No BC Exhaust" Unplugged. Valve Connector.

2. Defective AW4-16 Analog 2. Perform #16 Analog Converter Converter Exhaust Magnet Valve Test (5.2.2; E, 2). Replace (16E) (Stuck Closed). AW4-16 Analog Converter Exhaust Magnet Valve (16E).

3. Defective AW4-16 Analog 3. Check AW4-16 Analog Converter Exhaust Magnet Valve Converter Exhaust Magnet (16E) Wiring. Valve (16E) Wiring Circuit.

4. Defective AW4-16 Analog 4. Check Voltage Of 16 Converter 16 Transducer (16T). Transducer Across Pin '1' (BLK) And Pin '3' (WHT) (2 Volts At 0 PSI 16 Gage And 7.38 ± 0.17 Volts At 78 PSI At 16 Gage). Replace AW4-16 Analog Converter Transducer (16T).

5. Defective AW4-16 Analog 5. Check AW4-16 Analog Converter 16 Transducer (16T) Converter Transducer (16T) Wiring. Wiring Circuit.

6. Defective "EPA2" PCB. 6. Replace "EPA2" PCB.

#42 (247E) 1. Defective MV16T Magnet Valve 1. Perform #16 Analog Converter "MV16T/DB1/EPA (Stuck De-energized). Test (5.2.2; E, 3). Replace 2 - Brk Back Up" MV16T Magnet Valve.

2. Defective MV16T Wiring. 2. Check MV16T Wiring Circuit.

3. Defective "DB1" PCB. 3. Replace "DB1" PCB.

OCT/96 5-34 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

TROUBLESHOOTING CHART SYMPTOM PROBABLE CAUSE CORRECTIVE ACTION

#42 (247E) 4. Defective "EPA2" PCB. 4. Replace "EPA2" PCB. "MV16T/DB1/EPA 2 - Brk Back Up" (Cont)

#43 (247F) 1. Pressure Switch (PS13) Stuck 1. Check Bail Off Pressure Switch "PS-13/BEA - No Closed. (PS-13) With The PTU. Go To BC Bail Off" The Monitor Menu And Pull Down The #13 Pipe Circuit. PS-13 To Be 'ON' With More Than 25±1 PSI And PS-13 To Be 'OFF' With Less Than 22±1 PSI. Replace Pressure Switch (PS13).

2. Defective Wiring PS13 Wiring 2. Check PS13 Wiring Circuit. circuit.

3. Defective "BEA" PCB. 3. Replace "BEA" PCB.

#44 (2480) 1. Regulating Valve (20CP) Not 1. a. Set Regulating Valve To "20CP - Adjust Adjusted To 55±1 PSI. 55±1 PSI. Regulator" b. Replace 20 Pipe Control NOTE: Self Test Fault Portion. Only

#45 (2481) 1. BCCO Pressure Switch Connector 1. Check BCCO Pressure Switch "BCCO/SS5 - BC Unplugged. Connector. Gage" 2. Defective BCCO Pressure Switch. 2. Check BC Pressure Switch NOTE: Self Test Fault (Stuck Open). (BCCO) With The PTU. Go To Only The Monitor Menu And Pull Down The BC Circuit. BCCO To Be 'ON' With More Than 10±1 PSI And BCCO To Be 'OFF' With Less Than 8±1 PSI. Replace Pressure Switch (BCCO).

3. Defective BCCO Pressure Switch 3. Check BCCO Pressure Switch Wiring. Wiring Circuit.

4. Defective "SC2" PCB. 4. Replace "SC2" PCB.

5. Defective "SS5" PCB. 5. Replace "SS5" PCB.

IP-157-C 5-35 OCT/96 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

TROUBLESHOOTING CHART SYMPTOM PROBABLE CAUSE CORRECTIVE ACTION

#46 (2482) "DB10 - No Back Up Default BC"

NOTE: Self Test Fault Only

#47 (2483) 1. Pressure Switch (PS13) Stuck 1. Check Bail Off Pressure Switch "PS-13/BEA - No Open. (PS-13) With The PTU. Go To BC Bail Off" The Monitor Menu And Pull Down The #13 Pipe Circuit. BP < 20 PSI PS-13 To Be 'ON' With More BC < 10PSI Than 25 PSI And PS-13 To Be 'OFF' With Less Than 22 PSI. Replace Pressure Switch (PS13).

2. Defective Wiring PS13 Wiring 2. Check PS13 Wiring Circuit. circuit.

3. Defective "BEA" PCB. 3. Replace "BEA" PCB.

#48 (2484) 1. Magnet Valve (MV13S) Connector 1. Check Magnet Valve (MV13S) "PS13/MV13S/BE Unplugged. Connector. A - No Bail Off" 2. Magnet Valve (MV13S) Stuck De- 2. Perform #13 Control Circuit energized. Test (5.2.2; F, 3). Replace Magnet Valve (MV13S).

3. Defective Magnet Valve (13S) 3. Check Magnet Valve (MV13S) Wiring. Wiring Circuit.

4. Magnet Valve (MV13E) Stuck 4. Perform #13 Control Circuit Energized. Test (5.2.2; F, 3). Replace Magnet Valve (MV13E).

5. Pressure Switch (PS 13) Stuck 5. Check Bail Off Pressure Switch Open. (PS-13) With The PTU. Go To The Monitor Menu And Pull Down The #13 Pipe Circuit. PS-13 To Be 'ON' With More Than 25 PSI And PS-13 To Be 'OFF' With Less Than 22 PSI. Replace Pressure Switch (PS13).

