Hand Book on CCB-II Diesel Locomotivesrdso.indianrailways.gov.in/works/uploads/File/Handbook on CCB-II of... · FOREW ORD The Hand Book of CCB-II has been prepared by CAMTECH for

(Govt. of India) (Ministry of Railways) Hand Book on CCB-II of Diesel Locomotives

(For official use only)

IRCAMTECH/M/GWL/15-16/CCB-II April 2015

MAHARAJPUR, GWALIOR – 474005

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Hand Book on CCB-II

of

Diesel Locomotives

FFOORREEWWOORRDD The Hand Book of CCB-II has been prepared by CAMTECH for loco running as well as Diesel shed maintenance staff. The failure of Brake system has a great impact on the reliability of the diesel locomotives. Due to various modifications and alterations, CCB-I.5 has now been upgraded to CCB-II with some additional features in the system. I hope that this Hand book will definitely enhance the knowledge of concerned staff to do faster restoration of troubles pertaining to brake system while working on line. April- 2015 (A.R.Tupe)) EXECUTIVE DIRECTOR CAMTECH/GWALIOR

PPRREEFFAACCEE Brake system is the vital part of diesel electric locomotives. CCB-1.5 has now been upgraded to CCB-II with additional features. Knowledge of new system and trouble shootings is necessary to running/maintenance staff to ensure reliability and availability of locomotives in sheds as well as on line. This Hand Book contains trouble shootings of CCB-II fitted locomotives for Diesel Loco Pilots. Loco pilots should understand the steps of trouble shooting sequentially to save time during fault findings enroute. The purpose of Hand Book is to enhance knowledge and competence of loco pilots in dealing with the problems of Diesel locomotive on run.

This book will be useful to the maintenance staff and loco inspectors also for counseling running staff about CCB-II system.

It is clarified that this Hand Book does not supersede any existing procedures and practices laid down in the maintenance instructions issued by manufacturers or by RDSO/LKO.

April- 2015

(K.P.Yadav) Director/Mech CAMTECH/ Gwalior

CORRECTION SLIPS

The correction slips to be issued in future for this handbook will

be numbered as follows:

IRCAMTECH/M/GWL/15-16/CCB-II/1.0/. # XX date ----- -------- Where “XX” is the serial number of the concerned correction

slip (starting from 01 onwards).

CORRECTION SLIPS ISSUED

Sr. No. of C.Slip

Date of issue

Page No. and Item no. modified

Remarks

Contents S.No. Description Page No.

1.0 General Description 1

2.0 Component Description 1

2.1 Electro - Pneumatic Control Unit 2 2.2 Electronic Brake Valve 3

2.3 Dead Engine Regulator (DER) 5

2.4 KE Valve 5

2.5 Pneumatic ER Back Up (PER) Changeover Cock

6

2.6 Brake Handle 6

3.0 System Back-ups 07

4.0 Modes of Operation of CCB-II 07

5.0 Operating Pressure 23

6.0 Additional Features 24

7.0 Trouble shooting CCB-II Electronic Air Brake system

25

8.0 CCB II-IR EBV Crew Messages 26

9.0 EBV Crew Message Fault Codes: 30

10.0 DOs and DON’Ts 37

11.0 Abbreviations 39

IRCAMTECH/M/GWL/15-16/CCB-II 1

1. General Description:

CCB II-IR is a microprocessor based electro-pneumatic

brake control system. A CCB II-IR equipped locomotive

can LEAD or Trail a multiple unit consist and can be

operated as a Helper unit. CCB II-IR is comprised of

distributed electronics for improved reliability,

serviceability and failure analysis. CCB II-IR includes

modular LRU’s for ease of trouble shooting & repairs.

2. Component Description

AIR BRAKE CONTROL SYSTEM RACK ASSEMBLY


2.1 EPCU: Electro-Pneumatic Control Unit

Front view of EPCU

Rear view of EPCU


The EPCU consists of 9 LRU’s

1. ERCP - Equalizing Reservoir Control Portion

2. BPCP - Brake Pipe Control Portion

3. 16CP - 16 Pipe Control Portion

4. BCCP – Brake Cylinder Control Portion

5. 20CP - 20 Pipe Control Portion

6. KE – KE Valve

7. PSJB – Power supply Junction Box

8. RCP – Relay Control Portion

9. LON-485 Converter

2.2 EBV- Electronic Brake Valve


The EBV is the “Man Machine” interface to the CCB II-IR Brake

System. The EBV communicates ER and BCEP commands (handle

movements) by the driver to the Air Brake System via the LON

network.

EBV communicates via an intelligent ‘Node’. The EBV is designed

for installation as a desktop mount. It is used by the Engineer to

control the Independent Brake, Automatic Brake and Bail-off.

The EBV includes a “Target Display” that allows the Engineer to

know, immediately, how much reduction is requested when the

handle is moved. Faults are annunciated to the operator via an LCD

screen mounted on the Driver’s Brake Valve (EBV). This screen is

also used for routine advisory instructions such as penalty reset and

emergency reset.

