A

PROJECT REPORT
ON
“AIR BRAKE SYSTEM”
Submitted in partial fulfillment for the award of the degree of
Bachelor of Technology
In
Mechanical Engineering
From
Ishwarchand Vidya Sagar Institute of Technology, Mathura.

Submitted to Mechanical Department.

Submitted By- Guided By

Mohammad Aslam Mr. Sachin Agrawal
B.Tech (7th Sem)
Roll No-1223940022
 ACKNOWLEDGEMENT
We take this mornentous opportunity to express our heartfelt gratitude, ineptness
& regards to vulnerable and highly esteem. Guide, Mr. Sachin Kumar Aggarwal,
Head of Department of Mechanical Engineering, Ishwarchand Vidya Sagar
Institute of Technology, Mathura for providing us an opportunity to present
project on "AIR BRAKE SYSTEM". We with full pleasure converge our heartiest
thanks to Our project guide Mr. Pankaj Sharma, Lecturer, Department of
Mechanical engineering, Ishwarchand Vidya Sagar Institute of Technology,
Mathura and to Project coordinator Mr. Nitin Dubey , Lecturer, Department of
Mechanical Engineering for their invaluable advice and wholehearted
cooperation without which this project would not have seen the light of day.

We attribute hearties thanks to all the faculty of the department of ME and

friends for their valuable advice and encouragement.

Mohammad Aslam
B.tech (4th Year)
Mechanical Engineering
 CERTIFICATE

This is to certify that Mohammad Aslam student of 4th year, B.tech.7th Semester
Mechanical Engineering of Ishwarchand Vidya Sagar Institute of Technology,
Mathura has done training in N.F Railway Mechanical Workshop, Dibrugarh
from during the academic session 2016-17 is working under my guidance entitled
“AIR BRAKE PRESSURE” in the partial fulfillment for award degree of
Bachelor of Technology in Mechanical Engineering from Ishwarchand Vidya
Sagar Institute of Technology, Mathura
 ABSTRACT

Air brakes are used in commercial vehicles, which require a heavier braking effort
than that can be applied by the drivers foot. The following layout shows the
arrangement of the air braking systems in heavy vehicles. Compressed air from
compressor passes through the unloader valve and maintains its pressure. This air
is stored in the reservoir. From the reservoir it goes to the Brake Chambers
through many brake valves. In the brake chamber this pneumatic force is
converted into the mechanical force and then it is converted into the rotational
torque by the slack adjuster, which is connected to S-cam. This torque applies air
brakes. Pipelines connect the brake system components. This makes aware and
helps to explain one of the best sophisticated, reliable, efficient braking system
Fast expanding industrialization of the country needs fast movements of
higher safety of men & material. Hence, the relay valve is introduced for
distributor valve in Air brake system. Previously trains used Vacuum
Braking system but right now there are working Air braking system, as it
has exceptional advantages over Air brake system. Now Air Brakes had under
gone many changes it has revolutionized speed reducing braking system
with better reliable safety and in exhaustibility.
 INDEX
Contents
ABSTRACT
AKNOWLEGEMENT
CERTIFICATE
ABBREVIATION

AIR BRAKES
Introduction
Classification of Air Brake System
AIRBRAKE HOSES
Brake pipe and Feed pipe
Test Procedure
CUT OF ANGLE COCK
BRAKE CYLINDER
DIRT COLLECTOR
Silent Feature of Dirt Collector
AUXILARY RESERVIOR
GUARD EMERGENCY BRAKE VALVE
SLACK ADJUSTER
DISRTIBUTION VALVE
Function of Distribution Valve
KE DISTRIBUTION VALVE
Charging Stage
Charging of Control Reservoir
Charging of Auxiliary Reservoir
PASSENGER EMERGENCY ALARM SIGNAL DEVICE
RAKE TEST
LEAKAGE, SERVICE APPLICATION AND RELEASE TEST
SINGLE CAR TEST
Tools &Equipment
Concept
TESTS
Test-1: Leakage Test
Test-2: Sensitive and Insensitive Test
Test-3: Brake Application and Release Test
Test-4: Graduated Application Release Test
Test-5: Emergency Brake Application Release Test
Test-6: Passenger Emergency Valve Test
 Test-7: Guard Emergency Van Valve Test
Test-8: Check and Adjust Slack Adjust Test
PROCEDURE
Dimension “e” of Slack Adjuster
BOGIES
General
All Coil ICF Bogies
Bogie Assembly
Axle Box Curve with Dash
Air Vent Screw
Bogie Suspension
Springs
Center Pivoted Arrangement
Side Bearers
Anchor Links
Brake Rigging
Coach under Fraction Mounted Brake Rigging

ROLLING GEAR
Introduction
Component of Wheel Set
Wheel Disk Solid
Axle
BOGIE MOUNTED AIR BRAKE SYSTEM
General
Design Feature of the System
Composite Brake Block
Characteristic of Composite Material
Composition of Material
Requirement Concerning Friction

