Emd Contract Ccb Brake Equipment Maintenance Manual

New York Air Brake CCB Brake System

EMD CONTRACT CCB BRAKE EQUIPMENT MAINTENANCE MANUAL

IP-162-C / PL-1466

Operated by LONG ISLAND RAILROAD (LIRR)

MARCH 2003 CCB LIRR 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 DESTROY SUPERSEDED PAGES.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 468, consisting of:

PAGE NO. CHANGE NO. ISSUE

Title 1 March/03 A 1 March/03 B 1 March/03 i through viii 1 March/03 1-1 through 1-120 1 March/03 2-1 1 March/03 2-2 (Blank) 1 March/03 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 5 February/03 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. 232 1 April/94 C.W. 233 5 August/97 C.W. 239 3 Novembr/97 C.W. 243 3 June/96 C.W. 248 1 March/95 C.W. 249 2 May/97 C.W. 250 1 June/95 C.W. 266 1 June/97 C.W. 267 1 August/97 C.W. 268 2 February/03 C.W. 269 2 February/03

ADDITIONAL COPIES OF THIS PUBLICATION MAY BE OBTAINED FROM:

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

IP-162-C A MARCH/03 CCB LIRR 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 DESTROY SUPERSEDED PAGES.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 Manual, Vendor Information, is 468, consisting of:

PAGE NO. CHANGE NO. ISSUE

C.W. 270 1 September/97 C.W. 272 1 October/97 C.W. 273 1 October/97 C.W. 274 1 September/97 C.W. 275 1 October/97 C.W. 298 1 February/03 3-1 through 3-4 1 March/03 4-1 through 4-8 1 March/03 5-1 through 5-42 1 March/03 6-1 through 6-21 1 March/03 6-22 (Blank) 1 March/03 NYR - 391 2 February/03 NYR - 392 2 February/03 NYR-439 1 February/03 7-1 1 March/03 7-2 (Blank) 1 March/03 P/L 1466 T September/02 P/D - 1466 N October/02 W/D - 1466 R November/02 8-1 through 8-26 1 March/03

ADDITIONAL COPIES OF THIS PUBLICATION MAY BE OBTAINED FROM:

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

MARCH/03 B IP-162-C CCB LIRR CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

TABLE OF CONTENTS

CHAPT/SECT TITLE PAGE

1.0 OPERATING PROCEDURES 1-1

1.1 OVERVIEW 1-1 1.1.1 26C VERSUS CCB 1-1 1.1.2 CCB INTRODUCTION 1-1

1.2 CCB DESCRIPTION 1-2 1.2.1 CCB INTRODUCTION 1-2 1.2.2 IMPORTANT FEATURES 1-2

1.3 AIR BRAKE EQUIPMENT 1-4 1.3.1 AIR BRAKE EQUIPMENT IN AIR BRAKE COMPARTMENT 1-4 1.3.2 HOSTLER BRAKE EQUIPMENT 1-4 1.3.3 WHEELSLIDE CONTROL EQUIPMENT 1-4 1.3.4 BRAKE VALVE 1-15 1.3.5 AIR BRAKE SET-UP 1-16 1.3.6 LOSS OF POWER MODE 1-17 1.3.7 POWER UP PENALTY 1-18 1.3.8 ATC PENALTY 1-18 1.3.9 DEAD-MAN PENALTY 1-18 1.3.10 HOSTLER BRAKE CONTROL 1-18 1.3.11 MGS WHEELSLIDE 1-22

1.4 GENERAL INFORMATION 1-23 1.4.1 CCB INTRODUCTION 1-23 1.4.2 SYSTEM DESCRIPTION 1-25 1.4.3 CCB OPERATION 1-27 A. RELEASE POSITION 1-27 B. HOLDING POSITION 1-35 C. LAP POSITION 1-38 D. SERVICE POSITION 1-40 E. HANDLE-OFF POSITION 1-48 F. EMERGENCY POSITION 1-50 G. FIREMAN’S VALVE EMERGENCY 1-60 H. TRAIN SEPARATION EMERGENCY 1-60 I. BAIL OFF 1-62 J. ATC PENALTY 1-67 K. DEAD-MAN PENALTY 1-73 L. TRAIL POSITION - AUTOMATIC BRAKE 1-76 M. TRAIL POSITION - ANY EMERG. APPLICATION AND RELEASE 1-76 N. TRAIL OPERATION - BAIL OFF 1-76 O. INDEPENDENT APPLICATION AND RELEASE 1-81 P. TRAILING INDEPENDENT BRAKING 1-89 Q. LOSS OF POWER OR DEFAULT MODE 1-89 R. SERVICE PENALTY DEFAULT 1-89 S. INDEPENDENT - BACK UP TRAIL OPERATION 1-94

IP-162-C i MARCH/03 CCB LIRR CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

TABLE OF CONTENTS (cont.)

CHAPT/SECT TITLE PAGE

1.4.3 T. AUTO. SERV. APP. BAIL-OFF BACK UP TRAIL OPERATION 1-94 U. EMER. SERV. APP. BAIL-OFF BACK UP TRAIL OPERATION 1-94 V. I/O INTERFACE 1-98 W. HOSTLER INDEPENDENT BRAKE CONTROL 1-106

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

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 4-4

5.0 CHECKOUT AND ANALYSIS 5-1

5.1 GENERAL INFORMATION 5-1

5.2 FUNCTION TESTING 5-1 5.2.1 Locomotive Air Brake Test (211) 5-1 5.2.2 Procedure for Troubleshooting Locomotive Computer Controlled 5-6 Brake Equipment for EMD/LIRR (Ref. NYT-1383-C)

5.3 REMOTE SESSIONS 5-20 5.3.1 Overview 5-21 5.3.2 Description on Operation 5-21 5.3.3 Screen Layout 5-22

MARCH/03 ii IP-162-C CCB LIRR CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

TABLE OF CONTENTS (cont.)

CHAPT/SECT TITLE PAGE

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 6-6 6.2.4 Computer Relay Unit 6-9 6.2.5 Pneumatic Control Unit 6-9 6.2.6 Voltage Conditioning Unit 6-9 6.2.7 Hostler Cut-Out Assy. 6-13 6.2.8 MGS Wheelslide 6-16 6.2.9 BV18 Anti-Skid Valve 6-19 6.2.10 Penalty Brake Control Unit 6-22 NYR-391 NYR-392 NYR-439

7.0 SYSTEM EQUIPMENT 7-1

7.1 GENERAL INFORMATION 7-1

8.0 DIAGNOSTICS 8-1

8.1 CCB DIAGNOSTICS 8-1 8.1.1 OVERVIEW 8-1 8.1.2 LDTS COMPONENTS 8-5 8.1.3 CCB LDTS DESCRIPTION 8-7 8.1.4. FAULT OPERATION 8-12 8.1.5 MU OF CCB BRAKING SYSTEM 8-14 8.1.6 CLEARING FAULTS ON MU 8-15

8.2 WHEELSLIDE DIAGNOSTICS 8-17 8.2.1 OVERVIEW 8-17 8.2.2 LSTS COMPONENTS 8-20 8.2.3 MGS LDTS DESCRIPTION 8-22

IP-162-C iii MARCH/03 CCB LIRR CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

LIST OF ABBREVIATIONS

ABCB ...... Air Brake Circuit Breaker AD...... Analog to Digital AE1 ...... Automatic Emergency Switch NO. 1, N.C. AE2 ...... Automatic Emergency Switch NO. 2, N.O. AP ...... Automatic Variable Handle Potentiometer AR...... Automatic Release Switch, N.O. AW4-ER...... Analog Converter Equalizing Reservoir AW4-16...... Analog Converter 16 Pipe (control Pipe) BAN...... Battery Negative BAP...... Battery Positive BC...... Brake Cylinder BCCO...... Brake Cylinder Cut-Out Pressure Switch BCT...... Brake Cylinder Transducer BEA...... Binary Input Output BO1...... Bail Off Switch, Automatic BO2...... Bail Off Switch, Independent BP ...... Brake Pipe BPCO...... Brake Pipe Cut-Off Valve BPT...... Brake Pipe Transducer BVJ1-BVJ2 ...... Brake Valve External Connectors C1 ...... Communicator Connector CCB ...... Computer Controlled Brake ° C...... Degree Centigrade COMM...... Communications Cont ...... Controller COR ...... Cut-Out Relay CP...... Central Processor CRU ...... Computer Relay Unit DB1...... Magnet Valve Driver Board PCB DB2...... Relay Driver PCB dc ...... Direct Current DCV ...... Double Check Valve DI ...... Diagnostic PCB ELV ...... Emergency Limiting Valve EMER...... Emergency EPA1...... Automatic Application Analog ...... Converter Driver PCB (AW4-ER) EPA2...... Control Pipe Analog ...... Converter Driver PCB (AW4-16) ER...... Equalizing Reservoir

MARCH/03 iv IP-162-C CCB LIRR CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

LIST OF ABBREVIATIONS (Cont.)

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

IP-162-C v MARCH/03 CCB LIRR CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

LIST OF ABBREVIATIONS (Cont.)

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 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

MARCH/03 vi IP-162-C CCB LIRR CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

Introduction

The Purpose of this Manual is to provide necessary information pertaining to the CCB Brake System for performing an on and off locomotive equipment check out and analysis of the brake system. Sufficient information of the introductory overview nature is also included to inform the maintenance personnel of the nature and function of each of the components in the CCB Brake System.

1. The information contained within this manual summarizes the features of the CCB brake equipment and its application to the LIRR vehicle.

2. Ensure that you are thoroughly familiar with the instructions for a component and are familiar with all precautionary notes prior to attempting a sequence, operation or maintenance. Failure to follow procedures and precautionary notes in this publication, could cause loss of or serious injury to personnel and/or malfunction or equipment damage.

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MARCH/03 viii IP-162-C CCB LIRR CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

CHAPTER 1

OPERATING PROCEDURES

1.1 OVERVIEW

1.1.1 26L VERSUS CCB (Computer Controlled Brake System)

A. CCB performs all the same brake functions as 26L.

B. CCB replaces: 1. 26C Brake Valve 2. 26C Control Valve 3. P-2-A Penalty Application Valve 4. A-1 Charging Cut-off Valve 5. MU-2A Multiple Unit Valve 6. J1.6-16 Relay

C. CCB Locomotive can LEAD or TRAIL 26L Locomotives.

D. An on-board computer called ILC with a display screen displays air brake pressure, set- up, and diagnostics.

1.1.2 CCB INTRODUCTION

A. The CCB-E02 (Computer Controlled Brake - with TYPE 2 electric overlay) equipment is a complete microprocessor brake control system for main line locomotives and switchers.

B. All logic, other than an emergency brake application and power knockout, is computer logic control.

C. The operator commands the computer through the drivers brake valve.

D. The brake valve is solely electronic and signals the computer to handle position automatic and independent braking.

E. An exception is the pneumatic initiation of an emergency brake when the automatic brake handle is placed into the emergency position.

F. The computer interprets the signals of the brake valve and controls the PCU (Pneumatic Control Unit), via the CRU (Computer Relay Unit).

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

H. The development of emergency brake cylinder pressure is of a pneumatic mechanical nature.

I. The computer also controls a CCB locomotive I/O interface unit. This provides for: 1. power knockout in emergency 2. emergency sanding 3. fast application and holding of friction brakes through operation of the electric overlay TYPE 2 trainline brake control - APPLY, HOLDING, AND EMERGENCY 4. Automatic Train Control and Deadman Penalty Control 5. Snow Brake Control 6. Blended Brake Control

IP-162-C 1-1 MARCH/03 CCB LIRR CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

1.2 CCB DESCRIPTION

1.2.1 INTRODUCTION

The CCB-E02 Brake Equipment for Long Island Rail Road “Push-Pull” service, consisting of the computer control brake equipment with an overlay of Electro-Pneumatic Devices. This equipment provides a virtually simultaneous brake application and release response within specified train lengths as a result of manual movement of the operator’s Automatic Brake Valve handle located in either a cab style car at one end of the train or a similarly equipped locomotive at the other, the latter acting as a “Push” or “Pull” motive means for the train. Brake valve handle movement controls contact closures for Release, Holding, Lap, Service, Handle off, and Emergency functions to permit transmission of electrical signals through trainline wires to “application” or “holding” magnet valves located on each of the “Push or Pull” locomotives, cab cars and trailer cars, and to “emergency” magnets on the cab cars and “Push or Pull” locomotive in the train. The brake valve also initiates a pneumatic brake pipe signal, simultaneously with the electrical signal, to permit the “26” type control valves, located on each car throughout the train, to function according to the pneumatic signal. This arrangement then provides for a complete pneumatic follow-up control should the electrical overlay malfunction or be cut-out, or if the equipment is used intermixed with other compatible air brake equipment not having the electro-pneumatic features. The CCB-E02 equipment can function either as straight automatic pneumatic air brake equipment or as electro-pneumatic air brake equipment. This equipment is designed and offered to enable the operator to manually control the air brake operation on a passenger carrying train whose total length does not exceed that of a quantity of fourteen 90 ft. cars. A non self-lapping CCB Brake valve is used in this equipment arrangement in place of the basic “26-C” self lapping brake valve; however, self-lapping action occurs, by software design, in the release and holding positions.

1.2.2 IMPORTANT FEATURES

A. Prompt response to brake application and release signals due to the combined use of electro-pneumatic components, with a continuous pneumatic follow-up available in case of electrical malfunction; all under control of the operator’s automatic brake valve handle.

B. A feature to permit electrical transmission of a pneumatic, automatic brake valve initiated, emergency application so that it is also initiated pneumatically from the opposite end of the train.

C. The primary safety feature of the automatic brake equipment is retained with an emergency brake initiation available when a rapid drop in brake pipe air pressure occurs at either the operator’s brake valve, an emergency brake valve, or a ruptured brake pipe or brake pipe connection.

D. Pressure maintaining of brake pipe air (during service applications and releases) and maintaining of brake cylinder pressures (under service and emergency application conditions).

E. Automatic brake pipe charging cut-off is provided to restrict loss of main reservoir air pressure during an emergency.

F. Initiation of a service rate of brake pipe reduction for safety control (deadman’s) penalty and for train control (ATC) penalty, to an emergency brake pressure level.

G. Train stop insuring function provided during an emergency brake application.

MARCH/03 1-2 IP-162-C CCB LIRR CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

H. “Dead Engine” feature which allows the locomotive or cab car to operate as a trailer car should there be no main reservoir air supply on this car. (Provided by others)

I. Cyclic snowbrake feature which allows brake unit slack adjusters to function upon release of a service (or emergency) application.

J. Automatic Blending brake operation is provided via a RS485 serial communication interface with locomotive control computer, disabled in emergency.

K. Independent brake control & emergency brake control from hostler stand.

L. Service & Emergency brake wheelslide protection via microprocessor controlled wheelslide correction system.

IP-162-C 1-3 MARCH/03 CCB LIRR CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

1.3 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:

1.3.1 AIR BRAKE EQUIPMENT IN AIR BRAKE COMPARTMENT

See Fig. 1-1 for location of equipment in the air brake compartment. See Fig. 1-2 for the Brake Valve Controller handle positions. See Fig. 1-3 for the Pneumatic Control Unit valve locations. See Fig. 1-4 for the Computer Relay Unit component locations. See Fig. 1-5 for Lead/Trail switch.

1.3.2 HOSTLER BRAKE EQUIPMENT

See Fig. 1-6 for Hostler SA-26 Independent Brake Valve. See Fig. 1-7 for Hostler Cut-Out Assembly.

1.3.3 WHEELSLIDE CONTROL EQUIPMENT

See Fig. 1-8 for Electronic Control Unit. See Fig. 1-9 for GV18 Anti-Skid Valve.

1.3.4 PENALTY BRAKE CONTROL UNIT

See Fig. 1-10 for Penalty Bake Control Unit component locations.

MARCH/03 1-4 IP-162-C CCB LIRR CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-1 AIR BRAKE EQUIPMENT LOCATION

IP-162-C 1-5 MARCH/03 CCB LIRR CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-2 BRAKE VALVE CONTROLLER MARCH/03 1-6 IP-162-C CCB LIRR CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-3 PNEUMATIC CONTROL UNIT

IP-162-C 1-7 MARCH/03 CCB LIRR CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-4 COMPUTER RELAY UNIT MARCH/03 1-8 IP-162-C CCB LIRR CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-5 LEAD / TRAIL SWITCH

IP-162-C 1-9 MARCH/03 CCB LIRR CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-6 SA-26 INDEPENDENT BRAKE VALVE (HOSTLER)

MARCH/03 1-10 IP-162-C CCB LIRR CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-7 HOSTLER CUT-OUT VALVE ASSEMBLY

IP-162-C 1-11 MARCH/03 CCB LIRR CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-8 MGS WHEELSLIDE ELECTRONIC CONTROL UNIT

MARCH/03 1-12 IP-162-C CCB LIRR CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-9 GV18 ANTI-SKID VALVE

IP-162-C 1-13 MARCH/03 CCB LIRR CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-10 PENALTY BRAKE CONTROL UNIT

MARCH/03 1-14 IP-162-C CCB LIRR CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

1.3.4 BRAKE VALVE

Refer to Figure 1-2

1.3.4.1 OPERATING - AUTOMATIC HANDLE

The Brake Valve Controller handle operates through six detented control positions: RELEASE, HOLDING, LAP, SERVICE, HANDLE-OFF, and EMERGENCY. 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 operator.

When making a Service brake application, move the automatic Brake Valve Controller handle away from the operator to the SERVICE position to reduce ER and BP to the desired level. Then return the handle to the LAP position to stop the reduction.

When the desired BP pressure reduction is obtained, as indicated by the ER gage, the brake valve handle is manually moved to the LAP position. The time duration the handle is left in the service position will determine the amount of ER pressure reduction and as a result, the BP reduction. The amount of BC pressure developed is directly proportional to the amount of ER pressure reduction up to the service limit pressure.

Full service brake application is obtained by reducing the ER and BP pressure 30 psi from the set-up pressure.

The holding position of the brake valve is provided to allow the BP to be completely recharged to its full release valve while the brake cylinder control pressure (16) is retained. This action will hold the train brakes applied. The use of this position permits BP to be recharged while the train is stopped.

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

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

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

1.3.4.2 OPERATING - INDEPENDENT BRAKE

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

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

IP-162-C 1-15 MARCH/03 CCB LIRR 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.

1.3.5 AIR BRAKE SET-UP

The function of conditioning the Locomotive for LEAD CUT IN/LEAD CUT OUT, or TRAIL/CUT- OUT is accomplished through the Key position selection of the LEAD/TRAIL switch.

