hand book on air brake system of lhb coaches...knorr-bremse india is a proud partner to indian...

IRCAMTECH/M/GWL/2016/Air Brake/LHB/1.0/June 2016

Handbook on Air Brake System of LHB Coaches/0

DRAFT

GOVERNMENT OF INDIA

( )

Ministry of Railways (Railway Board)

Hand Book

On

Air Brake System of LHB Coaches

IRCAMTECH/MECH/GWL/Air Brake System/LHB/1.0

June 2016

Maharajpur, Gwalior – 474005 (INDIA)

Ph: 0751 -2470803 & Fax: 0751 -2470841



Foreword

This Maintenance hand book has covered introduction, constructional detail of Air Brake System

for LHB Coaches also termed as Disc Brake system (Knorr Bremse & FTIl type), instructions

and precautions during inspection and maintenance. Wherever required, sketches and colored

photographs have been provided to make the understanding clear.

I am sure that this maintenance handbook will be useful to the concerned staff to ensure trouble

free service of the train operation.

Technological up-gradation and learning is a continuous process. Hence feel free to write us for

any addition / modifications or in case you have any suggestion to improve the Hand Book, your

contribution in this direction shall be highly appreciated.

We welcome any suggestion for addition and improvements from our readers.

Place: CAMTECH/GWL (A R Tupe )

Date: 24.06.2016 Exe. Director

CAMTECH/GWL



PREFACE

Air Brake System is an important parts of LHB coaches considering functional &

operational safety. At present two OEMs M/S Knorr Bremse India Pvt. Ltd. and M/S FTIL

are providing Air Brake System in LHB Coaches. Air brake system of LHB coaches is most

efficient and reliable braking system used to run long trains at high speeds. The

maintenance & Component details of Air Brake System for coaching stocks are given in

this handbook.

The purpose of this maintenance hand book is to enhance knowledge and competence of

C&W staff in dealing with Air Brake System in coaching stock maintenance.

This hand book is aimed at assisting concerned staff and does not supersede any existing

instructions from Railway Board, RDSO, IRCA or OEMs etc. Most of data and information

mentioned herein are available in some form the other in various books and OEMs

manuals.. If any changes are made, these will be used in the form of correction slips. For

convenience, this book includes a proforma for entering all correction slips serially.

Technological up gradation and learning is a continuous process. Hence feel free to write

us any addition / modification in this handbook or in case you have any suggestion to

improve the handbook. Your contribution in this direction will be appreciated.

We welcome any suggestion for addition and improvements from our readers.

Date: - 24.06.2016

(K.P. Yadav)

Director/ Mech.

CAMTECH/GWL



CORRECTION SLIPS

The correction slips to be issued in future for this handbook will be numbered

as follows:

CAMTECH/2016/Mech/Air Brake /LHB)/1.0/C.S. # XX date …………….

Where “XX” is the serial number of the concerned correction slip (Starting from

01 onwards)

CORRECTION SLIPS ISSUED

Sr.No. of

C.Slip

Date of issue Page No. and Item no. modified Remarks



Part-I Air Brake System of LHB Coaches (Knorr Bremse)

Part-II Air Brake System of LHB Coaches (FTIL)



Part-I

Air Brake System for LHB Coaches

(Knorr Bremse)

(Ref: Knorr Bremse Maintenance and User Manual for Air Brake system for LHB Coaches on IR)



Contents

S.N Description Page No.

Forword 1

Preface 2

Correction Slip 3

Part-I Air Brake System of LHB Coaches (Knorr Bremse) 6

1.0 Overview 8

2.0 Safety Instruction 9

3.0 Auxiliary Working Material 10

4.0 General Tools Required 11

5.0 Removal and Cleaning 12

6.0 Inspection / Replacement of Components 12

7.0 Storage of Material 13

8.0 Instruction for Disposal 14

9.0 Introduction 14

10.0 Schematic diagram of Air Brake system for EOG LHB

Coaches 17

11.0 Scope of supply for Disc Brake System for EOG LHB

Coaches 18

12.0 Schematic diagram of Air Brake system for Power Car 22

13.0 Scope of supply for Disc Brake System for Power Car 23

14.0 Schematic diagram of Air Brake system for Double Decker 28

15.0 Scope of supply for Disc Brake System for Double Decker 29

16.0 Details of Air Brake System components 32

(a) Car Equipments 32

(i) BP, FP & Auxiliary reservoir 32

(ii) Modular plate and container 32

(iii) Distributor valve 33

(iv) Emergency brake equipments 52

(v) Emergency brake accelerator 53

(vi) Hand brake arrangements (for Power car) 54

(vii) Brake indication 55

(viii) Isolation of bogie 56

(b) Bogie equipments 57

(c) Anti Slip Device 58

(d) Testing of Brake Container 63

(e) Testing Procedure of brake container 64

(f) WSP Checking Procedure at Shed / Yard 66




(g) WSP Fault Codes Diagnosis 68

17.0 Maintenance Schedule of Disc Brake System 69

18.0 Pictures of some important components 73

19.0 Latest improvements/modifications carried out in Brake

system

74

20.0 Retro-fitment kit for CDTS 74

Part-II Air Brake System of LHB Coaches (FTIL) 76



1.0 Overview

Linke Holfmann Bush (LHB) coaches of Indian Railways have been developed by Linke-

Hofmann-Busch in Germany (today part of Alstom). These coaches are produced by Indian

Railways at Rail Coach Factory, Kapurthala, Integral Coach Factory, Chennai & Modern coach

Factory, Rai Bareilly. These coaches are running on the broad gauge (1676 mm) network of Indian

railways. The coaches are designed for an operating speed up to 160 kmph and tested up to 180

kmph. Their length of 23.54 m and a width of 3.24 m results in a higher passenger capacity,

compared to older types.

These coaches are anti-telescopic and do not turn over if the train derails or gets involved in a

collision. The improved suspension system of LHB coaches ensures more riding comforts for the

passengers.

Being a high speed train it is more important to have a proven brake technology which can

effectively control the brake system of such types of trains.

Knorr-Bremse India is a proud partner to Indian railways in providing the brake system for these

LHB type coaches. So far we have supplied brake sets with Disk Brake system to Indian railways

for their high speed LHB coaches such as Rajdhani, Shatabadi, Duranto & Double Deckers.

Figure 1: Rake formation of an LHB train



2.0 Safety instructions

The following points must be considered and appropriate precautions should be taken when working on equipments during Maintenance, Disassembly, Overhaul, Assembly and Tests.

1. Pneumatic system is under high pressure. Particles flung outwards will, for instance, cause

severe eye injuries.

2. Observe the safety regulations for pneumatic systems. Prior to removal, release the pressure from the (sub) system.

3. “Entrapped” air under pressure despite supply cut-o ff, may cause component, diaphragm,

trapped foreign particles, etc., to be air borne during disassembly.

4. Beware of contaminating the pneumatic system. Keep out dirt after removal, such as by masking the ports and connections. Device and/or system functions will fail due to contamination.

5. Beware of contaminating the pneumatic system. Devices and / or system functions will fail.

Keep out dirt after removal, such as by masking the ports.

6. It is recommended to use the blanking piece or sealing tape to seal the open ports to prevent ingress of moisture and foreign matter into the components of the brake system.

7. Beware of removing the unit incorrectly. The unit will be damaged and/or its functionality

impaired.

8. Beware of electric shock. Before starting work, switch off the power supply to the electric connection and pre-vent it from being restored without authorization.

9. Beware of physical injuries that may have fatal consequences.

10. Many components/sub-assemblies use powerful springs in a compressed state. Proper fixtures must be used to release the forces in a controlled manner during disassembly.

11. Jet cleaning with air of components should be done at a pressure of less than 2 Kg/cm2. Higher

air pressure may cause particles of cleaning solution to be air borne & cause skin/ eye irritation.

12. Cleaning by chemical agents may have been advised for certain operations / components, it need a strict compliance to the manufacturer’s handling procedures.

13. Beware of an incorrect mounting position. The unit will not function. 14. Install the unit in a manner that it points in the direction of flow.

15. Failure to comply with the instructions may lead to personal injuries and/or to damage to

the unit or the environment. 16. While performing any test / repair on brake system of rolling stock (vehicle), steps against

possible “runaway of the vehicle” are to be taken appropriately.

17. The maintenance staffs working in under gear area needs to be cautioned of likely brake rigging movement.

18. It is vital to observe the manufacturer's safety instructions and directions for the use of cleaning

substances, sealants, adhesives, auxiliary products, working substances, etc.

19. Failure to adhere to the safety requirements poses individual risk and hence all warning messages should be taken seriously.

20. The work of connecting and disconnecting cables in the electrical system must always be left to

specially trained and authorized personnel.



21. Beware of installing untested units. Safety will be diminished and function restricted. Make sure that the unit is always tested before they are installed.

22. Ensure that during testing at sheds/ depots by SCTR / RTR, the compressed air is dry. 23. Ensure that the compressor in the depot used for supplying dry air does not have oil throw.

24. Ensure that pipelines are blown from both sides individually while reinstalling a tested /

repaired valve / assembly before final testing.

25. It is vital to observe the manufacturer’s safety instructions and directions for the use of cleaning substances, sealants, adhesives, auxiliary products, working substances, etc.

3.0 Auxiliary Working Material The following auxiliary products and working materials are needed; they can be purchased from KB

India by ordering the same:

Loctite activator - 747IT (100ml), Make – Loctite (KB part no. - KN0000014)

Loctite 640 (250ml), Make – Loctite (KB part no. - KN0000009)

Loctite-222 (250ml), Make – Loctite (KB part no. - KN0000057)

Grease for DV & other accessories - Renolit HLT2 Grease, Make: FUCHS (KB part no. -

KN0000022) Grease for callipers (KB part no. – 503318)

For the smooth movement of valves, rubber diaphragms etc. in brake equipment, a limited and small

quantity of lubricants are needed. A light smear of recommended grease in the manual or equivalent

should be applied to sliding parts. Quantity of grease is to be thinly applied to components and

spread uniformly. Excess grease is to be wiped off. Excess application of grease will result in

squeezing into other critical areas/ intricate passages and may cause hindrance to sliding parts and

result in affecting the performance of the equipment.

Greasing should not be done on the working surface of diaphragms but may be applied sparingly to

the lips to aid assembly.

Wherever specific instructions are given for any component, they should be followed, rather than

these general recommendations.



4.0 General Tools Required The following general tools as listed under are required for necessary attention during routine

maintenance checks as well as for periodic attention during IOH/POH. The required number of tools

in each category may be arrived at, after taking into consideration, type of activity, number of out of

course repairs, online attention and staff strength employed.

1. Resetting Key for Pilot Valve passenger Alarm 2. Quick connect coupling with Pressure Gauge for checking pressure at test points 3. Allen Key Set size 1.5 to 10 4. Socket Set (Small) 5. Filler Gauge of 25 Blades 6. Standard Pipe Wrench 12" and 18" 7. Hammer Wt. 800 Gm. 8. Mallet size 30mm 9. Allen Key Socket 1/2" size 5, 6, 8, 17 10. Allen Key socket 3/4" size 27 11. Deep Socket 1/2"sq. dr. size 24, 30 12. Nose Plier Bent (Inner& Outer) 13. Circlip Plier (Inner & Outer) 14. Screw Driver 15. Open Jaw Spanner size 8, 9, 10, 11, 12, 13, 16, 17, 18, 19, 20, 22, 21, 23, 24, 27, 30, 32, 41, 50 16. Ring Wrench size 10, 11, 12, 13, 16, 17, 18, 19, 24, 27 17. Socket 1/2" sq. dr. size 13, 17, 19, 22, 24, 27, 30 18. Ratchet Handle size 1/2" 19. Adjustable Spanner 0 - 30 mm ( 10 Inch) 20. Adjustable Spanner 0 - 43 mm ( 15 inch) 21. Adjustable torque wrench 135-540 NM 22. Adjustable torque wrench 50 -225 NM 23. Torque wrench ( 475-1015 NM )



5.0 Removal and Cleaning

After removing of parts from an item or equipment, should be examined for reusability. All the parts that do not have to be exchanged needs to be cleaned properly.

The cleaning method depends upon the component to be cleaned, the degree and the type of dirt to be removed and the facilities available.

Clean the exterior of the equipment / assembly with a low air jet to remove the outer dirt. After

removal of subassemblies, wipe the exterior portion with a clean cloth. Blow a low pressure jet of

dry compressed air inside the machined bores, cored passages, port holes, cavities and seating

grooves on the subassemblies. Wipe the parts with a clean cloth and allow them to dry on a clean

surface on the work table.

Care should be taken to protect the finish on the various components while placing, as far as possible avoid keeping the components piled up one over the other.

All the rubber items such as Gaskets, O rings, seals, Diaphragms, nylon filter/strainer etc. are to be

cleaned only with detergent dissolved in warm water or soap water solution. Dry them with a blow

of jet of compressed air and wipe them clean with soft cloth. They should never be exposed to petroleum or chemical cleaning solvent.

Use clean low pressure to clean the chokes / choke passages, if required use a wire of smaller diameter without using a sharp tool to clear the clogging.

The cleaning agent manufacturers’ direction for the use of cleaning agent must be observed.

6.0 Inspection / Replacement of Components Replacement of the components depends upon their condition.

All components appearing in “must change” list should be changed irrespective of their condition.

All other components be checked for any external damages, dents, cracks, corrosion, pit, marks,

cuts, deep scratches, abnormal wear, sharp corners on mounting / seating / sliding / mating faces, if

found replace the same.

Check threaded portion on components / parts, for any damages / abnormal wear, if found replace the same.

Check the valve seat for cut or scratched, tip of hollow stem / guide plunger cracked, cut, dented or oval flat/sharp, if found replace the same.

Check the spring for cracks, rusting, permanent set condition and spring seats, if any abnormality is found, kindly replace the same.



Rubber items like Gasket, Diaphragm, K-rings etc. found with cut, minute crack, loss of shape & flexibility, high stiffness, bubble formation or disintegration at mounting/ seating surfaces etc..

The operator / maintainer should ensure that none other than genuine KB or KB approved parts are

used.

The installation of spares other than those approved may impair the safety and reliability of the given unit and overall system and invalidates any warranty on the part of KB India.

7.0 Storage of Material

(A) STORAGE OF RUBBER ITEM

Rubber components should be stored at controlled temperatures and away from excessive heat. The

storage temperature should be 20 ± 5º C and kept away from humidity.

With respect to storage of rubber parts, the followings things need to be taken care off;

Rubber parts should be kept away from direct exposed to sun light.

Rubber components should not come into contact with non-mineral automatic brake fluids

ketones, alcohol and acids, solvents and volatile matters.

They should be kept away from sources of Ozone like electric motor, fluorescent and mercury

lamps.

They should be stored in condition in which they are free from tension, compression and twist.

All the rubber items, pneumatic valves and assemblies should be kept in a dust free

environment.

With drawl from storage should be on FIFO basis in order to obtain the maximum service life.

(B) STORAGE OF OTHER BRAKE ITEM

It is important to take sufficient care of brake parts during handling, transportation, storage and

installation, to avoid damages, performance deviation and reworking. They should be stored under

covered roof to prevent entry and collection of dirt/dust/rain water. Pipe lines of brake system

should be kept with end protection caps under proper storage conditions till its fitment to prevent

collection of dust, moisture and rain water, etc.



8.0 Instruction for Disposal

KB group puts lots of emphasis on the protection of environment. Improper disposal of

environmentally harmful substances is dangerous. This would mean unnecessary and legally

punishable harm to the environment. It is important to observe the waste disposal regulations of the

responsible authorities for the specified region.

The followings caution should be observed while discarding un-usable parts / material;

Metallic parts of cast iron, steel, brass, bronze etc. should be segregated for recyclable use.

Plastics, rubber, wiring harness, PVC hose, insulated materials, printed circuit boards, and all

other Electrical/Electronic goods should be categorized, segregated and then

recycled/disposed as per the guidelines of competent authority for the region. Don’t burn chemicals/plastics/wiring harness. They might be flammable and toxic.

Discarded oils, greases and other solvents such as kerosene should be disposed off in a proper

manner to safe guard environment.

9.0 Introduction

The axle mounted disc brake system for Alstom-LHB design Mainline Passenger Stock for Indian

Railways meets various conditions in the specification laid down by RCF / RDSO (Indian

Railways). The supplied disc brake system tries to fulfill the specification of IR hence in some areas

it does not confirm to UIC standards. The LHB passenger coaches are equipped with a high-power

air brake. It works together with all known high-power brake systems approved by UIC.

The brake system of the coaches is compatible with locomotives.

The brake control system is a friction brake system and is meant for pressure applied brake actuators. It is a twin pipe air brake system with the features duly incorporated to meet RDSO &

UIC specifications as shown in piping diagram TA18604/15B for EOG coaches & TA18604/19B

for Power car / SLR coaches.

The operation speed of the coaches is 160 kmph. For such speed an anti-slip device is necessary to

achieve the required brake distances. The anti-slip device (WSP system) for these LHB passenger coaches is supplied by KNORR-BREMSE.

In order to achieve uniform braking during emergency brake application, an Emergency brake accelerator valve has been provided in every car which performs as per UIC norms.

One bogie of each Power / Generator car coach / SLR coach is equipped with a manually actuated

parking brake system allowing to hold the single coach without air pressure



The complete disc brake system includes components which broadly forms the following groups:-

Brake Control Equipment

Bogie Mounted Brake Equipment

Wheel Slide Protection Equipment

The friction brake system performs the following basic functions:-

Emergency braking distance within 1200 m from 160 kmph under gross mass condition for EOG coaches with 2 + 18 car formation.

Emergency braking distance within 1200 m from 120 kmph for SG coaches with 2 + 22 car formation.

Parking brake control on power car.

Wheel slide protection on all coaches.

(A) Disc Brake system Description

1. BRAKE EQUIPMENT AND FUNCTION OF THE BRAKE SYSTEM

1.1 Car equipment

1.1.1 Brake pipe, feed pipe with Auxiliary Reservoir

1.1.2 Module Plate and container

1.1.3 Distributor valve KE1IPKSL

1.1.4 Emergency brake equipment

1.1.5 Emergency brake accelerator

1.1.6 Hand brake arrangement (Power car coaches only)

1.1.7 Brake indication

1.1.8 Isolation of the bogie

1.2 Bogie equipment

1.2.1 Brake Caliper

1.2.2 Brake Disc

1.3 Anti slip device

1.3.1 WSP system

1.3.2 Antiskid valves

1.3.3 Speed Sensor

1.3.4 Junction Box (Antiskid Valve & Speed sensor)

1.3.5 Phonic Wheel 1.3.6 Set of Connectors



B. Principal Characteristics of the brake system

The graduated release brake system allows graduated application and release of the air brake.

The brake system is a KE1I – P – (D) system. It stands for:

KE1I KE distributor valve series for India

P Passenger Train

(D) Disc brake

The High-power disc brake KE1I – P - D is adjusted to position P “Passenger train” with the following technical data:

Application time: 3 – 5 sec

Release Time: 15 – 20 sec

Max. brake cylinder pressure: 3.0 Kg/cm2 – For Generator / Power Car

( The stated values refer to a single coach.)

3.0 Kg/cm2 – For Passenger cars (EOG).

3.8 Kg/cm2 - For Double Decker (EOG).

C. Brake Equipment and function of the brake system

For the following described items please refer the following:

For EOG coaches, Bill of material is as per TA 18604/5B (Rev. 06) & schematic no TA18604/15B.

For Power car coaches, Bill of material is as per TA 18604/9 B (Rev 07) & schematic no

TA18604/19B. For Double Decker coaches, Bill of material is as per TA 36185/2 (rev 04) and

schematic no TA36185/11. In the description the part numbers from the bill of material are shown.



10.0 Schematic Diagram of Air Brake System for EOG coaches



11.0 SCOPE OF SUPPLY FOR DISC BRAKE SYSTEM AC & Non AC (EOG) COACHES

BOM NO : TA 18604 / 5B ( Rev.06), dt. 09.10.2015

1 2 3 4 5 6 7

Item Qty. Unit Description Part Number Outline Earlier Part

drawing number

CONTAINER FRAME

CONSISTING OF

B17 1 Pc. MANIFOLD FOR PASS. /

II78308 C156469

COACH WITH

FOLLOWING

ACCESSORIES:

B3 1 Pc. PRESSURE TANK (75

II70567 C140416 II17955/075

LITRES)

B3.1 1 Pc. DRAIN COCK WITH

I.3.640/1 I.3.640/1

NIPPLE


C156643 C156643

LITRES)


II70568 C140417 II17955/125

LITRES)

B5.1 1 Pc. DRAIN COCK WITH

I.3.640/1 I.3.640/1

NIPPLE

BRAKE PANEL HAVING

B10 1 Pc. FOLLOWING II78329 C157152

ACCESSORIES:

DISTRIBUTOR VALVE

KE1iPKSL - WITH I.2.274 (DV

PRESSURE

B10.1 1 Pc. I.2.765 I.2.765 with Relay

CONVERTER TO PART

Valve)

NO II 20314 RLV-11D-E/1

& MOUNTING BRACKET

B10.2 2 Pc. CHECK VALVE, RV7-T I90476 4B84113

B10.3 2 Pc. COCK DH7-TE I88738 B80866

B10.4 2 Pc. COCK AHB 200 NW19 WBAHB230AA002 WB415503-Z

B10.5 1 Pc. PRESSURE SWITCH

I92268/01813 B85715

MCS11/W : 1.3-1.8 BAR

B10.6 4 Pc. TEST FITTING K1E I79470/07K C143551



1 2 3 4 5 6 7


B10.9 2 Pc. FILTER NW19 WITH

WBFIL100AA002 WB307519AZ

CODE PIN

BRAKE ACCESSORIES

B6A 2 Pc. ANGLE COCK (BP) I.2.411/3 I.2.411/3

B6B 2 Pc. ANGLE COCK (FP) I.2.411/6 I.2.411/6

B7 2 Pc. BRAKE PIPE COUPLING

I75882/670/KI B67285

(FP)

B8 2 Pc. BRAKE PIPE COUPLING

I75888 /670/KI B67284

(BP)

B9A 4 Pc. INDICATOR I48102/ W A93736/A

EMERGENCY BRAKE

B15 1 Pc. ACCELERATOR EB3 S/L

I89368 2B82102

WITH BRACKET,

CONSISTS OF:

B15.1 1 Pc. EMERGENCY BRAKE

I89179 C22870

ACCELERATOR EB3 S/L

B15.2 1 Pc. BRACKET I89627 B82615

B16 2 Pc. COCK G1-DN25E II50176/1A1LE C98906 II20882/14SX

C1 4 Pc. HOSE CONNECTION

I.3.3503/3 I.3.3503/3 I.3.941/2

R1/2E, 600 MM LONG.

C2 8 Pc. HOSE CONNECTION

I.3.941/1 I.3.941/1

R1/2E, 500 MM LONG.

BRAKE CALIPER UNIT

C3 4 Pc. WZ57UP10XS11 LEFT

II39691/1BZA C76300/A

VERSION, I=2.17, FSS-

NR. 1267428201.

INCLUDING : BRAKE II39700/ZB C76301/B

CALIPER

II82515/704LP C177349

BRAKE CYLINDER

BRAKE CALIPER UNIT

C4 4 Pc. WZ57UP10XS11 RIGHT

II39691/2BZA C76300/A

VERSION, I=2.17, FSS-

NR. 1267529201.



1 2 3 4 5 6 7


INCLUDING : BRAKE II39700/ZB C76301/B

CALIPER

II82515/304LP C177349

BRAKE CYLINDER

N2 1 Pc. EMERGENCY BRAKE

I94023/KI 4B89712/KI

VALVE NB12A

KNORR ANTI-SKID (WSP SYSYTEM)

G1 1 Pc. CONTROL UNIT MGS2 STN30518/0276 TA28601/200

1 Pc. CONNECTOR STN30979

II35435/10012

G5 4 Pc. SPEED SENSOR FS01 STN31450/205A18U N60804 or

II35456/20013

G2 4 Pc. DUMP VALVE GV12-

II64108/7050024 C131766 II34652/15024

ESRA.

4 Pc. CONNECTOR (PLUG) N62148/10000 N63467

4 Pc. NUT 463376

MPG13.5,

DIN46320

G3 4 Pc. TOOTHED WHEELS I.2.748 I.2.748

12 Pc. HEX. HD. BOLT M8 x 35 478314 478314

12 Pc. SPRING WASHER B8 477111 477111

COMPLETE LENGTH OF

WIRING REQUIRED FOR

150 Meter ANTI SKID SYSTEM- I.F.2903 I.F.2903

(1mm X 3 CORE, WITH

SHEATH)

4 Pc.

JUNCTION BOX (SPEED I.A.1109 I.A.1109

SENSOR)

2 Pc.

JUNCTION BOX (DUMP I.A.1110 I.A.1110

VALVE)

4 Pc. HOUSING B61607 C90305

4 Pc.

BRACKET FOR DUMP I.4.744 I.4.744

VALVE

4 Pc. REDUCER I.4.743/1 I.4.743/1

4 Pc. REDUCER I.4.743/2 I.4.743/2

4 Pc. SHIM C151660/1 C151660/1



1 2 3 4 5 6 7


4 Pc. SHIM C151660/2 C151660/2

HARDWARE FOR MOUNTING OF EQUIPMENT

8 Pc.

S.S HEX. HD. SCREW 467811 467811

(M8*25)

8 Pc.

S.S HEX. HD. SCREW 476492 476492

(M10*25)

8 Pc.

S.S HEX. HD. SCREW 477683 477683

(M10*35)

16 Pc.

S.S HEX. HD. SCREW 469402 469402

(M10*40)

8 Pc.

S.S HEX. HD. SCREW 7A0604510 7A0604510

(M12*30)

6 Pc.

S.S HEX. HD. SCREW 470136 470136

(M12*45)

8 Pc. S.S NYLOCK NUT (NM8) 475112 475112

24 Pc.

S.S NYLOCK NUT 474811 474811

(NM10)

6 Pc.

S.S NYLOCK NUT 474812 474812

(NM12)

8 Pc. WASHER (A9) 466232 466232

32 Pc. WASHER (A11) 477685 477685

14 Pc. WASHER (A13) 467633 467633

4 Pc. CAP C164225 C164225



12.0 Schematic Diagram of Air Brake System for Power car coaches



13.0 SCOPE OF SUPPLY FOR DISC BRAKE SYSTEM FOR POWER CAR

BOM NO : TA 18604 / 9B ( Rev.07), dt. 09.03.2016

1 2 3 4 5 6 7

Item Qty Unit Description Part Number Outline Earlier Part

drawing

number

CONTAINER- FRAME

CONSISTING OF

B1 1 Pc. MANIFOLD FOR II79436 C159154

7 GENERATOR CAR WITH

FOLLOWING

ACCESSORIES:

B3 1 Pc. PRESSURE TANK (75 II70567 C140416 II17955/07

LITRES) 5

B3 1 Pc. DRAIN COCK WITH I.3.640/1 I.3.640/1

.1 NIPPLE


C156643 C156643

LITRES)


II70568 C140417

II17955/12

LITRES) 5

B5

1 Pc. DRAIN COCK WITH

I.3.640/1 I.3.640/1

.1 NIPPLE

B1 BRAKE PANEL HAVING

1 Pc. FOLLOWING II78329 C157152

0

ACCESSORIES:

DISTRIBUTOR VALVE I.2.274

B1 1 Pc. KE1IPKSL - WITH I.2.765 I.2.765 (DV with

0.1 SUITABLE RELAY VALVE Relay

& MOUNTING BKT. Valve)

B1 3 Pc. CHECK VALVE, RV7-T I90476 4B84113

0.2

B1 2 Pc. COCK DH7-TE I88738 B80866

0.3

B1 2 Pc. COCK AHB 200 NW19

WBAHB230AA WB415503-Z

0.4 002

B1

1 Pc. PRESSURE SWITCH

I92268/01813 B85715

0.5 MCS11/W : 1.3-1.8 BAR

B1 4 Pc. TEST FITTING K1E I79470/07K C143551

0.6

B1 2 Pc. FILTER NW19 WITH WBFIL100AA0 WB307519A

0.9 CODEPIN 02 Z



B1

1. 1 Pc. PRESSURE TANK 6 LITRE C159244 C159244

B

Brake Accessories

B6 2 Pc. ANGLE COCK (BP) I.2.411/3 I.2.411/3

A

B6 2 Pc. ANGLE COCK (FP) I.2.411/6 I.2.411/6

B

B7 2 Pc. BRAKE PIPE I75882/670/KI B67285/KI

COUPLING(FP)

B8 2 Pc. BRAKE PIPE I75888/670/KI B67284/KI

COUPLING(BP)

B9 4 Pc. INDICATOR I48102/ W A93736/A

A

B9 2 Pc. INDICATOR I48102/ W A93736/A

B

B1 ROLLER LEVER VALVE

1. 1 Pc. I77338 A70429

C WRV-2S,G 1/4".

