Air brake system in boxnhl wagon ,indian railways
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Jul 15, 2017
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About This Presentation
Description of Parts and Principles involved in Working and Functioning of Air Brake system in BOXNHL wagon (Goods' Train coach) in Indian Railways.
Slide Content
INDIAN RAILWAYS TRAINING REPORT
1 | P a g e
Project Report
Vocational Training
in
Samastipur Mechanical Workshop(ECR)
ON
Submitted By:
Name: Apeksha
College: BIT MESRA
Production Engineering.
BE/10567/14
3
rd
year
Training Date: 01/05/2017 to 29/06/2017
1 | P a g e
Project Report
Vocational Training
in
Samastipur Mechanical Workshop(ECR)
ON
Submitted By:
Name: Apeksha
College: BIT MESRA
Production Engineering.
BE/10567/14
3
rd
year
Training Date: 01/05/2017 to 29/06/2017
INDIAN RAILWAYS TRAINING REPORT
2 | P a g e
ACKNOWLEDGEMENT
Every project big or small is successful largely due to the effort of a
number of wonderful people who have always given their valuable
advice or lent a helping hand. I sincerely appreciate the inspiration,
support and guidance of all those people who have been instrumental
in making this project a success.
I, Apeksha, student of Birla Institute of Technology Mesra
(Production Engineering), am extremely grateful to “Samastipur
Mechanical Workshop(ECR)” for the confidence bestowed in me and
entrusting my project.
At this juncture, I feel deeply honoured in expressing my sincere
thanks to Mr. Satish Kr. Sinha for providing valuable insights leading
to the successful completion of my project.
I express my gratitude to our guide Mr. for patiently
teaching me the office procedures and guiding me through the entire
project.
I am very grateful to the HR Department, Hajipur for providing me
this opportunity to work in this prestigious organization.
Last but not the least, I place a deep sense of gratitude to my fellow
trainees who gave me insights into the working of all the departments
in the plant and therefore helped me better understand the ways of the
workshop.
2 | P a g e
ACKNOWLEDGEMENT
Every project big or small is successful largely due to the effort of a
number of wonderful people who have always given their valuable
advice or lent a helping hand. I sincerely appreciate the inspiration,
support and guidance of all those people who have been instrumental
in making this project a success.
I, Apeksha, student of Birla Institute of Technology Mesra
(Production Engineering), am extremely grateful to “Samastipur
Mechanical Workshop(ECR)” for the confidence bestowed in me and
entrusting my project.
At this juncture, I feel deeply honoured in expressing my sincere
thanks to Mr. Satish Kr. Sinha for providing valuable insights leading
to the successful completion of my project.
I express my gratitude to our guide Mr. for patiently
teaching me the office procedures and guiding me through the entire
project.
I am very grateful to the HR Department, Hajipur for providing me
this opportunity to work in this prestigious organization.
Last but not the least, I place a deep sense of gratitude to my fellow
trainees who gave me insights into the working of all the departments
in the plant and therefore helped me better understand the ways of the
workshop.
INDIAN RAILWAYS TRAINING REPORT
3 | P a g e
Content
About the Workshop.
History of the workshop.
About BOXNHL Wagon.
What is braking system.
Parts of a braking system
Stages in braking
Charging stage
Application stage
Release stage
Block diagram of braking system
3 | P a g e
Content
About the Workshop.
History of the workshop.
About BOXNHL Wagon.
What is braking system.
Parts of a braking system
Stages in braking
Charging stage
Application stage
Release stage
Block diagram of braking system
INDIAN RAILWAYS TRAINING REPORT
4 | P a g e
History of the Workshop
Mechanical workshop, Samastipur was established in 1881 for
overhauling of Steam locomotives, POH of coaches and wagons. It
originally belonged to Bengal & North-Western Railway (BNWR)
and subsequently merged in state owned Oudh Tirhut Railway (OTR)
on 1st April 1943. Later on, after formation of zones, it became a
workshop of North Eastern Railway. Subsequent to restructuring of
zonal Railways, it has come under East Central Railway. At present,
this workshop manufactures BOXNHL wagons. The workshop is also
ISO 9001:2015 certified.
In 2009, the workshop achieved a rare feat by manufacturing stainless
steel wagons having the axle load capacity of about 22.29 tonnes.
Thus, the workshop is the second unit of the Indian Railways where
stainless steel wagons have been successfully manufactured. The
special feature of this kind of wagons is that it has less weight
compared to old conventional wagons but it has the capacity to load
about 71 million tonnes freight while the old wagon has the capacity
to load about 58.81 million tonnes only.
