AAR Spec S-4200

AAR Manual of Standards and Recommended Practices
7/1/04
Electronically Controlled Brake Systems
S-4200
ELECTRONICALLY CONTROLLED PNEUMATIC (ECP) CABLE-BASED

BRAKE SYSTEMS—PERFORMANCE REQUIREMENTS
Standard
S-4200
Adopted: 1999; Revised: 2002, 2004, 2008
TABLE OF CONTENTS
Paragraph
or Appendix Topic Page
IMPLEMENTED 02/2008
1.0 Purpose and Scope. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]3

2.0 Description of ECP Brake System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]3
3.0 Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]4
3.1 Car Control Device (CCD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]4
3.2 Head End Unit (HEU). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]5
3.3 End-of-Train (EOT) Device. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]6
3.4 Train Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]6
3.5 ECP Brake (Train Line) DC Power Supply. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]6
3.6 Power Supply Controller (PSC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]7
3.7 Head End Train Line Terminator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]7
3.8 Pneumatic Backup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]7
3.9 Car ID Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]7
3.10 Locomotive ID Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]8
3.11 Operative Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]8
4.0 Functional and Performance Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]8
4.1 Primary Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]8
4.2 Operating Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]9
4.2.1 HEU Lead/Trail Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]10
4.2.2 Setup. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]10
4.2.3 ECP Brake System Initialization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]12
4.2.4 ECPB System Diagnostic Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]20
4.2.5 RUN Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]20
4.2.6 SWITCH Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]23
4.2.7 CUTOUT Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]24
4.2.8 All Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]24
4.3 Normal Operation Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]25
4.3.1 Cab Displays and Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]25
4.3.2 Communication Network Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]27
4.3.3 Train Line power control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]27
4.3.4 Train Brake Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]32
4.3.5 Minimum Service Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]32
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4.3.6 Net Braking Ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]32

4.3.7 Full-Service Brake Cylinder Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]33
4.3.8 Emergency Brake Cylinder Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]34
4.3.9 CCDs Determine Car Load Value . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]34
4.3.10 Adjustment of BCP to Train Brake Command . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]35
4.3.11 Brake Cylinder Pressure Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]35
4.3.12 Mechanical Brake Cylinder and Reservoir Venting. . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]36
4.3.13 CCD Cutout/Cut-In . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]37
4.3.14 CCD/EOT Power System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]38
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4.3.15 Network Device Input Characteristics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]38
4.3.16 Network Device Output Conducted Emissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]38
4.3.17 CCD or EOT in Shutdown Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]38
4.3.18 Messaging Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]39
4.3.19 Pneumatic Backup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]41
4.3.20 Continuous Reservoir Charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]42
4.3.21 Locomotive ECP Equipment as the EOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]42
4.4 Fault Response and Recovery Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]43
4.4.1 System Fault-Initiated Brake Applications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]45
4.4.2 Signal Transmission Faults. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]45
4.4.3 Low Brake Pipe Pressure (BPP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]47
4.4.4 System Critical Loss . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]48
4.4.5 Reduced Percentage of Operative Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]50
4.4.6 CCD Low Car Reservoir Charge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]50
4.4.7 Low Train Line Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]51
4.4.8 HEU Detects Use of Pneumatic Brake While Train Is Moving . . . . . . . . . . . . . . . . . E-II[S-4200]51
4.4.9 Train Speed Exceeds 20 mph in SWITCH Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]51
4.4.10 CCD or EOT Detects Low Battery Charge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]52
4.4.11 PSC or EOT Detects Greater Than 30 V When Power Is Off. . . . . . . . . . . . . . . . . . E-II[S-4200]52
4.4.12 CCD Detects Incorrect BC Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]53
4.4.13 Multiple Lead (Active) HEUs in Network. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]53
4.4.14 CCD Detects Train Empty/Load Command Mismatch . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]53
4.4.15 Other Local Fault Detected. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]54
4.4.16 Recovery from Emergency, Fault-Induced, or Penalty Brake Applications. . . . . . . . E-II[S-4200]54
5.0 Environmental Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]54
5.1 Vibration and Shock Environments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]54
5.2 Temperature and Humidity Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]54
6.0 Approval Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]54
Appendix A Glossary of Terms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II–55
Appendix B ECP Device Compatibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II–57
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1.0 PURPOSE AND SCOPE

1.1 The following are the overall objectives of this standard:
1.1.1 Ensure that the functionality and performance of electronically controlled pneumatic (ECP)
freight brake systems are uniform and consistent among equipment from different manufacturers.
1.1.2 Ensure that cars equipped with AAR-approved ECP brake systems from different manufac-
turers are interoperable.
1.1.3 Ensure that AAR-approved electronic brake systems meet a high standard of safety and
reliability.
1.2 This specification defines the requirements for an AAR-approved freight train power brake
IMPLEMENTED 02/2008
using electronically controlled freight brake systems suitable for service in all-electronic braked
trains. Operation of such systems in a conventionally (pneumatic-only) braked train is covered by
MSRP Standards S-461, S-462, S-464, and S-467.
2.0 DESCRIPTION OF ECP BRAKE SYSTEM
2.1 An electronically controlled pneumatic (ECP) brake system is a train power braking system
actuated by compressed air and controlled by electronic signals originated at the locomotive for
service and emergency applications. The brake pipe is used to provide a constant supply of air to
the reservoirs.
2.2 The “cable-based” ECP brake system provides power and communications to all ECP brake
devices in the train via a two-conductor electric train line that spans the entire length of the train.
2.3 The system provides almost instantaneous response to braking commands, including gradu-
ated brake releases and reapplications. The system responds appropriately to undesired separa-
tion or malfunction of hoses, cabling, or brake pipe.
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3.0 DEFINITIONS
For purposes of this standard, terms used herein are defined as follows:
Table 3.1 General definitions (page 1 of 5)
3.1 Car Control The CCD is an electronic control device that replaces the function of
Device (CCD) the conventional pneumatic service and emergency portions during
electronic braking and provides for electronically controlled service
and emergency brake applications. The CCD interprets and acknowl-
edges the electronic signals and controls the service and emergency
braking functions on the car. In a stand-alone system, the CCD also
controls reservoir charging. The CCD also will send a warning signal to
the locomotive in case any of the components cannot respond appropri-
IMPLEMENTED 02/2008
ately to a braking command. Each CCD has a unique electronic
address that is keyed to car reporting marks and number.
A CCD shall be activated by presence of train line power. Each CCD
contains a battery, which is charged from train line power. There are a
number of different types of CCD applications:
• Overlay brake system—An overlay ECP brake system is capa-
ble of operating in either a conventionally or electronically
braked train. A failure of the ECP overlay brake system would
enable a train to continue to operate as a conventionally
braked train using conventional control valves when the ECP
brake system is placed in cutout mode. An electronically
braked train must come to a complete stop before the ECP
brake system can be placed into cutout mode and train opera-
tion continued with the pneumatic brake. When operating in
the electronic mode, an overlay system and a pure ECP brake
system must operate identically, as specified in forthcoming
paragraphs of this standard.
• Emulator CCD—A CCD may optionally emulate the function of
the pneumatic control valve while in a conventionally braked
train. A suitable power source shall be provided to allow the
emulator CCD to function as specified at all train speeds for a
minimum of 48 hours. The functions and performance of pneu-
matic brake emulation must adhere to the requirements of
MSRP Standards S-461, S-462, S-464, and S-467.
• Stand-alone CCD—A CCD that cannot operate in a conven-
tional pneumatically braked train and must operate only in
ECP equipped trains.
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3.2 Head End The HEU is a brake system control device mounted within the locomo-
Unit (HEU) tive and used to control the ECP brake system. The following are the
specific functions of the HEU:
• Provide a man/machine interface to operate the ECP brake sys-
tem
• Provide a data display to the engineer
• Provide controls that allow the engineer to make brake com-
mands
• Monitor the end-of-train (EOT) beacon
IMPLEMENTED 02/2008
• Provide a control signal to turn off train line power whenever

communications with the EOT is interrupted or discontinued
• Provide a control signal to command a momentary train line
power application to restart CCDs that are shut down
• Provide mechanisms to conduct ECP brake system diagnostic
tests
• Interface with locomotive system signals that interact with the
train braking system
• Interface with the locomotive ID module in order to obtain loco-
motive-specific data
• Provide an interface to other locomotive system(s) with the
intent of being able to provide appropriate locomotive retarda-
tion in conjunction with ECP train braking.
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3.3 End-of-Train The EOT is a device that is connected to the train line at the end of the
(EOT) Device train that contains a means of communicating with the HEU, a brake
pipe pressure transducer, and a battery that charges off the train line
cable. The EOT is physically the last network node in the train and
transmits a status message (EOT beacon) once per second. The status
message includes the current brake pipe pressure that is displayed in
the cab by the HEU. If the EOT does not require an emergency brake
pipe vent valve, the hose to the EOT shall be a minimum of 3/8-in. ID.
The EOT also shall contain an electric train line termination circuit.
This termination circuit shall be a 50-ohm resistor in series with a
0.47-µF capacitor. The EOT shall be connected to the network and
IMPLEMENTED 02/2008
shall be transmitting status messages to the HEU before the train line
power can be energized continuously. The EOT continually reports
brake pipe pressure and train line voltage to the HEU.
An EOT shall be activated by the presence of train line power.
The requirements defined herein are those EOT functions required for
ECP braked trains. The ECP EOT may be a device separate from the
EOT device specified for pneumatically braked trains in the AAR Com-
munication Manual, Part 12–15. For ECP trains capable of operating
in a pneumatic mode (overlay or emulator brake systems), a pneumatic
EOT function also shall be required. The ECP EOT functions may be
combined in a single, dual-mode device with the pneumatic EOT func-
tions. A dual-mode EOT device shall meet the requirements defined
herein for ECP operation and the requirements for pneumatic EOTs
specified in AAR Communications Manual, Part 12–15 and all applica-
ble FRA rules.
In trains that are operating with distributed power control per the
AAR Manual of Standards and Recommended Practices, Standard
S-4200, “Trailing Locomotive Control with ITC Specification,” latest
revision, the ECP equipment on a locomotive at the end of the train
may perform the ECP EOT function. Locomotive ECP equipment func-
tioning as an EOT shall meet the requirements defined in
paragraph 4.3.21.
3.4 Train Line The train line is a two-conductor electric wire spanning the train that
carries both train line power (to operate all CCDs and EOT devices)
and communications network signals (superimposed on the power volt-
age). The train line shall meet the requirements of MSRP S-4210
“S-4210,” latest revision.
3.5 ECP Brake The ECP brake system power supply is a DC supply operating at nom-
(Train Line) inally 230 Vdc to provide electrical power, via the train line, to all con-
DC Power Supply nected CCDs and EOT devices. The power supply is mounted within a
locomotive and is controlled by a power supply controller (PSC), which
is a network device. The power supply shall meet the requirements of
MSRP S-4220 “ECP Cable-Based Brake DC Power Supply—Perfor-
mance Specification,” latest revision. A single power supply shall be
capable of supplying power to an ECP- equipped train consisting of a
minimum of 160 CCDs and an EOT.
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3.6 Power Supply The power supply controller (PSC) shall interface with the train line
Controller (PSC) communication network and control a train line power supply as com-
manded by the HEU. Multiple power supplies may be enabled by the
HEU as described in paragraph 4.3.3. The PSC shall also comply with
the requirements of MSRP S-4220 “ECP Cable-Based Brake DC Power
Supply—Performance Specification,” latest revision and S-4230
“S-4230,” latest revision.
3.7 Head End Train A terminator shall be attached to the front of the train line that pro-
Line Terminator vides an electrical termination of the train line at the lead locomotive
to minimize impedance-related communications faults. This termina-
IMPLEMENTED 02/2008
tion circuit shall be a 50-ohm resistor in series with a 0.47-µF capaci-

tor. The HEU shall automatically confirm the presence of the head end
train line termination. If the termination includes an ITC network
device, it shall be incapable of transmitting.
3.8 Pneumatic A pneumatic backup (PB) system shall be required on each car to apply
Backup emergency brake cylinder pressure in the event of a vented brake pipe.
The PB system also shall be capable of assisting in propagating pneu-
matic pressure signals through the brake pipe.
3.9 Car ID Module Car-specific data shall be stored in a module on the car and provided to
the CCD in such a way that the CCD always contains the correct char-
acteristics, parameters (constants), and other information for the car
or brake set on which it is placed. Therefore, car-specific data shall be
mechanically tied to the car in such a way that it cannot be changed
inadvertently in the field, even if CCDs are swapped. Format of the car
specific data is given in S-4230, latest revision.
The CCD shall maintain a copy of the car ID information. At a mini-
mum, this information shall contain the following:
• Vehicle reporting mark
• AAR car type
• Stretched length over pulling faces
• Loaded weight
• Empty weight
• Default full-service net braking ratio (NBR)
• Braking constant “C”
• Reservoir constant “RC”
• Minimum brake application cylinder pressure
• Presence/type of pneumatic empty/load device
• Presence of electronic empty/load device
• Number of operable brakes controlled
• Number of axles associated with CCD
• Vehicle orientation reference
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3.10 Locomotive Locomotive-specific data shall be stored in a locomotive ID module on
ID Module the locomotive. The locomotive ID module shall provide data for the
HEU and PSC in such a way that the HEU and PSC always contain
the correct characteristics, parameters (constants), and other informa-
tion for the locomotive on which they are placed. The locomotive-spe-
cific data shall be mechanically tied to the locomotive such that it
cannot be changed inadvertently in the field even if the HEU or PSC is
replaced. Format and resolution of the locomotive-specific data is given
in S-4230, latest revision.
At a minimum, this information shall contain the following:
IMPLEMENTED 02/2008
• Locomotive road number
• Locomotive type
• Stretched length
• Nominal weight
• Number of axles
• Battery voltage fault threshold
• Battery voltage fault clear threshold
• Railroad default BBP setpoint
• Default train full-service NBR
• Suppression brake application
• Nominal wheel diameter
• Vehicle orientation reference
3.11 Operative Brake An operative brake is two braked trucks.
4.0 FUNCTIONAL AND PERFORMANCE SPECIFICATIONS

This section describes the functional and performance requirements for an ECP brake system
(which shall be designed for a minimum of 180 network devices spanning 12,000 ft), both in nor-
mal operation and in response to faults. The environmental conditions under which the system
must operate are described in paragraph 5.0.
4.1 Primary Functions
4.1.1 The brake system shall provide the following primary functions:
• Graduated brake applications and releases
• Continuous reservoir charging
• Adjustment of braking levels to car loading
• Continuous fault detection and equipment status monitoring
• Pneumatic backup
4.1.2 Paragraph 4.0 is divided into three major areas. The first area, (paragraph 4.2), covers sys-
tem modes of operation, including pneumatic backup. The second area (paragraph 4.3) describes
all normal operational functions performed by the system. The third area (paragraph 4.4)
describes all the fault response functions of the system. The latter two areas describe in detail the
functions and required performance of all major components and subsystems of the ECP brake
system.
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4.2 Operating Modes

Operating modes are the major categories of system operation. A particular set of procedures is fol-
lowed and functions are performed in each mode. Four modes of operation are covered in this para-
graph: initialization mode (paragraph 4.2.3), RUN mode (paragraph 4.2.5), SWITCH mode
(paragraph 4.2.6), and CUTOUT mode (paragraph 4.2.7). An additional paragraph, 4.2.8 “All
Modes,” lists procedures and functional references that apply to all ECP brake system operating
modes. Also described in this area are the power- up HEU lead/trail selection procedure
(paragraph 4.2.1), setup operations (paragraph 4.2.2), and ECP brake system diagnostic tests
(paragraph 4.2.4). The modes and states diagram for the ECP brake system is given in Fig. 4.1.
The HEU shall broadcast the current operating mode to all CCDs as part of the HEU beacon.
IMPLEMENTED 02/2008
HEU
Power-Up
Trail State
Lead
Select
(FS Brake)
Lead
Set-Up Process
Trail
(No (Brake Release Prevented)
Beacons) Select
Trail
BPP Setpoint
E/L
NBR
Run/Switch/Cut-Out
Setup
Change1 Run
SWITCH Setup
RUN2 (FS Interlock) 1
Setup (FS Interlock Change
Change1 Release) Setup
Setup
Change1
Sequence Change1
Initialization
Mode CUT-OUT
Train Switch
Sequencing Mode
RUN
(FS Interlock
Release) ECP Diagnostic
TEST
Test Process
Cut-Out
Run Mode
Mode Run
Notes:
1. Set-Up changes are allowed only if the train is stopped or a full service brake application has
been in effect for at least 120 seconds, with the exception of changing the empty/load state.
2. Transition to RUN mode without initialization is allowed ONLY IF the EOT beacon has not been
lost for more than 3 seconds since the previous initialization.
Fig. 4.1 ECP system modes and states
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4.2.1 HEU Lead/Trail Selection

