1 - 7 Approved - Final Corrected Copy of Handbook On LHB Brake System

IRCAMTECH/M/GWL/2016/Air Brake/LHB/2.
0/October 2021
GOVERNMENT OF INDIA
( )
Ministry of Railways (Railway Board)
Revision of Hand Book

On
Air Brake System of LHB Coaches
IRCAMTECH/MECH/GWL/Air Brake System/LHB/2.0
October 2021
Maharajpur, Gwalior – 474005 (INDIA)

Ph: 0751 -2470803 & Fax: 0751 -2470841
Handbook on Air Brake System of LHB Coaches/1

IRCAMTECH/M/GWL/2016/Air Brake/LHB/2.0/October 2021
Foreword
The earlier version of the handbook has constructional detail of Air Brake System for
LHB Coaches also termed as Disc Brake system (Knorr Bremse & FTIl type), instructions
and precautions during inspection and maintenance.
There has been numerous changes in the air brake system of LHB coaches since then. So,
it was necessary to make a revision of this Handbook.
This revision of Maintenance hand book of LHB air brake system include Brake system
supplied by M/s Escort and latest modification in the air brake system of LHB coaches.
I am sure that this maintenance handbook will be useful to the concerned staff to ensure
trouble free service of the train operation.
Technological up-gradation and learning is a continuous process. Hence feel free to write
us for any addition / modifications or in case you have any suggestion to improve the
Hand Book, your contribution in this direction shall be highly appreciated.
We welcome any suggestion for addition and improvements from our readers.
Place: CAMTECH/GWL (Jitendra Singh)

Date: 27.10.2021 Pr. Executive Director
CAMTECH/GWL

PREFACE
Air Brake System is an important parts of LHB coaches considering functional &
operational safety. At present three OEMs M/S Knorr Bremse India Pvt. Ltd., M/S FTIL
and M/s Escort are providing Air Brake System in LHB Coaches. Air brake system of LHB
coaches is most efficient and reliable braking system used to run long trains at high speeds.
The maintenance & Component details of Air Brake System for coaching stocks are given
in this handbook.
The purpose of this revision of maintenance is to enhance knowledge and competence of

C&W staff in dealing with Air Brake System in coaching stock maintenance.
This hand book is aimed at assisting concerned staff and does not supersede any existing
instructions from Railway Board, RDSO, IRCA or OEMs etc. Most of data and
information mentioned herein are available in some form the other in various books and
OEMs manuals. If any changes are made, these will be used in the form of correction slips.
For convenience, this book includes a proforma for entering all correction slips serially.
Technological up gradation and learning is a continuous process. Hence feel free to write
us any addition / modification in this handbook or in case you have any suggestion to
improve the handbook. Your contribution in this direction will be appreciated.
I am thankful for our Principal Executive Director Sir for his guidance to bring out this
handbook. I am also thankful to ED/Carriage/RDSO and his team for giving their extended
support and assistance. I will also appreciate the sincere effort of Mr Prashant Saraswat
SSE/Mechanical/CAMTECH for this handbook.
We welcome any suggestion for addition and improvements from our readers.
Date: - 27.10.2021
(Manoj Kumar)
Director/ Mech.
CAMTECH/GWL

CORRECTION SLIPS
The correction slips to be issued in future for this handbook will be numbered
as follows:
CAMTECH/2016/Mech/Air Brake /LHB)/1.0/C.S. # XX date …………….

Where “XX” is the serial number of the concerned correction slip (Starting
from 01 onwards)
CORRECTION SLIPS ISSUED
Sr.No. of Date of issue Page No. and Item no. modified Remarks
C.Slip

Part-I Air Brake System of LHB Coaches (Knorr Bremse)
Part-II Air Brake System of LHB Coaches (FTIL)
Part-III Air Brake System of LHB Coaches (Escort)
Part-IV Latest Improvements/Modifications carried out in Axle

Mounted Disc Brake System for LHB Coaches.

Part-I
Air Brake System for LHB Coaches

(Knorr Bremse)
(Ref: Knorr Bremse Maintenance and User Manual for Air Brake system for LHB Coaches on IR)

Contents
S.N Description Page No.
Forward 1
Preface 2
Correction Slip 3
Part-I Air Brake System of LHB Coaches (Knorr Bremse) 6
1.0 Overview 8
2.0 Safety Instruction 9
3.0 Auxiliary Working Material 10
4.0 General Tools Required 11
5.0 Removal and Cleaning 12
6.0 Inspection / Replacement of Components 12
7.0 Storage of Material 13
8.0 Instruction for Disposal 13
9.0 Introduction 14
10.0 Schematic diagram of Air Brake system for EOG LHB Coaches 17
11.0 Scope of supply for Disc Brake System for EOG LHB Coaches 18
12.0 Schematic diagram of Air Brake system for Power Car 22
13.0 Scope of supply for Disc Brake System for Power Car 23
14.0 Schematic diagram of Air Brake system for Double Decker 27
15.0 Scope of supply for Disc Brake System for Double Decker 28
16.0 Details of Air Brake System components 31
(a) Car Equipments 31
(i) BP, FP & Auxiliary reservoir 31
(ii) Modular plate and container 32
(iii) Distributor valve 33
(iv) Emergency brake equipments 49
(v) Emergency brake accelerator 50
(vi) Hand brake arrangements (for Power car) 50
(vii) Brake indication 51
(viii) Isolation of bogie 52
(b) Bogie equipments 52
(c) Anti-Slip Device 53
(d) Testing of Brake Container 58
(e) Testing Procedure of brake container 59
(f) WSP Checking Procedure at Shed / Yard 61
(g) WSP Fault Codes Diagnosis 62
17.0 Maintenance Schedule of Disc Brake System 62
18.0 Pictures of some important components 66
19.0 Retro-fitment kit for CDTS 67
Part-II Air Brake System of LHB Coaches (FTIL) 69

1.0 Overview
Linke Holfmann Bush (LHB) coaches of Indian Railways have been developed by Linke-
Hofmann-Busch in Germany (today part of Alstom). These coaches are produced by Indian
Railways at Rail Coach Factory, Kapurthala, Integral Coach Factory, Chennai & Modern coach
Factory, Rai Bareilly. These coaches are running on the broad gauge (1676 mm) network of Indian
railways. The coaches are designed for an operating speed up to 160 kmph and tested up to 180
kmph. Their length of 23.54 m and a width of 3.24 m results in a higher passenger capacity,
compared to older types.
These coaches are anti-telescopic and do not turn over if the train derails or gets involved in a
collision. The improved suspension system of LHB coaches ensures more riding comforts for the
passengers.
Being a high speed train it is more important to have a proven brake technology which can
effectively control the brake system of such types of trains.
Knorr-Bremse India is a proud partner to Indian railways in providing the brake system for these
LHB type coaches. So far we have supplied brake sets with Disk Brake system to Indian railways
for their high speed LHB coaches such as Rajdhani, Shatabadi, Duranto & Double Deckers.
Figure 1: Rake formation of an LHB train

2.0 Safety instructions

The following points must be considered and appropriate precautions should be taken when working
on equipments during Maintenance, Disassembly, Overhaul, Assembly and Tests.
1. Pneumatic system is under high pressure. Particles flung outwards will, for instance, cause
severe eye injuries.
2. Observe the safety regulations for pneumatic systems. Prior to removal, release the pressure
from the (sub) system.
3. “Entrapped” air under pressure despite supply cut-off, may cause component, diaphragm,
trapped foreign particles, etc., to be air borne during disassembly.
4. Beware of contaminating the pneumatic system. Keep out dirt after removal, such as by
masking the ports and connections. Device and/or system functions will fail due to
contamination.
5. Beware of contaminating the pneumatic system. Devices and / or system functions will fail.
Keep out dirt after removal, such as by masking the ports.
6. It is recommended to use the blanking piece or sealing tape to seal the open ports to prevent
ingress of moisture and foreign matter into the components of the brake system.
7. Beware of removing the unit incorrectly. The unit will be damaged and/or its functionality
impaired.
8. Beware of electric shock. Before starting work, switch off the power supply to the electric
connection and pre-vent it from being restored without authorization.
9. Beware of physical injuries that may have fatal consequences.
10. Many components/sub-assemblies use powerful springs in a compressed state. Proper fixtures
must be used to release the forces in a controlled manner during disassembly.
11. Jet cleaning with air of components should be done at a pressure of less than 2 Kg/cm2. Higher
air pressure may cause particles of cleaning solution to be air borne & cause skin/ eye irritation.
12. Cleaning by chemical agents may have been advised for certain operations / components, it
need a strict compliance to the manufacturer’s handling procedures.
13. Beware of an incorrect mounting position. The unit will not function.
14. Install the unit in a manner that it points in the direction of flow.
15. Failure to comply with the instructions may lead to personal injuries and/or to damage to
the unit or the environment.
16. While performing any test / repair on brake system of rolling stock (vehicle), steps against
possible “runaway of the vehicle” are to be taken appropriately.
17. The maintenance staffs working in under gear area needs to be cautioned of likely brake rigging
movement.
18. It is vital to observe the manufacturer's safety instructions and directions for the use of cleaning
substances, sealants, adhesives, auxiliary products, working substances, etc.
19. Failure to adhere to the safety requirements poses individual risk and hence all warning
messages should be taken seriously.
20. The work of connecting and disconnecting cables in the electrical system must always be left
to specially trained and authorized personnel.
21. Beware of installing untested units. Safety will be diminished and function restricted. Make
sure that the unit is always tested before they are installed.
22. Ensure that during testing at sheds/ depots by SCTR / RTR, the compressed air is dry.
23. Ensure that the compressor in the depot used for supplying dry air does not have oil throw.
24. Ensure that pipelines are blown from both sides individually while reinstalling a tested /
repaired valve / assembly before final testing.
25. It is vital to observe the manufacturer’s safety instructions and directions for the use of cleaning
substances, sealants, adhesives, auxiliary products, working substances, etc.
3.0 Auxiliary Working Material

The following auxiliary products and working materials are needed; they can be purchased from KB
India by ordering the same:
Loctite activator - 747IT (100ml), Make – Loctite (KB part no. - KN0000014)
Loctite 640 (250ml), Make – Loctite (KB part no. - KN0000009)
Loctite-222 (250ml), Make – Loctite (KB part no. - KN0000057)
Grease for DV & other accessories - Renolit HLT2 Grease, Make: FUCHS (KB part no. -
KN0000022) Grease for callipers (KB part no. – 503318)
For the smooth movement of valves, rubber diaphragms etc. in brake equipment, a limited and small
quantity of lubricants are needed. A light smear of recommended grease in the manual or equivalent
should be applied to sliding parts. Quantity of grease is to be thinly applied to components and
spread uniformly. Excess grease is to be wiped off. Excess application of grease will result in
squeezing into other critical areas/ intricate passages and may cause hindrance to sliding parts and
result in affecting the performance of the equipment.
Greasing should not be done on the working surface of diaphragms but may be applied sparingly to
the lips to aid assembly.
Wherever specific instructions are given for any component, they should be followed, rather than
these general recommendations.

4.0 General Tools Required

The following general tools as listed under are required for necessary attention during routine
maintenance checks as well as for periodic attention during IOH/POH. The required number of tools
in each category may be arrived at, after taking into consideration, type of activity, number of out
of course repairs, online attention and staff strength employed.
1. Resetting Key for Pilot Valve passenger Alarm
2. Quick connect coupling with Pressure Gauge for checking pressure at test points
3. Allen Key Set size 1.5 to 10
4. Socket Set (Small)
5. Filler Gauge of 25 Blades
6. Standard Pipe Wrench 12" and 18"
7. Hammer Wt. 800 Gm.
8. Mallet size 30mm
9. Allen Key Socket 1/2" size 5, 6, 8, 17

10. Allen Key socket 3/4" size 27
11. Deep Socket 1/2"sq. dr. size 24, 30
12. Nose Plier Bent (Inner& Outer)

13. Circlip Plier (Inner & Outer)
14. Screw Driver
15. Open Jaw Spanner size 8, 9, 10, 11, 12, 13, 16, 17, 18, 19, 20, 22, 21, 23, 24, 27, 30, 32, 41, 50
16. Ring Wrench size 10, 11, 12, 13, 16, 17, 18, 19, 24, 27
17. Socket 1/2" sq. dr. size 13, 17, 19, 22, 24, 27, 30
18. Ratchet Handle size 1/2"
19. Adjustable Spanner 0 - 30 mm ( 10 Inch)
20. Adjustable Spanner 0 - 43 mm ( 15 inch)
21. Adjustable torque wrench 135-540 NM
22. Adjustable torque wrench 50 -225 NM
23. Torque wrench ( 475-1015 NM )

5.0 Removal and Cleaning

After removing of parts from an item or equipment, should be examined for reusability. All
the parts that do not have to be exchanged needs to be cleaned properly.
The cleaning method depends upon the component to be cleaned, the degree and the type of
dirt to be removed and the facilities available.
Clean the exterior of the equipment / assembly with a low air jet to remove the outer dirt.
After removal of sub- assemblies, wipe the exterior portion with a clean cloth. Blow a low pressure
jet of dry compressed air inside the machined bores, cored passages, port holes, cavities and seating
grooves on the sub- assemblies. Wipe the parts with a clean cloth and allow them to dry on a clean
surface on the work table.
Care should be taken to protect the finish on the various components while placing, as far as
possible avoid keeping the components piled up one over the other.
All the rubber items such as Gaskets, O rings, seals, Diaphragms, nylon filter/strainer etc. are
to be cleaned only with detergent dissolved in warm water or soap water solution. Dry them with a
blow of jet of compressed air and wipe them clean with soft cloth. They should never be exposed to
petroleum or chemical cleaning solvent.
Use clean low pressure to clean the chokes / choke passages, if required use a wire of smaller
diameter without using a sharp tool to clear the clogging.
The cleaning agent manufacturers’ direction for the use of cleaning agent must be observed.
6.0 Inspection / Replacement of Components

Replacement of the components depends upon their condition.
All components appearing in “must change” list should be changed irrespective of their condition.
All other components be checked for any external damages, dents, cracks, corrosion, pit, marks,
cuts, deep scratches, abnormal wear, sharp corners on mounting / seating / sliding / mating faces, if
found replace the same.
Check threaded portion on components / parts, for any damages / abnormal wear, if found replace
the same.
Check the valve seat for cut or scratched, tip of hollow stem / guide plunger cracked, cut, dented or
oval flat/sharp, if found replace the same.
Check the spring for cracks, rusting, permanent set condition and spring seats, if any abnormality
is found, kindly replace the same.
Rubber items like Gasket, Diaphragm, K-rings etc. found with cut, minute crack, loss of shape &
flexibility, high stiffness, bubble formation or disintegration at mounting/ seating surfaces etc..
The operator / maintainer should ensure that none other than genuine KB or KB approved parts are
used.
The installation of spares other than those approved may impair the safety and reliability of the
given unit and overall system and invalidates any warranty on the part of KB India.

7.0 Storage of Material
(A) STORAGE OF RUBBER ITEM
Rubber components should be stored at controlled temperatures and away from excessive heat.
The storage temperature should be 20 ± 5º C and kept away from humidity.
With respect to storage of rubber parts, the followings things need to be taken care off;
 Rubber parts should be kept away from direct exposed to sun light.
 Rubber components should not come into contact with non-mineral automatic brake fluids
ketones, alcohol and acids, solvents and volatile matters.
 They should be kept away from sources of Ozone like electric motor, fluorescent and mercury
lamps.
 They should be stored in condition in which they are free from tension, compression and twist.
All the rubber items, pneumatic valves and assemblies should be kept in a dust free
environment.
With drawl from storage should be on FIFO basis in order to obtain the maximum service life.
(B) STORAGE OF OTHER BRAKE ITEM
It is important to take sufficient care of brake parts during handling, transportation, storage and
installation, to avoid damages, performance deviation and reworking. They should be stored under
covered roof to prevent entry and collection of dirt/dust/rain water. Pipe lines of brake system should
be kept with end protection caps under proper storage conditions till its fitment to prevent collection
of dust, moisture and rain water, etc.
8.0 Instruction for Disposal
KB group puts lots of emphasis on the protection of environment. Improper disposal of
environmentally harmful substances is dangerous. This would mean unnecessary and legally
punishable harm to the environment. It is important to observe the waste disposal regulations of the
responsible authorities for the specified region.
The followings caution should be observed while discarding un-usable parts / material;
Metallic parts of cast iron, steel, brass, bronze etc. should be segregated for recyclable use.
 Plastics, rubber, wiring harness, PVC hose, insulated materials, printed circuit boards, and all
other Electrical/Electronic goods should be categorized, segregated and then
recycled/disposed as per the guidelines of competent authority for the region.
 Don’t burn chemicals/plastics/wiring harness. They might be flammable and toxic.
 Discarded oils, greases and other solvents such as kerosene should be disposed off in a proper
manner to safe guard environment.

9.0 Introduction
The axle mounted disc brake system for Alstom-LHB design Mainline Passenger Stock for
Indian Railways meets various conditions in the specification laid down by RCF / RDSO (Indian
Railways). The supplied disc brake system tries to fulfill the specification of IR hence in some areas
it does not confirm to UIC standards. The LHB passenger coaches are equipped with a high-power
air brake. It works together with all known high-power brake systems approved by UIC.
The brake system of the coaches is compatible with locomotives.
The brake control system is a friction brake system and is meant for pressure applied brake
actuators. It is a twin pipe air brake system with the features duly incorporated to meet RDSO &
UIC specifications as shown in piping diagram TA18604/15B for EOG coaches & TA18604/19B
for Power car / SLR coaches.
The operation speed of the coaches is 160 Kmph. For such speed an anti-slip device is
necessary to achieve the required brake distances. The anti-slip device (WSP system) for these LHB
passenger coaches is supplied by KNORR-BREMSE.
In order to achieve uniform braking during emergency brake application, an Emergency brake
accelerator valve has been provided in every car which performs as per UIC norms.
One bogie of each Power / Generator car coach / SLR coach is equipped with a manually
actuated parking brake system allowing to hold the single coach without air pressure.
The complete disc brake system includes components which broadly forms the following groups:-
 Brake Control Equipment
 Bogie Mounted Brake Equipment
 Wheel Slide Protection Equipment
The friction brake system performs the following basic functions:-
Emergency braking distance within 1200 m from 160 Kmph under gross mass condition for
EOG coaches with 2 + 18 car formation.
Emergency braking distance within 1200 m from 120 Kmph for SG coaches with 2 + 22
car formation.
Parking brake control on power car.
Wheel slide protection on all coaches.

(A) Disc Brake system Description

1. BRAKE EQUIPMENT AND FUNCTION OF THE BRAKE SYSTEM
1.1 Car equipment
1.1.1 Brake pipe, feed pipe with Auxiliary Reservoir

1.1.2 Module Plate and container
1.1.3 Distributor valve KE1IPKSL
1.1.4 Emergency brake equipment
1.1.5 Emergency brake accelerator
1.1.6 Hand brake arrangement (Power car coaches only)
1.1.7 Brake indication
1.1.8 Isolation of the bogie
1.2 Bogie equipment

1.2.1 Brake Caliper
1.2.2 Brake Disc
1.3 Anti-slip device

1.3.1 WSP system
1.3.2 Antiskid valves
1.3.3 Speed Sensor
1.3.4 Junction Box (Antiskid Valve & Speed sensor)
1.3.5 Phonic Wheel
1.3.6 Set of Connectors
B. Principal Characteristics of the brake system

The graduated release brake system allows graduated application and release of the air brake.
The brake system is a KE1I – P – (D) system. It stands for:
KE1I KE distributor valve series for India

P Passenger Train
(D) Disc brake
The High-power disc brake KE1I – P - D is adjusted to position P “Passenger train”

with the following technical data:
Application time: 3 – 5 sec

Release Time: 15 – 20 sec
Max. brake cylinder pressure: 3.0 Kg/cm2 – For Generator / Power Car
( The stated values refer to a single coach.)
3.0 Kg/cm2 – For Passenger cars (EOG).
3.8 Kg/cm2 - For Double Decker (EOG).
C. Brake Equipment and function of the brake system
For the following described items please refer the following:
For EOG coaches, Bill of material is as per TA 18604/5B (Rev. 06) & schematic no
TA18604/15B. For Power car coaches, Bill of material is as per TA 18604/9 B (Rev 07) & schematic
no TA18604/19B. For Double Decker coaches, Bill of material is as per TA 36185/2 (rev 04) and
schematic no TA36185/11. In the description the part numbers from the bill of material are shown.

10.0 Schematic Diagram of Air Brake System for EOG coaches

11.0 SCOPE OF SUPPLY FOR DISC BRAKE SYSTEM AC & Non AC (EOG) COACHES
BOM NO : TA 18604 / 5B ( Rev.06), dt. 09.10.2015
1 2 3 4 5 6 7
Outline Earlier Part
Item Qty. Unit Description Part Number
drawing number
CONTAINER FRAME
CONSISTING OF
MANIFOLD FOR PASS. /
B17 1 Pc. II78308 C156469
COACH WITH
FOLLOWING
ACCESSORIES:
PRESSURE TANK (75
B3 1 Pc. II70567 C140416 II17955/075
LITRES)
DRAIN COCK WITH
B3.1 1 Pc. I.3.640/1 I.3.640/1
NIPPLE
PRESSURE TANK (06

B4 1 Pc. C156643 C156643
LITRES)
PRESSURE TANK (125

B5 1 Pc. II70568 C140417 II17955/125
LITRES)
DRAIN COCK WITH

B5.1 1 Pc. I.3.640/1 I.3.640/1
NIPPLE
BRAKE PANEL HAVING

B10 1 Pc. FOLLOWING II78329 C157152
ACCESSORIES:
DISTRIBUTOR VALVE
KE1iPKSL - WITH
I.2.274 (DV
PRESSURE
B10.1 1 Pc. I.2.765 I.2.765 with Relay
CONVERTER TO PART
Valve)
NO II 20314 RLV-11D-E/1
& MOUNTING BRACKET
B10.2 2 Pc. CHECK VALVE, RV7-T I90476 4B84113
B10.3 2 Pc. COCK DH7-TE I88738 B80866
B10.4 2 Pc. COCK AHB 200 NW19 WBAHB230AA002 WB415503-Z
PRESSURE SWITCH
B10.5 1 Pc. I92268/01813 B85715
MCS11/W : 1.3-1.8 BAR
B10.6 4 Pc. TEST FITTING K1E I79470/07K C143551

1 2 3 4 5 6 7
Item Qty. Unit Description Part Number Outline Earlier Part
FILTER NW19 WITH
B10.9 2 Pc. WBFIL100AA002 WB307519AZ
CODE PIN
BRAKE ACCESSORIES
B6A 2 Pc. ANGLE COCK (BP) I.2.411/3 I.2.411/3
B6B 2 Pc. ANGLE COCK (FP) I.2.411/6 I.2.411/6
BRAKE PIPE COUPLING

B7 2 Pc. I75882/670/KI B67285
(FP)
BRAKE PIPE COUPLING

B8 2 Pc. I75888 /670/KI B67284
(BP)
B9A 4 Pc. INDICATOR I48102/ W A93736/A
EMERGENCY BRAKE
ACCELERATOR EB3 S/L
B15 1 Pc. I89368 2B82102
WITH BRACKET,
CONSISTS OF:
EMERGENCY BRAKE
B15.1 1 Pc. I89179 C22870
ACCELERATOR EB3 S/L
B15.2 1 Pc. BRACKET I89627 B82615
B16 2 Pc. COCK G1-DN25E II50176/1A1LE C98906 II20882/14SX
HOSE CONNECTION
C1 4 Pc. I.3.3503/3 I.3.3503/3 I.3.941/2
R1/2E, 600 MM LONG.
HOSE CONNECTION
C2 8 Pc. I.3.941/1 I.3.941/1
R1/2E, 500 MM LONG.
BRAKE CALIPER UNIT

WZ57UP10XS11 LEFT
C3 4 Pc. II39691/1BZA C76300/A
VERSION, I=2.17, FSS-
NR. 1267428201.
INCLUDING : BRAKE
II39700/ZB C76301/B
CALIPER
II82515/704LP C177349
BRAKE CYLINDER
BRAKE CALIPER UNIT
WZ57UP10XS11 RIGHT
C4 4 Pc. II39691/2BZA C76300/A
VERSION, I=2.17, FSS-
NR. 1267529201.

1 2 3 4 5 6 7
INCLUDING : BRAKE
II39700/ZB C76301/B
CALIPER
II82515/304LP C177349
BRAKE CYLINDER
EMERGENCY BRAKE
N2 1 Pc. I94023/KI 4B89712/KI
VALVE NB12A
KNORR ANTI-SKID (WSP SYSYTEM)
G1 1 Pc. CONTROL UNIT MGS2 STN30518/0276 TA28601/200
1 Pc. CONNECTOR STN30979

II35435/10012
G5 4 Pc. SPEED SENSOR FS01 STN31450/205A18U N60804 or
II35456/20013
DUMP VALVE GV12-
G2 4 Pc. II64108/7050024 C131766 II34652/15024
ESRA.
4 Pc. CONNECTOR (PLUG) N62148/10000 N63467
MPG13.5,
4 Pc. NUT 463376
DIN46320
G3 4 Pc. TOOTHED WHEELS I.2.748 I.2.748
12 Pc. HEX. HD. BOLT M8 x 35 478314 478314
12 Pc. SPRING WASHER B8 477111 477111
COMPLETE LENGTH OF
WIRING REQUIRED FOR
150 Meter ANTI SKID SYSTEM- I.F.2903 I.F.2903
(1mm X 3 CORE, WITH
SHEATH)
JUNCTION BOX (SPEED

4 Pc. I.A.1109 I.A.1109
SENSOR)
JUNCTION BOX (DUMP
2 Pc. I.A.1110 I.A.1110
VALVE)
4 Pc. HOUSING B61607 C90305
BRACKET FOR DUMP
4 Pc. I.4.744 I.4.744
VALVE
4 Pc. REDUCER I.4.743/1 I.4.743/1
4 Pc. REDUCER I.4.743/2 I.4.743/2
4 Pc. SHIM C151660/1 C151660/1

1 2 3 4 5 6 7
4 Pc. SHIM C151660/2 C151660/2
HARDWARE FOR MOUNTING OF EQUIPMENT
S.S HEX. HD. SCREW

8 Pc. 467811 467811
(M8*25)
S.S HEX. HD. SCREW

8 Pc. 476492 476492
(M10*25)
S.S HEX. HD. SCREW

8 Pc. 477683 477683
(M10*35)
S.S HEX. HD. SCREW

16 Pc. 469402 469402
(M10*40)
S.S HEX. HD. SCREW

8 Pc. 7A0604510 7A0604510
(M12*30)
S.S HEX. HD. SCREW

6 Pc. 470136 470136
(M12*45)
8 Pc. S.S NYLOCK NUT (NM8) 475112 475112
S.S NYLOCK NUT

24 Pc. 474811 474811
(NM10)
S.S NYLOCK NUT

6 Pc. 474812 474812
(NM12)
8 Pc. WASHER (A9) 466232 466232
32 Pc. WASHER (A11) 477685 477685
14 Pc. WASHER (A13) 467633 467633
4 Pc. CAP
C164225 C164225

12.0 Schematic Diagram of Air Brake System for Power car coaches

13.0 SCOPE OF SUPPLY FOR DISC BRAKE SYSTEM FOR POWER CAR
BOM NO : TA 18604 / 9B ( Rev.07), dt. 09.03.2016
1 2 3 4 5 6 7
Outline Earlier Part
Item Qty Unit Description Part Number
drawing number
CONTAINER- FRAME
CONSISTING OF
B17 1 Pc. MANIFOLD FOR
GENERATOR CAR WITH II79436 C159154
FOLLOWING
ACCESSORIES:
PRESSURE TANK (75
B3 1 Pc. II70567 C140416 II17955/075
LITRES)
B3.1 1 Pc. DRAIN COCK WITH NIPPLE I.3.640/1 I.3.640/1
PRESSURE TANK (06
B4 1 Pc. C156643 C156643
LITRES)
PRESSURE TANK (125
B5 1 Pc. II70568 C140417 II17955/125
LITRES)
B5.1 1 Pc. DRAIN COCK WITH NIPPLE I.3.640/1 I.3.640/1
BRAKE PANEL HAVING

B10 1 Pc. FOLLOWING II78329 C157152
ACCESSORIES:
DISTRIBUTOR VALVE I.2.274
B10. KE1IPKSL - WITH (DV with
1 Pc. I.2.765 I.2.765
1 SUITABLE RELAY VALVE Relay
& MOUNTING BKT. Valve)
B10.
3 Pc. CHECK VALVE, RV7-T I90476 4B84113
2
B10.
2 Pc. COCK DH7-TE I88738 B80866
3
B10. WBAHB230AA
2 Pc. COCK AHB 200 NW19 WB415503-Z
4 002
B10. PRESSURE SWITCH
1 Pc. I92268/01813 B85715
5 MCS11/W : 1.3-1.8 BAR
B10.
4 Pc. TEST FITTING K1E I79470/07K C143551
6
B10.
2 Pc. FILTER NW19 WITH WBFIL100AA0 WB307519AZ
9 CODEPIN 02

Earlier Part
Item Qty. Unit Description Part No. Outline Drg.
No.
B1.1B 1 Pc. PRESSURE TANK 6 LITRE C159244 C159244

Brake Accessories
2
B6 A Pc. ANGLE COCK (BP) I.2.411/3 I.2.411/3
B6B 2 Pc. ANGLE COCK (FP) I.2.411/6 I.2.411/6

BRAKE PIPE
B7 2 Pc. COUPLING(FP) I75882/670/KI B67285/KI
BRAKE PIPE
B8 2 Pc. COUPLING(BP) I75888/670/KI B67284/KI
B9A 4 Pc. INDICATOR I48102/ W A93736/A
B9B 2 Pc. INDICATOR I48102/ W A93736/A

ROLLER LEVER VALVE
B11.C 1 Pc. WRV-2S,G 1/4". I77338 A70429
FLEXIBLE HOSE WITH

B11.D 2 Pc. ADAPTOR I.F.2744 I.F.2744
II55801/10-001
B13 1 Pc. PRESSURE GAUGE 80x10. (BC) C108950
B14 II55801/10-001
1 Pc. PRESSURE GAUGE 80x10. (BP) C108950
II55801/10-001
B14.1 1 Pc. PRESSURE GAUGE 80x10. (FP) C108950
EMERGENCY BRAKE
ACCELERATOR EB3 S/L
WITH BRACKET,
B15 1 Pc. CONSISTS OF: I89368 2B82102
EMERGENCY BRAKE
B15.1 1 Pc. ACCELERATOR EB3 S/L I89179 C22870
B15.2 1 Pc. BRACKET I89627 B82615
II20882/14
B16 1 Pc. COCK G1-DN25E II50176/1A1LE C98906 SX
HOSE CONNECTION
C1 4 Pc. R1/2E, 600 MM LONG. I.3.3503/3 I.3.3503/3 I.3.941/2

Earlier Part
No.
C2 8 Pc. HOSE CONNECTION I.3.941 / 1 I.3.941/1
R1/2E, 500 MM LONG.
BRAKE CALIPER UNIT
C3 2 Pc. WZ57UP10XS11 LEFT II39261/1BZA C76302/A
VERSION, I=2.48, FSS-NR.
1272113201.
INCLUDING: BRAKE II39601/ZB C76299/B
CALIPER II82515/704LP C177349
BRAKE CYLINDER
BRAKE CALIPER UNIT
WZ57UP10XS11 RIGHT
C4 4 Pc. VERSION, I=2.48, FSS-NR. II39261/2BZA C76302/A
1272114201.
INCLUDING :BRAKE II39601/ZB C76299/B
CALIPER
BRAKE CYLINDER II82515/304LP C177349
BRAKE CALIPER UNIT
WZ57UP10H16R8 LEFT
2 Pc.
C5A VER. W. HANDBRAKE II39260/1BZA C76298/A
I=2.48, FSS-NR.
1267584201.
INCLUDING :BRAKE II39601/ZB
C76299/B
CALIPER II82516/1204L
C177361
BRAKE CYLINDER P
C5 2 Pc. CONNECTING PARTS II17430/125 2C57907/125
FOR FLEXBALL 125
F1 2 Pc. FLEXBALL CABLE (L = I.P.3083 I.P.3083
2197mm)
F3 1 Pc. FLEXBALL CABLE ( L= I.P.1605 I.P.1605
4024 mm).
FLEXBALL CABLE
F2 1 Pc. (L=2333mm) I.P.1606 I.P.1606
GUARD'S EMERGENCY
N4 1 Pc. ISOLATING COCK I39369/KI 3A81344/KI
4 Pc. ADOPTER I.F.2909 I.F.2909
KNORR ANTI-SKID (WSP
SYSYTEM)
1 Pc. CONNECTOR STN30979
II35435/10
G5 4 Pc. SPEED SENSOR FS01 STN31450/205 N60804 012 or
A18U II35456/2001
3

Earlier Part
No.
G2 4 Pc. DUMP VALVE GV12-ESRA. II64108/70500 C131766 II34652/15
24 024
4 Pc. CONNECTOR (PLUG) N62148/10000 N63467
12 Pc. HEX. HD. BOLT M8 x 35 478314 478314
COMPLETE LENGTH OF
15 Me WIRING REQUIRED FOR
I.F.2903 I.F.2903
0 ter ANTI SKID SYSTEM-(1mm
X 3 CORE, WITH SHEATH)
4 Pc. JUNCTION BOX (SPEED I.A.1109 I.A.1109
SENSOR)
2 Pc. JUNCTION BOX (DUMP I.A.1110 I.A.1110
VALVE)
4 Pc. HOUSING B61607 C90305
4 Pc. BRACKET FOR DUMP I.4.744 I.4.744
VALVE
4 Pc. REDUCER I.4.743/1 I.4.743/1
4 Pc. REDUCER I.4.743/2 I.4.743/2
4 Pc. SHIM C151660/1 C151660/1
4 Pc. SHIM C151660/2 C151660/2
HARDWARE FOR MOUNTING OF EQUIPMENT
8 Pc. S.S HEX. HD. SCREW 467811 467811
(M8*25)
8 Pc. S.S HEX. HD. SCREW 476492 476492
(M10*25)
12 Pc. S.S HEX. HD. SCREW 477683 477683
(M10*35)
S.S HEX. HD. SCREW
16 Pc. (M10*40) 469402 469402
S.S HEX. HD. SCREW
8 Pc. (M12*30) 7A0604510 7A0604510
6 Pc. S.S HEX. HD. SCREW 470136 470136
(M12*45)
8 Pc. WASHER (A9) 466232 466232
36 Pc. WASHER (A11) 477685 477685
14 Pc. WASHER (A13) 467633 467633
4 Pc. CAP C164225 C164225

14.0 Schematic Diagram of Air Brake System for Double Decker Coaches (EOG)

15.0 SCOPE OF SUPPLY FOR DISC BRAKE SYSTEM OF AC (EOG)

DOUBLE DECKER COACHES
SOS No. TA 36185/2 (rev.4) dt. 04.02.2015, Refer Schematic: TA 36185/11
Outline
Pos. Qty. Unit Description Part Number
drawing
B3 1 PRESSURE TANK (75 II76149
Pc. C152127
LITRES)
B3.1 DRAIN COCK WITH NIPPLE
1 Pc. I.3.640/1 I.3.640/1
2 Pc. STRAP FOR 75 LITRES TANK C152131 C152131

PRESSURE TANK (06
B4 1 Pc. C152129 C152129
LITRES)
B5 PRESSURE TANK (125
1 Pc. II76150 C152128
LITRES)
B5.1
1 Pc. DRAIN COCK WITH NIPPLE I.3.640/1 I.3.640/1
STRAP FOR 125 LITRES
1 Pc. C152132 C152132
TANK
B6A ANGLE COCK I.2.411/3
4 Pc. I.2.411/3
B6B ANGLE COCK I.2.411/6
4 Pc. I.2.411/6
B7 4 Pc. BRAKE PIPE COUPLING(FP) I75882/455/KI B67285
B8 BRAKE PIPE COUPLING(BP) I75888/455/KI
4 Pc. B67284
B9A INDICATOR
4 Pc. I48102/ W A93736/A
B15 EMERG. BRAKE
1 Pc. ACCELERATOR EB3 S/L I89368 2B82102
WITH BRACKET
B16 COCK G1-DN25E II50176/1A1LE
2 Pc. C98906
B.18 BP PANEL ASSY. WITH II74586
1 Pc. FOLLOWING C152116
ACCESSORIES;
B18.1 DISTRIBUTOR VALVE; TYPE
KEdiPKSL-RLV; WITH
1 Pc. II76167 I.2.765
PRESSURE CONVERTOR &
MOUNTING BRACKET.
B18.2
1 Pc. ADOPTER I.2.724 I.2.724
B18.3 INTERMIDIATE FLANGE I98125
1 Pc. C52003
B18.4 FILTER NW19 WITH WBFIL100AA002 WB307519
1 Pc.
CODEPIN AZ
B18.5 1 Pc. COCK DH7-TE I88738 B80866
B18.6 2 Pc. COCK AHB 200 NW19 WBAHB230AA002 WB415503-Z
FP PANEL ASSY.
CONSISTING OF
B.19 1 Pc. FOLLOWING VALVES FOR II74587 C152117
FEED PIPE & AIR
SUSPENSION CONTROL
B19.2 3 Pc. CHECK VALVE, RV7-T I90476 4B84113
B19.3 5 Pc. COCK DH7-TE I88738 B80866

Pc. PRESSURE SWITCH I92268/01813
B19.5 1 MCS11/W : B85715
1.3-1.8 BAR
Pc. STUD FITTING PIPE OD22 X C152073
3 C152073
1/2"
Pc. I.F.0698
2 STUD FITTING PIPE I.F.0698
Pc. I.F.0699
2 STUD FITTING PIPE I.F.0699
Pc. STUD FITTING PIPE OD18 X C154284
1 C154284
1/2"
Pc. HOSE CONNECTION R1/2E, I.3.3503/3
C1 4 I.3.3503/3
600 MM LONG.
Pc. HOSE CONNECTION R1/2E, I.3.941/1
C2 8 I.3.941/1
500 MM LONG.
Pc. BRAKE CALIPER UNIT II39261/1BZA
WZ57UP10XS11 LEFT
C3 4 C76302/A
1272113201.
INCLUDING : BRAKE II39601/ZB
C76299/B
CALIPER II82515/704LP
C177349
BRAKE CYLINDER
Pc. BRAKE CALIPER UNIT II39261/2BZA
WZ57UP10XS11 RIGHT
C4 4 C76302/A
1272114201.
INCLUDING : BRAKE
II39601/ZB C76299/B
CALIPER
II82515/304LP C177349
BRAKE CYLINDER
EMERGENCY BRAKE
N2 1 Pc. I94023/KI 2C63437
VALVE NB12A
KNORR
ANTI-SKID (WSP ARRANGEMENT)
1 Pc. CONNECTOR(PLUG) STN30979 TA28601/2
STN31450/205A18
G5 4 Pc. SPEED SENSOR FS01 N60804
U
G2 4 Pc. DUMP VALVE GV12- ESRA. II64108/7050024 C131766
4 Pc. CONNECTOR(PLUG) N62148/10000 N63467
MPG13.5,
4 Pc. NUT 463376
DIN46320
12 Pc. HEX. HD. BOLT M8 x 35 478314 478314
COMPLETE LENGTH OF
WIRING REQUIRED FOR
150 Meter I.F.2903 I.F.2903
ANTI SKID SYSTEM-(1mm
x 3CORE, WITH SHEATH)

16.0 Details of Air Brake System Components:

(a) Car equipment
(i) Brake pipe, feed pipe with auxiliary reservoir
Through the coach two 28mm pipes, the brake pipe and the feed pipe, are running the length
of the car. At each end of the pipe an angle cock (B06) and a brake pipe coupling (B07, B08) (refer
TA diagrams as above) is fitted to connect the pipes to the adjacent car. The brake pipe couplings
are compatible with the Indian coupling SK 73547 and the feed-couplings are compatible with the
Indian coupling WD-81027-S-01.
The brake pipe is used to control the distributor valve by pressure increase or reduction for
brake release or application. The brake pipe pressure is charged at 5 Kg/cm2 and can be checked at
the pressure gauge B14 in the Power car / generator car.
At the time of application of brakes the air pressure in brake pipe is reduced and the Distributor
valve fitted in each coach gets actuated and the Auxiliary Reservoir air pressure at regulated level is
supplied to brake actuators through Distributor valve.
The feed pipe supplies compressed air to the reservoirs 75L + 125L (B3, B5). The main
reservoir (B5) stores the air required for brake applications. The volume (125L) is protected by a
check valve (B10-2), so that a brake application can be triggered, if the coach is separated from the
train. The 75L auxiliary reservoir (B3) will be also used for air supply of the toilet.
(ii) Module plate and container

The main devices of the brake control are mounted onto a module plate (B10). The air of the
feed pipe and the brake pipe is passing a filter (B10-9/1, B10-9/2) before it enters the module plate,
to hinder dust to cause malfunctions of the brake devices.
At the test devices (B10-6/1 and B10-6/2) the pressure of the feed pipe and the brake pipe can
be measured.
The module plate and the air-reservoirs are installed into a container which is produced by
KB-India.
Module Plate with valves Container

(iii) Distributor Valve

The distributor valve (B1) consists of the basic valve to which the relay valve KR1 is directly
mounted. It is manufactured in India and is in position “P”.
The bracket incorporates all ports and connects the distributor valve to the module plate.
All maintainable parts of the distributor valve are located on the distributor valve. The distributor
valve can be taken off from the pipe bracket without disconnecting the pipes. The following ports
are available:
  L – brake pipe 
  R – auxiliary reservoir pipe 
  C – brake cylinder pipe 
 A – Control Chamber (6L) 
The distributor valve creates upon a brake pipe pressure (L) reduction or increase a pre control
pressure (Cv), inversely proportional to the brake pipe pressure.
Pre controlled by Cv - pressure the relay valve KR1, which is directly mounted to the body of
the distributor valve, creates the brake cylinder (C) and necessary air supply.
If there is a malfunction in one of the bogies each bogie can be cut of separately by closing the
cut off cocks B10-4/1 or B10-4/2.
On each module plate the cylinder pressures (C) and the pressure of the Control chamber can be
measured through the tests fittings (B10-6/4 and B10-6/3).
In the generator cars the brake cylinder pressure (C) also can be monitored at the pressure gauge
(B13).
To cut off the pneumatic brake the cock (B10-3/1) has to be closed and the R-charger of the KE-
valve (B10-1) has to be shut off with the handle.
Distributor Valve
(With Variable Pressure Transformer- RLV-11d)

KNORR distributor valves are internationally approved graduated release units designed
according to modern engineering principles. They feature:
– Diaphragm pistons
– Rubber seated valves
– Maximum pressure limiters
– Pressure surge protection and
– Automatic recharging to compensate for leakage in the brake cylinder
They are based on a modular design in which the basic valve is always the same. This member
can be combined with several different attachments to provide distributor valves for a wide variety
of applications.
Technical Description of DV
The distributor valve has been engineered for use in air brake systems on rail vehicles.
Technical Features of DV
The unit is distinguished by the following features:
  Universal action: 
The distributor valves are equipped with pressure transformers providing for universal
action. Universal action means the brake application and release times are independent of
the size and piston stroke of the brake cylinders. Hence, one and the same distributor valve
can be used for brake cylinders of all sizes.
 
