Independent Lead Application

1.
MR in to 20 Node
20 node supp. MV opens (energized)
20 node EXH MV closed (de-energized)
MR charges 80 ci res.
20 node MVLT energizes allows MR air through, acting on the secondary MVLT,
moving it to the right, which will allow 20 control air through to control the 20
node relay valve. This slides to the right, portin MR through out to the 20 pipe via PVLT.

2.
At the same time, 20 control air, acts on PVLT pushing it to the right against spring pressure,
thus allowing MR air through and out 20 pipe, after first passing through the filter. 20 pipe
air is then sent to the DCV on the BC node, through that and used as pilot air for the BC relay
valve porting this over allowing MR air through to the B.C.s. Pressures are monitored at 20TL
(20 trans lead) and the BCT. MVLT on the 20 node is used as fine pressure control. 20TT
(20 trans trail) is used in this case as a backup.

Independent Release Lead

1.
20 node rel valve is energized, opening to atmosphere,
beginning to draw the 20 node control air.
2.
20 SUP is de-energized, blocking any charging of 20 circuit.

3.
MVLT is de-energized, porting pilot air FR. The MVLT secondary valve, which, when pressure is reduced enough,
spring pressure pushes back. This ports 20 pipe relay pilot pressure to exhaust. Acting on the pressure differential
on both sides of the choke as well as spring pressure, the relay valve is moved back, which will port 20 pipe pressure
to exhaust. As the control pressure drops, the PVLT will return to a blocking position. Again, pressures are monitored
by the 20 node 2 BC transducers.

-- BC
-- MR
-- ER
-- BP
-- 16

Automatic Application Lead

1. ER node APP MV de-energized to prevent charging.
2. ER node REL MV energized to open ER to exhaust
3. MVER energized fro rate regulation of ER pressure decrease (fine control)
4. As ER pressure drops, spring moves BP relay over porting BP to exhaust (through a restricting choke for service rate control)
5. 16 node APP MV energized to charge 16 pipe / res.
6. 16 node REL MV de-energized to prevent 16 air from exhausting
7. 16 Vol / RES is charged. As pressure increases it fills 16 line (through MV16 and PV16 valves)
8. DBI1 is de-energized in the BC node, allowing 16 air through to pilot the BC relay valve (through a DCV)
9. BC relay valve moves over, allowing MR through, charging the BC line, putting on the brakes, and feeding the BCT, sending the signal to the CP.

-- BC
-- MR
-- 16
-- BP

Automatic Operation - Trail (Application)

1. In trail position, the controlling signal comes from the increase or decrease of pressure in the BP
2. This pressure change is read by the BPT, and application or release is initiated by the computer in the same way as in lead.
3. Note that BP pressure is also used to charge the Aux. Res. through the DBTV.
4. For application, once the signal from the BPT is recognized, 16 node application valve is energized.
5. 16 node REL MV is de-energized to prevent 16 pipe discharge.
6. MV16 is energized, ports MR air through to pilot PV16 valve over. This allows 16 air through to the PVTV, which is also piloted by the MR from the MV16 secondary valve.
7. 16 air then moves DCV2 over, and charges 16 line vol and res. 16 air also charges the ERBV line to the ERBV valve in the 13 node.
8. When 16 line/vol/res. is charges, pressure builds and DCV1 is forced over. (16 air first passing through the de-energized DBI1)
9. 16 air pilots over the BC relay, allowing MR air through to the BCs.

-- BC
-- MR
-- 16
-- BP

Automatic Operation - Trail (Release)

1. BP input pressure signals the BPT, and the CP decides to release the brakes.
2. 16 node APP. MV is de-energized to prevent MR charging of 16 line/vol/res.
3. 16 node REL. MV is energized, which begins porting 16 line/vol/res air to exhaust.
4. MV16 is energized for fine control, and allows MR air to pilot the PV16 valve and the PVTV valve. (which keeps them ported properly to allow 16 air to escape).
5. As 16 air pressure decreases pilot pressure on the BC relay valve is decreased (through the de-energized DBT1).
6. BC relay valve moves over assisted by spring pressure, porting BC air to exhaust.

-- BC
13
-- 16
-- BP

Automatic Brake - Bail Off

1. Bail off sequence activated - MV13 energized - ports MR air through which acts as pilot air on the PV13S, allowing more MR air through. This air ports the 13CO valve open,
and then ports through to charge 13 line.
2. 13T pressure is seen by the computer which commands 16 node for a brake release.
3. 16 node REL valve is energized, to exhaust 16 pipe air, 16 node APP is de-energized to prevent charging.
4. MV16 on 16 node is used for fine release control, and as pilot air for PV16, holding it open to allow venting of 16 pipe/vol/res.
5. As 16 pressure decreases, BC relay on the BC node is moved over porting BC to exhaust.

