Pneumatic System PDF

8.PNEUMATIC SYSTEM WAP5/WAG9 locomotives are provided with a pneumatic system integrated with electronic controls supplied by M/s Davies & Metcalfe. The systems provided in WAP5 and WAG9 locomotives are similar except for some minor differences owing to the difference in the brake riggings p...

8.PNEUMATIC SYSTEM WAP5/WAG9 locomotives are provided with a pneumatic system integrated with electronic controls supplied by M/s Davies & Metcalfe. The systems provided in WAP5 and WAG9 locomotives are similar except for some minor differences owing to the difference in the brake riggings provided in the Bo-Bo (WAP5) and Co-Co (WAG9) bogies and arrangement of main reservoirs. Description of Air Supply, Distribution and Brake Control Equipment Equipment fitted in the WAP5 Bo-Bo Passenger Locomotive are shown on Scheme B1685 given at Annexure 8.1 and all reference numbers used in the description given below are those listed in the document B1685PL1 given at Annexure 8.2. The schematics and parts list for WAG9 locomotive are given at Annexure 8.3 and Annexure 8.4 respectively. Air Supply There are two 2A320D electrically driven air compressors (20) which feed out through flexible hoses (18) and (19) and through two compressor check valves 11 into the main reservoir system. There is a safety valve (10) in each of the compressor legs to protect the system in the event of a check valve blockage and there is an unloader valve (12) also in each leg. The unloader is operated from an electro-pneumatic valve (33) mounted on the brake frame. Once through the compressor check valves the compressors feed through a single water separator (87), which is fitted with an auto drain valve. This auto drain valve is operated from the same signal line that operates the unloader valves (12). Having passed through the water separator the air passes into two main reservoirs (89) and (110) both fitted with a manual drain cock (90) and an auto drain valve (124). The auto drain valves are also operated from the signal that operates the unloader. Having passed through the two main reservoirs which will allow further condensate to be extracted from the air, the air flow is a via a vented isolating cock (13) into the twin tower air dryer (77) which gives a significant dew point depression to the air passing into the locomotive, through the final filter (15) which removes any of the dust which can be created from the air dryer desiccant and then the air passes through an isolating cock (14). There is another isolating cock (14) which is intended to be wired closed and only used to by pass the air dryer if there is any significant problem with that unit. This portion of the main reservoir circuit has the main reservoir system safety valve (39) and the two compressor governors (35) and (36), (35) being for operation of a single compressor in alternating mode between 10 kg/cm2 and 8 kg/cm2 and compressor governor (36) being for operation of both compressors between 7.5 kg/cm2 and 10 kg/cm2. The low main reservoir governor (37) is also in this part of the circuit and is used to interlock with traction in the event of the main reservoir pressure falling below its set point. The main reservoir supply splits at this point one leg passing through check valve (91) into another 240 litre main reservoir (89) fitted with a manual drain cock (90) only. This leg continues through an isolating cock (94) and into the brake frame via port U where it passes through an in line filter (138) before splitting and feeding the pilot supply for the direct brake isolating valves (115), the pilot supply for the brake cylinder cut out valve (52), the main reservoir supply for the direct relay valve (58) and the main reservoir supply for the blending valve (55). There is a test point 40 in the section of the main reservoir supply where the two TRACTION ROLLING STOCK : THREE PHASE TECHNOLOGY Page 96 legs split. The other leg is the main reservoir feed to the brake frame through port W. This feed passes through an in line filter (138) before splitting to various locations within the brake frame. One of these splits passes through the duplex check valve (92) into the main reservoir equalizing pipe portion of the circuit. The main reservoir equalizing pipe is the through pipe which