A. For Set-Up as Lead or Single Unit

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

1. Place the automatic brake handle to the HANDLE-OFF position.

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

3. Close the AIR BRAKE circuit breaker, battery switch, ILC control breaker and control and fuel pump switch.

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

5. If the unit is in TRAIL mode, then change the unit from TRAIL to LEAD/CUT-OUT mode by selecting the corresponding position with the LEAD/TRAIL switch.

• Note: NEW status changes to LEAD/CUT-OUT on the ILC display.

6. Place the automatic handle to the RELEASE position and allow ER pressure to charge to 110 ± 1 psi.

7. Select LEAD/CUT-IN mode by again selecting the corresponding position with the Lead/Trail switch.

NOTE: New status changes to LEAD/CUT-IN on the ILC display and BP changes to ER pressure.

• Note that equalizing reservoir reads the required pressure.

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

• Note that OPERATIONS display reads as follows:

AIR BRAKE LEAD-CUT IN

B. For Set-Up as Trail Unit

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

2. Place Automatic Brake in Service position to reduce ER and BP 30 psi and then return to LAP position. Then ensure Independent Brake is set to RELEASE position.

MARCH/03 1-16 IP-162-C CCB LIRR CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

3. Select TRAIL by selecting the corresponding position with the Lead/Trail switch.

NOTE: New status changes to TRAIL.

4. Automatic and Independent Brakes are now CUT OUT. Place Automatic Brake Handle in the HANDLE-OFF position.

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

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

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 "HANDLE-OFF" 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.

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

D. Changing Ends "Trail Back Up Brake" To "Lead"

1. Assure that the Automatic Handle is in the "HANDLE-OFF" 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 "Lead/Cut-Out."

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

1.3.6 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.

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.

IP-162-C 1-17 MARCH/03 CCB LIRR CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

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 APPROXIMATELY 25 SECONDS.

1.3.7 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 SERVICE position. The Brake Valve Controller handle must remain in SERVICE position for 30 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.

NOTE: If BP fails to charge, place automatic handle into the emergency position for a minimum of 30 seconds. Return automatic handle to the release position and note BP charges to 110 psi.

1.3.8 ATC PENALTY

The Computer Controlled Brake (CCB-E02) Control System provides a penalty brake application in conjunction with the Automatic Train Control (ATC) command. The ATC provides the cab signal and over speed control functions. The CCB pneumatic brake system initiates an automatic penalty, to reduce the equalizing reservoir to zero when instructed by the ATC. The ATC de-energizes the penalty output to the CCB and de-energizes the PBC-MV on the penalty brake control unit (See Figure 1–10) and applies emergency level pressure to the brake cylinder.

The CCB penalty brake application also reduces the locomotive traction power command to zero at a rapid rate by opening the circuit to the Power Cut-Off Relay (PCR supplied by others). The ATC system does not have the ability to remove locomotive power during penalty applications. Power cut-off will occur immediately on all locomotives in the consist, whenever a penalty brake application is initiated in a locomotive. By opening the PCR relay, the supply of battery power will be removed from the throttle control trainline circuits.

The ATC system is only functional in LEAD/CUT-IN. The penalty function can be suppressed if the deceleration rate is at or above the brake assurance rate.

1.3.9 DEADMAN PENALTY

The CCB-E02 provides a deadman penalty function by means of an electric foot pedal. With the brake released and the foot pedal released, an alarm will sound for 4-6 seconds to alert the operator to depress the foot pedal or apply a full brake to suppress the deadman penalty function.

After the 4-6 second alarm period, the alarm will stop and a penalty brake application will occur applying an emergency level of pressure to the brake cylinder, the same as initiated by the ATC penalty.

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1.3.10 HOSTLER BRAKE CONTROL

Refer to Figure 1-6 and 1-7

1.3.10.1 FUNCTION

The Hostler stand provides independent and emergency brake controls from the rear of the locomotive. The locomotive is limited to a max. speed of 15 mph in this mode. The hostler control combines the computer control of the independent brake system with a manual control during hostler mode for low speed yard moves. Electric and pneumatic interlocks transfer the control between the computer controlled brakes and the manual hostler controlled brakes. The following components are used for hostler brake operation;

Hostler Lead/Trail Switch SA-26 Independent Brake Valve Hostler Cut-Out Assy CRU/PCU Firemen’s Emerg. Brake Vlv. (EMD supply) BP/BC/MR gauge (EMD supply) Deadman pressure switch (EMD supply) Hostler control stand (EMD supply) BPPB (momentary brake pipe push button) ZMPH (speed interlock) closed at < 15 mph misc. other locomotive control devices

1.3.10.2 OPERATION

To operate the CCB brake system from the hostler stand, the following set-up procedure must be followed. During hostler set-up, if set-up criteria are not met, CCB will enforce an emergency brake application.

A. The main cab Lead/Trail Switch must be set to TRAIL/CUT-OUT. - Hostler stand is disabled, if main cab is not set to trail. - PC light must NOT be illuminated. If light is ON, PC reset must be obtained from main cab before proceeding.

B. Set Hostler Lead/Trail Switch to LEAD/CUT-IN. - Mode selection obtainable at zero speed only. - LEAD/CUT-OUT AND TRAIL CUT-OUT positions sets hostler stand to trail. - LEAD /CUT-IN position sets hostler stand to lead, only if main cab is in TRAIL/CUT-OUT - CRU/PCU commands maximum independent brake pipe (#20 pipe) to 45 psi when hostler is set to lead. - Brake cylinder charges to 50 psi min. - CRU ignores main cab automatic and independent brake handle positions and is conditioned for hostler mode. Brake control from main cab is now locked-out.

C. Place the Hostler SA-26 Independent Brake Valve to the MAXIMUM position. - SA-26 brake valve must be manually moved to the maximum position to prepare for controlling #20 pipe pneumatically when HSCO is opened.

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- SA-26 brake handle must provide a minimum of 25 psi #20 pipe pressure to close PS- HS. This will prevent brake release when the BP is charged and the SA-26 is cut-in via the HSCO.

D. Depress and hold the Brake Pipe Charge Push Button until BP is charged to 110 psi. Once the system is fully charged, the button can be released. - CRU acknowledges SA-26 handle position by state of #20 pipe pressure when the charging button is depressed and PS-HS is closed. PS-HS contact closes at 25 psi increasing. - ER/BP charges via CRU/PCU to 110 psi, only if the charge button is depressed and the SA-26 handle is in MAXIMUM position. - CCB continues charging ER/BP to 110 psi and sets the automatic brake to release. - Hostler stand becomes active at 110 psi BP pressure, after which time the Brake Pipe Charge Push Button can be released.

E. Depress and hold the SA-26 handle in the down position. - Holding the SA-26 handle in the down position disables the deadman feature of the hostler brake control. - The SA-26 handle must be depressed to apply main reservoir pressure to the PS-DM (13 HDM pipe)). When pressurized, the PS-DM contact is closed and the HSDM signal is high to the CCB computer.

F. The hostler brake control is now conditioned to control the independent brake of the locomotive through manual operation of the SA-26 brake valve. - To release the brake, move SA-26 to release position (extreme left position), allowing SA-26 brake valve to vent #20 pipe pressure. - To apply the brake, move SA-26 to the right, into the brake zone. - Independent brake control is infinitely variable from brake release position (#20 pipe = 0 psi) to maximum brake position (#20 pipe = 45 psi). The extreme right position being maximum brake. - BC pressure is controlled by the CCB system via the CRU and PCU, where the 20T pressure transducer reads the 20 pipe pressure and the computer commands the AW4-16 analog converter to the desired 16 control pressure.

G. A deadman maximum independent brake application is automatically commanded when the SA-26 handle is released when less then 90% of maximum independent has been commanded by the position of the SA-26 handle. - Automatically sets maximum independent brake, if 90% of maximum independent has not been commanded by the operator. - Computer commands hostler cut-out and electro-pneumatically charges #20 pipe to 45 psi via the #20 control portion.

H. Resetting the deadman maximum independent brake is achieved by depressing the SA- 26 handle to the downward position. - Reset will transfer control back to the SA-26. - Computer control of #20 pipe is disabled, computer commands hostler cut-in and the #20 pipe pressure returns to the level has commanded by the position of the SA-26 handle.

I. An overspeed maximum independent brake application is automatically commanded when the locomotive overspeed interlock is opened (>15 mph). The brake control will respond, apply and reset similarly to the deadman control. Overspeed reset is obtained when locomotive speed reduces to less than 15 mph.

J. Initiation of emergency brake is obtained by opening the Fireman’s Emergency Valve. - Emergency is initiated by pneumatic venting of BP at rapid rate. - Emergency brake control is achieved through the standard method. - During all hostler stand emergencies, CCB commands sanding for 30 sec. and 0 speed.

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K. The CCB hostler brake control has several default conditions in which the brake will automatically apply. - If a rapid rate BP press reduction is detected; The CCB system commands hostler cut-out and initiates an emergency brake application. - If a BP pressure reduces slowly down to <105 psi; The CCB systems commands hostler cut-out and initiates a penalty brake application, reducing ER and BP towards 0 psi. At 40 psi BP, the system commands an emergency. - If loss of the PS-DM signal occurs; The CCB system commands hostler cut-out and applies a maximum independent brake. - If loss of the PS-HS signal occurs prior to or during hostler set-up operation; The CCB will not hand over control to the SA-26 and maintains maximum independent brake applied. - If loss of the PS-HS signal occurs after the hostler stand has achieved set-up; Then no action is taken by the CCB system. The hostler stand is enabled, allowing manual application and release of the #20 pipe via the SA-26. - If a high PVHS signal occurs when hostler stand is cut-in; The CCB system commands hostler cut-out and applies a maximum independent brake.

L. To shut down the hostler brake control stand, set Hostler Lead/Trail switch to TRAIL/CUT-OUT position. - ER pressure reduces to 0 at service rate. - BP reduces to approx. 0 psi. - Emergency brake application is initiated at 40 psi BP. PC light illuminates and sanding occurs for 30 sec. and 0 speed. - BC increases to emergency pressure. - Emergency reset occurs automatically. - CCB system is conditioned to trail and main cab control is now available.

1.3.11 MGS WHEELSLIDE CONTROL

Refer to Figures 1-8 and 1-9

The MGS Wheelslide Electronic Control Unit (ECU) is a microprocessor based device which contains the necessary circuitry and software to interpret axle speed signals and control dump valves for correction of wheelslides.

The MGS system is integrated with EM2000 Spin/Slide system. The EM2000 is the primary wheel spin/slide control computer, with MGS system acting as the secondary control system. During normal operation the MGS system is disabled by the EM2000 computer. Upon command of the EM2000 computer, the MGS system will be enabled to control wheelslide correction functions.

During normal system operation, the MGS continuously monitors the speed inputs and, when enabled, adjusts brake cylinder pressure as required to control wheelslip. Various diagnostic tasks will also be performed, including checking of the computer hardware and wheelslip control devices. These tests will be conducted on power up of the system and during normal system operation. Status information is stored in non-volatile memory for access through a diagnostic maintenance device.

Interfaces

The MGS receives power from car battery voltage. It receives four speed sensor inputs from the EM2000 locomotive computer and outputs control signals to the four GV 18 dump valves. It also interfaces to the EM2000 computer for wheelslide enable/disable commands, as well as wheelslide health status.

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Hardware

The MGS is microprocessor based and consists of a 19 inch rack mountable card frame and associated printed circuit boards. The card frame is mounted in an enclosure with Siemans connectors for providing the electrical interface. The unit is modular in design consisting of a power filter board, power supply board, a central processing unit board, a diagnostic board, and interface boards for wheelslide control. Front connectors are provided on the boards for receiving power and I/O interfacing.

The main functions of MGS are:

- Wheelslide Detection - Wheelslide Correction - Diagnostics

a) Wheelslide Detection

Wheelslip control consists of first detecting a slip/slide condition and then taking corrective action. Speed inputs from each axle are continuously monitored and individual axle speeds are calculated. Speeds are normalized to compensate for wheel wear. The axle speeds are then used to calculate axle deceleration rates and car reference speed.

The wheelslip logic continuously monitors axle speeds and acceleration rates for each axle. A wheelslip is detected when a speed differential exceeding a specified limit exists between an axle and car reference speed or when an individual axle deceleration rate exceeds a specified limit. b) Wheelslide Correction

When a wheelslide is detected, the appropriate dump valve is controlled to correct the slide condition. The valve is modulated based on the degree of wheelslide. Timers are build in to the unit to prevent a dump valve from remaining energized longer than a preset time. c) Diagnostics

The software includes functions for performing both static and dynamic diagnostics. The digital display is used to display diagnostic status information. Fault information is also stored in non-volatile memory (NOVRAM) and is accessible through a diagnostic terminal.

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1.4 GENERAL INFORMATION

1.4.1 CCB INTRODUCTION

The CCB, Computer Controlled Brake Equipment is a complete microprocessor brake control system for main line locomotive 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 1-11

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 Lead/Trail switch. Regulating Valve setting is factory set by the computer software at 110 psi and is not adjustable. 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 a 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.

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FIGURE 1-11 CCB CONFIGURATION

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1.4.2 SYSTEM DESCRIPTION

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

A. System Operating Pressures -

M.R. 130-140 psi E.R. 110 psi B.P. 110 psi B.C. 50 psi Service - Normal (Back-Up System ≈ 35 psi) (based on 26 psi reduction) B.C. 58 psi Emergency (Back-Up System 58 psi) B.C. 50 psi Independent (Back-Up System 45 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.

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Refer to Figure 1-12 (110 psi Regulating Valve Setting)

Release - E.R. and Brake pipe 109-111 psi, BC = 0 psi. This position is for charging the equipment and releasing the brakes.

Holding - E.R. and B.P. 109-11 psi, BC does not release to 0 psi. This position provides the same functions as Release position except the holding trainline is energized, preventing the release of brake cylinder pressure.

Lap - This position is for stopping the brake pipe reduction or charge when the desired level of pressure has been achieved.

Service - E.R. reduces towards 0, BP reduces towards 10 psi, B.C. increases to 50 ± 2 psi. This position is for reducing the brake pipe pressure to apply the train brakes.

Handle Off- E.R. reduces towards zero, B.P. reduces towards 10 psi, B.C. increases to 50 ± 2 psi This is the position in which the handle should be placed on trailing as non-controlling vehicles or when the vehicle is being towed ‘dead’ in a train. ER is vented in this position.

Emergency - E.R. and B.P. reduces to 0 psi, BC = 58 ± 2 psi. Wait 30 seconds for emergency reset. This position is used for initiating brake valve emergency brake applications and for resetting after any emergency.

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

Ind = Full brake position, B.C. = 50 ± 2 psi - Normal (Backup System 45 psi)

20 pipe = 45 psi max

FIGURE 1-12 BRAKE VALVE OPERATION/SERVICE APPLICATION VALVE POSITIONS

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1.4.3 CCB OPERATION

For the following discussion, the Locomotive is considered to be in lead cut-in position. To operate the brake system, the air brake circuit breaker must be closed. When power is first applied, the CCB-E02 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 'SERVICE' position to recover the penalty brake application. Approximately 30 seconds time delay is required to reset. This assures that the penalty brake does occur, should the breaker be opened, then closed, or a momentary power loss occurs.

A. AUTOMATIC BRAKE CONTROL - RELEASE POSITION

Refer to Figure 1-13

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

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

Refer to Figure 1-14

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.

Refer to Figure 1-15

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 Emergency Magnet Valve. BP air flows to the E-3 brake application valve and onto the Brake Valve Controller Vent 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.

IP-162-C 1-27 MARCH/03 CCB LIRR CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

Refer to Figure 1-14

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.

MARCH/03 1-28 IP-162-C CCB LIRR CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

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

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FIGURE 1-14 BP CHARGING LEAD/CUT-IN BRAKE VALVE IN RELEASE

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FIGURE 1-15 AUTOMATIC RELEASE AND CHARGING - EQUALIZING RESERVOIR AND BRAKE PIPE

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BRAKE CYLINDER PRESSURE CONTROL

Refer to Figure 1-16

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

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

Refer to Figure 1-17

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

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

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

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FIGURE 1-16 #16 PIPE CONTROL CIRCUIT HOLDING POSITION

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FIGURE 1-17 AUTOMATIC RELEASE BRAKE CYLINDER PRESSURE CONTROL

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B. AUTOMATIC BRAKE CONTROL - HOLDING POSITION

Refer to Figures 1-18 and 1-19

The Holding position is provided to allow the brake pipe to be completely recharged to its full release set point, while the brake cylinder control (16 pipe pressure or DIT back-up) is retained, holding the train brakes applied. The computer control of ER and BP is identical to the previous section paragraph A, AUTOMATIC BRAKE CONTROL - RELEASE POSITION, except for control of 16 and BC release.

The computer interprets the hold command via the BV in the Holding position or an energized holding trainline wire input.

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FIGURE 1-18 #16 PIPE CONTROL CIRCUIT HOLDING POSITION

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FIGURE 1-19 AUTOMATIC HOLD BRAKE CYLINDER PRESSURE CONTROL

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C. AUTOMATIC BRAKE CONTROL - LAP POSITION

Refer to Figure 1-20

In the Lap position, the brake application is discontinued and ER and BP are maintained at the pressure level achieved. The brake application trainline wire is de-energized, terminating the local venting of brake pipe air on each locomotive or car by the application magnet valves.

The brake holding trainline wire is energized, maintaining the brake cylinder pressure in a hold condition.

The computer interprets the Lap command by the frequency output of the brake valve, relative to the Lap position, and transmitted to the FOR board. The frequency is decoded by the FOR board and sent to the CP board where the handle position is identified. The computer will then maintain the ER pressure present when the Lap position was identified and maintain this level pressure through the EPA1 and ER Analog converter control circuit.

BRAKE CYLINDER CONTROL

See Service Brake, paragraph D.

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FIGURE 1-20 AUTOMATIC BRAKE CONTROL – LAP; ER, BP, BC

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D. AUTOMATIC BRAKE CONTROL - SERVICE POSITION

Refer to Figures 1-21 AND 1-22

The service position of the Brake Valve Controller handle controls the locomotive and train automatic service brake applications.

When the automatic Brake Valve Controller handle is moved from Release to the service position, Equalizing Reservoir and Brake Pipe will be reduced at a service rate, for a time duration lasting until the handle is move out of service position, to the lap, hold, or release position. In the service position a frequency is generated by the electronic circuitry identifying an Equalizing Reservoir pressure commanded of 0 PSI.