CONCLUSION
 ABBREVIATIONS

'' Inch

& And

 Diameter

+ve Positive
0
Degree
0
C Degree Centigrade

A/F Across face

AC Air Conditioned

alt. Alteration
AR Auxiliary Reservoir

BC Brake Cylinder
BP Brake Power

BPC Brake Power Certificate

BPC Bharat Petroleum Corporation

C&W Carriage & Wagon

CCR Carriage Controller

CEE Chief Electrical Engineer

cm Centimeter
CME Chief Mechanical Engineer

CMI Carriage Maintenance Instructions

CO2 Carbon dioxide gas

COM Chief Operating Manager

CP Centre Pivot

CR Control Reservoir
CSC Chief Security Commissioner

CSK Counter Sunk

DA Direct Admission Valve

DC Direct Current
DEE Divisional Electrical Engineer
dia. (Dia) Diameter
DME Divisional Mechanical Engineer

Drg Drawing
DRS Deficiency in Rolling Stock

DV Distributor Valve
EFT Emergency Feed Terminal

Elect. Electrical
EOT Crane Electric Overhead Travelling Crane

Eq. Equalizing
Fig Figure

FP Feed Pipe

FRP Fiber Reinforced Plastic

GRP Government Railway Police

Hd. Head
Hex. Hexagonal

HPC Hindustan Petroleum Corporation

HRC Hardness on Rockwell 'C' scale
 AIR BRAKE SYSTEM

 INTRODUCTION
In Air Brake system compressed air is used for operating the brake system. The
locomotive compressor charges the feed pipe and the brake pipes throughout the
length of the train. The feed pipe is connected to the auxiliary reservoir and the
brake pipe is connected to the brake cylinder through the distributor valve. Brake
application takes place by dropping the pressure in the brake pipe.
 CLASSIFICATION OF AIR BRAKE SYSTEM

The schematic layout shown in figure 4.1 illustrates the underframe mounted twin
pipe graduated release air brake system on main line coaches. The components
and their relative location is indicated in the schematic layout.

Figure 4.1 SCHEMATIC LAYOUT OF TWIN PIPE GRADUATED RELEASE AIR BRAKE
SYSTEM
Note: Pressure gauges are installe d only in guard’s brake van.
 AIR BRAKE HOSES

Brake Pipe & Feed Pipe Hoses. (See figure 4.2)

To maintain continuity throughout the length of train, the brake pipe (BP) and
feed pipe (FP) are fitted with flexible hoses. Each hose is provided with palm end
coupling. For easy identification, coupling heads are painted with green colour
for B.P and white colour for F.P. Also raised letters 'BP' and 'FP' are embossed
on coupling heads representing Brake Pipe and Feed Pipe respectively. Hose
couplings must be checked for leakage of air as per the test procedure given
below.

Figure 4.2 - AIR BRAKE HOSES.

Test Procedure (see figure 4.3).

For testing the hose coupling the steps given below should be followed:
 Use a dummy coupling head to block the outlet port of the hose
coupling.
 Connect to hose coupling under test to the end of flexible hose.
 Open isolating cock 1(a)
 Adjust pressure regulator (2) so that pressure gauge (6a) shows
10Kg. /cm2 air pressure.
 Immerse the hose coupling assembly completely in the tub of water.
 Open isolating cock (1b) and see that (6b) shows 10 Kg/cm2
pressure.
 Observe leakage, if any from all parts of the hose coupling.
 Close the isolating cock 1(b).
 Disconnect the hose coupling from test bed.
  If the leakage is observed through the coupling head, replace the
gasket and test again.
 If leakage persist even after change of gasket the coupling head is
unserviceable and complete assembly shall be rejected. However if
leakage occurs at the hose nipple or coupling end hose joint the
clamp should be attended/replaced to make the assembly leak proof.

6a Kg Cm
MR
6b Kg Cm CHARGING PRESSURE GAUGE 11/4” BSP

MAIN RESERVOIR ISOLATING COCK SOCKET TO

ISOLATING COCK PRESSURE REDUCER

COUPLE HOSE

COUPLING
6
1a 1b 1c NIPPLE END
2 4 FLEXIBLE HOSE

EXHAUST COCK HIGH PRESSURE

Figure 4.3 – TEST BENCH FOR HOSE COUPLING (10 KG/CM2 CAL)

CUT OFF ANGLE COCK (see figure 4.4)

Cut off angle cocks are provided both on brake pipe & feed pipe the cut off angle
cock consists of two parts viz. cap and body which are secured together by bolts.
The cap and the body together hold firmly the steel ball inside it, which seated is
on nitrile rubber seat. The ball has a special profile with the provision of a groove
at the bottom portion for venting the air to the atmosphere.

Figure 4.4 - CUT OFF ANGLE COCK

BRAKE CYLINDER (See figure 4.5)
On every coach fitted with air brake system two brake cylinders are provided for
actuating the brake rigging for the application and release of brakes. During
application of brakes the brake cylinder develops mechanical brake power by
outward movement of its piston assembly after receiving air pressure from
Auxiliary reservoir through the distributor valve. This is transmitted to the brake
shoes through a combination of levers. During release action of brakes the
compression spring provided in the brake cylinder brings back the rigging to its
original position. The cylinder body is made out of sheet metal or cast iron and
carries the mounting bracket, air inlet connection, ribs and flange. To the cylinder
body, a dome cover is fitted with the help of bolts and nuts. The dome cover
encloses the spring and the passage for the piston trunk, which is connected to the
piston by screws. The piston is of cast iron having a groove in which piston
packing is seated. Piston packing is of oil and abrasion resistant rubber material
and is snap fit to the piston head. The packing has self-lubricating characteristic
which ensures adequate lubrication over a long service period and extends seal
life considerably.

