Professional Documents
Culture Documents
1
NORTHERN RAILWAYS
broad gauge system in the area north of the gauges and altered its
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manager Mr.T.A.Waide was in position within 18 months of the
It seems that the workshop started with almost all its work coming
number of people being brought from Bihar. Till 1950 all the
vital spare parts. The first Locomotive of the O & RR come from M/S
attended to being the boiler, wheels & the engine .Obviously there
These items had to be made in the workshop & therefore POH shops
3
had to have basic engineering facilities of blacksmith, foundry &
&Charbagh were taken over by EIR in 1925. FIR ration aligned their
of Bihar.
ordinance work reduced after the war staffs of the factory were
observed in the workshop in 1946 and later the factory itself along
regrouping. This Charbagh workshop did not have any Loco POH
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shops where its Locos could be comfortable based as Mughalpura,
the famous shops of N/W railways had Already gone to Pakistan &
Jamalpur shops were now with Eastern Railways. A major effort was
steam traction as Diesel Loco repaired did not demand the same
while Diesel Loco overhaul was begin at Charbagh in1975 & that of
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machinery, plant & infrastructure. Not with standing these changes,
In June 1992, the ministry of Railways decided that all steam loco
such a large body of staff in a very short period into other lines of
authorities has given the loco works a measure of pride & self-
Loco works can survive & prosper only by their own hard work,
BOX wagon was started & closed down in the year 1996 .Charbagh
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Locomotive In 1975 from a beginning of one or two locomotive, 10
have POHed. Electric Loco have been over hauled till now.
7
TARGETTED OUT TURN (POH) PER YEAR:
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ZONAL RAILWAYS:
1. Northern Railway
2. Southern Railway
3. Eastern Railway
4. Western Railway
9. Central Railway
9
13. North Western
This workshop came in the NR zone but the diesel loco, electric loco
and DMU coaches that are coming from other zonal railways and
these are said to be Foreign Railways.
10
BRANCH WISE (TECH) WORK GROUP OF LOCO WORKSHOP:
1. MECHANICAL BRANCH
2. ELECTRICAL BRANCH
3. ACCOUNTS BRANCH
4. METALLURGICAL BRANCH
5. PERSONAL BRANCH
SUMMARY REPORT:
The outturn, holding, total out-turn during the financial years, last
five years out-turn and targeted out-turn for coming years have also
been shown in this summary report.
11
Points for POH/IOH/SR:
The points required for calculation of casting for each loco has been
shown below:
POH 1.0
IOH 0.75
SR 0.25
POH+SR 1.25
IOH+SR 1.0
12
AIR BRAKES
Introduction
The air brake is the standard, fail-safe, train brake used by railways
all over the world. In spite of what you might think, there is no
mystery to it. It is based on the simple physical properties of
compressed air. So here is a simplified description of the air brake
system.
Contents
Basics
13
wheels slow down and eventually the train stops. The material used
for braking is normally in the form of a block or pad.
The vast majority of the world's trains are equipped with braking
systems which use compressed air as the force to push blocks on
wheels or pads on to discs. These systems are known as "air brakes"
or "pneumatic brakes". The compressed air is transmitted along the
train through a "brake pipe". Changing the level of air pressure in
the pipe causes a change in the state of the brake on each vehicle. It
can apply the brake, release it or hold it "on" after a partial
application. The system is in widespread use throughout the world.
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Compressor
The pump which draws air from atmosphere and compresses it for
use on the train. Its principal use is for the air brake system,
although compressed air has a number of other uses on trains.
Main Reservoir
Storage tank for compressed air for braking and other pneumatic
systems.
The means by which the driver controls the brake. The brake valve
will have (at least) the following positions: "Release", "Running", "Lap"
and "Application" and "Emergency". There may also be a "Shut
Down" position, which locks the valve out of use.
