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LHB AIR BRAKE SYSTEM COURSE BOOK Rev 01
LHB AIR BRAKE SYSTEM COURSE BOOK Rev 01
Linke Hofmann Busch (LHB) coaches are the passenger coaches of Indian Railways that have
been developed by Linke-Hofmann-Busch of Germany (renamed Alstom LHB GmbH in 1998
after the takeover by Alstom) and produced initially by Rail Coach Factory, Kapurthala, India.
Now LHB coaches are also manufactured at Integral Coach Factory, Chennai and Modern
Coach Factory, Raibareli.
To bring a quantum jump in passenger coach technology and bring it to the contemporary
world standards under Transfer of Technology Contract with M/s Alstom-LHB, Germany, RCF
has successfully rolled out Alstom-LHB design stainless steel coaches for Rajdhani &
Shatabadi Express trains initially and now all type of classes are being manufactured in a big
scale. The bogies for these coaches are of FIAT design providing faster, comfortable and safe
travel.
• FIAT bogie which is an adoption of Eurofima design provides improved ride index of 2.5 at
160 kmph.
• Plush interiors.
• Improved panoramic view through bigger windows.
• Modular toilets initially with controlled discharge system to avoid soiling of station
premises. CDTS toilets are now being replaced with Bio Toilets.
• Wider vestibules for easier inter-coach movement.
Improved Safety
The LHB Coach is of integral light weight construction, consisting of separate assembly
group of underframe, sidewalls, roof and end walls. The individual assemblies are joined to
each other by welding. Three types of steel are used for manufacture of body shell.
Important body shell features that make LHB Coach Shell superior to ICF coach:
coach
The FIAT bogies have no metal wearing parts. For improved ride quality, nine dampers have
been provided in each bogie. FIAT bogie Rubber suspension components and cartridge
tapered roller bearings have also been used.
• FIAT bogie is built with “Y DIP FRAME” which facilitates to lower the Centre of
Gravity.
• Its shorter wheel base enables for a better curve negotiation.
• Cartridge Tapered Roller Bearing has an advantage of better life cycle against axle
loads.
• Anti-Roll Bar is provided in FIAT bogie to control Role frequency and displacement.
• FIAT Bogie is provided with disc brake system which enables shorter emergency
stopping distance.
• Lateral and longitudinal bump stop controls the coach movement with respect to
bogie.
i. Y Dip Frame
The frame is made up of two
longitudinal components (1)
connected by two cross-
beams (2) which also support
the brake units. The various
supports which connect the
different bogie components
are welded to the frame. The
bogie frame rests on the
primary suspension spring
units and supports the vehicle
body by means of a bolster
beam. The bolster beam is
connected to the bogie frame
by the secondary suspension.
1. Bogie Frame
2. Rubber disc
3. Cantering disc
4. Internal Spring
5. External Spring
6. Bump Stop
7. Shim
8. Cantering Disc
9. Control Arm lower part
10. Plate
11. Block
12. Rubber joint
13. Control Arm Upper part
14. Damper
Control arm (13) is a part of primary suspension, fitted with twin-layer elastic joints
(12), connecting the axle bearing to the bogie frame and transmitting, not stiffly,
lateral, longitudinal and part of the vertical forces.
Articulated Control Arm system transmits the tractive and braking forces between the
bogie assembly and the wheel/axle assembly.
• Controlled guidance of Axle with respect to Bogie
• Controlled energy transfer
• Lateral flexibility- Reduce root wear
• Transmit traction & braking forces between Axle and Bogie
Control Arm is a critical part FIAT bogie and needs to be maintained with great care.
As per RDSO instructions vide RDSO Letter No. SV.FIAT dated 03.04.2018, the
following maintenance practices to be followed in workshops during Shop Schedules:
i. The fasteners used in control arm shall be of property class 10.9
ii. Self-locking washers are to be provided. Plain washers should not be used.
v. Secondary Suspension
Wheel & axle assembly consists of axle mounted with two disc brakes and is
fitted with cartridge roller bearing. A phonic wheel arrangement is made at one
end of axle to enable the speed sensor to send the speed signals to
microprocessor. An earthing device is also provided for each bogie.
Axle mounted Disc braking system provided in LHB coaches for effective braking there by
reducing emergency braking distance.
• A Brake Panel with an Aluminium Slab manifold accommodates the Critical Valves of
the brake system. This provision protects the Valves from the vulnerability of impact
damages from ballast / flying debris during train operations, eliminate substantial
piping work and facilitate maintenance by unit replacement. It also contains test
points for checking the pressures of BP, AR, DV, BC and CR outputs at one location
itself.
• A Brake Pipe Accelerator Valve with an Isolating Cock is connected to the Brake Pipe
of the vehicle that provides rapid venting of the Brake Pipe Air. It comes to action
during brake applications whenever the BP pressure is exhausted at an emergency
rate and does not get activated during normal braking function up to full service
position of the Driver’s Brake Valve.
• Five Passenger Emergency Valves are provided inside the Coach of Chair Car to
enable a passenger for operation towards stopping the train in case of an
emergency. These Valves are connected to a single exhaust Valve that opens the
Brake Pipe line to atmosphere whenever any of the Passenger Emergency Valve
is operated. The passenger emergency alarm valves are provided limited switches
and LED indication lamps to locate the particular valve which is actuated.
• Disc Brakes are mounted on each axle at outer ends inside the wheels instead of the
conventional system of brake at wheel treads.
• UIC pattern Twin Brake Indicators are provided on each side of the coach that give a
visible display of the condition of brakes on each bogie. During brake applied
condition, they show a red indication and in release, a green indication. Chokes are
provided in the pipeline to Brake Indicators to dampen the pressure surges and
fluctuations.
