CONTENTS

1. INTRODUCTION

2. COMPARISION OF BRAKE SYSTEM

3. MR CIRCUIT

i) MR Circuit, a brief overview

ii) E-70 Brake system schematic
iii) Pneumatic panel PS/EP location diagram
iv) List of brake system equipment with end use

4) BRAKE ELECTRONICS

i) Brake electronics, a concept in brief.

ii) Electrical/electronics control system.
iii) Details of individual brake electronic module (cards).
iv) Logical diagram.
v) Brief about Mic- view
vi) List of signals for related to brake electronics

5) INDIVIDUAL E-70 VALVES

6) OTHERS
i) About pipelines
ii) List of important CLW specification.
iii) Ref CLW testing standards.
iv) Trouble shooting
v) Valve overhauling practices
vi) Pr. switch setting.
vii) Testing of Anti spin valve.
viii) Testing of Air dryer.
A GUIDE BOOK FOR E-70 BRAKE SYSTEM

INSPIRATION BY CEE/ C.RLY

SHRI. SATISH KUMAR

ENCOURAGEMENT BY CELE/ C.RLY

SHRI. B. K. SONAWANE

CIRCULATION UNDER GUIDANCE BY

SR. DEE/TRS/ELS/AJNI
SHRI. SANDEEP SRIVASTAVA
&
DEE/TRS/ELS/AJNI
SHRI. AVINASH SINGH KUSHWAH

AUTHORED BY
SHRI. G.M. CHANDEKAR
SE/ PNEUMATIC/ELS/AQ

CONTRIBUTED BY
1)SHRI. K.K. KAUSHIK
JE-1/ PNEUMATIC/ELS/AQ
2 )SHRI. S.GHOSHAL
SERVICE ENGINEER, M/S.FTIL,HOSUR
2 )SHRI. RAJA IYYANGAR
TECH/ ELS/AQ
 PREFACE
Three phase locomotives arrived at Ajni Loco Shed in October 2003. Since
the initial few days of struggle of learning new technology and newer
concept of traction, it has been a long journey till today when Ajni shed has
contributed significantly in stabilizing the three phase technology over
Indian Railways.

During the initial days the struggle was many fold as the shed was
experiencing acute shortage of the material as well as trained staff to work
on the new locos. Every failure and every day was a new learning, which
used to open newer dimension of the maintenance to concentrate upon. This
was executed through continuous monitoring through various Reliability
Action Plans (RAP) and issuing of Technical Instructions.

Lot of hard work was put in during this entire phase by all the staff and
supervisors and there was a continuous thorough involvement and guidance
forthcoming from the officers of the shed.

The experience gained over the last 3 years on brake system is being
presented here in the form of a guiding booklet for all those associated with
the maintenance of three phase locomotives for easy understanding of the
pneumatic system in a very simple language.

It is hoped that this booklet will prove to be a single stop guiding reference
for the staff of pneumatic section of all the sheds homing three phase
locomotive.
 E-70 BRAKE SYSTEM
Introduction:

The three phase locomotives have been launched on Indian Railways in

the mid nineties. There has been a marked departure from in the concept of
traction as well as brake system in these locomotives when compared to the
locomotives with conventional technology. The maintenance personnel have
become used to the braking system of conventional locomotives and have
developed a great degree of expertise in understanding the system as a whole
as well as the maintenance issues over a period of time. But, the brake system of
new three phase locomotives having electronic interface is slightly complicated in
understanding as there are no explicit pipelines between various valves and
many of the controls over the pneumatic valves are electronic in nature. This is
because in these locomotives the valves have been mounted on a triplate panel
with internal port connections doing the job of external piping.
Also, the electronic interface through brake electronics and loco
electronics is software controlled. The logics implemented in the software control
the operation of EP valves of the brake system. The logics are not hard wired
and there are no relays or switches. The wiring of the electronic rack itself and
interface with EP valves provided through suppression board on the pneumatic
panel is very fine accessible through only the intermediate pins of the backplane
or the sicem connectors of the rack.
Such features make the understanding of the system difficult. Therefore,
an effort has been made through this booklet to explain the working of the
system of E-70 brake system in a simple and easy to understand language for
the working level staff of sheds and workshops. The OEM s for E-70 Brake
system in India is M/S. FAIVELEY TRANSPORT INDIA LTD. HOSUR,(TN)
earlier name M/S. Sab Wabco (I) ltd.
 Comparison of current and E-70 brake system

Sr.No Criteria Current IRAB E70 brake

Brake system system

1 Basic design of brake system Wabco/USA M/s FTIL Group

2 UIC type pipe less drivers Non UIC type UIC type DBC
brake valve. pressure brake
valve

3. System configuration Very old Latest

4 Operational system Purely pneumatic Electronically

controlled

5 Restricted changing of brake Not available (now Provided

pipe in run position of brake a days MV-4
valve valve is provided

6 Automatic low pressure Not available Available

overcharge feature

7 Dynamic brake blending Not available Available

8 Automatic wheel slip protection Not available Available

9 Pneumatic parking brakes Not available Available

10 Vigilance control equipments Not available Available

11 Automatic isolation of direct Not available Available

brake valve with cab changing
MR CIRCUIT
 DISTRIBUTION OF AIR SUPPLY

BRAKE SYSTEM, A BRIEF OVERVIEW

Brake circuit is operated on compressed air pressure closed circuit.
Deferent type of brake valves, non return valves, safety valves, regulators etc are
operated by pressurized air reserved in reservoir tanks. To understand different
circuits, brake-up of individual Circuits are discussed in this chapter with
illustrated schematic arrangements as under.

AUXILIARY COMPRESSOR AIR CIRCUIT

When electronic is ON Auxiliary compressor is started and air from hose

enters on panel via air strainer and then goes to volume Reservoir 22 passing
through 24 NRV (½ release valve) and will be blocked at NRV No.25 (NRV 25
will not allow air to flow in MR circuit, only when MR is charged & air will pass
from NRV-25). This air is supplied to DJ and both the EP valve responsible for
raising and lowering of pantographs. Cut in and cut out of CPA depends on
pressure switches setting, i.e. PS-26 and pressure switch No.9 feeds back to
loco software if pick up pressure is reached.

MR CIRCUIT

In this schematic air flow from different reservoirs are shown. Each
reservoir is distributed to different brake circuit which can be seen. There are two
electrically driven air compressors which feed out through flexible hoses and
through two compressor check valves into the main reservoir system. There is a
safety valve in each of the compressor legs to protect the system in the event of
a check valve blockage and there is an unloader valve also in each leg. The
unloader is operated from an electro-pneumatic valve mounted on the brake
frame. Once through the compressor check valves the compressors feed through
a single water separator which is fitted with an auto drain valve. This auto drain
valve is operated from the same signal line that operates the unloader valves.
Having passed through the water separator the air passes into two main
reservoirs and, both fitted with a manual drain cock and an auto drain valve. 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 via a vented isolating cock
into the twin tower air dryer which gives a significant dew point depression
(condensate as water droplet) to the air passing into the locomotive, through the
final filter which removes any of the dust which can be created from the air dryer
desiccant and then the air passes through an isolating cock. There is another
isolating cock which is intended to be wired closed and only used to bypass the
air drier if there is any significant problem with that unit. This portion of the main
reservoir circuit has the main reservoir system safety valve and the two
compressor governors 35 and 36, 35 being for operation of a single compressor
in alternating mode between 10 bar and 8 bar and 36 being for operation of both
compressors between 7.5 bar and 10 bar. Now day s two compressors are
working at a time and the governor 35 is isolated for single compressor in
alternate mode. 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 (5.6 to 6.4).
 DIRECT BRAKE CIRCUIT

EP 115 (31) & EP 115 (32) are provided on direct brake manifold of
pneumatic panel. As the cab is selected, e.g. if cab-1 is energized then EP115
(31) will be energized, causing to flow of air for DBV of cab-1 to flow through EP
115 value (32) and to control port of D2 direct, to initiate Brake Cylinder pressure.
EP115 is energized to close type. If none of the cab is selected and electronics is
ON self hold mode (OFF state) then both the EP-115 are energized.
 AUTOMATIC BRAKE SYSTEM

MR circuit port connections are connected as per schematic as above

MR/AR is received to distribute pressure for Auxiliary reservoir and one port is
BP sensing port. As per BP dropping position brake cylinder pressure is out from
C3W distributor valve which is going to Double check valve (54) via EP No.52,
which is normally de-energized when loco is running on traction mode and allows
B/C pr. to go to Double check valve and finally to D2 relay valve for brake
application when loco is in regeneration or braking mode then EP52 will be
energized and does not allow B/C pressure to pass through hence in braking
mode braking from A9 (DBC) is not possible.
During dead/towing loco, BP pressure from lead (live) engine is connected
to hose of BP and charge the Aux reservoir of Dead loco and thus the braking
function to carry in dead loco.
 AIR FLOW INDICATION SYSTEM

The concept of Air flow indication on this loco is different then

conventional loco. The indication on the gauge is differential pr. This system is
operated on the concept of venture principle which mean when the flow of air
increases from venture throat, velocity of air increases hence pressure at that
point is dropped. Proportional to velocity increased when there is no flow of air
then pressure drop is zero, full output is going to FMV for VCV.
When there is no flow, then equal pressure is available at both the
connection of LP and HP of AFI gauge. Hence gauge reads to zero. As soon as
BP pressure flows in pipe VCV drops the pressure. This is sensed at LP side of
gauge. The difference of pressure i.e. MR pressure, LP side pressure equals the
deflection of gauge needle. The gauge full reading is for 0 (LP side) to 10 kg/cm2
(HP) side. The drop in pressure is sensed by Pressure Switch 44. This pressure
switch is normally closed and when open at 4.0 kg, Train part, alarm chain
message is generated.
 AIR FLOW TO FEED PIPE

Air flow to feed pipe is maintained by mean of

- Pressure control by pressure regulator.

- Flow rate by transmission valve.

- Isolating cock for isolating of feed pipe circuit.

PARKING BRAKE

Total 04 nos TBU s are providing with parking brake system on a loco. It is
required to apply when loco in stand still. The feature is such that when there is
no pressure in loco, the spring force of parking unit gives brake force on wheel.
MR pressure is regulated at 6.0 kg/cm2 by pressure regulator and via latched
solenoid valve & anti compound valve, this pressure is fed to parking cylinder of
TBU unit. When latched solenoid valve s coil apply is energized, then pressure
is vented from latched solenoid valve & parking brakes are applied.
 BP CHARGING SYSTEM

E-70 control unit is responsible to fill or exhaust BP pressure from brake

pipe. The system of E-70 will be discussed in other chapter.

ANTI SPIN VALVE

During starting condition, due to poor wheel-rail adhesion, if the wheel

slips, on automatic light brake application takes place in each bogie through anti
slip/ spin brake valves.

Loco software monitors the slip of wheel and if present, automatically applies
loco brake as soon as slip removed, brakes are released.

BRAKE IN TWO PROTECTION

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 salve Ioco
(Trailing multiple 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 direct brake application on
the Locomotive once the break-in-two' has occurred.

SANDING CIRCUIT

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 EP valves feed out via ports E and F to
the number 2 end leading no.1 bogie and the number 2 end leading no.2 bogie
respectively. The arrangement of choke and reservoir is there to ensure that
when the sanding valves are operated there is a rush of air to start the sand
moving in the sand ejectors, the rush of air coming from the air stored in the
reservoir and subsequent sanding is carried out by the steady flow of air passing
through choke. In this way the equipment ensures that the sand sitting in the
nozzle of the ejector is moved so that flow can commence and a steady sand
application made in the controllable fashion.

