Handbook On Ccb-ii Of Diesel Locomotives 3v3v27
This document was ed by and they confirmed that they have the permission to share it. If you are author or own the copyright of this book, please report to us by using this report form. Report 3i3n4
Overview 26281t
& View Handbook On Ccb-ii Of Diesel Locomotives as PDF for free.
More details 6y5l6z
- Words: 6,316
- Pages: 47
(Govt. of India) (Ministry of Railways)
Hand Book on CCB-II of Diesel Locomotives
(For official use only)
IRCAMTECH/M/GWL/15-16/CCB-II April 2015
MAHARAJPUR, GWALIOR – 474005
egkjktiqj, Xokfy;j & 474005 474005
Hand Book on CCB-II of Diesel Locomotives
FOREWORD The Hand Book of CCB-II has been prepared by CAMTECH for loco running as well as Diesel shed maintenance staff. The failure of Brake system has a great impact on the reliability of the diesel locomotives. Due to various modifications and alterations, CCB-I.5 has now been upgraded to CCB-II with some additional features in the system. I hope that this Hand book will definitely enhance the knowledge of concerned staff to do faster restoration of troubles pertaining to brake system while working on line.
April- 2015
(A.R.Tupe)) EXECUTIVE DIRECTOR CAMTECH/GWALIOR
PREFACE Brake system is the vital part of diesel electric locomotives. CCB1.5 has now been upgraded to CCB-II with additional features. Knowledge of new system and trouble shootings is necessary to running/maintenance staff to ensure reliability and availability of locomotives in sheds as well as on line. This Hand Book contains trouble shootings of CCB-II fitted locomotives for Diesel Loco Pilots. Loco pilots should understand the steps of trouble shooting sequentially to save time during fault findings enroute. The purpose of Hand Book is to enhance knowledge and competence of loco pilots in dealing with the problems of Diesel locomotive on run. This book will be useful to the maintenance staff and loco inspectors also for counseling running staff about CCB-II system. It is clarified that this Hand Book does not supersede any existing procedures and practices laid down in the maintenance instructions issued by manufacturers or by RDSO/LKO. April- 2015 (K.P.Yadav) Director/Mech CAMTECH/ Gwalior
CORRECTION SLIPS The correction slips to be issued in future for this handbook will be numbered as follows: IRCAMTECH/M/GWL/15-16/CCB-II/1.0/. # XX date ------------Where “XX” is the serial number of the concerned correction slip (starting from 01 onwards). CORRECTION SLIPS ISSUED Sr. No. of C.Slip
Date of issue
Page No. and Item no. modified
Remarks
Contents S.No.
Description
Page No.
1.0
General Description
1
2.0
Component Description
1
2.1 2.2
Electro - Pneumatic Control Unit Electronic Brake Valve
2 3
2.3
Dead Engine Regulator (DER)
5
2.4
KE Valve
5
2.5
Pneumatic ER Back Up (PER) Changeover Cock Brake Handle
6
3.0
System Back-ups
07
4.0
Modes of Operation of CCB-II
07
5.0
Operating Pressure
23
6.0
Additional Features
24
7.0
25
8.0
Trouble shooting CCB-II Electronic Air Brake system CCB II-IR EBV Crew Messages
26
9.0
EBV Crew Message Fault Codes:
30
10.0
DOs and DON’Ts
37
11.0
Abbreviations
39
2.6
6
IRCAMTECH/M/GWL/15-16/CCB-II
1
1. General Description: CCB II-IR is a microprocessor based electro-pneumatic brake control system. A CCB II-IR equipped locomotive can LEAD or Trail a multiple unit consist and can be operated as a Helper unit. CCB II-IR is comprised of distributed
electronics
for
improved
reliability,
serviceability and failure analysis. CCB II-IR includes modular LRU’s for ease of trouble shooting & repairs. 2. Component Description
AIR BRAKE CONTROL SYSTEM RACK ASSEMBLY
IRCAMTECH/M/GWL/15-16/CCB-II
2.1 EPCU: Electro-Pneumatic Control Unit
Front view of EPCU
Rear view of EPCU
2
IRCAMTECH/M/GWL/15-16/CCB-II
The EPCU consists of 9 LRU’s
1. ER - Equalizing Reservoir Control Portion 2. BP - Brake Pipe Control Portion 3. 16 - 16 Pipe Control Portion 4. BC – Brake Cylinder Control Portion 5. 20 - 20 Pipe Control Portion 6. KE – KE Valve 7. PSJB – Power supply Junction Box 8. R – Relay Control Portion 9. LON-485 Converter
2.2 EBV- Electronic Brake Valve
3
IRCAMTECH/M/GWL/15-16/CCB-II
4
The EBV is the “Man Machine” interface to the CCB II-IR Brake System. The EBV communicates ER and BCEP commands (handle movements) by the driver to the Air Brake System via the LON network. EBV communicates via an intelligent ‘Node’. The EBV is designed for installation as a desktop mount. It is used by the Engineer to control the Independent Brake, Automatic Brake and Bail-off. The EBV includes a “Target Display” that allows the Engineer to know, immediately, how much reduction is requested when the handle is moved. Faults are annunciated to the operator via an LCD screen mounted on the Driver’s Brake Valve (EBV). This screen is also used for routine advisory instructions such as penalty reset and emergency reset. Selector switch on EBV’s have four Positions
1. Lead 2.Trail 3.Helper 4.Test Modes.
IRCAMTECH/M/GWL/15-16/CCB-II
5
2.3 Dead Engine Regulator (DER) DER COC Dead Engine Cut-In / Cut-out Cock. – Out - Closes Brake Pipe connection to Dead Engine Regulator. – IN - Opens BP connection to Dead engine Regulator so Main Reservoir can be charged from BP. DER Dead Engine Regulator – Reduces Brake Pipe Pressure to Main Reservoir / Dead Engine Pressure – The DER is necessary in order for a locomotive that is being towed dead in train to be able to apply brake cylinder as Brake Cylinder is charged from MR 2.4 KE Valve •
Allows for pneumatic function in the case of electronics failure
•
Incorporates a ‘enger / Goods’ selection lever
•
The second lever is for isolation of the valve for maintenance
IRCAMTECH/M/GWL/15-16/CCB-II
6
2.5 Pneumatic ER Back Up (PER) Changeover Cock: - Allows use of pneumatic driver’s backup brake valve in case of critical failure.
2.6 Direct Brake Handle:-The Direct Brake Handle has two positions namely ‘Release’ and ‘FULL’. Automatic brake Handle: - Automatic brake Handle has five positions 1. Release position.
IRCAMTECH/M/GWL/15-16/CCB-II
7
2. Run position. 3. Minimum reduction brake application. 4. Full service application. 5. Emergency application position.
3.0 System Back-ups:Brake Cylinder Back-up – If the computer controlled BC pilot controller (16) fails, the system will automatically switch over to using the KE valve output for BC pilot. Independent Handle Back-up – If the BCE pipe controller (20) fails, the system will automatically switch to a back-up mode wherein the 16 develops locomotive brake cylinder pressure in response to the independent handle. Pneumatic ER Back-up (Optional) – The system is provisioned to optionally allow use of a back-up pneumatic ER controller and switchover cock. 4.0 Modes of Operation of CCB II:There are six modes of operation for the CCB II-IR system. They are: LEAD CUT-IN or SINGLE UNIT - Independent brake control is available via the (EBV) Independent handle. Equalizing reservoir (ER) control is available via the EBV Automatic handle. The brake pipe pressure is ‘Cut-In’ and follows equalizing reservoir pressure increasing and decreasing.
IRCAMTECH/M/GWL/15-16/CCB-II
8
HELPER (LEAD CUT-OUT) - Independent brake control is available via the EBV Independent handle. Automatic brake control remains inactive. Emergency brake is always available via the AUTO handle. TEST – Auto BP is cut out, ER follows the EBV Automatic handle, and Direct BC will build to 5.4 Kg/cm2 automatically. This position is used for testing the BP leakage of the train. TRAIL CUT-OUT - Equalizing reservoir is exhausted and BP is ‘Cut-Out’ and is not controlled by equalizing reservoir pressure. Brakes will apply & release in response to BP pressure and BCE pipe depending on configuration. The EBV will not respond to handle movement except to create an emergency application when the Auto handle is moved to ‘EMER’. Automatic brakes apply and release in response to trainline brake pipe pressure reductions and increases. DEAD-IN-TRAIN - The EAB system is unpowered and the locomotive is being towed in a train (away from a controlling consist). Brakes will apply same as a freight car. DEAD-IN-CONSIST - The EAB system is unpowered and the locomotive is within the controlling consisting. Brakes will apply same as a freight car from LEAD Automatic Brake. Brakes will apply same as a locomotive from LEAD Independent Brake.
IRCAMTECH/M/GWL/15-16/CCB-II
SETTING – UP CONTROL STAND (a) EBV Setting for Single Locomotive Operation: 1. Non Working Control Stand:Auto Brake handle - Full service application. Direct Brake Handle – Release Mode selector switch on EBV- Trail 2. Working Control Stand:Auto Brake handle - RUN Direct Brake Handle –FULL When Stopped & REL for Moving the Locomotives Mode selector switch on EBV- Lead The EBV screen displays the following message: “MODE CHANGE; MODE =LEAD. (b) EBV Setting for Multiple Loco Operation: EBV Setting in Leading Loco. 1. Non Working Control Stand:Auto Brake handle - Full service application. Direct Brake Handle – Release Mode selector switch on EBV- Trail 2. Working Control Stand:Auto Brake handle - RUN
9
IRCAMTECH/M/GWL/15-16/CCB-II
10
Direct Brake Handle –FULL When Stopped & REL for Moving the Locomotives Mode selector switch on EBV- Lead EBV Setting in Trailing Loco on Both Control Stands . (Both EBV are Non Working) Auto Brake handle - Full service application. Direct Brake Handle – Release Mode selector switch on EBV- Trail (c) EBV Setting in Banker Loco Operation: 1. Non Working Control Stand:Auto Brake handle - Full service application. Direct Brake Handle – Release Mode selector switch on EBV- Trail 2. Working Control Stand: Auto Brake handle - Full service application. Direct Brake Handle –FULL When Stopped & REL for Moving the Locomotives Mode selector switch on EBV- HLPR NOTE:- With above setting in Banker Loco , attach BP hoses between formation & Banker Loco , open BP angle COC’S to charge BP. BP in the Banker Loco may drop immediately once angle COC is opened and PCS will knock-out (no message on LCC Screen ).
