NEW YORK AIR BRAKE CORPORATION A KNORR BRAKE COMPANY

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Theodora Cummings
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1 NEW YORK AIR BRAKE CORPORATION A KNORR BRAKE COMPANY 748 Starbuck Avenue, Watertown, New York C.W. 269 COMPONENT WRITE-UP OF PNEUMATIC CONTROL UNIT P/N ISSUE: NO. 2 C.W PAGES Purpose A. The Pneumatic Control Unit (PCU) is an electro-pneumatic device that delivers air from the main reservoir to the locomotive's brake cylinders, trainlined brake pipe, trainlined independent application and release pipe and the trainlined actuating pipe as controlled by the Computer. The PCU has electro-pneumatic pressure control circuits, a brake pipe cut-off circuit, an emergency detection and propagation circuit and two high capacity relay valves. B. These devices are mounted on a laminated manifold that provide all inter valve connections minimizing the interface piping required. The manifold is arranged such that there are no water traps, and normal venting device operation will tend to purge any moisture that enters the unit. Filtration is in the trainline pipe connections and filters on manifold to prevent large foreign contaminates from entering the unit. C. Figure C.W. 269 shows the valve arrangement of the Pneumatic Control Unit. D. There are four pressure control circuits found on the PCU. These are: 1 Brake Pipe Control Circuit 2 Actuating Pipe Control Circuit 3 Application and Release Pipe Control Circuit 4 Brake Cylinder Control Circuit E. Refer to Figure C.W , Pneumatic Control Unit Schematic. F. Operation of individual components mounted to the PCU is described in their individual component write ups. -1-

2 ISSUE NO. 2 C.W PAGES Operation BRAKE PIPE CONTROL CIRCUIT A. ANALOG CONVERTER (AW4-ER) The ANALOG CONVERTER (AW4-ER) controls the level of pressure in the equalizing reservoir. The analog converter receives commands from the computer relay unit and responds to those commands by decreasing the level of pressure in the E.R. if a service application was commanded or increasing the level of pressure if a release was commanded. B. EQUALIZING RESERVOIR TRANSDUCER (ERT) The ERT is part of analog converter (AW4-ER). The ERT provides ER pressure level feedback to the Computer to verify that the command to the AW4-ER analog converter has produced the required E.R. pressure. C. ER MAGNET VALVE (MVER) The ER MAGNET VALVE (MVER) is a default magnet valve. Under normal conditions, in the PASS or FRT mode, MVER is energized allowing the ER AW4 to control the pressure within the Equalizing Reservoir (ER ). If for any reason power is lost or for an ATC penalty, the Computer fails to function properly or through external device control, the MVER will de-energize. This disconnects the ER AW4 and exhausts ER at a service rate. D. BP RELAY (KR5EO) The BP RELAY (KR5EO) is a high capacity pneumatic device that duplicates the pressure signal from the ER RES with air from main reservoir supply for delivery to brake pipe trainline at a high rate as required in locomotive service. This device is self-lapping and pressure maintaining. E. MAGNET VALVE 53 (MV53) The 53 MAGNET VALVE controls the input and output to the brake pipe cut out valve(bp-co). The Computer energizes MV53 for brake pipe cut-out and de-energizes to cut-in. On cut-out command, MV53 is energized and exhausts the pilot port of the BP-CO, and thus blocking BP Relay to brake pipe trainline. This command is used when changing operation from one end of a consist to another or when in an emergency application. During the brake pipe leakage test, the cut-out command is also used to isolate BP. F. BRAKE PIPE CUT OUT VALVE (BP-CO) The BRAKE PIPE CUT OFF VALVE (BP-CO) controls the brake pipe air coming from the BP relay valve to the trainline brake pipe. The BP-CO opens to permit charging of the brake pipe trainline when the output pressure of the BP Relay (KR5EO) has reached approximately 7-13 psi. Any reduction of brake pipe trainline pressure to 7-13 psi will cause the BP-CO device to close. G. BRAKE PIPE TRANSDUCER (BPT) AND BRAKE PIPE PRESSURE SWITCH (PS-BP) The BP TRANSDUCER (BPT) and BP PRESSURE SWITCH (PS-BP) provide feedback signals to the Computer for brake cylinder pressure control, diagnostic information, power knock-out overrides and brake pipe pressure display at the (ILC) Intergrated Locomotive Computer screen. -2-

