Pneumatic Systems in Locomotives

<p>To regulate the air supply to isolating cocks (B)</p> Signup and view all the answers

<p>To isolate pipes in case of headstock damage (D)</p> Signup and view all the answers

<p>To prevent system damage in case of a blockage (A)</p> Signup and view all the answers

<p>Auto drain valve (A)</p> Signup and view all the answers

<p>It allows air to escape when the compressors are off (A)</p> Signup and view all the answers

<p>To reduce the dew point of the air (B)</p> Signup and view all the answers

<p>It can bypass the air dryer when there is a problem (C)</p> Signup and view all the answers

<p>Two compressors (D)</p> Signup and view all the answers

<p>Final filter (D)</p> Signup and view all the answers

<p>To ensure a rush of air starts moving the sand (A)</p> Signup and view all the answers

<p>It rapidly injects air into the brake cylinders (D)</p> Signup and view all the answers

<p>20 to 30 seconds (C)</p> Signup and view all the answers

<p>Main reservoir equalizing pipe (D)</p> Signup and view all the answers

<p>Main reservoir equalizing pipe (B)</p> Signup and view all the answers

<p>A pressure differential is set up across the flow meter (D)</p> Signup and view all the answers

<p>1 second (D)</p> Signup and view all the answers

<p>Choke (C)</p> Signup and view all the answers

<p>It allows for rapid air transfer into the brake cylinder circuit (C)</p> Signup and view all the answers

<p>Automatic air brake relay valve (B)</p> Signup and view all the answers

<p>Two-pantograph EP valve (D)</p> Signup and view all the answers

<p>To signal the status of air supply to the ABB central electronics (B)</p> Signup and view all the answers

<p>The auxiliary compressor is deactivated (B)</p> Signup and view all the answers

<p>Bogie isolating cock (D)</p> Signup and view all the answers

<p>Controlled via a pressure switch (B)</p> Signup and view all the answers

<p>To filter out impurities (B)</p> Signup and view all the answers

<p>It enters the two-pantograph EP valves (A)</p> Signup and view all the answers

<p>Port W (C)</p> Signup and view all the answers

<p>To the pantograph reservoir (C)</p> Signup and view all the answers

<p>The exhaust valve exhausting the air brake pipe (B)</p> Signup and view all the answers

<p>It amplifies the signal from the distributor (D)</p> Signup and view all the answers

<p>When the dynamic brake force exceeds 10 kN (C)</p> Signup and view all the answers

<p>To raise an alarm if closed (C)</p> Signup and view all the answers

<p>The dynamic brake cut out EP valve (B)</p> Signup and view all the answers

<p>It removes the automatic air brake application on the locomotive (C)</p> Signup and view all the answers

<p>The auxiliary reservoir connected to the brake frame (D)</p> Signup and view all the answers

<p>To release excess moisture from the air supply (B)</p> Signup and view all the answers

<p>1.44 to 1 (B)</p> Signup and view all the answers

<p>The locomotive brake application will be engaged regardless (A)</p> Signup and view all the answers

<p>Hose ½” (A)</p> Signup and view all the answers

<p>2 (C)</p> Signup and view all the answers

<p>Isolating cock 3/8” (A)</p> Signup and view all the answers

<p>Isolating cock 1-1/4” (A)</p> Signup and view all the answers

<p>Emergency cock (C)</p> Signup and view all the answers

<p>To interlock with traction when the main reservoir pressure falls below a certain level. (A)</p> Signup and view all the answers

<p>It connects the main reservoir of one locomotive to another to allow air supply between them. (A)</p> Signup and view all the answers

<p>Between 8 kg/cm2 and 10 kg/cm2. (B)</p> Signup and view all the answers

<p>To allow reverse flow from the equalizing pipe to the main reservoir when needed. (B)</p> Signup and view all the answers

<p>The main reservoir equalizing pipe. (A)</p> Signup and view all the answers

<p>It directs air into the brake frame components for operational needs. (C)</p> Signup and view all the answers

<p>Compressor governor (36). (D)</p> Signup and view all the answers

<p>To provide air when the locomotive is stabled and no main reservoir air is present. (A)</p> Signup and view all the answers

<p>Double check valve (66) (C)</p> Signup and view all the answers

<p>When the main reservoir pressure is lower than the pressure switch setting. (C)</p> Signup and view all the answers