EMERGENCY BRAKING

There is a connection taken from the automatic air brake through pipe into each
cab which connects to the assistant driver's emergency cock and to a large bore
exhaust valve which is pilot fed from the auto brake controller .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 (C3W) and also to the brake pipe
governor (pressure switch) and via emergency (vigilance) cock to the emergency
(vigilance) exhaust valve. The brake pipe governor is used to signal to the
traction equipment that an emergency brake application has been made. The
emergency (vigilance) exhaust valve is controlled by the EP valve 72 in turn
being controlled by the vigilance device , 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 exhausting the air brake pipe through
exhaust port Z. The EP valve takes its air supply from the main reservoir port
within the brake frame. The emergency (vigilance) cock also has auxiliary switch
contacts so that an alarm is raised if this isolating cock is closed.

AUXILIARY AIR SUPPLY FOR ELECTRICAL CUBICAL

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 and passes through a reducing valve 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 (Presently this system is isolated on
loco).

GAUGES PROVIDED IN CAB

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 shows the pressure in the brake cylinders down stream of the
bogie isolating cocks for both bogie 1 and bogie 2. Gauge 132 is the flow meter
gauge and gives the differential reading between the main reservoir pressure at
port W on the brake frame and the output from the flow meter valve 43. Parking
gauge is also provided in the cab for indication of status of parking brakes on the
loco (APPLIED/ RELEASED).
LOCO END CONNECTION

Dummy couplings are provided to house the coupling head of the hoses
and couplings and 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 a brake pipe pressure or be
unable to create a brake pipe pressure on the locomotive or the train.

ELECTRONIC VIGILANCE CONTROL

The driver s alertness is checked through electronic system by periodic

alarm controlled by VCU (vigilance control unit) mounted on brake electronic
front door panel.

If suppression is not done in time, the electronic system cuts in to the

brake system to apply an emergency brake.

v During every 60 second, vigilance should be pressed by paddle switch

Vigilance on driver s foot panel or by switch BPVG on Asst Dr panel
i.e. panel . After 60 seconds, it should be pressed within 8 seconds

v Vigilance can not be kept pressed permanently.

 MISCELLANEOUS PNEUMATIC ITEMS
Sr. CKT ITEM LOCATION USE
No REF
No.
1 11 CP NRV U/Frame between Avoid back
two Bogie pressure
2 10 CP Safety Valve U/Frame (near CP) Avoid excess Pr.
3 87 Water separator U/Frame (behind CP) Clean air
4 89 MR reservoir Both Side Store air
5 39 MR safety valve Near tank Avoid excess air
6 91 NRV After MR tank Avoid back
Pressure
7 138 In line filter On panel below C3W Clean air
8 171 Choke Both sides of panel For timing
9 170 Reservoir Back side of panel Store air
10 129 In line air strainer --do-- Clean air
11 53 Volume Reservoir --do-- Store air
12 51 Auxiliary Reservoir --do-- Store air
13 106 NRV of Aux. Reservoir --do-- Avoid back
pressure
14 48 Check valve for dead loco in On C3W manifold As NRV
flow
15 31 Choke for parking brake On inlet of manifold For timing
latched solenoid valve of latched solenoid
valve
16 67 Bogie hose protection choke In outgoing of ¾ For timing
double check valve
17 25 Check valve for panto circuit On panto panel As NRV
18 22 Pantograph reservoir Back side of panel Storing Air
19 38 Kaba key switch On panto panel Air to panto ckt.
20 23 Aux. Compressor safety On panel near D2 To avoid excess
valve air
21 81 Nozzle for WFL NOT IN SERVICE ----
22 183 Dummy coupling Loco end side To rest hose
23 103 Sand ejector Near the wheels For sand
24 65 Anti slip valve U/F between two Wheel slip
bogie
25 66 Double check valve Under frame One way air path
26 123 Horn valves In both cabs Sounding
27 42 Flow meter In both cabs AFI sys
28 112 Direct brake valve In both cabs SA9 Brk
29 29 E70 brake unit On panel BP charge
30 43 Flow meter valve On panel AFI sys
31 111 Auto brake controller In both cabs A9 Brk
32 116 Exhaust valve Below both cabs U/F BP Vent
33 49 C3W distributor On panel Distributor
 PNEUMATIC VALVES

SR. CKT ITEM LOCATION USE

No REF
No.
1 71 Emergency exhaust Brake frame near E70 BP vent
valve
2 54 Double check valve On panel below E70 A9/Dyn brk
3 57 D2 relay valve for auto On panel near C3W Relay vlv
brake Auto brk
4 114 Pr. reducing valve for On panel near (A)D2 Pressure
parking brake reduction
5 55 EBC/5 blending valve Blending
On panel near E70 brake
6 58 Direct brake Pilot valve On panel near CPA Cab select
7 80 Throttle valve Both side over MR Panto
tank raising
8 79 Pressure reducing Left side on top on ---
valve for WFL & pneumatic panel
electrical cubicles
9 82 Flange lubricating Not in use ---
pump
10 12 Unloader valve for Under frame above Avoid CP
each CP battery box overloading
11 124 Auto drain valve MR-1 & Oil separator Drain
Moisture
12 77 Air dryer twin tower Below cab1 Dr. side Draying air
13 15 Final filter for air dryer Below cab1 Dr. side Clean air
14 52 Auto brake cutout C3W manifold Auto /
valve Blending
15 92 Duplex check valve On panel below C3W Charge
MREQ
16 137 Regulator for feed pipe On panel over braking 6 kg for FV
D2
17 93 FP control valve --do-- 6 kg for FV
PRESSURE SWITCH

Sr. CKT QTY/LOCO LOCATION USE

No REF No.
1 35,36,37 01 Each total 03 On loco wall 35-for single CP ib
near Aux alternative mode
reservoir. between pressure 8 kg
to 10kg
36- Both CP in
operation between
7.5kg to 10kg
37- When low MR
pressure interlocked
with traction control.
2 34 01 Brake frame For signal pressure in
feed pipe
3 44 01 Brake frame Sensing pressure of air
flow demand
4 69 01 brake frame When emergency
brake apply then signal
to traction equipment.
5 60 01 For vigilance
Brake frame suppression and auto
brake relay valve signal
line.
6 32 01 --do-- Indication when parking
brake applied or
released
7 64 02 On loco wall For brake cylinder
near Aux pressure line
reservoir.
8 09 02 --do-- Pantograph circuit
pressure sensing
9 26 01 --do-- When low pressure in
main air circuit for
panto and acts as CPA
governor.
Cocks
Sr. CKT REF ITEM LOCATION USE
No No.
1 90+90+9 Manual drain cock Below MR tank For draining of
0 (Res89-02Nos, Aux. tanks
Res.51
2 13 Vented Isolating cock Air dryer 1¼ For air dryer
3 14 Isolating cock --do--- --do--
4 184 Isolating cock --do-- --do--
5 94 Isolating cock For isolating of
1¼ Behind main main frame
frame
6 96 Cock for MR Inside cattle guard 1 MREQ pipe
equalizing pipe isolating cock
7 136 FP isolating cock Inside cattle guard 1¼ FP pipe
isolating cock
8 102 FP angle cock 1¼ for load coupling Angle cock
9 134 3/8 isolating cock 3/8 sanding isolating For sand
cock below C3W
10 130 3/8 venting isolating Inside panel in cab For wiper
cock below SA9
11 120 3/8 venting isolating Inside panel in cab For horn
cock below SA9
12 98 1¼ BP cock Inside cattle guard 1¼ BP pipe
isolating cock
13 113 Emergency cock 1¼ Assistant side in cab RS
14 74 Emergency vigilant On panel For dead
cock with Aux. movement
Switch
15 47 Dead engine cock Near D2 relay valve For dead
3/8 movement
16 100 Direct brake pipe End cock 1 Angle cock
cock
17 63 Vented isolating cock On side panel of Loco For bogie
of bogie ¾ isolating
18 05 Vented isolating cock On panto panel DJ
3/8
19 08 Vented isolating cock On panto panel For panto
for panto isolation
20 68,88, Isolating cock for 3/8 back side panel for electrical
125 electrical cubicle cubicle
21 86 Isolating cock for two --do--
EP valves of WFL
22 180 Full bore BP vented Under frame behind Isolate BP Pr
isolating cock 1 ¼ dead stock
23 182 FP Vented isolating cock Under frame behind Isolate FP,
179 MR for DB, MR, and FP dead stock MR, DB Pr
181 DB through pipes. FP 1
, MR ¾ , DB ¾
24 137 FP isolating cock On FV manifold For isolating of
FV outgoing
Pr.
25 70 BP cock with Aux. On panel For dead
Switch movement
HOSES
Sr. CKT REF ITEM LOCATION USE
No No.
1 18 CP flexible hose CP1 under Compressor Pr.
frame Line
2 19 --do-- CP2 under --do--
frame
3 95 MR equilsing hose Loco end For MU
4 101 FP hose Loco end For trailing stock
5 97 BP hose For load
Loco end connection
6 99 Direct brake hose Loco end
7 105 Bogie hose connection

EP VALVES/TEST POINTS
Sr. CKT REF LOCATION USE
No No.
1 33 Below C3W manifold To operate unloader valve
2 31 & 32 Direct brake manifold Direct brake isolating valve
3 15, 16, 17, E-70 control unit For BP
18, 19, 36
4 27, 28, 29, Sanding manifold Sanding EP valves
30
5 72 Controller of emergency
AFM manifold exhaust valve
6 21 ON C3W MANIFOLD Dynamic brake cutout cock
7 20 ON C3W MANIFOLD To release loco brake like
VEF
8 22 & 23 Latched solenoid valve Parking apply and release
9 24 & 25 Panto manifold Raising / Lowering of PT.
10 12 & 13 Blending manifold For blending brakes.
11 EE, FF (1,2) back side panel (not in EP for wheel flange
used) lubrication
12 65/1&2 Anti slip valve ASV apply and release.
13 26 Unloder Unloding NRV to VP pr.
TEST POINT

CKT REF LOCATION USE

Sr. No.
No
1 40 MR supply
2 107 For FP pressure availability
3 118 For auto air brake pipe feed
4 75 Brake signal from distributor valve
5 61 Braking signal from D2 relay valve of
auto brake valve
6 56 To check output of blending valve SJ
7 119 To test output pressure of BDV
8 76 Output pressure of direct brake relay
valve
9 27 To check setting and pressure signal of
panto circuit
70 INDIVIDUAL VALVES
 MAIN RESERVOIRS

DESCRIPTION:
Main reservoirs are meant to reserve air pressure used for
different air circuit of brake system. There are two main reservoirs (MR TANK) of
450 ltrs and 01 no auxiliary tank of 240-ltr capacities.

LOCATION : MR-1 Tank is provided in machine room cab-1 side and MR-2 at
cab-2 side and Aux tank is provided in machine room cab-2 side opposite to MR-
2 Tank.

FUNCTION : MR-1- Compressed air is fed to this tank and then goes to Air-
Dryer. After passing through Air dryer, air goes to MR-2 and in the pneumatic
panel through different ports, where it is used for entire PN circuit except direct
brake circuit and blending circuit.

MR-2- From MR-1 air enters to this tank from where it is supplied for direct brake
and blending circuit, which is used as a reserve in case when MR-1 is drained.

AUX RESERVOIR. - This tank is charged by the air of MR-1 Tank. In lead loco
this tank is a buffer for auto brake circuit (C3W brakes). In dead movement, this
tank is charged by the BP pressure of lead loco via cock 47 ( Open in dead loco)
and check valve 48 ( located on C3W manifold). In dead loco pressure of this
tank is used for keeping brake in released condition and for conjunction braking.
Also in dead loco, this tank is used for release of parking brakes of dead loco.