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 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 1-23

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.

When the ER is commanded to reduce, the computer simultaneously commands the K1 (BRA) relay to close. This is designed to permit energization of the brake apply trainline wire leading to the coils of the application magnet valves located on the locomotive and each coach car of the train. These magnet valves are designed to exhaust brake pipe air locally on each locomotive or car, at a service rate, for a time duration lasting until the handle is moved out the service position.

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

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FIGURE 1-21 ANALOG CONVERTER CONTROL

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FIGURE 1-22 ER CONTROL CIRCUIT FULL SERVICE POSITION - LEAD/CUT-IN

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FIGURE 1-23 AUTOMATIC SERVICE APPLICATION - EQUALIZING RESERVOIR & BRAKE PIPE CIRCUITS

IP-162-C 1-43 MARCH/03 CCB LIRR CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

BRAKE CYLINDER CONTROL - AUTOMATIC

Refer to Figures 1-24 and 1-25

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

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

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

Refer to Figure 1-26

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 into the service position where Brake Pipe reduction again is attained and maximum service brake cylinder pressure achieved.

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FIGURE 1-24 #16 PIPE CONTROL CIRCUIT SERVICE APPLICATION

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FIGURE 1-25 #16 PIPE CONTROL CIRCUIT LAP POSITION MARCH/03 1-46 IP-162-C CCB LIRR CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-26 AUTOMATIC APPLICATION BRAKE CYLINDER PRESSURE CONTROL

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E. HANDLE-OFF POSITION

Refer to Figure 1-27

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 approximately 10 psi the brake pipe cut-off (BPCO) closes trapping 7-13 psi of brake pipe in trainline and will be shown on the CAB display.

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FIGURE 1-27 ER CONTROL CIRCUIT CONTINUOUS SERVICE POSITION - LEAD/CUT-IN

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F. AUTOMATIC BRAKE CONTROL - EMERGENCY POSITION

Refer to Figures 1-28 thru 1-31

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 #10 pipe connected directly to the pilot port E3 Emergency Application 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.).

4) Also, in the Emergency position the K1-BRA and K2-EB relays energizes the BRA and EB brake trainlines. The EB trainline will command an emergency application on each locomotive and cab car in the train. The BRA trainline will command a service reduction on each locomotive and coach car in the train for back-up protection.

5) When BP reduces to <40 psi, the computer automatically commands an emergency brake application due to low air.

Refer to Figure 1-32

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.

MARCH/03 1-50 IP-162-C CCB LIRR CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

With the brake valve in emergency position, the cam actuated pilot valve is forced open to vent the #10 pipe pilot pressure to the high capacity E-3 Brake Application Valve. The E-3 vents brake pipe at a rapid rate to also trip the No. 8 Vent Valves.

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FIGURE 1-28 BP VENTING - LEAD CUT-IN BRAKE VALVE IN EMERGENCY

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FIGURE 1-29 EMERGENCY CIRCUIT - EMERGENCY POSITION

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FIGURE 1-30 EMERGENCY CIRCUIT - TRAINLINE CONTROL

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FIGURE 1-31 EMERGENCY CIRCUIT - RELEASE TO H.O.

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FIGURE 1-32 ANY EMERGENCY APPLICATION - BRAKE PIPE CONTROL

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#16 CONTROL CIRCUIT

Refer to Figure 1-33

At the same time the Brake Pipe Transducer (BPT) detects the reduction of brake pipe which is read by the central processor (CP) via the Analog/Digital circuit (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 1-34

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 58 psi) through PVE double check valve to the J-1 Relay. #16 Control Pressure rises quickly to 58 psi piloting the J-1 relay to develop 58 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 58 psi to the opposite side of the double check valve of the PVE.

A Brake Valve or Fireman's Emergency Valve emergency application provide immediate power or dynamic brake knock down by de-energization of the cut-off Relay (COR) through the computer program logic. If a train separation occurs, brake pipe vents rapidly to zero causing an emergency brake throughout the train and the COR relay 62 drops out.

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FIGURE 1-33 #16 PIPE CONTROL CIRCUIT H.O. OR EMERGENCY POSITION

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FIGURE 1-34 EMERGENCY APPLICATION BRAKE CYLINDER CONTROL

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G. AUTOMATIC BRAKE CONTROL - FIREMAN’S VALVE EMERGENCY

Refer to Figure 1-35

With the Brake Valve in Release or Service position and Brake Pipe above 40 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 board. The central processor (CP) identifies the input as an emergency application and energizes the Brake Pipe Cut-Off Magnet Valve MV-53. COR Relay deenergizes, locomotive power is reduced to IDLE.

H. AUTOMATIC BRAKE CONTROL - TRAIN SEPARATION EMERGENCY

Refer to Figure 1-35

Same as Fireman's Vale Emergency. Locomotive power reduces to IDLE when COR deenergizes.

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FIGURE 1-35 EMERGENCY APPLICATION FIREMAN'S VALVE OR TRAIN SEPARATION

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I. AUTOMATIC APPLICATION - BAIL OFF

Refer to Figures 1-36 thru 1-39

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

When actuated, the brake valve independent handle lift ring closes a microswitch sending a signal input to the SS-1 PCB. An isolated output is fed by computer (CP) PCB Via the BEA and DB-1 PCB's, that commands MV-13S to energize and MV13E to de-energize. Main Reservoir pressure is directed through MV-13S to the 13-CO cut-off valve. When Main Reservoir exceeds 15 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 lift ring is actuated, main reservoir pressure will exist in the Actuating Pipe.

NOTE: If the Bail-Off continues for longer than 180 seconds, the Actuating pipe will be automatically vented. This prevents tampering with the Bail-Off button.

When the BAIL-RING is released, the BAIL-OFF switch opens signaling the computer to de-energize 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.

If the bail-off function is activated when the HOLDING trainline is energized, the electronically controlled brake cylinder air will reduce to 0 psi. If the brake cylinder control is operating in back-up mode (16T de-energized), the DIT controlled brake cylinder air will remain in the HOLDING condition, preventing the brake cylinder air to reduce.

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FIGURE 1-36 AUTOMATIC BAIL OFF - LEAD UNIT - BN BAIL OFF ACTUATED - SERVICE OR EMERGENCY APPLICATION NORMAL POSITION

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FIGURE 1-37 AUTOMATIC BAIL OFF - LEAD UNIT - BN BAIL OFF RELEASED- SERVICE OR EMERGENCY APPLICATION NORMAL POSITION

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FIGURE 1-38 AUTOMATIC BAIL OFF - ACTUATING PIPE PRESSURIZED

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FIGURE 1-39 AUTOMATIC BAIL OFF - ACTUATING PIPE VENTED

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J. ATC PENALTY

Refer to Figures 1-40 thru 1-42

Penalty Brake application is similar to paragraph D, Service Position. Functional only in lead/cut-in.

The ATC penalty command interface to the CCB is provided by the penalty input (ATCP, ATCN). Normally energized, the CCB monitors the (ATCP, ATCN) input to initiate a penalty brake application when the signal is de-energized. When the signal is energized, the CCB will not initiate an ATC commanded penalty. Additionally, the CCB reads a redundant signal through the serial communications link from the ATC through the ICE.

The CCB " any brake " applied interface to the ATC is provided by the serial communication via ICE. This signal is enabled whenever a service brake application has been initiated and disabled whenever the service brake is released. The "any brake " signal will be active for any service brake application from a minimum service reduction (6 psi ER, BP) up to and including a full service reduction. The ATC also monitors the brake assurance rate device for actual train brake rate feedback.

Upon detecting either a downward change in code and/or an over speed condition, the ATC signals the operator to initiate a corrective action. This signal will be in the form of an audio and/or visual alarm from the aspect display unit located at the operator’s control station. The ATC will then monitor the any brake signal from the CCB and the brake assurance device for feedback that the operator has reacted to the ATC request. If within 7 * seconds, the "any brake " signal and the brake assurance rate is not met, then 0.5* seconds later, the ATC will command a penalty brake application by de-energizing the penalty output to the CCB, which will: • De-energize MVER and exhaust equalizing reservoir at a service rate. • De-energize MVA and exhaust brake pipe trainline at a service rate. • De-energize PBC-MV and apply emergency level pressure to the J-1 relay and brake cylinder.

*Note: timing duration provided by ATC supplier.

The ATC will also provide a penalty command to the CCB over the serial link via ICE. The CCB system will react to the penalty command by first confirming the brake application status. If a full service brake application was not requested by the train operator nor was the brake achieved, the CCB will initiate a penalty brake application.

The CCB penalty brake application consists of:

• Reducing equalizing reservoir to zero. The CCB will provide a permanent suppression indication to the ICE for a visual display on the ICE display screen. The permanent suppression interface to the ICE is provided by serial communication. The signal is enabled whenever a full service application has been achieved and disabled whenever the brake application is less then full service (<25 psi ER/BP reduction).

• The CCB will automatically cut traction power by de-energizing the K5/COR relay within the CRU to de-energize the power cut-off relay. When the penalty command input is active, the CCB will command and verify that a penalty full service brake has been initiated and established. At this time, the brake handle positions from the BVC are no longer read by the CCB computer until the penalty command has cleared. When the penalty state is active, brake handle movement will have no effect on the brake controls, except for the emergency position. When the brake handle is placed into the emergency position during a

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penalty brake application, the emergency will override the penalty command and an emergency brake application will be initiated.

• When the penalty condition has cleared, the ATC system will cancel the penalty command to the CCB. At this time, the train operator will be required to move the automatic brake controller handle momentarily into the service position to re- establish brake handle control. After which, the operator may move the brake handle to the release position to release the penalty brake application.

The ATC will remove the penalty brake command when the condition that caused the penalty has been cleared.

CCB COMPUTER LOGIC

Penalty Input Command

The ATC penalty input (ATCP, ATCN) is received by the CCB through a discrete digital signal and a serial communication message for redundancy. The discrete digital signal is receive by the CRU SC1 printed circuit board. There the signal is filtered prior to entering the CCB computer. The penalty input is then read by the computer input BEA 1/b0 printed circuit board. The penalty command is also read by the computer via the comz printed circuit board by interpreting a serial communication message. The computer will recognize a penalty brake command when either the discrete input is low or the serial command penalty message is provided. Only when the penalty signal is read as discrete "high " and the serial command penalty message is not provided will the computer interpret the command as " not penalty ".

BRAKE APPLIED FEEDBACK

Any Brake

The CCB "any brake " signal to the ATC is provided by serial communication via ICE. The signal is enabled whenever a service brake application has been initiated and disabled whenever the service brake is released. The any brake applied signal will be active for any service brake application from a minimum service reduction (6 psi ER, BP) up to and including a full service reduction.

Permanent Suppression

The CCB "permanent suppression " signal to the ICE is provided by serial communication signaling that a full service brake has been attained. The signal will be enabled whenever a full service brake application (= 25 psi) has been achieved and disabled whenever the ER, BP reduction is less 25 psi and/or BC <25 psi.

Alternative Actions

In the event that a malfunction occurs, where the equalizing reservoir or brake pipe does not respond to the command, the computer has the capability to exercise alternative measures to initiate the brake command.

Alternative #1 allows the computer to de-energize the MVER (equalizing reservoir magnet valve, or default magnet valve) to vent the equalizing reservoir. This action will vent the equalizing reservoir to approximately 10 psi at a controlled service rate. A fault is also logged related to the specific failure.

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Alternative #2 allows the computer to energize the MVEM (emergency magnet valve) and EB trainline for 30 seconds to vent the brake pipe. This action will vent the brake pipe to 0 psi at an emergency rate.

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FIGURE 1-40 LIRR ATC INTERFACE

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FIGURE 1-41 ATC PENALTY CONTROL

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FIGURE 1-42 ATC PENALTY APPLICATION- ER, BP & BC

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K. DEADMAN PENALTY

Refer to Figures 1-43 and 1-44

Penalty service brake operation is similar to paragraph L, ATC Penalty.

Functional in Lead/Cut-In only.

The deadman penalty command interface to the CCB is provided by the "DM " input from the operator’s foot pedal. Normally energized, the CCB monitors the input to initiate a 4- 6 second alarm followed by a penalty brake application when the signal is de-energized. When the signal is energized, the CCB will not initiate a deadman penalty.

The deadman penalty brake application performs similarly to the ATC penalty, where a brake pipe reduction to zero at a service rate is initiated and emergency level pressure is applied to the brake cylinder.

The deadman penalty is reset by depressing the foot pedal and then momentarily moving the auto handle to service position.

The deadman penalty is suppressed by making a full service automatic brake application to obtain permanent suppression or by setting the independent brake to maximum before the alarm time has expired. In either case the foot pedal can then be released.

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FIGURE 1-43 DEADMAN PENALTY CONTROL

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FIGURE 1-44 DEADMAN PENALTY - EQUALIZING RESERVOIR & BRAKE PIPE

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L. TRAIL POSITION - AUTOMATIC BRAKE

Refer to Figure 1-45

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. 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., at 0 psi ER, in the trail mode only.

M. 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.

N. TRAIL OPERATION - BAIL-OFF

Refer to Figures 1-46 thru 1-48

LIRR has installed a ring on the independent brake valve controller handle that prevents the bail ring from operation. In a service brake application there would be no back-up bail.

In and emergency brake application, MVH will be de-energized, MV-13E Magnet Valve would be de-energized 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 and the de-energized MVH magnet valve on the DIT valve.

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FIGURE 1-45 ER RESERVOIR CONTROL CIRCUIT HANDLE-OFF POSITION - TRAIL

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FIGURE 1-46 AUTOMATIC BAIL OFF - TRAIL UNIT BAIL OFF RELEASE - SERVICE APPLICATION

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FIGURE 1-47 AUTOMATIC BAIL OFF - TRAIL UNIT

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FIGURE 1-48 AUTOMATIC BAIL OFF - BACK UP TRAIL UNIT

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O. INDEPENDENT APPLICATION AND RELEASE

Refer to Figures 1-49 thru 1-55

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 de-energized, 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 toward maximum position, a change of frequency is read by the computer. Pressure level is calculated and the computer commands the Supply Magnet Valve to energize and the Exhaust M.V. to de-energize via the BEA and DB1 PCB's connecting main reservoir supply to the #20 pipe. As the pressure approaches the command 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 de-energize 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 110% 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 1-49 INDEPENDENT RELEASE - 20 PIPE LEAD UNIT

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FIGURE 1-50 INDEPENDENT APPLICATION - 20 PIPE LEAD UNIT - MAX. BRAKE

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FIGURE 1-51 INDEPENDENT APPLICATION - 20 PIPE LEAD UNIT - SERVICE ZONE/MAINTAINING WITH 20 PIPE LEAKAGE

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

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FIGURE 1-53 #16 PIPE CONTROL CIRCUIT RELEASE POSITION/IND

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FIGURE 1-54 INDEPENDENT APPLICATION BRAKE CALIPER PRESSURE CONTROL

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FIGURE 1-55 INDEPENDENT RELEASE - BRAKE CALIPER PRESSURE CONTROL

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P. TRAILING INDEPENDENT BRAKING

Refer to Figure 1-56

When the CCB system is set to trail, the #20 pipe control feature is conditioned to continuously vent the #20 pipe to atmosphere. This action is taken to prevent air pressure to build in the #20 pipe due to system leakage when the locomotive is in trail (push mode) condition. In this state, the #20 maintaining and exhaust magnet valves are energized and the #20 supply magnet valve is de-energized. Air pressure entering the #20 pipe will then pass through the maintaining magnet valves #50 drill choke, through the open exhaust magnet valve and vent to atmosphere.

When two or more locomotives are operated in MU service (#20 pipe trainlined), the system is designed to close the #20 pipe exhaust on the trail locomotive when #20 pipe builds above 15 psi. For low level independent brake applications (<15 psi #20 pipe), air leakage will be present at the trailing CCB #20 control portion. As the air pressure in the #20 pipe rises above 15 psi on the trailing locomotive, the pressure will be sensed by the 20T pressure transducer. The 20T pressure transducer reads the pressure and inputs an analog signal to the computer via the AD PCB. When the computer determines that 15 psi or more is present in the #20 pipe, the CCB system will automatically de-energize the #20 maintaining and exhaust magnet valves. The #20 pipe is then allowed to build-up normally, without the open exhaust vent on the trailing locomotive. Based on the pressure level which is read by the 20T pressure transducer, the computer commands the AW4-16 Analog Converter to apply and release the brakes identical to the LEAD unit.

Q. 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.

R. SERVICE PENALTY DEFAULT

Refer to Figures 1-57 and 1-58

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

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

Magnet valve (MV-16T) will de-energize 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 TV 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.

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A unique Brake Pipe Cut off circuit design provides for suspension of Brake Pipe charging automatically through the Brake Pipe piloted BP-CO Pneumatic Cut-Off Valve described earlier. No manual cut-out required. The Independent Application and Release Pipe is captured by normally closed magnet valves on the #20 Block.

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

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

MARCH/03 1-90 IP-162-C CCB LIRR CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-56 TRAIL POSITION - AUTOMATIC BRAKE & INDEPENDENT BRAKE

IP-162-C 1-91 MARCH/03 CCB LIRR CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-57 SERVICE DEFAULT

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FIGURE 1-58 SERVICE PENALTY DEFAULT BRAKE PIPE AND BRAKE CYLINDER

IP-162-C 1-93 MARCH/03 CCB LIRR CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

S. INDEPENDENT - BACK UP TRAIL OPERATION

Refer to Figure 1-59

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 MV16 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.

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

Refer to Figure 1-60

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.

U. EMERGENCY APPLICATION BAIL-OFF BACK UP TRAIL OPERATION

Refer to Figure 1-60

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.

MARCH/03 1-94 IP-162-C CCB LIRR CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

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

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

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

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

IP-162-C 1-95 MARCH/03 CCB LIRR CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-59 INDEPENDENT APPLICATION - BACK UP TRAIL OPERATION & BC PIPE

MARCH/03 1-96 IP-162-C CCB LIRR CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-60 EMERGENCY APPLICATION BAIL-OFF - BACK UP TRAIL OPERATION

IP-162-C 1-97 MARCH/03 CCB LIRR CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

V. I/O INTERFACE

NOTE: The following tables and diagrams (Figures 1-61 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.

