BRAKE SYSTEM

(IRAB)

BY:
CI- Fuel
IRIMEE/JMP
 TYPES
TYPE LOCO TRAIN DESIGNED FITTED IN
BRAKE BRAKE BY

28 LV1 AIR VACUUM WABCO WDM2, YDM4,

WDS5, WDS6

28 LAV1 AIR AIR & VACUUM WABCO WDM2A,

WDM2C, WDP2,
WDG2, WDP1

KNORR AIR VACUUM M/s KNORR

BREMSE,
WDM3, WDS4,
ZDM3, WDS3
GERMANY

IRAB AIR AIR RDSO WDM2C, WDP2,

WDG2, WDM3C

CCB AIR AIR KNOR BREMSE WDG4, WDP4

 SUB SYSTEM

• Independent Brake System

• Brake Pipe System
• Proportionate Brake System
• Feed Pipe System
 SALIENT FEATURES OF IRAB BRAKE SYSTEM

1. The loco brakes can be applied with any desired pressure

independently...
2. All air brake valves have self lapping arrangements.

3. Loco brake can be applied by automatic brake valve (A9)

4. Shortest braking distance is possible during emergency

brake application.
5. Suitable for MU operation.

6. Emergency brake application is possible from any loco

coupled together.
 VALVES USED & THEIR FUNCTION
SL. DESCRIPTION PURPOSE
1. A9. Automatic Valve Brake application for
Loco as well as formations.
2. SA 9 Ind. Brake Valve Brake Application for Loco alone
3. MU – 2B M.U. Operation.
4. F 1 – Selector M. U. Operation
5. C2 W. or AddlC2Valve Feeding B. P. Pressure to the
formation
6. 24 A. Double Check This will allow only one
Valvce operation at a time.
7. C3W. Distributor Valve Proportionate Brake application
during A9 application.
8. C2. Relay Valve For Locomotive Brake.

9. 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 Pilot air to C2. – Relay is Limiting

Valve to 2.5 kg / Cm2

13. M. R. Safety Valve When M. R. Pressure goes

(Main Reservoir) beyond 10.5 kg This valve will
function.
14. Duplex Check Valve It will not allow MR equalising pipe
Set at 5 kg / Cm2 Air to return back to MR

15. D 24 – Feed Valve To maintain Feed pipe Pr at 6 kg /

Cm2.
 ADVANTAGES OF AIR BR. OVER
VAC BR.
• Easy to maintain
• Lesser weight
• Maint cost low (about I/5th of vac br. Stock)
• Pre departure delays less (about 50 to 60 secs vs 4 mins for vac. Br.)
• Possibility of longer train formation (about 2000 mtrs without Pr. drop in
br.van) vs ( max. 600 mtrs long for vac train due to vac drop > 30% at br.
van)
• Brake power drop is negligible in every 400 kms for air brake train
(significant in case of vac br. Stock)
• No brake fade in down grades due to inherent inexhaustibility ( in vac br
stock it is significant and require additional loco in down grades)
• Braking distance is quite low (about 550 to 870 m at 75 kmph) vs In
vacuum br. stock it is quite long (about 1150 to 1780 mtrs at 75 kmph)
• Percentage ineffectiveness is 10 times lesser than vacuum brake stock
INDEPENDENT BRAKE SYSTEM
BRAKE APPLICATION

30 MU2B
SA 9
2 20
20
DOUBLE Brake application
CHECK through A9
VALVE

2 C2 RELAY
VALVE
1 Brake Cylinder
3

MR LINE
INDEPENDENT BRAKE RELEASE

30 MU2B
SA 9
2 20
20
DOUBLE Brake application
CHECK through A9
VALVE

2 C2 RELAY
VALVE
1
Brake Cylinder
3

MR LINE
INDEPENDENT BRAKE SYSTEM LAYOUT

MR BC
BC MR GAUGE GAUGE
GAUGE GAUGE

SA 9Slide M U2B SA9

23
20 2
30
30
20
DCV
20 FROM F1
A9 30 SELECTOR
14 VALVE

1 C 2 RELAY
3
VALVE
EXH
2
BC EQ. PIPE

BC . PIPE

J- MR 2
FI L
TE
R
 BRAKE PIPE CHARGING (IRAB)
Ex

MU2B
5 3 13
A91
30
MR
Airflow Res
Indicator
2 C2W
Choke 5.5 mm
MR
1
Airflow
3 Ex
measuring
valve

