AIR BRAKE SYSTEM

IRAB-1
 Air Brake System

BRIEF DESCRIPTION OF THE IRAB – 1 BRAKE SYSTEM

INTRODUCTION

IRAB – 1 brake system has been designed by RDSO and fitted with New Generation ALCO
locomotives. This is a complete air brake version, in which only compressor unit is used
instead of Expressor for creating air pressure in the brake system and all the brake valves
are panel mounted.

SALIENT FEATURES OF IRAB – 1 SYSTEM

1. Locomotives Brakes can be applied and released through independent brake valve

SA9, independently.

2. Formation brakes can be applied & released through Automatic brake valve A9.

3. Locomotive brakes are applied automatically when formation brakes are applied.

4. It is suitable for MU operation also, with which the brakes of trailing units are

controlled from leading unit.

5. Brakes in the rear loco are synchronized with lead loco brakes.

6. Emergency brake application is available to have minimum possible braking

distance, from any control stand and any loco.

7. Safety devices are incorporated to bring the engine to idle in case of emergency

brake application and train parting.

8. In case of train parting between the locos, both the locos will have automatic brake

application.

9. Automatic brake and Dynamic brakes are inter locked. So that, Auto Brake will be

released automatically when the DB is applied.

10. The system can work either with single pipe / dual pipe.

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 Air Brake System

AIR BRAKE SYSTEM VALVES

SL. NO DESCRIPTION PURPOSE

1. A9. Automatic Valve Brake application for Loco as well as

formations.

2. SA 9 Independent Brake Valve Brake Application for Loco alone

3. MU – 2B M.U. Operation, used as gate valve

4. F 1 – Selector M.U. Operation, used as gate valve

5. C2. W. or Additional C2. Valve Feeding B. P. Pressure to the formation

6. 24 A. Double Check Valve This will allow only one operation at a time.

7. C3. W. Distributor Valve Proportionate Brake valve application during

A9. application.

8. C2. Relay Valve For Locomotive Brake.

9. Pressure Switch Loco will be brought to idle during A9

emergency application.

10. D1. Emergency Valve For Emergency brake application.

11. D1. Pilot air valve During Dynamic brake Loco brake will be
released.

12. Pressure Limiting Valve Pilot air to C2.Relay valve for synchronized
brake application is Limited to 2.5 kg / Cm2

13. M. R. Safety Valve When M. R. Pressure goes beyond 10.5 kg /

Cm2 This valve will operate and release
excess pressure from MR.

14. Duplex Check Valve Set at 6 kg / This valve will connect MR1 with feed valve
Cm2 when MR pressure exceeds 6 kg / Cm2

15. D 24 – Feed Valve For Feed pipe Pr: 6 kg / Cm2.

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 IMPORTANT VALVES PROVIDED IN IRAB – 1 SYSTEM.

SA 9 INDEPENDENT BRAKE VALVE: -

It is a variable pressure-reducing valve,

sends pilot air to C2 relay valve to charge brake
cylinder for application and release of loco brake
independently. The outlet pressure can be varied
from 0 to max (3.0 Kg / Cm2) by moving its handle.
Its handle has three distinct positions.
1. Application
2. Release
3. Quick release – In IRAB, this position is not
active.
The output pressure is zero at release
position and the pressure is max (3.0 Kg / Cm2) at
application position. The handle can be placed at
any position between release and application to
have desired out let pressure (i.e. Brake cyl pressure)

A9 – AUTOMATIC BRAKE VALVE

The valve is also a variable pressure-

reducing valve. Its duty is to send pilot air for charging/
exhausting B.P. pressure through C2W relay valve for
releasing and application of loco and formation brake. In
release condition it charges BP upto 5.0 Kg/cm2(max). The BP
pressure can be varied by moving its handle. The handle has 5
distinct positions.
1. Release (BP= 5 Kg/cm2)
2. Minimum release (BP = 4.5 to 4.3 Kg/cm2, BC = 0.5 to 0.7
Kg/cm2)
3. Full service (BP = 3.2 to 3 Kg/cm2, BC = 2.5 Kg/cm2)
4. Over reduction (BP = 2.5 Kg/cm2, BC = 2.5 Kg/cm2)
5. Emergency (BP = 0 Kg/cm2, BC = 2.5 Kg/cm2)
The outlet pressure (Brake pipe) is maximum i.e. 5Kg/ cm2
when the handle is at release position. The pressure will
reduce when the handle is moved to application zone. The BP
 Air Brake System

pressure will correspond to the position of the handle between Min and Full service and will
be zero at emergency.
C2 W and C2 RELAY VALVES :-

C2 RELAY VALVE

It is a high capacity relay air valve.

