ABSTRACT It is a live project which involves the design of Test stand for sub assemblies of distributor valves; relay

valve is a recent attached of distributor valve The objective of project is design and fabrication of sub assemblies of distributor valve which helps inrectifying! troubleshooting and periodic overhauling This ma"es aware and helps toe#plain one of the best sophisticated! reliable! efficient bra"ing system$ast e#panding industriali%ation of the country needs fast movements of higher safety of men & material 'ence! the relay valve is introduced for distributor valve in Air bra"e system previously trains used (acuum Bra"ing system but right now there arewor"ing Air bra"ing system! as it has e#ceptional advantages over Air bra"e system)ow Air Bra"es had under gone many changes it has revolutioni%ed speedreducing bra"ing system with better reliable safety and in e#haustibility 'IST*R+ *$ RAI, TRA)S-*RT I) I).IA/ 0hen did the first train run in India1 The customary answer to this 2uestion is 3435pm on April 67th! 6853! when a train with69 railway carriages and 9:: guests left Bombay;s Bori Bunder for Thane! with a <6=gunsalute It was hauled by three locomotives4 Sindh! Sultan! and Sahib The journey too" anhour and fifteen minutes That! however! was just the first commercial passenger service in India In fact! a steamloco! Thomason! had been used for hauling construction material in Roor"ee for theSolani viaduct in 6856 >it began wor"ing there on <<nd .ecember 6856! to be e#act? TheSolani viaduct construction was a part of the @anges Canal project! started in 6895 Theviaduct had 65 arches and spanned the 9"m=wide Solani valley >about 695"m north=eastof )ew .elhi? Aarth for the approach emban"ments was transported along light rail linesabout 5 to 6: "m long from -iran Baliyar to Roor"ee Standard gauge wagons were used! built from parts brought over from Angland! and hauled by men and later horses In late6856! the locomotive Thomason >named for the engineer on the project? was assembledon the spot from parts transported from Calcutta It hauled two wagons at a time! at aspeed of about 7"mCh It did not last very long! and after about D months India;s firststeam locomotive died a spectacular death with a boiler e#plosion! reportedly to thedelight of the construction wor"ers who had viewed it more as a hindrance than help 'ughes; boo" states that this was a si#=wheeled tan" engine! probably a <=<=<0T built byA B 0ilson! and of standard gauge Some details of the wagons and the use of thelocomotive are in Sir -roby T Cautley;s EReport on the @anges Canal 0or"sE >3volumes! 687:? EFThe railway isG a triumph! to which! in comparison! all our victories in the Aast seemtame and commonplace The opening of the @reat Indian -eninsular Railway will beremembered by the natives of India when the battlefields of -lassey! Assaye! Heanee!and @oojerat have become landmar"s of history E >The *verland Telegraph and Courier!April 6853?The

second locomotive to arrive in India was $al"land >named for a governor of Bombay?! used by the contractors of the @I-R for shunting operations on the first lineout of Bombay that was being built It began wor" on $ebruary <3! 685< 'ughes; boo" suggests that this was also built by A B 0ilson! and was probably a four=wheeled tan" engine >:=9=:T1? with dummy cran"shaft It later became @I-R loco ID A third

locomotive! (ulcan! is said to have been used by the @I-R for material hauling andshunting duties in 685< as well There were also eight more locos from (ulcan $oundry imported by @I-R in 685< and6853 *n )ovember 68! 685<! a locomotive hauled some coaches on a trial run from BoriBunder to Thana This probably counts as the first ErealE train to run in India / 0hat was the @uarantee System1 0hat were @uaranteed Railways1 In the 689:s! when the first proposals for railways in India were being debated in @reatBritain! there was intense lobbying in support of these proposals by ban"s! traders!shipping companies! and others who had a strong interest in seeing railways be formed inIndia These supporters prevailed upon the British -arliament to create the @uaranteeSystem! whereby any company that constructed railways in India was guaranteed acertain rate of interest on its capital investment This guarantee was honoured by the AastIndia Company which then controlled large parts of India The railways that were formedwith such agreements governing them were called guaranteed railways Typically! theguarantee was for a return of 5J annually! and the right for the railway company to pullout of the venture and get compensation from the government at any time Chronology of railways in India! -art < >683< = 6875?)ote4 This chronology is intendedas a general overview for non=specialists to give them a feel for some of the interestingand comple# events that shaped the development of railways in India Hany lineopenings are mentioned to give an idea of the geographic spread of railway services .ates in most cases are those for when the completed lines were open to traffic; usuallysections of the line may have been opened years earlier! and might even have supportedrevenue traffic in parts .ates are often somewhat uncertain because of varying reports indifferent sources! or lac" of documentation! hence in many cases they may be off by acouple of years Anyone see"ing reliable and specific information and more detail isstrongly urged to consult the reference wor"s listed in the guide to historical research andthe section on boo"s about IR historyA plan for a rail system in India was first put forward in 683<! but no further stepswere ta"en for more than a decade In 6899! the @overnor=@eneral of India lord 'ardingeallowed private entrepreneurs to setup a rail system in India Two new railway companieswere created and the Aast India Company was as"ed to assist them Interest frominvestors in the KB led to the rapid creation of a rail system over the ne#t few years Thefirst train in India became operational on <<=6<=6856! and was used for the hauling of construction material in

Roor"ee A year and a half later! on 67=:9=6853! the first passenger train service was inaugurated between Boribunder! Bombay and thane Covering a distance of 39"m ><6 miles?! it formally heralded the birth of railways inIndia The British government encouraged new railway companies bac"ed by privateinvestors under a scheme that would guarantee an annual return of five percent during theinitial years of operation *nce established! the company would be transferred to thegovernment! with the original company retaining operational control The route mileageof this networ" was about 69!5:: "m >D!::: miles? by 688:! mostly radiating inwardfrom the three major port cities of Bombay! Hadras and Calcutta By 68D5! India had

started building its own locomotives! and in 68D7 sent engineers and locomotives to help build the Kganda Railway Soon various independent "ingdoms built their own rail systems and the networ" spread to the regions that became the modern=day states of Assam! Rajasthan and Andhra-radesh A Railway board was constituted in 6D:6! but decision=ma"ing power wasretained by the viceroy ,ord Cur%on The Railway Board operated under aegis of the.epartment of commerce and Industry and had three members4 a government railwayofficial serving as chairman! a railway manager from Angland and an agent of one of thecompany railways $or the first time in its history! the Railway began to ma"e a tidy profit In 6D:L! almost all the rail companies were ta"en over by the government The following year! the first electric locomotive appeared 0ith the arrival of the$irst 0orld 0ar! the railways were used to meet the needs of the British outside India By the end of the $irst 0orld 0ar! the railways had suffered immensely and were in a poor state The government too" over the management of the Railways and removed thelin" between the financing of the Railways and other governmental revenues in 6D<:! a practice that continues to date with a separate railway budget The Second 0orld 0ar severely crippled the railways as trains were diverted tothe Hiddle Aast! and the railway wor"shops were converted into munitions wor"shops At the time of independence in 6D9L! a large portion of the railways went to the thennewly formed -a"istan A total of forty=two separate railway systems! including thirty=two lines owned by the former Indian princely states! were amalgamated as a single unit!which was christened as the Indian Railways The e#isting rail networ"s were abandoned in favor of %ones in 6D56 and a totalof si# %ones came into being in 6D5< As the economy of India improved! almost allrailway production units were indigeni%ed By 6D85! steam locomotives were phased outin favor of diesel and electric locomotives The entire railway reservation system wasstreamlined with computeri%ation in 6DD5

'IST*R+ *$

S*KT' CA)TRA, RAI,0A+CARRIA@A RA-AIR 0*RBS'*-

,A,,A@K.A! SACK).ARABA. M 5:: :6L6 I)TR*.KCTI*)4 South Central Railway! Carriage Repair 0or"shop! ,allaguda! Secunderabad! a premier repair wor"shop of Indian Railways was established on 3: th September 68D3 Thiswor"shop was under the argis of NT'A )IOAH @KARA)TAA. STATA RAI,0A+SPfor underta"ing periodic overhauling and repairs to BA and H@ steam locomotives!coaches and wagons Subse2uently it was brought under the preview of N)IOAH STATARAI,0A+S P Conse2uently upon the re=organi%ation of Railways in 6D56! thiswor"shop became a integral part of Central Railways! subse2uently South CentralRailway was formed on < nd *ctober 6D77 it became a major wor"shop for the %one Itcontinued to composite wor"shop for H@ and B@ rolling stoc" till 6D7D when a repair toH@ rolling stoc" was off loaded to 'ubli wor"shop 0ith the tapering of ,ocos and bifurcation of wagons under wagon repair wor"shop at @untapalli Carriage wor"shopwas e#clusively meant for underta"ing -*' of carriages This wor"shop occupies an area of 63 DL hectares with 9 <5 hectares under cover It ise2uipped and supported with full facilities within its premises Carriage Repair 0or"shopof ,allaguda is one of the few integrated wor"shops in Indian Railways In the past decades the wor"shop carried out periodically overhauling of the B@ mainline coaches including ACC coaches and bac"up manufacturing activities li"e Bra"e bloc"s! repairs of springs! maintenance of B. steam cranes -rime activities of thiswor"shop is periodical overhauling of B@ and ACC coaches and corrosion repairs to thecoaches with allied activities of manufacturing of carriage components li"e bra"e gear items! e2uali%ing stays etc! formation of ra"es for e#press trains! conversion of @Scoaches The other activities carried out in this wor"shops are 6? ,aboratory headed byCHT! <? Basic Training Center for imparting technical education and implementation of Apprentice Act 6D76! and 3? Computer center under supervision of .y CHA C Sr A.-Hin order to moderni%e the wor"ing system had been a boon QQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQQ South central Railway was formed on < *ctober! 6D77 as the D

