Passenger Carriages 2006
by Gary T, Steve W, Steve H, Dave M
​
After some time we came up with a simple design based on some coaches we were already using.
Why reinvent the wheel !!
There were many new improvements added in to the new trucks, like all parts been interchangeable, air brakes on all coaches been the main improvement. The coach bases are press steel sides with tube and plates welded in side.
The bogies are laser cut plate of 6 mm thick welded together to form a frame to hold the pair of wheel sets or (two axles 4 wheels and 2 disc brakes)
​
Building the Bogie
​
Bogie 01. This is the main set of parts to make the bogie frame, Left to Right.: 2 side frames with frames stiffeners welded on, centre bolster plate, Brake assembly plate, 2 cross beams
Bogie 02. The 2 side frames have 2 spacing jigs fixed in, this keeps all thing square and in place. At the right hand side you can see a cross beam held in place by magnets while the cross beam is welded in, this is all done on the other end.
Bogie 03. The brake assembly plate is clamped in place on the bottom, the frame is turned over and the brake assembly plate is welded on to the side frames. The bottom plate came be removed with the 4 bolts this will drop all the brake assembly off for repairs.
Bogie 04. The Bolster plate is put in place and tacked welded at each corner, Then the frame is turned on is side and a 2 full length weld is put on the under sides of the plate one to each side frame
Bogie 05. Hey presto one bogie frame welded up, 22 needed for this project
Bogie 06. As you can see yours truly has been busy with the welded over the last few Sundays mornings.
Bogie 07. Yes nearly finished this bit of the job?
Bogie Parts an Building
Each bogie will have all these parts assembled on to the welded frames. These are all the parts laid out to show what fits where.
These are the brake parts, they all fit on to the plate which is bolted on the bottom of a bogie frame. This way the plate can be removed for maintenance very easy and it will have all the brake parts on it.
We have lift off ! 2 Lads John & Ray have started to assemble the bogies for the trucks and hopefully in the near future we will have all 22 of the at this stage, many thanks lads Another mate Adrian has taken the brake gear assemble home to do the work . Some of the new bogies which are hot of the production run.
A finished bogie.
When I have more information on there build after the welding I will up date you. I know the frames after the welding went away to be chemically black to stop the rust. The CNC turned wheels were pushed on to there axles, and the bearing where slid on and fixed in place.
The Passenger Body
These bodies are based on some old ones the club have been using, again life is too short to reinvent the wheel every time you do something that works OK. We did some improvements like add some foot rest for the kiddie winks so they have somewhere for there feet to rest on.
There are 2 steel pressing and 2 buffer end plates with some steel tube which is all welded together. They are welded by a welding /fabrications company and then they go away for powder coating black, in our case. Then they have all the air tube and electrics fitted by Garry and they we all deliver as shown in the photos.
​
As supplied from Garry All on site awaiting bogies and seats. An up side down body. With it on the track with bogies under it. Sorry about the dirt on the truck top. This is how we are holding the seat part on to the carriage 2 Stainless steel clips each end and a "R" pin to stop the been unclipped. To the right of the first left hand clip is the air union for the brakes. next is the tow coupling. Then the electrical socket. You can see 2 more square hole below the towing coupling one of these is for 5" gauge locomotive to couple up to these trucks.
Completed Carriages
After 12 months we have 6 completely new carriages and 2 of our old ones refurbished with new top seats, new bogies with brakes and of cause a few coats of paint (this was not none drip paint, and none drying and took 3 weeks to go off). The new 6 carriage have a different make of paint on. There are still another 4 carriage to be done!