LHB ICF
Axle mounted Disc brake system Bogie mounted disc brake system
No brake rigging for application of brakes Brake rigging for application of brakes
Less thick SS pipes are used Mild Steel pipes are used, now being
retrofitted with SS pipes
Bite Type fittings are used Threaded / flange joints are used
(no threaded joints )
Wheel slide protection system to take care of No such device to care of wheel
wheel flattening flattening
No wheel wears due to braking. Wheel wear due to brake block rubbing
Provision of test points in brake control panel No such test points to know the
to know the pressures of BP/FP/CR pressures of BP/FP/CR
DV with relay ensures brake application time DV has no relay to ensure the application
and release. time and release time
Centralised control of a coach through brake Centralised control is not available in ICF
control panel coaches
Isolation cocks are fitted in brake control Isolation cocks are provided at various
panel for easy isolation locations of Brake system
Brake accelerator for quick reduction of BP No such device in conventional ICF
pressure in complete train set. coaches
Brake Indicators are provided to give Brake indicators are not provided
indication of braking/release
QRV rod provided for easy release of CR Wire rope only provided for release of CR
pressure pressure
Simple mechanism provided for easy Wire rope links are used for operation of
operation of PEASD and provided inside the PEASD and provided outside the coach.
coaches to avoid mishandling
FIBA device provided to know the Air spring No such device in conventional ICF
failure coaches (viz; DEMU,MEMU)
Charging:
Initially the Brake Pipe pressure enters the Brake Panel through port and passes through a
Centrifugal Air Strainer with Drain Cock. If the DV Isolating Cock mounted on the Valve
Mounting Manifold assembly is opened, the BP pressure enters the Distributor Valve via a
BP test point and charges the Control Reservoir 6 litres via a CR test point and the Auxiliary
Reservoir - 125 litres. Externally the BP pressure charges into the BP Accelerator Valve
through an Isolating Cock. The BP pressure also enters the Emergency Exhaust Valve inlet
port and charges the Passenger Emergency Alarm Pilot Valves.
The Feed Pipe pressure enters the Brake panel through port and passes through a Air
Strainer. Further, filtered air passes through a Pressure Switch assembly and a FP test point.
If the Isolating Cock is opened, the air will charge into the Auxiliary Reservoir-125 litres to
maintain continuous supply of compressed for brake application. The Feed Pipe air pressure
opens the Check Valve and charges the Auxiliary Reservoir-125 litres. If the Isolating Cock is
opened, the air will leave the panel through port of the Header which can be used for
auxiliary equipment such as for door operation and flushing of toilets etc. The Feed Pipe
pressure also enters the MR Port of Relay Valve and Distributor valve and acts as a Main
Reservoir supply to these devices.
Brake Application:
When a Brake is applied, BP pressure is reduced in the system through the Driver’s Brake
Valve and BC pressure charges from the Distributor Valve into a Timing Volume Reservoir
through a Choke and enters the signal port of the Relay Valve which in turn delivers the
same pressure (1:1 pressure ratio). The output pressure from the Relay Valve leads to the
Bogie Isolating Cocks BC1 and BC2. When the Cocks are opened the air leaves the panel
through ports and goes to the Brake Actuators (BCs) through Dump Valves (D2) causing a
brake application. The BC air also leaves the Panel through ports and goes to the Double
Brake Indicators through a dia. 2 mm Choke. In this condition, window of the Brake
Indicator shows a Red colour. When an emergency brake is applied, the BP Accelerator
Valve vents the BP pressure through its exhaust port rapidly causing quicker brake
application for the entire train. Whenever the Passenger Emergency Alarm Pilot Valve
handle is pulled, the BP pressure vents at its exhaust port and causes the Emergency
Exhaust Valve to open and thereby vent the BP pressure continuously to cause a brake
application. Using the resetting key, the Passenger Emergency Pilot Valve can be reset to
stop venting of BP air through the Emergency Exhaust Valve.
Brake Release:
When the Brake is released, BP pressure is again charged into the system thereby releasing
the brakes. Venting the control BC pressure takes place through the DV and the actual BC
pressure at the Relay Valve Exhaust port. After release, the windows of the Brake Indicators
turn to Green, which indicate brake release.
The force developed in each Brake Cylinder causes Piston movement and subsequently
through linkage that force passes on to its Brake Calliper with Pads binds on the individual
Brake Disc provided in each wheel set. The binding causes friction and retardation to wheel
rotation. The force applied on the Disc and the brake effect will be proportional to the BC
pressure supplied to the Brake Cylinder.
If wheel slip occurs on any wheel consequent to the brake force from the Disc not having
been absorbed due to insufficient wheel / rail adhesion factors, a Sensor provided in axle
end cover and Phonic Wheel fitted on one axle end of each wheel in combination feeds the
signal to the Wheel Slide Protection Unit.
The WSP Unit in turn energizes through Dump Valve cabling / Connector instantly and
operates the particular wheel slide Dump Valve (Solenoid Valve) provided in the Brake
Cylinder circuit of the particular wheel. The Dump Valve gets opened and exhausts the BC
pressure to atmosphere to minimise the braking effort for any given wheel / rail interface
coefficient of friction. As soon as the wheel slide is stopped, the Sensor withdraws the
electrical signal to WSP Unit and the later in turn automatically deactivates the Dump Valve
to a close position. This allows restoration of BC pressure to the Brake Cylinder circuit due
to the pressure-maintaining feature of DV. The Wheel Slide Protection is thus automatic in
action and makes optimum use of adhesion during braking with resultant benefits of
improved braking distance and prevention of continuous wheel slide / damages.
