Sistema de Freno de Locomotora China

NEW YORK AIR BRAKE CORPORATION
A KNORR BRAKE COMPANY System Specification S2161S01
SYSTEM SPECIFICATION
S2161S01
CCB II LOCOMOTIVE BRAKE SYSTEM
FOR ARGENTINA
DALIAN LOCOMOTIVE
P/L - 2161
Rev. A September 21, 2012
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748 Starbuck Avenue • Watertown, New York 13601 • Telephone: 315-786-5200
FAX: 315-786-5673 (Engineering)
NOTICE OF CONFIDENTIAL INFORMATION
INFORMATION CONTAINED HEREIN IS CONFIDENTIAL AND THE PROPERTY OF THE NEW

YORK AIR BRAKE, A KNORR BRAKE COMPANY. WHERE FURNISHED WITH A PROPOSAL,
THE RECIPIENT SHALL USE IT SOLELY TO EVALUATE THE PROPOSAL. WHERE
FURNISHED TO A CUSTOMER, IT SHALL BE USED SOLELY FOR PURPOSES OF
INSPECTION, INSTALLATION OR MAINTENANCE. WHERE FURNISHED TO AS SUPPLIER,
IT SHALL BE USED SOLELY IN THE PERFORMANCE OF WORK CONTRACTED FOR BY
THIS COMPANY. THE INFORMATION SHALL NOT BE DISCLOSED BY THE RECIPIENT FOR
ANY PURPOSES WHATSOEVER.
APPROVALS
Prepared by: Jonathan Bernat Date: 9/14/12 ______

Jonathan Bernat
Applications Engineer
Approved by: Vince Guarrera _____ Date: 9/21/2012 ___________

Vince Guarerra
Manager Locomotive Systems Engineering
Approved by: Jeffrey Gibson ______ Date: 09/14/12 ___________

Jeffrey Gibson
Stakeholder
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REVISION SHEET
REV SECTION DESCRIPTION DATE APPROVED
01 - Preliminary concept proposal – 1731

based design with Spanish language, pull
to apply EBV
02 ALL Update I/O, ATP 07/10/12
03 3.1.2 Updated EBV Image 8/16/12
3.1.7.2 Added DER labels in English and Spanish
3.1.8.1 Replaced KM-2 Vent Valve with #8VV
3.1.8.2 Replaced E-3 valve with NBII B valve
4.10.3.4 BIPM WAS IPM
04 Various Dloco TCMS WAS Toshiba TCMS 9/7/12
3.1.7.1 24VDC WAS 66VDC
4.9.1 Removed reference to DBCO and added
reference of PCS cutting out DBI
4.10.2.6 BPCP WAS BCCP
5.6 50kPa WAS 45 kPa
05 3 Revised system architecture 9/14/12
3.1.1 Clarified active cab fault
3.2.1.1 Added debounce values
4.10.2.5 Penalty brake was a reduction of 100 kPa
A All Upgraded from REV 05 to A 9/21/12
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TABLE OF CONTENTS
SECTION DESCRIPTION
1 DOCUMENT SCOPE AND PURPOSE ............................................................................................ 8

2 SUPPORTING DOCUMENTS .......................................................................................................... 8
3 SYSTEM OVERVIEW........................................................................................................................ 9
3.1 CCB II SYSTEM COMPONENTS .........................................................................................................11
3.1.1 Locomotive Cab Display Module ......................................................................................................................11
3.1.2 Electronic Brake Valve (EBV).............................................................................................................................12
3.1.4 Power Junction Box (PJB) ...................................................................................................................................15
3.1.5 Cable Junction Box (CJB)....................................................................................................................................16
3.1.6 Relay Interface Module (RIM).............................................................................................................................16
3.1.7 Electro-Pneumatic Control Unit (EPCU) .............................................................................................................16
3.1.7.1 Power Supply/Junction Box (PSJB).............................................................................................................17
3.1.7.2 Equalizing Reservoir Control Portion (ERCP).............................................................................................18
3.1.7.3 Brake Pipe Control Portion (BPCP) .............................................................................................................18
3.1.7.4 No. 16 Control Portion (16CP) ....................................................................................................................19
3.1.7.6 Brake Cylinder Control Portion (BCCP)......................................................................................................22
3.1.7.8 DB Triple Valve (DBTV).............................................................................................................................23
3.1.8 Associated Components .......................................................................................................................................23
3.1.8.1 #8 Vent Valve...............................................................................................................................................23
3.1.8.2 NBII B Brake Application Valve ................................................................................................................23
3.1.8.3 Emergency Magnet valve ..............................................................................................................................23
3.2 DESCRIPTION of SIGNALS ..................................................................................................................24
3.2.1 BIPM DISCRETE INPUTS AND OUTPUTS ....................................................................................................24
3.2.1.1 INPUTS TO BIPM (PORT J4) VIA RIM J4 ...............................................................................................24
3.2.1.2 OUTPUTS FROM BIPM (J4)......................................................................................................................26
3.2.2 BIPM to Operator Display ...................................................................................................................................26
3.2.3 PNEUMATIC SIGNALS.....................................................................................................................................27
4 SYSTEM REQUIREMENTS ........................................................................................................... 27
4.1 Functional Description.............................................................................................................................27
4.1.1 Cab Operation Set Up ..........................................................................................................................................27
Dual Cab Error Detection............................................................................................................................................28
4.1.2 Brake Mode Set Up..............................................................................................................................................28
4.1.3 FREIGHT/PASS Functionality ............................................................................................................................28
4.1.4 ER Regulator Set Point ........................................................................................................................................29
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4.1.5 Brake Pipe Pressure Maintaining feature .............................................................................................................30
4.1.6 Brake Handle Positions ........................................................................................................................................30
4.1.6.1 Automatic Brake Handle ...............................................................................................................................30
4.1.6.2 Independent Brake Handle ............................................................................................................................32
4.2 ER/BP Pressure Control...........................................................................................................................32
4.3 Automatic Brake Cylinder Development ...............................................................................................33
4.4 Independent Brake....................................................................................................................................33
4.5 Brake Cylinder Pressure Development ...................................................................................................33
4.6 Emergency Brake Control........................................................................................................................34
4.7 Emergency Detection Scenarios...........................................................................................................34
4.8 Bail Off ...................................................................................................................................................35
4.9 Interlocks: ..................................................................................................................................................35
4.9.1 Dynamic Braking Interlock..................................................................................................................................35
4.9.2 Power Cut-Off Switch (PCS) ...............................................................................................................................35
4.9.3 Reset of penalty brake condition by the CCBII ...................................................................................................36
4.10 Operating Modes.....................................................................................................................................37
4.10.1 Lead/Cut-Out Mode ......................................................................................................................................37
4.10.2 Lead/Cut-In Mode.............................................................................................................................................37
4.10.2.1 General .....................................................................................................................................................37
4.10.2.2 Automatic Braking ...................................................................................................................................38
4.10.2.3 ER Charging Interruption Operation........................................................................................................39
4.10.2.4 Service Automatic Bail..............................................................................................................................39
4.10.2.5 Penalty Service Braking .............................................................................................................................39
4.10.2.6 Emergency Braking..................................................................................................................................40
4.10.2.7 Independent Braking ................................................................................................................................41
4.10.3 TRAIL Mode.....................................................................................................................................................41
4.10.3.1 Set Up........................................................................................................................................................41
4.10.3.2 General ......................................................................................................................................................42
4.10.3.3 Automatic & Independent Braking ...........................................................................................................42
4.10.3.4 Emergency Braking...................................................................................................................................42
4.11 Graceful Cut-In ......................................................................................................................................43
4.12 Loss of Power..........................................................................................................................................43
4.12.1 Lead Modes.......................................................................................................................................................43
On loss of power to the EPCU, the ER will vent to zero at a service rate. ......................................................................43
4.12.2 Trail Mode.........................................................................................................................................................43
4.13 Penalty Brake Control ...........................................................................................................................43
4.13.1 Types of penalties .............................................................................................................................................44
4.13.1.1 Power-Up .................................................................................................................................................44
4.13.1.2 Loss of Power...........................................................................................................................................44
4.13.1.4 Air Brake Faults ........................................................................................................................................44
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4.13.2 Penalty Reset.....................................................................................................................................................44
4.14 BACK-UP MODES................................................................................................................................44
4.14.1 Brake Cylinder Back-Up (BCBU) ................................................................................................................45
4.14.2 ER Back-Up (ERBU)........................................................................................................................................46
4.14.3 Independent Handle Back-Up ...........................................................................................................................46
4.15 FMEA......................................................................................................................................................46
4.16 REMOTE SESSIONS............................................................................................................................47
4.16.1 Fault Summary/Event Log ................................................................................................................................47
4.16.2 Calibration.....................................................................................................................................................47
4.16.3 Self Test .............................................................................................................................................................47
4.17 MISC. FUNCTIONALITY ...................................................................................................................48
4.17.1 LSI Compliance ................................................................................................................................................48
4.17.2 Crew Messages .................................................................................................................................................48
4.17.3 Manufacturing Test Mode.................................................................................................................................48
4.18. DIAGNOSTICS.....................................................................................................................................49
5 SYSTEM AIR PRESSURE REQUIREMENTS .............................................................................. 50
5.1 Main Reservoir .........................................................................................................................................50
5.2 Equalizing Reservoir................................................................................................................................50
5.3 Brake Pipe.................................................................................................................................................50
5.4 Brake Cylinder Equalizing Pipe (#20 Pipe) ............................................................................................51
5.5 Reservoir Requirements ..........................................................................................................................51
5.6 BC Pressure ..............................................................................................................................................52
5.7 #13 Pipe .....................................................................................................................................................52
5.8 Control Valves ..........................................................................................................................................53
5.8.1 Emergency Limiting Valve (ELV):.....................................................................................................................53
5.8.2 DE Regulator Setting ..........................................................................................................................................53
6 SYSTEM OPERATING CONSIDERATIONS................................................................................ 53
6.1 Emergency and Break-in-Two Considerations .....................................................................................53
6.2 Bail off Considerations ............................................................................................................................53
6.3 Dead Operation ........................................................................................................................................54
6.4 Backup Brake Cylinder Pressure ............................................................................................................54
7 INSTALLATION/LOCOMOTIVE REQUIREMENTS .................................................................. 54
7.1 Mechanical Requirements .......................................................................................................................54
7.1.1 EPCU ..................................................................................................................................................................54
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7.1.2 EBV.....................................................................................................................................................................55
7.1.2 #8 Vent Valve .....................................................................................................................................................55
7.2 Electrical Requirements .......................................................................................................................55
8 Environmental Requirements ....................................................................................................................56
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1 DOCUMENT SCOPE AND PURPOSE
This document is intended to identify the functional description of the CCB II electronic air brake
system as modified for application on Argentina - Dalian dual-cab locomotives. The document is for
use by Knorr Bremse, NYAB, and Dalian to aid in system development and integration.
2 SUPPORTING DOCUMENTS
 S2161S01, System Requirements Specification, CCBII® Control System for Argentina