  Propagation rate: 
A propagation rate of 285 m/s, which is virtually the speed of sound, is reached in trains
fitted with this distributor valve (purely pneumatic working principle).
 
  Sensitivity: 
The distributor valve reacts very sensitively to controlled pressure changes in the brake pipe.
The brakes respond, for instance, in less than one second (UIC specification: 1.2s)
subsequent to a BP pressure reduction of 0.6 bar in 6s.
 
  Insensitivity: 
The distributor valve is insensitive to uncontrolled pressure changes in the brake pipe. This
means the brakes do not react to BP pressure reductions of up to 0.5 bar within 50s (UIC
specification: 
0.3 bar in 60s).
  Pressure surge protection: 

The distributor valve is insensitive to short pressure surges induced into released brakes.
After full service braking, the brake pipe pressure can be over-elevated by a limited pressure
surge, without the unit being overcharged to a degree that would interfere with brake
operation.
 
  Maximum pressure limitation: 

The maximum brake cylinder pressure is restricted by the maximum pressure limiter -
regardless of the auxiliary reservoir volume, the auxiliary reservoir pressure and the brake
cylinder stroke. The maximum pressure limiter hence suppresses over braking and prevents
the wheels from locking.
 
Air losses in the supply lines to the brake cylinder or in the brake cylinder itself can be offset
by the use of the reserves from the auxiliary reservoir.
 
  Filling the auxiliary reservoirs (or Inexhaustibility) 

The auxiliary reservoirs are refilled from the brake pipe via the check valve in the R-
charging valve.
 
 Switching off the brakes: 
The R-charging valve contains a cut-off valve. Actuating this cut-off valve by its handle
interrupts communication between distributor valve and brake pipe and simultaneously vents
the auxiliary reservoirs and brake cylinders. To entirely vent the distributor valve, the user
must additionally operate the release valve on the control chamber A. The release valve must
continue to be pulled until full brake release is reached. The installation drawing contains
the technical particulars of the unit.
Construction of DV
The distributor valve is designed according to the modular principle. This means that
various components can be added to the basic valve member (a) to perform whatever tasks
are required. Joining the relevant component to the flange automatically sets up the
functionally required, pneumatic connections via the mounting surface.
The distributor valve consists essentially of:
 Basic valve member (a) 

 Control chamber A (b) with a release valve 

 R-charging valve (c) with a cut-off valve and brake pipe exhaust 

 Choke cover 

 Variable pressure transformer (e) 

 Plate (f). The distributor valve fastens to the manifold plate by means of four
studs for easy mounting. The manifold plate itself acts simultaneously as the link
to all of the on board pipes. 
Basic valve member (a)

The following functions are concentrated in the basic valve member (a):
 Translating a pressure reduction in the brake pipe into a corresponding pre-control or
 brake cylinder pressure. 
  Accelerating the BP pressure reduction at the start of braking 
  Maintaining the control pressure A 
  Quickly admitting the minimum pressure for brake application 
  Maintaining the applied brake cylinder pressure 
  Limiting the maximum pressure in the brake cylinder 
 Pressure surge protection 
The basic valve member (a) incorporates the following assemblies.
Air filter (g)
The air filter (g) stops dirt entering the distributor valve from the brake pipe and therefore
helps sub-statically to prolong the life of the distributor valve.
When the distributor valve is detached from the value bracket, the air filter can be
immediately replaced without the distributor valve being disassembled any further.
Triple-pressure valve (G)

The triple-pressure valve (G) controls brake cylinder charging and venting according to the
magnitude and speed of the pressure changes in the brake pipe. The triple-pressure valve (G) reacts
very sensitively to controlled pressure changes in the brake pipe, thereby making for very rapid
brake response. Further, the triple-pressure valve (G) activates the accelerator and controls pressure
surge protection.
Accelerator
The accelerator consists of a quick-service (Ü) control valve (U) with a quick-service chamber
(K), a control sleeve and a choke switch (H). At the start of braking, air from the brake pipe flows
into the quick-service chamber (K); this action provides for an initial pressure reduction and
propagates the braking surge quickly through the train set.
A-control valve (D)
The control pressure A, which is derived from the brake pipe pressure L via the A-control
valve (D), is monitored by the choke switch (H) and the pre-control pressure Cv. Since the A-control
valve (D) is linked to the accelerator via the choke switch (H), the brakes are reliably protected
against any depletion of the control pressure A. The accelerator is therefore reactivated optimally at
the end of brake release.
Minimum pressure limiter (F)
When braking is initiated, the minimum pressure limiter (F) causes the brake cylinder to be
charged quickly to a level equivalent to about 10% of the brake force reached upon full service
braking.
Maximum pressure limiter (E)
The maximum brake cylinder pressure is adjusted to its highest level by the maximum
pressure limiter (E) regardless of the auxiliary reservoir volume, the auxiliary reservoir pressure
and the brake cylinder volume. Over braking is avoided in this way.
Choke Cover (d)
The choke cover (d) contains brake application and release chokes 3.2.3R-charging valve (c)
Upon release, the auxiliary reservoir R is replenished with compressed air from the brake pipe via
the R-charging valve (c); replenishment is simultaneous with the BC pressure drop, yet independent
of the reservoir volume (universal action for filling by the triple-pressure valve of the R-charging
valve). The auxiliary reservoir is isolated from the brake pipe L by a check valve in the R-charging
valve (c). The R-charging valve (c) contains a cutoff valve and a brake pipe exhaust.
Variable pressure transformer (e)
The variable pressure transformer serves to admit a brake cylinder pressure that is related to
the pre-control pressure at a defined ratio. The applicable Description B-EF20.21 contains
information about the construction and working principle.
Bottom Cover A (b) with a release valve
The control chamber A (b) supplies the control chamber pressure A. Pulling the release
mechanism releases the vehicle brakes via the release valve, while holding the pressure in the
auxiliary reservoir. The vehicle's braking capability is hence preserved. The release valve is mounted
on the bottom of the bottom cover A (b). The release mechanism must be pulled long enough to
fully release the brakes. For ‘A’ volume a separate version of 6 Lt. vol. is connected to the Bottom
cover.

Working principle of Distributor Valve
The working principle of the distributor valve is as below:

Charging Position:
The chamber above the diaphragm piston (101.21) is filled when the cutoff member is opened
and the brake pipe pressure is increased to working level. At a pressure of 2.2 kg/cm2, the choke
switch (H) opens & the tappet (101.44) engage the control sleeve (101.37) by friction.
The slide 112.5 travels downwards across the exhaust port Bo and cuts off A from O.
The cup diaphragm (101.20) closes the port B112 under the action of the pressure difference
L-A. The control chamber is now charged through the restricting choke (112.1).
Compressed air from L flows into the control chamber A via the choke (101.41).
From the brake pipe, air flows via air filter (g) to the check valve provided in the R-charger
(c).Also air from ‘R’ flows freely through the minimum pressure limiter to the inlet valve of the
basic valve (a).
Compressed air from ‘R’ also passes through the open maximum pressure limiter (E) to the
inlet valve of the basic valve (a) via the application choke provided in choke cover (d). When the R-
pressure reaches the preselected maximum brake cylinder level, the maximum pressure limiter
closes and hence cuts off its path R to the application choke.
When the normal working pressure is reached in pressure chambers L, R and A, the distributor
valve is at the charging lap position.
The diaphragm plate (101.21) is restrained by the force of the compression spring (101.22)
via the tappets (101.44), the valve head Cv – with the help of the compression spring (101.13).
In the quick release valve (b) the A pressure holds the slide (112.5) at the cutoff position A-
O against the force of the compression spring (112.7); the sleeve is resting on its lower stop and
transmits no force to the supporting piston (101.60).
The distributor valve is now ready to brake at its normal response rate. At the charging lap
position, the distributor valve maintains the pressure relative to R and A; pressure losses in the
auxiliary air reservoir are corrected via the R check vale (190.4).

Charging Position

Brake Application:
When the L-pressure is lowered by a degree at-least equivalent to the sensitivity gradient, the
distributor valve goes to the braking position because the ‘L’ and ‘A’ pressure can no longer be
balanced out through the choke (101.41).
If the L- pressure has been lowered so much that a large enough pressure difference develops
between L and A across the diaphragm plate (101.21), then the valve head (101.34) will be lifted
via the tappets (101.19); the control sleeve (101.37) cannot follow the motion of the valve head
(101.34) because it is frictionally engaged by the choke switch H. As a result, the valve (V101.3)
opens and L communicates with the quick service chamber through the inlet of the quick service
control valve.
Since communication between the L-chamber in the distributor valve and the brake pipe is
restricted by the L-choke orifice (190.11b), the air from the L expands and creates a greater
pressure difference L-A across the diaphragm plate (101.21); the triple pressure valve G moves
faster to the upper braking position.
When the valve V101.3 (L-K) opens, a pressure forms and charges the choke switch H from
behind, allowing the force of the compression spring to move the choke switch to the cut-off
position L-A (valve VH closed).
The distributor valve is switched over from normal to absolute sensitivity in this way;
the control pressure is accumulated.
The pressure drop in ‘L’ is transmitted to the adjacent vehicles through the brake pipe,
yielding a high propagation rate in this way.
The Cv pressure builds up through the open valve V101.2 and the initially open- minimum
pressure limiter F and the maximum pressure limiter E. The Cv pressure is passed to the relay
valve ‘e’, closing the outlet valve VM1 and then opening the inlet valve VM2.
The pressure rise in Cv makes the Cv piston advance. The balance beam (a.3) turns about
the knife-edge fulcrum of the adjusting block (a.4) against the action of the C-pressure on the C-
piston (a.2).
The C-pressure is still equal to that of preceding braking step. The balance beam (a.4) actuates
the valve tappet (c.3) and the valve head (c.5), making the inlet valve (c.1) open. Compressed air
from the auxiliary reservoir (R-pressure) flows into the brake cylinder and through the choke (d.2)
to the C-piston (a.2).
The inlet valve (c.1) goes to the lap position upon completion of every braking process.
Once the pre-selected Cv pressure rise is concluded, the C-pressure simultaneously reaches a level
that holds the balance beam (a.3) in a state of equilibrium corresponding to the lap position. The
inlet valve (c.1) and the outlet valve (c.2) are closed. The maximum brake cylinder pressure is
reached at the maximum pre-control pressure Cv. It can be adjusted within the range using the
adjusting block (a.4) to change the a:b ratio on the balance beam. Turning the screw (b.1) to the
right increases the maximum brake cylinder pressure (the adjusting block goes downwards),
whereas turning to the left decreases the maximum brake cylinder pressure (the adjusting block
goes upwards).

Brake Application Position

Brake Release:
If the pressure in the brake pipe is increased from a braking lap position, then the pressure
difference between A and L across the diaphragm plate (101.21) will be reduced and the
balance in the triple pressure system restored by Cv venting.
With every increase in BP pressure, Cv pressure is vented to atmosphere and in turn relay
valve ‘e’ vents the brake cylinder pressure proportionately to the drop in Cv pressure.
The outlet valve VM1 of relay valve ‘e’ will vent the brake cylinder to O if, during release,
the brake pipe pressure is raised to the normal working level.
As the Cv –pressure continues to drop, the minimum pressure limiter F opens when the level
falls below the minimum brake cylinder pressure (about 0.7 kg/cm2), while the A-control valve D
opens at a value of Cv=0.35 kg/cm2. However, the path from L to A is still cut off by the choke
switch H. Consequently, the A-pressure cannot assimilate to L.
Depending upon the actual L-R pressure difference, the auxiliary reservoir will be
replenished via the R check valve (190.4) during the whole of the brake release.
So during release, the auxiliary reservoir receives just enough air from the brake pipe to
prevent the brakes from being depleted. The remaining amount is utilized to increase the brake
pipe pressure evenly and more quickly throughout the train.
The A- and L- pressures rise to the normal working level. If the brake pipe pressure falls
again after the quick service (U) control valve has opened, the distributor valve regains its original
brake response and the accelerator is simultaneously activated.
The distributor valve release time is defined by the rate at which the pressure rises in the
brake pipe; but if L rises faster than Cv can be vented through the release choke, then the latter
will define the rate at which Cv is vented.

Brake Release Position

Quick-release valve
The quick-release valve serves both to release the brakes fully by automatic control and to
assimilate an elevated A pressure to L.
Briefly pulling the handle (112.9) on the quick-release valve releases the brakes. This
movement deflects the thrust member (112.14), moves the thrust rod (112.2) against the force of the
compression spring (112.11), and lifts the slide (112.5) with compression spring (112.6) and sleeve
(112.3).
Air now flows through the port Bo under the slide (112.5), holding the latter and the sleeve
at the very top position with the assistance of the compression spring (112.7).
The thrust member (112.14) and the handle return to their starting position when the handle
is released.
The control chamber A is vented through the exhaust port Bo. As a result, the triple
pressure valve G moves downwards to the release position, and Cv is vented through the outlet
valve V101.1 and the release choke in the choke cover.
Provided the brake pipe is unloaded, the slide (112.5) will dwelt at its upper position and
the control chamber A will be vented entirely.
Upon refilling, the L-pressure rises and pushes the slide (112.5) to the lap position via the cup
diaphragm (101.20) and the supporting piston (101.60), thereby cutting Bo-O.
Pulling the handle (112.9) serves also to dissipate overcharges. The control chamber A is
vented through the port Bo until the L-pressure bearing on the cup diaphragm (101.20) and the
supporting piston (101.60) pushes the slide (112.5) downwards over the port Bo, thereby cutting
off Bo-O.
The A pressure now charges the slide from above and moves it to the lap position, thereby
disengaging the slide from the supporting piston.

Quick-Release Position
Removal and installation of DV
WARNING
Observe the safety regulations for working on pneumatic systems and abide by
them in the course of removing and installing the distributor valve.
Requirements
Prior to removal, vent all the tanks and air pipes to which the distributor valve is connected.
The work of removing and installing the distributor valve must always be left to suitably
qualified personnel authorized by the vehicle builder or operator.
Before installing the distributor valve, check its DV type plate against that required for the
vehicle. This is to ensure that the correct distributor valve is fitted.
Starting work on the distributor valve:

– Vent the brake pipe.
– Operate the handle on the quick release valve of control chamber A and vent this chamber.
– Move the handle of the R charging valve to the OFF position.

Removal of DV
– Disconnect the operating mechanism from the handle of the quick release valve on the
control chamber A.
– Detach the operating mechanism from the forked lever of the R charging valve (only
on distributor valves with an R charging valve and forked lever).
– Release the fasteners holding the distributor valve bracket, and remove the whole distributor
valve from its mounting bracket in the vehicle.
– Immediately after removal, mask the flange surface of the distributor valve with a
protective cover to keep out dirt and stop damage during carriage.
– Also mask the sealing surface of the mounting bracket with a protective cover unless a
replacement is going to be fitted immediately after the distributor valve has been
removed.
Installation of DV
– Prior to installation, remove all traces of dust and dirt from the sealing surface of the
mounting bracket.
– Lubricate sealing rings and O rings with a thin film of Fuchs Renolit HLT2 universal
grease. Put these rings in the sealing surfaces, and attach the distributor valve to the
mounting bracket. Tighten the fasteners to the torques specified in the vehicle builder’s
assembly drawing.
– Attach the operating mechanism to the handle of the quick release valve on control chamber
A.
– Attach the operating mechanism to the forked lever of the R charging valve (only on
distributor valves with an R charging valve and forked lever).
– Move the handle of the R charging valve to the ON position.
– Fill the brake pipe, and test the flange joint with the on board mounting bracket for
leakage. Escaping air is unacceptable.

Special Tools required during Overhaul of DV:-
All tools are standard apart from the special items listed in Table1 below. These special
tools can be ordered from KNORR−BREMSE India Private Limited by the item numbers stated in
the figures.
Fig.1- Clamping Fixture S1 Knorr item number I23645

Table 1 Special tools
Name Notation in text Purpose

and figures
Clamping fixture S1 Dismantling and assembly of distributor valve
Diaphragm extractor S2 Removing diaphragms
Thrust member S3 Mounting the diaphragm on the valve head
Special hook S4 Removing and installing Knorr K-Rings
Drift S5 Installing Knorr k-ring and star ring in the
triple pressure valve.
Key S6 Removing and installing the screw plug of the
maximum pressure limiter.
Removing and installing the supporting ring of the
Adjuster S7 maximum pressure limiter.
Wrench LK 15 S8 Removing and installing bracing screw.

Installing Knorr K – rings

(iv) Emergency brake equipment
There are two possibilities to cause an emergency brake application:
The emergency brake valve (N4) (only in generator cars) is directly connected to the brake
pipe and vents the brake pipe, when being actuated.
In each coach emergency brake pull boxes (N1) are installed, which are operated by the
emergency brake valve (N2).
If the handle of the emergency brake pull box is moved, the pipe between N1 and N2 is vented
and the emergency brake valve starts exhausting the brake pipe via a large orifice. After the pressure
at the brake pipe has reached 2 bar it stops to vent the brake pipe and so the refilling time after an
emergency brake application will be shortened.
To return the emergency brake pull box the bolt has to be unlocked by a guard’s key. So it is
always possible to find out where an emergency pull box was actuated and “playing” with the
emergency brake is not possible.
The emergency cock (N3) can be used to cut off the emergency brake valve (N2) in the case
of malfunction. This function does not fit to UIC-Norm and hence is not provided in the existing
schematics.
Emergency Pull Box Emergency Pull Box fitted on coach
Emergency Brake Valve Emergency Brake Valve and Isolating Cock fitted on coach

(v) Emergency brake accelerator
 The Emergency brake accelerator is mounted into the brake pipe. If there is indicated a fast
pressure reduction of brake pipe, which is equal to an emergency brake application the
emergency brake accelerator supports this pressure reduction and vents the brake pipe via a
large orifice. This causes an equal brake pressure reduction speed over the whole train in the
brake pipe, so the actuation speed of the brake cylinders at the end of train will be as fast as
in coaches near the actuation point. If there will be no emergency brake accelerator used the
speed of pressure reduction in the brake pipe at the end of the train will be much slower
compared to the pressure reduction speed in the coaches near the locomotive. This effect will
cause forces length the train configuration.
The emergency brake accelerator will stop to vent the brake pipe between a pressure of 2.5
bar and 1.5 bar.
Emergency Brake Accelerator Emergency Brake Accelerator fitted on coach
(vi) Hand Brake Arrangement (Power Car coaches only)
To actuate the hand brake, the Power car is equipped with the flex ball actuating devices (B12)
for two axles of a bogie. If the hand wheel of B12 is turned, two flex balls are directly moving two
brake calipers and two flex ball cable are directly connected to hand wheel to apply on that bogie.
Hand Brake Wheel in Power Car Flexball Cable as fitted in coach

Set of Connectors on Brake caliper to connect with Flexible Cables
(vii) Brake indication

At both sides of the car-body there are two indicators which show for each bogie, if the
pneumatic brake is actuated.
If the pneumatic brake is applied the distributor valve (B10-1) builds up brake cylinder
pressure. This pressure actuates via nozzle (B10-7/1 and B10-7/2) the indicators.
If the hand brake is actuated, the roller lever valve (B11.C) indicates this action and air flows
from the check valve (B10-2/2) and the reservoir (B11.B) through the roller lever valve (B11.C) to
the indicators.
If the brake is applied, the window of the indicator is red. If the brake is released, the window
shows a green sign.
The indicator for the handbrake turns from green to red when the handbrake is applied (only
in case of Power Car).
Four numbers brake indicator (two numbers on each side of the EOG coach) and Six numbers
brake indicator (three numbers on each side of the Power Car) are fitted per coach.
Brake Indication for Power Car Brake Indication for EOG

(viii) Isolation of the bogie

Each bogie has an own isolating cock (B10-4/1 or B10-4/2). In case of malfunction of one
bogie brake equipment, this bogie can be separated from the whole brake system by cutting of the
corresponding isolating cock.
(b) Bogie Equipment

Each bogie has two axles, each equipped with two grey cast iron brake discs. The brake energy is
dissipated only at the axle mounted brake discs, so the wheel set is only stressed by the weight of
the coach. The advantage of this arrangement is that the superposition of the thermal stresses and
mechanical stresses is avoided.
The braking force is generated for each disc by a brake caliper unit, which consists of a brake
cylinder and the brake caliper amplifying braking cylinder force depending on the lever ratio.
Brake Disc Brake Caliper
Brake Disc and Caliper as fitted on coach

(c) Anti slip device

Because of the maximum speed 160 km/h and the stopping distance of 1200 m, the adhesion
could be insufficient to sustain the brake rate demanded during emergency braking, especially when
the surface of the rail is wet and slippery.
Therefore, each coach is equipped with an electronic anti-slip device of KNORR. At each axle
a speed probe unit (phonic wheel and speed sensor) is mounted, which transmits the wheels speed
signal to the electronic device. If the rotation of an axle is slower than the speed of the car, the anti-
slip dump valve is actuated by the anti-slip computer.
This prevents the car from getting flat wheels and extends the lifecycle of the wheel sets
tremendously.
WSP device fitted to the vehicle has the role of reducing excessive wheel sliding resulting from
brake applications in situations where wheel / rail adhesion is temporarily impaired and prevents
wheels from locking / skidding.
- Safe protection of all wheel sets from locking even in the face of extremely low adhesion
due to wet leaves on the rails.
- Makes good use of the wheel / rail adhesion by regulating brake force.
- Allows short stopping distances by improving the mean coefficient of adhesion.
- Low air consumption
- Low power consumption
- Meets the requirements of UIC Code 541-05 and is listed in the UIC appendix L as approved
system.
The wheel slide protection (WSP) system has evolved from KNORR BREMSE’s proven
experience in the field of microprocessor-based “wheel slide control". The control units are based
on Electronic System for Railway Applications (ESRA) technology.
- The wheel slide protection (WSP) system forms a closed loop through the brakes and wheel
set.
- The speed sensor detects the speed of the wheel without physical contact and sends a
proportional frequency signal to the control unit.
- The control unit evaluates the frequencies from all of the vehicle’s speed sensors and
generates signals enabling the anti-skid valve to control the brake cylinder pressure.
- The gradient for decreasing or increasing the brake cylinder pressure can be lowered by
“pulsing".
- The control loop adjusts the brake cylinder pressure to the instantaneous wheel-to-rail
adhesion, keeping the wheels within their optimum range of slip and ensuring maximum
possible brake force transmission.

The working principle diagram of a WSP system is shown below:

PB03 Board
The power board supplies all the voltages for powering the boards, actuators and sensors.
If the vehicle is left to stand idle, the control unit can be switched off to a “standby" mode of
low primary current consumption (standstill sleeper mode). The unit is reactivated by a pressure
switch at a preselected level in the feed pipe.
MB04 Board
Wheel slide protection i.e. acceleration and slip control, is implemented entirely on board
MB04. It contains all the electronic peripherals for individual wheel slide control at up to four wheels
or wheel sets. The anti-skid valves are powered by 24V from board MB04. MB04 has a man-
machine interface (MMI) integrated into its front panel.
Man-machine interface
MGS2 has a man-machine interface (MMI) integrated into its front panel. The MMI peripherals
comprise:
−9-pin Sub-D female connector for the RS232 interface (to connect a service terminal),
−4-character alphanumeric display, and
−4 control keys.
EB01 Board
EB01 is an extension board in the MGS2 control unit. It provides digital inputs and outputs.
It is also utilized for supplementary functions such as door control.
Anti-skid valves
The anti-skid valve works as an actuator in the wheel slide control loop, and is activated by
the control unit.
The anti-skid valve is designed to reduce the brake cylinder pressure step by step whenever
required.

Speed sensors
The speed sensor scans a ferromagnetic rotating gear (tooth module / Phonic wheel) that is
centered over the axle. It works without physical contact and does not wear. The frequency of the
digital current signal is directly proportional to the circumferential speed of the rotating gear. When
the vehicle is at standstill, the output current from the sensor assumes the value ( low & High ).
The control unit monitors the speed sensors for correct operation at both standstill and on the
move. Open circuits and faults to ground are identified. The electronic part of the speed sensors
withstands short-circuiting, prevents reversal of its polarity and resists EMC interference. Rotating
gears with 80 teeth are used as standard.
Fig: Speed Sensor

Additional functions
For providing air for the toilets the module plate is equipped with a 10 mm supply pipe for
the toilet. It can be cut off by the cock B10-3/2.
The 75L reservoir (B3) will be used for the toilet. If the 75L reservoir is not used for the toilet,
the reservoir will be used as additional reservoir for the main reservoir (B5) to supply compressed
air for the distributor valve.
In order to ensure that Air pressure is always available in CDTS circuit even if FP is isolated
(single pipe), Knorr has developed a module consisting of isolating cock & NRV as desired by
RDSO, which can be fitted / retro modified on welded pipe panels as well as compact brake panels
of Knorr Bremse (which are not having this arrangement). In case of new panels, it is a part of scope
of supply of Knorr.

(d) Testing of a Brake Container

The Brake Container comprising of pre- assembled pneumatic system with individual tested valves
is to be tested after assembly for its performance as per the KB test protocol as per the Test Rig
Schematic and the test procedure shown below.

(e) TESTING PROCEDURE OF A BRAKE CONTAINER

(i) Initial Condition:
(ii)
1. All cocks closed (including the brake panel).
2. Connect all the connections of the Brake container to the test bench. (Refer the drawing for
ports) Port for the Passenger Car: HBL, HL, C1, C2, C1A, C2A & T
Ports for the Power Car: HBL, HL, C1, C2, C1A, C2A, T, SHB & MC
3. Drivers brake valve at off position.
4. Distributor valve and other accessories have to be individually tested on individual test stand
before assembly on the panel.
5. Test stand connections must be tested for leakage prior to testing using soap solution at the
joints and mountings.
(iii) Charging Time Test.
6. Open cock C1 & C3.

7. Set PRV 1 to 6+0.1 Kg/cm2.
8. Measure the charging time of the CR pressure from 0 to 4.8+-0.1 Kg/cm2 on M_CR.
(iv) Service Application Leakage Test.
9. Open cock on the Brake cylinder (BC) line on the Brake panel.
10. Set the drivers brake valve to full application.
11. Allow BC, BP and CR pressure to stabilize.
12. Close cock C3 & C1.
13. Test for leakage by applying soap solution on the mountings, joints and reservoirs.
14. Set the drivers brake valve to release position.
15. Open cock C3, C15 (only for Power Car) & C1.
(v) Full Service Application & Release.
17. Measure the pressure rise on M_BC1 & M_BC2.
18. BC pressure should rise from 0 to 2.8±0.1 Kg/cm2 in 3-5 seconds.
19. Maximum brake cylinder pressure should be 3±0.1 Kg/cm2 for LHB coaches and 3.8±0.1
Kg/cm2 for Double Decker.
20. MC=M_BC1 & M_BC2 (only for Power Car)
22. Measure the pressure drop on M_BC1 and M_BC2.
23. BC pressure should drop from 3 +0.1 Kg/cm2 to 0.4 Kg/cm2 in 15-20 seconds.
24. Final pressure in M_BC1, MC (only for Power Car) & M_BC2 should be 0 Kg/cm2
(vi) Emergency Application Leakage Test.
25. Set the drivers brake valve to emergency application.

26. Allow BC, BP and CR pressure to stabilize.
28. Test for leakage by applying soap solution on the mountings, joints and reservoirs.
(vii) Emergency Application & Release.

31. Set the drivers brake valve to emergency application.

32. Measure the pressure rise on M_BC1 & M_BC2.
33. BC pressure should rise from 0 to 2.8+0.1 Kg/cm2 in 3-5 seconds.
34. Maximum BC pressure should be 3±0.1 Kg/cm2 for LHB coaches and 3.8±0.1 Kg/cm2 for
Double Decker.
36. Measure the pressure drop in M_BC1 & M_BC2.
37. BC pressure should drop from 3+0.1 Kg/cm2 to 0.4 Kg/cm2 in 15-20 seconds.
38. Final pressure in M_BC1 & M_BC2 should be 0 Kg/cm2
(viii) Sensitivity Test.
39. Close cock C3.
40. Open cock C4. (This allows BP to be reduced by 0.6 Kg/cm2 in 6 seconds)
41. Brake should apply within 6 seconds i.e. BC will rise in M_BC1 & M_BC2 to minimum 0.5
Kg/cm2.
(ix) Insensitivity Test.
42. Close cock C4 and Open C3.
43. Wait till BP stabilizes.
44. Close cock C3.
45. Open cock C5. (This allows BP to be reduced by 0.3 Kg/cm2 in 60 seconds).
46. Brake should not apply within 60 seconds.
47. Close cock C5 and open cock C3.
(x) Re-feeding Test.
48. Set drivers brake valve to full application.
50. BC should be stable i.e. M_BC1 & M_BC2 should be 3+0.1 Kg/cm2.
52. Set drivers brake valve to release position.
(xi) Bogie Isolation Test.

54. Turn the 1st bogie isolation cock to close position.
55. M_BC1 should be zero.
56. Turn the 2nd bogie isolation cock to close position.
57. M_BC2 should be zero.
58. Turn the 1st bogie isolation cock to open position.
59. M_BC1 should be 3+0.1 Kg/cm2.
60. Open cock C10 air should escape.
61. Close cock C10.
62. Turn the 2nd bogie isolation cock to open position.
63. M_BC2 should be 3+0.1 Kg/cm2.
64. Open cock C11 air should escape.
65. Close cock C11.

(f) WSP CHECKING PROCEDURE AT SHED / YARD.
  Display – 7201 means fault in one wheel set. 

  Display – 7301 means fault in several wheel set. 
  Display – 8888 Display Test (Shows in sequence of diagnosis / testing) . 
  Display – 89 Testing Mode (Dump Valve self-testing in progress). 
 Display – 0301 means fault noted / sourced / relate d to MB 04 Card (Shows in
 sequence of diagnosis). 
 Display – 0201 means fault noted / sourced / relate d to EB 01 Card (Shows in
 sequence of diagnosis). 
 Check WSP display (in MB 04 Card at WSP rake placed in power panel of coach) before
start of maintenance. 
 WSP display ‘99’ means system healthy. Other testing need to be followed (Dump Valve
Self-Test by pressing ‘S2’ switch.).
 WSP display ‘95’ means present status healthy but system has logged previous fault and
 system is serviceable. To check the previous fault please follow following steps : 
 Press ‘S1’ switch (behind display) for less than 3 Sec. Display will show in following
sequence : 8888-95-7201(/7301)-0301-A1F101-A2F201-…..-95.Noted own the failure code
 coach wise and date wise (Jointly recorded). Take corrective measure in respective areas. 
  Proceed other testing (Dump Valve Self-Test by pressing ‘S2’ switch.). 
 DON’T press ‘S3’ switch (to clear volatile fault memory) and let the coach run with 95 code.
 But ensure that the required repairs are done for the fault which is showing. 
 Follow the same procedure in next maintenance or testing and record check if any new fault
logged. 
 WSP display ‘7201’ or ‘7301’ means there are some current fault logged in system. To check
faults follow these steps.
 Press ‘S1’ switch for less than 3 sec. The display will show in following sequence : 8888-7201
 (/7301)-0301- A1F101-A2F201-…..-7201 (/7301). 
  Note down the failure code coach wise and date wise in log book. 
 Rectify according to fault code (A1F1, A2F2 etc.). For fault code please refer Knorr-Bremse
 WSP manual. 
 Check the display whether 95 or 7201 (/7301). If 95 then proceed further testing. If fault still
 exist then rectify accordingly. 
 DON’T press ‘S3’ switch (to clear volatile fault memory) and let the coach run with 95 code.
 But ensure that the required repairs are done for the fault which is showing. 
 Follow the same procedure in next maintenance or testing and record check if any new fault
 logged. 
 Note : If ‘S1’ switch pressed for more than 3 sec t hen fault code will be displayed in single
by pressing S1 each time 

(g) WSP Fault Codes diagnosis
Display Fault Source Connected with

2 Digital I/Os Board EB01A
3 Central Processing Unit Board MB04A
10 Time out Board MB04A
11 Short Circuit/Open Circuit Speed Sensor 1/Feeder
12 Signal Error Speed Sensor 1
Wheel set 1
13 Short-Circuit Valve 1/Feeder
14 Open-Circuit Valve 1/Feeder
15 Safety Monitor Defective(Test Run) Board MB04A
Wheel set 2
Wheel set 3
Wheel set 4
70 Speed Signal Fault, Door Control
71 Speed Signal Fault,Electromag,Track Brake Board EB01A
72 Fault at one Wheel set
73 Fault at several Wheel set
74 Safety Monitor Fault Board MB04A
c8 Activation Fault, cumulative fault signaling Board EB01A
S2 Connector Defect, Board EB01A Board EB01A
S3 Connector Defect, Board MB04A Board MB04A
8888 Display Test
89 Test Running
95 Volatile Faults
99 System Good
17.0 Maintenance schedule of Disc brake equipments.

For identifying and arresting any leakages during daily running of the coaches, shed should
check the leakages or any damages (visual) as and when the coach comes to the shed (Leakage
testing by RTR/SCTR). Maintenance of air brake system of LHB coaches as per maintenance
schedules are as follows: -
Coaching depot schedule:
 Schedule D1: Every trip/weekly: Visual check for leaks/damages to the brake equipment.
Inspect & repair/replace the parts in case of any leakage damages.
 Schedule D2: Monthly ±3days: As per our enclosed Annexure-1 (Visual & functional testing
by SCTR). Inspect & repair/replace the parts in case of any leakages/damages.
 Schedule D3: Half yearly ± 15 days: Repeat of schedule D2, as above.
Shop Schedule:
 Shop schedule I: 18 months +30 days/6 lakh Kms, whichever is earlier: As per Annexure-
1. Inspect & repair/replace the parts in case of any leakages/damages.
 Shop schedule II: 36 months/12 lakh Kms, whichever is earlier: Overhaul all values on
brake container, dump valve, angle cock, hose pipes and connections. After fitment of
overhauled valves on coach, functional check to be performed as per our Annexure-1. Inspect
& replace the parts in case of any damages of the other brake items.
 Shop Schedule III: 72 months/24 lakh Kms, whichever is earlier: Overhaul all values on
brake container, dump valves, angle cock, hose pipes and connections, brake callipers & brake
cylinders. After fitment of overhauled valves & callipers on coach, functional check to be
performed as per our Annexure-1. Inspect & replace the parts in case of any damages items.
(a) Quarterly Maintenance Schedule Check sheet

All Brake control valves, WSP system & Brake cylinders needs to be checked functionally &
visually every quarter as per attached check sheet / quarterly schedule format.
Date of Inspection
Coach No. Remarks/Comments
A×1
Speed Sensor (Visual & A×2
functional check ) A×3
A×4
A×1
Speed Sensor Junction Box A×2
(Visual Check) A×3
A×4
1
Dump Valve & Connector 2
(Visual & Functional Check) 3
4
Dump Valve Junction Box 1
(Visual Check) 2
Brake Accelerator & Isolating Cock (Visual &
Functional Check)
Emergency brake Valve (Visual & functional
Check)
Brake Container (Visual & Functional Check)
WSP System (Visual & functional check)

1
2
3
Brake Caliper Units & brake
4
pads (Visual & functional
5
Check )
6
7
8
Flex Ball Cable (Visual & 2197 mm
Functional check) [for 4024 mm
Power Car only] 2333 mm
Pressure Gauge (Visual & BC
Functional Check) [for BP
Power Car only] FP
Emergency brake cable box with switch
(Visual & functional Check)
Indicator (Visual & Functional Check)
BP
Hose Connection FP
BC
Pressure Switch (Visual & Functional
Check)
Leak Test
Cleaning of Filter
(b) Overhauling Schedule

For Valves (Brake Control and WSP): To be overhauled every three years of running of coach
by replacing the must change kits as per enclosed list.
Must change kit for valves of air brake system & WSP (To be replaced every three years)
Used in Valve Qty./kit per coach

Sl.
Description Assembly (Part no.
No of Power
valve) EOG
car
1 Overhauling kit for Check valve RV7-T I90476 2 nos 2 no
2 Over hauling kit for Cock DH7-TE I88738 2 nos 2 nos
3 Overhauling kit for Cock AHB 200NW19 WBAHB230AA002 2 nos 2 nos
4 Overhauling kit for Filter NW 19 WBFIL100AA002 2 nos 2 nos
I94023/A or
5 Over hauling kit for Emergency Brake Valve 1 no 1 no
I94023/KI
6 Overhauling kit for Emergency Brake Cable Box II67335 nil 9* nos
II34652/15024 or
7 Overhauling kit for Dump valve 4 nos 4 nos
II64108/7050024
8 Overhauling kit for Indicator I48102/W 6 nos 4 nos
9 Overhauling kit for Distributor Valve KE1IPKSL I.2.274 1 no 1 no

Overhauling kit for Relay Valve for DV (KR1) or I72233/001/KI or
10 1 no 1 no
Overhauling kit for Pressure convertor (RLV) ** II20314
II20882/14SX or
11 Overhauling kit for Cock G1 1 no 1 no
II50176/1A1LE
12 Overhauling kit for Brake Accelerator I89179 1 no 1 no
13 Overhauling kit for Guard valve II39369/KI 1 no nil

14 Overhauling kit for Angle cock I.2.411/2 8 nos 8 nos
* 9 nos. in 3 Tier, 7 nos. in 2 Tier, 5 nos. in 1st AC

** Users to check whether the DV is fitted with relay valve (KR1) or pressure convertor (RLV)
Must Change kit for Brake caliper & brake cylinder (To be replaced every Six
years)
For Brake calipers and Brake cylinder: To be overhauled every six years of running of coach by
replacing the must change kits as per enclosed list.
Used in Caliper Qty / Kit per Coach

Sl. No. Description assembly (Part no. of
Caliper) Power car EOG
II39601/ZB &
1 Over hauling kit for Brake Caliper 8 nos 8 nos
II39700/ZB
II17429/1204V or
2 Over hauling kit for Brake Cylinder 2 nos 0
II82516/1204LP
I70191/304W or
II82515/304LP and
3 Over hauling kit for Brake Cylinder 6 nos. 8 nos
I70191/704W or
II82515/704LP

18.0 Pictures of some important components:
Panel Mounted Brake system for EOG coaches
Panel Mounted Brake system for Power Car / Generator car

Compact Brake Control Panel
19.0 Retro modification KIT for CDTS circuit

In order to ensure that Air pressure is always available in CDTS circuit even if FP is isolated
(single pipe), KBI has developed a module consisting of isolating cock & NRV (Part no. II81316)
as desired by RDSO, which can be fitted on welded pipe panels as well as new compact brake panels
of Knorr Bremse.