It gets pilot air from SA9/ A9 and supply MR air

to the brake cylinders at a pressure equal to the

pilot air pressure at a higher rate. Thereby it

applies and releases the brake.

C2 W – Relay VALVE :-

It is similar to C2 relay valve with some

additional features. It is connected to the BP

charging/ exhausting system. It gets pilot air from

A9 brake valve and it charges/ exhausts BP

accordingly. As compared to C2 relay valve it is

having an additional diaphragm and pusher pin above the main diaphragm. If air is charged

above this diaphragm, it pushes the main diaphragm and increases the pressure setting for

the main diaphragm with the same pilot air from A9. This increment is limited by another

arrangement so that the outlet pressure cannot build up more than 5.4 Kg/Cm2. This

function is called as overcharging function. It helps to release the brake binding in any of the

variable from the locomotive cab.

C3W- Distributor VALVE

It is an automatic brake application valve. It is used for conjunction brake application

in the locomotive in proportion to the formation brake. It is having two air chambers. Control

reservoir (CR) and Brake Pipe (BP). If BP  CR, Brake is released, i.e. BC = 0 and when BP

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 Air Brake System

< CR brakes are applied. The difference between CR and BP pressure will decide the

amount of BC pressure. As BP is common in the train and locomotive hence according to

the BP droppage the brake application and release will be synchronized in the formation and

locomotive

MU – 2B: -

It is manually operated change over valve. It

makes the system to be controlled from the same unit or

the leading unit. It also isolates the drivers control for

application and release of brakes in trailing loco.

The knob of this valve has 2 positions.

1. Lead

2. Trail or Dead.

There are many ports in this valve and their

connections are changed as under:

Lead 2,20 3,13 63,53 60 – Exhaust

Trail or Dead -- -- 63 - 30 53 - Exhaust

F1 – SELECTOR: -

This valve is also a change over valve.

It has 2 positions:

1. Lead

2. Trail or dead.

The position is changed automatically according to

the position of MU2B valve. Port 30 from MU2B is piped to

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 Air Brake System

this valve. When there is no pressure in this port F1 selector will assume, lead position. If air
pressure is supplied from the port, F1 selector will assume Trail or dead position.
This valve also has many ports and the connections are given below.

Lead 4-16 30 – 14

Trail or dead 14-16-20

In co-ordination with MU2B, this valve

makes the system to operate as a lead unit or
trail unit.

D1 – EMERGENCY VALVE:-

This valve is a flap valve with suitable lever. It is

connected directly with the Brake pipe. If this valve is

opened, BP drops to Zero at the faster rate and thus brake

application is made very fast with maximum braking effort

and minimum braking distance.

1. In case of emergency, when the assistant driver

notices any obstruction / defect in track which the

driver could not notice, the assistant driver can operate

independently.

2. When the normal application of brakes is not possible or

not affected, the driver or assistant driver can use this

valve to stop the train.

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 Air Brake System

D1. PILOT AIR VALVE CUM BRAKE ISOLATING VALVE

It is an electrically operated solenoid valve. Whenever Dynamic Brake is applied it

disconnects the supply from C3W Distributor valve and

connects it to Exhaust. Thus it nullifies the loco brake

application through A9 when dynamic brake is applied.

PRESSURE LIMITING VALVE :-

This will control the Output pressure of C3 W valve

to the desired level. This valve is fitted at the outlet of

C3W valve to limit the Brake Cylinder pressure to

2.5Kg/Cm2.

