MECHANICAL SYSTEMS

WITH TROUBLE SHOOTING

DTTC/GTL/SCRly
 LUBRICATING OIL SYSTEM

Purpose of lubrication:
1.To reduce the friction between the rotating parts.
2.To reduce wear and tear of the rotating parts.
3.To cool the parts.
4. To washout the dust particles from the surface of the parts.
5. To avoid oxidation of parts.

Type of Loco Sump Capacity ( Dipstick

in Lts.) capacity (High
mark to Low
mark ( in Lts.)
YDM4, 4A 530 100
WDM2 910 400
WDM3A 1110 600
WDG3A 1110 600
WDP1 760 320
WDG4 1457 625
WDP4 950 167
WDM3D 1025 600
DTTC/GTL/SCRly
DTTC/GTL/SCRly
 PARTS LUBRICATED BY ENGINE LUBE OIL SYSTEM
From the lube oil main header, lube oil passes in six ways-
MAIN HEADER PIPE: Main header pipe is fitted in side the
engine crank case below screen mesh. This pipe is available
from engine free end to power take off end. From this pipe
through S-jumper pipes, oil enters to nine main bearings, then
into the crank shaft through drilled holes available on crank
shaft journal & will come out through holes available on crank
pin and lubricate connecting rod big end bearings then
through riffled hole in connecting rod will come to small end
of connecting rod & lubricate small end bearings then through
drilled holes in piston pin will come to & lubricate piston pin
bushes and then spread over internal surface of piston for
cooling after that oil falls down on the crank shaft webs and
splashed back inside the cylinder liner for lubrication of piston
and liner and then oil returns to the sump.
DTTC/GTL/SCRly
 LEFT AUXILIARY HEADER & RIGHT AUXILIARY HEADER:
Through auxiliary headers, three types of parts will be
lubricated.
Engine valve lever mechanism
Fuel injection pump supports
Through spray nozzles cam gears will be lubricated.
LEFT SIDE CAM SHAFT & RIGHT SIDE CAM SHAFT: From this
cam shaft branches, dampers ,cam shaft bushes and OSTA will
be lubricated.
One branch pipe for lubrication of Turbo Super Charger
parts.
One branch pipeline to gauge : This branch goes to the lube
oil gauge in Drivers cab.(Also connected to WW Gov)

DTTC/GTL/SCRly
 REASONS FOR LUBE OIL PRESSURE DROPPING
Less lube oil in the sump.
Lube oil pump may be defective.
Relief & regulating valves may be stuck up in open condition.
Delivery pipes may be leaking.
Filter drum filters may be chocked.
Filter drum o ring may be damaged.
Filter drum & strainer casing drain cocks may be partially
open.
Strainer may be dirty.
Engine not running at proper speed as per stipulated notch.
Engine temperature may be high.
Water or Fuel oil mixed with lube oil.
Lube oil gauge may be defective.
Gauge pipe line may be damaged.

DTTC/GTL/SCRly
 TROUBLE SHOOTING
A.LUBE OIL PRESSURE DROPPING:
1. Less lube oil in the sump, add lube oil.
2. Relief & regulating valves may be stuck up in open
condition , tap gently.

DTTC/GTL/SCRly
3. Strainer casing drain cock may be partially open ,
tight it.

DTTC/GTL/SCRly
4. Filter drum drain cock may be partially open , tight it

DTTC/GTL/SCRly
5. Delivery pipes may be leaking, leakages to be attend.
6. If lube oil pressure not building during starting, Do not try to
re crank several times other wise batteries may be discharge ,
press Governor linkage for quick firing.

DTTC/GTL/SCRly
LLOB TRIPPED : RESET IT BEFORE RECRANKING OTHERWISE
ENGINE WILL CRANK BUT NOT FIRE.

DTTC/GTL/SCRly
 WORKING OF FUEL OIL SYSTEM ( 16 Cyl) BG LOCOMOTIVES

Before cranking the diesel engine, for the purpose to

create fuel oil pressure & to supply fuel up to FIP the
following items to be put ON.
Battery Knife switch provided in nose compartment,
MB1& MB2 breakers on control panel,
MFPB 1 & 2 breakers in both control stands
Fuel pump breaker (FPB) on control panel .

DTTC/GTL/SCRly
 TO TANK

19

12
11

10
9
8

16 15 13
13A
TO TANK
14 17

18
6
20 7

4
5 M
3 L
1C 1A
2

1
1B

1D

FUEL OIL SYSTEM 16 CYL 'V' TYPE ALCO ENGINE (BG)

DTTC/GTL/SCRly
REASONS FOR FUEL OIL PRESSURE DROPPING EVEN THOUGH FUEL
PUMP MOTOR WORKING

Less fuel oil in the tank.

Fuel trap may be dirty.
Primary and secondary filters may be chock.
Suction pipes may be air drawing.
Relief & regulating valves may be stuck up in open
condition.
Love joy coupling may be slack.
Delivery pipes may be leaking.
Fuel booster pump may be defective.
Gauge pipe line may be damaged.
Fuel oil pressure gauge may be defective.
Water contaminated with fuel.