All the tanks in these locos are vertical type and are mounted on legs as a stand.
These tanks are having manholes on the vertical surfaces for the purpose of
inspection and inside cleaning.

AIR DRYERS
LOCATION: Cab-1 under frame Driver side.

DESCRIPTION ; Air is received in the brake system from compressors.

Compressors suck air from atmosphere, which is containing water vapors and

dust, dirt etc. Compressor compresses air to built up pressure and hence the

temperature of air is high which holds moisture. When this air is cooled in

pipelines and reservoirs, the temperature of air goes down causing saturation

and dew point depression. At his temperature water vapor gets condensed in

droplets and carries with air. Also this air contains traces of oil particles and

contamination. Collectively this quality of air causes corrosion of pipe lines.

Damage to rubber items of brake valves, finely machined moving parts and

emulsify lubricants. Because of this, malfunction and premature failure of brake

valves may occur.

 To avoid this, Air-dryer is provided in air circuit. In air dryers pre-filter

(Pre-coalesces), desiccant, final filter is provided. Desiccants are a type of

material, porous in nature, which absorbs moisture of air in one cycle and

discharges moisture collected, in the next cycle, which is called purging. There

are two towers containing desiccant, which are alternately dries and regenerates

as a cycle. This purging cycle is controlled by electronic memory card, inside Air

dryer. Air dryers are purging only when compressors are pumping. This types of

air dryers are called Twin tower heatless regenerative air dryer. At present, Air

dryers are supplied by M/S. FAIVELEY TRANSPORT INDIA LIMITED, M/S.

KNORR BREMESE, M/S. STONE INDIA.

ANTI COMPOUNDING VALVE

LOCATION :- On bogie frame in the pipe line of bogie body hoses

(service & parking brake hose) adaptor.

QTY/LOCO: - 02 no.

FUNCTION :-
 Wheel no 2, 6, 7, 11 are provided with parking brake cylinders mounted on
service brake cylinders. Parking brake are applied when parking cylinders are
exhausted & when parking cylinders are filled with air pressure parking brakes
will be released. When loco is stopped, drivers has habit of application of parking
brake and service brake (by DBC & DBV). This double braking may cause
damaged to TBU unit. To avoid this, anti compounding valve (Double check
valve) is provided such that one incoming is parking brake pressure and other
incoming is service brake pressure & the common outgoing of this valve is
connected to parking port of TBU unit. Hence if parking brakes are applied
(pressure vented) & service brakes are also applied, at that time the service
brake pressure connects incoming to out going of ACV and enters in parking
sensing port of TBU which cancels parking brake force & allows only service
brake force, likewise when parking brakes are released, the pressure flows from
incoming of ACV to outgoing & finally to parking brake cylinder as normal run
position.

Anti spin valve/anti slip valve

Function:
Location of Anti spin valve is in under frame. These are two in numbers for
each bogie. The function of this valve is to apply brake (0.6 to 0.8 kg/cm2 BC pr.)
in case of wheel slipping. In case ,when adhesion (friction) between wheel and
track is less on sleepy track and due to this the RPM of wheel is increased then
to maintain same RPM of all wheels and to reduce power loss, slight brakes are
applied to the concerned bogie. As soon as, slip is controlled, brakes are
released. The whole process is controlled by loco electronics. Ultimately this
brakes increases roughness on wheel rim. This valve can not be operated
manually.
Problems:
1) Leakage from exhaust port due to seat damage and foreign material on
sitting.
2) Rubber seal damaged inside.

Blending valve (EBC/5)

FUNCTION

EBC / Blending unit has two. EP valves EP12 and EP13. In case of failure
of regenerative braking or tripping of OHE, this valve applies brakes to loco. The
brake cylinder pressure is decided by the software according to braking effort
demanded by the driver by throttle.
 When regeneration-braking fails due to tripping of OHE etc. Both EP
valves EP 13 (BP fill) & EP 12 (BP empty) gets energized. EP 13 allows Pre set
reduced MR pressure (set at 2.5 kg/cm2) to go in Brake cylinder. This pressure is
converted to its electrical equivalent by transducer. This signal is feed to blender
card. The blender card monitors braking effort from throttle and BC pressure. As
braking effort demand is lowered because of speed reduction, once again BC is
vented by de-energizing EP No.12. Likewise BC is vented as per speed
reduction. When blending brake demand is zero EP No.13 will also extinguished.

PROBLEMS:
1) Mal functioning of EP valves.
2) Mal functioning of limiting valve.

PRESSURE REGULATOR:
Location:- They are two numbers one is below latched solenoid valve and other
is on the WFL manifold, backside of Pneumatic panel.
Function:- Function of pressure regulator is to reduce input pressure to a
desired level at output. Pressure regulator of parking brake is adjusted at 6.0
kg/cm2 which is supplied to parking cylinder. Pressure regulator (on the WFL
manifold, backside of Pneumatic panel) supplies air to FB cubical, SR-1 & SR-2.
It is adjusted at 8.0 kg/cm2.
Problem:- Leakage due to diaphragm burst.

Automatic Brake Manifold assembly

 (C3W MANIFOLD)

Circuit Diagram of Manifold

This manifold block consists following components
Schematic ref. No
1. Check valve with strainer 48
2. Distributor 49
3. Dynamic Brake cut out valve 52
4. Test point (Vented plug) 56, 75
5. EP Relay valve (VEF) 20(coil no)
6. Check Valve 106
7. Double Check valve 54
8. Control Reservoir Retaining valve Part of manifold
9. Limiting valve --
10. Isolating value --
11. D2 (AUTO) 57

1. 1 Check Valve ( Sch ref no 106) ( FTIL PT.NO 002 0090 00)
` This is a check valve, which allows MR pressure to go in auxiliary
reservoir only, and when loco is coupled in Dead condition then BP pressure
coming from lead (live loco), will charge only to auxiliary reservoir and not to MR
circuit of dead loco.

2. Check valve with Strainer ( Sch ref no 48)

This is a ½ release check valve, which allows BP pressure of lead (live
loco) to AR of C3W valve of dead loco, which is required for braking operation of
dead loco and to charge Auxiliary reservoir Tank of dead loco.

3. EP Relay Valve (VEF circuit), EP-20( FTIL PT.NO 013 0080 00): In de-
energized condition of this EP valve one side is BP and other side CR from C3W.
Normally when BP is 5 kg, CR is 5.0kg, and if BP is dropped by DBC, then CR is
maintained at 5.0 Kg/cm2 as EP valve is de-energized and brakes applied. when
EP valve is energized by diver through PVEF (foot switch) then CR is mixed with
BP and thus BP and CR is( reduced) equalized causing BC to release.
4. Control Reservoir Retaining Value ( FTIL PT.NO 017 2000 00)
 This is a type of check valve mounted on manifold on bottom side. This
check valve ensures CR pressure to go from VEF to BP to reduced CR pressure
in one direction only when VEF is energized.

5. C3W Distributor valve:

This is a distributor valve which is similar to conventional type distributor
valve. The important feature of this DV is to give full Brake cylinder output, when
BP dropped to full service and VEF is applied fully (which caused CR equal to
BP). Thus when full service BP is dropped and B/C is released by VEF, and then
in emergency full B/C is obtained.

6. Limiting valve: (FTIL PT.NO 017 0040 00)

This is a pressure limiting valve which reduces MR pressure to a valve of
2.5 kg/cm2. This pressure is fed to AR port of C3W distributor valve.

7. Isolating Cock/Isolator assly : ( FTIL PT.NO 005 0050 00)

This is a BP isolating cock, mounted on manifold block. The purpose of
this valve is to isolate BP pressure going to distributor valve and when isolated,
BP available in C3W is vented causing automatic brake application and
subsequently can be released by pulling manually handle below C3W valve.
Hence to isolated conjunction brakes in loco ,this cock is used.

8. Brake Cut out (Dynamic) Relay EP valve EP-21( FTIL PT.NO 013 0050 00)
This EP valve is provided on BC line after C3W. The purpose of this valve
is to isolated BC line and exhaust outgoing pressure(BC) when energized,
normally this valve is de-energized. When loco is in braking mode (i.e.
regeneration), this valve is energized and restrict the auto brake path for C3W
and to isolate auto brakes.

9. Double Check valve ( Sch. ref no 54) ( FTIL PT.NO 002 0100 00)
 This valve is provided in between Auto brake circuit and blending brake
Circuit. As per the higher braking signal, this valve assumes incoming and
outgoing path and finally to brake cylinders.

10. D2 (AUTO) (Sch. ref no 57) (FTIL PT.NO 018 0010 00):

This is a type of relay valve which is used to provide limited brake cylinder
pressure set at 2.5 Kg/cm2 in brake cylinder line, as per control pressure.
 E-70 CONTROL UNIT;

Schematic of E70 Control Unit Valve

Function
E-70 control unit is a valve which is responsible for charging and
discharging pressure of Brake pipe. There are six Nos. of EP valve mounted on
E-70 control unit i.e. EP valves. NO- 15, 16, 17,18,19 & 36.
As per handle position of DBC (A9) i.e. Release, run, initial application, full
service, emergency and neutral. Voltage signal is given to control card of brake
electronics. Accordingly EP NO16 is energized (LED No.3 glowing). MR pressure
is received from MR which is reduced by regulator on E-70 (set at 5.6 kg/cm2)
and charges control reservoir of E-70 (at the same time pressure transducer on
E70 valve monitor the CR pressure and gives feed back equivalent electrical
signal to control card of brake electronics).
If DBC is on RUN position, means to charge BP at 5.0 kg/cm, control
electronic will de energized EP 16 as soon as CR is at 5.0 kg/cm, With reference
to CR, MR will charge BP pipe through transmission valve and via combined
restricting, isolating and check valve. This BP is charged, when the loco
electronics is ON EP No.19 is energized which opens the path of combined
restricting, isolating and check valve. When driver keeps DBC handle to release
position LPO is generated and as long as handle is pressed, EP No.15 is
energized, which open the path of combined restricting, isolating and check valve
for charging BP pipe to higher valve, parallel at the same time EP No.16 is
energized and which allows CR pressure to increase at 5.6 kg/cm at set value of
pressure regulator valve and finally BP overcharges to 5.6 kg/cm pressure. Now
the LPO card come in picture which keep EP No.18 energized (Normally
energized hence no venting of CR). Till 40 seconds EP 18 energized (can be
seen on control card LED-5 glowing) and LPO card LED 1 & 2 glowing). After
stabilizing time of 40 sec to 60 sec is over, bleed down period is started i.e.
venting of CR from EP No.18 in controlled manner within 180 +/- 20 sec by
energizing and de-energizing of EP No.18, can be seen from, LED 5 flickering on
control card and venting for exhaust of EP 18, note that at this time LPO card
shows LED 1 & 3 glowing. After complete LPO is over then BP come down to
5.0 kg/cm. LED 5 of control card glowing permanently and all LED s on LPO card
is extinguished. If LPO cycle is interrupted before to complete LPO cycle by
dropping BP by DBC and again back to RUN position then again full LPO cycle
is repeated. When DBC is put on application I.e. dropping of BP, EP No.17 of E-
70 is de-energized (can be seen on control card LED 4 not glowing) and
pressure vent from EP No.17, which reduces CR pressure to a desired level as
demanded by driver through DBC and give feed back by pressure transducer to
control card. As per CR pressure, excess pressure of BP pipe is vented through
exhaust port of E70. There is small choke provided on E-70 valve near EP NO.
19 which is meant to leak continuously, this is because to keep system sensitive,
CR is dropping continuously by choke and which is again filled by energizing by
EP-16 till the CR is maintained at desired 5.0 kg/cm2, where required level is
completed, again EP-16 de energized. If we observe on control card we can see
LED NO 3 is always glowing and OFF regularly. This is called close loop servo.
EP-36 is provided on the top of E-70 control valve, which is normally de-
energised when any one of the cab is selected and when central electronic is
ON and both the cabs are in OFF position, this EP-36 valve is energised, which
closed the path of E-70 BP charging system and brake pipe. This is used when
loco is in multiple operation as well as in banking operation. This valve is also
energised when ZBAN switch is ON which is provided on drivers panel.
CAUTION:
1) Do not try to dummy the leaking choke.
2) Do not try to set BP pressure by E-70 regulator.
3) Setting of regulator at 5.6 kg/cm2 should be done on test bench
 3/4 Double Check Valve

Qty / Loco 4 No. (2 Nos. for each bogie)

Location: Under frame near Anti Slip Valve

Function:
Two ports as inlet and one outlet. The valve stem inside slides between
the two inlet passages which ensures higher air pressure incoming be connected
to outgoing. Return path is also ensures the same path to release the brakes.
Hence double check valve ensures, one system is working and other closed.
Problem:
1) Brakes not applied and in brake applied condition air leakage from D2
relay valve from exhaust as because, valve stem rubber seat damaged
2)Inside choke uncouples and trapped between valve stem and body.
 D2 Relay Valve

Qty / Loco: 2 Nos.