4.2.1.1 Description of HEU Trail
The HEU, when powered up, shall default to trail state. When in trail state, the HEU shall not
broadcast any HEU beacons or system commands.
4.2.1.2 Selection of HEU Lead
4.2.1.2.1 The engineer must select the HEU at the locomotive designated as “lead”; if any other
HEU connected to the network has already been selected as lead, this HEU shall not assume lead
state until all other HEUs have been placed in trail state. Multiple lead HEUs in the network shall
be handled as described in paragraph 4.4.13.
IMPLEMENTED 02/2008
4.2.1.2.2 Once lead is selected and prior to completing the setup process, the lead HEU broad-
casts HEU beacon messages containing a full-service (100%) TBC, a train line power off command,
and initialization mode. Then the HEU enters the setup process.
4.2.2 Setup
4.2.2.1 Description of Setup
Setup is an operation that allows the engineer to change the ECP brake system configuration.
With the exception of changing the empty/load setting from empty to loaded and changing the
train line power mode, setup changes shall not occur unless the train is stopped or until a full-ser-
vice application has been in effect for 120 seconds. Any setup change shall require an operator con-
firmation to become effective.
4.2.2.1.1 Entering Setup from Trail State
Upon entering Setup from Trail state, all ECP brake system configuration information and operat-
ing mode may be selected. Setup shall not be exited until all configuration information is con-
firmed or the HEU is placed in the Trail state.
4.2.2.1.2 Entering Setup from RUN, SWITCH, Initialization, CUTOUT Mode, or Diag-
nostic Tests
Upon entering Setup from an operating mode, some or all ECP brake system configuration infor-
mation and operating modes may be changed.
4.2.2.2 Setup Operational Procedures
In Setup, the following information may be entered.
4.2.2.2.1 HEU Trail
If Trail state is selected, then no other information needs to be entered. The HEU enters Trail
state.
4.2.2.2.2 Train Line Power Mode Selection
The engineer may select Automatic Power mode or Power Off mode at any time (see
paragraph 4.3.3). The default is Power OFF.
4.2.2.2.3 Brake Pipe Pressure Setpoint
The engineer must select the BP pressure setpoint (BPP setpoint), or the engineer may accept the
default setting. The BP pressure setpoint establishes the ECP brake system reference BP pres-
sure. The minimum pressure setting for ECP brake systems shall be 60 psig and the maximum
pressure setting shall be 110 psig, in increments of 1 psi.
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4.2.2.2.4 Empty/Load
For trains with cars that do not have local load sensing capability, the engineer must designate if
the train is empty or loaded prior to moving the train. The default setting on HEU power-up shall
be loaded. This empty/load setting shall be selectable by the operator during train setup and under
normal operating conditions (see paragraph 4.2.2.2.4.1). The engineer shall not be allowed to
change the train’s empty/load setting from loaded to empty while the train is in motion. After oper-
ator confirmation, the empty/load setting shall be transmitted to all CCDs. If the engineer does not
change and/or confirm the current setting prior to moving the train, the HEU must, at a mini-
mum, provide a visual indication to the operator as a reminder. Note that if cars have an on-board
load sensor or empty/load device, or if car load data exists, the CCD shall ignore the HEU’s
“empty/load” command and use the other data (i.e., data on the car overrides data from the HEU
for that car). See paragraph 4.3.9, “CCDs Determine Car Load Value.”
IMPLEMENTED 02/2008
4.2.2.2.4.1 Empty/Load Selection While Train Is Moving

The HEU shall provide an option for the operator to select the empty/load setting of the train. The
train operator can accept the current empty/load setting or change it. The engineer may change
the train’s empty/load setting from empty to loaded at any time, but the train must be stopped
with a full service brake application or a full service brake application must have been commanded
for at least 2 minutes, in order to change the train’s empty/load setting from loaded to empty. After
the new empty/load setting is selected, the HEU shall request confirmation from the engineer
before updating the train line empty/load command.
4.2.2.2.4.2 HEU Commands Train Empty/Load
The HEU shall provide two independent and redundant signals for commanding a train
empty/load setting. These signals shall be transmitted once per second in the HEU beacon. CCDs
shall use these commands as described in paragraph 4.3.9.
4.2.2.2.5 Train Net Braking Ratio
The requirements for a specific train net braking ratio (NBR) during ECP braking shall be rail-
road specific in that railroads do not want the ability for the engineer to make changes. If the
optional ability to change the train NBR is provided, then the engineer will not be given the
opportunity to change the setting. The change shall be implemented such that it is transparent to
the engineer.
4.2.2.2.6 Configuration Confirmation
After values for brake pipe pressure setpoint and empty/load have been selected, the HEU shall
display the entered values and request a confirmation from the engineer.
4.2.2.2.7 Operating Mode Selection
The desired operating mode (RUN, SWITCH, or CUTOUT) may be entered. If SWITCH mode or
CUTOUT mode is selected, then the HEU shall release the brake application interlock and enter
the desired mode. Transition to RUN mode without initialization is allowed only if the EOT beacon
has not been lost for more than 3 seconds since the previous completion of initialization.
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4.2.3 ECP Brake System Initialization

The ECP brake system must be initialized prior to entering RUN mode so that network devices
and train conditions are registered. An EOT device is required to be connected for normal initial-
ization of the train. When Initialization mode is entered, a full-service interlock is applied. The ini-
tialization sequence shall be performed by the HEU when RUN mode is selected by the engineer.
Initialization involves establishing or confirming identity and position of all network devices in the
train line communication network. It also involves assigning a network address to each network
device and downloading operational data, including vehicle weight/load and brake pipe pressure
setpoint and train net braking ratio for the train (see S-4230, latest revision). Specifically, the ini-
tialization procedure shall include the following:
1. Initial power-up to restart and cut in CCDs and EOT.
IMPLEMENTED 02/2008
In order to initialize the ECP system, CCDs and EOT shall be restarted via a train line
power application if they have been shut down. The HEU shall prompt the engineer when
entering Initialization to set train line power to AUTO when safe to do so. Within 2 seconds
after the train line voltage has reached 100 Vdc at the device, any CCDs or EOT that were
shut down restart (wake up) and begin to cut in. This procedure is necessary to prepare
CCDs and EOT for ECP brake system initialization. This 2-second power-up function shall
not depend on the existence of EOT or HEU beacons on the network. When the EOT is
activated, it shall begin transmitting EOT beacon and status messages to the HEU. The
EOT shall be activated by the presence of train line power.
2. The HEU shall establish the version compatibility level of the train per S-4230, latest
revision.
3. The HEU shall poll the network to identify all network devices. When devices have been
identified, they shall be assigned network addresses and shall be added to the HEU
database.
4. The HEU database shall indicate the relative position of each network device within the
train (correlated to reporting marks or road numbers). The relative position shall be
determined as defined in paragraph 4.2.3.1
5. If additional CCDs are added to the database, the HEU shall configure the cars by
downloading operational data to each additional CCD.
6. Car-specific data (paragraph 3.9) from the car ID module shall be retrieved from each CCD.
7. The HEU transmits train configuration data to all ECP train line devices. This information
includes the train net braking ratio and brake pipe pressure setpoint.
8. Each CCD determines its car loading value in order to adjust brake cylinder pressures to
car loading (see paragraph 4.3.9, “CCDs Determine Car Load Value.”
9. Locomotive-specific data (paragraph 3.10) from the locomotive ID module shall be retrieved
from each trail HEU.
10. The HEU shall prompt the engineer to confirm or enter the total number of potentially
operative brakes. If a discrepancy is found, the database must be cross-checked against the
actual train configuration. After confirmation of the number of potentially operative brakes
in the train, the HEU may begin the train sequencing process.
During Initialization mode, the network devices shall not transmit exception messages except for
critical loss exceptions, PSC exceptions, and version compatibility exceptions per S-4230, latest
revision.
The engineer may cancel the initialization procedure at any time. If the initialization procedure is
cancelled, the HEU returns to the setup process and/or allows the engineer to restart the initial-
ization process.
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4.2.3.1 Sequencing
The ECP system shall provide the ability to sequence the train during ECP system initialization.
The lead HEU, as part of the initialization procedure, shall determine the relative position and ori-
entation of each vehicle within the train with respect to the locomotive on which the HEU desig-
nated as lead is installed.
4.2.3.1.1 General Sequencing Requirements
The following are general requirements for sequencing.
1. All network devices shall provide an indication of their capablility to perform the
sequencing process during initialization.
2. The system shall be able to determine the sequential order of the vehicles in the train with
IMPLEMENTED 02/2008
an accuracy of ±0 vehicles.
3. When sequencing is completed successfully, each vehicle shall retain its position and
orientation.
4. Successful sequencing shall not be required for normal train operation.
5. Any failures related specifically to sequencing shall not affect normal train operation.
6. Sequencing shall not in any way inhibit the car’s ability to maintain the requested train
brake command as long as the CCD’s battery has sufficient charge to operate the CCD.
7. Sequencing shall not be affected by a low battery on a CCD (one that can still power the
CCD electronics, but would normally cause the CCD to shut down to conserve the battery).
4.2.3.1.2 Locomotive Equipment Requirements for Sequencing

The sequencing requirements for locomotive equipment are met by the train line power supply and
associated PSC, HEU, and locomotive ID device.
4.2.3.1.2.1 Train Line Power Supply Requirements for Sequencing
The train line power supply shall contain the hardware necessary to support train sequencing as
defined in paragraph 4.2.3.1.4, “Hardware Requirements for Sequencing.”
4.2.3.1.2.2 Lead HEU Requirements for Sequencing
The HEU shall contain the software necessary to support train sequencing as defined in para-
graphs 4.2.3.1.5, “General Software Requirements for Sequencing,” and 4.2.3.1.6, “Process Steps
for Sequencing.”
4.2.3.1.2.3 Trailing Locomotive Requirements for Sequencing
The HEU or the PSC on trailing locomotives shall contain the software necessary to support train
sequencing as defined in paragraphs 4.2.3.1.5, “General Software Requirements for Sequencing,”
and 4.2.3.1.6, “Process Steps for Sequencing.” If both the HEU and the PSC on a trailing locomo-
tive indicates the capability to perform the sequencing process, the lead HEU shall select only one
of the devices to perform the sequencing function for that vehicle.
4.2.3.1.2.4 Locomotive ID Requirements for Sequencing
The locomotive ID device shall contain the hardware and software necessary to support train
sequencing as defined in paragraphs 4.2.3.1.4, “Hardware Requirements for Sequencing,”
4.2.3.1.5, “General Software Requirements for Sequencing,” and 4.2.3.1.6, “Process Steps for
Sequencing.”
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4.2.3.1.3 Car Equipment Requirements for Sequencing

The sequencing requirements for rail car equipment are met by the CCD and car ID device.
4.2.3.1.3.1 CCD Requirements for Sequencing
The CCD shall contain the software necessary to support train sequencing as defined in
paragraphs 4.2.3.1.5, “General Software Requirements for Sequencing,” and 4.2.3.1.6, “Process
Steps for Sequencing.”
4.2.3.1.3.2 Car ID Requirements for Sequencing
The car ID device shall contain the hardware and software necessary to support train sequencing
as defined in paragraphs 4.2.3.1.4, “Hardware Requirements for Sequencing,” 4.2.3.1.5, “General
Software Requirements for Sequencing,” and 4.2.3.1.6, “Process Steps for Sequencing.”
IMPLEMENTED 02/2008
4.2.3.1.4 Hardware Requirements for Sequencing
4.2.3.1.4.1 Train Line Power Supply Requirements
The ECP train line power supply shall provide a nominal 24 Vdc output as defined in S-4220,
“ECP Cable-Based Brake DC Power Supply—Performance Specification,” latest revision. This volt-
age shall be applied to the conductors of the train line during the sequencing process.
4.2.3.1.4.2 Switchable Load Requirements
The ECP equipment on each car and locomotive shall provide a switchable load across the two con-
ductors of the train line. The switchable load, when activated, shall cause a DC current of 0.65 A
± 0.1 A to flow between the load and the train line power supply with the train line voltage at
24 Vdc. The total AC impedance presented by the ECP equipment on a vehicle shall be nominally
2,000 ohms in the 100-KHz to 450-KHz frequency band when the load is not activated and shall
not be reduced below 500 ohms when the load is connected. The default state of the switchable
load shall be not activated. With no switchable load connected and the train line voltage less than
30 Vdc, train line current shall not exceed 0.17 mA per device.
4.2.3.1.4.3 Current Sensing Requirements
The ECP equipment on each car and locomotive (rail vehicle) shall be capable of sensing the train
line current resulting from the activation of one switchable load as defined in
paragraph 4.2.3.1.4.2, “Switchable Load Requirements,” when that rail vehicle is between the
train line power supply and the activated switchable load. No current shall be sensed when the
sensing vehicle is not between the train line power supply and the activated switchable load. The
ECP current sensor shall not be damaged by current up to 15 A.
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4.2.3.1.4.4 Car Hardware Orientation

The default orientation of the current sensor and switchable load on each car relative to the A-end
and the B-end shall be as shown in Fig. 4.2. If the opposite orientation is utilized, a parameter in
the car ID shall be used to allow the CCD to invert the orientation data reported to the lead HEU.
Car ID Module
Power/ "A" Current

Communications Sensor
"B"
Trainline End Load End
IMPLEMENTED 02/2008
Fig. 4.2 Car orientation

4.2.3.1.4.5 Locomotive Hardware Orientation
The orientation of the current sensor, switchable load, and train line power supply on each locomo-
tive relative to the front (short-hood) and the rear (long-hood) shall be as shown in Fig. 4.3. If the
opposite orientation is utilized, a parameter in the locomotive ID shall be used to allow the locomo-
tive equipment to invert the orientation data reported to the lead HEU.
Loco ID
Module
Short Long
TL Current
Power/Communications Hood Sensor Hood
Trainline End PS
Load End
Fig. 4.3 Locomotive orientation
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4.2.3.1.4.6 EOT Hardware Requirements for Sequencing

When the train line voltage is less than 30 Vdc, the current drawn from the train line by the EOT
shall not exceed 0.17 mA.
4.2.3.1.5 General Software Requirements for Sequencing
The CCD/car ID, HEU/locomotive ID, and optionally the PSC/locomotive ID shall provide the fol-
lowing functions to support sequencing:
1. Connect load across the train line in response to lead HEU commands.
2. Provide a timing function to automatically disconnect the load after train line current has
reached and maintained a level as specified in paragraph 4.2.3.1.4.2, “Switchable Load Re-
quirements,” for a minimum of 200 ms and a maximum of 300 ms of continuous connection.
IMPLEMENTED 02/2008
3. Detect a valid sequencing train line current pulse when sequencing is active. A valid
current pulse shall be detected if train line current is at or above the limit as specified in
paragraph 4.2.3.1.4.2, “Switchable Load Requirements,” for a minimum of 100 ms and a
maximum of 400 ms continuous.
4. Maintain a lead locomotive sense status that is initialized to false and set to true if a valid
sequencing train line current pulse is detected during the lead locomotive sense phase.
5. Maintain a pulse counter that is initialized to zero and incremented by one during the
sequencing phase each time a valid train line current pulse is detected when this vehicle is
not the one connecting its load.
6. Maintain a vehicle orientation status relative to the lead locomotive that is determined by
detecting the presence/absence of train line current when this vehicle’s load is connected,
comparing it to a car/locomotive ID parameter that identifies how the current sensor was
installed on the vehicle, and reversing it if the lead locomotive sense status is set to true .
7. Determine the vehicle position based on the total number of vehicles sequenced, pulse count
and lead locomotive sense status. If the lead locomotive sense status is set to true, the
vehicle position shall be calculated as (pulse count + 1); otherwise the vehicle position shall
be calculated as (number of vehicles sequenced – pulse count).
8. Report the sequencing results as defined in S-4230, latest revision, to the lead HEU when
requested.
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4.2.3.1.6 Process Steps for Sequencing

