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![Page 1: dyn.pptx](https://reader036.fdocuments.net/reader036/viewer/2022062718/55cf9b05550346d033a4694b/html5/thumbnails/1.jpg)
Train Dynamics
BYSyed Khaja Hussain B.Tech., M.B.A
Instructor/Rng/DTTC/GTL
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DRIVING OF TRAIN
Easy• No steering is required
Complex• Hauling of an elastic mass
connected with a series of springs and couplers
• Reaction from the trailing stock are neither instantaneous nor fully controllable
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3
Comparison between Driving a Road Vehicle and a Train
Concentration
Road Vehicle Train Normal concentration Sustained concentration
Road knowledge Not required Essential
Steering Essential Not required
Freedom to move/ stop Without restriction Vigil and alertness/ guided by signal
Braking Distance Short Long and variable
Responsibility Limited to self/ few persons Of hundreds of passengers and goods worth millions
Control Essential but easy Essential and complex due to trailing elastic mass
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Engneering Mechanics
Statics
Syed Khaja Hussain Instructor/Rng/DTTC/GTL
Dynamics
KineticsKinematics
Fashion of motion Cause & Result of Motion
JerksSpeed
BouncingLurchingPitchingNosing
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General Terms Used In Train Dynamics
• Tractive Effort• Adhesion• Friction• Draw Bar Pull• Vehicle Behavior • Slack• Run-in and Run-out• Train resistance
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6
What is Tractive Effort ?
RAIL
Tractive Effort
Motion
The sum of forces at the rims of the driving wheels, which overcome the resistance, offered by the train, and cause it to move (or accelerate or maintained the speed, as the case may be)
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General Terms Used In Train Dynamics
• Tractive Effort• Adhesion• Friction• Draw Bar Pull• Vehicle Behavior • Slack• Run-in and Run-out• Train resistance
![Page 8: dyn.pptx](https://reader036.fdocuments.net/reader036/viewer/2022062718/55cf9b05550346d033a4694b/html5/thumbnails/8.jpg)
8
What is Adhesion?
Adhesion
Tractive Effort
Motion
Adhesion can be defined by the following locomotive formula: % Adhesion = Tractive Effort (kg) X 100/ Locomotive Weight
126
5442%
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General Terms Used In Train Dynamics
• Tractive Effort• Adhesion• Friction• Draw Bar Pull• Vehicle Behavior • Slack• Run-in and Run-out• Train resistance
![Page 10: dyn.pptx](https://reader036.fdocuments.net/reader036/viewer/2022062718/55cf9b05550346d033a4694b/html5/thumbnails/10.jpg)
10
Friction
When two moving surfaces, came in contact.
Resistance to motion, is called as FRICTION.
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General Terms Used In Train Dynamics
• Tractive Effort• Adhesion• Friction• Draw Bar Pull• Vehicle Behavior • Slack• Run-in and Run-out• Train resistance
![Page 12: dyn.pptx](https://reader036.fdocuments.net/reader036/viewer/2022062718/55cf9b05550346d033a4694b/html5/thumbnails/12.jpg)
12
Draw Bar Pull
• Draw bar pull is the difference between the tractive effort and sum of the total rolling and the wind resistance of the locomotive at any operating speed.
• It is the useful force exerted by the entire locomotive in hauling trains
• Draw Bar Pull = Tractive Effort – Train Resistance
![Page 13: dyn.pptx](https://reader036.fdocuments.net/reader036/viewer/2022062718/55cf9b05550346d033a4694b/html5/thumbnails/13.jpg)
General Terms Used In Train Dynamics
• Tractive Effort• Adhesion• Friction• Draw Bar Pull• Vehicle Behavior • Slack• Run-in and Run-out• Train resistance
![Page 14: dyn.pptx](https://reader036.fdocuments.net/reader036/viewer/2022062718/55cf9b05550346d033a4694b/html5/thumbnails/14.jpg)
14
Linear and Rotational Motion of Vehicle in Three different Axes Vehicle Behaviour
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Linear and Rotational Motion of Vehicle in Three different Axes Vehicle Behaviour
Axis
Mode of Oscillation
Linear Rotational
X Shuttling Rolling
Y Lurching Pitching
Z Bouncing Nosing (also call as Yaw)
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SHUTTLING ABOUT THE LONGITUDINAL AXIS
Compressive forces along the length of the train
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SHUTTLING ABOUT THE LONGITUDINAL AXIS
Compressive forces along the length of the train
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SHUTTLING ABOUT THE LONGITUDINAL AXIS
Compressive forces along the length of the train
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SHUTTLING ABOUT THE LONGITUDINAL AXIS
Compressive forces along the length of the train
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SHUTTLING ABOUT THE LONGITUDINAL AXIS
Compressive forces along the length of the train
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SHUTTLING ABOUT THE LONGITUDINAL AXIS
Compressive forces along the length of the train
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SHUTTLING ABOUT THE LONGITUDINAL AXIS
Compressive forces along the length of the train
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SHUTTLING ABOUT THE LONGITUDINAL AXIS
Compressive forces along the length of the train
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SHUTTLING ABOUT THE LONGITUDINAL AXIS
Compressive forces along the length of the train
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SHUTTLING ABOUT THE LONGITUDINAL AXIS
Compressive forces along the length of the train
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SHUTTLING ABOUT THE LONGITUDINAL AXIS
Compressive forces along the length of the train
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SHUTTLING ABOUT THE LONGITUDINAL AXIS
Compressive forces along the length of the train
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ROLLING ABOUT THE LONGITUDINAL AXIS
Reduction in instantaneous wheel load
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ROLLING ABOUT THE LONGITUDINAL AXIS
Reduction in instantaneous wheel load
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ROLLING ABOUT THE LONGITUDINAL AXIS
Reduction in instantaneous wheel load
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ROLLING ABOUT THE LONGITUDINAL AXIS
Reduction in instantaneous wheel load
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ROLLING ABOUT THE LONGITUDINAL AXIS
Reduction in instantaneous wheel load
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ROLLING ABOUT THE LONGITUDINAL AXIS
Reduction in instantaneous wheel load
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ROLLING ABOUT THE LONGITUDINAL AXIS
Reduction in instantaneous wheel load
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ROLLING ABOUT THE LONGITUDINAL AXIS
Reduction in instantaneous wheel load
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ROLLING ABOUT THE LONGITUDINAL AXIS
Reduction in instantaneous wheel load
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BOUNCING ABOUT THE VERTICAL AXIS
Reduction in instantaneous wheel load
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BOUNCING ABOUT THE VERTICAL AXIS
Reduction in instantaneous wheel load