%one of theIndian Railways In its thirty=eight years of committed service and bath brea"ing progress! south central Railway has grown to a modern system of mass transportationfulfilling the aspirations of the passengersCcustomers and carved a niche for itself inIndian Railways system Strategically positioned in the southern peninsula this dynamic organi%ation withits head2uarters at secunderabad serves the economically vibrant state of Andhra -radesh! part of Haharashtra! Hadhya -radesh and Tamil )aidu $rom the days of steam hauled locomotives and wooden plan" seats! southcentral Railway has a long way moderni%ing its system with the state of art high powered.iesel and Alectric locomotives! high speed telescopic passenger coaches! and higher

a#le load wagons! higher capacity trac" in all important routes! multiple aspect color lightsignaling with solid state inter loc"ing! micro wave and digital communication systemetc *ver the years! south central railway has attained sufficient transportation outputwith ade2uate infrastructure development and technological upgrading to serve theregions in its jurisdiction Safe operation of trains! e#pansion of networ"! modern passenger amenities! punctuality of trains! courteous service and cleanliness in stationsand trains remain always the thrust areas of this railway Being a service=orientedorgani%ation! south central railway provided computeri%ed passenger reservation systemat 85 stationsClocations covering D7J of the berths available In the arena of informationdissemination to the rail customers! it has provided inter=action voice response system>I(RS? for reservation and train en2uiry! national information on movement of trains! passenger operated en2uiry terminals >-*AT? with information on availability of accommodation and confirmation and close circuit television >CCT(? for real timereservation availability Status at all=important stations in its systems $or mass movement of freight! S C Railway has introduces high horse powered.iesel and Alectric locomotives and high speed! high A#le load Bo#=)=0agons Today!south central railway plays a pivotal role as a catalyst for agricultural and industrialdevelopment in the southern peninsula apart from fostering the growth of trade andcommerce including importCe#port through ports by connecting sea ports with their hinder land and inland container deports Its reliable and comfortable passenger services for long and short distance travel by way introducing many super fast and inter city trains helps transform the society bycatering to their personal! business! educational and tourism purposes

BRABA4Any propelled or self propelled vehicle re2uires provision of effective bra"ingsystem for retarding its speed or to bring the vehicle to stationary position aswhen re2uires 'igher the speed higher is the bra"ing force

Immunity from trac" There are three types of Bra"es have been provided 6 'and Bra"e System < Automatic (acuum Bra"e System 3 Air Bra"e System 'A). BRABA4These bra"es are provided in all @oods Stoc"! @uard (ans and Inspection Carriage It can be used during shunting -RI)CI-,A *$ (ACKKH BRABA4(acuum derives its bra"ing power from atmospheric pressure! which acts against the bottom of the piston when the bra"es are applied In this system! pressure differential is maintained between atmospheric pressure and thatof vacuum (ACKKH BRABA C*H-*)A)TS4 The vacuum cylinder suspended by trunnions from the underframe Rigging consisting mainly of -ull rods and ,evers

(ACKKH C+,I).AR -osition on the Knderframe4 (acuum Cylinder is fitted on the under frame in vertical position in B@ andH@ stoc"s but in hori%ontal position )@ stoc"s due to paucity of space betweenunder frame and rail level Si%es >Internal diameter basis?$or B@ Stoc"s4<9P=$or 'eavier and high speed vehicles <6P=$or Hedium weight vehicles 68P=$or ,ight weight vehicles $or H@ & )@ Stoc"s468P=$or 'eavier vehicles 65P=$or ,ight weight vehicles T+-AS *$ (ACKKH BRABA4 6?A M T+-A4In this type of vacuum cylinder! one dome shaped vacuumchamber is provided to increase the volume of the upper chamber <?$ M T+-A4In this type of (acuum Cylinder! an au#iliary chamber is providedwhich is suspended to the under frame and connected with the top of the pistonthrough a double branch release valve

AIR BRABA S+STAH $or application of bra"es in railway coaches and wagons with vacuum bra"e systemwe first withdraw air from the train system>create vacuum? and then allow theatmospheric air to reach below the piston in vacuum cylinder lifting the piston

upwardswhich in turn apply bra"es But in air bra"e system it is the reverse case In air bra"esystem we first charge the train system with compressed air to certain predeterminedlevel of air pressure through two pipes named feed pipes and bra"e pipes The feed and bra"e pipes are charged to a pressure of 7 : and 5 : "gCcmR< respectively 0hen bra"esare to be applied the air pressure in bra"e pipe is reduced by the driver which actuates thedistributor valve fitted under every wagon or coach on the train The distributor valvesupplies the compressed air from au#iliary reservoir to one side of the piston in the bra"ecylinder pushing out the piston rod and applying the bra"es The guard and the passengerscan also apply the bra"es in case of an emergency .uring train partings and accidents

bra"es also apply automatically and with higher force than that of vacuum bra"es 0henthe air pressure in bra"e pipe is restored to the normal pressure!the bra"es are released The bra"es can also be manually released after the engine has been detached After application of bra"es in air bra"e system the bra"es remain in on position for hourstogether *nly those engines which are fitted with the air bra"e systemcan only wor" such trains Such wagonsCcoaches can also not be wor"ed with other trainswith vacuum bra"e systemT0I) -I-A S+STAH4=As already stated above each and every bra"e system has two air pipes from one end to the other end lengthwise *ne pipe is used to continuoslychargeCfeed the compressed air to the au#iliary reservoir and is called as $eed pipe Thesecond pipe is used for application and releasing of bra"es and is termed as Bra"e pipe As such this system is called as Twin pipe system This system has the following merits4=$eed pipe charges the Au#iliary reservoir continuosly and maintains the predetermined air pressure in A R>Au#iliary reservoir? *n application of bra"es theA RSS compressed air is fed to the bra"e cylinder and there is a certain fall in air pressurein A R due to the same But the feed pipe immediatelyCsimultaneously charges the A R and maintains the desired air pressure in A R Any number of bra"e applications releasingmay be done by the driver in 2uic" succession! the air pressure in A R will remain thesame i e; there will be no decrease in the air pressure of A R This feature is not possible in case feed pipe is removedCisolated from the Air bra"e system!because the bra"e pipe will have to shoulder the burden of feed pipe inaddition to his own job In such an event the charging of A R will ta"e more time to beready for subse2uent bra"e applications Resultantly the application of bra"es in 2uic" succession is not possible In case due to any reason one pipe of a coach or any wagon gets damaged or goes defective!it can be bypassed in twin pipe system and the detachment of the coach or wagon would not be essential as in the case of single pipe system!But in this case thetrain will be wor"ed as single pipe system SI)@,A -I-A S+STAH4=In this system there is provision of only one air pipe from oneend of a wagonCcoach to the other end instead of two pipes This pipe is called as bra"e pipe This bra"e pipe singularly charges the au#iliary reservoir and also applies andreleases the bra"es In this system the driver feels very easy in maintainingCcharging the bra"e pipe only

but this is not so advantageous to that of Twin pipe system In this systemthe au#iliary reservoir is not charged while the A R supplies air to bra"e cylinder As such bra"es in 2uic" succession cannot be applied and released In case of any damage or defect in the air bra"e system of any coachCwagon!there is no alternative than to detachsuch coachCwagon from train enroute In this system after emergency application of bra"es the driver shall have to wait for some time to fully release the train beforerestarting other wise some danger to the train has to be faced Therefore!the administration has adopted Twin pipe air bra"e system onthe railways The train e#amination staff must ensure that all trains e#amined by them are

invariably having Twin pipe air bra"e system In case a train terminates at their stationwith single pipe system they must thoroughly chec" and investigate the reasons for single pipe system and ensure necessary repairs to put the defective coachCwagon bac" to Twin pipe system

T+-AS *$ AIR BRABAS

There are two types of air bra"es which are present!they are!6 .irect release system< @raduated release system .irect release system4= In this system when after application of bra"es!the bra"es arereleased!the air of the bra"e cylinder does not 2uic"ly go to the atmosphere through thedistributor valve Instead it goes slowly The .istributor valve is not provided with such afeauture which may permit the air of bra"e cylinder to escape 2uic"ly and release the piston 2uic"ly Second or subse2uent application of bra"e is not possible until and unlessthe bra"e cylinder air is completely e#hausted It is not possible for the distributor valveto ma"e the releasing movement of piston to abruptly change to applying position Assuch the application and release of bra"es in 2uic" succession cannot be achieved atall So this system is termed as .irect release system @raduated release system4=In this system application and release of bra"es in 2uic" succession is feasible in any number of times In this system the movement of pistonfrom application to release and vice versa can be changed with decrease and increase of air pressure in B - In this case there is no need for completely discharging the air pressure of bra"e cylinder The distributor valve fitted in this type !has the special featurewhich actuates the bra"e cylinder piston with the decrease and increase in B - !pressureto the tune of : 5 "gCcmR< or above At the time of speed restrictions or while negotiatingdown gradients it has become very easy to control the speed of the train to the will of driver It is due to this reason that this system is called @raduated release system $rom the above !one can easily understand that the type of air bra"e system in use onour railway system is Twin pipe graduated release air bra"e

system But we call it onlyair bra"e system in short which has the same meaning and nothing else as in the case of vacuum where partial vacuum is used but termed as vacuum only -RI)CI-,A *$ *-ARATI*) *$ T0I) -I-A @RA.KATA. RA,AASA AIR BRABA S+STAH4

a Charging the bra"e system Bra"e pipe throughout the length of train is charged with compressed air at 5 BgCcm<

$eed pipe throughout the length of train is charged with compressed air at 7 BgCcm<

Control reservoir is charged to 5 BgCcm<

Au#iliary reservoir is charged to 5 BgCcm< b Bra"e application stage $or bra"e application the bra"e pipe pressure is dropped by venting air from thedriverSs bra"e vale Subse2uently the following action ta"e place

The control reservoir is disconnected from the bra"e pipe

The distributor valve connects the au#iliary reservoir to the bra"e piston is pushedoutwards for application of bra"es

The au#iliary reservoir is however continuously charged from feed pipe at 7 BgCcm<.escription Reduction in B - -ressure Hinimum Bra"e Application : 5 to : 8 BgCcm<

Service Bra"e Application 6 : to 6 : BgCcm<$ull Service Bra"e Application Bra"e pipe is fully e#hausted and its pressurereduces to almost %ero

Bra"e release stage Bra"es are released by recharging bra"e pipes to 5 BgCcm< pressure through thedriverSs bra"e valve

The distributor valve isolates the bra"e cylinder from the au#iliary reservoirs

The bra"e cylinder pressure is vented to atmosphere through .( and the Bra"ecylinder piston moves inwards