Reduction in the Brake Pipe air pressure can be caused by any one of the operations /
events as under:
a) Driver’s Automatic Brake Valve on the Locomotive
b) Guard’s Brake Control in Brake Van
c) Pilot Valve for Passenger Emergency
d) Parting of train and disengagement of Brake Pipe
Of these, in respect of Driver’s Automatic Valve operation only, it can provide a graduated
brake application or release. For any Brake Pipe pressure held steadily below the normal
running regime pressure of 5.0 kg/cm², brake application by way of Brake Cylinder pressure
build up will be caused by theDV and will be held steadily at the proportionate level against
normal leakage in the system.
Release of brake is affected by the movement of Driver’s Automatic Brake Valve handle
towards release position causing the BP pressure to increase towards regime pressure limit.
The DV in turn causes the BC pressure to be withdrawn proportionately depending upon the
increase of BP pressure. A reduced brake application or a complete release of brake
can be provided depending upon the position of Brake Valve Handle selected.
The Axle Mounted Disc Brake System is introduced in Mainline Passenger Stock for Indian
Railways. This brake system equipment provided on the Alstom-LHB design coaches to meet
the requirement for high-speed trains hauled by locomotives and permits the emergency
braking for such trains to be within the stipulated limits when brakes are applied at a speed
of 160 kmph.
The DV incorporates additionally a Relay Valve which ensures consistent application and
release timings of Brake Cylinder irrespective of the Volumes at all times.
TEST
1&2-
POINTS
FILTERS
CHECK 1 2
VALVE DV
ISOLATING
COCKS
Check valve
Technical data
Medium: Air
Maximum Pressure: 10 bar
Orifice cross-section: Approx. 280 mm2 (Ф19 mm)
Filter Mesh: 0.1 mm
Connecting diameter: 19 mm
Test points
The test fitting is mounted on brake control units or
installed in pipeline systems to test pressures in
compressed air system.
Isolating cocks:
In brake control panel frame four isolating cocks are provided, out of which two are bogie
isolation cocks and one FP isolation cock and one CDTS isolating cock
Type Name of the cock Colour of the cock Position and aspect
BC 1
BC 1 Vertical - Working
Knorr Bremse Black
FP Horizontal - Isolation
CDTS
BC 1
BC 1 Vertical - Working
Red
FP Horizontal - Isolation
CDTS
Pressure Switch
Brake Accelerator:
Brake Cylinders
Brake pads
Brake pads 35mm thick and 200 Cm2
-35mm
(Composite type):
Quantity per coach: 32 Nos. (16 LH - 16 RH)
(16 on each bogie-2
2 on each caliper)
Wear limit -28mm
28mm max.
Condemn Thickness is 7 mm.
Brake Discs
Speed Sensor
Phonic wheel
Air Spring is a height-controlled Load leveling Suspension Device which utilizes air properties
for cushioning effect and damping. Air spring replaces conventional coil springs in secondary
suspension. With increase in load and speed the existing coil spring ICF type bogie
suspension of coaches, the bogies clearance basically meant for absorbing dynamic
movement of the coach, just vanish resulting into severe hitting between various bogie
components. This leads to premature failure of bogie components and poor riding
behaviour of the coach. To overcome this problem, air (pneumatic) suspension (air spring)
at secondary stage has been taken up with optimized values of stiffness and damping
characteristics. Air Springs are introduced in high carrying capacity Coaches viz. MMTS /
DEMU / LHB / Hybrid coaches on Indian Railways
Maintains constant Buffer height Buffer height reduces with increased load
1. Air Spring
The main parts of Air Spring are:
• Top Plate
• Bid Skirt
• Rubber Bellow
• Emergency Rubber Spring
• Base Plate
2. Main Reservoir
It is charged with 6 kg/cm² from FP main pipe line. Main Reservoir feeds Air bellows
through levelling valve. Its capacity is 150 lts.
Auxiliary reservoirs two for each bogie continuously fed compressed air into the Air
Springs.
S.C.Railway LHB Air Brake System Page 24 of 92
Auxiliary reservoirs (20/40lts)
4. Leveling valve
It is connected to Top bolster and moves along with air bellow. It regulates the supply of
air to the air bellow so as to maintain predefined buffer height at all variable loads.
From MR
To Air Bellow
Exhaust
5. Installation lever
It connects leveling valve and lower spring beam. Installing lever has ball and socket joints at
both ends. It avoids unnecessary rotation of levelling valve lever.
When a burst air spring, this valve ensure that no severe tilt will occurs by venting
the air into atmosphere.
From Bogie 1
When pressure difference between two Air bellows is more than 1.5kg/cm², Duplex
Check Valve is activated and air from intact air bellow is also connected to
atmosphere through burst air bellow.
Close the bogie isolation cock, and then train speed to be restricted to 60 kmph.
Failure Indication & Brake Application (FIBA) is a device which senses the pressure drop in
any bellow of coach beyond a limit and initiates to drop brake pipe pressure, resulting in
application of brakes leading to ultimate stopping of the train.
Objectives of FIBA:
1. To provide a positive indication to the driver and the crew of the train by
whistlingsoundand indication on both sides of the train through indicators on that
particular coach.
2. To initiate the dropping of brake pipe pressure, resulting in application of brakes
leading to ultimate stopping of the trainin case of Air Spring Failure.
WORKING PRINCIPLE:
The working principle of our FIBA device is absolute pressure system. The equipment is
designed to sense the bellow pressure on continuous basis and actuate dropping of brake
pipe pressure when the pressure in the bellows of the concerned bogie falls below 1 kg/cm2,
resulting in application of brakes in the train and ultimate stopping of the train.