"Lap" is used to shut off the connection between the main reservoir
and the brake pipe and to close off the connection to atmosphere
after a brake application has been made. It can only be used to
15
provide a partial application. A partial release is not possible with
the common forms of air brake, particularly those used on US freight
trains.
"Application" closes off the connection from the main reservoir and
opens the brake pipe to atmosphere. The brake pipe pressure is
reduced as air escapes. The driver (and any observer in the know)
can often hear the air escaping.
Feed Valve
Equalizing Reservoir
This is a small pilot reservoir used to help the driver select the right
pressure in the brake pipe when making an application. When an
application is made, moving the brake valve handle to the
16
application position does not discharge the brake pipe directly, it lets
air out of the equalizing reservoir. The equalizing reservoir is
connected to a relay valve (called the "equalizing discharge valve"
and not shown in my diagram) which detects the drop in pressure
and automatically lets air escape from the brake pipe until the
pressure in the pipe is the same as that in the equalizing reservoir.
Brake Pipe
The pipe running the length of the train, which transmits the
variations in pressure required to control the brake on each
vehicle. It is connected between vehicles by flexible hoses, which
can be uncoupled to allow vehicles to be separated. The use of the
air system makes the brake "fail safe", i.e. loss of air in the brake pipe
will cause the brake to apply. Brake pipe pressure loss can be
through a number of causes as follows:
17
2. A rapid reduction by the driver using the emergency position
on his brake valve
3. A rapid reduction by the conductor (guard) who has an
emergency valve at his position
4. A rapid reduction by passengers (on some railways) using an
emergency system to open a valve
5. A rapid reduction through a burst pipe or hose
6. A rapid reduction when the hoses part as a result of the train
becoming parted or derailed.
Angle Cocks
At the ends of each vehicle, "angle cocks" are provided to allow the
ends of the brake pipe hoses to be sealed when the vehicle is
uncoupled. The cocks prevent the air being lost from the brake pipe.
Coupled Hoses
Brake Cylinder
Each vehicle has at least one brake cylinder. Sometimes two or more
are provided. The movement of the piston contained inside the
cylinder operates the brakes through links called "rigging". The
rigging applies the blocks to the wheels. Some modern systems use
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disc brakes. The piston inside the brake cylinder moves in
accordance with the change in air pressure in the cylinder.
Auxiliary Reservoir
Brake Block
Many modern braking systems use air operated disc brakes. These
operate to the same principles as those used on road vehicles.
Brake Rigging
19
careful adjustment to ensure all the blocks operated from one
cylinder provide an even rate of application to each wheel. If you
change one block, you have to check and adjust all the blocks on that
axle.
Triple Valve
20
OPERATION ON EACH VEHICLE
Brake Release
This diagram shows the condition of the brake cylinder, triple valve
and auxiliary reservoir in the brake release position.
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it until its pressure is the same as that in the brake pipe. At the same
time, the connection at the bottom of the slide valve will allow any
air pressure in the brake cylinder to escape through the exhaust port
to atmosphere. As the air escapes, the spring in the cylinder will
push the piston back and cause the brake blocks to be removed from
contact with the wheels. The train brakes are now released and the
auxiliary reservoirs are being replenished ready for another brake
application.
Brake Application
This diagram (left) shows the condition of the brake cylinder, triple
valve and auxiliary reservoir in the brake application position.
22
valve has fallen, the auxiliary reservoir pressure on the other side
has pushed the valve (towards the right) so that the feed groove over
the valve is closed. The connection between the brake cylinder and
the exhaust underneath the slide valve has also been closed. At the
same time a connection between the auxiliary reservoir and the
brake cylinder has been opened. Auxiliary reservoir air now feeds
through into the brake cylinder. The air pressure forces the piston to
move against the spring pressure and causes the brake blocks to be
applied to the wheels. Air will continue to pass from the auxiliary
reservoir to the brake cylinder until the pressure in both is
equal. This is the maximum pressure the brake cylinder will obtain
and is equivalent to a full application. To get a full application with
a reasonable volume of air, the volume of the brake cylinder is
usually about 40% of that of the auxiliary reservoir.
