Service and Troubleshooting Guide: CCB II Computer Controlled Brake Generation II

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R a i l V e h i c l e S y s t e m s
I P - 1 6 8 - C
Rev. 08 (2/12/13) -en
Ser vi c e and Tr oubl eshoot i ng Gui de
CCB II Computer Controlled Brake Generation II
Service and Troubleshooting Guide Doc. No. IP-168-C
Revision: 08 2/12/13-en
This document was originally written in English.
Knorr-Bremse Group Page 2/ 111
Copyright 2009 NYAB. All rights reserved, including industrial property rights applications.
NYAB retains any power of disposal, such as copying and transferring.
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
Revision History
Rev. Date Name Para Description of Change
06 June/11 W. Chlumecky ALL Update and reformat document
07 Jan/12
W. Chlumecky
12.1.1
12.1.4
Loctite 565 was 545
08 Jan/13 W. Chlumecky 12.1.3 Added filter replacement kit P/N 789764
Table of contents
M Fault Corrective Actions
1 General Information 5
1.1 Technical changes 5
1.2 Target group for this document 5
1.3 Notes and warning messages 5
2 Introduction 7
2.1 Related documents 7
3 Safety Awareness 8
3.1 General Safety Awareness 8
4 General Description and Information 11
5 Setting Up the CCB II Brake System 14
6 Calibrating the CCB II Brake System 27
7 Using the CCB II Event Log 33
8 Troubleshooting CCB II Electronic Air Brake Systems 41
9 CCB II IPM Fault Corrective Actions 43
10 Using the CCB II Self Test 53
11 Using the CCB II Diagnostic " Trace" Messages 69
12 Maintaining the CCB II Brake System 76
13 Appendixes 91
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.
1.3 Notes and warning messages
Warning messages are subdivided into the following hazard levels in this document:
1 Gener al i nf or mat i on
DANGER
Please read this document carefully from start to finish to ensure
safety of operation and to avoid personal injuries and damage to
equipment.
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.
DANGER
Please read this document carefully from start to finish to ensure
safety of operation and to avoid personal injuries and damage to
equipment.
Safety notes have a specific structure which is explained here for DANGER:
Notes do not contain any messages relevant to safety and are included only for the sake of complete-
ness.
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.
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.
DANGER
Source of the danger
Consequences of the danger
Remedial measures
NOTE
Notes contain useful hints and additional information about the unit.
This description contains particulars specific to the CCB II Computer Controlled Brake and discusses
installation and maintenace of the components.
2.1 Rel at ed doc ument s
The related installation drawings specific to each component must be consulted.
2 I nt r oduc t i on
3.1 Gener al Saf et y Awar eness
3.1.1 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.
3.1.2 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.
3.1.3 Shut off power and open airbrake breaker whenever continuity is to be checked or when
handling equipment connections. When shutting off power by means of knife or switch.
3.1.3.1 Attach an approved WARNING tag to the open breaker
3.1.4 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.
3 Saf et y Awar eness
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 measurments. 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.
3.1.5 "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.
3.1.6 The use of an air jet, which must be less than 30 PSIG, 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.

3.1.7 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.
3.1.8 Personal eye protection must be worn when doing any work to protect eyes from possible
injury.
3.1.9 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.
WARNING
Cleaning using compressed air can cause particles to become air-
borne, be sure to:
Wear eye protection
Do not exceed 30 PSI
Failure to observe these safety precautions can lead to injury.
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 precauitons can lead to injury or
intoxication.
Knorr-Bremse Group Page10/ 111
3.1.10 To ensure the correct functioning of each component, use only the manufacturers genuine
spare parts as replacements.
3.1.11 Appropriate tool selection is required when performing all maintenance operations to avoid
personal injury.
3.1.12 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.
3.1.13 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.
3.1.14 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.
The Second Generation Computer Controlled Brake System (CCB II) is designed for use on
passenger and freight locomotives. The brake system is compatible with 26L type and electro-
nic air brake (EAB) equipment.
The CCB II system is a microprocessor based electro-pneumatic brake control system. All
logic, other than the initiation of an emergency brake application, is of computer control.
Control of the Lead/Trail functions and brake pipe cut-in and cut-out is accomplished through
the Integrated Locomotive Computer (ILC) menu selection located on the operators console.
The CCB II system is comprised of distributed electronics that are linked via a network. The
electro-pneumatic control unit (EPCU) Figure 4-1, mounted in the locomotive brake bay, con-
sists of modularized line replaceable units (LRUs) that control the development of all
pneumatic control pressures.
Five of the LRUs are intelligent and communicate via the network. They are:
Brake Pipe Control Portion (BPCP) - Contains the brake pipe relay and provides cut-in and
cut-out of brake pipe as well as emergency application.
Equalizing Reservoir Control Portion (ERCP) - Provides brake pipe control pressure.
13 Control Portion (13CP) - Provides bail off (actuating) pipe pressure.
16 Control Portion (16CP) - Provides brake cylinder control pressure.
20 Control Portion (20CP) - Provides independent application and release pipe pressure.
The EPCU also contains:
Brake Cylinder Control Portion (BCCP) - Houses the brake cylinder relay.
DB Triple Valve Portion (DBTV) - Provides pneumatic backup in the event of electronics
failure.
Power Supply Junction Box (PSJB) - Contains the EPCU power supply.
4 Gener al Desc r i pt i on and I nf or mat i on
FIGURE 4-1
The operator commands the computer through the Electronic Brake Valve Controller (EBV)
Figure 4-2. The EBV is also on the network and signals the handle positions for Automatic an
Independent braking. An exception is the initiation of an emergency brake application which is
propagated mechanically through a vent valve by placing the automatic handle into the Emer-
gency position.
Desktop EBV Vertical (Bulkhead) EBV
FIGURE 4-2
The main computer for the CCB II system is the Integrated Processor Module (IPM) or Integ-
rated Hub (IHUB) Figure 4-3. The IPM or IHUB:
Is generally mounted in the locomotive nose cab and performs all interfaces to the
locomotive computer (ILC).
Communicates with the ILC via High-Level Data Link Control (HDLC) and communicates
with the EPCU and EBV via the network.
Provides binary outputs to drive electro-mechanical relays for the locomotive interface.
Communicates to the ILC for Alerter messaging, crew messaging, and diagnostic fault
messaging.
IPM IHUB
FIGURE 4-3
The CCB II system may be provided as part of an integrated package combining distributed
power functionality with electronic air brake.
The electro-mechanical relays may be physically mounted in the Relay Interface Module (RIM)
which is generally mounted in the nose cab. Alternately, the locomotive may provide relays in
another location, in which case no RIM is provided.
The CCB II system performs several diagnostic functions: Self Test, Calibrations, and Fault
Flagging.
The CCB II system provides a back-up pneumatic brake cylinder control in the event of compu-
ter failure or loss of electrical supply. This function is provided by the manifold-mounted DB
Triple Valve and will allow the normal operation of the locomotive under several failure modes.
A Locomotive Cab Display Module (LCDM) may be included where CCBII is applied to locomo-
tives without OEM display. Refer to IP-235-C as applicable.
The CCB II brake system may be set-up in Lead (brake pipe cut-in or cut-out) or in Trail (brake
pipe cut-out). The system is set-up via interface with the locomotive computer screens.
5.1 GE and EMD Locomotive Brake - Setup Mode Overview
There are six modes of operation for the CCB II Electronic Air Brake (EAB) system. They
are:
LEAD CUT-IN 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 pressure. When the Auto handle is moved to Release (REL), ER and brake
pipe (BP) will charge to the ER release pressure determined during Air Brake setup.
PASSENGER (If Equipped) - 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 pressure. When the Auto handle is moved toward Release (REL), ER and
brake pipe (BP) will charge and reduce BC pressure toward zero. Moving the Auto
handle fully to release will charge ER and BP to the ER release pressure determined
during EAB setup.
LEAD CUT-OUT - Independent brake control is available via the EBV Independent handle.
ER control is available via the EBV Automatic 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.
TRAIL CUT-OUT - 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 Independent Application and Release (IA&R) pipe. 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 consist. Brakes will apply same as a freight car. Independent brakes will also
apply via IA&R pipe. Auto brakes may be bailed off.
5 Set t i ng Up t he CCB I I Br ake Syst em
5.2 GE Locomotive EAB Setup Modes
(See section II for EMD EAB setup modes)
5.2.1 LEAD CUT-IN or SINGLE UNIT
If Lead locomotive is in MU with other locomotives, ensure all trailing units are in TRAIL
and not in Emergency before attempting to set lead locomotive up in LEAD operation.
1) The default main operating screen displays current status of Auto and Ind Air Brake
Setup.
2) Place Auto handle in Release REL (this will ensure that an EMERGENCY application
does not occur) and Independent handle in FULL application.
3) Place Reverser handle in Neutral.
4) From main operating screen select Operator Functions/Air Brake Setup. A CURRENT
setup line of information is displayed. Once a button is chosen from the console, a CUR-
RENT and a CHANGE SETUP line of information appears.
5) Toggle LEAD/TRAIL button to set Independent handle to LEAD operation (LEAD will be
displayed on CHANGE SETUP line of information).
6) Toggle CUT IN/CUT OUT button to set Automatic handle to CUT IN mode (CUT IN will
be displayed on CHANGE SETUP line of information).
7) Select Save Changes/Confirm Changes. Main operating screen opens.
8) Select Air Brake Setup and check for proper Equalizing Reservoir pressure (ER psi
should equal specified railroad operating pressure). If it doesnt:
a. Select to raise or; to lower pressure as needed.
NOTE
Some CCB II systems employ a Graceful Cut-In feature. If so
equipped, the system will increase equalizing pressure to the brake
pipe pressure before cutting in. This prevents an emergency appli-
cation from occurring. Once Cut-In, ER pressure will automatically
adjust itself to equal pressure determined by the EBV Automatic
Handle position.
9) Select Save Changes/Confirm Changes. Main operating screen opens. Observe Brake
Pipe has charged to ER pressure (BP should be within 1 psi of ER).
10) Independent and Automatic brakes are now Cut-In and main operating screen opens.
Auto Service brake, Emergency application, and Independent handle operation is now
available.
5.2.2 PASSENGER
1) The default main operating screen displays current status of Auto and Ind Air Brake Se-
tup.
4) From main operating screen select Operator Functions/Air Brake Setup. A CURRENT:
5) Toggle FREIGHT/PASSENGER/TRAIL button to set locomotive to PASS operation
(PASS will be displayed on CHANGE SETUP line of information).
be displayed on CHANGE SETUP line of information).
NOTE
Handle position.
8) Select Air Brake Setup and check for proper Equalizing Reservoir pressure (ER psi
should equal specified railroad operating pressure). If it doesnt:
a. Select to raise or; to lower pressure as needed.
9) Select Save Changes/Confirm Changes. Main operating screen opens. Observe Brake
available.
5.2.3 LEAD CUT-OUT or HELPER UNIT
Ensure all units are in TRAIL and not in Emergency before attempting to set up in LEAD
CUT-OUT. Make sure BP, MR, A&R, and Actuating hoses are connected between Lead
Cut-Out unit and trailing units.
1) Main operating screen displays current status of Auto and Ind Air Brake Setup.
2) Place Auto handle in CS/HO (Continuous Service/Handle Off) and Independent handle
in FULL application.
displayed on CHANGE SETUP line of information).
6) Toggle CUT IN/CUT OUT button to set Automatic handle to CUT OUT mode (CUT OUT
will be displayed on CHANGE SETUP line of information).
8) Independent brakes are now Cut-In and Automatic Brakes are Cut-Out and main ope-
rating screen opens. Auto Service brake is disconnected but an Emergency application
and Independent handle operation are still available.
5.2.4 TRAIL CUT-OUT
1) Ensure Throttle handle is in IDLE position and Reverser handle is in Neutral. Remove
Reverser handle.
2) Place Independent handle in FULL and Auto handle in Handle Off (HO) position.
4) Toggle LEAD/TRAIL button to set Independent handle to TRAIL operation (TRAIL will
be displayed on CHANGE SETUP line of information). Observe ER pressure reduces to
zero psi.
5) CUT OUT will automatically be displayed on CHANGE SETUP line of information.
6) Select Save Changes/Confirm Changes. Main operating screen opens. Auto and Inde-
pendent brakes are now Cut-Out. Place Independent handle to Release REL.
7) Ensure BP, MR, A&R and Actuating hoses are connected.
8) Open BP, MR, A&R, and Actuating ball valves starting at the head unit and continuing on
down the consist until all remaining ball valves are open.
5.2.5 DEAD IN TRAIN
1) Place throttle handle in IDLE position and Reverser handle in Neutral. Remove Rever-
ser handle.
NOTE
If Reverser Handle is not centered, EAB will not accept request to
setup in Trail. If Reverser Handle is moved off center while EAB is
in Trail mode, the EAB system will automatically switch to Lead
Cut-Out mode.
NOTE
EMERGENCY is the only handle position that is functional on the
EBV.
2) Place Independent handle in Release REL and Auto handle in Handle Off (HO).
3) Set handbrake, turn AB circuit breaker off and make sure that brake pipe is connected to
preceding unit.
4) Drain MR air pressure.
5) Open brake bay door and drain all quick disconnect nipples on all control portions.
6) Cut wire or release locking mechanism on ERCP dead engine fixture handle, and switch
it to IN/OPEN position.
7) Slowly open BP angle cock to prevent a Emergency application. MR will charge (appro-
ximately 15-20 minutes) to a preset pressure determined by the railroad.
8) Release handbrake.
5.2.6 DEAD IN CONSIST
ser handle.
2) Turn AB circuit breaker off and make sure that brake pipe is connected to preceding unit.
WARNING
Angle Cocks on Independent Application and Release (20 Pipe)
and Actuating (13 Pipe) must be open to prevent trapping air pres-
sure that can cause an undesired brake application.
NOTE
At this point, engine should be run as a Dead locomotive per rail-
road guidelines.
NOTE
EBV.
5.3 EMD Locomotive EAB Setup Modes
5.3.1 LEAD CUT-IN or SINGLE UNIT
1) The default main operating screen displays current status of Auto and Ind Air Brake
Setup.
4) From main operating screen select Air Brake. A CURRENT and a NEW setup line of
information is displayed (see Figure 5-1).
FIGURE 5-1
displayed on NEW line of information).
be displayed on NEW line of information).
7) Select Accept New/Confirm Selections. Main operating screen opens.
NOTE
Handle position.
8) Select Air Brake and check for proper Equalizing Reservoir pressure (ER psi should
equal specified railroad operating pressure). If it doesnt:
a. Select ER Res Set Up.
b. Select one of the pre-determined psi values or; Increase to raise or; Decrease to
lower pressure as needed.
c. Select Enter when desired psi is displayed on EQ Res Set Up line.
9) Select Accept New/Confirm Selections. Main operating screen opens. Observe Brake
available.
5.3.2 PASSENGER
1) The default main operating screen displays current status of Auto and Ind Air Brake Se-
tup.
information are displayed.
6) Toggle CUT IN/CUT OUT button to set Independent handle to CUT IN mode (CUT IN
will be displayed on NEW line of information).
7) Toggle PASS/FREIGHT button to PASS mode (PASS will be displayed on NEW line of
information).
9) Select Air Brake and check for proper Equalizing Reservoir pressure (ER psi should
equal specified railroad operating pressure). If it doesnt:
a. Select ER Res Set Up.
b. Select one of the pre-determined psi values or; Increase to raise or; Decrease to
lower pressure as needed.
c. Select Enter when desired psi is displayed on EQ Res Set Up line.
10) Select Accept New/Confirm Selections. Main operating screen opens. Observe Brake
available.
5.3.3 LEAD CUT-OUT or HELPER UNIT
Ensure all units are in TRAIL and not in Emergency before attempting to set up in LEAD
CUT-OUT. Make sure BP, MR, A&R, and Actuating hoses are connected between Lead
Cut-Out unit and trailing units.
1) Main operating screen displays current status of Auto and Ind Air Brake Setup.
2) Place Auto handle in CS/HO (Continuous Service/Handle Off) and Independent handle
in FULL application.
NOTE
equipped, the system will increase equalizing reservoir pressure to
the brake pipe pressure before cutting in. This prevents an emer-
gency application from occurring. Once Cut-In, ER pressure will
automatically adjust itself to equal pressure determined by the EBV
Automatic Handle position.
6) Toggle CUT IN/CUT OUT button to set Automatic handle to CUT OUT mode (CUT OUT
will be displayed on NEW line of information).
8) Independent brakes are now Cut-In and Automatic Brakes are Cut-Out and main ope-
rating screen opens. Auto Service brake is disconnected but an Emergency application
and Independent handle operation are still available.
5.3.4 TRAIL UNIT
1) Ensure Throttle handle is in IDLE position and Reverser handle is in Neutral. Remove
Reverser handle.
2) Place Independent handle in FULL and Auto handle in Handle Off (HO) position.
4) Toggle LEAD/TRAIL button to set Independent handle to TRAIL operation (TRAIL will
be displayed on NEW line of information). Observe ER pressure reduces to zero psi.
5) CUT OUT will automatically be displayed on NEW line of information.
6) Select Accept New/Confirm Selections. Main operating screen opens. Auto and Inde-
pendent brakes are now Cut-Out. Place Independent handle to Release REL.