In case of bellow burst, it gives a red indication through indicators provided with FIBA device
on each side of the coach along with the hissing sound of air. The system is provided with
isolating cocks to stop the discharge of brake pipe pressure to enable the train to run at
restricted speed upto the destination.
FIBA device has 04 ports, 01 no. for the connection from BP line, 02 nos. for connection from bellow
pressure and 01 common port for connection from brake indicators (02 nos. brake indicators
connected with one FIBA device) for visual signal. Branch pipes coming from BP pipe line and
bellows are connected to ports on device via ¾” flexible hoses. Isolating cock with vent has been
provided between each branch pipe and flexible hose. Pipes coming from Brake indicators are
connected to FIBA device via 3/8” flexible hose.
Following tests and checks of FIBA devices shall be done during various maintenance schedules
carried out in Workshops & Maintenance depots
During Rolling-in /Rolling-out examinations of trains, the following items of FIBA devices
should be checked:
i. Indicators colour, i.e. Red or Green to be checked. In any case any indicator of FIBA
device found Red, FIBA device of same should be examined thoroughly and suitable
action to be taken.
ii. Hissing sound or any major leakage from FIBA device to be observed.
a) Enroute
b) At C&W point
i. Identify the coach in which FIBA device is actuated.
ii. Note down the coach particulars and location of the FIBA device.
iii. Examine the affected coach and check for the failure of air spring. In case
failure of air spring is confirmed, FIBA device and and air springs of
affected coach may be isolated.
iv. Detach the coach for necessary repairs of air spring or rectify the air
spring.
v. Reset the FIBA device.
vi. Test the functionality of FIBA device as per enclosed as per Format-A.
S.C.Railway LHB Air Brake System Page 36 of 92
FORMAT - A
FORMAT - B
S.No Schedule
Particulars
D1 D2 D3
Trip/ Weekly Monthly Half Yearly
7 days ± 30±3 days SixMonth±1
Frequency of Examination 1day 5 days
Distributor valve
Check valve
Isolating cocks/angle cocks
Filters, indicators, test fittings.
Emergency brake valve & pull box
Brake cylinders
WSP Equipment
Brake gear pins and other bogie pins must be examined for
· Examine the Brake calipers and Brake pads for wear and damages.
· Check the functioning of hand brake equipment. Replace the defective components.
Shop Schedule II
Distributor valve
Check valve
Isolating cocks/angle cocks
Filters, indicators, test fittings.
Emergency brake valve & pull box
Brake cylinders
WSP Equipment
Replace Air Brake Hoses
Examine the Brake calipers and Brake pads for wear and damages, Replace if necessary
Check the functioning of hand brake equipment. Replace the defective components.
Schedule
of Inspection on Air Spring System Inspection
Inspection Site
Schedule- • Visual check: General conditions which includes any external damages, Pit line
D1 air leakage, infringement of any fittings, etc.
• Draining of 150-liter air reservoir of air spring
• Check the position of isolating cock and drain cock, these should be on
and off position respectively. Draining of 60-liter reservoir.
• Cleaning of leveling valve filter as per manufacturer’s manual.
Schedule – • As in Schedule –D1
D2 • Checking of installation lever with inflated air spring for normal
function, tightening of installation lever nuts and protection screen Pit line
nuts, tightening of bracket of all flexible hoses.
• Cleaning of air filter of 150-liter reservoir.
Schedule – • As in Schedule –D2 &
D3 • Thorough checking of air spring, bulging of bellow, air leakage.
• Air suspension pipe leakage check by using soap water.
• Removing dust mud & oil deposit if any, on air spring and control
equipment.
• Thorough checking of square platform provided on y- frame of bogie Sick line
for any crack and deformation.
• Tightening of air spring bottom plate bolts and nuts.
• Measurement of bogie clearances related to air spring.
IOH/POH • As in Schedule – D3 and
• Through visual check of air spring after dismantling.
• Remove all valves and carry out external cleaning, overhauling and
function test should be done as given in maintenance manual supplied Depot/
by respective vendors.
• Checking securing arrangement of steel pipeline. Work
• Leakage test of air springs. shop
• Installation lever adjustment.
• Lateral damper condition should be checked and replace with fresh if
damaged.
Air spring bellow should not be painted.
The following activities need to be done for the Maintenance of FIBA device. Check the condition of
the mounting bracket, mounting bracket bolts, FIBA device cover of FIBA device.
2. Check the condition of flexible hose, they should not be entangled or rubbing.
S.C.Railway LHB Air Brake System Page 41 of 92
3. Check the pipe and pipe joints for any damage or leakage.
c) Between Dump i. Three wires disconnect at 1st Dump Valve. 1st Dump
Valve and WSP ii. Fault code “13” will display on Valve
Panel microprocessor.
iii. Cannot be reset. 2nd Dump
iv. Connect back three wires. Valve
v. It should be possible to reset “13” if
connections have been made 3rd Dump
properly and are thus OK. Valve
vi. Similarly, repeat for 2nd, 3rd, and 4th
Dump valve. The corresponding fault codes
are “23”, “33” and “43”. 4th Dump
Valve
2. K-05 Relay Timer Setting Specified: 10+1 minutes
(01No)
3. Pressure Cut in pressure 0.5 Kg/cm2
Switch Cut of pressure 0.2 Kg/cm2
BP 5 ± 0.1 kg/cm2
Pressure Specified
FP 6 ± 0.1 kg/cm2
Pre-Inspection: Please ensure that all the pipe fittings, brake equipment are properly fitted
and in place before starting of testing.