Locomotives
 S1707S03, Functional Requirements Specification, Locomotive Cab Display Module for China
MoR
 S1493S12, Interface Control Document, Locomotive Cab Display Module
 S1578S01, System Design Specification, ECP/CCB Integrated Locomotive Brake Control
System
 IP-205, CCB II Service and Troubleshooting Guide
 EDS-161, Environmental Test Requirements for Pneumatic, Electronic and Electro-pneumatic
Assemblies
 P/L-2161, System Parts List
 W/D-2161, System Wiring Diagram
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3 SYSTEM OVERVIEW
The CCB II brake control system is a network-based, electro-pneumatic air brake system designed for
AAR compliant main line freight and passenger locomotives. CCB II utilizes a Line-Replaceable Unit
(LRU) design approach based on a distributed architecture. Each LRU module contains embedded self-
diagnostic capabilities. CCB II incorporates a number of redundant functions, and has the unique ability
to identify, reconfigure, and back-up key components in the event of failure. A Locomotive Cab
Display Module (LCDM) is installed in each cab for display of the air brake data as well as operator
interface for system setup and monitoring.
The following block diagram depicts the CCB II architecture for the fully integrated system.
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Figure 1 CCB II Brake Control
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The CCB II system consists of seven primary components: two Electronic Brake Valves (EBV), one
for each cab, one Extended-Integrated Processor Module (BIPM), one Relay Interface Unit (RIM) and
one Electro-Pneumatic Control Unit (EPCU). The EBV provides the man-machine interface to the
automatic (train) and independent (locomotive) brake controls. The BIPM is the brake system’s central
computer. The BIPM manages the electronic interfaces between the brake system and Locomotive Cab
Display Module, and general locomotive inputs and outputs. The RIM interfaces the BIPM low level
drivers to the locomotive local controls. The EPCU includes eight LRUs, which manage the locomotive
pneumatic interfaces, including the locomotive’s brake cylinders, brake pipe, IA&R and 13 pipe. The
CCB II design incorporates the Echelon LonWorks network technology to interconnect each LRU.
These LRUs are in a constant state of communication with one another, actively controlling a number of
functions.
Control of the Lead/Trail functions with features of brake pipe cut-in/cut-out, and brake pipe pressure
maintain/not maintain is accomplished through the LCDM menu selected by the soft keys located on the
operator’s console. The CCB II system with LCDM also performs several diagnostic functions, Self
Test, Calibrations, and Fault and Event Flagging.
3.1 CCB II SYSTEM COMPONENTS
3.1.1 Locomotive Cab Display Module
Locomotive Cab Display Module (LCDM) is the prime operator device. It is designed as a panel mount
for installation on the locomotive driver’s console. It consists of a single rugged, sunlight-readable 10.4
screen with eight function keys housed within a self-contained enclosure, known as soft keys for menu
selection. For CCB II, the LCDM is used for the selection of the Air Brake Mode, Brake Pipe Cut-
In/Cut-Out, Passenger/Freight, ER Regulator Set Point, BP Pressure Maintain/Not Maintain, Air Brake
Diagnostic Logs, and System status and alarm display. The screen displays real-time pressure values for
the equalizing reservoir, brake pipe, main reservoir, brake pipe flow and brake cylinder. The basic
menus are displayed in Spanish language or English is second language.
There are two LCDMs on the locomotive, one for each cab. The cab switch contacts of an interlock
relay controlled by Dloco’s TCMS* shall be provided by the locomotive supplier for powering up one
cab’s LCDM at a time. As a cab’s LCDM is powered up, at the time operator’s entering the locomotive
number (LOCO No., which includes the unit identity A or B), the cab’s unit identification (i.e. A or B)
will be recognized, and the very cab’s EBV will be set as an active unit, while the LCDM in the other
cab is still being powered off and its EBV inactive.
* There is a master key ON-OFF switch on each cab’s console. The driver turns on a master key (The
master controller must be in Neutral position.) in a cab to select the cab as the operating cab. The TCMS
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will allow only one cab operative at a time. The TCMS ignores the key action in the second cab if it is
turned into an active state while the first cab is still active. Only the master key being turned on from the
status that both master keys are in OFF position will be valid.
Figure 2 Locomotive Cab Display Module (LCDM)
3.1.2 Electronic Brake Valve (EBV)
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The man-machine interface (MMI) for the CCB II brake system is the Electronic Brake Valve (EBV).
The EBV contains handles for operation of the Automatic and Independent brakes. The EBV is
connected to the distributed LON network and communicates with the five “intelligent” modules of the
Electro-Pneumatic Control Unit (EPCU) in real-time. The EBV also contains a cam-actuated pneumatic
valve, which will create a pneumatic emergency when the automatic brake handle is positioned to
Emergency position, regardless of the presence of locomotive or battery power.
The style of EBV is a desktop (horizontal) configuration. See Fig 3 Desktop Style EBV. The automatic
brake handle will be on the left side and the independent brake handle on the right side with the legend
plate in the middle. The legend plate has handle positions designated in Spanish language.
Both automatic brake and independent brake handles shall be pull to apply and self-lapping. The
automatic brake handle contains detents at positions as Running, Minimum Braking, Full Service
Application, Suppression, Multi-Unit, and Emergency Application. Between Minimum Braking and Full
Service Application is the Service Application Zone. The automatic brake handle can be locked in MU
position when the EBV is in the non-operating cab of the locomotive. Once the EBV is locked, the
Automatic handle can not be moved to either direction, resulting in all the functions being disabled,
including the emergency braking (by the handle movement). The independent Brake handle contains
detents at positions as Running, and Full Braking. Between Running and Full Braking is the Braking
Zone. The bail off function activated by canting the independent handle aside while it is in the Braking
Zone will result in bail off of the portion of braking imposed by the automatic brake control, while the
braking portion imposed by independent brake control remains. Canting the independent brake handle at
the Running position will completely release locomotive brake cylinder pressure applied by the
movement of both automatic brake handle and independent brake handle. “Emergency Application” is
marked in red to remind the engineer of the particular functions. Figure 3 on the next page shows the
front view of an EBV.
Two EBVs are provided; one for each cab. The EBV in the cab where the LCDM is powered up will be
active for control use, while the EBV in the other cab will be inactive. A locking pin is provided to
enable locking the handle in the “MU” position on the inactive EBV.
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Figure 3 Desktop Style EBV
3.1.3 Extended -Integrated Processing Module (BIPM)
The BIPM Module contains the system electronics, processor, relay driver circuits, and I/O boards that
interface with the LCDM, RIM module, EBV module, and EPCU. The IPM is the central processor for
the CCB II system.
There are nine LED indicators on the front of each BIPM, which provide operational feedback of the
system. There is also a portable test unit (PTU) connector interface on the front of the BIPM. This can
be used for accessing a data logger function for troubleshooting or downloading new software. The
BIPM module meets the mechanical requirements of the LSI specification. The IPM Module size is four
MCU as defined by the LSI specification.
The BIPM is the main computer for the brake system. It manages all interface tasks with the LCDM,
and transmits brake commands to the EPCU via the LON network.
Section five contains a description of the inputs and outputs of the BIPM for the CCB II system. The
voltage / switching levels of the BIPM inputs and outputs are not subject to customization.
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Figure 4 Integrated Processor Module (BIPM)
3.1.4 Power Junction Box (PJB)
The Power Junction Box (PJB) contains a DC/DC power converter and terminal st rips. It supplies 110
VDC power to EPCU and other possible extended devices, and the DC/DC power converter converts the
nominal locomotive battery voltage 110 VDC to 66 VDC for supplying to the BIPM.
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3.1.5 Cable Junction Box (CJB)
The Cable Junction Box (CJB) is a junction box used to fit the application for a dual-cab locomotive. It
branches the cable connections from BIPM to the LCDM in each cab.
3.1.6 Relay Interface Module (RIM)

The RIM is a LSI standard enclosure, which handles inputs and outputs for local locomotive interlocks.
The RIM may contain up to seven relay outputs, which are driven by the BIPM low level drivers. For
details of signals, refer to 3.2.1 IPM discrete inputs and outputs
3.1.7 Electro-Pneumatic Control Unit (EPCU)
The EPCU consists of electro-pneumatic or pneumatic valves, which control the pressures of locomotive
pneumatic pipes (and reservoirs or volumes). These valves are functionally grouped and modularized
into “line replaceable units” (LRU’s). Five of these LRU’s are “intelligent” and communicate via the
network:
 The Equalizing Reservoir Control Portion (ERCP) provides brake pipe pressure control via
equalizing reservoir pressure changes, including overcharge function.
 The 16 Control Portion (16CP) provides brake cylinder control pressure, and ER Back-Up
control.
 The Brake Pipe Control Portion (BPCP) contains the brake pipe relay and provides BP Cut-
In/Cut-Out, BP pressure Maintain/Not Maintain features, as well as activation of emergency
brake.
 The 20 Control Portion (20CP) provides brake cylinder equalizing pipe pressure for multi-
unit control.
 The 13 Control Portion (13CP) contains bail off command pressure internally.
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The EPCU also contains:

 The Brake Cylinder Control Portion (BCCP) which houses the brake cylinder relay.
 The Power Supply Junction Box (PSJB) which contains the EPCU power supply.
 The DB Triple Valve (DBTV) which provides the pneumatic backup in the event of an
electronics failure.
Additionally, the EPCU contains a Dead Engine Regulator (DER), which allows main reservoir
charging from brake pipe on a dead (non-powered) locomotive. The EPCU contains filters for main
reservoir air as well as air to the BCEP and control LRU’s. Air supply to the brake pipe relay is
conditioned by a screen element.
Figure 5 Electro-Pneumatic Control Unit (EPCU)
3.1.7.1 Power Supply/Junction Box (PSJB)
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The PSJB is the electrical interface for the EPCU’s intelligent or electronic control portions. The DC to
DC converter is located within the PSJB to reduce the locomotive’s supply voltage of 110 VDC to 24
VDC. The PSJB provides the distribution cabling connection from the BIPM and EBV to the control
portions.
3.1.7.2 Equalizing Reservoir Control Portion (ERCP)
The ERCP electronically develops the control of the equalizing reservoir (ER) pressure in response to
the automatic brake handle command of the EBV when in the Lead/Cut-In mode of operation or in
response to a penalty command. In Trail mode operation, the ER pressure is reduced to 0 kPa. The
ERCP is also arranged to exhaust ER to 0 kPa in the event of a power failure.
ER and MR pressures are determined by pressure sensors on the ERCP for display to the operator via
the LCDM or gauges. In the event of MR sensor failure the MR sensor located on the BPCP will be
used to read the pressure for the operator’s display.
The 16CP is arranged to provide the ER pressure control in the event of failure of the ERCP control of
the ER pressure, known as ER Back-Up.
The ERCP incorporates a ‘Dead Engine Fixture’ that allows the main reservoir to be charged to 250 kPa
(36 psi) from brake pipe when mechanically cut IN to limit brake cylinder pressure development in dead
engine operation. The Dead Engine Regulator shall be marked “DEAD ENGINE.” The cut-in position
shall be labeled “IN” and the cut-out position shall be labeled “OUT.” Labels will be in English and
Spanish.
3.1.7.3 Brake Pipe Control Portion (BPCP)
The BPCP receives the ER pressure from the ERCP for the mechanical development of train brake pipe
pressure. An ER/BP relay develops the brake pipe pressure following the pressure variation of ER
command at a high flow capacity.
The flow of MR to BP is monitored for display to the operator on the LCDM or flow meter. Flow rate is
displayed to the operator in units of Cubic Meter per Minute (CMM) on a scale of 0-2.5.
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The BPCP provides isolation of the train brake pipe from the ER/BP relay when in the Lead/Cut- Out
and Trail modes, as well as in the detection of an emergency brake application. The brake pipe cut out is
electronically controlled. In the event of a complete power failure the ER/BP relay is cut in, allowing it
to exhaust at a service rate. When ER reduces to approximately 69 kPa (10 psi) the ER/BP relay will be
cut out. Brake pipe will then remain cut out for trail operation.
The BPCP’s isolation of the air supply from MR to the train brake pipe via the ER/BP relay is also
effective during lapping while the automatic brake handle is commanding a brake application if the
Brake Pipe Pressure Maintain/Not Maintain is set to “NO MAINT”. However, the BPCO (Brake Pipe
Cut Out Valve) will be cut in momentarily when the automatic brake handle is commanding more BP
reduction for further brake application following an additional ER reduction.
In the event of power failure when in Trail mode of operation, the brake pipe shall remain in the Cut-
Out position. Brake pipe will not be reduced due to a power loss in Trail.
The BPCP may initiate an emergency brake application electronically on command from the EBV or
BIPM as redundant to the mechanical EBV initiation.
Brake pipe pressure is sensed by the pressure transducer BPT on BPCP for display to the operator via
the LCDM and for developing the locomotive’s automatic service brake cylinder pressure. In the event
of failure of the BPT on BPCP, the BPT sensor located on the 16CP is utilized.
3.1.7.4 No. 16 Control Portion (16CP)
The 16CP electronically develops the brake cylinder (BC) control pressure for the locomotive in
response to brake pipe pressure reductions, brake cylinder equalizing pipe pressure, ‘bail’ command,
and directly from the positioning of the EBV handles in the braking zone when in Lead mode of
operation. When in Trail mode, BC control pressure is developed from the brake cylinder equalizing
pipe (BCEP) pressure. In trail mode, the 16CP does not develop pressure in response to brake pipe (BP)
pressure reduction, other than a drop of BP less than 140 kPa (20 psi) and the PS-MREP senses a MREP
pressure loss.
When in Lead/Cut-In or Lead/Cut-Out, BC command pressure is developed at a ratio of approx. 2-1/2

times the reduction of brake pipe. Brake cylinder pressure is limited to a maximum of 440 kPa (64 psi)
until brake pipe pressure is decreased to less than 140 kPa (20 psi), below which brake cylinder pressure
is developed to maximum of 450 ± 15 kPa (65 ± 2 psi).
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The BC command pressure is released on a 14 kPa (2 psi) increase of the brake pipe, on a ‘bail’
command.
The 16CP is arranged to exhaust the electronic brake cylinder control pressure in the event of a power
failure. The locomotive brake cylinder is then controlled via the DBTV (if Lead) or from the 20CP pilot
pressure to the BC relay.
Whenever brake pipe pressure is less than 140 kPa (20 psi), the Emergency Limiting Valve (ELV) will
pressurize brake cylinder pilot pressure to a regulated value of 450 ± 15 kPa (65 ± 2 psi) for developing
an emergency brake cylinder pressure. However, this pressure may be bailed-off when the MREP
senses a normal MREP pressure on Trail mode. If the MREP pressure gets lost, say in a break-in-two
situation, the bail-off feature will be disabled, and the system will respond to an emergency brake
application triggered by rapid BP pressure venting to develop an emergency BC pressure of 450 ± 15
kPa (65 ± 2 psi). This BC pressure will not be released on a trailing unit unless the brake pipe is charged
to above 140 kPa (20 psi).
The 16CP incorporates the locomotive’s brake cylinder pressure sensor and a back-up of the primary
brake pipe pressure sensor (BPCP redundancy).
In the event of failure of the ER Control Portion, the 16CP is isolated from the brake cylinder and
rerouted to the equalizing reservoir by actions of 3 magnet valves (de-energizing MV16 and MVER
while energizing ERBU). The 16CP then takes over control of the equalizing reservoir pressure. The
function of the brake cylinder pilot pressure development is then handled by the DBTV. This mode of
operation is referred to as “ER Backup”, and allows the engineer to continue the mission in the presence
of an ERCP failure.
The 16CP will develop brake cylinder pilot pressure directly from the EBV independent handle position
in the event of failure of the 20CP. This will develop appropriate BC pressure on the lead locomotive
but will not pressurize the BCEP for development of BC pressure on trailing locomotives. A crew
message will be posted on the LCDM warning the operator of the condition. This mode of operation is
referred to as “20 Backup”, and allows the engineer to continue the mission in the presence of a 20CP
failure.
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The 20CP electronically develops the Brake Cylinder Equalizing Pipe (BCEP) pressure for both lead
and trail locomotives in response to brake pipe reductions, ‘bail’ command and directly from the handle
positioning of the independent brake handle of the EBV when in the Lead-Cut In/Out mode of
operation.
BCEP command pressure is developed at a ratio of 2-1/2 times the reduction of brake pipe pressure.
The BCEP pressure calculated due to brake pipe reduction is released on a 14 kPa (2 psi) increase of
brake pipe or on a ‘bail’ command.
BCEP pressure is developed directly to the command of the EBV independent brake handle from 0 kPa
in the Running position and fully variable in the braking zone up to the Full Braking pressure of 300 kPa
(44 psi).
BCEP pressure is developed to the higher pressure of a service brake application or an EBV independent
brake command.
The 20CP controlled by IPM also responds to a DBI signal (high) once the electrical dynamic braking is
on from Dloco TCMS to release the BCEP pressure developed by applied air braking, and to restore it
upon the DBI signal is off (low).
The 20CP is arranged to ‘lap’ in the event of a power failure, neither exhausting nor supplying the
BCEP. As the 20CP is active only in a Lead condition, the failure to exhaust (release) would indicate a
constant brake cylinder pressure on the LCDM or the gauge. While in a 20CP failure, the 16CP will
develop BC pressure directly from the independent brake handle command for lead locomotive braking,
but BCEP will not be pressurized.
The 20CP is not active on a Trail unit and will remain in a ‘lap’ mode.
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3.1.7.6 Brake Cylinder Control Portion (BCCP)
The BCCP receives a brake cylinder command pressure from the 16CP and/or the BCEP for the
mechanical development of brake cylinder pressure. A brake cylinder relay develops a pressure supply
(96%) equal to the command from MR at a high capacity.
There is a DBI-1 Magnet Valve on BCCP. DBI-1 MV will be energized by Dloco TCMS to block the
air passage of #16 pipe and vent the #16 pressure of BCCP when the electrical dynamic braking is
ramping up. It will be de-energized when the dynamic braking is fading down (Dloco is to set the
thresholds for “ramping up and fading down). Meanwhile, the CCB II nodes will respond to DBI signal
with control of #20 pipe pressure in the same way as #16 pipe. In this way, this interlock feature will
avoid over-braking on the wheels by the superposition of dynamic brake and air braking. In the case of a
power loss, BCCP will have the brake cylinder line link with the BCEP by PVPL, so that the trail
locomotive will get brake application as the lead. PVPL will be activated when the pressure in the
ERBU line is 69 kPa or higher. As power loss penalty happens, the No 60 choke banks the ERBU
pressure, so that PVPL in the lead locomotive will link its BC with BCEP to develop BCEP pressure for
trail locomotive’s development of BC pressure.
The 13CP pressurizes the actuating pipe passages internal to the EPCU for the mechanical ‘bail’ on
command from the EBV when in Lead mode of operation. As the independent brake handle is canted
aside, the bail function is activated. Once the handle is released from canting the bail command is
released.
The 13CP is arranged to exhaust on the loss of power to allow the brake cylinder pressure to be
developed by DBTV according to the brake pipe reduction.
The 13CP contains the control (ERBU magnet valve) to switch the 16CP electronic pressure output to
function in place of the ERCP’s failure to take over the control of the ER pressure.
The 13CP also provides internal pressure to allow bail in ER Back-Up and BC Back-Up when in Lead
via the BO POV (within the DBTV).
The 13CP in trail mode has the MV13S energized continuously by software control as long as the
MREP signal to the IPM is high (+110vdc). With MV13S being energized, the trail locomotive’s Brake
Cylinder pressure is dependent on the Lead Locomotives application of BCEP. If the locomotive
consist has a Break-In-Two, the MREP switch will lose pressure and the IPM input will be set to (0vdc).
When this signal goes low the software will de-energize the MV13S and allow the Brake Cylinder to be
achieved by the trail locomotive’s 16CP.
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3.1.7.8 DB Triple Valve (DBTV)
The DB triple valve provides a pneumatic backup of 16 pressure to pilot the brake cylinder relay in the
case of electronics failure. The DBTV charges an auxiliary reservoir on the EPCU from brake pipe
pressure. When the brake pipe pressure reduces, the DBTV ports air pressure from the auxiliary volume
to the 16TV pipe at a level proportional to the BP reduction. When a full service application is made, the
DBTV will equalize the auxiliary reservoir with the 16TV pipe and the No. 3 volume, achieving the full
braking by equalization.
3.1.8 Associated Components
3.1.8.1 #8 Vent Valve
A #8 Vent Valve is incorporated in the brake pipe where it is remote from the tee that branches to the
EBV. It is a high capacity venting device to ensure rapid propagation of the BP reduction in an
emergency application.
3.1.8.2 NBII B Brake Application Valve
Since the EPCU is mounted away from both cabs, an NBII B Brake Application Valve is installed in
brake pipe at the each cab end of the locomotive. The pilot pressure for each NBII B valve is connected
to the 21 pipe at the EBV in the respective cab. When the automatic brake handle is placed in the
emergency position, the venting of 21 pipe at the EBV will open a BP venting valve in the NBII B Brake
Application Valve, thus triggering a BP reduction at an emergency rate.
3.1.8.3 Emergency Magnet valve
An Emergency Magnet Valve is mounted external to the ECPU and connected to the 21 pipe in the
BPCP which is controlled by BIPM. This EMV is trainlined for implementing an emergency brake pipe
reduction commanded by sources calling an emergency application.
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3.2 DESCRIPTION of SIGNALS
3.2.1 BIPM DISCRETE INPUTS AND OUTPUTS
The BIPM has provision for up to eight discrete inputs and eight discrete outputs. The voltage levels
shown below are not subject to change. The function of the inputs and outputs, however, can be
somewhat customized to meet customer options and requirements of the locomotive system. System
2161 I/O function is shown below.
3.2.1.1 INPUTS TO BIPM (PORT J4) VIA RIM J4
Inputs 2 and 3 are the 110 V DC feed-back signals for monitoring LCDM power-up status from the cab
switch relay controlled by Dloco’s TCMS. They are reduced to 24 V DC at RIM for the IPM to read.
BIPM RIM NOM. BINARY NAME DESCRIPTIO LOGIC

