DIESEL LOCO SHED

WEST CENTRAL RAILWAY, ITARSI

MADHYA PRADESH

VOCATIONAL TRAINING PROJECT

On
HHP LOCO ALTERNATOR
(18/07/2022-30/07/2022)

SUBMITTED TO: - S.K. GUPTA Sir Submitted by- Deepesh Chief

Loco Inspector (Training)
shed Itarsi (M.P.)
Enrol.no.-20018M01018 Diesel loco
ELECTRICAL ENGINEERING
GOVT. POLYTECHNIC COLLEGE,
HARDA (M.P.)
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DECLARATION

I am Deepesh, hereby declare that this project is being

submitted in fulfillment of the Industrial Training Program
in DIESEL LOCOSHED ITARSI (M.P.), and is result of self done
work carried out by me under the various guidance of
engineers and other officers.

I further declare that to my knowledge, the structure and

content of this projected are original and have not been
submitted before for any purpose.

Deepesh
Diploma 2nd year(4th sem)
Electrical Engineering
Harda (M.P.)

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ACKNOWLEDGEMENT

We are using the opportunity to express my gratitude to everyone

who supported me throughout this training. I am thankful for their
aspiring guidance, invaluable constructive criticism and friendly
advice during project work. I am sincerely grateful to them for
sharing their truthful and illuminating view on a number of issues
related to this project.

I express my warm thanks to Mr. S.K. GUPTA for his support and
guidance Diesel Loco Shed.

Thanking You

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Content

1. About Indian Railways.

2. History of Diesel Loco Shed.
3. Various Sections in Diesel Loco Shed.
4. Project on “AIR BRAKE SYSTEM”(CCB-2)
a) General Description
b) Component Description
c) System Back-ups
d) Modes of Operation of CCB-II
e) Operating Pressure
f) Additional Features
g) Diagnostic
h) Procedure of Air brake self test
i) Advantages of CCB
j) DOs and DON’Ts
k) Abbreviations

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INDIAN RAILWAYS

Indian railway is the one of the most important organization of India. It is headed by
Ministry of Railway, assisted by Railway Board which is headed by chairman railway
head.

Indian Railway has the largest rail network in Asia and the world's second largest
under one management, transporting 1.33 crore passenger and about 1.3 million
tonnes goods daily. It is one of the world's largest commercial or utility employers,
with more than 13 lac employee.

The railways transverse the length and breadth of the country, covering 6855
passenger station with huge infrastructure including 120000 bridges, which stand
2nd in the world.

Railways were first introduced to India in 1853 by 1947, there were 42 rail systems. In
1951 the systems were nationalized as one unit, becoming one of the largest
networks in the world, IR operates both long distance and sub urban rail systems on
multi gauge network of broad, meter and narrow gauges.

It also owns locomotives and coach production facilities initially; the Indian railways
were both designed and built by the British, during their colonial rule of the
subcontinent.

Indian Railways was started on 16.04.1953 with steam engines having 14 coaches
from Porbander to thane, then in Calcutta on 15.08.1854.

Brief History of Diesel LocoShed,

Itarsi

Diesel Loco Shed Itarsi was established in 1964 in Bhopal

division of west central. It is now rated as one of the premier
shed of Indian Railways. The Diesel Loco Shed is now homing
WDM-2, WDM-3A, WDM-3D and WDS-6 class of Diesel

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Locomotives. The existing holding of the Shed is 171 locos,

with a mail link of 97 Locos and goods outage target of 35
Locos. Now shed is ready to take the challenge of homing
WDP-4 (4000&4500HP Locos) GM locos. A fullyfledged
Chemical & Metallurgical Laboratory has been established in
this shed. Two Effluent Treatment Plant & Incinerator are also
available. A Diesel Technical Training Centre for training the
supervisors, artisans and operating/running staff is also
functional in the Shed.

MAINTENANCE SHED

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Project
On
Air Brake System
(CCB-2)

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DESCRIPTION OF THE CCB-2 BRAKE SYSTEM

a) 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 LRU’s for ease oftrouble shooting & repairs.

b) Component Description – The main components are as following :

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1) EPCU: Electro-Pneumatic Control Unit –

The EPCU consists of 9 LRU’s-

I. ERCP - Equalizing Reservoir Control Portion

II. BPCP - Brake Pipe Control Portion
III. 16CP - 16 Pipe Control Portion
IV. BCCP – Brake Cylinder Control Portion
V. 20CP - 20 Pipe Control Portion
VI. KE – KE Valve
VII. PSJB – Power supply Junction Box
VIII. RCP – Relay Control Portion
IX. LON-485 Converter

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EPCU: Electro-Pneumatic Control Unit

2) EBV- Electronic Brake Valve-

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The EBV is the “Man Machine” interface to the CCB II-IR Brake System. The EBV communicatesER 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 installationas 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 anLCD
screen mounted on the Driver’s Brake Valve (EBV). This screen is also used for routine advisory
instructions such as penalty reset and emergency reset.Selector switch on EBV has four positions
i.e.Lead,Trial,Helper,Test modes.

