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(Redirected from Brake (railway))
Brakes are used on the vehicles of railway trains to slow them, or to keep them standing when parked. While the principle is familiar from road vehicle usage, operational features are more complex because of the need to control trains, i.e. multiple vehicles running together, and to be effective on vehicles left without a prime mover.
Contents
1 Early days
1.1 Later British practice
2 Continuous brakes
3 Types
3.1 Air versus vacuum brakes
3.2 Air brake enhancements
3.3 Electropneumatic brakes
3.4 Electronically controlled pneumatic brakes
4 Examples
5 Reversibility
6 Accidents with brakes
7 See also
7.1 Manufacturers
8 References
9 Sources
//
Early days
In the earliest days of railways, braking technology was primitive. The first trains had brakes operative on the locomotive tender and on vehicles in the train, where orters or, in the United States brakemen, travelling for the purpose on those vehicles operated the brakes. Some railways fitted a special deep-noted brake whistle to locomotives to indicate to the porters the necessity to apply the brakes. All the brakes at this stage of development were applied by operation of a screw and linkage to brake blocks applied to wheel treads, and these brakes could be used when vehicles were parked. In the earliest times, the porters travelled in crude shelters outside the vehicles, but ssistant guards who travelled inside passenger vehicles, and who had access to a brake wheel at their posts supplanted them.
The braking effort achievable was limited, and an early development was the application of a steam brake to locomotives, where boiler pressure could be applied to brake blocks on the locomotive wheels.
As train speeds increased, it became essential to provide some more powerful braking system capable of instant application and release by the train driver, described as a continuous brake because it would be effective continuously along the length of the train.
However there was no clear technical solution to the problem, because of the necessity of achieving a reasonably uniform rate of braking effort throughout a train, and because of the necessity to add and remove vehicles from the train at frequent points on the journey. (At these dates, unit trains were a rarity).
The chief types of solution were:
The chain brake, such as the Heberlein brake, in which a chain was connected continuously along the train.
When pulled tight it activated a friction clutch that used the rotation of the wheels to tighten a brake system at that point; this system has severe limitations in length of train capable of being handled, and of achieving good adjustment.
The simple vacuum system. An ejector on the locomotive created a vacuum in a continuous pipe along the train, and the vacuum operated brake cylinders on every vehicle. This system was very cheap and effective, but it had the major weakness that it became inoperative if the train became divided or if the train pipe was ruptured.
The automatic vacuum brake. This system was similar to the simple vacuum system, except that the creation of vacuum in the train pipe exhausted vacuum reservoirs on every vehicle and released the brakes. If the driver applied the brake, his driver's brake valve admitted atmospheric air to the train pipe, and this atmospheric pressure applied the brakes against the vacuum in the vacuum reservoirs. Being an automatic brake, this system applies braking effort if the train becomes divided or if the train pipe is ruptured. Its disadvantage is that the large vacuum reservoirs were required on every vehicle, and their bulk and the rather complex mechanisms were seen as objectionable.

Rotair Valve Westinghouse Air brake Company
The Westinghouse air brake system. In this system, air reservoirs are provided on every vehicle and the locomotive charges the train pipe with a positive air pressure, which releases the vehicle brakes and charges the air reservoirs on the vehicles. If the driver applies the brakes, his brake valve releases air from the train pipe, and triple valves at each vehicle detect the pressure loss and admit air from the air reservoirs to brake cylinders, applying the brakes. The Westinghouse system uses smaller air reservoirs and brake cylinders than the corresponding vacuum equipment, because a moderately high air pressure can be used. However an air compressor is required to generate the compressed air and in the earlier days of railways, this required a large reciprocating steam air compressor, and this was regarded by many engineers as highly undesirable.
Note: there are a number of variants and developments of all these systems.
Later British practice
In British practice, only passenger trains were fitted with...(and so on)

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