DTTC/GTL/SCRly
 TROUBLE SHOOTING
Fuel oil pressure dropping:
1. If Fuel oil pressure dropping and hauling power is OK then write
remark in log book and work further. Otherwise steps to be
taken given below to solve the problem.
2.Fuel oil level to be check. If need add at fuel station.
3.Fuel oil leakages to be check, and tight the joints.

DTTC/GTL/SCRly
4.Relief & regulating valves may be stuck up in open condition
tap gently.

DTTC/GTL/SCRly
5.Love joy coupling may be slack, tight it

DTTC/GTL/SCRly
6.a. Primary filter may be chock, Bye pass it.
b. Suction pipes may be air drawing, tight the joints and air
lock to be removed from delivery side.

DTTC/GTL/SCRly
7.Fuel trap may be dirty , to be clean

8.Gauge pipe line may be damaged, dummy it.

DTTC/GTL/SCRly
B. High pressure pipe line (HP line ) leaking :
Lock the fuel rack of particular fuel injection pump.
C. Fuel jumper or Banzo bolt leaking:
Dummy the fuel jumper.

DTTC/GTL/SCRly
 ENGINE AIR INTAKE SYSTEM or CHARGE AIR SYSTEM

NECESSITY OF SUPER CHARGING:

To obtain more Horse Power from the engine it is necessary to burn

more fuel inside the engine cylinder(s). For complete burning of this
fuel and to give maximum heat energy, presence of more amount
of air is required. But by the action of piston inside the cylinder
during suction stroke always a constant volume of air only can be
sucked which depends on cylinder sizes. To put in more amount of
air into it, the atmospheric air is pre- pressurized outside the
cylinder(s) by the use of a rotor driven blower (rotary compressor).
This rotor works with the exhaust gases coming from engine. The
process of sending this pre-pressurized air to the engine is called
super charging and the machine used for this purpose is called
Turbo Super Charger(TSC).
Turbo Super Charger(TSC): This machine consisting of a turbine rotor
unit comprising of a turbine rotor with blades, and a blower (rotary
compressor) which are connected with a rotor shaft.

DTTC/GTL/SCRly
DTTC/GTL/SCRly
 TURBO RUNDOWN (TRD)TEST
This test is conducted on Diesel Electric locomotives, to understand the functioning of
turbo super charger in case of BAP not building up/ hauling power poor/ lube oil
throw from turbo chimney or unusual sound from turbo unit.
In this test, the time taken by the turbine rotor to STOP on its OWN is measured after
complete stopping of Engine crank shaft.
PROCEDURE FOR CONDUCTING TRD TEST:
1. Before going to conduct TRD test, SAFETY should be observed:
a) there should not be OHE (AC traction) lines in section.
b) the loco/train should be secured properly as per the procedure.
2. Keep GFCO switch in OFF, 'RH' in neutral.
3. Keep the engine in IDLE, observe engine. It should be normal.
4. Observe for any leakages of exhaust gases.
5. After that keep the engine in stipulated notch depending on type of turbo in the loco.
6. Shutdown the engine at that notch using MUSD switch.
7. Wait for engine crank shaft to STOP by observing fast coupling.
8. Then observe the turbine rotor rotation from exhaust chimney for its STOP.
9. Note down the time taken by turbine rotor to stop after engine crank shaft stopping.
It should be within the limits as prescribed for that particular type of turbo.
10.If it is less than the prescribed values, then fail the locomotive by giving message
with the prevailed trouble in turbo.
DTTC/GTL/SCRly
 TURBO RUNDOWN TEST FOR DIFFERENT TURBO SUPER CHARGERS
Sl. TYPE OF LOCOS ON PRELIMINARY NOTCH TRD REMARKS
No TURBO WHICH CONDITIONS AT TIME
PROVIDED FOR TRD TEST WHICH IN
ENGINE SEC.
TO BE
SHUT
DOWN
01. 720 A/ ALCO WDM2 1. No OHE lines 4TH notch 90-180 Observe Turbine
2. Loco/train to rotation through
02. NAPIER WDM2 be secured as IDLE 25-65 exhaust chimney.
2600 or 3100 HP (mod.) per procedure.
WDM3A 3. Engine
WDG3A condition
WDP1
WDP2
03. ABB -do-
4. No exhaust 4TH notch 120-
2600 or 3100 HP manifold 200
leakages.
04. GE,HS,ABBTPR61 -do-
5. No BAP ------- ------ No TRD test
leakages specified
05. 350C
6. Radiator fan 8TH 90-180 Observe blower
YDM4 &4A NOTCH from air duct
should be in
stopped window.
condition.
7. Turbine rotor in
rotation
DTTC/GTL/SCRly
720 A TURBO SUPER CHARGER

DTTC/GTL/SCRly
ABB TURBO SUPER CHARGER

DTTC/GTL/SCRly
ABB TURBO SUPER CHARGER

DTTC/GTL/SCRly
NAPIER TURBO SUPER CHARGER

DTTC/GTL/SCRly
 REASONS FOR BOOSTER AIR PRESSURE DROPPING OR HAULING
POWER POOR (MECHANICAL REASONS)
Fuel oil pressure dropping
Exhaust gasket between head & manifold may be given up
Exhaust manifold may be cracked
Turbo super charger may be defective
Turbo to after cooler housing flange joint gasket may be given up.
After cooler housing to engine block joint gasket may be givenup
After cooler to after cooler housing joint gasket may be given up
Air inlet elbow top & bottom gasket may be given up
Air filteration system may be dirty
Aftercooler chocked or blocked
Lifting I-BOLT may be slack
Booster air gauge may be defective or BAP pipe line may be
damaged
DTTC/GTL/SCRly
 REASONS FOR TURBO BACK PRESSURE (SURGING)
Faulty fuel injection system .
Improper nozzle ring gap.
After cooler blocked.
Air filteration system may be dirty.
Improper power matching.