Location: On the pneumatic panel
Function:
This valve is a type of relay valve which is used to feed high air flow to
brake cylinders. To compensate leakages in brake cylinder line, MR pressure is
continuously feeding to brake cylinders as per the control pressure demand from
brake valves. When control pressure is zero, BC pressure vents through D2
Relay Valve exhaust port. Auto circuit D2 permits only 2.5 kg/cm2 at outgoing
pressure whereas Direct D2 permits only 3.5 kg/cm2. This pressure settings are a
feature incorporated inside valve and can not be seen externally.
 CP NRV (Metal seated)

Function:
This is a non return valve which is meant to prevent outgoing pressure not
to enter to incoming. In short it is one way valve. Metal sitting and spring plates
determines the bedding on seat. The retaining nut inside holds metallic valve in
position tightly with gasket and cap nut holds retaining nut preventing looseness.
Problem:
o Back pressure due to Foreign particle on seat
o Breakage of spring plate.
o Loosening of locking nuts
 CP Unloader

Function:
Provision of unloader is to start compressor on OFF load condition i.e.
without any back pressure due to leakage from CP-NRV, residual pressure in CP
pipe line. When compressor switch is on or compressor is cut in unloader EP
valve immediately picks up and vents pressure between NRV & CP, then after 4
seconds compressors starts, frequency ramp down & ramp up, then after 3
seconds unloader EP valve de-energized. Then onwards pressure starts
building. Till this time air is leaking from mechanical unloader valve. This time
duration is approximately 20 to 24 seconds.
Problems:
o Leakage through exhaust
 o Non availability or leakage or any obstruction in control pressure (i.e. of
EP 26 pressure)
o Damage valve seat
o Damage spring
o Any foreign material on valve seat
o Malfunctioning / slick of unloader EP

Non Return Valve (NRV) MR Circuit

Qty per Loco: No.01

Function:
It is a non return valve which allows MR-1 pressure to go from MR-1 to
MR-2 and will not allow flow of air from MR-2 to MR-1. When MR-1 pressure
drops, lower to MR-1, then MR-2 will be maintained as it is. There is rubber
seated valve stem inside this valve stem.
Problem:
Back pressure due to
- Accumulation of foreign particle on seat
- Defective rubber seat, turning or rubber seat worn out.
 Emergency Exhaust Valve (A9 Circuit)

Qty per Loco: Nos.02

Location: Below A/Dr side at under frame
Function:
It is a valve which vents/ drops BP pressure heavily by opening BP pipe
when A9 (DBC) is operated at emergency position. When control pressure on top
of value seat is vented through ½ check valve of DBC, the balancing air
pressure on valve stem is vented and causes, stem, to lift and BP to vent to
atmosphere at faster rate.
Problem:
Emergency exhaust valve leakage continuously due to-
- Small hole on valve steam chock up
- Ensure rubber seated (NRV) Black colored
- Rubber seat damage etc.
 Auto Drain Valve

Qty per loco 02no

Function:
Function of Auto drain value is to drain condensate moisture, oily paste /
dirt from MR tank. These are 02 in numbers. One is located in the bottom of MR
tank-1 whose exhaust is just above TM-1. Other auto drain valve is a part of drip
cup/ oil separator. Both the auto drain valves operates i.e. drains moisture when
unloader EP valve picks up.
Problems:
1. Not working: Due to any blockage pipe and pipe fittings found mainly in
new locomotive.
2. Leakage through exhaust
-Valve stems seat damage.
- Diaphragm punctured

Breakaway Protection valve (46)

Qty per loco- 01

Location On the pneumatic panel
Function:
Brake away protection valve is mounted on the control pipe line of
outgoing of DBV, when MR equalizing pipe is charged fully this valve connects
control pressure of DBV and DB equalizing pipe open at both loco ends to hoses.
When the loco is in MU mode and if it is parted by any means. During parting MR
pressure gets dropped through MR hoses, at that time Brake way protection
valve stops DBV control pressure from venting. Hence in parted loco driver can
apply direct brake and this ensures safety.

DUPLEX CHECK VALVE

Function:
Function of Duplex check valve is to charge MR pipe and to supply air for
horn, wiper and sander. It s setting is 5.5 kg. Above 5.5 kg it charges MR pipe
and supplies air pressure to horns wiper and sander and anti spin valve. When
incoming pressure is lower than outgoing pressure then incoming pressure is
equalized by outgoing pressure.
Problems
Leakage due to rubber seal damage or dust on valve seat.
 Transmission valve/ 6.0kg F.V.

Function:
6.0kg FV is to charge FP by 6.0kg pressure.
Problems:
Leakage through exhaust
Due to seal damage
 Sander Manifold

Function:
04 EP value EP 27,28,29,30 and 02 isolating cocks are there on this
manifold
EP 27 for Axle 1
EP 28 for Axle 3
EP 29 for Axle 4
EP 30 for Axle 6 When paddle switch PSA is pressed the
concerned EP valve gets energies and supplies air to sanders.

Problems:
Stuck up due diaphragm damage
EP valve malfunctioning
 Panto Manifold

Description:
On this manifold following items or installed
1. Kabakey: This key is a isolation key which is used to open the path of
auxiliary pressure for panto and DJ circuit.
2. NRV( 24 &25) : 24 NRV is after CPA this allows pressure of CPA to DJ
and panto EP values.
 25 NRV allow MR pressure to panto and DJ when MR pressure is
available
3. CPA safety valve: exhausts excess pressure from desired pressure.
4. CPA gauge: To indicate pressure in this circuit.
5. EP valves 24 & 25: When energized by ZPT either 24 or 25 picks up
(depends on the selection of panto) and supplies air to panto servomotor.
Problems:
Problem of NRV 24 and 25: When this NRV gets defective, CPA building time will
be more and more pressure drop in auxiliary circuit.
Problems of EP 24 and EP 25 Panto not rising or panto lowering time more due
to plunger stuck up in sleeve.

Latched Solenoid valve

Function:
It is used to apply or release of parking brakes. Two electro-pneumatic
valves EP 22 & EP 23 actuate a central control assembly, located inside valve
body. This valve is operated in both ways i.e. electrically and manually. As per
wish of driver, if push button is pressed then apply EP valve will be energized
and if again pressed then release EP valve will be energized. As such parking
brake operation will be done. There are two knobs on either side of this valve
which is operated manually for applying and releasing of parking brakes. Also
manually apply and release position can be locked. This is used when loco is
working in dead movement.
Problems:
- Jam in operation-
- Leakage through exhaust.

Driver Brake Controller

Qty - 2 per loco

Location: Both cab driver desk
Operation:
Driver brake controller valve is electrically operated valve(A9). By
operation of handle at different position, it gives deferent voltage by pot meter to
control card of brake electronics for application and releasing of brakes by
dropping and charging of brake pipe. One air connection is a pressure of
emergency exhaust valve and vents on emergency application by DBC. This
pressure charged through BP and holds by ½ check valve inside DBC. Both pot
meters are operated at a time but if one fails then DBC will apply full brakes as a
emergency to avoid line failure.
If DBC both pot meter s voltage deference is above 0.7 volt then LED
glows on control card. (LED-1 for cab-1 DBC & LED-2 for cab-2 DBC) When
difference falls below 0.4 volts then LED s are not glowing.
DBC output voltage
Handle Position Min Max
Natural 15.00 V 15.00 V
Emergency 13.415 V 13.675 V
F. Service 11.565 V 11.825 V
Initial 4.665 V 4. 925 V
Run 2. 87 V 3.13 V
Release 1. 065 V 1.325 V

Problem:
1) Pot meter open circuit.
2) Shifting of handle position.
3) Handle jam operation.
 AIR FLOW VALVE AND VENTURY CHECK VALVE

Qty per loco: One each.

Location: On the Pneumatic panel.

Function: The purpose of the flow meter and ventury is to indicate the rate of
flow of air to the brake pipe via E-70. The function of this valves are the same as
Air flow measuring valve and R6 relay valve in conventional system.

The principle upon which the flow meter works is that, when air flows through a
small choke, the pressure at that point at ventury is reduced,

When there is no flow, the pressure remains constant at the maximum value .The
flow meter consists of the venture itself, and a flow meter valve is necessary to
amplify the deferential across the ventury so that it can be readily indicated on
the gauge connected to the flow meter

PROBLEM: Continuous air leakage from vent port of flow meter valve.
 DIRECT BRAKE VALVE (SA9)

QTY/LOCO: 02 NOS

LOCATION: IN FRONT OF DRIVER IN BOTH CABS

FUNCTION: This valve is like a SA9 valve in conventional loco which is used to
apply loco brakes. On application of DBV valve, incoming MR Pressure is
reduced to set pressure which is 3.5 Kg/cm2. The outgoing pressure is going to
Direct brake isolate EP115 valve as a control pressure.

PROBLEMS: Setting disturbed

 DIRECT BRAKE MANIFOLD

Direct brake manifold is provided at the bottom right side of pneumatic

panel. This manifold is mounted with Direct brake D2 relay valve and direct brake
isolate EP valves EP115 (31) and EP115 (32). From cab-1 EP NO.31 is
energized, which is at the top and from cab-2, EP NO.32, which is at the bottom.
This valve is energized to close type means when energized then control
pressure from SA9 isolated and when de-energized means allowing incoming
pressure. In EP115, controlling pressure is MR, and incoming is from SA9 valve
of working cab, set at 3.5 kg/cm2 and outgoing is to D2 relay valve. When brakes
are released from SA9 then pressure from SA9 to EP115 is exhausted from SA9
valve and pressure of brake cylinder from D2( DIRECT) exhaust port.

EP VALVES

EP valves are magnet valves, which operates on Electro-pneumatic principle.