NOTE
If Reverser Handle is not centered, EAB will not accept request to
setup in Trail. If Reverser Handle is moved off center while EAB is
in Trail mode, the EAB system will automatically switch to Lead
Cut-Out mode.
8) Open BP, MR, A&R, and Actuating ball valves starting at the head unit and continuing on
down the consist until all remaining ball valves are open.
5.3.5 DEAD IN TRAIN
ser handle.
2) Place Independent handle in Release REL and Auto handle in Handle Off (HO).
3) Set handbrake, turn AB circuit breaker off and make sure that brake pipe is connected to
preceding unit.
4) Drain MR air pressure.
5) Open brake bay door and drain all quick disconnect nipples on all control portions.
6) Cut wire or release locking mechanism on ERCP dead engine fixture handle, and switch
it to IN/OPEN position.
NOTE
EBV.
WARNING
Angle Cocks on Independent Application and Release (20 Pipe)
and Actuating (13 Pipe) must be open to prevent trapping air pres-
sure that can cause an undesired brake application.
NOTE
At this point, engine should be run as a Dead locomotive per rail-
road guidelines.
7) Slowly open BP angle cock to prevent a Emergency application. MR will charge (appro-
ximately 15-20 minutes) to a preset pressure determined by the railroad.
8) Release handbrake.
5.3.6 DEAD IN CONSIST
ser handle.
2) Turn AB circuit breaker off and make sure that brake pipe is connected to preceding unit.
NOTE
EBV.
4.0 MAINTENANCE
The following instructions are intended to familiarize the user with the calibration procedures
for CCB II EAB (Electronic Air Brake) System. They include: Flow calibration, Gauge calibra-
tion, and Electronic Brake Valve (EBV) Controller calibration instructions.
6.1 Equipment Required:
1. Wheel Chocks.
2. Calibrated Air Gauge (Digital, 1-200 psi or Analog, 0-160 psi w/1 psi increments)
3. Calibrated Flow Orifice per FRA requirements.
6.2 Set Up Of The System
1) Set the hand brake and chock the locomotives wheels.
2) Ensure that the Air Brake (AB), Locotrol Electronic Brake (LEB), and the Integrated Loco-
motive Computer (ILC) circuit breakers are in the ON position.
3) Disable Distributed Power (DP). DP must be disabled to run calibration test.
4) Isolate the locomotive by removing Trainline Multiple Unit (MU) Cable and closing all MU
Train end cocks. Set locomotive to Lead \ Cut-In operation.
5) Make sure the Throttle handle is in the IDLE' position and the Reverser handle is in the
Neutral position.
6) Ensure that the locomotive compressor is operative, Main Reservoir is charged (130 psi,
minimum) and brake pipe (BP) is charged to 90 psi (this may require feed valve to be set
above 90 psi).
6 Cal i br at i ng t he CCB I I Br ake Syst em
NOTE
The circuit breaker that provides power to the CCB II main com-
puter (IPM) is most commonly labeled LEB or LECB. Alterna-
tively, it may be DPCB, MTB, IHCB, or IHUB.
6.3 Running the Calibration procedures from the Engineers
Locomotive Console
6.3.1 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 REL.
2) Go to the Air Brake Main Menu/Remote Sessions screen.
For GE systems:
Select Operator Functions (F3) /Air Brake Setup (F2) / Remote Session (F6) and Air
Brake Main Menu/Remote Sessions screen appears with Air Brake Remote Session
options available at the bottom of the screen.
For EMD systems:
Select More Menu/Main. Enter four-digit authorization code and select Enter. Select
Air Brake Diag/Air Brake Data and the Air Brake Main Menu/Remote Sessions screen
opens.
3) Select Flow Cal and a password screen opens. Enter numeric password, then select Ac-
cept. The Flow Calibration screen opens (see Figure 6-1, Page 29).
4) 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 Main Operating screen and then place the Auto brake handle to
Release.
NOTE
The Calibration Test must be run from one of the Engineers loco-
motive console screens. It cannot be run from the Conductors
locomotive screen or a laptop. The following calibration procedures
can be performed singularly or in any sequence determined by the
technician.
NOTE
Calibration of the MRT and/or FLT transducers will affect the flow
calibration. If either transducer is calibrated, the flow calibration
routine should be conducted after completion.
FIGURE 6-1
5) Observe flow indication on the Calibration screen. If flow reads 58-62 Cubic feet per mi-
nute (CFM) at 130 psi main reservoir, select Exit. If flow indicator is not within 58-62
CFM, continue calibration.
6) When MR equals 130 psi on increasing pressure, push Calc.
7) Flow indication is now adjusted to 60 CFM.
8) Select Save and note new flow reading is now on the GE operators display. Close brake
pipe angle cock.
NOTE
While brake pipe angle cock is open, make sure that BP pressure is
set to 90 psi on the Flow Calibration screen. If it is not, make neces-
sary adjustment to feed valve setting in order to achieve BP pressure
of exactly 90 psi (see Section 5.2.1 (GE) or 5.3.1 (EMD) Step 8).

9) Select Main Menu to perform other calibration procedures or select Exit to return to nor-
mal operations screen.
6.3.2 Flow Auto Zero
1) In lieu of calibrating the two transducers that read flow, a routine for automatically zeroing
the flow (differential) is implemented.
2) This system has a "flow auto zero" feature. Whenever the system is set to a LEAD CUT-
OUT mode for approximately 60 seconds, the system will assume actual flow is zero and
apply an offset so that the downstream transducer is read equal to the upstream transdu-
cer. Then when the system is placed back in lead cut-in, there should be no erroneous
flow.
6.3.3 Gauge Calibration
1) From the Air Brake Main Menu/Remote Sessions screen select Gauge Cal. The
Gauge Calibration screen opens (see Figure 6-2).
FIGURE 6-2
2) Select More to view additional gauge selections at bottom of screen. Select More to
return to original list.
3) Select the appropriate keypad button located under the desired gauge to be calibrated
and install a calibrated air gauge on to the corresponding unit test fitting. Enter numeric
password, then select Accept. The XXX Gauge Calibration screen opens (see Figure
6-3).
FIGURE 6-3
4) Select Lo Limit and the desired gauge indication should reduce to 0 psi.
NOTE
When calibrating Flow and Main Reservoir Transducers (FLT/MRT),
it is required to manually close the ball valve that separates Main
Reservoir from the manifold once Lo Limit has been selected.
Once Hi Limit has been selected, the ball valve must be reopened.
5) Make sure that the selected units pressure goes all the way to zero, and then select
Read. An X should appear under Checklist readout: ex. [X] Lower Limit OKAY
6) Select Hi Limit and allow gauge indication display to stabilize. Select Read and new
menu keys are displayed. Listed under Message Area is the current psi that is associa-
ted with the unit being calibrated. If the displayed psi number does not match the output
pressure being displayed by the test gauge, use the Count Up or Count Down buttons
to match the correct pressure on the calibrated test gauge to the digital display on the
screen.
7) Select Accept. An X should appear under Checklist readout:
ex. [X] Upper limit OKAY. Select Save.
8) Either select Gauge Menu to calibrate additional transducers and repeat steps 4 thru 7
or Select Exit to return to Main Menu screen.
6.3.4 EBV Controller Calibration
1) From Air Brake Main Menu/Remote Sessions screen select Control Cal. The Handle
Calibration menu screen opens.
2) Select Auto to open automatic handle calibration menu. Enter numeric password, then
select Accept.
3) Place Automatic EBV handle to Emergency position. Select EMER. An X should ap-
pear under Checklist readout: ex. [X] Handle limit OKAY at EMER. If potentiometer is not
within calibration limits, a fault message will be displayed under the Message Area.
4) Place Automatic EBV handle to Release position. Select REL. An X should appear
under Checklist readout: ex. [X] Handle limit OKAY at REL. If potentiometer is not within
calibration limits, a fault message will be displayed under the Message Area.
NOTE
Calibration of the MRT and/or FLT transducers will affect the flow
calibration. If either transducer is calibrated, the flow calibration
routine should be conducted after completion.
The CCB II electronic air brake (EAB) system features an Event/Fault log. The log captures a
snapshot of locomotive operating conditions at the occurrence of each significant event. The
log is useful in determining the state of the locomotive and brake subsystem at the time of the
fault creation or initiation of penalties and emergencies. This document outlines the operation
of the event/fault log and describes how to access its saved data.
7.1 The air brake EVENT LOG can be accessed from the Locomotive operator screens via the air
brake Remote Session screen (see Figure 7-1). Generally, the locomotive must be stopped,
the Independent brake handle placed in the FULL position, and brake cylinder pressure must
be at least 25 psi, in order for Remote Sessions to operate.
To get to Air Brake Main Menu/Remote Sessions screen:
For GE systems:
Select Operator Functions (F3) /Air Brake Setup (F2) / Remote Session (F6) and Air Brake
Main Menu/Remote Sessions screen appears with Air Brake Remote Session options
available at the bottom of the screen (see Fig. 7-1, Page 33).
F
FIGURE 7-1
7 Usi ng t he CCB I I Event Log
For EMD systems:
Select More Menu/Main. Enter four-digit authorization code and select Enter. Select Air
Brake Diag/Air Brake Data and the Air Brake Main Menu/ Remote Sessions screen opens
(see Fig. 7-1, Page 33).
7.2 Select Event Log and the Event Log screen displays the following events (see Figure 7-2,
Page 34):
1. Date and time of Event/Fault.
2. Detection of air brake failures.
3. Mode changes.
4. Penalties and Emergencies.
5. Self Test passes and failures.
6. Flow Calibration.
F
I
G
U
FIGURE 7-2
7.3 An air brake snapshot is also logged with each event. This snapshot data, which can only be
viewed using a PTU (portable test unit) tool connected to the Integrated Processor Module
(IPM) serial port, is a collection of various air brake information (train speed, pressures, etc.)
from approximately one (1) second prior to the event; (the average snapshot age varies from
1.0 to 1.5 seconds old, and may be even older under some circumstances.)
7.4 The Event Log is a circular buffer and will store a maximum of 499 events.
7.5 In the following descriptions of EAB events, D&T is the date and time of the event. All event
colors are White on a Black background unless noted otherwise.
1) LRU Fault
a. FAULT CODE is a three (3) digit fault code.
b. FAULT TEXT is a short description of the fault.
c. ID NAME is the failed LRU (optional).
For example:
13:53:25 Sep 22 1998 P:001-ERCN Fault (ER)
11:41:06 Sep 21 1998 F:001-ERCN Fault (ER)
03:28:51 Aug 10 1998 F:098-Double BPT Fault
d. The failed LRU, if any, is logged with the fault instead of being logged as a
separate line item. Red indicates a failing (F) LRU fault event, green indicates a
passing (P) LRU fault event.

2) Factory Code
a. FACTORY CODE is a four (4) to five (5) digit number identifying the factory
code.
For example:
13:53:25 Jul 30 1998 Factory Code: 5130
"D&T" F:"FAULT CODE"-"FAULT TEXT" [("ID NAME")] White on Red
"D&T" P:"FAULT CODE"-"FAULT TEXT" [("ID NAME")] White on Green
"D&T" Factory Code: "FACTORY CODE" White on Red
b. The LRU that signaled the factory code obtained by dividing the factory code by
1000, e.g., 5130/1000 = 5 is an Identity Code. The Identity Code identifies the
source of the factory code.
The following table shows the relevant Identity Codes:
3) Emergency
a. EMERGENCY SOURCE is the source of the emergency, or Reset when the
emergency is reset.
For example:
13:54:30 Jul 30 1998 Emergency: Reset
13:53:25 Jul 30 1998 Emergency: Trainline
4) Penalty
a. PENALTY SOURCE is the source of the emergency, or Reset when the penalty
is reset.
For example:
13:54:30 Jul 30 1998 Penalty: Reset
13:53:25 Jul 30 1998 Penalty: Alerter
NOTE
In general, these factory codes are not field-decodable - that is,
they are meaningful only to NYAB Engineering.
Identity Code LRU Name
1 EBV1
2 EBV2
3 ERCP
4 BPCP
5 20CP
6 13CP
7 16CP
14 IPM
"D&T" Emergency: "EMERGENCY SOURCE" Yellow on Black
"D&T" Penalty: "PENALTY SOURCE" Yellow on Black
5) Mode Change
a. abcd efg is a shorthand notation for the current operating mode:
For example:
21:40:12 Mar 20 2011 Operating Mode: FLIM ---
18:53:50 Jan 01 2011 Operating Mode: FLOM LU-
10:09:08 Dec 25 1998 Operating Mode: FLOM LKT
11:17:24 Oct 22 2011 Operating Mode: -TOM ---
06:31:25 Oct 23 2011 Operating Mode: FLIM RU-
6) Backup Mode Change
a. aa,bb,cc,dd,ee,ff is a shorthand notation for the current backup mode:
For example:
12:13:14 Jul 30 1998 Backup Mode: None
12:13:14 Jul 30 1998 Backup Mode: BC,--,--,---,---,ER0
12:13:14 Jul 30 1998 Backup Mode: BC,ER,--,---,---,---
12:13:14 Jul 30 1998 Backup Mode: BC,ER,--,---,---,---
12:13:14 Jul 30 1998 Backup Mode: BC,ER,20,BPT,MRT,---
"D&T" Operating Mode: "abcd efg"
a "F", "P", or "-" Freight, Passenger, or neither (Trail)
b "T" or "L" Trail or Lead
c "O" (oh) or "I" Cut-Out or Cut-In
d "M" or "N" BP Maintaining or BP Non-Maintaining
e "R", "L", or "-" DP Remote, DP Lead, or Neither (Conventional)
f "K", "U", or "-" DP Linked, DP Unlinked, or Neither (Conventional)
g "T" or "-" DP Tower or not
"D&T" Backup Mode: "aa,bb,cc,dd,ee,ff"
"None" If no backup modes are active
aa "BC" or "--" BC backup or not
bb "ER" or "--" ER backup or not
cc "20" or "--" MVLT off or on
dd "BPT" or "---" BP transducer backup or not (BPT primary)
ee "MRT" or "---" MR transducer backup or not (MRT primary)
ff "ER0" or "---" Emergency ER pressure to 0 (backup MV53) or not
7) Self Test
a. ST FAULT CODE is a four (4) digit self test fault code.
b. ST ID NAME is the name of the failed LRU.
For example:
12:13:14 Jul 30 1998 Self Test: Fault 1104 (ER)
17:36:46 Jul 29 1998 Self Test: Passed
c. The rules for Self Test event logging are as follows:
1. An event can be logged if all supported LRU tests are selected (the default
unless changed in the SETUP option on the remote session Single-Unit
Self Test screen); no event will be logged if all supported LRU tests are
not selected (because the validity of each tests depends upon the
successful completion of the preceding tests).
2. If an event can be logged, then one or more events will be logged when
the self test terminates for any reason (except an IPM power cycle). The
Self Test events are:
3. Self Test: Passed will be logged if no faults were detected and at least
one loop was completed (If not at least one loop was completed, logging a
pass is not meaningful because it would imply to the user that all tests
passed.)
4. Self Test: Fault nnnn (lru) will be logged if any fault was detected. (nnnn
is the self test fault code of the first error detected, and lru is the failed
LRU.)
5. Self Test: Aborted will be logged if the self test terminates for any of these
reasons:
a) Self Test: Aborted (Operator): operator presses the ABORT or EXIT
key, or if the remote session ends for some reason (e.g., ILC
terminates it).
b) Self Test: Aborted (Lockout): the train is moving.
"D&T" Self Test: Passed White on Green
"D&T" Self Test: Fault "ST FAULT CODE" ("ST ID NAME") White on Red
"D&T" Self Test: Aborted (Operator)
"D&T" Self Test: Aborted (Errors)
"D&T" Self Test: Aborted (Lockout)
c) Self Test: Aborted (Lockout): the Automatic handle is in Emergency.
d) Self Test: Aborted (Errors): an excessive number of errors were
detected.
8) Device Calibration (Flow only)
a. DEVICE NAME is the name of the device that was calibrated. Default indicates
the calibration was performed by pressing the DEFAULT and SAVE keys in the Air
Brake Remote Session, and Manual indicates a non-default manual calibration
was performed.
For example:
12:13:14 Jul 30 1998 Calibrated: Flow (Manual)
9) Power Up Event
a. ID NAME is the name of the device or subsystem that powered up.
For example:
13:53:25 Jul 30 1998 Powered Up: IPM
13:42:06 Jul 30 1998 Powered Up: EPCU
13:31:12 Jul 30 1998 Powered Up: ILC
10) Comm Timeout (ILC and DPM only)
a. ID NAME is the name of the device that lost or resumed communication with the
EAB software in the IPM.
For example:
13:31:12 Jul 30 1998 Comm OK: ILC
13:28:57 Jul 30 1998 Comm Lost: ILC
"D&T" Calibrated: "DEVICE NAME" (Default)
"D&T" Calibrated: "DEVICE NAME" (Manual)
"D&T" Powered Up: "ID NAME"
"D&T" Comm OK: "ID NAME"
"D&T" Comm Lost: "ID NAME"
b. Only the ILC and DPM (distributive power module) comm timeouts are detected
and logged for this event. Note that comm timeouts for the LON network (fault
090) and EPCU/EBV modules (faults 001, 016, 031, 052, 062, 085) are logged as
LRU Fault events.
