Emd Contract Ccb Brake Equipment Maintenance Manual

New York Air Brake CCB Brake System

EMD CONTRACT CCB BRAKE EQUIPMENT MAINTENANCE MANUAL

IP-148-C

For the SD 70MAC LOCOMOTIVE

DECEMBER 2001 CCB EMD 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 DESTROY SUPERSEDED PAGES.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 560, consisting of:

PAGE NO. CHANGE NO. ISSUE

Title 3 December/01

A 3 December/01 B 3 December/01

i through viii 2 December/01

1-1 through 1-82 2 December/01

2-1 2 December/01 2-2 2 December/01 includes: C.W. 135 3 May/99 C.W. 217 6 November/01 C.W. 218 2 May/98 C.W. 219 2 October/95 C.W. 220 2 October/95 C.W. 221 5 April/00 C.W. 222 2 October/95 C.W. 223 3 May/98 C.W. 224 3 May/98 C.W. 225 2 June/96 C.W. 226 4 May/97 C.W. 227 3 August/98 C.W. 228 3 May/98 C.W. 229 3 May/98 C.W. 230 2 June/96 C.W. 231 3 June/96 C.W. 232 1 April/94 C.W. 233 5 August/97 C.W. 235 1 April/94 C.W. 236 2 October/95 C.W. 237 3 September/96 C.W. 239 3 November/97 C.W. 240 1 April/94 C.W. 243 3 June/96 C.W. 245 4 December/01 C.W. 250 1 June/95 C.W. 253 1 August/95 C.W. 266 1 June/97

ADDITIONAL COPIES OF THIS PUBLICATION MAY BE OBTAINED FROM:

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

IP-148-C - A - DECEMBER/01 CCB EMD 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 DESTROY SUPERSEDED PAGES.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 560, consisting of:

PAGE NO. CHANGE NO. ISSUE

C.W. 279 1 November/01 C.W. 280 1 December/01

3-1 through 3-4 2 December/01

4-1 through 4-8 2 December/01

5-1 through 5-43 2 December/01

6-1 through 6-10 2 December/01 Includes: NYR-345 4 November/01 NYR-350 4 August/00

7-1 2 December/01 7-2 (Blank) 2 December/01 Includes: P/L: 1441 L February/93 P/L: 1482 G May/95 P/L: 1484 G May/95 P/L: 1505 C October/96 P/L: 1544 C March/98 P/L: 1567 A December/98 P/L: 1586 A August/99

P/D - 1441 K February/93 P/D - 1482 D May/94 P/D - 1484 D May/95 P/D - 1544 A March/98 P/D - 1567 A April/99 P/D - 1586 F October/99

W/D - 1441 F February/93 W/D - 1482 H July/95 W/D - 1484 J August/95 W/D - 1505 F September/96 W/D - 1544 B March/98 W/D - 1567 C April/99 W/D - 1586 F October/99

8-1 through 8-14 3 December/01

ADDITIONAL COPIES OF THIS PUBLICATION MAY BE OBTAINED FROM:

DECEMBER/01 - B - IP-148-C CCB EMD 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 1-16 1.1.3 AIR BRAKE SET-UP 1-17 1.1.4 LOSS OF POWER MODE 1-19 1.1.5 POWER UP PENALTY 1-19

1.2 GENERAL INFORMATION 1-20 1.2.1 CCB INTRODUCTION 1-20 1.2.2 SYSTEM DESCRIPTION 1-22 1.2.3 OPERATION 1-24

A. RELEASE POSITION 1-24 B. BRAKE CYLINDER PRESSURE CONTROL 1-29 C. SERVICE APPLICATION-AUTOMATIC 1-32 D. BRAKE CYLINDER-AUTOMATIC 1-38 E. SUPPRESSION POSITION 1-38 F. CONTINUOUS SERVICE POSITION 1-43 G. EMERGENCY APPLICATION-EMERGENCY 1-45 H. EMERGENCY APPLICATION-FIREMAN’S VALVE 1-53 I. EMERGENCY APPLICATION-TRAIN SEPARATION 1-53 J. AUTOMATIC APPLICATION-BAIL OFF 1-55 K. TRAIL POSITION-AUTOMATIC BRAKE 1-61 L. TRAIL POSITION-ANY EMERGENCY APPLICATION AND RELEASE 1-61 M. TRAIL OPERATION-BAIL OFF 1-61 N. INDEPENDENT APPLICATION AND RELEASE 1-66 O. TRAILING INDEPENDENT BRAKING 1-74 P. LOSS OF POWER OR DEFAULT MODE 1-74 Q. SERVICE PENALTY DEFAULT 1-74 R. INDEPENDENT - BACK UP TRAIL OPERATION 1-79 S. AUTOMATIC SERVICE APPLICATION 1-79 BAIL OFF-BACK UP TRAIL OPERATION T. EMERGENCY APPLICATION BAIL-OFF 1-80 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 3-1

3.3 COMPONENT ASSEMBLY PRECAUTIONS 3-3

IP-148-C i DECEMBER/01 CCB EMD 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 AIR PRESSURE TEST 4-1

4.5 EQUIPMENT REPLACEMENT, REPAIR, AND OVERHAUL 4-5

5.0 ON-LOCOMOTIVE CHECKOUT AND ANALYSIS 5-1

5.1 GENERAL INFORMATION 5-1

5.2 FUNCTION TESTING 5-1 5.2.1 Locomotive Air Brake Test 5-1 5.2.2 CCB Tests 5-2

5.3 REMOTE SESSIONS 5-8 5.3.1 Overview 5-8 5.3.2 Description Of Operation 5-8 5.3.3 Screen Layout 5-9

5.4 SUBSYSTEM ANALYSIS PROCEDURE FOR TROUBLESHOOTING 5-34 LOCOMOTIVE COMPUTER CONTROLLED BRAKE EQUIPMENT FOR EMD/BN (Ref. NYT-1272-C)

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 6-7 6.2.4 Computer Relay Unit 6-9 6.2.5 Pneumatic Control Unit Replacement 6-10

NYR-332 NYR-345 NYR-350

DECEMBER/01 ii IP-148-C CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

TABLE OF CONTENTS (Contd.)

CHAPT/SECT TITLE PAGE

7.0 SYSTEM EQUIPMENT 7-1

Parts Lists Piping Diagrams Wiring Diagrams

8.0 NYAB/KNORR CCB - EMD - FAULT CODES 8-1

8.1 General Information 8-1

8.2 NYAB/KNORR CCB – FAULT CODES 8-2

8.3 Diag Sum Messages 8-4

8.4 AIR BRAKE FAIL INDICATIONS 8-5

8.5 AIR BRAKE FAIL CREW MESSAGES 8-5

8.6 AIR BRAKE FAIL DETECTION AND CLEAR 8-6

8.7 FAULT SET-UP OR CLEAR 8-8

8.8 MU OF CCB BRAKING SYSTEM 8-14

8.9 CLEARING FAULTS ON MU 8-14

IP-148-C iii DECEMBER/01 CCB EMD 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 CS ...... Continuous Service DB1 ...... Magnet Valve Driver Board PCB DB2 ...... Relay Driver PCB dc ...... Direct Current DCV ...... Double Check Valve DI ...... Diagnostic PCB ELV ...... Emergency Limiting Valve

DECEMBER/01 iv IP-148-C CCB EMD 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 K4RLIS...... Rail Lubrication Relay K5COR...... PCR Cut-Out Relay K12VA...... Brake Failure Alarm Relay kN...... Kilo Newtons lbs...... Pounds mm ...... Millimeter MIN ...... Minimum

IP-148-C v DECEMBER/01 CCB EMD 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

DECEMBER/01 vi IP-148-C CCB EMD 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

IP-148-C vii DECEMBER/01 CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

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DECEMBER/01 viii IP-148-C CCB EMD 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

Figure 1-1 shows the arrangement of the equipment in the air brake compartment. The system being shown is EMD/BN System 1441, which is representative of the other systems. Figures 1-2 through 1-5 show the Brake Valve Controller handle positions. See Figures 1-6, 1-7 and 1-8 for the valve locations on the Pneumatic Control Unit. See Figures 1-9 through 1-14 for the component locations in the Computer Relay Unit.

IP-148-C 1-1 DECEMBER/01 CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-1 VCU, PCU AND CRU ARRANGEMENTS

DECEMBER/01 1-2 IP-148-C CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-2 BRAKE VALVE CONTROLLER (For Units 1 thru 75: 1441 BN ICE)

IP-148-C 1-3 DECEMBER/01 CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-3 BRAKE VALVE CONTROLLER (Units 76 and Up: 1441 BN ICE) (All Units: 1482 BN ICE-DP, 1484 SF ICE-DP, 1567 ALASKA FIRE COMMUNICATION and 1586 BNSF ICE-DP)

DECEMBER/01 1-4 IP-148-C CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-4 BRAKE VALVE CONTROLLER (1505 CSX ICE)

IP-148-C 1-5 DECEMBER/01 CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-5 BRAKE VALVE CONTROLLER (1544 TFM ICE-DP)

DECEMBER/01 1-6 IP-148-C CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-6 PNEUMATIC CONTROL UNIT (1441 BN ICE, 1482 BN ICE-DP, 1544 TFM ICE-DP, 1567 ALASKA FIRE COMMUNICATION and 1586 BNSF ICE-DP)

IP-148-C 1-7 DECEMBER/01 CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-7 PNEUMATIC CONTROL UNIT (1484 SF ICE-DP)

DECEMBER/01 1-8 IP-148-C CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-8 PNEUMATIC CONTROL UNIT (1505 CSX ICE)

IP-148-C 1-9 DECEMBER/01 CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-9 COMPUTER RELAY UNIT (Units 1 thru 75: 1441 BN ICE)

DECEMBER/01 1-10 IP-148-C CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-10 COMPUTER RELAY UNIT (Units 76 and Up: 1441 BN ICE)

IP-148-C 1-11 DECEMBER/01 CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-11 COMPUTER RELAY UNIT (1482 BN ICE-DP, 1544 TFM ICE-DP, 1567 ALASKA FIRE COMMUNICATION)

DECEMBER/01 1-12 IP-148-C CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-12 COMPUTER RELAY UNIT (1484 SF ICE-DP)

IP-148-C 1-13 DECEMBER/01 CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-13 COMPUTER RELAY UNIT (1505 CSX ICE)

DECEMBER/01 1-14 IP-148-C CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-14 COMPUTER RELAY UNIT (1586 BNSF ICE-DP)

IP-148-C 1-15 DECEMBER/01 CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

1.1.2 BRAKE VALVE (Fig. 1-2 thru 1-5)

1.1.2.1 OPERATING - AUTOMATIC HANDLE

The Brake Valve Controller handle operates through six detented control positions: RELEASE, MINIMUM REDUCTION, FULL SERVICE, SUPPRESSION, CONTINUOUS SERVICE/ HANDLE OUT, 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 58-62 psi (all systems except 1484/SF/ICE-DP which is 44-46 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 the Suppression position and CONTINUOUS SERVICE/HANDLE OUT.

Placing the handle in CONTINUOUS SERVICE/HANDLE OUT, 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 either lifting the bail ring or pressing the push button on the independent Brake Valve Controller handle depending on the specific model. 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 initiate a release of an Automatic brake application, either lift the bail ring or press the push button on the independent Brake Valve Controller handle depending on the specific model. The locomotive brake cylinder pressure will be reduced to the value corresponding to the position of the independent handle.

DECEMBER/01 1-16 IP-148-C CCB EMD 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.

1.1.3 AIR BRAKE SET-UP

NOTE For the BNSF/EP-60/1586 brake system refer to IP-169-1 for the “Air Brake Set-Up” instructions. For the EMD/TFM/DP/1544 brake system the displays of the following procedure are in Spanish.

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

A. For Set-Up as Lead or Single Unit (SD70MAC Brake Set Up)

If SD70MAC unit is in MU with other locomotives, ensure all units are in TRAIL before attempting to set up SD70MAC in LEAD.

1. Place the automatic brake handle to the CS/HO position.

2. Place the independent brake handle to the FULL APPLIED position.

3. Close the AIR BRAKE circuit breaker, battery switch, ICE/FIRE control breaker and control and fuel pump switch.

4. Note that after the ICE/FIRE system has initialized and is running, the current air brake pressures and brake system status are displayed on the #1 ICE/FIRE (OPERATORS) display.

5. If the air brake system is not set for LEAD/CUT-IN or the proper equalizing reservoir pressure, then press the AIR BRAKE key on the ICE/FIRE Setup display to call up the air brake set up menu (#2 ICE/FIRE Screen).

6. If the unit is in TRAIL mode, then change the unit from TRAIL to LEAD by pressing LEAD/TRAIL key.

NOTE

The NEW status changes to LEAD.

7. Set the equalizing reservoir pressure to the required pressure by pressing the ER SET UP key and then entering the proper pressure. Press the ENTER key.

8. If the unit is in CUT OUT mode, press the CUT IN/OUT key to set the "NEW" value to CUT IN.

9. Enter the values by pressing the ACCEPT NEW key. After pressing the key once, the ACCEPT NEW key must be pressed a second time to confirm selections. Note that the SET UP display returns to the main menu.

NOTE

Selections are not entered until the main set up menu returns and they are reflected on the AIR BRAKE portion of the #1 ICE/FIRE display screen (OPERATORS).

IP-148-C 1-17 DECEMBER/01 CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

10. Move the automatic handle to the REL position. Wait for AIR BRAKE IS POWERING ON or KEEP HANDLE IN SUPPRESSION FOR 10 SECONDS messages to clear if they are displayed prior to moving the handle to the REL position.

• Note that equalizing reservoir reads the required pressure.

• Note that brake pipe is within one psi of the equalizing reservoir gauge reading.

• Note that OPERATORS display reads as follows:

AIR BRAKE LEAD-CUT IN

B. For Set-Up as Trail Unit (SD70MAC Brake Set Up)

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 the #1 ICE/FIRE (Operators) display and press the AIR BRAKE Key on the ICE/FIRE set display to call up the airbrake setup menu (#2 ICE/FIRE Screen).

4. After Brake Pipe exhaust ceases, select TRAIL by pressing LEAD/TRAIL Key, then place Independent Brake in full release.

NOTE

New status changes to TRAIL.

5. Enter the values by pressing the ACCEPT NEW Key. After pressing the key once, the ACCEPT NEW Key must be pressed a second time to confirm selections. Note that the SETUP display returns to the main menu.

6. Automatic and Independent Brakes are now CUT OUT. Place Automatic Brake Handle in the CONTINUOUS SERVICE/HANDLE OUT position.

NOTE

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

C. For Set-Up Of "Trail" Units To "Back Up" Brake (SD70MAC Brake Set Up)

1. Make Up Consist as per normal procedure.

2. On Each TRAIL Unit to be put in "BACKUP" mode:

a. Place the Automatic Handle to "CS/HO" position and Independent Handle to "REL" position.

b. Assure that ER Gage has reduced to 0 psi.

NOTE

If ER is not less than 5 psi a train penalty brake shall occur.

c. Open Air Brake Circuit Breaker.

DECEMBER/01 1-18 IP-148-C CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

d. Silence Air Brake Alarm. Select "Control" key on Main Display Select "Alrm Bell Silence"

e. Alerter shall time-out and "Penalty Brake Fail to Apply Message" shall appear.

NOTE

Alerter will re-time-out if Display buttons are pushed. No Train Penalty shall occur.

D. Changing Ends "Trail Back Up Brake" To "Lead" (SD70MAC Brake Set Up)

1. Assure that the Automatic Handle is in the "CS/HO" position.

NOTE

Train penalty or emergency brake may occur if the Auto is not in this position.

2. Close Air Brake Circuit Breaker.

3. Wait for Pressures to be displayed on screen.

NOTE

"Penalty Brake Fail to Apply" Message shall occur. Message will clear when placed to "Lead Cut Out."

4. Select "Air Brake" and set to "Lead Cut Out."

5. Charge ER prior to selecting "Lead-Cut In" as desired.

1.1.4 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. Open the endcocks for the Actuating Pipe and the Independent Application and Release Pipe to prevent buildup of pressure.

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.

1.1.5 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

IP-148-C 1-19 DECEMBER/01 CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

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 cylinder.

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 1-15

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 ICE/FIRE onboard computer. Regulating Valve setting is factory set by the computer software and can be adjusted through or with the ICE/FIRE 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, and emergency sanding.

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.

DECEMBER/01 1-20 IP-148-C CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-15 CCB CONFIGURATION

IP-148-C 1-21 DECEMBER/01 CCB EMD 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 flow rates, 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 psi B.P. 90 psi B.C. 58-62 psi Service - Normal (Back-Up System 48-51 psi) B.C. 78-82 psi Emergency (Back-Up System 78-82 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.

C. Brake Valve Controller Handle position operating pressures:

Refer to Figure 1-16 (90 PSI Regulating Valve Setting)

AUTOMATIC HANDLE

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

Minimum Service - E.R. and B.P. reduce to 83-85 psi, BC = 6-15 psi

Service Zone - 82 psi to 66 psi, E.R./B.P. E.R. and B.P. reduce to between 82 and 66 psi (self-lapping) B.C. pressure increases to between 16 and 58.

Full Service - E.R. and B.P. 63-65 psi

BC = 58-62 psi (all except 1484/SF/ICE-DP) BC = 43-47 psi (1484/SF/ICE-DP)

Suppression - E.R. and B.P. 63-65 psi, B.C. = 59-61 psi

B.C. = 58-62 psi (all except 1484/SF/ICE-DP) B.C. = 43-47 psi (1484/SF/ICE-DP)

DECEMBER/01 1-22 IP-148-C CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

AUTOMATIC HANDLE (cont’d.)

