Handbook On CCB-II of Diesel Locomotives

(Govt.
of India)
(Ministry of Railways)
Hand Book on CCB-II

of
Diesel Locomotives
(For official use only)
IRCAMTECH/M/GWL/15-16/CCB-II
April 2015
MAHARAJPUR, GWALIOR 474005
egkjktiqj, Xokfy;j & 474005

474005
Hand Book on CCB-II

of
Diesel Locomotives
FOREWORD
The Hand Book of CCB-II has been prepared by CAMTECH for
loco running as well as Diesel shed maintenance staff.
The failure of Brake system has a great impact on the reliability of
the diesel locomotives. Due to various modifications and alterations,
CCB-I.5 has now been upgraded to CCB-II with some additional
features in the system.
I hope that this Hand book will definitely enhance the knowledge of
concerned staff to do faster restoration of troubles pertaining to brake
system while working on line.
April- 2015
(A.R.Tupe))
EXECUTIVE DIRECTOR
CAMTECH/GWALIOR
PREFACE
Brake system is the vital part of diesel electric locomotives. CCB1.5 has now been upgraded to CCB-II with additional features.
Knowledge of new system and trouble shootings is necessary to
running/maintenance staff to ensure reliability and availability of
locomotives in sheds as well as on line.
This Hand Book contains trouble shootings of CCB-II fitted
locomotives for Diesel Loco Pilots. Loco pilots should understand
the steps of trouble shooting sequentially to save time during fault
findings enroute.
The purpose of Hand Book is to enhance knowledge and competence
of loco pilots in dealing with the problems of Diesel locomotive on
run.
This book will be useful to the maintenance staff and loco inspectors
also for counseling running staff about CCB-II system.
It is clarified that this Hand Book does not supersede any existing
procedures and practices laid down in the maintenance instructions
issued by manufacturers or by RDSO/LKO.
April- 2015
(K.P.Yadav)
Director/Mech
CAMTECH/ Gwalior
CORRECTION SLIPS
The correction slips to be issued in future for this handbook will
be numbered as follows:
IRCAMTECH/M/GWL/15-16/CCB-II/1.0/. # XX date ------------Where XX is the serial number of the concerned correction
slip (starting from 01 onwards).
CORRECTION SLIPS ISSUED
Sr. No. of
C.Slip
Date of
issue
Page No. and Item

no. modified
Remarks
Contents
S.No.
Description
Page No.
1.0
General Description
2.0
Component Description
2.1
2.2
Electro - Pneumatic Control Unit

Electronic Brake Valve
2
3
2.3
Dead Engine Regulator (DER)
2.4
KE Valve
2.5
Pneumatic ER Back Up (PER)

Changeover Cock
Brake Handle
3.0
System Back-ups
07
4.0
Modes of Operation of CCB-II
07
5.0
Operating Pressure
23
6.0
Additional Features
24
7.0
25
8.0
Trouble shooting CCB-II Electronic

Air Brake system
CCB II-IR EBV Crew Messages
26
9.0
EBV Crew Message Fault Codes:
30
10.0
DOs and DONTs
37
11.0
Abbreviations
39
2.6
1. General Description:
CCB II-IR is a microprocessor based electro-pneumatic
brake control system. A CCB II-IR equipped locomotive
can LEAD or Trail a multiple unit consist and can be
operated as a Helper unit. CCB II-IR is comprised of
distributed
electronics
for
improved
reliability,
serviceability and failure analysis. CCB II-IR includes

modular LRUs for ease of trouble shooting & repairs.
2. Component Description
AIR BRAKE CONTROL SYSTEM RACK ASSEMBLY
2.1 EPCU: Electro-Pneumatic Control Unit
Front view of EPCU
Rear view of EPCU
The EPCU consists of 9 LRUs
1. ERCP - Equalizing Reservoir Control Portion

2. BPCP - Brake Pipe Control Portion
3. 16CP - 16 Pipe Control Portion
4. BCCP Brake Cylinder Control Portion
5. 20CP - 20 Pipe Control Portion
6. KE KE Valve
7. PSJB Power supply Junction Box
8. RCP Relay Control Portion
9. LON-485 Converter
2.2 EBV- Electronic Brake Valve
The EBV is the Man Machine interface to the CCB II-IR Brake
System. The EBV communicates ER and BCEP commands (handle
movements) by the driver to the Air Brake System via the LON
network.
EBV communicates via an intelligent Node. The EBV is designed
for installation as a desktop mount. It is used by the Engineer to
control the Independent Brake, Automatic Brake and Bail-off.
The EBV includes a Target Display that allows the Engineer to
know, immediately, how much reduction is requested when the
handle is moved. Faults are annunciated to the operator via an LCD
screen mounted on the Drivers Brake Valve (EBV). This screen is
also used for routine advisory instructions such as penalty reset and
emergency reset.
Selector switch on EBVs have four Positions
1. Lead 2.Trail 3.Helper 4.Test Modes.
2.3 Dead Engine Regulator (DER)

