Electric Loco

(Conventional)
Air Brake System

Asst Professor (Admin)

IRIMEE
There are basically two types of braking

• Electrical Braking • Mechanical Braking

 Mechanical Braking

• In mechanical braking, the kinetic energy of the train

is converted into heat by applying a contact material
(brake blocks) to rotating wheels.

• Brake blocks create

friction and convert the
kinetic energy into heat.
The wheels slow down
and eventually the train
stops.
• Air Brake

• Dynamic Brake (Rheostatic)

• Regenerative Brake
1. Vacuum brake system – Not in Use

2. Dual brake (IRAVB-2) system – Converted to air

brake system

3. Air Brake system – In use on electric locomotives

The salient features of the air brake system
 Self lapping type brakes in Locomotive & rakes.

 Emergency braking by venting directly brake pipe

pressure.

 Provision of releasing loco brake, with train brake

remained applied.

 Auto regression in the event of emergency

braking.

• Provision of pneumatic braking in the

event of failure of dynamic braking.
• Provision of superseding dynamic brake
during independent brake application beyond a
limit.

• Provision for passenger/freight changeover cock.

MR Charging System
• Right from raising panto to closing DJ and driving the locomotive and ultimately to bring
the loco or the train to stop, air pressure is necessary in every sphere.
• And this air pressure is supplied by 4 main reservoirs of the locomotive, which are
connected in series.
• These MRs are charged with 10-kg/cm2-air pressure by the main compressor.
• There are three main compressors (MCPs) on the locomotive, which are utilized to
charge all the four MRs with 10-kg/cm2 air pressure and maintain it.

Main equipments in MR charging system

1. RGCP (Regulating Governor For Compressor):- This is an equipment which keeps
controlling the energization and de-energization of the electro valve VEAD on non-modified
locos (i.e. locos in which compressors kept working continuously so long BLCPA was kept
closed). But on modified locos (i.e. on locos in which compressor starts working when MR
pressure drops to 8.5 kg/cm2 and stops when the MR pressure builds up to 10kg/cm2)
RGCP directly controls the closing and opening of compressor contactors. When MR
pressure drops to 8.5 kg/cm2 RGCP contact closes on the control circuit of compressor to
close it for the working of the compressor and again when the pressure in MR rises up to 10
kg /cm2, RGCP contact opens on the control circuit of compressor contactor and the
compressor stops working. In this manner pressure in MR is maintained between 8.5
kg/cm2 and 10 kg/cm2.
2. VEAD (Electro-valve For Auto Draining);- This is an electro-valve which energizes and de-
energizes when RGCP contact closes or opens on it. RGCP contact closes on VEAD at 10 kg/ cm2
of MR pressure by this VEAD gets energized and allow MR pressure to auto drain.
3. Auto Drain Valve:- This valve is provided to drain out moisture for a few seconds (3 to 4
second) from MR-1 & MR-2 during the loading and the unloading cycle. It works with pressure
from VEAD; it has got isolating cocks also. It works when VEAD energizes through RGCP.
4. MCP Safety Valve (Near MR-1):- There are 3 MCP safety valves provided for 3 MCPs which
blow at 11.5 kg/cm2 pressure to prevent high creation of pressure by MCP.
5.MR Safety Valve:- This safety valve is provided between MR2 and MR3 which blows at 10.5
km/cm2 of pressure to safe guard against high creation of pressure by MCP in case of
malfunctioning of RGCP.
6. D-24B Feed Valve: This valve is provided to reduce 10kg/cm2 pressure from MR – 3 to 8
kg/cm2 and to supply the same to control reservoir (CR) for panto, DJ, SMGR and other
pneumatic circuit.
7. GCR / BCR / LSBCR: Governor for control reservoir GCR is a pressure switch provided to check
control reservoir pressure for panto DJ SMGR and other pneumatic circuits.
In case of CR pressure drops to 5kg/cm2 GCR contact closing on BCR and LSBCR to give
audio – visual indication by sounding buzzer BCR and glowing of LSBCR.
When again control reservoir pressure rises to 6kg/cm2, GCR contact opens on BCR
and LSBCR ckt.

