CCB - II

Rail Vehicle Systems
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IP-263
Rev. 01 (2/16/12) -en
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Maintenance Manual
CCB II-IR Computer Controlled Brake
Diesel Locomotive - India Railways
Maintenance Manual Doc. No. IP-263
Revision: 01 2/16/12-en
Contact address
New York Air Brake Corporation

748 Starbuck Avenue
Watertown, NY 13601
USA
Phone: +1 315 786 5200
Fax: +1 315 786 5676
www.nyab.com
Knorr-Bremse India Private Ltd.

14/6, Mathura Road
Faridabad, Haryana-121003
INDIA
Phone: +91 129 419 14 01
Fax: +91 129 227 59 35
www.knorr-bremse.co.in
This document was originally written in English.

Copyright 2009© NYAB. All rights reserved, including industrial property rights applications.
NYAB retains any power of disposal, such as copying and transferring.
Knorr-Bremse Group Page 2 / 135
Revision History
Rev. Date Name Para Description of Change
01 February/2012 J. Reynolds ALL Original Release
Table of contents
1 General Information 6
1.1 Technical changes 6
1.2 Target group for this document 6
1.3 Notes and warning messages 6
2 Safety Awareness 8
2.1 General Safety Awareness 8
3 Air Brake Equipment 11

3.1 General Description 11
3.2 Air Brake Equipment Location 13
3.3 Component Descriptions 15
4 System Overview 33
4.1 System Power-Up 33
4.2 Air Brake Modes of Operation 33
4.3 Automatic Train Brake Control 38
4.4 Independent Locomotive Brake Pipe Control 38
4.5 Brake Cylinder Control 39
4.6 Operating Pressures 40
4.7 Electrical Interface 41
4.8 Pneumatic Interface 44
5 System Operation 45
5.1 Lead Unit 45
5.2 Trail Unit 66
5.3 Helper Unit 73
5.4 Dead Engine Operation 74
6 Maintaining the CCB II-IR Brake System 75

6.1 Periodic Maintenance 75
7 On-Locomotive System Test 81

7.1 General Information 81
7.2 Test Format for 3-Phase Diesel Loco 81
8 Troubleshooting Procedures and Diagnostic Codes 102

8.1 Troubleshooting CCB II-IR Electronic Air Brake System 102
8.2 CCB II-IR Crew Messages 104
8.3 CCB II-IR Crew Message Fault Code Diagnostics 107
8.4 Using the CCB II-IR Self Test 111
9 Unscheduled Maintenance (Repairs) 120

9.1 Unscheduled Maintenance (Repairs) 120
10 Calibrating the CCB II-IR Brake System 132

10.1 Equipment Required 132
10.2 Setup of System 132
11 Appendix 134
11.1 List of Abbreviations 134
1 General information
DANGER
Please read this document carefully from start to finish to ensure
safety of operation and to avoid personal injuries and damage to
equipment.
1.1 Technical changes

NYAB reserves the right to change the equipment or this document at any time without giving special
notice.
1.2 Target group for this document

This document is intended for use by NYAB trained service technicians who
 have the skill, experience, safety awareness and professional ability:

 to remove and install the equipment,
 to inspect, maintain and debug the equipment,
 have read and understood this document from start to finish, and
 are familiar with the safety codes and accident prevention regulations for these activities.
NOTE
This document will be useful to other target groups as well, e.g.
project engineers.
However, it does not claim to provide complete information for such
target groups.
1.3 Notes and warning messages

Warning messages are subdivided into the following hazard levels in this document:
DANGER
Please read this document carefully from start to finish to ensure
safety of operation and to avoid personal injuries and damage to
equipment.
WARNING
Failure to comply with these instructions may lead to irreversible
physical injuries which may have fatal consequences.
CAUTION
Failure to comply with these instructions may lead to personal
injuries and/or to damage to the unit or the environment.
Safety notes have a specific structure which is explained here for DANGER:
DANGER
Source of the danger
Consequences of the danger
Remedial measures
Notes do not contain any messages relevant to safety and are included only for the sake of complete-
ness.
NOTE
Notes contain useful hints and additional information about the unit.
Warning messages in other parts of this Description draw your attention to the individual risks concern-
ing your use of the product. Warning messages and notes generally precede the descriptions of the
relevant applications.
2 Safety Awareness
2.1 General Safety Awareness
2.1.1 Observe all rules and regulations of the railroad where the equipment is being used.
Whenever there is a conflict between the instructions in this manual and the instructions of
the user railroad, the rules and regulations of the user railroad will govern.
2.1.2 When performing any test work on devices or equipment while they are on the vehicle (on
vehicle test, etc.) special precautions must be taken to ensure that vehicle movement will not
occur which could result in injury to personnel and/or damage to equipment. Make sure the
handbrake is applied and that the wheels are chocked to prevent vehicle from moving.
WARNING
High Voltages (AC and/or DC) are present. Always exercise extreme
care when working in close proximity to electrically energized appa-
ratus or when making current measurements. To prevent receiving
electrical shock when performing electrical tests, hands must be
clear of electrical components, contacts, and housing. There must
be no bodily contact with the work area.

WARNING
Ensure that power and/or switches are turned off prior to making any
electrical connections/disconnections.

2.1.3 Shut off power and open air brake breaker whenever continuity is to be checked or when
handling equipment connections. When shutting off power by means of knife or switch.
2.1.3.1 Attach an approved WARNING tag to the open breaker
2.1.4 De-pressurize air system before loosening connections or components. Before removing any
component from its mountings, the train must be safely parked. To prevent personal injury, all
main reservoir, brake supply reservoir, and brake cylinder on the affected vehicle must be
vented.
2.1.5 "Bottled" up air under pressure (even though air supply is cut off) may cause gaskets and/or
particles of dirt to become airborne and an increase in sound level when any component part
is removed from the equipment arrangement. Personal eye and ear protection must be worn
and care taken to avoid possible injury when performing any work on these component parts.
2.1.6 The use of an air jet, which must be less than 2.11 Kg/cm2 (30 PSI), to blow parts clean or to
blow them dry after being cleaned with a solvent will cause particles of dirt and/or droplets of
the cleaning solvent to be airborne. These particles and droplets may cause skin and /or eye
irritation. Personal eye protection must be worn to protect the eyes from possible injury.
When using an air jet do not direct it toward another person.
WARNING
Cleaning using compressed air can cause particles to become air-
borne, be sure to:
• Wear eye protection
• Do not exceed 2.11 Kg/cm2 (30 PSI)
Failure to observe these safety precautions can lead to injury.
2.1.7 If degreasing fluids are used for cleaning purposes, the current local safety regulations plus
the safety precautionary statements of the manufacturer of the cleaning agent must be
adhered to. Otherwise, physical harm could result from the inhalation of toxic fumes. Make
sure the area is well ventilated when working with materials that produce harmful fumes.
WARNING
Solvents and solvent fumes can be harmful to health, when using
solvents, be sure to:
• Wear eye, skin, and respiratory protection
• Work in a well-ventilated area
• Avoid repeated or prolonged contact
• Keep solvent container closed
• Keep solvent away from sparks, flames, and heat
Failure to observe these safety precautions can lead to injury or
intoxication.
2.1.8 Personal eye protection must be worn when doing any work to protect eyes from possible
injury.
2.1.9 Where fasteners removed from the equipment are not satisfactory for reuse, care must be
taken to select replacements that match the originals. Mismatched or incorrect fasteners can
result in equipment damage or malfunction, or possible personal injury.
2.1.10 To ensure the correct functioning of each component, use only the manufacturers genuine
spare parts as replacements.
2.1.11 Appropriate tool selection is required when performing all maintenance operations to avoid
personal injury.
2.1.12 Person(s) having the appropriate job skill level, as governed by the user railroad, are required
when performing maintenance and/or operational tasks with the brake system and system
components.
2.1.13 Whenever a valve or system component is removed from a vehicle for any reason, and it is
reinstalled or replaced with a new or repaired and tested component, a stationary vehicle air
brake test and an equipment test must be performed to ensure that the component functions
properly within the system.
2.1.14 When air pressure measurements are to be made for the purpose of pressure level
verification and/or adjustment, an air brake test gauge having an accuracy of ± 1 PSI is
required.
3 Air Brake Equipment
3.1 General Description

The CCB II-IR systems used on the India Railways Diesel Locomotive are designed to func-
tion specifically according to India Railways requirements. Both systems are a microproces-
sor based electro-pneumatic brake control system. Equalizing Reservoir, Brake Pipe
Control, Brake Cylinder Pilot, and Brake Cylinder Equalizing Pipe control are managed by
computer electronics. Brake Cylinder control is fully pneumatic.
The CCB II-IR systems control Lead/Trail functions and brake pipe cut-in and cut-out
through the use of a rotary selector knob mounted on the Electronic Brake Valve (EBV).
The CCB II-IR systems are designed to operate with pneumatic gauges and a selector
switch as the operator interface.
The system parts lists, pneumatic piping schematics, and electrical wiring diagrams are
identified below:
3.1.1 GT46MAC LOCOMOTIVES

Reference Documents:
System Parts List: P/L-2004
System Piping Schematic:
P/D-2004
System Wiring Diagram:
W/D-2004
Figure 3-1 GT46MAC Air Brake Control System Rack Assembly

3.1.2 GT50AC LOCOMOTIVES

Reference Documents:
System Parts List: P/L2030
System Piping Schematic:P/D-2030
System Wiring Diagram: W/D-2030
Figure 3-2 GT50AC Air Brake Control System Rack Assembly
3.2 Air Brake Equipment Location
3.2.1 Air Brake Control System Rack Assembly

The Air Brake Control System Rack provides a centralized mounting arrangement for the air
brake electronic and pneumatic controls as well as the auxiliary equipment controls. Refer-
ence Figure 3-3 for the GT46MAC Air Brake Control System Rack assembly components
and locations and Figure 3-4 for the GT50AC Air Brake Control System Rack assembly
components and locations.
3.2.1.1 GT46MAC LOCOMOTIVES
Figure 3-3 GT46MAC Air Brake Control System Rack Assembly
3.2.1.2 GT50AC LOCOMOTIVES
Figure 3-4 GT50AC Air Brake Control System Rack Assembly
3.3 Component Descriptions
3.3.1 Electronic Brake Valve (EBV) (Figures 3-5 and 3-6)

The EBV is a 'desktop' arranged, self-contained unit having all the controls required for
operation of the locomotive's train brakes. The control levers are arranged for minimum arm
and hand movement while providing support of the arm during normal operation.
Figure 3-5 Electronic Brake Valve
3.3.1.3 Operation
3.3.1.3.1 The EBV functions to indicate the handle positions to the Computer. No direct action is
taken other than initiation of an emergency brake application.
3.3.1.3.2 Refer to Figure 3-6. The 'knob' type handle located to the right is the INDEPENDENT
BRAKE lever. Movement of the handle away from the operator will command the com-
puter, via network, to apply the Independent brake variable from 'min' to 'max' applica-
tion. The Independent brake may be released in a like manner by pulling the handle
toward the operator.
3.3.1.3.3 The 'BAIL-OFF' feature is activated by lifting up on the lower ring of the 'knob' on the
Independent brake lever.
Figure 3-6 Electronic Brake Valve Detent Positions
3.3.1.3.4 The handle located to the left is the AUTOMATIC BRAKE lever (see Figure 3-5). The
Automatic brake's handle commands the computer to the desired control of the brake
pipe trainline. The Automatic brake lever has five detented positions. They are Release
(REL), a spring return to Running (RUN), Minimum (MIN), Full Service (FS), and Emer-
gency (EMER). When pushed to the extreme detented emergency position, a vent valve
is mechanically forced open to activate the NB11 Emergency Valve to exhaust brake
pipe and initiate an emergency brake application.
3.3.1.3.5 Redundant sensors are incorporated to provide failure protections. Some of these pro-
tections are as follows:
Loss of Independent brake signal results in Independent brake release to protect
against stuck brakes. Maximum application position will override. Redundant full
release allows for a limp-in maximum and zero brake due to this loss of Independent
analog signal.
3.3.1.4 Handle Positions

The EBV has five handle positions, arranged from the closest to the operator
(RELEASE), to the farthest away from the operator (EMERGENCY), as shown in Figure
3-6, which perform the following functions.
3.3.1.4.1 Release (REL) Detent Position (1) - (Spring return)

In this position a message is transmitted to the ERCP and BPCP to charge the brake
pipe at a fast rate and to release the train brakes. A secondary response to Release
position is to overcharge Brake Pipe (assimilation) to assure complete release of train
brakes.
3.3.1.4.2 Running (RUN) Detent Position (2)

With the EBV handle moved to this position, a message is transmitted to the ERCP to
recharge brake pipe to the normal operating release pressure and to release locomo-
tive and train brakes completely.
3.3.1.4.3 Minimum (MIN) Detent Position (3)

The minimum position provides for a pre-determined light brake pipe reduction to
locomotive and train brakes with a guaranteed brake cylinder pressure.
3.3.1.4.4 Service Zone - Area between MIN and FS detented Positions

The handle is placed in this zone to obtain a service brake application dependent on
the position of the handle, from minimum service to full service.
3.3.1.4.5 Full Service (FS) Detent Position (4)

When in the 'FS' position of this sector, a full service brake application is commanded.
This position is also used to recover a penalty brake application.
3.3.1.4.6 Emergency (EMER) Detent Position (5)

This position is located farthest away from the operator. An electrical and pneumatic
emergency brake application is initiated. This position must be used for making brake
valve emergency brake applications and for resetting after any emergency resulting
from any cause other than a brake valve initiated emergency brake application. The
pneumatic portion of the brake valve is connected directly to an NB11 emergency valve
to cause a rapid venting of brake pipe for an emergency application.
3.3.1.5 Vent Valve Assembly (Figure 3-7)
Figure 3-7 EBV Vent Valve Assembly
A #21 Pipe Vent Valve is mounted directly to the EBV. When the Automatic handle is
placed into the emergency position, a plunger in the brake valve controller contacts the
mushroom head of the vent valve. The vent valve opens and vents pilot pressure from
the NB11 emergency valve, initiating an emergency brake application causing brake pipe
to vent to atmosphere.
3.3.2 Electro-Pneumatic Control Unit (EPCU) (Figure 3-8)
Figure 3-8 Electro-Pneumatic Control Unit
The CCB II-IR system is comprised of distributed electro-pneumatic devices that are linked
via a communication network. The EPCU (Figure 3-8), mounted in the locomotive brake
bay, consists of modularized line replaceable units (LRUs) that control the development of
all pneumatic control pressures.
The EPCU includes the electronically controlled 16CP, 20CP, ERCP, and BPCP LRUs and
the pneumatically controlled BCCP and KE Valve. Also included are line filters to protect the
LRUs from foreign piping contaminants. These devices are mounted on a laminated mani-
fold that provides all inter-valve connections, minimizing external piping requirements.
3.3.2.1 Equalizing Resersoir Control Portion (ERCP) (Figure 3-9)
Figure 3-9 Equalizing Reservoir Control Portion
The ERCP electronically controls the equalizing reservoir pressure (ER) in response to
EBV automatic handle commands. The pneumatic and electrical control portions of the
ERCP include emulation of the #3, #10, and #26 pipes. Optional penalty magnet valves
can be added to the #3 pipe port for suppressible penalties, and to the #10 pipe port for
non-suppressible penalties. In this manner, the penalty interface is identical to a 26L
pneumatic braking system.
3.3.2.2 Brake Pipe Control Portion (BPCP) (Figure 3-10)
Figure 3-10 Brake Pipe Control Portion
The BPCP electronically controls the supply, exhaust, maintaining and cut-off of trainline
brake pipe. The BPCP includes the brake pipe relay valve, emergency magnet valve and
vent valve, and brake pipe cut-out function as well as break-in-two detection and brake
pipe pressure sensing.
3.3.2.3 16 Pipe Control Portion (16CP) (Figure 3-11)
Figure 3-11 16 Pipe Control Portion
The 16CP electronically develops brake cylinder control pilot pressure in response to
brake pipe pressure reductions, brake cylinder equalizing pressure pipe pressure
commands, and bail commands.
3.3.2.4 20 Pipe Control Portion (20CP) (Figure 3-12)
Figure 3-12 20 Pipe Control Portion
The 20CP electronically develops the Brake Cylinder Equalizing Pipe pressure in res-
ponse to EBV independent handle commands. The 20CP includes the apply and release
control valves, as well as lead/trail interlocks to enable or disable pneumatic control.
3.3.2.5 Brake Cylinder Control Portion (BCCP) (Figure 3-13)
Figure 3-13 Brake Cylinder Control Portion
The BCCP is a pneumatically controlled valve that provides brake cylinder pressure
based upon the level of 16 and 20 pipe pilot pressure at a 1:1 ratio. The BCCP includes a
high capacity pneumatic relay valve and double check valve.
3.3.2.6 KE Distributor Valve (KEV) (Figure 3-14)
Figure 3-14 KE Distributor Valve
The KEV develops brake cylinder pilot pressure (16TV) during service brake applications
as a function of brake pipe pressure reduction. The KEV provides a pneumatic backup of
16 pilot pressure to pilot the brake cylinder relay in the event of electronic failure. The
KEV charges auxiliary reservoir from brake pipe pressure. Upon brake pipe pressure
reduction, the KEV ports air from auxiliary to the 16TV passage to a level proportional to
the reduction.
3.3.2.7 Pneumatic Equalizing Reservoir Actuator (PER) (Figure 3-15)
Figure 3-15 Pneumatic Equalizing Reservoir Actuator
The PER is a manually actuated pneumatic selector valve, which conditions the equalizing
reservoir control from electronic control to back-up pneumatic control. The PER includes
a selector knob and electronic feedback to identify the position of the valve.
3.3.3 Relay Control Portion (RCP) (Figure 3-16)
Figure 3-16 Relay Control Portion
The RCP houses two high current relays with two sets of contacts, capable of being wired
normally open or normally closed on each set of contacts. The RCP additionally houses
five low current relays, single contact, capable of being wired normally open or normally
closed.
The RCP also translates LON network communications from the LON communications
provided by the Integrated Locomotive Computer (ILC) on GT50AC.
3.3.4 Power Supply Junction Box Assembly (PSJB) (Figure 3-17)
Figure 3-17 Power Supply Junction Box Assembly
The PSJB provides an isolated electrical power source for the CCB II-IR equip-
ment. The PSJB receives supply voltage from the locomotive low voltage battery
system and develops regulated 24 VDC supply voltage for the CCB II-IR electri-
cal components.
3.3.5 LON to RS-485 Converter Assembly (Figure 3-18)
Figure 3-18 LON to RS-485 Converter Assembly
The LON RS-485 Converter Assembly is a modular expansion element communicating

