LHB AIR BRAKE SYSTEM COURSE BOOK Rev 01

Chapter 1
LHB Design Coach

INTRODUCTION
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.
Operational & Maintenance Superiority
• Stainless steel shell to eliminate corrosion.

• Extra passenger carrying capacity.
• Lower coach weight leading to lower hauling cost.
• Maximum operating speed of 160 kmph and tested upto 180 kmph. (Upgradable to 200
kmph)
• Disc brakes for efficient braking and lesser maintenance.
• Wheel slide protection prevents wheel flats.
• Maintenance freeCartridge Taper Roller Bearings.
• Better curve negotiation due to articulated control arm fitted with resilient bush.
• Lesser maintenance leading to improved availability.
Improved Passenger Interface
• 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
• Centre Buffer Coupler with anti-climbing features.

• 4 emergency exit windows for faster passenger evacuation.
• Fire retardant furnishing.
S.C.Railway LHB Air Brake System Page 1 of 92

SHELL
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.
Shell Steels used and their UTS Yield Stress

Assemblies %agecompositions N/mm2 N/mm2
Side wall, End X2Crni12 Ferritic steel (SS 409M) 450-600 320
wall and Roof ( C</= .03%, Cr 10.5-12.5%,
10.5 Si 1%,
structure Mn0.5-1.5%
Roof sheet X2CrNi1810 Austenitic steel (SS 304) 550-750 235
and ( C </=0.07%, Cr 17-19%,
17 Si 1% max ,
Trough floor Mn2.0% max)
Under frame IRS M--41 / Corten Steel ( C 0.01% 440-480 320
max, Cr 0.35 -0.6%,
Ni 0.2 -0.47% Cu 0.3 - 0.6%
Si 0.28 -0 .72%,
Mn0.25 to 0.45%)
Important body shell features that make LHB Coach Shell superior to ICF coach:
coach
1. Heat and Sound Insulation

• Heat insulation of the floor side of the side wall lower area and end wall is
done with Resonaflex insulation mat.
mat
• Use of Resonaflex and BaryskinV60-B
Barys paint in the shell, etc. Results in
superior noise and thermal insulation.
• The noise level inside the coach is limited to 60 dB.
• PU paint on full coach shell interior provide anti drumming sound insulation.
2. YAW Damper
Yaw dampers are provided which
which connects the bogie frame and underframe of the
coach, which controls the Yaw movement of the coach and adds to better riding
quality.
3. Floor
Floor is provided with Stainless steel trough over which, rubber “De-coupling”
“De and
Makore
akore sandwich (cork) floor board.
board. This insulates heat & sound and damps
vibrations.
Flooring boards resting on Rubber Flooring boards – Cork Sandwiched

De- Coupling elements between COMPREG to absorb noise

FIAT BOGIE
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.
Salient Features of FIAT Bogie
• 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.

Vital Components of FIAT 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.
ii. Anti-Roll bar
It is a torsion bar with two forks

between bogie frame & bolster
connected by Roll links.
Anti-Roll bar Resists the Rolling
motion of Coach.
iii. Traction Centre
Traction Centre transmits

tractive forces and braking
forces between the body and
the bogie. It is provided with
two Traction Levers which
connect beam of bogie and the
traction centre.

iv. Control Arm
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.

iii. The fasteners shall be tightened to a torque of 170N-m with a calibrated
torque wrench. After tightening a paint mark to be made for visual
indication in case of loosening of the bolt. The paint mark should be
examined in every schedule.
iv. The orientation and grouping of inner and outer primary springs should be
ensured per RDSO maintenance instructions CMI no. RDSO/2017/CG/CMI-
01 issued in January 2017.
v. All the dampers of the bogies should be tested during Shop Schedule and
defective dampers should not be allowed in service.
i. Remove signs of corrosion/wear
ii. Renew corrosion protection: Application of “Blasol–135” solution at
Bearing mating surface
iii. Examine the rubber joint for cracks/damage and ageing. Replace, if
necessary.
S.No. Parameter limit Action

X > 230.5 Reject
1 Control arm bore(X) mm 230.312 > X > 230.5 Re-machine*
X < 230.312 Reuse
v. Secondary Suspension
The secondary suspension enables lateral and vertical displacements and

bogie rotation with respect to body when running through curves. It is
implemented by two spring packs which sustain the bolster beam over the
bogie frame.

Each spring pack is made up by an internal and an external spring mounted and
positioned through the centering discs.
An Anti-roll bar, fitted on the bogie frame, realizes a constant, reduced
inclination coefficient during running.
The bogie frame is linked to the bolster beam through two vertical dampers, a
lateral damper, four safety cables and the traction rods.
Air spring (Pneumatic suspension) in secondary suspension stage.
Air suspension is a suspension where properties of air are used for cushioning
effect (springiness). Enclosed pressurised air in a pre-defined chamber called air
spring, made up of rubber bellow & emergency rubber spring, provides various
suspension characteristics including damping.
vi. Wheel &Axle Assembly
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.

Chapter 2
Comparison of LHB and ICF Coaches
Features of LHB Air brake system:
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.
• The DV incorporates additionally a Relay Valve which ensures consistent application

and release timings of Brake Cylinder irrespective of the volumes at all times.
• A Brake Pipe Accelerator Valve with an Isolating Cock is connected to the Brake Pipe
of the vehicle that provides rapid venting of the Brake Pipe Air. It comes to action
during brake applications whenever the BP pressure is exhausted at an emergency
rate and does not get activated during normal braking function up to full service
position of the Driver’s Brake Valve.
• Five Passenger Emergency Valves are provided inside the Coach of Chair Car to
enable a passenger for operation towards stopping the train in case of an
emergency. These Valves are connected to a single exhaust Valve that opens the
Brake Pipe line to atmosphere whenever any of the Passenger Emergency Valve
is operated. The passenger emergency alarm 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.
• Wheel Slide Protection developed with advanced microelectronics and use of

microcomputers, enable the braking system to be operated at its optimum
performance level by maximizing the use of available adhesion during braking of the
train. The present problem of insufficient wheel / rail adhesion depending upon the
co-efficient of friction available at wheel rail interface with a constant braking force
leading to possible slide and consequent damage to wheel sets (flats) is avoided.

Comparison of LHB Air brake system with ICF Air brake system
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)

Chapter 3
LHB Air Brake Layout and Working

Operation of devices on a brake control panel:
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.

WORKING PRINCIPLE OF AIR BRAKE SYSTEM:
When the Twin Pipe System with BP and FP lines on the coaches of the train is charged to
5.0 & 6.0 kg/cm² respectively by the locomotive, the air pressure in the air Brake Pipe
connected to the Distributor Valves, controls the brake system of the coaches. To initiate
and effect a brake application, the air pressure in the Brake Pipe is reduced and the
Distributor Valve in each coach reacts to supply the Auxiliary Reservoir air pressure at a
proportionate level as BC pressure to the Actuators. This BC pressure acts as a signal
pressure to the large capacity Relay Valve. The Relay Valve in turn quickly supplies air
pressure of the same intensity to the four Wheel Slide Dump Valves and finally reaches the
two Brake Actuators provided one for each Brake Disc.
The force developed in each Brake Cylinder causes Piston movement and subsequently
through linkage 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.

