1

ADVENT OF BRAKE SYSTEMS

• The earlier brake systems were purely mechanical frictional brakes,

applied in loco only.
• Conventional pneumatic brake systems, i.e. vacuum brake system
followed by air brake system were the next systems to come. Though the
vacuum brake system has been phased out due to its inherent drawbacks,
the air brake system is still being extensively used with modified bi-plate
and tri-plate versions.
• The next gen brake system was the electro-pneumatic brakes combined
with pneumatic air brakes, still being used in EMU/MEMU/DEMU trains .
• With modular mounting arrangement and closed loop electronically
controlled brake system, E-70 brake system was developed in France.
• The latest development in the field of brake system is the modular
Computer Controlled Brake System developed by New York Air Brake,
USA.

2
E-70 Brake System

3
 E-70 Tri-Plate Panel
• Tri-plate panel provides a compact mounting
base for various brake valves.
• The to & fro pipe connections are taken at
the loco pipe bracket which is permanently
piped in the locomotive.
• The loco pipe bracket is fixed in the loco at
the bottom roof floor to aid inlet outlet port
connections.
• Tri-plate Panel attached to Equipment
manifold and then mounted on to the loco
pipe bracket manifold.
• Various timing / cushioning volume
reservoirs have been mounted on the rear
face of the panel assembly

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Brake Electronics

Pressure Switches

E-70 Control
Valve

Distributor Valve
Tri-plate panel of E-70
Brake system
E70 PANEL REAR VIEW

8
 DRIVER BRAKE CONTROLLER

1. Release
2. RUN
3. Initial application
4. Full service
5. Emergency
6. Neutral

The main handle has following positions:

1. Release Initiation of low pressure over charge (BP – 5.4 kg/cm2)
2. RUN Driving position (BP – 5 kg/cm2)
3. Initial application Minimum brake effort (BP – 4.5 kg/cm2)
4. Full service Maximum braking effort (BP – 3 kg/cm2)
5. Emergency Emergency braking (BP – 0 kg/cm2)
6. Neutral Cab inactive
 DRIVER’S BRAKE CONTROLLER (A9 equivalent)

The main handle has following positions:

1. Release Initiation of low pressure over charge (BP – 5.4 kg/cm2)
2. RUN Driving position (BP – 5 kg/cm2)
3. Initial application Minimum brake effort (BP – 4.5 kg/cm2)
4. Full service Maximum braking effort (BP – 3 kg/cm2)
5. Emergency Emergency braking (BP – 0 kg/cm2)
10
6. Neutral Cab inactive
 DRIVER BRAKE CONTROLLER

• There are two potentiometers inside DBC, which convert the angular position
(braking demand) of the DBC to proportionate voltage signal.
• The control card compares this voltage with pressure transducer voltage
signal coming from E-70 control unit and generates output to energize or de-
energize the application and release EP valves of E-70 control valve unit.
11
12
• The control card output modulates
E-70 control unit EP valves in a
controlled manner in order to drop
or increases CR pressure.
• Consequently the E-70 control unit
creates or drops BP pressure for
auto brake application and release
in the train as desired by the driver.
• This is a closed loop control of BP
pressure. 13
 DIRECT BRAKE CIRCUIT

EP115 : PNEUMATIC PANEL

D2: RELAY VALVE

• In both cab SA9 is used for loco brake or direct brake it has Two
Position apply & Release.
• EP 115 (31) & EP 115 (32) are Provided on direct brake manifold of
Pneumatic Panel.
 DIRECT BRAKE CIRCUIT

EP115 : PNEUMATIC PANEL

D2: RELAY VALVE

• If cab1 is energized then EP 115 (31) will be energized which causes

air to flow for DBV of cab1.

• In another Port of Direct D2 the MR Pressure is Present according to

control Pressure MR Pressure goes into Brake Cylinder.
E-70 CONTROL UNIT

The E-70 control unit is the heart of E-70

brake rack. It has four ports connected to
MR, BP, CR and exhaust. It contains a
pressure regulating valve, a transmission
valve, a pressure to voltage transducer and
six EP valves. These EP valves receives
signals from control card depending on the
leading DBC positions and control reservoir
pressure in order to control BP pressure.

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THERE ARE 6 EP VALVES, FUNCTIONS OF IS AS UNDER

EP valve Function
15 F.B. Energizes to allow charging of BP with full bore
16 REL. Energizes to charge pressure CR pr. at 5.6 kg
17 APP. Energizes to vent CR
18 LP.O.C. Low pressure overcharging
19 RUN Energizes to keep BP pr. charged in run position
36 ISOL. To isolate EP valve when no cab is selected. 17
E-70 CONTROL UNIT
EP36

EP17

EP15 EP16 EP18

15 Energizes to allow charging of BP with full bore

EP19 16 Energizes to charge pressure CR pr. at 5.6 kg
17 Energizes to vent CR
18 Low pressure overcharging
19 Energizes to keep BP pr. charged in run position
36 To isolate EP valve when no cab is selected.
THE ISOLATE EP VALVE NO.36

EP-36 is mounted on the top of E-70 , which is normally

de- energized when any cab is selected and control
electronics is ‘ON’.
If the driver wants to change the cab then both cabs are
in OFF position but control electronics remains ‘ON’ for
10 min. and during this period, EP-36 is energized which
closes the path of E70 BP charging system and , so BP will
not drop.
This is used when loco is in multiple operation as well as
in banking operation.
 EP NO.15 FULL BORE EP VALVE

• When the DBC handle is moved towards RUN position,

Release EP valve no 16 energizes

• At the same time full-bore EP valve no. 15 also energizes to

charge the CR to higher level of pressure as determined by the
handle position of DBC and simultaneously augmenting the
charging capacity of the unit by opening to its full-bore.

• As soon as CR and BP pressures equal in RUN position, the full-

bore EP valve no 15 is de energized .

• Thus EP15 Energizes to allow charging of BP with full bore.

 EP NO.16 RELEASE EP VALVE

• EP no.16 is energized when A9 is on release position. MR pressure is

received from MR which is reduced by pressure regulator valve on E-70
set at 5.4 kg/cm2 and charge the control reservoir of E70.
• At the same time pressure transducer on E70 valve monitors the
control reservoir pressure and gives feed back signal in terms of
equivalent electrical signal to control card of brake electronics.
• If A9 is on RUN position, control electronics will be de energize EP16 as
soon as Control Reservoir is at 5.0 kg/cm2 , with this reference MR will
charge B.P. pipe at 5.0 kg/cm2 through transmission valve via combined
restricting, isolating, and check valve.
• Thus B.P. is charged by Release EP valve.
 EP NO.17 BRAKE APPLICATION EP VALVE

• When A9 is put on application ,means dropping of BP, than EP

no. 17 of E70 is de-energized and pressure is vented out from EP
no.17

• Control Reservoir pressure is reduced to a desired level as

demanded by driver through A9 and gives feed back signal by
pressure transducer to control card.

• As per the reduced control reservoir pressure, excesses

pressure of B.P. Pipe is vented through exhaust port of E70 .
 EP NO.18 LPO RELEASE EP VALVE

• LPO stands for Low Pressure Overcharging.