Coaches fitted with twin pipe graduated release air bra"e system with locomotive in theleading forms a complete ra"e ,ocomotive is the source for supplying compressed air tothe trailing coaches in the ra"e The bra"e pipe and feed pipe run parallel to eachother throughout the length of the coach The bra"e pipe and feed pipe of one coach areconnected to the bra"e and feed pipe of adjacent coaches through cut off angle coc"s andhose coupling The air compresser of the locomotive stores the air in its main reservoir at a pressure of 8=6: "gCcmR< and it is supplied to the system charging the feed pipes and bra"e pipescommonly called as $- and B- at a pressure of 7"gCcmR< and 5"gCcmR<respectively Au#iliary reservoir is charged by the feed pipe through the chec" valve andisolating coc" The au#iliary reservoir is also charged by the bra"e pipe throughdistributor valve in case the feed pipe is unable to charge! or has been eliminated $or continuity of air pressure through out the ra"e !the cut off angle coc"s of the bra"eand the feed pipe and isolating coc"s should be "ept open The cut off angle coc"s on the

last coach of the ra"e and front cut off angle coc"s of the locomotive should be "eptclosed Reduction of air pressure in the bra"e pipe whether intentionally or accidental actuates the distributor valve which causes rise of pressure in the bra"ecylinder and the bra"e apply The magnitude of bra"ing force increases in proportion tothe reduction of air pressure in the bra"e pipe Ha#imum bra"ing force is attained whenthe bra"e pipe pressure is lowered and is in the range of 3 9 to 3 7"gCcmR< In case of emergency>or accidents?the air pressure in bra"e pipe is reduced below from 3 9"gCcmR<to hasten the bra"e application at a faster rate reducing the emergency bra"ing distances .uring application of bra"es the air from au#iliary reservoir flows to the bra"e cylinder and the loss of air in au#iliary

reservoir is made up by feed pipe continuously The thrustof bra"e cylinder piston is transmitted through bra"e riggings magnifying the samethrough leverage to the bra"e bloc"s thereby producing bra"ing force The distributor valve is so sensitive that when air pressure is lowered or raised in the bra"e pipe it causes the bra"e application and release respectively 0ith therise in air pressure it releases the bra"e cylinder by venting its air to the atmosphere andwith the fall in the air pressure it applies bra"es .istributor valve which is fitted on the branch line of the bra"e pipe! controls all the activities related to the charging! applicationand release of the bra"e >6?C'AR@I)@ 4=Bra"e pipe is charged with air pressure at 5 "gCcmR< through out thelength of the ra"e and fills air in the distributor valve and control reservoir through dirtcollectors $eed pipe is charged with 7 "gCcmR< through out the length of the ra"e andfills air in au#iliary reservoir through dirt collector and chec" valve with cho"e>Au#iliaryreservoir is also charged by the bra"e pipe through the distribution valve? ><?A--,ICATI*) 4=In twin pipe graduated release system the driver of the train canapply bra"es either in steps for graduated application or in one stro"e for emergencyapplication This action causes reduction in bra"e pipe pressure due to its venting toatmosphere The reduction in bra"e pipe pressure results in differential pressure buildingup across the diaphragms of the distributor valve As a result the distributor valveconnects the au#iliary reservoir to the bra"e cylinder causing the bra"e cylinder piston tocome out The piston movement causes bra"e application on individual coaches throughthe bra"e rigging arrangement >3?RA,AASA 4=$or releasing the train bra"es the driver has to replenish the bra"e pipe pressure reduced during bra"e application by charging the system bac" to 5 "gCcmR< Theincreased pressure is sensed by the distribution valve which disconnects the bra"ecylinder from the au#iliary reservoir and connects the bra"e cylinder to atmospherethrough the distributor valve The bra"e cylinder pressure is vented to atmosphere and bra"es are released To ensure service reliability of the air bra"e system of the coaches preventive periodic maintenance is carried out The following maintenance schedules arecarried out on the coaches Schedule=A >Honthly e#amination?Schedule =B>Tri=monthly e#amination?Schedule=C>'alf yearly e#amination?To ensure that the air bra"e system of the different coaches of a ra"ewor" in conjunction reliable round trip e#amination is carried out $or service reliabilityof the coaches !the coaches of a ra"e are subjected to a periodic overhaul once in twelvemonths Certain activities li"e inspection and testing of the air bra"e e2uipment of thecoaches are carried out during -*' The air bra"e e2uipment of the coaches is to becompletely dismantled and overhaul once in five years or on completion of 8 la"h"ilometers which ever is earlier or when there is some specific trouble 0hen a coach

comes for overhauling it is necessary to chec" whether the air bra"e e2uipment re2uirescomplete dismantling and over hauling 'owever the slac" adjuster is to be over hauledevery -*'

AIR BRABA SKB=ASSAHB,IAS The various Air Bra"e sub=assemblies and components are4i?Common pipe brac"et ii?Intermediate piece iii?Bra"e pipe and feed pipe iv?Bra"e pipe coupling v?Cut=off angle coc" vi?Bra"e cylinder vii?.irt collector viii?Au#iliary reservoir i#?Slac" adjuster #?.istributor valve #i?Isolating coc" #ii?-AAS. #iii?-AA( #iv?Chec" valve C*HH*) -I-A BRACBAT Common pipe brac"et is mounted on the coach under frame and is suitable for use withall type of distributor valves presently in use on main line coaches I)TARHA.IATA -IACA >SA).0IC' -IACA?

An intermediate piece is mounted on the common pipe brac"et to fit the distributor valveon the common pipe brac"et The intermediate piece serves the purpose of blan"ing allthe other ports on the common pipe brac"et other than re2uired for a particular ma"e of distributor valve Aach type of distributor valve is mounted on the common pipe brac"etwith its own intermediate piece BRABA -I-A A). $AA. -I-A Bra"e pipe and feed pipe of <5 mm bore and branch pipes of <: mm bore have been provided BRABA -I-A C*K-,I)@ To maintain continuity through out the length of train! the bra"e pipe >B-? and feed pipe>$-? are fitted with fle#ible hoses Aach hose is provided with palm end coupling headsare painted with green colour for B - and white colour for $ - also raised letters TB-Sand T$-S are embossed on coupling heads representing Bra"e -ipe and $eed -iperespectively 'ose couplings must be chec"ed for lea"age of air as per the test proceduregiven below CKT *$$ A)@,A C*CB *ne cut off angle coc" has been provided on either end of bra"e pipe and feed pipe that is to say on every coach on wagon a complement of 9 angle coc"s are provided

The angle coc"s used on feed pipes are painted white and those for bra"e pipes are givencoating of paint green The angle coc"s are fitted with Teflon tape or paint white lead onthe bra"e pipes and feed pipes and made air tight joints by tightening

their rear adaptorsfully The top of the coc" having handle is invariably "ept facing upwards The anglecoc"s are secured with under frame member with strong safety loop So !that the anglecoc" may not move to and fro and right or left in dynamic conditions Angle coc" has onefront adaptor in which the nipple of the air hose coupling is screwed in with paint whitelead or Teflon tape and made firm and air tight joint The diameter of the rear adaptor of angle coc" corresponds to the e#ternal diameter; of air pipes and the front adaptorSsdiameter; matches with that of air hose nipple Since there is difference in diameter;of air pipes used on wagons and coaches !as such the angle coc"s are not inter=changeable The advantage of provision of cut off angle coc"s on the bra"eand feed pipes is that after charging of air pressure in the air bra"e system !if any coachor wagon has to be detached from a train formation! discharging of air pressure fromwhole train is not necessitated The angle coc"s of affected wagon and adjacent wagons or coaches are closed and the wagonCcoach can be detached without any loss of air pressureand after re=formation of load and coupling up of air hoses! the train can be startedimmediately and there will be saving of time for recharging and building of pressure todesired levels as in the case of vacuum bra"e system!as the air pressure in rest of thewagonCcoaches remains unaltered BRABA C+,I).AR *n every coach fitted with air bra"e system two bra"e cylinders are provided for actuating the bra"e rigging for the application of release of bra"es .uring application of bra"es the bra"e cylinder develops mechanical bra"e power by outward movement of its piston assembly after receiving air pressure from Au#iliary reservoir through thedistributor valve This is transmitted to the bra"e shoes through a combination of leaves .uring release action of bra"es the compression spring provided of bra"es thecompression spring provided in the bra"e cylinder brings bac" the rigging to its original position The cylinder body is made out of sheet metal or cast iron and carries themounting brac"et! air inlet connection! ribs and flange .IRT C*,,ACT*R Two three way dirt collector are provided one each coach *ne between bra"e pipe and.( and other in between feed pipe & au#iliary reservoir .irt collector prevents theentry of the dust and scale by centrifugal action followed by filtration arrangement in thedistributor valve & au#iliary reservoir and other e2uipment in the system AKUI,IAR+ RASAR(*IR SA,IA)T $AATKRAS The au#iliary reservoir is a cylindrical vessel made of sheet metal *n both the ends of the reservoir! flanges are provided for pipe connections *ne end of the au#iliaryreservoir is connected to the bra"e pipe through the distributor valve Au#iliary reservoir is charged through through the feed pipe to a pressure of 7"gCs2

cm At the bottom of the

au#iliary reservoir! a drain coc" is provided for draining out the condensate moisture Theau#iliary reservoir should be overhauled in every -*' S,ACB A.VKSTAR SA,IA)T

$AATKRAS Slac" adjuster >also "nown as bra"e regulator? is a device provided in the bra"e riggingfor automatic adjustment of clearanceCslac" between bra"e bloc"s and wheel It is fittedinto the bra"e rigging as a part of mechanical pull rod The slac" adjuster is double actingand rapid wor"ing i e it 2uic"ly adjusts too large or too small clearance to a predetermined value "nown as TAS dimension The slac" adjuster maintains this TASdimension throughout its operation The slac" passenger coaches! it is composed of thefollowing parts

Adjuster spindle with screw thread of 2uic" pitches >non self=loc"ing?