DER COC
Dead Engine Cut-In / Cut-out Cock.
Out - Closes Brake Pipe connection to Dead Engine
Regulator.
IN - Opens BP connection to Dead engine Regulator so Main
Reservoir can be charged from BP.
DER
Dead Engine Regulator
Reduces Brake Pipe Pressure to Main Reservoir / Dead
Engine Pressure
The DER is necessary in order for a locomotive that is being
towed dead in train to be able to apply brake cylinder as
Brake Cylinder is charged from MR
2.4 KE Valve
Allows for pneumatic function in the case of electronics

failure
Incorporates a Passenger / Goods selection lever
The second lever is for isolation of the valve for maintenance
2.5 Pneumatic ER Back Up (PER) Changeover Cock: - Allows

use of pneumatic drivers backup brake valve in case of critical
failure.
2.6 Direct Brake Handle:-The Direct Brake Handle has two positions
namely Release and FULL.
Automatic brake Handle: - Automatic brake Handle has five positions
1. Release position.
2. Run position.
3. Minimum reduction brake application.
4. Full service application.
5. Emergency application position.
3.0 System Back-ups:Brake Cylinder Back-up If the computer controlled BC pilot

controller (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.
Pneumatic ER Back-up (Optional) The system is provisioned to
optionally allow use of a back-up pneumatic ER controller and
switchover cock.
4.0 Modes of Operation of CCB II:There are six modes of operation for the CCB II-IR system.
They are:
LEAD CUT-IN or SINGLE UNIT - Independent brake control is
available via the (EBV) Independent handle. Equalizing reservoir
(ER) control is available via the EBV Automatic handle. The brake
pipe pressure is Cut-In and follows equalizing reservoir pressure
increasing and decreasing.
HELPER (LEAD CUT-OUT) - Independent brake control is

available via the EBV Independent handle. Automatic brake control
remains inactive. Emergency brake is always available via the AUTO
handle.
TEST Auto BP is cut out, ER follows the EBV Automatic handle,
and Direct BC will build to 5.4 Kg/cm2 automatically. This position
is used for testing the BP leakage of the train.
TRAIL CUT-OUT - Equalizing reservoir is exhausted and BP is
Cut-Out and is not controlled by equalizing reservoir pressure.
Brakes will apply & release in response to BP pressure and BCE pipe
depending on configuration. The EBV will not respond to handle
movement except to create an emergency application when the Auto
handle is moved to EMER. Automatic brakes apply and release in
response to trainline brake pipe pressure reductions and increases.
DEAD-IN-TRAIN - The EAB system is unpowered and the
locomotive is being towed in a train (away from a controlling
consist). Brakes will apply same as a freight car.
DEAD-IN-CONSIST - The EAB system is unpowered and the
locomotive is within the controlling consisting. Brakes will apply
same as a freight car from LEAD Automatic Brake. Brakes will
apply same as a locomotive from LEAD Independent Brake.
SETTING UP CONTROL STAND

(a) EBV Setting for Single Locomotive Operation:
1. Non Working Control Stand:Auto Brake handle - Full service application.
Direct Brake Handle Release
Mode selector switch on EBV- Trail
2. Working Control Stand:Auto Brake handle - RUN
Direct Brake Handle FULL When Stopped & REL for Moving the
Locomotives
Mode selector switch on EBV- Lead
The EBV screen displays the following message: MODE
CHANGE; MODE =LEAD.
(b) EBV Setting for Multiple Loco Operation:
EBV Setting in Leading Loco.
2. Working Control Stand:Auto Brake handle - RUN
10
Locomotives
Mode selector switch on EBV- Lead
EBV Setting in Trailing Loco on Both Control Stands .
(Both EBV are Non Working)
Auto Brake handle - Full service application.
(c) EBV Setting in Banker Loco Operation:
2. Working Control Stand: Auto Brake handle - Full service application.
Locomotives
Mode selector switch on EBV- HLPR
NOTE:- With above setting in Banker Loco , attach BP hoses
between formation & Banker Loco , open BP angle COCS to charge
BP. BP in the Banker Loco may drop immediately once angle COC
is opened and PCS will knock-out (no message on LCC Screen ).
11
Once, BP is charged from Leading loco, PCS in the Banker loco will
reset automatically and loco is ready for operation.
CAUTION:- Do not change any setting on Banker Loco Control
Stand except Releasing Direct Brake i.e. Bringing Direct Brake
Handle to Release Position for loco movement.
(i)
(ii)
(iii)
(iv)
If The Auto Brake Handle in the Banker loco is left in RUN

then while moving the loco ,PCS will knock-out when the
speed reaches3kmph (No development of BC pressure).But ,
Message on LCC-NO LOAD PCS OPEN, RECOVER
THE AIR BRAKE SYSTEM TO RESET PCS will appear.
Stop the Locomotive, Bring Throttle Handle to IDLE LCC
message will change as AIR BRAKE PENALTY PLACE
HANDLE IN FULL SERVICE FOR 10 SECONDS
Place Auto Handle in FS for 10 Seconds, PCS resets and the
LCC message changes as: TO RESTORE NORMAL AIR
BRAKE OPERATION PLACE AUOTMATIC HANDLE
IN RUN
Bring the AUTO Handle to RUN once & immediately move
the Auto Handle to FS which is a strict legitimate handle
position for Banker operation.
(d) Penalty re-setting:

EMERGENCY PENALTY This penalty applies after Air
Brake self test, Auto Brake Emergency Brake application .Train
Parting, Fireman Emergency Brake application
First Bring Throttle Handle to IDLE & the Reverser to NEUTRAL
Recover from Emergency Penalty Brake Application (As per
EBV &LCC display message.)
12
From Working Control Stand :To recover Emergency penalty