When electrical supply is available, the coil energizes and due to magnetic force,
the plunger is lifted, which allows incoming pressure to flow to outgoing port and
the further circuit is operated. when the coil is in de-energized state then plunger
is seated on the seat having rubber bedding, not allowing incoming to outgoing.
There are two types of EP valves i.e. EP valve and EP relay valve( having base).
In relay type EP valves, high incoming MR pressure is used to flow to outgoing,
where reservoirs are provided in the circuit. When there is only control pressure
having less volume of air consumption is required at outgoing, then EP valves
are used.
When outgoing is having long pipe line, then MR pressure is used as
incoming as like unloader EP valve and also when incoming and outgoing is
having very less pressure then control pressure is used as MR as like in direct
brake isolate EP valve.
 CHART SHOWING EP VALVE CONNECTION

Sr EP Type no Port “A” Port “B” Port “C” Location

no Valves
1 12 II Dummy Incoming Exhaust Empty/Blending
2 13 II Outgoing Incoming Dummy Fill /Blending
3 14 II Incoming Outgoing Exhaust Emergency/Vigil(72)
4 15 II Outgoing Incoming Exhaust E-70-Full bore
5 16 II Incoming Outgoing Dummy E-70-Release
6 17 II Incoming Dummy Exhaust E-70-Apply
7 18 II Incoming Dummy Exhaust E-70-LPO
8 19 II Outgoing Incoming Exhaust E-70-Run
9 20 II Incoming Outgoing Dummy PVEF
10 21 I Outgoing Incoming Exhaust Auto brake cut out
11 22 II Outgoing Incoming Exhaust Parking-Release
12 23 II Outgoing Incoming Exhaust Parking-Apply
13 24 I Outgoing Incoming Exhaust Panto (1)
14 25 I Outgoing Incoming Exhaust Panto (2)
15 26 III Outgoing Exhaust Incoming Unloader (33)
16 27 I Incoming Outgoing Exhaust Sander(Axel-1)
17 28 I Incoming Outgoing Exhaust Sander(Axel-3)
18 29 I Incoming Outgoing Exhaust Sander(Axel-4)
19 30 I Incoming Outgoing Exhaust Sander(Axel-6)
20 31 III Exhaust Outgoing Incoming Pilot vlv direct brake
21 32 III Exhaust Outgoing Incoming Pilot vlv direct brake
22 36 II Incoming Outgoing Incoming E-70-Isolate
BRAKE ELECTRONIC
 BRAKE ELECTRONIC, A CONCEPT IN BRIEF

Three phase locomotives are software-controlled locomotives. E-70 brake

system is an electro-pneumatic brake system controlled by electronic system
called Brake Electronics. Electronic system is used, which is very precise,
sensitive and fast. Electronic components are very compact, maintenance free
and long life, having very low maintenance cost as no lubrication & periodical
maintenance is required.

In locomotive, brake electronics acts as an interface between Loco Software

and pneumatic brake system. (Interface means co-ordination & relation between
two systems). It has following roles in the loco operation .

1. Interface between Loco controls and control of physical brake system.

2. Control of E-70 brake system itself.

3. Feed back signals as close loop system.

INTERFACE WITH LOCO CONTROLS: Certain actions which are needed

by Locomotive software such as generation of emergency brake when over
speeding of loco and also generation of Blending brake etc are passed on to
the brake electronics for actual implementation in the pneumatic system.
These actions are executed by brake electronics through actuation of
different combination of EP valves.

CONTROL OF E-70 BRAKE SYSTEM: In this, the interface is provided

by brake electronics between driver s requirement such as demand for braking
and traction, other requirements like pressing of Emergency push button,
operation of Driver s brake controller (A9) to different positions to control the BP
pressure, raising or lowering of pantograph etc. Here, the brake electronics
interfaces for actuation of different EP valves on E-70 control unit or other
manifolds to execute driver s requirements.

Interface of brake electronics classified for: -

1. Pressure switch s.
2. Controls of EP valves.
3. Pr. Transducer output.
4. Cab selection.
5. Drivers brake controller

1. Pressure switch:

Pressure switches play an important role in loco running. They give feed
back signals to different processors of loco software, which gives out information
of pressure gradient existing in that circuit at that time as per pre-set values. This
information is processed in loco software & loco controls are generated, e.g.
compressor governor, Panto raising etc. If any fault is recorded from Pr. Switch, it
will be displayed on cab screen as DDS (diagnosis data set) messages, to inform
drivers about any fault & action to be taken. For instance, if pressure is available
in brake cylinder then BC line Pressure switch gets closed and if under this
situation, driver tries to take traction then, SR interlock fault message will be
generated loco software.

2. Controls of EP valves:

Some of the EP valves are directly operated by loco software, i.e. software
will decide & generate the command as per loco requirement to operate any EP
valve related to that brake system.

E.g. a) If loco is running in regeneration mode then automatically dynamic brake

cut out EP valve is energized so that mechanical brakes through DBC can not be
taken.

b) If loco is shut down i.e. loco electronic is off then automatically parking
brake will be initiated.

3. Pressure transducer output:

Pr. Transducers are so provided, which generates electrical signal output

equivalent to air pressure i.e. it is roughly 1 bar equals to 1.45 volts.
 Pr. Transducers are provided on E-70 control unit & EBC/5 blending valve.
This transducer gives feed bake to loco electronics for further processing and
decision by loco controls.

E.g. E-70 Pr.transducer which monitors BP pressure gives feed bake to

loco electronics, which is used to monitor BP Pr, by loco electronics which is
important for loco running and also to generated fault ACP (Alarm chain pulling
/train parting) message.

4. Cab selection:

This is an interface, required to function brake electronic for putting DBV

(FD-1) of selected cab in service automatically. To interact for BP maintaining
and to raise the pantograph as per position of Panto selection switch/ knob etc.

5. Drivers brake controller:

This is important interface for loco working which will be explained in later
chapter.

The control positive incoming supply from loco is fed through MCB no
127.7. If any earth fault in brake electronics circuit occurs, then MCB will trip
which isolates the brake electronics supply from rest of the Loco control supply of
110 V DC. When control supply is disrupted to brake electronics then feedback
from brake electronics to loco electronics is also disrupted leading to priority 1
fault message of Fault in brake electronics .

Also, as discussed above all electronic card in brake electronic enclosures

are of utmost importance & are connected in series, as in integrated manner. If
any of the cards is loosely connected or removed from the system, then this
disrupts the close loop of supply through interconnected cards. This leads to
display of Fault in brake electronic message on the driver display as loco
electronics will not get the healthy feedback signal from brake electronics.

If such is the case, then BP is suddenly dropped & emergency brake will
be applied.
 ELECTRIAL/ELECTRONICS CONTROL SYSTEM

1. INTRODUCTION;

Brake electronics is a system of interface between loco software and physical

brake system.

ELECTRONICS ENCLOSURE

- Interface between brake controller (DBC) and other cab equipments is via
four (A, B, C and D) military style circular connector.

- Connector A is 19 pin connector for interface of electronics level signal i.e.

(+15, O, - 15) VDC.

- Connector B is 37 pin connector for interface of control level signal

(110 VDC)

- Connector D is 37 pin for interface of brake electronics to E-70 Brake panel

i.e. (EP Valves, PR. Switches). These signals are control level signals.

- Connector C 19 pin, is for interface of Pr. Transducers of E-70 & Blending

valve for electronic level signal between E-70 Brake systems to brake
electronics.
 TERMINATION/SUPRESSION BOARD

This board is provided in a box below brake electronic rack.

1) To suppress or reduce electrical noise of EP Valves during switching, this
board is provided.

2) Pantograph selection switch: This board selects the pantograph working as

per AUTO , II & I . Switch position.

Interlock relay / Circuit Board: This electronics circuit board is responsible for
activation of direct brake EP valve as per selected Cab and also EP-36 of E-70
valve, de-energized from both cabs.
 DETAILS OF INDIVIDUAL BRAKE ELECTRONIC
MODULES (CARDS)

ELECTRONIC RACK

Electronics Rack is housed in electrical box enclosure, which contains following

cards (module)

1. PSU Module D&M Pt no AB 578-W89/TY1.

2. Control Module - D&M Pt no AB 578-W395/TY1.

3. LPO Module - D&M Pt no AB 578-W391/TY1.

4. Blender Module - D&M Pt no AB 578-W393/TY1.

PSU MODULE

This module receives 110 v DC supply from loco battery & gives out +15v,
0, -15v, used for power in terms of voltage to electronic rack & DBC. When loco
electronics is switched ON both the LED s should glow, which indicates that
supply is ok.

LPO MODULE

LPO means low pressure overcharge. LPO cycle is executed when driver
pushes the handle of DBC to overcharge position. During LPO BP is increased to
5.5 kg/cm2 and held at this pressure for 40 to 60 sec and then subsequently BP
is dropped from 5.5 kg/cm2 to 5.0 kg/cm2 in controlled manner in 180 +/_ 20 sec.
This whole cycle is called LPO cycle. If this cycle is not completed & interrupted
(Disturbed) by brake application by dropping BP by DBC and further released to
RUN position then the whole LPO cycle is repeated again.
How to read LED

When Drivers brake controller is kept to release position, then LED 1 & 2
is glowing and BP raised and held for 40 sec to 60Sec. After this (after 40 to 60
sec) bleed down periods starts when LED 2 extinguishes and LED 1 & 3 glow.
When the complete cycle is over then all the LED s are not glowing
(extinguished). This LPO card gives signal to control card to activate the required
EP valve i.e. EP valve no 16 for increasing the BP pressure & EP valve no18 of
E-70 valve for reducing the BP pressure as per requirements of the cycle.

CONTROL MODULE

The main function of control card is to handle BP pressure on loco. The

input signal i.e. analogue voltage signal is received from DBC of selected cab as
per handle position of DBC. At the same time feed back signal received from Pr.
Transducer provided on control reservoir of E-70 control unit. These signals are
compared and if any difference is noticed then the concerned EP valve is de-
energised or energized. e.g. if BP is 3.0kg/cm2 & DBC handle is kept on RUN
position then EP-16 (Release EP) is energized to charge CR to 5.0 kg/cm2 & if
BP is at 5.0 kg/cm2 & DBC handle is put on to Initial application, then application
EP valve no -17 is de-energised to vent CR pressure from exhaust of EP no 17
up to 4.5 kg etc.

When DBC is put on to release position then LPO card gives LPO enable
signal to control card & then control card energises EP valve no-16 to maintain
CR/BP up to 5.5 KG/CM2 for hold period of 40 to 60 sec. At this time till the
handle of DBC is pressed to release position, EP-15 is also energized to give
high flow of MR to BP pipe by more opening. Then slowly the process of de-
energizing and energizing of EP No.18 starts to vent CR pressure up to 5 kg/cm2
within 180±20 secs.

How to read LED,s

LED-1 & 2 These LED, s should not glow normally. If glowing, LED-1 indicates
the out put values of cab-1 DBC potentiometers (1A & 1B) is beyond tolerance
i.e. difference more then 0.7v, the same for LED-2 of cab-2 DBC.

LED-3 The glowing indicates that release EP valve no 16 is energised which

charges CR of E-70 from MR Pr after pressure regulator (set at 5.6 kg/cm). The
exhaust port of EP valve no 16 is dummy.

LED-4 The glowing indicates that EP valve no 17 is energised, mean no

venting of CR, hence BP is maintained at CR. When de-energised means
dropping of CR from exhaust so BP drops. When DBC is in application then this
LED is extinguished till CR/BP is dropped at desired level & again energised &
stopping BP venting.

LED-5 The glowing of LED indicates that CR is not venting from the exhaust of
this EP valve 18. When LPO is in bleed down mode means CR drops from 5.5 to
5.0 kg in 180 sec by slowly pickup & drop out of EP valve no 18. LED 5 flickers.

LED-6 This is green color LED that indicates the system health loop is in
closed path i.e. all electronic cards are integrated in circuit.

Note: - 1. When loco electronic ON then control card LED s are glowing as
(LED nos 3, 4, 5 & 6). When CR of E-70 is at 5.0-kg/cm2 then EP valve no 16
flickers & continues leakage from small choke on E-70, this is for to check & keep
system healthy is close loop servo.

