SEMINAR REPORT

ON
“RAILWAY WAGON BRAKING SYSTEM”

Submitted By

ABHINAY PANDEY (1513340007)

Department of Mechanical Engineering

Noida Institute of Engineering and Technology
Greater Noida, Uttar Pradesh – 201306
Affiliated to
Dr. A.P.J. ABDUL KA LAM UNIVERSITY, LUCKNOW (U.P.)

i
 ACKNOWLEDGEMENT

It is my privilege to express my deep sense of gratitude and sincere thanks to Professors at NIET,
Greater Noida for their valuable guidance and support. This work is simply the reflection of their
thoughts, ideas, and concepts. Working under their guidance was a privilege and an excellent
learning experience that I will cherish for a long time. I sincerely thank you for your efforts, time
and energy and bestow my best regards to you.
I would also like to give my special thanks to my parents and my friends, whose support and
motivation inspire me to complete the work.

Date: April, 2019 Submitted By:

ABHINAY PANDEY

ii
 ABSTRACT

Braking system in railway wagon is very important to maintain speed as well as to decelerate speed and
stop the train. It is done by converting kinetic energy into heat energy. The mostly used braking systems
are air braking and vacuum braking system.

Air brakes are mostly used because of its advantages such as short braking distance, high braking
force, compact light equipment etc. It uses compressed air as the force used to push the blocks on
to the wheels. The vacuum brake is also very popular. They are similar to the air brakes only
difference is that during application in vacuum brake, air is provided through brake pipe, while in
air brake, air is removed from brake pipe. Electronically Controlled Pneumatic Braking system is
used for overcome the problems associated with air braking system. In this case braking command
is transmitted to wagons electronically by sending signals and codes. In Dynamic braking system
and Regenerative braking system, motor works as a generator to convert mechanical energy into
electrical energy & this electrical energy is converted into heat energy by main resistor or
transmitted to overhead wire. To avoid accidents an Automatic Control Systems like Auxiliary
Warning Systems are used to stop or automatically control speed of train according to signal
aspects.

iii
 CONTANT

Topic Page No

ACKNOWLEDGEMENT I
ABSTRACT II
1 INTRODUCTION 1-2
1.1 BRAKING SYSTEM 1
1.2 HISTORY 2
1.3 TYPES OF BRAKING SYSTEM 2
1.3.1 TYPES OF PNEUMATIC BRAKE 2
2 AIR BREAK SYSTEM 2-7
2.1 COMPRESSED AIR BRAKE 3
2.2 OPERATING PRINCIPLE 3
2.3 PRINCIPLES PARTS OF AIR BRAKES 4
2.3.1 COMPRESSOR 4
2.3.2 MAIN RESERVOIR 4
2.3.3 DRIVERS BRAKE VALVE 5
2.3.4 FEED VALVE 5
2.3.5 EQUALIZING RESERVOIR / CONTROL RESERVOIR 5
2.3.6 DISTRIBUTER VALVE 5
2.3.7 BRAKE PIPE 6
2.3.8 ANGLE COCK 6
2.3.9 COUPLED HOSES 6
2.3.10 BRAKE CYLINDER 6
2.3.11 AUXILIARY RESERVOIR 6
2.3.12 BRAKE BLOCK 7
2.3.13 BRAKE RIGGING 7

iv
 TOPIC PAGE NO.
2.4 OPERATION ON EACH VEHICLE 7
2.4.1 CHARGING 7
2.4.2 BRAKE APPLICATION 8
2.4.3 BRAKE RELEASE 9
2.4.4 EMERGENCY AIR BRAKE
10
2.5 ADVANTAGES
11
2.6 DISADVANTAGES

3 VACUUM BRAKING SYSTEM 11

3.1 INTRODUCTION 11
3.2 PRINCIPLE PARTS 11
3.2.1 DRIVER’S BRAKE VALVE 12
3.2.2 EXHASTERS
12
3.2.3 BRAKE PIPE
12
3.2.4 DUMMY COUPLING
3.2.5 COUPLED HOSES 12
3.2.6 BRAKE CYLINDER 13
3.2.7 VACUUM RESERVOIR 13
3.2.8 BALL VALVE 13
3.2.9 BRAKE BLOCK & BRAKE RIGGING
13
3.3 OPERATION
13
3.3.1 BRAKE RELEASE
3.3.2 BRAKE APPLICATION 13