11) Penalty Source Cut In/Out (Cab Signal 1 and Cab Signal 2 only)
a. PENALTY SOURCE is the penalty source that was cut in or out.
For example:
13:28:57 Jul 30 1998 Cut In: Cab Signal 1 Penalty Source
"D&T" Cut In: "PENALTY SOURCE" Penalty Source
"D&T" Cut Out: "PENALTY SOURCE" Penalty Source
The following table identifies locomotive trouble symptoms related to Electronic Air Brake
(EAB) operation. Troubleshooting steps are listed for each symptom and should be followed in
numbered sequence.
See Chapter 9 for Integrated Processor Module (IPM) fault code corrective actions or Chapter
10 for self test fault code corrective actions.
8 Tr oubl eshoot i ng CCB I I El ec t r oni c Ai r Br ake Syst em
Symptom
Troubleshooting Steps
An Air Brake
Fault is posted
on the locomotive
display screen.
The crew message fault display will include a three digit failure code (immediately
following text). Note the three digit failure code and refer to Chapter 9 for corrective
actions. A description of the crew message itself can be found in the Crew
Message Glossary at the end of the Guide.
The system fails
self test.
The crew message fault display will include a four digit failure code (immediately
following text). Note the four digit failure code and refer to Chapter 10 for corrective
actions.
Power cutoff
switch (PCS)
does not clear.
Or
Cannot release
brakes.
1) Place Automatic brake handle in Suppression (SUP) and wait for penalty to
clear. If a Penalty Source Still Present message appears, it will be necessary
to reset the source of the penalty (cab signal, ATP, alerter, etc.). After any
penalties are reset, move the Automatic brake handle to Release (REL). 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 do rise, or if neither ER nor
BP rise, go to step 2.
2) Ensure throttle handle is in IDLE position and reverser handle is centered.
Place the Automatic handle in Suppression (SUP) and monitor the diagnostic
trace messages (see Chapter 11 for instructions). Power cycle the Integrated
Processor Module (IPM). Check to see if PCS Negated message occurs
during the IPM power up. If PCS Negated shows up on trace messages, but
the locomotive PCS light is still on, replace the IPM. If problem persists, replace
relay interface module (RIM) and check continuity of wiring from IPM through
RIM to locomotive PCS. If PCS Negated message does not occur in trace
messages, an Emergency or Penalty source is active and must be cleared.
Cannot charge
brake pipe.
1) Ensure locomotive set-up is Lead Cut-In (see Chapter 5 for Set-Up
instructions). Move Automatic brake handle to release (REL). Ensure ER
charges to release setting (60 - 110 psi). 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 wouldnt before, check train for leakage or de-coupling.
Symptom
Troubleshooting Steps
Cannot charge
brake pipe
(contd)
3) 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 release (REL). 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). If BP
does not rise at all, replace IPM (probable binary output failure).
Automatic brake
cannot be bailed
off on the
locomotive.
1) Ensure Actuating pipe angle cocks are closed.
2) Run CCBII self test (refer to Chapter 10, section 10.2). If self test passes,
replace EBV (probable bail switch/harness failure). If self test fails, refer to
corrective actions for the reported failure code in Chapter 10, section 10.3.
Automatic brake
doesn't bail off
when dynamic
braking is
achieved.
1) Charge brake pipe to operating pressure, wait for charge, and then apply a full
service brake application.
2) Put locomotive in dynamic brake position 1 and ensure voltage is present at
power supply junction box (PSJB). Measure voltage at cable connector to
J102, pins C and E. If no voltage is present, problem is outside of air brake
system. If voltage is present, replace 16CP (probable digital input failure).
3) If problem persists, replace PSJB (MOV failure) or LON cable.
Cannot build
brake cylinder
pressure.
1) Ensure locomotive is set-up to Lead Cut-In (see Chapter 5 for Set-Up
instructions). Ensure truck brake cylinders are cut-in (angle cocks).
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.
Cannot access
the air brake
remote session
(self test,
calibration, event
log, etc.
1) Ensure a minimum of 25 psi of brake cylinder pressure is applied.
2) Check to ensure locomotive speed is registering less than 1 mph.
For Further Technical Assistance
Contact Our Technical Support Operation Center
(TSOC) at 1-800-645-4564
This document describes the CCB II diagnostic fault codes, which are reported to the operator
on the locomotive screens. The three digit fault codes may be seen in the Event/Fault log or
may be displayed as part of an air brake crew message. This document describes each fault
code and its corrective action.
IPM fault codes are displayed at the end of a crew message. For example: the following crew
message:
would indicate fault code 001. Refer to table A for corrective actions.
FIGURE 9-1
9 CCB I I I PM Faul t Cor r ec t i ve Ac t i ons
AIR BRAKE FAULT
BACKUP MODE ENGAGED REDUCED IND BRK - 001
NOTE
Only one Fault can be displayed in a crew message at any given
time, even though multiple faults may be active. The user can
access the LRU Fault Summary list (see Figure 9-1) from the Air
Brake Main Menu/Remote Sessions screen to verify which LRUs
have active faults.
9.1 IPM Diagnostic/Fault Codes:
Fault
Code
Description
Detected
By
Reason For Fault Corrective Action If Still Bad, Try:
001 ERCN Fault
(ER Comm
Loss)
IPM Loss of ERCN
heartbeat for 5
seconds.
May be used as a lead loco
in backup mode until
shopping. Insure LON cable
is positively seated at ERCP.
Cycle AB circuit breaker.
Check for yellow light
on ER control node.
If steady or blinking,
reprogram or replace
ERCP. If red light
remains on after
power cycle, replace
ERCP.
002 ERCP AW4
Fault (AW4-
ER Fault)
ERCP ER > 120 or
pressure not
within +/- 5 psi in
10 seconds.
shopping. Run ER self test.
If passes, cycle AB circuit
breaker to clear backup mode.
If not, replace ERCP.
Check ER reservoir
on rear of manifold.
003 ERT Fault ERCP Transducer output
voltage > 4.5 or <
0.5
shopping. Cycle AB circuit
breaker.
Replace ERCP
004 MRT Fault ERCP Transducer output
voltage > 4.5 or <
0.5, or IPM
detects
Transducer
stopped
transmitting for 15
seconds.
shopping. Cycle AB circuit
breaker.
Replace ERCP
006 MVER De-
energized
Closed
ERCP Output feedback
indicates de-
energized
shopping. Replace ERCP.
MVER
Energized
Open
ERCP Output feedback
indicates
energized
shopping. Replace ERCP.
008 MRT Fault2
(MRT-
Backup)
BPCP Transducer output
voltage > 4.5 or <
0.5, or IPM
detects
Transducer
stopped
transmitting for 15
seconds.
System may be operated
with no flow indication.
Replace BPCP at next
shopping.
Fault
Code
Description
Detected
By
009 FLT Fault BPCP Transducer output
voltage > 4.5 or <
0.5
System may be operated
with no flow indication.
Replace BPCP at next
shopping.
010 BPT Fault BPCP Transducer output
voltage > 4.5 or <
0.5, or IPM
detects
Transducer
stopped
transmitting for 15
seconds.
System will operate on
backup transducer. If fault
remains after power cycling
AB circuit breaker, replace
BPCP at next shopping.
014 MV53 De-
energized
Open
BPCP Loss of continuity. Set ABCB off and use in trail in
pneumatic backup. Replace
BPCP.
MV53
Energized
Closed
BPCP Output feedback
indicates
energized.
Set ABCB off and use in trail in
BPCP.
016 BPCN Fault
(BP Comm
Loss)
IPM Loss of BPCN
heartbeat for 5
seconds.
Cycle AB circuit breaker. Check for yellow light
on BP control node.
BPCP. If red light
remains on after
BPCP.
018 MVEM
Energized
Open
indicates
energized.
If system is stuck in
emergency set ABCB off and
attempt to use in trail on
BPCP.
MVEM De-
energized
Closed
indicates de-
energized.
Loco may be operated until
shopping, but back-up
method of generating
emergency is NOT available.
Replace BPCP.
023 13T Stuck
High
13CP Transducer output
voltage > 4.5
shopping. Replace 13CP.
Fault
Code
Description
Detected
By
024 13T Stuck
Low
voltage < 0.5
026 MV13S
Energized
Open
13CP Output feedback
indicates
energized.
Check to see if loco is being
bailed. If so, set ABCB off and
use in trail on pneumatic
backup. If not loco may be
used in lead until next
MV13S De-
energized
Closed
indicates de-
energized.
Use in trail until shopping.
Replace 13CP.
028 MV13E
Energized
Closed
indicates
energized.
Use in trail until shopping.
Replace 13CP.
MV13E De-
energized
Open
indicates de-
energized.
shopping. Replace 13CP at
next shopping.
031 13CN Fault
(13 Comm
Loss)
IPM Loss of 13CN
heartbeat for 10
seconds.
Check to see if loco will bail
off. If so, may be used as a
lead loco in backup mode
until shopping. Insure LON
cable is positively seated at
13CP. Cycle AB circuit
breaker.
on 13 control node.
LRU. If red light
remains on after
13CP.
032 MVERBU
Energized
Open
indicates
energized.
shopping. If fault is logged
again after power cycle,
replace 16CP.
Replace 13CP. If
fault is still logged
after replacing 16CP
and 13CP, check
LON cable.
MVERBU
De-
energized
Closed
indicates de-
energized.
replace 16CP.
Replace 13CP. If
fault is still logged
after replacing 16CP
and 13CP, check
LON cable.
Fault
Code
Description
Detected
By
036 16CP AW4
Fault (AW4-
16 Fault)
16CP 16 > 100 or
pressure not
within +/- 5 psi in
10 seconds.
shopping. Run 16 self test. If
passes, cycle AB circuit
If not, replace 16CP.
Check 16 reservoir
037 16T Fault 16CP Transducer output
voltage > 4.5 or <
0.5, or IPM
detects
Transducer
stopped
transmitting for 15
seconds.
039 MPV16
Energized
Open
indicates
energized.
replace 16CP.
MPV16 De-
energized
Closed
indicates de-
energized.
048 BPT Fault2
(BPT
Backup)
voltage > 4.5 or <
0.5, or IPM
detects
Transducer
stopped
transmitting for 15
seconds.
replace 16CP.
049 BCT Fault 16CP Transducer output
voltage > 4.5 or <
0.5
Loco may be used in backup
at operator discretion with
no BC gage until shopping.
Recommend use in trail until
052 16CN Fault
(16 Comm
Loss)
IPM Loss of 16CN
heartbeat for 4
seconds,
Loco may be used in backup
at operator discretion with
no BC gage until shopping.
Recommend use in trail until
Insure LON cable is positively
seated at 16CP. Cycle AB
circuit breaker.
on 16 control node.
16CP. If red light
remains on after
16CP.
Fault
Code
Description
Detected
By
055 20CP AW4
Fault (AW-4-
20 Fault)
20CP Pressure not
within +/- 5 psi in
10 seconds.
Check that set-up is proper and
locomotive is isolated (IA&R
cock closed). Run 20 self test.
If passes, cycle AB circuit
If not, set to trail. Replace
20CP at shopping.
Check 20 reservoir
056 20T Fault
(20T/Trail
Fault)
voltage > 4.5 or <
0.5
Cycle AB circuit breaker. If
fault remains set to trail with
ABCB off. Replace 20CP at
shopping.
058 MVLT
Energized
Open
indicates
energized.
shopping. Use in lead until
shopping. If fault remains after
power cycle, replace 20CP.
MVLT De-
energized
Closed
indicates de-
energized.
Set to trail. Replace 20CP at
shopping.
062 20CN Fault
(20 Comm
Loss)
IPM Loss of 20CN
heartbeat for 4
seconds.
seated at 20CP. Cycle AB
circuit breaker. If fault
remains, set ABCB off and use
in trail on pneumatic backup.
on 20 control node.
20CP. If red light
remains on after
20CP.
075 Auto Handle
Open
EBV Potentiometer
output voltage <
min.
Set to trail. Replace EBV
076 Ind Handle
Open
EBV Potentiometer
output voltage <
min.
Set to trail. Replace EBV
077 EBV Limit
Switch Open
EBV EBV limit switches
on either Auto or
Ind Handle faulty
Move handle out of and back
into position where fault
occurs.
Set to trail. Replace
EBV.
080 EBV BO1
Switch Short
EBV Switch closed > 3
min.
Fault logs (on some systems)
if bail is held > 3 minutes.
Release bail and reactivate
bail to clear fault.
Replace EBV
Fault
Code
Description
Detected
By
085 EBVCN Fault IPM Loss of EBVCN
heartbeat for 6
seconds.
seated at EBV connector and
PSJB J100. Cycle AB circuit
breaker.
on EBV control node.
EBV. If red light
remains on after
EBV.
090 IPMCN Fault
(LON Comm
Loss)
IPM Loss of all LON
messages for 1.5
seconds.
Cycle power on EPCU (ABCB)
and IPM (LEB, DP, or MTB
circuit breaker).
Check cables from
IPM to RIM to PSJB.
Replace IPM if
cables are OK.
098 BPT and
BPT2 Fault
IPM BPT and BPT-
backup have
failed.
Cycle power on EPCU (ABCB)
and IPM (LEB, DP, or MTB
circuit breaker). If fault is re-
logged, set ABCB off and use
in trail on pneumatic backup.
Check for yellow
lights on control
node(s). If steady or
blinking, reprogram
or replace affected
LRUs. Check LON
cable connections.
Replace BPCP and
16CP as necessary.
099 20TL Fault
(20T/Lead
Fault)
voltage > 4.5 or <
0.5
Cycle AB circuit breaker. If
fault remains, set to trail with
ABCB off. Replace 20CP at
shopping.
100 ER Backup
combined
with faults
036, 037 or
052
16CP ER Backup and a
036, 037 or 052
fault.
Set to trail. Replace ERCP
and 16CP as required at
shopping.
Check LON cable
integrity/
connections.
101 Cab Signal
Cut-out Fault
IPM
102 Analog
Voltage Fault
16CP Input voltage < 0.25
or > 9.5.
Insure on-board computer is on
and operational.
until shopping, but blended
brake is NOT available.
Check voltage output
from OBC. Replace
BBN node if voltage is
in range.
Fault
Code
Description
Detected
By
103 Blended Brake
Node (BBN)
Loss of Comm
16CP Loss of BBN
heartbeat for 6
seconds
until shopping, but blended
brake is NOT available.
Insure cables are positively
seated at EBV, BBN, LWN (if
applied) and PSJB J100. Cycle
AB circuit breaker.
Reprogram or replace
BBN node.
104 Rear Truck BC
Cut-out
16CP No BC pressure
detected at rear
truck despite
presence of pilot
(16) pressure.
Insure BC truck cut-out is open.
Verify actuation of brake
cylinders.
If BC pressure present
at cylinders and fault
persists, replace
16CP.
106 ECP TBC
Verification
IPM TBC percent
received from TCC
is not equal to or
greater than the
percent brake call
or brake
enforcement sent to
the TCC.
May be used as a trail loco
until shopping, but ECP trail
and remote modes are NOT
available.
seated at IPM and TCC. Cycle
AB circuit breaker.
TCC.
107 ECP TCC
Comm Loss
IPM Loss of TCC
heartbeat for 5
seconds.
May be used as a trail loco
until shopping, but ECP trail
and remote modes are NOT
available.
seated at IPM and TCC. Cycle
AB circuit breaker.
TCC.
108 Cab A/B Equip
Mismatch
IPM Both cab ID discrete
signals to CCB II
system are high.
Inspect cab ID discrete signals
from locomotive to CCB II
system for proper operation.
Replace IPM.
109 WSP Fault The WSP system
has detected a
failure
Cycle power on IPM (LEB, DP
or Wheel Slide system circuit
breaker). If fault remains, set to
trail.
Check WSP operation.
Check wiring from
WSP to IPM. Check
IPM
110 Cab Signal
Configuration
Fault
IPM CSP1 and/or CSP2
inputs are detected
and CS
Configuration input
is not detected.
or Cab Signal system circuit
trail.
Check Cab Signal
functionality. Check
wiring from Cab Signal
source. Check IPM.
111 Cab Signal
Cut-out Input
Fault
IPM CSP1 and/or CSP2
inputs are detected
and CS Cut-out
input is detected.
or Cab Signal system circuit
trail.
Check Cab Signal
source. Check IPM.
Fault
Code
Description
Detected
By
112 CSP Input
Mismatch
IPM CSP1 and CSP2
input mismatch
detected while cab
signal is cut-in or
cut-out
Cycle power IPM (LEB, DP or
Cab Signal system circuit
trail.
Check Cab Signal
source. Check IPM.
120 BBN/16
Compatibility
Fault
16CP Software revision
levels for BBN and
16CP are not same.
Install correct software in BBN
and/or 16CP as required.
Replace BBM and/or
16CP as required.
121 Penalty
Loopback
Fault
IPM Brake pipe pressure
has not reduced by
at lease 20 psi
within 10 seconds
of a penalty
initiation in lead
modes (FRT or
PASS).
Troubleshoot reason for failure
to reduce brake pipe pressure.