connects the main reservoir from one locomotive to another via hose and coupling (95) and end cock (96). The connection between the main reservoir equalizing through pipe and brake frame is via port X and this then passes through an in line sieve (138) into the passage work fed by the duplex check valve (92). The duplex check valve allows the main reservoir equalizing pipe to feed via a simple check valve into the locomotive main reservoir supply within the brake frame and to the third main reservoir (89) through check valve (91). This direction of flow through the duplex check valve has virtually no restriction and allows one locomotive to feed the main reservoir system with another in the event of a failure of the compressor system on that locomotive. It also enables air to be fed from the slave locomotive in a multiple consist to the lead locomotive if there is a heavy demand for air rather than the lead locomotive having to cope solely with that air demand. From the main reservoir to the main reservoir equalizing pipe however, the duplex check valve is set up at 5 kg/cm2 such that the main reservoir pressure has to be at or above the set pressure before the valve will feed any air. This is to ensure that the locomotive retains air in the main reservoir system in the event of a burst main reservoir equalizing pipe hose or other problem in that portion of the system. The main reservoir equalizing pipe within the brake frame feeds three independent parts of the circuit. The first is a “break-in-two” protection valve 46 which is open, connecting the direct brake valve on the lead locomotive to the direct brake pipe or connecting the direct brake pipe on the slave loco to the direct brake relay valve when main reservoir equalizing pipe pressure is present but shuts off this connection in the event of a “break-in-two” to ensure that it is possible to make a directed brake application on the locomotive once the “break-in-two” has occurred. The second is the brake feed pipe regulator (137) and relay valve (93). The regulator is used to set the pressure to the control part of the relay valve at 6 kg/cm2 and the relay valve feeds out the large volume of air required at 6 kg/cm2 level via isolating cock (136), port B of the brake frame to the brake feed pipe which is a through locomotive pipe and feeds the brake feed pipe on any two pipe trailing stock. The connection to other locomotives or trailing stock is made via hose and coupling (101) and end cocks (102) within the brake frame downstream of the brake feed pipe isolating cock (136) there is a test point (107) and a pressure switch (34). The third area that the main reservoir equalizing pipe feeds within the brake frame is the sanding equipment. There is a direct feed taken to the pilot supply of the four sanding EP valves (73) and the choked supply via choke (171) through to reservoir (170) and then via two legs each with an isolating cock (134) to two of the four sanding valves per leg. The sanding EP valves feed out via ports C and D to the number 1 end leading no.1 bogie and the number 1 end leading the no.2 bogie respectively. The other leg sanding valves feed out vi ports E and F to the number 2 end leading no. 1 bogie and the no. 2 end leading no. 2 bogie respectively. The arrangement of choke (171) and reservoir (170) is there to ensure that when the sanding valves are operated there is arush of air to start the sand moving in the sand injectors (103), the rush of air coming from the air stored in the reservoir (170) and TRACTION ROLLING STOCK : THREE PHASE TECHNOLOGY Page 97 subsequent sanding is carried out by the steady flow of air passing through choke (171). In this way the equipment ensures that the sand sitting in the nozzle of the injector is moved so that flow can commence and a steady sand application made in a controllable fashion. External to the brake frame the main reservoir equalizing pipe is used to provide the feed to the antislip valves (65). The anti-slip valves are utilized when and axle set(s) slips and the slip is not able to be corrected by the traction control equipment. The antislip valve is energised and rapidly puts air into the brake cylinders feeding into the break cylinder circuit via as double check valve (66). The anti-slip valve is designed to