CONCLUSION 14
15
REFERANCE

v
 FIGURE INDEX

Figure Page No
2.1 BLOCK DIAGRAM OF AIR BRAKING SYSTEM 4
2.2 CHARGING OF AIR BRAKING SYSTEM 7
2.3 BRAKE APPLICATION 8
2.4 BRAKE RELEASE 9
3.1 BLOCK DAIGRAM OF BASIC VACUUM BREAK 11
EQUIPMENT

vi
 1.INTRODUCTION

1.1 BREAKING SYSTEM

In Railway wagon as well as in passenger cars the braking system plays a very important role to
stop the train, to maintain the speed of the train within specific limit. Brakes are the devices on the
trains to bring it to standstill.
A moving train contains energy, known as kinetic energy, which needs to be removed from the
train in order to cause it to stop. The simplest way of doing this is to convert the kinetic energy
into heat energy. 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 energy. The wheels slow down and eventually the train stops. The material used
for braking is normally in the form of a block or pad.
The vast majority of the world's trains are equipped with braking systems which uses compressed
air as the force to push the blocks on to wheels or pads on to discs. These systems are known as
"Air Brakes" or "Pneumatic Brakes". The compressed air is transmitted along the train through a
"brake pipe". Changing the level of air pressure in the pipe causes a change in the state of the
brake on each vehicle. The system is in widespread use throughout the world.
An alternative to air brake known as vacuum brake is also used in railway wagon. Like the air
brake the vacuum brake system is controlled through a brake pipe connecting a brake valve in the
driver’s cab with braking equipment on each vehicle. The operation of the brake equipment on
each vehicle depends on the condition of vacuum created in the pipe by an ejector or exhauster.
Another braking system used by electric train is Electric Dynamic Braking System. The basic
principle of operation is to convert electric motor into a braking generator dissipating the kinetic
energy as heat energy. Regenerative braking is similar to Dynamic Braking. Only difference is
that, it transmits generated electricity to overhead wires instead of dissipating it as heat, and is
becoming more common due to it’s ability to save energy.
The brakes are used on the coaches of railway trains to enable deceleration, control acceleration
(downhill) or to keep them standing when parked. While the basic principle is similar from road
vehicle, the usage and operational features are more complex because of the need to control
multiple linked carriages and to be effective on vehicles left without a prime mover. In the control
of any braking system the important factors that govern braking action in any vehicle are pressure,
surface area in contact, amount of heat generation and braking material used.
Keeping in view the safety of human life and physical resources the basic requirements of brake
are:
 The brake must be strong enough to stop the vehicle during an emergency with in shortest
possible distance.
 There should be no skidding during brake application and driver must have proper control over
the vehicle during emergency.

1
 Effectiveness of brakes should remain constant even on prolonged application or during
descending on a down gradient
 Brake must keep the vehicle in a stationary position even when the driver is not present.

1.2 HISTORY
All rolling stock has some form of braking device, so that it can decelerate and stop when
necessary. The first cars with a braking system were apparently small trucks running on rails in a
mine. The miners used a lever to push a wood block against wheel. However, such manual devices
became insufficient as the mass and speed of rolling stock increased, so braking systems using
motive power were introduced.
By the 1860s, express trains were achieving speeds of about 80 km/h in England. But at that time,
brakes were not used on all cars in a train. The engine driver and brakeman in the last passenger
car would each apply a hand brake, with the driver using the whistle to signal to the brakeman
when it was time to brake. This rudimentary system caused many accidents that might have been
avoided. Realizing this, railway companies began installing braking equipment, generally using
either vacuum brakes or air brakes. Of these two systems, air brakes are popular for railway
vehicles.