4 | P a g e
History of the Workshop
Mechanical workshop, Samastipur was established in 1881 for
overhauling of Steam locomotives, POH of coaches and wagons. It
originally belonged to Bengal & North-Western Railway (BNWR)
and subsequently merged in state owned Oudh Tirhut Railway (OTR)
on 1st April 1943. Later on, after formation of zones, it became a
workshop of North Eastern Railway. Subsequent to restructuring of
zonal Railways, it has come under East Central Railway. At present,
this workshop manufactures BOXNHL wagons. The workshop is also
ISO 9001:2015 certified.
In 2009, the workshop achieved a rare feat by manufacturing stainless
steel wagons having the axle load capacity of about 22.29 tonnes.
Thus, the workshop is the second unit of the Indian Railways where
stainless steel wagons have been successfully manufactured. The
special feature of this kind of wagons is that it has less weight
compared to old conventional wagons but it has the capacity to load
about 71 million tonnes freight while the old wagon has the capacity
to load about 58.81 million tonnes only.
INDIAN RAILWAYS TRAINING REPORT
5 | P a g e
About the Workshop
The workshop is located in Samastipur district of the state Bihar.
This is a mechanical workshop and manufactures BOXNHL wagons.
It is spread in a total area of 2673727 sq.m. with 1176879 sq.m.
Covered Area. The workshop has three shops viz electrical shop, C-
category shop and Production shop and three bays.
Vision & Mission:
Quality
1. To get zero percent costumer complain in the first two years of
wagon manufacturing.
2. To increase the production by 2% each year.
3. To reduce machine breakdown by 1% every year.
4. To maintain local passing as zero.
5. To maintain zero percent local rejection.
6. To reduce the offcut of the parts upto 8% for minimizing the
wastage.
5 | P a g e
About the Workshop
The workshop is located in Samastipur district of the state Bihar.
This is a mechanical workshop and manufactures BOXNHL wagons.
It is spread in a total area of 2673727 sq.m. with 1176879 sq.m.
Covered Area. The workshop has three shops viz electrical shop, C-
category shop and Production shop and three bays.
Vision & Mission:
Quality
1. To get zero percent costumer complain in the first two years of
wagon manufacturing.
2. To increase the production by 2% each year.
3. To reduce machine breakdown by 1% every year.
4. To maintain local passing as zero.
5. To maintain zero percent local rejection.
6. To reduce the offcut of the parts upto 8% for minimizing the
wastage.
INDIAN RAILWAYS TRAINING REPORT
6 | P a g e
Environment
1. To decrease the residuals produced while manufacturing and C-
category repairing of wagon in every possible way.
2. To extract valuable and useful resources from waste.
3. To use the electric energy efficiently.
4. To avoid the use of sprays as they are the major cause of ozone
depletion.
5. To create less noise in social programs.
6. Efficient use of paper by using its both sides.
7. Avoid unnecessary use of water.
Health and protection
1. To provide safe apparel to the workers.
2. To make the canteen more hygienic.
3. To make fire extinguisher devices available at the required
places.
6 | P a g e
Environment
1. To decrease the residuals produced while manufacturing and C-
category repairing of wagon in every possible way.
2. To extract valuable and useful resources from waste.
3. To use the electric energy efficiently.
4. To avoid the use of sprays as they are the major cause of ozone
depletion.
5. To create less noise in social programs.
6. Efficient use of paper by using its both sides.
7. Avoid unnecessary use of water.
Health and protection
1. To provide safe apparel to the workers.
2. To make the canteen more hygienic.
3. To make fire extinguisher devices available at the required
places.
INDIAN RAILWAYS TRAINING REPORT
7 | P a g e
Layout of the workshop
7 | P a g e
Layout of the workshop
INDIAN RAILWAYS TRAINING REPORT
8 | P a g e
BOXN Manufacturing stage work
1. Drilling of a section.
2. Underframe Assembly.
3. Floor Plate Welding.
4. Body Side and End Panel.
5. Brake Gear Fitting.
6. Body Assembly and Door Fitting.
7. Body Riveting and First Coat Primer.
8. Painting Stencilling and Brake testing.
9. Final Inspection.
Wagon production rate:
8 | P a g e
BOXN Manufacturing stage work
1. Drilling of a section.
2. Underframe Assembly.
3. Floor Plate Welding.
4. Body Side and End Panel.
5. Brake Gear Fitting.
6. Body Assembly and Door Fitting.
7. Body Riveting and First Coat Primer.
8. Painting Stencilling and Brake testing.
9. Final Inspection.
Wagon production rate:
INDIAN RAILWAYS TRAINING REPORT
9 | P a g e
BOXNHL WAGON
Standard Features Of ‘BOXNHL’ Wagon
SL.
