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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 - CRev. 08 (2/12/13) -en

Service and Troubleshooting GuideCCB II Computer Controlled Brake Generation II

CCB II Computer Controlled Brake Generation IIService 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 addressNew York Air Brake Corporation748 Starbuck AvenueWatertown, NY 13601USAPhone: +1 315 786 5200Fax: +1 315 786 5676www.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 12.1.112.1.4 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 51.1 Technical changes 51.2 Target group for this document 51.3 Notes and warning messages 5

2 Introduction 72.1 Related documents 7

3 Safety Awareness 83.1 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 General information

DANGERPlease read this document carefully from start to finish to ensure safety of operation and to avoid personal injuries and damage to equipment.

NOTEThis 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.

DANGERPlease 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.

WARNINGFailure to comply with these instructions may lead to irreversible physical injuries which may have fatal consequences.

CAUTIONFailure to comply with these instructions may lead to personal injuries and/or to damage to the unit or the environment.

DANGERSource of the dangerConsequences of the dangerRemedial measures

NOTENotes 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 Related documentsThe related installation drawings specific to each component must be consulted.

2 Introduction





3.1 General Safety Awareness

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 Safety Awareness

WARNINGHigh 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.

Failure to comply with these instructions may lead to irreversible physical injuries which may have fatal consequences.

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

Failure to comply with these instructions may lead to irreversible physical injuries which may have fatal consequences.





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.

WARNINGCleaning using compressed air can cause particles to become air-borne, be sure to: Wear eye protection Do not exceed 30 PSIFailure to observe these safety precautions can lead to injury.

WARNINGSolvents 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 heatFailure to observe these safety precauitons can lead to injury or intoxication.





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 General Description and Information





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 thelocomotive computer (ILC).

Communicates with the ILC via High-Level Data Link Control (HDLC) and communicateswith 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 OverviewThere 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 Setting Up the CCB II Brake System





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 BrakeSetup.

2) Place Auto handle in Release REL (this will ensure that an EMERGENCY applicationdoes 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 CURRENTsetup 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 bedisplayed on CHANGE SETUP line of information).

6) Toggle CUT IN/CUT OUT button to set Automatic handle to CUT IN mode (CUT IN willbe 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 psishould equal specified railroad operating pressure). If it doesnt:

a. Select to raise or; to lower pressure as needed.

NOTESome 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 BrakePipe 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 nowavailable.

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: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 FREIGHT/PASSENGER/TRAIL button to set locomotive to PASS operation(PASS 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 willbe displayed on CHANGE SETUP line of information).


NOTESome 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.





8) Select Air Brake Setup and check for proper Equalizing Reservoir pressure (ER psishould 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

Pipe has charged to ER pressure (BP should be within 1 psi of ER).


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 handlein FULL application.



5) Toggle LEAD/TRAIL button to set Independent handle to LEAD operation (LEAD will bedisplayed on CHANGE SETUP line of information).

6) Toggle CUT IN/CUT OUT button to set Automatic handle to CUT OUT mode (CUT OUTwill 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 applicationand 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. RemoveReverser 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 willbe displayed on CHANGE SETUP line of information). Observe ER pressure reduces tozero 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 ondown 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.

NOTEIf 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.

NOTEEMERGENCY 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 topreceding 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 switchit 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


2) Turn AB circuit breaker off and make sure that brake pipe is connected to preceding unit.

WARNINGAngle 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.

NOTEAt this point, engine should be run as a Dead locomotive per rail-road guidelines.







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 BrakeSetup.



4) From main operating screen select Air Brake. A CURRENT and a NEW setup line ofinformation is displayed (see Figure 5-1).





FIGURE 5-1

5) Toggle LEAD/TRAIL button to set Independent handle to LEAD operation (LEAD will bedisplayed on NEW line of information).

6) Toggle CUT IN/CUT OUT button to set Automatic handle to CUT IN mode (CUT IN willbe displayed on NEW line of information).

7) Select Accept New/Confirm Selections. Main operating screen opens.

NOTESome CCB II systems employ a Graceful Cut-In feature. If soequipped, the system will increase equalizing pressure to the brakepipe pressure before cutting in. This prevents an emergency appli-cation from occurring. Once Cut-In, ER pressure will automaticallyadjust itself to equal pressure determined by the EBV AutomaticHandle position.





8) Select Air Brake and check for proper Equalizing Reservoir pressure (ER psi shouldequal 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 BrakePipe has charged to ER pressure (BP should be within 1 psi of ER).


5.3.2 PASSENGER


1) The default main operating screen displays current status of Auto and Ind Air Brake Se-tup.



4) From main operating screen select Air Brake. A CURRENT and a NEW setup line ofinformation are displayed.


6) Toggle CUT IN/CUT OUT button to set Independent handle to CUT IN mode (CUT INwill be displayed on NEW line of information).