Keep Auto Brake Handle in Emergency position for 60
Seconds
After some time, EBV Crew message changes as Okay to
RUN BP Target = 0.0 kg/sqcm
Move Auto Handle to RUN, EBV display indicateOkay to
RUN BP Target = 5.0/5.2 kg/sqcm
BP would change to 5.0/5.2 kg/sqcm according to type of
locomotive.
Full Service Penalty: This penalty applies after Re-cycling of
LCC Circuit breaker, VCD/Alerted operation, Communication
failure between LCC & CCB, penalty applied by CCB in view of
safety. (As per LCC & EBV display massage).
Recovery from Full Service Penalty Service Brake Application
From Working Control Stand :To recover the Full Service penalty
Keep Auto Brake Handle in FS for 10 Seconds
Crew message Indicate on EBV screen Okay to RUN BP
Target = 3.0Kg/sqcm Move Auto Handle to RUN position.
BP would change to 5.0/5.2 kg/sqcm according to type of
locomotive.
(e) CCB Loco attaching to Formation:
First attach the Locomotives to formation and ensure CBC is
properly locked
13
From Working Control Stand :Auto Brake handle - RUN

Direct Brake Handle FULL
Mode selector switch on EBV- Rotate & move from LEAD to TEST
Connect Loco & Formation BP hose pipes
(Connect FP hose pipe first and charge FP in case of twin pipe
operation)
First Open Formation side BP Angle COC Then Open Loco side BP
Angle COC
Mode selector switch on EBV- Rotate & move to LEAD allow
charging BP
(f) BP Leakage Testing on Formation:
Whenever BP charging problem is noticed after attaching loco to
formation first charge BP to the extent possible, then
From Working Control Stand :Auto Brake handle - RUN
Direct Brake Handle FULL
Mode selector switch on EBV- Rotate & move from LEAD to TEST
& observe BP Leakage rate as per Guide lines.
NOTE: - During this test BP charging is CUTT-OFF to find out the
leakage rate and moving Auto handle in Service zone will not result
in application of auto brakes except Emergency Brakes.
14
(g) Changing Control Stand in single Loco operation

Stop locomotive & Apply Loco Brakes
Direct Brake Handle FULL (Apply Hand Brake for safety if
required)
Always first make both Control Stands as Non working
1.Working Control Stand:Auto Brake handle Move to FS.
Mode selector switch on EBV- Move from Lead to Trail
Direct Brake Handle - Move to REL.
2. Non Working Control Stand:(Now to select as working)
Direct Brake Handle - Move to FULL.
Mode selector switch on EBV- Move to Lead
Auto Break handle - Move to RUN
Independent handle - Move to FULL application.
(Release Hand Brake)
(h) Changing Lead Loco to Trail for MU Operation
Stop Locomotives
Apply Loco Brake - Full
Apply Hand Brake for safety if required
Always first make both C/S as Non -Working
Working Control Stand of presently Working Loco
15
Auto Break handle Move to FS.

Mode selector switch on EBV- Move from Lead to Trail
Direct Brake handle - Move to REL.(Wait till BC & BP pressure
stabilize).
Non Working Control Stand:Auto Brake handle FS.
Direct Brake handle - REL
Go to trailing Loco (The Loco now to be made as leading)
On The Control Stand to be made as lead
Direct Brake handle - Move to FULL
Mode selector switch on EBV- Move to Lead
Auto Break handle - Move to RUN
Non Working Control Stand:Auto Brake handle FS.
Direct Brake handle - REL
(i) To attach the Locomotive as dead in Multiple Units with all

hose Connections: First attach the working Locomotive to the loco
to be moved as Dead and ensure CBC is properly locked.
Shut down the loco to be moved as Dead
16
Put OFF all circuit Breakers

Connect MREQ,BCEQ & BP hose pipes between both locos
and open COCs
Apply Direct Brakes from Lead loco and verify application of
Brakes on Dead loco.
Release Direct Brakes from lead loco and verify releasing of
Brakes on Dead loco.
Drop BP from Lead loco and verify application of Brakes on
Dead loco.
Re-charge BP from Lead loco and verify releasing of Brakes
on Dead loco.
NOTE:- Loco Brakes on Dead Locomotive will operate in both
Auto &Direct Braking from the Lead Locomotive
(j) To attach the Locomotive as dead in train connecting only BP:
First attach the working Locomotive to the loco to be moved as Dead
and ensure CBC is properly locked.
Shut down the loco to be moved as Dead
Put OFF all circuit Breakers
Drain MR1 & MR2 and close MR drain COC
Open Dead Engine COC on Dead loco (ERCP)
(Provided on ERCP of CCB-II/IR Brake panel)
Connect both Locos BP pipes
17
Open MREQ &BCEQ COCs at one and Dead loco (this is to