B1 FLEXIBLE HOSE WITH

1. 2 Pc. I.F.2744 I.F.2744

D ADAPTOR

B1 1 Pc. PRESSURE GAUGE 80x10. II55801/10-001 C108950

3 (BC)


4 (BP)


4.1 (FP)

EMERGENCY BRAKE

B1

1 Pc. ACCELERATOR EB3 S/L

I89368 2B82102

5 WITH BRACKET,

CONSISTS OF:

B1 1 Pc. EMERGENCY BRAKE I89179 C22870

5.1 ACCELERATOR EB3 S/L

B1 1 Pc. BRACKET I89627 B82615

5.2

B1 1 Pc. COCK G1-DN25E II50176/1A1LE C98906

II20882/14

6 SX

C1 4 Pc. HOSE CONNECTION I.3.3503/3 I.3.3503/3 I.3.941/2

R1/2E, 600 MM LONG.



C2 8 Pc. HOSE CONNECTION I.3.941 / 1 I.3.941/1

R1/2E, 500 MM LONG.

BRAKE CALIPER UNIT

C3 2 Pc. WZ57UP10XS11 LEFT II39261/1BZA C76302/A

VERSION, I=2.48, FSS-NR.

1272113201.

INCLUDING :BRAKE II39601/ZB C76299/B

CALIPER

II82515/704LP C177349

BRAKE CYLINDER

BRAKE CALIPER UNIT

C4 4 Pc. WZ57UP10XS11 RIGHT

II39261/2BZA C76302/A


1272114201.


CALIPER

II82515/304LP C177349

BRAKE CYLINDER

BRAKE CALIPER UNIT

C5 WZ57UP10H16R8 LEFT

2 Pc. VER. W. HANDBRAKE II39260/1BZA C76298/A

A

I=2.48, FSS-NR.

1267584201.


CALIPER II82516/1204L

C177361

BRAKE CYLINDER P

C5 2 Pc. CONNECTING PARTS II17430/125 2C57907/125

B FOR FLEXBALL 125

F1 2 Pc. FLEXBALL CABLE (L = I.P.3083 I.P.3083

2197mm)

F3 1 Pc. FLEXBALL CABLE ( L= I.P.1605 I.P.1605

4024 mm).

F2 1 Pc. FLEXBALL CABLE

I.P.1606 I.P.1606

(L=2333mm)

N4 1 Pc. GUARD'S EMERGENCY

I39369/KI 3A81344/KI

ISOLATING COCK

4 Pc. ADOPTER I.F.2909 I.F.2909

KNORR ANTI-SKID (WSP

SYSYTEM)

G1 1 Pc. CONTROL UNIT MGS2 STN30518/027 TA28601/200

6

1 Pc. CONNECTOR STN30979



II35435/10

G5 4 Pc. SPEED SENSOR FS01 STN31450/205 N60804 012 or

A18U II35456/20

013

G2 4 Pc. DUMP VALVE GV12-ESRA. II64108/70500 C131766 II34652/15

24 024

4 Pc. CONNECTOR (PLUG) N62148/10000 N63467


12 Pc. HEX. HD. BOLT M8 x 35 478314 478314


COMPLETE LENGTH OF

15 Me WIRING REQUIRED FOR I.F.2903 I.F.2903

0 ter ANTI SKID SYSTEM-(1mm

X 3 CORE, WITH SHEATH)

4 Pc. JUNCTION BOX (SPEED I.A.1109 I.A.1109

SENSOR)

2 Pc. JUNCTION BOX (DUMP I.A.1110 I.A.1110

VALVE)


4 Pc. BRACKET FOR DUMP I.4.744 I.4.744

VALVE

4 Pc. REDUCER I.4.743/1 I.4.743/1

4 Pc. REDUCER I.4.743/2 I.4.743/2

4 Pc. SHIM C151660/1 C151660/1

4 Pc. SHIM C151660/2 C151660/2

HARDWARE FOR

MOUNTING OF

EQUIPMENT

8 Pc. S.S HEX. HD. SCREW 467811 467811

(M8*25)

8 Pc. S.S HEX. HD. SCREW 476492 476492

(M10*25)

12 Pc. S.S HEX. HD. SCREW 477683 477683

(M10*35)

16 Pc. S.S HEX. HD. SCREW

469402 469402

(M10*40)

8 Pc. S.S HEX. HD. SCREW

7A0604510 7A0604510

(M12*30)



6 Pc. S.S HEX. HD. SCREW 470136 470136 (M12*45)




8 Pc. WASHER (A9) 466232 466232

36 Pc. WASHER (A11) 477685 477685

14 Pc. WASHER (A13) 467633 467633

4 Pc. CAP C164225 C164225



14.0 Schematic Diagram of Air Brake System for Double Decker Coaches(EOG)



15.0 SCOPE OF SUPPLY FOR DISC BRAKE SYSTEM OF AC (EOG) DOUBLE DECKER COACHES

SOS No. TA 36185/2 (rev.4) dt. 04.02.2015, Refer Schematic : TA 36185/11

Pos. Qty. Unit Description Part Number Outline

drawing

B3 1 Pc. PRESSURE TANK (75 II76149 C152127

LITRES)

B3.1 1 Pc. DRAIN COCK WITH NIPPLE I.3.640/1 I.3.640/1

2 Pc. STRAP FOR 75 LITRES C152131 C152131

TANK

B4 1 Pc. PRESSURE TANK (06 C152129 C152129

LITRES)

B5 1 Pc. PRESSURE TANK (125 II76150 C152128

LITRES)

B5.1 1 Pc. DRAIN COCK WITH NIPPLE I.3.640/1 I.3.640/1

1 Pc. STRAP FOR 125 LITRES C152132 C152132

TANK

B6A 4 Pc. ANGLE COCK I.2.411/3 I.2.411/3

B6B 4 Pc. ANGLE COCK I.2.411/6 I.2.411/6

B7 4 Pc. BRAKE PIPE COUPLING(FP) I75882/455/KI B67285

B8 4 Pc. BRAKE PIPE COUPLING(BP) I75888/455/KI B67284

B9A 4 Pc. INDICATOR I48102/ W A93736/A

B15 1 Pc. EMERG. BRAKE I89368 2B82102

ACCELERATOR EB3 S/L

WITH BRACKET

B16 2 Pc. COCK G1-DN25E II50176/1A1LE C98906

B.18 1 Pc. BP PANEL ASSY. WITH II74586 C152116

FOLLOWING

ACCESSORIES;

B18.1 1 Pc. DISTRIBUTOR VALVE; TYPE II76167 I.2.765

KEdiPKSL-RLV; WITH

PRESSURE CONVERTOR &

MOUNTING BRACKET.

B18.2 1 Pc. ADOPTER I.2.724 I.2.724

B18.3 1 Pc. INTERMIDIATE FLANGE I98125 C52003

B18.4 1 Pc. FILTER NW19 WITH WBFIL100AA002 WB307519

CODEPIN AZ

B18.5 1 Pc. COCK DH7-TE I88738 B80866

B18.6 2 Pc. COCK AHB 200 NW19 WBAHB230AA002 WB415503-

Z




B.19 1 Pc. FP PANEL ASSY. II74587 C152117 CONSISTING OF

FOLLOWING VALVES FOR

FEED PIPE & AIR

SUSPENSION CONTROL;

B19.1 2 Pc. FILTER NW19 WITH WBFIL100AA002 WB307519 CODEPIN AZ B19.2 3 Pc. CHECK VALVE, RV7-T I90476 4B84113

B19.3 5 Pc. COCK DH7-TE I88738 B80866


B19.5 1 Pc. PRESSURE SWITCH I92268/01813 B85715 MCS11/W :

1.3-1.8 BAR

3 Pc. STUD FITTING PIPE OD22 X C152073 C152073 1/2"

2 Pc. STUD FITTING PIPE I.F.0698 I.F.0698

2 Pc. STUD FITTING PIPE I.F.0699 I.F.0699

1 Pc. STUD FITTING PIPE OD18 X C154284 C154284 1/2"

C1 4 Pc. HOSE CONNECTION R1/2E, I.3.3503/3 I.3.3503/3 600 MM LONG.

C2 8 Pc. HOSE CONNECTION R1/2E, I.3.941/1 I.3.941/1 500 MM LONG.

C3 4 Pc. BRAKE CALIPER UNIT II39261/1BZA C76302/A WZ57UP10XS11 LEFT


1272113201.

INCLUDING : BRAKE II39601/ZB C76299/B CALIPER II82515/704LP C177349 BRAKE CYLINDER

C4 4 Pc. BRAKE CALIPER UNIT II39261/2BZA C76302/A WZ57UP10XS11 RIGHT


1272114201.

INCLUDING : BRAKE II39601/ZB C76299/B CALIPER II82515/304LP C177349 BRAKE CYLINDER

N2 1 Pc. EMERGENCY BRAKE I94023/KI 2C63437 VALVE NB12A

KNORR ANTI-SKID (WSP ARRANGEMENT)

G1 1 Pc. CONTROL UNIT MGS2 STN30518/0276 TA28601/2 00



1 Pc. CONNECTOR(PLUG) STN30979 TA28601/2

00

G5 4 Pc. SPEED SENSOR FS01 STN31450/205A18U N60804

G2 4 Pc. DUMP VALVE GV12- II64108/7050024 C131766

ESRA.

4 Pc. CONNECTOR(PLUG) N62148/10000 N63467

4 Pc. NUT 463376 MPG13.5,

DIN46320


12 Pc. HEX. HD. BOLT M8 x 35 478314 478314


150 Meter COMPLETE LENGTH OF I.F.2903 I.F.2903

WIRING REQUIRED FOR

ANTI SKID SYSTEM-(1mm

x 3CORE, WITH SHEATH)

4 Pc. JUNCTION BOX (SPEED I.A.1109 I.A.1109

SENSOR)

2 Pc. JUNCTION BOX (DUMP I.A.1110 I.A.1110

VALVE)


4 Pc. BRACKET FOR DUMP I.4.744 I.4.744

VALVE

4 Pc. REDUCER I.4.743/1 I.4.743

4 Pc. REDUCER I.4.743/2 I.4.743

4 Pc. SHIM C151660/1 C151660/1

4 Pc. SHIM C151660/2 C151660/2

HARDWARE FOR MOUNTING OF EQUIPMENT

8 Pc. S.S HEX. HD. SCREW 467811 467811

(M8*25)

8 Pc. S.S HEX. HD. SCREW 476492 476492

(M10*25)

12 Pc. S.S HEX. HD. SCREW 477683 477683

(M10*35)

8 Pc. S.S HEX. HD. SCREW 7A0604510 7A0604510

(M12*30)

22 Pc. S.S HEX. HD. SCREW 470136 470136

(M12*45)




8 Pc. WASHER (A9) 466232 466232

20 Pc. WASHER (A11) 477685 477685

30 Pc. WASHER (A13) 467633 467633



16.0 Details of Air Brake System Components:

(a) Car equipment

(i) Brake pipe, feed pipe with auxiliary reservoir

Through the coach two 28mm pipes, the brake pipe and the feed pipe, are running the length of the

car. At each end of the pipe an angle cock (B06) and a brake pipe coupling (B07, B08) (refer TA

diagrams as above) is fitted to connect the pipes to the adjacent car. The brake pipe couplings are

compatible with the Indian coupling SK 73547 and the feed-couplings are compatible with the

Indian coupling WD-81027-S-01.

The brake pipe is used to control the distributor valve by pressure increase or reduction for brake

release or application. The brake pipe pressure is charged at 5 Kg/cm2 and can be checked at the

pressure gauge B14 in the Power car / generator car.

At the time of application of brakes the air pressure in brake pipe is reduced and the Distributor

valve fitted in each coach gets actuated and the Auxiliary Reservoir air pressure at regulated level is

supplied to brake actuators through Distributor valve.

The feed pipe supplies compressed air to the reservoirs 75L + 125L (B3, B5). The main reservoir

(B5) stores the air required for brake applications. The volume (125L) is protected by a check valve

(B10-2), so that a brake application can be triggered, if the coach is separated from the train. The

75L auxiliary reservoir (B3) will be also used for air supply of the toilet.

(ii) Module plate and container

The main devices of the brake control are mounted onto a module plate (B10). The air of the feed

pipe and the brake pipe is passing a filter (B10-9/1, B10-9/2) before it enters the module plate, to

hinder dust to cause malfunctions of the brake devices.

At the test devices (B10-6/1 and B10-6/2) the pressure of the feed pipe and the brake pipe can be

measured.



The module plate and the air-reservoirs are installed into a container which is produced by KB-

India.

Module Plate with valves Container

(iii) Distributor Valve

The distributor valve (B1) consists of the basic valve to which the relay valve KR1 is directly mounted. It is manufactured in India and is in position “P”.

The bracket incorporates all ports and connects the distributor valve to the module plate.

All maintainable parts of the distributor valve are located on the distributor valve. The distributor valve can be taken off from the pipe bracket without disconnecting the pipes. The following ports are available:

L – brake pipe R – auxiliary reservoir pipe C – brake cylinder pipe A – Control Chamber (6L)

The distributor valve creates upon a brake pipe pressure (L) reduction or increase a pre control

pressure (Cv), inversely proportional to the brake pipe pressure.

Pre controlled by Cv - pressure the relay valve KR1, which is directly mounted to the body of the

distributor valve, creates the brake cylinder (C) and necessary air supply.

If there is a malfunction in one of the bogies each bogie can be cut of separately by closing the cut off cocks B10-4/1 or B10-4/2.

On each module plate the cylinder pressures (C) and the pressure of the Control chamber can be measured through the tests fittings (B10-6/4 and B10-6/3).

In the generator cars the brake cylinder pressure (C) also can be monitored at the pressure gauge



(B13).

To cut off the pneumatic brake the cock (B10-3/1) has to be closed and the R-charger of the KE-valve (B10-1) has to be shut off with the handle.

Distributor Valve (With Variable Pressure Transformer- RLV-11d)

KNORR distributor valves are internationally approved graduated release units designed according to modern engineering principles. They feature:

– Diaphragm pistons

– Rubber seated valves

– Maximum pressure limiters

– Pressure surge protection and

– Automatic recharging to compensate for leakage in the brake cylinder

They are based on a modular design in which the basic valve is always the same. This member can

be combined with several different attachments to provide distributor valves for a wide variety of applications.



Technical Description of DV The distributor valve has been engineered for use in air brake systems on rail vehicles.

Technical Features of DV The unit is distinguished by the following features:

Universal action:

The distributor valves are equipped with pressure transformers providing for universal action. Universal action means the brake application and release times are independent of the size and piston stroke of the brake cylinders. Hence, one and the same distributor valve can be used for brake cylinders of all sizes.

Propagation rate: A propagation rate of 285 m/s, which is virtually the speed of sound, is reached in trains fitted with this distributor valve (purely pneumatic working principle).

Sensitivity: The distributor valve reacts very sensitively to controlled pressure changes in the brake pipe. The brakes respond, for instance, in less than one second (UIC specification: 1.2s) subsequent to a BP pressure reduction of 0.6 bar in 6s.

Insensitivity: The distributor valve is insensitive to uncontrolled pressure changes in the brake pipe. This means the brakes do not react to BP pressure reductions of up to 0.5 bar within 50s (UIC specification: 0.3 bar in 60s).

Pressure surge protection:

The distributor valve is insensitive to short pressure surges induced into released brakes. After full service braking, the brake pipe pressure can be over-elevated by a limited pressure surge, without the unit being overcharged to a degree that would interfere with brake operation.

Maximum pressure limitation: The maximum brake cylinder pressure is restricted by the maximum pressure limiter - regardless of the auxiliary reservoir volume, the auxiliary reservoir pressure and the brake cylinder stroke. The maximum pressure limiter hence suppresses over braking and prevents the wheels from locking. Air losses in the supply lines to the brake cylinder or in the brake cylinder itself can be offset by the use of the reserves from the auxiliary reservoir.

Filling the auxiliary reservoirs (or Inexhaustibility) The auxiliary reservoirs are refilled from the brake pipe via the check valve in the R-charging valve.

Switching off the brakes: The R-charging valve contains a cut-off valve. Actuating this cut-off valve by its handle



interrupts communication between distributor valve and brake pipe and simultaneously vents the auxiliary reservoirs and brake cylinders. To entirely vent the distributor valve, the user must additionally operate the release valve on the control chamber A. The release valve must continue to be pulled until full brake release is reached. The installation drawing contains the technical particulars of the unit.

Construction of DV

The distributor valve is designed according to the modular principle. This means that various

components can be added to the basic valve member (a) to perform whatever tasks are required.

Joining the relevant component to the flange automatically sets up the functionally required, pneumatic connections via the mounting surface.

The distributor valve consists essentially of:

Basic valve member (a)

Control chamber A (b) with a release valve

R-charging valve (c) with a cut-off valve and brake pipe exhaust

Choke cover

Variable pressure transformer (e)

Plate (f). The distributor valve fastens to the manifold plate by means of four studs for easy mounting. The manifold plate itself acts simultaneously as the link to all of the on board pipes.

Basic valve member (a) The following functions are concentrated in the basic valve member (a):

Translating a pressure reduction in the brake pipe into a corresponding pre-control or brake cylinder pressure.

Accelerating the BP pressure reduction at the start of braking Maintaining the control pressure A Quickly admitting the minimum pressure for brake application Maintaining the applied brake cylinder pressure Limiting the maximum pressure in the brake cylinder Pressure surge protection

The basic valve member (a) incorporates the following assemblies.



Air filter (g)

The air filter (g) stops dirt entering the distributor valve from the brake pipe and therefore helps sub-stantially to prolong the life of the distributor valve. When the distributor valve is detached from the value bracket, the air filter can be immediately replaced without the distributor valve being disassembled any further.

Triple-pressure valve (G)

The triple-pressure valve (G) controls brake cylinder charging and venting according to the magnitude and speed of the pressure changes in the brake pipe. The triple-pressure valve (G) reacts

very sensitively to controlled pressure changes in the brake pipe, thereby making for very rapid brake response. Further, the triple-pressure valve (G) activates the accelerator and controls pressure

surge protection.

Accelerator

The accelerator consists of a quick-service (Ü) control valve (U) with a quick-service chamber (K),

a control sleeve and a choke switch (H). At the start of braking, air from the brake pipe flows into the quick-service chamber (K); this action provides for an initial pressure reduction and propagates

the braking surge quickly through the train set.

A-control valve (D)

The control pressure A, which is derived from the brake pipe pressure L via the A-control valve (D),

is monitored by the choke switch (H) and the pre-control pressure Cv. Since the A-control valve (D) is linked to the accelerator via the choke switch (H), the brakes are reliably protected against any

depletion of the control pressure A. The accelerator is therefore reactivated optimally at the end of brake release. Minimum pressure limiter (F) When braking is initiated, the minimum pressure limiter (F) causes the brake cylinder to be charged quickly to a level equivalent to about 10% of the brake force reached upon full service braking.

Maximum pressure limiter (E) The maximum brake cylinder pressure is adjusted to its highest level by the maximum pressure

limiter (E) regardless of the auxiliary reservoir volume, the auxiliary reservoir pressure and the

brake cylinder volume. Over braking is avoided in this way.

Choke Cover (d)

The choke cover (d) contains brake application and release chokes 3.2.3R-charging valve (c)

Upon release, the auxiliary reservoir R is replenished with compressed air from the brake pipe via

the R-charging valve (c); replenishment is simultaneous with the BC pressure drop, yet independent



of the reservoir volume (universal action for filling by the triple-pressure valve of the R-charging

valve). The auxiliary reservoir is isolated from the brake pipe L by a check valve in the R-charging

valve (c). The R-charging valve (c) contains a cutoff valve and a brake pipe exhaust.

Variable pressure transformer (e)

The variable pressure transformer serves to admit a brake cylinder pressure that is related to the pre-control pressure at a defined ratio. The applicable Description B-EF20.21 contains information

about the construction and working principle.

Bottom Cover A (b) with a release valve

The control chamber A (b) supplies the control chamber pressure A. Pulling the release

mechanism releases the vehicle brakes via the release valve, while holding the pressure in the

auxiliary reservoir. The vehicle's braking capability is hence preserved. The release valve is

mounted on the bottom of the bottom cover A (b). The release mechanism must be pulled long

enough to fully release the brakes. For ‘A’ volume a separate version of 6 Lt. vol. is connected to

the Bottom cover.



Working principle of Distributor Valve The working principle of the distributor valve is as below:



Charging Position:

The chamber above the diaphragm piston (101.21) is filled when the cutoff member is opened and

the brake pipe pressure is increased to working level. At a pressure of 2.2 kg/cm2, the choke switch (H) opens & the tappet (101.44) engage the control sleeve (101.37) by friction.

The slide 112.5 travels downwards across the exhaust port Bo and cuts off A from O.

The cup diaphragm (101.20) closes the port B112 under the action of the pressure difference L-A. The control chamber is now charged through the restricting choke (112.1).

Compressed air from L flows into the control chamber A via the choke (101.41).

From the brake pipe, air flows via air filter (g) to the check valve provided in the R-charger (c).Also air from ‘R’ flows freely through the minimum pressure limiter to the inlet valve of the basic valve (a).

Compressed air from ‘R’ also passes through the ope n maximum pressure limiter (E) to the inlet valve of the basic valve (a) via the application choke provided in choke cover (d). When the R-

pressure reaches the preselected maximum brake cylinder level, the maximum pressure limiter closes and hence cuts off its path R to the application choke.

When the normal working pressure is reached in pressure chambers L, R and A, the distributor valve is at the charging lap position.

The diaphragm plate (101.21) is restrained by the force of the compression spring (101.22) via the tappets (101.44), the valve head Cv – with the help of the compression spring (101.13).

In the quick release valve (b) the A pressure holds the slide (112.5) at the cutoff position A-O

against the force of the compression spring (112.7); the sleeve is resting on its lower stop and transmits no force to the supporting piston (101.60).

The distributor valve is now ready to brake at its normal response rate. At the charging lap position, the distributor valve maintains the pressure relative to R and A; pressure losses in the auxiliary air

reservoir are corrected via the R check vale (190.4).



Charging Position



Brake Application:

When the L-pressure is lowered by a degree at-least equivalent to the sensitivity gradient, the

distributor valve goes to the braking position because the ‘L’ and ‘A’ pressure can no longer be balanced out thro ugh the choke (101.41).

If the L- pressure has been lowered so much that a large enough pressure difference develops

between L and A across the diaphragm plate (101.21), then the valve head (101.34) will be lifted

via the tappets (101.19); the control sleeve (101.37) cannot follow the motion of the valve head

(101.34) because it is frictionally engaged by the choke switch H. As a result, the valve (V101.3)

opens and L communicates with the quick service chamber through the inlet of the quick service

control valve.

Since communication between the L-chamber in the distributor valve and the brake pipe is restricted by the L-choke orifice (190.11b), the air from the L expands and creates a greater

pressure difference L-A across the diaphragm plate (101.21); the triple pressure valve G moves

faster to the upper braking position.

When the valve V101.3 (L-K) opens, a pressure forms and charges the choke switch H from behind, allowing the force of the compression spring to move the choke switch to the cut-off

position L-A (valve VH closed).

The distributor valve is switched over from normal to absolute sensitivity in this way; the control pressure is accumulated.

The pressure drop in ‘L’ is transmitted to the adjacent vehicles through the brake pipe, yielding a high propagation rate in this way.

The Cv pressure builds up through the open valve V101.2 and the initially open- minimum

pressure limiter F and the maximum pressure limiter E. The Cv pressure is passed to the relay valve ‘e’, closing the outlet valve VM1 and then opening the inlet valve VM2.

The pressure rise in Cv makes the Cv piston advance. The balance beam (a.3) turns about the knife-edge fulcrum of the adjusting block (a.4) against the action of the C-pressure on the C-piston (a.2).

The C-pressure is still equal to that of preceding braking step. The balance beam (a.4) actuates the valve tappet (c.3) and the valve head (c.5), making the inlet valve (c.1) open. Compressed air from

the auxiliary reservoir (R-pressure) flows into the brake cylinder and through the choke (d.2) to the C-piston (a.2).

The inlet valve (c.1) goes to the lap position upon completion of every braking process. Once the pre-

selected Cv pressure rise is concluded, the C-pressure simultaneously reaches a level that holds the

balance beam (a.3) in a state of equilibrium corresponding to the lap position. The inlet valve (c.1) and

the outlet valve (c.2) are closed. The maximum brake cylinder pressure is reached at the maximum

pre-control pressure Cv. It can be adjusted within the range using the adjusting block (a.4) to change

the a:b ratio on the balance beam. Turning the screw (b.1) to the right increases the maximum

brake cylinder pressure (the adjusting block goes downwards), whereas turning to the left



decreases the maximum brake cylinder pressure (the adjusting block goes upwards).

Brake Application Position



Brake Release:

If the pressure in the brake pipe is increased from a braking lap position, then the pressure

difference between A and L across the diaphragm plate (101.21) will be reduced and the balance in the triple pressure system restored by Cv venting.

With every increase in BP pressure, Cv pressure is vented to atmosphere and in turn relay valve ‘e’ vents the brake cylinder pressure proportionately to the drop in Cv pressure.

The outlet valve VM1 of relay valve ‘e’ will vent t he brake cylinder to O if, during release, the brake pipe pressure is raised to the normal working level.

As the Cv –pressure continues to drop, the minimum pressure limiter F opens when the level falls

below the minimum brake cylinder pressure (about 0.7 kg/cm2), while the A-control valve D opens

at a value of Cv=0.35 kg/cm2. However, the path from L to A is still cut off by the choke switch H. Consequently, the A-pressure cannot assimilate to L.

Depending upon the actual L-R pressure difference, the auxiliary reservoir will be replenished via the R check valve (190.4) during the whole of the brake release.

So during release, the auxiliary reservoir receives just enough air from the brake pipe to prevent the brakes from being depleted. The remaining amount is utilized to increase the brake pipe

pressure evenly and more quickly throughout the train.

The A- and L- pressures rise to the normal working level. If the brake pipe pressure falls again after the quick service (U) control valve has opened, the distributor valve regains its original

brake response and the accelerator is simultaneously activated.

The distributor valve release time is defined by the rate at which the pressure rises in the brake

pipe; but if L rises faster than Cv can be vented through the release choke, then the latter will define the rate at which Cv is vented.



Brake Release Position



Quick-release valve

The quick-release valve serves both to release the brakes fully by automatic control and to assimilate an elevated A pressure to L.

Briefly pulling the handle (112.9) on the quick-release valve releases the brakes. This movement

deflects the thrust member (112.14), moves the thrust rod (112.2) against the force of the

compression spring (112.11), and lifts the slide (112.5) with compression spring (112.6) and sleeve (112.3).

Air now flows through the port Bo under the slide (112.5), holding the latter and the sleeve at the very top position with the assistance of the compression spring (112.7).

The thrust member (112.14) and the handle return to their starting position when the handle is

released.

The control chamber A is vented through the exhaust port Bo. As a result, the triple pressure valve G moves downwards to the release position, and Cv is vented through the outlet valve

V101.1 and the release choke in the choke cover.

Provided the brake pipe is unloaded, the slide (112.5) will dwelt at its upper position and the control chamber A will be vented entirely. Upon refilling, the L-pressure rises and pushes the slide (112.5) to the lap position via the cup diaphragm (101.20) and the supporting piston (101.60), thereby cutting Bo-O.