Selector switch on EBV’s have four Positions

1. Lead 2.Trail 3.Helper 4.Test Modes.


2.3 Dead Engine Regulator (DER)

DER COC

Dead Engine Cut-In / Cut-out Cock.

– Out - Closes Brake Pipe connection to Dead Engine

Regulator.

– IN - Opens BP connection to Dead engine Regulator so Main

Reservoir can be charged from BP.

DER

Dead Engine Regulator

– Reduces Brake Pipe Pressure to Main Reservoir / Dead

Engine Pressure

– The DER is necessary in order for a locomotive that is being

towed dead in train to be able to apply brake cylinder as

Brake Cylinder is charged from MR

2.4 KE Valve

• Allows for pneumatic function in the case of electronics

failure

• Incorporates a ‘Passenger / Goods’ selection lever

• The second lever is for isolation of the valve for maintenance


2.5 Pneumatic ER Back Up (PER) Changeover Cock: - Allows

use of pneumatic driver’s backup brake valve in case of critical

failure.

2.6 Direct Brake Handle:-The Direct Brake Handle has two positions

namely ‘Release’ and ‘FULL’.

Automatic brake Handle: - Automatic brake Handle has five positions 1. Release position.


2. Run position. 3. Minimum reduction brake application. 4. Full service application. 5. Emergency application position.

3.0 System Back-ups:-

Brake Cylinder Back-up – If the computer controlled BC pilot

controller (16CP) fails, the system will automatically switch over to

using the KE valve output for BC pilot.

Independent Handle Back-up – If the BCE pipe controller (20CP)

fails, the system will automatically switch to a back-up mode

wherein the 16CP develops locomotive brake cylinder pressure in

response to the independent handle.

Pneumatic ER Back-up (Optional) – The system is provisioned to

optionally allow use of a back-up pneumatic ER controller and

switchover cock.

4.0 Modes of Operation of CCB II:-

There are six modes of operation for the CCB II-IR system. They are:

LEAD CUT-IN or SINGLE UNIT - Independent brake control is

available via the (EBV) Independent handle. Equalizing reservoir

(ER) control is available via the EBV Automatic handle. The brake

pipe pressure is ‘Cut-In’ and follows equalizing reservoir pressure

increasing and decreasing.


HELPER (LEAD CUT-OUT) - Independent brake control is

available via the EBV Independent handle. Automatic brake control

remains inactive. Emergency brake is always available via the AUTO

handle.

TEST – Auto BP is cut out, ER follows the EBV Automatic handle,

and Direct BC will build to 5.4 Kg/cm2 automatically. This position

is used for testing the BP leakage of the train.

TRAIL CUT-OUT - Equalizing reservoir is exhausted and BP is

‘Cut-Out’ and is not controlled by equalizing reservoir pressure.

Brakes will apply & release in response to BP pressure and BCE pipe

depending on configuration. The EBV will not respond to handle

movement except to create an emergency application when the Auto

handle is moved to ‘EMER’. Automatic brakes apply and release in

response to trainline brake pipe pressure reductions and increases.

DEAD-IN-TRAIN - The EAB system is unpowered and the locomotive is being towed in a train (away from a controlling consist). Brakes will apply same as a freight car.

DEAD-IN-CONSIST - The EAB system is unpowered and the locomotive is within the controlling consisting. Brakes will apply same as a freight car from LEAD Automatic Brake. Brakes will apply same as a locomotive from LEAD Independent Brake.


SETTING – UP CONTROL STAND

(a) EBV Setting for Single Locomotive Operation:

1. Non Working Control Stand:-

Auto Brake handle - Full service application.

Direct Brake Handle – Release

Mode selector switch on EBV- Trail

2. Working Control Stand:-

Auto Brake handle - RUN

Direct Brake Handle –FULL When Stopped & REL for Moving the

Locomotives

Mode selector switch on EBV- Lead

The EBV screen displays the following message: “MODE CHANGE; MODE =LEAD. (b) EBV Setting for Multiple Loco Operation:

EBV Setting in Leading Loco.





2. Working Control Stand:-




Locomotives

Mode selector switch on EBV- Lead

EBV Setting in Trailing Loco on Both Control Stands .

(Both EBV are Non Working)




(c) EBV Setting in Banker Loco Operation:





2. Working Control Stand: -



Locomotives

Mode selector switch on EBV- HLPR

NOTE:- With above setting in Banker Loco , attach BP hoses between formation & Banker Loco , open BP angle COC’S to charge BP. BP in the Banker Loco may drop immediately once angle COC is opened and PCS will knock-out (no message on LCC Screen ).