with the core CCB II-IR system via the Lon network. The converter translates Lon net-
work communications to and from the RS-485 communications provided by the Locomo-
tive Control Computer (LCC).
3.3.6 821 Vent Valve Portion (Figure 3-19)
Figure 3-19 821 Vent Valve Portion
The 821 Vent Valve is a high capacity venting device to ensure rapid propagation
of a BP reduction during emergency applications.
3.3.7 Driver’s Back-Up Valve (Figure 3-20)
Figure 3-20 Driver’s Brake Valve
The Driver’s Back-Up Brake Valve (BU-DBV) provides a pneumatic means to control the
train brake in the event that the CCB electronically controlled brake system is non-func-
tional. The BU-DBV consists of a manually set PRESSURE REGULATOR and
AUTOMATIC BRAKE lever (see Figure 3-20) to control pneumatic equalizing reservoir
pressure and as a result brake pipe pressure.
3.3.7.1 Operation
Adjustment of pneumatic equalizing reservoir pressure is performed in the Release posi-
tion by turning the PRESSURE REGULATOR adjustment knob in the desired direction to
achieve the desired pneumatic equalizing reservoir train brake release pressure. The
self-lapping feature of the PRESSURE REGULATOR maintains the pneumatic equalizing

reservoir pressure against leakage.
The AUTOMATIC BRAKE lever is manually controlled to charge and reduce pneumatic
equalizing reservoir pressure. The time duration that the brake lever is placed into the
Release zone or Apply zone will determine the amount of pneumatic equalizing reservoir
pressure charge or reduction that will occur, respectively.
3.3.7.1.1 Handle Positions
3.3.7.1.1.1 Lap (Spring Centered) Position (III)
In this position, the supply and exhaust ports are closed preventing further charging
and releasing of pneumatic equalizing reservoir pressure.
3.3.7.1.1.2 Release Zone
An 8º movement of the AUTOMATIC BRAKE lever into the Release Zone will connect
the main reservoir supply pressure to the pneumatic equalizing reservoir pipe resulting
in the continuous charging of pneumatic equalizing reservoir pressure to increase the
trainlined brake pipe pressure. Returning the brake lever to the Lap position will
terminate the charge.
3.3.7.1.1.3 Running (Detent) Position (II)
Movement of the AUTOMATIC BRAKE lever further into the Release Zone to the
detented Running position will continuously connect main reservoir supply pressure to
the pneumatic equalizing reservoir pipe, resulting in a continuous charge of pneumatic
equalizing reservoir pressure to the regulator setting to release the train brake.
3.3.7.1.1.4 Apply Zone

An 8º movement of the AUTOMATIC BRAKE lever into the Apply Zone will connect the
pneumatic equalizing reservoir pipe pressure to exhaust resulting in the continuous
reduction of the pneumatic equalizing reservoir to apply the train brake. The ER
reduction rate will be increased the further the handle is advanced. Returning the brake
lever to the Lap position will terminate the reduction.
3.3.7.1.1.5 Emergency (Detent) Position (V)
Movement of the AUTOMATIC BRAKE lever further into the Apply Zone to the
detented Emergency position will connect pneumatic equalizing reservoir pipe
pressure to exhaust through a larger port, resulting in a rapid reduction of pneumatic
equalizing reservoir and brake pipe pressure.
4 System Overview
4.1 System Power-Up
4.1.1 Lead
The CCB II-IR system will apply a Power-Up Penalty Service Brake command. To recover
the power-up penalty, the system must be fully initialized and then the EBV automatic han-
dle must be placed in the ’Full Service’ position for 10 seconds to reset the system. Once
the power-up penalty brake condition has cleared, the automatic handle can be moved to
the Running position to charge the train line brake pipe. In the power-up state, brake cylin-
der control defaults to pneumatic control. Electronic control of brake cylinders will be
achieved automatically when brake cylinder reaches zero pressure upon the first brake
release.
4.1.2 Trail
The CCB II-IR system will automatically condition to Trail mode without delay upon power-
up. Similar to Lead mode, brake cylinder control defaults to pneumatic control with the tran-
sition to the electronic control upon the first release command.
4.2 Air Brake Modes of Operation
4.2.1 General Information

The CCB II-IR brake system may be set-up in Lead, Trail, Helper, or Test Modes. The sys-
tem is set-up via the EBV’s four position selector switch.
There are six modes of operation for the CCB II-IR Electronic Air Brake (EAB) system. They
are:
LEAD or SINGLE UNIT - Independent brake control is available via the electronic brake
valve (EBV) Independent handle. Equalizing reservoir (ER) control is available via the EBV
Automatic handle. The brake pipe pressure is ‘Cut-In’ and follows equalizing reservoir pres-
sure. When the Auto handle is moved to Run, ER and brake pipe (BP) will charge to the ER
release pressure determined during Air Brake setup.
HELPER - Independent brake control is available via the EBV Independent handle. The
brake pipe pressure is ‘Cut-Out’ and is not controlled by equalizing reservoir pressure.
Automatic brakes apply and release in response to trainline brake pipe pressure reductions
and increases. ER pressure is exhausted to zero.
TRAIL - Equalizing reservoir is exhausted. The brake pipe pressure is ‘Cut-Out’ and is not
controlled by equalizing reservoir pressure. Independent brakes apply only in response to
pressure in the Brake Cylinder Equalizing pipe. The EBV will not respond to handle move-
ment except to create an emergency application when the Auto handle is moved to ‘EMER’.
TEST - The brake pipe pressure is ’Cut-Out’ and is not controlled by ER pressure. ER con-
trol is available via the EBV automatic handle. Independent brake is automatically applied.
DEAD-IN-TRAIN - The EAB system is unpowered and the locomotive is being towed in a
train (away from a controlling consist). Brakes will apply same as a freight car.
DEAD-IN-CONSIST - The EAB system is unpowered and the locomotive is within the con-
trolling consist. Brakes will apply same as a freight car from LEAD Automatic Brake. Brakes
will apply same as a locomotive from LEAD Independent Brake.
4.2.2 Mode Set-Up

4.2.2.1 LEAD or SINGLE UNIT
NOTE
If Lead locomotive is in MU with other locomotives, ensure all trail-
ing units are in ’TRAIL’ and not in ’Emergency’ before attempting to
set lead locomotive up in ’LEAD’ operation. Ensure MU hoses are
connected betwee lead unit and trailing units.
1. Ensure that the mode select switch on the EBV in the unoccupied driver’s station is
set to ’TRAIL’, and that the auto handle is in ’FS’.
2. At the operating driver’s station, place Auto handle in ’RUN’ (this will ensure that an
EMERGENCY application does not occur) and Independent handle in ‘FULL’
application.
3. Place the reverser in the operative cab to ’NEUTRAL’ condition.
4. Turn Mode switch on EBV in the operating driver’s station to indicate Lead.
5. The EBV screen displays the following message: “MODE CHANGE; MODE =LEAD.
NOTE
A penalty brake application will be enforced until at least one EBV is
set to ’TRAIL’.
6. Observe Brake Pipe has charged to ER pressure.
7. Independent and Automatic brakes are now ’Cut-In’. Auto ’Service’ brake, ’Emer-
gency’ application, and Independent handle operation is now available.
4.2.2.2 HELPER (BANKING)
NOTE
Ensure all units are in ‘TRAIL’ and not in ‘Emergency’ before
attempting to set up in HELPER. Make sure MU hoses are con-
nected between HELPER unit and trailing units.
2. At the operating driver’s station place Auto handle in ’FS’ (Full Service) and
Independent handle in ’FULL’ application.
3. Place the reverser in the inoperative cab to ’NEUTRAL’ condition.

4. Turn Mode switch on EBV in the operating driver’s station to indicate HELPER.
5. The EBV screen displays the following message: “MODE CHANGE;MODE =
HLPR".
NOTE
set to ’TRAIL’.
6. Independent brakes are now ‘Cut-In’ and Automatic Brakes are ‘Cut-Out’. Auto
‘Service’ brake is disconnected but an ‘Emergency’ application and Independent
handle operation are still available.
4.2.2.3 TRAIL CUT-OUT (MULTI UNIT LOCO CONSIST)
1. Place Independent handle in ‘REL’ on EBVs at both driver’s stations.
NOTE
Ensure Brake Cylinder pressure reduces to zero to prevent trapping
air pressure in 20 Pipe that can cause an undesired brake applica-
tion.
2. Move ‘Auto Handle’ to ‘Full Service’ (FS) position on both EBVs.
3. Turn Mode selector switch on both EBV brake controllers to Trail position.
4. The EBV screen displays the following message: “MODE CHANGE;MODE =TRAIL
CUT-OUT”.
5. Observe ER pressure reduces to zero psi.
6. Auto and Independent brakes are now Cut-Out.
NOTE
‘EMERGENCY’ is the only handle position that is functional on the
EBV. Brakes will apply same as a freight car.
7. Ensure MU hoses are connected.

8. Open BP, MR, BCEP, and MREP coupling cocks starting at the head unit and
continuing on down the consist until all remaining cocks are open.
9. Loco is now ready to be used in a multi unit loco consist with all pipes and MU
jumper cable connected.
10. Release park brake.
4.2.2.4 TEST
NOTE
Ensure all units are in ‘TRAIL’ and not in ‘Emergency’ before
attempting to set up in TEST. Make sure MU hoses are connected
between TEST unit and trailing units.
2. At the operating driver’s station place Auto handle in ’FS’ (Full Service) and
Independent handle in ’FULL’ application.
3. Place the reverser in the inoperative cab to ’NEUTRAL’ condition.

4. Turn Mode switch on EBV in operating driver’s station to indicate TEST.
5. The EBV screen displays the following message: “MODE CHANGE;MODE =
TEST”.
NOTE
set to ’TRAIL’.
6. Independent brakes are now ‘Cut-In’ and Automatic Brakes are ‘Cut-Out’. Auto
‘Service’ brake is disconnected. Only Independent BC will be applied automatically.
However, Emergency application is available.
4.2.2.5 DEAD IN TRAIN
1. Place Independent handle in Release ‘REL‘ and Auto handle in ‘Full Service (FS)’ on
both EBVs.
2. Set handbrake, turn AB circuit breaker off and make sure that Brake Pipe is
connected to preceding unit.
NOTE
At this point, engine should be run as a ’Dead’ locomotive per rail-
road guidelines.
3. Drain MR air pressure.

4. Cut wire or release locking mechanism on ERCP dead engine fixture handle, and
switch it to ‘IN/OPEN’ position.
5. Slowly open BP angle cock to prevent an ‘Emergency’ application. MR will charge
(approximately 15-20 minutes) to a preset pressure determined by the railroad.
6. Release handbrake.
NOTE
‘EMERGENCY’ is the only handle position that is functional on the
EBV.
4.2.2.6 DEAD IN CONSIST
WARNING
Must be last unit in consist.
1. Place Independent handle in Release ’REL’ and Auto handle in Full Service ’FS’ on
both EBVs.
2. Set handbrake, turn AB circuit breaker off and make sure that brake pipe is
connected to preceding unit.
3. Drain MR air pressure.
4. Cut wire or release locking mechanism on ERCP dead engine fixture handle, and
switch it to ‘IN/OPEN’ position.
5. Slowly open BP angle cock to prevent an ‘Emergency’ application. MR will charge
(approximately 15-20 minutes) to a preset pressure determined by the railroad.
6. Ensure FP and BCEP hoses are connected.
7. Release handbrake.
4.2.3 Changing Cabs/Driver Stations
1. At the driver’s station which will become unoccupied, place the Auto handle to ’FS’ and
the Independent handle to ’RUN’. Set the Mode Select Switch to ’TRAIL’.
2. At the driver’s station which will become occupied, select the desired operating mode as
described in Section 4.2.2 above.
NOTE
set to ’TRAIL’.
4.3 Automatic Train Brake Control

The CCB II-IR system controls the train brake and locomotive brake through changes in
brake pipe pressure. Control of brake pipe pressure is accomplished by controlling the
equalizing pressure via the EBV automatic handle. The equalizing reservoir serves as the
pilot pressure to the BP Relay Valve which charges or vents train line brake pipe pressure at
high capacity. Placement of the EBV automatic handle into a charging or reduction position
will increase or decrease equalizing reservoir at a service brake rate. Service rate reduc-
tions in brake pipe pressure will transition the train brake controls to an apply state. A brake
pipe rise in pressure will transition the train brake controls to a release state. Rapid reduc-
tion in brake pipe pressure will transition the train brake to an emergency state. Both freight
and passenger train automatic brakes are graduated application and release.
4.4 Independent Locomotive Brake Pipe Control

The CCB II-IR system also controls the locomotive brake through changes in brake cylinder
equalzing pipe (BCEP) pressure. Control of BCEP pressure is accomplished via the EBV
independent handle. Placement of the EBV independent handle into an apply or release
position will increase or decrease the BCEP command pressure to apply or release brake
cylinder pressure. An increase in BCEP pressure will transition the locomotive brake con-
trols to an apply state. A decrease in BCEP pressure to zero pressure will transition the
locomotive brake controls to a release state. Both freight and passenger locomotive inde-
pendent brakes are graduated application and release.
The CCB II-IR system also provides a feature to bail-off the locomotive brake cylinder pres-
sure developed by the train brake command. When the EBV Bail command is actuated,
brake cylinder pressure developed as a result of train brake command will be released on
the locomotive consist while maintaining the train brake to the commanded state. The Bail
command will not release an Independent Brake command.
4.5 Brake Cylinder Control
4.5.1 Locomotive Automatic Brake

The CCB II-IR system will generate automatic brake cylinder pressure proportional to BP
pressure reduction unless conditioned by bail, dynamic brake interlock, or brake blending
commands. When the bail command is active, brake cylinder pressure will reduce to zero
pressure. The brake cylinder will remain at zero pressure until the bail command is
removed and a further 0.28 kg/cm2 brake pipe reduction occurs, at which time the brake cyl-
inder pressure will increase to its originally commanded state. When the dynamic brake
interlock command is active, brake cylinder pressure will reduce to zero pressure and then
return to the previously commanded pressure when the dynamic brake command is
removed.
The locomotive dynamic brake system provides the primary brake function of the locomo-
tive. When active, the dynamic brake system will provide a proportional command to CCB
II-IR to apply brake cylinder pressure according to the level of train brake command and
dynamic brake capability.
4.5.2 Locomotive Independent Brake

The CCB II-IR system will generate independent brake cylinder pressure at an approximate
rate of 1:1 of BCEP pressure unconditioned by bail, dynamic brake interlock, or brake blend-
ing commands. The greater of the independent command or conditioned automatic brake
cylinder command will dictate the amount of brake cylinder development on the locomotive.
4.6 Operating Pressures
Equalizing Brake Brake Cylinder Brake

EBV Handle Positions Reservoir Pipe Equalizing Pipe Cylinder
(kg/cm2) (kg/cm2) (kg/cm2) (kg/cm2)
Automatic Brake
• Running 5.5 5.5 0 0
• Release 5.0 5.0 0 0
• Minimum Service 0.40 reduction 0.40 reduction 0.4 0.4
• Full Service 1.5 reduction 1.5 reduction 1.8 1.8
• Emergency 0 <1.4 1.8 1.8
Independent Brake
• Release n/a n/a 0 0
• Full Service n/a n/a 5.2 5.2
Other:
• Dead Engine Regulator: 1.8 kg/cm2
• Main Reservoir: 8 to 10 kg/cm2
4.7 Electrical Interface (Figure 4-1)
Figure 4-1 Electrical Interface for GT46MAC
Electrical Interface (Figure 4-2)
Figure 4-2 Electrical Interface for GT50AC
4.7.1 Locomotive
EMV - Not used on this system - Provided for future expansion/interface to

safety systems
PCS - Discrete output to command the locomotive control system to cut

traction power
PER - Discrete output to command the locomotive that pneumatic equaliza-

tion reservoir control is in effect
4.7.1.7 CCB Sub-System

ACMV - Discrete command that is energized when the automatic handle is
placed into the Release position to open the accelerated charge ma-
gnet valve and provide a fast brake pipe recharge rate.
DIN0 - Not used.
EMV - Not used
LON - The internal local communication network that links the nodes of each
CCB control portion for transmission of subsystem commands and
status feedback
MV53 – Discrete command that when energized when the system mode
switch is set to Lead, Cut-Out, Test, or Trail positions, closes the
MV53 magnet valve to cut-out brake pipe charging
PCS - Discrete output command that when de-energized, commands the lo-
comotive control system to cut traction power
PER - Discrete command that when de-energized, identifies pneumatic

equalization reservoir control is in effect
16BMV - Discrete command that is energized when a bail-off or DBI command

is activated to open the 16B magnet valve and cut-off and vent ser-
vice brake control pressure to zero.
16DOUT1 - Discrete output command that when de-energized, identifies pneu-

matic brake cylinder control is in effect.
4.8 Pneumatic Interface
4.8.1 Locomotive
• Brake Pipe (BP) - Train line pipe providing air supply and train brake commands to the
trailing wagons. All locomotives and all cars (passenger coaches or
freight wagons) of the train are connected on the brake pipe. To trans-
mit a brake application, the pressure in the brake pipe is decreased.
• Brake Pipe Vent Valve Pipe (BPVV) - EPCU pressure tap to monitor brake pipe pressure.
• Brake Cylinder Pipe (BC) - High capacity supply pipe to apply and release the truck
mounted brake rigging.
• Brake Cylinder Cut-out Pipe (BCCO) - Pilot line to sense the BC pipe pressure
downstream of the brake cylinder cut-out cock.
• Brake Cylinder Equalizing Pipe (BCEP) (20P) - Locomotive multiple unit pipe providing
locomotive brake for automatic and inde-
pendent apply and release commands.
All the locomotives for a locomotive con-
sist are connected on this pipe. It is not
possible to connect BCEP to a wagon.
Brake cylinder equalizing pressure is a
function of automatic brake pipe reduc-
tion and the position of the EBV indepen-
dent handle.
• Feed Pipe (FP) - Locomotive multiple unit pipe providing regulated supply pressure to
trailing locomotives. This pipe supplies a
large volume of air exclusively for the Au-
xiliary Reservoirs of the twin pipe air bra-
ke equipped rolling stock to provide a
volume of air for quick/repetitive applica-
tion of brakes.
• Flow Pipe (FL) - EPCU pressure tap to monitor brake pipe flow.
• Main Reservoir #1 Pipe (MR1) - Primary compressed, air supply reservoir, MR1.
• Main Reservoir #2 Pipe (MR2) - Compressed dried air supply reservoir, MR2.
• Main Reservoir Equalizing Pipe (MREP) - Locomotive multiple unit pipe providing multip-
le unit operation for whenever there is a high
demand of compressed air or the lead locomo-
tive compressor is out of order. On this pipe
are connected all the locomotives for a locomo-
tive consist.
• Pneumatic Equalizing Reservoir Pipe (PER) - Pilot line to connect the back-up driver’s
brake valve to the BP relay during straight
pneumatic operation.
5 System Operation
5.1 Lead Unit
5.1.1 Train Brake Release