IRCAMTECH/M/GWL/15-16/CCB-II
11
Once, BP is charged from Leading loco, PCS in the Banker loco will reset automatically and loco is ready for operation. CAUTION:- Do not change any setting on Banker Loco Control Stand except Releasing Direct Brake i.e. Bringing Direct Brake Handle to Release Position for loco movement. (i)
(ii)
(iii)
(iv)
If The Auto Brake Handle in the Banker loco is left in RUN then while moving the loco ,PCS will knock-out when the speed reaches3kmph (No development of BC pressure).But , Message on LCC-“NO LOAD – PCS OPEN, RECOVER THE AIR BRAKE SYSTEM TO RESET PCS” will appear. Stop the Locomotive, Bring Throttle Handle to IDLE LCC message will change as “AIR BRAKE PENALTY –PLACE HANDLE IN FULL SERVICE FOR 10 SECONDS” Place Auto Handle in FS for 10 Seconds, PCS resets and the LCC message changes as: “TO RESTORE NORMAL AIR BRAKE OPERATION –PLACE AUOTMATIC HANDLE IN “RUN” Bring the AUTO Handle to RUN once & immediately move the Auto Handle to FS which is a strict legitimate handle position for Banker operation.
(d) Penalty re-setting: EMERGENCY PENALTY – This penalty applies after Air Brake self –test, Auto Brake Emergency Brake application .Train Parting, Fireman Emergency Brake application First Bring Throttle Handle to IDLE & the Reverser to NEUTRAL Recover from Emergency Penalty Brake Application (As per EBV &LCC display message.)
IRCAMTECH/M/GWL/15-16/CCB-II
12
From Working Control Stand :To recover Emergency penalty Keep Auto Brake Handle in Emergency position for 60 Seconds After some time, EBV Crew message changes as “Okay to RUN –BP Target = 0.0 kg/sqcm” Move Auto Handle to RUN, EBV display indicate“Okay to RUN –BP Target = 5.0/5.2 kg/sqcm” BP would change to 5.0/5.2 kg/sqcm according to type of locomotive. Full Service Penalty: This penalty applies after Re-cycling of LCC Circuit breaker, VCD/Alerted operation, Communication failure between LCC & CCB, penalty applied by CCB in view of safety. (As per LCC & EBV display massage). Recovery from Full Service Penalty Service Brake Application From Working Control Stand :To recover the Full Service penalty Keep Auto Brake Handle in FS for 10 Seconds Crew message Indicate on EBV screen “Okay to RUN –BP Target = 3.0Kg/sqcm” Move Auto Handle to RUN position. BP would change to 5.0/5.2 kg/sqcm according to type of locomotive. (e) CCB Loco attaching to Formation: First attach the Locomotives to formation and ensure CBC is properly locked
IRCAMTECH/M/GWL/15-16/CCB-II
13
From Working Control Stand :Auto Brake handle - RUN Direct Brake Handle –FULL Mode selector switch on EBV- Rotate & move from LEAD to TEST Connect Loco & Formation BP hose pipes (Connect FP hose pipe first and charge FP in case of twin pipe operation) First Open Formation side BP Angle COC Then Open Loco side BP Angle COC Mode selector switch on EBV- Rotate & move to LEAD allow charging BP (f) BP Leakage Testing on Formation: Whenever BP charging problem is noticed after attaching loco to formation first charge BP to the extent possible, then From Working Control Stand :Auto Brake handle - RUN Direct Brake Handle –FULL Mode selector switch on EBV- Rotate & move from LEAD to TEST & observe BP Leakage rate as per Guide lines. NOTE: - During this test BP charging is CUTT-OFF to find out the leakage rate and moving Auto handle in Service zone will not result in application of auto brakes except Emergency Brakes.
IRCAMTECH/M/GWL/15-16/CCB-II
14
(g) Changing Control Stand in single Loco operation – Stop locomotive & Apply Loco Brakes Direct Brake Handle –FULL (Apply Hand Brake for safety if required) Always first make both Control Stands as Non working 1.Working Control Stand:Auto Brake handle – Move to FS. Mode selector switch on EBV- Move from Lead to Trail Direct Brake Handle - Move to REL. 2. Non Working Control Stand:(Now to select as working) Direct Brake Handle - Move to FULL. Mode selector switch on EBV- Move to Lead Auto Break handle - Move to RUN Independent handle - Move to FULL application. (Release Hand Brake) (h) Changing Lead Loco to Trail for MU Operation Stop Locomotives Apply Loco Brake - Full Apply Hand Brake for safety if required Always first make both C/S as Non -Working Working Control Stand of presently Working Loco
IRCAMTECH/M/GWL/15-16/CCB-II
15
Auto Break handle –Move to FS. Mode selector switch on EBV- Move from Lead to Trail Direct Brake handle - Move to REL.(Wait till BC & BP pressure stabilize). Non Working Control Stand:Auto Brake handle – FS. Direct Brake handle - REL Mode selector switch on EBV- Trail Go to trailing Loco (The Loco now to be made as leading) On The Control Stand to be made as lead Direct Brake handle - Move to FULL Mode selector switch on EBV- Move to Lead Auto Break handle - Move to RUN Non Working Control Stand:Auto Brake handle – FS. Direct Brake handle - REL Mode selector switch on EBV- Trail
(i) To attach the Locomotive as dead in Multiple Units with all hose Connections: First attach the working Locomotive to the loco to be moved as Dead and ensure CBC is properly locked. Shut down the loco to be moved as Dead
IRCAMTECH/M/GWL/15-16/CCB-II
16
Put OFF all circuit Breakers Connect MREQ,BCEQ & BP hose pipes between both locos and open COCs Apply Direct Brakes from Lead loco and application of Brakes on Dead loco. Release Direct Brakes from lead loco and releasing of Brakes on Dead loco. Drop BP from Lead loco and application of Brakes on Dead loco. Re-charge BP from Lead loco and releasing of Brakes on Dead loco. NOTE:- Loco Brakes on Dead Locomotive will operate in both Auto &Direct Braking from the Lead Locomotive (j) To attach the Locomotive as dead in train connecting only BP: First attach the working Locomotive to the loco to be moved as Dead and ensure CBC is properly locked. Shut down the loco to be moved as Dead Put OFF all circuit Breakers Drain MR1 & MR2 and close MR drain COC Open Dead Engine COC on Dead loco (ER) (Provided on ER of CCB-II/IR Brake ) Connect both Locos BP pipes
IRCAMTECH/M/GWL/15-16/CCB-II
17
Open MREQ &BCEQ COCs at one and Dead loco (this is to avoid pressure trapping) Open Dead Loco BP Angle COC open Lead loco BP Angle COC Charge BP from Lead loco NOTE: - MR2 in Dead loco will slowly charge from leading Loco BP to 1.8kg/sqcm max. This pressure is preset in the ER. Drop BP from Lead loco and application of loco Brakes on Dead Loco Re-charge BP from Lead loco and releasing of Brakes on Dead loco NOTE:- Loco Brakes on Dead Locomotive will operate only by operation of Auto handle on Lead Locomotive during parting between Locomotive After Dead movement set-up & BP charged to5.0 Kg/cm² in Dead loco from lead loco, if BC is not reducing to zero in dead loco, then please follow the steps given below to release BC pressure (this may happen only for the first time or after attached) 1) Give brief pulls to quick release lever provided at the bottom of distributor valve. 2) Press 18TP on 16 3) Press 20TP on 20 NOTE: - application and release of Loco Brakes in Dead loco by dropping /re- charging BP from lead loco (k) Dead Movement in WDG5 Locomotive Release the parking brake Drain MR1 & MR2
IRCAMTECH/M/GWL/15-16/CCB-II
18
Parking brake apply automatically when MR1 & MR2 pressure drained Parking Brake apply is released by operating RED handle on TBU Then follow the procedure of Dead Loco Movement. (l) MAB/CCB Circuit Breaker Re-Cycling Procedure: First Stop the Locomotive then Bring Throttle Handle to Idle Bring Reverser Handle to Neutral Switch OFF ER& GF Switch Keep Isolation Switch to Isolation position Switch OFF MAB & CCB Circuit Breaker Switch OFF Main LCC Computer Circuit Breaker Wait for 20 to 30 Second First Switch ON MAB & CCB Circuit Breaker Switch On Main LCC Computer Circuit Breaker Air brake 10 Second penalty will apply now. As per EBV LCD display, place working control stand Auto brake handle to FS position for 10 second &after 10 second keep the handle to RUN position as per the LCD display. BP starts charging & penalty resets
IRCAMTECH/M/GWL/15-16/CCB-II
19
(m) Need for air brake self test Whenever BP drops & PCS operates then, follow instruction displayed in LCC Screen .Reset the 10 second penalty by keeping Auto Handle in FS for 10 sec or Emergency penalty by keeping the handle in emergency for 60 second If the penalty is not recovered, then Re-cycling the MAB or CCB Circuit Breaker. Even after Re-cycling Circuit Breaker If the penalty is not recovered, then conduct Air Brake Self Test
.
NOTE: Air Brake self – test will not if controller Faults are active, under such condition, Switch –over to other controller and work informing concerned shed. (n) Effect on WDG4/WDP4/CCB fitted Alco Loco after Emergency Brake Application & steps to be followed by Crew to Recover Effect on Locomotives Whenever Loco Pilots moves the Auto Brake handle to more than FS & keep in Emergency position or operates Firemen Emergency valve, then, PCR trips and “PCS Open” light indicates on the indication Engine speed comes to Idle
IRCAMTECH/M/GWL/15-16/CCB-II
20
Traction Alternator output will be Cut – OFF and no power to traction ER & BP Pressure becomes zero Auto Flasher starts working LCC display “No load open, recover the air brake system to reset PCS. Once the Throttle Handle is moved to IDLE, then the massage will change as keep Auto handle in Emergency.