Split Brake Panel for LHB Double Decker coaches

Part-II

(FTIL Type)
(Ref: FTIL Maintenance and User Manual for Air Brake system for LHB Coaches on IR)

Contents
1.0 Introduction 72
2.0 Features 72
3.0 Principles of Operation of Brake System 74
4.0 (A) Parts List and Scope of Supply with reference to Schematic 76
A2 040 0210
(B) Pars List and Scope of Supply with reference to Schematic 78
A2 040 0209
5.0 Description, Operation and Maintenance of Brake Control 80
Equipment
5.1 Brake Panel Module (Brake Frame A0) 80
5.2 Brake Panel (A1) 98
5.3 Distributor Valve (FTIL Make) 100
5.3.1 Introduction 100
5.3.2 General 102
5.3.3 Main Characteristics 102
5.3.4 Performance 102
5.3.5 Description Of Distributor Valve 103
5.3.6 Operation 107
5.3.7 Overhauling 118
5.3.8 Testing of C3W Distributor Valve After overhaul 127
5.3.8.1 Frequency Of Overhauling 128
5.3.8.2 Trouble- Shooting 129
5.3.9 Parts List 134
5.3.9.1 Main Valve 134
5.3.9.2 Double Release Valve 135
5.3.9.3 Cut-Off Valve 135
5.3.9.4 Quick Service Valve 137
5.3.9.5 Auxiliary Reservoir Equalising Check Valve 138
5.3.9.6 Inshot Valve With Pressure Limiting Feature 138
5.3.9.7 Miscellaneous 139
5.4 Control Reservoir (A3) - Part No. 040 1630 00 139
5.5 Check Valve Part No 006 1142 00 142
5.6 Centrifugal strainer 144
5.7 Filter kit 146
5.8 Relay Valve 148
5.9 Pressure switch 154
5.10 Cut out cock 157
5.11 Timing reservoir (1.5 Lts) 159
5.12 Integral volume Relay 159
5.13 Double Brake Indicator 164
5.14 Brake Pipe accelerator valve 167


5.15 Auxiliary Reservoir (125 Lts.) 175
5.16 End cock (BP & FP) 175
5.17 Hose Coupling (BP& FP) 175
5.18 Hose connector for bogie 175
5.19 Isolating cock 176
5.20 Emergency exhaust valve 176
5.21 Pilot valve for passenger alarm system 179
5.22 Dump Valve 186
5.23 Roller Operated Valve 187
5.24 Reservoir (5 Ltrs. Capacity) 190
5.25 Flexi ball cables 190
5.26 Wheel slide protection (WSP) 190
5.27 Health And Safety 192
5.28 General Hints on Maintenance of Air Brake System 192
5.29 General Tools for Attention to Air Brake Equipment and Facilities 194
5.30 Test Rigs for IOH & POH Repairs 196
5.31 Cleaning Procedure (Air Brake Equipments /Components) 197
5.32 Inspection/Replacement Criteria (Air Brake Equipment/ 198
Components)
5.33 Lubrication And Recommended Greases 199
5.34 Special Instructions For Storage Of Rubber Components 200
6.0 Recommended Schedule Maintenance Attention for LHB Coach 202
Equipment
7.0 About The Brake Panel 204

1.0 INTRODUCTION
The Axle Mounted Disc Brake System of the recent Alstom-LHB design
Mainline Passenger Stock for Indian Railways from the layout shown in IR drg
no. SK 85155 duly incorporating
changes to meet the requirement of
the Alstom-LHB specification is shown
in air brake schematic drawing No. A2
040 0210 and A2 040 0209. This air
brake schematic is for AC-NON AC
(EOG)/ACCN (SG) Coaches and
Power Car and SLR coaches
respectively.
The brake system meets various

conditions in the specification laid
down by RDSO Indian Railway.
The brake system equipment provided on the Alstom-LHB design coaches meet the
requirement for high-speed trains hauled by locomotives and permits the emergency
braking for such trains to be within the stipulated limits when brakes are applied on a
straight trace at a speed of 160 kmph with loco brakes in operation and standard
formation of EOG / SG Coaches as prescribed by RDSO.
2.0 FEATURES
The equipment of the entire brake system in the LHB coach comes on the broad
classification as under:
a) Brake Frame control equipment

b) Brake Control equipment in the system layout
c) Disc Brake Equipment on the bogie
d) Wheel Slide Protection equipment (device)
The basic system of Twin Pipe graduated release air brake conforming to
RDSO specification no. 02-ABR-94 & 04-ABR-94 with 25 mm bore dia of BP /
FP at 5.0 & 6.0 kg/cm² operating pressure respectively in use on Passenger
Coaches on IR however is retained. Another set of FP & BP branch pipes are
also provided in each Coach on the either side of Central Draw Bar with BP,
FP End Cocks and Hose Couplings to provide straight connections of Hose
Coupling sets during the reversal and attachment of the Coaches to the
formation.
The details of sophistication additionally provided on LHB Coach brake system are as
under:

 A Brake Panel with an Aluminium Slab manifold accommodates the Critical Valves
of the brake system. This provision protects the Valves from the vulnerability
of impact damages from ballast / flying debris during train operations, eliminate
substantial piping work and facilitate maintenance by unit replacement. It also
contains test points for checking the pressures of BP, AR, DV, BC and CR outputs at
one location itself.
 The C3W lP DV
incorporates
additionally a Relay
Valve which ensure
consistent application
and release timings of
Brake Cylinder
irrespective of the
volumes at all times.
 A Brake Pipe
Accelerator Valve
with an Isolating
Cock is connected to
the Brake Pipe of the
vehicle that provides
rapid venting of the
Brake Pipe Air. It
comes to action during brake applications whenever the BP pressure is
exhausted at an emergency rate and does not get activated during normal
braking function up to full service position of the Driver’s Brake Valve.
 Five Passenger Emergency Valves are provided inside the Coach of Chair Car to
enable a passenger for operation towards stopping the train in case
of an emergency. These Valves are connected to a single exhaust Valve
that opens the Brake Pipe line to atmosphere whenever any of the
Passenger Emergency Valve is operated. The passenger emergency alarm valve
are provided limited switches and LED indication lamps to locate the particular
valve which is actuated.
 Disc Brakes are mounted on each axle at outer ends within the wheels instead
of the conventional system of brake at wheel treads.
 UIC pattern Twin Brake Indicators are

provided on each side of the coach that
give a visible display of the condition of
brakes on each bogie. During brake
applied condition, they show a black circle
on a red background and in release, a green
indication. Chokes are provided in the
pipeline to Brake Indicators to dampen the
pressure surges and fluctuations.
 Wheel Slide Protection Electronic Rack

version SWKP AS20R developed with
advanced microelectronics and use of microcomputers, enable the braking

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

When the Twin Pipe System with BP and FP lines on the coaches of the train
is charged to 5.0 & 6.0 kg/cm² respectively by the locomotive, the air pressure in
the air Brake Pipe connected to the Distributor Valves (A2), controls the
brake system of the coaches. To initiate and effect a brake application, the
air pressure in the Brake Pipe is reduced and the Distributor Valve in each
coach reacts to supply the Auxiliary Reservoir air pressure at a proportionate
level as BC pressure to the Actuators. This BC pressure acts as a signal
pressure to the large capacity Relay Valve (A17). The Relay Valve in turn
quickly supplies air pressure of the same intensity to the four Wheel Slide
Dump Valves (D2) and finally reaches the two Brake Actuators provided one
for each Brake Disc.
The force developed in each Brake Cylinder causes Piston movement and subsequently
through linkage passes on to its Brake Caliper with Pads (C2) to close on the individual
Brake Disc provided in each wheel set. The binding causes friction and retardation to
wheel rotation. The force applied on the Disc and the brake effect will be proportional to
the BC pressure supplied to the Brake Cylinder. The detailed description and maintenance
of Disc Brake mechanical arrangement consisting of Caliper with Pads, Brake Cylinder,
etc., is dealt with in a separate manual (Refer no. N E-9060, N-E-9082, N-33581 &
AMDB/030)
If wheel slip occurs on any wheel consequent to the brake force from the Disc not
having been absorbed due to insufficient wheel / rail adhesion factors, a Sensor (D1)
provided in axle end cover and Phonic Wheel (D6) fitted on one axle end of each
wheel in combination feeds the signal to the Wheel Slide Protection Unit (D3). The WSP
Unit in turn energizes through Dump Valve cabling / Connector (D10) instantly and
operates the particular wheel slide Dump Valve (Solenoid Valve) provided in the Brake
Cylinder circuit of the particular wheel.
The Dump Valve gets opened and exhaust the BC pressure to atmosphere
to maximize the braking effort for any given wheel / rail interface coefficient
of friction.
As soon as the wheel slide is stopped, the Sensor withdraws the electrical
signal to WSP Unit and the later in turn automatically deactivates the Dump
Valve to a close position. This allows restoration of BC pressure to the Brake
Cylinder circuit due to the pressure-maintaining feature of DV. The Wheel
Slide Protection is thus automatic in action and makes optimum use of
adhesion during braking with resultant benefits of improved braking
distance and prevention of continuous wheel slide / damages. The detailed description
and maintenance of WSP unit is covered in a separate manual (Refer no. SWKP AS20 R).

Reduction in the Brake Pipe air pressure can be caused by any one of the operations /
events as under:
a) Driver’s Automatic Brake Valve on the Locomotive

b) Guard’s Brake Control in Brake Van
c) Pilot Valve for Passenger Emergency
d) Parting of train and disengagement of Brake Pipe
Of these, in respect of Driver’s Automatic Valve operation only, it can

provide a graduated brake application or release. For any Brake Pipe
pressure held steadily below the normal running regime pressure of 5.0 kg/cm², a
brake application by way of Brake Cylinder pressure build up will be caused by the DV
and will be held steadily at the proportionate level against normal leakage in the system.
Release of brake is affected by the movement of Driver’s Automatic Brake

Valve handle towards release position causing the BP pressure to increase
towards regime pressure limit. The DV in turn causes the BC pressure to be
withdrawn proportionately depending upon the increase of BP pressure. A
reduced brake application or a complete release of brake can be
provided depending upon the position of Brake Valve Handle selected.

4.0 (A) PARTS LIST AND SCOPE OF SUPPLY WITH REFERENCE TO

SCHEMATIC A2 040 0210
The identification numbers referred here are in line with the schematic.
Ident No. Part No. Description Qty per Coach
BRAKE FRAME CONTROL EQUIPMENT

A0 040 0085 00 Brake Frame 1
A1 040 3500 00 Brake Panel 1
A2 501 0040 00 Distributor UIC C3W lP 1
A3 605 2630 00 Control Reservoirs - 6 ltrs 1
A4 009 0070 00 Air Filter FP W/Choke 2 mm 1
009 0040 00 Air Filter BP 1
A5 Part of A19 Cut Out Cock (DV Isolating Cock) with vent 1
A9 003 0015 00 Cut Out Cock - 1/2" Vent 2
A10 040 1090 00 Pressure Switch 1.3 kg/cm² falling 1
pressure; 1.8 kg/cm² rising pressure)
A11 501 4451 00 Choke (2 mm) 2
A13 040 2090 00 Test Point - BP, FP & BC 3
A14 040 2090 00 Test Point - CR 1
A16 006 1142 00 Check Valve 1/2*
A17 018 0040 00 Relay Valve (1 : 1 Relay of pressure) 1
A18 780 3098 00 Timing Reservoir - 1.5 ltrs 1
A19 040 1075 00 Integral Volume Relay 1
A20 003 0015 00 Cut Out Cock - 3/4" without vent 1
A21 003 0015 00 Cut Out Cock - 3/8” without vent 1
A. BRAKE FRAME CONTROL EQUIPMENT
B1 040 2610 00 Auxiliary Reservoir (125 ltrs) 1
B2 703 0102 00 Drain Cock ½” (fitted to B1 & B7) 2
B3 607 0015 00 End Cock BP 11/4” 4
B4 608 0013 00 Hose and Coupling BP 11/4” 4
B5 608 0012 00 Hose and Coupling FP 11/4” 4
B7 040 2620 00 Door Reservoir (75 ltrs) 1
B8 607 0016 00 End Cock FP 11/4”
B9 045 0011 00 Double Brake Indicator 2
B10 708 0084 00 Hose Connectors for Bogie 4
* Additional check valve for doors & Toilets operation.


B11 708 0230 00 Hose Connectors for Brake Cylinder 8
B12 072 0010 00 Brake Pipe Accelerator Valve 1
B13 023 0170 00 Isolating Cock 1” 1
B21 002 0051 00 Emergency Valve 1
B22 790 040 400 1" Isolating cock with end fittings 1
B. MECHANICAL BRAKE EQUIPMENT
C2 D127550-600 Caliper with Pads 8
C3 4F-130199 Brake Cylinder PBEC 254-160 4
C4 4F-130200 Brake Cylinder PBEC 254-160 4
C. WSP EQUIPMENT
D1 1/604 Speed Sensor 4
501/2000
D1.1 040 8470 00 Speed Sensor shims 8
D2 040 0300 00 Dump Valve W/Bracket assy 8
D3 1/600 084 WSP Control Unit 1
D5 I/604 560/1500 Wheel Slide Dump Valve Connector 4
D6 I/604 545 Phonic Wheel (Indigenous) 4
D9 1/604 800/200 WSP Control Unit cabling (Indigenous) 1
1/604 800/200 Connector-N2 1
1/604 801/200 Connector- OP 1
1/604 803/200 Connector- MV 1
1/604 804/200 Connector- GE 1
1/604 806/200 Connector- RE 1
040 1100 00 Junction Box Assembly (Dump Valve) 2
040 1110 00 Junction Box Assembly (Speed Sensor) 4
040 2190 00 Retaining Bracket for Speed Sensor 4
D8 939 0400 00 Speed Sensor cabling / Connectors 200 Mts
D10 Dump Valve cabling / Connectors

(B) PARTS LIST AND SCOPE OF SUPPLY WITH REFERENCE TO SCHEMATIC A2

040 0209

A. BRAKE FRAME CONTROL EQUIPMENT
A0 040 0080 00 Brake Frame 1
A1 040 3500 00 Brake Panel 1
A2 501 0040 00 Distributor UIC C3W lP 1
A3 605 2630 00 Control Reservoirs – 6 ltrs 1
A4 009 0070 00 Air Filter FP W/Choke 2 mm 1
009 0040 00 Air Filter BP 1
A5 Part of A19 Cut Out Cock (DV Isolating Cock) with 1
vent
A9 003 0015 00 Cut Out Cock – 1/2" Vent 2
A10 040 1090 00 Pressure Switch (1.3 kg/cm² falling 1
pressure; 1.8 kg/cm² rising pressure)
A11 501 4451 00 Choke (2 mm) 2
A13 040 2090 00 Test Point – BP, FP & BC 3
A14 040 2090 00 Test Point - CR 1
A16 006 1142 00 Check Valve 2/3*
A17 018 0040 00 Relay Valve (1 : 1 Relay of pressure) 1
A18 780 3098 00 Timing Reservoir – 1.5 ltrs 1
A19 040 1075 00 Integral Volume Relay 1
A20 003 0015 00 Cut Out Cock – 3/4" without vent 1
A21 003 0015 00 Cut Out Cock – 3/8” without vent 1
B. BRAKE FRAME CONTROL EQUIPMENT
B1 040 2610 00 Auxiliary Reservoir (125 ltrs) 1
B2 703 0102 00 Drain Cock ½” (fitted to B1 & B7) 2
B3 607 0015 00 End Cock BP 1-1/4” 4
B4 608 0013 00 Hose and Coupling BP 1-1/4” 4
B5 608 0012 00 Hose and Coupling FP 1-1/4” 4
B7 040 2620 00 Door Reservoir(75 ltrs) 1
B8 607 0016 00 End Cock FP 1-1/4” 4
B9 045 0011 00 Double Brake Indicator 2
B10 708 0084 00 Hose Connectors for Bogie 4
B11 708 0230 00 Hose Connectors for Brake Cylinder 8
B12 072 0010 00 Brake Pipe Accelerator Valve 1
B13 023 0170 00 Isolating Cock 1” 1
B14 022 0080 00 Single Pressure Gauge - BP 1
B17 040 0050 00 Roller Operated Valve (3 way) 1
B17 790 040 330 Gaurds Emergency Cock 3/4" 1
* Additional check valve for doors & Toilets operation.

B18 045 0020 00 Single Brake Indicator 1

B21 002 0051 00 Emergency Valve 1
B22 040 2640 00 Reservoir 5 lts 1
B23 022 0070 00 Single Pressure Gauge - BC 1
B28 022 0090 00 Single Pressure Gauge - FP 1
- 040 1140 00 Flexible Hose Connection 2
B30 790 040 400 1" Isolating Cock 1" w/end fittings 1
C. MECHANICAL BRAKE EQUIPMENT
C2 090 0020 00 Caliper with Pads 8
C3 4F-125155 Brake Cylinder PBAC 254-130 4
C4 4F-125156 Brake Cylinder PBAC 254-130 4
4F-125187 Brake Cylinder with Hand brake 2
attachments PBACM 254-130
0267.06.00.00 Flexball cable - Short 1
0267.05.00.00 Flexball cable - Long 1
2SK10.6176 Flexball cable - Coaches 2
D. WSP EQUIPMENT
D1 I/604 501/1210 Speed Sensor 4
D2 040 0300 00 Dump Valve W/Bracket assy 4
D3 I/600 084 WSP Control Unit 1
D5 I/604 560/1500 Wheel Slide Dump Valve Connector 4
D6 I/604 545 Phonic Wheel (Indigenous) 4
D9 I/604 800/200 WSP Control Unit cabling (Indigenous) 1
1/604 800/200 Connector-N2 1
1/604 801/200 Connector- OP 1
1/604 803/200 Connector- MV 1
1/604 804/200 Connector- GE 1
1/604 806/200 Connector- RE 1
040 1100 00 Junction Box Assembly (Dump Valve) 2
040 1110 00 Junction Box Assembly (Speed Sensor) 4
040 2190 00 Retaining Bracket for Speed Sensor 1
D8 939 0400 00 Speed Sensor cabling / Connectors 200 Mts
D10 Dump Valve cabling / Connectors

5.0 DESCRIPTION, OPERATION AND MAINTENANCE OF BRAKE CONTROL

EQUIPMENT
5.1 BRAKE PANEL MODULE (Brake Frame A0)
5.1.1 INTRODUCTION
The Brake Panel Module for LHB Coach serves to group together with
interconnections in one single assembly all Valves, Cut Out Cock, Drain Cock,
Pressure Switch housed in a Braking Panel with Reservoirs, Choke Filters, etc., of the brake
equipment within the space marked as A0 of the brake schematic. Other equipments
in the schematic are allocated in special places of the Coach braking layout. It
facilitates easy removal for overhaul and unit replacement.
5.1.2 CONSTRUCTION
The Brake Panel Module is a fabricated stainless steel frame and contains an Aluminium
Manifold to which component / subassemblies are attached. The list of items forming
part of their location is included in the parts list of Brake Container drawing along with
the piping circuit details.
5. 1.3 LOCATION OF COMPONENTS

The brake equipment components are positioned in compact groups at convenient
locations and pneumatic interconnections are formed by passages within the valve
mounting manifold as well as by external piping circuits.
The port identification for the input/output air connections from the overall brake
schematic of the Coach is indicated in the schematics.
The Brake Container also includes a Check Valve and four test points for measuring the
BP, FP, BC & AR pressures during testing.
Frame Header mounted on rear top position of the Brake Container form an interface
connection with Coaching braking system for BP, FP, BC, etc., as indicated in the port
connection details in the schematics.
Centrifugal air strainer is provided in the brake pipe entry port in the manifold with a drain
cock attachment to trap and drain the condensate periodically with ease. The feed pipe
is provided with an air strainer only. Since the pressure fluctuation in the feed pipe are
very low to cause condensates collection.

All the mounted components on the Brake Container have identifying labels. For
certain items identification letters are punched directly on or near the item itself.
The four Cut Out Cocks have open/close labels indicating the handle position.
5.1.4 INSTALLATION
The Brake Panel Module frame comprising the pre-assembled pneumatic system with
individually tested components installed in position can conveniently be mounted to the
LHB Coach underframe mounting bracket (not in our scope of supply). The four
mounting flanges on top of the Brake Container carry four 12 mm holes each. The
Brake Container flanges are to be secured with fasteners to Coach underframe
bracket with Stainless steel washer interfaced in between them.
The mounting has to be done with the DV face on the Brake Panel facing outward to
facilitate attention to equipment. Suitable anti-slackening scheme is to be adopted
for the Nuts to prevent them working out in service due to likely vibration in operating
conditions.
5.1.5 TESTING OF A BRAKE CONTAINER (BRAKE FRAME ASSEMBLY)

The Brake Panel Module frame comprising the pre-assembled pneumatic system with
individual tested equipment is to be tested after overhaul for its performance as per
the FTIL test procedure indicated in Annexure - A attached along with the Test Rig
Schematic.
5.1.6 TESTING OF BRAKE CONTAINER AFTER INSTALLATION ON LHB COACH

It is suggested that the Brake Control Rack complete be tested in the workshop
before being commissioned in the coach. Even after commissioning, the system
performance has to be retested using a Single Car Mobile Test Rig.
5.1.7 MAINTENANCE
The Brake Panel Module practically does not require any maintenance except for a
check on the fastening arrangement to the Coach frame for ensuring soundness and
air leak tightness of the system. However, for the brake equipment part, the periodic
recommended maintenance schedule between overhauls is indicated in a chart
under general chapter covered in Part A. The periodic overhaul and test procedure
for the individual equipment forming part of the Brake Container is covered under this
section separately.
5.1.7.1 Rubber Kit to Part No: - 790 0402 08

Sl.No Part No Description Qty
1 780333500 SEALING RING 2
2 009702500 SEAL 4

5.1.8 OPERATION OF DEVICES ON PANEL:
5.1.8.1 CHARGING:
Initially the Brake Pipe pressure enters the Brake Panel through port (HL) and passes
through a Centrifugal Air Strainer with Drain Cock (A4). If the DV Isolating Cock (A5)
mounted on the Valve Mounting Manifold assembly is opened, the BP pressure
enters the C3W Distributor Valve (A2) via a BP test point (A13) and charges the
Control Reservoir 6 litres (A3) via a CR test point (A14) and the Auxiliary Reservoir -
125 litres (B1). Externally the BP pressure charges into the BP Accelerator Valve
(B12) through an Isolating Cock (B13). The BP pressure also enters the Emergency
Exhaust Valve (B21) inlet port and charges the Passenger Emergency Alarm Pilot
Valves (B6).
The Feed Pipe pressure enters the Brake panel through port (HBL) and passes through
an Air Strainer (A4). Further, filtered air passes from the Strainer passes through a
Pressure Switch assembly (A10) and a FP test point (A13).
Note:- Ref Schematic A2 040 0209 or A2 040 010 REV 5 OR REV E01, In case of
Brake panel (FT0051143-100 & FT0051144-100) with additional check valve(A16)
installed between Air strainer (A4) & Isolating cocks (A20), air passes through the
same.
If the Isolating Cock (A20) is opened, the air will charge into the Auxiliary Reservoir-
125 litres (B7) to maintain continuous supply of compressed for braking purposes.
The air opens the Check Valve (A16) and charges the Auxiliary Reservoir-125 litres to the
Feed Pipe pressure. If the Isolating Cock (A21) is opened, the air will leave the panel
through port T of the Header which can be used for auxiliary equipment such as for door
operation and flushing of toilets etc. The Feed Pipe pressure also enters the MR port of
Relay Valve (A17) and Distributor valve (A2) and acts as a Main Reservoir supply to
these devices.
5.1.8.2 BRAKE APPLICATION:
When a Brake is applied, BP pressure is reduced in the system through the Driver’s
Brake Valve and BC pressure charges from the Distributor Valve (A2) into a Timing
Volume Reservoir (A16) through a Choke and enters the signal port of the Relay
Valve (A17) which in turn delivers the same pressure (1:1 pressure ratio). The output
pressure from the Relay Valve (A17) leads to the Bogie Isolating Cocks BC1 and
BC2 (Schematic ref. nos. A9 & A10 respectively). When the Cocks are opened the
air leaves the panel through ports C1 and C2 and goes to the Actuators (B11)
through the Dump Valves (D2) causing a brake application. The BC air also leaves
the Panel through ports C1A and C2A and goes to the Double Brake Indicators (B9)
through a dia 2 mm Choke. In this condition, window of the Brake Indicator shows
a Red colour with a black stripe. When an emergency brake is applied, the BP
Accelerator Valve (B12) vents the BP pressure through its exhaust port rapidly
causing quicker brake application through the train. Whenever the Passenger
Emergency Alarm Pilot Valve handle is pulled, the BP pressure vents at its exhaust
port and causes the Emergency Exhaust Valve (B6) to open and thereby vent the
BP pressure continuously to cause a brake application. Using the resetting key, the
Passenger Emergency Pilot Valve can be reset to stop venting of BP air through the
Emergency Exhaust Valve.

5.1.8.3 BRAKE RELEASE:
When the Brake is released, BP pressure is again charged into the system thereby
releasing the brakes. Venting the control BC pressure takes place through the DV
and the actual BC pressure at the Relay Valve Exhaust port. After release, the
windows of the Brake Indicators turn to Green colour signaling a brake release.
5.1.9 EQUIPMENT INTERCHANGEABILITY:
Unit-wise inter-changeability is provided for the following equipment with M/s Knorr
Supplies:
1. Brake Control rack assembly (A0)

2. Distributor Valve (A2), together with its Integral Sandwich Piece, Relay, Timing
Volume & Intermediate plate
3. Brake Pipe Accelerator Valve with Pipe Bracket (B12)
4. Double Brake Indicators (B9) *
5. Passenger Emergency Alarm Pilot Valve (B6) *
6. Emergency Exhaust Valve (B21)
7. Isolating Cock (B13)
8. WSP Dump Valves with mounting brackets & Sealing Rings (D2)
9. BP & FP Hoses (B4 & B5)
10. Angle Cocks (B3 & B8)
11. Actuator Hoses (B11)
* Two sets of holes are drilled in the mounting location of these two devices to
provide unit-wise inter-changeability.
5.1.10 TEST SPECIFICATION FOR BRAKE MODULE
TO PART NO. 040 0080 00 & 040 0085 00
1.0 EQUIPMENT REQUIRED:
• Pneumatic test stand - RBTR

• Bulb Indication unit to be connected to a Micro Switch for the purpose
of verifying the operation of the flasher lights provided in the coach.
• Precision Pressure Gauge (0-10 kg/cm²) for connection at CR test point
with flexible connection.
• Precision Pressure Gauge for connection at Reservoir 125 ltrs., Drain Cock outlet.
• Stopwatch
• Supply of clean, dry pressure air at a minimum of 8 kg/cm² pressure.
RELEVANT DRAWINGS OF
1. LHB Coach Pneumatic schematic

2. LHB Brake Container Assembly
Note:
a) Items numbered with a suffix (F) in the following paragraphs are on the Brake
Container. Those without suffixes are on test equipment.
b) During the course of testing, wait for 2 minutes for the system to charge for a
successive brake application and release.
c) The test specification broadly covers the following features of the system.
1. Pre-test
2. Reservoir charging
3. Sealing test
4. Full brake application
5. Release full brake application
6. Emergency application
7. Release Emergency brake application
8. Graduated brake application and release
9. Pressure governor for anti-skid device
10. Sealing test Feed Pipe (HB)
11. Normal service with Feed Pipe (HB)
12. Control of indicating devices
13. Insensitivity Test
14. Sensitivity Test
15. Partial Brake test
16. Passenger Emergency alarm pilot valve test.
2.0 BRAKE PIPE CHARGING:
• Use clean dry air supply of 0.0 to 8.0 kg/cm². Close all Cocks on Test Stand and in
Brake Container. Keep the handle of A9 Brake Valve in release position.
• Regulate the pressure in A9 Brake Valve such that gauge G2 reads 5.0 kg/cm²
and open Cock C2 & C10. Gauge G 6 will charge to 5.0 kg/cm². Ensure air is
present at BP pressure test point A13 (F). Fix a pressure gauge in the test
point to note the pressure. It should read 5.0 kg/cm².
3.0 CHARGING TIME:
 Move the BP Isolating Cock A5 (F) to open position. Control Reservoir and
Auxiliary Reservoir will get charged. While charging, note down the timing to
charge from 0.0 to 4.8 kg/cm². in single pipe mode only. After charging is complete
and the specified pressures have stabilized in AR and CR the system has to be
changed over to twin pipe mode. The charging times should be between as
under.
CR charging time - 165 ± 20 secs

AR charging time - 175 ± 30 secs
 Ensure air is present at CR pressure test point A14 (F). Fix a Pressure Gauge in this
test point to note down the pressure. It should read 5.0 kg/cm². Ensure there is
no air pressure in FP test point.
 Using Regulator R1, set the pressure in gauge G1 to 6.0 kg/cm². Open Cock C1 (for
continuous feeding).
 Ensure air is present at FP test point A13 (F). Fix a Pressure Gauge in the test point
and note the pressure. It should read 6.0 ± 0.1 kg/cm². Open Cock A20 (F) & A21
(F). The pressure in gauge G5 & AR gauge will charge to 6.0 ± 0.1 kg/cm².
Note: The pressure in AR gauge will begin to rise from 5.0 kg/cm² only after gauge G5
has reached to 5.0 kg/cm².
4.0 BRAKE CONTAINER ASSEMBLY LEAK TIGHTNESS:
 Allow the system to settle for 2 minutes and close Cock C1 and C2 and start timing.
Max.leakage allowed on any of the gauges G6, G5, CR & AR is 0.15 kg/cm² in 3
minutes.
 Open the Drain Cock fitted in 75 ltrs Reservoir and observe Gauge G5 that the
Pressure Switch contacts at 1.3 ± 0.1 kg/cm² (falling pressure). Close the Drain
Cock of 75 ltrs Reservoir and open Cock C1 slowly and note that the gauge G5
contacts at 1.8 ± 0.1 kg/cm² (rising pressure).
 Open Cock C1 & C2 fully and allow the system to charge.
 Open Cock A9 (F) of BC1 and A9 Brake Valve (F) of BC2 & Cocks C6 and C7.
Ensure the BC pressure in both the gauges G7 and G8 reads 0.0 kg/cm².
5.0 DOUBLE BRAKE INDICATOR FUNCTIONAL & LEAKAGE TEST UNDER FULL
SERVICE AND RELEASE:
 Move the A9 Brake Valve Handle to full-service position and observe the
following:
 BC Pressure in gauges G7 and G8 should increase to 3.8 ± 0.1 kg/cm². During the
increase of pressure, note down the time taken to charge from 0 to 3.6 kg/cm². This
should be within 3 to 5 secs. Open Cocks C4 and C5. The windows of both Double
Brake Indicators should turn to red colour. Check for leaks in the exhaust ports
in Relay Valve and DV.No leaks permitted for one minute.
6.0 BOGIE ISOLATION TEST :
 Close Cock A9 (F) of BC1. The pressure in gauge G7 fall will fall to 0 kg/cm². The first
window alone, of both the Double Brake indicators will turn to green colour. Close
Cock A9 (F) of BC2. The pressure in gauge G8 will fall to 0 kg/cm². Now the
second window of both the Double Brake Indicators will turn to green colour.
 Open Cock A9 Brake Valve (F) of BC1. The pressure in gauge G7 will rise to 3.8 ± 0.1
kg/cm². The first window alone, of both the Double Brake Indicators will turn to red
colour. Open Cock A9 Brake Valve (F) of BC2. The pressure in gauge G8 will rise
to 3.8 ± 0.1 kg/cm². Now the second window of both the Double Brake Indicators
will turn to red colour.

 Move A9 Brake Valve Handle to release position and observe the following:
 Pressure in gauges G2 & G6 will charge to 5 kg/cm².
 Pressure in gauges G7 and G8 will drop down to 0 kg/cm². During the

dropping of pressure, note down the time taken for dropping of pressure from
the maximum pressure to 0.4 kg/cm². This should be between 15 and 20 secs.
 The windows of both the Double Brake Indicators should turn back to green
colour. Check for leaks in the exhaust ports in panel. No leaks permitted for
one minute.
 Close Cock A9 (F) of BC1.
 Move the A9 handle to full-service application position and observe the following:
 Pressure in gauge G8 should increase to 3.8 ± 0.1 kg/cm². During the

increase of pressure, note down the time taken to charge from 0 to 3.6 kg/cm².
This should be between 3 and 5 secs. The second window alone, of both the
Double Brake Indicators will turn to red colour.

 Pressure in gauge G8 will drop down to 0 kg/cm². During the dropping of
pressure, note down the time taken for dropping of pressure from
maximum pressure to 0.4 kg/cm². This should be between 15 and 20 secs
 The second window alone, of both the Double Brake Indicators will turn to
green colour
 Close Cock A9 (F) of BC2 and open Cock A9 (F) of BC1.
 Move the A9 Brake Valve Handle to full-service application position and observe
the following:
 Pressure in gauge G7 should increase to 3.8 ± 0.1 kg/cm² During the

increase of pressure, note down the time taken to charge from 0 to 3.6
kg/cm².This should be between 3 and 5 secs.
 The first window alone of both the Double Brake Indicators will turn to red
colour.
 Pressure in gauge G7 will drop down to 0 kg/cm². During the dropping of

pressure, note down the time taken for dropping of pressure from
maximum pressure to 0.4 kg/cm². This should be between 15 and 20 secs.
 The first window of both the Double Brake Indicators will turn to green

colour.
 Open Cock A9 (F) of BC2
7.0 EMERGENCY APPLICATION & RELEASE, DOUBLE BRAKE INDICATOR

FUNCTION TEST:
 Move A9 Brake Valve Handle to Emergency position and observe the following.
 Pressure in gauges G2 & G6 will reduce to 0 kg/cm².

 Pressure in gauges G7 & G8 should increase to 3.8 ± 0.1 kg/cm². During the
increase of pressure,
note down the time
taken to charge from
0 to 3.6 kg/cm². This
should be between 3
and 5 secs.
 The windows of both
Double Brake
Indicators should
turn to red colour.
 Move A9 Brake Valve

Handle to release position
and observe the following:
 Pressure in gauges G2
& G6 will charge to 5 kg/cm².
 Pressure in gauges G7 & G8 will drop down to 0 kg/cm². During the
dropping of pressure, note down the time taken for dropping of pressure
from maximum pressure to 0.4 kg/cm². This should be between 15 and 20
secs.
 The windows of both Double Brake Indicators should turn to green colour.
8.0 OVERCHARGE PROTECTION TEST:
 Move A9 Brake Valve Handle to emergency position. On gauges G2 & G6, pressure
will reduce to 0 kg/cm². On gauges G7 and G8, it will rise to 3.8 ± 0.1 kg/cm².
 Close Cock C10.
 Open Cock C3. Gauge G6 will rise to 6 kg/cm². Gauges G7 and G8 will begin to fall.
Note that the pressure in the CR at test point gauge [A14 (F)]. It should not get
overcharged within 10 secs. The timing should be started at once the Cock C3 is
opened.
 Close Cock C3. Move A9 Brake Valve Handle to release position and open Cock
C10.Gauge G6 will read 5 kg/cm². Meanwhile the pressure in CR also will fall to 5
kg/cm² (if not pull the DV Operating Lever briefly to bring it to 5 kg/cm²).
 Pull the Operating Lever of the DV quickly for 1 sec. The pressure in CR should
not drop. Even if it drops it should charge back to 5 kg/cm².
9.0 PARTIAL BRAKING TEST:
 Move A9 Brake Valve Handle to full-service application position. Pressure in

gauges G7 & G8 should increase to 3.8 ± 0.1 kg/cm².
 Pull the Operating Lever briefly. Pressure in Gauges G7 & G8 will drop and stabilize
(BC pressure should not drop more than 1 kg/cm² from maximum pressure).
 Move A9 Brake Valve Handle to release position. Pressure in gauges G2 & G6 will
charge back to 5 kg/cm².
10.0 SENSITIVITY TEST:
 Close Cock C2. Fit a Choke in Cock V3 to reduce the pressure in gauge G6 at the
rate of 0.6 kg/cm² in 6 secs. The pressure in gauges G7 & G8 should start to rise
within 6 secs.
 Close Cock V3 and open Cock C2. Gauges G6 should charge back to 5 kg/cm².
11.0 INSENSITIVITY TEST:
 Close Cock C2. Fit a Choke in Cock V3 to reduce the pressure in gauge G6 at the
rate of 0.4 kg/cm² in 60 secs. Gauges G7 & G8 should not rise.
 Close Cock V3 and remove the Choke.
12.0 RE-FEEDING TEST:
 Open Cock C2. Fit a 2 mm Choke in Cock V6. Move A9 Brake Valve to Full service
application position. The pressure in gauges G7 & G8 will rise to 3.8 ± 0.1 kg/cm².
Now open Cock V6. The pressure in gauge G7 will drop initially and stabilise. Close
Cock V6 and remove the Choke from Cock V6 and screw into Cock V5. Open Cock
V5. The pressure in gauge G8 will drop initially and stabilise. Close Cock V5. Move
A9 Brake Valve Handle to release position.
13.0 GRADUATED APPLICATION & RELEASE:
 Brake Cylinder pressure increase should be attained when Brake Pipe pressure is
reduced in steps. The reduction in BP pressure can be observed in gauge G6 by
opening Cock V3 after closing Cock C2. The BC pressure increase can be seen in
gauges G7 & G8.
 Close Cock V3 and open Cock C2 slowly and partly for checking the graduated
release during which gauge G6 will show an increase in reading and gauges G7 &
G8 will fall in pressures.
14.0 CHECKING BRAKE INDICATORS DURING RE-FEEDING TEST:

 Open Cock C2. Make a full service application at the A9 Brake Valve and open
Cock V7. Pressure in gauge G7 should not fall (the colour in the first window of
both the Double Brake Indicators will turn into green and the second window of both
the Brake indicators will continue to
be red). Close Cock V7. The colour in the
first window of both the Brake
Indicators will turn to red. Open Cock
V8. Pressure in gauge G8 should not
fall (the colour in the second window
of both the Brake Indicators will turn to
green & the first window of both the
Brake Indicators will continue to be
red). Close Cock V8.
 The colour in the second window of both the Brake Indicators will turn to red.
Move A9 Brake Valve Handle to release position. The pressure in gauges G7 and
G8 will fall to 0.0 kg/cm². The colour in both the Brake Indicators will turn to green.
15.0 BRAKE PIPE ACCELERATOR VALVE TEST:
 Open Cock C8. Gauge G3 rises to 5 kg/cm². Wait approximately 2 minutes to allow
the volume in Accelerator Valve to charge. Move A9 Brake Valve Handle to full-
service application position. Brake application will take place. Using soap suds
check the exhaust port of BP Accelerator Valve for any leakage. No leaks permitted
for one minute.
 Move A9 Brake Valve
Handle to release position.
Gauges G6 & G3 will
charge to 5 kg/cm². Wait
approximately 2 minutes to
allow the volume in
Accelerator Valve to
charge.Move the A9
Brake Valve Handle to
emergency position. Gauge
G3 will fall to 0 kg/cm².
Brake application will
take place. Observe a
sudden blast of air from the
exhaust port of the
Accelerator Valve.
 Move A9 Brake Valve Handle to release position. G3 will rise to 5 kg/cm². Close
Cock C8 and open Cock V4. Gauge G3 will fall to 0 kg/cm². Close Cock V4.
16.0 TEST FOR EMERGENCY EXHAUST VALVE AND PILOT VALVE FOR
PASSENGER ALARM:
 Open Cock C9. The air will enter into the Emergency Exhaust Valve inlet port and
in turn will feed the Pilot Valve for Passenger Alarm through its signal port.

 Pull the Handle of the Pilot Valve.