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BOUNCING ABOUT THE VERTICAL AXIS
Reduction in instantaneous wheel load
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BOUNCING ABOUT THE VERTICAL AXIS
Reduction in instantaneous wheel load
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BOUNCING ABOUT THE VERTICAL AXIS
Reduction in instantaneous wheel load
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BOUNCING ABOUT THE VERTICAL AXIS
Reduction in instantaneous wheel load
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BOUNCING ABOUT THE VERTICAL AXIS
Reduction in instantaneous wheel load
![Page 44: dyn.pptx](https://reader036.fdocuments.net/reader036/viewer/2022062718/55cf9b05550346d033a4694b/html5/thumbnails/44.jpg)
BOUNCING ABOUT THE VERTICAL AXIS
Reduction in instantaneous wheel load
![Page 45: dyn.pptx](https://reader036.fdocuments.net/reader036/viewer/2022062718/55cf9b05550346d033a4694b/html5/thumbnails/45.jpg)
BOUNCING ABOUT THE VERTICAL AXIS
Reduction in instantaneous wheel load
![Page 46: dyn.pptx](https://reader036.fdocuments.net/reader036/viewer/2022062718/55cf9b05550346d033a4694b/html5/thumbnails/46.jpg)
BOUNCING ABOUT THE VERTICAL AXIS
Reduction in instantaneous wheel load
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BOUNCING ABOUT THE VERTICAL AXIS
Reduction in instantaneous wheel load
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NOSING ABOUT THE VERTICAL AXIS
Increase in flange force
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NOSING ABOUT THE VERTICAL AXIS
Increase in flange force
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NOSING ABOUT THE VERTICAL AXIS
Increase in flange force
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NOSING ABOUT THE VERTICAL AXIS
Increase in flange force
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NOSING ABOUT THE VERTICAL AXIS
Increase in flange force
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NOSING ABOUT THE VERTICAL AXIS
Increase in flange force
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NOSING ABOUT THE VERTICAL AXIS
Increase in flange force
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NOSING ABOUT THE VERTICAL AXIS
Increase in flange force
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NOSING ABOUT THE VERTICAL AXIS
Increase in flange force
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NOSING ABOUT THE VERTICAL AXIS
Increase in flange force
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LURCHING ABOUT THE LATERAL AXIS
Increase in flange force
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LURCHING ABOUT THE LATERAL AXIS
Increase in flange force
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LURCHING ABOUT THE LATERAL AXIS
Increase in flange force
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LURCHING ABOUT THE LATERAL AXIS
Increase in flange force
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LURCHING ABOUT THE LATERAL AXIS
Increase in flange force
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LURCHING ABOUT THE LATERAL AXIS
Increase in flange force
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LURCHING ABOUT THE LATERAL AXIS
Increase in flange force
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LURCHING ABOUT THE LATERAL AXIS
Increase in flange force
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LURCHING ABOUT THE LATERAL AXIS
Increase in flange force
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LURCHING ABOUT THE LATERAL AXIS
Increase in flange force
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LURCHING ABOUT THE LATERAL AXIS
Increase in flange force
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LURCHING ABOUT THE LATERAL AXIS
Increase in flange force
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LURCHING ABOUT THE LATERAL AXIS
Increase in flange force
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LURCHING ABOUT THE LATERAL AXIS
Increase in flange force
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LURCHING ABOUT THE LATERAL AXIS
Increase in flange force
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LURCHING ABOUT THE LATERAL AXIS
Increase in flange force
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LURCHING ABOUT THE LATERAL AXIS
Increase in flange force
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LURCHING ABOUT THE LATERAL AXIS
Increase in flange force
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LURCHING ABOUT THE LATERAL AXIS
Increase in flange force
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LURCHING ABOUT THE LATERAL AXIS
Increase in flange force
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LURCHING ABOUT THE LATERAL AXIS
Increase in flange force
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LURCHING ABOUT THE LATERAL AXIS
Increase in flange force
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PITCHING ABOUT THE LATERAL AXIS
Reduction in instantaneous wheel load
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PITCHING ABOUT THE LATERAL AXIS
Reduction in instantaneous wheel load
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PITCHING ABOUT THE LATERAL AXIS
Reduction in instantaneous wheel load
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PITCHING ABOUT THE LATERAL AXIS
Reduction in instantaneous wheel load
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PITCHING ABOUT THE LATERAL AXIS
Reduction in instantaneous wheel load
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PITCHING ABOUT THE LATERAL AXIS
Reduction in instantaneous wheel load
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PITCHING ABOUT THE LATERAL AXIS
Reduction in instantaneous wheel load
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PITCHING ABOUT THE LATERAL AXIS
Reduction in instantaneous wheel load
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PITCHING ABOUT THE LATERAL AXIS
Reduction in instantaneous wheel load
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PITCHING ABOUT THE LATERAL AXIS
Reduction in instantaneous wheel load
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90
Linear and Rotational Motion of Vehicle in Three different Axes Vehicle Behaviour
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91
Different Parasitic Motion Generation due to the Effect of Track Defect
TRACK DEFECTS PARASITIC MOTION
X- level Rolling
Loose Packing Bouncing Rolling
Low Jt Pitching
Incorrect Alignment Nosing, Lurch
Slack Gauge Nosing, Lurch,
Variation in versine Nosing, Hunting
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92
VEHICLE DEFECTS PARASITIC MOTION
Coupling Shuttling Nosing
Thin Flange WornWheel Hunting Nosing Lurching
Broken, Ineffective Spring Bouncing Pitching, Rolling
Side Bearers Clearance Rolling Nosing
Ineffective Pivot Nosing
Different Parasitic Motion Generation due to the Effect of Vehicle Defect
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General Terms Used In Train Dynamics
• Tractive Effort• Adhesion• Friction• Draw Bar Pull• Vehicle Behavior • Slack• Run-in and Run-out• Train resistance
![Page 94: dyn.pptx](https://reader036.fdocuments.net/reader036/viewer/2022062718/55cf9b05550346d033a4694b/html5/thumbnails/94.jpg)
Concept of Slack :
Slack is inherent in any chain of vehicle.