REASONS FOR TURBO OIL THROWING

Turbine end oil seal may be defective.
Piston rings may be weak.
Liners may have ovality.
Excess oil in oil bath air maize.
Cylinder head valves or Injector nozzle may be dropped.

DTTC/GTL/SCRly
 TROUBLE SHOOTING
Turbo back pressure (surging): Reduce the throttle (notch) and work
further.
Turbo oil throwing: Conduct turbo run down test (TRD test).If OK work
onwards.
Booster air pressure dropping or hauling power poor:
1. Check fuel oil pressure. If OK then
2. Check Excitation cards and gently tap .

DTTC/GTL/SCRly
3. Check Governor linkage, for free movement.

4. If exhaust joints leaking, tight it if possible and conduct TRD.

DTTC/GTL/SCRly
 COOLING WATER SYSTEM IN LOCOMOTIVES
To produce more power from the engine, it is necessary to burn more fuel in the
engine cylinders. Due to this the increased temperature will cause more heating of
surrounding components. To control this and also to keep lube oil viscosity within
the limits a cooling water system is incorporated. Here in cooling water system, the
following things are happening- One the cooling of engine components using
coolant water and the other the cooling of coolant water itself in radiators for re-
circulation. For the circulation of water in system, a centrifugal type water pump is
provided at the free end of the engine block. To achieve perfect cooling by the
cooling water, the water used is either distilled or de-mineralized water further
treated with chemicals known as Indion 1344 (Boron nitrite). With the adding of
these chemicals the color of water will change to pink. The advantages behind this
treatment is as follows:
Treated water avoids corrosion on ferrous metals.
It dissolves all water salts avoiding scaling in cooling water system.
It protects the flowing water from foaming, which may lead to air locks.
Boiling point of water is increased to minimize evaporating and consumption of
water.
Leakage in the cooling water system is easily noticed as color marks (scars) noticed
on leaking sources and also this chemical arrest minor leakages by forming powder
deposits at leaking joints.

DTTC/GTL/SCRly
DTTC/GTL/SCRly
 TROUBLE SHOOTING
Reasons for water temperature raising and hot engine alarm
1.Due to LWS:
Malfunctioning of LWS .
3 way COC may be closed.
Water level drops below one inch from the bottom of the tank.
2.Due to ETS:
Water temperature above 900C.
Radiators may be choked.
Radiator room door may be open
ECC may be defective
Radiator fan not working
Continuous load on engine
Less water in expansion tank
Atmospheric air temperature may be high
Right angle gear box may be defective
R-1 and R-2 contactors may be defective.
TS-1,TS-2 &ETS may be defective or malfunctioning or setted wrongly.
Water pump may be defective.
(During hot engine alarm , driver to keep ERF ON , and if track permits reduce
the throttle and fast air pumping to do).
DTTC/GTL/SCRly
 EXPRESSOR

The combined unit of exhausters and compressor is

called the expressor unit. This unit runs through
engine crank shaft which is connected to it with a
fast coupling. The expressor of 6CD-3UC model
consists of 6 cylinders out of which 3 cylinders will
work as exhauster cylinders and 3 cylinders will
work as compressor cylinders ( 6 CD-4UC type
expressor will have 4 exhausters & 2 compressors).
The large compressor cylinders are Low pressure
cylinders. And small compressor Cylinder. is High
pressure cylinder.
DTTC/GTL/SCRly
WORKING OF EXHAUSTERS:
During the running of exhauster cylinders, all the cylinders will
suck-in air from vacuum train pipe and simply discharges this
air into atmosphere so as to create vacuum in VTP.
WORKING OF COMPRESSORS:
During the running of compressor cylinders the LP cylinder
draws the atmospheric air through air intake filter. The
discharge of the LP cylinder is sent into an INTER COOLER.
Here the air is getting cooled with the help of inter cooler fan
mounted on expressor crank shaft. Further this air is sent into
HP comp. cylinder. Due to the working of HP cylinder., further
the air pressure is increased and discharged into MR1 air
reservoir through MR cooling coils.
An inter cooler safety valve is provided at the outlet of inter
cooler (set at 4.2 Kg/cm2) to save the inter cooler tubes from
damages.