Pulling the handle (112.9) serves also to dissipate overcharges. The control chamber A is vented through the port Bo until the L-pressure bearing on the cup diaphragm (101.20) and the supporting

piston (101.60) pushes the slide (112.5) downwards over the port Bo, thereby cutting off Bo-O.

The A pressure now charges the slide from above and moves it to the lap position, thereby disengaging the slide from the supporting piston.



Quick-Release Position

Removal and installation of DV

WARNING

Observe the safety regulations for working on pneumatic systems and abide by

them in the course of removing and installing the distributor valve.

Requirements Prior to removal, vent all the tanks and air pipes to which the distributor valve is connected.

The work of removing and installing the distributor valve must always be left to suitably qualified personnel authorized by the vehicle builder or operator.

Before installing the distributor valve, check its DV type plate against that required for the vehicle. This is to ensure that the correct distributor valve is fitted.

Starting work on the distributor valve:

– Vent the brake pipe. – Operate the handle on the quick release valve of control chamber A and vent this chamber. – Move the handle of the R charging valve to the OFF position.



Removal of DV

– Disconnect the operating mechanism from the handle of the quick release valve on the

control chamber A.

– Detach the operating mechanism from the forked lever of the R charging valve

(only on distributor valves with an R charging valve and forked lever).

– Release the fasteners holding the distributor valve bracket, and remove the whole distributor

valve from its mounting bracket in the vehicle.

– Immediately after removal, mask the flange surface of the distributor valve with a

protective cover to keep out dirt and stop damage during carriage.

– Also mask the sealing surface of the mounting bracket with a protective cover unless a

replacement is going to be fitted immediately after the distributor valve has been

removed.

Installation of DV

– Prior to installation, remove all traces of dust and dirt from the sealing surface of the

mounting bracket.

– Lubricate sealing rings and O rings with a thin film of Fuchs Renolit HLT2 universal grease.

Put these rings in the sealing surfaces, and attach the distributor valve to the mounting

bracket. Tighten the fasteners to the torques specified in the vehicle builder’s assembly drawing.

– Attach the operating mechanism to the handle of the quick release valve on control chamber

A.

– Attach the operating mechanism to the forked lever of the R charging valve (only on

distributor valves with an R charging valve and forked lever).

– Move the handle of the R charging valve to the ON position.

– Fill the brake pipe, and test the flange joint with the on board mounting bracket for

leakage. Escaping air is unacceptable.



Special Tools required during Overhaul of DV

All tools are standard apart from the special items listed in Table1 below. These special tools can be ordered from KNORR−BREMSE India Private Limited by the item numbers stated in the figures.

Fig.1- Clamping Fixture S1 Knorr item number I23645



Table 1 Special tools

Name Notation in text Purpose

and figures

Clamping fixture S1 Dismantling and assembly of distributor valve

Diaphragm extractor S2 Removing diaphragms

Thrust member S3 Mounting the diaphragm on the valve head

Special hook S4 Removing and installing Knorr K-Rings

Drift S5 Installing Knorr k-ring and star ring in the

triple pressure valve.

Key S6 Removing and installing the screw plug of the

maximum pressure limiter.

Adjuster S7 Removing and installing the supporting ring of

the maximum pressure limiter.

Wrench LK 15 S8 Removing and installing bracing screw.



Installing Knorr K – rings



(iv) Emergency brake equipment There are two possibilities to cause an emergency brake application:

The emergency brake valve (N4) (only in generator cars) is directly connected to the brake pipe and vents the brake pipe, when being actuated.

In each coach emergency brake pull boxes (N1) are installed, which are operated by the emergency brake valve (N2).

If the handle of the emergency brake pull box is moved, the pipe between N1 and N2 is vented and

the emergency brake valve starts exhausting the brake pipe via a large orifice. After the pressure at the brake pipe has reached 2 bar it stops to vent the brake pipe and so the refilling time after an

emergency brake application will be shortened.

To return the emergency brake pull box the bolt has to be unlocked by a guard’s key. So it is always

possible to find out where an emergency pull box was actuated and “playing” with the emergency brake is not possible.

The emergency cock (N3) can be used to cut off the emergency brake valve (N2) in the case of

malfunction. This function does not fit to UIC-Norm and hence is not provided in the existing schematics.

Emergency Pull Box Emergency Pull Box fitted on coach



Emergency Brake Valve Emergency Brake Valve and Isolating Cock fitted on coach

(v) Emergency brake accelerator

The Emergency brake accelerator is mounted into the brake pipe. If there is indicated a fast

pressure reduction of brake pipe, which is equal to an emergency brake application the

emergency brake accelerator supports this pressure reduction and vents the brake pipe via a

large orifice. This causes an equal brake pressure reduction speed over the whole train in the

brake pipe, so the actuation speed of the brake cylinders at the end of train will be as fast as

in coaches near the actuation point. If there will be no emergency brake accelerator used the

speed of pressure reduction in the brake pipe at the end of the train will be much slower

compared to the pressure reduction speed in the coaches near the locomotive. This effect will

cause forces length the train configuration.

The emergency brake accelerator will stop to vent the brake pipe between a pressure of 2.5 bar and 1.5 bar.

Emergency Brake Accelerator Emergency Brake Accelerator fitted on coach



(vi) Hand Brake Arrangement (Power Car coaches only)

To actuate the hand brake the Power car is equipped with the flexball actuating devices (B12) for two axles of a bogie. If the hand wheel of B12 is turned, two flexballs are directly moving two brake

calipers and two flexball cable are directly connected to hand wheel to apply on that bogie.

Hand Brake Wheel in Power Car Flexball Cable as fitted in coach

Set of Connectors on Brake caliper to connect with Flexball Cables



(vii) Brake indication

At both sides of the car-body there are two indicators which show for each bogie, if the pneumatic brake is actuated.

If the pneumatic brake is applied the distributor valve (B10-1) builds up brake cylinder pressure. This pressure actuates via nozzle (B10-7/1 and B10-7/2) the indicators.

If the hand brake is actuated, the roller lever valve (B11.C) indicates this action and air flows from the check valve (B10-2/2) and the reservoir (B11.B) through the roller lever valve (B11.C) to the indicators.

If the brake is applied, the window of the indicator is red. If the brake is released, the window shows a green sign.

The indicator for the handbrake turns from green to red when the handbrake is applied (only in case of Power Car).

Four numbers brake indicator (two numbers on each side of the EOG coach) and Six numbers brake indicator (three numbers on each side of the Power Car) are fitted per coach.

Brake Indication for Power Car Brake Indication for EOG



(viii) Isolation of the bogie

Each bogie has an own isolating cock (B10-4/1 or B10-4/2). In case of malfunction of one bogie brake equipment, this bogie can be separated from the whole brake system by cutting of the

corresponding isolating cock.



(b) Bogie Equipment

Each bogie has two axles, each equipped with two grey cast iron brake discs. The brake energy is dissipated only at the axle mounted brake discs, so the wheel set is only stressed by the weight of the

coach. The advantage of this arrangement is that the superposition of the thermal stresses and mechanical stresses is avoided.

The braking force is generated for each disc by a brake caliper unit, which consists of a brake cylinder and the brake caliper amplifying braking cylinder force depending on the lever ratio.

Brake Disc Brake Caliper

Brake Disc and Caliper as fitted on coach



(c) Anti slip device

Because of the maximum speed 160 km/h and the stopping distance of 1200 m, the adhesion could be insufficient to sustain the brake rate demanded during emergency braking, especially when the

surface of the rail is wet and slippery.

Therefore each coach is equipped with an electronic anti slip device of KNORR. At each axle a speed probe unit (phonic wheel and speed sensor) is mounted, which transmits the wheels speed

signal to the electronic device. If the rotation of an axle is slower than the speed of the car, the anti slip dump valve is actuated by the anti slip computer.

This prevents the car from getting flat wheels and extends the lifecycle of the wheel sets

tremendously.

WSP device fitted to the vehicle has the role of reducing excessive wheel sliding resulting from brake applications in situations where wheel / rail adhesion is temporarily impaired and prevents

wheels from locking / skidding.

- Safe protection of all wheel sets from locking even in the face of extremely low adhesion

due to wet leaves on the rails. - Makes good use of the wheel / rail adhesion by regulating brake force. - Allows short stopping distances by improving the mean coefficient of adhesion. - Low air consumption - Low power consumption - Meets the requirements of UIC Code 541-05 and is listed in the UIC appendix L as approved

system.

The wheel slide protection (WSP) system has evolved from KNORR BREMSE’s proven experience

in the field of microprocessor-based “wheel slide control". The control units are ba sed on Electronic System for Railway Applications (ESRA) technology.

- The wheel slide protection (WSP) system forms a closed loop through the brakes and wheel

set. - The speed sensor detects the speed of the wheel without physical contact and sends a

proportional frequency signal to the control unit. - The control unit evaluates the frequencies from all of the vehicle’s speed sensors and

generates signals enabling the anti-skid valve to control the brake cylinder pressure. - The gradient for decreasing or increasing the brake cylinder pressure can be lowered by

“pulsing". - The control loop adjusts the brake cylinder pressure to the instantaneous wheel-to-rail

adhesion, keeping the wheels within their optimum range of slip and ensuring maximum possible brake force transmission.



The working principle diagram of a WSP system is shown below:



PB03 Board

The power board supplies all the voltages for powering the boards, actuators and sensors.

If the vehicle is left to stand idle, the control unit can be switched off to a “standby" mode of low

primary current consumption (standstill sleeper mode). The unit is reactivated by a pressure switch at a preselected level in the feed pipe.

MB04 Board

Wheel slide protection i.e. acceleration and slip control, is implemented entirely on board MB04. It

contains all the electronic peripherals for individual wheel slide control at up to four wheels or wheel sets. The anti-skid valves are powered by 24V from board MB04. MB04 has a man-machine

interface (MMI) integrated into its front panel. Man-machine interface MGS2 has a man-machine interface (MMI) integrated into its front panel. The MMI peripherals comprise: − 9-pin Sub-D female connector for the RS232 interface (to connect a service terminal), − 4-character alphanumeric display, and − 4 control keys.

EB01 Board

EB01 is an extension board in the MGS2 control unit. It provides digital inputs and outputs. It is also utilized for supplementary functions such as door control.

Anti-skid valves

The anti-skid valve works as an actuator in the wheel slide control loop, and is activated by the control unit. The anti-skid valve is designed to reduce the brake cylinder pressure step by step whenever

required.



Speed sensors

The speed sensor scans a ferromagnetic rotating gear (tooth module / Phonic wheel) that is centered

over the axle. It works without physical contact and does not wear. The frequency of the digital current signal is directly proportional to the circumferential speed of the rotating gear. When the

vehicle is at standstill, the output current from the sensor assumes the value ( low & High ). The control unit monitors the speed sensors for correct operation at both standstill and on the move.

Open circuits and faults to ground are identified. The electronic part of the speed sensors withstands short-circuiting, prevents reversal of its polarity and resists EMC interference. Rotating gears with

80 teeth are used as standard.



Additional functions

For providing air for the toilets the module plate is equipped with a 10 mm supply pipe for the toilet. It can be cut off by the cock B10-3/2.

The 75L reservoir (B3) will be used for the toilet. If the 75L reservoir is not used for the toilet, the

reservoir will be used as additional reservoir for the main reservoir (B5) to supply compressed air for the distributor valve.

In order to ensure that Air pressure is always available in CDTS circuit even if FP is isolated (single

pipe ), Knorr has developed a module consisting of isolating cock & NRV as desired by RDSO,

which can be fitted / retro modified on welded pipe panels as well as compact brake panels of Knorr

Bremse (which are not having this arrangement). In case of new panels, it is a part of scope of

supply of Knorr.



(d) Testing of a Brake Container

The Brake Container comprising of pre- assembled pneumatic system with individual tested valves is to be tested after assembly for its performance as per the KB test protocol as per the Test Rig

Schematic and the test procedure shown below.



(e) TESTING PROCEDURE OF A BRAKE CONTAINER

(i) Initial Condition: 1. All cocks closed (including the brake panel). 2. Connect all the connections of the Brake container to the test bench. (Refer the drawing for

ports) Port for the Passenger Car: HBL, HL, C1, C2, C1A, C2A & T Ports for the Power Car: HBL, HL, C1, C2, C1A, C2A, T, SHB & MC

3. Drivers brake valve at off position. 4. Distributor valve and other accessories have to be individually tested on individual test stand before assembly on the panel. 5. Test stand connections must be tested for leakage prior to testing using soap solution at the joints and mountings.

(ii) Charging Time Test. 6. Open cock C1 & C3.

7. Set PRV 1 to 6+0.1 Kg/cm2.

8. Measure the charging time of the CR pressure from 0 to 4.8+-0.1 Kg/cm2 on M_CR.

(iii) Service Application Leakage Test. 9. Open cock on the Brake cylinder (BC) line on the Brake panel.

10. Set the drivers brake valve to full application.

11. Allow BC, BP and CR pressure to stabilize.

12. Close cock C3 & C1.

13. Test for leakage by applying soap solution on the mountings, joints and reservoirs.

14. Set the drivers brake valve to release position.

15. Open cock C3, C15 (only for Power Car) & C1.

(iv) Full Service Application & Release.

16. Set the drivers brake valve to full application.

17. Measure the pressure rise on M_BC1 & M_BC2.

18. BC pressure should rise from 0 to 2.8±0.1 Kg/cm2 in 3-5 seconds. 19. Maximum brake cylinder pressure should be 3±0.1 Kg/cm2 for LHB coaches and 3.8±0.1 Kg/cm2 for Double Decker. 20. MC=M_BC1 & M_BC2 (only for Power Car)


22. Measure the pressure drop on M_BC1 and M_BC2.

23. BC pressure should drop from 3 +0.1 Kg/cm2 to 0.4 Kg/cm

2 in 15-20 seconds.

24. Final pressure in M_BC1, MC (only for Power Car) & M_BC2 should be 0 Kg/cm2



(v) Emergency Application Leakage Test. 25. Set the drivers brake valve to emergency application.

26. Allow BC, BP and CR pressure to stabilize.


28. Test for leakage by applying soap solution on the mountings, joints and reservoirs.

(vi) Emergency Application & Release. 29. Open cock C3 & C1.


31. Set the drivers brake valve to emergency application.

32. Measure the pressure rise on M_BC1 & M_BC2.

33. BC pressure should rise from 0 to 2.8+0.1 Kg/cm2 in 3-5 seconds. 34. Maximum BC pressure should be 3±0.1 Kg/cm2 for LHB coaches and 3.8±0.1 Kg/cm2 for Double Decker. 35. Set the drivers brake valve to release position.

36. Measure the pressure drop in M_BC1 & M_BC2.

37. BC pressure should drop from 3+0.1 Kg/cm2 to 0.4 Kg/cm

2 in 15-20 seconds.

38. Final pressure in M_BC1 & M_BC2 should be 0 Kg/cm2

(vii) Sensitivity Test.

39. Close cock C3.

40. Open cock C4. (This allows BP to be reduced by 0.6 Kg/cm2 in 6 seconds)

41. Brake should apply within 6 seconds i.e. BC will rise in M_BC1 & M_BC2 to minimum 0.5 Kg/cm

2.

(viii) Insensitivity Test.

42. Close cock C4 and Open C3.

43. Wait till BP stabilizes.

44. Close cock C3.

45. Open cock C5. (This allows BP to be reduced by 0.3 Kg/cm2 in 60 seconds).

46. Brake should not apply within 60 seconds.

47. Close cock C5 and open cock C3. (ix) Re-feeding Test.

48. Set drivers brake valve to full application.

49. Open cock C10 & C9.

50. BC should be stable i.e. M_BC1 & M_BC2 should be 3+0.1 Kg/cm2.


52. Set drivers brake valve to release position.



(x) Bogie Isolation Test. 53. Set the drivers brake valve to full application.

54. Turn the 1st bogie isolation cock to close position.

55. M_BC1 should be zero.

56. Turn the 2nd bogie isolation cock to close position.

57. M_BC2 should be zero.

58. Turn the 1st bogie isolation cock to open position.

59. M_BC1 should be 3+0.1 Kg/cm2.

60. Open cock C10 air should escape.

61. Close cock C10.

62. Turn the 2nd bogie isolation cock to open position.

63. M_BC2 should be 3+0.1 Kg/cm2.

64. Open cock C11 air should escape.

65. Close cock C11.

(f) WSP CHECKING PROCEDURE AT SHED / YARD.

Display – 7201 means fault in one wheel set. Display – 7301 means fault in several wheel set. Display – 8888 Display Test (Shows in sequence of diagnosis / testing) . Display – 89 Testing Mode (Dump Valve self testing in progress). Display – 0301 means fault noted / sourced / relate d to MB 04 Card (Shows in

sequence of diagnosis). Display – 0201 means fault noted / sourced / relate d to EB 01 Card (Shows in

sequence of diagnosis). Check WSP display (in MB 04 Card at WSP rake placed in power panel of coach) before

start of maintenance. WSP display ‘99’ means system healthy. Other testing need to be followed (Dump Valve

Self Test by pressing ‘S2’ switch.). WSP display ‘95’ means present status healthy but system has logged previous fault and

system is serviceable. To check the previous fault please follow following steps : Press ‘S1’ switch (behind display) for less than 3 Sec. Display will show in following

sequence : 8888-95-7201(/7301)-0301-A1F101-A2F201-…..-95.Noted own the failure code coach wise and date wise (Jointly recorded). Take corrective measure in respective areas.

Proceed other testing (Dump Valve Self Test by pressing ‘S2’ switch.). DON’T press ‘S3’ switch (to clear volatile fault memory) and let the coach run with 95 code.

But ensure that the required repairs are done for the fault which is showing. Follow the same procedure in next maintenance or testing and record check if any new fault

logged.

WSP display ‘7201’ or ‘7301’ means there are some current fault logged



in system. To check faults follow these steps. Press ‘S1’ switch for less than 3 sec. The display will show in following

sequence : 8888-7201 (/7301)-0301- A1F101-A2F201-…..-7201 (/7301). Note down the failure code coach wise and date wise in log book. Rectify according to fault code (A1F1, A2F2 etc.). For fault code please

refer Knorr-Bremse WSP manual. Check the display whether 95 or 7201 (/7301). If 95 then proceed further

testing. If fault still exist then rectify accordingly. DON’T press ‘S3’ switch (to clear volatile fault memory) and let the

coach run with 95 code. But ensure that the required repairs are done for the fault which is showing.

Follow the same procedure in next maintenance or testing and record check if any new fault logged.

Note : If ‘S1’ switch pressed for more than 3 sec t hen fault code will be displayed in single by pressing S1 each time



(g) WSP Fault Codes diagnosis

Display Fault Source Connected with

2 Digital I/Os Board EB01A

3 Central Processing Unit Board MB04A

10 Time out Board MB04A

11 Short Circuit/Open Circuit Speed Sensor 1/Feeder

12 Signal Error Speed Sensor 1 Wheel set 1

13 Short-Circuit Valve 1/Feeder

14 Open-Circuit Valve 1/Feeder

15 Safety Monitor Defective(Test Run) Board MB04A



















70 Speed Signal Fault,Door Control

71 Speed Signal Fault,Electromag,Track Brake Board EB01A

72 Fault at one Wheel set

73 Fault at several Wheel set

74 Safety Moniter Fault Board MB04A

c8 Activation Fault,cumulative fault signaling Board EB01A

S2 Connector Defect,Board EB01A Board EB01A

S3 Connector Defect,Board MB04A Board MB04A

8888 Display Test

89 Test Running

95 Volatile Faults

99 System Good



17.0 Maintenance schedule of Disc brake equipments. For identifying and arresting any leakages during daily running of the coaches, shed should check the leakages or any damages (visual) as and when the coach comes to the shed (Leakage testing by

RTR/SCTR).

(a) Quarterly Maintenance Schedule Check sheet All Brake control valves, WSP system & Brake cylinders needs to be checked functionally & visually every quarter as per attached check sheet / quarterly schedule format. Date of Inspection

Coach No. Remarks/Comments

A×1

A×2

Speed Sensor (Visual & A×3

functional check ) A×4

A×1

A×2

Speed Sensor Junction Box A×3

(Visual Check) A×4

1

2

Dump Valve & Connector 3

(Visual & Functional Check) 4

Dump Valve Junction Box 1

(Visual Check) 2

Brake Accelerator & Isolating Cock (Visual

& Functional Check )

Emergency brake Valve (Visual & functional

Check)

Brake Container (Visual & Functional Check)

WSP System (Visual & functional check)

1

2

3

4

5

Brake Caliper Units & brake 6

7

pads (Visual & functional

Check ) 8



Flex Ball Cable (Visual & 2197 mm

4024 mm

Functional check) [for

Power Car only] 2333 mm

Pressure Gauge (Visual & BC

BP

Functional Check) [for

Power Car only] FP

Emergency Brake Cable Box With switch

(Visual & Functional Check)

Indicator (Visual & Functional Check) BC BP

Hose Connection FP

Pressure Switch (Visual & Functional Check) Leak Test

Cleaning of Filter (BP & FP)



(b) Overhauling Schedule For Valves (Brake control and WSP): To be overhauled every three years of running of

coach by replacing the must change kits as per enclosed list.

Must Change kit for Valves of Air Brake system &

WSP (To be replaced every three years)

Used in Valve Qty./kit per coach

Sl.

Assembly (Part no. of

Description

No valve) Power car

EOG

1 Overhauling kit for Check valve RV7-T I90476

2 nos 2 no

2 Over hauling kit for Cock DH7-TE I88738

2 nos 2 nos

3 Overhauling kit for Cock AHB 200NW19 WBAHB230AA002

2 nos 2 nos

4 Overhauling kit for Filter NW 19 WBFIL100AA002

2 nos 2 nos

5 Over hauling kit for Emergency Brake Valve I94023/A or

1 no 1 no

I94023/KI

6 Overhauling kit for Emergency Brake Cable Box II67335

nil 9* nos

7 Overhauling kit for Dump valve II34652/15024 or

4 nos 4 nos

II64108/7050024

8 Overhauling kit for Indicator I48102/W

6 nos 4 nos

9 Overhauling kit for Distributor Valve KE1IPKSL I.2.274

1 no 1 no

10 Overhauling kit for Relay Valve for DV (KR1) or I72233/001/KI or

1 no 1 no

Overhauling kit for Pressure convertor (RLV) ** II20314

11 Overhauling kit for Cock G1 II20882/14SX or

1 no 1 no

II50176/1A1LE

12 Overhauling kit for Brake Accelerator I89179

1 no 1 no

13 Overhauling kit for Guard valve II39369/KI

1 no nil

14 Overhauling kit for Angle cock I.2.411/2

8 nos 8 nos

* 9 nos. in 3 Tier, 7 nos. in 2 Tier, 5 nos. in 1st

AC ** Users to check whether the DV is fitted with relay valve (KR1) or pressure convertor (RLV)



Must Change kit for Brake caliper & brake

cylinder (To be replaced every Six years)

For Brake calipers and Brake cylinder: To be overhauled every six years of running of coach by

replacing the must change kits as per enclosed list. Used in Caliper

Qty / Kit per Coach

assembly (Part no. of

Sl. No. Description

Caliper)

Power car EOG

II39601/ZB &

1 Over hauling kit for Brake Caliper II39700/ZB 8 nos 8 nos

II17429/1204V or

2 Over hauling kit for Brake Cylinder II82516/1204LP

2 nos 0

I70191/304W or

3 Over hauling kit for Brake Cylinder II82515/304LP and

6 nos. 8 nos

I70191/704W or

II82515/704LP



18.0 Pictures of some important components:

Panel Mounted Brake system for EOG coaches

Panel Mounted Brake system for Power Car / Generator car



Compact Brake Control Panel

19.0 Latest Improvements / Modifications carried out in Disc brake

system for LHB coaches

Aluminum drilled compact panel instead of welded pipe panel. Pressure switch fitted in FP circuit instead of BP circuit for standardization. Pressure switch setting standardized as per FP circuit requirement (cut out at 1.8kg/cm2 & cut in

at 1 .3 KG/cm2)

20.0 Retro modification KIT for CDTS circuit

In order to ensure that Air pressure is always available in CDTS circuit even if FP is isolated (single

pipe), KBI has developed a module consisting of isolating cock & NRV (Part no. II81316) as

desired by RDSO, which can be fitted on welded pipe panels as well as new compact brake panels

of Knorr Bremse.



Split Brake Panel for LHB Double Decker coaches



Part-II

Air Brake System for LHB Coaches

(FTIL Type)

(Ref: FTIL Maintenance and User Manual for Air Brake system for LHB Coaches on IR)



Contents


1.0 Introduction 79

2.0 Features 79

3.0 Principles of Operation of Brake System 80

4.0 (A) Parts List and Scope of Supply with reference to

Schematic A2 040 0210

84

(B) Pars List and Scope of Supply with reference to

Schematic A2 040 0209

86

5.0 Description, Operation and Maintenance of Brake Control

Equipment

88

5.1 Brake Panel Module (Brake Frame A0) 88

5.2 Brake Panel (A1) 108

5.3 Distributor Valve (FTIL Make) 110

5.3.1 Introduction 110

5.3.2 General 112

5.3.3 Main Characteristics 112

5.3.4 Performance 112

5.3.5 Description Of Distributor Valve 113

5.3.6 Operation 118

5.3.7 Overhauling 129

5.3.8 Testing of C3W Distributor Valve After overhaul 139

5.3.8.1 Frequency Of Overhauling 139

5.3.8.2 Trouble- Shooting 140

5.3.9 Parts List 148

5.3.9.1 Main Valve 148

5.3.9.2 Double Release Valve 149

5.3.9.3 Cut-Off Valve 150

5.3.9.4 Quick Service Valve 151

5.3.9.5 Auxiliary Reservoir Equalising Check Valve 152

5.3.9.6 Inshot Valve With Pressure Limiting Feature 123

5.3.9.7 Miscellaneous 154

5.4 Control Reservoir (A3) - Part No. 040 1630 00 154

5.5 Check Valve Part No 006 1142 00 157

5.6 Cent Air Strainer - 009 0040 00 159

5.7 Filter Kit to Part No 009 0070 00 162

5.8 Relay Valve To Part No 018 0040 00 165

5.9 Pressure Switch To Part No 040 1090 00 172




5.10 Health And Safety 176

5.11 General Hints on Maintenance of Air Brake System 177

5.12 General Tools for Attention to Air Brake Equipment and

Facilities

178

5.13 Test Rigs for IOH & POH Repairs 180

5.14 Cleaning Procedure (Air Brake Equipments /Components) 181

5.15 Inspection/Replacement Criteria (Air Brake Equipment/

Components)

182

5.16 Lubrication And Recommended Greases 183

5.17 Special Instructions For Storage Of Rubber Components 184

6.0 Recommended Schedule Maintenance Attention for LHB Coach

Equipment

186

7.0 About The Brake Panel 188



1.0 INTRODUCTION

The Axle Mounted Disc Brake System of the recent Alstom-LHB design

Mainline Passenger Stock for Indian Railways from the layout shown in IR drg

no. SK 85155 duly incorporating

changes to meet the requirement of

the Alstom-LHB specification is shown

in air brake schematic drawing No. A2

040 0210 and A2 040 0209. This air

brake schematic is for AC-NON AC

(EOG)/ACCN (SG) Coaches and

Power Car and SLR coaches

respectively.

The brake system meets various

conditions in the specification laid

down by RDSO Indian Railway.

The brake system equipment provided on the Alstom-LHB design coaches meet the

requirement for high-speed trains hauled by locomotives and permits the emergency

braking for such trains to be within the stipulated limits when brakes are applied on a

straight trace at a speed of 160 kmph with loco brakes in operation and standard

formation of EOG / SG Coaches as prescribed by RDSO.

2.0 FEATURES

The equipment of the entire brake system in the LHB coach comes on the broad

classification as under:

a) Brake Frame control equipment

b) Brake Control equipment in the system layout

c) Disc Brake Equipment on the bogie

d) Wheel Slide Protection equipment (device)

The basic system of Twin Pipe graduated release air brake conforming to

RDSO specification no. 02-ABR-94 & 04-ABR-94 with 25 mm bore dia of BP /

FP at 5.0 & 6.0 kg/cm² operating pressure respectively in use on Passenger

Coaches on IR however is retained. Another set of FP & BP branch pipes are

also provided in each Coach on the either side of Central Draw Bar with BP,

FP End Cocks and Hose Couplings to provide straight connections of Hose

Coupling sets during the reversal and attachment of the Coaches to the

formation.

