Air Brake System

Development of Brake System

28LV-1 Vacuum Brake System- Discrete valves scattered

all over loco- 1960s
Air & Vacuum Brake System- Discrete valves
28LAV-1 scattered all over loco-1980s

IRAB
Air Brake System- Discrete valves scattered all
over loco-1980s
IRAB RACK
MOUNTED Brake valves fitted on rack-1990s

E-70/CCB Electronically controlled-1995

IRAB PANEL Brake valves fitted on Panel with PCB concept for
MOUNTED piping-2000

CCB 1.5 Pneumatic/ Electro Pneumatic valves; microprocessor

control-1998

LRU AND NODE CONCEPT, LON NETWROK ,

CCBII-IR Microprocessor control-2012
IRAB-1
 IRAB1: Front View

Reservoirs

Add. C2W
Relay Valve
Air Flow
measuring
Valve
F1 Selector
Valve MU-2B valve

C2W Relay
Valve
N1 reducing
Valve
C3W DV
 IRAB1: Equipments

SN DESCRIPTION PURPOSE

1. A9 Automatic Brake Valve Used for Controlling loco as well as Train Brake
or Auto Brake Valve
2. SA 9 Independent Brake Used for loco brake independently
3. MU-2B Used in MU Operation, two position valve (Lead
& Trail)
4. F1 Selector Used in MU Operation, in association with MU-2B
Valve, performs function of arranging the brake
equipments on the loco to lead or trail.
5. Additional C2W Relay On application of A9, Train Brake Pipe is charged
valve (BP) rapidly at 5 Kg/Cm2 or released through this
valve.
6. C2W Relay valve (BC) On application of SA9, Direct Loco Brake
application

7. 24 A Double Check Valve To provide the maximum control pressure

between of SA-9 Brake Valve
 IRAB1: Equipments

SN DESCRIPTION PURPOSE

7. C3 W Distributor Valve Work on the variation of BP pressure, connects to

C2 relay valve which applies loco brake
proportionately.
8. C2 Relay Valve Brake Cylinder pressure exhausts through this
valve. Thus, release loco brake.
9 Feed Valve It is set at 6 Kg/Cm2 , provides MR air to Feed
Pipe
10 N1 reducing valve It restricts the BC pressure upto Max. 1.8
Kg/Cm2.
 Schematic Diagram IRAB-1 Air Brake
A9 FOR CAB1
`
D24 Double
` A9 FOR CAB2

SA9 FOR
CAB1
Check VL
`

`
SA9 FOR
CAB2
AIR BRAKE
PANEL
A9 Port
EMERGENCY
EMERGENCY SA9 Port VALVE CAB2
VALVE CAB1

Mag.
`` BP (Addl. C2 Relay VL)
BC (C2 Relay VL & C3W DV)
Valve

MREQ
From
` ` EP
Governor
` MR
MR
`

BCEQ FILTER

`
`
MAIN RESERVOIR 2 MAIN RESERVOIR 1
` COMPRESSOR
ADV
`
` ` ADV
`
F2 FEED
VALVE `
FP
BCEQ
MREQ
BC
BP

`
`

BOGIE 1
` ` BOGIE 2
CCB-II IR
Schematic Diagram of Pneumatic circuit (HHP)
AIR FLOW
INDICATORS
AND BRAKE
` ` AIR FLOW
INDICATORS
AND BRAKE
CONTROLLER
` CONTROLLER

PARKING
BRAKES `
`
DBV FOR DBV FOR
CAB1 CAB2

HORN FOR
CAB1 AND
CAB2
CCB EMERGENCY
EMERGENCY VALVE CAB2
VALVE CAB1 UNLOADER
PANEL AND
SANDER
AUXILLARIES FOR CAB1
MAGNET
VALVE AND CAB 2 MVEBT
`` BP

`
BC
WIPERS
MREQ
MR
` MR
FILTER
FOR CAB1
AND CAB 2 ` MVCC
` MR J1
`

BCEQ SAFETY RADAR

FILTER

`
`
` VALVE APL.