Immediately the Exhaust Valve
will exhaust air through the
delivery port. Gauge G6 will fall
below 2.5 kg/cm². Gauges G7 &
G8 will rise to 3.8 ± 0.1 kg/cm².
Simultaneously, the light in the
flasher unit will glow.
 Using the Re-setting Key reset the

Pilot Valve. The illumination in the
flasher unit will turn off. The exhaust in the Emergency Exhaust Valve will also stop
and the pressure in the Gauges G7 & G8 will fall to 0 kg/cm². Gauge G6 will rise to
5 kg/cm². The same test should be carried out for all the five numbers of Pilot Valves
for Passenger Alarm.
 Close Cock C9 and again pull the Pilot Valve Handle. Air will be vented from the
Exhaust Valve. Reset the Pilot Valve.
17.0 BRAKE PIPE ISOLATING COCK TEST:
 Move the BP Isolating Cock A5 (F) to close position. Air will vent through the
exhaust of Isolating Cock on the Integral Sandwich Piece). Meanwhile, the gauges
G7 and G8 will charge to 3.8 ± .01 kg/cm².
 Move the Isolating Cock A5 (F) to open position. Gauges G7 & G8 will fall to 0
kg/cm².
18.0 AUTOMATIC RELEASE TEST:
 Move the Handle of A9 Brake Valve to emergency application position. Gauges

G7 & G8 will charge to 3.8 ± 0.1 kg/cm². Pull the Operating Lever briefly. Air
pressure in the CR gauge, G7 & G8 will fall to 0 kg/cm².
 If all the above tests have passed, close all the Cocks in the Brake Container and
drain the system.
 Provide closure / sealing tape on the pipe openings till its fitment to prevent entry of
foreign matter. Ensure Closure Plug / Sealing Tape is removed before making air
connections during coach installation.




Parts List
Brake Panel Module for PC & SLR COACHES - 040 0080 00
Item FTIL Part No. Description Qty

No.
1 040 8800 00 Brake Frame 1
2 PART OF 1 Mesh Guard 1
3 040 2610 00 Auxiliary Reservoir 125 ltrs 1
5 605 2630 00 Control Reservoir 6 ltrs 1
6 040 2100 00 Timing Reservoir 1.5 ltrs 1
7 501 0040 00 C3W Distributor Valve Assembly 1
8 018 0040 Relay Valve Assembly 1
9 009 0040 00 00 Strainer for BP 1
10 PART OF DV BP Isolating Cock 1
11 003 0015 00 Cut Off Cock – BC1 1
12 003 0015 00 Cut Off Cock – BC2 1
13 009 0070 00 Strainer FP 1
14 006 1195 00 Pressure Switch 1
15 003 0015 00 Cut Off Cock – FP 1
16 003 0015 00 Cut Off Cock – Doors & Toilets 1
17 040 2090 00 Test Point – CR 1
18 040 2090 00 Test Point - FP 1
19 040 2090 00 Test Point – BC 1
20 040 2090 00 Test Point – BP 1
21 006 1142 00 Check Valve 2/3
22 703 0102 00 Drain Cock for Reservoirs (75 & 125 ltrs) 2
23 936 0611 00 Straight Stud Fitting 10 19
26 936 0617 00 High Pressure Banjo Fitting 22 BSP 2
27 040 8820 00 BEND PIPE 10 1
28 040 8840 00 BEND PIPE 10 1
29 040 8855 00 BEND PIPE 18 2
30 040 8870 00 STRAIGHT PIPE 28 1
31 040 8825 00 BEND PIPE 10 1
32 040 8830 00 BEND PIPE 10 1
33 040 8875 00 BEND PIPE 28 1
34 040 8835 00 BEND PIPE 10 2
35 040 8845 00 BEND PIPE 10 1
36 040 8860 00 BEND PIPE 22 1
37 040 8865 00 BEND PIPE 10 1
38 040 3550 00 Frame Header 1
39 040 1075 00 INTEGRAL VOLUME RELAY ASSY. 1
40 040 2500 00 Valve Mounting Manifold 1
41 905 0318 00 HEX. HD BOLT ISO 4014 M10x75 (SS) 8
42 908 0206 00 PUNCHED WASHER A11 IS:2016 (SS) 16
43 909 0229 00 SPRING WASHER DIA 10 (SS) 16


No.
44 906 0205 00 HEX NUT ISO 4032 - M10 (SS) 8
45 901 0398 00 HEX. SOC HD CAP SCREW M8x75 (SS) 6
46 905 0271 00 RESERVOIR 5 LTRS 1
47 040 8710 00 COVER 1
48 920 0114 00 HEX. HD SCREW ISO 4017 M8x18 - 8.8 1
49 908 0090 00 PLAIN WASHER DIA8 1
50 909 0183 00 SPRING WASHER DIA8 1
52 908 0208 00 PUNCHED WASHER A18 IS:2016- 12
St.Steel
54 906 0229 00 HEX NUT ISO 4032 - M10 (SS) 8
Parts List
Brake Panel Module for AC-NAC (EOG) / ACCN (SG) COACHES - 040 0085 00

No.
1 040 8800 00 Brake Frame 1
2 PART OF 1 Mesh Guard 1
5 605 2630 00 Control Reservoir 6 ltrs 1
6 040 2100 00 Timing Reservoir 1.5 ltrs 1
7 501 0040 00 C3W Distributor Valve Assembly 1
8 018 0040 Relay Valve Assembly 1
9 009 0040 00 00 Strainer for BP 1
10 PART OF DV BP Isolating Cock 1
11 003 0015 00 Cut Off Cock – BC1 1
12 003 0015 00 Cut Off Cock – BC2 1
13 009 0070 00 Strainer FP 1
14 006 1195 00 Pressure Switch 1
15 003 0015 00 Cut Off Cock – FP 1
16 003 0015 00 Cut Off Cock – Doors & Toilets 1
17 040 2090 00 Test Point – CR 1
18 040 2090 00 Test Point - FP 1
19 040 2090 00 Test Point – BC 1
20 040 2090 00 Test Point – BP 1
21 006 1142 00 Check Valve 2
22 703 0102 00 Drain Cock for Reservoirs (75 & 125 ltrs) 2
26 936 0617 00 High Pressure Banjo Fitting 22 BSP 2
27 040 8840 00 BEND PIPE 10 1

No.
28 040 8855 00 BEND PIPE 18 1
29 040 8870 00 STRAIGHT PIPE 28 1
30 040 8825 00 BEND PIPE 10 1
31 040 8830 00 BEND PIPE 10 1
32 040 8875 00 BEND PIPE 28 1
33 040 8860 00 BEND PIPE 10 1
34 040 8865 00 BEND PIPE 10 1
35 040 3550 00 Frame Header 1
36 040 1075 00 INTEGRAL VOLUME RELAY ASSY
37 040 2500 00 Valve Mounting Manifold 1
39 908 0206 00 PUNCHED WASHER A11 IS:2016 (SS) 8
41 906 0205 00 HEX NUT ISO 4032 - M10 (SS) 4
42 901 0398 00 HEX. SOC HD CAP SCREW M8x75 (SS) 6
43 040 8710 00 COVER 1
44 920 0114 00 HEX. HD SCREW ISO 4017 M8x18 - 8.8 1
45 908 0090 00 PLAIN WASHER DIA8 1
46 909 0183 00 SPRING WASHER DIA8 1
48 908 0208 00 PUNCHED WASHER A18 IS:2016- 12
St.Steel
50 906 0229 00 HEX NUT ISO 4032 - M10 (SS) 8
51 936 0624 00 DUMMY M14x1.5 4
5.2 BRAKE PANEL (A1)

5.2.1 INTRODUCTION
The Brake Panel provided in the Brake panel module (Brake Frame) serves to
mount compactly the brake and air system equipment other than located at
special places in the Coach. The schematic drg of the Brake Panel portion with its
devices is indicated by a dotted square in the overall schematic of the Coaching
brake system.
The list of equipment contained in the Panel is indicated in the part no. drg / parts list
attached.
5.2.2 CONSTRUCTION
The brake frame comprises a valve mounting manifold to which components and
subassemblies are attached. The components are positioned in convenient and compact
groups and pneumatic interconnections are formed by drilling within the valve mounting
manifold.
The valve mounting manifold is constructed from high grade aluminium alloy which
is anodized after machining.

All pneumatic assemblies are constructed from corrosion resistant aluminium alloy and with
internal components, e.g. Valve Stems, Springs, etc., of Stainless Steel. Valve Finished
faces are of hard synthetic rubber with ground faces. The Valves are operated by means
of self-seating moulded synthetic rubber Diaphragms, which are fully supported over
their working surfaces.
Components are mounted to the outer face of a valve mounting manifold using O Ring
Joints to seal the interface connections.
A Header mounted at the top of the Brake Panel forms an interface connection with
the Header of Brake Container of the Coach pneumatic system. This is indicated in
the part identification given in the drawings.
5.2.3 LOCATION OF COMPONENTS
The physical location of all the components on the progressive three panels is shown
in the respective part drawings attached.
Port identification for the input / output air connections with the Brake Container is
also indicated in the part drgs. In addition, test points wherever required are
indicated.
5.2.4 INSTALLATION
The Brake Panel comprising the pneumatic system with pre-tested component installed
in position has to be secured to the Brake Container.
The Brake Panel Header has to be connected with air pipelines as indicated in the port
identification specified in the drawing.
The electrical connections from the Coaching circuit are to be given for the Pressure Switch
(A10) separately.
5.2.5 TESTING AFTER INSTALLATION
As the Brake Panel forms part of Brake Container assembly, no separate test procedure
is required since it is included in the Brake Container testing.
5.2.6 MAINTENANCE
The Brake Panel practically requires hardly any maintenance except a check
on the fastening arrangement to the Brake Container for soundness and air
tightness of the system during normal service. However, for the equipment
forming part of it, the periodic recommended maintenance schedule in
between overhauls is indicated in the chart under general chapter in Part A.
The periodical overhaul & test procedure for the individual equipment
forming part of the Panel is covered separately in other chapters of this
manual.
5.2.7 Rubber Kit to part No790 0402 09
Sl.No Part No Description Qty

1 009702000A “O’ Ring 6
2 006724000A Joint Ring 1
3 029702000A JOINT (32x39x2) 1
4 029702500A INSERT 1
5.3 DISTRIBUTOR VALVE (FTIL Make)

5.3.1 INTRODUCTION
An UIC approved Distributor Valve type C3W IP is designed to work in conjunction with a Timing
Volume and 1:1 Relay. The existing standard Passenger Coach DV type C3W lP cannot work
with the Relay and Timing Volume and hence, it cannot be used with the Relay. To prevent
usage of the standard DVs in the Brake Frame, a Dowel Pin is provided on the Integral Volume
Sandwich Piece, which will be received by a corresponding hole in the DV Flange. The DV
functions to supply or exhaust the Brake Cylinder control pressure to the Relay in response to the
changes in the regime Brake Pipe pressure towards decrease or increase respectively. When the
regime pressure is restored and maintained at 5 kg/cm², it withdraws the Brake Cylinder control
pressure from the Relay to atmosphere and initiates the brake release. The Distributor Valve gives a
maximum BC pressure of 3.8 kg/cm² during full service or emergency application of Driver’s
Brake Valve when the Brake Pipe regime pressure is set at 5.0 kg/cm². It incorporates a pressure
limiting feature to ensure the control BC pressure is not exceeded beyond 3.8 kg/cm², even in
circumstances of Brake Pipe / Control Reservoir getting overcharged due to any reason beyond 5.0
kg/cm². The DV together with the relay has application and release timings of a passenger brake
system.
The following information is for combined assy of distributor valve with timing volume & also for
individual assemblies.


5.3.2 GENERAL
This C3W Distributor Valve meets all the specifications laid down by UIC / RDSO and offers
security, sensitivity and reliability for application to air brake system of LHB Coaches. The
C3W Distributor Valve is of graduated release type.
5.3.3 MAIN CHARACTERISTICS
General Features of C3w Distributor Valve
 Compact and sturdy in construction.

 High Sensitivity
 Step less graduation in brake application and release
 High speed of propagation
 Maximum Brake Cylinder Pressure Limiting Device, independent of the BP regime
pressure in case of Passenger Distributor Valve.
 Easy access to Chokes for cleaning and replacement.
 Confirms to UIC / RDSO specifications of graduated release Air brake system
 Suitable for both single pipe and twin pipe Air Brake System.
5.3.4 PERFORMANCE
The speed of propagation is in the order of 280 m / sec and is obtained by provision of a Quick
Service Valve.
The brake is applied within 1.2 sec when Brake Pipe pressure drop is 0.6 bar in 6 secs (UIC
No. 547).
The brake does not apply when Brake Pipe pressure drop is less than 0.3 bar in 60 secs. (UIC
No. 547).
After full braking, Brake Pipe pressure can be increased to 6 bar with a view to obtain a faster
brake release and a protective feature in Distributor Valve prevents the danger of overcharge
of the Control Reservoirs from 5.0 Kg/cm2 to 6 bar for a period of 25 secs min.
Brake application and release graduations of 0.1 bar are possible.
If the Brake Pipe regime pressure is set at 5.0 Kg/cm2 , the Distributor Valve restricts Brake
Cylinder pressure to 3.8 ± 0.1 bar max, irrespective of the drop in Brake Pipe pressure or the
Auxiliary Reservoir air pressure (provided it is sufficiently at a higher pressure than 3.8 bar
even after repeated brake application in a single pipe system). However, after a brake
application is made, full brake release is not achievable till the Brake Pipe pressure builds up
to 4.85 bar.
Provision is made for release of brake on the vehicle (manual release) when brakes are fully
applied. This is especially useful in marshalling operation by venting Control Reservoir air
pressure. It is also possible to vent all the brake equipment air pressure fully. To operate this
feature, the handle of Isolating cock on Sandwich Piece is to be moved to the close position
and the release lever of the Distributor valve pulled briefly.
CAUTION
1) Mere closing of Isolating Cock does not Release the brake in the vehicle.
2) For complete venting of the system including the Auxiliary Reservoir, the Release
lever should be held in pulled condition till the air exhaust stops.
5.3.5 DESCRIPTION OF DISTRIBUTOR VALVE
The Distributor Valve has air pipe connections to
Brake pipe (BP)
Auxiliary Reservoir (AR)
Control Reservoir (CR)
Brake Cylinder (BC)
The Distributor valve consists of major sub-assemblies housed in a Body with
their functions as under:
Main Valve
Cut off valve
Quick Service Valve
Auxiliary Reservoir Check Valve
Inshot valve
Application and release chokes
Double release valve
5.3.5.1 MAIN VALVE
(Ref. Fig 4.1 and Fig 5.1)
The Main Valve provides feeding & exhaust of the Brake Cylinder according to the Brake
Pipe pressure variations during operations. It consists of two Diaphragms 6 and 27, a Check
Valve 37, two springs 7 & 39, static and Dynamic Seals. The Valve 37 is controlled by the
movement of Hollow Stem 30, the top part of which forms the exhaust seat. The valve 37 and
Hollow Stem 30 jointly control the connection between Auxiliary Reservoir and Brake
Cylinder (for application) or between Brake Cylinder and Exhaust port (for release). The
upper face of Diaphragm 27 (top) is exposed to Brake Cylinder pressure and the opposite side
to atmosphere through a vent in body. The upper face of Diaphragm 6 is exposed to Brake
Pipe pressure and the lower face to Control Reservoir pressure.
When compressed air at a regulated pressure charges through Brake Pipe into the Distributor
Valve, it passes first into the Cut off Valve from which it is regulated to charge into the Control
Reservoir and simultaneously the Auxiliary Reservoir. The Brake Pipe air also is charged into
the connected internal chambers in the Distributor Valve. With the system fully charged, a

balanced state is achieved with the main diaphragm assembly in release position and the Main
Check Valve (37) in closed condition. Any reduction of pressure in the Brake Pipe during
brake application causes a depletion of pressure on top of the Main Valve Large Diaphragm
(6) which is moved up due to the reference pressure of Control Reservoir at a constant level
of 5 Kg/cm2 acting underneath. This movement of the Diaphragm causes the Hollow Stem to
lift the Main Check Valve and admit Auxiliary Reservoir pressure into the Brake Cylinders.
The pressure in the Brake Cylinder increases in the ratio of areas of Diaphragms (27 & 6).
Similarly, during brake release any pressure increase on the topside of the Large Diaphragm
(6) results in a corresponding pressure reduction in the Brake Cylinder.
In order to limit the maximum Brake Cylinder pressure, the Large Diaphragm Follower is
split into two parts and arranged concentrically, one as Large Piston (8) on top and the other
a central Small Piston (10) overlapping one another. When a drop in Brake Pipe pressure is
in excess of 1.5 Kg/cm2, the load on large piston (8) is cancelled due to physical obstruction
of its collar with the Body. Only the Control Reservoir constant pressure acting on the Central
Piston (10) forces against the Brake Cylinder pressure on the Diaphragm (27). With this a
balance of Brake Cylinder pressure is then limited to 3.8 bar.
5.3.5.2 CUT OFF VALVE
(Ref. Fig 4. 1 and Fig 5.2)
The Cut Off Valve housed in body below cap connects the Brake Pipe air with Control
Reservoir during charging through a Valve (68) fitted with calibrated choke Solex Jet (66)
and this determines the charging time of Control Reservoir. It instantly “cuts off” this Control
Reservoir pressure at the beginning of each brake application through a Valve (75) and
restores the connection when brake release is nearing complete. The Cut Off Valve also
controls the charging of compressed air into the Auxiliary Reservoir through Valve (71) which
acting in conjunction with a seat formed in Plug (74) controls the charging of Auxiliary
Reservoir.
The Cut Off Valve is principally composed of two Diaphragms (77) and (83) (Seal). The Seal
(83) and Guide (86) (diaphragm and follower assembly) is subject to the Brake Cylinder
pressure on the underside with its upper face being in communication to atmosphere. A Spring
(85), which acts on Guide (86) (Follower) makes this to open Valve (75) by means of Push
Rod (79).
The upper face of Diaphragm (77) with Follower (76) is subjected to Control Reservoir
pressure and lower face to Brake Pipe. Thus Auxiliary Reservoir initial charging from Brake
Pipe is piloted by Control Reservoir charging. The Cut Off Valve assembly as can be seen
from the Fig 4.1, is a “Floating Cut Off Valve” on Diaphragm (77), which is acted upon by
Control Reservoir pressure on the topside and the Brake Pipe pressure at the bottom. When a
Brake Pipe pressure drop at the rate of 0.6 bar in 6 secs is made, the pressure of air under the
Diaphragm (77) depletes at a much faster rate than the rate of flow of Control Reservoir air
from the top face of the Diaphragm. This sudden pressure differential across the face of the
Diaphragm (77) causes the Floating Cut Off Valve assembly to move down instantly loosing
contact with Push Rod (79). Due to the sudden downward movement, the Cut Off Valve (75)

is pushed up by Spring (73) to close on its Valve Seat separating the Control Reservoir side
from the Brake Pipe.
Similarly, if the Brake Pipe pressure depletion is at a much lower rate of 0.4 bar in 60 secs,
the Brake Pipe pressure as well as the Control Reservoir pressure deplete together at a same
rate keeping the Diaphragm (77) in a neutral position. Since there is a simultaneous drop of
Control Reservoir pressure, no brake application will take place during such “insensitivity
drop”.
5.3.5.3 QUICK SERVICE VALVE
(Ref. Fig 4.1 and Fig 5.3)
Quick service portion contains the bulb capacity and is closed by Cover Assembly (40). It
facilitates to vent a determined volume of air of Brake Pipe pressure into the built-in-chamber
(Bulb), whenever brake application is initiated and thus causes “a local sudden pressure
depletion in the Distributor Valve”. This local pressure depletion is picked up by the next
Distributor Valve in the vicinity in which also such similar local pressure depletion will be
caused because of Brake Pipe pressure charging into the Quick Service Bulb. In this fashion,
the initial depletion of pressure in the Brake Pipe is relayed from valve to valve in a train
formation to propagate the signal of Brake Pipe pressure depletion. As could be seen, this
Quick Service function is only for the initial Brake Pipe pressure depletion and is not for
successive progressive Brake Cylinder pressure build up. The chamber (Bulb) is exhausted to
atmosphere when the Brake Cylinder pressure drops near to 0.8 bar during brake release, to
prepare the Distributor Valve for subsequent brake applications.
The Quick Service Valve basically consists of: (Fig 5.3)
• A Large Diaphragm (214) and Diaphragm Clamp (215) Assembly, whose upper surface
is subjected to Control Reservoir pressure and the underside to Brake Pipe pressure.
• A Lip Seal (208) (Diaphragm) and a Washer (Follower) Assembly (209), whose faces
are subjected during service condition to atmospheric pressure on the upper face and
Brake Pipe pressure or Quick Service Bulb pressure on lower face.
• A Valve (204) fitted in Seat Holder and Seat Assembly (206) operates in conjunction
with seats formed on the Seal Holder (212) and end of Guide Plunger (219). When
operated by Guide Plunger (219), it facilitates to connect the Quick Service Bulb to
Brake Pipe during brake application or to isolate it during release. The lower part of the
Guide Plunger forms the vent port through which the bulb air is vented to atmosphere.
• A Valve Assembly (59) that prevents premature venting of the Quick Service Bulb to
atmosphere during release as long as a certain amount of Brake Cylinder pressure is
acting on it.
5.3.5.4 DOUBLE RELEASE VALVE
(Ref. Fig 4.1 and Fig. 5.1)

The Double Release Valve provides a manual release of brakes and is contained in the lower
cover assembly. The valve by a single movement of operating lever with pull of the ring
causes:
• Elimination of overcharge in the Control Reservoir on a vehicle whose brake is applied.
• Brake release when Brake Pipe is vented by exhausting the Control Reservoir.
• By continuous action of pulling the ring on the Operating Lever, complete venting of all
brake equipment and system.
It consists basically of:
• Two Valves with Seals (11) & (18) which are held together against their seats by Springs
(19). These valves isolate the Control and Auxiliary Reservoir from atmosphere.
• An Operating Lever which when operated lifts the spring seat and valve operator (pivot
piece). This in turn tips open and vents to atmosphere the Control Reservoir pressure
first through Valve (11) and then through Valve (18) Auxiliary Reservoir pressure, if
the displacement continues.
The release device is located in Bottom Cover and consists of:
• A locking rod maintains the Valve (11) (Control Reservoir) in open position and
prevents re-closing after a single action on operating lever i.e. if a manual release is
carried out when the Brake Pipe pressure is lower than that in the Control Reservoir.
When the Brake Pipe pressure is higher than the Control Reservoir pressure, a Ring (23)
(under Diaphragm Follower) is moved downwards by Lower Diaphragm (6) and causes
a trigger 2C (Fig. 5.1) to raise Latching Stem (2D). This releases Valve (11) (Control
Reservoir) and allows it to re-close.
5.3.5.5 AUXILIARY RESERVOIR CHECK VALVE
(Ref. Fig 4.1 & Fig 5.3)

This Check Valve permits recharge of Auxiliary Reservoir and prevents any flow back
towards the Brake Pipe during brake application. The Cap (44) is provided with an ‘O’ Ring
(99) as a sealing joint between Body and Cap.
5.3.5.6 PRESSURE LIMITING FEATURE
(Ref. fig 4.2 and fig 5.4)

A separate attachment is provided on top of Inshot Valve to limit the Brake Cylinder pressure
not to exceed beyond 3.8 bar, under any circumstances even if the Control Reservoirs are
overcharged due to any reason above 5.0 bar. The arrangement is indicated in the sketch. The
Spring (712) is adjusted to regulate the Brake Cylinder pressure to 3.8 bar during DV testing.
The Pressure Limiting feature is controlled by Spring (712) which constantly exerts pressure
on Guide (711) downwards. Due to this, the Valve Finished (223) and Spring (709) is
continuously kept pressed down in the open condition. As and when BP reduction takes place,
Main Valve is lifted allowing Auxiliary Reservoir pressure to enter the Inshot passage and
passes through opening made by Valve Finished. The Auxiliary Reservoir air pressure further
passes into the Brake Cylinder through the opening of Cup (710) into the bottom of
Diaphragm (77). As the pressure increases under the Diaphragm, the Spring (712) assumes a
position to close Valve Finished (223) on the Seat by the Spring (709), thereby cutting off the
further air supply. With this feature, any pressure from Auxiliary Reservoir above 3.8 not
allowed in the Brake Cylinder area.
5.3.6 OPERATION
(Ref. Fig. 4.2)
5.3.6.1 CHARGING AND RUNNING
Compressed air at 5.0 Kg/cm2 from Brake Pipe enters the following regions of Distributor
Valve colored blue:
Chamber 2, the top side of Lower Large Diaphragm of Main Valve.
Chamber 7 of Cut Off Valve
Chamber 4, the lower side of the Upper Diaphragm of QSV (Quick Service Valve)
Chamber D, chamber below the inlet valve of QSV
Further, the air from chamber 7 of cut off valve charges through the Solex jet and valve (6) to
fill the following regions coloured Yellow:
Chamber 1, the bottom side of Lower Large Diaphragm of Main Valve. The top side of the
Lower Diaphragm of Cut Off Valve.
Chamber 3, the top side of the Upper Diaphragm side of QSV.
Control reservoir (CR)
In addition, the air from chamber 7 lift the Check Valve (15) to fill the Auxiliary Reservoir,
coloured Red. All the chambers mentioned above are brought to the charging pressure of 5.0
Kg/cm2 . Due to the “zero pressure” differential across the Large Diaphragm of the Main
Valve when Control Reservoir is fully charged, the Diaphragm Assembly will be in neutral
position. This keeps the central passage of the Main Valve Stem (Hollow Stem 30) that leads
to atmosphere, open to Brake Cylinder, as a gap by design will prevail between Main Valve
Check Valve (37) and Hollow Stem end at top.
5.3.6.2 GRADUATED APPLICATION
When a reduction in BP pressure is caused by the Driver’s Brake Valve, the air pressure under
the Diaphragm in chamber 5 of Cut Off Valve drops quickly. This makes the Diaphragm to
flex down and closes the passage to the Control Reservoir, thus isolating it from BP. Due to
the isolation of Control Reservoir in chambers 1 & 2 of Main Valve portion, a pressure
difference is set across the Bottom Diaphragm (6) separating these two chambers causing a
lift of the Hollow Stem to open the Inlet Valve (Main Check Valve). Then, air from Auxiliary
Reservoir will flow into chamber 9 from where it is led into chambers 11 (Cut Off Valve

portion) and 16 (QSV portion) and also to the bottom side of Inshot Valve. In chamber 11,
the air pressure builds up under Diaphragm and lifts up, thereby withdrawing the Pin from
Valve (6). In In shot Valve, air passes through the valve opening and also through
“Application Choke” into Brake Cylinder.
This sudden rush of air into the Brake Cylinder will help to bring the brake rigging / shoes
quickly to position. Air also enters chamber 10 and lifts the Diaphragm of Inshot Valve and
closes the valve passage. A pressure of about 0.5 ± 0.2 bar is enough to close the Inshot Valve
passage. Once this passage is closed, air flows only through the Application Choke into the
Brake Cylinder. In chamber 8 on top of the Upper Diaphragm of the Main Valve, the Brake
Cylinder pressure builds up bringing the Diaphragm Assembly downwards and finally
bringing the Inlet Check Valve to lap position. As soon as the balance is reached in this
Diaphragm Assembly, no more air can flow into Brake Cylinder. Similarly, every time the
Brake Pipe pressure is reduced in steps, the phenomenon will repeat and air from Auxiliary
Reservoir will gradually flow into Brake Cylinder in corresponding steps. In case of full
service application OR an emergency application, the maximum Brake Cylinder pressure that
is required to balance the main valve diaphragm assembly is 3.8 ± 0.1 bar with Brake Pipe
regime pressure set at 5.0 Kg/cm2 .
5.3.6.3 QUICK SERVICE APPLICATION
As soon as the Brake Pipe pressure is reduced, the pressure in chamber 4 under the Quick
Service Bulb (QSB) Upper Diaphragm is reduced, causing the diaphragm assembly of the
bulb to move down to open Inlet Valve (13). Then air enters bulb 12 and builds up pressure
under the Seal in chamber 17, developing an upward force on the Diaphragm Assembly. This
sudden surge and filling up of a large volume of air into the additional space causes local
pressure depression of about 0.4 bar in chamber 2 of the Main Valve, help in the quick
propagation of the Brake Pipe pressure reduction through the length of train. The bulb is
exhausted once the Brake Cylinder pressure reaches around 0.8 bar during the brake release
operation. This facilitates quick service propagation should an application be made
immediately.
5.3.6.4 GRADUATED RELEASE
When the pressure in Brake Pipe is increased, the balance in the Diaphragm Assembly in the
Main Valve is upset due the pressure rise in chamber 2, causing the Piston Assembly to move
downwards and thus opening the exhaust passage. Air from Brake Cylinder is released
through passage of Hollow Stem and finally is let off to atmosphere through the “Release
Choke” located inside Exhaust Protector.
5.3.6.5 OVERCHARGE PROTECTION
Pressure in chamber 11 of the Cut Off Valve under the Seal causes the guide to lift up, making
the pin free. The guide will not come down till the Brake Cylinder pressure reaches as low a
value as 0.2 bar and till such time the Valve (6) would be kept closed isolating Control
Reservoir and eliminating overcharge into Control Reservoir.
5.3.6.6 AUTOMATIC RELEASE

When the Operating Lever is pulled briefly, the locking rod slides down and gets wedged in
between Double Release Valve and its Seat, thereby facilitating draining of Control Reservoir
air from chamber 1 and also all the connected chambers. This upsets the balance of the
Diaphragm Assembly and opens the exhaust passage. Air pressure from Brake Cylinder and
chamber 8 (upper portion of Top Diaphragm) is reduced till a new balance is achieved, thus
facilitating a partial brake release. If the Operating Lever is pulled for a long time, the Double
Release Valve in the Lower Cover will be moved off from their seats permitting complete
draining of the entire system.

FIG 4.1 – CHARGING AND NORMAL RUNNING CONDITION

FIG 4.2 – GRADUATED APPLICATION

FIG 4.3 – GRADUATED RELEASE

FIG 5.1 MAIN VALVE

FIG 5.2 CUT OFF VALVE

FIG 5.3 QUICK SERVICE VALVE

FIG 5.4 PRESSURE LIMITING FEATURE

FIG 5.5 APPLICATION CHOKES

5.3.7. OVERHAULING
5.3.7.1 RECOMMENDED OVERHAUL RUBBER KIT TO FTIL PART No. 790 0402 80 FOR C3W
DV – 501 0040 00
SN Item WABTEC FTIL Part Description Quantity

No No.
Cat No.
AR Equalising
Cut Off Valve
Service Valve
Release valve
Check Valve
Main Valve
Double
Inshot
Quick
Valve
1 4 705 132 501 7010 00 O Ring 1
2 5 705 134 501 7020 00 O Ring 1
3 6 191 858 501 7030 00 Diaphragm 1
4 9 705 012 501 7040 00 O Ring 2 1 1
5 11 191 874 501 8040 00 Valve Finished 1
6 18 191 873 501 8090 00 Valve Finished 1
7 20 191 879 501 7050 00 Sealing Washer 2
8 24 705 818 501 7060 00 Lip Seal 2
9 27 191 849 501 7070 00 Diaphragm 1
10 29 705 011 501 7080 00 O Ring 1
11 32 705 239 501 7090 00 O Ring 5 1
12 33 191 840 501 602000 Filter 1
13 35 - 501 7101 00 Joint 1
14 36 705 249 501 7110 00 O Ring 1 1
15 37 190 220 501 4060 00 Valve Finished 1
16 43 190 115 501 4080 00 Valve Finished 1
17 45 705 255 501 7120 00 O Ring 1
18 47 787 686 501 6030 00 Filter 1
19 57 191 920 501 7140 00 Sealing Ring 1
20 58 191 921 501 7150 00 Sealing Ring 1
21 59 191 923 501 8180 00 Valve Finished 1
22 68 189 888 501 4130 00 Valve Finished 1


No No.
Cat No.
AR Equalising
Cut Off Valve
Service Valve
Release valve
Check Valve
Main Valve
Double
Inshot
Quick
Valve
23 71 189 887 501 4160 00 Valve Finished 1
24 75 191 942 501 4190 00 Valve Finished 1
25 77 183 019 501 7160 00 Diaphragm 1 1
26 80 705 215 501 7170 00 O Ring 1
27 81 705 212 501 7180 00 O Ring 1 1
28 83 191 964 501 7190 00 Seal 1
29 99 704 819 501 7330 00 O Ring 1 1
30 204 191 917 501 4220 00 Valve Finished 1
31 205 705 091 501 7210 00 O Ring 1
32 208 191 914 501 7220 00 Seal 1
33 210 705 164 501 7230 00 O Ring 1
34 211 705 128 501 7240 00 O Ring 1
35 213 700 378 501 7250 00 O Ring 1
36 214 191 894 501 7260 00 Diaphragm 1
37 218 705 817 501 7270 00 Seal 2
38 223 190 116 501 4260 00 Valve Finished 1
39 226 705 252 501 7280 00 O Ring 1
40 - - 850 7090 00 Gasket* 1

41 - - FT0050247-01 Inshot Plug * 1
*- Inshot plug (FT0050247-001) along with Gasket (850 7090 00) to be used to maintain
the Maximum Brake cylinder pressure as 3.0 +0.1 Kg/cm2 in Inshot valve.

5.3.7.2 OVERHAUL SPRING KIT FOR C3W DISTRIBUTOR VALVE

No No.
Cat No.
AR Equalising
Cut Off Valve
Quick Service
Release valve
Check Valve
Inshot Valve
Main Valve
Features
Limiting
Pressure
Double
Valve
SPRING KIT No. 790 5011 07 FOR C3W DISTRIBUTOR VALVE
1 7 191 870 501 8030 00 Spring 1
2 12 191 881 501 8050 00 Spring 1
3 19 191 882 501 8100 00 Spring 2
4 39 189 931 501 8130 00 Spring 1
5 42 191 968 501 8140 00 Spring 1
6 64 191 990 501 8190 00 Spring 1
7 65 191 856 501 8200 00 Spring 1
8 67 182 714 501 8210 00 Spring 1
9 73 190 272 501 8220 00 Spring 1
10 85 789 650 501 8240 00 Spring 1
11 203 191 918 501 8320 00 Spring 1
12 216 191 922 501 8270 00 Spring 1
13 709 - 501 8370 00 Spring 1
14 712 - 501 8590 00 Spring 1

5.3.7.3 DISMANTLING FROM COACH
Before dismantling the distributor from the coach for overhauling, ensure that the compressed
air in the system is drained completely by pulling the operating lever and holding it in position
till all the air pressure is fully exhausted.
NOTE:
Since the draining of air supply from the vehicle would release the brakes fully, care should
be taken to protect the vehicle and prevent its accidental movement by suitable means.
Remove the DV along with its sandwich piece, relay valve & Timing reservoir.
Carefully supporting the Distributor Valve, unscrew the three M16 Nuts fixing the DV to its
sandwich piece.
For further work on the Distributor Valve in the workshop, it is recommended to have a bench
mounted clamp bracket with three Studs of M16 threads, fixed in the same fashion. Make sure
that the fixture has a corresponding hole to accommodate the pin driven in the flange face of
the DV. It should also have a facility to rotate by 180° and be locked in either position. (Refer
fig. 7). The pipe connections to and from the mounting bracket on the vehicle need not be
disturbed. However, it should be protected by a suitable covering to prevent ingress of dirt
and dust till the Distributor Valve is reinstalled.
NOTE
Before the DV is opened, it should be thoroughly dusted and cleaned externally. The
workbench on which the components are to be placed should also be cleaned thoroughly.
5.3.7.4 DISMANTLING THE DISTRIBUTOR VALVE
 Mount the Distributor Valve on to the Fixture (Fig 7) with the bottom side up.
 Follow the sequence of this operation as given below for dismantling.
 The item numbers in this description are with reference to the pull-out diagrams
provided under the relevant heading.
 It is imperative that as and when the components are removed from the assembly, they
have to be carefully handled and arranged, preferably in identifiable group sequence.
5.3.7.4.1 MAIN VALVE
(Ref fig. 5.1)
Unscrew the 6 Nos. of Screws (61) & carefully pull upwards the Lower Cover Assembly (2).
Take out the Ring (23), the Diaphragm Follower (22) and the Small Piston of Lower
Diaphragm (10) along with its Diaphragm (6), the Large Piston of Lower Diaphragm (8), and
the five ‘O’ Rings (32).
Press a jet of compressed air into the bore of the Hollow Stem (30) taking care to hold the
Hollow Stem (30) the moment it ejects out under pressure. After removing the hollow stem
(30), unscrew the release choke from the top opening of the hollow stem.
Remove the Diaphragm Holder (3) and pull out the Hollow Stem from Diaphragm Holder.
Take out the Diaphragm Clamp (28) with its Diaphragm (27).
Unscrew the Plug (31) using the appropriate socket wrench.

Turn the Distributor Valve by 180° on the bracket and ensure that it is again locked in the new
position (bottom side down).
Unscrew the Cap (38) [with O’ Ring (99) provided in the latest version] and take out the
Spring (39) and Check Valve (37) with the ‘O’ Ring (36).
Carefully remove the Diaphragm (6) from the small Piston of Lower Diaphragm (10) and
Diaphragm (27) from the Diaphragm Clamp (28). Also remove the O Rings (4) and (5) from
the Diaphragm Holder (3). Similarly remove the ‘O’ Ring (36) from the Check Valve (37).
Using a blunt tool, remove the two Lip Seals (24) from the Diaphragm Holder (3) and from
the Lower Cover (2). Similarly, remove the ‘O’ Ring (9), ‘O’ Ring (29) and the ‘O’ Ring (32)
from the small Piston of Lower Diaphragm (10), Diaphragm Clamp (28) and the Plug (31)
respectively.
NOTE:
Care should be taken not to scratch the rubber components while removing. In case any such
damage is suspected, replace such part by a new one.
5.3.7.4.2 DOUBLE RELEASE VALVE
(Ref fig. 5.1)
The Locking Rod (233) would have already come out when the Lower Cover (2) is pulled
out. If not, remove it from the hole.
NOTE:
Do not try to remove the grooved Pin (2D) and Trigger (2C). These are permanently fixed in
our factory and do not require any attention. While the cover is open, take care to see that no
heavy object falls on the pin or on the Trigger.
Keep the flange face down on a soft surface like a rubber pad and press the Operating Lever
(13) hard by hand and using the appropriate circlip plier, remove the Circlip (17). Remove the
Lower Seat (16) and take over the Operating Lever. Take out the Spring Seats and Valve
Operator (14) and the Spring (12).
Slowly unscrew the two Cap Screws (21) on either side and take out the two Springs (19).
Take out the Sealing Rings (20) and pull out the Valves (11) and (18).
NOTE
Observe carefully the sides in which these Valves (11) and (18) are to be fixed while
assembly.
Unscrew the Exhaust Protector (92) carefully and unscrew the Release Choke (55) from the
Exhaust Protector (92) and take out the Exhaust Ring Protector (93).
5.3.7.4.3 CUT-OFF VALVE

(Ref fig. 5.2)
With the Distributor Valve mounted in its normal position, proceed as follows:
 Unscrew the bigger Cap (84) by using the appropriate socket wrench. Alternatively, a rod
of suitable diameter that can go into the side hole on the cap can also be used.