Chapter 4
LHB Air Brake Components, Air Spring, FIBA
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.
Brake system in the LHB coach broadly classified into 4 parts:

a) Brake Frame control (Panel) equipment
b) Brake Control equipment in the system layout
c) Bogie Brake Equipment
d) Wheel Slide Protection equipments
e) Flexi ball cable arrangement (Hand Brake)
a) Brake Frame control (Panel) equipment:

A Brake Panel with an Aluminium Slab manifold accommodates the Critical Valves of the
brake system. This provision protects the Valves from the vulnerability of impact damages
from ballast / flying debris during train operations, eliminate substantial piping work and
facilitate maintenance by unit replacement. It also contains test points for checking the
pressures of BP, AR, DV, BC and CR outputs at one location itself.
The 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

S.No. Air Brake Component Name Qty./Coach
01 Distributor Valve 01
02 Control Reservoir-6litres 01
03 Air Filter 02
04 Test Point – BP, FP, CR & BC 04
05 Check Valve 02
Isolating Cocks 04
06
For bogie isolation -2, FP-1, Toilets-1;
07 Pressure Tanks – (AR 125 Litres& CDTS 75 Litres) 02
08 Pressure Switch 01
Connections to the Brake Frame (Panel):

There are 7 connections to the frame for
Passenger Coach,
• Feed pipe
• Brake pipe
• Brake cylinder pressure -- bogie 1
• Brake cylinder pressure - bogie 2
• Indicating device - bogie 1
• Indicating device – bogie 2
• Auxiliary support pipe ( for toilet)
• Support for Indicating device of handbrake
These connections from the container to car body are provided at the back plate fitted with
single ferrule fittings.
Connections from coach to panel

Distributor valve:
It is similar to the conventional coach DV with

slight design variation in Relay Valve and Max.
Brake Cylinder Pressure is pre-set
pre as 3.0Kg/Cm²
for all LHB coaches and 3.8 Kg/Cm² for Double
Decker
Pressure tanks (Air reservoirs
Main reservoir -One

One 125L for brake
application (Protected by check valve)
Auxiliary reservoir - One75L for

toilets
Control reservoir - One 6L
Check valve
Check Valves are designed for mounting on

manifold panels. When the air delivery is
interrupted, the Check Valves prevent air which
has already been delivered from flowing back
out of reservoirs and pipes

Filters
The function of the filter is for protecting devices from contamination, malfunction and
damage.
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
This electro pneumatic governor utilized to switch ‘ON’

power supply to WSP system provided preset value of
air pressure is available in the air brake pipe line.
This automatically put ‘OFF’ the WSP system, when
coach is stationary & no pressure is available in the
pipe line

Brake Control equipment in the system layout
S.No. Air Brake Component Name Qty./Coach Location

01 Brake Accelerator 01
02 Cut off angle cocks 04
03 Brake Indicators 02 Under Frame
04 Hose Pipes (BP & FP) 04
05 Emergency Brake Valve (PEAV) 01
06 ½” Hose Connections – 500 mm 08 Bogie
07 ½” Hose Connections – 600 mm 04 Under Frame
08 Emergency Brake pull-box
pull 09 Passenger Coupe
Brake Accelerator:
This is directly connected to Brake Pipe and

Whenever Emergency Brakes are applied by loco
pilot beyond full service application, it reduces BP
drastically by creating local exhaust
xhaust on each coach
Emergency Brake Valve (PEAV)
This comes into action to reduce BP whenever

emergency alarm pull box is pulled by the
passenger for application of Train Brakes

Brake Indicators
Pneumatically actuated by brake cylinder pressure

pres
and turns on to RED from GREEN during brake
application for easy identification from outside
that the brakes are applied on the coach.
coach
Emergency Brake pull-box
This is pulled by the passenger during emergencies

to stop the train and to draw the attention
at of loco
pilot.
Bogie Brake Equipment

01 Brake Cylinders 08
02 Brake Calipers with pads 08
03 Brake Discs 08
Brake Cylinders
Brake cylinders with automatic

tic slack adjustment are used in LHB coaches.
hes.
No manual adjustment to make after brake pad replacement.
Piston stroke: 21 mm (max)
Slack capacity: 160mm (min)
Cylinder size: Dia. 10 inches
Max BC pressure: 3.0 kg/cm2 (except double decker)

Brake Calipers with pads
Brake Caliper connected ed to the brake cylinder and the

brake shoes with snap lock gates. The brake caliper units
are held in the vehicle bogies by a three – point-
mounting arrangement.
Lever Ratio: 2.17 for all, except 2.48 for ACCN/SG and
Power car
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
The axle mounted brake disc consists

co of a gray cast
iron friction ring and a cast steel hub, connected by
means of radically arranged elastic resilient sleeves
which are secured in the hub by means of hexagon
screws.
The crosswise cooling ribs carry off the heat and
serve simultaneouslyy to maintain a thermal balance
within the friction rings.
Quantity per coach:- - 8 Nos (two per axle) Brake Disc
Disc dimensions: -640X110
640X110
Material: - Grey cast iron

Wheel Slide Protection
ion equipments

01 Microprocessor Control Unit 01
02 Speed Sensors/Pulse Generators 04
03 Anti Skid Valves/Dump Valves 04
04 Pressure Switch 01
05 Phonic Wheel 04
Microprocessor Control Unit
Microprocessor is the heart of the WSP

system. This gathers the signals from phonic
wheel & speed sensors, evaluates the
vehicle speed. Moreover, it monitors &
bridges the sharp drop of speed of a
particular axle/wheel, enabling the dump
valve to control/adjust the brake cylinder
pressure.
Speed Sensor
The speed sensors are fixed on one end of

the axle box cover with the help of two
bolts. The main function of speed sensor is
to pick up the signals with the rotation of
phonic wheel mounted on axle end & convey
to microprocessor.
The air gap between the rotating gear
(Phonic wheel) & speed sensors probe
should be
Knorr Bremse = 0.4 to 1.4 mm

Faiveley = 1.5 + 0.5 mm

Anti Skid Valves/Dump Valves
A dump valve is provided for each axle of the vehicle.

These dump valves are a type of solenoid valves,
connected with the air pressure line of brake cylinder.
Dump valve/antiskid valve should be fitted close to the
brake cylinders. These dump valves allow to deplete the
air available in brake cylinder line during brake
application based on the signals from WSP
microprocessor.
Phonic wheel
A phonic wheel is installed on one end of

each axle. The phonic wheel is a toothed
wheel (gear type). The purpose of this
toothed wheel is to alter the internal
inductance of the adjacent sensor. The
change in internal inductance is evaluated as
axle speed of various axles on a coach.
Flexi ball cable arrangement (Hand Brake) Equipment

Total two brake cylinders are connected with this hand brake arrangement in Power Cars.
For each brake cylinder two hand brake cables are connected and these will be connected
to hand brake wheel in the guard compartment.

01 Hand brake indicators (One on side of coach) 02
02 Check valve (In feed pipe) 01
03 6 lt. Air cylinder 01
04 Roller lower valve 01
05 Flexi ball cables of suitable lengths. 02
Air Spring:
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

ADVANTAGES OF AIR SUSPENSION
BSS Hangers & Equalising stays of ICF bogie are eliminated.

Compensating rings are not required for buffer height adjustment.
Constant floor height of coach
Excellent ride comfort
Capable to sustain Super Dense Crush Loads of suburban traffic
Safe running of train
Virtually Constant natural frequency from tare to full loads
Integral input signal for load dependent braking and acceleration
Isolation of structure borne noise
Improved reliability, reduced maintenance
High durability
Need for Air Suspension in IR
• To maintain constant buffer height during super dense crush loading.

• Improves riding quality (Riding index 2.72).

DEMU without Air Spring
Air Springs vis-a-vis Steel Coil Springs
Air Spring Coil Spring
Maintains constant Buffer height Buffer height reduces with increased load
Higher stiffness with greater load Linear Stiffness characteristics
Riding Index: 2.72 Riding Index: 3.37
Superior ride comfort Moderate ride comfort
Less structural noise More structural noise
Higher speed potential Limited speed potential
Provision of Emergency Rubber

No such provision
Spring

Induction of Air spring in IR
Trail run by RDSO 2001
ICF design coaches made by RCF 2007
Hybrid Coaches 2007
LHB FIAT Bogie Coaches 2008
LHB Hot Buffet Car 2008
LHB Double Decker 2010
Generator car 2011
Parts of Air suspension system per coach
SNO Component Qty.

1 Air spring 04 Nos
2 Main reservoir(150 lts) 01 No
3 Auxiliary reservoirs (20 / 40 / 60 lts) 04 Nos
4 Levelling valve 04 Nos
5 Installation lever 04 Nos
6 Duplex check valve 02 No
7 Bogie suspension Isolating Cock 02 Nos
8 Coach suspension Isolating Cock 01 o
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.
3. Auxiliary Reservoirs (AR)
Auxiliary reservoirs two for each bogie continuously fed compressed air into the Air
Springs.
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.
6. Duplex Check Valve
It is fitted between two air springs of a bogie.
It ensures levelling of two air springs.
When a burst air spring, this valve ensure that no severe tilt will occurs by venting
the air into atmosphere.

Duplex Check Valve is fitted in the connecting pipe line between two Air Springs in a
Bogie.It permits air flow into air bellows in either direction when ever pressure
differential is greater or equal to 1.5±0.12 kg/cm
From Bogie 1
Emergency Rubber Springs

Air spring has inbuilt emergency rubber spring.When air spring fails enroute, the load comes
on emergency rubber spring.

