A

Synopsis
ON
AIR BRAKING SYSTEM
Submitted in the partial fulfillment of the requirement of

BACHELOR OF TECHNOLOGY
IN
MECHANICAL ENGINEERING
Submitted by
MD OSAMA (1525640007)
MD SHARIQUE (1525640008)
MO ARMAN (1525640009)
B.Tech. IVth Year

DEPARTMENT OF MECHANICAL ENGINEERING

D.N.S. COLLEGE OF ENGINEERING & TECHNOLOGY
NH
NH-24, DIDAULI, AMROHA
SESSION 2018-2019

SUBMITTED TO
MR. AZEEM AHMAD ER. RINTU SINGH
(H.O.D.) (PROJECT IN CHARGE)
 ACKNOWLEDGEMENT

We hereby express our intense sense of gratitude to our respected and beloved

Er. Azeem Ahmad (HOD) without whom we could not be able to present this project with

such great confidence and determination. He has always been a great force of inspiration for

all the team.

We are also thankful to all our lecturers in Mechanical Department who guided us in

completion of this project.

We are also obliged to our Director Mr. Sanjeev Kumar and our project in charge Er.

Rintu Singh and to all the staff members of Mechanical Department for their equal

encouragement during the completion of this project.

MD OSAMA (1525640007)
MD SHARIQUE (1525640008)
MO ARMAN (1525640009)
 LIST OF CONTENT

S.No. Title Page No.

Chapter-1 COMPANY PROFILE 1-2
1.1 Moradabad Division 1
1.2 Wagon Care Centre 2
Chapter-2 INTRODUCTION 3-4
Chapter-3 AIR BRAKE SYSTEM 5-10
3.1 Classification Of Air Brake System 5
3.1.1Vaccum Brake & Its Limitations 5
3.1.2 Twin Pipe Graduated Release Air Brake System 6
3.1.3 Charging the brake system 7
3.1.4 Brake application stage 7
3.1.5 Brake release stage: 8
3.2 Advantages Of Air Brake Over Vacuum Brake 9
3.2.1 Air Brake Sub Assemblies 9
Chapter-4 PIPE BRACKET 11-17
4.1 Common Pipe Bracket 11
4.1.1 Common Pipe Bracket 11
4.1.2 Intermediate Piece (Sandwich Piece) 11
4.2AIR BRAKE HOSES 11
4.2.1Brake Pipe & Feed Pipe Hoses 11
4.2.2Cut Off Angle Cock 12
4.2.3 Brake Cylinder 13
4.3 Dirt Collector 15
4.4 Auxiliary Reservoir 16
4.5 Slack Adjuster 16
Chapter-5 AIR SPRING 18-23
5.1 Introduction 18
5.2 Construction Of Air Spring 19
5.3 Main Technical Parameter 19
5.4 Working Principle Of Air Spring 19
5.4.1Static load & pressure per air spring assembly: 20
5.4.2 Deflection characteristics of air spring assembly: 20
5.5 Maintenance And Inspection Instruction 21
5.6 Maintenance Instructions 23
CONCLUSION 24
REFERENCES 25
 LIST OF FIGURES

Fig.No. Title Page No.

1.1 Wagon Care Centre 2
3.1 Schematic Layout of Twin Pipe Graduated Release Air Brake 6
System
3.2 Diagram of graduated Release Air Brake System At Training 8
Centre Moradabad
4.1 Air Brake Hose 11
4.2 Cut off Angle Cock 12
4.3 brake cylinder 13
4.4 Brake Cylinder Drag. RDSO SK-97015 14
4.5 Brake Cylinder Test Bench 14
4.6 Dirt Collectors 16
4.7 slack adjuster 17
5.1 Air Spring 18
5.2 Structure of Bellow 21
5.3 Air Spring Fitted Bogie 22
 CHAPTER 1

COMPANY PROFILE

1.1 MORADABAD DIVISION

Moradabad Division was created in 1925 as a part of East Indian Railway. Spread over the states
of Uttar Pradesh and Uttarakhand, it has a total route kilometre rage of 1402.15 Kms. and
track kilometrage of 2701.72 Kms, over which 107 pairs of Mail/Express and 53 pairs of
passenger trains run. There are 207 stations including 150 block stations. Approximately three
lakhs passengers are booked daily from all stations of the Division.

