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Brake systems used by IR

by S Krishnamorthy

Comparison of air brakes and vacuum brakes

Components of air brake and vacuum brake systems

Advantages of air brakes over vacuum brakes

Comparison of single-pipe and twin-pipe systems

Schematic diagrams of single-pipe and twin-pipe systems

Comparison of conventional and bogie-mounted air brakes

This page details the air and vacuum brake systems used for passenger coaches and freight
wagons by IR. The material has been adapted from official IR documentation. Also see: EMU
brake systems

Comparison of air brakes and vacuum brakes

Parameter Air Brakes
Principle The compressed air is used for obtaining
of working brake application. The brake pipe and feed
pipe run throughout the length of the coach.
Brake pipe and feed pipe on consecutive
coaches in the train are coupled to one
another by means of respective hose
couplings to form a continuous air passage
from the locomotive to the rear end of the
Vacuum Brakes
The vacuum brake system derives
its brake force from the
atmospheric pressure acting on the
lower 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
 train. The compressed air is supplied to the and connected with consecutive
brake pipe and feed pipe from the coaches by hose coupling. The
locomotive. The magnitude of braking force vacuum is created in the train pipe
increases in steps with the corresponding and the vacuum cylinder by the
reduction in brake pipe pressure and vice- ejector or exhauster mounted on
versa. the locomotive.
Effective pressure on piston -
Effective cylinder pressure = 3.8kg/cm2
0.kg/cm2
Pressure Feed pipe - 6kg/cm2
Nominal vacuum on train pipe -
Brake pipe - 5kg/cm2
510mm.
Pipe Feed pipe - & 25 Bore
Train pipe - & 50 Bore
diameter Brake pipe - & 25 Bore

Components of air brake and vacuum brake systems

Air Brakes Vacuum Brakes

Brake pipe and feed pipe (twin pipe system for
coaching stock, single pipe system for goods Train pipe -- single pipe
stock).
Air brake cylinder - 355mm dia Vacuum brake cylinder- 24" type 'F'
Distributor Valve  
Passenger Emergency Alarm Signal Device Alarm chain apparatus
Passenger Emergency Valve Clappet Valve
Guard's Emergency Valve Guard's Van Valve
Slack Adjuster Slack Adjuster
  Direct Admission Valve
Hose coupling for brake pipe and feed pipe Hose coupling for train pipe
Auxiliary reservoir 100 l capacity Vacuum reservoir 320 l capacity
Cut off Angle cock  
Check valve with choke  
Dirt collector  

Advantages of air brakes over vacuum brakes

Parameters Air Brakes Vacuum Brakes
Emergency braking
distance (4500 t level 632m 1097m
track, 65 kmph)
Brake power fading No fading At least by 20%
Weight of equipment per 275kg 700kg
wagon (approx.)
No appreciable difference in air pressure Steep reduction in
Pressure Gradient between locomotive and brake van up to vacuum in trains longer
2000m. than 600m.
Preparation time in
departure yards (45 BOX Less than 40 minutes. Up to 4 hours.
or 58 BOXN)
Needs additional
Safety on down gradients Very safe
precautions
Overall reliability Very good Satisfactory

Schematic diagrams
Single-pipe System

Twin-pipe System
Comparison of single-pipe and twin-pipe systems
Parameters Single Pipe Twin Pipe
The Brake pipe is charged to 5kg/cm2 by the driver's brake valve.
The operation
The auxiliary reservoir is charged by the feed pipe at 6kg/cm2
is same as that
through a check valve and choke. The brake cylinder is connected
of the twin
to the atmosphere through a hole in the D.V. when brakes are
pipe system
under fully released condition. To apply brakes, the driver moves
except that the
automatic brake valve handle either in steps for a graduated
auxiliary
application or in one stroke to the extreme position for
reservoir is
Principle of emergency application. By this movement the brake pipe
charged
operation pressure is reduced and the pressure differenced is sensed by the
through the
D.V. against the reference pressure locked in the control
D.V. instead of
reservoir. Air from the auxiliary reservoir enter the brake
feed pipe,
cylinder and the brakes are applied.At the time of release the air
since there is
in the brake cylinder is vented progressively depending upon the
no feed pipe
increase in the brake pipe pressure. When the brake pipe
in single pipe
system. pressure reaches 4.8kg/cm2 the brake cylinder is completely
exhausted and brakes are fully released.
Charging Discontinued
auxiliary during brake Uninterrupted
reservoir application
B.C. and Occurs during
A.R. prolonged
Does not occur
pressure brake
equalisation application
Release of Proportionate Auxiliary reservoir is continuously charged through feed pipe
brakes to build up of
(reduction A.R pressure
in brake
cylinder
pressure)
During
emergency
application,
feed for
auxiliary
reservoir from
brake pipe is
Leakage in
discontinued.
brake Auxiliary reservoir is continuously charged through feed pipe
Leakages in
cylinder and hence leakages in brake cylinder can be equalised even
brake cylinder
during during emergency application ensuring full brake force.
will therefore
application
reduce
braking force
since auxiliary
reservoir may
not be able to
equalise the
leakages.
Brake pipe - Green
Colour  
Feed pipe - White
Brake pipe - Brake pipe - 5kg/cm2
Pressure
5kg/cm2 Feed pipe- 6kg/cm2

Comparison of conventional and bogie-mounted air brakes

Conventional Air
Parameters Bogie-mounted Air Brakes
Brakes
Bogie cylinder mounting
Underframe Bogie frame
location
No. of air brake cylinders /
2 4
coach
Size of cylinder 14" 8"
Slack adjuster External Integral with the air brake cylinder
High friction 'K' type composite
Brake block Conventional
block
Material provided by S Krishnamorthy, Copyright � 2002.
Note: This site is not officially affiliated with Indian Railways! The official web site of Indian
Railways is: http://www.indianrailways.gov.in
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