LOCOMOTIVE INPUT/OUTPUT INTERFACE INPUTS NAME ABBR INPUT BOARDS FUNCTION

AUTOMATIC TRAIN 74VDC ATC Penalty Brake command local ATC SC1/BEA CONTROL inputs AFSB SS0 32VDC ATC Service command KG Direct Wired 32VDC Diagnostic Feedback 24VDC CCB signal to MVER and ATC ER Direct Wired control of BP Reduction BPC Direct Wired 74VDC ATC control of BC build-up

BATTERY NEGATIVE BAN SC1/SC2 75 R Reference For SC-1 And SC-2

BRAKE HOLD TRAINLINE BRH SC1/SS5 Prevent BC Release

Identifies to the CCB Pneumatic Wheelslide WHEELSLIDE ACTIVE WSA BC1/SS5 Control operation

DEADMAN DM SC1/SS1 Operator Pedal Penalty Brake Command EQL1 Direct Wired Power to ERPS EQL2 Direct Wired Power to ERPS

COMMUNICATIONS RS422 COMZ PCB Interface To ILC RS485 CPZ PCB Interface To EM2000

SNOW BRAKE TRAINLINE SB SC2/SS5 Applies 4-6 PSI BC when activated

BATTERY NEGATIVE 75 R Reference for trainline inputs N SC1/SC2 TRAINLINE

EMERGENCY BRAKE Commands electric Emergency Brake EB SC2/SS5 TRAINLINE initiation

MARCH/03 1-98 IP-162-C CCB LIRR CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

LOCOMOTIVE INPUT/OUTPUT INTERFACE OUTPUTS NAME ABBR BOARD RELAY FUNCTION

Energizes BRA trainline wire MVA to BRAKE APPLY BRA SS5/DB2/K1 vent BP pressure

Energizes EB trainline wire to initiate EMERGENY BRAKE EB SS5/DB2/K2 Emergency command to all locomotives and cab cars

Timed Emergency Sanding - 30 SEC EMERGENCY SAND ES SS5/DB2/ K3 and 0 MPH - LEAD or TRAIL

Signal to ATZ during Permanent PERMANENT SUPPRESSION PSUP SS5/DB2/K4 Suppression

Knocks down locomotive power in CUT-OUT RELAY COR BEA/DB2/K5 emergency and penalties

Signal to ATC during Temporary TEMPORARY SUPPRESSION TSUP EPA2/DB2/K6 Suppression

Energizes BRH trainline wire and MVH BRAKE HOLD BRH EPA2/DB2/K12 to prevent BC release

IP-162-C 1-99 MARCH/03 CCB LIRR CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-61 BRAKE APPLY OUTPUT

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FIGURE 1-62 EMERGENCY BRAKE OUTPUT

IP-162-C 1-101 MARCH/03 CCB LIRR CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-63 EMERGENCY SAND OUTPUT

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FIGURE 1-64 PC RESET OUTPUT

IP-162-C 1-103 MARCH/03 CCB LIRR CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-65 BRAKE HOLD OUTPUT

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FIGURE 1-66 POWER DISTRIBUTION

IP-162-C 1-105 MARCH/03 CCB LIRR CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

W. HOSTLER INDEPENDENT BRAKE CONTROL

Refer to Figures 1-67A thru 1-72B.

The hostler brake system includes an electro-pneumatic brake control feature which automatically applies the independent brake upon initial selection of the hostler mode. The operator can then command the brake control to charge the brake pipe to full pressure to release the automatic brake. Control of the independent brake is transferred to the pneumatic independent brake control valve at the hostler stand after brake pipe has been fully charged. The brake pipe is charged only after the operator has moved the hostler brake valve to maximum position in preparation to take control of the brake when the systems switches over to manual. This action will prevent the locomotive independent brake to automatic release without the request of the operator.

The hostler independent brakes are applied by charging the independent pipe and provides a brake cylinder pressure proportional to the independent pipe. The independent brake is released by venting the independent pipe to 0 psi. Enabling the hostler stand and charging the brake pipe CAN NOT be initiated if the main cab is active, or the locomotive is moving, or if an emergency brake is in effect.

MARCH/03 1-106 IP-162-C CCB LIRR CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-67A HOSTLER CONTROL CIRCUIT - INITIAL LEAD/CUT-IN INDEPENDENT APPLICATION - 20 PIPE LEAD UNIT - MAX. BRAKE

IP-162-C 1-107 MARCH/03 CCB LIRR CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-67B HOSTLER LEAD/TRAIL SWITCH SET TO LEAD/CUT-IN INDEPENDENT APPLICATION - BRAKE CYLINDER CONTROL

MARCH/03 1-108 IP-162-C CCB LIRR CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-68A HOSTLER CONTROL CIRCUIT - ER CHARGING IP-162-C 1-109 MARCH/03 CCB LIRR CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-68B HOSTLER CONTROL CIRCUIT - BP CHARGING

MARCH/03 1-110 IP-162-C CCB LIRR CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-68C HOSTLER SA-26 INDEPENDENT BRAKE VALVE TO MAXIMUM POSITION

IP-162-C 1-111 MARCH/03 CCB LIRR CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-68D HOSTLER BRAKE PIPE CHARGED - BUTTON DEPRESSED AUTOMATIC RELEASE & CHARGING - EQUALIZING RESERVOIR & BRAKE PIPE

MARCH/03 1-112 IP-162-C CCB LIRR CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-69A HOSTLER CONTROL CIRCUIT - INDEPENDENT BRAKE RELEASE

IP-162-C 1-113 MARCH/03 CCB LIRR CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-69B HOSTLER INDEPENDENT RELEASE - BRAKE CYLINDER PRESSURE CONTROL

MARCH/03 1-114 IP-162-C CCB LIRR CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-70A HOSTLER CONTROL CIRCUIT - INDEPENDENT BRAKE APPLICATION

IP-162-C 1-115 MARCH/03 CCB LIRR CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-70B HOSTLER INDEPENDENT APPLICATION BRAKE CYLINDER PRESSURE CONTROL

MARCH/03 1-116 IP-162-C CCB LIRR CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-71A HOSTLER INDEPENDENT BRAKE APPLICATION FOR DEADMAN OR SPEED INTERLOCK

IP-162-C 1-117 MARCH/03 CCB LIRR CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-71B HOSTLER RELEASE OF SA-26 HANDLE (DEADMAN) OR SPEED INTERLOCK INDEPENDENT APPLICATION BRAKE CYLINDER PRESSURE CONTROL

MARCH/03 1-118 IP-162-C CCB LIRR CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-72A HOSTLER INDEPENDENT BRAKE RELEASE AFTER DEADMAN OR SPEED INTERLOCK APPLICATION

IP-162-C 1-119 MARCH/03 CCB LIRR CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

FIGURE 1-72B HOSTLER DEPRESS SA-26 HANDLE (DEADMAN) OR SPEED INTERLOCK RESET - INDEPENDENT RELEASE - BRAKE CYLINDER PRESSURE CONTROL

MARCH/03 1-120 IP-162-C CCB LIRR CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

CHAPTER 2

COMPONENT DESCRIPTIONS

2.1 COMPONENT DESCRIPTION

The following provides information regarding the construction, function and/or other important features of the major components that make up the CCB/LIRR 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 TEST COUPLING ...... TPMR, TP 16 768089 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 777807 C.W. 226 PISTON VALVE (V309-4A-T) ...... ACT. VLV. 770959 C.W. 227 EMERGENCY VALVE AND 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 DB-10 SERVICE PORTION...... DB10 TV 769140 C.W. 232 20 PIPE PORTION ASSEMBLY ...... 20CP 775508 C.W. 233 DIT VALVE...... DIT 774850 C.W. 239 DOUBLE CHECK VALVE ...... PVE 779659 C.W. 243 RESERVOIR ...... AUX. 705161 C.W. 248 RESERVOIR ...... 16 RES. 767134 C.W. 249 PRESSURE SWITCH ...... PS-BP. PS-13 772732 C.W. 250 MAGNET VALVE...... MV16T (4-WAY) 774257 C.W. 266 BRAKE VALVE CONTROLLER...... BVC 773746 C.W. 267 COMPUTER RELAY UNIT ...... CRU 774076 C.W. 268 PNEUMATIC CONTROL UNIT ...... PCU 774596 C.W. 269 VOLTAGE CONDITIONING UNIT...... VCU 774615 C.W. 270 SA-26 INDEPENDENT BRAKE VALVE ...... SA-26 BV 704434 C.W. 272 HOSTLER CUT-OUT VALVE ASSY...... HSCO 774073 C.W. 273 MGS WHEELSLIDE UNIT ...... MGS 802891 C.W. 274 GV-18 ANTI-SKID VALVE ...... GV18 802868 C.W. 275 PENALTY BRAKE CONTROL UNIT ...... PBCU 779616 C.W. 298

IP-162-C 2-1 MARCH/03 CCB LIRR CONTRACT LOCOMOTIVE MAINTENANCE MANUAL

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MARCH/03 2-2 IP-162-C

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

C.W. 135

COMPONENT WRITE-UP OF J-1 RELAY VALVE P/N 735690

ISSUE NO. 3 C.W. 135 DATE: MAY 5, 1999 4 PAGES

Purpose

The J-1 Relay Valve is used to rapidly supply and exhaust air for large volume requirements in response to a control pressure. The valve develops and maintains approximately the same pressure at the delivery port as that at the control port. (Refer to Figure C.W. 135 for internal parts and passageways)

Description

The self-lapping relay valve consists of an O-ring packed piston stem (2) and a double seated rubber check valve (3). The piston stem (2) is operated by diaphragm (1) and release spring (6). Check valve (3) is "balanced" by means of piston (7) and a connecting passage to the delivery port (30).

Operation

Brake application control air is supplied to control port (16) and is applied to chamber (A) and diaphragm (1). This causes piston stem (2) to move upward contacting check valve (3), thus closing the passage between delivery port (30) and exhaust port (EX). Further piston travel causes check valve (3) to unseat from supply valve seat (4), allowing main reservoir air at supply port (6) to flow into delivery port (30). These two ports (6) and (30) are large area ports which permit a large volume of air to be supplied rapidly.

Delivery port (30) air also flows past orifice (5) to spring chamber (B) and diaphragm (1). As the pressure in spring chamber (B) becomes balanced with the pressure in control port (16) and chamber (A), piston stem (2) moves to a “Lap” position where piston stem (2) is seated against check valve (3) and check valve (3) is seated against supply valve seat (4) to stop further increase of delivery pipe pressure. The exhaust port (EX) remains closed in the "lapped" position and the delivery and control pressures are approximately equal.

The relay valve will maintain delivery port (30) pressure if system leakage should cause that pressure to decrease. The pressure in spring chamber (B) will likewise decrease and the diaphragm assembly and piston stem will again be moved upward by the higher control pressure acting on the outer face of the diaphragm. Thus, rubber check valve (3) will be forced off its supply valve seat (4) and supply port (6) air will be free to flow to the delivery port (30) to restore the pressure lost by leakage. When equalization with control pressure is again reached, the piston and diaphragm assembly will again move downward to Lap position, cutting off further flow of main reservoir air to delivery port (30).

Upon release of control port (16) pressure, the reduction in pressure acting on the lower face of diaphragm (1) will cause the higher chamber (B) pressure to move the diaphragm and piston assembly downward where exhaust valve seat (8) will be drawn out of sealing contact with rubber check valve (3). The air returning through delivery port (30) is then free to flow past exhaust check valve seat (8) and through piston stem (2) to exhaust port (EX) and to atmosphere.

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REVISION PAGE:

C.W. 135

ISSUE NO. 1 Original Issue DATE: JANUARY 1, 1983

ISSUE NO. 2 Reformatted to new style NYR. DATE: MAY 28, 1997

ISSUE NO. 3 Changed ‘Delivery Port (BC) to ‘Delivery Port (30)’ DATE: MAY 5, 1999 Changed ‘EX’ port on drawing to ‘16’ and ‘16’ port on drawing to ‘EX’.

FIGURE C.W. 135 J-1 RELAY VALVE

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

C.W. 217

COMPONENT WRITE-UP OF PRESSURE TRANSDUCER (DG4-T) P/N 769805, 774007 and 774008

ISSUE NO. 6 C.W. 217 DATE: NOVEMBER 5, 2001 6 PAGES

General

The pressure transducer (DG4-T) converts pressure into an analog electrical voltage output proportional to the pressure input.

Operation

Mounting position should be with port (3) pointing downwards or sideways.

The unit requires no servicing and is designed to be replaced when it wears out.

The pressure sensor element (1) isolates the measurement electronics (2) from the pressure being measured. An excitation source on board the electronics supplies constant current to the sensor element. As the pressure varies, the load presented by the sensor element changes and proportionally changes the return signal to the electronics. The electronics conditions the return signal in preparation for output. The transducer output voltage vs. pressure curve for each transducer is shown in Figures C.W. 217, C.W. 217-1 and C.W. 217-2.

- 1 -

REVISION PAGE:

C.W. 217

ISSUE NO. 1 Original Issue APRIL 12, 1994

ISSUE NO. 2 Added Part Number 774007 AND 774008 OCTOBER 13, 1995

ISSUE NO. 3 Added drawing 217-1 of 774008 JUNE 11, 1996 Updated drawing of 769805 and 774007

ISSUE NO. 4 Deleted (MRT, BPT, FLT, and BCT) from titles MAY 6, 1998

ISSUE NO. 5 Deleted P/N 774008 and Figure C.W. 217-2 JUNE 8, 2000

ISSUE NO. 6 Added P/N 774008 and Figure C.W. 217-2 NOVEMBER 5, 2001

-2-

1. PRESSURE PICK UP 2. ELECTRONICS 3. ATMOSPHERE PORT

FIGURE C.W. 217 PRESSURE TRANSDUCER (PRESSURE SENSOR DG4-T) (769805)

-3-

1. PRESSURE PICK UP 2. ELECTRONICS 3. ATMOSPHERE PORT 4. FILTER ADAPTER 5. CONNECTORS 6. PRESSURE PORT

FIGURE C.W. 217-1 PRESSURE TRANSDUCER (PRESSURE SENSOR AGC) (774007)

-4-

1. PRESSURE PICK UP 2. ELECTRONICS 3. ATMOSPHERE PORT 4. FILTER ADAPTER

FIGURE C.W. 217-2 PRESSURE TRANSDUCER (PRESSURE SENSOR DG4-T MODIFIED) (774008)

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

C.W. 218

COMPONENT WRITE -UP OF TEST COUPLING & QUICK DISCONNECT NIPPLE P/N 768089 AND 772815

ISSUE NO. 2 C.W. 218 DATE: MAY 6, 1998 4 PAGES

General

The test coupling is used to connect and disconnect a test device to a quick disconnect nipple while the system is pressurized.

Operation

The test coupling and quick disconnect nipple are of a quick disconnect design which allows for easy coupling and uncoupling.

The test coupling has a built in spring loaded check valve to avoid loss of air and a dust cap which prevents the entrance of contaminants when not connected to the test device.

- 1 -

REVISION PAGE:

C.W. 218

ISSUE NO. 1 Original Issue APRIL 12, 1994

ISSUE NO. 2 Rewrote “General” and “Operation” text. MAY 6, 1998

- 2 -

FIGURE C.W. 218 TEST COUPLING AND QUICK DISCONNECT NIPPLE

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

C.W. 219

COMPONENT WRITE-UP OF ANALOG CONVERTER (AW4.1) P/N 769797 AND 774009

ISSUE NO. 2 C.W. 219 DATE: OCTOBER 13, 1995 4 PAGES

Supply and Exhaust Magnet Valves:

Purpose

This valve responds to electrical signals to control pressure output.

Operation

MAGNET VALVE SUPPLY EXHAUST POSITION M.V. M.V.

SUPPLY OPEN CLOSED LAP CLOSED CLOSED EXHAUST CLOSED OPEN

Supply

This position occurs when the supply magnet is energized and the exhaust magnet is de-energized. When the supply magnet (1) is energized, the magnetic force of the coil raises the armature. This action unseats the supply seat allowing supply air from the inlet port to pass to the control volume (4).

Lap

This position occurs when both the supply and exhaust magnets are de-energized. When both the supply magnet (1) and exhaust magnet (2) are de-energized, their respective armatures are forced downwards by the return springs. In this state the supply seat and the exhaust seat are closed, stopping air flow.

- 1 - ISSUE NO. 2 C.W. 219 DATE: OCTOBER 13, 1995 4 PAGES

Exhaust

This position occurs when the supply magnet is de-energized and the exhaust magnet is energized. When the exhaust magnet (2) is energized, the magnetic force of the coil raises the armature. This action unseats the exhaust seat, allowing control volume air (4) from outlet port to pass to the exhaust port.

Analog Converter Pressure Transducer (Fig. C.W. 219)

PURPOSE

The pressure transducer supplies pressure feedback for controlling the supply and exhaust valves.

OPERATION

The signal from the feedback pressure transducer (3) indicates the presence of pressure in the output control volume (4). If the signal from the feedback transducer (3) does not match the commanded pressure, the supply (1) and exhaust (2) magnet valves are operated by the brake control electronics to obtain the correct pressure in the control volume.

The control of the magnet valves is a closed loop system, through the feedback signal of the pressure transducer.

- 2 -

1. Supply Magnet Valve 2. Exhaust Magnet Valve 3. Pressure transducer 4. Control Volume

FIGURE C.W. 219 ANALOG CONVERTER

ISSUE NO. 1 C.W. 241 DATE: APRIL 8, 1994 7 PAGES

REVISION PAGE:

C.W. 219

ISSUE NO. 1 Original Issue APRIL 12, 1994

ISSUE NO. 2 Added Part Number 774009 October 13, 1995 Changed Drawing

NEW YORK AIR BRAKE CORPORATION A KNORR BRAKE COMPANY

748 Starbuck Avenue, Watertown, New York 13601

C.W. 220

COMPONENT WRITE-UP OF MAGNET VALVE (WMV1 - ZEST) P/N 770950

ISSUE NO. 2 C.W. 220 DATE: OCTOBER 13, 1995 4 PAGES

Purpose

This magnet valve is pilot operated and is electrically controlled to control the charging and venting of pneumatic equipment.

Operation

MAGNET VALVE PORTS PORT POSITION CONNECTED CLOSED

DE-ENERGIZED A1 TO A3 A2 ENERGIZED A2 TO A3 A1

De-energized Mode

Air enters port A4, passes by K-Ring (1), which is acting like a check valve, and stops at valve seat (12). The force of the spring (2) pushing against piston (9) keeps piston (9) and valve seat (13) off of valve head (5). Therefore port A1 is connected to port A3. The force of spring (4) holds valve head (5) against valve seat (6) blanking off port A2.