<p>Port W (C)</p> Signup and view all the answers

<p>Controls the flow of air from the brake frame to the pantograph. (B)</p> Signup and view all the answers

<p>To provide a signal regarding the status of air supply to the ABB central electronics. (D)</p> Signup and view all the answers

<p>Pressure switch (26) (D)</p> Signup and view all the answers

<p>Brake cylinder pressure switch (64) (C)</p> Signup and view all the answers

<p>It is directed to the pantograph reservoir. (B)</p> Signup and view all the answers

<p>Air supply availability for the pantograph. (C)</p> Signup and view all the answers

<p>To manage the air supply for the flange lubrication equipment (B)</p> Signup and view all the answers

<p>Gauge (132) (C)</p> Signup and view all the answers

<p>It is directed to the lubrication pump (C)</p> Signup and view all the answers

<p>To enable isolation of through pipes (D)</p> Signup and view all the answers

<p>Main reservoir pressure (D)</p> Signup and view all the answers

<p>To manage air supply to traction control equipment (B)</p> Signup and view all the answers

<p>A potential break-in-two of the train (C)</p> Signup and view all the answers

<p>Sub-manifold (B)</p> Signup and view all the answers

<p>It transfers lubricant from the pump to nozzles (A)</p> Signup and view all the answers

<p>To protect the coupling head when not in use (A)</p> Signup and view all the answers

<p>To prevent air from being passed to the direct brake valves when energized (C)</p> Signup and view all the answers

<p>Port Y (A)</p> Signup and view all the answers

<p>To prevent air loss in case of equipment failure (B)</p> Signup and view all the answers

<p>Through a bogie hose protection choke (C)</p> Signup and view all the answers

<p>It interfaces with the automatic air brake to optimize braking (A)</p> Signup and view all the answers

<p>It is passed to the direct brake relay valve for application (C)</p> Signup and view all the answers

<p>Double check valve and ‘brake-in-two’ protection valve (D)</p> Signup and view all the answers

<p>Test point 119 (A)</p> Signup and view all the answers

<p>The de-energized direct brake isolate valves (C)</p> Signup and view all the answers

A system using compressed air for control and braking in locomotives, integrated with electronic controls.

Electrically driven compressors (20) that supply compressed air to the main reservoir system.

Two reservoirs (89, 110) that store compressed air, equipped with manual and automatic drain valves.

A twin-tower air dryer (77) that significantly reduces moisture in the compressed air.

Two valves allowing air to flow into the main reservoir, preventing backflow.

Safety valves (10) and unloader valves (12) protect the system by regulating air pressure and flow in each compressor leg.

A component (87) that removes water from the compressed air before it enters reservoirs.

Sanding valves direct air to sand injectors, initially with a quick burst then a steady flow.

Components that receive pressurized air to propel sand for traction on slippery tracks.

Stores compressed air for the initial quick burst needed for sanding.

Controls the airflow rate, creating a steady air flow for continuous sanding.

Provide rapid brake application in cases of wheel slippage exceeding traction control.

Components where air pressure builds for brake activation, part of braking system.

Measures and regulates the air flow for brake systems and other functions.

Control the application of brakes through direct air pressure control.

An automated brake system/unit that can be operated automatically.

The EP valve (72) controls the emergency brake application by releasing air from the brake pipe through the exhaust valve (71).

The EP valve (72) gets its air supply from the main reservoir port W within the brake frame.

The emergency cock (74) isolates the brake system and has auxiliary switch contacts to trigger an alarm if closed.

The distributor (49) compares the brake pipe pressure with the control reservoir and sends a signal proportional to the pressure drop to the relay valve.

This valve (52) is energized when dynamic braking is above 10 kN to prevent the distributor signal from reaching the relay valve, avoiding duplicate braking.

The relay valve (57) amplifies the signal received from the distributor, increasing it in the ratio of 1.44 to 1, and transmits it to the brake cylinders.

Pressure switch 80, together with test point 61, is used for vigilance suppression.

This allows the driver to remove the automatic air brake application on the locomotive while maintaining a train brake application.

The auxiliary reservoir (51) provides air supply for the distributor (49) and relay valve (57), and is charged from the main reservoir via a check valve (106).

Manual drain valve (90) is used to drain the auxiliary reservoir (51).