Tractioin unit containing adjuster nut! adjuster unit containing leader nut and barreletc

Control rod with head The out standing features of slac" adjuster IRSA=95: are4 $ully Automatic i e once initially set! no manual adjustment is further necessary at anytime during its operation .ouble=Acting i e the bra"e shoe clearance is adjusted to its correct value both ways!either when it has become too large >owing to wear of the bra"e shoes and wheels? or when it has become too small >e g owing to renewal of worn out bra"e bloc"s? Rapid wor"ing i e correct bra"e shoe clearance is automatically restored after one or two applications of the bra"e

(erification i e if resistance occurs early in the bra"e application! caused by heavy bra"erigging! e g an ice coating on the bra"e shoes! etc ! in such cases the slac" adjuster doesnot pay out slac" immediately! but inde#es the amount of slac" to be paid out If the slac" really is too small! the slac" adjuster will pay out this inde#ed slac" at the ne#t bra"eapplication Thus false payout will not occur True Slac" Adjuster i e the slac" adjusters incorrect slac" only! thus giving the bra"eits best possible pre=adjusted limit of piston stro"es! ensuring a smooth and efficient bra"ing force at all times Shoc" Resistant i e train shoc"s will not cause false ta"e=up or payout of slac" 0hen bra"es are released! the moving parts of the slac" adjuster are securely loc"ed IS*,ATI)@ C*CB *ne isolating coc" ball type is provided near each bra"e cyulidner on the branch pipeline connecting bra"e cylinder and distributor valve *ne isolating coc" ball type isalso provided on the branch pipe connecting bra"e pipe and passenger emergencyvalve These isolating coc"s are used to isolate the air passage in case the bra"e

cylinder C passenger emergency valve becomes defective *ne isolating coc" is also provided between centrifugal dirt collector of $- and chec" valve The same may beisolated in the case of malfunction of .( or any brea"age C damage in the branch pipes of the feed pipe TASTI)@ 6 'andle N *$$ N position M Chec" lea"age at outlet port at air pressure 6:"g C cm < There should not be any lea"age < Close the outlet port using a blan" plate and chec" lea"age all over the body at air pressure 6: "g C cm < There should not be any lea"age 3 -ASSA)@AR AHAR@A)C+ A,ARH SI@)A, .A(ICA >-AAS.?

Two such valves are fitted at can rail level! on one end wall of the coach Theoperating spindle of the passenger emergency alarm signal e2uipment is connected tothe disc rod and alarm disc rod is in turn connected to the alarm chain Thesee2uipment are connected to passenger emergency valve by a common pipe of 6: mm bore The -AAS. can be reset with the s2uare "ey "ept with guard C TUR of the train *n all new coaches the -AAS. has fi#ed reset "ey TASTI)@ 6 'old the -AAS. suitably with a spindle Connect air supply of 5 "g C cm < to port A and port B dummied suitably < 0ith the lever assembly at the bottom position chec" for lea"age at thee#haust port and body all over with soap suds There should not be anylea"age 3 0ith air supply on operate the device by pulling down the handle and noteheavy blow of air through the e#haust port 9 /uic"ly rest the device by using the suitable spring "ey and rotating the lever assembly cloc"= wise and note the e#haust of air stops completely -ASSA)@AR AHAR@A)C+ (A,(A >-AA(? This e2uipment is fitted on the end wall It is connected to the bra"e pipe throughisolating coc" and is also connected to the passenger alarm signal device .uring theoperation of the alarm chain from inside the compartment! the disc rod rotates andlifts the operating spindle of the passenger alarm signal device and in this process theair in the pipe between passenger alarm signal device and -AA( is depleted Thedifference in the air pressure actuates the -AA( and the bra"e pipe pressure getsdepleted to the atmosphere through -AA( e#haust having a cho"e of 9 mm dia .epletion of bra"e pipe will initiate a bra"e application -AA( also contains a micro M switch which is utilised to provide an audio M visual indication to the driver of thetrain The driver also gets the indication of alarm chain operation through increase inthe re2uirement of air in flow meter TASTI)@ 6 Connect one end of 66: cu In volume reservoir to the B- Control Air -ort of the Relay (alve The other end of the reservoir to a W P drain coc" via a pressure gauge Also connect 5 "g C cm < compressed air supply to B- inlet tothe relay valve Remove the cho"e from the e#haust passage of the valve pulling handle attached to operating

< 0ith the WP drain coc" closed! open the 5 "g C cm < air supply to the relayvalve )ote that the pressure gauge of the reservoir 2uic"ly register 5 "g C cm < pressure and no lea"age in the e#haust port 3 Apply soap suds all over body )o lea"age is permissible 9 *pen the WP drain coc" and note the reservoir pressure 2uic"ly drops to %ero!and at the same time the relay valve starts e#hausting the B- 5 Close the drain coc" and note as the reservoir pressure builds up and tends toe2ualise with the supply pressure! the relay stops e#hausting 7 At close of test and before installation of the relay valve on to the coach for bac" the cho"e on the e#haust passage C'ACB (A,(A 0IT' C'*BA *ne such set is provided in the branch pipe connecting $- & AR It ensures supplyof compressed air from feed pipe to au#iliary reservoir and prevents its return flow!thus avoiding fall in air pressure below 5 "gCcm < in the event of failure on air supplyfrom feed pipe A 3 mm dia cho"e is provided on the outlet port of the chec" valve tocontrol the 2uantum of air flow from feed pipe! so that the au#iliary reservoirs on allthe coaches of a train can be uniformly filled TASTI)@4 6 Connect air supply at 6: "g C cm < to the inlet port air should flow freelythrough the outlet port < Bloc" outlet port and permit air at 6: "g C cm < through the inlet port Chec" for lea"age all over the body and joints by soap water Thereshould not be any lea"age 3 Connect air supply at < "g C cm < to the outlet port There should be no air flow C lea" through the inlet port Repeat the test at air pressure 5 "g C cm

<

0or"ing principleAir Bra"e System >-assenger Ra"e?The Bra"e pipe and feed pipe run parallel to each other through out the length of thecoach The bra"e pipe and the feed pipe of one coach are connected to the bra"e pipe andfeed pipe of adjacent coaches Through cut off angle coc"s and hose=couplingsAir compressor located in the locomotive supplies air pressure at 5 "gCcm< to the bra"e pipe through the driversSs bra"e value The air compressor also supplies air at 7 "g cm<through a series of values to the feed pipe$or continuity of air pressure through out the ra"e ! the cut=off angle coc"s of the bra"eand the feed pipe and isolating coc"s should be "ept open The cit=off angle coc"s on thelast coach of the ra"e and front cut=off angle coc"s of the locomotive should be "eptclosed0or"ing -rincipleAir Bra"e System >-assenger Ra"e?.istributor (alue which is fitted on the branch line of the bra"e pipe Controls all theactivities related to the charging ! application and release of the bra"e6 Charging 4 Bra"e pipe is charged with air pressure at 5 "gCcm< through out thelength of the ra"e and fills air in the distributor value and control reservoir through dirt collectors $eed pipe is charged with 7 "gCcm< through out the

length of the ra"e and fills air in au#iliary reservoirs through dirt collectors andchec" value with cho"e >au#iliary reservoir is also charged by the bra"e pipethrough the distributor value?< Application 4 In twin pipe graduated release system the driver of the train canapply bra"es either in steps for graduated application or in one stro"e for emergency application This action caused reduction in bra"e pipe pressure due0or"ing -rincipleAir Bra"e System>-assenger Ra"e?To its venting to atmosphere The reduction in bra"e pipe pressure results in differential pressure building up across the disphragms of the distributor value As a result the distributor value connects the au#iliary reservoir to the bra"eCylinders causing the bra"e cylinder piston to come out The piston movement causes bar"e application on individual coaches through the barje rigging3 Release 4 $or releasing the train bra"es the driver has to replenish the bra"e pipe pressure reducted during bra"e applicatons by charging the system bac" to 5 "gCcm< The increased pressure in sensed by the distributor value which disconnects the bra"escylinders from the au#iliary reservoir and connects the bra"e cylinder to atmospherethrough the distributor value The bra"e cylinder pressure is vented to atmosphere and bra"es are released

$unctionAir Bra"e System >-assenger Ra"e?Coaches fitted with twin pipe graduated

release air bra"e system with locomotive in theleading forms a complete ra"e ,ocomotive is the source for supplying compressed air tothe trailing coaches in the ra"e The bra"e pipe of coaches is charged with compressed air through the drivers bra"e value and the fed=pipe of the coaches is charged through themain reservoir of the locomotive via additional relay valueThe bra"e pipe and the feed pipe of the coaches in the ra"e are connected to thesubse2uent coaches through hose couplings for compressed air to flow for operating the braje system are fitted in the under frame These e2uipments and their functions arediscussed in details separately-assenger emergency alarm system is provided in the coaches for passengers initiation of train bra"es in the event of emergency safety

HaintenanceAir Bra"e System >-assenger Ra"e?To ensure service reliability of the air bra"e system of the coaches preventive periodicmaintenance on the coaches are carried out The following Haintenance schedule arecarried out on the coachesSchedule MA >Honthly A#amination?Schedule=B>Tri=Honthly A#amination?Schedule=C >'alf +early A#amination?The above maintenance schedule being pertinent to maintenance of coaches are discussedin detail in the section of maintenance of Air Bra"e System > -assenger Coaches ? Toensure that the air bra"e system of the different coaches of a ra"e wor" in conjunctionreliably round trip e#amination is carried out

*ver 'aulingAir Bra"e System >-assenger Ra"e ?To ensure service reliability of the coaches the coaches of a ra"e are subjected to a periodic overhaul once in twelve months Certain activities li"e inspection and testing of the ar bra"e e2uipment of the coaches are carried out during -*' The air bra"ee2uipment of the coaches is to be completely dismantled and overhaul once is five yearsor on completion of 8 la"h "ilometers which ever is earlier or when there is some specifictrouble 0hen a coach comes for overhauling it is necessary to chec" whether the air bra"e e2uipment re2uires complete dismantling and overhauling of individual of the air bra"e system see the respective section of overhauling of the component

Introduction $ast e#panding industriali%ation of country needs fast movement of higher freight and passenger traffic coupled with safety of men and material hence the railwayadministration too" the challenge and introduced highly efficient and reliable AIR BRABA S+STAH over than

vacuum bra"e system Thus conventional vacuum bra"esystem on these stoc" has been replaced which has several limitations as under4=6 Bra"e fade < Increased timings for release after application 3 ,imitations on train loads and lengths Amount of vacuum in the rear portion is notmaintained as desired