avoid pressure trapping)
Open Dead Loco BP Angle COC open Lead loco BP Angle
COC Charge BP from Lead loco
NOTE: - MR2 in Dead loco will slowly charge from leading Loco
BP to 1.8kg/sqcm max. This pressure is preset in the ERCP.
Drop BP from Lead loco and verify application of loco
Brakes on Dead Loco
Re-charge BP from Lead loco and verify releasing of Brakes
on Dead loco
NOTE:- Loco Brakes on Dead Locomotive will operate only by
operation of Auto handle on Lead Locomotive during parting
between Locomotive
After Dead movement set-up & BP charged to5.0 Kg/cm in Dead
loco from lead loco, if BC is not reducing to zero in dead loco, then
please follow the steps given below to release BC pressure (this may
happen only for the first time or after attached)
1) Give brief pulls to quick release lever provided at the bottom
of distributor valve.
2) Press 18TP on 16CP
3) Press 20TP on 20CP
NOTE: -Verify application and release of Loco Brakes in Dead loco
by dropping /re- charging BP from lead loco
(k) Dead Movement in WDG5 Locomotive
Release the parking brake
Drain MR1 & MR2
18
Parking brake apply automatically when MR1 & MR2

pressure drained
Parking Brake apply is released by operating RED handle on
TBU
Then follow the procedure of Dead Loco Movement.
(l) MAB/CCB Circuit Breaker Re-Cycling Procedure:
First Stop the Locomotive then
Bring Throttle Handle to Idle
Bring Reverser Handle to Neutral
Switch OFF ER& GF Switch
Keep Isolation Switch to Isolation position
Switch OFF MAB & CCB Circuit Breaker
Switch OFF Main LCC Computer Circuit Breaker
Wait for 20 to 30 Second
First Switch ON MAB & CCB Circuit Breaker
Switch On Main LCC Computer Circuit Breaker
Air brake 10 Second penalty will apply now. As per EBV
LCD display, place working control stand Auto brake handle
to FS position for 10 second &after 10 second keep the
handle to RUN position as per the LCD display. BP starts
charging & penalty resets
19
(m) Need for air brake self test

Whenever BP drops & PCS operates then, follow instruction
displayed in LCC Screen .Reset the 10 second penalty by keeping
Auto Handle in FS for 10 sec or Emergency penalty by keeping the
handle in emergency for 60 second
If the penalty is not recovered, then Re-cycling the MAB or CCB
Circuit Breaker. Even after Re-cycling Circuit Breaker If the penalty
is not recovered, then conduct Air Brake Self Test
NOTE: Air Brake self test will not pass if controller Faults are
active, under such condition, Switch over to other controller and
work informing concerned shed.
(n) Effect on WDG4/WDP4/CCB fitted Alco Loco after
Emergency Brake Application & steps to be followed by Crew to
Recover
Effect on Locomotives
Whenever Loco Pilots moves the Auto Brake handle to more than FS
& keep in Emergency position or operates Firemen Emergency valve,
then,
PCR trips and PCS Open light indicates on the indication
panel
Engine speed comes to Idle
20
Traction Alternator output will be Cut OFF and no power

to traction ER & BP Pressure becomes zero
Auto Flasher starts working
LCC display No load open, recover the air brake system
to reset PCS.
Once the Throttle Handle is moved to IDLE, then the
massage will change as keep Auto handle in Emergency.
(o) Step to be followed by Crew to Recover Emergency penalty :

Move Auto handle to Emergency Position
After 60 second, the EBV LCD display will change as OK
to RUN BP target =0 Kg/cm
Then keep the Auto handle to RELEASE /RUN position.
NOTE: After bringing Auto handle to RUN position, ER becomes
5.0/5.2 Kg/cm and then BP starts building equal to ER
pressure. Time taken for BP generation may depend upon
the length of the formation (Normally 5 to10 minute)
(p) Air Brake Self Test Procedure:
For Air brake self test only one control stand should be
selected i.e. one control stand should be in Lead and the other
control stand should be in Trail.
21
Stop the locomotive (Loco speed should be zero), apply Hand

Brake & provide skids for the wheels
Close BP,FP,MREQ & BCEQ COCs at both ends of the
locomotive
Ensure MR pressure is between 8 to 10 Kg/cm
Do not keep any of the Auto handle in Emergency position
Do not operate Bail-Off ring while test is ON
Now for the self test , select Air brake Self test from LCC
screen and press Continue.
Please wait till completion of Air brake self test .This will
take 3 to 4 minute.
After successful completion of self test , EBV LCD will
display Self test passed. If self test is not successful, then
S/T f/c =1xxx will display.
After getting the message successful test , no defects found ,
press to MAIN MENU screen.
Press Crew key on the display panel and act accordingly.
NOTE: After successful completion of self-test ,open formation
end BP & FP angle COCs ,charge FP and BP. Please ensure BP
continuity in the formation and then start working.
22
(q) Pneumatic Equalizing Reservoir Operation Set-Up :