give a rapid build-up of brake cylinder pressure, typically in the order of one second and have a long release time typically 20 to 30 seconds in order that the power can be re-applied with some degree of brake application still present. The main reservoir equalizing pipe is also taken into each cab via an inline strainer (129) to provide the air supply to the wind screen wipers via vented isolating cock (130) and the air supply to the horns via vented isolating cock (120). The horn supply is taken to a two way horn valve (123), one on the driver‟s and one on the assistant driver‟s desk, each valve feeding the two horns (1) and (2), one operated in the forward direction and the other in the rearward direction of handle movement. Automatic Brake System The main reservoir supply from port W is utilized by the flow meter (42) to supply air to the direct brake valves (112) in each cab via port H on the brake frame and to the E70 brake unit (29). Whenever there is a demand of air from either the direct brake or more importantly the E70 unit there is a pressure differential set up across the flow meter which results in a reduction in pressure in the signal line from the flow meter to the flow meter valve (43). The flow meter valve (43) is in effect a pneumatic amplifier having high gain so that with a small pressure change from the Venturi there is a large pressure change in the output pipe from valve (43) to port M on the brake frame and hence to the flow meter gauges. Also on the output line from valve (43) is a pressure switch (44), which senses when there is a high flow demand. The flow meter valve (43) also utilizes main reservoir air from port W. The control of the automatic brakes via the E70 brake control unit (29) in charging and varying the brake pipe pressure is described in D&M catalogue A658/2 which also describes the interaction with the automatic brake controllers (111). This catalogue immediately follows this overall system description. The brake pipe output from the E70 unit is taken via isolating cock (70), which has auxiliary switch contacts. These switch contacts are made when the isolating cock is closed to indicate if the cock is closed inadvertently during operation or as an indication that the brake pipe will not charge when taking control of a locomotive. The brake pipe passes out of the brake frame via port AA to connect to the through automatic air brake pipe. This is taken to other locomotives and to trailing coaches (or wagons) via hose and coupling (97) and end cock (98). There are test points (118) in the automatic air brake pipe. There is a connection taken from the automatic air brake through pipe into each cab which connects to the assistant driver‟s emergency cock (113) and to a large bore exhaust valve (116) which is pilot fed from the automatic brake controller (111). This gives two direct means of applying emergency brake from the cab either by the automatic brake controller or from the assistant driver‟s cock. Within the brake frame the air brake pipe is taken to a port on the distributor (49) and also to the brake pipe is taken to a port on the distributor (49) and also to the brake pipe governor (pressure switch) (69) and via emergency (vigilance) cock (74) to the emergency vigilance exhaust valve (71). The brake pipe governor is used to signal to the traction equipment that an emergency brake application TRACTION ROLLING STOCK : THREE PHASE TECHNOLOGY Page 98 has been made. The emergency (vigilance) exhaust valve (71) is controlled by the EP valve (72) in turn being controlled by the vigilance device (176) emergency push buttons in the cab or over speed switch. If the EP valve (72) de-energizes, an emergency brake application is made via the exhaust valve 71 exhausting the air brake pipe through exhaust port 7. The EP valve (72) takes its air supply from the main reservoir port W within the brake frame. The emergency (vigilance) cock (74) also has auxiliary switch contacts so that an alarm is raised if this isolating cock is closed. The distributor (49) responds to the variations in pressure in the brake pipe by comparing them with the control reservoir within the unit (49). A distributor supplies a signal proportional to the fall in the brake pipe via the dynamic brake cut out EP valve (52) to a