Air Brake System Fundamentals

The stage where compressed air flows from the brake pipe and enters the brake pipe chamber, cut off valve and quick service valve.

This stage involves increasing air pressure in the brake pipe in stages. This causes the brake cylinders to release, effectively releasing the brakes.

The stage where compressed air is released from the brake pipe in stages, causing brake cylinders to engage and apply brakes.

The main valve regulates the connection of the brake cylinder to the atmosphere. It controls air flow into and out of the brake cylinders, determining brake application and release.

The main valve's hollow stem moves downwards when activated, connecting the brake cylinder to the atmosphere. This allows air to escape and releases the brakes

Compressed air is used to operate the braking system. The locomotive compressor charges the feed pipe and brake pipes throughout the train.

The feed pipe is connected to the auxiliary reservoir and the brake pipe is connected to the brake cylinder through the distributor valve.

Brake application is achieved by dropping the pressure in the brake pipe.

The system is comprised of a locomotive compressor, feed pipe, auxiliary reservoir, brake pipe, brake cylinder, and distributor valve, among other components.

Brake pipe pressure is maintained at 5 Kg/cm2 throughout the train.

The control reservoir is charged with compressed air to 5 Kg/cm2, while the auxiliary reservoir is charged to 6 Kg/cm2.

Dropping the brake pipe pressure vents air from the driver's brake valve, disconnecting the control reservoir from the brake pipe, and initiating a series of events leading to brake application.

This test checks the maximum force the spring can exert while compressing.

This test simulates the spring releasing tension and extending.

The maximum force a compressed spring can withstand before failing. Measured in kilograms (kg).

The distance the spring can compress from its free length.

A spring that has not met the required performance criteria (strength, travel, etc.).

Regular maintenance of components to ensure safe and reliable operation.

Parts that are worn or damaged should be replaced during POH to maintain the slack adjuster's functionality.

The control rod connects the brake linkage to the slack adjuster, allowing for brake application and release.

The process of adjusting the brake shoes to maintain the correct piston stroke.

The distance the brake piston travels when applying the brakes.

A type of slack adjuster used in passenger coaches, designed to automatically adjust brake shoe clearance.

The moving parts of the slack adjuster are securely locked when the brakes are released, preventing false brake engagement.

A feature of the IRSA-450 slack adjuster. It automatically adjusts brake shoe clearance to the correct value, eliminating the need for manual adjustments.

A feature of the IRSA-450 slack adjuster. It adjusts brake shoe clearance both when it's too big (due to brake shoe wear) and too small (due to new brake shoes).

A feature of the IRSA-450 slack adjuster. It quickly restores the correct brake shoe clearance after one or two brake applications.

A feature of the IRSA-450 slack adjuster. It automatically detects and compensates for resistance caused by heavy brake rigging, ensuring smooth brake application.

A tool used for overhauling the IRSA-450 slack adjuster. Enables repair and maintenance of multiple slack adjusters efficiently.

A tool specifically designed for working with slack adjusters. It provides precise control and assistance in overhauling.

Overhauling of the IRSA-450 slack adjuster requires several tools, including specialized spanners, pliers, screwdrivers, and vices.

The distributor valve is the key component that controls air brake system functions. It senses brake pipe pressure changes, triggering brake application and release.

The distributor valve is connected to the brake pipe, which is the main air line running through the vehicle. It's like the main artery carrying air pressure to the brakes.

By using branch pipe, the distributor valve is connected to other essential components, including the auxiliary reservoir (stores air for brakes), brake cylinders (activate the brakes), and the control reservoir (regulates air flow).

When you apply the brakes, the distributor valve detects a decrease in brake pipe pressure and triggers the brakes to engage by sending air to the brake cylinders. This slows down the vehicle.

When you release the brakes, the distributor valve senses an increase in brake pipe pressure and releases the brakes by directing air back into the system. This allows the vehicle to move freely.

The C3W distributor valve is a common type used in air brake systems. It's composed of several parts that work together to control air pressure effectively.

A main body houses the valve's main components and acts as the core structure. It's the heart of the distributor valve.

The quick service valve makes it easy to quickly apply and release the brakes for smooth operation. It's like a quick access point.

The main valve acts as the primary control valve that regulates air flow for brake application and release. It's like the main on/off switch.

The limiting device regulates the pressure in the brake system to prevent over-pressurization. It's like a safety valve for air pressure.

The pressure gauge (6a) indicates the pressure in the line connected to the coupling nipple. It typically shows 10 kg/cm2 when the system is charged.

The isolating cock controls the flow of compressed air into and out of the main reservoir. It is opened to charge the main reservoir and closed to isolate it.

This isolating cock allows air to be released from the main reservoir. It is located on the exhaust side of the main reservoir.

The pressure reducer reduces the pressure coming from the charging station to 10 Kg/cm2. This pressure is optimal for utilizing brakes throughout the train.

