ACKNOWLEDGEMENT

I am using the opportunity to express my gratitude to everyone

who supported me throughout this training. I am thankful for their aspiring
guidance, invaluable constructive criticism and friendly advice during project
work. I am sincerely grateful to them for sharing their truthful and illuminating
views on a number of issues related to this project.

In particular, I am grateful to Mr Jayanta Sengupta for

introducing us to Diesel Shed and giving us opportunity to do industrial training. I
would also like to thank Mr Dilwar Hussain ( SSE/D/IC/MECH) for guiding us. We
would also like to thank Mr. Rajat Mitra (CI/DTTC) and all other staffs of
component section for helping and sharing their knowledge.

Thanking You,
Subhradeep Dey

1
 CONTENTS

 History Of Diesel Locomotive

 A Brief History Of Siliguri Diesel Locomotive Shed
 Classification Of Locomotives
 GM Locomotive Compartments
 Working Principle Of Two Stroke Diesel Engine
General Specification Of GM Locomotives
Various Systems Of Diesel Locomotives
 Compressed Air System
 Lubricating Oil System
 Air Intake System
 Electrical System
 Turbo-Charging System
 Fuel- Oil System
 Water Cooling System
 Field Of Project – Air Brake System
Conclusion

2
HISTORY OF DIESEL LOCOMOTIVES IN INDIA
In the early l960s lndian Rnilway began conversion of Its mainline from steam to
diesel locomotives. For this conversion General Motors Electro-Motive Division
(EMD) and American Locomotive Company (ALCO) were asked to submit designs
for new diesel locomotives. Each company submitted prototypes. Indian Railways
designated these prototypes as WDM-4 class and lire WDM-2 class respectively.
Technologically GM's WDM-4 was superior to ALCO's WDM-2, but Indian Railways
required a transfer of technology agreement that would allow these locomotives
to be manufactured in India. GM did not agree to this Agreement so ALCO
prototype was selected for production. After construction of Diesel Locomotives
Works (DLW) factory m Varanasi, production of ALCO locomotives began in India.

An Early ALCO locomotive (WDM-1)

Later modifications were made & few subcases were created. These includes
WDM-2A, WDM-2B and WDM-3A. The WDM-2 is the diesel workhorse of the

3
Indian Railways, being very reliable and rugged.

WDM-4 locomotive

WDP-4 Locomotive

4
A BRIEF HISTORY OF SILIGURI DIESEL LOCOMOTIVE SHED
After the partition of India in 1947. the new Siliguri Junction railway station
became the main railway station in the area. The three meter gauge line were
linked to Kishanganj and Barsoi. Assam and Haldibari. The narrow gauge
Darjeeling Himalayan Railway (DHR) was there. The short region was over in
1960s when a new broad gauge line linked Siliguri with Calcutta. Today all railway
lines in the area are converted to broad gauge line except the DHR.

A meter gauge diesel shed in siliguri was established in 1961 and a new broad
gauge diesel loco shed was established in 2007. WDP-4cand WDG-4 locos were
transferred to Hubli, Karnataka. It is the home to WDP-4 loco “Baaz”. It is also
used to house YDM-4 and WDM-3A locos.

Siliguri Diesel shed is the oldest meter gauge diesel shed on Indian Railways.
Today it houses the advanced EMD locomotives like WDP4B and WDG4 . It is the
second Diesel Locomotive Shed in Indian Ralways designed to home the EMD
locos.

5
Classification of Locos:
In India, locomotives are classified according to their track gauge, motive power,
the work they are suited for and their power or model number. The class name
includes this information about the locomotive. The first letter denotes the track
gauge. The second letter denotes their motive power (Diesel or Electric) and the
third letter denotes the kind of traffic for which they are suited (goods, passenger,
mixed or shunting). The fourth letter used to denote locomotives' chronological
model number. A locomotive may sometimes have a fifth letter in its name which
generally denotes a technical variant or subclass or sub type. Fifth item is a letter
that further refines the horsepower indication in 100 hp increments: 'A' for
100 hp, 'B' for 200 hp, 'C' for 300 hp, etc. So in this scheme, a WDP-3A refers to a
3100 hp loco, while a WDM-3F would be a 3600 hp loco.

