Presentation on theme: "Wabtec Global Services Electro Pneumatic Controlled Freight"— Presentation transcript:
1Wabtec Global Services Electro Pneumatic Controlled Freight Brake System (ECP)General OverviewMichael ZenertManager Field Service & Training
2ECP Overview What is ECP Braking? The ECP Equipment? Locomotive equipment?Car Equipment?How ECP Operates?
3What is ECP Braking?Electronically Controlled Pneumatic Freight Car Brakes:Pneumatics Provides the “Muscle”Electronic Communications & ControlTwo Conductor Trainline Cable:Provides Power (230 VDC)Overlay Data CommunicationsParallels Brake Pipe Through Entire TrainKey Brake Functions:All Cars Apply/Release Brakes SimultaneouslyGraduated Release CapabilityBrake Pipe used to charge reservoirs only
4Benefits of ECP Braking Improve SafetyReduce Stopping Distances – Typically 50%Easier to OperateSave FuelImproved Cargo HandlingLower Equipment MaintenanceLess Brake Shoe WearLess Coupler WearLess Track WearIncreased CapacityIncreased Average SpeedsShorter Re-Starting Times After Stops
5Advantages of ECP: Car Owner Extended Wheel Life:Even Distribution of Thermal LoadsTighter BC Control to Prevent Over-ApplicationsEven Brake Shoe WearLower Wear & Tear - Lower In-train ForcesCar System Diagnostics:Support Preventative Maintenance ProgramReduce Inspection Costs
6Advantages of ECP: Rail Operator Fuel Savings: Elimination of Power BrakingImproved Train Handling:Simultaneous BrakingReduction of In-Train ForcesImproved Safety:30 to 60% Reduction of Stopping DistanceLower Derailment RisksCost Effective Addition of Wireline-based Distributed Power Control
7Comparison of ECP/Non-ECP Full Service Stop Distance
8Comparison of ECP/Non-ECP Emergency Stop Distance
25Car Control and Identification Device (CCID) Contains car specific data required to determine brakingNormally powered from 230 VDC TrainlineBattery provides 4 hour backupControls manifold in response to NIU(HEU) commandsLED
27Emergency PortionWabtec design utilizes standard AAR emergency portion.Compatible with standard AAR pipe bracketDetects drop in BP and propagates pneumatic emergencyEqualizes emergency reservoir and brake cylinder at a controlled rateNYAB EP-60 has only the capabilities of a vent valve, and is not compatible with the Wabtec ECP manifold.
28ECP Freight-Mate® Connector Mated Inter-Car ConnectorsDesigned to separate if not done manually, to protect car permanent wiringInter-Car ConnectorEnd of Car Connectors
29ECP Connector l Maintain connector 5-inches above rail Note length compared to Brake Pipe hose
30Locomotive Wireline Termination Head End Termination
32End Of Train (EOT) Provides the last node of the ECP Network Connects to both Brake Pipe and 230 VDC trainlineHas BPP transducer, motion sensor, HVMBattery backupContinuously reports BPP and trainline voltage to NIUMUST be connected for ECP RUN operation
34Source of Charging Air ONLY S-4200 ECPSource of Charging Air ONLYModes: Init, Run, Switch, CutoutMessaging: Beacons, Polling, Exceptions, Low BandwidthInitialization: Acquire, Sequencing
35ECP Notes – General Guidelines For Train Assembly After each car has passed both a pneumatic and ECP single car test, connect the Brake Pipe glad hand fittings and open the BP angle cocks on both ends of the car.Connect the FreightMate® connections between the cars.Connect the EOT to the end of the Brake Pipe via it’s glad hand fitting and open the angle cock.Connect a locomotive or locomotives to the first car’s coupler and Brake Pipe.Connect the HET to the locomotive and the FreightMate® connector to the car.
36ECP Notes – General Guidelines For Train Assembly Reset the penalty brake and charge the trainSet a Full Service Automatic BrakeSelect ECP Operations, Initialization ModeOnce HEU has found EOT & all the cars (Acquire Function), the system will then enter into the Sequencing function
37How ECP WorksNIU/HEU searches for HET, PS’s, & LID’s, turns on PS (8 Sec) to wake up and acquire cars/EOTIf EOT found trainline power continuously appliedPrior to entering RUN Mode, after the consist has been acquired and the car count confirmed by the engineer, the train is sequenced.Each Car ID Device and Locomotive ID Device contains circuitry to detect current and switch in/out a small electrical load on the trainline used for the sequencing function during ECP Initialization
38How ECP Sequencing Works During sequencing the vehicle’s position in the train, relative to the Lead locomotive and its directional orientation are determined and stored by the Head End Unit (HEU). This is accomplished by counting pulses in the trainline current, as sensed by each Locomotive and Car ID, as the switchable load on each vehicle is momentarily connected to the trainline and then disconnected. This creates a small current pulse.Those vehicles that are downstream of the location on the trainline that switched in the load do NOT detect the current pulse, while those upstream will. The Head End Unit repeats these commands for each vehicle acquired during initialization. By knowing the pulse count for each vehicle in the consist, which the Locomotive/Car ID Devices store and report to the Head End Unit, the vehicle’s relative position in the train can be determined.
40How ECP Sequencing Works By switching the load on to the trainline and then sensing whether or not that vehicle could detect its own pulse, combined with the car specific data as to which end of the vehicle the load is installed (stored in the vehicle ID device), orientation of the vehicle with respect to the front of the train can be determinedTrain sequencing is performed each time RUN Mode is enteredOnce in RUN, the operator moves the brake control, sends request to NIU. NIU puts brake request on to ECP trainlineCCID’s read request, and command ECP Manifold MV’s to apply/release BCPBRAKE PIPE PRESSURE DOES NOT CHANGE DURING AN AUTOMATIC BRAKE APPLICATION
41ECP Modes Of Operation Run Switch Cut Out Full functionality of ECP Operation with no EOT communicationsCutting in and out carsSpeed LimitedCut OutCCID’s all cut outUsed to shutdown the ECP System