The flexible hose connects the charging station to the coupling nipple for transferring compressed air.

The cut off angle cock allows quick and easy coupling and uncoupling of air hoses on each coach. It isolates the brake pipe when disconnected, preventing loss of pressure.

This specific test bench (shown in Figure 4.3) is designed for testing and verifying the proper functioning of air hose couplings.

A device used to control the flow of compressed air in an air brake system. It isolates the brake pipe when disconnected, preventing pressure loss.

The cut off angle cock is usually installed on both the brake pipe and the feed pipe, allowing for isolation of air flow to both systems.

When the handle is placed parallel to the cock body, air can flow freely through it. This is known as the "open position." When the handle is perpendicular to the cock body, the flow is blocked -- the "closed position." This allows for easy coupling and uncoupling of the air hoses.

The cut off angle cock consists of two main parts: the cap and the body, which are held together by bolts. Inside, a steel ball with a groove for venting air is housed.

The cut off angle cock is a vital part of the air brake system, ensuring safe coupling and uncoupling of coaches. It prevents loss of pressure and keeps the brakes operational.

When the handle is in the closed position, the steel ball blocks the passage of compressed air, preventing the pressure from escaping and allowing for safe disconnection of the air hoses.

The cut off angle cock is a simple yet crucial component in maintaining a safe and efficient air brake system.

To dismantle a cut off angle cock, start by unscrewing the lock nut and removing the handle assembly. Next, detach the cap from the body by removing the hex bolts. Remember to use care and appropriate tools for this process.

Regular maintenance of the cut off angle cock is essential for safe operation of the air brake system. Proper inspection and overhaul can prevent unexpected failures and ensure safe braking performance.

This valve is a safety device that allows the guard to apply the brakes in an emergency situation, stopping the train.

The safety precautions for handling the air flow meter involve proper drainage of water, using specified tools, and storing components safely to prevent damage.

The guard's emergency brake valve should be completely disassembled and overhauled at every periodic overhaul (POH) to ensure its proper functioning.

This special spanner is used to remove the thread plug from the guard's emergency brake valve during disassembly.

This spanner is used to remove the gland from the guard's emergency brake valve during disassembly.

The guard's emergency brake valve is designed to meet the standards set by the Research Designs and Standards Organisation (RDSO), ensuring its quality and reliability.

The guard's emergency brake valve handle has to be reset manually to its normal position after an emergency brake application, allowing for proper operation.

The guard's emergency brake valve consists of a body, a spindle, a ball, ‘O’ rings, and a seat ring, working together to control brake application.

The guard's emergency brake valve is assembled by placing the seat ring, installing the ball, fitting the ‘O’ rings on the spindle, and inserting the spindle with ‘O’ rings into the body.

The guard's emergency brake valve is a crucial component for train safety, allowing the guard to apply the brakes in an emergency situation.

The slack adjuster is a key component of the air brake system that automatically adjusts the brake shoe clearance, ensuring optimal brake performance.

A slack adjuster uses a spring mechanism to maintain the proper distance between the brake shoes and the wheel. It automatically adjusts this space as the brake shoes wear down.

During an overhaul, worn or damaged parts of the slack adjuster are replaced to ensure safe and optimal operation.

A test rack is a specialized piece of equipment used to rigorously test the functionality of a slack adjuster. It simulates real-world conditions to ensure it works correctly.

The test rack ensures that the slack adjuster operates smoothly and consistently by simulating its performance in an actual brake rigging setup. It ensures proper piston stroke and effective brake application.

The slack adjuster is tested thoroughly on the test rack to ensure it operates correctly and provides the necessary braking force. This ensures safe and reliable braking performance.

A lubricated spindle is essential for smooth operation of the slack adjuster. The threads of the spindle should be thoroughly greased to ensure proper engagement and prevent wear.

After testing, the spindle is removed from the slack adjuster to complete the disassembly process. It allows for thorough inspection and cleaning before reassembly.

The safety collar is an important component that ensures the slack adjuster operates safely and securely. It prevents the spindle from coming loose and causing malfunctions.

A spring dowel sleeve is used to lock the safety collar in place, keeping it secure and preventing it from detaching. It ensures the slack adjuster operates safely.

The pressure built up in the brake cylinder due to the air coming from the auxiliary reservoir. This pressure ultimately applies the brakes.

When the BC pressure reaches 3.8 kg/cm2, it acts on several valves in the system. This triggers a chain reaction that stops further air flow to the brake cylinder.

In an emergency brake application, the brake pipe pressure is rapidly reduced to 0 kg/cm2. This allows air to flow from the auxiliary reservoir to the brake cylinder, applying the brakes quickly.

The main valve regulates the flow of compressed air between the auxiliary reservoir and the brake cylinder, controlling the brake application and release.

The main valve's hollow stem moves in an upward direction when the brake pipe pressure drops to 0 kg/cm2. This opens the passage for auxiliary reservoir pressure to flow to the brake cylinder.