Pneumatic Circuit:

Storage and Distribution

Initially pressure is created with MCPA to raise panto and to close DJ. To start
MCPA, BA voltage should be more than 90 volts and CCBA should be in good condition.

COC is in open position. To create pressure in RS, five drain cocks should be in close
position (CPA d/c, RS d/c, RDJ d/c, DJ oil separator d/c and panto pipe line d/c). MCPA
should not work continuously for more than 10 min. MCPA can create pressure up to
8Kg/cm2 since SS1 safety valve is provided (SS1 set at 8Kg/cm2) between CPA and NRV.
The amount of pressure created in RS can be seen through RS gauge (In WAG7 and WAP4
locos RS gauge is provided in both cabs and named as PR gauge). After creating RS pressure
to 6.5 Kg/cm2, raise panto, close DJ, close BLCP and switch off MCPA. According to HCP
position, MCP starts.
Three compressors (in modified locos only 2 compressors) are provided on the loco to
build up and store the air pressure. In this system 4 main reservoirs, one control reservoir and
one RS reservoir are provided. Either one or more compressors are allowed to work

side, RGCP cuts off at 9.5kg/cm² and above and cut in at 8.0 kg/cm² and below. When MR
pressure reaches to 9.5 kg/cm², RGCP cut off and compressors stop working.
Each compressor delivery pipe line is connected to the atmosphere by individual un-
loader valve. The function of un-loader valve is controlled by RGCP. After stopping of
compressors, Q119 relay energizes through compressors contactors normally close
interlocks. Un-loader valves energizes through Q119 relay. This valve removes the back
pressure from delivery pipe line of each CP. When there is no back pressure in delivery pipe
line of compressor it starts smoothly so that the life of compressor increases. After restarting
of compressors also, these un-loader valves remains in energize position for another 5
seconds.
Two auto drain valves are provided in the pneumatic system to drain out the moisture
from MR1 and MR2 automatically at 9.5 kg/cm² of MR pressure. ADV-1 is connected to
MR-1 through a cut out cock and ADV-2 is connected to MR-2 through a cut out cock (in
some locos only one ADV is connected to both MR1 and MR2).RGCP interlock closes on
VEAD at 9.5 kg/cm² and opens at 8.0 kg/cm². Once VEAD energizes, MR2 pressure (after
air dryer) is admitted to ADV-1 & 2 (through VEAD cut out cock). Now ADV-1 & 2 drains
out the moisture from MR-1 and MR-2 for few seconds.
Compressed air from the compressors is allowed to pass through a separate after
cooler and store in MR1, MR2, MR3 and MR4. On each CP delivery pipe line (between each
compressor and NRV) provided with one individual safety valve is set at 11.0 kg/cm².
CP delivery pipe line to avoid air pressure entering from MR to
CP. A centrifugal dust collector with a drain cock is provided before MR1 for collecting the
moisture and similarly one more is provided after MR4. A safety valve(SS-2) set at 10.5
kg/cm² is p
and MR3 and another between MR3&4 (In WAP4 locos, five MRs are provided. One NRV
between MR2 & MR3 and another NRV between MR3 and MR4. Between MR4 & MR5 no
NRV is provided. In WAG5, WAM4 & WAG7 locos MRs counting starts from cab-1 left
side. In WAP4, MRs counting starts from cab-1 right side.
Use of MR1 &MR2:
Air from MR1 & 2 is taken through a duplex valve set at 4.9kg/cm² to the MR
equalizing pipe. The purpose of Duplex valve, while energising the loco initially it will not
open still MR pressure reaches the set value 4.9 Kg/cm2. From this air is supplied to sanders,
wipers, F1 selector and also to the feed pipe (FP) through a LV set at 6 kg/ cm². A cutout
cock is provided before the limiting valve, which should be kept closed when feed pipe is not
used.
One heat less twin tower air dryer is also provided between MR2 and MR3 for
supplying dry air to brake system and loco pneumatic / electrical appliances. The air dryer is
having three cut out cocks namely A, B and C. Normally A and B (green color cut out cocks)
are open and C (red color) COC is close position. Air dryer is getting electric supply from
battery or from CHBA. In some locos air dryer is getting electric supply through CCAD fuse