Schematic diagram of Air suspension

Air suspension system arrangement
Air Spring working principle:

In this system the properties of air are used for cushioning effect (springiness). Enclosed
pressurized air in a predefined chamber called air spring, provides various suspension
characteristics including damping. Air spring is height controlled load levelling suspension
device. With changing loads air spring reacts initially by changing the distance between air
spring supports and vehicle body. The leveling valve is, in turn, actuated, either by getting
the compressed air pressure to the air spring or releasing air pressure from it to the
atmosphere. This process continues until original height is restore
1. Passengers occupation increases

When load increases, to maintain designed buffer height excess air is charged to air bellow
through levelling valve.

2. Passengers’ occupation decreases
When load decreases, to maintain designed buffer height air from air bellow is exhausted
through levelling valve
3. Uneven Load distribution in the coach

Levelling valve lever rotates down due to passengers’ occupation on one side. Levelling
valve allows pressurised air from MR to Air bellow and designed buffer height is restored
4. When Air bellow bursts

When air bellow bursts, air leaks and bellow height reduces, levelling valve lever
moves down.
Air flows from MR to air bellows continuously
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.
Bolster on both sides will be resting on emergency rubber springs.
Close the bogie isolation cock, and then train speed to be restricted to 60 kmph.

FIBA – Failure Indication and Brake Application
Introduction:
A four–point air suspension system is used in coaching stock for better riding comfort. Apart
from the ride quality, the air spring system is provided with control equipment to ensure a
constant height of the coupler from rail level irrespective of the load carried by the coach,
which indirectly benefits the passenger by providing a constant entry height from the
platform into the coach.
If one of the four bellows gets deflated due to a rupture, the coach may tilt and might
further lead to untoward incidences. Though the control system has a built-in safety feature
(duplex check valve) to equalize the pressure in the adjacent bellows on the same bogie, still
the inclination of the coach may warrant a cautious running from the time. Hence, there is a
requirement for a system that could indicate a bellow burst situation and apply brakes to
avoid any mishaps through the Brake pipe dropping so that Loco Pilot attention can be
drawn for investigation.
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.
Figure 1: FIBA Panel

Constructional Details:
FIBA device works on pure pneumatic circuit. One device works for one bogie; hence each coach is
fitted with two nos. of FIBA devices. Hence, both the bellows of the same bogie are monitored by
one FIBA device.
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.
Figure 4: connections to FIBA mounting panel
SN Part List For FIBA Device Qty / coach

1 Air spring failure indication cum 02
2 Brake Application Device (FIBA) 04
3 Indicators Isolating Cock with Vent OLP 20 NB 04
4 Isolating Cock without Vent OLPNB 02
5 Flexible Hose 3/8” x 500 06
6 Flexible Hose 3/4” x 550 02
7 SS Nyloc Nut M10 08
8 SS Hex. Head Screw M10x35 08
9 SS Washer A10.5 08
10 Split pin – 4 x 32 06
11 SS Nyloc Nut M16 06
12 SS Hex Head Screw M16x45 06

Figure 2: Complete Schematic Layout of FIBA on a Coach

Figure 3: Schematic Layout of FIBA for individual bogie

Maintenance Instructions for FIBA Device
(Ref: RDSO Letter No.SV.AS.FIBA dt.01/11.06.2018)
1. During Train Examination & Maintenance:-
Following tests and checks of FIBA devices shall be done during various maintenance schedules
carried out in Workshops & Maintenance depots
S. Maintenance/checks/tests During Schedule Schedule Schedule

No. to be carried out Primary/Secondary “A” “B: “C”/IOH/POH
Maintenance
1 Condition of mounting
bracket, mounting bracket
bolts and fasteners, FIBA YES YES YES YES
device cover, loose fitting,
condition of isolating
cocks, Release valves and
release valve handles,
unusual leakages from
FIBA device or joints and
pipelines to be checked
and if found defective to
be attended.
2. Testing of functional
behaviour as per Format YES YES YES
“A” (01 coach during (10% or (10% or
Primary 02 02 --
Maintenance) coaches coaches
at at
Primary Primary
End) End)
3. Testing of functional YES
behaviour as per Format -- -- -- (100% coaches in
“A” Sick
lines/Workshops)
2. During Rolling-In/ Rolling-Out Examinations:
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.

iii. Any hanging or loose part unusual sound from FIBA device or pipelines to be
observed.
3. Action taken during actuation of FIBA Device

Following shall occur in actuated FIBA device:
i. Both indicators of FIBA device of same bogie will turn Rrd

ii. Hissing sound will start from exhaust port of FIBA device.
iii. Brake will apply in train
Following shall occur in actuated FIBA device:
a) Enroute
i. Identify the coach in which FIBA device is actuated.

ii. Note down the coach particulars and location of actuated FIBA device.
Brakes will release in brake release position of the train. Hissing sound will
stop.
iii. Close the isolating cock with vent feature provided in FIBA device and Air
springs and drain the air.
iv. Close both isolating Cock with vent feature provided between FIBA device
and air springs and drain the air. FIBA device will be isolated from air
springs and drain the air. FIBA device will be isolated from air spring.
However, Indicators of FIBA device may or may not turn to green
Pull the resetting keys provided on FIBA device. Indicators of FIBA device
will turn to green.
v. Isolate the air springs of affected coach.
vi. Start the train and proceedupto next C&W point or destination with
maximum speed of 60 KMPH.
At the next C&W point, C&W staff will examine the affected coach and check for
the failure of air spring. In case of failure of spring is confirmed, detach the coach
or rectify the air spring or coach may be allowed upto next suitable point
available for repair or upto destination at restricted speed.
In case air spring is found intact and FIBA device is malfunctioning, the FIBA
device may be isolated & air springs in working condition. Train may be allowed
to run with normal speed.
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.
FORMAT - A
ON ONVEHICLE TEST FORMAT FOR FIBA DEVICE:
Depot/ Div/ Rly/PU…………………………………………… date of testing ……………………………coach No………………………………
POH/mfg. details (coach)…………………………………… Return date ………………………………….. Year built …………………………...
S.no. Test and testing Standard Results obtained

procedure
Bogie no. …….. Bogie no. ……..
S.no. Of FIBA device : S.no. Of FIBA device
Make Mfg. Date: :
Make Mfg. Date:
Air spring-1 Air spring-3 Air spring -2 Air spring-4
1 Initial charging : FP=6+ or – 0.1 kg/cm2

1. Charge the FP at BP=5+or -0.1kg/cm2
6.0 kg/cm2 and BP
at 5.0. kg/cm2 Leveling valve lever should
2. Ensure the be in horizontal position
charging of air
springs with the
help of leveling
valve lever
position.
2 Leak detection : No leakage
Check for any leakage in
entire system. Any
leakage found in FIBA
device or pipe lines
should be attended.
3 Functional test: i. FIBA device of the
Charge the air springs relevant bogie should
on tare condition of the actuate.
coach and BP at 5.0 ii. Brakes should apply in
kg/cm2. Open the ½” the entire coach.
drain cock of 40L iii. Both indicators of
auxiliary reservoir of same bogie should be
one side air spring. red. Indicators of the
other bogie should
show green.
iv. Whistling/ hissing
sound should blow.
4 Brake pipe isolation: Brake should release in the
Close the isolating cock entire coach.
of the BP line of the
actuated FIBA device.
5 Suppression of Both indicator of the same
indicator: bogie should turn to green
Close the both isolating from red. Indicators of other
cocks with vent feature bogie should remain green.
and pull the resetting
keys if provided.

• During new fitment of FIBA device in PUs and Railways
i. All the pipe arrangement and fitment shall be done as per RCF respective drawing.
ii. Functionality test of FIBA device during new fitment in coaches shall be done as per
FORMAT –B.
FORMAT - B
ON ONVEHICLE TEST FORMAT FOR FIBA DEVICE:
Depot/ Div/ Rly/PU…………………………………………… date of testing ……………………………coach no………………………………
POH/mfg. details (coach)…………………………………… Return date ………………………………….. Year built

S.no. Test and testing procedure Standard Results obtained
Bogie no. …….. Bogie no. ……..