24 – A DOUBLE CHECK VALVE :

This connects two inlet passages in a common

outlet. At a time it connects only one of the two inlet

passages with the outlet by isolating the other.

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AIR FLOW MEASURING VALVE

This valve indicates charging rate of BP / the leakage of BP pipe through an

indicator, which is calibrated in term of No of wagons. Indicator is located at driver’s control

stand. MR air is connected to C2 W relay valve through Air Flow Measuring valve.

Construction:

MR air is connected to C2 W relay valve through inlet and outlet passages of AFM

valve. Disc valve controls inlet and outlet passage of AFM valve. Disc valve has two small

ports, one connects MR air to the top chamber of Disc Valve and other connects MR from

top chamber of disc valve to Additional C2 Relay valve. Top chamber of Disc valve is the

bottom of main diaphragm. Disc valve is pressed down through a follower & spring on its

seat. Choke B is provided to connect MR air to top chamber of main diaphragm. Choke C is

provided to supply `main diaphragm top chamber air’ to indicator, when diaphragm moves

down word. Choke D is provided regulate air supplied through choke C towards indicator.

Working:

When the brake pipe is fully charged with air and the air brake is in the release

condition, the air flowing from the main air supply through the Airflow measuring valve and

to the brake pipe is that necessary to overcome leakage. In this condition the disc valve is

closed as shown in diagram and air from the main supply passes through choke A in to the

top chamber of disc valve and out to the Additional C2-Relay valve. It also passes in to the

chamber under the diaphragm via the space around the follower. At the same time, air from

the main supply passes through a filter and choke B in to the chamber above the

diaphragm.

So long as the pressures above and below the diaphragm are equal, the diaphragm

floats against the choke C. As brake pipe leakage occurs, the pressure at the outlet port

and under the diaphragm falls and the diaphragm is moved down away from the choke C

and permits air entering the chamber above the diaphragm via choke B, to flow through

choke C to an indicator and through choke D to atmosphere.

 Air Brake System

Choke D is smaller than choke C and an intermediate pressure builds up in the

passage between them and registers on the indicator. This intermediate pressure is related

to the flow of air through choke C that is controlled by the diaphragm reacting to the

pressure under it. As the pressure under the diaphragm depend upon the fall of pressure at

the outlet port relative to the main supply pressure, being guided by the flow rate towards

BP to make good the leakages during run. It also determines the flow of air through choke

A. The indicator therefore provides a visual indication of the amount of air flowing to the

brake pipe.

During initial charging or release of brakes, when a large quantity of air passed to the brake

pipe, the pressure at the out let port and in spring chamber reduces sufficiently. It allows the

supply pressure to lift the disc valve off its seat and permit unrestricted flow of air to the

brake pipe through C2 W-Relay valve. Under these conditions a high intermediate

pressure builds up in the passages between chokes C and D, and the indicator indicates a

high rate of airflow.

Choke D is variable to facilitate calibration and may be altered by means of an adjusting

screw, turning the screw clockwise reduces the aperture and turning it anticlockwise

enlarges it.

Calibration

The Airflow measuring valve includes a calibration choke enclosed by a vent plug.

This feature is provided to facilitate the calibration of the equipment on the vehicle.

There is a test stand, where the needle valve setting is calibrated on 130 psi charging line.

Where AFM valve indicator gauge reads 70 psi/ 100 wagons reading.

AIR FLOW INDICATOR

It is an air pressure gauge with two pointers. Red pointer is called reference pointer,

which is attached to a knurled knob and protrudes through the dial glass, so that it can be

set manually in any desired position, where as the other pointer (White) moves on the scale

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 Air Brake System

depending up on the air flow. The indicator is connected to the measuring valve through R-6

relay valve. The scale on the gauge is calibrated in terms of number of wagons. The 60

marks correspond to the maximum rate of airflow that can be accepted to overcome leakage

on a 60 wagon train and so on.

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 Air Brake System

INDEPENDENT BRAKE APPLICATION AND RELEASE.

Independent brake application and release is controlled through SA9 Brake handle.

When SA9 handle is kept in released position, Brakes are in released condition.