NO.
PARTICULARS BOXNHL
1. Length of overhead stock (mm) 10034
2. Length over couplers (mm) 10936
3. Length inside (mm) 10034
4. Width inside / width overall (mm) 3022/3250
5. Height inside/height (max) from RL. 2028/3301
6. Bogie centers (mm) 6690
7. Journal length*dia. (mm) 144*278
8. Journal centers (mm) 2260
9. Wheel dia. on thread(New/worm) (mm) 1000960
10. Height of C.B.C. from R.L. (mm) 1105
11. C.G. from R.L. (empty) (m)
12. C.G. from R.L. (loaded) (m)
13. Floor area (Sq.) 30.32
14. Cubic capacity (CU.M.) 61.05
15. Maximum axle load (tone) 22.9
16. Tare weight (tone) 20.6
17. Pay load (tone) 71.0
18. Gross load (Pay Tare) (tone) 91.6
19. Ratio gross load/tare 4.45
20. Ratio(Pay load to tare) 3.45
21. Track loading density(tones/meter) 8.35
22. No. of wagons per train 58
23. Brake system Air Brake
24. Coupler C.B.C
25. Bearing R.B.
26. Maximum Speed (loaded)
(empty)
75 mph
100 h
9 | P a g e
BOXNHL WAGON
Standard Features Of ‘BOXNHL’ Wagon
SL.
NO.
PARTICULARS BOXNHL
1. Length of overhead stock (mm) 10034
2. Length over couplers (mm) 10936
3. Length inside (mm) 10034
4. Width inside / width overall (mm) 3022/3250
5. Height inside/height (max) from RL. 2028/3301
6. Bogie centers (mm) 6690
7. Journal length*dia. (mm) 144*278
8. Journal centers (mm) 2260
9. Wheel dia. on thread(New/worm) (mm) 1000960
10. Height of C.B.C. from R.L. (mm) 1105
11. C.G. from R.L. (empty) (m)
12. C.G. from R.L. (loaded) (m)
13. Floor area (Sq.) 30.32
14. Cubic capacity (CU.M.) 61.05
15. Maximum axle load (tone) 22.9
16. Tare weight (tone) 20.6
17. Pay load (tone) 71.0
18. Gross load (Pay Tare) (tone) 91.6
19. Ratio gross load/tare 4.45
20. Ratio(Pay load to tare) 3.45
21. Track loading density(tones/meter) 8.35
22. No. of wagons per train 58
23. Brake system Air Brake
24. Coupler C.B.C
25. Bearing R.B.
26. Maximum Speed (loaded)
(empty)
75 mph
100 h
INDIAN RAILWAYS TRAINING REPORT
10 | P a g e
A BOXNHL WAGON
Brief Details About The Components Of A BOXNHL
Wagon
BOXN-HL stands for B-BOGIE, O-OPEN, X- HIGH SIDED, N-AIR
BRAKE, HL-HEAVY LOADED. Below mentioned are the major
parts of a wagon:
Under Frame: The under frame is made up of 29 subparts. It is put
together by holding it in a fixture. The major components of the under
frame are Center Sill, Sole Bar, Headstock, Bolster, CPT (Center
pivot Top), Cross Bar and Spatial Cross bars (2 on each side of a
bolster), Proplate, Stringers for support etc.
10 | P a g e
A BOXNHL WAGON
Brief Details About The Components Of A BOXNHL
Wagon
BOXN-HL stands for B-BOGIE, O-OPEN, X- HIGH SIDED, N-AIR
BRAKE, HL-HEAVY LOADED. Below mentioned are the major
parts of a wagon:
Under Frame: The under frame is made up of 29 subparts. It is put
together by holding it in a fixture. The major components of the under
frame are Center Sill, Sole Bar, Headstock, Bolster, CPT (Center
pivot Top), Cross Bar and Spatial Cross bars (2 on each side of a
bolster), Proplate, Stringers for support etc.
INDIAN RAILWAYS TRAINING REPORT
11 | P a g e
The components of Under Frame are joined by welding and by hot
bolting. The inner side and the outer side of the under frame is welded
using MMAW (Manual Metal Arc Welding) and SAW (Submerged
Arc Welding) respectively.
Parts like Bolster are made up of Cast Steel and are manufactured by
Texmaco.