Check set-up; insure no other
DMU is in lead mode.
Insure brake pipe
relay is functioning
properly by making
service reductions in
lead mode.
122 EBV Mode
Switch Invalid
EBV The EBV mode is
reading an invalid
code from the mode
selector switch
Replace EBV.
127 VPT (VBP)
Out of Range
voltage > 4.5 or <
0.5
until shopping, but Vacuum
mode is NOT available.
Replace 13CPat next shopping.
128 VRT (VMR)
Out of Range
Fault
voltage > 4.5 or <
0.5
until shopping, but Vacuum
mode is NOT available.
Replace 13CP at next shopping.
129 Alerter Input
Mismatch
IPM IPM detected a
mismatch in the
inputs of the Alerter.
Check Alerter functionality.
Check wiring from Alerter
source. Check IPM.
131 Load Weigh
Node (LWN)
Voltage Out of
Range
voltage > 9.75
until shopping, but load
weigh compensation is
disabled.
if fault remains after power
cycle, replace LWN.
Replace LWN
Fault
Code
Description
Detected
By
132 Load Weigh
Node (LWN)
Loss of Comm
16CP Loss of LWN
heartbeat for 5
seconds.
until shopping, but load
weigh compensation is
disabled.
seated at EBV, BBN (if applied),
LWN and PSJB J100. Cycle AB
circuit breaker.
LWN node.
133 LWN/16
Compatibility
Fault
16CP Software revision
levels for LWN and
16CP are not same.
Install correct software in LWN
and/or 16CP as required.
Replace LWM and/or
16CP as required.
134 OBC Input
Mismatch
IPM IPM detected a
mismatch in the
inputs of the OBC
Check OBC operation. Check
wiring from OBC to IPM. Check
IPM.
135 MPIO Comm
Loss
IPM Loss of MPIO
heartbeat for 6
seconds
Check cable connection from
EBV to MPIO node
Replace MPIO node.
The following instructions are intended to familiarize the user with the setup and operation of
the self-test procedure for CCB II EAB (Electronic Air Brake) System. This document also
describes the CCB II self test failure codes that are reported to the operator on the locomotive
screens. The four digit failure codes may be seen in the Event/Fault log or on the self test sta-
tus screen. This document describes each of the failure codes and its corrective action.
10.1 Set Up Of The System
1) Set the hand brake and chock the locomotives wheels.
2) Ensure that the Air Brake (AB), Locotrol Electronic Brake (LEB), and the Integrated Loco-
motive Computer (ILC) circuit breakers are in the ON position.
3) Ensure that the locomotive compressor is operative and Main Reservoir is charged to a
minimum of 120 psi.
4) Disable Distributive Power (DP). DP must be disabled to run self test.
5) Isolate the locomotive by removing Trainline Multiple Unit (MU) Cable and closing all MU
train end cocks. Set locomotive to Lead \ Cut-In operation.
6) Place the Automatic and Independent Brake handles to the Release' position. Once the
system resets, place the Independent handle to the FULL position (BC must exceed 25
psi in order to run self test).
7) Make sure the Throttle handle is in the Idle' position and the Reverser handle is in the
Neutral position.
10 Usi ng t he CCB I I Sel f Test
NOTE
Self-Test will automatically ABORT under several conditions such
as: placing the handle in emergency, locomotive taking speed, or
low main reservoir.
10.2 Running the Self-Test from the Engineers Locomotive Console
1) Self-test must be run from the Air Brake Main Menu/Remote Sessions screen. To get to
this screen:
For GE systems;
Select Operator Functions (F3) /Air Brake Setup (F2) / Remote Session (F6) and Air
Brake Main Menu screen appears with Air Brake Remote Session options available at
the bottom of the screen.
For EMD systems;
Select More Menu/Main. Enter four-digit authorization code and select Enter. Select
Air Brake Diag/Air Brake Data and the Air Brake Main Menu/Remote Sessions screen
opens.
2) Select Self Test and the Self Test Authorization screen appears (Figure 10-1). Type
Password then select Accept and Single-Unit Self Test screen appears.
At this point, there are two options to choose from. Either: select RUN which will run a
single loop self test on ALL LRUs, or select SETUP which allows the operator to choose
which LRU(s) are to be tested (only the LRUs that have an X next to them will be
tested). By default, all LRUs are selected when you enter the Single-Unit Self Test
screen from the Main Menu. You can also choose Loop Continuously from the
Setup screen options by placing an X in the box next to where it reads Loop
Continuously.
NOTE
The Self-Test must be run from one of the Engineers locomotive
console screens. It cannot be run from the Conductors locomotive
screen or a laptop.
NOTE
If desired, see Chapter 11 for instructions on how to monitor trace
messages during the self-test loop.

FIGURE 10-1
3) To run a self-test on All LRUs:
a. Select Run. The system automatically starts the self test and the Abort option
becomes available in case one wants to stop the self test at any time, for any reason.
4) To run a self test on selected LRUs:
a. Select Setup and Single-Unit Self Test screen appears (Figure 10-2).
NOTE
The Self Test will test every LRU once. If all LRUs pass self test, a
No Faults Detected and a Self Test Passed message will appear.
If a self test failure occurs at any point in the test, the test is aborted.
A failure code number and a description are posted (see section
10.3 for corrective actions).
FIGURE 10-2
b. Select which LRU(s) you want to be self tested by putting an X in the box next to
where the LRU is listed. Select Loop Continuously if you want the self test to run
continuously (follow the keyboard commands listed under Setup Options to choose
desired setup).
NOTE
If Loop Continuously was chosen, the computer will run a self test
on the selected LRU(s) unless the Abort button is pressed (a
message will appear indicating how many loops the self test
completed and how many errors were detected during the self test
procedure). The Loop Continuously cycle will also abort if five (5)
consecutive, identical errors have been logged on any LRU.
If Loop Continuously was NOT chosen, a single self test on the
selected LRU(s) will be performed. If all selected LRU(s) pass, a
No Faults Detected and Self Test Passed message will appear.
If an LRU fails a self test, the test immediately aborts and a failure
code number and description appear.
c. Once the desired setup is entered, select Accept and Single-Unit Self Test
screen reappears.
d. Select Run to start the self test of the custom setup that was just chosen. The
system starts the self test. The Abort option is available to stop the self test at
any time.
10.3 EAB Self Test Steps, Failure Codes, and Corrective Actions:
Step Test Performed
Reason for
Failure
Resulting Fail
Code
Most Probable
Cause
Corrective Action If Still Bad, Try:
1 Print TESTING
ER LRU
2 ER Release
Print ER
RELEASE
Cut-out BP, Set
ER = FV. Wait
17 seconds.
Verify ER is in
(FV-2, FV+2)
psi.
ER not within
+/- 2 psi of FV
pressure.
1102
ER Control Error
at Release.
AW4 malfunction 'or'
control node fault on
ERCP
Calibrate ERT in
EAB remote
session. If still bad,
replace ERCP.
Check hoses (if
applied) and
reservoirs on rear of
manifold. Leak at ER
test fitting.
3 ER Drift at
Release
For 5 seconds,
verify ER is in
(X-1, X+1) psi
(no drift), where
X is step 2
pressure.
ER not within
+/- 1 psi of
step 2
pressure
(Drifted).
1103
ER Drifted at
Release.
ERCP.
Calibrate ERT in
EAB remote
replace ERCP.
Check hoses (if
applied) and
test fitting.
4 ER Full Service
Print ER FULL
SVC Set ER =
FV-26. wait 10
seconds. Verify
ER is in (FV-26-
2, FV-26+2).
ER not within
+/- 2 of (FV-
26 psi)
pressure.
1104
ER Control Error
at Full Service.
ER.
Calibrate ERT in
EAB remote
replace ERCP.
Check hoses (if
applied) and
test fitting.
5 ER Drift At Full
Service.
For 5 seconds,
verify ER is in
(X-1, X+1) psi
(no drift), where
X is step 4
pressure.
ER not within
+/- 1 psi of
step 4
pressure
(Drifted).
1105
ER Drifted at Full
Service.
ER.
Calibrate ERT in
EAB remote
replace ERCP.
Check hoses (if
applied) and
test fitting.
6A MVER De-
energized
Print MVER: ER
valve off,
MVER=
deenergized.
Turn ER valve
off, set
pneumatic
penalty. Wait 5
seconds.
6B Print MVER: ER
valve off,
MVER=
energized. Halt
pneumatic
penalty. Wait 2
seconds.
Calculate and
verify ER is in
(X-7, X+7) psi,
where X is
expected
pressure.
MVER
exhaust rate
is not within
+/- 7 of
expected
pressure,
where the
expected
pressure
varies with
FV setting.
For FV = 90
psi, the
expected
pressure is
45 psi.
1106
MVER De-
energized Test
(Service Rate
Reduction)
Plugged choke on
13CP 'or' MVER
stuck.
Check 13CP
exhaust choke
(bottom). If clear,
replace ERCP and
calibrate ERT.
Check hoses (if
applied) and
test fitting. Replace
13CP.
7 MVER
Energized.
Wait 18
seconds. Verify
ER is in (X-3,
X+3) psi (no
drift), where X is
step 6B
pressure.
ER not within
+/- 3 psi of
step 6B
pressure
(Drifted).
1107
MVER Energized
Test.
Leakage (Maintaining
AW4 circuit is not
activated).
Check for leakage
on ERCP and 13CP
manifold gaskets.
Leaks on hoses (if
applied) and
manifold.
Check for leak at
ERCP test fitting.
Replace ERCP.
7.1 Print (if step 7
passed) MVER
ok: ER=n.n is
within [X-7, X+7]
psi, where X is
step 6B
expected
pressure.
Step Test Performed
Reason for
Failure
Resulting Fail
Code
Most Probable
Cause
8 Print TESTING
BP LRU.
9 Graceful Cut-in
If ER<BP:
Print MVER: ER
valve off,
MVER=
energized. Cut-
out BP, set ER =
BP+5. Wait 5
seconds
10 BP Charging
Print BP CHG:
Setting BP=FV-
40. Set ER
=FV-40. Wait 31
seconds; verify
BP is in (FV-40-
2, FV-40+2).
BP not in +/-
2 psi of (FV-
40 psi) air
pressure.
1205
BP Control Error
(Charge)
BP leakage. ERT or
BP Calibration off.
Ensure end cocks
are closed, and then
calibrate ERT and
BPT in EAB remote
session. Check
BPCP for leakage.
Replace BPCP.
11 MV53/BPCO
Print MV53/
BPCO: Cut out
BP, setting
ER=FV. Cut-out
BP, Set ER =
FV. Verify BP is
in (FV-40-8, FV-
40+3).
BP not in +3/-
8 psi of (FV-
40 psi)
pressure
(allow 0.5 psi
/sec BP
leakage).
1207
MV53/BPCO Will
Not Cut Out
MV53/BPCO will not
cut out
Check locomotive
BP leakage and
correct any leak
greater than 0.5 psi/
minute. Calibrate
ERT and BPT in
EAB remote
session. Re-run self
test while monitoring
trace messages. If
BP is higher than
allowable range.
If BP is lower than
allowable range, find
BP leak on CCB II or
locomotive. Replace
BPCP.
12 MV53/BPCO
Print MV53/
BPCO: Cut in
BP. Cut-in BP.
Wait 5 seconds.
Verify BP > (FV-
30) psi.
BP is not
greater than
(FV-30 psi)
air pressure.
1208
MV53/BPCO Will
Not Cut In.
MV53/BPCO will not
cut in.
Ensure MR is above
FV pressure. Ensure
end cocks are
closed.
Replace BPCP.
Step Test Performed
Reason for
Failure
Resulting Fail
Code
Most Probable
Cause
13 Wait 5 seconds.
Verify BP is in
(ER-3, ER+3)
psi.
BP not in +/-
3 psi of ER
pressure.
1206
BP Control Error
at Release
BP leakage. ERT or
BPT Calibration off.
Calibrate ERT and
BPT. Re- run self-
test. Ensure end
cocks are closed. No
BP or BPCP
leakage.
14 Low BP BPCO
Print LOW BP
BPCO: Setting
ER=0. Set ER =
0. Wait 60
seconds. Verify
BP is in (8.0, 14)
psi.
BP is not
within 8 to 14
psi.
1209
BPCO No Cut Out
at Low Psi.
BPCO did not cut-out
at low BP pressure.
Calibrate BPT.
Ensure end cocks
are closed. No BP or
BPCP leakage.
Replace BPCP.
15 MVEM
Print MVEM.
Set BP = 40.
Wait 5 or 40
seconds. Cut-
out BP, set
MVEM on. Wait
5 seconds; verify
BP <5 psi.
BP is greater
than 5 psi.
1210
MVEM Fault
MVEM Fault. PVEM
failure. Locomotive
vent valves.
If BP went to zero
psi and vent valves
didn't trip, check
vent valves.
Replace BPCP
16 Print Wait for
VV reset. Wait
25 or 70
seconds. Cut-in
BP.
17 EMV
Print EMV,
then Wait for
VV recharge.
Set BP = 40.
Wait 5 or 40
seconds. Cut-
out BP, set EMV
on. verify BP < 5
psi.
BP is greater
than 5 psi.
1211
EMV Fault
EMV fault. PVEM
failure. IPM I/O
failure, cabling fault.
Check cabling and
connectors. Replace
IPM, RIM. If still bad,
replace BPCP.
Ring out cables from
IPM to RIM to PSJB.
Replace PSJB.
18 Print Wait for
VV reset. Wait
25 or 70
seconds. Cut-in
BP.
Step Test Performed
Reason for
Failure
Resulting Fail
Code
Most Probable
Cause
19 Print TESTING
20 LRU.
20 20 Charge
Print 20 CHG.
Set to Lead, 20
= 55. Wait 7
seconds. Verify
20 is in (50, 60)
psi.
20 pipe
pressure is
not between
50-60 psi.
1301
No 20 Charge
20CP.
Ensure end cocks
are closed, no 20
leak. Calibrate 20T
in EAB remote
replace 20CP.
Check hoses (if
applied) and
manifold. Leak at 20
test fitting.
21 20 Exhaust
Print 20 EXH.
Exhaust 20 pipe
pressure. Wait 7
seconds. Verify
20 is < 5 psi.
20 pipe
pressure is
greater than 5
psi.
1302
No 20 Exhaust.
20CP.
Ensure end cocks
are closed. Calibrate
20T in EAB remote
replace 20CP.
Possible manifold
cross-port leak.
Check normal
operation outside
remote session.
22 MVLT
Print MVLT.
Set 20 = 55.
Turn 20 valve
off. Wait 5
seconds. Set to
Trail. Wait 2
seconds. Set
AW4-20 REL to
off. Verify 20
50 psi.
20 pipe
pressure is
less than 50
psi.
1303
MVLT Stuck In
Lead.
MVLT failure or PVLT
stuck in lead.
Leakage.
Ensure end cocks
are closed, no 20
leak. Check for
leakage in 20 pipe,
20CP manifold
gasket.
Replace 20CP.
23 Set to Lead, turn
20 valve on
24 Print Testing 13
LRU.
25 Print 13 Setup.
Set MV53 off,
MVLT on, 20 =
0, MVEM off,
MVER on,
ERBU off. Wait 3
seconds.
26 13 Charge
Print 13 CHG.
Set 13 = MR.
Wait 5 seconds.
Step Test Performed
Reason for
Failure
Resulting Fail
Code
Most Probable
Cause
26.1 Verify MR 100
psi.
If Fails, print 13
LRU: NO 13
CHARGE TEST
ABORTED and
proceed to step
27. If passes,
proceed to step
26.2.
MR pressure
is less than
100 psi.
NONE Low of MR pressure
on locomotive. MRT
calibration off. ERCP
failure.
Insure MR pressure
is > 100 psi.
Calibrate MRT/FLT
in EAB remote
session. Re-run self-
test.
Replace ERCP.
26.2 Verify 13 80
psi.
13 pipe
pressure is
less than 80.
1401
No 13 Charge
13T calibration off.
13CP failure.
Calibrate 13T in EAB
remote session. Re-
run self-test.
Replace 13CP.
27 13 Exhaust
Print 13 EXH.
Set 13 = 0. Wait
24-28 seconds,
verify 13 10
psi.
13 pipe
pressure is
greater than
10 psi.
1403
No 13 Exhaust
MV13E failure.
Calibrate 13T. Re-
run self-test. Check
vents/ chokes on
bottom of 13CP.
Replace 13CP.
28 13 Exhaust
(Unpowered)
Print 13 EXH
(UN-
POWERED).
Set 13 = MR.
Wait 5 seconds.
Exhaust 13
through MV13S/
13CO. Wait 20-
23 seconds,
verify 13 15 psi.
13 pipe
pressure is
greater than
15 psi.
1402
No Unpowered
Exhaust.
Restricted vents/
chokes.
Calibrate 13T in EAB
remote session. Re-
run self-test. Check
vents/chokes on
bottom of 13CP.
Replace 13CP.
29 Print TESTING
16 LRU.
30 Print Setting
#20=0, #13=MR,
ER=90.
Release
Independent
brake. Bail off
any Emergency
brake. Release
Automatic brake.