6. Defective "DB1" PCB. 6. Replace "DB1" PCB.

7. Defective "BEA" PCB. 7. Replace "BEA" PCB.

OCT/96 5-36 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

TROUBLESHOOTING CHART SYMPTOM PROBABLE CAUSE CORRECTIVE ACTION

#49 (2485) 1. Magnet Valve (MV13E) Stuck De- 1. Perform #20 Control Portion "PS13/MV13E/BE energized. Test (5.2.2; F, 1 and 2, d thru i). A - Slow Bail Replace Magnet Valve Exhaust" (MV13E).

2. Defective Magnet Valve (13E) 2. Check Magnet Valve (MV13E) Wiring. Wiring Circuit.

3. Pressure Switch (PS-13) Stuck 3. Check Bail Off Pressure Switch Closed. (PS-13) With The PTU. Go To The Monitor Menu And Pull Down The #13 Pipe Circuit. PS-13 To Be 'ON' With More Than 25±1 PSI And PS-13 To Be 'OFF' With Less Than 22±1 PSI. Replace Pressure Switch (PS13).

4. Defective "DB1" PCB. 4. Replace "DB1" PCB.

5. Defective "BEA" PCB. 5. Replace "BEA" PCB.

6. Defective # 13 Pipe Circuit. 6. Check # 13 Pipe For Blockage. Check Size Of #13 Exhaust Choke In Manifold, Size is #29D.

#51 (2487) 1. MRT Connector Unplugged. 1. Check MRT Connector. "MRT/AD - No MR Trans" 2. Defective MRT 2. Check Voltage Of MR Transducer Across Pin '1' (BLK) And Pin '3' (WHT) (2 Volts At 0 PSI And 10.97 ± 0.17 Volts At 130±1 PSI). Replace MRT.

3. Defective MRT Wiring 3. Check MRT Wiring Circuit.

4. Defective "TJB" PCB. 4. Replace "TJB" PCB.

5. Defective "AD" PCB. 5. Replace "AD" PCB.

#52 (2488) 1. BPT Connector Unplugged. 1. Connect BPT Connector To "BPT/AD - No BP BPT. Trans" 2. Defective BPT 2. Check Voltage Of BP Transducer Across Pin '1' (BLK) And Pin '3' (WHT) (2 Volts At 0 PSI And 8.21 ± 0.17 Volts At 90±1 PSI). Replace BPT.

IP-157-C 5-37 OCT/96 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

TROUBLESHOOTING CHART SYMPTOM PROBABLE CAUSE CORRECTIVE ACTION

#52 (2488) 3. Defective BPT Wiring 3. Check BPT Wiring Circuit. "BPT/AD - No BP Trans" (Cont) 4. Defective "TJB" PCB. 4. Replace "TJB" PCB.

5. Defective "AD" PCB. 5. Replace "AD" PCB.

#53 (2489) 1. FLT Connector Unplugged. 1. Check FLT Connector. "FLT/AD - No Flow Trans" 2. Defective FLT 2. Check Voltage Of FL Transducer Across Pin '1' (BLK) And Pin '3' (WHT) (2 Volts At 0 PSI And 10.97 ± 0.17 Volts At 130±1 PSI). Replace FLT.

3. Defective FLT Wiring 3. Check FLT Wiring Circuit.

4. Defective "TJB" PCB. 4. Replace "TJB" PCB.

5. Defective "AD" PCB. 5. Replace "AD" PCB.

#54 (248A) 1. ERT Connector Unplugged. 1. Check ERT Connector. "ERT/AD - No ER Trans" 2. Defective ERT 2. Check Voltage Of ER Transducer Across Pin '1' (BLK) And Pin '3' (WHT) (2 Volts At 0 PSI And 8.21 ± 0.17 Volts At 90±1 PSI). Replace ERT.

3. Defective ERT Wiring 3. Check ERT Wiring Circuit.

4. Defective "TJB" PCB. 4. Replace "TJB" PCB.

5. Defective "AD" PCB. 5. Replace "AD" PCB.

#55 (248B) 1. BCT Connector Unplugged. 1. Check BCT Connector. "BCT/AD - No BC Trans" 2. Defective BCT 2. Check Voltage Of BC Transducer Across Pin '1' (BLK) And Pin '3' (WHT) (2 Volts At 0 PSI And 7.31 ± 0.17 Volts At 77±1 PSI). Replace BCT.

3. Defective BCT Wiring 3. Check BCT Wiring Circuit.

4. Defective "TJB" PCB. 4. Replace "TJB" PCB.

5. Defective "AD" PCB. 5. Replace "AD" PCB.

OCT/96 5-38 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

TROUBLESHOOTING CHART SYMPTOM PROBABLE CAUSE CORRECTIVE ACTION

#56 (248C) 1. 16T Connector Unplugged. 1. Check 16T Connector. "16T/AD - No BC Control Trans" 2. Defective 16T 2. Check Voltage Of 16 Transducer Across Pin '1' (BLK) And Pin '3' (WHT) (2 Volts At 0 PSI And 7.31 ± 0.17 Volts At 77±1 PSI). Replace 16T.

3. Defective 16T Wiring 3. Check 16T Wiring Circuit.

4. Defective "TJB" PCB. 4. Replace "TJB" PCB.

5. Defective "AD" PCB. 5. Replace "AD" PCB.

#57 (248D) 1. 20T Connector Unplugged. 1. Check 20T Connector. "20T/AD - No IND Trans" 2. Defective 20T 2. Check Voltage Of 20 Transducer Across Pin '1' (BLK) And Pin '3' (WHT) (2 Volts At 0 PSI And 5.10 ± 0.17 Volts At 45±1 PSI). Replace 20T.