INPUT – J4 VOLTS THRESHOLD/ N
# PIN DEBOUNCE
NO.
1 N/A 24V above 9V = “1” BOD Binary Output 1=enable PCS

0 / 0 ms Disable 0=disable PCS
N/A -24V BOD
return
2 C 74V/ above 32V=“1” Cab A Cab A LCDM 1=LCDM A Powered-Up
110V 200 / 600 ms Power-Up Power-Up feed 0=LCDM A not powered
back
D -74V/ A Power-
110V Up return
3 E 74V/ above 32V=“1” Cab B Cab B LCDM 1=LCDM B Powered-Up
110V 200 / 600 ms Power-Up Power-Up feed 0=LCDM B not powered
back
b -74V/ B Power-
110V Up return
4 F 74V/ above 32V=“1” Spare
110V
G -74V/ Spare
110V
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5 H 74V/ above 32V=“1” Spare

110V
d -74V/ Spare
110V
6 J 74V/ above 32V=“1” Zero Speed 5 second 1= Zero speed read
110V 0 / 0 ms delayed 0= Speed > logic zero
Termination of
Sanding
K -74V/ Zero Speed
110V Return
7 L 74V/ above 32V=“1” DBI 1 DBI Type 1 1=release BCEP
110V 0 / 0 ms Implementatio 0=BCEP normal
n
f -74V/ DBI
110V Return
8 M 74V/ above 32V=“1” MREP No Emer. Bail- 1=MREP charged
110V 0 / 0 ms off in Trail 0=MREP pressure loss
when Break-
In-Two
N -74V/ MREP
110V Return
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3.2.1.2 OUTPUTS FROM BIPM (J4)
The BIPM has eight binary outputs. When a “1” is written to a bit location corresponding to an output,
a driver will switch ON. This causes the output to go LOW (0.0V) and apply 66V power to the relay or
solenoid coil attached to the output. A “0” causes the driver to switch OFF. This causes the output to
go HIGH (+66V) and remove power from the externally attached relay or coil. In certain cases, the
output is conditioned by a resistor circuit board within the RIM; refer to W/D-2161.
The following table contains system 2161 BIPM output (to RIM) logic.
IPM NAME DESCRIPTION OUTPUT LOGIC

J4 -
PIN
NO.
1 B Spare Spare for future expansion

2 C PCS Power Cutoff Switch 1=enable traction
0=disable traction
3 D EMV Emergency Magnet Valve (EMV) 1=Cut In emergency and BP>138 kPa
0=Normal Operation
4 F Trail Fault 0 = normal operation
1 = CCB II Malfunction
5 G BCPS/IBS Notify TCMS when target BC from

IND=90kPA increasing. (70kPa dec. =
0) Used for ED cut-off.
6 H Spare Spare for future expansion
7 J Spare Spare for future expansion
8 K Spare Spare for future expansion
3.2.2 BIPM to Operator Display
Communication between the BIPM and the LCDM shall be per NYAB Specification S1493S12. The
communication interface will be via RS422 HDLC. All messages shall be per LSI Communication
Specification and modified where required to meet the application.
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3.2.3 PNEUMATIC SIGNALS
EPCU pipe/line connections are identified as follows:
BC Brake Cylinder Pipe

BCCO Brake Cylinder Pressure Pipe Downstream of Cut-off Cock
BP Brake Pipe
BPVV Brake Pipe Pressure at Locomotive Vent Valve
ERG Equalizing Reservoir Gage Provision
EX Exhaust
MR Main Reservoir
MREP Main Reservoir Equalizing Pipe
20 Brake Cylinder Equalizing Pipe (BCEP)
21 Safety Control Pipe to EBV pilot valve
4 SYSTEM REQUIREMENTS
4.1 Functional Description
4.1.1 Cab Operation Set Up
There is a cab switch on the locomotive for selection of Cab-A or Cab-B as an operating cab. Once the
operator turns on the Air Bake Circuit Breaker, the LCDM on the selected cab, which depends on the
position of the Cab Switch, will be powered up. The system will be in a power up penalty state, and the
locomotive brake cylinders will develop a pressure of 450 ± 15 kPa. Once the locomotive number with
the cab designation letter A or B is entered by the soft key into the LCDM in the selected cab (A or B),
corresponding EBV with the same designation will be set active, and the other EBV is disabled. Any
position change made to the cab switch setting will impose a Cab Change Penalty, and the BC will
develop a pressure of 450 ± 15 kPa with a screen message to prompt a reset by moving the Automatic
Brake handle to the Suppression position for one second. This provides a protection from an accidental
cab switch position change while the train is running.
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Dual Cab Error Detection

