PRINCIPLES OF OPERATION OF BRAKE SYSTEM

When the Twin Pipe System with BP and FP lines on the coaches of the train
is charged to 5.0 & 6.0 kg/cm respectively by the locomotive, the air pressure in
the air Brake Pipe connected to the Distributor Valves (A2), controls the
brake system of the coaches. To initiate and effect a brake application, the
air pressure in the Brake Pipe is reduced and the Distributor Valve in each
coach reacts to supply the Auxiliary Reservoir air pressure at a proportionate
level as BC pressure to the Act uators. This BC pressure acts as a s ignal
pressure to the large capacity Relay Valve (A17). The Relay Valve in turn
quickly supplies air pressure of the same intensity to the four Wheel Slide
Dump Valves (D2) and finally reaches the two Brake Actuators provided one
for each Brake Disc.
The force developed in each Brake Cylinder causes Piston movement and
subsequently through linkage passes on to its Brake Caliper with Pads (C2) to cl
ose on
the individual Brake Disc provided in each wheel set. The binding causes frictio
n
and retardation to wheel rot ation. The force applied on the Disc and the brake
effect
will be proportional to the BC pressure supplied to the Brake Cylinder. The deta
iled
description and maintenance of Disc Brake mechanical arrangement cons isting of
Calip er with Pads, Brake Cylinder, etc., is dealt with in a separate manual (Re
fer no. E
9060)
If wheel s lip occurs on any wheel consequent to the brake force from the Disc n
ot
having been absorbed due to insufficient wheel / rail adhes ion factors, a Senso
r
(D1) provided in axle end cover and Phonic Wheel (D6) fitted on one axle end of
each wheel in combination feeds the signal to the Wheel Slide Protection Unit (D
3).
The WSP Unit in turn energizes through Dump Valve cabling / Connector (D10)
instantly and operates the particular wheel slide Dump Valve (Solenoid Valve)
provided in the Brake Cylinder circuit of the particular wheel.
The Dump Valve gets opened and exhaust the BC pressure to atmosphere
to maximize the braking effort for any given wheel / rail interface coefficient
of friction.
As soon as the wheel slide is stopped, the Sensor withdraws the electrical
signal to WSP Unit and the later in turn automatically deactivates the Dump
Valve to a close position. This allows restoration of BC pressure to the Brake
Cylinder circuit due to the pressure-maint aining feature of DV. The Wheel
Slide Protection is thus automatic in action and makes optimum use of
adhes ion during braking with resultant benefits of improved braking
distance and prevent ion of continuous wheel s lide / damages. The det ailed
description and maintenance of WSP unit is covered in a separate manual (Refer n
o.
SWKP AS20 R).