3. Defective 20T Wiring 3. Check 20T Wiring Circuit.

4. Defective "TJB" PCB. 4. Replace "TJB" PCB.

5. Defective "AD" PCB. 5. Replace "AD" PCB.

#60 (2490) 1. Defective "AD" PCB. 1. Replace "AD" PCB. "AD - No Trans"

#61 (2491) 1. Defective Magnet Valve (MVEM) 1. Perform EPA Brake Pipe "MVEM/EPA1/PV (Stuck Energized). Control Circuit Test (5.2.2; D, EM - No Elect 5). Replace Magnet Valve Emer" (MVEM). 2. Defective Magnet Valve (MVEM) Wiring (Open). 2. Check Magnet Valve (MVEM) Wiring Circuit. 3. Defective "DB1" PCB. 3. Replace "DB1" PCB. 4. Defective "EPA1" PCB. 4. Replace "EPA1" PCB.

IP-157-C 5-39 OCT/96 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

TROUBLESHOOTING CHART SYMPTOM PROBABLE CAUSE CORRECTIVE ACTION

#62 (2492) 1. Reducing Valve (ELV) Not 1. a. Set Regulating Valve To 80 "ELV - Adjusted To 80±1 PSI. ±1 PSI. Adjustment Required" b. Replace ELV.

#71 (249B) 1. Trainline Bail Off Stuck Energized. 1. Check Trainline Bail Off Wiring "SS5 - Circuit. Continuous Bail Off (BG TL)"

NOTE: Self Test Fault Only

#72 (249C) 1. Alerter Malfunction. 1. Check Alerter Wiring Circuit. "SS5 - No Alerter Input Or Cut-Off"

NOTE: Self Test Fault Only

#76 (24A0) 1. Magnet Valve (MV20S) Connector 1. Check Magnet Valve (MV20S) "20P/DB1/BEA - Unplugged. Connector. No Ind Supply" 2. Defective Magnet Valve (MV20S). 2. Perform BEA-#20 Pipe Control (Stuck De-energized). Circuit Test (5.2.2; F, 1 thru 2). Replace Magnet Valve (MV20S).

3. Defective Magnet Valve (MV20S) 3. Check Magnet Valve (MV20S) Wiring (Open Circuit). Wiring Circuit.

4. Defective "DB1" PCB. 4. Replace "DB1" PCB.

5. Defective "BEA" PCB. 5. Replace "BEA" PCB.

#77 (24A1) "20P/DB1/BEA - 1. Another Locomotive In Consist Is 1. Move Other Locomotive Ind Ind Supply Open" Also In Lead With Ind Handle In Handle To Release And Place Apply. In Trail. NOTE: Speed Is Less Than 10 MPH 2. Magnet Valve (MV20R) Connector 2. Check Magnet Valve (MV20R) Unplugged. Connector.

OCT/96 5-40 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

TROUBLESHOOTING CHART SYMPTOM PROBABLE CAUSE CORRECTIVE ACTION

#77 (24A1) 3. Defective Magnet Valve (MV20S). 3. Perform BEA-#20 Pipe Control "20P/DB1/BEA - (Stuck Energized). Circuit Test (5.2.2; F, 1 thru 2). Ind Supply Open" Replace Magnet Valve (Cont) (MV20S).

NOTE: Speed Is Less 4. Defective Magnet Valve (MV20S) 4. Check Magnet Valve (MV20S) Than 10 MPH Wiring (Shorted Closed). Wiring Circuit.

5. Defective Magnet Valve (MV20R). 5. Perform BEA-#20 Pipe Control (Stuck De-energized). Circuit Test (5.2.2; F, 1 thru 2). Replace Magnet Valve (20R).

6. Defective Magnet Valve (MV20R) 6. Check Magnet Valve (MV20R) Wiring (Open Circuit). Wiring Circuit.

7. Defective "DB1" PCB. 7. Replace "DB1" PCB.

8. Defective "BEA" PCB. 8. Replace "BEA" PCB.

#78 (24A2) 1. Another Locomotive In Consist Is 1. Move Other Locomotive Ind "20P/DB1/BEA - Also In Lead With Ind Handle In Handle To Release And Place No Ind Release" Apply. In Trail.

NOTE: Speed Is 2. Magnet Valve (MV20R) Connector 2. Check Magnet Valve (MV20R) Greater Than 10 MPH Unplugged. Connector. For This Fault To Be Logged. 3. Defective Magnet Valve (MV20S). 3. Perform BEA-#20 Pipe Control (Stuck Energized). Circuit Test (5.2.2; F, 1 thru 2). Replace Magnet Valve (MV20S).

4. Defective Magnet Valve (MV20S) 4. Check Magnet Valve (MV20S) Wiring (Shorted Closed). Wiring Circuit.

5. Defective Magnet Valve (MV20R). 5. Perform BEA-#20 Pipe Control (Stuck De-energized). Circuit Test (5.2.2; F, 1 thru 2). Replace Magnet Valve (20R).

