A Mini Project Report on

Air Brake System used in Diesel Locomotives

Submitted to
Jawaharlal Nehru Technological University, Hyderabad
In partial fulfilment of the requirements for the award of degree of
BACHELOR OF TECHNOLOGY
In
MECHANICAL ENGINEERING
Submitted by

KONDI NAVEEN
(20B65A0311)
Under the esteemed Guidance of

Professor & Guide

DEPARTMENT OF MECHANICAL ENGINEERING

NALLA MALLA REDDY ENGINEERING COLLEGE

(Affiliated to JNTUH, Hyderabad & Approved by A.I.C.T.E)

(Accredited by N.B.A & Graded “A” by NAAC)

DIVYA NAGAR, GHATKESAR (MANDAL), MEDCHAL-MALKAJGIRI (DIST)-500088

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NALLA MALLA REDDY ENGINEERING COLLEGE
(Affiliated to JNTUH, Hyderabad& Approved by A.I.C.T.E. New Delhi)
(Accredited by N.B.A., New Delhi & Graded “A” by NAAC)
DIVYA NAGAR, MEDCHAL (DIST), Hyderabad-500088

DEPARTMENT OF MECHANICAL ENGINEERING

CERTIFICATE

This is to certify that the Mini Project entitled “Air Brake System used in Diesel
Locomotives” is a bonafide work carried out by Kondi Naveen (20B65A0311)
is submitted in partial fulfilment for the award of Degree of BACHELOR OF
TECHNOLOGY in MECHANICAL ENGINEERING by JAWAHARLAL
NEHRU TECHNOLOGICAL UNIVERSITY, HYDERABAD, during the
academic year 2021-2022.

Dr.S.VENKAT PRASAT Dr. T.V.S.M.R BHUSHAN

Professor & Guide MTech, Ph.D., MISTE

Associate Professor and HOD

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 ACKNOWLEDGEMENT

With the deep sense of gratitude, I acknowledge the guidance, help and
active cooperation by the following people whose guidance has sustained the
effort which led to the successful completion of this work.
I am very thankful to my guide Dr.S. VENKAT PRASAT, professor in
Mechanical Engineering Department, Nalla Malla Reddy Engineering College,
for his valuable guidance and suggestions.
I specially thankful to Dr. T.V.S.M.R BHUSHAN, Associate Professor
and Head of Mechanical Engineering Department during the progress of
project, for his timely suggestion and help inspires us to complete this project.
I wish to express my sincere gratitude to Dr.M.N.V. RAMESH,
Principal, Nalla Malla Reddy Engineering College, for his consistent help and
encouragement.

KONDI NAVEEN
(20B65A0311)

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 ABSTRACT

At Diesel Loco shed, Moula-Ali, I was assigned in the section of Loco Air
Brakes and Compressor and there I studied about the use of Air Brake System
in Diesel Locomotives and its components. The Air Brake System which uses
compressed air is the most advantageous braking system among other braking
systems used before in Locomotives and it is the standard braking system used
in Locomotives all over the world.

This comprehensive mini project report consists the complete details about
the working, maintenance and overhauling of Loco Air Brakes and
compressor.