9 'igher maintenance costs5 Speed limitations7 ,esser bra"ing force generation by the pistonL .ifficult to create ade2uate amount of vacuum on @hat sections8 Kpgrading of bra"e power before entry to ghat sections 0hereas the AIR BRABA S+STAH has the following major advantages over the vacuum bra"e system4=6 Speed of trains are increased< A#le load of wagon has been increased3 Increased freight per train9 Shorter bra"ing distances5 Compact and easy to maintain resulting in better utili%ation of rolling stoc" 7 Availability of optimum and uniform bra"e power enabling handling heavier trains!needing no augmentation before entering ghat sectionL Better reliability and safety8 'igher pay load due to its being lighter in weightD Ine#haustibility AIR BRABA S+STAH $or application of bra"es in railway coaches and wagons with vacuum bra"e systemwe first withdraw air from the train system>create vacuum? and then allow theatmospheric air to reach below the piston in vacuum cylinder lifting the piston upwardswhich in turn apply bra"es But in air bra"e system it is the reverse case In air bra"esystem we first charge the train system with compressed air to certain predeterminedlevel of air pressure through two pipes named feed pipes and bra"e pipes The feed and bra"e pipes are charged to a pressure of 7 : and 5 : "gCcmR< respectively 0hen bra"esare to be applied the air pressure in bra"e pipe is reduced by the driver which actuates thedistributor valve fitted under every wagon or coach on the train The distributor valvesupplies the compressed air from au#iliary reservoir to one side of the piston in the bra"ecylinder pushing out the piston rod and applying the bra"es The guard and the passengerscan also apply the bra"es in case of an emergency .uring train partings and accidents bra"es also apply automatically and with higher force than that of vacuum bra"es 0henthe air pressure in bra"e pipe is restored to the normal pressure!the bra"es are released The bra"es can also be manually released after the engine has been detached After application of bra"es in air bra"e system the bra"es remain in on position for hourstogether *nly those engines which are fitted with the air bra"e systemcan only wor" such trains Such wagonsCcoaches can also not be wor"ed with other trainswith vacuum bra"e systemT0I) -I-A S+STAH4=As already stated above each and every bra"e system has two air pipes from one end to the other end

lengthwise *ne pipe is used to continuoslychargeCfeed the compressed air to the au#iliary reservoir and is called as $eed pipe Thesecond pipe is used for application and releasing of bra"es and is termed as Bra"e pipe As such this system is called as Twin pipe system This system has the followingmerits4=$eed pipe charges the Au#iliary reservoir continuosly and maintains the predetermined air pressure in A R>Au#iliary reservoir? *n application of bra"es the

A RSS compressed air is fed to the bra"e cylinder and there is a certain fall in air pressurein A R due to the same But the feed pipe immediatelyCsimultaneously charges the A R and maintains the desired air pressure in A R Any number of bra"e applications releasingmay be done by the driver in 2uic" succession! the air pressure in A R will remain thesame i e; there will be no decrease in the air pressure of A R This feature is not possible in case feed pipe is removedCisolated from the Air bra"e system!because the bra"e pipe will have to shoulder the burden of feed pipe inaddition to his own job In such an event the charging of A R will ta"e more time to beready for subse2uent bra"e applications Resultantly the application of bra"es in 2uic" succession is not possible In case due to any reason one pipe of a coach or any wagon gets damaged or goes defective!it can be bypassed in twin pipe system and the detachment of the coach or wagon would not be essential as in the case of single pipe system!But in this case thetrain will be wor"ed as single pipe system SI)@,A -I-A S+STAH4=In this system there is provision of only one air pipe from oneend of a wagonCcoach to the other end instead of two pipes This pipe is called as bra"e pipe This bra"e pipe singularly charges the au#iliary reservoir and also applies andreleases the bra"es In this system the driver feels very easy in maintainingCcharging the bra"e pipe only but this is not so advantageous to that of Twin pipe system In this systemthe au#iliary reservoir is not charged while the A R supplies air to bra"e cylinder As such bra"es in 2uic" succession cannot be applied and released In case of any damage or defect in the air bra"e system of any coachCwagon!there is no alternative than to detachsuch coachCwagon from train enroute In this system after emergency application of bra"es the driver shall have to wait for some time to fully release the train beforerestarting other wise some danger to the train has to be faced Therefore!the administration has adopted Twin pipe air bra"e system onthe railways The train e#amination staff must ensure that all trains e#amined by them areinvariably having Twin pipe air bra"e system In case a train terminates at their stationwith single pipe system they must thoroughly chec" and investigate the reasons for single pipe system and ensure necessary repairs to put the defective coachCwagon bac" to Twin pipe system T+-AS *$ AIR BRABAS There are two types of air bra"es which are present!they are!6 .irect release system< @raduated release system .irect release system4= In this system when after application of bra"es!the bra"es arereleased!the air of the bra"e cylinder does

not 2uic"ly go to the atmosphere through thedistributor valve Instead it goes slowly The .istributor valve is not provided with such afeauture which may permit the air of bra"e cylinder to escape 2uic"ly and release the piston 2uic"ly Second or subse2uent application of bra"e is not possible until and unlessthe bra"e cylinder air is completely e#hausted It is not possible for the distributor valveto ma"e the releasing movement of piston to abruptly change to applying position Assuch the application and release of bra"es in 2uic" succession cannot be achieved atall So this system is termed as .irect release system

@raduated release system4=In this system application and release of bra"es in 2uic" succession is feasible in any number of times In this system the movement of pistonfrom application to release and vice versa can be changed with decrease and increase of air pressure in B - In this case there is no need for completely discharging the air pressure of bra"e cylinder The distributor valve fitted in this type !has the special featurewhich actuates the bra"e cylinder piston with the decrease and increase in B - !pressureto the tune of : 5 "gCcmR< or above At the time of speed restrictions or while negotiatingdown gradients it has become very easy to control the speed of the train to the will of driver It is due to this reason that this system is called @raduated release system $rom the above !one can easily understand that the type of air bra"e systemin use on our railway system is Twin pipe graduated release air bra"e system But we callit only air bra"e system in short which has the same meaning and nothing else as in thecase of vacuum where partial vacuum is used but termed as vacuum only AIR BRABA S+STAH I)TR*.KCTI*)4 In Air Bra"e system compressed air is used for operating the bra"e system Thelocomotive compressor charges the feed pipe and the bra"e pipes throughout thelegth of the train The feed pipe is connected to the bra"e cylinder through thedistributor valve Bra"e application ta"es place by dropping the pressure in the bra"e pipe -RI)CI-,A *$ *-ARATI*) *$ T0I) -I-A @RA.KATA. RA,AASA AIR BRABA S+STAH4a Charging the bra"e system Bra"e pipe throughout the length of train is charged with compressed air at 5 BgCcm<

$eed pipe throughout the length of train is charged with compressed air at 7 BgCcm<

Control reservoir is charged to 5 BgCcm<

Au#iliary reservoir is charged to 5 BgCcm< b Bra"e application stage $or bra"e application the bra"e pipe pressure is dropped by venting air from thedriverSs bra"e vale Subse2uently the following action ta"e place

The control reservoir is disconnected from the bra"e pipe

The distributor valve connects the au#iliary reservoir to the bra"e piston is pushedoutwards for application of bra"es

The au#iliary reservoir is however continuously charged from feed pipe at 7 BgCcm<

.escription Reduction in B - -ressure Hinimum Bra"e Application : 5 to : 8 BgCcm<

Service Bra"e Application 6 : to 6 : BgCcm<$ull Service Bra"e Application Bra"e pipe is fully e#hausted and its pressurereduces to almost %ero c

Bra"e release stage Bra"es are released by recharging bra"e pipes to 5 BgCcm< pressure through thedriverSs bra"e valve

The distributor valve isolates the bra"e cylinder from the au#iliary reservoirs

The bra"e cylinder pressure is vented to atmosphere through .( and the Bra"ecylinder piston moves inwards AIR BRABA SKB=ASSAHB,IAS The various Air Bra"e sub=assemblies and components are4#v?Common pipe brac"et #vi?Intermediate piece #vii?Bra"e pipe and feed pipe #viii?Bra"e pipe coupling #i#?Cut=off angle coc" ##?Bra"e cylinder ##i?.irt collector ##ii?Au#iliary reservoir ##iii?Slac" adjuster ##iv?.istributor valve ##v?Isolating coc" ##vi?-AAS. ##vii?-AA( ##viii?Chec" valve The brief details of the air bra"e components and itSs maintenance and test procedure isdescribed below4 C*HH*) -I-A BRABAT Common pipe brac"et is mounted on the coach under frame and is suitable for use withall type of distributor valves presently in use on main line coaches I)TARHA.IATA -IACA >SA).0IC' -IACA? An intermediate piece is mounted on the common pipe brac"et to fit the distributor valveon the common pipe brac"et The intermediate piece serves the purpose of blan"ing allthe other ports on the common pipe brac"et other than re2uired for a particular ma"e of distributor valve Aach type of distributor valve is mounted on the common pipe brac"etwith its own intermediate piece AIR BRABA '*SAS

Bra"e -ipe and $eed -ipe 'oses To maintain continuity through out the length of train! the bra"e pipe >B-? and feed pipe>$-? are fitted with fle#ible hoses Aach hose is provided with palm end coupling headsare painted with green colour for B - and white colour for $ - also raised letters TB-Sand T$-S are embossed on coupling heads representing Bra"e -ipe and $eed -iperespectively 'ose couplings must be chec"ed for lea"age of air as per the test proceduregiven below CKT *$$ A)@,A C*CB Cut off angle coc"s are provided both on bra"e pipe and feed pipe on either end of eachcoach to facilitate coupling and uncoupling of air hoses Testing and Cut *ff Angle Coc" Tools and A2uipment Test Bench

Compressor to build pressure up to 6: "gCcm< Single ended spanner as per IS <:<La?Across face 6L >for H6: loc" nut? 6)o b?Across face 63 >for H8 STK.S? <)o

Screw .river M3::mm! 6 )o

6 X N BS- dummy -lug with seal

.ummy plug for angle coc" BRABA C+,I).AR *n every coach fitted with air bra"e system two bra"e cylinders are provided for actuating the bra"e rigging for the application of release of bra"es .uring application of bra"es the bra"e cylinder develops mechanical bra"e power by outward movement of its piston assembly after receiving air pressure from Au#iliary reservoir through thedistributor valve This is transmitted to the bra"e shoes through a combination of leaves .uring release action of bra"es the compression spring provided of bra"es thecompression spring provided in the bra"e cylinder brings bac" the rigging to its original position The cylinder body is made out of sheet metal or cast iron and carries themounting brac"et! air inlet connection! ribs and flange Tools and A2uipmentsSerial )o .escription 6 Tor2ue 0rench :=3 Bg m range < .ouble And Spanner <9#<L mm across face >for H67? 3 .ouble And Spanner across face 63# 69 >for H6<? 9 Soc"et 0rench 6D mm >for H6<? 5 Screw .river 6<P >3::? 7 Special fi#ture >Screw pressC -ucumatic? L @auge for e#amining bore of the cylinder

Inspection and Repairs of the -arts A#amine visually that the internal surface is free from scratches! rust