DTTC/GTL/SCRly
 AIR SYSTEM:
The air charged in the MR1 reservoir is further sent into MR2
reservoir through a Non- Return valve. Also the MR1 air is
utilized directly for-
1. horns
2. wipers
3. sanders
4. To control circuit through a N1 reducing valve ( set at 5
kg./cm2) for the operation of BKT, REV and Power contactors.
5. MR equalizing pipe through a duplex check valve.
6. Feed pipe through a 1 FP COC and Feed valve (set at 6
Kg/cm2) .
7. One connection for working of AC Governor. From the MR2
air reservoir the air is utilized for the brake system through a
J filter and COC
DTTC/GTL/SCRly
 AIR COMPRESSOR GOVERNOR

This governor is provided in the expressor room. A pipe line is

connected from MR1 outlet through a COC to this governor. It
controls the MR air pressure in the reservoirs between 10 and
8 Kg/cm2. When the MR air reaches 10Kg/cm2, this governor
will not allow the compressor to charge the reservoirs by
keeping the un loader valves pressed provided on inlet side of
both LP and HP cylinders. Mean time due to the utilization of
air in the system, the MR pressure will drop to 8Kg/cm2. Then
this governor stops operating un loader valves. As usual the
compressor charges the MR air reservoirs. This process is
called loading and unloading of compressor.

DTTC/GTL/SCRly
 AUTO DRAIN VALVE(ABD VALVE)
The same AC governor also actuates the ABD valve provided
on MR air reservoirs. This valve is meant for discharging the
moisture from MR reservoirs during unloading and loading of
compressor. A COC is provided for ABD valve which should be
always kept in open condition. In case the MR air is
continuously blowing COC may kept in closed condition.

EXPRESSOR LUBRICATING SYSTEM

The required lube oil for the expressor lubricating system is
stored in expressor crankcase. The sump capacity is 30 ltrs. A
chain driven lube oil pump is provided inside the crankcase.
The pump forces the oil in the system during the working of
expressor. A lube oil pressure indicator, called brass spindle
unit is provided on the top of the crankcase. This brass
spindle will project out with the help of lube oil pressure
created in the system.
DTTC/GTL/SCRly
 TROUBLESHOOTING INCASE OF BRASS SPINDLE NOT PROJECTING
Secure the loco
Keep the engine speed in idle condition.
Check for any unusual sound from expressor
Raise the engine rpm to second notch and observe for brass
spindle projection
If not projected, slightly slack the screw available on brass
spindle unit
Shake the screw and observe for lube oil coming out with
pressure. If oil is not coming out, fully open the screw and
check for any obstruction inside the hole.
If oil is coming, re-tight the screw and work onwards duly
observing oil levels.
If oil is not coming, suspect for chain driven pump defective
and shutdown the engine, to avoid expressor damage.
Check oil level, if less Take the advise for further action, if OK
fail the loco.
DTTC/GTL/SCRly
DTTC/GTL/SCRly
 REASONS FOR BRASS SPINDLE NOT PROJECTING

No oil in the expressor sump

Lube oil pump chain may be cut
Lube oil pump may be defective
Brass spindle itself defective
Expressor lube oil relief valve defective
Expressor choke pipe may be leaking
Expressor lube oil pump strainer may be dirty

DTTC/GTL/SCRly
 CRANKCASE VACUUM MAINTAINING VALVE(BREATHER VALVE)
While working the expressor due to the hot lube oil and
escaped air from cylinders the crankcase is occupied with
fumes and air. If this is continuously allowed, the crankcase
may burst. To avoid this, a breather valve is provided on
crankcase. The inlet of this valve is open to crankcase and the
outlet is connected to exhauster cylinder inlet. During the
working of exhausters along with the vacuum train pipe air,
the crankcase air is also sucked and ultimately discharged in
to atmosphere. To maintain the required vacuum, this valve is
having a plunger which cuts off the outlet after required
vacuum is created inside the crankcase.

If sufficient vacuum is not available the expressor lube oil will

through from discharge pipe. In this condition, check for any
loose oil filling plug or damaged copper pipe connections to
avoid unnecessary oil loss.

DTTC/GTL/SCRly
 REASONS FOR EXPRESSOR OIL THROWING

Excess oil in the expressor sump

Piston rings may be weak
Breather valve may be defective
Oil filling cap not secured properly
Breather valve copper pipe may be damaged
Both side inspection door gaskets may be given up or
bolts may be slack
Both side oil seals air drawing
Bayonet gauge not secured properly
Expressor crank case may be cracked

DTTC/GTL/SCRly
 EXPRESSOR OIL THROWING
Check Expressor oil level, if excess , work further as it
is.
Oil filling cap may not secured properly, secure it.
Breather valve copper pipe may be disconnected,
connect the same.
Both side inspection door bolts may be slack, tight
them .
Bayonet gauge may not secured properly, secure it.

DTTC/GTL/SCRly
DTTC/GTL/SCRly
DTTC/GTL/SCRly
EXPRESSOR/COMPRESSOR OIL LEVEL INDICATOR

DTTC/GTL/SCRly
 DIFFERENT TYPES OF EXPRESSOR & COMPRESSOR ON DIESEL-ELECTRIC LOCOS

Sl. Type Of Locos On No. No. Of Lube oil system Crank case Other
No. Expressor/ Which Of comp. vacuum system Modifications
Compressor Provided Exh. Cyl.
Cyl.