The division caters to important religious and industrial centres of both the states. Three major
fertiliser plants, namely IFFCO/Aonla, Tata Chemicals Limited/Babrala and Kribhco Shyam
Fertilizers / Shahjahanpur are located on this division. Major transportation needs of these
plants are met by the division.

Similarly, a number of important sugar factories are situated over the division. The sugar mills at
Laksar, Seohara and Dhampur have their own independent sidings. Other plants load their
product from good sheds of Hardoi and Thomsonganj.

The largest grain market of UP i.e., Shahjahanpur, also dispatches large volumes of food grain,
especially wheat to Southern and North Eastern states.

Apart from the above, the division provides a number of Goods handling terminals where large
volumes of fertilizer, cement, coal, food grains and other miscellaneous commodity Major Oil
companies also unload their products at dedicated sidings at Aonla, Najibabad Banthra.

From freight operations point of view, this division serves as a major trunk route for all food
grain traffic loaded from Northern States to North Eastern states. It also serves as an important
route for transporting important raw materials like coal and steel from North Eastern and eastern
regions of the country to the Northern states.

1
For smooth running of this rail empire and to meet large demand of transportation Railway need
industrial sites where proper overhauling and repairing of wagons can take place. Such a site is
Wagon Care Centre,
ntre, ROH Depot; Moradabad.

1.2 WAGON CARE CENTRE

Fig. 1.1 Wagon Care Centre

speed container flat wagons in 1998, the depot initiated plans for
With introduction of high-speed
qualitative maintenance of the specialized stock and started ROH activities in July-2002.
July The
depot was re-named as “Wagon Centre”.. In order to ensure qualitative maintenance of
Wagon Care Centre”
Wagons, Quality Management System ISO
ISO-9001: 2000 was implemented and Wagon Care
Centre was certified ISO-9001:2000
9001:2000 complian
compliant within 06 months of its inception

Apart from ROH and POH Wagon Care Centre also operate Surface Wheel Lathe.

Administratively this workshop is under Department Of Carriage and Wagon, Northern

Railway and headed by DME Moradabad Division
Division.

2
 CHAPTER 2

INTRODUCTION

In Air Brake system compressed air is used for operating the brake system. The locomotive
compressor charges the feed pipe and the brake pipes throughout the length of the train. The feed
pipe is connected to the auxiliary reservoir and the brake pipe is connected to the brake cylinder
through the distributor valve. Brake application takes place by dropping the pressure in the brake
pipe.

The brakes are used on the coaches of railway trains to enable deceleration, control acceleration
(downhill) or to keep them standing when parked. While the basic principle is similar from road
vehicle, the usage and operational features are more complex because of the need to control
multiple linked carriages and to be effective on vehicles left without a prime mover. In the
control of any braking system the important factors that govern braking action in any vehicle are
pressure, surface area in contact, amount of heat generation and braking material used. Keeping
in view the safety of human life and physical resources the basic requirements of brake are:

• The brake must be strong enough to stop the vehicle during an emergency
with in shortest possible distance.
• There should be no skidding during brake application and driver must have
proper control over the vehicle during emergency.
• Effectiveness of brakes should remain constant even on prolonged
application or during descending on a down gradient
• Brake must keep the vehicle in a stationary position even when the driver is
not present.
The brake used in railway vehicles can be classified according to the method of their activation
into following categories.

• Pneumatic Brake

• Electrodynamics Brake

• Mechanical Brake
3
• Electromagnetic Brake

Pneumatic Brake may be further classified into two types

• Vacuum Brake

• Compressed air brake

4
 CHAPTER 3

AIR BRAKE SYSTEM

3.1 CLASSIFICATION OF AIR BRAKE SYSTEM

3.1.1Vaccum Brake & Its Limitations

The vacuum brake system derives its brake force from the atmospheric pressure acting on the
alower side of the piston in the vacuum brake cylinder while a vacuum is maintained above the
piston. The train pipe runs throughout the length of the coach and connected with consecutive
coaches by hose coupling. The vacuum is created in the train pipe and the vacuum cylinder by
the ejector or exhauster mounted on the locomotive.