(o) Step to be followed by Crew to Recover Emergency penalty : Move Auto handle to Emergency Position After 60 second, the EBV LCD display will change as “OK” to RUN BP target =0 Kg/cm² Then keep the Auto handle to RELEASE /RUN position. NOTE: After bringing Auto handle to RUN position, ER becomes 5.0/5.2 Kg/cm² and then BP starts building equal to ER pressure. Time taken for BP generation may depend upon the length of the formation (Normally 5 to10 minute) (p) Air Brake Self Test Procedure: For Air brake self test only one control stand should be selected i.e. one control stand should be in Lead and the other control stand should be in Trail.
IRCAMTECH/M/GWL/15-16/CCB-II
21
Stop the locomotive (Loco speed should be zero), apply Hand Brake & provide skids for the wheels Close BP,FP,MREQ & BCEQ COCs at both ends of the locomotive Ensure MR pressure is between 8 to 10 Kg/cm² Do not keep any of the Auto handle in Emergency position Do not operate Bail-Off ring while test is ON Now for the self –test , select “Air brake Self – test from LCC screen and press Continue. Please wait till completion of Air brake self –test .This will take 3 to 4 minute. After successful completion of self – test , EBV LCD will display “Self test ed”. If self – test is not successful, then S/T f/c =1xxx will display. After getting the message successful test , no defects found , press to MAIN MENU screen. Press Crew key on the display and act accordingly. NOTE: After successful completion of self-test ,open formation end BP & FP angle COCs ,charge FP and BP. Please ensure BP continuity in the formation and then start working.
IRCAMTECH/M/GWL/15-16/CCB-II
22
(q) Pneumatic Equalizing Reservoir Operation Set-Up : This feature has been provided to develop BP pneumatically & work in case there any problem with CCB system. By keeping brake system in this mode locomotive can be worked at a restricted speed to clear the block section To make PER Operation Active To stop the locomotives Open CCB Circuit Breaker Set PER COC to Horizontal position Charge ER/BP by moving DBV handle towards position II Once BP is charged, DBV handle may be placed at position –III which is a LAP position For dropping BP, move DBV handle slowly towards application position V NOTE: proportionate application and release of Loco BC by operating DBV & if Loco Brakes not releasing follow procedures as in case of Dead movement
IRCAMTECH/M/GWL/15-16/CCB-II
23
. 5.0 Operating Pressure -HHP LOCO
EBV Handles
ER
BP
BCEP
BC
Positions
Kg/cm²
Kg/cm²
Kg/cm²
Kg/cm²
Release
5.7±.07
5.7±.07
0
0
Run
5.2±.07
5.2±.07
0
0
MIN
0.4 reduction
0.4 reduction
0.4±.14
0.4±.14
FS
1.5 reduction
1.5 reduction
1.8±.14
1.8±.14
EMER
0
<1.4
1.8±.14
1.8±.14
Release
n/a
n/a
0
0
FS
n/a
n/a
5.2±.14
5.2±.14
Automatic brake
Independent brake
Other Pressures •
Dead Engine Regulator 1.8±0.1 Kg/cm²
•
Main Reservoir- 8 to 10 Kg/cm²
IRCAMTECH/M/GWL/15-16/CCB-II
24
Operating Pressure -Alco Locomotive
EBV Handles Positions
ER
BP
BCEP
BC
Kg/cm²
Kg/cm²
Kg/cm²
Kg/cm²
Release
5.5±.07
5.5±.07
0
0
Run
5.0±.07
5.0±.07
0
0
MIN
0.4 reduction
0.4 reduction
0.4±.14
0.4±.14
FS
1.5 reduction
1.5 reduction
1.8±.14
1.8±.14
EMER
0
<1.4
1.8±.14
1.8±.14
Independent brake Release
n/a
n/a
0
0
FS
n/a
n/a
3.5±.14
3.5±.14
Automatic brake
Other Pressures •
Dead Engine Regulator 1.8±0.1 Kg/cm²
•
Main Reservoir - 8 to 10 Kg/cm²
6.0 Additional Features: Includes Real Time Clock in EBV “Smart” LRUs include logs Includes crew advisory on EBV display
IRCAMTECH/M/GWL/15-16/CCB-II
25
Fully potted electronic modules. Additional safety devices can be piped to EPCU pipe 3 or 10 without SW/HW change Can be used with Backup DBVs, to avoid line blockage in situation of CCB failures. 7.0 Trouble shooting CCB-II Electronic Air Brake system. (1) Power cutoff switch (PCS) does not clear or cannot release brakes: (i) Place Automatic brake handle in Full Service (FS) and wait for penalty to clear. If a ’Fault XX Active’ message appears, it will be necessary to reset the source of the penalty (cab signal, ATP, alerter, etc.). Check Main Reservoir Gauge to insure air is being supplied to the brake system. After any penalties are reset, move the Automatic brake handle to RUN. Check to see if both ER and BP pressures rise. If ER rises and BP does not, see symptom ‘Cannot charge brake pipe’. If ER and BP rise, but PCS still does not reset, go to step (ii). (ii).Ensure throttle handle is in ‘IDLE’ position and reverser handle is centered. Place the Automatic handle in Full Service (FS). Power cycle the Electro- Pneumatic Control Unit (EPCU). If problem persists, an ‘Emergency’ or ‘Penalty’ source is active and must be cleared. If BP can be charged but PCS cannot reset, replace the R. If problem persists, replace BP. (2) Cannot charge brake pipe. i) Ensure locomotive set-up is ‘Lead’ and isolated from other locomotives .Move Automatic brake handle to RUN. Ensure ER charges to release setting. If ER does not charge, see symptom ‘Power cutoff switch (PCS) does not clear’.
IRCAMTECH/M/GWL/15-16/CCB-II
26
ii) Isolate locomotive (close end angle cocks) and repeat step (i). If BP charges now but wouldn’t before, check train for leakage or decoupling. iii) Place Electronic Brake Valve (EBV) Automatic handle ‘sharply’ into and out of emergency ‘EMER’ position at least ten times. Reset emergency and move Automatic brake handle to RUN. If BP pressure rises, the problem was a stuck 21 vent valve on the EBV. iv) If BP rises partially toward ER but fails to reach ER (and a blow of air is heard at EPCU), replace BP (there may be contamination in the relay or emergency valve). If problem persists, replace locomotive vent valve. (3) Automatic brake cannot be bailed off on the locomotive. i) Ensure EBV’s mode selector switch is set to "Lead". ii) Replace EBV. If problem persists, replace 16. (4) Cannot build brake cylinder pressure. i) Ensure locomotive is set-up to ‘Lead’ Ensure truck brake cylinders are cut-in (angle cocks). ii) Make a brake application with the Automatic brake handle. Note that brake pipe pressure reduces. iii) Check for blow of air at the brake cylinder control portion (BC). If no leakage is heard, check integrity of locomotive piping from manifold of EPCU to truck brake cylinders. 8.0 CCB II-IR EBV Crew Messages The following messages are transmitted to the EBV display. These crew messages are provided to assist the Loco Pilot in operating the brake system. They are not intended to be maintenance instructions. Line 1 Line 2 Meaning Wait Powering Up The system is booting up.
IRCAMTECH/M/GWL/15-16/CCB-II
Line 1 Line 2 Set Hand Test in Progress Brake Unable to Service xx Boot
Fireman Emer Operator Emer Trainline Emer Fireman Emer
Put Auto in Emer
Operator Emer
Wait
Trainline Emer
Wait
Fault Penalty Safety Penalty
Put Auto in FS
Put Auto in Emer Put Auto in Emer Wait
Put Auto in FS
27
Meaning PTU disabled the brakes During power-up a problem was detected with the xx. Perform maintenance. Display if emer and handle < emer Put Auto in Emer Display if emer and handle < emer Display if in emergency and handle in Emer., and timer < 60 sec Display if in emergency and handle in Emer., and timer < 60 sec. Display if in emergency and handle in Emer., and timer < 60 sec. Display if penalty and auto is < FS Display if penalty and auto is < FS
IRCAMTECH/M/GWL/15-16/CCB-II
Line 1 Fault Penalty
Line 2 Keep in FS
Safety Penalty
Keep in FS
Fault Active
xx Shut AB Off
Fault Active
xx Check BC Gauge
Fault Active
xx Trail Use Only
Fault 108 Check Setup Active
Okay Run Okay Run
to Service Soon - xx to BP Target = x.xx
28
Meaning Display if in penalty and handle in FS, and timer < 10 seconds Display if in penalty and handle in FS, and timer < 10 seconds A system fault exists, which requires the air brake power to be shut off and used in trail Use pneumatic gauge for BC pressure indication Display when a disabling fault is active Both EBV mode switches are set to same switch position and one of them is not in the ‘’Trail’’ position Display when a noncritical fault is active. This is the default screen
IRCAMTECH/M/GWL/15-16/CCB-II
Line 1 Line 2 Unable to Factory Code:??? Boot Initializing
System...
Self test ed S/T 1xx
F/C= Service xx
29
Meaning Indicates computer problem field service. Displayed during system power-up checks Display when Self test complete with no failures Display when Self test failure occurs for the xx, where xxx is the last 3 digits of the self test failure code
The following Crew Messages are EBV specific information Line 1 MODE CHANGE MODE CHANGE MODE CHANGE MODE CHANGE EBV
Line 2 FREIGHT LEAD IN TRAIL
Meaning Display for 2 seconds after mode switch defines a lead position Display for 2 seconds after mode switch defines a Trail position EBV TEST Display for 2 seconds after mode MODE switch defines a Test position HELPER Display for 2 seconds after mode MODE switch defines a Helper position IS Display when EBV is not active INACTIVE
The following Crew Messages is the first Crew Messages Displayed as the system power up
IRCAMTECH/M/GWL/15-16/CCB-II
30
Line 1 Line 2 Meaning <SYSID< Rev=
the EBV software
is the EBV software revision build date defined ass MM/DD/YYYY
The following Crew Messages is the second Crew Messages Displayed as the system power up Line 1 Line 2 Date<M< Time: /D>/YR>
:<SEC>
Meaning <M> - Current Month
- Current Day
- Current Year
- Current Hour
- Current Minute <SEC> - Current Second
9.0 EBV Crew Message Fault Codes: Fault Descri Detected Reason Code ption By for Fault 001 ERCN R,BP Loss of Fault ERCN heartbeat for 5 seconds.