Over Reduction Zone - 64 psi to ≈ 40psi, ER/BP self-lapping, BC = 58-62 psi (all except 1484/SF/ICE-DP) BC = 44-46 psi (1484/SF/ICE-DP)

Continuous Service/ - 39 psi to zero E.R. reduces to zero Handle Out B.P. reduces to 7-13 psi B.C. increases to 78-82 psi

Emergency - E.R. and B.P. reduces to 0 psi, BC = 78-82 psi

NOTE

Equalizing Reservoir and Brake Pipe are maintained against leakage in all positions above Continuous Service/Handle Out.

INDEPENDENT HANDLE

Independent - Full brake position, B.C. = 71-74 psi max - Normal (Backup System 45 psi) Release position, BC = 0 psi

20 pipe - 45-47 psi max

TOP VIEW

/HO

FIGURE 1-16 TYPICAL BRAKE VALVE CONTROLLER HANDLE POSITIONS

IP-148-C 1-23 DECEMBER/01 CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

1.2.3 OPERATION

NOTE

The piping and wiring diagrams for the EMD/BN SD-70 MAC (1441) application are used to illustrate all applications. Where significant differences affect operation, they will be identified in the relevant operational position. Refer to the wiring diagrams for the specific locomotive application in Chapter 7 to confirm the pin numbering and circuit board designations. The following chart identifies the correct Piping Diagram and Wiring Diagram for each application:

Application P/D and W/D

EMD/BN/1441 1441 EMD/BN/DP/1482 1482 EMD/SF/DP/1484 1484 EMD/CSX/1505 1505 EMD/TFM/DP/1544 1544 EMD/Alaska/1567 1567 BNSF/EP-60/1586 1482 and 1586

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 'SUP' 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 'SUP' position. A minimum of 10 seconds will always be required after the handle is in 'SUP' 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 1-17

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/CPZ (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/CPZ 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 1-18

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.

DECEMBER/01 1-24 IP-148-C CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

Refer to Figure 1-19

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 1-18

BP trainline is monitored by the Brake Pipe Transducer (BPT) and Brake Pipe Pressure Switch (PS-BP). 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-148-C 1-25 DECEMBER/01 CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-17 ER CONTROL CIRCUIT RELEASE POSITION-LEAD/CUT-IN

DECEMBER/01 1-26 IP-148-C CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-18 BP CHARGING - BRAKE VALVE IN RELEASE - LEAD/CUT-IN

IP-148-C 1-27 DECEMBER/01 CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-19 AUTOMATIC RELEASE AND CHARGING - EQUALIZING RESERVOIR AND BRAKE PIPE

DECEMBER/01 1-28 IP-148-C CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

B. BRAKE CYLINDER PRESSURE CONTROL

Refer to Figure 1-20

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/CPZ board via the AD/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/CPZ 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 1-21

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 at a rate controlled by the #16 control volume until brake cylinder pressure is zero.

MV16T cycles every 10th brake release (BC < 2 psi).

IP-148-C 1-29 DECEMBER/01 CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-20 #16 PIPE CONTROL CIRCUIT RELEASE POSITION

DECEMBER/01 1-30 IP-148-C CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-21 AUTOMATIC RELEASE BRAKE CYLINDER PRESSURE CONTROL

IP-148-C 1-31 DECEMBER/01 CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

C. SERVICE APPLICATION - AUTOMATIC

Refer to Figure 1-23 thru 1-25

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 flow rate of Equalizing Reservoir to exhaust is controlled by the computer by changing the command pressure to the EPA -1 relative to elapsed time. Since the Analog Converter magnet valves are a 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 1-26

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: On application 1567 the flow is through a magnet valve before going through the double check 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.

DECEMBER/01 1-32 IP-148-C CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-22 ANALOG CONVERTER CONTROL

IP-148-C 1-33 DECEMBER/01 CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-23 ER CONTROL CIRCUIT MINIMUM SERVICE POSITION- LEAD/CUT-IN

DECEMBER/01 1-34 IP-148-C CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-24 ER CONTROL CIRCUIT FULL SERVICE POSITION - LEAD/CUT-IN

IP-148-C 1-35 DECEMBER/01 CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-25 ER CONTROL CIRCUIT SERVICE LAP POSITION - LEAD/CUT-IN

DECEMBER/01 1-36 IP-148-C CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-26 AUTOMATIC SERVICE APPLICATION EQUALIZING RESERVOIR AND BRAKE PIPE CIRCUITS

IP-148-C 1-37 DECEMBER/01 CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

D. BRAKE CYLINDER CONTROL - AUTOMATIC

Refer to Figure 1-27 thru 1-29

At the same time the Brake Pipe Transducer (BPT) detects the reduction of brake pipe which is read by the central processor (CP/CPZ) via the Analog/Digital circuit (AD/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 1-30

NOTE

Refer to the MV16T configuration differences on page 1-29.

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.

DECEMBER/01 1-38 IP-148-C CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-27 #16 PIPE CONTROL CIRCUIT MINIMUM SERVICE POSITION

IP-148-C 1-39 DECEMBER/01 CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-28 #16 PIPE CONTROL CIRCUIT FULL SERVICE OR SUPPRESSION POSITION

DECEMBER/01 1-40 IP-148-C CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-29 #16 PIPE CONTROL CIRCUIT LAP POSITION

IP-148-C 1-41 DECEMBER/01 CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-30 AUTOMATIC APPLICATION BRAKE CYLINDER CONTROL

DECEMBER/01 1-42 IP-148-C CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

F. CONTIUOUS SERVICE POSITION

Refer to Figure 1-31

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-148-C 1-43 DECEMBER/01 CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-31 ER CONTROL CIRCUIT CONTINUOUS SERVICEHANDLE OUT POSITION - LEAD/CUT-IN

DECEMBER/01 1-44 IP-148-C CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

G. EMERGENCY APPLICATION - EMERGENCY

Refer to Figure 1-32 thru 34

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 AE-2 microswitch is closed by a cam movement: 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 1-35

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.

NOTE

In Distributed Power applications MVDPEM is also commanded to energize to vent the pilot port of PVEM. Refer to P/D 1482, 1484 and 1544 in Chapter 7.

IP-148-C 1-45 DECEMBER/01 CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-32 BP VENTING - LEAD CUT-IN BRAKE VALVE IN EMERGENCY

DECEMBER/01 1-46 IP-148-C CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-33 EMERGENCY CIRCUIT - EMERGENCY POSITION

IP-148-C 1-47 DECEMBER/01 CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-34 EMERGENCY CIRCUIT - RELEASE TO C.S.

DECEMBER/01 1-48 IP-148-C CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-35 ANY EMERGENCY APPLICATION BRAKE PIPE PRESSURE CONTROL

IP-148-C 1-49 DECEMBER/01 CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

#16 CONTROL CIRCUIT

Refer to Figure 1-36

At the same time the Brake Pipe Transducer (BPT) detects the reduction of brake pipe which is read by the central processor (CP/CPZ) via the Analog/Digital circuit (AD). 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 1-37

NOTE

Refer to the MV16T configuration differences on page 1-29.

NOTE

Refer to P/D 1484 in Chapter 7 for an alternate configuration of the PVE.

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 80 psi) through PVE double check valve to the J-1 Relay. #16 Control Pressure rises quickly to 80 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 80 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 deenergization 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.

DECEMBER/01 1-50 IP-148-C CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-36 #16 PIPE CONTROL CIRCUIT CS/HO OR EMERGENCY POSITION

IP-148-C 1-51 DECEMBER/01 CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-37 EMERGENCY APPLICATION BRAKE CYLINDER PRESSURE CONTROL

DECEMBER/01 1-52 IP-148-C CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

H. EMERGENCY APPLICATION - Fireman's Valve

Refer to Figure 1-38

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 AD/ADZ board. The central processor (CP/CPZ) 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.

NOTE

In Distributed Power applications MVDPEM is also commanded to energize to vent the pilot port of PVEM. Refer to P/D 1482, 1484 and 1544 in Chapter 7.

I. EMERGENCY APPLICATION - Train Separation

Refer to Figure 1-38

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-148-C 1-53 DECEMBER/01 CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-38 FIREMAN'S EMERGENCY AND/OR TRAIN SEPARARTION – BRAKE VALVE IN RELEASE, SERVICE, OR SUPPRESSION

DECEMBER/01 1-54 IP-148-C CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

J. AUTOMATIC APPLICATION - BAIL OFF

Refer to Figure 1-39 thru 42

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.)

NOTE

Some applications of Brake Valve Controllers have lift rings on the handles instead of push buttons.

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/CPZ) 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.

BACK-UP BAIL-OFF (LEAD UNIT ONLY) (Refer to Fig. 1-43)

With CCB system OFF Bail-Off is still operative through a parallel hard wired circuit that directly energizes MV-13S to pressurize the #13 Actuating Pipe. When the Bail-Off button is released #13 Actuating Pipe air is venting (somewhat slower) through a deenergized MV13S Magnet Valve.

IP-148-C 1-55 DECEMBER/01 CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-39 AUTOMATIC BAIL OFF - LEAD UNIT - BN BAIL OFF ACTUATED - SERVICE OR EMERGENCY APPLICATION NORMAL POSITION

DECEMBER/01 1-56 IP-148-C CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-40 AUTOMATIC BAIL OFF - LEAD UNIT - BAIL OFF RELEASED- SERVICE OR EMERGENCY APPLICATION - NORMAL POSITION

IP-148-C 1-57 DECEMBER/01 CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-41 AUTOMATIC BAIL OFF ACTUATING PIPE PRESSURIZED - LEAD UNIT

DECEMBER/01 1-58 IP-148-C CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-42 AUTOMATIC BAIL OFF ACTUATING PIPE VENTED - LEAD UNIT

IP-148-C 1-59 DECEMBER/01 CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-43 BACK UP BAIL OFF LEAD UNIT

DECEMBER/01 1-60 IP-148-C CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

K. TRAIL POSITION - AUTOMATIC BRAKE

Refer to Figure 1-44

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.

MVER cycles every 1/2 hr., 0 psi ER, in the trail mode only.

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 1-45 thru 1-47

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.

NOTE

Due to configuration variations of the PVE, MV16T and the DIT Valve Actuating Valve, refer to the individual piping diagrams in Chapter 7 when tracing air flow through these circuits.

IP-148-C 1-61 DECEMBER/01 CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-44 ER RESERVOIR CONTROL CIRCUIT - CONTINUOUS SERVICE/HANDLE OUT

DECEMBER/01 1-62 IP-148-C CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-45 AUTOMATIC BAIL OFF - TRAIL UNIT - BAIL OFF RELEASED - SERVICE APPLICATION

IP-148-C 1-63 DECEMBER/01 CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-46 AUTOMATIC BAIL OFF - TRAIL UNIT

DECEMBER/01 1-64 IP-148-C CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-47 AUTOMATIC BAIL OFF - BACK UP TRAIL OPERATION - BC CONTROL

IP-148-C 1-65 DECEMBER/01 CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

N. INDEPENDENT APPLICATION AND RELEASE

Refer to Figures 1-48 thru 1-54

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, the computer reads a change of frequency. 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

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FIGURE 1-48 INDEPENDENT RELEASE - 20 PIPE - LEAD UNIT

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FIGURE 1-49 INDEPENDENT APPLICATION - 20 PIPE LEAD UNIT - MAX. BRAKE

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FIGURE 1-50 INDEPENDENT APPLICATION - 20 PIPE LEAD UNIT - SERVICE ZONE/MAINTAINING WITH 20 PIPE LEAKAGE

IP-148-C 1-69 DECEMBER/01 CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-51 #16 PIPE CONTROL CIRCUIT - APPLICATION POSITION/IND

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FIGURE 1-52 #16 PIPE CONTROL CIRCUIT RELEASE POSITION/IND

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FIGURE 1-53 INDEPENDENT APPLICATION #20 (IND.) PIPE AND BC CONTROL

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FIGURE 1-54 INDEPENDENT RELEASE - BRAKE CYLINDER CONTROL

IP-148-C 1-73 DECEMBER/01 CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

O. TRAILING INDEPENDENT BRAKING Refer to Figure 1-56

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 AD 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 1-55 and 57

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.

NOTE

Due to configuration variations of the PVE, MV16T and the DIT Valve Actuating Valve, refer to the individual piping diagrams in Chapter 7 when tracing air flow through these circuits.

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.

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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.

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FIGURE 1-55 SERVICE DEFAULT

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FIGURE 1-56 TRAIL POSITION AUTOMATIC BRAKE - INDEPENDENT BRAKE

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FIGURE 1-57 SERVICE PENALTY DEFAULT - BRAKE PIPE AND BRAKE CYLINDER

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R. INDEPENDENT - BACK UP TRAIL OPERATION Refer to Figure 1-59

NOTE

Due to configuration variations of the PVE, MV16T and the DIT Valve Actuating Valve, refer to the individual piping diagrams in Chapter 7 when tracing air flow through these circuits.

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 1-46

NOTE

Due to configuration variations of the PVE, MV16T and the DIT Valve Actuating Valve, refer to the individual piping diagrams in Chapter 7 when tracing air flow through these circuits.

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.

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T. EMERGENCY APPLICATION BAIL-OFF BACK UP TRAIL OPERATION (Refer to Figure 1-58)

NOTE

Due to configuration variations of the PVE, MV16T and the DIT Valve Actuating Valve, refer to the individual piping diagrams in Chapter 7 when tracing air flow through these circuits.

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.

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.

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FIGURE 1-58 EMERGENCY APPLICATION BAIL OFF - BACK UP - TRAIL OPERATION

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FIGURE 1-59 INDEPENDENT APPLICATION - BACK UP - TRAIL OPERATION – DIT VALVE AND BC PIPE

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NOTE

The following tables and diagrams (Figures 1-60 thru 1-66) are various Inputs and Outputs that interface from the CCB Computer to the Locomotive Computer and Locomotive Trainlines and back to the CCB Computer. For Inputs and Outputs for specific applications, refer to the wiring diagrams in Chapter 7.

LOCOMOTIVE INPUT/OUTPUT INTERFACE INPUTS NAME ABBR INPUT BOARDS FUNCTION BATTERY NEGATIVE BAN SC1/SC2 75 R Reference for SC-1 and SC-2

BATTERY POSITIVE BAP SC1/SS5 + 75 VDC reference for BCCO

BRAKE CYLINDER BCCO SC2/SS5 Truck Cut-Out Indicator CUT-OUT

COMMUNICATIONS RS422 COMM PCB Interface to ICE/FIRE

ENGINE START E/S SC1/SS5 Prevents Penalty Application during engine start

ZERO SPEED ZS SC2/SS5 Zero speed indication less than 3-1/2 MPH

REVERSER BKK2 SS5 ICE/FIRE Time-out Cut-out

TRAIN SIGNAL B6 SC2/SS5 Signal that throttle handle is in Dynamic Position

FIREMAN’S VALVE CVT5 SC2/SS5 Application indication for Fireman’s Valve Open

LOCOMOTIVE INPUT/OUTPUT INTERFACE OUTPUTS NAME ABBR BOARD RELAY FUNCTION Timed Emergency Sanding-60 SEC-LEAD or EMERGENCY SAND ES SS5/DB2/ K1 TRAIL

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

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

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

Dynamic brake cut-out on locomotive above B.C. PRESSURE BCPS SS5/DB2/K3 15 psi BC from LEAD Unit Control

Rail Lubrication nullified when BC above 20 RAIL LUB. IND. RLIS SS5/DB2/K4 psi

BAIL OFF BACK-UP BOBU Bail Buttons/VCU/BATL/K7 Computer Bail Off, Brake Valve Bail Off Back-Up

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FIGURE 1-60 AIR BRAKE ALARM OUTPUT

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FIGURE 1-61 EMERGENCY SAND OUTPUT

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FIGURE 1-62 PC RESET OUTPUT

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FIGURE 1-63 BRAKE CYLINDER PRESSURE OUTPUT

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FIGURE 1-64 RAIL LUBRICATION INDICATOR OUTPUT

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FIGURE 1-65 ZERO SPEED INDICATOR INPUT

IP-148-C 1-89 DECEMBER/01 CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-66 POWER DISTRIBUTION

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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/BN 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 Pressure Transducer ...... MRT, BPT, 774008 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 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. 772178 C.W. 231 DB-10 Service Portion ...... DB10 TV 769140 C.W. 232 20 Pipe Portion Assembly ...... 20CP 770558 C.W. 233 Voltage Conditioning Unit ...... VCU 771987 C.W. 235 Brake Valve Controller ...... BVC 772502 C.W. 236 Brake Valve Controller ...... BVC 773361 C.W. 236 Pneumatic Control Unit ...... PCU 770908 C.W. 237 DIT Valve ...... DIT 772506 C.W. 239 Brake Cylinder Pressure Switch ...... BCCO 772731 C.W. 240 Emergency Valve and Double Check Valve ... PVE 773306 C.W. 243 Computer Relay Unit ...... CRU 772504 C.W. 245 Computer Relay Unit ...... CRU 773772 C.W. 245 Computer Relay Unit ...... CRU 773962 C.W. 245 Computer Relay Unit ...... CRU 773964 C.W. 245 Computer Relay Unit ...... CRU 775297 C.W. 245 Computer Relay Unit ...... CRU 777073 C.W. 245 Computer Relay Unit ...... CRU 777579 C.W. 245

IP-148-C 2-1 DECEMBER/01 CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

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

Computer Relay Unit ...... CRU 777690 C.W. 245 Pressure Switch ...... PS-BP. PS-13 772732 C.W. 250 Voltage Conditioning Unit ...... VCU 773023 C.W. 253 4-Way Magnet Valve ...... MV16T 774257 C.W. 266 Brake Valve Controller ...... BVC 775292 C.W. 278 DIT Valve ...... DIT 773851 C.W. 279 Double Check Valve ...... PVE 773306 C.W. 280 Double Check Valve ...... PVE w/DBI 773839 C.W. 280

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IP-148-C 2-3 DECEMBER/01 CCB EMD 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 rules and regulations of the railroad where the equipment is being used. Whenever there is a conflict between the instructions in this manual and the instructions of the user railroad, the rules and regulations of the user railroad will govern.