Tightening connections can reduce it but it cannot be eliminated altogether.
Vehicles start moving at different time intervals because of slack.
Slack causes severe shock loads unless driving is properly adjusted.
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95
Etc.
Free Slack
Slack is of Two Types
1. Free Slack 2. Spring Slack
It is the free relative movement of vehicles without change in the draft gear spring. It could be 1” to 2”.
Free Slack :
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COUPLER FREE SLACK
It is distance a coupler can move if pulled manually by a bar.
In crude term it is “free travel” of couple. Free Slack
Free Slack
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OPERATIONS OF A COUPLING SYSTEM
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98
Etc.
Spring Slack : It is the additional slack caused due to spring compression and/ or elongation. It could be 4” to 6”.
Combined slack per vehicle could be 6”. Relative movement between loco and the last vehicle could be 30 ft for a train of 60 vehicles.
Free Slack Spring Slack
A good driver caters to all the slacks to avoid shock loading and consequent damage to components and/ or accidents.
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General Terms Used In Train Dynamics
• Tractive Effort• Adhesion• Friction• Draw Bar Pull• Vehicle Behavior • Slack• Run-in and Run-out• Train resistance
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100
Run-in and Run-out
When length and load of a train is more.
The stress and strain on draft gear will also be more.
Such train experience Run-in & Run-out.
When Run-in & Run-out occur ?
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101
Run-in and Run-out
It may occur due to
- sudden application of brakes.
- change in gradient.
- sudden change in speed.
- in-built gap between locked knuckles.
Why Run-in & Run-out occur ?
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102
Run-in and Run-out
The intensity of Run-in & Run-out is the major
cause for sudden JERK.
It results into breakage of coupling component.
What will be effect ?
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103
Run-in and Run-out
When restarting the train, stopped on an up-gradient.
While restarting a train, after sudden application of brakes.
While accelerating a train, on up-gradient or plain, after a down gradient.
While accelerating a train, after releasing dynamic brake.
While applying sudden brake from rear brake van.
Practically, when it occur ?
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General Terms Used In Train Dynamics
• Tractive Effort• Adhesion• Friction• Draw Bar Pull• Vehicle Behavior • Slack• Run-in and Run-out• Train Resistance
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105
Train Resistance
Train resistance contains : 1. Resistance on straight – level track
2. Journal Resistance :
i) Highest at starting. ii) Goes lower at 5 to 10 KMPH.iii) Remain constant at higher speed.
3. Air Resistance :
At high speed it consumes large portion of draw bar pull.
4. Flange Resistance :
Losses due to oscillation and vibration of the vehicle.
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106
Train Resistance
5. Gradient Resistance :
Effort required to lift a train up on a gradient.
6. Curve Resistance :
Effort required to negotiate curve.
7. Acceleration Resistance :
Sum of the above three resistances subtracted from tractive effort available at the speed is the tractive effort available for acceleration.
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107
Braking Distance
Braking Distance of Locomotive is the distance covered by the train after application of brakes, and is the sum of free running distance and retardation distance.
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108
Automatic Brake (A-9) SSM and Throttle Handle (Slack Stretched Method)
Dynamic Brake Only SBM (Slack Bunched Method)
Dynamic Brake & SBM Automatic Brake (Slack Bunched Method)
Automatic Brake Only Modified SBM (Modified Slack Bunched Method)
Method of Braking
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109
Speed Time CurveSpeed time curve of a train running on main line.
Starting up period or notching up period (o-t1)Acceleration Period (t1to t2 )Free Running Period or Negotiating (t2 to t3): Braking Period or Stopping
There are five distinct period :
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110
Train Dynamics
Slack of trainTrack condition and geometry Train marshalling Driving technique
Depends on :-
Ensure safety PunctualityEconomy of operation Customer satisfaction
Resources to be mobilized :-
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Hazards of Poor Enginemanship
Loss of Punctuality. Excess fuel consumption. Jerks/Rough riding. Train Stalling. Passing Signal at Danger. Brake Binding. Train Parting. Loco Failures. Damage to the Rolling Stock. Traffic dislocation Accidents.
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Forces acting on a running train
FULLY UNDER DRIVER’SCONTROL
PARTIALLY UNDER DRIVER’S
CONTROL
NOT UNDER DRIVER’SCONTROL
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Forces acting on a running train
FULLY UNDER DRIVER’SCONTROL
TRACTIVE EFFORT
BRAKING FORCE
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Forces acting on a running train
PARTIALLY UNDER DRIVER’S
CONTROLMOMENTUM
TOTAL SLACKNESS
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Forces acting on a running train
NOT UNDER DRIVER’SCONTROL
TRAIN RESISTANCES
Rolling friction
Journal Resistance
Flange Resistance
Wind Resistance
Gradient Resistance
Curve Resistance.
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OPERATIONAL FEATURES;
WHAT ARE THE OPERATIONS
DONE BY THE DRIVER OF
A LOCOMOTIVE ?