5.1.1.1 Equalizing Reservoir and Brake Pipe Control
Figure 5-1 Brake Pipe Charging
5.1.1.1.1 Brake Pipe Charging (Fig. 5-1)

Placing the EBV automatic handle into the Run position will generate a train brake
release command on the CCB Local Operating Network (LON) to the Equalizing
Reservoir Control Portion (ERCP) and the Brake Pipe Control Portion (BPCP). The
ERCP Control Node will then command the ER Apply Magnet Valve (ER-APP) to the
open position. The BPCP Control Node will also command the #53 Magnet Valve
(MV53) located on the BPCP to the open position. Under normal operating conditions,
the ERCP continuously commands the Equalizing Reservoir Magnet Valve (MVER) to
the open position, allowing Main Reservoir (MR) air to open the MVER Pilot Valve.
MR air flows to the ERCP, passing through the open MVER to open the MVER pilot
valve. MR air also passes through the open ER-APP, to the closed ER Release
Magnet Valve (ER-REL), to the Equalizing Reservoir Transducer (ERT), and to the
open MVER Pilot Valve. MR air then passes through the open MVER Pilot Valve to
charge the 1.5L (90 cu. in.) Equalizing Reservoir (ER), ER Gauge Line (ERG), and
Brake Pipe (BP) Relay pilot port on the BPCP. MR air also flows via choke C2 and
Check Valve (CV2) to charge #10 Pipe and further via open SU Pilot Valve (PVSU) to
charge #3 Pipe.
In the Run Position, ER pressure will be charged to and maintained at 5.2 KG/CM2.
ERT feedback to the ER Control Node instructs the processor to open and/or close the
ER-APP and ER-REL magnet valves to achieve the targeted pressure.
When ER pilot pressure to the BP Relay increases slightly above the BP Relay BP
feedback pressure, the BP Relay will open, allowing MR air to pass through the open
BP Relay, to the open MV53 and the BP Cut-Out Valve (BPCO). MR air passes through
the open MV53 to the BPCO pilot port. When the BPCO pilot pressure is approximately
0.7 Kg/cm² or greater, the BPCO will open allowing MR air to pass through the BPCO
and BP Filter and charge the BP passages and train line pipe. The BP Relay will
maintain BP pressure at the ER target pressure by either opening the MR supply port
or the BP exhaust port if changes in BP pressure are detected.
The charging rate of BP pressure is controlled by limiting the flow of MR supply air to
the BP Relay through two BPCP inline orifices (C1 and C4). The train operator is provi-
ded a flow meter to monitor the BP drop across C1. By monitoring this pressure drop,
the train operator can determine if the BP train line is leaking excessively due to train
separation.
BP air also flows through to the closed PVEM, through BPCP orifice C3 to the closed
Emergency Magnet Valves (MVEM and EMV) and to charge the #21 port.
Additionally, BP air flow to the NB11 Valve through an internal orifice to the #21 Pipe to
the EBV.
5.1.1.1.2 BP Fast Charge (Fig. 5-2)
Figure 5-2 Brake Pipe Fast Charge
Placing the EBV automatic handle into the Release position will generate a fast charge
command on the LON to the BPCP. The BPCP Control Node will then command the
Accelerated Charge Magnet Valve (ACMV) to the open position allowing MR air to pass
through the open ACMV to open the ACMV pilot valve. When the ACMV pilot valve is
open, MR air is allowed to by pass the BPCP C4 orifice, resulting in a higher flow rate
of MR air to the BP Relay to charge the BP train line. By charging the BP train line fas-
ter, the train brake can be released sooner.
5.1.1.1.3 BP Overcharge and Assimilation (Fig. 5-3)
Figure 5-3 Brake Pipe Overcharge and Assimilation
Placing the EBV automatic handle into the Release position for a minimum of 3
seconds will also generate an overcharge/assimilation command on the LON to the
ERCP. The assimilation command allows the manual initiation of a BP overcharge
cycle to a maximum of 0.5 Kg/cm².
Once the overcharge cycle is initiated, the ER and BP pressure will increase to the nor-
mal release pressure, plus 0.5 Kg/cm² (or 5.7 Kg/cm²). When EBV automatic handle is
moved out of release, after a 60-80 second dwell period, the BP pressure will slowly
reduce (or assimilate) down to the normal release pressure of 5.2 Kg/cm² without cau-
sing the train brake to apply.
If the EBV automatic handle is moved into a service position at any time prior to the
completion of the overcharge cycle, normal BP control will be resumed with the excep-
tion that all subsequent pressures will be adjusted upward by the amount of over-
charge pressure in affect at the time of the service request. This adjustment will remain
in effect until the automatic handle is placed into the Run position and the existing over-
charge pressure is allowed to assimilate back to the normal release pressure, or a new
overcharge cycle is initiated.
5.1.1.2 #16 Passage and Brake Cylinder Control (Fig. 5-4)
Figure 5-4 #16 Passage and Brake Cylinder Control
BP transducer (BPT) feedback indicating a BP rise instructs the processor to command

an automatic brake release. The 20CP will command the 20-APP to the closed position
and the 20-REL to the open position to vent 20P pressure at a controlled rate to 0 Kg/
cm2, 20R pilot pressure vents through the open MVLT and open REL to atmosphere.
When the 20 pilot pressure to the 20R decreases slightly below the 20R 20 passage
feedback pressure, the 20R supply passage will close and the 20R exhaust passage will
open, allowing BCEP pressure to flow through the open PVLT, through the 20R to atmos-
phere at high capacity. As a result of BCEP reduction and BP increase, the 16CP will
then command the 16-APP to the closed position and the 16-REL to the open position.
#16 passage is then allowed to vent to atmosphere through open 16B Magnet Valve
(16BMV), open Triple Valve Pilot Valve (PVTV), open #16 Pilot Valve (PV16), and open
16-REL. Under normal operating conditions, the 16CP continuously commands the #16
Magnet Valve MV16 to the open position, allowing MR air to flow to the PV16 and PVTV
pilot ports allowing the PV16 and PVTV to remain open.
The venting of #16 passage and 0.35L #16 Reservoir air pressure, allows air pressure to
also vent from the Brake Cylinder (BC) Relay pilot port, through #1 Double Check Valve
(DCV1) to atmosphere. When the 16 pilot pressure to the BC Relay decreases slightly
below the BC Relay BC feedback pressure, the BC Relay exhaust passage will open,
venting BC (BC) pipe pressure to atmosphere at high capacity.
5.1.2 Train Brake Apply

5.1.2.1.1 Service Application (Fig. 5-5)
Figure 5-5 Service Application
Movement of the EBV automatic handle from the Running position to any service posi-
tion from Minimum Service to Full Service will generate a train brake apply command,
which will reduce ER and BP pressure proportional to automatic handle placement
within the service brake zone.
Placing the EBV automatic handle into a service brake position will generate a propor-
tional train brake apply command on the CCB LON to the ERCP. The ERCP Control
Node will then command the ER-APP to the closed position and the ER-REL to the
open position to reduce ER pressure at a controlled (service) rate to the targeted value.
ER pressure will be vented from the BP Relay pilot port, through the open MVER pilot
valve and REL valve to atmosphere. ERT feedback to the ER Control Node instructs
the processor to open and/or close the APP and REL magnet valves to achieve the tar-
geted pressure.
When ER pilot pressure to the BP Relay decreases slightly below the BP Relay BP
feedback pressure, the BP Relay will open the exhaust port, allowing BP air to pass
through the open BP Relay, to atmosphere through BPCP orifice C2 at a controlled
rate. When BP feedback pressure is approximately equal to the ER target pressure,
the BP Relay will transition to the lap position where both the MR supply and the BP
exhaust ports are closed. The BP Relay will maintain BP pressure at the ER target
pressure by either opening the MR supply port or the BP exhaust port if changes in BP
pressure are detected.
5.1.2.1.2 Penalty Application

Not applicable
5.1.2.1.3 Emergency Application (Fig. 5-6)
Figure 5-6 Emergency Application
Movement of the EBV automatic handle from any position to any the Emergency posi-
tion will result in the rapid reduction of brake pipe pressure through several devices.
Placing the EBV automatic handle into the emergency brake position will generate an
emergency train brake apply command on the CCB LON to the ERCP and the BPCP.
The ERCP Control Node will then command the ER-APP to the closed position and the
ER-REL to the open position to reduce ER pressure at a controlled (emergency) rate to
the targeted value 0 Kg/cm². ER pressure will be vented from the BP Relay pilot port,
through the open MVER pilot valve and ER-REL valve to atmosphere. ERT feedback
to the ER Control Node instructs the processor to open and/or close the ER-APP and
ER-REL magnet valves to achieve the targeted pressure. With ER pilot pressure
remaining at 0 Kg/cm², the BP Relay will remain open to atmosphere.
In addition to the ERCP actions, the BPCP Control Node will command the MVEM to
the open position, resulting in #21 Pipe air to vent through the open MVEM to atmos-
phere. This action will vent the pilot pressure from the PVEM, opening the PVEM to
vent BP air at high capacity to atmosphere.
The BPCP Control Node will also command the MV53 located on the BPCP to the
closed position to prevent further BP charging. Additionally, when the EBV automatic
handle is placed in the Emergency position, an electrical contact within the EBV will
close to send a 24v signal directly to MV53 to command the MV53 to the closed posi-
tion.
The placement of the EBV automatic handle to the emergency position causes power
knockdown to occur by opening the Power Cut-Out Switch (PCS) located within the
Relay Control Portion (RCP).
The placement of the EBV automatic handle to the emergency position also
mechanically opens the EBV valve to vent #21 pipe pressure to atmosphere. The ven-
ting of #21 Pipe air will force the NB11 and #821 Vent Valves to the open position to
5.1.2.2 #16 Passage and Brake Cylinder Control

5.1.2.2.1 Service Application (Fig. 5-7)
Figure 5-7 Service Application
BPT feedback indicating a BP reduction instructs the processor to command an

automatic brake apply. The 20CP will command the 20-APP to the open position and
the 20-REL to the closed position to charge 20P pressure at a controlled rate proportio-
nally to BP reduction. MR air flows to the 20CP, passing through the open 20-APP, to
the 1L (60 cu. in.) volume, the the closed 20-REL, through open Lead-Trail Magnet
Valve (MVLT) to the 20 Lead Transducer (20TL) and on to the 20 Relay (20R) pilot port.
When the 20 pilot pressure to the 20R increases slightly above the 20R passage feed
back pressure, the 20R supply passage will open, allowing MR air to flow through the
open Lead-Trail Pilot Valve (PVLT), through the 20 pipe filter to the BECP at high
capacity.
As a result of BCEP pressure development and BP reduction, the processor calculates

the required 16 Control pressure command based on the BP reduction detected. The
16CP Control Node will then command the 16-APP to the open position and the 16-
REL to the closed position. MR air flows through the open 16-APP to the 16 Transdu-
cer (16T) and closed 16-REL, through the open MV16T, open PVTV, DCV2, open
16BMV to charge 0.35L volume (21 cu. in.) and 16 passage and through DCV1 and to
the BC Relay pilot port. 16T feedback to the 16CP Control Node instructs the proces-
sor to open and/or close the 16-APP and 16-REL magnet valves to achieve the targe-
ted pressure.
When the 16 pilot pressure to the BC Relay increases slightly above the BC Relay BC
feedback pressure, the BC Relay supply passage will open, allowing MR air to flow to
the BC pipe at high capacity. The BC Relay will maintain BC pressure at the 16 target
pressure by either opening the MR supply port or the BC exhaust port if changes in 16
pilot pressure are detected.

Not applicable
5.1.2.2.3 Emergency Application

The electronic control of #16 Passage pressure for an emergency application is similar
to a service application described in Section 5.1.2.2.1.
5.1.3 Locomotive Brake Apply

5.1.3.1 Brake Cylinder Equalizing Pipe Control (Fig. 5-8)
Figure 5-8 Locomotive Brake Apply - Brake Cylinder Equalizing Pipe Control
The Brake Cylinder Equalizing Pipe Control applies and releases the locomotive brake
independent of the automatic train brake control. Movement of the EBV Independent
handle from the Release position to any position up to Full position will generate an inde-
pendent brake apply command, which will increase 20P passage and Brake Cylinder
Equalizing Pipe pressure proportional to independent handle placement within the ser-
vice zone.
Placing the EBV Independent handle into a service position will generate a proportional
independent brake apply command on the CCB LON to the 20 Pipe Control Portion
(20CP). The 20CP Control Node will then command the 20-APP to the open position and
the 20-REL to the closed position to charge 20P pressure at a controlled rate to the targe-
ted value.
MR air flows to the 20CP, passing through the open 20-APP, to the 1L (60 cu. in.) volume,
to the closed 20-REL, through open Lead-Trail Magnet Valve (MVLT) to the 20 Lead
Transducer (20TL) and on to the 20 Relay (20R) pilot port.
When the 20 pilot pressure to the 20R increases slightly above the 20R 20 passages
feedback pressure, the 20R supply passage will open, allowing MR air to flow through the
open Lead-Trail Pilot Valve (PVLT), through the 20 Pipe Filter to the Brake Cylinder Equa-
lizing Pipe at high capacity. The 20R will maintain Brake Cylinder Equalizing Pipe pres-
sure at the 20 target pressure by either opening the MR supply port or the 20 exhaust
port if a change in 20 pilot pressure is detected.
16 passage air also flows to the BCCP, through the DCV1 to the BC Relay pilot port. The
BC Relay will maintain BC pressure at the 16 target pressure by either opening the MR
supply port or the BC exhaust port if a change in 16 pilot pressure is detected.
The 20CP Control Node will command the MVLT to the open position when the CCB sys-
tem is set to lead mode and will command the MVLT to the closed position when the CCB
system is set to trail mode. When in lead mode, the MR air is allowed to flow through the
open MVLT to open the MVLT pilot valve and the PVLT to condition the 20CP to lead
control.

The #16 Passage and Brake Cylinder Control for locomotive brake apply functions the
same as described in Section 5.1.2.2.1.
5.1.4 Locomotive Brake Release

Figure 5-9 Locomotive Brake Release - Brake Cylinder Equalizing Pipe Control
Movement of the EBV Independent handle from an apply position towards or to Release
position, will generate a reduced independent brake apply command or full release
command, which will decrease 20P passage and Brake Cylinder Equalizing Pipe pres-
sure proportional to Independent handle placement within the service zone to the release
position.
Placing the EBV Independent handle into the direct release position will generate an
independent brake release command on the CCB LON to the 20CP. The 20CP Control
Node will then command the 20-APP to the closed position and the 20-REL to the open
position to vent 20P pressure at a controlled rate to 0 Kg/cm². 20R pilot pressure will vent
through the open MVLT and open REL to atmosphere.
When the 20 pilot pressure to the 20R decreases slightly below the 20R 20 passages
feedback pressure, the 20R supply passage will close and the 20R exhaust passage will
open, allowing Brake Cylinder Equalizing Pipe air to flow through the open PVLT, through
the 20R to atmosphere at high capacity.
16 passage air will also vent from the BCCP BC Relay pilot port, through the DCV1. The
BC Relay will reduce BC pressure to the same level as 16 target pressure by opening the
MR supply port.