Side Body: The side body of the wagon is the outer frame which is
fitted at the two sides of the wagon.
End Body
Door: There are 2 doors on each side of the wagon. They are hinged
at the bottom and they can be unloaded manually.
Bogie, Wheels, Axle and Bearings
Brake equipment and piping
11 | P a g e
The components of Under Frame are joined by welding and by hot
bolting. The inner side and the outer side of the under frame is welded
using MMAW (Manual Metal Arc Welding) and SAW (Submerged
Arc Welding) respectively.
Parts like Bolster are made up of Cast Steel and are manufactured by
Texmaco.
Side Body: The side body of the wagon is the outer frame which is
fitted at the two sides of the wagon.
End Body
Door: There are 2 doors on each side of the wagon. They are hinged
at the bottom and they can be unloaded manually.
Bogie, Wheels, Axle and Bearings
Brake equipment and piping
INDIAN RAILWAYS TRAINING REPORT
12 | P a g e
Brake system in
“BOXHNHL” Wagon
12 | P a g e
Brake system in
“BOXHNHL” Wagon
INDIAN RAILWAYS TRAINING REPORT
13 | P a g e
INTRODUCTION
Braking system comprises of few mechanisms working together in
vehicles through which its speed can be controlled or stopped in
minimum time. Any moving train has kinetic energy, in order to stop
them a contact material is applied to the wheels which creates friction
dissipating its kinetic energy in the form of heat and eventually train
stops.
Nowadays, in Indian Railway trains rely upon a fail-safe air brake for
its breaking system. It uses compressed air as the operating medium.
The system works on the simple principle of pressure difference in a
piston cylinder arrangement. Compressed air pushes the piston
present in the Brake Cylinder which in turn presses the brake block to
the wheels.
Earlier Vacuum based brakes were used in trains but with time they
got replaced by the air brake system due to more reliability, more
brake power and less braking time offered by air brake system. Air
brakes offers a wide range of advantages over vacuum brake both
mechanically as well as economically.
13 | P a g e
INTRODUCTION
Braking system comprises of few mechanisms working together in
vehicles through which its speed can be controlled or stopped in
minimum time. Any moving train has kinetic energy, in order to stop
them a contact material is applied to the wheels which creates friction
dissipating its kinetic energy in the form of heat and eventually train
stops.
Nowadays, in Indian Railway trains rely upon a fail-safe air brake for
its breaking system. It uses compressed air as the operating medium.
The system works on the simple principle of pressure difference in a
piston cylinder arrangement. Compressed air pushes the piston
present in the Brake Cylinder which in turn presses the brake block to
the wheels.
Earlier Vacuum based brakes were used in trains but with time they
got replaced by the air brake system due to more reliability, more
brake power and less braking time offered by air brake system. Air
brakes offers a wide range of advantages over vacuum brake both
mechanically as well as economically.
INDIAN RAILWAYS TRAINING REPORT
14 | P a g e
PARTS OF AIR BRAKE SYSTEM
S No.
Particulars
Numbers
Twin Pipe System
1. Brake Pipe, BP (in green) One
2. Feed Pipe, FP (in yellow) One
3. Cut off Angle Cock Four
4. Air hose Coupling Four
5. MU Washer Four
6. Centrifugal Dirt Collector Two
7. Distributor Valve (DR) One
8. Control Reservoir (CR) One (6Lit.)
9. Auxiliary Reservoir (AR) One (200 Lit.)
10. Brake Cylinder (355 mm Dia.) Two
11. Bogie Mounted Brake Cylinder
(203mm Dia.)
Four
12. Check Valve with Choke(NRV) One
13. Common Pipe Bracket One
14. Feed Pipe isolating Cock One
15. Brake Pipe isolating Cock One
14 | P a g e
PARTS OF AIR BRAKE SYSTEM
S No.
Particulars
Numbers
Twin Pipe System
1. Brake Pipe, BP (in green) One
2. Feed Pipe, FP (in yellow) One
3. Cut off Angle Cock Four
4. Air hose Coupling Four
5. MU Washer Four
6. Centrifugal Dirt Collector Two
7. Distributor Valve (DR) One
8. Control Reservoir (CR) One (6Lit.)
9. Auxiliary Reservoir (AR) One (200 Lit.)
10. Brake Cylinder (355 mm Dia.) Two
11. Bogie Mounted Brake Cylinder
(203mm Dia.)