01. 6CD-4UC WDM2/ YDM4 04 02 1. Type of Oil SP150 The expressor ---
&4A (1LP & 2. Capacity- 30 Ltrs. crank case is
1HP) (max) connected to
3. Oil level spy glass/ dip one side
stick gauge exhauster
4. Chain driven/ gear cylinders
driven lube oil pump through
5. Brass spindle unit BREATHER valve
and copper pipe.
02. 6CD- 3 UC WDM2 (mod.) 03 03 -do- -do- ---
or WDM3A (dual (2LP &
KE-6 brake) 1HP)
WDG3A
(dual brake)
WDP1

03. Pure air WDM2A - 03 Lube oil pump is driven A breather pipe One extra
compressor WDG3A NIL- (2LP & by a gear. is provided on after cooler
( ELGI- (IRAB1) 1HP) crank case to is provided
3CDB) WDM3A maintain vacuum ( on engine
(KCW- (IRAB1) in side the side) between
523/623) sump. HP outlet and
MR cooling
coils.

DTTC/GTL/SCRly
 REASONS FOR MR PRESSURE DROPPING

MR1, MR2 drain cocks may be open

Auto drain valve may be continuously blowing
MR Safety valve may be continuously blowing
BP, FP, MR, BC equalizing pipes may be opened to
atmosphere
Expressor pipe line may be leaking very badly
Inter cooler tubes may be damaged
Inter cooler safety valves may be defective or dropped
AC governor may be malfunctioning
Compressor valves may be defective
MR gauge may be defective
Piston rings may have heavy blow-bye
Air intake strainer may be dirty

DTTC/GTL/SCRly
 MR PRESSURE DROPPING

AC governor may be malfunctioning : Close the AC

Governor cut out cock . If MR builds up and MR
safety valve starts blowing then open MR1 drain cock
partially.
MR1, MR2 drain cocks may be open, close it.
Auto drain valve may be continuously blowing .
Tap it gently , if not resetted close the COC.

DTTC/GTL/SCRly
AC Governor
cut out cock

DTTC/GTL/SCRly
MR drain Auto drain Auto drain
cock valve COC valve

DTTC/GTL/SCRly
 BP, FP, MR, BC equalizing pipes may be opened to atmosphere,
close the cut out cocks

DTTC/GTL/SCRly
 Inter cooler safety valves stuck up in open condition, tap
gently.
Inter cooler safety valves may be dropped. Without shut
down the engine , refit it in idle condition.

Inter cooler
safety valves

Inter
cooler

DTTC/GTL/SCRly
 Air dryer continuously blowing , remove Amphenol plug.

Air dryer
Amphenol plug

DTTC/GTL/SCRly
 Feed valve may be exhaust blowing , close Feed valve cut out
cock.

duplex check Feed valve cut

Feed valve
valve out cocks

DTTC/GTL/SCRly
 MR Safety valve blowing continuously, tap gently.

MR Safety
valve

DTTC/GTL/SCRly
BRAKE SYSTEM

DTTC/GTL/SCRly
 TYPES OF BRAKES AVAILABLE IN DIESEL ELECTRIC
LOCOMOTIVES

Generally Diesel Electric locomotives are fitted with

five types of brakes
SA-9 INDEPENDENT LOCO BRAKE
A-9 AUTOMATIC BRAKE
D-1 EMERGENCY BRAKE
HAND BRAKE
DYNAMIC BRAKE

DTTC/GTL/SCRly
TYPES OF BRAKE SYSTEMS AVAILABLE IN DIESEL
ELECTRIC LOCOMOTIVES
Generally DIESEL ELECTRIC locomotives are fitted with four types
of brake systems
28 LV-1 SYSTEM: The locomotive fitted with 28 LV-1 system is
meant for vacuum formation only. Ex: YDM4
28 LAV-1 SYSTEM: The locomotive fitted with 28 LAV-1 system
is meant for both vacuum formation and air brake formation
(BP formation). So 28 LAV-1 system is also called as dual brake
system.
Ex: WDM2,WDM3A,WDG3A , WDP1 locomotives.
IRAB-1 SYSTEM: The locomotive fitted with IRAB-1 system is
meant for pure air brake formation (BP formation) only. Ex:
WDM2,WDM3A,WDG3A locomotives.
CCB SYSTEM: This system locomotive is meant for pure air
brake formation. Ex: WDG4/WDP4

DTTC/GTL/SCRly
FUNCTION OF BRAKE VALVES IN BRAKE SYSTEM

A-9 AUTOMATIC BRAKE VALVE:

The A-9 brake valve is a compact, self-lapping, pressure

maintaining brake valve which is capable of graduating in
application and release of formation and locomotive brakes. It
has five positions: Release, Min. reduction, Full service, Over
reduction and Emergency. This valve will supply pressure to
the outlet in release position itself and thus helps in charging
of BP pipe pressure. This valve has a feed valve at the back of
it and permit to adjust the BP pipe pressure to the required
level.

DTTC/GTL/SCRly
SA9 INDEPENDENT BRAKE VALVE:
The Locomotive independent air brake are applied and released by
the SA9 Independent air brake handle located below A-9 handle on
the control stand. This handle has 3 positions.
1.Release 2.application 3. Quick release.
RELEASE : This is the running position. The LOCO air brakes releases
in this position.
APPLICATION : When SA9 is moved to this position LOCO air brake is
applied to the desired pressure to a maximum of 3.0kg/cm2.
QUICK RELEASE : This position is a special feature of this valve.
When this handle is pushed to quick release position, the LOCO
brake working in conjunction with Vacuum destruction is nullified.