S.no. Of FIBA S.no. Of FIBA device :
device : Make Mfg. Date:
Make Mfg. Date:
Air Air Air spring Air
spring-1 spring-3 -2 spring-4
1 Initial charging : FP=6+ or – 0.1 kg/cm2
3. Charge the FP at 6.0 BP=5+or -0.1kg/cm2
kg/cm2 and BP at 5.0.
kg/cm2 Leveling valve lever should be in horizontal
4. Ensure the charging of air position
springs with the help of
leveling valve lever
position.
2 Leak detection : No leakage
Check for any leakage in entire
system. Any leakage found in
FIBA device or pipe lines should
be attended.
3 Functional test: i. FIBA device of the relevant bogie
Charge the air springs on tare should actuate.
condition of the coach and BP ii. Brakes should apply in the entire
at 5.0 kg/cm2. Open the ½” coach.
drain cock of 40L auxiliary iii. Both indicators of same bogie should
reservoir of one side air spring. be red. Indicators of the other bogie
should show green.
iv. Whistling/ hissing sound should
blow.
4 Brake pipe isolation: Brake should release in the entire coach.
Close the isolating cock of the
BP line of the actuated FIBA
device.
5 Suppression of indicator: Both indicator of the same bogie should turn
Close the both isolating cocks to green from red. Indicators of other bogie
with vent feature and pull the should remain green.
resetting keys if provided.
6 Brake pipe variation test: i. FIBA device should not actuate.
Drop BP pressure from 5.0 ii. Brakes should apply.
kg/cm2 to zero. iii. No FIBA indicator should turn to red.
iv. No whistling/hissing sound
7 Reception of test for testing of Repeat the above procedures for the testing
FIBA device for remaining 03 of the remaining 03 Air springs accordingly
Air springs of the coach. and note down the readings in relevant
column.

Chapter 5
Maintenance Schedules of LHB Stock with respect to Air Brake
Coaching Depot Schedules
Schedule D1 : Trip/Weekly at nominated primary maintenance depot
Schedule D2 : Monthly ± 3 days
Schedule D3 : Half Yearly ± 15 days
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
On rake at On rake at Sick line at

Maintenance to be done at nominated nominated nominated
primary primary primary
depot depot depot
Check functionality of brake equipment and Hand √ √ √
brake equipment.
Perform a visual check on Brake cylinders/ brake √ √ √
levers and Hand brake equipment for damage, cracks
and corrosion.
Perform a functional test on pneumatic brake system. √ √ √
Make sure that no leaks are present.
Perform a visual check on hoses. √ √ √
Visually inspect steel piping for cracks/ damages/ √ √ √
ballast hitting. Repair/ replace as necessary.
Perform a visual check on brake discs. Verify absence √ √ √
of axial movement along the axle.
Verify that the clearance between each pad and disc - √ √
surface is 1-1.5 mm.
Pressure Air Equipment D1 D2 D3
Safety valve check for correct function. √ √ √
Dry out air filter - √ √
Clean air filter - √ √
Clean airline filter - √ √
Drain air tanks. √ √ √

SHOP SCHEDULES
Shop Schedule I : 18 months / 6 lakh Kms whichever is earlier

Shop Schedule II : 36 months / 12 lakh Kms whichever is earlier
Shop Schedule III : 72 months / 24 lakh Kms whichever is earlier
Shop Schedule I
Perform functional test of the Air Brake system components:
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
Wear and re-greasing.

Replace, if necessary.
· Examine BP/FP couplings and hoses. Replace, if necessary.
· 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
Perform overhauling & function test of Air Brake System Components
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.
Shop Schedule III

All items of Shop Schedule II
Overhauling of brake cylinder

PERIODICAL INSPECTION OF AIR SPRINGS SYSTEM ON LHB COACHES
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.
Maintenance Instructions of FIBA
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.
1. Check for any physical damage to the FIBA device.
2. Check the condition of flexible hose, they should not be entangled or rubbing.
3. Check the pipe and pipe joints for any damage or leakage.
4. Check the condition of indicators, indicator brackets and mounting bolts.
5. Clean the indicators.
Perform the functional testing of the FIBA device
PREVENTIVE CHECKS ON WSP OF KNORR BREMSE
S.N Item Scope Method of Checking Result

1. Wiring a) Between speed Two wires check continuity using 1st Sensor
sensor and multimeter. 2nd Sensor
junction box. 3rd Sensor
4th Sensor
st
b) Between Junction i. Two wires disconnect at 1 junction box. 1st Junction
Box and WSP ii. Fault code “11”will display on Box
Panel microprocessor.
iii Cannot be reset.
iv Connect back two wires. 2nd Junction
v It should be possible to reset “11” if Box
connections have been made
properly and are thus 3rd Junction
OK. Box
nd rd th
vi Similarly, repeat for 2 , 3 , and 4
Junction Box. The corresponding fault 4th Junction
codes are “21”, “31”, and “41”. Box
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

4. Speed Check if Speed i. Fit “1” Sensor (duly wired to WSP) on 1st Sensor
Sensor Sensors are providing the mounting flange of the
(04Nos.) the speed Signal to ‘Polradsimulator”.
WSP ii. Run “Polradsimulator” for <2 seconds. 2nd Sensor
iii. 1st Dump valve should operate (checked
by air exhaust which takes place when
dump valve operates). 3rd Sensor
iv. This checks that 1st sensor is providing
the speed signal to WSP. 4th Sensor
v. Similarly, check 2nd, 3rd, and 4th Dump
Valves respectively operating.
5. Gap To be checked by Specified : 0.9 mm to 1.4 mm Gap 1st
between filler gauge. Sensor
Speed Gap 2nd
Sensor and Sensor
Toothed Gap 3rd
Wheel Sensor
Gap 4th
Sensor
6. Dumps Check for operation i. Press “S2” switch on micro-processor. 1st Dump
Valves of 04 Nos. Dump ii. Release “S2” switch when “8888” Valve
(04Nos.) Valves. display on screen then dump valve will
start operating as below: 2nd Dump
st
iii. 1 Dump Valve will operate. Valve
nd
iv. 2 Dump Valve will operate.
v. 3rd Dump valve will operate.
vi. 4th Dump Valve will operate. 3rd Dump
vii. “99” display will come on screen in the Valve
end.
Air exhaust should take place from the
Dump Valve when particular Dump Valve 4th Dump
operates. Valve
7 Emergency Check for operation Momentary air exhaust should take place Operates
Accelerator of Emergency from Emergency brake is applied and then when BP
Valve (01 Accelerator Valve exhaust should stop automatically. drops at 2.5
Nos.) by applying Operating thus, the emergency Brake Valve kg/cm2
emergency brake is OK
thereby rapidly
dropping BP up to 3
kg/cm2 and then stop
further dropping of
BP

PREVENTIVE CHECKS ON WSP of M/s FAIVELEY
S.No. Item Scope Method of Checking Result

1. Wiring a) Between Two wires check continuity using multimeter. 1st Sensor
speed sensor 2nd Sensor
and junction 3rd Sensor
box. 4th Sensor
b) Between i. Two wires disconnect at 1st junction box. 1st Junction
Junction Box ii. Fault code “11”will display on Box
and WSP microprocessor.
Panel iii Cannot be reset. 2nd Junction
iv Connect back two wires. Box
v It should be possible to reset “11” if
connections have been made 3rd Junction
properly and are thus OK. Box
vi Similarly, repeat for 2nd, 3rd, and 4th
Junction Box. The corresponding fault codes
are “21”, “31”, and “41”. 4th Junction
Box
st
c) Between i. Three wires disconnect at 1 Dump Valve. 1st Dump
Dump Valve ii.Fault code “14” will display on Valve
and WSP microprocessor. 2nd Dump
Panel iii. Cannot be reset. Valve
iv. Connect back three wires. 3rd Dump
v. It should be possible to reset “14” if Valve
connections have been made
properly and are thus OK. 4th Dump
nd rd th
vi. Similarly, repeat for 2 , 3 , and 4 Dump Valve
valve. The corresponding fault codes are
“24”, “34”and “44”.
2. K-05 Relay Timer Setting Specified: 2 minutes
(01No)
3. Pressure Cut in pressure 2.0 Kg/cm2
Switch Cut of pressure 1.0 Kg/cm2
4. Speed Check if Speed i. Fit “1” Sensor (duly wired to WSP) on the 1st Sensor
Sensor Sensors are mounting flange of the ‘Polradsimulator”.
(04Nos.) providing the ii. Run “Polradsimulator” for <2 seconds.
speed Signal to iii. 1st Dump valve should operate (checked 2nd Sensor
WSP by air exhaust which takes place when
dump valve operates).
iv. This checks that 1st sensor is providing 3rd Sensor
the speed signal to WSP.
v. Similarly, check 2nd, 3rd, and 4th Sensor by
fitting on “Polradsimulator” one by 4th Sensor
one Dump Valves respectively operating.