Vacuum brake system has following limitations:

• Brake cylinder piston takes longer time to release after each application of
brakes because of single train pipe. On a very long train, a considerable
volume of air has to be admitted to the train pipe to make a full brake
application, and a considerable volume has to be exhausted to release the
brake.
• Vacuum brakes are not suitable for high speed trains the maximum pressure
available for brake application is only atmospheric. The brake power is
inadequate for higher loads and speed.
• The practical limit on the degree of vacuum attainable means that is a very
large brake piston and cylinder are required to generate the force necessary
on the brake blocks.

5
3.1.2 Twin Pipe Graduated Release Air Brake System

In twin pipe graduated release air brake system .The Brake pipe is charged to 5 kg/cm2 by the
driver's brake valve. The auxiliary reservoir is charged by the feed pipe at 6 kg/cm2 through
check valve and choke. The brake cylinder is connected to the atmosphere through
the D.V. when brakes are under fully released condition. To apply brakes, the driver moves
automatic brake valve handle either in steps for a graduated application or in one stroke to the
extreme position for emergency application. By this movement the brake pipe pressure is
reduced and the pressure differenced is sensed by the D.V. against the reference pressure locked

Figure 3.1 Schematic Layout of Twin Pipe Graduated Release Air Brake System
in the control reservoir. Air from the auxiliary reservoir enters the brake cylinder and the brakes
are applied. At the time of release the air in the brake cylinder is vented progressively depending
upon the increase in the brake pipe pressure. When the brake pipe pressure reaches 4.8 kg/cm2
the brake cylinder is completely exhausted and brakes are fully released.

6
The schematic layout shown in figure illustrates the under frame mounted twin pipe graduated
release air brake system on main line coaches. The components and their relative location are
indicated in the schematic layout.

3.1.3 Charging the brake system

Brake pipe throughout the length of train is charged with compressed air at 5
Kg/cm2.
Feed pipe throughout the length of train is charged with compressed air at 6 Kg/cm2.
Control reservoir is charged to 5 Kg/cm2.
Auxiliary reservoir is charged to 6 Kg/cm2.

3.1.4 Brake application stage

For brake application the brake pipe pressure is dropped by venting air from the
driver’s brake valve. Subsequently the following actions take place

The control reservoir is disconnected from the brake

The distributor valve connects the auxiliary reservoir to the brake cylinder and the
brake cylinder piston is pushed outwards for application of brakes.
The auxiliary reservoir is however continuously charged from feed pipe at 6
Kg/cm2.
Description Reduction in B. P. Pressure

Minimum Brake Application 0.5 to 0.8Kg/cm2

Service Brake Application 0.8 to 1.0Kg/cm2

Full Service Brake Application 1.0 to 1.5Kg/cm2

Emergency Brake Application Brake pipe is fully exhausted and its pressure reduces
to almost zero.

Table 1.1

7
3.1.5 Brake release stage:

Brakes are released by recharging brake pipe to 5 Kg/cm2 pressure through the
driver’s brake valve.
The distributor valve isolates the brake cylinder from the auxiliary reservoirs.
The brake cylinder pressure is vented to atmosphere through DV and the Brake
cylinder piston moves inwards.

Figure 3.2 Diagram of graduated Release Air Brake System At Training Centre Moradabad

8
3.2 ADVANTAGES OF AIR BRAKE OVER VACUUM BRAKE
The air brake is preferred in rail vehicles over vacuum brake due to the reasons listed in table.

S.N. Parameters Air Brakes Vacuum Brakes

1. Emergency braking 632 m 1097 m
distance
(level track, 65
km/hr speed)
2. Brake power fading No fading At least by 20%
3. Weight of Equipments per 275 kg (Approx) 700 kg (Approx)
wagon
4. Pressure Gradient No appreciable difference Steep reduction in
in air pressure between vacuum in trains longer
locomotive and brake van than 600 m.
up to 2000 m.
5. Preparation time in yards Less than 40 Up to 4 Hrs
minutes

6. Safety on down gradients Very safe Need additional

precautions
7. Overall reliability Very good Satisfactory

3.2.1 Air Brake Sub Assemblies

The various Air Brake sub-assemblies and components are:
i) Common pipe bracket
ii) Intermediate piece
iii) Brake pipe and feed pipe
iv) Brake pipe coupling
v) Cut-off angle cock
vi) Brake cylinder
vii) Dirt collector

9
viii) Auxiliary reservoir
ix) Slack adjuster
x) Distributor valve
xi) isolating cock
xii) PEASD
xiii) PEAV
xiv) Check valve

10
 CHAPTER 4

PIPE BRACKET
4.1 COMMON PIPE BRACKET
4.1.1 Common Pipe Bracket
Common pipe bracket is mounted on the coach under frame and is suitable for use with all type
of distributor valves presently in use on main line coaches.