The #16 Passage and Brake Cylinder Control for locomotive brake release functions the
same as described in Section 5.1.1.2.
5.1.5 Train Separation

5.1.5.1 Equalizing Reservoir and Brake Pipe Control (Fig. 5-10)
Figure 5-10 Train Separation - Equalizing Reservoir and Brake Pipe Control
In the event of a BP rupture due to train separation or similar event, BP charging will be
automatically suspended by energizing the MV53. Upon detection of an emergency rate
of BP reduction through BPT feedback, the BPCP Control Node will command the MV53
to the closed position. Pilot air is then allowed to flow through the MV53 to exhaust, clo-
sing the BPCO, to cut-off the BP Relay output to BP trainline and prevent further char-
ging.
The BPCP Control Node will also command the MVEM to the open position, resulting in
#21 Pipe air venting through the open MVEM to atmosphere. This action will vent the pilot
pressure from the PVEM, opening the PVEM to vent BP air at high capacity to atmos-
phere.
Upon detection of an emergency rate of BP reduction power knockdown occurs after 20

second delay by opening of the Power Cut-out Switch (PCS) located within the Relay
Control Portion (RCP). Power knockdown occurs when ever BP pressure falls reduces
below 2.5 Kg/cm².
5.1.6 Consist Separation

5.1.6.1 #16 Passage and Brake Cylinder Equalizing Pipe Control (Fig. 5-11)
Figure 5-11 Consist Separation - #16 Passage and Brake Cylinder Equalizing Pipe Control
In the event of a Main Reservoir Equalizing Pipe (MREP) rupture due to consist separa-
tion or similar event, MREP air will exhaust from the EPCU and the loss of pressure will
be sensed by the MREPT in the 16CP. Brake Cylinder Equalizing Pipe charging will be
automatically suspended by de-energizing the MVLT. The PVE Pilot Valve in 16CP will
also open, insuring that pneumatically developed 16 pressure from KEOD is allowed to
flow via 16TV passage, through open PVE and DCV2 to the BC relay pilot port.
5.1.7 Loss of Power

Figure 5-12 Loss of Power - Equalizing Reservoir and Brake Pipe Control
Upon loss of power, the CCB system will automatically condition to vent ER and BP to
atmosphere. The de-energized MVER will vent ER pressure to the MVER pilot valve at a
controlled (service) rate through the normally open Pneumatic Equalizing Reservoir Cut-
Out Cock (PER-COS) and through ERCP orifice C4 to atmosphere. The ER pressure
loss at the BPCP BP relay pilot port initiates a non-recoverable BP pressure reduction as
described in service application.
5.1.7.2 #16 Passage and Brake Cylinder Control (Fig. 5-13)
Figure 5-13 Loss of Power - #16 Passage and Brake Cylinder Control
Upon loss of power, the CCB system will automatically condition to control 16 and BC
pressure pneumatically through the operation of the KEOD. The de-energized MV16 will
vent 16 pressure from the PV16 and PVTV pilot ports to atmosphere. The loss of PVTV
pilot air will transition the 16 passage control from the 16-APP and 16-REL valve to the
16TV control from the KEOD. When the 16CP is condition to this state, BC service apply
and release and emergency control is performed pneumatically by the KEOD in response
to BP pressure change.
The development of BC pressure in response to BC Relay pilot port pressure is the same
as described for service applications.
5.1.8 Loss of Brake Valve Controller

Figure 5-14 Loss of Brake Valve Controller - Equalizing Reservoir and Brake Pipe Control
The locomotive brake control system is fitted with a Back-up Driver’s Brake Valve (BU-
DBV). In the event of a EBV failure, the operator can configure the CCB system for BU-
DBV control. The BU-DBV is a manually operated mechanical-pneumatic device that can
regulate ER pressure for back-up operation. To control ER pressure with the BU-DBV, the
EPCU PER-COS must be manually set to the back-up position. In this position the BU-
DBV Pneumatic Equalizing Reservoir (PER) air is connected to the ERCP. PER air flows
to and from the open MVER to control ER pilot air to the BP Relay.
The development of BP pressure in response to BP Relay pilot pressure is the same as

described for service applications.
5.2 Trail Unit
5.2.1 Train Brake Release

5.2.1.1.1 Brake Pipe Cut Off (Fig. 5-15)
Figure 5-15 Train Brake Release - Equalizing Reservoir and Brake Pipe Control
Setting the CCB mode to Trail will generate a BP cut-cut command and an ER target
command to zero pressure on the CCB LON to the BPCP and ERCP, respectively.
The BPCP Control Node will command the MV53 to vent the Brake Pipe Cut-Off Valve
(BPCO) pilot port to atmosphere. This action will force the BPCO to the closed position
to prevent BP charging from the trail unit.
The ERCP Control Node will command the ER-APP to the closed position and the ER-
REL to the open position to vent ER pressure to a targeted value of 0 Kg/cm². ER
control pressure will be vented from the BP Relay pilot port, through the open MVER
pilot valve and ER-REL valve to atmosphere. With ER pilot pressure remaining at 0 Kg/
cm², the BP Relay will remain in the non-charging position, open to atmosphere.

Refer to Section 5.1.1, Lead Unit Train Brake Release.
5.2.2 Train Brake Apply

5.2.2.1.1 Service Application
Not applicable

Not applicable

The placement of the EBV automatic handle to the emergency position causes open-
ing of the Power Cut-Out Switch (PCS) located within the Relay Control Portion (RCP).
The placement of the EBV automatic handle to the emergency position also
mechanically opens the EBV valve to vent #21 pipe pressure to atmosphere. The ven-
ting of #21 Pipe air will force the NB11 and #821 Vent Valves to the open position to

5.2.2.2.1 Service Application
The same as Section 5.1.2.2.1, Lead Unit Train Brake Apply, with the exception that 16
Control pressure command is based on the 20TT pressure detected.

Not applicable

The same as Section 5.1.2.2.1, Lead Unit Train Brake Apply, with the exception that 16
Control pressure command is based on the 20TT pressure detected.
5.2.3 Locomotive Brake Apply

Figure 5-16 Locomotive Brake Apply - Brake Cylinder Equalizing Pipe Control
Setting the CCB mode to Trail will generate trail command on the CCB LON to the 20CP.
The 20CP Control Node will command the MVLT to vent the PVLT pilot port to atmos-
phere. This action will force the PVLT to the closed position to prevent the charging and
venting of the Brake Cylinder Equalizing Pipe from the trail unit.
The MVLT will also vent the MVLT pilot port to atmosphere. 20 Pipe control pressure will
be vented from the 20R pilot port through the MVLT pilot valve to atmosphere. With 20R
pilot pressure remaining at 0 kg/cm², the 20 Relay will remain in the non-charging posi-
tion, open to atmosphere.
Brake Cylinder Equalizing Pipe apply commands initiated from the lead unit will enter the
EPCU through the 20 Pipe Filter to the 20TT pressure transducer. The closed PVLT will
block lead commanded Brake Cylinder Equalizing Pipe pressure from venting from the
20R exhaust port.

The #16 Passage and Brake Cylinder Control for locomotive brake apply functions the
same as described in Section 5.1.2.2.1 except 16 Control pressure command is based on
20TT pressure.
5.2.4 Locomotive Brake Release

Figure 5-17 Locomotive Brake Release - Brake Cylinder Equalizing Pipe Control
Brake Cylinder Equalizing Pipe release commands initiated from the lead unit will enter
the EPCU through the 20 Pipe Filter to the 20TT pressure transducer and through DCV1
to the BCCP pilot port to apply brake cylinder pressure on the trail unit. The closed PVLT
will block lead commanded Brake Cylinder Equalizing Pipe pressure from venting from
the 20R exhaust port.

Refer to Section 5.1.1.2, Lead Unit Train Brake Release.
5.2.5 Consist Separation

5.2.5.1 #16 Passage and Main Reservoir Equalizing Pipe (MREP) (Fig. 5-18)
Figure 5-18 Consist Separation - #16 Passage and MREP
In the event of a Main Reservoir Equalizing Pipe (MREP) rupture due to consist separa-
tion or similar event, MREP air will exhaust from the EPCU and the loss of pressure will
be sensed by the MREPT in the 16CP. The PVE Pilot Valve in 16CP will open, insuring
that pneumatically developed 16 pressure from KEOD is allowed to flow via 16TV
passage, through open PVE and DCV2 to the BC relay pilot port.
5.2.6 Loss of Power

Not applicable

Refer to Section 5.1.7.2, Lead Unit Loss of Power.
5.3 Helper Unit
5.3.1 Locomotive Brake and Train Brake Control (Fig. 5-19)
Figure 5-19 Helper Unit - Locomotive Brake and Train Brake Control
When the locomotive is used as a helper unit (or pusher), the CCB system is set to Lead/
Cut-out mode to enable lead independent brake handle control of the Brake Cylinder Equal-
izing Pipe while local automatic brake handle control of ER/BP remains disabled, similarly to
trail mode.
5.3.2 #16 Passage and Brake Cylinder Control

The #16 passage and brake cylinder control responds to Brake Cylinder Equalizing Pipe
and Brake Pipe commands as previously described in lead and trail modes.
5.4 Dead Engine Operation
5.4.1 Trail Unit (Fig. 5-20)
Figure 5-20 Dead Engine Operation - Trail Unit
Brake Pipe air enters the trailing unit EPCU through BP Filter and passes to the ERCP. BP
then flows through the open Dead Engine Cut-out Cock (DE), Dead Engine Regulator
(DER), Check Valve (CV1) to charge the 240 L protected supply reservoir. MR2 pressure,
regulated to 1.8 Kg/cm² via the DER, supplies stored air pressure to the BC Relay supply
port to provide a high capacity air pressure source to charge the brake cylinders.
6 Maintaining the CCB II-IR Brake System
6.1 Periodic Maintenance

The CCB II-IR Brake system requires little periodic maintenance. To keep the system per-
forming optimally, the following periodic maintenance requirements must be performed. For
Unscheduled Maintenance see Section 9.1.
92 DAY MAINTENANCE
1. Drain the Main Reservoir (MR) filter assembly by opening the manual drain valve (10)
located at the bottom of the MR filter housing (11) (see Figure 6-1).
ANNUAL MAINTENANCE
Remove and replace MR, Brake Pipe (BP), MR2 and 20 pipe filters (see section 6.1.1).
Upon completion of filter replacement, perform CCB Self-Test.
OVERHAUL
All pneumatic components must be overhauled periodically. The user must determine the
proper overhaul interval based on field testing of equipment, in conjunction with Knorr. Con-
tact Knorr Bremse India for assistance.
6.1.1 MR, MR2, BP, and 20 Pipe filter Replacement
1) TOOLS AND LUBRICANTS REQUIRED
1. Wrench, Combination or Socket, 1/2"

2. Wrench, Combination or Socket, 3/4"
3. Oil Filter Wrench to fit 3-3/8" dia.
4. Socket wrench w/12" extension and 7/8" Socket
5. Vise
6. Dow Corning #4 Lubricant
7. Loctite PST pipe sealant (for manual drain valve replacement only)
8. Loctite 565 (for filter retainer on Newer BP Filter Assembly)
6.1.2 Disassembly (See Figure 6-1)
MR FILTER ASSEMBLY:
1. Remove hex nuts (13) from filter head (1). Remove MR filter assembly (1 thru 11) and
ring gaskets (12) from manifold (26). Discard ring gaskets (12).
2. Secure filter head (1) in vise and use oil filter wrench to unscrew housing (11) from filter
head (1).
3. Unscrew lock nut (6) from rod (3) and remove retainer (5), filter element (4), and O-ring
(2) from filter head (1). Discard filter element (4) and O-ring (2).
4. Removal of manual drain valve (7 thru 10) is not recommended unless it is defective or
it is being replaced as part of scheduled maintenance. If it is to be replaced:
a. To remove Manual Drain Valve (7 thru 10) use a socket wrench with a 12 in.
extension and 7/8 in. socket to hold onto adapter (7), unscrew drain valve (10)
and jam nut (9) from adapter (7).
b. Remove adapter (7) and O-ring (8) from housing (11). Discard manual drain
valve assembly (7 thru 10).
BP, MR2, and 20 FILTER ASSEMBLIES:
1. Remove hex head cap screws (14) from MR2 and 20 filter housings (15). Remove hex
head cap screws (18) from BP filter housing (19). Remove BP, MR2, and 20 Filter
assemblies from manifold (26). Take care to keep hex head cap screws (18) and BP
filter housing (19) separate from the other filter assemblies.
2. Remove and discard filter elements (16), spring (20), filter screen (21), and ring
gaskets (17) from filter housings (15 and 19).
3. Unscrew filter retainer (23). Remove and discard filter element (22) and O-rings (24
and 25) from BP filter housing (19).
6.1.3 Cleaning, Inspecting, and Repairing (See Figure 6-1)
1. To order replacement parts, refer to the applicable NYAB Parts Catalog. For BP, MR,
and 20 pipe filter replacement, use kit P/N 788827.
CAUTION
Danger of personal injury exists. When using solvents, be sure to:
 Wear eye, skin, and respiratory protection.
 Work in a well ventilated area.
 Avoid repeated or prolonged contact.
 Keep solvent container closed.
 Keep solvent away from sparks, flames, and heat.
2. Wash all parts, except manual drain valve assembly (7 thru 10), and housing (11) in a
suitable solvent that will dissolve oil and grease and permit all parts to be thoroughly
cleaned without abrasion (i.e. mineral spirits).
CAUTION
Danger of personal injury exists. When using compressed air, be
sure to:
 Wear eye protection.
 Do not exceed 30 psi.
3. Blow all parts dry using clean, dry, low pressure compressed air.
4. The housing (11) must be thoroughly cleaned by means of a cloth or rag saturated with
a suitable solvent, i.e. mineral spirits, and blown dry with a jet of low pressure
compressed air.
5. Replace all parts previously discarded.
6. Replace all parts that are cracked, broken, worn, damaged, or in such a condition as
would result in unsatisfactory operation.
6.1.4 Lubrication and Assembly (See Figure 6-1)
1. During assembly, all rubber O-rings and ring gaskets, their grooves, and surfaces of
components into which they are fitted should be lubricated individually with Dow
Corning #4 lubricant. After installing the O-rings in their respective grooves, remove
only the excess lubricant before inserting any assemblies into position.
MR2 and 20 FILTER ASSEMBLY:
1. Apply Dow Corning #4 Lubricant to new ring gaskets (17) and to end and ID of both
ends of new filter elements (16). Insert ring gaskets (17) and filter elements (16) into
housings (15).
2. Fasten MR2 and 20 filter assembly (15) to manifold (25) using the longer (4") hex
head cap screws (14). Tighten hex head cap screws (14) to 74.6 +/-2.7 Nm (55 ± 2
ft lb) (dry torque).
BP FILTER ASSEMBLY:
1. Apply a thin film of Dow Corning #4 Lubricant to ID’s and ends of new filter element
(22) before inserting it into housing (19). Apply Loctite 565 to threads of filter retainer
(23) and screw it into filter housing (19) so that it is flush or below the surface of filter
housing (19).
2. Apply a thin layer of Dow Corning #4 Lubricant to new ring gasket (17) and new O-
rings (24 and 25). Insert ring gasket (17), O-rings (24 and 25), new spring (20), and
new filter screen (21) into housing (19).
CAUTION
Danger of permanent manifold damage exists. Hex head cap
screws (18) used on the BP Filter are shorter (3-1/2") than the
hex head cap screws (14) (4") used on the MR2 and 20 Filter
Assemblies. Do not substitute the hex head cap screws (14) from
the MR2 and 20 Filter Assemblies on the BP Filter. Failure to follow
this caution will result in permanent damage to the manifold
assembly.
3. Fasten BP filter assembly (17, and 19 thru 25) to manifold (26) using shorter (3-1/2")
hex head cap screws (18). Tighten shorter (3-1/2") hex head cap screws (18) to 74.6
+/-2.7 Nm (55 ± 2 ft lbs) (dry torque).
MR FILTER ASSEMBLY:
1. If manual drain valve assembly (7 thru 10) was removed:
a. Install new lightly greased O-ring (8) onto new adapter (7). Insert adapter (7)
into housing (11) and secure in place with new jam nut (9). Tighten jam nut (9)
to 54.2-56.9 Nm (40-42 ft lb).
b. Apply Loctite PST pipe sealant to threads of new drain valve (10) and screw
drain valve (10) into adapter (7) until it is firmly in place.
2. Install new lightly greased O-ring (2) into filter head (1).
NOTE
Over tightening lock nut (6) may damage filter element (4).
3. Install new filter element (4) against shoulder in filter head (1). Place retainer (5)
over bottom of new filter element (4) and secure in place with new lock nut (6).
Tighten lock nut (6) until snug (over tightening may damage filter element).
4. Screw housing (11) into filter head (1) and tighten firmly in place (until it bottoms out)
using oil filter wrench.
5. Apply Dow Corning #4 Lubricant to new ring gaskets (12). Insert ring gaskets (12)
into housing (1).
6. Fasten MR filter assembly (1 thru 12) to manifold (25) using hex nuts (13). Tighten
hex nuts (13) to 74.6 +/-2.7 Nm (55 ± 2 ft lb) (dry torque).
Figure 6-1 CCB II-IR Filter Assemblies
7 On-Locomotive System Test
7.1 General Information

This test instruction contains the on-locomotive test requirements for the CCB II-IR Air
Brake Control System.
7.2 Test Format for Diesel Locomotive
WARNING
High pressure air is present in the equipment rack and assembly
being tested. Pressure will vent from cocks and/or valve exhaust
ports when test rack cocks are manipulated or when control devices
are operated. To minimize the risk of personal injury from pressure
exhausting, ensure that all persons stand clear of the exhaust path
and that hearing protection and eye protection are worn at all times.
CAUTION
Electrical power (AC and/or DC) is present. To minimize the risk of
personal injury from electrical shock, ensure that power and/or
switches are turned off prior to making any electrical connections/
disconnections.
7.2.1 Test Equipment Required

Filtered shop supply pressure of 8.4 kg/cm² (if the locomotive is not running).
Single Car Test Device
Wheels must be chocked.
Handbrake must be set.
Propulsion must be cut-out.
LCC (Locomotive Control Computer) must be on-line and active.
7.2.2 Initial Set-Up
NOTE
Check to see that the compressor governor has been adjusted to
OEM specifications, or as specified by the railroad and adjust if nec-
essary. Check to see that the brake cylinders have been tested for
leakage in accordance with the OEM specifications, or as specified
by the railroad (repair if necessary). Where the main engine cannot
be operated during the tests, filtered shop line pressure of not less
than 120 psi should be used.
Check all Controller, LRU's, PSJB, LON/RS485 and RCP cables to ensure that they are all
tight and completely connected to the CCB.
CCB 2nd Main Reservoir Supply Cut-Out Cock - Open
Dead Engine Cut-Out Cock - Closed
KE Valve Set - GOODS
PASS/GOODS Selector Switch on 16 CP in GOODS
PER-COS on PER Portion in Normal Mode (Vertical) position
All Cocks at both ends of Main Reservoir Equalizing Pipe, Feed Valve Pipe, Brake Pipe and
Brake Cylinder Equalizing Pipe - Closed
Brake Cylinder Cut-Out Cocks - Open
All Main Reservoir Drain Cocks - Closed
The main reservoir safety valve setting should be checked according to OEM or the individ-
ual railroad's requirements.
Controller #1:
Automatic handle - FS position
Independent handle - FULL position
Selector Switch - TRL
Controller #2:
Automatic handle - FS position
Independent handle - FULL position
Selector Switch - TRL
Air Brake Circuit Breaker - OFF
Locomotive set in Isolate
Reverser Handle on Center
With MR pressurized, open the MR Filter drain cock and remove any moisture from the MR
Filter, then close the MR Filter drain cock.
If the engine will not be running during testing, connect the unit to a clean and dry air supply
that is a minimum of 8.3 kg/cm² and is capable of meeting the air demands of the air system.
7.2.3 PRELIMINARY
Apply an equalizing reservoir pressure test gauge at the ER pressure tap fitting on the Elec-
tro Pneumatic Control Unit.
Apply a brake pipe pressure test gauge at the BP pressure tap fitting on the Electro Pneu-
matic Control Unit.
Apply a brake cylinder equalizing pipe pressure test gauge at the 20 pressure tap fitting on
the Electro Pneumatic Control Unit.
Apply a brake cylinder pressure test gauge at the BC pressure tap fitting on the Electro
Pneumatic Control Unit.
7.2.4 TEST NO. 1 - Main Reservoir Leakage Test
1. If the engine is running, the manual override of the air compressor magnet valve must
be used to keep the air compressor unloaded.
2. Set both the MR automatic drain valves not to function.
3. Reduce main reservoir pressure at No. 2 drain valve to approximate 5.6 ± 0.1 kg/cm².
4. Monitor main reservoir pressure for three (3) minutes. Leakage not to exceed 0.2 kg/
cm²/min.
NOTE
Repair all leaks before proceeding.
5. Restore main reservoir pressure and set both MR automatic drain valves to func-
tion.
7.2.5 TEST NO. 2 - Air Brake System Power Up
1. Assure that Controllers #1 and #2 are positioned as per initial set-up.
2. Set Air Break Circuit Breaker - ON.
3. Wait one (1) minute.
4. Set Controller #1 Selector Switch - LEAD.
5. Set Controller #1 Automatic Handle - RUN and Independent Handle - REL.