Brake pipe
 BRAKE PIPE CHARGING (IRAB)
Ex

MU2B
5 3 13
A91
30
MR
Airflow Res
Indicator
2 C2W
Choke 5.5 mm
MR
1
Airflow
3 Ex
measuring
valve

Brake pipe
 BRAKE PIPE CHARGING (IRAB)
Ex

MU2B
5 3 13
A91 2 way
Res Choke
magnet
30 valve

MR Over charging
Airflow Res
Indicator
2 C2W
Choke 5.5 mm
MR
1
Airflow
3 Ex
measuring
valve

Brake pipe
 BRAKE PIPE CHARGING (IRAB)
Ex

MU2B
5 3 13
A91 2 way
Res Choke
magnet
30 valve

MR Over charging
Airflow Res
Indicator
2 C2W
Choke 5.5 mm
MR
2 way 1
Airflow magnet
3 Ex
measuring valve
valve
Quick charging

Brake pipe
 BRAKE PIPE CHARGING (IRAB)
Ex

MU2B
5 3 13
A91 2 way
Res Choke
magnet
30 valve

MR Over charging
Airflow Res
Indicator
2 C2WSlide 23
Choke 5.5 mm
MR
PATB 2 way 1
Pressure Switch
AirflowSlide 13 magnet
3 Ex
measuring valve
picks up 4 Kg/cm2
valve
drop out 3.5 Kg/cm2
Quick charging
PCS
Pressure switch
Drops out 2.8 Kg/cm2
picks up at 4.0 Kg/cm2

Brake pipe
 CO-ORDINATED BRAKING
APPLICATION

MR
CR
Limiting 3 Way F1
valve set Magnet Selector
to 2.5 Kg/cm2 valve
C3W
MR 4
BC
Ex Ex 16
Isolating To C2 relay
cock for loco brake

Brake pipe
 BRAKE RELEASE DURING
DYNAMIC BRAKING

MR
CR
Limiting 3 Way F1
valve set Magnet Selector
to 2.5 Kg/cm2 valve
C3W
MR 4
BC
Ex Ex 16
Isolating To C2 relay
cock for loco brake

Brake pipe
 CO-ORDINATED BRAKING
RELEASING

MR
CR
Limiting 3 Way F1
valve set Magnet Selector
to 2.5 Kg/cm2 valve
C3W
MR 4
BC
Ex Ex 16
Isolating To C2 relay
cock for loco brake

Brake pipe
 FEED PIPE CHARGING

MR Safety valve

J Filter
Main Reservoir 1

Control reservoir, auxiliaries etc.

Main Reservoir 2

Check valve Duplex check valve

5 Kg/cm2
To MR Equalizing pipe
J Filter
To Brake system
Feed valve
6 Kg/cm2

FEED PIPE ( 6 Kg/cm2)

 DEVELOPMENT OF AIR BRAKE SYSTEM
IRAB-1
• Discreet brake valves are spread all over loco
• Control of pressure through pneumatic valves
BIPLATE
PANNEL • Printed circuit board concept consisting of
two plates with milled passage for air flow
and valves fitted on plates with connections to
milled passages working as pipe lines.
TRI-PLATE • Control of pressure through pneumatic valves
PANNEL
MOUNTED
• Printed circuit board concept for pipe
connection involving three plates for
enhanced strength eliminating the drawbacks
of biplate panel.
COMPUTER • Control of pressure through pneumatic valves
CONTROLLED BRAKE
• Control of pressure through electronic logic
• Minimum number of pneumatic valves.
 Preparation for Testing of Brake system

• Ensure all angle cock and end cocks are closed

• Check MR for last testing
• Open MR drain cock to drain codensate
• Close all drain cocks.
• Check all sanders and fill sand as per specification
• Check brake valves handle movement
• Apply hand brake and check gripping of wheel
treads
• Check brake rigging pins ,hangers and rods
 Testing of Brake system
System Pressure:
• MR Pressure: 10±.1 kg/kg/cm2
• Aux Pressure: 6 ±..1 kg/cm2
• Limiting valve pressure(BC): 3.5 kg/cm2
• BP pressure: 5 kg/cm2
• FP pressure: 6 kg/cm2
 System Efficiency Test
• MR charging time from 0- 10 kg/cm2 at idle: 3 min (6 CD 3 UC &
Compressor)
• Air Governor setting 8.0 (cut in) to 10.0 kg/cm2(cut out)