Figure 4.5 – BRAKE CYLINDER

DIRT COLLECTOR (See figure 4.7 & 4.8)
Salient features of Dirt Collector
Dirt Collector is placed in the brake pipe line and feed pipe line at a point from
where a branch is taken off to the distributor valve and the auxiliary reservoir.
The air entering into the dirt collector from the brake pipe and feed pipe is
guided through suitably shaped passages in the dirt collector body to produce
centrifugal flow. The air is then filtered through additional filter assembly
before it is passed to outlet on branch pipe side to provide dust proof air to the
distributor valve /auxiliary reservoir after arresting fine dust particles. The dirt
contained in the air descends down and gets deposited in the dirt chamber.
However, fine particles are also arrested in the filter assembly. The dust
particles accumulated in the dirt chamber are removed by opening the drain
plug. Rubber gasket is provided between the cover and housing to prevent
leakage. Similarly leather washer is provided between the housing and the drain
plug to prevent leakage.

Figure 4.7 - COMPONENTS OF DIRT COLLECTOR

Fig. 4.8- SECTIONAL VIEW OF DIRT COLLECTOR

AUXILIARY RESERVOIR (refer figure 4.10)
The auxiliary reservoir is a cylindrical vessel made of sheet metal. On both the
ends of the reservoir, flanges are provided for pipe connections. One end of the
auxiliary reservoir is connected to the brake pipe through the distributor valve.
Auxiliary reservoir is charged through the feed pipe to a pressure of 6kg/sq cm.
At the bottom of the auxiliary reservoir, a drain cock is provided for draining out
the condensate /moisture. The auxiliary reservoir should be overhauled in every
POH.

Figure 4.10 – AUXILIARY RESERVOIR.

GUARD'S EMERGENCY BRAKE VALVE (refer figure 4.11)

The guard’s emergency brake valve consists of a housing in which a ball is
housed. The ball has a through hole similar to the isolating cock. To the ball a
handle is fixed at the top. By operating the handle the ball can be rotated along
the vertical axis. When the hole in the ball gets aligned with the inlet and the
exhaust port the compressed air can pass through the valve. However, for
restricting the flow of air a choke of 5mm is fitted in the exhaust port for
controlling the rate of BP exhaust. The inlet port of the valve is connected to the
brake pipe. In case of an emergency, the guard moves the handle of the guard’s
emergency brake valve so that it is placed parallel to the inlet pipe. This action
causes the air from the brake pipe to be exhausted to the atmosphere through a
choke of 5 mm. The drop in pressure in the brake pipe can also be observed in
the air flow meter provided in the locomotive cabin and the driver applies the
brakes for stopping the train. The handle of the guard’s emergency brake valve
has to be reset manually to normal position before the brake pipe pressure is
recharged.
 Figure 4.11 – GUARD’S EMERGENCY BRAKE VALVE

SLACK ADJUSTER (see figure 4.12)

Slack adjuster (also known as brake regulator) is a device provided in the brake
rigging for automatic adjustment of clearance/slack between brake blocks and
wheel. It is fitted into the brake rigging as a part of mechanical pull rod. The
slack adjuster is double acting and rapid working i.e. it quickly adjusts too large
or too small clearance to a predetermined value known as `A’ dimension. The
slack adjuster maintains this `A’ dimension throughout its operation. The slack
adjuster, type IRSA-450 is used in passenger coaches, it is composed of the
following parts.

 Adjuster spindle with screw thread of quick pitches (non self-locking).

 Traction unit containing adjuster nut, adjuster tube and adjuster ear etc.
 Leader nut unit containing leader nut and barrel etc.
 Control rod with head.

Fully Automatic i.e. once initially set, no manual adjustment is further

necessary at any time during its operation.
Double-Acting i.e. The brake shoe clearance is adjusted to its correct value
both ways, either when it has become too large (owing to wear of the brake
shoes and wheels) or when it has become too small (e.g. owing to renewal of
`worn out brake blocks’).
Rapid working i.e. correct brake shoe clearance is automatically restored after
one or two applications of the brake.
 Figure 4.12 – SLACK ADJUSTER.

DISTRIBUTOR VALVE (Fig. 4.14)

Distributor valve is the most important functional component of the air brake
system and is also sometimes referred to as the heart of the air brake system.
The distributor valve senses drop and rise in brake pipe pressure for brake
application and release respectively. It is connected to the brake pipe through
branch pipe. Various other components connected to the distributor valve are
auxiliary reservoir, brake cylinders and control reservoir.
Function of Distributor Valve.