In addition to the configuration message from the LCDM, there is hardwire inputs from the key switch
into discrete IPM inputs. These are IPM inputs 2 and 3, CAB_A and CAB_B. Errors are detected as
follows:
Active Cab CAB_A CAB_B Fault
End (from Status
LCDM)
A Asserte Negated No fault
d
A Negated Asserte Fault
d
A Asserte Asserte Fault
d d
A Negated Negated Fault
B Asserte Negated Fault
d
B Negated Asserte No fault
d
B Asserte Asserte Fault
d d
B Negated Negated Fault
For any of the fault conditions described in the table, fault number 108 shall be logged in the IPM fault
log. A crew message AIR BRAKE FAULT – CAB A/B EQUIPMENT MISMATCH - 108 shall be
displayed to the operator. A penalty brake application shall occur. The penalty source may be cleared
by restoring the IPM inputs and LCDM input to a “No fault” state as described above.
.
4.1.2 Brake Mode Set Up
The LCDM is the operator’s interface to SET UP the brake mode. It also provides the operator’s braking
pressure feedback. The LCDM displays, in kiloPascals (kPa), the Main Reservoir (MR), Equalizing
Reservoir (ER), Brake Pipe (BP) and Brake Cylinder (BC) pressures, and displays BP Flow in cubic
meters per minute (CMM). Brake System ‘prompts’ or messages are provided to the operator as
required.
There are three brake system mode setups to select: Lead Cut-In, Lead Cut-Out or Trail. There are
additional setup functions for Freight/PASS, ER Regulator Set Point (which leads to a further action for
a specifically chosen pressure as the ER Set Point), and setting of BP pressure Maintain/No Maintain.
4.1.3 FREIGHT/PASS Functionality
FREIGHT
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This feature has all automatic brake functions active and will function with a direct release of
Brake Pipe and Brake Cylinder pressures.
PASS
This feature has all automatic brake functions active and will function with a graduated release
of Brake Pipe and Brake Cylinder pressures.
Note: If PASS mode selected, BP will default to BP Maintaining Mode.
4.1.4 ER Regulator Set Point
The ER Regulator Set Point sub-menu commands the ER pressure set point. Only a choice of 500 kPa is
given, and it can be set from 500 to 650 kPa (73 - 87 psi), in an increment of 10 kPa (1.4 psi).
Note: Selection of FREIGHT or PASS mode and 500 kpa are completely independent functions.
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4.1.5 Brake Pipe Pressure Maintaining feature
The Brake Pipe Pressure Maintain/No Maintaining feature gives the operator a choice of compensating
or not compensating the leakage in the train brake pipe during lapping after a certain BP reduction is
made.
When the BP MAINTAIN/No MAINT is set at MAINTAIN, the BP pressure will be maintained at the
targeted ER level set by a service BP reduction. The BP leakage will be compensated by the supply from
the main reservoir via the ER/BP relay. This provides means for applying continuous braking to attain a
steady speed operation on long grade.
If it is set at No MAINT., the BP Cut-Out Valve will be closed whenever the system is in service lap,
hence isolate the air supply from MR to BP. When an application is made, the relay will cut back in to
allow the brake pipe reduction, then cut back out upon achieving self service lap. This is can used to
test the BP leakage or when the cycle braking method is implemented on grade operation.
Note: If No Maint. Mode is selected then the Freight/Pass Mode will default to FREIGHT.
4.1.6 Brake Handle Positions
4.1.6.1 Automatic Brake Handle
The Automatic Brake handle positions are detent Running, detent Minimum Braking, variable service
application zone to detent Full Service Application, detent Suppression, detent Multi-Unit, and then
detent Emergency. When located on the cab console of the operator, the handle is ‘pull’ toward service
application zone or the Emergency position for application, and ‘push’ to the Running position for
release. There is a locking pin with its lanyard attached to EBV for locking the Automatic Brake handle
in the MU position.
The corresponding ER pressure (automatic brake command) is shown in Section 5 System Air Pressure
Requirements, 5.2. Equalizing Reservoir, on Page 42.
In the Running position, the brake pipe is being charged to ER set point pressure, the brake cylinders
being released and the auxiliary reservoirs being charged, resulting in release of train brakes.
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When the automatic brake handle is placed in the service application zone, brake pipe gets the
commanded reduction according to the handle positioning in the zone. The ER/BP relay then reduces
BP pressure at the service rate and assumes self-lapping once the target reduction is reached. At the end
of service brake application zone, ER is reduced to the Full Service Application pressure.
Suppression position is provided for reset of penalty brake applications so that a release action can be
accomplished. In this position, the ER/BP relay assumes a full service BP reduction.
MU (Multi-Unit) position is intended for placement of the automatic brake handle when the brake
system is configured for Trail or power off operation. At MU position, the ER is reduced to zero at the
service application rate, and includes the suppression function.
There is a locking hole on EBV in the MU position, into which a locking pin can be inserted to prevent
the movement of the automatic brake handle in either direction when the EBV is not intended to be
operative.
In the Emergency position, EBV mechanically opens a pilot line to the EPCU (PVEM) that causes the
rapid exhaust of BP pressure to initiate an emergency brake application. With the locking pin inserted
into the locking hole at MU position, the emergency brake application cannot be activated by the EBV
handle.
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4.1.6.2 Independent Brake Handle
The Independent Brake handle positions are detent Running, and variable braking zone to detent Full
Braking. When located on the cab console of the operator, the handle is ‘push’ toward the Running
position and ‘pull’ to the Full Braking position.
The corresponding locomotive brake cylinder pressure command is:
FREIGHT/PASS
EBV IND HANDLE POSITION BC PRESSURE
RUNNING 0 kPa
BRAKING ZONE 0 to 300 kPa (44 psi)
FULL BRAKING 300 kPa (44 psi)
The independent brake handle incorporates the ‘bail’ feature by canting the handle aside in the braking
zone. When the service quick release is activated by canting the handle aside (spring loaded position),
the portion of brake cylinder pressure that has developed due to automatic braking (brake pipe pressure
reduction) will be released, while the portion of brake cylinder pressure developed due to independent
brake handle positioning will remain applied. The service quick release function is non-reapplying, i. e.
the released portion of brake cylinder pressure is not restored upon release of the spring loaded handle
from canting. The bail function is non-resetting unless in an emergency application.
The independent handle must be put into the Running position plus canting the spring loaded handle
aside to fully release the pressure of locomotive brake cylinders applied by both automatic braking and
independent braking, while automatic braking of the rest of the train applied by the automatic brake
handle during a service application retains.
4.2 ER/BP Pressure Control
The service reduction rate measured on graph for the Equalizing Reservoir is per the table below. Brake
Pipe pressure is to stabilize within ± 7 kPa (1 psi) of ER.
FREIGHT/PASS
ER Set Point Reduction Time
kPa (psi) kPa(psi) (sec)
500 (73) 500 - 360 (73-52) 5-7
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4.3 Automatic Brake Cylinder Development
Automatic Brake Cylinder pressure is developed at approximately 17 kPa (2.5 psi) brake cylinder
pressure per 7 kPa (1 psi) brake pipe pressure reduction.
Computer controlled service is limited to 440 kPa (64 psi).
The service brake BC pressure build-up time from 0 to 340 kPa measured by graph shall be 6~8
seconds.
Computer controlled Emergency is limited to 450 kPa (65 psi). A backup pneumatic device provides
emergency brake cylinder pressure in case of computer failure or loss of power, with ELV setting at 450
± 15 kPa (65 ± 2 psi).
4.4 Independent Brake
Brake Cylinder Equalizing Pipe (#20) conveys the multi-unit control of the brake cylinder pressure by
the lead locomotive.
Maximum pressure due to independent brake application is 300 kPa (44 psi).
Maximum pressure in BCEP is 450 kPa (65 psi), which is generated in an emergency brake application.
4.5 Brake Cylinder Pressure Development
BC Pressure development is based on 1:1 ratio of BCEP (#20). BC Pressure development is equal to or
the greater of independent or automatic brake.
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4.6 Emergency Brake Control
There are three basic types of emergencies, which provide redundant protection for safe operation:
1. Operator initiated - caused by the operator placing the automatic brake handle into the emergency
position.
2. Trainline initiated (break-in-two) - caused by detection of a break-in-two condition (which may be
caused by an actual brake pipe break), activation of the locomotive’s cab emergency valve or
energization of the emergency trainline. A BP reduction rate > 83 kPa (12 psi) /sec. nominal is
considered a break in two.
Break-in-two detection initiated emergency is sensed by BP reduction rate and result in a common
system response.
4.7 Emergency Detection Scenarios
FREIGHT/PASS Lead / Cut-In

Brake Valve Break In Two
MVEM (Emer. Mag.Valve) ON (until reset) ON (until reset)
Cut out BP Yes Yes
PCS OFF (immediately) OFF (immediately)
ER To zero Yes No
Timer to de-activate 60 seconds + handle 60 seconds + handle
Trail Mode
Operator Break In Two
MVEM ON OFF
Cut out BP Yes (note 1) Yes (note 1)
PCS OFF (timer) OFF (timer)
ER to zero Yes (note 2) Yes (note 2)
Timer to de-activate 60 seconds 60 seconds
Note 1: BP is always cut-out in lead/cut-out and trail modes.
Note 2: ER is always 0 kPa in trail.
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4.8 Bail Off

Bail off will release the brake cylinder pressure developed from automatic service brake pipe reduction.
The service application brake cylinder pressure is non-resetting after the bail command is deactivated.
The bail function is also available when a penalty application occurs.
In Trail mode, a MREP pressure switch sends a High signal through RIM to BIPM to hold off local BC
output from the DBTV when MREP is in the normal pressure range. This allows a trail unit to develop
BC pressure only in response to BCEP pressure from the lead locomotive. However, in a Consist break-
in-two situation, the hold-off function will be disabled due to the loss of MREP pressure, this will turn
the MREP signal to Low. Emergency brake cylinder pressure of 450 ± 15 kPa will be developed by
ELV, DBTV and BCCP. This BC pressure can not be released unless the BP pressure is raised to above
140 kPa.
The 13 pipe is an internal function only on the system in 2161 project; it is not externally piped.
4.9 Interlocks:
4.9.1 Dynamic Braking Interlock
The system will have provision for dynamic brake/air brake interlock. When the Automatic EBV
handle is moved out of Running and into a brake zone (Minimum application thru Handle Off), brake
cylinder will develop to the desired pressure required by the locomotive engineer automatic brake
handle. When the throttle controller handle is moved to E-DB brake, the DBI-1 brake signal (110vdc) is
transmitted by Dloco’s TCMS and sent to the BIPM and BCCP. This voltage will energize the DBI-1
MV on BCCP, which blocks the #16 pipe and vents #16 of BCCP to atmosphere. The DBI-1 signal is
also sent to IPM for releasing #20 pipe pressure, hence the brake cylinder will reduce to 0 KPA and
locomotive will slow down due to the dynamic brakes. Rim output #2 (PCS) is a normally closed relay
and has Emergency logic controlling the relay contacts. In normal service braking this relay is
energized allowing for traction enabled and for the DBI signal to pass from Dloco’s TCMS to the BIPM
and BCCP. When the DBI-1 signal becomes low, the previously applied BC pressure will be restored.
The low-DBI-1 signal will also cause the #20 pipe (BCEP) to be restored to previous value. Therefore,
the applied air braking before dynamic braking will be restored.
If at any time an Emergency Brake Application occurs (Automatic Brake Handle, Trainline or other
Emergency) the Rim output #2 will be de-energized by the BIPM and the DBI signal will be Cut-Off
thus negating the DBI signal and allowing brake cylinder to develop to 450 KPA.
4.9.2 Power Cut-Off Switch (PCS)
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Upon detection of any fault penalty command or emergency application, the power cut-off switch sends
a signal to the locomotive to disable traction power. This function shall be as follows:
 Immediate for any penalty brake application, Lead/Cut-In and Lead/Cut-Out