3.2.2 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 handbrake is applied and that the wheels are chocked to prevent vehicle from moving.

WARNING

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. THERE MUST BE NO BODILY CONTACT WITH THE WORK AREA.

FAILURE TO OBSERVE THESE SAFETY PRECAUTIONS CAN LEAD TO INJURY OR DEATH.

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

(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.

IP-148-C 3-1 DECEMBER/01 CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

"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.

WARNING

CLEANING USING COMPRESSED AIR CAN CAUSE PARTICLES TO BECOME AIRBORNE, BE SURE TO:

• WEAR EYE PROTECTION. • DO NOT EXCEED 30 PSI.

FAILURE TO OBSERVE THESE SAFETY PRECAUTIONS CAN LEAD TO INJURY.

3.2.6 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 that produce harmful fumes.

WARNING

SOLVENTS AND SOLVENT FUMES CAN BE HARMFUL TO HEALTH. WHEN USING SOLVENTS, BE SURE TO:

• WEAR EYE, SKIN, AND RESPIRATORY PROTECTION. • WORK IN A WELL-VENTILATED AREA. • AVOID REPEATED OR PROLONGED CONTACT. • KEEP SOLVENT CONTAINER CLOSED. • KEEP SOLVENT AWAY FROM SPARKS, FLAMES, AND HEAT.

FAILURE TO OBSERVE THESE SAFETY PRECAUTIONS CAN LEAD TO INJURY OR INTOXICATION.

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.

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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 the user railroad, are required when performing maintenance and/or operational tasks with the brake system and system components.

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 workbench is essential. A linoleum topped wooden workbench provides an ideal working surface. If a metal topped workbench is used, some form of protection must be provided in order to avoid brushing any metal parts that 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.

IP-148-C 3-3 DECEMBER/01 CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

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.

DECEMBER/01 3-4 IP-148-C CCB EMD 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 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 of components is shown in Figures 4-1, 4-2 and 4-3. Run Functional Test (Reference Chapter

4.4 Air Pressure Test

Reference Chapter 5 Section 5.2.1.

IP-148-C 4-1 DECEMBER/01 CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 4-1 PNEUMATIC CONTROL UNIT (1441 BN ICE, 1482 BN ICE-DP, 1544 TFM ICE- DP, 1567 ALASKA FIRE COMMUNICATION and 1586 BNSF ICE-DP)

DECEMBER/01 4-2 IP-148-C CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 4-2 PNEUMATIC CONTROL UNIT (1484 SF ICE-DP)

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FIGURE 4-3 PNEUMATIC CONTROL UNIT (1505 CSX ICE)

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FIGURE 4-4 DIT VALVE UNIT (1441 BN ICE, 1482 BN ICE-DP, 1544 TFM ICE-DP, and 1586 BNSF ICE-DP)

IP-148-C 4-5 DECEMBER/01 CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 4-5 DIT VALVE (1484 SF ICE-DP and 1505 CSX ICE)

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FIGURE 4-6 DIT VALVE (1567 ALASKA FIRE COMMUNICATION)

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4.5 EQUIPMENT REPLACEMENT, REPAIR AND OVERHAUL

4.5.1 Equipment Replacement

In the event that a component of the 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 brake system are listed in the schedule below.

4.5.2 Annual Schedule

Clean all air filters or replace if damaged. Transducer verification/calibration

4.5.3 2-1/2 Years

Pressure Switch replacement

4.5.3 5 Years (or per FRA waiver H-95-3)

Brake Valve Controller - Overhaul (Pneumatic vent valve only!) Pneumatic Control Unit – Overhaul DIT Valve - Overhaul

DECEMBER/01 4-8 IP-148-C CCB EMD 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/EMD 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 LOCOMOTIVE AIR BRAKE TEST

A. When lead or trailing locomotive(s) are changed en route, an application and release test of the locomotive brakes must be made in the following order. The test must also be performed when trailing locomotive(s) are cut off en route unless it is known all MU air lines are closed on the trailing end of the rear locomotive coupled in multiple.

1. With equipment fully charged, make a 10 psi brake pipe reduction and observe that brakes apply on each locomotive. Release automatic brake and observe brakes release on each locomotive.

2. Apply independent brake and observe brakes apply on each locomotive. Release independent brake and observe brakes release on each locomotive.

3. Make a 10 psi brake pipe reduction and observe that brakes apply on each locomotive. Release brake by lifting the bail ring located on the Independent handle or depressing the bail button located on either brake valve handle (CSX) with the Independent handle in Release position and observe brakes release on each locomotive.

5.2.1.1 Locomotive Terminal Air Brake Test

A. Prior to a locomotive being offered for service at a maintenance facility, a locomotive brake test must be made per the railroad requirements where the equipment is being used.

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5.2.2 CCB TESTS

A. BRAKE PIPE LEAKAGE

1. Make a 15 psi brake pipe reduction and verify that:

ER = 74 to 76 psi

BP = ER±1 psi

Set up the brakes as follows:

LEAD-CUT OUT

ABV = Full Service Reduction

2. Wait one minute and then record the BP leakage over the next three minutes.

3. Ensure that, during the above test:

BP does not INCREASE

ER = 63 to 65 psi

4. Set the ABV to Release and-verify for one minute:

ER = 89 to 91 psi

BP does not increase further

B. INDEPENDENT BRAKE VALVE

1. Set the air brake system to LEAD-CUT IN and set the IBV to full Release.

2. Set the IBV to "Full Application", and verify that:

BC = 71 to 74 psi in 2-5 sec.

Air at all "IND APP REL" end conn.

3. Set the IBV to "Release" and verify that:

BC = 5 Psi within 5 sec.

BC = 0 psi-final

4. Move the IBV toward "Full Application" in several 5 to 10 psi (BC) increments BC and verify that BC increases and remains constant after each step.

5. Move the IBV toward "Release" in several 5-10 psi (BC) increments and verify that BC decreases and remains constant after each step.

6. Move the IBV to "Release" and make a 15 psi ABV brake pipe reduction noting that BC = 35 to 37 psi.

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7. Lift the "Bail Off Ring” or press the “Bail Off Button” on the IBV and confirm that:

Air at all "ACT”, end conn.

BC = 0 psi within several seconds

8. Move the ABV to "Full Service" and note that BC = the required psi as listed in Section 1.2.2.

9. Move the IBV towards maximum application until the BC = 40 to 50 psi.

10. Lift the "Bail Off Ring” or press the “Bail Off Button” on the IBV for 4 sec. and confirm that the BC reading does not change.

11. Set the IBV to "Release" and ensure that BC = 0 psi.

12. Set the ABV to "Emergency" and ensure that BC = the required psi as listed in Section 1.2.2.

13. Lift the "Bail Off Ring” or press the “Bail Off Button” on the IBV and confirm the BC = 0 psi after 6 to 10 seconds.

14. Release the "Bail Off Ring” or press the “Bail Off Button” on the IBV and confirm the BC increases to the required psi as listed in Section 1.2.2.

15. Recover the Emergency as per the TSI instructions.

C. AUTOMATIC BRAKE VALVE

1. Recharge the system and establish the following:

IBV = "Release" ABV = "Release" ER = 89 to 91 psi BP = ER ± 1 psi BC = 0 psi PCS = closed

2. Set the ABV in "Minimum Reduction position and verify that:

ER= 82 to 84 psi BP= ER±1 psi BC= 8 to 12 psi Brakes Apply

3. Move the ABV in 5 to 10 psi step BP reductions and ensure that:

ER and BP reduce at each step BP= ER±1 psi at each step BC increases at each step

4. Set the ABV to "Full Service" and ensure that the BC = the required psi as listed in Section 1.2.2

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5. Slowly move the ABV towards "Release" and verify that the ER and BP do not increase until the ABV has reached the "Release" zone.

6. Recharge the system, move the ABV directly to the "Full Service" zone and note that:

ER = 66 psi in 4 to 7 sec. BC = 45 psi in 8 to 10 Sec. BC = 59 to 61 psi final.

7. Set the ABV to "Supp" and verify that:

ER = 63 psi min. BP = ER±1 psi BC remains at 59 to 61 psi.

8. Set the ABV to "CS/HO" and verify that:

ER = 0 to 1 psi. BP = 10 psi BC = the required psi as listed in Section 1.2.2

9. Set the ABV to "Release" and recharge the system.

D. Brake Cylinder Cut Out (Applies to EMD/BN/1441 only)

1. Move the IBV handle to the MAX position and note the BC is 71 to 74 psi.

2. Close the #1 truck COC, allow BC pressure to fully exhaust from the #1 truck and observe that.

Brakes are released on #1 truck TSI display message confirms COC

3. Move the IBV handle to the REL position for 5 sec. then return it to the MAX position observing that the TSI display message remains.

4. Open the #1 truck COC and note that the TSI message is cleared and that the truck brakes apply.

5. Move the IBV handle to the REL position.

E. Passenger Mode - Graduated Release

1. Set the air brake system to "PASSENGER" mode.

2. Move the ABV handle to the "Full Service" position and verify that:

ER = 63 to 65 psi BP = ER±1 psi

3. Slowly move the ABV handle towards the "Release" position and note that the BP can be gradually increased. Note that the BC fully releases once the BP has increased.

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4. Move the ABV handle to "Release" and verify that

ER = 89 to 91 psi. BP = ER±1 psi

5. Reset the brakes to "FREIGHT" and recharge the system.

F. ICE/FIRE system Power Fail

1. Move the independent brake handle into the application zone to achieve BC = 27 to 29 psi.

2. Open the ICE/FIRE control circuit breaker and ensure that after 15 seconds: Penalty Brake application PCS opens immediately

3. After one minute CLOSE the ICE/FIRE circuit breaker and reset the penalty. Ensure that the following is observed after the ICE/FIRE system has initialized: ER = 0 psi. BP = 8 to 10 psi. BC = 78 to 82 psi.

4. Move the ABV handle to "Suppression" and move the IBV handle to the "Release" position.

5. Bail off the automatic brake application, OPEN the ICE/FIRE breaker and after 15 sec. note that PCS opens.

6. CLOSE the ICE/FIRE breaker and observe that PCS closes,

7. Move the ABV handle to the "Release" position and recharge the system.

G. Brake System Power Fail

1. Apply a jumper across ABICO-2NO to 2C Interlock.

2. Ensure the brake system is set for LEAD-CUT IN and that both brake handles are in "RELEASE".

3. When the BC=O psi set the unit in D.B. position 1.

4. Lift the "Bail Off Ring” or press the “Bail Off Button” on the IBV handle, OPEN the AIR BRAKE circuit breaker, release the Bail Off and note that: Penalty Application BP immediately reduces PCS opens immediately Trainline alarm sounds Dyn. Brk. is nullified Air Brake Fault is ON

5. Note that brake cylinders apply when BP falls below 20 psi.

6. After one minute, move the ABV handle to "Supp".

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7. Close the AIR BRAKE breaker and observe: ER = 0 BP = 8 to 12 psi BC = 79 to 81 psi. Air Brake fail lt. is OFF PCS closes after 40 sec.

8. Move the IBV handle to the MAX position, move the ABV handle to "Release" and verify that: ER = 89 to 91 psi. BP = ER±1 psi. BC = 44 to 47 psi.

9. Move the IBV handle to "Release", verify that BC = 0 psi, move the IBV handle to MAX and verify that BC = 71 to 74 psi.

10. Recharge the air brake system.

H. PNEUMATIC CONTROL TESTS

1. Ensure that brakes are applied and place unit in throttle 2 stall. Set ABV handle to EMERGENCY and verify that: BP = 0 psi. ER = 0 psi. BC = 45 psi. after 8 to 10 sec. BC = 78 to 82 psi (final) #8 BP vent valves exhaust BP air Engine returns to idle PCS OPEN illuminates immediately Main Generator is not loaded

2. Verify that sanding occurs for 30 sec. after the Emergency brake application.

3. Set Automatic Brake to HO and verify that: Engine remains at idle. PCS OPEN light remains illuminated

4. Return the throttle to IDLE and recover the air brakes from EMERGENCY. Verify that: ER = 89 to 91 psi. BP = ER±1 psi. BC = 0 psi. PCS OPEN light is NOT illuminated

I. Conductor's Emergency Valve

1. Ensure that brakes are applied and place unit in throttle 2 stall. Actuate the Conductor's Emergency handle and verify that: BP= 0 psi. ER= 0 psi. BC= 45 psi. after 8 to 10 sec BC= 78 to 82 psi (final) #8 BP vent valves exhaust BP air Engine returns to Idle PCS OPEN illuminates immediately Main Generator is not loaded

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2. Verify that sanding occurs for 30 sec. after the EMERGENCY brake application.

3. Observe that BP charging cut-off action occurs as the air stops exhausting from the Conductor's valve.

4. Return the throttle to IDLE and recover the EMERGENCY brake application.

5. Place the ABV in "Suppression", open the Conductor's valve and confirm that an immediate EMERGENCY brake application occurs.

6. Recover the EMERGENCY brake application.

J. Loss of System Power

1. Close the MU air end connections and open the AIR BRAKE breaker on the trailing unit.

2. Open the air MU connections and release the IBV and ABV handles on the lead unit.

3. Allow 2 minutes for system charging and confirm that the brakes are released on BOTH units.

4. Place the ABV of the lead unit in the "Full Service" position and verify that a BC pressure of 60 psi. is obtained on the trailing unit.

5. Bail off the full service application and verify that BC= O psi on the trailing unit.

6. Release the full service application, apply full IBV on the lead unit and verify that the trail unit develops BC= 45 psi.

7. Release the IBV application, set the ABV to the "Handle Off" position and confirm that the trail unit develops BC= 80 psi when BP is less than 20 psi.

8. Release the ABV and apply full IBV on the lead unit.

9. CLOSE the AIR BRAKE breaker on the trail unit and set it up for trail operation.

10. Allow the system to recharge and ensure that the IBV and ABV on the lead unit will control release and application of brakes on BOTH coupled units,

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5.3 REMOTE SESSIONS

5.3.1 OVERVIEW

1. Within a LSI equipped locomotive, the Electronic Air Brake system interfaces directly to the Integral Locomotive Computer (ILC) via an RS-422 synchronous communications link. On power up, a logical communications path or session is established between the two systems. Information is exchanged in the form of message packets. Pertinent data, such as main reservoir pressure, equalizing reservoir pressure, brake pipe pressure, brake cylinder pressure, flow rate, and other discrete status indications, are transmitted to the ILC at a rate of 2 to 5 times per second. Crew messages and air brake faults are also sent to the ILC when a change of status occurs. The ILC processes the data and updates the cab display(s) accordingly. Air brake setup information, such as feed valve pressure setting and selection of lead/trail mode, is entered from the operator’s display and transmitted to the CCB system.

2. The physical connections between systems for normal operating mode provide the capability for establishing a virtual connection between the air brake system and the cab display(s). When access to the air brake system is requested, an Air Brake Data Remote Session is established with the operator’s display. In this mode, the CCB system has direct control over formatting of screen displays and handling of operator input. During the Remote Session initiation process, information is provided to the CCB system regarding the physical characteristics of the particular display screen installed on the locomotive, such as screen size, character fonts supported, etc.

5.3.2 DESCRIPTION OF OPERATION

1. Some of the functions available in Remote Session mode will override normal electronic air brake control. Because of this, access to the Air Brake Data Remote Session is controlled by a no motion requirement and by multiple levels of password protection.

2. The ILC will not allow an Air Brake Data Remote Session to be initiated if the train is moving. If the train begins moving after the Remote Session is started, the ILC terminates it. (Whenever the Remote Session is terminated, either by the ILC or by the operator, the air brakes resume their normal operation.)

3. To start an Air Brake Data Remote Session, the proper ILC maintenance password must be entered. Once access is granted to the maintenance functions and the Remote Session is initiated, a main function menu is displayed. From this menu options for running a self-test, displaying fault information, and calibration of system parameters can be selected.

4. Procedure to enter Remote Sessions

a. OPERATIONAL MENU SCREEN

1) Press MORE MENU

2) Press MAINT

b. Enter Authorization Code Screen

NOTE: Keys 3,4,5 and 6 are active to allow for the input of numbers 0 thru 9. Press the keys until the appropriate number is entered.

1) Press ENTER

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c. Select Function Screen

1) Press AIR BRAKE DIAG.

2) Press AIR BRAKE DATA.

d. Air Brake Data Screen (MAIN MENU)

1) Select the desired function

5.3.3 SCREEN LAYOUT

1. Not shown, but implicit in every screen, is the eighth key reserved by Rockwell for terminating the remote session. Currently, the legend on this key is EXIT, but Rockwell could change this without notice.)

2. Main Menu (Figure 5-1)

a. This is the first screen for the Air Brake Data remote session. As with all the menus, the menu options are shown to the left of the menu descriptions. Pressing a key (SELF TEST, FAULT LOG, FAULT SUM, FLOW CAL, GAUGE CAL, CONTROL CAL) associated with a key legend transfers control to the indicated function or sub–menu.

