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    Brake Binding Prevention

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    kr_abhijeet72356587
    The document discusses prevention of brake binding incidents on trains. It defines brake binding as when brake blocks remain in contact with wheels even after the brakes have been released. Major causes of brake binding include defects in locomotives, train handling, distributor valves, brake cylinders, dirt collectors, brake regulators, and brake gears. The document outlines inspection procedures and acceptable tolerance levels to check for issues in these areas that could lead to brake binding. It also distinguishes wheel skidding from brake binding and discusses factors that influence whether wheels will roll or slide during braking.

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    Attribution Non-Commercial (BY-NC)
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    Brake Binding Prevention

    Uploaded by

    kr_abhijeet72356587
    10K views40 pages
    The document discusses prevention of brake binding incidents on trains. It defines brake binding as when brake blocks remain in contact with wheels even after the brakes have been released. Major causes of brake binding include defects in locomotives, train handling, distributor valves, brake cylinders, dirt collectors, brake regulators, and brake gears. The document outlines inspection procedures and acceptable tolerance levels to check for issues in these areas that could lead to brake binding. It also distinguishes wheel skidding from brake binding and discusses factors that influence whether wheels will roll or slide during braking.

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    The document discusses prevention of brake binding incidents on trains. It defines brake binding as when brake blocks remain in contact with wheels even after the brakes have been released. Major causes of brake binding include defects in locomotives, train handling, distributor valves, brake cylinders, dirt collectors, brake regulators, and brake gears. The document outlines inspection procedures and acceptable tolerance levels to check for issues in these areas that could lead to brake binding. It also distinguishes wheel skidding from brake binding and discusses factors that influence whether wheels will roll or slide during braking.

    Copyright:

    Attribution Non-Commercial (BY-NC)
    Download as PPT, PDF, TXT or read online from Scribd
    Download as ppt, pdf, or txt
    10K views40 pages

    Brake Binding Prevention

    Uploaded by

    kr_abhijeet72356587
    The document discusses prevention of brake binding incidents on trains. It defines brake binding as when brake blocks remain in contact with wheels even after the brakes have been released. Major causes of brake binding include defects in locomotives, train handling, distributor valves, brake cylinders, dirt collectors, brake regulators, and brake gears. The document outlines inspection procedures and acceptable tolerance levels to check for issues in these areas that could lead to brake binding. It also distinguishes wheel skidding from brake binding and discusses factors that influence whether wheels will roll or slide during braking.

    Copyright:

    Attribution Non-Commercial (BY-NC)
    Download as PPT, PDF, TXT or read online from Scribd
    Download as ppt, pdf, or txt
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    PREVENTION OF INCIDENCE OF BRAKE BINDING BY: S.Singh, Asst. Prof.

    /C&W/IRIMEE

    DEFINITION
    Brake binding is defined as the situation when the brake block is in contact with the wheel tread though the A-9 valve position is in released position. The severity of the brake binding depends on the force exerted by the brake blocks on the wheel tread.

    CONFUSION IN BRAKE BINDING


    Very often wheel skidding is wrongly interpreted as brake binding. Though brake application quality in relation with the adhesion is the basic cause of wheel skidding, the incidence of wheel skidding must not be merged with the incidence of brake binding.

    MAJOR CAUSES FOR BRAKE BINDING


    DEFECTS IN LOCOMOTIVE DEFECTS IN TRAIN HANDLING DEFECTS IN DISTRIBUTOR VALVE DEFECTS IN BRAKE CYLINDER DEFECTS IN DIRT COLLECTOR DEFECTS IN SAB BRAKE REGULATOR DEFECTS IN BRAKE GEAR

    Released position

    BP BP

    CR

    AR

    BC

    ATM

    Application position
    BP CR AR BC ATM

    BRAKE BINDING CATEGORY


    PNEUMATIC

    Brake cylinder pressure fails to communicate with atmosphere in afterapplication position BP, CR, AR is communicated with brake cylinder in preapplication position

    BRAKE BINDING CATEGORY


    MECHANICAL

    Brake gear components fail to retract to RELEASE position

    DEFECTS IN LOCOMOTIVE
    Inspection of air system

    Check for fluctuation in BP pressure Check for moisture/oil / dirt content in compressed air.

    MR CHARGING TIME: Close the brake pipe cut out cock, place MU-2B valve in Trail position. Keep both independent and automatic drivers brake valve in release position. Keep electro-pneumatic compressor, if available, in open position. Keep toggle switch of the control stand in On position. Start engine.

    The charging time of MR up to 10 kg/cm2 at idle notch should not be more than 5 minutes for 506litre reservoir, 6 minutes for 700-litre reservoir with 6CD4UC expressor and 3 minutes for 700-litre reservoir with KE-6 expressor.

    EXPRESSOR CUT-IN TO CUT-OUT Charging time for the pressure to build up from 8 to 10 kg/cm2 should not be more than 1 minute with 6CD4UC compressor and 35 seconds with KE-6 compressor for 700-litre reservoir

    MR LEAKAGE: Apply independent brake to 3.5 kg/cm2. Shut down engine. Reduce MR to 6 kg/cm2. Note drop in MR gauge. The leakage in MR should not be more than 0.2 kg/cm2 in 3 minutes. Recharge the system with A-9 automatic brake handle in release position. Apply emergency brake application with A-9 valve. Shut down engine. Reduce MR to 6 kg/cm2. Note drop in MR gauge. The leakage in MR should not be more than 0.2 kg/cm2 in 3 minutes.

