TRAINING REPORT

AIR BRAKE SYSTEM

SUBMITTED BY
VISHAL SINGH
GB PANT ENGINEERING COLLEGE
RA 175

ACKNOWLEDGEMENT
We take this opportunity to express our sincere gratitude to the people who
have been helpful in the successful completion of our industrial training and
this project. We would like to show our greatest appreciation to the highly
esteemed and devoted technical staff, supervisors of the Diesel Loco Shed,
Tughlakabad. We are highly indebted to them for their tremendous support
and help during the completion of our training and project.
We are grateful to SSE (D.T.C.) of Diesel Loco Shed Tughlakabad and
Principal of Training School who granted me the permission of industrial
training in the shed. We would like to thanks to all those peoples who
directly or indirectly helped and guided us to complete our training and
project in the shed, including the instructors and technical officers of Diesel
Training Centre of various sections.

CONTENTS
A. Brief about training
1. Indian Railway History
2. Classification of Engines
3. Introduction DLS TKD
4. Directly Assisting Section

B. Project Study
1. Introduction
Straight Air Brake
Working Pressures
2. Operation
3. Types
4. 28 LAV 1
5. IRAB 1
6. Layout
7. Types of Valves

8. Expressor
Working of Compressor
Working of Exhauster
9. Overhauling
General Procedures
Dismantling from Coach
Dismantling the Distributor Valve
10. Brake Binding
Effects
Causes
Measures
11. Panel Mounting
12. Development in other Countries
AWS
CWAS
13. Bibliography

BRIEF

INDIAN RAILWAY HISTORY

Indian Railways is the state owned railway company of India. It comes under
the Ministry of Railways. Indian Railways has one of the largest and busiest
rail networks in the world, transporting over 18 million passengers and more
than 2 million tonnes of freight daily. Its revenue is Rs.107.66 billion. Indian
Railways is the world's seventh largest commercial or utility employer, by
number of employees, with over 1.307 million employees as of last published
figures in 2013.
As for rolling stock, IR holds over 239,281 Freight Wagons, 62,924
Passenger Coaches and 9,013 Locomotives (43 steam, 5,345 diesel and 4,568
electric locomotives). The trains have a 5 digit numbering system and runs
12,617 passenger trains and 7421 freight trains daily. As of 31 March 2013,
20,884 km (12,977 mi) (31.9%) of the total 65,436 km (40,660 mi) route length
was electrified. Since 1960, almost all electrified sections on IR use 25,000
Volt AC traction through overhead catenary delivery. Indian Railways is
administered by the Railway Board. Indian Railways is divided into 16 zones.
Each zone railway is made up of a certain number of divisions. There are a
total of sixty-seven divisions. It also operates the Kolkata metro. There are
six manufacturing plants of the Indian Railways. The total length of track
used by Indian Railways is about 108,805 km (67,608 mi) while the total route
length of the network is 63,465 km (39,435 mi). About 40% of the total track
kilometre is electrified & almost all electrified sections use 25,000 V AC.
Indian railways uses four rail track gauges.
Indian Railways operates about 9,000 passenger trains and transports 18
million passengers daily .Indian Railways makes 70% of its revenues and
most of its profits from the freight sector, and uses these profits to crosssubsidies the loss-making passenger sector. The Duronto & Rajdhani Express
are the fastest trains of India which can run at speed 130 km/hr currently.

CLASSIFICATION OF ENGINES
1. Standard Gauge dimensions
W = Broad gauge (1.67 m)
Y = Medium gauge ( 1 m)
Z = Narrow gauge ( 0.762 m)
N = Narrow gauge ( 0.610 m)
2. Motive Power
D = Diesel-electric traction
C = DC traction
A = AC traction
CA=Dual power AC/DC traction
B = Battery electric locomotive
3. Type of load or Service
M= Mixed service
P = Passenger
G= Goods
S = Shunting
U multiple units (EMU/DMU)
R Railcars
4. Horse Power
3 for 3000 hp
4 for 4000 hp
5 for 5000 hp
A for extra 100 hp
B for extra 200 hp and so on.
Hence WDM-3A indicates a broad gauge loco with diesel-electric traction.
It is for mixed services and has 3100 horsepower.

INTRODUCTION
Diesel locomotive shed is an industrial-technical setup, where repair and
maintenance works of diesel locomotives is carried out, so as to keep the
loco working properly. It contributes to increase the operational life of diesel
locomotives and tries to minimize the line failures. The technical manpower
of a shed also increases the efficiency of the loco and remedies the failures
of loco.
The shed consists of the infrastructure to berth, dismantle, repair and test
the loco and subsystems. The shed working is heavily based on the manual
methods of doing the maintenance job and very less automation processes
are used in sheds, especially in India.
The diesel shed usually has:Berths and platforms for loco maintenance.
Pits for under frame maintenance
Heavy lift cranes and lifting jacks
Fuel storage and lube oil storage, water treatment plant and
testing labs etc.
Sub-assembly overhauling and repairing sections
Machine shop and welding facilities.