6. Defective Magnet Valve (MV20R) 6. Check Magnet Valve (MV20R) Wiring (Open Circuit). Wiring Circuit.

7. Defective "DB1" PCB. 7. Replace "DB1" PCB.

8. Defective "BEA" PCB. 8. Replace "BEA" PCB.

IP-157-C 5-41 OCT/96 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

TROUBLESHOOTING CHART SYMPTOM PROBABLE CAUSE CORRECTIVE ACTION

#79 (24A3) 1. #20 Pipe End Cock Open To 1. Close #20 Pipe End Cock. "20P/DB1/BEA - Exhaust. Ind Exhaust Open" 2. Another Locomotive In Consist Is 2. Keep Ind Handle In Release Also In Lead With Ind Handle In And Place Other Locomotive In NOTE: Speed Is Release. Trail. Greater Than 10 MPH For This Fault To Be 3. Defective Magnet Valve (MV20R). 3. Perform BEA-#20 Pipe Control Logged. (Stuck Energized). Circuit Test (5.2.2; F, 1 thru 2). Replace Magnet Valve (20R).

4. Defective Magnet Valve (MV20R) 4. Check Magnet Valve (MV20R) Wiring (Shorted Closed). Wiring Circuit.

5. Defective "DB1" PCB. 5. Replace "DB1" PCB.

6. Defective "BEA" PCB. 6. Replace "BEA" PCB.

#80 (24A4) 1. Defective "COMM" PCB. 1. Replace "COMM" PCB. "COMM - No IFC Receive" 2. Defective IFC Wiring. 2. Check IFC Wiring Circuit.

#81 (24xx) 1. Defective "COMM" PCB. 1. Replace "COMM" PCB. "COMM - Write Lockup"

#82 (24xx) 1. Defective "COMM" PCB. 1. Replace "COMM" PCB. "COMM - Read Lockup"

NOTE:

#90 (24AE) 1. Brake Controller Malfunction Or 1. See Symptom # 10, 11,12, 13, "Brake Vlv Self Defective. 14, 15, 20, 21, 22, 23, 24, 25, Test Fault" 26.

#91 (24AF) 1. ER Control Circuit Malfunction Or 1. See Symptom # 28, 34, 35, 38 "ER Control Self Defective. and 54. Test Fault"

OCT/96 5-42 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

TROUBLESHOOTING CHART SYMPTOM PROBABLE CAUSE CORRECTIVE ACTION

#92 (24BO) 1. Brake Pipe Circuit Malfunction Or 1. See Symptom # 30, 31, 32, 36 "BP Self Test Defective. and 52. Fault"

#93 (24B1) 1 Independent Circuit Malfunction Or 1. See Symptom # 44, 57, 76, 77, "Independent Self Defective. 78 and 79. Test Fault"

#94 (24B2) 1. Bail Off Circuit Malfunction Or 1. See Symptom # 43, 47, 48 and "Bail Off Self Test Defective. 49. Fault"

#95 (24B3) 1. Brake Cylinder Circuit Malfunction 1. See Symptom #40, 41, 42, 45, "BC Self Test Or Defective. 46, 55, 56. 61 and 62. Fault"

#96 (24B4) 1. Locomotive I/O Circuit Malfunction 1. See Symptom #71 and 72. "Locomotive I/O Or Defective. Self Test Fault"

IP-157-C 5-43 OCT/96 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

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OCT/96 5-44 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

CHAPTER 6

EQUIPMENT REPLACEMENT

6.1 General Information

The CCB brake system has been designed for ease of maintenance. Some of the system components are manifold mounted on the pneumatic control unit. Replacement procedures for this equipment can be easily accomplished.

This Section provides the removal and installation procedures for the major components of the brake system. The General Procedures, Paragraph 6.2.1, however, shall apply for any work which is accomplished on the brake system.

6.2 Replacement Procedures

6.2.1 General Procedures

WARNING: BEFORE STARTING WORK PROCEDURES DESCRIBED IN THIS CHAPTER, MAKE SURE THAT ALL SAFETY PRECAUTIONS OUTLINED IN CHAPTER 3, PREPARATION FOR MAINTENANCE, HAVE BEEN COMPLETED.

A. Important

When a component device is removed from the pipe bracket portion or manifold, all mounting gaskets and "O" rings, seals, etc. must be replaced. Refer to New York Air Brake Illustrated Parts Catalog for BNSF for replacement part name and number.

B. Reference

After installation of replacement equipment, reference must be made to Chapter 5 for Single Car Test Procedures.

NOTE: When removing all components from the brake control unit, the exterior surface of the brake control unit is to be cleaned before removing any portion or device by wiping with a soft, clean, lint-free cloth. Likewise, when installing the components, their respective mounting surfaces of the manifold and valve are to be cleaned of all contaminants prior to the placement of the components.

IP-157-C 6-1 OCT/96 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

6.2.2 DIT Valve Replacement

The DIT Valve utilizes a manifold for attachment of some components of the brake system. Normally maintenance of the unit will be accomplished by replacement of any malfunctioning component and leaving the manifold permanently attached to the car. However, in the event that it is desired to replace the entire unit, the procedures for accomplishing this are detailed in the Locomotive Builders Information.

NOTE: When removing all components from the DIT Valve, the exterior surface of the DIT Valve is to be cleaned before removing any portion or device by wiping with a soft, clean, lint-free cloth. Likewise, when installing the components, their respective mounting surfaces of the manifold and valve are to be cleaned of all contaminants prior to the placement of the components.

WARNING: OBSERVE ALL SAFETY PRECAUTIONS OUTLINED IN CHAPTER 3, PREPARATION FOR MAINTENANCE. CCB BRAKE SYSTEM TO BE DEPRESSURIZED BEFORE ANY ATTEMPT IS MADE TO SERVICE THIS UNIT.

