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Braking Systems: Railway Technology Today 7
Braking Systems: Railway Technology Today 7
Braking Systems
Izumi Hasegawa and Seigo Uchida
Figure 1 Early Braking System Figure 2 K Triple Valve Air Brake Device in Japan
Steam pipe
(Brake cylinder)
Slide valve
Emergency
piston
Emergency
valve
52 Japan Railway & Transport Review 20 • June 1999 Copyright © 1999 EJRCF. All rights reserved.
to each car using the difference between
atmospheric pressure and the vacuum. Figure 3 Automatic Air Brake System
Train travel became safer after this system
was introduced on passenger cars in about First car
1895.
When Japan’s railways were nationalized Brake valve
in 1906, the total track length was 7153
km. In 1918, the Ministry of Railways
stipulated that air brakes were to be Pressure Main Air
regulator air reservoir compressor
installed on all rolling stock, because they
were easier to maintain than vacuum Exhaust
brakes. To meet this regulation, rolling Brake pipe
stock braking systems were modified over Control valve
a period of about 10 years, starting in
1920. By 1931, all Japanese trains had Auxiliary Brake cylinder
air brakes based on the K triple valve air reservoir
Copyright © 1999 EJRCF. All rights reserved. Japan Railway & Transport Review 20 • June 1999 53
Technology
54 Japan Railway & Transport Review 20 • June 1999 Copyright © 1999 EJRCF. All rights reserved.
(rheostat), armatures and a field system. pantograph that opens and closes with electrical brake systems is that they
Electricity flows through the circuit and is split-second timing. occasionally malfunction because they
consumed by the main resistor, which Electrical brake systems are economical have complex circuits. For this reason
converts the kinetic energy of the train into because they do not use friction elements, they cannot be used as emergency brakes.
heat and thereby acts as a brake. unlike mechanical brake systems. The In an electrical braking system, the
Regenerative braking uses the same type regenerative braking system is even more braking force of the traction motor
of circuit, but the electricity generated by economical because the electricity (generator) is transmitted to the wheels via
braking is not consumed by the main regenerated from the train’s kinetic energy gears (Fig. 7). The generated electricity is
resistor. Instead, it is transmitted to the is transmitted to the overhead wire, and adjusted to control braking force.
overhead wire. The flow of this electricity becomes available to power other rolling
is controlled by a controller under the stock (Fig. 6b). The problem with
M1 M2 M3 M4 M1 M2 M3 M4 M1 M2 M3 M4
(Current direction)
STATION
Overhead wire
Pantograph
Controller
Power generator
(Traction motor)
Wheelset
Copyright © 1999 EJRCF. All rights reserved. Japan Railway & Transport Review 20 • June 1999 55
Technology
Brake cylinder
Brake lining
Brake disc
Wheel Brake shoe
Axle
Brake cylinder
Brake lining
Traction motor
Wheel
Brake disc
Disc brake unit
Axle
(RTRI)
56 Japan Railway & Transport Review 20 • June 1999 Copyright © 1999 EJRCF. All rights reserved.
Figure 12 Digital Electric Command System Figure 13 Examples of Air Command lines
First car
Brake notches
SB1
controller
SB3
EB SB1
SB2
BCU
(Brake control unit) BCU BCU SB3
EB
SB: Service brake
BC EB: Emergency brake
(Brake cylinder)
BC BC
composite multi-discs and aluminium system, otherwise known as an analog electric command system is used in
composite discs offer lighter weights and dispatcher system, controls the air pressure shinkansen and other new trains, and
are viewed with considerable interest. in pipes that also run the full length of the offers lighter weight and better response
The carbon/carbon-composite multi-disc train. The air command system is used in times, even in long trains. The BCU
has alternate sections of carbon-fiber freight wagons and some passenger cars, system keeps the braking force at the
rotors and stators. During braking, they and can transmit braking commands in optimum level by adjusting it in accordance
rub against each other to create a frictional rolling stock with no power supply. The with braking commands, electrical
force that slows down the wheel or axle.
The disc is lighter than conventional
Figure 14 Brake Control Unit (BCU) System
materials and has excellent heat-resistant
properties. (Fig. 11)
Service brakes
Aluminium-composite brake discs can be
made much lighter than today’s forged Emergency
brakes
steel and cast-iron brake discs. In Brake control unit
addition, their structure is the same for Brake demand
operating device
both axle- or wheel-mounted discs,
Braking force Pressure
achieving a much lighter disc without calculation sensor
design changes.
Electro-pneumatic processing Variable From air
load valve spring
Emergency Ex
Braking Command solenoid valve
Electro-pneumatic
Brakes must function on every car at the converter valve
same moment and at the exact required Relay valve
Regenerative brake
Copyright © 1999 EJRCF. All rights reserved. Japan Railway & Transport Review 20 • June 1999 57
Technology
58 Japan Railway & Transport Review 20 • June 1999 Copyright © 1999 EJRCF. All rights reserved.
system uses compressed air to spray fine
ceramic particles (about 10-µm diameter)
between the wheel tread and rail. The
ceramic particles act as tiny wedges,
increasing adhesion. This system is used
on the Series 500 Nozomi shinkansen and
on conventional rolling stock operating
on steep gradients (Fig. 17.)
Rail brakes
Current train braking systems depend
heavily on adhesion between the wheel
tread and the rail. But in the case of
shinkansen and other high-speed rolling
stock, adhesion decreases as speeds
increase, making it necessary for the train
to reduce braking force to avoid wheel
sliding. The end result is longer braking Rail brake system (RTRI)
distances. To solve this problem, a rail
brake system that does not depend on
adhesion was developed. batteries that create alternating north and
The rail brakes developed for the first south poles forming magnetic fields
shinkansen were never put into use. It between the poles. The magnetic fields
would have produced a braking force by generate eddy currents in the top surface
using magnetic repulsion obtained from of the rails, creating a force acting in an
eddy currents generated on the top surface opposite direction to the movement of the
of the rails. It was not installed because train, in other words, a braking force. This
of the fear that the eddy currents would type of rail brake system shows considerable
heat small sections of the rail to such a potential as a non-adhesion braking
degree that the rail would bend sideways. mechanism able to complement adhesion
The problem has been solved by braking. ■
development of a rail brake that uses eddy
currents and frictional force. Figure 18
shows the structure of this system. The
rail brake on the bogie is connected to
Kanji Wako
Mr Kanji Wako is Director in Charge of Research and Development at Railway Technical Research Institute (RTRI). He joined JNR in 1961 after graduating in engineering from Tohoku University.
He is the supervising editor for this series on Railway Technology Today.
Copyright © 1999 EJRCF. All rights reserved. Japan Railway & Transport Review 20 • June 1999 59