4.1.2 Intermediate Piece (Sandwich Piece)

An intermediate piece is mounted on the common pipe bracket to fit the distributor valve on the
common pipe bracket. The intermediate piece serves the purpose of blanking all the other ports
on the common pipe bracket other than required for a particular make of distributor valve. Each
type of distributor valve is mounted on the common pipe bracket with its own intermediate piece.

4.2AIR BRAKE HOSES

4.2.1Brake Pipe & Feed Pipe Hoses

To maintain continuity throughout the length of train, the brake pipe (BP) and feed pipe (FP) are
fitted with flexible hoses. Each hose is provided with palm end coupling. For easy identification,
coupling heads are painted with green colour for B.P and white colour for F.P. Also raised
letters 'BP' and 'FP' are embossed on coupling heads representing Brake Pipe and Feed Pipe
respectively. Hose couplings must be checked for leakage of air as per the test procedure given
below:

Figure. 4.1 Air Brake Hose

11
4.2.2Cut Off Angle Cock

Cut off angle cocks are provided both on brake pipe & feed pipe on either end of each coach to
facilitate coupling and uncoupling of air hoses. When the handle of the cut off angle cock is
placed in closed position it cuts off the passage of compressed air, there by facilitating coupling
and uncoupling action.

Figure 4.2 Cut off Angle Cock

The cut off angle cock consists of two parts viz. cap and body which are secured together by
bolts. The cap and the body together hold firmly the steel ball inside it, which seated is on nitrile
rubber seat. The ball has a special profile with the provision of a groove at the bottom portion for
venting the air to the atmosphere.

On the top surface of the body a bore is provided for placing the stem, to which a self locking
type handle is fixed. When the handle is placed parallel to the cut off angle cock the inlet port of
the cut off angle cock body is connected to the outlet port, through the hole provided in steel ball.
Thus air can easily pass through the cock. This position of the handle is known as open position.
When the handle is placed perpendicular to the cock body the steel ball gets rotated and the
spherical and groove portion of the ball presses against the sealing ring at inlet and outlet port,
there by closing the passage of inlet air and venting the outlet air through the vent hole. This
position of the handle is known as closed position.

With the stem one leaf spring is provided which presses the operating handle downwards. By
virtue of this, handle gets seated in deep grooves at ON / OFF position resulting in a mechanical
lock.

12
Under normal working conditions, the handle of all cut off angle cocks of BP are kept open
except the rear end angle cocks (BP). This facilitates in charging the complete air brake system
with compressed air supplied by the compressor housed in the locomotive. Cut off angle cock
fitted on the brake pipe is painted green.

4.2.3 Brake Cylinder

On every coach fitted with air brake system two brake cylinders are provided for actuating the
brake rigging for the application and release of brakes. During application of brakes the brake
cylinder develops mechanical brake power by outward movement of its piston assembly after
receiving air pressure from Auxiliary reservoir through the distributor valve. This is transmitted
to the brake shoes through a combination of levers. During release action of brakes the
compression spring provided in the brake cylinder brings back the rigging to its original position.
The cylinder body is made out of sheet metal or cast iron and carries the mounting bracket, air
inlet connection, ribs and flange. To the cylinder body, a dome cover is fitted with the help of
bolts and nuts. The dome cover encloses the spring and the passage for the piston trunk,
which is connected to the piston by screws. The piston is of cast iron having a groove in which
piston packing is seated. Piston packing is of oil and abrasion resistant rubber material and is
snap fit to the piston head. The packing has self lubricating characteristic which ensures adequate
lubrication over a long service period and extends seal life considerably

Fig. 4.3 brake cylinder

13
 Fig. 4.4 Brake Cylinder Drag. RDSO SK-97015

The piston packing also seals the air- flow from the pressure side to the other side and is guided
by the wear ring. The wear ring prevents the friction between cylinder body and the piston head.
The piston sub assembly incorporates a push rod, which can articulate and take minor variations
in alignment during fitment/operation. For preventing knocking during running, a rubber anti
rattler ring is also provided.