2. If EP valve no 17 or 18 exhaust port is chock up then from either of the

EP valve s exhaust is connected to CR.
BLENDER MODULE

Blending brakes are provided on loco to apply loco brakes in case loco is
running on braking mode i.e. regeneration brakes are effective & suddenly OHE
supply cuts off then automatically loco brakes are applied by blending brake
EBC5 valve.

There are two EP valves no 12 & 13 on EBC/5 blending valve. When

blending signal is ON then EP valve no 12 & 13 i.e. empty & fill is energized &
brake is applied as per brake force required at that speed. When speed of loco
reduces accordingly brake force reduces, which is sensed by blender card from
loco software & blending card vents BC pressure from EP valve no 12 and LED-2
progressively flickers. When blending signal is off then both the LED s are not
glowing (extinguished).

DUMMY PLATE

This is a slot provided for future insertion / expansion.

 Mic-View

Mic view is software (computer programming) used in the loco during

commissioning. With Mic-view, we can see the signals, force the signals and un
forces the signals. This means we can operate the signals. This means we can
operate the signals by using Lap Top connected in loco. E.g. if parking brakes
are applied automatically when loco is shut down and again restarted then
parking brakes are applied. We can use Mic view and force the signal of parking
brake release then parking brakes will be released on the loco.
There are two types of signals
1. Physical signals
2. Electronic signals

n Physical signals we can access directly from multi meter and get the
values.
n Electronic signals (which are processed in the electronic card and
between card to card only), we can not access from multi meter; we have
to go for Mic-view tools.
n All electronic signals can be
1) A software command
2) A message
3) A analogue value

At the beginning of the signal name usually a letter M, B, L, W, X.

M: Signals which starts with this letter are message. For example a contactor has
been closed.
B: Signals which starts with this letter are orders. They will command order a
contactor to close. (Binary value).
L: Signals which starts with this letter are noted as action of the loco driver.
W: This letter stands for demand values which are acknowledged by the
electronics.
X: This letter stands for analogue values which are acknowledged by the
electronics.
In addition to the signal name, it is important to know from which
processor card the signal is coming or to which processor card the signal is
going. So a signal will be described as following.
For example:-
SLG-1 AMSB-0106 XA Temploel SR
Processor Signal group Signal name
Full signal name
TO find a signal in Mic View normally only the processor and the name is
required. A closed description is given through the Bus Name and the group.

DOWNLOAD:-
With the download the computer will automatically copy the software
written by the software department which is store in the hard disc to the EPROM
of the processor cards. Each processor card will have its own program.
Type of Brakes in WAG-9
a) Regenerative brake (Electrical brakes).
b) Direct loco brake.
c) Automatic train brake.
d) Parking brake (Charged spring brake).
Loco controls and braking interlocks
If brake electronic failed, traction will be zero and there will be emergency
brakes.
If loco speed above 10 kmph, and loco brake applied, Start/Running interlock
will operate and traction will be zero. This is detected by B/Cyl. pressure
switches no 64.
If cock no 70 is closed on pneumatic panel, Start/Running interlock will be
generated.
If loco is in banking mode and cock no 70 is open, which causes a
start/Running interlock generated.
a) Regenerative brake (Electrical brakes).
If regenerative brake is more then 10 KN i.e. braking effort more then 10 KN,
pneumatic brake effort will be zero/isolated.
If regenerative brakes fails, then equivalent pneumatic braking will be there.
b) Direct loco brake.
If DBV (SA-9) brakes applied, then pressure switch no 59, in D-2 direct line
monitors the signals.
c) Automatic train brake (A-9).
If BP is less then 4.75 kg/cm and
Traction effort is more then zero
Speed is more then 10 kmph
Start /Running interlock will be generated
d) Parking brake (Charged spring brake).
On active cab glowing push button BPPB indicates parking is applied.
If parking is applied there will be no tractive effort
If cab activation switch is turned to then parking brakes are applied.
 Above speed 10kmph, parking brakes can not be applied.
e) Emergency brakes:
In following conditions parking brakes are applied.
If vigilance is not suppressed properly in time if loco is in motion, sensed by
Pr. switch.
By DBC handle in emergency sensed by emergency Pr. switch.
By A/Drs, emergency brake cock
By emergency stop push button
By ACP /Train part message, no directly brake application, only buzzer
activates in cab (detected by pr. switch no 44) .
By speedometer, if over speed over 110kmph.
Fault message Brake Electronic Failed .
In all comes of emergency brake Traction effort/Braking effort will be set to zero.
- Emergency brake shuts down of loco at any speed by emergency push
button (only activated by working cab without speed limit)
- Below 2kmph, emergency brake application, sensed by Pr. switch, will be
disabled.
- In emergency brake, Auto brake cut-out shall be zero.
- All emergency brake application creates a diagnosis data set (DDS).
OTHERS
 PIPE LINES AND FITTINGS

WAG9 Locomotives are equipped with complete pipe lines of pneumatic &
brake circuit by stainless steel (SS) tubes and annealed copper tubes. Some of
the locations are having double ferrule type fittings of special grades.
All the under frame/gear pipes are having SS tubes and in the machine
room and cabs are copper tubes. Tubes connected to gauges and FB Cubicles
are of Nylon tubes.
None of the tubes are having unions and couplings as conventional (MCI
TYPE), having rubber gaskets etc. There are no welding joints to any of the SS
fittings. No threaded pipe pieces are provided in the pipe lines. Ferrule fittings on
pipes are done by swaging method by special tools for more than ½ tubes below
to that hand swaging is possible. These pipe lines are very much reliable and no
maintenance is required. Once it fitted properly, it will work satisfactorily years
together.
PRECAUTION WHILE PIPE LINE MAINTENANCE:
--- Conventional type of welding is not possible on SS tubes, Only special
welding electrodes are to be used with recommended procedure only.
--- SS Tubes are having very less wall thickness hence no hammering to pipes
to be done, otherwise pipe will be damaged.
--- Care should be taken that while performing welding on other location near
SS pipe is done, the welding rod should not touch to SS pipe, otherwise flashing
will create holes on SS tubes.
--- while connecting pipe joints, it is very much essential that the alignment of
pipe is to be done properly.
--- The nut should be screwed hand free till the end, if not , please check the
alignment.
--- If the fittings are screwing tight and tried to tight by spanner et. It will
definitely be damage the threads.
--- After the nut is tightened fully by hand, then apply proper spanner or pipe
wrench and give full force to tight permanently
---Do not apply any type of PTFE/ Teflon tape on threads, only thread sealant be
used.
--- No routine maintenance is required to pipeline.

CLW SPECIFICATIONS FOR PNEUMATIC SECTION

Sr. No NAME OF ITEM CLW SPECIFICATION

01 Specification of SS tubes( Seamless CLW/MS/3/029 Alt 7
Annealed), Grade-304,Confirming to
ASTM-A269
02 Specification of Copper tubes CLW/MS/3/030 Alt 7
03 Specification of Nylon tubes CLW/MS/3/079 Alt 4
04 Specification of Clamps CLW/MS/3/059 Alt 5
05 Specification of Hoses( End fittings, A 108 ) CLW/MS/3/033 Alt 4
06 Specification of fittings( End fittings, A 108, CLW/MS/3/053 Alt 9
ferrule SS(Gr.316)
07 Specification of Polypropylene strut CLW/MS/3/052 Alt 1
 Reference CLW Test Specifications

Sr. Test to be conducted Standard

No
01 Auxiliary Compressor (Pantograph & VCB)
1.1 Ensure air is completely vented from locomotive. Panto Pr building time Open
Gauge fitted at TP27F. Turn ON BL key Now MCPA 8.00 ± 0.15 kg/cm2
starts Record Pr build up time. Check PS-26F. If VCB is
earth unearth VCB Open (Blue Key) KABA key from close
HOM switch. Fit it in 38F in Pn panel ( Spl Attention Take 7.00 ± 0.15 kg/cm2
key from VCB Don t use spare key)
1.2 Check 23F Safety Valve Operates at 8.30 to 8.70 kg/cm2 8.50 ± 0.20 kg/cm2 9.5 ±
Pressure not exceed 9.5 ± 0.2 kg above opening 0.2 kg
pressure
1.3 Pantograph selection switch is in auto, Open 5F, 8F7 1&
2 & 38F by blue key
1.4 Pan Sw Cab-1 Pan UP in panel A See Pan 2 Rising Open/Close
close VCB than open. Check signal config file 05A 4.50 ± 0.15 kg/cm2
MPrSWPan 2/PS 09/2 check (Repeat this test from Cab
2 also check signal) 5.50 ± 0.15 kg/cm2