The shed has a total berthing capacity for 17 locomotives under 4 covered
bays. The main bays are:1. .The subassemblies section.
2. The heavy repair and bogie section (3 berths for heavy repairs
& 2 lifting points).
3. Mail running repair bay (6 berths).
4. Goods and out of course running repair bay (6 berths). There
was one old steam shed. This shed had a capacity for berthing
4 locomotives. This shed was used for light repairs only. Now
a days, a new construction is being on for new locos of make
WDP4 locomotives.
DIRECTLY ASSISTING SECTIONS
These sections which directly assist in the maintenance work of the loco are
called directly assisting sections. These sections play an important role in the
maintenance work. The Directly assisting sections are as follows:1. Turbo supercharger section.
2. Expresser section.
3. Bogie section.
4. Cylinder head section.
5. Power pack section.
6. Speedometer section.
7. F.I.P section.
8. Air brake section.
9. Fuel section.
10. Pit wheel lathe section.
11. Traction motor and generator section.

PROJECT STUDY
AIR BRAKE SYSTEM

INTRODUCTION
A railway air brake is a railway brake power braking system with compressed
air as the operating medium. Modern trains rely upon a fail-safe air brake
system that is based upon a design patented by George Westinghouse on
March 5, 1868. The Westinghouse Air Brake Company (WABCO) was
subsequently organized to manufacture and sell Westinghouse's invention.
In various forms, it has been nearly universally adopted.
The Westinghouse system uses air pressure to charge air reservoirs (tanks)
on each car. Full air pressure signals each car to release the brakes. A
reduction or loss of air pressure signals each car to apply its brakes, using
the compressed air in its reservoirs.

Air brake system is most efficient and reliable braking system used to run
heavy and long trains at high speeds. It has following advantages: Short braking distance.
Higher braking force.
Reduced brake power deterioration.
Uniform brake power over train length.
Compact and light equipment.
Air brake system is classified as:
Single pipe air brake system
Twin pipe air brake system
Air brake system used in freight stock is single pipe graduated release air
brake system.

Straight air brake

In the air brake's simplest form, called the straight air system, compressed
air pushes on a piston in a cylinder. The piston is connected through
mechanical linkage to brake shoes that can rub on the train wheels, using
the resulting friction to slow the train. The mechanical linkage can become
quite elaborate, as it evenly distributes force from one pressurized air
cylinder to 8 or 12 wheels.
The pressurized air comes from an air compressor in the locomotive and is
sent from car to car by a train line made up of pipes beneath each car and
hoses between cars. Straight air brakes are still used on locomotives,
although as a dual circuit system, usually with each bogie having its own
circuit.

Working pressures
The compressor on the locomotive charges the main reservoir with air at
125140 psi (8.69.7 bar; 860970 kPa). The train brakes are released by
admitting air to the train pipe through the engineer's brake valve. A fully
charged brake pipe is typically 7090 psi (4.86.2 bar; 480620 kPa) for
freight trains and 110 psi (7.6 bar; 760 kPa) for passenger trains. The brakes
are applied when the engineer moves the brake handle to the "service"
position, which causes a reduction in pressure in the train pipe. In normal
braking, the pressure in the train pipe does not reduce to zero. If it does fall
to zero, (e.g., because of a broken brake hose) an emergency
brake application will be made.

OPERATION
Air Brake Freight stock is fitted with single pipe graduated release air brake
system. In single pipe, brake pipes (BP) of all wagons are connected. Also all
the cut off angle cocks are kept open except the front cut off angle cocks of
BP of leading loco and rear end cut off angle cock of BP of last vehicle.
Isolating cock on all wagons are also kept in open condition. Auxiliary
reservoir is charged through distributor valve at 5kg/cm2.
1. Charging Stage
During this stage, brake pipe is charged to 5 kg/cm2 pressure which
in turn charges control reservoir and auxiliary reservoir to 5 kg/cm2
pressure via distributor valve. At this stage, brake cylinder gets vented
to atmosphere through passage in Distributor valve.

2. Application Stage
For application of brakes, the pressure in brake pipe has to be
dropped. This is done by venting air from drivers brake valve.
Reduction in brake pipe pressure positions the distributor valve in

such a way that the control reservoir gets disconnected from brake
pipe and auxiliary reservoir gets connected to brake cylinder. This
results in increase in air pressure in brake cylinder resulting in
application of brakes. The magnitude of braking force is proportional
to reduction in brake pipe pressure.

3. Release Stage
For releasing brakes, the brake pipe is again charged to 5 kg/cm2
pressure by compressor through drivers brake valve. This action
positions

distributor

valve in such a way that

auxiliary reservoir gets
isolated

from

brake

cylinder

and

brake

cylinder is vented to
atmosphere
distributor
thus
released.