1.3 TYPES OF BREAKING SYSTEM

The brake used in railway vehicles can be classified according to the method of their activation
into following categories.
 Pneumatic Brake
 Electrodynamic Brake
 Mechanical Brake
 Electromagnetic Brake

1.3.1 TYPES OF PNEUMATIC BRAKE

Pneumatic Brake may be further classified into two types
 Vacuum Brake
 Compressed air brake

2
 2. AIR BREAK SYSTEM

2.1 COMPRESSED AIR BREAK

The air brake is the standard, fail-safe, train brake used by railways all over the world. It is based
on the simple physical properties of compressed air.
An Air Brake is a brake operated by compressed air. A safer air brake was patented by George
Westinghouse on March 5, 1872. Westinghouse's invention revolutionized the railroad industry,
making stopping reliable and thus permitting trains to travel at higher speeds. Westinghouse made
many alterations to improve his invention leading to various forms of the automatic brake. The
United States Congress made their use mandatory by the US Railroad Safety Appliance Act. By
1905, over 2,000,000 freight, passenger, mail and express railroad cars and 89,000 locomotives
were equipped with the Westinghouse Quick-Action Automatic Brake.

2.2 OPERATING PRINCIPLE

In the air brake's simplest form, compressed air pushes a piston in a cylinder. The piston is
connected to a brake shoe which can rub on the train wheel, creating friction and stopping the train.
The compressed air comes from an air compressor in the locomotive and is sent from car to car by
a string of hoses and pipes
The brake pipe pressure is maintained at 5 kg / cm² and this pressure can be adjusted by driver
from loco-brake system to any value from 0 to 5 kg / cm².The magnitude of braking force increase
in step with the corresponding reduction in brake pipe pressure and vice versa.
In case of passenger coaches, an additional pipe is used called as feed pipe. It is used feeding
compressed air to auxiliary reservoir. This decreases the time for charging.
The standard Westinghouse Air Brake has the additional enhancement of the triple valve
(discharge valve), and local reservoirs on each wagon that enable the brakes to be applied fully
with only a slight reduction in air pressure, reducing the time that it takes to release the brakes as
not all air is void to the atmosphere.

3
 Fig. 2.1 BLOCK DIAGRAM OF AIR BRAKING SYSTEM
1- Brake valve, 2- Coupling hoses 3- Brake pipe
4- Auxiliary Reservoir 5- Distributor Valve 6- control reservoir
7- Dirt Collector 8-Brake cylinder 9- Angle cock

2.3 PRINCIPLE PARTS OF AIR BRAKES

2.3.1 COMPRESSOR
It draws air from atmosphere and compresses it for use on the train. Its principal use is for the air brake
system, although compressed air has a number of other uses on trains like door operation, whistle/horns,
traction equipment, and pantograph operation

2.3.2 MAIN RESERVOIR

It is a storage tank for compressed air for braking and other pneumatic systems.

4
2.3.3 DRIVER’S BRAKE VALVE
By using Brake Valve driver controls the brake. The brake valve will have (at least) the following
positions: "Release", "Running", "Lap", "Application" and "Emergency". There may also be a "Shut
Down" position, which locks the valve out of use.
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.
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
The 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.
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. The driver (and any observer in the know) can often hear the
air escaping.
Most driver's brake valves were fitted with an Emergency position. Its operation is the same as the
Application position, except that the opening to atmosphere is larger to give a quicker application.

2.3.4 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 bar to 6.2 bar).

2.3.5 EQUALIZING RESERVOIR / CONTROL 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 application position
does not discharge the brake pipe directly, it lets air out of the equalizing reservoir. The equalizing reservoir
is connected to a relay valve (called the "equalizing discharge valve" ) which detects the drop in pressure
and automatically lets air escape from the brake pipe until the pressure in the pipe is the same as that in the
equalizing reservoir.

2.3.6 DISTRIBUTER VALVE

It is nothing but a next version of Triple Valve. It is most functional equipment of the system and termed
as the “Brain of the system”. It senses the pressure variations and works automatically to provide brake
application as well as release. It is connected to brake pipe through dirt collector. It is also connected to
control reservoir, brake cylinder and auxiliary reservoir.

5
2.3.7 BRAKE PIPE
It is 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 safe", 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:

● A controlled reduction of pressure by the driver

● A rapid reduction by the driver using the emergency position on his brake valve
● A rapid reduction by the conductor (guard) who has an emergency valve at his position
● A rapid reduction by passengers (on some railways) using an emergency system to open a valve
● A rapid reduction through a burst pipe or hose
● A rapid reduction when the hoses part as a result of the train becoming parted or derailed.