Lap
The purpose of the "Lap" position is to allow the brake rate to be held
constant after a partial application has been made.
23
When the driver places the brake valve in the "Lap" position while
air is escaping from the brake pipe, the escape is suspended. The
brake pipe pressure stops falling. In each triple valve, the suspension
of this loss of brake pipe pressure is detected by the slide valve
because the auxiliary pressure on the opposite side continues to fall
while the brake pipe pressure stops falling. The slide valve therefore
moves towards the auxiliary reservoir until the connection to the
brake cylinder is closed off. The slide valve is now half-way between
its application and release positions and the air pressures are now is
a state of balance between the auxiliary reservoir and the brake
pipe. The brake cylinder is held constant while the port connection
in the triple valve remains closed. The brake is "lapped".
Lap does not work after a release has been initiated. Once the brake
valve has been placed in the "Release" position, the slide valves will
all be moved to enable the recharge of the auxiliary
reservoirs. Another application should not be made until sufficient
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time has been allowed for this recharge. The length of time will
depend on the amount of air used for the previous application and
the length of the train.
What we have seen so far is the basics of the air brake system. Over
the 130 years since its invention, there have been a number of
improvements as described below.
Emergency Reservoirs
25
a sudden drop in brake pipe pressure. A special version of the triple
valve (a distributor) is required for cars fitted with emergency
reservoirs.
Distributors
A distributor performs the same function as the triple valve, it's just a
more sophisticated version. Distributors have the ability to connect
an emergency reservoir to the brake system on the vehicle and to
recharge it. Distributors may also have a partial release facility,
something not usually available with triple valves.
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All of these features are achieved with no electrical control. The
control systems comprise diaphragms and springs arranged in a
series of complex valves and passages within the steel valve
block. Distributors with all these features will normally be provided
on passenger trains or specialist high-speed freight vehicles.
27
The second pipe of the two-pipe system is the main reservoir
pipe. This is simply a supply pipe running the length of the train
which is fed from the compressor and main reservoir. It performs
no control function but it is used to overcome the problem of critical
loss of pressure in the auxiliary reservoirs on each car. A connecting
pipe, with a one-way valve, is provided between the main reservoir
pipe and the auxiliary reservoir. The one-way valve allows air from
the main reservoir pipe to top up the auxiliary reservoir. The one-
way feature of the valve prevents a loss of auxiliary reservoir air if
the main reservoir pressure is lost.
28
signals a brake release is used just to trigger the brake release on
each car, instead of having to supply the auxiliaries as well.
29
pressure sensitive valve which allows a reduction in brake pipe
pressure according to the position of the brake valve handle selected
by the driver. This type of brake control is popular on passenger
locomotives.
Comment
30
LOCO BRAKE SYSTEM
Introduction
31
air circuit. SA9 Independent brake valve is provided in driving
control stand for application & release of loco brake. Valve has three
positions i.e. Quick release, release and application.
32
is 3.5kg/cm2. The C2-relay air valve actuates after getting pilot air
and connects MR pressure to brake cylinders of locomotive through
port no.1&3. The brake cylinder pressure depends upon pilot air
pressure, supplied into C2-Relay chamber through port no.2. For full
brake application SA9 handle is moved to maximum travel position.
In this way independent brake/loco brake is applied. There is a gauge
line taken from front truck of locomotive to drivers cabin control
stand for indicating brake cylinder pressure. When SA9 handle is
placed in release position, loco brakes are released. How MR air is
reduced to 3.5kg/cm2 see internal function of the SA9 valve & C2-
Relay valve. SA9 Brake valve handle is normally kept in release
position. Loco brake can be applied through SA9 Valve handle. It can
be applied any desired pressure between the minimum and
maximum. This pressure will be automatically maintained in the
locomotive brake cylinders against normal leakage from them. The
locomotive brake can be graduated on and off with either the
automatic (A9) or the independent brake valves (SA9). It is always
possible to release the locomotive brakes with the SA9 valve.