    BP LEAKAGE: Recharge the system with A-9 automatic brake handle in release position. Make a 0.6-kg/cm2 reduction in brake pipe. Close cutout cock. Move MU-2B control valve in trail position. Note drop in BP gauge. The pressure drop should not exceed 0.7 kg/cm2 in 5 minutes.

    DEFECTS IN TRAIN HANDLING


    Releasing practice of brake
    Wait for two minutes in coaching stock or three minutes in freight stock at least after moving brake valve handle to release position after emergency application. Avoid extended application of the pressure surge to avoid over charging

    DEFECTS IN TRAIN HANDLING


    Observing air flow meter
    Keep close watch in the airflow indicator to monitor incidence of excess leakage.

    DEFECTS IN TRAIN HANDLING


    Observing ampere meter

    Keep close watch in the Ampere meter reading for current level

    DEFECTS IN TRAIN HANDLING


    Controlling miscreant activity
    Keep vigilant on tampering DV isolating handle position Keep vigilant on tampering handle of Cut off angle cock position

    DEFECTS IN TRAIN HANDLING


    Drainage of condensate
    Drain condensate from air reservoir, oil separator and filter. Open drain cock slowly so that condensate is carried out with the air.

    DEFECTS RELATED TO DV
    Mounting of DV on common pipe bracket
    Check holes of common pipe bracket are one-tomatched with the corresponding location on the CPB seal. Check collars provided on the CPB seals are uniformly projected. Use small quantity of hard grease on CPB before positioning of the seal to avoid displacement while mounting. Check that release choke is clear.

    FLOW OF BP/CR/AR TO BRAKE CYLINDER


    Shifting of CPB seal

    DEFECTS RELATED TO DV-contd..

    Isolating collars provided on the CPB seal cut

    DEFECTS RELATED TO DVcontd..


    Assembly of DV with Intermediate flange

    Overhaul / Repair distributor valve with Intermediate flange as a single unit. Check holes of Intermediate flange seal are one to one matched with respective location in the distributor valve. Check collars provided on the seal are uniformly projected.

    DEFECTS RELATED TO DVcontd..


    Inspection of DV
    Check the valve is free from rubber buldging or debonded for valve plate (10) in KE type or valve (37) in C3W type. Check for smooth movement of hollow stem in its guide during assembly. This may be ascertained by the movement of hollow stem Check that hollow stem is not bent. Check that outer surface of the hollow stem is polished.

    C3W TYPE DISTRIBUTOR VALVE FLOW DIAGRAM

    Defects related to DV-contd..


    Inspection of DV
    Apply light coat of thin grease on the hollow stem. Check the condition of CPB filter. This is ascertained by: Clean CPB filter in every schedule. Clean vertical passage in CPB.

    Defect in Brake cylinder


    Inspection of brake cylinder
    Check for breathing passage. This is ascertained by: Avoid greasing of Trunk during assembly. Clean annular space between Trunk and Front cover.

    Defects in Dirt collector


    Inspection of dirt collector

    Condition of outlet passage. This is ascertained by cleaning Dirt collector in every schedule.

    Defects in SAB brake regulator


    Inspection of Barrel
    Check that the barrel has no dent. Confirm that Traction sleeve passes smoothly inside the entire length barrel during assembly.

    Defects in SAB brake regulator-contd..


    Inspection of Adjuster nut
    Check axial play of the Adjuster nut with the spindle. Since actual measurement is difficult, excessive play must be felt while assembly. Make sure that the adjuster nut falls freely along the spindle when held vertical.

    Defects in Brake gear


    Adjustment of brake gear
    Adjust end pull rod hole and maintain length of pull rod such that the Equalising levers be in near vertical in brake applied position.

    Defects in Brake gearcontd..


    Inspection of Equalising lever
    Ensure that the Z-lever pins used with Equalising levers are polished. Ensure the corresponding bushes are without any oblong deformation. Radial clearance is maintained within 0.75 mm.

    Defects in Brake gearcontd..


    Inspection of Actuating rod
    Ensure that the Actuating rod is not twisted. The straightness is realised by smooth fitment of the Actuating rod with the both Equalising levers with the pins.

    Some thoughts on Wheel Skidding

    Incidence of wheel skidding depends on


    Brake cylinder pressure Brake cylinder diameter Brake rigging leverage Nominal static load Cant Low joint Twist Curvature Dry/wet condition Surface condition Normal wheel reaction

    Length of transition curve Vehicle suspension Vehicle speed Tractive force Acceleration/Retardation Wheel gauge Wheel base Position of centre of gravity of the vehicle

    Flange angle Mass moment of inertia of wheel Position of tractive point on the wheel Coefficient of friction between wheel and brake block Coefficient of friction between wheel and rail Sliding velocity Initial speed of braking Temperature rise

    WHEEL TO ROLL OR TO SLIDE

    Tractive effort applied to accelerate the vehicle in fully released condition:


    Q2N < P > (3Q2N)

    Brake applied to wheel to stop/retard the vehicle


    FB (3/4)(Q2/Q1) N

    Tractive effort applied to cause motion in brake binded condition


    FB (1/2)(Q2/Q1) N P (3Q2N - 4Q1 FB) It implies that if more than 25% braking forces is released in partial brake binding, It is possible to roll the wheel with just adequate tractive force. Increase in tractive force will cause skidding in partially binded wheel

    Thank you

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