The first letter (gauge)

 W – Indian broad gauge ( 5 ft 6 in)
 Y – metre gauge (3 ft or 100 0mm)
 Z – narrow gauge(2 ft 6 in)
 N – narrow gauge (2 ft)
The second letter (motive power)
 D – diesel
 C – DC electric
 A – AC electric
 CA – both DC and AC
 B – Battery electric locomotive (rare)
The third letter (job type)
 G – goods
 P – passenger
 M – mixed; both goods and passenger
 S – shunting
 U – electric multiple unit
 R – Railcars

6
For example, in "WDM 3A":
 "W" means broad gauge
 "D" means diesel motive power
 "M" means suitable for both goods and passenger service
 "3A" means the locomotive's power is 3,100 hp ('3' stands for 3000 hp, 'A'
denotes 100 hp more)

GM LOCOMOTIVE COMPATRMENTS

7
1. NOSE COMPARTMENT:

(a) CCB (computer control brake) air brake equipment panel.

(b) CRU (computer relay unit). VFD is fitted with CRU.
(c) Dead engine cut out cock ( it is open at vertical position).
(d) PCU (Pneumatic control unit).

2. DRIVER'S CAB:

(a) 2 control stands.

(b) Reverser Handle.

8
(c) Automatic brake valve with 5 positions (Release, Run, Minimum service,Full
service & Emergency)

(d) Independent brake handle with three positions (Quick release, release &
Application).
(e) Air brake Lead/ Trail setup switch (like MU-2B) with 4 positions.

(f) Reset (alertness control) push button switch.

9
 (g) Manual sanding switch.
(h) Horn button switches.
(i) Head light switches.

(j) Duel Gauge for MR & ER, Duel Gauge for BP & BC, Air Flow Indicator (AFI),
Speedometer, Tractive effort meter.

(k) Indicator panel switch for sanding, Flasher light, Brake warn, PCS, Wheel
Sleep.

10
Note – engine run, Cont- F.P, G.F. sliding switch, M.U. Run/ Stop switch, Dynamic
brake circuit breaker they are only control stand-2.

3. ELECRTICAL CONTROL CABINET (ECC-1):

(a) Circuit breaker panel.

(b) Engine control panel (isolation switch, EFCO, prime/start switch,
classification light switch, dynamic & blended brake switch).
(c) Circuit breaker and test panel.

4. TRACTION CONTROL COMPONENT (TCC):

(a) Traction motor computer & inverter.

(b) Dynamic braking Grid and Blower fan.
(c) IGBT or GTO/ DCL
(d) TCC blowers.

11
5. CENTRALIZED AIR FILTER COMPARTMENT:

(a) Inertial air inlet filters/ cyclonic filter at the both side of the walls.
(b) Dust bean blower.
(c) Traction motor blower.
(d) Alternator cooling blower.
(e) Engine intake filter (Baggies type).
(f) Crow bar (IPR)
(g) Rader magnet valve.
(h) Rectifier bends.

6. TRACTION GENERATOR COMPARTMENT:

(a) Eductor assembly.

(b) Traction generator with companion alternator.
(c) Turbo super charger (EMD ‘G’ series) with two after cooler.
(d) Auxiliary generator.
(e) Engine starting motors(two in number)

12
7. ENGINE COMPARTMENT:

(a) 2-stroke, 16-cylinders, V-type, turbo-charged engine.

(b) Battery knife switch and fuse are provided at engine rear end right side
(Loco’s left side).
(c) Turbo lube oil pump ( soak back pump) is provided at the engine left side
(loco’s right side).
(d) Lube oil dip stick gauges are provided on both left and right banks of the
engine.
(e) Soak-back & turbo-spin on filter.