A. DB-10 Service Portion, Item 4 (Fig. 6-1, P. 6-5)

1) Removal

a) Remove cotter pin (7). Remove handle (6).

b) Remove three hex nuts (3) that secure the DB-10 service portion (4) to the manifold (1). Remove DB-10 Service Portion (4) from manifold (1).

c) Remove gasket (5) and discard.

d) Install stem guard onto stem.

2) Installation

a) Remove stem guard.

b) Install new gasket (5) onto studs of manifold (1).

c) Install DB-10 service portion (4) onto the studs of manifold (1) and secure with three hex nuts (3). Tighten nuts (3) to 65±2 ft. lbs. (dry torque).

B. Piston Valve, Item 11 (Fig. 6-1, P. 6-5) w/DBI connector

1) Removal

a) Remove two hex head cap screws (10) from manifold (1). Remove piston valve (11) from manifold (1).

2) Installation

a) Ensure that piston valve (11) mounting gaskets are properly in place.

b) Install piston valve (11) onto manifold (1) and secure in place with two hex head cap screws (10).

OCT/96 6-2 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

C. Double Check Valve, Item 9 (Fig. 6-1, P. 6-5)

1) Removal

a) Remove two hex head screws (8) from manifold (1). Remove double check valve (9) from manifold (1).

2) Installation

a) Ensure that double check valve (9) mounting gaskets are properly in place.

b) Install double check valve (9) onto manifold (1) and secure in place with two hex head screws (8).

IP-157-C 6-3 OCT/96 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

Key for Figure 6-1, P. 6-5

1. Manifold 2. Choke 3. Hex Nut 4. DB-10 Service Portion 5. Gasket 6. Handle 7. Cotter Pin 8. Hex Head Screw 9. Double Check Valve 10. Hex Head Cap Screw 11. Piston Valve 12. Thread Protector

OCT/96 6-4 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 6-1 DIT VALVE COMPONENT REPLACEMENT

IP-157-C 6-5 OCT/96 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

6.2.3 Brake Valve Controller

The Brake Valve Controller utilizes piping that connects directly to the vent valve on the back of the controller. This piping connects to the Pneumatic Control Unit (PCU). The complete procedures for removal and installation are detailed in the Locomotive Builders Information.

NOTE: The Brake Valve Controller utilizes fiber optic cables to transmit brake commands to the computer relay unit. In the event that replacement of this unit is needed, care should be taken when disconnecting and re-connecting the optical cables to the brake valve controller

WARNING: OBSERVE ALL SAFETY PRECAUTIONS OUTLINED IN CHAPTER 3, PREPARATION FOR MAINTENANCE. CCB BRAKE SYSTEM TO BE DEPRESSURIZED BEFORE ANY ATTEMPT IS MADE TO SERVICE THIS UNIT.

A. Brake Valve Controller, (Fig 6-2, P. 6-8)

1. Removal

a) Refer to Locomotive Builder information and remove brake valve controller from console of locomotive.

b) Unscrew bolts (3) and remove vent valve (2) from back of brake valve controller (1).

2. Installation

a) Attach vent valve (2) to the brake valve controller (1) by using bolts (3).

OCT/96 6-6 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

Key for Figure 6-2, P. 6-8

1. Brake Valve Controller 2. Vent Valve 3. Bolt

IP-157-C 6-7 OCT/96 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 6-2 BRAKE VALVE CONTROLLER COMPONENT REPLACEMENT

OCT/96 6-8 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

6.2.4 Computer Relay Unit

The Computer Relay Unit (CRU) utilizes a enclosure to seal the computer and all electronics from outdoor elements. Normally maintenance of the unit will be accomplished by replacement of any malfunctioning component and leaving the chassis permanently attached to the locomotive. However, in the event that it is desired to replace the entire unit, the procedures for accomplishing this are detailed in the Locomotive Builders Information.

NOTE: Before removing any components from the CRU, make sure all power to the CRU has been turned off.

WARNING: OBSERVE ALL SAFETY PRECAUTIONS OUTLINED IN CHAPTER 3, PREPARATION FOR MAINTENANCE. CCB BRAKE SYSTEM TO BE DEPRESSURIZED BEFORE ANY ATTEMPT IS MADE TO SERVICE THIS UNIT.

Refer to Figure 6-3 & 6-4, P. 6-10 & 6-11

A. Removal

1) Unscrew bolts (1), do not turn all the way out. Turn retaining clips (2) 180 degrees. Cover (3) may then be removed.

2) Any one of the relays may be removed by unscrewing the miniature screws that are built into the relay and pulling the relay from the socket by hand.

3) All cable connectors used on the front of the interface unit and the computer are released and attached the same way. Refer to figure 6-4, p. 6-11). The SV & SVJ boards are the only exception, they are held in place by a screw which is part of the cable connector.

4) All computer cards are removed by loosening the screws located at the top and the bottom of the card face. (See figure 6-4) Then pulling the board out of the slots of the computer cage.

B. Installation

1) To install computer boards, slide board into slot of computer cage, the last 1/4 inch of travel will be harder to insert due to the board sliding into the back plane connector. Boards do not require much force to seat into back plane connector, therefore do not force. Pull board back out and make sure it is in its slot. Tighten slotted head screws on the face of board.

2) Install cable connectors to the front of the SV & SVJ boards. Tighten screw of connector to socket, located on the front of the boards. Attach all cable connectors to the front of the computer boards. (See figure 6-4)

3) Insert relays into sockets and tighten miniature screws so relay can not vibrate loose.