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 TABLE OF CONTENTS

PUBLICATION RIGHTS: 01

CERTIFICATE: 02

ACKNOWLEDGEMENT: 03

ABSTRACT: 04

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 INDEX

S.NO CONTENT PG.NO

1. INTRODUCTION 7

2. LOCO AIR BRAKE SYSTEM 8

3. CLASSIFICATION OF LOCO AIR BRAKE SYSTEM 9

4. WORKING PRINCIPLE OF SINGLE PIPE AIR BRAKE SYSTEM 10

5. WORKING PRINCIPLE OF TWIN PIPE AIR BRAKE SYSTEM 13

6. BYPASS TWIN SYSTEM 14

7. COMPONENTS OF LOCO AIR BRAKE SYSTEM 15

8. SALIENT FEATURES OF IRAB-1 SYSTEM 29

9. LOCO AIR BRAKE SYSTEM VALVES 20

10. COMPRESSOR 22

11. TECHNICAL SPECIFICATIONS OF COMPRESSOR 23

12.
MAINTENANCE OF LOCO AIR BRAKES AND COMPRESSOR 24

13.
CONCLUSION 25

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 1. INTRODUCTION

Train braking is a very complex process, and have great importance in stopping
and controlling the trains with heavy load.
The purpose of braking action is to perform controlled reduction in velocity of
the train, either to reach a certain lower speed or to stop to a fixed point. In general
terms, this happens by converting the kinetic energy of the train and the potential
one - in case of circulation on slopes - into mechanical work of braking forces
which usually turns into heat, which dissipates into the environment.
At first, the rather low locomotives power and traction force allowed braking
using quite simple handbrakes that equipped locomotives and eventually other
vehicles of the train. As the development of rail transport and according to
increasing traffic speeds, tonnages and length of trains, it was found that braking
has to be centralized, operated from a single location - usually the locomotive
driver's cabin and commands have to be correctly transmitted along the entire
length of the train.
As a consequence, along the time, for railway vehicles have been developed
various brake systems, whose construction, design and operation depend on many
factors such as running speed, axle load, type, construction and technical
characteristics of vehicles, traffic conditions, etc.
Among various principles and constructive solutions that were developed,
following the studies and especially the results of numerous tests, the indirect
compressed air brake system proved to have the most important advantages.
Therefore, it was generalized and remains even nowadays the basic and
compulsory system for rail vehicles.

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 2. LOCO AIR BRAKE SYSTEM

A Locomotive Air Brake System is a power braking system with compressed

air as the operating medium. Modern trains rely upon a fail-safe air brake system
that is based upon a design patented by George Westinghouse on April 13,
1869. The Westinghouse Air Brake Company was subsequently organized to
manufacture and sell Westinghouse's invention. In various forms, it has been
nearly universally adopted.
A moving train contains energy, known as kinetic energy, which needs to be
removed from the train in order to cause it to stop. The simplest way of doing this
is to convert the energy into heat. The conversion is usually done by applying air
brakes. When the driver operates brake valve the pressure in the brake pipe
reduces and it actuates the brake cylinder and brake cylinder piston pushes the
brake blocks against the rotating wheels. The brake block material creates friction
and converts the kinetic energy into heat. The 19 wheels slow down and
eventually the train stops. The material used for braking is normally in the form
of a block or pad.

Figure 1: Schematic of Loco Air Brake System

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3. CLASSIFICATION OF LOCO AIR BRAKE SYSETM

On the basis of type of release, air brake system is classified as:

a) Direct release air brake system: Direct release brakes mean that if the
pressure in the brake pipe rises by only a couple of pounds, the brakes will
completely release on all cars in the train. Direct release is necessary on longer
trains, like those over about 1000 feet in length, so the brakes will quickly release
and not drag.
b) Graduated release air brake system: Graduated release means that as
the brake pipe pressure rises, the brakes will release in proportion to the pressure
rise. In other words, with a graduated release train, the engineer can partially
release the brakes. Passenger trains are mostly equipped with graduated release,
so the engineer has more control over the train's brakes providing the passengers
for a smooth ride with no slack action. This is particularly useful when arriving
at station stops.

Both Direct and Graduated release are further available in two forms viz:

c) Single pipe air brake system: Single pipe air brake system consists of a
single pipe called Brake pipe runs over the train through which the compressed
air is fed for the application of brakes.

d) Twin pipe air brake system: Twin pipe air brake system consists of two
pipes that is Brake pipe and feed pipe runs over the train. Brake pipe helps in
application of brake and feed pipe is used to fill auxiliary reservoir faster for quick
release of brakes.

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4. WORKING PRINCIPLE OF SINGLE PIPE AIR BRAKE
SYSTEM

The Single Pipe Air Brake System in Locomotive uses only single pipe called
Brake pipe to supply the air which is compressed in the compressor for
application of brakes. The working principle of Single Pipe Air Brake System
consists of three stages. They are:

a) Charging Stage:

Figure 2: Charging Stage

During this stage, brake pipe is charged to 5kg/cm2 pressure with compressor by
operating driver’s brake valve which in turn charges control reservoir and
auxiliary reservoir to 5 kg/cm2 pressure via distributor valve. At this stage, brake
cylinder gets vented to atmosphere through passage in Distributor valve.
In figure 2, the green colour represents the charged compressed air.