5. Gap To be checked Specified : 0.9 mm to 1.4 mm Gap 1st
between by filler gauge. Sensor
Speed Gap 2nd
Sensor and Sensor
Toothed Gap 3rd
Wheel Sensor
Gap 4th
Sensor
6. Dumps Check for i. Press “TEST” switch on micro-processor. 1st Dump
Valves operation of 04 ii. Release “TEST” switch when “8888” Valve
(04Nos.) Nos. Dump display on screen then dump valve will
Valves. start operating as below:
iii. 1st Dump Valve will operate. 2nd Dump
iv. 2nd Dump Valve will operate. Valve
v. 3rd Dump valve will operate.
vi. 4th Dump Valve will operate.
vii. “99” display will come on screen in the 3rd Dump
end. Valve
Air exhaust should take place from the Dump
Valve when particular Dump Valve operates. 4th Dump
Valve
7 Emergency Check for Momentary air exhaust should take place Operates
Accelerator operation of from Emergency brake is applied and then when BP
Valve (01 Emergency exhaust should stop automatically. Operating drops at 3.0
Nos.) Accelerator thus, the emergency Brake Valve is OK kg/cm2
Valve by
applying
emergency
brake thereby
rapidly
dropping BP up
to 3 bar and
then stop
further
dropping of BP

SINGLE CAR TESTING (LHB COACHES)
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.
ITEM TEST PARAMETERS SPECIFIED VALUE

1.0 Reservoir Charging
1.1 Charging time of AR (0 – 4.8 kg/cm2) 175± 30 sec.(FTIL)
60 to 120 sec.(KB)
1.2 Charging time of CR (6.0 litre) ( 0 – 4.8 kg/cm2) 165±20 sec.(FTIL)
160 to 210 sec.(KB)
1.3 BP Pressure 5.0±0.10 kg/cm2
1.4 CR Pressure 5.0±0.10 kg/cm2
1.5 FP Pressure 6.0±0.10 kg/cm2
2.0 Sealing test
(Allow the system to settle for 2 min. after charging BP & FP.
Observe the rate of leakage).
2.1 BP (Less than 0.1 kg/cm2 in 5 minutes) <0.1 kg/cm2
2.2 FP (Less than 0.1 kg/cm2 in 5 minutes <0.1 kg/cm2
3.0 Full Brake Application
3.1 Reduce BP from 5.0 to 3.4 kg/cm2 3 – 5 Sec.
3.2 Brake Accelerator should not respond Should not respond
3.3 Maximum BC pressure 3.0 ±0.1 kg/cm2
3.4 Leakage in BC Pressure within 5 minutes <0.1 kg/cm2
3.5 All brake cylinder are applied Applied
3.6 Both side Brake indicators should show Red Red
4.0 Release full Brake Application
4.1 Charge BP ( up to 5.0 kg/cm2) 5.0±0.1 kg/cm2
4.2 All brake cylinders are released Released
4.3 Both side Brake indicators should show Green Green
5.0 Over Charge Protection
Check the overcharging of CR it should not be overcharged Less than
more than 0.1 kg/cm2 in 10 second. 0.1 kg/cm2 in 10 sec.
6.0 Emergency Application
6.1 Reduce BP to 0 kg/cm2 0 kg/cm2
6.2 Brake accelerator should respond blast of air
6.3 Charging time of brake cylinder (0 – 3.6 kg/cm2 ) 3 – 5 Sec.
6.4 Max. brake cylinder pressure 3.0 ±0.1 kg/cm2
6.5 All Brake Cylinders applied Applied
6.6 Both side Brake indicator window should show red Red
7.0 Release emergency Brake application
7.1 BC release time (Maximum to 0.4 kg/cm2) 15 -20 Sec.
7.2 All Brake Cylinder released Released
7.3 Both side Brake indicator window should show Green Green

8.0 Graduated brake application and Release Brake should apply &
Graduated brake application and Release release corresponding
(Minimum 7 steps) to decrease & increase
of BP Pressure.
9.0 Test for Pressure switch for Anti skid device
9.1 Charge the Feed pipe/Brake pipe* pressure Ok
9.2 Anti skid device get power supply at 1.8±0.2 kg/cm2 Ok
9.3 Anti skid device get power supply off at 1.3±0.2 kg/cm2 Ok
* For FTIL - FP & For KBI - BP.
ITEM TEST PARAMETERS SPECIFIED VALUE
10.0 Isolation Test
10.1 Close the isolating cocks for Bogie –1 & 2 Brake should
10.2 Reduce BP pressure to full brake application ( Brake should not applied
10.3 not apply) Green
10.4 Both side Brake indicators shows Green Brake apply
Open both isolating cock (Brake should apply corresponding
10.5 to opening of isolating cock for bogies) Red
10.6 Both side Brake indicators shows Red Brake will Release
10.7 Again close the Isolating cock of bogie 1 & 2 one by one. Green
Both side Brake indicators of bogie 1&2 shows Green one by
one.
11.0 Sensitivity Test
11.1 Reduce the BP pressure at the rate of 0.6kg/cm2 in 6 second. Brake should applied
within 6 sec
12.0 Insensitivity Test
12. Exhaust BP pressure at the rate of 0.3 kg/cm2 Per minute Brake should not
applied.
13.0 Passenger Emergency Pull Box testing
13.1 Pull the emergency pull box handle & check BP pressure should
remain2.0±0.2 kg/cm2
13.2 Brake accelerator does respond. should respond
13.3 BP Pressure exhaust from emergency brake valve Yes
13.4 Indicator Lamp on out side coach glowing Yes
13.5 Both side Brake indicators shows Red Red
13.6 After resetting, exhaust from emergency brake valve is Should stop
13.7 stopped Green
Both side Brake indicators shows Green
14.0 Hand Brake test (Power car only)
14.1 Apply hand brake by means of wheel OK
14.2 Both side Hand Brake indicators shows Red Red
14.3 Brake Cylinders provided with hand brake lever are applied Applied
14.4 Movement of flex ball cable is proper Yes
14.5 Release hand brake by means of wheel Ok
14.6 Brake should release Releases
14.7 Both side Hand Brake indicators shows Green Green

15.0 Emergency brake by guard van valve (Power car only)
15.1 Drop BP Pressure by means of guard valve (Brake Should Brake Apply
15.2 apply) Blast of air
15.3 Brake accelerator should respond OK
Both side Brake indicators shows Red & Hand Brake
15.4 indicators shows Green Releases
Reset guard van valve (Brake should release)
16.0 Manual release test
Apply full brake application and pull manual release wire of CR Drops to zero,
DV; it should be released in one brief pull of Manual release Brake releases.
valve.
17.0 WSP test
17.1 Check the Speed sensor air gap between sensor and Phonic KB - 0.7 to 1.5 mm
wheel by means of filler gauge. (At least four different FTIL -1.5 to 2.5 mm
17.2 locations) 1.8±0.2 kg/cm2
17.3 Charge the BP/FP Pressure at full specified value. Activated
17.4 Check the WSP Micro Processor activated OK
17.5 Check the WSP Micro Processor showing code 99. Venting one by one in
Check the Dump Valve venting by test mode proper sequence
18.0 Clearance between brake disc & brake pad 1.5 mm
AIR BRAKE TESTING PROCEDURE (RAKE)
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.

5. Again, connect BP & FP hose pipe of the rake & test rig & then charge BP to 5.0 kg/cm2 & FP to
6.0 kg/cm2. Connect BP & FP gauges with dummy on free end of other power car.
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.

14. Check PEASD of at least 03 coaches. During PEASD checking, brakes should apply in all coaches
& the brake accelerator should operate. Coach numbers should be noted in maintenance
dairy.
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.

4. Drop the BP pressure by 1.6 kg/cm2, brake should apply in all the coaches. Now check the WSP
processor for correct reading ‘99’ on the electrical panel inside the coach. If the reading shows
‘99’, it means that the WSP system is OK. Operate the test button on the processor to check
the proper working of dump valves. The dump valve should operate in a sequence & pressure
should be exhausted from brake cylinder. If the dump valve is not operated in proper
sequence attend the same. Similarly, check & attend the WSP system of all the coach. All the
WSP system should be in operating condition in the rake.