The details of sophistication additionally provided on LHB Coach brake system are as



under:

A Brake Panel with an Aluminium Slab manifold accommodates the Critical Valves

of the brake system. This provision protects the Valves from the vulnerability

of impact damages from ballast / flying debris during train operations, eliminate

substantial piping work and facilitate maintenance by unit replacement. It also

contains test points for checking the pressures of BP, AR, DV, BC and CR outputs at

one location itself.

The C3W lP DV

incorporates

additionally a Relay

Valve which ensure

consistent application

and release timings

of Brake Cylinder

irrespective of the

volumes at all times.

A Brake Pipe

Accelerator Valve

with an Isolating

Cock is connected to

the Brake Pipe of the

vehicle that provides

rapid venting of the

Brake Pipe Air. It

comes to action during brake applications whenever the BP pressure is

exhausted at an emergency rate and does not get activated during normal

braking function up to full service position of the Driver’s Brake Valve.

Five Passenger Emergency Valves are provided inside the Coach of Chair Car to

enable a passenger for operation towards stopping the train in case

of an emergency. These Valves are connected to a single exhaust Valve

that opens the Brake Pipe line to atmosphere whenever any of the

Passenger Emergency Valve is operated. The passenger emergency alarm valve

are provided limited switches and LED indication lamps to locate the particular

valve which is actuated.

Disc Brakes are mounted on each axle at outer ends within the wheels instead of

the conventional system of brake at wheel treads.



UIC pattern Twin Brake Indicators are provided on each side of the coach that

give a visible display of the condition of brakes on each bogie. During brake

applied condition, they show a black circle on a red background and in release, a

green indication. Chokes are provided in the pipeline to Brake Indicators to

dampen the pressure

surges and fluctuations.

Wheel Slide Protection

Electronic Rack version

SWKP AS20R developed

with advanced

microelectronics and use

of microcomputers, enable

the braking

system to be operated at

its optimum performance

level by maximizing the

use of available adhesion

during braking of the train.

The present problem

of insufficient wheel /

rail adhesion depending

upon the co-efficient of

friction available at wheel rail interface with a constant braking force

leading to possible slide and consequent damage to wheel sets (flats) is

avoided.



3.0 PRINCIPLES OF OPERATION OF BRAKE SYSTEM

When the Twin Pipe System with BP and FP lines on the coaches of the train

is charged to 5.0 & 6.0 kg/cm² respectively by the locomotive, the air pressure in

the air Brake Pipe connected to the Distributor Valves (A2), controls the

brake system of the coaches. To initiate and effect a brake application, the

air pressure in the Brake Pipe is reduced and the Distributor Valve in each

coach reacts to supply the Auxiliary Reservoir air pressure at a proportionate

level as BC pressure to the Actuators. This BC pressure acts as a signal

pressure to the large capacity Relay Valve (A17). The Relay Valve in turn

quickly supplies air pressure of the same intensity to the four Wheel Slide

Dump Valves (D2) and finally reaches the two Brake Actuators provided one

for each Brake Disc.

The force developed in each Brake Cylinder causes Piston movement and subsequently

through linkage passes on to its Brake Caliper with Pads (C2) to close on the individual

Brake Disc provided in each wheel set. The binding causes friction and retardation to

wheel rotation. The force applied on the Disc and the brake effect will be proportional to

the BC pressure supplied to the Brake Cylinder. The detailed description and maintenance

of Disc Brake mechanical arrangement consisting of Caliper with Pads, Brake Cylinder,

etc., is dealt with in a separate manual (Refer no. E 9060)

If wheel slip occurs on any wheel consequent to the brake force from the Disc not

having been absorbed due to insufficient wheel / rail adhesion factors, a Sensor (D1)

provided in axle end cover and Phonic Wheel (D6) fitted on one axle end of each

wheel in combination feeds the signal to the Wheel Slide Protection Unit (D3). The

WSP Unit in turn energizes through Dump Valve cabling / Connector (D10) instantly and

operates the particular wheel slide Dump Valve (Solenoid Valve) provided in the Brake

Cylinder circuit of the particular wheel.

The Dump Valve gets opened and exhaust the BC pressure to atmosphere

to maximize the braking effort for any given wheel / rail interface coefficient

of friction.

As soon as the wheel slide is stopped, the Sensor withdraws the electrical

signal to WSP Unit and the later in turn automatically deactivates the Dump

Valve to a close position. This allows restoration of BC pressure to the Brake

Cylinder circuit due to the pressure-maintaining feature of DV. The Wheel

Slide Protection is thus automatic in action and makes optimum use of

adhesion during braking with resultant benefits of improved braking

distance and prevention of continuous wheel slide / damages. The detailed description

and maintenance of WSP unit is covered in a separate manual (Refer no. SWKP AS20 R).

Reduction in the Brake Pipe air pressure can be caused by any one of the operations /



events as under:

a) Driver’s Automatic Brake Valve on the Locomotive

b) Guard’s Brake Control in Brake Van

c) Pilot Valve for Passenger Emergency

d) Parting of train and disengagement of Brake Pipe

Of these, in respect of Driver’s Automatic Valve operation only, it can

provide a graduated brake application or release. For any Brake Pipe

pressure held steadily below the normal running regime pressure of 5.0 kg/cm², a

brake application by way of Brake Cylinder pressure build up will be caused by the DV

and will be held steadily at the proportionate level against normal leakage in the system.

Release of brake is affected by the movement of Driver’s Automatic Brake

Valve handle towards release position causing the BP pressure to increase

towards regime pressure limit. The DV in turn causes the BC pressure to be

withdrawn proportionately depending upon the increase of BP pressure. A

reduced brake application or a complete release of brake can be

provided depending upon the position of Brake Valve Handle selected.



4.0 (A) PARTS LIST AND SCOPE OF SUPPLY WITH REFERENCE TO

SCHEMATIC A2 040 0210

The identification numbers referred here are in line with the schematic.

Ident No. Part No. Description Qty per Coach

BRAKE FRAME CONTROL EQUIPMENT

A0 040 0085 00 Brake Frame 1

A1 040 3500 00 Brake Panel 1

A2 501 0040 00 Distributor UIC C3W lP 1

A3 605 2630 00 Control Reservoirs - 6 ltrs 1

A4 009 0070 00 Air Filter FP W/Choke 2 mm 1

009 0040 00 Air Filter BP 1

A5 Part of A19 Cut Out Cock (DV Isolating Cock) with vent

1

A9 003 0015 00 Cut Out Cock - 1/2" Vent 2

A10 040 1090 00 Pressure Switch 1.3 kg/cm² falling

pressure; 1.8 kg/cm² rising pressure)

1

A11 501 4451 00 Choke (2 mm) 2

A13 040 2090 00 Test Point - BP, FP & BC 3

A14 040 2090 00 Test Point - CR 1

A16 006 1142 00 Check Valve 1

A17 018 0040 00 Relay Valve (1 : 1 Relay of pressure) 1

A18 780 3098 00 Timing Reservoir - 1.5 ltrs 1

A19 040 1075 00 Integral Volume Relay 1

A20 003 0015 00 Cut Out Cock - 3/4" without vent 1

A21 003 0015 00 Cut Out Cock - 3/8” without vent 1

A. BRAKE FRAME CONTROL EQUIPMENT

B1 040 2610 00 Auxiliary Reservoir (125 ltrs) 1

B2 703 0102 00 Drain Cock ½” (fitted to B1 & B7) 2

B3 607 0015 00

End Cock BP 11/4” 4

B4 608 0013 00

Hose and Coupling BP 11/4” 4

B5 608 0012 00 Hose and Coupling FP 11/4” 4

B7 040 2620 00 Door Reservoir (75 ltrs) 1

B8 607 0016 00 End Cock FP 11/4”

B9 045 0011 00 Double Brake Indicator 2

B10 708 0084 00 Hose Connectors for Bogie 4

B11 708 0230 00 Hose Connectors for Brake Cylinder 8




B12 072 0010 00 Brake Pipe Accelerator Valve 1

B13 023 0170 00 Isolating Cock 1” 1

B21 002 0051 00 Emergency Valve 1

B22 790 040 400 1" Isolating cock with end fittings 1

B. MECHANICAL BRAKE EQUIPMENT

C2 D127550-600 Caliper with Pads

8

C3 4F-130199 Brake Cylinder PBEC 254-160

4

C4 4F-130200 Brake Cylinder PBEC 254-160

4

C. WSP EQUIPMENT

D1 1/604

501/2000

Speed Sensor 4

D2 040 0300 00 Dump Valve W/Bracket assy 8

D3 1/600 084 WSP Control Unit 1

D5 I/604 560/1500 Wheel Slide Dump Valve Connector 4

D6 I/604 545 Phonic Wheel (Indigenous) 4

D9 1/604 800/200

WSP Control Unit cabling (Indigenous) 1

1/604 801/200

1/604 803/200

1/604 804/200

1/604 806/200

D8 939 0400 00 Speed Sensor cabling / Connectors

D10 Dump Valve cabling / Connectors



(B) PARTS LIST AND SCOPE OF SUPPLY WITH REFERENCE TO

SCHEMATIC A2 040 0209


A. BRAKE FRAME CONTROL EQUIPMENT

A0 040 0080 00 Brake Frame 1

A1 040 3500 00 Brake Panel 1

A2 501 0040 00 Distributor UIC C3W lP 1

A3 605 2630 00 Control Reservoirs – 6 ltrs 1

A4 009 0070 00 Air Filter FP W/Choke 2 mm 1

009 0040 00 Air Filter BP 1

A5 Part of A19 Cut Out Cock (DV Isolating Cock) with

vent

1

A9 003 0015 00 Cut Out Cock – 1/2" Vent 2

A10 040 1090 00 Pressure Switch (1.3 kg/cm² falling

pressure; 1.8 kg/cm² rising pressure)

1

A11 501 4451 00 Choke (2 mm) 2

A13 040 2090 00 Test Point – BP, FP & BC 3

A14 040 2090 00 Test Point - CR 1

A16 006 1142 00 Check Valve 2

A17 018 0040 00 Relay Valve (1 : 1 Relay of pressure) 1

A18 780 3098 00 Timing Reservoir – 1.5 ltrs 1

A19 040 1075 00 Integral Volume Relay 1

A20 003 0015 00 Cut Out Cock – 3/4" without vent 1

A21 003 0015 00 Cut Out Cock – 3/8” without vent 1

B. BRAKE FRAME CONTROL EQUIPMENT

B1 040 2610 00 Auxiliary Reservoir (125 ltrs) 1

B2 703 0102 00 Drain Cock ½” (fitted to B1 & B7) 2

B3 607 0015 00 End Cock BP 1-1/4” 4

B4 608 0013 00 Hose and Coupling BP 1-1/4” 4

B5 608 0012 00 Hose and Coupling FP 1-1/4” 4

B7 040 2620 00 Door Reservoir(75 ltrs) 1

B8 607 0016 00 End Cock FP 1-1/4” 4

B9 045 0011 00 Double Brake Indicator 2

B10 708 0084 00 Hose Connectors for Bogie 4

B11 708 0230 00 Hose Connectors for Brake Cylinder 8

B12 072 0010 00 Brake Pipe Accelerator Valve 1

B13 023 0170 00 Isolating Cock 1” 1

B14 022 0080 00 Single Pressure Gauge - BP 1

B17 040 0050 00 Roller Operated Valve (3 way) 1

B17 790 040 330 Gaurds Emergency Cock 3/4" 1

B18 045 0020 00 Single Brake Indicator 1




B21 002 0051 00 Emergency Valve 1

B22 040 2640 00 Reservoir 5 lts 1

B23 022 0070 00 Single Pressure Gauge - BC 1

B28 022 0090 00 Single Pressure Gauge - FP 1

- 040 1140 00 Flexible Hose Connection 2

B30 790 040 400 1" Isolating Cock 1" w/end fittings 1

C. MECHANICAL BRAKE EQUIPMENT

C2 090 0020 00 Caliper with Pads 8

C3 4F-125155 Brake Cylinder PBAC 254-130 4

C4 4F-125156 Brake Cylinder PBAC 254-130 4

D. WSP EQUIPMENT

D1 I/604 501/1210 Speed Sensor 4

D2 040 0300 00 Dump Valve W/Bracket assy 4

D3 I/600 084 WSP Control Unit 1

D5 I/604 560/1500 Wheel Slide Dump Valve Connector 4

D6 I/604 545 Phonic Wheel (Indigenous) 4

D9 I/604 800/200 WSP Control Unit cabling (Indigenous) 1

I/604 801/200

I/604 803/200

I/604 804/200

I/604 806/200

D8 939 0400 00 Speed Sensor cabling / Connectors

D10 Dump Valve cabling / Connectors



5.0 DESCRIPTION, OPERATION AND MAINTENANCE OF BRAKE CONTROL

EQUIPMENT

5.1 BRAKE PANEL MODULE (Brake Frame A0)

5.1.1 INTRODUCTION

The Brake Panel Module for LHB Coach serves to group together with interconnections in one single assembly all Valves, Cut Out Cock, Drain Cock, Pressure Switch housed in a Braking Panel with Reservoirs, Choke Filters, etc., of the

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

5.1.2 CONSTRUCTION

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

drawing along with the piping circuit details.

5. 1.3 LOCATION OF COMPONENTS

The brake equipment components are positioned in compact groups at convenient locations and pneumatic interconnections are formed by passages within the valve mounting manifold as well as by external piping circuits.

The port identification for the input/output air connections from the overall brake schematic of the Coach is indicated in the schematics.

The Brake Container also includes a Check Valve and four test points for measuring the

BP, FP, BC & AR pressures during testing.

Frame Header mounted on rear top position of the Brake Container form an interface connection with Coaching braking system for BP, FP, BC, etc., as indicated in the port connection details in the schematics.

Centrifugal air strainer is provided in the brake pipe entry port in the manifold with a drain cock attachment to trap and drain the condensate periodicaly with ease. The feed pipe is provided with an air strainer only. Since the pressure fluctuation in the feed pipe are very low to cause condensates collection.

All the mounted components on the Brake Container have identifying labels. For

certain items identification letters are punched directly on or near the item itself.

The four Cut Out Cocks have open/close labels indicating the handle position.

5.1.4 INSTALLATION



The Brake Panel Module frame comprising the pre-assembled pneumatic system with individually tested components installed in position can conveniently be mounted to the LHB Coach underframe mounting bracket (not in our scope of supply). The four mounting flanges on top of the Brake Container carry four 12 mm holes each. The Brake Container flanges are to be secured with fasteners to Coach underframe bracket with Stainless steel washer interfaced in between them.

The mounting has to be done with the DV face on the Brake Panel facing outward to facilitate attention to equipment. Suitable anti-slackening scheme is to be adopted

for the Nuts to prevent them working out in service due to likely vibration in operating

conditions.

5.1.5 TESTING OF A BRAKE CONTAINER (BRAKE FRAME ASSEMBLY)

The Brake Panel Module frame comprising the pre-assembled pneumatic system with

individual tested equipment is to be tested after overhaul for its performance as per the FTIL test procedure indicated in Annexure - A attached along with the Test Rig

Schematic.

5.1.6 TESTING OF BRAKE CONTAINER AFTER INSTALLATION ON LHB COACH

It is suggested that the Brake Control Rack complete be tested in the workshop before being commissioned in the coach. Even after commissioning, the system performance has to be retested using a Single Car Mobile Test Rig.

5.1.7 MAINTENANCE

The Brake Panel Module practically does not require any maintenance except for a check on the fastening arrangement to the Coach frame for ensuring soundness and air leak tightness of the system. However, for the brake equipment part, the periodic recommended maintenance schedule between overhauls is indicated in a chart under general chapter covered in Part A. The periodic overhaul and test procedure for the individual equipment forming part of the Brake Container is covered under this section separately.



5.1.8 OPERATION OF DEVICES ON PANEL: 5.1.8.1 CHARGING:

Initially the Brake Pipe pressure enters the Brake Panel through port (HL) and passes through a Centrifugal Air Strainer with Drain Cock (A4). If the DV Isolating Cock (A5) mounted on the Valve Mounting Manifold assembly is opened, the BP pressure enters the C3W Distributor Valve (A2) via a BP test point (A13) and charges the Control Reservoir 6 litres (A3) via a CR test point (A14) and the Auxiliary Reservoir - 125 litres (B1). Externally the BP pressure charges into the BP Accelerator Valve (B12) through an Isolating Cock (B13). The BP pressure also enters the Emergency Exhaust Valve (B21) inlet port and charges the Passenger Emergency Alarm Pilot Valves (B6).

The Feed Pipe pressure enters the Brake panel through port (HBL) and passes through a Air Strainer (A4). Further, filtered air passes from the Strainer passes through a Pressure Switch assy (A10) and a FP test point (A13). If the Isolating Cock (A20) is opened, the air will charge into the Auxiliary Reservoir-125 litres (B7) to maintain continuous supply of compressed for braking purposes.

The air opens the Check Valve (A16) and charges the Auxiliary Reservoir-125 litres to the Feed Pipe pressure. If the Isolating Cock (A21) is opened, the air will leave the panel

through port T of the Header which can be used for auxiliary equipment such as for door operation and flushing of toilets etc. The Feed Pipe pressure also enters the MR port of Relay Valve (A17) and Distributor valve (A2) and acts as a Main Reservoir supply to

these devices. 5.1.8.2 BRAKE APPLICATION:

When a Brake is applied, BP pressure is reduced in the system through the Driver’s Brake Valve and BC pressure charges from the Distributor Valve (A2) into a Timing Volume Reservoir (A16) through a Choke and enters the signal port of the Relay Valve (A17) which in turn delivers the same pressure (1:1 pressure ratio). The output pressure from the Relay Valve (A17) leads to the Bogie Isolating Cocks BC1 and BC2 (Schematic ref. nos. A9 & A10 respectively). When the Cocks are opened the air leaves the panel through ports C1 and C2 and goes to the Actuators (B11) through the Dump Valves (D2) causing a brake application. The BC air also leaves the Panel through ports C1A and C2A and goes to the Double Brake Indicators (B9) through a dia 2 mm Choke. In this condition, window of the Brake Indicator shows a Red colour with a black stripe. When an emergency brake is applied, the BP Accelerator Valve (B12) vents the BP pressure through its exhaust port rapidly causing quicker brake application through the train. Whenever the Passenger Emergency Alarm Pilot Valve handle is pulled, the BP pressure vents at its exhaust port and causes the Emergency Exhaust Valve (B6) to open and thereby vent the BP pressure continuously to cause a brake application. Using the resetting key, the Passenger Emergency Pilot Valve can be reset to stop venting of BP air through the Emergency Exhaust Valve.

5.1.8.3 BRAKE RELEASE:



When the Brake is released, BP pressure is again charged into the system thereby

releasing the brakes. Venting the control BC pressure takes place through the DV and the actual BC pressure at the Relay Valve Exhaust port. After release, the

windows of the Brake Indicators turn to Green colour signaling a brake release.

5.1.9 EQUIPMENT INTERCHANGEABILITY:

Unit-wise inter-changeability is provided for the following equipment with M/s Knorr

Supplies:

1. Brake Control rack assembly (A0)

2. Distributor Valve (A2), together with its Integral Sandwich Piece, Relay, Timing

Volume & Intermediate plate

3. Brake Pipe Accelerator Valve with Pipe Bracket (B12)

4. Double Brake Indicators (B9) *

5. Passenger Emergency Alarm Pilot Valve (B6) *

6. Emergency Exhaust Valve (B21)

7. Isolating Cock (B13)

8. WSP Dump Valves with mounting brackets & Sealing Rings (D2)

9. BP & FP Hoses (B4 & B5)

10. Angle Cocks (B3 & B8)

11. Actuator Hoses (B11)

* Two sets of holes are drilled in the mounting location of these two devices to provide unit-wise inter-changeability.



5.1.10 TEST SPECIFICATION FOR BRAKE MODULE

TO PART NO. 040 0080 00 & 040 0085 00

1.0 EQUIPMENT REQUIRED:

• Pneumatic test stand - RBTR

• Bulb Indication unit to be connected to a Micro Switch for the purpose

of verifying the operation of the flasher lights provided in the coach.

• Precision Pressure Gauge (0-10 kg/cm²) for connection at CR test point

with flexible connection.

• Precision Pressure Gauge for connection at Reservoir 125 ltrs., Drain

Cock outlet.

• Stopwatch

• Supply of clean, dry pressure air at a minimum of 8 kg/cm² pressure.

RELEVANT DRAWINGS OF

1. LHB Coach Pneumatic schematic

2. LHB Brake Container Assembly

Note:

a) Items numbered with a suffix (F) in the following paragraphs are on the Brake

Container. Those without suffixes are on test equipment.

b) During the course of testing, wait for 2 minutes for the system to charge for a

successive brake application and release.

c) The test specification broadly covers the following features of the system.

1. Pre-test

2. Reservoir charging

3. Sealing test

4. Full brake application

5. Release full brake application

6. Emergency application

7. Release Emergency brake application

8. Graduated brake application and release

9. Pressure governor for anti-skid device

10. Sealing test Feed Pipe (HB)



11. Normal service with Feed Pipe (HB)

12. Control of indicating devices

13. Control of the insensitivity

14. Control of sensitivity

15. First brake stop

16. Reactivating of quick service feature

17. Emergency brake by passenger

2.0 BRAKE PIPE CHARGING:

• Use clean dry air supply of 0.0 to 8.0 kg/cm². Close all Cocks on Test Stand and in

Brake Container. Keep the handle of A9 Brake Valve in release position.

• Regulate the pressure in A9 Brake Valve such that gauge G2 reads 5.0 kg/cm²

and open Cock C2 & C10. Gauge G 6 will charge to 5.0 kg/cm². Ensure air is

present at BP pressure test point A13 (F). Fix a pressure gauge in the test

point to note the pressure. It should read 5.0 kg/cm².

3.0 CHARGING TIME:

Move the BP Isolating Cock A5 (F) to open position. Control Reservoir and

Auxiliary Reservoir will get charged. While charging, note down the timing to

charge from 0.0 to 4.8 kg/cm². in single pipe mode only. After charging is complete

and the specified pressures have stabilised in AR and CR the system has to be

changed over to twin pipe mode. The charging times should be between as

under.

CR charging time - 165 ± 20 secs

AR charging time - 175 ± 30 secs

Ensure air is present at CR pressure test point A14 (F). Fix a Pressure Gauge in this

test point to note down the pressure. It should read 5.0 kg/cm². Ensure there is

no air pressure in FP test point.

Using Regulator R1, set the pressure in gauge G1 to 6.0 kg/cm². Open Cock C1 (for

continuous feeding).

Ensure air is present at FP test point A13 (F). Fix a Pressure Gauge in the test

pointand note the pressure. It should read 6.0 ± 0.1 kg/cm². Open Cock A20 (F) &

A21 (F). The pressure in gauge G5 & AR gauge will charge to 6.0 ± 0.1 kg/cm².

Note : The pressure in AR gauge will begin to rise from 5.0 kg/cm² only after auge G5 has

reached to 5.0 kg/cm².



4.0 BRAKE CONTAINER ASSEMBLY LEAK TIGHTNESS:

Allow the system to settle for 2 minutes and close Cock C1 and C2 and start timing.

Max.leakage allowed on any of the gauges G6, G5, CR & AR is 0.15 kg/cm² in 3

minutes.

Open the Drain Cock fitted in 75 ltrs Reservoir and observe Gauge G5 that the

Pressure Switch contacts at 1.3 ± 0.1 kg/cm² (falling pressure). Close the Drain

Cock of 75 ltrs Reservoir and open Cock C1 slowly and note that the gauge G5

contacts at 1.8 ± 0.1 kg/cm² (rising pressure).

Open Cock C1 & C2 fully and allow the system to charge.

Open Cock A9 (F) of BC1 and A9 Brake Valve (F) of BC2 & Cocks C6 and C7.

Ensure the BC pressure in both the gauges G7 and G8 reads 0.0 kg/cm².

5.0 DOUBLE BRAKE INDICATOR FUNCTIONAL & LEAKAGE TEST UNDER FULL

SERVICE AND RELEASE:

Move the A9 Brake Valve Handle to full-service position and observe the

following:

BC Pressure in gauges G7 and G8 should increase to 3.8 ± 0.1 kg/cm². During the

increase of pressure, note down the time taken to charge from 0 to 3.6 kg/cm².

This should be within 3 to 5 secs. Open Cocks C4 and C5. The windows of both

Double Brake Indicators should turn to red colour. Check for leaks in the exhaust

ports in Relay Valve and DV.No leaks permitted for one minute.

6.0 BOGIE ISOLATION TEST :

Close Cock A9 (F) of BC1. The pressure in gauge G7 fall will fall to 0 kg/cm². The first

window alone, of both the Double Brake indicators will turn to green colour. Close

Cock A9 (F) of BC2. The pressure in gauge G8 will fall to 0 kg/cm². Now the

second window of both the Double Brake Indicators will turn to green colour.

Open Cock A9 Brake Valve (F) of BC1. The pressure in gauge G7 will rise to 3.8 ± 0.1

kg/cm². The first window alone, of both the Double Brake Indicators will turn to red

colour. Open Cock A9 Brake Valve (F) of BC2. The pressure in gauge G8 will rise

to 3.8 ± 0.1 kg/cm². Now the second window of both the Double Brake Indicators

will turn to red colour.

Move A9 Brake Valve Handle to release position and observe the following:

Pressure in gauges G2 & G6 will charge to 5 kg/cm².

Pressure in gauges G7 and G8 will drop down to 0 kg/cm². During the



dropping of pressure, note down the time taken for dropping of pressure from

the maximum pressure to 0.4 kg/cm². This should be between 15 and 20 secs.

The windows of both the Double Brake Indicators should turn back to green

colour. Check for leaks in the exhaust ports in panel. No leaks permitted for

one minute.

Close Cock A9 (F) of BC1.

Move the A9 handle to full-service application position and observe the following:

Pressure in gauge G8 should increase to 3.8 ± 0.1 kg/cm². During the

increase of pressure, note down the time taken to charge form 0 to 3.6

kg/cm². This should be between 3 and 5 secs. The second window alone, of

both the Double Brake Indicators will turn to red colour.



Pressure in gauge G8 will drop down to 0 kg/cm². During the dropping of

pressure, note down the time taken for dropping of pressure from

maximum pressure to 0.4 kg/cm². This should be between 15 and 20 secs

The second window alone, of both the Double Brake Indicators will turn to

green colour

Close Cock A9 (F) of BC2 and open Cock A9 (F) of BC1.

Move the A9 Brake Valve Handle to full-service application position and observe

the following:

Pressure in gauge G7 should increase to 3.8 ± 0.1 kg/cm² During the

increase of pressure, note down the time taken to charge from 0 to 3.6

kg/cm².This should be between 3 and 5 secs.

The first window alone of both the Double Brake Indicators will turn to red

colour.



Pressure in gauge G7 will drop down to 0 kg/cm². During the dropping of

pressure, note down the time taken for dropping of pressure from

maximum pressure to 0.4 kg/cm². This should be between 15 and 20 secs.



The first window of both the Double Brake Indicators will turn to green

colour.

Open Cock A9 (F) of BC2

7.0 EMERGENCY APPLICATION & RELEASE, DOUBLE BRAKE INDICATOR

FUNCTION TEST:

Move A9 Brake Valve Handle to Emergency position and observe the following.

Pressure in gauges G2 & G6 will reduce to 0 kg/cm².

Pressure in gauges G7 & G8 should increase to 3.8 ± 0.1 kg/cm². During the

increase of pressure,

note down the time

taken to charge from

0 to 3.6 kg/cm². This

should be between 3

and 5 secs.

The windows of both

Double Brake

Indicators should

turn to red colour.

Move A9 Brake Valve

Handle to release position

and observe the following:

Pressure in gauges

G2 & G6 will charge to 5 kg/cm².