through
valve

brakes

and
are

TYPES
TYPE

28 LV1

LOCO

TRAIN

DESIGNED

BRAKE

BRAKE

BY

Air

Vacuum

WABCO

FITTED IN

WDM2,
YDM4,WDS5,
WDS6

28 LAV 1

Air

Air &

WABCO

Vacuum

WDM2A,WDM2C,
WDP2,WDG2,
WDP1

KNORR

IRAB

Air

Air

Vacuum

Air

KNORR

WDM3,

Brumes,

WDS4,ZDM3,

Germany

WDS3

RDSO

WDM2C,
WDP2,WDG2,
WDM3C

CCB

Air

Air

KNORR
Brumes,
Germany

WDG4, WDP

28 LAV 1
The braking systems that are used on loco model 28 LAV 1 are dual brake
system.
L-Loco
A-Air
V- Vacuum

SALIENT FEATURES
The salient features of 28 LAV-1 dual brake system are as under
1. Locomotive brake may be applied with any desired pressure between
the maximum and minimum and this pressure automatically
maintained in the locomotive brake cylinder against normal leakage
from then until released by the driver brake value.
2. To locomotive brakes can be applied to any level between release and
full application with either the automatic or independent brake values.
3. Emergency brake application to vent directly brake pipe and vacuum
drain pipe simultaneously is possible.
4. It is always possible to release the locomotive brakes with the train
brakes remained applied.
5. Dynamic brake interlock to prevent simultaneously application
of automatic air brakes and dynamic brakes on loco.
6. Visual indication in drives lab through airflow indicator device during
train parting or low parting or guards emergency valve operation
during heavily of air brake stock.

7. In the event of emergency brake application by the driver, train parting

or loco parting, the traction power shall be automatically cut off.
8. In case of parting between the locomotives, the trailing between the
locomotive and trailing stock, automatic application of locomotive
brakes take place respective of air or vacuum braked trailing stock.
9. Multiple unit operation enables brake equipments if train loco to be
controlled by those of lead locos.
10. In case of very heavy leakage in the feed pipe or failure of feed pipe
intercoupling equipment, Levin pipe brake system on trailing stock
cab be worked as single pipe system by simply isolating the feed pipe
of trailing stock from locomotive.

S.NO. DESCRIPTION

PURPOSE

A9 - Automatic Valve

Brake application for Loco as well as formations.

SA9 - Independent Brake Valve Brake Application for Loco alone

MU - 2B

M.U. Operation, used as gate valve.

F 1 - Selector

M.U. Operation, used as gate valve.

C2W or Additional C2 Valve

Feeding B.P. Pressure to the formation.

24 A Double Check Valve

This allow only one operation at a time.

C3W - Distributor Valve

Proportionate Brake valve application during

A9 application.

C2 - Relay Valve

For Locomotive Brake.

Pressure Switch

Loco will be brought to idle during A9

emergency application.

10

D1 - Emergency Valve

For Emergency brake application.

11

D1 - Pilot air valve

During Dynamic brake Loco brake will be

released.

12

Pressure Limiting Valve

Pilot air to C2 Relay valve for synchronized

brake application is Limited to 2.5 kg/cm2.

13

M. R. Safety Valve

When M. R. Pressure goes beyond 10.5 kg /

Cm2. This valve will operate and release excess
pressure from MR.

14

Duplex Check Valve

This valve will connect MR1 with feed valve

when MR (6 kg/cm2) pressure exceeds 6
kg/cm2.

15

D 24 - Feed Valve

For Feed pipe Pressure 6kg/cm2.

IRAB - 1
IRAB 1 brake system has been designed by RDSO and fitted with New
Generation ALCO locomotives. This is a complete air brake version, in which
only compressor unit is used instead of Expressor for creating air pressure
in the brake system and all the brake valves are panel mounted.

SALIENT FEATURES
1. Locomotives Brakes can be applied and released through
independent brake valve SA9, independently.
2. Formation brakes can be applied & released through Automatic
brake valve A9.
3. Locomotive brakes are applied automatically when formation brakes
are applied.
4. It is suitable for MU operation also, with which the brakes of trailing
units are controlled from leading unit.
5. Brakes in the rear loco are synchronized with lead loco brakes.
6. Emergency brake application is available to have minimum possible
braking distance, from any control stand and any loco.
7. Safety devices are incorporated to bring the engine to idle in case of
emergency brake application and train parting.
8. In case of train parting between the locos, both the locos will have
automatic brake application.

9. Automatic brake and Dynamic brakes are inter locked. So that, Auto
Brake will be released automatically when the DB is applied.
10. The system can work either with single pipe / dual pipe.

S.NO. DESCRIPTION

PURPOSE

A9 - Automatic Valve

Brake application for Loco as well as formations.

SA9 - Independent Brake Valve Brake Application for Loco alone

MU - 2B

M.U. Operation, used as gate valve.

F 1 - Selector

M.U. Operation, used as gate valve.

C2W or Additional C2 Valve

Feeding B.P. Pressure to the formation.

24 A Double Check Valve

This allow only one operation at a time.

C3W - Distributor Valve

Proportionate Brake valve application during

A9 application.

C2 - Relay Valve

For Locomotive Brake.

Pressure Switch

Loco will be brought to idle during A9

emergency application.

10

D1 - Emergency Valve

For Emergency brake application.

11

D1 - Pilot air valve

During Dynamic brake Loco brake will be

released.

12

Pressure Limiting Valve

Pilot air to C2 Relay valve for synchronized

brake application is Limited to 2.5 kg/cm2.