Corrective Action
Insure LON cable is positively seated at ER. Cycle AB circuit breaker. If not corrected, must be used in
IRCAMTECH/M/GWL/15-16/CCB-II
31
002
ER AW4 Fault
ER
ER > 120 or pressure not Within +/5 psi in 10 seconds
006
MVER Fault
ER
010
BPT Fault
BP
Output indicates MV fault Xdcr output voltage > 4.5 or < 0.5.
014
MV53 Fault
BP
Output indicate MV fault
Trail Mode until repair. Replace ER at Shed. Place mode switch in TRAIL, Automatic handle in EMER, and Independent handle in FULL to clear fault If not corrected, must be used in Trail Mode until repair. Replace ER at Shed. Must be used in Trail Mode until repair. Replace ER. If fault remains after power cycling AB circuit breaker, replace BP at Shed. Set power off and use in trail in Pneumatic backup until repair. Must be used in Trail Mode until repair. Replace BP.
IRCAMTECH/M/GWL/15-16/CCB-II
016
BPCN Fault
R,ER, 20,EBV
036
16 AW4 Fault
16
32
Loss of BPCN heartbeat for 5 seconds.
Inspect LON cable connection to BP on the EPCU and tighten as needed. Cycle AB circuit breaker. Check for yellow light on BP control node. If steady or blinking, reprogram or replace BP. If red light remains on after power cycle, replace BP. Must be used in Trail Mode until repair Pressure Place mode switch not to TRAIL, within +/- Automatic handle 5 psi in EMER, in 10 and Independent seconds handle in FULL to clear fault. If not corrected, automatic BC pressure may be direct release only. No blending or
IRCAMTECH/M/GWL/15-16/CCB-II
33
039
MV16 Fault
16
Output indicates MVfault.
052
16CN Fault
R,20
Loss of 16heartbe at for 5 seconds
055
20 20 AW4 FAULT
Pressure not within +/5 psi in 10
other special BC controls will be active. Replace 16 at Shed. Automatic BC pressure may be direct release only. No blending or other special BC controls will be active. Replace 16 at shop. Inspect LON cable is positively seated at 16. Cycle AB circuit breaker. If not corrected, automatic BC pressure may be direct release only. No blending or other special BC controls will be active. Replace 16 at Shed. Place Mode switch to TRAIL, Automatic handle in EMER, and Independent
IRCAMTECH/M/GWL/15-16/CCB-II
34
seconds
062
20CN Fault
EBV,ER, BP,R
Loss of 20CN heartbeat for 5 seconds
075
AUTO HAND LE OPEN
EBV
076
INDEP HAND LE OPEN EBV CN Fault
EBV
Potential meter output voltage < minimum Potentiom eter output voltage < minimum Loss of EBV CN heartbeat for 5 seconds
085
ER,BP, 20 R
handle in FULL to clear fault. If fault remains, use in Trail Mode until repair. Replace 20 . Insure LON cable is positively seated at 20. Cycle AB circuit breaker. If fault remains, set ABCB off and use in trail on pneumatic backup Set to TRAIL. Replace EBV.
Set to TRAIL. Replace EBV.
Insure LON cable is positively seated at EBV connector and PSJB J100. Cycle AB circuit breaker. Check for yellow light on EBV control
IRCAMTECH/M/GWL/15-16/CCB-II
108
Cab Mismat ch Fault
R
118
R CN Fault
BP,20, EBV
125
MV26 Deenergiz ed
ER
35
Both Cab switches are set to switch position and one of them is not in the TRAIL position. Loss of R heartbeat for 5 seconds Output indicates MV fault
node. If steady or blinking, reprogram or replace EBV. If red light remains on after power cycle, replace EBV. Correct setup, recover penalty. If not corrected, must be used in Trail Mode until repair. replace EBV
Must be used in Trail Mode until repair. Replace R. Must be used in Trail Mode until repair. Replace ER
IRCAMTECH/M/GWL/15-16/CCB-II
36
136
16 BPT Fault
16
Xdcr output voltage > 4.5 or < 0.5
140
MR/FL Dual Transd ucer Fault
BP
141
LCI Comm Loss
R
Xdcr output voltage > 4.5 or < 0.5 for both MRT and FLT Loss of LCI heartbeat for 5 seconds
142
20 BMV Fault
16
Output indicates MV fault
Automatic BC pressure may be direct release only. No blending or other special BC controls will be active. Replace 16 at shed. AW4 diagnostics are disabled. Loss of MR pressure indication for display (if equipped). Replace BP at shed Ensure LON cable is positively seated at LON convertor and LCC Cycle AB circuit breaker. Replace LON convertor, Replace LCI Must be used in Trail Mode until repair. Replace
IRCAMTECH/M/GWL/15-16/CCB-II
37
10.0 DOs and DON’Ts DOs • • • • •
• • • •
•
•
Lead/Trail switch on EBV is with ROTATE mechanism and always follow this practice to rotate switch by using the knob. Give some time during two self tests (at least 4-5 minutes). Ensure Loco is isolated, Application of Handbrake, & Wheel skids are provided before performing Air Brake self test. Ensure availability of sufficient MR pressure (always more than 8 Kg/cm2) before starting self test. Before attaching locomotive to formation, please blow the air thru hoses (by charging BP) and also please clean End connection of formation wagon/coaches. At times it is found that small stone or plastic pieces flow back to Emergency Vent Valve. Clear fault codes of Brake Valve Controllers i.e., 108 etc before HLPR operation. Always Keep Non Working Control Stand Auto Handle in FS position & DIR handle in REL position. Drain moisture from MR1 & MR2 Reservoirs at regular intervals if Air Dryer is not functioning. Keep the Dead-Engine COC(on ER) to normal position once the Dead Engine movement is completed and the Locomotive is ready for working as LEAD/TRAIL In case Air Brake Alarm message is continuously displayed on LCC Screen with alarm, once release BC pressure to ZERO (Ensure hand brakes applied), then, automatically fault is cleared. If Air Brake self test failed, re-conduct self test, giving some time gap.
IRCAMTECH/M/GWL/15-16/CCB-II
38
•
If one EBV faults are logged and are not clearing, work from other EBV (may be operated to clear the section till the other EBV is attended duly observing safety) • While Auto Handle at FS position while changing LT switch position (other than Test position selection –CCB will apply FS penalty if not followed. • Recycle CCB Circuit Breaker to clear any faults logged. If not cleared then please respective shed. • Ensure proper working of Air Dryer and MR Drain valves. • In case the Air Dryer is by ed, then manually drain MR Auto Drain Valves when times permits and inform shed. • If Air Dryer by ed inform to shed and also the remarks in loco repair book. DON’Ts •
• • • •
•
In CCB-II do not switch – off LCC Circuit Breaker first without switching – off CCB Circuit Breaker –CCB will log Fault Code 141 – Communication Failure. Never select both Controller Lead/Trail Switches to HLPR at any point or Keep One in LEAD & the Other in HLPR/TEST. Do not Change Lead/Trail switch on running Locomotive. Do not Re-cycle CCB Circuit Breaker on a running locomotive. Do not hold bail off switch for long time. If Auto Brake are applied and if you are moving Direct Brake Handle to REL position, please be careful to not to lift bail ring other-wise it will result into release of Auto Brakes on Locomotive & Locomotive may roll. Do not Power-up/Move as an Independent Power/Own Power when both Brake Valve controllers are selected as TRAIL.
IRCAMTECH/M/GWL/15-16/CCB-II
• •
39
Do not spill liquid like tea, coffee, water on the Brake Valve Controller Do not keep Non-working Auto handle beyond FS position.
11.0 ABBREVIATIONS ABCB.................... AIR BRAKE CIRCUIT BREAKER ALR ..................... ALARM RELAY BO ........................ BAIL OFF BC.................... BRAKE CYLINDER BCCO................ BRAKE CYLINDERCUT-OUT PIPE BP......................... BRAKE PIPE BPCN................... BRAKE PIPE CONTROL NODE BPCO................... BRAKE PIPE CUT-OFF VALVE BP.................... BRAKE PIPE CONTROL PORTION CN........................ CONTROL NODE COC..................... CUT OFF COCK COMM................. COMMUNICATION COS...................... CUTOFF SWITCH EAB...................... ELECTRONIC AIR BRAKE EBV...................... ELECTRONIC BRAKE VALVE EMER................... EMERGENCY ER........................ EQUALIZING RESERVOIR ER................... EQUALIZING RESERVOIR CONTROL PORTION ERCN................... EQUALIZING RESERVOIR CONTROL NODE FV ......................... FEED VALVE IND ....................... INDEPENDENT LON ...................... LOCAL OPERATING NETWORK LRU ...................... LINE REPLACEABLE UNIT MIN ...................... MINIMUM MR ........................ MAIN RESERVOIR MREP ...................MAIN RESERVOIR EQUALIZING PIPE
IRCAMTECH/M/GWL/15-16/CCB-II
40
PCS....................... PNEUMATIC CUTOFF SWITCH PSJB..................... POWER SUPPLY & JUNCTION BOX PTU .......................PORTABLE TEST UNIT REL .......................RELEASE RES .......................RESERVOIR REV .......................REVERSER CURRENT 16 .....................16 PIPE CONTROL PORTION 16 RES ..................16 RESERVOIRS 20 .....................20 PIPE CONTROL PORTION #16 PIPE ...............BC APPLICATION PIPE (TO RELAY VALVE) #20 PIPE............... INDEPENDENT (DIRECT) APPLICATION AND RELEASE PIPE (LOCO ONLY)
IRCAMTECH/M/GWL/15-16/CCB-II
OUR OBJECTIVE To upgrade maintenance technologies and methodologies and achieve improvement in productivity and performance of all Railway assets and man power which inter-alia would cover reliability, availability, utilization and efficiency? If you have any suggestions and any specific comments, please write to us. person : Director (Mech.) Postal address : Indian Railways, Centre for Advanced Maintenance Technology, Maharajpur, Gwalior. Pin code - 474 0050 Phone : 0751- 470890, 0751-2470803 Fax : 0751- 2470841
41
Hand Book on CCB-II of Diesel Locomotives
(For official use only)
IRCAMTECH/M/GWL/15-16/CCB-II April 2015
MAHARAJPUR, GWALIOR – 474005
egkjktiqj, Xokfy;j & 474005 474005
Hand Book on CCB-II of Diesel Locomotives
FOREWORD The Hand Book of CCB-II has been prepared by CAMTECH for loco running as well as Diesel shed maintenance staff. The failure of Brake system has a great impact on the reliability of the diesel locomotives. Due to various modifications and alterations, CCB-I.5 has now been upgraded to CCB-II with some additional features in the system. I hope that this Hand book will definitely enhance the knowledge of concerned staff to do faster restoration of troubles pertaining to brake system while working on line.