Energized Mode

When the magnet valve is energized, valve seat (12) is opened and pilot air is admitted to the chamber on top of piston (9). The pilot air pressure overcomes the force of spring (2) acting on piston (9) and moves piston (9) and valve seat (13) against valve head (5), closing port A1 to A3, and also overcomes the force of spring (4) and unseats valve seat (6) allowing port A2 to be connected to A3.

When the valve magnet is de-energized again, the supply of pilot air is stopped at valve seat (12) and the pilot pressure acting on piston (9) is connected to atmosphere through the vent in the magnet valve cap. The magnet valve returns to its de-energized mode.

- 1 -

REVISION PAGE:

C.W. 220

ISSUE NO. 1 Original Issue DATE: APRIL 12, 1994

ISSUE NO. 2 Changed Drawing DATE: OCTOBER 13, 1995

KEY FOR FIGURE C.W. 220

A1 INPUT PORT A2 INPUT PORT A3 OUTPUT PORT A4 PILOT PORT

1. K-Ring 2. Spring 3. K-Ring 4. Spring 5. Valve Head 6. Valve Seat 7. K-Ring 8. K-Ring 9. Piston 10. Valve Seat 11. Magnet 12. Valve Seat 13. Valve Seat

-3-

FIGURE C.W. 220 MAGNET VALVE (WMV1-ZEST)

-4-

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

C.W. 221

COMPONENT WRITE-UP OF RELAY VALVE (KR-5EO) P/N 770954, 776605, II 15740 AND II 39251

ISSUE NO. 5 C.W. 221 DATE: APRIL 18, 2000 4 PAGES

Purpose

This relay valve is used to supply large capacity air requirements in response to a low capacity control pressure. The valve develops and maintains approximately the same pressure at the Output Port as that at the Pilot Port. The control pressure for this valve comes from a control air device.

Nomenclature

R SUPPLY Cv PILOT C OUTPUT O EXHAUST

Operation

During a brake application, control air is supplied to Pilot Port (Cv) and is applied to the Chamber under diaphragm (1). This causes piston (2) to move upward contacting valve seat (3), thus closing the passage between Output Port (C) and Exhaust (O). Further piston travel causes valve seat (4) to unseat, allowing Main Reservoir air at Port (R) to flow into Output Port (C). These two Ports (R and C) are large area ports which permit a large volume of air to be supplied rapidly.

Output Port (C) air also flows to the chamber above diaphragm (1). When the air pressure above and below diaphragm (1) is equal, piston (2) moves to "lap off" and stops further increase of pressure in Output Port (C). The exhaust remains closed in the "lapped" position and the pressures in Port (C) and (Cv) are approximately equal.

The relay valve will maintain Output Port (C) pressure if system leakage should cause that pressure to decrease. The pressure above diaphragm (1) will likewise decrease and piston (2) and piston stem (5) will again be moved upward by the higher Pilot Port (Cv) pressure acting on the lower face of diaphragm (1). Thus, rubber seat (4) will be forced off its seat, and Input Port (R) air will be free to flow to the Output Port (C) to restore the pressure lost by leakage. When equalization with Pilot Port (Cv) pressure is again reached, piston (2) and diaphragm (1) assembly will again move downward to Lap position, cutting off further flow of air to delivery Output Port (C).

- 1 - ISSUE NO. 5 C.W. 221 DATE: APRIL 18, 2000 4 PAGES

During a brake release, air to the Pilot Port (Cv) is vented. The reduction in pressure acting on the lower face of diaphragm (1) will cause the higher Output Port (C) pressure to move diaphragm (1) and piston assembly (2) downward where the exhaust valve seat (3) on the end of piston (2) will be drawn out of contact with piston stem (5). The air returning through the Output Port (C) is then free to flow past the exhaust check valve seat (3) and through piston stem (5) to Vent (0) and to atmosphere.

NOTE

Choke on part No. II 15740 is a 0.252" (6.4 mm) choke.

Choke on part No. II 39251 is a 0.354" (9.0 mm) choke.

Choke on part No. 770954 is a 0.257" (6.5 mm) choke.

Choke on part No. 776605 is a 0.344" (8.7 mm) choke.

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FIGURE C.W. 221 RELAY VALVE KR-5EO

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REVISION PAGE:

C.W. 221

ISSUE NO. 1 Original Issue DATE: APRIL 13, 1994

ISSUE NO. 2 Changed Drawing DATE: OCTOBER 13, 1995

ISSUE NO. 3 Added part number II 39252 DATE: JANUARY 16, 1998

ISSUE NO. 4 Part number II 39251 was II 39252 DATE: FEBRUARY 7, 2000 Revised drawing

ISSUE NO. 5 Added part numbers II 15740 and 776605 DATE: APRIL 18, 2000

NEW YORK AIR BRAKE CORPORATION A KNORR BRAKE COMPANY

748 Starbuck Avenue, Watertown, New York 13601

C.W. 222

COMPONENT WRITE-UP OF MAGNET VALVE (WMV02-ZT) P/N 770952

ISSUE NO. 2 C.W. 222 DATE: OCTOBER 13, 1995 4 PAGES

Purpose

The magnet valve is used for direct charging and venting of pneumatic equipment.

Operation

When the magnet valve is de-energized (normally open). The armature is held up by the force of spring (3). This position allows the Supply Port (A2) to be connected with the Output Port (A3) allowing the air to flow through the valve. The vent port is closed in the de-energized position.

When the magnet valve is energized. The armature is moved down onto the seat (5) closing Supply Port (A2) to Output Port (A3). Consequently, unseating the armature from exhaust seat (6). This action allows Output Port (A3) to be connected to exhaust port (O), thus exhausting air that is in Output Port (A3).

MAGNET VALVE PORTS PORT POSITION CONNECTED CLOSED

DE-ENERGIZED A2 TO A3 O ENERGIZED O TO A3 A2

NOMENCLATURE

A2 SUPPLY PORT A3 OUTPUT PORT O VENT

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REVISION PAGE:

C.W. 222

ISSUE NO. 1 Original Issue DATE: APRIL 13, 1994

ISSUE NO. 2 Changed Drawing DATE: OCTOBER 13, 1995

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1. COIL 2. SPRING 3. SPRING 4. ELECTRICAL CONNECTOR 5. VALVE SEAT V1 6. VALVE SEAT V2 7. GROUND SCREW

FIGURE C.W. 222 MAGNET VALVE (WMV02 - ZT)

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

C.W. 223

COMPONENT WRITE-UP OF PILOT AIR VALVE (WKV 3000-TS) P/N 770955

ISSUE NO. 3 C.W. 223 DATE: MAY 6, 1998 4 PAGES

Purpose

To provide a piloted cut off function of the brake pipe line.

Operation

With no air pressure in Pilot Port (A4) the valve is in the closed position. The force of springs (3 and 4) hold valve (2) closed on seat (V) and piston (1) away from contact with valve (2). Outlet Port (A3) is blanked off from port (A2). The opposite end of piston (1) contacts the switch, opening contacts 1 and 2 and closing contacts 3 and 4.

Air enters Pilot Port (A4) and acts on piston (1), at 20 psi the air pressure overcomes the force of springs (4 and 3), unseating valve (2) from its seat (V) and opening the passage from (A3) to (A2) allowing air to flow through the valve. At the same time the opposite end of piston (1) moves away from the switch closing contacts 1 and 2 and opening contacts 3 and 4.

When the air in Pilot Port (A4) is decreasing, at 20 psi the force of springs (3 and 4) overcomes the air pressure and closes valve (2) onto its seat (V) closing the passage from ports (A2) to (A3) stopping air flow through the valve. At the same time the opposite end of piston (1) contacts the switch, opening contacts 1 and 2 and closing contacts 3 and 4.

NOMENCLATURE

A4 PILOT PORT A3 OUTLET PORT A2 INLET PORT

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REVISION PAGE:

C.W. 223

ISSUE NO. 1 Original Issue APRIL 12, 1994

ISSUE NO. 2 Changed Drawing OCTOBER 13, 1995

ISSUE NO. 3 Deleted “Brake Pipe Cut Off Valve” from title MAY 6, 1998 Changed “Cut Off” to “Pilot Air” in Figure CW 223

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1. PISTON A2. INLET PORT 2. VALVE A3. OUTLET PORT 3. SPRING A4. PILOT PORT 4. SPRING V. VALVE SEAT

FIGURE C.W. 223 PILOT AIR VALVE (WKV3000-TS)

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

C.W. 224

COMPONENT WRITE-UP OF AIR FILTER LF-19-T P/N 770956

ISSUE NO. 3 C.W. 224 DATE: MAY 6, 1998 4 PAGES

Purpose

This filter is used is to protect pneumatic brake equipment from foreign material and contamination.

Operation

The strainer (3) is seated under force of spring (1). It can move against the spring force opening a seat (2). Depending on the direction of air flow (air input at A1 or A2), the filter has the following function.

- Air input at port A1 filtering with bypass for un-filtered air.

If the strainer (3) is heavily contaminated or clogged, it is lifted off seat (2) by pressure at A1 against the force of spring (1). The strainer (3) is bypassed in this case and un-filtered air passes through.

- Air input at port A3 filtering without bypass.

The strainer (3) is pressed against seat (2) and sealed by spring force. The strainer (3) cannot lift off the seat (2) and only filtered air can pass. The bypass function is eliminated.

- 1 - I

REVISION PAGE:

C.W. 224

ISSUE NO. 1 Original Issue DATE: APRIL 13, 1994

ISSUE NO, 2 Updated Drawing DATE: JUNE 10, 1996

ISSUE NO, 3 Deleted “(20, BP AND 13 PIPE)” text from main title and DATE: MAY 6, 1998 Figure CW 224 title.

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1. SPRING 2. SEAT 3. FILTER

FIGURE C.W. 224 AIR FILTER (LF-19-T) -3- I

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

C.W. 225

COMPONENT WRITE-UP OF OVERFLOW VALVE DR 4247 (13 CO) P/N 770957 AND 773796

ISSUE NO. 2 C.W. 225 DATE: JUNE 10, 1996 4 PAGES

Purpose

The overflow valve is a pressure regulating valve used to control the pressure for a pneumatic function.

Operation

When air pressure in port P1 is 10 psi or greater, diaphragm (1), which is on held on seat (5) by spring (2), is moved up due to air pressure overcoming spring force thus allowing air to pass from port P1 to P2.

When port P1 is exhausted diaphragm (1) remains open until air pressure reaches 15 psi then diaphragm (1) is then forced onto seat (5) because of spring force. Therefore closing the passage from port P1 to P2.

NOMENCLATURE

P1 INPUT PORT P2 OUTPUT PORT

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REVISION PAGE:

C.W. 225

ISSUE NO. 1 Original Issue DATE: APRIL 13, 1994

ISSUE NO. 2 Updated Drawing JUNE 10, 1996

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1. DIAPHRAGM 2. SPRING 3. LOCK NUT 4. ADJUSTING SCREW 5. VALVE SEAT

FIGURE C.W. 225 OVERFLOW VALVE (DR 4247) (13 CO)

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NEW YORK AIR BRAKE CORPORATION A KNORR BRAKE COMPANY

748 Starbuck Avenue, Watertown, New York 13601

C.W. 226

COMPONENT WRITE-UP OF REDUCING VALVE (ELV) P/N 770958, 773864, 775155, 777807

ISSUE NO. 5 C.W. 226 DATE: FEBRUARY 14, 2003 4 PAGES

Purpose

The Reducing Valve receives a high pressure air input and reduces it to a lower pressure output and maintains this pressure.

Operation

The force value of springs (7 and 8) is pre-set by adjusting screw (4). The pre-set force of springs (7 and 8) acting against piston (3) seats the valve head (1) on valve seat (9) and unseats the valve head (1) from valve seat (10). Inlet air can then flow through valve seat (10) and out the outlet passage.

As air flows through the outlet passage, port "2" steadily transmits outlet passage air pressure to the top of piston (3). The steadily increasing outlet passage air pressure on piston (3) forces piston (3) to move and compress springs (7 and 8). Compression of springs (7 and 8) will continue until an equilibrium of outlet air pressure on piston (3) and the opposing pre-set force value of springs (7 and 8) is achieved.

Simultaneous with the top of piston (3) pressurization, the force of spring (11) moves valve head (1) to keep the valve head (1) seated on the seat (9). This movement will continue until previously described equilibrium of air pressure vs. spring force is achieved. Upon equalization, the movement of the valve head (1) seats the valve head (1) on the valve seat (10). With the seating of the valve head (1), communication between the inlet passage and the outlet passage is severed. In this condition, the Reducing Valve is said to be in the "LAP" position.

If outlet passage air pressure on top of piston (3) should surpass the pre-set spring (7 and 8) force value, the equilibrium of spring force value vs. air pressure would no longer exist. Piston (3) would, therefore, be forced to further compress springs (7 and 8), beyond its pre-set force value, by virtue of the over pressure condition on top of the piston (3). This further movement of piston (3) moves seat (9) out of contact with valve head (1). Outlet passage air will then flow through piston (3) to atmosphere at the vent (5) in the spring chamber. Venting the over-pressure from the outlet passage and from on top of piston (3) re- establishes the equilibrium of springs (7 and 8) force value and outlet passage air pressure. The reducing valve will, therefore, re-assume the "LAP" position.

- 1 - ISSUE NO. 5 C.W. 226 DATE: FEBRUARY 14, 2003 4 PAGES

1. VALVE HEAD 7. SPRING 2. BODY 8. SPRING 3. PISTON 9. VALVE SEAT 4. ADJUSTMENT SCREW 10. VALVE SEAT 5. VENT 11. SPRING 6. SPRING RETAINER

FIGURE C.W. 226 REDUCING VALVE (ELV)

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REVISION PAGE:

C.W. 226

ISSUE NO. 1 Original Issue DATE: APRIL 13, 1994

ISSUE NO. 2 Added 773864 AUGUST 31, 1995

ISSUE NO. 3 Updated drawing JUNE 12, 1996

ISSUE NO. 4 Added 775155 MAY 5, 1997

ISSUE NO. 5 Added 777807 FEBRUARY 14, 2003

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

C.W. 227

COMPONENT WRITE-UP OF PISTON VALVE (V309-4A-T) P/N 770959, I88098/341, I88098/360, I88098/391

ISSUE NO. 3 C.W. 227 DATE: AUGUST 6, 1998 4 PAGES

Purpose

The piston valve is used as a pilot operated valve to control the charging and venting of pneumatic equipment.

Operation

PISTON VALVE PORTS PORT POSITION CONNECTED CLOSED

A4 CHARGED A2 TO A3 A1 A4 DISCHARGED A1 TO A2 A3

Control air enters the valve through port A4. A pre-determined control air pressure which is dependent on the combination of springs (2 and 4) that are used, overcomes the force of spring (2) and moves piston (1) downward closing valve seat (3). An increase in control air pressure will force piston (1) and valve head (5) downward overcoming the force of spring (4), thus unseating valve seat (6) allowing port A2 and port A3 to be connected and blanking off port A1.

The venting of control air will allow springs (2 and 4) to force piston (2) and valve head (4) to move upward closing valve seat (6), blanking off port A3. Further venting in control pressure will allow spring (2) to force upward piston (2) opening valve seat (3) and connecting port A2 with A1.

NOMENCLATURE

A4 PILOT PORT A2 INPUT OR OUTPUT PORT A3 INPUT OR OUTPUT PORT A1 INPUT OR OUTPUT PORT

- 1 -

REVISION PAGE:

C.W. 227

ISSUE NO. 1 Original Issue DATE: APRIL 13, 1994

ISSUE NO. 2 Updated Drawing JUNE 10, 1996

ISSUE NO. 3 Added part numbers I88098/341, I88098/360, and I88098/391. AUGUST 6, 1998

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1. PISTON 4. SPRING 2. SPRING 5. VALVE HEAD 3. VALVE SEAT 6. VALVE SEAT

FIGURE C.W. 227 PISTON VALVE (V309-4A-T)

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

C.W. 228

COMPONENT WRITE-UP OF DOUBLE CHECK VALVE (DRV-7-T) P/N 770960

ISSUE NO. 3 C.W. 228 DATE: MAY 6, 1998 4 PAGES

Purpose

The double check valve automatically controls the flow of compressed air from two separate inlet pipes at variable pressures A1 and A3 into a common outlet pipe A2.

Operation

As soon as the pressure difference between A1 and A3 is at least 0.15 bar (2.18 psi), the valve switches over and the piston (1) closes the inlet port that carries the lower of the two pressures. This prevents compressed air from flowing back through the lower pressure pipe.

NOMENCLATURE

A1 INPUT PORT A2 OUTPUT PORT A3 INPUT PORT

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REVISION PAGE:

C.W. 228

ISSUE NO. 1 Original Issue DATE: APRIL 15, 1994

ISSUE NO. 2 Updated drawing JUNE 11, 1996

ISSUE NO. 3 Deleted “DCV” from main title and Figure CW 228 title. MAY 6, 1998

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1. PISTON 2. O-RING 3. O-RING 4. BODY

FIGURE C.W. 228 DOUBLE CHECK VALVE (DRV 7-T)

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NEW YORK AIR BRAKE CORPORATION A KNORR BRAKE COMPANY

748 Starbuck Avenue, Watertown, New York 13601

C.W. 229

COMPONENT WRITE-UP OF PILOT AIR VENT VALVE (NB11-T) P/N 770961

ISSUE NO. 3 C.W. 229 DATE: MAY 6, 1998 4 PAGES

Purpose

The Emergency Valve (PVEM) is used to dump air at an emergency rate to cause an emergency brake application when an emergency brake application signaling device is actuated.

Operation

Air enters the Brake Pipe port and into chamber "a". Air flows through drilled passage "B" where the air can flow through choke plug (1) and into chamber "c" while air is also flowing into chamber "b” through choke passage "C".

Spring force on piston (2) from spring (5) seats piston (2) onto valve seat (4). When air flows from chamber "a" to chambers "b" and "c", air will enter chamber "c" faster than chamber "b" due to the smaller drilled hole "C" than choke plug (1). This will cause air to force piston (6) downward keeping valve seat (4) and valve seal (3) closed.

During an emergency brake application, the rate of reduction in chamber "c" overcomes the capacity of choke (1). Consequently, air pressure in chamber "b" becomes greater than chamber "c". When the differential becomes great enough to overcome the force of spring (5) the air in chamber "b" acting on piston (6) forces the piston rod (2) upward. This upward movement unseats the valve seal (3) from valve seat (4), thus opening the valve so that the Brake Pipe air may be connected to the exhaust pipe.