a. ER increases to 5.2 ± 0.07 kg/cm²
b. BP increases to ER +0.07/-0.1 kg/cm²
c. BC reduces to < 0.2 kg/cm² Pass/Fail
d. BCEP reduces to < 0.2 kg/cm² Pass/Fail
e. PCS is not indicated. Pass/Fail
NOTE
Failure to charge air brake system or reduce BC. Check EBV dis-
play for any fault message (Should indicate Okay to Run - BP Tar-
get = 5.2)
Check and assure that LCC is powered and communicating with

CCB. (Comm. Loss Penalty)
6. Set Controller #1 Independent Handle - FULL.

a. BCEP increases to 5.2 ± 0.14 kg/cm²
b. BC increases to 5.2 ± 0.14 kg/cm²
7. Wait five (5) minutes to allow system to fully charge.
7.2.6 TEST NO. 3 - Brake Pipe Leakage Test
1. Set Controller #1 Automatic Handle - MIN

a. ER reduces to approximately 4.7 ± 0.07 kg/cm²
b. BP reduces to approximately 4.7 ± 0.07 kg/cm²
2. Set Controller #1 Selector Switch - TEST
3. Set Controller #1 Automatic Handle - FS

a. ER reduces to approximately 3.5 ± 0.07 kg/cm².
b. BP remains approximate 4.7 ± 0.07 kg/cm². Pass/Fail

a. Monitor brake pipe pressure for two (2) minutes.
Leakage not to exceed 0.07 kg/cm²/min. Pass/Fail
NOTE
Repair all leaks before proceeding.
5. Set Controller #1 Automatic Handle - RUN

a. ER increases to approximately 5.2 ± 0.07 kg/cm² Pass/Fail

a. BP must not increase. Pass/Fail
7. Set Controller #1 Selector Switch - LEAD

a. BP increases to ER +0.07/-0.1 kg/cm² Pass/Fail
7.2.7 TEST NO. 4 - Brake Cylinder Equalizing Pipe Leakage Test
1. Set Controller #1 Independent Handle - REL

a. BC reduces to < 0.2 kg/cm² Pass/Fail
b. BCEP reduces to < 0.2 kg/cm² Pass/Fail
2. Set Controller #1 Selector Switch - HLPR, Momentarily 'lift' Bail ring.

a. ER reduces to < 0.2 kg/cm² Pass/Fail
b. BP remains approximately 5.2 ± 0.07 kg/cm² Pass/Fail
c. BC remains < 0.2 kg/cm² Pass/Fail
d. BCEP remains < 0.2 kg/cm² Pass/Fail
3. Set Controller #1 Independent Handle - FULL

a. BCEP increases to 5.2 ± 0.14 kg/cm²
b. BC increases to 5.2 ± 0.14 kg/cm²
4. Set Controller #1 Selector Switch - TRL; then Independent Handle - REL

a. ER remains < 0.2 kg/cm² Pass/Fail
c. BC remains 5.2 ± 0.14 kg/cm² Pass/Fail
d. BCEP remains 5.2 ± 0.14 kg/cm² Pass/Fail

a. Monitor brake cylinder equalizing pipe pressure for two (2) minutes. Leakage not
to exceed 0.35 kg/cm²/min. Pass/Fail
b. BC remains > 2.7 kg/cm². Pass/Fail
6. Set Controller #1 Automatic Handle - RUN; Selector Switch - LEAD

a. ER increases to 5.2 ± 0.1 kg/cm² Pass/Fail
b. BP increases to ER +0.07/-0.1 kg/cm² Pass/Fail
7.2.8 TEST NO. 5 - Automatic Brake Operation Test - Goods
NOTE
This test is conducted from Controller #1. Note that all test
response need not, and are not, repeated from Controller #2 as un-
necessary.
7.2.9 Test No. 5A - Graduated Brake - Goods
1. Assure 16CP Selector Switch and KE lever are set to GOODS

a. ER reduces to 4.7 ± 0.1 kg/cm²
b. BP reduces to ER +0.07/-0.1 kg/cm²
c. BC increases to 0.44 ± 0.14 kg/cm²
d. BCEP increase to 0.44 ± 0.14 kg/cm²
3. Move Controller #1 Automatic Handle toward FS to reduce ER in 0.2 - 0.3 kg/cm²

increments, pausing at each increment, until Handle is in FS position (3 - 5 steps) and
note:
a. ER & BP reduce each step Pass/Fail

b. BC & BCEP increase each step Pass/Fail
c. In FS; ER reduced to 3.5 ± 0.14 kg/cm²
d. In FS; BP reduced to ER +0.07/-0.1 kg/cm² Pass/Fail
e. In FS; BC increases to 1.82 ± 0.14 kg/cm²
f. In FS; BCEP increase to 1.82 ± 0.14 kg/cm²
g. PCS remains not indicated. Pass/Fail
4. Move Controller #1 Automatic Handle toward MIN to increase ER in 0.2 - 0.3 kg/cm²
increments, pausing at each increment, until Handle is in MIN position (3 - 5 steps) and
note:
a. ER & BP increase each step Pass/Fail
b. BC & BCEP decrease each step Pass/Fail
c. In MIN; ER increased to 4.7 ± 0.1 kg/cm²
d. In MIN; BP increased to ER +0.07/-0.1 kg/cm² Pass/Fail
e. In MIN; BC decreases to 0.44 ± 0.14 kg/cm²
f. In MIN; BCEP decreases to 0.44 ± 0.14 kg/cm²
5. Move Controller #1 Automatic Handle - RUN

7.2.10 TEST No. 5B - Automatic Response - Goods

The following times are from 'movement' of the handle.
1. Move Controller #1 Automatic Handle directly to FS and time:

a. BP reduces to 3.5 kg/cm² in 6 to 10 seconds
b. ER reduces to 3.5 ± 0.1 kg/cm² Pass/Fail
c. BP reduces to ER +0.07/-0.1 kg/cm² Pass/Fail
2. Move Controller #1 Automatic Handle directly to RUN and time:

a. BP increases to 5.0 kg/cm² in < 3.5 seconds
b. ER increases to 5.2 ± 0.14 kg/cm² Pass/Fail
c. BP increases to ER +0.07/-0.1 kg/cm² Pass/Fail

a. BC increases to 1.82 kg/cm² in 16 to 30 seconds
b. BC increases to 1.82 ± 0.14 kg/cm². Pass/Fail

a. BC decreases to 0.44 kg/cm² in 45 to 60 seconds
b. BC decreases < 0.2 kg/cm² Pass/Fail

a. BCEP increases to 1.82 kg/cm² in 16 to 30 seconds
b. BCEP increases to 1.82 ± 0.14 kg/cm² Pass/Fail

a. BCEP decreases to 0.44 kg/cm² in 45 to 60 seconds
b. BCEP decreases < 0.2 kg/cm² Pass/Fail
7.2.11 Test No. 5C - Controller Emergency Response - Goods
1. Move Controller #1 Automatic Handle directly to EMER and time:

a. BP rapidly reduces < 1.0 kg/cm² (< 3 seconds)
b. ER rapidly reduces < 1.0 kg/cm² (< 6 seconds)
c. BC increases to 1.82 kg/cm² in 16 to 30 seconds.
d. BC increases to 1.82 ±0.14 kg/cm² Pass/Fail
e. PCS is indicated. Pass/Fail
2. Wait sixty (60) seconds
3. Move Controller #1 Automatic Handle directly to RUN

a. BP increases to 5.2 kg/cm² in < 10 seconds
b. ER increases to 5.2 ± 0.14 kg/cm²
d. BC decreases to 0.44 kg/cm² in 50 to 65 seconds
e. BC decreases < 0.2 kg/cm² Pass/Fail
f. PCS is not indicated. Pass/Fail

a. BP rapidly reduces < 1.0 kg/cm² (< 3 seconds) Pass/Fail
b. ER rapidly reduces < 1.0 kg/cm² (< 6 seconds)Pass/Fail
c. BCEP increases to 1.82 kg/cm² in 16 to 30 seconds
d. BCEP increases to 1.82 ±0.14 kg/cm² Pass/Fail

c. BCEP decreases to 0.44 kg/cm² in 50 to 65 seconds.
d. BCEP decreases < 0.2 kg/cm² Pass/Fail
7.2.12 Test No. 5D - Bail - Goods
1. Move Controller #1 Automatic Handle - FS

a. BC increases to 1.82 ±0.14 kg/cm² Pass/Fail
b. BCEP increases to 1.82 ±0.14 kg/cm² Pass/Fail
2. Lift Controller #1 'Bail' ring momentarily

a. BC rapidly reduces < 1.0 kg/cm² (< 3 seconds)
b. BC reduces < 0.2 kg/cm² Pass/Fail
c. BCEP reduces < 0.2 kg/cm² Pass/Fail
3. Move Controller #1 Automatic Handle toward RUN to achieve approximately 3.8 - 4.0
kg/cm² ER pressure

5. Move Controller #1 Automatic Handle - EMER

a. BP rapidly reduces < 1.0 kg/cm² Pass/Fail
b. BC remains 1.82 ±0.14 kg/cm² Pass/Fail
c. BCEP remains 1.82 ±0.14 kg/cm² Pass/Fail
d. PCS is indicated. Pass/Fail
6. Lift Controller #1 'Bail' ring and hold;

a. BC rapidly reduces < 1.0 kg/cm² (< 3 seconds) Pass/Fail
7. Release Controller #1 'Bail' ring and time;

b. BC increases to 1.82 ±0.14 kg/cm² Pass/Fail
c. BCEP increases to 1.82 ±0.14 kg/cm² Pass/Fail
d. PCS is indicated Pass/Fail

c. BC decreases < 0.2 kg/cm² Pass/Fail
7.2.13 Test No. 5E - Assimilation
1. Hold Controller #1 Automatic Handle - REL; Start timer

a. ER starts to increase after 3 seconds Pass/Fail
b. ER increases to 5.7 ±0.14 kg/cm²
d. 'Release Controller Handle - RUN'
e. ER starts to decrease after approximately 60 -80 seconds
f. Wait 3-1/2 minutes
g. ER has reduced to 5.2 ±0.14 kg/cm² Pass/Fail
h. BP has reduced to ER +0.07/-0.1 kg/cm² Pass/Fail
i. BC remains < 0.2 kg/cm² Pass/Fail

a. ER reduces to approximately 3.4 kg/cm²
3. Move and hold Controller #1 Automatic Handle - REL; Start timer

a. ER increases to 5.7 ±0.07 kg/cm² Pass/Fail
b. 'Release Controller Handle - RUN'
c. ER starts to decrease after approximately 60 -80 seconds
d. Wait 3-1/2 minutes
e. ER has reduced to 5.2 ±0.14 kg/cm² Pass/Fail
f. BC remains < 0.2 kg/cm² Pass/Fail
7.2.14 TEST NO. 6 - Independent Brake Operation Test - Goods

The following times are from 'movement' of handle.
1. Controller #1 Independent Handle - REL

a. BC remains < 0.2 kg/cm² Pass/Fail
b. BCEP remains < 0.2 kg/cm² Pass/Fail
2. Move Controller #1 Independent Handle toward FULL in increments, pausing at each

increment, till Handle is in FULL position (3 - 5 steps) and note:
a. BC and BCEP increase each step Pass/Fail
b. ER and BP remain approx. 5.2 ± 0.1 kg/cm² Pass/Fail
c. In FULL; BC increased to 5.2 ± 0.14 kg/cm²
d. In FULL; BCEP increased to 5.2 ± 0.14 kg/cm²
3. Move Controller #1 Independent Handle toward REL in increments, pausing at each

increment, till Handle is in REL position (3 - 5 steps) and note:
a. BC and BCEP decrease each step Pass/Fail
c. In REL; BC decreased < 0.2 kg/cm² Pass/Fail
d. In REL; BCEP decreased < 0.2 kg/cm² Pass/Fail
4. Move Controller #1 Independent Handle directly to FULL and time:

5. Move Controller #1 Independent Handle directly to REL and time:

6. Move Controller #1 Independent Handle directly to FULL and time:

7. Move Controller #1 Independent Handle directly to REL and time:

7.2.15 TEST NO. 7 - Automatic Brake Operation Test - Passenger

This test is conducted from Controller #2. Note that all test response need not, and are not,
repeated from Controller #2 as unnecessary.
7.2.16 Test No. 7A - Changing Ends
1. Set Controller #1 Selector Switch - TRL

e. PCS is not indicated Pass/Fail
2. Set Controller #1 Automatic Handle - FS; and Independent Handle - FULL
3. Set 16CP Selector Switch and KE lever to PASS
4. Set Controller #2 Automatic Handle - RUN; and Independent Handle - REL
5. Set Controller #2 Selector Switch - LEAD

a. ER increases to approximately 5.2 ± 0.1kg/cm²Pass/Fail
7.2.17 Test No. 7B - Graduated Brake - Passenger

a. ER reduces to 4.7 ±0.1 kg/cm²
b. BP reduces to ER +0.07/-0.1 kg/cm²Pass/Fail

c. BC increases to 0.44 ±0.14 kg/cm²
d. BCEP increase to 0.44 ±0.14 kg/cm²
2. Move Controller #2 Automatic Handle toward FS to reduce ER in 0.2 - 0.3 kg/cm²

increments, pausing at each increment, till Handle is in FS position (3 - 5 steps) and
note:
a. ER & BP reduce each stepPass/Fail
b. BC & BCEP increase each stepPass/Fail
c. In FS; ER reduced to 3.5 ±0.1 kg/cm²
d. In FS; BP reduced to ER +0.07/-0.1 kg/cm²Pass/Fail
e. In FS; BC increases to 1.82 ±0.14 kg/cm²
f. In FS; BCEP increase to 1.8 ±0.14 kg/cm²
g. PCS remains not indicated.Pass/Fail
3. Move Controller #2 Automatic Handle toward MIN to increase ER in 0.2 - 0.3 kg/cm²
increments, pausing at each increment, till Handle is in MIN position (3 - 5 steps) and
note:
a. ER & BP increase each step Pass/Fail
b. BC & BCEP decrease each step Pass/Fail
c. In MIN; ER increased to 4.7 ±0.1 kg/cm²
d. In MIN; BP increased to ER +0.07/-0.1 kg/cm² Pass/Fail
e. In MIN; BC decreases to 0.44 ±0.14 kg/cm²
f. In MIN; BCEP decreases to 0.44 ±0.14 kg/cm²

7.2.18 TEST No. 7C - Automatic Response - Passenger


b. BC increases to 1.8 ±0.14 kg/cm².


b. BCEP increases to 1.8 ±0.14 kg/cm²

b. BCEP decreases < 0.2 kg/cm² Pass/Fail
7.2.19 Test No. 7D - Controller Emergency Response - Passenger

b. ER rapidly reduces < 1.0 kg/cm² (< 6 seconds)
c. BC increases to 1.82 kg/cm² in 3 to 6 seconds.
d. BC increases to 1.82 ±0.14 kg/cm²
2. Wait sixty (60) seconds

c. PCS is not indicated. Pass/Fail

b. BCEP increases to 1.82 ±0.14 kg/cm²
c. PCS is indicated. Pass/Fail

a. BCEP decreases to 0.44 kg/cm² in 20 to 25 seconds.
b. BCEP decreases < 0.2 kg/cm²
7.2.20 Test No. 7E - Bail - Passenger

2. Lift Controller #2 'Bail' ring momentarily

a. BC rapidly reduces < 1.0 kg/cm² (< 3 seconds)Pass/Fail
3. Move Controller #2 Automatic Handle - EMER

a. BP rapidly reduces < 1.0 kg/cm² Pass/Fail
b. BC increases to 1.82 ±0.14 kg/cm²
c. BCEP increase to 1.82 ±0.14 kg/cm²
d. PCS is indicated. Pass/Fail
4. Lift Controller #2 'Bail' ring and hold;

a. BC rapidly reduces < 1.0 kg/cm² (< 3 seconds)Pass/Fail
5. Release Controller #2 'Bail' ring and time;

b. BC increases to 1.82 ±0.14 kg/cm²
c. BCEP increases to 1.82 ±0.14 kg/cm²
d. PCS is indicated Pass/Fail

c. BC decreases < 0.2 kg/cm² Pass/Fail
7.2.21 Test No. 7F - Assimilation
1. Hold Controller #2 Automatic Handle - REL; Start timer

a. ER starts to increase after 3 seconds Pass/Fail
b. ER increases to 5.7 ±0.14 kg/cm²
d. 'Release Controller Handle - RUN'
e. Wait 3-1/2 minutes
f. ER has reduced to 5.2 ±0.07 kg/cm² Pass/Fail
g. BP has reduced to ER +0.07/-0.1 kg/cm² Pass/Fail
h. BC remains < 0.2 kg/cm² Pass/Fail
7.2.22 TEST NO. 8 - Independent Brake Operation Test - Passenger