Step Test Performed
Reason for
Failure
Resulting Fail
Code
Most Probable
Cause
31 Wait 5 seconds.
Print Setting
BP=AUX=ER.
Cut-in BP.
32 16/BC Charging
Print 16 CHG:
16=74 BC CHG:
BC=72. Set 16
= 74. (Typical
pressures for
test). Wait 10
seconds.
32.1 Verify 16 is in
(71, 77) psi.
(Typical
pressure range).
16 pipe
pressure is
not between
71 and 77 psi.
(Typical
range).
1503
No 16 Charge.
16CP.
Calibrate 16T and
BCT. Re-run self
test. If still bad,
replace 16CP.
Check hoses (if
applied) and
test fitting.
32.2 Verify BC is in
(69, 75) psi.
(Typical
pressure range).
BC is not
between 69
and 75 psi.
(Typical
range).
1600
No BC Charge
Fault on BCCP. BCT
fault
Calibrate 16T and
BCT. Re-run self
test. If still bad,
replace 16CP.
If passed 1503 but
failed 1600, replace
BCCP.
33 16/BC Exhaust
Print 16 EXH:
16=31 BC EXH:
BC=30. Set 16
= 31. (Typical
pressures for
test). Wait 5
seconds.
33.1 Verify 16 is in
(28, 34) psi.
(Typical
pressure range).
16 pipe
pressure is
not between
28 and 34 psi.
(Typical
range).
1504
No 16 Exhaust.
16CP.
Calibrate 16T and
BCT. Re-run self
test. If still bad,
replace 16CP.
Check hoses (if
applied) and
test fitting.
33.2 Verify BC is in
(27, 33) psi.
(Typical
pressure range).
BC is not
between 27
and 33 psi.
(Typical
range).
1601
No BC Exhaust.
Fault on BCCP. BCT
fault.
Check for leakage at
brake cylinders.
Calibrate 16T and
BCT. Re-run Self
Test. If still bad,
replace 16CP.
Check hoses (if
applied) and
manifold. Leak at BC
test fitting, or replace
BCCP.
Step Test Performed
Reason for
Failure
Resulting Fail
Code
Most Probable
Cause
36 BC Backup
Print BC BKUP:
Charging AUX to
~FV. Set BP =
FV
37 BC Backup
Service
Print BC BKUP
SVC: #13=0.
Set no bail off.
Wait 30
seconds, or 120
seconds if 16
self-test is the
first test being
run or is being
run by itself.
38 BC Backup
Service
Print BC BKUP
SVC: BP~=40.
Turn ER valve
off. Reduce BP.
Wait 10
seconds.
39 BC Backup
Service
Print BC BKUP
SVC: Switch to
BC Backup.
(16TV to 16
Vol.). Wait 5
seconds. Verify
BC > 30 psi.
BC is less
than 30 psi.
1506
No Backup BC
DBTV failure.
Leaking type 2 DBI-
MV on BCCP or
BCCP failure.
Replace DBTV.
Ensure that the
system is not in
Dynamic Braking.
Replace BCCP.
Check hoses (if
applied) and
and/or BC test
fittings.
40 16 Exhaust
Print 16 EXH.
Set 16 = 0. Wait
5 seconds, verify
16 < 2.0 psi.
16 pipe
pressure is
greater than 2
psi.
1505
No 16 Exhaust To
Zero.
Calibration off. Calibrate 16T and
BCT. Re-run self-
test.
Replace 16CP.
Step Test Performed
Reason for
Failure
Resulting Fail
Code
Most Probable
Cause
41 BC Backup Bail
Off
Print BC BKUP.
Bail Off. Set 13
= MR, wait 15
seconds. Verify
BC 5 psi. Set
13 = 0. Wait 24-
28 seconds.
BC is greater
than 5 psi.
1507
No Backup BC
Bail-off.
No Back-Up BC Ensure end cocks
are closed, run
13CP self test. If it
passes, replace
DBTV.
42 BCBU
Emergency
(ELV)
Print Draining
Aux <<ELV
setting. Set BP
= ELV set
pressure. Drain
Aux < ELV
setting by
repeatedly
bailing off for 20
to 120 seconds.
43 Print AUX <<
ELV Setting.
Set 13 = 0.
44 Print BC BKUP
EMER. Cut-out
BP, set MVEM
on. Wait 20
seconds. Verify
BC is within 5 psi
of ELV setting.
BC is not
within +/- 5
psi of ELV
setting.
Typical
setting is 62
psi.
1508
ELV Fault.
ELV setting drift or
failure.
Replace 16CP.
45 Print Wait for
VV Reset. Set
MVEM off. Wait
20 seconds.
46 Print TESTING
16/13 LRU
(ERBU).
Step Test Performed
Reason for
Failure
Resulting Fail
Code
Most Probable
Cause
47 ER Backup
Print ERBU:
Setting BP~=0,
BC~=0.
Set BP=0 and
BC=0. Wait 60
seconds.
47.1 Verify BP < 15
psi.
BP is not less
than 15 psi.
1204
No BP Exhaust
Fault on ERCP or
BPCP. BPT fault
Re-run self-test from
beginning.
47.2 Verify BC < 2
psi.
BC is not less
than 2 psi.
1601
No BC Exhaust
Fault on 13CP,
16CP, 20CP or
BCCP. BCT fault
Re-run self-test from
beginning.
48 ERBU
Energized
Print ERBU:
Setting BP=30
via ERBU.
Switch to BC
backup, turn ER
valve off, switch
to ER backup.
Set ER = 30.
Wait 10
seconds.
48.1 Print Expect
BP=30. Verify
BP 25 psi
BP is less
than 25 psi
1509
ERBU Will Not
Energize.
Calibration off. ERBU
will not energize.
Calibrate BPT, BCT,
and 16T in EAB
remote session. If
still bad, replace
13CP.
Replace 16CP
48.2 Print Expect
BC=0. Verify
BC 2 psi.
BC is greater
than 2 psi.
1509
ERBU Will Not
Energize.
Calibration off. ERBU
will not energize.
Calibrate BPT, BCT,
and 16T in EAB
remote session. If
still bad, replace
13CP.
Replace 16CP
49 ERBU De-
energized
Print Remove
ER Backup.
Cut-out BP, End
ER and BC
backup. Wait 10
seconds.
Step Test Performed
Reason for
Failure
Resulting Fail
Code
Most Probable
Cause
49.1 Print Expect
ER=0. Verify
ER 5 psi.
ER is greater
than 5 psi.
1510
ERBU Will Not
De-energize.
ERBU will not de-
energize or leaking/
low brake cylinder
pressure.
Replace 13 CP or
repair brake cylinder
leakage.
Replace 16CP.
49.2 Print Expect
BC>25. Verify
BC 25 psi.
BC is less
than 25 psi.
1510
ERBU Will Not
De-energize.
ERBU Will Not de-
energize or leaking/
low brake cylinder
pressure.
Replace 13 CP or
repair brake cylinder
leakage.
Replace 16CP.
Step Test Performed
Reason for
Failure
Resulting Fail
Code
Most Probable
Cause
The CCB II system allows external monitoring of the systems operational state in real time.
Service/Engineering personnel can access the monitoring system by connecting a laptop com-
puter to the Integrated Processor Module (IPM) or Integrated Hub (IHUB). Once a terminal is
connected, System State changes, input/output changes, faults, penalties, and other valuable
diagnostic messages can be observed under real time circumstances. Many of these
messages are significant in troubleshooting the CCB II system.
The air brake Trace Messages can be accessed from a laptop computer or PC by using a 9 pin
cable connected from the laptops Comm port to the IPMs J2 connection.
When setting up a new file, either in Windows Terminal, ProComm, or some other applicable
program on the laptop, use the following Communication Parameters:
Baud Rate.................. 9600
Data Bits ................... 8
Stop Bits .................... 1
Flow Control............... Xon/Xoff
Parity.......................... None
The following table lists several important trace messages alphabetically and explains their
significance.
11 Usi ng t he CCB I I Di agnost i c " Tr ac e" Messages
CAUTION
The IPM watchdog function is disabled when the 9 pin serial cable
is connected to IPM J2. Do not operate locomotive in this condition.
NOTE
Some systems require that a specified character be entered from
the terminal in order to activate the trace messaging. If necessary,
the user will be prompted as to which character to use.
NOTE
Trace messages are for diagnostic purposes only and are subject to
change. The trace messages listed below are representative of
some of the possible trace messages that may appear. Not all
systems have the same trace messages or format.
TRACE MESSAGES SIGNIFICANCE
*** EPCU/EBV Powerup Detected*** The IPM has detected that a majority of the Line
Replaceable Units (LRUs) on the Electro-Pneumatic
Control Unit (EPCU) have powered up.
***<<< EAB SYSTEM READY TO GO! >>>
***
The brake system has successfully completed
power up tests including the LRU compatibility
check.
<<<FACTORY CODE 2141 <<<<<<<<<<< There are several different factory codes. The
presence of a factory code generally indicates a
problem with Local Operating Network (LON) soft-
ware corruption or improper loading.
Allow recovery from backup actions After ***EPCU/EBV Powerup Detected***, this
message indicates that the EPCU, if it was on
backup, is about to come off of backup (ER, BC,
disable 20, MRT, or BPT backup). Backup modes
caused by faults are latched until the causative
fault(s) have cleared, followed by power cycling the
EPCU (or IPM - however, this message is not dis-
played for an IPM power cycle). This message
should be followed by EAB sent: BACKUP
MODE=NONE.
BPCP EV: PROG ERR 141 This message is a diagnostic event from a LRU.
The first four characters indicate the LRU that repor-
ted the event. This message for example indicates
a message from brake pipe control portion (BPCP).
The PROG ERR and a three-digit code generally
indicate a problem with LON software (either cor-
ruption or improper loading).
BPCP NOT COMPATIBLE with EBV: SYS
CFG 4 !=5
This message type occurs during Powerup if air
brake subsystems have incompatible software
installed in them. In this example, the BPCP is
configured for system 4, but the EBV is configured
for system 5. All LRUs must be configured (i.e.,
loaded) with the same system software to be
compatible. This message can list any combination
of LRUs. The following table lists the current NYAB
system numbers that correspond to the SYS CFG
numbers:
SYS CFG NYAB System Number
4 1516 - GETS/NS field test
5 1521 - GETS/UP field test
6 1522 - Clyde/QR field test
CONTINUED
CFG 4 !=5
7 1525 - GETS/NS
8 1526 - EMD/BNSF
9 1527 - EMD/UP SD90MAC
10 1529 - GETS/UP
11 1539 - GETS/TFM
12 1541 - GETS/BNSF
13 1537 - GETS/QNS&L
14 1530 - GETS/CSX (AC6000 ICON)
15 1547 - GETS/CP
16 1538 - GETS/BHP
17 1545 - Clyde(EMD)/QR
18 1555 - GETS/CSX (AC4400 IPM)
19 1552 - GETS/Ferronorte
20 1559 - EMD/UP
21 1570 - GETS/Ferro Mex
22 1569 - EMD/CP
23 1585 - GETS/CVRD-FCA
24 1585 - FCA
25 1585 - CVRD/DDM
26 1585 - CVRD/Dash 9
27 1585 - CVRD/Dash 9
28 1605 - GETS/QCM
29 1609 - GETS/BC
30 1660 - GETS/Ferronorte/CVRD Carajas
31 1632 - EMD/Spoornet
32 1651 - GETS/CRM
33 1669 - GETS/CSX/AC4400
34 1695 - EMD/CSX
35 1706 - EMD/ALASKA
36 1707 - CHINA - MOR
37 1747 - GETS/QTR
38 1726 - EMD/Pacific National
39 1761 - Siemens MOR (HXD1)
40 1738 - Spoornet OREX Class 9E Electric
41 1739 - Spoornet OREX Class 34-500 Diesel
42 1688 - Spoornet Class 37
43 1804 - Iron Horse/JRW
44 1842 - FMG
45 1687 - Transnet Class 19E Loco
46 1771 - Transnet Class 39 Diesel
CONTINUED
CFG 4 !=5
47 1844 - NS with ECP
48 1864 - GETS/Pacific National
49 1875 - P&L
50 1850 - Spoornet Class 15E
51 1809 - EMD Fire Integration
52 1784 - Qishuyan/GETS
53 1863 - GETS/CRM
54 1865 - GETS/CRM
55 1892 - EMD/Pacific National with ECP
56 1731 - Dalian
57 1712 - EMD/FRA Tech Train
58 1493 - GETS/BNSF
59 1766 - Dalian/EMD-Qishuyan/GETS
60 1921 - EMD/BHP Iron Ore
61 1916 - Siemens EAB
62 1906 - GETS/CP ECP Dual Mode
63 1841 - UP ECP Conversion
64 1890 - ZELC/Siemens 6-axle
65 1895 - Dalian/Bombardier 6-axle
66 1600 - CVRD VALE
67 1928 - EMD/BNSF FIRE
68 1971 - ZELC 6-axle 7200KW
69 1996 - Dalian/Toshiba 7200KW
70 1939 - EMD/Saudi
71 2052 - GETS/CN
72 2058 - Dalian/Toshiba HXD3C
73 1834 - Transnet Class 40
74 2059 - ZELC Passenger
75 2020 - EMD/Indonesia
76 1951 - GETS/Mittal Steel Liberia
77 2079 - GERS/CML DP upgrade
78 2094 - Qishuyan
79 2077 - EMD/SNIM Mauitania
COMPLETED LOOP #1: PASSED (0 errors) This message is posted upon a successful comple-
tion of one pass through self test.
EAB IPM software <<1522 QR, version 11/
14/1997>>
Indicates the version of electronic air brake (EAB)
software in the IPM (identified by NYAB four digit
project number and date code.
EAB sent : BACKUP MODE = NONE or
BACKUP MODE:NONE
Indicates that the brake system is in normal mode
(no backup modes are engaged).
EAB sent : BACKUP MODE = ER & BC or
BACKUP MODE:BC,ER
Indicates that the listed backup modes have been
engaged. In this example, ER and BC backup
modes have been engaged.
EAB STANDBY COMPLETE Following IPM power up, this message indicates
that the brake system has completed power up tests
and is starting to process brake commands.
EAB SUBSYSTEMS COMPATIBLE Indicates that the seven programmed LRUs of the
brake system (16CP, ERCP, BPCP, 20CP, 13CP,
EBV, and IPM) have compatible software loaded in
them.
Emergency ABLE to recover Indicates that all conditions that would prevent
emergency recovery actions have expired.
Emergency RESET or
EMERGENCY:RESET
Indicates that the brake system is no longer in
emergency status.
EMV asserted The emergency magnet valve (EMV) has been
activated. This should cause an emergency brake
application.
Note: Not displayed if in DP mode.
EMV negated The emergency magnet valve (EMV) has been de-
activated.
Note: Not displayed if in DP mode.
ES asserted/negated
Indicates that the brake system is requesting emer-
gency sanding or that the sand request has ended,
respectively.
Illegal or Bad Char Received on Aux I/F: 0xff
Occurs when a keystrike is performed on the moni-
tor terminal. This has no effect on the system.
IPM=11/13/1997,LONmin=11/04/
1997,LONmax=11/14/1997
This message identifies the system software by
date codes. IPM indicates the IPM software date
code. LONMIN indicates the date code of the old-
est LRU software among the other six programma-
ble LRUs. LONMAX indicates the date code of the
most recent LRU software among the other six pro-
grammable LRUs.
IPM NOT COMPATIBLE with 20CP: VER 12/
05/1998 < 02/14/1999
This message type occurs during power up if air
brake subsystems have incompatible software
installed in them. In this example, the IPM is loaded
with software dated 12//05/1998, but 20CP requires
the IPM to have software dated 02/14/1999 or
newer. All LRUs must be compatible with all other
LRUs for the system to operate. This message can
list any combination of LRUs.
LonTalk network DIED
Indicates that the IPM has not received any LON
messages from the EPCU/EBV for a period of 1.5
seconds.
LonTalk network RESURRECTED
Indicates that LON communication has been
restored between the IPM and EPCU/EBV following
a loss of communication.
LOW BP asserted/negated
Indicates asserted when brake pipe pressure is
less than the low BP threshold and negated when
brake pipe pressure exceeds high BP threshold.
Some systems use this to activate power knock-
down on the locomotive. Thresholds are system
specific (typically 25-35 psi).
Module override = NONE
Module override occurs when the IPM takes control
of EPCU mounted magnets and solenoids directly,
as in self test. This message indicates that no over-
ride is active.
Not yet enforcing NEW PENALTY
Indicates that the IPM has commanded the EPCU
to apply penalty brakes, but the EPCU has
responded that it is not yet applying them. This typ-
ically occurs for suppressible penalties when the
suppression conditions are met.
Operating Mode = Lead Freight Cut-In or
Operating Mode:Flim---
Indicates that the brake system has changed to the
indicated operating mode.
Posted emergency crew message
Indicates that the brake system has sent a crew
message to the locomotive computer. The
message should be displayed on the operator
screens.
POWERUP: 16CP or
Powered Up: 16CP
Indicates that the IPM has detected that the indi-
cated LRU has done an individual power up. This
should not occur under normal operation.
Req MODULE ID
During power up, this message indicates that the
IPM is querying the LON to see which LRUs are
present on the network.