Once, BP is charged from Leading loco, PCS in the Banker loco will reset automatically and loco is ready for operation. CAUTION:- Do not change any setting on Banker Loco Control Stand except Releasing Direct Brake i.e. Bringing Direct Brake Handle to Release Position for loco movement. (i) If The Auto Brake Handle in the Banker loco is left in RUN

then while moving the loco ,PCS will knock-out when the speed reaches3kmph (No development of BC pressure).But , Message on LCC-“NO LOAD – PCS OPEN, RECOVER THE AIR BRAKE SYSTEM TO RESET PCS” will appear.

(ii) Stop the Locomotive, Bring Throttle Handle to IDLE LCC message will change as “AIR BRAKE PENALTY –PLACE HANDLE IN FULL SERVICE FOR 10 SECONDS”

(iii) Place Auto Handle in FS for 10 Seconds, PCS resets and the LCC message changes as: “TO RESTORE NORMAL AIR BRAKE OPERATION –PLACE AUOTMATIC HANDLE IN “RUN”

(iv) Bring the AUTO Handle to RUN once & immediately move the Auto Handle to FS which is a strict legitimate handle position for Banker operation.

(d) Penalty re-setting:

EMERGENCY PENALTY – This penalty applies after Air Brake self –test, Auto Brake Emergency Brake application .Train Parting, Fireman Emergency Brake application First Bring Throttle Handle to IDLE & the Reverser to NEUTRAL Recover from Emergency Penalty Brake Application (As per EBV &LCC display message.)


From Working Control Stand :- To recover Emergency penalty

� Keep Auto Brake Handle in Emergency position for 60 Seconds

� After some time, EBV Crew message changes as “Okay to RUN –BP Target = 0.0 kg/sqcm”

� Move Auto Handle to RUN, EBV display indicate“Okay to RUN –BP Target = 5.0/5.2 kg/sqcm”

� BP would change to 5.0/5.2 kg/sqcm according to type of locomotive.

Full Service Penalty: This penalty applies after Re-cycling of LCC Circuit breaker, VCD/Alerted operation, Communication failure between LCC & CCB, penalty applied by CCB in view of safety. (As per LCC & EBV display massage).

Recovery from Full Service Penalty Service Brake Application From Working Control Stand :- To recover the Full Service penalty

� Keep Auto Brake Handle in FS for 10 Seconds � Crew message Indicate on EBV screen “Okay to RUN –BP

Target = 3.0Kg/sqcm” Move Auto Handle to RUN position. � BP would change to 5.0/5.2 kg/sqcm according to type of

locomotive.

(e) CCB Loco attaching to Formation:

First attach the Locomotives to formation and ensure CBC is properly locked


From Working Control Stand :-


Direct Brake Handle –FULL

Mode selector switch on EBV- Rotate & move from LEAD to TEST

Connect Loco & Formation BP hose pipes

(Connect FP hose pipe first and charge FP in case of twin pipe

operation)

First Open Formation side BP Angle COC Then Open Loco side BP

Angle COC

Mode selector switch on EBV- Rotate & move to LEAD allow charging BP (f) BP Leakage Testing on Formation:

Whenever BP charging problem is noticed after attaching loco to formation first charge BP to the extent possible, then From Working Control Stand :- Auto Brake handle - RUN

Direct Brake Handle –FULL

Mode selector switch on EBV- Rotate & move from LEAD to TEST

& observe BP Leakage rate as per Guide lines.

NOTE: - During this test BP charging is CUTT-OFF to find out the leakage rate and moving Auto handle in Service zone will not result in application of auto brakes except Emergency Brakes.


(g) Changing Control Stand in single Loco operation –

Stop locomotive & Apply Loco Brakes

Direct Brake Handle –FULL (Apply Hand Brake for safety if

required)

Always first make both Control Stands as Non working

1.Working Control Stand:-

Auto Brake handle – Move to FS.

Mode selector switch on EBV- Move from Lead to Trail

Direct Brake Handle - Move to REL.


(Now to select as working)

Direct Brake Handle - Move to FULL.

Mode selector switch on EBV- Move to Lead

Auto Break handle - Move to RUN

Independent handle - Move to FULL application. (Release Hand Brake) (h) Changing Lead Loco to Trail for MU Operation

Stop Locomotives

Apply Loco Brake - Full

Apply Hand Brake for safety if required

Always first make both C/S as Non -Working

Working Control Stand of presently Working Loco


Auto Break handle –Move to FS.

Mode selector switch on EBV- Move from Lead to Trail

Direct Brake handle - Move to REL.(Wait till BC & BP pressure

stabilize).

Non Working Control Stand:-

Auto Brake handle – FS.

Direct Brake handle - REL


Go to trailing Loco (The Loco now to be made as leading)

On The Control Stand to be made as lead

Direct Brake handle - Move to FULL Mode selector switch on EBV- Move to Lead

Auto Break handle - Move to RUN

Non Working Control Stand:-

Auto Brake handle – FS.

Direct Brake handle - REL


(i) To attach the Locomotive as dead in Multiple Units with all

hose Connections: First attach the working Locomotive to the loco

to be moved as Dead and ensure CBC is properly locked.