Fig. 4.5 Brake Cylinder Test Bench

14
 Ref. No. Description No. of Ref. No. of Description No. of
of

Isolating Pressure
cock Reducing valve
Supply angle cock 1 Set on 10 kg/cm2 1
1a 2a
Angle cock 1 Set on 6 kg/cm2 1
1b 2b
Angle cock 1 Set on 0.8 kg/cm2 1
1c 2c
Angle cock 1 Set on 3.8 kg/cm2 1
1d 2d
Exhaust cock 1 Pipe line filter 1
1e 3
Angle cock 1 Brake Cylinder pressure 1
1f 4
mounting base
5
Air reservoir 1

Pressure Gauge

6a Supply Pressure 1

6b Brake Cylinder Pressure 1

Table 1.2 Specifications for Brake Cylinder Test

4.3 DIRT COLLECTOR

Dirt Collector is placed in the brake pipe line and feed pipe line at a point from where a branch
is taken off to the distributor valve and the auxiliary reservoir .The air entering into the dirt
collector from the brake pipe and feed pipe is guided through suitably shaped passages in the dirt
collector body to produce centrifugal flow. The air is then filtered through additional filter
assembly before it is passed to outlet on branch pipe side to provide dust proof air to the
distributor valve /auxiliary reservoir after arresting fine dust particles. The dirt contained in the
air descends down and gets deposited in the dirt chamber. However, fine particles are also
arrested in the filter assembly. The dust particles accumulated in the dirt chamber are removed
by opening the drain plug. Rubber gasket is provided between the cover and housing to prevent
leakage. Leather washer is provided between the housing and the drain plug to prevent leakage.

15
 Figure 4.6 Dirt Collectors

4.4 AUXILIARY RESERVOIR

The auxiliary reservoir is a cylindrical vessel made of sheet metal. On both the ends of the
reservoir, flanges are provided for pipe connections. One end of the auxiliary reservoir is
connected to the brake pipe through the distributor valve. Auxiliary reservoir is charged through
the feed pipe to a pressure of 6kg/sq cm. At the bottom of the auxiliary reservoir, a drain cock is
provided for draining out the condensate /moisture. The auxiliary reservoir should be overhauled
in every POH.

4.5 SLACK ADJUSTER

Slack adjuster (also known as brake regulator) is a device provided in the brake rigging for
automatic adjustment of clearance/slack between brake blocks and wheel. It is fitted into the

brake rigging as a part of mechanical pull rod. The slack adjuster is double acting and rapid
working i.e. it quickly adjusts too large or too small clearance to a predetermined value known as
`A’ dimension. The slack adjuster maintains this `A’ dimension throughout its operation. The
slack adjuster, type IRSA-450 is used in passenger coaches, It is composed of the following parts

Adjuster spindle with screw thread of quick pitches (non self-locking).

Traction unit containing adjuster nut, adjuster tube and adjuster ear etc.
Leader nut unit containing leader nut and barrel etc.
Control rod with head.

16
 Fig. 4.7 slack adjuster

The outstanding features of slack adjuster IRSA-450 are:

Fully Automatic i.e. once initially set, no manual adjustment is further necessary at any time
during its operation.

Double-Acting i.e. The brake shoe clearance is adjusted to its correct value both ways, either
when it has become too large (owing to wear of the brake shoes and wheels) or when it has
become too small (e.g. owing to renewal of ‘worn out brake blocks’).

Rapid working i.e. correct brake shoe clearance is automatically restored after one or two
applications of the brake.

Verification i.e. If resistance occurs early in the brake application, caused by heavy brake
rigging, e.g. an ice coating on the brake shoes, etc., in such cases the slack adjuster does not pay
out slack immediately, but indexes the amount of slack to be paid out. If the slack really is too
small, the slack adjuster will pay out this indexed slack at the next brake application. Thus false
payout will not occur.