8. ENGINE ACCESSORIES COMPARTMENT:

(a) Wood word governor (PG)

(b) Water pumps (2nos) for left and right bank.
(c) Governor booster pump.
(d) Scavenging pump : draws oil from lube oil sump through scavenging strainer
and supplies to main lube oil pump through oil filter and cooler.
(e) Main lube oil & piston cooling pump : for piston cooling and engine
lubrication.
(f) Lube oil strainer housing.
(g) Maciana filter housing consists of 5 paper type filter elements.
(h) Lube oil cooler.
(i) Engine water tank.
(j) Fuel primary filter.
(k) Fuel pump (at engine right bank).

13
 (l) Engine mounted fuel oil secondary filters (tow in nos.) spin-on type with
sight glasses provided on engine right free end side. EPD ( Engine Protection
Device) provided on engine left side.

 Low lube oil protection device.

 Low water level / pressure protection.
 Crank case vacuum protection device.
 OSTA ( over speed trip assembly)
 HOD ( Hot Oil Detector)

(m) Fuel prime / start switch, provided at the left side of engine equipment
rack. (in WDG4). Hand brake on left side of engine accessories compartment.

9. COMPRESSOR COMPARTMENT:

(a) 2 stage, 3 cylinders Air Compressor (cooled by engine cooling water system).
(b) MVCC (magnet valve for compressor control).
(c) Sanding magnet valve (02 no.)
(d) Horn magnet valve (01 no.)
(e) EBT (exhaust blow down timer).
(f) Inter-cooler.
(g) Inter-cooler safety valve.
(h) MRPT- cut out cock.

10. RADIATOR COMPARTMENT:

(a) Radiator core (two nos.) located on headers on top of the cooling fans.
(b) Two radiator cooling fans (AC motor driven).
(c) Main reservoir cooling coils.
(d) Compressor air intake filter.
14
 Working Principal of Wheels in Diesel Locomotives

In Diesel Locomotives, the wheels are not directly coupled with the engine unlike
the automobiles. Each wheels has Bull Gear mounted on its axel. Now the
crankshaft of the engine is directly coupled with the rotor of the generator. As
cranking takes place, the crankshaft rotates the rotor of the generator and
produces up to 2600V DC.

This electricity produced by the generator are used by the

Traction motors, which are mounted just above the axel of the wheels, Each
Traction Motors have a Pinions attached with its shaft. As the traction motor
rotates, it rotates the pinion. The pinion is engaged with the bull gear of the
wheel. So, as the pinion rotates the bull gear also rotates thereby rotating the
wheels of the locomotives.

15
General specifications of GM/EMD locomotives

The specifications for GM/EMD locomotives such as WDP4 / WDG4,

WDP-4B, WDP-4D ( Duel Cab ) are as follows:

No. of cylinders : 16

Engine Type : 2-Stroke ; Turbocharged

Cylinder arrangement : 45o ; ‘V’ - Type

Compression ratio : 16 : 1

Displacement per cylinder : 11,635 cc

Cylinder Bore : 230.19 mm

Cylinder Stroke : 279.4 mm

Full Speed : 904 RPM / 969 RPM

Horse Power : 4000 HP / 4200 HP / 4500 HP

Fuel Tank Capacity : 6000 L

16
WORKING PRINCIPAL OF 2- STROKE DIESEL ENGINE

In two stroke Diesel engine cycle is completed in two stroke of the piston that is,in
one revolution of Crankshaft.

During downward motion of piston:

1. Fuel injection when piston is in TDC

2. Power

3. Exhaust (exhaust vales are in open condition)

4. Scavenging (Exhaust valves are remained open + Inlet ports in the wall of
cylinder liner are opened when piston circumferential wall comes below intake
ports of liner)

During upward motion of piston:

1. Scavenging (both exhaust valves and inlet ports are In opened position)

2. Exhaust (exhaust valves are remained open, intake ports are closed by piston
wall)

3. Compression (after closing of exhaust valves)

Engine Components:

 Engine Block ( Cylinder liners inside )

 Cylinder heads
 Crankcase

17
 Pistons
 Inlet Valves ( four stroke engine ) / Intake ports ( two stroke engine )
 Exhaust Valves
 Valve Levers ( Valve actuation mechanism )
 Fuel Injection Pumps and Injectors / Mechanical Unit Injector (MUI) in GM
Loco
 Piston Connecting Rods
 Crankshaft
 Camshaft
 Oil sump ( Bottom end of crankcase )