This feature has been provided to develop BP pneumatically & work
in case there any problem with CCB system. By keeping brake
system in this mode locomotive can be worked at a restricted speed
to clear the block section
To make PER Operation Active
To stop the locomotives
Open CCB Circuit Breaker
Set PER COC to Horizontal position
Charge ER/BP by moving DBV handle towards position II
Once BP is charged, DBV handle may be placed at
position III which is a LAP position
For dropping BP, move DBV handle slowly towards
application position V
NOTE: Verify proportionate application and release of Loco
BC by operating DBV & if Loco Brakes not releasing
follow procedures as in case of Dead movement
23
.
5.0 Operating Pressure -HHP LOCO
EBV Handles
ER
BP
BCEP
BC
Positions
Kg/cm
Kg/cm
Kg/cm
Kg/cm
Release
5.7.07
5.7.07
Run
5.2.07
5.2.07
MIN
0.4 reduction
0.4 reduction
0.4.14
0.4.14
FS
1.5 reduction
1.5 reduction
1.8.14
1.8.14
EMER
<1.4
1.8.14
1.8.14
Release
n/a
n/a
FS
n/a
n/a
5.2.14
5.2.14
Automatic brake
Independent brake
Other Pressures
Dead Engine Regulator 1.80.1 Kg/cm
Main Reservoir- 8 to 10 Kg/cm
24
Operating Pressure -Alco Locomotive
EBV
Handles
Positions
ER
BP
BCEP
BC
Kg/cm
Kg/cm
Kg/cm
Kg/cm
Release
5.5.07
5.5.07
Run
5.0.07
5.0.07
MIN
0.4 reduction
0.4 reduction
0.4.14
0.4.14
FS
1.5 reduction
1.5 reduction
1.8.14
1.8.14
EMER
<1.4
1.8.14
1.8.14
Independent
brake
Release
n/a
n/a
FS
n/a
n/a
3.5.14
3.5.14
Automatic
brake
Other Pressures
Dead Engine Regulator 1.80.1 Kg/cm
Main Reservoir - 8 to 10 Kg/cm
6.0 Additional Features:

Includes Real Time Clock in EBV
Smart LRUs include logs
Includes crew advisory on EBV display
25
Fully potted electronic modules.

Additional safety devices can be piped to EPCU pipe 3 or 10
without SW/HW change
Can be used with Backup DBVs, to avoid line blockage in
situation of CCB failures.
7.0 Trouble shooting CCB-II Electronic Air Brake system.
(1) Power cutoff switch (PCS) does not clear or cannot release
brakes:
(i) Place Automatic brake handle in Full
Service (FS) and wait for penalty to clear. If a Fault XX Active
message appears, it will be necessary to reset the source of the
penalty (cab signal, ATP, alerter, etc.). Check Main Reservoir Gauge
to insure air is being supplied to the brake system. After any
penalties are reset, move the Automatic brake handle to RUN. Check
to see if both ER and BP pressures rise. If ER rises and BP does not,
see symptom Cannot charge brake pipe. If ER and BP rise, but PCS
still does not reset, go to step (ii).
(ii).Ensure throttle handle is in IDLE position and reverser handle
is centered. Place the Automatic handle in Full Service (FS). Power
cycle the Electro- Pneumatic Control Unit (EPCU). If problem
persists, an Emergency or Penalty source is active and must be
cleared. If BP can be charged but PCS cannot reset, replace the RCP.
If problem persists, replace BPCP.
(2) Cannot charge brake pipe.
i) Ensure locomotive set-up is Lead and isolated from other
locomotives .Move Automatic brake handle to RUN. Ensure ER
charges to release setting. If ER does not charge, see symptom
Power cutoff switch (PCS) does not clear.
26
ii) Isolate locomotive (close end angle cocks) and repeat step (i). If
BP charges now but wouldnt before, check train for leakage or decoupling.
iii) Place Electronic Brake Valve (EBV) Automatic handle sharply
into and out of emergency EMER position at least ten times. Reset
emergency and move Automatic brake handle to RUN. If BP
pressure rises, the problem was a stuck 21 vent valve on the EBV.
iv) If BP rises partially toward ER but fails to reach ER (and a blow
of air is heard at EPCU), replace BPCP (there may be contamination
in the relay or emergency valve). If problem persists, replace
locomotive vent valve.
(3) Automatic brake cannot be bailed off on the locomotive.
i) Ensure EBVs mode selector switch is set to "Lead".
ii) Replace EBV. If problem persists, replace 16CP.
(4) Cannot build brake cylinder pressure.
i) Ensure locomotive is set-up to Lead Ensure truck brake cylinders
are cut-in (angle cocks).
ii) Make a brake application with the Automatic brake handle. Note
that brake pipe pressure reduces.
iii) Check for blow of air at the brake cylinder control portion
(BCCP). If no leakage is heard, check integrity of locomotive piping
from manifold of EPCU to truck brake cylinders.
8.0 CCB II-IR EBV Crew Messages
The following messages are transmitted to the EBV display. These
crew messages are provided to assist the Loco Pilot in operating the
brake system. They are not intended to be maintenance instructions.
Line 1
Line 2
Meaning
Wait
Powering Up
The system is booting
up.
Line 1
Line 2
Set
Hand Test in Progress
Brake
Unable to Service xx CP
Boot
Fireman
Emer
Operator
Emer
Trainline
Emer
Fireman
Emer
Put Auto in Emer
Operator
Emer
Wait
Trainline
Emer
Wait
Fault
Penalty
Safety
Penalty
Put Auto in FS
Put Auto in Emer