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REVISION PAGE:

C.W. 229

ISSUE NO. 1 Original Issue DATE: APRIL 15, 1994

ISSUE NO. 2 Updated Drawing JUNE 12, 1996

ISSUE NO. 3 Changed “Emergency Valve” to “Pilot Air Vent Valve” in MAY 6, 1998 main title and Figure CW 229 title.

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1. CHOKE 2. PISTON ROD 3. VALVE SEAL 4. VALVE SEAT 5. SPRING 6. PISTON

FIGURE C.W. 229 PILOT AIR VENT VALVE (NB11-T)

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NEW YORK AIR BRAKE CORPORATION A KNORR BRAKE COMPANY

748 Starbuck Avenue, Watertown, New York 13601

C.W. 230

COMPONENT WRITE-UP OF MAGNET VALVE (WMVO1-ZEST) P/N 770951

ISSUE NO. 2 C.W. 230 DATE: JUNE 12, 1996 4 PAGES

Purpose

The magnet valve is used for charging and venting pneumatic equipment.

Operation

MAGNET VALVE PORTS PORT POSITION CONNECTED CLOSED

DE-ENERGIZED A3 TO O A2 ENERGIZED A2 TO A3 O

The magnet valve is de-energized (normally closed). The armature (7) is forced against the seat (5) by the force of spring (6). This position closes port A2 to port A3 not allowing port A2 air to flow out through the vent (1).

The magnet valve is energized. The armature (7) is lifted off of its seat (5) allowing port A2 to be connected to port A3 allowing air to flow through the valve. Valve seat (3) is closed.

NOMENCLATURE

A2 INLET A3 OUTLET O EXHAUST

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REVISION PAGE:

C.W. 230

ISSUE NO. 1 Original Issue DATE: APRIL 15, 1994

ISSUE NO. 2 Updated Drawing JUNE 12, 1996

- 2 -

1. VENT 6. SPRING 2. COIL 7. ARMATURE 3. VALVE SEAT 8. ELECTRICAL CONNECTOR 4. SPRING 9. GROUND SCREW 5. VALVE SEAT

FIGURE C.W. 230 MAGNET VALVE (WMV01-ZEST)

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C.W. 232

COMPONENT WRITE-UP OF DB-10 SERVICE PORTION P/N 769140

ISSUE NO. 1 C.W. 232 DATE: APRIL 18, 1994 24 PAGES

The specific functions of the service portion are:

1. a) to supply air to the combined reservoir during initial charging of the system and recharging following release of an application,

b) to direct auxiliary reservoir air into the brake cylinder depending on a predetermined rate and amount of brake pipe pressure reduction,

c) to exhaust brake cylinder air during release after an application,

d) to guarantee stability of the brake system in release condition against undesired application of the brakes which may result from permissible brake system leakage,

e) to guarantee stability of the brake system in service lap condition against undesired release of the brakes which may result from permissible auxiliary reservoir leakage;

2. to support recharge of the brake system during the release of a service application by feeding emergency reservoir air into the brake pipe independent from the main piston system;

3. to guarantee minimum reduction during initial brake pipe reduction and maintain minimum brake cylinder pressure by connecting quick service chamber and brake cylinder pressures;

4. to support initial brake pipe reduction by venting brake pipe air to the atmosphere during the preliminary quick service stage;

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ISSUE NO. 1 C.W. 232 DATE: APRIL 18, 1994 24 PAGES

5. a) to support recharge of the brake system after manual release subsequent to an emergency application by connecting the pressure of the auxiliary reservoir to the brake pipe,

b) to permit exhaust of retainer held brake cylinder pressure in the retainer pipe and volumes during manual release subsequent to a service reduction;

6. a) to directly release brake cylinder pressure independent of the main piston system after any application by manual activation of the release handle,

b) to provide manual drain means for auxiliary reservoir and emergency reservoir pressures,

c) to release the main piston system after a service application by manual activation of release handle.

In order to perform these functions, the service portion is equipped with the following subcomponents (See Figure 232):

1. Service Main Piston System (1)

The service main piston compares brake pipe and auxiliary reservoir pressures acting on equal areas.

Auxiliary reservoir charging, emergency reservoir charging and balancing valves are spaced uniformly at 120° intervals around the same diameter and are mechanically operated by the bottom side of the piston.

The coaxially arranged balancing piston is pressurized with auxiliary reservoir air by the balancing valve and acts on the balancing spring which stabilizes the main piston system in service lap position.

The main piston operates the quick service inlet valve, which allows brake pipe air to flow to the quick action chamber (QA-Ch.). The auxiliary reservoir/brake cylinder inlet and brake cylinder/retainer outlet valves are also mechanically operated by the main piston. Stability of the main piston system in the release position is provided by means of the sensitivity and stability chokes; stability in the service lap positions is provided by means of the stability choke.

A separate emergency reservoir charging check valve/choke arrangement prevents uncontrolled return flow of emergency reservoir air into the auxiliary reservoir when releasing the brakes from a service application. Thus, no undesired reapplication of the brake during release will occur.

-2- ISSUE NO. 1 C.W. 232 DATE: APRIL 18, 1994 24 PAGES

2. Service Accelerated Release Valve (2)

The service accelerated release valve's metal reinforced rubber diaphragm also compares brake pipe and auxiliary reservoir pressures acting on equal areas; this component operates independently of the service main piston system. When the service accelerated release valve is triggered, emergency reservoir air passes by the high sensitivity back flow check valve into the brake pipe.

3. Quick Service Limiting Valve (3)

The quick service limiting valve's metal reinforced rubber diaphragm is pressurized by brake cylinder air and allows restricted flow of brake pipe/quick service air to the brake cylinder to a predetermined value. The quick service limiting check valve prevents return flow of brake cylinder air to atmosphere during emergency applications and in the event of a retainer is being set in "high pressure retaining" position with the service main piston system in the release position.

4. Emergency Release Auxiliary Reservoir Reduction Valve (4)

The emergency release auxiliary reservoir reduction valve's metal reinforced rubber diaphragm is pressurized by brake pipe and brake cylinder air in opposite sides. After manual release of brake cylinder pressure subsequent to an emergency application, increasing brake pipe pressure during recharging operates the valve and allows auxiliary reservoir air to flow via the emergency release auxiliary reservoir reduction check valve into the brake pipe and assists during brake pipe recharging.

The retaining check valve, by means of a choke, allows reduction of retainer held brake cylinder air to a pressure level which allows the brake cylinder piston to move to release position.

5. Quick Service Valve (5)

The quick service valve piston is pressurized by auxiliary reservoir air on one side and controls the flow of quick service air to atmosphere. As soon as the service main piston system allows the balancing valve to pressurize the larger opposite area of the quick service valve piston with auxiliary reservoir air, the venting of quick service/brake pipe air will be interrupted.

6. Release Valve (6)

The release valve piston is pressurized on both sides with brake cylinder air and seals the connection from brake cylinder to atmosphere.

Upon activation of the release valve handle, the upper side of the piston is vented through the release exhaust valve which allows the piston to open the passage from brake cylinder to atmosphere. The piston remains in this position until brake cylinder lockup pressure below the piston is released by the service main piston system upon its release. Auxiliary reservoir exhaust and emergency reservoir exhaust valves are mechanically operated by the release valve lifter and allow high capacity flow of auxiliary reservoir/emergency reservoir air to the atmosphere in order to drain the brake system.

-3- ISSUE NO. 1 C.W. 232 DATE: APRIL 18, 1994 24 PAGES

OPERATION

DB-10 SERVICE VALVE SUBCOMPONENTS

The DB-10 Service Valve is shown in unpressurized condition; all subcomponents are designated and numbered for reference throughout the instruction manual.

CHARGING LAP POSITION (See Figure 232-1)

Compressed air from the brake pipe flows into the pipe bracket via the combined dirt collector and cutout cock. One flow path leads through the pipe bracket strainer into the service portion to supply it with filtered air. During charging, brake pipe air pressurizes the following valve components:

Service Portion/Service Main Piston System (1)

Brake pipe air pressurizes main piston 1.46, the valve seat area V1.3, and flows to the service accelerated release valve (2) and the emergency release auxiliary reservoir reduction valve (4).

The auxiliary reservoir is charged directly by the service main piston system. From the brake pipe, the air flows via choke C1.6 and the open valve seat V1.8 to the volume below main piston 1.46, pressurizing the upper side of balancing piston 1.59. Auxiliary reservoir air further flows to the AR/BC inlet valve 1.38.1, to the service accelerated release valve (2), to the release valve (6), to the valve seat V1.9 in the balancing valve, to the quick service valve (5) and the auxiliary reservoir via the pipe bracket. Additional auxiliary reservoir charging is accomplished by air flow via stability choke C1.3.

If, during charging, the pressure differential created by chokes C1.6 and C1.3 across the main piston exceeds a predetermined value, main piston 1.46 moves into retarded recharge position (See Figure 232- 6.) and returns to charging lap position when brake pipe and auxiliary reservoir pressures approach equalization.

The emergency reservoir is charged from auxiliary reservoir air via open valve seat V1.6. The auxiliary reservoir air in the volume below the main piston 1.46 flows via the open valve seat V1.5 in the emergency reservoir charging check valve 1.62 to the service accelerated release valve (2), to the release valve (6), to the emergency portion and via the pipe bracket into the emergency reservoir.

Service Portion/Service Accelerated Release Valve (2)

The left side of diaphragm 2.83 is pressurized with brake pipe air, the right side with auxiliary reservoir air. Emergency reservoir air flows to closed valve seat V2.2 via back flow check valve 2.89.

-4- ISSUE NO. 1 C.W. 232 DATE: APRIL 18, 1994 24 PAGES

Service Portion/Emergency Release Auxiliary Reservoir Reduction Valve (4)

The left side of diaphragm 4.74 is pressurized with brake pipe air. The diaphragm is thereby forced on its righthand stop against the force of spring 4.90. Simultaneously, the emergency release auxiliary reservoir reduction check valve is forced on valve seat V4.1 by the combined forces of spring 4.91 and brake pipe pressure.

Service Portion/Quick Service Valve (5)

Auxiliary reservoir air in the volume below main piston 1.46 also pressurizes the upper area of piston 5.104. The piston is thereby forced downward and opens valve seat V5.1 against the force of spring 5.108.

Service Portion/Release Valve (6)

Auxiliary reservoir air pressurizes auxiliary reservoir exhaust valve 6.32.1. Emergency reservoir air pressurizes emergency reservoir exhaust valve 6.32.2.

PRELIMINARY QUICK SERVICE (See Figure 232-2)

When an application of the brakes is initiated by a brake pipe reduction at a minimum predetermined rate, the following sequence during "Preliminary Quick Service" is established:

Service Portion/Service Main Piston System (1) and Quick Service Valve (5)

During this brake pipe reduction, chokes C1.6 and C1.3 prevent auxiliary reservoir pressure reduction at the same rate as brake pipe pressure.

The pressure difference building up across the main piston 1.46 moves the piston upward and opens the quick service inlet valve seat V1.3 at a value primarily defined by the spring 1.43. Brake pipe air flows to quick service chamber (QS-Ch.) via the restricted cross section between the upper end of the stem of main piston 1.46 and the free flow area of valve seat V1.3, further on to the atmosphere via open valve seat V5.1 and choke C5.1 of the quick service valve. This increases the pressure differential and accelerates the upward movement of the service main piston system. After the main piston 1.46 has lifted the quick service inlet valve 1.38.2, the quick service pressure moves the service main piston stem 1.41 upward relative to the spring guide 1.44, such that the passage from brake cylinder to retainer via valve seat V1.2 is closed. The valve seat V1.1 is still closed at this time. The charging connections from brake pipe to auxiliary reservoir via valve seat V1.8, and from auxiliary reservoir to emergency reservoir via valve seat V1.6 are closed. Following this, valve seat V1.10 closes and valve seat V1.9 of the balancing valve opens, pressurizing the balancing piston 1.59 and the pis ton 5.104 of the quick service valve with auxiliary reservoir air. The piston 1.59 moves upward against the spring guide 1.67 and introduces a force into the service main piston system.

Service Service Portion/Quick Service Limiting Valve (3)

Air from the quick service chamber flows through choke C3.1, opens the quick service limiting check valve 3.12.2 and passes across the open valve seats 3.1 and V3.2 to the lefthand side of the diaphragm 3.74 and on to the brake cylinder.

-5- ISSUE NO. 1 C.W. 232 DATE: APRIL 18, 1994 24 PAGES

SERVICE APPLICATION (See Figure 232-3)

The control valve moves from "Preliminary Quick Service" to "Service" position once the initial quick service activity has ceased.

Service Portion/Service Main Piston System (1)

Upon pressurization with auxiliary reservoir air, piston 5.104 of the quick service valve has moved upward, allowing check valve 5.32 to seal valve seat V5.1 under the force of spring 5.108. Thus, the quick service chamber is isolated from atmosphere but remains connected to brake pipe via valve seat V1.3. The main piston 1.46, the quick service inlet valve 1.38.2 and the spring guide 1.44 move further upward until the quick service inlet valve 1.38.2 applies force to the service main piston stem 1.41. This results in lifting the auxiliary reservoir/brake cylinder inlet valve 1.38.1, which is forced by spring 1.37 onto the service main piston stem 1.41, from the valve seat V1.1 and opens a flow path from auxiliary reservoir to brake cylinder. Brake cylinder air flows through the quick service limiting valve (3) to the area of the valve seat V4.1 of the emergency release auxiliary reservoir reduction valve (4) and through the release valve (6) to the right side of the emergency release auxiliary reservoir reduction valve (4) and the retaining check valve 4.32; further on to the emergency portion and via the pipe bracket to the brake cylinder.

The valve stem 1.50 of the balancing valve follows the main piston 1.46 by the force of spring 1.53 to its stop. The balancing piston 1.59 moves to its upper stop under the force of auxiliary reservoir pressure.

Service Portion/Quick Service Limiting Valve (3)

Brake cylinder air pressurizes the left side of diaphragm 3.74 and moves it against the force of spring 3.76 to its right. As soon as the brake cylinder pressure has reached a predetermined value, diaphragm 3.74 rests against spring guide 3.75.

This results in closing valve seat V3.2 with check valve 3.12.1 by the force of the spring 3.79 and interrupts the flow between quick service chamber and brake cylinder. Quick service limiting check valve 3.12.2 closes the valve seat V3.1 by spring force 3.79 and prevailing pressure.

Service Portion/Emergency Release Auxiliary Reservoir Reduction Valve (4)

Brake cylinder pressure acts on the righthand side of diaphragm 4.74 in the emergency release auxiliary reservoir reduction valve, which moves toward the left under assistance of the force of spring 4.90, against the prevailing brake pipe pressure, forcing the emergency release auxiliary reservoir reduction check valve 4.38 further on the valve seat V4.1 via spring guide 4.86.

Service Portion/Release Valve (6)

Brake cylinder air entering the release valve flows via choke C6.3 to the bottom side of piston 6.17, and via choke C6.2 and open valve seat V6.3 to the upper side of piston 6.17. The valve seat V6.2 is closed, the passage for brake cylinder air flow via valve seat V6.1 is open.

-6- ISSUE NO. 1 C.W. 232 DATE: APRIL 18, 1994 24 PAGES

SERVICE LAP POSITION (See Figure 232-4)

Service Portion/Service Main Piston System (1)

During a service brake application, the brake cylinder is charged from the auxiliary reservoir by the service main piston system. As soon as the auxiliary reservoir pressure is reduced to approximately the value of the brake pipe pressure, the service main piston system moves from the service position to the service lap position. Herewith, valve seat V1.1 is closed and the flow path between auxiliary reservoir and brake cylinder is interrupted. The balancing piston 1.59 acts on the balancing spring 1.69 through the spring guide 1.67. This introduces a defined force in the service main piston system, which holds it in the service lap position.

Brake pipe and auxiliary reservoir are connected through the very small stability choke C1.3 which determines the release stability.

During a further brake pipe reduction, the service main piston system will again move the service position, and the flow path from auxiliary reservoir to brake cylinder will be opened. Subsequently, the same procedure as described above will take place and move the service main piston system back again to service lap position. The reduction of brake pipe pressure and hence the increase in brake cylinder pressure can be continued until the auxiliary reservoir pressure is equal to the brake cylinder pressure. A further reduction of brake pipe pressure does not affect the level of the brake cylinder pressure during a service application but moves the main piston system to the service position.

Service Portion/Quick Service Limiting Valve (3)

The quick service limiting valve assures a predetermined minimum brake cylinder pressure. Should the brake cylinder pressure drop below this value – for example, due to brake cylinder leakage – the quick service limiting valve will open and feed brake pipe pressure via the quick service chamber to brake cylinder. (See Figure 232-2)

RELEASE FROM SERVICE APPLICATION (See Figure 232-5)

To release the brakes, the brake pipe pressure has to be increased by a predetermined margin above the level of the auxiliary reservoir pressure of the individual control valve. The complete release sequence is shown in figures 232-5 and 232-6 and their descriptions.

Service Portion/Service Main Piston System (1)

The increase of brake pipe pressure produces a pressure difference at the main piston 1.46. The pneumatic force acts against the mechanical force of the balancing spring 1.69. At a predetermined pressure difference, the main piston 1.46 moves downward and contacts the valve stem 1.50 of the balancing valve. The service main piston stem 1.41 remains in the service lap position under the action of the quick service pressure, while the spring guide 1.44 and the quick service inlet valve 1.38.2 follow the main piston 1.46 by spring force 1.43. The valve seat V1.2 of the BC/RET outlet valve is still closed during this release stage. Further downward movement of the main piston 1.46 closes valve seat V1.9 and opens valve seat V1.10 through valve stem 1.50. Auxiliary reservoir air under the balancing piston 1.59 and under the piston 5.104 of the quick service valve (5) starts to vent to atmosphere via choke C1.7. The main piston 1.46 moves further into the release position corresponding to the pressure reduction under the balancing piston 1.59.

-7- ISSUE NO. 1 C.W. 232 DATE: APRIL 18, 1994 24 PAGES

SERVICE ACCELERATED RELEASE AND RETARDED RECHARGE (See Figure 232-6)

During release of a service application, the service accelerated release valve (2) is activated. It connects the emergency reservoir to the brake pipe, such that the release impulse is locally amplified and passes rapidly through the train.