Four
12. Check Valve with Choke(NRV) One
13. Common Pipe Bracket One
14. Feed Pipe isolating Cock One
15. Brake Pipe isolating Cock One
INDIAN RAILWAYS TRAINING REPORT
15 | P a g e
Functions of Different Parts of an
Air Brake
Air Hose Coupling Brake/Feed Pipe
All the BP and FP in a train is connected via the Air Hose. These are
high pressure hoses and are sometimes called palm ends due to their
palm like ends. The design of the ends of BP and FP are always kept
different so that they don’t get connected wrongly. These Air Hoses
have an MU Washer present inside them for stopping the air leakage
due to coupling. The hoses can be sealed at the outer ends of the
train by closing the angle cocks.
COMPRESSOR
MAIN
RESERVOIR
Angle Cock
& Hose
TRIPLE VALVE
AUXILIARY
RESERVOIR
BRAKE CYLINDER
BRAKE BLOCK
DRIVER’S BRAKE
VALVE
BRAKE PIPE
FEED PIPE
BLOCK DIAGRAM OF AIR BRAKE SYSYTEM
15 | P a g e
Functions of Different Parts of an
Air Brake
Air Hose Coupling Brake/Feed Pipe
All the BP and FP in a train is connected via the Air Hose. These are
high pressure hoses and are sometimes called palm ends due to their
palm like ends. The design of the ends of BP and FP are always kept
different so that they don’t get connected wrongly. These Air Hoses
have an MU Washer present inside them for stopping the air leakage
due to coupling. The hoses can be sealed at the outer ends of the
train by closing the angle cocks.
COMPRESSOR
MAIN
RESERVOIR
Angle Cock
& Hose
TRIPLE VALVE
AUXILIARY
RESERVOIR
BRAKE CYLINDER
BRAKE BLOCK
DRIVER’S BRAKE
VALVE
BRAKE PIPE
FEED PIPE
BLOCK DIAGRAM OF AIR BRAKE SYSYTEM
INDIAN RAILWAYS TRAINING REPORT
16 | P a g e
Cut-off Angle Cock
These are fitted at end of pipe of each coach and wagon. If the handle
pipe fitted above the cock is in normal position then the cock is in
open position and vice versa. In open position, it allows the
pressurized air to pass through them. When it gets closed it stops the
compressed air and release the pressure of air hose to atmosphere via
their vent holes.
Centrifugal Dirt Collector
Dirt Collectors are installed above the BP and FP. Their function is to
filter the air flowing inside the Brake pipe and Feed pipe. They ensure
proper working of the equipments ahead.
Check Valve with Choke
The valve acts as a unidirectional valve allowing the compressed air
to flow from FP to AR (Auxiliary Reservoir) but not vice versa.
Function of the Choke is to charge the AR of the whole train
simultaneously.
Auxiliary Reservoir
The operation of the air brake on each vehicle relies on the difference
in pressure between one side of the triple valve piston and the other.
In order to ensure there is always a source of air available to operate
the brake, an "auxiliary reservoir" is connected to one side of the
16 | P a g e
Cut-off Angle Cock
These are fitted at end of pipe of each coach and wagon. If the handle
pipe fitted above the cock is in normal position then the cock is in
open position and vice versa. In open position, it allows the
pressurized air to pass through them. When it gets closed it stops the
compressed air and release the pressure of air hose to atmosphere via
their vent holes.
Centrifugal Dirt Collector
Dirt Collectors are installed above the BP and FP. Their function is to
filter the air flowing inside the Brake pipe and Feed pipe. They ensure
proper working of the equipments ahead.
Check Valve with Choke
The valve acts as a unidirectional valve allowing the compressed air
to flow from FP to AR (Auxiliary Reservoir) but not vice versa.
Function of the Choke is to charge the AR of the whole train
simultaneously.
Auxiliary Reservoir
The operation of the air brake on each vehicle relies on the difference
in pressure between one side of the triple valve piston and the other.
In order to ensure there is always a source of air available to operate
the brake, an "auxiliary reservoir" is connected to one side of the
INDIAN RAILWAYS TRAINING REPORT
17 | P a g e
piston by way of the triple valve. The flow of air into and out of the
auxiliary reservoir is controlled by the triple valve. It is charged by a
pressure of 5kg/sq. cm pressure in a twin pipe system. Its capacity
varies from 100 Lit. to 200 Lit.
Brake Cylinder
Brake cylinder is a piston cylinder arrangement which controls the
movement of brake block. These are fitted in horizontal position with
a distributor valve attached to its rear end. The piston inside the Brake
Cylinder is connected to a return spring and moves accordingly with
the application of brake. Diameter of the Brake Cylinder is 355mm
for conventional brakes whereas for BMBS (Bogie Mounted Brake
System) it is 203mm.