4) Install cover (3) onto enclosure, rotate retaining clips (2) back to their original positions and tighten bolts (1) to seal cover.

IP-157-C 6-9 OCT/96 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 6-3 COMPUTER COMPONENT REPLACEMENT

OCT/96 6-10 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 6-4 CABLE CONNECTOR REMOVAL AND INSTALLATION

IP-157-C 6-11 OCT/96 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

6.2.5 Pneumatic Control Unit Replacement

The Pneumatic Control Unit utilizes a manifold for attachment of some components of the brake system. Normally maintenance of the unit will be accomplished by replacement of any malfunctioning component and leaving the manifold permanently attached to the car. However, in the event that it is desired to replace the entire unit, the procedures for accomplishing this are detailed in the Locomotive Builders Information. The removal and installation procedures for the replacement of each individual component mounted on the Pneumatic Control Unit are given in, NYR-380.

NOTE: When removing all components from the PCU, the exterior surface of the PCU is to be cleaned before removing any portion or device by wiping with a soft, clean, lint- free cloth. Likewise, when installing the components, their respective mounting surfaces of the manifold and valve are to be cleaned of all contaminants prior to the placement of the components.

WARNING: OBSERVE ALL SAFETY PRECAUTIONS OUTLINED IN CHAPTER 3, PREPARATION FOR MAINTENANCE. CCB BRAKE SYSTEM TO BE DEPRESSURIZED BEFORE ANY ATTEMPT IS MADE TO SERVICE THIS UNIT.

OCT/96 6-12 IP-157-C CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

CHAPTER 7

SYSTEM EQUIPMENT

7.1 General Information

This Section provides the parts list, wiring diagrams and piping diagrams for the brake system.

7-1 OCT/96 CCB BNSF CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

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OCT/96 7-2 CCB CSX CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

CHAPTER 8

NYAB/KNORR CCB - GE-B Fault Codes

8.1 General Information

This Section provides a list of fault codes displayed by the DI Board.

NOTE: Some of the fault codes listed on the following pages are not active or in use.

IP-157-C 8-1 OCTOBER/97 CCB CSX CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

NYAB/KNORR CCB - Fault Codes

DESCRIPTION MODES NYAB GE

CP - ROM ...... Fault 01 ...... 2455 CP - RAM...... Fault 02 ...... 2456

BRAKE VLV/FOR - NO BV RELEASE...... PENALTY...... Fault 10 ...... 245E BRAKE VLV/SS1- NO BV RELEASE...... Fault 11 ...... 245F BRAKE VLV/SS1 -BV EMER ERROR ...... ALARM ...... Fault 12 ...... 2460 BRAKE VLV/FOR - IMPROPER AUTO ...... Fault 13 ...... 2461 BRAKE VLV/SS1 - NO REL VERIFY...... Fault 14 ...... 2462 BRAKE VLV/SS1 - NO EMER VERIFY...... Fault 15 ...... 2463

BRAKE VLV/FOR - IND MAX FROM REL ...... Fault 20 ...... 2468 BRAKE VLV/SS1 - IND MAX ONLY...... Fault 21 ...... 2469 BRAKE VLV/SS1 - IND MAX ONLY...... Fault 22 ...... 246A BRAKE VLV/FOR - IMPROPER IND APP...... Fault 23 ...... 246B BRAKE VLV/SS1 - NO BAIL OFF ...... Fault 24 ...... 246C BRAKE VLV/SS1 - NO MAX IND VERIFY...... Fault 25 ...... 246D BRAKE VLV/SS1 - NO REL IND VERIFY...... Fault 26 ...... 246E

AW4-ER/EPAl - IMPROPER ER PSI ...... Fault 28 ...... 2470 BRAKE VLV/SS1 - IMPROPER MODE ...... Fault 29 ...... 2471 PS-BP/BEA - SWITCH STUCK CLOSED ...... Fault 30 ...... 2472 PS-B-/BEA - SWITCH STUCK OPEN...... Fault 31 ...... 2473 MV53/DB1/EPA1 - ER 0 PSI DEFAULT ...... Fault 32 ...... 2474

AW4-ER/EPAl - NO ER SUPPLY...... PENALTY...... Fault 34 ...... 2476 MVER/DB1/EPA1-ER 0 PSI DEFAULT ...... PENALTY...... Fault 35 ...... 2477 BP-CO/BEA - NO BP CUT OFF...... Fault 36 ...... 2478

AW4-ER/EPA1- NO ER EXHAUST...... PENALTY...... Fault 38 ...... 247A AW4-ER/EPA1 - NO ER SUPPLY ...... Fault 39 ...... 247B AW4-16/EPA2 - NO BC SUPPLY ...... BACKUP...... Fault 40 ...... 247C AW4-16/EPA2 - NO BC EXHAUST...... BACKUP...... Fault 41 ...... 247D MV16T/DB1/EPA2 - BRK BACK UP ...... BACKUP...... Fault 42 ...... 247E PS-13/BEA - NO BC BAIL OFF...... Fault 43 ...... 247F 20CP - ADJUST REGULATOR...... Fault 44 ...... 2480 BCCO/BEA - BC GAGE AT 0 PSI...... Fault 45 ...... 2481 DB1O - NO BACK UP DEFAULT BC...... Fault 46 ...... 2482 PS-13/BEA - NO BC BAIL OFF...... Fault 47 ...... 2483 PS13/MV13S/BEA - NO BAIL OFF ...... Fault 48 ...... 2484 PS13/MV13E/BEA - SLOW BAIL EXHAUST...... Fault 49 ...... 2485

MRT/AD - NO MR TRANS ...... Fault 51 ...... 2487 BPT/AD -NO BP TRANS...... PENALTY & BACKUP...Fault 52 ...... 2488 FLT/AD - NO FLOW TRANS...... Fault 53 ...... 2489 ERT/AD - NO ER TRANS...... PENALTY...... Fault 54 ...... 248A BCT/AD - NO BC TRANS...... Fault 55 ...... 248B 16T/AD - NO BC CONTROL TRANS...... BACKUP...... Fault 56 ...... 248C 2OT/AD - NO IND TRANS...... BACKUP...... Fault 57 ...... 248D

OCTOBER/97 8-2 IP-157-C CCB CSX CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

NYAB/KNORR CCB - Fault Codes (Cont.)