Service Portion/Service Main Piston System (1) and Quick Service Valve (5)

During further downward travel of the service main piston system, the following functions are performed:

The connection between brake cylinder and retainer is opened since the lost motion between spring guide 1.44 and service main piston stem 1.41 has been exceeded by the further travel of the service main piston system to the release position. Brake cylinder pressure is vented through open valve seat V1.2 and via the release choke C1.8 to atmosphere. Subsequently, the charging connections from brake pipe to auxiliary reservoir and from auxiliary reservoir to emergency reservoir are opened by the valve stems 1.95.1 and 1.95.2. Emergency and auxiliary reservoir pressures can only equalize via choke C1.5, thus preventing an undesired brake reapplication caused by a fast increase in auxiliary reservoir pressure under main piston 1.46. After balancing piston 1.59 has moved downward to its stop, the flow path from brake pipe to quick service chamber is safely closed by the quick service inlet valve 1.38.2, which seals on valve seat V1.3.

As soon as the auxiliary reservoir air under piston 5.104 has been vented to atmosphere via choke C1.7, the quick service valve piston 5.104 opens the flow path for quick service chamber air to atmosphere, via valve seat V5.1 and choke C5.1.

As long as the pressure differential between brake pipe and auxiliary reservoir across the main piston 1.46 exceeds the forces of the balancing spring 1.69 and the charging and balancing valve springs, the service main piston system is locked to its lower stop in the retarded recharge position. This allows the valve stem 1.95.1 to seat on the sealing ring 1.100, and charging of auxiliary reservoir is now performed via chokes C1.6 and C1.4. When the pressure difference drops, the service main piston moves back to the charging lap position (See Figure 232-1.), and only choke C1.6 determines the further charging time.

Service Portion/Service Accelerated Release Valve (2)

When the pressure difference between brake pipe and auxiliary reservoir across the diaphragm 2.83 overcomes the force of the spring 2.87, the emergency reservoir pressure at valve seat V2.2 lifts check valve 2.38, thus establishing a flow path from emergency reservoir to brake pipe via the backflow check valve 2.89 and valve seat V2.1. The diaphragm 2.83 is moved to its righthand stop against the force of spring 2.87. This flow path remains open until brake pipe and emergency reservoir pressures have nearly equalized. Then the backflow check valve 2.89 closes the valve seat V2.1. When the pressure difference between brake pipe and auxiliary reservoir is reduced, the diaphragm 2.83 moves back to its neutral position closing the valve seat V2.2 by the force of spring 2.87.

-8- ISSUE NO. 1 C.W. 232 DATE: APRIL 18, 1994 24 PAGES

EMERGENCY APPLICATION FIRST STAGE (See Figure 232-7)

Service Portion/Service Main Piston System (1)

The service main piston system operates during an emergency application in general as described in figures 232-2 and 232-3.

However, deviating from above, the main piston 1.46 is forced against its upper stop by auxiliary reservoir pressure, because brake pipe pressure is completely vented. The stability choke C1.3 is closed by sealing ring 1.99. Auxiliary reservoir and brake pipe are separated. A constant connection between auxiliary reservoir and brake cylinder pressures remains open via valve seat V1.1

RELEASE FROM EMERGENCY (See Figure 232-8)

Release Valve operated Service Portion/Emergency Release Auxiliary Reservoir Reduction Valve (4)

Subsequent to an emergency application, brake cylinder pressure is vented by activation of the release valve (6) as described under Manual Release after Emergency Application (See Figure 232-10).

During recharge of the brake pipe, the following functional sequence is established:

Brake pipe air pressurizes the left side of diaphragm 4.74 while the right side is connected to atmosphere through the open valve seat V6.2 in the release valve. At a predetermined brake pipe pressure, the force of spring 4.90 is compensated and diaphragm 4.74 is forced against its righthand stop.

Emergency release auxiliary reservoir reduction check valve 4.38 is lifted from its valve seat V4.1 by auxiliary reservoir pressure. Through this connection, auxiliary reservoir and brake pipe pressure equalize; only a small pressure differential – caused by the spring 4.91 – is maintained.

Further increase of brake pipe pressure also activates the service accelerated release valve (2) in the service portion, which connects the emergency reservoir to the brake pipe. The flow of emergency reservoir air into the brake pipe also supports the recharge of the brake system subsequent to an emergency application.

The increase of the brake pipe pressure will cause the service main piston system to move to release position, thereby venting the lockup pressure acting on the lower side of piston 6.17 in the release valve (6). Spring 6.20 moves piston 6.17 to its lowermost position, thus reestablishing the connection to the brake cylinder via valve seat V6.1 and closing valve seat V6.2.

-9- ISSUE NO. 1 C.W. 232 DATE: APRIL 18, 1994 24 PAGES

MANUAL RELEASE AFTER SERVICE APPLICATION (See Figure 232-9)

Service Portion/Release Valve (6)

After a service application, the service main piston system (1) has stabilized in service lap position as described in figure 232-4.

A short pull at the release valve handle 6.1 to its fullest extent against the force of spring 6.6 will establish the following functional sequence:

Release valve lifter 6.9 and the exhaust valve stems 6.27.1, 6.10 and 6.27.2 are moved upward.

The auxiliary reservoir exhaust valve 6.32.1 opens and auxiliary reservoir air is vented to atmosphere through valve seat V6.5. This will cause the service main piston system (1) to move to release position and will also trigger the service accelerated release valve (2).

The release exhaust valve 6.12 is lifted off its seat V6.4 and subsequently valve seat V6.3 is closed. Brake cylinder air pressurizing the upper side of position 6.17 is vented to atmosphere via open valve seat V6.4 and choke C6.1. Piston 6.17 moves upward, as soon as the pressure difference across the piston overcomes the force of spring 6.20. Valve seat V6.2 is opened, valve seat V6.1 is closed and brake cylinder pressure is rapidly vented.

The emergency reservoir exhaust valve 6.32.2 opens and emergency reservoir air is vented to atmosphere through valve seat V6.6.

When the release valve handle 6.1 is released, venting of auxiliary and emergency reservoir air through exhaust valves 6.32.1 and 6.32.2 is terminated. Release exhaust valve stem 6.10 returns to its neutral position and the release exhaust valve opens valve seat V6.3 and closes valve seat V6.4.

Herewith, the upper side of piston 6.17 is again connected to the brake cylinder line; as the main piston system has already moved to release position, the lower side of piston 6.17 is connected to atmosphere. This causes piston 6.17 to move downward by the aid of spring 6.20, thereby opening valve seat V6.1 and closing valve seat V6.2.

MANUAL RELEASE AFTER EMERGENCY APPLICATION (See Figure 232-10)

Service Portion/Release Valve (6)

After an emergency application, the service main piston system (1) has stabilized in emergency position.

A short pull at the release valve handle 6.1 to its fullest extent against the force of spring 6.6 will establish the same functional sequence as described under Manual Release after Service Application, Figure 232- 9, with the following exception:

-10- ISSUE NO. 1 C.W. 232 DATE: APRIL 18, 1994 24 PAGES

The release of auxiliary reservoir air through the auxiliary reservoir exhaust valve 6.32.1 cannot cause the service main piston system to move to release position. Therefore, the lockup pressure beneath piston 6.17 keeps it in the uppermost position, thereby venting all brake cylinder air to atmosphere. The locked position of piston 6.17 can only be released by: a) initiation of a regular "Release from Emergency" (See Figure 232-8), "Release Valve Operated"); b) continuous venting of auxiliary reservoir air via the open valve seat V6.5 of the auxiliary reservoir exhaust valve 6.32.1 by permanently pulling the release valve handle 6.1. At an auxiliary reservoir pressure which allows the service main piston system (1) to move to release position by the forces of its springs, air from the lower side of piston 6.17 flows via choke C6.3 and the now open brake cylinder release passage to atmosphere, thus allowing spring 6.20 to move the piston 6.17 to its lowermost position.

Release of Reservoir Air

In order to drain the auxiliary reservoir, it is necessary to pull the release valve handle 6.1 far enough to open the auxiliary reservoir exhaust valve 6.32.1.

In order to drain the auxiliary and emergency reservoirs, it is necessary to pull the release valve handle 6.1 through the full travel to open the auxiliary and emergency reservoir exhaust valves 6.32.1 and 6.32.2.

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REVISION PAGE:

C.W. 232

ISSUE NO. 1 Original Issue DATE: APRIL 18, 1994

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FIGURE 232 SERVICE PORTION (UNPRESSURIZED)

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FIGURE 232-1 SERVICE PORTION (CHARGING LAP POSITION)

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FIGURE 232-2 SERVICE PORTION (PRELIMINARY QUICK SERVICE)

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FIGURE 232-3 SERVICE PORTION (SERVICE APPLICATION)

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FIGURE 232-4 SERVICE PORTION (SERVICE LAP POSITION)

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FIGURE 232-5 SERVICE PORTION (RELEASE FROM SERVICE APPLICATION

-18-

FIGURE 232-6 SERVICE PORTION (SERVICE ACCELERATED RELEASE AND RETARDED RECHARGE)

-19-

FIGURE 232-7 SERVICE PORTION (EMERGENCY APPLICATION FIRST STAGE)

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FIGURE 232-8 SERVICE PORTION (RELEASE FROM EMERGENCY)

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FIGURE 232-9 SERVICE PORTION (MANUAL RELEASE AFTER SERVICE APPLICATION)

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FIGURE 232-10 SERVICE PORTION (MANUAL RELEASE AFTER EMERGENCY APPLICATION)

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

C.W. 233

COMPONENT WRITE-UP OF 20 PIPE CONTROL ASSEMBLY P/N 770558, 775508, AND 774558

ISSUE NO. 5 C.W. 233 DATE: AUGUST 22, 1997 6 PAGES

Purpose

The purpose of the 20 Pipe Control Valve is to provide an air signal to the trainline Independent Application and Release Pipe for an independent brake application.

Operation

Main reservoir air is ported to the 20 Pipe Control Valve through a manifold. The 20 Pipe Control Valve has a pressure regulator (14), supply magnet valve (8), exhaust magnet valve (5), maintaining magnet valve (2) and a transducer (4). The supply (8) and exhaust (5) magnet valves are normally closed. The maintaining magnet valve (2) is normally open. The 20 pipe control valve receives its commands from the computer relay unit. Choke (16) limits the amount of MR pressure into the system. Choke (15) decreases the rate of application or release, so target pressure can be achieved.

In the event that supply magnet valve (8) remains open, main reservoir air entering the magnet valve through pressure regulator (14) is limited to 55 psi, for protection against over pressure.

Lap

When both the supply magnet (8) and exhaust magnet (5) are de-energized, their respective armatures are forced upwards by return springs (10 and 12), respectfully. In this state supply seat (9) and exhaust seat (11) are closed, stopping air flow.

Application

When supply magnet (8) is energized and exhaust magnet (5) is de-energized, supply seat (9) is open and allows supply air from the inlet port to pass through the supply magnet valve (8) and maintaining magnet valve (2) to the outlet port. Once the pressure in the outlet port is near the commanded level, as determined by the feedback from transducer (4), the computer energizes the maintaining magnet valve (2) closing valve seat (18) forcing the air to flow through choke (15) at a level controllable by the digital operation of the 20 pipe control circuit. Transducer (4) also sends a signal to the computer initiating a brake application on the locomotive.

Release

When exhaust magnet (5) is energized and supply magnet (8) is de-energized, the outlet port pressure is vented through the exhaust magnet valve (5) to exhaust port.

- 1 - ISSUE NO. 5 C.W. 233 DATE: AUGUST 22, 1997 6 PAGES

20 Pipe Control Valve Pressure Transducer

Purpose

The pressure transducer (4) is a pressure-sensing device that senses outlet port pressure when an independent brake application is made.

Operation

The signal from the feedback pressure transducer (4) indicates the present pressure in the outlet port. If the signal from the feedback transducer does not match the commanded pressure, the supply (8) and exhaust (5) magnet valves are commanded by the computer relay unit to obtain the correct pressure in outlet port.

The control of the magnet valves is a closed loop system, through the feedback signal of the pressure transducer.

NOTE: 770558 has #45 and #50 drill chokes. 775508 has #45 and #50 drill chokes. 774558 has #42 and #50 drill chokes.

Choke #50 - item no. (15) Choke #45 and #42 - item no. (16)

- 2 -

REVISION PAGE:

C.W. 233

ISSUE NO. 1 Original Issue DATE: APRIL 18, 1994

ISSUE NO. 2 Pg. 1 - Operation - 55 was 50 psi. DATE: NOVEMBER 22, 1994

ISSUE NO. 3 New Schematic DATE: NOVEMBER 29, 1995

ISSUE NO.4 Added 774558 DATE: JUNE 6, 1996 Added Note: 770558 has #45 and #50 drill chokes. 774558 has #42 and #50 drill chokes.

ISSUE NO.5 Added 775508 DATE: AUGUST 22, 1997 Added to Note: 775508 has #45 and #50 drill chokes.

- 3 -

KEY FOR FIGURE C.W. 233

1. Electrical Connector 2. Maintaining Magnet Valve (N.O.) 3. Coil 4. Pressure Transducer 5. Exhaust Magnet Valve (N.C.) 6. Coil 7. Coil 8. Supply Magnet Valve (N.C.) 9. Valve Seat 10. Spring 11. Valve Seat 12. Spring 13. Spring 14. Pressure Regulator 15. Choke (50d) 16. Choke (45d/42d) 17. Spring 18. Valve Seat

-4-

FIGURE C.W. 233 20 PIPE CONTROL VALVE -5-

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

C.W. 239

COMPONENT WRITE-UP OF DEAD-IN-TOW VALVE P/N 772506, 774850

ISSUE NO. 3 C.W. 239 DATE: NOVEMBER 20, 1997 4 PAGES

Purpose

An automatic service brake control circuit allows towing the locomotive electrically dead or in the trail mode in a train consist. This is accomplished by the addition of the ACTUATING VALVE, DOUBLE CHECK VALVE, DB-10 SERVICE PORTION, AUXILIARY RESERVOIR and a #16 PIPE RESERVOIR.

NOTE: Reservoir sizes are independent of DIT P/N. The different P/N’s are due to manufacturing differences.

Operation

DB-10 SERVICE PORTION (Reference C.W. 232)

The DB-10 Service Portion is installed in parallel to the CCB equipment. In the event of loss of power or in the trail mode the Service Portion that was previously charged by brake pipe, operates on a brake pipe reduction to develop pressure within the #16 pipe reservoir. The #16 pipe reservoir pressure is ported through the TV port connection to the exhaust port of the MV16T default magnet valve. Thus the #16 pipe reservoir pressure will be ported to the BC Relay and develop brake cylinder pressure.

ACTUATING VALVE (Reference C.W. 227)

The Actuating Valve operates in the trail mode or loss of power to exhaust Auxiliary Reservoir to release the brakes on the trailing locomotive.

DOUBLE CHECK VALVE (Reference C.W. 228)

The Double Check Valve allows #16 pipe reservoir pressure developed by the DB-10 Service Portion or independent application and release pipe (#20 pipe), the higher of the two pressures will flow to the manifold via the T.V. port.

- 1 -

REVISION PAGE:

C.W. 239

ISSUE NO. 1 Original Issue DATE: MAY 26, 1994

ISSUE NO. 2 Added P/N: 774850 DATE: AUGUST 25, 1997 Added NOTE: Reservoir sizes are independent of DIT P/N...

ISSUE NO. 3 Updated DIT Valve Drawing DATE: NOVEMBER 20, 1997

- 2 -

FIGURE C.W. 239 DIT VALVE

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

C.W. 243

COMPONENT WRITE-UP OF EMERGENCY VALVE AND DOUBLE CHECK VALVE (PVE) P/N 773306

ISSUE NO. 3 C.W. 243 DATE: JUNE 12, 1996 4 PAGES

Purpose

The Emergency Valve and Double Check Valve is used as a pilot operated valve to control the charging and venting of pneumatic equipment.

Operation

EMERGENCY VALVE AND DOUBLE CHECK VALVE PORTS PORT POSITION CONNECTED CLOSED

BP/13 CHARGED 16A3 TO 16 ELV BP/13 DISCHARGED 16A3 OR (A) TO 16 16A3 OR (A)

BP/13 Charged

Control air enters valve through Pilot port (BP/13). At nominally 28 psi control air pressure overcomes force of spring (1) and moves piston (2). The force of spring (6) keeps check valve (5) seated against valve seat (4). Check valve (5) contacts valve seat (3) closing the connection between ports ELV and 16. Further movement of piston (2) will unseat valve seat (4) from check valve (5) allowing the ELV side of double check valve (8) to be exhausted to atmosphere through exhaust vent (11). Air that comes from 16A3 can now flow into double check valve (8) and push ball (7) against seat (10) allowing air to flow from 16A3 to 16.

- 1 - ISSUE NO. 3 C.W. 243 DATE: JUNE 12, 1996 4 PAGES

BP/13 Discharged

Upon BP/13 being discharged below approximately 18 psi, the force of spring (1) moves piston (2) keeping valve seat (4) in contact with check valve (5) closing connection to exhaust vent (11) and lifts check valve (5) off valve seat (3). Air from ELV is now allowed to pass through valve seat (3) to double check valve (8). Air from 16A3 is also at the double check valve (8). The higher of the two pressures (16A3 or ELV) shuttles ball (7) toward the lesser of the two pressures allowing the higher pressure to flow to the 16 port.

NOMENCLATURE

ELV 16 16A3 BP/13

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REVISION PAGE:

C.W. 243

ISSUE NO. 1 Original Issue MAY 3, 1994

ISSUE NO. 2 Changed Drawing OCTOBER 13, 1995

ISSUE NO. 3 ELV was INPUT (A) JUNE 12, 1996 16 was OUTPUT (B) 16A3 was INPUT (C) BP/13 was PILOT (D)

- 3 -

1. SPRING 7. BALL CHECK 2. PISTON 8. DOUBLE CHECK VLV 3. VALVE SEAT 9. VALVE SEAT 4. VALVE SEAT 10. VALVE SEAT 5. CHECK VALVE 11. VENT 6. SPRING

FIGURE C.W. 243 EMERGENCY VALVE AND DOUBLE CHECK VALVE

- 4 -

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

C.W. 248

COMPONENT WRITE-UP OF 435 CU. IN. RESERVOIR P/N 705161

ISSUE NO. 1 C.W. 248 DATE: MARCH 20, 1995 4 PAGES

435 Cu. In. Reservoir

The 435 cu. in. reservoir is used to store pressurized air to control the operation of valve components.

It is a steel reservoir with a 3/8" flange connection and a 3/8" pipe thread port at each end and two support brackets.

