filmov
tv
Electro-Pneumatic Locomotive Brake Systems overview (CCB-II & EPIC)
Показать описание
If you enjoyed the video, don't forget to SUBSCRIBE, LIKE and SHARE this actually helps.
Electro-Pneumatic Locomotive Brake Systems:
The 26L brake equipment came into service in the mid-1960s and is still available for installation on current production locomotives.
The advent of microprocessors (mini-computers) made it possible to use electronics to perform many of the functions that are performed mechanically on 26L equipment; this led to the development of electro-pneumatic (EP) brake systems.
EP brake systems rely heavily on electronics to do the same thing as the 26L equipment you have just learned about; as a result the number of parts have been greatly reduced. EP brake systems do everything 26L equipment does, but they do it without the A1 Charging Cutoff Valve, P-2-A valve, MU-2-A valve, 26F control valve, JRelay valve, and valve assemblies of the automatic and independent controls which all have been replaced by modern electronic assemblies.
Because EP brake systems are electronically-based, they must have electrical power to completely function. As a result, EP-equipped locomotives have one or more air brake circuit breakers. Older (non-EP) units do not have air brake circuit breakers. The number and location of the air brake circuit breakers depends on the locomotive manufacturer and the type of brake equipment.
Both EPIC and CCB II use Main Reservoir, Equalizing Reservoir, Brake Pipe, and Locomotive Brake Cylinder pressures. Both systems also use a flow meter.
Locomotives equipped with CCB II and EPIC do not have duplex air gauges. Air pressures are shown on electronic display panels that also show other information such as speed and traction motor current. The double heading cock and MU-2-A valve functions also are on the panel.
A comparison of the salient features of CCB-II:
Valves mounted on front of panel only
Valves modularized into 6 LRUs
Includes Real Time Clock in EBV
Includes flow sensing. Displayed on FIRE
“Smart” LRUs include logs
Integrated with EMD FIRE screens
Includes crew advisory on EBV display
Fully potted electronic modules.
Two node types plus LON Converter
Additional safety devices can be piped to EPCU pipe 3 or 10 without SW/HW change
Can be used with Backup DBVs
Flash programmable using PTU
Locomotives which equipped with CCB-II:
EMD GT50AC Locomotive (WDG5)
EMD GT46MAC Locomotive (WDG4)
GE ES44 locomotives
Electro-Pneumatic Locomotive Brake Systems:
The 26L brake equipment came into service in the mid-1960s and is still available for installation on current production locomotives.
The advent of microprocessors (mini-computers) made it possible to use electronics to perform many of the functions that are performed mechanically on 26L equipment; this led to the development of electro-pneumatic (EP) brake systems.
EP brake systems rely heavily on electronics to do the same thing as the 26L equipment you have just learned about; as a result the number of parts have been greatly reduced. EP brake systems do everything 26L equipment does, but they do it without the A1 Charging Cutoff Valve, P-2-A valve, MU-2-A valve, 26F control valve, JRelay valve, and valve assemblies of the automatic and independent controls which all have been replaced by modern electronic assemblies.
Because EP brake systems are electronically-based, they must have electrical power to completely function. As a result, EP-equipped locomotives have one or more air brake circuit breakers. Older (non-EP) units do not have air brake circuit breakers. The number and location of the air brake circuit breakers depends on the locomotive manufacturer and the type of brake equipment.
Both EPIC and CCB II use Main Reservoir, Equalizing Reservoir, Brake Pipe, and Locomotive Brake Cylinder pressures. Both systems also use a flow meter.
Locomotives equipped with CCB II and EPIC do not have duplex air gauges. Air pressures are shown on electronic display panels that also show other information such as speed and traction motor current. The double heading cock and MU-2-A valve functions also are on the panel.
A comparison of the salient features of CCB-II:
Valves mounted on front of panel only
Valves modularized into 6 LRUs
Includes Real Time Clock in EBV
Includes flow sensing. Displayed on FIRE
“Smart” LRUs include logs
Integrated with EMD FIRE screens
Includes crew advisory on EBV display
Fully potted electronic modules.
Two node types plus LON Converter
Additional safety devices can be piped to EPCU pipe 3 or 10 without SW/HW change
Can be used with Backup DBVs
Flash programmable using PTU
Locomotives which equipped with CCB-II:
EMD GT50AC Locomotive (WDG5)
EMD GT46MAC Locomotive (WDG4)
GE ES44 locomotives
Комментарии