 Carefully lift off the Cap (84) and remove the Spring (85), the Guide (86) and the Seal
(83). If the Seal does not come out alone with the Guide and remain in stuck in position,
use a bent tool and carefully lift it up. Rotating the tool all around, lift the seal uniformly
and gradually from underneath. Ensure that the tool has no sharp edges.
NOTE:-
Ensure after removing the Seal that the two Springs in the Seal are properly seated in their
position. The ends of the Springs are inserted into one another to form a ring of a specified
diameter. Improper handling of the seal while pulling out may disturb the position of the
Springs.
Remove the ‘O’ rings (81) from the Guide (86) taking proper care.
Unscrew the Diaphragm Clamping Screw (82) using the appropriate socket wrench. Take out
the Push Rod (79).
NOTE
The direction in which the push rod has to be inserted again during reassembly should be
carefully noted down.
Holding the stem part of Guide (76), pull it out carefully so that the Diaphragm Clamp (78) also
comes out. The Guide (76) is a sub-assy consisting of Seat (72) which is screwed into the Guide
(76) Valve (75), Spring (73) & the Diaphragm (77).
Keep the sub-assembly in the special Fixture RPBF 0003 (Fig 6.3) in such a way that the flange
part of the Guide (76) sits in the circular recess of the fixture and the Seat (72) is facing up.
Keep the Fixture in a vice. Tighten the vice lightly. Using the special tool SCT6016 (Fig 6.3)
unscrew the Seat (72) by inserting the two Pins of the tool into the two holes on the Seat (72)
and turning the handle.
Take out Valve (75) and the Spring (73).
NOTE
While using the fixture RPBF 0003 (Fig 6.3), exercise care to avoid denting the flange of the
Guide (76) due to over tightening of the vice. The Spring (73) and the Valve (75) are quite small
in size and should be handled carefully.
Pull out Diaphragm (77).
Using special tool SCT 6014 (Fig 6.1) in the same way as for SCT 6016 (Fig 6.3), unscrew the
Plug (74) and remove the outer ‘O’ Ring (45) as well as the inner ‘O’ Ring (36). The Plug is a
sub-assembly consisting of an Internal Circlip (62), Spring Seats (63), (69) and (70), Spring
(64) (65) and (67), a Solex Jet (66) and Valve Finished (68) and (71). Using a suitable circlip
plier, remove the Circlip (62). Take out the Spring Seat (63) exercising caution in avoiding
falling of loose components. Take out the Springs (64) (65) and (67). By pulling at Solex Jet
(66), remove the Spring Seats (69) and (70).
Take out the Valve Finished (68) and (71). Unscrew the Solex Jet from the Valve (68).
5.3.7.4.4 QUICK SERVICE VALVE
(Ref fig. 5.3)
With Clamp bracket in the same position as for Cut Off Valve, unscrew the four Screws (41).
Take the Cover Assembly (40) out, taking care to pull it up vertically.

Remove the ‘O’ Ring (32) and ‘O’ Ring (9) on the top surface of the Body.
Slowly pull out the Glide Plunger (219) sub-assembly consisting of parts (52), (213), (214),
(215), (217) and (219) by pulling at the Guide Plunger top.
Remove the Spring (216).
Remove the Diaphragm (214) from the Piston (215) of the sub-assembly.
Holding the sub-assembly in hand, unscrew the Nut (217), remove the Washer (52) and pull
out the Piston (215).
Remove the “O” Ring (213) without twisting it. Using the special tool SCT 6092 (Fig. 6.1)
unscrew the Seat Holder (206).
Remove the “O” Rings (211) and (205).
Take out the Seat Holder Assembly (206) and using the appropriate circlip plier, remove the
Internal Circlip (17). Pull out the Seal Holder (212) using the special tool SCT 6093 (Fig 6.2).
Remove the “O” Ring (210)
Using a blunt tool, carefully pull out the seal (218) from the Seal Holder (212).
Remove the Washer (209). Carefully pull out the Seal (208) by using a bent tool and dragging
up uniformly all round. Do not use any sharp hook to do this work.
Take out the Spring Seat (207).
Using the appropriate internal circlip plier, extract the Circlip (201) at the bottom of Seat
Holder (206), taking care to prevent loose parts from inside falling off.
Remove the Spring Seat (202), Spring (203) and Valve Finished (204).
Using the same tool as was used for pulling out the Seal (218) from the Seal Holder (212),
pull out the second Seal (218) from the Cover Assembly (40).
Take out the Bush (60) carefully by pressing a jet of compressed against the vent of quick
service and the Valve Finished (59) from the hole in the top face of Body (1).
Extract the Seal (58) and the Sealing Ring (57) by carefully pressing on the Seal (58) on an
edge to tilt it on Washer (57). Use only a blunt tool.
NOTE
While extracting the Seal (58) be careful not to damage it. However, as this cannot be pulled
out in any other way than described above, if any damage to this component is suspected,
make sure to replace it by a new one during reassembly.
5.3.7.4.5 AUXILIARY RESERVOIR VALVE
(Refer fig. 5.3)

With Body (1) in the normal position, unscrew the Cap (44) & O Ring (provided in latest
version) slowly & take out the Check Valve Spring (42) & Check Valve (43).
5.3.7.4.6 PRESSURE LIMITING FEATURE
(Ref. fig 5.4)
Open the Cap (701) remove Circlip (702), Stem Adjusting Screw (704) using special tool (Fig
12 A) and remove Spring Seat (703) from Clamping Flange (708).

Unscrew Clamping Flange and remove Spring (712) extract Diaphragm Clamp (228) and pull
out Guide (711). Remove Diaphragm (77) from Guide (711). Remove O Ring (226) from its
seating position on Cup (710) and remove the cup. Unscrew Plug (224) and remove Valve
Finished (223) and extract the Spring (709).
5.3.7.4.7 APPLICATION AND RELEASE CHOKES
(Ref fig. 5.5)
APPLICATION CHOKE
Remove from the side of Body the Application Choke (34) provided inside the Filter (32).
The Filter has to be removed for renewal or cleaning of Choke.
RELEASE CHOKE
The Release Choke is provided in the hollow stem(30).
Choke description FTIL PART NO
Application Passenger 501 4309 00
Release Passenger 011 3062 00
5.3.7.5 CLEANING OF PARTS
Refer guidelines given under "CLEANING PROCEDURE (AIR BRAKE EQUIPMENTS /

COMPONENTS)"
REPLACE PARTS IF,
Refer the guidelines given under "INSPECTION / REPLACEMENT CRITERIA (AIR
BRAKE EQUIPMENT / COMPONENTS)"
STEPS BEFORE REASSEMBLY
Smear carefully and lightly “MOLYKOTE M33” or equivalent grease to all
 Sliding parts
 Dynamic and static O rings and the parts on to which they slide.
 Diaphragms and seals
 Threaded parts except on the chokes and the Solex jet.
Smear carefully and lightly “ Shell Rhodina RL3” grease or equivalent to all
 Threaded parts of chokes and Solex jet

 Bearings of all guides
5.3.7.6 ASSEMBLY

Follow the same instructions of each sub-assembly in the reverse sequence to assemble the
valves. However, suggestions given as under while reassembly may be followed.
After mounting the Diaphragms on the Diaphragm Clamps, get the entrapped air out by
inserting the special tool SCT 6026 (Fig 6.3) between the inside the Lip and the side of the
Groove.
The elastomer surfaces of the valve must be free from grease.
Blow a jet of compressed on to the valve surfaces before assembling them into position.
Ensure that the tips of the screwdrivers, the circlip pliers and the other tools used are free from
any sticky matter and are not carrying any dirt.
The ‘O’ Ring (226) in the Inshot Valve Cup (225) is not mounted outside but is dropped into
position after fixing the cup in its place with the help of a special tool SCT 6015 (Fig 6.1)
suitably pushed uniformly into position. Keep the edge of the tool on the ‘O’ Ring & rotate
the tool with light pressure till ‘O’ ring is seated properly without twist.
After assembling the parts (62) – (71) of the Cut Off Valve into the Plug (74), shake it lightly;
a metallic sound should be heard. If not, extract the Circlip (62), remove the Spring Seat (63)
and make sure that the Springs are correctly positioned. Also ensure a Spring Seats (69) and
(70) are freely moving. Then reassemble the parts and repeat the operation.
To insert the Hollow Stem (30) through the Diaphragm Clamp (28), use the special feeding
tool SCT 6017 (Fig 6.3) to avoid scratching of the ‘O’ Ring (29) in the Diaphragm Clamp
(28). This is done by the inserting tool into the Hollow Stem (30) on the side of the small
diameter and pushing the tapered face of the tool into the Diaphragm Clamp slowly. Pull out
the tool from the stem on the other side.
For the Inshot Valve portion, the Pressure Limiting arrangement consisting of items 701, 702,
703, 704 & 705 are also required to be assembled in the Inshot Valve portion.
NOTE:- The limiting pressure is to be adjusted for a cut off pressure of 3.8 Kg/Cm2
during DV test.
5.3.7.7 TIGHTENING TORQUE
TIGHTEN TO A TORQUE OF 20 – 25 Nm,
The Plug (74) and Seat (72) of the Cut Off Valve.
The Nut (217) of the Quick Service Valve Guide Plunger and Seat Holder (206) of the Quick
Service Valve sub-assembly.
The Plug (31) in the Main Valve.
The Valve Seat (224) in the Inshot Valve and
The Caps (21) of the Double Release Valve.
After assembling the Double Release Valve in the Lower Cover (2), pull the Operating Lever
(13) to the side in which the Trigger is pinned and press the Locking Rod (233) down, so that
it gets jammed between the Valve Seat and the Valve (11). Then even if the Operating Lever
is released, the entire Lower Cover Sub-assembly (2) can be turned upside down to be
mounted on Body (1) without the Locking Rod falling down. This Locking Rod gets released
automatically once the DV is charged with air pressure to the required limits.

5.3.8 TESTING OF C3W DISTRIBUTOR VALVE AFTER OVERHAUL
The schematic view of the arrangement of the test rack is shown in sketch RBTR 0032
attached.
After the Distributor Valve(501 0040 00) is overhauled thoroughly and assembled as
described, fix the DV on the Intermediate plate, attach the relay valve & timing reservoir as a
Integral volume relay assembly to part No 040 1075 00. (Refer Fig 3).
Test rig should have common pipe bracket with control reservoir for testing purpose. Fix the
test plate (FTRTIL part No –FT0050212-101) in common pipe bracket. Then mount the
integral volume relay for commencing the testing.
Then it is to be mounted on the Common pipe bracket for testing.
NOTE :-
Some of the test racks established in the Railway workshops may be equipped with a different
schematic and valve configuration but by and large, will match with the schematic no. RBTR
0032 attached. However, for a proper evaluation of the performance of the Distributor Valves,
the test rack should have adequate/unrestricted dry air flow capacity for charging into and out
of the various ports of the Distributor Valve. If a particular test rack is equipped with a
Driver’s Brake Valve of any other make than what is standardized by RDSO for main line
locomotive application, it is to be ensured that the charging capacity of the brake valve is
sufficient / adequate to supply the desired volume /flow rate of dry compressed air to the
Distributor Valve.
In addition to this requirement, the test rack piping should be of minimum dia 20 NB for
Brake Pipe, Brake Cylinder Pipe and Auxiliary Reservoir Pipe being connected at the
Common Pipe Bracket. Correspondingly the Cut off Cocks fixed in this section of the piping
should also be of minimum ¾” bore size for ensuring proper flow rate. Connection of piping
exceeding 1 meter long flexible rubber hoses of bore size smaller than ½” will constrict the
flow capacity through the piping and may result in erroneous readings especially for
measurement of pressure build up and drop occasions either during charging or
application/releases. Such test racks must be carefully studied by the Engineers of Railway
and corrected suitably to overcome the above deficiencies if any.
For testing passenger DV with Relay Valve, that are connected to twin pipe system, it is
suggested that the charging time evaluation tests mentioned in Para 5.7.0 are done with single
pipe only duly charging Auxiliary Reservoir & Control Reservoir to 5 Kg/cm2 pressure. This
is essential to evaluate the performance of the charging capacity of the Cut off Valve Portion
of the DV, which governs the charging times into two dissimilar volumes such as Auxiliary
Reservoir and Control Reservoir.
CAUTION
In Twin Pipe System, the Auxiliary Reservoir is directly charged by bye passing the DV and
hence the function of the Cut off Valve portion of the DV cannot be evaluated properly.
After charging the system to 5 kg/cm2 and measuring the time taken for Auxiliary Reservoir
and Control Reservoir build-up as specified in the test, subsequent tests can be done with a
direct feed of 6 Kg/cm2pressure into the Auxiliary Reservoir.
The compressed air supply into the test rack should be dry and at 10 Kg/cm2 min.
C3W Distributor valve with relay is provided with Dowel pin purposely in order to avoid
conventional DV assembly mix up.
The Reducers in test rack should be adjusted for pressure as under:

DD1 to 5 Kg/cm2
DD2 to 6 Kg/cm2
DD3 to 6 Kg/cm2
The port size of the reducers used should be minimum “3/4” BSP.
5.3.8.1 FREQUENCY OF OVERHAULING
The Valve once put into field service needs no attention as long as the operating conditions
and maintenance practices are as under are followed till its periodic overhaul.
“Reliable performance of C3W Distributor Valve is assured provided basic cleanliness inside
the pipelines, reservoirs and at hose pipe ends is maintained and proper attention is given to
air tightness, draining of reservoirs, filters, prevention of dust/dirt/moisture ingress.”
However, observation on Distributor Valves during Sick Line / workshop attention generally
indicate substantial presence of some of the factors like moisture, dirt, water / oily sludge,
corrosion rust, scales, etc, on the inside of BP/FP pipelines and brake system equipments.
These are collected / formed over a period primarily due to non-supply of dry air / other
operational reasons & may affect the performance parameters during operation. As such in
order to ensure a sustained reliable performance, it is recommended to remove the Distributor
Valve once in three years after the date of commissioning and coinciding the nearest POH
towards performance test/examination and overhaul at a centralized workshop. In practice, it
is enough to pay attention to the DV for any performance deviations noticed when the vehicle
is serviced during the test in POH.
5.3.8.2 TROUBLE- SHOOTING
Some of the distress symptoms / failures are given below for guidance duly indicating the
possible sources of causes and contributory factors. The sequence of these failures and the
possible sources are arranged in their decreasing order of probability of occurrence. However,
while analyzing any such failure in the suggested sequential priority, the check need not be
stopped at any particular cause of failure but better be continued to cover the other remaining
causes that could also contribute to the same observation.
5.3.8.2.1 CONTROL RESERVOIR ALONE AT 5.0 Kg/cm2
Operation Failure
Observations Causes of failure Remedial Action
Leak at Exhaust Ring In the Main Valve Lip Seal (24) in Replace the Lip Seal
Protector (93). the Lower Cover (2) is defective or (24) or assemble
fixed upside down. correctly.
Leak at Quick Release Lip Seal (218) in the Cover (40) of Replace or assemble
Chamber Outlet (F) Quick Service Bulb defective or correctly.
fixed upside down.
Leak back to the Brake Surface condition of Valve (75) in Replace the valve
Pipe, when the Brake Pipe the Cut-off valve defective.
pressure is reduced. Spring (73) wrapped. Replace.

Diaphragm (6 & 214) or Replace or relocate

Diaphragm (77) defective or
wrongly assembled.
‘O’ Ring (213) defective or twisted d. Replace or relocate.
between 215 & 219.
Leak at the Release Valve Surface condition of Valve (11) Replace the valve and
Lever (L) defective in Double Release Valve attend.
(the one on the opposite side of the
flange)
Leak to atmosphere at the Wrongly assembled diaphragm (6) Relocate the diaphragm.
Hole (s) in the bottom
cover, under Brake ‘O’ Ring (32) between body (1) and Replace ‘O’ Ring
Cylinder reaction lower cover (2) defective
pressure.
Leak to the Brake ‘O’ Rings (80) and (81) defective. a. Replace.
Cylinder.
External leakage between Diaphragm (6) or (214) wrongly a. Relocate.
Lower Cover (2) and assembled.
Body (1) or between ‘O’ Rings (32) between lower b. Replace
Cover (40) and Body (1). Cover (2) and Body (1) defective.
External leakage to a. Sealing Ring (20) defective. a. Replace.

atmosphere from the
Auxiliary Reservoir.
5.3.8.2.2 AUXILIARY RESERVOIR ALONE AT 5.0 Kg/cm2

Operation Failure
Leak back to Brake Pipe Surface condition of the Valve Replace.

when the Brake Pipe (43) defective.
pressure is decreased.
Leak at the Release Condition of Valve (37) defective. Replace.
Choke (Q)
‘O’ Ring (36) of Valve (37) Relocate or replace ‘O’
twisted or defective. Ring.
Leak to atmosphere at ‘O’ Ring (32) between Body (1) a. Replace.

(S) under reaction to and Cover (2) defective.
Brake Cylinder pressure.
Leak at Release Valve Surface condition of Valve (18) Replace.

(L) at the bottom. defective.

External Leakage ‘O’ Ring(s) (32) between Body (1) Replace.

and Cover (2) and between Body
(1) and top Cover (40) defective.
Metallic joints between Body (1) Unscrew Caps and apply

and Caps (38 & 40) defective. the Sealing grease and fix
again.
Sealing Ring (20) defective. Replace
5.3.8.2.3 BRAKE CHARGING, BRAKE PIPE AT 5.0 Kg/cm2
Operation Failure
Filling time of the Valve (71) does not close. Reassemble the entire Cut
Reservoirs too short. off valve sub assembly (74)
Springs (64,65 & 67) are If wrapped, replace and
wrapped or tangled up. reassemble properly.
Spring Seats (69 & 70) Replace if damaged and
jammed. reassemble.
Vibrations while charging ‘O’ Ring (36 or 45) a. Replace.
defective.
Filling time of the The Solex Jet (66) is clogged Clean the orifice.
Reservoirs too long. partly.
5.3.8.2.4 BRAKE CHARGED BRAKE PIPE AT 5.0 Kg/cm2
Operation Failure
1. Leak at the Quick Release a. Surface condition of a. Replace.

chamber outlet (F) Valve (204) defective.
b. Seal (218) in Seal Holder b. Assemble properly or
(212) assembled upside replace.
down are defective.
c. ‘O’ Ring (205, 210 & 211) c. Relocate or replace.
are twisted or damaged.
2. Leak to atmosphere under a. Seal (24) in Diaphragm a. Relocate or replace.
reaction of Brake Holder (3) wrongly
Cylinder pressure at (S) positioned or defective.
b. ‘O’ Ring (5) defective on b. Replace.
Diaphragm Holder (3).
c. Diaphragm (6) wrongly c. Relocate or replace.
assembled or defective.

5.3.8.2.5 INSENSITIVITY
Operation Failure
1. Brake Pipe pressure drop a. Improper closing of a. Check the surface

too slow, accompanied Valve (43 or 75) condition and if required
by drop in pressure in replace.
Auxiliary Reservoir.
2. Brake Pipe pressure drop a. Improper closing of the a. Check the surface
too quick. Quick Release bulb inlet condition and if required
Valve (204) thus replace.
allowing partial filling of
the Quick Service Bulb.
3. Quick action in Brake a. Improper closing of valve a. Same as above.

Pipe while brake (204).
releasing.
b. Valve (71) of Cutoff b. Same as above.
Valve does not open.
c. Springs (64, 65 & 67) c. Assemble properly.

tangled up.
5.3.8.2.6 SENSITIVITY
Operation Failure
1. No quick action. a. Valve (204) improperly a. Check, relocate or replace.

functioning.
b. Valve (75) not closing b. Check, relocate or
properly due to defective replace.
surface of the defective
spring (73)
c. Faulty assembly of quick c. Open fully (Quick service
service valve complete valve) and reassemble
properly
5.3.8.2.7 BRAKE APPLICATION STEP, BRAKE PIPE AT 5 BAR
Operation Failure

1. Full brake application a. Diaphragm (27) a. Reassemble.

with large leak to improperly assembled.
atmosphere at (S) under
pressure of brake
cylinder.
2. Full brake application a. Atmosphere leak hole at a. Open bottom Cover (2)
with no leak at (S). (S) clogged with dirt. and clean hole.
5.3.8.2.8 BRAKE APPLICATION BRAKE PIPE AT ‘0’ PRESSURE
Operation Failure
1. Application time less a. Leak around the threads of a. Unscrew (88) and (221)
than 3 secs. choke (221) apply the sealing grease
and retighten.
b. Improper closing of valve b. Check valve surface
(223) or delayed closing. condition. If defective
replace.
c. Leak at metallic joints of c. Unscrew and apply
Plug (31 & 224). sealing grease.
Retighten properly.
d. ‘O’ Ring (32) of Plug d. Replace.
(31) defective.
2. Application time a. Clean a. Choke (221) partially a. Clean Chock.

Choke. exceeds 5 secs. blocked/clogged.
b. Valve (223) closing too b. Check the whole inshot

soon. Valve Assembly.
3. Leak at Release Choke a. Defective surface a. Replace Valve.

(Q). condition of Valve (37).
4. Leak at (S) hole to a. Diaphragm (27) of Main Relocate or replace.

atmosphere under Valve incorrectly.
reaction of brake
cylinder pressure. b. Defective ‘O’ Ring (29) b. Replace.
5. Leak at the Quick Service a. Seal (58) of the Quick a. Relocate or replace.
Chamber outlet (F). Service Outlet
incorrectly assembled or
defective

6. Leak at the Cut-off Valve a. Seal (83) improperly a. Relocate or replace.

Cap (84). assembled or defective.
7. Leak at the Inshot Valve a. Diaphragm (77) of Inshot a. Relocate or replace.

Cap (87) improperly assembled or
defective.
b. ‘O’ Ring (226) defective. b. Replace
5.3.8.2.9 BRAKE RELEASE BRAKE PIPE AT 5.0 Kg/cm2
Operation Failure
1. Release time less than 15 a. Leak around Release a. Open Exhaust Protector
secs. Choke (55) and (231). (92) remake the joint
with sealing grease.
Also open screw (53),
remove Choke (231),
apply grease on threads
and retighten.

5.3.9 PARTS LIST

5.3.9.1 MAIN VALVE
Item NO. FTIL Part NO. Description Qty/ASSY
1 501 1014 00 Body complete 1
3 501 3070 00 Diaphragm holder 1
4 501 7010 00BA O Ring 1
5 501 7020 00BA O Ring 1
6 501 7030 00 Diaphragm 1
7 501 8030 00 Spring 1
8 501 3080 00 Large Piston of lower diaphragm 1
9 501 7040 00A O Ring 2
10 501 3090 00 Small Piston 1
22 501 3110 00 Diaphragm Follower 1
23 501 3120 00 Ring 1
24 501 7060 00A Seal 2
27 501 7070 00 Diaphragm 1
28 501 3130 00 Diaphragm Clamp 1
29 501 7080 00A O Ring 1
30 501 4041 00 Hollow Stem 1
31 501 4050 00 Plug 1
32 501 7090 00BA O Ring 5
36 501 7110 00BA O Ring 1
37 501 4060 00A Valve Finished 1
38 501 8120 00 Cap 1
39 501 8130 00 Spring 1
61 920 0021 00 Hex. Screw 6
99 501 7330 00A O Ring 1
-- 011 3062 00 Choke 1

5.3.9.2 DOUBLE RELEASE VALVE
2 501 1131 00 Lower Cover Assy 1
11 501 8040 00 Valve Finished 1
12 501 8050 00 Spring 1
13 501 8060 00 Operating Lever 1
14 501 8070 00 Valve Operator 1
16 501 8080 00 Seat 1
19 501 8100 00 Spring 2
20 501 7050 00 Sealing Washer 2
21 501 8110 00 Cap 2
54 920 0151 00 Hex. Screw M6 x 30 2
54a 906 0110 00 Hex. Nut M6 2
56 501 4300 00 Choke 1
92 501 6040 00 Exhaust Protector 1
93 501 7200 00 Exhaust Ring Protector 1
233 5011 8300 00 Locking Rod 1
706 740 8118 00 Pulling Ring 1
707 501 8600 00 Threaded Cap 1
5.3.9.3 CUT-OFF VALVE
Item NO. FTIL Part NO Description Qty/ASSY
36 501 7110 00 ‘O’ Ring 1
45 501 7120 00 ‘O’ Ring 1
62 915 0020 00 Internal Circlip 1
63 501 4110 00 Spring Seat 1

64 501 8190 00 Spring 1
65 501 8200 00 Spring 1
66 501 4121 00 Solex Jet 1
67 501 8210 00 Spring 1
69 501 4140 00 Spring Seat 1
70 501 4150 00 Spring Seat 1
72 501 4170 00 Seat 1
73 501 8220 00 Spring 1
74 501 4180 00 Plug 1
76 191 2740 008 Guide 1
77 501 7160 00 Diaphragm 1
79 191 9530 008 Push Rod 1
80 501 7170 00 ‘O’ Ring 1
81 501 7180 00 ‘O’ Ring 1
82 501 1040 00 Diaphragm Clamping Screw Assembly 1
83 501 7190 00 Seal 1
85 501 8240 00 Spring 1
86 501 3170 00 Guide 1
84 501 3160 00 Cap 1

5.3.9.4 QUICK SERVICE VALVE
32 501 7090 00 ‘O’ Ring 1
40 501 1030 00 Cover Assembly 1
41 920 0010 00 Screw M10 x 35 4
52 909 0050 00 Washer 1
57 501 7140 00 Sealing Ring 1
58 501 7150 00 Seal 1
60 501 4100 00 Bush 1
202 501 8310 00 Spring Seat 1
203 501 8320 00 Spring 1
205 501 7210 00 ‘O’ Ring 1
206 501 1050 00 Seat Holder Assembly 1
207 501 8330 00 Spring Seat 1
208 501 7220 00 Seat 1
209 501 3200 00 Washer 1
210 501 7230 00 ‘O’ Ring 1
211 501 7240 00 ‘O’ Ring 1
212 501 3210 00 Seat Holder 1
213 501 7250 00 ‘O’ Ring 1
214 501 7260 00 Diaphragm 1
215 501 3220 00 Piston 1
216 501 8270 00 Spring 1

217 501 4240 00 Nut 1
218 501 7270 00 Seat 2
219 501 4250 00 Guide Plunger 1
9 501 7040 00 ‘O’ Ring 1
5.3.9.5 AUXILIARY RESERVOIR EQUALISING CHECK VALVE
42 501 8140 00 Check Valve Spring 1
43 501 4080 00 Check Valve Finished 1
44 501 8150 00 Cap 1
99 501 7330 00 ‘O’ Ring 1
5.3.9.6 INSHOT VALVE WITH PRESSURE LIMITING FEATURE
77 501 7160 00 Diaphragm 1
81 501 7180 00 O Ring 1
224 501 3230 00 Plug 1
226 5017280 00 O Ring 1
701 501 8560 00 Cap 1
702 916 0060 00 External Circlip 1
703 501 8570 00 Spring Seat 1
704 501 8550 00 Stem Adjusting 1
705 501 8580 00 Spring Housing 1
708 501 3540 00 Clamping Flange 1
709 501 8370 00 Spring 1
710 501 3500 00 Cup 1

711 501 3460 00 Guide 1
712 501 8590 00 Spring 1
_ _* 850 7090 00 Joint 1
* - Not shown in assembly. Getting assembled under plug (224) to part No FT0050247-001
5.3.9.7 MISCELLANEOUS
33 501 6020 00 Filter 1
34 501 4309 00 Choke 1
35 501 7101 00 Joint 1
47 501 6030 00 Filter 1
5.4 CONTROL RESERVOIR (A3) - PART NO. 040 1630 00
5.4.1 INTRODUCTION
The Control Reservoir of 6 ltrs capacity is fitted separately to the Brake Container
and connected to the Distributor Valve. This performs a critical function by providing
stored air pressure of fixed reference to the Distributor Valve reaction, whenever the
pressure is altered on the Brake Pipeline. Based on this reference pressure, brake application
and release are controlled by the Distributor Valve. As the unit serves functional
requirement, periodical inspection and leak tightness under charged condition of the
assembly is necessary.
CAUTION :
Leaking or damaged CR will lead to release of brake after a brake application.
Subsequent application of brake will have no effect and would render the brake system in
the Rolling Stock unit totally inoperative.

5.4.2 REMOVAL, CLEANING AND INSPECTION
Remove the Control Reservoir from the Brake Container. Unscrew the Drain Plug along with
Sealing Washer.
Clean inside and outside as necessary with wire brush using kerosene or environmental
friendly cleaning solution. Check for any damage, corrosion, pit mark or crack. Replace
as necessary.
Clean the Drain Plug, Washer and the threaded portion on Housing / Drain Plug. Wash
the Sealing Washer in soap solution and wipe it dry with a clean cloth. Replace the same
during overhaul.
5.4.3 TESTING
During overhaul, an air pressure test is required to be conducted. Fix a dummy plate
with flat surface and gasket to seal the open end of the CR. With a suitable adapter and
flexible connection at the 1/2" drain port, admit an air pressure of 10 kg/cm². No leakage
by way of a bubble formation is allowed on outside surface with soap water application.
Remove dummy plate / adapter, clean and dry.
Refix the Drain Plug with Sealing Washer and tighten. Ensure leak proof joint.
Cover the open end of the Reservoir and ports, using suitable Closure Plugs. Retain the
Closure Plugs till the CR is reassembled.


5.5 CHECK VALVE PART NO 006 1142 00
5.5.1 INTRODUCTION:
The check valve is used in compressed air systems to ensure that the air flows in one direction
only and to prevent a back feed should the air supply fail.
5.5.2 OPERATION:
The check valve parts are screwed on to the manifold directly. Compressed air from the air
supply source is fed to the input port of the manifold. When
the pressure of the source exceeds the pressure held on the output side plus
the setting of the spring of the check valve, the valve moves up and allows
a through flow of air. If the pressure of the air supply falls below that held on
the output side of the check valve, then the valve closes, preventing a back feed.
5.5.3 MAINTENANCE:
The Check valve parts are to be replaced as scheduled in the system maintenance plan. If
no system maintenance plan is provided, the device must be replaced regularly as required
by the Operator's rules, the mission profile and the environmental conditions. Typical
replacement periodicity: 3 years.
5.5.4 CLEAN :
The check valve can be removed from the manifold procedure is as

follows:
4
Removal procedure :
1. Remove the the screw capnut (1) from the manifold
2. Recover the insert (2), spring (3) and the check valve insert (4).
After cleaning the components reassemble components into the manifold as per following
procedure
Installation procedure:
Refer to Figure
Place the check valve Insert (4) and Spring (3). Install the joint (2) on the face of the manifold.
Lock the screw Capnut (1).
5.5.5 OVERHAUL
The Check valve maintenance kit should be used for overhaul (Refer for details of the
contents of kit in the Parts List). The Check valve parts are to be removed from its
manifold.
Remove the Check valve parts and carry out the cleaning instructions as
mentioned in maintenance. Wash out the valve body and wipe with a soft
lint free cloth. Examine the valve seat in the body for scoring on its upper
face, where serious scoring is occurs the valve should be renewed. Examine
the valve (4) for signs of an even circular indtion corresponding to the dia of
the valve seat . The presence of such an indentation together with the
absence of other distortions or cut means the valve(4) and insert(2) may be
re used if not must be renewed and check the spring(3) for its fitness replace
if required.
The Maintenance Kit Comprises the following item:
Kit Part No : 790 006 10
SN Part No Description QTY.
1. AB11-265A CONTROL AIR RELEASE VALVE 1 No

2. 006814000 SPRING 0.80 MM 1 No
3. 006724000A JOINT RING (26x35x1) 1 No.

5.6 CENTRIFUGAL AIR STRAINER - 009 0040 00
5.6.1 INTRODUCTION
The Centrifugal Air Strainer (Filter) is designed for installation in the air supply
system to pneumatic control valves etc. It removes dirt and other foreign
matter from the air supply. When the air is passing through unit in a
particular spiral path, the dust and dirt particles carried in the air slide down
to the dirt chamber at the bottom by centrifugal action. A drain cock is
provided to the durt chamber to facilitate easy draining of condensate.
5.6.2 INSTALLATION
The accumulated debris

can be removed out
periodically with the
system pressure by opening
the Drain Cock. Draining
the Filter Bowl at the
interval specified in the
Coaching maintenance
schedule at the end of
round trip is necessary. In
the absence of such a
schedule, it is
recommended that the Bowl be drained every 7 days to prevent possible accumulation.
The Air Strainer should also be cleaned at the intervals specified in the system
maintenance schedule given in Part A under Recommenced Schedule Maintenance
attention. it is recommended that the Bowl be drained every 30 days to prevent possible
accumulation.
The Air Strainer should be overhauled at the intervals specified in the system maintenance
under periodical overhaul of the Coach.
5.6.3 MAINTENANCE
5.6.3.1 Weekly
Drain the filter bowl at the intervals specified in the system maintenance schedule. In
the absence of such a schedule, the bowl should be drained every 7 days.
5.6.3.2 Monthly
The air strainer should be cleaned out at the intervals specified in the system maintenance
schedule. In the absence of such a schedule, the drain cup should be cleaned every 30
days.
5.6.3.3 6 years
The air strainer should be overhauled at the intervals specified in the system maintenance
schedule. In the absence of such a schedule, the strainer should be overhauled every
6 years.
5.6.4 DRAIN BOWL
The following table With the air pressure isolated and vented, remove the Drain Cock
allowing condensate to drain out. Clean the Bowl and refix the Drain Cock.
5.6.5 CLEAN
The Air Strainer can be cleaned without removing the units from its manifold mounting.
However, the air supply must be isolated and vented to atmosphere before this
procedure.
Undo M8 Screws (11) and remove the Drain Cup (10) together with Lower Body (2) and
perforated plates (4 & 5). Reassemble after cleaning the components using a new
Seal (7). Ensure the air supply is restored and no air leak is present around the Drain Cup.
5.6.6 OVERHAUL
The maintenance kit should be used for overhaul (Refer for details of the contents of kit
in the Parts List). The Air Strainer should be removed from its manifold mounting on the
Panel.
Remove the Drain Valve and Bowl. Carry out the cleaning instructions
described above under Maintenance. Clean the Body (1), paying particular
attention to the mating faces.
Reassemble the Air Strainer using new Seals (7 & 8). When refitting to the manifold on
Panel, new O Ring should be used.
5.6.7 TESTING
Subject the Strainer to the test procedure as under.

 Connect the Air Strainer to a clean, dry air supply as shown in test
schematic. Ensure jointing Gaskets (O Rings) are fitted between the Air
Strainer and the test manifold (can be fabricated by Railways) for in and
outlet connections suiting the Air Strainer.
 Before start of the test, ensure all Isolating Cocks are closed.
 Open Isolating Cock (C). Gauge 1 should rise to 10 kg/cm². Open Isolating
Cock A and allow one minute for settlement.
 Using a soapy water solution, check all over the Air Strainer Body and test
manifold for leaks. No leaks permitted.
 Open Isolating Cock (B). There should be a continuous flow of air from the
Air Strainer. Close Isolating Cock (B).
 Close Isolating Cock (C) and open Isolating Cock (B) to drain the remaining
air. Gauge 1 should fall to 0 kg/cm². Close Isolating Cock (B).
 Remove the Air Strainer from the Test Manifold and seal all ports to prevent
the entry of foreign matter (masking tape is suitable).
5.7 FILTER KIT TO PART NO 009 0070 00
5.7.1 INTRODUCTION :
Compressed air contains dirt, dust, rust, condensates, moisture contents, oil impurities &
exhaust fumes. The air filter cleans and remove the foreign particles enter into the air
supply to the system.
5.7.2 OPERATION :
The Filter parts are screwed on to the manifold directly. Compressed air from the air supply
source is fed to the input port of the manifold. When the air is passing through filter (vion)
element its getting filtered .
5.7.3 INSTALLATION
The accumulated debris can be removed out periodically with the system pressure by
opening the cap nut. Drain the condensate/dusts at the interval specified in the
Coaching maintenance schedule. In the absence of such a schedule, it is recommended
that the condensate/dusts drained every 7 days to prevent possible accumulation.
The Air FILTER should be overhauled at the intervals specified in the system maintenance
under periodical overhaul of the Coach.
5.7.4 MAINTENANCE
5.7.4.1 Weekly
The filter should be examine for loose fastenings or leakages and drain the condensate &
dusts as specified in the system maintenance schedule. In the absence of such a
schedule, the plan shall be 7 days.
5.7.4.2 Monthly
The Filter should be Examine & clean at the intervals specified in the system maintenance
schedule. In the absence of such a schedule, The plan shall be every month.
5.7.4.3 1-2years
The Filter should be overhauled at the intervals specified in the system maintenance
schedule. In the absence of such a schedule, the check valve shall be overhauled
every 1-2 years.
5.7.5 CLEAN :
The Filter kit removal procedure from the manifold is as follows:
1
Figure :1
Removal procedure :
1. Remove the the screw capnut (1) from the manifold

2. Recover the insert (2), Jointt (3) and the Filter (4).
After cleaning the components reassemble into the manifold as per following
Installation procedure:
• Refer to Figure 1.
• Place the FIlter (4) and insert (2).
• Install the joint (2) on the face of the manifold.
• Lock the screw capnut (1).
5.7.6 OVERHAUL
The Filter maintenance kit should be used for overhaul (Refer for details of the contents of
kit in the Parts List). The Filter parts are to be removed from its manifold.
Remove and Clean carefully the filter element (3) with a clean, dry compressed air
line and replace the if it is heavily soiled or contaminated with oils and examine the
assembly and remove any foreign matter blowing out any solid deposits.
The Maintenance Kit Comprises the following item Kit Part No : 790 009 106
SN Part No Description QTY.

1 029702500A Insert 1
2 029602000 Filter 1
3 029702000A Joint Ring 1
5.8 RELAY VALVE TO PART NO 018 0040 00
5.8.1 INTRODUCTION:
The pneumatic Relay Valve enables a demand for relatively large amount of
compressed air to be adequately met and regulated efficiently by a Control Valve of
limited capacity. The volume of compressed air required for braking purposes is often
far greater than that could be met by the normal Driver’s Brake Valve or other Control
Device. To meet such a demand, a Relay Valve is used in combination with Driver’s
Brake Valve and a Distributor Valve and is controlled under the signal pressure.
Sensitive to signal input pressure, the Relay Valve admits air from the compressed
air supply to the Brake Actuators in direct proportion to the signal input pressure. The
Valve ensures rapid Brake
Actuator filling and exhaust under all braking conditions.
5. 8 .2 OPERATION
Air connections are to the Relay Valve are made via the control unit manifold with the
exception of the Relay Valve exhaust which is direct to atmosphere. The air connections
are:
The variable pressure Regulator and Auxiliary Reservoir air connection which is sealed by
O Ring (34),
The Brake Actuator connection which is sealed by O Ring (3) connected to the Chamber
on the upper side of Separating Cover (16),
The Control Reservoir / Regulating air connection which is sealed by O Ring (3) and
connected to the chamber below the Pressure Plate (20).
The Valve Spindle (22) is hollow with attachment of two Pressure Plates (20 & 22). One
end of the Valve Spindle is open to atmosphere while the other end makes or breaks
contact with the Valve Seat Assembly (2) under brake application or release
conditions. The Pressure Plate (22) is subject to Control Reservoir pressure both under
application and release conditions. The Valve Cover (25) contains the exhaust port.
5.8.2.1 BRAKE APPLICATION
During brake application air pressure in chamber A increases. The pressure,

acting on the surface area of the Pressure Plate (20), forces it and the
attached Hollow Valve Spindle (18) to move in the direction of the Valve
Assembly (4). The Hollow Valve Spindle Tip, already in contact with the Valve
Assembly surface before brake application, lifts the Valve Assembly from the
Valve Seat (2). With the Valve now open, chambers B and C are connected
and Main Reservoir air can reach the Brake Actuators for initiating braking.
As air pressure in chamber B and on the Pressure Plate (22) tends to equalize, the Valve
Spindle (18), attached to this Pressure Plate, moves towards its pre braking position.
During this movement, the Valve Assembly (4) under the force of the
Compression Spring (05), remains in contact with the Valve Spindle Tip, preventing
any venting of air to atmosphere via the Hollow Valve Spindle.
Finally, at pressure equalization, the Valve closes completely, cutting off all
connection between chambers B and C yet maintaining brake application.
Because the Relay Valve is highly sensitive, Brake Actuator pressure can be
increased in small increments in direct relation to chamber A pressure. Also, in
the event of leaks, i.e. Piston Seals, Pipe connections etc., the Valve Assembly (4) will be
eased from its Seat to maintain Brake Actuator pressure.
5.8.2.2 BRAKE RELEASE
During brake release, the air pressure in chamber A decreases and the force
acting on Pressure Plate (20) becomes smaller than that acting on Pressure
Plate (22). This pressure imbalance causes the tip of the Valve Spindle (10) to
loose contact with the Valve Assembly (4). Compressed air from the Brake
Actuator and from chamber B is now free to vent to atmosphere via the Hollow
Valve Spindle while chamber B is isolated from chamber C by the seated Valve
Assembly.
Compressed air vents until the respective pressures in chambers A and B equalize
allowing the Valve spindle tip to re-establish contact with the Valve assembly surface
and to seal off atmospheric contact.
Thus pressure reduction in chamber A results in a corresponding pressure reduction
in chamber B and sensitive Valve design means that small pressure reductions allow the
brakes to be released step-by-step as required.
5.8.3 MAINTENANCE
The Valve requires no routine maintenance between overhauls of the Rolling Stock and
should be carried out at the intervals specified in the system maintenance schedule.
The only routine maintenance required is a period check to ensure that the exhaust port
is not continuously venting during braking as this indicates poor Valve Seating Joint.
The Relay Valve should be overhauled at the intervals specified in the system
maintenance schedule.
The Relay Valve is removed from its mounting by releasing two Hex. Headed Bolts and
the Valve ports should be sealed with adhesive tape until the overhaul procedure is
carried out.
5. 8 .4 OVERHAUL
Dismantle the Valve by reference to part drg no. 018 0040 00.
5. 8. 5 RE-ASSEMBLY
Reassemble the Valve with reference to the drawing by using new Gaskets, O Rings and
Seals in the reverse order of disassembly.
5 .8 .6 TEST PROCEDURE
After overhaul, subject the Relay Valve to the test procedure attached.
5.8.7 REASSEMBLY ON BRAKE PANEL
The tested and passed Valves is to be mounted to the Integral Sandwich Piece
with Isolating Cock Assembly with two Hex. Bolts with the Sealing Gasket in
position.
The tightening torque for the M10 Fixing Screws is 20 ft. lbs.
NOTE:
The Relay Valve performance is also to be checked during the overall brake system
test of the individual Coach.
5. 8. 8 PROCEDURE FOR TESTING
Refer test schematic attached.
1. Connect the Test Manifold as shown in the schematic (Railways may

fabricate). Use only clean, dry air supply. Close all Isolating Cocks.
2. Mount the Relay Valve on the Manifold ensuring good O Rings in position on
the ports.
3. Open Isolating Cocks A & B and regulate the air supply pressure so that
gauge 1 reads 0.4 kg/cm². There must be no leaks from Isolating Cock B.
4. Regulate air supply pressure to 10 kg/cm² as indicated on gauge 1. There must be

no leak from the Isolating Cock B with checking on soap water solution. Close
Isolating Cock B.
5. Using the Controller (SA-9 Brake Valve), operate the Relay Valve several times
to allow it to settle under operating conditions.
6. Move the SA-9 Controller to the release position. Open Isolating Cock B and test
for leaks with soap water solution. No leak is permitted. Close Isolating Cock B.
7. Operate SA-9 Controller in steps so that gauge 3 reads the value indicated as under.
Gauge 2 should read the corresponding value within the tolerance of ± 0.1 kg/cm².
Gauge 3 (SA-9) Gauge 2
1 kg/cm² 1 kg/cm²
2 kg/cm² 2 kg/cm²
3 kg/cm² 3 kg/cm²
3.5 kg/cm² 3.5 kg/cm²
NOTE:
When operating the Controller SA-9, the air pressure on gauge 3 must never be reduced to
achieve the required figures.
8. Operate SA-9 Controller to lower the air pressure on gauge 3 to the values shown
as under. Gauge 2 should read the corresponding value within the tolerance of ±
0.1 kg/cm².
Gauge 3 (SA-9) Gauge 2
3 kg/cm² 3 kg/cm²
2 kg/cm² 2 kg/cm²
1 kg/cm² 1 kg/cm²
NOTE:
When operating the Controller SA-9, the air pressure in gauge 3 must never be increased to
achieve the required figures.
9. Close Isolating Cock A and open Isolating Cock B & C. Ensure the SA-9
Controller is in release and that gauge 3.0 reads 0.0 kg/cm².
10. Remove the Relay Valve from the Test Manifold and seal all ports to prevent re-entry
of foreign matter till its reuse.