April- 2015
(A.R.Tupe)) EXECUTIVE DIRECTOR CAMTECH/GWALIOR
PREFACE Brake system is the vital part of diesel electric locomotives. CCB1.5 has now been upgraded to CCB-II with additional features. Knowledge of new system and trouble shootings is necessary to running/maintenance staff to ensure reliability and availability of locomotives in sheds as well as on line. This Hand Book contains trouble shootings of CCB-II fitted locomotives for Diesel Loco Pilots. Loco pilots should understand the steps of trouble shooting sequentially to save time during fault findings enroute. The purpose of Hand Book is to enhance knowledge and competence of loco pilots in dealing with the problems of Diesel locomotive on run. This book will be useful to the maintenance staff and loco inspectors also for counseling running staff about CCB-II system. It is clarified that this Hand Book does not supersede any existing procedures and practices laid down in the maintenance instructions issued by manufacturers or by RDSO/LKO. April- 2015 (K.P.Yadav) Director/Mech CAMTECH/ Gwalior
CORRECTION SLIPS The correction slips to be issued in future for this handbook will be numbered as follows: IRCAMTECH/M/GWL/15-16/CCB-II/1.0/. # XX date ------------Where “XX” is the serial number of the concerned correction slip (starting from 01 onwards). CORRECTION SLIPS ISSUED Sr. No. of C.Slip
Date of issue
Page No. and Item no. modified
Remarks
Contents S.No.
Description
Page No.
1.0
General Description
1
2.0
Component Description
1
2.1 2.2
Electro - Pneumatic Control Unit Electronic Brake Valve
2 3
2.3
Dead Engine Regulator (DER)
5
2.4
KE Valve
5
2.5
Pneumatic ER Back Up (PER) Changeover Cock Brake Handle
6
3.0
System Back-ups
07
4.0
Modes of Operation of CCB-II
07
5.0
Operating Pressure
23
6.0
Additional Features
24
7.0
25
8.0
Trouble shooting CCB-II Electronic Air Brake system CCB II-IR EBV Crew Messages
26
9.0
EBV Crew Message Fault Codes:
30
10.0
DOs and DON’Ts
37
11.0
Abbreviations
39
2.6
6
IRCAMTECH/M/GWL/15-16/CCB-II
1
1. General Description: CCB II-IR is a microprocessor based electro-pneumatic brake control system. A CCB II-IR equipped locomotive can LEAD or Trail a multiple unit consist and can be operated as a Helper unit. CCB II-IR is comprised of distributed
electronics
for
improved
reliability,
serviceability and failure analysis. CCB II-IR includes modular LRU’s for ease of trouble shooting & repairs. 2. Component Description
AIR BRAKE CONTROL SYSTEM RACK ASSEMBLY
IRCAMTECH/M/GWL/15-16/CCB-II
2.1 EPCU: Electro-Pneumatic Control Unit
Front view of EPCU
Rear view of EPCU
2
IRCAMTECH/M/GWL/15-16/CCB-II
The EPCU consists of 9 LRU’s
1. ER - Equalizing Reservoir Control Portion 2. BP - Brake Pipe Control Portion 3. 16 - 16 Pipe Control Portion 4. BC – Brake Cylinder Control Portion 5. 20 - 20 Pipe Control Portion 6. KE – KE Valve 7. PSJB – Power supply Junction Box 8. R – Relay Control Portion 9. LON-485 Converter
2.2 EBV- Electronic Brake Valve
3
IRCAMTECH/M/GWL/15-16/CCB-II
4
The EBV is the “Man Machine” interface to the CCB II-IR Brake System. The EBV communicates ER and BCEP commands (handle movements) by the driver to the Air Brake System via the LON network. EBV communicates via an intelligent ‘Node’. The EBV is designed for installation as a desktop mount. It is used by the Engineer to control the Independent Brake, Automatic Brake and Bail-off. The EBV includes a “Target Display” that allows the Engineer to know, immediately, how much reduction is requested when the handle is moved. Faults are annunciated to the operator via an LCD screen mounted on the Driver’s Brake Valve (EBV). This screen is also used for routine advisory instructions such as penalty reset and emergency reset. Selector switch on EBV’s have four Positions
1. Lead 2.Trail 3.Helper 4.Test Modes.
IRCAMTECH/M/GWL/15-16/CCB-II
5
2.3 Dead Engine Regulator (DER) DER COC Dead Engine Cut-In / Cut-out Cock. – Out - Closes Brake Pipe connection to Dead Engine Regulator. – IN - Opens BP connection to Dead engine Regulator so Main Reservoir can be charged from BP. DER Dead Engine Regulator – Reduces Brake Pipe Pressure to Main Reservoir / Dead Engine Pressure – The DER is necessary in order for a locomotive that is being towed dead in train to be able to apply brake cylinder as Brake Cylinder is charged from MR 2.4 KE Valve •
Allows for pneumatic function in the case of electronics failure
•
Incorporates a ‘enger / Goods’ selection lever
•
The second lever is for isolation of the valve for maintenance
IRCAMTECH/M/GWL/15-16/CCB-II
6
2.5 Pneumatic ER Back Up (PER) Changeover Cock: - Allows use of pneumatic driver’s backup brake valve in case of critical failure.
2.6 Direct Brake Handle:-The Direct Brake Handle has two positions namely ‘Release’ and ‘FULL’. Automatic brake Handle: - Automatic brake Handle has five positions 1. Release position.
IRCAMTECH/M/GWL/15-16/CCB-II
7
2. Run position. 3. Minimum reduction brake application. 4. Full service application. 5. Emergency application position.
3.0 System Back-ups:Brake Cylinder Back-up – If the computer controlled BC pilot controller (16) fails, the system will automatically switch over to using the KE valve output for BC pilot. Independent Handle Back-up – If the BCE pipe controller (20) fails, the system will automatically switch to a back-up mode wherein the 16 develops locomotive brake cylinder pressure in response to the independent handle. Pneumatic ER Back-up (Optional) – The system is provisioned to optionally allow use of a back-up pneumatic ER controller and switchover cock. 4.0 Modes of Operation of CCB II:There are six modes of operation for the CCB II-IR system. They are: LEAD CUT-IN or SINGLE UNIT - Independent brake control is available via the (EBV) Independent handle. Equalizing reservoir (ER) control is available via the EBV Automatic handle. The brake pipe pressure is ‘Cut-In’ and follows equalizing reservoir pressure increasing and decreasing.
IRCAMTECH/M/GWL/15-16/CCB-II
8
HELPER (LEAD CUT-OUT) - Independent brake control is available via the EBV Independent handle. Automatic brake control remains inactive. Emergency brake is always available via the AUTO handle. TEST – Auto BP is cut out, ER follows the EBV Automatic handle, and Direct BC will build to 5.4 Kg/cm2 automatically. This position is used for testing the BP leakage of the train. TRAIL CUT-OUT - Equalizing reservoir is exhausted and BP is ‘Cut-Out’ and is not controlled by equalizing reservoir pressure. Brakes will apply & release in response to BP pressure and BCE pipe depending on configuration. The EBV will not respond to handle movement except to create an emergency application when the Auto handle is moved to ‘EMER’. Automatic brakes apply and release in response to trainline brake pipe pressure reductions and increases. DEAD-IN-TRAIN - The EAB system is unpowered and the locomotive is being towed in a train (away from a controlling consist). Brakes will apply same as a freight car. DEAD-IN-CONSIST - The EAB system is unpowered and the locomotive is within the controlling consisting. Brakes will apply same as a freight car from LEAD Automatic Brake. Brakes will apply same as a locomotive from LEAD Independent Brake.
IRCAMTECH/M/GWL/15-16/CCB-II
SETTING – UP CONTROL STAND (a) EBV Setting for Single Locomotive Operation: 1. Non Working Control Stand:Auto Brake handle - Full service application. Direct Brake Handle – Release Mode selector switch on EBV- Trail 2. Working Control Stand:Auto Brake handle - RUN Direct Brake Handle –FULL When Stopped & REL for Moving the Locomotives Mode selector switch on EBV- Lead The EBV screen displays the following message: “MODE CHANGE; MODE =LEAD. (b) EBV Setting for Multiple Loco Operation: EBV Setting in Leading Loco. 1. Non Working Control Stand:Auto Brake handle - Full service application. Direct Brake Handle – Release Mode selector switch on EBV- Trail 2. Working Control Stand:Auto Brake handle - RUN
9
IRCAMTECH/M/GWL/15-16/CCB-II
10
Direct Brake Handle –FULL When Stopped & REL for Moving the Locomotives Mode selector switch on EBV- Lead EBV Setting in Trailing Loco on Both Control Stands . (Both EBV are Non Working) Auto Brake handle - Full service application. Direct Brake Handle – Release Mode selector switch on EBV- Trail (c) EBV Setting in Banker Loco Operation: 1. Non Working Control Stand:Auto Brake handle - Full service application. Direct Brake Handle – Release Mode selector switch on EBV- Trail 2. Working Control Stand: Auto Brake handle - Full service application. Direct Brake Handle –FULL When Stopped & REL for Moving the Locomotives Mode selector switch on EBV- HLPR NOTE:- With above setting in Banker Loco , attach BP hoses between formation & Banker Loco , open BP angle COC’S to charge BP. BP in the Banker Loco may drop immediately once angle COC is opened and PCS will knock-out (no message on LCC Screen ).