Isolating Cocks
These are the system used for isolating coaches, brake cylinders,
branch pipes etc. during shutdowns or any malfunction.
Feed Pipe Isolating Cock
Fitted on the branch pipe of feed pipe, they can isolate a whole coach
during malfunction of brake pipe.
Brake Pipe Isolating Cock
These are mounted near the dirt collector and are connected to
distributor valve. If branch pipe shows any kind of anomality then by
closing this cock air can bypassed.
17 | P a g e
piston by way of the triple valve. The flow of air into and out of the
auxiliary reservoir is controlled by the triple valve. It is charged by a
pressure of 5kg/sq. cm pressure in a twin pipe system. Its capacity
varies from 100 Lit. to 200 Lit.
Brake Cylinder
Brake cylinder is a piston cylinder arrangement which controls the
movement of brake block. These are fitted in horizontal position with
a distributor valve attached to its rear end. The piston inside the Brake
Cylinder is connected to a return spring and moves accordingly with
the application of brake. Diameter of the Brake Cylinder is 355mm
for conventional brakes whereas for BMBS (Bogie Mounted Brake
System) it is 203mm.
Isolating Cocks
These are the system used for isolating coaches, brake cylinders,
branch pipes etc. during shutdowns or any malfunction.
Feed Pipe Isolating Cock
Fitted on the branch pipe of feed pipe, they can isolate a whole coach
during malfunction of brake pipe.
Brake Pipe Isolating Cock
These are mounted near the dirt collector and are connected to
distributor valve. If branch pipe shows any kind of anomality then by
closing this cock air can bypassed.
INDIAN RAILWAYS TRAINING REPORT
18 | P a g e
Brake Cylinder Isolating Cock
These are the two cocks installed on the pipes near the Brake
Cylinder. In case of any failure in any of the brake cylinder they
isolate that cylinder and maintain work uniformity.
Chain Pulling Isolating Cock
The cocks are mounted on the pipe connecting brake pipe to the chain
pulling system. If there is any anomality in the chain pulling system
or Passenger Emergency valve or Passenger Emergency signal system
,the chain pulling system can be shut in that coach by closing this
cock.
Main Reservoir
Storage tank for compressed air for braking and other pneumatic
systems.
Driver's Brake Valve
The valve allows the driver to control the brake. The Brake Valve
always have at least these five positions:
"Release", "Running", "Lap" and "Application" and "Emergency".
Sometimes a "Shut Down" position is also there to lock the valve out
of use.
The "Release" position connects the main reservoir to the brake pipe
raising its air pressure as quickly as possible to get a rapid release of
brake.
18 | P a g e
Brake Cylinder Isolating Cock
These are the two cocks installed on the pipes near the Brake
Cylinder. In case of any failure in any of the brake cylinder they
isolate that cylinder and maintain work uniformity.
Chain Pulling Isolating Cock
The cocks are mounted on the pipe connecting brake pipe to the chain
pulling system. If there is any anomality in the chain pulling system
or Passenger Emergency valve or Passenger Emergency signal system
,the chain pulling system can be shut in that coach by closing this
cock.
Main Reservoir
Storage tank for compressed air for braking and other pneumatic
systems.
Driver's Brake Valve
The valve allows the driver to control the brake. The Brake Valve
always have at least these five positions:
"Release", "Running", "Lap" and "Application" and "Emergency".
Sometimes a "Shut Down" position is also there to lock the valve out
of use.
The "Release" position connects the main reservoir to the brake pipe
raising its air pressure as quickly as possible to get a rapid release of
brake.
INDIAN RAILWAYS TRAINING REPORT
19 | P a g e
In the "Running" position, the feed valve is selected. This allows a
slow feed to be maintained into the brake pipe to counteract any small
leaks or losses in the brake pipe, connections and hoses.
"Lap" is used to shut off the connection between the main reservoir
and the brake pipe and to close off the connection to atmosphere after
a brake application has been made. It can only be used to provide a
partial application. A partial release is not possible with the common
forms of air brake, particularly those used on US freight trains.
"Application" closes off the connection from the main reservoir and
opens the brake pipe to atmosphere. The brake pipe pressure is
reduced as air escapes. The driver (and any observer in the know) can
often hear the air escaping.
DISTRIBUTOR VALVE
It is one of the most important part of braking system. The valve
senses the difference in pressure in the brake pipe and thus applies the
brake accordingly. A release valve is installed on the bottom of this
valve which can be used to release the pressure manually if required.