The lead HEU shall control the sequencing process via network commands to a PSC, trailing loco-
motives, and all cars. Prior to beginning the sequencing process, the HEU must have completed
the process of identifying all network devices in the train and assigning them unique network
addresses. The general process involves a preparation phase, a lead locomotive sense phase if nec-
essary, a vehicle sequencing phase, and a data collection phase.
4.2.3.1.6.1 Sequencing Preparation Phase
The preparation phase is used to initialize devices for sequencing. The lead HEU shall use the fol-
lowing steps during this phase:
1. The HEU shall broadcast a Prepare for Sequencing command on the train line to initialize
IMPLEMENTED 02/2008
all participating devices for sequencing. In response to this command, the CCDs and EOT
disable their normal low battery shutdown logic and participating devices reset their
position count and orientation status to unknown and lead locomotive sense status to false.
2. The HEU shall command 230 Vdc train line power to off.
3. After verifying that train line power is off, the HEU shall command a single PSC to energize
24 Vdc train line power.
4. After a minimum of 5 seconds, the HEU shall verify that 24 Vdc is present on the train line.
5. After verifying that 24 Vdc is present on the train line, if the enabled PSC is on the lead
locomotive, the HEU shall begin the vehicle sequencing phase; otherwise it shall begin the
lead locomotive sense phase
4.2.3.1.6.2 Preparation Phase Message Summary

1. HEU -> All Vehicles Prepare for Sequencing
2. HEU -> All PSCs Deactivate 230 Vdc
3. HEU -> One PSC Activate 24 Vdc
4.2.3.1.6.3 Lead Locomotive Sense Phase

This phase is required if a non-lead locomotive train line power supply and associated PSC are
used for providing the train line voltage for sequencing. The lead HEU shall use the following
steps during this phase:
1. The HEU shall broadcast an Enable Lead Sense command on the train line to enable the
lead sense function on all participating devices.
2. The HEU commands the load on the lead locomotive to be connected across the train line.
3. The load on the lead locomotive shall be connected and removed as defined in
paragraph 4.2.3.1.5, “General Software Requirements for Sequencing.”
4. All participating trailing devices shall read their current sensor and update their lead
locomotive sense status as defined in paragraph 4.2.3.1.5, “General Software Requirements
for Sequencing.”
5. Steps 2. through 4.) may be repeated up to two times to minimize the possibility of errors.
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4.2.3.1.6.4 Vehicle Sequencing Phase

During this phase, each car and locomotive determines its relative position and orientation. The
lead HEU shall use the following steps during this phase:
1. The HEU commands all participating devices to start counting current pulses.
2. The HEU commands a trailing device to connect its load across the train line.
3. The load on the trailing device shall be connected and removed as defined in
paragraph 4.2.3.1.5, “General Software Requirements for Sequencing.” The associated
network device shall respond with a Load Connected message.
4. All trailing devices participating in sequencing shall read their current sensor and update
their sequencing information as defined in paragraph 4.2.3.1.5, “General Software
IMPLEMENTED 02/2008
Requirements for Sequencing.”
5. A minimum of 50 ms and a maximum of 150 ms after the load has been disconnected, the
device shall send a Load Removed message to the HEU.
6. The HEU waits a minimum of 50 ms.
7. The HEU repeats steps 2. through 6. for each vehicle in the train database.
8. The HEU commands all train line devices to stop counting pulses.
4.2.3.1.6.5 Vehicle Sequencing Phase Message Summary

1. HEU -> All Vehicles Start Pulse Count
2. For each Vehicle(i) where (i=1,# of vehicles in train database):
a. HEU -> Vehicle(i) Connect Load
b. HEU <- Vehicle(i) Load Connected
c. HEU <- Vehicle(i) Load Removed
3. HEU -> All Vehicles Stop Pulse Count
4.2.3.1.6.6 Data Collection Phase

The last phase is where each car and locomotive reports its sequencing results to the lead HEU.
The HEU shall use the following steps during this phase:
1. The HEU shall query each vehicle for its position count, orientation, and other sequencing
information as defined in S-4230, latest revision.
2. After all vehicles have been queried for their sequencing results, the HEU shall broadcast
an End Sequencing command to all train line devices. In response to this command, the
CCDs and EOT enable their normal low battery shutdown logic.
3. After sequencing is complete, the HEU can resume normal control of train line power.
Note: The lead HEU may, at the option of its manufacturer, resume normal control of train line
power prior to sending the queries to each vehicle for its sequencing data.
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4.2.3.1.6.7 Data Collection Phase Message Summary

1. For each Vehicle(i) where (i=1,# of vehicles in train database):
a. HEU -> Vehicle(i) Query Sequencing Results
b. HEU <- Vehicle(i) Position Count and Orientation
2. HEU -> All Vehicles End Sequencing
3. HEU -> PSC Turn Off 24 Vdc
4. HEU -> Any PSC Activate 230 Vdc
Note: The lead HEU may, at the option of its manufacturer, resume normal control of train line
power prior to sending the queries to each vehicle for its sequencing data.
IMPLEMENTED 02/2008
I1 I2 I3 I4
TPS
HEU
EOT
L1 L2 L3 L4
V1 V2 V3 V4
Fig. 4.4 Example train sequencing

Consider a sample train consist as shown electrically in Fig. 4.4. This train has four vehicles. The
HEU performs four iterations during the vehicle sequencing phase. During each iteration, only
one vehicle connects a load across the train line. All vehicles detect the presence or absence of cur-
rent and keep count of the number of times current was detected. This information is stored in
“Pulse Count” at each vehicle. The vehicle’s actual position is based on the value of “Pulse Count”
and the total number of vehicles in the train consist.
Table 4.1 Train sequencing example
Load Connected /
Iteration I1 / V1 I2 / V2 I3 / V3 I4 / V4
L4 present(1) present(1) present(1) Note 1
L3 present(1) present(1) Note 1 absent(0)
L2 present(1) Note 1 absent(0) absent(0)
L1 Note 1 absent(0) absent(0) absent(0)
Pulse Count 3 2 1 0
Position 1 2 3 4
(#Vehicles–Count)
Note 1: Vehicle that connected its load does not update its pulse count.
4.2.3.2 Completion of Initialization Mode

When the BPP read by the EOT is greater than 0.74 × BPP setpoint, the system may enter RUN
mode. Before the full-service interlock is allowed to clear, the HEU shall attempt to query the sta-
tus of all CCDs. If the HEU detects, based on status information, that a CCD has a problem, then
the HEU shall warn the engineer and the engineer may cut out the CCD. To clear the full-service
interlock and operate in RUN mode, the engineer’s brake controller must be in the full-service
position; for trains with cars that do not have local load sensing capability, the train empty/load
setting must be confirmed by the engineer.
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4.2.4 ECPB System Diagnostic Test

A ECPB system diagnostic test may be requested by the engineer interacting with the HEU dur-
ing RUN mode. Functions of the ECPB system diagnostic test include the following:
4.2.4.1 Train Line Power Supply Tests
4.2.4.1.1 During the ECP system diagnostic test, the HEU shall command that train line power
be supplied by each train line power supply in the train on an individual basis. The test sequence
shall be as follows:
1. Enable a train line power supply.
2. Wait at least 15 seconds for the train line voltage/current to stabilize.
IMPLEMENTED 02/2008
3. Poll the PSC that was enabled for status.
4. Poll the PSC on the lead locomotive for status, if different.
5. Record the EOT measured voltage.
6. Disable the PSC under test.
7. Wait at least 15 seconds.
8. Repeat the above sequence for all PSCs.
4.2.4.1.2 The HEU shall record any exception messages related to train line power supplies
under test for use by the HEU in automatically selecting power supplies and warn the engineer
accordingly.
4.2.4.2 CCD/EOT Battery Tests
During the ECP diagnostic test, the HEU shall command the train line power OFF for at least 30
seconds while the ECP system is holding a full-service brake application. The HEU shall record
any exception messages related to low battery charge and warn the engineer accordingly.
4.2.5 RUN Mode
4.2.5.1 Description
RUN mode is the main mode of operation of the ECP brake system and is selected when the train
consist is fully configured and ready for normal road operations. As such, all fault detection modes
(except for special SWITCH mode limits) are enabled to permit safe operation of long trains at full
speed.
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4.2.5.2 Normal Operational Procedures

The following describes the normal sequence of operation in RUN mode. paragraph 4.2.5.3, “Fault
Detection and Response Procedures,” describes fault detection and response operations.
4.2.5.2.1 RUN Mode Brake Control
RUN mode brake control provides the full functionality of the ECP brake system for road opera-
tions. The RUN mode brake control includes the following:
1. The engineer’s brake command is read from the man-machine interface, translated by the
HEU to train brake commands (TBCs), and broadcast to all network devices as part of the
HEU beacon message.
2. HEU shall broadcast a “configuration” message containing BPP setpoint, train NBR, and
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other information (reference S-4230, latest revision), as follows:

• every time “setup” is changed
• once every 120 seconds
3. If an emergency command (TBC = 120%) is made, a 120-second emergency interlock timer
is started.
4. If an emergency command is in effect, the HEU shall not release it until the 120-second in-
terlock has expired. If the emergency brake application is in response to a fault condition,
it shall additionally be maintained until the fault condition is removed or cleared or the op-
erating mode changed.
5. If a release from emergency is requested, the engineer must place the control to the full-ser-
vice position. Once the emergency interlock has expired, release from emergency shall be
enabled unless a fault condition still exists. Release from emergency shall go directly to full
service.
6. If a full or partial release from the current brake application is selected, the TBC transmit-
ted shall reflect the control input unless a penalty brake application, an emergency, or a
full-service interlock is active.
7. HEU train brake commands (TBC) are expressed as a percentage [0% (release), 10% (min-
imum service) to 100% (full service), in increments of 1%] of full-service braking force, plus
0% for full release and 120% for emergency. They are transmitted by the HEU once per sec-
ond as part of the priority HEU beacon message. An emergency brake command shall be
transmitted immediately when required and repeated once per second thereafter.
8. The HEU beacon is broadcast and includes the current operating mode, TBC, train line
power on/off, train empty/load setting and network device status query
(paragraph 4.3.18.1.2),. Other HEU commands or information may be transmitted, as well.
See paragraph 4.3.18.8, “Control Messages.”
9. A CCD may automatically cut out/in under the conditions described in paragraph 4.3.13.
10. CCD BCP control: CCDs use their preprogrammed braking constant C (and other parame-
ters that may be required) with the accepted load data to give the proper BCP in response
to each TBC. See paragraphs 4.3.4 through 4.3.11 for performance requirements of BCP re-
sponse.
11. EOT transmits beacon to HEU: The EOT status beacon shall be transmitted to the HEU
once per second and shall include BPP, percentage of full battery charge, and other data.
See paragraph 4.3.18.4, “EOT Beacon/Status Message.”
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4.2.5.3 Fault Detection and Response Procedures

The following describes the sequence of operation for detecting and responding to various compo-
nent and system faults in RUN mode:
4.2.5.3.1 General Fault Classification
4.2.5.3.1.1 Faults are categorized according to type and severity of fault and according to which
major component is responsible for its detection and handling.
4.2.5.3.1.2 General fault types are outlined in paragraph 4.2.5.3.1.3 in order of severity. They
comprise three basic classes of faults:
• The first class of faults is the most severe, and includes those faults that are likely to jeop-
ardize safety. These faults must result in an immediate automatic emergency brake appli-
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cation.
• The second class of faults is somewhat less severe, and must result in an immediate auto-
matic full service (or penalty brake application).
• The least severe fault class must result in a warning to the engineer, but must not signifi-
cantly interfere with the normal operation of the brake system.
4.2.5.3.1.3 Note that some faults are compound faults (meaning a coincidence of two or more
faults).
Automatic Emergency
• Critical system loss (loss of BPP or communication)
Automatic Full Service
• Less than 85% operative brakes, causes for which include low battery charge, low
reservoir charge, CCD shut down, CCD cutout, and other disabling faults
• Low EOT battery charge
• Less than 90% operative brakes and either (a) low train line voltage or (b) train
operating in low power mode
• Use of locomotive pneumatic brake control
• Multiple lead (active) HEUs
Warning Only
• Low train line voltage
• High train line voltage
• Incorrect BCP
• Low EOT BPP
• Percentage of operative brakes falls below 95% or 90%
4.2.5.3.2 HEU Fault Detection, Response, and Recovery

The HEU shall perform fault detection and response procedures as described in paragraph 4.4.
4.2.5.3.3 CCD Fault Detection and Response
CCDs shall perform fault detection and response procedures as described in paragraph 4.4.
4.2.5.3.4 EOT Fault Detection and Response
The EOT shall perform fault detection and response procedures as described in paragraph 4.4.
4.2.5.3.5 PSC Fault Detection and Response
The PSC shall perform fault detection and response procedures as described in paragraph 4.4.
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4.2.6 SWITCH Mode

4.2.6.1 Description
4.2.6.1.1 SWITCH mode provides a means to allow operation of the ECP brake system when the
EOT is not communicating with the HEU or when the train is separated during road switching
operations. Many of the ECP brake system’s fault detection/response procedures are suspended
during SWITCH mode (see paragraph 4.2.6.3).
4.2.6.1.2 Operating in SWITCH mode differs from RUN mode in two ways:
• The EOT device is not required.
• The train configuration may be changed (cars added or removed).
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The following describes the normal sequence of operation in SWITCH mode. Paragraph 4.2.6.3
describes fault detection and response operations.
4.2.6.2.1 SWITCH Mode Power-Up to Restart and Cut In CCDs and EOT
During SWITCH mode, CCDs and EOT may be restarted via a train line power application if they
have been shut down. Within 2 seconds after the train line voltage has reached 100 Vdc at the
device, any CCDs or EOT that were shut down restart (wake up) and begin to cut in. This 2-second
power-up function shall not depend on receiving HEU beacons. See paragraph 4.3.3, “Train Line
power control.”
4.2.6.2.2 SWITCH Mode Brake Control
Normal brake control functions in SWITCH mode shall be identical to those in RUN mode, with
the following exceptions.
• No status query operation is required during SWITCH mode, per paragraph 4.3.18.1.2.
• No EOT (beacon) is required during SWITCH mode.
• Train speed shall not exceed 20 mph.
4.2.6.3 Fault Detection and Response Procedures
HEU fault detection and response functions enabled in SWITCH mode:
• HEU transceiver generates uncontrolled signal transmissions (see paragraph 4.4.2.7.1)
• HEU receives critical loss messages from at least two network devices (CCD or EOT)
within 5 seconds (see paragraph 4.4.4.3)
• HEU detects the use of pneumatic brake while train is moving (see paragraph 4.4.8)
• HEU receives CCD incorrect BCP exception (see paragraph 4.4.12)
• HEU detects multiple lead HEUs on network (see paragraph 4.4.13)
• Train speed exceeds 20 mph (see paragraph 4.4.9)
• HEU recovery from loss of BPP in SWITCH mode (see paragraph 4.4.3.5)
• HEU receives PSC or EOT detects greater than 30 V when power off exception (see
paragraph 4.4.11.2)
CCDs, EOTs, and PSCs have the same fault detection and response in SWITCH mode as in RUN
mode.
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4.2.7 CUTOUT Mode

4.2.7.1 Description
CUTOUT mode is used to shut down the entire ECP brake system, either when the train is
parked, when the train is reverting to the conventional pneumatic brake system (in a overlay or
emulator equipped train), or when the engineer wishes to cut out all the CCDs and release air
brakes prior to switching operations.
CUTOUT mode shall be characterized by the following:
1. The lead HEU shall command train line power to off in the HEU beacon. Train line power
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shall not be available while in CUTOUT mode.
2. The HEU shall command all CCDs, trailing HEUs, and the EOT to cut out as described in
paragraph 4.3.13 by entering CUTOUT mode.
4.2.8 All Modes