� Shut down the loco to be moved as Dead


� Put OFF all circuit Breakers

� Connect MREQ,BCEQ & BP hose pipes between both locos

and open COCs

� Apply Direct Brakes from Lead loco and verify application of

Brakes on Dead loco.

� Release Direct Brakes from lead loco and verify releasing of

Brakes on Dead loco.

� Drop BP from Lead loco and verify application of Brakes on

Dead loco.

� Re-charge BP from Lead loco and verify releasing of Brakes

on Dead loco.

NOTE:- Loco Brakes on Dead Locomotive will operate in both

Auto &Direct Braking from the Lead Locomotive

(j) To attach the Locomotive as dead in train connecting only BP:

First attach the working Locomotive to the loco to be moved as Dead

and ensure CBC is properly locked.

� Shut down the loco to be moved as Dead

� Put OFF all circuit Breakers

� Drain MR1 & MR2 and close MR drain COC

� Open Dead Engine COC on Dead loco (ERCP)

(Provided on ERCP of CCB-II/IR Brake panel)

� Connect both Locos BP pipes


� Open MREQ &BCEQ COCs at one and Dead loco (this is to

avoid pressure trapping)

� Open Dead Loco BP Angle COC open Lead loco BP Angle

COC Charge BP from Lead loco

NOTE: - MR2 in Dead loco will slowly charge from leading Loco BP to 1.8kg/sqcm max. This pressure is preset in the ERCP. � Drop BP from Lead loco and verify application of loco

Brakes on Dead Loco � Re-charge BP from Lead loco and verify releasing of Brakes

on Dead loco NOTE:- Loco Brakes on Dead Locomotive will operate only by operation of Auto handle on Lead Locomotive during parting between Locomotive After Dead movement set-up & BP charged to5.0 Kg/cm² in Dead loco from lead loco, if BC is not reducing to zero in dead loco, then please follow the steps given below to release BC pressure (this may happen only for the first time or after attached)

1) Give brief pulls to quick release lever provided at the bottom of distributor valve.

2) Press 18TP on 16CP 3) Press 20TP on 20CP

NOTE: -Verify application and release of Loco Brakes in Dead loco by dropping /re- charging BP from lead loco

(k) Dead Movement in WDG5 Locomotive

� Release the parking brake

� Drain MR1 & MR2


� Parking brake apply automatically when MR1 & MR2

pressure drained

� Parking Brake apply is released by operating RED handle on

TBU

� Then follow the procedure of Dead Loco Movement.

(l) MAB/CCB Circuit Breaker Re-Cycling Procedure:

First Stop the Locomotive then

� Bring Throttle Handle to Idle

� Bring Reverser Handle to Neutral

� Switch OFF ER& GF Switch

� Keep Isolation Switch to Isolation position

� Switch OFF MAB & CCB Circuit Breaker

� Switch OFF Main LCC Computer Circuit Breaker

� Wait for 20 to 30 Second

� First Switch ON MAB & CCB Circuit Breaker

� Switch On Main LCC Computer Circuit Breaker

� Air brake 10 Second penalty will apply now. As per EBV

LCD display, place working control stand Auto brake handle

to FS position for 10 second &after 10 second keep the

handle to RUN position as per the LCD display. BP starts

charging & penalty resets


(m) Need for air brake self test

Whenever BP drops & PCS operates then, follow instruction

displayed in LCC Screen .Reset the 10 second penalty by keeping

Auto Handle in FS for 10 sec or Emergency penalty by keeping the

handle in emergency for 60 second

If the penalty is not recovered, then Re-cycling the MAB or CCB

Circuit Breaker. Even after Re-cycling Circuit Breaker If the penalty

is not recovered, then conduct Air Brake Self Test .

NOTE: Air Brake self – test will not pass if controller Faults are

active, under such condition, Switch –over to other controller and

work informing concerned shed.

(n) Effect on WDG4/WDP4/CCB fitted Alco Loco after

Emergency Brake Application & steps to be followed by Crew to

Recover

Effect on Locomotives

Whenever Loco Pilots moves the Auto Brake handle to more than FS

& keep in Emergency position or operates Firemen Emergency valve,

then,

� PCR trips and “PCS Open” light indicates on the indication

panel

� Engine speed comes to Idle


� Traction Alternator output will be Cut – OFF and no power

to traction ER & BP Pressure becomes zero

� Auto Flasher starts working

� LCC display “No load open, recover the air brake system

to reset PCS.

� Once the Throttle Handle is moved to IDLE, then the

massage will change as keep Auto handle in Emergency.

(o) Step to be followed by Crew to Recover Emergency penalty :

� Move Auto handle to Emergency Position

� After 60 second, the EBV LCD display will change as “OK”

to RUN BP target =0 Kg/cm²

� Then keep the Auto handle to RELEASE /RUN position.

NOTE: After bringing Auto handle to RUN position, ER becomes 5.0/5.2 Kg/cm² and then BP starts building equal to ER pressure. Time taken for BP generation may depend upon the length of the formation (Normally 5 to10 minute)

(p) Air Brake Self Test Procedure:

� For Air brake self test only one control stand should be

selected i.e. one control stand should be in Lead and the other

control stand should be in Trail.