IRCAMTECH/M/GWL/15-16/CCB-II
11
Once, BP is charged from Leading loco, PCS in the Banker loco will reset automatically and loco is ready for operation. CAUTION:- Do not change any setting on Banker Loco Control Stand except Releasing Direct Brake i.e. Bringing Direct Brake Handle to Release Position for loco movement. (i)
(ii)
(iii)
(iv)
If The Auto Brake Handle in the Banker loco is left in RUN then while moving the loco ,PCS will knock-out when the speed reaches3kmph (No development of BC pressure).But , Message on LCC-“NO LOAD – PCS OPEN, RECOVER THE AIR BRAKE SYSTEM TO RESET PCS” will appear. Stop the Locomotive, Bring Throttle Handle to IDLE LCC message will change as “AIR BRAKE PENALTY –PLACE HANDLE IN FULL SERVICE FOR 10 SECONDS” Place Auto Handle in FS for 10 Seconds, PCS resets and the LCC message changes as: “TO RESTORE NORMAL AIR BRAKE OPERATION –PLACE AUOTMATIC HANDLE IN “RUN” Bring the AUTO Handle to RUN once & immediately move the Auto Handle to FS which is a strict legitimate handle position for Banker operation.
(d) Penalty re-setting: EMERGENCY PENALTY – This penalty applies after Air Brake self –test, Auto Brake Emergency Brake application .Train Parting, Fireman Emergency Brake application First Bring Throttle Handle to IDLE & the Reverser to NEUTRAL Recover from Emergency Penalty Brake Application (As per EBV &LCC display message.)
IRCAMTECH/M/GWL/15-16/CCB-II
12
From Working Control Stand :To recover Emergency penalty Keep Auto Brake Handle in Emergency position for 60 Seconds After some time, EBV Crew message changes as “Okay to RUN –BP Target = 0.0 kg/sqcm” Move Auto Handle to RUN, EBV display indicate“Okay to RUN –BP Target = 5.0/5.2 kg/sqcm” BP would change to 5.0/5.2 kg/sqcm according to type of locomotive. Full Service Penalty: This penalty applies after Re-cycling of LCC Circuit breaker, VCD/Alerted operation, Communication failure between LCC & CCB, penalty applied by CCB in view of safety. (As per LCC & EBV display massage). Recovery from Full Service Penalty Service Brake Application From Working Control Stand :To recover the Full Service penalty Keep Auto Brake Handle in FS for 10 Seconds Crew message Indicate on EBV screen “Okay to RUN –BP Target = 3.0Kg/sqcm” Move Auto Handle to RUN position. BP would change to 5.0/5.2 kg/sqcm according to type of locomotive. (e) CCB Loco attaching to Formation: First attach the Locomotives to formation and ensure CBC is properly locked
IRCAMTECH/M/GWL/15-16/CCB-II
13
From Working Control Stand :Auto Brake handle - RUN Direct Brake Handle –FULL Mode selector switch on EBV- Rotate & move from LEAD to TEST Connect Loco & Formation BP hose pipes (Connect FP hose pipe first and charge FP in case of twin pipe operation) First Open Formation side BP Angle COC Then Open Loco side BP Angle COC Mode selector switch on EBV- Rotate & move to LEAD allow charging BP (f) BP Leakage Testing on Formation: Whenever BP charging problem is noticed after attaching loco to formation first charge BP to the extent possible, then From Working Control Stand :Auto Brake handle - RUN Direct Brake Handle –FULL Mode selector switch on EBV- Rotate & move from LEAD to TEST & observe BP Leakage rate as per Guide lines. NOTE: - During this test BP charging is CUTT-OFF to find out the leakage rate and moving Auto handle in Service zone will not result in application of auto brakes except Emergency Brakes.
IRCAMTECH/M/GWL/15-16/CCB-II
14
(g) Changing Control Stand in single Loco operation – Stop locomotive & Apply Loco Brakes Direct Brake Handle –FULL (Apply Hand Brake for safety if required) Always first make both Control Stands as Non working 1.Working Control Stand:Auto Brake handle – Move to FS. Mode selector switch on EBV- Move from Lead to Trail Direct Brake Handle - Move to REL. 2. Non Working Control Stand:(Now to select as working) Direct Brake Handle - Move to FULL. Mode selector switch on EBV- Move to Lead Auto Break handle - Move to RUN Independent handle - Move to FULL application. (Release Hand Brake) (h) Changing Lead Loco to Trail for MU Operation Stop Locomotives Apply Loco Brake - Full Apply Hand Brake for safety if required Always first make both C/S as Non -Working Working Control Stand of presently Working Loco
IRCAMTECH/M/GWL/15-16/CCB-II
15
Auto Break handle –Move to FS. Mode selector switch on EBV- Move from Lead to Trail Direct Brake handle - Move to REL.(Wait till BC & BP pressure stabilize). Non Working Control Stand:Auto Brake handle – FS. Direct Brake handle - REL Mode selector switch on EBV- Trail Go to trailing Loco (The Loco now to be made as leading) On The Control Stand to be made as lead Direct Brake handle - Move to FULL Mode selector switch on EBV- Move to Lead Auto Break handle - Move to RUN Non Working Control Stand:Auto Brake handle – FS. Direct Brake handle - REL Mode selector switch on EBV- Trail
(i) To attach the Locomotive as dead in Multiple Units with all hose Connections: First attach the working Locomotive to the loco to be moved as Dead and ensure CBC is properly locked. Shut down the loco to be moved as Dead
IRCAMTECH/M/GWL/15-16/CCB-II
16
Put OFF all circuit Breakers Connect MREQ,BCEQ & BP hose pipes between both locos and open COCs Apply Direct Brakes from Lead loco and application of Brakes on Dead loco. Release Direct Brakes from lead loco and releasing of Brakes on Dead loco. Drop BP from Lead loco and application of Brakes on Dead loco. Re-charge BP from Lead loco and releasing of Brakes on Dead loco. NOTE:- Loco Brakes on Dead Locomotive will operate in both Auto &Direct Braking from the Lead Locomotive (j) To attach the Locomotive as dead in train connecting only BP: First attach the working Locomotive to the loco to be moved as Dead and ensure CBC is properly locked. Shut down the loco to be moved as Dead Put OFF all circuit Breakers Drain MR1 & MR2 and close MR drain COC Open Dead Engine COC on Dead loco (ER) (Provided on ER of CCB-II/IR Brake ) Connect both Locos BP pipes
IRCAMTECH/M/GWL/15-16/CCB-II
17
Open MREQ &BCEQ COCs at one and Dead loco (this is to avoid pressure trapping) Open Dead Loco BP Angle COC open Lead loco BP Angle COC Charge BP from Lead loco NOTE: - MR2 in Dead loco will slowly charge from leading Loco BP to 1.8kg/sqcm max. This pressure is preset in the ER. Drop BP from Lead loco and application of loco Brakes on Dead Loco Re-charge BP from Lead loco and releasing of Brakes on Dead loco NOTE:- Loco Brakes on Dead Locomotive will operate only by operation of Auto handle on Lead Locomotive during parting between Locomotive After Dead movement set-up & BP charged to5.0 Kg/cm² in Dead loco from lead loco, if BC is not reducing to zero in dead loco, then please follow the steps given below to release BC pressure (this may happen only for the first time or after attached) 1) Give brief pulls to quick release lever provided at the bottom of distributor valve. 2) Press 18TP on 16 3) Press 20TP on 20 NOTE: - application and release of Loco Brakes in Dead loco by dropping /re- charging BP from lead loco (k) Dead Movement in WDG5 Locomotive Release the parking brake Drain MR1 & MR2
IRCAMTECH/M/GWL/15-16/CCB-II
18
Parking brake apply automatically when MR1 & MR2 pressure drained Parking Brake apply is released by operating RED handle on TBU Then follow the procedure of Dead Loco Movement. (l) MAB/CCB Circuit Breaker Re-Cycling Procedure: First Stop the Locomotive then Bring Throttle Handle to Idle Bring Reverser Handle to Neutral Switch OFF ER& GF Switch Keep Isolation Switch to Isolation position Switch OFF MAB & CCB Circuit Breaker Switch OFF Main LCC Computer Circuit Breaker Wait for 20 to 30 Second First Switch ON MAB & CCB Circuit Breaker Switch On Main LCC Computer Circuit Breaker Air brake 10 Second penalty will apply now. As per EBV LCD display, place working control stand Auto brake handle to FS position for 10 second &after 10 second keep the handle to RUN position as per the LCD display. BP starts charging & penalty resets
IRCAMTECH/M/GWL/15-16/CCB-II
19
(m) Need for air brake self test Whenever BP drops & PCS operates then, follow instruction displayed in LCC Screen .Reset the 10 second penalty by keeping Auto Handle in FS for 10 sec or Emergency penalty by keeping the handle in emergency for 60 second If the penalty is not recovered, then Re-cycling the MAB or CCB Circuit Breaker. Even after Re-cycling Circuit Breaker If the penalty is not recovered, then conduct Air Brake Self Test
.
NOTE: Air Brake self – test will not if controller Faults are active, under such condition, Switch –over to other controller and work informing concerned shed. (n) Effect on WDG4/WDP4/CCB fitted Alco Loco after Emergency Brake Application & steps to be followed by Crew to Recover Effect on Locomotives Whenever Loco Pilots moves the Auto Brake handle to more than FS & keep in Emergency position or operates Firemen Emergency valve, then, PCR trips and “PCS Open” light indicates on the indication Engine speed comes to Idle
IRCAMTECH/M/GWL/15-16/CCB-II
20
Traction Alternator output will be Cut – OFF and no power to traction ER & BP Pressure becomes zero Auto Flasher starts working LCC display “No load open, recover the air brake system to reset PCS. Once the Throttle Handle is moved to IDLE, then the massage will change as keep Auto handle in Emergency.
(o) Step to be followed by Crew to Recover Emergency penalty : Move Auto handle to Emergency Position After 60 second, the EBV LCD display will change as “OK” to RUN BP target =0 Kg/cm² Then keep the Auto handle to RELEASE /RUN position. NOTE: After bringing Auto handle to RUN position, ER becomes 5.0/5.2 Kg/cm² and then BP starts building equal to ER pressure. Time taken for BP generation may depend upon the length of the formation (Normally 5 to10 minute) (p) Air Brake Self Test Procedure: For Air brake self test only one control stand should be selected i.e. one control stand should be in Lead and the other control stand should be in Trail.