volume reservoir (53), test point (75) and via double check valve (54) to the relay valve (57). The relay valve is an amplifier taking the signal from the distributor and increasing it in the ratio of approximately 1.44 to 1 and passing this signal out via port A on brake frame to the brake cylinders. There is a pressure switch 80 which is used for vigilance suppression together with the test point (61) on the output from the relay valve (57). The dynamic brake cut out EP valve (52) is utilized when there is a dynamic brake present of greater than 10 kN, being energised to prevent the output of the distributor passing to the relay valve. This prevents any duplication of braking effort of both dynamic and automatic air brakes on the locomotive. Additionally, on the distributor (49) there is an EP valve and limiter, which allows the driver to operate a push button (PVEF) in the cab and remove the automatic air brake application on the locomotive. This allows the driver to make a train brake application via the automatic air brake pipe but remove the locomotives proportion of this, allowing the train to brake the locomotive. This is inoperative when an emergency brake application is made, thus ensuring that a locomotive brake application will occur if an emergency brake application is made following a full services application where this feature has been used to remove the locomotive brake application. The air supply for the distributor (49) and the automatic brake relay valve (57) is taken from the auxiliary reservoir (51), fitted with a manual drain valve (90), which is external to the brake frame and connected via port J. The auxiliary reservoir (51) is charged from the main reservoir connection at port W via check valve (106). When the locomotive is being hauled dead, as part of the train, and not connected to another locomotive via the main reservoir equalizing pipe the auxiliary reservoir can be charged from the brake pipe which enters the brake frame at port K. The dead engine cock (47) has to be turned from its normal closed position to be open and allow the brake pipe pressure to feed via check valve 48 into the auxiliary reservoir. Parking Brake The release air for the spring applied parking brake is taken from the auxiliary reservoir (51) via reducing valve (114), latched solenoid valve (30) and via choke (31) though port N via the bogies hoses (104), bogie to actuator hoses (183) to the spring brake port on the disc brake actuators (108). The reducing valve (114) limits the maximum pressure that the spring brake release cylinder will have supplied to it. The latched solenoid valve 30 enables the driver to apply and release the parking brake on both the lead and the slave locos in a multiple consist from the drivers cab. There are also manual push buttons on the latched solenoid valve (30) so that in addition to being able to be controlled electrically from the cab, it can be manually operated to apply and release the parking brake provided there is air pressure on the locomotive. The choke (31) ensures that in the event of a burst hose in the TRACTION ROLLING STOCK : THREE PHASE TECHNOLOGY Page 99 parking brake feed, that the loss of air from the auxiliary reservoir s restricted. The parking brake is supplied with its release air from the auxiliary reservoir so that when the locomotive is being hauled as a dead loco the brake pipe feed into the auxiliary reservoir can thus be used to ensure that the parking brake is also released. There is a pressure switch (32), which indicates whether the parking brake is applied or released. Brake blending The locomotive has the facility to blend the dynamic and air brakes. This facility will be used, in practices, to apply the air brakes to the same level as the dynamic brakes in the event of a dynamic brake failure. The EBC/5 blending value (55) responds to the signal from the dynamic brake equipment, which indicates the level of air brake, required and feeds out via check valve (54) to the relay valve (57), which supplies the air for the brake cylinders. There is a test point (56) which can be used to check the output of the blending valve (55). Direct Brake The direct brake valves (112) take their air supply from port H on the brake frame. The direct brake isolate valves (115) on the