When SA9 handle is moved to application zone, it supplies pilot air to C2 relay valve through

Port No: 20 to Port No: 2 of MU2B. In lead loco or single unit loco MU2B is kept in lead

position. In this, Port No 2 & 20 are interconnected and air from MU2B will come out through

port 20. This air acts as Pilot air for C2 relay valve, entering at Port No 2 (Pilot port) through

a double check valve. This pressure acts at the top of main diaphragm of C2 relay valve. (In

trailing loco the MU2B is kept in trail position, port No 2 & 20 are isolated hence brake

cannot be applied from the trailing loco).

C2 relay valve in turn will supply air to the Brake Cylinder through port 3 at a

pressure equal to pressure at port 2.

There are two Brake cylinders in locos. The outlet air from C2 relay valve goes to the

brake cylinders and applies the brakes.

One branch from C2 relay outlet is connected to F1 selector port 30. Since MU2B is

in lead, F1 selector also will be in lead and hence the air at port 30 comes out through port

14 and charges the brake cylinder-equalizing pipe. Normally the COCs at both the ends of

BC equalizing pipe are in closed condition. This pipe will be coupled to the trailing loco in

MU operation to apply the brakes in trail loco.

If the SA9 handle is moved to release position, the pilot air supplied to C2 relay port 2

will be withdrawn and exhausted through SA9 exhaust port. In turn, C2 relay valve will

withdraw the brake cylinder pressure and exhaust it through exhaust port, till the Brake

cylinder pressure is equal to pilot air pressure at port 2. (In this case 0). The pilot air for

Brake cylinder pressure will be proportionate to the position of SA9 handle during application

and release. A gauge pipe is connected after the front truck Brake cylinder COC to indicate

the BC pressure to the driver’s control stand.

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 Air Brake System

AUTOMATIC BRAKE APPLICATION AND RELEASE.

BP CHARGING

The charging and exhausting of BP is done through A9 Brake handle for application and

release of formation brake in conjunction with Loco Brake.

When the A9 handle is kept in release position, it supplies pilot air at 5 Kg/Cm 2 to the

port 2 of C2W relay air valve through MU2B port 3 and 13. A volume reservoir is also

connected at this line to dampen fluctuation of pressure. C2W valve thus charges the BP

equal to the pilot pressure. At the outlet of C2W valve, a ¾” COC is fitted which should be

open in single unit / lead unit and closed in trailing unit.

At the inlet to C2W relay valve, an airflow-measuring valve is fitted which is

connected to an Air Flow Indicator Gauge situated at Driver’s Cab. The indicator indicates

the rate of MR airflow through C2W relay valve i.e. rate of charging of BP. This arrangement

is used to find the condition of brake pipe. If the leakage in B Pipe is high, the indication will

show a higher valve. If there is no leakage the indicator show zero.

MONITORING OF BP CHARGING

While starting a train after coupling and charging the Brake pipe, the driver should

check the indicator reading. It should be less than the number of vehicles in that train. (The

graduations are in ‘No of wagons’) and turn Red needle and align with the white needle.

While working, if BP starts leaking, the white needle will overshoot the red needle. This is

the indication of a problem / leakage in Brake pipe. On getting this indication, the driver

should stop, investigate the reason for BP leakage and rectify.

When the A9 valve handle is moved to application zone i.e. to min. reduction, or

more, A9 valve reduces the pilot air to C2W and hence C2W also reduces the brake pipe

pressure (BP charging rate drops to zero).

When A9 handle is kept in Emergency, the Brake pipe drop to zero immediately

causing emergency brake application in formation (BP charging rate drops to zero).

During release the rate of charging of BP is very high and the white needle deflection

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 Air Brake System

of Airflow indicator shoots up and then stabilizes, which should not be misunderstood as

defect in Brake pipe

BRAKE PIPE CHARGING (IRAB 1)

Ex

MU2B
5 3 13
A91 2 way
Res Choke
magnet
valve
30
MR Over charging
Airflow Res
Indicator
2 C2W
Choke 5.5 mm
MR
PATB 2 way 1
Airflow magnet Ex
Pressure Switch
measuring valve 3
picks up 4 Kg/cm2
valve
drop out 3.5 Kg/cm2
Quick charging
PCS
Pressure switch
Drops out 2.8 Kg/cm2
picks up at 4.0 Kg/cm2

Brake pipe

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AUTOMATIC / CONJUCTION BRAKE IN LOCOMOTIVES:

The arrangements of valves are shown in sketch.