True Slack Adjuster i.e. the slack adjuster adjusts incorrect slack only, thus giving the brake its
best possible pre-adjusted limit of piston strokes, ensuring a smooth and efficient braking force
at all times.

Shock Resistant i.e. Train shocks will not cause false take-up or payout of slack. When brakes
are released, the moving parts of the slack adjuster are securely locked.

17
 CHAPTER 5

AIR SPRING

5.1 INTRODUCTION

Air suspension, also called pneumatic suspension, uses the properties of air for the cushioning
effect (springiness). It is a proven technology on Indian Railways and is being used on EMUs for
last many years. Now these have been introduced in mainline coaches with ICF bogies because it
is technically superior in many ways;

• Provide better ride quality for passengers Ride index with air springs is 2.72 against 3.37
in steel coil springs (lower the ride index better the ride quality)
• Maintain constant buffer height even with dense crush load on the coaches
Improved reliability and less maintenance
• Isolation of structure borne noises
• Maintain one natural frequency at all speeds which reduces vibrations and in turn reduces
passenger fatigue

To start with, these springs are being provided on hybrid coaches of Durante rakes which have
stainless steel body and conventional ICF bogies. Trials of air springs on high speed FIAT bogies
of stainless steel coaches have also been completed with satisfactory results.

Fig. 5.1 Air Spring

18
5.2 CONSTRUCTION OF AIR SPRING

The top plate of the air spring is connected with the car body and the bottom of the air spring is
connected with the bogie frame. The top plate, the bellow and the bellow support form a closed
and sealed space. In normal service, the compressed air is filled into the air spring to bear the
vertical load of the car body. The deflection of the bellow can satisfy the relative displacement
and the relative rotating angle between the bogie and the car body. When the load of the car body
changes, the leveling valve of air spring can adjust the inner pressure to keep the air spring at the
same height under different loads. At deflated condition, the vertical load is transferred directly
from the top plate to the emergency spring and the lateral movement is realized by the friction
couple formed by the sliding plate and the top plate

5.3 MAIN TECHNICAL PARAMETER

5.4 WORKING PRINCIPLE OF AIR SPRING

Air springs are basically pressurized air chambers made up of rubber bellows which maintain
constant height under varying loads. The height of the air springs is controlled continuously by
adjusting the air pressure in the bellows with the help of a load leveling device connected
between the bogie frame and the base plate of air springs. The air springs replace only the
secondary suspension, whereas primary suspension continues to use steel coil springs.

An auxiliary air reservoir of 150 liter capacity is provided below each coach which is fed from
feed pipe through a non-return valve. Maintains 7 bar pressure in loco compressor and air springs
operate at a limiting pressure of 6 kg/cm2.

19
5.4.1Static load & pressure per air spring assembly:
1. The air spring assembly shall be capable of withstanding following range of static vertical
loads by using compressed air with a limiting pressure value of 6 Kg/cm².
i) Minimum Tare load = 50 KN

ii) Maximum Full load = 180 KN

Further, the air spring assembly should be capable of meeting the maximum vertical load at
2
an air pressure of 5.5-5.8 Kg/cm to allow for minor pressure drops along the train length
during run.

2. It shall be possible to inflate the proposed air spring assembly from its deflated condition
when pre-loaded with a static vertical load of up to 180 KN (max.), simply by supply of
compressed air through leveling valve without any other external assistance.

5.4.2Deflection characteristics of air spring assembly:

1 .During dynamic (running) condition of coaches, the air springs shall be subjected to the
following deflections at frequencies of up to 3Hz. The design of the spring should be able to
cater for the same:
i) Max. Vertical deflection of spring (dz.) = ± 30 mm

ii) Max. Lateral deflection of spring (dy.) = ± 60 mm

2. Air spring assembly shall be designed for use with an additional air reservoir of
volume 20 or 40 dm³ permanently connected to air spring.

Vertical stiffness of air spring assembly:

Minimum air cushion provided under minimum tare load condition shall be 25 mm, with
+5
installed height of 255 -0
mm.