• The charging capacity is differentiated into two levels by an automatic
system in such a way that when the train is running, the BP charging
capacity is maintained at a lower level just adequate to maintain the
BP pressure against normal leakages.
• In such conditions, even if ACP occurs, or a parting takes place, the BP
pressure cannot be maintained by the unit due to the restricted
passage(which is through EP19, i.e. Running EP valve).
• This helps an easy detection of a drop in BP pressure in the loco gauge
and coupled with the air flow measuring indication, ACP alarm can be
activated more accurately.
• However, during normal brake releases, the restricted bore will delay
train release timings and hence a full-bore is opened for the optimum
charging capacity from the control unit (which is EP15ie Full Bore EP
valve).
 EP NO.18 LPO RELEASE EP VALVE

• Even with full-bore EP valve energised, train release timings

especially in long freight trains is substantially high.
• To overcome this inherent deficiency, the overcharge feature is
introduced.
• LPO is a means by which the BP can be overcharged to 5.4 kg/cm2
during heavy brake releases, if desired by the driver. In E70 system
this feature is automated when the handle of the DBC is moved into
release position even momentarily.
• When the handle of DBC is put in the spring loaded release position
even momentarily, a timer operated BP overcharge to a preset limit
is actuated.
• The control card overcharges the CR and hence the transmission
valve overcharges the BP. The whole overcharge cycle is controlled
by another electronic card called the LPO card in the brake
electronics.
 EP NO.18 LPO RELEASE EP VALVE
• The LPO energizes the release EP valve and
charges the CR to 5.4 kg/cm2.
• The pressure build-up time and the pressure
EP18 ENERGISES
maintain time in the BP is automatically
governed by the LPO card in such a way that
the train release is faster than otherwise.
• Since the control reservoirs of all the DVs in
the train would have received the overcharge,
the excess pressure in BP is slowly dissipated
in the ‘in-sensitivity pressure drop range’ of
the DVs.
• Thus the ramp-up, maintained and dissipate
times of the overcharge in the BP is controlled
by the LPO card.
• During dissipation cycle, the LPO card energises the LPO dissipate EP valve on
the control unit to bleed the CR pressure at a controlled rate back to 5 kg/cm2 in
such a way that the transmission valve also exhausts the BP pressure at a similar
controlled rate, not to cause a re-application of brakes in the train. 25
TRANSMISSION VALVE:-
This valve controls the supply of compressed air from MR to the brake
pipe and from brake pipe to exhaust according to the brake demand (CR
pressure) in order to release or apply brake.

COMBINED RESTRICTING ISOLATING AND CHECK VALVE:-

This valve regulates the flow of air between Transmission valve and
brake pipe; in the running position and all service braking positions,
it provides a restricted opening.
In the emergency position it is closed to isolate brake pipe from the
main reservoir supply.
CONTROL AIR RESERVOIR:-
The air pressure in this reservoir flows to pressure transducer and
control chamber of transmission valve.
It is charged from zero to 5 kg/cm2 pressure by operation of release
and application valves.

PRESSURE REGULATING VALVE:-

The valve is supplied with compressed air at a pressure of 10kg/cm2
and delivers air at a constant pressure of 5.4 kg/cm2, to the control
reservoir.
EP 19 RUNNING ELECTRO-PNEUMATIC VALVE:-

When energised, a supply of reservoir feed air flows through the valve to
keep the piston lifted and open to a restricted position.

When de-energised, it closes and cuts off the air supply to the bottom
chamber of combined restricting isolating and check valve.

The running EP valve is energised and open in all position except emergency
on the leading loco and on slave loco it is de- energised and closed in all
position.
 E-70 SYSTEM FEATURES
• Electronically controlled Brake Pipe pressure monitoring.
• Pipeless driver’s automatic brake valves (DBC) simplifying the cab layout.
• Only emergency control pipe is connected at DBC.
• Automatic isolation of in-operative cab.
• Automatic low pressure overcharge (LPO).
• Automatic Restricted Brake Pipe charging in RUN position.
• Electronically controlled dynamic brake blending. Actually substitution
method is adopted when dynamic brake trips.
• FP charging through a high capacity transmission valve at which the FP
pressure can be increased or decreased.
• Automatic anti-skid braking for poor rail adhesion conditions.
• Auxiliary flange lubrication equipment.

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 E-70 System Features
• Wheel sanding in addition to automatic anti-skid braking.
• Pantograph selector switch on panel controlling the pantograph equipment
manifold to select the desired pantograph.
• UIC type break-in-two protection between locos in MU service.
• Retention of MR pressure at a safe level in case of parting between locos in
MU service through duplex check valve
• All EP valves are surge protected and also against reverse polarity in a
suppression box.
• Pneumatic parking brake application and release feature through a latched
solenoid valve with manual push knobs.
• Built-in vigilance control unit.
• Venturi type air flow measuring and indication system.

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 E-70 System Features
• Latched isolating cocks with micro-switches for BP cut-off and Vigilance cut-
off.
• Only direct brake is equalized in trailing locos.
• Different BC pressures in automatic and independent brake.
• Panel mounting facilitates feature-wise grouping of valves for quick response.
• Dead engine hauling possible either in MU formation or as a part of the
trailing stock through the towing cock
• Control for compressor unloading and auto draining of reservoirs is provided
on the panel itself.
• All EP valves are surge protected and also against reverse polarity in a
suppression box.
• Pneumatic parking brake application and release feature through a latched
solenoid valve with manual push knobs.

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 E-70 SYSTEM OPERATION

For convenience of understanding, the entire system is divided into the

following sections and each section explained separately. All features are
explained with reference to a freight locomotive :
 Air Generation, Treatment and storage
 MR Circuit
 Compressor Governing and auto draining of reservoirs
 Automatic cab & pantograph selection and Auxiliary compressor circuit
 Electronic Brake Pipe control and automatic brake
 Automatic Release and Run charging capacities
 Automatic overcharge – LPO
 Bail-off function just like PVEF
 Direct brake
 Feed pipe charging

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 E-70SYSTEM
SYSTEM OPERATION
OPERATION

 Dynamic brake blending

 MU service & Break-in-two protection
 MR protection
 Sanding
 Automatic Anti-spin braking
 Auxiliary Equipment Flange Lubrication
 Horn circuit
 Air flow measuring
 Vigilance emergency application
 Parking brake circuit and anti-compounding
 Brake Electronics

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 Air Generation, Treatment and storage

• Compressed air produced in two stage reciprocating compressor. FTIL supply 2A320D
compressor with combined inter-after cooler.
Compressor
• Compressed air charges through NRV and a drip cup auto drain valve into 1st main
reservoir.
NRV Auto Drain Valve

• From 1st MR it passes over air dryer and charges into 2nd MR through a rubber
seated check valve.
Air Dryer
NRV-RUBBER

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 MR charging into panel equipment

Compressed air branches off and is piped to port no. W of panel and 2nd MR into
port no. U of panel.
From port no. W air charges into : Go to schematic
• Duplex check valve and the MR equalizing pipe through port X.
• Unloader EP valve and to the auto drain valves and Unloader exhaust valve
through port T.
• Pantograph equipment manifold through a built-in check valve.
• From panto EP valves air goes out of panel from port R & S to each pantograph.
• To sanding equipment manifold, break-in-two protection valve as a pilot.
• To transmission valve both as control and source supply.
• To the brake supply reservoir, pilot of vigilance emergency exhaust valve.