4.2.8.1 Description
This section lists functions and features that must be present in all ECP brake system modes of
operation when applicable. Refer to paragraph 4.3 for detailed functional descriptions.
4.2.8.2 Functions and Features Applicable to All Modes of Operation
1. HEU cab displays and controls (engineer interface) include the following:
• Normal displays (see paragraph 4.3.1.1)
• Warnings and indications (see paragraph 4.3.1.2)
• Engineer controls (see paragraph 4.3.1.3)
2. Manual brake cylinder and reservoir venting (see paragraph 4.3.12)
3. Pneumatic backup (see paragraph 4.3.19)
4. Multiple lead HEUs on the network (see paragraph 4.4.13)
5. A CCD shall be activated by presence of train line power.
6. An EOT shall be activated by the presence of train line power.
7. Continuous reservoir charging (see paragraph 4.3.20)
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4.3 Normal Operation Functions

4.3.1 Cab Displays and Controls
The ECP brake system engineer interface (controls, displays, and alarms) may be provided directly
by the HEU or via the locomotive system integration interface, and shall include the following fea-
tures and functions:
4.3.1.1 Normal Displays
Information normally displayed in the lead locomotive shall include the following:
1. Percentage brake command (current TBC)

2. Current EOT BPP (transmitted by EOT beacon), updated once per second
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3. Percentage operating brakes

4. Train line power on or off
5. Total potentially operative brakes
6. Car status data for any car requested
7. Operating mode
8. Train empty/load command (when available)
4.3.1.2 Warnings and Indications

Warnings are generally not required when an individual CCD has malfunctioned or ceases opera-
tion. Warnings and indications shall include the following:
1. Warn of absence of EOT beacon (paragraph 4.4.2.1)

2. Low battery charge on EOT (paragraph 4.4.10.4)
3. Warn of overlay system presence on a car with HEU loss of communication to CCD without
stuck brake protection feature (paragraph 4.3.13). This is an acknowledged warning.
4. Warn of less than 95%, 90%, and 85% operative brakes in train (paragraph 4.4.5). This is
an acknowledged warning.
5. Warn of low brake pipe pressure at the end of the train (paragraph 4.4.3.1). This is an ac-
knowledged warning.
6. Warn of low train line voltage (paragraph 4.4.7). This is an acknowledged warning.
7. Warn of critical loss reported by two or more network devices (paragraph 4.4.4)
8. Warn of use of pneumatic brake while train is moving (paragraph 4.4.8)
9. Warn of HEU shutdown resulting from uncontrolled signal transmissions from a transceiv-
er (paragraph 4.4.2.7)
10. Warn of multiple lead (active) HEUs in the network (paragraph 4.4.13))
11. Warn of presence of more 30 Vdc on the train line when power is off. This is an acknowl-
edged warning. (paragraph 4.4.11)
12. Warn of CCD with incorrect BCP. This is an acknowledged warning. (paragraph 4.4.12.2)
13. Warn of incorrect empty/load setting. (paragraph 4.4.14.2)
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4.3.1.3 Engineer Controls

4.3.1.3.1 HEU brake control shall provide the following brake commands and functions. Each
function must be available or accessible in one operator motion from any other function.
• Minimum service (10% application)
• Full service (100% application)
• Emergency (120% application)
• Full release (0% application)
• Graduated applications and releases in 1% increments between 10% and 100% full-service
application.
• Suppression (when applicable)
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• Acknowledgement (when applicable)
4.3.1.3.2 Means of implementation of other required inputs shall be manufacturer specific.
4.3.1.4 Interaction with Locomotive Systems/Signals
The HEU should be capable of responding to or generating the following locomotive system sig-
nals:
1. Alerter (see paragraph 4.3.1.4.1)

2. PCS /PCR (see paragraph 4.3.1.4.2)
3. Cab Signal / Over Speed (see paragraph 4.3.1.4.3)
4. Suppression (see paragraph 4.3.1.4.3)
4.3.1.4.1 Alerter (Safety Control Magnet Valve)

The HEU shall be capable of detecting a conventional penalty brake application initiated from the
safety control magnet valve or similar device if the locomotive is so equipped. On detection of a
penalty brake application from this device, the HEU shall increase the current electronic brake
application to at least 100% brake command for as long as the penalty remains in effect.
4.3.1.4.2 PCS/PCR
The HEU shall be capable of sending the locomotive a signal that will unload the engine. This sig-
nal shall be asserted on any electronic emergency and ECPB automatic electronic penalty applica-
tion and shall remain asserted until the application has been released.
4.3.1.4.3 Cab Signal /Over Speed
4.3.1.4.3.1 The HEU shall be capable of detecting a conventional penalty brake application initi-
ated from the cab signal magnet valve or similar device if the locomotive is so equipped. On detec-
tion of a penalty brake application from this device, the HEU shall increase the current electronic
brake application to at least 100% brake command for as long as the penalty remains in effect.
4.3.1.4.3.2 In addition, the HEU shall provide a means of providing to the locomotive cab signal
equipment (if the locomotive is so equipped) a signal indicating that an electronic suppression
application has been made by the engineer.
4.3.1.4.3.3 The suppression signal to the cab signal equipment shall be a fault tolerant system,
since a false suppression signal from the HEU will render the cab signal system unable to stop the
train in the event of a fault.
4.3.1.4.3.4 The HEU shall have a provision to sense that the cab signal system of an equipped
locomotive has been cut out by the engineer. The HEU shall not respond to any cab signal penalty
activation as long as this cutout signal remains in effect.
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4.3.1.5 Locomotive Retardation During ECP Braking

4.3.1.5.1 The requirements for locomotive retardation during ECP braking shall be railroad spe-
cific in that not all railroads may want automatic locomotive brake cylinder pressure control or
dynamic braking during ECP brake applications (e.g., railroads that always bail off automatic
brake applications). The requirement to provide the ability to have locomotive retardation during
ECP brake applications shall not preclude manufacturers and railroads from developing other
braking systems that meet the intent of providing appropriate locomotive retardation in conjunc-
tion with ECP train braking as long as these systems allow for interoperability between locomo-
tives equipped with different manufacturers’ ECP equipment.
4.3.1.5.2 The requirements for control of locomotive retardation during ECP braking will nor-
mally apply to the ECP equipment on the lead locomotive and to the controlling locomotive in a
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remote, distributed power locomotive consist. All other locomotives normally will be controlled via
existing locomotive multiple-unit (MU) cables and pipes.
4.3.2 Communication Network Test
Testing of network communication integrity may be performed during RUN mode and at other
times at the discretion of the manufacturer. The test may include evaluation of error rates and/or
analysis of signal attenuation through the network.
4.3.2.1 To aid in system diagnostics, CCDs, PSCs, and EOTs shall maintain a count of CRC
errors detected by the communication network controller. This count shall be reset to zero at
power-up and once per hour by the HEU. Each CCD/PSC/EOT shall set a flag in its status report if
the CRC error count exceeds a threshold broadcast by the HEU. The HEU may use this informa-
tion to identify malfunctioning network devices or groups of network devices.
4.3.2.2 To aid in system diagnostic services, the HEU may provide a means to measure the com-
munication signal voltage level at its interface to the communication medium. If provided, the
HEU shall make this measurement with a relative resolution of ±0.5 dB over a minimum 50 dB
dynamic range. The hardware that provides this measurement shall have no adverse effect on the
communication signal. Determination of train line faults shall be manufacturer specific. A special
“quiet” state shall be available when the train is stopped and holding a full-service interlock as
defined in S-4230, latest revision.
4.3.3 Train Line power control
Train Line Power shall be controlled by the HEU via commands to the PSCs and a power control
flag in the HEU beacon. The HEU power control shall be derived from a combination of engineer
input and other mode and fault data as defined in this section.
4.3.3.1 Train Line Power Mode Control
The engineer shall be permitted to select the train line power mode at any time. There shall be two
engineer-selectable train line power modes: OFF and AUTOMATIC. The default train line power
mode shall be OFF. The HEU may change the train line power mode from AUTOMATIC to OFF as
defined in paragraph 4.3.3.1.2.
4.3.3.1.1 Power OFF Mode
When the Power OFF mode is selected or entered automatically, the HEU shall disable all power
supplies in the train by setting the power control flag in the HEU beacon to the OFF state. All
PSCs shall disable their associated train line power outputs when the power control flag in the
HEU beacon is set to OFF.
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4.3.3.1.2 AUTOMATIC Power Mode

When AUTOMATIC power mode has been selected, the action performed by the HEU shall be as
defined below:
1. If the head end termination is not detected and/or the HEU has not received EOT beacons
for a minimum of 3 seconds and train is stopped:
A. The HEU shall provide a warning indicating train line power will be applied.
B. After the engineer has acknowledged the warning, the HEU shall request a confir-
mation that all personnel are clear from the train line.
C. After receiving this confirmation, the HEU shall command train line power to be ac-
IMPLEMENTED 02/2008
tivated. If the head end termination and EOT are not detected within 8 seconds after
train line voltage has exceeded 30 Vdc at the activated PSC, the HEU shall automat-
ically command that power be disabled.
2. If the head end termination is present and the HEU has received one or more EOT beacons
in the last 3 seconds, it shall command that train line power be on continuously until a fault
or engineer command requires power to be commanded OFF.
3. If train line power is disabled due to a fault condition, the HEU power mode may continue
to be AUTOMATIC and power may be re-enabled depending on whether the train is in mo-
tion.
A. If the fault condition is cleared and the train is not stopped, the HEU may automat-
ically set the HEU beacon power control flag to ON and enable one or more PSCs to
provide train line power.
B. As long as the fault condition remains and the train is not stopped, the HEU may
continue to indicate AUTOMATIC power mode with train line power disabled.
C. If the train is stopped, the HEU shall automatically disable train line power and the
HEU may change the power mode to OFF.
4. If the ECP system is in RUN or SWITCH mode and the train is not stopped, the HEU may
enable train line power continuously even though the head end termination is not present
and/or the HEU has not received one or more EOT beacons in the last 3 seconds:
A. The HEU may automatically set the HEU beacon power control flag to ON and en-
able one or more PSCs to provide train line power.
B. If the train is stopped, the HEU shall automatically disable train line power. The
HEU may remain in AUTOMATIC power mode or the HEU may change the power
mode to OFF.
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4.3.3.2 Train Line Power Supply Controller (PSC) Interface to HEU

The PSC shall provide a control and status interface to the HEU via the train line in accordance
with the requirements of S-4220, “ECP Cable-Based Brake DC Power Supply—Performance Spec-
ification,” latest revision, and S-4230, “S-4230,” latest revision. This interface shall provide the
functions identified in this section.
4.3.3.2.1 Enable Train Line Power as Primary Power Supply
1. A PSC shall determine and indicate to the lead HEU that it is available as a primary train
line power supply only if all of the following conditions are true:
A. Train line voltage measured at the PSC is less than 10 Vdc with either polarity.
B. The PSC has received one or more HEU beacons in the last 3 seconds.
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C. The PSC has not detected a disabling fault (e.g., very low input voltage from the
locomotive).
D. The PSC has not been commanded to a cut-out state by the HEU.
2. A PSC shall enable its associated train line power supply as the primary train line power
supply when the following conditions are true:
A. A PSC has determined that it is available as a primary train line power supply.
B. The last HEU beacon received has the power control flag set to ON.
C. The PSC has received an individual command from the HEU to enable the train line
power supply as a primary after the HEU beacon power control flag was set to ON.
4.3.3.2.2 Enable Train Line Power as Secondary Power Supply

1. A PSC shall determine and indicate to the lead HEU that it is available as a secondary train
line power supply only if all of the following conditions are true:
A. Train line voltage measured at the PSC is greater than 50 Vdc with a detectable DC
polarity.
B. The PSC has received one or more HEU beacons in the last 3 seconds.
C. The PSC has not detected a disabling fault (e.g., very low input voltage from the
locomotive).
D. The PSC has not been commanded to a cut-out state by the HEU.
2. A PSC shall enable its associated train line power supply as a secondary train line power
supply when the following conditions are true:
A. A PSC has determined that it is available as a secondary train line power supply.
B. The last HEU beacon received has the power control flag set to ON.
C. The PSC has received an individual command from the HEU to enable the train line
power supply as a secondary after the HEU beacon power control flag was set to ON.
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4.3.3.2.2.1 Load-Sharing Capable Train Line Power Supply

All train line power supplies shall be load-sharing capable.
4.3.3.2.3 Disable Train Line Power
1. A PSC shall automatically disable its associated train line power supply output if any of the
following conditions are true:
A. The PSC has received no HEU beacons in the last 3 seconds.
B. The HEU beacon has the power control flag set to OFF.
C. The PSC receives a command from the HEU to disable train line power.
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D. The PSC detects a disabling fault (e.g., uncontrolled signal transmissions, very low
input voltage from the locomotive). The PSC shall then send an exception message
to the HEU.
E. The PSC detects less than 100 Vdc ± 4% at its output while supplying its maximum
rated current output (i.e., shorted train line). The PSC shall then send an exception
message to the HEU.
F. The PSC upon being enabled as primary detects less than 110 Vdc at its output with-
in 10 seconds after receipt of the enable command. The PSC shall then send an ex-
ception message to the HEU.
G. The PSC upon being enabled as secondary detects that it is not properly sharing the
train line load at its output within 10 seconds after the receipt of the enable com-
mand. The PSC shall then send an exception message to the HEU.
4.3.3.2.4 PSC Status Flags for Power Management

1. A PSC shall provide the following flags in its status response to allow the HEU to manage
train line power:
A. Available for use as the primary train line power supply (see paragraph 4.3.3.2.1).
B. Available for use as a secondary train line power supply (see paragraphs
paragraph 4.3.3.2.2 and paragraph 4.3.3.2.2.1).
C. Train line power supply input voltage below locomotive specific threshold. This shall
be a threshold voltage defined in the locomotive ID module to indicate the inability
of the locomotive electrical system to continuously operate a train line power supply
at rated output. The locomotive ID module shall also include a second, higher
threshold value to provide hysteresis for this flag. The default values for these
threshold voltages shall be 50 V and 60 V.
2. The remaining PSC status response data shall be as defined in paragraph 4.3.18.5.
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4.3.3.3 HEU Train Line Power Management

The HEU shall provide a control and status interface to the PSC via the train line in accordance
with the requirements of S-4230, “S-4230,” latest revision. This interface shall provide the func-
tions identified in this section.
4.3.3.3.1 Train Line Power On/Off Control
The HEU shall control the on/off state of the train line power supplies via the power control flag in
the HEU beacon and individual commands to PSCs. The power control flag in the HEU beacon
when set to the OFF state shall disable all PSCs as a group and prevent them from responding to
enable commands. A command to disable individual PSCs also shall be available. Individual com-
mands shall be used to enable a PSC when the power control flag in the HEU is set to the ON
state. An enable command to secondary PSC(s) shall be sent only after the primary was success-
IMPLEMENTED 02/2008
fully activated.
4.3.3.3.2 Locomotive Power Management
The HEU may optionally utilize the PSC status responses to select PSCs to operate the ECP train
line while minimizing the effect of the ECP system on the locomotive power system. The HEU may
utilize the following criteria in determining PSCs to enable:
1. If a PSC indicates that its input voltage is below the locomotive specific threshold, it shall
not be enabled if there is any other PSC available with input voltage above the threshold.
2. If multiple PSCs indicate input voltage above the locomotive specific threshold, the HEU
may select PSCs based on the results of the ECP diagnostic test or other data. The criteria
could include the following:
A. PSC located on a locomotive other than the lead. This accounts for the likelihood
that the lead locomotive has a larger electrical load for other than the ECP system.
B. PSC that provided the highest average EOT and lead locomotive measured train
line voltage during diagnostic tests. This minimizes the train line cable losses.
C. Multiple PSCs may be enabled by the HEU if they meet the requirements of para-
graphs 4.3.3.2.2 and 4.3.3.2.2.1. HEU logic in selecting multiple PSCs to enable may
be manufacturer specific.
3. If all available PSCs indicate input voltage below the locomotive specific threshold, the
HEU may enable one or more PSCs using a manufacturer-specific algorithm. After operat-
ing for 15 minutes with PSC(s) indicating low input voltage, the HEU may command the
CCDs on the train line to limit their input power to less than 5 W average as defined in
paragraph 4.3.14. The HEU shall warn the engineer of this condition. If a PSC indicates
that its input voltage is above the locomotive specific threshold, it shall be enabled, PSCs
with low input voltage shall be disabled, and the CCDs shall be commanded back to their
normal power input mode.
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4.3.4 Train Brake Commands