(1) Press SELF-TEST (See Section 6)

(2) Press FAULT LOG (See Section 7)

(3) Press FAULT SUM (See Section 8)

(4) Press FLOW CAL (See Section 9)

(5) Press GAUGE CAL (See Section 3)

(6) Press CONTROL CAL (See Section 4)

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FIGURE 5-1 MAIN MENU

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3. Gauge Calibration Menu (GAUGE CAL) (Figure 5-2 and 5-3)

a. This menu selects which gauge transducer to calibrate. Since it has more options than can fit on the six remote session keys, the MORE key will "page in" the available menu option keys. At the start of each Air Brake Data Remote Session, the four menu option keys are 16T, BCT, BPT, and ERT. Pressing MORE will page in the remaining menu option keys, 20T, FLT/MRT, and MRT. Pressing MORE again will page in the first four menu option keys, and so on. The program "remembers," for the duration of the current remote session, which page of menu option keys you last selected.

b. The FLT/MRT option selects the simultaneous calibration of the FLT (flow transducer) and MRT (main reservoir transducer). For accurate flow rate calculations, it is important that these two transducers produce identical pressure readings when there is no airflow in the brake pipe. It should rarely be necessary to calibrate MRT separately, but the MRT option is provided in case this is required.

c. The gauge calibration function cannot be accessed without proper entry of the calibration password (see the description for the Authorization screen section #5). After the password has been entered and verified, the air brakes will be disabled and the Gauge Calibration screen will display; if the password is not correct, an error message informs you of this fact and prompts you to try again. Once the calibration password has been entered correctly, it does not need to be entered again during the current Air Brake Data remote session.

d. This screen is used to calibrate one of the air brake pressure gauge transducers: 16T, 20T, BCT, BPT, ERT, FLT/MRT, or MRT. (Note that FLT/MRT calibrates the FLT and MRT gauge transducers simultaneously to ensure accurate flow rate calculations.) This screen contains an operations section, a checklist, and a message area.

e. The operations section shows the menu options for this calibration function. It is organized to indicate the steps required for proper calibration. In general, you should sequentially press LO LIMIT, READ, HI LIMIT, READ, and SAVE. Wait until the gauge for this pipe stabilizes at its limit before pressing READ each time. Press SAVE only when the checklist has both items checked.

f. The checklist provides a reminder of which steps have been performed. When done correctly, the checklist will contain two checked boxes [X] to indicate that both limits were acceptable. If done incorrectly, the checklist will contain one or more unchecked boxes [ ] to indicate which limits were not correct, and the message area will display an error message.

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g. The message area displays any error, attention, reminder, or prompt messages. The error messages are:

APPARENT PRESSURE (NNN PSI) OUT OF LOWER LIMIT RANGE [XXX,YYY]

APPARENT PRESSURE (NNN PSI) OUT OF UPPER LIMIT RANGE [XXX,YYY]

One of these messages may appear after pressing READ. They indicate that the transducer value for the lower or upper limit was out of tolerance (see the table on page 10). The transducer value is ignored and the checklist box for that limit will be unchecked. The apparent pressure is obtained by applying the transducer voltage to the ideal pressure vs. voltage equation––if the resulting pressure does not fall within the closed interval [xxx,yyy], it is considered out of range. The range of allowed values depends upon which gauge is being calibrated.

There are various reasons that this message might appear. One cause is forgetting to press LO LIMIT or HI LIMIT before pressing READ. Another is the failure of the system to properly set the pressure to the indicated limit. Another is the failure of the transducer or the analog–to–digital converter.

PRESSURE (NNN PSI) OUT OF UPPER LIMIT RANGE [XXX,YYY]

This message may appear after you manually enter the gauge reading for the upper limit (see the sequence HI LIMIT, READ below). It indicates that the pressure is out of tolerance. The pressure value (and its corresponding transducer value) is ignored and the checklist box for the upper limit will be unchecked. (nnn psi) is the value you manually entered. The closed interval [xxx,yyy] indicates the allowed range of pressures for this value. The range of allowed values depends upon which gauge is being calibrated.

One reason for this message is that you may not have entered the same pressure that is shown on the calibrated gauge. Another is that the system set the pressure too high or too low. Or perhaps your "calibrated" gauge needs to be calibrated.

h. The attention message is:

ATTENTION: MRT MAY BE BAD, OR THERE MAY BE BP AIR FLOW

This message may appear after pressing READ when calibrating FLT/MRT. It indicates that the MRT transducer value (for the lower or upper limit) was out of tolerance––that is, FLT was okay at this limit, but MRT was not. (If you calibrate MRT separately, you will probably get an "apparent pressure" error message as noted above.) Unlike the error messages, this is informational–– its transducer value will be allowed, and it will be saved when you press SAVE.

FLT and MRT are calibrated together so that the brake pipe air flow rate calculation will be accurate. When there is no air flow, FLT and MRT should read the same pressure. This attention message warns you that something may be wrong, but in the interest of accurate rate calculations, MRT is allowed to be out of tolerance.

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As the message indicates, the cause for this may be that MRT (transducer/analog converter) may be inaccurate. Another reason is that there may actually be brake pipe air flow (you should correct this problem before continuing).

i. The reminder messages are:

OPEN THE AIR BRAKE VALVE THAT WILL SET MR TO ZERO

CLOSE THE AIR BRAKE VALVE THAT WILL SET MR TO FULL PRESSURE

These messages appear after you press LO LIMIT or HI LIMIT while you are calibrating FLT/MRT or MRT. The MR pressure cannot be set by the air brake system to either the lower or upper limit pressure––manual intervention is required. These messages remind you that you must open a valve to set the lower limit, and close the valve to set the upper limit.

j. The prompt message is:

ENTER THE GAUGE READING [ACCEPT WHEN DONE]: > NNN

This message appears after you press the key sequence HI LIMIT, READ as noted in the next paragraph.

k. After the sequence HI LIMIT, READ is performed without error, you are prompted to enter the reading shown on the gauge for this pipe. The initial value displayed is the current (uncalibrated) pressure read from the transducer––under normal conditions this should be within a few psi of the calibrated pressure. Press COUNT UP to increase this value by one psi; press COUNT DOWN to decrease it by one. When the displayed pressure equals the gauge, press ACCEPT.

l. When both check boxes are checked, the SAVE key will be highlighted to remind you to save. While one or more check boxes remain unchecked, or after a SAVE has been completed successfully, the SAVE key will be unhighlighted.

m. Alternatively, you may press DEFAULT followed by SAVE to calibrate using predefined gauge parameters. When you press DEFAULT, the check boxes will be checked and the SAVE key will be highlighted. It is not necessary to enter the gauge reading when using the defaults.

n. After you press LO LIMIT, HI LIMIT, or SAVE, the message

WORKING...

will blink in the lower left corner while the program waits for the CP board to set the pressure or update the gauge parameters. (If this message remains for more than a couple of seconds, the system may be faulty––if this happens, terminating the remote session may be the only way to exit this screen.)

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o. To leave Remote Sessions and go back to normal locomotive operation, press EXIT twice.

p. To proceed to calibrate another transducer, press GAUGE MENU. Then press appropriate key to calibrate another transducer.

q. To go back to the Main Menu, press MAIN MENU.

r. When you leave the Gauge Calibration screen the air brake system will resume normal operation.

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FIGURE 5-2 GAUGE CALIBRATION MENU

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FIGURE 5-3 20T CALIBRATION

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4. Controller Calibration Menu (CONTROL CAL) (Figure 5-4)

a. Press AUTO

b. This menu selects which controller handle to calibrate: Automatic or Independent.

c. The Automatic handle calibration function cannot be accessed without proper entry of the calibration password (see the description for the Authorization screen section #5). After the password has been entered and verified, the air brakes will be disabled and the Automatic Handle Calibration screen will display; if the password is not correct, an error message informs you of this fact and prompts you to try again. Once the calibration password has been entered correctly, it does not need to be entered again during the current Air Brake Data remote session.

d. This screen is used to calibrate the controller Automatic handle. It contains an operations section, a checklist, and a message area.

e. The operations section shows the menu options for this calibration function. It is organized to indicate the steps required for proper calibration. In general, you should sequentially press EMER, REL, and SAVE. Move the handle to the indicated position before pressing EMER and REL. Press SAVE only when the checklist has both items checked.

g. The message area will display these error messages:

FREQUENCY (NNN HZ) OUT OF EMER LIMIT RANGE [XXX,YYY]

FREQUENCY (NNN HZ) OUT OF REL LIMIT RANGE [XXX,YYY]

One of these messages may appear after pressing EMER or REL. They indicate that the frequency for the EMER or REL handle position was out of tolerance. The frequency is ignored and the checklist box for that limit will be unchecked.

There are various reasons that this message might appear. One cause is forgetting to move the handle to the indicated position before pressing EMER or REL. Another reason is a faulty controller.

THE AE SWITCH FAILED TO ACTIVATE AT THE EMER POSITION

THE AR SWITCH FAILED TO ACTIVATE AT THE REL POSITION

One of these messages may appear after pressing EMER or REL. They indicate that the AE or AR controller switch failed to activate (AE=open, AR=closed) when the handle was in the EMER or REL position, respectively. These messages can only appear after the frequency has passed the range test. The frequency is ignored and the checklist box for that limit will be unchecked.

The most likely cause of this error is a bad controller.

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h. When both check boxes are checked, the SAVE key will be highlighted to remind you to save. While one or more check boxes remain unchecked, or after a SAVE has been completed successfully, the SAVE key will be unhighlighted.

i. Alternatively, you may press DEFAULT followed by SAVE to calibrate using predefined handle parameters. When you press DEFAULT, the check boxes will be checked and the SAVE key will be highlighted.

j. After you press SAVE, the message

WORKING...

will blink in the lower left corner while the program waits for the CP board to update the handle parameters. (If this message remains for more than a couple of seconds, the system may be faulty––if this happens, terminating the remote session may be the only way to exit this screen.)

k. To leave Remote Sessions and go back to normal locomotive operation, press EXIT twice.

l. To leave controller calibration, press CONTROL MENU, then press MAIN MENU.

m. To proceed to the calibration of Independent Handle, press CONTROL MENU, then press IND.

n. When you leave the Automatic Handle Calibration screen the air brake system will resume normal operation.

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FIGURE 5-4 AUTOMATIC HANDLE CALIBRATION

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o. The Independent handle calibration function cannot be accessed without proper entry of the calibration password (see the description for the Authorization screen section #5). After the password has been entered and verified, the air brakes will be disabled and the Independent Handle Calibration screen will display; if the password is not correct, an error message informs you of this fact and prompts you to try again. Once the calibration password has been entered correctly, it does not need to be entered again during the current Air Brake Data remote session.

p. This screen is used to calibrate the controller Independent handle. It contains an operations section, a checklist, and a message area.

q. The operations section shows the menu options for this calibration function. It is organized to indicate the steps required for proper calibration. In general, you should sequentially press FULL, REL, and SAVE. Move the handle to the indicated position before pressing FULL and REL. Press SAVE only when the checklist has both items checked.

r. The checklist provides a reminder of which steps have been performed. When done correctly, the checklist will contain two checked boxes [X] to indicate that both limits were acceptable. If done incorrectly, the checklist will contain one or more unchecked boxes [ ] to indicate which limits were not correct, and the message area will display an error message.

s. The message area will display these error messages:

FREQUENCY (NNN HZ) OUT OF FULL LIMIT RANGE [XXX,YYY]

FREQUENCY (NNN HZ) OUT OF REL LIMIT RANGE [XXX,YYY]

One of these messages may appear after pressing FULL or REL. They indicate that the frequency for the FULL or REL handle position was out of tolerance. The frequency is ignored and the checklist box for that limit will be unchecked.

There are various reasons that this message might appear. One cause is forgetting to move the handle to the indicated position before pressing FULL or REL. Another reason is a faulty controller.

THE IM SWITCH FAILED TO ACTIVATE AT THE FULL POSITION

THE IR SWITCH FAILED TO ACTIVATE AT THE REL POSITION

One of these messages may appear after pressing FULL or REL. They indicate that the IM or IR controller switch failed to activate (close) when the handle was in the FULL or REL position, respectively. These messages can only appear after the frequency has passed the range test. The frequency is ignored and the checklist box for that limit will be unchecked.

The most likely cause of this error is a bad controller.

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t. When both check boxes are checked, the SAVE key will be highlighted to remind you to save. While one or more check boxes remain unchecked, or after a SAVE has been completed successfully, the SAVE key will be unhighlighted.

u. Alternatively, you may press DEFAULT followed by SAVE to calibrate using predefined handle parameters. When you press DEFAULT, the check boxes will be checked and the SAVE key will be highlighted.

v. After you press SAVE, the message

WORKING...

w. To leave Remote Sessions and go back to normal locomotive operation, press EXIT twice.

x. To leave controller calibration, press CONTROL MENU, then press MAIN MENU.

y. To proceed to the calibration of Automatic Handle, press CONTROL MENU, then press AUTO.

z. When you leave the Independent Handle Calibration screen the air brake system will resume normal operation.

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5. Authorization (Figure 5-5)

a. The authorization screen displays whenever you select one of the functions having protected access (self test and calibration). It warns you that the selected function may cause the air brakes to cease normal operation, and it requests a password. If you enter a valid password for the selected function, you will be permitted to perform that function; if you enter an invalid password, this message is displayed:

PASSWORD NOT RECOGNIZED. PLEASE TRY AGAIN.

You may retry as many times as it takes to enter the correct password.

b. The password is based on a code consisting of the digits one through three. Its field will accept up to nine digits. You enter digits using the keys 1, 2, and 3. The ACCEPT key signals the completion of password entry, and the BACK SPACE key will delete the previous password digit. (A blinking cursor indicates the current insertion point for a digit. When you press a digit key, an asterisk (*) character is echoed to the screen; when you delete a digit the asterisk is erased.) After you press ACCEPT, the password is checked for validity––a valid password grants immediate access to the selected function; an invalid password initiates the retry sequence noted in the previous paragraph. Pressing MAIN MENU at any time cancels password entry and returns control to the Main Menu.

b. Currently, two different levels of access are defined, each to be secured by a six digit password (for 729 possible passwords, a compromise between a large password domain and ease of use):

• Self Test: the self test password grants access to the Self Test function.

• Calibration: the calibration password grants access to the calibration functions.

c. Access at a given level remains in effect for the duration of the current Air Brake Data remote session. Once you enter the password for a particular level (e.g., calibration), you will not be prompted for that password again until you terminate the current remote session and initiate a new one. Being granted access at one level does not grant you access to the other level.

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FIGURE 5-5 AUTHORIZATION

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6. Self Test (SELF TEST) (Figure 5-6)

a. Press SELF TEST.

b. The air brake self test function cannot be accessed without proper entry of the self test password (see the description for the Authorization screen section #5). After the password has been entered and verified, the Self Test screen will display; if the password is not correct, an error message informs you of this fact and prompts you to try again. Once the self test password has been entered correctly, it does not need to be entered again during the current Air Brake Data remote session.

c. This screen is used to perform the air brake (CCB) single–unit health test. It contains an instructions section, an operations section, and a message area.

d. The instructions section shows the steps you should perform prior to starting the self test. It is important to carry out these instructions since the air brakes will be inoperative while the test is running. When you press RUN, the program will verify that:: (a) the independent brake is fully applied, (b) the automatic handle is in the release position, and (c) ER and BP are fully charged; if any of these prerequisites is not true, an appropriate error message is displayed and the self test will not run.

e. The operations section shows the menu options for the self test: RUN and ABORT. The RUN key, which is used to start the self test, is not available while the test is running (neither is the MAIN MENU key). The ABORT key, which is used to stop the self test prior to its normal completion, is only available while the test is running.

f. The message area displays error, status, or result messages. The error messages are:

INDEPENDENT BRAKE IS NOT FULLY APPLIED

This message, which may appear after you press RUN, indicates that the independent brake handle is not in the FULL position. The test will not run.

AUTOMATIC HANDLE IS NOT IN RELEASE

This message, which may appear after you press RUN, indicates that the automatic handle is not in the REL position. The test will not run.

ER & BP ARE NOT FULLY CHARGED

This message may appear after you press RUN. To be considered fully charged, both ER and BP must be greater than 70 psi, and they must have a pressure differential no greater than 5 psi. The test will not run.

g. The status message is:

RUNNING TEST NN

This message will display when you press RUN and after the following prerequisites are found to be true: (a) the independent brake is fully applied, (b) the automatic handle is in release, and (c) ER and BP are fully charged. It shows the number of the test [NN] currently executing. The complete test sequence takes several minutes.

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h. The result messages are:

TEST PASSED

This message displays at the normal completion of the test when it passes.

TEST FAILED

SEE FAULT LOG

These messages display at the normal completion of the test when it fails. It informs you that you may view the failure in the Fault/Event Log.

i. You may halt the test prior to its normal completion by pressing ABORT (or by terminating the remote session). When you press ABORT, the message

ABORTING TEST. PLEASE WAIT...

will display, and the ABORT key will disappear. This message will remain on the screen until the current self test terminates––this may take a minute or so––then the message

ABORTED BY OPERATOR

will display. (If aborted, no result is displayed; however, you will be able to view the FAULT LOG to see the results of any tests that completed (pass or fail) prior to the interruption.)

j. After you press RUN, the message

WORKING...

will blink in the lower left corner while the program waits for the CP board to complete the self test.

k. To leave Remote Sessions and go back to normal locomotive operation, press EXIT twice.

l. To leave Self Test, press MAIN MENU.

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FIGURE 5-6 SINGLE-UNIT SELF TEST

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7. Fault/Event Log (FAULT LOG) (Figure 5-7)

a. Press FAULT LOG.

b. This screen shows a single page of fault/event log items from the air brake system. The log is a time–stamped list of air brake events. Events are specific fault codes associated with a status of either passed or failed. They are listed with the most recent event at the top. Listed for each fault/event is:

• The event code. This is a number from 001 to 999 that represents the event.

• The event status: passed=P, failed=F. Passes are shown in green, failures in red.