Bra"e cylinder bore to be chec"ed for ovality with gauge

Chec" the characteristics of the return spring

-iston trun" to be chec"ed for wear and tear

-in! piston rod should be chec"ed for wear

.ome cover shall be chec"ed for e#cessive wear and if worn build up with weldingand thereafter re=bore to re2uired si%e

@ange! bush bore of the piston rod! replace it if worn Testing of Bra"e Cylinder Body for ,ea"age Before assembly! put dummy plate on the dome side and subject the bra"e cylinder for hydraulic pressure of 6: BgCcm< for 5 minutes )o lea"age is permitted Testing of Bra"e Cylinderi? Bra"e Cylinder Test Bench Test bench consists of the following main partsa?5 nos of isolating coc"s >6a! 6b!6c!6d!6e and 6f? b?-ressure reducing valves as belowc?<a Mto be set on 6: BgCcm< d?<b Mto be set on 7 BgCcm< e?<c Mto be set on : 8 BgCcm< f?<d Mto be set on 3 8 BgCcm< g?-ressure gauges h?7a Mto measure supply pressure i?7b Mto measure bra"e cylinder pressure j?-ipe line filter MItem no 3 "?Bra"e cylinder pressure mounting base with fi#ture MItem no9 l?Air reservoir MItem no 5 AKUI,IAR+ RASAR(*IR SA,IA)T $AATKRAS The au#iliary reservoir is a cylindrical vessel made of sheet metal *n both the ends of the reservoir! flanges are provided for pipe connections *ne end of the au#iliaryreservoir is connected to the bra"e pipe through the distributor valve Au#iliary reservoir is charged through through the feed pipe to a pressure of 7"gCs2 cm At the bottom of theau#iliary reservoir! a drain coc" is provided for draining out the condensate moisture Theau#iliary reservoir should be overhauled in every -*' S,ACB A.VKSTAR

SA,IA)T

$AATKRAS Slac" adjuster >also "nown as bra"e regulator? is a device provided in the bra"e riggingfor automatic adjustment of clearanceCslac" between bra"e bloc"s and wheel It is fittedinto the bra"e rigging as a part of mechanical pull rod The slac" adjuster is double actingand rapid wor"ing i e it 2uic"ly adjusts too large or too small clearance to a predetermined value "nown as TAS dimension The slac" adjuster maintains this TASdimension throughout its operation The slac" passenger coaches! it is composed of thefollowing parts

Adjuster spindle with screw thread of 2uic" pitches >non self=loc"ing?

Tractioin unit containing adjuster nut! adjuster unit containing leader nut and barreletc

Control rod with head The out standing features of slac" adjuster IRSA=95: are4 $ully Automatic i e once initially set! no manual adjustment is further necessary at anytime during its operation .ouble=Acting i e the bra"e shoe clearance is adjusted to its correct value both ways!either when it has become too large >owing to wear of the bra"e shoes and wheels? or when it has become too small >e g owing to renewal of worn out bra"e bloc"s? Rapid wor"ing i e correct bra"e shoe clearance is automatically restored after one or two applications of the bra"e (erification i e if resistance occurs early in the bra"e application! caused by heavy bra"erigging! e g an ice coating on the bra"e shoes! etc ! in such cases the slac"

adjuster doesnot pay out slac" immediately! but inde#es the amount of slac" to be paid out If the slac" really is too small! the slac" adjuster will pay out this inde#ed slac" at the ne#t bra"eapplication Thus false payout will not occur True Slac" Adjuster i e the slac" adjusters incorrect slac" only! thus giving the bra"eits best possible pre=adjusted limit of piston stro"es! ensuring a smooth and efficient bra"ing force at all times Shoc" Resistant i e train shoc"s will not cause false ta"e=up or payout of slac" 0hen bra"es are released! the moving parts of the slac" adjuster are securely loc"ed CARRIA@A RA-AIR 0*RBS'*-

,A,,A@K.A! SACK).ARABA. M 5:: :6L6 I)TR*.KCTI*)4 South Central Railway! Carriage Repair 0or"shop! ,allaguda! Secunderabad! a premier repair wor"shop of Indian Railways was established on 3: th September 68D3 This

wor"shop was under the argis of NT'A )IOAH @KARA)TAA. STATA RAI,0A+SPfor underta"ing periodic overhauling and repairs to BA and H@ steam locomotives!coaches and wagons Subse2uently it was brought under the preview of N)IOAH STATARAI,0A+S P Conse2uently upon the re=organi%ation of Railways in 6D56! thiswor"shop became a integral part of Central Railways! subse2uently South CentralRailway was formed on < nd *ctober 6D77 it became a major wor"shop for the %one Itcontinued to composite wor"shop for H@ and B@ rolling stoc" till 6D7D when a repair toH@ rolling stoc" was off loaded to 'ubli wor"shop 0ith the tapering of ,ocos and bifurcation of wagons under wagon repair wor"shop at @untapalli Carriage wor"shopwas e#clusively meant for underta"ing -*' of carriages This wor"shop occupies an area of 63 DL hectares with 9 <5 hectares under cover It ise2uipped and supported with full facilities within its premises Carriage Repair 0or"shopof ,allaguda is one of the few integrated wor"shops in Indian Railways In the past decades the wor"shop carried out periodically overhauling of the B@ mainline coaches including ACC coaches and

bac"up manufacturing activities li"e Bra"e bloc"s! repairs of springs! maintenance of B. steam cranes -rime activities of thiswor"shop is periodical overhauling of B@ and ACC coaches and corrosion repairs to thecoaches with allied activities of manufacturing of carriage components li"e bra"e gear items! e2uali%ing stays etc! formation of ra"es for e#press trains! conversion of @Scoaches The other activities carried out in this wor"shops are 6? ,aboratory headed byCHT! <? Basic Training Center for imparting technical education and implementation of Apprentice Act 6D76! and 3? Computer center under supervision of .y CHA C Sr A.-Hin order to moderni%e the wor"ing system had been a boon .ISTRIBKT*R (A,(A .istributor valve is the most important functional component of the air bra"e system andis also sometimes referred to as the heart of the air bra"e system The distributor valvesenses drop and rise in bra"e pipe pressure for bra"e application and release respectively It is connected to the bra"e pipe through branch pipe (arious other componentsconnected to the distributor valve are au#iliary reservoir! bra"e cylinders andreservoir control $unction of .istributor (alve $or application and release of bra"es the bra"e pipe pressure has to be reduced andincreased pipe pressure has to be reduced and increased respectively with the help of driverSs bra"e valve .uring these operations the distributor valve mainly performs thefollowing functions >i? Charges the air bra"e system to regime pressure during normal running condition >ii? 'elps in graduated bra"e application! when preaaure in bra"e pipe is reduced insteps >iii? 'elps in graduated bra"e release! when pressure in bra"e pipe is increased I steps >iv? /uic"ly propagates reduction of pressure I bra"e pipe throughout the length of thetrain by arranging additional air pressure reduction locally inside the distributor valve >v? ,imits ma#imum bra"e cylinder pressure for full service applicationCemergencyapplication

>vi? Controls the time for bra"e application and bra"e release depending on serviceconditions >vii? $acilitates complete discharge of air from the air bra"e system manually with thehelp of operating lever >viii? -rotects overcharging of control reservoir when the bra"e pipe pressure is 2uic"lyincreased for releasing the bra"es Three designs of distributor valves are in use on coaches These are4i? C30 type distributor valve ii? BA type distributor valve iii? -9A@ type distributor valve C30 .ISTRIBKT*R (A,(A The C30 .istributor (alve consists of

i Hain bodyii /uic" service valveiii Hain valveiv ,imiting devicev .ouble release valvevi Au#iliary reservoir chec" valevii Cut off valveviii Application choc" i# Release choc" *peration of C30 .istributor (alve $or effective functioning of the air bra"e system! the distributor valve has to operateeffectively duringi? Charging stageii? Application stage andiii? Release stage Charging Stage .uring charging stage the compressed air flows from the bra"e pipe and enters into the bra"e pipe chamber of the main valve! cut off valve and 2uic" service valve .ue to this pressure the various valves get! activated and perform as under Hain (alve4 .ue to bra"e pipe pressure acting on top face of the large diaphragm!differential pressure acts on the main valve As a result the hollow stem movesdownwards there by connecting bra"e cylinder to atmosphere In addition to this because of Bpressure at top of large diaphragm it presses ring andtrigger This action unloc"s the CR release valve by raising upward the loc"ing rod Cut *ff (alve4 As bra"e pipe pressure enters into the cut off valve it flows through thesole# jet and valve! >which is held open due to action of B- pressure on bottom side of the lower diaphragm? to the control reservoir As the CR and B- pressure e2uali%es!diaphragm assembly come down and valve reach to lap position! the control reservoir pressure now also reaches to the upper portion of top diaphragm of 2uic" service valveand the bottom portion of large diaphragm of main valve Simultaneously! the au#iliaryreservoir is charged with B- pressure reaching from cut off valve chamber M via au#iliaryreservoir chec" valve AHAR@A)C+ A--,ICATI*) .uring emergency application the bra"e pipe pressure is reduced rapidly to : "gCcm< bythe driverSs bra"e valve Because of this drop the position of the various valves will be asdescribed below Hain valve4 0ith drop in B- pressure to : "gCcm<

differential pressure acts across thelarge diaphragm As a result the hollow stem is moved in upward direction and pushesthe choc" valve there by opening the passage for entry of au#iliary reservoir pressure attop portion of main valve This pressure then gets a way to bra"e cylinder thus gets a way

to bra"e cylinder through limiting device The bra"e cylinder thus gets charged with thecompressed air This pressure is "nown as BC=pressure ,imiting .evice4 The au#iliary reservoir pressure which entered into the top position of main valve now enters the limiting device through the valve which is held open $romlimiting device air pressure now enter the bra"e cylinder 0hen the BC pressure rises to 3 8 "gCcm< the upwards force on the bottom of the guide and the valve at the bottom of the limiting device gets closed Thus further entry of air into the bra"e cylinder stops 0hen the bra"e cylinder pressure reaches 3 8 "gCcm< this pressure i e BC pressure acton

Top face of small diaphragm of main valve

Bottom face of upper diaphragm of cut off valve

Top >small chamber? of 2uic" service valve )ow because of this BC pressure acting at main valve small diaphragm! the hollow stemis pulled down As a result the chec" valve at top comes down to close stage and assumelap position with the hollow stem closing further entry of AR pressure Cut off valve4 In cut off valve the bottom face of the upper diaphragm is subjected toBC pressure because of which the guide is lifted Also the upper portion of lower diaphragm is subjected to CR pressure! which pushes the total assembly downwards Thisaction closes the valve of cut off valve! there by isolating it from control reservoir pressure