APPLICATION AND REDUCTION OF
TRACTIVE EFFORT
APPLICATION AND REDUCTION OF
BRAKING EFFORT
(Apply/Release the Brake) (Open/Close theThrottle)
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Parasitic Oscillation generated due to Operational features
LINEAR IN X- AXIS
Which is experienced as
JERK !!
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What is a Jerk ?
INSTANTANEOUS CHANGE IN
SPEED
The intensity of a jerk is directly proportional to the mass and the square of the velocity (mv2)
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DRIVER SHOULD BE ABLE TO OPERATE WITHOUT
JERK AND OVERSPEEDING
To avoid parasitic oscillations due to operational features
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Slackness in Train
Free Slackness:– Gap between Couplings
Spring Slackness:– Due to Compression of Draft gear.
Total Slackness = Free slackness + Spring Slackness (2 + 4) = 6 Inches/Vehicle
Gradual Stretching of the slackness
Gradual Bunching of the slackness NO JERKS (Smooth RUN-IN & RUN-OUT)
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121
Train
Handling
Methods.
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Train Handling
1.THROTTLE
2. SELECTOR HANDLE ( Dynamic Brake)
3. A9 (AUTOMATIC BRAKE)
4. SA9 (INDEPENDENT BRAKE)
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THROTTLE
THROTTLE
Rapid Notching Up To Higher Notches
Rapid Notching Down From Higher Notches To Idle.
Picking Up of 2nd Transition in WDM3A & Ist Transition in WDG 3A
at 7 th & 8th Notch
Notching Up Immediately After Releasing A9 By Watching The BP Gauge
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Rapid Notching Up To Higher Notches
EFFECT :• Due to which head-on portion Will get movement and rear portion
will not move thereby a chance of developing high tensile force and chance of train parting.
REMEDY :1. Apply SA9, open throttle to 1st notch allow the complete train to
stretch then open 2nd notch gradually release the SA9 allow the train to move at least 25 feet.
2. Give a gap of 30 seconds.3. While notching up to avoid wheel slip.4. While notching up from 4th to 5th maintain minimum 5 KMPH of
speed, 5th to 6th Notch 7 KMPH, 6th to 7th 11 KMPH, 7th to 8th 15 KMPH.
5. Feel the load on the loco by experience.
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THROTTLE
THROTTLE
Rapid Notching Up To Higher Notches
Rapid Notching Down From Higher Notches To Idle.
Picking Up of 2nd Transition in WDM3A & Ist Transition in WDG 3A
at 7 th & 8th Notch
Notching Up Immediately After Releasing A9 By Watching The BP Gauge
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Rapid Notching Down From Higher Notches To Idle
EFFECT :
• Due to which BUFF OR COMPRESSIVE FORCE will develop which may cause derailment and damage to the consignment.
REMEDY :
• Notch down slowly pausing between notch to notch and allow the train to bunch slowly thereby minimizing the development of compressive force.
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THROTTLE
THROTTLE
Rapid Notching Up To Higher Notches
Rapid Notching Down From Higher Notches To Idle.
Picking Up of 2nd Transition in WDM3A & Ist Transition in WDG 3A
at 7 th & 8th Notch
Notching Up Immediately After Releasing A9 By Watching The BP Gauge
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Picking Up of 2nd Transition in WDM3A & WDG 3A in 7 th & 8th Notch
• EFFECT :
• Due to which train will be bunched and immediately stretched due to dropping and picking up of GF contactor.
• REMEDY :
• Allow the transition to pick up on lower notches. Notch down immediately when transition picks up.
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THROTTLE
THROTTLE
Rapid Notching Up To Higher Notches
Rapid Notching Down From Higher Notches To Idle.
Picking Up of 2nd Transition in WDM3A & Ist Transition in WDG 3A
at 7 th & 8th Notch
Notching Up Immediately After Releasing A9 By Watching The BP Gauge
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Notching Up Immediately After Releasing A9 By Watching The BP Gauge
• EFFECT :
• Since the loco is the 1st vehicle and the rear portion will have to get prescribed B.P pressure. Hence high tensile force will develop due to non realeasing of brakes.
• REMEDY :
• Notch up by watching Air flow indicator white needle to co-inside with the red needle or wait for minimum releasing time based on the application of A9.
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Train Handling
1.THROTTLE
2. SELECTOR HANDLE ( Dynamic Brake)
3. A9 (AUTOMATIC BRAKE)
4. SA9 (INDEPENDENT BRAKE)
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Dynamic Brake
• ADVANTAGES:
• Keeps the brakes block wear and wheel life more.
• It is more economical than A9 if you tally with the fuel consumed and brake wear.
• It is time saving because after using DB you have to wait for only 10 seconds to switch over to motoring, but for A9 you have to wait 90 to 120 seconds minimum based on A9 application.
• EFFECTIVE USAGE OF DB IS BETWEEN • 20-45 KMPH FOR GOODS AND • 20-60 KMPH FOR COACHING. • BELOW 20 KMPH THE EFFECT OF DB WILL BE FADING OUT.
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Dynamic Brake
Selector
Rapidly Bringing from Motoring To Braking In Full Range
Rapidly Bringing from Braking To Motoring and immediately Notching UP
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Rapidly Bringing from Motoring To Braking In Full Range
EFFECT :
Due to which BUFF OR COMPRESSIVE FORCE will develop as you are controlling head-on portion and the tail-end portion will come and bunch on the head-on portion. which may cause derailment and damage to the consignment.
REMEDY :
1. After closing the throttle, wait for 4 seconds, for the magnetic fields developed in the traction motors to decay.
2. Move the selector handle to big D, keep it for 6 to 30 seconds based on the type of load and grade, and allow the complete train to bunch.
3. Advance it slowly 4Ds at once move it to maximum duly watching load ammeter if it permits.
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Dynamic Brake
Selector
Rapidly Bringing from Motoring To Braking In Full Range
Rapidly Bringing from Braking To Motoring and immediately Notching UP
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Rapidly Bringing from Braking To Motoring and immediately Notching UP
EFFECT :
As the head-on portion suddenly gains the momentum and the tail-end portion is on controlling sudden stretching of train will take place thereby development of high tensile force which in turn causes parting.