 Immediate for EBV initiated emergencies, Lead/Cut-In, Lead/Cut-Out, and Trail.
 Immediate for trainline activated emergency, Lead/Cut-In, Lead/Cut-Out, and Trail.
 Reset following 60 sec. timer and the handle is in Emergency, then out of Emergency,
Lead/Cut-In
 Reset following one (1) sec. timer after fault penalty is cleared and the handle is placed in
Suppression following a fault penalty initiation, Lead/Cut-In or Lead Cut-Out.
4.9.3 Reset of penalty brake condition by the CCBII
Upon receiving a penalty request for a service brake application a BP reduction of 100 kPa at the service
rate will be imposed.
A penalty brake application cannot be removed by a fault penalty clearing, until an additional automatic
brake handle action is made. The automatic brake handle must be set to the Suppression position for the
time period of at least one (1) second. Once reset, the EBV handle can be moved to Running position for
releasing the brake application.
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4.10 Operating Modes
Set up of the mode selection is done via the LCDM for three options: Lead-Cut-In, Lead-Cut-Out and
Trail. ER Regulator Set Point may be selected through the LCDM. ER responds to the automatic brake
handle command or penalty commands.
4.10.1 Lead/Cut-Out Mode
In this operating mode, the automatic brake functions are inactive. The locomotive in Lead/Cut-Out
mode can not control train brake operation. The Equalizing Reservoir pressure will follow the automatic
brake handle command, but the brake pipe pressure is isolated from equalizing reservoir. However, the
independent brake functions are still active. Full independent braking pressurizes BCEP to 300 kPa (44
psi).
The system operating mode may be set to Lead/Cut-Out, for standard BP leaking tests where the amount
of BP leakage is measured.
4.10.2 Lead/Cut-In Mode
4.10.2.1 General
Use the LCDM soft key to select the operating mode to Lead/Cut-In. In this operating mode, all the
automatic and independent brake functions are active.
The LCDM also displays ER Regulator Set Point and BP pressure Maintain/No Maintain. The operator
shall be prompted to adjust these settings as the operation requires.
Freight Mode
Any automatic brake handle movement into braking zone, including the Minimum Braking and the Full
Service and Suppression reduces ER pressure and consequently reduces BP pressure to apply the
locomotive and train brakes. The automatic brake handle must be moved to the Running position before
an ER pressure rise will be initiated.
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Pass Mode
Any automatic brake handle movement into braking zone, including the Minimum Braking and the Full
Service and Suppression reduces ER pressure and consequently reduces BP pressure to apply the
locomotive and train brakes. Moving the Automatic Handle towards the MIN position will increase ER
and BP and consequently decreasing BC in proportional steps. The automatic handle must be moved to
the Running position to develop ER pressure to the ER set value.
The 16CP responds to all brake pipe pressure reductions, BCEP pressure and ‘bail’ command to develop
the local locomotive brake cylinder command pressure as in #16 pipe.
The 20CP responds to brake pipe pressure reductions, ‘bail’ commands and directly to the position of
the independent brake handle to develop or exhaust pressure within the Brake Cylinder Equalizing Pipe
(BCEP), which is conveyed to the trail locomotives as well.
The BCCP, in turn, responds to the higher pressure of the BCEP or 16CP command to develop the local
locomotive brake cylinder pressure.
The independent brake handle may command the BCEP pressure build-up to maximum 300 kPa (44 psi)
at the Full Braking position. Placing the independent brake handle in the Running position and canting
the spring-loaded handle aside at the same time will completely release the brake cylinder pressure both
in the lead and trail locomotives.
The 13CP will supply the internal EPCU ‘bail’ command if the bail function is actuated.
4.10.2.2 Automatic Braking
Freight Mode
Moving the automatic brake handle toward the Running position will not increase ER until fully in the
Running position (direct release). The automatic brake handle must be placed into the Running position
to develop ER pressure to the ER set point value.
In the Lead/Cut-In mode, the BPCP will respond to any ER pressure variation, increase or decrease,
commanded by the automatic brake handle positioning, and BP will follow the ER pressure change to be
charged in Running position, or to have a reduction in the braking zone from the Minimum Braking to
the Full service application. Thus, the locomotive as well as the train brakes are performing
release/charging or braking with self-lapping according to the BP pressure variation as commanded.
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PASS Mode
Moving the automatic brake handle toward the Running position will increase ER from HO to MIN
(graduated release), brake cylinder will decrease in proportional steps towards 0 KPA. The automatic
brake handle must be placed into the Running position to develop ER pressure to the ER set point value.
In the Lead/Cut-In mode, the BPCP will respond to any ER pressure variation, increase or decrease,
commanded by the automatic brake handle positioning, and BP will follow the ER pressure change to be
charged in Running position, or to have a reduction in the braking zone from the Minimum Braking to
the Full service application. Thus, the locomotive as well as the train brakes are performing
release/charging or braking with self-lapping according to the BP pressure variation as commanded.
4.10.2.3 ER Charging Interruption Operation
The brake system will immediately cease charging Equalizing Reservoir when the handle is moved out
of the running position toward the braking zone, regardless of the final position of the handle. Example:
From a full service reduction, push the automatic brake handle to the running position, and then move
the automotive brake handle to Minimum Braking as ER is being charged to 480 kPa (70 psi), ER
charging will stop at 480 kPa (70 psi).
4.10.2.4 Service Automatic Bail
Actuating the bail function commands the release of automatic (due to BP reduction) brake cylinder
pressure. The 16CP and the 20CP will respond directly to the action of the independent brake handle
and through the internal pressure developed by the 13CP in response to the bail command. The trail
locomotive brakes will release, following the release of the BCEP pressure. However, the lead
locomotive brake cylinder pressure will be released when both the 16CP and the BCEP have released.
4.10.2.5 Penalty Service Braking
In the event of a penalty braking by the CCBII, ER will reduce to 0 kPa at a service reduction rate if the
automatic handle is in the Running position. The operator must take action to move the automatic brake
handle into the Suppression position for at least 1 second to reset the penalty braking before an intended
release of the brake application can be realized. The handle action will increase the ER reduction to Full
Service as a result.
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4.10.2.6 Emergency Braking
An emergency application may be initiated by placing the automatic brake handle to the Emergency
position from any EBV, or through a ‘break-in-two’ or pull apart of brake pipe hoses.
As any EBV automatic brake handle is placed in Emergency position, while it vents 21 pipe to trigger
NB 11 for a rapid BP venting, BIPM and BPCP will receive a signal through the network and energize
EMV and MVEM on BPCP, respectively. The energized EMV and MVEM will then vent BP locally to
trigger a rapid BP venting redundantly to ensure an emergency application. The BPCP will sense a rapid
rate of reduction of BP pressure and immediately provide brake pipe cut off for isolating the air supply
from MR. Meanwhile, the BIPM via the RIM will provide power cut off.
The 16CP will respond to a low BP pressure and develop 450 kPa (65 psi) BC command.
The 20CP will respond to a low BP pressure and develop 450 kPa (65 psi) BCEP pressure.
An emergency brake application on a lead locomotive requires reset. The automatic brake handle must
then be placed into the Emergency position to allow recovery. The emergency brake pipe cut off and
power knockdown will remain active for 60 seconds following the rapid BP reduction detection, and as
long as the automatic brake handle remains in emergency position.
A ‘bail’ command during an emergency brake application will not release the brake cylinder pressure on
a Trail locomotive when PS-MREP senses a pressure loss of MREP. In this situation, the BC pressure
developed by the emergency brake application will not be released until the BP is charged to above 140
kPa (20 psi).
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4.10.2.7 Independent Braking
When the independent brake handle is placed to Braking zone, the 20CP responds directly to the handle
position to develop pressure within the BCEP for application of brakes on the Lead and Trail units. The
16CP will respond to BCEP to develop local locomotive BC command pressure.
The BCCP responds to the greater pressure of the BCEP pipe pressure or the 16CP BC command
pressure to apply the locomotive brakes. The BCEP will convey the braking command to the trailing
locomotives to apply their brakes as the Lead unit does.
When the automatic brake handle is lapping in the service application zone, positioning the independent
brake handle in Running position will make BCEP pressure vent out completely. If at the same time,
canting the independent brake handle aside to activate the bail-off function, the #16 pressure will be
vented. Thus, the locomotive brakes, lead and trail, will completely release, while the train brakes
remain in their braking status.
4.10.3 TRAIL Mode
4.10.3.1 Set Up
The LCDM soft key shall be set to Trail. If not mechanically locked, the EBV handles are free to move,
though no action is taken other than an emergency initiation if the automatic brake handle is placed to
the Emergency position. The automatic brake handle should be placed to the Multi-Unit position and the
independent handle to the Running position.
This position cuts out automatic and independent brake control, except for the automatic emergency.
However, if the automatic brake handle is locked in MU position, it cannot be used to activate an
emergency brake.
The system applies brakes at a 1:1 ratio to the BCEP pressure conveyed from the lead locomotive.
41 of 56
4.10.3.2 General
The ERCP reduces ER pressure to 0 kPa.
The BPCP portion provides BP cut off electronically and mechanically due to the reduction of ER to 0
kPa.
The 13CP exhausts the internal EPCU ‘bail’ command.
The 20CP ‘laps’. Neither, supplying or exhausting the BCEP will happen.
The 16CP controls the BC command pressure in response to the pressure within the BCEP or to ELV
setting when brake pipe (BP) is less than 140 kPa (20 psi).
The BCCP develops brake cylinder pressure on the higher of the pressure of the BCEP or 16CP
command.
4.10.3.3 Automatic & Independent Braking
The brake cylinder pressure on a trail locomotive follows the lead locomotive commands via the BCEP.
The 16CP on a Trail locomotive does not develop a brake cylinder pressure command directly from BP
reduction. The 16CP develops a brake cylinder pressure command equal to the pressure sensed in the
BCEP pipe (as determined by the 20CP).
The BCCP will develop pressure directly, mechanically from the pressure within the BCEP or on the BC
command from the 16CP, whichever is greater.
Automatic BC pressure within the BCEP is released from the lead locomotive on a ‘bail’ command, thus
releasing the brake on the trail locomotive to the level commanded by the independent brake handle
application on the Lead. However, the brake pipe pressure must be developed to greater than 140 kPa
(20 psi) to release an emergency BC pressure if MREP pressure has been exhausted due to a break-in-
two.
4.10.3.4 Emergency Braking
In Trail, mode, during the normal operation, the MREP pressure switch senses the normally charged
MREP pressure and sends a High signal through RIM to BIPM. The BCCP will follow the pressure
within the BCEP from the Lead to develop 450 kPa (65 psi) brake cylinder pressure or to bail-off 16CP.
42 of 56
However, in a case of a break-in-two, MREP will lose its pressure. Thus, PS-MREP signal turns to Low,
causing BIPM to disable the bail-off function. Despite the BCEP pressure lost in break-in-two, an
emergency brake application triggered by rapid venting BP pressure will develop 450 ± 15 kPa (65 ± 2
psi) BC pressure through ELV, DBTV and BCCP. This brake cylinder pressure can not be released
unless BP pressure is charged to above 140 kPa (20 psi).
4.11 Graceful Cut-In
When Lead/Cut-In is selected, ER must be equal to or greater than BP pressure to proceed with cut-in
command. If ER is less than BP then the ER pressure will automatically charge to equal BP pressure,
prior to commanding cut-in. This prevents trainline emergencies due to cut in command. Once Cut-In is
executed, ER moves to the value commanded by the ER Set Point.
4.12 Loss of Power
4.12.1 Lead Modes
On loss of power to the EPCU, the ER will vent to zero at a service rate.
BC pressure is commanded by the output of the DBTV or ELV, whichever is greater.
When power loss occurs, Equalizing Reservoir Magnet Valve (MVER) is de-energized. The output of
the equalizing reservoir is routed to a rate controlling exhaust choke and to the topside of the PVPL in
the BCCP for pilot pressure. The MVER exhaust choke causes ER exhaust pressure to be banked
against the pilot operated PVPL valve until ER exhausts at a service rate below 69 kPa (10 psi). While
the PVPL is piloted, the output of the BC relay is connected to the BCEP, allowing the BCEP to be
pressurized in the same manner as the locomotive brake cylinders. When the EPCU loses power, the
20CP no longer can control the BCEP and is lapped; therefore the PVPL is implemented to apply BCEP
pressure at the same pressure as the locomotive BC. PVPL is also implemented during ER Back-Up
operation as a Lead locomotive when ER (ERBU) pressure is higher than 69 kPa (10 psi).
4.12.2 Trail Mode
On loss of power to the EPCU the system will continue to operate with no penalty. When power loss
occurs, 16CP is de-energized, shuttling the PVTV to allow the DBTV to pressurize 16 pipe from brake
pipe reductions. With the DBTV active, the trail locomotive brake cylinders will be applied based on
BCEP signal from the lead locomotive as well as reduction in brake pipe pressure.
4.13 Penalty Brake Control
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There are several possible penalty sources. Penalties may be suppressible or non-suppressible. Non-
suppressible penalties will occur when called for, regardless of handle position or BC pressure.
Suppressible penalties may be avoided/prevented by placing the automatic handle in the Suppression
position, or by having 172 kPa (25 psi) or more in the brake cylinders. Power-up, loss of power, and
fault penalties will cause ER pressure to decrease to zero at a service rate. For all penalties, the bail
function is available.
4.13.1 Types of penalties
4.13.1.1 Power-Up
This is a non-suppressible penalty that is enforced whenever either the EPCU or BIPM is powered ON.
4.13.1.2 Loss of Power
On loss of power to the EPCU or BIPM on a lead locomotive, the ER will vent to zero at a service rate.
This is a non-suppressible penalty. No penalty occurs for power loss to the EPCU in Trail.
4.13.1.3 Cab Switch Position Change
Any position change of the Cab Switch will cause an ER reduction to zero at a service rate, making BC
develop a pressure of 450 ± 15 kPa.
4.13.1.4 Air Brake Faults
On an air brake fault on a lead locomotive, the ER will vent to zero at a service rate. This is a non-
suppressible penalty. No penalty application will occur when the fault occurs on locomotive that is set to
Trail.
4.13.2 Penalty Reset