/uic" Service (alve4 In 2uic" service valve BC pressure acts at top of valve andcontrol reservoir pressure act at top face of upper diaphragm As a result the stem is pushed down The valve at the bottom gets opened )ow as the B- pressure inside the.( is at :

"gCcm< the residue inside B- pressure from the bulb of 2uic" service valvewill flow bac" and vent to atmosphere with the B- line @RA.KATA. A--,ICATI*) .uring graduated bra"e application the bra"e pipe pressure is dropped in steps bydriverSs bra"e valve The movement of various valve assemblies is almost in the samedirection! but their movement is comparatively less In the main valve however after eachapplication the hollow stem assumes the lap position with the chec" valve In addition to this during graduated application the bottom valve of limiting device isheld open to allow compressed air to enter into bra"e cylinder 0hen BC pressure reaches 3 8 "gCcm< the bottom valve in the limiting device getsclosed Similarly at the time of full service application as the BC pressure reaches 3 8>YZ?: 6 "gCcm< within specified time! the position of various valve assemblies will be thesame as described above iii? Release Stage 0hen the bra"e pipe pressure is increased in steps for graduated release of the differentvalves is as described below4

Hain valve4 At the top face of large diaphragm as the B- pressure increases! the hollowstem is moved downward leaving its lap position with chec" valve The BC pressure thusfinds a passage from top of hollow stem to e#haust to the atmosphere This action reduces pressure on top of the upper diaphragm and the hollow stem again lifts up to lap portion It close the hollow stem top portion The same cycle is

repeated when B- is increasedduring ne#t stages In this way graduated release effect is obtained Cut off valve4 As the B- pressure increases the position of cut valve remains similar asin graduated application i e the cut off valve will remain closed! isolating CR pressurefrom bra"e pipe pressure /uic" service valve4 0hen the B- pressure is increased then as e#plained above for the main valve the BC pressure gets e#hausted to atmosphere This action graduallyreduces the BC pressure 0hen BC pressure reduces the BC pressure 0hen BC pressurereduces to : 8 "gCcm< during bra"e release the force at the top of the 2uic" service valve! becomes comparatively less than B- pressure present in /uic" Service (alve As a resultthe valve at top gets lifted thereby giving passage to bloc"ed B- pressure to atmosphere 0ith the e#haust of B- pressure the /uic" service valve of the distributor valve againready for ne#t bra"e application Hanual release4 .ouble release valve provides for accelerated manual bra"e release!which is particularly useful during shunting operation A short pull on the leaver of double release valve is all that is needed This action opens the control reservoir releasechec" valve! which is then held open by the loc"ing rod (enting of reservoir releasechec" valve brings the main valve to release position and e#haust the bra"e cylinder pressure through the hollow stem [BA .ISTRIBKT*R (A,(A*peration of BA .istributor (alve $or effective functioning of the air bra"e system the BA@isl distributor valve has tooperate effectively during=Charging stage=Application stage and=Release stage >i? Charging Stage .uring charging this stage the compressed air flows from the driverSs bra"e valve into the bra"e pipe which charges the control reservoir! bottom cover chamber and au#iliaryreservoir In twin pipe air bra"e system the au#iliary reservoir is also charged through thefeed pipe from the rear end Charging of control reservoir

.uring charging the compressed air flows from bra"e pipe! dirt collector! isolating

valveand through cho"e to bra"e pipe chamber above the large piston and to the TAS controller .ue to bra"e pipe pressure acting on top of the large piston! the three pressure valve is pushed down and port gets closed by the large diaphragm Air also flows to the TAScontroller through choc" It passes through sensitivity port < and from there to the bottomcover chamber through port <c from the bottom cover chamber the air enters the controlreservoir 0hen the B- pressure above the large diaphragm gets e2ual to controlreservoir pressure >at bottom cover chamber? the large piston diaphragm gets lifted upand opens port <b Charging of Au#iliary Reservoir $or charging the au#iliary reservoir air from B- passes from dirt collector to the TRScharger via the isolating valve Air entering the TRS charger passes through theintermediate piece and opens the sealing flap There from air enters the au#iliaryreservoir and charges it to 5 "gCcm< Simultaneously the au#iliary reservoir is charged bythe feed pipe through dirt collector! isolating coc" and chec" valve with choc" to 7"gCcm< from the rear end Application Stage 4The application of bra"es can either be emergency !full service or graduatedAmergency application0hen the bra"e pipe pressure is reduced from 5"gCcm< to %ero the passage from au#iliaryreservoir to the bra"e pipe is closed by the sealing flap in the TRS charger because of differential pressure acting on either side in the sealing flap at the same time pressurediferential acts across the large diaphragm of the three pressure value which pushes the piston unit >,arge &Small >Kpwards The upward movement of the piston unit closes theoutlet port by uplifting of the control sleeveIn addition to this outlet port at the top of the three pressure value closes and the inlet portopens The air from au#iliary reservoir through the open inlet port the minimum pressurelimiter the minimum pressure limiter enters the bra"e cyminders0hen the pressure in the bra"e cylinders reaches : 8 "gCcm< the minimum pressurelimiter gets closed and there after ma#imum pressure limiter gets closed when the pressure in the bra"e cylinders reaches 3 8 "gCcm< with the rise in C pressure in thecontrol reservoir .uring full bra"e application the bra"es are applied at slower rate than in emergencyapplication B- pressure to be reduced by 6 5 "gCcm< instead of 5 "gCcm< )ote4 At the beginning i e when B- is reduced and control sleeve uplifts outlet port MB-from top of the control sleeve reaches K Chamber control open o atmosphere and someB- thus vent off this causes a sudden e#tra drop in the remaining B- pressure inside the.( and accelerates the effect of bra"e application propagating this action through outthis action through out the length of the train

By this bra"e cylinders pressure starts to rise The bra"e cylinders pressure also acts ondiaphragm at K= Controller A controller minimum pressure limiter and ma#imum pressure limiter As BC start to rise the A controller value is closed isolated B- and CR Also the K controller value is closed and local reduction of B- is stopped As BC reaches: 8"g it clses the minimum pressure limiter and now the rising BC pressure

can passthrough ma#imum limiter through cho"e 67 which regulates the rate of BCrising As BCreaches 3 8Y= : 6 come to effect at B- drop 6 5 "g ?@raduated application >see figure?0hen the bra"e pipe pressure is reduced in steps for graduated application of bra"es theincrase I bra"e cylinder pressure is at a controlled rate and in proportion to bra"e pipe pressure reductionAs soon as the bra"e cylinder pressure rises in proportion to bra"e pipe pressurereduction it causes the pistion unit >large &small? to move down into lap position therebyclosing the top outlet port with out opening the top outlet portThus feeding of air from the au#iliary reservoir to the bra"e cylinder is cut off this cycleis repeated every time B- is reduced in steps effecting graduated application of bra"esiii? Release Stage$or releasing the bra"es when the pressure in the bra"e pipe is increased the pressureabove the large piston increases thus the differential pressure across the large pistoreduces as a result the piston reduces as a result the piston unit >,arge&Small? lovesdown thereby opening the top inlet port The bra"e cylinder pressure thus passes throughthe outlet thorugh the release cho"e provided as the B- pressure reaches 9 85 "gCcm< the bra"e cylinder is almost completely draines and the thre pressure assembly attains itscharging C running position again )ote4 in twin pipe system during succeeive application and relase of bra"es air flowsfrom feed pipe to the au#ialiary reservoir directly Thus the bra"e pipe pressure feedsdirectly the three pressure value This result in faser rise of bra"e pipe@raduated ReleaseIf the pressure in the bra"e pipe is increased in steps the relasing procedure starts as before how ever the top outlet port get closed and come to lap position as soon as pistonunit >,arge & small? moves up due to fall to bra"e cylinder pressure

-g <L= <D .ASI@) & $ABRICATI*) *$ TAST STA). $*R SKB=ASSAHB,IAS *$ . (SS .istributive value consists of four major sub=Assemblies They are46 Relay value< Bottom cover 3 Cho"e cover 9 R=charger B*TT*H C*(AR 4This valve has been provided in the bottom of the . ( below the main diaphragmonly its release lever is visible from outside which has one or two holes with which therelease wires are tied and the other ends of the release wires are secured on sole bars oneither side of the wagon for facilitating operation

TAST ACCASS*RIAS $*R B*TT*H C*(AR 4=6 -ressure regulator valve 6< Isolating coc"s <!9!5!73 Reservoirs ><5,? 39 Reservoirs >7,? 85 -ressure gauge >:=6: "gCcm<? D!6:8 Bottom cover mounting base L

B*TT*H C*(AR

R=C'AR@AR4

The R=charger automatically stops further charging of AR when the air pressureinside it reaches 5 "gCcm< the wor" has been derived by cut off valve in .( of stoneIndia @rey sham & co gets this job done through a cho"eTAST ACCASS*RIAS $*R R=C'AR@AR4=6 -ressure regulator 6< Isolating coc"s <!3!73 Reservoirs >3,? L!89 Reservoirs >5L,? D5 Isolating coc" with cho"e : 8 dia 97 Isolating coc" with cho"e 7 : dia 5L -ressure gauge >:=6: "gCcm<? 6:!66!6<8 R= charger mounting base 63

R=C'AR@AR = C'*BA C*(AR4

TAS controller charger C R with 5 "gCcm< air pressure and simulates the TRS charger to open the passage for the B - air pressure to reach and charge A R at the rate of 5"gCcm< simultaneously it protects the C R from overcharging TAST ACCASS*RIAS $*RC'*BA C*(AR46 -ressure regulator valve 6< Isolating coc"s <!9!5!73 Reservoirs >L5,? 39 Reservoirs >6:,? L5 -ressure gauge >:=6: "gCcm<? D!6:8 Bottom cover mounting base 8