DTTC/GTL/SCRly
VA1B CONTROL VALVE:
This valve controls creation, maintenance, and
destruction of vacuum by the exhausters on the train
pipe. The brake pipe pressure of 5 kg/cm2 pilots the
movement of this valve. When the brake pipe pressure
is reduced by A9 valve, this valve lifts up and destroys
vacuum in VTP. The special feature of this valve is that
itself laps to the following vacuum pressures in
different positions.
Sl.No. Position BP pressure Vacuum in VTP
01. Release 5 Kg/cm2 58 cm. of Hg
02. Min. reduction 4.5 Kg/cm2 45 cm. of Hg
03. Full service 3.5 Kg/cm2 25 cm. of Hg
04. Over reduction 2.5 Kg/cm2 0 cm.
05. Emergency 0 Kg/cm2 0 cm.

DTTC/GTL/SCRly
MU2B VALVE:
This valve is provided in Short Hood control stand in WDM2
locos and in nose compartment in modified locos. It has two
positions Lead and Trail/Dead. In a single loco it should be in
Lead position. If not neither BP nor BC pressure and also
vacuum will not create. On the trailing unit of MU locos and in
Dead loco attachment also it should be in Trail/Dead position
to set up proper sequence of brake system in MU operation.

VA1 RELEASE VALVE:

This valve sets up according to the MU2B valve position and is
located inside the nose compartment. When MU2B valve is in
Lead, MR pressure will supply at the bottom of valve and
opens it. Thereby communication between VA1B valve and
VTP. When MU2B valve is in Trail/Dead, it close down due to
spring tension. In MU trail loco this valve will be operated by
A1 Differential valve

DTTC/GTL/SCRly
D1 EMERGENCY BRAKE VALVE:
This valve is provided in drivers cab near both control stands.
This has direct connection from VTP and BP pipe. In the case
of BP/vacuum not destroyed by A9 valve or to apply brakes at
emergency rate this valve must be operated to stop the train.
Note: This valve handle must be in lifted condition until the train
stops and then only A9 valve defect to be investigated.

A1 DIFFERENTIAL PILOT AIR VALVE:

This valve is located inside the nose compartment with a COC.
This valve has two functions: a) to nullify the HB5 valve
operation during normal recreation of BP and Vacuum b) to
supply air to lift VA1 release valve so as to connect VTP with
the exhausters in trailing operation for faster vacuum
recreation. Its COC must be kept in open in Lead or trailing
locos.

DTTC/GTL/SCRly
28VB PROPORTIONAL VALVE:
This valve is located in Short Hood control stand in WDM2 locos and in
Nose compartment in New locos with a COC located in nose
compartment. Its function is to actuate loco brakes in conjunction with
the formation brakes that are applied by A9 valve. Its COC must be kept
in OPEN in single loco and in MU trailing loco also. It brings air pressure
on loco in proportion to the BP/vacuum dropped with A9. During A9
emergency the max. Brake cylinder pressure will be 1.8 Kg/cm2 as
limited by Limiting valve.
Its brakes are automatically nullified during dynamic brake by a valve called
BKIV/ D1 pilot air valve. If SA9 valve is kept in Quick release in WDM 2
locos or if Foot pedal is pressed in modified locos these brakes are
temporarily nullified BKIV / D1 Pilot valve.
GD 80D FILTER:
This filter is located inside the Nose Compartment. This filter is meant for
filtering the atmospheric air sent into the train pipe through the VAIB
Control valve during vacuum brake application. In some modified Locos
a red cap is provided on the atmospheric line of this filter. When such
Locos are hauled dead, the red cap must be fitted on the atmospheric
Line. If not, there will be no creation of vacuum on the train.

DTTC/GTL/SCRly
GD 80E FILTER
This filter is also located inside the Nose compartment. It is meant for
filtering the train pipe air drawn by the VAIB Control valve during
creation of vacuum, when sufficient vacuum is not created, this filter
must also be examined for any Air Leakage and must be arrested.
HB5 VALVE:
This valve with its COC is provided inside the long hood control stand in
WDM2 locos and in modified locos inside nose compartment. Its
function is to knockout the PCS when ever D1 emergency valve is
applied or if suddenly vacuum is dropped below 38 cms.of Hg in
vacuum formation, the HB5 valve operation causes engine RPM return
to IDLE.
C2 RELAY VALVE:
This valve is fitted underneath the chassis on right side just below drivers
cab in WDM2 locos and in modified locos inside the nose
compartment. Its function is to relay brake cylinder pressure either
initiated by SA9 valve or 28 VB/C3W distributor valve.
DTTC/GTL/SCRly
ADDITIONAL C2 RELAY VALVE:
This valve is fitted underneath the chassis on right side just below
drivers cab in WDM2 locos and in modified locos inside the nose
compartment. Its function is to relay brake pipe pressure initiated
by A9 valve, i.e. to charge the Brake pipe with 5 Kg/cm2 air when
A9 valve in release and to reduce BP pressure when A9 valve
brought into application zone.