Pressure in gauges G7 & G8 will drop down to 0 kg/cm². During the

dropping of pressure, note down the time taken for dropping of pressure

from maximum pressure to 0.4 kg/cm². This should be between 15 and 20

secs.

The windows of both Double Brake Indicators should turn to green colour.



8.0 OVERCHARGE PROTECTION TEST:

Move A9 Brake Valve Handle to emergency position. On gauges G2 & G6, pressure

will reduce to 0 kg/cm². On gauges G7 and G8, it will rise to 3.8 ± 0.1 kg/cm².

Close Cock C10.

Open Cock C3. Gauge G6 will rise to 6 kg/cm². Gauges G7 and G8 will begin to

fall. Note that the pressure in the CR at test point gauge [A14 (F)]. It should not

get overcharged within 10 secs. The timing should be started at once the Cock C3 is

opened.

Close Cock C3. Move A9 Brake Valve Handle to release position and open Cock

C10.Gauge G6 will read 5 kg/cm². Meanwhile the pressure in CR also will fall to 5

kg/cm² (if not pull the DV Operating Lever briefly to bring it to 5 kg/cm²).

Pull the Operating Lever of the DV quickly for 1 sec. The pressure in CR should not

drop. Even if it drops it should charge back to 5 kg/cm².

9.0 PARTIAL BRAKING TEST:

Move A9 Brake Valve Handle to full-service application position. Pressure in gauges G7 & G8 should increase to 3.8 ± 0.1 kg/cm².

Pull the Operating Lever briefly. Pressure in Gauges G7 & G8 will drop and stabilize (BC pressure should not drop more than 1 kg/cm² from maximum pressure).

Move A9 Brake Valve Handle to release position. Pressure in gauges G2 & G6 will charge back to 5 kg/cm².

10.0 SENSITIVITY TEST:

Close Cock C2. Fit a Choke in Cock V3 to reduce the pressure in gauge G6 at the rate of 0.6 kg/cm² in 6 secs. The pressure in gauges G7 & G8 should start to rise within 6 secs.

Close Cock V3 and open Cock C2. Gauges G6 should charge back to 5 kg/cm².



11.0 INSENSITIVITY TEST:

Close Cock C2. Fit a Choke in Cock V3 to reduce the pressure in gauge G6 at the

rate of 0.4 kg/cm² in 60 secs. Gauges G7 & G8 should not rise.

Close Cock V3 and remove the Choke.

12.0 RE-FEEDING TEST:

Open Cock C2. Fit a 2 mm Choke in Cock V6. Move A9 Brake Valve to Full service

application position. The pressure in gauges G7 & G8 will rise to 3.8 ± 0.1 kg/cm².

Now open Cock V6. The pressure in gauge G7 will drop initially and stabilise. Close

Cock V6 and remove the Choke from Cock V6 and screw into Cock V5. Open Cock

V5. The pressure in gauge G8 will drop initially and stabilise. Close Cock V5. Move

A9 Brake Valve Handle to release position.

13.0 GRADUATED APPLICATION & RELEASE:

Brake Cylinder pressure increase should be attained when Brake Pipe pressure is

reduced in steps. The reduction in BP pressure can be observed in gauge G6 by

opening Cock V3 after closing Cock C2. The BC pressure increase can be seen in

gauges G7 & G8.

Close Cock V3 and open Cock C2 slowly and partly for checking the

graduated release during which gauge G6 will show an increase in reading and

gauges G7 & G8 will fall in pressures.

14.0 CHECKING BRAKE INDICATORS DURING RE-FEEDING TEST:

Open Cock C2. Make a full service application at the A9 Brake Valve and open

Cock V7. Pressure in gauge G7 should not fall (the colour in the first window of

both the Double Brake Indicators will turn into green and the second window of both

the Brake indicators will continue to

be red). Close Cock V7. The colour in

the first window of both the Brake

Indicators will turn to red. Open Cock

V8. Pressure in gauge G8 should not

fall (the colour in the second

window of both the Brake Indicators will

turn to green & the first window of

both the Brake Indicators will continue

to be red). Close Cock V8.

The colour in the second window of both the Brake Indicators will turn to red.

Move A9 Brake Valve Handle to release position. The pressure in gauges G7 and

G8 will fall to 0.0 kg/cm². The colour in both the Brake Indicators will turn to green.



15.0 BRAKE PIPE ACCELERATOR VALVE TEST:

Open Cock C8. Gauge G3 rises to 5 kg/cm². Wait approximately 2 minutes to allow

the volume in Accelerator Valve to charge. Move A9 Brake Valve Handle to full-

service application position. Brake application will take place. Using soap suds

check the exhaust port of BP Accelerator Valve for any leakage. No leaks permitted

for one minute.

Move A9 Brake Valve

Handle to release position.

Gauges G6 & G3 will

charge to 5 kg/cm². Wait

approximately 2 minutes to

allow the volume in

Accelerator Valve to

charge. Move the A9

Brake Valve Handle to

emergency position. Gauge

G3 will fall to 0 kg/cm².

Brake application will

take place. Observe a

sudden blast of air from the

exhaust port of the

Accelerator Valve.

Move A9 Brake Valve Handle to release position. G3 will rise to 5 kg/cm². Close

Cock C8 and open Cock V4. Gauge G3 will fall to 0 kg/cm². Close Cock V4.

16.0 TEST FOR EMERGENCY EXHAUST VALVE AND PILOT VALVE FOR

PASSENGER ALARM:

Open Cock C9. The air will enter into the Emergency Exhaust Valve inlet port and

in turn will feed the Pilot Valve for Passenger Alarm through its signal port.

Pull the Handle of the Pilot

Valve. Immediately the Exhaust

Valve will exhaust air through

the delivery port. Gauge G6 will

fall below 2.5 kg/cm². Gauges G7

& G8 will rise to 3.8 ± 0.1

kg/cm². Simultaneously, the light

in the flasher unit will glow.

Using the Re-setting Key reset the

Pilot Valve. The illumination in the

flasher unit will turn off. The exhaust in the Emergency Exhaust Valve will also stop



and the pressure in the Gauges G7 & G8 will fall to 0 kg/cm². Gauge G6 will rise to

5 kg/cm². The same test should be carried out for all the five numbers of Pilot Valves

for Passenger Alarm.

Close Cock C9 and again pull the Pilot Valve Handle. Air will be vented from the

Exhaust Valve. Reset the Pilot Valve.

17.0 BRAKE PIPE ISOLATING COCK TEST:

Move the BP Isolating Cock A5 (F) to close position. Air will vent through the

exhaust of Isolating Cock on the Integral Sandwich Piece). Meanwhile, the gauges

G7 and G8 will charge to 3.8 ± .01 kg/cm².

Move the Isolating Cock A5 (F) to open position. Gauges G7 & G8 will fall to 0

kg/cm².

18.0 AUTOMATIC RELEASE TEST:

Move the Handle of A9 Brake Valve to emergency application position. Gauges

G7 & G8 will charge to 3.8 ± 0.1 kg/cm². Pull the Operating Lever briefly. Air

pressure in the CR gauge, G7 & G8 will fall to 0 kg/cm².

If all the above tests have passed, close all the Cocks in the Brake Container and

drain the system.

Provide closure / sealing tape on the pipe openings till its fitment to prevent entry of

foreign matter. Ensure Closure Plug / Sealing Tape is removed before making air

connections during coach installation.



Parts List

Brake Panel Module for for PC & SLR COACHES - 040 0080 00

Item

No.

FTIL Part No. Description Qty

1 040 8800 00 Brake Frame 1

2 PART OF 1 Mesh Guard 1

3 040 2610 00 Auxiliary Reservoir 125 ltrs 1


5 605 2630 00 Control Reservoir 6 ltrs 1

6 040 2100 00 Timing Reservoir 1.5 ltrs 1

7 501 0040 00 C3W Distributor Valve Assembly 1

8 018 0040 Relay Valve Assembly 1

9 009 0040 00 00 Strainer for BP 1

10 PART OF DV BP Isolating Cock 1

11 003 0015 00 Cut Off Cock – BC1 1

12 003 0015 00 Cut Off Cock – BC2 1

13 009 0070 00 Strainer FP 1

14 006 1195 00 Pressure Switch 1

15 003 0015 00 Cut Off Cock – FP 1

16 003 0015 00 Cut Off Cock – Doors & Toilets 1

17 040 2090 00 Test Point – CR 1

18 040 2090 00 Test Point - FP 1

19 040 2090 00 Test Point – BC 1

20 040 2090 00 Test Point – BP 1

21 006 1142 00 Check Valve 2

22 703 0102 00 Drain Cock for Reservoirs (75 & 125 ltrs) 2

23 936 0611 00 Straight Stud Fitting 10 19



26 936 0617 00 High Pressure Banjo Fitting 22 BSP 2

27 040 8820 00 BEND PIPE 10 1

28 040 8840 00 BEND PIPE 10 1

29 040 8855 00 BEND PIPE 18 2

30 040 8870 00 STRAIGHT PIPE 28 1

31 040 8825 00 BEND PIPE 10 1

32 040 8830 00 BEND PIPE 10 1

33 040 8875 00 BEND PIPE 28 1

34 040 8835 00 BEND PIPE 10 2

35 040 8845 00 BEND PIPE 10 1

36 040 8860 00 BEND PIPE 22 1

37 040 8865 00 BEND PIPE 10 1



Item

No.


38 040 3550 00 Frame Header 1

39 040 1075 00 INTEGRAL VOLUME RELAY ASSY. 1

40 040 2500 00 Valve Mounting Manifold 1

41 905 0318 00 HEX. HD BOLT ISO 4014 M10x75 (SS) 8

42 908 0206 00 PUNCHED WASHER A11 IS:2016 (SS) 16

43 909 0229 00 SPRING WASHER DIA 10 (SS) 16

44 906 0205 00 HEX NUT ISO 4032 - M10 (SS) 8

45 901 0398 00 HEX. SOC HD CAP SCREW M8x75

(SS)

6

46 905 0271 00 RESERVOIR 5 LTRS 1

47 040 8710 00 COVER 1

48 920 0114 00 HEX. HD SCREW ISO 4017 M8x18 - 8.8 1

49 908 0090 00 PLAIN WASHER DIA8 1

50 909 0183 00 SPRING WASHER DIA8 1


52 908 0208 00 PUNCHED WASHER A18 IS:2016-

St.Steel

12


54 906 0229 00 HEX NUT ISO 4032 - M10 (SS) 8



Parts List

Brake Panel Module for AC-NAC (EOG) / ACCN (SG) COACHES - 040 0085 00

Item

No.


1 040 8800 00 Brake Frame 1

2 PART OF 1 Mesh Guard 1



5 605 2630 00 Control Reservoir 6 ltrs 1

6 040 2100 00 Timing Reservoir 1.5 ltrs 1

7 501 0040 00 C3W Distributor Valve Assembly 1

8 018 0040 Relay Valve Assembly 1

9 009 0040 00 00 Strainer for BP 1

10 PART OF DV BP Isolating Cock 1

11 003 0015 00 Cut Off Cock – BC1 1

12 003 0015 00 Cut Off Cock – BC2 1

13 009 0070 00 Strainer FP 1

14 006 1195 00 Pressure Switch 1

15 003 0015 00 Cut Off Cock – FP 1

16 003 0015 00 Cut Off Cock – Doors & Toilets 1

17 040 2090 00 Test Point – CR 1

18 040 2090 00 Test Point - FP 1

19 040 2090 00 Test Point – BC 1

20 040 2090 00 Test Point – BP 1

21 006 1142 00 Check Valve 2

22 703 0102 00 Drain Cock for Reservoirs (75 & 125 ltrs) 2




26 936 0617 00 High Pressure Banjo Fitting 22 BSP 2

27 040 8840 00 BEND PIPE 10 1

28 040 8855 00 BEND PIPE 18 1

29 040 8870 00 STRAIGHT PIPE 28 1

30 040 8825 00 BEND PIPE 10 1

31 040 8830 00 BEND PIPE 10 1

32 040 8875 00 BEND PIPE 28 1

33 040 8860 00 BEND PIPE 10 1

34 040 8865 00 BEND PIPE 10 1

35 040 3550 00 Frame Header 1

36 040 1075 00 INTEGRAL VOLUME RELAY ASSY

37 040 2500 00 Valve Mounting Manifold 1



Item

No.



39 908 0206 00 PUNCHED WASHER A11 IS:2016 (SS) 8


41 906 0205 00 HEX NUT ISO 4032 - M10 (SS) 4

42 901 0398 00 HEX. SOC HD CAP SCREW M8x75

(SS)

6

43 040 8710 00 COVER 1

44 920 0114 00 HEX. HD SCREW ISO 4017 M8x18 - 8.8 1

45 908 0090 00 PLAIN WASHER DIA8 1

46 909 0183 00 SPRING WASHER DIA8 1


48 908 0208 00 PUNCHED WASHER A18 IS:2016-

St.Steel

12


50 906 0229 00 HEX NUT ISO 4032 - M10 (SS) 8

51 936 0624 00 DUMMY M14x1.5 4



5.2 BRAKE PANEL (A1)

5.2.1 INTRODUCTION

The Brake Panel provided in the Brake panel module (Brake Frame) serves to

mount compactly the brake and air system equipment other than located at

special places in the Coach. The schematic drg of the Brake Panel portion with its

devices is indicated by a dotted square in the overall schematic of the Coaching

brake system.

The list of equipment contained in the Panel is indicated in the part no. drg / parts list

attached.

5.2.2 CONSTRUCTION

The brake frame comprises a valve mounting manifold to which components and

subassemblies are attached. The components are positioned in convenient and compact

groups and pneumatic interconnections are formed by drilling within the valve mounting

manifold.

The valve mounting manifold is constructed from high grade aluminium alloy which is

anodized after machining.

All pneumatic assemblies are constructed from corrosion resistant aluminium alloy and

with internal components, e.g. Valve Stems, Springs, etc., of Stainless Steel. Valve

Finished faces are of hard synthetic rubber with ground faces. The Valves are operated

by means of self-seating moulded synthetic rubber Diaphragms, which are fully

supported over their working surfaces.

Components are mounted to the outer face of a valve mounting manifold using O Ring

Joints to seal the interface connections.

A Header mounted at the top of the Brake Panel forms an interface connection with

the Header of Brake Container of the Coach pneumatic system. This is indicated in

the part identification given in the drawings.

5.2.3 LOCATION OF COMPONENTS

The physical location of all the components on the progressive three panels is shown

in the respective part drawings attached.

Port identification for the input / output air connections with the Brake Container is

also indicated in the part drgs. In addition, test points wherever required are

indicated.



5.2.4 INSTALLATION

The Brake Panel comprising the pneumatic system with pre-tested component installed

in position has to be secured to the Brake Container.

The Brake Panel Header has to be connected with air pipelines as indicated in the port

identification specified in the drawing.

The electrical connections from the Coaching circuit is to be given for the Pressure Switch

(A10) separately.

5.2.5 TESTING AFTER INSTALLATION

As the Brake Panel forms part of Brake Container assembly, no separate test

procedure is required since it is included in the Brake Container testing.



5.3 DISTRIBUTOR VALVE (FTIL Make)

5.3.1 INTRODUCTION

An UIC approved Distributor Valve type C3W IP is designed to work in conjunction with a

Timing Volume and 1:1 Relay. The existing standard Passenger Coach DV type C3W lP

cannot work with the Relay and Timing Volume and hence, it can not be used with the

Relay. To prevent usage of the

standard DVs in the Brake Frame,

a Dowel Pin is provided on the

Integral Volume Sandwich Piece,

which will be received by a

corresponding hole in the DV

Flange. The DV functions to

supply or exhaust the Brake

Cylinder control pressure to the

Relay in response to the changes in

the regime Brake Pipe pressure

towards decrease or increase

respectively. When the regime

pressure is restored and maintained

at 5 kg/cm², it withdraws the Brake

Cylinder control pressure from the

Relay to atmosphere and initiates

the brake release. The Distributor

Valve gives a maximum BC pressure of 3.8 kg/cm² during full service or emergency

application of Driver’s Brake Valve when the Brake Pipe regime pressure is set at 5.0 kg/cm².

It incorporates a pressure limiting feature to ensure the control BC pressure is not exceeded

beyond 3.8 kg/cm², even in circumstances of Brake Pipe / Control Reservoir getting

overcharged due to

any reason beyond 5.0 kg/cm². The DV together with the relay has application and release

timings of a passenger brake system.

The following information is for combined assy of distributor valve with timing volume &

also for individual assemblies.



5.3.2 GENERAL

This C3W Distributor Valve meets all the specifications laid down by UIC / RDSO and offers

security, sensitivity and reliability for application to air brake system of LHB Coaches. The

C3W Distributor Valve is of graduated release type.

5.3.3 MAIN CHARACTERISTICS

General Features of C3w Distributor Valve

Compact and sturdy in construction.

High Sensitivity

Step less graduation in brake application and release

High speed of propagation

Maximum Brake Cylinder Pressure Limiting Device, independent of the BP regime

pressure in case of Passenger Distributor Valve.

Easy access to Chokes for cleaning and replacement.

Confirms to UIC / RDSO specifications of graduated release Air brake system

Suitable for both single pipe and twin pipe Air Brake System.

5.3.4 PERFORMANCE

The speed of propagation is in the order of 280 m / sec and is obtained by provision of a

Quick Service Valve.

The brake is applied within 1.2 sec when Brake Pipe pressure drop is 0.6 bar in 6 secs (UIC

No. 547).

The brake does not apply when Brake Pipe pressure drop is less than 0.3 bar in 60 secs. (UIC

No. 547).

After full braking, Brake Pipe pressure can be increased to 6 bar with a view to obtain a faster

brake release and a protective feature in Distributor Valve prevents the danger of overcharge

of the Control Reservoirs from 5.0 Kg/cm2 to 6 bar for a period of 25 secs min.

Brake application and release graduations of 0.1 bar are possible.

If the Brake Pipe regime pressure is set at 5.0 Kg/cm2 , the Distributor Valve restricts Brake

Cylinder pressure to 3.8 ± 0.1 bar max, irrespective of the drop in Brake Pipe pressure or the

Auxiliary Reservoir air pressure (provided it is sufficiently at a higher pressure than 3.8 bar

even after repeated brake application in a single pipe system). However, after a brake

application is made, full brake release is not achievable till the Brake Pipe pressure builds up

to 4.85 bar.



Provision is made for release of brake on the vehicle (manual release) when brakes are fully

applied. This is especially useful in marshalling operation by venting Control Reservoir air

pressure. It is also possible to vent all the brake equipment air pressure fully. To operate this

feature, the handle of Isolating cock on Sandwich Piece is to be moved to the close position

and the release lever of the Distributor valve pulled briefly.

CAUTION

1) Mere closing of Isolating Cock does not Release the brake in the vehicle.

2) For complete venting of the system including the Auxiliary Reservoir, the Release

lever should be held in pulled condition till the air exhaust stops.

5.3.5 DESCRIPTION OF DISTRIBUTOR VALVE

The Distributor Valve has air pipe connections to

Brake pipe (BP)

Auxiliary Reservoir (AR)

Control Reservoir (CR)

Brake Cylinder (BC)

The Distributor valve consists of major sub assemblies housed in a Body with

their functions as under:

Main Valve

Cut off valve

Quick Service Valve

Auxiliary Reservoir Check Valve

Inshot valve

Application and release chokes

Double release valve



5.3.5.1 MAIN VALVE

(Ref. Fig 4.1 and Fig 5.1)

The Main Valve provides feeding & exhaust of the Brake Cylinder according to the Brake

Pipe pressure variations during operations. It consists of two Diaphragms 6 and 27, a Check

Valve 37, two springs 7 & 39, static and Dynamic Seals. The Valve 37 is controlled by the

movement of Hollow Stem 30, the top part of which forms the exhaust seat. The valve 37 and

Hollow Stem 30 jointly control the connection between Auxiliary Reservoir and Brake

Cylinder (for application) or between Brake Cylinder and Exhaust port (for release). The

upper face of Diaphragm 27 (top) is exposed to Brake Cylinder pressure and the opposite side

to atmosphere through a vent in body. The upper face of Diaphragm 6 is exposed to Brake

Pipe pressure and the lower face to Control Reservoir pressure.

When compressed air at a regulated pressure charges through Brake Pipe into the Distributor

Valve, it passes first into the Cut off Valve from which it is regulated to charge into the

Control Reservoir and simultaneously the Auxiliary Reservoir. The Brake Pipe air also is

charged into the connected internal chambers in the Distributor Valve. With the system fully

charged, a balanced state is achieved with the main diaphragm assembly in release position

and the Main Check Valve (37) in closed condition. Any reduction of pressure in the Brake

Pipe during brake application causes a depletion of pressure on top of the Main Valve Large

Diaphragm (6) which is moved up due to the reference pressure of Control Reservoir at a

constant level of 5 Kg/cm2 acting underneath. This movement of the Diaphragm causes the

Hollow Stem to lift the Main Check Valve and admit Auxiliary Reservoir pressure into the

Brake Cylinders. The pressure in the Brake Cylinder increases in the ratio of areas of

Diaphragms (27 & 6). Similarly, during brake release any pressure increase on the topside of

the Large Diaphragm (6) results in a corresponding pressure reduction in the Brake Cylinder.

In order to limit the maximum Brake Cylinder pressure, the Large Diaphragm Follower is

split into two parts and arranged concentrically, one as Large Piston (8) on top and the other a

central Small Piston (10) overlapping one another. When a drop in Brake Pipe pressure is in

excess of 1.5 Kg/cm2, the load on large piston (8) is cancelled due to physical obstruction of

its collar with the Body. Only the Control Reservoir constant pressure acting on the Central

Piston (10) forces against the Brake Cylinder pressure on the Diaphragm (27). With this a

balance of Brake Cylinder pressure is then limited to 3.8 bar.



5.3.5.2 CUT OFF VALVE

(Ref. Fig 4. 1 and Fig 5.2)

The Cut Off Valve housed in body below cap connects the Brake Pipe air with Control

Reservoir during charging through a Valve (68) fitted with calibrated choke Solex Jet (66)

and this determines the charging time of Control Reservoir. It instantly “cuts off” this Control

Reservoir pressure at the beginning of each brake application through a Valve (75) and

restores the connection when brake release is nearing complete. The Cut Off Valve also

controls the charging of compressed air into the Auxiliary Reservoir through Valve (71)

which acting in conjunction with a seat formed in Plug (74) controls the charging of Auxiliary

Reservoir.

The Cut Off Valve is principally composed of two Diaphragms (77) and (83) (Seal). The Seal

(83) and Guide (86) (diaphragm and follower assembly) is subject to the Brake Cylinder

pressure on the underside with its upper face being in communication to atmosphere. A

Spring (85), which acts on Guide (86) (Follower) makes this to open Valve (75) by means of

Push Rod (79).

The upper face of Diaphragm (77) with Follower (76) is subjected to Control Reservoir

pressure and lower face to Brake Pipe. Thus Auxiliary Reservoir initial charging from Brake

Pipe is piloted by Control Reservoir charging. The Cut Off Valve assembly as can be seen

from the Fig 4.1, is a “Floating Cut Off Valve” on Diaphragm (77), which is acted upon by

Control Reservoir pressure on the topside and the Brake Pipe pressure at the bottom. When a

Brake Pipe pressure drop at the rate of 0.6 bar in 6 secs is made, the pressure of air under the

Diaphragm (77) depletes at a much faster rate than the rate of flow of Control Reservoir air

from the top face of the Diaphragm. This sudden pressure differential across the face of the

Diaphragm (77) causes the Floating Cut Off Valve assembly to move down instantly loosing

contact with Push Rod (79). Due to the sudden downward movement, the Cut Off Valve (75)

is pushed up by Spring (73) to close on its Valve Seat separating the Control Reservoir side

from the Brake Pipe.

Similarly, if the Brake Pipe pressure depletion is at a much lower rate of 0.4 bar in 60 secs,

the Brake Pipe pressure as well as the Control Reservoir pressure deplete together at a same

rate keeping the Diaphragm (77) in a neutral position. Since there is a simultaneous drop of

Control Reservoir pressure, no brake application will take place during such “insensitivity

drop”.



5.3.5.3 QUICK SERVICE VALVE

(Ref. Fig 4.1 and Fig 5.3)

Quick service portion contains the bulb capacity and is closed by Cover Assembly (40). It

facilitates to vent a determined volume of air of Brake Pipe pressure into the built-in-chamber

(Bulb), whenever brake application is initiated and thus causes “a local sudden pressure

depletion in the Distributor Valve”. This local pressure depletion is picked up by the next

Distributor Valve in the vicinity in which also such similar local pressure depletion will be

caused because of Brake Pipe pressure charging into the Quick Service Bulb. In this fashion,

the initial depletion of pressure in the Brake Pipe is relayed from valve to valve in a train

formation to propagate the signal of Brake Pipe pressure depletion. As could be seen, this

Quick Service function is only for the initial Brake Pipe pressure depletion and is not for

successive progressive Brake Cylinder pressure build up. The chamber (Bulb) is exhausted to

atmosphere when the Brake Cylinder pressure drops

near to 0.8 bar during brake release, to prepare the Distributor Valve for subsequent brake

applications.

The Quick Service Valve basically consists of: (Fig 5.3)

• A Large Diaphragm (214) and Diaphragm Clamp (215) Assembly, whose upper surface

is subjected to Control Reservoir pressure and the underside to Brake Pipe pressure.

• A Lip Seal (208) (Diaphragm) and a Washer (Follower) Assembly (209), whose faces

are subjected during service condition to atmospheric pressure on the upper face and

Brake Pipe pressure or Quick Service Bulb pressure on lower face.

• A Valve (204) fitted in Seat Holder and Seat Assembly (206) operates in conjunction

with seats formed on the Seal Holder (212) and end of Guide Plunger (219). When

operated by Guide Plunger (219), it facilitates to connect the Quick Service Bulb to

Brake Pipe during brake application or to isolate it during release. The lower part of the

Guide Plunger forms the vent port through which the bulb air is vented to atmosphere.

• A Valve Assembly (59) that prevents premature venting of the Quick Service Bulb to

atmosphere during release as long as a certain amount of Brake Cylinder pressure is

acting on it.



5.3.5.4 DOUBLE RELEASE VALVE

(Ref. Fig 4.1 and Fig. 5.1)

The Double Release Valve provides a manual release of brakes and is contained in the lower

cover assembly. The valve by a single movement of operating lever with pull of the ring

causes:

• Elimination of overcharge in the Control Reservoir on a vehicle whose brake is applied.

• Brake release when Brake Pipe is vented by exhausting the Control Reservoir.

• By continuous action of pulling the ring on the Operating Lever, complete venting of all

brake equipment and system.

It consists basically of:

• Two Valves with Seals (11) & (18) which are held together against their seats by

Springs (19). These valves isolate the Control and Auxiliary Reservoir from

atmosphere.

• An Operating Lever which when operated lifts the spring seat and valve operator (pivot

piece). This in turn tips open and vents to atmosphere the Control Reservoir pressure

first through Valve (11) and then through Valve (18) Auxiliary Reservoir pressure, if the

displacement continues.

The release device is located in Bottom Cover and consists of:

• A locking rod maintains the Valve (11) (Control Reservoir) in open position and

prevents re-closing after a single action on operating lever i.e. if a manual release is

carried out when the Brake Pipe pressure is lower than that in the Control Reservoir.

When the Brake Pipe pressure is higher than the Control Reservoir pressure, a Ring (23)

(under Diaphragm Follower) is moved downwards by Lower Diaphragm (6) and causes

a

trigger 2C (Fig. 5.1) to raise Latching Stem (2D). This releases Valve (11) (Control

Reservoir) and allows it to re-close.



5.3.5.5 AUXILIARY RESERVOIR CHECK VALVE

(Ref. Fig 4.1 & Fig 5.3)

This Check Valve permits recharge of Auxiliary Reservoir and prevents any flow back

towards the Brake Pipe during brake application. The Cap (44) is provided with an ‘O’ Ring

(99) as a sealing joint between Body and Cap.