C'*BA C*(AR RA,A+ (A,(A4

In a .istributor value of -assenger stoc" a single =stage relay value with a transmissionratio of 6 6 is used instead of side cover BA distributor value e2uipped with a relay valuehas a universal action i e the bra"e cylinder volume This means that the samedistributor value can be used different bra"e cylinder si%es and piston stro"es with outre2uiring any special modification >change of chi"es etc ?0or"ing of Relay (alueIntroductionRelay (alue B R I wor"s in conjunction with the .istributor value type NBA Nfor -assenger stoc" Relay (alue which has a high feeding capacity has a universal action asalready e#plained in the main features and maintain the application and release timings asspecified in R.S* Specification )o :<=ABR=D9 of an individual coach *ur principals in@ermany who are the original designer of BA .istributor value recommends the use of Relay value with BA distributor value to achieve the application and release timings as per K I C specificationsRelease and running >See S"etch?.uring release and running position Au# Reservoir pressure

also acts on the top of therelay value and is bloc"ed by the seat (3< from entering in to the Cylinders *ther -ressure li"e B- and CR are charged at J "gCcm<Bra"e Application.uring bra"e application pressure from Au# Reservoir buits up Cv pressure in the relayvalue which enters under the .iaphragm through cho"e .36 -ressure on bottom of .iaphragm lifts the value body >R(6L? up thus opening the passage (3< Au# reservoir pressure then enters into the Bra"e CylindersBra"e Cylinder pressure also enters on the top of .iaphragm assy via cho"e .3< and assoon pressure under and top of the .iaphragm assy are e2ual (alue body moved down>force of comp spring acting downwards? and closes the passage (3< The ma# value of Cv pressure is controlled by the ma# -ressure limiter in the .( a high controls the ma# bra"e cylinder pressureRelease.uring release position first Cv -ressure gets released from the main position of the .(normal release position of .(? Bra"e cylinder pressure which is on top of .iaphragmassy in the relay value e#haust to atmosphere through open passage (36 >as pressureunder the .iaphragm assy is less than the pressure on top this moves the .iaphragm assydown and thus opening passage (36?.isassembly of Relay value >Ref $ig ?

=Remove strip >R( =6D Z out of clamping ring >R( =69? using a special circlip piler and remove supporting plate >R( =68?=Remove .iaphragm > R( =63? from the housing and ta"e out value body >R(=6L?=Ta"e out screw plug >B. =:7? and remove *=ring >B.=:5? )ote4 = .o not remove any other screw plugs bushing from the housingAssembly of Relay (alueAssemble the relay value in the reverse se2uence to disassemblyInstall the .iaphragm > R(=63? in such a way that the sealing bead is located correctly inits groove in the relay value housing )ote4 = Kse special nose plier to fi# strip >R(=6D? into the clamping ring >R(=69?Testing of relay valueAfter assembly Coverhaul test the individual relay value on the test benchTesting accessories=mounting >-t no 9A59L53? TTS \6 )o=-ressure reducing value T.H(S \ 6)o=Isolating coc"sS'6!'<!'9S \3 )os=Three way cloc" with e#haust cho"e =6 )o : 8mm dia T'3S=Cho"e : 9 mm dia T.S \6)o=-ressure gauges :=6: BgCCm< \3 )o= Reservoir 3 ,itre =6 )o=Reservoir <5 litre =6 )o-rocedure4 >for your guidance wor"ing diagram of relay value is also shown?a?Hount Relay value >3? air tight on mounting base should be plugged air tightRemove -rotection Cap >R( =:L? b?Adjust pressure reducing value >.H(? to 5 "gCcm< *pen isolating coc" '<c?Chec" inlet value seat (3< for lea"age by applying soap solution to e#haust port* There should be no lea"aged?Close coc" '< and open coc" '6 until Cv pressure is 3 L BgCCm< >Cv is pressurecoming from top cover of .(? and record the charging time in reservoir C from :to 3 7 "gCcm< >it should be 39 Y= < secs ? The pressure difference between Cv andC shall not e#ceed : 6 "gCcm<e?Chec" out Mlet value seat (36 for lea"age by applying soap solution to e#haust port * There should be no lea"age

f?*pen 3 way coc" '3 and e#haust Cv -ressure via : 8 mm dia Cho"e Recorddrop

in C pressure from 3 7 "gCcm< to %ero > should be between 65 to <: secs ?g?Re= charge the Au# reservoir via coc" '< charge Cv to 3 L "gCcm< in small stepsvia coc" '3 *bserve pressure gauges Cv and C and note the rise of Cc and C pressure is identical and with out any delay*bserve the above by releasing the Cv pressure in stepsh?A#haust all the pressures and remove the relay from the mounting base*verhauling *verhaul the relay value along with the overhauling schedule of .( and replace thefollowing components on every -*' "it of .( approved by R.S*S )o-art )ame-art )o )oCoff 6.iaphragmR(=636<Sealing Ring R(= <:63@rooved RingR(=:D69Sealing Ring R(=<665*=RingB.=:567Sealing Ring B.=:96 )ote4 .uring overhand chec" other components also for any mar"s e#cessive wear or damage Replace these with new partsBBIC*.A.ASCRI-TI*)/T+R(=:8C*TT*R -I)6R(=:L-R*TACTI*) CA-6R(=:5SCRA0A. -,K@6R(=:9SAA,I)@ RI)@6R(= :D@R**(A. RI)@6R(=66SK--*RTI)@ RI)@6R(=6:C*H-RASSI*) S-RI)@6R(= :7(A,(A @KI.A6R(=<6SAA,I)@ RI)@6R(=6<$I,TAR6B.=:7SCRA0A. -,K@6B.=:5*= RI)@6R(=<:SAA,I)@ RI)@6R(=6L(A,(A B*.+6R(=63.IA-'RA@H6

R(=68SK--*RTI)@ -,ATA6R(=69C,AH-I)@ RI)@6B.=6<6S-RI)@ 0AS'AR6R(= :3'AU '. (*,T >H6<]66:?6B.=67DAC*K)TAR SK)B SCRA0 H3]76R(=:<)AHA -,ATA6R(=6DSTRI-6B.=6L:SAA,I)@ RI)@6R(=67CIRC,I- A6:6R(=650AS'AR 6R(= :6B*.+6TAST STA). $*R RA,A+ (A,(A

TAST ACCASS*RIAS $*R RA,A+ (A,(A46 -ressure regulator valve 6< Isolating coc"s <!9!5!73 Reservoirs >L5,? 39 Reservoirs >6:,? L5 -ressure gauge >:=6: "gCcm<? D!6:8 Bottom cover mounting base 8

RA,A+ (A,(A

-RA-ARA. TAST STA). $*R RA,A+ (A,(AThe re2uired parts for the design of Test Stand To prepare a Test Stand we need to having following components 6 Hounting NTP 4 6< -ressure Reducing (alue 4 63 Isolating coc"s '6! '<! '9 4 39 Three way coc" with A#haust cho"e 4 6: 8 mm dia T'3S5 Cho"e : 9 mm dia T.S7 -ressure gauge >:= 6: BgCcm<? 4 3L Reservoir 4 3 liter <5 liter Hounting NTP 4

These is stand o which all accessories are mounted! this act as a frame and supportother part

The material used for preparing this stand is QQQQQQ specifiedabout the dimensions of the stand to be prepared -ressure Reducing (alue 4

0e need to be

-ressure reducing value play a major role it supplies the re2uired pressure to thecylinder what ever may be the pressure outcome from the cylinder Initial pressure present in the main reservoir is 6<"gCcm< but the re2uired pressureis 7"gCcm< for au#iliary reservoir and 5"gCcm< for bra"e pipes Isolating coc"s Kses these are used to control direction of the pressure 'ere we use three isolatingcoc"s'6\'<\'9\ Three way coc"4 Three way coc" is used to allow the pressure in three direction '3\ Cho"e Cho"e is small circular body with a small hole in the middle the is used to increasethe pressure we can increase the pressure to re2uired level by using the suitablecho"e -ressure gauge

-ressure gauges are the devices used to measure the pressure inside thereservoirs her we used tha >:=6:"gCcm<? pressure gauge Reservoir Reservoir are used to store the pressure As we the pressure plays a major role herestoring the pressure is also important so we use mildsteel cylinder to store thereuired pressure 'ere for preparing the testshand we re2uired < cylinder volume 6 3 liter < <5 liter $or .esign the ReservoirsThese following steps are to followed to design the cylinder 6 Re2uired volumes are to "now first < .imensions for the re2uired volume are to be calculated a?3=liter we usually donSt find the 3=liter so we need to cut the 5=liter cylinder into3=liter so

we need cut the cylinder to the re2uired dimension6 Circmfrence43 Standard .iameter4 As we "now ( \ IIC9 ].< ],

Standard length>,6?4<

(\ volume in liters .\diameter in meters ,\length in meters 3C6::: \ IIC9 ] >?< ] ,,< \ mtr Re2uired length for obtaining 3liter volume>,<?\ b?<5 liter As <5 liter is a standard cylinder we need not design or cut its length its isreadily available 6 Standard length4 : 965mtr >965mm?< Circmfrence4 : 55DLmtr >55Dmm?3 Standard .iameter4 : <L78 mtr ><L7mm? Intermediate plate It is main part of the test stand it can be considered as a heart of the test stand itact li"e a .( because as we canSt mount the whole .( assemble to the test stand sothe intermediate plate is e need to prepare! the part with similar feature of the .($or preparing the Intermediate plate

6 Ta"e a metal bloc" of re2uired dimensions< -lot the dimensions on it3 -erform suitable operation on lt li"ea?Hilling b?Turningc?Step turningd?@roovinge?Threading>A#ternal threading?f?.rillingg?Reamingh?Taping>Internal threading?i?$inishing

RASK,TS -eriodic overhauling of the total air bra"ing system must be done to ma"e the air bra"ing system wor" efficiently and to prevent major defects and there problems thatcould arise due to defects in a .istributor valveRailways Air Bra"e system has a Test stand for testing an assembled . ( but itdoes not have test stands for its sub assemblies The main objective of the project is .esign and $abrication of Test stand of subassemblies of .istributor valves Hany factors are ta"en into consideration for the .esignof test stands for Bottom cover! cho"e cover! R=charger! Relay valve $actors are as follows4 6 Intermediate plate with suitable dimensions < cylinders with re2uired capacity 3 Isolating coc"s 9 -ressure regulating valve 5 pipes for connecting cylinders 7 pressure gauges

C*)C,KSI*)S4 After completing the above project! we can conclude that test stand prepared for subassemblies is more useful than the previous> assembled .(? test stand 6 As time is the main criteria for testing! time ta"en for repair! replacement *f the.(!s can be minimi%ed < ,ess fatigue for the wor"er 3 Rating of overhauling will be increased9 Testing of each part before assembling is useful for rectifying the defects inrespective components5 -ossibilities of certain faults can be eliminated in advance

7 0astage of money and manpower can be avoided