Freno Gradual

Hay dos tipos de válvulas de control del sistema de frenos de aire comprimido : con control gradual y mediante aplicación y afloje manual.

Control Gradual

Las válvulas de control gradual son más modernas. Con ellas, la aplicación de la palanca de control se corresponde directamente con la presión del cilindro de freno y son más fáciles de usar para principiantes. Cuanto más se mueve la palanca hacia la posición de aplicación, más fuerte es la aplicación del freno, y cuanto más se mueve hacia la posición de afloje, más suave es la aplicación del freno. La válvula controla automáticamente la descarga y la carga del tubería del freno para alcanzar la presión deseada en el cilindro.

Aplicación y Afloje Manual

The non-self-lapping control valves are older. With them, the control lever manipulates the brake pipe pressure directly, and the process is more hands-on. The lever has a few fixed positions. Two of the positions, called “release” and “service” can be thought of as adding and releasing the brake pipe pressure, respectively. The position in-between them, called “lap”, is used to maintain whatever pressure is in the brake pipe. The furthest position, called “emergency”, releases pressure at the fastest possible rate.

By controlling the brake pipe pressure, you indirectly control the cylinder pressure, and thus, brake application.

Auxiliary reservoirs are partially drained whenever brakes are applied. When brakes are then released, it takes some time for the reservoirs to be recharged. The lap position, however, functions only if the auxiliary reservoirs are full. So, to stay in full control over non-self-lapping brakes it is recommended to not release when knowing that moments later braking may be needed again. Calculated, infrequent moves are advised instead.

Monitoring

With both control valve types it is crucial to monitor the brake pipe and cylinder gauges to fully understand the current brake state.

Conflicts

In case a train contains multiple motorized vehicles their control valves are in conflict. The conflict can be even more severe if there are mixed self-lapping and non-self-lapping valves in the train. To ensure safe operation it is necessary to cutout all excess control valves, other than the one intended to be used.