5.3.5 .6 PRESSURE LIMITING FEATURE

(Ref. fig 4.2 and fig 5.4)

A separate attachment is provided on top of Inshot Valve to limit the Brake Cylinder pressure

not to exceed beyond 3.8 bar, under any circumstances even if the Control Reservoirs are

overcharged due to any reason above 5.0 bar. The arrangement is indicated in the sketch. The

Spring (712) is adjusted to regulate the Brake Cylinder pressure to 3.8 bar during DV testing.

The Pressure Limiting feature is controlled by Spring (712) which constantly exerts pressure

on Guide (711) downwards. Due to this, the Valve Finished (223) and Spring (709) is

continuously kept pressed down in the open condition. As and when BP reduction takes place,

Main Valve is lifted allowing Auxiliary Reservoir pressure to enter the Inshot passage and

passes through opening made by Valve Finished. The Auxiliary Reservoir air pressure further

passes into the Brake Cylinder through the opening of Cup (710) into the bottom of

Diaphragm (77). As the pressure increases under the Diaphragm, the Spring (712) assumes a

position to close Valve Finished (223) on the Seat by the Spring (709), thereby cutting off the

further air supply. With this feature, any pressure from Auxiliary Reservoir above 3.8 not

allowed in the Brake Cylinder area.

5.3.6 OPERATION

(Ref. Fig. 4.2)

5.3.6.1 CHARGING AND RUNNING

Compressed air at 5.0 Kg/cm2 from Brake Pipe enters the following regions of Distributor

Valve colored blue:

Chamber 2, the top side of Lower Large Diaphragm of Main Valve.

Chamber 7 of Cut Off Valve

Chamber 4, the lower side of the Upper Diaphragm of QSV (Quick Service Valve)

Chamber D, chamber below the inlet valve of QSV

Further, the air from chamber 7 of cut off valve charges through the Solex jet and valve (6) to

fill the following regions coloured Yellow:

Chamber 1, the bottom side of Lower Large Diaphragm of Main Valve. The top side of the

Lower Diaphragm of Cut Off Valve.

Chamber 3, the top side of the Upper Diaphragm side of QSV.



Control reservoir (CR)

In addition, the air from chamber 7 lift the Check Valve (15) to fill the Auxiliary Reservoir,

coloured Red. All the chambers mentioned above are brought to the charging pressure of 5.0

Kg/cm2 . Due to the “zero pressure” differential across the Large Diaphragm of the Main

Valve when Control Reservoir is fully charged, the Diaphragm Assembly will be in neutral

position. This keeps the central passage of the Main Valve Stem (Hollow Stem 30) that leads

to atmosphere, open to Brake Cylinder, as a gap by design will prevail between Main Valve

Check Valve (37) and Hollow Stem end at top.

5.3.6.2 GRADUATED APPLICATION

When a reduction in BP pressure is caused by the Driver’s Brake Valve, the air pressure

under the Diaphragm in chamber 5 of Cut Off Valve drops quickly. This makes the

Diaphragm to flex down and closes the passage to the Control Reservoir, thus isolating it

from BP. Due to the isolation of Control Reservoir in chambers 1 & 2 of Main Valve portion,

a pressure difference is set across the Bottom Diaphragm (6) separating these two chambers

causing a lift of the Hollow Stem to open the Inlet Valve (Main Check Valve). Then, air from

Auxiliary Reservoir will flow into chamber 9 from where it is led into chambers 11 (Cut Off

Valve portion) and 16 (QSV portion) and also to the bottom side of Inshot Valve. In chamber

11, the air pressure builds up under Diaphragm and lifts up, thereby withdrawing the Pin from

Valve (6). In In shot Valve, air passes through the valve opening and also through

“Application Choke” into Brake Cylinder.

This sudden rush of air into the Brake Cylinder will help to bring the brake rigging / shoes

quickly to position. Air also enters chamber 10 and lifts the Diaphragm of Inshot Valve and

closes the valve passage. A pressure of about 0.5 ± 0.2 bar is enough to close the Inshot Valve

passage. Once this passage is closed, air flows only through the Application Choke into the

Brake Cylinder. In chamber 8 on top of the Upper Diaphragm of the Main Valve, the Brake

Cylinder pressure builds up bringing the Diaphragm Assembly downwards and finally

bringing the Inlet Check Valve to lap position. As soon as the balance is reached in this

Diaphragm Assembly, no more air can flow into Brake Cylinder. Similarly, every time the

Brake Pipe pressure is reduced in steps, the phenomenon will repeat and air from Auxiliary

Reservoir will gradually flow into Brake Cylinder in corresponding steps. In case of full

service application OR an emergency application, the maximum Brake Cylinder pressure that

is required to balance the main valve diaphragm assembly is 3.8 ± 0.1 bar with Brake Pipe

regime pressure set at 5.0 Kg/cm2 .

5.3.6.3 QUICK SERVICE APPLICATION

As soon as the Brake Pipe pressure is reduced, the pressure in chamber 4 under the Quick

Service Bulb (QSB) Upper Diaphragm is reduced, causing the diaphragm assembly of the

bulb to move down to open Inlet Valve (13). Then air enters bulb 12 and builds up pressure



under the Seal in chamber 17, developing an upward force on the Diaphragm Assembly. This

sudden surge and filling up of a large volume of air into the additional space causes local

pressure depression of about 0.4 bar in chamber 2 of the Main Valve, help in the quick

propagation of the Brake Pipe pressure reduction through the length of train. The bulb is

exhausted once the Brake Cylinder pressure reaches around 0.8 bar during the brake release

operation. This facilitates quick service propagation should an application be made

immediately.

5.3.6.4 GRADUATED RELEASE

When the pressure in Brake Pipe is increased, the balance in the Diaphragm Assembly in the

Main Valve is upset due the pressure rise in chamber 2, causing the Piston Assembly to move

downwards and thus opening the exhaust passage. Air from Brake Cylinder is released

through passage of Hollow Stem and finally is let off to atmosphere through the “Release

Choke” located inside Exhaust Protector.

5.3.6.5 OVERCHARGE PROTECTION

Pressure in chamber 11 of the Cut Off Valve under the Seal causes the guide to lift up,

making the pin free. The guide will not come down till the Brake Cylinder pressure reaches as

low a value as 0.2 bar and till such time the Valve (6) would be kept closed isolating Control

Reservoir and eliminating overcharge into Control Reservoir.

5.3.6.6 AUTOMATIC RELEASE

When the Operating Lever is pulled briefly, the locking rod slides down and gets wedged in

between Double Release Valve and its Seat, thereby facilitating draining of Control Reservoir

air from chamber 1 and also all the connected chambers. This upsets the balance of the

Diaphragm Assembly and opens the exhaust passage. Air pressure from Brake Cylinder and

chamber 8 (upper portion of Top Diaphragm) is reduced till a new balance is achieved, thus

facilitating a partial brake release. If the Operating Lever is pulled for a long time, the Double

Release Valve in the Lower Cover will be moved off from their seats permitting complete

draining of the entire system.



FIG 4.1 – CHARGING AND NORMAL RUNNING CONDITION



FIG 4.2 – GRADUATED APPLICATION



FIG 4.3 – GRADUATED RELEASE



FIG 5.1 MAIN VALVE



FIG 5.2 CUT OFF VALVE



FIG 5.3 QUICK SERVICE VALVE



FIG 5.4 PRESSURE LIMITING FEATURE



FIG 5.5 APPLICATION CHOKES



5.3.7. OVERHAULING

5.3.7.1 RECOMMENDED OVERHAUL RUBBER KIT TO FTIL PART No. 790 0402 80 FOR C3W

DV – 501 0040 00

SN

Item No

WABTE

C

Cat No.

FTIL Part

No.

Description

Quantity

Ma

in

Va

lve

Do

ub

le

Rel

ease

va

lve

Cu

t O

ff

Va

lve

Qu

ick

Ser

vic

e

Va

lve

AR

Eq

ua

lisi

ng

Ch

eck

Va

lve

Insh

ot

Va

lve

1 4 705 132 501 7010 00 O Ring 1

2 5 705 134 501 7020 00 O Ring 1

3 6 191 858 501 7030 00 Diaphragm 1

4 9 705 012 501 7040 00 O Ring 2 1 1

5 11 191 874 501 8040 00 Valve Finished 1

6 18 191 873 501 8090 00 Valve Finished 1

7 20 191 879 501 7050 00 Sealing Washer 2

8 24 705 818 501 7060 00 Lip Seal 2

9 27 191 849 501 7070 00 Diaphragm 1

10 29 705 011 501 7080 00 O Ring 1

11 32 705 239 501 7090 00 O Ring 5 1

12 33 191 840 501 602000 Filter 1

13 35 - 501 7101 00 Joint 1

14 36 705 249 501 7110 00 O Ring 1 1

15 37 190 220 501 4060 00 Valve Finished 1

16 43 190 115 501 4080 00 Valve Finished 1

17 45 705 255 501 7120 00 O Ring 1

18 47 787 686 501 6030 00 Filter 1

19 57 191 920 501 7140 00 Sealing Ring 1

20 58 191 921 501 7150 00 Sealing Ring 1



SN

Item No

WABTE

C

Cat No.

FTIL Part

No.

Description

Quantity

Ma

in

Va

lve

Do

ub

le

Rel

ease

va

lve

Cu

t O

ff

Va

lve

Qu

ick

Ser

vic

e

Va

lve

AR

Eq

ua

lisi

ng

Ch

eck

Va

lve

Insh

ot

Va

lve

21 59 191 923 501 8180 00 Valve Finished 1

22 68 189 888 501 4130 00 Valve Finished 1

23 71 189 887 501 4160 00 Valve Finished 1

24 75 191 942 501 4190 00 Valve Finished 1

25 77 183 019 501 7160 00 Diaphragm 1 1

26 80 705 215 501 7170 00 O Ring 1

27 81 705 212 501 7180 00 O Ring 1 1

28 83 191 964 501 7190 00 Seal 1

29 99 704 819 501 7330 00 O Ring 1 1

30 204 191 917 501 4220 00 Valve Finished 1

31 205 705 091 501 7210 00 O Ring 1

32 208 191 914 501 7220 00 Seal 1

33 210 705 164 501 7230 00 O Ring 1

34 211 705 128 501 7240 00 O Ring 1

35 213 700 378 501 7250 00 O Ring 1

36 214 191 894 501 7260 00 Diaphragm 1

37 218 705 817 501 7270 00 Seal 2

38 223 190 116 501 4260 00 Valve Finished 1

39 226 705 252 501 7280 00 O Ring 1



5.3.7.2 OVERHAUL SPRING KIT FOR C3W DISTRIBUTOR VALVE

SN

Item No

WABTE

C

Cat No.

FTIL Part No. Descriptio

n

Quantity

Ma

in V

alv

e

Do

ub

le

Rel

ease

valv

e C

ut

Off

Valv

e

Q

uic

k S

ervic

e

Va

lve

A

R

Eq

ua

lisi

ng

Ch

eck

Va

lve

Insh

ot

Valv

e

Pre

ssu

re

Lim

itin

g

Fea

ture

s

SPRING KIT No. 790 5011 07 FOR C3W DISTRIBUTOR VALVE

1 7 191 870 501 8030 00 Spring 1

2 12 191 881 501 8050 00 Spring 1

3 19 191 882 501 8100 00 Spring 2

4 39 189 931 501 8130 00 Spring 1

5 42 191 968 501 8140 00 Spring 1

6 64 191 990 501 8190 00 Spring 1

7 65 191 856 501 8200 00 Spring 1

8 67 182 714 501 8210 00 Spring 1

9 73 190 272 501 8220 00 Spring 1

10 85 789 650 501 8240 00 Spring 1

11 203 191 918 501 8320 00 Spring 1

12 216 191 922 501 8270 00 Spring 1

13 709 - 501 8370 00 Spring 1

14 712 - 501 8590 00 Spring 1



5.3.7.3 DISMANTLING FROM COACH

Before dismantling the distributor from the coach for overhauling, ensure that the compressed

air in the system is drained completely by pulling the operating lever and holding it in

position till all the air pressure is fully exhausted.

NOTE:

Since the draining of air supply from the vehicle would release the brakes fully, care should

be taken to protect the vehicle and prevent its accidental movement by suitable means.

Remove the DV along with its sandwich piece, relay valve & Timing reservoir.

Carefully supporting the Distributor Valve, unscrew the three M16 Nuts fixing the DV to its

sandwich piece.

For further work on the Distributor Valve in the workshop, it is recommended to have a bench

mounted clamp bracket with three Studs of M16 threads, fixed in the same fashion. Make sure

that the fixture has a corresponding hole to accomodate the pin driven in the flange face of the

DV. It should also have a facility to rotate by 180° and be locked in either position. (Refer fig.

7). The pipe connections to and from the mounting bracket on the vehicle need not be

disturbed. However, it should be protected by a suitable covering to prevent ingress of dirt

and dust till the Distributor Valve is reinstalled.

NOTE

Before the DV is opened, it should be thoroughly dusted and cleaned externally. The

workbench on which the components are to be placed should also be cleaned thoroughly.

5.3.7.4 DISMANTLING THE DISTRIBUTOR VALVE

Mount the Distributor Valve on to the Fixture (Fig 7) with the bottom side up.

Follow the sequence of this operation as given below for dismantling.

The item numbers in this description are with reference to the pull-out diagrams

provided under the relevant heading.

It is imperative that as and when the components are removed from the assembly, they

have to be carefully handled and arranged, preferably in identifiable group sequence.

5.3.7.4.1 MAIN VALVE

(Ref fig. 5.1)

Unscrew the 6 Nos. of Screws (61) & carefully pull upwards the Lower Cover Assembly (2).

Take out the Ring (23), the Diaphragm Follower (22) and the Small Piston of Lower

Diaphragm (10) along with its Diaphragm (6), the Large Piston of Lower Diaphragm (8), and

the five ‘O’ Rings (32).



Press a jet of compressed air into the bore of the Hollow Stem (30) taking care to hold the

Hollow Stem (30) the moment it ejects out under pressure. After removing the hollow stem

(30), unscrew the release choke from the top opening of the hollow stem.

Remove the Diaphragm Holder (3) and pull out the Hollow Stem from Diaphragm Holder.

Take out the Diaphragm Clamp (28) with its Diaphragm (27).

Unscrew the Plug (31) using the appropriate socket wrench.

Turn the Distributor Valve by 180° on the bracket and ensure that it is again locked in the

new position (bottom side down).

Unscrew the Cap (38) [with O’ Ring (99) provided in the latest version] and take out the

Spring (39) and Check Valve (37) with the ‘O’ Ring (36).

Carefully remove the Diaphragm (6) from the small Piston of Lower Diaphragm (10) and

Diaphragm (27) from the Diaphragm Clamp (28). Also remove the O Rings (4) and (5) from

the Diaphragm Holder (3). Similarly remove the ‘O’ Ring (36) from the Check Valve (37).

Using a blunt tool, remove the two Lip Seals (24) from the Diaphragm Holder (3) and from

the Lower Cover (2). Similarly, remove the ‘O’ Ring (9), ‘O’ Ring (29) and the ‘O’ Ring (32)

from the small Piston of Lower Diaphragm (10), Diaphragm Clamp (28) and the Plug (31)

respectively.

NOTE:

Care should be taken not to scratch the rubber components while removing. In case any such

damage is suspected, replace such part by a new one.

5.3.7.4.2 DOUBLE RELEASE VALVE

(Ref fig. 5.1)

The Locking Rod (233) would have already come out when the Lower Cover (2) is pulled

out. If not, remove it from the hole.

NOTE:

Do not try to remove the grooved Pin (2D) and Trigger (2C). These are permanently fixed in

our factory and do not require any attention. While the cover is open, take care to see that no

heavy object falls on the pin or on the Trigger.

Keep the flange face down on a soft surface like a rubber pad and press the Operating Lever

(13) hard by hand and using the appropriate circlip plier, remove the Circlip (17). Remove the

Lower Seat (16) and take over the Operating Lever. Take out the Spring Seats and Valve

Operator (14) and the Spring (12).

Slowly unscrew the two Cap Screws (21) on either side and take out the two Springs (19).

Take out the Sealing Rings (20) and pull out the Valves (11) and (18).

NOTE



Observe carefully the sides in which these Valves (11) and (18) are to be fixed while

assembly.

Unscrew the Exhaust Protector (92) carefully and unscrew the Release Choke (55) from the

Exhaust Protector (92) and take out the Exhaust Ring Protector (93).

5.3.7.4.3 CUT-OFF VALVE

(Ref fig. 5.2)

With the Distributor Valve mounted in its normal position, proceed as follows:

Unscrew the bigger Cap (84) by using the appropriate socket wrench. Alternatively, a rod

of suitable diameter that can go into the side hole on the cap can also be used.

Carefully lift off the Cap (84) and remove the Spring (85), the Guide (86) and the Seal

(83). If the Seal does not come out alone with the Guide and remain in stuck in position,

use a bent tool and carefully lift it up. Rotating the tool all around, lift the seal uniformly

and gradually from underneath. Ensure that the tool has no sharp edges.

NOTE

Ensure after removing the Seal that the two Springs in the Seal are properly seated in their

position. The ends of the Springs are inserted into one another to form a ring of a specified

diameter. Improper handling of the seal while pulling out may disturb the position of the

Springs.

Remove the ‘O’ rings (81) from the Guide (86) taking proper care.

Unscrew the Diaphragm Clamping Screw (82) using the appropriate socket wrench. Take out

the Push Rod (79).

NOTE

The direction in which the push rod has to be inserted again during reassembly should be

carefully noted down.

Holding the stem part of Guide (76), pull it out carefully so that the Diaphragm Clamp (78) also

comes out. The Guide (76) is a sub-assy consisting of Seat (72) which is screwed into the Guide

(76) Valve (75), Spring (73) & the Diaphragm (77).

Keep the sub-assembly in the special Fixture RPBF 0003 (Fig 6.3) in such a way that the flange

part of the Guide (76) sits in the circular recess of the fixture and the Seat (72) is facing up.

Keep the Fixture in a vice. Tighten the vice lightly. Using the special tool SCT6016 (Fig 6.3)

unscrew the Seat (72) by inserting the two Pins of the tool into the two holes on the Seat (72)

and turning the handle.

Take out Valve (75) and the Spring (73).

NOTE



While using the fixture RPBF 0003 (Fig 6.3), exercise care to avoid denting the flange of the

Guide (76) due to over tightening of the vice. The Spring (73) and the Valve (75) are quite

small in size and should be handled carefully.

Pull out Diaphragm (77).

Using special tool SCT 6014 (Fig 6.1) in the same way as for SCT 6016 (Fig 6.3), unscrew the

Plug (74) and remove the outer ‘O’ Ring (45) as well as the inner ‘O’ Ring (36). The Plug is a

sub-assembly consisting of an Internal Circlip (62), Spring Seats (63), (69) and (70), Spring

(64) (65) and (67), a Solex Jet (66) and Valve Finished (68) and (71). Using a suitable circlip

plier, remove the Circlip (62). Take out the Spring Seat (63) exercising caution in avoiding

falling of loose components. Take out the Springs (64) (65) and (67). By pulling at Solex Jet

(66), remove the Spring Seats (69) and (70).

Take out the Valve Finished (68) and (71). Unscrew the Solex Jet from the Valve (68).

5.3.7.4.4 QUICK SERVICE VALVE

(Ref fig. 5.3)

With Clamp bracket in the same position as for Cut Off Valve, unscrew the four Screws (41).

Take the Cover Assembly (40) out, taking care to pull it up vertically.

Remove the ‘O’ Ring (32) and ‘O’ Ring (9) on the top surface of the Body.

Slowly pull out the Glide Plunger (219) sub-assembly consisting of parts (52), (213), (214),

(215), (217) and (219) by pulling at the Guide Plunger top.

Remove the Spring (216).

Remove the Diaphragm (214) from the Piston (215) of the sub-assembly.

Holding the sub-assembly in hand, unscrew the Nut (217), remove the Washer (52) and pull

out the Piston (215).

Remove the “O” Ring (213) without twisting it. Using the special tool SCT 6092 (Fig. 6.1)

unscrew the Seat Holder (206).

Remove the “O” Rings (211) and (205).

Take out the Seat Holder Assembly (206) and using the appropriate circlip plier, remove the

Internal Circlip (17). Pull out the Seal Holder (212) using the special tool SCT 6093 (Fig 6.2).

Remove the “O” Ring (210)

Using a blunt tool, carefully pull out the seal (218) from the Seal Holder (212).

Remove the Washer (209). Carefully pull out the Seal (208) by using a bent tool and dragging

up uniformly all round. Do not use any sharp hook to do this work.

Take out the Spring Seat (207).

Using the appropriate internal circlip plier, extract the Circlip (201) at the bottom of Seat

Holder (206), taking care to prevent loose parts from inside falling off.

Remove the Spring Seat (202), Spring (203) and Valve Finished (204).



Using the same tool as was used for pulling out the Seal (218) from the Seal Holder (212),

pull out the second Seal (218) from the Cover Assembly (40).

Take out the Bush (60) carefully by pressing a jet of compressed against the vent of quick

service and the Valve Finished (59) from the hole in the top face of Body (1).

Extract the Seal (58) and the Sealing Ring (57) by carefully pressing on the Seal (58) on an

edge to tilt it on Washer (57). Use only a blunt tool.

NOTE

While extracting the Seal (58) be careful not to damage it. However, as this cannot be pulled

out in any other way than described above, if any damage to this component is suspected,

make sure to replace it by a new one during reassembly.

5.3.7.4.5 AUXILIARY RESERVOIR VALVE

(Refer fig. 5.3)

With Body (1) in the normal position, unscrew the Cap (44) & O Ring (provided in latest

version) slowly & take out the Check Valve Spring (42) & Check Valve (43).

5.3.7.4.6 PRESSURE LIMITING FEATURE

(Ref. fig 5.4)

Open the Cap (701) remove Circlip (702), Stem Adjusting Screw (704) using special tool (Fig

12 A) and remove Spring Seat (703) from Clamping Flange (708).

Unscrew Clamping Flange and remove Spring (712) extract Diaphragm Clamp (228) and pull

out Guide (711). Remove Diaphragm (77) from Guide (711). Remove O Ring (226) from its

seating position on Cup (710) and remove the cup. Unscrew Plug (224) and remove Valve

Finished (223) and extract the Spring (709).

5.3.7.4.7 APPLICATION AND RELEASE CHOKES

(Ref fig. 5.5)

APPLICATION CHOKE

Remove from the side of Body the Application Choke (34) provided inside the Filter (32).

The Filter has to be removed for renewal or cleaning of Choke.

RELEASE CHOKE

The Release Choke is provided in the hollow stem(30).

Choke description FTIL PART NO



Application Passenger 501 4309 00

Release Passenger 011 3062 00

5.3.7.5 CLEANING OF PARTS

Refer guidelines given under "CLEANING PROCEDURE (AIR BRAKE EQUIPMENTS /

COMPONENTS)"

REPLACE PARTS IF,

Refer the guidelines given under "INSPECTION / REPLACEMENT CRITERIA (AIR

BRAKE EQUIPMENT / COMPONENTS)"

STEPS BEFORE REASSEMBLY

Smear carefully and lightly “MOLYKOTE M33” or equivalent grease to all

Sliding parts

Dynamic and static O rings and the parts on to which they slide.

Diaphragms and seals

Threaded parts except on the chokes and the Solex jet.

Smear carefully and lightly “ Shell Rhodina RL3” grease or equivalent to all

Threaded parts of chokes and Solex jet

Bearings of all guides

5.3.7.6 ASSEMBLY

Follow the same instructions of each sub-assembly in the reverse sequence to assemble the

valves. However, suggestions given as under while reassembly may be followed.

After mounting the Diaphragms on the Diaphragm Clamps, get the entrapped air out by

inserting the special tool SCT 6026 (Fig 6.3) between the inside the Lip and the side of the

Groove.

The elastomer surfaces of the valve must be free from grease.



Blow a jet of compressed on to the valve surfaces before assembling them into position.

Ensure that the tips of the screwdrivers, the circlip pliers and the other tools used are free

from any sticky matter and are not carrying any dirt.

The ‘O’ Ring (226) in the Inshot Valve Cup (225) is not mounted outside but is dropped into

position after fixing the cup in its place with the help of a special tool SCT 6015 (Fig 6.1)

suitably pushed uniformly into position. Keep the edge of the tool on the ‘O’ Ring & rotate

the tool with light pressure till ‘O’ ring is seated properly without twist.

After assembling the parts (62) – (71) of the Cut Off Valve into the Plug (74), shake it lightly;

a metallic sound should be heard. If not, extract the Circlip (62), remove the Spring Seat (63)

and make sure that the Springs are correctly positioned. Also ensure a Spring Seats (69) and

(70) are freely moving. Then reassemble the parts and repeat the operation.

To insert the Hollow Stem (30) through the Diaphragm Clamp (28), use the special feeding

tool SCT 6017 (Fig 6.3) to avoid scratching of the ‘O’ Ring (29) in the Diaphragm Clamp

(28). This is done by the inserting tool into the Hollow Stem (30) on the side of the small

diameter and pushing the tapered face of the tool into the Diaphragm Clamp slowly. Pull out

the tool from the stem on the other side.

For the Inshot Valve portion, the Pressure Limiting arrangement consisting of items 701, 702,

703, 704 & 705 are also required to be assembled in the Inshot Valve portion.

NOTE

The limiting pressure is to be adjusted for a cut off pressure of 3.8 Kg/Cm2 during DV

test.

5.3.7.7 TIGHTENING TORQUE

TIGHTEN TO A TORQUE OF 20 – 25 Nm,

The Plug (74) and Seat (72) of the Cut Off Valve.

The Nut (217) of the Quick Service Valve Guide Plunger and Seat Holder (206) of the Quick

Service Valve sub-assembly.

The Plug (31) in the Main Valve.

The Valve Seat (224) in the Inshot Valve and

The Caps (21) of the Double Release Valve.

After assembling the Double Release Valve in the Lower Cover (2), pull the Operating Lever

(13) to the side in which the Trigger is pinned and press the Locking Rod (233) down, so that

it gets jammed between the Valve Seat and the Valve (11). Then even if the Operating Lever

is released, the entire Lower Cover Sub-assembly (2) can be turned upside down to be

mounted on Body (1) without the Locking Rod falling down. This Locking Rod gets released

automatically once the DV is charged with air pressure to the

required limits.



5.3.8 TESTING OF C3W DISTRIBUTOR VALVE AFTER OVERHAUL

After the Distributor Valve is overhauled thoroughly and assembled as described, fix the DV

on the sandwich piece & attach the relay valve & timing volume as a unit assembly. Then it is

to be mounted on to BRAKE PANEL MODULE (A0). Compressed air is to be charged at the

specified pressure and Distributor Valve should be operated a few times, say 20 operations to

execute a few applications and release cycles. Do not check for the leak tightness of the

Distributor Valve during this cyclic operation.

After cycling, charge the Distributor Valve to 5.0 Kg/cm2 in a single pipe system and wait

till the Auxiliary Reservoir and Control Reservoir also attain 5.0 Kg/cm2 .

At this stage, soap solution can be used to detect leak bubbles. If any leaks are observed,

proper remedial action should be taken as per troubleshooting guide (attached) and

Distributor Valve is to be rechecked for leak tightness and the performance. It is not required

to check for leaks for duration of 5 minutes each. It is enough if a leak did not appear in one

minute and even if it starts surfacing after a period of one minute, it can be considered as

negligibly small and hence can be ignored.

NOTE :-

1. Distributor Valve (501 0040 00) alone cannot be tested as it is working along with the

relay valve assembly (018 0040 00).

2. However the trouble shooting can be followed independently as provided under

distributor valve & Relay valve.

5.3.8.1 FREQUENCY OF OVERHAULING

The Valve once put into field service needs no attention as long as the operating conditions

and maintenance practices are as under are followed till its periodic overhaul.

“Reliable performance of C3W Distributor Valve is assured provided basic cleanliness inside

the pipelines, reservoirs and at hose pipe ends is maintained and proper attention is given to

air tightness, draining of reservoirs, filters, prevention of dust/dirt/moisture ingress.”

However, observation on Distributor Valves during Sick Line / workshop attention generally

indicate substantial presence of some of the factors like moisture, dirt, water / oily sludge,

corrosion rust, scales, etc, on the inside of BP/FP pipelines and brake system equipments.