Put Auto in Emer
Wait
Put Auto in FS
27
Meaning
PTU disabled the
brakes
During power-up a
problem was detected
with
the
xxCP.
Perform maintenance.
Display if emer and
handle < emer
Put Auto in Emer
Display if emer and
handle < emer
Display
if
in
emergency and handle
in Emer., and timer <
60 sec
Display
if
in
in Emer., and timer <
60 sec.
Display
if
in
in
Emer., and timer < 60
sec.
Display if penalty and
auto is < FS
Display if penalty and
auto is < FS
Line 1
Fault
Penalty
Line 2
Keep in FS
Safety
Penalty
Keep in FS
Fault
Active
xx Shut AB Off
Fault
Active
xx Check BC Gauge
Fault
Active
xx Trail Use Only
Fault
108 Check Setup
Active
Okay
Run
Okay
Run
to Service Soon - xx
to BP Target = x.xx
28
Meaning
Display if in penalty
and handle in FS,
and timer < 10
seconds
Display if in penalty
and handle in FS,
and timer < 10
seconds
A system fault exists,
which requires the air
brake power to be shut
off and used in trail
Use pneumatic gauge
for
BC
pressure
indication
Display
when
a
disabling
fault
is
active
Both
EBV
mode
switches are set to
same switch position
and one of them is not
in
the
Trail
position
Display when a noncritical fault is active.
This is the default
screen
Line 1
Line 2
Unable to Factory Code:???
Boot
Initializing
System...
Self
test
Passed
S/T
1xx
F/C= Service xx CP
29
Meaning
Indicates
computer
problem contact field
service.
Displayed
during
system
power-up
checks
Display when Self test
complete with no
failures
Display when Self test
failure occurs for the
xxCP, where xxx is
the last 3 digits of the
self test failure code
The following Crew Messages are EBV specific information

Line 1
MODE
CHANGE
MODE
CHANGE
MODE
CHANGE
MODE
CHANGE
EBV
Line 2
FREIGHT
LEAD IN
TRAIL
Meaning
Display for 2 seconds after mode
switch defines a lead position
switch defines a Trail position
EBV TEST Display for 2 seconds after mode
MODE
switch defines a Test position
HELPER
MODE
switch defines a Helper position
IS
Display when EBV is not active
INACTIVE
The following Crew Messages is the first Crew Messages Displayed

as the system power up
30
Line 1
Line 2
Meaning
<SYSID< Rev=<Date <SYSID< is the parts list number of
-26-EBV Code>
the EBV software
<Date Code> is the EBV software
revision build date defined ass
MM/DD/YYYY
The following Crew Messages is the second Crew Messages

Displayed as the system power up
Line 1
Line 2
Date<M< Time:
/D>/YR> <HR:<MIN>:<SEC>
Meaning
<M> - Current Month
<D> - Current Day
<Y> - Current Year
<YR> - Current Hour
<HR> - Current
Minute
<SEC> - Current
Second
9.0 EBV Crew Message Fault Codes:

Fault Descri Detected
Reason
Code
ption
By
for
Fault
001
ERCN RCP,BP
Loss
of
Fault
ERCN
heartbeat
for 5
seconds.
Corrective Action
Insure LON cable

is positively seated
at ERCP. Cycle
AB circuit breaker.
If not corrected,
must be used in
31
002
ERCP
AW4
Fault
ERCP
ER > 120
or
pressure
not
Within +/5 psi in 10
seconds
006
MVER
Fault
ER
010
BPT
Fault
BPCP
Output
feedback
indicates
MV fault
Xdcr
output
voltage >
4.5 or
< 0.5.
014
MV53
Fault
BP
Output
feedback
indicate
MV fault
Trail Mode until

repair.
Replace
ERCP at Shed.
Place mode switch
in TRAIL,
Automatic handle
in EMER,
and Independent
handle in FULL to
clear fault If not
corrected, must be
used in Trail Mode
until repair.
Replace ERCP at
Shed.
Must be used in
Trail Mode until
repair.
Replace
ERCP.
If fault remains
after power
cycling AB circuit
breaker, replace
BPCP at Shed. Set
power off and use
in trail in
Pneumatic backup
until repair.
Must be used in
Trail Mode until
repair. Replace
BPCP.
016
BPCN
Fault
RCP,ER,
20,EBV
036
16CP
AW4
Fault
16
32
Loss of
BPCN
heartbeat
for 5
seconds.
Inspect LON cable

connection to
BPCP on the
EPCU and tighten
as needed. Cycle
AB circuit breaker.
Check for yellow
light on BP control
node. If steady or
blinking,
reprogram
or replace BPCP.
If
red light remains
on
after power cycle,
replace BPCP.
Must
be used in Trail
Mode until repair
Pressure
Place mode switch
not
to TRAIL,
within +/- Automatic handle
5 psi
in EMER,
in
10 and Independent
seconds
handle in FULL to
clear fault. If not
corrected,
automatic BC
pressure may be
direct release only.
No blending or
33
039
MV16
Fault
16
Output
Feedback
indicates
MVfault.
052
16CN
Fault
RCP,20
Loss of
16heartbe
at for 5
seconds
055
20CP
20
AW4
FAULT
Pressure
not
within +/5 psi
in 10
other special BC
controls will be
active. Replace
16CP at Shed.
Automatic BC
pressure may be
No blending or
other special BC
controls will be
active. Replace
16CP at shop.
Inspect LON cable
at 16CP. Cycle AB
circuit breaker. If
not corrected,
automatic BC
pressure may be
No blending or
other
special BC
controls will be
active. Replace
16CP at
Shed.
Place Mode switch
to TRAIL,
Automatic handle
in EMER, and
Independent
34
seconds
062
20CN
Fault
EBV,ER,
BP,RCP
Loss of
20CN
heartbeat
for 5
seconds
075
AUTO
HAND
LE
OPEN
EBV
076
INDEP
HAND
LE
OPEN
EBV
CN
Fault
EBV
Potential
meter
output
voltage <
minimum
Potentiom
eter output
voltage <
minimum
Loss of
EBV CN
heartbeat
for 5
seconds
085
ER,BP,
20 RCP
handle in FULL to
clear fault. If fault
remains, use in
Trail Mode until
repair. Replace 20
CP.
Insure LON cable
at 20CP. Cycle AB
circuit breaker. If
fault remains, set
ABCB off and use
in trail on
pneumatic backup
Set to TRAIL.
Replace EBV.
Set to TRAIL.
Replace EBV.
Insure LON cable