18
 VARIOUS SYSTEM OF DIESEL LOCOMOTIVES

COMPRESSED AIR SYSTEM:

Compressed air in GM locomotive is used for the locomotive brake system as well
as for auxiliary systems such as sanders, bell, horn, windshield wipers, rail lube
systems, and radar head air cleaner.
The GM locomotive uses WLNA9BB model three cylinder air
compressor which is a two stage (low-pressure and high-pressure) compressor.
The compressor is water-cooled. The compressor is mechanically driven by a
driveshaft from the front or accessory end of the locomotive engine. This
driveshaft is equipped with flexible couplings to couple the compressor.
AIR COMPRESSOR ASSEMBLY

The compressor is equipped with three cylinders, two low pressures and one (in
the centre) high pressure. Air is sucked through two dry pumice type air filters
and compressed by the two low pressure cylinders. After that the low-pressure
compressed air passed through an intercooler. The intercooler reduced the
compressed air temperatures. A pressure relief valve is provided on the
intercooler for intercooler safety. After this the compressed air moves on to the
high-pressure cylinder where it is again compressed to main reservoir pressure.
Between the compressor and main reservoir an aftercooler cooling coil is
provided to reduced the air temperature.
The compressor has its’ own internal oil pump and pressure
lubricating system with an oil filter. The oil level is checked during running by
means of the dipstick mounted on the side of the compressor crankcase. When
adding oil in the compressor it must be in stop position.
At idle speed and normal operating temperature, the oil pressure
should be between 18-25 psi. A plugged opening is provided for installation of an

19
oil pressure gauge.

LUBRICATING OIL SYSTEM:

The complete engine lubricating oil system is a combination of 04 oil systems.

These are:
(1) Scavenging oil system
(2) Main lubricating oil system
(3) Piston cooling oil system
(4) Soak Back or turbo lube system

Lube oil pumps

• Each system has its own lube oil pump.
• The main lube oil pump, piston cooling oil pump and scavenging oil pumps
are driven from the accessory gear train at the front end of the engine.
• The soak back or turbo lube system is driven by a electric motor.
• The main lube oil pump and piston cooling oil pump is a individual pump but
both contained in one housing and driven from a common drive shaft.

20
Lube oil system consists of Engine pump, scavenging pump, Main lube oil pump,
lube oil strainer housing pump, Filter assembly, Turbo oil filter.
Oil from the Engine pump is driven by gear driven scavenging pump
through a coarse (rough) mesh lube oil strainer element is filtered in lube oil filter
tank wherein 5 filter elements are fitted. From the filter tank, oil with pressure is
supplied to main lube oil pump through cooler and fine mesh lube oil strainer
elements. A lube oil valve is provided across lube oil filter tank set at 40 PSI. This
valve is responsible for continuous oil supply to engine moving parts even during
filter choke. A filter condition gauge is provided across the filter tank & is in
parallel with by-pass valve to indicate the lube oil filters condition continuously.
Pressurized lube oil supply by scavenging pump is further pressurized by
a main lube oil pump on a single driven shaft having two pumps, one for piston
cooling and the other for all main bearing and other engine moving parts. Piston
cooling pump supplies pressurized oil to all the pistons through cooling headers
on the both banks and through piston cooling pipes. This cools the piston crown
from bottom and lubricates cylinder lines and piston rings while flowing down to
the pump. Pressurized oil from main lube oil pump passes through a pressure
relief valve set at 125 PSI, lubricate all main Bearings, connecting rod Bearing,
both end engine gear trains, stub shafts, all cam bushes through drill oil passage
in cam shafts, valve lever mechanism.
Oil pipe line from the cam gear end lube oil main header is taken to
engine Governor to shut down the engine in order to protect the engine

underlow oil pressure.

21
AIR INTAKE SYSTEM:

Air intake system consists of the following components.