-1-

REVISION PAGE:

C.W. 248

ISSUE NO. 1 Original Issue DATE: MARCH 20, 1995

-2-

FIGURE C.W. - 248 (435 CU. IN.) RESERVOIR

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-4-

NEW YORK AIR BRAKE CORPORATION A KNORR BRAKE COMPANY

748 Starbuck Avenue, Watertown, New York 13601

C.W. 249

COMPONENT WRITE-UP OF 90 Cu. In RESERVOIR P/N 703133, 767134

ISSUE NO. 2 C.W. 249 DATE: MAY 5, 1997 4 PAGES

90 Cu. In. Reservoirs

NOTE: The only difference between these reservoirs is the physical dimensions.

The 90 cu. in. reservoirs are used to store pressurized air to control the operation of valve components.

It is a steel reservoir with 3/8" pipe thread ports at each end and a single support bracket.

- 1 -

REVISION PAGE:

C.W. 249

ISSUE NO. 1 Original Issue DATE: MARCH 20, 1995

ISSUE NO. 2 Added P/N 703133 and NOTE DATE: MAY 5, 1997

- 2 -

FIGURE C.W. 249 90 CU. IN. RESERVOIR (767134)

- 3 -

FIGURE C.W. 249-1 90 CU. IN. RESERVOIR (703133)

- 4 -

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

C.W. 250

COMPONENT WRITE-UP OF 25 # PRESSURE SWITCH P/N 772732

ISSUE NO. 1 C.W. 250 DATE: JUNE 8, 1995 4 PAGES

Purpose

This pressure switch responds to an increase in pressure to change contact positions to provide or cancel electrical signals depending on the connections made to it.

Operation

The pressure setting is set at the factory for 25 PSI increasing. The contacts move from "normally open" to "closed" with increasing pressure above 25 PSI and return to "normally open" with decreasing pressure below 22 PSI.

The pressure connection port is a 1/4" NPT port.

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REVISION PAGE:

C.W. 250

ISSUE NO. 1 Original Issue DATE: JUNE 8, 1995

- 2 -

FIGURE C.W. 250 (25 PSI INCR.) PRESSURE SWITCH

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

C.W. 266

COMPONENT WRITE-UP OF 4-WAY MAGNET VALVE P/N 774257

ISSUE NO. 1 C.W. 266 DATE: JUNE 9, 1997 4 PAGES

PURPOSE

The magnet valve is used for charging and venting pneumatic equipment.

OPERATION

MAGNET VALVE PORTS PORT POSITION CONNECTED CLOSED

DE-ENERGIZED A1 TO A3 A2 ENERGIZED A2 TO A3 A1

When the magnet valve is de-energized (normally closed), armature (6) is forced against seat (4) by the force of spring (5). This position stops the flow of Main Reservoir pressure (MR) to chambers ‘A’ and ‘B’ of both internal valves. Chambers ‘A’ and ‘B’ are then vented through A5. Air may then flow between port A1 (TV) and port A3 (16 pipe) of the valve body

When the magnet valve is energized, armature (6) is lifted off of its seat (4) and forced against seat (2) allowing Main Reservoir pressure (MR) to act in chambers ‘A’ and ‘B’ on both internal valves of the valve body. Air may then flow between port A2 (AW4) and port A3 (16).

NOMENCLATURE

A Port ‘A’ B Port ‘B’

A1 Input A2 Input A3 Output A4 MR A5 Exhaust

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REVISION PAGE:

C.W. 266

ISSUE NO. 1 Original Issue DATE: JUNE 9, 1997

- 2 -

1. COIL 5. SPRING 2. VALVE SEAT 6. ARMATURE 3. SPRING 7. ELECTRICAL CONNECTOR 4. VALVE SEAT

FIGURE C.W. 266 MAGNET VALVE

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NEW YORK AIR BRAKE CORPORATION A KNORR BRAKE COMPANY

748 Starbuck Avenue, Watertown, New York 13601

C.W. 267

COMPONENT WRITE-UP OF BRAKE VALVE CONTROLLER P/N 773746

ISSUE NO. 1 C.W. 267 DATE: AUGUST 25, 1997 8 PAGES

Purpose

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

Operation

A. The Brake Valve functions to indicate to the Computer the handle positions. No direct action is taken other than initiation of an emergency brake application.

B. Refer to Figure C.W. 267. The 'knob' type handle, located to the right, is the INDEPENDENT BRAKE lever. The independent brake lever has a detented 'release' position. Movement of the handle away from the operator will command the computer, via a fiber optic link, to apply the independent brake fully variable from 'min' to 'max' application. The independent brake may be released in a like manner by pulling the handle toward the operator.

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

D. The 'T' type handle, located to the left, is the AUTOMATIC BRAKE lever. The automatic brake's fiber optic output signal commands the computer to the desired control of the brake pipe trainline. The automatic brake lever has all the detented positions as found on the standard 26C type brake valve. When pushed to the extreme detented emergency position, a Vent Valve is mechanically forced open to pilot the PVEM pneumatic vent valve located on the pneumatic control unit to exhaust brake pipe and initiate an emergency brake application.

- 1 -

ISSUE NO. 1 C.W. 267 DATE: AUGUST 25, 1997 8 PAGES

E. Redundant sensors are incorporated to provide failure protections. Some of these protections are as follows:

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

Loss of automatic brake signal results in reduction of ER to zero psi at a service rate. An emergency brake application does not occur.

Redundant brake pipe cut-off and power knock-out when the automatic brake lever is in the emergency position.

Redundancy in the automatic brake release command position assures train brakes are not inadvertently released.

F. Figure C.W. 267-1 shows the wiring arrangement of the Brake Valve Controller.

Handle Positions

The Brake Valve Controller has six handle positions, arranged from the closest to the operator, (RELEASE), to the farthest away from the operator, (EMERGENCY), as shown in Figure C.W. 267, which perform the following functions.

A. Release (Running) Position (REL)

In this position a frequency is indicated to the computer to charge the equipment and release the train brakes.

B. Holding Position (HOLD)

The holding position of the brake valve is provided to allow the brake pipe to be completely recharged while the brake cylinder control pressure (16) is retained. This action will hold the automatic brakes applied. The use of this position permits BP to be recharged while the train is stopped.

C. Lap Position (LAP)

This position is for stopping the brake pipe reduction or charge when the desired level of pressure has been achieved.

D. Service Position (SER)

This position is for reducing the brake pipe pressure to apply the train brakes. When making a Service brake application, move the Automatic Brake Valve Controller handle away from the operator to the SERVICE position to reduce ER and BP to the desired level. Then return the handle to the LAP position to stop the reduction.

E. Handle Off (HO)

This is the position in which the handle is placed, when setting up a locomotive to operate in a trailing or non-controlling mode or when being towed "dead" in a train. In this position, equalizing reservoir on this locomotive is commanded to vent to atmosphere in preparation for setting up for another mode of operation.

F. Emergency Position (EMERG)

- 2 - ISSUE NO. 1 C.W. 267 DATE: AUGUST 25, 1997 8 PAGES

This position is located farthest away from the operator. An electrical and pneumatic emergency brake application is initiated. This position must be used for making brake valve emergency brake applications and for resetting after any emergency resulting from any cause other than a brake valve initiated emergency brake application.

Vent Valve Assembly

A. A #21 Pipe Vent Valve is mounted directly to the Brake Valve Controller. When the Automatic handle is placed into the emergency position, a plunger in the brake valve controller contacts the mushroom head of the vent valve. The vent valve opens and vents #21 Pipe, initiating an emergency brake application causing brake pipe to vent to atmosphere.

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REVISION PAGE:

C.W. 267

ISSUE NO. 1 Original Issue DATE: AUGUST 25, 1997

- 4 -

FIGURE C.W. 267 BRAKE VALVE CONTROLLER (P/N 773746)

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NOMENCLATURE FOR FIGURE C.W. 267-1

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. BO BAIL OFF SWITCH, N.O. BVJ1 BRAKE VALVE EXTERNAL CONNECTORS BVJ2 BRAKE VALVE EXTERNAL CONNECTORS CRU COMPUTER RELAY UNIT D1 DIGITAL INPUT D0 DIGITAL OUTPUT FOJ1 AUTOMATIC FIBER OPTIC EXTERNAL CONNECTOR FOJ2 INDEPENDENT FIBER OPTIC EXTERNAL CONNECTOR FOR FIBER OPTIC RECEIVER HO HANDLE OFF IM INDEPENDENT MAXIMUM APPLIED SWITCH, N.O. IND INDEPENDENT BRAKE IP INDEPENDENT VARIABLE HANDLE POTENTIOMETER IR INDEPENDENT RELEASE SWITCH, N.O. J1-J10 PCB INTERNAL CONNECTORS PCB PRINTED CIRCUIT BOARD PCU PNEUMATIC CONTROL UNIT SS8 DIGITAL I/O PCB • CONTACT CLOSED ° CONTACT OPEN

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FIGURE C.W. 267-1 BRAKE VALVE CONTROLLER SCHEMATIC

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THIS PAGE LEFT INTENTIONALLY BLANK

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

C.W. 268

COMPONENT WRITE-UP OF COMPUTER RELAY UNIT P/N 774076

ISSUE NO. 2 C.W. 268 DATE: FEBRUARY 28, 2003 10 PAGES

Purpose

Control of all braking functions is handled by the CCB Computer Relay Unit. The operator commands desired action through the Brake Valve. The computer controls all pressure development via the Brake Control Unit. All braking algorithms, including interlocks, are within the computer's program.

Operation

HARDWARE

A. There are Thirteen (13) printed circuit boards that make up the Computer Portion. These are:

1 SVJ Power Supply Jumper 1 SV Power Supply 1 EPA-1 Electro Pneumatic Analog - Automatic Application Analog converter ER AW4 Driver PCB 1 EPA-2 Electro Pneumatic Analog - Control Pipe (#16) Analog Converter 16 AW4 Driver PCB 1 BEA Digital I/O 1 SS-0 Digital I/O 1 SS-1 Digital I/O 1 SS-5 Digital I/O 1 FOR Fiber Optic Receiver 1 DIZ Diagnostic Display 1 CPZ Central Processing with RS-485 communications 1 COMZ Communications 1 ADZ Analog/Digital Converter 1 TJB Transducer I/O

B. The Computer Portion is housed in a 24 inch rack. The boards slide in from the front of the unit and mate with a connector located on the motherboard. The boards are secured against vibration with slotted head screws. The entire rack and associated cabling is then mounted within a metal enclosure to protect against EMI/RFI emissions and corruption.

C. The motherboard, located to the rear of the unit, provides for all low level logic porting between boards. All the inputs and outputs are cable connected to the front of the boards.

-1- ISSUE NO. 2 C.W. 268 DATE: FEBRUARY 28, 2003 10 PAGES

COMPUTER BOARDS

A. The SV BOARD receives the VCU output and provides a regulated 5 and 24 VDC supply for operation of computer logic and/or low logic signals. It is the power supply to all the boards within the frame.

1. Main Assembly / Characteristics:

a. Connectors:

- A 48 pin multi-point connector according to DIN 41612 is used to connect the assembly to the back plane - A 3 pin connector is used to connect the assembly to the external signals

b. Power Supply:

+ Ubat (24v) is used to generate all the voltage requirements of the card frame

2. Functional Description:

a. Overview:

The power supply works according to the single ended / reverse converter principle because this system allows the best adjustment possibilities over a large voltage range at a relatively constant efficiency level.

A small auxiliary converter works constantly from 10V and up and produces +12V which supplies the primary control system of the main converter. The main converter comes on following a soft start, once a certain, defined, input voltage is reached and generates diverse voltages to a maximum output of 60 W.

24V - 1.8A +5V - 1.5A

All output voltages are short circuit proof. The 24V are over voltage protected and have current limit control.

All voltages are isolated from the battery supply. There is no connection between the Computer zero reference and battery return or carbody ground.

B. The SVJ BOARD receives the VCU output and provides a filtered 24 VDC supply for operation of magnet valves and relays.

1. Main Assembly / Characteristics:

a. Connectors:

- A 48 pin multi-point connector according to DIN 41612 is used to connect the assembly to the back plane - A 3 pin connector is used to connect the assembly to the external signals

b. Power Supply:

+ VCU (24v) is used to generate high current, 24VDC, requirements of the system.

-2- ISSUE NO. 2 C.W. 268 DATE: FEBRUARY 28, 2003 10 PAGES

C. There are two (2) EPA DRIVER BOARDS. The EPA board is a closed loop controller board that operates on command of the CP board to regulate pressure developed by the Analog Converters located on the Brake Control Unit. There is one EPA1 for control of ER pressure and one EPA2 for control of #16 or brake cylinder pressure.

1 Main Assembly / Characteristics:

a. Connectors:

- A 64 pin multi-point connector according to DIN 41612 which is used to connect to the assembly back plane. - A 30 pin multi-point connector according to DIN 41612 which is used as the front connector.

b. Power Supply:

- +5v is used to power the integrated circuits - +24v which can be used to create the +12.5v, -12v, and +10v.

D. The BEA BOARD, like the SS's, is a digital input/output interface board with four (4) optical isolated inputs and six (6) logic level drivers also for operation of the PCU and Relay Interface.

E. The SSO, SS1 and SS5 BOARDS are a digital input/output interface board. There are nine (9) optical isolated inputs and four (4) logic level drivers for operation of the BCU and RELAY Interface Units.

1. Main Assembly Components / Characteristics:

a. Connectors:

- A 64 pin multi-point connector according to DIN 41612 which is used to connect to the assembly backplane - A 30 pin multi-point connector in accordance with DIN 41612 which is used as the front connector to interface with all external devices

b. Power Supply:

- +24v is used to generate the isolated +15v sources - +5v is used to power the integrated circuits and opto-couplers

F. The FOR BOARD or Fiber Optic Receiver Board translates the light signals from the Brake Valve to frequencies used by the Computer to identify handle position.

G. The DIZ BOARD is provided for diagnostics and output communications. The DIZ Board has a two character, numeral LED display that provide fault code access without an external device. A communication port provides for RS232 output for down load of diagnostics to an external laptop.

1 Main Assembly / Characteristics:

a. Connectors: A 64 pin multi-point connector according to DIN 41612 which is used to connect to the assembly back plane. A 25 pin connector according to DIN 41652 to interface with an IBM PC or compatible computer.

-3- ISSUE NO. 2 C.W. 268 DATE: FEBRUARY 28, 2003 10 PAGES

b. Power Supply: +5v is used to power the integrated circuits

H. The TJB is the transducer interface board that supplies excitation voltage to the transducers and receives transducer outputs. The excitation voltage and transducer outputs are both filtered on this board.

I. The CPZ BOARD is the central processor. It has a Z180 10 MHz CPU. The CPZ board also includes RAM and EPROM memories with all timers and bus control logic for operation of the Computer. The CPZ Board also contains watchdog circuitry that monitors the program and will generate a reset if not processed properly. Diagnostics are controlled by the logic of the CPZ board and are stored there within it's NOVRAM. This CPZ board contains an RS-485 interface, which also meets SAE J1708 requirements, and is used for blended brake control.

1. Main Assembly / Characteristics:

a. Connectors: - A 64 pin multi-point connector according to DIN 41612 which is used to connect to the assembly backplane. - A 9 pin D-sub connector which is used to connect the brake computer to the locomotive coputer for blended brake control.

b. Power Supply: - +5v is used to power the integrated circuits

J. COMZ Board is the serial communications board. It contains one (1) RS 422 channel. The board has its own microprocessor, memory, and software for handling the serial communications interfaces.

1. Main Assembly / Characteristics:

a. Connectors: - A 64 pin multi-point connector according to DIN 41612 which is used to connect to the assembly backplane - A 25 pin connector which is used to connect the card to the outside signals.

b. Power Supply: - +5v is used to power the integrated circuits - VB0 is used for the battery backed ram

K. The ADZ BOARD or Analog to Digital Input board receives up to seven (7) DC Analog inputs. This board receives the transducer feedback signals from the Pneumatic Control Unit.

1 Main Assembly / Characteristics:

a. Connectors: - A 64 pin multi-point connector according to DIN 41612 which is used to connect to the assembly backplane

b. Power Supply: - +24v is used to generate the +12v supply - +12v is used as the positive supply for the op-amps - +5v is used to power the integrated circuits

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INTERFACE UNIT

A. There are Five (5) printed circuit boards that make up the Interface Unit. These are:

FL 24VDC Filter Board DB1 Magnet Valve Driver DB2 Relay Driver SC1 Signal Conditioner SC2 Signal Conditioner

B. RELAY INTERFACE UNIT

1. The Relay Interface Unit contains an isolated power supply and TTL logic switching that is controlled by the Computer. The TTL switches perform the actual relay(s) energization. The Relays connect the interface output signals between the Computer and the locomotive.

2. The Relay Interface Unit also contain filter circuits to isolate locomotive inputs prior to connection to the Computer.

C. DRIVER INTERFACE UNIT

1. The PCU Interface Unit contains an isolated power supply and TTL logic switching that is controlled by the Computer. The TTL switches perform the actual valve(s) energization except for the Analog Convertors on the Brake Control Unit. The TTL switches isolate all digital switching power from the low level logic of the Computer.

2. The PCU Interface Unit contains all the cabling for interface from the Computer to the Pneumatic Control Unit. This Unit may come assembled to the right side of the Brake Control Unit or may be mounted separately as required.

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LOCOMOTIVE INPUT/OUTPUT INTERFACE INPUTS NAME ABBR INPUT BOARDS FUNCTION

BATTERY NEGATIVE BAN SC1/SC2 75 R Reference For SC-1 And SC-2

BRAKE HOLD TRAINLINE BRH SC1/SS5 Prevent BC Release

Identifies to the CCB Pneumatic Wheelslide WHEELSLIDE ACTIVE WSA BC1/SS5 Control operation

DEADMAN DM SC1/SS1 Operator Pedal Penalty Brake Command EQL1 Direct Wired Power to ERPS EQL2 Direct Wired Power to ERPS

COMMUNICATIONS RS422 COMZ PCB Interface To ILC RS485 CPZ PCB Interface To EM2000

SNOW BRAKE TRAINLINE SB SC2/SS5 Applies 4-6 PSI BC when activated

BATTERY NEGATIVE 75 R Reference for trainline inputs N SC1/SC2 TRAINLINE

EMERGENCY BRAKE Commands electric Emergency Brake EB SC2/SS5 TRAINLINE initiation

-6- ISSUE NO. 2 C.W. 268 DATE: FEBRUARY 28, 2003 10 PAGES