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 fromBP.
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 toapply
brake cylinder as Brake Cylinder is charged from MR

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

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5) Pneumatic ER Back Up (PER) Changeover Cock: - Allows use of

pneumatic driver’s backup brake valve in case of critical failure.

6) Direct Brake Handle:-

The Direct Brake Handle has two positions namely ‘Release’ and ‘FULL’.

Automatic brake Handle: - Automatic brake Handle has five positions i.e. Release position

,Run position, Minimum reduction brake application, Full service application, Emergency
application position.

c) 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.

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Pneumatic ER Back-up (Optional) – The system is provisioned to optionally allow use of aback-up
pneumatic ER controller and switchover cock.

d) 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 Automatichandle. 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 alwaysavailable via the AUTO handle.:

TEST – Auto BP is cut out, ER follows the EBV Automatic handle, and Direct BC will buildto 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 BPpressure 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 pressurereductions and increases.

DEAD-IN-TRAIN - The EAB system is unpowered and the locomotive is being towed in atrain (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.

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e) Operating Pressure -HHP LOCO –

EBV Handles
Positions ER Kg/cm² BP Kg/cm² BCEP Kg/cm² BC Kg/cm²

Automatic
brake

Release 5.7±.07 5.7±.07 0 0

Run 5.2±.07 5.2±.07 0 0

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 0 <1.4 1.8±.14 1.8±.14

Independent
Brake

Release n/a n/a 0 0

FS n/a n/a 5.2±.14 5.2±.14

Other Pressures-

• Dead Engine Regulator 1.8±0.1 Kg/cm²

• Main Reservoir- 8 to 10 Kg/cm²

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Operating Pressure -Alco Locomotive-

Other Pressures –

• Dead Engine Regulator 1.8±0.1 Kg/cm²

• Main Reservoir - 8 to 10 Kg/cm²

f) Additional Features:
Includes Real Time Clock in EBV
“Smart” LRUs include logs

Includes crew advisory on EBV display

Fully potted electronic modules.

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Additional safety devices can be piped to EPCU pipe 3 or 10 without SW/HW changeCan be used with
Backup DBVs, to avoid line blockage in situation of CCB failures.

g) DIAGNOSTIC:

•Self test –A routine comprehensive health test

•Fault-–Monitor braking system defects.

–Penalty brake application if critical brake fault is detected.
–Otherwise, information is displayed to the operator and send to main lococomputer
–Identify the probable device which caused the fault

•Portable test unit-

–A connection provided for portable test unit (Laptop computer) –Allows

detailed circuit and component tests for maintenance

h) PROCEDURE FOR AIR BRAKE SELF TEST:

 Before running the self test verify the following safety points.
 Locomotive speed is zero.
 Apply hand brakes and place the skids in position.
 Verify one controller is in lead and the other controller is in trail. Neitherof
the Automatic brake (A9) handle of the controllers should be in EMERGENCY
position.
 Reverser to be CENTERED and throttle to be in IDLE position.
 Main reservoir (MR2) pressure is above 8 Kg/sq cm.
 No controller faults(20-2D & 30-3D), Passenger Goods Switch Failure
faults(4A,4B) and transducer fault(50) are active.
 Do not use BAIL OFF during the self test.
 Conduct the self test.
 Verify self test passes. If fails consult the Diesel shed and follow the
instructions.

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i) ADVANTAGES OF CCB

 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 control trough software with no additional valve

 Precise control of brake pipe and brake cylinder pressureby

electronic logic replacing pneumatic logic

 Provides flexibility for future system upgrades

 Enhanced safety through constant monitoring of critical

safety functions

 Elimination of air pipes

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j) DOs and DON’Ts –

DO’s :
• 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 asLEAD/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.
• 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

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DON’Ts

• In CCB-II do not switch – off LCC Circuit Breaker first without switching – offCCB
Circuit Breaker –CCB will log Fault Code 141 – Communication Failure.

• Never select both Controller Lead/Trail Switches to HLPR at any point orKeep
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 liftbail 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.

• Do not spill liquid like tea, coffee, water on the Brake Valve Controller

• Do not keep Non-working Auto handle beyond FS position.

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a) 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

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MREP ...................MAIN RESERVOIR EQUALIZING PIPE

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) APPLICATIONAND RELEASE
PIPE (LOCO ONLY)

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