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b) Application Stage:

Figure 3: Application Stage

For application of brakes, the pressure in brake pipe has to be dropped. This is
done by venting air from driver’s brake valve. Reduction in brake pipe pressure
positions the distributor valve in such a way that the control reservoir gets
disconnected from brake pipe and auxiliary reservoir gets connected to brake
cylinder. This results in increase in air pressure in brake cylinder resulting in
application of brakes. The magnitude of braking force is proportional to
reduction in brake pipe pressure.
In figure 3, the yellow colour represents the pressure drop in brake pipe and
movement of air in backward direction towards the vent of driver’s brake valve.

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c) Releasing Stage:

Figure 4. Releasing Stage

For releasing brakes, the brake pipe is again charged to 5 kg/cm2 pressure by
compressor through driver’s brake valve. This action positions distributor valve
in such a way that auxiliary reservoir gets isolated from brake cylinder and brake
cylinder is vented to atmosphere through distributor valve and thus brakes are
released.
In figure 4, the black arrow represents the recharging of compressed air and red
arrow represents the exhaust of air from brake cylinder.

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5. WORKING PRINCIPLE OF TWIN PIPE AIR BRAKE
SYSTEM

Figure 5: Schematic of Twin Pipe Air Brake System of Locomotive

After application of the brakes the Auxiliary Reservoir needed to be

refilled/recharged with the compressed air through brake pipe to release the
brakes. Due to the use of single pipe in the system there is a delay in recharging
the Auxiliary Reservoir for releasing the brakes and ineffective operation of the
system, to overcome this problem the Twin Pipe Air Brake System is designed.
The working principal of Twin Pipe Air Brake System of Locomotive is similar
to that of the Single Pipe Air Brake System including the three stages Charging,
Application and Releasing of the brakes. But the only difference in Twin Pipe
Air Brake system is that it contains two pipes which runs parallel to each other
over the train.
As in the figure 5, the blue coloured pipe is Brake Pipe which is charged with
compressed air of pressure 5kg/cm2 by the driver’s brake valve from
Locomotive, the brake pipe is used to fill the Control Reservoir, Auxiliary
Reservoir and to apply and release the brakes of locomotive. The red coloured
pipe is known as Main Reservoir Pipe or Feed Pipe, this pipe is used to fill the
Auxiliary Reservoir with the pressure of 6 kg/cm2. It is equipped with non -
return valve. Feed pipe helps in faster recharging/refilling of Auxiliary Reservoir
to avoid delay in releasing of brakes and to provide efficient operation of the Air
Brake System.
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 6. BYPASS TWIN PIPE SYSTEM

In case due to any reason brake pipe of a coach or any wagon gets damaged or
goes defective, it can be bypassed in twin pipe system and the detachment of the
coach or wagon not be essential as in the case of single pipe system, but in this
case the train will be worked as single pipe system

Figure 6: Failure of Brake Pipe

Figure 7: Bypassed Brake Pipe

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7. COMPONENTS OF LOCO AIR BRAKE SYSTEM

a) Compressor:
The pump which draws air from atmosphere and compresses it for use on the train. Its
principal use is for the air brake system, although compressed air has a number of other uses
on trains.

Figure 8: Compressor in Locomotive

b) Main Reservoir:
Storage tank for compressed air for braking and other pneumatic systems.

Figure 9: Main Reservoir

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c) Equalizing/Control Reservoir:

This is a small pilot reservoir used to help the driver select the right pressure
in the brake pipe when making an application. When an application is made,
moving the brake valve handle to the application position does not discharge the
brake pipe directly, it lets air out of the equalizing reservoir. The equalizing
reservoir is 22 connected to a relay valve (called the "equalizing discharge valve"
and not shown in my diagram) which detects the drop in pressure and
automatically lets air escape from the brake pipe until the pressure in the pipe is
the same as that in the equalizing reservoir.

d) Brake Pipe :

The pipe running along the length of the train, which transmits the variations in
pressure required to control the brake on each vehicle. It is connected between
vehicles by flexible hoses, which can be uncoupled to allow vehicles to be
separated. The use of the air system makes the brake "fail safe", that is loss of air
in the brake pipe will cause the brake to apply. Brake pipe pressure loss can be
through a number of causes as follows:
1. A controlled reduction of pressure by the driver.
2. A rapid reduction by the driver using the emergency position on his brake
valve.
3. A rapid reduction by the conductor (guard) who has an emergency valve at
his position.
4. A rapid reduction by passengers (on some railways) using an emergency
system to open a valve.
5. A rapid reduction through a burst pipe or hose.
6. A rapid reduction when the hoses part as a result of the train becoming parted
or derailed.