3 ISSUE NO. 2 C.W PAGES H. BRAKE PIPE FILTER (LF-19-T) The BP FILTER (LF-19-T) protects against large particle contaminates from entering the PCU from brake pipe trainline. I. EMERGENCY PILOT AIR VALVE (PVEM) AND EMERGENCY MAGNET VALVE (MVEM) The EMERGENCY PILOT AIR VALVE (PVEM) and EMERGENCY MAGNET VALVE (MVEM) are incorporated to initiate an emergency application either electrically by energizing MVEM or manually through external venting of the #21 pipe. ACTUATING PIPE CONTROL CIRCUIT A. MAGNET VALVE (MV13S) MAGNET VALVE (MV13S) is a normally closed, 3-way magnet valve. When MV13S is energized, main reservoir pressure is ported to the #13 PILOT AIR VALVE (13-CO). MV13S, when deenergized, exhausts the input or pilot port of 13-CO. B. #13 PILOT AIR VALVE (13-CO) #13 PILOT AIR VALVE (13-CO) closes 13 exhaust on a trailing locomotive. The 13-CO will open when air pressure from magnet valve (MV13S) reaches 10 psi pressure and allow main reservoir pressure to flow to the actuating pipe trainline. 13-CO will not close until actuating pipe pressure has decreased to 8 psi. C. MAGNET VALVE (MV13E) MAGNET VALVE (MV13E) allows air into trainline actuating pipe and exhausts the trainline actuating pipe directly to atmosphere at a rapid rate. D. #13 PRESSURE SWITCH (PS-13) The #13 PRESSURE SWITCH (PS-13) provides a feedback to the Computer indicating the level of pressure within 13 pipe trainline whenever above 25 psi for brake cylinder pressure control and diagnostic purposes. Closure of pressure switch PS-13 will command the Computer to release the brakes through the AW4-16 Analog Converter. E. 13 FILTER (FL19) The 13 FILTER (FL19) protects against large particle contaminates from entering the PCU from the actuating pipe trainline. APPLICATION AND RELEASE PIPE CONTROL CIRCUIT A. 20 PIPE CONTROL PORTION (20CP) The 20 PIPE CONTROL PORTION (20CP) is used to control pressure in the trainline independent application and release pipe when commanded by the Computer. B. 20 PIPE TRANSDUCER (20T) provides 20 pipe pressure level feedback to the Computer to verify that the command to the 20 pipe control circuit has produced the required 20 pipe pressure. -3-

4 ISSUE NO. 2 C.W PAGES BRAKE CYLINDER CONTROL CIRCUIT A. ANALOG CONVERTER (AW4-16) The ANALOG CONVERTER (AW4-16) controls the level of pressure to the 16 pipe reservoir. The Analog Converter receives commands from the Computer Relay Unit to produce the required output pressure to control the J-1 Relay Valve for a brake application or release. B. 16 PIPE TRANSDUCER (16T) Part of analog converter (AW4-16) provides 16 pipe pressure level feedback to the Computer to verify that the command to analog converter (AW4-16) has produced the required 16 pipe pressure. C. 16T MAGNET VALVE (MV16T) The 16T MAGNET VALVE (MV16T) is a default magnet valve. Under normal conditions MV16T is energized allowing the Analog Converter (AW4-16) to control pressure to the BC Relay. If for any reason power is lost or the computer diagnostics de-energizes MV16T for some faults, the MV16T will de-energize. This disconnects the Analog Converter (AW4-16) and connects the DIT Valve to the BC Relay. The DIT will control the brakes based on the increase or decrease of BP. D. BC RELAY (J-1) The BC RELAY (J-1) is a high capacity pneumatic device that duplicates the air pressure signal received from Emergency Regulator (ELV) or Analog Converter (AW4-16) with main reservoir supply for delivery to the locomotive's brake cylinders at a high rate. This device is pressure maintaining. E. EMERGENCY REGULATOR (ELV) The EMERGENCY REGULATOR (ELV) is manually set to produce an emergency level output pressure to the BC Relay Valve (J-1) by way of the Emergency Detection Pilot Air Valve (PVE). F. EMERGENCY DETECTION PILOT AIR VALVE (PVE) The EMERGENCY DETECTION PILOT AIR VALVE (PVE) receives air from the DB10 control valve, Analog Converter (AW4-16), the Emergency Regulator (ELV) or ATC PBCU. Air pressure from these sources are used as a control pressure by the BC Relay Valve (J-1). The PVE opens on decreasing pressure of 18 psi to connect the ELV regulated pressure to the BC Relay (J-1). The pilot pressure to the PVE is from Brake Pipe or Actuating Pipe Trainline. G. 16 RESERVOIR The 61 cu. in. 16 RESERVOIR is used as a stabilizing volume during computer control of service or emergency brake application. When not in a computer controlled mode of operation it is used in conjunction with the service portion to obtain the correct control pipe pressure to the BC Relay (J-1). H. DIT (DEAD IN TOW) VALVE (Not Part of PCU Reference C.W. 239) The DIT is installed in parallel to the CCB equipment. The Service Portion operates in response to changes in brake pipe pressure to supply or exhaust pressure in the #16 Pipe Reservoir. In the event of loss of power, the #16 Pipe Reservoir pressure is ported through the exhaust port of the MV16T default magnet valve and then to the emergency detection pilot air valve (PVE). Thus the #16 Pipe Reservoir pressure will be ported to the BC Relay (J-1) and develop brake cylinder pressure. -4-