• Turbo charger,
• Inertial air intake filters,
• Baggie type fibre glass air intake filters,
• After cooler
Turbo Charger: -
The primary use of the turbo charger is to increase air supply to engine to
produce more horsepower and provide better fuel efficiency by the utilization of
exhaust gases.
The turbo charger has a single stage turbine with a connecting gear
train. The connecting gear train work in the condition of engine starting/ light
load operation and rapid acceleration.
When the engine work on full load (approximately in 6th notch) the
energy of the exhaust gases is sufficient to drive the turbo charger and the
turbine rotor rotates without any mechanical help from the engine. At this point,
an over riding clutch in the drive gear train disengages and the turbo charger
drive is disconnected from the engine gear train.

The rotor shaft assembly of turbo is divide into 3 parts:

a) Sun-gear shaft: -When engine is starting or it works on slow speeds or lower
notch operations, the sun-gear shaft receive drive from the engine through the
planet gear system and a clutch.
b) Exhaust gas driven turbine: - The burnt exhaust gases are directed to
passage through a fixed nozzle ring between exhaust manifold and turbine. The
exhaust gases is directed by the fixed nozzle ring on to the turbine wheel blades
and the heat energy is converted into mechanical rotary motion. The diffuser is
another aerodynamic device located in the turbine section of the turbo. The
diffuser is basically an arrangement of 3 to 4 vanes, which are
placed behind the turbine blades these provide a smooth transition path for the
gas to flow, there by eliminating turbulence. Then exhaust gases are expelled out
through exhaust duct. A built in aspirator tube provided in exhaust ducts contains
an “educator tube” which provide suction in the engine crank case and maintains
vacuum in the engine crankcase.

22
 c) Impeller with diffuser: - On the other end of the rotor assembly, an impeller
(compressor) with a diffuser ring is provided. The impeller induces a partial
vacuum in the air inlet casing. The impeller inducer draws air from the clean air
room where the clean air available after passing through cyclonic air inlet filter
and secondary through a baggy type fibre glass secondary filter. The air drawn by
the blower is compressed in the blower causing and presses through a
compressor diffuser directs the flow of compressed air to provide a smooth air
delivery which is free from turbulence.

Inertial Air Intake Filter

The inertial air inlet filters are cyclonic types consisting of many filter tubes
mounted in a single assembly. The reduction in pressure in the clean air
compartment causes the outside air to rush through the filters to fill the
depression. As the air passes through the filter tubes and stationary vanes in the
intake throats imparts a spinning motion to the air.
By spinning motion dirt particles are thrown to the outer wall of the tube by a
centrifugal force. These particles are carried to he bleeds duct (dustbin), where
they are removed by dustbin blower and thrown out from the locomotive. The
resulting clean air enters in the air compartment. In addition to clean the filters,
the dust bin blower increases their efficiency by increasing the velocity of the air
passing from the filter tubes.

23
ELECTRICAL SYSTEM:

The diesel engine is the source of locomotive power, when the engine is running
it directly drives three electrical generators:
1. Main generator (traction alternator)
2. Companion alternator
3. Auxiliary generator
Main generator (traction alternator)
The main generator (traction alternator) rotates at engine speed generating AC
power. Rectifiers are covered within the generator assembly. The rectifiers
convert the AC power to DC, and the DC output is applied to DC link. Switch gear
and contractors supply DC voltage to traction inverter circuits. The traction
inverters convert the DC link voltage to 3-phase AC power for the traction motors.
There are two separate computers TCC1 and TCC2 which control the traction
motors by varying the voltage and frequency which is fed to traction motors to
get the proper torque and speed i.e., the output from traction motors.
Companion alternator
The companion alternator is directly coupled to the traction alternator and is
within the main generator assembly itself. Output is utilized for the following:
• To excite the main generator (traction alternator) field.
• To drive the two rectifier cooling fan motors.
• To drive the inertial blower motors.
• To drive the traction inverter blowers.
• Various transducers and control devices.

Auxiliary generator
The auxiliary generator is driven by engine gear train. The output of aux. Gen. is
converted to74V DC in a rectifier &output from the rectifier is utilized for the
following:
• To excite the companion alternator fields.
• Control systems.
• Battery charging.
• F. P. Motor.
• Turbo charger soak-back pump.
• Lighting and Misc. equipment.