`
`
MAIN RESERVOIR 2
` MAIN RESERVOIR 1
` COMPRESSOR
` `
`

ADV ADV
` `
`

AIR
`
`

DRYER `
MRPT
FEED
VALVE
FP
BCEQ
MREQ
BC
BP

`
`

BOGIE 1
` ` BOGIE 2
T.B.U’S
 CCB (Computer control Brakes) – II IR
5 Positions of Auto Brake (Train Brake) - A9
 REL (Release)
Selector switches
 RUN (Running)
 MIN (Minimum Reduction)
 FS (Full Service)
 EMER (Emergency) (Vent thru NB11 Valve)

2 Positions of Auto Brake (Train Brake)- SA9

 REL (Release)
 FULL

4 Mode of Operations
 LEAD
 TRAIL
 TEST INDEPENDENT
BRAKE
 HELPER AUTO BRAKE
 CCB II IR: Operating Pressure
AUTOMATIC BRAKE PRESSURES (A9)
Main Reservoir = 8-10 kg/cm2
Release- BP = 5.5 kg/cm2
Running- ER & B.P = 5.1 kg/cm2, B.C=0
Minimum Service- ER/BP reduces to
4.5 kg/cm2 , B.C= 0.5 kg/cm2
Full Service- ER/BP reduces to 3.5 kg/cm2 ,
B.C= 1.8 kg/cm2
Emergency- ER reduces to 0 ,
B.C=1.8 kg/cm2
BP reduces to less than 1 kg/cm2

INDEPENDENT BRAKE PRESSURES (SA9)

Full B.C = 5.2 kg/cm2

Release- BC = 0 kg/cm2
 CCB II IR: Mode of Operations

EBV- Lead/Trail switch

There are four modes of operation for the CCB II-IR system.
• LEAD - Brake controller levers are active. Maintain the BP pressure
against leakages respective to the position of Automatic handle lever
• TEST - To check BP leakage. Cuts off the BP charging and Pressure
maintaining feature. This position is used for testing the Automatic Brake
tightness of the train.
• TRAIL - Controller levers are inactive except for emergency application.
• HELPER – Used for banking operation, only Independent brake control
is available via the EBV through Independent handle.
 CCB (Computer control Brakes) – II IR
COMPONENTS OF CCB Panel MR FILTER
ERCP - Equalizing Reservoir PSJB 16CP 20CP ERCP
Control Portion
BPCP - Brake Pipe Control
Portion
16CP - 16 Pipe Control
Portion
BCCP – Brake Cylinder
Control Portion
20CP - 20 Pipe Control
Portion
KEV – KE Valve
PSJB – Power supply /
Junction Box
RCP – Relay Control Portion LON
LON-485 Converter BP
FILTER
MR FILTER
BP FILTER RCP KEV BCCP BPCP
 CCB (Computer control Brakes) – II IR

PSJB 16CP 20CP 16CP

RCP KE VALVE BCCP BPCP

LON-485
 Brake Pipe Charging

Ex

Ex

MR MR BP BP
 Pneumatic Interface in CCB-II IR
PER COS
MR2

DBV

ERCP Back- KE
16CP up 20CP
Valve

Pilot Pilot
A9 Auto Pr. SA9 Ind.
Brake
Pr. Brake

BPCP BCCP

BCEQ
Line
Br.
Cyl
BP
Line
 Electrical Interface in CCB
KE Pneumatic
Valve controlled
EBV
Display LON ERCP
Operator

Local Operating Network (LON)

EBV LON
LON BPCP
Loco I/O

RCP LON
LON 16CP

LON to
RS485 LON
LON 20CP
LCC

Pneumatic
BCCP controlled
 CCB II IR: System Redundancies / Back-ups

• Brake Cylinder Back-up – If the computer controlled BC pilot

controller (16CP) fails, the system will automatically switch
over to using the KE valve output for BC pilot.

• Independent Handle Back-up – If the BCE pipe controller

(20CP) fails, the system will automatically switch to a back-
up mode wherein the 16CP develops locomotive brake
cylinder pressure in response to the independent handle.

• Driver Brake Valve – It provides to pneumatic means to

control the train brake in case CCB is non functional.
 CCB (Computer control Brakes) – II IR
ADVANTAGES

• Fault Diagnostic

 An excellent trouble shooting tool which reduces down time of locomotive

 Reduces technical skill required for trouble shooting

• Self test - Reduces brake system checking time

• Vigilance system easily interface with the CCB

• Precise control of brake pipe and brake cylinder pressure by electronic logic replacing
pneumatic logic

• Provides flexibility for future system upgrades

• Enhanced safety through constant monitoring of critical safety functions

• Elimination of air pipes

• Simplification of pneumatic Components

• Brakes may be applied by One controller and released by the other.