Introduction
33
Relay valve is introduced in this system to supply sufficient air to BP
system.
BP system valves
Description of BP system
Introduction
Air Brake system has two brake pipes, BP pipe and FP pipe.
34
BP Pipe is provided for brake application and release whereas FP Pipe
is provided to help in release time.
FP system valves
System consist Feed valve and Duplex check valve, which are
connected from MR-1.
Feed Pipe system is introduced to reduce the release time after brake
application in air brake trains.
35
Objective
Construction
36
The A-9 Automatic Brake Valve is provided an adjusting handle or
set screw 15 which serves to permit the proper adjustment of the
automatic brake valve to supply brake pipe air to the required
operating pressure. There is an inlet valve assembly along with
double ball check valve, which moves up and down, when handle
moves.
Operation
Charging
Application
37
When the brake valve handle is moved into the minimum reduction,
service application zone or full service position, the regulating cam
dog 3 on the brake valve handle shaft 32 will permit the inlet valve
assembly to move away from the exhaust port by the exhaust valve
spring 7. The inlet valve assembly will carry the double ball check
assembly with it. This movement will unseat the double ball check
valve at exhaust valve seat, thus allowing brake pipe air to flow to
exhaust. With the reduction of pressure on regulating valve
diaphragm 9, the regulating valve spring 12 will cause a movement
of the diaphragm assembly toward the inlet valve and the double
ball check valve assembly will be seated at the exhaust valve seat
again. The brake valve is to assume a lap position.
Minimum reduction-----.5/.7kg/cm2
Full service-------------1.7/2kg/cm2
Over-reduction---------2.5kg/cm2
38
supply of main reservoir air to the face of regulating valve
diaphragm 9 will increase and move down word, resulting in the
compression of the regulating valve spring 12. When the force have
equalized across the regulating valve diaphragm 9, the double ball
check assembly 5 will again seat at the inlet valve due to the force of
the inlet valve spring and the brake valve will assume a lap position.
Thus it can be seen that the brakes can be graduated off in
proportion to the brake valve handle movement from an application
position toward release position.
Emergency position
39
without affecting the train brake application. The SA-9 Brake Valve
has three positions: quick release, release and application.
Objective
Construction
40
inlet ball valve at seat. Quick release valve 17 keeps port no.1&7
separate through its rubber ` o rings.
Operation
Charging
In the release position of the brake valve handle, the inlet valve, due
to the spring tension of exhaust valve Sparing 7, is positioned at its
farthest travel from the regulating valve diaphragm assembly.
Which will unseat the double ball check valve at the exhaust valve
while being seated at the inlet valve by the inlet valve spring. With
the exhaust valve open, there is no air pressure in the independent
application port no. 20. Main reservoir air is supplied through port
30 in the pipe bracket and a strainer to the spring chamber of the
inlet valve where it is blanked. Vacuum pressure in the vacuum
brake pipe is supplied through port No. 1 in the pipe bracket to the
spring chamber of the quick release valve where it is blanked.
Vacuum reservoir pressure coming from the control valve is
supplied through port No. 7 in the pipe bracket and is also blanked
to the position of release valve 17.
Application
41
exhaust port and open at the inlet valve, thus supplying main
reservoir air through the open inlet valve in to the independent
application and release pipe (Port 20) which will pilot the
locomotive brake application. Main reservoir air is also ported
through a choke passage to the face of the regulating valve
diaphragm 9. When the pressure on the face of the regulating valve
diaphragm 9 overcomes the force exerted by the regulating valve
spring 12, the regulating valve diaphragm assembly will move down
word. This will allow the inlet valve spring to move the double ball
check assembly to the inlet valve seat, thus the brake valve will
assume a lap position.
42
Quick release position
43
C2W Relay Air Valve
44
The C-2 Relay Valve is a diaphragm operated, self-lapping valve
which functions to supply and exhaust brake cylinder air pressure
during brake applications and release.