at EBV connector
and
PSJB J100. Cycle
AB circuit breaker.
Check for yellow
light on EBV
control
108
Cab
Mismat
ch
Fault
RCP
118
RCP
CN
Fault
BP,20,
EBV
125
MV26
Deenergiz
ed
ER
35
Both Cab
switches
are set to
switch
position
and one of
them is
not in the
TRAIL
position.
Loss of
RCP
heartbeat
for 5
seconds
Output
feedback
indicates
MV
fault
node. If steady or
blinking,
reprogram
or replace EBV. If
red light remains
on after power
cycle, replace
EBV.
Correct setup,
recover penalty. If
not corrected, must
be used in Trail
Mode until repair.
replace EBV
Must be used in
Trail Mode until
repair. Replace
RCP.
Must be used in
Trail Mode until
repair. Replace
ERCP
36
136
16CP
BPT
Fault
16
Xdcr
output
voltage >
4.5 or
< 0.5
140
MR/FL
Dual
Transd
ucer
Fault
BP
141
LCI
Comm
Loss
RCP
Xdcr
output
voltage >
4.5 or
< 0.5 for
both
MRT and
FLT
Loss of
LCI
heartbeat
for 5
seconds
142
20
BMV
Fault
16
Output
feedback
indicates
MV
fault
Automatic BC
pressure may be
No blending or
other special BC
controls will be
active. Replace
16CP at shed.
AW4 diagnostics
are disabled. Loss
of MR pressure
indication for
display (if
equipped). Replace
BPCP at shed
Ensure LON cable
at LON convertor
and LCC
Cycle AB circuit
breaker.
Replace LON
convertor, Replace
LCI
Must be used in
Trail Mode until
repair. Replace
37
10.0 DOs and DONTs

DOs
Lead/Trail switch on EBV is with ROTATE mechanism and

always follow this practice to rotate switch by using the knob.
Give some time during two self tests (at least 4-5 minutes).
Ensure Loco is isolated, Application of Handbrake, & Wheel
skids are provided before performing Air Brake self test.
Ensure availability of sufficient MR pressure (always more
than 8 Kg/cm2) before starting self test.
Before attaching locomotive to formation, please blow the
air thru hoses (by charging BP) and also please clean End
connection of formation wagon/coaches. At times it is found
that small stone or plastic pieces flow back to Emergency
Vent Valve.
Clear fault codes of Brake Valve Controllers i.e., 108 etc
before HLPR operation.
Always Keep Non Working Control Stand Auto Handle in
FS position & DIR handle in REL position.
Drain moisture from MR1 & MR2 Reservoirs at regular
intervals if Air Dryer is not functioning.
Keep the Dead-Engine COC(on ERCP) to normal position
once the Dead Engine movement is completed and the
Locomotive is ready for working as LEAD/TRAIL
In case Air Brake Alarm message is continuously displayed
on LCC Screen with alarm, once release BC pressure to
ZERO (Ensure hand brakes applied), then, automatically fault
is cleared.
If Air Brake self test failed, re-conduct self test, giving some
time gap.
38
If one EBV faults are logged and are not clearing, work from
other EBV (may be operated to clear the section till the other
EBV is attended duly observing safety)
While Auto Handle at FS position while changing LT switch
position (other than Test position selection CCB will apply
FS penalty if not followed.
Recycle CCB Circuit Breaker to clear any faults logged. If
not cleared then please contact respective shed.
Ensure proper working of Air Dryer and MR Drain valves.
In case the Air Dryer is by passed, then manually drain MR
Auto Drain Valves when times permits and inform shed.
If Air Dryer by passed inform to shed and also pass the
remarks in loco repair book.
DONTs
In CCB-II do not switch off LCC Circuit Breaker first