• Loading time from 8 to10 kg/cm2 at idle: 35 secs (6 CD 3 UC &Compressor)

• Un loading time-3 min
•MR safety valve setting - Start blowing at 10.5 kg/cm2,closeing at 9.5 to 9.8 kg/cm2

•ADC opening time – a)In loading cycle 01sec. b)In UL cycle 8-9 sec.
•MR leakage (with A9 in emergency): 0.5 kg/cm2 /3 min
• MR leakage (with Ind Br on): 0.6 kg/cm2 /3 min
•BP leakage: 0.7 kg/cm2 /5 min
•BP orifice test with 7.5 mm choke to know the brake system capacity.
 Independent Brake valve
(SA9)Test
• BC build up to 3.2 kg/cm2 - 4 to 6 secs
• Maximum BC pressure 3.5 kg/cm2
• Time for BC to drop to 0.4kg/cm2 – 20-25
secs
• Limiting valve pressure – 1.8 kg/cm2
• Test brake system capacity applying 7.5
mm
• Check for working of F1 selector valve
- Sanders
-Horns
 Auto Br valve (A9)Test
Full service application/ release:
• BP Pressure on FS application: 3.5 ± 0.1 kg/cm2
• Time for BP to drop : 3 to 5 secs

• Time for BC to attain 3.5 kg/cm2: G/25 -30 secs, P/ 7- 10 secs

• Time for BP to charge (Loco): 2 to 4 secs
• Time for BP to charge (train with 59 wagons): 3 min
• Time for BC to drop from max to 0.4 kg/ cm2: G/40 - 50 secs, P/ 15-20 secs
Emergency application / Release:
•Time for BP to drop to 0: 1 to 2 secs .
• Time for BC to attain 1.8 kg/ cm2 – 8-10 secs.

• BP charging time after emergency application: 4 to 7 secs

 SA 9 VALVE
It sends pilot air to C2 relay
valve to charge BC application
and release of loco brake
independently. Its handle has
three distinct positions.
1. Application
2. Release
3. Quick release – In IRAB,
this position is not active.
The output pressure is zero
at release position and the
pressure is max (3.5 Kg / Cm2)
at application position.
SECTIONAL VIEW OF SA 9 VALVE
 A 9 VALVE
Its duty is to send pilot air for
charging/ exhausting B.P. pressure
through C2W relay valve for releasing
and application of loco and formation
brake.
It has 5 distinct positions.
1. Release (BP= 5 Kg/cm2)
2. Minimum release (BP = 4.5 to
4.7 Kg/cm2,
BC = 0.5 to 0.7 Kg/cm2)
3. Full service (BP = 4.0 Kg/cm2,
BC = 1.8 Kg/cm2)
4. Over reduction (BP = 2.5
Kg/cm2, BC = 1.8 Kg/cm2)
5. Emergency (BP = 0 Kg/cm2,
BC = 1.8 Kg/cm2)
A 9 VALVE
 C2 RELAY VALVE

•It is a high capacity relay air

valve.
•It gets pilot air from SA9/ A9
and supply MR air to the brake
cylinders at a pressure equal to
the pilot air pressure at a higher
rate.
• It applies and releases the
brake.
C2 RELAY VALVE
 C2 W – Relay VALVE

- Similar to C2 relay valve with some additional features

-Having an additional diaphragm and pusher pin above the
main diaphragm.
-Increases the pressure setting for the main diaphragm with
the same pilot air from A9.
- Outlet pressure not more than 5.4 Kg/Cm2.
- Having overcharging function.
- Helps to release the brake binding.
 MU2B VALVE

• Manually operated change over valve.

•Makes the system to be controlled from the same unit or the leading
unit.
•Isolates the drivers control for application and release of brakes in
trailing loco.
•The knob of this valve has 2 positions. 1. Lead 2. Trail or Dead.
•Ports and their connections are changed as under:
Lead 2,20 3,13 63,53 60 – Exhaust
Trail or Dead -- -- 63 – 30
53 - Exhaust
 F1 SELECTOR
• Change over valve with 2 positions:
1. Lead
2. Trail or dead.
• Position is changed automatically according to the
position of MU2B valve.
• Port 30 from MU2B is piped to this valve.
• No pressure in this port F1 selector will assume,
lead position.
•Air pressure is supplied from the port, F1 selector
will assume Trail or dead position.
• In co-ordination with MU2B, this valve makes
the system to operate as a lead unit or trail unit.
•This valve also has many ports and the connections
are given below.
• Lead 4-16 30 – 14
• Trail or dead 14-16-20
 D1 – EMERGENCY VALVE
•Flap valve with suitable lever.
• Connected directly with the Brake pipe.
•If opened, BP drops to Zero at the faster rate
and thus brake application is made very fast
with maximum braking effort and minimum
braking distance.
•In case of emergency, assistant driver can
operate independently.
•if normal application of brakes is not
possible , it can be used to stop the train.
D1. PILOT AIR VALVE CUM BRAKE ISOLATING VALVE