IRCAMTECH/M/GWL/15-16/CCB-II
21
Stop the locomotive (Loco speed should be zero), apply Hand Brake & provide skids for the wheels Close BP,FP,MREQ & BCEQ COCs at both ends of the locomotive Ensure MR pressure is between 8 to 10 Kg/cm² Do not keep any of the Auto handle in Emergency position Do not operate Bail-Off ring while test is ON Now for the self –test , select “Air brake Self – test from LCC screen and press Continue. Please wait till completion of Air brake self –test .This will take 3 to 4 minute. After successful completion of self – test , EBV LCD will display “Self test ed”. If self – test is not successful, then S/T f/c =1xxx will display. After getting the message successful test , no defects found , press to MAIN MENU screen. Press Crew key on the display and act accordingly. NOTE: After successful completion of self-test ,open formation end BP & FP angle COCs ,charge FP and BP. Please ensure BP continuity in the formation and then start working.
IRCAMTECH/M/GWL/15-16/CCB-II
22
(q) Pneumatic Equalizing Reservoir Operation Set-Up : This feature has been provided to develop BP pneumatically & work in case there any problem with CCB system. By keeping brake system in this mode locomotive can be worked at a restricted speed to clear the block section To make PER Operation Active To stop the locomotives Open CCB Circuit Breaker Set PER COC to Horizontal position Charge ER/BP by moving DBV handle towards position II Once BP is charged, DBV handle may be placed at position –III which is a LAP position For dropping BP, move DBV handle slowly towards application position V NOTE: proportionate application and release of Loco BC by operating DBV & if Loco Brakes not releasing follow procedures as in case of Dead movement
IRCAMTECH/M/GWL/15-16/CCB-II
23
. 5.0 Operating Pressure -HHP LOCO
EBV Handles
ER
BP
BCEP
BC
Positions
Kg/cm²
Kg/cm²
Kg/cm²
Kg/cm²
Release
5.7±.07
5.7±.07
0
0
Run
5.2±.07
5.2±.07
0
0
MIN
0.4 reduction
0.4 reduction
0.4±.14
0.4±.14
FS
1.5 reduction
1.5 reduction
1.8±.14
1.8±.14
EMER
0
<1.4
1.8±.14
1.8±.14
Release
n/a
n/a
0
0
FS
n/a
n/a
5.2±.14
5.2±.14
Automatic brake
Independent brake
Other Pressures •
Dead Engine Regulator 1.8±0.1 Kg/cm²
•
Main Reservoir- 8 to 10 Kg/cm²
IRCAMTECH/M/GWL/15-16/CCB-II
24
Operating Pressure -Alco Locomotive
EBV Handles Positions
ER
BP
BCEP
BC
Kg/cm²
Kg/cm²
Kg/cm²
Kg/cm²
Release
5.5±.07
5.5±.07
0
0
Run
5.0±.07
5.0±.07
0
0
MIN
0.4 reduction
0.4 reduction
0.4±.14
0.4±.14
FS
1.5 reduction
1.5 reduction
1.8±.14
1.8±.14
EMER
0
<1.4
1.8±.14
1.8±.14
Independent brake Release
n/a
n/a
0
0
FS
n/a
n/a
3.5±.14
3.5±.14
Automatic brake
Other Pressures •
Dead Engine Regulator 1.8±0.1 Kg/cm²
•
Main Reservoir - 8 to 10 Kg/cm²
6.0 Additional Features: Includes Real Time Clock in EBV “Smart” LRUs include logs Includes crew advisory on EBV display
IRCAMTECH/M/GWL/15-16/CCB-II
25
Fully potted electronic modules. Additional safety devices can be piped to EPCU pipe 3 or 10 without SW/HW change Can be used with Backup DBVs, to avoid line blockage in situation of CCB failures. 7.0 Trouble shooting CCB-II Electronic Air Brake system. (1) Power cutoff switch (PCS) does not clear or cannot release brakes: (i) Place Automatic brake handle in Full Service (FS) and wait for penalty to clear. If a ’Fault XX Active’ message appears, it will be necessary to reset the source of the penalty (cab signal, ATP, alerter, etc.). Check Main Reservoir Gauge to insure air is being supplied to the brake system. After any penalties are reset, move the Automatic brake handle to RUN. Check to see if both ER and BP pressures rise. If ER rises and BP does not, see symptom ‘Cannot charge brake pipe’. If ER and BP rise, but PCS still does not reset, go to step (ii). (ii).Ensure throttle handle is in ‘IDLE’ position and reverser handle is centered. Place the Automatic handle in Full Service (FS). Power cycle the Electro- Pneumatic Control Unit (EPCU). If problem persists, an ‘Emergency’ or ‘Penalty’ source is active and must be cleared. If BP can be charged but PCS cannot reset, replace the R. If problem persists, replace BP. (2) Cannot charge brake pipe. i) Ensure locomotive set-up is ‘Lead’ and isolated from other locomotives .Move Automatic brake handle to RUN. Ensure ER charges to release setting. If ER does not charge, see symptom ‘Power cutoff switch (PCS) does not clear’.
IRCAMTECH/M/GWL/15-16/CCB-II
26
ii) Isolate locomotive (close end angle cocks) and repeat step (i). If BP charges now but wouldn’t before, check train for leakage or decoupling. iii) Place Electronic Brake Valve (EBV) Automatic handle ‘sharply’ into and out of emergency ‘EMER’ position at least ten times. Reset emergency and move Automatic brake handle to RUN. If BP pressure rises, the problem was a stuck 21 vent valve on the EBV. iv) If BP rises partially toward ER but fails to reach ER (and a blow of air is heard at EPCU), replace BP (there may be contamination in the relay or emergency valve). If problem persists, replace locomotive vent valve. (3) Automatic brake cannot be bailed off on the locomotive. i) Ensure EBV’s mode selector switch is set to "Lead". ii) Replace EBV. If problem persists, replace 16. (4) Cannot build brake cylinder pressure. i) Ensure locomotive is set-up to ‘Lead’ Ensure truck brake cylinders are cut-in (angle cocks). ii) Make a brake application with the Automatic brake handle. Note that brake pipe pressure reduces. iii) Check for blow of air at the brake cylinder control portion (BC). If no leakage is heard, check integrity of locomotive piping from manifold of EPCU to truck brake cylinders. 8.0 CCB II-IR EBV Crew Messages The following messages are transmitted to the EBV display. These crew messages are provided to assist the Loco Pilot in operating the brake system. They are not intended to be maintenance instructions. Line 1 Line 2 Meaning Wait Powering Up The system is booting up.
IRCAMTECH/M/GWL/15-16/CCB-II
Line 1 Line 2 Set Hand Test in Progress Brake Unable to Service xx Boot
Fireman Emer Operator Emer Trainline Emer Fireman Emer
Put Auto in Emer
Operator Emer
Wait
Trainline Emer
Wait
Fault Penalty Safety Penalty
Put Auto in FS
Put Auto in Emer Put Auto in Emer Wait
Put Auto in FS
27
Meaning PTU disabled the brakes During power-up a problem was detected with the xx. Perform maintenance. Display if emer and handle < emer Put Auto in Emer Display if emer and handle < emer Display if in emergency and handle in Emer., and timer < 60 sec Display if in emergency and handle in Emer., and timer < 60 sec. Display if in emergency and handle in Emer., and timer < 60 sec. Display if penalty and auto is < FS Display if penalty and auto is < FS
IRCAMTECH/M/GWL/15-16/CCB-II
Line 1 Fault Penalty
Line 2 Keep in FS
Safety Penalty
Keep in FS
Fault Active
xx Shut AB Off
Fault Active
xx Check BC Gauge
Fault Active
xx Trail Use Only
Fault 108 Check Setup Active
Okay Run Okay Run
to Service Soon - xx to BP Target = x.xx
28
Meaning Display if in penalty and handle in FS, and timer < 10 seconds Display if in penalty and handle in FS, and timer < 10 seconds A system fault exists, which requires the air brake power to be shut off and used in trail Use pneumatic gauge for BC pressure indication Display when a disabling fault is active Both EBV mode switches are set to same switch position and one of them is not in the ‘’Trail’’ position Display when a noncritical fault is active. This is the default screen
IRCAMTECH/M/GWL/15-16/CCB-II
Line 1 Line 2 Unable to Factory Code:??? Boot Initializing
System...
Self test ed S/T 1xx
F/C= Service xx
29
Meaning Indicates computer problem field service. Displayed during system power-up checks Display when Self test complete with no failures Display when Self test failure occurs for the xx, where xxx is the last 3 digits of the self test failure code
The following Crew Messages are EBV specific information Line 1 MODE CHANGE MODE CHANGE MODE CHANGE MODE CHANGE EBV
Line 2 FREIGHT LEAD IN TRAIL
Meaning Display for 2 seconds after mode switch defines a lead position Display for 2 seconds after mode switch defines a Trail position EBV TEST Display for 2 seconds after mode MODE switch defines a Test position HELPER Display for 2 seconds after mode MODE switch defines a Helper position IS Display when EBV is not active INACTIVE
The following Crew Messages is the first Crew Messages Displayed as the system power up
IRCAMTECH/M/GWL/15-16/CCB-II
30
Line 1 Line 2 Meaning <SYSID< Rev=
The following Crew Messages is the second Crew Messages Displayed as the system power up Line 1 Line 2 Date<M< Time: /D>/YR>
Meaning <M> - Current Month
- Current Minute <SEC> - Current Second
9.0 EBV Crew Message Fault Codes: Fault Descri Detected Reason Code ption By for Fault 001 ERCN R,BP Loss of Fault ERCN heartbeat for 5 seconds.
Corrective Action
Insure LON cable is positively seated at ER. Cycle AB circuit breaker. If not corrected, must be used in
IRCAMTECH/M/GWL/15-16/CCB-II
31
002
ER AW4 Fault
ER
ER > 120 or pressure not Within +/5 psi in 10 seconds
006
MVER Fault
ER
010
BPT Fault
BP
Output indicates MV fault Xdcr output voltage > 4.5 or < 0.5.
014
MV53 Fault
BP
Output indicate MV fault
Trail Mode until repair. Replace ER at Shed. Place mode switch in TRAIL, Automatic handle in EMER, and Independent handle in FULL to clear fault If not corrected, must be used in Trail Mode until repair. Replace ER at Shed. Must be used in Trail Mode until repair. Replace ER. If fault remains after power cycling AB circuit breaker, replace BP at Shed. Set power off and use in trail in Pneumatic backup until repair. Must be used in Trail Mode until repair. Replace BP.