C3W DISTRIBUTOR VALVE:

This valve is provided in IRAB1 brake system as well as dual brake
modified locomotives for the purpose of getting conjunctional/
proportional loco brakes. It has 3 pipe connections - MR, BP and
an outlet pipe for sending BC pilot air. It does the same function
to that of 28 VB valve in conventional dual brake locomotives. It
has manual release lever and also GOODS/PASSENGER handle.
This handle to be kept in proper position according to type of
formation working (wagons or coaches), otherwise wheel
skidding may occur. And to avoid conjunctional brakes, isolating
handle to be close which is fitted near C3W Distributor valve.
DTTC/GTL/SCRly
F1 SELECTOR VALVE:
This valve performs the function of arranging the brake equipment on the
locomotive to Lead or Trail other types of Brake equipment and ensures the
operation of brakes in trail locomotive (s) when initiated from the lead
locomotive. It also performs the function of protecting a trailing locomotive
brake application by automatically resetting the brake control to lead position in
the event of a separation between the locomotives.
The operation of F1 selector valve is under the control of MU2B valve.
In lead loco, when MU2B is in LEAD, F1 selector will help in transferring
conjunctional brake cylinder pressure from 28VB valve/ Distributor valve for
getting loco brakes.
In Trailing loco, when MU2B is in Trail/Dead position, this will communicate Lead
loco brake cylinder equalizing pressure to trailing loco C2 relay valve to get
brakes on trailing loco also.
In case of loco parting, it automatically turns into lead to get brakes on parted
trailing loco.
HS4 AIR VALVE:
This valve reduces the MR pressure to a constant value as adjusted (usually 24 PSI
(+/-) 1 PSI) and it acts under the VA1B control valve to support the vacuum in
VA1B valve C chamber to balance BP pressure in A chamber.
This helps in adjusting the vacuum in Vacuum Train Pipe (VTP). By decreasing the
HS4 pressure VTP vacuum can be increased. By increasing HS4 pressure vacuum
in VTP can be reduced.
DTTC/GTL/SCRly
SA-9 INDEPENDENT LOCO BRAKE SYSTEM

DTTC/GTL/SCRly
A-9 AUTOMATIC BRAKE (BP CHARGING & DISCHARGING)

RUN-RELEASE
VALVE
AFMV

DTTC/GTL/SCRly
 REASONS FOR BP NOT CHARGING
Less MR pressure
A-9 may be in application
Both side control stand A9 COC may be closed
A-9 feed valve not adjusted properly
A-9 Valve may be defective
MU2B in dead condition or defective
or 1 BP COC may be closed
Firemen(D-1) emergency may be in open condition
Additional C-2 relay valve may be defective
Both side BP angular coc may be open
Brake system COC may be closed
BP Gauge may be defective

DTTC/GTL/SCRly
 TROUBLE SHOOTING
BP NOT CHARGING
Less MR pressure , attend to build MR.
A-9 may be in application, release A9.

DTTC/GTL/SCRly
 Both side control stand A9 coc may be closed, Open in the
working control stand.

DTTC/GTL/SCRly
 On working control stand A9 valve may be defective , change
the control stand.
a. MU2B in Trail position, keep it in Lead.
b. or 1 BP coc may be closed, keep open.

DTTC/GTL/SCRly
 Firemen emergency may be in open condition, close the
same.

DTTC/GTL/SCRly
 Additional c-2 relay valve may be stuck up , tap gently

DTTC/GTL/SCRly
 A-9 feed valve not adjusted properly, adjust to 5kg/cm2.

A-9 feed
valve

DTTC/GTL/SCRly
 Locomotive end BP angular coc may be open to atmosphere,
close the same.

BP angular coc

DTTC/GTL/SCRly
 Brake system COC may be close , open it.

Brake system
COC

DTTC/GTL/SCRly
 BP NOT DROPPING AFTER APPLYING A9
Both control stand A9 coc may be open , close in non
working control stand.

DTTC/GTL/SCRly
 MU 2B may be mal functioning , operate MU2B knob 2-3
times sharply and keep in LEAD

DTTC/GTL/SCRly
 Additional C2 relay valve may be stuck up , tap gently

DTTC/GTL/SCRly
CONJUNCTIONAL LOCO BRAKE SYSTEM IN IRAB-1 & MODIFIED DUAL BRAKE SYSTEM

DTTC/GTL/SCRly
VACUUM CREATION & DESTROYING (DUAL BRAKE SYSTEM)

DTTC/GTL/SCRly
CONJUNCTIONAL LOCO BRAKE SYSTEM IN CONVENTIONAL DUAL BRAKE SYSTEM

DTTC/GTL/SCRly
 REASONS FOR VACUUM NOT CREATING
Less MR pressure
Less BP pressure
A-9 may be in applied position
MU-2B in dead condition
D-1 emergency may be in open condition
VA-1B valve may be defective
VA-1 release may be defective
VA-1 release 24 DCV may be stuck up
HS-4 not adjusted properly
Banking COC may be closed
Both side vacuum hose pipe not secured properly
GD-80E filter may be chocked
Vacuum gauge may be defective
Exhausters may be defective (Less efficiency)
DTTC/GTL/SCRly
 VACUUM NOT CREATING
MR Pressure may be less, attend the same.
Less BP pressure , attend to build BP pressure

DTTC/GTL/SCRly
 A-9 may be in applied position , Release A9

DTTC/GTL/SCRly
 MU-2B in dead condition , keep it Lead

DTTC/GTL/SCRly
 D-1 emergency may be in open condition, close the same

DTTC/GTL/SCRly
 HS-4 not adjusted properly , adjust to 24 PSI or 1.7 kg/cm2.