• The time and date of the event. This is presented in MM/DD/YY HH:MM:SS format, or as ––NOT AVAILABLE–– if the time was not available (this can happen if the event occurs during power up and before the ICE/FIRE sends the time).

• The event code description. A description of the event code.

c. If more fault/event log items are available on successive page(s), the NEXT PAGE key will be available; if more items are available on preceding page(s), the PREVIOUS PAGE key will be available.

d. If zero fault/event log records are available, this message will display:

NO FAULT/EVENT LOG ITEMS TO DISPLAY

e. When you first select this screen from the menu, and after you press the NEXT PAGE or PREVIOUS PAGE key, the message

WORKING...

will blink in the lower left corner while the program waits for the CP board to fetch the requested page. (If this message remains for more than a couple of seconds, the system may be faulty––if this happens, terminating the remote session may be the only way to exit this screen.)

f. To leave Remote Sessions and go back to normal locomotive operation, press EXIT twice.

g. To leave Fault Log, press MAIN MENU.

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FIGURE 5-7 FAULT/EVENT LOG

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8. Fault Code Summary (FAULT SUM) (Figure 5-8)

a. Press FAULT SUM.

b. This screen shows a single page of fault code summary items from the air brake system. The summary is a list of all the fault codes that have a status of either passed or failed. They are listed by fault code in ascending order. Listed for each fault code is:

• The fault code. This is a number from 01 to 99 that represents the fault.

• The fault code status: passed=P, failed=F. Passes are shown in green, failures in red.

• The total number of failures, #F, that have occurred since this fault summary item was last cleared (using the CCB PTU, for example). This will be blank if there were no failures, or *** if the number of failures is greater than 999 (the field width is 3).

• The time and date of the last failure. This will be blank if there were no failures; otherwise, it is presented in MM/DD/YY HH:MM:SS format, or as –– NOT AVAILABLE–– if the time was not available (this can happen if the fault occurs during power up and before the ICE/FIRE sends the time).

• The fault code description. A description of the fault code. Passing fault codes will not display the prefix word "CHANGE" (which is normally present in many descriptions).

c. If more fault code summary items are available on successive page(s), the NEXT PAGE key will be available; if more items are available on preceding page(s), the PREVIOUS PAGE key will be available.

d. If zero fault code summary records are available, this message will display:

NO FAULT CODE SUMMARY ITEMS TO DISPLAY

e. When you first select this screen from the menu, and after you press the NEXT PAGE or PREVIOUS PAGE key, the message

WORKING...

f. To leave Remote Sessions and go back to normal locomotive operation, press EXIT twice.

g. To leave Fault Sum, press MAIN MENU.

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FIGURE 5-8 FAULT CODE SUMMARY

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9. Flow Calibration (FLOW CAL) (Figure 5-9)

a. Press FLOW CAL.

b. Perform air flow-test.

1. Apply certified 60 CFM orifice to front BP hose.

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

3. On ICE/FIRE screen, verify ER set to 90±2 psi.

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

a. The flow calibration function cannot be accessed without proper entry of the calibration password (see the description for the Authorization screen in section 6. Authorization). After the password has been entered and verified, the Flow Calibration screen will display; if the password is not correct, an error message informs you of this fact and prompts you to try again. Once the calibration password has been entered correctly, it does not need to be entered again during the current Air Brake Data remote session.

b. This screen is used to calibrate the flow meter for the brake pipe. It contains an operations section, an information section, and a message area.

c. The operations section shows the menu options for this calibration function. It is organized to indicate the steps required for proper calibration. In general, you should sequentially press CALC then SAVE. CALC should be pressed only when MR reaches the calibration pressure (130 psi) specified in the calibration procedure–– when pressed, the FLOW rate should go to 60 cfm ±2 (if it was not already there). CALC can be pressed as often as necessary until the FLOW rate is 60 cfm every time MR is equal to the calibration pressure (130 psi). When finished, press SAVE to store the new calibration parameters in the air brake system.

d. The information section constantly displays the following:

• MR pressure in psi. This is provided as a convenience, since the flow rate through the calibrated brake pipe orifice is dependent upon MR.

• FLOW rate in cfm. This is calculated from the current flow parameters. This will fluctuate with MR. It may also change when the CALC or DEFAULT keys are pressed. Any calculated rate that is less than 20 cfm will display as zero (0).

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e. The message area may display the following error message:

NO FLOW DETECTED––HAVE YOU PERFORMED THE REQUIRED SETUP?

This message may appear after you press CALC. It indicates that the flow is less than 20 cfm. The flow calculation is not performed.

The system must be setup properly prior to pressing CALC. Refer to your calibration procedure.

f. After you press the CALC key and the calculation is performed without error, the SAVE key will be highlighted to remind you to save. After a SAVE has been completed successfully, the SAVE key will be unhighlighted.

g. Alternatively, you may press DEFAULT followed by SAVE to calibrate using predefined flow parameters. When you press DEFAULT, the SAVE key will be highlighted.

h. After you press SAVE, the message

WORKING...

will blink in the lower left corner while the program waits for the CP board to update the flow parameters. (If this message remains for more than a couple of seconds, the system may be faulty––if this happens, terminating the remote session may be the only way to exit this screen.)

i. To leave Remote Sessions and go back to normal locomotive operation, press EXIT twice.

j. To leave Flow Cal, press MAIN MENU.

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FIGURE 5-9 FLOW CALIBRATION

IP-148-C 5-33 DECEMBER/01 CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

5.4 Subsystem Analysis Procedure For Troubleshooting Locomotive Computer Controlled Brake Equipment For EMD/BN (Ref. NYT-1272-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 - 1441

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. Connect Laptop Computer to Communication Port of DI board.

2. Turn ON the Laptop Computer.

3. After Boot Up is complete, exit to DOS (if windows is used).

4. Insert CCBPTU Disk into Drive A.

a. Type 'A:' and select 'Enter'.

b. Type "CCBPTU" and select 'Enter'.

5. Select 'LOG ON' and 'Enter' (twice).

6. Type 'MERCURY' and select 'Enter'.

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

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

8. 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:

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

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.

IP-148-C 5-35 DECEMBER/01 CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

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.

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 port of the 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.

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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.

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 at the exhaust port of 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:

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

2) BP pressure increases to +/- 1 psi of ER pressure.

f. 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.

g. 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 PRESSURE "D" corresponds to VOLTAGE

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2. #16 Analog Converter (AW4-16)

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

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

c. Brake Cylinder pressure will charge.

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

e. Brake Cylinder pressure will reduce at the J Relay located on the PCU.

f. Select 'D', 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 'D', select '0' volts and 'Enter' and note:

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

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

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

e. Select 'D', 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.

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f. Select 'D', 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 a corresponding decrease in voltage and pressure.

4) Select 'D', 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.

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

h. 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.

i. 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 MV20E "D" corresponds to MV20S "E" corresponds to MV13E "F" corresponds to MV13S

2. #20 Control Portion

a. Alternately select 'C' (MV20E) and note 'ON' (energized) and 'OFF' (deenergized) will be displayed on the screen. Leave 'C' (MV20E) in the 'OFF' condition.

b. Select 'D' (MV20S energized) and note:

1) 'ON' is displayed under 'MV20S'.

2) Pressure at TP-20 Gage charges quickly to 55 +/- 1 psi.

c. Select 'D' (MV20S deenergized) and note 'OFF' is displayed under 'MV20S'

d. Select 'C' (MV20E energized) and note:

1) 'ON' is displayed under 'MV20E'.

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

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e. Allow pressure to fully reduce to 0 psi, select 'C' (MV20E deenergized), then select 'B' (MV20M energized) and note 'ON' is displayed under 'MV20M'.

f. Select 'D' (MV20S energized) and note:

1) 'ON' is displayed on the screen at 'MV20M and MV20S.'

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.

g. Select 'D' (MV20S deenergized), then select 'C' (MV20E energized) and note:

1) 'ON' is displayed under 'MV20M and MV20E'.

2) Pressure reduces slowly at TP-20 Gage.

h. Select 'B' (MV20M deenergized) and note 'ON' is displayed on 'MV20R'.

i. Select 'C' (MV20E deenergized) and note 'OFF' is displayed on 'MV20E'.

j. Alternately select 'A' and note:

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

2) Relay K5 (COR) energizes and deenergizes.

3) Leave Relay K5 (COR) in the 'Off' condition.

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 deenergized) 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 cuts off at less than 13 psi.

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

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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.

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

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 C, 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:

1) 'OFF' is displayed at K1 (ES) and is deenergized.

c. Select 'B' and note:

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

d. Select 'B' and note:

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

e. Select 'C' and note:

1) 'ON' is displayed at Relay K4 (RLIS) and is energized.

f. Select 'C' and note:

1) 'OFF' is displayed at Relay K4 (RLIS) and is de-energized.

g. Select 'D' and note:

1) 'ON' is displayed at Relay K3 (BCPS) and is energized.

h. Select 'D' and note:

1) 'OFF' is displayed at K3 (BCPS) and is de-energized.

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

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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'.

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

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) 11,100 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

DECEMBER/01 5-42 IP-148-C CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

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

1) 11,100 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:

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.

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

IP-148-C 5-43 DECEMBER/01 CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

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DECEMBER/01 5-44 IP-148-C CCB EMD 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 basic removal and installation procedures for components that can be removed without removing main assemblies (ex. manifolds and electronic enclosures) from the Locomotive. For more complete procedures refer to the Locomotive builder's manual. The General Procedures, Paragraph 6.2.1, however, shall apply for any work that 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, PC-148-C 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 installation of the components.

IP-148-C 6-1 DECEMBER/01 CCB EMD 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.

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.

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.

A. DB-10 Service Portion, Item 4 (Figures 6-1, 6-2 and 6-3)

1) Removal

a) Remove cotter pin (6). Remove handle (7).

b) Remove three hex nuts (3) that secure the DB-10 service portion (4) to manifold (1). Remove DB-10 Service Portion (4) from manifold (1).

c) Remove gasket (5) and discard.

d) Install stem guard (not shown) 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 ± 1 ft lb (dry torque).

B. Piston Valve, Item 12 (Figures 6-1, 6-2 and 6-3)

1) Removal

a) Remove bonding strap (17) from magnet valve located on piston valve (12) (Figure 6-2).

b) Remove two hex head cap screws (11) or hex nuts (11) from manifold (1). Remove piston valve (12) from manifold (1). Discard O-rings (13 and 14).

IP-148-C 6-2 DECEMBER/01 CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

2) Installation

a) Ensure that new mounting O-rings (piston valve’s (11) new mounting O-rings are properly in place.

b) Install piston valve (11) onto manifold (1) and secure in place with two hex head cap screws (11) or two elastic stop nuts (11). Tighten cap screws (11) or nuts (11) to 12 ± 1 ft lb (dry torque).

c) Install bonding strap (17) to magnet valve located on piston valve (12) (Figure 6-2).

C. Double Check Valve, Item 9 (Figures 6-1, 6-2 and 6-3)

1) Removal

a) Remove two hex head screws (8) from manifold (1). Remove double check valve (9) from manifold (1). Discard three O-rings (10).

2) Installation

a) Ensure that new mounting O-rings (10) for double check valve (9) are properly in place.

b) Install double check valve (9) onto manifold (1) and secure in place with two hex head screws (8). Tighten screws (8) to 9 ± 1 ft lb (dry torque).

D. Magnet Valve, Item 17 (Figure 6-3)

1) Removal

a) Remove bonding strap (16) from magnet valve (17) (Figure 6-3).

b) Remove two socket head cap screws (15) from manifold (1). Remove magnet valve (17) from manifold (1). Discard O-rings (18).

2) Installation

a) Ensure that new mounting O-rings (18) for magnet valve (17) are properly in place.

b) Install magnet valve (17) onto manifold (1) and secure in place with two socket head cap screws (15). Tighten socket head screws (15) to 9 ± 1 ft lb (dry torque).

c) Install bonding strap (16) on magnet valve (17) (Figure 6-3).

IP-148-C 6-3 DECEMBER/01 CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

1. Manifold 8. Hex Head Screw 2. Choke 9. Double Check Valve 3. Hex Nut 10. O-Ring 4. DB-10 Service Portion 11. Hex Head Cap Screw 5. Gasket 12. Piston Valve 6. Cotter Pin 13. O-ring 7. Handle 14. O-ring

FIGURE 6-1 DIT VALVE COMPONENT REPLACEMENT ( 1441 BN ICE, 1482 BN ICE-DP, 1544 TFM ICE-DP and 1586 BNSF ICE-DP)

IP-148-C 6-4 DECEMBER/01 CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

1. Manifold 11. Hex Nut 2. Choke 12. Piston Valve 3. Hex Nut 13. O-Ring 4. DB-10 Service Portion 14. O-Ring 5. Gasket 15. Elastic stop nut 6. Cotter Pin 16. Washer 7. Handle 17. Bonding Strap 8. Socket Head Screw 18. Bonding Strap 9. Double Check Valve 19. Set Screw 10. O-Ring

FIGURE 6-2 DIT VALVE COMPONENT REPLACEMENT (1484 SF ICE-DP and 1505 CSX ICE)

IP-148-C 6-5 DECEMBER/01 CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

1. Manifold 10. O-Ring 2. Choke 11. Hex Head Screw 3. Hex Nut 12. Piston Valve 4. DB-10 Service Portion 13. O-Ring 5. Gasket 14. O-Ring 6. Cotter Pin 15. Socket Head Screw 7. Handle 16. Bonding Strap 8. Socket Head Screw 17. Magnet Valve 9. Double Check Valve 18. O-Ring

FIGURE 6-3 DIT VALVE COMPONENT REPLACEMENT (1567 ALASKA FIRE COMMUNICATIONS)

IP-148-C 6-6 DECEMBER/01 CCB EMD 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.

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.

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

A. Brake Valve Controller, (Fig 6-4)

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). Tighten bolts (3) to 18 ft lb.

IP-148-C 6-7 DECEMBER/01 CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

1. Brake Valve Controller 2. Vent Valve 3. Bolt

FIGURE 6-4 BRAKE VALVE CONTROLLER COMPONENT REPLACEMENT

IP-148-C 6-8 DECEMBER/01 CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

6.2.4 Computer Relay Unit

The Computer Relay Unit (CRU) utilizes an 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. The removal and installation procedures for the replacement of individual components from the Computer Relay Unit are give in NYR-345 located at the end of this chapter.

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.

NOTE

Before removing any components from the CRU, make sure all power to the CRU has been turned off.

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-350 located at the end of this chapter.

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.

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.

6.2.6 Refer to the Car Builder’s Manual for removal and installation of the components listed below.

A. Reservoir B. Voltage Conditioning Unit C. Pressure Switch (BCCO)

IP-148-C 6-9 DECEMBER/01 CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

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IP-148-C 6-10 DECEMBER/01

NEW YORK AIR BRAKE CORPORATION A KNORR BRAKE COMPANY 748 Starbuck Avenue, Watertown, New York 13601

MAINTENANCE SPECIFICATION

NYR-345

INSTRUCTIONS FOR MAINTENANCE OF COMPUTER RELAY UNIT P/N 772505, 773772, 773962, 773964, 775297, 777073, 777579 AND 777690

ISSUE NO. 5 MAINT. SPEC. NYR-345 DATE: DECEMBER 21, 2001 10 PAGES

A. TOOLS REQUIRED

1. Screwdriver, 3" 2. Screwdriver, Phillips Head, #3 3. Wrench, Socket, 7/16" 4. Wrench, Open End, 3/8"

B. REMOVAL AND INSTALLATION

WARNING

ALWAYS DISCONNECT THE LVDC POWER SUPPLY TO THE COMPUTER RELAY UNIT BEFORE REMOVING ELECTRICAL CONNECTIONS, INDIVIDUAL BOARDS, OR THE ENTIRE RACK. FAILURE TO DISCONNECT LVDC CAN CAUSE INJURY TO MAINTENANCE PERSONNEL AND/OR DAMAGE TO ELECTRONIC COMPONENTS CONTAINED WITHIN THE COMPUTER RELAY UNIT.

NOTE

Overhaul of the Computer Relay Unit (CRU) is not necessary. Cables, boards, etc. are designed to be replaced as necessary to maintain equipment.

The Relay Interface Unit Rack SHOULD NOT be removed from the computer relay unit.

1. Removal of CCB Computer Assembly (11) from enclosure (1). (See Figure NYR-345)

a. Disconnect LVDC power supply to the CRU rack by tripping the brake control circuit breaker in the cab and tripping the propulsion control circuit breaker in the cab.

b. Loosen fourteen hex head slotted screws (4). Remove cover (1) from enclosure (1).

c. Remove connector plugs (29 thru 32) from the front of CRU (11).

d. Remove four round head slotted screws (7), four flat washers (8), shake-proof lock washers (9) and grounding strap (10) from the front of the CCB Computer Assembly (11).

e. Carefully extract the CCB Computer Assembly (11) from enclosure (1). Return Rack to OEM (Original Equipment Manufacturer).

- 1 - ISSUE NO. 5 MAINT. SPEC. NYR-345 DATE: DECEMBER 21, 2001 10 PAGES

2. Installation of CCB Computer Assembly (11) into Enclosure (1). (See Figure NYR-345)

a. Carefully insert the CCB Computer Assembly (11) into the enclosure (1). Secure CCB Computer Assembly (11) to enclosure (1) with grounding strap (10), lockwashers (9), four washers (8), and four screws (7).

b. Install connectors (29 thru 32) onto their correct board on CCB Computer Assembly (11).

NOTE

To ensure proper connection of connectors (30 thru 31), refer to Figure NYR-345-2.

c. Turn on the LVDC power supply to the CRU rack by turning on the brake control circuit breaker in the cab and turning on the propulsion control circuit breaker in the cab.

d. Place cover (1) onto enclosure (1), align brackets (2) and tighten hex head cap screws (4).