24
Turbo-Charging System:
 Exhaust Manifold

 Turbo Supercharger

 Turbo Clutch

 Baggle filters

 After coolers

The Turbo Charger is used to increase engine horse power. Turbine of TSC is
rotated by engine exhaust gas. Attach blower with turbine is also rotated and
supplies pressurized air to engine cylinders. As available total mass of
pressurized air is much higher than air intake in natural aspirated engine so, it
is possible to inject more fuel and thus engine power is increased. This
pressurized air is called as Booster air.

In GM locomotive, rotor assembly ( Turbine and blower attached with rotor

shaft), initially rotated directly by engine shaft and from 6th Notch, fill load (
Exhaust gas temperature 1000 degree Fahrenheit), it is driven by exhaust gas.
An overrunning clutch assembly (freewheeling device) is provided for this
change in blower driving system.

Two stroke engine has no separate suction stroke like four stroke engine and
pressurized air is not available until turbine rotates at high speed. So, such
arrangement of blower driven mechanism is provided so that, blower supplies
sufficient air during intake phase even exhaust gas pressure is low.

25
Fuel Oil System:
Fuel from tank is drawn by the fuel booster pump through suction strainer. Fuel
from suction strainer flows to fuel booster pump. Pressurized fuel from fuel
booster pump is piped to fuel primary filter and then goes to secondary filters.

A bye pass valve and gauge is provide across fuel primary filter to prevent
overloading fuel booster pump incase of chocked fuel filter. The bye pass valve is
set at 30 psi and the gauge is having Green, Yellow and Red Zones.

Fuel from secondary filter enters to fuel headers A Secondary filter bye pass valve
is provided over the filter, which is set at 65 PSI. A glass bowl provided over the
filter bye pass valve indicates the bye passed fuel flowing back to diesel tank if the
secondary filters are chocked. Fuel flown to both bank fuel headers, enters
individual fuel injectors through the fuel lines.

The excess fuel from injectors flow back to fuel return headers and to fuel tank
through fuel regulating valve set at 15 PSI. As like relief valve, regulating valve is

26
also enclosed by a sight glass bowl. Both regulating and relief valves are placed
over the fuel spin on filters.

WATER COOLING SYSTEM:

Engine cooling water system is a closed loop pressurized water cooling system.
The water cooling system cools-All the engine cylinder liners, cylinder heads, after
cooler, lube oil cooler and compressor. In the water cooling system, there are 2
nos. engine mounted water pumps (centrifugal type). The water pump receive
water from the radiator through lube oil cooler. Water from the water pump is
sent to the two (left and right bank) water main header (also called water inlet
manifold). From the water main header water enter to all the cylinder liner
jackets through water jumper. After cooling the cylinder liners water enter in the
cylinder head through 12 hole which are matched to cylinder liner with ‘o’ rings
and cools the combustion chamber of the cylinder head. Outlet water from each
cylinder head goes to the return header (also called water outlet manifold) which
carry water to the radiator. Each water main header is connected at the rear end
from where a water pipeline carry water to cool the after cooler. Water from the
after cooler goes to water return header and through water return header to

radiator. A water pipe line from the water pump carry water to compressor to
cool the compressor liners, cylinder head, valves and the compressed air inside
27
the inter cooler. Air compressor cooling is done whenever engine is running. The
radiators are located in a hatch at the top of the long hood end of the locomotive.
Headers are mounted on the radiator core to form the inlet and outlet ends of the
radiator assembly, a bypass line provided between the inlet and outlet lines in
order to reduce velocity in the radiator tubes.

ENGINE GOVERNOR-PGEV GOVERNOR:

The Woodward locomotive governor is an electro-hydraulic governor. It has three
section—a basic governor section, a speed setting section and a load control

system. Function of the governor-

1. Constant speed setting according to notch through speed setting solenoids.

2. On load, governor maintain constant RPM according to notch and maintain

constant output at each speed setting according to notch by controlling fuel
supply.

3. PGEV governor has a safety device (low lube oil pressure trip plunger) which is
actuated to shut down the engine when engine lube oil pressure is
reduced(Range-0.8 kg per sq.cm at 8 th notch).

