BRAKE SYSTEM

1. Items of brakes and pneumatic auxiliaries to be attended in different schedules 1.1 Weekly: a. Air/vaccum System : i. Check the operation of automatic and independent brakes .maximum brake cylinder pressure should be 3.5+-0.1 kg/cm3. ii. Vaccum level against 35mm thick plate with engine running at idling .speed should not be less than 48cm. iii. The governer should cut out the compressor at 8kg/cm2 and cut in 7kg/cm2. iv. The shafety valve should start blowing at 8.5kg/cm2. v. Drain oil separator dirt collector. b. Brake cylinders i. Check piston travel of brake cylinder. It should not exceed 127mm with bloks and 10 mm gap b/w the brake wheels 1.2 Monthly: 1.2.1 air/vaccum system a. check the charging time of main reservoir.the pressure should rise from 0 to 8 kg/cm2 is not more than 6 minute with engine running at idiling speed. b. check and record the time for independent brake application and release. i. for brake cyclinder pressure to build up from 0 to 3.3kg/cm2 in 4-6 sec. ii. Time for brake cyclinder to fall from 3.5 to 0.4 kg/cm2 In 4.8 sec. c. check the operation of exhauster for creation of vaccum in the train pipe.it should be possible to obtain minimum of 48cm vaccum in train pipe against 6.35mm and against dummy the vaccum level should not rise beyond 50.5cm of Hg with engine running at idling speed. When the engine Speed is raised to maximum,the vaccum level against dummy should not be more than 51.5cm of Hg

d. check the operation on automatic brake valve in application and release. i. application the brake cyclinder should build up from 0 to 3.3 kg/cm2 in 912 sec. ii. release the brake cylinder pressure should fall from 3.5 to 0.4 kg/cm2 in 1015 sec 1.2.2 compressor intake filter & exhauster filter: Remove and cleans the filter element.

1.3 Quaterly: a. Air/Vaccum gauges: calliberate all the vaccum/air gauges and replace the defective units. b.Brake cyclinder lubricate the brake cyclinders.

1.4

Half yearly: a. Winds shields wipers Lubricate air chamber parts.

b. Isolating cocks and angle cocks Plugs which are shaggish should be removed, cleaned and lubricated With recommended lubricant. 1.5 Yearly:

a. Air/Vaccum system: Dismantle,clean,repair and replace the worn out parts and grease sliding parts of the following: i. Independent brake valve

ii. iii. iv. v. vi. vii. viii. ix. x. b.

Automatic brake valve Vaccum air proportion valve Double check valve Pressure reducing valve Strainer and check valve Loco brake releasing valve Compressor governor Automatic shut off valve Magnet valve Brake cylinder:

Remove the brake cylinder from locomotive, dismantle all compoNents,clean piston packing and check for abrassion and wear, Lightly lubricate the following parts before assembly:

i. Inside of cylinder cover, ii. Piston head with guide tip and spring, iii. The inner valve of cylinder.

c. Pneumatic auxiliaries: Dismantle ,clean repair and replace worn out parts and grease Grease sliding parts of the following: i. ii. iii. iv. v. vi. vii. Pneumatic control valve Sanding valve Sand ejector Automatic shut-off valve Push button valve Horn operating valve Horn

viii. ix.

Relay valve Sand ejectors

1.6 1.

Two Yearly: Air reservoirs: Clean and test hydraulically the air reservoirs. The hydraulic Pressure should be 1.5 times the maximum working pressure 8.5kg/cm2

2.

MAINTENANCE OF BRAKE GEARING:

i. Brake Hangers and Cross Beam : In maintaining the hangers and the cross beams it is of atmost Importance to ensure that they are in proper alignment . The alignment Generally gets disturbed due to excessive or unusual wear of the Hanger and cross beam bushes. Hamgers are provided with steel bush Which can be easily changed in shed . ii. Brake pull Rods: Generally all pull rods are so arranged that they are in tension and Normally they should not get bent . check & ensure that the pull rods are Straight . check for elongation of pull rods holes . change pull rods with Elongated holes when the provisions of bushing is not there.

iii.Adjustment of brake Eigging: Brake riggings are to be adjusted when brake blocks are worn.

If the clearance between the tyre and the brake bloc become 20mm the Brake rigging is to be adjusted.

WORKING PRINCIPLES 1. When diesel engine is started the power control handle remains in O or idle position and the engine runs at idiling speed . transmission oil filling pump draws the oil from the oil sump and delivers the oil through pipe ,heat exchanger and filter to the transmission control unit . the pressure relief valve is to be adjusted to limit the oil pressure to a maximum of 5 atms . when engine is idiling and when the torque convertor is empty. Oil under this pressure is also fed through a branch line into the convertor throttle valve . the oil pressure acts under piston (6). At the same time air at 6kg/cm2 pressure acts under piston (7). And lift the piston rod to its top most position. This movement causes the ports(2) to completely open for the turbine-side-oil to flow into the sump. Noew if the power control handle is slightly moved to start the locomotive after shifting the transmission switch(44) into IN position ,then ,the oil starts flowing into the convertor through the control unit. Owing to the idiling, the system pressure sharply falls from 3 to 1kg/cm2. Further as this oil is also freely through the ports (2) into the oil sump, suffient oil pressure cannot build up in the system and the torque convertor remains partially filled. The pressure in the system and hence the quantity of oil in the convertor can be increased by slowly moving the power control handle to LOW position. This increases the control air pressure from 0 to 2 atm . and corresponding increase in the filling oil pressure is about 2kg/cm2 with increased engine/pump rpm. At 2 atm pressure of control air,the relay valve (54) stops the air supply to the convertor throttle valve. This brings the piston (7) immediately to its bottom position by the action of the sprng (9).As the pre tension of springs is more than the force acting under the piston(6) due to 2kg/cm2 of oil pressure, the throttling piston(4) will reach its bottom most position fully covering the ports (2). Now, as the oil

flowing from turbine end is not by passed through the throttle valve, the oil quickly fills the convertor and builds- up pressure in the system. This gradually increases the pressure from 2kg/cm2 to a maximum of 3 kg/cm2 for which the relief valve (47) is set. At about 2.7kg/cm2 of oil pressure the throttling piston (4) is lifted by the piston (6) and ports (2) are slightly opened to by-pass the oil into the sump.