without switching off CCB Circuit Breaker CCB will log
Fault Code 141 Communication Failure.
Never select both Controller Lead/Trail Switches to HLPR at
any point or Keep One in LEAD & the Other in HLPR/TEST.
Do not Change Lead/Trail switch on running Locomotive.
Do not Re-cycle CCB Circuit Breaker on a running
locomotive.
Do not hold bail off switch for long time. If Auto Brake are
applied and if you are moving Direct Brake Handle to REL
position, please be careful to not to lift bail ring other-wise
it will result into release of Auto Brakes on Locomotive &
Locomotive may roll.
Do not Power-up/Move as an Independent Power/Own
Power when both Brake Valve controllers are selected as
TRAIL.
39
Do not spill liquid like tea, coffee, water on the Brake Valve
Controller
Do not keep Non-working Auto handle beyond FS position.
11.0 ABBREVIATIONS
ABCB.................... AIR BRAKE CIRCUIT BREAKER
ALR ..................... ALARM RELAY
BO ........................ BAIL OFF
BC....................
BRAKE CYLINDER
BCCO................ BRAKE CYLINDERCUT-OUT PIPE
BP......................... BRAKE PIPE
BPCN................... BRAKE PIPE CONTROL NODE
BPCO................... BRAKE PIPE CUT-OFF VALVE
BPCP.................... BRAKE PIPE CONTROL PORTION
CN........................ CONTROL NODE
COC..................... CUT OFF COCK
COMM................. COMMUNICATION
COS...................... CUTOFF SWITCH
EAB...................... ELECTRONIC AIR BRAKE
EBV...................... ELECTRONIC BRAKE VALVE
EMER................... EMERGENCY
ER........................ EQUALIZING RESERVOIR
ERCP................... EQUALIZING RESERVOIR CONTROL
PORTION
ERCN................... EQUALIZING RESERVOIR CONTROL NODE
FV ......................... FEED VALVE
IND ....................... INDEPENDENT
LON ...................... LOCAL OPERATING NETWORK
LRU ...................... LINE REPLACEABLE UNIT
MIN ...................... MINIMUM
MR ........................ MAIN RESERVOIR
MREP ...................MAIN RESERVOIR EQUALIZING PIPE
40
PCS....................... PNEUMATIC CUTOFF SWITCH

PSJB..................... POWER SUPPLY & JUNCTION BOX
PTU .......................PORTABLE TEST UNIT
REL .......................RELEASE
RES .......................RESERVOIR
REV .......................REVERSER CURRENT
16CP .....................16 PIPE CONTROL PORTION
16 RES ..................16 RESERVOIRS
20CP .....................20 PIPE CONTROL PORTION
#16 PIPE ...............BC APPLICATION PIPE (TO RELAY VALVE)
#20 PIPE............... INDEPENDENT (DIRECT) APPLICATION
AND RELEASE PIPE (LOCO ONLY)
OUR OBJECTIVE
To upgrade maintenance technologies
and methodologies and achieve
improvement in productivity and
performance of all Railway assets and
man power which inter-alia would
cover reliability, availability, utilization
and efficiency?
If you have any suggestions and any specific comments,
please write to us.
Contact person
: Director (Mech.)
Postal address
: Indian Railways,
Centre for Advanced
Maintenance Technology,
Maharajpur, Gwalior.
Pin code - 474 0050
Phone
:
0751- 470890, 0751-2470803
Fax
:
0751- 2470841
41

Handbook On CCB-II of Diesel Locomotives

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Handbook On CCB-II of Diesel Locomotives

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Hand Book on CCB-II

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MAHARAJPUR, GWALIOR 474005

egkjktiqj, Xokfy;j & 474005

Hand Book on CCB-II

Page No. and Item

Electro - Pneumatic Control Unit

Dead Engine Regulator (DER)

Pneumatic ER Back Up (PER)

Modes of Operation of CCB-II

Trouble shooting CCB-II Electronic

EBV Crew Message Fault Codes:

DOs and DONTs

serviceability and failure analysis. CCB II-IR includes

AIR BRAKE CONTROL SYSTEM RACK ASSEMBLY

2.1 EPCU: Electro-Pneumatic Control Unit

Front view of EPCU

Rear view of EPCU

The EPCU consists of 9 LRUs

1. ERCP - Equalizing Reservoir Control Portion

2.2 EBV- Electronic Brake Valve

1. Lead 2.Trail 3.Helper 4.Test Modes.

2.3 Dead Engine Regulator (DER)

Allows for pneumatic function in the case of electronics

Incorporates a Passenger / Goods selection lever

The second lever is for isolation of the valve for maintenance

2.5 Pneumatic ER Back Up (PER) Changeover Cock: - Allows

3.0 System Back-ups:Brake Cylinder Back-up If the computer controlled BC pilot

HELPER (LEAD CUT-OUT) - Independent brake control is

SETTING UP CONTROL STAND

If The Auto Brake Handle in the Banker loco is left in RUN

(d) Penalty re-setting:

From Working Control Stand :To recover Emergency penalty

From Working Control Stand :Auto Brake handle - RUN

(g) Changing Control Stand in single Loco operation

Auto Break handle Move to FS.

(i) To attach the Locomotive as dead in Multiple Units with all

Put OFF all circuit Breakers

Open MREQ &BCEQ COCs at one and Dead loco (this is to

Parking brake apply automatically when MR1 & MR2

(m) Need for air brake self test

Traction Alternator output will be Cut OFF and no power

(o) Step to be followed by Crew to Recover Emergency penalty :

Stop the locomotive (Loco speed should be zero), apply Hand

(q) Pneumatic Equalizing Reservoir Operation Set-Up :

Dead Engine Regulator 1.80.1 Kg/cm

Main Reservoir- 8 to 10 Kg/cm

Operating Pressure -Alco Locomotive

Dead Engine Regulator 1.80.1 Kg/cm

Main Reservoir - 8 to 10 Kg/cm

6.0 Additional Features:

Fully potted electronic modules.

Put Auto in Emer

Put Auto in Emer

xx Trail Use Only

The following Crew Messages are EBV specific information

The following Crew Messages is the first Crew Messages Displayed

The following Crew Messages is the second Crew Messages

9.0 EBV Crew Message Fault Codes:

Insure LON cable

Trail Mode until

Inspect LON cable