5.8.9 Parts List
Item FTIL Part Description Qty

No. No.
1 780 3166 00 Relay Body Plugged 1

2 018 8110 00 Valve Seat 1
3* 018 7130 00 O Ring 1
4* 018 1100 00 Valve Assembly 1
5* 018 8120 00 Compression Spring 1
6 018 3230 00 Diaphragm Clamp Plate 1
7* 018 7100 00 Diaphragm 1
8* 018 7010 00 O Ring 1
9* 010 7030 00 O Ring 2
10 018 1110 00 Valve Guide Cap Plugged 1
11 920 0137 00 Hex. Head Screw M16 x 25 LG 3
12 909 0070 00 Spring Washer Ø 6 3
13* 018 7110 00 Seal 1
14 011 4015 00 Choke 1
15* 016 7060 00 O Ring 1
16 018 3200 00 Chamber Separating Cover 1
17 901 0290 00 Socket Head Cap Screw M6 x 12 LG 3
18 018 3210 00 Valve Spindle 1
19* 501 7110 00 O Ring 1
20 018 3240 00 Pressure Plate 1
21* 018 7120 00 Diaphragm 1
23 018 3260 00 Clamp Nut 1
24* 018 7020 00 Seal 1
25 780 3175 00 Seal 1
26 920 0100 00 Cover Plugged 2
27 909 0178 00 Spring Washer Ø 8 2
28 038 3050 00 Exhaust Cap 1
29 915 0097 00 Internal Circlip 830 x 1.2 N 1
30* 038 7020 00 Exhaust Cover 1
31 905 0315 00 Hex. Head Bolt M12 x 130 LG 2
32 909 0010 00 Spring Washer Ø 12 2
33 908 0030 00 Plain Washer Ø 12 2
34* 009 7020 00 O Ring 2
35* 006 7200 00 O Ring 1
Maintenance kit, 790 0182 05 comprises of items marked thus (*).

5.9 PRESSURE SWITCH TO PART NO 040 1090 00
5.9.1 INTRODUCTION
The single pole, double throw snap NO/NC switch has double break contacts offering
one normally open circuit and one normally closed circuit.
The Pressure Switch has an adjustable “switch - on" pressure and an independently
adjustable differential to the “switch - off" pressure.
Fig: Pressure Switch
5. 9. 2 FUNCTION
The Pressure Switch controls the electrical circuit of WSP unit operation for an
OFF/ ON mode. It is connected in the Feed Pipe Circuit and normally open
type. As soon as the pressure in Feed Pipe rises to a level of 1.8 kg/cm², the
contacts are closed automatically and WSP electrical circuit gets energized by
the electrical supply of the LHB Coach and brings it to functional mode. When
the FP pressure drops down to 1.3 kg/cm² during reduction stage, the Pressure Switch
assumes the OFF mode. This disconnects the electrical circuit governing the WSP operation
in the Coach and makes it non-operational.
5. 9. 3 RATINGS
5.9.3.1 PRESSURE
Maximum allowable pressure 11 (kg/cm²)
WARNING
If the Pressure Switch Actuators are exposed to system or surge pressure greater than
the maximum allowable pressure indicated, leakage from the actuator and / or change
in operating values may result. The more frequent the application and the greater the
value of excessive pressure, the more actuator life will be decreased.
5. 9.3.2 ELECTRICAL
The normal rating of the switch is limited to 110-230 volts DC and 2 amps. maximum
operation.
5.9.3.3 TEMPERATURE

Pressure Switches, are suitable for continuous use, provided that the process
fluid does not freeze and the conditions of application do not give rise to the
formation of frost or ice inside the Pressure Switch, due to operating ambient
factors.
5.9.4 INSTALLATION
WIRING
The terminals of the switch will accept 1.0 to 2.5 mm solid or stranded copper
wire. However 1 sq. mm of stranded copper wire has been used in the
supplies.
For securing the wires to the terminals, tighten to 0.7 to 1.0 Nm torque. The terminals
are not suitable for use with aluminium wire.
5.9.5 MAINTENANCE:
The Pressure Switch requires only checking of its operating pressures in service. No other
maintenance is desirable. If a Pressure Switch fails to operate correctly in service
despite adjustment, it is recommended for renewal.
5.9.5.1 OPERATING PRESSURE ADJUSTMENT:
SET POINT ADJUSTMENT

The Pressure Switch is set at the factory to operate at the correct pressures as
per the requirement of Railways. It is good practice to cycle the switch to
determine the actual operating points before proceeding with re-adjustment.
Important: Adjust switching pressure only under steady supply pressure.
ADJUSTMENT PROCEDURE
• Remove the Dust Cover.

• Operate the Pressure Switch few times to settle before varying / adjusting the Pressure
Switch.
• Ensure that the supply air pressure (in Coach or test set up) is steady and constant.
• Connect continuity tester (buzzer) across common and NO terminal.
TO SET RISING PRESSURE (1.3 kg/cm²)
• Remove Safety Lock Screw from the Flower Knob.

• Hold the Hexagonal Nut (beneath the Flower Knob) with appropriate spanner.
• Slowly bleed the pressure. Check the point when NO contact is made (listen to buzzer
noise).
• If needed, rotate the Flower Knob to increase or to decrease the pressure based on the
direction shown on the wheel for the correct value.
• Replace the Safety Lock Screw and secure the Flower Knob.
TO SET THE FALLING PRESSURE (1.9 kg/cm²)

• Slowly increase the pressure. Check the following pressure points.

• Adjust the Hexagonal Nut with help of appropriate spanner. To increase or decrease
the pressure, if needed, following the direction mentioned in the Flower Knob.
• Adjust the Hexagonal Nut to 1.9 kg/cm² till NO contact is made.
5.9.5.2 REPLACEMENT OF PRESSURE SWITCH
If a Pressure Switch is changed, it is essential that its operating pressures are set correctly.
The procedure for replacement is as follows:-
• Open the cover by releasing 4 screws.
• Disconnect the electrical wiring from the terminal block, note the wiring arrangements
so that a new switch can be connected correctly.
• Disconnect the air connection.
• Release 2 screws holding the Pressure Switch in position and remove the switch.• Fit
a new switch in the reverse order, and ensure the electrical wiring is correct.
• Check switch opens and closes at the correct pressures after fitment in the Coaching
braking system as per adjustment procedure.
Fig:

5.10 CUT OUT COCK (A9, A20& A21) TO PART NO. 003 0015 00
5.10.1 INTRODUCTION
This Cut out Cock is provided as a built-in isolation feature in the brake panel itself.
5.10.2 DISASSEMBLY & ASSEMBLY
For disassembly follow the procedure as mentioned below.

 Remove the Nut (10) & spring washer (9). Remove the handle (8) & catch plate (7).
 Then remove the Hex head bolt (13) along with the spring washer (9) & plain
washer (12).
 Then remove the cock cap (1) along with ‘O’ ring (11). Then remove the stem (5) along
with the ‘O’ ring (6).
 Then remove the Rubber ball seal (02), valve insert (03) & Ball (04) as an assembly
from
the manifold.
Reverse the sequence to assemble cut out cock kit in the manifold
5.10.3 OVERHAUL
The overhaul may be resorted based on the drawing and part list utilizing the
recommended maintenance schedule as mentioned in PART A of this manual. After
cleaning as mentioned above, replace the Rubber Ball seal (02), ‘O’ ring (06 & 11) and
Valve insert (03) with the new one provided in the kit. Dip the Rubber Ball Seal (02) &
Valve insert (03) in Dow corning oil before assembly.
5.10.4 TEST PROCEDURE

No separate test procedure is needed other than testing these assemblies as part of the
brake panel test itself.
ISOLATING COCK KIT – 003 0015 00

5.10.5 PARTS LIST
Item FTRTIL Part

No. Description Qty / Assy
No.
01 003 3010 00 Cock Cap 1
02* 003 7010 00A Rubber ball seat 2
03* 003 6030 00 Valve insert 1
04 003 4010 00 Ball 1
05 003 8660 00 Spindle 1
06* 001 7105 00A ‘O’ Ring 1
07 003 8610 00 Stop Plate 1
08 003 8080 00 Isolating cock –Handle 1
09 909 0184 00 Spring lock Washer 3
10 906 0110 00 Hex Nut 1
11* 003 7050 00A ‘O’ Ring 1
12 908 0169 00 Plain Washer 2
13 920 0132 00 Hex Head Screw 2
Maintenance Kit to FTRTIL part No 790003101 comprises of * marked items.

5.11 TIMING RESERVOIR 1.5 ltrs (A18) – PART NO. 780 3098 00
5.11.1 INTRODUCTION
A Timing Reservoir of 1.5 ltrs of cast aluminium version is
provided in integral volume relay assy. This Reservoir
contains a Choke assembly under part no. 040 2120 00.
The Timing Reservoir receives the BC air pressure through
the Choke from the DV and serves as a control volume during
application as well as release of brake. The buildup of pressure
in the Timing Reservoir is also connected to the Relay Valve
(for the purpose of developing a pressure equivalent to that of
filling the Timing Reservoir).
5.11.2 MAINTENANCE
5.11.2.1 QUARTERLY
The Filter (Felt) should be examined & clean at the
intervals specified in the system maintenance schedule. In the absence of such a
schedule, the plan shall be every quarter.
5.11.3 Removal procedure :
1. Unscrew the Choke housing (040 3220 00) using the double end spanner.
2. Remove the O rings (501 7040 00 & 501 7400 00) carefully.
3. Check for blockage / dust over Felt cloth. Remove the wire carefully which is
wound over the felt cloth.
4. Using pressurized air remove the dust particles from the felt (524 9010 00)
otherwise replace with a new one.
5. Check for any blockage in the choke (040 3220 00). Using pressurized air clean the same.
After cleaning the components reassemble into the timing reservoir in a reversed manner.
5.12 INTEGRAL VOLUME RELAY (A19) – PART NO 040 1075 00
5.12.1 INTRODUCTION
The Integral Volume Relay under part no. 040 1075 00 serves as a manifold for the
purpose of mounting the DV, 1.5 ltrs Timing Reservoir, Isolating Cock for the DV
and Relay Valve. This Integral Volume Relay is mounted directly on to the Panel on
Studs with Nuts along with Washers duly sealed by O Rings at the respective air
passage connections.
All the four Valves (Distributor valve, Relay valve, Timing chamber & Isolating cock
assembly) which are forming part of it are attached with their respective Gasket/O
Rings to the Intermediate plate. The internal passages from the Panel (Manifold)
transfer the various pressures into the intermediate plate and further onwards to the
respective operation of Valves.
The intermediate plate practically does not require any attention in between overhauls
except for leak tightness with respect to the mounted Valves as well as its joint with
the panel (Manifold).

5.12.2 DIS-ASSEMBLY & ASSEMBLY

5.12.2.1 ISOLATING COCK (A5)
For Disassembling the Isolating cock from the Intermediate plate follow the
prescribed procedure below (Ref – Isolating cock exploded view)
Unscrew the Allen cap screw (29), Handle Assy (33), along with key (32), spring
dowel pin (31),Spindle(30),Socket(28),O- ring(27) & Cylindrical pin(26)
Remove the Valve finish (25)
Then remove the Spring (23)
Then unscrew the Hex Hd soc Cap screw (24) along with the Iso Cock Body & O
Ring (22)
For assembling the Isolating cock into the Intermediate plate reverse the above said
procedure.
5.12.2.1.1 OVERHAUL
The cock parts are to be replaced as per “recommended maintenance schedule” as
mentioned in PART A of this manual. After cleaning as mentioned above, replace the
Rubber ‘O’-rings (22 &27), Valve finish (25) & spring (23)
Maintenance Kit – Part of Integral Volume Relay Valve Kit

5.12.2.1.2 TESTING
Integral Volume Relay Valve assembly for any leakage (For both Cock in Open as well
as close position).
5.12.2.1.3 TROUBLESHOOTING
Observations Cause of failure Remedial Action
Isolating cock in open position, Defective ‘O’ ring (27) or Replace the part
leakage through exhaust port. Valve finish (25). correspondingly.
Isolating cock in closed position, Defective ‘O’ ring (27) or Replace the part
Leakage through exhaust port Valve finish (25). correspondingly.
5.12.2.2 DISTRIBUTOR VALVE
For Disassembling the Distributor Valve from the Intermediate plate unscrew the Hex Nuts
along with the spring washer (14)
5.12.2.2.1 DISASSEMBLY & ASSEMBLY, OVERHAUL, TESTING & TROUBLE

SHOOTING:-
Refer DISTRIBUTOR VALVE (A2) – PART NO. 501 0040 00 as part of this manual
5.12.2.3 RELAY VALVE

For disassembling the relay valve from the intermediate plate, unscrew the Hex head
bolt (Item No 31 of Relay valve) along with the spring & Plain washer.
5.12.2.3.1 DISASSEMBLY & ASSEMBLY, OVERHAUL, TESTING & TROUBLE

SHOOTING:-
Refer Relay Valve (A17) - part No 018 0040 00 as part of this manual
5.12.2.4 Timing chamber
For disassembling the timing chamber from relay valve unscrew the Hex Head screw
(4) along with spring washer (5), reservoir mounting plate (3) & ‘O’ ring (10).
From Timing chamber remove the choke assembly (9) & check for blockage if any.
Clean the same.
Reverse the sequence for assembly.
5.12.2.4.1 OVERHAUL
The Timing chamber parts are to be replaced as per “Recommended maintenance
schedule” as mentioned in PART A of this manual. Replace the reservoir mounting plate
(3) & ‘O’ ring (10).
Maintenance Kit – Part of Integral Volume Relay Valve Kit
5.12.2.4.2 TESTING
Integral Volume Relay Valve assembly for any leakage. If any crack or leakage noticed
during testing of Integral volume relay, then replace the timing chamber on need basis.
5.12.3 TESTING
Integral Volume relay assembly must be made as shown in the Assembly drawing
(040 1075 00).
After assembly, testing must be carried out as mentioned under “TESTING OF
C3W DISTRIBUTOR VALVE AFTER OVERHAUL “
5.12.4 Trouble shooting
C3W DV (501 0040 00) – Troubleshooting procedure is given separately in this manual.
Relay assembly (018 0040 00) – Trouble shooting procedure is given separately in
this manual.
Timing Reservoir (780 3098 00) – Trouble shooting not required.
Isolating cock assembly (A5) – Refer section 2.1.3.

5.12.5 Parts List
Integral Volume Relay Assembly - 040 1075 00
Item
FTIL Part No. Description Qty
No.
1 501 0040 00 DISTRIBUTOR VALVE TYPE C3W 1
2 018 0040 00 RELAY VALVE 1
3 040 1135 00 RESERVOIR MOUNTING PLATE 1
4 920 0114 00 HEX HEAD SCREW M8x20 4
5 909 0178 00 SPRING WASHER ∅8 4
6 780 3098 00 TIMING RESERVOIR 1.5 l M/C 1
7 920 0021 00 HEX HEAD SCREW M12x40 2
8 909 0010 00 SPRING WASHER ∅12 2
9 040 2120 00 CHOKE ASSY 1
10 006 7010 00A O RING 7
11 040 2520 00 INTERMEDIATE PLATE 1
12 906 0020 00 HEX NUT M16 3
13 005 8050 00 SPECIAL STUD M16X58 3
14 909 0194 00 SPRING WASHER ∅16 3
15 501 7101 00 GASKET 1
16 780 3172 00 EP DUMMY PLATE 1
17 920 0012 00 HEX HEAD SCREW M10x30 2
18 909 0185 00 SPRING WASHER ∅10 2
19 908 0151 00 PLAIN WASHER ∅10 2
20 013 7010 00A O RING 2
21 780 3162 00 ISO COCK BLOCK 1
22 504 7030 00 O RING 2
23 603 8050 00 SPRING 1
24 901 0050 00 HEX HD SOC HD CAP SCREW M8x65 2
25 603 4010 00 VALVE FINISHED 1
26 911 0010 00 CYL. PIN ∅6x30 LG 1
27 603 7010 00 O RING 2
28 603 8035 00 SOCKET 1
29 901 0010 00 ALLEN CAP SCREW M8x20 LG 2
30 603 8060 00 SPINDLE 1
31 910 0010 00 SPRING DOWEL PIN ∅4x35 LG 1
32 914 0020 00 KEY 5x5x12 1
33 FT0050363-100 HANDLE ASSEMBLY (W/HOLE) 1

5.12.6 Maintenance kit of C3W W/Integral Volume (Part No. 790 0402 07)
Qty / Used in
Item No. FTIL Part No. Description
Unit
1 790 0402 80* Rubber Kit for DV 1 C3W Distributor
790 5011 07* Spring Kit for DV 1 Valve (501 0040 00)
Relay Valve (018 0040
2 790 0182 15* Maintenance kit for Relay Valve 1
00)
3 040 1135 00 Reservoir mounting plate bonded 1 Used with Timing
Reservoir
10 006 7010 00A “O” Ring 8 Face sealing of
Integral Volume Relay
20 013 7010 00A ‘O’ Ring 2 EP Assist Dummy
Plate
22 504 7030 00 “O” Ring 2 Isolating cock
mounting face sealing
23 603 8050 00 Spring 1
Isolating cock
25 603 4010 00 Valve Finish 1
27 603 7010 00 “O” Ring 2
Part of 33 522804000 Spring 1 Isolating cock Handle
Part of 9 524901000 Felt 1
1 Choke Assembly
501740000 “O” Ring
1 (040 2120 00)
501704000 “O” Ring
* - For Part list of kits refer corresponding section i.e. DV / Relay valve.
5.13 DOUBLE BRAKE INDICATORS (B9) – PART NO. 045 0011 00 & SINGLE BRAKE
INDICATOR (B18) – PART NO 045 0020 00
5.13.1 INTRODUCTION
UIC pattern Double and Single Brake Indicators are provided on each side of the LHB Coaches,
the latter exclusively in Power (EOG) coaches.
The indicators inform the brake condition on each bogie either the automatic air brake at the
double brake indicators or the parking brake at the single brake indicators. When the brakes are
applied, a black strip on a red background is exhibited. When the brakes are in released condition,
a green indication will be visible on either side of the Coach.
5.13.2 FUNCTION
The following description is with reference to double brake indicator and no separate explanation
is deemed necessary for the single brake indicators. However for each category detailed part lists
and overall kits are provided for user utility.
The air brake connection from the Brake Cylinder circuit is taken to the Double Brake Indicators
beyond the Cut out Cock (A9). A Choke of 2 mm (A11) is provided before the entry connection
in order to restrict the flow rate and to reduce the operating forces on components. As air enters
into the Lower Cover (2), it acts on the red indicator (5) against the tension of the spring (14) and
lift the same for a red indication. When the air is withdrawn, the spring tension will force the
green indicator downwards to assume the lowest position. In this position, green indicator will
be automatically be indicated due to the position.
5.13.3 OVERHAUL
Dismantling the Double Brake Indicator is simple and can be carried out as per the normal
procedure for air brake Valves.
Regarding cleaning, inspection and replacement criteria, refer our recommended guidelines in
Part A.
Reassembly is to be done in the reverse method to that adopted for dismantling.
5.13.4 TESTING
The test schematic for the Double Brake Indicator is enclosed in test specification TS No. DMTS-
071-1B along with the diagrammatic arrangement of the test rack.
Only passed ones alone have to be mounted in the Coaching braking system. In case such
schematic arrangement of test set up is not available, the functioning aspect of the Double Brake
indicator can be done after installation of the Coach.
NOTE
The Double Brake Indicators after getting passed in the test set up is also required to be passed
for its proper functioning in the overall set up of the brake system of LHB Coach during its
functional test.

5.13.5 TEST SPECIFICATION FOR DOUBLE BRAKE INDICATOR (LHB COACH)
1.0 INFORMATION
1.1 Diagrammatic view and arrangement of test rack are shown in schematic drawing
attached.
1.2 Make the pneumatic connections as shown in the schematic and ensure clean, dry
air supply of 5 kg/cm².
1.3 Start the test with all Cocks in closed condition.
2.0 OPERATION RESULTS TO BE OBTAINED
2.1 Using Regulator, set pressure in gauge G1 3kg/cm².

to 3 kg/cm².
2.2 Open Cock C1.
2.3 Open Cock C2 and C3. Check for leaks in The colour in both the indicators will change
all over the Body and at all Joints using from green to red. No leak is permitted.
soap water solution.
2.4 Close Cock C2 and C3. The colour will change from red to green.
2.5 Open Cock C2 and observe the pressure in The pressure in gauge G2 should be less than 0.5
gauge G2 when the colour of indicator kg/cm².
changes from green to red.
2.6 Close Cock C2 (air will vent from C2). The colour should again change from red to
green.
2.7 Open Cock C3 and observe the pressure in The colour should again change from red to
gauge G2 when the colour of indicator green.
changes from green to red.
2.8 Close Cock C3 (air will vent from C3). The colour should again change from red to
green.
2.9 Close Cock C1 and open Cock V1. The air in the system will be drained.

Fig:-
5.14 BRAKE PIPE ACCELERATOR VALVE (B12) – PART NO. 072 0010 00
5.14.1 INTRODUCTION
The Brake Pipe Accelerator Valve provides rapid venting of the Brake Pipe only during
emergency brake applications. It is designed so that it is not activated during normal braking
functions. This Valve is connected to the Brake Pipe on each Coach through an 1” Isolating
Cock, normally kept open.
5.14.2 CONSTRUCTION
The main Body is cast from aluminium alloy and contains the housings for the various Valves
and ports. The Valve Inserts, Joints, O Rings and Diaphragms are from synthetic rubber. The
Valve Stems and the Sliding Seat are made from stainless steel. The vent port is protected by
a rubber flap.
5.14.3 OPERATION (Refer to fig 1 & Part list attached)
5.14.3.1 CHARGING
During the B.P air charging phase, the Diaphragm Cap (107) is pressed against its lower stop
by the Brake Pipe pressure in chamber C, acting on the Diaphragm (128). The Valve (101)
is thus closed against the Sliding Seat (105), shutting the Brake Pipe off from the atmosphere
vent (H).
The Valve Stem (110) is held in its uppermost position by the Spring (132). The Control
Volume (104) is rapidly charged by a combination of the direct connection through passage
B and Choke (141) and through chamber C, passage E, Valve (113) acting as a Check Valve
and Choke (140). At a Brake Pipe pressure of 4.5 kg/cm², this pressure in chamber G acts on
the Diaphragm (127), overcomes the force of the Spring (132) and pushes down the Valve
Stem (110), thus holding the Lower Inlet Valve (113) open.

5.14.3.2 SERVICE BRAKING
When the Brake Pipe pressure drops to 4.5 kg/cm² during service braking, the pressure in
chamber G is no longer sufficient to hold the Valve Stem (110) down against the Spring (132)
and Valve (113) closes.
The bore of Choke (141) is fixed such that the pressure difference on the two sides of the
Diaphragms (128) cannot become large enough to lift the Valve Stem and Open Valve Stem
Assembly (101), thus ensuring the Accelerator Valve is not activated during service braking.
The sensitivity and insensitivity conditions are set by the choice of bore of the two Chokes
(140, 141) and meet the U.I.C requirements.
5.14.3.3 EMERGENCY BRAKING
In the event of an emergency brake application, the Brake Pipe pressure drops very rapidly
in chambers A and C and also for a short initial period in the control volume with the air
flowing through both Chokes (140, 141).
Valve (113) closes at a control chamber pressure of 4.5 kg/cm² and air can now only flow
out of the control volume through one Choke (141). This much reduced air flow causes a
large pressure difference to develop across the Diaphragm (128) so that the Upper Pressure
Plate (106) is raised and the Valve Stem Assembly (101) opened, venting the Brake Pipe A
to atmosphere at H, via the chamber F.
The period during which the Valve (101) remains open is governed by the time taken for the
pressures on the two sides of the Diaphragm (128) to equalize, i.e. the pressures in chamber
C and the control volume. However, at a Brake Pipe pressure of 2.0 kg/cm², the Sliding Seat
(105) rises to its top stop due to the action of Compressor Spring (130), closing the Valve
Stem Assembly (101) and the Brake Pipe connection to atmosphere is thus closed.
5.14.3.4 CHARGING SURGE
The Valve Inlet (113) remains open during a pressure charging surge and also during its
fading phase. Air flows through both Chokes (140, 141) and a pressure balance between
chamber C and the Control Volume (104) is quickly achieve, inhibiting the operation of the
Accelerator Valve during the fading phase of charging surges.
5.14.4 MAINTENANCE
The Valve requires no routine maintenance between overhauls, which should be carried out
at the intervals specified in the recommended maintenance schedule (Refer Part A of this
manual)
5.14.5 OVERHAUL
5.14.5.1 Special Tools
Test manifold and Sealing Ring (Gasket). (Railways may develop)

Repair kit indicated in the Parts list should be used for overhaul. See the list of parts for
details of the contents of the repair kits.
5.14.5.2 PROCEDURE

Refer to drawing to part no. 072 0010 00.
 Remove the Cap Nut (108) and withdraw all Valve components.
 Remove the Vent rubber (115) by releasing the M4 Screw (137).
 Remove the Circlip (117) and withdraw all the Valve components. The Cap Nut (109) has an
M6 tapped hole to assist in removal.
 Unscrew 4 x M10 Screws (135) and separate Valve Body (102), Support Plate (103) and the
Control Volume (104).
 Remove the Upper Pressure Plate (106), Diaphragm (128) and Diaphragm Cap (107). Drive
out Spiral Pin to separate the Diaphragm Cap from the Pressure Plate and free the Diaphragm
Pin (142).
 The two Piston Seals (124, 125) can be removed by first removing the Circlips (116).
5.14.5.3 CLEANING AND EXAMINATION
 Refer guidelines given in Part A under Cleaning and Examination.
Special attention
 Examine the Valve Inserts for signs of an even circular indentation corresponding to the
diameter of the Valve Seat. The presence of such an indentation, together with the absence of
other distortions or cuts means the Valve & Insert may be re-used. If the Insert does not meet
this requirement that Valve Stem Assy (101 or 110) must be renewed.
 Examine the Seats formed in the Valve Body (102), for any signs of scoring, pitting or other
damage which would indicate that the Valve should be renewed.
5.14.5.4 REASSEMBLY
 Use new O Rings and Piston Seals. Apply a light smear of silicone grease to the Seals and Diaphragm
Lips to aid assembly. Re-assemble in the reverse order to dismantling.
 Ensure the Valve Stems (101, 110) and the Sliding Seat (105) move freely and without play in
their respective guides.
 Torque tighten during assembly as follows:
Cap Nut item 108 68 Nm

M10 Screws item 135 27 Nm
5.14.5.5 TEST PROCEDURE
 Refer test specification No. DMTS-010-1 and conduct the test as prescribed. The Accelerator
Valve is also to be checked for its function in the overall brake test of the Coaching brake
system.


Parts List
Brake Pipe Accelerator Valve – 072 0010 00
Item Qty/
FTIL Part No. Description
No. Assy
101 072 1030 00 Valve Stem Assembly 1
102 072 1010 00 Valve Body 1
103 072 1020 00 Support Plate Assembly 1
104 072 3020 00 Control Volume 1
105 072 8030 00 Sliding Seat 1
107 072 3100 00 Diaphragm Cap 1
108 072 3040 00 Cap Nut 1
109 072 3080 00 Cap Nut 1
110 072 8010 00 Valve Stem 1
111 072 8070 00 Stem Guide 1
112 072 3070 00 Spring Retaining Ring 1
113 038 7010 00 Valve 1
114 072 3050 00 Vent Nozzle 1
115 072 7010 00 Vent Rubber 1
116 915 0098 00 Circlip 1
117 915 0116 00 Circlip 1
118 016 7090 00A O Ring 1
119 072 7020 00 O Ring 1
120 006 7250 00A O Ring 1
121 006 7290 00A O Ring 1
122 003 7040 00A O Ring 1
124 033 7080 00 Piston Seal 1
125 001 7080 00 Piston Seal 1
126 072 7040 00A Piston Seal 1
127 016 7085 00 Diaphragm 1
128 012 7015 00 Diaphragm 1
129 072 8020 00 Compression Spring 1
133 012 5000 00 Location Dowel 1
134 019 3040 00 Plug 5
135 920 0010 00 M10 Hex. Head Screw 4
136 909 0185 00 M10 Spring Washer 4
137 920 0117 00 M4 x 10 Hex. Head Screw 1
138 908 0040 00 M4 Plain Washer 1
139 915 0139 00 Circlip 1
140 001 4097 00 Choke 1
141 001 4097 00 Choke 1
142 912 0104 00 Spiral Pin 1
143 072 7030 00 O Ring 1
144 003 7030 00A O Ring 1

MAINTENANCE KIT
Maintenance Kit, 790 0721 05 comprises of:
Item Qty /
No. Assy
101 072 1030 00 Valve Stem 1
113 038 7010 00 Valve 1
115 072 7010 00 Vent Rubber 1
118 016 7090 00A O Ring 1
119 072 7020 00 O Ring 1
120 006 7250 00A O Ring 1
121 006 7290 00A O Ring 1
122 003 7040 00A O Ring 1
124 033 7080 00 Piston Seal 1
125 001 7080 00A Piston Seal 1
126 072 7040 00A Piston Seal 1
127 016 7085 00 Diaphragm 1
128 012 7015 00 Diaphragm 1
143 072 7030 00 O Ring 1
144 003 7030 00 O Ring 1
Spring Kit, 790 0721 06 comprises of:
Qty /
Item No. FTIL Part No. Description
Assy
5.14.5.6 TEST SPECIFICATION FOR TESTING BRAKE PIPE ACCELERATOR

VALVE – 072 0010 00
1. Start test with rubber vent flap removed. Ensure that 1 off O Ring is correctly fitted to the
Vent Valve Inlet manifold.
2. Connect Pipe manifold pneumatically as shown in Figure 1 to a clean, filtered air supply.
Start test with all Cocks closed & Regulator ‘R1’ wound to off position.
3. Open Cock ‘A’. Using Regulator ‘R1’ increase supply on gauge ‘1’ to 5 ± 0.1 kg/cm².
Note: Gauge ‘2’ will charge to 5 ± 0.1 kg/cm². Wait approximately 30 secs to allow
volume in Vent Valve to charge.
4. Close Cock ‘A’. Check for leaks all over Vent Valve using soapy water. A 0.3 kg/cm² drop
in pressure on gauge ‘2’ over a 2 minutes period is allowed.
5. a) Fit throttle port 3 with 1.9 mm dia Choke

b) Open Cock ‘C’

Note: Gauge ‘2’ will fall steadily to 0 kg/cm². There must be no vent from exhaust
port on Vent Valve.
6. Close Cock ‘C’. Open Cock ‘A’.
Note: Gauge ‘2’ will fall steadily to 5 ± 0.1 kg/cm². Wait approx. 30 secs to allow volume
in Vent Valve to charge. Close Cock ‘A’.
7. Fit throttle port 4 with 2.6 mm dia Choke.

a. Open Cock ‘D’ until Valve vents then re-close instantly.
b. N B : Gauge ‘2’ will fall at a faster rate than previously (test 2.1b)
c. Take note of the time taken from opening Cock ‘D’ until the Valve operated. Should be 3 –
4.5 secs.
8. Take note of the pressure at which the Valve seals. This should be 2.25 ± 0.25 kg/cm².
 Check front vent for leakage.

 A slight leak is permissible.
 A soap bubble should hold for 5-10 Secs.
9. Close Cock ‘A’. Open Cocks ‘C’ and ‘D’ and ensure gauge ‘2’ reads 0 kg/cm² before
removing Valve from test.
10. Stamp Valve AB tested on flange directly beneath the exhaust vent. Refit rubber flap to vent
end Plug Pipe Inlet to prevent entry of foreign matter.
11. Fill in Test Record Sheet as per the proforma indicated. In case if it fails in the test indicated,
corrective attention is to be resorted and re-tested for passing.
5.14.5.7 TEST RECORD SHEET FOR DMTS-0101-1 B. P. EMPTYING ACCELERATOR
Test 3.2 Test 3.2 Test 5.2 Test 3.2 Test 3.2 Test
Test 4.2
Valve Test 2.1 Insensitivity Sensitivity Sensitivity Engr. Comments
Sensitivity Sensitivity Re-set
Sl. No. Insensitivity Timing (0.5 b Press
3.2 c 3.2 d 6.2 c 6.2 d Sign
Drop)
PASS KG/C PASS KG/C

1 SECS PASS FAIL SECS
FAIL M² FAIL M²
PASS KG/C PASS KG/C
2 SECS PASS FAIL SECS
FAIL M² FAIL M²
NOTE : Delete Pass or Fail as appropriate

IRCAMTECH/M/GWL/2016/Air Brake/LHB/1.0/June 2016

5.15 Auxiliary Reservoir 125 Ltrs (B1) – 040 2610 00,Door Reservoir 75 Ltrs
(B7) - 040 2620 00 &Drain Cock ½”(B2) Fitted for (B1 & B7).
INTRODUCTION:
Auxiliary Reservoir and Door Reservoir is the pressure vessel and is made out of
Stainless Steel to IS AISI 304L. It is mounted on the Brake Container. Purpose of
Auxiliary Reservoir -125 ltrs is for storage of air pressure at 6 kg/cm². It is charged
from the Feed Pipeline of the LHB Coach at one end for charging air uninterrupted to
DV for the later to supply air pressure to Brake Cylinders during application. In extra-
ordinary situations where the Twin Pipe system has to operate as a single pipe system
on the train due to fault on FP line / equipments and consequent isolation, the Auxiliary
Reservoir on Coaches is charged automatically by Distributor Valve to 5 kg/cm² limit.
The Door Reservoir is of 75 ltrs capacity and is provided for storing AR by connection
from Coach FP line. It serves for the purpose of operation of pneumatic devices
controlling the doors and toilets of the Coach.
In both the Reservoirs, a ½” Drain Cock (B2) is provided at the bottom location slightly
at an elevated level to facilitate periodic manual draining of the moisture / condensate
accumulation. A drain dummy also is provided at the bottom of the reservoir.
Maintenance:
Same as being carried out in ICF/RCF Design Coaches.
5.16 END COCK BP (B3) – 607 0015 00,END COCK FP (B8)- 607 0016 00
Cut Off Angle Cock, a 2 piece construction, is provided at either ends of the Coaching
Stock on Brake Pipeline and Feed Pipeline with a nominal pipe bore of dia 32 mm and
attached to the Coaching BP and FP lines of dia 25 mm with suitable Adaptors to the
Angle Cocks provided.
Overhauling and testing procedure is same as being carried out in ICF/RCF design
Coaches.
5.17 Hose Coupling BP 1¼” (B4) – Part No. 608 0013 00 & Hose Coupling FP
(B5)– Part No. 608 0012 00
Air brake Hose Coupling BP & FP are a flexible air pressure pipe connection between
Coaches. This is provided to connect the Brake Pipe and Feed Pipe lines between the
Rolling Stocks throughout the length of the train in order to charge BP & FP air pressure
respectively.
Identification of Hose Coupling heads are given as under:
For Brake Pipe line (Refer Fig) Green

For Feed Pipe line (Refer Fig) White
Hose Assembly for Brake Pipeline Right Hand (facing screwed end)
Hose Assembly for Feed Pipeline Left Hand (facing screwed end)
Overhauling and testing procedure is same as ICF/RCF design coaches.