2.3.8 ANGLE COCK

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.

2.3.9 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.

2.3.10 BRAKE CYLINDER

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

2.3.11 AUXILIARY RESERVOIR

During application of braking the auxiliary reservoir supplies air pressure to brake cylinder to
apply brakes. Generally auxiliary reservoirs are charged at 5 to 6 kg /cm² pressure. In single pipe
system it is charged by brake pipe. While in twin pipe system feed pipe is used for charging of it.
The flow of air into or out of the auxiliary reservoir is controlled by distributor valve.

6
2.3.12 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. Generally thickness of it is kept 59 mm. when thickness
decreases by 10mm then it is time to change it.

2.3.13 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 requires careful adjustment to ensure all the blocks operated from one
cylinder provide an even rate of application to each wheel.

2.4 OPERATION ON EACH VEHICLE

2.4.1 CHARGING

FIG. 2.2 CHARGING OF AIR BRAKING SYSTEM

1- Brake valve, 2- Coupling hoses 3- Brake pipe
4- Auxiliary Reservoir 5- Distributor Valve 6- control reservoir
7- Dirt Collector 8-Brake cylinder 9- Angle cock

7
The compressed air from the locomotive, through hose assemblies & cut off angle cocks of successive
wagons, charge brake pipe throughout train length.
In individual wagons the compressed air, after passing through dirt collector charges the auxiliary & control
reservoir through distributor valve. During charging, the d.v. also keeps the cylinder vented to the
atmosphere, thus keeping the braking released.

2.4.2 BRAKE APPLICATION

FIG. 2.3 BRAKE APPLICATION

1- Brake valve, 2- Coupling hoses 3- Brake pipe
4- Auxiliary Reservoir 5- Distributor Valve 6- control reservoir
7- Dirt Collector 8-Brake cylinder 9- Angle cock

The driver has placed the brake valve in the "Application" position. This causes air pressure in
the brake pipe to escape. The loss of pressure is detected by the slide valve in D.V. Because the
pressure on one side (the brake pipe side) of the valve has fallen, the auxiliary reservoir pressure
on the other side has pushed the valve so that the feed groove over the valve is closed. The
connection between the brake cylinder and the exhaust underneath the slide valve has also been
closed. At the same time a connection between the auxiliary reservoir and the brake cylinder has
been opened. Auxiliary reservoir air now feeds through into the brake cylinder. The air pressure
forces the piston to move against the spring pressure and causes the brake blocks to be applied to
the wheels.

8
2.4.3 BRAKE RELEASE

Fig. 2.4 BRAKE RELEASE

1- Brake valve, 2- Coupling hoses 3- Brake pipe

4- Auxiliary Reservoir 5- Distributor Valve 6- control reservoir
7- Dirt Collector 8-Brake cylinder 9- Angle cock

The driver has placed the brake valve in the "Release" position. Pressure in the brake pipe is rising
and enters the D.V. on each car, pushing the slide valve provided inside the D.V. to the left. The
movement of the slide valve allows a "feed groove" above it to open between the brake pipe and
the auxiliary reservoir, and another connection below it to open between the brake cylinder and an
exhaust port. The feed groove allows brake pipe air pressure to enter the auxiliary reservoir and it
will recharge it until its pressure is the same as that in the brake pipe. At the same time, the
connection at the bottom of the slide valve will allow any air pressure in the brake cylinder to
escape through the exhaust port to atmosphere. As the air escapes, the spring in the cylinder will
push the piston back and cause the brake blocks to be removed from contact with the wheels. The
train brakes are now released and the auxiliary reservoirs are being replenished ready for another
brake application.

9
2.4.4 EMERGENCY AIR BRAKE
Most air brake systems have an "Emergency" position on the driver's brake valve. This position
dumps the brake pipe air quickly. Although the maximum amount of air which can be obtained in
the brake cylinders does not vary on a standard air brake system, the rate of application is faster in
"Emergency". Some distributed valves are fitted with sensor valves which detect a sudden drop
in brake pipe pressure and then locally drop brake pipe pressure. This has the effect of speeding
up the drop in pressure along the train - it increases the "propagation rate".