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 MR charging into panel equipment

• To D2 relay valve for automatic brake as source.

• To E70 control unit as source for BP charging through venturi check valve.
• To parking brakes.
• To AEFL manifold.

From port no. U air charges into :

• Direct brake pilot valves
• D2 relay valve for direct brake
• EBC5 blending unit

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 Auto-Drain Valve and Unloader Valves
When MR pressure reaches the cut-out level
in pressure switches 35 & 36,

• The compressor motor is switched off

through an electrical relay

• The Unloader EP valve is energised to

withdraw the signal from the ADVs (one at
the drip cup and the other at the 2nd MR).

• When the signal is removed from ADVs,

condensate collected in their collection
chambers are purged briefly to
DRIP CUP AUTO DRAIN VALVE
atmosphere.

UNLOADER EXHAUST VALVE

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 Cab/PT Selection and Auxiliary Air Circuit
Automatic cab and pantograph selection and Auxiliary compressor circuit :
• When the pantograph selector switch is positioned into panto-1 or panto-2 the
required pantograph is selected,
• The direct brake pilot valve of the in-operative cab is energised isolating the FD1
valve from in-operative cab from the direct brake relay.
• In the pantograph equipment manifold, EP relay valve 6 corresponding to panto-1 or
2 (as the case may be) is energised to open.
• In this condition, MR pressure charges into pantograph to raise
• Pressure switch 9 in the corresponding panto circuit set at 4.5 and 5.5 kg/cm2
provides signals to Loco Electronics on the status.

EP RELAY VALVE
PANTO CIRCUIT
CENTRIFUGAL STRAINER

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 System Operation

Automatic cab and pantograph selection and Auxiliary

compressor circuit :

• Before the supply from OHE is taken, the battery operated

auxiliary compressor (also known as Baby compressor) is
switched ON (this switch is not on the panel) to charge
compressed air into the panto circuit.

• This pressure charges through centrifugal strainer and check

valve into the panto equipment manifold.

• Once OHE is available, the auxiliary compressor is switched

off and the main compressors switched ON.

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 System Operation

Automatic cab and pantograph selection and Auxiliary compressor circuit :

 Rubber seated check valve 24 prevents MR air to charge into the auxiliary
compressor.

 Safety valve 23 set at 8.5 kg/cm2 to blow excess pressure build up in auxiliary
compressor circuit.

 Isolating cocks 38 and 8 are venting type in the panto equipment manifold for
maintenance purposes to remove either the panto EP valve or the pantograph
pressure switch when MR pressure is still charged into the panel.

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Electronic Brake Pipe control and automatic brake system

• When the cab is selected, the power supply is automatically provided to

the brake electronics on the panel and only to the operating DBC.
• The E70 control unit is powered up through the control card which is
connected to the mother board and finally to the power supply unit.
• In this condition when the DBC handle is in RUN position, the control
voltage is fed to the control card.
• The control card inturn operates a closed loop servo with the transducer
on the E70 control unit and senses the control reservoir pressure build-up.

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Electronic Brake Pipe control and automatic brake system

Electronic Brake Pipe control and automatic brake :

• If the signal voltage from DBC is more than the transducer voltage signal, the
control card energises the release EP valve and allows MR pressure at a regulated
level of 5.4 kg/cm2 into the control reservoir.

• When the pressure builds up in the CR, the constant feed back from the
transducer to the control card allows the control card to de-energise the release
EP valve as soon as both the signals match.

• Thus CR charges to 5 kg/cm2 corresponding to a DBC signal voltage

In the Transmission Valve :

• The CR pressure being built-up by the control card is charged into a one litre CR
volume and into the control port of a transmission valve (under the pressure
plate).

42
Electronic Brake Pipe control and automatic brake system

Electronic Brake Pipe control and automatic brake :

• Under the influence of control pressure in the signal port, the hollow stem
of the transmission valve is moved up by the pressure plate to open the
inlet valve.
• When the inlet valve is opened, the MR pressure charges into
downstream side and into BP through the restricted and full bore check
valves.
• When the BP pressure reaches the level of the signal pressure in the
control port, the transmission valve moves to a lap position cutting of
further MR charge into BP.
• Thus BP is charged precisely to the same level as the CR of the E70 control
unit.
• Any leakage either in the CR pressure or in the BP pressure is
automatically compensated either by the closed loop servo or the self
lapping type transmission valve.
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Electronic Brake Pipe control and automatic brake system

Automatic brake application :

• When DBC handle is moved into the application zone, the signal voltage to the
control card is reduced depending on the handle position by a pair of pot meters in
the DBC.

• Both pot meters being connected in parallel circuit, whichever is the higher voltage is
taken by the control card for the BP pressure regulation.

• When the signal voltage is reduced, the closed loop servo is imbalanced due to which
the control card de-energises the application EP valve to vent the CR pressure to
atmosphere.

• The transducer on CR feeds a constant voltage signal of the pressure level of CR and
as soon as the transducer signal equals that of the DBC signal, the control card
energises the application EP valve to stop further venting of CR.

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Electronic Brake Pipe control and automatic brake system

Automatic brake application :

• When the CR pressure is vented to a new lower level, the transmission valve
moves to an application position, exhausting the BP at its exhaust port and finally
from port Z in the panel.
• The closed loop servo thus always controls precisely the pressure level in BP for
any desired application or release.
• When BP pressure is reduced, an automatic brake application is effected in the
complete train through the DVs in each vehicle.

Automatic Brake application in loco :

• When BP is reduced, the C3W type DV on the valve equipment manifold moves to
an application position charging BC pressure into the control port of the D2 relay
valve of the automatic brake which is also mounted in the same manifold.

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Brake Release & Automatic Release and Run charging capacities

• When the DBC handle is moved towards RUN

position, the closed loop servo energises the
release EP valve and the limit switch in the DBC
opens the full-bore EP valve to charge the CR to
higher level of pressure as determined by the
handle position of DBC and simultaneously
augmenting the charging capacity of the control
unit by opening to its full-bore.

• As soon as CR and BP pressures are lapped in

RUN position, the full-bore EP valve is de-
energised by the limit switch in DBC.

• In this condition the passage between the

transmission valve and the BP is only through a
restricted bore check valve which is equivalent to
dia 9 mm hole.

46
Brake Release & Automatic Release and Run charging capacities

Why Release & RUN positions

• As described previously, the charging capacity of the control unit is differentiated
into two levels by an automatic system in such a way that when the train is
running, the BP charging capacity is maintained at a lower level just adequate to
maintain the BP pressure against normal leakages.
• In this condition, if ACP is operated in the train, or a parting has taken place, the
brake pipe pressure cannot be maintained by the control unit due to the restricted
passage.
• This helps an easy detection of a drop in BP pressure in the loco gauge and
coupled with the air flow measuring indication, ACP alarm can be activated more
accurately.
• However, during normal brake releases, the restricted bore will delay train release
timings and hence a full-bore is opened for the optimum charging capacity from
the control unit.