13

M. R. Safety Valve

When M. R. Pressure goes beyond 10.5 kg /

Cm2. This valve will operate and release excess
pressure from MR.

14

Duplex Check Valve

This valve will connect MR1 with feed valve

when MR (6 kg/cm2) pressure exceeds 6
kg/cm2.

15

D 24 - Feed Valve

For Feed pipe Pressure 6kg/cm2.

LAYOUT
GEBV
Pressure
gauge
Guard
emergency
brake
system
FP
DC

DC
BP

Cut off
angle cock
DV

CR

BC

AR

BC
PEV

Core
brake
system
Passenger alarm
system
PEAS D

PEAS D

The distributor valve connects brake cylinder to atmosphere. The brake cylinder
pressure can be raised or lowered in steps.
In case of application by alarm chain pulling, the passenger emergency alarm
signal device (PEASD) is operated which in turn actuates passenger valve (PEV)
causing exhaust of BP pressure through a choke of 4 mm. Opening of guard
emergency brake valve also makes emergency brake application.
There are two case of braking, when only loco move and when entire train
move. Consequently there are two valves in the driver cabin via SA-9 & A-9.
Braking operation of above case is shown in chart below.

TYPES OF VALVES
A-9 Valve
The A-9 Automatic Brake Valve is a compact self-lapping, pressure
maintaining Brake Valve which is capable of
graduating the application or release of locomotive
and train brakes. A-9 Automatic Brake Valve has five
positions: Release, minimum Reduction, Full Service,
Over Reduction and Emergency.

SA-9 Valve
SA-9 Independent Brake Valve is a compact self-lapping, pressure
maintaining Brake Valve which is capable of graduating the application or
release of Locomotive Air Brakes independent
of Automatic Brake. The SA-9 Independent
Brake Valve is also capable of releasing an
automatic

brake

application

on

the

Locomotive without affecting the train brake

application. The SA-9 Brake Valve has three
positions: quick release, release and application.

VA-1 Release Valve

The VA-1 Release Valve without choke is used as a
remote controlled cut out cock. It is installed in the
Vacuum Brake pipe line between the VA-1B
Control Valve and the Train Vacuum Brake pipe.

HB-5 relay Air Valve

The HB-5 relay Air Valve is a pneumatic, double
piloted, three way valve that changes the air
passages through it when air pressure of a
predetermined amount or more is in the control
chamber.

HS-4 Control Air Valve

The HS-4 Control Air Valve delivers a
regulated,

uniform,

predetermined

air

pressure, which usually serves to regulate the

operation of another device in the brake
System.

F-1 Selector Valve

The F-1 Selector Valve performs the function
of commanding the brake equipment on the
locomotive to lead or trail position of the
adjacent locomotive and ensures operation
of brakes in the trail locomotives when
initiated from the lead locomotive.

A-1 Differential Pilot Air Valve

The A-1 Differential Pilot Air Valve is designed to
activate a number of pneumatic devices for a
predetermined length of time even though its control
air supply is maintained for a considerably long period.

C2W Relay Air Valve

The C2W Relay Air Valve is a diaphragm
cooperated self-lapping valve having higher
capacity which is used as a remote controlled
pneumatic device to relay a large quantity of
main air reservoir pressure to the operating
system for brake application

MU 2B VALVE
The MU-2B Valve is a manually operated, two
positions and multiple operated valve arranged
with a pipe bracket and is normally used for
locomotive brake equipment for multiple unit
service between locomotives equipped with
similar system in conjunction with F-1 Selector Valve.

VA-1B Control Valve

The VA-1B Control Valve proportions the
amount of vacuum in the vacuum brake pipe
to the air pressure in the compressed air brake
pipe on the locomotive and acts as a pilot valve
to operate the train vacuum brake, thus
securing an application simultaneously with,
and in proportion to the locomotive air brake application.

Emergency Brake Valve

The D-1 Emergency Brake Valve is a manually
operated device which provides a means of
initiating an emergency brake application.

J-1 Safety Valve

The J-1 Safety Valve installed vertically in the
main reservoir system vents pressure at a
predetermined setting to atmosphere in
order to prevent excessive main reservoir
pressure build-up.

D-1 Automatic Drain Valve

The D-1 Automatic Drain Valve automatically
discharges precipitated moisture from reservoir
with each operating cycle of the control device.
The drain valve may be installed on main
reservoir with a sump.

D-24 B Feed Valve

The D-24 B Feed Valve is a large capacity
highly sensitive relay valve which is designed
to direct the flow of air under pressure to
various devices in air brake equipment
arrangement at a predetermined pressure.

Duplex Check Valve

Piston type duplex check valves are generally
used in Railway Compressed Air Brake systems
to prevent excessive use of auxiliary equipment
from depleting the main compressed air supply
to the detriment of the brake equipment

24-A Double Check valve

The 24-A Double Check Valve is used to permit a device to be controlled by
either of two other devices.