The D.C traction motor will have high starting torque. If you notch up immediately after bringing the selector handle from braking to motoring, there is every chance of 4th notch out put on 1st notch due to the availability of 4th notch RPM (DB RPM) thereby high tensile force will develop which may cause train parting.
REMEDY :
• Move the selector handle slowly D by D to Big D.• Allow the train to stretch slowly then bring the selector to motoring.• Give minimum of 10 seconds after bringing the selector handle to motoring before
opening the throttle to the RPM to settle down.
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Train Handling
1.THROTTLE
2. SELECTOR HANDLE ( Dynamic Brake)
3. A9 (AUTOMATIC BRAKE)
4. SA9 (INDEPENDENT BRAKE)
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Automatic Brake -- A9
A9
Low Brake Pipe Pressure
Heavy Application
Applied Brake Too Fast
Running Release
Cyclic Braking
Short Brake Application
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Low Brake pipe pressure• Low Brake pipe pressure:• In normal working condition if the Driver drops the BP more than 1.5
kg/cm2 it is called as Low Brake Pipe Pressure.
• If you drop B.P through A9 the pressure applied on brake cylinder is as follows.
B.P.Droppedin KG/cm2
Pressure applied on Brake Cylinder KG/cm2
4.5----0.5 1.24.0----1.0 33.4----1.6 3.8 + or – 0.1
0 3.8 + or – 0.1
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Low Brake pipe pressure
EFFECT :
1. If the you drop the B.P more than 1.5 kg/cm2 which will have maximum effect on brake cylinder.
2. In normal working condition, if you drop more than 1.5 kg/cm2 the valuable compressed air is wasted.
3. Due to which the compressors are required to work more time thereby excessive fuel consumption will take place.
4. To recharge time (realeasing time )taken will be more thereby loss of running time.
5. Wear in the brake blocks will be more thereby life of brake blocks and wheel tyre will go down.
6. Causes brakes binding thereby flat tyre will occur.
REMEDY :
7. Try to control the speed by manipulating throttle and selector. Use A9 only when it is extremely required as per the procedure.
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Automatic Brake -- A9
A9
Low Brake Pipe Pressure
Heavy Application
Applied Brake Too Fast
Running Release
Cyclic Braking
Short Brake Application
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Heavy ApplicationHeavy application:
In normal condition when the train is running with 25 KMPH or above if the driver drops B.P more than 0.7 kg/cm2 in 5 seconds it is called Heavy application.
EFFECT :
1. If you drop B.P more than 0.7 kg /cm2, in 5 seconds, front portion will be applied and the rear portion will RUN IN to front portion as the time gap between applications of brakes in front portion and rear portion is more because the dropped air will be vented out only through Ad C2 relay valve.
2. This causes development of high compressive force, which may cause derailment.
3. Further as per the Newton’s 3rd law (action will have same reaction) the rear portion after hitting the front portion will stretch (RUN OUT) on its own there by developing high tensile force which in turn causes parting.
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Heavy ApplicationNote: In emergency application, the development of
compressive/tensile forces will be less than service application due to, the time gap between the application of brakes in the front and rear portion will be less because the dropped air will be vented out through the A9 as well as Ad C2 relay valve.
REMEDY :
Always apply A9 to Min Reduction, after waiting for 20 seconds advance it to service zone to compensate the application of brakes in front and rear portions.
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Automatic Brake -- A9
A9
Low Brake Pipe Pressure
Heavy Application
Applied Brake Too Fast
Running Release
Cyclic Braking
Short Brake Application
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• Applied Brake Too Fast:
• When you apply A9 to min reduction and not keeping in min reduction for 20 seconds and advancing within 10 seconds to service zone is called as ABTF
• EFFECT :
• Development of compressive and tensile forces will be same as in the case of Heavy application, but the chances are 70% in Heavy application compared to 30% in ABTF.
• REMEDY :
• Always apply A9 to MIN Reduction , after waiting for 20 seconds advance it to service zone to compensate the application of brakes in front and rear portions.
Applied Brake Too Fast
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Automatic Brake -- A9
A9
Low Brake Pipe Pressure
Heavy Application
Applied Brake Too Fast
Running Release
Cyclic Braking
Short Brake Application
![Page 147: dyn.pptx](https://reader036.fdocuments.net/reader036/viewer/2022062718/55cf9b05550346d033a4694b/html5/thumbnails/147.jpg)
• Running Release: After dropping the B.P to 0.7 kg/cm2 as per the procedure and when the train speed is between 5 to 15 KMPH, if you release A9 i.e., called as Running release.
• Effect :
1. Due to which the front portion brakes will get released and will try to run ahead due to its tendency.
2. The rear portion will be still on brakes-on condition. Due to lesser speed brake blocks will be tight on the wheels which will cause development of high tensile force there by parting.
• Remedy :
• To avoid running realease
Running Release
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Automatic Brake -- A9
A9
Low Brake Pipe Pressure
Heavy Application
Applied Brake Too Fast
Running Release
Cyclic Braking
Short Brake Application
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Cyclic braking:
Repeated application of A9 above 0.7 kg/cm2 within 50 seconds of release is called cyclic braking.
Effect :
1. The compressed air which you have sent in to the brake cylinders, before it could act on the brake rigging you are connecting it back to DV exhaust thereby improper utilization of compressed air.
2. Wastage of fuel oil since the compressor is working for more time.3. In single pipe fading of brake power due to wastage of auxiliary air from aux.reservoir.4. Due to brake wear brake block life will come down. In CC rakes in the last lap of KMs the
brake power will be less.5. Damages to wheel disc.6. Smooth application of brakes will not be there and jerks will develop.
Remedy :• Always repeat the A9 application after the correct interval (60 sec. approx.) depends on the
previous application.