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e) Angle Cocks:

At the ends of each vehicle, "angle cocks" are provided to allow the ends of
the brake pipe hoses to be sealed when the vehicle is uncoupled. The cocks
prevent the air being lost from the brake pipe.

Figure 10: Angle Cock

f) Coupled Hoses:

The brake pipe is carried between adjacent vehicles through flexible hoses.
The hoses can be sealed at the outer ends of the train by closing the angle cocks.

g) Brake Cylinder:

Each vehicle has at least one brake cylinder. Sometimes two or more are
provided. The movement of the piston contained inside the cylinder operates the
brakes through links called "rigging". The rigging applies the blocks to the
wheels. Some modern systems use disc brakes. The piston inside the brake
cylinder moves in accordance with the change in air pressure in the cylinder.

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 Figure 11: Brake Cylinder and Plunger Ro

h) Auxiliary Reservoir: The operation of the air brake on each vehicle relies
on the difference in pressure between one side of the triple valve piston and the
other. In order to ensure there is always a source of air available to operate the
brake, an "auxiliary reservoir" is connected to one side of the piston by way of
the triple valve. The flow of air into and out of the auxiliary reservoir is controlled
by the triple valve.

i) Brake Block: This is the friction material which is pressed against the
surface of the wheel tread by the upward movement of the brake cylinder piston.
Often made of cast iron or some composition material, brake blocks are the main
source of wear in the brake system and require regular inspection to see that they
are changed when required. Many modern braking systems use air operated disc
brakes. These operate to the same principles as those used on road vehicles.

j) Brake Rigging: This is the system by which the movement of the brake
cylinder piston transmits pressure to the brake blocks on each wheel. Rigging can
often be complex, especially under a passenger car with two blocks to each wheel,
making a total of sixteen. Rigging requires careful adjustment to ensure all the
blocks operated from one cylinder provide an even rate of application to each
wheel. If you change one block, you have to check and adjust all the blocks on
that axle.

Figure 12: Brake Rigging

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 8. SALIENT FEATURES OF IRAB-1 SYSTEM

1. Locomotive Brakes can be applied and released through Independent Brake

Valve SA9, independently

2. Formation brakes can be applied and released through automatic brake valve
A9.
3. Locomotive brakes are applied automatically when formation
brakes are applied.

4. It is suitable for MU operation also, with which the brakes of trailing units are
controlled from leading units.
5. Brakes in the rear Loco are synchronized with lead Loco brakes.
6. Emergency brake application is available to have minimum
possible distance, from any control stand and any loco.
7. Safety devices are incorporated to bring the engine to idle in case of
emergency brake application and train parting.
8. In case of train parting between the locos, both the locos will have
automatic brake application.
9. Automatic brake and Dynamic brakes are interlocked. So that, Auto
brake will be released automatically when the DB is applied.
10. The system can work either with single pipe/dual pipe.

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 9. AIR BRAKE SYSTEM VALVES

a) Driver's Brake Valve:

The means by which the driver controls the brake. The brake valve will have
(at least) the following positions: "Release", "Running", "Lap" and "Application"
and "Emergency". There may also be a "Shut Down" position, which locks the
valve out of use.
The "Release" position connects the main reservoir to the brake pipe. This raises
the air pressure in the brake pipe as quickly as possible to get a rapid release after
the driver gets the signal to start the train.
"Lap" is used to shut off the connection between the main reservoir and the brake
pipe and to close off the connection to atmosphere after a brake application has
been made. It can only be used to provide a partial application. A partial release
is not possible with 21 the common forms of air brake, particularly those used on
US freight trains.
Most vehicles brake valves were fitted with an "Emergency" position. Its
operation is the same as the "Application" position, except that the opening to
atmosphere is larger to give a quicker application. The outlet pressure can be
varied from 0 to max of 3.5 kg/cm2 bymoving its handle during the application of
brakes.