7) Toggle PASS/FREIGHT button to PASS mode (PASS will be displayed on NEW line ofinformation).






9) Select Air Brake and check for proper Equalizing Reservoir pressure (ER psi shouldequal 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 BrakePipe has charged to ER pressure (BP should be within 1 psi of ER).


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 handlein FULL application.



NOTESome CCB II systems employ a Graceful Cut-In feature. If soequipped, the system will increase equalizing reservoir pressure tothe brake pipe pressure before cutting in. This prevents an emer-gency application from occurring. Once Cut-In, ER pressure willautomatically adjust itself to equal pressure determined by the EBVAutomatic Handle position.






6) Toggle CUT IN/CUT OUT button to set Automatic handle to CUT OUT mode (CUT OUTwill 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 applicationand 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. RemoveReverser 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 willbe 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.

NOTEIf Reverser Handle is not centered, EAB will not accept request tosetup in Trail. If Reverser Handle is moved off center while EAB isin Trail mode, the EAB system will automatically switch to LeadCut-Out mode.






8) Open BP, MR, A&R, and Actuating ball valves starting at the head unit and continuing ondown the consist until all remaining ball valves are open.

5.3.5 DEAD IN TRAIN


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 topreceding 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 switchit to IN/OPEN position.


WARNINGAngle 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.

NOTEAt 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


2) Turn AB circuit breaker off and make sure that brake pipe is connected to preceding unit.







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 MUTrain 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 theNeutral 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 setabove 90 psi).

6 Calibrating the CCB II Brake System

NOTEThe 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 hoseglad hand on short hood end of locomotive. Set Independent EBV controller handle toFULL 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 anEmergency application). If an Emergency application does occur, place the Automaticbrake 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 toRelease.

NOTEThe Calibration Test must be run from one of the Engineers loco-motive console screens. It cannot be run from the Conductorslocomotive screen or a laptop. The following calibration procedurescan be performed singularly or in any sequence determined by thetechnician.

NOTECalibration of the MRT and/or FLT transducers will affect the flowcalibration. If either transducer is calibrated, the flow calibrationroutine 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 58-62CFM, 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 brakepipe angle cock.

NOTEWhile 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 zeroingthe 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 andapply 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 erroneousflow.

6.3.3 Gauge Calibration

1) From the Air Brake Main Menu/Remote Sessions screen select Gauge Cal. TheGauge Calibration screen opens (see Figure 6-2).

FIGURE 6-2





2) Select More to view additional gauge selections at bottom of screen. Select More toreturn to original list.

3) Select the appropriate keypad button located under the desired gauge to be calibratedand install a calibrated air gauge on to the corresponding unit test fitting. Enter numericpassword, then select Accept. The XXX Gauge Calibration screen opens (see Figure6-3).

FIGURE 6-3

4) Select Lo Limit and the desired gauge indication should reduce to 0 psi.

NOTEWhen calibrating Flow and Main Reservoir Transducers (FLT/MRT),it is required to manually close the ball valve that separates MainReservoir 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 selectRead. 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 newmenu 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 outputpressure being displayed by the test gauge, use the Count Up or Count Down buttonsto match the correct pressure on the calibrated test gauge to the digital display on thescreen.

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 7or 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 HandleCalibration menu screen opens.

2) Select Auto to open automatic handle calibration menu. Enter numeric password, thenselect 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 notwithin 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 appearunder Checklist readout: ex. [X] Handle limit OKAY at REL. If potentiometer is not withincalibration limits, a fault message will be displayed under the Message Area.

NOTECalibration of the MRT and/or FLT transducers will affect the flowcalibration. If either transducer is calibrated, the flow calibrationroutine 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 Using the CCB II 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.

FIG

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: Reset13:53:25 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: Reset13:53:25 Jul 30 1998 Penalty: Alerter

NOTEIn 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 16CP14 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 LKT11:17:24 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: None12:13:14 Jul 30 1998 Backup Mode: BC,--,--,---,---,ER012:13:14 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 Leadc "O" (oh) or "I" Cut-Out or Cut-Ind "M" or "N" BP Maintaining or BP Non-Maintaininge "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 activeaa "BC" or "--" BC backup or notbb "ER" or "--" ER backup or notcc "20" or "--" MVLT off or ondd "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: IPM13:42:06 Jul 30 1998 Powered Up: EPCU13:31:12 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: ILC13:28:57 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 Troubleshooting CCB II Electronic Air Brake System

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 AssistanceContact 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 II IPM Fault Corrective Actions

AIR BRAKE FAULTBACKUP MODE ENGAGED REDUCED IND BRK - 001

NOTEOnly 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.

May be used as a lead loco in backup mode until 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

May be used as a lead loco in backup mode until 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.

May be used as a lead loco in backup mode until shopping. Cycle AB circuit breaker.