2.5 ADVANTAGES
1. Short braking distance.
2. Very little power deterioration.
3. High braking force.
4. Uniform brake power over train length.
5. Compact and light equipment.
6. Better reliability, efficiency & safety.

2.6 DISADVANTAGES
1. It takes some time to reapply, since it takes long time for the air messages to travel along the
train and there is no graduated release.
2. If there is opening in the string of hoses and pipes, air will leak out & the brakes will not work.
3. In particular, if the coupler between cars comes apart, the rear section will have no brakes at
all potentially causing a runway train.
4. It contains noisy air compressor.

10
 3.VACUUM BRAKING SYSTEM

3.1 INTRODUCTION
An alternative to the air brake, known as the vacuum brake, was introduced around the early 1870s, the
same time as the air brake. Like the air brake, the vacuum brake system is controlled through a brake pipe
connecting a brake valve in the driver's cab with braking equipment on every vehicle. The operation of the
brake equipment on each vehicle depends on the condition of a vacuum created in the pipe by an ejector or
exhauster. The ejector, using steam on a steam locomotive, or an exhauster using electric power on other
types of train, removes atmospheric pressure from the brake pipe to create the vacuum. With a full vacuum,
the brake is released. With no vacuum, i.e. normal atmospheric pressure in the brake pipe, the brake is fully
applied.
The vacuum in the brake pipe is created and maintained by a motor-driven exhauster. The exhauster has
two speeds, high speed and low speed. The high speed is switched in to create a vacuum and thus release
the brakes. The slow speed is used to keep the vacuum at the required level to maintain brake release. It
maintains the vacuum against small leaks in the brake pipe. The vacuum in the brake pipe is prevented
from exceeding its nominated level (normally 21 Hg) by a relief valve, which opens at the setting and let’s
air into the brake pipe to prevent further increase.

3.2 PRINCIPLE PARTS

FIG 3.1: BLOCK DAIGRAM OF BASIC VACUUM BREAK EQUIPMENT

11
3.2.1 DRIVER’S BRAKE VALVE
It is the means by which the driver controls the brake. The brake valve will have (at least) the following
positions: "Release", "Running", "Lap" and "Brake On". There may also be a "Neutral" or "Shut Down"
position, which locks the valve out of use. The "Release" position connects the exhauster to the brake pipe
and switches the exhauster to full speed. This raises the vacuum in the brake pipe as quickly as possible to
get a release.
In the "Running" position, the exhauster keeps running but at its slow speed. This ensures that the vacuum
is maintained against any small leaks or losses in the brake pipe, connections and hoses.
"Lap" is used to shut off the connection between the exhauster and the brake pipe to close off the connection
to atmosphere after a brake application has been made. It can be used to provide a partial release as well
as a partial application, something not possible with the original forms of air brake.
"Brake On" closes off the connection to the exhauster and opens the brake pipe to atmosphere. The vacuum
is reduced as air rushes in.
Some brake valves were fitted with an "Emergency" position. Its operation was the same as the "Brake
On" position, except that the opening to atmosphere was larger to give a quicker application.

3.2.2 EXHASTERS
A two-speed rotary machine fitted to a train to evacuate the atmospheric pressure from the brake pipe,
reservoirs and brake cylinders to effect a brake release. It is usually controlled from the driver's brake
valve, being switched in at full speed to get a brake release or at slow speed to maintain the vacuum at its
release level whilst the train is running. Exhausters are normally driven off an electric motor but they can
be run directly from a diesel engine.

3.2.3 BRAKE PIPE

The vacuum-carrying pipe running the length of the train, which transmits the variations in pressure
required to control the brake. It is connected between vehicles by flexible hoses, which can be uncoupled
to allow vehicles to be separated. The use of the vacuum system makes the brake "fail safe", i.e. the loss
of vacuum in the brake pipe will cause the brake to apply.

3.2.4 DUMMY COUPLING

At the ends of each vehicle, a dummy coupling point is provided to allow the ends of the brake pipe hoses
to be sealed when the vehicle is uncoupled. The sealed dummy couplings prevent the vacuum being lost
from the brake pipe.

3.2.5 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 connecting them to dummy couplings.