The automatic air brake application is supplied from port A on the brake frame, going through the automatic air brake relay valve (57) and then via bogie hose protection choke (62) and double check valve (66) to the main bogie air supply pipe.

A valve downstream of the main bogie air supply pipe that isolates the air flow to the brake cylinder pressure switch 64 and the gauge in the cab.

The pantograph air supply comes from the main reservoir connection at port W on the brake frame, passing through check valve (25) into the pantograph reservoir (22).

This valve is used to regulate air pressure to the pantographs and is controlled by the air from the pantograph reservoir.

Air from the pantograph reservoir (22) passes through vented isolating cock (5) and out to the main circuit breaker (4).

Air from the pantograph reservoir (22) passes through the Kabba key switch cock 38, the two pantograph EP valves 6, vented isolating cock (8), and exits the brake frame via ports S and R.

This valve controls the air pressure between the brake frame and the pantograph itself, regulating the amount of air reaching the pantograph.

When the main reservoir is empty, an auxiliary compressor (78), controlled via pressure switch (26), supplies air through flexible hose (17) into the brake frame at port P.

This component filters air from the auxiliary compressor (78) before it enters the pantograph reservoir for clean air supply.

This component acts as a compressor governor for the auxiliary compressor (78), ensuring it only operates when the main reservoir pressure falls below a certain level.

Gauge (121) displays the pressure in the main reservoir supplying the brake frame at port W, and the brake feed pipe pressure for trailing vehicles.

Gauge (131) shows the pressure in the brake cylinders downstream of the bogie isolating cocks for both bogies.

Dummy couplings (185) house the coupling heads of hoses and couplings when they are at the end of the locomotive that's not coupled.

Vented isolating cocks allow the four through pipes on the locomotive to be isolated in case of damage to the end cocks.

Gauge (132) measures the difference between the main reservoir pressure at port W and the output from the flow meter valve (43), indicating the air brake pipe's demand.

A safety valve that protects the main reservoir system by relieving excessive pressure, ensuring safe operation.

These devices regulate the compressor operation, ensuring it maintains the desired pressure ranges within the main reservoir.

This device interlocks with the traction system, preventing movement if the main reservoir pressure falls below a set point.

A pipe that connects the main reservoirs of multiple locomotives, allowing pressure equalization and cross-feeding during emergencies.

This valve allows air flow in one direction: from the main reservoir equalizing pipe into the locomotive's main reservoir and the third reservoir (89).

One leg supplies the brake frame through port W, while the other leg supplies a separate reservoir (89) and the brake frame through port U, ensuring redundant supply for critical systems.

These valves, on the brake frame, are energized to close, isolating the direct brakes on the trailing locomotive.

This valve receives air from the direct brake valves and distributes it to the brake cylinders.

This valve protects the brake system in case of a separation between locomotives, ensuring continuous braking on both.

This refers to the path of air from the relay valve to the brake cylinders, activating the brakes.

This choke limits the flow of air to the brake cylinders on each bogie, ensuring smooth and controlled braking.

This valve prevents backflow of air, ensuring that the brake cylinders are only pressurized by the relay valve.

This valve, located on the bogie, isolates the air flow to the brake cylinders from the main air supply, allowing for independent control of each bogie’s brakes.

These actuators, operated by air pressure, apply the service brakes and hold the brakes in the parking position.

A system that provides compressed air to various electrical cubicles and flange lubrication equipment.

The connection point for the main reservoir air supply on the brake frame.

Controls the pressure of air entering the isolating cocks.

They supply air to the various electrical cubicles for the traction control equipment.

Supplies air to the EP valves (135) for flange lubrication.

Control the flow of air to the flange lubrication equipment.

These house the coupling heads of hoses and couplings at the end of the locomotive that's not coupled.

The "CAPACITY RESERVOIR 5 LITRE" refers to a tank with a 5-liter capacity that stores compressed air for the auxiliary braking system.

A vented isolating cock is a valve that allows air to be isolated from a section of the air brake system while still venting air to the atmosphere. This is done to prevent pressure buildup in the isolated section.

A choke regulates the flow of air through the air brake system to control the rate at which the brakes are applied.

The E70 EQUIPMENT MANIFOLD ASSEMBLY provides a centralized point for connecting various components of the air brake system and is often used for troubleshooting and maintenance.

The FLOW METER GAUGE RELAY VALVE measures and regulates the air flow to the braking system, allowing you to monitor the amount of air being used.