brake frame are energized to close. On the lead loco the direct brake isolate valve is de-energised for the particular cab which is switched on and the direct brake valve input via either port V or port O is taken into the frame, passed by the de-energised isolate valve (115) to the direct brake relay valve (58). There is a test point (119) provided in the feed to the brake frame in order to test the output pressure from the brake value in addition to feeding the relay valve (58) the direct brake valves also feed out via a “break-in-two” protection valve (46) through port L on the brake frame to the direct brake pipe which is a through pipe on the locomotive passing out to adjacent locomotives working in multiple via hose and coupling (99) and end cock (100). On the trailing locomotive, feed in from the direct air brake pipe is taken in through port L on the brake frame passed via the “brake-in-two” protection valve (46) to the direct brake relay valve (58). The direct brake isolate valve (115) are both energized on the trailing loco and prevent any air being passed out to the direct brake valves in the cabs and hence allow the direct brake on the trailing locomotive to be applied. Brake Cylinder Feeds The direct brake cylinder pressure is taken from the brake frame at port Y having come from the direct brake relay valve (58), with test point (76) in that portion of the circuit and feeds down to each bogie via a bogie hose protection choke (67) through a double check valve (66), which interfaces with the anti-slip valve and another double check valve (66), which interfaces with the automatic air brake application. The air then passes via a vented bogie isolating cock (63) through the bogie hose choke (105) and then to the service brake portion of the two service / parking brake actuators (108) via the actuator hoses (148) and to the two service actuators (109) also via actuator hoses (184). The actuators operate through the right hand and left hand caliper sets (149) and (150) onto the brake discs (148). There are also wheel tread conditioning units (147) which are operated from the same air supply that operates the service brake cylinders.The automatic air brake application is supplied from port A on the brake frame and comes from the automatic air brake relay valve (57) and out to each bogie via bogie hose protection choke (62) and then through the double check valve (66) to go into the main bogie air supply pipe that is common with direct brake and anti-slip brake TRACTION ROLLING STOCK : THREE PHASE TECHNOLOGY Page 100 feeds. Down stream of bogie isolating cock (66) there is a connection taken off for the brake cylinder pressure switch 64 and the connection to the cab gauge (131). Pantograph Equipment The pantograph air supply air supply for normal operation comes from the main reservoir connection at port W on the brake frame. This is taken up via check valve (25) into the pantograph reservoir (22) and is the pilot supply for the two-pantograph EP valve (6). The air also passes via vented isolating cock (5) out via port Q to the main circuit breaker (4). The air passes to the pantographs via the Kabba key switch cock 38 via the two pantograph EP valves 6, vented isolating cock (8) and existing the brake frame via ports S for the no.1 end and R for the no.2 end pantograph (3). There is a throttle valve 80 between the air supply from the brake frame and the pantograph itself. There is a pressure switch (9) in between the vented isolating cock (8) and the port from the brake frame (S/R) which supplies a signal to the ABB central electronics to indicate the status of air supply to the pantograph. There is an alternative means of providing air for the pantograph if the locomotive has been stabled for some time and there is no main reservoir air present at port W. An auxiliary compressor (78) controlled via pressure switch (26) supplies air via flexible hose (17) and into the brake frame at port P. The air then passes via a centrifugal strainer (84) through check valve (24) and into the pantograph reservoir (22) and the remainder of the pantograph circuit. The pressure switch (26) acts as a compressor governor for the auxiliary compressor ensuring it does not operate when the main reservoir pressure has exceeded the pressure switch maximum