It charges the control reservoir and auxiliary reservoir when the
pressure in brake pipe is changed by AR. Below mentioned are some
of the functions performed by the Distributor valve during change in
the pressure of brake valve:
To charge the AR.
To apply the brake in steps when the pressure un the brake pipe
is reduced in steps and vice versa.
19 | P a g e
In the "Running" position, the feed valve is selected. This allows a
slow feed to be maintained into the brake pipe to counteract any small
leaks or losses in the brake pipe, connections and hoses.
"Lap" is used to shut off the connection between the main reservoir
and the brake pipe and to close off the connection to atmosphere after
a brake application has been made. It can only be used to provide a
partial application. A partial release is not possible with the common
forms of air brake, particularly those used on US freight trains.
"Application" closes off the connection from the main reservoir and
opens the brake pipe to atmosphere. The brake pipe pressure is
reduced as air escapes. The driver (and any observer in the know) can
often hear the air escaping.
DISTRIBUTOR VALVE
It is one of the most important part of braking system. The valve
senses the difference in pressure in the brake pipe and thus applies the
brake accordingly. A release valve is installed on the bottom of this
valve which can be used to release the pressure manually if required.
It charges the control reservoir and auxiliary reservoir when the
pressure in brake pipe is changed by AR. Below mentioned are some
of the functions performed by the Distributor valve during change in
the pressure of brake valve:
To charge the AR.
To apply the brake in steps when the pressure un the brake pipe
is reduced in steps and vice versa.
INDIAN RAILWAYS TRAINING REPORT
20 | P a g e
Releases the air from brake cylinder to the atmosphere during
double charging and manual releasing of air.
Controls the brake time and release time in goods or passenger
train.
Due to the presence of a special equipment for releasing the
pressure inside the distributor valve, it can release the pressure
of brake pipe throughout the length of the train.
It protects the CR from overcharging during brake releasing.
Brake Rigging
To control the speed of a coach or wagon, the brake power of the
brake cylinder is transferred to the coach, this is done using a system
called Brake rigging.
**Slack Adjustor maintains the distance between brake block and
wheels.
BRAKE
RIGGING
BOGIE BRAKE
RIGGING
Sliding Brake
Beam
Hanging Brake
Beam
BODY
UNDERFRAME
BRAKE RIGGING
HAND BRAKE SYSTEM
EMPTY LOAD SYSTEM
UNDER GEAR
SLACK ADJUSTOR
20 | P a g e
Releases the air from brake cylinder to the atmosphere during
double charging and manual releasing of air.
Controls the brake time and release time in goods or passenger
train.
Due to the presence of a special equipment for releasing the
pressure inside the distributor valve, it can release the pressure
of brake pipe throughout the length of the train.
It protects the CR from overcharging during brake releasing.
Brake Rigging
To control the speed of a coach or wagon, the brake power of the
brake cylinder is transferred to the coach, this is done using a system
called Brake rigging.
**Slack Adjustor maintains the distance between brake block and
wheels.
BRAKE
RIGGING
BOGIE BRAKE
RIGGING
Sliding Brake
Beam
Hanging Brake
Beam
BODY
UNDERFRAME
BRAKE RIGGING
HAND BRAKE SYSTEM
EMPTY LOAD SYSTEM
UNDER GEAR
SLACK ADJUSTOR
INDIAN RAILWAYS TRAINING REPORT
21 | P a g e
Schematic of The Twin Pipe System
Air Brake
21 | P a g e
Schematic of The Twin Pipe System
Air Brake
INDIAN RAILWAYS TRAINING REPORT
22 | P a g e
Operation and Working of Air Brake
System in Trains
There are three stages involved in the working of air brakes viz
Charging, Brake application, Releasing or recharging.
1. The Charging Stage
The compressor in the locomotive pressurizes the air from atmosphere
and fills the main reservoir with it. This compressed air is provided to
brake pipe and feed pipe. In twin pipe system, the air with a pressure
of 6 kg/cm^2 in feed pipe is charged to AR after getting filtered by
dirt collector through isolating cock and check valve choke. On the
other hand, Auxiliary Reservoir is also charged by the brake pipe. As
the CR and AR of the last wagon gets charged, the pressure gauze in
the locomotive as well as brake van reaches the estimated value. This
state of the train is called the “Charged state”.
*For Twin pipe system time taken for charging is 10 to 12 minutes.
Air flow during charging:
22 | P a g e
Operation and Working of Air Brake
System in Trains
There are three stages involved in the working of air brakes viz
Charging, Brake application, Releasing or recharging.