Chapter 6
Wheel Slide Protection Device
LHB coaches have been introduced on Indian Railways with state of art features. One of the
important feature provided in these coaches are WHEEL SLIDE PROTECTION DEVICE (WSP). WSP
control unit is a combination of various electronic cards. This unit is housed in electrical control
panel units. This unit is connected by means of various cables through various equipments. During
the course of brake application, there are possibilities of skidding/sliding/locking of individual axle.
In these cases adhesion between the rails & wheels plays vital roll. Above situations are likely to
cause damage to wheel sets with increased braking distance. The main purpose of using the WSPs is
to utilize the available adhesion. The WSPs provided in the system avoids wheel sliding, also cuts
the maintenance cost.
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
• A Brake Cylinder pressure regulation device.

• Adjusts the braking force to the wheel-rail friction (adhesion)
so as to make optimum use of available adhesion
To optimize the braking distance and

To prevent wheel sliding.
• For 160 kmph& above WSP is recommended as requirement.
The WSP has the following major parts.
Speed Sensor.
Phonic wheel.
Microprocessor.
Dump valves.
Pressure switch
Speed sensor:
The speed sensors are fixed on one end of the

axle boxcover with the help of two bolts.
During fitment the gapbetween sensor probe &
phonic wheel plays vital role. The gap can be
adjusted with the help of shims & measured
through the peephole in axle box cover. The
other end of the speed sensor i.e. cable is
connected to junction box in car. Knorr BremseFaiveley
The main function of speed sensor is to pick up
the signals with the rotation of phonic wheel
mounted on axle end & convey to
microprocessor. Speed sensor
The air gap between the rotating gear (Phonic
wheel) & speed sensors probe should be
Knorr Bremse = 0.4 to 1.4 mm

Faiveley = 1.5 + 0.5 mm
Note: pictures of speed sensors.
Phonic wheel:
A phonic wheel is installed on one end of each axle. The

phonic wheel is a toothed wheel (gear type). The purpose of
this toothed wheel is to alter the internal inductance of the
adjacent sensor. The change in internal inductance is
evaluated as axle speed of various axles on a coach. During
fitment, concentric movement of phonic wheel should be
ensured. The eccentric movement of phonic wheel may cause
signal errors, damage of speed sensor probe.
Phonicwheel

Microprocessor:
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.
Dump valve/Anti skid valve:
A dump valve is provided for each axle of the

vehicle. These dump valves are a type of solenoid
valves, connected with the air pressure line of brake
cylinder. Dump valve/antiskid valve should be fitted
close to the brake cylinders. These dump valves
allow to deplete the air available in brake cylinder
line during brake application based on the signals
from WSP microprocessor.
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.
System make Working on Pressure range

pressure
Knorr Bremse BP Pressure 0.2 Kg/cm2 – 0.5 Kg/cm2
Faiveley FP Pressure 1.5 Kg/cm2 – 1.7 Kg/cm2

Working principle:
The processor unit evaluates the received

received signal from speed sensor mounted on each axle&
generates signals enabling the dump valve/antiskid valves to control the brake cylinder pressure
in case of any locking/skidding. The control on the brake cylinder pressure is instantaneous to
the wheel to rail adhesion, keeping the wheels within their optimum range of skidding.
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.
Details of FAIVELEY WSP Systems:
This system is separated into various components such as:

a

N1 (Power pack 1):
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
N2 (Power pack 2):
This unit supplies energy to all

measuring& data processing units.
• Input voltage ranging from 16.8
to 150 Vdc
Output voltage 24 V + 3% dc
• Pressure switch input
• Low-voltage shut-off
OP (Opt coupler input): (Not in Use)
• 8 Potential-free inputs from 16 to 150 v DC.

• From these inputs, only 8th input is used for
monitoring of pressure switch.
RE (Relay output):
• 6 potential-free outputs of 16 to 150 Vdc

• Out of 06 outputs, one output is used.
Remaining 5 are not used by system.
• Output 5: Toilet discharge: close at V>30km/h;
open at V<28km/h
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).

MV (solenoid amplifier):
• Four solenoid amplifiers per assembly.

• Constant voltage supply of 24 volts for solenoids irrespective of battery voltage.
This module is used for controlling the dump valves via bipolar output amplifier.
CPU (Central processing unit):

• Selective regulation of brake cylinder pressure of the wheel set.
• Date received & is stored permanently for diagnostic purpose.
• Error recording with date, time & frequency.
• 9-channel SUB-D plug for connecting PC (RS 232)
• 4-digit 7-segment display for service & maintenance.
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.

SIMPLIFIED CIRCUIT DIAGRAM OF MAIN COMPONENTS OF FAIVELEY

Testing procedure (Faiveley):
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.
Step 2: Diagnostic of Faults

As push button 1 is pushed & the code displayed is different to 99 (ie. 95 or 72 or 73) or the
system is switched off. The CPU will switched on & by pressing the push button 1 for
minimum 3sec, the faults can be displayed.
The following functions also take place:

• Indication “88” for 3 sec (7-segment LED test)
• Indication of all faults in a sequence of 3 sec.
Step 3: Clearing of failure memory

By pressing the push button 3 for minimum 3 sec, the following function takes place
• Indication of “cLr”
• Clearing of all historical faults.
Step 4: Doortest (Not in use)
Step 5: X/ Kilometer counter

By pressing the push button for minimum 3 sec, the distance will be shown on the display.
The distance is value with 8 positions and is divided into two parts. At first, most significant
part is shown on display followed by the least significant part.

Details of KNORR BREMSE WSP Systems:
This electronic unit is mounted in a rake case & housed in the electrical controlled panel. This
system consists of following parts:
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.
Man-Machine Interface (MMI) comprises of :
a 9 pin sub D female connector for the RS 232 interface ( to connect a PC terminal )
a 4 character alphanumeric display.

Board EB01
It is an extension board in MGS2 control unit. It

provided digital inputs & outputs which are utilized
for supplementary functions such as door control,
toilet criteria.
Features:
• It serves as watchdog.
• Eight digital inputs,galvanically isolated
from MGS2 potential, outputs and one
another.
• Eight relay outputs, galvanic ally

isolated from MGS2 potential,
inputs and one another.
Twogalvanic ally isolated
frequency outputs.

Testing procedure (Knorr Bremse):
By pressing the keys on MMI, three different test runs can be performed. The test runs are
terminated automatically when a speed signal higher than 03 kmph is identified.
Step 1 - “Valve control” test run
By pressing the key “S2” on MMI for about one sec, the valve control test run starts.
The display will show “8888” for the first three seconds & then switches to “89”. Faults found
by the test are displayed at the end of the run. Volatile faults that have occurred at some time
on the move and disappeared again in the meantime (e.g. loose contacts), are displayed as
number “95”. The display switches to “99” if the fault memory is still empty at the of the test
run.
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.
Step 2 –“Door control” test run (Not in use)
Step3 Fault memory:

Retrieving faults from memory
The display return code “99” if the fault memory is empty & no keys are pressed. The display
shows code number “95”, if any volatile faults are in memory.
Press key “S1” to start the query. To begin with, the display reads “8888”.
All current faults are displayed for three seconds each. The display subsequently reads “95” &
then shows the volatile faults.
Erasing faults from memory

The fault memory is erased when the erase key “S3” is pressed for about one second.
However, persistent faults will be entered instantly again in the fault memory.
Service Terminal:
An interface PC can be connected with port on MMI RS 232 for monitoring diagnostic output of
the system.

SIMPLIFIED CIRCUIT DIAGRAM OF MAIN COMPONENTS OF KNORR BREMSE

Technical parameters of WSP System
S.No. Parameter Specified

1. Air gap betweenSpeed Sensor & Phonic wheel- Faiveley 1.5 +/- 0.5mm
2. Air gap betweenSpeed Sensor & Phonic wheel gap - Knorr 0.9 +/- 0.5mm
3. Pressure switch setting to Switch on WSP- Faiveley 1.5 - 1.7 Kg/Cm²(FP)
4. Pressure switch setting to Switch on WSP- Knorr 0.2-0.5 Kg/Cm²(BP)
5. Operating Voltage of WSP control panel 110V DC
6. Dump Valves operating voltage 24 V DC
1.5 Defects analysis & trouble shooting (Faiveley):
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:
Defect codes with Troubleshooting:
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.
72/73 14 Interruption of solenoid valve of axle 1 should be checked for interruption,
72/73 20
72/73 21
72/73 23 Short circuit of solenoid valve of axle2 should be checked for short circuits,
72/73 30
72/73 31
72/73 33 Short circuit of solenoid valve of axle 3 should be checked for short circuits,
72/73 40
72/73 41
72/73 43 Short circuit of solenoid valve of axle 4 should be checked for short circuits,
Hardware watchdog of solenoid valve at Acknowledge the failure, continue the
95 10
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
the failure.
95 20
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.
the failure.