1. Controller #2 Independent Handle - REL

a. BC remains < 0.2 kg/cm² Pass/Fail
b. BCEP remains < 0.2 kg/cm² Pass/Fail
2. Move Controller #2 Independent Handle toward FULL in increments, pausing at each

increment, till Handle is in FULL position (3 - 5 steps) and note:
a. BC and BCEP increase each step Pass/Fail
c. In FULL; BC increased to 5.2 ± 0.14 kg/cm²
d. In FULL; BCEP increased to 5.2 ± 0.14 kg/cm²
3. Move Controller #2 Independent Handle toward REL in increments, pausing at each

increment, till Handle is in REL position (3 - 5 steps) and note:
a. BC and BCEP decrease each step Pass/Fail
c. In REL; BC decreased < 0.2 kg/cm² Pass/Fail
d. In REL; BCEP decreased < 0.2 kg/cm² Pass/Fail
7.2.23 TEST NO. 9 - Penalties

7.2.23.1 Test No. 9A - Alerter (LCC) Penalty
Reverser must be selected.
1. Controller #2 Automatic Handle - RUN, Independent Handle - REL, BP charged and BC

released; Allow 'Alerter' to time out:
a. PCS immediately is indicated Pass/Fail
b. ER & BP immediately starts to reduce at service rate (not emergency venting)
Pass/Fail
c. BC & BCEP fully apply to approx. 1.82 kg/cm² Pass/Fail
d. ER reduces to 3.5 ±0.14 kg/cm² Pass/Fail
e. BP reduces to ER +0.07/-0.1 kg/cm² Pass/Fail
2. Move Controller #2 Automatic Handle - FS; Wait 11 seconds

a. PCS is indicated Pass/Fail

a. PCS is not indicated at BP > ~4.0 kg/cm² (Requires BP charge) Pass/Fail
b. ER & BP increase approx. 5.2 ± 0.1 kg/cm² Pass/Fail
c. BC & BCEP reduce < 0.2 kg/cm² Pass/Fail
4. Reset 'Reverser'
7.2.23.2 Test No. 9B - LCC Comm Loss Penalty

released
a. PCS is not indicated. Pass/Fail
2. LCC Circuit Breaker - Open and time:

a. PCS is indicated in less than 5 seconds Pass/Fail
b. ER & BP reduce at service rate(not emergency venting)
Pass/Fail
c. BC & BCEP fully apply to approx. 1.82 kg/cm² Pass/Fail
d. ER reduces to 3.5 ±0.14 kg/cm² Pass/Fail
e. BP reduces to ER +0.07/-0.1 kg/cm² Pass/Fail
3. LCC Circuit Breaker - Close and allow system to initiate.


a. PCS is not indicated at BP > ~4.0 kg/cm² (Requires BP charge)Pass/Fail
7.2.23.3 Test No. 9C - Air Brake Power Failure

This test also checks function of break-in-two detection to apply brake cylinder equalizing
pipe pressure.

released
a. PCS is not indicated. Pass/Fail
2. ABCB Circuit Breaker - Open

a. PCS immediately is indicated Pass/Fail
b. ER & BP reduce at service rate (not emergency venting) Pass/Fail
c. BC increases 3.8 ± 0.2 kg/cm²
d. BCEP increases to > 1.8 kg/cm²
e. ER reduces < 0.2 kg/cm² Pass/Fail
f. BP reduces < 1.1 kg/cm² Pass/Fail
3. ABCB Circuit Breaker - Close; Wait 30 seconds


a. PCS is not indicated at BP > ~4.0 kg/cm² (Requires BP charge) Pass/Fail
7.2.24 TEST NO. 10 - Emergencies

7.2.24.1 Test No. 10A - Driver Assistant Brake Valve(s)
The following assures proper piping and function of the Drivers Assistant Brake Valves.
1. Controller #2 Automatic Handle - RUN, Independent Handle - REL, BP charge and BC

released
a. PCS is not indicated Pass/Fail
2. Drivers Brake Valve #2 - Open

a. BP exhausts < 0.4 kg/cm² Pass/Fail
b. PCS is indicated at 18 to 22 seconds
c. ER reduces < 1.0 kg/cm² Pass/Fail
d. BC & BCEP increase ~1.82 ±0.14 kg/cm² Pass/Fail
3. Wait 60 seconds; Drivers Brake Valve #2 - Close

a. BP remains exhausted < 0.4 kg/cm² Pass/Fail
b. ER remains < 1.0 kg/cm² Pass/Fail
c. PCS is indicated Pass/Fail
4. Controller #2 Automatic Handle - EMER; Then - RUN

a. ER & BP increase to ~5.2 ± 0.14 kg/cm² Pass/Fail
b. BC & BCEP reduce to < 0.2 kg/cm² Pass/Fail
c. PCS is not indicated Pass/Fail
5. Drivers Brake Valve #1 - Open

a. BP exhausts < 0.4 kg/cm² Pass/Fail
b. PCS is indicated at 18 - 22 seconds
c. ER reduces < 1.0 kg/cm² Pass/Fail
d. BC & BCEP increase ~1.82 ±0.14 kg/cm² Pass/Fail
6. Wait 60 seconds; Drivers Brake Valve #1 - Close

a. BP remains exhausted < 0.4 kg/cm² Pass/Fail
b. ER remains < 1.0 kg/cm² Pass/Fail
7. Controller #2 Automatic Handle - EMER; Then - RUN

a. ER & BP increase to ~5.2 ± 0.07 kg/cm² Pass/Fail
b. BC & BCEP reduce to < 0.2 kg/cm² Pass/Fail
7.2.24.2 Test No. 10B - Controller Vent Valve(s)

The following assures proper piping and function of the Controller Vent Valves.
1. Controller #2 Automatic Handle - RUN, Independent Handle - REL, BP charge and BC

released
a. PCS is not indicated Pass/Fail
2. Controller #2 Selector Switch - TRL

b. BP remains ~5.0 ± 0.2 kg/cm² Pass/Fail
c. BC & BCEP remain released (< 0.2 kg/cm²) Pass/Fail
d. PCS is not indicated Pass/Fail

a. BP remains ~5.0 ± 0.2 kg/cm² Pass/Fail
b. BC & BCEP remain released (< 0.2 kg/cm²) Pass/Fail
4. Controller #2 Automatic Handle - EMER

a. BP rapidly reduces < 1.0 kg/cm² (< 6 seconds)
b. BC increases 3.8 ± 0.2 kg/cm²
c. BCEP remain released (< 0.2 kg/cm²) Pass/Fail
5. Controller #2 Automatic Handle - RUN
6. ABCB Circuit Breaker - Closed
7. Wait 30 seconds
8. Controller #2 Selector Switch - LEAD

a. ER & BP increases ~ 5.2 ± 0.14 kg/cm² Pass/Fail
b. BC decrease < 0.2 kg/cm² Pass/Fail

b. BP remains ~5.1 ± 0.2 kg/cm² Pass/Fail
c. BC & BCEP remain released (< 0.2 kg/cm²) Pass/Fail

a. BP remains ~5.1 ± 0.2 kg/cm² Pass/Fail
b. BC & BCEP remain released (< 0.2 kg/cm²) Pass/Fail
11. Controller #1 Automatic Handle - EMER

b. BC increases 3.8 ± 0.2 kg/cm²
c. BCEP remain released (< 0.2 kg/cm²) Pass/Fail
12.Controller #1 Automatic Handle - FS
13.ABCB Circuit Breaker - Closed
14.Wait 30 seconds
15.Controller #2 Selector Switch - LEAD

b. BC BCEP decrease < 0.2 kg/cm² Pass/Fail
7.2.25 TEST NO. 11 - Controller Set-Up

The purpose of the test is to assure proper Controller wiring and function of mode switch.
1. Controller #2 Automatic Handle - RUN, Independent Handle - REL, & Selector Switch -
LEAD
a. ER & BP fully charge (~5.2 ± 0.14 kg/cm²) Pass/Fail
b. BC & BCEP fully release (< 0.2 kg/cm²) Pass/Fail
2. Controller #2 Selector Switch - TEST

a. BC & BCEP fully apply (~5.2 ±0.14 kg/cm²) Pass/Fail
b. ER & BP remain charged (~5.0 ± 0.07 kg/cm²) Pass/Fail
3. Controller #2 Automatic Handle - FS

a. ER reduces to ~3.5 ±0.14 kg/cm²
b. BP remains charged (~5.1 ± 0.2 kg/cm²) Pass/Fail
c. BC & BCEP remain applied (~5.2 ±0.14 kg/cm²) Pass/Fail
4. Controller #2 Selector Switch - HLPR

a. ER fully exhausts (< 0.2 kg/cm²) Pass/Fail
c. BP remains charged (~5.1 ± 0.2 kg/cm²) Pass/Fail

a. ER remains exhausted (< 0.2 kg/cm²) Pass/Fail
b. BC & BCEP remain fully released (< 0.2kg/cm²) Pass/Fail
6. Controller #1 Automatic Handle - REL, Independent Handle - REL; Then Selector Switch
- LEAD
a. ER & BP fully charge (~5.2 ± 0.14 kg/cm²) Pass/Fail
b. BC & BCEP remain fully released < 0.2 kg/cm² Pass/Fail
7. Controller #1 Selector Switch - TEST

a. BC & BCEP fully apply (~5.2 ±0.14 kg/cm²) Pass/Fail
b. ER & BP remain charged (~5.2 ± 0.14 kg/cm²) Pass/Fail
8. Controller #1 Automatic Handle - FS

a. ER reduces to ~3.7 ±0.14 kg/cm² Pass/Fail
b. BP remains charged (~5.1 ± 0.2 kg/cm²) Pass/Fail
c. BC & BCEP remain applied (~5.2 ±0.14 kg/cm²) Pass/Fail
9. Controller #1 Selector Switch - HLPR

a. ER fully exhausts (< 0.2 kg/cm²) Pass/Fail

b. BC & BCEP remain fully released (< 0.2kg/cm²)Pass/Fail
11. Controller #1 Automatic Handle - EMER; Then - FS.

b. BP exhausts (< 1.0 kg/cm²) Pass/Fail
c. BC & BCEP remain fully released (< 0.2kg/cm²)Pass/Fail
12. Set 16CP Selector Switch and KE lever to GOODS
7.2.26 Test No. 12 - Pneumatic ER (PER) Control

The following assures proper piping and function of the Backup Driver's Brake Valves.
Install Control Handles in both Backup DBVs, and set both to Pos III (Lap).
Open the ABCB.
Wait for ER to reduce to (< 0.2 kg/cm²)
Set PER Cut-Out Switch on EPCU to PER Mode (Horizontal)
1. Note ER Pressure for 5 minutes

a. ER remains < 0.2 kg/cm² Pass/Fail
b. PCS is still indicated Pass/Fai
2. DBV #2 Handle - Set to Pos II (Charge).

b. PCS is not indicated Pass/Fail
3. Wait five (5) minutes to allow system to fully charge
4. DBV #2 Handle to Pos III (Lap)

a. ER remains > 5.0 kg/cm² Pass/Fail
6. Reduce ER to 3.5 kg/cm² in steps using DBV #2 Handle

a. ER reduces in steps Pass/Fail
b. BC applies in steps Pass/Fail
7. DBV #2 to Pos V (Emergency)

a. ER/BP reduce to 0 kg/cm² Pass/Fail
b. PCS is indicated Pass/Fail
9. DBV #1 Handle - Set to Pos II (Charge).

c. ER & BP increases ~ 5.2 ± 0.14 kg/cm² Pass/Fail
10. Wait five (5) minutes to allow system to fully charge

a. ER remains > 5.0 kg/cm² Pass/Fail
13. Reduce ER 3.5 kg/cm² in steps using DBV #1 Handle

a. ER reduces in steps Pass/Fail
b. BC applies in steps Pass/Fail
14. DBV #1 to Pos V (Emergency)

a. ER/BP reduce to 0 kg/cm² Pass/Fail
b. PCS is indicated Pass/Fail
15. Remove both DBV handles and stow in designated location
16. Close ABCB

a. Brake system does not power up Pass/Fail
17. Set PER Cut-Out Switch on EPCU to PER Mode (Vertical)

a. Brake system does power up Pass/Fail
7.2.27 Test No. 13 - Self Test
1. Perform Air Brake ’Self’ Test

a. Test must successfully pass. Pass/Fail
8 Troubleshooting Procedures and Diagnostic Code

Descriptions for the CCB II-IR Electronic Air Brake System
8.1 Troubleshooting CCBII-IR Electronic Air Brake System

The following table identifies locomotive trouble symptoms related to Electronic Air Brake
(EAB) operation. Troubleshooting steps are listed for each symptom and should be fol-
lowed in numbered sequence.
See Section 8.2 for EBV Crew Messages or Section 8.3 for Crew Message Fault Code
Diagnostics.
Symptom Troubleshooting Steps
An ‘Air Brake The crew message fault display will include a three digit failure code (immediately
Fault’ is posted following text). Note the three digit failure code and refer to Chapter 9 for corrective
on the EBV’s actions.
LCD display
screen.
Power cutoff 1) Place Automatic brake handle in Full Service (FS) and wait for penalty to clear.
switch (PCS) If a ’Fault XX Active’ message appears, it will be necessary to clear the source
does not clear. of the fault. Check Main Reservoir Gauge to insure air is being supplied to the
brake system. After any penalties or faults are reset, move the Automatic
Or brake handle to RUN. Check to see if both ER and BP pressures rise. If ER
rises and BP does not, see symptom ‘Cannot charge brake pipe’. If ER and
Cannot release BP rise, but PCS still does not reset, go to step 2.
brakes.
2) Ensure throttle handle is in ‘IDLE’ position and reverser handle is centered.
Place the Automatic handle in Full Service (FS). Power cycle the Electro-
Pneumatic Control Unit (EPCU). If problem persists, an ‘Emergency’ or
‘Penalty’ source is active and must be cleared. If BP can be charged but PCS
can not reset, replace the RCP. If problem persists, replace BPCP.
Symptom Troubleshooting Steps
Cannot charge 1) Ensure locomotive set-up is ‘Lead’ (see Chapter 5 for Set-Up instructions), and
brake pipe. isolated from other locomotives and cars. Move Automatic brake handle to
RUN. Ensure ER charges to release setting. If ER does not charge, see
symptom ‘Power cutoff switch (PCS) does not clear’.
2) Isolate locomotive (close end angle cocks) and repeat step 1. If BP charges
now but wouldn’t before, check train for leakage or de-coupling.
Cannot charge 3) Place Electronic Brake Valve (EBV) Automatic handle ‘sharply’ into and out of
brake pipe emergency ‘EMER’ position at least ten times. Reset emergency and move
(cont’d) Automatic brake handle to RUN. If BP pressure rises, the problem was a stuck
21 vent valve on the EBV.
4) If BP rises partially toward ER but fails to reach ER (and a blow of air is heard
at EPCU), replace BPCP (there may be contamination in the relay or
emergency valve). If problem persists, replace locomotive vent valve.
Automatic brake 1) Ensure EBV’s mode selector switch is set to "Lead".

cannot be bailed
off on the 2) Replace EBV. If problem persists, replace 16CP.
locomotive.
3) If problem still persists, replace 20CP.
Cannot build 1) Ensure locomotive is set-up to ‘Lead’ (see Chapter 5 for Set-Up instructions).
brake cylinder Ensure truck brake cylinders are cut-in (cut-out cocks).
pressure.
2) Make a brake application with the Automatic brake handle. Note that brake pipe
pressure reduces.
3) Check for blow of air at the brake cylinder control portion (BCCP). If no leakage
is heard, check integrity of locomotive piping from manifold of EPCU to truck
brake cylinders.
8.2 CCB II-IR Crew Messages

The following messages are transmitted to the EBV display. These crew messages are pro-
vided to assist the operator in operating the brake system. They are not intended to be
maintenance instructions.
Line 1 Line 2 Meaning
Wait Powering Up The system is booting up.