Req PROGRAM ID
IPM is checking the program ID of each LRU pres-
ent to insure compatibility. The program ID is the
four digit project number that generally identifies the
railroad for which the system was built.
Req PROGRAM REV
IPM is checking to ensure that each LRU has the
proper revision level of software by date code.
SELF-TEST STARTED
Indicates that the system is running self test.
Software Part Number: 100-9999-D01 Indicates the GE part number for the IPM software.
The last three digits are the GE IPM software revi-
sion.
Start of NEW EMERGENCY or
Emergency:Trainline
Indicates that the brake system has gone to emer-
gency status. Emergency brake cylinder will apply
and brake pipe will be vented. The second mes-
sage type also identifies the source of the emer-
gency (crew, operator, or trainline).
System: 1552 GETS/Fn. Ver:IPM/EAB=11/
02/1998
Indicates the identity of the air brake portion of IPM
software by four digit project code and date code.
TESTING ER LRU
This message is posted during execution of self test
to identify which of the LRUs is under test.
VA asserted/negated
Indicates asserted when the brake system is
requesting that the locomotive alarm (TL2) be rung
and indicates negated when the request ends.
VERSION CHECKSUM = 0x1bf86b0
Indicates the checksum of the IPM software.
12.1 Periodic Maintenance
The CCB II Brake system requires little periodic maintenance. To keep the system perfor-
ming optimally, the following periodic maintenance requirements must be performed. For
Unscheduled Maintenance see Section 12-2.
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 12-1).
2. An EAB System Functional Test may be performed at the discretion of the railroad (See
Appendix A). Alternatively, the EAB Self Test may be performed to check System
health. (Refer to Chapter 10).
ANNUAL MAINTENANCE
Remove and replace MR, brake pipe (BP), 13 pipe and 20 pipe filters (see section 12-1-1).
Run EAB System Functional Test (see Appendix A).
FIVE YEAR MAINTENANCE (or as Required by regulatory agency)
All pneumatic components must be overhauled. NYAB also recommends overhaul of the
EBV for maximum reliability. For spare parts, contact New York Air Brake at 1-888-TEN-
NYAB (836-6922).
12.1.1 MR, BP, 13 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)
12 Mai nt ai ni ng t he CCB I I Br ake Syst em
12.1.2 Disassembly (See Figure 12-1)
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 (22). 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. While using a socket wrench with a 12" extension and 7/8" socket to hold on to
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, 13, and 20 FILTER ASSEMBLIES:
1. Remove hex head cap screws from BP filter housing (15) and 13 and 20 filter housings
(17). Remove BP, 13, and 20 filter assemblies from manifold (22).
2. Remove and discard filter elements (18), spring (20), screen (21), and ring gaskets
(19) from filter housings (15 and 17).
NOTE
If the BP Filter Housing (15) is the newer (larger) model which is
represented by the dashed lines in Fig. 12-1, it requires shorter
capscrews (14) than those used on the 13 and 20 filter housings
(17). These shorter screws (14) should also be removed in step 1.
3. Unscrew filter retainer (24). Remove and discard filter element (23) and O-ring (25)
from filter housing (15).
12.1.3 Cleaning, Inspecting, and Repairing (See Figure 12-1)
1. To order replacement parts, refer to the NYAB applicable Parts Catalog. For BP, MR,
13 and 20 pipe filter replacement, use kit P/N789764 for EPCU part numbers 786605,
786692, 788847, 788971, 789506, 789507, 789514, and 789976, otherwise use filter
replacement kit P/N 777047.
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).
3. Blow all parts dry using clean, dry, low pressure compressed air.
NOTE
In addition to the parts previously described in filter housings (17),
the newer (larger) model BP Filter housing (15), which is
represented by the dashed lines in Fig. 12-1, also contains a filter
element (23), filter retainer (24), and O-ring (25). If newer model
BP filter is in use, go to step 3.
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.
CAUTION
Danger of personal injury exists. When using compressed air, be
sure to:
Wear eye protection.
Do not exceed 30 psi.
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.
12.1.4 Lubrication and Assembly (See Figure 12-1)
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.
13 and 20 FILTER ASSEMBLIES:
1. Apply Dow Corning #4 Lubricant to new ring gaskets (19) and to end and ID of both
ends of new filter elements (18). Insert ring gaskets (19) and filter elements (18) into
housing (17).
2. Fasten 13 and 20 filter assemblies (17) to manifold (22) using longer (4") hex head
cap screws (16). Tighten longer (4") hex head cap screws (16) to 55 2 ft lb (dry
torque).
BP FILTER ASSEMBLY:
1. If newer (larger) filter housing (15) was disassembled, apply a thin film of Dow
Corning #4 Lubricant to IDs and ends of new filter element (23) before inserting it
into housing (15). Apply loctite 565 to threads of filter retainer (24) and screw it into
housing (15) so that it is flush or below the surface of housing (15).
2. Apply a thin layer of Dow Corning #4 Lubricant to new ring gasket (19) and new O-
ring (25). Insert ring gasket (19), O-ring (25), new spring (20), and new filter screen
(21) into housing (15).
3. Fasten BP filter assembly (15, 19, 20 and 21) to manifold (22) using shorter (3-1/2")
hex head cap screws (14). Tighten shorter (3-1/2") hex head cap screws (14) to 55
2 ft. lbs. (dry torque).
MR FILTER ASSEMBLY:
1. If manual drain valve assembly 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 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).
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 (22) using hex nuts (13). Tighten
hex nuts (13) to 55 2 ft lb (dry torque).
CAUTION
Hex Head Cap Screws (14) used on the BP Filter are shorter
(3-1/2") than used on the 13 and 20 Filter Assemblies (4"). Do not
use the Hex Head Cap Screws (16) from the 13 and 20 Filter
Assemblies on the BP Filter. Failure to follow this caution will result
in permanent damage to the manifold assembly.
FIGURE 12-1 CCB II Filter Assemblies
12.2 UNSCHEDULED MAINTENANCE (REPAIRS)
The CCB II 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.
12.2.1 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 60 ft lb.
12.2.2 Removal and Installation
Ensure that all pressure is removed from the electro-pneumatic control unit (EPCU) before
removing valves.
[See System Pipe Diagram (P/D)]
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 Independent Application and Release (IA&R) pipe end cock.
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 12-2, item 1).
WARNING
Before performing any maintenance on brake system, all electrical
power and air pressures must be removed from each unit.
FRONT SIDE OF EPCU (See Figure #12-2)
1. MR Filter Assembly, (Item 8), Qty. 1
a. Removal
(1) Remove two hex nuts (7). Remove MR Filter Assembly (8).
(2) Remove and discard two ring gaskets (9) from MR Filter Assembly (8).
b. Installation
(1) MR Filter Assembly (8) should not be installed if filter housings (11) need to be
removed.
(2) Ensure that two new ring gaskets (9) are properly in place.
(3) Install MR Filter Assembly (8) to manifold (1) using two hex nuts (7). Tighten
nuts (7) to 55 2 ft lb (dry torque).
2. BP, 13, and 20 Filter housings, (Item 11), Qty. 3
a. Removal
(1) MR Filter Assembly (8) must be removed first to gain access to filter housings
(11) (refer to step 1).
(2) Remove hex head cap screws (10) from BP, 13, and 20 filter housings (11).
Remove BP, 13, and 20 filter assemblies (11) from manifold assembly (1).
CAUTION
IA&R pipe brake 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.
(3) Remove and discard ring gaskets (13) from filter housings (11).
(4) Remove and discard filter elements (12), screen (20), and spring (19) from
filter housings (11).
b. Installation
13 and 20 FILTER ASSEMBLIES:
(1) Apply Dow Corning #4 Lubricant to end and ID of both ends of new filter
elements (12). Insert ring gaskets (13) and filter elements (12) into housing
(11).
(2) Fasten 13 and 20 filter assemblies (11, 12 & 13) to manifold (1) using longer
(4") hex head cap screws (10). Tighten longer (4") hex head cap screws (10)
to 55 2 ft lb (dry torque).
BP FILTER ASSEMBLY:
(1) Insert new ring gasket (13), new spring (19), and new filter screen (20) into
housing (15). If applicable, insert additional parts into housing (15) (see
12.1.1).
(2) Fasten BP filter assembly [11 thru 19 (and 15 if newer model)] to manifold (1)
using shorter (3-1/2") hex head cap screws (14). Tighten shorter (3-1/2") hex
head cap screws (14) to 55 2 ft lb (dry torque).
NOTE
Newer model BP Filter blocks are larger than the earlier models and
contain additonal parts. If working on the newer style BP Filter, refer
to Section 12.1.2.
CAUTION
Hex Head Cap Screws (14) used on the larger BP Filter are
shorter (3-1/2") than used on the 13 and 20 Filter Assemblies (4").
Do not use the Hex Head Cap Screws (10) from the 13 and 20 Filter
Assemblies on the BP Filter. Failure to follow this caution will result
in permanent damage to the manifold assembly.
3. BP Control Portion (BPCP), (Item 21), Qty. 1
a. Removal
(1) Disconnect cable assembly connector (35) from BPCP (21).
(2) Remove three hex nuts (7). Remove BPCP (21) from manifold (1).
(3) Remove and inspect gasket (22). Discard gasket (22) if any tears, creases,
abrasions, etc. are present.
b. Installation
(1) Ensure that gasket (22) is properly in place.
(2) Install BPCP (21) to manifold (1) using three hex nuts (7). Tighten nuts (7) to
55 2 ft lb (dry torque).
(3) Connect cable assembly connector (35) to BPCP (21).
4. ER Control Portion (ERCP), (Item 25), Qty. 1
a. Removal
(1) Disconnect cable assembly connector (35) from ERCP (25) and BPCP (21).
(2) Remove three hex nuts (7). Remove ERCP (25) from manifold (1).
b. Installation
(2) Install ERCP (25) to manifold (1) using three hex nuts (7). Tighten nuts (7) to
(3) Connect cable assembly connector (35) to ERCP (25) and BPCP (21).
5. DB Triple Valve (DBTV) Portion, (Item 28), Qty. 1
a. Removal
(1) Disconnect cable assembly connector (35) from ERCP (25) and 16CP (32).
Disconnect DBI cable connector (36) from magnet valve located on top of
DBTV Portion (28).
(2) Remove two hex nuts (7). Remove DBTV CP (28) from manifold (1).
b. Installation
(2) Install DBTV (28) to manifold (1) using two hex nuts (7). Tighten nuts (7) to 55
2 ft lb (dry torque).
(3) Connect DBI cable connector (36) to magnet valve located on top of DBTV
Portion (28). Connect cable assembly connector (35) to ERCP (25) and 16CP
(32).
6. 20 Control Portion (20CP), (Item 23), Qty. 1
a. Removal
(1) Disconnect cable assembly connector (35) from 20CP (23) and BPCP (21).
(2) Remove three hex nuts (7). Remove 20CP (23) from manifold (1).
b. Installation
(2) Install 20CP (23) to manifold (1) using three hex nuts (7). Tighten nuts (7) to
(3) Connect cable assembly connector (35) to 20CP (23) and BPCP (21).
7. Brake Cylinder Control Portion (BCCP), (Item 26), Qty. 1
a. Removal
(1) Disconnect cable assembly connector (35) from 20CP (23) and 13CP (30).
(2) Remove two hex nuts (7). Remove BCCP (26) from manifold (1).
b. Installation
(2) Install BCCP (26) to manifold (1) using two hex nuts (7). Tighten nuts (7) to 55
2 ft lb (dry torque).
(3) Connect cable assembly connector (35) to 20CP (23) and 13CP (30).
8. 13 Control Portion (13CP), (Item 30), Qty. 1
a. Removal
(1) Disconnect cable assembly connector (35) from 13CP (30) and PSJB (34) port
J103.
(2) Disconnect DBI cable (36) from 13CP (30).
(3) Remove three hex nuts (7). Remove 13CP (30) from manifold (1).
b. Installation
(2) Install 13CP (30) to manifold (1) using three hex nuts (7). Tighten nuts (7) to
(3) Connect cable assembly connector (35) to 13CP (30) and PSJB (34) port
J103.
(4) Connect DBI cable (36) to 13CP (30).
9. Power Supply Junction Box (PSJB), (Item 34), Qty. 1
a. Removal
(1) Disconnect cable assembly connector (35) and any other electrical connectors
that are affixed to PSJB (34).
(2) Remove four elastic stop nuts (33) and washers (3). Remove PSJB (34) from
manifold (1). Discard elastic stop nuts (33).
(3) Inspect thermal gasket that is located between the back of the PSJB and the
manifold (1). Discard thermal gasket if any tears, creases, abrasions, etc. are
present.
b. Installation
(1) Ensure that thermal gasket is properly in place.
(2) Install PSJB (34) to manifold (1) using four new elastic stop nuts (33) and
washers (3). Torque until first sign of waterseal gasket distortion (1/16" Max.
allowable distortion).
(3) Connect cable assembly connector (35) and any other electrical connectors
that were affixed to PSJB (34), to PSJB (34).
12.3 TESTING
Open the cut-off cock to restore main reservoir air connection to the EPCU. Listen and feel
for evidence of leaks around any LRU that was serviced/replaced.
Run a single self-test on any Control Portion, DB Triple Valve Portion, or Electronic Brake
Valve that was previously replaced (refer to Chapter 10 for self-test instructions).
NOTE
Removal of components on back of EPCU is not necessary for
periodic maintenance and is not recommended unless they are
malfunctioning.
KEY FOR FIGURE 12-2
1. Manifold Assembly
2. Hex Head Cap Screw
3. Washer
4. Mounting Bracket (RH)
5. Mounting Bracket (LH)
6. Lock Washer
7. Hex Nut
8. MR Filter Assembly
9. Ring Gasket
11. Filter Housing
12. Filter Element
13. Ring Gasket
15. BP Filter Assembly
16. Filter Element
17. Filter Retainer
18. O-Ring
19. Spring
20. Filter Screen
21. BP Control Portion
22. Gasket
23. 20 Control Portion
24. Gasket
25. ER Control Portion
26. BC Control Portion
27. Gasket
28. DBTV Portion
29. Gasket
31. Gasket
33. Elastic Stop Nut
34. Power Supply Junction Box Assembly
35. EPCU Cable Assembly
36. DBI Cable
FIGURE 12-2 CCB II Electro-Pneumatic Control Unit (Front) (Typical)
12.4 RETURN MATERIAL AUTHORIZATION PROCESS
All material returned from the field to New York Air Brake (NYAB)/Knorr must have a Return
Material Authorization (RMA) number. A NYAB/Knorr representative will provide the RMA
number. To receive a RMA number and to get additional information regarding the RMA
process, call:
NYAB/KNORR (315) 786-5494 Phone
Watertown, New York (315) 786-5665 Fax
APPENDIX A
EAB SYSTEM FUNCTIONAL TEST AAR GENERIC (NORTH AMERICAN ONLY)
EAB SYSTEM FUNCTIONAL TEST (92 Day and Annual)
A. Test Equipment Required:
1. Filtered shop air pressure of 120 psi, minimum (if the locomotive is not running).
2. Single Car Test Device.
3. Wheel chocks.
B. Preliminary Set Up Of the System:
1. Propulsion must be cut-out.
2. Set the hand brake and chock the locomotives wheels.
3. Check to see that the compressor governor has been adjusted to OEM specifica-
tions or as specified by the railroad and adjust if necessary.
4. 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).
5. Where the main engine cannot be operated during the tests, filtered shop line pres-
sure of not less than 120 psi should be used.
6. Check all LON cables to ensure that they are all tight and completely connected to
the CCB.
7. Main Reservoir Cut-Out Cock Open.
8. Dead Engine Cut-Out Cock Closed.
9. All Cocks at both ends of Brake Pipe, Actuating Pipe and Independent Application
and Release Pipe Closed.
10. Brake Cylinder Cut-Out Cocks Open.
11. All Main Reservoir Drain Cocks Closed.
12. Ensure that the exhaust port(s) of the vent valve(s) are not plugged.
13 Appendi x es
13. The main reservoir safety valve setting should be checked according to OEM or the
individual railroads requirements.
14. EBV Automatic handle - H.O. position.
15. EBV Independent handle - Release position.
16. EAB and DP circuit breakers - ON position.
17. Locomotive set for Lead - Cut In.
18. Locomotive in Isolate.
19. Reverser Handle on Center.
20. With MR pressurized, open the MR Filter drain cock and remove any moisture from
the MR Filter then close the MR Filter drain cock.
C. SELF TEST:
1. Perform Self Test (see Chapter 10).
2. Note that there are no faults at the end of self test.
EBV AUTOMATIC HANDLE OPERATION:
1. Move the Automatic Handle to Release and note that ER gage charges, brake pipe
charges to +0/-1 psi of ER gage, and brake cylinder gage reduces to 0 psi.
2. Wait two minutes for the 435 cu. in. Aux. Res. on the CCB manifold to charge
completely.
3. SERVICE BRAKE APPLICATION AND RELEASE:
a. Place the Automatic Brake handle into the MIN (Minimum Service Brake)
position detent and note that ER and BP reduce and that BC charges.
b. Continue to move the Automatic Brake handle toward the FULL SERV posi-
tion in 3-5 psi step reductions of ER pausing at each step. Note that BP pres-
sure follows ER and that a corresponding increase in BC pressure also
occurs.
c. When the handle has reached the FULL SERVICE detent, note that Full Ser-
vice pressures have been attained.