1. On arrival of the rake on pit line, completely drain the AR tank (125 litres & 75 litres) of all the
coaches by opening the drain cock, to remove the water in air.
2. Initially, couple the BP hose of the test rig with the BP hose of the rake & then charge the BP
pressure to 5.0 kg/cm2. Keep the FP angle cock of both end power cars in close position. Check
the FP gauge fitted in the power car, if the gauge does not show any pressure, the NRV of all
the coaches are ok. If, FP gauge shows any pressure, the NRV of any coach in the rake is
defective. In this condition, check the rake for NRV defective by taking the coaches in parts.
NRV found defective in particular coach should be replaced.
3. Open all the four cocks of rake, couple BP & FP hose pipe of test rig with the BP & FP hose pipe
of the rake. Charge the BP & FP to 5.0 kg/cm2& 6.0 kg/cm2 respectively. After building of
pressure in BP & FP, disconnect the test rig BP & FP hose pipe from the rake hose pipes &
open both the angle cocks, due to which air pressure will be exhausted in atmosphere & brake
will be applied. Wait for 20 to 25 minutes.
4. After 20 to 25 minutes, check the complete rake from one end. Note down the coach nos.
found with release brake cylinder. Check whether, AR tank of the coach is charged or empty. If
AR tanks found empty, write down Empty AR on the respective coach. If found charge, pull
manual release of DV to check whether CR tank is charged / empty. If CR found empty, write
down Empty CR on respective coach. With this, all the defects in the rake can be checked.
6. Check the BP & FP pressure gauges in front power car, BP pressure should show 5.0 kg/cm2 &
FP pressure should show 6.0 kg/cm2. If there is any difference in any pressure, check by fitting
master gauge if still the pressure is not showing 5.0 kg/cm2 in BP & 6.0 kg/cm2 in FP, check for
leakage & attend.
7. Close the BP & FP angle cock of test rig for 03 minutes. Monitor the leakage in both BP & FP.
The leakage should not be more than 0.6 kg/cm2 in 03 minutes.
8. Attend the coaches in which AR empty & CR empty are found. Check the AR tank & pipe line
from the back of the brake panel for leakage. Similarly, check CR tank & pipe line & dummy
plug on the brake panel. If defect is still noticed after attending the leakage, than mark the
coach sick for detailed investigation & single car testing in sick line.
9. Start the pressure & charge the BP to 5.0 kg/cm2 & FP to 6.0 kg/cm2. Drop the BP pressure by
1.6 kg/cm2, brake should apply in all coaches. Start the leakage checking with the help of soap
solution from one end. During soap solution testing, check all the BP & FP hose pipe, all hose
pipe connectors, Main pressure pipe line, Angle cocks, Brake cylinder pipe line, CDTS pipe line.
Similarly, check & attend leakage in components on Brake panel like DV, FP & BP filter, NRV, all
isolating cock, brake indicator, brake accelerator & brake cylinder with soap solution.
10. Isolate the isolating cock on Brake panel & check all brake callipers& brake pad of all cylinders.
In isolated condition, all brake pads should be released simultaneously. Similarly, on opening
of isolating cock all Brake cylinder should operate & brakes should apply.
11. Check the brake indicator when brakes are applied, indicator should display red colour.
However, when the brakes are released from isolating cock the brake indicator should display
green colour. If on brake release condition, brake indicator is not showing green or on brake
applied condition brake indicator is not showing red, then the brake indicator is defective.
Repair / replace the brake indicator.
12. The BP & FP pressure gauges in the others end power car should show pressure 3.4 kg/cm2 &
5.8 - 6.0 kg/cm2 respectively. If any difference in above pressure is noticed that means there is
any cross connection in BP & FP connection. Attend the same & ensure BP pressure 3.4 kg/cm2
& FP pressure 5.8 - 6.0 kg/cm2.
13. Charge the BP & FP pressure to 5.0 kg/cm2 & 6.0 kg/cm2 respectively. Check the brake
indicator of complete rake, all coaches should be in released condition. If any coach is not
released, it means that the CR of that particular coach may be overcharged & there is an
internal defect in DV. Mark the coach sick for detailed investigation.
15. Now closed the pressure supply from the test rig. Operate the emergency guard van valve of
front power car guard van. BP pressure should become 0.0 kg/cm2 in approx. 25 to 30 sec in
front power car & approx. 40 to 50 sec in rear power car. Open the pressure supply & charge
BP & FP to 5.0 kg/cm2 & 6.0 kg/cm2 respectively. Now again closed the pressure supply from
the test rig. Operate the emergency guard van valve of rear power car guard van. BP pressure
should become 0.0 kg/cm2 in approx. 25 to 30 sec in rear power car & approx. 40 to 50 sec in
front power car.
Check for any significant difference in time for droppage of BP pressure to 0.0 kg/cm2 between
front & rear power cars. If any, there may be blockage in BP line of any coach. If found, attend
the same. Continuity test of the rake is now completed.
16. In both the power cars, check the condition & mounting of hand brake cables fitted on both
the brake cylinders. Rotate the hand wheel fitted in guard van clockwise to apply the brakes,
after full rotation brake should apply in both the brake cylinders & hand brake indicator
should show red. Rotate the hand wheel anti clockwise, now brakes of both the cylinders
should get release & hand brake indicator should show green.
17. Charge the BP & FP to 5.0 kg/cm2 & 6.0 kg/cm2 respectively. Close the BP & FP angle cock of
test rig for 03 minute. Monitor the leakage in both BP & FP. The leakage should not be more
than 0.6 kg/cm2 in 03 minutes.
