The cut off angle cock uses a stainless steel ball with a special profile having a groove at the bottom portion for venting air to atmosphere. The ball is seated on nitrile rubber seats.

Under normal working conditions, the handle of all cut off angle cocks of BP are kept open except the rear end angle cocks, facilitating charging of the complete air brake system.

Cut off angle cock fitted on the brake pipe is painted green for easy identification.

Cut off angle cocks are provided on both brake pipe and feed pipe at either end of each coach to facilitate coupling and uncoupling of air hoses.

The maximum permissible pressure for the indicator is 10 bar. Prior to installation, the supply pipe must be thoroughly blown out.

With pressure above or equal to 0.6 bar, the signal color red with black dot appears in the window, indicating brakes are applied.

With brake cylinder pipe pressure below 0.6 bar, the signal color is green. With pressure above or equal to 0.6 bar, the signal color red with black dot appears.

The test fitting K1-E consists of the body, screw cap, and spring-loaded valve head. The screw cap on the test port keeps out dirt and should be screwed back on after testing.

The filter has a maximum pressure rating of 10 bar, with an orifice cross-section of approximately 280 mm² and filter mesh of 0.1 mm.

The filter insert withholds particles larger than approximately 0.1 mm, protecting downstream devices from contamination, malfunction, and damage.

Air receivers should be hydraulically tested at test pressure of 16 kg/cm² during shop schedules (POH) to ensure safety and integrity.

The Air Brake System uses three reservoirs of capacities 125 litres, 75 litres, and 6 litres. The 125-litre reservoir is charged through the feed pipe to FP pressure.

When air delivery is interrupted, Check Valves prevent air which has already been delivered from flowing back out of reservoirs and pipes, ensuring brake applications remain effective.

Two types of stopcocks are available: 2/2-way valves and 3/2-way valves, serving different functions in the air brake system.

Stopcocks are manually operated units serving to charge, shut off, and vent compressed air systems in rail vehicles, designed for flange mounting on manifold panels.

The brake applies within 1.2 seconds when Brake Pipe pressure drops by 0.6 bar in 6 seconds, as per UIC No. 547 specifications.

The C3W IP Distributor Valve has high speed of propagation of approximately 280 m/sec, achieved by the Quick Service Valve feature.

With Brake Pipe regime pressure at 5.0 kg/cm², the Distributor Valve restricts Brake Cylinder pressure to 3.8 ± 0.1 bar maximum, even in full service or emergency application.

Briefly pulling the release mechanism once releases the vehicle brakes via the quick release valve without losing pressure in the auxiliary reservoir, preserving the vehicle's braking capability.

The maximum pressure limiter sets the brake cylinder pressure to its highest level irrespective of auxiliary reservoir size and pressure, preventing over braking and wheel flats.

When brakes are applied, the minimum pressure limiter causes the brake cylinder to charge quickly to about 10% of the brake force reached in a full service brake application, overcoming friction in the brake rigging quickly.

At the start of braking, air from the brake pipe flows into the quick-service chamber, causing volume expansion that propagates the braking pulse quickly through the train, achieving a propagation rate of 285 m/s.

Actuating the isolating valve by its handle interrupts communication between distributor valve and brake pipe, and simultaneously exhausts the auxiliary reservoir, brake cylinder, and all pressure chambers.

KE-1 distributor valves equipped with a KR-1d relay valve have universal action, making brake application and release times independent of brake cylinder volume.

"Universal action" means the brake application and release times are independent of the brake cylinder size (volume), allowing the same distributor valve to be used with different sizes of brake cylinder.

All components of KE-1 distributor valve are united in one package which can be removed as a whole from the common pipe bracket, facilitating maintenance and replacement.

There are two additional connections for the containers of the generator coaches: Support for Indicating device of handbrake and Manometer for C-pressure.

There are 7 connections to the container for Passenger Coach: Feed pipe, Brake pipe, Brake cylinder pressure for bogie 1 & 2, Indicating device for bogie 1 & 2, and Auxiliary support pipe for toilet.

The container consists of 4 mounting plates, each secured with 4 bolts (M10), making a total of 16 bolts for complete mounting.

The overall space for the Containers is 1510 × 1250 × 745 mm, and they are secured to the car body using four mounting plates.

All pipe connections from the manifold to the back plate and reservoirs use single ferrule fittings with stainless steel pipes.

The devices on the manifold are protected against stone damage by a mesh cover provided below them.

The devices on the Brake Manifold are mounted using O-ring joints to seal the interface connections, ensuring leak-proof operation.

The Brake Container (Brake Equipment Panel) consists of a Manifold on which various devices like the Distributor Valve, Cocks, and Test fittings are mounted.

Any loss of pressure in the brake pipe, whether intentional from the driver's brake valve or unintentional from a train parting, results in automatic brake application, making the system inherently fail-safe by design.

Brake application is initiated by dropping the pressure in the brake pipe, which creates a pressure differential that triggers the distributor valves to admit compressed air from the auxiliary reservoirs into the brake cylinders.

The brake pipe is connected to distributor valves that control brake application based on pressure changes in the brake pipe.

The feed pipe is connected to auxiliary reservoirs that store compressed air for brake applications, ensuring adequate supply for multiple brake operations.

The locomotive compressor charges two distinct pipelines that run the entire length of the train: the feed pipe and the brake pipe. The feed pipe connects to auxiliary reservoirs, while the brake pipe connects to distributor valves.

The Air Brake system in LHB coaches utilizes compressed air for operating the brake system throughout the train. The locomotive compressor charges two pipelines: the feed pipe and the brake pipe.