4. It is control the supply of fuel at every notch, according to load of the engine
& required amount of booster air pressure.

AIR DRYER:

It is fitted in between MR-1 and MR-2.

Function of air dryer-

The dryer removes moisture and condensate from compressed air so that only
clean dry air reaches in all air operated equipment and equipment functions more
efficiently.

Main component of air dryer-

28
1. Pre-coalescer

2. Desiccants towers

3. Final filter

AIR FLOW INDICATOR:

Fitted on the both control stand in front of driver. Purpose-provided on loco to

give visual indications to driver during leakage in brake pipe.

29
FIELD OF PROJECT

“Air Brake System”

Introduction:
The Air brake is the standard, fail-safe train brake used by railway all over the
world. In spite of what you might think, there is no mystery to it. It is based on the
simple physical properties of compressed air.

Modern trains rely upon a fail-safe air brake system that is based upon a design
patented by George Westinghouse on March 5, 1868. The Westinghouse Air
Brake Company was subsequently organized to manufacture and sell
Westinghouse's invention. In various forms, it has been nearly universally
adopted.
The Westinghouse system uses air pressure to charge air reservoirs (tanks) on
each car. Full air pressure signals each car to release the brakes. A reduction or
loss of air pressure signals each car to apply its brakes, using the compressed air
in its reservoirs.

30
Basics:

A moving train contains energy, known as kinetic energy, which needs to be

removed from the train in order to cause it stop. The simplest way to doing this is
to convert the energy into heat. The conversion is usually done by applying a
contact material to the rotating wheels or to discs attached to the axles. The
material creates friction and converts the kinetic energy into heat. The wheels
slow down and eventually the train stops. The material used for braking is
normally in the form of a block or pad.

Although the overall air brake system in a train is complex, it nevertheless can be
reduced to two main elements:

1. Air

2. Friction

Since the production and flow of air is so vital an element in train braking, it is
necessary to understand some properties of air itself. Simply stated:

1. Air will exert equal pressure in all directions.

2. When air is compressed, it is heated.

3. When air expands, it is cooled.

4. When contained air is heated, the pressure increases.

5. When contained air is cooled, the pressure decreases.

6. Air contains moisture in the form of water vapor.

7. The warmer the air, the more water vapor it will hold.

31
8. When air is cooled, some of the water vapor will condense into water.

Difference Between Air Brakes and Vacuum Brakes

The principal parts of air brake system:

 Compressor The pump which draws air from atmosphere and compresses
it for use of train. Its principal use is for the air brake system, although
compressed air has a number of other uses on trains.
 Main Reservoir Storage tank for compressed air for braking and other
pneumatic system.

32
  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 looks 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.

In the "Running" position, the feed valve is selected. This allows a slow feed to be
maintained into the brake pipe to counteract any small leaks or losses in the
brake pipe, connections and hoses.

“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 the common forms of air brake.

“Application” closes off the connection from the main reservoir and opens the
brake pipe to atmosphere. The brake pipe pressure is reduced as air escapes.

“Emergency” acts same as “application” except that the opening to atmosphere is

larger to give a quicker application.

 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).

 Equalizing 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 17

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application position does not discharge the brake pipe directly. it lets air out of
the equalizing reservoir.

 Brake Pipe  The pipe running 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 sate ,i.e. 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.

 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.
 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.
 Brake Cylinder  Each vehicle has at least one brake cylinder. Sometimes
two or more are provided. The movement of the piston contained inside

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 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.
 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.

 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.

 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.

 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.

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Two Pipe System
A problem with the design of the standard air brake is that it is possible to use up
the air in the auxiliary reservoir more quickly than the brake pipe can recharge it ,
Many runaways have resulted from overuse of the air brake so that no auxiliary
reservoir air is available for the much needed last application. The problem can be
overcome with a two-pipe system as shown in the simplified diagram below.