N.B.: One fuse CCLSA is provided for the control circuit of BCR and LSBCR. In the event of
the fuse (CCLSA) melting the driver will not get any indication through BCR / LSBCR.
 SUB SYSTEM

• Independent Brake System

• Brake Pipe System
• Proportionate Brake System
• Feed Pipe System
 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 This will allow only one
Check 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.
INDEPENDENT BRAKE SYSTEM
BRAKE APPLICATION

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

2 C2 RELAY
VALVE
1
Brake Cylinder
3

MR LINE
INDEPENDENT BRAKE SYSTEM LAYOUT

MR BC
BC MR GAUGE GAUGE
GAUGE GAUGE

SA 9Slide MU2B SA9

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

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

BC . PIPE

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

MU2B
5 3 13
A91 2 way
Res Chok
magnet
30 valve e

MR Over charging
Airflow Res
Indicator
2 C2WSlide 23
Choke 5.5 mm
MR
2 way 1
AirflowSlide 13 magnet
3 Ex
measuring valve
valve
Quick charging
REGB REGB
Drops out 2.5 Kg/cm2
picks up at 4.2
Kg/cm2

Brake pipe
 CO-ORDINATED BRAKING
APPLICATION

MR
CR VEF M
Limiting F1
valve set VEF E
Selector
to 1.8 Kg/cm2
MR C3W 4
BC
Ex Ex 16
Isolating To C2 relay
cock for loco brake

Brake pipe
 BRAKE RELEASE DURING
DYNAMIC BRAKING

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

Brake pipe
 CO-ORDINATED BRAKING
RELEASING

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

Brake pipe
A9 and SA9 Pneumatic Circuit
B.P. Charging and Conjunction Release (A9 & C3W)

1.8
A9 Pneumatic Circuit
BP Destruction and Conjunction Application (A9 & C3W)

1.8
Loco Brake Application - SA9

1.8
Loco Brake Release - SA9

1.8
C3W in Mail/Passenger Position
Application 7 – 10 Sec
A-9
Release 10-15 Sec

Application 6 – 9 Sec
Emergency
Release 12 – 18 Sec
C3W in Goods Position
Application 15 – 25 Sec
A-9
Release 25 - 40 Sec

Application 12 – 22 Sec
A- 9 Emergency
Release 25 – 40 Sec
 Application 6 - 9 Sec
SA-9
Release 6 – 10 Sec
 The air flow indicator adaptor
has been provided at the main
reservoir at inlet port 1 of
additional C2W relay valve to
indicate the brake pipe airflow
conditions of the train.

 The flow indicator is pneumatically connected with air

flow indicator adapter and provides an indication to the
driver in case of train parting, alarm pulling and heavy
leakage in the brake pipe or rear end brake application.
 TheA-9 Automatic Brake Valve is a compact
self-
lapping, pressure maintaining brake which
valve capable of graduating the
application
locomotive or
and train brakes. is
releaseof
 The A-9 Automatic Brake
Valve has five positions:

 Release, Minimum reduction,

Full Service, Over-reduction,
and Emergency.
It helps in application of brake to loco as well
as train/load.

It has 5 positions:

(1) Release- Maintains 5 kg/cm2 air pressure in brake

pipe.

(2) Minimum reduction:- Reduce BP pressure

between
4.5 kg/cm2 to 4.8 kg/cm2.

(3) Full reduction:- Reduces BP pressure to 3.5

kg/cm2.
(4) Over Reduction :- Reduces BP pressure in the range
of 2.5 kg/cm2 to 2.6 kg/cm2 through MU2B.

(5) Emergency:- Reduces BP pressure to “0” kg/cm2.

Connect BP to exhaust directly.

A-9

EXHAUST 1 5 30
FROM MR
TO MU2B Port No3
FROM BRAKE PIPE
A9 Automatic Brake Valve
 The SA-9 Independent
Brake Valve consists of a
self-lapping regulating
portion, which supplies or
exhausts the air pressure
for piloting the graduated
application or release of
brake cylinder pressure on
locomotive.

 The SA-9 Valve is used for

independent application
Independent Brake of brakes on locomotive.
o It has two positions:- (1) Application.
(2) Release.

o It has a provision to adjust outlet pressure coming out of

port no. 2 of MU2B which is adjusted to 3.5kg.cm2 on full
application position.

o It is used to apply air brakes to LOCO only (in case of

multiple unit, both locos)

SA-9
30 20
EXHAUST

FROM 3.5kg/c TO MU2B Port No2

MR
m2
SA9 Valve
 The C3W Distributor Valve with passenger/ goods
change-over cock, support reservoir, isolating cock
and Filter is used in locomotive brake system for
operation of graduated release automatic braking in
the locomotive and synchronized braking throughout
the train with similar brake system for either passenger
or goods service.
 The passenger/ goods change-over cock, a part of the
C3W Distributor Valve, enables the driver of the
locomotive to quickly change over to the passenger or
goods condition, and thus makes the locomotive
suitable for both the passenger and goods trains from
braking point of view.
The distributor valve broadly performs the
following functions:

i. Charging the system to regime pressure

during normal running condition.

ii. Graduated brake application, when pressure in BP is

reduced in steps.

iii. Graduated brake release, when the pressure in BP is

increased in steps and recharging the auxiliary
reservoir in single pipe system.
iv. Quick service propagation of reduction of pressure in
BP through the length of the train.

v. Limiting the maximum brake cylinder (BC) pressure

for a full /service application or for an emergency
application.

vi. Controlling the times of application & release,

depending on service conditions, i.e. for freight or
passenger.
C2 W Relay Valve
 The C-2 W Relay Valve/A29 is a high capacity remote
controlled pneumatic device which relays large
quantity main reservoir pressure to the operating
system or exhaust the latter in accordance with the
control air supplied from another pneumatic device.