For application and release of brakes the brake pipe pressure has to be reduced
and increased respectively with the help of driver's brake valve. During these
operations the distributor valve mainly performs the following functions.
1. Charges the air brake system to regime pressure during normal running
condition.
2. Helps in graduated brake application, when pressure in brake pipe is
reduced in steps.
3. Helps in graduated brake release, when pressure in brake pipe is
increased in steps.
4. Quickly propagates reduction of pressure in brake pipe throughout the
length of the train by arranging additional air pressure reduction locally
inside the distributor valve.
5. Limits maximum brake cylinder pressure for full service application/
emergency application.
6. Controls the time for brake application and brake release depending on
service conditions
7. Facilitates complete discharge of air from the air brake system manually
with the help of operating lever.
 8. Protects overcharging of control reservoir when the brake pipe pressure is
quickly increased for releasing the brakes.

Fig. 4.14 DISTRIBUTOR VALVE.

KE DISTRIBUTOR VALVE
Operation of KE Distributor Valve
For effective functioning of the air brake system the KEGisl distributor valve
has to operate effectively during
- Charging stage
- Application stage and
- Release stage.
Charging Stage (see figure 4.16)
During this stage the compressed air flows from the driver's brake valve into the
brake pipe which charges the control reservoir, bottom cover chamber and
auxiliary reservoir. In twin pipe air brake system the auxiliary reservoir is also
charged through the feed pipe from the rear end.
Charging of control reservoir
During charging the compressed air flows from brake pipe, dirt collector,
isolating valve and through choke to brake pipe chamber above the large piston
and to the 'A' controller. Due to brake pipe pressure acting on top of the large
piston, the three pressure valve is pushed down and port gets closed by the large
diaphragm. From the bottom cover chamber the air enters the control reservoir.
When the BP pressure above the large diaphragm gets equal to control reservoir
pressure (at bottom cover chamber) the large piston diaphragm gets lifted up
and opens port 2b.
Charging of Auxiliary Reservoir.
For charging the auxiliary reservoir air from BP passes from dirt collector to the
'R' charger via the isolating valve. Air entering the 'R' charger passes through
the intermediate piece and opens the sealing flap. Therefrom air enters the
auxiliary reservoir and charges it to 5 kg/cm2. Simultaneously the auxiliary
reservoir is charged by the feed pipe through dirt collector, isolating cock and
check valve with choke to 6kg/cm2 from the rear end.

Figure 4.16 - KE DISTRIBUTOR VALVE (CHARGING STAGE)

PASSENGER EMERGENCY ALARM SYSTEM
 Passenger emergency alarm system consists of two components:
 Passenger Emergency Alarm Signal Device (PEASD).
 Passenger Emergency Alarm Valve (PEAV).

These two components in combination give an indication to the driver that some
passenger is in need to stop the train. The indication is transmitted from the
coach when the passenger pulls the chain
PASSENGER EMERGENCY ALARM SIGNAL DEVICE (refer figure
4.18)
Passenger Emergency Alarm Signal Device (PEASD) is a manually operated
pilot vent valve. It is operated through mechanical force exerted by pulling the
alarm chain provided inside the coaches for emergency use The passenger
emergency alarm signal device does not need any maintenance during normal
service except when it is found damaged or is due for periodic overhauling.

Figure 4.18
RAKE TEST
The Air Brake system of the rake, that are brought at primary/ secondary
maintenance depot, on every round trip should be tested by using a ‘Test Rig’ or
with a locomotive. The test rig is as shown in figure 1.
The different activities/tests that are performed on the air brake assemblies of
the rake are as follows:
 Carry out Visual Examination.
 Prepare set up (Rig) for rake Test.
 Leakage, Service Application and Release Test.

Figure 1: Rake Test Rig

LEAKAGE, SERVICE APPLICATION AND RELEASE TEST
 Cut off the supply of compressed air by closing cock (2) and (5) of the
test rig. or cut off the supply of compressed air by operating DBV and the
isolating cock charging brake pipe and feed pipe (if test is being
conducted with the locomotive)
 If tested through the locomotive, excessive leakage will be indicated in
the drivers air flow indicator installed in the locomotive.
 Watch the drop in pressure due to leakage in the pressure gauges of the
guard van or the pressure gauge attached, for 3 minutes and record the
drop in pressure.
 Drop in pressure of more than 0.2 kg/cm2 per minute, indicates that there
is leakage in the system.
 Examine the coaches using soap water and listening for hissing sound.
 Identify the leakage and take necessary remedial measures.
 Charge the Air Brake System to the required air pressure through the test
rig again.
 Open the isolating cock for brake pipe and feed pipe of the test rig and
make a full service application of brakes by reducing the brake pipe
pressure by 1.5 kg/cm2.Or in the case of locomotive charge the brake
pipe with 5 kg/cm2 pressure by placing DBV at releasing and running
position. Then open the cock charging the feed pipe at 6.0 kg/cm2. Make
a full service application of brakes by DBV.
 Check the piston strokes of brake cylinders of all the coaches of the rake.
The piston should be in applied position.
 Record the piston stroke.
 Release the brakes by charging the brake pipe to 5 kg/cm2.
 The pistons of all the brake cylinders should come to release position
 Identify and rectify the defects by repairing or replacing of defective
assembly.
 Close the angle cock (2) and (5) of the test rig.
 Detach the brake pipe and feed pipe hose coupling connected to the test
rig.
 Observe the required safety precautions.
 SINGLE CAR TEST
Single Car Test’ is performed on a coach to ensure proper functioning of Air
Brake System. It is generally performed on the sick coach that are attended on the
sick line or on the coaches that are subjected to primary maintenance schedule
‘C’. Single car test is also carried out after Periodic Overhauling and after every
change of distributor valve in the workshop. A photograph of a single car test rig
coupled to a coach is shown in Figure 1.