� Stop the locomotive (Loco speed should be zero), apply Hand

Brake & provide skids for the wheels

� Close BP,FP,MREQ & BCEQ COCs at both ends of the

locomotive

� Ensure MR pressure is between 8 to 10 Kg/cm²

� Do not keep any of the Auto handle in Emergency position

� Do not operate Bail-Off ring while test is ON

� Now for the self –test , select “Air brake Self – test from LCC

screen and press Continue.

� Please wait till completion of Air brake self –test .This will

take 3 to 4 minute.

� After successful completion of self – test , EBV LCD will

display “Self test passed”. If self – test is not successful, then

S/T f/c =1xxx will display.

� After getting the message successful test , no defects found ,

press to MAIN MENU screen.

� Press Crew key on the display panel and act accordingly.

NOTE: After successful completion of self-test ,open formation

end BP & FP angle COCs ,charge FP and BP. Please ensure BP

continuity in the formation and then start working.


(q) Pneumatic Equalizing Reservoir Operation Set-Up :

This feature has been provided to develop BP pneumatically & work

in case there any problem with CCB system. By keeping brake

system in this mode locomotive can be worked at a restricted speed

to clear the block section

To make PER Operation Active

� To stop the locomotives

� Open CCB Circuit Breaker

� Set PER COC to Horizontal position

� Charge ER/BP by moving DBV handle towards position -

II

� Once BP is charged, DBV handle may be placed at

position –III which is a LAP position

� For dropping BP, move DBV handle slowly towards

application position V

NOTE: Verify proportionate application and release of Loco BC by operating DBV & if Loco Brakes not releasing follow procedures as in case of Dead movement


. 5.0 Operating Pressure -HHP LOCO

EBV Handles

Positions

ER

Kg/cm²

BP

Kg/cm²

BCEP

Kg/cm²

BC

Kg/cm²

Automatic brake

Release 5.7±.07 5.7±.07 0 0

Run 5.2±.07 5.2±.07 0 0

MIN 0.4 reduction 0.4 reduction 0.4±.14 0.4±.14

FS 1.5 reduction 1.5 reduction 1.8±.14 1.8±.14

EMER 0 <1.4 1.8±.14 1.8±.14

Independent brake

Release n/a n/a 0 0

FS n/a n/a 5.2±.14 5.2±.14

Other Pressures

• Dead Engine Regulator 1.8±0.1 Kg/cm²

• Main Reservoir- 8 to 10 Kg/cm²


Operating Pressure -Alco Locomotive

EBV Handles Positions

ER

Kg/cm²

BP

Kg/cm²

BCEP

Kg/cm²

BC

Kg/cm²

Automatic brake

Release 5.5±.07 5.5±.07 0 0

Run 5.0±.07 5.0±.07 0 0

MIN 0.4 reduction 0.4 reduction 0.4±.14 0.4±.14

FS 1.5 reduction 1.5 reduction 1.8±.14 1.8±.14

EMER 0 <1.4 1.8±.14 1.8±.14

Independent brake

Release n/a n/a 0 0

FS n/a n/a 3.5±.14 3.5±.14

Other Pressures

• Dead Engine Regulator 1.8±0.1 Kg/cm²

• Main Reservoir - 8 to 10 Kg/cm²

6.0 Additional Features:

� Includes Real Time Clock in EBV

� “Smart” LRUs include logs

� Includes crew advisory on EBV display


� Fully potted electronic modules.

� Additional safety devices can be piped to EPCU pipe 3 or 10

without SW/HW change

� Can be used with Backup DBVs, to avoid line blockage in

situation of CCB failures.

7.0 Trouble shooting CCB-II Electronic Air Brake system. (1) Power cutoff switch (PCS) does not clear or cannot release brakes: (i) Place Automatic brake handle in Full Service (FS) and wait for penalty to clear. If a ’Fault XX Active’ message appears, it will be necessary to reset the source of the penalty (cab signal, ATP, alerter, etc.). Check Main Reservoir Gauge to insure air is being supplied to the brake system. After any penalties are reset, move the Automatic brake handle to RUN. Check to see if both ER and BP pressures rise. If ER rises and BP does not, see symptom ‘Cannot charge brake pipe’. If ER and BP rise, but PCS still does not reset, go to step (ii). (ii).Ensure throttle handle is in ‘IDLE’ position and reverser handle is centered. Place the Automatic handle in Full Service (FS). Power cycle the Electro- Pneumatic Control Unit (EPCU). If problem persists, an ‘Emergency’ or ‘Penalty’ source is active and must be cleared. If BP can be charged but PCS cannot reset, replace the RCP. If problem persists, replace BPCP. (2) Cannot charge brake pipe. i) Ensure locomotive set-up is ‘Lead’ and isolated from other locomotives .Move Automatic brake handle to RUN. Ensure ER charges to release setting. If ER does not charge, see symptom ‘Power cutoff switch (PCS) does not clear’.