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 Automatic overcharge : LPO

• Even with full-bore EP valve energised, train release timings especially in

long freight trains tend to slow down the speeds since traction cannot be
reapplied when the brakes are under release.
• To overcome this inherent deficiency, the overcharge feature is introduced.
• LPO is a means by which the BP can be overcharged to 5.4 kg/cm2 during
heavy brake releases, if desired by the driver. In E70 system this feature is
automated when the handle of the DBC is moved into release position even
momentarily.
• When the handle of DBC is put in the spring loaded release position even
momentarily, a timer operated BP overcharge to a preset limit is actuated.
• The control card overcharges the CR and hence the transmission valve
overcharges the BP.
• The whole overcharge cycle is controlled by another electronic card called
the LPO card in the brake electronics.
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 Automatic overcharge : LPO
• The LPO energises the release EP valve and charges
the CR to 5.4 kg/cm2.
• The pressure build-up time and the pressure maintain
time in the BP is automatically governed by the LPO
card in such a way that the train release is faster than
otherwise.
• Since the control reservoirs of all the DVs in the train
would have received the overcharge, the excess
pressure in BP is slowly dissipated in the ‘in-sensitivity
pressure drop range’ of the DVs.
• Thus the ramp-up, maintained and dissipate times of
the overcharge in the BP is controlled by the LPO
card.

• During dissipation cycle, the LPO card energises the LPO dissipate EP valve
on the control unit to bleed the CR pressure at a controlled rate back to 5
kg/cm2 in such a way that the transmission valve also exhausts the BP pressure at
a similar controlled rate, not to cause a re-application of brakes in the train.

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 BAIL - OFF : PVEF type FUNCTION
• During an automatic application in train, the
loco brakes can be released without releasing
of train brakes. This feature is called the ‘bail-
off feature’.
• The brake release in locomotive alone is on
such a condition, that it can be re-applied if
the situation warranted.
• The loco brakes during an automatic brake
application are governed by the DV which
functions on the basis of the differential of
pressure between its CR and BP. As long as CR
is locked at 5 kg/cm2 pressure, DV can detect
the amount of drop of pressure in BP and
builds-up a proportionate BC pressure.
• If the control reservoir pressure is equated to
BP pressure after any brake application the DV
cannot maintain the BC pressure since its
reference in CR itself is lost. 50
 BAIL - OFF : PVEF type FUNCTION
• In E70 system when the driver presses the foot
pedal, the control reservoir equalising EP valve
energises and connects CR to BP thus causing
the DV to release the BC pressure.

• For re-application of brakes in the loco, even

after a full service brake application is made that
has reduced the BP to around 3.5 kg/cm2, a
minimum of 2.5 kg/cm2 is maintained in the CR
of the DV. This is achieved by the spring load
control reservoir retaining valve.

• In this way, though bail-off feature is operated

and brakes are released in the locomotive, a re-
application of an emergency brake is still
possible since the retaining check valve locks the
CR pressure at a minimum of 2.5 kg/cm2 and
makes an application possible.
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 FEED PIPE CHARGING
• MR pressure entering port W into the panel is
branched of inside the panel through a strainer
and a pressure control valve which consists of a
pressure regulator and a transmission valve( 137
and 93 respectively)
• The regulator 137 is adjusted to 6 kg/cm2 delivery
pressure which forms the signal pressure to the
transmission valve 93.
• With 6 kg/cm2 signal pressure, the transmission
valve provides a high capacity flow into its delivery
port which is connected to the feed pipe from port
B of the loco pipe bracket.(pink line)
• The feed pipe pressure is self maintaining since the
signal pressure from the regulator is also self
maintaining.
• The signal pressure can be increased or decreased
at the regulator 137 itself and provides for a fine
tuning facility for FP pressure control. 52
 FEED PIPE CHARGING

In multiple unit service isolating cock

136 is to be closed if the loco is as a
trailing loco since no two regulators
can deliver exactly the same pressure.
Pressure switch 34 set at 5.6 cut-out
and 5 cut-in provides an electrical
signal to indicate the FP pressure level
at all times.

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DYNAMIC BRAKE BLENDING

Brake
cylinder
 DYNAMIC BRAKE BLENDING

1) Blending unit has two EP valves EP-12 and EP-13 . In case of failure of
regenerative braking or tripping of OHE this valve applies brakes to the
loco. The brake cylinder pressure is decided by the software according to
braking effort demanded by the driver or by throttle.
2) When regenerative braking fails due to tripping of OHE, both EP valve, EP-
13(fill) and EP-12 (empty) gets energized and allow preset reduced MR
pressure set at 2.5 kg/cm2 to go into the brake cylinder. This pressure is
converted to its electrical equivalent signal by transducer. This signal is
sent to blender card .
3) The blender card monitors braking efforts from throttle and brake
cylinder pressure. BC pressure is vented as per speed reduction .
When blending brake demand is zero EP-13 will de- energise .
 MU SERVICE

• Locos operating with E70 system in MU service

transmit only direct brake to the trailing loco
through BC equalising pipe. Automatic BC pressure
is not transmitted between locos in MU service.
• When direct brake is applied, BC pressure from the
operating FD1 direct brake valve(58) is branched off
through a break-in-two protection valve (46)to the
BC equalising pipe to actuate the D2 relay for direct
brake in the trailing loco.

• In the trailing loco with the panto selection switch in mid position any one panto
can be selected manually by opening cut out cock 8 for the appropriate panto. In
this condition both the direct brake isolate EP valves(115) are kept energised and
will not allow the BC pressure of direct brake from the leading loco to reach any one
FD1 direct brake valve in the trailing loco where it may get exhausted.

56
 MU SERVICE
• In case of parting between locos, with complete venting of MR
equalising pipe to atmosphere, the signal port in break-in-two
protection valve(46) gets exhausted to atmosphere. In such
condition the break-in-two protection valve moves to close
and disconnect its inlet port from its delivery port thus
preventing BC pressure in the leading loco to escape to
atmosphere at the BC equalising pipe exhaust.

57
 MR PROTECTION
• In MU service if a parting takes place between two coupled
locos, the disconnection of all pipes between the locos
results in :
• Venting of BP causes an emergency brake in both the
locos through their DVs
• FP venting continues to drop the MR pressure
• MR equalising pipe continues to vent the MR pressure
• When the MR pressure is dropped below 5 kg/cm2 which is set as a
safe limit for brake operation in the loco, the duplex check valve 92
shuts of the inlet from its delivery port under the action of the
preset load of its spring.
• Since the compressors even in the parted locos may be still working
since MR pressure has fallen below the cut-in level, of its governor,
the duplex check valve will be lifted by rising pressure and will be
locked again when the pressure drops below its set level.
• In this condition the duplex check valve would have reached a
balance in its valve opening and would continuously discharge MR
pressure into its equalising pipe and at the same time maintain a
steady 5 kg/cm2 pressure in the MR system in each loco. (we need to
ensure availability of atleast 5kg pressure to application of brakes in
58
loco)
 SANDING

• The sanding feature is automatic and is activated

whenever there is a wheel slip detected.
• The sanding is direction controlled and actuates
only in that side in which the loco is moving
(forward and reverse sanding).
• This is achieved by appropriate selection of a pair
of sanding control EP relay valves(no 73) on the
sanding equipment manifold.
• MR pressure from MR1 is charged into the
manifold and is used for sanding through the EP
relay valves and sand ejectors.
• Choke 171 and 5 litres reservoir(170) are for a
sudden surge of air supply into the sand ejectors
after which the sand ejection is at a controlled
rate.