setting. There is also a test point (27) in the pantograph circuit to enable the various settings to be checked. Additionally, between selections switch (85) is described within the electrical description within the D&M catalogue M366/BEM. Auxiliary Air Supplies There is an additional sub-manifold bolted to the rear of the brake frame on the left hand side which takes its main reservoir air supply from that coming in at port W and passes through a reducing valve (79) and go into four isolating cocks. The isolating cocks (68), (88) and (125) supply air to the various electrical cubicles for the traction control equipment. The isolating cock (86) supplies air to two EP valves (135) for the flange lubrication equipment. The air from these EP valves passes out from port EE for the No.2 end and FF for the No.1 end and pass through flexible hose (83) to the flange lubrication pump (82). This supplies the lubricant via nozzles (81) to the external axle sets of the bogie. Cab Instrumentation There are four cab gauges provided in each driver‟s cab to provide indication for the driver. Gauge (121) indicates the main reservoir pressure of the input to the brake frame at port W and the brake feed pipe pressure which is the air supply pipe for trailing vehicles. Gauge (122) shows the pressure in the brake pipe. Gauge (131) show the pressure in the brake cylinders down stream of the bogie isolating cocks for both bogie1 and bogie2. Gauge (132) is the flow meter gauge and gives the differential reading between the main reservoir pressure at port W on the brake frame the output from the flow meter valve (43) hence giving an indication of the air requirement to the automatic air brake pipe. Thus the flow meter gauge will give an indication if for any reason there is a heavy flow demand such as that caused by a “break-in-two” of the train. TRACTION ROLLING STOCK : THREE PHASE TECHNOLOGY Page 101 End Connection Protection Dummy couplings (185) are provided to house the coupling head of the hoses and couplings (96), (97), (99) and (101) when they are at the end of the locomotive which is not coupled. Vented isolating cocks are provided in board of the headstock to enable the four through pipes on the locomotive to be isolated in the event of damage to the end cocks on the external headstock. These cocks are all vented and will vent the headstock side of the pipe. The brake pipe isolating cock has a full bore vent thus ensuring that should it inadvertently be closed on a trailing locomotive the leading locomotive will be unable to create brake pipe pressure or be unable to create a brake pipe pressure or be unable to create a brake pipe pressure on the locomotives or the train. TRACTION ROLLING STOCK : THREE PHASE TECHNOLOGY Page 102  Schematic of Air Break Equipment WAP5 BO-BO PASSENGER LOCOMOTIVE TRACTION ROLLING STOCK : THREE PHASE TECHNOLOGY Page 103  Annexure 8.2 REF DESCRIPTION QTY. 1 AIR HORN 2 2 AIR HORN 2 3 PANTOGRAPH 2 4 MAIN CIRCUIT BREAKER 1 5 ISOLATING COCK 3/8” VENTED 1 6 SOLENOID VALVE (PANTOGRAPH) 2 7 - - 8 ISOLATING COCK 3/8” VENTED 2 9 PRESSURE SWITCH PANTOGRAPH 2 10 SAFETY VALVE ¾” 2 11 COMPRESSOR CHECK VALVE1-1/4” 2 12 UNLOADER EXHAUSE VALVE 1” 2 13 LATCHED ISOLATING COCK 1 1-1/4”VENTED 14 ISOLATING COCK 1-1/4” 2 15 FINAL FILTER 1 16 - - 17 AUXILIARY COMPRESSOR DELIVERY 1 HOSE 18 COMPRESSOR DELIVERY HOSE 1 19 COMPRESSOR DELIVERY HOSE 1 20 MAIN COMPRESSOR WITH MOTOR 2 21 - - 22 PANTOGRAPH RESERVOIR 5 LITRE 1 23 SAFETY VALVE ¼” 1 24 COMPRESSOR CHECK VALVE ½” 1 25 CHEK VALVE ½” 1 26 AUXILIARY COMPRESSOR PRESSURE 1 SWITCH 27 ½” TEST POINT (VENTED PLUG) 1 28 - - 29 E70 EQUIPMENT MANIFOLD ASSEMBLY 1 30 LATCHED SOLENOID VALVE (PARKING 1 BRAKE) 31 CHOKE 1 32 PARKING BRAKE PRESSURE SWITCH 1 33 EP VALVE UNLOADING 1 34 BRAKE FEED PIPE PRESSURE SWITCH 1 35 COMPRESSOR PRESSURE SWITCH 1 36 COMPRESSOR PRESSURE SWITCH 1 37 LOW MAIN RESERVOIR PRESSURE 1 SWITCH 38 KABA-KEY COCK 1 39 SAFETY VALVE ¾” 1 40 ½” TEST POINT 1 41 - - 42 VENTURE VALVE 1 43 FLOW METER GAUGE RELAY VALVE 1 44 VENTURI VALVE PRESSURE SWITCH 1 5 ELECTRONICS ENCLOSURE 1 46 BREAKAWAY PROTECTION VALVE 1 47 TOWING COCK 3/8” 1 48 CHECK VALVE WITH STRAINER ½” 1 49 DISTRIBUTOR DMD3 1 50 - - 51 BRAKE SUPPLY RESERVOIR 240 LITRES 1 RIGHT HAND 52 BRAKE CUT OUT VALVE 1 REF DESCRIPTION