ii) Isolate locomotive (close end angle cocks) and repeat step (i). If BP charges now but wouldn’t before, check train for leakage or de-coupling. iii) Place Electronic Brake Valve (EBV) Automatic handle ‘sharply’ into and out of emergency ‘EMER’ position at least ten times. Reset emergency and move Automatic brake handle to RUN. If BP pressure rises, the problem was a stuck 21 vent valve on the EBV. iv) If BP rises partially toward ER but fails to reach ER (and a blow of air is heard at EPCU), replace BPCP (there may be contamination in the relay or emergency valve). If problem persists, replace locomotive vent valve. (3) Automatic brake cannot be bailed off on the locomotive. i) Ensure EBV’s mode selector switch is set to "Lead". ii) Replace EBV. If problem persists, replace 16CP. (4) Cannot build brake cylinder pressure. i) Ensure locomotive is set-up to ‘Lead’ Ensure truck brake cylinders are cut-in (angle cocks). ii) Make a brake application with the Automatic brake handle. Note that brake pipe pressure reduces. iii) Check for blow of air at the brake cylinder control portion (BCCP). If no leakage is heard, check integrity of locomotive piping from manifold of EPCU to truck brake cylinders. 8.0 CCB II-IR EBV Crew Messages The following messages are transmitted to the EBV display. These crew messages are provided to assist the Loco Pilot in operating the brake system. They are not intended to be maintenance instructions.

Line 1 Line 2 Meaning Wait Powering Up The system is booting

up.


Line 1 Line 2 Meaning Set Hand Brake

Test in Progress PTU disabled the brakes

Unable to Boot

Service xx CP During power-up a problem was detected with the xxCP. Perform maintenance.

Fireman Emer

Put Auto in Emer Display if emer and handle < emer

Operator Emer

Put Auto in Emer Put Auto in Emer

Trainline Emer

Put Auto in Emer Display if emer and handle < emer

Fireman Emer

Wait Display if in emergency and handle in Emer., and timer < 60 sec

Operator Emer

Wait

Display if in emergency and handle in Emer., and timer < 60 sec.

Trainline Emer

Wait Display if in emergency and handle in Emer., and timer < 60 sec.

Fault Penalty

Put Auto in FS Display if penalty and auto is < FS

Safety Penalty

Put Auto in FS Display if penalty and auto is < FS


Line 1 Line 2 Meaning Fault Penalty

Keep in FS Display if in penalty and handle in FS, and timer < 10 seconds

Safety Penalty

Keep in FS Display if in penalty and handle in FS, and timer < 10 seconds

Fault xx Active

Shut AB Off A system fault exists, which requires the air brake power to be shut off and used in trail

Fault xx Active

Check BC Gauge Use pneumatic gauge for BC pressure indication

Fault xx Active

Trail Use Only Display when a disabling fault is active

Fault 108 Active

Check Setup Both EBV mode switches are set to same switch position and one of them is not in the ‘’Trail’’ position

Okay to Run

Service Soon - xx Display when a non-critical fault is active.

Okay to Run

BP Target = x.xx This is the default screen


Line 1 Line 2 Meaning Unable to Boot

Factory Code:??? Indicates computer problem contact field service.

Initializing System... Displayed during system power-up checks

Self test Passed

Display when Self test complete with no failures

S/T F/C= 1xx

Service xx CP Display when Self test failure occurs for the xxCP, where xxx is the last 3 digits of the self test failure code

The following Crew Messages are EBV specific information

Line 1 Line 2 Meaning MODE CHANGE

FREIGHT LEAD IN

Display for 2 seconds after mode switch defines a lead position

MODE CHANGE

TRAIL Display for 2 seconds after mode switch defines a Trail position

MODE CHANGE

EBV TEST MODE

Display for 2 seconds after mode switch defines a Test position

MODE CHANGE

HELPER MODE

Display for 2 seconds after mode switch defines a Helper position

EBV IS INACTIVE

Display when EBV is not active

The following Crew Messages is the first Crew Messages Displayed as the system power up


Line 1 Line 2 Meaning <SYSID< -26-EBV

Rev=<Date Code>

<SYSID< is the parts list number of the EBV software <Date Code> is the EBV software revision build date defined ass MM/DD/YYYY

The following Crew Messages is the second Crew Messages Displayed as the system power up

Line 1 Line 2 Meaning Date<M</D>/YR>

Time: <HR:<MIN>:<SEC>

<M> - Current Month <D> - Current Day <Y> - Current Year <YR> - Current Hour <HR> - Current Minute <SEC> - Current Second

9.0 EBV Crew Message Fault Codes:

Fault Code

Description

Detected By

Reason for

Fault

Corrective Action

001 ERCN Fault

RCP,BP Loss of ERCN heartbeat for 5 seconds.