The C-2-W Relay Valve is for two different circuits

A. Quickly relay the independent straight air brake

application and release for the locomotive as and
when initiated through the SA-9 Independent
Brake Valve.
 B. Relay and maintain the brake pipe (BP) air
requirement for complete air braked train
initiated through the A-9 Automatic Brake as
Valve.

 The same valve with 6 mm choke on its

exhaust is used as additional C-2-W relay Valve / A-
31.
C2 W Relay Valve
MU2B Valve
• The MU-2B Valve is a manually operated.

• Two positions LEAD and TRAIL or DEAD

• Multi-ported

• The MU2B valve governs the F-1 selector valve,

which enables equipment of one locomotive to be
controlled by that of another.
 Lead Position

F1 12 MU2B
S 14 LEAD
E
L 30 53 63 30 2 20 EX 3 13
E 16 MU2B
C 2 – IND Application (SA 9),
T 4
20 – IND Application (DCV),
O 15 3 – Charging Port(A 9 ),
R 13 – Charging Port (Addl. C 2),
20
53 63 – MR
53 – M.U. Control,
63
30 – M.U. Interlock
Trail Or Dead Position DEAD
MU2B

53 63 30 2 20 EX 3
12 13
F1 14
F 1 SELECTOR
S 30
E 4 – Auto Brake Contro (C3W)
16
L 12 Emergeccy,14 –Br Equalising,
E 4 15 – MR Equalising,
C 16 – Application (C2R),
T 15
20 20 – IND AppL &
O
R 53 Reliese 30 – Brake
Cylinder
63
53 – M.U. Control,
63 – M.U. Interlock
F1 Selector Valve

MU-2 B
Valve

F-1 Selector
Valve
F1 Selector Valve
Ports
4 Auto Brake Control
Pipe
12 Emergency Pipe
14 B C Equalising Pipe
15 MR Equalising Pipe
16 Application Pipe
20
Independent
Application
And Release Pipe
30 Brake Cylinder
Pipe 53 M.U.
Control Pipe 63
M.U. Interlock Pipe
 The F-l Selector Valve performs the function of arranging
the brake equipment on the locomotive to lead or trail.

 It ensures operation of brakes in the trail locomotive/

locomotives when initiated from the lead locomotive.

 It also performs the function of protecting a trailing

locomotive brake application by automatically resetting the
brake control to lead position, in the event of a separation
between locomotive units.

 Operation of the selector valve is under the control of the

MU-2B Valve.
 This valve is a flap valve
with suitable lever. It is
connected directly with
the Brake pipe. If this
valve is 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.
1. In case of emergency, when the assistant
driver
notices any obstruction / defect in track which the
driver could not notice, the assistant driver can
operate independently.

2. When the normal

application of brakes is
not possible or not
affected, the driver or
assistant driver can use
this valve to stop the
train.
 This will control the
output pressure of C3W
distributor valve to the
desired level. This valve
is fitted at the outlet of
C3W valve to limit the
Brake Cylinder pressure
to 1.8 kg/cm2.
 This 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.
 Safety- valves are used in the
brake system to protect the
compressors, main reservoir
and other piping of the system
from excessive pressure.
(When the governor fails to
function, the safety
blows valve to
system
off by relievingprotect
the
reservoirs, compressors the
main
and associatedpiping
excessive pressure).
from
 The J1 (MR) Safety Valve,
installed vertically in the STEM
CAP

main reservoir system, vents LOCK NUT

pressure at a predetermined
setting to atmosphere in
order to prevent
main excessive reservoir REGULATING
SPRING

buildup.
pressure DISC VALVE

 The type T2 safety Valve is a RANGE RING

small compact safety valve RING LOCK

used for protecting Auxiliary

air reservoirs or other
equipment against pressure.
 Different Safety Valves Settings
Compressor Safety Valve
1. Check the operation:- RDSO/ MP/ MI
a) Blows off at 11.5 ± 0.1 Kg/cm2 – 138, Feb 1988
b) Closes at 10.5 to 10.8 Kg/cm2
Main Reservoir Safety Valve
2. Check the operation:- RDSO/ MP/ MI
a) Blows off at 10.5 ± 0.1 Kg/cm2 – 138, Feb 1988
b) Closes at 9.5 to 9.8 Kg/cm2
Auxiliary Compressor Safety Valve
3. Check the operation RDSO/ MP/ MI
a) Starts blowing at 8.5 ± 0.1 Kg/Cm2. – 138, Feb 1988
b) Closing pressure 7.5 to 7.8 Kg/Cm2.
 1-1/4” cut-off angle cocks are provided at the either
end of brake and feed pipes on each loco and vehicles
forming the train.