59
 AUTOMATIC ANTI-SPIN BRAKING :
• The system also provides for automatic
anti-spin braking in addition to sanding
during acceleration from rest when a wheel
spin occurs due to poor adhesion.
• This feature is activated by anti-spin valve
one for each bogie which makes light brake
application when energized.
• The brake application will hold the spinning
wheel and help the wheel to stabilise at
which point the brakes are released.
• The brake cylinder pressure in anti-spin
braking is different for freight and
passenger locos.
• The anti-spin valve(65) has a large capacity flow rate and is capable of
very quick application of low intensity needed to quickly hold the
spinning wheel. It is provided with a limiting valve to regulate the
signal pressure needed to achieve the desired BC output pressure
irrespective of the MR pressure level.( 64 is BC pressure switch,62,67
60
are chokes)
 AUTOMATIC ANTI-SPIN BRAKING

• The equipment provides for actuation either automatically or as

controlled by driver.
• The BC output pressure from anti-spin brake valve is connected to
the bogie brake through a double check valve 66.
• BC Pressure for WAP 5 - 0.8 Kg/cm2
• BC Pressure for WAG 9 & WAP 7 -0.6 Kg/cm2

61
 AUXILIARY EQUIPMENT FLANGE LUBRICATION

• This equipment is mounted on the rear

face of the panel and consists of 2 EP
valves (135), 4 manifold mounted cut off
cocks and a pressure regulator (79)
• When each of the EP valves is energised
MR pressure charges to the grease pump
with reservoir 82 used for wheel flange
lubrication.
• MR pressure can also be taken out from
rear of the panel at port nos BB, CC and
DD by opening cocks 88, 68 or 125
respectively.

62
 HORN CIRCUIT

• This feature also is in the auxiliary circuit connected to

the MR equalising pipe on both ends of the loco.
• The compressed air to horns is filtered and is charged
into two horn valves in each cab.
• The horn valves are two direction valves with the lever
in neutral position when there is no horn.
• If the lever is moved forward the air is connected to
either the low tone or high tone horn and vice versa
when the lever is moved back.

63
 AUXILIARY COMPRESSOR AIR CIRCUIT

3. When the MR is charged then air will pass from NRV-25

4. Pressure Switches No. 9/1, 9/2 are set on (4.5/5.4) kg/cm2, which is the pressure
required for pantograph operation. Cut in and cut out values of Pressure Switch PS-
26 is set at (7.0/8.0) kg/cm2 to control compressor start stop.
 AUXILIARY COMPRESSOR AIR CIRCUIT

5. The air is supplied to DJ and both the EP valve of PT-1 and P2-2 via IG-38
kaba key.
6. If Pressure switch (9/1and 9/2) pick up Pressure is reached it gives the
feed back signal to loco soft ware.
 MR CIRCUIT
1) Two electrically driven compressor
which feed in to the MR-1 through
NRV.
2 Safety valve in each of the compressor
leg to protect the system in case of
blockage of NRV.
3) Un-loader valve also in each leg . This
un-loader valve is operated from
Electro-pneumatic valve mounted on
the brake panel .
4) The air from MR-1 feed out single
water separator which is fitted with
auto drain valve .This auto drain
valve operated with same signal line
WATER that operates the un-loader valves.
SEPERATOR AND
AUTO DRAIN
5) This air further passes through Air
VALVE dryer , which will Extract the
condensate from the air ,the twin
tower air dryer , which gives
moisture free air passing into the
locomotive .
 MR CIRCUIT
6)This air further passes through final
filter which removes dust ,can be
created from the air dryer desiccant
and then passes the air through
another isolating cock .
7) Another isolating cock which is only
used to by pass the air dryer ,If
there is any problem with the unit .
8) The air passes through another NRV
and goes to MR-2, MR safety valve
and two compressor governors -
35,36 is also apart of this circuit , 35
is being for operation of a single
WATER compressor in alternating mode
SEPERATOR AND
AUTO DRAIN between 10 bar and 08 bar and 36
VALVE being for operation of both
compressor between 7.5 bar and 10
bars.
 MR CIRCUIT
Now a days Two compressor are
working at a time and a governor
35 is isolated for single
compressor in alternate mode.
10)Low main reservoir governor 37 is
also used to Interlock with
Traction in the event of the main
reservoir pressure falling below
its set point (5.6 to 6.4 kg/cm2).

WATER
SEPERATOR AND
AUTO DRAIN
VALVE
 DIRECT BRAKE CIRCUIT

EP115 : PNEUMATIC PANEL

D2: RELAY VALVE

1) In both cab SA9 is used for loco brake or direct brake it has Two
Position apply & Release.
2) EP 115 (31) & EP 115 (32) are Provided on direct brake manifold of
Pneumatic Panel.
 DIRECT BRAKE CIRCUIT

EP115 : PNEUMATIC PANEL

D2: RELAY VALVE

3) If cab1 is energized then EP 115 (31) will be energized which causes

air to flow for DBV of cab1.

4) In another Port of Direct D2 the MR Pressure is Present according to

control Pressure MR Pressure goes into Brake Cylinder.
AUTOMATIC BRAKE SYSTEM
 AUTOMATIC BRAKE SYSTEM
1) From the MR-1 , Pressure is distributed as per diagram .

2) MR Pressure distribute the Pressure to Aux Reservoir via NRV 106 ; one Port of AR
is connected to B.P. Sensing Port.

3) As per BP dropping position ; the required B/C Pressure is released from C3W
distributor valve which is going to DCV (double check valve) 54 via EP No.52.

4) This EP No.52 normally de-energized when loco is running on traction mode and
allows B/C Pressure to go to double check valve and finally to D2 relay valve for
brake application.

5) When loco is in regeneration or braking mode then EP52 will be energized and
does not allow B /C Pressure to pass through hence in braking mode ; braking from
A9 is not possible.

6) During dead / towing loco ; BP pressure from lead Engine is connected to hose of
BP and charge the Aux. reservoir of dead loco and the braking function to carry in
dead loco.
AIR FLOW INDICATION SYSTEM

• VENTURI CHECK VALVE

• FLOW METER RELAY
VALVE
• PRESSURE SWITCH
42* Venturi check valve A429
43* Flow meter gauge relay valve A429
44* Venturi valve pressure switch A576
45* Electronics enclosure
AIR FLOW VALVE AND VENTURI CHECK VALVE
 AIR FLOW INDICATION SYSTEM
1) The indication on the gauge is differential Pressure.
2) The system is operated on the concept of venturi principle , which
mean when the flow of air increases from venture throat ; velocity of
air increases hence pressure at that point is dropped. When there is
no flow of air then pressure drop to zero and full output is going to
FMV for VCV.
3) When there is no flow ; then equal pressure is available at both the
connection of L.P. and H.P. of AFI gauge. Hence gauge reads to zero.
 AIR FLOW INDICATION SYSTEM

4) As soon as the B.P. pressure flows in pipe VCV drops. The pressure
this is sensed at L.P. side of gauge.
5) The difference of pressure MR pressure - LP side pressure this equal
the deflection of gauge middle. The gauge full reading is for 0 (LP
side) to 10kg/cm2 (HP) side.
6) Pressure Switch 44 sense the drop in pressure ; this Pressure Switch
is normally closed and set at (4.0/5.0) kg/cm2 and open at 4.0
kg/cm2 ; when Train Part ; Alarm Chain Pulling message is generated.
• The main reservoir air passes through the venturi from pipe connection A to pipe connection
B (i.e. from right to left on the drawing) and then to the feed valve.
• If air is flowing, a drop in pressure is created in the chamber surrounding the venturi choke
which is amplified by the flowmeter valve connected by a pipe at pipe connection C.
• True main reservoir air pressure is taken at pipe connection D and piped to one needle of the
pressure gauge.
• The other needle registering the drop in air pressure at the choke after amplification by the
flowmeter valve.
1 Cap nut
2 Joint
3 Valve stem
assembly
4 Venturi body1
5 Venturi
6 Venturi nozzle
7 O-ring
8 O-ring
9 Spring
10 Plug
11 O-ring
12 Valve seat
 VIGILANCE EMERGENCY APPLICATION

• The vigilance equipment is a part of the brake

electronics and is mounted on the panel itself.