Insure LON cable is positively seated at ERCP. Cycle AB circuit breaker. If not corrected, must be used in


Trail Mode until repair. Replace ERCP at Shed.

002 ERCP AW4 Fault

ERCP ER > 120 or pressure not Within +/- 5 psi in 10 seconds

Place mode switch in TRAIL, Automatic handle in EMER, and Independent handle in FULL to clear fault If not corrected, must be used in Trail Mode until repair. Replace ERCP at Shed.

006 MVER Fault

ER Output feedback indicates MV fault

Must be used in Trail Mode until repair. Replace ERCP.

010 BPT Fault

BPCP Xdcr output voltage > 4.5 or < 0.5.

If fault remains after power cycling AB circuit breaker, replace BPCP at Shed. Set power off and use in trail in Pneumatic backup until repair.

014 MV53 Fault

BP Output feedback indicate MV fault

Must be used in Trail Mode until repair. Replace BPCP.


016 BPCN Fault

RCP,ER,20,EBV

Loss of BPCN heartbeat for 5 seconds.

Inspect LON cable connection to BPCP on the EPCU and tighten as needed. Cycle AB circuit breaker. Check for yellow light on BP control node. If steady or blinking, reprogram or replace BPCP. If red light remains on after power cycle, replace BPCP. Must be used in Trail Mode until repair

036 16CP AW4 Fault

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

Place mode switch to TRAIL, Automatic handle in EMER, and Independent handle in FULL to clear fault. If not corrected, automatic BC pressure may be direct release only. No blending or


other special BC controls will be active. Replace 16CP at Shed.

039 MV16 Fault

16 Output Feedback indicates MVfault.

Automatic BC pressure may be direct release only. No blending or other special BC controls will be active. Replace 16CP at shop.

052 16CN Fault

RCP,20 Loss of 16heartbeat for 5 seconds

Inspect LON cable is positively seated at 16CP. Cycle AB circuit breaker. If not corrected, automatic BC pressure may be direct release only. No blending or other special BC controls will be active. Replace 16CP at Shed.

055 20CP AW4 FAULT

20 Pressure not within +/- 5 psi in 10

Place Mode switch to TRAIL, Automatic handle in EMER, and Independent


seconds handle in FULL to clear fault. If fault remains, use in Trail Mode until repair. Replace 20 CP.

062 20CN Fault

EBV,ER,BP,RCP

Loss of 20CN heartbeat for 5 seconds

Insure LON cable is positively seated at 20CP. Cycle AB circuit breaker. If fault remains, set ABCB off and use in trail on pneumatic backup

075 AUTO HANDLE OPEN

EBV Potential meter output voltage < minimum

Set to TRAIL. Replace EBV.

076 INDEP HANDLE OPEN

EBV Potentiometer output voltage < minimum

Set to TRAIL. Replace EBV.

085 EBV CN Fault

ER,BP, 20 RCP

Loss of EBV CN heartbeat for 5 seconds

Insure LON cable is positively seated at EBV connector and PSJB J100. Cycle AB circuit breaker. Check for yellow light on EBV control


node. If steady or blinking, reprogram or replace EBV. If red light remains on after power cycle, replace EBV.

108 Cab Mismatch Fault

RCP Both Cab switches are set to switch position and one of them is not in the TRAIL position.

Correct setup, recover penalty. If not corrected, must be used in Trail Mode until repair. replace EBV

118 RCP CN Fault

BP,20, EBV

Loss of RCP heartbeat for 5 seconds

Must be used in Trail Mode until repair. Replace RCP.

125 MV26 De-energized

ER Output feedback indicates MV fault

Must be used in Trail Mode until repair. Replace ERCP


136 16CP BPT Fault

16 Xdcr output voltage > 4.5 or < 0.5

Automatic BC pressure may be direct release only. No blending or other special BC controls will be active. Replace 16CP at shed.

140 MR/FL Dual Transducer Fault

BP Xdcr output voltage > 4.5 or < 0.5 for both MRT and FLT

AW4 diagnostics are disabled. Loss of MR pressure indication for display (if equipped). Replace BPCP at shed

141 LCI Comm Loss

RCP Loss of LCI heartbeat for 5 seconds

Ensure LON cable is positively seated at LON convertor and LCC Cycle AB circuit breaker. Replace LON convertor, Replace LCI

142 20 BMV Fault

16 Output feedback indicates MV fault

Must be used in Trail Mode until repair. Replace


10.0 DOs and DON’Ts DOs

• Lead/Trail switch on EBV is with ROTATE mechanism and always follow this practice to rotate switch by using the knob.

• Give some time during two self tests (at least 4-5 minutes). • Ensure Loco is isolated, Application of Handbrake, & Wheel

skids are provided before performing Air Brake self test. • Ensure availability of sufficient MR pressure (always more

than 8 Kg/cm2) before starting self test. • Before attaching locomotive to formation, please blow the

air thru hoses (by charging BP) and also please clean End connection of formation wagon/coaches. At times it is found that small stone or plastic pieces flow back to Emergency Vent Valve.