When there is a reduction in brake pipe, C3W valve senses it and supply air pressure

proportional to the reduction in BP for the brake cylinder. This air passes through the limiting

valve and then to F1 selector valve Port 4. If the MU2B and also F1 selector are in lead, this

pressure flows to the C2 relay valve port 2 though the double check valve and applies the

loco brakes. When the BP is recharged, C3W valve will withdraw the air and exhaust it

causing the C2 relay to release the brakes in the loco.

ACTION ON DYNAMIC BRAKE APPLICATION:

If dynamic brakes are applied, (while the Automatic brake is also ON) D1 pilot air

valve fitted in between limiting valve and F1 selector will be energized causing the normal

passage to cut off and air applied to C2 relay through F1 selector to be exhausted. This

causes the loco brakes to release. This feature is provided to avoid excess (two brakes ON

at a line) braking in loco and hence wheel skidding. When DB is released, normal operation

of automatic brake is restored.

OVER CHARGING FUNCTION:

Generally, if there is brake binding in any of the vehicle in formation, the crew has

to reach the particular vehicle and release the brakes manually. It will take several minutes.

To avoid delay due to brake binding, the brake pipe is charged more than 5 Kg/Cm 2

(i.e.5 Kg/Cm2 max). By doing so, the C3W valves of all the vehicles will be forced to release

the brakes, because as per general logic brake releases when BP is equal to or more than

CR. This is done by the over charging function in this system.

For overcharging, the crew should press overcharging button, in certain cases

switch. This switch energizes the 2-way magnet valve, supplying BP pilot air to C2W relay

valve. This pressure increases the setting of C2W valve to 5.4 Kg/Cm2 (this is done by

charging the top diaphragm to an additional value). The overcharging continues till the

button/ switch hold pressed. It is advisable not to allow the BP to rise more unnecessarily
 Air Brake System

CO-ORDINATED BRAKING
APPLICATION

MR
CR
Limiting 3 Way F1
valve set Magnet Selector
to 2.5 Kg/cm2 valve
C3W 4
BC
Ex Ex 16
Isolating To C2 relay
cock for loco brake

long time to resume the normal operation. The switch should be released as soon as the BP

rises to 5.2 Kg/Cm2.

QUCIK CHARGING FUNCTION:

Normally to meet the leakages in the BP line during running condition a 5.5 mm

choke is provided at the inlet to the C2 relay valve, the purpose of providing choke is just to

meet the loss of BP during run. Otherwise excess rate of charging will not reduce the BP for

application of brake and indication in case of Chain pulling / guard’s brake application. But

during initial charging and releasing of brake BP need to be charged faster. To charge the

pipes faster, a by pass for this choke is provided with a 2 way magnet valve. On energizing

the magnet valve, the choke is bypassed to normal opening ¾”, resuming the normal

capacity of C2W relay valve.This should be used to avoid auto flasher to switch ON during

releasing the brakes (which takes place if the charging time is more than 60 sec).

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 Air Brake System

SAFETY DEVICES:

These safety devices are shown in the sketches.

A9 EMERGENCY

The A9 emergency is applied BP will be reduced to zero. When the pressure is less

than 2.5Kg/Cm2 the PCS operate and brings the engine to idle.

TRAIN PARTING:

When train parting occurs, air leaks out heavily through the brake pipe causing

Airflow indicator to shoot up. When the reading goes beyond 80 wagons (4.0 Kg/cm2) at the

indicator pipe, the PCS operates and brings the engine to idle. If the trouble is

rectified and the reading reduces to 70 wagons, (3.5 Kg/ Cm2 at the indication pipe) this PCS

resets and allow the engine to rise.