18. Isolate the isolating cock of BP & FP of the test rig & angle cock of BP & FP of the cock.
Uncouple both hose pipes & open both the angle cocks of coach. After draining of pressure
from both the BP & FP hose, release the complete rake by pulling the manual release handle
of the DV of each coach & ensure the brake indicator of all coaches should display green color.
Ensure that all BP, FP & BC gauges fitted in power car are calibrated & showing correct
reading.
WSP Testing
1. Initially with no pressure, the WSP processor in all the coaches should be OFF. If any processor
is in ON condition, there is problem in any of pressure switch, wiring or K-05 relay. Attend the
same.
2. Start the BP & FP pressure. The processor should automatically ON when BP pressure reaches
1.6 to 2.0 kg/cm2 in M/s KNORR WSP system & when FP pressure reaches in M/s FTIL WSP
system.
3. Check & attend for loose/proper fitment of WSP components like speed sensor, junction box,
dump valve, dump valve connector & pressure switch.
Requirement of WSP
Poor Adhesion
Because of high speed as 160 km/h and the emergency braking distance of 1200 meters, the
adhesion could be insufficient to sustain the brake rate demanded during emergency
breaking, especially when the surface of the rail is wet and slippery.
WSPis a
Speed Sensor.
Phonic wheel.
Microprocessor.
Dump valves.
Pressure switch
Speed sensor:
Phonic wheel:
Phonicwheel
Microprocessor iss the heart of the WSP system. This gathers the
signals from phonic wheel & speed sensors, evaluates the
vehicle speed. Moreover, during brake application, it monitors
& bridges the sharp drop of speed of a particular axle/wheel,
enabling the dump valve to control/adjust the brake cylinder
pressure.
Each processor is provided with LED display & some test
buttons. This LED displays various codes which can be decoded
& the health of WSP system can be evaluated.
Pressure switch:
Pressure switch is provided on brake control panel. The purpose of pressure switch is to activate
(i.e. to switch on) the WSP when the pressure reaches as given below.
The limit of variation of speed and acceleration are defined as threshold values. The Micro
Computer constantly compares the signals from the speed sensor mounted on each axle with
the reference speed (The rotation of the fastest axle of the coach). If the speed/ acceleration of
any axle is crossing the present threshold values, it gives signal to the respective dump valve to
reduce the BC pressure accordingly, thus maintaining the speed/acceleration with in the
threshold level.
Failure of WSP unit shall not have any influence on the braking function of the train
except wheel slide control.
This unit supplies energy to the dump valves. This unit enables
independent functioning of the control unit and dump valves.
• Input voltage ranging from 16.8 to 150 Vdc
• Output voltage 24 V + 3% dc
RE (Relay output):
ST (Status display):
• Used for monitoring of all Inputs & outputs (OP & RE).
• Used for monitoring dump valves and four supply voltages (BV= charging of brake
cylinder; EV= exhausting of brake cylinder).
GE (Speed recording):
Energy supplier for the speed sensors Dynamic test for each speed sensor.
Analogue output of reference speed.
The GE module acquires the speed sensor data.
The sensors are supplied & tested continuously by this module.
Step 1: Test
To test the system, push button 2 (Test) to be pressed for atleast 3sec. The indication “89” appears
and following functions take place:
All the brake cylinders of axles 1 - 4 are vented in succession. The correct alignment of dump valve
and speed sensor of all the axles starting from axle 1 is checked. Any failure in this will result in
inaccurate axle speeds being measured which causes false pressure values are set in the dump
valves.
Note: The axles are measured as 1 & so on from opposite side, where the microprocessor is fitted.
Power board:
The power boards are fitted in a closed box. Its front panel has two yellow
LED’s indicating the operating state. This board supplies the voltage for
powering the boards, actuators and speed sensors. For powering the anti-skid
valve a 24 V source is used from MGS2 control unit. Input Supply voltage –
24V + 30% DC to 110 + 30% DC.
Boards MB04
Wheel Slide Control (i.e. acceleration & slip control) is implemented entirely on board MB04.
MB04 contains all the electronic peripherals for individual wheel slide control at up to four wheels.
MB04 board has a man-machine interface (MMI) integrated in its font panel. MB04 supply 24 V Dc
to all the Dump valve
Features:
• Four configurable input circuits for the speed sensors with short circuit proof power
supply.
• Micro controller monitoring & fail safe mode.
• Eight semiconductor output stages for four anti skid valves with two magnets each. Two
mechanical relays to cut off the magnet valves for safety in response to a malfunction.
a 9 pin sub D female connector for the RS 232 interface ( to connect a PC terminal )
a 4 character alphanumeric display.
All the brake cylinders of axles 1 - 4 are vented in succession. The alignment of anti skid valve
and speed sensor of all the axles starting from axle 1 is checked. Any failure will result in
inaccurate axle speeds being measured which causes false pressure values are set in the anti
skid valves.
LED display of WSP displays information about the working/failures of system. The displays are in
numerical form. Each figure code describes different type of failure & their probable cause. Details
of code in display & cause are as under:
Code in Failure
Failure cause Corrective action
Display code
Hardware watchdog of solenoid valve of Acknowledge the failure, continue the
72/73 10
axle 1 is triggered. operation.
Short circuit or interruption of speed Check the wires for short circuit or
72/73 11
sensor of axle 1 interruption
Wires or solenoid of the dump valve
72/73 13 Short circuit of solenoid valve of axle1 should be checked for short circuits,
acknowledge the failure.
Wires or solenoid of the dump valve
72/73 14 Interruption of solenoid valve of axle 1 should be checked for interruption,
acknowledge the failure.
Hardware watchdog of solenoid valve of Acknowledge the failure, continue the
72/73 20
axle 2 is triggered. operation.