1.5 Close BF/2 Pan 2 Fall Down/ Open BF/2 Pan Rise and
close 38F Pan 2 down
1.6 Pan Sw Pan-1 Cab Pan UP in panel A See Pan 1 Rises/ Open/Close
Close VCB/Open Signal Config File 05A MPrSWPan-1 4.50 ± 0.15 kg/cm2
P/S-09/1check
5.50 ± 0.15 kg/cm2
Close 8F/1Pan 1Fall Down/Open 8F/1Pan rise & close
38F Pan 1 down
1.7 Set Pan Sw Pan 2 Cab Pan UP in Panel A See Pan 2
Rises/Close VCB/Open Close Signal Config File 05A
MPrSWPan 2
1.8 Record Pantograph Rise Time 06 to 10 Seconds
1.9 Record Pantograph Lowering Time 06 to 10 Seconds
2
1.10 Panto Drop at 1P 27F is less than 0.7 kg/cm in one (01) 0.70/01Mts.
Mts.
2 Air Supply
2.1 Compressor System
2.2 Fit Test Gauge at Test Point No. 40 in Machine Room
2.3 Isolate Compressor No. 2 Run CP No. 1 Record Pr 12 Max
Buildup time
Check Low MR Pressure Switch 37 Close at 6.40 ± 6.25 to 6.55
2
0.15 kg/cm
Check signal Config File 06E MPrSw Low MR
Check Compressor Pressure Switch 35 Close at 10 ± 9.80 to 10.20
 0.20 kg/cm2
Check signal Config File 06E MPrSw8 bar
2.4 Check Compressor Pressure Switch 35 Open at 8 ± 0.20
kg/cm2
Check signal Config File 06E MPrSw8 bar
Low MR Pressure Switch 37 Open at 5.60 ± 0.15 kg/cm2 5.45 to 5.75
Check signal Config File 06E MPrSw Low MR
2.5 Isolate Compressor No. 1 Run cP No. 2 Record Pr build 12 Max
up time 9.80 to 10.20
Check Compressor Pressure Switch 35 Close at 10 ±
0.20 kg/cm2
Check signal Config File 06E MPrSw7.5 bar
2.6 Check Compressor Pressure Switch 35 Open at 8 ± 0.20 7.80 to 8.20
kg/cm2
Check signal Config File 06E MPrSw7.5 bar
2.7 Run both compressor Record Pr buildup time 06 Max
(Both CP at a time including ---------------------)
2.8 At the time of Comp startup for CP1 Unloader 12 operate Approx 10
for approx 10
Check signal Config File 06D BEPCPUnlode
2.9 At the time of Comp startup for CP2 Unloader 12 operate Approx 10
for approx 10
Check signal Config File 06D BEPCPUnlode
2.10 Check Auto drain Valve 124 &87 Operates when
compressor startys
2.11 Open Air below 8 kg to start Both Compressor5 Check Stat up
Set Set Locomotive for Check up of CP Delivery S/V. Isolate 11.50 ± 0.35 kg/cm2
Up D in /D. off COC. & Bypass COC in already Closed Run
for CP Direct By BLCP Switch in Panel A. Fit Test Gauge in
GV MR-1 DC90.
Chk Check operation of compressor-1 Safety valve
2.12 10/1.11.15 to 11.85
2.13 Pr. does not exceed 1.2 kg/cm2 12.7 ± 0.35
2
2.14 Safety Valve 10 resets by 1.2 kg/cm Below opening Pr. 10.3 ± 0.35
2.15 Check Operation of Compressor 2 Safety Valve 10/2 11.50 ± 0.35 kg/cm2
11.85± 0.35
2
2.16 Pr. does not exceed 1.2 kg/cm Above opening Pressure 12.3 ± 0.35 kg/cm2
2
2.17 Safety Valve 10 resets by 1.2 kg/cm Below opening 10.3 ± 0.35
Pressure
2
2.18 Safety Valve 10 resets by 1.1 kg/cm Below opening 9.6 ± 0.35
Pressure
2.19 Run Compressor Direct through BLCP Switch in Panel A
2.20 Check Operation of Safety Valve 39 MR 2, 10.35 to 10.70 ± 0.35 kg/cm2
11.05
3 Main Reservoir Equalizing Pipe Equipment
3.1 Isolate compressor Drain MR pressure by drain cock 90
of 1st Main Reservoir
3.2 Start Compressor Check Setting Pr. of Duplex Ch. Valve 5.0 ± 0.20 kg/cm2
92F- 4.60 to 5.20
3.3 Fit Test Gauge in Test Point 107F FPTP
3.4 Open iso. cock 136F FP Pr 5.80 to 6.20 6.00 ± 0.20 kg/cm2
3.5 Open and Cock FP Ensure both comp starts in 29 Sec. Max 29 Sec.
3.6 Check Pr Switch 34F Open/Close at 5.00/5.60 ± 0.10 Open/Close
kg/cm2 5.00 ± 0.10 kg/cm2
Check Signal Config File 06E-MPr Sw BkFP 5.60 ± 0.15 kg/cm2
3.7 Fit end hose in Dummy Holder
4 Air Dryer Operation. Record Make and Sl. No. of Air
Dryer
4.1 Open Drain Cock 90 of 2nd MR to start Compressor
Leave open for test
4.2 Air dryer lowers to change in every 1min ± 0.10 sec Min 50 Sec 70 Sec
4 changes of CP1
Check signal config File 06D B Air Dryer
4.3 Dryer lowers to change in every 1 Min ± 0.10 sec Min 4 50 Sec 70 Sec
changes of CP2
Check signal config File 06D B Air Dryer
4.4 Close Drain Cock 90 of 2nd MR Air Dryer lower stop. Just
Compressor stop
Check signal config File 06D B Air Dryer
4.5 close iso. cock 13, 14 open bypass 184 (D-off) Pr build Normal D off close
as MCP starts Open 13, 14
Close bypass iso cock (D off) seal handle in isolated
position 900 open cock 13,14
5 Main Reservoir System
5.1 Set uo loco in normal from any cab for activation in
driving mode
5.2 Pr. drop at TP 40 is 0.35 kg/cm2 in 5 mts, 2 setting 0.35/5 mts
time to be given
5.3 Put auto Bk in F/S direct in ON in 5 mts. , 2 setting time 0.35/5 mts
given Cab 1

5.4 Put auto Bk in F/S direct in ON in 5 mts. , 2 setting time 0.35/5 mts
given Cab 2
5.5 BP drop in 5 mts. at BP TP 2 setting time given 0.30/5 mts
5.6 Close so cock 14 open DC 90 of 2nd MR Fit gauge at Aux 0.15/5 mts
MR DC 90 Chk Pr Drop
6 Brake Test (Automatic Brake Operation)
6.1 Record Brake Pipe & Brake Cylinder Pressure at
each step
Chk Proportionality of Auto Brake System
Auto Controller BP Pressure BC BC
Position WAG9 & WAP7 WAP5

Run 5.00±0.1 0.00 0.00

Initial 4.60±0.1 0.40±0.1 0.75±0.15
Full Service 3.35±0.2 2.50±0.1 5.15±0.30
Emergency Less than 0.3 2.50±0.1 5.15±0.30
6.2 Check Signal For Actual Brake Pipe Control 5Kg $
Res Pressure in Locomotive C.R.Pressure
Check signal config File 06H
FLG2:01XprAutoBkLn
6.3 Record time to BP Pr Fall to 3.5kg in 06 to 10 8 ± 2 Sec
sec
Ensure Automatic Brake Controller Handle is
in F/S from Run
6.4 Operate Asst Dr Cock, BP Pr Drops Below Close
2.5 kg/cm2 BP 4.05 4.35
Check P/S 69F Operates, Close Cock 113 Open
P/S 69F Resets
BP 2.85 2.15
(Close/Open 4.2 ± 0.15kg/ 3.0 ± 0.15 kg/cm2 )
Check signal config File 06a MPr Sw Emg Bk
6.5 BC Filling time to within 0.4 kg/cm2 i.e. 95% of
Max BC Developed 03 05 Sec
BC Apply Time WAP5 4 ± 1 Sec 06 09 Sec
BC 5.15 ± 0.3 kg/cm2 18 24 Sec
WAP7 7.5 ± 1.5 Sec
BC 2.50 ± 0.1 kg/cm
2