 Whenever a wagon or loco is to be uncoupled, the

angle cocks on the loco as well as the adjacent vehicle
are closed to isolate the brake and feed pipes.

 In closed position, the angle cocks exhaust the air

trapped in the hose pipe making it safe for personnel
while uncoupling the locomotive/ vehicle.
 The angle cocks are of ball type ensuring better
sealing against leakage and facilitating easy
maintenance. The handle of angle cock is of self
locking type to prevent any movement from open to
close position or vice-versa due to vibration during
service.

BP

Angle

Cock Colour –
Green

FP Angle Cock
 Type T strainers are fitted in
compressed air pipe lines to
eliminate the failures the
pressure switches and Strainer

pneumatic valves due to

ingress of dust, metallic
scales etc.
 To improve the reliability of pneumatic circuit, the
horse hair/ nylon filter element in the existing „T‟
type air strainer are replaced with more effective
sintered bronze element as per RDSO modification
sheet No.RDSO/2008/EL/MS/0359, Rev.‟0‟ dtd.
07.04.2008.
 The UAH brake cylinder includes a piston and rod so
designed that when it is connected to suitable brake
rigging will provide force through the rigging to the
brake shoes an amount proportional to the air
pressure admitted to the pressure side of the piston.

 The 8" x 8" UAH Brake cylinder, having 8" nominal

diameter for the piston, under normal working
condition should not be allowed to extend beyond 5",
when the brake rigging is not fitted with automatic
slack adjuster.
 Air Brake Hose couplings are used in between two
vehicles for continuation of brake pipe and feed pipe
lines.
 Each air brake hose coupling consists of a specially
manufactured rubber hose clamped over a nipple on the
one end and a coupling head on the other end.
 Rubber sealing washers are provided on the outlet ports
of coupling head.
 The coupling heads of BP and FP types are of opposite
design so that they cannot be coupled even inadvertently
to one another.
 For ease of identification the respective coupling
heads have integrally cast letters "BP" and "FP" and
the hose couplings are painted green for "BP" and
white for "FP".
 Like the brake system, the horn apparatus is a safety
device. It consumes more air which may endanger the
efficiency of the brakes.

 The horn is the only warning device on level crossings

and Yards.

 The main reservoir air enters at the MR port. The MR

air then enters space by deflecting the diaphragm
through a small clearance between the bush and the
diaphragm. It subjects the diaphragm into vibrations.
These vibrations are then transferred to atmospheric air
available in space and sound is produced.
 The tone of the horn can be adjusted by screwing
–ni or screwing out the cover. Lever switch for
sounding horn are provided on both sides (loco pilot
and asst. loco pilot side) in both cabs
 Sand ejectors are used for ejection of sand at the point
of contact of wheel and rail by suitable piping to
increase adhesion. It allows restricted sand flow
which can be regulated as required.
 The ejector should be positioned at the lowest point of
the sand hopper from which the ejector is fed.

 For efficient operation of the sand ejector, sand used

should be dry, clean and of proper grade.

 The sand ejector being at a lower level, sand will

automatically flow by its own weigh into the sand
ejector and be collected there.

 When the sanding magnet valve is not operated, there

will be no admission of air into the ejector and sand
will take its own angle of repose and be left to rest
accordingly unless and until disturbed form external
source.
 Air dryer is a complete air cleaning and drying system
which consists of a pre-coalescer and twin regenerative
desiccant towers that operates simultaneously.

 Moisture is collected in
one while the other is
being purged, offering a
continuous supply
of dry air.The
electrically dryer is
operate
timed on a to
cyclic system.
 Compressed air enters the inlet manifold and travel
through a coalescing filter.

 This filtering removes significant amount of debris,

moisture and oil from the air before it reaches the
desiccant elements thereby freeing them to remove the
water vapour for an extended period of time.

 After going through the desiccant elements, dry air

flows through the outlet manifold, supplying clean
compressed air to the locomotive and train air systems.
 It uses principle of regeneration by dry compressed air.
The dry air used for regeneration is only 10 to 15% of
the air dried by the desiccant and rest of the dry air can
be used for locomotive operations.
Wiper Servo Motor (WSM)
Baby Compressor (MCPA)

RS

RAL

MCP
A
Main Compressor (MCP)