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Wabtec Global Services Electro Pneumatic Controlled Freight

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Presentation on theme: "Wabtec Global Services Electro Pneumatic Controlled Freight"— Presentation transcript:

1 Wabtec Global Services Electro Pneumatic Controlled Freight
Brake System (ECP) General Overview Michael Zenert Manager Field Service & Training

2 ECP Overview What is ECP Braking? The ECP Equipment?
Locomotive equipment? Car Equipment? How ECP Operates?

3 What is ECP Braking? Electronically Controlled Pneumatic Freight Car Brakes: Pneumatics Provides the “Muscle” Electronic Communications & Control Two Conductor Trainline Cable: Provides Power (230 VDC) Overlay Data Communications Parallels Brake Pipe Through Entire Train Key Brake Functions: All Cars Apply/Release Brakes Simultaneously Graduated Release Capability Brake Pipe used to charge reservoirs only

4 Benefits of ECP Braking
Improve Safety Reduce Stopping Distances – Typically 50% Easier to Operate Save Fuel Improved Cargo Handling Lower Equipment Maintenance Less Brake Shoe Wear Less Coupler Wear Less Track Wear Increased Capacity Increased Average Speeds Shorter Re-Starting Times After Stops

5 Advantages of ECP: Car Owner
Extended Wheel Life: Even Distribution of Thermal Loads Tighter BC Control to Prevent Over-Applications Even Brake Shoe Wear Lower Wear & Tear - Lower In-train Forces Car System Diagnostics: Support Preventative Maintenance Program Reduce Inspection Costs

6 Advantages of ECP: Rail Operator
Fuel Savings: Elimination of Power Braking Improved Train Handling: Simultaneous Braking Reduction of In-Train Forces Improved Safety: 30 to 60% Reduction of Stopping Distance Lower Derailment Risks Cost Effective Addition of Wireline-based Distributed Power Control

7 Comparison of ECP/Non-ECP Full Service Stop Distance

8 Comparison of ECP/Non-ECP Emergency Stop Distance

9 The ECP Equipment

10 Each locomotive, car, and the EOT together form a network.
ECP Train Each locomotive, car, and the EOT together form a network.

11 ECP/WDP Locomotives


13 NIU Processor (ECP HEU)
Master Controller for ECP

14 EPIC II /CCB II Airbrake
Provides Locomotive Braking

15 Locomotive ECP 230 VDC Power Supply
Converts 74 VDC input to 230 VDC output to power ECP Provides 24 VDC for sequencing of cars

16 Locomotive ID Module Controls the ECP Power Supply in response to NIU commands Contains and provides locomotive characteristics & identification information for NIU (HEU)

17 ECP-Only Locomotives

18 ECP Brake Controller

19 Remote Pilot Device (RPD)
ECP Brake Controller Remote Pilot Device (RPD)

20 Car Equipment Diagram

21 ECP Pneumatic Manifolds
“Stand-Alone” Version “Overlay” Version Replaces Service Portion Fits BETWEEN Service Portion & Pipe Bracket

22 ECP Manifold Overlay Disk

23 All-Electric ECP Manifold
MANUAL RELEASE PUSHBUTTONS Mounted on Pipe Bracket Replaces Service Portion Contains MV’s to charge and vent BC Contains transducers for BCP, BP, & Reservoir Manual Release Rod & 2 Manual Release Pushbuttons Pipe Bracket Stud Locations MANUAL RELEASE ROD CLEVIS CONNECTION Pneumatic Emergency Lockout

24 Freight Car ECP Equipment

25 Car Control and Identification Device (CCID)
Contains car specific data required to determine braking Normally powered from 230 VDC Trainline Battery provides 4 hour backup Controls manifold in response to NIU(HEU) commands LED

26 CCID Internals Battery CCD CCID

27 Emergency Portion Wabtec design utilizes standard AAR emergency portion. Compatible with standard AAR pipe bracket Detects drop in BP and propagates pneumatic emergency Equalizes emergency reservoir and brake cylinder at a controlled rate NYAB EP-60 has only the capabilities of a vent valve, and is not compatible with the Wabtec ECP manifold.

28 ECP Freight-Mate® Connector
Mated Inter-Car Connectors Designed to separate if not done manually, to protect car permanent wiring Inter-Car Connector End of Car Connectors

29 ECP Connector l Maintain connector 5-inches above rail
Note length compared to Brake Pipe hose

30 Locomotive Wireline Termination
Head End Termination

31 Freight-Mate® Connectors

32 End Of Train (EOT) Provides the last node of the ECP Network
Connects to both Brake Pipe and 230 VDC trainline Has BPP transducer, motion sensor, HVM Battery backup Continuously reports BPP and trainline voltage to NIU MUST be connected for ECP RUN operation

33 ECP Operation

34 Source of Charging Air ONLY
S-4200 ECP Source of Charging Air ONLY Modes: Init, Run, Switch, Cutout Messaging: Beacons, Polling, Exceptions, Low Bandwidth Initialization: Acquire, Sequencing

35 ECP 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.

36 ECP Notes – General Guidelines For Train Assembly
Reset the penalty brake and charge the train Set a Full Service Automatic Brake Select ECP Operations, Initialization Mode Once HEU has found EOT & all the cars (Acquire Function), the system will then enter into the Sequencing function

37 How ECP Works NIU/HEU searches for HET, PS’s, & LID’s, turns on PS (8 Sec) to wake up and acquire cars/EOT If EOT found trainline power continuously applied Prior 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

38 How 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.

39 ECP Sequencing Example
Switchable Load

40 How 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 determined Train sequencing is performed each time RUN Mode is entered Once in RUN, the operator moves the brake control, sends request to NIU. NIU puts brake request on to ECP trainline CCID’s read request, and command ECP Manifold MV’s to apply/release BCP BRAKE PIPE PRESSURE DOES NOT CHANGE DURING AN AUTOMATIC BRAKE APPLICATION

41 ECP Modes Of Operation Run Switch Cut Out Full functionality of ECP
Operation with no EOT communications Cutting in and out cars Speed Limited Cut Out CCID’s all cut out Used to shutdown the ECP System

42 Thank you, any questions?

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