QTY. TRACTION ROLLING STOCK : THREE PHASE TECHNOLOGY Page 104  53 CAPACITY RESERVOIR 5 LITRES 1 54 DOUBLE CHECK VALVE ½” 1 55 EBC/5BLENDING UNIT 1 56 ½” TEST POINT (VENTED PLUG) 1 57 D2 RELAY VLVE (AUTOMATIC BRAKE) 1 58 D2 RLAY VLVE (DIRECT BRAKE) 1 59 DIRECT BRAKE PRESSURE SWITCH 1 60 VIGILANCE PRESSURE SWITCH 1 61 ½” TEST POINT (VENTED PLUG) 1 62 CHOKE 3/16” BORE 2 63 ISOLATING COCK 34” VENTED 2 64 BRAKE CYLINDER PRESSURE SWITCH 2 65 ANTI SPIN VALVE 2 66 DOUBLE CHECK VALVE ¾” 4 67 CHOKE 3/16” BORE 2 68 ISOLATING COCK 3/8” 1 (TRACTION CONVERTER 2) 69 BRAKE PIPE PRESSURE SWITCH B.P.G 1 70 E70 BRAKE PIPE ISOLATING COCK 1 WITH SWITCH 1-1/4” 71 EMERGENCY EXHAUST VALVE 1 72 EMERGENCY EP VALVE 1 73 SANDING VALVE 4 74 EMERGENCY /VIGILANCE ISOLATING 1 COCK WITH SWITCH 1-1/4” 75 ½” TEST POINT (VENTED PLUG) 1 76 ½” TEST POINT (VENTED PLUG) 1 77 TWIN TOWER AIR DRYER WITH PRE- 1 COALESCER 78 AUXILIARY COMPRESSOR 1 79 PRESSURE REGULATOR ½” 1 80 THROTTLE VALVE 2 81 FLANGE LUBRICATION CONTROL 4 82 GREASE PUMP WITH RESERVOIR 2 83 FLEXIBLE HOSE 3/8” 2 84 CENTRIFUGAL STRAINER WITH DRAIN 1 COCK ½” 85 PANTOGRAPH SELECTION SWITCH 1 86 ISOLATING COCK 3/8” 1 (WHEEL FLANGE LUB) 87 OIL SEPARATOR / DRIP CUP WITH AUTO 1 DRAIN VALVE 88 ISOLATING COCK 3/8” 1 (FILTER CUBICLE) 89 MAIN RESERVOIR 240 LITRES LEFT 2 HAND 90 DRAIN COCK 3/8” 4 91 CHECK VALVE 1-1/4” 1 92 DUPLEX CHECK VALVE 1-1/4” 1 93 PRESSURE CONTROL VALVE 1 94 LATCHED ISOLATING COCK 1-1/4” 1 95 HOSE AND COUPLING 1” (M.R.E.P) 2 96 END COCK 1” RH 2 97 HOSE AND COUPLING 1-1/4” R.H BRAKE 2 PIPE 98 END COCK 1-1/4” 2 99 HOSE AND COUPLING 1-1/4” L.H 2 100 END COCK 1” 2 101 HOSE AND COUPLING 1-1/4” L.H FEED PIPE 2 102 END COCK 1-1/4” 2 103 SANDER NOZZLE 8 104 HOSE 2 105 HOSE 2 TRACTION ROLLING STOCK : THREE PHASE TECHNOLOGY Page 105  REF DESCRIPTION QTY. 106 CHECK VALVE 1” 1 107 ½” TEST POINT (VENTED PLUG) 1 108 COMBINED BRAKE CYLINDER/PARKBRAKE 4 UNIT WITH SLACK ADJUSTER 109 BRAKE CYLINDER WITH SLACK 4 ADJUSTER 110 MAIN RESERVOIR 240 L RIGHT HAND 1 111 DRIVERS BRAKE CONTROLLER 2 112 DRIVERS DIRECT BRAKE VALVE 2 FDI 113 ISOLATING COCK 1-1/4” (EMERGENCY) 2 114 PRESSURE REGULATOR ½” 1 115 DIRECT BRAKE EXHAUST VALVE 2 116 EMERGENCY EXHAUST VALVE 1-1/4” 2 117 - 1 118 ½” TEST POINT 2 119 ½” TEST POINT 2 120 ISOLATING COCK 3/8” VENTED 2 121 DUPLEX PRESSURE GAUGE (F.P-M.R) 2 122 PRESSURE GAUGE BRAKE PIPE 2 123 2-WAY HORN VALVE 4 124 AUTO DRAIN VALVE 2 125 ISOLATING COCK 3/8” (TRACTION CONVERTER 1) 1 126 - - 127 - - 128 - - 129 AIR LINE SIEVE 3/8” 2 130 ISOLATING COCK 3/8” VENTED 2 131 DUPLEX PRESSURE GAUGE (B.C1-B.C2) 2 132 FLOW METER GAUGE 2 133 - - 134 ISOLATING COCK 3/8” VENTED 2 135 EP VALVE 2 136 ISOLATING COCK 1-1/4” 1 137 PRESSURE REDUCING VALVE 1 138 AIR LINE SIEVE 1” (IN LINE) 3 139 - - 140 BRAKE FRAME INTERFACE MANIFOLD 1 141 BRAKE CONTROL EQUIPMENT RACK 1 142 - - 143 - - 144 - - 145 - - 146 - - 147 WHEEL TREAD CONDITIONERS 8 148 BRAKE DISC 8 149 BRAKE CALIPERS STANDARD (RH) 4 150 BRAKE CALIPERS SPB (LH) 4 151 - - 152 - - 153 - - 154 - - 155 - - 156 - - 157 - - 158 - - 159 - - 160 - - 161 - - 162 - - 163 - - TRACTION ROLLING STOCK : THREE PHASE TECHNOLOGY Page 106  REF DESCRIPTION QTY. 164 - - 165 - - 166 - - 167 - - 168 - - 169 - - 170 CAPACITY RESERVOIR 5 LITRE 1 171 CHOKE 1 172 37 WAY FREE SOCKET (CUSTOMER) 1 173 19 WAY FREE SOCKET (CUSTOMER) 1 174 19 WAY FREE SOCKET (CUSTOMER) 2 175 176 VIGILANCE CONTROL EQUIPMENT 1 177 - - 178 19 WAY FREE SOCKET (CUSTOMER) 1 VIGILANCE 179 ISOLATING COCK VENTED ¾” 2 180 ISOLATING COCK VENTED 1-1/4” 2 181 ISOLATING COCK VENTED ¾” 2 182 ISOLATING COCK VENTED 1-1/4” 2 183 HOSE 3/8” 2 184 HOSE ½” 8 185 DUMMY COUPLING 8 TRACTION ROLLING STOCK : THREE PHASE TECHNOLOGY Page 107  Schematic of Air Break Equipment WAG9 CO-CO FREIGHT LOCOMOTIVE TRACTION ROLLING STOCK : THREE PHASE TECHNOLOGY Page 108  Annexure 8.4 REF DESCRIPTION QTY. 1 AIR HORN 2 2 AIR HORN 2 3 PANTOGRAPH 2 4 MAIN CIRCUIT BREAKER 1 5 ISOLATING COCK 3/8” VENTED 1 6 SOLENOID VALVE (PANTOGRAPH) 2 7 - - 8 ISOLATING COCK 3/8” VENTED 2 9 PRESSURE SWITCH PANTOGRAPH 2 10 SAFETY VALVE ¾” 2 11 COMPRESSOR CHECK VALVE1-1/4” 2 12 UNLOADER EXHAUSE VALVE 1” 2 13 LATCHED ISOLATING COCK 1-1/4” 1 14 ISOLATING COCK 1-1/4” 2 15 FINAL FILTER 1 16 17 AUXILIARY COMPRESSOR DELIVERY 1 HOSE 18 COMPRESSOR DELIVERY HOSE 1 19 COMPRESSOR DELIVERY