Objective
Operation
Application
45
will move back toward its initial position, and supply valve 6 will
seal, aided by spring 5 , thus cutting off further flow of supply air to
the delivery port.
The relay valve will maintain this delivery pressure against leakage.
In the case of a reduction in delivery pressure, the high pressure on
the upper side of diaphragm 36 will cause movement downward,
repeating the application cycle and restoring the delivery pressure to
the desired valve.
Release
When the control pressure to the valve is reduced, the high pressure
on the underside of diaphragm 36 will cause it to move upward,
carrying stem 20 with it. During this movement, the shoulder on the
diaphragm stem will contact differential type exhaust valve 23 and
unseat it by compression of spring 27. Air from the delivery port will
then flow past unseated exhaust valve 23 to atmosphere, reducing
the pressure in the brake cylinders. When the pressure has been
reduced to balance the pressure in the diaphragm, the diaphragm
assembly will move back to its initial position and exhaust valve 23
will seal, aided by spring 27, thus cutting off the flow of brake
cylinder air to exhaust. If the control pressure is completely removed
from diaphragm 36, the valve will completely exhaust the delivery
pressure to the brake cylinders.
46
MU-2B valve
Objective
Construction
MU2B Valve has two positions, which works as a spool valve. It has
number of port connections.
47
Operation
48
C3W Distributor Valve is a graduated release UIC approved
Distributor Valve for application in the Coach Brake System used for
initiating the brake application. These valves are supplied in
Aluminium version as well as Cast Iron version as far as Body, Top
covers and Bottom Covers are concerned.
49
Objective
Construction
The control valve has three portions. Top cover, valve body and
bottom cover with protection valve. The valve body contains sleeve,
control valve 6, contacted on its upper side through its upper pusher
pin 7 to small diaphragm 8 through diaphragm follower 9. It is also
contacted on its bottom side through lower pusher pin 19 to large
diaphragm 21 through diaphragm follower 22. The VA1B Control
valve has six pipe connections (see piping diagram).
50
8 Atmosphere through GD-80 filter
Operation
Release
51
When the vacuum in chamber C is increased to approximately 56cm
the upward movement of the valve 6 will lap itself leaving only
enough opening to permit the exhauster to maintain vacuum against
leakage in the train pipe.
Application
52
D-1 Emergency Brake Valve
When it is desired to make the shortest possible stop, the brake valve
handle is moved to Emergency position, causing an emergency rate
of brake pipe reduction. The HS4 control air valve also contains
provision for reducing any excess pressure in the delivery pipe, as
when the pressure called for by the setting of adjusting handle 15 is
lowered. Excess pressure in the chamber above diaphragm 11 moves
the diaphragm and exhaust valve seat 10 downward away from
exhaust valve 5b, The excess air pressure then flows past the
unseated exhaust valve 5b, through the exhaust valve spring
chamber and the diaphragm spring chamber and out to atmosphere
through the opening in the bottom cover.
53
The J-1 Safety Valve installed vertically in the main reservoir system
vents pressure at a predetermined setting to atmosphere in order to
prevent excessive main reservoir pressure build up.
54
D-24 B Feed Valve
The D-24 B Feed Valve is a large capacity highly sensitive relay valve
which is designed to direct the flow of air under pressure to various
devices in air brake equipment arrangement at a predetermined
pressure.
55
N-1 Reducing Valve
56
24-A Double Check valve
57
Objective
The double check valve has two receiving ends that is why this valve
is used at several points in air brake system, wherever two air
sources are possible.
Construction
Operation
58
port in the body 2. Air then flows from the high-pressure port
through the common port to the control device.
2. The locomotive brakes can be graduated on & off with either the
automatic or the independent brake valve.
6. Automatic brake application and power cut off with idle rpm of
engine is always possible during train parting.
Releasing of brake
59
Application of brake
60
THANK YOU!
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