WAG7 21 ± 3 Sec
BC 52.50 ± 0.1 kg/cm
2

6.6 BC Release time to fall BC Pressure to 0.4

2
kg/cm i.e. 95% 15-20 Sec
BC Apply Time WAP5 & WAP7 17.5 ± 2.5 45 60 Sec
2
Sec BC < 0.4 kg/cm
WAG9 52.5 ± 7.5 Sec
2
BC < 0.4 kg/cm
6.7 Move Auto Brake Controller Handle to BP 5.4 5.6
Release BP Pr Steady at 5.50 ± 0.2 kg/cm2 in
60 to 80 Sec after LED 5 in Electronic
Enclosure in E70 panel starts to blink
6.8 When brake pipe pressure comes to 5.10
kg/cm2 Approx make an initial application.
Check BP Pr Falls to 4.6 ± 0.10 kg/cm2 Return
Cont to run BP Pr goes to 5.50 kg after 20
sec make initial, After 20 sec Bring Cont to
Run BP should 5.50± 0.2 kg/cm2 Held for 60
to 80 sec before bleed down starts
6.9 Record Brake Pipe Pressure Reduction
(Normalize) time of Low Pressure Overcharge
is 180 ± 20 Sec in Normal Brake Pipe
Pressure 5.0 ± 1 kg/cm2
6.10 Fit 7MM Leak Hole at non operative end. In
BP End Hose then Open End Cock BP.
Brake Pipe Pressure Maintain Higher than
4.00 kg/cm2
6.11 Move Auto Handle To Release Brake Pipe
Pressure. Maintain Higher Than 4.25kg/cm2
6.12 Isolate Brake Cylinder Iso Cock 63/1 BC Close 0.50 0.80 kg
gauge for BC2. Show pressure in both Cab
BC gauge. Check Pressure Switch 64/1 (0.20
± 0.15/0.65 ±0.15kg)
Open 0.05 0.35 kg
Check signal config File 06A MPr Sw BkCyl-1
6.13 Isolate Brake Cylinder Iso Cock 63/2 BC Close 0.50 0.80 kg
gauge for BC1. Show pressure in both Cab
BC gauge. Check Pressure Switch 64/2
Open 0.05 0.35 kg
(0.20± 0.15/0.65±0.15kg)
Check signal config File 06A MPr Sw BkCyl-2
6.14 Keep Auto Bk Cont in F/S Press Dr. End
Paddle switch PVEF BC comes to
6.15 Close Cock 70F check signal Config File 06A
LcockBkCon
6.16 Close Cock 74F check signal Config File 06A
LcockBkOut
7 Dynamic Brake (Blending Brake)
7.1 This test to be done by forcing signal by 2.5/WAP5 5.15 kg
laptop 06H Actual BE El = 100%
7.2 This test to be done by forcing signal by 1.25/WAP5 2.55 kg
laptop 06H Actual BE El = 50%
8 Direct Brake
8.1 From Cab 1 Direct Brake (FD-1) check. Apply 3.30 3.70 kg
Direct Brake in full BC Pr 3.50 ± 0.20 in 4.85 5.35 kg
WAP7, WAG9 & WAP5 5.15 ± 0.3 kg. Check 0.55 0.75 kg
DBP (Yellow End Hose) is 3.50 ± 0.2 kg/cm2
in all loco. Check P/S 59F. Close at 0.65 ± 0.1
2
kg/cm
Check signal config File 06A MPr Sw LocoBk
8.2 Release Direct Brake, Bk Cylinder PS 59F 0.10 0.30 kg
Open at 0.2 ± 0.1 kg/cm2
Check signal config File 06A MPr Sw LocoBk
8.3 Apply Direct Brake Full On. Record Brake Max 8 Sec
Cylinder Filling Time
8.4 Repeat test 8.1, 8.2, 8.3 From Cab2 ignore
Direct Brake Pipe Check
8.5 Close CP & isolate 13,14, 70F Drain MREP BCP = 3.5/5.15 kg
by end cock. Apply full direct brake In Cab DBP 0.00 kg
gauge full BCP come i.e. 3.5 WAP5 5.15 kg in
end hose yellow no pressure
8.6 Open 13, 14, 70F chk in 601 Mood Apply BCP 3.50/5.15 kg
3.5kg Ext Air in DBP come 3.5/5.15 kg ± 0.2
kg
9 Parking Brake
9.1 PB Applied PB lamp Glow in Panel , Auto and
Direct Brake release Drain MR Below 4.5kg,
Charge Aux Res Through Main Compressor
Running
9.2 Press Release Button PB released in each Pr in PB can gauge 6.0kg
Axle, Lamp off in panel A
Check signal config File 06B BEPRelPBk
9.3 Press Apply Button Applied in each Axle, Pr in PB can gauge 0kg
Lamp glow in panel A
Check signal config File 06B BEPApplyPBk
9.4 Manually Press 30 F Release PB released in Pr in PB can gauge 6.0kg
each axle Lamp off in panel A
Check Pressure Switch 32F Close 5.00 ± 0.1
kg
9.5 Manually Press 30 F Release PB released in Pr in PB can gauge 0kg
each axle Lamp glow in panel A
Check Pressure Switch 32F Open 5.00 ± 0.1
kg
9.6 Pull Manual releaser in each axle PB Release Bogie 01
in Wheel
9.7 Reset Manually 30F Wait 30 sec Apply by
30F PB applied in Axle
Check signal config File 06B BEPApplyPBk
9.8 Apply PB connect Bogie Hose Open iso cock
70F
9.9 Check ¼ Turn lock in solenoid valve 30F 30F locking
9.10 Check Pr in 5.85 6.15 kg
PB Gauge with 10 kg MR 6 kg ± 0.15 kg/cm 2
9.11 Fit Test Gauge in Aux Res (Close 47F) Gauge in DC 90
Remove PB hose 104 from Body side
9.12 Release PB, Pr in Aux Res Test gauge is Pressure in Aux Res is higher than
more than 6.00kg 6.00kg
Ensure Park Brake is indicated as Applied
(Lamp in panel A glow)
Maintained by Protection Choke 31)
10 Anti Slip Brake
10.1 Force signal by Laptop: 06B ASV Bogie 1 0.6 kg in frieght
10.2 Force signal by Laptop: 06B ASV Bogie 2 0.8 kg in frieght
11 Frictional Brake Component
11.1 Check Brake Block clearance is 5 + 5 =
10MM in Freight TBU
1.0 1.5 MM Each side i.e. 3 MM in
Passenger (WAP5)Disc
12 Trailing Locomotive Operation (Set Brake
Frame for Trailing Loco Operation
12.1 Connect ext supply in BP line Wait 2 mts to fill
CR No Leak in Brake Rack (Pn Panel)
12.2 Drop BP Pr to 4 kg BC comes Above BC 1.00/2.00 kg
1.00kg/WAP5 2.00 kg
12.3 Drop BP Pr to 0 kg BC comes 2.50kg/WAP5 BC 2.50/5.15 kg
5.15 kg
12.4 Increase BP Pr to 4 kg BC comes less than 2.00/4.00 kg
2.00 kg/ WAP5 less than 4kg
12.5 Increase BP Pr to 5 kg BC comes 0 kg 00kg
13 Dead Engine Working
13.1 Off Loco Drain Air Below 2 kg from MR/Aux
Res 70F, 74F, 136F close Open 47F
13.2 Connect ext supply in BP Line 5kg Aux Res to
4.8 kg to fill BC
13.3 Drop BP Pr to 4 kg BC comes Above BC 1.00/2.00 kg
1.00kg/WAP 2.22kg
13.4 Drop BP Pr to 0 kg BC comes 2.50kg/WAP5 BC 2.50/5.15 kg
5.15 kg
13.5 Increase BP Pr to 4kg BC comes less than 2.00/4.00 kg
2.00kg/WAP5 Less than 4 kg
13.6 Increase BP Pr to 5kg BC comes 0kg 00 kg
13.7 Reinstall Loco in Correct Position 47 Closed
14 Sanding Equipment
14.1 Check iso. Cock 134F is in open position. Sand On
Press sander Paddle switch in forward
direction
Rail Front
Check signal config File BEPSand 1&3 (To
confirm EP valves operates)
14.2 Check iso. cock 134F is in open position. Sand On
Press sander Paddle switch in reverse
direction
Rail Rear
Check signal config File BEPSand 2&4 (To
confirm EP valves operates)
15 Cab Equipment s (Cab Gauge Check)
15.1 Check Cab Gauge with test gauge against the
value shown
15.2 MR Gauge in both Cab (Permitted error ±
0.15 kg/cm2 )
15.3 FP Gauge in both Cab (Permitted error ± 0.15
kg/cm2 )
15.4 BP Gauge in both Cab (Permitted error ± 0.10
kg/cm2 )
15.5 BC Gauge in both Cab (Permitted error ± 0.15
kg/cm2 ) BC1 & 2
15.6 PB Gauge in both Cab (Permitted error ± 0.15
kg/cm2 )
15.7 Panto Gauge in Pn Panel (Permitted error ±
0.15 kg/cm2 ) at TP-27F
16 Air Horn (Warning) & Front Lookout Glass
Cleaning
16.1 Open horn iso cock 120/1&2 Operate Dr. & HT Horn Sound
Asst. Dr Side Horn 2 way Valve in Front Std. 110 Db D&M
Direction
16.2 Open horn iso cock 120/1&2 Operate Dr. & LT Horn Sound
Asst. Dr Side Horn 2 way Valve in Back Std. 108 Db D&M
Direction
... Wiper/Washer (Wiper Make)
16.3 Adjust Wiper Blade Vertical in All 4 Glass in Vertical 900
Both Cab as per Drg.
16.4 Turn on Wiper Switch Check as per .................
16.5 Check Manual Operating Handle is as per Chk to Tight
requirement (Tightened)
16.6 Carry on Washer Test As Per Test Spec Water Spray
CLW/CRJ
17 Vigilance
17.1 Check Vigilance Control Unit by Test and VCU Ok/Not Ok
Monitor Unit EU-148 of D&M
 In Vigilance Unit Green LED is On Activate Set up for Check
Loco in Simulation Positing in Driving Mode Loco Normal
from any Cab. Check no air leakage from
exhaust valve 71F
17.2 Turn off Vig. Elect Supply BP Pr Fall through No Supply in 14
Valve 71 Turn Switch 237 1 to (01- Pos) No Vig in Séance
Vigilance isolate BP now recharge (Vig By-
passed)
17.3 Turn Vigilance isolation switch 237. 10-Pos
PSU Green Lamp in VCU unit goers OFF.
Give False Speed Exceeding 10 Kmph After
60 + 8 Sec. No Vigilance warning come Vig
Iso Sw 23 to normal, Vigilance is in Service.
Vigilance Warning come after 60 + 8 sec
17.4 Close iso Cock 74F Chk indication in DDS 74F isolated
screen
17.5 Speed above 10 kmph After 60 ± 5 sec Alarm
Sound after 8 10 Sec Penalty BP Falls and
Bk Applied to 2.5/WAP5 5.15 kg/cm Reset
possible after 115 seconds
17.6 Speed above 10 kmph after 30 Hold
depressed Paddle Sw. Vig after 60 Alarm
sound after 6 to 10 seconds Penalty Bk.
Applied BP falls to 2.5kg/cm. Reset possible
after 160 Sec. Return Power Cont to OFF,
Press BPVR, Operate Foot Sw. Vig Ensure
Vig Reset
17.7 Speed above 10 kmph after 20 Press/Rel
Sander Vig Reset for 60 Further 50 move
Throttle Cont one Notch Vig Reset for 60
17.8 Speed above 10 kmph after 20 Press/Rel
Sander Vig Reset for 60 Further 50 move
Throttle Cont one Notch but not in Off Vig
Reset for 60 Press BPVG Asst Dr on Panel D
17.9 Speed above 10 kmph After Wait Alarm 17.10
Come Press Dr. Vig Paddle Vig Reset Next
on Alarm Press/Rel BPVG, Asst Dr Vig. Reset
Next on Alarm Press/Rel Sander Vig Does not
Reset Then Penalty Bk. Applied Reset
Possible after 125 Seconds.
17.10 Throttle Cont is in Off Speed Above 10 kmph
After wait Alarm come Press Dr. Vig Paddle.
Apply Auto Bk above 2.2kg after 90 sec Vig
No Alarm Rel Bk Alarm come When BC Pr
come less than 1.3 kg Speed to 1 kmph No.
Vig warning
17.11 Throttle Cont is out of Off Speed Above 10
kmph After wait Alarm come Press Dr. Vig
Paddle. Apply Auto Bk above 2.2kg after 90
sec Vig No Alarm Rel Bk Alarm come When
BC Pr comes less than 1.3 kg Speed to 1
kmph No. Vig warning
18 Fire Detection System (FDU) & CO2 Fire
System
18.1 Check Smoke tube is properly Laid down in Check by smoke
Machine Room & Holes are in proper position Alarm comes
as per Drg and also connected in FDU
properly
18.2 Check Fire fighting system CO2 is properly
fitted in both Cab Little operate the system.
Then Check CO2 gas flow s from each Nozzle
(Funnel) Check system from both cabs
Operate both cab taking caution ----- CO2 is
harmful to human/ Live Personal
19 ACP System in Locomotive
19.1 Check Alarm Pull System works properly in
Locomotive s
As per Drawing (Supplied by Center for D&D
CLW/CRJ)
20 Track Test
Do not carry out the following tests unless you
are sure that the mechanical Brakes are fully
operational
20.1 Set uo the loco in cooling mode and try to
drive. It should not be possible.
20.2 Test emergency stop push button and
functionality of mechanical brake. this test
must be carried out on both cabs. Set up loco
in driving mode. Raise Pantograph and close
VCB
20.3 Brake loco by means of the auto air brake. In
initial BCP must increase (Check Gauge in
Panel B) Start Run Interlock will come.
20.4 Set Reverser 140 Forward position, set
throttle 150 and move loco with a low speed
(more than 10 km/hr) Push Emergency Stop
in Operating Cab VCB must open.
Pantograph must lower. Emergency Brake
applied and Loco must stop.
20.5 Set up loco in driving mode. Raise
Pantograph and close VCB. Move loco with a
low speed (more than 10 km/hr) Brake loco by
using the Direct Brake Loco must brake and
stop. Start Run Interlock will come.
20.6 Move loco with a low speed (More than 10
km/hr) Brake loco by using the Auto Brake in
full service. Loco must brake and stop and
Start Run Interlock will come.
20.7 Test Emergency Brake
In this test the following Cab Controls, which
activated the emergency Brake must be
tested of their functionality on both cabs.
Assistant Drivers Emergency brake cock
Drivers brake controller Emergency Position
20.8 Test Equivalent pneumatic loco brake
Set up loco in driving mode. move loco with a
speed around 20 km/hr start a slightly
regenerative braking by setting a braking
effort demand through throttle valve 150 more
than 10 KN. Apply brake by Drivers auto
brake controller to full service. Brake pipe
pressure drops to 3.35 but brake cylinder
pressure does not develop.
21 Test vigilance equipment (As per
specification of D&M)
21.1 Loco is in stand still No vigilance warning
21.2 Loco moves less than 1.5 km/hr No
vigilance warning
21.3 Loco moves more than 2 km/hr After 60 sec
vigilance warning another 8 sec vigilance
penalty reset possible after 125 sec.
21.4 Loco drives more than 2km/hr. No vigilance
warning if movement of TE/BE throttle
21.5 No vigilance warning if - Press of sanding
paddle switch
Vigilance Drivers Foot Paddle Switch
21.6 Press of asst. Dr. push button in Panel
21.7 By pass vigilance system by Rotary Switch
237.1 Switch Pos-0
21.8 Move Loco more than 10 km/hr After 60 sec
No vigilance warning
Normal Rotary Switch 237.1 Switch Pos 1
Move Loco more than 10 km/hr After 60 sec
vigilance warning come
22 Vigilance System OK
23 Re-installing of Locomotive after Test
Remove all test Gauges plug which are fitted
for at the time of Test
Ensure Electrical Items of Pn Panel &
Terminals are tight and covers are secured
properly
Lock Electronic Enclosure of Pn Panel in
closed position
Ensure all isolating cocks and other items of
Locomotive are in Normal and Safe working
position
24 Remarks if any
TESTING PROCEDURE OF ANTI SPIN VALVE OF WAG 9
LOCOS WITH LOOPING BOX(MAGIC BOX)

-KEEP LOCO ELECTRONICS “OFF ” (BL KEY OFF). DISCONNECT

THE COUPLERS
411 JJ OF SB-1PANEL. CONNECT THE MAGIC BOX OF 15 PINS IN
SERIES OF IT. MAKE
LOCO ELECTRONICS “ON” , BUILT UP PRESSURE UPTO 9 TO10 Kg.

- OPEN DJ KEEPING LOCO ELECTRONICS “ON”.

- SHORT PIN NO 4 AND 12 OF MAGIC BOX BY ANY EXTERNAL
WIRE.
- BOGIE –1 ANTI SPIN VLV PRESSURE WILL BE DESPLAYED
IN BC GAUGE.
- AFTER CHECKING ADJUSTMENT OF ASP VALVE (0.6 TO 0.8
Kg ) MAKE
- LOCO ELETRONICS “OFF” AND CONNECT THE COUPLER AS
IT WAS.
- THE SAME PROCEDURE SHOULD BE FOLLOWED FOR ASV-2
(WIRE NO
- 412 OJ) OF SB-2 PANEL AND PIN P BE SHORTED ARE 3& 10)

PRECAUTION

1. WHILE CONNECTING AND DISCONNETING CONTROL

COUPLERS,
LOCO ELECTRONICS SHOULD BE “OFF”

2. SHORTING PINS WRONGLY WILL DAMAGE CARDS

3. STAFF SHOULD PERFORM TEST IN PRESENCE OF SENIORS

ONLY