EXPRESSOR
The compressed air or vacuum needed for a device called expressor
mounted on engine extension shaft produces braking.
Expressor=exhauster + compressor
The expressor contains 6 cylinders, 3 of which produced compressed air
and3 of them are used for creating vacuum. These are 2 low-pressure
cylinders and one high-pressure cylinder. The low-pressure cylinder
produces air at 3.5 Kg/cm2. This air is transferred to left hand side main
reservoir.
It creates vacuum and 140 PSI air pressure in the reservoir for operating the
brake system and use in the control system etc.
The expressor is located at the free end of the engine block and driven
through the extension shaft attached to the engine crank shaft. The two are
coupled together by fast coupling (Kopper's coupling). Naturally the
expressor crank shaft has eight speeds like the engine crank shaft. There are
two types of expressor are, 6CD, 4UC & 6CD, 3UC. In 6CD, 4UC expressor
there are six cylinder and four exhauster whereas 6CD, 3UC contain six
cylinder and three exhauster.

WORKING OF COMPRESSOR
The compressor is a two stage compressor with one low pressure cylinder
and one high pressure cylinder. During the first stage of compression it
is done in the low pressure cylinder where suction is through a wire
mesh filter. After compression in the LP cylinder air is delivered into the
discharge manifold at a pressure of 30 / 35 PSI. Working of the inlet and
exhaust valves are similar to that of exhauster which automatically open or
close under differential air pressure. For inter-cooling air is then passed

through a radiator known as Inter-cooler. This is an air to air cooler where

compressed air passes through the element tubes and cool atmospheric air
is blown on the outside fins by a fan fitted on the expressor crank shaft.
Cooling of air at this stage increases the volumetric efficiency of air before it
enters the high- pressure cylinder. A safety valve known as inter cooler
safety valve set at 60 PSI is provided after the inter cooler as a protection
against high pressure developing in the after cooler due to defect of valves.
After the first stage of compression and after-cooling the air is again
compressed in a cylinder of smaller diameter to increase the pressure to 135140 PSI in the same way. This is the second stage of compression in the HP
cylinder. Air again needs cooling before it is finally sent to the air reservoir
and this is done while the air passes through a set of coiled tubes below the
loco superstructure.

WORKING OF EXHAUSTER
Air from vacuum train pipe is drawn into the exhauster cylinders through
the open inlet valves in the cylinder heads during its suction stroke. Each of
the exhauster cylinders has one or two inlet valves and two discharge valves
in the cylinder head.
The pressure differential between the available pressure in the vacuum train
pipe and inside the exhauster cylinder opens the inlet valve and air is drawn
into the cylinder from train pipe during suction stroke. In the next stroke of
the piston the air is compressed and forced out through the discharge valve
while the inlet valve remains closed.

The differential air pressure also

automatically open or close the discharge valves, the same way as the inlet
valves operate. This process of suction of air from the train pipe continues
to create required amount of vacuum and discharge the same air to
atmosphere. The VA-1 control valve helps in maintaining the vacuum to
requisite level despite continued working of the exhauster.

OVERHAULING
The overhaul of all air brake equipment shall be carried out in accordance
with the manufacturers instructions or instructions/amendments.
All workshops shall keep traceable records of all overhauled and retested
equipment.

GENERAL PROCEDURES
Before a component is dismantled all external surfaces shall be
cleaned to remove accumulated dust and dirt. This can most
effectively be carried out by means of a stiff bristled brush and a
shallow bath of an approved cleaning fluid.
All cleaning and re-lubricating of valve portion parts shall be done at
a suitable bench in a clean, well lit location.
Care shall be taken to avoid mutilation or damage of pistons, springs,
rubber parts, slide valves, graduating valves etc.
Valve bodies made from hard anodised aluminium shall only be held
in a soft jawed vice. The use of holding fixtures is highly recommended
to protect sealing faces from damage or distortion.
Rubber components should be wiped with a soft cloth. The exterior of
the body shall be thoroughly cleaned.
When dismantling components, work through the component in
accordance with the sequence of operation.

 Under no circumstances excessive force should be used, either in

putting the components in position or in tightening up screwed nuts
and cap screws as this can cause distortion of covers and gaskets.
Before inserting screwed components smear a light amount of grease
on the threaded part.
When fitting pressure plates or retaining rings, etc., ensure that the
smooth side having radiused edges is placed in contact with the
rubber diaphragm to avoid chaffing and damage.
All self-locking nuts shall be renewed at overhaul.

DISMANTLING FROM COACH

Before dismantling the distributor from the coach for overhauling, ensure
that the compressed air in the system is drained completely by pulling the
operating lever and holding it in position till all the air pressure is fully
exhausted.
Since the draining of air supply from the vehicle would release the brakes
fully, care should be taken to protect the vehicle and prevent its accidental
movement by suitable means.

DISMANTLING THE DISTRIBUTOR VALVE

Mount the Distributor Valve on to the Fixture with the bottom side up.
The following sequence of operation as given below for dismantling
should be adopted.

MAIN VALVE
Unscrew the 6 Nos. of Screws
(61) & carefully pull upwards the
Lower Cover Assembly (2). Take
out the Ring (23), the Diaphragm
Follower (22) and the Small
Piston of Lower Diaphragm (10)
along with its Diaphragm (6), the
Large

Piston

of

Lower

Diaphragm (8), and the five O

Rings (32).
Press a jet of compressed air into
the bore of the Hollow Stem (30)
taking care to hold the Hollow
Stem (30) the moment it ejects
out

under

pressure.