• When a penalty application is made by the

vigilance control unit, EP valve 72 is de-energised
to vent the control pressure from the panel
mounted vigilance emergency exhaust valve.

• With sudden depletion of pressure in the control

port the exhaust valve lifts up connecting the BP to
atmosphere through port Z of the panel.

• When the EP valve is energised, the control

pressure builds up in the exhaust valve to move it
to close again.
82
 EMERGENCY APPLICATION BY DRIVER

• Emergency application at DBC and at Assistant

driver’s emergency cock :
• The only pipe connection to DBC is the control
pressure from the BP emergency exhaust valve
one each at one end of the loco.
• This is pipe mounted valve underneath the cabs
so that emergency application at the DBC or at
the assistant driver’s valve will vent the control
pressure only in the cab. The control pressure
being of a very low volume there is no noise or
dust pollution in the cab during an emergency
application.
• Rapid venting of control pressure moves the
emergency exhaust valves to open the BP to
atmosphere and cause an emergency rate of BP
pressure drop but outside of cab. BP
83
 PARKING BRAKE AND ANTI COMPOUNDING VALVE
Parking Brake Means by which an unattended or unpowered vehicle
can be secured against unplanned movement.
Usually consists of a manually applied friction brake applied to the
wheel tread or disc.
In 3 phase loco, hand brakes are not provided. For parking the
loco a new type brakes are available on this loco, called parking
brake.
The great feature of parking brake is that, it remain applied to
indefinite time as per your requirement in absence of air pressure.
Its function is just opposite to that of conventional brakes. i.e.
it remain release when there is 6 Kg/m2 pressure in parking
activator and get applied when pressure exhausted below 3.8
Kg/m2 in parking activator.
But the brakes are applied through the same brake block of
conventional loco brakes. Parking brakes are provided on Wheel
No.2-6-7-11 (WAG-9/WAP-7) and on wheel no. 1-4-5-8 in WAP-5
loco.
PARKING BRAKE AND ANTI COMPOUNDING VALVE

1. WHEN LOCOMOTIVE IS STARIONARY PARKING BRAKE

SECURES IT FROM ROLLING.
2. IT ACTS ON ONE BRAKE DISC OF AN AXLE.
3. IT IS ACTIVATED & RELEASED BY THE ILLUMINATED
PARKING BRAKE PUSH BUTTON "BPPB" ON PANEL 'A'.
I
• PARKING BRAKE APPLIED - PUSH BUTTON"BPPB"
LIT.
• PARKING BRAKE RELEASED- PUSH BUTTON "BPPB"
NOT LIT.
4. PARKING BRAKE CAN NOT BE ACTIVATED IF THE
SPEED OF THE LOCOMOTIVE EXCEEDS 5 KM/H.
PARKING BRAKE AND ANTI COMPOUNDING VALVE

• Parking brake can be applied & released at the pneumatic

panel in the machine room independently of the, vehicle
electronics.
A) apply the parking brake -- press push but ton ”apply” .
b) release the parking brake- -press pusph button
"release".
• If the key switch in the manned driver's cab is moved into
position "0'" ,the mce automatically switches on the
parking brake
• Parking brake can also be released 'by' operating a handle
on bogie, for releasing parking brake.
 PARKING BRAKE AND ANTI COMPOUNDING VALVE

Pressure regulator 114 at 6.0 kg/ cm2

PARKING BRAKES IN RELEASE POSITION

88
PARKING BRAKES IN RELEASE POSITION
SERVICE BRAKES APPLIED

89
PARKING BRAKE AND ANTI COMPOUNDING VALVE

90
 PARKING BRAKE AND ANTI COMPOUNDING VALVE
04 nos. TBU`s provided in wheel No. 2,6,7,11 with parking brake. It is
applied when loco is stand still (no pressure required). ( 1,4,5, 7 IN
WAP5)

2) When there is no pressure in loco ; the spring force of parking unit

gives brake force on wheel.

3) MR Pressure is regulated via Pressure regulator 114 at 6.0 kg/ cm2.

4) Through latch solenoid valve and anti compounding valve ; this

pressure is fed to parking brake cylinder of TBU unit.

5) When latched solenoid valve coil ‘ apply ‘ is energized ; then pressure

is vented from latched solenoid valve & Parking brakes are applied.
 PARKING BRAKE AND ANTI COMPOUNDING VALVE
1) Wheel no. 2,6,7,11, are provided with parking brake cylinders mounted on
service brake cylinder. Parking brakes are applied by spring action. When
parking cylinders are filled with air pressure parking brake will be released
.
2) When loco is stopped, the driver has habit of application of A-9 or SA-9 for
parking brake and service brake which means double braking and this
double braking may damage the TBU unit. To avoid this double braking,
anti-compound valve is provided in such a way that at one end incoming is
parking brake pressure and other incoming is service brake pressure, and a
common output of this valve is connected to parking brake port of TBU unit

3) If, at that time service brake pressure connects incoming to outgoing of

anparking brakes are applied by venting pressure and service brakes are also
appliedti compound valve and enter in parking sensing port of TBU which
cancel parking brake force and allow service brake force. Similarly when
parking brakes are released , the pressure flows from incoming of ACV to
outgoing to parking brake cylinder as normal run position .
 E70 ELECTRONIC RACK

Blender Dummy LPO Control Power

Card Supply

93
2A320D Compressor

94
AUTO DRAIN VALVE

95
 AIR DRYER AIR FLOW DIAGRAM

Dryer is not cycling / both towers are drying (pressure switch open)

96
 AIR DRYER AIR FLOW DIAGRAM

Dryer cycling / one tower drying and the other regenerating (pressure switch closed)