1. The Charging Stage
The compressor in the locomotive pressurizes the air from atmosphere
and fills the main reservoir with it. This compressed air is provided to
brake pipe and feed pipe. In twin pipe system, the air with a pressure
of 6 kg/cm^2 in feed pipe is charged to AR after getting filtered by
dirt collector through isolating cock and check valve choke. On the
other hand, Auxiliary Reservoir is also charged by the brake pipe. As
the CR and AR of the last wagon gets charged, the pressure gauze in
the locomotive as well as brake van reaches the estimated value. This
state of the train is called the “Charged state”.
*For Twin pipe system time taken for charging is 10 to 12 minutes.
Air flow during charging:
INDIAN RAILWAYS TRAINING REPORT
23 | P a g e
2. BRAKE APPLICATION
Normally for applying the brakes, the driver has to put the A9 handle
in full service application state due to which drops the pressure in
brake pipe by 1.5 kg/cm^2. This result in drop of pressure in the
distributor valve of the whole train but the pressure in the CR remains
the same. The difference in pressure disturbs the DV resulting in
connection of AR with brake cylinder and the air from AR flows to
brake cylinder. Thus, the brake is applied to the wheels and train
stops.
Time taken for Brake Application in twin pipe system is 3 to 5
seconds.
23 | P a g e
2. BRAKE APPLICATION
Normally for applying the brakes, the driver has to put the A9 handle
in full service application state due to which drops the pressure in
brake pipe by 1.5 kg/cm^2. This result in drop of pressure in the
distributor valve of the whole train but the pressure in the CR remains
the same. The difference in pressure disturbs the DV resulting in
connection of AR with brake cylinder and the air from AR flows to
brake cylinder. Thus, the brake is applied to the wheels and train
stops.
Time taken for Brake Application in twin pipe system is 3 to 5
seconds.
INDIAN RAILWAYS TRAINING REPORT
24 | P a g e
3. Releasing or Recharging
When A9 handle is released by the driver, the brake pipe gets charged
by pressurized air (p= 5 kg/cm^2). Also, all the distributor valves in
train gets charged by this air at pressure 5kg/cm^2. When the
pressure gets balanced the distributor valve performs the following
functions:
i. Removes the connection of AR with Brake cylinder.
ii. The compressed air inside the brake cylinder escapes to
the atmosphere via the exhaust port of distributor valve.
And the brake is released.
In twin pipe system, the AR gets charged continuously so brake
releasing time incurred is very less.
Time taken for releasing is 15-20 seconds in Twin pipe system.
24 | P a g e
3. Releasing or Recharging
When A9 handle is released by the driver, the brake pipe gets charged
by pressurized air (p= 5 kg/cm^2). Also, all the distributor valves in
train gets charged by this air at pressure 5kg/cm^2. When the
pressure gets balanced the distributor valve performs the following
functions:
i. Removes the connection of AR with Brake cylinder.
ii. The compressed air inside the brake cylinder escapes to
the atmosphere via the exhaust port of distributor valve.
And the brake is released.
In twin pipe system, the AR gets charged continuously so brake
releasing time incurred is very less.
Time taken for releasing is 15-20 seconds in Twin pipe system.
INDIAN RAILWAYS TRAINING REPORT
25 | P a g e
LAYOUT OF TWIN PIPE AIR BRAKE SYSTEM
25 | P a g e
LAYOUT OF TWIN PIPE AIR BRAKE SYSTEM
INDIAN RAILWAYS TRAINING REPORT
26 | P a g e
CONCLUSION
These brakes became popular because of high stopping power
compared to hydraulic brakes
They are fail safe.
These are more economical than vacuum brake.
Air brakes take less brake time.
So, they are used in heavy vehicles like trains, trucks etc.
26 | P a g e
CONCLUSION
These brakes became popular because of high stopping power
compared to hydraulic brakes
They are fail safe.
These are more economical than vacuum brake.
Air brakes take less brake time.
So, they are used in heavy vehicles like trains, trucks etc.
INDIAN RAILWAYS TRAINING REPORT
27 | P a g e
BIBLIOGRAPHY
Websites Referred:
1. Indianrailway.gov.in
2. East central railway home page
3. Quora.com
Books and Pdfs Referred:
1. Technical training Handbook by ECR
2. Air brake training handbook.
27 | P a g e
BIBLIOGRAPHY
Websites Referred:
1. Indianrailway.gov.in
2. East central railway home page
3. Quora.com
Books and Pdfs Referred:
1. Technical training Handbook by ECR
2. Air brake training handbook.
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