These are collected / formed over a period primarily due to non-supply of dry air / other

operational reasons & may affect the performance parameters during operation. As such in

order to ensure a sustained reliable performance, it is recommended to remove the Distributor

Valve once in three years after the date of commissioning and coinciding the nearest POH

towards performance test/examination and overhaul at a centralized workshop. In practice, it

is enough to pay attention to the DV for any performance deviations noticed when the vehicle

is serviced during the test in POH.



5.3.8.2 TROUBLE- SHOOTING

Some of the distress symptoms / failures are given below for guidance duly indicating the

possible sources of causes and contributory factors. The sequence of these failures and the

possible sources are arranged in their decreasing order of probability of occurrence. However,

while analyzing any such failure in the suggested sequential priority, the check need not be

stopped at any particular cause of failure but better be continued to cover the other remaining

causes that could also contribute to the same observation.



5.3.8.2.1 CONTROL RESERVOIR ALONE AT 5.0 Kg/cm2

Operation Failure

Observations Causes of failure Remedial Action

Leak at Exhaust Ring

Protector (93).

In the Main Valve Lip Seal

(24) in the Lower Cover (2)

is defective or fixed upside

down.

Replace the Lip Seal (24) or

assemble correctly.

Leak at Quick Release

Chamber Outlet (F)

Lip Seal (218) in the Cover

(40) of Quick Service Bulb

defective or fixed upside

down.

Replace or assemble

correctly.

Leak back to the Brake

Pipe, when the Brake Pipe

pressure is reduced.

Surface condition of Valve

(75) in the Cut-off valve

defective.

Replace the valve

Spring (73) wrapped. Replace.

Diaphragm (6 & 214) or

Diaphragm (77) defective

or wrongly assembled.

Replace or relocate

‘O’ Ring (213) defective or

twisted between 215 & 219.

d. Replace or relocate.

Leak at the Release Valve

Lever (L)

Surface condition of Valve

(11) defective in Double

Release Valve (the one on

the opposite side of the

flange)

Replace the valve and

attend.

Leak to atmosphere at the

Hole (s) in the bottom

cover, under Brake Cylinder

reaction pressure.

Wrongly assembled

diaphragm (6)

Relocate the diaphragm.

‘O’ Ring (32) between body

(1) and lower cover (2)

defective

Replace ‘O’ Ring



Leak to the Brake Cylinder. ‘O’ Rings (80) and (81)

defective.

a. Replace.

External leakage between

Lower Cover (2) and Body

(1) or between Cover (40)

and Body (1).

Diaphragm (6) or (214)

wrongly assembled.

a. Relocate.

‘O’ Rings (32) between

lower Cover (2) and Body

(1) defective.

b. Replace

External leakage to

atmosphere from the

Auxiliary Reservoir.

a. Sealing Ring (20)

defective.

a. Replace.

5.3.8.2.2 AUXILIARY RESERVOIR ALONE AT 5.0 Kg/cm2

Operation Failure


Leak back to Brake Pipe

when the Brake Pipe

pressure is decreased.

Surface condition of the Valve

(43) defective.

Replace.

Leak at the Release

Choke (Q)

Condition of Valve (37)

defective.

Replace.

‘O’ Ring (36) of Valve (37)

twisted or defective.

Relocate or replace ‘O’

Ring.

Leak to atmosphere at

(S) under reaction to

Brake Cylinder pressure.

‘O’ Ring (32) between Body

(1) and Cover (2) defective.

a. Replace.

Leak at Release Valve

(L) at the bottom.

Surface condition of Valve (18)

defective.

Replace.

External Leakage

‘O’ Ring(s) (32) between Body

(1) and Cover (2) and between

Body (1) and top Cover (40)

Replace.



defective.

Metallic joints between Body

(1) and Caps (38 & 40)

defective.

Unscrew Caps and apply

the Sealing grease and fix

again.

Sealing Ring (20) defective. Replace

5.3.8.2..3 BRAKE CHARGING, BRAKE PIPE AT 5 BAR

Operation Failure


Filling time of the

Reservoirs too short.

Valve (71) does not close. Reassemble the entire Cut

off valve sub assembly (74)

Springs (64,65 & 67) are

wrapped or tangled up.

If wrapped, replace and

reassemble properly.

Spring Seats (69 & 70)

jammed.

Replace if damaged and

reassemble.

Vibrations while charging ‘O’ Ring (36 or 45)

defective.

a. Replace.

Filling time of the

Reservoirs too long.

The Solex Jet (66) is

clogged partly.

Clean the orifice.

5.3.8.2..4 BRAKE CHARGED BRAKE PIPE AT 5 BAR

Operation Failure


1. Leak at the Quick

Release chamber outlet

(F)

a. Surface condition of

Valve (204) defective.

a. Replace.

b. Seal (218) in Seal Holder

(212) assembled upside

down are defective.

b. Assemble properly or

replace.

c. ‘O’ Ring (205, 210 &

211) are twisted or

c. Relocate or replace.



damaged.

2. Leak to atmosphere

under reaction of Brake

Cylinder pressure at (S)

a. Seal (24) in Diaphragm

Holder (3) wrongly

positioned or defective.

a. Relocate or replace.

b. ‘O’ Ring (5) defective on

Diaphragm Holder (3).

b. Replace.

c. Diaphragm (6) wrongly

assembled or defective.

c. Relocate or replace.

5.3.8.2.5 INSENSITIVITY

Operation Failure


1. Brake Pipe pressure drop

too slow, accompanied

by drop in pressure in

Auxiliary Reservoir.

a. Improper closing of

Valve (43 or 75)

a. Check the surface

condition and if

required replace.

2. Brake Pipe pressure drop

too quick.

a. Improper closing of the

Quick Release bulb inlet

Valve (204) thus

allowing partial filling of

the Quick Service Bulb.

a. Check the surface

condition and if

required replace.

3. Quick action in Brake

Pipe while brake

releasing.

a. Improper closing of valve

(204).

a. Same as above.

b. Valve (71) of Cutoff

Valve does not open.

b. Same as above.

c. Springs (64, 65 & 67)

tangled up.

c. Assemble properly.



5.3.8.2.6 SENSITIVITY

Operation Failure


1. No quick action. a. Valve (204) improperly

functioning.

a. Check, relocate or

replace.

b. Valve (75) not closing

properly due to defective

surface of the defective

spring (73)

b. Check, relocate or

replace.

c. Faulty assembly of quick

service valve complete

c. Open fully (Quick service

valve) and reassemble

properly

5.3.8.2.7 BRAKE APPLICATION STEP, BRAKE PIPE AT 5 BAR

Operation Failure



with large leak to

atmosphere at (S) under

pressure of brake

cylinder.

a. Diaphragm (27)

improperly assembled.

a. Reassemble.


with no leak at (S).

a. Atmosphere leak hole at

(S) clogged with dirt.

a. Open bottom Cover (2)

and clean hole.

5.3.8.2..8 BRAKE APPLICATION BRAKE PIPE AT ‘0’ PRESSURE

Operation Failure


1. Application time less

than 3 secs.

a. Leak around the threads

of choke (221)

a. Unscrew (88) and (221)

apply the sealing grease




and retighten.

b. Improper closing of valve

(223) or delayed closing.

b. Check valve surface

condition. If defective

replace.

c. Leak at metallic joints of

Plug (31 & 224).

c. Unscrew and apply

sealing grease.

Retighten properly.

d. ‘O’ Ring (32) of Plug

(31) defective.

d. Replace.

2. Application time a.

Clean Choke. exceeds

5 secs.

a. Choke (221) partially

blocked/clogged.

a. Clean Chock.

b. Valve (223) closing too

soon.

b. Check the whole inshot

Valve Assembly.

3. Leak at Release Choke

(Q).

a. Defective surface

condition of Valve (37).

a. Replace Valve.

4. Leak at (S) hole to

atmosphere under

reaction of brake

cylinder pressure.

a. Diaphragm (27) of Main

Valve incorrectly.

Relocate or replace.

b. Defective ‘O’ Ring (29)

b. Replace.

5. Leak at the Quick

Service Chamber

outlet (F).

a. Seal (58) of the Quick

Service Outlet

incorrectly assembled or

defective


6. Leak at the Cut-off

Valve Cap (84).

a. Seal (83) improperly

assembled or defective.


7. Leak at the Inshot Valve

Cap (87)

a. Diaphragm (77) of Inshot

improperly assembled or

defective.


b. ‘O’ Ring (226) defective. b. Replace



5.3.8.2.9 BRAKE RELEASE BRAKE PIPE AT 5 BAR

Operation Failure


1. Release time less than 15

secs.

a. Leak around Release

Choke (55) and (231).

a. Open Exhaust Protector

(92) remake the joint

with sealing grease.

Also open screw (53),

remove Choke (231),

apply grease on threads

and retighten.



5.3.9 PARTS LIST

5.3.9.1 MAIN VALVE

Item NO. FTIL Part NO. Description Qty/ASSY

1 501 1014 00 Body complete 1

3 501 3070 00 Diaphragm holder 1

4 501 7010 00BA O Ring 1

5 501 7020 00BA O Ring 1

6 501 7030 00 Diaphragm 1

7 501 8030 00 Spring 1

8 501 3080 00 Large Piston of lower diaphragm 1

9 501 7040 00A O Ring 2

10 501 3090 00 Small Piston 1

22 501 3110 00 Diaphragm Follower 1

23 501 3120 00 Ring 1

24 501 7060 00A Seal 2

27 501 7070 00 Diaphragm 1

28 501 3130 00 Diaphragm Clamp 1

29 501 7080 00A O Ring 1

30 501 4041 00 Hollow Stem 1

31 501 4050 00 Plug 1

32 501 7090 00BA O Ring 5

36 501 7110 00BA O Ring 1

37 501 4060 00A Valve Finished 1

38 501 8120 00 Cap 1



39 501 8130 00 Spring 1

61 920 0021 00 Hex. Screw 6

99 501 7330 00A O Ring 1

-- 011 3062 00 Choke 1

5.3.9.2 DOUBLE RELEASE VALVE


2 501 1131 00 Lower Cover Assy 1

11 501 8040 00 Valve Finished 1

12 501 8050 00 Spring 1

13 501 8060 00 Operating Lever 1

14 501 8070 00 Valve Operator 1

16 501 8080 00 Seat 1


19 501 8100 00 Spring 2

20 501 7050 00 Sealing Washer 2

21 501 8110 00 Cap 2

54 920 0151 00 Hex. Screw M6 x 30 2

54a 906 0110 00 Hex. Nut M6 2

56 501 4300 00 Choke 1

92 501 6040 00 Exhaust Protector 1

93 501 7200 00 Exhaust Ring Protector 1

233 5011 8300 00 Locking Rod 1

706 740 8118 00 Pulling Ring 1

707 501 8600 00 Threaded Cap 1



5.3.9.3 CUT-OFF VALVE

Item NO. FTIL Part NO Description Qty/ASSY

36 501 7110 00 ‘O’ Ring 1

45 501 7120 00 ‘O’ Ring 1

62 915 0020 00 Internal Circlip 1

63 501 4110 00 Spring Seat 1

64 501 8190 00 Spring 1

65 501 8200 00 Spring 1

66 501 4121 00 Solex Jet 1

67 501 8210 00 Spring 1


69 501 4140 00 Spring Seat 1

70 501 4150 00 Spring Seat 1


72 501 4170 00 Seat 1

73 501 8220 00 Spring 1

74 501 4180 00 Plug 1


76 191 2740 008 Guide 1

77 501 7160 00 Diaphragm 1


79 191 9530 008 Push Rod 1

80 501 7170 00 ‘O’ Ring 1



81 501 7180 00 ‘O’ Ring 1

82 501 1040 00 Diaphragm Clamping Screw Assembly 1

83 501 7190 00 Seal 1

85 501 8240 00 Spring 1

86 501 3170 00 Guide 1

84 501 3160 00 Cap 1

5.3.9.4 QUICK SERVICE VALVE



32 501 7090 00 ‘O’ Ring 1

40 501 1030 00 Cover Assembly 1

41 920 0010 00 Screw M10 x 35 4

52 909 0050 00 Washer 1

57 501 7140 00 Sealing Ring 1

58 501 7150 00 Seal 1


60 501 4100 00 Bush 1


202 501 8310 00 Spring Seat 1

203 501 8320 00 Spring 1


205 501 7210 00 ‘O’ Ring 1

206 501 1050 00 Seat Holder Assembly 1



207 501 8330 00 Spring Seat 1

208 501 7220 00 Seat 1

209 501 3200 00 Washer 1

210 501 7230 00 ‘O’ Ring 1

211 501 7240 00 ‘O’ Ring 1

212 501 3210 00 Seat Holder 1

213 501 7250 00 ‘O’ Ring 1

214 501 7260 00 Diaphragm 1

215 501 3220 00 Piston 1

216 501 8270 00 Spring 1

217 501 4240 00 Nut 1

218 501 7270 00 Seat 2

219 501 4250 00 Guide Plunger 1

9 501 7040 00 ‘O’ Ring 1

5.3.9.5AUXILIARY RESERVOIR EQUALISING CHECK VALVE


42 501 8140 00 Check Valve Spring 1

43 501 4080 00 Check Valve Finished 1

44 501 8150 00 Cap 1

99 501 7330 00 ‘O’ Ring 1



5.3.9.6 INSHOT VALVE WITH PRESSURE LIMITING FEATURE


77 501 7160 00 Diaphragm 1

81 501 7180 00 O Ring 1


224 501 3230 00 Plug 1

226 5017280 00 O Ring 1


701 501 8560 00 Cap 1

702 916 0060 00 External Circlip 1

703 501 8570 00 Spring Seat 1

704 501 8550 00 Stem Adjusting 1

705 501 8580 00 Spring Housing 1

708 501 3540 00 Clamping Flange 1

709 501 8370 00 Spring 1

710 501 3500 00 Cup 1

711 501 3460 00 Guide 1

712 501 8590 00 Spring 1



5.3.9.7 MISCELLANEOUS


33 501 6020 00 Filter 1

34 501 4309 00 Choke 1

35 501 7101 00 Joint 1

47 501 6030 00 Filter 1

5.4 CONTROL RESERVOIR (A3) - PART NO. 040 1630 00

5.4.1 INTRODUCTION

The Control Reservoir of 6 ltrs capacity is fitted separately to the Brake Container

and connected to the Distributor Valve. This performs a critical function by providing

stored air pressure of fixed reference to the Distributor Valve reaction, whenever the

pressure is altered on the Brake Pipeline. Based on this reference pressure, brake application

and release are controlled by the Distributor Valve. As the unit serves functional

requirement, periodical inspection and leak tightness under charged condition of

the assembly is necessary.

CAUTION :

Leaking or damaged CR will lead to release of brake after a brake application.

Subsequent application of brake will have no effect and would render the brake system in

the Rolling Stock unit totally inoperative.

5.4.2 REMOVAL, CLEANING AND INSPECTION

Remove the Control Reservoir from the Brake Container. Unscrew the Drain Plug along with

Sealing Washer.

Clean inside and outside as necessary with wire brush using kerosene or environmental

friendly cleaning solution. Check for any damage, corrosion, pit mark or crack. Replace

as necessary.

Clean the Drain Plug, Washer and the threaded portion on Housing / Drain Plug. Wash

the Sealing Washer in soap solution and wipe it dry with a clean cloth. Replace the same

during overhaul.

5.4.3 TESTING



During overhaul, an air pressure test is required to be conducted. Fix a dummy plate

with flat surface and gasket to seal the open end of the CR. With a suitable adapter and

flexible connection at the 1/2" drain port, admit an air pressure of 10 kg/cm². No leakage

by way of a bubble formation is allowed on outside surface with soap water

application. Remove dummy plate / adapter, clean and dry.

Refix the Drain Plug with Sealing Washer and tighten. Ensure leak proof joint.

Cover the open end of the Reservoir and ports, using suitable Closure Plugs. Retain the

Closure Plugs till the CR is reassembled.



5.5 CHECK VALVE PART NO 006 1142 00

5.5.1 INTRODUCTION:

The check valve is used in compressed air systems to ensure that the air flows in one

direction only and to prevent a back feed should the air supply fail.

5.5.2 OPERATION:

The check valve parts are screwed on to the manifold directly. Compressed air from the air

supply source is fed to the input port of the manifold. When

the pressure of the source exceeds the pressure held on the output side plus

the setting of the spring of the check valve, the valve moves up and allows

a through flow of air. If the pressure of the air supply falls below that held on

the output side of the check valve, then the valve closes, preventing a back feed.

5.5.3 MAINTENANCE:

The Check valve parts are to be replaced as scheduled in the system maintenance plan. If

no system maintenance plan is provided, the device must be replaced regularly as required

by the Operator's rules, the mission profile and the environmental conditions. Typical

replacement periodicity: 3 years.

5.5.4 CLEAN :

The check valve can be removed from the manifold procedure is as

follows:

1

2

3

4 Removal procedure :

1. Remove the the screw capnut (1) from the manifold

2. Recover the insert (2), spring (3) and the check valve insert (4).



After cleaning the components reassemble components into the manifold as per

following procedure

Installation procedure:

Refer to Figure

Place the check valve Insert (4) and Spring (3). Install the joint (2) on the face of the

manifold. Lock the screw Capnut (1).

5.5.5 OVERHAUL

The Check valve maintenance kit should be used for overhaul (Refer for details of the

contents of kit in the Parts List). The Check valve parts are to be removed from its

manifold.

Remove the Check valve parts and carry out the cleaning instructions as

mentioned in maintenance. Wash out the valve body and wipe with a soft

lint free cloth. Examine the valve seat in the body for scoring on its upper

face, where serious scoring is occurs the valve should be renewed. Examine

the valve (4) for signs of an even circular indtion corresponding to the dia of

the valve seat . The presence of such an indentation together with the

absence of other distortions or cut means the valve(4) and insert(2) may be

re used if not must be renewed and check the spring(3) for its fitness replace

if required.

The Maintenance Kit Comprises the following item:

Kit Part No : 790 006 10

SN Part No Description QTY.

1. AB11-265A CONTROL AIR RELEASE VALVE 1 No

2. 006814000 SPRING 0.80 MM 1 No

3. 006724000A JOINT RING (26x35x1) 1 No.



5.6 CENT AIR STRAINER - 009 0040 00

5.6.1 INTRODUCTION

The Centrifugal Air Strainer (Filter) is designed for installation in the air supply

system to pneumatic control valves etc. It removes dirt and other foreign

matter from the air supply. When the air is passing through unit in a

particular spiral path, the dust and dirt particles carried in the air slide down

to the dirt chamber at the bottom by centrifugal action. A drain cock is

provided to the durt chamber to facilitate easy draining of condensate.

5.6.2 INSTALLATION

The accumulated

debris can be removed

out periodically with

the system pressure by

opening the Drain Cock.

Draining the Filter Bowl

at the interval specified

in the Coaching

maintenance schedule

at the end of round trip

is necessary. In the

absence of such a schedule, it is recommended that the Bowl be drained every 7 days

to prevent possible accumulation.

The Air Strainer should also be cleaned at the intervals specified in the system

maintenance schedule given in Part A under Recommenced Schedule

Maintenance attention. it is recommended that the Bowl be drained every 30 days to

prevent possible accumulation.

The Air Strainer should be overhauled at the intervals specified in the system maintenance

under periodical overhaul of the Coach.

5.6.3 MAINTENANCE 5.6.3.1 Weekly

Drain the filter bowl at the intervals specified in the system maintenance schedule. In

the absence of such a schedule, the bowl should be drained every 7 days.

5.6.3.2 Monthly



The air strainer should be cleaned out at the intervals specified in the system maintenance

schedule. In the absence of such a schedule, the drain cup should be cleaned every 30

days.

5.6.3.3 6 years

The air strainer should be overhauled at the intervals specified in the system maintenance

schedule. In the absence of such a schedule, the strainer should be overhauled every 6

years.

5.6.4 DRAIN BOWL

The following table With the air pressure isolated and vented, remove the Drain Cock

allowing condensate to drain out. Clean the Bowl and refix the Drain Cock.

5.6.5 CLEAN

The Air Strainer can be cleaned without removing the units from its manifold mounting.

However, the air supply must be isolated and vented to atmosphere before this

procedure.

Undo M8 Screws (11) and remove the Drain Cup (10) together with Lower Body (2)

and perforated plates (4 & 5). Reassemble after cleaning the components using a

new Seal (7). Ensure the air supply is restored and no air leak is present around the Drain

Cup.

5.6.6 OVERHAUL

The maintenance kit should be used for overhaul (Refer for details of the contents of kit

in the Parts List). The Air Strainer should be removed from its manifold mounting on the

Panel.

Remove the Drain Valve and Bowl. Carry out the cleaning instructions

described above under Maintenance. Clean the Body (1), paying particular

attention to the mating faces.

Reassemble the Air Strainer using new Seals (7 & 8). When refitting to the manifold on

Panel, new O Ring should be used.

5.6.7 TESTING

Subject the Strainer to the test procedure as under.



Connect the Air Strainer to a clean, dry air supply as shown in test

schematic. Ensure jointing Gaskets (O Rings) are fitted between the Air

Strainer and the test manifold (can be fabricated by Railways) for in and

outlet connections suiting the Air Strainer.

Before start of the

test, ensure all

Isolating Cocks are

closed.

Open Isolating

Cock (C). Gauge

1 should rise to

10 kg/cm². Open

Isolating

Cock A and

allow one minute

for settlement.

Using a soapy water solution, check all over the Air Strainer Body and test

manifold for leaks. No leaks permitted.

Open Isolating Cock (B). There should be a continuous flow of air from the

Air Strainer. Close Isolating Cock (B).

Close Isolating Cock (C) and open Isolating Cock (B) to drain the remaining

air. Gauge 1 should fall to 0 kg/cm². Close Isolating Cock (B).

Remove the Air Strainer from the Test Manifold and seal all ports to prevent

the entry of foreign matter (masking tape is suitable).



5.7 FILTER KIT TO PART NO 009 0070 00

5.7.1 INTRODUCTION :

Compressed air contains dirt, dust, rust, condensates, moisture contents, oil impurities &

exhaust fumes. The air filter cleans and remove the foreign particles enter into the air

supply to the system.

5.7.2 OPERATION :

The Filter parts are screwed on to the manifold directly. Compressed air from the air supply

source is fed to the input port of the manifold. When the air is passing through filter (vion)

element its getting filtered .

5.7.3 INSTALLATION

The accumulated debris can be removed out periodically with the system pressure by

opening the cap nut. Drain the condensate/dusts at the interval specified in the

Coaching maintenance schedule. In the absence of such a schedule, it is recommended

that the condensate/dusts drained every 7 days to prevent possible accumulation.

The Air FILTER should be overhauled at the intervals specified in the system maintenance

under periodical overhaul of the Coach.

5.7.4 MAINTENANCE

5.7.4.1 Weekly

The filter should be examine for loose fastenings or leakages and drain the condensate &

dusts as specified in the system maintenance schedule. In the absence of such a

schedule, the plan shall be 7 days.

5.7.4.2 Monthly

The FIlter should be Examine & clean at the intervals specified in the system maintenance

schedule. In the absence of such a schedule, The plan shall be every month.



5.7.4.3 1-2years

The Filter should be overhauled at the intervals specified in the system maintenance

schedule. In the absence of such a schedule, the check valve shall be overhauled

every 1-2 years.

5.7.5 CLEAN :

The Filter kit removal procedure from the manifold is as follows:

Removal procedure :

1. Remove the the screw capnut (1) from the manifold

2. Recover the insert (2), Jointt (3) and the Filter (4).

After cleaning the components reassemble into the manifold as per following

Installation procedure :

• Refer to Figure 1.

• Place the FIlter (4) and insert (2).

• Install the joint (2) on the face of the manifold.

• Lock the screw capnut (1).

5.7.6 OVERHAUL

4

3

2

1

Figure :1



The Filter maintenance kit should be used for overhaul (Refer for details of the contents of

kit in the Parts List). The Filter parts are to be removed from its manifold.

Remove and Clean carefully the filter element (3) with a clean, dry compressed air

line and replace the if it is heavily soiled or contaminated with oils and examine the

assembly and remove any foreign matter blowing out any solid deposits.

The Maintenance Kit Comprises the following item Kit Part No : 790 009 106

SN Part No Description QTY.

1 029702500A Insert 1

2 029602000 Filter 1

3 029702000A Joint Ring 1



5.8 RELAY VALVE TO PART NO 018 0040 00

5.8.1 INTRODUCTION:

The pneumatic Relay Valve enables a demand for relatively large amount of

compressed air to be adequately met and regulated efficiently by a Control Valve of

limited capacity. The volume of compressed air required for braking purposes is often

far greater than that could be met by the normal Driver’s Brake Valve or other Control

Device. To meet such a demand, a Relay Valve is used in combination with Driver’s

Brake Valve and a Distributor Valve and is controlled under the signal pressure.

Sensitive to signal input pressure, the Relay Valve admits air from the

compressed air supply to the Brake Actuators in direct proportion to the signal input

pressure. The Valve ensures rapid Brake

Actuator filling and exhaust under all braking conditions.

5. 8 .2 OPERATION

Air connections are to the Relay Valve are made via the control unit manifold with the

exception of the Relay Valve exhaust which is direct to atmosphere. The air

connections are:

The variable pressure Regulator and Auxiliary Reservoir air connection which is sealed by O

Ring (34),

The Brake Actuator connection which is sealed by O Ring (3) connected to the Chamber

on the upper side of Separating Cover (16),

The Control Reservoir / Regulating air connection which is sealed by O Ring (3) and

connected to the chamber below the Pressure Plate (20).

The Valve Spindle (22) is hollow with attachment of two Pressure Plates (20 & 22). One

end of the Valve Spindle is open to atmosphere while the other end makes or breaks

contact with the Valve Seat Assembly (2) under brake application or release

conditions. The Pressure Plate (22) is subject to Control Reservoir pressure both under

application and release conditions. The Valve Cover (25) contains the exhaust port.



5.8.2.1 BRAKE APPLICATION

During brake application air pressure in chamber A increases. The pressure,

acting on the surface area of the Pressure Plate (20), forces it and the

attached Hollow Valve Spindle (18) to move in the direction of the Valve

Assembly (4). The Hollow Valve Spindle Tip, already in contact with the Valve

Assembly surface before brake application, lifts the Valve Assembly from the

Valve Seat (2). With the Valve now open, chambers B and C are connected

and Main Reservoir air can reach the Brake Actuators for initiating braking.

As air pressure in chamber B and on the Pressure Plate (22) tends to equalize, the Valve

Spindle (18), attached to this Pressure Plate, moves towards its prebraking position.

During this movement, the Valve Assembly (4) under the force of the

Compression Spring (05), remains in contact with the Valve Spindle Tip, preventing

any venting of air to atmosphere via the Hollow Valve Spindle.

Finally, at pressure equalization, the Valve closes completely, cutting off all

connection between chambers B and C yet maintaining brake application.

Because the Relay Valve is highly sensitive, Brake Actuator pressure can be

increased in small increments in direct relation to chamber A pressure. Also, in

the event of leaks, i.e. Piston Seals, Pipe connections etc., the Valve Assembly (4) will be

eased from its Seat to maintain Brake Actuator pressure.

5.8.2.2 BRAKE RELEASE

During brake release, the air pressure in chamber A decreases and the force

acting on Pressure Plate (20) becomes smaller than that acting on Pressure

Plate (22). This pressure imbalance causes the tip of the Valve Spindle (10) to

loose contact with the Valve Assembly (4). Compressed air from the Brake

Actuator and from chamber B is now free to vent to atmosphere via the Hollow

Valve Spindle while chamber B is isolated from chamber C by the seated Valve

Assembly.

Compressed air vents until the respective pressures in chambers A and B equalize

allowing the Valve spindle tip to re-establish contact with the Valve assembly surface

and to seal off atmospheric contact.

Thus pressure reduction in chamber A results in a corresponding pressure reduction in

chamber B and sensitive Valve design means that small pressure reductions allow the

brakes to be released step-by-step as required.