Fig-SINGLE CAR TEST

The different tests performed during single car test of a coach:-

Test1: Leakage Test.
Test2: Sensitivity and Insensitivity Test.
Test3: Brake Application and Release Test.
Test4: Graduated Application and Release Test.
Test5: Emergency Brake Application Test.
Test6: Passenger Emergency Valve Test.
Test7: Guard’s Emergency valve Test
Test8: Check and adjust Slack Adjuster

TOOLS & EQUIPMENTS

 Single Car Test Rig.
 Spanners 10mm, 12mm
 CONCEPT
Single Car Test is performed, by using a portable device called ‘Single Car Test
Rig’. This test rig provides all facilities like that of a driver’s brake valve. The
source of compressed air for test rig is through a compressor installed in sick lines
for conducting various tests without the need of a locomotive. A schematic layout
of ‘Single Car Test Rig’ is shown in figure 2.
i) Place the coach on the pit line for single car test.
ii) Arrange the single car test rig device near the coach.
iii) Ensure adequate air supply so that steady pressure of 7.5 kg/cm2 is
maintained at the inlet of single car test device.
iv) Close isolating cock of the distributor valve and the pipe connected
between the compressor and Single Car Test Device (SCTD).
v) Open cut off angle cocks of both BP and FP on both ends of the coach.
vi) Connect the near end of coach under test, to the test rig by connecting
both brake pipe (BP) and feed pipe (FP) through coupling heads.
vii) Open isolating cock (2) and (5) of the test rig that are connected to
feed pipe and brake pipe of the coach. Open isolating cock (15) also.
viii) Blow air into both BP and FP to scavenge the pipes.
ix) Open dirt chamber of the Dirt Collector and clean the accumulated
dirt and moisture, after cutting off air supply. Re-assemble the dirt

collector.
TESTS
Test1: Leakage Test
 Close cock (5) of the test rig and record the drop in BP pressure for 3
minutes. The drop should not exceed 0.2 kg/cm2 in one minute.
 Close FP cock (2) and record the drop. It should not exceed 0.2 kg/cm2 in
one minute.
 Joints/connections to sub-assemblies. It should be tested with soap water
for ascertaining leakage. Any leakage found should be rectified
Test2: Sensitivity and Insensitivity Test
 Open cocks (2), (5) and (11) of the test rig, to fully charge the system
including the reservoir.
 Close cock (5) and open cock (9) to reduce the air pressure in the BP
choke at the rate of 0.6 kg/cm2 in 6 seconds.
 Check sensitivity by recording the time within which brakes get applied.
 Close cock (9), after the test.
 Open cock (5) and charge the air brake system till brakes are released
 Close cock (5) and now open cock (10) to reduce the air pressure in the
BP choke at the rate of 0.3 kg/cm2
 Check the insensitivity by recording the time within which the brakes do
not apply.
 Close cock (10) and (11) of the test rig, after the test.
Test3: Brake Application and Release Test
 Open cocks (2) and (5) of the test rig, and charge the system for 5
minutes.
 Keep brake application to full service position by driver’s brake valve on
the test rig.
 Record the Brake Cylinder (BC) filling time for BC pressure rising from
0 to 3.6 kg/cm2. The filling time should be between 3 to 5 seconds.
 Record the maximum BC pressure when it get stabilized, which should be
3.8 +/-0.1 kg/cm2.
  Record the BC piston stroke and check that brake blocks are binding on
wheels. Piston stroke should be between 85 to 130 mm.
 Release the brakes through driver’s brake valve by charging the BP to
5kg/cm2, after conducting the test.
 Record the draining time of both the cylinders for BC pressure dropping
from 3.8 to 0.4 kg/cm2. This should be between 15 to 20 seconds. The
piston should reach initial position and brake blocks should get released
fully.
Test4: Graduated Application and Release Test
 Charge the brake pipe and feed pipe at 5 kg/cm2 and 6 kg/cm2
respectively.
 Apply brake in steps by driver’s brake valve handle and record the Brake
Pipe Pressure (BP) and the Brake Cylinder (BC) pressure.
 BC pressure should rise in steps and BP pressure should decrease in
steps.
 Release the brakes in steps by driver’s brake valve handle and record the
BP and BC pressure
Test5: Emergency Brake Application and Release Test
 Charge fully the Air Brake system of the coach by opening cock (5) of
the test rig.
 Open cock (8) for emergency application.
 Record the Brake Cylinder (BC) pressure and check for any leakage in
BC for 5 minutes.
 Pull the manual release handle for a short time (about 10 seconds).
 Check BC pressure drops to zero.
 Close cock (8) and open cock (5) of the test rig, after the test is over.
Test6: Passenger Emergency Valve Test
 Open cock (5) and (2) of the test rig and charge the brake pipe and feed
pipe at 5 kg/cm2 and 6 kg/cm2 respectively.
 Pull the alarm chain from inside the coach.
 Observe alarm disc rotates situated on the end wall.
 Observe air exhaust with hissing sound from (pilot valve) PEASD and
PEAV that are connected to the Brake Pipe (BP).
 Observe partial brake gets applied.
  Observe that the Micro/limit switch operates and indication lamp on the
coach glows.
 Observe the drop in brake pipe pressure on the test rig.
 Reset the alarm signal disc with the help of resetting key or with the fixed
key.
 Hissing sound should stop and brakes should get released.
Test7: Guard’s Emergency Van Valve Test
 Open cock (5) and (2) of the test rig and charge the brake pipe and feed
pipe at 5 kg/cm2 and 6 kg/cm2 respectively.
 Close cock (5) and then operate guard’s Valve handle.
 Observe the air from Brake Pipe (BP), exhausts with hissing sound and
the brakes in the guard van gets applied depending on exhaust of air.
 Reset the handle and observe the exhaust of air stops.
 Observe and note the drop in BP pressures on test rig.
 Observe simultaneous drop of BP and FP pressure gauges provided in
guard’s Van.
 Close the Guard’s van valve.
 Observe standard safety precautions
Test8: Check and Adjust Slack Adjuster
a) Control Dimension ‘A’ for slack Adjuster