95 24 Interruption of solenoid valve of axle 2.
the failure.
95 30
interruption.
axle 3 and WSP
the failure.
the failure.
95 34 Interruption of solenoid valve of axle 3.
the failure.
95 40

interruption.
axle 4 and WSP
the failure.
the failure.
95 44 Interruption of solenoid valve of axle 4
the failure.
Table of Failure Codes:
Axle Code Description

1 10 Safety shut - down MV (Dump Valve)
11 Short circuit / interruption GE (Speed Sensor)
13 Short circuit MV (Dump Valve)
14 Interruption MV (Dump Valve)

70/71 Failure in electronic card RE (relay output)
72 WSP disturbance, one axle
73 WSP disturbance, several axles
HF Global hardware failure
Pr Processor
EP EPROM
EE EEPROM
Hd Hardware watchdog
8888 Segment test
89 Test run
95 Intermittent fault
99 Good indication
Defects analysis & trouble shooting (Knorr Bremse):

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 cause. Details of code in
display & cause are as under:
Defect code with Trouble shootings:
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
23 Short circuit Valve 2/feeder
24 Open circuit Valve 2/feeder

70 Speed signal fault, door control
Speed signal fault, electromag track
71 Board EB01A
brake
72 Fault at one wheelset
73 Fault at several wheelsets
74 Safety monitor fault Board MB04A
Activation fault, cumulative fault
c8 Board EB01A
signaling
S2 Connector defect board EB01A Board EB01A
S3 Connector defect board MB04A Board MB04A
8888 Display test
89 Test running
95 Volatile faults
99 System good
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
(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)

Chapter 7
Wheel Shelling
Wheel shelling, separation of metal from wheel, is a rolling contact fatigue phenomenon that leads
to damage on the wheel tread and eventually small pieces of the wheel tread break off. Shelling
can be identified by pieces of metal breaking out of the tread surface
surface in several places more or less
continuously around the rim.
Shelling takes place when small pieces of metal break out between the fine thermal checks. These
are generally associated with small skid marks or “chain sliding”
Thermal cracking defect:
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.
Wheel Spalling defect:
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.
Shattered Rim defect:
This type of defect originate at the sub-surface

sub surface of tread resulting in fatigue initiation which
further progresses circumferentially and when the fatigue crack gets connected with tread
surface, a chunk of metal is dislodged from tread.

Preventive/control measures for Wheel Shelling
1. Close visual check of wheel treads during trip maintenance

2. Wheel tapping to be done on pits during trip schedule maintenance.
3. Visual check for damage/crack, corrosion or any foreign body of brake callipers.
4. Ensure free movement of brake callipers by shaking them manually
5. Lubrication of all moving parts of Brake callipers.
6. Close visual check of brake discs for damage/cracks/wear etc., and verify for any axial
movement of brake disc
7. Check condition of brake pads for any damage/crack/wear.
8. If any brake pad warrants replacement, then replace all the brake pads as a set.
9. Check for any breaks/damage on Earthing cables and Speed sensor cables and rectify if
found damaged/broken.
10. While performing functional test:
i. Follow laid down procedure for functionality test
ii. Check for air leakages at joints by means of soap solution
iii. Check functioning of Wheel slide Protection & dump valves as per OEM
Maintenance Manual
iv. Functioning of Emergency Valve & Alarm pull box
v. Visual check of Hand-Brake equipment for damages/cracks/corrosion. And
replacement if found defective
vi. Check for proper functionality of Hand Brake equipment
Visual check of wheels

Lubrication of Brake Callipers
Check for air leakages at joints by means of soap solution

Chapter 8
Ferrule Fittings
Introduction
Indian Railways has started using the Stainless Steel Tubes and Double Ferrule fittings
(Compression Tube Fittings) in the Brake system in order to have leak-proof joints. This
type of joint will cut down POH down time and cost in long run. This kind of fittings are
almost maintenance free and does not need any replacement during POH, unlike in case of
MS joints which needs to be replaced because of high corrosion.
Earlier the Railways have been using IS: 1239 seamless pipes with Mild Steel fittings
having threads and welded joints and were installed by conventional methods. These
were prone to periodical maintenance and replacement of pipes and fittings due to high
rate of corrosion. The use of Stainless Steel Double Ferrule fittings avoids the same.
Working principle of Ferrule Fittings

The two ferrule system works on combination of geometry and metallurgy.
Total action in the fitting is by an axial movement (thus avoiding torque transmission)
along the tube instead of rotary motion to create the joint. No threading of pipe is
required.
Demerits of screwed joints
Needs thick walled pipes.
Often causes high stressing of individual threads.
Less withstanding capacity towards angular, torsional and linear
vibrations.
Replacements of fittings between overhauls are very high.
Demerits of welded joints
Resistance to corrosion becomes less due to heat generation during welding.
Testing of welded joints becomes laborious process.
Less withstanding capacity towards angular, torsional and linear
vibrations.
Merits of Ferrule Fittings
It is self aligning.
Works on thin wall tubes. (no threads)
Resists vibration.
Easy to install.
Re-usable (up to 25 times re-assembling -
equal to codal life of coach i.e. 25 years).
Does not require any special skill for assemble
ferrule fittings: -A double ferrule consist of
four piece as following:-
• Body
• Nut
• Back Ferrule
• Front Ferrule
The illustration below explains the parts
Tube Nut Body
MAINTENANCE INSTRUCTIONS
Assembly of double ferrule fittings:-

The Fittings are assembled as follows:
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.

Tube Preparation
Cut the tubes at right angles ( 90° ) and de-burr cut-edges
Check the tubes for ovality, smooth surface, remove the end caps and clean
the inner passage by pressurized air to remove any unwanted particles
(Dirt, Grease, Burrs, etc.)

Installation instruction:-
Insert the tubing in to the Tube fittings. Make sure the tube rests
firmly on the shoulder of the fittings and perpendicular to the axis of
the tube.
The ferrules have to be pre-swaged using swaging machine with proper
dies
Swaging Machine
Swaging machine shall only be used for swaging of ferrules onto the SS tube.
In case of manual swaging, Swaging Die Block shall be used.

Step 2 :
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:
Before tightening the Nut, scribe the nut at 6 o’ clock position.
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.
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.
3. Tighten Nut by hand. Rotate Nut to original position with a wrench. An

increase in resistance will be encountered at the Original position. Then
tighten slightly with the wrench.
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.
Various types of fittings used in Pneumatic Line

1. Straight Union
2. Union Elbow
3. Union Tee
4. Swivel Elbow
5. Street Elbow
6. Male Connector
7. Female Connector
8. Male elbow Connector
9. Female Elbow Connector
10. Reducing Union Elbow
11. Reducing Union Tee
12. Reducing Union Run Tee
13. Male Branch Tee Connector
14. Female Branch Tee Connector
15. Male Run Tee Connector
16. Female Run Tee Connector
17. Male Elbow
18. Female Elbow
19. Female Tee
20. Flange Connectors
Periodical Maintenance
If the nut is found loose:-

(1) Completely unscrew the nut, check for any dust/dirt particle etc.
(2) Re-assemble as explained earlier.
Approved Sources
The Following are the approved sources for SS Tubes & Double
Ferrule Fittings as on date
1. FLUID CONTROLS Pvt. Ltd. ,Mumbai.

2. EXCEL HYDRO PNEUMATICS Pvt. Ltd. Mumbai.
3. FLUIDTEQ SYSTEMS, Mumbai.
4. MARS RAIL FIT ENGINEERS ,Chennai.
5. PANAM ENGINEERS Ltd. ,Mumbai.
6. ASTEC VALVES & FITTINGS Pvt. Ltd. ,Mumbai.
7. VIPAL ENTERPRISES Pvt. Ltd. ,Mumbai.
8. HYD-AIR ENGINEERING Pvt. Ltd. ,Mumbai.
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
For Technical Information/clarification, Please refer to Specification

ICF/MD/SPEC-166 (with Latest Revision/Amendment) available with ICF.
• The Ferrule fittings have been applied in air brake pipe lines of Indian
Railway coaches. Air brake pipelines of LHB coaches are fitted with
Ferrule fittings instead of screwed/welded flange joints.
• Precautions required on ferrule fitted Air brake pipelines:
- Pipelines are to be clamped properly to avoid vibrations.