Replace ERCP

006 MVER De-energized Closed

ERCP Output feedback indicates de-energized

May be used as a lead loco in backup mode until shopping. Replace ERCP.

MVER Energized Open

ERCP Output feedback indicates energized

May be used as a lead loco in backup mode until 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.







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 pneumatic backup. Replace 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. If steady or blinking, reprogram or replace BPCP. If red light remains on after power cycle, replace BPCP.

018 MVEM Energized Open

BPCP Output feedback indicates energized.

If system is stuck in emergency set ABCB off and attempt to use in trail on pneumatic backup. Replace BPCP.

MVEM De-energized Closed

BPCP Output feedback 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

May be used as a lead loco in backup mode until shopping. Replace 13CP.







024 13T Stuck Low

13CP Transducer output 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 shopping. Replace 13CP.

MV13S De-energized Closed

13CP Output feedback indicates de-energized.

Use in trail until shopping. Replace 13CP.

028 MV13E Energized Closed


Use in trail until shopping. Replace 13CP.

MV13E De-energized Open


May be used as a lead loco in backup mode until 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.

Check for yellow light on 13 control node. If steady or blinking, reprogram or replace LRU. If red light remains on after power cycle, replace 13CP.

032 MVERBU Energized Open


May be used as a lead loco in backup mode until 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



Replace 13CP. If fault is still logged after replacing 16CP and 13CP, check LON cable.







036 16CP AW4 Fault (AW4-16 Fault)

16CP 16 > 100 or pressure not within +/- 5 psi in 10 seconds.

May be used as a lead loco in backup mode until shopping. Run 16 self test. If passes, cycle AB circuit breaker to clear backup mode. If not, replace 16CP.

Check 16 reservoir on rear of manifold.

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



MPV16 De-energized Closed



048 BPT Fault2 (BPT Backup)

16CP Transducer output voltage > 4.5 or < 0.5, or IPM detects Transducer stopped transmitting for 15 seconds.


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 shopping. Replace 16CP.


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 shopping. Replace 16CP. Insure LON cable is positively seated at 16CP. Cycle AB circuit breaker.

Check for yellow light on 16 control node. If steady or blinking, reprogram or replace 16CP. If red light remains on after power cycle, replace 16CP.







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 breaker to clear backup mode. If not, set to trail. Replace 20CP at shopping.

Check 20 reservoir on rear of manifold.

056 20T Fault (20T/Trail Fault)

20CP Transducer output 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


May be used as a lead loco in backup mode until shopping. Use in lead until shopping. If fault remains after power cycle, replace 20CP.

MVLT De-energized Closed


Set to trail. Replace 20CP at shopping.


IPM Loss of 20CN heartbeat for 4 seconds.

Insure LON cable is positively seated at 20CP. Cycle AB circuit breaker. If fault remains, set ABCB off and use in trail on pneumatic backup.

Check for yellow light on 20 control node. If steady or blinking, reprogram or replace 20CP. If red light remains on after power cycle, replace 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







085 EBVCN Fault IPM Loss of EBVCN heartbeat for 6 seconds.

Insure LON cable is positively seated at EBV connector and PSJB J100. Cycle AB circuit breaker.

Check for yellow light on EBV control node. If steady or blinking, reprogram or replace EBV. If red light remains on after power cycle, replace 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)


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.May be used as a lead loco until shopping, but blended brake is NOT available.

Check voltage output from OBC. Replace BBN node if voltage is in range.







103 Blended Brake Node (BBN) Loss of Comm

16CP Loss of BBN heartbeat for 6 seconds

May be used as a lead loco 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.Insure cables are positively seated at IPM and TCC. Cycle AB circuit breaker.

Reprogram or replace 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.Insure cables are positively seated at IPM and TCC. Cycle AB circuit breaker.

Reprogram or replace 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.

Cycle power on IPM (LEB, DP or Cab Signal system circuit breaker). If fault remains, set to 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.

Cycle power on IPM (LEB, DP or Cab Signal system circuit breaker). If fault remains, set to trail.








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 breaker). If fault remains, set to trail.


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


May be used as a lead loco until shopping, but Vacuum mode is NOT available.Replace 13CPat next shopping.

128 VRT (VMR) Out of Range Fault


May be used as a lead loco 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

16CP Transducer output voltage > 9.75

May be used as a lead loco until shopping, but load weigh compensation is disabled. if fault remains after power cycle, replace LWN.

Replace LWN







132 Load Weigh Node (LWN) Loss of Comm

16CP Loss of LWN heartbeat for 5 seconds.

May be used as a lead loco until shopping, but load weigh compensation is disabled. Insure cables are positively seated at EBV, BBN (if applied), LWN and PSJB J100. Cycle AB circuit breaker.

Reprogram or replace 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

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