5.18 HOSE CONNECTORS FOR BOGIE (B10) – PART NO. 708 0084 00 & HOSE
CONNECTORS FOR BRAKE CYLINDER (B11) – PART NO. 708 0082 00
Hose Connectors (2 Nos.) give flexible air connection of BC Pipeline on under frame of the
LHB Coach between the Wheel Slide Dump Valve (D2) and the Bogie. Similarly, Hose
Connectors (8 Nos.) give flexible air connection between the Bogie BC pipeline and the Brake
Cylinders (C3 & C4). These flexible air connectors offer sufficient expansion during the
skewed movement of bogies on both curvatures of tracks during operating conditions. The
Hose Connectors are made of Nitrile Rubber with Steel wire reinforcement. The Inspection,
testing and attention are similar to the details given in Hose Couplings BP & FP.
5.19 Isolating Cock (B13)- Part No. 023017000
The Isolating Cock provided in air pipelines facilitate connection / disconnection of a
particular supply line.
This is provided in Brake Panel (A1) on Feed Pipe line branching to feed DV and other
auxiliaries to facilitate closing and opening of air pipe lines as required during functional
service condition or withdrawal of equipment during maintenance overhaul or fault attention.
This is a ball type of COC.
These Isolating Cocks are positioned directly mounted on the Valve Mounting Manifold under
part no. 003 6010 00. From the third Brake Containers supply onwards to RCF, the Isolating
Cocks are positioned as part of Integral Volume Relay Manifold.
Overhauling and testing procedure is same as ICF/RCF design coaches.
5.20 EMERGENCY EXHAUST VALVE -EEV(B21) – PART NO. 002 0051 00
The Emergency Valve is connected to the Brake Pipe Circuit on each LHB Coach. This comes
into action when the Pilot air acting on top of this Valve at its signal port is vented by the
operation of Pilot Valve for Passenger Emergency. The venting takes place during the pull by
a Passenger under emergency situation. When the Pilot air is vented, the Emergency Valve
allows depletion of BP air from the BP Circuit through its large 1” opening to atmosphere and
consequently causes a full service brake application in the train automatically.
An Exhaust Pipe is attached to the Emergency Valve in order to vent the BP air in a particular
direction.
For Disassembly follow the following procedure: -
 Unscrew the cap nut (3). Keep the joint carefully (6). Remove the spring (7)
 Remove the valve stem (4) along with the ‘O’ ring (5)
 There is no need to remove the valve seat (2) from Body (1)
Reverse the sequence for assembly
During overhaul, replace all the rubber parts & springs as provided in the Maintenance Kits.
Fig:


5.20.1 TEST PROCEDURE FOR EMERGENCY VALVE – PART NO. 002 0050 00 TO
BE TESTED ON RBTR-0101
(002 0051 00 with Exhaust Pipes and Adaptors)
1. After removing the Adaptors and Exhaust Pipe from the assembly, connect the Emergency
Valve to a clean, filtered air supply as shown in Fig 1. Start the test with Isolating Cocks A
and B closed and Regulator R1 wound to the fully off position.
NOTE:- Ensure the correct orientation of the Emergency Valve (see flow direction arrow
on Valve Body)
2. Open Isolating Cock A and using Regulator R1, increase the supply pressure on gauge1 to 5
± 0.1 kg/cm².
3. Using soap water solution, check the Exhaust Valve for leaks paying particular attention to
the exhaust port. No leaks permitted for 1 minute.
4. Open Isolating Cock B. The Valve will vent through the Exhaust Port and the pressure on
gauge 1 should be less than 1 kg/cm².
5. Close Isolating Cock B & plug the exhaust port of the Valve. Open Isolating Cock B.
6. Using a soapy water solution check all over the Valve Body for porosity. Also, check around
the Cap Nut. No leaks permitted for 1 minute.
7. Close Isolating Cock A & Isolating Cock B. Then remove the Exhaust Valve from test.
8. Screw in the Adaptors and the exhaust pipe to make it under part no. 002 0051 00 and seal
all ports to prevent the entry of foreign matter, making tape is suitable.
5.21 PILOT VALVE FOR PASSENGER ALARM WITH SWITCH (B6) PART NO. 525
0015 00 &PILOT VALVE FOR PASSENGER ALARM WITH SWITCH (B6) PART
NO- FT0051183-A00
The Pilot Valve for Passenger Alarm are provided in the LHB Coach at vantage locations to
allow a passenger to operate in distress emergency situation for initiating a brake application
of the train with maximum braking power. This is provided as a safety measure. The number
of Pilot Valve for Passenger Alarm varies from 1-9 depending upon the type of LHB
Coaches.
All the Pilot Valves are connected pneumatically to a single Emergency Exhaust Valve
(EEV) or Passenger Emergency alarm valve (PEAV) (B21) in each Coach. The operation of
the Pilot Valve initiated by Passenger by pulling the hook at any location inside the Coach
to enable venting of the pilot air available in the circuit connected to the Emergency Exhaust
Valve (EEV) or PEAV through an orifice to atmosphere. This makes the Emergency Exhaust
Valve (EEV) or PEAV to react in opening the Brake Pipe line air pressure of the train
connected to it to atmosphere through a large opening. Venting of BP air results in a brake
application is similar to a full service brake application.
The Pilot Valve is also been provided with a micro switch and gets closed during the pulling
operation. This makes the indication lamps (4 nos.) provided 2 in each at side ends to come
into blow situation since they are electrically connected to the supply lines fed by the
batteries.
After investigation and necessary attention to the situation, it is necessary to reset the Pilot
Valve with the special key available with the Railway Staff in order to prevent continuous
exhaust of BP air and to build up the BP air to the regime pressure for release of brake.
5.21.1 LIST OF CHANGES MADE IN FT0051183-100
Dinkey
Micro switch
Fig. 5.21(a) EXISTING PILOT VALVE FOR PASSENGER ALARM WITH SWITCH (B6)
Fig. 5.21(b) MODIFIED PILOT VALVE FOR PASSENGER ALARM WITH SWITCH (B6)
· Limit switch of Dinkey make is replaced by a limit switch of schaltbau make

mounted externally to the pull box. This is to improve the reliability of the limit
switch.
· An additional connector is provided in the PCB, so that replacement of PCB in case
of failures becomes easier.
· The metric to BSP adaptor at the signal port connection is modified to increase the
wall thickness at the threaded portion to avoid frequent breakages during pipe
assembly in RCF.
5.21.2 MAINTENANCE KIT FOR PEAPV WITH SWITCH - 790 525 210 FOR 525
0015 00
Item Qty /
No. Unit
1 513 7060 00 “O” Ring 1
2 525 7020 00A “O” Ring 1
3 525 7010 00A “O” Ring 1
4 525 8010 00 Spring 1
5 511 7020 00 “O” Ring 1
5.21.3 MAINTENANCE KIT FOR PEAPV WITH SWITCH - 790 525 214 FOR
FT0051183-A00
Item FTIL Part Qty /
No. Description
No. Unit
1 513 7060 00 “O” Ring 1
2 525 7020 00A “O” Ring 1
3 525 7010 00A “O” Ring 1
4 525 8010 00 Spring 1
5 511 7020 00 “O” Ring 2
5.21.4 OVERHAUL
DISASSEMBLY (525 0015 00)

o Remove the two Screws (21) and take our Arrow Plate (20).
o Take out M6 Hex. Nut (18), Spring Washer (19) and remove Handle subassembly.
o Remove Special Stud (17), Washer (22).
o Remove M6 CSK Screws (12) and take out Cover (11).
o Take out Split Pin (13) and remove Operating Arm Assembly (10).
o Remove Cam (9) and take out Bush (3), Valve with O Rings (4 & 5).
o Take out O Ring (3) from Bush.
o Remove Plug (14) and take out O Ring (15).
o Take out Ramp (8) and spring (7).
o Remove Screws (26) and Switch (25).
o Disconnect the connecting wire leads and separate them

CLEANING, INSPECTION AND REPLACEMENT CRITERIA

Refer recommended guidelines given in Manual. Replace the rubber parts & spring
as given in the maintenance kit.
REASSEMBLY
Reassemble the components generally in the reverse order of disassembly with
proper lubrication wherever applicable.
5.21.5 TESTING
The Pilot Valve for Passenger Alarm with Switch (525 0015 00 & FT0051183-
A00) is to be tested as per test specification DMTS-071-1A in test rig RBTR-
0006 attached.
However, on installation of this Valve at the specified locations in the Coach, it
must also be tested for proper operation in the overall set up of coaching braking
system.
TEST SPECIFICATION FOR PILOT VALVE FOR PASSENGER

EMERGENCY ALARM WITH SWITCH PART NO. 525 0015 00 &
FT0051183-A00
Diagrammatic view and arrangement of the test rack is as shown in schematic.
TEST EQUIPMENT REQUIREMENTS
a. Resetting Key.
b. A bracket for fixing the Passenger Emergency Alarm Pilot Valve with Micro
Switch for pulling the Handle.
c. A spring balance with 0 to 60 lbs.
d. Air supply pressure 0 to 8 kg/cm².
e. 110 V DC Power supply with Flasher Unit.
TEST SET UP
a. Connect the Valve to the test rack as shown in the schematic.

b. Keep the Valve in ‘Reset’ position.
c. Keep all the Cocks in ‘Closed’ position.
d. Open Cock 4 and set the Feed Valve at 7.6 kg/cm². Gauge G3 should also
charge to 7.6 kg/cm².

Fig. 5.21(c) PILOT VALVE FOR PASSENGER ALARM WITH SWITCH (B6)

SN OPERATION RESULTS TO BE OBTAINED

1.0 LEAKAGE TESTING:
1.1 Open Cock 5.

1.2 Open Cock 3.
1.3 Operate the Valve a few times and reset after No leak should be observed for 1
every pulling. minute.
Finally keep the Valve reset.
1.4 Apply soap suds all over the Valve and observe
for any leakage.
2.0 SPRING TESTING & MICRO SWITCH
OPERATION
2.1 Pull the Handle with the spring balance. Force required is to be between 25
Observe the force required to move the & 50 pounds. Meanwhile the
Valve to pulled position. switch will contact and the light in
flasher unit will glow.
Reset the Valve
CAPACITY TESTING & MICRO

3.0 SWITCH
OPERATION
3.1 Close Cock 6.
3.2 Pull the Handle and observe the time taken Time taken should be between 15
for the drop of pressure on G3 from 7.6 and 25 secs.
kg/cm² to 0.7 kg/cm².
Meanwhile, the Switch will loose
its contact and the light indication
unit will turn off.
Remove the Valve from the test set up and seal the open ports with Closure Plugs.

Fig. 5.21(d) TEST SCHEMATIC FOR PASSENGER EMERGENCY ALARM PILOT VALVE

5.22 DUMP VALVE WITH MOUNTING BRACKET (D2) – PART NO. 040 0300 00
INTRODUCTION
To provide interchangeability of this unit with competitors, a Bracket has been
added with reducers in the ports with Sealing Rings. Unit-wise alone is
interchangeable.
MAINTENANCE KIT FOR DUMP VALVE (1/604620A)
Item FTIL Part No. Description Qty /

No. Unit
1 1/604575 Gasket 1
2 1/604576 “O” Ring 2
3 1/604584 Diaphragm 2
4 1/604609 Spring 1
5 1/604577 “O” Ring 1
6 1/604600 “O” Ring 4
7 1/604602 Magnet Tube with Anchor 1
8 1/604603 Magnet Tube with Anchor 1
9 1/604599 “O” Ring 2
10 1/604578 “O” Ring 2
11 1/604570 “O” Ring 1
MAINTENANCE KIT FOR FITTING (790040230)
Item FTIL Part No. Description Qty /

No. Unit
1 936062500 Elastic soft sealing ring 2
OVERHAUL, TESTING, TEST SPECIFICATION

Refer separate Maintenance manual SWKP AS 20 R for more information.

5.23 ROLLER OPERATED VALVE (B17) – PART NO 040 0050 00
5.23.1 INTRODUCTION
The roller operated valve is a 3/2 ON OFF valve for applying and releasing the parking
brakes. In the POWER car (EOG) the brake actuators are equipped with parking brake
actuators also which can be applied or released by a cable connected to the hand brake
mechanism. Since in the disc brake installation it is not possible to identify if the brakes
are applied or not from a track side examination, an additional pneumatically operated
valve is made to actuate by the hand brake mechanism which will charge or discharge
auxiliary reservoir air supply into single brake indicators. If the hand brake is applied,
the pneumatic valve opens the auxiliary reservoir pressure into the single brake
indicators which will turn from green to red indication.
Fig: 23 (a) Roller operated Valve

When the hand brake is manually released, the air charged into the single brake
indicators is exhausted to atmosphere by the roller operated valve. The roller is to
interface with the hand brake mechanism to actuate the valve.
5.23.2 MAINTENANCE
Refer Recommended Schedule Maintenance.
5.23.3 OVERHAUL
Replace all the rubber parts & springs as given in Maintenance kit during overhaul.
5.23.4 TESTING
EQUIPMENTS REQUIRED:
 Refer the arrangement of Test schematic
 Supply pressure must be 10Kg/mm2.
 The following items are required for testing the roller operated 3-way valve.
 Adaptor - 1/2” BSP Female x 1/4” BSP Male: 2 Nos.
TEST PROCEDURE:
Ensure all the cocks are kept in closed condition before conducting the test.
 Open cock C1.
 Using regulator R1 set the pressure gauge G1 to 8bar.
 Open cock C2.
 Pressure in gauge G2 should be equal to the pressure in gauge G1.
 Check for leaks all over the valve and also at exhaust port using soap water.
 No leak permitted for 5 minutes.
 Close cock C1, operate the valve by pressing the roller to a height of 3.5 1 mm
using block B1 as measuring gauge specified in sketch below.
 There should be no change in the pressure gauge value, G1 and G2.
 Further press the roller to 7.5 1 mm (max) using block B2 as
measuring gauge specified in sketch below.
 Pressure in gauge G2 will drain to zero.

 Keeping the roller pressed, wait for 3 minutes to see if the reading in gauge G2 starts to
increase, the reading in gauge G2 should not increase.

 Release the roller and note that gauge G2 will indicate the same pressure as in G1.
CLOSING OF TEST
 Close cock C1 and open cock C3. Both the gauge (G1 & G2) will show zero reading.
 Place a “Tested ok” sticker on the valve and remove the valve from test rack.
 Place closure plugs on the inlet and delivery ports and for the exhaust silencer on the exhaust
port.
Fig: 23 (b)
5.23.5 PART LIST

ITEM NO PART NO DESCRIPTION QTY
1 040 3300 00 VALVE BODY 1
2 040 1150 00 ROLLER ASSEMBLY 1
3 040 8550 00 STEM 1
4* 040 8551 00 VALVE 1
5 040 4010 00 BUSH 1
6 040 3301 00 CAP NUT 1
7* 040 7060 00 BELLOW 1
8* 531 6020 00 FILTER 1
9* 040 8552 00 COMPRESSION SPRING -1 1
10* 040 8553 00 COMPRESSION SPRING -2 1
11* 013 7100 00 O- RING 1
12* 501 7250 00 O- RING 1
13* 039 7020 00 O- RING 1
14* 001 7105 00 O- RING 1
15 702 3064 00 NAME PLATE 1
17 902 0050 00 HEX SOC CSK SCREW M4X30 2
Maintenance Kit 790 0401 16 comprises the item thus Marked (*)

5.24 RESERVOIR CAPACITY 5 LITRES

When hand brake is applied, the roller operated valve is actuated to charge compressed
air into the single brake indicators for visual indications on the status of parking brake
application.
This air supply charged into a 5 litres reservoir through which the single brake indicators
are actuated. The reservoir serves as a cushioning volume to avoid fluctuation in the
indicators side for a steady and gradual indication changeover
5.25 FLEXBALL CABLES(C4) – PART NO 0267.06.00.00, 0267.05.00.00 & 2SK10.6176
These cables are used for manual application of parking brake Power (EOG) coaches
and are connected to the hand brake mechanism. The cable as any other standard cable
has outer sheathing and an inner cable. The inner cable is made to slide-over spherical
balls for a smooth friction less cable and are connected to the trunnion of the parking
brake units.
These cables are of two different lengths each connected to one bogie.
Operate the flexball cables to apply parking brake for checking the performance. If
there is any physical damage / breakage then perform unit replacement on need
basis.
5.26 Wheel Slide Protection System

Introduction
During a constant braking force application, dependent upon the coefficient of friction
available at the wheel/ rail interface, the wheel sets could start to slide. Sliding causes
damage to the wheel sets (flats) and increases the stopping distance.
WSP (Wheel Slide Protection) system is able to make optimum use of available
adhesion when braking, thereby optimizing the stopping distances and preventing
locked (sliding) wheels and the resulting damage.
Fig 5.26(a) SWKP AS 20 R System

Description / Construction
The electronic unit of SKWP AS 20R system is housed in a 19” rack case. This case
provides, in addition to good HF-immunity, a high resistance for shocks and vibrations.
The link between the car wiring and the electronic unit is realized by five cable connectors
which are located on the front side of the case. RS 232 enables computer access for
maintenance, service and system diagnosis.
Fig 5.26 (b) : Electronic Unit's Front View
Schematic Overview
Axle speed of rotation is measured and evaluated separately within a speed range of 2 to
400km/h. Axle speeds are compared with a reference speed which is a calculated value
basing on the real axle speeds. The comparison between these speed signals determines
whether or not an axle is about to enter in to a slide mode. The axles speeds are measured
via speed sensors and phonic wheels, all located at the axle ends. Solenoid valves (Dump
valve) are connected into the brake piping close to the brake cylinders but mounted on the
underside of the car body. These valves control the increase and decrease of the air pressure
in the brake cylinders to assure the optimum pressure in the brake cylinders and maximized
braking for the prevailing wheel/ rail interface conditions, and thus prevent sliding from
occurring.
The dump valve is controlled by a 24 V nominal voltage from an internal power supply. The
dump valve drive circuits are bipolar i.e. each positive and each –ve wire has its own
amplifier; all amplifiers are monitored by hardware watchdog circuits to fulfill the safety
requirements. Watchdog circuits supervise the correct switching of the amplifiers, if a
malfunction occurs it disconnects them.
For further details of function and maintenance, please refer to OEM,s manual or Para 3.15.5
of Maintenance Manual for AC LHB Coaches.

5.27 HEALTH AND SAFETY
The following points must be considered and appropriate precautions should be

taken when working on this equipment during disassembly, overhaul assembly and
tests. These should not be taken as an exclusive list of hazards.
1. 1 Individual sections of this publication may include specific health and safety
information relating to that section. It is important that these pages are read and
appropriate actions taken.
1. 2 This is compressed air equipment. Compressed air is dangerous. “Bottled up” air
under pressure despite supply cut-off, may cause component, diaphragm, trapped
foreign particles, etc., to be air borne during disassembly.
1. 3 Some components / sub-assemblies use powerful springs in a compressed state.

Care must be taken to release the forces in a controlled manner during
disassembly.
1. 4 Oils and greases are used which could be a hazard.
1. 5 Air jet used for cleaning parts should be less than 30 psi. Higher air pressure
may cause particles of dirt or droplets of cleaning solution to be air borne and result
in skin / eye irritation.
1. 6 Chemical cleaning agents may be used for certain operations, which need a
strict compliance to the manufacturer’s handling procedures.
1. 7 Before performing any test / repair on brake system of rolling stock, steps against
possible “run-away of the vehicle” are to be taken. In addition, staffs working
in under gear area are to be cautioned of likely brake rigging movement.
5.28 GENERAL HINTS ON MAINTENANCE OF AIR BRAKE SYSTEM
ROUTINE MAINTENANCE
The high standard and performance obtained from air brake equipment will be
maintained in service with the minimum of maintenance providing that water /
dirt are kept out of the equipment and that the compressed air supply is kept
reasonably clean from dust, oil and condensate. At regular intervals, filters must
be removed, cleaned and checked for damage before being renewed or replaced.
Drain cocks should be opened at regular intervals to remove collected condensate
and other foreign matter.
The use of blanking piece or sealing tape is recommended to seal open ports to prevent
ingress of moisture and foreign matter into the components of the brake system.
When carrying out maintenance, the instructions given in the catalogue applicable to
a particular item should be followed.
INSTALLATION
PTFE tape is not recommended to be used on any pipe joints associated with air brake
system. A suitable pipe sealant is “Loctite 577” or equivalent.
SPARES
Only approved and recommended overhaul kit / spare parts as given in the parts catalogue
should be used during overhaul / renewing components.
5.29 GENERAL TOOLS FOR ATTENTION TO AIR BRAKE EQUIPMENT AND

FACILITIES
FOR OVERHAULING LHB COACH BRAKE SYSTEM IN OPEN LINE DEPOT /

WORKSHOP
The general tools as under are required for necessary attention during routine maintenance
checks at terminals as well as for periodic attention during IOH / POH. The required number
of tools in each category may be arrived at, after taking into consideration, type of activity,
number of out of course repairs, online attention and staff strength employed.
GENERAL TOOLS (For Base Depot / yard online examination / IOH Depot)
Minimum requirement at each center
Spanner Single End A/F 6, 10, 13, 14, 19, 24, 35, 55, 60, 64
Socket Wrench across flats A/F 16 & 17, 24 & 27
Ring Spanner A/F 19 / 27 & 37
Socket Wrench across flats A/F 17, 19, 22, 27, 32 and 50
Standard Pipe Wrench 12” and 18”
Bench Vice 6”
Ball Pene Hammer 500 gm
Nylon Hammer
Chisel flat
Flat & Half round files rough / smooth
Screw Driver 1.2 x 4 mm x 160

Resetting Key for Pilot Valve Passenger Alram
Adaptor with Flexible Pipe & Test Pressure Gauge for checking at test points.
5.29.1 ADDITIONAL GENERAL TOOLS FOR PERIODIC OVERHAUL AT

WORKSHOPS
All the general tools mentioned above for base Depots :
Allen Key set 2 sets
Pliers 6” straight nose 2 Nos
Pliers 6” bent nose 2 Nos
Circlip pliers for internal circlip of sizes
B40 IS 3075 all light series 2 sets
Torque wrench 9.3 M Kg 2 Nos
The Special Tools and Fixtures additionally required during the overhaul of
the brake equipment are covered as under in the relevant chapters. The
sketches are attached in the respective equipment chapters.
FOR C3W - DV
Bench Mounting Fixture for holding C3W during overhaul.
Special tools for overhaul under FTIL Part nos. SCT 6092, SCT 6015, RPBF 0003,
SCT 6026, SCT 6016, ACT 6017, SCT 6093.
Assembly and Disassembly special fixture FTIL - RPBF 0202
Extractors during dis-assembly
Hand Press
Pressing Fixtures during assembly.
Special Tool for dia 20mm Cock and Special Box Spanner.

5.30 TEST RIGS FOR IOH & POH REPAIRS
Description FTIL Base POH

drawing / IOH Workshop
sketch depot
no.
Mobile Single Car test 795 0003 00 1 1
Mobile Rake Test Rig RBTR 0016 1 1
Test Bench for functional tests of BC, End -

1
Angle Cock, Air Strainer, Isolating Cock,
Check Valve, PEASD, PEAV, Guard’s
Brake Van Valve, Cut Out Cock, etc.
Details are given at each equipment chapter
by way of sketches wherever necessary
.
AIR TEST ARRANGEMENTS
Pneumatic test arrangements for functional checking 1 1

CR, AR, Hose Coupling BP/FP, PVPA, Emergency Valve.
Hydraulic test arrangements for checking CR and AR. - 1
FACILITIES COMMON FOR ALL CENTRES

Air supply source with a working pressure 10 kg/cm² with a delivery capacity of minimum
2000 litres/min.
Air Reservoir Capacity 350 litres - 1 no (minimum)
OTHER FACILITIES
Facilities like handling, cleaning, lifting equipments, work table with plastic storage bins
for keeping components / spares, clean dust-free room for assembly / testing etc., preferably
air conditioned, may be decided by Railways in view of the sophistication of work, level of
activity at the center.

5.31 CLEANING PROCEDURE (AIR BRAKE EQUIPMENTS /COMPONENTS)
The cleaning method depends upon the component to be cleaned, the degree
and the type of dirt to be removed and the facilities available.
Whatever cleaning agents are used, due care must be taken to ensure the health and
safety of the personnel involved. The manufacturer’s recommended safety
precautions including the use of approved cleaning
plant must be followed. Since every installation is different, the responsibility for
safety lies with the user and the manufacturer of the cleaning plant and
materials. However, general guidelines on the cleaning procedure for the air
brake equipment during maintenance and scheduled overhauls as under are
recommended.
Blow the exterior of the equipment / assembly with a low pressure jet of air to remove
the external dirt. After removal of sub-assemblies, wipe the exterior portions with a
cloth.
Clean with environment friendly agents like White spirit, etc /all the stripped
components by using a cloth or nylon bristle brush as the case may be based
on the sensitivity of item. If kerosene is used, special care must be taken in
protecting the user with proper gloves as well as the environment from the
likely fumes. Sufficient care is to be taken to ensure that the residual deposit of
kerosene, if trapped inside the cavities / bores of the components, is removed
thoroughly before the components being re-used. In addition, the
contaminated kerosene after use should also be disposed off by proper
environment friendly action.
Blow a low pressure jet of dry compressed air inside the machined bores, cored
passages, port holes, cavities and seating grooves on the subassemblies.
Wipe the parts with a clean lint free cloth and allow them to dry on a clean rubber
sheet on the work table. Take good care to protect the finish on the various
components and place them. Avoid keeping the components piled up one over the
other.
All rubber components including rubber seated valves must not be exposed to
petroleum or chemical cleaning solvent. Items like Gasket, “O" Ring, Seal,
Diaphragm, Nylon filter / Strainer etc., are to be cleaned only with a detergent dissolved
in warm water or soap water solution. Blow a jet of compressed air in the reverse direction
on the Nylon Filters and wipe clean with soft cloth.
Chokes / Choke passages are to be cleaned by a blow of clean low pressure air jet.
Clogged chokes may be cleaned with a wire of smaller diameter without using a
sharp tool. Application and Release choke plugs, in DV valve body are to be cleaned,
blown with air, and kept free of dirt/dust, grease, paint, etc., by suitable covering till
they are fitted.
Caution:
While cleaning the equipment / components with chemical / petroleum compounds,
care must be taken to prevent inhalation of fumes emanating from the cleaning agent
and for any possible injury to persons handling the equipment. Similarly, for any
chemical fumes likely to cause a fire hazard, steps must also be taken for adequate
protection to equipments/ installation. Consult manufacturer’s recommendation in
handling such chemicals.
5.32 INSPECTION/REPLACEMENT CRITERIA (AIR BRAKE EQUIPMENT/

COMPONENTS)
Visual inspection and replacement criterion as under, is recommended during
scheduled overhaul of the equipments used in the air brake system of rolling stock.
Ensure a thorough external and internal cleaning after disassembly and stripping of
components with proper cleaning agent.
Inspect visually with the help of a magnifying glass of at least 100mm dia.
All components for any external damages, dents, cracks, corrosion, pit marks, cuts,
deep scratches, abnormal wear, sharp corners on mounting / seating / sliding / mating
faces.
Threaded portion on components / parts, for any damages / abnormal wear.
Replace components if,
1. Moving parts appear abnormally worn out or scratches/burrs observed on the
mating parts.
2. Threaded portion on components exhibit damages / abnormal wear.
3. Valve Seat cut or scratched, tips of Hollow Stem / Guide Plunger cracked, cut,
dented or oval flat / sharp.
4. Spring found in damaged, cracked, heavily rusted, permanent set condition
and Spring seats indicate any damage or abnormal wear. Refer to our separate
DV manual under ref. WBS/PBS/006 for spring information.
5. Filter/Strainer found with rupture, damaged seating face, presence of large
blocked passages despite cleaning.
6. Rubber items like Gaskets, Diaphragms, etc., found with cut, minute crack, loss
of shape & flexibility, high stiffness, bubble formation or disintegration at
mounting/seating surfaces, etc.
7. O" Ring especially the dynamic ones found with loss of shape, flattened
out, nick, cut or exhibition of twisted / sharp flashes due to constant squeeze,
etc. Rubber to metal bonded valve found with any sharp / cut marks, swelling,
depression, groove, taper wear, etc., on the valve seating surface.
8. The lips of the Seal have worn out, become blunt and Coil Springs inside Seal
deformed.
In general, all rubber items and other gaskets are recommended to be replaced near to
a service period of 24 months when the equipment is removed for examination /
overhaul or opened for service attention, to ensure reliability of performance.
5.33 LUBRICATION AND RECOMMENDED GREASES
The recommended lubricants during assembly after overhaul/out of course repair

attention for other equipments used in the system are as under:
• Molykote 33M Grease (Silicon base) or equivalent.

Rubber sliding parts, dynamic and static "O" ring internal surface contacting metal
and the parts on which they slide.
Diaphragm, Seal.
• Shell Rhodina RL3/ Esso Mobilith SHC 220.
Caps, main valve plugs, threaded parts of choke.
SPECIFICATIONS OF GREASES
Tests Molykote 33M Shell Rhodina Esso Mobilith

RL3 SHC 220
Physical Aspect Soft Red Colour, Semisolid
Semi solid at at ambient temperature
ambient
temperature
Base Silicon Calcium Lithium
Complex
Depth of 280 mm, 220-250 280 at 25ºC,
penetration Worked 60 strokes, as per ISO 2137 as per ASTM D 217
As per ASTM D
217
N.L.G.I. Number
as per DIN 51818 2 3 5
Kinematic - 100 mm2/sec 220 cst at 40ºC

Viscosity of as per ISO 3104 as per ASTM D
Oil at 50°C as per 445
DIN
51561
Base oil viscosity 100 mm2/s - -
at
25°C
Tests Molykote 33M Shell Rhodina Esso Mobilith

RL3 SHC 220
Drop Point 226 (439) - -
Degrees C (F)
The movement of valves, rubber diaphragms etc., in air brake equipment is very limited and
therefore only very small quantities of lubricant are needed. A light smear of recommended
grease in the manual or equivalent should be applied to sliding seals and valve stems.
Grease must not be applied to the working surface of diaphragms but may be applied
sparingly to the lips to aid assembly.
5.34 SPECIAL INSTRUCTIONS FOR STORAGE OF RUBBER COMPONENTS :
5.34.1 RUBBER ITEM STORAGE CONDITIONS:

The following instructions are applicable for rubber components
Rubber components should be stored for long duration periods at controlled
temperatures and away from excessive heat. The storage temperature is 20 ± 5° C and
kept away from humidity. However, the specified storage temperature is not application
for fast moving items (not exceeding three months) like Piston lining, Piston Seals,
Protection Cover, Packing Cup, Gasket, etc and can be stored at ambient temperature
and humidity.
Irrespective of storage in controlled or ambient condition, the points mentioned as under
in paras 1.1 to 1.9 should be adhered to.
They should not come into contact with non-mineral automatic brake fluids.
They should be kept away from the vicinity of any possible sources of Ozone like
electric motor, fluorescent and mercury lamps and should not be exposed to
sunlight.
1.1. They should be kept away from Ketones, alcohol and acids.
1.2. They should be stored away from strong artificial light having ultraviolet
content.
1.3. They should be stored in plastic bags / opaque boxes.
1.4. They should be stored without subjecting to tension, compression or twist.
1.5. They should not come into contact with solvents and volatile matters.
1.6. They should not come into contact with metals especially Copper and
Manganese.
1.7. They should not be cleaned with solvents like Tri-chloro-ethylene, Carbon
tetra-chloride and Hydrocarbons. They can be cleaned with mild soapsuds
and dried at room temperature.
1.8. They should not come into contact with metals especially Copper and Manganese.

1.9. They should not be cleaned with solvents like Tri-chloro-ethylene, Carbontetra-
chloride and Hydrocarbons. They can be cleaned with mild soapsuds and dried at
room temperature.
5.34.2 SHELF LIFE
The rubber components can be stored for a period of two years from the date of manufacture
(indicated wherever possible on the component), before usage, if stored under controlled
conditions.
Drawal from storage is to be on first-in-first-out basis in order to obtain the maximum
service life.
Shelf life means strictly storage life beyond which the rubber properties will deteriorate if
stored for longer period even in controlled conditions. However, if it is drawn from Stores
during any part of the shelf life, it can serve satisfactorily much longer period than two years
from the date of manufacture, as the component will be in dynamic conditions being
subjected to flexible forces inside the brake equipment.
Such dynamic life can extend to as long as 5 years, subjected to normal regular periodic
maintenance and protected from damages due to external reasons such as abrasive particles
in the air system, coagulation of grease due to water entry and sharp / rough edges / surfaces
in the mating components.
5.34.3 EQUIPMENT
Brake equipment are sensitive and critical. Sufficient care is to be taken during handling,
transportation, storage and installation, to avoid damages,
Performance deviation and reworking. C3W Distributor Valve assembly and Brake
Cylinder need extra care.
Brake equipment are to be stored under covered roof to prevent entry and collection of dust
/ dirt / rain water.
Pipelines of brake system are to be kept with end protection caps under proper storage
conditions till its fitment, to prevent collection of dust, moisture & rain.

6.0 RECOMMENDED SCHEDULE MAINTENANCE ATTNTION FOR LHB COACH EQUIPMENT
APPROXIMATE INTERVAL
S. No Description
Qty. 3 Months Half Yearly Yearly 18 Months 36 Months 72 Months 108 Month
1 Brake Frame 1 E E E E/C E/C E/C E/C
2 Brake Panel 1 E E E E/C O O O
3 Distributor Valve 1 E/T* E/T* E/T* E/T* O O O
4 Control Reservoir 1 E E/D E/D E/D E/D E/D E/D
5 Air Filter for BP & FP 2 E/C E/C E/C E/C O O O
6 Cut Out Cock for DV 1 T* T* T* T* O O O
Cut Out Cock for DV A 1/2”, T* T* T* T* O O O
7 4
3/4" , 3/8”
8 Pressure Switch 1 T* T* T* T* O O O
9 Check Valve ½ E E T* T* O O O
10 Relay Valve 1 T* T* T* T* O O O
Auxiliary Reservoir & Door
11 2 E E E E/C E/C E/C E/C
Reservoir
Drain Cocks fitted on
12 2 E/D E/D E/D/T E/D/T E/D/T E/D/T E/D/T
reservoir &
13 End Cocks BP 8 E/T E/T E/T E/T X X X
14 Hose Coupling BP and FP 8 E E E E X X X
15 Pull Box Assembly 9 E/T E/T E/T E/T O O O
16 BP Accelerator Valve 1 E/T E/T E/T E/T O O O
17 Isolating Cock 2 E/T E/T E/T E/T E/T E/T E/T
APPROXIMATE INTERVAL
S. No Description
Qty. 3 Months Half Yearly Yearly 18 Months 36 Months 72 Months 108 Month
18 Exhaust Valve 1 E/T E/T E/T E/T O O O
Double brake Indicator/Single
19 brake Indicator (Power Car) 2/4 E/T E/T E/T E/T O O O
20 Brake Caliper 8 E/T* E/T* E/T* E/T* E/T* O E/T*

21 Brake Actuator 8 E/T* E/T* E/T* E/T* E/T* O E/T*
22 Hose Connector for bogie 4 E E/T* E/T* E/T*/X X X X
Hose connector for brake
23 cylinder. 8 E E/T* E/T* E/T*/X X X X
24 WSP Control unit 1 E/T* E/T* E/T* E/T* E/T* E/T* E/T*
25 WSP Control unit cabling 5 E E E E/T* E/T* E/T* E/T*
26 Dump valve Connector 4 E E E E/T* E/T* E/T* E/T*
27 Dump Valve 4 E/T* E/T* E/T*/C E/T*/C O O O
28 Speed Sensor 4 E/T* E/T*/G E/T*/G E/T*/G E/T*/G E/T*/G E/T*/G
29 Phonic Wheel 4 E E E/T* E/T* E/T* E/T* E/T*
30 Tri-Plate 1 E/T E/T E/T E/T E/T E/T O
E – Visually examine for loose fastenings, leaks or other damage. O – Overhaul

C – Clean X – Renew material
D – Drain condensate / Dust G – Check Gap
T – Operate and check performance
T* - Operate and / or check performance as part of brake eqpt. System.

7.0 About the Brake Panel
1. The overall weight of the frame is reduced by about 80 kgs to facilitate easier handling
apart from offering lower accelerations during dynamic conditions, thus reducing the
effect of vibration.
2. Header ports are in the same location as in existing with identification.
3. Material of frame is changed from Carbon steel to Stainless steel to avoid rusting during
service.
4. The mounting dimensions of the frame including position of piping have been retained
to fit in the existing coaches also (This means no change is foreseen in the mounting or
any other interface by the car builder).
5. The overall frame is provided with a protective mesh-guard to safeguard against the
trackside ballast hits.
6. Adequate space is maintained on the panel for interchange ability of the DV with that
of other approved manufacturers as per the specification
7. The positioning of the DV on the brake frame is made in such a way that the releaser
lever arrangement can be attached even to this frame without any change.
8. Overall size of the Brake Panel is reduced from 765 x 472 x43 mm to 480 x 350 x 72
mm to facilitate easier handling during maintenance.
9. The compact size of the brake panel has permitted a simplified design of the protective
cover instead of the current method of the sliding Door, Locking arrangement etc. as
used in the current supplies. All the critical Isolating cocks are totally concealed from
the free accessibility.
10. BP Isolating cock locking arrangement to avoid un-authorised operation.
11. The reservoirs (75 and 125 ltrs) are mounted at the top side of the frame to facilitate
easy removal for servicing. The design adopted is positive holding principle.

Part III
(Escort Air Brake System)
(Ref: Escort Maintenance and User Manual for Air Brake system for LHB Coaches on IR)

Contents

1.0 Introduction 203
2.0 BRAKE PANEL 203
2.1 DISTRIBUTOR VALVE WITH RELAY VALVE KE 203
2.2 CONTROL RESERVOIR 204
2.3 ISOLATING COCK 204
2.4 CHECK VALVE 205
2.5 CHECK CONNECTION / TEST FITTINGS 205
2.6 AUXILIARY RESERVOIR AND DRAIN COCKS 205
5.3 2.7 AIR BRAKE HOSE COUPLING 205
2.8 ANGLE COCK 206
2.9 PASSENGER EMERGENCY EQUIPMENT 206
2.10 EMERGENCY BRAKE ACCELERATOR (EBA) 206
2.11 BRAKE INDICATOR 213
2.12 FLEXIBLE HOSE 213
2.13 DISC BRAKE EQUIPMENT 213
2.14 BRAKE CYLINDER 221
3.0 WHEEL SLIDE PRTECTION SYSTEM 221
3.1 COMPONENTS FOR WSP UNIT. 221
3.2 WSP PUTTING INTO OPERATION 222

1 INTRODUCTION
The system proposed for the high speed passenger coaches of Indian Railways stock is derived
from the layout shown on IR Drawing No. SK – 85155 and incorporate variations to meet the
requirements of RCF and RDSO specifications as shown on the schematic diagram 2EB6527 /
2EB6530 and described herein.
The brake system of coaches is controlled by the air pressure in the air brake pipe acting within
a distributor valve. To cause a brake application, the air pressure in the air brake pipe is reduced
and the distributor valve then applies the auxiliary air reservoir pressure to the brake cylinder.
When the brake pipe pressure is held steady at a pressure below the minimum reduction pressure
then the brake application is also held at proportional level.
To release the brakes, the drivers brake valve causes the pressure in the brake pipe to increase
thus providing reduced brake application or a complete release dependent upon the brake valve
position selected. A gradual brake application or brake release can be achieved only from the
drivers brake valve.
2 BRAKE PANEL
The panel contains the items as shown on the schematic. Incorporation of these within a panel
gives a tidier appearance and allows vulnerable items to be easily protected against damage from
stones and other flying debris.
2.1 DISTRIBUTOR VALVE WITH RELAY VALVE KE
1. A UIC approved KE distributor valve is used, which varies the brake cylinder pressure
in response to change in air brake pipe pressure. The KE distributor valve are the most
widely used DV in UIC countries around globe and their population around the world
over 1 million. This range of DV complies with all UIC requirements.
2. The basic DV of ESCORTS design has some excellent features like.
3. Max. Pressure limiter, resulting in limiting of max. BC pressure to require value
irrespective of BP pressure.
4. Material is Aluminium casting which means lightweight and negligible scrap value and
not being prone to pilferage. This improves the reliability of the brake system.
5. The relay valve is universal type, which can fill any size of brake cylinder irrespective
of application and release times.
Figure 2: Distributor Valve with Relay Valve KE
2.2 CONTROL RESERVOIR

A 6 ltrs. Control reservoir is fitted to the brake panel for the use of the distributor valve.
Figure 3: Control Reservoir
2.3 ISOLATING COCK

The isolating cock enables the auxiliary reservoir to be isolated from the feed pipe.
Figure 4: Isolating Cock

2.4 CHECK VALVE

The check valve is a non-return valve, which prevents the loss of air from the reservoirs in
case of leakage or pressure drop in the feed pipe.
2.5 CHECK CONNECTION / TEST FITTINGS

Check connection with dummy plugs on chains are provided for monitoring the following:
1. Control reservoir pressure.
2. Auxiliary reservoir pressure.
3. Brake cylinder pressure.
2.6 AUXILIARY RESERVOIR AND DRAIN COCKS

The auxiliary reservoir of capacity 125 & 75 LTRS ltrs. are charged from the feed pipe at the
rate of 6 kg/cm2 and also from the brake pipe through the DV at the rate of 5 kg/cm2. a manual
drain-cock is provided to on each auxiliary reservoir to allow the condensate to be drained from
the reservoir.
Figure 5: Auxiliary Reservoir
Figure 6: Drain Cock
2.7 AIR BRAKE HOSE COUPLING

The BP and FP hose couplings are fitted on either end of the coach.
Figure 7: Air Brake Hose Coupling

2.8 ANGLE COCK
Angle cock are fitted at either end of both the air brake pipe and feed pipe and are used during
coupling or uncoupling of coaches. When open they provide an unobstructed flow of air; when
closed the air pipe is isolated and any pressure in the air brake hose is vented to atmosphere.
Figure 8: Angle Cock
2.9 PASSENGER EMERGENCY EQUIPMENT

There is one passenger emergency alarm signal device situated on the Endwell of the coach and
these allow a passenger to stop the train with max. braking power in case of emergency. The
passenger emergency valve is connected to an emergency brake valve which opens the brake
pipes to atmosphere.
2.10 EMERGENCY BRAKE ACCELERATOR (EBA)

Emergency brake accelerator (EBA) is a device, which decreases the brake application time on
the bogies, in order to stop trains safely within minimum stopping distance.
Emergency brake accelerator is mounted on the brake pipe as shown in schematic (Refer Fig 9).
When a fast pressure reduction of the BP line pressure takes place, which is equal to an
emergency brake application, the emergency brake accelerator supports this pressure reduction
and vents the brake pipe pressure (air) via a large orifice O (Refer Fig 12). If Pressure reduction
in BP line is not up to emergency level (e.g. service brake application), EBA will not actuate.
The emergency brake accelerator will stop to vent the brake pipe between 2.5 kg/cm2 bar to 1.5
kg/cm2 of Brake pipeline pressure.
2.10.1 SCHEMATIC

Figure 9: Schematic for EBA
Fig.9 represents the Schematic layout of the braking system of a coach (motor coach as well as
AC coach); EBA is mounted on BP line as shown in series.