After

removing the hollow stem (30),

unscrew the release choke from
the top opening of the hollow
stem.
Remove the Diaphragm Holder (3) and pull out the Hollow Stem from
Diaphragm Holder.
Take out the Diaphragm Clamp (28) with its Diaphragm (27).
Unscrew the Plug (31) using the appropriate socket wrench.
Turn the Distributor Valve by 180 on the bracket and ensure that it is again
locked in the new position (bottom side down).
Unscrew the Cap (38) [with O Ring (99) provided in the latest version] and
take out the spring (39) and Check Valve (37) with the O Ring (36).

Carefully remove the Diaphragm (6) from the small Piston of Lower
Diaphragm (10) and Diaphragm (27) from the Diaphragm Clamp (28). Also
remove the O Rings (4) and (5) from the Diaphragm Holder (3). Similarly
remove the O Ring (36) from the Check Valve (37).
Using a blunt tool, remove the two Lip Seals (24) from the Diaphragm Holder
(3) and from the Lower Cover (2). Similarly, remove the O Ring (9), O Ring
(29) and the O Ring (32) from the small Piston of Lower Diaphragm (10),
Diaphragm Clamp (28) and the Plug (31) respectively.

DOUBLE RELEASE VALVE

The Locking Rod (233) would have already come out when the Lower Cover
(2) is pulled out. If not, remove it from the hole.
Keep the flange face down on a soft surface like a rubber pad and press the
Operating Lever (13) hard by hand and using the appropriate circlip plier,
remove the circlip (17). Remove the Lower Seat (16) and take over the
Operating Lever. Take out the Spring Seats and Valve Operator (14) and the
spring (12).
Slowly unscrew the two Cap Screws (21) on either side and take out the two
springs (19). Take out the Sealing Rings (20) and pull out the Valves (11) and
(18).
Unscrew the Exhaust Protector (92) carefully and unscrew the Release Choke
(55) from the Exhaust Protector (92) and take out the Exhaust Ring Protector
(93).

CUT-OFF VALVE
Unscrew the bigger Cap (84) by using the appropriate socket wrench.
Alternatively, a rod of suitable diameter that can go into the side hole on the
cap can also be used.
Carefully lift off the Cap (84)
and remove the spring (85), the
Guide (86) and the Seal (83). If
the Seal does not come out
alone with the Guide and
remain in stuck in position, use
a bent tool and carefully lift it
up. Rotating the tool all around,
lift the seal uniformly and
gradually

from

underneath.

Ensure that the tool has no

sharp edges.
Remove the O rings (81) from
the Guide (86) taking proper
care.
Unscrew

the

Diaphragm

Clamping Screw (82) using the

appropriate socket wrench. Take out the Push Rod (79).
Holding the stem part of Guide (76), pull it out carefully so that the
Diaphragm Clamp (78) also comes out. The Guide (76) is a subassembly
consisting of Seat (72) which is screwed into the Guide (76) Valve (75), spring
(73) & the Diaphragm (77).
Take out Valve (75) and the spring (73).
Pull out Diaphragm (77).

Plug is a sub-assembly consisting of an Internal Circlip (62), Spring Seats

(63), (69) and (70), spring (64) (65) and (67), a Solex Jet (66) and Valve
Finished (68) and (71). Using a suitable circlip plier, remove the Circlip (62).
Take out the Spring Seat (63) exercising caution in avoiding falling of loose
components. Take out the springs (64) (65) and (67). By pulling at Solex Jet
(66), remove the Spring Seats (69) and (70).
Take out the Valve Finished (68) and (71). Unscrew the Solex Jet from the
Valve (68).

QUICK SERVICE VALVE

With Clamp bracket in the
same position as for Cut-Off
Valve,

unscrew

the

four

Screws (41).
Take the Cover Assembly
(40) out, taking care to pull it
up vertically.
Remove the O Ring (32) and
O Ring (9) on the top
surface of the Body.
Slowly pull out the Glide
Plunger (219) sub-assembly
consisting of parts (52), (213),
(214), (215), (217) and (219) by
pulling at the Guide Plunger
top.
Remove the spring (216).
Remove the Diaphragm (214) from the Piston (215) of the sub-assembly.

Holding the sub-assembly in hand, unscrew the Nut (217), remove the
Washer (52) and pull out the Piston (215).
Remove the O Ring (213) without twisting it. Using the special tool SCT
6092 unscrew the Seat Holder (206).
Remove the O Rings (211) and (205).
Take out the Seat Holder Assembly (206) and using the appropriate circlip
plier, remove the Internal Circlip (17). Pull out the Seal Holder (212) using the
special tool SCT 6093). Remove the O Ring (210).
Using a blunt tool, carefully pull out the seal (218) from the Seal Holder (212).
Remove the Washer (209). Carefully pull out the Seal (208) by using a bent
tool and dragging up uniformly all round. Do not use any sharp hook to do
this work.
Take out the Spring Seat (207).
Using the appropriate internal circlip plier, extract the Circlip (201) at the
bottom of Seat Holder (206), taking care to prevent loose parts from inside
falling off.
Remove the Spring Seat (202), spring (203) and Valve Finished (204).
Using the same tool as was used for pulling out the Seal (218) from the Seal
Holder (212), pull out the second Seal (218) from the Cover Assembly (40).
Take out the Bush (60) carefully by pressing a jet of compressed against the
vent of quick service and the Valve Finished (59) from the hole in the top
face of Body (1).
Extract the Seal (58) and the Sealing Ring (57) by carefully pressing on the
Seal (58) on an edge to tilt it on Washer (57). Use only a blunt tool.