Slack adjuster is a device for automatic adjustment of the clearances between

the wheel and the brake blocks. It quickly adjusts to; too large or too small
clearances to the pre-determined value- dimension ‘A’ during application and
release of brake.
Procedure

 Ensure the air brake is in fully released condition and the brake rigging is
in proper condition.
 Apply brake three to four times to ease the rigging, by dropping the air
pressure in the brake pipe.
 Ensure once again the brake rigging in full release condition.
  Set the dimension ‘A’ between the control rod head and the barrel head to
16 + 2/-0 mm for 13t bogies and 22 +2/-0 mm for 16.25 bogies.
 Remove pin securing the control rod in the ‘U’ bracket.

b) Dimension ‘e’ of Slack Adjuster.

The dimension ‘e’ which is 375 +/-25mm represents the capacity available for
adjustment and will decrease as wear takes place at the brake shoes , wheels and
pin joints. The maximum value of dimension ‘e’ should be within the permissible
limits for each value when
 All brake shoes are new.
 All pin joints have new pins and bushes.
 All wheels are new.
 Adjust the length of one of the pull rods and piston stroke is checked
again, if dimension ‘e’ is not within permissible limits.
 BOGIES

GENERAL

The main constructional and design features of the ICF/RCF all-coil bogies,
used on mainline BG coaches are briefly described in the following paragraphs.
Leading Parameters of ICF bogie are as under
ALL-COIL ICF BOGIE
The bogies being currently manufactured by ICF/RCF which have been accepted
as standards of the Indian Railways and are of an all welded light weight
construction. Axles are located on the bogie by telescopic dash pot and axle guide
assemblies. Helical coil springs are used in both the primary and the secondary
stages. The axle guide device provides viscous damping across primary springs
while hydraulic dampers are provided across the secondary stage. Dampers are
protected against misalignment by resilient fittings. Isolation of vibration is
effected by rubber pads in primary and secondary suspension
Deflection due to the tare weight is almost equally divided between axles and
bolster springs. Weight of coach body is transferred to its bogie by side bearers
pitched 1600 mm apart. Side-bearers consist of lubricated metal slides immersed
in oil baths. No vertical weight transfer is effected through bogie pivot and the
pivot acts merely as a center of rotation and serves to transmit tractive/braking
forces only.

BOGIE ASSEMBLY

The bogie frame and components are of all-welded light construction with a
wheel base of 2.896 metre. The wheel sets are provided with self-aligning
spherical roller bearings mounted in cast steel axle box housings. Helical coil
springs are used in both primary and secondary suspension. The weight of the
coach is transferred through side bearers on the bogie bolsters. The ends of the
bogie bolsters rest on the bolster helical springs placed over the lower spring
beam suspended from the bogie frame by the inclined swing links at an angle 70.
Hydraulic shock absorbers and dash pots are provided in the secondary and
primary suspensions respectively to damp vertical oscillations.

AXLE BOX GUIDE WITH DASH POT ARRANGEMENT

Axle box guides are of cylindrical type welded to the bottom flanges of the bogie
side frame with close dimensional accuracy. These guides together with lower
spring seats located over the axle box wings, house the axle box springs and also
serve as shock absorbers. These guides are fitted with guide caps having nine
holes of diameter 5 mm equidistant through which oil in the lower spring seat
passes under. Pressure during dynamic oscillation of coach and provide necessary
damping to primary suspension to enhance better riding quality of coach. This
type of rigid axle box guide arrangement eliminates any longitudinal or transverse
relative movement between the axles and the bogie frame.