- Vibrations will loosen the ferrule joints and lead for to
leakage
- Ferrule fittings should not be over tightened.

Chapter 9
Failures & Trouble Shooting
Brake Binding Attention and Isolation of Air Brake System
Sequential procedure of attending Brake binding in LHB Coaches:
Attention of Pneumatic Problems
Step 1:Pull Quick release rod / Wire of DV provided.

With this CR pressure will be reduced and become equal to BP and BC will be exhausted and
brakes should be released and brake indicators should show green. If brakes are not
released through this step, follow step 2.
Release Rod
DV
Brake indicator Reservoir

Step 2:
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

Step 4: Attention to Mechanical brake binding
If there is any jam in the

brake cylinder, calliper unit
or less gap between brake
disc and brake pad causes
brake binding to release
the brakes by Loosening
the hexagonal nut of the
brake cylinder by 27 no
Spanner for all the coaches
except power car which
requires 46 no spanner.
Check that the brakes are
released by shaking the
callipers and work the
train.
If not released, remove the

brake calliper pivot pin of
affected cylinder.
Isolation of Air brake system:
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.
• Isolate FP Isolation cock fitted in Brake control panel

FP IC

• Isolate DV R – charger handle
Empting of Brake system:
• Empty
mpty the AR by opening the AR drain cock
• Empty the CR by pulling the QRV Rod

Ro again to empty the CR
• Isolate both BC Isolating cocks fitted in the brake control panel if not isolated earlier.
Now the train can be allowed.
allowed

Cattle run over (CRO):
Action to be taken during CRO cases at enroute :
• Thorough examination of rake should be done & attend the damages at site and
ensure no further detention.
The following items to be checked while attending CRO.
• Air brake system
• Watering system
• CDTS retention tank
• Foot board
• Brake control panel for damages/leakages.
• If the BP/FP metallic pipe is broken, by-pass the coach with the by pass length pipe.
ACP Resetting:
• To stop the train, pull the Pull Box

handle down wards inside the coach
cabin. After ACP pull, we will get
Four indications, 2 inside the coach
and 2 indications outside the coach.
Inside the coach:

• Red light (LED) glows in the Pull Box
• And Pull Box handle moves down by
approx. 1 inch.
Outside the coach:
• Red light (LED) glows outside the coach on the top of Main Door.
• And we can hear BP leakage sound through PEAV 19 mm choke.

PEAV
• 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.

Brake Accelerator IC
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.
By-Passing of B.P/F.P Main Pipe Line of LHB Coaches

In conventional ICF coaches by-passing means allowing BP pressure from front coaches
through FP pipe line of effected coach and again connecting to BP line of rear coaches and
running the train with single pipe Air brake system.
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
Need for by-passing of BP/FP main pipe line enroute

1. BP or FP metallic pipe broken.
2.Leaking from any part of the Air brake system which cannot be isolated or arrested in the
main pipe line
3. Ferrule joints worked out.

Front portion EffectedCoach Rear portion
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.

NOTE: Similar procedure is to be followed, if FP main pipe or branch pipe is broken, FP
should be bypassed by using FP bypass length pipe.
Air pressure level becoming less or zero:

• Check for which pipe the pressure has become less or zero.
• Check whether the supply from loco is cut off.
• Check whether air hose in between coaches is uncoupled.
• Check whether there is ACP in any coach.
• Check whether there is any continuous leakage through brake accelerator.
• Check any leakage through steel pipe joints.

Chapter 10
M&P, T&P for LHB Air Brake Maintenance
M&P required at Sick line

Synchronized electrically operated whitening jack
1 2
capacity15 tonne (Set of 5 nos.)
2 Single car test rig for air brake system (Fixed) 1
3 Single car test rig (mobile) RDSO sketch No. 81110 1
4 Test bench for distributor valve 1
5 Test bench for brake control panel 1
6 Test bench for CDTS 1
Tools & Equipments required at sick line

Square drive torque wrench 1” male square drive for
7 1
fastening of Nuts and bolts of Bogie frame
8 Torque wrench (ratchet) torque 38 Kg-m sq. drive ¾” 4
Torque wrench (ratchet) torque 3-14 Kg-m sq. drive
9 4
½”
5 Torque wrench (ratchet) torque 7-35 Kg-m sq. drive
10 4
½”
Tool cabinet - As per
11
Requirement-
- As per
12 Feeler gauge
Requirement-
- As per
13 Allen key set as per list
Requirement-
- As per
14 Heavy duty rechargeable torch
Requirement-
S.NO. COMPONENT
M&P and Tools required at Pit line
1 Tool kit (Torque wrenches, Allen keys, pliers, spanners set etc.)
2 Equipment for pneumatic System Functional Test
3 Single car testing rig for air brake system
4 Inspection torches
5 Ball peen hammers
6 Goggles for inspection staff

SN DESCRRIPTION QTY.
WORKSHOP M&P required
1 Single car test rig for air brake system (fixed) 1
3 Test bench for distributor valve 1
4 Test bench for brake control panel 1
5 Simulator cum test bench CDTS 1
Tools & Equipments
1 Phased array ultrasonic flaw detector 1
2 Ultrasonic air leakage detector 2
3 Portable hand drill machine 2
4 Digital stop watch with split time 6
As per
5 Tool cabinet
requirement

LHB AIR BRAKE SYSTEM COURSE BOOK Rev 01

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LHB AIR BRAKE SYSTEM COURSE BOOK Rev 01

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Chapter 1

LHB Design Coach

Operational & Maintenance Superiority

• Stainless steel shell to eliminate corrosion.

Improved Passenger Interface

• Centre Buffer Coupler with anti-climbing features.

S.C.Railway LHB Air Brake System Page 1 of 92

Shell Steels used and their UTS Yield Stress

1. Heat and Sound Insulation

Flooring boards resting on Rubber Flooring boards – Cork Sandwiched

S.C.Railway LHB Air Brake System Page 2 of 92

Salient Features of FIAT Bogie

S.C.Railway LHB Air Brake System Page 3 of 92

ii. Anti-Roll bar

It is a torsion bar with two forks

iii. Traction Centre

Traction Centre transmits

S.C.Railway LHB Air Brake System Page 4 of 92

S.C.Railway LHB Air Brake System Page 5 of 92

S.No. Parameter limit Action

The secondary suspension enables lateral and vertical displacements and

S.C.Railway LHB Air Brake System Page 6 of 92

vi. Wheel &Axle Assembly

S.C.Railway LHB Air Brake System Page 7 of 92

• The DV incorporates additionally a Relay Valve which ensures consistent application

• Wheel Slide Protection developed with advanced microelectronics and use of

S.C.Railway LHB Air Brake System Page 8 of 92

S.C.Railway LHB Air Brake System Page 9 of 92

S.C.Railway LHB Air Brake System Page 10 of 92

S.C.Railway LHB Air Brake System Page 11 of 92

S.C.Railway LHB Air Brake System Page 12 of 92

LHB Air Brake Components, Air Spring, FIBA

Brake system in the LHB coach broadly classified into 4 parts:

a) Brake Frame control (Panel) equipment:

S.C.Railway LHB Air Brake System Page 13 of 92

Connections to the Brake Frame (Panel):

Connections from coach to panel

S.C.Railway LHB Air Brake System Page 14 of 92

It is similar to the conventional coach DV with

Pressure tanks (Air reservoirs

Main reservoir -One

Auxiliary reservoir - One75L for

Check Valves are designed for mounting on

S.C.Railway LHB Air Brake System Page 15 of 92

This electro pneumatic governor utilized to switch ‘ON’

S.C.Railway LHB Air Brake System Page 16 of 92

S.No. Air Brake Component Name Qty./Coach Location

This is directly connected to Brake Pipe and

Emergency Brake Valve (PEAV)

This comes into action to reduce BP whenever

S.C.Railway LHB Air Brake System Page 17 of 92

Pneumatically actuated by brake cylinder pressure

Emergency Brake pull-box

This is pulled by the passenger during emergencies

Bogie Brake Equipment

S.No. Air Brake Component Name Qty./Coach

Brake cylinders with automatic

S.C.Railway LHB Air Brake System Page 18 of 92

Brake Caliper connected ed to the brake cylinder and the

The axle mounted brake disc consists

S.C.Railway LHB Air Brake System Page 19 of 92

S.No. Air Brake Component Name Qty./Coach

Microprocessor Control Unit