AUXILIARY RESERVOIR VALVE

With Body (1) in the normal position, unscrew the Cap (44) & O Ring slowly
& take out the Check Valve Spring (42) & Check Valve (43).

PRESSURE LIMITING FEATURE

Open the Cap (701) remove Circlip (702), Stem Adjusting Screw (704) using
special tool and remove Spring Seat (703) from Clamping Flange (708).
Unscrew Clamping Flange and remove spring (712) extract Diaphragm
Clamp (228) and pull out Guide (711). Remove Diaphragm (77) from Guide
(711). Remove O Ring (226) from its seating position on Cup (710) and
remove the cup. Unscrew Plug (224) and remove Valve Finished (223) and
extract the spring (709).

BRAKE BINDING
Brake binding is defined as the situation when the brake block is in contact
with the wheel tread though the A-9 valve position is in released position.
The severity of the brake binding depends on the force exerted by the brake
blocks on the wheel tread. Repercussions of brake binding in operation are
as under:1. Detention to trains causing loss of punctuality of trains.
2. Flat places on tire of wheel leading to bearing failure, weld failure/rail
fracture etc.
3. As a preventive measure, detachment of coach/wagon enroute
causing inconvenience to the passengers during their journey.
4. Ineffective percentage of coaching stock increases and thus,
maintenance cost is also increasing.
5. More Tractive force needed by locomotive to haul even light load train

EFFECTS
It damages the wheels
It damages the bearings
It gives discomfort to the passengers
It leads to detention to the trains
It leads to detachment of rolling stock enroute
It leads to train parting
It leads to High power / fuel consumption
It also damages the track.

CAUSES
1. Brake power creations system (Pneumatic system)
Any failure in the following parts between loco and the brake
cylinders results in brake binding
Defects in MU Washer
Defective Palm Ends
Defective Air Hoses
Leakage through Cut- off Angle Cock
Leakage through Brake pipe
Leakage through Dirt Collector
Leakage through DV joints
Leakage through AR
Leakage through Brake cylinders
Leakage through PEAS
Leakage through GEV
Brake binding also occur due to overcharging of CR. Due to difference
in calibration of brake pipe pressure gauges in the locomotives, there
is a chance of overcharging/under charging of BP pressure during loco
changing, even though pressure gauge indicates 5.0 Kg/Cm2
Whenever the locos are reversed at the junction stations. Sometimes
it becomes difficult to charge 5.0 Kg/Cm2 pressure in rear most vehicle.
This difference of the pressures causes brake binding in the rear
portion of the train.

2. Brake power transmission system: (Brake rigging)

Brake cylinder defective.
Improper alignment of Brake Cylinder.
Uneven thickness of brake block on the same truss beam.
Hand brake fully or partially on.
Brake block mounting over the wheel.
Brake shoe jamming.
Brake beam rigid.
Improper manual adjustment of brake gear.
Fitment of wrong type of brake block (L-type instead of K-type
and vice versa).
3. Human Failure/Negligence
Non

releasing

of

the

DV

manually

during

engine

changing/reversal.
Misunderstanding of Brake block release as CR charged during
Engine change/reversal.
4. Miscellaneous Factors
Dust/Dirt & Moisture in the Air supplied.
Mixing of different Stocks.
Non-calibration of Pressure gauges.

MEASURES

PANEL MOUNTING
A Brake Panel with an Aluminium Slab manifold accommodates the Critical
Valves of the brake system. This provision protects the Valves from the
vulnerability of impact damages from ballast / flying debris during train
operations, eliminate substantial piping work and facilitate maintenance by
unit replacement. It also contains test points for checking the pressures of
BP, AR, DV, BC and CR outputs at one location itself.
The tri plate panel mounted brake system is mainly made of aluminium alloy
plates specially machined and then sandwiched. These are used for compact
assembly of brake valves thus saving space as well as reduction of large
number of pneumatic fittings. This is modular in concept as well as
maintenance friendly Vacuum Console Panel is a compact unit, housing the
vacuum valves as well as the filter sand also a small panel comprising of all
other associated valves related to vacuum brake system in locomotive. This
eliminates dispersed fitment of vacuum valves in locomotive brake system
thus eliminating leakages as well as saving of space in the locomotive.

The

Brake

Panel

Module

for

Coach

serves

group
with

LHB
to

together
interconnect

ions in ones ingle

assembly all Valves,
Cut Out Cock, Drain
Cock,

Pressure

Switch housed in a
Braking Panel with
Reservoirs,

Choke

Filters, etc., of the brake equipment within the space marked as A0 of the
brake schematic. Other equipment in the schematic are allocated in special
places of the Coach braking layout. It facilitates easy removal for overhaul
and unit replacement.