Set Hand Brake Test in Progress PTU disabled the brakes
Unable to Boot Service xxCP During power-up a problem was
detected with the xxCP. Perform
maintenance.
Unable to Boot S/W Mismatch Displayed when software version check
fails on power-up.
Fireman Emer Put Auto in Emer Displayed if emer and handle < emer
Operator Emer Put Auto in Emer Displayed if emer and handle < emer
Trainline Emer Put Auto in Emer Displayed if emer and handle < emer
Fireman Emer Wait Displayed if in emergency and handle
in Emer., and timer < 60 sec.
Operator Emer Wait Displayed if in emergency and handle
Trainline Emer Wait Displayed if in emergency and handle
Fault Penalty Put Auto in FS Displayed if penalty and auto is < FS
Safety Penalty Put Auto in FS Displayed if penalty and auto is < FS
Fault Penalty Keep in FS Displayed if in penalty and handle in
FS, and timer < 10 seconds
Safety Penalty Keep in FS Displayed if in penalty and handle in
FS., and timer < 10 seconds
Fault xx Active Shut AB Off A system fault exists, which requires
the air brake power to be shut off and
used in Trail
Fault xx Active Check BC Gauge Use pneumatic gauge for BC pressure
indication
Fault xx Active Trail Use Only Displayed when a disabling fault is
active

Fault 108 Active Check Setup Both EBV mode switches are set to the
same switch position and one of them
is not in the "Trail" position.
Okay to Run Service Soon - xx Displayed when a non-critical fault is
active.
Okay to Run BP Target = x.xx This is the default screen.
Unable to Boot Factory Code:??? Indicates computer problem contact
field service.
Initializing System... Displayed during system power-up
checks
Self-test Passed Display when Self-test complete with
no failures.
S/T F/C = 1xxx Service xxCP Display when Self-test failure occurs for
the xxCP, where xxx is the last 3 digits
of the self-test failure code.
The following crew messages are EBV specific information
MODE CHANGE FREIGHT LEAD IN Display for 2 seconds after mode

switch defines a Lead position
MODE CHANGE TRAIL Display for 2 seconds after mode
switch defines a Trail position
MODE CHANGE EBV TEST MODE Display for 2 seconds after mode
switch defines a Test position
MODE CHANGE HELPER MODE Display for 2 seconds after mode
switch defines a Helper position
EBV CURRENTLY IS INACTIVE Display when EBV is not active
The following crew message is the first crew message displayed as the system powers up:
<SYS ID> - 26-EBV Rev=<Date Code> <SYS ID> is the parts list number of the
EBV software
<Date Code> is the EBV software

revision build date defined as
MM/DD/YYYY
The following crew message is the second crew message displayed as the system powers up:
Date: <M>/<D>/<YR> Time: <M> - Current Month

<HR>:<MIN>:<SEC> <D> - Current Day
<YR> - Current Year
<HR> - Current Hour
<MIN> - Current Minute
<SEC> - Current Second
8.3 CCB II-IR EBV Crew Message Fault Code Diagnostics

CCB II-IR diagnostic fault codes are reported to the operator on the EBV’s LCD display
screen. The three digit fault codes will be displayed as part of an air brake crew message.
Fault codes are displayed at the end of a crew message on Brake Controller display on ICE
screen. For example: the following crew message:
AIR BRAKE FAULT

TRAIL USE ONLY - 001
would indicate fault code ‘001’. Refer to table ‘A’ for corrective actions.
NOTE
Only one ’Fault’ can be displayed in an EBV crew message at any
given time, even though multiple faults may be active.
Diagnostics will be incorporated in accordance with the table below. Crew messaging will
be limited to those listed in Section 8.2.
8.3.1 EBV Crew Message Fault Codes:
Fault Detected
Description Reason For Fault Corrective Action If Still Bad, Try:
Code By
001 ERCN Fault RCP,BP, Loss of ERCN Insure LON cable is positively If not corrected, must
20 heartbeat for 5 seated at ERCP. Cycle AB be used in Trail
seconds. circuit breaker. Mode until repair.
Replace ERCP at
shop.
002 ERCP AW4 ER ER > 120 or Place mode switch in TRAIL, If not corrected, must
Fault pressure not Automatic handle in EMER, be used in Trail
within +/- 0.35 Kg/ and Independent handle in Mode until repair.
cm2 (5 psi) in 10 FULL to clear fault. Replace ERCP at
seconds. shop.
006 MVER Fault ER Output feedback Must be used in Trail Mode

indicates MV fault until repair. Replace ERCP.
010 BPT Fault BP Xdcr output If fault remains after power

voltage > 4.5 or < cycling AB circuit breaker,
0.5. replace BPCP at next
shopping.
Set power off and use in trail in
pneumatic backup until repair.
014 MV53 Fault BP Output feedback Must be used in Trail Mode

indicates MV fault until repair. Replace BPCP.
016 BPCN Fault RCP, ER, Loss of BPCN Inspect LON cable connection Check for yellow light
20, EBV heartbeat for 5 to BPCP on the EPCU and on BP control node.
seconds. tighten as needed. Cycle AB If steady or blinking,
circuit breaker. reprogram or replace
BPCP. If red light
remains on after
power cycle, replace
BPCP. Must be used
in Trail Mode until
repair.
Fault Detected
Code By
036 16CP AW4 16 Pressure not Place mode switch to TRAIL, If not corrected,
Fault within +/- 0.35 Kg/ Automatic handle in EMER, automatic BC
cm2 (5 psi) in 10 and Independent handle in pressure may be
seconds FULL to clear fault. direct release only.
No blending or other
special BC controls
will be active.
Replace 16CP at
shop.
039 MV16 Fault 16 Output feedback Automatic BC pressure may

indicates MV fault. be direct release only. No
blending or other special BC
controls will be active.
Replace 16CP at shop.
052 16CN Fault RCP, 20 Loss of 16 Inspect LON cable is positively If not corrected,
heartbeat for 5 seated at 16CP. Cycle AB automatic BC
seconds circuit breaker. pressure may be
direct release only.
No blending or other
special BC controls
will be active.
Replace 16CP at
shop.
055 20CP AW4 20 Pressure not Place Mode switch to TRAIL, If fault remains, use
FAULT within +/- 0.35 Kg/ Automatic handle in EMER, in Trail Mode until
cm2 (5 psi) in 10 and Independent handle in repair. Replace 20
seconds FULL to clear fault. CP.
062 20CN Fault EBV, ER, Loss of 20CN Insure LON cable is positively Check for yellow light
BP, RCP heartbeat for 5 seated at 20CP. Cycle AB on 20 control mode.
seconds circuit breaker. If fault If steady or blinking,
remains, set ABCB off and use reprogram or replace
in trail on pneumatic backup. 20CP. If red light
remains on after
20CP.
Fault Detected
Code By
075 AUTO EBV Potentiometer Set to TRAIL. Replace EBV.

HANDLE output voltage < May result in Emergency.
OPEN minimum
If faults results in stuck in
emergency, set power off and
use in trailing pneumatic back-
up until repair.
076 INDEP EBV Potentiometer Set to TRAIL. Replace EBV.

HANDLE output voltage <
OPEN minimum
085 EBV CN ER, BP. Loss of EBV CN Insure LON cable is positively Check for yellow light
Fault 20, RCP heartbeat for 5 seated at EBV connector and on EBV control node.
seconds PSJB J100. Cycle AB circuit if steady or blinking,
breaker. reprogram or replace
EBV. If red light
remains on after
EBV.
108 Cab RCP Bot cab switches Correct setup, recover penalty. If not corrected, must
Mismatch are set to switch be used in Trail
Fault position and one mode until repair.
of them is not in Replace EBV at
the "TRAIL" shop.
position
118 RCP CN BP, 20, Loss of RCP Must be used in Trail Mode
Fault EBV heartbeat for 5 until repair. Replace RCP.
seconds
125 MV26 De- ER Output feedback Must be used in Trail Mode

energized indicates MV fault until repair. Replace ERCP
136 16CP BPT 16 Xdcr output Automatic BC pressure may

Fault voltage > 4.5 or < be direct release only. No
0.5 blending or other special BC
controls will be active.
Replace 16CP at shop.
140 MR/FL Dual BP Xdcr output AW4 diagnostics are disabled.

Transducer voltage > 4.5 or < Loss of MR pressure
Fault 0.5 for both MRT indication for display (if
and FLT equipped). Replace BPCP at
shop.
8.4 Using the CCB II-IR Self Test

The following instructions are intended to familiarize the user with the setup and operation of
the self-test procedure for CCB II-IR EAB (Electronic Air Brake) System. This document
also describes the CCB II-IR self test failure codes that are reported to the operator in the
PTU Tool on the laptop computer. The four digit failure codes may be seen on the laptop’s
Self-Test Display Screen in the "Last Self-Test Failure" drop down box. This document
describes each of the failure codes and its corrective action.
8.4.1 Set Up Of The System

1) Set the hand brake and chock the locomotive’s wheels.
2) Ensure that the Air Brake (AB) circuit breaker is in the ‘ON’ position.
3) Ensure that the locomotive compressor is operative and Main Reservoir is charged.
4) Isolate the locomotive by removing Trainline Multiple Unit (MU) Cable and closing all MU
train end cocks. Set locomotive to ‘Lead’ operation.
5) Place the Automatic and Independent Brake handles to the ‘Run' position.
6) Make sure the Throttle handle is in the ‘Idle' position and the Reverser handle is in the
‘Neutral’ position.
8.4.2 Running Self-Test from CCB II-IR PTU Tool
NOTE
The Self-Test must be run from a laptop.
1) Connect the laptop using one of two methods:
a. PCMCIA Lon Adapter Card w/PCMCIA card to PSJB adapter cable (kit #781599)
b. USB Lon Adapter (#783971) and USB Lon Adapter to PSJB adapter cable (#784295)
2) Start the CCB II/26 PTU tool.
Figure 8-1 PTU Screen
3) Initiate a "Net Scan" and verify that all nodes were successfully found and loaded with the
correct software as shown under "REVISION".
Figure 8-2 Net Scan

4) Select ’CCB26 Self-Test’ and the ’Self-Test’ screen appears.
Figure 8-3 Self-Test Screen
5) Select Display Format Units
6) Run Self-Test on All LRUs:

a. If you intend to run more than a single loop of Self-test, check the “Loop Self-test”
box, then select the number of loops to run from the drop down box.
Figure 8-4 Run Self-Test
Figure 8-5 Run Self-Test
b. Messages will appear in the text box at the bottom of the PTU screen and faults
will appear in the box at the bottom of the PTU window and the “Last Self-Test
Failure” drop down box.
c. The ‘Abort’ option becomes available to stop the Self-test.
d. The “Current Loop Count” is incremented for each test loop completed.
NOTE
When ‘Loop Self-test is chosen, the computer will continue to run
a Self-test on all LRUs until either the ‘Abort’ button is pressed or
the required number of loops specified has been logged.
e. Errors detected during the Self-test procedure will be displayed in the lower win-
dow.
g. The number of errors detected is displayed in red in the upper window, beside
“Number of Failures”.
NOTE
The ‘Loop Self-test’ cycle will abort if the number of consecutive,
identical errors, logged on any LRU, as defined in the “Max Loop
Failure” parameter of the “Self-Test Script” file, has been
exceeded.
h. The ‘Self-Test Duration’ timer updates to show the length of time Self-test has
been running.
i. To save data from the test, click "DATA SAVE" and choose a location for the file.
8.4.3 EAB Self Test Failure Codes and Corrective Actions:
ST
ST Fail Reason for Most Probable
Fail Corrective Action If Still Bad Try
Description Failure Cause
Code
EBV CP Communication Loose connector Check Replace EBV CP
1000 communication cannot be or CP failure. Connections to
failure established. EBV CP.
ERCP Communication Loose connector Check Replace ER CP
1100 communication cannot be or CP failure. Connections to ER
failure established. CP.
ERCP ER ER not within +/ Excess ER Check for leak at Replace ERCP.
CONTROL - 0.14 Kg/cm2 leakage, AW-4 ER test point, ER
1102 ERROR @ (2 psi) of malfunction, or gauge or piping to
REL Release control node fault gauge.
Target. on ERCP
1104 ERCP: ER ER not within +/ Excess ER Check for leak at Replace ERCP.
CONTROL - 0.14 Kg/cm2 leakage, AW-4 ER test point, ER
ERROR AT FS (2 psi) of Full malfunction, or gauge or piping to
Service test control node fault gauge.
pressure. on ERCP
1106 ERCP:MVER ER not within +/ MVER malfunction Check for leak at Replace ERCP
DE- - 0.56 Kg/cm2 ‘or’ ER leakage or ER test point, ER and/or PER
ENERGIZED (8 psi) of MVER missing or plugged gauge or piping to choke.
TEST off timed target PER choke in gauge.
pressure. manifold
1108 ERCP ER ER not within +/ MVER failure ‘or’ Replace ERCP.
CONTROL - 0.14 Kg/cm2 control node fault
ERROR AT (2 psi) of the on ERCP
MVER SETUP ER target
pressure.
1110 ERCP ER ER not within Excess leakage Set to Trail and Replace ERCP.
CONTROL the range of 0- into ER, AW-4 check that ER
ERROR AT 0 0.21 Kg/cm2 malfunction, or pressure reaches
(0-3 psi) when control node fault <3 psi.
the ER target is on ERCP
0 psi.
1200 BPCP Communication Loose connector Check Replace BP CP
communication cannot be 'or' CP failure. Connections to BP
1205 BPCP: BP BP not within +/ BP leakage. ERT Ensure end cocks Replace BPCP.
CONTROL - 0.21 Kg/cm2 or BPT calibration are closed. Check
ERROR AT FS (3 psi) of Full off. BPCP and brake
Service test pipe for leakage.
pressure.
ST
Code
1206 BPCP: BP BP is not within BP leakage. ERT Ensure end cocks Replace BPCP.
CONTROL +0.14/-0.28 Kg/ or BPT calibration are closed. Check
ERROR AT cm2 (+2/-4 psi) off. BPCP and brake
REL of ER target pipe for leakage.
pressure.
1207 BPCP: MV53/ BP not within MV53/BPCO will Replace BPCP.
BPCO WILL the range 0- not cut out.
NOT CUT 0.42 Kg/cm2 (0-
OUT 6 psi.)
1208 BPCP: MV53/ BP does not MV53/BPCO will Ensure end cocks Replace BPCP.
BPCO WILL charge to within not cut in. are closed,
NOT CUT IN 1.41 Kg/cm2 locomotive is
(20 psi) of ER. isolated from other
units.
1209 BPCP NO BP not within BPCP will not cut Replace BPCP.
CUT-OUT the range 0.42 - out.
LOW 1.05 Kg/cm2 (6-
PRESSURE 15 psi) of ER.
1210 BPCP: MVEM BP is not within MVEM Fault. If BP went to zero Replace BPCP.
FAULT the range of 0- PVEM failure. psi and vent
0.42 Kg/cm2 (0- Locomotive vent valves did not trip,
6 psi). valves. check vent valves.
1213 BPCP: MV53/ BP does not MV53/BPCO will Ensure end cocks Replace BPCP.
BPCO WILL charge to not cut in. are closed,
NOT CUT IN greater than locomotive is
AT BPCO 1.41 Kg/cm2 isolated from other
SETUP (20 psi). units.
1214 BPCP: MRT MR Transducer MRT failure, Check MR Replace BPCP.
FAILURE value is invalid. Loose connector, Pressure is
or CP failure. greater than 0 Kg/
cm2 (0 psi), Check
connections to
BPCP.
1215 LOW MR MR Pressure is Low MR Pressure. Check MR Replace BPCP.
PRESSURE, below 7.74 Kg/ Pressure is
CHECK MR cm2 (110 psi). greater than 7.74
GAUGE Kg/cm2 (110 psi),
Check
connections to
BPCP.
ST
Code
1300 20CP Communication Loose connector Check Replace 20 CP
communication cannot be 'or' CP failure. Connections to 20
1301 20CP: NO 20 20 pipe AW-4 malfunction Ensure end cocks Check hoses on
CHARGE pressure is not 'or' control node are closed. Check rear of manifold.
within +/- 0.21 fault on 20CP 20CP and IA&R Leak at 20 test
Kg/cm2 (3 psi) pipe for leakage. fitting.
of the 20 target If still bad replace
pressure. 20CP.
1302 20CP: NO 20 20 pipe AW-4 malfunction Ensure end cocks Possible
EXHAUST pressure is not 'or' control node are closed. Check manifold cross
below 0.35 Kg/ fault on 20CP 20CP for leakage. port leak. Check
cm2 (5 psi). If still bad, replace normal operation
20CP. outside of PTU
tool.
1303 20CP: MVLT 20 pipe MVLT failure or Ensure end cocks Replace 20 CP
STUCK IN pressure is PVLT stuck in are closed. Check
LEAD more than 0.70 lead. Leakage. 20CP and IA&R
Kg/cm2 (10 psi) pipe for leakage.
below the 20 Check 20 CP
target pressure. manifold gasket
for leakage.
1304 20CP: MVLT 20 pipe MVLT failure or Replace 20 CP.
STUCK IN pressure is not PVLT stuck in trail.
TRAIL below 0.35 Kg/
cm2 (5 psi).
1305 20CP: NO 20 20 pipe AW-4 malfunction Ensure end cocks Check hoses on
CHARGE AT pressure is not 'or' control node are closed. Check rear of manifold.
MVLT TEST within +/- 0.21 fault on 20CP 20CP and IA&R Leak at 20 test
Kg/cm2 (3 psi) pipe for leakage. fitting.
of the 20 target If still bad replace
pressure. 20CP.
1500 16CP Communication Loose connector Check Replace 16 CP
communication cannot be 'or' CP failure. Connections to 16
1503 16CP: NO 16 BC pressure is KE Failure, 16CP If 16CP contains a Replace BC CP
CHARGE, not within failure, BC CP node, Replace
Typically +/- 0.21 Kg/cm2 failure, or failure of 16CP, if not,
shared with (3 psi) of the BCT. replace KE.
fault 1600 expected BC
pressure.
ST
Code
1504 16CP: NO 16 BC pressure is KE Failure, 16CP If 16CP contains a Replace BC CP,
EXHAUST, not below 0.21 failure, BC CP node, Replace Check for leaks
Shared with Kg/cm2 (3 psi). failure, or failure of 16CP, if not, at 16, BC test
fault 1601 BCT. replace KE. fittings, and rear
of manifold.
1600 BCCP: NO BC BC pressure is KE Failure, 16CP If 16CP contains a Replace BC CP,
CHARGE, not within failure, BC CP node, Replace Check for leaks
Typically +/- 0.21 Kg/cm2 failure, or failure of 16CP, if not, at 16, BC test
shared with (3 psi) of the BCT. replace KE. fittings, and rear
fault 1503 expected BC of manifold.
pressure.
1601 BCCP: NO BC BC pressure is KE Failure, 16CP If 16CP contains a Replace BCCP.
EXHAUST not below 0.21 failure, BC CP node, Replace
Kg/cm2 (3 psi). failure, or failure of 16CP, if not,
BCT. replace KE.
1700 RCP Communication Loose connector Check Replace RCP
communication cannot be 'or' CP failure. Connections to
failure established. RCP.
1802 KE LRU NO BC is below Leakage, KE Check for leaks at Replace KE, and
BC CHARGE minimum Failure, or BCCP 16, BC test fittings, then BCCP is
AT FS pressure value. failure. and rear of issue remains.
manifold.
1803 KE/BCCP BC pressure is KE Failure, BCCP Replace KE. Replace BCCP.
BRAKES WILL not below 0.28 failure, or failure of
NOT Kg/cm2 (4 psi). BCT.
RELEASE
9 Unscheduled Maintenance (Repairs)
9.1 UNSCHEDULED MAINTENANCE (REPAIRS)