position.
Control reservoir pressure operation
From MR3 air supply is taken to control reservoir. From the control reservoir air
pressure is supplied to the panto servomotor through HOM, VEPT and throttle valve.
Compressed air is also supplied to RDJ for the operation of DJ through DJ oil separator. A
pressure relay QPDJ is provided on DJ pipeline after the DJ oil separator to trip DJ when the
air pressure drops below 4.5 kg/cm² in ABCB type DJ locos and 4.0 kg/cm² in VCB type DJ
locos. In ABCB locos, QPDJ energizes at 5.5Kg/cm2 and above pressure and de energizes at
4.5 kg/cm² and below. In VCB locos, QPDJ energizes at 4.65Kg/cm2 and above pressure and
de energizes at 4.0 kg/cm² and below. Control reservoir air is supplied to BA1, BA2 and BA3

branch connection air is taken to a limiting valve which reduces the pressure to 2.5 to
3.5kg/cm² for the operation of SMGR.
A dirt accumulator with a drain cock and NRV is provided after the control reservoir
and another NRV is provided before the DJ oil separator. R1 air control cut out cock is
provided after the NRV to avoid the pressure escaping from RS to the control reservoir
whenever on usage.
Usage of MR1 and MR2 Pressure:
MR1 feeds MR2 reservoir and further it passes through air dryer to the following.
a) Through duplex check valve (set at 4.9Kg/cm2) goes to MR equalizing pipe. From MR
equalizing pipe pressure goes to sanders, wipers to feed pipe (through a COC and
6Kg/cm2 feed valve) and also to F1 selector valve port no. 15. In between MR2 and
MR3 equalizing pipe connection is given to air intake COC through NRV.
b) This pressure also charges MR3.
c) To RGCP for cut in and cut out compressors and VEAD.
d) To VEAD through cut out cock for auto draining of MR1 and MR2 moisture when MR
pressure reaches to 9.5 Kg/cm2.
e) SS2 safety valve is connected after MR2
Usage of MR3 pressure:
Through an NRV this pressure is charged to MR4 and CR.
For charging BP pressure.
Usage of MR4 pressure:
This pressure after passing through CDC and MR4 COC is supplied to
1). Horns.
2). Both cabs A9 inlet.
3). Both cabs SA9 supply.
4). HS4 valve.
5).VA1 release valve
6). MU2B port no. 63.
7). HB5 valve.
8). C2B valve.
9). C3W valve.
10). VEF (E).
11). VEF (M).
NOTE:
a) In WAG7 locos, MR4 pressure is going to both cabs horns, both cabs A9 inlet, Both
cabs SA9 supply, MU2B port no. 63, C2B valve, C3W valve, VEF (E) and VEF (M)
only.
b) In WAP4 locos, MR4 and MR5 pressure is going to equipments like WAG7.
Usage of Control Reservoir Pressure:
This pressure through a CDC is supplied to
a) SMGR operation.
b) Through EP1 COC to BA1 panel.
c) Through EP2 COC to BA2 &3 panels.
d) Through EP3 COC to BA4 panel (WAG7 beyond 27200 and RB provided WAP4
locos).
e) Through R1 COC RS reservoir, DJ assembly and panto pipe line.
Usage of Emergency Reservoir (RS) Pressure:
Initially this pressure is used
a) To raise panto.
b) To close DJ.
c) To close C118 (if EP contactor).
MR Pressure Not Maintaining:
a) Ensure MCPs are working.
b) Close BLCPD and try.
c) Close VEAD COC and close VEUL COCs and try.
d) Increase No. of CPs by HCP and try.
e) Ensure all drain COCs are closed.
f) Tap safety valves gently and ensure no safety valve is struck up in lifted position.
g) Tap NRV and try.
h) Ensure no leakage of air from sanders, wipers, horns & auto drain valves. If so, close
concerned COC
i) Ensure no leakage in the system if found arrest them.
j) Ensure no leakage of BP / FP in formation, if it is air brake train.
k) If twin pipe formation, work with single pipe and try.
l) If still unsuccessful, de energizes the loco, drain out all the pressure from the system,
again energize the loco and try.
m) Isolate air dryer, if provided.
n) If still unsuccessful contact TLC.
CR Pressure not maintaining:
a) Ensure MR pressure is 8 to 9.5Kg/cm2.
b) Ensure MR1, 2 & 3 drain COCs are in closed.
c) Ensure CR drain COC is closed.
d) Tap NRV gently (near pipe line of CR)
e) Ensure no leakage in CR pipeline.
f) If closing of CR drain COC is not possible dummy it with a suitable wooden plug.
Precautions while working with MCPA:
a) Close R1 COC.
b) Clear the section with the available pressure.
c) Keep a watch on battery voltage, which should not run down below 90 volts.
d) After clearing the section, contact TLC.