Short circuit or interruption of speed Check the wires for short circuit or
72/73 21
sensor of axle 2 interruption
Wires or solenoid of the dump valve
72/73 23 Short circuit of solenoid valve of axle2 should be checked for short circuits,
acknowledge the failure.
Wires or solenoid of the dump valve
72/73 24 Interruption of solenoid valve of axle 2 should be checked for interruption,
acknowledge the failure.
Hardware watchdog of solenoid valve of Acknowledge the failure, continue the
72/73 30
axle 3 is triggered. operation.
S.C.Railway LHB Air Brake System Page 66 of 92
Short circuit or interruption of speed Check the wires for short circuit or
72/73 31
sensor of axle 3 interruption
Wires or solenoid of the dump valve
72/73 33 Short circuit of solenoid valve of axle 3 should be checked for short circuits,
acknowledge the failure.
Wires or solenoid of the dump valve
72/73 34 Interruption of solenoid valve of axle 3 should be checked for interruption,
acknowledge the failure.
Hardware watchdog of solenoid valve of Acknowledge the failure, continue the
72/73 40
axle 4 is triggered. operation.
Short circuit or interruption of speed Check the wires for short circuit or
72/73 41
sensor of axle 4 interruption
Wires or solenoid of the dump valve
72/73 43 Short circuit of solenoid valve of axle 4 should be checked for short circuits,
acknowledge the failure.
Wires or solenoid of the dump valve
72/73 44 Interruption of solenoid valve of axle 4 should be checked for interruption,
acknowledge the failure.
Hardware watchdog of solenoid valve at Acknowledge the failure, continue the
95 10
axle 4 is triggered. operation.
Short circuit or interruption of 1. Check the wires for short circuit or
95 11 connection between speed sensor at interruption.
axle 1 and WSP 2. Replace speed sensor
1. Check the wires and valve for short
circuit, acknowledge the failure.
95 13 Short circuit at solenoid valve of axle 1.
2. Replace solenoid valve, acknowledge
the failure.
1. Check the wires and valve for
interruptions, acknowledge the failure.
95 14 Interruption of solenoid valve of axle 1
2. Replace solenoid valve, acknowledge
the failure.
Hardware watchdog of solenoid valve of Acknowledge the failure, continue the
95 20
axle 2 is triggered. operation.
1. Check the wires for short circuit or
Short circuit or interruption of
interruption.
95 21 connection between speed sensor of
2. Replace speed sensor, acknowledge
axle 2 and WSP
the failure.
1. Check the wires and valve for short
circuit, acknowledge the failure.
95 23 Short circuit at solenoid valve of axle 2.
2. Replace solenoid valve, acknowledge
the failure.
Connected
Display Fault Problem Source
with
02 Digital I/Os Board EB01A
03 Central processing unit Board MB04A
10 Time out Board MB04A Wheelset 1
11 Short circuit / open circuit Speed sensor 1/feeder
12 Signal error Speed sensor 1/feeder
13 Short circuit Dump Valve 1/feeder
14 Open circuit Dump Valve 1/feeder
15 Safety monitor defective(test run) Board MB04A
20 Time out Board MB04A Wheelset 2
21 Short circuit / open circuit Speed sensor 2/feeder
22 Signal error Speed sensor 2/feeder
23 Short circuit Valve 2/feeder
24 Open circuit Valve 2/feeder
25 Safety monitor defective(test run) Board MB04A
CPU not switch on a) check diagnosis MCB (F-32) 110v DC (replace if defective)
b) check 110v DC power supply at F-32 MCB input and output
c) check fuses (F-63) 110v DC +ve& F65 110 v DC –ve(replace if
defective)
d) check pressure switch ( replace if defective )
e) check 110v DC power supply at pressure switch and continuity of
the wires ( rectify if any problem)
f) check k-5 relay replace if any defective.
g) check any loose or open wires as per circuit.
h) replace N-2 (power pack -2) card for FAIVELY
i) check N2 Power connector for continuity, replace if any defective
j) Replace PB03A (power board)
k) check PB03A power connector for continuity , replace if any
defective
Speed sensor Short / Check Speed sensor , replace if defective as per defect code
Open circuit Check Speed sensor wire connections at under frame junction box as per
code
Check Speed sensor wire connections at panel board near CPU
Check MB04 W1.1 connector for continuity, Replace if any defective
S.C.Railway LHB Air Brake System Page 70 of 92
(knorr)
Check MB04 card, replace upon defect (Knorr)
Check GE connector for continuity, Replace if any defective (Faiveley)
Check GE card, replace upon defect (Faiveley)
Dump valve Check dump valve working ,replace if any defective as per defect code
Check dump valve connector , replace if any defective as per defect code
Check dump valve connections at under frame junction box for any loose
/ open wires
Check dump valve wire connections at panel board near CPU
Check MB04 W1.2 connector for continuity, Replace if any defective
(knorr)
Check MB04 card, replace upon defect (Knorr)
Check MV connector for continuity, Replace if any defective (Faiveley)
Check MV card, replace upon defect (Faiveley)
Thermal cracking is a process that requires elevated temperatures which is generated during
severe braking.
Thermal cracks appear on a wheel tread due to intense heating of the wheel arising out of
severe brake binding. Such cracks occur on the tread and
and generally progress across the tread
in a transverse & radial direction. Whenever such a crack becomes visible on the outer face
of the rim or tread crack has reached the outer edge (non-gauge
gauge face) of the rim, the wheel
should be withdrawn from service.
service If a crack becomes visible on the outer flange face, the
wheel should be from service.