 Difference between CCB1.5 and CCB-II IR
CCB1.5 CCB II IR
 Valves mounted on front of panel only
 Valves modularized into 6 LRUs
 Valves mounted on both
sides of manifold  Two node types plus LON Converter
 6 Yly Valve OH periodicity at present and based
on IR conditions it will be studied further
 ~18 serviceable valves  FLASH programmable from PTU Additional
to troubleshoot Features

 12 individual electronic Additional Features:

card types
 Includes Real Time Clock in EBV
6 Yearly Valve OH  Includes flow sensing. Flow Displayed on GT50
periodicity  “Smart” LRUs include logs
 Includes crew advisory on EBV display
 EPROM replacement for  Fully potted electronic modules.
SW change  Additional safety devices can be piped to EPCU
pipe 3 or 10 without SW/HW change
 Can be used with Backup DBVs, to avoid line
blockage in situation of CCB failures.
 Difference between CCB1.5 and CCB-II IR

CCB 1.5 CCB-II IR

• Valves mounted on both sides of manifold Valves Mounted on front of panel only
• 31 serviceable valves to troubleshoot Valves modularized into 6 LRU’s
• No system clock Includes real Time clock in EBV
• No flow sensing Includes flow sensing
• No data record with removed valves Intelligent LRU’s include logs
• Interface only to display behind driver Integrated with FIRE screen on GT 50
• No crew advisory messaging Includes crew advisory on EBV display
• Electronic cards in computer card rack Fully potted electronic modules
• 12 individual electronic card types Two nodes types plus LON converter
• SW/HW modes red. For added safety device Additional safety devices can be piped to
interfaces EPCU pipe 3 or 10 without SW/HW
change
• EEPROM replacement for SW change Flash programmable from PTU
CCB II (Electrical)
 CCB II (Electrical): Salient Features

Aux. Manifold

Brake Panel
 JUNCTION BOX WITH CABLES
The Junction Box Assembly provides a central termination point for
interfacing the Modular CCB Brake System with the locomotive electrical
subsystems

POWER SUPPLY JUNCTION BOX

The PSJB provides an isolated electrical power source for the Modular
CCB Brake System equipment. The PSJB receives supply voltage from the
locomotive low voltage battery system 110VDC and develops regulated 24
VDC supply voltage for the Modular CCB Brake System electrical
components

MULTI-PURPOSE INPUT/OUTPUT NODE

The MPIO is a modular expansion element communicating with the core
Modular CCB Brake System via the LON network

RELAY CONTROL PORTION

The RCP houses two high current relays with two sets of contacts, capable
of being wired normally open or normally closed on each set of contacts

ELECTRONIC VIGILANCE COMPUTER

The EVC is a modular expansion device providing an electronic interface
between the locomotive operator and the Modular CCB Brake System. The
EVC system exchanges various timed inputs and outputs between the
operator and the brake system. If the EVC does not receive the appropriate
level of operator activity, the Modular CCB Brake System will initiate an
emergency brake command

AUXILIARY MANIFOLD ASSEMBLY

The Air Brake System Control Rack also contains an Auxiliary Manifold
Assembly to perform the pneumatic auxiliary functions. This manifold
includes magnet valves, isolating cocks, pressure governors, check
valves, feed valve and other components

ELECTRO PNEUMATIC CONTROL UNIT

The Modular CCB Brake System is comprised of distributed electro-
FRONT VIEW OF CCB RACK pneumatic devices that are linked via a communication network. The EPCU
mounted in the locomotive machine room, consists of modularized line
replaceable units (LRUs) that control the development of all pneumatic
control pressures (BP, BC & DP)
 FLOW METER VALVE
The Flow Meter Valve is a pneumatic device that monitors main reservoir air flow across
an orifice within the EPCU to provide brake pipe flow indication via the flow gauge located
within the operator’s cab.

821 VENT VALVE

The 821 Vent Valve is a high capacity venting device to ensure rapid propagation
of a BP reduction during emergency applications

REAR VIEW OF CCB RACK

 CCB-II (Electrical) : Salient Features

 The CCB II system is a modular, microprocessor based electro-pneumatic

brake control system. All logic, other than the initiation of an emergency
brake applications via brake vent or Assistant’s Emergency Brake Valve
are of computer control.

 The system is designed for modular expansion using the LON network as
the expansion medium.

 The CCB II system performs several diagnostic functions; Self Test and
Fault Flagging. Diagnostic access is provided by means of portable test
unit software (PTU Tool) which operates on a laptop PC.
 CCB-II (Electrical) : Salient Features
 .The CCB II-IR system also interfaces with an Operator’s Vigilance
System (Alerter) located on the locomotive. Various signals are
exchanged between the locomotive and the Alerter to provide operator
vigilance protection. If the vigilance system is active and the operator
does not maintain inputs to satisfy the system, an Alerter Emergency
Penalty Brake shall result.
 The operator commands the computer through the Electronic Brake Valve
Controller (EBV). The EBV is also on
the network and signals the handle positions for automatic and
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 Emergency position.
 Control of the Lead/Trail functions and brake pipe cut-in and cut-out is
accomplished through the use of a selector switch mounted on the
driver’s brake valve (EBV).
 CCB : Auxiliary Manifold
The Auxiliary Manifold incorporates the
following functions:
– Feed Pipe Control

– MREP Control

– Pantograph Circuit

– Parking Brake Control

– Air Supply to Traction Converters

– Air Supply to Filter Cubicle

– Sanding actuation

– 21 MV (Vig Mag Valve)

– Auto BC Pressure Switch

– Independent BC Pressure Switch

 Comparison Between CCB-II IR & CCB II (Elect.)