4.3.4.1 The HEU brake controller shall provide the engineer with a means for making the follow-
ing braking commands:
• Full brake release
• Graduated brake release
• Minimum service brake application
• Graduated service brake application
• Full-service brake application
• Emergency brake application
• Suppression
IMPLEMENTED 02/2008
4.3.4.2 The train brake commands (TBC) determine the level of brake application for electroni-
cally controlled brake systems and shall be expressed as a percentage from 0% to 100% of full-ser-
vice braking force in 1% increments. A 100% TBC shall be for full service, and 0% shall be for full
release. Minimum service shall be at 10%, and an emergency brake application (whether inten-
tional or the result of a fault or penalty) shall result in a TBC of 120% (i.e., 120% of the full-service
brake cylinder pressure setting).
4.3.4.3 A suppression brake application shall be railroad specific and programmed into the loco-
motive ID module. The default suppression brake application shall be full service.
4.3.5 Minimum Service Application
The minimum service brake application shall be at TBC = 10%. The minimum service brake cylin-
der pressure (MSP) is a preset value programmed in to the car ID module. Minimum service brake
cylinder default is 7 psig if no other value is provided in the car ID module.
4.3.6 Net Braking Ratio
4.3.6.1 The CCD will provide the full-service brake cylinder pressure necessary to provide a train
net brake ratio that is transmitted by the HEU.
4.3.6.2 The CCD shall have a default target NBR of 12.8% until a value is received from the
HEU.
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4.3.7 Full-Service Brake Cylinder Pressure

4.3.7.1 The formula for full-service brake cylinder pressure (FSP) is as follows:
NBR × W
FSP = ---------------------
C
where
NBR = Net braking ratio
C = (Ap × LR × EFF)
where
Ap = Area of the brake cylinder piston
IMPLEMENTED 02/2008
LR = Lever ratio
EFF = Brake rigging efficiency
W = Weight
FSP = Full-service brake cylinder pressure
4.3.7.2 The constant C is programmed into the car ID module.
4.3.7.3 The CCD uses the above formula to calculate its full-service brake cylinder pressure.
However in order to ensure that a sufficient amount of full-service BCP is available, a minimum
full-service BCP limit is needed. The minimum full-service BCP limit under any load condition
shall be 30% of its maximum gross rail load full-service BCP or 20.0 psig, whichever is higher.
4.3.7.4 The CCD uses the above formula to calculate its full-service BCP. However a maximum
full-service BCP pressure limit is needed. It is needed in the event that the above FSP calculation
provides an unobtainable full-service BCP target and to ensure that a sufficient supply of air
exists for the CCD to provide emergency BCP defined in paragraph 4.3.8. The maximum full-ser-
vice BCP limit shall be determined by the following formula:
FSPmax = BPP setpoint × RC

where
BPP setpoint = Brake pipe pressure set in the locomotive and transmitted by the HEU
RC = Reservoir constant programmed into the car ID module. For a conventional two-compartment
reservoir, RC = 0.71.
4.3.7.5 Other algorithms may be used to determine actual and maximum FSP, provided the val-
ues obtained do not cause the actual net braking ratio to exceed 25%, thereby ensuring operational
compatibility.
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4.3.8 Emergency Brake Cylinder Pressure

Emergency brake cylinder pressure target = 1.2 × FSP
4.3.9 CCDs Determine Car Load Value
When the ECP brake system is initialized during the initial terminal inspection and at another
location where the train is loaded or emptied, each CCD shall be told its percentage of car load,
either by a message from the HEU or by an on-board self-weighing device. While each CCD is
active, it shall update the car load value in its memory if the best (highest priority) source of load
data changes at any time. This accommodates changes in load during normal road operations.
Sources of load data, and the priority given to them by the CCD, are as follows:
1. If a mechanical empty/load device is installed, the CCD’s car parameter database shall in-
IMPLEMENTED 02/2008
dicate its presence. The CCD shall then use only the device’s indication of load or shall pro-
vide fully loaded BCP and rely on the empty/load device to adjust BCP for empty load.
2. If no mechanical empty/load device is installed, the CCD shall give the following priority to
load data:
A. On-board electronic load sensor data (note that this shall take precedence over the
HEU database value).
B. Empty/load command from HEU to an individual CCD, if it has been downloaded
since Initialization mode was last entered. CCDs shall reset individual car load data
back to the default value (car load data invalid) defined in S-4230, “S-4230,” latest
revision, upon entering Initialization mode. A change in the train E/L command
shall override the individual command to a CCD.
C. Train empty/load command from the HEU. (CCDs downloaded with individual, val-
id, load data, in the 0% to 100% range from item B above shall ignore train-wide
“empty/load” commands unless a change in the train E/L command has occurred.)
D. Default: assume full load (100% of car load).
3. A manual load data override shall not be provided.
4.3.9.1 CCD Response to HEU Train Empty/Load Commands

When responding to train empty/load commands, the CCD shall compare the two empty/load com-
mand signals received in the HEU beacon to properly set its empty/load state. If the commands
match, the CCD shall update its local setting to reflect the current empty/load commanded state. If
the two commands do not match, the CCD shall default its local setting to LOADED and shall
report an invalid empty/load command status to the HEU when polled (reference
paragraph 4.4.14). If a CCD detects a loss of HEU beacon, it shall remain at the last commanded
empty/load setting.
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4.3.10 Adjustment of BCP to Train Brake Command

4.3.10.1 The brake cylinder pressure curve for TBC vs. BCP is determined based on the Min-Ser-
vice and the calculated Full-Service and Emergency BCP(s) for a given car weight. The following
formulas are used to determine this BCP curve.
Train Brake Command (TBC) Brake Cylinder Pressure (BCP)
0% BCP = 0 psi
0 < TBC <= 10% BCP = MSP (Min-Service BCP, per paragraph 4.3.5)
10 < TBC <= 100% BCP = m(x) + b
where
IMPLEMENTED 02/2008
m = (FSP – MSP) / (100 – 10)

b = FSP – m(100)
x = TBC
TBC = 100% BCP = Full-Service BCP, per paragraph 4.3.7
TBC > 100% BCP = Emergency BCP, per paragraph 4.3.8
4.3.10.2 Other algorithms may be used to derive service BCP on less than fully loaded cars, pro-
vided such BCP does not produce an actual NBR exceeding 25% using the actual weight of the car.
4.3.11 Brake Cylinder Pressure Control
CCDs shall control brake cylinder pressures according to the following performance requirements
based on a standard AAR single car test rack with 50 ft of brake pipe:
1. Steady state BCP pressure regulation shall be within ±3 psi of target (final commanded)
pressure.
2. The BCP control shall be as follows:
A. Minimum Service Application: BCP shall reach target pressure from a full release,
within ±3 psi, in no more than 2.0 seconds.
B. Full-Service Application: BCP shall reach target pressure from a full release, within
±3 psi, in no more than 10.0 seconds nor less than 6.0 seconds.
C. Emergency Application: BCP shall reach target pressure from a full release, within
±3 psi, in no more than 12.0 seconds nor less than 7.0 seconds.
3. Full-Service Release performance, from the time each CCD receives the new brake com-
mand, shall be as follows: BCP shall reduce to 5 psi or less in no more than 15.0 seconds nor
less than 6.0 seconds.
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4.3.12 Mechanical Brake Cylinder and Reservoir Venting

A method shall be available to manually vent brake cylinder pressure and reservoir pressure at
every CCD location from both sides of the car without reliance on electronic activation or electronic
control. It shall be possible to vent the brake cylinder pressure independently of the reservoir pres-
sure, but not vice versa.
Note: It is important to recognize that the brakes may still apply on a car that has its dirt collector
cutout cock in the closed/isolated position when operating in ECP, and that the reservoirs must also
be drained before a maintenance action is initiated.
The following requirements are listed in no particular sequential order:
IMPLEMENTED 02/2008
1. The brake cylinder release valve shall be capable of releasing air pressure from all brake
cylinders of air brake equipment regardless of the charge state of the brake pipe.
2. The brake cylinder release valve shall be capable of being manually actuated to release po-
sition by a single momentary pull of a release rod, from either side of the car, without re-
quiring that the rod be held until brake cylinder pressure has been depleted.
3. When electrically cut in, a CCD in the brake cylinder venting state shall generate an
incorrect brake cylinder exception in accordance with paragraph 4.4.12.
4. The reservoir air pressure shall be released by holding the release rod in the activated po-
sition. When electrically cut in and the reservoir has vented, the CCD shall become
inoperable and shall generate a low reservoir exception in accordance with paragraph 4.4.6.
5. The brake cylinder release valve shall not release brake cylinder pressure during any brake
application except under the circumstances of actuation by the release rod.
6. When activated while the brakes are applied, the brake cylinder release valve shall prevent
the further flow of air from the reservoir to the brake cylinder.
7. The car’s pneumatic backup shall remain functional in accordance with paragraph 4.3.19
when the brake cylinder release valve has been activated.
8. When the manual release is activated while the brake pipe is charged and the brakes are
applied, the following events will occur:
• Brake cylinder pressure will not reapply if the brake pipe remains charged and
TBC remains non-zero.
• Brake cylinder pressure will reapply when the brake pipe is vented due to
pneumatic backup.
The brake cylinder release valve shall reset automatically to reestablish the normal
operating connection to the brake cylinder once brake pipe pressure has been restored and
the CCD has been restored to a full release condition (CCD electrically cut in and
commanded to release by the HEU or electrically cut out).
9. The brake cylinder release valve shall not permit air to flow from the reservoir to the brake
cylinder while resetting.
10. The brake cylinder release valve may automatically reset upon depletion of reservoir pres-
sure by leakage or otherwise but it shall not permit development of brake cylinder pressure
sufficient to set all brake shoes against the wheels of the car.
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4.3.13 CCD Cutout/Cut-In

4.3.13.1 Under certain conditions, a CCD may cut out on its own or be commanded to cut out by
the HEU. When a CCD is cut out, it releases its ECP brake application and relinquishes control of
brake cylinder pressure to the pneumatic backup. If brake pipe is charged and a pneumatic appli-
cation is not in effect, brake cylinder pressure will release; otherwise it will remain at the level
commanded by the pneumatic backup. When cut out, the CCD continues to charge its reservoir. If
capable, a cutout CCD will continue to transmit its status to the HEU in response to the polling
cycle;, however, it will not respond to the brake command. A CCD that reports a status of cut out
will be considered inoperative by the HEU. A CCD that is cut out is only polled once per polling
cycle by the HEU.
4.3.13.2 A CCD shall cut out for the following reasons:
IMPLEMENTED 02/2008
1. HEU commands a single CCD to cut out. This command is initiated by the engineer or the
HEU.
2. HEU sets train operating mode to CUTOUT in the HEU beacon.
3. CCD detects a critical loss and determines that it is isolated.
4. Other CCD faults.
5. CCD detects that its transceiver is generating uncontrolled signal transmissions.
6. CCD detects low battery charge and train line power is not available.
4.3.13.3 Except when the train operating mode is set to CUTOUT, when a CCD cuts out, it shall
transmit an exception message to the HEU if capable. If the CCD is operating on an over-
lay-equipped car without stuck brake protection, a visual and audible warning shall be given to
the train engineer any time a CCD is cut out or cuts out for any reason. This warning shall be
acknowledged. While cut out, a CCD shall suppress exception messages.
4.3.13.4 Once a CCD is cut out, it shall remain cut out until one of the following occurs:
1. HEU commands a single CCD to cut in. This command is initiated by the engineer or the
HEU.
2. CCD cuts in if it detects (via HEU beacon) that the operating mode was changed from
CUTOUT to another mode.
3. A CCD with fault detects that the fault condition is cleared. However, the HEU still
considers such a CCD as cut out and inoperative until the HEU determines that the CCD
is cut in.
4. HEU reinitializes train.
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4.3.14 CCD/EOT Power System

4.3.14.1 The power on each car shall be maintained through a rechargeable battery system (refer
to S-4220, “ECP Cable-Based Brake DC Power Supply—Performance Specification,” latest revi-
sion. Batteries are continuously charged from the train line while it is energized via an on-board
battery charger. In case of train line power failure, CCDs and EOT with fully charged batteries
shall be capable of operating on battery backup power for at least 4 hours. The battery backup sys-
tem within a CCD may be configured to allow the device to operate normally from train line power
with a fully discharged, failed, or missing battery. A CCD in this condition may be considered as
operative for the calculation of percentage operable brakes until the combined total of CCDs in
this condition and other inoperative CCDs exceeds the penalty brake threshold. Refer to
paragraph 4.4.10, “CCD or EOT Detects Low Battery Charge” for fault response.
IMPLEMENTED 02/2008
4.3.14.2 Power consumed by each battery charger/CCD/EOT shall be limited to 10 W peak. The
CCD also shall have a low power consumption mode. This low power mode shall limit the average
power consumption from the train line by the CCD to 5 W over any 15-minute period. The CCD
shall enter this low power mode on initial power-up and when commanded to by the HEU. If
within 2 minutes of initial power-up a CCD does not receive a low power mode command from the
HEU, it shall revert to normal power consumption mode. The CCD also shall revert to normal
power consumption mode when commanded to by the HEU.
4.3.15 Network Device Input Characteristics
The input impedance of any network device shall be nominally 2,000 ohms in the 100-KHz to
450-KHz frequency band in receive mode.
4.3.16 Network Device Output Conducted Emissions
Output conducted emissions on the train line shall generally meet the requirements of FCC Sec-
tion 15.107. Specifically, the conducted emissions as measured on the train line in differential
mode may not exceed 106 dBμV from 9 kHz to 40 kHz; 86 dBμV from 40 kHz to 125 kHz; 36 dBμV
from 125 kHz to 140 kHz; 56 dBμV from 140 kHz to 450 kHz; and 48 dBμV from 450 kHz to 30
MHz.
4.3.17 CCD or EOT in Shutdown Mode
Shutdown mode (or “battery conservation” mode) shuts off the CCD or EOT to minimize battery
drain. When shut down, the CCD or EOT is turned off. When a CCD shuts down, it releases its
ECP brake application and relinquishes control of brake cylinder pressure to the pneumatic
backup. If the brake pipe is charged and a pneumatic application is not in effect, brake cylinder
pressure will release; otherwise it will remain at the level commanded by the pneumatic backup.
When an EOT shuts down, it stops transmitting EOT beacons. Once train line power is lost, the
CCD or EOT either continues to operate off of battery power until its battery runs low or enters
into a timed shutdown mode. The intent of this logic is to allow the train to operate as long as pos-
sible after a loss of train line power and to conserve batteries if the device is disconnected from the
train line, the train is parked, or the ECP brake system is CUTOUT. The CCD or EOT shall shut-
down 1 hour after both train line power is lost and no HEU beacon has been received. The CCD or
EOT shall shut down after the train line power is lost and the train operating mode is set to CUT-
OUT.
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4.3.18 Messaging Requirements

These requirements are covered in detail in S-4230, “S-4230,” latest revision. The following para-
graphs are intended to give a brief description.
4.3.18.1 HEU Beacon
The HEU beacon shall be a priority message broadcast by the HEU once per second (1.0 Hz) and
shall contain a train brake command (TBC), train empty/load setting, and a network device status
query, among other information, as described in S-4230, “S-4230,” latest revision.
4.3.18.1.1 Train Brake Commands
A TBC shall be broadcast as part of the HEU beacon and shall be a percentage of full-service brak-
ing force: 0% shall be full release;, 10% shall be minimum service application; 11% to 99% shall be
IMPLEMENTED 02/2008
graduated service; 100% shall be full service; and 120% shall be emergency braking.
4.3.18.1.2 Network Device Status Query
Each HEU beacon shall include a status query for an individual network device (trail HEU, PSC,
or CCD) during RUN mode. The network device status query shall be used by the ECP brake system
to periodically verify communications and control between the HEU and all network devices on the
train. It also shall gather data for diagnostic and event recording purposes. Network devices shall
be queried for their operating status on a round-robin basis by the HEU. During each round-robin
cycle, all CCDs, all active PSCs, and at least one inactive device (trail HEUs and standby PSCs)
shall be queried. Status queries to all inactive devices shall be completed on successive round-robin
polling cycles. With the transmission of each HEU beacon once per second, the HEU will query a
different network device by transmitting its address and a request for its status. There is no polling
cycle required in SWITCH mode.
4.3.18.2 Train Configuration Command
Once every 120 seconds and upon setup changes, the HEU shall broadcast a configuration com-
mand message. This message shall contain the current BPP setpoint, train NBR, and other infor-
mation as defined in S-4230, latest revision.
4.3.18.3 CCD Status Messages
When a CCD is queried, it shall transmit the following quantities:
1. BPP
2. Percentage brake applied (BCP relative to full-service application)
3. Reservoir pressure
4. Percentage of full load
5. Cut-in/cutout status
6. Other information as identified in S-4230, “S-4230,” latest revision.
Some of this information may be recorded by the locomotive’s event recorder and/or made available
for display to the engineer. To give “percent brake applied” status, the CCD shall compute the per-
centage of full-service BCP applied during each status query.
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4.3.18.4 EOT Beacon/Status Message