4. SUPPRESSION:
a. Move Automatic Brake handle to SUPPRESSION position and note that all
pressures remain from previous step c.
5. RELEASE:
a. Slowly move the Automatic Brake handle to RELEASE and note that BP
does not increase and BC does not reduce until the handle has been placed
into RELEASE position.
b. With the handle in RELEASE note that ER is charged, BP is within 1 psi of
ER and BC has reduced to 0 psi.
c. Allow 30 seconds in RELEASE.
6. HANDLE OFF OPERATION:
a. Place the Automatic Brake handle into the HANDLE OFF position and note:
1) ER reduces at a service rate to 0 psi.
2) Brake Pipe Gage reduces with ER pressure to less than 13 psi.
3) BC initially charges to 62 +/- 2 psi when BP gage pressure is greater
than 20 psi. When BP pressure reduces to less than 20 psi, BC charges
to 75 to 79 psi.
b. Place the Automatic Brake handle to RELEASE and recharge system for 1
minute.
7. EMERGENCY BRAKE OPERATION:
a. Place the Automatic Brake handle swiftly and directly into the EMERGENCY
position and note:
1) Brake Pipe Gage rapidly reduces to 0 psi.
2) ER reduces at a slower rate to 0 psi.
3) BC increases to 75 to 79 psi.
4) Emergency crew message is displayed on operator screen.
b. Allow 60 seconds for emergency condition to reset. Move handle to
RELEASE and note that ER and BP charge and BC reduces to 0 psi.
Allow system to charge for 30 seconds.
EBV INDEPENDENT HANDLE OPERATION:
1. Move the Independent handle towards MAXIMUM in steps and note that BC increa-
ses in steps.
2. With the Independent handle in the MAX position, note that the maximum Inde-
pendent BC pressure is attained.
3. Move the Independent handle towards RELEASE in steps and note that BC redu-
ces in steps.
4. In RELEASE position note that BC is zero.
5. Install a test gage to TP-20 located on the 20 LRU.
6. Move the Independent handle to MAXIMUM and note that BC charges from 0 to 50
psi in 2 to 3 seconds.
7. Move the Independent handle to RELEASE and note that BC reduces from 70 to 5
psi in 3 to 5 seconds and continues to 0 psi.
8. Remove the test gage from TP-20.
QUICK RELEASE OF AUTOMATIC BRAKE:
1. Move the Automatic Brake handle to reduce ER to approximately 80 psi and note
that BC applies.
2. Activate the Bail function of the Independent Brake Handle and note BC reduces to
0 psi.
3. Release the Bail function of the Independent Handle.
4. Move Automatic Brake handle to FULL SERVICE and note BC reapplies.
QUICK RELEASE AND APPLICATION OF EMERGENCY BRAKE:
1. Place the Automatic Brake handle to EMERGENCY and note BP reduces to 0 psi
and BC increases to approximately 60 to 78 psi.
2. Activate the Bail function of the Independent Brake handle and note BC reduces to
0 psi.
3. Release Bail function and note BC reapplies to approximately 60 to 78 psi.
4. Place both EBV handles to the RELEASE position and charge for one minute.
DYNAMIC BRAKE BAIL (For units so equipped with Dynamic Brake Interlock):
1. Place the Automatic handle to the Service zone and reduce ER approximately 10 to
12 psi applying Brake Cylinder.
2. Place the Throttle handle to the Dynamic Brake 1 Position and note that Brake
Cylinder reduces to 0 psi. Place the throttle handle in IDLE. Brakes will re-apply
on DBI type 1 systems. Brakes will NOT re-apply on type 2 systems.
3. Place EBV Automatic handle to Release position and charge the system.
ALERTER PENALTY BRAKE:
1. Place both EBV handles to the Release position, if not already there.
2. Wait for the Alerter to count down and note that the CCB goes into a penalty brake
application.
3. Verify crew message on the display.
4. Place EBV Automatic handle to Suppression position and reset the penalty brake.
5. Place Automatic handle to Release position and charge the system.
CAB SIGNAL PENALTY BRAKE (For units so equipped):
1. Open the Cab Signal circuit breaker.
2. Cut in the Cab signal and note the CCB goes into a penalty brake.
3. Cut out the Cab signal, close the Cab signal circuit breaker and reset the penalty
brake.
POWER LOSS PENALTY BRAKE:
1. Connect an external pressure hose to the actuating pipe, but do not open the end
cock.
2. Connect a gage to TP-BC located on the 16 LRU.
3. Open the AB circuit breaker and note the CCB goes into penalty brake.
4. Back up brake of 60 to 68 psi should be applied to the brake cylinders (check TP-
BC for pressure).
5. Open the end cock at actuating pipe and note that the brakes bail off.
6. Remove the external pressure hose from actuating pipe, close the end cock, and
then remove the test gage from TP-BC.
7. Close the AB circuit breaker and reset the penalty brake.
BRAKE PIPE FLOW TEST:
1. In Release, set feed valve pressure for 90 psi.
2. Flow setting is accessed through the Remote Session in the air brake setup.
3. With both EBV handles in Release, let the system charge for a minimum of three
minutes.
4. Install a certified calibrated flow orifice per FRA requirements.
5. Place the Independent Brake Handle to the Full Apply position.
6. Slowly open the Brake Pipe end cock to the full open position noting that pressure is
being discharged through the flow orifice.
7. Adjust Equalizing Reservoir pressure to maintain 90 psi Brake Pipe pressure on the
display.
8. Adjust the air flow reading on the display screen to read 60 CFM (+/- 1 CFM) with
Main Reservoir pressure at 130 psi (the reading should be taken when MR pressure
is increasing).
9. Allow the compressor to complete 3 additional consecutive cycles and verify that
flow is still +/- 1 CFM.
10. Record the pressure differential displayed by the brake system on the Remote Ses-
sion screen access in the air brake setup.
11. After all tests are completed, verify the flow again. To obtain the 130 psi MR pres-
sure you need to force the compressor to load by removing the Salem test fitting at
the CGS.
12. Close the end cock and remove the test fitting.
BACK UP BRAKE OPERATION:
1. Connect a single car test device (set for 90 psi) to the brake pipe end hose.
2. Open the AB circuit breaker reducing pressure to 0 psi (Brake Cylinder will charge
to ELV setting).
3. BACK UP BAIL OFF (for units so equipped)
a. Turn Locomotive Control (trainline) switch/breaker OFF.
b. Activate the Bail function and note Brake Cylinder Reservoir Gage does not
reduce to 0 psi.
c. Turn Locomotive Control (trainline) switch/breaker ON, activate the Bail
function and note Brake Cylinder Reservoir Gage reduces to 0 psi.
d. Release the bail function and note BC recharges.
4. Open the brake pipe end cock, place the Single Car Test device to Position No. 1
and charge Brake Pipe to 90 psi. Wait two minutes for the external 435 cu. in. reser-
voir located on the CCB manifold to charge.
5. Note BC reduces to 0 psi.
6. Move device handle to Position No. 5, reduce Brake Pipe to Full Service pressure,
then move device handle to Position No. 3. Note Brake Cylinder charges to 58-68
psi.
7. Move device handle to Position No. 1 and charge Brake Pipe, noting Brake Cylinder
reduces to 0 psi.
DEAD ENGINE:
1. Turn OFF the locomotive and/or remove the MR pressure source, isolate the main
reservoirs, then drain all pressure from main reservoir.
2. Cut IN the Dead Engine cut-out cock located on the ER-LRU and commence char-
ging MR.
3. Note MR charges slowly to regulator setting (+4/-2 psi), depending on railroad.
4. Move device handle to Position No. 5, reduce Brake Pipe to Full Service pressure,
then move device handle to Position No. 3. Note Brake Cylinder charges.
5. Move device handle to Position No. 5 and reduce Brake Pipe to 0 psi, open the
main reservoir drain cocks and vent the system to 0 psi.
6. End of test.
FIREMANS VALVE:
For locomotives equipped with a Firemans Valve, this test checks that the Firemans
Valve switch circuit to the CCB is functioning properly:
1. Place Automatic handle in Release and allow system to charge: ER/BP = 90 PSI.
2. Open the Firemans Valve and note:
a. BP reduces to 0 immediately
b. PCS opens immediately.
c. Crew Message reads "Firemans Valve Emergency" or "Emergency Brake
Valve Emergency" based on user requirements.
3. Close the Firemans Valve and after emergency timer has expired, recover the
brake system.
NOTE
If Crew Message does not read "Firemans Valve Emergency" or
"Emergency Brake Valve Emergency" then the Firemans Valve
switch input circuit is not properly connected and requires repair.
APPENDIX B
CREW MESSAGE GLOSSARY
The following table is intended to familiarize the user with the Crew messages associated with
the CCBII EAB (Electronic Air Brake) System.
CREW MESSAGE DESCRIPTION
AIR BRAKE FAULT, The brake system has detected a maintenance problem using its self
diagnostics. There will be a three-digit failure code at the end of the
crew message. Refer to Chapter 6 for corrective action.
AIR BRAKE IS POWERING ON, The brake system is undergoing boot-up processes. The system
takes approximately one minute to boot up if the IPM/IHUB has been
power cycled.
ALERTER PENALTY, A penalty brake application has been made by the brake system
because the crew failed to satisfy the crew alertness system.
ATP BRAKING IN EFFECT, The Automatic Train Protection (ATP) system has overridden control
of the brake system and applied brakes.
ATP PENALTY, The Automatic Train Protection (ATP) system has applied a penalty
brake application because the crew did not meet required speed
conditions.
AUTO CAN'T RELEASE-SET
AB OFF-XXX,
An air brake maintenance problem exists, so the automatic brake
cannot be released. Shut the air brake circuit breaker OFF. Set the
locomotive in trail position behind another leading locomotive. The
XXX will be a three-digit failure code. Note this code and report it
to maintenance personnel.
AUTO CAN'T RELEASE-SET
TRAIL-XXX,
An air brake maintenance problem exists, so the automatic brake
cannot be released while in lead mode. Set the locomotive to trail
and use behind another leading locomotive. It is not necessary to
shut off the air brake circuit breaker. The XXX will be a three-digit
failure code. Note this code and report it to maintenance personnel.
AUTOMATIC BRAKE
EMERGENCY,
An engineer-initiated emergency (made by moving the automatic
brake handle to emergency) is in effect.
AUTOMATIC HANDLE IS IN
EMERGENCY,
This is an advisory message, posted on trailing units if the automatic
brake handle is in the EMERGENCY position.
BACK UP BC-NOTE-XXX, The brake system has had a partial computer failure but it may be
operated in lead using its back-up pneumatic system. The
changeover to backup is automatic. The XXX will be a three-digit
BACKUP MODE ENGAGED-
XXX,
The brake system has had a partial computer failure but it may be
changeover to backup is automatic. The XXX will be a three-digit
BACKUP MODE ENGAGED-
REDUCED IND BRAKES-XXX,
changeover to backup is automatic. Maximum independent braking
is reduced from 72 psi to 45 psi while in this backup mode. The
BACKUP MODE-NO BAIL-XXX, The brake system has had a partial computer failure but it may be
changeover to backup is automatic. No bail-off capability is available
in this mode. The XXX will be a three-digit failure code. Note this
code and report it to maintenance personnel.
BACKUP MODE-NO BC GAGE-
XXX,
changeover to backup is automatic. No brake cylinder pressure
indication (on screen) is available in this mode. The XXX will be a
three-digit failure code. Note this code and report it to maintenance
personnel.
BACKUP MODE-REDUCED
IND BRK, NO BAIL-XXX,
is reduced from 72 psi to 45 psi while in this backup mode. Also, no
bail-off of automatic brakes is possible. The XXX will be a three-
digit failure code. Note this code and report it to maintenance
personnel.
BACKUP MODE-REDUCED
IND BRK, NO BC GAGE-XXX,
is reduced from 72 psi to 45 psi while in this backup mode. Also, no
brake cylinder pressure indication (on screen) is available. The
CAB SIGNAL PENALTY, The Cab Signal system has applied a penalty brake application
because the crew did not meet required speed/block conditions.
CONSIST CONTINUOUS BAIL-
SET AB OFF-XXX,
An air brake failure has occurred which causes the actuating (bail)
pipe to be continuously pressurized, thereby bailing off automatic
brakes. Open the air brake circuit breaker and use the unit in trail
behind another leading unit. The XXX will be a three-digit failure
code. Note this code and report it to maintenance personnel.
DISTRIBUTED POWER
EMERGENCY,
An emergency brake application has been applied while in
distributed power mode.
DISTRIBUTED POWER
PENALTY,
A penalty brake application has been applied while in distributed
power mode.
EMERGENCY BRAKE VALVE
EMERGENCY,
A crew-initiated emergency (made by activating the crew/firemans
valve) is in effect.
EMERGENCY SOURCE STILL
PRESENT,
The emergency brake application cannot be released because the
condition which caused it is still active (e.g. distributed power).
FAULT PENALTY, A maintenance problem has been found by the air brake system self
diagnostics. A penalty brake application has been applied to safely
stop the train.
FIREMAN EMERGENCY, A crew-initiated emergency (made by activating the crew/firemans
valve) is in effect.
HANDLE MUST BE IN
EMERGENCY TO RECOVER,
The automatic brake handle must be moved to the EMERGENCY
position before the emergency brake application can be released.
HANDLE MUST BE IN
SUPPRESSION TO RECOVER,
The automatic brake handle must be moved to the SUPP position
before the penalty brake application can be released.
ILC TIME-OUT PENALTY, The brake system has applied a penalty brake application due to
loss of communication with the Integrated Locomotive Computer
(ILC). Check to insure that the ILC is powered on.
INCOMPATIBLE EAB
SUBSYSTEMS,
One or more LRU(s) have been installed on the brake system, which
have incompatible software with the rest of the system.
IND FULL OR REL ONLY-SET
TRAIL-XXX,
The Electronic Brake Valve (EBV) or controller has a mechanical
problem. The independent brakes can only be fully applied or fully
released. The XXX will be a three-digit failure code. Note this code
and report it to maintenance personnel.
KEEP HANDLE IN
EMERGENCY,
The automatic handle must be kept in the EMERGENCY position
while the emergency source resets.
KEEP HANDLE IN
EMERGENCY FOR XX
SECONDS,
The brake system is enforcing the minimum emergency brake
application timing (usually 60 seconds). The automatic brake handle
must be kept in the EMERGENCY position during this time in order
for the emergency brake application to be reset.
KEEP HANDLE IN
SUPPRESSION FOR XX
SECONDS,
The brake system is enforcing the minimum penalty brake
application timing (usually 8 - 10 seconds). The automatic brake
handle must be kept in the SUPP position during this time in order
for the penalty brake application to be reset.
MOVE HANDLE TO
SUPPRESSION,
The operator must move the automatic brake handle to the SUPP
position in order to recover from a penalty brake application.
NO BC GAGE-NOTE-XXX, The brake system has had a partial computer failure but it may be
changeover to backup is automatic. No brake cylinder pressure
indication (on screen) is available. The XXX will be a three-digit
NO BP CUT OFF-SET TRAIL-
XXX,
An air brake failure has occurred which prevents brake pipe cut-out
(an emergency brake application cannot be assured). Set the unit in
trail behind another leading locomotive. Do not open the air brake
circuit breaker. The XXX will be a three-digit failure code. Note this
code and report it to maintenance personnel.
NO BRAKE ON TRAIL UNITS-
SET TRAIL-XXX,
An air brake failure has occurred which prevents pressurization of
the brake cylinder equalizing pipe (Universal/Single Pipe Systems
Only). Set the unit in trail behind another leading loco. Do not open
the air brake circuit breaker. The XXX will be a three-digit failure
code. Note this code and report it to maintenance personnel.
NO CONSIST BAIL-SET TRAIL-
XXX,
the actuating pipe. Set the unit in trail behind another leading
locomotive. Do not open the air brake circuit breaker. The XXX will
be a three-digit failure code. Note this code and report it to
maintenance personnel.
NO FLOW GAGE-NOTE-XXX, The flow indication (on-screen) is inoperative due to a transducer
failure. The locomotive may be used with no flow gauge at the
operators discretion. The XXX will be a three-digit failure code.
Note this code and report it to maintenance personnel.
NO IND BRK ON TRAIL UNITS-
SET TRAIL-XXX,
the Independent Application and Release (IA&R) pipe. Set the unit
in trail behind another leading loco. Do not open the air brake circuit
breaker. The XXX will be a three-digit failure code. Note this code
and report it to maintenance personnel.
NON-SUPPRESSIBLE
PENALTY,
The brake system has been commanded to apply a non-
suppressible penalty by the locomotive computer (ILC). The source
of the penalty was not specified.
OPERATOR EMERGENCY, An engineer-initiated emergency (made by moving the automatic
brake handle to emergency) is in effect.
OVERSPEED PENALTY, A penalty brake application has been initiated because the maximum
locomotive speed was exceeded. To recover, slow the locomotive
below maximum speed and place automatic brake handle in SUPP.
PENALTY SOURCE STILL
PRESENT,
A penalty brake application has been made. The penalty brake
cannot be released because the source that requested the penalty,
e.g. cab signal, overspeed, etc., is still enforcing it.