3. Removal of CCB Computer Assembly Board(s) (4 thru 16) from CRU enclosure (1) with CCB Computer Assembly attached to Enclosure. (See Figure NYR-345-1)

WARNING

a. Loosen fourteen hex head slotted screws (4). Remove cover (1) from enclosure (1). (See Figure NYR-345)

b. Remove the electrical connector(s) (17 thru 20) from the front of the CRU (1). (See Figure NYR-345-1)

c. Loosen two screws at the top and bottom of board(s) (4 thru 16) that are to be removed.

d. Remove board (s) from CCB Computer Assembly (11) by pulling on handle mounted on board face. Return defective boards to OEM.

4. Installation of board(s) (4 thru 16) into CCB Computer Assembly (11). (See Figure NYR-345-1)

NOTE

Location of electronic boards on the CRU will vary from those shown in Figure NYR-345-1. All electronic boards used on the CRU must be installed in the exact position from which they were removed.

a. Align the board(s) (4 thru 16) with upper and lower guide slots on the Computer Assembly then slide board(s) (4 thru 16) into CCB Computer Assembly (1).

b. Tighten the screws at top and bottom of board(s) face.

c. Install electrical connector(s) (17 thru 20) onto the correct board on the front of the CRU. - 2 - ISSUE NO. 5 MAINT. SPEC. NYR-345 DATE: DECEMBER 21, 2001 10 PAGES

NOTE

To ensure proper connection of connectors (18 & 19), refer to Figure NYR-345-2.

d. Place cover (1) onto enclosure (1), align brackets (2) and tighten hex head cap screws (4) (See Figure NYR-345).

5. Removal of RIU board(s) (20 thru 24) from enclosure (1). (See Figure NYR-345)

WARNING

NOTE

The Relay Interface Unit Rack SHOULD NOT be removed from the computer relay unit.

a. Loosen fourteen hex head slotted screws (4). Remove cover (1) from enclosure (1).

b. Remove the connector plugs (25 thru 28) from the front of the Relay Interface Unit.

c. Loosen two screws at the top and bottom of the board(s) (20 thru 24) that are to be removed.

d. Remove board from RIU rack by pulling on handle mounted on card face. Return defective board(s) to OEM.

6. Installation of RIU Board(s) (20 thru 24) into enclosure (1). (See Figure NYR-345)

NOTE

All electronic boards used on the RIU must be installed in the exact position indicated.

a. Align the board with upper and lower guide slots on the RIU rack.

b. Tighten the screws at top and bottom of board face.

c. Install connector plug(s) (25 thru 28) onto correct board on the front of the RIU.

NOTE

To ensure proper connection of connectors (25 thru 28), refer to Figure NYR-345-2.

d. Place cover (1) onto enclosure (1), align brackets (2) and tighten hex head slotted screws (4).

7. Removal of Relay(s) (18 and 33) from RIU. (See Figure NYR-345)

a. Loosen fourteen hex head slotted screws (4). Remove cover (1) from enclosure (1).

- 3 - ISSUE NO. 5 MAINT. SPEC. NYR-345 DATE: DECEMBER 21, 2001 10 PAGES

NOTE

While the rail assembly (13) and bracket with stud (14) configuration differ slightly between applications, the following process applies to all.

b. Loosen and remove elastic stop nuts (12) from bracket with stud (14). Discard nuts (12).

(1) Remove rail assembly (13) from bracket with studs (14).

(2) Grasp relay (33) and carefully pull out of relay socket (19). Return defective relays (33) to OEM.

c. Remove wires from relay (18) contacts and note as to which wire goes onto each contact.

(1) Loosen and remove two elastic stop nuts (15) and flat washers (16) from base plate assembly stud. Discard nuts (15). Remove ground wire (17) from base plate assembly.

(2) Remove relay (18) from base plate assembly studs. Discard relay (18).

8. Installation of Relays (18 and 33) to RIU. (See Figure NYR-345)

a. Install new relay (18) onto base plate assembly studs.

(1) Place ground wire (17) onto base plate assembly stud and install two flat washers (16) and two new elastic stop nuts (15) onto base plate assembly studs.

(2) Install the correct wire onto its correct contact on relay (18).

b. Place new relay (33) into socket in relay socket (19).

(1) Install rail assembly (13) onto bracket with studs (14).

(2) Install two new elastic stop nuts (12) onto bracket with studs (14) and tighten securely.

c. Place cover (1) onto enclosure (1), align brackets (2) and tighten hex head slotted screws (4).

- 4 -

REVISION PAGE:

NYR-345

ISSUE NO. 1 Original Issue DATE: DECEMBER 9, 1993

ISSUE NO. 2 Revised Issue No. 1 DATE: OCTOBER 31, 1995 Added part number 773772

ISSUE NO. 3 Added part numbers 773962, 773964 and 777690 DATE: JUNE 27, 2000 Deleted Wire Diagrams (Pages 11 thru 22)

ISSUE NO. 4 Added part numbers 777073 and 777579 DATE: NOVEMBER 13, 2001 Added to Note (Page 2) Corrected Key for Figure 345-1 (Page 8)

ISSUE NO. 5 Corrected CRU P/N 772504 to read CRU P/N 772505 DATE: DECEMBER 21, 2001 Added CRU P/N 775297

- 5 -

KEY FOR FIGURES NYR-345

1. CRU Enclosure 1. CRU Enclosure (cover) 2. Clamp 3. Flat Washer 4. Hex Head Slotted Screw 5. Pushnut 6. Gasket Strip 7. Round Head Slotted Screw 8. Flat Washer 9. Shake-proof Lock Washer 10. Grounding Strap 11. CCB Computer Assembly 12. Elastic Stop Nut 13. Rail Assembly 14. Bracket with Stud 15. Elastic Stop Nut 16. Flat Washer 17. Ground wire 18. Relay 19. Relay Socket 20. 24V Filter PCB Assembly 21. Driver PCB Assembly 22. SC Filter PCB Assembly 23. Driver PCB Assembly 24. SC Filter PCB Assembly 25. Electric Connector 26. Electric Connector 27. Electric Connector 28. Electric Connector 29. Electric Connector 30. Electric Connector 31. Electric Connector 32. Electric Connector 33. Relay

- 6 -

NYR-345 COMPUTER RELAY UNIT (CRU)

- 7 -

KEY FOR FIGURE NYR-345-1

1. Card Cage 2. Filler Plate 3. Filler Plate 4. TJB PCB Assembly 5. AD PCB Assembly (for CRU P/N 772505) ADZ PCB Assembly (for CRU P/Ns 773772, 773962, 773964, 775297, 777073, 777579 and 777690) 6. COM PCB Assembly (for CRU P/N 772505) COMZ PCB Assembly (for CRU P/Ns 773772, 773962, 773964, 775297, 777073, 777579 and 777690) 7. CPZ PCB Assembly (for CRU P/N 777690) CP PCB Assembly (for CRU P/Ns 772505, 773772, 773962, 773964, 775297, 777073 and 777579) 8. FOR PCB Assembly 9. DI PCB Assembly (for CRU P/N 772505) DIZ PCB Assembly (for CRU P/Ns 773772, 773962, 773964, 775297, 777073, 777579 and 777690) 10. SS5 PCB Assembly 11. SS1 PCB Assembly 12. BEA PCB Assembly 13. EPA2 PCB Assembly 14. EPA1 PCB Assembly 15. SV PCB Assembly 16. SV PCB Assembly (for CRU P/N 772505) SVJ PCB Assembly (for CRU P/Ns 773772, 773962, 773964, 775297, 777073, 777579 and 777690) 17. Electric Connector 18. Electric Connector 19. Electric Connector 20. Electric Connector

- 8 -

NYR-345-1 BOARDS

- 9 -

NYR-345-2 CABLE CONNECTOR INSTALLATION

- 10 -

NEW YORK AIR BRAKE CORPORATION A KNORR BRAKE COMPANY 748 Starbuck Avenue, Watertown, New York 13601

MAINTENANCE SPECIFICATION

NYR-350

INSTRUCTIONS FOR MAINTENANCE OF PNEUMATIC CONTROL UNIT P/N 770908, 774005, 775295 and 775637

ISSUE NO. 4 MAINT. SPEC. NYR-350 DATE: DECEMBER 21, 2001 18 PAGES

A. TOOLS AND SUPPLIES REQUIRED

1. Full set of Metric Wrenches 2. Full set of Metric Hex Keys 3. Full set of SAE Standard Wrenches 4. Wrench, Open End, 1-3/4" 5. Wrench, Hex Key, 1/4" 6. Wrench, Splined Socket, 3/8" and 5/8" 7. Wrench, Torque, Min. Range 0-100 ft lb 8. Loctite 545 9. Silicone Pipe Thread Sealant

B. CLEANING

1. The manifold of the Pneumatic Control Unit (PCU) is not to be removed from the locomotive cab unless it is damaged. Before removing valve portions from the PCU, clean the surface of the PCU and the valve portions to prevent contamination from entering the valve portions or the PCU ports.

WARNING

SOLVENTS AND SOLVENT FUMES CAN BE HARMFUL TO HEALTH. WHEN USING SOLVENTS, BE SURE TO:

• WEAR EYE, SKIN, AND RESPIRATORY PROTECTION. • WORK IN A WELL VENTILATED AREA. • AVOID REPEATED OR PROLONGED CONTACT. • KEEP SOLVENT CONTAINER CLOSED. • KEEP SOLVENT AWAY FROM SPARKS, FLAMES, AND HEAT.

FAILURE TO OBSERVE THESE SAFETY PRECAUTIONS CAN LEAD TO INJURY OR INTOXICATION.

2. Before installing valve portions onto the PCU, blow out the ports and/or piping to the valve portions. WARNING

CLEANING USING COMPRESSED AIR CAN CAUSE PARTICLES TO BECOME AIRBORNE, BE SURE TO:

- 1 - ISSUE NO. 4 MAINT. SPEC. NYR-350 DATE: DECEMBER 21, 2001 18 PAGES

• WEAR EYE PROTECTION. • DO NOT EXCEED 30 PSI.

FAILURE TO OBSERVE THESE SAFETY PRECAUTIONS CAN LEAD TO INJURY.

C. REMOVAL AND INSTALLATION

1. To order replacement parts, refer to NYAB Parts Catalog for P/N 770908, 774005, 775295 or 775637.

2. J-1 Relay Valve, Item 7 (Fig. NYR-350)

a. Removal

(1) Remove four hex nuts (6). Remove J-1 Relay Valve (7).

(2) Remove and discard gasket (8) from manifold assembly (1).

b. Installation

(1) Place new gasket (8) on manifold assembly (1) per dowel locations.

(2) Install J-1 Relay Valve (7). Install four hex nuts (8). Tighten nuts (8) to 50 ± 5 ft lb (dry torque).

3. Relay Valve KR-5EO, Item 12 (Fig. NYR-350)

a. Removal

(1) Remove four hex nuts (9). Remove tie-down bar (11). Remove relay valve (12).

b. Installation

(1) Ensure that three new relay valve mounting O-rings (13) are properly in place.

(2) Install relay valve (12).

(3) Install tie-down bar (11). Install four hex nuts (9). Tighten nuts (9) to 42 ± 1 ft lb (dry torque).

4. Emergency Valve NB11-T, Item 31 (Fig. NYR-350)

a. Removal

(1) Remove four hex nuts (2). Remove emergency valve NB11-T (31).

b. Installation

(1) Ensure that three new emergency valve mounting O-rings (32 & 33) are properly in place.

(2) Install emergency valve NB11-T (31). Install four hex nuts (2). Tighten nuts (2) to 12 ± 1 ft lb (dry torque).

- 2 - ISSUE NO. 4 MAINT. SPEC. NYR-350 DATE: DECEMBER 21, 2001 18 PAGES

5. BP Cut Off Valve WKV3000-TS, Item 22 (Fig. NYR-350)

a. Removal

(1) Remove two hex nuts (2). Remove BP cut off valve (22).

b. Installation

(1) Ensure that three new cut off valve mounting O-rings (23 & 24) are properly in place.

(2) Install BP cut off valve (22). Install two hex nuts (2). Tighten nuts (2) to 12 ± 1 ft lb (dry torque).

6. Magnet Valve WMV1-ZST, Item 15 (Figures NYR-350 and NYR-350-1)

a. Removal

(1) Remove electrical connector from magnet valve (15).

(2) Remove elastic stop nut (36), flat washer (37) and bonding strap (38 or 66) from set screw (39). Discard elastic stop nut (36).

(3) Remove two socket head cap screws (14). Remove magnet valve (15).

b. Installation

(1) Ensure that four new magnet valve mounting O-rings (16 & 17) are properly in place.

(2) Install magnet valve (15). Install two socket head cap screws (14). Tighten screws (14) to 9 ± 1 ft lb (dry torque).

(3) Place bonding strap (38 or 66), flat washer (37) and new elastic stop nut (36) onto set screw (39).

(4) Place electrical connector onto magnet valve (15) and tighten securely.

7. Magnet Valve WMV02-ZT, Item 19 (Fig. NYR-350)

a. Removal

(1) Remove electrical connector from magnet valve (19).

(2) Remove elastic stop nut (36), flat washer (37) and bonding strap (40) from set screw (39). Discard elastic stop nut (36).

(3) Remove two socket head cap screws (18). Remove magnet valve (19).

b. Installation

(1) Ensure that two new magnet valve mounting O-rings (20) are properly in place.

(2) Install magnet valve (19). Install two socket head cap screws (18). Tighten screws (18) to 9 ± 1 ft lb (dry torque).

- 3 - ISSUE NO. 4 MAINT. SPEC. NYR-350 DATE: DECEMBER 21, 2001 18 PAGES

(3) Place bonding strap (40), flat washer (37) and new elastic stop nut (36) onto set screw (39).

(4) Place electrical connector onto magnet valve (19) and tighten securely.

8. Magnet Valve WMV01-ZST, Item 21 (Fig. NYR-350)

a. Removal

(1) Remove electrical connector from magnet valve (21).

(2) Remove elastic stop nut (36), flat washer (37) and bonding strap (40) from set screw (39). Discard elastic stop nut (36).

(3) Remove two socket head cap screws (18). Remove magnet valve (21).

b. Installation

(1) Ensure that two new magnet valve mounting O-rings (20) are properly in place.

(2) Install magnet valve (21). Install two socket head cap screws (18). Tighten screws (18) to 9 ± 1 ft lb (dry torque).

(3) Place bonding strap (40), flat washer (37) and new elastic stop nut (36) onto set screw (39).

(4) Place electrical connector onto magnet valve (21) and tighten securely.

9. Emergency Valve and Check Valve Assembly, Item 3 (Fig. NYR-350)

NOTE

PCU’s with Part numbers 770908 and 775637 have an emergency valve and check valve that DO NOT contain a magnet valve.

a. Removal

(1) Remove electrical connector from magnet valve (for PCU P/N 774005 and 775295 ONLY)

(2) Remove two hex nuts (2). Remove emergency valve and check valve (3).

(3) Remove and discard three O-rings (4) and O-ring (5) from emergency valve and check valve (3).

b. Installation

(1) Install three new O-rings (4) and new O-ring (5) onto emergency valve and check valve (3).

(2) Install emergency valve and check valve (3). Install two hex nuts (2). Tighten nuts (2) to 12 ± 1 ft lb (dry torque).

(3) Place electrical connector onto magnet valve and tighten securely (for PCU P/N 774005 and 775295 ONLY).

- 4 - ISSUE NO. 4 MAINT. SPEC. NYR-350 DATE: DECEMBER 21, 2001 18 PAGES

10. Transducer, Item 26 (Figures NYR-350 and NYR-350-1)

a. Removal

(1) Remove two socket head cap screws (25). Remove transducer (26). Remove and discard O-ring (27) from transducer (26).

(2) If transducer (26) is mounted on adapter block (29) or adapter plate (67), remove adapter block (29) or adapter plate (67) per step 11 or 12.

b. Installation

(1) If transducer (26) is mounted on adapter block (29) or adapter plate (67), install adapter block (29) or adapter plate (67) per step 11 or 12.

(2) Ensure that new transducer mounting O-ring (27) is properly in place.

(3) Install transducer (26). Install two socket head cap screws (25). Tighten cap screws (25) to 4 ± .5 ft lb (dry torque).

11. Adapter Block, Item 29 (Fig. NYR-350)

a. Removal

(1) Remove two socket head cap screws (28). Remove adapter block (29). Remove and discard O-ring (30) from adapter block (29).

b. Installation

(1) Ensure that new adapter block mounting O-ring (30) is properly in place.

(2) Install adapter block (29). Install two socket head cap screws (28). Tighten screws (28) to 4 ± .5 ft lb (dry torque).

12. Adapter Plate, Item 67 (Fig. NYR-350-1)

a. Removal

(1) Remove two socket head cap screws (28). Remove adapter plate (67). Remove and discard O-rings (30) from adapter plate (67).

b. Installation

(1) Ensure that two new adapter plate mounting O-rings (30) are properly in place.

(2) Install adapter plate (67). Install two socket head cap screws (28). Tighten screws (28) to 4 ± .5 ft lb (dry torque).

13. Pressure Switch, Item 41 (Fig. NYR-350)

a. Removal

(1) Disconnect wires from pressure switch (41).

(2) Unscrew and remove pressure switch (41) from manifold (1).

- 5 - ISSUE NO. 4 MAINT. SPEC. NYR-350 DATE: DECEMBER 21, 2001 18 PAGES

b. Installation

(1) Apply Loctite 545 to threads of pressure switch (41) and install pressure switch (41) onto manifold (1).