Figure 13: Driver’s Brake Valve

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b) Feed Valve:

Figure 14: Feed Valve

To ensure that brake pipe pressure remains at the required level, a feed valve
is connected between the main reservoir and the brake pipe when the "Running"
position is selected. This valve is set to a specific operating pressure. Different
railways use different pressures but they generally range between 65 and 90 psi
(4.5 to 6.2 bar).

c) Distributor valve:

Figure 15: Distributor Valve

Distributor Valve is advanced version of Triple Valve. The operation of the

brake on each vehicle is controlled by the "triple valve", so called because it
originally comprised three valves - a "slide valve", incorporating a "graduating
valve" and a "regulating valve". It also has functions - to release the brake, to
apply it and to hold it at the current level of application.
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 10. COMPRESSOR

An Air Compressor can be defined as a mechanical device which intakes

air (or other gas) at a lower or atmospheric pressure and compresses it to
deliver the gas at a higher pressure. In Diesel Locomotive the Compressor is
powered by 16 cylinder Diesel Engine.
The compressor model RR 80 101 is specially designed to meet the high
volume of air requirement with moderate pressure, to be used in the Diesel
Locomotive of Indian Railways. The compressed air is used for the
application of brakes, horns and wipers of the locomotive. This compressor
is a two stage, reciprocating W type, with intercooler and aftercooler and
it is forced lubricated.

After Cooler
Cylinder head

HP Cylinder

LP Cylinder Intercooler

Cooling Fan
Crank Case

Figure 16: Reciprocating Air Compressor RR 80 101

Abbreviation

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11. TECHNICAL SPECIFICATIONS OF COMPRESSOR

PARAMETER SPECIFICATION
1 Model RR 80 101
Reciprocating W type, forced fan aircooled, Forced reciprocating
2 Type pump lubrication with intercooler and aftercooler.

3 Direction of rotation Clockwise viewed from non-drive end

4 Normal working pressure 10 kg/cm2

5 Free air delivery 200 cfm

6 Speed range 350 to 1050

7 Rated speed 1000 RPM

8 Displacement 107.56 cfm to 322.70 cfm

9 Compression stages 2 stages

10 No. of LP cylinders 2

11 No. of HP cylinders 1

12 Diameter of the LP cylinder 196.85 mm

13 Diameter of the HP cylinder 139.7 mm
14 Stroke 142.875 mm
15 No. of piston rings 4
16 No. of valves 2
17 Shaft HP 60 kW at 1050 rpm
18 Oil fill capacity 14 to 21 lts
19 Grade of oil Servo 150 RR
20 Lube oil pressure 2.2 to 3.5 kg/cm2

21 Safety valve pressure forintercooler 50 psi (3.5 kg/cm2)

22 Safety valve pressure foraftercooler 200 psi (14 kg/cm2)

23 Overall Dimension 1315 mm x 1374 mm x 1015 mm

24 Net weight 730 kg

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12. MAINTENANCE OF LOCO AIR BRAKES AND
COMPRESSOR
• Basis of Maintenance: Including Air Brake System, every system in
Locomotive undergoes preventive maintenance according to the
following criteria:
1. Time
2. KM
3. Engine hours

Despite of this criteria, the parts damaged untimely are repaired

immediately bringing them to Loco Shed.

However, Periodic Overhauling of complete Loco motive is done for ever

10 lakh Km or 8 years.
1.Repair of Air Brake parts:
• Failure: Improper functioning of Valves and other connections,
noticed air leakage from valves and other parts.

• Cause of failure: Due to deformation of rubber O-Rings in valves and

other parts of system due to ageing.

• Repair action: Valves Overhauled with new O-Rings and other parts
are also Overhauled with new ones.

2. Repair of Compressor parts:

• Failure: Desired quantity of air is not achieved.
• Cause of failure: Choking of after cooler pipes, due to scale formation
because of high moisture content in the air.
• Corrective action: After cooler pipes are cleaned with dilute HCl
solution to remove the deposited scale from the pipes.

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CONCLUSION:

The air brake system is undoubtedly one of the most

enduring features of railway technology. It has lasted from its initial
introduction in 1869 to the present day and in some places, still hardly
different from its Victorian origins. There have been many 35 improvements
over the years but the skill required to control any train fitted with pure
pneumatic brake control is still only acquired with long hours of practice and
care at every stage of the operation. It is often said that whilst it is easy to start
a train, it can be very difficult to stop it.

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