Cyclic Braking
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Automatic Brake -- A9
A9
Low Brake Pipe Pressure
Heavy Application
Applied Brake Too Fast
Running Release
Cyclic Braking
Short Brake Application
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Short Brake Application:
1. Applying A9 to Min Reduction (0.5) and release.2. Applying A9 to MR (0.5) and wait for 20 seconds advance it to service zone and
release before 60 seconds.
Effect :
3. If you drop the BP to 0.5kg/cm2 and release, the recharging pressure will be only 0.5kg/cm2 and the same when it reaches the last vehicle it will be 0.2kg/cm2 approx., which will cause the rear portion brakes on when the front portion brakes are released.
4. Improper utilization of compressed air and there by wastage of fuel oil and travel time.
Remedy:5. If your train has come to a stop with the application of A9 to Min Reduction, do not
release from Min Reduction further drop it to service zone and release after 60 seconds. So that the recharging pressure will at higher rate and releases the rear portion on par with front portion.
6. After advancing the A9 to service zone from Min Reduction do not release before 60 seconds.
Short Brake Application
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Train Handling
1.THROTTLE
2. SELECTOR HANDLE ( Dynamic Brake)
3. A9 (AUTOMATIC BRAKE)
4. SA9 (INDEPENDENT BRAKE)
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Do Not : • Do not apply SA9 fully when the train speed is above 5 KMPH.• Do not apply SA9 on ascending grade when the train is still on move.
• Effect :
• This will cause development of high compressive force and causes damage to consignment and for coaching passengers will not have riding comfort.
• Remedy :
1. Always apply SA9 fully when the train speed is below 5 KMPH if the speed is more than that do cyclic application.
2. On ascending grade apply SA9 only after train comes to dead stop.
SA9
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a. Before starting, ensure that all brakes are in released condition.
b. Observe all speed restrictions by manipulating throttle and using DB to the maximum level and avoid A9 as far as possible.
c. For stopping the train use dynamic brake to reduce the speed and then apply A9 as per the procedure.
• Avoid Short Brake, • Running Release, • Cyclic Braking, • Heavy Application And • ABTF While Using A9. • Avoid Brake Binding On Train.
e. Keep watch on Air flow indicator white needle it should be in alignment with the fixed red needle, then only notch up not by watching BP gauge.
f. Avoid over controlling.
BRAKE WEAR
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For example in normal condition when a train is running with 60 KMPH controlling can be done in the following manner.
Close the throttle and allow the train to coast the speed to drop up to 55 KMPH approx.
Apply DB and drop the speed further to 50 KMPH approx.
Now apply A9 to Min Reducation wait for 20 seconds mean while the speed comes down to 40 KMPH approx.
Then advance the A9 to service zone to stop the train. Do not release A9 before 60 seconds or when the speed is between 5 to 15
KMPH. Thus avoided Short Brake, Running Release, Cyclic Braking, Heavy Application and ABTF.
BRAKE WEAR
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Emergency Braking Distance
WDP 4
WDM 3D
WDM 2
Depends on Loco Gradient Load Brake system of the trailing loco.
Warning signal Stop signal
Brake application
Brake application
Brake application
VARIATION WITH LOCO
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Emergency Braking Distance
Warning signal Stop signal
Brake application
Brake application
Brake application
VARIATION WITH LOAD
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Emergency Braking Distance
Warning signal
Stop signal
Brake application
VARIATION WITH GRADIENT
Warning signal
Stop signal
Brake application
Brake application
Warning signal
Stop signal
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Emergency Braking Distance
Warning signal Stop signal
Brake application
VARIATION WITH STOCK
Warning signal
Brake application
Stop signal
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EBD OF LE WITH 100 KMPH IN 1in 100 FALLING GRADIENT
EMERGENCY BRAKING DISTANCE
TYPE OF LOCO MPS GRADIENT
TYPE OF BRAKE BLOCKS/BRAKING DISTANCE
CAST IRON COMPOSIT
WDM2/WDM3A 110 1 in 100 Fall 1150 M 650 M
WDM2/WDM3A 100 1 in 100 Fall 1000 M 600 M
WDP4 110 1 in 100 Fall *** 800 M
WDP4 100 1 in 100 Fall *** 700 M
WDM3D 100 1 in 100 Fall 1150 M 600 M
WDG4 100 1 in 100 Fall *** 650 M
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EBD OF COACHING TRAIN
EMERGENCY BRAKING DISTANCE
LOCO MPS GRADIENTNO. OF
COACHESBRAKING DISTANCE
NO. OF COACHES
BRAKING DISTANCE
WDM2 110 1 in 100 Fall 18 600 20 600
WDM3-A 110 1 in 100 Fall 21 650 24 650
WDP4 110 1 in 100 Fall 21 600 24 650
WDM3D 100 1 in 100 Fall 21 650 24 650
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EMERGENCY BRAKING DISTANCE
EBD OF GOODS TRAIN
TYPE OF
STOCK
GRADIENT
NO.OF VEHICLES
% OF BRAKE POWER
EMPTY LOAD (CC+8+2)
MPSBRAKING DISTANCE
MPSBRAKING DISTANCE
BOX-N1 in 100 Falling
59+1 100 75 500 M 60 700 M
BCN1 in 100 Falling
43+1 90 75 500 M 60 750 M
BTPN1 in 100 Falling
50+1 90 75 600 M 60 750 M
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Train Handling Level Terrain :
Starting The Train : Release the automatic brake. Open the throttle to first notch and simultaneously release independent
brake. Note the load meter reading and move to second notch, when the load
meter needle is stabilized. Like wise move throttle up to fourth notch duly allowing pauses between
notches. If the train starts moving in the stretched mode, increase throttle slowly
to accelerate the train. Wait until the train has absorbed the power from the present notch
position, before notching up.
Grades of less than - 1 in 400
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Accelerating The Train : The acceleration of train depends on connected load.