DESCRIPTION MODES NYAB GE

AD - NO TRANS...... PENALTY & BACKUP...Fault 60 ...... 2490

ELV - ADJUSTMENT REQUIRED ...... Fault 62 ...... 2492 MVEM FAULT ...... Fault 63 ...... 2493

SS5 - CONTINUOUS BAIL OFF (BG TL) ...... Fault 71 ...... 249B SS5 - NO ALERTER INPUT OR CUT-OFF ...... Fault 72 ...... 249C BEA - NO CAB SIGNAL INPUT OR CUT-OFF...... Fault 73 ...... 249D NO BLENDED BRAKE - IMPROPER INPUT...... Fault 74 ...... 249E BRAKE SETBACK FAULT ...... Fault 75 ...... 249F 2OP/DB1/BEA - NO IND SUPPLY ...... Fault 76 ...... 24A0 2OP/DB1/BEA - IND SUPPLY OPEN ...... PENALTY...... Fault 77 ...... 24A1 2OP/DB1/BEA - NO IND RELEASE...... PENALTY...... Fault 78 ...... 24A2 2OP/DB1/BEA - IND EXHAUST OPEN ...... Fault 79 ...... 24A3 COMM - NO IFC RECEIVE...... Fault 80 ...... 24A4 COMM - RX MESSAGE OVERRUN FAULT...... Fault 81 ...... 24A5 COMM - TX MESSAGE OVERRUN FAULT...... Fault 82 ...... 24A6

DPC COMM LOST FAULT...... Fault 85 ...... 24A9 DPC RX MESS OVERRUN FAULT ...... Fault 86 ...... 24AA DPC TX MESS OVERRUN FAULT...... Fault 87 ...... 24AB DPC EMERGENCY FAULT ...... Fault 88 ...... 24AC

BRAKE VLV SELF TEST FAULT...... Fault 90 ...... 24AE ER CONTROL SELF TEST FAULT ...... Fault 91 ...... 24AF BP SELF TEST FAULT ...... Fault 92 ...... 24B0 INDEPENDENT SELF TEST FAULT ...... Fault 93 ...... 24B1 BAIL OFF SELF TEST FAULT...... Fault 94 ...... 24B2 BC SELF TEST FAULT...... Fault 95 ...... 24B3 LOCOMOTIVE I/0 SELF TEST FAULT...... Fault 96 ...... 24B4

BRAKE VLV REBUILD CYCLE...... Fault 101 ...... 24B9 SSI PCB RECONDITION CYCLE ...... Fault 102 ...... 24BA FOR PCB RECONDITION CYCLE ...... Fault 103 ...... 24BB AW4-ER REBUILD CYCLE...... Fault 104 ...... 24BC EPA1 PCB RECONDITION CYCLE...... Fault 105 ...... 24BD MVER REBUILD CYCLE...... Fault 106 ...... 24BE

MV53 REBUILD CYCLE...... Fault 108 ...... 24C0 BP-CO REBUILD CYCLE...... Fault 109 ...... 24C1 BP RELAY REBUILD CYCLE ...... Fault 110 ...... 24C2 PS-BP REPLACEMENT CYCLE...... Fault 111 ...... 24C3 BP TRANS REPLACEMENT CYCLE ...... Fault 112 ...... 24C4 MVEM REBUILD CYCLE ...... Fault 113 ...... 24C5 PVEM REBUILD CYCLE...... Fault 114 ...... 24C6 MR TRANS REPLACEMENT CYCLE...... Fault 115 ...... 24C7 20 PORTION REBUILD CYCLE ...... Fault 116 ...... 24C8 BEA RECONDITION CYCLE ...... Fault 117 ...... 24C9 DB1 PCB RECONDITION CYCLE...... Fault 118 ...... 24CA MV13S REBUILD CYCLE ...... Fault 119 ...... 24CB MV13E REBUILD CYCLE ...... Fault 120 ...... 24CC

IP-157-C 8-3 OCTOBER/97 CCB CSX CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

NYAB/KNORR CCB - Fault Codes (Cont.)