The CCB II-IR Brake system is modularized for easy repair. Component replacement
occurs at the Line Replaceable Unit (LRU) level. There are no user-serviceable parts below
the LRU level. Upon completion of LRU replacement, perform CCB Self-Test.
9.1.1 Tools Required
1. Socket Wrench
2. Socket, 3/4"
3. Deep Well Socket, 3/4"
4. Socket Wrench Extension, 10" minimum
5. Wrench, Torque, Min. Range 81.35 Nm (60 ft lb)
9.1.2 Removal and Installation
NOTE
To order replacement parts, refer to the NYAB Parts Catalog for
your EPCU part number. The EPCU part number is stamped on a
legend plate mounted on the upper right corner of the EPCU
manifold (Figure 9-1, item 1).
WARNING
Before performing any maintenance on brake system, all electrical
power and air pressures must be removed from each unit.
Ensure that all pressure is removed from the electro-pneumatic control unit (EPCU) before
removing valves.
[See System Pipe Diagram]
1. Open Air Brake circuit breaker (ABCB).
2. Close the cut-off cock that supplies main reservoir (MR) air to the EPCU.
3. Drain the auxiliary reservoir by simultaneously venting 16TP and BCTP on the 16
Control Portion.
4. Open Brake Pipe (BP) end cock.
CAUTION
BP hose must be secured to prevent injury due to hose movement
during venting.
CAUTION
Remove nuts and bolts carefully to allow any residual air that may
be trapped in valves to escape before removing valves.
NOTE
Unless otherwise noted, the following information applies to both
GT46MAC Locomotives and GT50AC Locomotives
FRONT SIDE OF EPCU (See Figure 9-1)
1. MR Filter Assembly, (Item 3), Qty. 1
a. Removal (see Section 6.1.2)
b. Installation (see Section 6.1.4)
2. MR2, BP, and 20 Filter housings (Items 6 and 10)
a. Removal (see Section 6.1.2)
b. Installation (see Section 6.1.4)
3. BP Control Portion (BPCP) (33)
a. Removal
(1) Disconnect EPCU cable assembly connector from BPCP (33).
(2) Remove three hex nuts (2). Remove BPCP (33) from manifold (1).
(3) Remove and inspect gasket (34). Discard gasket (34) if any tears, creases,
abrasions, etc. are present.
b. Installation
(1) Ensure that gasket (34) is properly in place.
(2) Install BPCP (33) to manifold (1) using three hex nuts (2). Tighten nuts (2) to
74.57 +/- 2.71 Nm (55 ± 2 ft lb) (dry torque).
(3) Connect EPCU cable assembly connector BPCP (33).
4. ER Control Portion (ERCP) (35)
a. Removal
(1) Disconnect EPCU cable assembly connector from ERCP (35) and BPCP (33).
(2) Remove three hex nuts (2). Remove ERCP (35) from manifold (1).
b. Installation
(2) Install ERCP (35) to manifold (1) using three hex nuts (2). Tighten nuts (2) to
(3) Connect EPCU cable assembly connector to ERCP (35) and BPCP (33).
5. KE Distributor Valve (KEV) (11)
a. Removal
(1) Remove four hex nuts (2). Remove KEV (11) from manifold (1).
(2) Remove and discard o-rings (12, 13, and 14).
b. Installation
(1) Ensure that new o-rings (12, 13, and 14) are properly in place.
(2) Install KEV (11) to manifold (1) using four hex nuts (2). Tighten nuts (2) to
6. 20 Control Portion (20CP) (32)
a. Removal
(1) Disconnect EPCU cable from 20CP (32).
(2) Remove three hex nuts (2). Remove 20CP (32) from manifold (1).
b. Installation
(2) Install 20CP (32) to manifold (1) using three hex nuts (2). Tighten nuts (2) to
(3) Connect EPCU cable to 20CP (32).
7. Brake Cylinder Control Portion (BCCP) (30)
a. Removal
(1) Disconnect EPCU cable from BCCP (30).
(2) Remove two hex nuts (2). Remove BCCP (30) from manifold (1).
b. Installation
(2) Install BCCP (30) to manifold (1) using two hex nuts (2). Tighten nuts (2) to
(3) Connect EPCU cable to BCCP (30).
8. Pneumatic Equalizing Reservoir Control Cut-Off (PER) (26)
a. Removal
(1) Disconnect EPCU cable from PER (26).
(2) Remove two socket head cap screws (24) and two lock washers (25). Remove
PER (26) from PER adaptor block (29).
(3) Remove and inspect o-rings (27). Discard o-rings (27) if any tears, creases,
b. Installation
(1) Ensure that o-rings (27) are properly in place.
(2) Install PER (26) to PER adaptor block (29) using two socket head cap screws
(24) and two lock washers (25). Tighten socket head cap screws (24) to 74.57
+/-2.71 Nm (55 ± 2 ft lb) (dry torque).
(3) Connect EPCU cable to the PER (26).
9. 16 Control Portion (16CP) (9)
a. Removal
(1) Remove three hex nuts (2). Remove 16CP (9) from manifold (1).
b. Installation
(2) Install 16CP (9) to manifold (1) using three hex nuts (2). Tighten nuts (2) to
NOTE
Item 10, Removal and Installation of the PSJB and Item 11,
Removal and Installation of the Relay Control Portion, and Item 12,
Removal and Installation of the LON Converter Assembly, are
applicable to the GT46MAC locomotives only.
10. Power Supply Junction Box (PSJB) (8) (Reference Figure 9-2)
a. Removal
(1) Disconnect PSJB cables going from the PSJB to the EPCU, RCP, EBV A, EBV
B, and any other electrical connectors that are affixed to PSJB (8).
(2) Remove two hex head cap screw (7), two hex nuts (6), four lock washers (5),
and four flat washers (17). Remove PSJB (8) from rack assembly (1).
b. Installation
(1) Using four flat washers (17), four lock washers (5), two hex nuts (6) and two
hex head cap screws (7) install PSJB (8) onto rack assembly (1). Tighten hex
nuts (6) and hex head cap screws (7) to 73 +/- 3 Nm (54 ± 2 ft lb) (dry torque).
(2) Connect EPCU, EBV, and RCP cables and any other electrical connectors that
were affixed to PSJB (8).
11. Relay Control Portion (RCP) (11) (Reference Figure 9-2)
a. Removal
(1) Disconnect RCP cables going from the RCP to the PSJB, LON Converter
Assembly (12), and any other electrical connectors that are affixed to RCP (9).
and four flat washers (17). Remove RCP (9) from rack assembly (1).
b. Installation
hex head cap screws (7) install RCP (9) onto rack assembly (1). Tighten hex
(2) Connect PSJB cable, LON Converter Cable, and any other electrical
connectors that were affixed to RCP (9).
12. LON 422/485 Converter Assembly (12) (Reference Figure 9-2)
a. Removal
(1) Disconnect RCP cable going from the RCP to the LON Converter Assembly
(12), and any other electrical connectors that are affixed to LON Converter
Assembly (12).
(2) Remove four hex head cap screws (10) and four lock washers (11). Remove
LON Converter Assembly (12) from rack assembly (1).
b. Installation
(1) Using four hex head cap screws (10) and four lock washers (11) install LON
Converter Assembly (12) onto rack assembly (1). Tighten hex head cap
screws (10) to 20.5 +/- 1.5 Nm (15 ± 1 ft lb) (dry torque).
(2) Connect RCP cable and any other electrical connectors that were affixed to
LON Converter Assembly (12).
NOTE
Item 13, Removal and Installation of the PSJB is applicable to the
GT50AC Locomotive only.
13. Power Supply Junction Box (PSJB) (8) (Reference Figure 9-3)
a. Removal
(1) Disconnect PSJB cables going from the PSJB to the EPCU, RCP, LON 422/
485 Converter Assembly, and any other electrical connectors that are affixed
to PSJB (8).
and four flat washers (17). Remove PSJB (8) from rack assembly (1).
b. Installation
hex head cap screws (7) install PSJB (8) onto rack assembly (1). Tighten hex
(2) Connect EPCU cable and any other electrical connectors that were affixed to
PSJB (8).
KEY FOR FIGURE 9-1
1. Manifold Assembly
2. Hex Nut
3. MR Filter Assembly
4. Ring Gasket
5. Hex Head Cap Screw
6. Filter Housing
7. Filter Element
8. Ring Gasket
9. 16 Pipe Control Portion
10. Gasket
11. KE Valve
12. O-Ring
13. O-Ring
14. O-Ring
15. Hex Head Cap Screw
16. BP Filter Assembly
17. Filter Element
18. O-Ring
19. Filter Pilot
20. O-Ring
21. Spring
22. Filter Screen
23. O-Ring
24. Socket Head Screw
25. Lock Washer
26. PER Actuator
27. O-Ring
28. Socket Head Screw
29. PER Adaptor Block
30. BC Control Portion
31. Gasket
32. 20 Pipe Control Portion
33. BP Control Portion
34. Gasket
35. ER Control Portion
36. Gasket
37. Hex Head Screw
38. Lock Washer
39. Tie Down Bar
40. Hex Head Screw
41. Flat Washer
42. Lock Washer
Figure 9-1 CCB II-IR Electro-Pneumatic Control Unit (EPCU) (front) (typical)
KEY FOR FIGURES 9-2 and 9-3
1. Rack Assembly
2. EPCU
3. Hex Head Screw
4. Flat Washer
5. Lock Washer
6. Hex Nut
7. Hex Head Screw
8. Power Supply Junction Box Assembly
9. Relay Control Portion
10. Hex Head Screw
11. Lock Washer
12. LON Converter Assembly
13. EPCU-PSJB Cable Assembly
14. Wire tie
15. RCP-PSJB Cable Assembly
16. LON 422/485 Converter Assembly -RCP Cable Assembly
17. Flat Washer
Figure 9-2 CCB II-IR Air Brake Control System for GT46MAC Locomotives
Figure 9-3 CCB II-IR Air Brake Control System for GT50AC Locomotives
10 Calibrating the CCB II-IR Brake System
The following instructions are intended to familiarize the user with the calibration procedures
for CCB II-IR EAB (Electronic Air Brake) System. They include: Flow calibration, Gauge cali-
bration, and Electronic Brake Valve (EBV) Controller calibration instructions.
10.1 Equipment Required:
1. Wheel Chocks
2. Calibrated Air Gauge (Digital, 0.07-14.06 Kg/cm2 (1-200 psi) ‘or’ Analog, 0-11.25 Kg/cm2
w/0.07 Kg/cm2 increments (0-160 psi w/1 psi increments))
3. Flow Orifice Gladhand with 5.5372-5.6642 mm (0.218-0.223") choke
10.2 Setup Of The System
1) Set the parking brake and chock the locomotive’s wheels.
2) Ensure that the Air Brake (AB) circuit breaker is in the ‘ON’ position.
3) Isolate the locomotive by removing Trainline Multiple Unit (MU) Cable and closing all MU
Train end cocks. Set locomotive to ‘Lead’ operation.
4) Make sure the Throttle handle is in the ‘IDLE' position and the Reverser handle is in the
‘Neutral’ position.
5) Ensure that the locomotive compressor is operative, Main Reservoir is charged and
Equalizing Reservoir (ER) is charged to 5.2 +/- 0.05 Kg/cm2 and brake pipe is within 0.07
Kg/cm2 of ER.
10.2.1 Flow Calibration
1) Verify flow orifice serial number and install calibration flow orifice onto the brake pipe hose
glad hand on short hood end of locomotive. Set Independent EBV controller handle to
‘FULL’ and Auto handle to ‘RUN’.
2) Secure BP hose, and slowly open brake pipe angle cock (open cock slowly to prevent an
Emergency application). If an Emergency application does occur, place the Automatic
brake handle in ‘Emergency’. Recover Emergency by waiting for the Emergency mes-
sage to ‘time-out’ on the EBV’s LCD message screen and then place the Auto brake han-
dle to ’Run’.
3) Observe flow indication on the flow gauge. If flow reading is as expected, no recalibration
is required. If flow gauge does not indicate properly, calibrate flow gauge per manufactur-
er’s instructions.
10.2.2 Gauge Calibration

1) Install reference digital gauge on ERTP fitting on ERCP.
2) Place Automatic handle in REL.
3) Compare digital gauge to operator gauge. Recalibrate as necessary per standard railroad
operational procedure.
4) Repeat comparing BPTP to BP operator gauge and BCTP to BC operator gauge.
11 Appendix
11.1 List of Abbreviations
ABBREVIATIONS
AB......................... AIR BRAKE

ABCB.................... AIR BRAKE CIRCUIT BREAKER
APP ...................... APPLY
AW4...................... ANALOG CONVERTER
BC ........................ BRAKE CYLINDER

BCCO ................... BRAKE CYLINDER CUT-OUT PIPE
BCCP ................... BRAKE CYLINDER CONTROL PORTION
BCEP.................... BRAKE CYLINDER EQUALIZING PIPE
BCT ...................... BRAKE CYLINDER TRANSDUCER
BP......................... BRAKE PIPE
BPCO ................... BRAKE PIPE CUT-OFF VALVE
BPCP.................... BRAKE PIPE CONTROL PORTION
BPT ...................... BRAKE PIPE TRANSDUCER
BPTP .................... BRAKE PIPE TEST POINT
BPVV.................... BRAKE PIPE VENT VALVE
BU ........................ BACK UP
CCB ...................... COMPUTER CONTROLLED BRAKE

CN ........................ CONTROL NODE
CP ........................ CONTROL PORTION
CU IN.................... CUBIC INCHES
DIA ....................... DIAMETER
EAB ...................... ELECTRONIC AIR BRAKE

EBV ...................... ELECTRONIC BRAKE VALVE
EMER ................... EMERGENCY
EPCU ................... ELECTRO-PNEUMATIC CONTROL UNIT
ER ........................ EQUALIZING RESERVOIR
ERCP ................... EQUALIZING RESERVOIR CONTROL PORTION
ERG...................... EQUALIZING RESERVOIR GAGE
ERT ...................... EQUALIZING RESERVOIR TRANSDUCER
ERTP.................... EQUALIZING RESERVOIR TEST POINT
FLT ....................... FLOW TRANSDUCER

FP......................... FEED PIPE
FS......................... FULL SERVICE
FT LB.................... FOOT POUNDS (TORQUE)
HLPR .................... HELPER
ABBREVIATIONS (Cont’d.)
KEV ...................... KE DISTRIBUTOR VALVE

Kg/cm2 .................. KILOGRAM PER SQUARE CENTIMETER
L ........................... LITERS
LON ...................... LOCAL OPERATING NETWORK
LRU ...................... LINE REPLACEABLE UNIT
MIN....................... MINIMUM
MR ........................ MAIN RESERVOIR
MRT...................... MAIN RESERVOIR TRANSDUCER
MU ........................ MULTIPLE UNIT
MV ........................ MAGNET VALVE
MVEM................... EMERGENCY MAGNET VALVE
MVLT .................... LEAD - TRAIL MAGNET VALVE
Nm ........................ NEWTON METER (TORQUE)
PCMCIA ............... PERSONAL COMPUTER MEMORY CARD INTERNATIONAL ASSOCIATION

PCS ...................... POWER CUT-OFF SWITCH
PER ...................... PNEUMATIC EQUALIZING RESERVOIR ACTUATOR
PSI........................ POUNDS PER SQUARE INCH
PSJB .................... POWER SUPPLY JUNCTION BOX
PTU ...................... PORTABLE TEST UNIT
PVEM ................... EMERGENCY PILOT VALVE
PVLT .................... LEAD-TRAIL PNEUMATIC VALVE
REL ...................... RELEASE

RCP ...................... RELAY CONTROL PORTION
USB ...................... UNIVERSAL SERIAL BUS
VDC ...................... DIRECT CURRENT VOLTAGE
16CP .................... 16 PIPE CONTROL PORTION

16TV..................... BRAKE CYLINDER PILOT PRESSURE
20CP .................... 20 PIPE CONTROL PORTION

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Rail Vehicle Systems

New York Air Brake Corporation

Knorr-Bremse India Private Ltd.

This document was originally written in English.

Rev. Date Name Para Description of Change

01 February/2012 J. Reynolds ALL Original Release

3 Air Brake Equipment 11

6 Maintaining the CCB II-IR Brake System 75

7 On-Locomotive System Test 81

8 Troubleshooting Procedures and Diagnostic Codes 102

9 Unscheduled Maintenance (Repairs) 120

10 Calibrating the CCB II-IR Brake System 132

1.1 Technical changes

1.2 Target group for this document

 have the skill, experience, safety awareness and professional ability:

1.3 Notes and warning messages

2.1 General Safety Awareness

Failure to comply with these instructions may lead to irreversible

Failure to comply with these instructions may lead to irreversible

3 Air Brake Equipment

3.1 General Description

3.1.1 GT46MAC LOCOMOTIVES

Figure 3-1 GT46MAC Air Brake Control System Rack Assembly

3.1.2 GT50AC LOCOMOTIVES

Figure 3-2 GT50AC Air Brake Control System Rack Assembly

3.2 Air Brake Equipment Location

3.2.1 Air Brake Control System Rack Assembly

3.2.1.1 GT46MAC LOCOMOTIVES

Figure 3-3 GT46MAC Air Brake Control System Rack Assembly

3.2.1.2 GT50AC LOCOMOTIVES

Figure 3-4 GT50AC Air Brake Control System Rack Assembly

3.3 Component Descriptions

3.3.1 Electronic Brake Valve (EBV) (Figures 3-5 and 3-6)

Figure 3-5 Electronic Brake Valve

Figure 3-6 Electronic Brake Valve Detent Positions

3.3.1.4 Handle Positions

3.3.1.4.1 Release (REL) Detent Position (1) - (Spring return)

3.3.1.4.2 Running (RUN) Detent Position (2)

3.3.1.4.3 Minimum (MIN) Detent Position (3)

3.3.1.4.4 Service Zone - Area between MIN and FS detented Positions

3.3.1.4.5 Full Service (FS) Detent Position (4)

3.3.1.4.6 Emergency (EMER) Detent Position (5)

3.3.1.5 Vent Valve Assembly (Figure 3-7)

Figure 3-7 EBV Vent Valve Assembly

3.3.2 Electro-Pneumatic Control Unit (EPCU) (Figure 3-8)

Figure 3-8 Electro-Pneumatic Control Unit

3.3.2.1 Equalizing Resersoir Control Portion (ERCP) (Figure 3-9)

Figure 3-9 Equalizing Reservoir Control Portion

3.3.2.2 Brake Pipe Control Portion (BPCP) (Figure 3-10)

Figure 3-10 Brake Pipe Control Portion

3.3.2.3 16 Pipe Control Portion (16CP) (Figure 3-11)

Figure 3-11 16 Pipe Control Portion

3.3.2.4 20 Pipe Control Portion (20CP) (Figure 3-12)

Figure 3-12 20 Pipe Control Portion

3.3.2.5 Brake Cylinder Control Portion (BCCP) (Figure 3-13)

Figure 3-13 Brake Cylinder Control Portion

3.3.2.6 KE Distributor Valve (KEV) (Figure 3-14)