97
AIR DRYER

98
COMPRESSOR CHECK VALVE – METAL SEATED

99
COMPRESSOR CHECK VALVE – RUBBER SEATED

100
D2 RELAY VALVE

101
DOUBLE CHECK VALVE

102
DOUBLE CHECK VALVE – PANEL MOUNTING

103
DIRECT BRAKE PILOT VALVE

104
EP RELAY VALVE

105
C3W DISTRIBUTOR VALVE

106
UNLOADER VALVE

107
DRIP-CUP WITH ADV

108
PANTO CIRCUIT

109
CENTRIFUGAL STRAINER

110
 WAG9 SYSTEM SCHEMATIC

111
20
112
 Comparison between Conventional & E-70 brake systems
Sr. Criteria for comparison IRAB-9/10 E-70
1 Basic design of brake system Wabco/USA M/s FTIL Group
2 UIC type pipe less drivers Non UIC type brake UIC type DBC
brake valve. Valve with pipes
3 System configuration Very old Latest
4 Operational system Purely pneumatic Electro-pneumatic &
Electronically controlled
5 Restricted charging of brake Manual through Available
pipe in run position of A-9 MV-4
6 Automatic low pressure Not Available Available
overcharge feature
7 Dynamic brake blending Not Available Available
8 Pneumatic parking brake Not Available Available
9 Automatic wheel slip protection Not Available Available
10 Automatic isolation of direct Not Available Available
brake valve with cab changing
11 Modular tri-plate brake rack Available Available with better
features
12 Maintenance Low High 114
 CCB
• The CCB II-IR system is a modular, microprocessor based electro-pneumatic brake
control system. All logic, other than the initiation of an emergency brake applications
via brake vent or Assistant’s Emergency Brake Valve are of computer control.
• The system is designed for modular expansion using the LAN network as the expansion
medium.
• The CCB II-IR system performs several diagnostic functions; Self Test and Fault Flagging.
Diagnostic access is provided by means of portable test unit software (PTU Tool) which
operates on a laptop PC.
• The CCB II-IR system also interfaces with an Operator’s Vigilance System (Alerter)
located on the locomotive.
• Various signals are exchanged between the locomotive and the Alerter to provide
operator vigilance protection. If the vigilance system is active and the operator does not
maintain inputs to satisfy the system, an Emergency Penalty Brake shall result.
• The operator commands the computer through the Electronic Brake Valve Controller
(EBV). The EBV is also on the network and signals the handle positions for automatic
and independent braking.
• Control of the Lead/Trail functions and brake pipe cut-in and cut-out is accomplished
through the use of a selector switch mounted on the driver’s brake valve (EBV).

115
Computer Controlled Brake System for 3-Phase Locos

The CCB “Computer-Controlled Brake System” for the

Brake rack assembly
Indian Railway’s 3-Phase Electric Locomotive is:
(1) A Locomotive Air Brake Control System
(2) Based on the ADtranz generic design
(3) Comprised of three main functional elements:
– Electronic Brake Valve Controller - Cab 1
– Electronic Brake Valve Controller - Cab 2
– Brake Rack Assembly

116
Electronic Brake Valve
 MODULAR CCB RACK FRONT VIEW
Modular CCB rack Front view
JUNCTION BOX WITH CABLES
The Junction Box Assembly provides a central
termination point between CCB System with the
locomotive electrical subsystems
POWER SUPPLY JUNCTION BOX
The PSJB provides electrical power source for the
CCB Brake System equipment. The PSJB receives
supply voltage from the loco battery and develops
regulated 24 VDC supply voltage for the CCB Brake
System electrical components
MULTI-PURPOSE INPUT/OUTPUT NODE
The MPIO is a modular expansion element
communicating with the core Modular CCB Brake
System via the Lon network
RELAY CONTROL PORTION
The RCP houses two high current relays with two
sets of contacts, capable of being wired normally
open or normally closed on each set of contacts
117
MODULAR CCB RACK FRONT VIEW
ELECTRONIC VIGILANCE COMPUTER
The EVC provides an electronic interface between
the Loco Pilot and the CCB Brake System. The EVC
system exchanges various timed inputs and outputs
between the operator and the brake system. If the
EVC does not receive the appropriate level of
operator activity, the CCB System will apply an
emergency brake.
AUXILIARY MANIFOLD ASSEMBLY
The Auxiliary Manifold Assembly performs the
pneumatic auxiliary functions. This manifold includes
magnet valves, isolating cocks, pressure governors,
check valves, feed valve etc.
ELECTRO PNEUMATIC CONTROL UNIT
The CCB System comprise of distributed electro-
pneumatic devices that are linked via a
communication network.
118
 CCB FEATURES
Electronic Brake valve (EBV)
• The EBV is the interface
between the brake system and
the Loco Pilot
• It contains handle for
operation of automatic and
independent brakes and a
digital LCD display which Auto (A-9) BP pr. SA-9 B/cyl. Pr.
displays instantaneous BP
Release 5.5 kg Release 0.0 kg
pressure, advisory instructions
Run 5.0 kg 3.5 kg
and fault messages. Full
Min 4.5 kg
• This feature avoids the
feedback delays inherent in FS 3.5 kg

other systems, and allows the Emergency 0.0 kg

Loco Pilot to exercise precise
brake control. 119
 CCB FEATURES
Electronic Brake valve (EBV)
• As a fail-safe design, the EBV
permits direct-acting emergency
venting of the brake pipe.
• It contains a mode selector
switch with four positions, i.e.
test, lead, trail and HLPR.
• EBV also contains a mechanism Auto (A-9) BP pr. SA-9 B/cyl. Pr.
for bail off, i.e. releasing Release 5.5 kg Release 0.0 kg
automatic brake cylinder
Run 5.0 kg Full 3.5 kg
pressure in loco.
Min 4.5 kg
• EBV auto brake handle (A-9) has
FS 3.5 kg
five positions and independent
brake handle (SA-9) is Emergency 0.0 kg

continuously variable from

120
Release to Full
CCB FEATURES
AUXILIARY MANIFOLD ASSEMBLY
The Air Brake System Control Rack also
contains an Auxiliary Manifold
Assembly to perform the pneumatic
auxiliary functions. This manifold
includes magnet valves, isolating cocks,
pressure governors, check valves, feed
valve and other components

ELECTRO PNEUMATIC CONTROL UNIT

The Modular CCB Brake System is
comprised of distributed electro-
pneumatic devices that are linked via a
communication network. The EPCU
mounted in the locomotive machine
room, consists of modularized line
replaceable units (LRUs) that control
the development of all pneumatic
control pressures (BP, BC & DP)
121
• The EPCU consists of 6 LRUs (Line Replaceable
Units). The LRUs that contain an electronic
EPCU DETAILS
portion NODE on it is called an Intelligent
LRU. Each LRU contains the pneumatic
components associated with the function it
controls.
• The ERCP varies the Equalizing Reservoir (ER) MR-F 16 CP 20 CP ER CP
pressure in response to the signal received
from EBV, the brake pipe pressure varies
according to ER pressure .It also incorporates
BP-F
Dead engine Regulator (DER) BP CP

• The BPCP actuates the BP relay valve, KE Valve BP-F

wherein the ER pressure serves as a control
pressure. It also contains a accelerated charge BC CP
magnet valve for faster BP charging.
• 20 CP modulates the magnet valves to create
desired pilot pressure corresponding to
independent brake handle position of EBV.
This pilot pressure actuates Direct Brake relay
valve, and transmits it to charge the direct
brake pipe 20. It also regulates the air supply
as per the “Lead” or “Trail” position of mode 122
selector.
 EPCU DETAILS
• 16 CP creates appropriate pilot pressure
in 16 pipe based on the sensed reduction
of brake pipe pressure and also on the
sensed pressure in direct brake pipe (in
Trail mode). It also regulates the air
MR-F 16 CP 20 CP ER CP
supply from KE valve.
• BCCP contains a brake cylinder relay
valve which creates brake cylinder BP-F
pressure equal to pilot pressure. The pilot BP CP
pressure may be from 16 pipe or 20 pipe.
KE Valve BP-F
• KE Valve (Distributor) provides
BC CP
pneumatic back up in the case of
electronic failure. It converts the braking
signal the braking signal transmitted via
Brake Pipe pressure into pre-control
pressure. Also incorporate Passenger
/Goods selection lever.