The penalty will be reset when all of the following conditions are true:
 Penalty source is removed.
 Handle is in Suppression position
 Penalty timer expires (one (1) second for penalty reset) - Note that timer does not start until
all other conditions are met.
4.14 BACK-UP MODES
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4.14.1 Brake Cylinder Back-Up (BCBU)
If the 16 Control Portion faults, the MV16 magnet valve will close. This will route pilot BC pressure
from the DB Triple Valve to the BC Control Portion. The DBTV is a basic device, which develops BC
pilot (16) pressure in response to brake pipe pressure reduction. BC development rates may be up to one
second slower than “normal” mode for service applications and one second faster for emergency
applications.
BC pressures developed in BCBU are different from those developed in “normal” (computer control)
mode, due to different “normal” operating ER Regulator settings (500 and 600 kPa) (73 and 87 psi). 16
pressure in BCBU is developed from the Triple Valve by equalization with volumes on the EPCU which
are pressurized according to the brake pipe charged pressure. The size of the #3 volume is typically
designed to replicate the normal computer controlled pressure, however in this case compromise was
required to accommodate different settings. Normal equalization would be 350 kPa, however system
2161 equalizes as follows:
For ER regulator set point set at 500 kPa (73 psi), BC will equalize at approximately 350 kPa (51 psi).
For ER regulator set point set at 600 kPa (87 psi), BC will equalize at approximately 422 kPa (61 psi).
On the LCDM, the operator will be informed “AIR BRAKE FAULT - BACKUP MODE ENGAGED”.
The brake system will be fully functional and can be used to complete the mission in any set-up mode
including Lead/Cut-In.
The 20CP also backs up the 16CP by pressurizing the BCEP in the same manner as the 16CP pilots
brake cylinder. Since the BCEP also pilots the BC relay directly, this provides an additional, redundant
back-up for brake cylinder development.
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4.14.2 ER Back-Up (ERBU)
The ER control and 16 control portions of the brake system are fully redundant. As an example,
suppose that the ER control portion is somehow damaged or fails during a mission. MVER will be de-
energized. As a matter of safety, a penalty brake application will be made. Then, MV 16 will be de-
energized and ERBU energized, thus, re-route the air within the brake manifold, so that the 16 portion
assumes the function of the ER portion for ER control. The pneumatic backup, performed by the DBTV
portion, will take over the function of the 16 portion. Upon clearing the penalty, the operator will be
informed via the LCDM “AIR BRAKE FAULT - BACKUP MODE ENGAGED -REDUCED
INDEPENDENT BRAKES”. The brake system will be fully functional and can be used to complete the
mission in any set-up mode including Lead/Cut-In. The 20CP also backs up the 16CP by pressurizing
the BCEP in the same manner as the 16CP pilots brake cylinder. Since the BCEP also pilots the BC
relay directly, this provides redundant back-up for independent brake cylinder pressure development.
4.14.3 Independent Handle Back-Up
If the 20 Control Portion faults, the 16CP will develop BC pressure directly from the independent
handle command allowing independent brake control on the lead locomotive only. In this mode of
operation, the BCEP pressure will be “lapped” at whatever pressure was present at the time of the 20CP
fault and BCEP will not respond to independent or automatic braking for development of brake cylinder
pressure on trailing locomotives.
4.15 FMEA
A Failure Modes and Effects Analysis for this system is documented within Air Brake Report AB-559.
This document explores all failure modes for single point failures and describes the system and train
effects of the failure in conventional mode.
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4.16 REMOTE SESSIONS
Remote Sessions are only available through the LCDM.

To enter the air brake remote session from the LCDM, the locomotive brake cylinder pressure must be
at least 172 kPa (25 psi.) The operator then selects the “Air Brake” button followed by the “Air Brake
Functions” button. After a brief pause, the Air Brake Remote Session screen appears on the display. At
this point, the operator is interfacing directly with the air brake computer. Within the remote session
there are buttons for “Fault Sum”, “Event Log”, “Flow Cal”, “Gauge Cal”, and “Control Cal” and “Self
Test.”
4.16.1 Fault Summary/Event Log
While in the remote session, the operator may check the fault summary screen to see the status of each
operational piece of the brake system. Within the remote session screen, the operator selects “Fault
Sum”. A screen is then displayed showing the status of all the modules or “line replaceable units
(LRUs) which make up the brake system. The screen displays a green “operational” or red “failed”
block beside each LRU. The fault summary monitors the following LRUs, which comprise the brake
system:
EBV, ER, BP, 20, 13, 16, BC, PSJB, DBTV, BIPM/LON
In addition to the fault summary, the operator can select “Event/Fault Log” to see a history of the events
and faults that the air brake system has detected.
4.16.2 Calibration
The maintenance staff can also perform a calibration of the flow transducer, the brake system
transducers, and the electronic brake valve, respectively. To calibrate the brake system transducers, for
example, the user selects “Gauge Cal”, enters the password, and “Accept”. The user then installs
calibrated air gauges onto test fittings on the brake manifold. Back on the locomotive display screen,
the user selects the transducer he or she wishes to calibrate. Next, select “Lo Limit” and the gauge
indication will reduce to zero kPa. Select “Read” and an X will appear in the Lo Limit parenthesis.
Next, select “Hi Limit” and the gauge indication will automatically increase to its high end value.
Select “Read” and the transducer pressure will be displayed on screen. Now compare the on screen
transducer pressure to the calibrated air gauge. Press the “Count Up” or “Count Down” buttons until the
displayed pressure matches the gauge pressure, then “Accept” and “Save”. The transducer is now
calibrated. You may calibrate another or press “Exit” to return to the main menu.
4.16.3 Self Test
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The maintenance staff can select the “Self Test” button to initiate an automatic test of the air brake
functions. After pressing “Self Test” and entering a password, the operator will see a screen which
allows him or her to select which modules of the brake system to test. If the operator does not select
modules specifically, the system will default to checking all of the modules. The operator then begins
the test by pushing the “Run” button. The brake system will go through a check on the functioning of
all selected modules, then display a message to the operator indicating either “Self Test Passed” or “Self
Test Failed”. The self test is further defined within NYAB document IP-205.
The 2161 system contains an additional self test check of the PVPL valve whenever 16CP and/or BCCP
self test is selected.
4.17 MISC. FUNCTIONALITY
This section is reserved for use as appropriate during the design review stages with the customer where
special functionality beyond the proposed specification is required.
4.17.1 LSI Compliance
The messages to the LCDM must be in accordance with the LSI standards, as the LCDM is designed to
function with LSI systems.
4.17.2 Crew Messages
Refer to NYAB Specification S-1707S01
4.17.3 Manufacturing Test Mode
The system shall have the ability to enter into a manufacturing test mode, to enable manufacturing to
confirm proper input and output and functionality without connecting the EPCU to a locomotive.
48 of 56
4.18. DIAGNOSTICS
A listing of the diagnostics and messages is found in NYAB document IP-205.
A special mention of a Cab Changeover Diagnostics is needed.
Dalian/Argentina locomotives have two cabs, Cab A and Cab B. Each cab has an EBV and LCDM
which are wired to a common IPM and EPCU. The CCB system must detect the following failure
modes:
 Both EBVs are programmed “A”
 Both EBVs are programmed “B”
 The locomotive number does not have “A” or “B” in it
If any of these above conditions exist, a fault code of “AIR BRAKE FAULT – CAB A/B EQUIPMENT
MISMATCH – 108” will be logged in the IPM.
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5 SYSTEM AIR PRESSURE REQUIREMENTS
5.1 Main Reservoir
Governor Setting: 750 kPa to 900 kPa (109-130 psi)

Dryer: An air dryer is highly recommended for maximum reliability and service life of the CCB II brake
system.
5.2 Equalizing Reservoir
ER set-up range: 500 kPa to 650 kPa

The default ER Regulator Set Point shall be 500 kPa.
From 500 kPa BP

Running 500
Minimum 450
(Note 1)
Service Zone 450 to 335
(Note 2)
Full Service 345 ± 10
Suppression Same as FS
Multi-Unit 0
Emergency 0
Note 1: 50 ± 7 kPa reduction for all from any set-up pressure.