PLACE AUTOMATIC HANDLE
TO HO (CS),
This message is posted to prompt the operator to place the
automatic brake handle in the HO or CS position to prepare for set-
up in distributed power.
PLACE INDEPENDENT
HANDLE TO RELEASE,
This message is posted to prompt the operator to place the
independent brake handle in the REL position to prepare for set-up
in distributed power.
POWER UP PENALTY, The brake system is enforcing a penalty brake application until it
finishes its boot-up sequence (approximately one minute).
PROXIMITY DETECTION
PENALTY,
A penalty brake application has been applied because the Proximity
Detection Device (PDD) has requested it.
PTU HAS OVERRIDDEN, The Portable Test Unit (PTU) has been attached to the brake system
and is controlling the braking commands. Locomotive should be
chocked with hand brake applied.
RECOVER AIR BRAKE FROM
LEAD/CUT-IN UNIT,
This trail unit is in an emergency or penalty brake application. In
order to recover the brake system, the brake pipe must be charged
by releasing the brakes on an attached leading unit. Alternatively,
this unit may be switched to lead mode and recovered.
REMOTE SESSION HAS
OVERRIDDEN,
The operator has accessed the brake system computer. In this
mode, it is possible to override the brake controller. The locomotive
should be chocked with the parking brake set.
REVERSER NOT CENTERED, The locomotive reverser is not centered. It must be centered
(usually) to allow air brake mode change to TRAIL.
SUPPRESSIBLE PENALTY, The brake system has been commanded to apply a suppressible
penalty by the locomotive computer (ILC). The source of the penalty
was not specified.
TO CLEAR ATP, MOVE
HANDLE TO SUPPRESSION,
position in order to reset the penalty brake application that was
originated by the Automatic Train Protection (ATP) system.
TO CLEAR EMERGENCY,
MOVE HANDLE TO RELEASE,
The operator must move the automatic brake handle to the
RELEASE position in order to release the emergency brake
application.
TO CLEAR PENALTY, MOVE
HANDLE TO SUPPRESSION,
position in order to reset a penalty brake application.
TO TERMINATE, POWER
CYCLE THE IPM,
To clear this operating mode or fault, turn the IPM OFF, and then
back ON. The IPM is generally on the LECB, DPCB, or MTB circuit
breaker.
TRAINLINE EMERGENCY, An emergency brake application has been applied due to the rapid
exhaust of brake pipe pressure somewhere in the train.
WAIT XX SECONDS, This message is posted at various times to notify the operator to wait
for various timers to expire before taking further action.
WARNING-AIR BRAKES IN
MANUFACTURING TEST
MODE,
The brake system is in manufacturing test mode and will not respond
to normal inputs. This message cannot occur on a normal running
system. Open the air brake circuit breaker and inform maintenance.
APPENDIX C
ABBREVIATIONS AND ACRONYMS
A/D ....................... ANALOG TO DIGITAL
A&R ...................... APPLICATION AND RELEASE
AAR ...................... ASSOCIATION OF AMERICAN RAILROADS
ABCB .................... AIR BRAKE CIRCUIT BREAKER
AD ........................ ANALOG TO DIGITAL
AE1 ....................... AUTOMATIC EMERGENCY SWITCH NO. 1, Normally Closed
AE2 ....................... AUTOMATIC EMERGENCY SWITCH NO. 2, Normally Open
ALR ...................... ALARM RELAY
APP ...................... APPLY
AR ........................ AUTOMATIC RELEASE SWITCH OR AUXILIARY RESERVOIR
ATP ...................... AUTOMATIC TRAIN PROTECTION
AW4-ER ............... ANALOG CONVERTER EQUALIZING RESERVOIR
AW4-16 ................ ANALOG CONVERTER, 16 PIPE (CONTROL PIPE)
AW4-20 ................ ANALOG CONVERTER, 20 PIPE (INDEPENDENT APPL. & REL. PIPE)
BAN ...................... BATTERY NEGATIVE
BAP ...................... BATTERY POSITIVE
BAT ...................... BATTERY BOX
BC ........................ BRAKE CYLINDER
BCCO ................... BRAKE CYLINDER PIPE PRESSURE DOWNSTREAM OF CUT-OFF COCK
BCCP ................... BRAKE CYLINDER CONTROL PORTION
BCEP .................... BRAKE CYLINDER EQUALIZING PIPE
BCPS .................... BRAKE CYLINDER PRESSURE SWITCH
BCT ...................... BRAKE CYLINDER TRANSDUCER
BCTP .................... BRAKE CYLINDER TEST POINT
BG ........................ BRAKE GRID
BO ........................ BAIL OFF
BO1 ...................... BAIL OFF SWITCH, AUTOMATIC
BO2 ...................... BAIL OFF SWITCH, INDEPENDENT
BOBU ................... BAIL-OFF BACK-UP
BOD ...................... BINARY OUTPUT DISABLE
BP ......................... BRAKE PIPE
BPCN ................... BRAKE PIPE CONTROL NODE
BPCO ................... BRAKE PIPE CUT-OFF VALVE (CLOSES BP 11 PSI DECREASE)
BPCP .................... BRAKE PIPE CONTROL PORTION
BPG ...................... BRAKE PIPE GAUGE PORT
BPT ...................... BRAKE PIPE TRANSDUCER
BPR ...................... BRAKE PIPE RELAY
BPVV .................... BRAKE PIPE PRESSURE AT LOCOMOTIVE VENT VALVE
BU ........................ BACK UP
C1 ......................... PNEUMATIC CHOKE 1
C2 ......................... CHOKE #2
CCB II ................... COMPUTER CONTROLLED BRAKE - SECOND GENERATION
CCC ...................... COMPUTER CONTROLLED CAB CARS OR CAB CONSOLIDATION COMPUTER
CCPS ................... COMPRESSOR CONTROL PRESSURE SWITCH
CDU ...................... CAB DISPLAY UNIT
CFM ...................... CUBIC FEET PER MINUTE
CN ........................ CONTROL NODE
COC ..................... CUT OFF COCK
COMM ................. COMMUNICATION
CONT ................... CONTROLLER
COT&S ................. CLEAN, OIL, TEST, AND STENCIL
COR ..................... CUT-OFF RELAY
COS ...................... CUTOFF SWITCH
CPU ...................... CENTRAL PROCESSOR UNIT
CS ........................ CAB SIGNAL
CSP ...................... CAB SIGNAL PENALTY
CU IN .................... CUBIC INCHES
D/A ....................... DIGITAL TO ANALOG
D&T ...................... DATE AND TIME
DB ........................ GERMAN FEDERAL RAILWAYS DEUTSCHE BUNDESBAHN
DBCO ................... DYNAMIC BRAKE CUTOFF SWITCH
DBI ....................... DYNAMIC BRAKE INTERLOCK
DBM ..................... DYNAMIC BRAKE MAGNET
DBTV .................... PNEUMATIC BACKUP TRIPLE VALVE PORTION
dc .......................... DIRECT CURRENT
DCV ...................... DOUBLE CHECK VALVE
DEF ...................... DEAD ENGINE FIXTURE
DER ...................... DEAD ENGINE REGULATOR
DP ........................ DISTRIBUTED POWER
DPC ...................... DISTRIBUTED POWER CONTROL
DPM ..................... DISTRIBUTED POWER MODULE
E-IPM ................... EXTENDED INTEGRATED PROCESSOR MODULE
E/C ....................... ENERGIZED CLOSED
E/O ....................... ENERGIZED/OPEN
EAB ...................... ELECTRONIC AIR BRAKE
EBV ...................... ELECTRONIC BRAKE VALVE
ELV ....................... EMERGENCY LIMITING VALVE
EM2000 ................ PROPULSION CONTROL COMPUTER (EMD)
EMD ..................... ELECTRO-MOTIVE DIVISION
EMER ................... EMERGENCY
EMV ...................... EMERGENCY MAGNET VALVE
EPA ...................... CLOSED LOOP CONTROL CIRCUIT FOR AW4 CONVERTER
EPCU ................... ELECTRO-PNEUMATIC CONTROL UNIT
ER ........................ EQUALIZING RESERVOIR
ERBU ................... EQUALIZING RESERVOIR BACKUP
ERCP ................... EQUALIZING RESERVOIR CONTROL PORTION
ERCN ................... EQUALIZING RESERVOIR CONTROL NODE
ERG ...................... EQUALIZING RESERVOIR GAUGE PORT
ERT ...................... EQUALIZING RESERVOIR TRANSDUCER
ERTP .................... EQUALIZING RESERVOIR TEST POINT
ES ......................... EMERGENCY SAND
ESR ...................... EMERGENCY SAND RELAY
EX ......................... EXHAUST
EXH ...................... EXHAUST MAGNET VALVE
F/LY ...................... FAILURES PER LOCOMOTIVE YEAR
FIG ....................... FIGURE
FLIM ......................FREIGHT LEAD IN MODE
FLOM ....................FREIGHT LEAD OUT MODE
FLT ........................FLOW TRANSDUCER
FMI ........................FIELD MODIFICATION INSTRUCTIONS
FRA .......................FEDERAL RAILROAD ADMINISTRATION
FS ..........................FULL SERVICE
ft lb .........................FOOT POUNDS
FV ..........................FEED VALVE
FVPS .....................FIREMANS VALVE PRESSURE SWITCH
GETS .....................GENERAL ELECTRIC TRANSPORTATION SYSTEMS
HDLC .....................HIGH-LEVEL DATA LINK CONTROL
HEBV .....................HELPERS EMERGENCY BRAKE VALVE
HMI ........................HUMAN - MACHINE INTERFACE
HO .........................HANDLE OFF
Hz ..........................HERTZ (CYCLES PER SECOND)
I/O ..........................I N PUT/OUTPUT
IA&R ......................INDEPENDENT APPLICATION AND RELEASE
IBR ........................INDEPENDENT BRAKE RELAY
IBS .........................INDEPENDENT BRAKE SWITCH
ICE ........................INTEGRATED CAB ELECTRONICS (EMD)
IFC .........................INTEGRATED FUNCTION COMPUTER
IFD .........................INTEGRATED FUNCTION DISPLAY
IHUB ......................INTEGRATED HUB
ILC .........................INTEGRATED LOCOMOTIVE COMPUTER
IM ..........................INDEPENDENT MAXIMUM ALLOWED SWITCH, Normally Open.
IND ........................INDEPENDENT
IPM ........................INTEGRATED PROCESSOR MODULE
IR ...........................INDEPENDENT RELEASE SWITCH, N.O.
JB ..........................JUNCTION BOX
KBL ........................KNORR BRAKE LIMITED
L/T .........................LEAD/TRAIL
L-EB ......................LOCOTROL - ELECTRONIC BRAKE
LOCO.YEAR ..........8766 HOURS
LOCO ....................LOCOMOTIVE
LOCOTROL ........... IMPLEMENTATION OF DISTRIBUTED POWER VIA AN RF COMMUNICATION LINK
LON .......................LOCAL OPERATING NETWORK
LPC .......................LOCOMOTIVE PROCESS CONTROLLER
LRU .......................LINE REPLACEABLE UNIT
LSI .........................LOCOMOTIVE SYSTEM INTEGRATION
LY ..........................LOCOMOTIVE YEAR (8766 HOURS)
MIN ........................MINIMUM
MIP ........................MICRO PROCESSOR INTERFACE PROGRAM
MPV16 ...................MAGNET/PILOT VALVE 16 PORTION
MR .........................MAIN RESERVOIR
MREP ....................MAIN RESERVOIR EQUALIZING PIPE
MRT .......................MAIN RESERVOIR TRANSDUCER
MTB .......................MULTI-TASK CIRCUIT BREAKER
MTBCF ..................MEAN TIME BETWEEN CRITICAL FAILURES
MTBF .....................MEAN TIME BETWEEN FAILURES
MTBUS .................MEAN TIME BETWEEN UNSCHEDULED SHOPPINGS
MTTR ....................MEAN TIME TO REPAIR
MU .........................MULTIPLE UNIT
MVEM ....................EMERGENCY MAGNET VALVE
MVER ....................EQUALIZING RESERVOIR DEFAULT MAGNET VALVE
MVEREX ...............EQUALIZING RESERVOIR DEFAULT MAGNET VALVE EXHAUST
MVLT .....................LEAD - TRAIL MAGNET VALVE
MV13E ...................13 PIPE EXHAUST MAGNET VALVE
MV13S ...................13 PIPE SUPPLY MAGNET VALVE
MV16T ...................16 PIPE DEFAULT MAGNET VALVE
MV20E ...................INDEPENDENT APPLICATION EXHAUST MAGNET VALVE
MV20S ...................INDEPENDENT APPLICATION SUPPLY MAGNET VALVE
MV53 .....................BRAKE PIPE CUT-OFF PILOT MAGNET VALVE
N.C ........................NORMALLY CLOSED
N.O ........................NORMALLY OPEN
NTF .......................NO TROUBLE FOUND
NYR .......................NEW YORK REPAIR CODE
NYS .......................NEW YORK SERVICE INSTRUCTION
NYT .......................NEW YORK TEST CODE
OEM ......................ORIGINAL EQUIPMENT MANUFACTURING
PCB .......................PRINTED CIRCUIT BOARD
PCS ....................... PNEUMATIC CUTOFF (KNOCKDOWN) SWITCH OR POWER CONTROL SWITCH
PDD .......................PROXIMITY DETECTION DEVICE
PG .........................PAGE
PIR ........................POWER INTERLOCK RELAY
POV .......................PILOT OPERATED VALVE
PSIG ......................POUNDS PER SQUARE INCH GAUGE
PSJB .....................POWER SUPPLY & JUNCTION BOX
PTU .......................PORTABLE TEST UNIT
PV ..........................PILOT VALVE
PVE .......................EMERGENCY DETECTION PILOT AIR VALVE
PVEM ....................EMERGENCY PILOT AIR VALVE
PVLT .....................LEAD-TRAIL PNEUMATIC VALVE
PWM ......................PULSE WIDTH MODULATION
REL .......................RELEASE
RES .......................RESERVOIR
REV .......................REVERSER
RF ..........................RADIO FREQUENCY
RIM ........................RELAY INTERFACE MODULE
RLIS ......................RAIL LUBE INHIBIT (or) INDICATOR SWITCH
RM .........................RADIO MODULE
RMA ......................RETURN MATERIAL AUTHORIZATION
RMPS ....................RADIO MODULE POWER SUPPLY
RU .........................REPLACEABLE UNIT
SCFM ....................STANDARD CUBIC FEET PER MINUTE (FLOW)
SOP .......................STANDARD OPERATING PROCEDURE
SPOT .....................SPOTTER OPERATION
SPR .......................SPOTTER RELAY
SUP .......................SUPPLY
TF/LY .....................TOTAL FAILURES PER LOCOMOTIVE YEAR
TIM ........................TRAINLINE INTERFACE MODULE
TL ..........................TRAIN LINE
TPBC .....................BC TEST PORT FITTING
TPBP .....................BRAKE PIPE TEST PORT FITTING
TPER .....................EQUALIZING RESERVOIR TEST PORT FITTING
TPMR ....................MAIN RESERVOIR TEST PORT FITTING
TP16 ......................16 PORT TEST FITTING
TP20 ......................20 PORT TEST FITTING
TSI .........................TRAIN SITUATION INDICATOR
TSOC ....................TECHNICAL SUPPORT OPERATIONS CENTER
TV ..........................TRIPLE VALVE
TVB .......................TRIPLE VALVE BAIL
TVBM ....................TRIPLE VALVE BAIL MAGNET
TVCP .....................TRIPLE VALVE CONTROL PORTION
UDE .......................UNDESIRED EMERGENCY APPLICATIONS
UIC ........................UNION INTERNATIONALE des CHEMINS de FER
V ............................VOLTS
VA ..........................VISUAL AIR BRAKE ALARM
Vdc ........................VOLTS DIRECT CURRENT
VID ........................VIDEO INFORMATION DISPLAY
VOL .......................VOLUME
VPC .......................VIDEO PROCESS CONTROLLER
XDCR ....................TRANSDUCER
13CN .....................13 CONTROL NODE
13CP .....................13 PIPE CONTROL PORTION
13F ........................ACTUATING PIPE FILTERED
13T ........................13 PIPE TRANSDUCER
16CN .....................16 CONTROL NODE
16 RES ..................16 RESERVOIR
16E ........................EXHAUST MAGNET VALVE
16S ........................SUPPLY MAGNET VALVE
16T ........................16 PORT TRANSDUCER
20F ........................20 PIPE TRAINLINE FILTER
20R ........................20 PIPE RELAY VALVE
20T ........................20 PIPE TRANSDUCER
26L ........................INDUSTRY STANDARD PNEUMATIC BRAKE
#16 PIPE ...............BC APPLICATION PIPE (TO RELAY VALVE)
#20 PIPE ............... INDEPENDENT (DIRECT) APPLICATION AND RELEASE PIPE (LOCO ONLY)
#21 PIPE ...............SAFETY CONTROL PIPE TO EBV PILOT VALVE (Pneu. Emerg. Controller)

Service and Troubleshooting Guide: CCB II Computer Controlled Brake Generation II

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