The second pipe of the two-pipe system is the main reservoir pipe. This is simply a
supply pipe running the length of the train which is fed from the compressor and
the main reservoir. It performs no control function but is used to overcome the
problem of critical loss of pressure in the auxiliary reservoirs on each car. A

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connecting pipe, with one way valve, is provided between the main reservoir pipe
and the auxiliary reservoir.The one-way valve allows air from the main reservoir
pipe to top up the auxiliary reservoir. The one-way feature of the valve prevents
al oss of auxiliary reservoir air if the main reservoir pressure is lost.

Another advantage of the two-pipe system is its ability to provide a quick release.
Because the recharging of the auxiliaries is done by the main reservoir pipe,the
brake pipe pressure increase which signals a brake release is used just to trigger
the brake release on each car, instead of having to supply the auxiliaries as well.

Two pipe systems have distributors ini place of triple valves. One feature of the
distributor Is that It is designed to restrict the brake cylinder pressure so that,
while enough air is available to provide a full brake application, there isn't so
much that the brake cylinder pressure causes the blocks to lock the wheels and
cause a skid. This is an essential feature if the auxiliary reservoir is being topped
up with main reservoir air,which is usually kept at a higher pressure than brake
pipe air.

Self Lapping Brake Valves

Self lapping is the name given to a brake controller which is position sensitive,
i.e.the amount of application depends on the position of the brake valve handle
between full release and full application. The closer the brake handle is to full
application, the greater the application achieved on the train. The brake valve is
fitted with a pressure sensitive valve which allows a reduction in brake pipe
pressure according to the position of the brake valve handle selected by the
driver. This type of brake controlis popular on passenger locomotives.

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Advantages of Air Brake over Vacuum Brake

38
LOCO BRAKE SYSTEM
Loco Brake System is provided to stop the Locomotive, whenever it runs as light
engine. It is purely compressed air brake system known as independent brake
system. For this separate air circuit is provided in 28LAV-1 & IRAB-1 Brake system
which is independent to other air circuit. SA9 independent brake valve is provided
in driving control stand for application & release of loco brake. Valve has three
positions i.e. Quick release, release and application.

 A-9 automatic brake valve

The A-9 Automatic Brake Valve is a compact self lapping, pressure

maintaining Brake Valve which is capable of graduating the application or
release of locomotive and train brakes. A-9 Automatic Brake Valve has five
positions: Release, minimum Reduction, Full Service, Over Reduction and
Emergency.
 SA-9 independent brake valve

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 SA-9 Independent Brake Valve is a compact self lapping, pressure
maintaining Brake Valve which is capable of graduating the application or
release of Locomotive Air Brakes independent of Automatic Brake. The SA-9
Independent Brake Valve is also capable of releasing an automatic brake
application on the Locomotive without affecting the train brake application.
The SA-9 Brake Valve has three positions : quick release, release and
application.
 Relay Air Valve

The C2W Relay Air Valve is a diaphragm cooperated self lapping valve
having higher capacity which is used as a remote controlled pneumatic
device to relay a large quantity of main air reservoir pressure to the
operating system for brake application.
 Distributor Valve

C3W Distributor Valve is a graduated release UIC approved Distributor

Valve for application in the Coach Brake System used for initiating the
brake application. These valves are supplied in Aluminium version as well as
Cast Iron version as far as Body, Top covers and Bottom Covers are
concerned.
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 Control Valve

The VA-1B Control Valve proportions the amount of vacuum in the vacuum
brake pipe to the air pressure in the compressed air brake pipe on the
locomotive and acts as a pilot valve to operate the train vacuum brake, thus
securing an application simultaneously with, and in proportion to the
locomotive air brake application.
 Emergency Valve

The D-1 Emergency Brake Valve is a manually operated device which

provides a means of initiating an emergency brake application. When it is
desired to make the shortest possible stop, the brake valve handle is moved
to Emergency position, causing an emergency rate of brake pipe reduction.

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 CONCLUSION

During the training period I came across the

work of GM/EMD locomotives at Siliguri Diesel
Shed. I learned about its various parts such as
compressors, engine block, cooling systems,
lube oil system etc.
I got to know about the Air Brake System and
also witnessed how maintenance of the diesel
locomotives is done here. I am fortunate to see
both the single cab as well as the duel cab
locomotives.

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