Note 2: Full Service BP reduction based on 2/7 + 14 kPa of ER set point equalization
5.3 Brake Pipe
To be within ± 14 kPa of ER when Lead Cut-In

Emergency: < 200 kPa
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5.4 Brake Cylinder Equalizing Pipe (#20 Pipe)
Full Applied: 300 ± 15 kPa

Full Release: 0 kPa
Maximum pressure due to independent brake application is 300 ± 15 kPa
Maximum pressure in BCE pipe is 450 ± 15 kPa (65 ± 2 psi) which is generated in emergency.
5.5 Reservoir Requirements
All reservoirs are manifold mounted and supplied with CCB II system. No external control volumes are
required.
Volumes:
Auxiliary Reservoir = 435 cu. in.
16 Volume Reservoir = 60 cu. in.
#3 Volume Reservoir = 90 cu. in.
ER Volume Reservoir = 90 cu. in.
20 Volume Reservoir = 60 cu. in.
51 of 56
5.6 BC Pressure
The brake cylinder pressures for computer controlled brake application are listed as following:
From 500 kPa BP

Running 0
Minimum 70-100
(Note 1)
Service Zone 70-375
Full Service 360 ± 15
(Note 2)
Multi-Unit 360
(Note 3) then (450 ± 15)
Emergency 450 ± 15
(Note 3)
Independent 300 ± 15
(Note 4)
Note 1: Based on standard 50kPa minimum BP reduction, BC = 70-100 kPa

Note 2: BC build-up time from start to rise (on graph) to 340 kPa shall be 6-8 seconds
Note 3: Capped at 360 kPa with BP greater than 200 kPa. At BP less than 200 kPa, increase to
emergency pressure
Note 4: Equal to 1:1 of BCEP pressure or Max. as indicated.
In BC Back Up mode, the brake cylinder pressures for full service application depend on the equalizing
pressure. The equalizing pressures for ER regulator set point of 500 kPa are 345 kPa,
5.7 #13 Pipe
0 to max. MR pressure (internal function only for system 2161)
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5.8 Control Valves
5.8.1 Emergency Limiting Valve (ELV):

The ELV is the backup emergency pressure regulator. An emergency application will yield BC
pressures at 450 ± 15 kPa (65 ± 2 psi) as governed by the ELV, regardless of the state of charge of the
auxiliary reservoir.
5.8.2 DE Regulator Setting
The dead engine regulator setting controls the maximum charge of the main reservoir when being
charged from brake pipe in dead engine operation. The dead engine regulator for system 2161 shall be
set at 250 ± 7 kPa.
6 SYSTEM OPERATING CONSIDERATIONS
6.1 Emergency and Break-in-Two Considerations
The 2161 system uses a brake pipe pressure drop of greater than 70-84 kPa (10-12 psi) per second as
indication of break-in-two. In a break-in-two situation, the PS-MREP ensures the pressure loss in
MREP and send a Low signal to BIPM for disabling the bail-off function. This puts the system into an
emergency state, developing emergency BC pressure of 450 ± 15 kPa (65 ± 2 psi) and cutting out
locomotive power.
6.2 Bail off Considerations
The 2161 system uses a simple triple valve for backup pneumatic operation. This valve develops brake
cylinder pilot pressure in response to brake pipe pressure reductions. If a 2161 system is in BC Back-
Up and in Trail, it will develop BC pressure in response to brake pipe pressure reduction.
On Trail locomotive, hold-off of the locally developed emergency BC pressure will always be in effect
when PS-MREP senses a normal MREP pressure. However, this hold-off function will be disabled
whenever PS-MREP senses a loss of MREP pressure.
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6.3 Dead Operation
The 2161 system uses a simple triple valve for backup pneumatic operation. This valve develops brake
cylinder pilot pressure in response to brake pipe pressure reductions. If a 2161 system is hauled dead, it
will develop BC pressure in response to brake pipe pressure reduction. This BC pressure can not be
bailed off.
The 2161 system will also develop pressure equal to BCEP pressure if the BCEP is connected and the
2161 is being used dead-in-consist. Dead-in consist must have main reservoir equalizing pipe connected
and the cocks in pipe line opened.
The dead engine regulator, located on the ERCP, must be switched to “IN” to allow charging of the
main reservoir from the brake pipe. Dead-in-train must have the two main reservoirs isolated and BCEP
vented.
6.4 Backup Brake Cylinder Pressure
See section 4.14.1 Brake Cylinder Back-Up on Page 37.
7 INSTALLATION/LOCOMOTIVE REQUIREMENTS
7.1 Mechanical Requirements
7.1.1 EPCU
The EPCU envelope, mounting and connecting points are illustrated in NYAB drawing 789644. The
mounting must be structurally capable of supporting 500 lbs (227 kilograms) along the four mounting
bracket interface locations. The mounting points must be stiffened sufficiently to prevent amplification
of locomotive vibration at the EPCU. Piping for main reservoir and brake pipe lines is flange mounted.
All other piping connections are threaded. See Drawing II56260/1 for further detail.
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7.1.2 EBV
See NYAB drawing 789712 and 789739 for envelope requirements and handle arc illustrations. The
EBV must be piped to the NB 11 brake application valve connection using 3/8 inch (9.5 mm) inside
diameter tubing. The length of the 21 pipe between the EBV and NB 11 is limited to the equivalent
length of 30 feet (9.144 meters). An additional exhaust line should be piped to the underside of the cab
floor for noise abatement.
7.1.2 #8 Vent Valve
See NYAB drawing 778931 for envelop and mounting bracket information. It shall be applied to the
point away from the cabs on BP branch pipe of minimum 1”.
BPVV pipe shall be connected to BP nearby #8 Vent Valve branch pipe.
7.2 Electrical Requirements
Electrical connections must be made in accordance with NYAB drawing W/D-2161. NYAB
Engineering must approve any deviations.
The EPCU shall receive input power, nominally 110 VDC, from the locomotive low voltage (battery)
supply. The brake system will maintain full nominal performance throughout an input voltage range of
85 VDC to 135 VDC. The expected duty cycle through this range shall be considered to be continuous.
The EPCU and LCDM require the use of a standard 20 Amp circuit breaker between the PSJB and the
Locomotive Battery. The BIPM via the Power Junction Box (PJB) will be on a separate circuit breaker
as identified by the distributed power system.
The brake system must never be subjected to electrical transients exceeding the following parameters:
a. Long interval, one shot transient voltage, with a maximum peak voltage of ± 600 volts, pulse width
of 50 microseconds; and containing a maximum energy of 0.1 joules.
b. Low rate, one pulse per minute on average, repetitive transient voltage with a maximum peak voltage
of ± 500 volts, pulse width of 50 microseconds; and containing a maximum energy of 0.15 joules.
55 of 56
c. High rate, one pulse per second on average, repetitive transient voltage with a maximum peak voltage
of ± 150 volts, pulse width of 8 milliseconds; and containing a maximum energy level of 5.0 joules.
d. High rate, 100 to 150Hz repetitive transient voltage with a maximum peak voltage of ± 2000 volts,
pulse width of 50 microseconds; and containing a maximum energy level of 2.0 joules.
8 Environmental Requirements
The brake system is designed to operate in temperatures ranging from –40 to +80 degrees centigrade.
The EPCU and EBV are resistant to water intrusion but are not water-tight. The RIM and BIPM must
be mounted within an enclosed cab area.
A main reservoir air dryer is recommended for maximum component life.
Vibration requirements are in accordance with NYAB Specification EDS-161.
EMI requirements are in accordance with NYAB Specification EDS-161.
The LCDM Environmental requirements are per the manufacturers specifications.
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NEW YORK AIR BRAKE CORPORATION

A KNORR BRAKE COMPANY System Specification S2161S01

CCB II LOCOMOTIVE BRAKE SYSTEM

Rev. A September 21, 2012

NOTICE OF CONFIDENTIAL INFORMATION

INFORMATION CONTAINED HEREIN IS CONFIDENTIAL AND THE PROPERTY OF THE NEW

Prepared by: Jonathan Bernat Date: 9/14/12 ______

Approved by: Vince Guarrera _____ Date: 9/21/2012 ___________

Approved by: Jeffrey Gibson ______ Date: 09/14/12 ___________

REV SECTION DESCRIPTION DATE APPROVED

01 - Preliminary concept proposal – 1731

1 DOCUMENT SCOPE AND PURPOSE ............................................................................................ 8

1 DOCUMENT SCOPE AND PURPOSE

 S2161S01, System Requirements Specification, CCBII® Control System for Argentina

Figure 1 CCB II Brake Control

3.1 CCB II SYSTEM COMPONENTS

3.1.1 Locomotive Cab Display Module

Figure 2 Locomotive Cab Display Module (LCDM)

3.1.2 Electronic Brake Valve (EBV)

Figure 3 Desktop Style EBV

3.1.3 Extended -Integrated Processing Module (BIPM)

Figure 4 Integrated Processor Module (BIPM)

3.1.4 Power Junction Box (PJB)

3.1.5 Cable Junction Box (CJB)

3.1.6 Relay Interface Module (RIM)

3.1.7 Electro-Pneumatic Control Unit (EPCU)

The EPCU also contains:

Figure 5 Electro-Pneumatic Control Unit (EPCU)

3.1.7.1 Power Supply/Junction Box (PSJB)

3.1.7.2 Equalizing Reservoir Control Portion (ERCP)

3.1.7.3 Brake Pipe Control Portion (BPCP)

3.1.7.4 No. 16 Control Portion (16CP)

When in Lead/Cut-In or Lead/Cut-Out, BC command pressure is developed at a ratio of approx. 2-1/2

3.1.7.5 No. 20 Control Portion (20CP)

3.1.7.6 Brake Cylinder Control Portion (BCCP)

3.1.7.7 No. 13 Control Portion (13CP)

3.1.7.8 DB Triple Valve (DBTV)

3.1.8 Associated Components

3.1.8.1 #8 Vent Valve

3.1.8.2 NBII B Brake Application Valve

3.1.8.3 Emergency Magnet valve

3.2 DESCRIPTION of SIGNALS

3.2.1 BIPM DISCRETE INPUTS AND OUTPUTS

3.2.1.1 INPUTS TO BIPM (PORT J4) VIA RIM J4

BIPM RIM NOM. BINARY NAME DESCRIPTIO LOGIC

1 N/A 24V above 9V = “1” BOD Binary Output 1=enable PCS

5 H 74V/ above 32V=“1” Spare

3.2.1.2 OUTPUTS FROM BIPM (J4)

IPM NAME DESCRIPTION OUTPUT LOGIC

1 B Spare Spare for future expansion

5 G BCPS/IBS Notify TCMS when target BC from

3.2.2 BIPM to Operator Display

3.2.3 PNEUMATIC SIGNALS

EPCU pipe/line connections are identified as follows:

BC Brake Cylinder Pipe

4.1 Functional Description

4.1.1 Cab Operation Set Up

Dual Cab Error Detection

4.1.3 FREIGHT/PASS Functionality

Note: If PASS mode selected, BP will default to BP Maintaining Mode.

4.1.4 ER Regulator Set Point

4.1.5 Brake Pipe Pressure Maintaining feature

4.1.6 Brake Handle Positions

Approved by: Vince Guarrera _ Date: 9/21/2012 _______

Approved by: Jeffrey Gibson Date: 09/14/12 _____