CCBII-IR SYSTEM - DIESEL CCB I I - ELECTRIC

Consists 2 E BVs ( O n e p e r Con sists 2 E BVs ( O n e p e r control
c o n t r o l s t a d /c a b ) s t a d /c a b )
Consists o ne E P C U Panel Consists o ne E P C U Panel
( 1 6 C P, 2 0 C P, E R C P, B P C P, B C C P, ( 1 6 C P, 2 0 C P, E R C P, B P C P, B C C P, D V )
DV)
C o n s i s t s P S J B , R C P, L O N C o n s i s t s W J B , P S J B , R C P, M P I O , E V C
Consists O n e Auxiliary Panel
 Comparison Between CCB-II IR & CCB II (Elect.)

Auxiliary Panel Consists

Parking Brake Application/Release Valve, Parking Brake Regulator, Parking
Parking Brake Accessories Brake Pressure Switch
Brake Cylinder Pressure Switch, Independent Brake Pressure
Pressure Switches for BC
Switch
Aux Compr-Safety Valve, Aux Compr-Filter, Aux-Check Valve,
Aux Compressor
Accessories Aux Res-SV, Check Valve, Aux Reservoir
Panto Selector Switch, Panto-S-COC, Panto-S-Pressure Switch,
Panto 1-COC, Panto 1-Magnet Valve, Panto 1-Pressure Switch,
Panto Circuit Accessories Panto 2-COC, Panto 2-Magnet Valve, Panto 2-Pressure Switch, Panto Gauge
Unloader Circuit Unloader-COC, Unloader-Magnet Valve, CB-COC
Accessories
Aux-PRV & COCs Aux-PRV, TC1-COC, TC2-COC, FC-COC
MREP Circuit Accessories MREP Filter, MREP-Overflow ValveMREP-Check Valve
Feed Pipe-Feed Valve, Feed Pipe-COC, Feed Pipe Pressure
Feed Pipe Circuit
Accessories Switch
Sander 1-COC, Sander 1-Magnet Valve, Sander 2-COC, Sander 2-
Sander Circuit Accessories
Magnet Valve
Blanking Plates 10-Pipe & 3-Pipe Blanking Plates
Vigilance Magnet Valve & 21-Magnet Valve, 21-COC
COC
 Comparison Between CCB-II IR & CCB II (Elect.)

S. No. CCB II Diesel CCB II Electrical

1 Auxiliary functions are not in brake Brake panel consists of Auxiliary functions
panel. Many valves are pipe mounted like sanding, pantograph control, parking
spread across loco resulting in brake control, feed pipe, MREP pipe etc (all
maintenance difficulties. in one panel assembly)
2 RS 485 communication communicates Hard wired electrical signal
to LCC through RS 485 serial communicates with VCU through hardwire.
interfacing

3 Only one cable is required for No. of wires are required for communication.
communication. Troubleshooting may take more times.
Less prone to failures due to hardwire
absence
4 DPCS, Additional Hardware required for interfacing
No additional hardware required for with DPCS
Distributed power control system

5 VCD penalty applied through serial EVC unit is required. (Additional Hardware
interface. No additional hardware required)
required.
 Comparison Between CCB-II IR & CCB II (Elect.)

S. CCB II Diesel CCB II Electrical

No.
6 Brake Blending is done through serial No real blending is available.
interface. No additional hardware required.
7 No Separate sensors required for LCC Separate sensor are required for
feedback. All the important braking parameters VCU feedback.
of CCB will be communicated to LCC through
serial interface. No
8 Real-time diagnostics. CCB can give real Real time diagnostic at LCC level
feedback of brake system to LCC including is not available. However real-
fault details in case of any problem time diagnostic is available on
(operational/system/external reasons can be CCB similar to Diesel Locomotive
captured by LCC)
9 Real time event recording of pressure and Event Recording for Brake related
brake events possible through event recorder pressure is not available.
as CCB is proving details (analysis during any
unusual case like accidents, loco failure can
be easily done)
 CCB Vis a Vis E70

CCB – II IR of Knorr Bremse E-70 Brake System of Faiveley

34
E70: Front View
E70: Rear View