The EOT beacon shall be a priority message transmitted to the HEU once per second (1.0 Hz) and
shall contain a status message that includes the brake pipe pressure, percentage of full battery
charge, train line voltage, and other information as identified in S-4230, “S-4230,” latest revision.
This information may be recorded by the locomotive’s event recorder and/or made available for dis-
play to the engineer. The brake pipe pressure at the EOT shall be displayed continuously to the
engineer via the HEU.
4.3.18.5 PSC Status Message
When a PSC is queried, it shall read and transmit the following quantities:
1. Status data
IMPLEMENTED 02/2008
2. Train Line voltage
3. Other information as identified in S-4230, “S-4230,” latest revision
4. Input voltage
5. Output current
for display to the engineer.
4.3.18.6 Trailing HEU Status Message
When a trailing HEU is queried, it shall read and transmit the following quantities:
1. Status data
2. Other information as identified in S-4230, “S-4230,” latest revision
for display to the engineer.
4.3.18.7 Exception Messages
A network device shall generate an exception message when and as required by paragraph 4.4 of
this document and by S-4230, “S-4230,” latest revision.
4.3.18.8 Control Messages
Control messages are generated by the HEU to command CCDs, PSCs, or EOT to operate in cer-
tain ways. They include the following:
• CCD cut-in/cutout
• Operating mode
• Train initialization and sequencing
• Car load
• PSC enabled/disabled
• Version compatibility
(Other messages concerning car health monitoring and distributed locomotive control are covered
in S-4230, “S-4230,” latest revision.)
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4.3.19 Pneumatic Backup

4.3.19.1 Each car shall have a means of propagating a pneumatic emergency and of pneumati-
cally applying emergency brake cylinder pressure (i.e., requiring no electrical power). The pneu-
matic backup system shall always be capable of providing emergency brake cylinder pressure
(assuming reservoirs are adequately charged) in the event of a pneumatic emergency whether or
not the CCD is operational.
4.3.19.2 The pneumatic backup (PB) system shall include an AAR-approved (or equivalent) pneu-
matically controlled brake pipe emergency venting device that shall be required on all
ECP-equipped cars, whether a “pure” ECP or an overlay system is used. Said emergency venting
device(s) shall always be active (enabled) when connected to the brake pipe; however, they shall
not undesirably vent BPP in response to typical service fluctuations of BPP, either when the ECP
IMPLEMENTED 02/2008
is operational or during pneumatic operation in an overlay system. The pneumatic backup equip-
ment shall conform to existing AAR specifications for emergency venting devices as follows:
• Spacing in accordance with the paragraph entitled “Additional Equipment for Cars with
Brake Pipe Length in Excess of 75 ft” in MSRP Standard S-401, “Freight Car Brake
Design Requirements.” (Note: the words “control valve” refer to the emergency venting
device for ECP operation.)
• Triggering (by the rapid venting of BP to zero) compliant with the paragraph entitled
“Emergency Test,” in MSRP Standard S-486, “Code of Air Brake System Tests for Freight
Equipment—Single Car Test.”
4.3.19.3 When possible, electronic CCD operation shall take precedence over or assist the pneu-
matic backup in controlling BCP. Operating CCDs shall sense loss of BPP (see paragraph 4.4.3.3)
and respond accordingly. CCDs that may not be able to completely take precedence over pneumatic
backup (e.g., overlay CCDs, CCDs not communicating with the HEU but still powered by the train
line) shall assist in controlling BCP to the emergency pressure appropriate to car loading (see
paragraph 4.3.9).
4.3.19.4 The pneumatic backup must remain active when a CCD has been cut out, disabled, or
shut down or has stopped receiving the HEU beacon. A pneumatic emergency brake application
shall be released when the brake pipe pressure has increased between the initial application
threshold and the remaining reservoir pressure or when electronic CCD operation has taken pre-
cedence.
Note: Cars at any load not equipped with a pneumatic empty/load device will apply emergency
brakes at the loaded car pressure when the pneumatic backup applies the brakes.
4.3.19.5 Pneumatic Backup Brake Performance
4.3.19.5.1 The pneumatic backup (PB) application shall always be available irrespective of the
existing state of ECP operation, providing no mechanical isolation of the brake pipe signal by
means of dirt collector cutout cocks has been established.
4.3.19.5.2 The pneumatic backup signal transmission rate shall exceed 750 ft/sec on an AAR
standard 150-car test rack.
4.3.19.5.3 The pneumatic backup brake cylinder build-up time shall meet the requirements of an
ECP emergency application as specified in paragraph 4.3.11.
4.3.19.5.4 With any group of five consecutive PB-equipped, 50-ft cars pneumatically cut out, an
emergency reduction of brake pipe pressure shall cause the remainder of the PB-equipped cars to
operate in emergency.
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4.3.20 Continuous Reservoir Charging

4.3.20.1 Car reservoirs shall be charged continuously. Reservoir charging shall be accomplished
only by conducting BP air to the reservoir (i.e., BC air is never used). Air flow from the BP to the
reservoir is never interrupted; however, a mechanism shall be provided to prevent reversal of flow
from the reservoir into the BP, especially in case of pneumatic emergency.
4.3.20.2 Reservoir charging chokes shall be sized so that both chambers of an AAR standard
6,000-in.3 combined reservoir reach 85 psi in 410 to 480 seconds when charged from a 90-psi brake
pipe pressure.
4.3.21 Locomotive ECP Equipment as the EOT
IMPLEMENTED 02/2008
4.3.21.1 The ECP equipment on the last locomotive in the train, if it is also the last vehicle in the
train, may perform the functions of the EOT as defined in this document and in S-4230, “S-4230,”
latest revision.
4.3.21.2 The ECP equipment on a locomotive shall automatically enable the EOT function if the
following conditions are met:
1. The locomotive ECP equipment is capable of measuring brake pipe pressure.
2. The locomotive ECP equipment is capable of measuring train line voltage.
3. The locomotive ECP equipment detects the presence of the train line termination.
4. The locomotive ECP equipment is not on the lead locomotive.
5. The locomotive ECP equipment is receiving HEU beacons.
6. The locomotive ECP equipment is not receiving EOT beacons.
4.3.21.3 Once the EOT function has been enabled for a locomotive ECP device, that device shall
continue to perform the EOT function until one of the following conditions is met:
1. Train line power is lost and no HEU beacons are detected for more than 1 hour.
2. Train line power is lost and the train operating mode is set to CUTOUT.
3. EOT beacons from another ECP network device, an EOT, or another locomotive ECP device
are detected on the train line.
4.3.21.4 The purpose of the requirements in this section is to support a train that is operating
with distributed power control in accordance with AAR Manual of Standards and Recommended
Practices, Standard S-4250, “Trailing Locomotive Control with ITC Specification,” latest revision,
when the last vehicle in the train is a locomotive. To provide locomotive brake control for critical
loss penalties, the locomotive functioning as the EOT shall be capable of detecting an ECP critical
loss and providing local brake cylinder control.
4.3.21.5 Locomotive ECP equipment functioning as the EOT shall perform the normal EOT fault
response and recovery as specified in paragraphs 4.3.21.6 and 4.4.
4.3.21.6 Locomotive as ECP EOT Loses Train Line Termination
If the locomotive ECP equipment functioning as the EOT detects the removal or loss of its train
line termination, it shall stop transmitting EOT beacons.
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4.4 Fault Response and Recovery Functions

The following fault modes (response functions) apply to both pure ECP and overlay operation. All
fault-induced brake applications must remain in effect for 120 seconds or until the train has
stopped before recovery procedures (see paragraph 4.4.16) can be initiated. Operating mode
changes can be made only after the train is stopped or after the 120-second timer has expired (see
paragraph 4.2.2.1).
When a CCD, PSC, or EOT (including locomotive ECP equipment functioning as an EOT) experi-
ences multiple faults, only the most serious fault shall initially be reported and acted upon. Only
when this fault is cleared shall the lower priority faults be acted upon. The hierarchy of fault
severity shall be as shown in Table 4.2.
The HEU, upon receiving CCD, PSC, Trailing HEU, or EOT exception messages and/or generating
IMPLEMENTED 02/2008
its own exceptions, shall prioritize them as shown in Table 4.3. When the HEU detects a fault con-
dition, the highest priority condition is acted upon first. Lower priority faults are handled only
after high-priority faults are cleared.
When an emergency brake application is active, a CCD shall suppress all exception messages
except for Critical Loss exception messages. Recovery from an emergency brake application shall
cause all CCD, trailing HEU, and EOT fault logic to be reset and/or enabled.
Exception-Clear messages shall be allowed when the HEU is commanding an emergency. Excep-
tion messages from a PSC shall be allowed in any mode.
Table 4.2 CCD, PSC, and EOT fault hierarchy and exception priority
Fault-
Type of Fault Fault
Degree
1 Fault that may immediately disable • CCD/EOT/PSC Transceiver Generates Uncontrolled Signal Transmis-
the entire ECP control network sion
2 Fault that may cause a penalty or • CCD/EOT Detects Critical System Loss
emergency brake application • PSC Detects Multiple HEUs
• EOT Detects Low Battery Charge
3 Fault that may cause system • EOT Detects Low BPP
degradation • PSC Detects Loss of HEU Beacon
• EOT or PSC Detects Low/High Train Line Voltage
• PSC Detects Train Line Short Circuit
• PSC Detects Low Input Voltage
• PSC Detects Enable Fault
4 Fault that may disable a single CCD, • CCD Detects Incorrect BC Pressure
PSC, or EOT • CCD Detects Low Reservoir Pressure
• CCD Detects Low Battery Charge
• CCD, PSC, or EOT Detects Other Manufacturer-Specific
Self-Diagnostic Fault
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Table 4.3 HEU fault hierarchy and exception priority

Fault
Type of Fault Fault
Degree
1 Fault that may immediately disable • HEU Transceiver Generates Uncontrolled Signal Transmission
the entire ECP control network
2 Fault that requires an emergency • Two CCD/EOTs Report Critical Loss within 5 seconds
brake application • HEU Misses EOT Beacon when in RUN mode
• Crew Commands an Emergency Brake Application
3 Fault that requires a full-service • <85% Operative Brakes Detected
brake application. • Low Train Line Voltage with <90% Operative Brakes
IMPLEMENTED 02/2008
• EOT Reports Low Battery Charge
• Penalty Brake Application
• Use of Pneumatic Brake while Train Is Moving
• Train Exceeds 20 mph in SWITCH Mode
• EOT Reports Critical Loss
• PSC Reports Detection of Multiple Lead HEUs
4 Fault that indicate multiple brakes • <95% Operative Brakes Detected
may eventually be disabled. • <90% Operative Brakes Detected
• CCD Reports Low Reservoir Pressure
• CCD Goes Off Line (or Cuts Out)
• CCD Reports Low Battery Charge
• EOT or PSC Reports Low or High Train Line Voltage
• EOT Reports Low Brake Pipe Pressure
• PSC Reports Other Disabling Fault
5 Individual device faults • CCD Detects Incorrect BC Pressure
• PSC or Trail HEU Fails to Respond to Status Query
• CCD/EOT/PSC/trail HEU Detects Other Self-Diagnostic Fault
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4.4.1 System Fault-Initiated Brake Applications

4.4.1.1 Conditions causing fault-initiated emergency (as differentiated from penalty and inten-
tional) application are described in the following paragraphs:
• HEU transceiver generates uncontrolled signal transmission (see paragraph 4.4.2.7)
• HEU misses EOT beacon when in RUN mode (see paragraph 4.4.2.1)
• HEU receives at least two Critical Loss exception messages from CCDs or EOT (see
paragraph 4.4.4.3)
• CCDs may self-initiate an emergency brake application in response to multiple CCDs
and/or EOT detecting a critical loss (see paragraph 4.4.4.1)
4.4.1.2 Conditions causing a fault-initiated full-service application are described in the following
IMPLEMENTED 02/2008
paragraphs:
• HEU registers less than 85% operative brakes (see paragraph 4.4.5.2)
• HEU detects low train line voltage with less than 90% operative brakes (see
paragraph 4.4.7.5)
• EOT low battery charge (see paragraph 4.4.10)
4.4.1.3 Conditions causing a penalty full-service brake application are described in the following
paragraphs:
• HEU receives “Critical Loss” message from EOT (see paragraph 4.4.4.5)
• HEU detects use of pneumatic brake while train is moving (see paragraph 4.4.8).
• Train speed exceeds 20 mph in SWITCH mode (see paragraph 4.4.9)
• PSC reports detection of multiple lead HEUs (see paragraph 4.4.13)
4.4.2 Signal Transmission Faults
4.4.2.1 HEU Misses EOT Beacon (RUN Mode Only)
If the HEU fails to receive the EOT beacon for 3 seconds, the engineer shall be given an audible
and visible warning and the HEU shall automatically command an emergency brake (TBC=120%)
command and transmit a “train line power-off” command (see paragraph 4.3.3.1.2).
4.4.2.1.1 Recovering from a Missed EOT Beacon Fault
4.4.2.1.1.1 If an HEU in this fault condition subsequently receives the EOT beacon, the fault is
cleared and the HEU will enable system recovery as described in paragraph 4.4.16. Loss of the
EOT beacon for more than 15 seconds while in RUN mode shall require a reinitialization of the
train.
4.4.2.1.1.2 If the EOT beacon cannot be restored, then the engineer may change mode.
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4.4.2.2 Failure to Receive HEU Beacon

4.4.2.2.1 CCD or EOT or Trailing HEU Misses HEU Beacon
If any CCD, trailing HEU, or EOT fails to receive the HEU beacon for 3 seconds, then the CCD or
trailing HEU shall maintain the current brake application and the CCD, trailing HEU, or EOT
shall broadcast a Critical Loss exception message (see paragraph 4.4.4).
4.4.2.2.1.1 Locomotive EOT Function Loses HEU Beacon
If the locomotive ECP equipment functioning as the EOT fails to receive the HEU beacon for 3 sec-
onds, then the locomotive ECP equipment shall stop transmitting EOT beacons, transmit a Criti-
cal Loss exception message, and make an electronic emergency brake application (see
paragraph 4.3.1.5).
IMPLEMENTED 02/2008
4.4.2.2.2 Clearing a CCD or EOT or Trailing HEU Misses HEU Beacon Exception
If a CCD or EOT or trailing HEU subsequently receives the HEU beacon, it shall clear this excep-
tion, but shall not transmit an Exception-Clear message. If the TBC in the HEU beacon is less
than 120%, all other critical exception logic shall also be reset. After communication with the HEU
is restored, and the CCD or EOT or trailing HEU has no other faults, it shall resume normal oper-
ation.
4.4.2.3 HEU Does Not Receive CCD’s Response to Status Query (RUN Mode Only)
If the HEU does not receive a response from a CCD logged as cut in to a Status Query message, the
HEU shall repeat the status query (re-poll the CCD) up to two times. If the HEU does not receive
the CCD’s response by the third query, the CCD is logged as inoperative by the HEU, and the HEU
transmits a cutout command to the CCD in accordance with paragraph 4.3.13.
4.4.2.3.1 Recovery of a CCD that Failed to Respond to Status Query
If a CCD that is cut out because it failed to respond to the HEU status query responds to subse-
quent HEU status queries and reports that it is cut-in, the HEU shall log this CCD as operative.
4.4.2.4 HEU Does Not Receive PSC’s Response to Status Query
4.4.2.4.1 If the HEU does not receive a response from a PSC to a Status Query message, the HEU
shall repeat the status query (re-poll the PSC) up to two times. If the HEU does not receive the
PSC’s response by the third query and it is an active PSC, the PSC shall be commanded to an inac-
tive state and another PSC shall be commanded to an active state (if available) to power the train
line.
4.4.2.4.2 If the HEU does not receive the PSC’s response by the third query and it is an inactive
PSC, the HEU shall log the PSC as inoperative for the purpose of being available for activation.
4.4.2.4.3 If the PSC later resumes responding to the status query and has no other faults, the
HEU shall log the PSC as available for activation.
4.4.2.5 HEU Does Not Receive Trailing HEU’s Response to Status Query
4.4.2.5.1 If the HEU does not receive a response from a trailing HEU to a Status Query message,
the lead HEU shall repeat the status query (re-poll the trailing HEU) up to two times. If the lead
HEU does not receive the trailing HEU’s response by the third query, the lead HEU shall log that
trailing HEU as inoperative.
4.4.2.5.2 If the trailing HEU later resumes responding to the status query and has no other
faults, the lead HEU shall log the trailing HEU operative.
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4.4.2.6 PSC Misses HEU Beacon