SUTTON COLDFIELD MODEL ENGINEERING SOCIETY
ROLLING STOCK BRAKING SYSTEM
24/01/2009
INTRODUCTION
The braking system fitted to the Society rolling stock is pneumatically operated, and is a single pipe system, Designed to fail safe if the pipe – train pipe – is parted. All pipes are 6mmO/D x 4mm I/D nylon, and all fittings etc. are proprietary items from the Camozzi range. 24/01/2009
BRAKING SYSTEM : HOW IT WORKS
Each bogie is fitted with a detachable brake assembly plate onto which is assembled 4 brake arms fitted with cycle type brake shoes. An air cylinder is mounted between the arms so that on extending, the arms pivot inwards causing the shoes to come into contact with a disc mounted on each axle, thereby braking the carriage. The cylinder is supplied with air from a compressor mounted on either the locomotive or in a brake truck. Air is fed into the piston end of the cylinder from a pipe which is continuous from the locomotive, or brake truck, to the end of the train – the train pipe. The port on the opposite end of the cylinder is supplied with air from a reservoir, which is supplied with air from the train pipe via a tee fitting and non return valve. When air is admitted to the system, both sides of the cylinder are pressurised. The cylinder does not extend due to the additional pressure applied by two centralising springs. When air is exhausted from the train pipe, air held captive in the reservoir – by means of the non return valve – causes the cylinder to extend, applying the brakes. The brakes will remain applied until either air is re-introduced into the train pipe, or the reservoir is exhausted by means of operating the exhaust valve – painted RED – mounted on the buffer beam on one end of the carriage. In the unlikely event of a train parting, the train pipe will break causing a loss of pressure in the train pipe, and the brakes will be automatically applied. 24/01/2009
OPERATION ALL TRAINS EXCEPT SOCIETY DIESEL HAULED
The system is operated from a control box which is either permanently fitted to the locomotive, or fitted to a umbilical lead plugged into the leading carriage by means of a 7 pin DIN plug. The box is fitted with 3 way, centre off, sprung switch, and 3 LED’s – Red, Yellow, Green.
1. Connect the brake truck both electrically and pneumatically to the train.
IT IS ESSENTIAL TO ENSURE ALL PNUEMATIC CONNECTIONS ARE IN THE ANGLED CONNECTOR, AND THAT HOSES “CLICK” HOME ALSO, ENSURE ELECTRICAL LEADS ARE CORRECTLY FITTED - KEYWAY AT THE TOP.
DO NOT FIT ANY PNUEMATIC PIPE TO THE RED SOCKET – ONLY TO ANGLED DOWN SOCKETS.
2. Connect either the umbilical lead to the first carriage, or connect a standard connecting lead between the 7 pin plug on the locomotive, and the 7 pin plug on the leading carriage.
3. Switch on brake truck – switch with RED Led in lever. Compressor will start. Wait until compressor cuts out. LED on locomotive control box will show RED.
4. Push brake operating switch on loco control box to “OFF” and hold for 5 seconds. GREEN Led will light.
5. Push brake operating switch on loco control box to “ON” and hold for 5 seconds. RED Led will light.
6. Repeat 4. Check brakes are released.
7. Repeat 5. Check brakes are on.
The system is now ready for use. 24/01/2009
NB. IT IS ESSENTIAL TO HOLD THE SWITCH IN EITHER THE “ON” OR “OFF” POSITION FOR A FEW SECONDS TO ALLOW ALL AIR TO EITHER ENTER OR EXIT THE SYSTEM.
​
It is recommended that the brakes be applied at all times when the train is in the station, and loading and unloading. The guard should depress the Emergency Stop switch in the event of an accident or emergency, but also should do so when loading in the station. This will prevent the driver releasing the brakes until such time as the guard is happy that the passengers are safely seated and ready to go, at which time the guard should release the Emergency Stop button, allowing the driver to release the brakes.
Locomotives fitted with their own compressor and controller need only connect pneumatically to the train, the control valve on the locomotive admitting and exhausting air as required. Brake truck No: BT1 is the only brake truck that can be used in this instance as it is the only brake truck with the facility to switch off the compressor. This is accomplished by switching the toggle switch with the BLUE Led to the “OFF” position – i.e. Led not lit.
UNDER NO CIRCUMSTANCES SHOULD ANY OTHER BRAKE TRUCK BE USED UNLESS IT IS ONLY TO BE USED FOR THE GUARD FACILITY, IT WHICH CASE THE BRAKE TRUCK SHOULD BE SWITCHED OFF.
Trains of 2 or more coaches will take progressively longer for the brakes to operate, therefore the control switch should be held in the “ON” or “OFF” position for a suitable time. Drivers can, however, achieve partial brake application by ‘flicking’ the switch lever, thereby exhausting a small amount of air at any one time.
The Yellow Led will give an indication of partial brake application. Also, if the Yellow Led lights up when the control lever has not been operated, this will be an indication of an air leak, causing the brakes to either start to release, or apply. If this happens when running, push the control lever to the “OFF” position until the GREEN lights. Investigate leak on return to the station 24/01/2009
DISPERSAL
When the stock is no longer required:-
1. Remove electrical connection from locomotive.
2. Break train where required by removing both electrical and pneumatic connections BEFORE disconnecting the carriage coupling.