HOSE 1 20 MAIN COMPRESSOR WITH MOTOR 2 21 22 PANTOGRAPH RESERVOIR 5 LITRE 1 23 SAFETY VALVE ¼” 1 24 COMPRESSOR CHECK VALVE ½” 1 25 CHEK VALVE ½” 1 26 AUXILIARY COMPRESSOR PRESSURE 1 SWITCH 27 ½” TEST POINT (VENTED PLUG) 1 28 - - 29 E70 EQUIPMENT MANIFOLD ASSEMBLY 1 30 LATCHED SOLENOID VALVE (PARKING 1 BRAKE) 31 CHOKE 1 32 PARKING BRAKE PRESSURE SWITCH 1 33 EP VALVE UNLOADING 1 34 BRAKE FEED PIPE PRESSURE SWITCH 1 35 COMPRESSOR PRESSURE SWITCH 1 36 COMPRESSOR PRESSURE SWITCH 1 37 LOW MAIN RESERVOIR PRESSURE 1 SWITCH 38 KABA-KEY COCK 1 39 SAFETY VALVE ¾” 1 40 ½” TEST POINT 1 41 - - 42 VENTURE VALVE 1 43 FLOW METER GAUGE RELAY VALVE 1 44 VENTURI VALVE PRESSURE SWITCH 1 5 ELECTRONICS ENCLOSURE 1 46 BREAKAWAY PROTECTION VALVE 1 47 TOWING COCK 3/8” 1 48 CHECK VALVE WITH STRAINER ½” 1 49 DISTRIBUTOR DMD3 1 50 - - 51 BRAKE SUPPLY RESERVOIR 240 LITRES 1 52 BRAKE CUT OUT VALVE 1 53 CAPACITY RESERVOIR 5 LITRES 1 54 DOUBLE CHECK VALVE ½” 1 55 EBC/5BLENDING UNIT 1 56 ½” TEST POINT (VENTED PLUG) 1 57 D2 RELAY VLVE (AUTOMATIC BRAKE) 1 TRACTION ROLLING STOCK : THREE PHASE TECHNOLOGY Page 109  REF DESCRIPTION QTY. 58 D2 RLAY VLVE (DIRECT BRAKE) 1 59 DIRECT BRAKE PRESSURE SWITCH 1 60 VIGILANCE PRESSURE SWITCH 1 61 ½” TEST POINT (VENTED PLUG) 1 62 CHOKE 3/16” BORE 2 63 ISOLATING COCK 34” VENTED 2 64 BRAKE CYLINDER PRESSURE SWITCH 2 65 ANTI SPIN VALVE 2 66 DOUBLE CHECK VALVE ¾” 4 67 CHOKE 3/16” BORE 2 68 ISOLATING COCK 3/8” 1 (TRACTION CONVERTER 2) 69 BRAKE PIPE PRESSURE SWITCH B.P.G 1 70 E70 BRAKE PIPE ISOLATING COCK 1 WITH SWITCH 1-1/4” 71 EMERGENCY EXHAUST VALVE 1 72 EMERGENCY EP VALVE 1 73 SANDING VALVE 4 74 EMERGENCY /VIGILANCE ISOLATING 1 COCK 75 ½” TEST POINT (VENTED PLUG) 1 76 ½” TEST POINT (VENTED PLUG) 1 77 TWIN TOWER AIR DRYER WITH PRE- 1 COALESCER 78 AUXILIARY COMPRESSOR 1 79 PRESSURE REGULATOR ½” 1 80 THROTTLE VALVE 2 81 FLANGE LUBRICATION CONTROL 4 82 GREASE PUMP WITH RESERVOIR 2 83 FLEXIBLE HOSE 3/8” 2 84 CENTRIFUGAL STRAINER WITH DRAIN 1 COCK ½” 85 PANTOGRAPH SELECTION SWITCH 1 86 ISOLATING COCK 3/8” 1 (WHEEL FLANGE LUB) 87 OIL SEPARATOR / DRIP CUP WITH AUTO 1 DRAIN VALVE 88 ISOLATING COCK 3/8” 1 (FILTER CUBICLE) 89 MAIN RESERVOIR 450 LITRES LEFT 2 HAND 90 DRAIN COCK 3/8” 4 91 CHECK VALVE 1-1/4” 1 92 DUPLEX CHECK VALVE 1-1/4” 1 93 PRESSURE CONTROL VALVE 1 94 LATCHED ISOLATING COCK 1-1/4” 1 95 HOSE AND COUPLING 1” (M.R.E.P) 2 96 END COCK 1” RH 2 97 HOSE AND COUPLING 1-1/4” R.H BRAKE PIPE 2 98 END COCK 1-1/4” 2 99 HOSE AND COUPLING 1” 2 100 END COCK 1” L.H. 2 101 HOSE AND COUPLING 1-1/4” L.H FEED 2 PIPE 102 END COCK 1-1/4” 2 103 SANDER NOZZLE 8 104 HOSE 2 105 HOSE 2 TRACTION ROLLING STOCK : THREE PHASE TECHNOLOGY Page 110  REF DESCRIPTION QTY. 106 CHECK VALVE 1” 1 107 ½” TEST POINT (VENTED PLUG) 1 108 COMBINED BRAKE 4 CYLINDER/PARKBRAKE UNIT WITH SLACK ADJUSTER 109 BRAKE CYLINDER WITH SLACK 4 ADJUSTER 110 - 1 111 DRIVERS BRAKE CONTROLLER 2 112 DRIVERS DIRECT BRAKE VALVE 2 FDI 113 ISOLATING COCK 1-1/4” (EMERGENCY) 2 114 PRESSURE REGULATOR ½” 1 115 DIRECT BRAKE EXHAUST VALVE 2 116 EMERGENCY EXHAUST VALVE 1-1/4” 2 117 1 118 ½” TEST POINT 2 119 ½” TEST POINT 2 120 ISOLATING COCK 3/8” VENTED 2 121 DUPLEX PRESSURE GAUGE (F.P-M.R) 2 122 PRESSURE GAUGE BRAKE PIPE 2 123 2-WAY HORN VALVE 4 124 AUTO DRAIN VALVE 2 125 ISOLATING COCK 3/8” (TRACTION 1 CONVERTER 1) 126 - - 127 - - 128 - - 129 AIR LINE SIEVE 3/8” 2 130 ISOLATING COCK 3/8” VENTED 2 131 DUPLEX PRESSURE GAUGE (B.C1-B.C2) 2 132 FLOW METER GAUGE 2 133 - - 134 ISOLATING COCK 3/8” VENTED 2 135 EP VALVE 2 136 ISOLATING COCK 1-1/4” 1 137 PRESSURE REDUCING VALVE 1 138 AIR LINE SIEVE 1” (IN LINE) 3 139 - - 140 BRAKE FRAME INTERFACE MANIFOLD 1 141 BRAKE CONTROL EQUIPMENT RACK 1 142 143 144 145 146 147 148 149 150 151 152 153 154 155 156 157 158 159 160 TRACTION ROLLING STOCK : THREE PHASE TECHNOLOGY Page 111  REF DESCRIPTION QTY. 161 162 163 164 165 166 167 168 169 170 CAPACITY RESERVOIR 5 LITRE 1 171 CHOKE 1 172 37 WAY FREE SOCKET (CUSTOMER) 1 173 19 WAY FREE SOCKET (CUSTOMER) 1 174 19 WAY FREE SOCKET (CUSTOMER) 2 175 176 VIGILANCE CONTROL EQUIPMENT 1 177 178 19 WAY FREE SOCKET (CUSTOMER) 1 VIGILANCE 179 ISOLATING COCK VENTED ¾” 2 180 ISOLATING COCK VENTED 1-1/4” 2 181 ISOLATING COCK VENTED ¾” 2 182 ISOLATING COCK VENTED 2 183 DU MMY COUPING 8 TRACTION ROLLING STOCK : THREE PHASE TECHNOLOGY Page 112