Sliding defect:
It occurs when wheel slide (skids) while on run as a result of the retarding force between
wheel and brake shoe is greater than the adhesive force between
between wheel and rail.
It occurs in service after the wheel slides on the rail and patches of martensite are formed on
the tread. In spalling, the crack network is either perpendicular or parallel to the surface.
MAINTENANCE INSTRUCTIONS
Step 1:
Pre-swaging
The details without tubes are shown above, which are to be assembled in
this sequence in to the swaging machine.
Nuts are supplied with silver coating (anti-galling agent) on threads to avoid
damage to threads when disconnected and retightened many times.
Swaging Machine
Swaging machine shall only be used for swaging of ferrules onto the SS tube.
After pre-swaging of ferrules (both front & back) on to the tube along with
nut, the nut has to be manually tightened with body to half a turn with
appropriate tool to ensure leak proof joint.
In case of Manual
Swaging
Step 1 :
Insert the tubing in to the Tube fittings. Make sure the tubing rests firmly on
the shoulder of the fitting and that the Nut is finger-tight.
Step 2:
Step 3:
Hold the Fittings body tightly with the backup wrench and tighten the nut 1-
1/4 turns. Watch the scribe mark, make one complete revolution and
continue to 9 o’ clock position.
By scribing the nut at the 6 o’ clock position it appears to you, there will be
no doubt as to the starting position. When the Nut is tightened 1-1/4 turns to
the 9 o’ clock position, you can easily see that the fitting has been properly
installed.
S.C.Railway LHB Air Brake System Page 78 of 92
Retightening instruction:-
The connections can be disconnected and retightened many times. The same
reliable leak-proof joint can be obtained every time the connection is made.
1. Fitting shown in disconnected position.
2. Insert tubing with pre-swaged ferrules into the fitting body until front
ferrule seats.
The tubing and fittings assembled can be tested for leak proof with soap
solution. Any bubble appears indicate leak. Hold the body firm and tighten the
nut slightly in order to arrest the leak.
Periodical Maintenance
Approved Sources
The Following are the approved sources for SS Tubes & Double
Ferrule Fittings as on date
Swaging Machine
The Swaging machine can be procured from M/s Swagelok , Chennai, (or) the
machine can be procured through the approved sources for SS Tubes & Double
Ferrule Fittings
Note:-Long ferrule punch (8”) should be available in tool box/bag of fitter gang for
maintenance of ferrule joints. (Ref.-Railway Board’s letter No. 2014/M/(C)141/2 dt.
28.04.2014).
Specification
Release Rod
DV
Close BC Isolation Cocks of both the trolleys (Bogie -1, Bogie-2) provided on Brake Control
panel.
Isolation Cocks Position vertically downwards: Normal condition
Isolation Cocks Position Horizontal : Isolated Condition
BC 1
BC 2
With this BC pressure exhaust through Isolation cock vent holes, brakes should be released
and indicators should show green. If not released follow step 3.
Step 3:
Open flexible pipes of B.C. lines of one / both the axles ofone / both trolleys having brake
binding using suitable open end Spanner. If suitable Spanner is not available, try to
puncture/cut the flexible pipe to exhaust the BC pressure and brakes will be released.
With this BC pressure will exhaust and indicators will turn to green, even though we have to
ensure release of brake pads from brake discs by shaking manually. If brake pads are not
free that means there is mechanical brake binding and follow step 4
After ensuring release of brakes it is necessary to isolate the coach so that further brake
binding can be avoided. For that Air supply to AR, CR, BC to be isolated and these entire
three reservoirs to be emptied.
• Empty
mpty the AR by opening the AR drain cock
• Isolate both BC Isolating cocks fitted in the brake control panel if not isolated earlier.
Now the train can be allowed.
allowed
• Thorough examination of rake should be done & attend the damages at site and
ensure no further detention.
• Watering system
• Foot board
• If the BP/FP metallic pipe is broken, by-pass the coach with the by pass length pipe.
ACP Resetting:
• Red light (LED) glows outside the coach on the top of Main Door.
• For re-setting the PEASD, insert resetting key in the PEASD pull boxand rotate clock
wise direction.
• If it is reset, all four indications become normal.
If it is not reset due to any defect in the PEASD, BP air leakage will not stop
• If BP air leakage does not stopeven after resetting, then closethe PEAV isolation
cock provided underneath the coach.
For Double Decker coaches, the location of PEAV isolation cock is as shown in the figure.
PEAV IC
Note: If PEAV isolation cock defective and not closed properly then there is a chance of
continuous BP drop then there is no alternative than bypassing the pipe line with coach
length flexible pipe.
But in LHB coaches the following systems will be affected with single pipe Air brake system
• Wheel Slide Protection System
• Air Suspension System if provided with Air springs
• Automatic door closing System / CDTS System
FP
FP
FP
BP BP
BP
Coach length
flexible pipe
BP Coach Length flexible pipe FP Coach Length flexible pipe BP/FP by pass couplers
BP coach length by pass flexible pipe can be converted into FP by attaching bypass couplers
on both ends and vice versa.
PROCEDURE OF BYPASSING OF B.P. PIPE :
1. Close BP cut off angle cocks on both ends of the affected coach.
2. Close BP cut off angle cocks of both the adjacent coaches.
3. Un couple BP air hoses between affected coach and adjacent coaches.
4. Provide the BP bypass length air hose pipe from inside the affected coach.
5. Connect the BP bypass length pipe to both the adjacent coaches and open the BP cut off
angle cocks.
6. Ensure manual release of affected coach and both the adjacent coaches.
7. The brake indicators of all coaches should display Green colour.
8. Check the BP pressures in front and rear power cars.
9. Ensure the air continuity by conducting air continuity test.