AIR VENT SCREWS

On the bogie side frames, directly above the dash-pots, tapped holes are provided
for replenishing oil in the dash pots. Special screws with copper asbestos washers
are screwed on the tapped hole to make it air tight.

BOGIE BOLSTER SUSPENSION

The bolster rests on the bolster coil springs - two at each end, located on the lower
spring beam which is suspended from the bogie side frame by means of bolster-
spring-suspension (BSS) hangers on either side. The two anchor links diagonally
positioned are provided with silent block bushes. The links prevent any relative
movement between the bogie frame and coach body.

SPRINGS
In ICF bogie, helical springs are used in both primary and secondary suspension.
The springs are manufactured from peeled and Centre less ground bar of chrome
vanadium/chrome molybdenum steel.

CENTRE PIVOT ARRANGEMENT

The center pivot pin joins the body with the bogie and transmits the tractive and
braking forces on the bogies. It does not transmit any vertical load. It is equipped
with rubber silent block bushes which tend to centralize the bogies with respect
to the body and, to some extent, control and damp the angular oscillations of the
bogies.

SIDE BEARERS
The side bearer arrangement consists of a machined steel wearing plate immersed
in an oil bath and a floating bronze-wearing piece with a spherical top surface
kept in it, on both sides of the bogie bolster. The coach body rests on the top
spherical surface of these bronze-wearing pieces through the corresponding
attachments on the bottom of the body-bolster. The whole arrangement is
provided with a cover to prevent entry of dust in the oil sump.

ANCHOR LINKS
The floating bogie bolster which supports the coach body is held in position
longitudinally by the anchor links which are pinned to the bolster sides and the
bogie Transoms. One anchor link is provided on each side of the bolster
diagonally across. The links can swivel universally to permit the bolster to rise
and fall and sway side wards. They are designed to take the tractive and braking
forces. The anchor links are fitted with silent block bushes.

SILENT BLOCK

This is a synthetic rubber bush fitted in anchor link and center pivot of ICF bogies
to transmit force without shock and reduce noise.

BRAKE RIGGING

Brake rigging is provided to control the speed of the coach by transferring the
braking force from the brake cylinder to the wheel tread. Brake rigging can be
divided into two groups i.e. Bogie mounted brake rigging and coach under frame
mounted brake rigging.
COACH UNDER FRAME MOUNTED BRAKE RIGGING
The brake rigging is as per figure 3.6. In 16.25 t axle load bogie the four lever
used in bogie brake rigging are each with lever ratio of 1:1.376 and hence the
total Mechanical advantage in a bogie is 5.504.

Figure 3.6 COACH UNDER FRAME BRAKE RIGGING

 ROLLING GEAR

WHEEL AND AXLE

INTRODUCTION
The movement of rolling stock on the track is possible only with the help of
wheels. The complete wheel set is shown in the figure 10.1 with the assembly
components. These assembly components are described in detail in the
following pages.

COMPONENTS OF A WHEEL SET

A wheel set is an assembly mainly of two components:

 Wheel discs(solid) on both sides of the axle

 An axle to hold these wheel discs in position

WHEEL DISC SOLID.

 The solid wheel disc is manufactured as per IRS Specification No. R -
19/ 93 Pt. II and drawing no. W/WL/1660 (see figure 10.2).

AXLES
 An axle is a component of a wheel set to hold the wheel discs in
position. The axle box is also mounted on the journal of the axle (See
figure 10.3 for Axle)
 + 2
130 1600 -1 130

913 152 145 178 172 145 130

915
Ø Ø Ø Ø Ø Ø Ø Ø

Figure 10.1 WHEEL AND AXLE COMPLETE

BOGIE MOUNTED AIR BRAKE SYSTEM

GENERAL
In order to overcome the problems of slack adjuster failure as well as problems
associated with cast iron brake blocks, a design of brake system incorporating
8" size two cylinders on each bogie along with ‘K’ type high friction composite
brake blocks has been introduced.
DESIGN FEATURES OF THE SYSTEM
This type of system is exactly similar to the standard air brake system except for
the following.
 External slack adjuster is removed/ eliminated.
 Four cylinder of 8" size is provided for each coach in place of two
cylinders of 14" in standard air brake system. These cylinders have
built in single acting slack adjuster for taking the slack created
between wheel and brake block on account of wheel / brake block
wear. Mounting of cylinders is done on either side of the bogie frame
 in between central longitudinal members connecting the bogie
transom to the headstocks. Each cylinder controls the braking on one
wheel set. Each cylinder has a piston take up stroke of 32 mm and
adjustment capacity of 305 mm (Ref. Drg. RDSO Sk- 81057)
 High friction composite brake blocks of ‘K’ type have been used.
 Bogie brake rigging has been modified to incorporate a total
mechanical advantage of 7.644 per bogie for non-AC coaches and
8.40 per bogie for AC coaches.
 Curved profile pull rods have been used to interconnect levers
controlling braking one wheel set. These pull rods provided with one
additional hole for the adjustment of slack between wheel and block
after specified amount of wear.