123
 EPCU NODE FEATURES ON CBS
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.
Dead Engine Regulator (DER) :
• – 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.
Service LEDs :
• Service LED’s are included on the 20CP, ERCP,
BPCP, EBV and RCP control nodes.
• The Service LED’s can be used to HELP diagnose
problems with the Improved CCB system.
• Green - Power
• Red – Fault
• Yellow – Programming 124
 CCB-IR CLOSED LOOP PRESSURE CONTROL

• Equalizing Reservoir, BC Pilot,

Target and BCE Pipe Pressures are :
Calculate
Target
pressure
converted to
• Solenoids Valve Apply / Release
Pressure analog Pressure to achieve Specific
voltage Target Value
• Transducers Monitor & Ensure
that Requested Target Pressure
LRU control Read
is Achieved & Maintained
node Transducer • Benefits:
• Precise Pressure Control -
Circuit Compensates for
Reasonable Leakage
• Allows for Diagnostic Action if
Low –Modulate APPLY Solenoid Measure Desired Pressure is not
High –Modulate RELEASE Solenoid
control achieved
feedback

Compare
reading to
target

125
 CCB FEATURES - IPM

• The IPM manages the electronic

interfaces between the brake system
elements and the engineer's display.
• It communicates with the locomotive
on-board computer and interfaces with
electrical train lines.
• The IPM also communicates with a
portable test unit (PTU) for
troubleshooting and system diagnostic
tests.
• With the appropriate hardware and
software conversions, the IPM serves as
the computer in a Locotrol™ distributed
power application.

126
 COMPARATIVE ANALYSIS
Sr Item/Feature E-70 system CCB-II Remarks
1 Complete Brake Single brake rack Single brake rack Though the complete brake is
rack and for main & aux. for main & aux. interchangeable as a whole
interchangebility functions functions unit, but it is not possible to
connect E-70 brake rack to
EBV of CCB or CCB brake rack
to DBC of E-70 system as
individual components and
2 Header bar for Single header for Single header for valves are of different design.
pneumatic loco pneumatic loco pneumatic Due to this, sheds/shops are
connection interface interface
bound to keep spares for both
the systems thereby inventory
carrying cost increases
3 Main system Three circular Similar to E-70 significantly. All spares are PAC
wiring harness connectors for brake system items and the OEMs charge
Input/Output Input & Output heavily.
signals signals and
vigilance signal
interface

127
 COMPARATIVE ANALYSIS
Sr. Item/Feature E-70 CCB - II Remarks
4 Driver’s Brake Separate pipe less Single pipe less The DBC of E-70 system
controller brake controller for Electronic Brake Valve is identical with
Auto (A-9) and piped for both Auto & conventional loco A-9.
Independent (SA-9) independent brakes
brake

No display panel on LCD display panel Additional feature

DBC provided on EBV
No need of changing No need of changing There have been cases
any cock position or cock positions but of mal-operation due to
mode selector mode selector switch improper mode
switch for cab position needs to be selection in rear cab. It
changing. changed for cab takes times for LPs for
changing getting acquainted with
CCB brake system.

5 Bail-off feature Available through Available through pedal Additional feature.

(VEF) pedal switch. switch as well as at EBV
independent brake
handle
128
 COMPARATIVE ANALYSIS
Sr. Item/Feature E-70 CCB-II Remarks

6 Pneumatic No. of valves LRUs (Line Replaceable CCB Systems are

Valves covering various Units) consisting advanced systems &
functions of brake modular valves are Electronically
system covering functions of controlled when
brake system compared to E-70
Brake System

7 Auxiliary No. of valves for No. of valves for

functions, e.g. performing various performing various
MR, FP, Panto, Auxiliary functions Auxiliary functions
sanding etc.

8 Parking brake Independent from Independent from

function main brake main brake function.
function. Latched Impulse push buttons
solenoid valve for for manual operation
manual of PB magnet valves
apply/releasing.
129
 COMPARATIVE ANALYSIS
Sr. Item/Feature E-70 CCB-II Remarks
9 Brake blending Is available Same as in existing E-70 Additional feature with
operation whenever brake system with CCB
regenerative additional feature of FS
brake system penalty application if
fails Regenerative brake fails &
demand of brake is 90% &
above as per RDSO
guidelines

10 Self Diagnostic Not Available A special feature in CCB Additional feature with
feature guides both operating CCB
staff & Maintenance staff

11 Self Test Feature Not available A special feature in CCB Additional feature with
which performs complete CCB
system self test
commanding thru WPTU
program using a laptop
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 COMPARATIVE ANALYSIS
Sr. Item/Feature E-70 CCB-II Remarks
12 Fault Not Available A special feature in Additional feature with
Downloading CCB which facilitates CCB, helpful for
Facility thru WPTU program Maintenance staff
using a laptop
13 Technology French US technology by More number of
Technology. NYAB. Combination transducers in CCB
Combination of of pneumatic, EP, system than in E-70 for
pneumatic with electronics & precise control. As such
EP valves & computer based CCB is more electronic
electronics, use control with in nature and E-70 is
of P/V networking, Sensing more pneumatic in
transducer for by P/V transducers at nature.
sensing of ER. pilot pressure as well
Closed loop as main pressure
control. stage and close loop
computer control
14 FRPCPY and High FRPCPY Highly reliability CCB is comparatively
Reliability compared to compared to E-70. new, hence it is too
CCB early to conclude 131
 COMPARATIVE ANALYSIS
Sr. Item/Feature E-70 CCB-II Remarks
15 Back up Emergency Provision of P 16 With CCB, section can be
protection in case brakes gets automatic switch cleared at 10kmph speed
of Brake applied. over and PER with PTDC, whereas in E-70
it is not possible
Electronics Failure manual switch over
16 Maintenance Needs Needs overhauling The only maintenance is
overhauling after eight years replacement of filter
after five years after 12 months.
17 Component level Not yet Not yet possible Staff needs to be trained
repairing of possible and firms needs to be
equipments and pursued for giving
electronics cards technical support.
18 Downloading of Not possible Not possible Only limited data is
VCD data available, full details of
each item not available.
19 OEM FTIL KBIL
20 Cost of loco set at Rs.29,78,995 Rs.30,63,156 From CLW sources.
present
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 CONCLUSION
• Both E-70 as well as CCB-II systems are time proven highly reliable technologies.
CCB-II appears more reliable with technologically advanced features, however as
CCB-II has been introduced recently in IR, hence it is too early to draw any
conclusion.
• Compared to the conventional system, the E-70 & CCB systems looks elusive and
complicated. A handful of staff is having proper knowledge of these brake systems.
Further OEMs are also not ready to reveal the details of their systems in order to
protect their interest and monopoly. To keep pace with the advancements in
brake system, IR should gear up for development and up-gradation of skill among
the staff and engineers with proper professional training.
• As a long term objective, IR should select any one of the brake systems, should
buy and transfer its technology with full details and standardize it . Then IR should
develop its indigenous design and sufficient number of vendors to supply the
standardized product and its components. This should be done for reducing the
dependence on the foreign countries and for healthy competitive rates.
• It is still a long way to go.

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