• Clear fault codes of Brake Valve Controllers i.e., 108 etc before HLPR operation.

• Always Keep Non Working Control Stand Auto Handle in FS position & DIR handle in REL position.

• Drain moisture from MR1 & MR2 Reservoirs at regular intervals if Air Dryer is not functioning.

• Keep the Dead-Engine COC(on ERCP) to normal position once the Dead Engine movement is completed and the Locomotive is ready for working as LEAD/TRAIL

• In case Air Brake Alarm message is continuously displayed on LCC Screen with alarm, once release BC pressure to ZERO (Ensure hand brakes applied), then, automatically fault is cleared.

• If Air Brake self test failed, re-conduct self test, giving some time gap.


• If one EBV faults are logged and are not clearing, work from other EBV (may be operated to clear the section till the other EBV is attended duly observing safety)

• While Auto Handle at FS position while changing LT switch position (other than Test position selection –CCB will apply FS penalty if not followed.

• Recycle CCB Circuit Breaker to clear any faults logged. If not cleared then please contact respective shed.

• Ensure proper working of Air Dryer and MR Drain valves. • In case the Air Dryer is by passed, then manually drain MR

Auto Drain Valves when times permits and inform shed. • If Air Dryer by passed inform to shed and also pass the

remarks in loco repair book. DON’Ts

• In CCB-II do not switch – off LCC Circuit Breaker first

without switching – off CCB Circuit Breaker –CCB will log Fault Code 141 – Communication Failure.

• Never select both Controller Lead/Trail Switches to HLPR at any point or Keep One in LEAD & the Other in HLPR/TEST.

• Do not Change Lead/Trail switch on running Locomotive. • Do not Re-cycle CCB Circuit Breaker on a running

locomotive. • Do not hold bail off switch for long time. If Auto Brake are

applied and if you are moving Direct Brake Handle to REL position, please be careful to not to lift bail ring other-wise it will result into release of Auto Brakes on Locomotive & Locomotive may roll.

• Do not Power-up/Move as an Independent Power/Own Power when both Brake Valve controllers are selected as TRAIL.


• Do not spill liquid like tea, coffee, water on the Brake Valve Controller

• Do not keep Non-working Auto handle beyond FS position. 11.0 ABBREVIATIONS ABCB.................... AIR BRAKE CIRCUIT BREAKER ALR ..................... ALARM RELAY BO ........................ BAIL OFF BC.................... BRAKE CYLINDER BCCO................ BRAKE CYLINDERCUT-OUT PIPE BP......................... BRAKE PIPE BPCN................... BRAKE PIPE CONTROL NODE BPCO................... BRAKE PIPE CUT-OFF VALVE BPCP.................... BRAKE PIPE CONTROL PORTION CN........................ CONTROL NODE COC..................... CUT OFF COCK COMM................. COMMUNICATION COS...................... CUTOFF SWITCH EAB...................... ELECTRONIC AIR BRAKE EBV...................... ELECTRONIC BRAKE VALVE EMER................... EMERGENCY ER........................ EQUALIZING RESERVOIR ERCP................... EQUALIZING RESERVOIR CONTROL

PORTION ERCN................... EQUALIZING RESERVOIR CONTROL NODE FV ......................... FEED VALVE IND ....................... INDEPENDENT LON ...................... LOCAL OPERATING NETWORK LRU ...................... LINE REPLACEABLE UNIT MIN ...................... MINIMUM MR ........................ MAIN RESERVOIR MREP ...................MAIN RESERVOIR EQUALIZING PIPE


PCS....................... PNEUMATIC CUTOFF SWITCH PSJB..................... POWER SUPPLY & JUNCTION BOX PTU .......................PORTABLE TEST UNIT REL .......................RELEASE RES .......................RESERVOIR REV .......................REVERSER CURRENT 16CP .....................16 PIPE CONTROL PORTION 16 RES ..................16 RESERVOIRS 20CP .....................20 PIPE CONTROL PORTION #16 PIPE ...............BC APPLICATION PIPE (TO RELAY VALVE) #20 PIPE............... INDEPENDENT (DIRECT) APPLICATION AND RELEASE PIPE (LOCO ONLY)


If you have any suggestions and any specific comments, please write to us. Contact person : Director (Mech.) Postal address : Indian Railways, Centre for Advanced Maintenance Technology, Maharajpur, Gwalior. Pin code - 474 0050 Phone : 0751- 470890, 0751-2470803 Fax : 0751- 2470841

To upgrade maintenance technologies and methodologies and achieve improvement in productivity and performance of all Railway assets and man power which inter-alia would cover reliability, availability, utilization and efficiency?

OUR OBJECTIVE

Documents

Hand Book on CCB-II Diesel Locomotivesrdso.indianrailways.gov.in/works/uploads/File/Handbook on CCB-II of... · FOREW ORD The Hand Book of CCB-II has been prepared by CAMTECH for