If a PSC fails to receive the HEU beacon for 3 seconds, it shall automatically de-energize its train
line power output and enter a disabled state. A PSC shall not broadcast a Critical Loss exception.
4.4.2.6.1 Clearing PSC Misses HEU Beacon Exception
If a PSC subsequently receives the HEU beacon and the PSC has no other faults, it shall respond
to subsequent status queries that it is available for activation.
4.4.2.7 Network Device’s Transceiver Generates Uncontrolled Signal Transmissions
A means shall be provided within each network device on the train line network to detect if it is
transmitting improper signals or noise onto the communications network and to disable its trans-
mitter within 1 second. This method shall detect the presence of improper signals and ascertain
IMPLEMENTED 02/2008
that the local transceiver is the source. It shall then interrupt the transceiver by commanding an
immediate shutdown of the transceiver.
The device with the faulty transceiver shall cut out and shut down its transmitter within 1 second.
The device may attempt to re-enable its transmitter a maximum of two times, with a minimum
retry interval of 30 seconds, before shutting it down permanently. (Removal and reapplication of
power shall allow the device to re-enable its transmitter subject to another shutdown if uncon-
trolled signal transmissions are detected.)
4.4.2.7.1 HEU Transceiver Generates Uncontrolled Signal Transmissions
If the HEU’s transceiver is the source of the fault, the HEU shall shut off its transmitter and, if it
is the LEAD HEU, it shall then warn the engineer.
4.4.2.7.2 PSC Transceiver Generates Uncontrolled Signal Transmissions
If an enabled PSC’s transceiver is the source of the fault, the PSC shall shut off its transmitter,
disable its train line power output, and enter an inactive state.
4.4.2.7.3 CCD Transceiver Generates Uncontrolled Signal Transmissions
If a CCD’s transceiver is the source of the fault, the CCD shall shut off its transmitter and cut out.
4.4.2.7.4 EOT Transceiver Generates Uncontrolled Signal Transmissions
If an EOT’s transceiver is the source of the fault, the EOT shall shut down its transmitter. Normal
HEU fault logic shall then respond accordingly to the loss of EOT beacon.
4.4.2.7.5 Recovery Procedure for Uncontrolled Signal Transmission
The faulty device must be cut out or otherwise disconnected from the network. In the case of the
HEU, another locomotive must be used as lead locomotive or the HEU must be replaced. In the
case of the EOT, the EOT must be replaced or the system mode must be changed.
4.4.3 Low Brake Pipe Pressure (BPP)
4.4.3.1 EOT Detects Low BPP
If an EOT detects BPP less than (0.67 × BPP setpoint), it shall transmit a Low BPP exception mes-
sage to the HEU.
4.4.3.1.1 HEU Response to EOT Low BPP
The HEU shall detect low BPP at the EOT. On detection of low BPP at the EOT, the HEU shall
give an audible and visual warning to the engineer. The HEU may detect low EOT BPP either by
receipt of an EOT Low BPP exception message or based on information transmitted in the EOT
beacon.
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4.4.3.2 EOT Detects Loss of BPP

If the EOT detects BPP less than (0.56 × BPP setpoint), it shall broadcast a Critical Loss excep-
tion.
4.4.3.2.1 Clearing an EOT Low/Loss of Brake Pipe Pressure Exception
The Low BPP exception and/or Loss of BPP exception shall be cleared when the EOT detects that
BPP rises above (0.74 × BPP setpoint). When the Low BP exception is cleared, the EOT shall
transmit an EOT Low BPP Exception Cleared message to the HEU. When the Loss of BPP excep-
tion is cleared, the EOT shall transmit an EOT Loss of BPP Exception Cleared message to the
HEU.
4.4.3.3 CCD or Trailing HEU Detects Loss of BPP
IMPLEMENTED 02/2008
If a CCD or trailing HEU detects BPP less than (0.56 × BPP setpoint) it shall broadcast a Critical
Loss exception message.
4.4.3.3.1 Clearing CCD or Trailing HEU Loss of BPP Exception
This exception shall be cleared when the CCD or trailing HEU detects that the BPP rises above
(0.67 × BPP setpoint). When this exception is cleared, it shall not transmit a Loss of BPP Excep-
tion Cleared message to the HEU.
4.4.3.4 HEU Recovery from Loss of Brake Pipe Pressure in RUN Mode
The HEU shall not allow recovery from a loss of brake pipe pressure as described in
paragraph 4.4.4.6 until it detects that the loss of BPP condition is cleared at the EOT.
4.4.3.5 HEU Recovery from Loss of BPP in SWITCH mode
If an EOT is present, recover per paragraph 4.4.3.4. Otherwise, 120 seconds after the emergency
brake application was made, the HEU shall command all CCDs and trailing HEUs to reset their
fault logic. If the CCDs or trailing HEUs do not re-initiate an emergency application, the HEU
clears the loss of BPP fault and allows recovery as described in paragraph 4.4.4.6
4.4.4 System Critical Loss
A System Critical Loss is defined as a loss of HEU beacon or a loss of BPP.
Critical loss fault logic brake control specified in this section for trailing HEUs applies to
ECP-equipped locomotives with the ability to provide locomotive retardation based on ECP brake
applications as specified in paragraph 4.3.1.5.
4.4.4.1 Multiple CCDs, Trailing HEUs, or EOT Has Critical Loss
If a CCD or trailing HEU receives a Critical Loss exception within 5 seconds of experiencing a crit-
ical loss, or experiences a critical loss within 5 seconds of receiving a Critical Loss exception mes-
sage, or receives Critical Loss exception messages from two other devices (CCDs or EOT or trailing
HEU) within 5 seconds, then that CCD or trailing HEU, if applicable (see paragraph 4.3.1.5), shall
make an electronic emergency brake application.
CCDs or trailing HEUs that go into self-initiated emergency shall maintain their emergency appli-
cation, regardless of the TBC in the HEU beacon, until the System Critical Loss fault condition is
cleared as described in paragraph 4.4.4.6.
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4.4.4.1.1 Critical Loss Relay

If the HEU beacon is still being received, CCDs or trailing HEUs that go into self-initiated emer-
gency shall monitor the TBC in the HEU beacon for a period of 60 seconds ± 10 seconds after it
went into self-initiated emergency to ensure that the “critical loss” is propagated to the HEU.
If the TBC in the HEU beacon is not 120% within 5 seconds of self-initiating an emergency, the
CCD or trailing HEU shall broadcast a Critical Loss Relay exception. This process shall repeat
every 5 seconds until the TBC in the HEU beacon is 120%, the 60-second monitoring period ends,
or the CCD and trailing HEU critical loss fault logic is reset by the lead HEU.
The unique IDs of the first two devices generating a critical loss message shall be included in the
Critical Loss relay message.
IMPLEMENTED 02/2008
4.4.4.1.1.1 HEU Receives Critical Loss Relay Message

If the HEU receives one or more Critical Loss Relay exception messages, it shall command an elec-
tronic emergency brake application (TBC=120%) and provide a warning to the engineer.
4.4.4.1.1.2 CCD or Trailing HEU Receives Critical Loss Relay Message
If a CCD or trailing HEU receives a Critical Loss Relay exception, then that CCD or trailing HEU
shall make an electronic emergency brake application.
CCDs and trailing HEUs that go into self-initiated emergency shall maintain their emergency
application, regardless of the TBC in the HEU beacon, until the System Critical Loss fault condi-
tion is cleared as described in paragraphs 4.4.4.6 and 4.4.4.6.1.
4.4.4.2 Isolated Critical Loss
If a CCD detects a critical loss (loss of HEU beacon or loss of BPP) and does not receive a Critical
Loss exception message from any other device within 5 seconds, it will assume the fault is local to
the CCD and shall cut out as described in paragraph 4.3.13.
4.4.4.3 HEU Receives at Least Two Critical Loss Messages
If the HEU receives Critical Loss exception messages from two or more devices (CCDs or EOT or
trailing HEU) within 5 seconds, then it shall command an electronic emergency brake application
(TBC=120%) and provide a warning to the engineer.
4.4.4.4 HEU Receives a Single CCD Critical Loss Message
If the HEU receives only one Critical Loss exception message (loss of HEU beacon or loss of BPP)
within a 5-second time period and it is from a CCD, then the HEU shall command that CCD to cut
out (see paragraph 4.3.13).
4.4.4.5 HEU Detects EOT Critical Loss Message (RUN and SWITCH Modes)
The HEU shall detect an EOT critical loss. On detection of an EOT critical loss, the HEU shall
command a full service brake application and provide a warning to the engineer. The HEU may
detect an EOT critical loss either by receipt of a single Critical Loss exception from an EOT or
based on information in the EOT beacon. In SWITCH mode, only a Loss of BPP critical loss shall
be acted upon.
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4.4.4.6 Recovery from System Critical Fault

After the HEU has detected that the cause of the fault has been eliminated (as described in para-
graphs 4.4.2.1.1, 4.4.2.2.2, 4.4.3.4 and 4.4.3.5), the HEU shall command the system to reset fault
processing and allow recovery as described in paragraph 4.4.16.
4.4.4.6.1 Clearing a CCD or Trailing HEU System Critical Fault
CCDs and trailing HEUs shall reset their critical fault logic on detection of an HEU-commanded
critical fault reset, transition out of INIT mode, receipt of the HEU beacon with a TBC less than
120% after an HEU beacon loss event, or on the detection of a transition in the train brake
command from 120% to less than 120%.
4.4.5 Reduced Percentage of Operative Brakes
IMPLEMENTED 02/2008
In RUN mode, the HEU shall register as inoperative any CCD that is disabled for any of the fol-
lowing reasons:
• Communication lost (CCD status query not answered)
• Low battery charge with no train line power
• Low reservoir charge
• CCD is cut out
The HEU shall then compute the percentage of operative brakes based on the total number of
potentially operative brakes determined during initialization and the number of remaining opera-
tive brakes. Fractional percentage operative computation results shall always be truncated down
to the next whole percentage point.
CCDs that have a low or missing battery but are functional when train line power is active may be
considered operative by the HEU for the purpose of calculating percentage of operative brakes as
long as the combined total of these and other inoperative CCDs does not exceed the threshold that
causes the HEU to command a penalty full-service brake application.
The following fault responses shall occur if the percentage of operative brakes falls below certain
thresholds.
4.4.5.1 HEU Registers Less Than 95% or 90% Operative Brakes (RUN Mode Only)
If the percentage of operative brakes falls below 95%, the engineer shall be audibly and visually
warned and given the current percentage operable. If the percentage falls below 90%, the engineer
shall likewise be warned and given the percentage. These warnings must be acknowledged by the
engineer. See paragraph 4.4.7.5 for the response if the percentage of operable brakes falls below
90% with low train line voltage.
4.4.5.2 HEU Registers Less Than 85% Operative Brakes (RUN Mode Only)
If the percentage of operative brakes falls below 85%, the engineer shall be given a warning and
the HEU shall command an electronic full-service brake application.
4.4.6 CCD Low Car Reservoir Charge
If a CCD detects that its reservoir charge is less than (0.63 × BPP setpoint), then it will transmit a
Low Reservoir Charge exception message to the HEU.
4.4.6.1 Clearing the CCD Low Car Reservoir Charge Exception
When the CCD detects that its reservoir charge exceeds (0.74 × BPP setpoint) the fault is cleared
and the CCD transmits a Low Reservoir Charge Exception Cleared message to the HEU.
4.4.6.2 HEU Receives CCD Low Reservoir Charge Message (RUN Mode Only)
When the HEU receives a CCD Low Reservoir Charge exception message, it shall record the occur-
rence and log the CCD as inoperative.
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4.4.6.3 HEU Receives CCD Low Car Reservoir Charge Exception Cleared Message
When the HEU receives a CCD Low Reservoir Charge Exception Cleared message from a CCD, it
shall record the occurrence and log the CCD as operative.
4.4.7 Low Train Line Voltage
When the train line voltage falls below 100 Vdc ±4%, the ECP brake system shall continue to oper-
ate, on battery power if necessary, as defined in paragraph 4.3.14.
4.4.7.1 EOT or PSC Detects Low Train Line Voltage
If, after allowing a 25-second settling period after the HEU beacon power flag is set to ON, the
EOT or any PSC detects that train line voltage is below 100 Vdc ± 4%, it shall transmit a Low
Train Line Voltage exception message to the HEU.
IMPLEMENTED 02/2008
4.4.7.2 Clearing an EOT or PSC Detects Low Train Line Voltage Exception
When the EOT or PSC that reported low train line voltage detects that the train line voltage
increases to more than 110 Vdc ± 4%, it shall clear this exception and transmit a Low Train Line
Voltage Exception Cleared message to the HEU.
4.4.7.3 HEU Receives Low Train Line Voltage Exception Message (RUN Mode Only)
The HEU shall provide an audible and visual warning to the engineer that an EOT or PSC
detected that the train line voltage is less than 100 Vdc only when train line power is activated.
The audible warning shall cease when the engineer acknowledges the warning.
4.4.7.4 HEU Receives Low Train Line Voltage Exception Clear Message
When all Low Train Line Voltage Exceptions have been cleared, the visual warning shall be
removed.
4.4.7.5 Low Train Line Voltage or Train Operating in Low Power Mode with Less Than
90% Operative Brakes (RUN Mode Only)
If the percentage of operative brakes falls below 90% and any of the following conditions exist, the
HEU shall provide a warning to the engineer and command a full-service brake application.
• Train line power is off
• Low train line voltage is detected
• HEU is commanding CCDs to operate in low power mode
The process of determining percentage operative brakes shall be as outlined in paragraph 4.4.5,
“Reduced Percentage of Operative Brakes.”
4.4.8 HEU Detects Use of Pneumatic Brake While Train Is Moving
Whenever the ECP brake system is in RUN or SWITCH Mode and not in electronic emergency,
and while the train is in motion, movement of the automatic (pneumatic) brake valve handle to
any position in the service application zone shall result in a warning to the engineer indicating
that the automatic brake valve handle was used in error. An ECP penalty full-service application
shall occur after the handle is moved from the release position. The automatic brake valve handle
may be moved without penalty, however, when the train speed is zero or the HEU is already com-
manding an emergency application. Moving the automatic brake valve handle back to RELEASE
position shall clear the fault.
4.4.9 Train Speed Exceeds 20 mph in SWITCH Mode
If train speed exceeds 20 mph in SWITCH mode, the HEU shall command a penalty full-service
brake application and give a warning to the engineer. This penalty may be reset once train speed
falls below 20 mph or the system is placed in a different operating mode.
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4.4.10 CCD or EOT Detects Low Battery Charge