(2) Connect wires to pressure switch (41).

14. Tie-Down Bar, Item 35 (Fig. NYR-350)

NOTE

It is not necessary to remove tie-down bar during overhaul unless it is damaged.

a. Removal

(1) Cut and remove all wire ties that secure wires to tie-down (35).

(2) Remove two hex head cap screws (34). Remove tie-down (35).

b. Installation

(1) Install tie-down bar (35) onto manifold (1). Install two hex head cap screws (34). Tighten screws (34) to 12 ± 1 ft lb (dry torque).

(2) Mount wires onto tie-down bar (35) and secure in place with new wire ties.

15. Test Fitting, Item 43 (Fig. NYR-350)

NOTE

It is not recommended to remove test fitting unless it appears damaged.

a. Removal

(1) Remove test fitting (43) and union fitting (42) from manifold (1).

b. Installation

(1) Install test fitting (43) and union fitting (42) to manifold (1).

16. Filter LF-19-T, Item 46 (Fig. NYR-350-1)

a. Removal

(1) Remove two hex nuts (2). Remove filter (46).

b. Installation

(1) Ensure that two new filter mounting O-rings (47) are properly in place.

(3) Install filter (46). Install two hex nuts (2). Tighten nuts (2) to 12 ± 1 ft lb (dry torque).

- 6 - ISSUE NO. 4 MAINT. SPEC. NYR-350 DATE: DECEMBER 21, 2001 18 PAGES

17. Regulating Valve DMV-15, Item 44 (Fig. NYR-350-1)

a. Removal

(1) Remove two hex nuts (2). Remove regulating valve (44). Remove and discard two O-rings (45) from regulating valve (44).

b. Installation

(1) Ensure that new regulating valve mounting O-rings (45) are properly in place.

(2) Install regulating valve (44). Install two hex nuts (2). Tighten nuts (2) to 12 ± 1 ft lb (dry torque).

18. 20 Pipe Control Portion, Item 59 (Fig. NYR-350-1)

a. Removal

(1) Remove two hex nuts (9). Remove 20 pipe control portion (59).

(2) Remove and discard two ring gaskets (60) from 20 pipe control portion (59).

b. Installation

(1) Install two new ring gaskets (60) onto 20 pipe control portion (59).

(2) Install 20 pipe control portion (59). Install two hex nuts (9). Tighten nuts (9) to 42 ± 1 ft lb (dry torque).

19. Analog Converter AW4.1, Item 64 (Fig. NYR-350-1)

a. Removal

(1) Remove four hex nuts (2). Remove analog converter (64). Remove and discard two O-rings (65) from analog converter (64).

b. Installation

(1) Ensure that two new analog converter mounting O-rings (65) are properly in place.

(2) Install analog converter (64). Install four hex nuts (2). Tighten nuts (2) to 12 ± 1 ft lb (dry torque).

20. Cut-Off Valve Assembly, Item 49 (Fig. NYR-350-1)

a. Removal

(1) Remove electrical connector from magnet valve (15).

(2) Remove elastic stop nut (36), flat washer (37) and bonding strap (66) from set screw (39). Discard elastic stop nut (36).

(3) Remove two socket head cap screws (14). Remove magnet valve (15). Discard O-rings (16 & 17).

- 7 - ISSUE NO. 4 MAINT. SPEC. NYR-350 DATE: DECEMBER 21, 2001 18 PAGES

(4) Remove four socket head cap screws (48). Remove cut-off valve assembly (49) and adapter block assembly (51).

(5) Remove and discard O-ring (52) and two O-rings (5) from adapter block assembly (51). Remove and discard two O-rings (50).

b. Installation

(1) Place new O-ring (52) and two new O-rings (5) onto adapter block assembly (51).

(2) Install adapter block assembly (51).

(3) Ensure that two new cut-off valve assembly mounting O-rings (50) are properly in place.

(4) Install cut-off valve assembly (49). Install four socket head cap screws (48). Tighten socket head cap screws (48) to 12 ± 1 ft lb (dry torque).

(5) Ensure that three new magnet valve assembly mounting O-rings (16) and one new O-ring (17) are properly in place.

(6) Install magnet valve (15). Install two socket head cap screws (14). Tighten socket head cap screws (14) to 9 ± 1 ft lb (dry torque).

(7) Place bonding strap (66), flat washer (37) and new elastic stop nut (36) onto set screw (29).

(8) Place electrical connector onto magnet valve (15) and tighten securely.

21. Double Check Valve DRV-7-T7, Item 63 (Fig. NYR-350-1)

a. Removal

(1) Remove two socket head cap screws (14). Remove double check valve (63).

b. Installation

(1) Ensure that three new double check valve mounting O-rings (20) are properly in place.

(2) Install double check valve (63). Install two socket head cap screws (14). Tighten socket head cap screws (14) to 9 ± 1 ft lb (dry torque).

22. Magnet Valve, 4-Way, Item 56 (Fig. NYR-350-1)

a. Removal

(1) Remove electrical connector from magnet valve (56).

(2) Remove elastic stop nut (36), flat washer (37) and bonding strap (66) from set screw (39). Discard elastic stop nut (36).

(3) Remove two socket head cap screws (53), lock washers (54) and flat washers (55). Remove magnet valve (56). Discard O-rings (57 & 58).

- 8 - ISSUE NO. 4 MAINT. SPEC. NYR-350 DATE: DECEMBER 21, 2001 18 PAGES

b. Installation

(1) Ensure that three new magnet valve assembly mounting O-rings (58) and one new O-ring (57) are properly in place.

(2) Install magnet valve (56). Install two lock washers (54), flat washers (55) and socket head cap screws (53). Tighten screws (53) to 9 ± 1 ft lb (dry torque).

(3) Place bonding strap (66), flat washer (37) and new elastic stop nut (36) onto set screw (39).

(4) Place electrical connector onto magnet valve (56) and tighten securely.

23. Choke, Item 68 (Fig. NYR-350-1)

NOTE

It is not necessary to remove choke during overhaul unless it appears damaged or obstructed.

a. Removal

(1) Remove choke (68) from manifold (1).

b. Installation

(1) Install choke (68) into manifold (1).

24. Tie-Down Bar, Items 61 and 62 (Fig. NYR-350-1)

NOTE

It is not necessary to remove tie-down bar during overhaul unless it is damaged.

a. Removal

(1) Cut and remove all wire ties that secure wires to tie-down bar (61 or 62).

(2) Remove two hex head cap screws (34). Remove tie-down (61 or 62).

b. Installation

(1) Install tie-down bar (61 or 62) onto manifold (1). Install two hex head cap screws (34). Tighten screws (34) to 12 ± 1 ft lb (dry torque).

(2) Mount wires onto tie-down bar (61 or 62) and secure in place with new wire ties.

25. Diaphragm Housing, Item 3 (Fig. NYR-350-2)

a. Removal

(1) Remove four hex head cap screws (2). Remove diaphragm housing (3).

(2) Remove and discard gasket (4) from diaphragm housing (3).

- 9 - ISSUE NO. 4 MAINT. SPEC. NYR-350 DATE: DECEMBER 21, 2001 18 PAGES

b. Installation

(1) Install new gasket (4) onto diaphragm housing (3).

(2) Install diaphragm housing (3) onto manifold (1). Install four hex head cap screws (2). Tighten cap screws (2) to 15 ± 2 ft lb (dry torque).

26. Reservoir, Item 14 (Fig. NYR-350-2)

a. Removal

(1) Loosen fitting (15) on adapter (16).

(2) Remove two hex head cap screws (10), lock washers (11) and washers (12) that secure reservoir (14) and bracket (13) to manifold (1).

(3) Remove reservoir (14) from manifold (1).

b. Installation

(1) Apply pipe sealant to outside threads of adapter (15) and then screw adapter (15) into reservoir (14).

NOTE

If replacing fitting (16), apply pipe sealant to pipe threads before screwing fitting (16) into manifold (1).

(2) Install reservoir (14) and bracket (13) onto manifold (1). Install two washers (12), two lock washers (11) and two hex head cap screws (10). Do not tighten screws (10).

(3) Secure fitting (15) onto adapter (16) and tighten.

(4) Tighten hex head cap screws (10) to 9 ± 1 ft lb (dry torque).

27. Choke, Items 17 and 18 (Fig. NYR-350-2)

NOTE

It is not necessary to remove choke during overhaul unless it appears damaged or obstructed.

a. Removal

(1) Remove choke (17 or 18) from manifold (1).

b. Installation

(1) Install choke (17 or 18) into manifold (1).

28. By-pass Plate Assembly, Item 6 (Fig. NYR-350-2)

a. Removal

(1) Remove four hex head cap screws (5). Remove by-pass plate (6).

- 10 - ISSUE NO. 4 MAINT. SPEC. NYR-350 DATE: DECEMBER 21, 2001 18 PAGES

(2) Remove and discard six ring gaskets (8) and two ring gaskets (9).

b. Installation

(1) Install two new ring gaskets (9) and six new ring gaskets (8) onto by-pass plate (6).

(2) Install by-pass plate (6) onto manifold (1). Install four hex head cap screws (5). Tighten screws (5) to 15 ± 1 ft lb (dry torque).

D. TESTING

After completion of assembly, the CCB System must be tested in accordance with instructions given in the On Locomotive Single Locomotive Test located in Chapter 5 of the Maintenance Manual.

- 11 -

KEY FOR FIGURE NYR-350

1. Manifold assembly 2. Hex nut 3. Emergency and Check Valve assembly 4. O-ring 5. O-ring 6. Hex nut 7. J-1 Relay valve 8. Gasket 9. Hex nut 10. Washer 11. Tie-Down Bar 12. Relay valve, KR-5EO 13. O-ring 14. Socket Head Cap Screw 15. Magnet Valve WMV1-ZST 16. O-ring 17. O-ring 18. Socket Head Cap Screw 19. Magnet Valve WMV02-ZT 20. O-ring 21. Magnet Valve WMV01-ZST 22. BP Cut Off WKV3000-TS 23. O-ring 24. O-ring 25. Socket Head Cap Screw 26. Transducer 27. O-ring 28. Socket Head Cap Screw 29. Adapter block 30. O-ring 31. Emergency Valve NB11-T 32. O-ring 33. O-ring 34. Hex Head Cap Screw 35. Tie Down Bar 36. Elastic stop Nut 37. Flat Washer 38. Bonding strap 39. Set screw 40. Bonding strap 41. Pressure switch 42. Union fitting 43. Test fitting

- 12 -

NYR-350 PNEUMATIC CONTROL UNIT

- 13 -

KEY FOR FIGURE NYR-350-1

44. Regulating valve DM-15 45. O-ring 46. Filter LF-19-T 47. O-ring 48. Socket Head Cap Screw 49. Cut-Off valve assembly 50. O-ring 51. Adapter Block assembly 52. O-ring 53. Socket Head Cap Screw 54. Lock Washer 55. Flat Washer 56. Magnet valve, 4-Way 57. O-ring 58. O-ring 59. 20 Pipe Control Assembly 60. Ring Gasket 61. Tie-Down Bar 62. Tie-Down Bar 63. Double Check valve DRV-7-T7 64. Analog Converter assembly 65. O-ring 66. Bonding strap 67. Adapter Plate 68. Choke plug

- 14 -

NYR-350-1 PNEUMATIC CONTROL UNIT

- 15 -

1. Manifold assembly 10. Hex head cap screw 2. Hex head cap screw 11. Lock Washer 3. Housing 12. Washer 4. Gasket 13. Bracket 5. Hex head cap screw 14. Reservoir 6. By-Pass plate assembly 15. Adapter 7. Choke Plug 16. Adapter 8. Ring gasket 17. Choke plug 9. Ring gasket 18. Choke plug

NYR-350-2 PNEUMATIC CONTROL UNIT

- 16 -

REVISION PAGE:

NYR-350

ISSUE NO. 1 Original Issue APRIL 22, 1994

ISSUE NO. 2 Revised Issue No. 1 APRIL 5, 1995

ISSUE NO. 3 Added Part Numbers 774005 and 775637. AUGUST 1, 2000 Added New drawings and Rewrote NYR to match new numbering.

ISSUE NO. 4 Added Part Number 775295 DECEMBER 21, 2001

- 17 -

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- 18 - CCB EMD 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.

Application P/D and W/D

EMD/BN/1441 1441 EMD/BN/DP/1482 1482 EMD/SF/DP/1484 1484 EMD/CSX/1505 1505 EMD/TFM/DP/1544 1544 EMD/Alaska/1567 1567 BNSF/EP-60/1586 1482 and 1586

IP-148-C 7-1 DECEMBER/01 CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

THIS PAGE LEFT BLANK INTENTIONALLY

DECEMBER/01 7-2 IP-148-C CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

CHAPTER 8

NYAB/KNORR CCB - EMD - 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-148-C 8-1 DECEMBER/01 CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

8.2 NYAB/KNORR CCB - Fault Codes

DESCRIPTION MODES FAULT CODE

CP-ROM...... Fault 1 CP-RAM ...... Fault 2 COM-COMM TEST FAULT...... Fault 3 CP BOARD FAULT ...... Fault 4

BRAKE VLV/FOR - NO BV RELEASE ...... PENALTY...... Fault 10 BRAKE VLV/SS*- NO BV RELEASE...... Fault 11 BRAKE VLV/SS* -BV EMER ERROR ...... ALARM...... Fault 12 BRAKE VLV/FOR - IMPROPER BP RED (AUTO) ...... Fault 13 BRAKE VLV/SS* - NO BV REL VERIFY ...... Fault 14 BRAKE VLV/SS* - NO BV EMER VERIFY...... Fault 15

BRAKE VLV/FOR - IND MAX FROM REL...... Fault 20 BRAKE VLV/SS* - IND MAX ONLY...... Fault 21 BRAKE VLV/SS* - NO MAX IND VERIFY ...... Fault 22 BRAKE VLV/FOR - IMPROPER IND APP...... Fault 23 BRAKE VLV/SS* - NO BAIL OFF ...... Fault 24 BRAKE VLV/SS* - NO MAX IND VERIFY ...... Fault 25 BRAKE VLV/SS* - NO REL IND VERIFY ...... Fault 26

AW4-ER/EPA1 - IMPROPER ER PSI...... Fault 28

PS-BP/BEA – BP PSI SWITCH STUCK CLOSED ...... Fault 30 PS-BP/BEA – BP PSI SWITCH STUCK OPEN...... Fault 31 MV53/DB1/EPA1/BPCO/BEA-ER 0 PSI DEFAULT ...... Fault 32

AW4-ER/EPA1 - NO ER SUPPLY ...... PENALTY...... Fault 34 MVER/DB1/EPA1-ER 0 PSI DEFAULT ...... PENALTY...... Fault 35 BP-CO/BEA - NO BP CUT OFF...... Fault 36 AW4-ER/EPA1- NO ER SUPPLY ...... PENALTY...... Fault 37 AW4-ER/EPA1- NO ER EXHAUST ...... PENALTY...... Fault 38 BC CONTROL FAULT ...... Fault 39

AW4-16/EPA2 - NO BC SUPPLY ...... BACKUP ...... Fault 40 AW4-16/EPA2 - NO BC EXHAUST ...... BACKUP ...... Fault 41 MV16T/DB1/EPA2 - BRK BACK UP...... BACKUP ...... Fault 42 PS-13/BEA - NO BC BAIL OFF ...... Fault 43 20CP - ADJUST REGULATOR ...... Fault 44 BCCO/BEA – BC GAGE AT 0 PSI ...... Fault 45 DB1O - NO BACK UP DEFAULT BC ...... Fault 46 PS-13/BEA - NO BC BAIL OFF ...... Fault 47 PS13/DB1/MV13S/BEA - NO BAIL OFF...... Fault 48 PS13/DB1/MV13E/BEA - SLOW BAIL EXHAUST ...... Fault 49

MRT/AD - NO MR TRANS...... Fault 51 BPT/AD -NO BP TRANS...... PENALTY & BACKUP ...... Fault 52 FLT/AD - NO FLOW TRANS ...... Fault 53 ERT/AD - NO ER TRANS ...... PENALTY...... Fault 54

* The SS board number varies according to System Design

DECEMBER/01 8-2 IP-148-C CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

8.2 NYAB/KNORR CCB - Fault Codes (CONTINUED)

DESCRIPTION MODES FAULT CODE

BCT/AD - NO BC TRANS ...... Fault 55 16T/AD - NO BC CONTROL TRANS ...... BACKUP ...... Fault 56 2OT/AD - NO IND TRANS ...... BACKUP ...... Fault 57

ADZ - NO TRANS ...... PENALTY & BACKUP ...... Fault 60 MVEM/EPA1/PVEM - NO ELECT EMER ...... Fault 61 ELV - ADJUSTMENT REQUIRED...... Fault 62 MVEM/COIL-NO ELECTR EMERG...... IDP/EMERG...... Fault 63 MR LESS THAN 120 PSI...... Fault 64

BRAKE VALVE/SS*/(OPERATOR) ...... PENALTY...... Fault 70 POWER UP PENALTY ...... Fault 71

OCP/DB1/BEA - NO IND SUPPLY ...... Fault 76 2OCP/DB1/BEA - IND SUPPLY OPEN ...... PENALTY...... Fault 77 2OCP/DB1/BEA - NO IND RELEASE...... PENALTY...... Fault 78 2OCP/DB1/BEA - IND EXHAUST OPEN ...... Fault 79

ICE FAULT/CHANGE COM-NO ICE RECV ...... PENALTY...... Fault 80 COMM/CP-IMPROPER ICE COMMUNICATE...... Fault 81 COMM/CP-IMPROPER ICE COMMUNICATE...... Fault 82