Construction
The Brake Panel Module is a fabricated stainless steel frame and contains a
Aluminium Manifold to which component / subassemblies are attached. The
list of items forming part of their location is included in the parts list of Brake
Container drawing along with the piping circuit details.

Benefits of Panel Mounted Air Brake

It provides compact city to the system thus reducing space utilized by
the braking system on the locomotives.
It reduces large number of pneumatic fittings.
This is maintenance friendly for the technician.
It also reduces leakage as it does not require any compactness for the
fitting of vacuum and pneumatic valves.
By using this, it becomes very easy to identify the trouble in running
condition.
It is very reliable and works satisfactorily.

DEVELOPMENT IN OTHER COUNTRIES

AWS
The automatic warning system (AWS) is a form of limited cab signalling and
train protection system introduced in 1956 in the United Kingdom to help
train drivers observe and obey signals.

PRINCIPLE
AWS is part of the signalling system
and warns the driver about the
aspect of the next signal. These
warnings are normally given 200
yards (180 metres) before the signal.
Information about the signal aspect
is conveyed electromagnetically to
the moving train through equipment
fixed in the middle of the track,
known as AWS inductors. Each
inductor contains a permanent magnet and an electromagnet which
'cancels' the effect of the permanent magnet. The system is fail-safe because
the electromagnet is required to be energised to give the 'clear' indication,
the 'warning' indication being given by the permanent magnet alone.
The system basically consists of a relay control box, electro-pneumatic (EP)
valves connected to the braking system, a 'sunflower' indicator mounted in
a prominent position in the driver's cab, a magnetically operated 'receiver'
underneath the locomotive/multiple unit driving car, a driver's reset plunger
and a static voltage-converter providing operating voltages of 12 V and 40
V from the unit supply, plus an isolating handle that is both an electrical and
vacuum pipe/air isolator.

When the AWS inductor is reached, the AWS sets a visual indicator in the
driver's cab and gives an audible indication. If the signal being approached
is displaying a 'clear' aspect, the AWS will sound a bell (modern
locomotives/multiple units use an electronic device that gives a distinctive
'ping' that can be heard in Pacers and some of the more recent DMU/EMU
stock) and leave the visual indicator black. This lets the driver know that the
next signal is showing 'clear' and that the AWS system is working. If the
signal being approached is displaying a restrictive aspect (red, yellow or
double yellow in colour-light installations or a distant semaphore at caution
(horizontal) in mechanically signalled installations), the AWS will sound a
horn continuously until the driver pushes and releases a button to
acknowledge it. The AWS will also give a warning horn on the approach to
certain permanent speed restrictions and all temporary and emergency
speed restrictions. When the warning is acknowledged, the horn stops and
the visual indicator changes to a pattern of black and yellow spokes, which
persists until the next AWS inductor and reminds the driver that they have
cancelled the AWS and therefore have full responsibility for controlling the
train. If the button is not pressed and released within 34 seconds, a full
brake application brings the train to a halt. The system has a fail-safe
mechanism built in if the driver collapses onto the AWS cancel button
whereby it is not the press of the button that cancels the warning, it is when
the driver lets go after the downward motion.

COUNTRIES
Northern Ireland
Hong Kong, MTR East Rail Line (only used by intercity through trains;
local trains use TBL as of 2012, enhanced with ATP)
Queensland, Australia; sometimes enhanced with ATP.
Adelaide, South Australia

CAWS
The Continuous Automatic Warning System (CAWS) is a form of cab
signalling and train protection system used in Ireland to help train drivers
observe and obey lineside signals.

PRINCIPLE
CAWS repeats the aspects
shown by the lineside colour
light signals on an aspect
display unit (ADU) inside the
driver's

cab.

continuously

The
displays

ADU
the

aspect that was shown by the

previous signal until updated
about 350 metres before the
next signal. The ADU then
displays the aspect shown by
that signal.

A change of ADU display to a less restrictive aspect (e.g., double yellow to

green) is termed an upgrade, while a change to a more restrictive aspect
(e.g., single yellow to red) is called a downgrade. Any change of ADU display
is accompanied by an audible indication. A momentary audible warble
sound indicates an upgrade. A downgrade is accompanied by a continuous
audible tone and the illumination of the Acknowledge Switch that must be
pressed by the driver within 7-seconds to prevent an automatic brake
application occurring for one minute. This is not recoverable until the time
has expired. Acknowledgement by the driver within the first 7-seconds
immediately silences the tone.

BIBLIOGRAPHY
I.R.I.M.E.E, JAMALPUR
R.D.S.O, LUCKNOW
TKD SHED LIBRARY
www.irfca.org
www.railway-technical.com
Handbook on Maintenance of Air Brake System in LHB Coaches (FTIL
Type)
Pocket book on Air Brake System for Drivers and Guards on freight
stock
Handbook on Bogie Mounted Brake System of ICF Coaches
Trouble Shooting Guide on Brake Binding in Coaching Stock.