Load meter can be used as a guide for throttle handling.
Notch up in the stretch mode to obtain balance speed / desired speed
Avoid slack while notching up.
Level Terrain :
Negotiating (Steady running) :
Once the desired / balance speed is achieved, adjust the throttle notch to maintain the speed.
Frequent adjustment of notch position is not advisable as this disturbs the propulsion control circuits unnecessarily.
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Slowing Down : Reduce throttle slowly and allow to coast.
Apply brake to decelerates rapidly
Either dynamic brake alone or dynamic brake with automatic brake can be applied in slack bunch method.
Brake should be applied keeping in view the train speed and the state of slack prior to initiating action for slowing down brake equipment, train make up and the state of slack prior to initiate the slowing down.
Level Terrain :
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Stopping The Train : Close the throttle gradually.
Apply brake in slack bunch method.
Dynamic braking in lower speed (less than 18 Kmph) should not be used. (Exception GM locomotives).
Apply independent brake, after the train comes to dead stop.
Level Terrain :
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Grades of more than - 1 in 100
Heavy Ascending Grade :
Starting The Train : Train brakes to be fully released. Advance throttle sufficiently to hold the train. Release the independent brake very slowly. As the train starts moving, notch up gradually keeping a watch on load
meter to ensure that power at a particular notch is absorbed before moving to next higher position.
If the wheel slips, reduce one or two notch position and apply sand. Once the wheel slip stops, reapply power smoothing. If the train does not move, reduce throttle sufficiently to hold the train and
apply independent brake. Then investigate the reason for not moving.
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Heavy Ascending Grade :
Accelerating The Train :
Advance throttle to higher notch duly observing load meter.
Fast notching up may result in high draw bar pull and should be avoided.
Negotiating : Maintain free running in the slack stretched condition.
Do not change throttle notch position frequently as frequently as this disturb the propulsion control circuit.
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Slowing Down :
Slowly reduce throttle. handle position.
Allow sufficient time between notch positions to keep the slack stretched.
Control the train speed only by reducing throttle.
Do not apply automatic brake, except in emergency.
Heavy Ascending Grade :
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Stopping The Train :
Reduce throttle slowly.
Allow the train to stall in one or two notch position.
Apply independent brake.
If automatic brake is applied, create the brake pipe pressure to initial level just before the train comes to dead stop.
As soon as the train stops apply independent brake to avoid roll back.
Heavy Ascending Grade :
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Heavy Descending Grade :
Grades of more than - 1 in 100
Starting The Train :
For loaded train move the selector handle to big B (or) D and then release the independent brake slowly.
For empty train, release the independent brake slowly and then apply dynamic brake gradually.
As the train starts moving, apply both dynamic brake and automatic brake to the required extent.
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Heavy Descending Grade :
Accelerating The Train : Allow the train to accelerate by suitably releasing the automatic brake
and dynamic brake.
Slack bunch should be maintained to avoid run out.
Negotiating : Allow free run in dynamic brake mode operation to maintain the slack bunch.
In order to maintain the train speed on heavy descending grade automatic brake should be supplemented by dynamic brake.
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Heavy Descending Grade :
Slowing Down :
Slack bunch braking method can be used to slow down.
For loaded train automatic brake can be used to a higher degree than for empty train.
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Stopping The Train :
Use slack bunch and cyclic braking method. Do not allow brake pipe pressure to build up to
initial level, before the train comes to dead stop. How ever allow the brake pipe pressure when the
train comes to dead stop.
Heavy Descending Grade :
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Undulating Grade
It is defined as a track profile with grade changing frequently, and three or more ascending and descending grades in a stretch.
Grade more then 1 in 100 is defined as a severe undulating grade.
An undulating grade with track curvature greater then 2 degrees should be treated with special consideration.
Train slack is constantly adjusting as vehicles in descending grades tend to roll faster then those on ascending grade.
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Undulating Grade
Train handling in this type of territory depends on the following :
Train make-up
Train speed
Train length
Train load
Train features
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Starting The Train : Head end of train on descending grade.
Release independent brake slowly.After the slack is stretched, open throttle handle to first notch to
move.If the train moves rapidly, while releasing independent brake,
apply train brake to control the speed.
Head end of the train on ascending grade. Open throttle to first notch.Release the independent brake slowly.Advance throttle as the slack is stretched.
Undulating Grade
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Accelerating The Train :
Advance throttle very slowly than normal condition. As the slack can not be stretched-throttle should be very slowly
adjusted.
Negotiating :
Employing throttle manipulation. Maintain train speed as constant as possible. Do not change the throttle position frequently as this will
increase the in-train forces.
Employing dynamic brake. Maintain train speed by slowly adjusting the selector handle. Do not change the selector position rapidly, as this will
increase the in-train forces.
Undulating Grade
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Slowing Down :
Employing throttle manipulation.
Use lower throttle position on ascending portion of grade.
Employing throttle and train brake.
Only minimum reduction of train brake is advisable duly controlling the train reducing throttle well in advance.
Employing dynamic brake and train brake.
In conjunction with dynamic brake, train brake can also be used to slow down.
Dynamic brake should be carefully adjusted to avoid severe in-train forces.
Undulating Grade
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Undulating Grade
Stopping The Train :
Use slack bunch braking method to stop.
Train brake may be applied to minimum reduction position before applying train brake further.
The dynamic brake and train brake has to be adjusted to reduce in-train forces.
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Ghat Section
Ensure :
100%/ 90% of brake power on formation. Dynamic brake in working order. Speedometer in working order. Sand gear in working order.
General :
The ruling gradient of 1 in 50 or steeper are considered as Ghat section.
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Ghat Section
Ensure train brakes are fully released.
Advance the throttle sufficiently to hold the train.
Release the independent brakes slowly, so as the train start in the slack stretched condition, open the throttle notch by notch keenly watching load meter without wheel slip.
Apply sanders to avoid any slipping during starting.Note : Banker operation instructions strictly if banker loco is provided.