Independent - Trail
1. Pressure enters 20 pipe, and goes up to the 20TT (20 trans trail). This signal is only used for multiplied IND over automatic.
2. For IND, the pressure enters the DCV on the BC node, pushing it over, porting the BC relay over, allowing MR air through to the BCs.
3. For IND. release, 20 pipe pressure drops, until BC relay is pushed back by spring pressure, connecting BC with exhaust.

-- BC
-- MR
-- 16
-- BP

Pneumatic Back up Brake - BP Charging - Automatic Brake Release

1. As BP pressure increases, BPTV (triple valve) in the BC node is pushed over, porting 16TV to exhaust and charging AUX. RES. (435 c.i.)
this also ports PVE over in 16 node, blocking MR and connecting 16 line to 16TV line (which is exhausting)
2. Drop in 16 line pressure allows BC relay in BC node to move over, venting BC to exhaust.

-- BC
-- Aux Res
-- MR
-- 16
-- BP

Pneumatic Back up Brake - BP Pressure Decreasing - Automatic Brake Apply

1. BP pressure decreases, allowing the DBTV (triple valve) to move over, connecting 16TV to AUX RES.
2. AUX RES air flows through 16TV, to the DCV2 on the 16 node, where 16TV is connected to 16.
3. AUX RES air charges 16, which pilots the BC relay over in the BC node, porting MR air through to the BCs

-- MR
-- BP
-- DE MR Press

Dead in Tow (Dead Engine)

1. BP is fed into the DER (Dead Engine Regulator) in through the ER node through the now open dead engine cock. NO other hoses are connected.
2. The DER reduces BP pressure to "Dead engine main res. pressure".
3. From here on in, it works the same as for pneumatic back-up, except the MR pressures are lower, to prevent brake over application.

Automatic Release - Lead

1. MR air is ported through the ER APP valve, feeding the ERT. MEVR is energized, using MR air to pilot the MVER secondary valve over, allowing the MR air from the APP. valve through to charge the E/R reservoir.
Once the E/R reservoir is full, pressure builds and pilots over the BP relay valve which moves over allowing MR air through. MV53 is energized and the MR air from the BP relay valve is allowed through to pilot
the BPCO which slides over and ports the MR air out to BP. The BP node is also where the input air is read at the MRT, passed through a .332 choke and measured again at the FLT. This signal difference is read
at the AFM, and the restriction is used for rate control. BP is also sent to the DE cut-out cock, and to the DBTV valve (as pilot air) in the BC node. As BP pressure increases, the PVE valve on the 16 node held
blocked, as well, the APP valve on the 16 node the 16 node de-energized, blocking and charging of 16. The 16 REL valve is energized, draining the 16 vol/res. When 16 vol/res pressure decreases, the BC relay valve
moves over, opening the BCs to exhaust. 16 PV is ported to exhaust throught the PVTV and the BP pressure on the DBTV holds it over, allowing the #3 res to drain. This BP pressure also charges the AUX res
(435ci) at this time, through a series of 2 chokes.

-- BC
-- BCC
-- MR
-- BP

Emergency - Handle or Electronic Trainline

Emergency - Companion valve or Break in Two

1. Electronic signal for emergency generated, recognized and acted on by the computer.
By energizing MV53, which vents to exhaust, removing pilot pressure from the BPCO,
thereby preventing charging of the BP circuit.
2. The MVEM is energized, opening 21 pipe to exhaust. This quick drop in BP allows PVEM to move over
(aided by the internal spring), and venting BP to exhaust.
3. The drop in BP allows the PVE to move over, in 16 node, porting MR air
(regulated to emergency control pressure by the ELV and C1 [choke]) through to the DCV.
4. This air (BC control) is then used to pilot DC relay over, an allow MR air through the BCs.

1. For companion valve or break in two emergency, is a sequence or events that begins with the sudden
drop of BP pressure. This drop is caused by either the opening of the companion's valve
(brakeman's, fireman's conductor's) or a BP break in two.
2. This drop in pressure causes two things to happen
1 - The PVEM trips and causes BP to exhaust initiating the EM pneumatic sequence.
2 - The BPT signal is read by the CP, and through the LON network, MVEM is energized, initiating the
emergency electronic sequence.
3. After that, the emergency sequence is exactly the same as for handle generated.