COMPOSITE BRAKE BLOCK

General
Low friction composite brake blocks have the following benefits:
 Reduced braking distance due to uniform co-efficient of friction.
 Reduced weight
 Reduction in the replacement of brake blocks Vis a Vis cast iron due to
higher wear life in train operation.
 Reduced wear and tear of brake rigging.
 Reduced noise during braking.
CHARACTERISTICS OF COMPOSITION BRAKE BLOCKS
Composition of material
The composition of material constituting the brake blocks must be chosen to give
the best balance between:
 The braking characteristics
 The wear and service life of blocks
 Wear on the running surface of the wheels
 The effect on adhesion between the rail and wheel.
REQUIREMENT CONCERNING FRICTION

 The average coefficient of friction is 0.25.

 As far as possible the coefficient of friction must be independent of the
initial braking speed, the state of bedding-in of the brake block, the specific
pressure also the temperature and atmospheric conditions.
 Maintenanc e Manual for BG ICF Coaches
Chapter 6, Page 2 of 14

+0
685 -10

305 MAX. SLACK TAKE UP. 679

ADJUSTER IS TO BE RESETBY
%%p0.5 4-FIXING
REWINDING THE ADJUSTING TUBE. 95 MAX.
HOLES %%C21
127

STROKE

95 MAX. (MUSTBE
IN A STRAIGHT
STROKE
%%p0.5

WORKING STROKE,32mm FOR SELF LINE)

* GENERATING MAIN LINE COACHES,
281 22 117.5
60mm FOR BG EMU COACHES.
*

127
A
130

= =

%%p0.5
204

127
LEVERS MUSTBE
RELEASE POSITION AFTER ARRANGED SUCH THAT
25

POSITION A FOR MAIN LINE SELF FULL 305 TAKE-UP THE CROSSHEAD IS
HAND BRAKE TRUNNION
GENERATING AND BG EMU TRAILOR HELD WITH IN 1.5mm
COACHES OF THIS AXIS.

POSITION
INITIAL RELEASE
2 Nos.AIR INLETPIPE CONNECTION,
ONE CONNECTION IS TO BE MADE
DUMMY BY PLUGGING.

400

MOVEMENTTO BE ALLOWED FOR

365
B
MAX. WORKING MOVEMENT
%%p0.5

MAX.
31
204

MAX.
47

. .
=

MAX.
47

MAX.
31

RESETTING LATCH

Bogie Mounted Air Brake System

LEVERS MUSTBE ARRANGED
SO THATTHE PATH OF THE
POSITION B FOR EMU MOTOR COACHES CROSSHEAD CENTRE LIES
BETWEEN THESE LINES. %%UNOTE:-
1. TO MANUFACTURE BOGIE MOUNTED BRAKE CYLINDER FOR
MAIN LINE COACHES, REFER RDSO SK-81200 AND THE
BILL OF MATERIAL FOR DIFFERENTCOMPONENTS.
FIGURE 6.1

SUPERSEDED BY: INDIAN RAILWAY STANDARDS

11/2K SK-81200
5 - CD/8/2K DRAWING REVISED

1. DIMENSION 101.6mm CHANGED TO 102. ASSEMBLY DRAWINGS SUPERSEDES: EMU STOCK & SELF GENERATING
4 - CD/4/2K 2. DIM. 117.47mm CHANGED TO 117.5 . %%p0.5
4/2K REFERENCE:- SCALE P MAIN LINE COACHES
3. FIXING HOLE DIA. CHANGED TO 21mm.
C 203.2 mm x 95.25 mm (8"X 3 3/4")
3 - CD/21/99 NOTE 2 ADDED. 12/99
D SK.SRIVASTAVA
BRAKE CYLINDER WITH
TOLERANCE + 0/-10mm ADDED T
2 - CD/7/99 2/99
ON DIMENSION 685.
J.S. SLACK ADJUSTER
1 - CD/35/98 NOTE 1 ADDED & TITLE CHANGED 12/88 FLOPPY No. :-
R. D . S . O.
GROUP 1 2

ALT. ITEM AUTHY. DESCRIPTION DATE B.G. (C)

3 4 5
SKETCH-81057

Fig-BOGIE MOUNTED AIR BRAKE SYSTEM.

 CONCLUSION

This is only a brief explanation of the air brake system. Our goal is to help you
have a basic understanding of the air brake system.

In a future article, we’ll discuss problems that you may encounter with your air
brake systems, how to troubleshoot them and avoid them.

Gone through rigorous 4 Weeks training under the guidance of capable engineers
and workers of N.F. Railway Mechanical Workshop, Dibrugarh “AIR BRAKE
SYSTEM” headed by Senior Engineer of department Mr. UTPAL SHARMA
situated in Dibrugarh, (Assam).

The training was specified under the Air Brake Department. Working under the
department I came to know about the basic grinding, scaling and machining
processes which was shown on heavy to medium machines. Duty lathes were
planted in the same line where the specified work was undertaken.

The training brought to my knowledge the various machining and fabrication

processes and other parts of the Air Brake System.