5 ISSUE NO. 2 C.W PAGES There is independent brake and/or 'bail-off' of service brakes when in the DEAD IN TOW mode. Independent brake: BC Pressure 20 Pipe Signal psi psi Computer 45 Back Up (i.e. J-1 1 to 1 Relay) Bail - Off is available - if its a trail unit, 13 pipe bails the DIT Service Brake using the DIT Actuating Valve. - if its a trail unit in Emergency, 13 pipe bails off at DIT and at PVE. -5-

6 REVISION PAGE: C.W. 269 ISSUE NO. 1 DATE: AUGUST 27, 1997 Original Issue ISSUE NO. 2 Updated Figure CW-269 &

7 KEY FOR FIGURE C.W. 269 AND AW4-ER ANALOG CONVERTER EQUALIZING RESERVOIR AW4-16 CONTROL PIPE ANALOG CONVERTER BC RELAY BRAKE CYLINDER RELAY VALVE BP BRAKE PIPE BPCO BRAKE PIPE CUT OFF VALVE BPT BRAKE PIPE TRANSDUCER BP RELAY BRAKE PIPE RELAY VALVE DCV DOUBLE CHECK VALVE ELV EMERGENCY LIMITING VALVE ER EQUALIZING RESERVOIR ERG EQUALIZING RESERVOIR GAUGE ERT EQUALIZING RESERVOIR TRANSDUCER EX EXHAUST FV FEED VALVE MAINT MAINTAINING MRT MAIN RESERVOIR TRANSDUCER MVEM EMERGENCY MAGNET VALVE MVER EQUALIZING RESERVOIR DEFAULT MAGNET VALVE MV13E BAIL OFF EXHAUST MAGNET VALVE MV13S BAIL OFF SUPPLY MAGNET VALVE MV16T CONTROL PIPE (16 PIPE) DEFAULT MAGNET VALVE MV20E INDEPENDENT APPLICATION EXHAUST MAGNET VALVE MV20S INDEPENDENT APPLICATION SUPPLY MAGNET VALVE MV20M INDEPENDENT APPLICATION MAINTAINING MAGNET VALVE MV53 BRAKE PIPE CUT OFF PILOT MAGNET VALVE PS-BP BRAKE PIPE PRESSURE SWITCH PS-13 ACTUATING PIPE PRESSURE SWITCH PVE EMERGENCY DETECTION PILOT AIR VALVE PVEM EMERGENCY PILOT AIR VALVE REL RELEASE SUP SUPPLY TP-BC TEST PORT - BRAKE CYLINDER TP-BP TEST PORT - BRAKE PIPE TP-ER TEST PORT - EQUALIZING RESERVOIR TP-MR TEST PORT - MAIN RESERVOIR TP-13 TEST PORT - ACTUATION PIPE TP-16 TEST PORT - 16 PIPE TP-20 TEST PORT - 20 PIPE TV TRIPLE VALVE 13-CO #13 PILOT AIR VALVE 16 RES 16 RESERVOIR 16S SUPPLY MAGNET VALVE 16E EXHAUST MAGNET VALVE 16T CONTROL PIPE TRANSDUCER 20 CP INDEPENDENT APPLICATION AND RELEASE LIMITING VALVE 20T INDEPENDENT APPLICATION PIPE TRANSDUCER (20 PIPE)

8 FIGURE C.W. 269 PNEUMATIC CONTROL UNIT -8-

9 FIGURE C.W PNEUMATIC CONTROL UNIT -9-

10 THIS PAGE LEFT BLANK INTENTIONALLY -10-

AMF CONTRACT CCB BRAKE EQUIPMENT MAINTENANCE MANUAL

New York Air Brake CCB Brake System AMF CONTRACT CCB BRAKE EQUIPMENT IP-159-C For RE-MANUFACTURED LOCOMOTIVES WITH CS-1 OVERLAY Operated by MBTA JUNE 2003 LIST OF EFFECTIVE PAGES INSERT LATEST CHANGED