3. Using one of the pneumatic pipes, push one end into the RED pneumatic socket located on the buffer beam at one end of each carriage
4. Repeat 3 for each carriage and brake truck.
24/01/2009
THE BRAKE TRUCK
The brake truck contains all the pneumatic and electrical equipment to operate the braking system.
A 12 volt battery is connected via a double pole switch – RED Led – via a 20 amp fuse and relay to a 12 volt compressor which supplies air into and underslung centrally mounted receiver. Air is distributed from the receiver to:-
a) A pressure switch which switches the compressor on/off at a predetermined pressure – 75/80psi.
b) An exhaust valve, to exhaust the receiver, located on the rear buffer beam, painted RED.
c) A pressure gauge.
d) Main control panel.
​
Air is fed, via a pressure regulator, set at approx. 40 psi, via a non return valve into a solenoid valve which feeds air into the train pipe, which in turn feeds air into the piston end of the brake cylinder, and through a non return valve into the brake cylinder reservoir. The brake cylinder reservoir is mounted on the upper side of the chassis, and has feeds to the rear end of the brake cylinder, and also to the exhaust valve on the rear buffer beam.
​
Air is also fed into a small cylinder which acts as a system status indicator. The cylinder is fitted with a diablo roller which makes contact with limit switches as it extends and retracts. In fully retracted mode, with no pressure in the train pipe, the RED Led is lit. The centre switch operates a YELLOW Led, whilst on full extension, with the train pipe fully pressurised, the GREEN Led is lit. When the driver operates the control lever to “OFF” position, the inlet solenoid valve opens, admitting air into the system, retracting the brake cylinders, and extending the small indicator cylinder thereby lighting the GREEN Led.
24/01/2009
On operating the brake switch lever to “ON”, the outlet solenoid valve is actuated, exhausting air from the system, causing the brake cylinders to extend by virtue of the captive air in the brake cylinder reservoirs, and the small indicator cylinder retracts, lighting the RED Led.
The Emergency Stop switch is wired through a solenoid so that when depressed, the outlet solenoid valve is energised, exhausting the system, and applying the brakes. A red flashing Led is mounted at the rear of the truck as a rear light and red Led’s are fitted around the Emergency Stop button so that it can easily be located in the dark. These are energised by switching on the toggle switch with the green Led.
All electrics are protected by fuses: Compressor - 20 amp Control circuit – 5 amp Fuses are automotive spade type colour coded. In addition, BT1 has a BLUE Led toggle switch which isolates the compressor, whilst leaving all other functions intact.
Also fitted to the control panel is a 3 pin battery charging plug and battery condition indicator. The battery condition indicator is illuminated at all times, even when the truck is switched off, and charging of the trucks should take place as soon as possible after the yellow light is lit.
ALL BATTERIES SHOULD BE KEPT FULLY CHARGED.
24/01/2009
​
TROUBLESHOOTING
1. My locomotive is connected electrically, or I have fitted the umbilical chord, but the brakes do not work. Check if any Led’s on the control box work when you operate the brake lever. If not:
i) Umbilical chord or cable incorrectly fitted.
ii) Brake truck not switched on.
iii) Connecting leads between carriages not correctly fitted, or faulty. Connect umbilical chord to brake truck and verify correct operation. Then connect each carriage in turn and check.
2. The red Led lights, but brakes do not operate.
i) Check air pies correctly fitted to angled fittings.
ii) Uncouple air pipe from carriage leaving other end attached to the brake truck. Check if compressor runs. If not, check compressor fuse.
​
3. The brakes seem to drag.
Push operating switch lever to “OFF” position. Check for free running. If compressor runs after a few minutes, repeat above but for each individual carriage, as the cause will be an air leak.
​
4. I apply the brakes, but they seem to ‘bleed’ off.
Air leak from brake cylinder reservoir. Check all fittings etc. If problem is not found to be a joint or worn pipe etc. remove the non return valve, dis-assemble, clean rubber membrane and re- assemble. In the event of a brake failure, visually check all pipes and fittings for damage, and listen for air escaping. If there are no immediate signs of the problem, and 1 – 4 have been checked, or are not applicable, brush all fittings with a 50/50 mix washing up liquid and water. Look for bubbles.
24/01/2009
​
In any event:
1. Record the apparent problem on the relevant Carriage/Truck record card.
2. Take the carriage/truck out of service
3. Place ‘DO NOT USE’ label on carriage/truck.