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5.5 MAINTENANCE AND INSPECTION INSTRUCTION

Fig. 5.2 Structure of Bellow

SRI Air Springs are maintenance free in principle. The structure of the bellow is shown in the
photo.

Out layer

The outer layer of the air spring is rubber. The outer rubber can resist the bad weather and
sewage and a large extent to oil. Abrasion through contact with other bogie elements extending
into the confines of the air spring, through thrown up gravel and sand and any damage of the
airbag wall by foreign bodies and the trapping of these between the bellows wall and the fitting
elements must definitely be avoided. Heavier coating of dirt or mud on the airbags wall should
be washed off using only water whenever the bogie is serviced. Coatings of dirt on the surfaces
of fitting elements which are in contact with the airbag wall should be removed either
mechanically or with water ensuring that there is no damage to the airbag wall or metal surfaces.

Should any corrosion scars or roughness on the surfaces of the fitting elements which are in
contact with the airbag wall be evident, they should be smoothed down.

Small cracks or other small damages on outer rubber are acceptable if the damages are not
affecting the reinforcing layer. If the cracks or the damages are reached to reinforcing layer, it
should immediately replace the airbag or the air spring.

21
Reinforcing layer

If there has rupture, wear, erode or any other damage to the fabric layer, the air spring must be
replaced immediately. SRI air springs with 4 fabric reinforcing layer are burst proof of 30 bars.
The loss of pressure will be slow and steady thus avoiding a sudden release of load to the
primary suspension. If an air spring is selected appropriate to the effective service conditions and
the rolling stock runs trouble-free there will not be any limitation of service life of the air spring
by necessary wear and tear of loss of strength during the life of the vehicle.

Inner layer

The inner layer is also rubber layer. The service condition of the inner layer is much better, so it
needs not any maintains.

Major inspections have to be carried out every 3 years. These inspections may be postponed for
another 1 year according to the inspection term of the vehicles. But the interval between two
major inspections should not exceed 4 years. A condition check is needed every year between
two major inspections. It is aimed at the surface check of the air spring (ageing and ozone
cracking damage caused by external influences) If there isn’t any abnormity, it’s not necessary to
dismount the air spring for inspection. If there is some abnormity but not compliant to the criteria
of replacement, the check frequency of this product should be increased.

Fig. 5.3 Air Spring Fitted Bogie

22
5.6 MAINTENANCE INSTRUCTIONS

• Air spring height/coach clearances to be maintained as per Drag no. CA90001. Tightened the
lock nut of installation lever after adjustment spring height/clearances.
• Provide a safety plate for leveling valve to avoid stone hitting etc.
• Ensure that all the fasteners are properly tightened.
• Check the leakage of all air joints and rectify if required.
• Ensure that installation lever is in position and tightened properly.
• Please ensure that Air spring height after inflating is 255+0/-5mm.
• Do not hinder with leveling valve and installation lever.
• Check visually the crack, deformation, aging of rubber parts.
• Check the leakage of joint between spring spigot and bolster. Change the o-rings on spigot if
leakage is observed.

23
 CONCLUSIONS

• Vacuum brakes have extremely limited applications because of longer to

function and unsuitable for high speed trains.
• Air brakes are efficient as compared to vacuum brakes; however they require
considerable stopping distance therefore cannot be used for emergency braking.
• Mechanical brakes should be kept in reserve in parallel with another breaking
technique and should be used to completely stop the engine at low speed.
• The required braking forces can be obtained in a wide range, with regeneration
braking used in a high speed range and rheostat braking in low speed range.
• Electrodynamic brake systems occasionally malfunction because they have
complex circuits.
• Electromagnetic braking in high-speed train is efficient method of breaking.

24
 BIBLIOGRAPHY

• www.wikipediaairbrakesystem.com
• Limpert. R. Brake Design and Safety. SAE Order No. R-198, 1999.
• Limpert. R. Engineer Design Handbook, Analysis and Design of Automotive Brake Systems. US
Army Material Development and Readiness Command, DARCOM-P -706-358, 1976.
• Bert. B, Karlheinz. H. Brake Technology Handbook. SAE Order No.R-367, 2008.
• Wu. J, Zhang. H, Zhang. Y, Chen. L. Robust design of Air Brake brake system in com-mercial
vehicles. SAE, 2009-01-0408.

25