•An electrically operated solenoid

valve.
•Whenever Dynamic Brake is applied it
disconnects the supply from C3W
Distributor valve and connects it to
Exhaust.
•Thus it nullifies the loco brake
application through A9 when dynamic
brake is applied.
LIMITING & DOUBLE CHECK VALVE

PRESSURE LIMITING VALVE –

• Controls the output pressure of C3 W valve to
the desired level.
•Fitted at the outlet of C3W valve to limit the
Brake Cylinder pressure to 3.5Kg/Cm2.
24 – A DOUBLE CHECK VALVE -
• Connects two inlet passages in a common outlet.
•At a time it connects only one of the two inlet
passages with the outlet by isolating the other.
 AIR FLOW MEASURING VALVE
This valve indicates charging rate of BP / the leakage of BP pipe through an indicator.
Construction:
MR air is connected to C2 W relay valve through inlet and outlet passages of AFM
valve. Choke C is provided to supply `main diaphragm top chamber air’ to indicator,
when diaphragm moves down word. Choke D is provided regulate air supplied through
choke C towards indicator.
So long as the pressures above and below the diaphragm are equal, the diaphragm
floats against the choke C. As brake pipe leakage occurs, the pressure at the outlet port
and under the diaphragm falls and the diaphragm is moved down away from the choke
C and permits air entering the chamber above the diaphragm via choke B, to flow
through choke C to an indicator and through choke D to atmosphere.
Choke D is smaller than choke C and an intermediate pressure builds up in the passage
between them and registers on the indicator.
 C3W- Distributor VALVE(DV)
• Automatic brake application valve.
• Used for conjunction brake application in the
locomotive in proportion to the formation brake.
• Having two air chambers. Control reservoir (CR)
and Brake Pipe (BP).
• If BP > CR, Brake is released, i.e. BC = 0
• If BP < CR brakes are applied.
• The difference between CR and BP pressure will
decide the amount of BC pressure.
• The brake application and release will be
synchronized in the formation and locomotive
 R-6 Relay valve
This is a simple relay valve
which provides air pressure in 1:1
ratio and is mounted just near the
AFM valve.
It is required because of long
piping from the AFM valve to the
indicator.
AIR FLOW INDICATOR

It is an air pressure gauge with two pointers.

Red pointer is called reference pointer, which is attached to a knurled
knob and protrudes through the dial glass, so that it can be set manually
in any desired position, where as the other pointer (White) moves on the
scale depending up on the air flow.
The indicator is connected to the measuring valve through R-6 relay
valve. The scale on the gauge is calibrated in terms of number of
wagons.
The 60 marks correspond to the maximum rate of airflow that can be
accepted to overcome leakage on a 60 wagon train and so on.
 Pressure
Switch
• This is pneumatic electric switch
• Operated by pressure
•Whenever BP reduced this switch operates
DMR Brings the loco at idle
Pressure switch P-1
Close at 4.5+0.0 / - 0.1 kg/cm2
Open at 4.8+0.0 / - 0.1 kg/cm2
Pressure switch P-2
Close at 4.4+0.0 / - 0.1 kg/cm2
Open at 4.7+0.0 / - 0.1 kg/cm2 .
 FEED VALVE

• This valve supplies and regulates air pressure to feed pipe system.
• It is connected from MR-1.
• In single pipe operation D24B Feed valve is isolated through a cut
out cock.
 Multi unit pipe connections

Attach the following air Pipelines:

Multi unit for
Air brake train
BP to BP 
FP to FP 
BC to BC 
MR Eq.to MR Eq. 

Multi unit valves and cut out cock position

Lead loco: no change

Trail loco: MU valve in trail position
¾”COC of BP in close position
A9 & SA9 handle in release position
THANK
YOU