5.8.3 MAINTENANCE

The Valve requires no routine maintenance between overhauls of the Rolling Stock and



should be carried out at the intervals specified in the system maintenance schedule.

The only routine maintenance required is a period check to ensure that the exhaust port

is not continuously venting during braking as this indicates poor Valve Seating Joint.

The Relay Valve should be overhauled at the intervals specified in the system

maintenance schedule.

The Relay Valve is removed from its mounting by releasing two Hex. Headed Bolts

and the Valve ports should be sealed with adhesive tape until the overhaul

procedure is carried out.

5. 8 .4 OVERHAUL

Dismantle the Valve by reference to part drg no. 018 0040 00.

5. 8. 5 RE-ASSEMBLY

Reassemble the Valve with reference to the drawing by using new Gaskets, O Rings and

Seals in the reverse order of disassembly.

5 .8 .6 TEST PROCEDURE

After overhaul, subject the Relay Valve to the test procedure attached.

5.8.7 REASSEMBLY ON BRAKE PANEL

The tested and passed Valves is to be mounted to the Integral Sandwich Piece

with Isolating Cock Assembly with two Hex. Bolts with the Sealing Gasket in

position.

The tightening torque for the M10 Fixing Screws is 20 ft. lbs.

NOTE:

The Relay Valve performance is also to be checked during the overall brake system

test of the individual Coach.

5. 8. 8 PROCEDURE FOR TESTING

Refer test schematic attached.

1. Connect the Test Manifold as shown in the schematic (Railways may

fabricate). Use only clean, dry air supply. Close all Isolating Cocks.

2. Mount the Relay Valve on the Manifold ensuring good O Rings in position on

the ports.



3. Open Isolating Cocks A & B and regulate the air supply pressure so that

gauge 1 reads 0.4 kg/cm². There must be no leaks from Isolating Cock B.

4. Regulate air supply pressure to 10 kg/cm² as indicated on gauge 1. There must be no

leak from the Isolating Cock B with checking on soap water solution. Close

Isolating Cock B.

5. Using the Controller (SA-9 Brake Valve), operate the Relay Valve several times to

allow it to

settle under

operating

conditions.

6. Move the SA-

9 Controller to

the release

position.

Open Isolating

Cock B and

test for leaks

with soap

water solution.

No leak is

permitted.

Close Isolating

Cock B.

7. Operate SA-9 Controller in steps so that gauge 3 reads the value indicated as under.

Gauge 2 should read the corresponding value within the tolérance of ± 0.1

kg/cm².

Gauge 3 (SA-9) Gauge 2

1 kg/cm² 1 kg/cm²

2 kg/cm² 2 kg/cm²

3 kg/cm² 3 kg/cm²

3.5 kg/cm² 3.5 kg/cm²

NOTE:

When operating the Controller SA-9, the air pressure on gauge 3 must never be reduced to

achieve the required figures.

8. Operate SA-9 Controller to lower the air pressure on gauge 3 to the values shown

as under. Gauge 2 should read the corresponding value within the tolerance of ±

0.1 kg/cm².



Gauge 3 (SA-9) Gauge 2

3 kg/cm² 3 kg/cm²

2 kg/cm² 2 kg/cm²

1 kg/cm² 1 kg/cm²

NOTE:

When operating the Controller SA-9, the air pressure in gauge 3 must never be increased to

achieve the required figures.

9. Close Isolating Cock A and open Isolating Cock B & C. Ensure the SA-9

Controller is in release and that gauge 3.0 reads 0.0 kg/cm².

10. Remove the Relay Valve from the Test Manifold and seal all ports to prevent re-entry

of foreign matter till its reuse.



5.8.9 Parts List

Item

No.

FTIL Part

No.

Description Qty

1 780 3166 00 Relay Body Plugged 1

2 018 8110 00 Valve Seat 1

3* 018 7130 00 O Ring 1

4* 018 1100 00 Valve Assembly 1

5* 018 8120 00 Compression Spring 1

6 018 3230 00 Diaphragm Clamp Plate 1

7* 018 7100 00 Diaphragm 1

8* 018 7010 00 O Ring 1

9* 010 7030 00 O Ring 2

10 018 1110 00 Valve Guide Cap Plugged 1

11 920 0137 00 Hex. Head Screw M16 x 25 LG 3

12 909 0070 00 Spring Washer Ø 6 3

13* 018 7110 00 Seal 1

14 011 4015 00 Choke 1

15* 016 7060 00 O Ring 1

16 018 3200 00 Chamber Separating Cover 1

17 901 0290 00 Socket Head Cap Screw M6 x 12 LG 3

18 018 3210 00 Valve Spindle 1

19* 501 7110 00 O Ring 1

20 018 3240 00 Pressure Plate 1

21* 018 7120 00 Diaphragm 1

22 018 3250 00 Pressure Plate 1

23 018 3260 00 Clamp Nut 1

24* 018 7020 00 Seal 1

25 780 3175 00 Seal 1

26 920 0100 00 Cover Plugged 2

27 909 0178 00 Spring Washer Ø 8 2

28 038 3050 00 Exhaust Cap 1

29 915 0097 00 Internal Circlip 830 x 1.2 N 1

30* 038 7020 00 Exhaust Cover 1

31 905 0315 00 Hex. Head Bolt M12 x 130 LG 2

32 909 0010 00 Spring Washer Ø 12 2

33 908 0030 00 Plain Washer Ø 12 2

34* 009 7020 00 O Ring 2

35* 006 7200 00 O Ring 1

Maintenance kit, 790 0182 05 comprises of items marked thus (*).



5.9 PRESSURE SWITCH TO PART NO 040 1090 00

5.9.1 INTRODUCTION

The single pole, double throw snap NO/NC switch has double break contacts offering

one normally open circuit and one normally closed circuit.

The Pressure Switch has an adjustable “switch - on" pressure and an independently

adjustable differential to the “switch - off" pressure.

5. 9. 2 FUNCTION

The Pressure Switch controls the electrical circuit of WSP unit operation for an

OFF/ ON mode. It is connected in the Feed Pipe Circuit and normally open

type. As soon as the pressure in Feed Pipe rises to a level of 1.8 kg/cm², the

contacts are closed automatically and WSP electrical circuit gets energized by

the electrical supply of the LHB Coach and brings it to functional mode. When

the FP pressure drops down to 1.3 kg/cm² during reduction stage, the Pressure Switch

assumes the OFF mode. This disconnects the electrical circuit governing the WSP

operation in the Coach and makes it non-operational.

5. 9. 3 RATINGS

5.9.3.1 PRESSURE

Maximum allowable pressure 11 (kg/cm²)

WARNING

If the Pressure Switch Actuators are exposed to system or surge pressure greater than

the maximum allowable pressure indicated, leakage from the actuator and / or change

in operating values may result. The more frequent the application and the greater the

value of excessive pressure, the more actuator life will be decreased.

5. 9.3.2 ELECTRICAL

The normal rating of the switch is limited to 110-230 volts DC and 2 amps. maximum

operation.

5.9.3.3 TEMPERATURE

Pressure Switches, are suitable for continuous use, provided that the process

fluid does not freeze and the conditions of application do not give rise to the

formation of frost or ice inside the Pressure Switch, due to operating ambient

factors.



5.9.4 INSTALLATION

WIRING

The terminals of the switch will accept 1.0 to 2.5 mm solid or stranded copper

wire. However 1 sq. mm of stranded copper wire has been used in the

supplies.

For securing the wires to the terminals, tighten to 0.7 to 1.0 Nm torque. The terminals are

not suitable for use with aluminium wire.

5.9.5 MAINTENANCE:

The Pressure Switch requires only checking of its operating pressures in service. No other

maintenance is desirable. If a Pressure Switch fails to operate correctly in service

despite adjustment, it is recommended for renewal.

5.9.5.1 OPERATING PRESSURE ADJUSTMENT:

SET POINT ADJUSTMENT

The Pressure Switch is set at the factory to operate at the correct pressures as

per the requirement of Railways. It is good practice to cycle the switch to

determine the actual operating points before proceeding with re-adjustment.

Important: Adjust switching pressure only under steady supply pressure.

ADJUSTMENT PROCEDURE

• Remove the Dust Cover.

• Operate the Pressure Switch few times to settle before varying / adjusting the Pressure

Switch.

• Ensure that the supply air pressure (in Coach or test set up) is steady and constant.

• Connect continuity tester (buzzer) across common and NO terminal.

TO SET RISING PRESSURE (1.3 kg/cm²)

• Remove Safety Lock Screw from the Flower Knob.

• Hold the Hexagonal Nut (beneath the Flower Knob) with appropriate spanner.

• Slowly bleed the pressure. Check the point when NO contact is made (listen to buzzer

noise).



• If needed, rotate the Flower Knob to increase or to decrease the pressure based on the

direction shown on the wheel for the correct value.

• Replace the Safety Lock Screw and secure the Flower Knob.

TO SET THE FALLING PRESSURE (1.9 kg/cm²)

• Slowly increase the pressure. Check the following pressure points.

• Adjust the Hexagonal Nut with help of appropriate spanner. To increase or decrease

the pressure, if needed, following the direction mentioned in the Flower Knob.

• Adjust the Hexagonal Nut to 1.9 kg/cm² till NO contact is made.

5.9.5.2 REPLACEMENT OF PRESSURE SWITCH

If a Pressure Switch is changed, it is essential that its operating pressures are set correctly.

The procedure for replacement is as follows:-

• Open the cover by releasing 4 screws.

• Disconnect the electrical wiring from the terminal block, note the wiring arrangements

so that a new switch can be connected correctly.

• Disconnect the air connection.

• Release 2 screws holding the Pressure Switch in position and remove the switch.

• Fit a new switch in the reverse order, and ensure the electrical wiring is correct.

• Check switch opens and closes at the correct pressures after fitment in the Coaching

braking system as per adjustment procedure.



5.10 HEALTH AND SAFETY

The following points must be considered and appropriate precautions should be taken

when working on this equipment during disassembly, overhaul assembly and tests.

These should not be taken as an exclusive list of hazards.

1. 1 Individual sections of this publication may include specific health and safety

information relating to that section. It is important that these pages are read and

appropriate actions taken.

1. 2 This is compressed air equipment. Compressed air is dangerous. “Bottled up” air

under pressure despite supply cut-off, may cause component, diaphragm, trapped

foreign particles, etc., to be air borne during disassembly.

1. 3 Some components / sub-assemblies use powerful springs in a compressed state.

Care must be taken to release the forces in a controlled manner during

disassembly.

1. 4 Oils and greases are used which could be a hazard.

1. 5 Air jet used for cleaning parts should be less than 30 psi. Higher air pressure may

cause particles of dirt or droplets of cleaning solution to be air borne and result in skin

/ eye irritation.

1. 6 Chemical cleaning agents may be used for certain operations, which need a

strict compliance to the manufacturer’s handling procedures.

1. 7 Before performing any test / repair on brake system of rolling stock, steps against

possible “run away of the vehicle” are to be taken. In addition, staffs working in

undergear area are to be cautioned of likely brake rigging movement.



5.11 GENERAL HINTS ON MAINTENANCE OF AIR BRAKE SYSTEM

ROUTINE MAINTENANCE

The high standard and performance obtained from air brake equipment will be

maintained in service with the minimum of maintenance providing that water / dirt

are kept out of the equipment and that the compressed air supply is kept reasonably

clean from dust, oil and condensate. At regular intervals, filters must be removed,

cleaned and checked for damage before being renewed or replaced. Drain cocks

should be opened at regular intervals to remove collected condensate and other

foreign matter.

The use of blanking piece or sealing tape is recommended to seal open ports to prevent

ingress of moisture and foreign matter into the components of the brake system.

When carrying out maintenance, the instructions given in the catalogue applicable to a

particular item should be followed.

INSTALLATION

PTFE tape is not recommended to be used on any pipe joints associated with air brake

system. A suitable pipe sealant is “Loctite 577” or equivalent.

SPARES

Only approved and recommended overhaul kit / spare parts as given in the parts catalogue

should be used during overhaul / renewing components.



5.12 GENERAL TOOLS FOR ATTENTION TO AIR BRAKE EQUIPMENT AND

FACILITIES

FOR OVERHAULING LHB COACH BRAKE SYSTEM IN OPEN LINE DEPOT /

WORKSHOP

The general tools as under are required for necessary attention during routine maintenance

checks at terminals as well as for periodic attention during IOH / POH. The required number

of tools in each category may be arrived at, after taking into consideration, type of activity,

number of out of course repairs, online attention and staff strength employed.

GENERAL TOOLS (For Base Depot / yard online examination / IOH Depot)

Minimum requirement at each center

Spanner Single End A/F 6, 10, 13, 14, 19, 24, 35, 55, 60, 64

Socket Wrench across flats A/F 16 & 17, 24 & 27

Ring Spanner A/F 19 / 27 & 37

Socket Wrench across flats A/F 17, 19, 22, 27, 32 and 50

Standard Pipe Wrench 12” and 18”

Bench Vice 6”

Ball Pene Hammer 500 gm

Nylon Hammer

Chisel flat

Flat & Half round files rough / smooth

Screw Driver 1.2 x 4 mm x 160

Resetting Key for Pilot Valve Passenger Alram

Adaptor with Flexible Pipe & Test Pressure Gauge for checking at test points.



5.12.1 ADDITIONAL GENERAL TOOLS FOR PERIODIC OVERHAUL AT WORKSHOPS

All the general tools mentioned above for base Depots :

Allen Key set 2 sets

Pliers 6” straight nose 2 Nos

Pliers 6” bent nose 2 Nos

Circlip pliers for internal circlip of sizes

B40 IS 3075 all light series 2 sets



Torque wrench 9.3 M Kg 2 Nos

The Special Tools and Fixtures additionally required during the overhaul of

the brake equipment are covered as under in the relevant chapters. The

sketches are attached in the respective equipment chapters.

FOR C3W - DV

Bench Mounting Fixture for holding C3W during overhaul.

Special tools for overhaul under FTIL Part nos. SCT 6092, SCT 6015, RPBF 0003,

SCT 6026, SCT 6016, ACT 6017, SCT 6093.

Assembly and Disassembly special fixture FTIL - RPBF 0202

Extractors during dis-assembly

Hand Press

Pressing Fixtures during assembly.

Special Tool for dia 20mm Cock and Special Box Spanner.



5.13 TEST RIGS FOR IOH & POH REPAIRS

Description FTIL

drawing /

sketch

no.

Base

IOH

depot

POH

Workshop

Mobile Single Car test 795 0003 00 1 1

Mobile Rake Test Rig RBTR 0016 1 1

Test Bench for functional tests of BC, End

Angle Cock, Air Strainer, Isolating Cock,

Check Valve, PEASD, PEAV, Guard’s

Brake Van Valve, Cut Out Cock, etc.

Details are given at each equipment chapter

by way of sketches wherever necessary

- 1

.

AIR TEST ARRANGEMENTS

Pneumatic test arrangements for functional checking

CR, AR, Hose Coupling BP/FP, PVPA, Emergency Valve.

1

1

Hydraulic test arrangements for checking CR and AR. - 1

FACILITIES COMMON FOR ALL CENTRES

Air supply source with a working pressure 10 kg/cm² with a delivery capacity of minimum

2000 litres/min.

Air Reservoir Capacity 350 litres - 1 no (minimum)

OTHER FACILITIES

Facilities like handling, cleaning, lifting equipments, work table with plastic storage bins for

keeping components / spares, clean dust-free room for assembly / testing etc., preferably air

conditioned, may be decided by Railways in view of the sophistication of work, level of

activity at the center.



5.14 CLEANING PROCEDURE (AIR BRAKE EQUIPMENTS /COMPONENTS)

The cleaning method depends upon the component to be cleaned, the degree and

the type of dirt to be removed and the facilities available.

Whatever cleaning agents are used, due care must be taken to ensure the health and

safety of the personnel involved. The manufacturer’s recommended safety

precautions including the use of approved cleaning

plant must be followed. Since every installation is different, the responsibility for

safety lies with the user and the manufacturer of the cleaning plant and

materials. However, general guidelines on the cleaning procedure for the air

brake equipment during maintenance and scheduled overhauls as under are

recommended.

Blow the exterior of the equipment / assembly with a low pressure jet of air to remove the

external dirt. After removal of sub-assemblies, wipe the exterior portions with a cloth.

Clean with environment friendly agents like White spirit, etc /all the stripped

components by using a cloth or nylon bristle brush as the case may be based

on the sensitivity of item. If kerosene is used, special care must be taken in

protecting the user with proper gloves as well as the environment from the

likely fumes. Sufficient care is to be taken to ensure that the residual deposit of

kerosene, if trapped inside the cavities / bores of the components, is removed

thoroughly before the components being re-used. In addition, the

contaminated kerosene after use should also be disposed off by proper

environment friendly action.

Blow a low pressure jet of dry compressed air inside the machined bores, cored

passages, port holes, cavities and seating grooves on the subassemblies.

Wipe the parts with a clean lint free cloth and allow them to dry on a clean rubber

sheet on the work table. Take good care to protect the finish on the various

components and place them. Avoid keeping the components piled up one over the

other.

All rubber components including rubber seated valves must not be exposed to

petroleum or chemical cleaning solvent. Items like Gasket, “O" Ring, Seal,

Diaphragm, Nylon filter / Strainer etc., are to be cleaned only with a detergent dissolved in

warm water or soap water solution. Blow a jet of compressed air in the reverse direction on

the Nylon Filters and wipe clean with soft cloth.

Chokes / Choke passages are to be cleaned by a blow of clean low pressure air jet.

Clogged chokes may be cleaned with a wire of smaller diameter without using a



sharp tool. Application and Release choke plugs, in DV valve body are to be cleaned,

blown with air, and kept free of dirt/dust, grease, paint, etc., by suitable covering till

they are fitted.

Caution: While cleaning the equipment / components with chemical / petroleum compounds,

care must be taken to prevent inhalation of fumes emanating from the cleaning agent

and for any possible injury to persons handling the equipment. Similarly, for any chemical

fumes likely to cause a fire hazard, steps must also be taken for adequate protection

to equipments/ installation. Consult manufacturer’s recommendation in handling such

chemicals.

5.15 INSPECTION/REPLACEMENT CRITERIA (AIR BRAKE EQUIPMENT/

COMPONENTS)

Visual inspection and replacement criterion as under, is recommended during scheduled

overhaul of the equipments used in the air brake system of rolling stock.

Ensure a thorough external and internal cleaning after disassembly and stripping of

components with proper cleaning agent.

Inspect visually with the help of a magnifying glass of at least 100mm dia.

All components for any external damages, dents, cracks, corrosion, pit marks, cuts,

deep scratches, abnormal wear, sharp corners on mounting / seating / sliding / mating

faces.

Threaded portion on components / parts, for any damages / abnormal wear.

Replace components if,

1. Moving parts appear abnormally worn out or scratches/burrs observed on the

mating parts.

2. Threaded portion on components exhibit damages / abnormal wear.

3. Valve Seat cut or scratched, tips of Hollow Stem / Guide Plunger cracked, cut,

dented or oval flat / sharp.

4. Spring found in damaged, cracked, heavily rusted, permanent set condition and

Spring seats indicate any damage or abnormal wear. Refer to our separate DV

manual under ref. WBS/PBS/006 for spring information.

5. Filter/Strainer found with rupture, damaged seating face, presence of large blocked

passages despite cleaning.

6. Rubber items like Gaskets, Diaphragms, etc., found with cut, minute crack, loss of

shape & flexibility, high stiffness, bubble formation or disintegration at

mounting/seating surfaces, etc.

7. O" Ring especially the dynamic ones found with loss of shape, flattened

out, nick, cut or exhibition of twisted / sharp flashes due to constant squeeze, etc.

Rubber to metal bonded valve found with any sharp / cut marks, swelling,

depression, groove, taper wear, etc., on the valve seating surface.



8. The lips of the Seal have worn out, become blunt and Coil Springs inside Seal

deformed.

In general, all rubber items and other gaskets are recommended to be replaced near to a

service period of 24 months when the equipment is removed for examination /

overhaul or opened for service attention, to ensure reliability of performance.

5.16 LUBRICATION AND RECOMMENDED GREASES

The recommended lubricants during assembly after overhaul/out of course repair

attention for other equipments used in the system are as under:

• Molykote 33M Grease (Silicon base) or equivalent.

Rubber sliding parts, dynamic and static "O" ring internal surface contacting metal

and the parts on which they slide.

Diaphragm, Seal.

• Shell Rhodina RL3/ Esso Mobilith SHC 220.

Caps, main valve plugs, threaded parts of choke.

SPECIFICATIONS OF GREASES

Tests Molykote 33M Shell Rhodina

RL3

Esso Mobilith

SHC 220

Physical Aspect Soft Semi solid at

ambient

temperature

Red Colour, Semisolid

at ambient temperature

Base Silicon Calcium Lithium

Complex

Depth of

penetration

280 mm,

Worked 60 strokes,

As per ASTM D 217

220-250

as per ISO 2137

280 at 25ºC,

as per ASTM D 217

N.L.G.I. Number

as per DIN 51818

2

3

5

Kinematic

Viscosity of

Oil at 50°C as per

DIN

51561

- 100 mm2/sec

as per ISO 3104

220 cSt at 40ºC

as per ASTM D

445

Base oil viscosity 100 mm2/s - -



Tests Molykote 33M Shell Rhodina

RL3

Esso Mobilith

SHC 220

at

25°C

Drop Point

Degrees C (F)

226 (439) - -

The movement of valves, rubber diaphragms etc., in air brake equipment is very limited and

therefore only very small quantities of lubricant are needed. A light smear of recommended

grease in the manual or equivalent should be applied to sliding seals and valve stems.

Grease must not be applied to the working surface of diaphragms but may be applied

sparingly to the lips to aid assembly.

5.17 SPECIAL INSTRUCTIONS FOR STORAGE OF RUBBER COMPONENTS :

5.176.1 RUBBER ITEM STORAGE CONDITIONS:

The following instructions are applicable for rubber components

Rubber components should be stored for long duration periods at controlled

temperatures and away from excessive heat. The storage temperature is 20 ± 5° C and kept

away from humidity. However, the specified storage temperature is not application for

fast moving items (not exceeding three months) like Piston lining, Piston Seals,

Protection Cover, Packing Cup, Gasket, etc and can be stored at ambient temperature

and humidity.

Irrespective of storage in controlled or ambient condition, the points mentioned as under

in paras 1.1 to 1.9 should be adhered to.

They should not come into contact with non-mineral automatic brake fluids.

They should be kept away from the vicinity of any possible sources of Ozone like

electric motor, fluorescent and mercury lamps and should not be exposed to

sunlight.

1.1. They should be kept away from Ketones, alcohol and acids.

1.2. They should be stored away from strong artificial light having ultraviolet

content.

1.3. They should be stored in plastic bags / opaque boxes.

1.4. They should be stored without subjecting to tension, compression or twist.

1.5. They should not come into contact with solvents and volatile matters.

1.6. They should not come into contact with metals especially Copper and

Manganese.

1.7. They should not be cleaned with solvents like Tri-chloro-ethylene, Carbon

tetra-chloride and Hydrocarbons. They can be cleaned with mild soapsuds

and dried at room temperature.



1.8. They should not come into contact with metals especially Copper and Manganese.

1.9. They should not be cleaned with solvents like Tri-chloro-ethylene, Carbontetra-

chloride and Hydrocarbons. They can be cleaned with mild soapsuds and dried at

room temperature.

5.17.2 SHELF LIFE

The rubber components can be stored for a period of two years from the date of manufacture

(indicated wherever possible on the component), before usage, if stored under controlled

conditions.

Drawal from storage is to be on first-in-first-out basis in order to obtain the maximum service

life.

Shelf life means strictly storage life beyond which the rubber properties will deteriorate if

stored for longer period even in controlled conditions. However, if it is drawn from Stores

during any part of the shelf life, it can serve satisfactorily much longer period than two years

from the date of manufacture, as the component will be in dynamic conditions being

subjected to flexible forces inside the brake equipment.

Such dynamic life can extend to as long as 5 years, subjected to normal regular periodic

maintenance and protected from damages due to external reasons such as abrasive particles in

the air system, coagulation of grease due to water entry and sharp / rough edges / surfaces in

the mating components.

5.17.3 EQUIPMENT

Brake equipment are sensitive and critical. Sufficient care is to be taken during handling,

transportation, storage and installation, to avoid damages,

Performance deviation and reworking. C3W Distributor Valve assembly and Brake Cylinder

need extra care.

Brake equipment are to be stored under covered roof to prevent entry and collection of dust /

dirt / rain water.

Pipelines of brake system are to be kept with end protection caps under proper storage

conditions till its fitment, to prevent collection of dust, moisture & rain.



6.0 RECOMMENDED SCHEDULE MAINTENANCE ATTNTION FOR LHB COACH EQUIPMENT

S. No Description APPROXIMATE INTERVAL

Intensive examination

D1

Trip/Weekly

D2

Monthly

D3

H/YLY SS-1 SS -II SS -III

1 Brake Frame (A0) E E E E O O O

2 Brake Panel (A1) E E E E O O O

3 Distributor Valve (A2) E/T* E/T* E/T* E/T* O O O

4 Control Reservoir (A3) E E

E / D E / D O O O

5 Air Filter for BP & FP (A4)

E / D E / C E / C E / C O O O

6 Cut Out Cock for DV (A5)

E T* T* T* O O O

7 Cut Out Cock A 1/2” (A9), 3/4" (A20), 3/8” (A21)

E T* T* T* O O O

8 Pressure Switch (A10) E T* T* T* O O O

9 Check Valve (A16) E T* O O O

10 Relay Valve (A17) E T* T* T* O O O

11 Auxiliary Reservoir (B1) & Door Reservoir (B7)

E E E E O O O

12 Drain Cocks (B2) fitted to (B1) & (B7)

D D D D O O O



S. No Description APPROXIMATE INTERVAL

Intensive examination

D1

Trip/Weekly

D2

Monthly

D3

H/YLY SS-1 SS -II SS -III

13 End Cocks BP (B3 & B8)

D E / T E / T E / T O O O

14 Hose Coupling BP and FP (B4 & B5)

E E E E O O O

15 Pilot Valve for Passenger

Alarm (B6) E E / T E / T E / T O O O

16 BP Accelerator Valve

(B12) E E / T E / T E / T O O O

17 Isolating Cock (B13) E E / T E / T E / T O O O

18 Emergency Valve (B21) E E / T E / T E / T O O O

19 Installation Lever Assy

(B25) E E E E O O O

E – Visually examine for loose fastenings, leaks or other damage.

C – Clean

D – Drain condensate / Dust

T – Operate and check performance

T* - Operate and / or check performance as part of brake eqpt. System.

O – Overhaul

X – Renew material



7.0 About the Brake Panel

1. The overall weight of the frame is reduced by about 80 kgs to facilitate easier handling apart

from offering lower accelerations during dynamic conditions, thus reducing the effect of

vibration.

2. Header ports are in the same location as in existing with identification.

3. Material of frame is changed from Carbon steel to Stainless steel to avoid rusting during

service.

4. The mounting dimensions of the frame including position of piping have been retained to fit

in the existing coaches also (This means no change is foreseen in the mounting or any other

interface by the car builder).

5. The overall frame is provided with a protective mesh-guard to safeguard against the trackside

ballast hits.

6. Adequate space is maintained on the panel for interchange ability of the DV with that of other

approved manufacturers as per the specification

7. The positioning of the DV on the brake frame is made in such a way that the releaser lever

arrangement can be attached even to this frame without any change.

8. Overall size of the Brake Panel is reduced from 765 x 472 x43 mm to 480 x 350 x 72 mm to

facilitate easier handling during maintenance.

9. The compact size of the brake panel has permitted a simplified design of the protective cover

instead of the current method of the sliding Door, Locking arrangement etc. as used in the

current supplies. All the critical Isolating cocks are totally concealed from the free

accessibility.

10. BP Isolating cock locking arrangement to avoid un-authorised operation.

11. The reservoirs (75 and 125 ltrs) are mounted at the top side of the frame to facilitate easy

removal for servicing. The design adopted is positive holding principle.

hand book on air brake system of lhb coaches...knorr-bremse india is a proud partner to indian...

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