12
3.2.6 BRAKE CYLINDER
Each vehicle has at least one brake cylinder. Sometimes two or more are provided. The piston inside the
brake cylinder moves in accordance with the change in vacuum pressure in the brake pipe. Loss of vacuum
applies the brakes, restoration of the vacuum releases the brakes.

3.2.7 VACUUM RESERVOIR

The operation of the vacuum brake relies on the difference in pressure between one side of the brake
cylinder piston and the other. In order to ensure there is always a source of vacuum available to operate
the brake, a vacuum reservoir is provided on, or connected to the upper side of the piston.

3.2.8 BALL VALVE

The ball valve is needed to ensure that the vacuum in the vacuum reservoir is maintained at the required
level, i.e. the same as the brake pipe, during brake release but that the connection to the brake pipe is closed
during a brake application. It is necessary to close the connection as soon as the brake pipe vacuum is
reduced so that a difference in pressure is created between the upper and lower sides of the brake cylinder
piston.

3.2.9 BRAKE BLOCK & BRAKE RIGGING

Brake blocks are the friction material which is pressed against the surface of the wheel treads by the upward
movement of the brake cylinder piston. Often made of cast iron or some composition material. Brake system
by which the movement of the brake cylinder piston transmits pressure to the brake blocks on each wheel.

3.3 OPERATION
3.3.1 BRAKE RELEASE
In this system piston is at the bottom of the brake cylinder. A vacuum has been created in the brake pipe,
the vacuum reservoir and underneath the piston in the brake cylinder. The removal of atmospheric pressure
from the system has caused the ball valve to open the connection between the vacuum reservoir and the
brake pipe. The fall of the piston to the bottom of the brake cylinder causes the brake blocks to be released
from the wheels.

3.3.2 BRAKE APPLICATION

The vacuum has been reduced by the admission of atmospheric pressure into the brake pipe. This has forced
the piston upwards in the brake cylinder. By way of the connection to the brake rigging, the upward
movement of the piston has caused the brake blocks to be applied to the wheels. The movement of the
piston in the brake cylinder relies on the fact that there is a pressure difference between the underside of
the piston and the upper side. During the brake application, the vacuum in the brake pipe is reduced by
admitting air from the atmosphere. As the air enters the ball valve, it forces the ball upwards to close the
connection to the vacuum reservoir

13
 CONCLUSION
Braking system is very important part of the railway wagon. Air braking system is very
advantageous system. The biggest advantage that air brakes have over vacuum brakes is that the
maximum pressure is 70psi instead of only 17psi. Air brake equipment can thus also be smaller
and lighter. This advantage increases at high altitude, e.g. Peru. The main advantage for vacuum
brakes is that the vacuum can be created by a steam ejector with no moving parts, whereas an air
brake system requires a noisy compressor. Many vacuum braking systems are change to air braking
system when the demand for braking power increases. The similarity in both is brake controlled
by Brake pipe. Twin pipe system reduces the time required to charging the auxiliary reservoir.
Both braking systems are also called automatic braking system, because if connecting hose is
broken for any reason, pressure is lost from the brake pipe, because of this air pressure from
auxiliary reservoir enters to the brake cylinder, and then brakes are apply because of movement of
piston.

14
 REFERENCES
1. “Braking system” Izumi Hasegawa and Seigo Uchida “Japan Railway and Transport
Review 20 Aug 2005.”

2. “Railway Edge Magazine” Robert C. Kull “ Rail operators & wagon owner’s benefit from
E.C.P.” , Editorial 2006.”

3. “Intelligent signalling system” Toby Moncastor, “Shamim Siddiqui Award essay 2008.”

4. “Auxiliary Warning System”, “IRISET Magazine 2010, page no. 1 to 14.”

5. “Maintenance of air brake”, “Railway manual.”2006

6. “Railway wagon model with anti slip braking system” G. Cocci, P.presciani, A. rindi 16th
European MDI user conference nov2009

7. http://www.answers.com /library/dictionary-cid-1357364798 ,7/9/2011

8. http://www.railway-technical.com/brake1.html#air brake,15/9/2011

9. http://www.answers.com /library/wikipedia-cid-2045787254,25/9/2011

10. HIEEE TRANSACTIONS ON MAGNETICS, VOL. 37, NO. 4, JULY

2001ttp://www.railway-technical.com/vacuum.html,29/9/2011

15