IRCAMTECH/M/GWL/15-16/CCB-II
016
BPCN Fault
R,ER, 20,EBV
036
16 AW4 Fault
16
32
Loss of BPCN heartbeat for 5 seconds.
Inspect LON cable connection to BP on the EPCU and tighten as needed. Cycle AB circuit breaker. Check for yellow light on BP control node. If steady or blinking, reprogram or replace BP. If red light remains on after power cycle, replace BP. Must be used in Trail Mode until repair Pressure Place mode switch not to TRAIL, within +/- Automatic handle 5 psi in EMER, in 10 and Independent seconds handle in FULL to clear fault. If not corrected, automatic BC pressure may be direct release only. No blending or
IRCAMTECH/M/GWL/15-16/CCB-II
33
039
MV16 Fault
16
Output indicates MVfault.
052
16CN Fault
R,20
Loss of 16heartbe at for 5 seconds
055
20 20 AW4 FAULT
Pressure not within +/5 psi in 10
other special BC controls will be active. Replace 16 at Shed. Automatic BC pressure may be direct release only. No blending or other special BC controls will be active. Replace 16 at shop. Inspect LON cable is positively seated at 16. Cycle AB circuit breaker. If not corrected, automatic BC pressure may be direct release only. No blending or other special BC controls will be active. Replace 16 at Shed. Place Mode switch to TRAIL, Automatic handle in EMER, and Independent
IRCAMTECH/M/GWL/15-16/CCB-II
34
seconds
062
20CN Fault
EBV,ER, BP,R
Loss of 20CN heartbeat for 5 seconds
075
AUTO HAND LE OPEN
EBV
076
INDEP HAND LE OPEN EBV CN Fault
EBV
Potential meter output voltage < minimum Potentiom eter output voltage < minimum Loss of EBV CN heartbeat for 5 seconds
085
ER,BP, 20 R
handle in FULL to clear fault. If fault remains, use in Trail Mode until repair. Replace 20 . Insure LON cable is positively seated at 20. Cycle AB circuit breaker. If fault remains, set ABCB off and use in trail on pneumatic backup Set to TRAIL. Replace EBV.
Set to TRAIL. Replace EBV.
Insure LON cable is positively seated at EBV connector and PSJB J100. Cycle AB circuit breaker. Check for yellow light on EBV control
IRCAMTECH/M/GWL/15-16/CCB-II
108
Cab Mismat ch Fault
R
118
R CN Fault
BP,20, EBV
125
MV26 Deenergiz ed
ER
35
Both Cab switches are set to switch position and one of them is not in the TRAIL position. Loss of R heartbeat for 5 seconds Output indicates MV fault
node. If steady or blinking, reprogram or replace EBV. If red light remains on after power cycle, replace EBV. Correct setup, recover penalty. If not corrected, must be used in Trail Mode until repair. replace EBV
Must be used in Trail Mode until repair. Replace R. Must be used in Trail Mode until repair. Replace ER
IRCAMTECH/M/GWL/15-16/CCB-II
36
136
16 BPT Fault
16
Xdcr output voltage > 4.5 or < 0.5
140
MR/FL Dual Transd ucer Fault
BP
141
LCI Comm Loss
R
Xdcr output voltage > 4.5 or < 0.5 for both MRT and FLT Loss of LCI heartbeat for 5 seconds
142
20 BMV Fault
16
Output indicates MV fault
Automatic BC pressure may be direct release only. No blending or other special BC controls will be active. Replace 16 at shed. AW4 diagnostics are disabled. Loss of MR pressure indication for display (if equipped). Replace BP at shed Ensure LON cable is positively seated at LON convertor and LCC Cycle AB circuit breaker. Replace LON convertor, Replace LCI Must be used in Trail Mode until repair. Replace
IRCAMTECH/M/GWL/15-16/CCB-II
37
10.0 DOs and DON’Ts DOs • • • • •
• • • •
•
•
Lead/Trail switch on EBV is with ROTATE mechanism and always follow this practice to rotate switch by using the knob. Give some time during two self tests (at least 4-5 minutes). Ensure Loco is isolated, Application of Handbrake, & Wheel skids are provided before performing Air Brake self test. Ensure availability of sufficient MR pressure (always more than 8 Kg/cm2) before starting self test. Before attaching locomotive to formation, please blow the air thru hoses (by charging BP) and also please clean End connection of formation wagon/coaches. At times it is found that small stone or plastic pieces flow back to Emergency Vent Valve. Clear fault codes of Brake Valve Controllers i.e., 108 etc before HLPR operation. Always Keep Non Working Control Stand Auto Handle in FS position & DIR handle in REL position. Drain moisture from MR1 & MR2 Reservoirs at regular intervals if Air Dryer is not functioning. Keep the Dead-Engine COC(on ER) to normal position once the Dead Engine movement is completed and the Locomotive is ready for working as LEAD/TRAIL In case Air Brake Alarm message is continuously displayed on LCC Screen with alarm, once release BC pressure to ZERO (Ensure hand brakes applied), then, automatically fault is cleared. If Air Brake self test failed, re-conduct self test, giving some time gap.
IRCAMTECH/M/GWL/15-16/CCB-II
38
•
If one EBV faults are logged and are not clearing, work from other EBV (may be operated to clear the section till the other EBV is attended duly observing safety) • While Auto Handle at FS position while changing LT switch position (other than Test position selection –CCB will apply FS penalty if not followed. • Recycle CCB Circuit Breaker to clear any faults logged. If not cleared then please respective shed. • Ensure proper working of Air Dryer and MR Drain valves. • In case the Air Dryer is by ed, then manually drain MR Auto Drain Valves when times permits and inform shed. • If Air Dryer by ed inform to shed and also the remarks in loco repair book. DON’Ts •
• • • •
•
In CCB-II do not switch – off LCC Circuit Breaker first without switching – off CCB Circuit Breaker –CCB will log Fault Code 141 – Communication Failure. Never select both Controller Lead/Trail Switches to HLPR at any point or Keep One in LEAD & the Other in HLPR/TEST. Do not Change Lead/Trail switch on running Locomotive. Do not Re-cycle CCB Circuit Breaker on a running locomotive. Do not hold bail off switch for long time. If Auto Brake are applied and if you are moving Direct Brake Handle to REL position, please be careful to not to lift bail ring other-wise it will result into release of Auto Brakes on Locomotive & Locomotive may roll. Do not Power-up/Move as an Independent Power/Own Power when both Brake Valve controllers are selected as TRAIL.
IRCAMTECH/M/GWL/15-16/CCB-II
• •
39
Do not spill liquid like tea, coffee, water on the Brake Valve Controller Do not keep Non-working Auto handle beyond FS position.
11.0 ABBREVIATIONS ABCB.................... AIR BRAKE CIRCUIT BREAKER ALR ..................... ALARM RELAY BO ........................ BAIL OFF BC.................... BRAKE CYLINDER BCCO................ BRAKE CYLINDERCUT-OUT PIPE BP......................... BRAKE PIPE BPCN................... BRAKE PIPE CONTROL NODE BPCO................... BRAKE PIPE CUT-OFF VALVE BP.................... BRAKE PIPE CONTROL PORTION CN........................ CONTROL NODE COC..................... CUT OFF COCK COMM................. COMMUNICATION COS...................... CUTOFF SWITCH EAB...................... ELECTRONIC AIR BRAKE EBV...................... ELECTRONIC BRAKE VALVE EMER................... EMERGENCY ER........................ EQUALIZING RESERVOIR ER................... EQUALIZING RESERVOIR CONTROL PORTION ERCN................... EQUALIZING RESERVOIR CONTROL NODE FV ......................... FEED VALVE IND ....................... INDEPENDENT LON ...................... LOCAL OPERATING NETWORK LRU ...................... LINE REPLACEABLE UNIT MIN ...................... MINIMUM MR ........................ MAIN RESERVOIR MREP ...................MAIN RESERVOIR EQUALIZING PIPE
IRCAMTECH/M/GWL/15-16/CCB-II
40
PCS....................... PNEUMATIC CUTOFF SWITCH PSJB..................... POWER SUPPLY & JUNCTION BOX PTU .......................PORTABLE TEST UNIT REL .......................RELEASE RES .......................RESERVOIR REV .......................REVERSER CURRENT 16 .....................16 PIPE CONTROL PORTION 16 RES ..................16 RESERVOIRS 20 .....................20 PIPE CONTROL PORTION #16 PIPE ...............BC APPLICATION PIPE (TO RELAY VALVE) #20 PIPE............... INDEPENDENT (DIRECT) APPLICATION AND RELEASE PIPE (LOCO ONLY)
IRCAMTECH/M/GWL/15-16/CCB-II
OUR OBJECTIVE To upgrade maintenance technologies and methodologies and achieve improvement in productivity and performance of all Railway assets and man power which inter-alia would cover reliability, availability, utilization and efficiency? If you have any suggestions and any specific comments, please write to us. person : Director (Mech.) Postal address : Indian Railways, Centre for Advanced Maintenance Technology, Maharajpur, Gwalior. Pin code - 474 0050 Phone : 0751- 470890, 0751-2470803 Fax : 0751- 2470841
41
Related Documents 3h463d
Handbook On Ccb-ii Of Diesel Locomotives 3v3v27
December 2021 0
Training Report On Diesel Locomotives 1t4x1j
December 2019 43
Air Compressors In Diesel Locomotives 4wm4o
December 2019 74
Handbook On Wdp4 Wdg4 Locomotives For Maintenance Staff 2j5x4j
November 2021 0
Case Study On Diesel 5s255q
November 2021 0
Handbook On Recovery Of Arrears Of Revenue.pdf g2q4p
November 2019 23More Documents from "Antony Reymond Fernando" 6s2z2f
Handbook On Ccb-ii Of Diesel Locomotives 3v3v27
December 2021 0
Motive Vs Intent 6p2v1w
November 2019 35
Contigo Siempre Chris Syler Acordes Pdf 6k6qm
November 2019 110
4p345f
November 2019 151
4p345f
December 2019 169