Starting :
Ascending :
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Ensure the brake power continuity on formation.
Apply dynamic brake and release independent brake so as to start the train in slack bunched condition.
As the train starts rolling, control the train in bunched mode by the manipulation of dynamic brake.
Descending :
Ghat Section Starting :
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Maintain free running in slack stretched condition.
Maintain the section speed and do not change the notch frequently to avoid
Ascending :
Ghat Section Negotiating :
Heavy in train forces.
Wheel slip/ stalling.
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Keep on control over the train running with in the speed limits by the maximum effort of dynamic brake application along with automatic brake application, if necessary.
Train speed should be controlled/ reduced by cyclic brake application.
Descending :
Ghat Section Negotiating :
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By reducing the throttle to lower notches so as to stop & hold the train in a stretched condition.
Fully apply the independent brake and formation brakes to min reduction to avoid roll back.
Bring the throttle to idle.
Ascending :
Ghat Section Stopping :
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Along with dynamic brake application apply train brakes to bring train to dead stop.
Apply independent brakes fully.
If necessary apply train brake to minimum reduction to avoid pushing.
Descending :
Ghat Section Stopping :
Special Note : To avoid rolling back of the train at the time of engine failure (loco shutdown) immediately apply train brakes fully and take precautions as per the GR & SR instructions.
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AlcoholismAnalysis indicates that more than half the times, accidents occur because of human failure.
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Effects : Heavy drinking of alcohol can produce more serious effect such as,
Alcoholism
Physical : Mental confusion. Violent trembling. Hallucinations (visions) Paralyzes the hands and feet. Loosing memory. Damage to liver, kidney and finally they end in very
painful death.
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AlcoholismSocial:
Decay of social relationship. Problems in his duty.
o Poor concentrationo Poor health.o Poor memory, weakness.
Family problems. Indebtedness. Mental disorder. Mental fear. Reporting late for duty. Eager to leave duty early. Improper HOC and TOC. Adopting short cut method. Not able to do the simple normal work like buttoning shirt, zipping and
tying his dhoti.
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• Alcoholism may lead even a good driver to commit mistakes. The train handling skill of the good driver will also deteriorate due to mental and physical imbalance.
• Drunkenness makes you lose control on yourself.
• Do not ever drive after drinking; you will not only kill hundreds of persons, but yourself too.
• Remember your wife and family are waiting eagerly for your safe return home.
Alcoholism
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Train Parting Train parting is an unusual occurrence affecting the train movements. There are a number of contributory factors which lead to train parting such as improper maintenance, material failure, poor enginemanship, improper marshalling, jerky driving etc.
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Train Parting Role of Enginemanship Towards Train Parting :
What is Engineman ship ?It is the capability of a driver to handle his loco along with its trailing load, so that same reaches destination in time in a most economic manner and without adversely affecting safety.
If any coupling gets dis-engaged due to large buffer height/ difference in rail level.
When The Train Parting is Taking Place ?If the tractive force is exceeding the tensile strength of the
coupling material.
If any coupling gets opened or worked out.
Out of the above 3 situation the first one is related to engineman ship, provided there is no material failure.
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How the Tractive Effort Exceeds the Tensile Strength ?
Notching up without proper recreation of vacuum/ air.
Due to sudden notching up.
Shock loads.
Sudden application of brakes from rear.
How To Notch Smoothly And Steadily :
While advancing the throttle in power, time interval of minimum 10 sec. Should be given between two consecutive notches.
This practice will definitely avoid sudden development of tensile force on coupling that may lead to breakage and parting – especially in lower speed.
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Shock Loads/ Jerks :
Instantaneous and sharp variation in momentum of anybody moving with a uniform velocity can be termed as jerk. The intensity of a jerk depends upon mass. velocity and range of speed variation during jerk.
What is Jerk ?
Sudden increment or reduction of tractive effort due to :Poor Engineman shipLoco defects such as
How jerks are formed ?
• power ground • wheel slip• automatic shutting down or
Sudden application of brakes from rear by guard/ banker driver on run.
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Ensure all the coupling are properly secured.Ensure complete release of train brakes.First open throttle and wait for 10 sec. So that the load ammeter will stabilize then release the loco brake.
For Avoiding Jerks During Starting :
In case of level gradient and lighter trains 1st notch will be sufficient to move the train.
In case of starting on up gradient and heavier trains, throttle should be advanced suitably to develop sufficient tractive effort for moving the train before releasing the loco brake.
If the train is starting from down gradient, gradually release the loco brake so that the train will start rolling due to gravitational force. No jerk will develop since the all couplings are in bunched condition.
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Advance the throttle notch gradually giving sufficient time for engine RPM and load meter to stabilize.
Through knowledge of road is essential for maintaining uniform drafting force in undulating gradients.
Uniform and steady acceleration and decelerations.Apply brakes judiciously and control the train will in advance
taking advantage of the permissive signals. Ensure complete recreation of vacuum/ air pressure and free
rolling after each brake application, before taking notches further.
In case of wheel slip due to wet rails or up gradient bring the throttle to lower notches.
How to Avoid Jerks on Run :
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Apply the brakes gradually as far as possible.Apply the loco brake after stopping the train.Always try to stop the train by raising vacuum/ air
pressure.Working heavy train in up gradient. If we stop the train by
destroying vacuum/ air pressure, restarting may be difficult due to brake binding.
Marshalling of trains is also an important factor contributing to train parting.
Loaded vehicles may preferably be marshalled in front portion and empty vehicle at rear.
How to Avoid Jerks While Stopping :
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The Action to be taken by crew during Train parting :
Apply automatic brakes after ensuring that rear portion has stopped
Bring throttle to idleAdvise guard to protect rear portionKeep brakes in applied condition to avoid rolling
backClose angle cocks of adjacent vehicles after
identifying culprit vehicleTry to couple the train and clear the section. If
coupling is not possible clear the section in two parts after advising ASM