BRAKE VLV SELF TEST FAULT ...... Fault 90 ER CONTROL SELF TEST FAULT...... Fault 91 BP SELF TEST FAULT...... Fault 92 INDEPENDENT SELF TEST FAULT...... Fault 93 BAIL OFF SELF TEST FAULT...... Fault 94 BC SELF TEST FAULT...... Fault 95 LOCOMOTIVE I/0 SELF TEST FAULT ...... Fault 96

IP-148-C 8-3 DECEMBER/01 CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

8.3 DIAG SUM MESSAGES

FLAG MESSAGE RECOVERY MESSAGE

1234567890123456789012345678901234 123456789012345678901234567890123456789

AIR BRAKE POWER UP PENALTY PLACE HANDLE TO SUPP TO RESET REMAIN IN SUPP FOR 10 SECONDS

AIR BRAKE FAULT EMERGENCY PLACE HANDLE TO EMER TO RECOVER KEEP HANDLE IN EMER FOR XX SECONDS TO CLEAR EMER MOVE HANDLE TO REL

OPERATOR EMERGENCY KEEP HANDLE IN EMER FOR XX SECONDS TO CLEAR EMER MOVE HANDLE TO REL

FIREMAN EMERGENCY PLACE HANDLE TO EMER TO RECOVER KEEP HANDLE IN EMER FOR XX SECONDS TO CLEAR EMER MOVE HANDLE TO REL

TRAINLINE EMERGENCY PLACE HANDLE TO EMER TO RECOVER KEEP HANDLE IN EMER FOR XX SECONDS TO CLEAR EMER MOVE HANDLE TO REL

END OF TRAIN EMERGENCY PLACE HANDLE TO EMER TO RECOVER KEEP HANDLE IN EMER FOR XX SECONDS TO CLEAR EMER MOVE HANDLE TO REL

AIR BRAKE FAULT PENALTY PLACE HANDLE TO SUPP TO RESET REMAIN IN SUPP FOR 10 SECONDS

CAB SIGNAL PENALTY PLACE HANDLE TO SUPP TO RESET REMAIN IN SUP FOR 10 SECONDS

ALERTER PENALTY PLACE HANDLE TO SUPP TO RESET REMAIN IN SUPP FOR 10 SECONDS

OPERATOR MESSAGE

123456789012345678901234567890123456789 AUTO BRAKE CAN'T RELEASE-TRAIL ONLY NO LEAD OR TRAIL 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

DECEMBER/01 8-4 IP-148-C CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

8.4 AIR BRAKE FAIL INDICATIONS

1. The Electronic Braking System on the SD-70 MAC has fault detection logic that indicates to the maintenance personnel and to the crew of problems within the braking system. These are indicated by a Red or Yellow Air Brake Fail, and may be accompanied by a Crew Message on the cab display.

a. Yellow Air Brake Fail - Indicates that the fault has no effect to operation. Repair at convenience. A maintenance message is available through the MAINT selection on the display, though accessible by maintenance personnel only.

b. Red Air Brake Fail - Indicates that there may be an effect to operation. Repair at earliest convenience. A maintenance message is available by all personnel through the Air Brake Selection on the display if a detailed viewing is desired.

c. Crew Message - Indicates there is an effect to operation, any action, caution or warnings to the Crew. Messages shall accompany a Red Air Brake Fail only, then, only when the failure is effecting the operation of the unit.

NOTE

A Red Air Brake Fail indication without a Crew Message does not affect operation of the unit. Most of the Red Air Brake Fails are restrictive to LEAD operation only.

8.5 AIR BRAKE FAIL CREW MESSAGES

1. Crew Messages are two (2) line messages that appear on the operator’s Display. These messages are prioritized according to importance, one message at a time, or will rotate if of equal importance. The first or top line is the ‘flag’ line and will read ‘Penalty Brake-Air Brake Fault’ or ‘Air Brake Fault’ if the result of an air brake fail detection. The second or bottom line is the ‘information’ line and contains a description of the fault, action required and a number code to the type of fail detection.

For example: Penalty Brake-Air Brake Fault Auto can’t release-Set trail-010

2. The ‘flag’ line indicates that a penalty brake is in effect and that the penalty is a result of an air brake failure detection. The ‘information’ line states that the automatic or train brake cannot be released as a result of the enforced penalty, that the unit needs to be set to trail (through the Display) and the detected failure is #10.

3. As all Crew Message failures are of Red Air Brake Fail indication, the crew may access the maintenance code through the AIR BRAKE selection on the display. In this case one would see “10-Change Brake Vlv/FOR-No BV REL.” This states the detected failure is code #10, that the Brake Valve Controller or it’s receiver printed circuit board FOR is likely the problem and the result is no recognition of a brake valve release position.

4. On this specific example, the Crew Message would be removed when the unit is set to TRAIL, as there is no effect to operation in the trail condition. However, the Red Air Brake Fail indication will remain.

IP-148-C 8-5 DECEMBER/01 CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

8.6 AIR BRAKE FAIL DETECTION AND CLEAR

Air Brake Faults are detected and cleared through the normal operation of the locomotive and self checks on the system by the air brake computer. Air Brake Failures are detected if two or more cabs are in the LEAD-CUT OUT or LEAD-CUT IN set up of operation within a consist as each cab is attempting to control the braking system. This is not considered normal operation.

Coupling Locomotives Together (Consist Make up) Prevention of Air Brake Fail.

Prior to connecting end hoses or opening end valves, assure that the appropriate unit is set to TRAIL.

1. Couple (do not connect end hoses) and stretch units to ensure couplers are locked.

2. Set cab controls for trailing unit operation. Check unit for Crew Message or Red Air Brake Fail.

a. Follow instruction of Crew Message if present. See attached chart.

b. If desired, check Red Air Brake Fail by placing unit to LEAD-CUT OUT. Check Crew Message. If fault is to be confirmed or cleared, follow the instructions on the attached chart as to the message displayed.

3. Install control cable between units.

4. Connect air brake hoses between units.

5. Open required air hose cutout cocks on each unit.

6. Perform required consist checks.

Changing Ends Prevention of Air Brake Fail.

Prior to changing ends, assure that the unit is set to TRAIL. Do not have two (2) cabs set to LEAD-CUT OUT or CUT IN at the same time.

1. Apply the automatic brake accordingly and apply full independent brake.

2. Remove the Reverser. (Unit will not set to TRAIL without reverser centered)

3. Set the Air Brake to TRAIL.

4. Place the automatic brake handle to CS/HO/HO position.

5. Set other cab devices to Trail position as required.

6. Change ends.

7. Set the Independent handle to full position and the automatic handle to release.

DECEMBER/01 8-6 IP-148-C CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

8. Set the unit to LEAD-CUT OUT and wait for ER to charge to the set pressure.

9. Change to LEAD-CUT IN will release the automatic brake.

10. Perform required consist checks.

Clear Air Brake Fail Clears only set up fault detections.

Air Brake Fails are detected due to open end valves, multiple Lead cabs and rapid air brake breaker openings and closings.

1. Isolate the unit from the other units by closing the end hose cutout cocks.

2. Follow procedure on attached chart.

3. Assure that the unit is placed back to TRAIL prior to opening end hose cutout cocks.

IP-148-C 8-7 DECEMBER/01 CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

8.7 Fault Set-up or Clear

Crew Air Maintenance Set Up: Clear Fault Message Brake Message Clear Fault or; If possible; Fail

10 Air Brake Red 10-Change Must be set to Cannot clear. Fault Brake TRAIL. See Set Up Auto can't Vlv/FOR-No (No effect in Trail) Release-Set BV Rel Trail-010

11 Air Brake Red 11 - Change Must be set to Place Auto handle to REL Fault Brake TRAIL. position, unit may be either Lead Auto can't Vlv/SS1 -No (No effect in Trail) or Trail. Release-Set BV Rel Trail-011 Wait 10 seconds to clear. If not, see Set Up.

20 Air Brake Red 20-Change Set to TRAIL at Cannot clear. Fault Brake operator choice. Do See Set Up. Ind Max or Vlv/FOR-Ind not set LEAD on Rel only- Max from Rel consist make up Caution-020 (No effect in Trail).

21 Air Brake Red 21-Change Set to TRAIL at Place Ind handle to FULL Fault Brake operator choice. Do position, unit may be either Lead Ind Max or Vlv/SS1-Rel not set LEAD on or Trail. Rel only- or Ind Max consist make up Caution-021 (No effect in Trail). Wait 10 seconds to clear. If not, See Set Up.

32 Air Brake Red 32-Change Must be set to Set to TRAIL Fault MV53/DB1/E TRAIL. No BP Cut PA1 -No BP (No effect in Trail) Isolate unit by closing all end Off-Set Cut Off hose valves. Trail-032 Set to LEAD-Cut Out.

Place Auto handle to REL position.

Wait 10 seconds to allow ER to charge to clear. If not, See Set Up.

DECEMBER/01 8-8 IP-148-C CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

8.7 Fault Set-up or Clear (Cont.)

Crew Air Maintenance Set Up: Clear Fault Message Brake Message Clear Fault or; If possible; Fail

34 Penalty Red 34-Change Must be set to Set to TRAIL Brake-Air AW4- TRAIL. Brake Fault ER/EPA1 -No (No effect in Trail) Isolate unit by closing all end Auto can't ER Supply hose valves. Release-Set Trail-034 Set to LEAD-Cut Out.

Place Auto handle to REL position.

Wait 10 seconds to allow ER to charge to clear. If not, See Set Up.

36 Air Brake Red 36-Change Cannot be used Set to TRAIL. Fault BP-CO/BEA- LEAD or TRAIL. No BP Cut- No BP Cut Off Unit must be Isolate unit by closing all end Off-Unit shipped DEAD. hose valves. Dead-036 (See Clear Fault before setting unit Place Auto handle to EMER as DEAD) position either LEAD or TRAIL set up.

Allow ER & BP to reduce to 0 psi to clear. If not:

Check fault validity by-.

Place Auto handle to HO.

Remain in TRAIL.

Connect another unit in LEAD and charge BP. If unit does not blow BP, unit may be used in Trail. If unit does blow BP, unit must be shipped with by-pass BP hose.

IP-148-C 8-9 DECEMBER/01 CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

8.7 Fault Set-up or Clear (Cont.)

Crew Air Maintenance Set Up: Clear Fault Message Brake Message Clear Fault or; If possible; Fail

40 Air Brake Red 40-Change Set to TRAIL at Set to TRAIL Fault AW4- operator choice. Do Back Up 16/EPA2-No not set LEAD on Isolate unit by closing all end BC-Note- BC Supply consist make up hose valves. 040 (No effect in Trail). Place Auto handle to EMER and Ind handle to REL position

Set to LEAD-Cut In.

Place Auto handle to REL position and allow ER & BP to charge and BC to 0 psi.

Place Ind to FULL position, allow BC to apply, then, place Ind to REL position and allow BC to 0 psi. If not, See Set Up.

42 Air Brake Red 42-Change Set to TRAIL at Set to TRAIL Fault MV16T/DB1/E operator choice. Do Back Up PA2-Back Up not set LEAD on Isolate unit by closing all end BC-Note- Brk Default consist make up hose valves. 042 (Operates on Back Up BC). Place Auto handle to EMER and Ind handle to REL position

Set to LEAD-Cut In.

Place Auto handle to REL position and allow ER & BP to charge and BC to 0 psi.

Place Ind to FULL position, allow BC to apply, then, place Ind to REL position and allow BC to 0 psi. If not, See Set Up.

43 Air Brake Red 43-Change Open AB Breaker, Cannot clear. See Set Up. Fault PS 1 3/BEA- use in Trail. No local BC No BC Bail (Operates on Back Bail Off- Off Up BC) Caution-043

DECEMBER/01 8-10 IP-148-C CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

8.7 Fault Set-up or Clear (Cont.)

Crew Air Maintenance Set Up: Clear Fault Message Brake Message Clear Fault or; If possible; Fail

48 Air Brake Red 48-Change Set to TRAIL at Set to TRAIL. Fault PS13/MV13S/ operator choice. Do No Brake BEA-No BC not set LEAD on Isolate unit by closing all end Bail Off- Bail Off consist make up hose valves. Caution-048 (No effect in Trail). Set to LEAD-Cut Out.

Bail Off command for 10 seconds. Release for 20 seconds. Repeat. If not, See Set Up.

52 Penalty Red 52-Change Must be set to Cannot clear. See Set Up. Brake-Air BPT/AD-No TRAIL. Brake Fault BP Trans (Operates on Back Auto can't Up BC) Release, Back Up BC-Set Trail-052

54 Penalty Red 54-Change Must be set to Cannot clear. See Set Up. Brake-Air ERT/AD-No TRAIL. Brake Fault ER Trans (No effect in Trail) Auto can't Release-Set Trail-054

56 Air Brake Red 56-Change Set to TRAIL at Cannot clear. See Set Up. Fault 16T/AD-No operator choice. Do Back Up BC Control not set LEAD on BC-Note- Trans consist make up 056 (Operates on Back Up BC).

60 Penalty Red 60-Change Must be set to Cannot clear. See Set Up. Brake-Air AD-All Trans TRAIL. Brake Fault not seen (Operates on Back Auto can't Up BC) Release, Back Up BC-Set Trail-060

IP-148-C 8-11 DECEMBER/01 CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

8.7 Fault Set-up or Clear (Cont.)

Crew Air Maintenance Set Up: Clear Fault Message Brake Message Clear Fault or; If possible; Fail

76 Air Brake Red 76-Change Set to TRAIL at Set to TRAIL. Fault 2OCP/DB1/B operator choice. Do No Ind Brk- EA-No Ind not set LEAD on Isolate unit by closing all end Set Trail- PSI Supp consist make up hose valves. 076 (No effect in Trail). Set to LEAD-Cut Out.

Place Ind handle to REL position for 10 seconds.

Place Ind handle to FULL position for 10 seconds. If not, See Set Up.

77 Penalty Red 77-Change Open AB Breaker, Set to TRAIL. Brake-Air 2OCP/DB1/B use in Trail. Brake Fault EA-Ind Supp (Operates on Back Isolate unit by closing all end Ind Stuck Open Up BC) hose valves. Brake-Set Trail, AB Set to LEAD-Cut Out. Off-077 Place Ind handle to REL position for 10 seconds.

Place Ind handle to FULL position for 10 seconds.

Place Ind handle to REL position for 10 seconds. If not, See Set Up.

78 Penalty Red 78-Change Must be set to Set to TRAIL. Brake-Air 2OCP/DB1/B TRAIL. Brake Fault EA-No Ind (No effect in Trail) Isolate unit by closing all end Ind Stuck PSI Rel hose valves. Brake-Set Trail-078 Set to LEAD-Cut Out.

Place Ind handle to REL position for 10 seconds.

Place Ind handle to FULL position for 10 seconds.

Place Ind handle to REL position for 10 seconds. If not, See Set Up.

DECEMBER/01 8-12 IP-148-C CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

8.7 Fault Set-up or Clear (Cont.)

Crew Air Maintenance Set Up: Clear Fault Message Brake Message Clear Fault or; If possible; Fail

79 Air Brake Red 79-Change Open AB Breaker, Set to TRAIL. Fault 2OCP/DB1/B use in Trail. Check EA-Exhaust (Operates on Back Isolate unit by closing all end Consist Set Open Up BC) hose valves. Up, Set Trail-079 Set to LEAD-Cut Out.

Place Ind handle to REL position for 10 seconds.

Place Ind handle to FULL position for 10 seconds.

Place Ind handle to REL position for 10 seconds. If not, See Set Up.

80 All Air Red 80-ICE Open AB Breaker, Close ICE breaker. If not, See gages Fault/Change use in Trail. Set Up. are'**' Comm-No (Operates on Back ICE Recv Up BC)

IP-148-C 8-13 DECEMBER/01 CCB EMD CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

8.8 MU OF CCB BRAKING SYSTEM

The Electronic Braking System on the SD-70 MAC will detect an Air Brake Fault if two (2) cabs or more are in the LEAD-CUT IN or LEAD-CUT OUT mode of operation at the same time. To prevent these faults: Prior to connecting 2 hoses:

1. Couple and stretch units to ensure couplers are locked.

2. Set cab controls for trailing unit operation.

3. Check Display for Air Brake Fail indication.

If Yellow - Unit is operative LEAD or TRAIL. If Red - Follow Crew Message or See Back of Card.

4. Install control cable between units

5. Connect air brake hoses between units and open required cutout cocks

6. Perform required consist checks

Fault Indicator

The Air Brake Fault Indicator, located on the Display, is for maintenance purposes. Red indicates repair is required at the earliest opportunity and Yellow indicates repair at convenience. Any restrictive operation of the brakes is given by an Operator Message on the Display. Most Red faults are Lead restrictive only. Unit is operative if there is no message in Trail mode. Set Trail is normal TRAIL set up. Do not open Air Brake Breaker.

8.9 CLEARING FAULTS ON MU

The Electronic Braking System on the SD-70 MAC will detect Air Brake Faults. Some of these faults may have occurred during set up.

If YELLOW: Unit is Operative. If RED: Clear faults as below:

1. Set handbrake.

2. Close end hose cutout cocks.

3. Place unit to TRAIL, Auto to EMER and IND to REL.

4. Place Auto to REL.

If during the following, the correct response is not found, fault cannot be cleared.

5. Set to LEAD-CUT IN and allow ER & BP to fully charge and BC to 0 psi.

6. Fully apply independent till 70-74 psi BC, then fully release to BC to 0 psi.

7. Bail Off for 10 seconds, then release.

8. Place Auto to EMER, then to REL after reset command.

9. Faults that may be cleared, are now cleared; follow Message instruction.

10. Set to TRAIL, open end hose cutout cocks and release handbrake as desired.

DECEMBER/01 8-14 IP-148-C