If a CCD or EOT detects low battery charge with train line power off (threshold to be determined
by its manufacturer), it shall transmit a Low Battery exception message to the HEU at least
5 minutes before commencing an orderly shutdown as described in paragraph 4.3.17. With train
line power available, a CCD or EOT shall transmit a Low Battery exception message if it detects
that its battery would be incapable of powering the device in the event of a loss of train line power.
A CCD may continue to operate from train line power if its batteries are unable to power it.
4.4.10.1 Clearing the CCD or EOT Low Battery Charge Exception Message
When the CCD or EOT with a low battery charge fault detects that its battery has recharged to a
sufficient level (defined by manufacturer), it shall transmit a Low Battery Charge Exception
Cleared message to the HEU.
IMPLEMENTED 02/2008
4.4.10.2 HEU Receives CCD Low Battery Charge Exception Message (RUN Mode Only)
The HEU shall include CCDs reporting low battery charge in its calculation of inoperative CCDs.
4.4.10.3 HEU Receives CCD Low Battery Charge Exception Cleared Message
The HEU shall include the CCD that cleared the Low Battery exception as an operative brake
unless another fault prevents this.
4.4.10.4 HEU Detects EOT Low Battery Charge (RUN Mode Only)
The HEU shall detect an EOT low battery charge. On detection of an EOT low battery charge, the
HEU shall command a full-service brake application and provide a warning to the engineer. The
HEU may detect an EOT low battery charge either by receipt of a Low Battery Charge exception
message from an EOT or based on information in the EOT beacon.
4.4.10.4.1 HEU Receives EOT Low Battery Charge Exception Cleared Message
The HEU clears the fault when an EOT Low Battery Charge Exception Clear message is received,
the EOT beacon indicates charged battery, or the train mode is changed.
4.4.11 PSC or EOT Detects Greater Than 30 V When Power Is Off
Allowing for a 10-second settling period after the HEU beacon power flag is set to OFF, if the train
line voltage monitored by a PSC or the EOT is greater than 30 Vdc ±4%, the PSC or EOT shall
transmit a High Train Line Voltage exception message to the HEU.
4.4.11.1 Clearing PSC or EOT Detects Greater Than 30 V When Power Is Off
If the train line voltage detected by the PSC or EOT with an active High Train Line Voltage excep-
tion is less than 10 Vdc ±4% or the HEU beacon power flag is set to ON, the PSCs or EOT shall
transmit a High Train Line Voltage Exception Cleared message to the HEU.
4.4.11.2 HEU Receives PSC or EOT Detects Greater Than 30 V When Power Is Off
Exception
If the HEU receives a High Train Line Voltage exception message from a PSC or EOT, it shall visu-
ally and audibly warn the engineer that the train line voltage is not off. This shall be an acknowl-
edged warning. An indication that the train line voltage is still on shall remain displayed until the
PSCs or EOT clear the exception or the operating mode is changed.
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4.4.12 CCD Detects Incorrect BC Pressure

If a CCD determines that it is unable to control the BCP for any of the following conditions, it will
generate an Incorrect BC Pressure exception message.
• CCD detects a BCP that for non-zero TBC is 5 psig or more higher than the target BCP
• CCD cannot obtain a BCP of at least 5 psig after minimum service or greater is com-
manded. A CCD with this condition may automatically cut out.
• CCD cannot release BCP below 5 psig with a TBC=0
• Other conditions as determined by the manufacturer
The Incorrect BCP exception message shall include the actual BCP (in psig), the target BCP (in
psig), current reservoir pressure, and an indication from the CCD of the reason for incorrect BCP.
IMPLEMENTED 02/2008
With the exception of the condition noted above, a CCD shall not automatically cut out as a result
of detecting incorrect BCP.
4.4.12.1 Clearing CCD Detects Incorrect BC Pressure Exception
If a CCD determines that is has regained control of the BCP, it shall transmit an Incorrect BC
Pressure Exception Cleared message. The engineer then has the option to cut in the CCD.
4.4.12.2 HEU Receives CCD Incorrect BCP Exception
Upon receiving an Incorrect BCP exception message from a CCD, the HEU shall warn the engi-
neer (see paragraph 4.3.1.2) of this condition and indicate on which car the malfunction is occur-
ring. If it is determined by the engineer or the HEU that the CCD has failed, then the HEU will
command it to cut out. See paragraph 4.3.13, “CCD Cutout/Cut-In.”
4.4.13 Multiple Lead (Active) HEUs in Network
Multiple lead HEUs shall be detected by PSCs. The PSC shall count the HEU beacons received
over a 5-second time period and report an exception if the count is 8 or more. Upon receipt of this
exception message, all lead HEUs shall broadcast HEU beacons with the mode set to Initialization
and a TBC of 100% and then transition to the trail state.
4.4.14 CCD Detects Train Empty/Load Command Mismatch
If a CCD detects a train empty/load command mismatch, it shall report an invalid empty/load com-
mand status to the HEU when polled. CCDs that are responding to the train empty/load command
shall default to a LOADED state when a command mismatch is detected.
4.4.14.1 CCD Clears Train Empty/Load Command Mismatch
The CCD shall clear the train empty/load command mismatch when the two train empty/load com-
mand signals are the same.
4.4.14.2 HEU Receives Train Empty/Load Command Mismatch
The HEU shall monitor the train empty/load command status reported by each CCD during the
polling process. If the CCD reports a train empty/load command mismatch, the HEU shall provide
a warning to the operator.
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4.4.15 Other Local Fault Detected

If a network device detects a fault not listed above, it may send an exception message to the HEU
in accordance with MSRP S-4230, “Intratrain Communication Specification for Cable-Based
Freight Train Control Systems,” latest revision. The HEU shall log these exception messages for
display on system diagnostic screens. High priority exception messages (e.g., hot bearing detected,
wheels on the ground, severe truck hunting, severe harmonic rocking, stuck hand brake, etc.) as
defined in MSRP S-4230, shall be displayed to the engineer.
Example exception messages that would appear only on diagnostic screens and be saved in an
event recorder could include the following:
• CCD system self-diagnostic test fails
• Trailing HEU not sending status messages
IMPLEMENTED 02/2008
• Car sensor detects worn brake shoes
4.4.16 Recovery from Emergency, Fault-Induced, or Penalty Brake Applications
In all cases, an ECP brake system fault-induced full-service or full-service-penalty application
shall stay in effect for 120 seconds or until the train has stopped. An ECP electronic emergency
shall remain in effect for a minimum of 120 seconds. After the cause has been eliminated, the HEU
shall provide a means for the engineer to release the interlock. Releasing the interlock shall cause
an HEU that has a 120% application to transition to 100% application, or an HEU that has a 100%
application to remain at 100% application, where subsequent brake controller operation shall
again be permitted.
5.0 ENVIRONMENTAL REQUIREMENTS
5.1 Vibration and Shock Environments
The CCD shall be designed and mounted on the base structure of the car to withstand continuous
vibrations, in the three major axes, of 0.4 g rms with a frequency content from 1 Hz to 150 Hz, con-
taining peak values of ±3 g in the 1-Hz to 100-Hz bandwidth. The CCD and its mounting shall also
be designed to withstand a longitudinally oriented shock impulse (half sine wave) of 10-g peak
with a ramp time of 20 msec to 50 msec. If the CCD is mounted on the car strength members (ribs,
slope sheet support columns, etc.), then the bracket and mounting arrangements, together with
the electronics packaging, shall be designed to provide protection from the amplification effects of
any local vibration resonances. It should be noted that peak resonant acceleration levels in excess
of 15 g in the 100–150 Hz range and values in excess of 50 g in the 200–500 Hz range have been
measured on car strength members as a result of shock impulses sustained during yard impacts.
5.2 Temperature and Humidity Requirements
The CCD shall be designed to operate in temperatures from –46 °C to 66 °C in all humidity condi-
tions.
6.0 APPROVAL PROCEDURE
Refer to Standard S-4240.
ver3.0 E-II [S-4200] 54 7/1/04

7/1/04
S-4200 APPENDIX A
APPENDIX A
GLOSSARY OF TERMS
Device used to store and provide electrical power to each CCD and EOT, even when
Battery train line electrical power is unavailable; the battery is recharged by the “battery charger”
when the train line is energized
Device that receives direct current electrical power from the train line and provides
Battery charger
current to recharge batteries on a CCD or EOT
BCP Brake cylinder pressure (usually in psig)
BP Brake pipe; main pneumatic power transmission conduit in a train
BPP Brake pipe pressure (usually in psig)
IMPLEMENTED 02/2008
BPP setpoint See “BP pressure setpoint”

The pressure point at which the HEU or equalizing valve maintains the brake pipe
BP pressure setpoint
pressure at the locomotive (usually in psig)
A message simultaneously transmitted to all active devices on the communications
Broadcast
network
Car braking constant that represents the relation between BCP and applied shoe force
C
on a particular car
CCD Car control device (see definition, paragraph 3.1)
A function by which the HEU periodically polls each CCD to obtain information on the
CCD status query CCD’s operating status; CCD data such as BPP, BCP, percentage of battery charge,
etc., is transmitted to the HEU in response to the query
A functional loss, such as loss of brake pipe pressure or loss of train line
Critical loss
communications, that requires an emergency brake application
Process whereby a CCD or EOT is activated and becomes fully functional and able to
Cut in provide electronically controlled braking and fault detection and response functions; also
see “Cut out”
A command to deactivate a CCD such that it no longer performs electronically controlled
Cut out
braking functions; also see “Cut in”
A mechanism whereby an emergency brake application command is maintained by the
Emergency interlock
HEU, regardless of the engineer’s input, until certain conditions are satisfied
A command initiated by the engineer to indicate the load condition of a train in a
Empty/load command particular type of service where the train may be either loaded or empty during a given
operation
A mechanical-pneumatic device on a car that is used to reduce BCP for lightly loaded
Empty/load device
or empty cars
EOT End-of-train device (see definition, paragraph 3.3)
A malfunction of the ECP brake system or one of its components; the ECP brake system
is designed to safely handle typical individual faults (“Fault detection and response”); for
Fault
example
Fault: low battery charge at CCD
CCD reads battery charge and determines that the battery is about to fail; the CCD then
Fault detection and response
issues an exception message, cuts out (goes off line), and shuts down in an orderly way
A failure occurs when the system or a component fails to adequately and safely handle
Failure
a single or multiple (compound) fault, thereby compromising braking control or safety
A mechanism whereby a full-service brake application command is maintained by the
Full-service interlock
HEU, regardless of the engineer’s input, until certain conditions are satisfied
GRL Gross rail load; the total design weight of a fully loaded car on the rail (usually in lb)
7/1/04 E-II [S-4200] 55 ver3.0

7/1/04
APPENDIX A S-4200
Percentage of full gross rail load; the actual weight of the car divided by the GRL,
%GRL
expressed in percent
HEU Head-end unit (see definition, paragraph 3.2)
Lead locomotive HEU at front of train, set to “lead” (or active) mode; the lead HEU
Lead initiates all train brake commands (TBCs) and performs all system diagnostic and
control functions
Loss of beacon See “Loss of communications”
Indicated by any the following faults related to either the HEU or EOT beacon:
• Beacon not received by another device
• Beacon discontinued
Loss of communications
IMPLEMENTED 02/2008
• Beacon masked by noise
• Beacon corrupted by a malfunctioning transmitter such that it is not recognizable
by a normally functioning transceiver
Loss of signal See “Loss of communications”
Net braking ratio; the sum of the actual normal (perpendicular) brake shoe forces on all
of the wheels on a car divided by the actual weight of the car on the rail; the term is used
NBR specifically in tread braking applications. In this standard, NBR refers to the loaded net
brake ratio resulting from a full-service (100%) brake application from a 90-psi brake
pipe pressure.
Noise (in communications net- Presence of excessive electrical noise on the network that materially degrades or
work) interferes with normal electronic communications
An individual brake set that is fully functional and that applies correct braking forces on
Operative brake
two braked trucks in response to the engineer’s or HEU’s braking commands
Operating modes Modes of system operation that depend on the type of train operation requirements
Packet Network communications term; quantity of data
Percentage braking applied The percentage of full-service braking that is applied at a given car
Percentage car load The percentage of full-rated car load
A remote locomotive is one that is generally placed at a distance behind the lead
Remote locomotive in a train and is found in distributed (locomotive) power applications; a
remote power supply is a train line power supply mounted within a remote locomotive
Process by which a CCD or EOT is “wakened” or turned on after having been shut down;
Restart if it has no internal faults, a restarted CCD or EOT is able to be cut in to resume normal
braking functions
Process by which a CCD or EOT shuts off to save its battery, usually in response to an
Shut down
extended train line power outage or disconnection
A mechanism in an overlay CCD that significantly increases the probability that the
pneumatic service portion is maintained in a release state when it would normally
Stuck brake protection respond to fluctuations in brake pipe pressure that could cause the brake to become
stuck in the applied state. Stuck brake protection is enabled in the CCD by the
application of train line power.
Train brake command; the message transmitted by the lead HEU that indicates to the
TBC
entire ECP brake system the current braking application to be made, if any
Trailing locomotive HEU behind lead unit, set to “trail” (or inactive) mode; trailing HEUs
Trail do not initiate train brake commands (TBCs) nor do they perform any system diagnostic
and control functions
Train line The electric power and signal conduit in a train (see definition, paragraph 3.4)
Vdc Volts direct current
Zero speed This is a locomotive specific zero speed setting
ver3.0 E-II [S-4200] 56 7/1/04
7/1/04
S-4200 APPENDIX B
APPENDIX B
ECP DEVICE COMPATIBILITY
S-4200 Compatibility
Version Reasons for Current
ECP Device
Compatibility Version
Mandatory Current
HEU 2 2 Initial version
CCD 2 2 Initial version
PSC 2 2 Initial version
EOT 2 2 Initial version
IMPLEMENTED 02/2008
7/1/04 E-II [S-4200] 57 ver3.0

7/1/04
APPENDIX B S-4200
IMPLEMENTED 02/2008
THIS PAGE LEFT BLANK INTENTIONALLY
ver3.0 E-II [S-4200] 58 7/1/04

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AAR Manual of Standards and Recommended Practices

ELECTRONICALLY CONTROLLED PNEUMATIC (ECP) CABLE-BASED

Adopted: 1999; Revised: 2002, 2004, 2008

1.0 Purpose and Scope. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]3

4.3.6 Net Braking Ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-II[S-4200]32

ver3.0 E-II [S-4200] 2 7/1/04

1.0 PURPOSE AND SCOPE

7/1/04 E-II [S-4200] 3 ver3.0

ver3.0 E-II [S-4200] 4 7/1/04

Table 3.1 General definitions (page 2 of 5)

• Provide a control signal to turn off train line power whenever

7/1/04 E-II [S-4200] 5 ver3.0

Table 3.1 General definitions (page 3 of 5)

ver3.0 E-II [S-4200] 6 7/1/04

Table 3.1 General definitions (page 4 of 5)

tion circuit shall be a 50-ohm resistor in series with a 0.47-µF capaci-

7/1/04 E-II [S-4200] 7 ver3.0

Table 3.1 General definitions (page 5 of 5)

4.0 FUNCTIONAL AND PERFORMANCE SPECIFICATIONS

ver3.0 E-II [S-4200] 8 7/1/04

4.2 Operating Modes

Fig. 4.1 ECP system modes and states

7/1/04 E-II [S-4200] 9 ver3.0

4.2.1 HEU Lead/Trail Selection

ver3.0 E-II [S-4200] 10 7/1/04

4.2.2.2.4.1 Empty/Load Selection While Train Is Moving

7/1/04 E-II [S-4200] 11 ver3.0

4.2.3 ECP Brake System Initialization

1. Initial power-up to restart and cut in CCDs and EOT.

ver3.0 E-II [S-4200] 12 7/1/04

4.2.3.1.2 Locomotive Equipment Requirements for Sequencing

7/1/04 E-II [S-4200] 13 ver3.0

4.2.3.1.3 Car Equipment Requirements for Sequencing

ver3.0 E-II [S-4200] 14 7/1/04

4.2.3.1.4.4 Car Hardware Orientation

Power/ "A" Current

Fig. 4.2 Car orientation

Fig. 4.3 Locomotive orientation

7/1/04 E-II [S-4200] 15 ver3.0

4.2.3.1.4.6 EOT Hardware Requirements for Sequencing

ver3.0 E-II [S-4200] 16 7/1/04

4.2.3.1.6 Process Steps for Sequencing

4.2.3.1.6.2 Preparation Phase Message Summary

4.2.3.1.6.3 Lead Locomotive Sense Phase

7/1/04 E-II [S-4200] 17 ver3.0

4.2.3.1.6.4 Vehicle Sequencing Phase

4.2.3.1.6.5 Vehicle Sequencing Phase Message Summary

4.2.3.1.6.6 Data Collection Phase

ver3.0 E-II [S-4200] 18 7/1/04

4.2.3.1.6.7 Data Collection Phase Message Summary

Fig. 4.4 Example train sequencing

4.2.3.2 Completion of Initialization Mode

7/1/04 E-II [S-4200] 19 ver3.0

4.2.4 ECPB System Diagnostic Test

ver3.0 E-II [S-4200] 20 7/1/04

4.2.5.2 Normal Operational Procedures