Figure 10: Air Brake Equipment Layout for LHB AC/Non-AC Coaches Fitted with Axle
Mounted Disc Brake

PART LIST FOR LHB AC/NON AC COACHES FITTED WITH AXLE MOUNTED
DISC BRAKE
SR.NO. POSN. ITEM DESCRIPTION QTY.
1 C1 HOSE CONNECTION ½”X600MM 4
3 C3, C6 BRAKE UNIT KBZ 10J 400 I; WITHOUT HAND 4
BRAKE AND WITHOUT SIGANALING DEVICE
4 C4, C6 BRAKE UNIT KBZ 10J 400 I; WITHOUT HAND 4
5 B10 BRAKE PANEL 1
6 B10-1 DISTT. VLV. KE1IPKSL WITH RELAY VLV. KR1D 1
AND MOUNTING BKT.
7 B10-2 CHECK VALVE (IN MANIFOLD ASSEMBLY) 2
8 B10-3 ISOLATING COCK W/O VENT (IN MANIFOLD 2
ASSEMBLY)
9 B10-9 FILTER (1 NO.- MANIFOLD ASSY; 1NO. ON MAIN 2
PANEL)
10 B10-4 MANIFOLD ICV (ISOLATING COCK WITH VENT 2 1
NOS.)
11 B10-5 PRESSURE SWITCH 1.8-1.3 BAR 1
12 B10-6 TEST FITTING K1E 4
13 B17 CONTAINER FRAMECONSISTING OF BRAKE 1
PANEL FOR POWER CAR WITH ACCESSORIES FOR
MOUNTING
14 B3 AIR RESERVOIR 75 L. 1
17 B6 CUT OFF ANGLE COCK HK4 –TR (1¼”) 8
18 B7 AIR BRAKE HOSE COUPLING FP 4
19 B8 AIR BRAKE HOSE COUPLING BP 4
20 B9A BRAKE INDICATOR (DOUBLE WINDOW) 2
21 B15 EMERGENCY BRAKE ACCELERATOR EBA S/L 1
WITH BKT.
22 B16 ISOLATING COCK 1” 2
23 N1 EMERGENCY BRAKE CABLE BOX NPZ1-S 1
PNEUMATIC WITH SWITH (PULL BOX)
24 N2 PASSENGER EMERGENCY BRAKE VALVE NB12A 1
25 G1 MAIN CONTROL UNIT 1
26 G2 PNEUMATIC CONTROL UNIT (DUMP VALVE) 4
27 G3 TOOTHER WHEELS 4
28 G4 JUNCTION BOX (SPEED SENSOR) 4
29 G5 SPEED SENSOR 4
30 G6 JUNCTION BOX (PNEUMATIC CONTROL UNIT) 4


PART LIST LHB COACHES FITTED WITH AXLE MOUNTED DISC BRAKE (POWER CAR)
SR.NO. POSN. ITEM DESCRIPTION QTY.

C3, C6 BRAKE UNIT KBZ 10J 400 L; WITHOUT HAND 4
3 C4, C6 BRAKE UNIT KBZ 10J 400 L; WITHOUT HAND 2
4 C5- BRAKE UNIT KBZ 10R 400 L; WITH HAND BRAKE 1
1,C6 AND WITH SIGANALING DEVICE
5 C5- BRAKE UNIT KBZ 10R 400 L; WITH HAND BRAKE 1
2,C6 AND WITHOUT SIGANALING DEVICE
6 B10 BRAKE PANEL 1
7 B10-1 DISTT. VLV. KE1IPKSL WITH RELAY VLV. KR1D 1
AND MOUNTING BKT.
8 B10-2 CHECK VALVE (IN MANIFOLD ASSEMBLY) 3
9 B10-3 ISOLATING COCK W/O VENT (IN MANIFOLD 2
ASSEMBLY)
10 B10-9 FILTER (1 NO. - MANIFOLD ASSY; 1NO. ON MAIN 2
PANEL)
11 B10-4 MANIFOLD ICV (ISOLATING COCK WITH VENT 2 1
NOS.)
12 B10-5 PRESSURE SWITCH 1.8-1.3 BAR 1
13 B10-6 TEST FITTING K1E 4
14 B11.B AIR RESERVOIR 6 L. (CR) 1
15 B17 CONTAINER FRAMECONSISTING OF BRAKE 1
PANEL FOR POWER CAR WITH ACCESSORIES
FOR MOUNTING
19 B6 CUT OFF ANGLE COCK HK4 –TR (1¼”) 8
20 B7 AIR BRAKE HOSE COUPLING FP 4
21 B8 AIR BRAKE HOSE COUPLING BP 4
22 B9A BRAKE INDICATOR (DOUBLE WINDOW) 2
23 B9B BRAKE INDICATOR (SINGLE WINDOW) 2
24 B13 PRESURE GAUGE FOR BP,FP & BC 1 EACH
25 B15 EMERGENCY BRAKE ACCELERATOR EBA S/L 1
WITH BKT.
26 B16 ISOLATING COCK 1” 1
27 N3 ISOLATING COCK ½” 1
28 N4 GUARD’S EMERGENCY ISOLATING COCK 1
29 G1 MAIN CONTROL UNIT 1
30 G2 PNEUMATIC CONTROL UNIT (DUMP VALVE) 4
31 G3 TOOTHER WHEELS 4
32 G4 JUNCTION BOX (SPEED SENSOR) 4
33 G5 SPEED SENSOR 4
34 G6 JUNCTION BOX (PNEUMATIC CONTROL UNIT) 4
35 G7 ROLLER LEVEL VALVE 1

2.10.2 COMPONENTS DESCRIPTION:
EBA assembly comprises of following main components
Figure 12: Installation layout for EBA
2.10.2.1 MAIN HOUSING

It is the main body of EBA, consisting of Pilot valve, intermediate housing, rapid venting
valve, and all other parts assembled on it for required function.
2.10.2.2 INTERMEDIATE HOUSING

Intermediate housing is a body assembled on Main Housing, separated with it by a diaphragm
of valve stem assembly, creating two sections i.e. Chamber 1 and Chamber 2.
2.10.2.3 PILOT VALVE

Pilot valve ensures that the chamber 2 of EBA does not get charged beyond 6±0.2 Kg/cm2 even
if the main line pressure goes beyond this limit. It is a one-way operating valve and keeps
chamber 1 and chamber 2 connected always, till chamber is in pressure range of 0-6±0.2 Kg/cm2.
It Consists of Piston sub assembly arrangement, which ensures one-way movement.
2.10.2.4 VALVE STEM ASSEMBLY

This assembly consists of top valve plate, bottom valve plate, valve stem and a diaphragm in
between these two plates, all these parts assembled on the valve stem. This assembly separates
the Main housing and Intermediate housing, as a diaphragm sealed on top of the base body, if
pressure difference takes place in between two sections, this assembly provides a linear motion
accordingly.
2.10.2.5 MOUNTING BRACKET

Mounting bracket is used for mounting EBA valve at the prescribed position on the frame. It
consists of main exhaust port, which exhaust the air vertically downward.
2.10.2.6 RAPID VENTING VALVE
Rapid venting valve is used for venting the air trapped in Control chamber 2 after emergency
brake application.
2.10.2.7 CONTROL CHAMBER 1

The control chamber 1 of Emergency Brake Accelerator (EBA) is connected with Brake
Pressure line (BP) normally at pressure of 5 Kg/cm2.
2.10.2.8 CONTROL CHAMBER 2

This control chamber 2 of Emergency Brake Accelerator (EBA) is on the lower side of the valve.
The pressure of this chamber builds up by BP through the Pilot valve, and this pressure is
equivalent to pressure in control chamber 1. Generally for applying brakes BP is reduced to a
certain rate, simultaneously chamber 2 gets isolated from BP Line, and a pressure difference
takes place between both chambers.
2.11 BRAKE INDICATOR

UIC pattern twin brake indicator are fitted on each side of the Bogie and give indications for the
brakes on each bogie, when the brakes are applied red indication is shown and when the brakes
are released a green indication is shown.
Figure 13: Brake Indicator
2.12 FLEXIBLE HOSE

Flexible hose in the pipe between pneumatic valve and bogie provide a flexible coupling
between the body and the bogies. Hoses are used to give a flexible connection between the bogie
and the brake actuator.
2.13 DISC BRAKE EQUIPMENT

Disc brake unit DAKO KBZ 10 (hereafter brake unit) is an active device of railway brake and
serves for braking of the vehicles with disc brake. Its design is made for easy building in to
railway vehicle’s bogie.

Figure 14: Disc Brake Calliper
2.13.1 BRAKE UNIT ARRANGEMENT CONSISTS OF

1. Brake cylinder DAKO BZ 10 with in-built slack adjuster and eventually with hand
brake mechanism and brake signalling device.
2. Transmission levers.
3. Coupling rod with silent block.
4. Pad holders with hangings.
2.13.2 CHARACTERISTICS
1. Easy maintenance
2. Longer life of the crown
3. Inalterability of the hub in its connection-housing
4. Self-cleaning from friction dust as soon as it is formed
5. More steady friction co-efficient.
6. Efficient and accurate braking.
2.13.3 FUNCTION
The brake cylinder is fixed in transmission levers. Transmission levers are connected with
coupling rod, which contains the silent block. The right and left pad holders are fixed at the ends
of transmission levers. Pad holders are closed with simply serviceable closing device of brake
pad. The brake cylinder can be fitted with the hand brake mechanism eventually also with
signaling device DAKO SB- 1 which transfers information about brake status “braked – brake
released” to braking indicators placed on car sides.
2.13.4 OPERATION DESCRIPTION

2.13.4.1 BRAKING
Compressed air comes into brake cylinder and piston tube with the spindle moves forward with
its acting. This movement is transmitted to the transmission levers and also to the pad holders
with brake pad, which are adjacent to brake disc.
2.13.4.2 BRAKE RELEASE

The power decreases with decreasing of air pressure in brake cylinder. The return spring presses
over the transmission levers into releasing position after disengaging of brake pads.
2.13.4.3 BRAKING WITH HAND BRAKE

The power is lead on the hand brake’s lever with cable hose. Cable hose Bowden is fixed to
support, the led power causes the hand brake lever movement of brake cylinder. The power is
transmitted with help of transmission levers onto brake pads, which cause the brake effect.
2.13.4.4 RELEASING OF HAND BRAKE

The brake cylinder returns by release of cable hose and by means of return spring back to its
original position. Simultaneously, also the hand brake mechanism returns into its original
position.
2.13.4.5 OPERATION OF SIGNALING DEVICE

The signalling device is placed on the brake cylinder bottom. In the position “brake released”
the mechanism of the signalling device is held in such position that the inlet is closed and the
outlet is connected with the venting hole. In the position “braked” the inlet is connected with
the outlet and the venting hole is closed. Operation of the signalling device is the same for
braking both with air pressure and the hand brake mechanism.
2.13.4.6 SETTING UP OF WORKING STROKE

Working stroke of brake cylinder piston consists of the stroke necessary for brake pads adjacent
including clearance determination of leverage and of the stroke for total leverage elasticity size.
2.13.4.7 ASSEMBLY TO THE CAR

The disc brake units are mounted into the bogies or directly on railway cars in customer’s
workshops. The spindle of brake cylinder is screwed as deep into brake cylinder as possible.
Disc brake unit is fixed into the bogie or railway car with pad holder hangings and coupling rod.
The pins of hangings are assured with split pins.
The transmission levers free movement is checked. If the brake unit is equipped with hand brake
mechanism, the cable hose is fixed by means of the pin to the hand brake lever and the end of
Bowden by means of screws to the support on the brake cylinder. If the brake cylinder is fitted
with the signalling device then the inlet is connected with the auxiliary reservoir and the outlet
with the inlet of the braking indicator. The dispatch plug is taken out of inlet neck and brake
unit is connected by means of fitting and hose coupling with brake system.
2.13.4.8 BRAKE UNIT ASSEMBLY

Assembly is made according to valid assembly drawings of parts, which are interchangeable
and comply with producer drawing documentation. The parts have to be removed of all
impurities, dust and chips. All parts are painted with painting according to approved painting
procedure before the assembly (except active areas). Pins, springs and connecting material are
protected with zinc-coat. Bushes are alkaline oxidised.
Slide and active areas are lubricated with lubricant RENOLIT HLT2 massively.
During the assembly, it is necessary to keep individual positions of brake unit arrangement
including right position of brake cylinder and hand brake mechanism.
2.13.5 TOOLS
1. Common locksmith tools (spanners, screwdrivers, pliers)
2. Torque spanner up to 200 Nm.

2.13.6 TESTING
Every new or repaired brake unit must be tested at the producer’s or contracted repairer’s
workshop according to the relevant producer’s test procedure. Followings tests are carried out:
1. Visual check
2. Test of function and check of clearance between brake pads and the brake disc.
Every brake cylinder is tested on the test stand before mounting to leverage according the
relevant producer’s test procedure.
2.13.7 DISMANTLING
2.13.7.1 REMOVING OF BRAKE UNIT OUT OF THE CAR
The removing of brake unit out of the car is made in opposite process than the assembly.
2.13.7.2 DISMANTLING OF BRAKE UNIT

Dismantling is made in compliance with valid assembly drawings in opposite order
than the assembly.
2.13.8 SERVICE AND MAINTENANCE

2.13.8.1 IN THE COURSE OF OPERATION
At the exchange or setting on the new brake pads proceed as following:
1. The arresting pawl is unfixed.
2. The spindle is screwed into brake cylinder as deep as possible with turning of
regulating rose.
3. Brake pad is exchanged.
4. The required remote distance 2 ± 1 mm is set on each side of brake disc by means
of regulating rose;
5. The spindle is again ensured by releasing of arresting pawl and by turning of
regulating rose of approx. 1/2 revolution.
During each inspection the completeness of brake unit is checked. Because of the failure or after
certain years of operation, the brake unit is taken out of the car and sent for repair to the producer
or to the specialized workshop, which has authorization for repairs of brake units.
In the course of operation it is necessary to renew the lubrication on the sliding areas of the pins
and the bushes every half-year. The wear of bushes and pins decreases in such way and the
origin of corrosion of working areas is forestalled. The long-term service life of mentioned parts
rises and the time difficulty of the repair after 6 year decrease.
In case of excessive operational pollution the producer recommends to deprive the brake unit of
outer impurities and renew the lubrication on the sliding areas of the pins and the bushes during
regular checking inspections.
2.13.8.2 IN THE REPAIRING PLANT

The brake unit is dismantled here; its parts are cleaned and checked. Worn or damaged parts
will be repaired or changed. Cleaners cannot disturb material of rubber parts, eventually of
paintings.
Parts are repaired, when the wear is so large, that operation till further inspection cannot be
assured. The producer recommends renewing the painting of parts with painting according to
approved painting procedure during this repair. It is necessary to renew the anticorrosive
protection on the pins, connecting material and other parts, which are zinc-coated, again. The
long-term service life of mentioned parts increases in such way. The above-mentioned
recommendations are based on producer’s knowledge concerning to long-term monitoring of
wear of brake unit parts. The result of this matter is that wear of parts´ working areas is minimal,
the majority of parts can be used during several inspection periods, but it is necessary to forestall
the origin of deep corrosion.

2.13.8.3 PERMISSIBLE WEAR OF MAIN PARTS
Almost all working areas of brake units are worn in type pin – bush:
1. Permissible wear of pins: - nominal dimension –0,5 mm;
2. Permissible worn of - nominal dimension +0,7 mm. bushes
It is also to be noted that other parts need repair or change if

1. Moving parts appear abnormally worn out on the mating parts.
2. Damages / abnormal wear in threaded portion on components
3. Abnormality in rubber items like Gaskets, Diaphragms, etc.
2.13.8.4 SPARE PARTS

The spare parts order has to contain:
1. Part name
2. Drawing No.
3. Quantity
Spare parts are ordered according to spare part list as below:
SPARE PART LIST FOR DISC BRAKE UNIT AC CAR

Position Name Drawing No Qty

1 Disc Brake cylinder(without hand brake) 2EB8343 1
2 H Lever Big-LH 2EB9944 1
3 H Lever Big-RH 2EB9945 1
4 H Bracket Medium 3EB9946 1
5 Brake pad holder-RH 2EB9947 1
6 Brake pad holder-LH 2EB9948 1
7 H Lever small 3EB9949 2
8 Pin 4EB9950 4
9 Bolt 4EB9951 2
13 Screw 4EB9952 4
16 Ring 4EB9953 2
17 Insert 4EB9954 4
19 Tab washer 4EB9955 4
20 Disc spring 4EB9956 6
24 Nut M24 IS 2234 2
26 Washer B25 IS 2016 6
27 Washer B34 IS 2016 2
28 Split pin 6.3 x 36 IS 549 4
29 Split pin 5 x 45 IS 549 2
32 Spring dowel sleeve heavy 6 x 50 IS 5988 2
SPARE PART LIST FOR DISC BRAKE UNIT POWER CAR
Position Name Drawing No Qty

1 Disc Brake cylinder(with hand brake) 2EB7058 1
2 H Lever Big-LH 2EB9958 1
3 H Lever Big-RH 2EB9959 1
4 H Bracket Medium 3EB9960 1
5 Brake pad holder-RH 2EB9947 1
6 Brake pad holder-LH 2EB9948 1
7 H Lever small 3EB9949 2
8 Pin 4EB9950 4
9 Bolt 4EB9951 2
13 Screw 4EB9952 4
16 Ring 4EB9953 2
17 Insert 4EB9954 4
19 Tab washer 4EB9955 4
24 Nut M24 IS 2234 2
26 Washer B25 IS 2016 6
27 Washer B34 IS 2016 2
28 Split pin 6.3 x 36 IS 549 4
29 Split pin 5 x 45 IS 549 2
32 Spring dowel sleeve heavy 6 x 50 IS 5988 2

Pad holders lock is opened as closed as below:

BOTTOM VIEW
BRAKE CALLIPER & PAD HOLDER
The calliper complete with pad holder and pads transmits the cylinder force to the brake disc
with an appropriate ratio and adequate friction co-efficient.
Figure 15: Disc Brake Calliper
Figure 16: Disc Brake Pad

2.13.9 TECHNICAL DATA
1. Calliper Ratio 2.17 for AC & Non AC Coaches 2.47 for Power Car
2. Pad material Composite
3. Pad thickness 35 mm
2.13.10 CHARACTERISTICS
1. Easy maintenance
2. Light weight
3. Modern and compact design
4. Easy and fast pad replacement
2.14 BRAKE CYLINDER

The brake cylinder is a pneumatic and mechanical device, used in the braking installation of the
railway vehicles, it is a connection between the pneumatic and the mechanical devices, which
participate in the braking process. Also it is used for braking with the disc brake. The device is
designed so that also three or four discs or brake cylinder can be assembled on one axle.
By using the compressed air from the braking system, the brake cylinder at the same time
provides the needed braking force and performs automatic adjusting of the clearance between
the discs and the shoes, independent of the wearing magnitude or the deformations that appear
in the lever system.
Beside the above mentioned characteristics the brake cylinder can be activated manually as
parking brake, with the especially built in mechanism.
2.14.1 TECHNICAL DATA.

1. Cylinder diameter 10”
2. Maximum regulation Rmax = 160mm
3. Maximum piston stroke Hmax=20mm
4. Maximum operating pressure Pmax=6 bar
5. Clearance adjustment A=0.8mm
6. Lever ratio of the hand brake Ir=6.2
7. Adjuster type Two-way.
3. WHEEL SLIDE PRTECTION SYSTEM

3.1 COMPONENTS FOR WSP UNIT.
The control unit of an electronic WSP controller is primarily designed, tested and for many years
in service with the following components –
3.1.1 MAIN CONTROL UNIT

The wheel slip protection (WSP) control unit is constructed in such a way that it can fit in a 19
inch rack of 3U height. The design is modular for ease of maintenance and according to the
specific requirements of the particular application.
Figure 17: Wheel Slide Protection Control Unit
3.1.2 PRESSURE SWITCH

The pressure switch is connected to the feed pipe of the vehicle and is an integral part of the
system that controls the switching to / from the operating state and electrical energy saving in
stand-by mode. Its contact opens if the pressure falls below specified level, in this case, the
automatic transfer of WSP control unit to stand-by mode is executed. In opposite situation, when
the WSP controller is in stand-by mode, then after closing of the pressure switch contact, the
WSP controller goes to operational mode.

3.1.3 SPEED SENSOR AND TOOTHED WHEEL
Speed sensor GEL2475 is Lenord & Bauer make which converts the speed signal into digital
output for determination of speed by main control unit. The toothed wheel has 80 teeth and it is
mounted on the Axle.
Figure 18: Speed Sensor and Toothed Wheel

Note: - Gap of 0.9 mm to 1.4 mm to be maintained between the toothed wheel and speed
sensor.
3.1.4 DUMP VALVE

The valve allows the connection of distributor valve with brake cylinder, disconnecting (cut-
off) the brake cylinder from distributor valve and exhausting (dumping) the brake cylinder
simultaneously with closing the air inlet from the distributor valve. These modes of three-state
valve are controlled by a pair of solenoid valves according to commands from the control unit.
On the valve carrier, the nozzles regulating the filling and exhausting time of the brake cylinder
are screwed.
Figure 19: Dump Valve
3.2 WSP PUTTING INTO OPERATION

The following section describes the particular steps that need to be executed after correct
mounting the device into the vehicle. Some operating parameters need to be set using the
diagnostic display, which is located on the front panel of the control unit. The use of this
diagnostic display is described very detailed in the next section of this text.
3.2.1 PUTTING INTO OPERATION

The WSP device is put into operation automatically when the main feed pipe pressure exceeds
1.8 ± 0.2 bar and switches off automatically when the main feed pipe pressure reduces below
1.3 ± 0.2 bar.
Switching off of the WSP when the main feed pipe pressure reduces below 1.3 ± 0.2 bar can be
delayed by a user settable Timer Relay (not in our scope) mounted on the Switch Board Cabinet
At the start-up, when the vehicle is at standstill, the control program automatically tests the
status of all its modules, solenoid valves and speed sensors and the test result is stored in non-
volatile memory SRAM and displayed on the control unit.
3.2.2 USER TEST

To start user test, disconnect the X3 connector located in the PSU module and then again connect
it.
All the dump valves are actuated sequentially in during the test. If a malfunction is detected, it
is indicated on the display as a numerical code, these codes are described in detail in following
tables Tab. 1.
The test results are written on the display by two digits according the table below, if no failure
is detected, the 9.9 code is displayed (everything is OK, no previous failures stored in SRAM
memory).
3.2.3 THE MEANING OF INDIVIDUAL FAILURES OF WSP
Error Code Error Description

1.1, 2.1, 3.1, 4.1 Fault in Speed Sensor - axle 1, 2, 3, 4.
1.2, 1.3, 1.5, 1.6 Fault in Dump Valve - axle 1.
9.5 everything is OK, transient error in history
9.9 everything is OK, no previous failures stored in SRAM memory
Tab. 1 List of failures of WSP control unit (all axles)
3.2.4 SRAM CONTENT DISPLAYING

The contents of the SRAM memory are triggered by pressing the "▲" button. Firstly, the date
and time since which the data are stored is displayed.
3.2.5 ERASING THE SRAM CONTENTS

When the whole SRAM contents were displayed, the application software offers the possibility
to erase the memory. During a period of 2.5 seconds, there is an erasing prompt displayed. To
erase the memory, press during this period the buttons "▼" and "◄" in this order and hold them
until the clean memory is displayed.

Part-IV
Latest Improvements/Modifications Carried

out in Axle Mounted Disc Brake System for
LHB Coaches

Overview
Railways/RDSO/Pus have done numerous of modifications in the braking system to overcome
the issues of wheel shelling, WSP defects and brake cylinder pressure. The purpose of these
improvements results in reduction in wheel shelling, effective braking system.
The following measures/improvements are as follows: -
 Non-optimal choke sizes of Dump Valves and obstructions in air-brake piping between
dump valves and brake cylinders.
 Wrong/Loose electrical connections of WSP system.
 Jamming of Brake Calipers/Actuators.
 Poor design of Junction Box prone to dust/water ingress.
Item wise consolidated list of instructions issued by RDSO (2018-19):
1. Switching over to self-lubricating non-metallic bushes in LHB Coaches.

Brake Calipers/Actuators of axle mounted disc brake system with metallic bushes which
need periodic lubrication and attention. Due to grease/oil for lubrication in bushes,
problem of dust ingress has been noticed which may sometimes result in obstruction in
free movement of brake calipers/actuators thus could lead to wheel shelling problem.
To overcome this problem, it is decided to switch over to non-metallic self-lubricating
bushes (polyamide bushes) which are easy to maintain and may not have problems due
to dust accumulation.
(Ref: - RDSO’s Letter No. MC/LHB/Brake dated 06.09.2018).
2. Brake Cylinder Pressure

The various zonal railways /Pus have resorted to reduction in brake cylinder pressure of
LHB coaches from the specified value of 3.0±0.1 Kg/cm2 in an effort to address the
problem of wheel shelling.
Alterations of BC pressure will have implications on Emergency Braking Distance
(EBD). It is reiterated that EBD calculations for LHB coaches have been carried out at
brake cylinder pressure of 3.0 Kg/cm2.
As reduction in brake cylinder pressure may affect the speed potential of LHB rakes, no
such alteration in brake cylinder pressure should be carried out by zonal railways/
Production Units unilaterally unless specifically authorized by RDSO/Railway Board.
Hence, Zonal Railways/ Pus should not resort to alteration in brake cylinder pressure of
LHB Coaches from the specified value of 3.0±0.1 Kg/cm2.
3. Modification in choke sizes of Dump Valves of WSP system.

RDSO monitored field trials were conducted to study the effects of dump valve choke
sizes on wheel shelling in LHB coaches at coaching depots Lucknow/Northern Railway,
Bombay Central/Western Railway and Sealdah/Eastern Railway.
The observations and results of the trials above are detailed in RDSO’s CRR report
RDSO/CG/CRR-18002.
3.1 The optimum configuration for choke sizes of dump valves which leads to
best performance of brake system with minimum shelling is as under:
Brake System Make Exhaust Choke Size Charging Choke Size
KBIL Choke to be removed 9 mm
FTRIL Choke to be removed 9 mm
This requires the following modification in Dump Valve chokes:
Brake System Exhaust Choke Size Charging Choke Size

Make
KBIL Remove existing 7 mm Replace existing 5 mm choke
choke with 9 mm choke.
FTRTIL Remove existing 9 mm Replace existing 6 mm choke

choke with 9 mm choke.
3.2 Action by Production Units

3.2.1 All newly manufactured LHB coaches should be turned out with
modified choke configuration only for brake systems of M/s
FTRTIL and M/s KBIL.
3.2.2 M/s FTRTIL has already been advised to discontinue metallic
type bush design and supply only self-lubricating type bushes for
brake calipers and actuators for all future supplies. This should be
ensured for all new supplies.
3.3 Action by Zonal Railways

3.3.1 Zonal railways are required to carry out the modification in Dump
Valve choke sizes as detailed in para 3.1 above at the earliest by
proper planning. Action needs to be taken at workshops carrying
out SS1/SS2 schedules as well as at coaching depots during
D2/D3 schedules and out-of-course repairs. Priority at depot level
should be given to coaches having repeated shelling.
3.3.2 Based on the experience gained during trials at SDAH/ER, this
modification can be carried out within 2 hrs. per coach. For brake
system of M/s FTRTIL, no additional material is required as the
existing 9 mm exhaust choke needs to be removed from the
exhaust port and refitted in place of existing charging choke. For
brake system of M/s KBIL, this modification requires a suitable
9mm choke to be supplied by OEM, for which zonal railways
should approach the OEM.
3.4 OEMs of brake system have been advised to implement the above for all
new supplies of brake systems as well as in coaches covered under AMC.
They are also being advised to provide assistance for implementing this
modification for other coaches not covered under AMC.
4. Air Brake Pipe and fittings

Deviation in air-brake pipes and fittings between dump valves and brake
cylinders results in choking of BC air pressure and inadequate dumping action
by the WSP. This results in sluggish response of WSP during wheel sliding
causing higher temperatures and consequently formation of martensite.
Main deviations w.r.t that specified in manual of LHB coaches are as under:
 BC line fittings were found as 8mm, 9mm, & 12mm respectively in place
of 18mm (OD) & 15mm (ID).
 Bite joints (Connecting body to bogie) are in excess w.r.t Manual.
 Washers used in flexible hoses get shrunk & perished.
Common defects found that restrict exhaust of air during dumping
I. Obstruction due to poor quality/non-standard nylon washers in flexible hose

connecting pipeline from coach body to bogie.
Action: Good quality Teflon washers to be used.
Fig 1: Obstruction due to perished washers
II. End fittings restricting air flow

Action: Replace with standard fittings as per Manual.

RDSO issued the drawings for revised WSP wiring layout and modified
Junction Box with connectors for implementation of the same in new LHB
coaches and also suggested for suitably re-locating the Junction Boxes without
affecting the fitment and operation of WSP system as the cases for Vandalism,

hitting and damage (as they were located in lifting & footstep positions of the
coach) of the same reported by zonal railways.
PUs to ensure that all newly manufactured LHB coaches should be turned out
with standard sizes of piping and end fittings.
Coaching depots of zonal railways are required to identify existing coaches
having these deviations (starting with coaches prone to wheel shelling) and
rectify them. Workshops to ensure 100% attention in this regard before turning
out the coaches.
4.1 Modification in air brake pipeline & associated fittings in LHB coaches.
RDSO vide letter No. MC/LHB/Brake dated 24.06.2019 issued modification
for air brake pipeline & associated fittings in LHB coaches.RDSO studies on
wheel shelling which established that the flexible air hose (600 mm)
connecting body to bogie of LHB coaches provided with washer
(Nylon/Teflon) at hose ends adversely affects the post-dump release time by
upto 300ms as washers get perished/shrunk due to over tightening and routine
maintenance during service. This leads to blockage of air passage and thus
causes brake binding/wheel shelling. The existing flexible pipeline joints are
also not metal to metal joints as recommended by M/s Alstom.
RDSO has finalized standard piping layout in consultation with air-brake
OEMs, and also validated the same at RCF/KXH by fitment trials.
Standardized flexible hoses which are interchangeable across the existing
LHB brake system suppliers have been developed as Drg.No. CG-19036
(Flexible Hose-650 mm for Bogie) & Drg.No.CG-19037 (Flexible Hose 500
mm for Brake Actuators).
Details of standardized flexible hoses:
Sr.No Drawing/Part No.
A M/s Knorr-Bremse M/s Faively Transport M/s Escorts
Flexible Hose (650 mm)- for body to bogie.
KP0274893 FT0052512-001 1J112000031
B Flexible Hose (500 mm)- for Brake Actuators
KP0313153 FT0052512-002 3EB9942
Note: the upgraded flexible hose should only be procured from RDSO approved sources
for Axle Mounted Disc Brake system to ensure quality of this critical item.
Production units should immediately switchover to the above piping scheme for all new
LHB design coaches. Zonal railways may take following action for retro fitment:
a. For Coaches covered under AMC: Modification shall be carried out by OEMs during
the scheduled visits as agreed by OEMs vide MoM meeting at RDSO dt.12.06.19.
b. For other coaches: Modification is to be carried out by zonal railways in coaching
depots & workshops by procuring the aforesaid hoses from any of the existing LHB
brake system suppliers as detailed above.
4.1.1 Flexible Air Hose (600 mm) for Bogie

Existing design of flexible air hose (600 mm) which is used to connect the air brake
pipe running out from the Dump Valve fitted on underframe to bogie is having
Nylon/Teflon washers.
During the field studies by RDSO, following problems are observed with the
existing hose results in restriction in smooth air flow in pipe line and ultimately
affects the performance of brake system which may leads to wheel shelling in case
of wheel slip:
Sr.No Observat Causes Photographs
ions
I Less Insufficient air flow
inner passage
diameter
II Washers The Nylon/Teflon

washers provided inside
the hose gets
perished/shrink due to
over tightening or during
in service of the coach,
which results in blockage
of the air passage and thus
to inoperativeness of
brake cylinders.
III More Restriction in air flow &

nos. of more chances of
pipe occurring leakages.
joints/fitti
ngs
To overcome above issues, RDSO has developed a standard design of flexible

hose (Drg.No. CG-19036) which is interchangeable across all existing LHB
brake suppliers. Further, based on the fitment trials done at RCF/KXH no. of

pipe joint fittings have also been reduced from 9 to 6 to ensure unrestricted &
leakage free air flow in brake system.
The upgraded flexible air hose for bogie has following advantages:
 Bigger Inner diameter: Sufficient air flow passage- The diameter of

hose was increased from 9mm to 12 mm.
 No washers: Avoids blocking of air passage and increase smooth
operation of brakes-The new hose eliminates the use of washers and have
M26 (F) type ferrule arrangement at both ends.
 Less pipe joints/fittings: Avoids air flow restrictin & leakages-By the
use of upgraded hole associated joints/fittings for air connections were
reduced from 9 to 6 nos.
 Increase in hose length: Avoids stretching & rupture-The length of
upgraded hose was increased from 600 to 650 mm, as in original Alstom
design and also to avoid stretching & rupture of the hose.
 Details of existing vis-à-vis modified pipe line arrangement from the Dump
valves to the other end of flexible hose connecting bogie is as under.
Existing Arrangement (fig 1) Modified Arrangement (Fig 2)

Modification Procedure for the aforesaid marked portion
 For new LHB coaches:

 Provide arrangement as per Fig 2.
 For existing LHB coaches:
 Remove the M26(F) ferrule of elbow (item no.4 of Fig1) at flexible hose end
of coach side, thus it becomes item no.9 of Fig 2 and therefore there is no
need to purchase a new item.
 Connect the new flexible hose (item no.8 of Fig 2) one end at elbow end
(coach side), and connect other end directly in clamp nut of the bogie end
side, as illustrated in above figure 2.
Note: - Recommended thread sealent must be used. Ensure that SS pipe (item no. 3) is
adequately clamped & supported close to item no. 9 of Fig.2.
Note: - The above mentioned modification & qualities are for one side of pipe
arrangement from Dump Valve to bogie connection. There are a total of 4 such
connections per coach, i.e. 2 per bogie.
4.1.2 Flexible Air Hose (500 mm) for Brake Actuators

Existing design of flexible air hose (500 mm) which is used to connect the air
brake pipe (brake cylinder pipe) of bogie to brake cylinders/actuators also varies
with suppliers. During the aforesaid discussed study, it was noted that the size of
the hose (Inner diameter) varies from supplier to supplier which results in
variation of charging/venting of dump valves affecting the optimum working o
WSP. It is also found that consequent to optimization of dump valves chokes
sizes, clear opening of 12 mm is required in the above flexible hose.
To overcome above issues, RDSO has developed a standardized the design of

flexible hose (Drg.No. CG-19037) which is interchangeable across all existing
LHB brake suppliers. Modified hose has opening (inner diameter) of 12 mm to
match the optimized dump valve choke sizes.
Conclusion
Implementation of the above air brake piping modifications results in:

a. Reduction in pipe joints/fittings.
b. Elimination of the use of washers in flexible hoses.
c. Clear openings in flexible hoses.
d. Interchangeability across LHB brake suppliers.
The above modifications (along with choke size modifications circulated earlier)
result in quicker response of venting of air from brake actuators on generation of
‘dump’ command from the WSP by approx. 300ms, which substantially improves
the control action of the WSP and reduces wheel shelling.




Revised Drawing No: - CG-19036 as per RDSO’s Letter No. MC/LHB/Brake dated
27.08.2019

Revised Drawing No: - CG-19037 as per RDSO’s Letter No. MC/LHB/Brake dated
27.08.2019

5. Ensuring Integrity of Electrical connections of WSP System and free movement of
brake callipers
The trials bring out that integrity of electrical connections of WSP system and free
movement of brake calipers during brake application/release are absolutely vital in
reducing wheel shelling. Zonal railways need to launch a special drive to ensure this.
It has also been reported that train examiners in some depots are not taking responsibility
of WSP electrical wiring/Junction Boxes. It is clarified that all wiring after 110V DC
power connection to the WSP unit is the responsibility of the train examiner. Zonal
railways to ensure.
(Ref: - RDSO letter no. MC/LHB/Brake dated 27.09.2018)
6. Revised wiring layout with Modified Junction Boxes
Railway Board instructed RDSO to examine the problem of wheel shelling and to study
the design of connector of WSP system and suggest ways and means to overcome
problem of loosening of connections in LHB coaches.
In connection to this, RDSO has developed the revised WSP wiring layout with modified
connectors in consultation with LHB brake system suppliers. Successful fitment trial
was done at MCF/RBL & RCF/KXH for the one coach set material (each) with modified
WSP wiring, junction box and mil-grade connectors supplied by M/s FTRTIL and M/s
KBIL respectively.
The revised WSP wiring and modified junction box layout has following
features:
i. IP67 grade Junction Boxes as per RDSO drawing (Drg.No. CG-19005 Alt 1).
ii. The numbers of Junction boxes reduced to four from six, to therefore only
one junction box has all the connections (i.e Dump Valves, Speed Sensor &
Power Panel) per axle.
iii. Mil-grade type connectors.
iv. Revised wiring layout for WSP system to be as per RDSO drawing (Drg. No. CG-
18246 Alt.)
v. The above layouts and drawings are standardized across all type of LHB coaches.



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IRCAMTECH/M/GWL/2016/Air Brake/LHB/2.

Revision of Hand Book

Maharajpur, Gwalior – 474005 (INDIA)

Handbook on Air Brake System of LHB Coaches/1

Place: CAMTECH/GWL (Jitendra Singh)

Handbook on Air Brake System of LHB Coaches/2

The purpose of this revision of maintenance is to enhance knowledge and competence of

Handbook on Air Brake System of LHB Coaches/3

CAMTECH/2016/Mech/Air Brake /LHB)/1.0/C.S. # XX date …………….

Handbook on Air Brake System of LHB Coaches/4

Part-I Air Brake System of LHB Coaches (Knorr Bremse)

Part-II Air Brake System of LHB Coaches (FTIL)

Part-III Air Brake System of LHB Coaches (Escort)

Part-IV Latest Improvements/Modifications carried out in Axle

Handbook on Air Brake System of LHB Coaches/5

Air Brake System for LHB Coaches

Handbook on Air Brake System of LHB Coaches/6

Handbook on Air Brake System of LHB Coaches/7

Figure 1: Rake formation of an LHB train

Handbook on Air Brake System of LHB Coaches/8

2.0 Safety instructions

9. Beware of physical injuries that may have fatal consequences.

3.0 Auxiliary Working Material

Handbook on Air Brake System of LHB Coaches/10

4.0 General Tools Required

1. Resetting Key for Pilot Valve passenger Alarm

3. Allen Key Set size 1.5 to 10

4. Socket Set (Small)

5. Filler Gauge of 25 Blades

6. Standard Pipe Wrench 12" and 18"

7. Hammer Wt. 800 Gm.

8. Mallet size 30mm

9. Allen Key Socket 1/2" size 5, 6, 8, 17

12. Nose Plier Bent (Inner& Outer)

14. Screw Driver

18. Ratchet Handle size 1/2"

19. Adjustable Spanner 0 - 30 mm ( 10 Inch)

20. Adjustable Spanner 0 - 43 mm ( 15 inch)

21. Adjustable torque wrench 135-540 NM

22. Adjustable torque wrench 50 -225 NM

23. Torque wrench ( 475-1015 NM )

Handbook on Air Brake System of LHB Coaches/11

5.0 Removal and Cleaning

6.0 Inspection / Replacement of Components

Handbook on Air Brake System of LHB Coaches/12

7.0 Storage of Material

(A) STORAGE OF RUBBER ITEM

(B) STORAGE OF OTHER BRAKE ITEM

Handbook on Air Brake System of LHB Coaches/13

The brake system of the coaches is compatible with locomotives.

 Brake Control Equipment

 Bogie Mounted Brake Equipment

 Wheel Slide Protection Equipment

The friction brake system performs the following basic functions:-

Handbook on Air Brake System of LHB Coaches/14

(A) Disc Brake system Description

1.1 Car equipment

1.1.1 Brake pipe, feed pipe with Auxiliary Reservoir

1.2 Bogie equipment

1.3 Anti-slip device

B. Principal Characteristics of the brake system

The brake system is a KE1I – P – (D) system. It stands for:

KE1I KE distributor valve series for India