DTTC/GTL/SCRly
 Banking coc may be closed, 0pen the same

DTTC/GTL/SCRly
 Both side vacuum hose pipe not secured properly, secure
properly.

DTTC/GTL/SCRly
 VA-1 release 24 double check valve may be stuck up, gently
tapping to be done.

DTTC/GTL/SCRly
 VACUUM NOT DESTROYING AFTER APPLYING A9
BP not dropping , attend the same.
GD 80D filter air inlet passage may be packed , remove
packing.

DTTC/GTL/SCRly
 HS4 pressure may be less, adjust to 24 PSI/ 1.7 kg/cm2

DTTC/GTL/SCRly
 CLASSIFICATION OF BRAKE SYSTEMS ACCORDING TO
PLACEMENT OF AIR BRAKE VALVES
CONVENTIONAL BRAKE SYSTEM ( BP coc provided in
drivers cab )
MODIFIED BRAKE SYSTEM.
MODIFIED BRAKE SYSTEM FURTHER CLASSIFIED AS-
1. RACK MOUNTED BRAKE SYSTEM ( BP coc provided behind
the rack in the nose compartment )
2. PANEL MOUNT BRAKE SYSTEM ( BP coc provided on panel
itself in the nose compartment )
With the Panel mount brake system most of the pipe lines are
avoided , due to that air brake failures will be less as well as
easy for maintenance. Panel mount brake system further
classified as
Single panel mount brake system ( for IRAB locos)
Single panel mount brake system ( for Dual brake locos)
Tri panel mount brake system ( for Dual brake locos).
DTTC/GTL/SCRly
 COMPARISON BETWEEN CONVENTIONAL DUAL BRAKE LOCO
AND MODIFIED DUAL BRAKE LOCO.

Conventional Dual Brake Modified Dual Brake

SA9 will have three positions SA9 will have two

positions
For conjunctional brake 28 VB For conjunctional brake
valve provided. Distributor valve provided
For releasing the conjunctional Foot pedal to operate.
brake temporarily, SA9 to keep
quick release position
To isolate conjunctional brakes Isolating handle to be
permanently , 28 VB COC to be close
close
COC available in Drivers 1 BP COC available in
Cabin nose compartment
DTTC/GTL/SCRly
 POSITION OF MU2B, BP COC & BANKING COC IN DIFFERENT
CONDITIONS
S.No. LOCO MU2B BP COC BANKING COC

1. SINGLE WORKING OR LEAD OPEN OPEN

LEADING LOCO IN MU

2. TRAILING LOCO IN MU TRAIL/DEAD CLOSE OPEN

3. DEAD LOCO WITH AIR TRAIL/DEAD CLOSE OPEN

BRAKE FORMATION

4. DEAD LOCO WITH TRAIL/DEAD OPEN CLOSE

VACUUM FORMATION

5. BANKER LOCO WITH AIR LEAD CLOSE OPEN

BRAKE FORMATION

6. BANKER LOCO WITH LEAD OPEN CLOSE

VACUUM FORMATION
DTTC/GTL/SCRly
 PIPE CONNECTIONS AND CUT OUT COCK POSITION TO GET BRAKES IN
TRAILING LOCO

S.NO. LEAD LOCO TRAIL LOCO PIPES TO BE MU2B &BPCOC BRAKES

CONNECTED POSITION IN APPLIED
TRAIL LOCO WITH

1 WORKING WORKING BP,MR EQ & TRAIL , CLOSE SA-9 , A-9

BC EQ

2 WORKING WORKING BP LEAD , CLOSE A-9

3 WORKING DEAD BP,MR EQ & TRAIL , CLOSE SA-9 , A-9

BC EQ

4 WORKING DEAD BP & MR EQ LEAD , CLOSE A-9

DTTC/GTL/SCRly
 MU OPERATION WITH DEAD LEADING LOCOMOTIVE
During MU operation , when leading loco fails and
engine can not be run at idle but it is shut down, The
train can be worked with the dead leading
locomotive in the following manner.
1. In leading locomotive FPB ,CCB & AGFB to put off
and keep ECS in idle.
2.For pure Air brake locomotives in Air brake system no
change required.
3. For Dual brake locomotives , in trailing locomotives
MU2B to keep in lead position , BC equalizing COC at
coupling end of locomotives to keep in close and
banking COC of dead leading locomotive to be close.
DTTC/GTL/SCRly
AFL SYSTEM IN IRAB-1 SYSTEM LOCOMOTIVES

DTTC/GTL/SCRly
AFL SYSTEM IN DUAL BRAKE SYSTEM LOCOMOTIVES

DTTC/GTL/SCRly