DESCRIPTION MODES NYAB GE

13-CO REBUILD CYCLE ...... Fault 121 ...... 24CD

PS-13 REPLACEMENT CYCLE ...... Fault 123 ...... 24CF DCV REBUILD CYCLE ...... Fault 124 ...... 24D0 AW4-16 REBUILD CYCLE...... Fault 125 ...... 24D1 EPA2 PCB RECONDITION CYCLE...... Fault 126 ...... 24D2 MV16T REBUILD CYCLE ...... Fault 127 ...... 24D3 BC RELAY REBUILD CYCLE ...... Fault 128 ...... 24D4 BC TRANS REPLACEMENT CYCLE ...... Fault 129 ...... 24D5 PVE REBUILD CYCLE...... Fault 130 ...... 24D6 ELV REBUILD CYCLE ...... Fault 131 ...... 24D7 BCCO REPLACEMENT CYCLE ...... Fault 132 ...... 24D8 DB 10 PORTION REBUILD CYCLE ...... Fault 133 ...... 24D9 SS5 PCB-RECONDITION CYCLE...... Fault 134 ...... 24DA SC1 PCB - RECONDITION CYCLE...... Fault 135 ...... 24DB SC2 PCB RECONDITION CYCLE...... Fault 136 ...... 24DC BB/AA PCB RECONDITION CYCLE ...... Fault 137 ...... 24DD DB2 PCB - RECONDITION CYCLE VCU REBUILD CYCLE ...... Fault 138 ...... 24DE VCU REBUILD CYCLE ...... Fault 139 ...... 24DF SV1 PCB RECONDITION CYCLE ...... Fault 140 ...... 24E0

CP PCB - RECONDITION CYCLE...... Fault 142 ...... 24E2 DI PCB - RECONDITION CYCLE ...... Fault 143 ...... 24E3 COMM PCB - RECONDITION CYCLE ...... Fault 144 ...... 24E4 AD PCB - RECONDITION CYCLE...... Fault 145 ...... 24E5 BCPS RELAY REPLACEMENT CYCLE...... Fault 146 ...... 24E6 IBS RELAY REPLACEMENT CYCLE...... Fault 147 ...... 24E7 COR RELAY REPLACEMENT CYCLE...... Fault 148 ...... 24E8 BBE RELAY REPLACEMENT CYCLE ...... Fault 149 ...... 24E9 BVPS RELAY REPLACEMENT CYCLE...... Fault 150 ...... 24EA SUPP RELAY REPLACEMENT CYCLE...... Fault 151 ...... 24EB ES RELAY REPLACEMENT CYCLE...... Fault 152 ...... 24EC VA RELAY REPLACEMENT CYCLE...... Fault 153 ...... 24ED INVALID FAULT MESSAGE NUMBER...... Fault 154 ...... 24EE

OCTOBER/97 8-4 IP-157-C CCB CSX CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

DIAG SUM MESSAGES

FLAG MESSAGE RECOVERY MESSAGE

AIR BRAKE POWER UP PENALTY MOVE HANDLE TO SUPP TO RESET REMAIN IN SUPP FOR 10 SECONDS

AIR BRAKE FAULT EMERGENCY MOVE HANDLE TO EMER TO RECOVER KEEP HANDLE IN EMER FOR XX SECONDS TO CLEAR EMER MOVE HANDLE TO RELEASE

OPERATOR EMERGENCY KEEP HANDLE IN EMER FOR XX SECONDS TO CLEAR EMER MOVE HANDLE TO RELEASE

FIREMAN EMERGENCY MOVE HANDLE TO EMER TO RECOVER KEEP HANDLE IN EMER FOR XX SECONDS TO CLEAR EMER MOVE HANDLE TO RELEASE

TRAINLINE EMERGENCY MOVE HANDLE TO EMER TO RECOVER KEEP HANDLE IN EMER FOR XX SECONDS TO CLEAR EMER MOVE HANDLE TO RELEASE

DPC EMERGENCY MOVE HANDLE TO EMERGENCY TO RESET KEEP HANDLE IN EMERGENCY FOR XX SECONDS TO CLEAR EMER MOVE HANDLE TO RELEASE

DPC PENALTY MOVE HANDLE TO SUPP TO RECOVER

DIST PWR REMOTE MESSAGE OF OPERATION

LEAKAGE TEST ACTIVE MESSAGE OF OPERATION

DPC REMOTE AUTO MOVE HANDLE TO HANDLE OFF TO RESET

DPC REMOTE IND MOVE HANDLE TO IND TO RESET

AIR BRAKE FAULT PENALTY MOVE HANDLE TO SUPP TO RESET REMAIN IN SUPP FOR 10 SECONDS

OVERSPEED PENALTY MOVE HANDLE TO SUPP TO RESET REMAIN IN SUPP FOR 10 SECONDS

ALERTER PENALTY PLACE HANDLE TO SUPP TO RESET REMAIN IN SUPP FOR 10 SECONDS

PENALTY PLACE HANDLE TO SUPP TO RESET REMAIN IN SUPP FOR 10 SECONDS

UNKNOWN IFC PENALTY PLACE HANDLE TO SUPP TO RESET REMAIN IN SUPP FOR 10 SECONDS

IP-157-C 8-5 OCTOBER/97 CCB CSX CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

OPERATOR MESSAGE

AUTO BRAKE CAN'T RELEASE-TRAIL ONLY NO LEAD OR TRAIL INDEPENDENT-TRAIL ONLY NO LEAD INDEPENDENT-TRAIL ONLY DEAD IN TOW BC-TRAIL ONLY DEFECTIVE INDEPENDENT BRAKE-TRAIL ONLY NO BP CUTOFF-TRAIL ONLY BRAKE CONTROLLER DEFECTIVE-TRAIL ONLY BAIL OFF INOPERATIVE-TRAIL ONLY NOTE-NO MAIN RESERVOIR GAGE LEAD TRUCK CUTOUT REVERSER NOT CENTERED CHECK SET-UP - HOSES AND CONTROLLERS MVEM/SS5 NO BRAKE CYLINDER GAUGE INVALID OPERATOR MESSAGE

OCTOBER/97 8-6 IP-157-C